Icing Encounter Tips for Cessna Caravan Pilots and Operators

 Operating Tips for an Icing Encounter in the Cessna Caravan 

In the Northern Hemisphere Winter is right around the corner, and with it comes increased chances that the Caravan that you fly will have an icing encounter. Are you familiar with the various steps that you can take to help manage the impact of an icing encounter? Whether you own, fly or manage a Cessna Caravan, we here at Caravan Nation recommend that you, not only read this article, but print and save the below listed operating tips for future reference.

The operating tips listed below are part of the FedEx Caravan Icing Program. A program that you should acknowledge and possibly incorporate it into your own program. 

In the Caravan, like every other airplane, you can help manage the impact of an icing encounter by remembering two general rules: 

A) Keep the airspeed/power up and, 

B) Keep the deck angle/AOA down. 

Additionally we recommend that you consider the following:

1. Make sure that you receive a thorough weather briefing. Know the right questions to ask, and don't hesitate to ask them.

2. Compare frontal movement with the proposed flight path, remember to look well up-wind of your course line to see what kind of weather is approaching your flight path.

3. Pre-flight ALL of the aircraft anti/de-ice systems for proper operation and cycle sequences.

4. Periodically wax areas of the aircraft that are exposed to ice accumulation: e.g.

• Nose wheel fairings & accessories (not the shock)
• Engine cowling
• Cargo pod
• Wing-strut/wing-joint area including tie-down hook
• Main landing gear dressing including brake-pad housing, but not the brake-disk
• Gurney-strip of the trailing edge of the flaps
• Left & right outer elevator horn

5. Exercise self-discipline and try to envision ALL possible "What if (s)" that might be encountered during the initial take-off and climb in icing conditions.

6. Use of flaps for take-off should be carefully evaluated when icing is anticipated during departure.

7. Remember... snow, slush, or water standing on the runway will greatly increase the required take-off distance, as well as landing roll. Be particularly careful when a take-off is being conducted. Slow acceleration to liftoff speed followed by an ABORT will require considerably more runway. Therefore, where a choice can be made, pick the longest runway for both take-off and landing.

8. After take-off, increase speed to 110-115 kts as quickly as possible. This will help keep ice formation on the protected areas of the aircraft. Continue to climb with a minimum deck-angle.

9. At airports where SIDs are used, pick a direction of departure which has the lowest climb-gradient. Once you are at a safe altitude you can then proceed to your destination.

10. Constantly monitor & assess the icing situation of your aircraft. Be particularly alert to OAT changes during the climb. Observing the OAT during your climb to altitude can provide clues which could save your life.

11. Consider not using the auto-pilot when operating in ice. This is not to imply that the auto-pilot is not approved for ice operation, but that a pilot can not possibly know how the aircraft is FEELING if the auto-pilot is engaged.

12. When encountering icing and the airspeed begins to drop below 130 KIAS, MAXIMUM CONTINUOUS POWER e.g. 1865# torque/805 C ITT (675 HP) as applicable, should be used.

13. De-ice boots are more effective at higher airspeeds. At lower speeds effectiveness may be improved by SMOOTHLY changing the pitch attitude as the boots are being MANUALLY inflated which will allow the changing relative wind to assist in removing the ice from the wing leading edge.

14. A vibration may occur as ice starts to build on the propeller hub and the back side of the blade near the hub. Under extreme conditions the vibration may continue to increase the the point where the instrument panel begins to shake. In conditions of MODERATE and above accumulation rates, the automatic propeller anti-ice system may not be sufficient to keep the propeller clear of ice. Under these conditions, consider using the MANUAL propeller anti-ice feature and briskly cycling the prop between the maximum and minimum RPM (minimum 200 RPM change) to assist in removing the ice.

15. Don't keep flying into deteriorating conditions. Have a plan, e.g. climb, descend or turn to get to less severe conditions if it become necessary. KEEP YOUR SITUATIONAL AWARENESS AHEAD OF THE AIRPLANE. DON'T ALLOW YOURSELF TO RUN OUT OF OPTIONS!

16. Communicate your situation with ATC. Keep them advised of your icing problems. Asking for help is not a sign of weakness. Failing to use all of the resources at your disposal is sellling yourself short. DON'T LET A MACHO ATTITUDE OVERLOAD YOUR BOAT!

