# Incident 19991102038569I: Doug DC932, Milwaukee, WI, November 2, 1999

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: November 2, 1999, 20:35 local time
- Place: Milwaukee, WI
- Airport: General Mitchell Field
- Phase of flight: Climb
- Operating rules: Air carrier (Part 121)
- Operator: MWEA
- Location: 42.9469° N, 87.8971° W: Placed by OpenAirDocs at GENERAL MITCHELL INTL (MKE), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=42.9469&lon=-87.8971&mi=10
- Aircraft: N215ME, a cancelled registration (https://openairdocs.org/deregistered/N215ME-2004-01-09) (OpenAirDocs)
- Registry model: Mcdonnell Douglas DC-9-32 (registry code 302206C, https://openairdocs.org/model/mcdonnell-douglas-dc-9-32) (OpenAirDocs)
- Registry engine: Pratt & Whitney JT8D-9 series (registry code 52048, https://openairdocs.org/engine/pratt-whitney-jt8d-9-series) (OpenAirDocs)
- Reported make and model: DOUG DC932
- Reported engine: PWA JT8D9A
- Pilot flight hours: 7,500 total, 2,500 in this make and model, 233 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19991102038569I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

THE AIRCRAFT OVER NIGHTED IN CYYZ WHERE A HARD RAIN DRIVEN BY GUSTY WINDS HITTING THE AIRCRAFT FROM THE REAR FOR QUITE A PERIOD OF TIME. UPON DEPARTURE FROM CYYZ AND WHILE CLIMBING TO ALTITUDE THE AIRCRAFT ELEVATOR FROZE AND WAS UNCONTROABLE.  AN EMERGENCY WAS DECLARED INTO MKE AND AS THE AIRCRAFT CAME DOWN INTO WARMER AIR THE ELEVATOR CONTROL WAS REGAINED BY THE FLIGHT CREW.  AN INSPECTION OF THE AIRCRAFT BY MWEA AT MKE DID NOT FIND ANY DEFINITIVE CAUSE FOR THIS PROBLEM.  THIS IS THE 4TH TIME MWEA HAS HAD THIS CONDITION HAPPEN TO ONE OF THIER AIRCRAFT.  THEY ALL EXPERIENCED THE SAME PREFLIGHT CONDITIONS;IE, DRIVING WIND 30MPH AND HARD RAIN.  HORIZONTAL STABILIZER RUB SEALS WERE REPLACED AS PRECAUTIONARY BUT THERE WAS NO EVIDENCE SHOWING THAT THIS WOULD CORRECT THE PROBLEM.  IN THE INVESTIGATION, TYPE 4 ANTI-ICE FLUID WAS NOTED AS A PROBLEM SINCE IT WILL GET INTO PULLEY AREAS AND BECAME DRY THEN AS WATER HITS IS PLACED ON TOP OF THE DRIED TYPE 4 IT BECAME PARTICALLEY REACTIVE BUT THEN FREEZES AT ALTITUDE.  MWEA IS PUTTING IN PLACE DURING THEIR "A" CHECK INSPECTIONS A HOT TYPE 1 DEICING FLUID WASH TO CLEAN OUT ANY REMAINING DRIED TYPE 4 FLUID.  THIS TYPE 4 FLUID HAS BEEN IDENTIFIED AS PART OF THE PROBLEM. ^PRIVACY DATA OMITTED^ THIS RECOMMENDATION WAS PART OF A BOEING AIRCRAFT COMPANY RECOMMENDATION WHICH WAS PART OF THE FINDINGS.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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