曝光台 注意防骗
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available from the ASRS Web site:
http://olias.arc.nasa.gov/asrs
In a large majority of the ASRS incidents reviewed, pilots
became distracted or preoccupied with competing tasks.
These tasks fell into four broad categories:
(1) communications (among crew or via radio); (2) headdown
work (programming the FMS or reviewing approach
plates); (3) searching for VFR traffic; (4) responding to
abnormal situations.
The authors of the NASA study identify preventive actions
and strategies to reduce flight crew vulnerability to
distraction and preoccupation. Their article also includes a
down-to-earth explanation of the two systems humans use to
perform tasks–the conscious and automatic systems–and
why some cockpit activities (conversation, for example) may
demand more conscious effort than others.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
November 1998 Report Intake
Air Carrier/Air Taxi Pilots 1968
General Aviation Pilots 685
Controllers 63
Cabin/Mechanics/Military/Other 181
TOTAL 2897
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 235 January 1999
Failure of a B-757 left hydraulic system during takeoff
EMB-120 electronic engine control malfunction
B-737-800 leading edge flaps/slats malfunction
Ignition hazard of wooden matches in passenger baggage
Turboprop/parachutists near-collision near a New Jersey airport
VFR into IMC
Instrument Meteorological Conditions (IMC) manage to
sneak up on many pilots. Two ASRS reports of unintentional
brushes with IMC show how easily a pilot can be caught by
surprise. The first reporter, a low-time private pilot, sought
ATC assistance for the IMC dilemma, and unwittingly
became the recipient of an unwanted IFR clearance.
n My departure was at noon instead of [early morning]. I
did not call for an update on the weather, and departed
with my briefing from the morning. I had my head down
trying to program a GPS which had been lent to me, and I
got stuck in a cloud with poor visibility.
I tried a 180 degree turn, but it did not seem to work, so I pitched
up and started climbing. I contacted Center from which I was
receiving flight following, and asked for a clearance to XYZ.
They asked if I was IFR able and if the plane was. I said
affirmative, thinking that I had training in IFR upon acquiring
my Private [rating], and the plane had instruments with which I
could fly IFR if I had to in an emergency situation. Then the
controller gave a clearance and, at the time, I did not understand
that I was indeed receiving an IFR clearance.
I told the controller I did not want to fly IFR and wanted
to fly VFR. He stated, “You want to make it to XYZ , but
it’s IFR in XYZ.” I repeated that I did not want to fly IFR.
[The controller then vectored me to the closest VFR
airport.] When I landed there it was fine VFR.
The controller did an admirable job of getting the pilot out of
the clouds. An up-to-date weather briefing prior to the delayed
departure might have encouraged the reporter to choose a
destination more likely to remain VFR, or alternatively, to
stay on the ground. Then, when stuck in IMC, this non-IFRrated
pilot would have received better ATC service by
immediately admitting the lack of an instrument rating.
The next reporter hoped to avoid the forecast midday
thunderstorms by departing in the early morning. Alas,
the thunderstorms didn’t read the forecast.
n I called FSS to get a weather briefing for VFR flight. The
forecast called for a cold front to be coming in quite fast and
weather to get much worse with thunderstorms developing by
midday. I climbed to 12,500 feet, and noted a solid overcast
layer at 11,000 feet [along my route of flight]. I contacted
Center to request flight following, and checked Flight Watch
to confirm there were adequate broken and scattered holes to
descend safely close to my destination.
The solid overcast layer began rising and quickly turned into
cumulonimbus clouds, forcing me to climb. As I reached
14,500 feet, the clouds were developing very fast and rising all
around me…In a very short time I was close to 18,000 feet.
Center asked me if I was IFR capable, and I stated negative.
They asked me if I had supplemental oxygen, and I stated
negative. Soon I was at 19,700 feet, and Center said we have
to get you back down to 12,500 feet. I was given a heading
and was told to chop the power and keep wings level with a
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