17. Monitor the terminal approach frequency while you are still in the enroute portion. This will allow you to listen-in on any problems other pilots may be encountering while in their attempt to land. During the approach keep your air-speed at least 15-20 knots higher than normal. Stall speed increases with ice accumulation.

18. Do not cycle the boots during landing since boot inflation may increase stall speeds by as much as 10 knots.

19. Fly the aircraft down-to-the-ground, do not attempt a normal flare-out to a stalled landing.

If you have any questions about this article, use the contact form on  CaravanNation.com 

Always remember to... "Never stop learning. Review often and never get complacent so that you can continue to fly safely!"

AirNationGroup.com

Operating Tips for an Icing Encounter in the Cessna Caravan

Operating Tips for an Icing Encounter in the Cessna Caravan 

In the Northern Hemisphere Winter is right around the corner, and with it comes increased chances that the Caravan that you fly will have an icing encounter. Are you familiar with the various steps that you can take to help manage the impact of an icing encounter? Whether you own, fly or manage a Cessna Caravan, we here at Caravan Nation recommend that you, not only read this article, but print and save the below listed operating tips for future reference.

The operating tips listed below are part of the FedEx Caravan Icing Program. A program that you should acknowledge and possibly incorporate it into your own program. 

In the Caravan, like every other airplane, you can help manage the impact of an icing encounter by remembering two general rules: 

A) Keep the airspeed/power up and, 

B) Keep the deck angle/AOA down. 

Additionally we recommend that you consider the following:

1. Make sure that you receive a thorough weather briefing. Know the right questions to ask, and don't hesitate to ask them.

2. Compare frontal movement with the proposed flight path, remember to look well up-wind of your course line to see what kind of weather is approaching your flight path.

3. Pre-flight ALL of the aircraft anti/de-ice systems for proper operation and cycle sequences.

4. Periodically wax areas of the aircraft that are exposed to ice accumulation: e.g.

• Nose wheel fairings & accessories (not the shock)
• Engine cowling
• Cargo pod
• Wing-strut/wing-joint area including tie-down hook
• Main landing gear dressing including brake-pad housing, but not the brake-disk
• Gurney-strip of the trailing edge of the flaps
• Left & right outer elevator horn

5. Exercise self-discipline and try to envision ALL possible "What if (s)" that might be encountered during the initial take-off and climb in icing conditions.

6. Use of flaps for take-off should be carefully evaluated when icing is anticipated during departure.

7. Remember... snow, slush, or water standing on the runway will greatly increase the required take-off distance, as well as landing roll. Be particularly careful when a take-off is being conducted. Slow acceleration to liftoff speed followed by an ABORT will require considerably more runway. Therefore, where a choice can be made, pick the longest runway for both take-off and landing.

8. After take-off, increase speed to 110-115 kts as quickly as possible. This will help keep ice formation on the protected areas of the aircraft. Continue to climb with a minimum deck-angle.

9. At airports where SIDs are used, pick a direction of departure which has the lowest climb-gradient. Once you are at a safe altitude you can then proceed to your destination.

10. Constantly monitor & assess the icing situation of your aircraft. Be particularly alert to OAT changes during the climb. Observing the OAT during your climb to altitude can provide clues which could save your life.

11. Consider not using the auto-pilot when operating in ice. This is not to imply that the auto-pilot is not approved for ice operation, but that a pilot can not possibly know how the aircraft is FEELING if the auto-pilot is engaged.

12. When encountering icing and the airspeed begins to drop below 130 KIAS, MAXIMUM CONTINUOUS POWER e.g. 1865# torque/805 C ITT (675 HP) as applicable, should be used.

13. De-ice boots are more effective at higher airspeeds. At lower speeds effectiveness may be improved by SMOOTHLY changing the pitch attitude as the boots are being MANUALLY inflated which will allow the changing relative wind to assist in removing the ice from the wing leading edge.

14. A vibration may occur as ice starts to build on the propeller hub and the back side of the blade near the hub. Under extreme conditions the vibration may continue to increase the the point where the instrument panel begins to shake. In conditions of MODERATE and above accumulation rates, the automatic propeller anti-ice system may not be sufficient to keep the propeller clear of ice. Under these conditions, consider using the MANUAL propeller anti-ice feature and briskly cycling the prop between the maximum and minimum RPM (minimum 200 RPM change) to assist in removing the ice.

