Peter wrote:
That I thought was BS.
The wording at least. There are no “ice crystals” forming on the wings. The ice crystals had already formed themselves in the mass of air they were flying through.
It says
That I thought was BS.
Peter wrote:
So that Guardian AF447 article is BS in the detail.
I wouldn’t say that, because it says absolutely nothing about airframe icing (the topic of this thread) other than that the pilots had turned their anti-icing system on. The crash of AF447 had absolutely nothing to do with airframe icing.
So that Guardian AF447 article is BS in the detail.
AnthonyQ wrote:
Tail stall is the scariest thought….good advice for differentiating….although it points out this is very rare…it seems mainly confined to T-tail turboprop commuters….like the EMB120 and the ATR72…
Peter wrote:
It states the wings iced up. Is that really true?
Never heard about that either. On the contrary, even this article (which I don’t care to read full length as it does not seem to contain anything which is not in the accident report) says: As the plane approached the storm, ice crystals began to form on the wings. Bonin and Robert switched on the anti-icing system to prevent too much ice building up and slowing the plane down.
It states the wings iced up. Is that really true? I thought AF447 was clean except for pitot tubes which got bunged-up with crystals. Surely they did not get structural (airframe) ice at FL360 or whatever (event though it was very warm)?
This was published today, in the UK: https://goo.gl/bE2QQw
Yet more on AF 447. but relevant to If there is a sudden pitch-down, pull back above….context is important?
Interesting.
No climb performance requirements in icing conditions, for certification, prior to 1993.
Lesson #1 is to watch the IAS when flying in IMC in the icing temp range.
Avoid use of flaps if heavily iced up because it increases elevator load (pick a long runway).
A tail stall is (almost?) impossible if flaps are not used! 15:35 in the video. This surprised me.
Increasing power (in some types) increases tail loading and brings tail stall closer.
If there is a sudden pitch-down, pull back.
Anything certified before 1994, and not modified since, has not been evaluated for tail icing (17:20).
Good stuff. Thanks for posting.
Tail stall is the scariest thought….good advice for differentiating….although it points out this is very rare…it seems mainly confined to T-tail turboprop commuters….like the EMB120 and the ATR72…