Predict Icing Conditions in 57 Seconds

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Today’s pilots enjoy an abundance of weather information sources, but having weather information available is only part of the weather decision-making equation. Knowing how to acquire, interpret, and make operational decisions based on weather information is essential to safe flying. This video talks about an icing prediction tip. Read more about this and our other #FlySafe topics on our blog at medium.com/faa/flysafe/home.

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5 авг 2021

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Комментарии : 12

@michaeljohn8905 Год назад

Really good info thank you Phill. Im gonna start to analyze whether

@flyboymeii Год назад

Good job Phil!

@nisookh 2 года назад

Excellent content again ! Thank you FAA #flysafe

@andrewtoth7674 2 года назад

This made me think: IF you were to come across unforecasted icing conditions, flying above a OVC layer: What would be the best way to penetrate the clouds? Off-hand, I would think (Assuming Instrument rated, and there are no holes in the clouds within the distance covered by fuel reserves) the best idea would be to stay above the clouds on an instrument approach, check the field's ATIS for the altitude of the bottom of the clouds, and pull power and dive through as fast as possible to reduce your time in the clouds. (Attempting to remain below manuvering speed, but realistically staying inside Vne to minimize time in visible moisture 0 to -20C) Off-hand, I'm not too knowledgeable about shock-cooling, or how the increased airspeed would effect ice formation. (I'm assuming the ice would start from the leading edges and spread further aft because of the speed) This isn't a situation I would ever propose getting oneself into, but since most GA planes are 1. Not FIKI 2. Piston, I would rather talk about it at groundspeed 0 than become another statistic. Thoughts?

@phildixon9552 2 года назад

Andrew, I had that scenario happen to me during a cargo run many moons ago. I was above the cloud deck at 5,000' with clear night sky above and several miles to go before I made the turn to final which was to be an ILS into Birmingham. Approach directed me to descend to 4,000' and with that, I was in the soup. The aircraft was a Piper Lance as I remember (with a stabilator, which will be the discussion point of another video soon). I began accumulating rime ice there at 4K with a long way to go. Retrospectively, I should have requested to stay at 5K (or climb back up to 5K) until I got to the glide slope. Shooting down a glide slope may keep your exposure to any icing less, so stay higher if you suspect icing in the cloudage below you and descend at the last moment (or go elsewhere if moderate or severe is suspected). Thoughts or ideas, anyone?

@thenelsonbruhs722 6 месяцев назад

Problem is, diving through the clouds as fast as possible without breaking the plane would not be a “normal maneuver to landing” Meaning you wouldn’t meet the instrument approach landing requirements of FAR 91.175 You’d have to stay between 500-1000 fpm descent for the entirety of your approach to landing