A good explanation of Icing on a plane.
Let’s do a primer on in-flight ice accumulation, or “icing” for those not familiar.
As you go up in altitude, the temperature & pressure decrease. It’s about 2°C per 1,000’, called the “standard lapse rate”. It varies locally, but we use this as our standard.
So, even on a hot day on the surface at 90°F (32°C), you theoretically only need to climb 16,000’ to get to 32°F (0°C).
Because of the way air flows over the surfaces of an airplane at speed, the outside air temperature is not equal to the temperature of the air as it hits the wing & such. Friction & compression heats the air as it hits the airplane; we measure this & call it the “Total Air Temperature” (TAT). The faster you go, the higher the TAT.
Still, most jets can’t go fast enough at altitude to get the TAT above freezing. In fact, on the 737 at near max speed & a cruise altitude of 35,000’ or so, the TAT is still going to be around -40°C (it varies a lot, that’s just a guess).
Now, clouds are just visible moisture. We all know what happens to water at those temperatures. An airplane passing through a bunch of frozen water is going to collect ice on it.
There are different categories, types & intensities of icing. Structural icing is just the airplane flying through cold clouds; the ice collects on the airplane. It can be Rime icing, which is kind of milky in color & looks bubbly, Clear icing, which can be tough to see or a mix. In some rare scenarios, very large drops of water are supercooled & remain liquid until they contact the jet, then instantly freeze. While the other types of ice generally only collect on the leading edges of surfaces, supercooled drops may run back over more of the jet during the freeze.
That’s a big problem; usually only the leading edges of the surfaces like the wings & engines are protected from ice. The shiny parts on the front of airliner wings & around the engine intake are where hot air from the engines gets diverted to heat up that area & melt any ice…but if ice goes beyond that, there isn’t much you can do. Some airplanes have systems to prevent ice formation on the tail, too, but that’s usually electric pads & usually only shows up on T-tail jets.
Anyway, regardless of the type, you may get various intensities: trace, light, moderate or severe ice.
Induction icing occurs in the engines, as it sucks air in & changes the pressure. You can get induction icing without structural icing, but again, the area around the engine inlet is heated to prevent large chunks of ice from forming, breaking off & going through the engine.
We treat icing as a possibility anytime there is visible moisture (rain, snow, fog, clouds) and the temperature is 10°C or below. Yeah, you won’t get structural icing at 10°C, but you might get induction icing. In these conditions, the engine anti-ice is turned on, sending hot air around the leading edge of the engines.
The wing anti-ice is used a bit differently & the philosophy here varies widely by airline. I’ve always used it not as an anti-ice, preventing ice from forming like on engines, but as a de-ice…it’s not turned on until I see ice forming. Other airlines have different philosophies.
I turn it on, melt the ice, then turn it off. Now, we can’t see the wings well, so on the 737 we use the windscreen wipers as a proxy for the wings. If the large nut on the wiper arm has collected ice, I assume the wings have, too (the windscreens are electrically heated, but it’s not unusual to go through moderate or severe icing & collect some ice around the edges of the windscreen).
If you recall, I said the tail often doesn’t have an ice system, and that’s true of the 737. That may sound scary, but it’s not something I’m worried about. If we turn on the wing anti-ice during a flight, the computer assumes the tail may have ice on it & it bumps our approach speed up to give the tail extra air to manipulate. It’s basically an ICE additive to our final approach speed.
I hope that helps, I’m out of space.
Probably the best explanation of what happened that I can find. RIP.
Im in Aerospace, just my perspective.. about todays plane crash in Florida.
Icing and moderate turbulence lead to a phenomenon called Mach tuck. It is common in Learjet 60’s and older Learjet’s. Essentially, you exceed the maximum airspeed at altitude and it is unrecoverable to the point that you continue to speed up while not being able to produce lift with your wings.
Further description: your coefficient of lift eventually moves too far behind the wing making it impossible to produce lift, this causes the aircraft to lose altitude like a falling dart, in turn gaining airspeed and crashing.
