De ice with flaps up.

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01-17-2016, 10:54 AM

#21

TalkTurkey

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Joined APC: Oct 2014

Position: 6 Train - Panhandler

Posts: 2,001

I only deice when the plane fails to lift off the runway. Abort then taxi to the icepad.

01-17-2016, 11:05 AM

#22

Riverside

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Joined APC: Jun 2008

Posts: 2,934

Quote:

Originally Posted by TalkTurkey

I only deice when the plane fails to lift off the runway. Abort then taxi to the icepad.

Your post is bad. And you should feel bad.

01-17-2016, 11:23 AM

#23

Lvlng4Spd

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Joined APC: Jan 2014

Position: EMB-145 CA

Posts: 983

We just keep it simple and de-ice with 5 degrees of flaps. We never bring the flaps all the way up unless it's after TO or the last flight of the day.

01-17-2016, 11:36 AM

#24

B200 Hawk

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Joined APC: Mar 2011

Posts: 714

What is with people slathering type 4 all over when it is lightly snowing above freezing and clearly not sticking. Are people really that afraid of the FAA? It is harmful to the environment, wastes a ton of money and people time on their connections.

01-17-2016, 11:49 AM

#25

Lvlng4Spd

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Joined APC: Jan 2014

Position: EMB-145 CA

Posts: 983

Quote:

Originally Posted by B200 Hawk

Agreed. Type 1 does have a holdover time folks.

01-17-2016, 12:49 PM

#26

flapshalfspeed

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Posts: 977

Quote:

Originally Posted by B200 Hawk

Last time I checked most airline pilots are paid by the minute, and if ANYTHING goes remotely wrong all of those same pax "trying to make their connections" are going to sue my employer (and attempt to sue me) in every way imaginable.

So if you want to blame pilots for overexercising our right to drown ourselves in Type IV, go blame the lawyers and our legal system--don't blame the pilots.

As a side note, I've had multiple times where it was just -SN and we could've been legal with just Type I, and then after leaving the pad, conditions deteriorate or the temp drops. Those pax trying to make their connections are going to be pretty ****ed if I have to go back to the pad and get Type IV...you're already in the pad so you might as well err on the side of caution and get more.

They have elaborate drainage systems, impact plans, and recovery trucks at all US airports, FYI.

01-17-2016, 12:54 PM

#27

B200 Hawk

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Quote:

Originally Posted by flapshalfspeed

All about me attitude in aviation is very prevalent. 3 minutes isn't going to help pay for your 3rd corvette but it may mean someone misses the connecting flight to their parents funeral.

01-17-2016, 01:02 PM

#28

B200 Hawk

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Posts: 714

Quote:

Originally Posted by flapshalfspeed

If I don't get Type IV while I'm ALREADY in the pad, and the temp drops or precip intensity increases, well, now you've just lost your place in line and have to go back and get Type IV.

THAT scenario is going to cost your pax 20-45 minutes, and it can and does happen during evening pushes all the time.

I prefer spending 3 extra minutes while I'm already there, to save us 20-45 in case things change (and they do).

If someone misses their connection and I'm in compliance with my manuals and regs, how is that my problem?

Reread the post, light snow above freezing everything melting on contact, no forecast of anything...your situation is completely different. Agree that as pilots we are overzealous at the first sign of a flurry.

01-17-2016, 01:11 PM

#29

ClickClickBoom

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Joined APC: Feb 2013

Position: Prime Leader of Boko Harumph

Posts: 1,167

Quote:

Originally Posted by B200 Hawk

"Sticking" is a GA concept. In 121 if if there is precip, and it meets the criteria for icing, deice/antiice is required. Don't like it, stick to Pt 91, plenty of leeway to kill yourself and your client.