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started to enter the cloud.... The course change was given
to me to go direct to the next VOR. I was trying to change
course and change the GPS when I got turned around in
the cloud. I started a steep descent and lost about 2,000
feet before I was able to stabilize the plane. ATC was
trying to contact me and I just had time to tell them that
I was disoriented. They asked me if I wanted to declare
an emergency, and I said yes...I had been cleared to climb
to 17,000 feet so I could get out of the cloud...I was trying
to climb...when the engine started to run rough. I started
to lose power and started to descend again (carb icing, I
pulled on the carb heat and it finally started to run OK
again). I was also starting to pick up ice on the windscreen
and the leading edges of the control surfaces.... I...told
[the controller] about the new problems. He asked what I
wanted to do. I told him that I needed to get down out of
the ice. I was not able to climb, and I was in an area where
the MEA was 16,000 feet MSL and I could barely maintain
14,000 feet. With the help of two air carrier pilots, the
controller was able to get me headed toward ZZZ where it
was clear. The radio coverage in this area (at the altitudes
I was at) is really bad, and without the help of the airlines
relaying the vectors, I would have had a much harder time
getting out of the situation I was in.
By the time I was handed off to Approach, I was able to
get a lower altitude and ice started coming off. There was
about 2-3 inches of ice on the leading edge of the wings.
By the time I was cleared to land, the ice was gone and I
had calmed down a little...I got parked on the ramp and
was told to call Center and speak to a Supervisor. I called
and spoke to the Supervisor and thanked him and the
controllers for getting me out of a bad situation. The Center
controllers were very helpful and professional.
A Part 91 Turbo Commander passenger-carrying aircraft
was well-equipped to handle icing, but its flight crew didn’t
follow all the procedures for icing conditions.
■ Prior to the event we had used de-ice, and anti-icing
equipment while en route, and for that portion of the
descent while in icing conditions. Icing was estimated
to be light to moderate clear, changing to rime through
the descent. Engine inlet heat was not turned on at any
time during the flight. After breaking out of the bases
and acquiring visual contact with the airport, we were
cleared for the visual and subsequently cancelled our IFR
clearance. Descent, approach and before landing checks
were completed...At approximately 1⁄4 to 1⁄2 mile final,
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
October 2007 Report Intake
Air Carrier/Air Taxi Pilots 3022
General Aviation Pilots 1050
Controllers 98
Cabin/Mechanics/Military/Other 216
TOTAL 4386
ASRS Alerts Issued in October 2007
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 22
Airport facility or procedure 14
ATC procedure or equipment 7
Hazards to flight 3
Other 5
Total 51
the right engine stopped producing power, followed almost
immediately by the left engine. The Captain identified
[that] both engines had failed and pulled the condition
levers into the emergency shutoff/feather position. I called
out airspeeds and the Captain continued to fly the aircraft
onto the runway. The aircraft touched down approximately
on the numbers and we rolled to a stop just off the runway
with both engines stopped/feathered....
A possible cause of the flameouts was melting ice being
ingested into each engine. Proper procedure will be adhered
to in the future with regard to use of engine inlet heat.
Proper procedure is to turn engine ignition on followed by
engine inlet heat prior to entering icing conditions. Upon
exiting icing conditions, engine inlets are turned off first,
followed by engine ignition. If ice remains on the aircraft
structure, ignition is to be left on for the duration of the
flight until the aircraft is on the ground.
Freezing fog is composed of supercooled water droplets
that freeze on contact with a solid surface and form ice
crystals. An A320 flight crew, unfamiliar with this weather
phenomenon, failed to check the “Adverse Conditions”
section of their Flight Operations Manual before takeoff.
■ Both the Captain and myself had not operated before in
freezing fog. And neither of us recognized/remembered that
　
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