EGAST

Component of ESSI

European General Aviation Safety Team

PISTON ENGINE ICING

FOR GENERAL AVIATION PILOT

SAFETY PROMOTION LEAFLET

GA5

2 >> Piston engine icing

Piston engine icing >> 3

CONTENT
1. INTRODUCTION

2. TYPES OF ICING

3. ENGINE FACTORS

4. ATMOSPHERIC CONDITIONS

5. RECOGNITION

11

6. GENERAL PRACTICES

12

7. PILOT PROCEDURES

15

8. SUMMARY

21

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1. INTRODUCTION

a. This leaflet is intended to assist pilots of carburetted piston

engined aircraft operating below 10,000 feet. Although it
refers mainly to aeroplane operations, much also applies to
other piston-engined aircraft such as helicopters.
b. Induction system icing in piston engines is commonly
referred to as carburettor icing. Although that is only one
form, such icing can occur at any time, even on warm days,
particularly humid ones. If correct action is not taken, the
engine may stop, especially at low power settings during
descent, approach or during helicopter autorotation.
c. Engine induction system icing has been assessed as alikely
contributory factor in several aircraft accidents. Unfortunately
the evidence rapidly disappears.
d. Certain aircraft and engine combinations are more prone to
icing than others.
e. The aircraft Flight Manual or Pilots Operating Handbook is
the primary source of information for individual aircraft. The
advice in this leaflet should only be followed where it does
not contradict that Flight Manual.

Piston engine icing >> 5

2. TYPES OF ICING

There are three main types of induction system icing:

BUILD-UP OF ICING IN INDUCTION SYSTEM

To engine

Throttle
butterfly

Fuel icing (less common)

Fuel

Ice in carburettor venturi

Air

a. Carburettor Icing
Carburettor (carb) icing is the most common, first to appear, and
the most serious. There is asudden temperature drop when
the fuel vaporises in the air, and another drop when pressure
reduces as the mixture passes through the carburettor venturi
and throttle valve.
If the temperature drop cools the air below its dew point, water
condenses. If the mixture temperature falls below freezing, the
condensed water will form ice on the surfaces of the carburettor.

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This ice gradually blocks the venturi, changing the fuel/ air ratio
and causing aprogressive, smooth loss of power.

b. Fuel Icing
Water held in suspension in the fuel may precipitate and freeze
in the induction piping, especially in the elbows formed by
bends.

c. Impact Ice
In snow, sleet, or subzero cloud, ice may build up on air intakes,
filters, alternate air valves etc. It may also form in rain if either
the rain or the aircraft is below zeroC.
Impact icing can affect fuel injection systems as well as
carburettors, and is the main hazard for turbocharged engines.
It is unlikely to be removed by selecting carburettor hot air,
although selecting hot air, or alternate air in afuel injected
engine, bypasses the normal intake and should allow the engine
to run normally, although possibly at reduced power.

Piston engine icing >> 7

3. ENGINE FACTORS

a. Carburettor icing is more likely when MOGAS is used,

because of its volatility and water content.
b. Reduced power settings make engines more prone to icing.
Induction temperatures are lower, and the partly closed
butterfly can be restricted more easily by the ice build- up.
This is aparticular problem if the engine is derated, as in
many pistonengined helicopters and some aeroplanes.
c. A rough carburettor venturi surface is likely to increase
carburettor icing severity.
d. Watercooled engine bodies tend to cool less quickly when
power is reduced, which reduces the severity of carburettor
icing. If coolant is directed around the carburettor body, the
venturi temperature may remain above freezing.

