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storm the previous day, so deicing only (with a 50/50 mix) was
required (and took over an hour just off the gate, as Station told
us they were understaffed). Maintenance had us attempt to cycle
reversers, which were frozen, requiring additional deicing. Deicing
confirmed ‘clean airplane, deicing complete,’ and we continued
normal pushback and start. Per FOM guidance we elected to taxi
out with flaps and slats retracted to prevent clutter on taxiways from
damaging/contaminating flaps and slats with gear spray. Upon
arriving at departure end of runway…we set flaps 15 and completed
before-takeoff checklist. Purser then advised us a passenger
sitting in window seat just aft of wing noticed ice accumulation on
newly exposed flap sections. The First Officer performed a visual
inspection from cabin confirming this, and we returned to gate for
additional deicing with flaps remaining extended….
After severe icing storm of previous day, airplane should have
been proactively inspected by Maintenance, including inside
engines and viewing fully extended flaps/slats, and then deiced
early that morning well before our scheduled departure time…
This one, simple, proactive procedure would have mitigated the
entire 4-hour delay and possible takeoff with ice adhering to flaps.
Had the flight been at night, we never would have seen ice on flaps
during extension….
“Smoke Gets In Your Eyes”
For a Hawker 800 flight crew, accumulation of deicing fluid in an
Auxiliary Power Unit (APU) after takeoff led to an emergency return.
n Smoke [entered] the aircraft cabin resulting from deice fluid
ingestion into the aircraft’s Auxiliary Power Unit (APU). Event
resulted in emergency return to the airport…Deice fluid can pool
within the air inlet duct of the APU which causes ingestion upon
takeoff rotation…This hazard is not noted in aircraft’s POH [Pilot’s
Operating Handbook] and has not been properly communicated to
Operations…The amount of smoke in the cabin and flight station
was surprisingly large….
No Way to Spray
In an unfortunate incident involving a CRJ-700 flight and cabin
crew, the aircraft’s door seal was no match for point-blank spraying
of deicing fluid.
n After pushing back from gate to conduct deicing operations
approximately 100 feet away from the gate but short of taxiway,
we configured the aircraft for deice. The ramp agents began
deicing with Type 1 when I received a call from Flight Attendant
1. She reported that deicing fluid was coming in from the top of
the main cabin entry door and some fluid had landed on Flight
Attendant 2’s hair and uniform jacket. (Both Flight Attendants
were in the forward galley area during deice operations.) Flight
Attendant 2 was able to dry off her hair as best as possible and
remove her soaked uniform jacket and put on a sweater. Our crew
discussed the event and concurred that we were OK to continue.
Flight Attendant 2 reported she was OK for duty. We agreed
that we would keep in touch throughout the flight and check on
Flight Attendant 2 just to make sure she had no ill effects from
the exposure to the deicing fluid. As the flight progressed, Flight
Attendant 2 began to feel lethargic and her eyes became irritated.
After arrival and the deplaning process was complete, Flight
Attendant 2 was not feeling well. We began making phone calls
and…Flight Attendant 2 was released from the trip and told to seek
immediate medical attention for possible chemical exposure and
burns to her skin….
Emphasize to the Ramp Agents to avoid spraying directly on doors
and hatches that have cabin or cockpit accessibility. The door or
hatch seals can’t take a point blank range hit from the deice nozzle.
During deicing operations, have the Flight Attendants seated in
their jumpseats, or if cabin duties or galley duties are still being
performed, make sure they stay away from the main cabin entry
door roof line.
“Always Have a Plan B”
An ATP-rated Cessna 340 pilot with many thousands of hours in
mountain flying experienced an inflight hazard ASRS has received
many reports on from other GA pilots — unforecast icing.
n IFR flight, VFR conditions most of the way with numerous
contingency airfields en route…I had received current weather
from FSS about 25 minutes prior, weather above minimums with
lower clouds and higher overcast. Flight continued…between
layers, overcast above, broken clouds about 2,000 feet below,
with no precipitation encountered. Unable to hear the destination
　
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