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
miles out), the visibility dropped further. I was concerned
that the visibility would decrease to less than 3 miles.
(My destination has a control zone.) I did not have a lot
of fuel to play around with, no electronic navigation, and
no ability to talk to anyone. Therefore, I determined that
the best action would be to continue to my destination,
which was the closest airport and an area that was very
familiar to me…
Shortly after I landed, I went to the pilot lounge and
checked the automatic weather. It was reporting a special
observation of 2-1/2 miles visibility… I do not know what
I could have done differently when confronted by the
conditions so far into my flight… The best action was to
get the airplane on the ground as soon as possible.
This pilot might also have planned a fuel stop for the
trip, which would have allowed time for a weather
update and needed fuel reserves. A handheld
transceiver would have provided communications
capability for an emergency.
Short Flight, Long Landing
A GA pilot was anxious to return a vintage radial-engine
military trainer to his home base. But a line of
thunderstorms was quickly moving into the area:
I was attempting to make a short 30-mile flight to return to
my home base. There was a line of thunderstorms moving
towards us from the west. My route of flight was due south.
After takeoff and flying south for 5 minutes, it became
apparent that we would not be able to continue because rain
showers had moved into that area. I turned around and
headed back. The winds had been out of the south all day, so I
re-entered the downwind for Runway 16. The winds were
beginning to get gusty from the approaching thunderstorm.
On final approach, the winds were requiring considerable
right crab indicating stronger winds from the west. I landed
1,000 feet from the approach end of Runway 16, which is
3,800 feet long. Just as I touched down, we were hit from the
rear by a very strong gust front of the approaching
thunderstorm. The microburst and resulting windshear were
recorded at 50 mph. With the strong tailwind on the runway, I
was unable to stop the aircraft and feared doing a go-around
in a potentially unsurvivable windshear condition. We
impacted the fence off the end of the runway. There were no
injuries [and] the aircraft sustained minor damage.
I should have delayed the flight until the thunderstorms had
moved through the area. On my return, I should have
considered the possibility of windshear and diverted to a field
which was further away from the approaching storm.
Tail Feather Trespass
Just when we thought we’d read it all, we received this
report describing how one pilot got the attention of
another (not recommended, we should add):
As I was working on an aircraft next to a taxiway, a
C206 put his aircraft in such a position that the prop
wash was directed at the plane I was working on. The
pilot was not paying attention to what was around the
airplane [and] was looking at his checklist and
instrument panel. So as to get his attention, I moved his
elevator to the level position and back down. A corrective
action for this [prop wash] would be to post a sign that
states, “perform run-ups only when parallel with the
runway.” This would prevent pilots from damaging other
planes with their prop wash.
Both pilots came up short on safety and etiquette in
this incident. The Cessna pilot failed to observe what
was around the airplane before starting the run-up.
The elevator-lifting reporter could have been injured or
caused damage to the Cessna.
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