Aircraft Icing

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Five Winter Flying Tips for Operations at Smaller Snow-Country Airports
Dec. 21, 2016
NThorough flight planning is essential for business aircraft safety year-round, but flying in winter into smaller airports in snow country poses special challenges. These facilities often have small staffs with less snow removal equipment than larger airfields. NBAA has compiled several tips to improve the safety and efficiency of winter operations into these smaller airports. Read winter flying tips.

Operators: Review Deicing Protocols for Teterboro, Other Airports
Dec. 21, 2016
Now that winter is here, pilots should review the deicing procedures for their destination airports, as failure to comply with established protocols at any airport that has specific requirements can lead to delays, which, in turn, can compromise safety. Also, pilots should review “Revised FAA-Approved Deicing Program Updates, Winter 2016-2017,” which includes the most current holdover times (HOT). Based on the fluids used, HOT specifies how much time may pass between deicing and takeoff. The updated publication also provides guidance on other pertinent topics: cold soaked fuel frost; fluid freezing in flight; and anti-icing in a hangar, as well as expanded guidance on small-hail intensity. Review deicing protocols.

NBAA Webinar: New Runway Condition Reporting Brings Consistency, Clarity
Oct. 21, 2016
New FAA takeoff and landing performance assessment (TALPA) standards for reporting runway conditions went into effect Oct. 1, bringing consistent procedures and objective criteria to a long-vexing safety challenge for all types of operators and aircraft. The new requirements call for the use of a runway condition assessment matrix (RCAM). Using the matrix, airports assign a Runway Condition Code (RwyCC) from 0-6 to the runway”s condition, with 0 being ice and 6 being dry. Specific RwyCCs are assessed for each third of the runway, based on conditions. Read more about the new assessment matrix.

Operators Should Review New, Official Icing Holdover Times
Aug. 14, 2016
Ice, snow and freezing rain may be the last thing on your mind during the hot summer months, but cold weather and icing conditions will be here before you know it. "Operators should familiarize themselves with this new information and note any changes issued for the upcoming winter season that might affect their deicing needs,” said NBAA Manager of Operations Peter Korns. Now is a good time to prepare for safe winter flying and review the FAA's recently issued 2015-2016 Holdover Times and Allowance Guidance. Learn about the new holdover times.

Five Can’t Miss Winter Weather Resources for Business Aircraft Operators
Nov. 24, 2014
As winter approaches, NBAA's John Kosak, an NBAA Air Traffic Services specialist and staff liaison for the NBAA Weather Subcommittee, highlights the top weather resources for business aircraft operators in the National Airspace System (NAS). Resources include the Aviation Winter Weather Dashboard (AWWD), Computerized Convective Forecast Product (CCFP) and more. Read about these resources.

FAA's Updated Deicing Procedures Include Holdover Time Changes
Dec. 14, 2012
Aircraft operators preparing for winter operations and possible airport deicing are encouraged to review the 2012-2013 Federal Aviation Administration (FAA) Holdover Tables outlining aircraft deicing procedures. The revised document includes changes that, while small, could alter operator procedures based upon last year's deicing holdover times. "We recommend operators familiarize themselves with the new information for the current winter season, and identify any changes to guidelines for the deicing materials they use," noted Doug Carr, NBAA vice president of safety, security, operations & regulation. "This information changes every year, as material is harvested and tested, and fluid chemistry changes." Read more about the updated procedures.

Winter Temps Don't Have to Freeze Out Your Operation
Dec. 6, 2011
Winter can be tough to bear when your aircraft is parked on a ramp, instead of inside a hangar, but that doesn't mean the cold temperatures should deter your operation. Dave Dinneen, Executive Director for the Massachusetts Airport Management Association and president of KING Aviation Mansfield, has a few tips to help operators keep their aircraft at the ready. "I tell people the hardest part about cold weather is walking from the FBO to the door of your airplane," Dinneen concluded. "If you can deal with the in-between, you're in good shape." Learn more.

Deicing Dollars and Sense – NBAA Has the Story
Jan. 10, 2011
At this time of the year, ice and snow are of particular concern for those who rely on an aircraft for business, especially during takeoffs and landings. "Even the smallest amounts of contamination can degrade an airplane's performance and take it outside the known performance envelope and beyond the cruisability to handle it," notes Doug Carr, NBAA vice president of safety, security and regulation. Anticipating the need for de-icing, and understanding the procedures that will likely involve your aircraft, can help you budget for your de-icing needs in the winter months. Learn more.

