Icing and mishaps
12-23-2011, 04:12 AM
#1
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Joined APC: Mar 2008
Position: FAA 'Flight Check'
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Icing and mishaps
One new, one from a year ago, both involving icing (as at least a casual factor it seems).
Not having a lot of icing experience myself, I'm very warying of flying in icing conditions. Only recently have I been having encounters with ice.
Please share any icing stories that you might have that might lead to a productive discussion.
NTSB: Pilot said he picked up ice before NJ crash - CBS News
Air Force pilot ignored icing warnings in fatal crash | force, warnings, icing - Colorado Springs Gazette, CO
USMCFLYR
Not having a lot of icing experience myself, I'm very warying of flying in icing conditions. Only recently have I been having encounters with ice.
Please share any icing stories that you might have that might lead to a productive discussion.
NTSB: Pilot said he picked up ice before NJ crash - CBS News
Air Force pilot ignored icing warnings in fatal crash | force, warnings, icing - Colorado Springs Gazette, CO
USMCFLYR
12-23-2011, 05:05 AM
#3
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Don't hang around in icing conditions just because it's the convenient thing for ATC. If you're not comfortable, declare an emergency and get the he!! out of there. I'd rather fill out paperwork than die.
12-23-2011, 05:35 AM
#4
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Have an exit plan when the equipment fails. Whenever you throw a Anti/de-icing switch, confirm what you think should happen actually happened. If able, go faster, use the RAM rise to melt the ice. My Father flew a early Sabreliner without any anti/deiceing equipment, they would just go faster. 250 below 10k is a speed limit for normal ops, if able, go 350. Slowing for the approach is another story
12-23-2011, 05:49 AM
#5
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Originally Posted by JETUPANDGO
Have an exit plan when the equipment fails. Whenever you throw a Anti/de-icing switch, confirm what you think should happen actually happened. If able, go faster, use the RAM rise to melt the ice. My Father flew a early Sabreliner without any anti/deiceing equipment, they would just go faster. 250 below 10k is a speed limit for normal ops, if able, go 350. Slowing for the approach is another story
EvilMonkey has a great point though about hanging around in icing conditions. Just yesterday we did exactly has he suggests. ATC wanted us at 6,000 for the holding/manuvering for the ILS that we were setting up for, but that was a the tops of a layer and we were picking up a little ice. Just requested 7,000 and spent our time maneuvering on top of that nice layer
No problem.USMCFLYR
Last edited by USMCFLYR; 12-23-2011 at 05:59 AM.
12-23-2011, 05:56 AM
#6
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I've had one or two in a GA plane. Knowing where the tops and bottoms live are critical. Once I went up, once I went down. Not knowing how fast that stuff can accrete is scary. Obviously flying in known (i.e. forecast) icing is prohibited for me, so I plan a safe altitude, a safe out, or I don't go.
It's also critical to know where to look on your particular a/c where the ice first starts to accrete and keep an eye on it there. Descending thru a layer and into the clear one time I heard some strange noises - like crap being flung sideways. Light prop ice.
Unattributed Radio call upon landing: "Break out the Scotch, I've brought the ice"
It's also critical to know where to look on your particular a/c where the ice first starts to accrete and keep an eye on it there. Descending thru a layer and into the clear one time I heard some strange noises - like crap being flung sideways. Light prop ice.
Unattributed Radio call upon landing: "Break out the Scotch, I've brought the ice"
12-23-2011, 07:26 AM
#7
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Some casual observations, after a few thousand hours in the Great Lakes region.
Ice, more often than not, seems to be more prevalent near the tops of clouds. My first choice is usually to climb.
Rime ice is pretty common, clear seems to be pretty rare. Like was said before, learn where your airplane ices up. Watch for "flow back" icing. If you normally don't see ice on the side windows of the cockpit when in icing conditions, be very cautious when suddenly it shows and seems to flow back.
And, of course, "Speed is Life" applies here too...
Ice, more often than not, seems to be more prevalent near the tops of clouds. My first choice is usually to climb.
Rime ice is pretty common, clear seems to be pretty rare. Like was said before, learn where your airplane ices up. Watch for "flow back" icing. If you normally don't see ice on the side windows of the cockpit when in icing conditions, be very cautious when suddenly it shows and seems to flow back.
And, of course, "Speed is Life" applies here too...
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