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
and he was taken to jail.
Monitoring of Passengers Prior to Boarding
Alcohol intoxication was directly involved in 43% of the
ASRS passenger misconduct incidents. The study’s
reporters frequently suggested that passengers should be
monitored for erratic behavior prior to boarding –
particularly for signs of intoxication – and denied boarding if
their behavior appears likely to continue during flight. Yet
in some instances drunken passengers were actually
assisted in boarding by ground personnel:
While boarding, the #1 Flight Attendant advised that
we had a drunk passenger… In a very short time the #2
Flight Attendant advised me that he was a problem and
that she wanted him off the plane. I called the ramp tower
and asked for police and the proper people. He left the
airplane peacefully... The agent working the flight was very
helpful. All in all, this was no big deal except for one major
problem. I later found out that the guy was so drunk that
he had to be helped on the plane by the passenger
assistance people. I don’t mean
our [gate] agents – who of course
would know better – but the people
that push the wheelchairs and drive the
carts. Someone needs to counsel these people that while
their job may be to assist passengers, it is not to assist
drunk passengers on the airplanes. I feel that if a guy is
too drunk to walk on the airplane, then he is too drunk to
ride for 2-1/2 hours on the same full airplane.
To Intervene, or Not to Intervene?
The ASRS study data indicated that cockpit crews are often
faced with the dilemma of whether to intervene in a
passenger-caused disturbance. A harrowing smoke-in-thelavatory
incident illustrates:
A passenger on the flight became violent as we started
the Visual Approach to Runway 13L. I had the First
Officer call for assistance on the ground and continued the
approach. I elected to land as soon as possible and deal
with the passenger on the ground. I landed the aircraft
while the struggle went on. When we cleared the runway
the flight attendants had trapped the passenger in the
forward lavatory. I taxied to the gate and shut down and
went into the cabin to help.
As I stepped into the cabin the smoke alarm in the forward
lavatory went off and smoke started to come out. The gate
was not yet up to the aircraft, also the forward lavatory was
between the passengers and the boarding door. I elected to
have the aircraft stairs dropped and deplane the passengers
onto the ramp. Police and Fire Department arrived and took
control of the passenger after a struggle. The passenger had
taken off his clothes in the lavatory and set fire to them in an
attempt to set the aircraft on fire. The aircraft sustained
little damage as the fire self-extinguished.
In this instance, the Captain’s decision not to intervene until
after the aircraft had landed may have been due to company
policy, or reluctance to lose the services of a cockpit crew
member during the crucial approach and landing phases.
Summary
In 1999, passenger behavior problems became the type of
incident most frequently reported to the ASRS by cabin crew
personnel. The phenomenon of “air rage” is justifiably
attracting the attention of media, regulators, and airlines.
The ASRS study data show additional reasons to be
concerned: Commercial aircraft, and their passengers, are
exposed to higher risks of a serious incident or accident
when pilots are distracted from flying tasks, become
involved in restraining unruly passengers, and are put at
risk of personal injury.
Nesting Urges
Plugged by Leaf Rollers
One of the most common insect problems reported to
ASRS is the plugging of fuel tank vent tubes by mud
daubers and other insects. The usual result is an
emergency landing due to fuel starvation, as experienced
by this pilot:
Fuel at time of departure was 56 gallons, of which 40
was in the tip tanks… Climbed to cruise altitude of 5,500
feet MSL, leveled off, turned off boost pump. Engine lost
power about 1-1/2 minutes (estimated) after changing
tanks... Established glide to nearest airport and
commenced restart procedure…and declared emergency.
Engine restarted at 500 feet AGL on short final… Landed
without incident, with full power available…
Cause of engine-out was determined by mechanic at FBO to
be “leaf roller” (flying insect) debris packed into right tip
tank vent tube, totally obstructing air flow in the vent.
Tank vents…open to air at a point under the wing
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