Narrative:

Called dispatch to report I am a high minimums captain. Release weather was legal and acceptable for a high minimums. Captain; and all preflight reviews were completed. Questions about the safety of boarding due to what was determined to be residual deice fluid from the previous flight on the aft stairs was addressed by flight attendant's and station operations. Preflight operations were complete. Additional concerns over the deice fluid were expressed by the lead flight attendant and operations again address the situation. A delay was incurred.during the review of the flight release; I made a plan to call company dispatch inflight near the midway point to ensure the weather was holding up; due to a recent experience I had in which weather had changed from forecast.first officer initiated the call to company on my directive; relayed to me that weather at destination had gone below high minimum captain landing criteria and that our scheduled alternate had dropped below legal release criteria for an alternate. Dispatch was working on a new alternate; but had concerns about the fuel on board if we continued to destination. After further deliberation; I transferred flight controls to first officer and I assumed communications with dispatch. I was directed to use a diversion airport and was informed by company that was the safest and best course of action. I agreed and the decision was made to divert for fuel.we safely landed at diversion airport and began gathering information about fueling and deice services. I called company shortly after (within about 10 minutes) and relayed all available information complete with names and phone numbers as well as the contact information of the airport operations contact.constant calls to dispatch requesting updates on facilities; relaying concerns of time and passenger status and included a conversation with dispatch about approved fueling. Gave updates to flight attendant's and announcements to passengers on a regular basis and when new information was present. Shut down engines shortly after and continued operations on the APU. Airport operations came on frequency and directed us to the ramp for servicing. I confirmed they were in contact with company air operations. Notified flight attendants and passengers to secure the cabin and move to ramp. Shortly after block in on ramp flight attendants notified us of the first of four med link events. Over radio frequency I spoke with airport operations who informed me that fueling was arranged and the fueler was in position and waiting on the aircraft. I proceeded outside the aircraft through aft stairs to observe the fueling and do the exterior post flight walk around (fueler dropped aft stars.)upon arrival outside fueler already had a fuel load. We had received no paperwork. After fueling; I reentered the aircraft to get aft stair operations briefing card and found a nurse/passenger attending to another ill passenger and four medical events happening at once. First officer was on the phone working medlink. I proceeded back out of aircraft with briefing card to insure the fueler was briefed on closing the aft air stairs.reentered aircraft and left message on duty pilots phone; called dispatch on status of passengers and requested updated on information and plan. Dispatch called to notifying us on intentions to go to a gate; but they were still trying to find one. I called dispatch several times requesting gate information. I spoke with airport operations who confirmed that they had just been in contact with company and was first informed of a firm plan to acquire a gate for passenger de-boarding.I was informed that all medlink events had been handled to a resolution and no further action required. Dispatch called and said arrangements made for a gate and to proceed there and look for ground personnel. I immediately made flight attendant notifications; and passenger announcements to prepare the cabin for taxi. Engines start and taxi to gate and ground control confirmed gate. Block in 3 hours afterlanding.after block in; ground personnel explained that the jet way was broke (and in disrepair) and the ramp/stairs were unusable as it could not be adjusted. I then transferred the aft stair operation briefing card to ground personnel and they proceeded to open the aft stairs. Additionally; I called the lead flight attendant to the flight deck and informed her that we would have to deplane out the aft stairs. She left the flight deck and then returned shortly after to announce that the flight attendant's were refusing to deplane out the aft stairs due to the deice issue from prior flight. I asked ground crew out my window if they had any options and they said flight attendant's would not deplane out the aft stairs so they were trying to acquire a stair truck. This request had been done without my knowledge. Another call was made to dispatch informing them of the situation.ground personnel informed me that the truck 'was dead.' I called the lead flight attendant and told her the truck was dead and it could be a lengthy delay of upwards of another hour so we will deplane out the aft stairs. She said they had made their decision and were refusing to deplane because of their safety concerns. I called dispatch; requesting supervisor assistance as I wanted another opinion because no other options seem present. Received call from dispatch with directive to 'override' the flight attendant decision and deplane the aircraft out the aft stairs. I briefed the lead flight attendant and then complied with the dispatch directive.after passengers deplaned; the lead flight attendant came up and informed me of two open deferrals: 1) portable oxygen bottle (pob) mask seal broken; and 2) emergency medical kit (emk) seal broken. Dispatched/maintenance called and placed on deferral.call from dispatch with plans to board passengers and continue with the flight with all new release; weather and paperwork. Push out of gate and to deice pad. Deice was only for the purpose of removing any ice we had acquired during arrival. Type I fluid was used only; and no hold over time was required or applicable.arrived at original destination [over] 9 hours after first takeoff.the first and primary reason for my actions and decisions were for the safety of passengers; crew and aircraft. I gave every effort to acquire and relay information to the company; my crew and local operations for the purpose of operating in the safest manner possible; expedite operations and mitigating delays. The remarks section of the release gave no additional guidance; and deice was type I only and no deice information was received until arrival at the gate. The decision to land at divert airport was driven by the support and direction of dispatch and was presented 'in real time' as the safest course of action. This was the first flight I had experienced with three out of the four flight attendant's. I was reluctant to override the opinions of my cabin crew out of an abundance of caution. I trust that my cabin crew's intensions were for the safest and best outcome of this flight as well as the overall interest for the safety of all involved. I wish to commend the extensive; excellent and un-wavering support I received from first officer. I tasked him with multiple medlink issues as well continuing issues that arose during this operation. He did a fantastic job.in review of this event; I believe if I applied more emphasis on receiving an alternate that was not so close to destination; I would have been assured more fuel and weather that did not trend the same as the destination airport. This would have assured more options to (at least) divert to company stations; or more directly; allow a continuation of the flight to the destination with the possibility of the weather improving back to the original forecast conditions.

