REFLECTOR:Flying in Ice

Ronnie Brown reflector@tvbf.org
Mon, 1 Dec 2003 08:25:12 -0500


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Since it is winter time and there was a recent discussion about =
Velocities flying into ice, I thought this post from the =
http://www.matronics.com/digest/rv-list/ is worth posting here:


--> RV-List message posted by: "Doug Rozendaal" <dougr@petroblend.com>
     =20
      > --> RV-List message posted by: Jerry Springer =
<jsflyrv@earthlink.net>
      >
      >Now I can't let this
      > go without asking why you would
      > file and fly into KNOWN icing conditions? I know that you said =
the ice
      > was from 4000-6000 ft and you
      > filed for 3000 ft but still I would not have done that myself =
because no
      > one can predict that closely at what
      > level the ice well really start and stop. IMO
      >
     =20
      It has been a long weekend, and I seem to have nothing better to =
do so I
      will tackle this one....  I flew night freight in Twin Beeches and =
C-402s
      part-time for 10 years in Iowa and along the way, I got a little =
experience
      with ice.
     =20
      Before we go any farther, flying IFR without pitot heat is a bad =
idea.
      (Sorry Jim, but that is the fact. I imagine you have already =
ordered a
      heated pitot tube. Sick engine + no airspeed =3D no fun.) Pitot =
heat is a NO
      GO item for IFR, in all but the low altitude summer time, and even =
then you
      can have freezing temps at fairly low altitudes when convective =
activity
      gets rolling.
     =20
      If you plan to fly IFR out here in the Midwest, you have to =
remember we only
      have 2 WX briefings from FSS, when we call, we get a message that =
says, "if
      it is between April 1 and November 1 press 1 for the summer =
briefing,
      otherwise press 2 for the winter briefing."  The summer briefing =
says
      "afternoon thunderstorms with tops to FL 450, hail to 2", and wind =
gusts to
      50kts."  The winter briefing says "Scattered snow showers with =
visibility
      reduced to 1/2 mile and Moderate Mixed Ice in the clouds from the =
freezing
      level to FL180.
     =20
      The only way to fly IFR out here in the winter is to "manage ice"  =
Ice is
      like turbulence, there is almost always some, and it is usually =
not a big
      deal.  Without knowing the WX pattern etc, I don't know what Jim's =
plan was
      or should have been, but "plan" is the key word and with a "plan" =
usually
      you can "manage" ice pretty effectively.  Flying IFR in the winter =
up north
      is not for marginal instrument pilots.  Flying and navigating =
needs to be
      easy enough for the pilot to leave plenty of mental horsepower =
available for
      gathering weather information and planning.
     =20
      Deicing equipment on light airplanes is highly overrated, the best =
friend
      you can have in the ice is climb performance, and RVs have good =
climb
      performance!
     =20
      The whole icing syllabus can not be reduced to a post on this =
list, but here
      are some points that might be useful for managing ice.
     =20
      #1 Never fly in Freezing Rain.
      #2 Have a Plan, and a plan B.
      #3 Upon encountering Ice, take immediate action, in accordance =
with #2
      #4 Never fly in Freezing Rain
      #5 If the plan falls apart, implement Plan B and formulate Plan C. =
Repeat as
      necessary.
      #6 Pilots almost always stop flying before the airplane.  NEVER =
QUIT
      FLYING!!!  Most airplanes (fat wing, RV included) will fly with =
OBSCENE
      amounts of ice on them.  NEVER QUIT FLYING!!!!
      #7 Never fly in Freezing Rain.
      #8 95% of all icing encounters are less than 3000 feet vertically.
      #9 Upon encountering ice, the default reaction should be to climb
      immediately.  Descending is always an option, but if you descend =
and guessed
      wrong, climbing is no longer an option.
      #10 Never Fly in Freezing Rain.  This is the exception to #9 if =
you
      encounter freezing rain turn around, as quickly as you can.
      #11 Do not let ATC fly your airplane.  If you are on top and they =
want you
      to descend into the ice 40 miles from the airport, do not do it.  =
Stay up
      high, then dive for the airport as late as possible.  If you need =
to climb,
      ask once, and then insist on a climb even if it means you have to =
change
      heading to clear traffic.
      #12 You guessed it, Never Fly in Freezing Rain.
     =20
      With these rules in mind, the "plan" might be,  Get a briefing, If =
the tops
      are below 8000 feet, and the freezing level is 4000 feet.  Plan A =
might be
      like Jim's try to stay below it.  upon encountering the ice, Plan =
B is
