Number 210
December 1996
Let It Snow, Let It Snow…
During severe weather conditions, airport management’s best snow-removal efforts can be defeated, even as maintenance crews scramble to keep ahead of the snow and ice accumulation on aircraft movement areas. In our first report, the snowplows had not yet arrived to clear the cargo ramp when an air carrier cargo crew tried to taxi without benefit of a clear path: the left wing tip in the snowbank. Damage to the aircraft was to the nose radome, the skin behind the nose radome, and the nose landing gear linkage. It turns out that the plowed area was offset five feet from the runway centerline. Without a normally-positioned centerline for reference, a pilot could easily line up slightly to one side, resulting in a similar incident, even without the problems of the asymmetrical power surge and the subsequent correction.
s Snow had been falling since mid-afternoon. The cargo ramp had not been plowed. There were 4-6 inches of snow on the ramp, with no markings visible. The only lights visible were two green centerline lights on the taxiway ahead of us, and there were no edge lights on the ramp. We taxied forward to where we believed we would be able to turn to runway 9. We tried to stay on what we believed to be the ramp. However, we had already taxied off the prepared surface but did not realize it. We were notified we were in the grass by ground personnel.
We probably should have asked for a “follow me” truck or just stayed put. As our reporter notes, seeking ground guidance is always a good idea if airport surfaces are not clearly visible or marked.
Life’s a Beach
Once the airport surfaces have been plowed and the snow removed, the next step is sanding. In the next report, the airport maintenance crew did its job a little too well according to this First Officer, who landed on enough sand to start a beach.
s During preflight, our paperwork had a NOTAM
reporting braking action poor by a B-737. ATIS reported ... runway plowed and sanded. Approach or Tower told us that braking action was [reported] fair-to-good by a previously arriving commuter. When we landed, there was almost no braking. The Captain used full reverse to decelerate. A large cloud of dust engulfed the airplane. So much dust filled the cabin [that] the flight attendants discuss ed evacuating the airplane.
It’s in the (Snow) Bank
Our next reporter, an air taxi Captain, was happy to find the runway well-plowed—but where did all that plowed snow end up? The Captain found out:
Prior to touchdown, I observed a lot of sand on the runway—perhaps enough to actually cause a reduction in traction. The temperature was 33 F—possibly causing ice s The runway was snowplowed, with dry pavement and melting and refreezing. Runway condition reporting is about 7-8 foot snowbanks. The width was NOTAMed at 60 confusing. If we had known exactly how “poor” the runway feet wide, and was reported by the Airport Manager to be was, we never would have attempted a landing. 60-70 feet wide. Our airplane has a wingspan of about 44 feet. On takeoff roll…there was an [engine] power surge The flight crew learned two days later that both engines which pulled the aircraft to the left. Upon correcting with needed to be replaced due to sand ingestion. A pilot’s best right rudder and differential power, the plane went to the defense against slippery landings is to prepare for the right and touched the right wing tip to the right side worst, which in this case meant making decisions snowbank. I aborted the takeoff, [but] the aircraft spun to according to the original “poor braking action” report from the right, hitting the nose and stopping with the nose and the B-737.
Round-Robin Only Half-Legal
A general aviation pilot’s return leg of a round-robin trip was cancelled when the airport manager closed the airport due to the snow and ice. However, later in the day when the sun came out, the pilot took it upon himself to rescind the closure. Not a good decision… I thought uncontrolled meant uncontrolled, but I was wrong. Just because an airport is uncontrolled, if it is NOTAMed closed, even without an “X” on the runway, you cannot take off or land. The airport manager called my manager, and I lost my job. I just hope I don’t lose my pilot certificate over this.
s The airport manager had gone home for the day, and I decided to go after a good look at the runway and a highThe painful lesson learned by our reporter: a pilot does not speed taxi on it. I decided the runway was safe and took have the authority to re-open a closed airport. off from an uncontrolled airport that was NOTAMed closed by the airport manager.
ASRS Recently Issued Alerts On.....
