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The more you’re slip slidin’ away.
(Paul Simon)
Ex-pe-DICEY
Icy runway conditions and unexpected engine performance
combined to make an MD-80’s takeoff roll “dicey.”
n The aircraft weight was 113,000 pounds and the stabilizer trim
setting was 3.7. Fifty-four passengers were on board. Only two were
in First Class. There were several inches of snow on the ground
as well as snow and ice on the ramp, taxiways, and the runways.
While taxiing to Runway XXL, the Tower cleared us for an ‘expedite’
takeoff due to traffic on final for [crossing] Runway XY. As we
entered the runway, the Captain pushed the throttles forward. I
noticed that the right engine accelerated rapidly to approximately
1.4 EPR while the left engine remained at idle power. As the aircraft
approached the centerline of the runway, I noticed that the aircraft
was not turned to align with the runway heading. I alerted the
Captain to the situation and looked over to see if he was OK. He
retarded the throttles to idle, turned the nose wheel steering further
right and began to apply the brakes. The aircraft slid off the left side
of the runway at a low speed…[and] stopped at the runway edge.
I believe the incident was caused by ice on the runway. The
low weight on the nose wheel and asymmetric thrust due to
slow acceleration of the left engine were contributing factors. I
recommend loading the aircraft with a greater forward center of
gravity when snow or ice exist on the airport. I also recommend
that the Ground and Tower controllers be prohibited from issuing
‘expedite’ clearances when ice and snow are on the airport.
The Big Red Knob
A B767 Flight Attendant reported a
“slip”—a skill-based error resulting from diverted attention—which
subsequently led to a “slide.”
n Landed without incident. Taxied and parked at gate. Seatbelt
sign went off and I unbuckled and went to Door 1R and waited
for the Purser to say ‘disarm.’ Purser was looking for jetbridge.
It arrived, he said ‘disarm.’ I turned to my door and inadvertently
reached and pulled the large silver handle with the red knob
labeled ‘PULL.’ The slide deployed.
Possible factors contributing to this error are that I have [low]
seniority. I have flown on the aircraft 3-4 times. My trip assignment
was open-ended and I was distracted in not knowing upon arrival
what the remainder of my assignment would be. I was discussing
this with my flight partner and thinking about having to contact
scheduling. While I was intent on my disarming abilities, I realized
my mistake one second too late after grabbing the wrong handle…
When I turned to disarm, the big red knob saying ‘PULL’ grabbed
my attention, and I pulled it….
A “Perfect Storm”
An air carrier Captain described weather and airport conditions that
were a set-up for post-landing problems.
n Landed with runway contaminated with ice/rain. Aircraft
stopped OK with autobrakes. During rollout, Tower suggested
180 degrees on runway and back-taxi to Taxiway R. Attempted
left 180 turn at Taxiway U on Runway 24R. Three-fourths of the
way through turn, aircraft began sliding forward…I attempted
to stop, but aircraft continued moving. I reversed engines which
stopped forward movement. When I stowed reverse buckets,
aircraft began sliding forward again. Reversed engines again. Had
to keep engines at reverse idle to keep aircraft stationary. Airport
Operations brought our ground crew to us with chocks. Problem
was no sanding of taxiways/ramp with pavement ice and rain at 33°
F…Hooked up tug and tow bar. Shut down engines. Sand trucks
laid path of sand on taxiway and we were towed in behind sand
trucks all the way across ramp to gate….
‘Perfect Storm’ conditions: Freezing rain on pavement, rain at
33 F not warm enough to melt ice, airport operator only sanded
center 50 feet of Runway 24R, no sand used on taxiways or ramps
until we ordered it.
Jack of All Trades
For a Maintenance Technician, a gear-swing check on a B737-
700 went wrong when hurry-up pressures and distraction led to
an oversight.
n I was working on aircraft that was in the hangar for the night
for a C-check. I was assigned by my Lead to work the right wing.
The first thing that had to be done was jack the aircraft and perform
a gear-swing for a functional check. I started setting up the right
wing to be jacked. I removed the screw that holds the jack pad plug
to the wing. After I removed the screw, I attached the jack pad to the
　
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