Post by LOU on Jun 17th, 2011 at 12:46am
CoolP, the worst icing I saw was in a holding pattern at about 6,000 feet, south of KORD. The temps were just a bit below freezing and since we were slowed to get ready to leave the holding area for the approach we had some flap out. It seemed to take a bit of extra power to hold altitude. When I turned on the inboard landing light we could see a pretty good load of ice on the wiper nut. This could have been a problem for a rubber boot plane, but the 727 had plenty of hot air to keep the ice off the wings and engines.
You know its true, the CS planes are pretty well done for the cost of the model. The more I play with the planes the more impressed I am with this group in Captain Sim.
Each airline had slightly different temp numbers for the use of anti-ice, but the ones I remember were: when the temps are between +10C and -40C and there is visible moisture (fog, mist, rain, clouds) engine anti-ice should be turned on before entering the area. Of course, anti-ice was off during engine start, but as each engine was started and reached idle RPM, the anti-ice was turned on and left on until the need was no longer there. As the plane would speed up after takeoff, you had to keep an eye on the TAT so as not to do damage to the engine. If the TAT reached +11C you could turn off the anti-ice. Some times during climb, pilots would keep the speed up to make the TAT stay above the +10C to obtain a better climb. Remember, the 727 was not a great climber, so every bit of EPR helped. The difference between SAT (static air temp) and TAT (total air temp) or ram rise was as much as 30 degrees C at higher speed of cruise. The 727 had a Rosemount Temp Probe with 100% recovery. The 707 was an older plane and had a temp probe that required a bit of math to obtain TAT.
In the descent there were a few times that the RPM had to be kept above 70% N1 to insure enough bleed air for the anti-ice, but more than likely it was the F/E who would need a bit more RPM so as not to loose the cabin since the planes leaked like a corn crib. :o
You only needed to leave the flaps down if you landed in a bunch of slush or very wet snow. This was so ice would not get packed into the flaps and flap track areas.
Here is another little item that is related to icing in a way...
These little devices are found on most planes that can fly faster than my J-5 Cub. They are static discharge wicks. In this screen capture of a CS-707, you can see a small cluster of them. The small plastic rods have a very thin wire embedded through the center of the plastic and bonded to parts of the plane, normally at the end of the wings and stabilizers. The purpose is to bleed off the static charge that the plane builds as it flies through the air. Higher charges build during flight through water and ice. since the plane is stripping electrons and building a big charge. One of the first signs of a very high potential is St. Elmo's Fire. The area around the windshield and wipers sometimes would glow with a blueish light and look like mini lighting dancing around the plane. Some times the charge builds so fast that the wicks cannot bleed off the charge and a static discharge occurs. Basically, it is a lighting strike from the plane to the surrounding air or cloud, and can be pretty exciting! :o At times I have seen it do some damage to parts of the plane. The static charge builds faster in ice crystals than most other types of moisture.
Lou
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You know its true, the CS planes are pretty well done for the cost of the model. The more I play with the planes the more impressed I am with this group in Captain Sim.
Each airline had slightly different temp numbers for the use of anti-ice, but the ones I remember were: when the temps are between +10C and -40C and there is visible moisture (fog, mist, rain, clouds) engine anti-ice should be turned on before entering the area. Of course, anti-ice was off during engine start, but as each engine was started and reached idle RPM, the anti-ice was turned on and left on until the need was no longer there. As the plane would speed up after takeoff, you had to keep an eye on the TAT so as not to do damage to the engine. If the TAT reached +11C you could turn off the anti-ice. Some times during climb, pilots would keep the speed up to make the TAT stay above the +10C to obtain a better climb. Remember, the 727 was not a great climber, so every bit of EPR helped. The difference between SAT (static air temp) and TAT (total air temp) or ram rise was as much as 30 degrees C at higher speed of cruise. The 727 had a Rosemount Temp Probe with 100% recovery. The 707 was an older plane and had a temp probe that required a bit of math to obtain TAT.
In the descent there were a few times that the RPM had to be kept above 70% N1 to insure enough bleed air for the anti-ice, but more than likely it was the F/E who would need a bit more RPM so as not to loose the cabin since the planes leaked like a corn crib. :o
You only needed to leave the flaps down if you landed in a bunch of slush or very wet snow. This was so ice would not get packed into the flaps and flap track areas.
Here is another little item that is related to icing in a way...
These little devices are found on most planes that can fly faster than my J-5 Cub. They are static discharge wicks. In this screen capture of a CS-707, you can see a small cluster of them. The small plastic rods have a very thin wire embedded through the center of the plastic and bonded to parts of the plane, normally at the end of the wings and stabilizers. The purpose is to bleed off the static charge that the plane builds as it flies through the air. Higher charges build during flight through water and ice. since the plane is stripping electrons and building a big charge. One of the first signs of a very high potential is St. Elmo's Fire. The area around the windshield and wipers sometimes would glow with a blueish light and look like mini lighting dancing around the plane. Some times the charge builds so fast that the wicks cannot bleed off the charge and a static discharge occurs. Basically, it is a lighting strike from the plane to the surrounding air or cloud, and can be pretty exciting! :o At times I have seen it do some damage to parts of the plane. The static charge builds faster in ice crystals than most other types of moisture.
Lou
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