BNA deice

BobDDuck said:
Apparently a very alert Zoo FA caught this just prior to takeoff, after the contract deice company had reported the plane free of contaminants and they taxied out.

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At least he didn't deice with the flaps down...

Green is Clean, er... right?? ;)

(also, best part of that pic is the apparent big truck tread of the plane's main gear tires, lol.)

Boris Badenov said:
Da! This was our thinking, such as it was. And look, here I am, still alive. Unlike a few of my passengers. But in Soviet math, I think that equals winning.
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Such truths are rarely spoken. :p
 
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Boris Badenov said:
Whatever, kid. Back when I was on the PC-12 we used to deice with a garden-sprayer, and when we got to the tail, it was like "welp, we got the bottom, should be fine!"

Also did the Kessel run in 12 parsecs.
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I think you need some remedial “ Larry Enticer “ study.
 
Richman said:
You’d think, but I betcha dinner at Sizzler they won’t.
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I'm not sure if I should take that bet. People have been fired from Frontier for far less, but being that it's a third party vendor, who knows.

Dinner sounds good though, I'm hungry.
 
Boris Badenov said:
Only a senior Legacy pilot would bet dinner at Sizzler. If you double down, you might win a lifetime subscription to USA Today!
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I'm a junior ULCC pilot and I'd take anything free from a Delter pilot that I could get.

Edited to include: I offered @Derg money for whatever I drank at NJC 2019 and he wouldn't take my money.
 
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deadstick said:
All they would have had to do is park behind another plane for a few minutes, and they’d stay clean.
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1556EAC2-989A-4D98-B9D6-65E736007AF0.png
 
deadstick said:
All they would have had to do is park behind another plane for a few minutes, and they’d stay clean.
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I was on a shuttle America E170 jumpseat in LIT. Deice truck was broken, so there was no way to melt the morning frost from the wings. Pinnacle plane next door called our plane on ops and recommended we do that. Our captain assumed he was joking. Few minutes later, “so, guys. What do you think?”
 
+10 kmph and send it works!



Roger Roger said:
Horizontal stabilizer is inverted wing, critical surface of main wing is top, critical surface of tail should be bottom, da, komrad?
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The E145XR and Legacy have clear ice detectors on the bottom side of the wing. Dunno what happens if you blast off when they're illuminated.

Space Monkey said:
At least he didn't deice with the flaps down...
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This is the first thing you've said that is not only coherent but I agree with. Keep the bleeds off and flappers up when you deice!
 
Screaming_Emu said:
I was on a shuttle America E170 jumpseat in LIT. Deice truck was broken, so there was no way to melt the morning frost from the wings. Pinnacle plane next door called our plane on ops and recommended we do that. Our captain assumed he was joking. Few minutes later, “so, guys. What do you think?”
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Well, I guess since frost doesn't get on the underside of the horizontal stab you’d be ok. Right, @Boris Badenov @Roger Roger ?

BUT there’s still the Arkansas River on the north end and a creek with a bridge to the south. Isn’t the definition of insanity doing the same thing over and expecting a different eesult?
 
I read that F9 dropped the vendor...also read that people at other carriers had recently reported terrible de-icing jobs in BNA. I wonder if it's one crappy agent or just piss poor training. F9 has a tendency to use the lowest of the low when it comes to vendors, at SFO they took the contracts from Swissport and gave them to Trego Dugan who didn't even have SFO employees at the time to cut costs. I have many stories about how that went. Many stories. I can only imagine if they had to de-ice.

deadstick said:
All they would have had to do is park behind another plane for a few minutes, and they’d stay clean.
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As long as it isn't a New York Air DC-9, should be fine.
 
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I know that it's a bit impractical at most 121 carriers, but the majority of the 135 operaters and management companies I worked for required a post deice contamination check. At one operator, it specifically meant that I literally had to get out and walk around the plane to confirm it was free of snow and ice post deice.

At the current shop, I usually walk back in the cabin and give the wings a looksy.

A lot of winterops manuals that I've gone through have it written as such that anyone given permission to deice the plane has to have specific training from the operator. The two ways that I've worked with this procedure is to either give the deice crew a copy of the manufacturers recommended deice procedure or instruct and supervise the deicing.

I recall @Stone Cold mentioning an incident where the entire cabin filled with a haze from deice fluid being sprayed into the apu inlet and getting into the environmental system. I want no part of that!
 
KLB said:
I know that it's a bit impractical at most 121 carriers, but the majority of the 135 operaters and management companies I worked for required a post deice contamination check. At one operator, it specifically meant that I literally had to get out and walk around the plane to confirm it was free of snow and ice post deice.

At the current shop, I usually walk back in the cabin and give the wings a looksy.

A lot of winterops manuals that I've gone through have it written as such that anyone given permission to deice the plane has to have specific training from the operator. The two ways that I've worked with this procedure is to either give the deice crew a copy of the manufacturers recommended deice procedure or instruct and supervise the deicing.

I recall @Stone Cold mentioning an incident where the entire cabin filled with a haze from deice fluid being sprayed into the apu inlet and getting into the environmental system. I want no part of that!
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It’s a difference in “pretakeoff check” and “pretakeoff contamination check. 121 has am approved, audited, ground deicing program that allows the use of the HOT tables. 135 does not and the HOTs are advisory only. They have to check. The best explanation I read is that in 121, the pilots have to trust the dispatcher, TSA agents, gate agents, bag loaders, flight attendants, etc, as part of the approved process. In 135, all that is on the pilots.
 
KLB said:
I know that it's a bit impractical at most 121 carriers, but the majority of the 135 operaters and management companies I worked for required a post deice contamination check. At one operator, it specifically meant that I literally had to get out and walk around the plane to confirm it was free of snow and ice post deice.

At the current shop, I usually walk back in the cabin and give the wings a looksy.
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The Mormons required it under certain circumstances. IDS once called my airplane "clean and clear" after it had sat overnight (and the previous crew retracted the slats after a fluid failure so there was a bunch of, shall we say, yuck in the slot - not their fault - they followed procedures etc.). I saw what looked like failed fluid and sludge out of the window in the slot, requested they take another look, and many more gallons of Type I were expended on both wings. We then did a look from in the cabin, since arguably, they'd missed it the first time. But that was exceptionally rare, there, in MSP—that vendor really does know how to de-ice an airplane. I'd imagine down Nashville way (1) they hardly ever have to do it and (2) it's Tennessee, what do you expect.

KLB said:
I recall @Stone Cold mentioning an incident where the entire cabin filled with a haze from deice fluid being sprayed into the apu inlet and getting into the environmental system. I want no part of that!
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Mmmmm breathe deep, I love the smell of glycol in the morning!
 
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