Related reports:

Google
 

Original NASA ASRS Text

Title: MD-83 high minimums Captain diverted due to weather at destination and alternate going below legal minimums. Problems with airport equipment and obtaining a gate turned into a lengthy delay. Flight arrived at destination airport 9 hours after departure.

Narrative: Called Dispatch to report I am a high minimums Captain. Release weather was legal and acceptable for a high minimums. Captain; and all preflight reviews were completed. Questions about the safety of boarding due to what was determined to be residual deice fluid from the previous flight on the aft stairs was addressed by FA's and station operations. Preflight operations were complete. Additional concerns over the deice fluid were expressed by the Lead FA and operations again address the situation. A delay was incurred.During the review of the flight release; I made a plan to call company Dispatch inflight near the midway point to ensure the weather was holding up; due to a recent experience I had in which weather had changed from forecast.FO initiated the call to company on my directive; relayed to me that weather at destination had gone below high minimum Captain landing criteria and that our scheduled alternate had dropped below legal release criteria for an alternate. Dispatch was working on a new alternate; but had concerns about the fuel on board if we continued to destination. After further deliberation; I transferred flight controls to FO and I assumed communications with Dispatch. I was directed to use a diversion airport and was informed by company that was the safest and best course of action. I agreed and the decision was made to divert for fuel.We safely landed at diversion airport and began gathering information about fueling and deice services. I called company shortly after (within about 10 minutes) and relayed all available information complete with names and phone numbers as well as the contact information of the airport operations contact.Constant calls to Dispatch requesting updates on facilities; relaying concerns of time and passenger status and included a conversation with Dispatch about approved fueling. Gave updates to FA's and announcements to passengers on a regular basis and when new information was present. Shut down engines shortly after and continued operations on the APU. Airport operations came on frequency and directed us to the ramp for servicing. I confirmed they were in contact with company air operations. Notified flight attendants and passengers to secure the cabin and move to ramp. Shortly after block in on ramp flight attendants notified us of the first of four med link events. Over radio frequency I spoke with airport operations who informed me that fueling was arranged and the fueler was in position and waiting on the aircraft. I proceeded outside the aircraft through aft stairs to observe the fueling and do the exterior post flight walk around (fueler dropped aft stars.)Upon arrival outside fueler already had a fuel load. We had received no paperwork. After fueling; I reentered the aircraft to get aft stair operations briefing card and found a nurse/passenger attending to another ill passenger and four medical events happening at once. First Officer was on the phone working Medlink. I proceeded back out of aircraft with briefing card to insure the fueler was briefed on closing the aft air stairs.Reentered aircraft and left message on Duty pilots phone; called dispatch on status of passengers and requested updated on information and plan. Dispatch called to notifying us on intentions to go to a gate; but they were still trying to find one. I called Dispatch several times requesting gate information. I spoke with airport operations who confirmed that they had just been in contact with company and was first informed of a firm plan to acquire a gate for passenger de-boarding.I was informed that all Medlink events had been handled to a resolution and no further action required. Dispatch called and said arrangements made for