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should include a visual inspection of the aircraft by a cockpit
crew member after the deicing process. Although it is not a
requirement, many pilots already follow this sage advice.
...And Way Too Much
A pilot reports that her small twin-engine aircraft was
deiced prior to takeoff on a snowy IMC day, but that the
deicing process created a whole new problem.
n  Preflight and before-takeoff checks all normal. Only thing
out of the ordinary (or not so out of the ordinary for this
aircraft) was that the heater would not ignite while holding
short of the runway, and it had while [repositioning earlier].
Radio reception caused me to ask how Tower heard me.
Their readback was loud and clear, so I assumed all was
normal, perhaps just my position or this particular radio.
After becoming airborne, I did not receive any further
radio transmissions. I tested both radios–nothing. I
began a turn back towards the airport, but had lost sight
of it, so began the lost communications procedure for the
XYZ Departure. Then I noticed no navigation equipment.
I went to squawk 7700 and noticed no transponder. Then
I looked and saw no electrical. Big problem because of
lack of familiarity [with the area]. [After circling], I
relocated the field and landed. I followed the airport
manager [to taxi] back to base.
Postflight inspection found excessive amounts of deicing
fluid everywhere—alternators, aft compartment where
battery is located, engine nacelles, etc.
It was later determined that more than 76 gallons of deicing
fluid had been used to deice the aircraft. The initial heater
and radio problems were ignored because the aircraft had
some history of electrical “glitches,” but the reporter states
that such glitches will not be ignored in the future.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
January 1998 Report Intake
Air Carrier Pilots 1999
General Aviation Pilots 633
Controllers 85
Cabin/Mechanics/Military/Other 70
TOTAL 2787
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 225 March 1998
In-flight engine nacelle panel separation on a BE1900
False TCAS II alerts attributed to a failed electrical bus
Smoke alarm activation due to deicing fluid in cargo door seals
Aircraft Rock ’n’ Roll
ASRS receives many reports of fuel mismanagement and
fuel exhaustion, common causes of engine failures and
forced landings. Less common is fuel contamination,
which can come as a surprise, even after a pilot takes the
precautionary measures of a thorough pre-flight and
ground run-up. A general aviation pilot reports on the
hazards of hidden water, and speculates on whether wingrocking
might have prevented the problem.
n  This [high-wing] aircraft has long-range tanks
installed. It had not been flown in two months and had
been stored outdoors, so a thorough pre-flight was
completed. The wing tanks were three-quarters full and
[the sumps] were drained twice. The gascolator was fully
drained and checked for water and contaminants. Total
engine ground run time was about 40 minutes at 1,200-
1,700 rpm, with normal engine indications.
Shortly after takeoff, Departure Control indicated that the
aircraft’s transponder was inoperative, and requested that
we return to the airport.
During the approach, an extended slip was used due to
right crosswinds. Taxiing to the hangar, the engine quit
and would not restart. The aircraft was manually pushed
to the hangar area. Examination of the fuel tanks, fuel
line, gascolator, and carburetor fuel bowl revealed water
in all areas. After draining, the engine restarted easily.
With a history of damage to the left wing, one or both fuel
tanks may have become warped or wavy, allowing water to
collect at points other than the fuel drains. This allowed
water to remain undetected during a normal pre-flight, a
40-minute ground run and in flight. Although it is not
recommended in the pilot’s operating handbook, rocking
the aircraft wings during aircraft pre-flight might move
any distributed water to the fuel drain.
Any rocking of wings should come early in the pre-flight,
so that the water and contaminants have plenty of time to
settle in the sumps before the sumps are drained. Many
flight schools make this standard procedure.
Next, an air carrier Captain reports that both the ground
crew and the flight crew failed to detect a different sort of
fuel-related problem. In this case, improper defueling
　
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