Narrative:

On ILS approach we were number two following a cessna. We were picking up ice and approach was having us slow to follow traffic. Weather was IMC with -sn. When we switched to tower on our first contact; we were told to go around runway heading; 3000' as the cessna on landing had crashed and was upside down on the runway. On our climb we received moderate icing. We diverted to our filed alternate while acarsing dispatch. En-route we were able to contact dispatch on com two. We were instructed to return to departure airport. A short time later dispatch told us another airport could handle the passengers. We diverted there at that point. We proceeded on the ILS in IMC with -sn. On landing we used partial reverse thrust. Pm called 80kts. PF stowed the reverser's. We had two caution messages; left and right reverser unsafe. With green rev icons in the N1 gauges; yellow emergency stow lights also on. We rolled to a taxiway and were told to contact ground. The thrust reversers never stowed and we rolled to a stop on the runway. One more attempt to stow the reversers normally was made. We called tower and informed them our aircraft was disabled on the runway; unable to move. Our thrust reversers were stuck open. An aircraft behind us on final and was told to go around. We opened the fom and followed the checklist for left/right reverser unsafe. The checklist states to push the emergency stow buttons. We agreed in training we were told possible damage might occur if we pushed the emergency stow buttons. We agreed that clearing the runway was more important; so we pushed one at a time. All attempts to stow the reversers failed. We then shutdown both engines and made attempts to contact operations. We were unable to contact operations on the published frequency. We told the tower we would need a tug. We found the phone number for operations and called them using our personal cell phones; told them what was going on and asked them to call us on the radio. We never heard from them on the radio. Tower informed us that a tug was on its way. We were pulled to the gate; which the fire command vehicle had to figure out since operations was unable to contact us. We offloaded passengers and they were bussed to destination. This flight had many things happen. One that was avoidable was our inability to contact operations via radio. In the hours we spent sitting at the airport operations told us they could not hear us on the radio. We asked what freq they were using and they stated one which is not the frequency listed in our airport directory. This seems to be a recurring theme. We need better information in the airport directory. At some point the information is getting lost. Most pilots have notes as to the correct frequency. This word of mouth information causes confusion.

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Original NASA ASRS Text

Title: A CRJ200 First Officer reported reversers fail to stow after landing; causing the aircraft to be disabled on the runway. Crew was unaware of the correct frequency to contact Operations for a tow to the gate.

Narrative: On ILS approach we were number two following a Cessna. We were picking up ice and approach was having us slow to follow traffic. Weather was IMC with -SN. When we switched to tower on our first contact; we were told to go around runway heading; 3000' as the Cessna on landing had crashed and was upside down on the runway. On our climb we received moderate icing. We diverted to our filed alternate while ACARSing dispatch. En-route we were able to contact dispatch on com two. We were instructed to return to departure airport. A short time later dispatch told us another airport could handle the passengers. We diverted there at that point. We proceeded on the ILS in IMC with -SN. On landing we used partial reverse thrust. PM called 80kts. PF stowed the reverser's. We had two caution messages; L and R reverser unsafe. With green REV icons in the N1 gauges; yellow Emergency Stow lights also on. We rolled to a taxiway and were told to contact ground. The thrust reversers never stowed and we rolled to a stop on the runway. One more attempt to stow the reversers normally was made. We called tower and informed them our aircraft was disabled on the runway; unable to move. Our thrust reversers were stuck open. An aircraft behind us on final and was told to go around. We opened the FOM and followed the checklist for L/R Reverser unsafe. The checklist states to push the Emergency Stow buttons. We agreed in training we were told possible damage might occur if we pushed the Emergency Stow buttons. We agreed that clearing the runway was more important; so we pushed one at a time. All attempts to stow the reversers failed. We then shutdown both engines and made attempts to contact Operations. We were unable to contact Operations on the published frequency. We told the tower we would need a tug. We found the phone number for Operations and called them using our personal cell phones; told them what was going on and asked them to call us on the radio. We never heard from them on the radio. Tower informed us that a tug was on its way. We were pulled to the gate; which the fire command vehicle had to figure out since Operations was unable to contact us. We offloaded passengers and they were bussed to destination. This flight had many things happen. One that was avoidable was our inability to contact Operations via radio. In the hours we spent sitting at the airport Operations told us they could not hear us on the radio. We asked what freq they were using and they stated one which is not the frequency listed in our Airport Directory. This seems to be a recurring theme. We need better information in the airport directory. At some point the information is getting lost. Most pilots have notes as to the correct frequency. This word of mouth information causes confusion.

Data retrieved from NASA's ASRS site as of April 2012 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.