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> is =
worth posting=20
here:</FONT></DIV>
<DIV><FONT size=3D2></FONT> </DIV>
<DIV> </DIV>
<DIV>--> RV-List message posted by: "Doug Rozendaal" <<A=20
href=3D"mailto:dougr@petroblend.com">dougr@petroblend.com</A>><BR>&nbs=
p; =20
<BR> > --> RV-List message posted =
by: Jerry=20
Springer <<A=20
href=3D"mailto:jsflyrv@earthlink.net">jsflyrv@earthlink.net</A>><BR>&n=
bsp; =20
><BR> >Now I can't let=20
this<BR> > go without asking why you=20
would<BR> > file and fly into KNOWN =
icing=20
conditions? I know that you said the =
ice<BR> >=20
was from 4000-6000 ft and you<BR> > =
filed for=20
3000 ft but still I would not have done that myself because=20
no<BR> > one can predict that closely =
at=20
what<BR> > level the ice well really =
start and=20
stop. IMO<BR> =20
><BR> =
<BR> It has=20
been a long weekend, and I seem to have nothing better to do so=20
I<BR> will tackle this one.... I =
flew night=20
freight in Twin Beeches and C-402s<BR> =
part-time=20
for 10 years in Iowa and along the way, I got a little=20
experience<BR> with=20
ice.<BR> =
<BR> Before=20
we go any farther, flying IFR without pitot heat is a bad=20
idea.<BR> (Sorry Jim, but that is the =
fact. I=20
imagine you have already ordered a<BR> =
heated=20
pitot tube. Sick engine + no airspeed =3D no fun.) Pitot heat is a=20
NO<BR> GO item for IFR, in all but the low =
altitude summer time, and even then =
you<BR> can=20
have freezing temps at fairly low altitudes when convective=20
activity<BR> gets=20
rolling.<BR> =
<BR> If=20
you plan to fly IFR out here in the Midwest, you have to remember we=20
only<BR> have 2 WX briefings from FSS, =
when we=20
call, we get a message that says, "if<BR> =
it is=20
between April 1 and November 1 press 1 for the summer=20
briefing,<BR> otherwise press 2 for the =
winter=20
briefing." The summer briefing =
says<BR> =20
"afternoon thunderstorms with tops to FL 450, hail to 2", and wind gusts =
to<BR> 50kts." The winter briefing =
says=20
"Scattered snow showers with =
visibility<BR> =20
reduced to 1/2 mile and Moderate Mixed Ice in the clouds from the=20
freezing<BR> level to=20
FL180.<BR> =
<BR> The=20
only way to fly IFR out here in the winter is to "manage ice" Ice=20
is<BR> like turbulence, there is almost =
always=20
some, and it is usually not a big<BR> =
deal. =20
Without knowing the WX pattern etc, I don't know what Jim's plan=20
was<BR> or should have been, but "plan" is =
the key=20
word and with a "plan" usually<BR> you can =
"manage" ice pretty effectively. Flying IFR in the winter up=20
north<BR> is not for marginal instrument=20
pilots. Flying and navigating needs to=20
be<BR> easy enough for the pilot to leave =
plenty=20
of mental horsepower available for<BR> =
gathering=20
weather information and planning.<BR> =20
<BR> Deicing equipment on light airplanes =
is=20
highly overrated, the best friend<BR> you =
can have=20
in the ice is climb performance, and RVs have good=20
climb<BR> =20
performance!<BR> =20
<BR> The whole icing syllabus can not be =
reduced=20
to a post on this list, but here<BR> are =
some=20
points that might be useful for managing =
ice.<BR> =20
<BR> #1 Never fly in Freezing=20
Rain.<BR> #2 Have a Plan, and a plan=20
B.<BR> #3 Upon encountering Ice, take =
immediate=20
action, in accordance with #2<BR> #4 Never =
fly in=20
Freezing Rain<BR> #5 If the plan falls =
apart,=20
implement Plan B and formulate Plan C. Repeat=20
as<BR> =20
necessary.<BR> #6 Pilots almost always =
stop flying=20
before the airplane. NEVER QUIT<BR> =20
FLYING!!! Most airplanes (fat wing, RV included) will fly with=20
OBSCENE<BR> amounts of ice on them. =
NEVER=20
QUIT FLYING!!!!<BR> #7 Never fly in =
Freezing=20
Rain.<BR> #8 95% of all icing encounters =
are less=20
than 3000 feet vertically.<BR> #9 Upon=20
encountering ice, the default reaction should be to=20
climb<BR> immediately. Descending is =
always=20
an option, but if you descend and =
guessed<BR> =20
wrong, climbing is no longer an =
option.<BR> #10=20
Never Fly in Freezing Rain. This is the exception to #9 if=20
you<BR> encounter freezing rain turn =
around, as=20
quickly as you can.<BR> #11 Do not let ATC =
fly=20
your airplane. If you are on top and they want=20
you<BR> to descend into the ice 40 miles =
from the=20
airport, do not do it. Stay up<BR> =
high,=20
then dive for the airport as late as possible. If you need to=20
climb,<BR> ask once, and then insist on a =
climb=20
even if it means you have to change<BR> =
heading to=20
clear traffic.<BR> #12 You guessed it, =
Never Fly=20
in Freezing Rain.<BR> =20
<BR> With these rules in mind, the "plan" =
might=20
be, Get a briefing, If the tops<BR> =
are=20
below 8000 feet, and the freezing level is 4000 feet. Plan A might =
be<BR> like Jim's try to stay below =
it. upon=20
encountering the ice, Plan B is<BR> =
immediately=20
request an unrestricted climb to 8 or 9000 feet and use=20
