Aircraft Icing (Part Two)

Piper PA-34-200T (Des Moines, Iowa)

The pilot of this flight, which took place on January 9, 1996, said that upon crossing the runway threshold and lowering the flaps 25°, “the airplane pitched down.” The pilot “immediately released the flaps and added power, but the airplane was basically uncontrollable at this point.” The pilot reduced power and lowered the flaps before striking the runway on its centerline and sliding 1,000 feet before coming to a stop. The accident resulted in serious injury to the pilot, the sole occupant.

Examination of the wreckage revealed heavy impact damage to the airplane’s forward fuselage, engines, and wings. Approximately one-half inch of rime ice was observed adhering to the leading edges of the left and right horizontal stabilizers and along the leading edge of the vertical stabilizer.


The National Transportation Safety Board (NTSB) determined the probable cause of the accident was the pilot’s failure to use the airplane’s deicing system, which resulted in an accumulation of empennage ice and a tailplane stall. Factors relating to this accident were the icing conditions and the pilot’s intentional flight into those known conditions.

Tailplane Stall Symptoms

Any of the following symptoms, occurring singly or in combination, may be a warning of tailplane icing:

  • Elevator control pulsing, oscillations, or vibrations;
  • Abnormal nose-down trim change;
  • Any other unusual or abnormal pitch anomalies (possibly resulting in pilot induced oscillations);
  • Reduction or loss of elevator effectiveness;
  • Sudden change in elevator force (control would move nose-down if unrestrained); and
  • Sudden uncommanded nose-down pitch.

If any of the above symptoms occur, the pilot should:

  • Immediately retract the flaps to the previous setting and apply appropriate nose-up elevator pressure;
  • Increase airspeed appropriately for the reduced flap extension setting;
  • Apply sufficient power for aircraft configuration and conditions. (High engine power settings may adversely impact response to tailplane stall conditions at high airspeed in some aircraft designs. Observe the manufacturer’s recommendations regarding power settings.);
  • Make nose-down pitch changes slowly, even in gusting conditions, if circumstances allow; and
  • If a pneumatic deicing system is used, operate the system several times in an attempt to clear the tailplane of ice.

Once a tailplane stall is encountered, the stall condition tends to worsen with increased airspeed and possibly may worsen with increased power settings at the same flap setting. Airspeed, at any flap setting, in excess of the airplane manufacturer’s recommendations, accompanied by uncleared ice contaminating the tailplane, may result in a tailplane stall and uncommanded pitch down from which recovery may not be possible. A tailplane stall may occur at speeds less than the maximum flap extended speed (VFE).


Propeller Icing

Ice buildup on propeller blades reduces thrust for the same aerodynamic reasons that wings tend to lose lift and increase drag when ice accumulates on them. The greatest quantity of ice normally collects on the spinner and inner radius of the propeller. Propeller areas on which ice may accumulate and be ingested into the engine normally are anti-iced rather than deiced to reduce the probability of ice being shed into the engine.

Effects of Icing on Critical Aircraft Systems

In addition to the hazards of structural and induction icing, the pilot must be aware of other aircraft systems susceptible to icing. The effects of icing do not produce the performance loss of structural icing or the power loss of induction icing but can present serious problems to the instrument pilot. Examples of such systems are flight instruments, stall warning systems, and windshields.

Flight Instruments

Various aircraft instruments including the airspeed indicator, altimeter, and rate-of-climb indicator utilize pressures sensed by pitot tubes and static ports for normal operation.

When covered by ice these instruments display incorrect information thereby presenting serious hazard to instrument flight.


Stall Warning Systems

Stall warning systems provide essential information to pilots. These systems range from a sophisticated stall warning vane to a simple stall warning switch. Icing affects these systems in several ways resulting in possible loss of stall warning to the pilot. The loss of these systems can exacerbate an already hazardous situation. Even when an aircraft’s stall warning system remains operational during icing conditions, it may be ineffective because the wing stalls at a lower AOA due to ice on the airfoil.


Accumulation of ice on flight deck windows can severely restrict the pilot’s visibility outside of the aircraft. Aircraft equipped for flight into known icing conditions typically have some form of windshield anti-icing to enable the pilot to see outside the aircraft in case icing is encountered in flight. One system consists of an electrically heated plate installed onto the airplane’s windshield to give the pilot a narrow band of clear visibility. Another system uses a bar at the lower end of the windshield to spray deicing fluid onto it and prevent ice from forming. On high performance aircraft that require complex windshields to protect against bird strikes and withstand pressurization loads, the heating element often is a layer of conductive film or thin wire strands through which electric current is run to heat the windshield and prevent ice from forming.

Antenna Icing

Because of their small size and shape, antennas that do not lay flush with the aircraft’s skin tend to accumulate ice rapidly. Furthermore, they often are devoid of internal anti-icing or deicing capability for protection. During flight in icing conditions, ice accumulations on an antenna may cause it to begin to vibrate or cause radio signals to become distorted and it may cause damage to the antenna. If a frozen antenna breaks off, it can damage other areas of the aircraft in addition to causing a communication or navigation system failure.

Flight Literacy Recommends

Rod Machado’s Instrument Pilot’s Handbook – From how the basic aircraft instruments really work through what’s inside a thunderstorm and how a GPS approach works, Machado teaches IFR pilots not just the minimum needed to pass the instrument pilot written exam, but every aspect of IFR flying. This up-to-date text covers the latest information on GPS, glass cockpits, data uplinks, computer-based resources, and other new (and future) technologies and techniques. It is also a rich source of practical information about how real pilots really fly IFR. Readers learn how to gauge the thunderstorm potential of a cumulus cloud by estimating the rainfall rate, scan their instruments in a way that provides maximum performance with minimum effort, and keep the needle centered during an ILS or LPV approach by using the sky pointer on the attitude indicator.

Rod Machado’s Instrument Pilot’s Survival Manual – Rod Machado’s Instrument Pilot’s Survival Manual is written to answer the instrument pilot’s most important and frequently unanswered questions. Illustrated with humorous drawings and containing some of the most spectacular reports of pilots confronted by the problems of instrument flight, Rod’s manual is sure to educate and entertain you. Written in a humorous style, this book will prepare you to be a more educated and proficient pilot. Excellent for any IFR student, experienced professional pilot or as an IFR refresher.

Rod Machado’s Secrets of IFR Approaches and Departures – If you’re an active IFR pilot or preparing for an IPC or even your ATP or IFR rating, then this course is for you. Why? Because the IFR pilot’s weakest link is approach and departure knowledge as it relates to instrument charts.