Date: Mon, 10 Jan 2000 10:22:42 -0500
From: Lynda Frantz <LFrantz@compuserve.com>
Subject: What if
Sender: Lynda Frantz <LFrantz@compuserve.com>
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>Do you:
       1.  Turn around and go back to VFR weather?
       2.  Climb up to 29,000' ?
       3.  Enter IMC and try to find a layer without icing?
I suggest imagining one additional problem thrown upon the existing mix of
problems in making these continue and go no go decisions.  Ask yourself
what would happen if the master relay fails open, or the cabin pressure
controller malfunctions, or the ............ At the flight levels, the heavy metal is the primary source for icing
reports.  Light to moderate icing to the big iron will be moderate to
severe for the little guy.
The other condition mentioned was that the freezing level goes all the way
to the ground, a factor that makes entering icing conditions without antior deice equipment a no brainer.  It is illegal and foolish to take off
with ice adhearing to the aircraft wings, why would you want to land that way?
Considering the limited capabilities of the aircraft, Option 1 is the only
correct answer.Options 2 and 3 are adding more risks to a flight that was
turning bad even before departure.  You did the right thing assuming you
turned back.
I suspect that this question was put forward to foster some discussion
about flying into known icing conditions without the proper equipment and
that the answer was already known. 
My Lancair 360 (non-critical laminar flow airfoil) has never seen forcast
icing conditions and I plan to keep it that way.  When it flys in light
rain, I've seen the IAS decrease by  about 5-8 knots.Light icing, which
is all I have experienced, seems to have less effect on the cruise IAS
than rain. Contaminated wings are known to have a lower critical AOA and
 a higher stalling airspeed.
Jim Frantz   


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