Quote:
Originally Posted by Brian Carlton
The 1/4" is based upon analysis of the wing and the lift potential with said ice. In reality, the pilot cannot know the thickness of the ice. Furthermore, the ice will vary in thickness across the surface of the wing.
With a smaller aircraft, the figure of 1/4" might be on the high side. The figure was derived from the wing of a typical airliner.
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Easy there.... It wasnt a shot.
Sure thing. 1/4" on a 767 is a whole 'nuther world from a 1/4" on a 400A.
I can recall a few flights where I landed and got out to see nearly 1/4” at the roots and wondered where the closest LOTTO office was.
Flying in icing conditions can be a lot "like a box of chocolates...." You know how the rest of that one goes.
As for pushing up the speeds on approach. That sometimes is a good thing. But the other side of that coin is that when you get up into the range where it’s actually going to help you out...You’re now going to touch down on a slick surface with that speed and often wind up touching down long as well. Sometimes, not an issue. Sometimes it sure can be. Let's not leave out traveling through more moisture in a shorter time span as well.
I’m interested in seeing what they come up with for this one. I’d sure hate to hear they didn’t have their de-icing systems set properly.
Also - Keep in mind here guys – They’re called “DE-ICING” systems. Not “ANTI- ICING” systems on the Dash-8 (and a zillion other aircraft). I’m not sure about the system on the Dash-8, but I know on a lot of what I’ve flown, you can set the cycle rate. If applicable, I hope they were on MAX. Regardless, as I said before: Bad to Worst happens really quick in the “
wrong” conditions.
- Shelby