曝光台 注意防骗
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throttle control lever and moved it back and forth, with no
response from the engine. I tried the same with the mixture
and prop controls, with no improvement. Even though I
had plenty of fuel in both tanks, I switched tanks and
turned on the electric pump. The magneto switch was in
the “both” position. I noted that the manifold pressure had
dropped to the bottom of the scale. All other gauges
(including the oil pressure gauge) were in the green. My
emergency training helped out because all of this was done
in about 5 seconds. As I watched the airspeed bleed off from
170 to 150 (and decreasing), there was no mistaking we
wouldn’t clear the mountains ahead. We were going down
into the darkness below…
I pushed the “nearest airport” buttons on the GPS, hoping
there would be some little airstrip out here in the middle of
nowhere…Fortunately, ABC airport came up #1 on the list,
only 9.7 miles away. Its altitude is 7,000 feet (9,000 feet
below us), so it was easily within gliding distance. The
GPS database told me that it has a long (and lighted)
runway. A call to UNICOM told us that there were calm
winds below. I called Center to tell them that we had a loss
of manifold pressure, we were canceling IFR, and would
proceed to the nearest airport. As we approached the
airport, I made sure to keep my base leg in tight to avoid
undershooting the runway.
The landing was smooth and I exited the runway onto a
taxiway with snow and ice on it… The engine was still
running, so I slowly taxied to the ramp. I got out of the
plane, slipped on the ice and fell down. As I was lying
there, I saw a steady stream of oil flowing out from under
the cowling…
This reporter told ASRS analysts during a callback
conversation that the cause of the engine loss of power
was the turbocharger, which had developed a cracked
housing. The pilot vowed not to put himself again in the
position of flying IFR over mountains, at night.
At least this pilot was
resourceful enough to use
the cabin cruiser as a
temporary landing site to
avoid damage to the
balloon and possible
injury.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
ASRS Recently Issued Alerts On…
B737-400 wrong part installation
CL65 uncommanded engine rollback during climb
F100 high energy ignition unit malfunction/shock hazard
An airport’s dim Precision Approach Path Indicator lights
ATC takeoff clearance issued for an occupied runway
January 2002 Report Intake
Air Carrier / Air Taxi Pilots 1936
General Aviation Pilots 648
Controllers 27
Cabin/Mechanics/Military/Other 101
TOTAL 2712
Number 271 March 2002
ASRS To Conduct Security Callback Study
In March 2002 ASRS will launch a
“structured callback” telephone
survey study of airport and
aircraft-related security events
reported to the program. The
survey study is part of a NASA
Ames Research Center effort to
assist in national security
improvements currently being
proposed and implemented.
An ASRS structured callback study involves telephone
interviews conducted by ASRS analysts with individuals
who have submitted a relevant incident report to the
program. The information collected is treated
confidentially, and all details that can identify an
individual or organization are removed prior to data
analysis.
The ASRS analysts that will conduct the surveys are
highly experienced pilots and air traffic controllers. Their
years of experience are measured in decades and cover
the full spectrum of aviation activity, including air
carrier, military, general aviation, and air traffic control.
Focus of the Security Study
The ASRS security study will focus on security-related
events that occur at an airport or on board an
aircraft. ASRS is interested in hearing from air carrier
and general aviation pilots, air traffic controllers, flight
attendants, maintenance personnel, and others who have
directly experienced or observed security-related
incidents that have occurred within the past 90 days.
The goal of the study is to identify current gaps in
aviation security measures, as well as potential risks and
vulnerabilities to the national aviation system. NASA
will evaluate the survey data for its contribution to
security and safety improvements.
How the Interviews Work
Aviation system users and FAA personnel may participate
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