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lighting but the pilot-controlled lighting, of
course, did affect the approach lights. I could see the
plowed runway clearly in contrast to the snow-covered
airfield, and the landing on Runway 06 was
straightforward.
I then discovered that, although the runway had been
plowed, the turnoff to the taxiway had not, and I had no
way to exit the runway. I was unable to contact Center by
radio from the airfield and decided to walk to the FBO
and contact Flight Service from there by telephone.
Before calling, I hoped to have resolved the problem of
moving my airplane from the runway. I discovered the
FBO was unattended and locked. Furthermore, the
public telephone outside it was frozen and not working.
I then returned to my airplane, contacted FSS by radio
and informed them of my position. The State Police were
called, a snowplow summoned, and I was able to resume
my flight the following morning…
I realize that my flight planning was inadequate. If I
had…[identified] XYZ as a possible alternative landing
site, Flight Service would have told me it was closed by
NOTAM and I could have found a suitable alternative…
While I now fully appreciate it is not their responsibility
to do so, it was unexpected that ATC would clear me
twice to the approach of a closed airfield.
Our reporter correctly outlines his own responsibility to
properly plan and execute his flight. He apparently
didn’t realize that a Center controller may not be aware
of a local airport’s operational status unless it affects
the Center’s operations.
Snow Bird Sagas
Darkness and blowing snow obscured
taxiway markings and reduced forward
visibility as a B-737 left the gate. The
flight crew attempted to follow the proper taxi route to the
runway by taxiing parallel to a snow berm left by plows that
had cleared the ramp earlier. The Captain describes what
happened next:

At night, with a snow-covered ramp, we left the gate area
and paralleled the ramp… Based on the airfield diagram, we
believed there was a taxiway in front of us. There was a berm
of snow from snowplow operations to our left. Parked DC-10
aircraft (in storage) were to our right. The snow plowed area
abruptly got narrower. I attempted to correct to the left to
correct [toward] the berm, however we had left the ramp
surface. What we believed was a taxiway, turned out to be a
service road. [Airport] operations personnel advised that
“numerous” other crews have made the same mistake, but
because the ramp was not snow covered, they were able to see
their error and make a U-Turn back to the taxiway.
Contributing causes: 1) snow-covered ramp, darkness; 2)
taxiways and service roads look the same on the airfield
diagram; 3) there were no taxiway lights at the edge of the
ramp; 4) crew was accomplishing a checklist and was not
devoting 100 percent attention to taxiing.
The Captain added that the aircraft was finally freed by a
company recovery team that used two snowplows and large
cables around the main gear struts. He acknowledged that
the crew should have stopped the aircraft when they could
not see the taxi lines and requested a guide vehicle.
Holiday safety rules for the passenger cabin:
✔ Don’t decorate the cabin without the Skipper’s
approval
✔ Make sure decorations are fire-proof
✔ Check the passenger list (better check it twice).

During boarding, Flight Attendants installed one
string of Christmas lights and attached with paperclips to
[an] overhead vent. The lights were plugged into an aft
lavatory electrical outlet. The flight took off [and] climbed
to cruise with lights in place. At cruise a FAA inspector
identified himself to the Flight Attendant and wanted to
know “what the Captain thought of the lights.” The
Flight Attendant asked if she should take them down, but
the inspector asked that they stay up. The Flight
Attendant informed the Captain about the situation. The
Captain told the Flight Attendant to take the lights down
and she did so. The FAA inspector deplaned at
destination without conferring with either [of the] flight
crew members.
‘Tis the Season
Berm Steer
Another pilot reported that he used GPS successfully to
navigate to a distant point on an IFR flight plan – but ran
afoul of the FARs in the process:

IFR flight plan filed on airways [with] equipment
Code/A. Aircraft equipped with 2 VFR GPS units, with
current database. Requested and received vectors (radar)
for a short-cut on the route. Controller asked if I had GPS.
　
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