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Printed page x. PDF page 14.
captain's inappropriate response to the activation of the stick shaker, which led to an aerodynamic stall from which the airplane did not recover. Contributing to the accident were (1) the flight crew's failure to monitor airspeed in relation to theOpen final report at PDF page 14NTSB AAR-10/01: Loss of control on approach, Colgan Air 3407
Printed page 4. PDF page 18.
sound similar to the stick shaker. (The stick shaker warns a pilot of an impending wing aerodynamic stall17 through vibrations on the control column, providing tactile and aural cues.) The CVR also recorded a sound similar to the autopilot disconnectOpen final report at PDF page 18NTSB AAR-10/01: Loss of control on approach, Colgan Air 3407
Printed page 5. PDF page 19.
airplane-nose-down control column input to decrease the wing angle-of-attack [AOA] after an aerodynamic stall.) About 2216:37, the first officer told the captain that she had put the flaps up. FDR data confirmed that the flaps had begun to retract byOpen final report at PDF page 19NTSB AAR-10/01: Loss of control on approach, Colgan Air 3407
Printed page 19. PDF page 33.
nose-down input to both control columns after an AOA threshold has been reached and an aerodynamic stall has occurred.50 The stick pusher thus provides pilots with a tactile cue that they need to push forward on the control column toOpen final report at PDF page 33NTSB AAR-10/01: Loss of control on approach, Colgan Air 3407
Printed page 31. PDF page 45.
accelerations derived from load factor and attitude data, respectively)86 defining the trim 82 Aerodynamic stall depends on AOA and occurs at basically the same AOA regardless of load factor. A load factor greater than 1 G, generated by either aOpen final report at PDF page 45NTSB AAR-10/01: Loss of control on approach, Colgan Air 3407
Printed page 32. PDF page 46.
position) and adding power would result in the airplane continuing to increase AOA up to an aerodynamic stall. However, the Q400 simulation airplane with a conservative icing accumulation factor of 0.3 still had adequate performance capability, with appropriate pitch axisOpen final report at PDF page 46NTSB AAR-10/01: Loss of control on approach, Colgan Air 3407