You'll get real familiar with 4184 if you come over.

 

They tried lowering the flaps again but, at that time the ATR would not extend the flaps in a flap overspeed condition. After the accident, many things were changed to the aircraft and procedures.
On November 4 2010 another ATR 72-212 flown for aerocaribbean, crashed due to sever icing over cuba at FL200.

 

The "correction" only extended the outer boots from 7.5 to 12.5% of chord, but the ice accretion of this wing design demonstrated ice can accrete significantly beyond 12.5%. It was a "band-aid" fix, especially considering this wing design's suseptibility to hinge-moment reversal when ice ridges form on the front upper section of the outer wing.

The problem was well know prior to Roselawn, but nobody faced it until they couldn't deny it any longer. Great bird for Florida and the Carribean though as it can haul a good load and has good cargo hauling capability.

 

I'm gonna try everything in my power (the very little I have) to stay away from that thing. Even in a CA bid!

Just me tho

 

The airplane won't fall out of the sky with ice on it. I flew it 7000 hours over 12 harsh midwest winters (flew N401AM numerous times and knew some of the 4184 crew personally). I carried all kinds of ice and never had a control question. Out of MIA or SJU your risk would be extremely small. Out of DFW, still very small.

That being said, it's an airplane to take seriously in icing conditions. The DHC-8-100/200 uses the same engines as a -42, but is almost as heavy and carries only 37 pax vs. the -42's 46 pax. That's possible by the weight saving aggressiveness of Aerospatiale and also the efficiency of the airfoil they chose. That airfoil is extremely effecient, but extemely untolerable of contamination. It's unpowered controls use tabs and aerodynamics for manipulation and it has an outstanding autopliot (and flight director). Therefore, it can decieve you into a very hazardoues situation if the wing encounters a certain type of icing that is very insideous and degrades the airfoil. The more frequent, usual type of icing that is encountered 95% of the time (that remains on the protected surfaces) is no more problem on the ATR then any other turboprop. Ice that rolls back beyond protected surfaces (freezing rain/drizzle and/or SCDD) is what to exit immeadiately and most importantly to HAND FLY. Control degredation has clues and isn't instantaneous unless............and excellent autopilot hands you a poop sandwich at the last minute.

If you get the ATR, your exposure to that will be very limited, so don't flip (no pun intended), but understand what dark rooms you don't want to explore.

 

I may be the only one to say this, but I disliked the ATR very much. To me it felt as a very clumsy flying airplane, especially on a crosswind landing. That said, I hope to never fly it again, ice scares me and ATR's don't have a good track record.

 

Perhaps you struggle on crosswind landing due to the fact that you don't have basic aviation knowledge. If ice scares you,you are in the wrong business then son. Clearly you aren't captain Material.

 

I'll admit it is the hardest airplane to land consistently smooth for me at this point in my career. As far as crosswind landings, it is a handful but after practice and use of basic crosswind landing techniques it can be done. Just like any other airplane, the more experience you get in the ATR the better things become.

 

Ouch...what a stab

 

my crosswind landings are bigger than your crosswind landings!!