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As winter storms strike, airlines scramble to de-ice planes and keep them flying
A Southwest Airlines Boeing 737 is de-iced before takeoff at Salt Lake City International Airport on Feb. 22, 2023. The wings, fuselage and tail must be de-iced before it can fly whenever there’s snow, ice or frost.
Rick Bowmer/AP
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Rick Bowmer/AP
WASHINGTON — When the temperature plunges, the de-icing crews go to work.
First the big truck pulls up alongside a plane. Then the bucket operator sprays the wings, tail and fuselage with a mixture of hot fluids that melts ice so the jet can take off safely.
“It’s just one of those frustrating times of year,” said Chris Manno, a retired airline pilot who spent 35 years at American Airlines. “Everything’s being done safely. There’s no good way to do it, other than slowly.”
This has been a challenging week for air travelers, as a major winter storm forced airlines to cancel thousands of flights and delay thousands more. Those problems were especially acute at airports around the nation’s capital, which saw more than half a foot of snow. A second storm is forecast to bring more precipitation to major airports in Dallas and Atlanta later this week.
The winter weather leaves airlines no choice but to de-ice planes before takeoff in order to keep them in the air, because even a small amount of ice on the wings can lead to serious problems.
“Not just heavy snow but actually very thin layers of frost can also have a very negative effect on lift,” said Kathleen Bangs, a former commercial airline pilot who is now a spokesperson for FlightAware, the flight-tracking website.
A Frontier Airlines plane approaches a de-icing station before takeoff in Denver in this file photo. Two powerful winter storms are disrupting the U.S. air travel system this week.
Brennan Linsley/AP
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Brennan Linsley/AP
“Aircraft can be rolling down the runway,” Bangs explained. “And they will accelerate, and frequently get to liftoff speed. But when they try to take off, or they do get just a few feet off the ground, they’ll lose substantial lift, and the aircraft will no longer be able to fly.”
The de-icing process typically takes about 20 minutes for a smaller plane, Manno said. For larger jets, de-icing can add a delay of up to 40 minutes or more to each flight.
“It’s kind of a big logistics task,” he said. “Most airlines are doing a pretty good job of handling that. It’s just, it’s a slow process, and it has to be done right.”
If it’s not done right, the results can be catastrophic. In January 1982, an Air Florida jet crashed into the Potomac River moments after taking off from what was then called Washington National Airport, killing most of the passengers and crew on board. That accident – along with the crash of a USAir jet in New York City a decade later – led to more rigorous standards for de-icing.
Airlines now typically use two different types of chemical mixtures, depending on the situation: de-icing fluid and anti-icing fluid. De-icing fluid is heated to 140 degrees to remove frost, snow and ice from the wings and other critical surfaces, while anti-icing fluid prevents ice from forming. Glycol is the key ingredient in both fluids.
While the technology behind de-icing has improved over the years, some things about the job have not changed.
“You’re in the elements. It’s snowing. You can barely see sometimes,” said Thomas Stevenson, a de-icer for Southwest Airlines based in Denver, in a video the company posted on YouTube. “It definitely gets cold. But I mean, that’s something you kind of signed up for when you took the job.”
His colleague, Jamie Martinez, says it’s an “awesome responsibility” to make sure a full plane carrying more than 140 passengers and crew members is ready for takeoff.
“We really try to consider every airplane as having a family member on that airplane,” Martinez said. “And that’s what we keep in mind to make sure that we’re doing the job correctly.”
It’s not just cold-weather climates where airlines have to worry about de-icing. It’s also a concern in warmer climates like Texas, Georgia and Florida.
“It is a necessity even this far down south,” said John Murphy, the assistant director of airside operations at Hartsfield-Jackson Atlanta International Airport. He says the airport has already seen more than a dozen days this winter when planes have required de-icing – even without any significant snowfall.
The airport is preparing for a major winter storm later this week that’s forecast to bring snow or freezing rain to a wide stretch of the South from Dallas to Atlanta. Murphy expects de-icing will once again be necessary.
“So you could see delays of upwards of an hour. That’s normal,” he said. “The name of the game is always safety.”
Those delays can be frustrating for travelers. But Kathleen Bangs with FlightAware says U.S. airlines and airports deserve credit for their performance during this week’s storm — even though thousands of flights were canceled or delayed.
