Icing & Speed Deviation
On flight from EGSS to KTEB a possible altitude and airspeed violation may have occurred. Approximately 280 miles from destination IAW flight plan, ATC instructed descent to FL340. Subsequently, FL240 and 14000ft. To preserve fuel due to minimum fuel requirements, I maintained 250 – 260 speed. ATC instructed airspeed 300kts or better to which I responded “unable” at that altitude due to min fuel requirements. Then ATC amended clearance and kept us at FL180. Approx 25 miles from ALB we were given vectors for the descent. I notified ATC I was approaching min fuel and didn’t have spare fuel to conduct extra maneuvers or holds.
Minutes later, we were cleared to 7000 ft over 100 miles away IAW flight plan. We were then cleared to CAMMO. On our descent there was a layer of clouds with tops around 10000ft. Eng/wings on at 12000. No PIREPS or icing warnings were reported. We started experiencing heavy accumulation of ice, L-R Low Wing Temp/ CAS messages came on as we got closer to 7000ft. I requested ATC to vacate altitude due to the accumulation of ice. Request was denied due to traffic. As the airplane started to level off at 7000ft, AOA increased from .32 to .84 triggering a shaker at approximately 250kts. I responded to the shaker by lowering my nose and increased power to get enough warm air through the wings. and climbed to a higher altitude where it didn’t experience icing. We notified ATC of the changes of altitude due to severe icing conditions, declared the emergency, and my copilot even requested a block altitude to respond to the emergency condition. As I increased power, the shaker was felt above 250kts.
Ultimately, my final altitude was 8500ft and a speed of 300 kts when my wings were warm enough to melt the ice, and I regained full control for the airplane. And immediately returned to the assigned clearance altitude. A new altitude of 6000ft and 4000ft where ice was not as severe was given. I was asked by ATC if my deviations were due to the icing conditions to which I responded yes. I was not given a phone number or requested to call.
ERC Investigation Notes:
- Non sole source.
- Crew experienced icing and felt as though they were in a stall. Cancelled emergency. Realizing later, they were not in a stall. The company had debriefed with crew on safety issues.
Safety Takeaway:
Pilots must remain attentive to sky conditions, especially in freezing temperatures. Ice build ups in-flight can pose serious issues to the safety of the flight. Pilots should expect increased friction, drag, and weight to the aircraft along with reduced lift and flight control. This event sets a good example of smart execution by the crew members. Hazards were identified, stress and risks were minimized, and tasks were managed well despite the speed deviation.
VIP TFR Infraction
Breached VIP TFR while VFR from SBH-SJU After the handoff to San Juan Center (ZSJ), crew failed to check in and receive a discreet transponder code prior to entry to the FIR and TFR prior to initiating the day. PIC indicated day prior to personal circumstances causing distraction around normal duties owing to an events outside of [company name].
Incident occurred on leg 6 of 7 after being handed off from Juliana to ZSJ. Controller radio traffic was saturated at the immediate time and PIC operating as PM elected to wait for a better gap in traffic to request code. During this wait and in the cruise phase, Cruise checklist was performed and PIC began a brief analysis of the final flight for the evening.
After breaching the TFR, ZSJ contacted Guard frequency at which point a turn was immediately executed to vacate the air space. Contact was established with ZSJ. A pilot deviation and number were issued. PIC contacted ZSJ and OC immediately on arrival to SJU.
ERC Acceptance & Closing Notes:
- Pilot Deviation filed by ATC.FAA determined that investigation is no longer necessary. Sole source event, no Pilot Deviation filed by ATC.
- Crew debriefed, counseled, received CRM retraining.
Safety Takeaway:
Flying into Temporary Flight Restrictions will never be a smart choice. It can lead to multiple violations, sanctions ranging from warnings or fines to certificate suspensions or revocations.
With the Super Bowl completed, more global sports tournaments such as World Cup, World Baseball Classic, and F1 Racing events are expected to have TFRs over respective venues. It is important to view NOTAMs since these restrictions will be placed across the country throughout the tournament period. Whether it’s a drone or airplane, all operators and crew members must comply with TFR restrictions. Violations can take up to months to be fully cleared.
FAA has developed the Sporting Event Automated Monitoring System (SEAMS) to provide near real-time updates to the dates, locations and active times of locations in which the Stadium TFR applies to the flying public.
Non-Compliance with CFRs, Policies/Procedures – Preflight
I told company that we would hang around midnight due to the front and forecasted severe storms coming through the area. I had later accepted the flight. There was enough time left before incoming weather was forecasted to come through.
Walked out, filled out manifest and the risk assessment, submitted my flight to OCC and did my usual 360* uninterrupted walk around, with no defects noted. One of the crew members walked out and loaded their bag and performed their walk around. Got the first engine started, then the 2nd crew member walked out.I did not see if they did their walk around as I was doing in-between start checks on the aircraft, waiting for generator load, and a second engine start. I did a normal max performance takeoff to the south, as the winds favored, with a turn out to the west. Leveled out at 800 ft, cruised and tuned radios.
Later, I learned the pilot failed to secure the cowling door after preflight and did not catch/notice the panel was unsecured upon walking around prior to flight. Furthermore, the crew did not notice the unsecured cowling on their walk around as well. As this a daily task, done by the PIC, in all likely event the pilot had become complacent thinking he had secured the panel.
To prevent this occurring in the future, the pilot will add an extra step to his preflight, procedure, and that is adding a second set of eyes. After the preflight portion of the inspection is complete, I would ask one of the crew members to do a 360* walk around, ensuring all panels are closed AND secured.
ERC Acceptance & Closing Notes:
- Company reviewed security footage of pilot completing the pre-flight.
- Crewmember seemed distracted while closing the cowling. Failed to properly latch it. Minor damage was noted on cowling. Parts were replaced and aircraft returned to service. Pilot completed retraining and implemented proper pre-flight procedures.
Safety Takeaway:
Preflight is a critical review process. Meticulous examination encompasses various components, including the aircraft’s exterior and interior, engine and fuel systems, control mechanisms, and avionics. Using the company’s preflight checklist is part of the SOP compliance and discovering potential hazards and mechanical failures must be identified prior to takeoff.
