Winter Weather Operations
CALLBACK
From the NASA Aviation Safety Reporting
System
Issue 408 January 2014
As we move into the winter months, the
challenges associated with inclement weather affect everyone in the aviation
community. While ASRS incident reports can offer insights into a variety of
weather related hazards, this month’s CALLBACK focuses on events that occurred
on icy runways or taxiways. These reports serve as a reminder to be prepared
for all types of winter weather challenges, not only on the ground, but also in
the air.
“The Aircraft
Wasn’t Responding”
Ice hidden under snow can be an unexpected and
dangerous encounter on the takeoff roll. This LJ45 Captain described a scary
incident that confirmed his resolve to use plowed runways and get braking
action reports.
■ We announced on CTAF that we were
departing…. I applied takeoff power to both engines while the pilot not flying
called out airspeeds and engine parameters. At approximately 1,000 feet down
the runway we hit a patch of ice under the snow. I felt the right main gear
begin to skid and the aircraft veer to the right. I applied left rudder
pressure to correct the drift, but we continued to skid. The pilot not flying
called the drift and yelled, “Go left, go left!” but the aircraft wasn’t
responding to my inputs. We exited the runway surface and continued
approximately 200 feet before coming to a stop in the snow and mud.
We shut down both engines and asked the
passengers if they were OK, to which they replied that nobody was injured. We
told them to sit tight while we examined the aircraft for damage and possible
fire hazards. After determining that there was no risk of fire we deplaned the
passengers.
I think that pilots shouldn’t take off in
similar conditions without first having the runway plowed and a braking action
report issued.
Sideways Slide
Relying on runway braking reports that turned
out to be almost forty minutes old, a P180 Flight Crew landed in conditions
that had gone from bad to worse or, literally, from FAIR to NIL.
■ Before departing, several phone
calls were made to [the destination field] and we were assured that the braking
action was FAIR or better and the runway had been plowed. As we started the
ILS, we were again told the braking action was reported FAIR. Upon landing the
aircraft started sliding sideways on ice. There was no braking action and no
steering due to the ice. We were able to keep the aircraft on the runway but
struck a runway light in the process. After regaining control of the aircraft
and coming to a stop, the parking brake was set and the brakes held. The aircraft
was able to be moved even with the brakes set and locked. We informed the tower
that braking action was NIL and asked the time of the last report. The last
report had been taken 37 minutes prior.
Scary Ride
After landing without any problems, a B737
Flight Crew experienced a loss of steering control when they turned onto an
“untreated” taxiway. For anyone who has experienced loss of control on ice, the
cockpit dialog in this report will bring back memories of the anxious feeling
that accompanies such events.
■ Prior to our initial descent, we
obtained the digital ATIS as well as a field conditions report. The Captain and
I made note of the “Wet GOOD” report for the runways that were in use at our
planned time of landing, as well as the “Wet FAIR” report on the
ramp area. We also noted the visibility and ceiling reports on the ATIS…. A
normal stabilized ILS and landing was performed….
The touchdown was well within the touchdown
zone. Normal braking was encountered during the entire landing and rollout. The
center section of the runway was fairly free of contamination considering the
amount of snowfall and accumulation. The rate of deceleration was even
increased as a result of the 20-24 knot winds that were blowing almost straight
down the runway at the time of landing. At around 60 knots, I transferred
control of the aircraft to the Captain. We were instructed to exit the runway
at Taxiway [X] and contact Ground. About 200-300 yards prior to the turn, the
Captain stated he was going to do a brake check. The braking at this point
seemed good and the aircraft appeared to respond normally. As we approached the
taxiway, it was apparent that the runway conditions beyond Taxiway [X] seemed
to be much worse. It also appeared that there had been no attempt to treat
and/or plow the taxiway intersection.
