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the aircraft for landing and during deplaning until the
proper people could remove him... Since boarding cards are
no longer checked, and an “on time” departure is so
important–it puts pressure on everyone–rushing can lead to
human error... In the future, someone should be
assigned to check lavatories prior to closing
of the door.
adverse physical effects. Company procedure for a paint or
flammable liquid spill calls for notification of ATC, Fire/
Rescue resources, Hazmat response teams, and station
personnel. Since the situation was quickly discovered, and
completely and thoroughly met by the Flight Attendant, the
First Officer and I concluded that to activate such resources
was not justified... I feel this situation served as a warning to
us all to at least reexamine the effectiveness of passenger
screening...
[From the First Officer’s report] No matter how minimal a
hazard our situation appeared to be, we may have neglected to
take the most serious precautions necessary to protect the
safety of our flight. I feel that there is not enough education of
the public on hazmat and air travel.
Aerial and Ground Ice Capades
Ice can take its toll on aircraft on the ground and in the
air, leading to less-than-satisfactory conclusions to
planned flights. A Part 135 cargo pilot reports that a fast
approach and a short, icy runway is not a good
combination.
n  I was prepared for and cleared for a straight-in
approach. I didn’t break out until over the airport, so I
requested to circle, but I botched the request. I wanted the
long runway, 21R, but requested 21L and accepted the
clearance to land there. It was only 3,000 feet long. I
didn’t bleed off [my airspeed] due to icing and a lowerthan-
normal glide path. So I landed 700-800 feet down
the runway, and although I used maximum braking, I slid
off the end of the runway. I didn’t get stuck and no
damage was done…
I briefed myself for an approach to the long runway, then
accidentally switched, spur of the moment, to a short
runway. Bad choice.
Another Part 135 cargo flight, this time in a corporate jet,
encountered ice problems in-flight, and endured a much
more costly incident. The Captain reports:
n  On our descent through 12,000 down to 6,000 feet, we
picked up moderate-to-severe icing. Icing equipment was
on, nacelles heat on, wings and stabilizer heat on. We did
a missed approach, and picked up more icing to about
12,000 feet. Leveling, both engines flamed out within about
five seconds of each other. It took two minutes to restart
them. We proceeded to our alternate airport.
Most likely cause was ice ingestion. [Maintenance]
replaced the right engine–bent blades on the first stage
[compressor]–and “dressed up” the left engine–several
nicks.
Each aircraft type has its own icing characteristics, but
most require the anti-ice equipment to be turned on
before encountering icing. Ice that adheres to some
unprotected sections of the aircraft may
shed suddenly, as was apparently the case
in this incident. Ice may also
persist long after the aircraft
has departed icing
conditions.
Not Quite Enough...
Well before an aircraft leaves the ground, icing needs to
be given serious consideration. An air carrier Captain
tells how long delays for weather, resultant schedule
pressure, a nighttime departure, and a possibly
inadequately-trained ground crew combined to set the
stage for a potential icing disaster—averted by two sharpeyed
passengers.
n  We had waited for threshold deicing for 3.5 hours. I
told the deicer that I wanted the entire aircraft deiced and
the engine inlets checked for contamination. After about 20
minutes, the deicer returned to the interphone to advise
me that the aircraft was clean. After starting the left
engine, I was called by one of the Flight Attendants, and
was told that a passenger as well as a deadheading Flight
Attendant had noticed that the wings were still covered
with snow and ice. We shut down the engine, and recalled
the deicer…to respray the wings. I also had the First
Officer perform a cabin inspection, and he also confirmed
that the inboard third and aft half of the left wing
contained large areas of snow and ice. It is apparent that
standard phraseology of “Your aircraft is clean” does not
insure the level of safety required.
Had it not been for an observant flight attendant and
passenger, our takeoff might have been jeopardized.
The First Officer's report concludes that standard procedure
　
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