Why climb for ice?

Discussion in 'Cleared for the Approach' started by SkyHog, Apr 18, 2005.

  1. bbchien

    bbchien Touchdown! Greaser!

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    Because in the attached sounding, the there is solid ice (and lots of it) up to 19,000 and an unprotected aircraft will never make it on top for sublimation to occur. For most GA pilots, the notion is a physics notion and not an operational consideration.
     

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  2. RotorDude

    RotorDude Pattern Altitude

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    At least in my experience, sublimation is a very slow process. In some flights where I picked up ice while climbing and got to clear (sub-freezing) air on top, there was virtually no sublimation or shedding to speak of until my descent, sometimes hours later.
     
  3. Mikey's Notes

    Mikey's Notes Filing Flight Plan

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    What I have found depending on the aircraft performance and type and temperatures at various altitudes from warm to cold it all depends where the warmest temps are and moisture.
     
  4. Skip Miller

    Skip Miller Final Approach

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    Necropost. But then again Icing as a topic never gets old...
     
  5. weirdjim

    weirdjim En-Route

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    I'm glad that the copyright ran out, because I've never heard such drivel in my life. I'm glad they are out of reprint.
     
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  6. Jaybird180

    Jaybird180 Final Approach

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    13 years later...a nit to pick.smh
     
  7. dtuuri

    dtuuri En-Route

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    Drivel? You don't read your own posts much, do you? For the record, although I'd have added a comma or two to make it a bit clearer, it's a good summary of icing.
     
  8. James the MEI

    James the MEI Filing Flight Plan

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    there is another ... possibly simpler way to look at this...

    As much as we fear icing conditions.... The Conditions for Icing to form on aircraft, ARE SPECIFIC AND FICKLE"
    Moisture, Temperature, Air Pressure, the speed of the airplane... the shape of the wing.... and a few more variables make up the "Secret Sauce" ... ALL OF WHICH... need to be at just the right relationship... for icing to occur.

    Change one variable... and you can ruin the formula... no ice.

    The reason that "Climbing is a good first choice"
    Change Altitude =
    a) Change temperature
    b) Change moisture content
    c) Change...any variable.... and you can likely break the icing conditions...change change change
    But why Climb???
    This is NOT a joke..
    You can always descend later.

    Climb...
    Or Turn AROUND.... You personally saw that you weren't getting icing 20 miles back the other way.
    Descend

    BUT GET THE HELL OUT IMMEDIATELY.
     
  9. Let'sgoflying!

    Let'sgoflying! Touchdown! Greaser! PoA Supporter

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    >1 & 1/2 years; a new record?
    lol
     
  10. James331

    James331 Touchdown! Greaser!

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    Just curious, how much FIKI/icing time to you have?
     
  11. Salty

    Salty En-Route PoA Supporter

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    How are the odds any higher that a turn or a climb or decent will be any better than straight ahead? If Ice is very localized, then maybe 5 seconds ahead it’s gone.
     
  12. flyingcheesehead

    flyingcheesehead Touchdown! Greaser!

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    Well, considering he owns a FIKI bird, and his last one was FIKI too, and he had that one when his daughters were infants IIRC and they're now out of college, and that he was writing articles for Aviation Safety on the subject well over a decade ago... Enough.
     
  13. James331

    James331 Touchdown! Greaser!

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    Question was more how much time does he have flying in mod or worse ice, not so much what he bought or wrote.
     
  14. dtuuri

    dtuuri En-Route

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    About a lifetime's worth on one flight as a naval officer, IIRC from a story he posted here or on AOPA. Dr. Bruce has been around a long time. When he speaks, you ought to listen. :)
     
  15. James331

    James331 Touchdown! Greaser!

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    He flew in the navy? Also that doesn’t answer the question. It was a pretty simple and innocent enough question
     
  16. flyingcheesehead

    flyingcheesehead Touchdown! Greaser!

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    Like I said... Enough.
     
  17. James331

    James331 Touchdown! Greaser!

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    Lol
     
  18. flyingcheesehead

    flyingcheesehead Touchdown! Greaser!

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    So what's the source of your question anyway? I can't think of any reason you'd keep asking at this point other than to attempt to discredit him for some reason. Why don't you try to actually share something productive if you disagree?
     
  19. James331

    James331 Touchdown! Greaser!

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    It’s a topic about icing, you find it odd someone asks about another’s experience flying in ice?
     
  20. bobmrg

    bobmrg En-Route

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    In my experience, the one immutable rule about airframe icing is that there are no rules. Too many variables. FWIW, I have climbed through icy layers to VFR on top many times and it took forever for the ice to sublimate off. Always had plenty of clear air between the bases and the ground, just in case. I never flew a piston airplane that was certified for known icing.
     
  21. James the MEI

    James the MEI Filing Flight Plan

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    Lifted warm moist air...
    That's probably worth remembering.
     
  22. Ravioli

    Ravioli Final Approach

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    Better question for @bbchien - How much icing time have you accumulated in the 14 years since you first posted to this thread? :)
     
  23. kgruber

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  24. bbchien

    bbchien Touchdown! Greaser!

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    I have no idea. I am above 10K hours and now log only for recurrency. However, in easy memory I've at least half a dozen long trips per year which are planned around ice- in the Ohio River valley, to KASE, etc. And I'm averaging 200 hrs/ year by the expense log.....

    And I have a lot of P-3 time- which was our Bering Sea IFR patrol ship. I'd say most of that was IFR at risk for ice. How much multi turbo propellor time do you have over the Bering sea?

    James, you're always trying to be "the heavy". Best to ease it off, man. I get tired of the personal attacks.....
     
    Last edited: Nov 11, 2019 at 9:57 AM
  25. Shuswap BC

    Shuswap BC Pre-takeoff checklist

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    The Titanic descended for ice...











    Too soon...
     
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