“The truth is, they kept going. They kept operating. They did it safely,” she said. “You do the best you can. I mean, when you’ve got a foot of snow falling in some places, or ice covered runways, there’s you know, there’s a lot of places around the world that just shut down and don’t operate at all.”
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Waymo called the cops on teen riders, raising privacy concerns
A Waymo robotaxi drives in San Francisco’s North Beach neighborhood this week.
Heather Diehl/Getty Images
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Heather Diehl/Getty Images
Police in San Mateo, Calif., posted Monday on social media that they had apprehended a pair of teenagers from a Waymo driverless robotaxi after the company alerted authorities to suspected criminal activity. It’s the latest incident involving video surveillance of passengers and others by autonomous vehicles — raising questions about the limits of privacy in such vehicles.

The Facebook post by the San Mateo County Police said: “Parents do you know where your teens are? @waymo does!”
The 15-year-olds were allegedly drinking alcohol and shooting toy guns from the car, according to the police. They said Waymo’s systems detected behavior that then triggered a safety response, after which the company disabled the vehicle and contacted police.
Waymo’s cars, equipped with an array of cameras, microphones and other sensors to monitor passengers and other nearby vehicles, are becoming more common in cities across the United States. Experts say the detention of the two teens in San Mateo highlights a potential — but not inevitable — trade-off between privacy and convenience. It also questions the extent to which companies similar to Waymo are required to hand over private data, including audio and video of passengers, in situations where a crime is suspected.
NPR reached out to Waymo, which is owned by Alphabet, the parent company of Google, for comment on the details of the San Mateo incident and how the company responded, but did not hear back. But on its website, the company says that as many as 29 cameras in its autonomous cars provide an all-around view and “are designed with high dynamic range and thermal stability, to see in both daylight and low-light conditions, and tackle more complex environments.”
“There already exist laws that govern duty to report or even duty to protect” for carriers such as Waymo, according to Alessandro Acquisti, a professor of information technology at the MIT Sloan School of Management. “The privacy problems arise when and if driverless carrier companies used such laws or ethical obligations as a pretext for blanket, indiscriminate accumulation of identifiable data for unspecified future purposes.”
That includes not just monitoring people inside the cars, but outside too. Take, for example, a hit-and-run investigation last year in Los Angeles. Media reported that the police inquiry was aided by video captured by a Waymo taxi that had a clear view of the crime. Critics suggested at the time that authorities were using the company’s vehicles as a mobile surveillance platform. And during 2025 protests in Los Angeles against Immigration and Customs Enforcement crackdowns, demonstrators vandalized Waymos, apparently angry that video recorded by the vehicles could be used by police, although there is no evidence that happened.
In a transparency report, Google says it received nearly 290,000 requests from governments worldwide in the first six months of 2025 for disclosure of user information across all its platforms, including Waymo. The company says that in more than 80% of the requests in those six months, some information was disclosed. “Google carefully reviews each request to make sure it satisfies applicable laws. If a request asks for too much information, we try to narrow it, and in some cases we object to producing any information at all,” the company says.
In an email to NPR, San Mateo Police Department spokesperson Jeanine Luna said that detaining the teens in the Waymo on Monday was “wholly appropriate” under the circumstances. “We received the call of a ‘firearm’ being shot from a moving vehicle,” she said. “Furthermore, the occupants were described as being possibly ‘intoxicated.’” she said.
“Being that the vehicle was disabled (the occupants had every right to exit the vehicle before police arrival, but they did not), a high-risk traffic stop was conducted to ensure the safety of all involved,” Luna added. “They were not arrested and were released to their parents, however, potential charges are still pending dependent on what the video from inside the vehicle shows.”
Autonomous taxis represent an ethical gray area
Robotaxis began to roll out across the U.S. in December 2018, when Waymo launched in Phoenix. These services have been used for less than a decade — so the norms surrounding them aren’t settled, experts agree.
The Facebook post may make Waymo passengers wonder what triggers a police intervention, says Irina Raicu, director of the Internet Ethics program at Santa Clara University. She has used Waymo’s driverless taxis and says ethically, the privacy issues surrounding them sit in a gray area. “There’s something about being in a car without another person that makes you think it’s private.”
“With all these recording devices, we don’t see them, [and] they’re not these obvious things being stuck in our faces,” Raicu adds.
That brings up a key issue: informed consent, Acquisti says.
“It is not clear the extent to which passengers … are reminded that when they step into the car, that they are being monitored, and most likely they are not told in its entirety how the data will be used,” he says.
