Icing
0. The one-hundred-eighty turn is on record as having saved more lives than governmental inertia have killed.
1. Visible rain at below freezing temperatures
2. Splashing or splattering rain drops at below freezing temperatures
3. As for immediate priority ATC handling
4. Avoid abrupt or excessive maneuvers.
5. No autopilot
6. Reduce angle of attack if aircraft tends to roll
7. Do not extend flaps
8. Do not retract flaps if extended.
9. Report conditions to ATC
10. Structural icing is least likely to occur in high clouds since they are formed mostly of ice crystals.
11. An encounter with ice pellets is indicative of freezing rain above.
12. You know that if you fly into rain that freezes on impact that the temperature is warmer at a higher altitude.
13. If you encounter wet snow, you known that the temperature is warmer than freezing.
14. A surface inversion is most frequently produced by terrestrial radiation on a clear calm night.
15. The surface temperature being below the dew point with the air and dew point below freezing causes Frost. Water vapor then sublimates directly as white and opaque ice crystals or frost.
16. Whenever icing is a hazard it will be forecast in sigmets and airmets.
17. Standing lenticular clouds are indicative of severe turbulence.

Tail Stall
This stall can occur when ice accumulates on the bottom of the horizontal tail surfaces to such an extent that the flow
of air ceases to give the required download. The tail stall occurs on the bottom side of the horizontal tail surface.
This lack of airflow can be even further reduced with the application of flaps and an increase in airspeed. Flaps will increase the downwash angle of the over tail air stream and increase the negative angle of attack. This can result in an abrupt nose down attitude and descent. The recovery is completely different from a normal stall recovery. Flaps are removed. Power is reduced and the yoke is pulled back. Pipers are subject to this more than Cessnas.

The do not use flaps if icing exists or is suspected. You will not be able to see ice on the bottom of the horizontal tail
but any ice accumulation will occur there first. Fly the approach at a speed that will account for ice created drag but
not extra fast that will increase the downwash on the tail surface. More downwash increases the tail stall possibility.  So long as airflow stays attached to the bottom of the tail, it is flying. You will have control and down pressure from the tail.

The full stall does not occur until both the low-pressure (top) of the wing and the (bottom) of the tail surfaces lose all their lift. (I urge you to think through the "download" effect of the tail surfaces since it is often part of the Practical
Test oral.) This doesn't happen. With all low pressure surfaces having some effect the aircraft does not go straight down. The tail is being held down by low pressure below the horizontal tail surfaces. With ice on this surface it will
have reduced effectiveness and power. If flaps move the center of lift for the wings backward an abrupt nose down pitch is most likely to occur.

The tailplane will collect ice more readily than the wing. The collected ice will more adversely affect the tail-plane's downward loading than would the same amount of ice on the wing. Ice may be on the tail before appearing on the
wing. Boot deicing on the tailplane is less effective than on the wing. An icing tailplane stall may be unrecoverable.  The icing you get may be quite different from the icing used for certification. The tailplane may be colder than the
outside air temperature (OAT)

Advice: Don't use flaps if you suspect ice. Don't mess with ice. If the freezing level is on the ground, you won't be able to descend to warmer air.

Survival Kit
1. Textbook ..........................16. Compresses
2. Waterproof matches/tinder 17. Tapes
3. Water-flexible package .....18. Aspirin
4. Space blankets/tarp ..........19. razors
5. Multi-Knife .......................20. Signal mirror
6. Fire starter ........................21. 5-day rations
7. Large trash bags ...............22. Bouillon cubes
8. Flashlight ..........................23. whistle
9. First aid kit .......................24. Survival saw
10. Take compass from plane 25. Survival candle
11. Insect repellent ...............26. Chemical lightsticks
12. Sun screen/balm .............27. Gloves
13. Hacksaw blades .............28. Hard candy
14. Vice grip/ pump pliers .....29. Toilet paper
15. Sealable container ..........30. Razor blades

Survival Basics
1. Get out NOW, take what you can.
2. Treat injuries, stop bleeding, keep warm, immobilize
3. STOP
S is for STOP
T is for THINK
0 is for OBSERVE
Knowing where you are is half the solution
Mark any trail used.
P is for PLAN
Select a leader, conserve energy, improvise.

