Summer is almost upon us in the northern hemisphere, but the FAA is embroiled in two significant icing-related issues: a proposed new rule for when de-ice systems are activated and a new interpretation of the term “known icing.”
Reacting to last September’s fatal collision of an Embraer Legacy and Boeing 737 over the Amazon jungle, the NTSB yesterday called for improved certification standards for traffic alert and collision avoidance systems (TCAS). The Safety Board wants pilots to receive clearer warning messages when the TCAS has stopped functioning.
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.
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.
Spurred by the popularity of Bombardier’s blockbuster annual standdown in Wichita, safety stand- downs are becoming regional one- day events. The Greater Washington Business Aviation Association recently hosted its own one-day safety and security standdown at Signature Flight Support’s FBO at Ronald Reagan Washington National Airport.
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.
Cessna Citation 550, Fort Yukon, Alaska, Sept. 30, 2005–The NTSB has concluded that the University of North Dakota icing research jet accident was caused by the pilot’s improper use of anti-icing equipment during cruise, which resulted in ice ingestion into both engines and the complete loss of power. Factors were the icing conditions, inadequate crew resource management and failure to use a checklist.
Mitsubishi garnered top bragging rights in the most recent AIN product-support survey, and the biennial pilots’ review of proficiency (PROP) seminar series is one good reason why. How many manufacturers sponsor regular owner/operator safety seminars–let alone doing so for aircraft that went out of production almost two decades ago?
Annual U.S. turbine helicopter accidents for singles and twins dropped slightly last year, a reflection of an improving safety picture combined with steady, or possibly slightly declining, usage rates compared with 2005. Those were the preliminary opinions of noted business aviation safety expert Bob Breiling of Robert E. Breiling and Associates.
Cessna 550 Citation II, Ft. Yukon, Alaska, Sept. 30, 2005–The captain, copilot and two research scientists were not seriously injured when Citation N77ND made an off-airport, gear-up emergency landing after both engines quit simultaneously. The University of North Dakota flight was doing icing research in IFR conditions when the accident occurred.