Narrative:

#1 manifold failed requiring avoidance/departure of any icing conditions. Left wing anti-ice system was inoperative. I flew, captain and so handled emergency. So asked if WX in msp would be an issue. Captain replied that it was not. In fact msp had multiple cloud layers and at 5000 ft the tat was 0 degrees C. We were being vectored and I saw ice buildup on windshield and wiper. I asked captain to get priority handling. He said not required. I explained that I may be the 'biggest pansy' but I was not comfortable in icing without airfoil ice. He asked approach how long final would be they said 18 mi or so. He then asked for priority. We were vectored 6 mi behind a B747. Braking action was poor on runway 12R. We elected to slow down knowing that the B747 would roll to the end. With flaps 50 degrees (versus normal 35 degrees) there is some rumble, however this night it was substantial, ie, boundary buffet. I picked up the speed brakes and the buffet went away. We came over the fence and the slightest removal of power caused significant sink to a firm landing and normal rollout. I failed to insist on calling dispatch for a suitable alternate destination. We had a lot of fuel and were in the clear when the emergency occurred. I feel the captain failed in following SOP as well as good CRM. I proposed to pilot group safety that a military style 'approach' magazine forum be set up to help others learn by others mistakes. We found a number of line capts, to fail CRM or SOP challenges at air carrier. Speaking with other first officer's the opinion is shared.

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Original NASA ASRS Text

Title: DC10 FLC WITH CRM ISSUES REQUEST PRIORITY HANDLING INTO MSP.

Narrative: #1 MANIFOLD FAILED REQUIRING AVOIDANCE/DEP OF ANY ICING CONDITIONS. L WING ANTI-ICE SYS WAS INOP. I FLEW, CAPT AND SO HANDLED EMER. SO ASKED IF WX IN MSP WOULD BE AN ISSUE. CAPT REPLIED THAT IT WAS NOT. IN FACT MSP HAD MULTIPLE CLOUD LAYERS AND AT 5000 FT THE TAT WAS 0 DEGS C. WE WERE BEING VECTORED AND I SAW ICE BUILDUP ON WINDSHIELD AND WIPER. I ASKED CAPT TO GET PRIORITY HANDLING. HE SAID NOT REQUIRED. I EXPLAINED THAT I MAY BE THE 'BIGGEST PANSY' BUT I WAS NOT COMFORTABLE IN ICING WITHOUT AIRFOIL ICE. HE ASKED APCH HOW LONG FINAL WOULD BE THEY SAID 18 MI OR SO. HE THEN ASKED FOR PRIORITY. WE WERE VECTORED 6 MI BEHIND A B747. BRAKING ACTION WAS POOR ON RWY 12R. WE ELECTED TO SLOW DOWN KNOWING THAT THE B747 WOULD ROLL TO THE END. WITH FLAPS 50 DEGS (VERSUS NORMAL 35 DEGS) THERE IS SOME RUMBLE, HOWEVER THIS NIGHT IT WAS SUBSTANTIAL, IE, BOUNDARY BUFFET. I PICKED UP THE SPD BRAKES AND THE BUFFET WENT AWAY. WE CAME OVER THE FENCE AND THE SLIGHTEST REMOVAL OF PWR CAUSED SIGNIFICANT SINK TO A FIRM LNDG AND NORMAL ROLLOUT. I FAILED TO INSIST ON CALLING DISPATCH FOR A SUITABLE ALTERNATE DEST. WE HAD A LOT OF FUEL AND WERE IN THE CLR WHEN THE EMER OCCURRED. I FEEL THE CAPT FAILED IN FOLLOWING SOP AS WELL AS GOOD CRM. I PROPOSED TO PLT GROUP SAFETY THAT A MIL STYLE 'APCH' MAGAZINE FORUM BE SET UP TO HELP OTHERS LEARN BY OTHERS MISTAKES. WE FOUND A NUMBER OF LINE CAPTS, TO FAIL CRM OR SOP CHALLENGES AT ACR. SPEAKING WITH OTHER FO'S THE OPINION IS SHARED.

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.