Fears in Survival Situations
The unknown, darkness, discomfort, being alone, animals, death, punishment, and personal guilt.

Enemies of Survival
Yourself, injuries, temperature, disease.

Rules of ABC
Survival is 80% mental, 10% equipment, and 10% skills
1. Get what you need. Fire materials off trees not ground - 3 times what is needed. Get water - vital for survival  (Use plastic containers) Conserve energy lost due to shock of accident. Rest before making survey of area and making
survival preparations.

2. Inventory
Attract attention. Three fires are distress signal.

3. Select alternative that takes least time, energy, material.

4. Make for safety and durability.
Shelter:
Aircraft hull may not be best choice.
Get off ground or under ground out of wind and wet.
Best bet is to stay with aircraft.

5. Desire for survival is essential.
Salvage aircraft parts as containers, remove compass, gasoline,
oil, upholstery, wiring, battery, hoses.

6. Heat water before drinking to conserve body heat. Wear dry clothing
as much as possible.

Crash Survival
#1 survival item is to let a responsible person know where you are going, your route, and ETA. Insurance is to make contact after arrival. If you are not found quickly, you are not likely to be found at all.

Survival items that are nice to have, short-term and essential for longer are:
Flashlight, digging tool, foul-weather gear, blankets, food, water, matches and candles. A real plus would be a
portable GPS, a handheld radio, or a cellular phone. Dehydration is the worst threat usually facing a downed pilot.

Winter Clothing
Combine high-tech and traditional materials. It is easier to keep warm by wearing multiple layers. Inner lawyer should not absorb moisture and wick it away from the body. 1/4 of body head leaves via the head. Waterproof headgear may be the most important single survival item.

Pilots are optimists that believe bad things happen to other people. They believe that flying is so safe that there is no need to be prepared for catastrophe. Before leaving home you should prepare the 'what if' options. Whenever you go flying you should be dressed to walk home. You should have required items within cockpit reach. You should stay with aircraft and survive until conditions allow foraging. Short-term rescue is usually within a day. The greatest danger is exposure to conditions causing hypothermia. The right condition of wind, temperature, and moisture can expose anyone to hypothermia. The body loses heat most rapidly when wet.

Making your position visible can help rescue. Make a clearing, start a fire, and make large SOSs. Use common sense, have confidence in yourself and be patient. Prior planning, preparedness, practice and training will enable you to make the best decision possible.

Item:
Pilots fail more frequently than do any other facet of aviation.

Living with Weather Delays
Enjoy the weather delays they are going to occur more often than not…
1. Take a ground, simulator, or local flight lesson.
2. Make new friends
3. Visit the local ATC facilities
4. Go to an alternate airport and rent a car.
5. Now you have time to visit the local tourist trap.
6. A gambling casino can't be far.
7. Shopping is always an alternative
8. Look at the weather and be thankful you're down instead of up.

Weather Avoidance
Certain trips require better weather management than others. Understanding the weather you get is far more important than just making a collection of weather elements. A failure to understand mean that flight planning may proceed when it should be delayed, moved faster or skipped all together.

The preflight weather planning is the time to make flight decisions. Based on what you know about the weather you must decide if you are capable of making the flight in the face of forecast weather, terrain, and available facilities.

Once underway you are more in need of real-time weather. This means you will contact every HIWAS, ATIS, AWOS, ASOS and Flight Watch along the way. You will seek PIREPS because they are the most real-time weather you'll ever get. You will give PIREPS and stay in contact with Center where you can get CWAs (Center Weather Advisories) and CWSUs. Don't delay asking for help such as higher, lower, vectors, nearest airport

War Story:
In late May of 2000 I made a flight to Illinois and back to California over a period of six days and 42 hours of flying in a C-172. This involved considerable such planning as above. I was not certain that I would depart until the moment of my departure. We had a terrible storm two days prior to my departure. I watched it move through and past. I knew my greatest risk lay in catching up with the storm. On the second day of my trip I caught up with it
near Kansas City.

