WELCOME ADVANCE FLYING ACADEMY
CESSNA 162 FULL PILOT TRAINING COURSE
ICING
INADVERTENT ICING ENCOUNTER DURING FLIGHT
1. Turn back or change altitude to exit icing conditions. Consider lateral or vertical flight path reversal to return to last "known good" flight conditions (to obtain an outside air temperature that is less conducive to icing). Maintain VFR flight.
WARNING
FAILURE TO ACT QUICKLY MAY RESULT IN AN UNRECOVERABLE ICING ENCOUNTER.
2. CABIN HEAT Control Knob - ON (pull full out)
3. A/P DISC/CWS (if installed) - PRESS (verify autopilot disengages and aural alert is heard)
WARNING
DO NOT ENGAGE AUTOPILOT WITH VISIBLE ICE ON AIRFRAME OR AFTER ENCOUNTERING ICING CONDITIONS.
4. Watch for signs of induction air filter icing and apply carburetor heat as required. Monitoring the G300 Carb °F Indicator may assist early detection. A loss of engine RPM could be caused by carburetor ice or ice blocking the air intake filter. Adjust the throttle as necessary to hold engine RPM. Adjust mixture as necessary for any change in power settings or if carburetor heat is used continuously.
5. Watch for ice accretion on pitot tube and signs of pitot-static icing. Airspeed and altimeter indications may become unreliable.
a. Attitude and Heading information will remain reliable in event of airspeed and altimeter failure. Use attitude indicator to monitor pitch and bank.
b. Reference GS (ground speed) in conjunction with GPS derived wind information to determine an approximate airspeed
c. Reference GPS ALTITUDE on MFD INFO page (if installed) or select G300 TERRAIN Profile page. GPS Altitude is provided by the white arrowhead on the left side of the TERRAIN Profile display.
d. Navigate using Heading Strip, Lateral Deviation, and GPS moving map (GPS moving map and TERRAIN Profile can not be displayed at the same time).
NOTE
GPS information is not as accurate as barometric data but will provide an approximate value for comparison to pitot static instruments or a back-up if barometric instruments become unreliable.
6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable off airport landing site.
7. With an ice accumulation of 0.25 inch (6.35 mm) or more on the wing leading edges, be prepared for significantly higher power requirements, higher approach and stall speeds, and a longer landing roll. Gently pitch and yaw the airplane periodically to keep ice bridging on the controls to a minimum.
8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness.
9. Perform a landing approach using a forward slip, if necessary, for improved visibility.
10. Approach at 65 to 70 KIAS (estimated 70 KTS if using GPS for airspeed indication) depending upon the amount of ice accumulation.
11. Perform landing in level attitude.
12. Go arounds should be avoided whenever possible because of severely reduced climb capability.
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Click 👉 FUEL DISTRIBUTION
Click 👉 REDUCED TANK CAPACITY
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Click 👉 MASTER SWITCH
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