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Extra resources for Aircraft Icing Handbook
This will cause smearing and loss of transparency. Landing gear and wheel bays must be free from build-up of slush, ice or accumulations of blown snow. Do not spray de- icing fluid directly onto hot wheels or brakes. When removing ice, snow or slush from aircraft surfaces, care must be taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas. Remove snow from wings and stabiliser surfaces forward over the leading edge and remove from ailerons and elevators back over the trailing edge.
Pilots must use knowledge and experience to estimate the likelihood of its occurrence from the weather information available. When information on the dewpoint is not available, New Zealand pilots should assume a high relative humidity, particularly when: (a) the surface and low level visibility is poor, especially in the early morning and later evening and particularly when near a large area of water; (b) the ground is wet (even with dew) and the wind is light; (c) just below the cloud base or between cloud banks or layers; (d) in precipitation, especially if it is persistent; (e) in cloud or fog – these consist of water droplets and therefore the relative humidity should be assumed to be 100%; (f) in clear air where cloud or fog has just dispersed.
This type of icing affects fuel injection systems as well as carburettor systems. 14 June 2000 21 Chapter Two Version 1 Aircraft Icing Handbook Testing has shown that, because of the greater volatility and possible greater water content, carburettor and fuel icing is more likely to occur with MOGAS than with AVGAS. 3 Atmospheric Conditions Carburettor icing is not confined to cold weather and will occur in warm weather if the humidity is high enough, especially when the throttle butterfly is only partially open as it is at low power settings.