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
feet above me. As I saw the powerlines pass overhead, I
noted the airspeed at 65 knots, sufficient to establish a climb…
From this experience I have learned to review the speeds
critical to proper rotation and climbout as noted in the
pilot handbook, not on the checklists, and to have a predetermined
point at which to attempt a safe abort.
Our reporter is lucky to have survived such a close
encounter with 120 kv of electricity.
Jumping Off Point
Parachute jumping activity in high-density traffic areas
can pose hazards to the parachutists, the jump plane, and
other aircraft sharing the airspace. In the following
report, a jump plane pilot describes an incident in which
the parachutists jumped after the pilot had been advised
by ATC to hold them.
n I was flying skydivers at 10,500 feet MSL on a Victor
airway. As per Center’s request, I announced, “Jumpers
away in one minute.” After that, Center issued an advisory
of traffic at 10,000 feet MSL. The instructions were to
hold the skydivers until the traffic was clear. However, as
this advisory was being issued, the jumpers were already
poised outside the aircraft. The jumpers left the aircraft,
at which time [a commuter turboprop] at 10,000 feet MSL
altered his course to avoid the skydivers and me.
The commuter Captain saw the incident a little differently:
n Enroute on a Victor airway, in communication with
Center. [We received] ATC clearance to descend from
10,000 feet to 8,000 feet, and a traffic issuance of jump
aircraft on the airway approximately 5 miles at 10,500
feet. TCAS II verified target at 12 o’clock. At approximately
3 miles, the aircraft appeared visually. Within 30
seconds of [the plane being] in view, I observed a parachutist
jump and a parachute begin to open. We immediately
began a turn to avoid. Then a second jumper appeared.
We increased our turn rate and reduced descent rate. The
jump aircraft then turned and began a descent towards us.
The second jumper passed us approximately 500 feet
laterally and 500 feet vertically. The [jump aircraft] pilot
was [on the same Center frequency]
as we were. We heard Center
tell the pilot, “Stop jumps…”
before this event happened.
Since the commuter crew
had heard the instruction
for the jump activity to
cease, they were not prepared
for the sudden appearance of the
jumpers.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://olias.arc.nasa.gov/asrs
Number 241 July 1999
ASRS Recently Issued Alerts On… May 1999 Report Intake
Air Carrier / Air Taxi Pilots 1830
General Aviation Pilots 667
Controllers 48
Cabin/Mechanics/Military/Other 132
TOTAL 2677
CALLBACK Classics“And Now We Are 20...”
Dear Readers:
In the midst of preparing this summer’s issues, we
realized that July 1999 marks a proud milestone for both
the ASRS and this publication – CALLBACK’s 20th
anniversary.
More than two decades ago, the ASRS Advisory
Committee – an industry/government group charged with
oversight of the ASRS – reviewed the results of a survey
that showed a large proportion of the flying population
lacked knowledge of the ASRS and its immunity features.
ASRS was “aviation’s best-kept secret.” The Committee
took steps to fill this awareness gap by directing NASA to
develop a means of regular communication with potential
users of the ASRS.
In the summer of 1979, the first issue of CALLBACK was
cobbled together with scissors and transparent tape by
Captain Rex Hardy, the founding Editor (as well as writer,
circulation manager, and entire staff). Helping Rex type
up that first issue was Dr. Charles (“Charlie”) Billings, an
experienced researcher who had conducted much of
NASA’s earlier human-factors research and was NASA’s
then commander-in-chief of the ASRS.
Charlie Billings took on a formidable bureaucratic
challenge and risk in approving those first monthly
bulletins – which some of his NASA colleagues considered
shockingly casual for what was unquestionably a
government publication.
The “casual” nature of these monthly bulletins was
largely due to Rex, a decorated Naval aviator and
corporate test pilot who had the working pilot’s distaste
for well-intentioned but dull exhortations on safety. He
had decided that ASRS’s new safety bulletin would be
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