曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
condition was on the anti-icing sheet. The situation is not
overly obvious in itself, as there is no falling precipitation
to cause awareness of the need for anti-icing. Received
ATIS report during preflight preparations. Weather was
600 RVR for most of the airport, with freezing fog reported
(temperature -2 degrees C). This was the first time I had
been in freezing fog conditions. My initial thoughts were
that since visibility was less than 1 mile, and temperature
was below 10 degrees C, that we would need to select
engine anti-ice ‘on’ for the takeoff. On the walkaround
earlier, I saw no signs of ice/frost on the aircraft...Since
precipitation was not actually falling (fog only), I was not
thinking about de-icing...The Captain did not consider
de-icing either. We taxied out and took off of Runway 30,
without de-icing...I started wondering if there may have
been something we missed, so I looked at the de-ice flow
sheet, and noticed that freezing fog was a meteorological
factor that required de-icing. I pointed this out to the
Captain, who said he also was unaware that freezing fog
was listed on the sheet....
■ I was Captain/PNF of this flight. There was light snow
falling throughout our operation. My First Officer and
I observed substantial amounts of snow and ice on the
airplane including the upper fuselage. We configured the
airplane for de-ice and I used the terminal windows as a
mirror to observe the de-ice procedures in progress. The
de-ice crew advised us that de-icing had been completed. I
could plainly see that the upper fuselage was ‘covered’ with
snow and ice! I opened my cockpit window and reached out
to grab a ‘handful’ of snow and ice, which was very hard
to break free from the upper skin of the airplane. At this
point my First Officer and I became very concerned, to say
the least. I had my First Officer call Operations to no avail.
336
We obtained a phone patch to Dispatch. I advised them to
have Ops call us on VHF. Dispatch also told me that he
would advise the Station Manager of the company’s ‘clean
aircraft policy.’ I terminated the phone patch with Dispatch
and then made a phone call to the Ops Duty Manager. I
gave him a full briefing of the severity of the situation...
The Duty Manager concurred with me and said he would
get right on it. Ops called us on VHF and I advised them
of the situation. I had them de-ice the whole airplane. We
completed de-ice procedures and had an uneventful flight.
In closing, had the sunlight been any less or we had been
out of sight of the terminal windows, the failure to de-ice
the entire airplane would have not been observed and acted
upon by this crew...I am gravely concerned that a de-ice
crew would not fully understand the clean aircraft policy....
A conscientious member of a de-icing crew decided to deice
a B-737-700 that had sat on the ramp through a snow
storm. Unknown to this ground crew member, the air
conditioning packs on the aircraft were still operating.
■ I had just finished de-icing an aircraft, which departed,
when I realized that the...aircraft on the other side of
the terminal had sat through the snow event we just
encountered. I knew it sat on the ground for a period of
time prior to departure. I decided to de-ice the aircraft
while it had some ground time. I was driving the truck
and made the decision to de-ice aircraft. During the de-ice
operation, we noticed the APU was in operation. This is
normal for any de-ice operation. What we didn’t know was
the [air conditioning] packs were running. It is normal for
crew onboard aircraft to put the aircraft in a configuration
for de-icing, but there were no crew members or anyone
else on board. It wasn’t until we approached the cabin
that we realized the cabin smelled of glycol. We called
Maintenance Control and notified them that there had been
contamination [by glycol].
An A300 flight crew called for a third de-icing sequence
when the first and second sequences left the aircraft
covered with ice.
■ ...The aircraft was de-iced in the blocks. After they
finished [the third de-icing] the mechanic said the aircraft
was clean. We performed a normal engine start and taxied
to Runway 19R. We accomplished 2 engine run-ups with
all systems operations normal. We did a max power takeoff,
and takeoff was normal. During the climbout, the aircraft
felt extremely sluggish. The aircraft felt like we were
carrying a lot of extra weight. We notified Flight Control
that we needed an ice inspection on landing and to have
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