But neither pilot could see the ice because the amount that had formed, while certainly dangerous, was not visible from the cockpit, even though USAir crews universally believed that it would be. This heat is either absorbed or reflected by the cooler surface. [1]:77, The NTSB made several recommendations to the FAA, including requiring that "flight crew members and appropriate ground personnel responsible for the inspection of transport-category airplanes for wing contamination receive specific periodic training that will illustrate what contamination looks like and feels like on a wing and the amount of contamination that is detectable under different light conditions". [4] He placed an empty coffee cup on the flap handle as a reminder of the position of the flaps,[1]:2 a procedure used by many flight crews. But after the de-icing, a further 20-minute delay occurred because one of the de-icing vehicles broke down behind the plane and prevented it from taxiing away from the gate. [1]:64–65 The board stated that tests have shown that both Type I and Type II fluids do flow off the wings of a treated airplane in significant amounts during the initial takeoff ground run. But pilots everywhere were taking off with ice on their wings because it was often impossible to de-ice the plane immediately before takeoff so that the type 1 de-icing fluid would be at full strength.
Both fluids are under scrutiny for their environmental impacts, and it is uncertain if Type II fluid diminishes the runway coefficient of friction since the fluid rolls off the airplane during the takeoff roll. [13], The Honourable Virgil P. Moshansky, who investigated the crash in Dryden and wrote the report, appeared in the documentary, alleging that if the recommendations in his report had been followed, the USAir accident could have been prevented. Co-pilot John Rachuba, of Charlotte, N.C., and flight attendant Debra Taylor, of Virginia Beach, Va., survived and were hospitalized with serious injuries. [1]:3 He believed that the snow had "all but stopped" and was more concerned about the amount of vehicular traffic, such as sweepers and plows, than he was about the snowfall. "[12], The NTSB carried out tests to discover why the first officer was unable to see the ice buildup on the wing of the jet. The final report read that "the first officer described the takeoff as normal through the rotation. The aircraft struck two visual approach slope indicator posts, touched down again for approximately 100 feet, before lifting off again and striking an ILS beacon and a water pump house.[1]:6[4]. [12][15] Chicago O'Hare International Airport was the first to introduce deicing facilities at the runway, something which has now become commonplace. Procedures called for pilots to look from the cabin if they were unsure, but most pilots believed the view from the cockpit was just as good. In fact, the minimum equipment list stated that the APU must be functional in order to take off, but neither the pilots nor the dispatcher had access to the minimum equipment list for the F28 and they did not know this.
Fifty-one men and women find their seats on Flight 405 as snow falls just beyond the windows. Takeoff Stall in Icing Conditions USAIR Flight 405, FOKKER F-28, N485US. They found that the airport was using only Type I deicing fluid, not Type II.
Both fluids are under scrutiny for their environmental impacts, and it is uncertain if Type II fluid diminishes the runway coefficient of friction since the fluid rolls off the airplane during the takeoff roll. [13], The Honourable Virgil P. Moshansky, who investigated the crash in Dryden and wrote the report, appeared in the documentary, alleging that if the recommendations in his report had been followed, the USAir accident could have been prevented. Co-pilot John Rachuba, of Charlotte, N.C., and flight attendant Debra Taylor, of Virginia Beach, Va., survived and were hospitalized with serious injuries. [1]:3 He believed that the snow had "all but stopped" and was more concerned about the amount of vehicular traffic, such as sweepers and plows, than he was about the snowfall. "[12], The NTSB carried out tests to discover why the first officer was unable to see the ice buildup on the wing of the jet. The final report read that "the first officer described the takeoff as normal through the rotation. The aircraft struck two visual approach slope indicator posts, touched down again for approximately 100 feet, before lifting off again and striking an ILS beacon and a water pump house.[1]:6[4]. [12][15] Chicago O'Hare International Airport was the first to introduce deicing facilities at the runway, something which has now become commonplace. Procedures called for pilots to look from the cabin if they were unsure, but most pilots believed the view from the cockpit was just as good. In fact, the minimum equipment list stated that the APU must be functional in order to take off, but neither the pilots nor the dispatcher had access to the minimum equipment list for the F28 and they did not know this.
Fifty-one men and women find their seats on Flight 405 as snow falls just beyond the windows. Takeoff Stall in Icing Conditions USAIR Flight 405, FOKKER F-28, N485US. They found that the airport was using only Type I deicing fluid, not Type II.