Originally Posted by
captain152
That's a very good question, but I think most people would agree with me on this ... and I take this response from my experience recovering from unusual attitudes in the sim...
If you were trimmed out for 135kts and applied full power, you're correct, the plane would act like a rocket and want to go pretty much straight up ... but that's where your stick/rudder skills come into play. You would immediately notice that and push forward on the yoke as much as it took to keep the nose down while trimming it out. So, in answer to your question, it could have, yes, but I highly doubt it. Now, I don't know how thick the ice was either, he may not have had a full chance to react before going into a departure stall ... WAYYY too many things to consider at this point ... which leads me to say this ...
I agree with everyone here, please, let the NTSB do their work and figure out what happened on this aircraft. We are all speculating, and there's nothing wrong with friendly and healthy speculation and learning more about aerodynamics, but let's keep it to that and not let the media get to us too much. I know all of our tempers are flaring at the moment and would like nothing more than to beat the living pulp out of some of these guys/gals. Let's just do out best to keep cool heads and discuss friendly speculation and spread our knowledge base to current and future pilots
I certainly agree with what you'd WANT to do (also with many experiences in the sim and for real), but in the simulator you know what's going to happen. Many years ago, when the Embraer RJ's were new, we had a lot of trim faliures. Once I had a complete pitch trim faliure in a 135 that occured AFTER the airplane was configured for landing at flaps 45 and the VREF speed was around 135 knots (in light freezing rain to boot). Anyone whose flown a lightly loaded 135 knows what full power can do. At that time, some faliures could go UNANNOUNCED either aurally or on the EICAS and this was one of those times. When "set max thrust" along with gear and flaps was completed by my F/O, it took both hands and all the pressure I could muster to keep the airplane from going past a pitch attitude that would have been WELL past 30 degrees. Since no alert of any kind occured and I couldn't take my hands of the controls, I had the F/O reduce thrust and our gentle turn also unloaded the wing. Nonetheless, we blew thru the missed approach altitude by almost 1000 feet before we got everything back on an even keel. ATC understood when we reported a flight control faliure and subsequent emergency landing.
Point is, that without the timely power reduction, the stick forces required to prevent an excessive nose up attitude and inevitable stall may be beyond what one (or even two) pilots could produce depending on the aircraft and the excess power available. Any residual ice on the wing (thankfully, I don't think we had any) would only add a unpredicatble wildcard to the ultimate results of any incipent or full stall or excessively unusual attitude.
Again, just thinking out loud....................