15. Don't keep flying into deteriorating conditions. Have a plan, e.g. climb, descend or turn to get to less severe conditions if it become necessary. KEEP YOUR SITUATIONAL AWARENESS AHEAD OF THE AIRPLANE. DON'T ALLOW YOURSELF TO RUN OUT OF OPTIONS!

16. Communicate your situation with ATC. Keep them advised of your icing problems. Asking for help is not a sign of weakness. Failing to use all of the resources at your disposal is sellling yourself short. DON'T LET A MACHO ATTITUDE OVERLOAD YOUR BOAT!

17. Monitor the terminal approach frequency while you are still in the enroute portion. This will allow you to listen-in on any problems other pilots may be encountering while in their attempt to land. During the approach keep your air-speed at least 15-20 knots higher than normal. Stall speed increases with ice accumulation.

18. Do not cycle the boots during landing since boot inflation may increase stall speeds by as much as 10 knots.

19. Fly the aircraft down-to-the-ground, do not attempt a normal flare-out to a stalled landing.

If you have any questions about this article, use the contact form on  CaravanNation.com 

Always remember to... "Never stop learning. Review often and never get complacent so that you can continue to fly safely!"

AirNationGroup.com

 

Review - Procedures for Exiting Severe Icing

Procedures for Exiting Severe Icing

Here in the Northern Hemisphere ground temperatures have dropped below freezing over much of the population. So we thought that now would be a good time for us Caravan Pilots to review Emergency Procedures in the icing environment.

Please remember that these Emergency Procedures found below are for the Cessna Model 208B (675 SHP) and no others. If you are flying a different model Caravan, please review your aircraft's FAA approved Abbreviated Checklist or Airplane Flight Manual for that specific model.

As stated in the Pilots' Abbreviated Checklist published by Cessna:  

Procedures for Exiting the Severe Icing Environment (As required by AD 96-09-15) 

1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated.

2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.

3. Do not engage the autopilot.

4. If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.

5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle of attack.

6. If the flaps are extended, do not retract them until the airframe is clear of ice.

7. Report these weather conditions to Air Traffic Control.

If you are a Caravan pilot, I highly recommend that you complete some of Cessna's E-Learning courses on this topic. Courses such as "Caravan Cold Weather Ops" and "Caravan Vodcast Ground Icing Conditions". There are many other interesting courses available, most of which are free and are all available at cessnaelearning.com.

Fellow Caravan Pilots, please remember to Review Often and Fly Safe so that you can continue to Love What You Do!

- CaravanNation.com

10 Things You (probably) Did Not Know About the Caravan

Now and then our readers will share with us interesting facts that we did not know about the Cessna Caravan or facts that we do not believe that our average reader would know. This inspired the creation of the list found below. We hope that you enjoy and share with us any other not-so-commonly known facts that you know about the Caravan!

1. Accidentally hitting the Start switch will illuminate the "Generator Off" light.

2. The most common turbo-prop airplane used for skydiving in the world is the Caravan. (For more information about flying skydivers, check out our affiliate site SkydiverDriver.com)

3. The Caravan's firewall was tested to 2,000 degrees Fahrenheit.

4. The Cessna logo can be seen in the pattern of rivets in front of the co-pilot's door.

5. The Caravan cruises 10 knots faster and 50nm further without the cargo pod installed.

6. If the Torque gauge fails, you can use the Fuel Flow gauge to set power settings: Climb = 400, Cruise = 300 and Approach = 200

7. Single point fuel system is available for the Caravan.

8. You only have 90 seconds of fuel remaining if the red reservoir low light illuminates.

9. Boot activation increases the stall speed by 10 knots.

10. If you accidentally drop your pen in the hole between the rudder pedal and power column, be sure and get it out because it can cause a rudder jam.

Please share your not-so-commonly known facts about the Caravan with us below or by sending them to info@caravannation.com

Information compiled for this article is from the archives of CaravanNation.com and from the book Caravan: Cessna's Swiss Army Knife with Wings.

Wishing the Nation a Wonderful and Safe 2019!