      immediately request an unrestricted climb to 8 or 9000 feet and =
use FULL
      power.  RV's climb well in cold weather and within 5 minutes you =
should be
      on top. Plan C then becomes turning around and beginning a decent =
to a
      nearby airport for a straight in approach.  Do not pussy foot =
around with
      (unnecessary) procedure turns if you are accumulating ice at a =
rapid rate.
      If you are in radar coverage get vectors, if not they won't know =
you skipped
      the PT anyway.
     =20
      Now you are up on top at 9000 feet and the clouds are sneaking up =
beneath
      you.  Ask center for a pilot report or get on the flight watch, =
ask what is
      going on below. Remember that 95% thing, it came from a big study =
done by
      some PHD types that I got as a reference for an icing article in =
IFR
      magazine.  You punch into the clouds, and if you start getting ice =
you may
      want to climb to 10 or 11, or you may want to request 4 or 5 =
thousand. but
      once you start the decent if you start picking up ice, you either =
have to
      climb backup, or you are committed to descend till you get out of =
it, or
      pick a place to land if you can't get below it. (have a alternate =
in mind
      when you start the decent)   95% of the time you will be below it =
in 3000
      feet and you can continue to your destination.
     =20
      In the briefing, planning and flying, try to visualize the weather =
system.
      Where the cold air and where the warm  can be found.  Either one =
is fine, it
      is the kinda cold air that causes the problems.  Unless you are =
flying
      parallel with the weather system, the altitudes on the top and =
bottom of
      these areas, will move up or down as you cross the fronts. So in =
the
      previous example where the tops of the clouds, and ice, are =
rising, the
      chances are the base of the icing layer is rising as well and on a =
trip like
      that you could cross the icing layer twice and never spend more =
than 10
      minutes total exposed to the ice.  Unless you are in Freezing =
Rain,  10
      minutes of ice will seldom cause you any more trouble than a =
frozen
      windshield.  Something to consider if you are shooting a =
non-precision
      approach.  If you can't see the runway, fly to the airport, and =
circle
      looking out the side using a carrier type approach.
     =20
      That is the short version.
     =20
      Some quick war stories:
     =20
      You may have determined by now that I have a healthy respect for =
freezing
      rain.  I descended into freezing rain in a Cessna 402 at 3000 ft =
on an ILS
      with the gear up planning to circle.  I broke out of the clouds at =
2000 feet
      with full power, the gear was still up and the airplane was barely =
flyable,
      at DH I put the gear down.  The windshield was covered so I kept =
the
      localizer centered till I saw the runway lights out the side =
window and
      smashed it on to the runway.  It was the closest I have ever been =
to buying
      the farm.  I was in the clouds for less than a minute and had over =
2" of
      clear ice that ran back to the spar.  NEVER QUIT FLYING the =
airplane.  (you
      wonder why I fly warbirds on weekends instead of night freight?)
     =20
      Another time, I was flying VFR underneath the clouds, at night, =
the ceiling
      got below 1000 ft and I was 40 miles from my destination.  I asked =
for my
      clearance (which I had briefed ATC would be my plan if the ceiling =
got too
      low.)  and climbed to 4000 ft.  With only 40 miles to go, why =
climb higher,
      besides I had deice equipment.  I climbed into a 30 kt headwind, =
and started
      picking up rime ice.  I did not want to climb any higher, I only =
had 40 nm
      to go....  I thought I would just slug it out.  I kept cycling the =
boots,
      and kept the wings clear, but every unprotected leading edge of =
anything
      just kept piling on ice, which reduced my groundspeed even =
further.  I just
      kept adding power and when I started down the glideslope I was at =
110 knots
      with climb power.  No options, no climb performance left, nothing, =
just
      shoot an approach and make it.  No excuses.   I was in the ice for =
over 30
      minutes including the approach maneuvering and it was too long.  =
There was 3
      to 4 inches of mixed ice on the unprotected areas.
     =20
      The more winters I flew the less ice I seemed to encounter, and =
the weather
      never changed. I can honestly say there have been entire winters =
when I
      never cycled the boots......
     =20
      Sorry for the long post, but it really is the short version.
     =20
      Tailwinds,
     =20
      Doug Rozendaal
     =20

