When to use Engine Anti-Ice on the Ground
12-19-2010, 08:51 AM
#1
Gets Weekends Off
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Joined APC: Dec 2010
Posts: 207
When to use Engine Anti-Ice on the Ground
Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or below and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600m) or less, rain, snow, sleet, ice crystals, and so on) is present, or
• ice, snow, slush or standing water is present on the ramps, taxiways, or runways.
• visible moisture (clouds, fog with visibility of one statute mile (1600m) or less, rain, snow, sleet, ice crystals, and so on) is present, or
• ice, snow, slush or standing water is present on the ramps, taxiways, or runways.
Last edited by windrider; 12-20-2010 at 06:51 AM. Reason: miss information
12-19-2010, 04:27 PM
#2
Gets Weekends Off
Joined APC: Jun 2007
Position: Legacy FO
Posts: 4,096
Just curious, are you quoting procedures for the Lear, or are you pulling the information from another source and applying it to all aircraft?
I have flown three aircraft (typed in all three) which have different procedures than that. I'm not arguing with you. If conditions warrant, use engine anti-ice. But you should also be aware that using engine anti-ice outside of what is prescribed in the flight manual, could put you at risk if you encounter an V1 cut with obstacles, or in any situation needing maximum performance.
I have flown three aircraft (typed in all three) which have different procedures than that. I'm not arguing with you. If conditions warrant, use engine anti-ice. But you should also be aware that using engine anti-ice outside of what is prescribed in the flight manual, could put you at risk if you encounter an V1 cut with obstacles, or in any situation needing maximum performance.
12-20-2010, 06:21 AM
#6
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Joined APC: Oct 2009
Position: PT Inbound
Posts: 219
Originally Posted by Twin Wasp
How about do what your manual says for your aircraft?
In our case (PT6A Turboprops)...
-The Engine Inlet Heat is deactivated on the ground, regardless of switch position.
-The Inertial Separators (ice vanes) in the engine inlets are to be used on the ground whenever there is icing conditions and during such takeoffs as well.
-The Engine Auto/Continuous Ignitions are to be armed for every takeoff. and disarmed during the climb flow, if applicable.
*NOTE: Our SOP states that icing conditions begin at + 5 degrees C*
12-20-2010, 09:43 AM
#8
Gets Weekends Off
Joined APC: Jan 2009
Position: PA-31/left, LJ31/right
Posts: 350
My personal rule of thumb.
If there is visibility of less than 1SM, or visible moisture, all heat goes on regardless of temp, unless prohibited by the AFM/POH. Who's to say I might climb into conditions needing it, and miss the OAT dropping to a point that requires it. With icing, you can never be to cautious.
I have a vivid memory of a flight I made in a PA31 where the OAT dropped from about 4c to -1c in about 2 minutes while cruising along at the same altitude. I was in precip already so I was keeping an eye on things. But my point being is we operate in a fluid environment that is constantly changing. Being prepared is how you mitigate situations from turning into problems.
If there is visibility of less than 1SM, or visible moisture, all heat goes on regardless of temp, unless prohibited by the AFM/POH. Who's to say I might climb into conditions needing it, and miss the OAT dropping to a point that requires it. With icing, you can never be to cautious.
I have a vivid memory of a flight I made in a PA31 where the OAT dropped from about 4c to -1c in about 2 minutes while cruising along at the same altitude. I was in precip already so I was keeping an eye on things. But my point being is we operate in a fluid environment that is constantly changing. Being prepared is how you mitigate situations from turning into problems.
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