Operational or Real World Questions about Icing

[dr.aero]

fish4life...

Another big part of the tail plane stall with increasing airspeed is the faster you are going the more lift the wings are producing...

That's not true. Assuming you're in level flight, if you increase speed you require a decrease in angle of attack to maintain the same lift.

You're correct that an increase in speed will put the nose down, and that's what increases the angle of attack on the horizontal stabilizer.

More lift on the wings increases the down force (lift) the tail plane needs to create which is made worse since the nose down attitude tends to also increase the angle of attack on the tail plane so it's now required to create more lift (down force) at a higher AoA compounding the problem.

This makes no sense. It's not clear to me what you're trying to say.

[photofly]

Incidentally, for single engined Cessnas the tailplane is a symmetric airfoil, and for a large portion of the cg envelope the tail is providing lift and not downforce.

Not true at all! Who told you that?

Start a new thread on that, and I'll tell you how I know.

[dr.aero]

photofly...

Bingo! http://www.avcanada.ca/forums2/viewtopi ... =3&t=87966

[Chuck Ellsworth]

I see we are back into picking fly shit out of pepper again.

The question was about flying an airplane without ice protection in icing conditions.

All airplanes will fly in icing conditions.

How long is the real issue to worry about.

One morning we left Vancouver Harbor in a Twin Otter on floats on an IFR flight plan in weather that was and was forecast to be legal weather limits.

Just prior to entering cloud about a mile west of the Lions Gate bridge we encountered freezing rain.

The ice build up was very fast and we requested radar vectors for an ILS runway 08 at Vancouver International.

We had declared an icing emergency and they short gated us to the ILS from near Point Grey, within about three minutes of entering the freezing rain we were unable to maintain altitude at full power and the electric heated windshield could not keep up to the ice build up.

Long story short is we intercepted the ILS with the glide scope at full deflection below the glide path and were fortunate to exit the freezing rain in time to get visual for the turn into the river at Vancouver.

We were lucky that day because it the wrong area we could easily have been killed.

With the above in mind my limits for flying any light aircraft without ice protection in icing conditions are never even think about trying.

[fish4life]

fish4life...

Another big part of the tail plane stall with increasing airspeed is the faster you are going the more lift the wings are producing...

That's not true. Assuming you're in level flight, if you increase speed you require a decrease in angle of attack to maintain the same lift.

You're correct that an increase in speed will put the nose down, and that's what increases the angle of attack on the horizontal stabilizer.

More lift on the wings increases the down force (lift) the tail plane needs to create which is made worse since the nose down attitude tends to also increase the angle of attack on the tail plane so it's now required to create more lift (down force) at a higher AoA compounding the problem.

This makes no sense. It's not clear to me what you're trying to say.

I need a white board

[Big Pistons Forever]

[quote="dr.aero"

I need a white board

You, sir need a life......