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Like wiring-initiated fires, all icing crashes lose their critical evidence post-crash. The problem with rain-ice or freezing rain (or SLD as it's called less alarmingly by the fAA/NTSB) is that it "hits and sticks". It hits (and sticks) more on one side than the other due to prop slipstreaming. That asymmetry is insidious. It's particularly lethal if the autopilot is left to quietly "soak up" that asymmetric ice-loading. Ultimately the autopilot will run out of compensatory trim-loading and be itself over-powered. That can happen quite quickly even in cruise - as the stall speed rises very rapidly in the latter stages of ice build-up. But the REAL problem is that the stall speed difference between the LH wing and the RH wing can be as much as 25 knots - all due to the spanwise distribution of the ice (both its mass centroid and its aerodynamic drag increment on each wing) being so different, left to right. Once that RH wing stalls, the aircraft will roll rapidly and the instinctive pilot input of opposite aileron (to counter the roll) will only embed the aircraft in the then inescapable condition of autorotation (i.e. spinning).
NO aircraft is certified to fly in severe icing conditions.
Having flown the Dash 8 100/300 and Q400 for a couple of thousand hours:
Parts of the Q400 windshield become coverd with ice some times when cruising at very cold temperatures at cruising levels.
BUT when your (heated!) windshield gets frozen up so close to ground (at temperatures around freezing level = rather warm) that would alert me a lot.
I would consider this severe Icing conditions beyond the certified limits.
Interesting to know, that Bombardier considered to modify the Q400 to be equipped with bleed air anti/deicing and getting rid of boots at all.....
Activate Leading Edge Deice Boots
As Soon as Airplane Enters Icing Conditions
Thin amounts of ice, as little as 1/4 inch, can be deadly
The only parts of a Dash-8 that are protected by inflatable boots are:
Engine nacelle intakes
Plus a bundle of valves pitot tubes static ports atc. etc.
CLARENCE, N.Y. – An investigator says the plane that crashed on a house in New York state landed flat on it and was pointed away from the airport where it was supposed to land.
Steve Chealander (CHEE-lan-duhr) said Saturday that Continental Connection Flight 3407 did not dive into the house, as initially thought.
Chealander says the New Jersey-to-Buffalo flight was cleared to land on a runway pointing to the southwest. But the plane crashed with its nose pointed to the northeast.
Originally posted by JohnTheBaptist
What's the probability that satellite debris struck this plane?
crew on the flight voice recorder reported “significant icing.” Chealander said investigators don’t know what that means. The term “severe icing” is an official designation. However, “significant icing” isn’t.
Based on initial weather data and reports filed by other pilots flying into the airport that night, there isn’t any evidence to say the “severe icing” designation was applicable, he said.
“They viewed it as significant,” Chealander said. “We don’t know if it was severe icing. They didn’t say it was severe icing. The weather man didn’t say it was severe icing.”
Chealander said in the final seconds of flight, the airplane went through a series of up-and-down jerking motions and side-to- side rolls.
Right after that, the so-called stick pusher activating the nose of the aircraft rose to about 31 degrees, according to information recovered from the flight data recorder. The stick pusher will drop the nose of the aircraft in order to gain speed and avoid a stall.
Chealander said he wouldn’t comment on whether the sudden rise of the nose was caused by a pilot reaction to the stick pusher sending the plane into a dive. Following the nose of the airplane going up, the plane then went down to a 45 degree angle.
The plane then rolled about 46 degrees to the left followed by 105 degrees to the right, putting the aircraft onto its side.
He said passengers and crew experienced about 2 Gs of force. One G, or gravitational pull, is what a person standing still experiences.
The last radar hit showed the aircraft was at an altitude of about 900 feet traveling at about 100 knots (115 miles per hour). Radar also indicated the plane fell from 1,800 to 1,000 feet in five seconds, Chealander said.Source