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4. ATMOSPHERIC
CONDITIONS

a. Carb icing is not restricted to cold weather. It will occur

on warm days if humidity is high, especially at low power
settings. Flight tests have produced serious icing at descent
power when the air temperature was above 25C, even
with relative humidity as low as 30%. At cruise power, icing
occurred at 20C when relative humidity was 60% or more.
(Cold, clear winter days are less of ahazard than humid
summer days because cold air holds less moisture than warm
air.) In areas of Europe where high humidity is common,
Serious icing - any power
Moderate icing - cruise power
Serious icing - descend power
Serious icing - descend power
Light icing - cruise or descend power
+30
+20

D
OU
CL
G/

FO

0
ty

-20

-10

-10
%

20

+10

NW Europe

+10

i
id

m
Hu
ive
t
a
l
Re
0% % %
%
40
10 80 60

World Wide

+20

Air Temperature C

+30

-20
+40

Dewpoint C

Piston engine icing >> 9

pilots must be constantly on the alert for carb icing and take
corrective action before the situation becomes irretrievable. If
the engine fails due to carb icing, it may not restart (even if
it does, the delay could be critical).
b. Carb icing can occur in clear air without any visual warning.
The icing risk may be higher in cloud, but the pilot is less
likely to be surprised.
c. Aviation weather forecasts do not normally include specific
warnings of induction system icing. Pilots must therefore use
knowledge and experience. Dewpoint readings close to the
temperature mean the relative humidity is high. However, the
humidity reported at an aerodrome may bear little relation to
the humidity at flying altitudes. When dewpoint information
is not available, assume high humidity particularly when:
in cloud and fog; these are water droplets and the relative
humidity should be assumed to be 100%.
in clear air where cloud or fog may have just dispersed, or
just below the top of ahaze layer;
just below cloud base or between cloud layers (the
greatest liquid water content is at cloud tops);

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in precipitation, especially if persistent;

if the surface and low level visibility is poor, especially
in early morning and late evening, and particularly near
alarge area of water;
when the ground is wet (even with dew) and the wind
islight.
However, the lack of such indications does not mean low
humidity.
d. The chart shows the wide range of ambient conditions in
which carb icing is most likely. It shows the much greater risk
of serious icing with descent power.

Piston engine icing >> 11

5. RECOGNITION

a. Paragraphs 5, 6 and 7 should help you to avoid icing, but you

must refer to the relevant sections of the Pilots Operating
Handbook or Flight Manual for specific procedures related
to the particular airframe/ engine combinations. These may
vary for adifferent model of the same aircraft type.
b. If the aircraft has afixed pitch propeller, the most likely
indications of carb icing are aslight drop in rpm and
performance (airspeed and/or altitude). The pilot may
automatically open the throttle slightly to compensate
for asmooth and gradual loss of rpm, and not notice the
performance loss. As ice increases, rough running, vibration,
further loss of performance and ultimately the engine will
stop. Pilots should routinely compare the rpm gauge with the
ASI and altimeter.
c. With aconstant speed propeller, or in ahelicopter, areduction
in rpm would only occur after alarge power loss. The onset of
icing is more insidious, but the performance reduction will be
shown as adrop in manifold pressure.
d. In steady level flight, an exhaust gas temperature gauge,
if fitted, may show adecrease in temperature before any
significant decrease in engine and aircraft performance.

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6. GENERAL PRACTICES

a. Some engines have electric heaters which directly increase

the temperature of the carburettor body, encouraging ice
to clear. Asimilar effect may be obtained in aliquid cooled
engine by directing the flow of coolant.
b. On other aircooled engines, carb icing is normally cleared by
the pilot selecting an alternative air source which supplies air
which has been heated in an exhaust heat exchanger to melt
the ice obstruction. This source bypasses the normal intake
filter.
c. Fuel injected engines generally have an alternate air intake
within the engine cowling. This alternate air does not
normally pass through aheat exchanger but may be warmed
by engine heat.
d. Whenever you apply carb hot air, always select full
heat; partial hot air should only be used if specifically
recommended in the Flight Manual or Pilots Operating
Handbook.
e. Select carburettor body heat whenever carb icing is likely. Hot
air should be selected:
as a routine, check at regular intervals to prevent ice
buildup,