All Pilots are aware of this, some just push too close to the maximum speed threshold, and when you experience clear air turbulence or other factors like icing that would push you too far past the maximum speed threshold without the capability to control the wing normally, this happens.
Long story short...icing changes the shape of the wing critically and adds weight to plane (double whammy, but mainly airflow issue over the wing), Learjets are vulnerable to over speed situations because of the type of wing is small, sleek, and unforgiving in the name of efficiency and performance, mix all of that together with moderate turbulence which can fluctuate your airspeed, this causes the aircraft to enter Mach tuck over speed condition. The result is a lawn dart scenario that you see here. Very sad.
My first video of full self driving, haha.
I'm starting to really like full self driving now. I found out that you can place a pin by touching the screen where you want to park.
I like to park far away I'm going into the Home Depot lot for example. I just zoom in, put a pin at the spot I like when setting up to navigate and the car will park there. Amazing!!
If we can get rid of the pop-up message when you disable full self driving that would be great!!
And if it can do a u-turn in my driveway and back into my spot, that would be cool!!
Traders in BC Canada get to sleep in one hour for the next six months!!
Starting Nov 1 2026 our clocks will not fall back an hour which means will be 2 hours behind New York instead of 3 hours.
Normally I will get up around 5:30am, have water, read the news, and get ready for the open at 6:30am.
Now the market will open at 7:30am and I will change my alarm to wake at 6:30am instead.
I still seem to wake up too early anyway, after many years of trading I still look very forward to trading days!!
Trading is the greatest freedom on earth!!
Tesla Post here...
I have a new 2026 Model Y Performance and it has a feature allowing you to stand behind it and have the trunk open hands free.
It works and then it does not work.
I have Hands Free Trunk Enables and Exclude Home is not checked.
I have a Pixel 9 Pro XL with Ultra-Wideband (UWB) turned on. My Tesla App has nearby interactions on, no permissions denied.
The only thing I can think of is I have two Tesla's right now in the app.
The manual says "If your phone key is already paired, open the Tesla mobile app and go to Phone Key > Upgrade." I do not have this setting,
Any help would be appreciated. I would like this to work 100% of the time.
I have not been sharing as much this month. It is hard, and I do not feel good about my trading at all.
My degen fully margined port has been down 15% or more seven times this month that I recall. Even though I knew to go to cash as best as possible months ago, it is challenging.
I have managed to make money this month but the unrealized damage is damaging.
I hang in there and trade what I can and try and make money. I am still very bullish or hopeful, not sure. However it could be a while that we recover. Who knows.
From being down -$1.7m this year to now down -$832k is pretty good. Odds are I will not break even this year and that is ok. It is a real blessing to be red this year from a tax perspective. Any loss, I can carry forward to the next year and so on.
Going forward as always and I am sorry for being repetitive, but I need to somehow stop out of bad trades earlier. I am pretty good 90% of the time, but some just slip through and those end up pretty bad especially with me sizing up this year.
The goal is to reduce my positions, reduce position size, try to be flat more often than not and make $400k for November!!
I just spent hours with my spreadsheet and my statements trying to include and reconcile interest paid, dividends earned and small fees in my Total Net P/L.
This month is a pretty accurate reflection on that, the other months were only off by a few thousand plus or minus.
October +$236,420
Main +$221,486
Swing +$14,934
Kinfo shows $237k with Friday missing which was $1742, so pretty close.
Halloween is going to be fun. I have two Tesla's right now, so they will be parked opposing near the front door with Halloween mode turned on. We will be sitting outside with a propane fire pit and handing out candy. Should be fun to see the kids reaction to the cars motion activated lights and spooky sounds!!
Happy Halloween!!
$AMZN came back nicely. I added many times after hours and this am I sold into the rise. They call this dollar cost averaging!! +$2321 so far.
Never mind about my other positions that are blood red and down huge everyday!!
Live Trading Room: Finding Movers & Breaking Rules teapawt.net/i/broadcasts/2aWOWJzAy…
