Winter flying

For a pilot it can be a good move to ensure he does not have a head cold or flu. Those two items make it a no-fly day. To help keep an even body temperature the clue is to use layers of clothing. The outer layers are added to or decreased as the need arises. A parka type jacket can be both a rain coat and a body warmer. As the head is a heat sink wearing a cap can help maintain the body temperature.

Next we look at the aircraft. It is vital to do a proper fuel drain looking for water contamination. Winter rain can and does get under fuel cap seals. Recessed fuel caps help increase speed but they also trap water that can then get into the tank when the cap is raised. Be careful! Winter is also the stuff of carby ice. From this writers experience it is possible to get carby ice just taxying in a Cessna 152 on a cold humid day. At the first hint of engine roughness or rpm loss apply full carby heat. Expect a further drop in rpm before the engine picks up.

The daily inspection is a time to ensure that the windscreen is clear of ice and frost. Taxying around with a frosted up windscreen is like playing Russian roulette. Use only cold water to clean the plexiglass. Hot water will most likely crack the surface due to the temperature change. If using a chamois or like cloth on the windscreen only apply it in a vertical manner, not across or in a circle. The last two have a tendency to create micro scratches in the soft plexiglass so that when flying or taxying into the sun those scratches will turn into a sea of sun stars and markedly reduce vision. And the cost of a replacement windscreen? Don’t ask!

If about to fly an aircraft that has frost or ice on the wings ensure that the wings are cleaned before the aircraft takes to the skies. Frost and ice will both add weight and alter the aerofoil section such that the aircraft will take longer to get off the ground and raise the stall speed. A good hosing down is the simple means to getting rid of frost and ice.

Tie downs are also vital to ensure that the machine will not be blown around in a storm. If the aircraft already has tie down lines it is worth replacing them once a year. Synthetic tie down lines deteriorate with exposure to UV light.

For aircraft that are operated on sealed tarmac caution is the word when taxying or landing on wet surface. Braking efficiency is reduced. Have you noticed that the ATIS often says ‘runway wet’? When taxying or even parking on grass it can pay to check that there are no soft or wet patches. Trying to get a bogged aircraft onto solid ground can be a real problem with the added risk of airframe damage.

That dumbbell at the wind sock means one thing. Use runways and taxiways only.

Winter flying means lower cloud, rain, reduced visibility, fog, inters and tempos, fronts and wind to name but a few of the things that the weather gods can throw at us. As we cannot change the weather we simply have to accept the fact that there are days when it is better to be on the ground talking about flying rather than being in the air wishing that we were on the ground. Slowing the aircraft down to give more problem solving time helps along with doing the proverbial 180 degree turn to avoid poor weather are two manoeuvres that every pilot should know. Always have an alternate plan of action, better known as plan B.

The forecast gives the expected weather. Do obtain a copy of the forecast relevant to the planned flight. Read it. Understand it. Know that the word amended means the forecast has changed for the worse. If going cross country VFR do check the area weather, the TAFs and the Notams. A good working knowledge of all three will put a pilot in a position to make a safe flight, or opt not to fly at all.

The above items are a selection of winter flying knowledge that a pilot should know. If in doubt ask advice from an instructor or other knowledgeable pilot.
Above all fly safely. The weather god, Zeus, is a hard task master.

Contact Dave by email at [email protected]