飞机积冰及其英文译文

飞机积冰在飞行中冰是个坏消息。

它破坏了空气的畅通，增加阻力，同时减少了机翼所产生的升力。

结冰对飞机重量的影响与它对气流的干扰相比是微不足道的。

随着油门增加，抬高机头弥补阻力带来的升力损失，攻角增加，造成机翼和机身底部积累更多的冰。

结冰会发生在飞机的所有暴露面，不仅仅是对翅膀，螺旋桨和挡风玻璃，而且天线，通风口，进水口和整流罩都会受到影响。

它通常产生于在飞行中如无发热的地方。

它能够引起天线震动，造成断裂。

在中度至重度的结冰条件下，小型飞机结冰将变得非常容易，因此继续飞行是不可能的。

飞机可能会在比平常更高的速度或者更低的攻角失速。

它使飞机在俯仰和滚动上面失控，并可能无法恢复。

结冰也肯能使汽化器冻结致使发动机停止，或在一个燃油喷射发动机的情况下，挡住了发动机的气源。

冰种和飞行及其影响结构冰这种东西，会凝固在飞机外面。

它被描述为霜，明冰（有时称为釉冰），和混合冰。

雾凇粗糙，外观呈乳白色，一般附着在表面的轮廓。

大部分可除去除冰或防冰设备都可预防。

明（或釉）冰有时是清晰流畅，但通常含有一些气泡，或块状，半透明的外观效果。

积冰越大，越符合机翼形状，其形状往往是由上，下为特点清除冰密集，更难，比雾凇冰更加透明，并且像“牛角”。

一般很难打破。

（冲击力越大的地方，机翼上的结冰就越少；这种形状像是上下两端凸起中间下凹的角。

明冰密度更大，更坚硬比雾凇更透明，通常也很难去除。

）混合冰是雾凇和明冰的组合。

冰可以在机翼表面空气流动扭曲，减少机翼的最大升力，降低了最大升力攻角，影响飞机的操纵品质，在风洞测试中表明，霜，雪，冰（在前沿或机翼上表面），厚度不超过一粗砂纸片可减少百分之三十升力和增加阻力高达百分之四十。

较大的附着，更会减少升力，可以增加百分之八十以上的阻力。

即使飞机进入结冰条件下飞行配备除冰系统，未受保护区域依然会有冰的积累。

美国航天局研究显示，近百分之三十的阻力依然存在即使已经对飞机的主要表面进行清理。

非保护表面可能包括天线，襟翼铰链，控制喇叭，机身前部区域，挡风玻璃刮水器，机翼支柱，固定起落架等。

模式SN 用于飞行文件的符号1．重要天气符号雷暴毛毛雨热带气旋雨严重飑线* 雪中度颠簸阵雨雹严重颠簸大片吹雪山地波严重沙或尘霾中度飞机积冰大片沙(尘)暴严重飞机积冰大片霾大片雾大片轻雾大气中的放射性物质**大片烟火山喷发*** 冻雨***山地状况不明可见火山灰云****** 在为飞行高度层100以下飞行的飞行文件中，这个符号指“飑线”。

** 下列情报涉及的符号应该在图边标明：放射物符号；意外事故点的经/纬度；意外事故发生的日期和时间；进一步情报的核对航行通告。

*** 下列情报应该在图边标明：火山喷发符号；火山名字和国际编号（如果知道）；经/纬度；首次喷发的日期和时间（如果知道）；关于火山灰的核对重要气象情报和航行通告或火山通告。

**** 这个符号不涉及在很低温度下由于降水而引起的飞机积冰。

*****可见的火山云符号仅仅适用于VAG模式，对SIGWX图不适用。

注：每幅图例的预期现象的底顶间高度指示。

2．锋面、辐合带和其他的符号地面冷锋最大风的位置、速度和高度层地面暖锋幅合线地面锢囚锋零度等温度层高度地面准静止锋热带辐合带对流层顶高点海面状况对流层顶低点海面温度对流层顶高度大范围的强地面风风矢表明急流的最大风和所在的飞行高度层。

