Soldier: A Memoir

We flew in silence watching the instruments and checking the ice protruding from the struts and wings. Each time I looked at the ice, I mentally measured it trying to detect any change. I kept replaying in my mind the flight through the snow cloud that deposited the ice and snow on the struts and wings. I racked my brain trying to remember the instructions for flying in icing conditions. All I could come up with was; don’t fly in those conditions and cycle the prop to prevent ice from building up on it. Strangely, the longer we flew with no problems from the ice, the more comfortable I became with it. I guess Mr. Roy was in deep thought also because when Frankfurt called on the radio it startled us. “Army 62378 this is Frankfurt Control, fifteen miles north of the Frankfurt VOR climb to 10,000 feet, barometer 29.03, report at 10,000 feet, over.” I answered before Mr. Roy could repeat the instructions. “Frankfurt Control this is Army 62378, roger climb to 10,000 feet. Request a lower altitude if possible.” “Roger Army 62378, due to heavy traffic in Frankfurt area at this time, lower altitude not available, report 10,000 feet.” “This is Army 62378 roger report 10,000 feet.” With a trembling hand I eased the prop control forward to climb RPM and the throttle forward to maximum power. I simultaneously applied back pressure on the yoke and we begin climbing toward 10,000 feet. I mumbled over the intercom, “Man it's sure cold up here,” to explain my trembling hand. Mr. Roy agreed with me as he stared at the dark layer of clouds we were climbing toward. The plane entered the dark clouds at 8600 feet. There was slight increase in turbulence and an instant increase in the ice forming on our struts and wings. When Mr. Roy reported 10,000 feet, there was at least a foot of ice protruding from the struts and wings. To add to our troubled state, ice had started forming on the outside the cockpit. When I returned the power and prop settings to cruise, the airspeed slowly increased to 106 knots. That was four knots below the normal cruise speed of 110 knots. “Okay,” I told myself, “We have a lot of ice on the aircraft, it would be normal for it to slow down. One hundred and six knots is still a good airspeed.” I kept watching the ice buildup on the struts and wings as the cockpit slowly iced over. When I could no longer see the struts, I pulled the prop RPM control handle to the rear and pushed it back to cruise RPM. The aircraft slowed slightly and then returned to 106 knots. Five minutes after reaching 10,000 feet, ice encased us making it impossible to see pass the inside of the cockpit. With a pounding heart, I watched my airspeed slowly fall to 100 knots. A little knot of fear formed in my stomach when I saw that. I calmed myself by telling Mr. Roy, who hadn’t noticed it. He looked at me and I could see the question in the expression on his face, “What the hell are we going to do?” Most of the time I had the ability to stay calm under stress and override fear so I could focus on finding a solution to whatever problem that was before me. Now I faced my most stressful situation ever. I pushed the intercom button. “Mr. Roy our only recourse is to cycle the prop and try to descend to a lower altitude. I sure as hell don’t want ice on the prop so I’m going to cycle it every thirty seconds or so. I will maintain altitude as long as our airspeed does not get below 80 knots. If I can’t maintain 10,000 feet and 80 knots then I will start descending to maintain 80 knots. That’s a safe airspeed for this aircraft. But first I am going to see if I can get a lower altitude.” He nodded his head agreeing as I pushed the transmit button, “Frankfurt Control this is Army 62378. I am experiencing heavy icing and request a lower altitude.” “Negative Army 62378, maintain 10,000.” I answered his transmission. By now the airspeed was down to 80 knots and the controls were starting to feel sluggish. I had to force myself to stay calm as I thought, “Neal you are in real trouble. You don’t know if 80 knots is a safe airspeed for a flying hunk of ice. Then there’s a good possibility that ice could jam the controls and cause you to lose control of the aircraft.” Alarmed by that thought, I lowered the nose to descend. “Just keep the wings level and maintain 80 knots. Don’t worry about altitude,” I told myself. “Dear God I need your help now,” I prayed as I pushed the transmit button, “Frankfurt Control this Army 62378, I am iced up and unable to maintain 10,000. Request a lower altitude immediately.” “Roger Army 62378, are you declaring an emergency?” “Negative Frankfurt Control, I just need a lower altitude.” “Roger Army 62378, maintain 10,000 feet.” “Frankfurt Control unable to maintain 10,000 feet and safe airspeed, descending through 9,800 feet.” “Army 62378, are you declaring an emergency?” “Negative Frankfurt Control, I cannot maintain altitude in these conditions. I am descending about 200 feet a minute to maintain airspeed and control of aircraft.” “Army 62378 your assigned altitude is 10,000 feet.” I decided then that I was going to continue descending and just give Frankfurt my altitude. It was obvious that they were not going to clear me to descend lower unless I declared an emergency. If I did that, there would be all kinds of paperwork and investigations. Besides in my mind, I did not technically have an emergency. I was flying the aircraft but I was in a situation where a wrong action on my part could lead to a disastrous end. I had visions of stalling and spinning out of control with nothing but instruments to go by. I knew that might be beyond my ability to handle.