Near Salina, KS I could no longer maintain VFR so I asked Center for an IFR Clearance. They could not give a clearance without radar contact. I made a slight change in direction and was able to gain a thousand feet where they
had radar contact. I climbed to 5000 and proceeded toward Johnson County Airport. I was near the tops of the clouds because the sun would occasionally shine through. No turbulence or problem. When I was handed off to K.C. Approach, I advised that I had no plate. I was read the plate numbers and frequencies for a Localizer Approach. No problem.

I departed VFR and flew across Missouri to southern Illinois under 2500' ceilings while all the bad weather trotted further east since I broke out at about 1800 feet. No significant weather the rest of the trip. The making of weather decisions is difficult to teach without actual exposure. Experiencing weather is the best way to gain weather judgment. The experience needs to be weather specific and acquired in bits and drabs. Shock treatments of weather may not
be survivable. We all remain vulnerable to weather and being aware of this is a source of very desirable caution.
END

Fog
Fog occurs when the air close to the ground reaches the dew point. Of the basic types of fog, radiation fog is the most common. Radiation fog forms on clear nights since clouds tend to warm the earth and air. Radiation fog is
usually less than 300 feet thick. A light wind tends to make the fog even thicker. The rising sun lifts the fog and eventually breaks through. Any moisture on the earth evaporates and creates more fog. For this reason it is not unusual to have radiation last all day.

Advection fog comes with the on shore winds as it blows across a colder surface and causes humid air to form fog.  This fog is then blown or more likely 'sucked' inland as a layer of fog over the earth. This fog first covers the lowlands and can then be forced over hills and mountains as upslope fog.

When a moist front arrives the associated rain can form precipitation fog. If the air is near freezing this front will form ice fog. In some circumstances the start of an engine can provide the needed moisture to create ice fog.

Cold Weather Cross Country Planning
Radar facility controllers are required to be familiar with and advise aircraft of any icing conditions within 150 miles of their sector. Get a diversion before it becomes an emergency. It is illegal to plan or fly into a situation where icing
is even mentioned in weather information.
Route
--Follow roads
--Have an ETA destination contact
--Wait a while and the weather will change
--Weather stations are sparse
--Prepare a survival plan
--Get clear of plane and stop
--Survival is 80% mental
--Your fears are your worst enemy
--Check ELT operation
--Use the aircraft
--Survival is 10% equipment
--Get dry and sheltered
--Care for injuries
--Garbage bags
--Survival is 10% skills
--Don't eat snow
--Eat sugar
--Get out of the wind

