From someone who has a lot of ice experience, the less flap the better, if using full flap a good chance you will stall the elevator before the wing, making the nose drop when trying to land. Add 10 to 20 knots to your approach speed if you have ice on the plane. If ice is accumulating climb first but not at normal climb speed a good 20knots faster, if you can’t climb do not slow down, you must descend. Without deice or anti ice equipment and you accumulate more than 1/4 inch, get on an approach and get on the ground. If you loose 10knots of indicated airspeed in cruise get on the ground. If you get 1 inch on the plane you may not have enough power to hold altitude at a safe speed. Speed is life so get a long runway. Know your pitch and power settings because your pitot tube may freeze over because the heat failed, your airspeed will not be accurate, causing a stall, stay calm, get on an ILS OR LPV approach and land. Most importantly stay out of ice if not experienced or fly with some who is experienced to learn. Last, ice can accumulate faster than an airplane with deice or anti-ice can keep up with. Also, the Deice and anti-system can be working and all the other areas that are not staying clean can cause enough drag to where you need to still go Land. Keep your speed on approach a good 10 to 20 kts faster. One more thing if your shooting approaches to minimums you better have a 40° surface temperature because there is no go-round with ice on the airplane.
Keep the great content coming, guys. I really think you're making a difference and raising the level of awareness in a community that can sometimes become complacent.
I picked up some first in instrument training. It happened very rapidly and unexpectedly. My instructor told me to take the hood off and the whole windshield was covered, looked like about a quarter inch on the leading edge of the wing. He asked, now what do you do? Since I knew the ceiling was only a few hundred feet below us I started descending immediately (still thousands of feet above terrain) and let ATC know we were descending to get out of it as we were on an instrument plan. ATC gave me immediate clearance to lower and repeated that we were the only one up at that time (which I knew). By the time we popped out, must have been under 30 seconds, there was a half inch but it started melting right away. I didn't notice any adverse effects on the flying but like others mentioned I kept the speed up and didn't change anything. The instructor was very experienced and said, yes, we needed to get out of it immediately and if ATC wouldn't clear us we would declare an emergency. A year later with my rating, in my plane, I encountered ice on a XC from MA to ORD. It was +5C OAT and we were in a cloud and it all of a sudden got darker and the temperature plummeted and sure enough we got ice. I let ATC know and they gave me the quickest heading to get out of it and a lower altitude. As soon as I got out the temperature went back up and the ice was gone. The controller took it very seriously and I felt he was there for me. That time I didn't even get a quarter inch. Now I'm even more careful. No ice is acceptable to me and I've cancelled quite a few flights. I'm in a warm house and my plane in a heated hangar which is far better than being in ice.
Good grief. Seriously, I could never be a pilot, too much to remember. I’d have to train for 50 years, and even then, the moment I came under distress, my mind would probably go blank. Huge respect to ALL great pilots.
Dont have a lot of experience with ice but got into icing a week after passing my IFR checkride solo in the dark. Lessons learnt: the weather forecast is wrong, its always wrong. The weather is what it is outside, and you gotta be vigilant about this. For me the ground temperature was 12C and the cloud tops were at 4k ft. Your IFR checkride prep textbooks will have you believe that the freezing level is at 6k feet and since there are no clouds there, you're good. Except this didnt happen - the OAT at 4k feet was 0C, and there were large patches of clouds going up to 6k feet with tons of moisture in them - at night in the dark! Want to join an approach? You now have to fly through icing! Watch that wing once in a while and watch the OAT gauge keeping the big picture in mind. Temperature dropping rapidly and you're in IMC? Turn around! Think *ahead* of the airplane by a good 10 minutes. Oh and if you get in trouble or even if you *think* you're in trouble, let ATC know and work with them. Usually they will tke this very seriously and immediately get you to descend. If they cant help, declare emergency (and this IS an emergency!) and get out of that situation.
when a plane claims fiki, does that mean they can handle slow build up of vapor ice or can they actually handle the rare cases where you dive into slush ice and it cakes on really fast? I'm not sure any existing fiki plane can handle that. So we really need ways to avoid rather than endure. or much more capable deicing systems.
POH for my Eclipse says ice can from at +10C. In the Honda Jet engine ice protection came on at +5C. Non-Fiki airplane pilots shouldn't think they are safe because the temperature is a few degrees above freezing.
So, where’s the link to the aviation weather center website? You put all your AOPA links in there but not the ones you are referencing! I tried searching for it and couldn’t get them to work!
