AceCrackshot
Well-known member
- Joined
- Feb 10, 2003
- Posts
- 380
Me, too. It fits a tailplane icing stall profile event. I've played in the Q400 Sim in Downsview, Ontario when it was being certified (1998...yeah, I'm old) but never in-depth stuff.
Tailplane icing profile is final approach in icing, input landing flaps, and wooop!...upset happens. Tailplane stall recovery is opposite of a conventional wing stall recovery if memory serves me (it's tougher each year). T-Tail may be different then conventional stab. I dunno...
Roselawn was a holding in icing conditions event. Icing caused airflow blockage to the ailerons. The autopilot compensated until in couldn't. Captain took control of the airplane with loaded yoke pressure and couldn't recover from the hard over. The outworkings of that crash spawned all kinds of bulletins and SOP/POH revisions. The CVR was scary. They tried to hard fly out of it all the way to the ground.
I used to wait till I got an half inch of ice built up on the Dash to blow the boots....and for fun I'd do a segment at a time and watch the airspeed recover. When they said to turn it on and leave it on, alot of us old timers were afraid of ice bridging on the boots. But, deHavilland was right; they kept it relatively clean.
T8
Unlike the NTSB, I firmly believe that bridging exists, but that the DHC8 series are pretty resistant to it. Is this personal opinion based only on personal experience? Absolutely. However, in the King Air 200/B1900 I've experienced ice bridging, where in the DHC8s, I never did.
I don't know if its the velocity of the inflation of the boot, the manner of ice accumulation on different leading edges, or what. Perhaps its all an artifact of my imagination.