REFLECTOR: Ice

[Scott Derrick]

I've done it quite a bit in New Mexico and Colorado.

Its tricky mainly because we don't have a rudder to blow against to help 
us turn. If its really really smooth sheet ice, avoid it, no matter what 
kind of plane you have.

As far as taxiing you have to get a feel for what is the right speed to 
keep going straight across ruts and stuff but not so fast you can't 
steer somewhat and slowly stop. Key word is slowly stop. Its like 
driving a boat, you start putting in the input before you need it, 
always stay way way ahead of the airplane.  Start to stop long before 
you really need to. Then if you stop too soon, just goose it forward 
until your there. DON'T BE IN A HURRY!

If there is a stiff crosswind, I wouldn't even attempt to land or take 
off. The steering control from the rudders is about nil below 35-40 knots.

takeoff

Get situated exactly straight down the runway. On the roll, try to stay 
off the brakes, no holding the brakes until you get takeoff RPM. Just go 
to full power as quickly as possible with out over boosting or over 
revving. You want to get to a speed where the rudders become responsive 
as fast as possible. Once you have rudders its like any other takeoff. 
Its basically a short field takeoff without holding the brakes until 
takeoff RPM is achieved.


Slush.. If the runway is slushy or there is snow on it, plan on it 
taking a lot longer to get going! Get the nose wheel up out of the slush 
  as soon as possible.   Also if your plane is a retract let the plane 
get up to speed and blow any slush, ice, snow etc, off.  Don't be shy, 
let it hang out there a while, before retracting. Nothing like having 
your gear frozen up in the wells at your destination!

Landing

I use a short field landing technique.  Mainly because from 40 knots 
down to 5 your not going to use your brakes to slow down so you want all 
the runway you can use to coast to a stop.  Keep both rudders deployed 
but a very light touch on the brakes. Like none. If you need to steer, 
use short soft jabs. The wheel will probably skid but it will turn up 
again once you release so you can brake again. A rolling wheel gives you 
a lot more stability than a sliding one.  Don't start a turn until you 
are slow enough to stop if the turn isn't successful.

Watch for ridges, they can take control of your steering!   Especially 
after a fresh snow, they get buried and you think the path looks smooth 
, but maybe not!

All this sounds more complicated than it is.  I use to put off flying if 
there was snow on the ramp or runway, but your plane can handle it if 
you  take the time to get used to snow and ice.  A good thing would be 
to just taxi around through the stuff a few times. No flying planned, 
just taxi around and get in an area where you can slide around with out 
hitting anything and see how she handles.  Play around...

If you have an instructor with experience by all means utilize the resource.

Scott





Darrell & Nora Kufalk wrote:
> No, not that kind of ice.  I'm wondering about icy runways and taxiways.
> Being a new Velo pilot, I am worried about takeoffs and landings on icy
> runways using differential braking.
> 
> Here in southeast Wisconsin we just had our 4th significant snow storm this
> month.  We are running out of places to put it all.  I just got finished
> shoveling another 5 inches of snow from in front of my hanger while trying
> to not get run over by a John Deere 544D with a 25 foot blade on it.  There
> is so much snow the plow driver was pushing away the 10 foot high piles from
> between the taxiways to make room for wide low wing aircraft.  Even with 4
> wheel drive, he was spinning his wheels.
> 
> Needless to say the taxiways and runways are solid ice covered with a thin
> layer of snow.  They are extremely slippery.  I'm afraid to even try to taxi
> on this stuff.  The first turn I try to make I can see myself going right
> into the snow bank.
> 
> Does anyone have any experience with this?
> 
> Darrell
> N207DK 8 hours so far
> 
> 
> 
> 
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