曝光台 注意防骗
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If neither option is available, consider an immediate landing
at the nearest suitable airport. Even if the aircraft is equipped
with anti-icing/deicing equipment, it is not designed to allow
aircraft to operate indefinitely in icing conditions. Antiicing/
deicing equipment gives a pilot more time to get out of
the icing conditions. Report icing to ATC and request new
routing or altitude. Be sure to report the type of aircraft, and
use the following terms when reporting icing to ATC:
1. Trace. Ice becomes perceptible. Rate of accumulation
is slightly greater than sublimation. Deicing/anti-icing
equipment is not utilized unless encountered for an
extended period of time (over 1 hour).
2. Light. The rate of accumulation may create a problem
if flight is prolonged in this environment (over 1
hour). Occasional use of deicing/anti-icing equipment
removes/prevents accumulation. It does not present a
problem if deicing/anti-icing equipment is used.
3. Moderate. The rate of accumulation is such that even
short encounters become potentially hazardous and
use of deicing/anti-icing equipment or flight diversion
is necessary.
4. Severe. The rate of accumulation is such that deicing/
anti-icing equipment fails to reduce or control the
hazard. Immediate flight diversion is necessary.
Early ice detection is critical and is particularly difficult during
night flight. Use a flashlight to check for ice accumulation on
the wings. At the first indication of ice accumulation, take
action to get out of the icing conditions. Refer to the POH/
AFM for the proper use of anti-icing/deicing equipment.
11-3
Figure 11-2. One example of a static wick installed on aircraft
control surface to bleed off static charges built up during flight.
This will prevent static buildup and St. Elmo’s fire by allowing
the static electricity to dissipate harmlessly.
Figure 11-1. St. Elmo’s Fire is harmless but may affect both communication and navigation radios, especially the lower frequencies
such as those used on the ADF.
Precipitation Static
Precipitation static, often referred to as P-static, occurs
when accumulated static electricity is discharged from the
extremities of the aircraft. This discharge has the potential
to create problems for the instrument pilot. These problems
range from the serious, such as erroneous magnetic compass
readings and the complete loss of very high frequency (VHF)
communications to the annoyance of high-pitched audio
squealing and St. Elmo’s fire. [Figure 11-1]
Precipitation static is caused when an aircraft encounters
airborne particles during flight (e.g., rain or snow),
and develops a negative charge. It can also result from
atmospheric electric fields in thunderstorm clouds. When
a significant negative voltage level is reached, the aircraft
discharges it, which can create electrical disturbances. This
electrical discharge builds with time as the aircraft flies in
precipitation. It is usually encountered in rain, but snow can
cause the same effect. As the static buildup increases, the
effectiveness of both communication and navigation systems
decreases to the point of potential unusability.
To reduce the problems associated with P-static, the pilot
should ensure the aircraft’s static wicks are properly maintained
and accounted for. Broken or missing static wicks should be
replaced before an instrument flight. [Figure 11-2]
Aircraft System Malfunctions
Preventing aircraft system malfunctions that might lead
to an inflight emergency begins with a thorough preflight
11-4
MAP
NAV1 108.00 113.00
NAV2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
GS 120KT XTK 0.07NM ETE 24:24 ESA 2800FT
MAP - NAVIGATION MAP
DCLTR
XPDR 5537 IDNT LCL10:12:34
INSET PFD CDI DME XPDR IDENT TMR/REF NRST ALERTS
GPS ENR
077°
HDG 077° CRS 077°
2
1
1
2
2300
2200
2100
5000
1900
1800
1700
20
80
2000
2000
150
140
130
110
100
90
1
1209
TAS 120KT
OAT 6°C
NAV1 108.00 113.00
NAV2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _° TRK 077°
TRAFFIC
XPDR 5537 IDNT LCL10:12:34
INSET PFD CDI DME XPDR IDENT TMR/REF NRST ALERTS
GPS ENR
077°
HDG 077° CRS 077°
2
1
1
2
2300
2200
2100
5000
1900
1800
1700
20
80
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Instrument Flying Handbook仪表飞行手册下(89)