Piston engine icing >> 13

whenever adrop in rpm or manifold pressure, or rough

engine running, is experienced,
when carb icing conditions are suspected, and
when flying within the high probability ranges indicated
in the chart.
However, while hot air is selected, it reduces engine power (as
does body heating to amuch lesser extent). This power loss may
be critical in certain flight phases, for example during agoaround.
f. In cruise flight, apply carburettor heat at regular intervals to
prevent ice forming. Apply it for at the very least 15 seconds
(but considerably more in certain aircraft) to prevent the loss
of engine power, or to restore it.
g. If the hot air has dispersed ice which has caused aloss of
power, re- selecting cold air should produce ahigher rpm or
manifold pressure than the reading before selection of hot air.
This will show that ice has been forming, but does not prove
that all the ice has melted! Carry out further checks until there
is no resultant increase. Then monitor the engine instruments,
and carry out the routine checks more often. If there is no carb
icing, there should be no increase in rpm or manifold pressure
above the figure noted before selecting hot air.

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h. If you select hot air when ice is present, the situation may at
first appear worse, because the engine will run roughly as the
ice melts and passes through it. Do not be tempted to return
to cold air. Allow the hot air time to clear the ice. This time
may be over 15 seconds, and will feel like avery long time!
i. Unless it is necessary, avoid using hot air continuously at high
power settings. However, carburettor heat should be applied
early enough before descent to warm the intake, and should
remain fully applied during that descent, as the engine is
more susceptible to carb icing at low power settings.

Piston engine icing >> 15

7. PILOT PROCEDURES

a. Maintenance
Periodically check the operation and condition of the carb
heating system. Pay particular attention to seals which may have
deteriorated and allow cold air to mix with the hot air.

b. Start Up
Start up with the carb hot air control in the COLD position.

c. Taxiing
Although carb body heat should normally be selected ON, the
use of carb hot air is not generally recommended while taxiing:
the air is usually unfiltered when HOT is selected. However,
ice may build up at the low taxiing power settings, and if not
removed may cause engine failure after takeoff. If carburettor
heat is needed USE IT.

d. Ground Power Checks

Select carburettor hot air fully ON for at least 15 seconds.
Check that power decreases noticeably when hot air is selected
(typically 75 100 rpm or 3 5 of manifold pressure) and that
power is regained (but to alevel no higher than before) when
cold air is reselected. If the power returns to ahigher value, ice
was present and further checks should be carried out until the
ice has cleared.

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e. Immediately Prior to TakeOff.

Since icing can occur when taxiing with low power settings, or
when the engine is idling, select carb hot air ON for aminimum
of 15 seconds and then OFF, immediately before takeoff to clear
any build up. If the aircraft is kept waiting at the holding point in
conditions of high humidity, it may be necessary to carry out the
run- up drill more than once to clear ice which may have formed.

f. TakeOff
Ensure the engine is warm enough to provide carb body heat
if appropriate. Only commence takeoff when you are sure the
engine is developing full power. As airspeed increases, check that
the full throttle rpm and/ or manifold pressure is as expected.
Carburettor hot air must NOT be used during takeoff unless
specifically authorised in the Flight Manual or Pilots Operating
Handbook.

g. Climb
Be alert for symptoms of carb icing, especially when moisture is
visible or if conditions are in the high risk ranges in the chart. Know
if your Flight Manual restricts the use of carb heat at full power.

Piston engine icing >> 17

h. Cruise

Avoid clouds as much as possible. Monitor engine instruments

for changes which could indicate icing. If abody heat system is
fitted, check it is ON whenever carb icing is possible. If ahot air
system is fitted, make acarb heat check (see below) at least every
10 minutes, or more often if icing is likely. If ice has reduced
your power, use full heat and note the warning of para 6 (h).
It may take 15 seconds or more to clear the ice and the engine
will continue to run roughly as ice melts and passes through the
engine. If the icing is so severe that the engine has died, keep
the hot air selected; the heat remaining in the rapidly cooling
exhaust may be effective (opening the throttle fully and closing
the mixture control for awhile may also help).