Id deice full stop make sure id got in built icing system but use deicing equipment on the aitport . You wouldnt go out without dricing car so why not your plane ive never fliwn bever eill bever want to but id be trying to find out in any areas with cold air which airlines deiced in sone way and fly eith them
@@fishhisy Ok. Here you go. Any time you are flying in the clouds with temperatures at or near freezing in a non-certified airplane you have begun a gamble with your life. If you do NOT want to gamble, do not fly in those conditions. It’s the simplest way to “avoid icing”. The distasteful truth is that most general aviation airplanes are expensive toys (and i own one with TKS) with several limitations. In icing, you have taken your toy into something very very dangerous. Do not be encouraged by hangar talk about how this pilot or that one has “mitigated the risk” or tales of the mythical GA airplane that “carries ice well”. Any pilot collecting ice on their airplane and living to tell about it is just plain lucky no matter how the yarn is spun. There is NEVER any guarantee that you can get lower to exit from the clouds, that you can turn around, that you will be able to out climb the conditions or that you will be able to find warmer air. Non heated or malfunctioning pitot tubes or stall vanes or static ports will add their significant twists to your problems as will a non-heated windshield. Think those through. Despite the snazzy forecasting maps available on your IPad, icing is notoriously hard to forecast and intensities are unpredictable. PIREPS more than a few minutes old are useless. I have gone from no-ice in the clouds to severe icing in seconds. AND, here is something else…..even certified known ice aircraft (FIKI) are not certified for all icing conditions. They are only tested for the “most likely” conditions. Water droplet sizes outside the test parameters will have some “certified” ice aircraft falling out of the clouds as quickly as non-certified aircraft. EVERY certified icing aircraft, even the 747, has some VERY strict limitations regarding ice. “Abandon hope all ye who enter here”. This should be in every GA POH in the performance section under “Icing”. Good luck.
From someone who has a lot of ice experience, the less flap the better, if using full flap a good chance you will stall the elevator before the wing, making the nose drop when trying to land. Add 10 to 20 knots to your approach speed if you have ice on the plane. If ice is accumulating climb first but not at normal climb speed a good 20knots faster, if you can’t climb do not slow down, you must descend. Without deice or anti ice equipment and you accumulate more than 1/4 inch, get on an approach and get on the ground. If you loose 10knots of indicated airspeed in cruise get on the ground. If you get 1 inch on the plane you may not have enough power to hold altitude at a safe speed. Speed is life so get a long runway. Know your pitch and power settings because your pitot tube may freeze over because the heat failed, your airspeed will not be accurate, causing a stall, stay calm, get on an ILS OR LPV approach and land. Most importantly stay out of ice if not experienced or fly with some who is experienced to learn. Last, ice can accumulate faster than an airplane with deice or anti-ice can keep up with. Also, the Deice and anti-system can be working and all the other areas that are not staying clean can cause enough drag to where you need to still go Land. Keep your speed on approach a good 10 to 20 kts faster. One more thing if your shooting approaches to minimums you better have a 40° surface temperature because there is no go-round with ice on the airplane.
Wow…thanks for that detailed explanation!
The possibility of picking up a full inch of ice sounds like a lot
Thank you for taking your time to write this. As a student in ck ride prep for ppl, this is what keeps me up at night. Very grateful
Love the addition of FlightInsight on this channel!!! Please continue, their content is a great addition.
Thank you for another great video in this series! Missing Richard very much 😢❤
Love Dan and Flight Insight, pleasant surprise to hear his voice here.
Keep the great content coming, guys. I really think you're making a difference and raising the level of awareness in a community that can sometimes become complacent.
I picked up some first in instrument training. It happened very rapidly and unexpectedly. My instructor told me to take the hood off and the whole windshield was covered, looked like about a quarter inch on the leading edge of the wing. He asked, now what do you do? Since I knew the ceiling was only a few hundred feet below us I started descending immediately (still thousands of feet above terrain) and let ATC know we were descending to get out of it as we were on an instrument plan. ATC gave me immediate clearance to lower and repeated that we were the only one up at that time (which I knew). By the time we popped out, must have been under 30 seconds, there was a half inch but it started melting right away. I didn't notice any adverse effects on the flying but like others mentioned I kept the speed up and didn't change anything. The instructor was very experienced and said, yes, we needed to get out of it immediately and if ATC wouldn't clear us we would declare an emergency. A year later with my rating, in my plane, I encountered ice on a XC from MA to ORD. It was +5C OAT and we were in a cloud and it all of a sudden got darker and the temperature plummeted and sure enough we got ice. I let ATC know and they gave me the quickest heading to get out of it and a lower altitude. As soon as I got out the temperature went back up and the ice was gone. The controller took it very seriously and I felt he was there for me. That time I didn't even get a quarter inch. Now I'm even more careful. No ice is acceptable to me and I've cancelled quite a few flights. I'm in a warm house and my plane in a heated hangar which is far better than being in ice.
Excellent narrative !
Hey Dan thanks for doing this for AOPA. I really enjoy learning from you. Any chance that you teach accelerated IR?
