It must also contain a clear statement that the aircraft is not approved for flight into known icing conditions. "The FAA will specifically evaluate all weather information available to the pilot and determine whether the pilot's pre-flight planning took into account the possibility of ice formation, alternative courses of action to avoid flight into known icing conditions and, if ice actually formed on the aircraft, what steps were taken by the pilot to exit those conditions."
True, enforcement of the "flight into known icing conditions" rule was usually limited to instances where the pilot actually encountered enough of the frost stuff to cause a problem.
Does the FAA define it? Known icing for a SEP is more 'forecast icing' conditions coupled with use of the OAT temperature gauge - and of course ice on the airframe. The definition of 'known icing' or 'icing conditions' for a jet maybe +10ºC or below and visible moisture (which for a Boeing, in simple terms, it is). So how cold is cold enough to fly in the clouds? I know that there is a SR20 and Piper Warrior up flying. This is the METAR for the airport I fly out of. However, this 'dispensation' disappeared once Part 23 had incorporated the Appendix C criteria defining icing conditions and the FAA stipulated that any subsequently manufactured aircraft that not certificated under Part 23.1419 must be placarded to indicate that flight into known icing was prohibited.
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