The FAA last month released Airworthiness Directive 2007-10-15, which requires that operators of all 765 U.S.-registered Cessna Caravans install low-airspeed awareness systems at a cost of about $8,200 per airplane. The AD also requires that Cessna-issued AFM Supplement S1–which addresses operations in icing conditions–be incorporated into the Caravan AFM.
FAA Airworthiness Directive 2007-10-15, effective June 21, requires that operators of all 765 U.S.-registered Cessna Caravans install low-airspeed awareness systems at a cost of about $8,200 per airplane.
Comments are due today on an FAA draft letter of interpretation released April 3 on the meaning of the term “known icing conditions.” At press time, 82 comments had been filed, mainly by individuals.
The FAA issued a Notice of Proposed Rulemaking (NPRM) last week that, if enacted, would require manufacturers of newly certified transport-category aircraft (Part 25) to incorporate an ice-detection system. The proposal is part of an ongoing effort by the FAA and NTSB to reduce accidents as a result of icing, and it comes on the heels of an NTSB recommendation that aircraft boots be activated immediately upon the first sign of airframe icing.
In an unusual policy step, the FAA sought comments last month on a draft letter of interpretation regarding the meaning of the term “known icing conditions,” used–but undefined–in the FARs.
A proposed AD would require the installation of deicing boots on the landing-gear struts of nearly 750 U.S.-registered Cessna 208 Caravans, as well as other changes to deicing equipment and procedures contained in a 1991 Cessna accessory kit. The directive stems from the FAA’s investigation into nine incidents within the past few months and six accidents in the previous two icing seasons.
An FAA draft letter of interpretation seeks public comment by May 3 on the meaning of the term “known icing conditions,” used–but undefined–in the FARs.
Ibis Aerospace flew its second production Ae270 Propjet fitted with the Pratt & Whitney Canada PT6-66A in late February from Aero Vodochody’s flight-test facilities near Prague, Czech Republic.
Every few years, a debate erupts about whether the phenomenon of ice bridging is real or something questionable that pilots discuss while hangar flying or warning of the dangers of flying in icing conditions. The issue recently resurfaced at an NTSB public meeting about the icing-related crash of a Cessna Citation 560 in Pueblo, Colo., on Feb. 16, 2005.
Bombardier CL-600-2B19, Rapid City, S.D., Jan. 17, 2004–The NTSB determined that the left wingtip of the Skywest CRJ hit the runway because of the copilot’s failure to maintain control and the captain’s delay in initiating remedial action. Factors contributing to the accident were the low ceiling and low visibility due to fog, and the aircraft’s deviation from expected performance because of airframe icing.