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My first freezing rain encounter
The weather was perfect for flying yesterday morning, sunny, mostly
blue sky with about 12000' ceiling and little wind (unlike the day before when we canceled our flying plan due to 13G24 wind). As usual, we checked weather sites, TAF/weather map etc before heading to the airport. Bad weather is moving in but not until later in the day with 3000' ceiling at 3pm and light rain predicted at midnight or so. Our plan was just to do some local IFR training flights taking turns wearing foggles or acting as the safety pilot. After entering the gate, we glanced at the ramp and saw quite a bit of activities with several vehicles and a small group of people at the north side of runway 24. In closer look, we saw a plane landed off the runway in the grassy area with half of the wing stuck in a fence. We immediately thought that the accident was due to the gusty/windy condition the day before. It turned out that it was due to an engine trouble on take off, luckily the pilot walked away unarm. We saw both the pilot and the owner in the pilot lounge. Both looked quite grave and were busy checking AIG insurance policy on open pilot cause. We have always done a thoroughly preflight inspection and preparation but this incident made us double-checks everything. After plugging in the Reiff heaters and put on the nose mitten, Rick went and chatted with a friend who was preheating his with a propane tank. He also had a new engine and we both felt that preheating was needed even in temp near 40F. The was quite a lot of activities on the ramp and in the pattern in this relatively warm January weather. We went to the mall nearby to pick up some tools at Sears while the engine being heated. In checking the sky after our shopping, I was somewhat concerned of the overcast instead of earlier blue sky but Rick assured me that the ceiling should stay high enough for our practices. We had planned to take off at before noon, but all the activities added up and we did not depart until 1pm. The tanks were more than half full. We thought of topping off but to save time, Rick suggested that instead of flying northeast to Pawling VOR, he could do his practice on the way north to Columbia. We could fuel there and I could fly to Pawling on the swayback for my practice turn. ATIS at taxi time indicated 5000' ceiling with about 2C spread between temp and dew point. While Rick was under the hood, I noticed that both the ceiling and visibility seemed to get worse as we approached 1B1, so I suggested him to cut the practice short and just prepared to land. Columbia AWOS indicated wind at 200, 12 gusting to 18 (in contrast with 6 knots wind at Dutchess) and with only 1C spread between temp and dew point. We quickly fueled up, sumped the fuel, did a walk around inspection, listened to AWOS then took off again. Ceiling had lowered to 3500' and temp and dew point were both at 3C. I turned on the pitot heat and made sure that cowl flap was close and the engine was leaned. After about 15 to 20 minute under the hood, I heard Rick said in a somewhat alarming voice "Change your plan, we are heading back to Dutchess - It has started to rain". Then his raised his voice "Full throttle, full throttle, we have ice on the windshield". Rick immediately put on the defroster while I flipped on all our lights, landing/taxi/nav and double checked that the pitot heat was on, cowl flap close, carb heat off, engine leaned. We wanted the engine to kick off as much heat as possible. At the same time, I was also trying to descend to a lower altitude while keeping the speed just below the yellow arc. Rick wanted me to go down to 2000' both for warmer air and less headwind (we have something like 40' headwind at 3000') but I settled for 2500'thinking altitude was my friend. Rick told me the GPS showed the nearest airport was Kingston at 7nm and asked me whether I wanted to land there. Our encounter with freezing rain was quite brief probably less than a minute, because the windshield ice seemed to start melting where the defroster hit at the pilot's side and there was no evidence of additional ice build up. I had plenty of lift at full throttle, had to pull back the power to stay at 2500' and not getting in the yellow arc. I told Rick that I would continue south to Dutchess toward better weather. KPOU ATIS indicated ceiling of 4000' with 1C spread between temp and dew point. I contacted the tower for landing and also reported our light icing encountered. The tower told us that they would notify flight service. By this time, my side of the windshield was clear enough for VFR. In my vague recollection, I probably relied mostly on the instrument panel trying to keep straight and level, descent at steady rate, following the VOR radial back to KPOU. I have not officially started my instrument training but had done dozens of foggles hours and had just spent the entire week playing with my Christmas present, Elite v.8 with the IFR training manual. The practices really came in handy. In setting up for landing, I tried to stay high and slipped in with only 10-degree flap. Over the fence, I was still pretty high and somewhat fast so I dropped to 20-degree flap and reduced power to near idle to make sure that I would not land long on the 3000 feet runway. The landing was good and I was able to turn left to Alpha taxiway right to our tie-down area. The windshield was totally clear by the time we landed. I immediately got out and check the wings. They were still coated with a clear thin layer of ice which was melting quickly at 38F ground temperature. After my icing report to the tower, there were two planes taking off northbound. On our way out of the airport, we noticed several people standing near the ramp area having their picture taken. Rick stopped and asked whether they planned to go up soon. They nodded with big smiles. The pilot was on the ramp getting the plane ready. Rick told the passengers about the freezing rain/icing and suggested that should not go up. I am not sure whether they comprehend the danger of the situation by the look on their faces. I just hope that they would tell the pilot of our advice. In reviewing the incidence, we realized that we have made several small errors. First, we should leave a wider margin of time for the incoming bad weather. Secondly, we should not have changed our flight plan at the last minute. If we had planned to go north to Columbia, we would have paid closer attention to Albany TAF and weather report. After our flight, I checked my mail and found an urgent winter storm watch and warning for Albany region which remained in effect from noon to 5pm: "WARM MOIST AIR AHEAD OF A WARM FRONT MOVING INTO THE NORTHEAST FROM THE OHIO VALLEY WILL RIDE OVER VERY COLD AIR TRAPPED NEAR THE SURFACE. A MIXTURE OF FREEZING RAIN AND SLEET WILL OVERSPREAD THE REGION FROM WEST TO EAST DURING THE AFTERNOON AS TEMPERATURES GRADUALLY RISE THROUGH THE 20S AND TOWARD THE FREEZING MARK" It I had seen this warning of the temperature inversion, we would not done this flight! Doing my logbook after the flight, I noticed that this flight completed my 400th hour in 4 years. Paul Craig's "The Killing Zone" book identified the dangerous zone being between 50-350hrs. I don't really believe that I am safe being outside of this zone. Piloting is lifelong learning experience. We were just being a bit too complacent with our local flights. This incident was a great wakeup call. Hai Longworth |
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