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<DIV><FONT size=3D2>Since it is winter time and there was a recent =
discussion=20
about Velocities flying into ice, I thought this post from the <A=20
href=3D"http://www.matronics.com/digest/rv-list/Digest.RV-List.2003-11-30=
.txt"><FONT=20
size=3D3>http://www.matronics.com/digest/rv-list/</FONT></A>&nbsp;is =
worth posting=20
here:</FONT></DIV>
<DIV><FONT size=3D2></FONT>&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>--&gt; RV-List message posted by: "Doug Rozendaal" &lt;<A=20
href=3D"mailto:dougr@petroblend.com">dougr@petroblend.com</A>&gt;<BR>&nbs=
p;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt; --&gt; RV-List message posted =
by: Jerry=20
Springer &lt;<A=20
href=3D"mailto:jsflyrv@earthlink.net">jsflyrv@earthlink.net</A>&gt;<BR>&n=
bsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
&gt;<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt;Now I can't let=20
this<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt; go without asking why you=20
would<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt; file and fly into KNOWN =
icing=20
conditions? I know that you said the =
ice<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt;=20
was from 4000-6000 ft and you<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt; =
filed for=20
3000 ft but still I would not have done that myself because=20
no<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt; one can predict that closely =
at=20
what<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &gt; level the ice well really =
start and=20
stop. IMO<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
&gt;<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; It has=20
been a long weekend, and I seem to have nothing better to do so=20
I<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; will tackle this one....&nbsp; I =
flew night=20
freight in Twin Beeches and C-402s<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
part-time=20
for 10 years in Iowa and along the way, I got a little=20
experience<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; with=20
ice.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Before=20
we go any farther, flying IFR without pitot heat is a bad=20
idea.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; (Sorry Jim, but that is the =
fact. I=20
imagine you have already ordered a<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
heated=20
pitot tube. Sick engine + no airspeed =3D no fun.) Pitot heat is a=20
NO<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; GO item for IFR, in all but the low =

altitude summer time, and even then =
you<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; can=20
have freezing temps at fairly low altitudes when convective=20
activity<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; gets=20
rolling.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; If=20
you plan to fly IFR out here in the Midwest, you have to remember we=20
only<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; have 2 WX briefings from FSS, =
when we=20
call, we get a message that says, "if<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
it is=20
between April 1 and November 1 press 1 for the summer=20
briefing,<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; otherwise press 2 for the =
winter=20
briefing."&nbsp; The summer briefing =
says<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
"afternoon thunderstorms with tops to FL 450, hail to 2", and wind gusts =

to<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 50kts."&nbsp; The winter briefing =
says=20
"Scattered snow showers with =
visibility<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
reduced to 1/2 mile and Moderate Mixed Ice in the clouds from the=20
freezing<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; level to=20
FL180.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; The=20
only way to fly IFR out here in the winter is to "manage ice"&nbsp; Ice=20
is<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; like turbulence, there is almost =
always=20
some, and it is usually not a big<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
deal.&nbsp;=20
Without knowing the WX pattern etc, I don't know what Jim's plan=20
was<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; or should have been, but "plan" is =
the key=20
word and with a "plan" usually<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; you can =

