NASA Tailplane Icing Video Glenn Research Center
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- čas přidán 14. 05. 2009
- There's been a lot of talk about this video recently.
Video courtesy: NASA
icebox.grc.nasa.gov/
This video provides information about ice-contaminated horizontal stabilzers. It presents a physical description of the tailplane icing problem, symptoms of ice contamination and suggested recovery procedures. This video was produced as a result of insights gained from the NASA/FAA Tailplane Icing Program.
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what a great video. full of great info. thank you.
I'm floored by this as a pilot.
Thanks for the insight.
**like**
After watching this video, 100% convinced this video caused the misinterpretation of wing stall as tailplane stall in Colgan Air Crash.
The NTSB concludes that it is unlikely that the captain was deliberately attempting to perform a tailplane stall recovery.Page 90 of the NTSB report # AAR 10-01www.ntsb.gov/investigations/AccidentReports/Reports/AAR1001.pdf
I believe that the Colgan Air pilot encountered this scenario.His reactions after the tailplane stall were correct and the co-pilots reducing of the flaps was correct.His response time was longer than the 2 /10th of a second reaction time that the test pilot stated and therefore the aircraft would have lost more than the 300 ft that the test pilot did and probably enter a spin,which it did.The auto pilot kept the plane flying in that configuration until the departure and the rest is aerodynamics
I have studied Colgan Air Crash extensively via NTSB report. The report mentioned that the PIC had recently viewed this video within a couple of months. He simply had an autopilot induced stall (altitude mode hold) when he pulled power to slow down at or near 2300 ft msl (1000 AGL) and glide slope intercept, perhaps a bit behind the aircraft.. There are no auto throttles on Dash-8 and he did not notice the slowing airspeed and AP pitch up to maintain 2300 ft. He received a stick shaker and immediately pulled up and held pitch up, which is opposite a normal stall situation. I speculate that he misinterpreted and might have thought he was in a "rare" tailplane stall, which calls for pitch up and flaps up. Hence the controversy over this well intentioned NASA video which might have caused more problems than it cured.
A tail plane stall results in a loss of pitch control, and not a wing stall. Without a wing stall there is no spin, so your theory doesn’t really add up. Also the 2/10 of a second was how long it took the tail stall to nose down 40 degrees or whatever it was, it was not the reaction time of the pilot. They were just saying it happened fast and resulted in a loss of 300 feet before they could react.
Anybody else here from Dan Gryder's report on N585CK?
Interesting. That must be quite counterintuitive to pull back and reduce flaps on a final approach. Do the commercial TP simulators provide simulation of tailplane stalls?
instablaster
i saw this on google videos a while back
Not was reported by the NTSB. NTSB shows the pilot fails to recognize and or recover from a standard stall due to lack of airspeed in the landing configuration.
are you relating this with the Q400 at buffalo?
Colgan Air Crash is a perfect example of how this video led to fear of "rare" tailplane stall and improper pitch up at stick shaker on a simple and easy recovery AP "alt hold" stall. How does this relate to pilots that always use AP on approach and can't feel the "subtle" cues? So the big elephant in the room is!!!! Do I pitch up or pitch down on stick shaker with AP on? Is it a tailplane stall or wing stall.... OK...you have 1-2 seconds to find out and either pitch up or down... Not sure after watching this video. Please read the Colgan Air Crash NTSB report.
The issue was in bad weather or in extremely windy conditions, trained pilots should disconnect the auto pilot and get a reading of what the controls feel like. The pilots knew they were going into adverse weather and should have been getting feedback from the controls on final approach, not just leaving the autopilot on until minimums.
The plane was automatically pitching the elevator to compensate for the loss of air over the tail plane. Once it had no more pitch that's when the problem was already too late.
Hot water will not work. agreed. Namely due to the the fact that when you atomize a substance (like when you spray it out of a nozzle. The amount of surface area on the particle is exponentially increased in relation to the Volume to that of a solid jet. Thats High school physics and chemistry.
The heated leading edge idea is the best in my opinion. In refrigeration coils the ice build up is huge. Once it is formed the coil is heated and ice falls off, the same way a comercial ice machine works.
This Video was created in response to American Eagle flight 4184 disaster
Can you put the date of original publication? When is it? 1985? And thank you for publishing it her on youtube!
Looks like the flight test videos appear to show a 1997 date but there is an AIAA paper on this topic from 1993.
This video is from 1995, 1 year later after the disaster of American Eagle 4184
This video killed all those folks on the Colgan crash. Trying to help, they caused direct harm.
This guy looks like a young Brent Spiner.
What the heck kind of plane is that model?
Looks like a Gulfstream II with an experimental turboprop.
Gulfstream G-II with a experimental turbopropeller on the left wing.
There are about 30+ questions on the instrument exam related to this and ATP exam! PAY ATTENTION! REEEEEEEEEEEEEEEEEEEEEEEE
czcams.com/video/_ifKduc1hE8/video.htmlm37s
This is really interesting, , tail stall can happens at the higher limit of flap extension speed!
So basically with fly by wire controls it is impossible to feel an incoming tail stall. Nice. #fuckairbus
Daytona Sixty-Eight man this video is about turboprop operating at mid atl. Moreover fly by wire has greatly increased the safety in flight operations, Moron