|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : cak.airport|
|Altitude||msl bound lower : 3000|
msl bound upper : 7000
|Controlling Facilities||tracon : cak.tracon|
|Operator||common carrier : air carrier|
|Make Model Name||SF 340B|
|Operating Under FAR Part||Part 121|
|Flight Phase||descent : vacating altitude|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : less severe|
inflight encounter : weather
non adherence : company policies
|Independent Detector||aircraft equipment other aircraft equipment : timer light|
|Resolutory Action||flight crew : exited adverse environment|
none taken : insufficient time
Flight Crew Human Performance
While descending into the clouds at approximately 7000 ft; we started accumulating moderate rime ice. I selected the boots to continuous; and we received a timer light. It was the first officer's first flight on IOE; and I (captain and PF) elected to have him continue with the descent and approach checklists instead of going to the QRH; because we were being vectored for the approach; and not too far from being able to join the localizer; and the first officer was still quite some time from finishing the checklists. While the first officer worked on checklists; I was basically single pilot; flying and working the radio (which happens often on the first day of IOE). Being familiar with what the QRH says to do; I elected to try to get the boots to work; because of the accumulation rate; and the time we had left. I checked that the hp's were on (they were); I tried the 1 cycle mode (it didn't work); I tried the manual mode (it didn't work); we checked the circuit breakers (they were all in). Because of the ice accumulation; and the uncertainty of how much ice we would continue to accumulate while IMC; and the fact that no boot operation seemed to work; I elected to join the approach; and land without running the QRH. The first officer started the checklists at about 70 mi from cak; and didn't finish until about a 5 mi final; which didn't allow for any QRH time. I briefed the approach with a vref +20 speed for what I remembered as a correction from the QRH with ice accumulation; and no boot operation. At approximately 3000 ft; we got below the bases (on the ILS); and were in moderate snow showers (we saw the airport on about a 1-2 mi final); and seemed to only be accumulating impact snow on top of approximately 1/3 of an inch of ice (I descending fairly rapidly from 7000 ft to our assigned altitude of 3200 ft; to try and get out of the moderate icing). After landing in cak; after shutdown; we finished the QRH for ice protection. I would have rather been able to finish the QRH in the air; but I didn't want to climb back into the clouds without any boot protection; so I elected to land; as I thought this was the safest possible outcome for our flight. Possibly start descent and approach checklists sooner; but it is difficult to know how much time is needed. The flight was fairly short; and when the first officer wasn't running checklists; I was teaching him what was next (follow FMS with 2ND course; get ATIS; call operations; brief passenger; etc).
Original NASA ASRS Text
Title: SF340 CHECK CAPT WITH FO ON FIRST DAY OF IOE; REPORTS WING DE-ICE SYSTEM FAILURE DURING DESCENT. CAPT DOES QRH PROCEDURES FROM MEMORY FINISHES NORMAL CHECKLISTS. SAFE LANDING ENSUES WITH ICE ADHERING TO WING.
Narrative: WHILE DSNDING INTO THE CLOUDS AT APPROX 7000 FT; WE STARTED ACCUMULATING MODERATE RIME ICE. I SELECTED THE BOOTS TO CONTINUOUS; AND WE RECEIVED A TIMER LIGHT. IT WAS THE FO'S FIRST FLT ON IOE; AND I (CAPT AND PF) ELECTED TO HAVE HIM CONTINUE WITH THE DSCNT AND APCH CHKLISTS INSTEAD OF GOING TO THE QRH; BECAUSE WE WERE BEING VECTORED FOR THE APCH; AND NOT TOO FAR FROM BEING ABLE TO JOIN THE LOC; AND THE FO WAS STILL QUITE SOME TIME FROM FINISHING THE CHKLISTS. WHILE THE FO WORKED ON CHKLISTS; I WAS BASICALLY SINGLE PLT; FLYING AND WORKING THE RADIO (WHICH HAPPENS OFTEN ON THE FIRST DAY OF IOE). BEING FAMILIAR WITH WHAT THE QRH SAYS TO DO; I ELECTED TO TRY TO GET THE BOOTS TO WORK; BECAUSE OF THE ACCUMULATION RATE; AND THE TIME WE HAD LEFT. I CHKED THAT THE HP'S WERE ON (THEY WERE); I TRIED THE 1 CYCLE MODE (IT DIDN'T WORK); I TRIED THE MANUAL MODE (IT DIDN'T WORK); WE CHKED THE CIRCUIT BREAKERS (THEY WERE ALL IN). BECAUSE OF THE ICE ACCUMULATION; AND THE UNCERTAINTY OF HOW MUCH ICE WE WOULD CONTINUE TO ACCUMULATE WHILE IMC; AND THE FACT THAT NO BOOT OP SEEMED TO WORK; I ELECTED TO JOIN THE APCH; AND LAND WITHOUT RUNNING THE QRH. THE FO STARTED THE CHKLISTS AT ABOUT 70 MI FROM CAK; AND DIDN'T FINISH UNTIL ABOUT A 5 MI FINAL; WHICH DIDN'T ALLOW FOR ANY QRH TIME. I BRIEFED THE APCH WITH A VREF +20 SPD FOR WHAT I REMEMBERED AS A CORRECTION FROM THE QRH WITH ICE ACCUMULATION; AND NO BOOT OP. AT APPROX 3000 FT; WE GOT BELOW THE BASES (ON THE ILS); AND WERE IN MODERATE SNOW SHOWERS (WE SAW THE ARPT ON ABOUT A 1-2 MI FINAL); AND SEEMED TO ONLY BE ACCUMULATING IMPACT SNOW ON TOP OF APPROX 1/3 OF AN INCH OF ICE (I DSNDING FAIRLY RAPIDLY FROM 7000 FT TO OUR ASSIGNED ALT OF 3200 FT; TO TRY AND GET OUT OF THE MODERATE ICING). AFTER LNDG IN CAK; AFTER SHUTDOWN; WE FINISHED THE QRH FOR ICE PROTECTION. I WOULD HAVE RATHER BEEN ABLE TO FINISH THE QRH IN THE AIR; BUT I DIDN'T WANT TO CLB BACK INTO THE CLOUDS WITHOUT ANY BOOT PROTECTION; SO I ELECTED TO LAND; AS I THOUGHT THIS WAS THE SAFEST POSSIBLE OUTCOME FOR OUR FLT. POSSIBLY START DSCNT AND APCH CHKLISTS SOONER; BUT IT IS DIFFICULT TO KNOW HOW MUCH TIME IS NEEDED. THE FLT WAS FAIRLY SHORT; AND WHEN THE FO WASN'T RUNNING CHKLISTS; I WAS TEACHING HIM WHAT WAS NEXT (FOLLOW FMS WITH 2ND COURSE; GET ATIS; CALL OPS; BRIEF PAX; ETC).
Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.