|
Originally Posted by tdracer
(Post 10639386)
The EPR error due to the lack of engine anti-ice was the primary problem, but loss of lift due to wing contamination was a contributing factor.
Is there really a finding in the report that wing contamination was a factor? The engine EPR probe is in a fixed nose dome ahead of the fan and as such subject to lower temperatures during taxi out in snow/icing conditions without the benefit of de-icing |
Originally Posted by Airmann
(Post 10635200)
Flew with a Captain that swore if you turned on Wing Anti Ice at top of descent and kept it on until parked it would stop the formation of hoar frost on the wing due to cold soaked fuel and would save the next crew from deicing. We had to deice the next day and he went on about his method. Wonder if anyone has come across this theory, especially given that wing anti ice only heats up the leading edge.
|
There was a write up on an DC10/MD11 over Russia that wasn’t given clearance to descend due to fuel temp. The F/O suggested wing device, over the next hour(s) the temp came up enough to allow them to continue2-3 degrees. |
Originally Posted by rigpiggy
(Post 10639913)
There was a write up on an DC10/MD11 over Russia that wasn’t given clearance to descend due to fuel temp. The F/O suggested wing device, over the next hour(s) the temp came up enough to allow them to continue2-3 degrees. Aviation is a very cool and lasting game if you play by the rules. If people start making their own it generally bites their arses sooner or later. |
Originally Posted by hans brinker
(Post 10638607)
I flew international too! It was on a B1900, flew between Florida and the Bahama's. Never had to deice tho....
What I really mean to say: you can explain something without sounding like a donkey. |
Probably the pilots should have ordered a deicing in the first place but I wonder if the management or the captain ever asked the cabin crew if he/she has any form of technical knowledge/ training to substantiate his/her call that there was ice on the wing? Can he/she differentiate rime ice, clear ice, hoar froze etc? As the captain, we are all trained to manage this sort of risk (with the copilot support) and make the appropriate judgement, the last thing I need is a cabin crew to second guess my decision at the takeoff position. Of course, plus the sh!t that the management throw at us after that. |
flightleader, I might be missing something in your post but what does it matter what form of frozen water is on the top of your wings? The top of the wings must be clear of contamination, whatever that may be.
Do you brief your cabin crew regarding wing contamination? If not, how do you check your wings are clear before taking off? the last thing I need is a cabin crew to second guess my decision at the takeoff position. |
CRM
We used to check in 20 mins early, check with dispatch, security, load control and met then go to the cabin crew briefing giving them the full picture, what we expected from them and how we could help each other improve the service and safety.
No rank Bull, no sir Bull and no up our own posteriors. If the CC was in doubt then off I went with a tourch and in full smart uniform including bonnet to have a deco myself. Its what our pax paid for, service and safety. |
Uplinker, CRM is not about ‘rights’ to speak up! It is the appropriate participation at the appropriate time for a common goal, which is safety in aviation. Do you think calling the cockpit while the aircraft is on the runway is a safe thing to do? I am sure if the captain was not doing the right thing the copilot would have corrected him. Icing can happen on aircraft even in clear blue sky such as descending with cold fuel in tanks. Do you want cabin crew to call you about it? Or engine nacelles icing while crisscrossing those altocumulus, you want them to call too? Has the cabin crew been trained in these too? Once the cabin crew interfered with the pilots operational decisions, the pilots had to do the most conservative action to defend themselves against any potential inquiry and associate repercussions. That is the real deal of life in the airline. |
Originally Posted by flightleader
(Post 10641741)
Once the cabin crew interfered with the pilots operational decisions, the pilots had to do the most conservative action to defend themselves against any potential inquiry and associate repercussions. That is the real deal of life in the airline. |
Mostly everywhere cabin colleagues are trained. That includes the concept of sterile cockpit during taxi-out, the meaning of "seats for departure" call or similar, and the rejected takeoff drill. The necessary insight on tasks and workload of the pilots is included.