用双横线标明大于或等于20海里／小时的风速变化和3000英尺（或更小，如果可行）的飞行高度层的显著变化。

在此例中，双横线处风速是225公里／小时（120公里／小时）。

粗线描绘预报风速为150公里／小时（80公里／小时）的急流轴的起始点和终止点。

* 该符号指出大范围地面风速超过60公里／小时（30海里／小时）。

3．用于描述云的缩写3.1 云状CI一卷云CS一卷层云AS一高层云SC一层积云CU一积云CC一卷积云AC一高积云NS一雨层云ST一层云CB一积雨云3.2 云量除CB以外的云：SKC = 碧空（0/8） FEW =少云（1/8-2/8） SCT = 疏云（3/8-4/8）BKN = 多云（5/8-7/8） 0VC = 阴天（8/8）只限CB：ISOL = 个别（孤立的）CBOCNL = 完全分离的CBFRQ = 很少或不分离的CBEMBD = 隐嵌在其他云层中或隐嵌在霾里的CB3.3 高度在SWH和SWM图上的高度都用飞行高度层表示，当用XXX表示底或顶的高度时，底高或顶高都在SWL图的气层以外。

翻译1 英文原文TURBULENCEEveryone who flies encounters turbulence at some time or other . A turbulent atmosphere as one in which air currents range from rather mild eddies to strong currents of relatively large dimensions. As an aircraft moves through these currents, it undergoes changing accelerations which jostle it from its smooth flight path. This jostling is turbulence. Turbulence ranges from bumpiness which can annoy crew and passengers to severe jolts which can structurally damage the aircraft or injure its passengers.Aircraft reaction to turbulence varies with the difference in wind speed in adjacent currents, size of the aircraft, wing loading, airspeed, and aircraft attitude. When an aircraft travels rapidly from one current to another, it undergoes abrupt changes in acceleration. Obviously , if the aircraft moves more slowly, the changes in acceleration would be more gradual. The first rule in flying turbulence is to reduce airspeed. Your aircraft manual most likely lists recommended airspeed for penetrating turbulence.Knowing where to expect turbulence helps a pilot avoid or minimize turbulence discomfort and hazards. The main causes of turbulence are (1) convective currents, (2) mountain wave, and (3) wind shear. Turbulence also occurs in the wake of moving aircraft whenever the airfoils exert lift—wake turbulence. Any combination of causes may occur at one time.CONVECTIVE CURRENTSConvective currents are a common cause of turbulence, especially at low altitudes. These currents are localized vertical air movements, both ascending and descending. For every rising current, there is a compensating downward current. The downward currents frequently occur over broader areas than do the upward currents, and therefore, they have a slower vertical speed than dothe rising currents.Convective currents are most active on warm summer afternoons when winds are light. Heated air at the surface creates a shallow, unstable layer, and the warm air is forced upward. Convection increases in strength and to greater heights as surface heating increases. Barren surfaces such as sandy or rocky wastelands and plowed fields become hotter than open water or ground covered by vegetation. Thus, air at and near the surface strength of convective currents can vary considerably within short distances.When cold air moves over a warm surface, it becomes unstable in lower levels. Convective currents extend several thousand feet above the surface resulting in rough, choppy turbulence when flying in the cold air. This condition often occurs in any season after the passage of a cold front.Turbulence on approach can cause abrupt changes in airspeed and may even result in a stall at a dangerously low altitude. To prevent the danger, increase airspeed slightly over normal approach speed. This procedure may appear to conflict with the rule of reducing airspeed for turbulence penetration; but remember, the approach speed for your aircraft is well below the recommended turbulence penetration speed.As air moves upward, it cools by expansion. A convective current continues upward until it reaches a level where its temperature cools to the same as that of the surrounding air. If it cools to saturation, a cloud forms. Billowy fair weather cumulus clouds, usually seen on sunny afternoons, are signposts in the sky indicating convective turbulence. The cloud top usually marks the approximate upper limit of the convective current. A pilot can expect to encounter turbulence beneath or in the clouds, while above the clouds, air generally is smooth.MOUNTAIN WAVEWhen stable air crosses a mountain barrier, the turbulent situation is somewhat reversed. Air flowing up the windward side is relatively smooth. Wind flow across the barrier is laminar—that is, it tends to flow in layers. The barrier may set up waves in these layers much as waves develop on a disturbed water surface. The waves remain nearly stationary while the wind blows rapidly throughthem. The wave pattern is a “standing” or “mountain” wave, so named because it remains essentially stationary and is associated with the mountain. The wave pattern may extend 100 miles or more downwind from the barrier.Wave crests extend well above the highest mountains, sometimes into the lower stratosphere. Under each wave crest is a rotary circulation, the “rotor” forms below the elevation of the mountain peaks. Turbulence can be violent in the overturning rotor. Updrafts and downdrafts in the waves can also create violent turbulence.When planning a flight over mountainous terrain, gather as much