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Controllers 69
Cabin/Mechanics/Military/Other 329
TOTAL 3901
ASRS Alerts Issued in October 2008
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 21
Airport facility or procedure 7
ATC procedure or equipment 4
Compnay policy 2
Total 34
ASRS
Incidents
Many air carrier cold-weather incidents reported to ASRS
involve inadequate de-icing procedures, or unexpected
ice accumulation during flight due to system deferrals
or malfunctions. This month’s selection of air carrier
incidents illustrates the importance of ground crew
adherence to standard operational procedures – and air
crew vigilance in ensuring that procedures have been
performed properly.
Timely communication from the cabin during pushback
informed a B767 flight deck crew of deicing deficiencies.
■ ...Aircraft deiced with Type 1 to remove surface ice,
followed by Type 4 fluid. Light freezing rain falling at
airport, and aircraft was covered with ice from inbound
flight...The deicer called via interphone with deice info.
During pushback, flight attendant calls cockpit to report
the passengers are concerned about ‘ice on the wing.’ After
pushback, we receive another call from a flight attendant
indicating she sees ice on the wing. Because our holdover
window was fairly short, we initiated taxi toward Runway
01R. Prior to leaving the ramp, I asked the relief pilot to
examine the wings because there was no sense going to the
end of the runway if, in fact, there was ice on the wing.
The First Officer returned to the cockpit and reported that
the right wing was clean, but that the left wing had ice
adhering to the leading edge. We returned to the gate for
deicing, and this time it was performed properly.
In a number of incidents reported to ASRS, cell phones
have provided safety redundancy and assisted in positive
incident resolution. For the Captain of a SF 340B,
however, the improper use of a cell phone by ground
personnel during night-time deicing operations raised
serious safety concerns.
■ During preflight I noticed a large quantity of ice in
the oil coolers of both engines, as well as ice in both
‘bird catchers.’ The remainder of the aircraft was free
of contamination. After pushback we proceeded to the
runway 30R deice pad to have the ice removed prior to
takeoff. We advised the personnel in the deice truck that
there was ice in the above locations, and that we would be
conducting single-engine running deicing to remove this
ice, starting with the right engine after shutdown. From
my seat (Captain’s) I observed the deice truck approach
the right engine, and after a couple of minutes it backed
away and we were advised to restart the right engine. We
then shut down the left and I observed the truck approach
the left side for deicing. The deice employee walked to the
intake and I observed him ‘inspect’ the left intake using his
348
cell phone as the only source of light to look inside of the
intake and oil cooler. It was night and we were on the unlit
deice ramp. To see the oil cooler, you must look through an
opening about 3 inches wide by 2 inches high and see about
18-24 inches inside. He then walked from the aircraft and
advised us that the aircraft was free of contamination and
we were cleared to start and taxi. I then advised him that
there was a large amount of ice in the area, and that is
why we were in the pad to begin with. I then asked them
if they had sprayed the right engine and he said no, that
it was also clear. After demanding that they get an actual
flashlight and re-inspect, they found the ice and we began
the whole process over again....
Had I not noticed that they had not actually cleaned the
intakes the potential for ‘fodding’ both engines on takeoff
could have resulted in a catastrophic failure of both engines.
I can’t believe [ground personnel] ‘inspecting’ our aircraft
using a cell phone display as the only source of light.
Timely communication from the cabin during pushback
informed a B767 flight deck crew of deicing deficiencies.
■ We had an uneventful takeoff and climb to cruise. When
the seatbelt sign was turned off, the flight attendant called
to say the potable water was inoperative. We have no
procedures airborne to fix that problem and told them there
was nothing we could do until we got on the ground...We
were cruising at FL380...in the middle of the ocean when
the aircraft shuddered as if we ran through some wake
turbulence or jet wash. All instruments were indicating
　
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