Bruce Schneier, a cybersecurity and privacy expert and professor at the Munk School at the University of Toronto, believes that Waymo does have a compelling interest in protecting its vehicles. He compares monitoring a robotaxi via cameras to a human taxi driver keeping an eye on passengers in the rearview mirror.
“Maybe the driverless car comes back … and it has all of its cushions slashed, and it’s like, ‘Who the hell did that? Let’s go and look at the tape,’” Schneier suggests. “You can’t have sex in the back of a taxi, right? Someone would say, ‘Stop it.’”
He concludes that some supervision makes sense. In an Uber rideshare, he notes, “most of the time there’s a camera recording the back seat.” (Uber says on its website that it allows drivers to install such cameras for the purpose of “fulfilling transportation services.”)

Waymo robotaxis, while a fairly common sight in the San Francisco Bay Area, are still a novelty in much of the country. And many people are hesitant to ride in one, according to a Pew Research Center poll published this month. The survey found that only 5% of Americans had ever ridden in a driverless car. Meanwhile, 71% of those polled said they would feel uncomfortable in one, with only 7% saying they would be “extremely or very comfortable” riding in one.
For that reason, experts who spoke with NPR said they were optimistic that it’s not too late to shift gears on privacy norms and policies surrounding these vehicles.
Acquisti doesn’t see why privacy measures can’t be built into driverless vehicles.
“I would immediately challenge the notion that people have to be monitored,” he says, noting that privacy-preserving technologies exist and can be installed.
“Driverless cars are coming, but they don’t have to come in this particular incarnation,” Raicu says. “They’re still being designed and redesigned. It’s early days.”
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Trump fires last members of election commission, inciting fears of midterm ‘chaos’
Donald Trump has terminated the remaining members of the independent, federal commission that assists election administration officials nationwide just a few months before the midterm elections, multiple outlets reported Thursday.
The remaining three commissioners of the four-member bipartisan commission were forced out on Thursday in different ways. The one Republican appointee resigned and the other two, Democratic appointees were notified of their terminations via email from the White House presidential personnel office.
“On behalf of President Donald J Trump, I am writing to inform you that your position as Commissioner of the Election Assistance Commission is terminated, effective immediately. Thank you for your service,” the email, seen by Reuters, said.
The White House did not immediately respond to a request for comment.
The Election Assistance Commission serves as a “national clearinghouse of information on election administration”, accredits testing laboratories and certifies voting systems, and maintains the national mail-voter registration form developed by the National Voter Registration Act of 1993, according to the commission’s website. The terminations follow Trump and top administration officials’ advocacy to change vote-by-mail requirements and investigations into the 2020 election outcome, which Trump lost to Democrat Joe Biden.
“It is irresponsible and dangerous that this Administration remains dead set on causing chaos for our election officials across this country,” Arizona secretary of state Adrian Fontes said in a Thursday statement. “This move undermines the integrity of nonpartisan election administration.”
The 2002 law that established the commission, the Help America Vote Act, states the president can appoint replacements to the commission.
It is unclear how Trump will move ahead with the commission.
Reuters contributed reporting
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Former Olympian pleads not guilty in reflecting pool vandalism charges
Former U.S. Olympian David Hearn (left) walks with his attorney Norman Eisen to speak to reporters and protesters gathered after his arraignment at the Superior Court of the District of Columbia in Washington, D.C. on Thursday.
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Former U.S. Olympic canoeist David Hearn pleaded not guilty to damaging the Lincoln Memorial Reflecting Pool in D.C. Superior Court Thursday morning.
Federal prosecutors charged Hearn with a single count of destruction of property causing more than $1,000 in damage to the pool.

Hearn has previously claimed, which his attorneys repeated during a short press conference outside the court, that he simply touched the water in the pool out of curiosity.
The Trump administration had just completed a $14 million renovation of the pool.
But shortly after the work finished, peeling paint and algae gathered in the water. The remodel has been largely criticized as a massive failure and waste of taxpayer dollars.

Superior Court Judge Carmen McLean released Hearn on his own recognizance. His next hearing is scheduled for Aug. 5.
Norm Eisen, one of Hearn’s attorneys, spoke to reporters outside of court following the hearing. He said the administration is using Hearn as a “scapegoat … for their own failures.”
“It is not a crime to touch the reflecting pool, to touch water in the United States of America,” he said.
Prosecutors say there is a host of evidence against Hearn.
This is a developing story.
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