Agreed, he has incredible luck. Some of the heaviest ice I’ve had is in summer which seems counter intuitive.

Andrew

You either have tremendous schedule flexibility to avoid any cold clouds,


I can't go 40 hours without some ice encounter, including the summer.

Mike C.

You either have tremendous schedule flexibility to avoid any cold clouds,

Or your plane has magical properties,

Or you aren't telling the truth.

I can't go 40 hours without some ice encounter, including the summer.

Mike C.

Ah, so you get ice, you just don't use the icing systems on the aircraft despite the AFM guidance:

"Prior to entering icing conditions, activate all ice protection systems as required.

If not already activated, select all systems as required, immediately icing conditions are identified."

Mike C.

Ah, so you get ice, you just don't use the icing systems on the aircraft despite the AFM guidance:

"Prior to entering icing conditions, activate all ice protection systems as required.

If not already activated, select all systems as required, immediately icing conditions are identified."

Mike C.

That's not me but good job looking like a weirdo.

Mike C.

You guys are like my two cats: I need a spray bottle to squirt you!

---

While we're all in here chatting, I believe I mentioned above that a good friend of mine sold his delivery position for the Cirrus jet, and purchased an Eclipse 550 instead, based in large measure upon the Eclipse program of giving full purchase price trade-in credit on the new Canada Jet when it is certificated.

My question for you all is this: do you believe that the Canada Jet will make it to market?

If so, why?
If not, why?

Jason, I am guessing that you are at least using the prop heat, inlet heat and inertial separator to preserve thrust and to protect your engine from ice ingestion. There was a lot wrong with the fatal TBM icing accident to talk about, but I wonder if the TBM icing fatal was in part caused by the pilot short cutting the IPS on his plane because it didn't matter... until it did. In this fatal case the pilot did not have his windscreen heats on which would allow large amounts of rough ice to form on the largest unprotected surface of that aircraft which would have decreased performance significantly. He also did not have his inertial separator open, which likely allowed ice ingestion, not sure if that was the rattle that the pilot described right before he lost control, or even if he could be suffering from compressor stalls. The blades looked beat up to me. The NTSB did not touch on either of those factors, but I think may have been more related. There were a lot of FIKI planes flying that day that did not go down including TP's. Anyway, I have to go with Mike here. I encounter a lot of ice, which I would regardless of what kind of plane I flew. Going up and down through layers, you are going to get ice year round. As far as magical properties, maybe the PC12 does have those. I have a friend that flies a PC12 also in the Southern part of the country and describes low amounts of ice and IMC as well. Not true for those of us living in the top part of the country

We have ice vanes on the King Air. I can't see the engine inlets (inside) when flying, so, I don't know if there's accumulation. Therefore, ice vanes out when +5 or lower in visible moisture. I used to wait until I saw some accumulation in other places, but the inlet is different and may have ice forming I can't see. Anyway, what we do.

Not taking sides on Eclipse, but Day Jet did affect their purchase agreement which ran me off. When they got all those orders, their head swelled a bit and they changed the escrow/purchase agreement disallowing sale to a third party without their first refusal and several other provisions: we'll tell you when to send money and how much with no benchmarks. I was seriously considering it as a step-up to our P-Baron until their agreement got so one sided.

The PT-6 pilot has to decide between ice protection or power loss, caused by inertial separator.

TPE 331 operators can have engine ice protection with no loss of speed, climb or power.

In a PT-6 airplane it’s tempting to not use engine heat. Particularly on a long flight where it might eat into your arrival fuel.

That's not me but good job looking like a weirdo.

Mike C.

I know when to use the ice protection on the airplane. I didn't say "I never use ice protection". I said "I've never been in an icing situation where ice protection NEEDED to be used". As in, it's always been extremely light.

I fly a lot in the top part of the country and in the ski resorts.

I don't know how you can avoid it if you want to maintain any semblance of a schedule. Now that I'm back to making night trips in a king air (just like back in college, have i made no progress?????) I'm reminded that turboprops live in icing altitudes, unable to go higher and too thirsty to go lower.

I'm not "avoiding it". I fly right into it. It has never amounted to anything.