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best snow-removal efforts can be defeated, even as
maintenance crews scramble to keep ahead of the snow
and ice accumulation on aircraft movement areas. In our
first report, the snowplows had not yet arrived to clear
the cargo ramp when an air carrier cargo crew tried to
taxi without benefit of a clear path:
n Snow had been falling since mid-afternoon. The cargo
ramp had not been plowed. There were 4-6 inches of snow
on the ramp, with no markings visible. The only lights
visible were two green centerline lights on the taxiway
ahead of us, and there were no edge lights on the ramp.
We taxied forward to where we believed we would be able
to turn to runway 9. We tried to stay on what we believed
to be the ramp. However, we had already taxied off the
prepared surface but did not realize it. We were notified
we were in the grass by ground personnel.
We probably should have asked for a “follow me” truck or
just stayed put.
As our reporter notes, seeking ground guidance is always
a good idea if airport surfaces are not clearly visible or
marked.
Our next reporter, an air taxi Captain, was happy to find
the runway well-plowed—but where did all that plowed
snow end up? The Captain found out:
n The runway was snowplowed, with dry pavement and
about 7-8 foot snowbanks. The width was NOTAMed at 60
feet wide, and was reported by the Airport Manager to be
60-70 feet wide. Our airplane has a wingspan of about 44
feet. On takeoff roll…there was an [engine] power surge
which pulled the aircraft to the left. Upon correcting with
right rudder and differential power, the plane went to the
right and touched the right wing tip to the right side
snowbank. I aborted the takeoff, [but] the aircraft spun to
the right, hitting the nose and stopping with the nose and
Once the airport surfaces have been plowed and the snow
removed, the next step is sanding. In the next report, the
airport maintenance crew did its job a little too well
according to this First Officer, who landed on enough sand
to start a beach.
n During preflight, our paperwork had a NOTAM
reporting braking action poor by a B-737. ATIS reported ...
runway plowed and sanded. Approach or Tower told us
that braking action was [reported] fair-to-good by a
previously arriving commuter. When we landed, there was
almost no braking. The Captain used full reverse to
decelerate. A large cloud of dust engulfed the airplane. So
much dust filled the cabin [that] the flight attendants
discuss ed evacuating the airplane.
Prior to touchdown, I observed a lot of sand on the
runway—perhaps enough to actually cause a reduction in
traction. The temperature was 33°F—possibly causing ice
melting and refreezing. Runway condition reporting is
confusing. If we had known exactly how “poor” the runway
was, we never would have attempted a landing.
The flight crew learned two days later that both engines
needed to be replaced due to sand ingestion. A pilot’s best
defense against slippery landings is to prepare for the
worst, which in this case meant making decisions
according to the original “poor braking action” report from
the B-737.
the left wing tip in the snowbank. Damage to the aircraft
was to the nose radome, the skin behind the nose radome,
and the nose landing gear linkage.
It turns out that the plowed area was offset five feet from
the runway centerline. Without a normally-positioned
centerline for reference, a pilot could easily line up slightly
to one side, resulting in a similar incident, even without
the problems of the asymmetrical power surge and the
subsequent correction.
ASRS Recently Issued Alerts On.....
IFR/VFR traffic conflicts on a New York STAR
Taxiway lighting problems at an Alabama airport
Failure of coordination lights in a California Tower
Runway signage problems at a Pennsylvania airport
Inadequate obstruction lighting on a Michigan tower antenna
It’s in the (Snow) Bank
Round-Robin Only Half-Legal
A general aviation pilot’s return leg of a round-robin trip
was cancelled when the airport manager closed the airport
due to the snow and ice. However, later in the day when
the sun came out, the pilot took it upon himself to rescind
the closure. Not a good decision…
n The airport manager had gone home for the day, and I
decided to go after a good look at the runway and a highspeed
taxi on it. I decided the runway was safe and took
off from an uncontrolled airport that was NOTAMed closed
by the airport manager.
　
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