Aircraft Considerations
--Use POH to set manufacturers requirements
--Get a cylinder head temperature gauge
--Modify crankcase breather system
--Check hose lines for flexibility
--Check heater system
--Get electronic monoxide detector
--Get maintenance check of control cable tension
--Do not feather propellers that may not unfeather
--Keep battery fully charged or remove for warm storage
--Remove wheel pants
--Do not recycle wet landing gear
--Refill tanks immediately after landing
--Refuel only when aircraft is level
--Check quality of fuel
--Imitation chamois will not filter water from fuel
--Use only aviation approved filters
--Have quick drains on all tanks
--Inability to drain well may be indicative of ice in fuel.
--Use anti-ice additives
--Use proper heater to preheat engine compartment
--Do not put heat directly on accessories
--Store in heated hangar if available
Starting
--Check POH procedures
--Congealed oil and grease can affect engine and controls
--Turn by hand before trying starter
--Avoid over priming
--Have fire guard present
--On first try water/ice may condense on sparkplugs. Removal necessary.
--Idle at RPM sufficient to warm plugs
--Use carburetor heat to help vaporize fuel
Radios
--Allow to warm up before use
Exterior
--Heated hangar is best option
--Do NOT use water
--Use alcohol
--Don't fly until all snow and ice is removed
Blowing Snow
--Check all openings and intakes
--Check all controls
--Check fuel vents
Taxiing
--Braking may be nil
--Ice exists below snow layer
--Check ski shock cords and safety cables
--Get help when taxiing down wind
--Control surfaces will be ineffective
Takeoffs
--Cold weather both helps and hurts G.A. flying
--Engine power increases 1 percent for each 10 degrees below standard temperatures
--40 degrees of temperature can give a 10 percent power increase at normal settings
--With reciprocating engines, use carburetor heat as required.
--In some cases it is necessary to use carburetor heat to vaporize the fuel.
--Gasoline does not vaporize as readily at very cold temperatures.
--Do not use carburetor heat in such a manner that it raises the mixture temperature barely to freezing or just a little below.  In such cases, it may be inducing carburetor icing.
--It may be advisable to use carburetor heat on takeoff in very cold weather.
--An accurate mixture temperature gauge is a good investment for cold weather operation. It may be best to use carburetor heat on takeoff in very cold weather.
--Do not over-boost supercharged engines
--Turn on pitot heat
--With engine baffles the engine will overheat on climb-out
En route
Carburetor Ice
The three types form between 32 and 80 degrees F even when visible moisture does not exist. When visible moisture exists the formation can occur between 15 and 32 degrees F. Partial throttle operation is the most critical time. Use carburetor heat prior to power reduction and use power during descents to maintain carburetor heat effectiveness.
Impact Ice
--Moist air between 15-32 F on air scoops throttle plates
--Worst at 25F
Fuel Ice
--Forms throughout when moist air freezes through vaporization
--Usually between 40 and 80 degrees F and relative humidity over 50%
Throttle Ice
--Forms at or near throttle valve. Freezes due to venturi effect cooling by 5 degrees
--Dangerous temperatures from 32 to 37 F

Ice Prevention
--Ground check CH prior to takeoff
--Use heat when carburetor temperature gauge is in the icing range.
--Use heat on approach and descent

Signs of Ice
--Loss of RPM or manifold pressure
--Rough engine
--Apply full carburetor heat
--Expect engine to run rougher until ice melts

Snow, Ice, or Frost on the Wings:
--Never attempt to takeoff with any ice or frost on the aircraft
--Ice and frost can cause an aircraft to have sudden and violent stall characteristics.
--Any stall caused by ice or frost may be unrecoverable
--Below a layer of snow on the aircraft there is probably a layer of ice
--Any ice caused roughness of the upper wing will cause a 10 percent increase in the stall speed
--If airborne, any turbulence could result in an unrecoverable stall
--Any precipitation that changes the wing's surface will increase the stall speed.
--Flight should not be attempted where the wing's surface has been affected.
--Stall speed and stall characteristics are determined with clean airfoils.
--In icing conditions the usual cues for stalls and control problems may not exist.
--Once stalled recovery may not be possible.
--At best, large losses of altitude can be expected.
--Only rapid and positive applications of power and AOA have any chance against configurations causing up to 50kts increase in stall speed.
--Any use of the autopilot is likely to conceal icing problems.

Opinion
Frost will usually sublimate off the wings quite quickly in the air. This is particularly true in cold dry air. However, the roughness caused by the frost may well preclude your getting into the air in the first place! I used to use a special towel that I made by sewing large bath towels together end to end. I could throw one end of this over the wing and
polish the frost smooth. Once I got it smooth, the airplane would fly just fine and before long all the frost would be
gone. However, it must be smooth.
HighFlyer

On Icing
…If weather briefing includes chance or reported icing…Don't go.
…Avoidance begins with preflight planning
…Don't fly winter fronts
…It's worse over high terrain
…0 to -10 C-degrees gives clear ice
…-10 to -20 C-degrees gives rime ice
…Freezing drizzle is worse that freezing rain.
…180 is usually best decision
…Pitot heat, C.H. and alternate air
Q: What affect on performance does the accumulation of airframe ice have on an airplane?

