Cold weather flying

[helidoc]

With the weather out here in California generally being associated with fair weather flying but lately having been been below freezing I have been worried about some upcoming flights I might make in this cold weather period. Although I have seen the pictures with leading edge ice on the rotor blades and stories of loss of lift, how much should I be concerned about it in otherwise clear weather (no snow or rain). Any tips from those of you with more experience? I know I can figure out the freezing point and altitude but really, practically what does that mean to a helo pilot when you can't see any moisture except maybe AM frost and are flying at relatively low altitudes compared to fixed wing? How concerned should I really be? Thanks in advance.

[apiaguy]

If you are not flying in visible moisture (clouds/rain/snow) you have nothing to worry about, there will be no accumulation. It isn't like you can get ice anytime in certain temps like with a carburated engine. You have to be in the clouds to be concerned.

[HeloPitts]

I would'nt be to worried about it. You have to be in visible moisture to get ice on the helicopter I regularily fly in very cold weather and have never gotten ice on the blades not to say that it won't happen but you have to be in visible moisture Fog, freezing rain, clouds. The ice will usually form on the airframe first so keep a close eye out, also be careful around inversions. We fly when it is snowing, But you just want to make sure it is a cold dry snow. One of the things to be most worried about is that when you pull the helicopter out of the hangar when it is snowing, because the helicopter is nice and warm the snow will land on it than freeze.

[Pogue]

Just remember to use carb heat as necessary.

[helidoc]

Thanks for the advice. Fortunately I fly a turbine so don't have to worry about carb heat anymore.

[Pogue]

Thanks for the advice. Fortunately I fly a turbine so don't have to worry about carb heat anymore.

 

How about pitot heat, then... :-)

[helidoc]

I think there is a knob for that.......

[Linc]

And engine anti-ice if it has it. On my aircraft, it is only about a 3% mast torque penalty on power, but at cold weather performance figures, I can afford it.

[apiaguy]

hold up guys, don't get carried away. No need for pitot heat or engine anti-ice just because you're flying in sub zero temps. He said he was flying in otherwise clear conditions just some morning frost. All those accessories are for when there is moisture! No need to burn up pitot elements and draw amps and suck 3% engine power just because you can afford it.

 

If there is no moisture (READ CLOUDS/RAIN/SNOW) that you're flying in, simply below zero out, no special precautions necessary.

[Linc]

In subzero (celsius) temps, I doubt I'm going to burn out the element. The heat is being dissipated by the temperature whether or not the ice is present. The rule in the U.S. Army is less than +5C and visible moisture. That is simply when you must turn it on to prevent icing, not ONLY when it should be turned on.

 

Additionally, I fly in less than 1000/3 and with the threat of snow showers and lake effect storms. Like I said, the 3% penalty in subzero temps isn't much of a penalty at all when my max torque available and continuous torque available for the day are the same (100%). I only need 75% to takeoff and less than that for cruise.

 

A precaution is just that, a caution you take prior to encountering a hazard, otherwise they would call it a postcaution, right? You do have a point, the pilot should consider the likelihood of encountering the hazard when determining which steps to take.

 

When the frost (frozen moisture?) melts, is there a mist? If there is, and you are in proximity to that, I would take precautions unless you can determine that the temperature in the area is above +5C, or whatever your guidance is.