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“We Freeze to Please” with the appearance of the new generation of turboprop commuter airplanes in the 1980s. These aircraft had advanced airfoils that were unforgiving when it came to ice contamination and featured non-powered reversible control surfaces and pneumatic boot de-icing systems. With their short-haul routes that were generally flown at lower alti- tudes, the commuters had a greater exposure to icing than long-haul jet transports. This combination of factors made them vulnerable to tailplane icing.12 Research into the problem had first been undertaken during the late 1970s and early 1980s by a Swedish-Soviet working group in the wake of the crash to a Linjeflyg Vickers Viscount on 15 January 1977, near Stockholm. Their wind tunnel and flight tests that studied the tailplane stall phenomenon had failed to produce definite results, but had provided insights that would assist later researchers. In the early 1990s, NASA had con- ducted a preliminary flight investigation into control anomalies that were caused by tailplane contamination. Researchers found that an ice casting placed on the Twin Otter’s horizontal tail had caused decreased longitudinal stability, a condition that had worsened when flaps had been lowered 10° or more.13 To promote greater awareness of the problem, NASA and the FAA sponsored an International Tailplane Icing Workshop at Lewis in early November 1991 that was attended by more than 100 representatives of industry and government from the United States and eight foreign countries. It soon became clear that the phenomenon of ice accretion on the horizontal tailplane of turboprop commuters was widespread but not well understood, especially in the United States, by either manufacturers or operators. The Europeans seemed somewhat better acquainted with the problem. The European Joint Airworthiness Authority, for example, required manufacturers to demonstrate a specific pushover maneuver during certification for tailplane icing, whereas the FAA did not. Captain Stephen Ormsbee of Henson Airlines, chairman of the Air Line Pilots Association’s Regional Airline Committee, pointed out that the chances of a turboprop flight crew experiencing tailplane icing were far greater than their chances of encountering severe wind shear. “We need to educate pilots about the hazards associated with tailplane icing and provide them with a reliable means of detecting its presence,” he noted in the final report of the workshop. Also, he continued, “we need to require that turboprop air- planes demonstrate their ability to handle tailplane icing during certification.”14 12 Porter J. Perkins and William J. Rieke, “Aircraft Icing Problems—After 50 Years,” a paper prepared for the 31st Aerospace Sciences Meeting, Reno, NV, 11–14 January 1993; copy courtesy of Mr. Perkins. 13 T. P. Ratvasky and R. J. Ranaudo, “Icing Effects on Aircraft Stability and Control Determined from Flight Data, Preliminary Results,” NASA TM 105977 (1993). 14 Ormsbee is quoted in Jan W. Steenblik, “Turboprop Tailplane Icing,” Air Line Pilot, January 1992, pp. 30–33. 142PDF Image | History of NASA Icing Research Tunnel
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