OK , so I'm asking :) - does any weather program is able to use FS2004 internal structual icing simulation ?Ericson

again, icing is a function of the aircraft simulator. Weather program can't "use" icing simulation, it is the opposite, icing simulation can "use" the weather program. ;-)Michael J.WinXP-Home SP2,AMD64 3500+,Abit AV8,Radeon X800Pro,36GB Raptor,1GB PC3200,Audigy 2http://www.precisionmanuals.com/images/forum/747400.jpg

I can't say I have specifically tried it, but regardless of the weather program you have, if it generates freezing weather and there is visible moisture (cloud or rain) and you fly through that visible moisture then your aeroplane should be subject to icing to some degree.

Trouble is the Fs ice engine right now is pretty primitive. Forget the pitot heat, and your airspeed dies and some/total aerodynamic sluggishness.In the real world we all turn on the pitot heat in visible moisture and as long as it is working (you did preflight it-no? :-) ) that is usually not a factor.The first accumulation of ice around the outside temp gauge-a little trace on the leading edge of the wing-then the sudden coating on the windshield-the problems of the tail getting ice before the wing-the action of boots, prop deice, windshield deice -accumulation of clear vs. rime vs. mixed....tail stalling first vs. the wing....area of clouds (top vs. bottom) where accumulation picks up more rapidly-atc not being helpful with your request to change altitude (you did ask for heading change acceptable when requesting altitude change?).I hope the next version starts to model much more-both aerodynamically and visually. Where I fly in the winter ice is almost a factor on every winter ifr flight....it would be nice/cool to have better and improved modelling!http://mywebpages.comcast.net/geofa/pages/rxp-pilot.jpg

You can download the advisory circular here:http://www.airweb.faa.gov/Regulatory_and_G...3A?OpenDocumentThis is one of the texts the US FAA bases its pilot certification written exams on. A listing of the other texts and reading material the FAA specifies for its written exams can be found in the US FAR/AIM (Federal Aviation Regulations / Airman Information Manual).

Hi Rudi,Having said all this about icing, how is de-icing accompished in a real propeller aircraft like a Cessna 172? Is there an electric heater? Is bleed air used? I believe hot air from the turbines are used for commercial jets but I'm unclear how de-icing works in propeller-based GA aircraft.John

Avoiding it is the only option!Other than pitot heat there is no de icing in a 172.My Baron has deice boots that blow up and knock off the ice on the wings. I also have deicing fluid that I can spray on the windshield and props. However, my plane is not certified for flight in icing conditions and avoiding icing is the name of the game. http://mywebpages.comcast.net/geofa/pages/rxp-pilot.jpg

The C172 has very limited anti-ice and no de-icing capability. Anti-ice are devices intended to prevent, slow or limit the build-up of ice. Pitot heat, alcohol drips and surfaces heated with jet turbine bleed air are examples of anti-ice devices. De-ice devices are those that remove ice once built up. Pneumatic boots on the leading edges of wings is an example of a de-ice device. The C172 has pitot heat, a weak windscreen defrost vent on the pilot side, carburator heat (if normally aspirated), and some models are equipped with an alternate static source. But that's it.The only way to deice a C172 is with an alcohol-based de-ice solution sprayed on the aircraft during pre-flight. Once in the air, there is no de-ice capabilityIf one gets caught in airframe icing conditions in a C172 (or similar type of aircraft) the procedure is pitot heat on, defroster full on, alternate static port open, carb heat gradual application until full on (if normally aspirated), increase rpm, adjust mixture if necessary to obtain optimal power, call ATC to advise of icing and request immediate change in altitude - and no delay in any of these actions.

One thing I learned in the latest AOPA icing film which is excellent by the way and on their website-is:When you ask for an altitude change-also state that you are willing to accept a change in heading. If you don't state the heading part atc will be more restricted and thus possibly deny your altitude change-if they know they can head you any direction it gives them more options to accept your altitude request.http://mywebpages.comcast.net/geofa/pages/rxp-pilot.jpg