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The FDR data showed that the left roll began at 1041:23 at an airspeed of 97 knots and reached a left bank of 47° in about 11 seconds.Īccording to both pilots, no stick shaker warning activated before the airplane rolled. The flight crew indicated that, shortly after, the shudder increased rapidly, the airplane rolled left, followed immediately by a pitch down. As the airplane began to level off, it began to shudder and the flight crew attributed it to an unbalanced condition of the propellers due to the uneven shedding of ice.Īccording to FDR data, the airplane lost lift at 1041:18 as the airplane was climbing through 12,192 feet at an airspeed of 103 knots. Passing through about 11,500 feet, the flight began to emerge from the tops of the clouds, and the captain set the altitude alert controller to level at 12,000 feet.
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The first officer said he was also getting ready to communicate with the arrival station and taking care of paperwork in preparation for landing. The first officer stated that he was monitoring the de-icing panel looking outside to make sure the de-icing boots were inflating and deflating in the proper sequence and looking at the propeller spinners, windshield wipers, and windshield. The captain stated that, during the climb, he was monitoring the icing indications.
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The data showed a steady decrease in airspeed and a steady increase in altitude and pitch attitude for the duration of the climb. According to flight data recorder ( FDR) data, during the climb, the initial airspeed was 170 knots, the climb rate was 850 feet/minute, and the engine power was not increased. He could not recall the position of the throttles during the climb from 10,000 feet, but he noted that he did not manipulate them once he initiated the climb.Īlthough the airplane was equipped with fast-slow type speed control indicators on each pilot’s attitude director indicator ( ADI), neither pilot reported looking at it. The captain stated that he engaged the IAS button when he initiated the climb out of 10,000 feet and that he did not use the vertical speed (VS) mode during the flight. While commencing the climb, the captain initially set 14,000 feet in the altitude alert controller. They requested ATC clearance to climb to up to 14,000 ft to avoid the icing. The crew say the system was working but only clearing ice from the propeller spinners not the airframe. Between 7,000 and 8,000 feet, the airplane entered a cloud deck and began accumulating ice, and the captain turned on the de-icing equipment. The captain stated that he engaged the indicated airspeed (IAS) button on the advisory display unit and set a climb speed of 150 to 160 knots. Both pilots stated in interviews that the captain engaged the autopilot when the flight reached an altitude of about 1,000 feet agl. The flight was cleared to a cruise altitude of 10,000 feet. The US National Transportation Safety Board ( NTSB) explain in their safety investigation report (issued only on 8 July 2020, 94 months later and after the operator and its owner had gone bankrupt!): Era Aviation Bombardier Dash 8-100 N886EA at Anchorage in August 2016 after the Operator was Renamed Ravn Alaska (Credit: Sunnya343 CC BY-SA 4.0) History of the Flight