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Colgan Crash Experience

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Being concerned about my going through my first winter with my new instrument ticket, I have been seeking out a lot of information about icing, from all sorts of sources.  I watched a great presentation on icing (I think it was by the ASF, which has lots of great material).  Two of the standout points were:
1) don't use the autopilot when experiencing icing
2) minimize configuration changes (ie. deployment of flaps).

Based on news reports in the last couple of days, it looks like both of these concepts weren't followed during this encounter.

At the very least, this can get the attention of many relatively inexperienced instrument pilots (such as myself) to hammer home these concepts.

Someone had mentioned tailplane stall and posted this NASA video

3407 tail stall.  Posted link to NASA video focusing on tail stall and icing.
This video connects the dots. 


IF CGC3407 had an ice enduced tail stall then why did the aircraft pitch UP before it pitched down? if the tail stalls and looses lift which way dose the nose go? UP? the first upset dosent sound like a tail stall according to NASA.


--- Quote from: ogogog on February 17, 2009, 10:30:19 AM ---IF CGC3407 had an ice enduced tail stall then why did the aircraft pitch UP before it pitched down?

--- End quote ---

Normally the horizontal stabilizer is an airfoil that produces downward lift, meaning under typical airflow it pushes down the tail and lifts the nose.  Thus, if the horizontal stabilizer stalls it will lose its downward lift and the nose will fall.  This is why recovery for a tailplane stall is to pull UP (which reduces the angle of attack on the horizontal stab), which is opposite of the stall recovery technique for the case of the main wings stalling.


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