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Chafing/fire hazard in MD-80 coach seat power port wiring
December 1999 Report Intake
Air Carrier / Air Taxi Pilots 2051
General Aviation Pilots 532
Controllers 51
Cabin/Mechanics/Military/Other 126
TOTAL 2760
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.
Frozen Slushy

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.
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.
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:

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:

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
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.
A Winter’s Tale
An air carrier Captain described a hazardous dawn takeoff
in snowy weather at an uncontrolled field.

… 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
　
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