1. FROST/SNOW/ICE FAR 91.527 Operating in icing conditions.
(a) No pilot may takeoff an airplane that has-
(1)Frost, snow, or ice adhering to any propeller, windshield, or powerplant installation or to an airspeed, altimeter, rate of climb, or flight attitude instrument system;
(3)Any frost adhering to the wings or stabilizing or control surfaces, unless that frost, has been polished to make it smooth

2. FROST/SNOW/ICE
Assuming that a thin coating of frost or ice is of no consequence, or that snow will blow off during takeoff is to court disaster!
Frost/snow/ice on wing and tail surfaces during takeoff has been a contributing factor in a number of well-publicized aircraft accidents

3. FROST/SNOW/ICE
All frost/snow/ice should be removed before attempting flight
For frost or ice, place aircraft in heated hangar, if possible ( be sure water doesn’t run into control surfaces & re-freeze when aircraft is brought outside, again)

4. FROST/SNOW/ICE
For snow, brush off (don’t count on blowing off during takeoff roll!)
Note: Sometimes frost adheres to surfaces below snow covering
Alcohol, glycol or other ice-removal chemicals can be used
Exercise extra care when warm aircraft has been pulled from hangar and left out in snow conditions

5. FROST/SNOW/ICE
Following snow conditions, be extra careful on pre-flight to check:
Inside pitot tube
Static opening
Fuel vents
Heater intake
Carburetor intake
Trim tabs and controls
Wheel wells

6. FROST/SNOW/ICE “Unseen Frost”
Same conditions which cause frost formation on external surfaces can cause internal problems
Moisture in fuel tanks can freeze (good reason for topping tanks after flight) and can cause blockage of fuel flow to engine

7. FROST/SNOW/ICE
Every year, there are between 30 and 40 accidents involving icing, approximately half of which are fatal
Many pilots underestimate rate of ice accumulation and its effect on aircraft performance
If aircraft has enough ice to be unable to hold altitude, chances of making it safely to on-airport landing are poor

8. FROST/SNOW/ICE
Typically, even small buildup of ice can cause 30% reduction in max. coefficient of lift, decreasing the stall angle-of-attack
Drag builds up, and if it exceeds max. thrust (full throttle), leads to descent, whether desired or not!
Thrust also lost due to ice accumulation on propellor

9. FROST/SNOW/ICE
First place ice accumulates is small-radius or sharp-edged surfaces (fuel vent, temp. probe, etc)
Small leading edge on tail surfaces make them more efficient collectors of ice (almost twice as fast as wing ice accumulation); tail may reach stall angle-of-attack before wing becomes problem

10. FROST/SNOW/ICE
Since horizontal tail produces “down” lift, stall results in tail going up, and aircraft nose pitching down
Flap deflection increases downwash on tail, leading to higher (more negative) angle-of-attack, and earlier stall, if tail is iced

11. FROST/SNOW/ICE Bottom line, when experiencing icing:
If runway length permits, use 10 to 20 knots higher approach speed for the aircraft configuration being used
Do not use full flaps; if possible, do not use any flaps
Use power all the way to touchdown (don’t chop throttle while airborne)