Pitot heat check?
Join Date: Oct 2001
Location: Vancouver Island
Posts: 2,517
Likes: 0
Received 0 Likes
on
0 Posts
I think Chuck that the pitot can accumulate some ice - enough to affect the reading - long before any significant amount appears on the lift surfaces. I have seen ASI effects when there was no visible ice on the wing leading edges, and in apparent VMC.
Icing can come in many forms, I have had ice build up so fast I was unable to maintain altitude in less than three minutes from the time it started until I could not maintain, and yes there are times when ice can affect the airspeed indication but it is unlikely youn would be flying a 172 in those conditions anyhow and even if the A/S did quit working you can or still should be able to safely fly it.
Icing can come in many forms, I have had ice build up so fast I was unable to maintain altitude in less than three minutes from the time it started until I could not maintain, and yes there are times when ice can affect the airspeed indication but it is unlikely youn would be flying a 172 in those conditions anyhow and even if the A/S did quit working you can or still should be able to safely fly it.
Moderator
Some in the group talking about not really needing an ASI (which includes me), are offering up "attitude" as an appropriate supplement to ASI information. Yeah I agree. However (noting a remark about attitude not being so useful on extremely steep approaches) brings me to point out that attitude is only a part of the "feel" technique of flying I promote. letting alone the seat of the pants thing, it's very simply a pitch force you feel in the controls.
Haven't we all noticed that while flying, (trim and power remaining unchanged) It requires a pull to fly more slowly, and a push to fly faster? All cerified planes are the same in this respect, it is a certification requirement. For this very reason. In unacellerated flight ('cause you can't get into accelerated flight without pulling on something), no matter what your attitude, you're not going to slow down, unless you pull! Worried about stalling? Push, and you're worries (about stalling) are over! No matter what the attitude or speed. (Caution, other worries may become rapidly appropriate!).
If you're hurtling along in the mighty spam can, the the ASI quits, don't start pulling ans pushing on things a lot, you'll be fine! When you finally have to approach and land, take it slow and easy, be aware of your attitude by what ever means you have, and pay attention to the pull force you're putting in. If it's increasing, you're going more slowly! If you're afraid of stalling while doing this, I suggest that recurrant training is a good idea.
ASI not vital to flight safety for a compotent pilot - try it before you knock it!
Haven't we all noticed that while flying, (trim and power remaining unchanged) It requires a pull to fly more slowly, and a push to fly faster? All cerified planes are the same in this respect, it is a certification requirement. For this very reason. In unacellerated flight ('cause you can't get into accelerated flight without pulling on something), no matter what your attitude, you're not going to slow down, unless you pull! Worried about stalling? Push, and you're worries (about stalling) are over! No matter what the attitude or speed. (Caution, other worries may become rapidly appropriate!).
If you're hurtling along in the mighty spam can, the the ASI quits, don't start pulling ans pushing on things a lot, you'll be fine! When you finally have to approach and land, take it slow and easy, be aware of your attitude by what ever means you have, and pay attention to the pull force you're putting in. If it's increasing, you're going more slowly! If you're afraid of stalling while doing this, I suggest that recurrant training is a good idea.
ASI not vital to flight safety for a compotent pilot - try it before you knock it!
