X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 08 Nov 2013 15:24:24 -0500 Message-ID: X-Original-Return-Path: Received: from nk11p08mm-asmtp002.mac.com ([17.158.58.247] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6582246 for lml@lancaironline.net; Fri, 08 Nov 2013 15:13:25 -0500 Received-SPF: pass receiver=logan.com; client-ip=17.158.58.247; envelope-from=gw5@me.com Received: from [192.168.6.50] (ip-64-134-177-46.public.wayport.net [64.134.177.46]) by nk11p08mm-asmtp002.mac.com (Oracle Communications Messaging Server 7u4-27.08(7.0.4.27.7) 64bit (built Aug 22 2013)) with ESMTPSA id <0MVY001XDO5DLLB0@nk11p08mm-asmtp002.mac.com> for lml@lancaironline.net; Fri, 08 Nov 2013 20:12:51 +0000 (GMT) X-Proofpoint-Virus-Version: vendor=fsecure engine=2.50.10432:5.10.8794,1.0.431,0.0.0000 definitions=2013-11-08_08:2013-11-08,2013-11-08,1970-01-01 signatures=0 X-Proofpoint-Spam-Details: rule=notspam policy=default score=0 spamscore=0 suspectscore=0 phishscore=0 adultscore=0 bulkscore=0 classifier=spam adjust=0 reason=mlx scancount=1 engine=7.0.1-1308280000 definitions=main-1311080134 Subject: Re: [LML] Re: TBM CRASH -ICING TEB - what would you do? References: From: George Wehrung Content-type: multipart/alternative; boundary=Apple-Mail-82A4B438-CC3D-49A9-B6B7-8114281AA63C X-Mailer: iPad Mail (9B206) In-reply-to: X-Original-Message-id: <69DAB211-704A-494B-9A1D-DFF9276E6137@me.com> X-Original-Date: Fri, 08 Nov 2013 15:12:54 -0500 X-Original-To: Lancair Mailing List Content-transfer-encoding: 7bit MIME-version: 1.0 (1.0) --Apple-Mail-82A4B438-CC3D-49A9-B6B7-8114281AA63C Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii When going into questionable WX I would have called to get a good weather br= ief. They always go over Pireps and what the weather is doing. While on the= phone with them I generally have ADDS up looking at the progs, AIRMETS, and= SIGMETS. =20 I would like to think I would have altered my route or delayed once seeing h= ow vast that icing coverage was. I also think I might have considered stayin= g low until I could climb above that mess. It's one thing to go into known i= cing when it's light. But even in the mighty King Air that is certified for= known icing I get worried when I hear moderate and look at other options. =20= I have been in my share of icing in various planes in particular, I don't l= ike the sound of a base ball bat hitting the fuselage when the props are sli= nging ice. =20 But, then again, this is not a discussion in our little ES. Sent from my iPad On Nov 8, 2013, at 14:37, Colyn Case wrote: > splitting this thread from John's. > good tape. What would you have done and when? > It's a turbine with tons of climb power and boots and you've seen moderate= ice before. >=20 > a) stayed below IMC > b) not entered IMC until you were guaranteed a continuous climb to fl200 > c) accept clearance as given accident pilot and then violate clearance and= continue climbing once icing got beyond light, declare emergency=20 > d) descend as soon as you saw ice > e) something else >=20 > Colyn >=20 > On Nov 8, 2013, at 7:31 AM, PETER WILLIAMS wrote: >=20 > HI THERE >=20 > i came across this AOPA report on a TBM that crashed 17 minutes after taki= ng off from TETERBORO >=20 > i remember the news report. >=20 > in many ways a TBM performance envelop is similar to our LNC4; admittedly n= ot many Lancair aircraft=20 > have full de-ice equipment, but we could easily find ourselves in a simila= r situation. >=20 > FIVE MINUTES INTO THE ICING, and the plane is out of control >=20 > http://www.aopa.org/AOPA-Live.aspx?watch=3D9CC22A1C-9960-43A5-AC03-3757498= BE36C&WT.mc_sect=3Dtts&WT.mc_id=3D131108epilot >=20 > it is hard to stay vigilant, but that is how we get to be old pilots >=20 >=20 > peter >=20 --Apple-Mail-82A4B438-CC3D-49A9-B6B7-8114281AA63C Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
When going into questionab= le WX I would have called to get a good weather brief. They always go over P= ireps and what the weather is doing.  While on the phone with them I ge= nerally have ADDS up looking at the progs, AIRMETS, and SIGMETS.  

I would like to think I would have altered my route or d= elayed once seeing how vast that icing coverage was. I also think I might ha= ve considered staying low until I could climb above that mess.  It's on= e thing to go into known icing when it's light.  But even in the mighty= King Air that is certified for known icing I get worried when I hear modera= te and look at other options.  

I have been in= my share of icing in various planes  in particular, I don't like the s= ound of a base ball bat hitting the fuselage when the props are slinging ice= .  

But, then again, this is not a discussion i= n our little ES.



Sent from my iPad

On Nov 8, 2013, at 14:37, Colyn Case <colyncase@earthlink.net> wrote:

splitting t= his thread from John's.
good tape.   What would you have done and w= hen?
It's a turbine with tons of climb power and boots and you've seen m= oderate ice before.

a) stayed below IMC
b= ) not entered IMC until you were guaranteed a continuous climb to fl200
c) accept clearance as given accident pilot and then violate clearance= and continue climbing once icing got beyond light, declare emergency <= /div>
d) descend as soon as you saw ice
e) something else

Colyn

On Nov 8, 2013, at 7:31 A= M, PETER WILLIAMS wrote:

HI THERE

i came across this AOPA report on a TBM that crashed 1= 7 minutes after taking off from TETERBORO

i remember the news report.=

in many ways a TBM performance envelop is similar to our LNC4; admit= tedly not many Lancair aircraft <= /span>
have full de-ice equipment, but we could easily find ourselves in a= similar situation.

FIVE MINUTES INTO THE ICING, and the plane is out= of control

http://www.aopa.org/AOPA-Live.aspx?watch=3D9CC22A1= C-9960-43A5-AC03-3757498BE36C&WT.mc_sect=3Dtts&WT.mc_id=3D131108epil= ot

it is hard to stay vigilant, but that is how we get to be old pilots

peter

= = --Apple-Mail-82A4B438-CC3D-49A9-B6B7-8114281AA63C--