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
MU-2 cockpit smoke attributed to failed cockpit heat valve
Inadequate taxiway signage/markings at a Wisconsin airport
Three incidents of electrical smoke and fumes in BE-1900Ds
Confusing charting of a holding pattern for a Canadian airport
Flight Towards Terrain
Analysis of a recent controlled flight into terrain (CFIT)
accident revealed that the flight crew errors could be grouped
into those that involved a failure of group interaction skills,
and those that involved individual errors in thinking, planning,
recognizing, preparing, or remembering (FSF Flight Safety
Digest, May-June 1998). An air carrier Check Airman’s
report to ASRS provides examples of both error types–even
though the aircraft involved was equipped with the latest
terrain-avoidance technology:
n Late night training flight…We were going out [to] make a
180 degree turn and land. The aircraft is equipped with an
Enhanced Ground Proximity Warning System [EGPWS]. It
was on, and showed some terrain in the green band at the 12
o’clock position. I vectored the student on a modified
procedure turn. I put my head down to get the VREF numbers
and heard the ground proximity warning, “Caution, terrain.”
I took over the controls and performed our escape maneuver
and gave the jet back to the student. The student allowed the
jet to descend again while my head was down. Again the
ground proximity [warning] went off. I did our escape
maneuver again and flew the airplane to the final approach
course and let the student land.
There were only 3 of us on board. Another student was in the
jump seat. I asked them if they saw the terrain on the
enhanced display and they said yes. They thought I would
tell them when to turn. I told them to fly the jet first
regardless of who is in the left seat (I’m a Check Airman). I
should not have looked away while in that phase of flight
with new students unfamiliar with the area.
Enhanced GPWS is a second-generation terrain avoidance
system that is much prized by pilots. But it’s no substitute
for proper training, clear communications among crew, and
a primary focus on flying the airplane.
Rules One Through Ten
The flight crew of a Turbo Commander rediscovered a
basic flying rule while trying to troubleshoot a problem on
an IFR approach over mountainous terrain. The First
Officer (the flying pilot) reports:
n After passing the VOR, we were descended to 10,000
feet and given a vector towards the final approach…We
were traveling at approximately 230 knots. During this
process the directional gyro on my side of the cockpit failed
and the Captain was trying to diagnose the problem. At
about this time, we were advised to descend and maintain
3,800 feet, which is the MVA [Minimum Vectoring
Altitude] for that sector. Our descent was delayed
somewhat so we were descending fairly rapidly while trying
to diagnose the directional gyro problem and join the localizer.
Unfortunately, I failed to arrest the descent
at 3,800 feet, and we were called by the Tower upon reaching
approximately 3,300 feet [and] advised that the Tower was
receiving a low altitude alert. We were advised to climb
immediately, which we did…
I am constantly preaching to everyone that rules 1 through 10
are “fly the airplane first,” and I simply failed to follow my
own rules. I should have…allowed the Captain to work out
the problems. Fortunately, [this airport] is an excellent ATC
facility. They quickly caught our altitude and gave us an
immediate climb…Our rate of descent was greater than 2,500
feet per minute which allowed for very little deviation time.
Flight crew distraction is a factor in many accidents. Our
reporter’s analysis is accurate. In addition, pilots must be
trained to recognize when they are rushed, distracted, and
susceptible to error.
Spin City
A pilot practicing aerobatics over a private pasture learned
why air show performers don’t attempt some maneuvers:
n I was using a base of 1,500 feet AGL while I performed
advanced aerobatic maneuvers. I had worked all night the
night before and was somewhat tired. I had misjudged a
couple of maneuvers…and realizing this, added 200 feet to my
base…I entered a hovering maneuver at 1,700 feet AGL. I
pulled the nose up to a 60 degree or so angle with full power
and used the rudder to keep it straight…A popular air show
performer performs this maneuver and then rudders the
aircraft in a small turning circle to the right. I have done this
maneuver many times. This time, I decided to do a left-hand
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