Bangor Maine - private jet w/8 crash

SPECI KBGR 260008Z 03006KT 3/4SM R15/6000VP6000FT -SN VV015 M16/M19 A3039 RMK AO2 P0000 T11611194
METAR KBGR 252353Z 05006KT 1 1/4SM -SN OVC016 M16/M19 A3040 RMK AO2 SLP302 4/004 P0001 60001 T11611194 11144 21161 58025
SPECI KBGR 252308Z 08004KT 1 1/2SM -SN OVC020 M16/M21 A3043 RMK AO2 P0000 T11561211
METAR KBGR 252253Z 07005KT 3SM -SN OVC028 M16/M22 A3043 RMK AO2 SNB26 SLP311 P0000 T11561222
SPECI KBGR 252226Z 07006KT 10SM -SN OVC040 M15/M25 A3043 RMK AO2 SNB26 P0000 T11501250
METAR KBGR 252153Z 06005KT 10SM OVC050 M15/M26 A3045 RMK AO2 SLP319 PRESENT WX VCSH T11501256
 
It flew into Bangor earlier in the day from Houston Hobby. Austin, TX prior to that.
 
Yikes




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FlyingAccountant said:
Owned by an ambulance chasing law firm. Ironic.
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Not sure if I would call one of the largest and most successful personal injury attorneys in the US a ambulance chaser but when I flew for a law law firm in a large cabin jet you better believe I was thinking about how screwed I would be if *anything* happened.
 
Wardogg said:
Our shop pays for a holdover time app it’s updated every year. In 5 years I’ve never had to use it.
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We do the same. I have to use it a few times a year. Nice to have something so I don’t screw up the basic mental math and I have all the HOT tables easily accessible.
 
This type of weather has so many threats. I hate de-icing. You're relying on a couple of guys in a truck to tell you that everything is good to go. Every year there's stories of deadheading crews, pax, or FAs in the back calling up and saying there's still contamination on the wings. Some as egregious as the Frontier green slushie incident in BNA. Then you look at the holdover time and the LWE sensor reading on your app, the METAR, and your eyes see 3 different things that generate 3 different holdover times, with guidance from the company that just says "well, it's tricky out there, use your best judgement".

That said when all the airliners are going back, maybe it's time to ask yourself if what you're doing is a good idea.

And it doesn't stop with takeoff either. Yesterday in DTW we were the second aircraft to land after they'd plowed the runway. The county hadn't put out RCCs yet and I had numbers for 3 since that's what they were reporting before plowing. The 737 before us says "braking action is good". We land, all is good. Slowing through 50kts approaching the 1st high speed I got a bad feeling about it and clicked off the autobrakes to go to the next one. As we're taxiing in the plane behind us reports medium to poor braking action on that first high speed.

Actually, more than de-icing, I just hate winter.
 
Wardogg said:
Our shop pays for a holdover time app it’s updated every year. In 5 years I’ve never had to use it.
Click to expand...
Same. I’ve had to use it…3 times?

Also, FBO deicing is the Wild West. I gave the head line guy at IND our fluid application diagrams and he proceeded to tell me I was the first pilot in a dozen years to give one to him. And then he proceeded to talk about how he had no idea how to do a Falcon properly since you’re supposed to go wing root to wingtip but also go low to high.

The pilot I was with who’d flown Falcons was twitching just a bit (and pointed out to me that the fluid application diagram for a Falcon answers that question).
 
I've de-iced more than year than I have in the last five, it's almost comical.

The relief FO told the captain trainee that the aircraft was clear. Since he was a first-time captain, we had talked about the 'trust but verify' aspects of his job and while demonstrating the safety equipment in the cabin, I showed him where to look from the cabin and "I'll be damned, the aircraft is clean!"
 
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