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Limited Icing Draft NPA

Limited Icing Draft NPA. Markus Mueller - Chairman HSST Mark Prior - EHA Representative HSST. Introduction. Background What is Limited Icing HSST proposal. Background. UK has permitted Limited Icing Operations for 30 years or more Using CAA G610 CAA Paper 96009

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Limited Icing Draft NPA

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  1. Limited Icing Draft NPA Markus Mueller - Chairman HSST Mark Prior - EHA Representative HSST OST 01-06

  2. Introduction • Background • What is Limited Icing • HSST proposal OST 01-06

  3. Background • UK has permitted Limited Icing Operations for 30 years or more • Using CAA G610 • CAA Paper 96009 • EASA has developed a Special Condition for Limited Icing Conditions OST 01-06

  4. Background • A working group of the HSST drafted the Limited Icing Paper, draft NPA and RIA • This was done in parallel with the EASA SC. • Consensus was achieved between: • NAAs (delegates to the HSST) • EASA • Manufacturers • EHA • Icing paper accepted by the HSST as a mature document and submitted to the OST OST 01-06

  5. What is Limited Icing? The following basic principles apply: • The rotor system is not protected by a de-icing system, but relies on natural tolerance to limited ice accretion. OST 01-06

  6. What is Limited Icing? • Systems essential to safety of flight, such as the engines, pitot static systems and windscreens, must be fully protected against the effects of ice. These critical components must comply with JAR 29.1419 (CS 29.1419). • The aircraft must be certified Category A and IFR. • The engine intakes must be certified for flight in snow. OST 01-06

  7. What is Limited Icing? • The aircraft must continue to comply with the relevant sections of JAR 29 (CS 29) in the iced state, including: • Handling – including the capability to enter and recover from autorotation. • Stability • Performance • Vibration • Flight loads • Fatigue • Flutter • The aircraft must have means of indicating to the crew the likely ice accretion on areas of the airframe not visible to them. OST 01-06

  8. What is Limited Icing? Apart from relying on the natural icing tolerance of the rotor blades, there is no difference in Airworthiness terms to a full icing clearance. OST 01-06

  9. JAR OPS 3 – Section 1 It has already been agreed that we do not need to change the icing material in Section 1: • JAR OPS 3.345 Ice and other contaminants - ground procedures • JAR OPS 3.346 Ice and other contaminants – flight procedures • Appendix 1 to JAR OPS 3.1045 - Operations Manual Contents • A 8.3.8 (b) Adverse and potentially hazardous conditions - Icing Conditions • B 4.1 Performance Data • JAR OPS 3.675 Equipment for operations in icing conditions OST 01-06

  10. HSST Proposal • JAR OPS 3 needs to show Dispatch Criteria that will allow the FM Limited Icing Supplement to be used. • This can be done through changes to ACJ OPS 3.346 (with a TGL ) OST 01-06

  11. HSST Proposal ACJ - OPS 3.346 • The need for the Flight Crew to use the best available information, such as an Area Forecast and liquid water content and temperature profiles, to ensure that there is no unavoidable icing of a severity worse than the flight manual continuous limit along the planned route. OST 01-06

  12. HSST Proposal-ACJ OPS 3.346 • Limited Icing Clearance must include a means of vacating icing conditions from any point within the declared envelope • Special Condition. OST 01-06

  13. HSST Proposal-ACJ OPS 3.346 • 500 ft layer of positive temperature air must exist offshore or MSA + 500 ft onshore. • An approach in IMC onshore may be made with the zero degree isotherm below MSA providing the Landing Forecast shows a cloud ceiling of DH/MDH + 400 ft OST 01-06

  14. HSST Proposal-ACJ OPS 3.346 • Any descent into a band of positive temperature air should take place over the sea or as part of an instrument procedure • The aircraft should not be dispatched without a serviceable Radalt and Airborne Radar - MEL should reflect this. OST 01-06

  15. HSST Proposal • Compliant with the Special Condition • Has widespread support: • NAAs • EASA • Manufacturers • EHA OST 01-06

  16. Questions Please OST 01-06

  17. ACJ OPS 3.346 OST 01-06

  18. Detailed Proposal OST 01-06

  19. Detailed Proposal b. The aircraft’s flight path should ensure that the time to vacate icing conditions by reaching a positive temperature band of air, or landing at the arrival heliport, is not greater than the time stipulated in the Aircraft Flight Manual. The band of positive temperature air should not be less than 500 ft in depth. Offshore, the positive temperature band of air should exist at or above 500 ft AMSL and onshore between MSA and MSA +500 ft. However, an onshore approach in IFR may be conducted with the zero degree isotherm below MSA providing that sub-paragraphs 5c and 5d can be complied with; OST 01-06

  20. Detailed Proposal OST 01-06

  21. Detailed Proposal OST 01-06

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