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
then broke into VMC at 6,300 feet with 20 miles visibility.
The problem happened in 30 seconds. I have 150 hours of
actual IFR, but have never encountered so much ice so fast.
Ice can accumulate even faster than this pilot reports—a
windscreen can ice over in a little as five seconds.
This controller’s report first ran in CALLBACK nearly
eight years ago, but the New Year’s resolution it
describes is still relevant. The image the reporter
creates is pretty entertaining, too.
n Yes, controllers do talk too fast. We are using
equipment…[that] engages a lot slower than our brains.
It’s hard, very hard, to wait after we key the mic before
we speak. With today’s hub system, there are times
when non-stop talking isn’t enough to keep up.
I’m reminded of the “I Love Lucy” show where Lucy is
working in the candy factory. As soon as she learns her
job, the conveyor belt speeds up faster and faster. Well,
I can’t stuff aircraft in my pockets or down my shirt as
Lucy did with the candy (much less eat them).
Enough can’t be said in favor of good radio discipline.
It’s the only real tool we have to make this system work.
So, you folks in the air, use your full call sign, make
sure that you hear your call sign, and I’ll do my best to
make sure that I’m heard and understood. Let’s all
make this a New Year’s resolution we keep.
The Domino Effect
Number 211 January 1997
Resolutions Recycled
A familiar flight can lull a pilot into a false sense of security.
This lesson was learned by an experienced corporate
Captain on a ferry flight, who was surprised to find himself
at the wrong airport after a routine visual approach in
daylight VMC.
n While on an IFR flight plan...our aircraft was cleared
for a visual approach to Airport A. This was after both
pilots had agreed that they had a positive I.D. on the
airport and the First Officer had so informed Center. A
normal landing was made. After shutdown, the crew was
informed that they were wanted on the telephone. The call
was from Center informing the crew that they had just
landed at Airport Z, not Airport A.
Basic cause: We did not take sufficient care in positively
identifying the airport before informing Center that we had
the airport in sight. Both airports have runway 12/30 as
primary. Both are located north of their respective cities,
and placed immediately west of the Interstate highway.
What can be done to avoid in future? Avoid complacency,
particularly in low stress situations (good VFR weather
conditions, familiar surroundings, no passengers aboard,
etc.). Use all available resources (visual, printed,
electronic) to establish position at all times.
The First Officer cited another excellent resource: “Using
Crew Resource Management skills on Part 91 legs is as
important as when passengers are aboard.”
May the Right Ground be Found
Meanwhile, a general aviation pilot in much less favorable
weather conditions came to some of the same conclusions
after also landing somewhere other than expected.
n Filed IFR to XYZ due to stratus layer over the area.
Intended to make the VOR approach to XYZ, then cancel
IFR when below the clouds and proceed to [nearby final
destination]. Approach advised that current weather
would probably not permit flight under VFR [to final
destination]. Stated my intention to land at XYZ and
wait. Received clearance for XYZ VOR approach. Was
advised to switch to CTAF, then contact Approach upon
landing to cancel IFR. Broke out of the clouds at 900
feet MSL. Made visual contact with a rotating beacon,
proceeded toward that beacon, made visual contact with
the runway and landed. Contacted Approach to cancel
IFR. Approach asked where I was. I stated that I was
on the ground at XYZ. Approach advised me that I was
actually on the ground at ABC [in Class C airspace].
This incident serves a good lesson of what complacency can
do to flying safety. I assumed that I would break out, see
the airport, and land, which is exactly what I did.
The key to finding the right ground, as our reporters
learned, is to use all available resources to continuously
“update” assumptions and expectations about the
aircraft's position.
A CFI reporter—and father of the pilot in the left seat—was
momentarily distracted by parental pride and failed to
maintain maximum vigilance to the instructional situation
of the moment, the climb to an assigned altitude.
n My son, a student in the State University Aviation
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