"manage" ice pretty effectively.&nbsp; Flying IFR in the winter up=20
north<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; is not for marginal instrument=20
pilots.&nbsp; Flying and navigating needs to=20
be<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; easy enough for the pilot to leave =
plenty=20
of mental horsepower available for<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
gathering=20
weather information and planning.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Deicing equipment on light airplanes =
is=20
highly overrated, the best friend<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; you =
can have=20
in the ice is climb performance, and RVs have good=20
climb<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
performance!<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; The whole icing syllabus can not be =
reduced=20
to a post on this list, but here<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; are =
some=20
points that might be useful for managing =
ice.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #1 Never fly in Freezing=20
Rain.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #2 Have a Plan, and a plan=20
B.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #3 Upon encountering Ice, take =
immediate=20
action, in accordance with #2<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #4 Never =
fly in=20
Freezing Rain<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #5 If the plan falls =
apart,=20
implement Plan B and formulate Plan C. Repeat=20
as<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
necessary.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #6 Pilots almost always =
stop flying=20
before the airplane.&nbsp; NEVER QUIT<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
FLYING!!!&nbsp; Most airplanes (fat wing, RV included) will fly with=20
OBSCENE<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; amounts of ice on them.&nbsp; =
NEVER=20
QUIT FLYING!!!!<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #7 Never fly in =
Freezing=20
Rain.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #8 95% of all icing encounters =
are less=20
than 3000 feet vertically.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #9 Upon=20
encountering ice, the default reaction should be to=20
climb<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; immediately.&nbsp; Descending is =
always=20
an option, but if you descend and =
guessed<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
wrong, climbing is no longer an =
option.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #10=20
Never Fly in Freezing Rain.&nbsp; This is the exception to #9 if=20
you<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; encounter freezing rain turn =
around, as=20
quickly as you can.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #11 Do not let ATC =
fly=20
your airplane.&nbsp; If you are on top and they want=20
you<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; to descend into the ice 40 miles =
from the=20
airport, do not do it.&nbsp; Stay up<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
high,=20
then dive for the airport as late as possible.&nbsp; If you need to=20
climb,<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ask once, and then insist on a =
climb=20
even if it means you have to change<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
heading to=20
clear traffic.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; #12 You guessed it, =
Never Fly=20
in Freezing Rain.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; With these rules in mind, the "plan" =
might=20
be,&nbsp; Get a briefing, If the tops<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
are=20
below 8000 feet, and the freezing level is 4000 feet.&nbsp; Plan A might =

be<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; like Jim's try to stay below =
it.&nbsp; upon=20
encountering the ice, Plan B is<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
immediately=20
request an unrestricted climb to 8 or 9000 feet and use=20
FULL<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; power.&nbsp; RV's climb well in =
cold=20
weather and within 5 minutes you should =
be<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; on=20
top. Plan C then becomes turning around and beginning a decent to=20
a<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; nearby airport for a straight in=20
approach.&nbsp; Do not pussy foot around =
with<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
(unnecessary) procedure turns if you are accumulating ice at a rapid=20
rate.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; If you are in radar coverage get =

vectors, if not they won't know you =
skipped<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
the PT anyway.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Now you are up on top at 9000 feet =
and the=20
clouds are sneaking up beneath<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
you.&nbsp; Ask=20
center for a pilot report or get on the flight watch, ask what=20
is<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; going on below. Remember that 95% =
thing, it=20
came from a big study done by<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; some PHD =
types=20
that I got as a reference for an icing article in=20
IFR<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; magazine.&nbsp; You punch into the =
clouds,=20
and if you start getting ice you may<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
want to=20
climb to 10 or 11, or you may want to request 4 or 5 thousand.=20
but<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; once you start the decent if you =
start=20
picking up ice, you either have to<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
climb=20
backup, or you are committed to descend till you get out of it,=20
or<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; pick a place to land if you can't =
get below=20
it. (have a alternate in mind<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; when you =
start=20
the decent)&nbsp;&nbsp; 95% of the time you will be below it in=20
3000<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; feet and you can continue to your =

