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Corrective action must be taken before an irretrievable situation develops. Should the engine stop due to icing it may not re-start or, even if it does, the delay may result in a critical situation. Carburettor or fuel icing may occur even in clear air and these are, therefore, the most insidious of the various types of icing because of the lack of visual clues. The risk of all forms of induction system icing is higher in cloud than in clear air but because of the visual clues the pilot is less likely to be taken unawares.
If not rectified there will be a loss of airspeed and possibly height. The loss of RPM may be gradual with no associated rough running. The usual reaction is to open the throttle slightly to restore the RPM and this action masks the early symptoms. As the icing increases there will be rough running, vibration and further RPM reduction; a loss of airspeed or height will result and ultimately, THE ENGINE MAY STOP. Thus the main detection instrument is the RPM gauge used in conjunction with the Air Speed Indicator; (b) where a constant speed propeller is fitted and in a helicopter the loss of power would have to be large before the RPM reduced, hence the onset of induction system icing could be even more insidious.
This is not the case with rain ice/frozen rain which will deposit clear ice faster than fuel is being used and will not shed naturally at temperatures normally safe to fly in. 1 Indications of Main Rotor Blade Icing and Natural Shedding by Instrument Interpretation Before a pilot contemplates flying in cloud in natural icing conditions it is essential that he can interpret these conditions by reference to his instruments; it is equally important that he is aware of the aircraft temperature limits in these conditions and at no time is it wise that he should attempt to exceed them - except in an emergency and then he must be aware of the consequences.
Aircraft Icing Handbook