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i. Routine carburettor heat check

Note the RPM/ Manifold Pressure (consider slightly increasing
power beforehand to prevent areduction in performance
during the check)
Apply full carb hot air for at least 15 seconds.
Return carb heat to Cold. The RPM/ Manifold Pressure will
return to approximately the earlier indication if there was no
icing. If it is higher - icing was present, and may not yet be
completely clear, so repeat the check until no increase results.

Piston engine icing >> 19

j. Descent and Approach

Carb icing is much more likely at reduced power, so select carb
heat before power is reduced for the descent, and especially
for apractice forced landing or ahelicopter autorotation. (A full
carb heat check just before selecting hot air for the descent is
advisable). Maintain FULL heat during long periods of flight with
reduced power settings. At intervals of about 500 ft, or more
frequently if conditions require, increase power to cruise setting
to warm the engine and provide sufficient heat to melt any ice.

k. Downwind
The prelanding check should include the cruise carburettor heat
check at 6(i) above. You may wish to select and leave the heat
on, however speed or altitude will reduce unless you have added
some power beforehand.

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l. Base Leg and Final Approach

Unless otherwise stated in the Pilots Operating Handbook or

Flight Manual, select HOT well before you reduce power, and
keep it on till touchdown. On some engine installations, to
ensure better engine response and to permit arapid goaround,
it may be recommended to return the carb hot air to COLD at
about 200/ 300 ft on final approach.

m. Goaround or Touch and Go

Ensure the carb hot air is COLD when, or immediately after,
applying power for ago- around.

n. After Landing
Return hot air to the COLD setting before taxiing, if not already
there.

Piston engine icing >> 21

8. SUMMARY
Icing forms stealthily.
Some aircraft/engine combinations are more
susceptible than others.
Icing may occur in warm humid conditions and at
any time of the year.
MOGAS makes carb icing more likely.
Low power settings, such as in adescent or in the
circuit, are more likely to produce carb icing.
Warming up the engine before takeoff improves
the effectiveness of any carb body heat.
Use full carb hot air frequently when flying in
conditions where carb icing is likely. Remember
the RPM gauge is the primary indication for
afixed pitch propeller; manifold pressure for
variable pitch.
Treat the carb hot air as an ON/OFF control either
full hot or full cold.
It takes time for the heat to work and the engine
may run roughly while ice is clearing.
Using appropriate procedures can PREVENT THIS
PROBLEM.

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FINALLY
If the carb heat system fails in flight:
Avoid likely carb icing conditions.
Maintain high throttle settings full throttle if possible.
Weaken the mixture slightly.
Land as soon as reasonably possible.

Piston engine icing >> 23

IMPRINT

Disclaimer:
The views expressed in this leaflet are the exclusive responsibility of EGAST. All information
provided is of a general nature only and is not intended to address the specific circumstances
of any particular individual or entity. Its only purpose is to provide guidance without affecting
in any way the status of officially adopted legislative and regulatory provisions, including
Acceptable Means of Compliance or Guidance Materials. It is not intended and should not
be relied upon, as any form of warranty, representation, undertaking, contractual, or other
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responsibility of those who endorse these actions.
Consequently, EGAST and its participants or affiliate organisations do not express or imply any
warranty or assume any liability or responsibility for the accuracy, completeness or usefulness
of any information or recommendation included in this leaflet. To the extent permitted by Law,
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this leaflet.

Picture credits:

Jrgen Mies, Clement Audard, David Cockburn and Jan Fridrich

EGAST
Component of ESSI

European General Aviation Safety Team

June 2013

EUROPEAN GENERAL
AVIATION SAFETY TEAM (EGAST)
Component of ESSI

EUROPEAN AVIATION SAFETY AGENCY (EASA)

Safety analysis and Research Department
Ottoplatz 1, 50679 Kln, Germany
Mail [email protected]
Web http://easa.europa.eu/essi/egast/