Number 248
February 2000
Winterside Wisdom
Winter is icumen in… Raineth drop and staineth slop, And how the wind doth ramm! – Ezra Pound Pound’s parody of the medieval Cuckoo Song suggests that the worlds of poetry and piloting are not far apart. Several ASRS reporters elaborate as they share lessons learned – on the ground and in the air – during wintertime operations. Taxied out and took off. We received 2 main gear in-transit lights after selecting gear up. Tried cycling gear to no avail… We flew the published departure procedure to altitude and held over VOR. [We then] consulted with our Dispatch on plan of action. Since the departure airport [had] marginal weather and…high terrain, we elected to proceed to destination. We climbed to 20,000 feet and flew at 210 knots (aircraft limitation due to in-transit light). En route we consulted with Dispatch and determined that with fuel burn and winds aloft, we would have to divert [for fuel]. I believe CRM was very helpful here in that the First Officer flew the airplane while I worked on the problem with Dispatch and Maintenance. Also, next time I land on wet, slushy runways I am going to request that heat be applied to the gear area instead of glycol. The only method of ice removal approved by many airlines is use of heated de-icing fluid (glycol). De-icing should always be followed by a visual inspection of the surface areas to which the mixture is applied.
Frozen Slushy
I We landed at airport just after a wet snowstorm had
finished dumping approximately 2 inches of wet snow on the runway…That was a termination flight for the evening. On postflight noticed slush had blown up into wheelwell. The next morning on the walkaround the First Officer reported slush had frozen to gear doors and general area around gear. [He] reported it to the mechanic on duty. [The mechanic] said he would deice area when deice crew was done [with] airplane. Area was deiced with glycol.
Right Seat, Wings of Gold
ASRS received two flight crew reports describing a badweather IFR incident. The First Officer’s report was succinct and to the point:
I On missed approach, Captain got behind aircraft and climbed 500 feet above assigned altitude.
The Captain’s report explained why the altitude bust occurred and affirmed the value of the crew concept:
surface winds, precipitation, low ceilings and visibility were present. The leg was the worst leg I have ever flown... I think the combination of fatigue, bad weather, a late close turn to intercept the localizer, a slow autopilot, a go-around from an unusual attitude, and me not being in the loop all contributed to this event. They say a good First Officer is like gold. Thank heavens for mine on this day. CRM also played a positive role in that my First Officer pressed me diplomatically enough for me to say “Enough is enough!” That’s why there are two pilots in the cockpit.
I I’d like to say something about the effects of fatigue, bad weather, and flying: they don’t mix! The day this event took place was day 3 of 4. I had gotten up after getting only 3-1/2 hours of sleep so I could drive to work… Strong
A Winter’s Tale
An air carrier Captain described a hazardous dawn takeoff in snowy weather at an uncontrolled field.
I … We called ATC for clearance… We were given 5 minutes
to be airborne. As we approached the runway First Officer called CTAF 122.8 and announced takeoff position. I noted that I could see the terminal and…lights beyond the airport. It was dawn and it was gray with little contrast in light snow. I was off UNICOM frequency. As I saw 100 knots the First Officer said, “There’s a plow on the runway!” It took several seconds to acquire any image that looked like an object. It was a dim gray spot on the right side of the runway far away. No lights were visible. It was within 100 feet of the end and on the right edge of the runway. Not until we were close could we
see lights on it. We passed well above it. Neither of us saw any obstacle on the runway from takeoff position. It was virtually obscured by the snow billowing around and over it as it headed into the 20-knot wind… Had we not been pressed for time, we more likely would have made the CTAF “starting to taxi out” call which would have alerted the plow crew sooner… When any plow is on the runway, the plow crew should place a handheld rotating beacon on the runway at the edge near the takeoff end. This could be Standard Operating Procedure at all uncontrolled airports where snow plows operate…
ASRS Recently Issued Alerts On…
A-300 flight control malfunction during approach Jet structural damage attributed to a thrown recap tire Reported hazard in B-757 cabin oxygen mask release Loss of GPS navigation incidents near an airport in Italy
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
December 1999 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2051 532 51 126 2760
Chafing/fire hazard in MD-80 coach seat power port wiring http://olias.arc.nasa.gov/asrs
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_248.pdf
February 2000
Winterside Wisdom
Winter is icumen in… Raineth drop and staineth slop, And how the wind doth ramm! – Ezra Pound Pound’s parody of the medieval Cuckoo Song suggests that the worlds of poetry and piloting are not far apart. Several ASRS reporters elaborate as they share lessons learned – on the ground and in the air – during wintertime operations. Taxied out and took off. We received 2 main gear in-transit lights after selecting gear up. Tried cycling gear to no avail… We flew the published departure procedure to altitude and held over VOR. [We then] consulted with our Dispatch on plan of action. Since the departure airport [had] marginal weather and…high terrain, we elected to proceed to destination. We climbed to 20,000 feet and flew at 210 knots (aircraft limitation due to in-transit light). En route we consulted with Dispatch and determined that with fuel burn and winds aloft, we would have to divert [for fuel]. I believe CRM was very helpful here in that the First Officer flew the airplane while I worked on the problem with Dispatch and Maintenance. Also, next time I land on wet, slushy runways I am going to request that heat be applied to the gear area instead of glycol. The only method of ice removal approved by many airlines is use of heated de-icing fluid (glycol). De-icing should always be followed by a visual inspection of the surface areas to which the mixture is applied.
