Spin resistant - ??
In the way of quiet contemplation, thinking aloud and prompting sensible discussion with those who may be able to answer some 'practical' questions related to the Cirrus event. Lots of 'theory' around, much speculation, but little of a practical nature. Never flown a Cirrus; not ever even sat in one; but, there is 'data' out there and much information, all freely available. This has raised some questions which I cannot answer; for instance:-
Laminar flow wing; stall and centre of pressure; and the leading edge 'cuff' with regard to behaviour in icing conditions, resistance to spin and the need for a parachute for USA certification. These items raise the question of tackling clearly defined icing conditions.
Speed fluctuations? – hand flown climb will; or, 'may' define a constant speed read out (CLIAS) maintained; with environmentally created fluctuations in the 'rate of climb'. The ADSB data indicates something different. It suggests the AP was maintaining an 'attitude' rather than an airspeed. The fluctuations in speed suggest a dogged determination to achieved the selected height, rather than a focus on essential speed control. I did say 'Suggests ,,, I have no knowledge of the 'type' or capability' or of the equipment fitted to the event aircraft. However, I feel it is a valid point for discussion.
Item last – why persist with a climb to 10,000' with the forecast as presented? Personally I would have opted for the lowest safe, taken the 'rough ride' and avoided any and mostly all possibility of sticking any ice on the airframe. I could, if provoked, cite many thousands of hours (and tales) spent in un pressurised, no de or anti ice twins on long haul night freight where that lesson was learned very early in the piece; and believe me, one upset, in serious ice is enough, not to mention the additional costs incurred carting half a ton of ice cubes along for the ride...So I am curious about the determined, apparently habitual climb to A100 against the forecast. No axe to grind and although I would question the general wisdom; given the weather, but, the notion of taking a look at the actual and making an informed command decision would garner 100 % support.
This particular event is a head scratcher; help is at hand though. I will take up the matter with a very experienced Cirrus pilot and see if we can winnow some wheat out of the chaff. MTF. No envy for the investigators; this will be a tough one.
In the way of quiet contemplation, thinking aloud and prompting sensible discussion with those who may be able to answer some 'practical' questions related to the Cirrus event. Lots of 'theory' around, much speculation, but little of a practical nature. Never flown a Cirrus; not ever even sat in one; but, there is 'data' out there and much information, all freely available. This has raised some questions which I cannot answer; for instance:-
Laminar flow wing; stall and centre of pressure; and the leading edge 'cuff' with regard to behaviour in icing conditions, resistance to spin and the need for a parachute for USA certification. These items raise the question of tackling clearly defined icing conditions.
Speed fluctuations? – hand flown climb will; or, 'may' define a constant speed read out (CLIAS) maintained; with environmentally created fluctuations in the 'rate of climb'. The ADSB data indicates something different. It suggests the AP was maintaining an 'attitude' rather than an airspeed. The fluctuations in speed suggest a dogged determination to achieved the selected height, rather than a focus on essential speed control. I did say 'Suggests ,,, I have no knowledge of the 'type' or capability' or of the equipment fitted to the event aircraft. However, I feel it is a valid point for discussion.
Item last – why persist with a climb to 10,000' with the forecast as presented? Personally I would have opted for the lowest safe, taken the 'rough ride' and avoided any and mostly all possibility of sticking any ice on the airframe. I could, if provoked, cite many thousands of hours (and tales) spent in un pressurised, no de or anti ice twins on long haul night freight where that lesson was learned very early in the piece; and believe me, one upset, in serious ice is enough, not to mention the additional costs incurred carting half a ton of ice cubes along for the ride...So I am curious about the determined, apparently habitual climb to A100 against the forecast. No axe to grind and although I would question the general wisdom; given the weather, but, the notion of taking a look at the actual and making an informed command decision would garner 100 % support.
This particular event is a head scratcher; help is at hand though. I will take up the matter with a very experienced Cirrus pilot and see if we can winnow some wheat out of the chaff. MTF. No envy for the investigators; this will be a tough one.