Truth In Icing

I received a call from the owner of a turbocharged, high-performance single who lives in the Great Lakes region, well-known for icing conditions in late autumn, winter and early spring. His airplane was equipped with an aftermarket TKS-style ice protection system and was not FAA-approved for flight in known icing (FIKI). The pilot wanted to discuss strategies for flight during the cold times of the year, including insights into conditions where icing layers are vertically thin and/or rates of ice accumulation are typically light (or even only a trace).

Tom Turner

Thursday, November 29, 2018 at 12:00 AM ET

Verified

Key Takeaways:

Aircraft not certified for flight in known icing (non-FIKI) are essentially prohibited from flying in conditions where airframe ice is possible, as even trace amounts require immediate diversion, delay, or cancellation.
Common pilot rationalizations for flying in icing conditions—such as relying on increased speed, extra power, or low-probability forecasts—are flawed and dangerous, as ice unpredictably degrades aerodynamics, visibility, and engine performance.
Even aircraft certified for known icing (FIKI) have strict limitations (e.g., not for freezing rain/drizzle) and require pre-planned escape routes; ultimate safety relies on diligent weather analysis and active avoidance strategies like flying in VMC or at appropriate altitudes.

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I kept circling back to the fact that his particular airplane was not FIKI-approved and that he does not have the authority to make a “quick climb” or “quick descent” through an icing layer, to take off when airframe ice is reasonably possible where he will fly, or to begin a descent and approach if the airplane ahead has reported even a trace of ice.