First approach in actual

David Megginson wrote
Personally, I'd want lots of other escapes either way -- I have
trouble imagining that I'd cancel fewer flights just because I had a 240 hp
engine.

Given what I've seen of winter flying, I think the problem is with
your imagination .

Seriously - any time you stick your nose into the clouds in
subfreezing temperatures, you are accepting SOME risk of ice taking
you down. Legalities aside, you have to decide how much risk you are
comfortable with. But having made that decision - realize that danger
is relative, and inexperience can be a magnifying glass (to quote
Lindbergh).

Having encountered ice both in low powered airplanes (Tomahawk,
TriPacer) and in my 320-hp Twin Comanche (comparison not direct - the
150-hp TriPacer was 2000 gross; the 320-hp Twin Comanche is 3600
gross, so the power loading difference is significant but not as
dramatic as the raw numbers might suggest), I can tell you with
absolute certainty that there is a DRAMATIC difference in the options
available. And so yes, I believe understanding of that difference
(which, unfortunately, only comes with experience) would indeed cause
you to cancel fewer flights with the bigger engine while maintaining
the same (non-zero) tolerance for risk.

Of course there is more to it than just power - I would be far less
comfortable in icing conditions in a Tiger than in a Cherokee 180,
even though the power is the same. Aerodynamic design counts for
something as well. But the basic idea is that there are differences
in the way different airplanes handle ice accumulation, and those
differences are significant. There are those who would believe that
unless you're in a known-ice Navajo, you might as well be in a
Cherokee - but that is simply not true. More power gives you more
options to escape.

Of course if your tolerance for icing risk is zero, this all goes out
the window. But in that case, the instrument rating is worthless in
half the US for half the year, and I imagine it's only worse in
Canada.

The one situation I can think of where it would make a big difference is
flying in the mountains out west (which I don't do) -- I'd be nervous flying
IFR in even remotely-possible icing conditions in a 160 hp or 180 hp plane.

Or VFR over the top, for that matter. Those ice-laden clouds below
you can come up to get you. Guess how I know...

I'll give you another situation - you have a low overcast layer, bases
about 1500, tops to 5000 or so. With plenty of ponies, you can put
the plane level at full power under the bases, accelerate to as far as
she will go, zoom up, and in about three minutes you are on top -
carrying some ice, but now you're in the sunshine and that ice will
come off. Try that trick with a Cherokee...

Michael