Frozen Slushy
I We landed at airport just after a wet snowstorm had
finished dumping approximately 2 inches of wet snow on the runway…That was a termination flight for the evening. On postflight noticed slush had blown up into wheelwell. The next morning on the walkaround the First Officer reported slush had frozen to gear doors and general area around gear. [He] reported it to the mechanic on duty. [The mechanic] said he would deice area when deice crew was done [with] airplane. Area was deiced with glycol.
Right Seat, Wings of Gold
ASRS received two flight crew reports describing a badweather IFR incident. The First Officer’s report was succinct and to the point:
I On missed approach, Captain got behind aircraft and climbed 500 feet above assigned altitude.
The Captain’s report explained why the altitude bust occurred and affirmed the value of the crew concept:
surface winds, precipitation, low ceilings and visibility were present. The leg was the worst leg I have ever flown... I think the combination of fatigue, bad weather, a late close turn to intercept the localizer, a slow autopilot, a go-around from an unusual attitude, and me not being in the loop all contributed to this event. They say a good First Officer is like gold. Thank heavens for mine on this day. CRM also played a positive role in that my First Officer pressed me diplomatically enough for me to say “Enough is enough!” That’s why there are two pilots in the cockpit.
I I’d like to say something about the effects of fatigue, bad weather, and flying: they don’t mix! The day this event took place was day 3 of 4. I had gotten up after getting only 3-1/2 hours of sleep so I could drive to work… Strong
A Winter’s Tale
An air carrier Captain described a hazardous dawn takeoff in snowy weather at an uncontrolled field.
I … We called ATC for clearance… We were given 5 minutes
to be airborne. As we approached the runway First Officer called CTAF 122.8 and announced takeoff position. I noted that I could see the terminal and…lights beyond the airport. It was dawn and it was gray with little contrast in light snow. I was off UNICOM frequency. As I saw 100 knots the First Officer said, “There’s a plow on the runway!” It took several seconds to acquire any image that looked like an object. It was a dim gray spot on the right side of the runway far away. No lights were visible. It was within 100 feet of the end and on the right edge of the runway. Not until we were close could we
see lights on it. We passed well above it. Neither of us saw any obstacle on the runway from takeoff position. It was virtually obscured by the snow billowing around and over it as it headed into the 20-knot wind… Had we not been pressed for time, we more likely would have made the CTAF “starting to taxi out” call which would have alerted the plow crew sooner… When any plow is on the runway, the plow crew should place a handheld rotating beacon on the runway at the edge near the takeoff end. This could be Standard Operating Procedure at all uncontrolled airports where snow plows operate…
ASRS Recently Issued Alerts On…
A-300 flight control malfunction during approach Jet structural damage attributed to a thrown recap tire Reported hazard in B-757 cabin oxygen mask release Loss of GPS navigation incidents near an airport in Italy
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
December 1999 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2051 532 51 126 2760
Chafing/fire hazard in MD-80 coach seat power port wiring http://olias.arc.nasa.gov/asrs
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_248.pdf
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