a gate and to proceed there and look for ground personnel. I immediately made FA notifications; and passenger announcements to prepare the cabin for taxi. Engines start and taxi to gate and ground control confirmed gate. Block in 3 hours afterlanding.After block in; ground personnel explained that the jet way was broke (and in disrepair) and the ramp/stairs were unusable as it could not be adjusted. I then transferred the aft stair operation briefing card to ground personnel and they proceeded to open the aft stairs. Additionally; I called the lead FA to the flight deck and informed her that we would have to deplane out the aft stairs. She left the flight deck and then returned shortly after to announce that the FA's were refusing to deplane out the aft stairs due to the deice issue from prior flight. I asked ground crew out my window if they had any options and they said FA's would not deplane out the aft stairs so they were trying to acquire a stair truck. This request had been done without my knowledge. Another call was made to Dispatch informing them of the situation.Ground personnel informed me that the truck 'was dead.' I called the lead FA and told her the truck was dead and it could be a lengthy delay of upwards of another hour so we will deplane out the aft stairs. She said they had made their decision and were refusing to deplane because of their safety concerns. I called Dispatch; requesting supervisor assistance as I wanted another opinion because no other options seem present. Received call from Dispatch with directive to 'override' the FA decision and deplane the aircraft out the aft stairs. I briefed the lead FA and then complied with the Dispatch directive.After passengers deplaned; the lead FA came up and informed me of two open deferrals: 1) Portable Oxygen Bottle (POB) mask seal broken; and 2) Emergency Medical Kit (EMK) seal broken. Dispatched/Maintenance called and placed on deferral.Call from Dispatch with plans to board passengers and continue with the flight with all new release; weather and paperwork. Push out of gate and to deice pad. Deice was only for the purpose of removing any ice we had acquired during arrival. Type I fluid was used only; and no hold over time was required or applicable.Arrived at original destination [over] 9 hours after first takeoff.The first and primary reason for my actions and decisions were for the safety of passengers; crew and aircraft. I gave every effort to acquire and relay information to the company; my crew and local operations for the purpose of operating in the safest manner possible; expedite operations and mitigating delays. The remarks section of the release gave no additional guidance; and deice was Type I only and no deice information was received until arrival at the gate. The decision to land at divert airport was driven by the support and direction of Dispatch and was presented 'in real time' as the safest course of action. This was the first flight I had experienced with three out of the four FA's. I was reluctant to override the opinions of my cabin crew out of an abundance of caution. I trust that my cabin crew's intensions were for the safest and best outcome of this flight as well as the overall interest for the safety of all involved. I wish to commend the extensive; excellent and un-wavering support I received from First Officer. I tasked him with multiple Medlink issues as well continuing issues that arose during this operation. He did a fantastic job.In review of this event; I believe if I applied more emphasis on receiving an alternate that was not so close to destination; I would have been assured more fuel and weather that did not trend the same as the destination airport. This would have assured more options to (at least) divert to company stations; or more directly; allow a continuation of the flight to the destination with the possibility of the weather improving back to the original forecast conditions.

Data retrieved from NASA's ASRS site 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.