List of planes that aren't good in icing

The problem with the Vans is not so much the vans, but the Pilots.
Most of the wrecks were departing with a contaminated airplane, or overweight, or both. There are a few exceptions, but very few got "pulled out of the sky" due to ice.
A timely diversion, or return, and preflight planning helps things a long way.
 
Itchy said:
The problem with the Vans is not so much the vans, but the Pilots.
Most of the wrecks were departing with a contaminated airplane, or overweight, or both. There are a few exceptions, but very few got "pulled out of the sky" due to ice.
A timely diversion, or return, and preflight planning helps things a long way.
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:yeahthat:

Airplanes have limitations for good reasons.

Yes, the Caravan is not the best airplane in ice, but if memory serves, there was something released this year stating that over 50 types have icing issues, not just the Caravan. At least Cessna is working on the problem rather than turning a blind eye.
 
ctab5060X said:
:yeahthat:

Airplanes have limitations for good reasons.

Yes, the Caravan is not the best airplane in ice, but if memory serves, there was something released this year stating that over 50 types have icing issues, not just the Caravan. At least Cessna is working on the problem rather than turning a blind eye.
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For the most part Cessna's idea of working on the problem is placing more placards and now and ice light that warns a pilot he is too slow.
 
mikecweb said:
For the most part Cessna's idea of working on the problem is placing more placards and now and ice light that warns a pilot he is too slow.
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That and requiring completion of their "Caravan Cold Weather Ops' program. Buy, you gotta start somewhere. At least they haven't completely ignored the problem.

For what it is worth, I saw an article not too long ago saying that starting in March 08, new Caravans are going to TKS.
 
And this thread goes to show that I do occassionally make aviation posts on this website! :)
 
mikecweb said:
For the most part Cessna's idea of working on the problem is placing more placards and now and ice light that warns a pilot he is too slow.
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FAA's idea not Cessna's. The truth to the 208 is a little of both when it come to the plane sucking in ice and the pilots flying them. I've had 5+ inches of ice and lived. All I could do was max torque and a 500 fpm descent and divert. Wasn't fun, but it turned out ok. The problem with the 208 is the lack of climb power. If you put a 800-1,000 turbine and a 4 bladed prop and allowed that power for climb and kept the redline at 175 it would have a better margin of safety. Thats my idea, but I understand that would cost to much. More placards here we come.
 
PeanuckleCRJ said:
I'm just trying to figure out who on earth things holding with flaps extended (especially in icing!) is a good idea. I do know the ATR drivers now have to look for a certain pattern of ice formation on the windshield now to recognize the stuff that brought down the Eagle flight.
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Just a side point some a/c AFM's will actually suggest using some flap in severe icing situations. No idea about the ATR just know that some a/c recommend this.
 
CRJ200 sucks in icing if you want to climb..... Any 700/900 drivers out there...how do those planes compare to the -200?
 
NJA_Capt said:
Case in point......

By the way, there is a video taken from a Brasilia passenger that shows it rolling following an icing encounter coming back from the Bahamas.

This isn't the video (but it's out there..)
http://aviation-safety.net/database/record.php?id=20010319-0

Here's one that didn't turn out well.
http://video.google.com/videoplay?d...l=7&start=0&num=10&so=0&type=search&plindex=5
Click to expand...

The Brasilia has had some history of roll upsets in ice. Once again due to poor speed management in those conditions. In my own experience flying winter in the Rockies I have not seen it do poorly in the ice, BUT we keep the speed above 170 and look for an way out. (Usually well above 170 if I can. :) )

The above flight is well documented and covered in our training. One of the results of that incident is that we have an added alarm that activates if we get slow in the ice. (Nicknamed the " Comair Box," and it sounds a lot like a household smoke detector when you make it angry.)
 
Have any of you heard of the new anti/de-ice system that was just approved by the FAA? It uses a small device that converts electricity into acoustic waves on the leading edge of surfaces. It varies the frequency and intensity of the acoustic waves by a microprocessor based on a variety of environmental conditions. In the research it was found that the vibrations the acoustic waves produce and the way the vibrations are applied to the surfaces by the system, it is the most effective "mechanical" anti/de-ice system to date, performing better than heated wing surfaces!

-Ryan
 
Mavmb said:
I never heard any Captains complain about the 700 or 900, just the 200.
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I was bitching about the slow climb in the 700 yesterday coming out of Ottawa with the wings and cowls on (that's everything in the CRJ) until I realized that we were doing 2500fpm through FL200, where the 200 would have been lucky to get 500fpm in the same situation. In my limited experience with it, the 700 is *much* better in ice.
 
MQAAord said:
]If I had to pick a airplane to fly in ice, give me a Shorts anyday. Agents were known to have hammers to knock the ice free from the doors upon arrival.
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That's Right!!! Not much icing available out where I was flying it but with the kind of power that you are getting out of PW PT6A-45R...there's not much that it can't do. It may not be pretty but she'll move some boxes and always get you home. I know some of you Divas have to pose and style for those pics that you put up on your MySpace pages and you don't want to be associated with the "Sherp" but those airplanes are bulletproof. :D
 
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