preflight information as possible on cloud reports, wind direction, wind speed, and stability of air. Satellites often help locate mountain waves, but adequate information may not always be available, so remain alert for signposts in the sky. What should you look for both during preflight planning and during your in flight observations?Wind at mountain top level in excess of 25 knots suggests some turbulence. Wind in excess of 40 knots across a mountain barrier dictates caution. Stratified clouds mean stable air. Standing lenticular and rotor clouds suggest a mountain wave; expect turbulence many miles to the lee of mountains and relative smooth flight on the windward side. Convective clouds on the windward the mountain.When approaching mountains from the leeward side during strong winds, you’d better begin your climb well away from the mountain—100 miles in mountain wave .Climb to an altitude 3,000 to 5,000 feet above mountain tops before attempting to cross. The best procedure is to approach a ridge at a 45°angle to enable a rapid retreat to calmer air. If unable to make good on your first attempt and you have higher altitude capabilities, you may back off and make another attempt at higher altitude. Sometimes you may have to choose between turning back or detouring the area.Flying mountain passes and valleys is not a safe procedure during high winds. The mountains funnel the wind into passes and valleys thus increasing wind speed and intensifying turbulence. If winds at mountain top level are strong, go high, or go around. Surface wind may be relatively calm in a valley surrounded by mountains when wind aloft is strong.. If taking off in the valley, climb above mountain clearance from the mountains sufficient to allow recovery if caught in a downdraft.WIND SHEARWind shear generates eddies between two wind currents of differing velocities. The differences may be in wind speed, wind direction, or in both. Wind shear may be associated with either a wind shift or a wind speed gradient at any level in the atmosphere. Three conditions are of special interest—(1) wind shear with a low-level temperature inversion, (2) wind shear in a frontal zone, and (3) clear air turbulence at high levels associated with a jet stream or strong circulation.WIND SHEAR WITH A LOW-LEVEL TEMPERATURE INVERSIONWhen surface wind is calm or very light, takeoff or landing can be in any direction. Takeoff may be in the direction of the wind above the inversion. If so, the aircraft encounters a sudden tailwind and a corresponding loss of airspeed when climbing through the inversion. Stall is possible. If approach is into the wind above the inversion, the headwind is suddenly lost when descending through the inversion. Again, a sudden loss in airspeed may induce a stall.A temperature inversion forms near the surface on a clear night with calm or light surface wind. When taking off or landing in calm wind under clear skies within a few hours before or after sunrise, be prepared for a temperature inversion near the ground. You can be relatively certain of a shear zone in the inversion if you know the wind as 2000 to 4000 feet is 25 knots or more. Allow a margin of airspeed above normal climb or approach speed to alleviate danger of stall in event of turbulence or sudden change in wind velocity.WIND SHEAR IN A FRONTAL ZONEA front can contain many hazards. However, a front can be between two dry stable airmasses and can be devoid of clouds. Even so, wind changes abruptly in the frontal zone and can inducewind shear turbulence. The degree of turbulence depends on the magnitude of the wind shear. When turbulence in expected in a frontal zone, follow turbulence penetration procedures recommended in your aircraft manual.CLEAR AIR TURBULENCEClear air turbulence implies turbulence devoid of clouds. However, we commonly reserve the term for high level wind shear turbulence, even when in cirrus clouds. A preferred location of CAT is in an upper trough on the cold side of the jet stream. Another frequent CAT location is along the jet stream north and northeast of a rapidly deepening surface low. Even clear air turbulence can destroyed the aircraft so easily, it is every pilots’ obligation to report the CAT when encountered, and pilot when preflight must check the weather forecast, and report to make sure there is no CAT in the flight path.WAKE TURBULENCEAn aircraft receives its lift by accelerating a mass of air downward. Thus, whenever the wings are providing lift, air is forced downward under the wings generating rotary motions or vortices off the wing tips. When the landing gear bears the entire weight of the aircraft, no wing tip vortices develop. But the instant the pilot “hauls back” on the controls, these vortices begin and spread downward and outward from the flight path. They also drift with the wind. Strength of the vortices is proportional to the weight of the aircraft as well as other factors. Therefore, wake turbulence is more intense behind large, transport category aircraft than