曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
descend and maintain 11,000 feet. They said they showed
us level at 12,000 feet and pointed out traffic at 13,000 feet.
About that time, we discovered that the altimeters were set
to 28.88 instead of the proper setting of 29.88. We quickly
descended to 11,000 feet.
The night before, maintenance personnel had dialed both
altimeters back to sea level…[the actual] field elevation is
approximately 1,000 feet MSL. We accomplished all
checklists on preflight, but failed to notice that the second
digit [of the barometric setting indicator] had been set to an
8 instead of a 9. This is something that is easy to miss.
As our reporter noted, appropriate division of cockpit tasks
(one pilot to fly the aircraft, the other to handle the
malfunction), and adherence to procedures (the checklist)
probably would have allowed the flight crew to catch this
mistake before ATC did.
High to Low, Look Out Below
The rapidly changing weather associated with cold fronts
and steep frontal slopes can create significant and sudden
drops in barometric pressure, causing some pilots to mis-set
their altimeters. An air carrier Captain provides an example:
n During descent below FL180, I put 29.82 into my
altimeter. When the First Officer [FO] came back from
talking to company on the #2 radio, he also put 29.82 into his
altimeter. We were descending through 6,000 feet for 5,400
feet when the Approach Controller announced a ground
proximity alert, and told us to climb immediately to 6,000
feet and to recheck our altimeters at 28.82. We started to
climb, checked our altimeters and discovered our mistake…
It was an unusually low altimeter setting that day. Both
the FO and I wrote the correct altimeter setting on our note
pads, and both of us misset the correct altimeter.
Unusually low barometric pressures may take pilots by
surprise, especially if the weather appears to be
improving, leading the crew to believe that a higher
altimeter setting looks plausible. The old adage, “High to
low, look out below” is still sound advice.
With winter around the
corner, a related reminder
applies: Flying into cold air
has the same effect as flying
into a low pressure area;
that is, the aircraft is lower
than the altimeter indicates.
Altimeters cannot be corrected for temperature-related
errors. However, pilots can adjust their minimum procedure
altitudes to compensate for extremely low temperatures.
Canadian pilots consult a government-provided chart to
determine how much altitude to add to the procedure
altitudes listed on approach charts, thus ensuring obstacle
clearance during very low temperature operations. The U.S.
Defense Mapping Agency publishes a similar altitude
correction table for military pilots.
Readers who would like more information about low
temperature correction charts should refer to ASRS
Directline, Issue #9, available on the ASRS Web site,
at http://olias.arc.nasa.gov/asrs.
Many pilots assume that VFR “flight following” offers
more ATC services than it does. A General Aviation pilot
reports entering Class B airspace without a clearance,
after mistakenly believing that VFR flight following
service would provide the necessary clearance.
n I requested flight following as I proceeded direct to
XYZ. I was given a code and radar identification was
confirmed. I was on a heading of 180 degrees, when the
controller asked me, “Where are you going?” I confirmed
XYZ and then he told me I was not cleared into the Class
B airspace and I should turn left to 150 degrees. I
expected since I was requesting flight following and I was
in radar contact, if the controller had not given me a Class
B clearance, he would have vectored me around the area
or told me to stay clear of Class B until advised.
VFR flight following provides traffic advisories, not
clearances or traffic separation, and only as controller
workload permits. Pilots are responsible for monitoring
their position and making a timely request for clearance
into the Class B area. Often, the controller providing
traffic advisories can coordinate the issuance of a
clearance upon request from the pilot.
In the next incident, ATC was trying to provide
advisories, but an apparent malfunction in the aircraft
radio interfered with the controller’s efforts, nearly
putting the reporter in harm’s way.
n In cruise, using VFR flight following, flying direct to a
fix using LORAN, I inadvertently flew into an active
Restricted Area. I had the volume on the radio turned low,
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