March 1, 2009
What timing! Shortly after the December 2008 “Wx Watch” (“Icing Facts and Myths”) came out, the NTSB issued a Safety Alert. The topic: ice bridging, which is a controversial phenomenon that may or may not exist, depending on who’s talking. Ice bridging occurs when ice accretions build over de-ice boots. In spite of the expanding and contracting boots, the ice buildup is such that it doesn’t break off. This is most likely to occur when boots are inflated too early and too often during the onset of icing. At least that’s the time-honored advice that persists to this day—in many pilot operating manuals, and in anecdotal yarns. So tradition holds that you wait until one-quarter to one-half-inch of ice forms on airfoil leading edges before inflating de-ice boots. This way, you’re apt to cause a more complete shedding of ice.
But a 1997 NASA ice bridging conference involving government and academic experts determined that ice bridging does not exist. Yes, pieces of ice may adhere after a too-early boot inflation, but NASA said that experience has shown that this residual ice will soon break off in subsequent inflation cycles. That’s the information I passed along in the December 2008 article.
In a timely move, the NTSB issued its alert. The full document can be called up online. To paraphrase, the alert says the following:
The alert goes on to make some recommendations:
While the NTSB hedged a bit, it seemed to follow NASA’s lead of 12 years ago. So what do our actively flying member-readers say about the subject? Is ice-bridging real, or do the eggheads have it all wrong?
Almost immediately after the December “Wx Watch” hit the mail, my e-mail inbox went into overdrive. Seems many pilots have experienced ice bridging, contrary to the official advice. Here’s an edited sampling:
Bill Rimer wrote, “I’ll take real-world knowledge any day over limited testing simulating icing in only a few types of airplanes…I personally never experienced bridging of operating boots, but every time I cycled the boots before there was a good buildup of ice I regretted inflating the boots early. Every time. I would find the ice didn’t break off cleanly and there would be areas with ice that almost always would stay on the leading edge of the wing for the duration of the flight…with light ice it is almost always best not to inflate the boots at all to leave a rough leading edge and let the air polish and sublimate the ice.”
Jeff Webb said, “Ice bridging does exist. I’ve seen it. Other pilots who fly with me have seen it. Do I think it happens often? No. I think that many factors have to be just right for bridging to exist, i.e. center of gravity, angle of attack, rate of accumulation, and type of ice. I currently fly a Metroliner and have logged 5,000 hours in this one serial number. Have a two-position switch, Auto and Manual. I’ve experimented with both. Letting the ice accumulate and using the Manual mode does leave a cleaner wing, but the Auto mode works fine most of the time. Auto mode is good when you get task saturated.”
Terry Biebel e-mailed to say, “I invite you to come along on a typical flight in the Cessna Caravan…ice simply will not shed on the Caravan until there is an adequate buildup. Usually, if I cycle too early, the ice fractures, the boots deflate, and the ice remains. I am in my first real season of night freight, five days a week. Your article is very informative, but I strongly disagree with the theory. I argued with fellow pilots who were senior to me. ‘NASA says,’ I would tell them. They would just say, ‘you’ll see!’”
So the debate continues. I’m willing to accept—especially after this mail—that under certain worst-case, high-accumulation-rate conditions, ice bridging can occur on some types of airplanes.
On the other hand, NASA, NTSB, and other organizations have studied the problem extensively, so I wouldn’t dismiss their findings out of hand. In any event, the old rules still apply, and on that everybody agrees: Avoid icing at all costs, and escape it the moment it’s encountered.
E-mail the author at firstname.lastname@example.org .
The NTSB has been vocal in its pronouncements on icing. You can download and print out the NTSB’s “Most Wanted List” icing recommendations online. The information makes good instructional material for flight instructors to hand out to students, and serves as a quick summary of the accident-related icing safety recommendations. And in case you want to see the innards of an icing wind tunnel, go online for a look at some of the work the NASA Ames Aeronautical Test Community is doing on tailplane icing. That’s a subject we’ve discussed before in “Wx Watch,” and will no doubt revisit in the future. After all, icing never goes away.
Safety and Education,
General aviation accident reductions in 2013 could be “a positive sign” about how pilots are approaching training, education, and proficiency.
The Flying Physicians Association (FPA) has become the latest group to lend support to third-class medical reform and urge government officials to speed up their review of the Federal Aviation Administration’s (FAA) notice of proposed rulemaking (NPRM). The NPRM would expand the number of pilots who could fly without needing to obtain a third-class medical certificate, a standard that has been successfully used by sport pilots for a decade.
A survey of flying doctors found that 80 percent favor third class medical reform.
VOLUNTEER AT AN AOPA FLY-IN NEAR YOU!
SHARE YOUR PASSION. VOLUNTEER AT AN AOPA FLY-IN. CLICK TO LEARN MORE >>>
VOLUNTEER LOCALLY AT AOPA FLY-IN! CLICK TO LEARN MORE >>>
BE A PART OF THE FLY-IN VOLUNTEER CREW! CLICK TO LEARN MORE >>>