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(CL) moves aft of the center of gravity (CG). If using your autopilot, be aware that the trim may be trying to counter this moment and be prepared for a possible pitch down when you disconnect. The key is not to get startled when the workload is already high.
AC 91-74B also advises that if tailplane ice is suspected, approach speed should be increased 25% above non-icing speed, and with this airspeed additive, expect your landing distance to increase 20% for each 10% airspeed increase. If possible, a partial flap landing is preferable. Generally, flap settings up to half give the best lift performance, while the last half creates the most drag and can aggravate a pitch-down event. Of course, these are ballpark numbers, and POH, AFM, and runway requirements must always take precedence. Have a suitable alternate with a longer runway in your back pocket should your landing perfor- mance become critical.
I’ll end with a war story to reinforce my cold weather perspective. While flying an Aerostar during my check- hauling days, I flew the NDB approach into Hartford, CT (KHFD) to minimums one evening. It was particularly challenging with a rain-to-snow mix, and I was already busy trying to time my approach and drag the NDB tail to stay on the approach course. Undoubtedly, I had picked up ice on the arrival, as scary 4-inch-long icicles had formed on the propeller spinners. I delayed flap retraction and selected half flaps while adding about 20 knots to my ap- proach speed. Although I was exercising all the tradecraft in my bag of tricks, when I went into the landing flare, about two feet over the runway, the aircraft stopped fly- ing, and I landed hard.
My knees nearly buckled when I got to the ramp and post-flighted the tail. It looked like a scene from Shack- leton’s expedition, with maybe an inch of ice covering the entire surface. I can only imagine how full my hands would have been if I hadn’t planned ahead and taken flap and speed precautions. These are the types of events that burn into your brain. This event alone is why I prefer destinations with sand, warm water and food on a stick!
When faced with cold weather operations, knowledge and planning will help mitigate some of the inherent risks, while sound judgment and understanding of both your aircraft and personal limitations will stack the deck in your favor. We should all strive to describe each of our flights as uneventful!
Y’all be careful out there.
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Peter Ruskay, CAM, is a second-generation corporate pilot who holds ATP and FE certifi- cates with five jet type-ratings. He has over 11,000 hours of flight experience and has spent the past 25 years flying long-range, large-cabin business jets in extensive inter- national operations. Pete holds NBAA Certi-
fied Aviation Manager and NBAA Certified Safety Manager qualifications. He can be reached at airpedro@aol.com.
January 2024 / TWIN & TURBINE • 9