This past year was a great one for us here at Caravan Nation and we are very excited about the changes and upgrades that we will be making to the site in 2019! The site was updated once this year and is in the process again in a couple weeks, making it more mobile device friendly. 

We received an endorsement from Textron Aviation and approval to publish their Cessna Caravan articles and stories. We surpassed 100K followers on Social Media. Our new Service and Parts page will be up within 2 weeks with the page sponsor being Western Aircraft. Visit them for all of your Caravan parts needs. 

Please email us if there is anything that you would like to see added to the site.

Thank you ALL for choosing us as your go to site for ALL THINGS CARAVAN! Let's have a wonderful and safe 2019!


CaravanNation.com

Job Post

Pax operation (AOC) with a C208B EX in Southern Germany is looking for commercial pilots in part-time (freelance) or permanent employment. Experience in SP/IR Ops is highly recommended.

Requirements:

• CPL (A)/IR acc. EASA-FCL
• Class Rating CessnaSET/IR
• Minimum 300h IR as PIC
• 100h IR on type as PIC

First Choice:

• Fulfilling all the above requirements

Second Choice:

• Minimum 300h IR as PIC (must have)
• Single pilot experience
• Ability to work independently

Please send your CV to info@d-funk.de


CaravanNation.com

5 Quick Tips for Caravan Pilots

Today we're sharing a useful list for Caravan Pilots composed by our friends at Bush Pilot HQ! Visit this wonderful resource at bushpilothq.com

1) BALANCE FUEL:

This may go without saying, but if you have a large fuel imbalance and no autopilot, you’ll feel it. Balancing fuel reduces the roll load you’ll feel when landing and taking off. Making your life easier.

2) SEAT POSITION:

Set your seat at a constant position, the same incline and height every time. If the height of your seat is consistently changing, the attitude that feels right for flaring changes. This is a good tip for any type of flying as well as the caravan.

3) ARMRESTS:

Don’t forget the armrests! These are lifesavers, once I have levelled off, armrests = out. If you have passengers up front with you (like in Botswana), show them how the armrests work.

4) EXTRA AIR:

If you’re operating in a single crew environment use the overhead panel air vent for yourself and point the co-pilot’s in your direction. When you do have someone upfront with you, make sure to point it back at them or else you’re just being mean.

5) SUNSHIELD:

Take a towel or cloth with you for making the, “poor man’s sunshield” (see blog title picture for example). Things do get quite hot upfront in the caravan when you’re flying directly into the sun and that extra bit of protection makes a massive difference. It also protects your face from those harmful UV rays.

And finally, just a quick extra tip for making things slightly more comfortable for your passengers. Explain to them how the air vents are used, this may come easy to us but some passengers are unaware of these things.


CaravanNation.com

10 Things You (probably) Did Not Know About the Caravan

Now and then our readers will share with us interesting facts that we did not know about the Cessna Caravan or facts that we do not believe that our average reader would know. This inspired the creation of the list found below. We hope that you enjoy and share with us any other not-so-commonly known facts that you know about the Caravan!


1. Accidentally hitting the Start switch will illuminate the "Generator Off" light.

2. The most common turbo-prop airplane used for skydiving in the world is the Caravan. (For more information about flying skydivers, check out our affiliate site SkydiverDriver.com)

3. The Caravan's firewall was tested to 2,000 degrees Fahrenheit.

4. The Cessna logo can be seen in the pattern of rivets in front of the co-pilot's door.

5. The Caravan cruises 10 knots faster and 50nm further without the cargo pod installed.

6. If the Torque gauge fails, you can use the Fuel Flow gauge to set power settings: Climb = 400, Cruise = 300 and Approach = 200

7. Single point fuel system is available for the Caravan.

8. You only have 90 seconds of fuel remaining if the red reservoir low light illuminates.

9. Boot activation increases the stall speed by 10 knots.

10. If you accidentally drop your pen in the hole between the rudder pedal and power column, be sure and get it out because it can cause a rudder jam.

Please share your not-so-commonly known facts about the Caravan with us below or by sending them to info@caravannation.com

Information compiled for this article is from the archives of CaravanNation.com and the book Caravan: Cessna's Swiss Army Knife with Wings.

