The NTSB has ruled that last February’s crash of a Colgan Air Q400 on the outskirts of Buffalo, N.Y., was due to the captain’s inappropriate actions in response to the activation of the stick shaker. Its report, released at a press conference yesterday, said the pilot pulled back on the control column when the shaker activated, placing the twin turboprop into an accelerated aerodynamic stall.
The FAA yesterday issued a final rule that prohibits Part 91K, 135 and 121 operators from taking off with “polished frost”–meaning frost buffed to make it smooth–on an aircraft’s wings, stabilizers and control surfaces. The new rule will take effect on Jan. 30, 2010. The FAA already prohibits major and regional air carriers from operating with polished frost.
Coincidental to the early taste of winter weather the Northeast received in mid-October, NBAA–in conjunction with local airport user groups and state business aviation associations–sponsored a pair of cold-weather operational seminars aimed at exploring the challenges and threats presented by in-flight and ground icing, as well as runway contamination.
Ever since the crash of American Eagle Flight 4184 (an ATR 72) in Roselawn, Ind., on Oct. 31, 1994, the NTSB has been recommending that the FAA enact a new rule that the Board believes might have prevented these accidents. As a result of the crash of Flight 4184, the NTSB recommended that the FAA “prohibit the use of the autopilot” during encounters with icing conditions.
The FAA last month amended its certification standards for icing protection on transport-category airplanes. The new rule, which goes into effect September 2, will require new systems to increase pilot situational awareness during icing conditions.
The FAA yesterday amended its certification standards for icing protection on transport-category airplanes. The new rule, which goes into effect September 2, will require new systems to increase pilot situational awareness during icing conditions.
The FAA issued Information for Operators (InFO) 09005 last week, urging proper pilot training for boot operation and maintaining airspeed in de-icer-boot-equipped airplanes.
The crash of Colgan Air/Continental Connection Flight 3407 (a Bombardier Dash 8 Q400) on February 2 has again raised the same issues about in-flight icing that came to light after the 1994 icing-related crash of American Eagle Flight 4184 in Roselawn, Ind., and other icing accidents.
Two new online icing education courses were released this winter, one from King Schools and the other by the Aircraft Owners and Pilots Association’s Air Safety Foundation (ASF). Both offer a useful introduction and refresher on preparing for icing conditions and dealing with ice-related problems.
Pilots should “activate boots as soon as the airplane enters icing conditions,” according to a safety alert released in December by the NTSB. The alert (SA-014) is yet another attempt by the Board to persuade pilots that there is no such thing as ice bridging and that pilots should not wait for ice to build to one-quarter to one-half-inch thickness before inflating boots in icing conditions.