behind small aircraft. Generally, it is a problem only when following the larger aircraft.The turbulence persists several minutes and may linger after the aircraft is out of sight. At controlled airports, the controller generally warns pilots in the vicinity of possible wake turbulence. When left to your own resources, you could use a few pointers. Most jets when taking off lift the nose wheel about midpoint in the takeoff roll; therefore, vortices begin about the middle of the takeoff roll. Vortices behind propeller aircraft begin only a short distance behind lift-off. Followinga landing of either type of aircraft, vortices end at about the point where the nose wheel touches down. Avoid flying through these vortices. More specifically, when using the same runway as a heavier aircraft:(1)if landing behind another aircraft, keep your approach above his approach and keep youtouchdown beyond the point where his nose wheel touched the runway;(2)if landing behind a departing aircraft, land only if you can complete your landing roll beforereaching the midpoint of his takeoff roll;(3)if departing behind another departing aircraft, take off only if you can become airbornebefore reaching the midpoint of his takeoff roll and only if you can climb fast enough to stay above his flight path;(4)If departing behind a landing aircraft, don’t un less you can taxi onto the runway beyond theat which his nose wheel touched down and have sufficient runway left for safe takeoff. The foregoing procedures are elementary. The problem of wake turbulence is more operational than meteorological. The FAA issues periodic advisory circulars of operational problems. If you plan to operate out of airports used routinely by air carriers, we highly recommend you read the latest advisory circulars on wake turbulence. Titles of there circulars are listed in the FAA “Advisory Circular Checkl ist and Status of Regulations.”ICINGAircraft icing is one of the major weather hazards to aviation. Icing is a cumulative hazard. It reduces aircraft efficiency by increasing weight, reducing lift, decreasing thrust, and increasing drag. As shown in figure 1, each effect tends to either slow the aircraft or force it downward. Icing also seriously impairs aircraft engine performance. Other icing effects include false indications on flight instruments, loss of radio communications, and loss of operation of control surfaces, brakes, and landing gear.Figure 1. Effects of structural icing.In this article we discuss the principles of structural, induction system, and instrument icing, and other factors on icing. Although ground icing and frost are structural icing, we discuss them separately because of their different effect on an aircraft. And we wind up the chapter with a few operational pointers.STRUCTURAL ICINGTwo conditions are necessary for structural icing in flight: (1) the aircraft must be flying through visible water such as rain or cloud droplets, and (2) temperature at the point where the moisture strikes the aircraft must be 0° ; C or colder. Aerodynamic cooling can lower temperature of an airfoil to 0° C even though the ambient temperature is a few degrees warmer.Supercooled water increases the rate of icing and is essential to rapid accretion. Supercooled water is in an unstable liquid state; when an aircraft strikes a supercooled drop, part of the drop freezes instantaneously. The latent heat of fusion released by the freezing portion raises the temperature of the remaining portion to the melting point. Aerodynamic effects may cause theremaining portion to freeze. The way in which the remaining portion freezes determines the type of icing. The types of structural icing are clear, rime, and a mixture of the two. Each type has its identifying features.CLEAR ICEClear ice forms when after initial impact, the remaining liquid portion of the drop flows out over the aircraft surface gradually freezing as a smooth sheet of solid ice. This type forms when drops are large as in rain or in cumuliform clouds. Figure 2 illustrates ice on the cross section of an airfoil, clear ice shown at the top.Figure 2. Clear, rime, and mixed icing on airfoilsRIME ICERime ice forms when drops are small, such as those in stratified clouds or light drizzle. The liquid portion remaining after initial impact freezes rapidly before the drop has time to spread over the aircraft surface. The small frozen droplets trap air between them giving the ice a white appearance as shown at the center of figure 2.Rime ice is lighter in weight than clear ice and its weight is of little significance. However, its irregular shape and rough surface make it very effective in decreasing aerodynamic efficiency of airfoils, thus reducing lift and increasing drag. Rime ice is brittle and more easily removed than clear ice.MIXED CLEAR AND RIME ICINGMixed ice forms when drops vary in size or when liquid drops are intermingled with snow or ice particles. It can form rapidly. Ice particles become imbedded in clear ice, building a very rough accumulation