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The ATR 42/72 ice-protection system was designed to be operated at three levels. Level I, which activated all probes and the windshield heating system, was turned on at all times. When a pilot encountered atmospheric conditions that were conducive to icing, he went to Level II, which turned on the engine intake boots and the electrical system for propellers and aileron/elevator/rudder horns. At the first visual indication of icing, the pilot went to Level III and activated the pneumatic boots for the wings and horizontal and vertical stabilizers. On 31 October 1994, American Eagle Flight 4184 departed Chicago’s O’Hare Airport on schedule at 11:39 A.M. for a round-trip flight to Indianapolis. The ATR 72 reached its destination without incident. The flight left Indianapolis at 2:55 P.M. for the 45-minute return to Chicago—the pilot having been informed that icing might be encountered en route. At 3:13 P.M., Captain Orlando Aguiar received clearance for his approach into Chicago and began to descend from 16,000 feet to 10,000 feet. During the descent, he activated the Level III ice-protection system. Upon reaching 10,000 feet, Chicago Approach Control directed flight 4184 to enter a holding pattern, 18 miles south of the Chicago Heights VOR. As the airplane went around in its racetrack holding pattern, everything seemed normal. A flight attendant visited the cockpit and discussed “both flight and non-flight-related information with the pilots.” At 3:30 P.M., Captain Aguiar remarked to first officer Jeffrey Gagliano, “we’re just wallowing in the air right now.” Three minutes later, Aguiar set the flaps to the 15° posi- tion, but icing did not seem to be a major concern. “That’s much nicer, flaps fifteen,” Gagliano commented to Aguiar. At 3:49 P.M., Aguiar departed the cockpit and went aft to use the restroom. When he returned, Gagliano remarked, “we still got ice.” At 3:56 P.M., flight 4184 was cleared to descend to 8,000 feet and to expect clear- ance into Chicago in 10 minutes. As the aircraft approached 9,000 feet, it commenced to roll rapidly to the right, and the autopilot disconnected. The cockpit voice recorder picked up “brief expletive remarks,” followed by “intermittent heavy breathing.” At 77° right wing down, the ATR 72 started to roll left toward wings level, then right again at a rate in excess of 50° per second. Captain Aguiar’s control column force exceeded 22 pounds as the airplane made a complete roll through an inverted position to wings level. The ATR 72 then began another roll excursion to the left. At this point, the airspeed reg- istered 300 knots with 73° nose down, as both pilots pulled on the control column. As the airplane reached 1,700 feet, the “Whoop! Whoop!” of the ground proximity warning system sounded. First officer Gagliano made “an expletive comment” as the air- speed increased to 375 knots, 38° nose down. The crew continued to fight for control of the aircraft until the ATR 72 crashed into a wet soybean field near Roselawn, Indiana, at 3:59 P.M. The two pilots, two flight attendants, and all 64 passengers died instantly. New Challenges 133PDF Image | History of NASA Icing Research Tunnel
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