Narrative:

During winter operations; I observed the following:1. No positive control of movement of flaps that are left down for ice inspection. While I was doing walk around inspection (flaps left down by inbound crew); maintenance (who had refilled system B hydraulics) directed my first officer (who just arrived at aircraft) to raise the flaps. First officer asked 'are the flaps clear (of ice)?' maintenance said 'flaps are clear (no movement hazard or hydraulics is serviced?)' 2. No way to tell outbound crew the results of the flap inspection the inbound crew requested (done by ramp).3. Maintenance can't always see flap damage until the flaps are de-iced (ice from landing rollout back spray from wheels).4. There is no provision for maintenance to inspect for damage at the de-ice pad. No de-icing at gate.5. Condition of runway was not as reported by tower using local personnel input. We encountered 2 strong jolts at 110 and 120 KTS. I thought the right gear; first officer thought nose gear. The next day we found 2 dents on left horizontal stab at mid-span leading edge directly behind left engine. Airport had just plowed the runway due to 'rough' report by departing pilot. I saw no plow debris as he plowed the first 2;000 ft; but could not see his plowing further down the runway. I strongly recommend some data on how thick the packed ice is; and a line/management pilot drive the runway and get out and examine the runway/ice closely. Had I been able to see the runway from the gate; I would have demanded to drive out for an inspection as I did years ago at dca.6. All stations should have bright lights/flashlights for post flight inspections on dark ramps; especially at international destinations in latin america. Crews can't carry big flashlights any more.

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Original NASA ASRS Text

Title: B737 Captain laments lack of procedures by maintenance to properly inspect an aircraft after it has landed on an icy runway and taxied to the gate with the flaps down. Damage to the horizontal stabilizer is discovered the next day.

Narrative: During winter operations; I observed the following:1. No positive control of movement of flaps that are left down for ice inspection. While I was doing walk around inspection (flaps left down by inbound crew); Maintenance (who had refilled system B hydraulics) directed my First Officer (who just arrived at aircraft) to raise the flaps. First Officer asked 'are the flaps clear (of ice)?' Maintenance said 'flaps are clear (no movement hazard or hydraulics is serviced?)' 2. No way to tell outbound crew the results of the flap inspection the inbound crew requested (done by ramp).3. Maintenance can't always see flap damage until the flaps are de-iced (ice from landing rollout back spray from wheels).4. There is no provision for maintenance to inspect for damage at the de-ice pad. No de-icing at gate.5. Condition of runway was not as reported by tower using local personnel input. We encountered 2 strong jolts at 110 and 120 KTS. I thought the right gear; First Officer thought nose gear. The next day we found 2 dents on left horizontal stab at mid-span leading edge directly behind left engine. Airport had just plowed the runway due to 'rough' report by departing pilot. I saw no plow debris as he plowed the first 2;000 FT; but could not see his plowing further down the runway. I strongly recommend some data on how thick the packed ice is; and a line/management pilot drive the runway and get out and examine the runway/ice closely. Had I been able to see the runway from the gate; I would have demanded to drive out for an inspection as I did years ago at DCA.6. All stations should have bright lights/flashlights for post flight inspections on dark ramps; especially at international destinations in Latin America. Crews can't carry big flashlights any more.

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.