sometimes in a mushroom shape on leading edges as shown at the bottom of figure 2.INDUCTION ICINGIce frequently forms in the air intake of an engine robbing the engine of air to support combustion. This type icing occurs with both piston and jet engines, and almost everyone in the aviation community is familiar with carburetor icing. The downward moving piston in a piston engine or the compressor in a jet engine forms a partial vacuum in the intake. Adiabatic expansion in the partial vacuum cools the air. Ice forms when the temperature drops below freezing and sufficient moisture is present for sublimation. In piston engines, fuel evaporation produces additional cooling. Induction icing always lowers engine performance and can even reduce intake flow below that necessary for the engine to operate. Figure 3 illustrates carburetor icing.Figure 3. Carburetor icing. Expansional cooling of air and vaporization of fuel can induce freezing and cause ice to clog the carburetor intake.Induction icing potential varies greatly among different aircraft and occurs under a wide range of meteorological conditions. It is primarily an engineering and operating problem rather than meteorological.INSTRUMENT ICINGIcing of the pitot tube as seen in figure 4 reduces ram air pressure on the airspeed indicator and renders the instrument unreliable. Most modern aircraft also have outside static pressure port as part of the pitot-static system. Icing of the static pressure port reduces reliability of all instruments on the system - the airspeed, rate-of-climb, and altimeter.Figure 4. Internal pitot tube icing. It renders airspeed indicator unreliable.Ice forming on the radio antenna distorts its shape, increases drag, and imposes vibrations that may result in failure in the communications system of the aircraft. The severity of this icing depends upon the shape, location, and orientation of the antenna.OTHER FACTORS IN ICINGIn addition to the above, other factors also enter into icing. Some of the more important ones are discussed below.FRONTSAtmospheric circulation is the movement of air around the surface of the Earth. It is caused by uneven heating of the Earth’s surface and upsets the equilibrium of the atmosphere, creating changes in air movement and atmospheric pressure. Because the Earth has a curved surface that rotates on a tilted axis while orbiting the sun, the equatorial regions of the Earth receive a greater amount of heat from the sun than the polar regions. The amount of sun that heats the Earth depends upon the time of day, time of year, and the latitude of the specific region. All of these factors affect the length of time and the angle at which sunlight strikes the surface. In general circulation theory, areas of low pressure exist over the equatorial regions, and areas of high pressure exist over the polar regions due to a difference in temperature. Solar heating causes air to become less dense and rise in equatorial areas. The resulting low pressure allows the high-pressure air at the poles to flow along the planet’s surface toward the equator. As the warm air flows toward the poles, it cools, becoming more dense, and sinks back toward the surface. This pattern of air circulation is correct in theory; however, the circulation of air is modified by several forces, most importantly the rotation of the Earth. The force created by the rotation of the Earth is known as Coriolis force. This force is not perceptible to us as we walk around because we move so slowly and travel relatively short distances compared to the size and rotation rate of the Earth. However, it does significantly affect bodies that move over great distances, such as anair mass or body of water. The Coriolis force deflects air to the right in the Northern Hemisphere, causing it to follow a curved path instead of a straight line. The amount of deflection differs depending on the latitude. It is greatest at the poles, and diminishes to zero at the equator. The magnitude of Coriolis force also differs with the speed of the moving body—the faster the speed, the greater the deviation. In the Northern Hemisphere, the rotation of the Earth deflects moving air to the right and changes the general circulation pattern of the air. The speed of the Earth’s rotation causes the general flow to break up into three distinct cells in each hemisphere. [Figure 10-9] In the Northern Hemisphere, the warm air at the equator rises upward from the surface, travels northward, and is deflected eastward by the rotation of the Earth. By the time it has traveled one-third of the distance from the equator to the North Pole, it is no longer moving northward, but eastward. This air cools and sinks in a belt-like area at about 30°latitude, creating an area of high pressure as it sinks toward the surface. Then it flows southward along the surface back toward the equator. Coriolis force bends the flow to the right, thus creating the northeasterly trade winds that prevail from 30°latitude to the equator. Similar forces