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网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
approaching from the northwest (wind 060º 20kts). The
water in our landing area was [in] ideal conditions, with a
light chop. During the approach I touched down slightly
long of my aiming point in the protected area. As we
slowed, the Captain put the aircraft into beta to help stop us
from getting into the unprotected water. As we approached
the rough water, we were launched into the air by a wave
that was larger than all the rest. Crosswind corrections
were applied as we landed left wing low back into the water
(during which, the left float became dislodged from the
wing). Quickly afterwards, the aircraft rolled to the right,
breaking the right float as it went under the water. The
right float remained attached to the wing by the fuel lines
only.
We taxied towards the ramp area using extra power to keep
the wings out of the water as much as possible. We
completed a normal ramping and secured the aircraft using
standard procedures.
This incident would have been prevented if we had
performed a go-around when I realized that I had overshot
my aiming spot. Also, we should have landed directly into
the wind. Although the water was rougher, our ground
speed would have been less.
Oxygen Irregularities
Both pilots and controllers are educated to recognize the
effects of oxygen deprivation and hypoxia. This training
can be vital in safely resolving oxygen-related pilot
incapacitation. Several ASRS reports illustrate:
While at FL250 on an IFR flight plan, my oxygen line
became disconnected from the regulator. I could hear the
oxygen escaping and thought the regulator had not sealed
on the portable tank behind the passenger seat. As I had
changed tanks within the past 15 minutes, I attempted to
tighten the regulator, but to no avail. I recognized hypoxia
coming on, pulled power back, disconnected the autopilot,
and lost consciousness. I became conscious at 17,000 feet.
The plane was descending and in a bank. I leveled the
plane and declared an emergency and told the controller I
had lost my oxygen supply and had lost consciousness. I
landed at the nearest airport. Upon landing, I saw the line
to the regulator had come off…
I have since found that if the oxygen line is kinked the line
will pop off the barbed fitting on the regulator, so in the
future I will secure a clamp at this attachment.
Portable oxygen tanks and lines should be inspected and
secured during preflight to prevent potentially lethal
“kinks” in the oxygen supply.
In another oxygen-related emergency reported to ASRS by an
air traffic controller, ATC gave a superlative flight assist to
the incapacitated pilot of a high-performance twin-engine
aircraft.
Aircraft experienced oxygen problems
and [pilot] was disoriented with hypoxia requesting descent
from FL250 to 13,000 feet. I issued the clearance but [pilot]
couldn’t descend the aircraft due to his inability to focus. A
flight instructor came to the sector and talked the aircraft into
a descent and the pilot recovered, changed his destination to a
closer airport, and landed safely.
In a callback to the reporter, ASRS learned that the
controller kept the pilot conscious by talking to him and
asking questions until a supervisor could locate another
controller who was qualified and type-rated in the aircraft
involved. This second controller instructed the pilot to
disengage his autopilot, which started the aircraft down.
FAA Advisory Circular 61-107 alerts pilots who are
transitioning to complex, high-performance aircraft capable
of operating at high altitudes and high airspeeds “of the need
to be knowledgeable of the special physiological and
aerodynamic considerations involved within this realm of
operation.”
In addition to the guidance provided by AC 61-107, pilots
who fly at altitudes requiring supplemental oxygen may
want to consider equipping portable oxygen tanks with flow
indicators that can be easily monitored within the
instrument scan range. Flow indicators can provide an early
warning of oxygen system problems – before the onset of
debilitating hypoxia.
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 248 February 2000
ASRS Recently Issued Alerts On…
A-300 flight control malfunction during approach
Jet structural damage attributed to a thrown recap tire
Reported hazard in B-757 cabin oxygen mask release
Loss of GPS navigation incidents near an airport in Italy
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