A: Airframe icing, also known as structural icing, can be a very serious situation, especially to an airplane not certified for known ice. As ice accumulates on airframe surfaces, it changes the shape of the airfoil, increasing both drag and weight while reducing lift. Additional thrust is required to maintain altitude and airspeed and to avoid a stall since the stall speed also increases. It doesn't take much accumulation of ice to affect your performance. Only a half-inch of ice can reduce lift by 50 percent. For definitions of in-flight icing terms, view Chapter 7
( http://www.aopa.org/members/files/aim/chapter_7.html#7-1-23 ) of the "Aeronautical Information Manual." For additional information, see the AOPA Air Safety Foundation's Safety Hot Spot on aircraft icing
( http://www.aopa.org/asf/hotspot/icing.html ) and see AOPA Online
( http://www.aopa.org/members/files/pilot/2005/pc0508.html ) for a
description of "known icing."

What Is Icing?
--Timely evasive action is the best option
--Ice will be on the tail when you see it elsewhere.
--Do not slow down nor use flaps when ice may be on the tail.
--Have an Icing checklist the includes petot heat and alternate air for starters.
Legalities
--There is no FAR that prohibits a Part 91 from flying in icing conditions.
--If your aircraft has a placard, marking of AFM limits flying in ice, don't fly in ice.
--AFM in the limitations section precudes flight into known icing.
--A PIREP is the only way that a pilot can know of 'known icing'.
--When the tops and bottoms of clouds exceed 4000' there is ice in there.
--When freezing level is below the clouds there is ice in the clouds.
--You can usually evade ice by changing altitude.
--Waiting to change altitude is not an option.

Levels of Icing
Trace---you can see it but it does not sublimate nor accumulate

Light--In an hour the increase in ice would be a problem.

Moderate--accumulation rate requires diversion immediately.

Severe---You should have never entered the conditions.

If You Can't Avoid Ice
--1/32 of ice on wing can reduce climb rate by 300fpm
--Outside air temperature is critical from 0 to 20 below
--Watch small-radius parts of the aircraft
--Know your minimum enroute altitudes
--Get on top as soon as you can, stay there as long as you can
--Don't fly into a front or low pressure area
--Be on the ground at night
--Advise ATC
--Make a 180
--Cycle the propeller to throw off ice
--Avoid the cloud tops
--Fly faster without flaps

Icing Certification
Flight into icing is based upon maximum continuous and maximum intermittent icing conditions in mist conditions at icing conditions. No certification exists for flight in freezing drizzle or rain. Fly as fast as you can.

Cabin Heat
The air comes in through the nose of the aircraft as allowed by the cowling baffling. A flexible tube guides the air into the metal outer cover or shroud around the aircraft muffler. The region between the muffler and the shroud has a
series of thin metal partitions that absorb the heat from the muffler and allows the ram air to flow and absorb the heat. This air is safely separated from the poisonous carbon monoxide passing through the muffler and exhaust pipe. When the cabin heat control is pulled it opens a door that allows the heated air from the interior of the shrouded area to enter the cabin by way of selected vents. If a leak should occur, and it can, the use of the cabin heater could
allow carbon monoxide to enter the cabin and incapacitate or kill the occupants. The odor of other engine gases other than carbon monoxide is a clue that there is a leak. Carbon monoxide has no odor.

Snow Rhymes with No
--When bad weather conditions are approaching, the sooner you leave the better.
--Don't let ATC procedures delay a departure likely to be made hazardous by approaching conditions.
--A negative for snow is that it often has ice beneath.
--Most winter ground accidents are caused by snow banks and berms created by plowing.
--Snow reduces visibility more than rain does.
--Be prepared to use full control deflection when dealing with snow on the ground.
--When snow covers the nosewheel 1/3 of the way consider inability to accelerate.
--Snow storms average a life of 18 hours from first to last flake.
--Snow plowing begins with the longest runway, then taxiways and the ramp. G.A is always last.