create circulation cells that encircle the Earth between 30° and 60° latitude, and between 60° and the poles. This circulation pattern results in the prevailing westerly winds in the conterminous United States. Circulation patterns are further complicated by seasonal changes, differences between the surfaces of continents and oceans, and other factors. Frictional forces caused by the topography of the Earth’s surface modify the movement of the air in the atmosphere. Within 2,000 feet of the ground, the friction between the surface and the atmosphere slows the moving air. The wind is diverted from its path because the frictional force reduces the Coriolis force. This is why the wind direction at the surface varies somewhat from the wind direction just a few thousand feet above the Earth.Air flows from areas of high pressure into those of low pressure because air always seeks out lower pressure. In the Northern Hemisphere, this flow of air from areas of high to low pressure is deflected to the right; producing a clockwise circulation around an area of high pressure. This is also known as anti-cyclonic circulation. The opposite is true of low-pressure areas; the air flows toward a low and is deflected to create a counter-clockwise or cyclonic circulation. High-pressure systems are generally areas of dry, stable, descending air. Good weather is typically associated with high-pressure systems for this reason. Conversely, air flows into a low-pressure area to replace rising air. This air tends to be unstable, and usually brings increasing cloudiness and precipitation. Thus, bad weather is commonly associated with areas of low pressure.A condition favorable for rapid accumulation of clear icing is freezing rain below a frontal surface. Rain forms above the frontal surface at temperatures warmer than freezing. Subsequently, it falls through air at temperatures below freezing and becomes supercooled. The supercooled drops freeze on impact with an aircraft surface. Figure 5 diagrams this type of icing. It may occur with either a warm front (top) or a cold front. The icing can be critical because of the large amount of supercooled water. Icing can also become serious in cumulonimbus clouds along a surface cold front, along a squall line, or embedded in the cloud shield of a warm front.Figure 5. Freezing rain with a warm front (top) and a cold front (bottom). Rainfall through warm air aloft into subfreezing cold air near the ground. The rain becomes supercooled and freezes on impact.TERRAINAir blowing upslope is cooled adiabatically. When the air is cooled below the freezing point, the water becomes supercooled. In stable air blowing up a gradual slope, the cloud drops generally remain comparatively small since larger drops fall out as rain. Ice accumulation is rather slow and you should have ample time to get out of it before the accumulation becomes extremely dangerous. When air is unstable, convective clouds develop a more serious hazard as described in "Icing and Cloud Types."Icing is more probable and more hazardous in mountainous regions than over other terrain. Mountain ranges cause rapid upward air motions on the windward side, and these vertical currentssupport large water drops. The movement of a frontal system across a mountain range often combines the normal frontal lift with the upslope effect of the mountains to create extremely hazardous icing zones.Each mountainous region has preferred areas of icing depending upon the orientation of mountain ranges to the wind flow. The most dangerous icing takes place above the crests and to the windward side of the ridges. This zone usually extends about 5,000 feet above the tops of the mountains; but when clouds are cumuliform, the zone may extend much higher.SEASONSIcing may occur during any season of the year; but in temperate climates such as cover most of the contiguous United States, icing is more frequent in winter. The freezing level is nearer the ground in winter than in summer leaving a smaller low level layer of airspace free of icing conditions. Cyclonic storms also are more frequent in winter, and the resulting cloud systems are more extensive. Polar regions have the most dangerous icing conditions in spring and fall. During the winter the air is normally too cold in the polar regions to contain heavy concentrations of moisture necessary for icing, and most cloud systems are stratiform and are composed of ice crystals.GROUND ICINGFrost, ice pellets, frozen rain, or snow may accumulate on parked aircraft. You should remove all ice prior to takeoff, for it reduces flying efficiency of the aircraft. Water blown by propellers or splashed by wheels of an airplane as it taxis or runs through pools of water or mud may result in serious aircraft icing. Ice may form in wheel wells, brake mechanisms, flap hinges, etc, and prevent proper operation of these parts. Ice on runways and taxiways create traction and braking problems.中文翻译颠簸激流每一个飞行员都有可能遇到颠簸，当一个颠簸的气流运动(包括涡旋和大的相对气流),飞机飞过这些气流时，它改变了飞机的速度，从而使飞机偏离了它平滑的航道。