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Mokulele Airlines now offering flights in California

Starting last month, Mokulele Airlines is now offering flights in Southern California.

“We hope residents will take advantage of the introductory fare to experience Mokulele,” said Mokulele’s President Rob McKinney. “What we’re bringing to California is exactly what made Mokulele Airlines Hawai‘i’s favorite Island Hopper – highly competitive prices, convenient schedules, great service, and on-time flights.”

Mokulele has two nine-passenger Cessna Grand Caravans in California. Mokulele will offer 3-4 daily flights between Imperial / El Centro and Los Angeles. Although a single pilot can fly the Caravan, Mokulele operates all flights with two pilots for additional safety. “Safety has always been our top priority. Like everything we do at Mokulele, going above and beyond for our passengers is just how we operate,” said McKinney.

Flights will operate out of Terminal 6 at Los Angeles International Airport, offering convenient connections to partner Alaska Airlines, with American, Delta, and United within easy reach.  Customers with only carry-on bags (up to 40 lbs.) can connect to all Terminal 5 and 6 flights without leaving security.

The introductory offer is valid for new bookings purchased by June 15th and for travel through September 24th. The $30 fare includes all taxes, fees and requires roundtrip travel.  Fare is nonrefundable and voluntary changes are subject to a change fee.  Baggage & other service fees are in addition to the fare. First bag free promotion is valid for California and Baja California residents only. Book your hop at Mokulele.com or call 1-866-260-7070.

Mokulele Airlines 

The family-owned and operated airline has quadrupled its number of flights since 2011 when CEO Ron Hansen purchased the company from Mesa Airlines. Mokulele is based in Kona, Hawai‘i and employs nearly 250 employees. Mokulele operates 16 late-model Cessna Grand Caravans and provides over 150 daily flights between nine airports on O‘ahu, Maui, Moloka‘i, Hawai‘i in addition to daily service between Imperial / El Centro and Los Angeles. To book your flight visit https://www.mokuleleairlines.com/

CaravanNation.com

Glorious Springtime by Bob Tilden

Stories from a Night Express Caravan Cargo Pilot

Glorious Springtime

by Bob Tilden

Just as I have done for the last ten years, I have been pushing the calendar since January, trying to move winter out of the way. I have pushed the hands of the clock forward each afternoon and held them back each morning, and gradually seen the day lengths creep longer and longer as the weather has warmed. It is June now, and if only I could stop the calendar I would be delighted.

Our late spring daylight lasts almost 16 hours, a span that was unimaginable just six months ago. Winter's air can smell crisp and fresh at best, and a winter evening can be splendid in its silence, but today the air is alive. The scents of a billion blossoms waft through the air, and our songbirds have returned to fill it with their songs. Life is good; I no longer find myself scanning the lead- gray winter sky at sunset, wondering of the stealthy ice- demon will visit upon my airplane as it flies through the gloomy night.

Airframe icing is predictable in that any flight through clouds at typical winter temperatures will cause ice to form on the plane. Some clouds are almost dry, some are quite juicy, and often there is an altitude that will be above, below, or in between the cloud layers. A thousand feet or a few miles can be the difference between severe ice and a "free pass", but you never know what awaits you. Whether to climb, descend, or change course is usually no more than an informed guess, which is why it is called "fishing". Ice, especially at night when clouds cannot be seen, is stealthy.

Thunderstorms, especially at night, are not stealthy. You can see where they are and where they aren't, and the airplane's radar can usually pick out trouble spots farther ahead Sometimes the storms sweep along in lines, usually driven by a cold front, or sometimes they will be triggered by localized heating of warm humid air and float along as cells, clusters, or short lines. Last week we had examples of all these different storms.
Much to my delight, I missed all of them, partially out of luck, but mostly because the locally generated storms start to die off as the sun drops towards the horizon. Without the sun's heat, the temperatures of the earth start to even out, and the strong updrafts that seed these storms diminish. Additionally, thunderstorms which are caused by colliding air masses, such as fronts, are always weaker and less volatile when the heat of the sun is not a factor.

