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the [aircraft’s] horizontal stabilizer…throwing
the driver out of the [deicing] vehicle. The
vehicle continued to ram into the stabilizer for
approximately 10 seconds until the driver was
able to climb back in and regain control…The
deicing was accomplished by only one [person],
contributing to the likelihood of a mistake.”
(ACN 82502)
Assuring Wings are “Clean” Before Takeoff
Before takeoff, the pilot-in-command is required
by Federal Aviation Regulations (FARs)
to ascertain that his/her aircraft critical surfaces
are free of frozen contamination. Onequarter
of the reports in this study referenced
problems with making this determination.
Oh, Say Can You See
✍ “The value of inspecting the wing for ice
from inside the cabin, especially at night, is
questionable. Type II deicing fluid is the
consistency of warm honey and when it covers
the cabin windows, very little can be seen
through them.” (ACN 229944)
In another incident, the aircraft was reportedly deiced three
times. But as evidenced by this narrative, the third time is not
always a charm:
✍ “The takeoff acceleration was normal and at about 105 knots
we heard a pop and the ENG FAIL lights illuminated…The
Captain initiated an abort…[At the ramp] maintenance looked
at the number 3 engine and found damage and chunks of metal
missing from several compressor blades…Later a passenger
informed us that it appeared that the deicing crew had trouble
removing ice from the…right wing. He said that 1 or 2 long strips
of ice were left on the wing after the deicing crew failed to remove
them.” (ACN 78762)
Checks and Balances
We noted 12 cases where the flight crew relied on the deicing crew’s
statement or hand signals that deicing had been completed, and
therefore, failed to verify ice removal for themselves. Relying on the
deicing crew’s assessment sometimes led to takeoff with contaminated
wings. In other cases of improperly deiced airplanes, the
situation was caught before takeoff.
One solution is to have an additional post-deicing/anti-icing check
accomplished by someone other than the deicing crew. This quality
control measure is similar to maintenance practices, where one
mechanic performs work, but final inspection of the work is accomplished
by another person. The following report narrative illustrates
the need for an independent post deicing/anti-icing
inspection.
✍ “It is company policy to accept the deicing crew’s inspection
when deicing is accomplished…[After deicing and] enroute to
the runway a flight attendant…advised me that…the left wing
had not been deiced…I went back to personally view the left
wing. I was incensed to find [it] encrusted with approximately
1/2 inch of rime ice.” (ACN 103567)
Similar as this next report is to the previous report, they nonetheless
occurred four years and some thousand miles apart:
✍ “…deicing personnel via external intercom advised aircraft
had been deiced and all surfaces were ‘clean…’ Before
we…[reached] the runway…a passenger notified the flight attendant
[that] the left wing was never sprayed.” (ACN 229944)
Can this happen at your airline? Without a system of “checks
and balances,” the answer is…???
12 Issue Number 5
Air Carrier Ground Icing
In another ASRS report, a pilot commented:
✍ “[After being deiced with Type I fluid and then anti-iced with
Type II fluid]…we started engines and taxied to Runway 4L.
Five minutes prior to takeoff…the First Officer [went]…to the
cabin to inspect the wings, as now required by FAA regulations.
When the First Officer returned, he said it was impossible to see
through the Type II fluid on the cabin windows. Not only could
you not tell if there was snow on the wings, but you couldn’t tell
if the wings were on the aircraft…The requirement to look at the
wings from the cabin five minutes prior to takeoff, and [having]
deicing fluid on cabin windows, are not compatible. This is a
requirement that cannot be accomplished by cockpit crew members
from inside the aircraft.” (ACN 235382)
As these reports indicate, inspecting wings from inside the aircraft
can be difficult, sometimes impossible. To take the “guess work” out
of making this determination, FARs require that the “pre-takeoff
contamination check” be conducted from outside the aircraft. However,
　
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