Narrative:

Surface winds at ord were gusty. Departure and turbulence was suspected, but during our climb between 5000 ft and 10000 ft MSL we encountered two areas of severe turbulence. In the second instance we had engine caution warning lights come on due to the jolt, and attitude heading indicator failure on the first officer's side and a passenger seat came off the attachment tracks in the cabin. We continued the climb as there were reports of smooth air above 10000 ft. Upon reaching smooth air our flight attendant said there was only one slight injury in back, but the person was not requesting medical attention. We performed a checklist procedure to regain control of the first officer's attitude/heading indicator and moved passenger out of the broken seat. We then checked in with our dispatch office and proceeded to our destination of tvc. During the climb out of ord, between 12500 ft and 13500 ft we encountered severe clear icing, with side window icing, meaning we had to use our emergency severe icing checklist. 100 mi away, during our descent into tvc, we again encountered severe clear icing around 11000 ft. So much for the aviation industry 'experts' who say severe clear ice (ie, freezing rain) is a rare occurrence. The next morning, our maintenance people had done an inspection of our aircraft and found that the seat that came off the track had been improperly installed. We were just lucky the people in that seat were not injured.

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Original NASA ASRS Text

Title: AN ACR ATR42 FLC ENCOUNTERS SEVERE TURB AND SEVERE CLR ICING DURING THEIR FLT. THE TURB CAUSED AN IMPROPERLY INSTALLED SEAT ROW TO SEPARATE FROM THE TRACK INJURING ONE OF THE PAX.

Narrative: SURFACE WINDS AT ORD WERE GUSTY. DEP AND TURB WAS SUSPECTED, BUT DURING OUR CLB BTWN 5000 FT AND 10000 FT MSL WE ENCOUNTERED TWO AREAS OF SEVERE TURB. IN THE SECOND INSTANCE WE HAD ENG CAUTION WARNING LIGHTS COME ON DUE TO THE JOLT, AND ATTITUDE HEADING INDICATOR FAILURE ON THE FO'S SIDE AND A PAX SEAT CAME OFF THE ATTACHMENT TRACKS IN THE CABIN. WE CONTINUED THE CLB AS THERE WERE RPTS OF SMOOTH AIR ABOVE 10000 FT. UPON REACHING SMOOTH AIR OUR FLT ATTENDANT SAID THERE WAS ONLY ONE SLIGHT INJURY IN BACK, BUT THE PERSON WAS NOT REQUESTING MEDICAL ATTN. WE PERFORMED A CHKLIST PROC TO REGAIN CTL OF THE FO'S ATTITUDE/HEADING INDICATOR AND MOVED PAX OUT OF THE BROKEN SEAT. WE THEN CHKED IN WITH OUR DISPATCH OFFICE AND PROCEEDED TO OUR DEST OF TVC. DURING THE CLB OUT OF ORD, BTWN 12500 FT AND 13500 FT WE ENCOUNTERED SEVERE CLR ICING, WITH SIDE WINDOW ICING, MEANING WE HAD TO USE OUR EMER SEVERE ICING CHKLIST. 100 MI AWAY, DURING OUR DSCNT INTO TVC, WE AGAIN ENCOUNTERED SEVERE CLR ICING AROUND 11000 FT. SO MUCH FOR THE AVIATION INDUSTRY 'EXPERTS' WHO SAY SEVERE CLR ICE (IE, FREEZING RAIN) IS A RARE OCCURRENCE. THE NEXT MORNING, OUR MAINT PEOPLE HAD DONE AN INSPECTION OF OUR ACFT AND FOUND THAT THE SEAT THAT CAME OFF THE TRACK HAD BEEN IMPROPERLY INSTALLED. WE WERE JUST LUCKY THE PEOPLE IN THAT SEAT WERE NOT INJURED.

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.