Volatility, or the propensity for thunderstorms to form abruptly, is the scariest part of thunderstorm flying. Last Friday I watched the Weather Channel radar as the entire Tug Hill Plateau area lit up with thunderstorms well ahead of a line that was still well to the west. The whole area went from zero to red in twenty minutes; a pilot leaving Syracuse for the north country could have been very rudely surprised. One morning last year I watched the airplane's radar as my clear path around a cluster rapidly become a box canyon as storms developed on the outside flank and far ahead as well. There was no gracious way to avoid the weather, and I had to parallel the path upwind of the storms for quite a ways before I could get past safely.

The airplane's radar is more than a tool, it is a machine; its operation and interpretation must be learned and practiced. Sometimes it exaggerates the extent of the problem, sometimes it understates the problem, and sometimes it can actually lead you into the worst part of a storm. In any case, it only shows a narrow pie slice of the sky directly ahead of the plane, and once the rain really starts, our smaller radar units become useless. Properly used, it helps the pilot guess.

My choice between summer weather and winter weather? No doubt it is the same as yours. Thunderstorms might inconvenience us for a few hours or maybe not at all. Winter weather is a full time problem, from frozen plumbing, to balky cars, stinging wind, slippery roads, bottomless mud... and old bones that are no longer invigorated by the challenge.

Last week I was leisurely spreading a pile of driveway gravel. The still air was hazy, hot, and humid... but as I am now inclined to say, "at least it wasn't snowing". The air was filled with the fragrances of several flowering bushes, and the Oriole's song floated over the sparse midday conversations of the woodland birds. I thought of the last few weeks, getting on hands and knees to smell the first dandelions and daffodils, and later embracing the apple trees and lilacs. I delighted in the first robin's song, and waited patiently to hear the first arrivals of tohees, catbirds, and wood thrushes.

Time has marched its grand circle and brought us back to this wonderful place, but unfortunately it will continue its trek. For now though, like an old gray woodchuck, I am happy to look around, feel the sun, smell the breezes and say "I've made it through another winter!"



This picture doesn't really relate to the glory of springtime, but it shows what I was looking at as I skirted the storms that I mentioned. The picture is of the radio stack which is located in the center of the airplane's instrument panel. The left stack, from top down is the audio switching panel, the number 1 comm/ nav radio, the number 2 comm/ nav, and the radar display. The right stack is the GPS receiver, the ADF, the number 1 transponder, and the number 2 transponder.

The GPS is set to the pictoral display mode, where the current direction of flight is "straight up". There is a line that leans on a diagonal to the left; that is the straight line course from COATE intersection in northern New Jersey to the Lake Henry VOR northeast of Wilkes- Barre PA, my normal course. I have already turned about 10 degrees left of that course to avoid the storms

Looking at the radar display, the left- most thunderstorm cell (the red area) is right about where the diagonal line... my original course... would have taken me. I have already turned left to avoid it, but the yellow areas have erupted ahead of me on the new heading. Soon after this picture, I turned further left and watched the yellow areas fill with red centers. I flew west for thirty miles before turning north to regain my original northwest course.


The author Bob Tilden flew a Caravan for a Night Express cargo company for 10 years and has also written a book, Gone Flyin', to order it, visit goneflyin.com or search Gone Flyin' on ebay.com

- CaravanPilot.com

Air Tindi Caravan forced to land on frozen lake after flying into icing conditions

Recently I was contacted by CJCD Moose FM in Yellowknife Canada and was informed that "they had an incident in the area involving a Caravan making a forced landing on a frozen lake in bad weather."  The radio station also wanted me to comment on the "Caravan's capabilities, and describe how difficult it would be to pull off a task like landing on a frozen lake." 

Obviously the Caravan is more than capable of landing on non-standard runways and even in off runway situations. However, that is not what needs to be asked here. The much more important question is, why did this airplane take off with a freezing drizzle warning in effect for the Yellowknife area? I will refrain from belittling the pilot and simply use this incident as a learning lesson for my fellow Caravan pilots. Especially since we do not know all of the facts pertaining to this recent situation.

Here is what we do know according to Transport Canada. On Thursday November 20th at 6:44 AM an Air Tindi C208B Grand Caravan (C-FKAY) departed Yellowknife airport NT for Fort Simpson airport NT with a pilot and 5 passengers on board. Approximately 22 minutes later the pilot requested clearance to return to Yellowknife airport due to icing. Approximately 13 minutes later and 1 minute before landing on a frozen lake, the pilot made a distress call due to severe icing. The Caravan suffered substantial damage to its left main landing gear and its left wing. There were no serious injuries reported.

