I'm trying to find in the literature a figure that defines Boeing's term "icing conditions". One would assume this is near freezing temps with visible moisture; what is the actual TAT that indicates "icing conditions" according to Boeing?Secondly, knowing that TAT is used to figure out when to use anti-ice, that would mean higher speed is desirable when in known icing, correct?

+10C. Speeding up works fine for an FB-111, not so much for a B-737, since you're pretty much always going as fast as you can.

It's in either the FCOM or FCTM.Icing conditions are less than 10C with visible moisture

+10C. Speeding up works fine for an FB-111, not so much for a B-737, since you're pretty much always going as fast as you can.

Depends on altitude. I can make a difference of 4 degrees C, which can be the difference of on or off given the above info.Thanks fellas.

How would you use this technique? Is it practical? Would it save fuel?

My understanding is that Icing Conditions exist when OAT on the ground or TAT in flight is+10°C or below and visible moisture in any form is present :)

TAT is not an atmospheric but rather an aircraft parameter, compunded by the atmosphere around it and its dynamic pressure, or calibrated airspeed. Icing conditions exist in or near visible moisture at static air temperatures between plus 10 and minus 20 degrees centigrade. Nothing Boeing has control over.