|Quoting Starlionblue (Reply 9):|
I have this vague memory of a DC-9 or MD-8x jumpseat when the captain used a flashlight on an area just below the windshield.
I always looked at the forward side of the cotter pin where the wiper blade attaches to the arm. Very reliable indicator. BTW, how often did they try to stump you on the location of the wet compass?
|Quoting Undehoulli (Reply 3):|
Some airplanes have an ice detector. It vibrates at a certian frequency and when ice forms on it, the vibration frequency changes.
There is also a type with a rotating wheel and scraper. As ice builds up on the wheel the scraper will remove it. Something measures the effort that requires.
|Quoting Grbld (Reply 4):|
- If you've been flying for a while at high altitude and your fuel is starting to get closer to freezing temperature
At or near fuel-freeze temperatures (around -49°C rings a bell) it is generally too cold and too dry for structural icing to take place. Wing, intake and windshield ice is usually associated with OATs from just above to well below freezing, but the worst icing is usually from supercooled (and therefore highly unstable) water, which freezes on impact.
Another problem is when the plane has been a long time at very high altitude and is cold-soaked. When you then descend into rain at near-freezing temperatures it will freeze on contact with your sheet metal and windows.
Even in a nice modern turbine airplane, if icing doesn't worry you, it will one day.
Happiness is not seeing another trite Ste. Maarten photo all week long.