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plane’s windshield. The aircraft reportedly had over one inch
of ice all over the airframe in addition to thick ribs and long
spikes of ice.
A Chilling Sendoff
Conditions that can lead to airframe icing may not be as
obvious on the ground. In this report, an alert B757 flight
attendant spotted unexpected wing ice that resulted from
an unusual set of circumstances.
■ We had just flown into ZZZ. The weather was clear and
sunny. There was nothing to cause icing on the aircraft….
Just after pushback, a flight attendant informed us that
there could be ice on top of the wings. I sent the First Officer
back into the cabin to check and, surprisingly, we did have
patches of ice on top of the wings (not visible from the
ground). We called for deicing, deiced the aircraft, and
departed…. It was a cool day (43-degrees F). Water had been
sprayed on the aircraft by fire trucks as it taxied in (a salute
to the previous Captain’s retirement), and the wing fuel
tanks were almost full from the previous flight (with supercooled
fuel next to the skin)…. With the weather conditions
we had, one would not expect any aircraft icing, but add in
the other two unusual circumstances and icing did occur.
went, the more marginal the weather became. I climbed
again trying to maintain VMC. I was talking with several
controllers advising them of my problem and requesting
higher altitudes to clear the clouds. Eventually I was at
18,300 feet. A controller advised me that I had less than 15
minutes of consciousness at that altitude. I was aware of
my bad situation, but I felt that I could not descend into
the clouds as I did not have an artificial horizon and I am
not instrument rated. I knew that an instrument rating is
required at 18,000 feet and above, but I couldn’t descend
into instrument conditions. The plane got out of control
twice and into a spin, but I was able to spot a cloud base
for reference and recover….
Thanks to a good deal of luck, the pilot was able to return
to visual conditions (in controlled flight) and land without
further incident.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 291 December 2003
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
November 2003 Report Intake
Air Carrier / Air Taxi Pilots 1999
General Aviation Pilots 663
Controllers 27
Cabin/Mechanics/Military/Other 83
TOTAL 2772
ASRS Recently Issued Alerts On…
Feeling a bit heavy? Got weight in the wrong places?
If it’s a personal problem, you can blame the
holidays. But, if it’s an aircraft issue, the culprit is
likely to be a weight and balance error. At best,
overloaded or improperly balanced aircraft
experience degraded performance and handling.
Large errors can result in the loss of stability and
control.
Running the Numbers
This B737-300 flight crew did not follow up on the first
clue that the load numbers were off. As the Captain
reported, it took five more clues and a firm landing to
confirm their suspicions.
■ The load sheet was given to us for an on-time pushback
and the First Officer loaded the numbers in the
Performance Computer and Control Display Unit (CDU)
per normal operations. No discrepancies were noted at this
time. However, I thought that the V-speeds seemed lower
than what they should have been (clue #1). The passenger
count on the load sheet and the flight attendant passenger
count matched…. The takeoff…was normal. We initially set
the throttles at 90% and left them there. This helped our
takeoff performance but also probably helped hide the
weight discrepancy…. The First Officer informed me that
the aircraft seemed to fly as though it was heavier than we
had calculated, but he thought that the trim setting might
have been a little off (clue #2)…. The descent was a little
behind the profile required to make the crossing altitudes
(clue #3). We were having trouble slowing the aircraft and
getting it down on the approach with flaps 30-degrees as
briefed (clue #4). We elected to use flaps 40-degrees, but
still could not meet the stabilized approach criteria, so we
asked for Runway 4. Tower was unable to give us Runway
4, so we elected to go around. This probably helped our
performance since the fuel used on the go-around lowered
our gross weight for the subsequent approach and
landing…. On the second approach we both noticed that
　
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