I think you were probably unlucky bose-x. I've been based at Cambridge for more than 15 years an flying practice approaches there for most of them. I don't remember scrubbing a trip for icing. Come to think of it, "severe airframe icing"? "Number of days"? I'm surprised I didn't hear of these emergencies.

Bookworm, I bow to your obviously superior knowledge of my situation. I can see how as P1 and actually there my knowledge is inferior to yours gleaned from your keyboard over the internet........ :E I also had no idea that I had to report all icing to you, I will ensure I do so in future. :p

I can assure you that we had to abort a number of sessions due ice build up at low level. On one trip doing VOR holds on the DTY VOR at 1800ft we gained a covering on the wings and fin that we were able to remove on the ground in the shape of the front of the tail fin. Personally I consider this severe! :p

Ding Ding!!

Let round 6 begin.

:ouch:

I see. There are standard definitions of icing:

Trace icing is barely perceptible and presents no hazard to flight
Light icing is something that you can fly in for up to about an hour without significant hazard
Moderate icing requires regular use of de-icing equipment
Severe icing is defined as icing in which sustained flight is impossible even with regular use of de-icing facilities.

Severe icing should be reported to ATC and constitutes an emergency, in my book at least, and if it happened at Cambridge I'd expect to read about it in the Safety Committee minutes. What you encountered sounds like it fits the definition of light, possibly moderate, icing.

We'll have to agree to differ on the frequency of occurence.

I'm sorry but no where in my post did I state I had suffered severe airframe icing at cambs. I merely menetioned that "most" of my approaches had been to cambs not all.

We can all be pedantic!

Anyway I am off to do some real flying not keyboard and definitions flying. :p

Have to say I consider any icing on these trainers to be "severe", you shouldn't be in clouds if there is the slightest chance of icing, but I am a grey-haired pussy now.

I think autumn is probably best, as you've got most stability.

That would be a bad time to learn then, you want to be thrown around in your training, not good if you find yourself shooting your first bumpy IMC approach with 16.1 hours under the hood.

quote:
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am not sure of the need of an IMC rating as i would still want to see the ground even if i where to be tracking a VOR.
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All I can say is you mustn't do very much long distance flying in the UK except at VERY low levels ... never been VMC on top ?

I think the rating was the best money I've ever spent ... full IR next !

FF

Thanks everybody for your replies, its been useful to get different peoples opinion, as circumstances are I'll probably not be able to start until October at the earliest.
UL730 your words of caution are duly noted and Ive learnt through the bad experiences of friends in aviation that quality training is essential. Fortunately I do fly at a good school.

I did my IMCR very soon after the PPL, and had some sessions cancelled because the freezing level was too low. I also had several instances of trace or light icing, but none that caused any worry.

I'm with bookworm - who I know flies regularly around Europe, under IFR, in singles and twins. There will be times that the cold plus the cloud will mean "no flying" unless you have deicing equipment, but those times are relatively few.

Given a choice, I would do the IMCR in Spring or Autumn - there is more likely to be some cloud around, so less need to wear the hood or foggles. Mind you, this summer has been pretty IMC most of the time...

Lance,

Another thing to bear in mind if doing the training during the winter months is whether your home airfield has an instrument approach or not.

If your home airfield doesn't have an instrument approach (EGTB, where I'm based doesn't) then quite often when the weather is suitable for real IMC flying you won't be able to get back home. I once had to cancel my IMC renewal because although the weather was above minima at Luton, there was no way we could get back into Wycombe.

Brooklands