Winter Fronts
--Cold fronts move behind the thunderstorms
--Warm fronts cause stratus, rain and low ceilings
--Winter cold/warm fronts have close temperatures
--Flying hazard is turbulence, winds, and clear icing near cold fronts.
--The speed of the front movement directly related to wind velocity and extent of turbulence.
--Winter warm fronts have terrible flying weather including freezing rain
--Winter warm fronts have rime icing in stratus clouds.
--Occluded front is two fronts with the worst weather of both relatively stationary.
--Tops of winter clouds are lower and can be overflown.
--Snow that is melting gives rise to severe fog conditions.
--Northeastern movement of lows make that side a bad place to fly.
--Northeast side of a low is a no-fly zone.
--Freezing level is region of freezing rain and clear ice.
--Worst airframe icing occurs at -2 to - 5 degrees Celsius
--If aircraft is capable, freezing layer is 1000 feet thick. Turning is best option to avoid precipitation.
--Three number code identifies type of front, intensity and trend
--www.awc-kc.noaa.gov/awc/aviation/_weather_center.html

Flying in Cold Conditions
--Weather is more likely to clear than during summer.
--Total operation of aircraft is more efficient in cold weather when in the air.
--Ground operations are more difficult.
--Keep your headset and flashlights warm.
--A low battery can freeze.
--A clogged oil breather can cause engine failure through loss of oil.
--Daylight starts later and ends sooner. Carry more flashlights.
--Thunderstorms are less likely.
--Don't get into an airplane with snow adhering to you or your clothing.
--Carry survival equipment
--The worst wear occurs in the first few seconds of engine operation before oil becomes effective.
--Preheating of the engine is the preferred way to get near instant oil where needed.
--For most situations an engine and oil heating system is better than just engine or oil heating.
--There are harmful effects to heating anything but the entire engine at the same time.
--There are many negatives to continuous preheating.
--Break engine oil by rotating propeller if preheating is not available.
--Fuel gets thicker and less volatile when cold. Warm the whole aircraft.
--Wear appropriate clothing and shoes. Sleeping bag may be needed.
--Silicone spray can keep propeller ice-free for a while.
--Deice hinges and check control cables for free movement.
--Cockpit engine controls must be free…check/
--Turn on pitot heat during preflight to confirm operation and melt any internal ice.
--Heating the cockpit includes the instruments with bearings subject to damage due to cold.
--Another opinion is that more prime is required when cold.
--Check alternate air as part of preflight.
--Expect reluctance of engine to start, frosted spark plugs, and a weak battery.
--Some find Continentals easier to start than Lycomings in cold weather.
--When cranking have the primer out and ready to give a squirt when/if the engine fires.
--Taxiing with any form of moisture on the pavement can induce loss of control.
--Much of the hazard of snow on the ground is what it covers. Ice is worst.
--Light frost can reduce lifting capability of a wing by 30 percent.
--Depth perception is greatly compromised when snow covers everything.
--Under certain combination of snow on the ground and clouds in the sky where will be no horizon.
--A flying arrival into colder conditions means actual altitude is lower than indicated altitude.
--Proper crosswind control positions are more vital than ever on a slick runway.
--Ice with water on top is the most dangerous condition whether taxiing or landing.
--Dew on the pavement can cause viscous slipperiness and reverted rubber hydroplaning.
--Reverted rubber hydroplaning leaves a white skid mark. Runway has been steam cleaned by friction.
--A worn tire hydroplanes more quickly than a new tire.
--Braking is best with a 20 percent rolling skid.
--A crosscut grooving of 1/4 inch slots gives a wet runway dry runway braking.

TKS (mix of glycol and alcohol)
--Very expensive liquid ($22 per gallon) and spreading system costs $25,000+ per aircraft
--Flows and protects entire aircraft from adhering ice.
--Better than rubber boot systems