Code 7700 LLC. If unsure and all the charts seem overwhelming, sometimes it’s good to talk to a flight service briefer. Also is there anything in the aircraft to reduce ice on the windshields? Aircraft icing has been widely recognized as a severe weather hazard to flight safety in cold climate. Identification of temperature and moisture conditions conducive to airframe icing that would tip off pilots to activate the ice protection system. This is because the ice particles tend to bounce off an aircraft surface, while the supercooled droplets freeze and adhere. For large ice shapes, especially those with horns, the lift may also be reduced at a lower AOA as well. The rapid freezing results in air being trapped, giving the ice its opaque appearance and making it porous and brittle. If there is sufficient liquid water in the air to pose an icing threat, it will be visible in the form of cloud or liquid precipitation. The entire leading edge of each rotor blade had about an inch of ice, making the blades so aerodynamically inefficient that full rpm at flat pitch wasn’t possible. Note: Because of the variability in space and time of atmospheric conditions, the existence of a report of observed icing does not assure the presence or intensity of icing conditions at a later time, nor can a report of no icing assure the absence of icing conditions at a later time. Rate of accumulation slightly greater than rate of sublimation. At temperatures above about 51C, adiabatic compres- sion of air may increase the actual temperature along the leading edges of the airframe to above freezing; typical dynamic heating corrections are 1–21C for small,slowaircraft,toasmuchas6–81Corhigherfor large, faster-flying air carriers. Usually GA pilots look at temperature/wind aloft, airmet zulu, sigmet and other weather report to figure out freezing level and area of potential icing conditions. The horizontal extent of a single cumulus cell averages 2 to 6 nautical miles. The greater the liquid water content of the cloud, the more rapidly ice accumulates on aircraft surfaces. ACTION: Immediately activate the ice protection system if it is not already activated. This process usually forms horns which can substantially disrupt the airflow over the wing.

Above around 34deg F is too warm obviously and an extremely cold cloud probably wont give too much icing but its a hit and miss kinda thing. The more hazardous ice shapes tend to form at temperatures closer to freezing. Sure, he warns you when he is giving you his personal techniques, but you should always follow your primary guidance (Aircraft manuals, government regulations, etc.) Icing conditions are only present in temperatures between 0ºC and -40ºC, with the highest risk occurring between 0ºC and -15ºC. It is at these temperatures that airframe icing appears to be most likely. I suggest you do some research before drawing any assumptions on how you think things should be. The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment or diversion is necessary.