Newsgroups: rec.aviation.ifr
Date: Sat, 23 Jan 1993 08:57:30 -0500 
From: Jeffrey Dunkle <jd5f+@andrew.cmu.edu>
Subject: Re: Flying into Ice

Excerpts from netnews.rec.aviation.ifr: 21-Jan-93 Flying into Ice by
SC0FBUSW@MIAMIU.BITNET 
> The problem with this is that in Ohio we have icing nearly every day from
> November to March.  If IFRR is true, an IFR rating is useless in the winter
> time (unless you have a plane with the equip.[$$$]).  My idea is that if you
> have the plane with enough muscle to climb through it (barring severe or
> moderate ice), then it's OK.  So if I'm in an Archer trying to climb
> through light to moderate icing to 5000k am I gonna 1) die 2) go to jail
> or 3) make it to Florida ???  Can someone clear this up for me?

First, put on your asbestos, as the "flames will fly".  But, as one who
flies from the Pittsburgh area, with essentially the same weather you
have and the recipient of more lake effect moisture than any other spot
in the US (or so it seems)....the "practicality" of when/if you go IFR
if ice might be lurking "is" a legitimate question.

The safest advice is: a) if theres a PIREP...or a SIGMET regarding
icing...just don't go.  Can't get a load of ice in the hangar.  As for
"AIRMETS" about possible icing...as opposed to a "SIGMET"....well  here
judgement has a place.  As to what constitutes "known icing" for "I'm
gonna take your license and fine you" purposes, I'm sure others on the
net will clear that up pretty quick.

Here's what I do.  I print out DUATS with a full brief and "study" it
scrupiously before attempting any flight, and most especially in icing
conditions.  With a bit of study and common sense, there's a lot you can
learn.  The main features to look for are moisture content of the
weather system, temp/dew point spread, ceilings and floors. I never go
when there isn't either a bottom to the clouds well above the ground
and/or an elevation above freezing that I can get to.  I'll also ascend
through a layer, not showing much icing potential (again temp/dew point
and expected moisture content stuff) that has good PIREPS about low
tops, eg 6,000 or less that I can get thru quickly.

Once, when conditions were perfect, I put myself into some "icing
clouds" to get a bit on a C-172, and learned a lot.  I found where ice
accumulates first, and how fast it can melt off.  I found the first
place to note it is at the corners of the wind screen at the wing root. 
THe airflow there produces a noticeable frost before i could see ice
accumulating on the struts or wing leading edges...(they're both painted
white, as they are on many Cessna's)  That's proven to be a pretty
reliable "first alert" since.

THe conditions by the way were this...clouds from 3,500 and up....temp
at the cloud base....33 degrees, with an abnormal lapse rate making
temps at 3,000 which was the MEA in the area, about 37 for some reason. 
I filed for 4,000, stayed there till I got about 3/16 of an inch on the
strut/wing leading edges, then requested 3,000 and got rid of the ice in
about 5 minutes.  Since that time, and with that knowledge, I've
probably stayed on the ground 7 times out of 10 when there was any
question at all about icing.  In those 30 percent times when i did
go....most times i got no ice...and when i did, i either climbed to sun
on top, just as planned, or broke out on approach with just traces that
were very manageable.

One last thing.  File PIREPS!!!  We all use em, especially when trying
to make go/no go decisions!  But they seem to be a pain in the butt to
file when your bouncing along, hand flying IFR, in IMC.  I usually log
on early in the AM to DUATS on a day when such a flight is contemplated,
cause the Federal Express Caravans have reported in their return home
experiences, and around here, those guys (saints all) usually provide
very good PIREPS....but if you  wait too long....they're gone from the
system.  They'll give you a good taste of what the WX system you may
have to go play in is going to be doing.

(putting on my asbestos suit)

Jeff Dunkle
(PS - hope your check ride went well!!!)