Capt_Night_Freight
February 25, 2001, 11:16 PM
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This was taken from the BALPA Log magazine.......Quote....
USE OF De-ICING BOOTS IN FLIGHT
There has been considerable work done since the Roselawn accident in 1994 to understand better the nature of in flight icing. Whilst further efforts continues to be made in accord with the joint US Department of Transportation and the FAA in flight icing plan this work is not yet complete . However reports continue to occur of in flight icing incidents that suggest that crews of turbo prop aircraft might not be aware of the dangers of allowing even small Ice deposits to build up in flight. It now appears to be becoming generally accepted that the practice of not activating the boots untill a good measure of ice has built up is discredited and furthermore has not been valid for very many years. The unfound myth of Ice-Bridging should not be allowed to inhibit crews of turboprop aircraft and other aircraft with boots from ensuring that their ice protection systems are activated as soon as any ice deposits are observered on their aircraft in flight.The tecnical committee dose not intend that this advice should replace conflicting instructions in aircraft or operator manuals, although representations will be made to the CAA to promote the necessary changes in training, procedures and documentation........ un quote
So when do you switch the boots on ?
I was told that if you wait for a loss of airsped of 10 kts the boots might work if you wait for a loss of airspeed of 15 kts they will probabley work but if you wait for a loss of 20 kts they will definitley work. I have always applied this method and have never had problems with ice and whats more have never suffered from premature inflation.
I would be interested to hear other views on boot operations particually with reference to early selection.
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When the weight of the paper equals the weight of the airplane, only then you can go flying.
This was taken from the BALPA Log magazine.......Quote....
USE OF De-ICING BOOTS IN FLIGHT
There has been considerable work done since the Roselawn accident in 1994 to understand better the nature of in flight icing. Whilst further efforts continues to be made in accord with the joint US Department of Transportation and the FAA in flight icing plan this work is not yet complete . However reports continue to occur of in flight icing incidents that suggest that crews of turbo prop aircraft might not be aware of the dangers of allowing even small Ice deposits to build up in flight. It now appears to be becoming generally accepted that the practice of not activating the boots untill a good measure of ice has built up is discredited and furthermore has not been valid for very many years. The unfound myth of Ice-Bridging should not be allowed to inhibit crews of turboprop aircraft and other aircraft with boots from ensuring that their ice protection systems are activated as soon as any ice deposits are observered on their aircraft in flight.The tecnical committee dose not intend that this advice should replace conflicting instructions in aircraft or operator manuals, although representations will be made to the CAA to promote the necessary changes in training, procedures and documentation........ un quote
So when do you switch the boots on ?
I was told that if you wait for a loss of airsped of 10 kts the boots might work if you wait for a loss of airspeed of 15 kts they will probabley work but if you wait for a loss of 20 kts they will definitley work. I have always applied this method and have never had problems with ice and whats more have never suffered from premature inflation.
I would be interested to hear other views on boot operations particually with reference to early selection.
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When the weight of the paper equals the weight of the airplane, only then you can go flying.