During the January 23 public meeting on the icing-related crash of a Cessna Citation 560 near Pueblo, Colo., NTSB members criticized the FAA and Cessna for not updating critical icing information used by pilots and certification engineers.
The NTSB released new and old recommendations related to the Feb. 16, 2005, stall and fatal crash of a Cessna Citation 560 in Pueblo, Colo.
The Australian Transport Safety Bureau (ATSB) listed it as merely a serious incident but considered it significant enough to issue a full report. The incident involved the loss of control a Saab 340 experienced when it encountered icing. There were no injuries and no damage to the aircraft, but the pilots did not recover from the loss of control until the aircraft was only 112 feet above the ground.
Sino Swearingen insists that the 2,500-nm-range SJ30-2 will be certified in the third quarter of this year, despite numerous program delays and the crash of S/N 002 in April 2003 (see page 1). “Three test aircraft–Serial Numbers 003, 004 and 005–are now flying seven days a week, and I’m comfortable that we will achieve FAA approval in the third quarter,” a company spokesman told AIN.
Much has been written lately about the potential cost of not de-icing a business airplane before attempting to fly it, so we posed the question recently in our AINalerts twice-weekly electronic news bulletin, “What about the cost of de-icing? The price seems to vary wildly. What is the most you have paid to have a business jet de-iced? What type of airplane was it, which facility de-iced it, and what were the circumstances?”
Cessna 208 Caravan, Winnipeg, Canada, Oct. 6, 2005–The Canadian Transportation Safety Board (TSB) found that, although the Morningstar Air Express Caravan took off clean, its performance diminished as ice built on its critical surfaces. Moderate icing was forecast for the area. The Caravan was also about 3 percent overweight and 488 pounds over the 8,550-pound mtow for operating in icing conditions.
The pilot flying a Cessna Caravan that crashed after takeoff on Oct. 6, 2005, in Winnipeg, Manitoba, violated operational requirements, according to the Canadian Transportation Safety Board’s final report. Among the violations were taking off at a weight greater than the legal maximum takeoff weight and exceeding the time allowed between wing contamination inspection and takeoff.
The NTSB determined today that the Feb. 16, 2005 crash of a Circuit City Cessna Citation 560 during the approach to Pueblo Memorial Airport, Colo., was caused because during the approach, as they flew through a cloud containing supercooled liquid droplets, the flight crew didn’t activate the deicing boots at the first sign of ice buildup (as specified in the AFM) and possibly not at all, and didn’t monitor airspeed, which led to a stall.
In its determination of the probable cause of the PenAir Caravan crash, the Safety Board also said that a factor contributing to the accident “was the lack of a preflight inspection requirement to examine at close range the upper surface of the wing for ice contamination when ground icing conditions exist.” Such a requirement is now on the books, the result of an AD issued in March following an FAA investigation into incidents involving Carava
Deicing boots must be installed on the landing gear struts and cargo pods of several hundred Cessna Caravans approved for flight into icing under an AD published today.