Good grief. Seriously, I could never be a pilot, too much to remember. I’d have to train for 50 years, and even then, the moment I came under distress, my mind would probably go blank. Huge respect to ALL great pilots.
Thanks for the video
Dont have a lot of experience with ice but got into icing a week after passing my IFR checkride solo in the dark. Lessons learnt: the weather forecast is wrong, its always wrong. The weather is what it is outside, and you gotta be vigilant about this. For me the ground temperature was 12C and the cloud tops were at 4k ft. Your IFR checkride prep textbooks will have you believe that the freezing level is at 6k feet and since there are no clouds there, you're good. Except this didnt happen - the OAT at 4k feet was 0C, and there were large patches of clouds going up to 6k feet with tons of moisture in them - at night in the dark! Want to join an approach? You now have to fly through icing!
Watch that wing once in a while and watch the OAT gauge keeping the big picture in mind. Temperature dropping rapidly and you're in IMC? Turn around! Think *ahead* of the airplane by a good 10 minutes. Oh and if you get in trouble or even if you *think* you're in trouble, let ATC know and work with them. Usually they will tke this very seriously and immediately get you to descend. If they cant help, declare emergency (and this IS an emergency!) and get out of that situation.
"Even the winds die down during the winter"
Iowa: "Hold my beer-"
How about flying into a rain shaft in freezing temperatures? Worth mentioning for VFR pilots who don't tend to think about icing a lot.
when a plane claims fiki, does that mean they can handle slow build up of vapor ice or can they actually handle the rare cases where you dive into slush ice and it cakes on really fast? I'm not sure any existing fiki plane can handle that. So we really need ways to avoid rather than endure. or much more capable deicing systems.
POH for my Eclipse says ice can from at +10C. In the Honda Jet engine ice protection came on at +5C. Non-Fiki airplane pilots shouldn't think they are safe because the temperature is a few degrees above freezing.
So, where’s the link to the aviation weather center website? You put all your AOPA links in there but not the ones you are referencing! I tried searching for it and couldn’t get them to work!
aviationweather dot gov
aviationweather.gov
Just click on the map and you will be taken to the current conditions page.
aviationweather.gov/
I didn't realize this wasn't a @flightinsight video at first lol
Id deice full stop make sure id got in built icing system but use deicing equipment on the aitport .
You wouldnt go out without dricing car so why not your plane ive never fliwn bever eill bever want to but id be trying to find out in any areas with cold air which airlines deiced in sone way and fly eith them
I know it’s not the point of the video, but where’s the nose wheel on the Columbia in the thumbnail photo?
Stukk Insidé ????
Ist the Lancair Mako, it has a retractable nose gear
@@milonangele6611 that appears to be the case. I’ve never seen that airplane, but it really does have a retractable nosewheel
What does .”BF” mean on the icing probability chart mean?
Below Freezing
@@farayidarlingtonchaparadza20 then what does the other stack of numbers mean above the letters “BF”?
2:58 That is so beyond unreliable. I would NEVER count on that info. It's been so wrong and has nearly gotten me into trouble.
Not a Columbia, it’s a Maiko
Buy a TKS system. Problem solved.
Would've expected more from someone who claims to be a 747 driver.
@@fishhisy Ok. Here you go. Any time you are flying in the clouds with temperatures at or near freezing in a non-certified airplane you have begun a gamble with your life.
If you do NOT want to gamble, do not fly in those conditions. It’s the simplest way to “avoid icing”. The distasteful truth is that most general aviation airplanes are expensive toys (and i own one with TKS) with several limitations. In icing, you have taken your toy into something very very dangerous.
Do not be encouraged by hangar talk about how this pilot or that one has “mitigated the risk” or tales of the mythical GA airplane that “carries ice well”. Any pilot collecting ice on their airplane and living to tell about it is just plain lucky no matter how the yarn is spun.
There is NEVER any guarantee that you can get lower to exit from the clouds, that you can turn around, that you will be able to out climb the conditions or that you will be able to find warmer air. Non heated or malfunctioning pitot tubes or stall vanes or static ports will add their significant twists to your problems as will a non-heated windshield. Think those through.
Despite the snazzy forecasting maps available on your IPad, icing is notoriously hard to forecast and intensities are unpredictable. PIREPS more than a few minutes old are useless. I have gone from no-ice in the clouds to severe icing in seconds. AND, here is something else…..even certified known ice aircraft (FIKI) are not certified for all icing conditions. They are only tested for the “most likely” conditions. Water droplet sizes outside the test parameters will have some “certified” ice aircraft falling out of the clouds as quickly as non-certified aircraft. EVERY certified icing aircraft, even the 747, has some VERY strict limitations regarding ice.
“Abandon hope all ye who enter here”. This should be in every GA POH in the performance section under “Icing”. Good luck.
@@fishhisylmao exactly what I was thinking
Interesting und é PôWéŘ-PhÛľĽ