浅析飞机积冰的原因及防冰策略摘要：飞机积冰会严重影响飞机的性能并危及到飞行的安全，现代飞机都装有先进的防冰系统，该文主要对形成积冰的原因并主要探讨了从飞行中和起飞前地面除、防冰两个方面，说明了积冰对飞行的影响以及正确的防范措施说明积冰的处置和除、防冰的方法。

关键词：飞机积冰飞行安全防范措施Reason analysis of aircraft icing and ice prevention strategiesAbstract:Aircraft Icing will seriously affect the performance of aircraft and endanger the flight safety, the modern aircraft are equipped with anti icing system,this paper focuses on the reasons for the formation of icing and mainly discusses from two aspects of flight and flight before the ground except, anti icing, illustrates the effect of ice accretion on flight and preventive measures to correct description of the disposal and method of removing ice, ice.Key words:Aircraft icing Flight safety Preventive measures.给生活带来乐趣的雪和冰，对于飞机的运营来说，却变成了一个无形的杀手。

冰和雪极大的威胁着飞机的安全运行，跑道道面上结冰和大量积雪就是其中之一。

冰和雪会减少刹车效果、降低加速性能，给飞机起降性能造成很大影响，这一点早就被人们所认识并一直在采取对策。

飞机专业术语（英汉对照）1、theairframe机身,结构2、Thefront(fore)part前部3、Therear(aft)part后部4、port左旋(舵)5、starboard右旋(舵)6、theinboardengineorinboards内侧发动机7、theoutboardengineoroutboards外侧发动机8、thenose机头9、thebelly腹部10、theskin蒙皮11、thewindscreenorwindshield风挡12、thewing机翼13、thetrailingedge机翼后缘14、theleadingedge机翼前缘15、thewingtip翼尖16、thecontrolsurface操纵面17、ailerons副翼18、flaps(inboardflap,outboardflap,leadingedgeflaps)襟翼（内侧襟翼，外侧襟翼，前缘缝翼）19、spoilers(inboard\outboardspoiler)(spoilerdown\up)阻力板，扰流板（内、外侧扰流板）（扰流板放下、打开）20、slats缝翼21、elevators(elevatorcontroltab)升降舵（升降舵操纵片）22、rudder(ruddercontroltab)方向舵（方向舵操纵片）23、flapangle 襟翼角24、flapsetting襟翼调整25、thefullflapposition全襟翼位置26、aflaplesslanding无襟翼着陆27、thelandinggear起落架28、stabilizer安定面29、thenosewheel前轮30、gearlocked起落架锁定31、thewheelwell起落架舱32、thewheeldoor起落架舱门33、atyre轮胎34、toburst爆破35、adeflatedtyre放了气的轮胎36、aflattyre走了气的轮胎37、apuncture轮胎被扎破38、toextendtheflaps(toretracttheflaps)放下襟翼（收上襟翼）39、gearextention(gearretraction)起落架放下（起落架收上）40、Thegearisjammed.起落架被卡死。