IFR/VFR traffic conflicts on a New York STAR Taxiway lighting problems at an Alabama airport Failure of coordination lights in a California Tower Runway signage problems at a Pennsylvania airport Inadequate obstruction lighting on a Michigan tower antenna A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
September 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1760 770 132 46
TOTAL
2708
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_210.pdf
December 1996
Let It Snow, Let It Snow…
During severe weather conditions, airport management’s best snow-removal efforts can be defeated, even as maintenance crews scramble to keep ahead of the snow and ice accumulation on aircraft movement areas. In our first report, the snowplows had not yet arrived to clear the cargo ramp when an air carrier cargo crew tried to taxi without benefit of a clear path: the left wing tip in the snowbank. Damage to the aircraft was to the nose radome, the skin behind the nose radome, and the nose landing gear linkage. It turns out that the plowed area was offset five feet from the runway centerline. Without a normally-positioned centerline for reference, a pilot could easily line up slightly to one side, resulting in a similar incident, even without the problems of the asymmetrical power surge and the subsequent correction.
s Snow had been falling since mid-afternoon. The cargo ramp had not been plowed. There were 4-6 inches of snow on the ramp, with no markings visible. The only lights visible were two green centerline lights on the taxiway ahead of us, and there were no edge lights on the ramp. We taxied forward to where we believed we would be able to turn to runway 9. We tried to stay on what we believed to be the ramp. However, we had already taxied off the prepared surface but did not realize it. We were notified we were in the grass by ground personnel.
We probably should have asked for a “follow me” truck or just stayed put. As our reporter notes, seeking ground guidance is always a good idea if airport surfaces are not clearly visible or marked.
Life’s a Beach
Once the airport surfaces have been plowed and the snow removed, the next step is sanding. In the next report, the airport maintenance crew did its job a little too well according to this First Officer, who landed on enough sand to start a beach.
s During preflight, our paperwork had a NOTAM
reporting braking action poor by a B-737. ATIS reported ... runway plowed and sanded. Approach or Tower told us that braking action was [reported] fair-to-good by a previously arriving commuter. When we landed, there was almost no braking. The Captain used full reverse to decelerate. A large cloud of dust engulfed the airplane. So much dust filled the cabin [that] the flight attendants discuss ed evacuating the airplane.
It’s in the (Snow) Bank
Our next reporter, an air taxi Captain, was happy to find the runway well-plowed—but where did all that plowed snow end up? The Captain found out:
Prior to touchdown, I observed a lot of sand on the runway—perhaps enough to actually cause a reduction in traction. The temperature was 33 F—possibly causing ice s The runway was snowplowed, with dry pavement and melting and refreezing. Runway condition reporting is about 7-8 foot snowbanks. The width was NOTAMed at 60 confusing. If we had known exactly how “poor” the runway feet wide, and was reported by the Airport Manager to be was, we never would have attempted a landing. 60-70 feet wide. Our airplane has a wingspan of about 44 feet. On takeoff roll…there was an [engine] power surge The flight crew learned two days later that both engines which pulled the aircraft to the left. Upon correcting with needed to be replaced due to sand ingestion. A pilot’s best right rudder and differential power, the plane went to the defense against slippery landings is to prepare for the right and touched the right wing tip to the right side worst, which in this case meant making decisions snowbank. I aborted the takeoff, [but] the aircraft spun to according to the original “poor braking action” report from the right, hitting the nose and stopping with the nose and the B-737.
Round-Robin Only Half-Legal
A general aviation pilot’s return leg of a round-robin trip was cancelled when the airport manager closed the airport due to the snow and ice. However, later in the day when the sun came out, the pilot took it upon himself to rescind the closure. Not a good decision… I thought uncontrolled meant uncontrolled, but I was wrong. Just because an airport is uncontrolled, if it is NOTAMed closed, even without an “X” on the runway, you cannot take off or land. The airport manager called my manager, and I lost my job. I just hope I don’t lose my pilot certificate over this.
s The airport manager had gone home for the day, and I decided to go after a good look at the runway and a highThe painful lesson learned by our reporter: a pilot does not speed taxi on it. I decided the runway was safe and took have the authority to re-open a closed airport. off from an uncontrolled airport that was NOTAMed closed by the airport manager.
ASRS Recently Issued Alerts On.....
IFR/VFR traffic conflicts on a New York STAR Taxiway lighting problems at an Alabama airport Failure of coordination lights in a California Tower Runway signage problems at a Pennsylvania airport Inadequate obstruction lighting on a Michigan tower antenna A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
September 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1760 770 132 46
TOTAL
2708
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_210.pdf
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