曝光台 注意防骗
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System, P. O. Box 189, Moffett Field, CA, 94035-0189.
The Boeing 757 has been much in the news as a
generator of dangerous wake vortices.
to wake turbulence upsets just like other aircraft, as
reported by this Captain:
■ I was flying a B-757 on an approach to Runway 22L.
The wind at the time was reported at 190/10.
following a B-727 by only approximately - 1/2 miles as
measured by TCAS II.
we did not feel any unusual turbulence during the
approach.
At approximately 50 feet AGL (on speed and glideslope) the
aircraft suddenly began a hard, rapid roll to the left.
to counteract with right aileron input, but it took almost full
right aileron to stop the roll... After a slight hesitation, the
aircraft began to respond and roll back toward the right.
started to release the right aileron input... However, as soon
as the right aileron pressure was eased...another rapid left
roll began.
left wheels ground contact.
a rapid roll to the right began and the left wing attempted to
lift from the ground.
tempt to get, and keep, both wheel trucks on the ground.
This action worked and the nose wheel was lowered normally...
Rollout was uneventful.
ena that could have caused this event except possibly the
vortices from the B-727 that landed just ahead of us.
In connection with the FAA wake turbulence study
described on this page, our readers might find several
ASRS reports of special interest.
the idea that only large aircraft produce dangerous
wake vortices.
small airplanes can also produce dangerous wakes:
■ We took off as the third airplane in a flight of three.
first airplane was loaded to about 2,500 pounds.
ond airplane was near gross weight of 3,350 pounds, and
my airplane was third, weighing about 2,700 pounds.
Takeoff was normal, breaking ground in about 1,000 feet.
We began to climb at between 85-90 mph and reached an
altitude of about 65 feet when the right wing dropped violently
and the nose dropped, making the airplane turn 90
degrees to the right.
up elevator to counteract the forces on the aircraft.
landed about 200 feet from the runway, shearing both landing
gear.
I have always been taught to associate wake turbulence only
with large aircraft, but the danger is very real when
following heavily loaded single-engine aircraft.
need to know that wake turbulence can be present no matter
what size aircraft they are following.
Rude Awakening
B-757 Upset
Yet it is subject
We had been
2
This did not seem to be a problem as
The B-727 landed and turned off the runway.
I tried
I
I...reached full right aileron input just prior to
As the left wheels hit the ground,
I pushed the nose forward in an at-
I can think of no phenomThe
first overturns
As this pilot of a Cessna 185 discovered,
The
The secI
used full left rudder and aileron and
We
Wake turbulence caused this to happen.
GA pilots
Moffett Field, California 94035-1000
Official Business
Penalty for Private Use, $300
194
Ames Research Center�
Space Administration
National Aeronautics and
Permit No. G-27
NASA
POSTAGE & FEES PAID
BULK RATE
Number 195 August 1995
CCAALLLLBBAACCKK
From NASA's Aviation Safety Reporting System�
The source of Murphy’s Law is obscure, but
it is thought to have originated with engineers
and scientists: “When something can go wrong,
it will.”
also have invented the altitude alerter, an
example of electronic wizardry designed to
MurphysÕ Law — Aviators’ Version
means to maintain his awareness of his
assigned altitude. He discovered that even
the normal required cockpit tasks can
cause a distraction, and a resultant failure to set the
altitude alerter.
■ Center issued instructions for us to hold...at
One of those scientists or engineers must
increase flight safety and decrease pilot workload. But when
alerters don’t work, due either to mechanical or human
error, they can be worse than useless—they can become a
hazard. More from this Part 135 First Officer reporting
to ASRS:
■ While we were climbing, Center advised us to “climb to
15,000 feet, traffic at 16,000 feet...” Passing through 12,000
feet, the #1 prop governor started to lose control, [but] was
found to be within tolerances. I decided to try to adjust the
condition levers while hand-flying the aircraft. I became
preoccupied with the situation, and was waiting to hear the
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