The Captain slowed the aircraft to a slow
walking pace as we approached the turn. The first 30 degrees or so of the turn
was normal, but at about the 35-40 degree point of the turn, the aircraft
seemed to start sliding. At this point, I started to confirm with the Captain
that he was turning or stopping. I said multiple times, “Turn, turn, turn!” to
which he responded, “I am. It’s sliding!” At this point, I actually pressed on
the already full right rudder and brakes, but the aircraft didn’t respond at
all. As we approached the edge of the taxiway, the nose wheel finally caught
traction and the aircraft slowly turned back to the right and back onto the
center of the taxiway. As we performed our after landing flows, I notified
Ground that the braking action on Taxiway [X] was NIL.
“We Both Tried
Braking with No Response”
An A300 Flight Crew learned that, in the
absence of a standardized braking action report for the taxiways, “slippery”
can equate to “Braking Action NIL.”
■ Weather was reported as light snow…. On approach, I requested updated braking
action reports and Tower reported fair with taxiways reported as slippery by
aircraft that landed in front of us.
We selected MED Autobrakes and the aircraft
slowed with no problems. We were not able to make the intended taxiway and
continued to taxi to the end of the runway for turnoff. Tower cleared us to
turn left on one taxiway, left on another and to contact Ground and advise when
clear.
Upon turning onto the taxiway the aircraft
started to skid to the right. The Captain was able to steer the aircraft back
toward centerline but then the aircraft started to skid to the left. The
Captain did everything to try and regain control, but was unable. We both tried
braking with no response. The aircraft came to a stop on the left side of the
taxiway. It appeared we may have been over the taxi lights although we could
not confirm that due to the snow cover.
We made no attempts to move the aircraft at
this point. I reported our position and intentions to the Tower and then
contacted Company Maintenance for a tow….
The airport was reporting runway braking
action, but it would have helped to have taxiway reports that used a recognized
scale of braking action.
Keep Off the Grass
In an ASRS report on a B717’s taxiway
excursion, a Ground Controller reinforces the idea that braking action reports
should also be given for taxiways that have been affected by snow and ice.
■ A B717 was issued detailed taxi
instructions to Runway 26L. The pilot checked on with current ATIS. Weather
(snow, low visibility) at the time of the incident was such that the aircraft
was barely visible from the tower. The pilot called and asked if he could make
a right 270-degree turn, apparently to rejoin his assigned taxi route. I
approved his unusual request as it appeared that he may have missed his turn. I
also offered alternative taxi instructions to eliminate the need for a
270-degree turn at the intersection. The pilot reported that braking action on
the taxiway was poor. Later he reported something to the effect that he was
unable to comply with my alternate instructions and then reported that he was
in the grass.
There had been no previous braking action
reports regarding taxiways. I immediately informed the Supervisor of the
situation. Normally the airport authority is meticulous about reporting field
conditions, but it seemed like they may have been behind the power curve today.
A braking action report regarding taxiways would have been beneficial to alert
users to the conditions experienced.
A Hit and a Miss on
the Ice Runway
Taking off from a runway made of ice pretty
much ensures an encounter with slippery conditions. As this C172 Pilot learned,
directional control on ice can be a challenge under the best of circumstances.
■ We were taking off on the ice
runway. The wind was down the runway at approximately 5-7 knots. The ice was
clear with no snow. As I accelerated and pushed the throttle to the firewall, I
began to feel a loss of directional control. The plane began to yaw left and
started skidding off the runway surface. After realizing I did not have the
airspeed or directional control to rotate and lift the plane off the ice
safely, I pulled the power and tapped the right brake. The tail of the aircraft
then once again began to align with the nose. We rolled/skidded to a stop on
the west side of the runway, but not until we had hit a stick that was standing
up in the ice with our wing strut. This may have been a stick left by an ice
fisherman. I’m not really sure. It was not a runway marker. The runway was
marked by yellow cones. While there was no property damage or injury, there was
a pickup truck on the ice. This vehicle was close to the runway and, for a
short time, was in the path of our skidding plane. Fortunately some directional
control was re-established before any contact was made.
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