destination.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; In the briefing, planning and flying, =
try to=20
visualize the weather system.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Where =
the cold=20
air and where the warm&nbsp; can be found.&nbsp; Either one is fine,=20
it<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; is the kinda cold air that causes =
the=20
problems.&nbsp; Unless you are flying<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
parallel=20
with the weather system, the altitudes on the top and bottom=20
of<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; these areas, will move up or down =
as you=20
cross the fronts. So in the<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; previous =
example=20
where the tops of the clouds, and ice, are rising,=20
the<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; chances are the base of the icing =
layer is=20
rising as well and on a trip like<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; that =
you=20
could cross the icing layer twice and never spend more than=20
10<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; minutes total exposed to the =
ice.&nbsp;=20
Unless you are in Freezing Rain,&nbsp; =
10<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
minutes of ice will seldom cause you any more trouble than a=20
frozen<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; windshield.&nbsp; Something to =
consider=20
if you are shooting a non-precision<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
approach.&nbsp; If you can't see the runway, fly to the airport, and=20
circle<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; looking out the side using a =
carrier=20
type approach.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; That is the short=20
version.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
Some quick war stories:<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; You may have determined by now that I =
have a=20
healthy respect for freezing<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
rain.&nbsp; I=20
descended into freezing rain in a Cessna 402 at 3000 ft on an=20
ILS<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; with the gear up planning to =
circle.&nbsp;=20
I broke out of the clouds at 2000 feet<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
with=20
full power, the gear was still up and the airplane was barely=20
flyable,<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; at DH I put the gear =
down.&nbsp; The=20
windshield was covered so I kept the<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
localizer=20
centered till I saw the runway lights out the side window=20
and<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; smashed it on to the runway.&nbsp; =
It was=20
the closest I have ever been to buying<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
the=20
farm.&nbsp; I was in the clouds for less than a minute and had over 2"=20
of<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; clear ice that ran back to the =
spar.&nbsp;=20
NEVER QUIT FLYING the airplane.&nbsp; =
(you<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
wonder why I fly warbirds on weekends instead of night=20
freight?)<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
Another time, I was flying VFR underneath the clouds, at night, the=20
ceiling<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; got below 1000 ft and I was 40 =
miles=20
from my destination.&nbsp; I asked for =
my<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
clearance (which I had briefed ATC would be my plan if the ceiling got=20
too<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; low.)&nbsp; and climbed to 4000 =
ft.&nbsp;=20
With only 40 miles to go, why climb =
higher,<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
besides I had deice equipment.&nbsp; I climbed into a 30 kt headwind, =
and=20
started<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; picking up rime ice.&nbsp; I =
did not=20
want to climb any higher, I only had 40 =
nm<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; to=20
go....&nbsp; I thought I would just slug it out.&nbsp; I kept cycling =
the=20
boots,<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; and kept the wings clear, but =
every=20
unprotected leading edge of anything<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
just kept=20
piling on ice, which reduced my groundspeed even further.&nbsp; I=20
just<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; kept adding power and when I =
started down=20
the glideslope I was at 110 knots<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; with =
climb=20
power.&nbsp; No options, no climb performance left, nothing,=20
just<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; shoot an approach and make =
it.&nbsp; No=20
excuses.&nbsp;&nbsp; I was in the ice for over=20
30<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; minutes including the approach =
maneuvering=20
and it was too long.&nbsp; There was 3<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
to 4=20
inches of mixed ice on the unprotected =
areas.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; The more winters I flew the less ice =
I seemed=20
to encounter, and the weather<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; never =
changed. I=20
can honestly say there have been entire winters when=20
I<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; never cycled the=20
boots......<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
Sorry for the long post, but it really is the short=20
version.<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
Tailwinds,<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; =
<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;=20
Doug Rozendaal<BR>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; </DIV></BODY></HTML>

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