Narrative:

We had pushed back from the gate and deiced. The ground deicing crew were told not to spray the windows (heated), but the windows were sprayed with deice fluid, which resulted in restr, but adequate, visibility to taxi and take off. We taxied to runway 5R and were cleared for takeoff upon reaching the end of the runway. It was captain's leg, as we started the takeoff roll, I checked the takeoff power and engine instruments. Going through 100 KTS I saw the beacons of an airplane, but due to falling snow and deice fluid on the windshield, I was not able to determine if the aircraft was on the parallel taxiway or holding short of the active runway (on the right side of the runway). My attention was back inside the cockpit to call V1 and rotate. Upon rotation, I saw the commuter aircraft on the right side of the runway, he had already started a 180 degree turn on the runway to clear the active runway. By the time I saw him upon rotation, there was not enough time to do anything. In my approximation, we cleared the commuter aircraft by 100 ft vertically. I would like to make 2 recommendations: 1) all intxns to the active runway be marked by flashing amber lights, the type that are in use at some major airports, ie, atl. 2) airlines establish procedures and train the ground crews not to spray the heated windshields with deice fluid. Supplemental information from acn 359028: this occurred at night with 2 mi visibility and blowing snow. The runway signs were completely obscured with snow adhering to them. I stopped clear of the active runway 5R when I realized we were heading towards the taxiway turnoff lights for runway 5R. At this time we were at a full stop and tower asked if we could make a 180 degree turn due to inbound traffic. The turn was accomplished. The tower perceived my aircraft as being closer to runway 5R than we actually were, while a DC9 was rolling for takeoff on runway 5R.

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Original NASA ASRS Text

Title: DC9 AND COMMUTER LTT HAVE BEEN DEICED AND PLANNING TO DEPART RWY 5R. DEICE FLUID WAS SPRAYED ON WINDSHIELD OF BOTH ACFT, RESTRICTING VISIBILITY IN SNOW CONDITIONS. DC9 WAS CLRED FOR TKOF AND THE COMMUTER WAS ASKED TO MAKE A 180 DEG TURN ON TXWY A TO INSURE CLR RWY 5R. MAKING THE TURN WAS VERY NEAR THE PATH OF THE DEPARTING DC9, RESULTING IN NMAC.

Narrative: WE HAD PUSHED BACK FROM THE GATE AND DEICED. THE GND DEICING CREW WERE TOLD NOT TO SPRAY THE WINDOWS (HEATED), BUT THE WINDOWS WERE SPRAYED WITH DEICE FLUID, WHICH RESULTED IN RESTR, BUT ADEQUATE, VISIBILITY TO TAXI AND TAKE OFF. WE TAXIED TO RWY 5R AND WERE CLRED FOR TKOF UPON REACHING THE END OF THE RWY. IT WAS CAPT'S LEG, AS WE STARTED THE TKOF ROLL, I CHKED THE TKOF PWR AND ENG INSTS. GOING THROUGH 100 KTS I SAW THE BEACONS OF AN AIRPLANE, BUT DUE TO FALLING SNOW AND DEICE FLUID ON THE WINDSHIELD, I WAS NOT ABLE TO DETERMINE IF THE ACFT WAS ON THE PARALLEL TXWY OR HOLDING SHORT OF THE ACTIVE RWY (ON THE R SIDE OF THE RWY). MY ATTN WAS BACK INSIDE THE COCKPIT TO CALL V1 AND ROTATE. UPON ROTATION, I SAW THE COMMUTER ACFT ON THE R SIDE OF THE RWY, HE HAD ALREADY STARTED A 180 DEG TURN ON THE RWY TO CLR THE ACTIVE RWY. BY THE TIME I SAW HIM UPON ROTATION, THERE WAS NOT ENOUGH TIME TO DO ANYTHING. IN MY APPROXIMATION, WE CLRED THE COMMUTER ACFT BY 100 FT VERTLY. I WOULD LIKE TO MAKE 2 RECOMMENDATIONS: 1) ALL INTXNS TO THE ACTIVE RWY BE MARKED BY FLASHING AMBER LIGHTS, THE TYPE THAT ARE IN USE AT SOME MAJOR ARPTS, IE, ATL. 2) AIRLINES ESTABLISH PROCS AND TRAIN THE GND CREWS NOT TO SPRAY THE HEATED WINDSHIELDS WITH DEICE FLUID. SUPPLEMENTAL INFO FROM ACN 359028: THIS OCCURRED AT NIGHT WITH 2 MI VISIBILITY AND BLOWING SNOW. THE RWY SIGNS WERE COMPLETELY OBSCURED WITH SNOW ADHERING TO THEM. I STOPPED CLR OF THE ACTIVE RWY 5R WHEN I REALIZED WE WERE HDG TOWARDS THE TXWY TURNOFF LIGHTS FOR RWY 5R. AT THIS TIME WE WERE AT A FULL STOP AND TWR ASKED IF WE COULD MAKE A 180 DEG TURN DUE TO INBOUND TFC. THE TURN WAS ACCOMPLISHED. THE TWR PERCEIVED MY ACFT AS BEING CLOSER TO RWY 5R THAN WE ACTUALLY WERE, WHILE A DC9 WAS ROLLING FOR TKOF ON RWY 5R.

Data retrieved from NASA's ASRS site as of July 2007 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.