Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Wed, 30 Mar 2005 13:26:17 -0500 Message-ID: X-Original-Return-Path: Received: from [207.254.33.66] (HELO DEWEY2.Cadwell.cadwell.com) by logan.com (CommuniGate Pro SMTP 4.3c3) with ESMTP id 829891 for lml@lancaironline.net; Wed, 30 Mar 2005 11:03:37 -0500 Received-SPF: none receiver=logan.com; client-ip=207.254.33.66; envelope-from=CarlC@Cadwell.com Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C53541.EC66C44B" X-MimeOLE: Produced By Microsoft Exchange V6.5.7226.0 Subject: Another ice story X-Original-Date: Wed, 30 Mar 2005 08:02:50 -0800 X-Original-Message-ID: <63D0A1D8F168684F8502C4B8A229D79163D26F@DEWEY2.Cadwell.cadwell.com> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: Another ice story Thread-Index: AcU1QfDU7bHsakKLRUisvonFsrsvkg== From: "Carl Cadwell" X-Original-To: This is a multi-part message in MIME format. ------_=_NextPart_001_01C53541.EC66C44B Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Flying from Oakland to Kennewick, WA. Leaving OAK there is a large heavy rain area with icing reported at 12k. I follow the WxWorx to north of the precipitation staying at 6k with a freezing level forecast at 8k. Rain along the way. About 130 miles north, I am beyond the rain and WxWorx verifies this. Center says I need to climb to 8k. Still no problem and right at the freezing level with no ice. I then have to climb to 9k and I request FL230. Climb out is just a trace of rime around 12k and on top at 13.5k.=20 Everything is cool. I climb to 230 and level out. Hit my trim down and the plane starts a sudden and steep climb. My elevator is frozen. I bang on the yoke and break it loose. My wife jumps when the plane suddenly goes nose down. I trim for cruise. My ball won't center. The rudder is frozen. I push, don't pound or overly force the rudder and it does not break loose. So I trim it BACKWARDS as I had just learned that the trims are not going to deflect the control surface, but are now part of the control surface. I fly home and the rudder is still frozen. On descent it gets even more interesting. I can't trim anymore, so I am flying in a slip with my left wing down. At FL180, my engine dies. My wife is really upset now and being a good copilot starts telling me all the things that are alarming-cabin pressure, alternator, engine quit, etc. I knew all those things. Full rich, switch tanks and the engine self starts and we are powered again. But oh those sinuses! What happened? The left wing was selected and being in a prolonged slip, the fuel unported. OK, now let's get the speed breaks out to not overfly the airport and be able to get the gear out. The left one, will not deploy. Happens when rain is present and then fly in freezing flight levels. Yes, I had 60 degree temperatures reporting at the airport, so I knew this would thaw before landing. If not, I would have returned to Redding to have thawed out the control surfaces. Lessons learned: =20 If beginning to pick up any ice, keep moving all the control surfaces. If a control surface is frozen, trim the opposite direction. =20 If in a slip, run off of the uphill tank. BTW, Went to Cabo (SJD or MMSJ) in Mexico last week. Great trip and easy to do. Baja Bush Pilots and AOPA websites have lots of information. I went IFR at FL240 and had radar following, traffic etc. just as here. Carl Cadwell IVP 720 hours ------_=_NextPart_001_01C53541.EC66C44B Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Another ice story

Flying from Oakland to Kennewick, WA.  Leaving = OAK there is a large heavy rain area with icing reported at 12k.  I follow the = WxWorx to north of the precipitation staying at 6k with a = freezing level forecast at 8k.  Rain along the way.  About 130 = miles north, I am beyond the rain and WxWorx verifies this.  Center = says I need to climb to 8k.  Still no problem and right at the = freezing level with no ice.  I then have to climb to 9k = and I request FL230.  Climb out is just a = trace of rime around 12k and on top at 13.5k.

Everything is cool.  I climb to 230 = and level out.  Hit my trim down and the plane = starts a sudden and steep climb.  My elevator is frozen.  I = bang on the yoke and break it loose.  My wife jumps when the plane = suddenly goes nose down.  I trim for = cruise.  My ball = won’t center.  The rudder is frozen.  I push, don’t pound or overly force the = rudder and it does not break loose.  So I trim it BACKWARDS as I = had just learned that the trims are not going to deflect the control = surface, but are now part of the control surface.  I fly home and the rudder is still = frozen.

On = descent it gets even more interesting.  I can’t trim anymore, so I am flying in a slip with = my left wing down.  At FL180, my engine dies.  My wife = is really upset now = and being a good copilot starts telling me all the things that are = alarming—cabin pressure, alternator, engine quit, = etc.  I knew all those things.  Full rich, = switch tanks and the engine self starts and we are powered again.  = But oh those sinuses!  What happened?  The left = wing was selected and being in a prolonged slip, the = fuel unported.

OK, = now let’s get the speed breaks out to not overfly the airport and = be able to get the gear out.   The left one, will not = deploy.  Happens when rain is present and then fly in freezing flight levels.

Yes, I had 60 degree = temperatures reporting at the airport, so I knew this would thaw before = landing.  If not, I would have returned to Redding to = have = thawed out the control = surfaces.

Lessons learned: 

If = beginning to pick up any ice, keep  moving all the control = surfaces. 

      If a = control surface is frozen, trim the opposite = direction. 

      If in = a slip, run off of the uphill tank.

BTW, = Went to Cabo (SJD or = MMSJ) in Mexico last week.  = Great trip and easy to do.  Baja Bush Pilots and AOPA websites have = lots of information.  I went IFR at FL240 and had = radar = following, traffic etc. just as here.

Carl Cadwell

IVP 720 hours

------_=_NextPart_001_01C53541.EC66C44B--