They won't call the front office just for losing facebook connectivity on their mobiles. While the practical application would vary should the day come, a CC call to FD during the roll below 100 kt is a good trigger to reject. ------- The original picture that started this thread is non-environmental icing - upper wing frost. And about the most severe case I remember ever seeing, flying the same type for a few years. The next morning after this thread started, we de-iced for the same phenomenon except due to only 1/4 cover compared to the pic above (going would be still illegal). By the our crew arrived at the A/C after an overnight stay, the de-icing equipment was already waiting without being ordered, such clear cut the case was. Judging from the fluid patches all around, several planes got the treatment and had departed already. https://cimg2.ibsrv.net/gimg/pprune....01bbd6d9f7.jpg |
A different day and plane, shot through jetty windows while paxing. One of them is water condensation which IMHO cannot be confirmed from the photo as it is, the other .... anyone's guess.
https://cimg7.ibsrv.net/gimg/pprune....faf31a19dc.jpg https://cimg8.ibsrv.net/gimg/pprune....a1fcadf6d9.jpg |
Originally Posted by FlightDetent
(Post 10641923)
a CC call to FD during the roll below 100 kt is a good trigger to reject.
you gonna reject a take off at 100 knots to take a phone call? :sad: |
Originally Posted by Gin Jockey
(Post 10643904)
:confused:
you gonna reject a take off at 100 knots to take a phone call? :sad: |
Another example of the persons on board being part of the test flight program. Don't assume the snow or slush will be blown off the top surface of the wing. Low pressure = low temperature? Once the aircraft starts moving the temperature drop may just be enough to make it stick. Nuf said. |
Originally Posted by Dan_Brown
(Post 10644539)
https://youtu.be/fMZaMmUWj3o
Another example of the persons on board being part of the test flight program. Don't assume the snow or slush will be blown off the top surface of the wing. Low pressure = low temperature? Once the aircraft starts moving the temperature drop may just be enough to make it stick. Nuf said. |
Originally Posted by flightleader
(Post 10641741)
Uplinker, Do you think calling the cockpit while the aircraft is on the runway is a safe thing to do? Depends what the problem is doesn’t it? A well trained and properly briefed crew* will only call if there is a very serious problem. “There are flames around the engine”, or “some fluid is pouring from the wing”, would be quite good to know before releasing the brakes and pushing the thrust levers forward. Regarding wing contamination, a final check that the wings are clear should be made before lining up. If you do not want any comments from your cabin crew, how do you achieve this?, (given that you cannot see your own wings from the cockpit). Open the DV window? I am sure if the captain was not doing the right thing the copilot would have told him. Icing can happen on aircraft even in clear blue sky such as descending with cold fuel in tanks. Do you want cabin crew to call you about it? Or engine nacelles icing while crisscrossing those altocumulus, you want them to call too? Has the cabin crew been trained in these too? Once the cabin crew interfered with the pilots operational decisions.......... (my bold) I really think you need to attend a CRM course ! NB: CRM means CREW Resource Management, i.e. the whole aircrew. NOT Copilot Resource Management, nor Captain Resource Management. One day, your cabin crew might notice something important and help prevent an incident becoming an accident, or even save your life. Safe flying. *I have been in three airlines, one European, two International. The cabin crew training in all three was excellent, including CRM. |
Uplinker, There is no need to get into a state of piloerection. All I am saying is, the cabin crew input has to be timely, the information has to be factually credible. I have been flying commercial jets for 30 years and more than 20 years in command, if a wing needs to be inspected before lining up for takeoff, I would trust the copilot or the augmenting pilots to do it instead of the cabin crew. By the way, my crew can place a call that has different level urgency to me. It would display as ‘CABIN ALERT’ or just a usual ‘ CABIN CALL’. Merry Christmas and Happy New Year! |
| All times are GMT. The time now is 02:32. |
Copyright © 2024 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.