Plan on an approach speed higher than normal with reduced or no flaps. In severe cases of TP icing, the yoke goes all the way forward to the stops – and it requires 170 pound of pressure to pull the back on the wheel.
As a Clevelander I recently got to visit NASA Glenn during their summer open house and got to see these testing facilties first hand. In its extensive research project on tail stall issues in 1998, NASA recommended that if flaps are used, they should be deployed at an altitude permitting recovery from any induced tailplane stall.
When the autopilot is utilized in icing conditions, it can mask changes in performance due to the aerodynamic effects of icing that would otherwise be detected by the pilot if the aeroplane were being hand flown.
Thank you so much for the information. Create a free website or blog at WordPress.com. Another example of the economy of risk management, hopefully this will lead to better procedures but still so sad this had to happen to now make the problem important.
However, if an ILS is available and its practical to fly it, doing so will give you good vertical guidance, especially if the windshield is opaque from ice.
In such an event, the appropriate response is to pitch up, not down as would be the case if the wing entered a stall. Avoid circling, even if it means landing with a slight tailwind, runway length permitting. No.
If the runway is long, wouldnt more speed be better? of lift is aft of the center gravity. If the tail stalls at that point recovery is very difficult – if not impossible. But if you let icing progress to the point tailplane aerodynamics are affected, your options are sharply limited. Tip of the hat to Jon Regas for finding this. You can follow any responses to this entry through the RSS 2.0 feed. Make any configuration changes-power, flaps, trim, landing gear-gingerly and one at a time. Another common mistake is not exiting the ice quickly or getting into a situation where there is no exit-no warmer air above or below, terrain restrictions or conditions just too sporting for the airplane and pilot to handle. Tailplane icing can be detected by. If youve made those mistakes and youve still survived, the end game is all tactical: how to land an airplane thats carrying a load of ice.
Few pilots fully understand the aerodynamics of tailplane stalls, how they present and what are the appropriate recovery techniques. Be spring-loaded to undo any configuration change that causes controllability issues.
Change ), You are commenting using your Facebook account. incorrect because flaps may operate even with tailplane icing, further aggravating or initiating a stall. The correct pilot reaction, unlike in a main wing stall, is … It seems like this video is written next year explaining the crash vs. 11 years ago. If this is not desirable for safety reasons, such as … This entry was posted on February 14, 2009 at 2:37 am and is filed under Aviation, Continental 3407, Plane Crash. This is quite a up-to-date information. As always, awesome analysis! Dont couple the approach; hand-fly it so youll have a better feel for control pressures. But the part where they’re saying the plane was pointed Northeast seems a rather strange twist, unless it flipped over at the last second. When considering a Part 25 turboprop transport operating in scheduled service, it can be difficult to think of it as susceptible to what by all accounts was run-of-the-mill icing. By contrast, a wing stall may present with buffeting in the airframe or ailerons, but also nose-down moment if the stall develops. Weve written on this subject often, with an emphasis on new weather products theoretically improving the odds of avoiding icing altogether. The argument for and against flaps cuts both ways. Generally, the only way a tailplane is going to stall in normal operations is if its leading edge somehow becomes contaminated, as would be the case if ice accumulated. Since sorting out a wing stall from a tail stall and recovering properly might very well be beyond the ability of many pilots in the time available, its far preferable better to avoid the tailplane stall in the first place. Stall speed will increase by some unknown value and the tailplane will be more susceptible to stalling, causing momentary loss or reduction of nose-up pitch authority. Even as the wreckage of Colgan Flight 3407 cooled in a Buffalo, N.Y., neighborhood in mid-February, the debate over flying turboprops into known icing was reigniting.
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