FAA Releases SAFO Regarding In-flight Icing Hazards
May 18, 2010
The Federal Aviation Administration (FAA) has issued Safety Alert for Operators (SAFO) 10006, providing guidance for training of flight crewmembers on inadvertent encounters with in-flight icing conditions, including freezing drizzle and freezing rain.  The guidance is a result of a number of National Transportation Safety Board (NTSB) safety recommendations, including those from an ATR-72 crash in 1994.  The suggestions include ensuring that the flight crew has all pertinent weather information before and during a flight, emphasizing training regarding air traffic control procedures and the use of pilot reports (PIREPS), and a review of procedures for exiting an icing area and for recovering from roll upsets as a result of icing.  For more information, review the SAFO.

FAA Makes It Official: Don’t Fly With Polished Frost
Dec. 7, 2009
Effective January 30, 2010, a final rule will remove language from part 91 subpart F, and parts 125 and 135 of the Federal Aviation Regulations which had permitted aircraft to takeoff with frost that had been polished to make it smooth on critical surfaces. The FAA first issued a Notice of Proposed Rulemaking (NPRM) regarding this change on May 8, 2008. In the NPRM, the FAA noted that the adherence of frost to lifting surfaces can cause a number of adverse aerodynamic effects and has been a factor in at least twelve accidents. Review the final rule.

FAA InFO Warns Against Frozen Contamination on Aircraft Surfaces

In an effort to remind aircraft operators about the ongoing hazard of frozen contamination on aerodynamic surfaces, the Federal Aviation Administration (FAA) has issued Information for Operators (InFO) 09016 with guidance on how to combat this problem. Several fatal accidents have been determined to have been caused by relatively small amounts of frost or snow being present on wing surfaces at the time of takeoff. For more information, review the FAA Information for Operators (InFO)

FAA Issues InFO Notice on Operation of Deicing Boots
May 4, 2009
The FAA is encouraging operators of aircraft equipped with pneumatic deicing boots to ensure that pilots receive proper training on the operation of these systems and the importance of maintaining appropriate airspeed in icing conditions. Training programs should include material on ice accumulation, shedding, and ice-bridge formation. Operators should place a special emphasis on the proper operation of deicing boots according to the airplane flight manual (AFM) or FAA approved operator’s manual. If icing conditions are encountered, it is also critical that pilots adhere to minimum icing airspeeds contained in the AFM.

FAA Issues Notice on Ice and Heavy Snow Conditions
Oct. 8, 2007
The FAA has published Notice 8900.19 regarding allowance times in ice pellet conditions, procedures and limitations for pilot assessment of precipitation intensity and dispatch in heavy snow conditions. This notice applies primarily to certificate holders and fractional program managers that have FAA-approved deicing/anti-icing programs or plans. For further information, download the notice.

NTSB Issues Safety Recommendation Regarding Anti-Ice Operations
Aug. 28, 2006
On August 25, 2006, the NTSB recommended that the FAA take action to address safety issues identified in the Safety Board's investigations of several high-altitude, dual-engine flameouts that have occurred on Raytheon Beechjet 400 series airplanes powered by Pratt & Whitney Canada JT15D-5 turbofan engines. NTSB Safety Recommendation A-06-56-59 advises the FAA to issue requirements for pilots and flight manuals of Raytheon's Beechjet 400 and other JT15D-5-powered aircraft. For full details, download NTSB Safety Recommendation A-06-56-59.

FAA Issues Urgent Reminder to Air Carriers Regarding Operating in Ice Pellet/Snow Conditions
Dec. 21, 2005
On December 21, 2005, the Federal Aviation Administration (FAA) issued a reminder to airlines, charter operators and FAA inspectors that operating in ice pellet conditions with anti-icing fluids on the critical surfaces of an aircraft is contrary to FAA guidance and policy. NBAA urges all Part 135 certificate holders to review their flight release procedures and anti-ice/deice programs to ensure they are in full compliance with FAA regulations and guidance. Read the FAA’s reminder.

FAA Issues Notice on Reevaluation of Deicing Programs
Oct. 5, 2005
In Notice 8000.308, the FAA provides guidance and information for aircraft operators regarding the evaluation of deicing/anti-icing programs. This notice applies to Part 125 and Part 135 certificate holders that have elected to operate with a program approved under Part 121.629(c). Download the notice.

NTSB Issues Wing Upper Surface Ice Accumulation Alert
Dec. 29, 2004
The National Transportation Safety Board (NTSB) issued an alert to pilots regarding wing upper surface ice accumulation: "Ice accumulation on the wing upper surface is very difficult to detect. It may not be seen from the cabin because it is clear/white and it is very difficult to see from the front or back of the wing. The Safety Board believes strongly that the only way to ensure that the wing is free from critical contamination is to touch it." View the complete NTSB Advisory.