Type Certification of large (transport) fixed wing aircraft is nowadays accomplished under 14 CFR 25.1419 by the FAA or under CS 25.1419 by EASA. you need to go read an article in IFR Magazine about this - AOPA also has the letter from the FAA and their response on their website, aopa.org/whatsnew/newsitems/ … icing.html. . A pretakeoff contamination check is a check to make sure the wings and control surfaces are free of frost, ice, or snow. In aviation, icing conditions are atmospheric conditions that can lead to the formation of water ice on an aircraft.
The views and opinions of originators and contributors expressed on this site are their own. documents in the last year, 59 Hand delivery: Docket Management Facility; U.S. Department of Transportation, 400 Seventh Street, SW., Room PL-401, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.
documents in the last year, 1002
and 4. And bear in mind that the FAA regard "forecast icing conditions" as "known icing conditions". Certification for flight in icing covers three principal aspects: 1. In many cases, especially for smaller general aviation aircraft, it may be intended to allow for just a temporary period of operation in icing conditions during which the horizontal or vertical extent of the icing is vacat… The AIM states: Known Icing Conditions Atmospheric conditions in which the formation of ice is observed or detected in flight. Personally I consider any visible moisture at around 0° as expected icing conditions that I avoid.
The ultimate decision whether, when, and where to make the flight rests with the pilot. It’s only mentioned in para (b).
About the Federal Register (a) The pilot-in-command shall only commence a flight or intentionally fly into expected or actual icing conditions if the aircraft is certified and equipped to cope with such conditions as referred to in 2.a.5 of Annex IV to Regulation (EC) No 216/2008.
BTW, the ancient history of the “known icing” legal debate can be found here in AvWeb. The legal definition will probably only matter if something bad happens. Counts are subject to sampling, reprocessing and revision (up or down) throughout the day. @bookworm might know the background to this, although he may not be around anymore? This site displays a prototype of a “Web 2.0” version of the daily I extracted the above post from that linked thread because it is highly valuable. developer tools pages. So how cold is cold enough to fly in the clouds? However, because Appendix C was conceived as an engineering standard rather than a certification specification, it is not technically correct to state that operations in SLD lie outside of the bounds of certification even though they are not considered by the criteria used for the design and evaluation of ice protection systems. Their occurrence is characterised as freezing drizzle where droplet diameters are between 40 and 200 µm and freezing rain where droplet diameters exceed 200 µm. documents in the last year, 44 (c) No pilot may fly under IFR into known or forecast light or moderate icing conditions or under VFR into known light or moderate icing conditions, unless -. These envelopes are defined by liquid water content, droplet size and air temperature, and specify a horizontal extent for each condition.
If the airplane does not have ice protection, your decision ends at section 91.527 of the federal aviation regulations, which prohibits flight into known or forecast icing conditions. TKS® Ice Protection is available for more than 100 different aircraft model variants for inadvertent icing and Flight Into Known Icing Conditions (FIKI). 2. visible moisture + icing conditions doesn’t this = known icing conditions or forecast icing conditions?
Perhaps on an instrument approach, but just flying in the pattern? DOT Docket Web site: Go to http://dms.dot.gov and follow the instructions for sending your comments electronically.
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