A spokesman for Yellowknife RCMP, Cpl. Todd Scaplen stated that "3 helicopters waited hours Thursday for the weather to improve enough for them to take off to help the Cessna's passengers." Was that fact #3 that it was too icy for the Caravan to depart?

According to Jock Williams, a safety officer with Transport Canada, "pilots aren't suppose to take off in icy conditions and they have an obligation to check the weather." He went on to say that "We simply stay on the ground when we're faced with those circumstances, because no aircraft is certified to handle it [heavy icing] or capable of handling it."

In 2006 the NTSB released recommendations that the Caravan should not be flown in anything greater than light icing. Flying into freezing drizzle (which is what the reported conditions were at the time) can definitely cause greater than light icing to form on your airplane, as experienced by the Air Tindi pilot in Yellowknife Canada.

If you are a Caravan pilot, I highly recommend that you complete some of Cessna's E-Learning courses on this topic. Courses such as "Caravan Cold Weather Ops" and "Caravan Vodcast Ground Icing Conditions". There are many other interesting courses available, most of which are free and are all available at cessnaelearning.com.

I am not aware if this pilot was pressured to depart into a dangerous situation but I know for a fact that it happens, and it happens more often than you would like to know. If you are ever pressured to fly when you know that it is not safe, it's time for you to start looking for another employer... immediately!


- CaravanPilot.com

SeaPort Airlines starting Burbank - San Diego service on October 1st

Portland Oregon based SeaPort Airlines has announced that it will begin a new California route between Burbank (BUR) and San Diego (SAN) starting October 1st 2014. 

The airline will be using C208B Grand Caravans for the 65 minute flights between the two cities and will begin the service with four roundtrip flights per weekday, one roundtrip on Saturday and two on Sunday.

SeaPort, which is short for Seattle-Portland, also announced that it is awaiting approval from U.S. and Mexico governments to begin service between San Diego and San Felipe. If approved, that route will start November 1st 2014.

Shark spotted at Skydive the Beach!

Skydive the Beach in Wollongong Australia and their Caravan with the cool paint job takes skydivers to the highest altitudes in all of Australia.  In case you're wondering that's 15,000 feet high!  This company that started out with just two guys and a Cessna 206, now has 10 drop zones all over Australia with more openings planned! 

If you're ever out near their drop zones (especially if you've never gone skydiving) do yourself a favor and be sure to get in the airplane, enjoy the ride up and then.... SHUT UP AND JUMP!

Photo credit Phillip Higgins

Caravan vandalized at Skydive Byron Bay Australia

I don't know about you, but this is the very first airplane that I have ever seen that has been vandalized with spray paint. This incident happened at Tyagarah airport in Byron Bay NSW Australia to a C208 Caravan operated by Skydive Byron Bay.  

Apparently some airport neighbors that don't like the supposed "noise" armed their 9 year old kid with some spray paint and a knife.  I say a knife because the fuel tanks were found to have been punctured as well.  I'm hoping that the local police find the kids and their parents that are responsible for this disgusting act and throw them straight in jail and order them to pay back what it cost to fix it.  Which will be well into the tens of thousands of dollars, which for an uneducated low life family could take a decade or more to pay back.  

I am also hoping that the Caravan owner has since installed cameras and a lot of lighting on and around the ramp and tie down area. Ideally the owner would like the airplane hangared, but that would be a much greater expense.

Seair Pacific Caravans at Hervey Bay Airport Australia

A couple of Seair Pacific Caravans on the ramp at Hervey Bay Airport Australia with a beautiful sunset. 

Seair Pacific was founded in 1985, they are a charter air service company and keep a hub at Gold Coast Airport and fly to 7 destinations including: Redcliffe, Bundaberg Airport, Rockhampton, Maroochydore, Hervey Bay Airport and Lady Elliot Island.  

They offer charter services in Queensland with a fleet of 5 Caravans, 2 Islanders, 1 Beech King Air, 1 Piper Seneca and 1 Cessna 210. Find out more about this company at seairpacific.com.au 

Photo by Nathan Turner