FULL<BR> power. RV's climb well in =
cold=20
weather and within 5 minutes you should =
be<BR> on=20
top. Plan C then becomes turning around and beginning a decent to=20
a<BR> nearby airport for a straight in=20
approach. Do not pussy foot around =
with<BR> =20
(unnecessary) procedure turns if you are accumulating ice at a rapid=20
rate.<BR> If you are in radar coverage get =
vectors, if not they won't know you =
skipped<BR> =20
the PT anyway.<BR> =20
<BR> Now you are up on top at 9000 feet =
and the=20
clouds are sneaking up beneath<BR> =
you. Ask=20
center for a pilot report or get on the flight watch, ask what=20
is<BR> going on below. Remember that 95% =
thing, it=20
came from a big study done by<BR> some PHD =
types=20
that I got as a reference for an icing article in=20
IFR<BR> magazine. You punch into the =
clouds,=20
and if you start getting ice you may<BR> =
want to=20
climb to 10 or 11, or you may want to request 4 or 5 thousand.=20
but<BR> once you start the decent if you =
start=20
picking up ice, you either have to<BR> =
climb=20
backup, or you are committed to descend till you get out of it,=20
or<BR> pick a place to land if you can't =
get below=20
it. (have a alternate in mind<BR> when you =
start=20
the decent) 95% of the time you will be below it in=20
3000<BR> feet and you can continue to your =
destination.<BR> =20
<BR> In the briefing, planning and flying, =
try to=20
visualize the weather system.<BR> Where =
the cold=20
air and where the warm can be found. Either one is fine,=20
it<BR> is the kinda cold air that causes =
the=20
problems. Unless you are flying<BR> =
parallel=20
with the weather system, the altitudes on the top and bottom=20
of<BR> these areas, will move up or down =
as you=20
cross the fronts. So in the<BR> previous =
example=20
where the tops of the clouds, and ice, are rising,=20
the<BR> chances are the base of the icing =
layer is=20
rising as well and on a trip like<BR> that =
you=20
could cross the icing layer twice and never spend more than=20
10<BR> minutes total exposed to the =
ice. =20
Unless you are in Freezing Rain, =
10<BR> =20
minutes of ice will seldom cause you any more trouble than a=20
frozen<BR> windshield. Something to =
consider=20
if you are shooting a non-precision<BR> =20
approach. If you can't see the runway, fly to the airport, and=20
circle<BR> looking out the side using a =
carrier=20
type approach.<BR> =20
<BR> That is the short=20
version.<BR> =
<BR> =20
Some quick war stories:<BR> =20
<BR> You may have determined by now that I =
have a=20
healthy respect for freezing<BR> =
rain. I=20
descended into freezing rain in a Cessna 402 at 3000 ft on an=20
ILS<BR> with the gear up planning to =
circle. =20
I broke out of the clouds at 2000 feet<BR> =
with=20
full power, the gear was still up and the airplane was barely=20
flyable,<BR> at DH I put the gear =
down. The=20
windshield was covered so I kept the<BR> =
localizer=20
centered till I saw the runway lights out the side window=20
and<BR> smashed it on to the runway. =
It was=20
the closest I have ever been to buying<BR> =
the=20
farm. I was in the clouds for less than a minute and had over 2"=20
of<BR> clear ice that ran back to the =
spar. =20
NEVER QUIT FLYING the airplane. =
(you<BR> =20
wonder why I fly warbirds on weekends instead of night=20
freight?)<BR> =
<BR> =20
Another time, I was flying VFR underneath the clouds, at night, the=20
ceiling<BR> got below 1000 ft and I was 40 =
miles=20
from my destination. I asked for =
my<BR> =20
clearance (which I had briefed ATC would be my plan if the ceiling got=20
too<BR> low.) and climbed to 4000 =
ft. =20
With only 40 miles to go, why climb =
higher,<BR> =20
besides I had deice equipment. I climbed into a 30 kt headwind, =
and=20
started<BR> picking up rime ice. I =
did not=20
want to climb any higher, I only had 40 =
nm<BR> to=20
go.... I thought I would just slug it out. I kept cycling =
the=20
boots,<BR> and kept the wings clear, but =
every=20
unprotected leading edge of anything<BR> =
just kept=20
piling on ice, which reduced my groundspeed even further. I=20
just<BR> kept adding power and when I =
started down=20
the glideslope I was at 110 knots<BR> with =
climb=20
power. No options, no climb performance left, nothing,=20
just<BR> shoot an approach and make =
it. No=20
excuses. I was in the ice for over=20
30<BR> minutes including the approach =
maneuvering=20
and it was too long. There was 3<BR> =
to 4=20
inches of mixed ice on the unprotected =
areas.<BR> =20
<BR> The more winters I flew the less ice =
I seemed=20
to encounter, and the weather<BR> never =
changed. I=20
can honestly say there have been entire winters when=20
I<BR> never cycled the=20
boots......<BR> =
<BR> =20
Sorry for the long post, but it really is the short=20
version.<BR> =
<BR> =20
Tailwinds,<BR> =
<BR> =20
Doug Rozendaal<BR> </DIV></BODY></HTML>
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