ATR 42
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Workload; Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented
Human Factors; Procedure; Weather
Today's flight was a standard one until Center asked if we could land in freezing rain as we approached ZZZ. This was a surprise because none was forecasted. I knew we couldn't take off in known or forecasted FZRA (Freezing Rain) or FZDZ (Freezing Drizzle); but I wasn't sure about landing. So I looked it up and sure enough it is prohibited as well. We switched over to Approach and informed them we couldn't land in FZRA and they instructed us to hold over ZZZZZ as published. We were at 15;000 feet; 160 kts; and there were two Caravans already in the holding pattern. One; a thousand feet below and another at two-thousand feet below us. There was a 55 to 60 kt crosswind over the holding area at our altitude. We tried to get the Garmin 750 to hold at the waypoint for more than one turn but it kept sequencing us into the approach. So I elected to use the heading bug; with the autopilot on; to conduct the hold. Plus the autopilot couldn't hold the inbound track on the localizer due to the high winds. I found that a 20 degree wind correction angle was necessary for the inbound leg. In addition; in order to conserve fuel we asked for 10 nm long legs and that two we couldn't get the Garmin to do so it was up to me to make the corrections on each leg. Fortunately all of the bad weather was below us and we were night VMC in the hold. After approximately 4 turns in the hold; approach said the FZRA is now light snow. He started sequencing the other two caravans for the approach. We got our clearance to maintain our outbound heading of 250 and 15;000 feet until he was ready for us. When we were cleared for the approach we were 5 nm outside of ZZZZZ and cleared down to 11;000 feet. We were supposed to cross ZZZZZ at 8;300 feet. So I asked [First Officer] aren't we cleared for the approach? He said yes so I selected vertical speed and 2;400 fpm to get on glide slope. With throttles at flight idle we still accelerated to over 210 kts. Approach called and said we had a 100 kt overtake on the Caravan in front of us. So I selected props 100% and still didn't slow us enough so approach told us to level off at 6;000 feet and canceled the approach clearance. I was searching for the altitude hold button on the autopilot control panel. I have been out of the cockpit for so long I had forgotten where it was and while I was looking for it is when I got the stick shaker alert. I immediately added power and lowered the nose to about 5;800 feet and recovered back to 6;000 feet. I asked [First Officer] what was the air-speed and he said 125 kts. So we took vectors back to start the approach again and requested to climb back up to 9;000 feet. As we climbed the icing just got worse. I told him most clouds contain the most moisture at their cloud tops and it would be better for us to descend and resume the approach. We are spending too much time in heavy icing conditions. So the request was made and I leveled off at 9;000 feet and turned left to 060 to intercept the localizer and I got the stick shaker again. This time I did see 125 kts. I recovered again and resumed the approach. From that point on it was a normal approach to landing. When I did my walk around the airplane was coated in thick ice. The worst that I have seen in three years.Situational awareness. Keep the scan moving. Ask for help from the other pilot such as 'please select ALT HOLD for me.'
Due to freezing rain at the surface; we opted to enter holding over ZZZZZ intersection to wait for the weather to improve. We entered holding at 15;000 ft. with two Caravans holding below us. We also set our speed bugs to icing speeds for a 32;000 pound aircraft. At approximately [time]; the weather improved enough and the two Caravans were issued approach clearances for the ILS to Runway XX. The weather was 800 feet. overcast; 400 feet broken with 3 miles visibility in light snow and mist; and moderate icing had been reported during the descent; with tops around 9;000 feet. We were vectored for the localizer and stepped down rather quickly; then once re-established on the localizer we were cleared for the approach; but we were well above the glide path at that point. Captain reduced the power levers to idle and initiated a steep descent to get us down to the glideslope; but in doing so we accelerated and began to catch up to the preceding Caravan. We began picking up moderate ice at this time; and because of our speed; we were unable to configure for landing.Shortly after; Approach cancelled our approach clearance; vectored us away from the localizer and cleared us to maintain 6;000 feet. Because of the ice; I asked for 9;000 feet as I began to adjust the altitude alerter and as Captain executed the vector instructions. Then the stick shaker activated as we had slowed to between 120 and 130 kts. Captain executed the recovery procedure and we continued as we were instructed by ATC.Once we were back on the localizer and again cleared for the approach; Captain reduced power to begin descent and the stick shaker activated again. Captain initiated the recovery procedure; and once we were recovered; we configured for landing.Other than the moderate icing; the remainder of the approach was uneventful.Earlier recognition of an approach clearance that just won't work. More vigilant monitoring of airspeed.
ATR 42 flight crew reported severe icing during approach that resulted in multiple stick shaker warnings.