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on the upper surfaces of the wings due to fuel cold-soak. Perhaps because it was June, the Russian ground crew
didn’t have deicing fluids available — but they did have another kind of solution — and it worked to Absolut
Perfection. The Captain’s story:
✍ “…upper wing ice formed due to fuel cold-soak. No glycol at airport…[Airport] possessed no fluid as
well…So, had Russian ground crew spray wings with hot water, then immediately sprayed 25 bottles
of Russian vodka on top of wings…[with] garden sprayer. Wings were subsequently checked, they were
clear of ice. Normal takeoff.” (ACN 244197)
Is this Crew Resource Management (CRM), or what?
Crew Resource Management
This study also highlighted that Crew Resource Management
(CRM) can have a valuable application for ground icing situations.
In ASRS reports where ground icing problems were caught
after the aircraft had left the ramp, usually it was the cabin
crew who notified the cockpit crew of the problem. To
increase the likelihood that problems are caught before takeoff,
consideration could be given to training cabin crewmembers to
recognize wing ice formation. Furthermore, all crewmembers
could be taught and encouraged to clearly voice their concerns.
Consideration could be given to developing an easily remembered
“statement of concern” that could be employed by any crew
-member. As an example, “Captain, I am concerned that ice is on
the wings.” Once this “statement of concern” was voiced by any
crewmember, the Captain would be required to fully appraise the
situation before takeoff.
Summary
Preparing an aircraft for takeoff when icing conditions exist or
are suspected requires vigilance, careful planning and adherence
to prescribed procedures. Awareness of potential pitfalls is
also helpful by knowing what to expect. Hopefully this study will
help to enlighten the unsuspecting.
Management must resolve to help flight crews and deicing crews
by providing them with suitable tools for them to perform
properly. These tools come in the form of hardware such as
equipment and supplies, but also includes such things as well
thought-out policies and procedures. And a healthy, well-advertised,
and consistently practiced corporate philosophy of total
commitment to safety is absolutely, positively essential.
14 Issue Number 5
1 This is not to say that flight crews of large transport aircraft in major air
carrier operations do not also face the fatigue and other related problems
of difficult flight and duty schedules — they can and do. (See Last Leg
Syndrome, by Capt. William Monan, ASRS Directline Issue # 2.)
by Bob Matchette
“I had an 11.6 hour duty day with 8 legs. That night
I had a reduced rest scheduled to exactly 8 hours.
On the second day we were scheduled for 6.3 hours of
duty with 5 legs. Both my F/O and myself awoke the
next morning still feeling very fatigued and sleepy. On
the last leg of the day, my F/O was flying as we were
descending into the airport area for the approach. I fell
asleep for about one minute and woke up so disoriented
that for 500 feet I watched the altimeter unwind and
wondered why we were climbing. This is not the first
such incident. I have had altitude busts, missed checklist
items, etc., following reduced rests.” (ACN 203509)
✍ “Common in commuter flying are long duty days, multiple legs and low level
IFR in very congested airspace…By the fourteenth hour and tenth leg of 200
[foot ceiling] and 1⁄2 [mile visibility] all day, with reduced rest ahead of you,
neither pilot really gives a damn. Safe? Of course not. Everyday reality?
Unfortunately, yes.” (ACN 168469)
ASRS receives many reports from pilots of commuter aircraft alleging that
fatigue induced by long duty schedules, compounded by inadequate rest, is often
a primary factor in aviation safety incidents.1
Major Carrier or Commuter?
Major air carriers and commuter operators tend to serve different segments of the
air transport market. Major carriers usually operate larger aircraft over greater
distances, while commuter carriers operate smaller aircraft over short, regional
route structures with greater frequency of service. Each are governed by different
provisions of the Federal Aviation Regulations (FARs). Part 121 of the FARs
applies to aircraft of more than 30 seats operated in scheduled commercial air
service, while in this review we examine FAR Part 135 as it applies to aircraft of
30 seats or less operated in scheduled commercial air service with two pilots.
　
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