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over three miles, but still with an adequate ceiling, so I
continued my approach. About two miles from the airport
and with the field in sight, I began picking up the first
indication of precipitation on my windscreen. Within less
than one minute, my windscreen went from clear to totally
iced over from freezing rain. I was still able to maintain
contact with the airport through my side windows and
elected to land. I judged this to be a better option than
attempting a retreat back down the canyon in
deteriorating weather with an iced-over windscreen, and
facing a 200 mile return in dwindling light. With constant
attention to airspeed, altitude, and visual contact with the
field, I made a close-in overhead approach to Runway 24
and landed. Upon touching down, I briefly lost visual
reference, and the aircraft veered off the left edge of the
runway.... There were no injuries....
Under the Weather III
Ultimately, this C208 pilot made a wise decision to climb
out of the weather before becoming a CFIT (controlled
flight into terrain) statistic.

I departed...for Nome. Departure weather was VMC.
Nome had been IMC, although the weather was reported to
be improving. About 30 DME from the Nome VOR, I began
a descent from 4,500 feet MSL in an attempt to get under
the weather. I stopped the descent at 500 feet MSL.
Between 12-14 DME from the Nome VOR, I was scanning
outside while attempting to keep ahead of my instrument
scan. I made visual contact with the terrain. A glance at
the radar altimeter indicated 300 feet AGL and
decreasing. I immediately pitched the aircraft up, added
full power, and executed a climbing 180-degree turn to
3,500 feet. I returned to VFR conditions and landed safely
back at [departure airport].
CL65 rudder and stabilizer trim failure
C310 nose gear extension failure
B737-800 brakes installed on B737-700
Northwest U.S. airport unmarked drainage ditch
Southwest U.S. airport taxiway signage deficiency
November 2004 Report Intake
Air Carrier / Air Taxi Pilots 1978
General Aviation Pilots 726
Controllers 61
Cabin/Mechanics/Military/Other 121
TOTAL 2886
In the “Go Mode”
After a rough departure, this B737 flight crew questioned
the wisdom of trying to get out ahead of the weather.

The Captain and I had finished all of our preflight
planning and viewing of the radar in station operations.
We were just sitting in the cockpit waiting for the
passengers to board. Looking out my window, I saw the
weather deteriorating to the west. The Captain
coordinated, through station operations and departure
control, the best route around the building weather. We
blocked out early so we could “beat” the weather. As we
were going to Runway 14R, the winds shifted (clue #1) to
favor a Runway 18 departure. We taxied out and were
primed to go. The tower queried us as to whether we
wanted to “take a look” at the weather and the runway
(clue #2). We had viewed it on the radar as we taxied out
and decided we could “press on” (clue #3). As we were
rolling down the runway, the gust front overtook the field
and required almost full rudder input to maintain runway
centerline. Once we got airborne, I had to fight with the
aircraft to maintain control. We experienced a gainingperformance
[wind] shear. The rest of the flight was
uneventful except for the continuous conversation between
both pilots as to how we got into the situation and how to
prevent this in the future. We were definitely in the “go
mode.” We should have taken a much more conservative
view towards the takeoff, read the clues, and constantly
reevaluated the threat. Had we done this, I believe we
would have waited for the weather to pass and had an
uneventful takeoff with much less risk to our passengers
and ourselves.
Overlooked Heater Cord
This pilot’s experience was directly related to cold weather
operations, but the lesson learned applies to aircraft
preflight procedures in any conditions. By making a walkaround
inspection the last procedure before startup, a
pilot can catch items such as chocks, tie-downs, covers, or
other items that may have been forgotten or put in place
without the pilot’s knowledge. This is especially true if the
aircraft has undergone loading or fueling operations.

Prior to my scheduled flight, I did my preflight and
repositioned the aircraft by hand for fueling and loading. I
removed the wing covers and thought I had unplugged the
cord from the engine heat plug-in. After loading, I removed
　
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