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
satisfy the MEL [Minimum Equipment List], and flew it
anyway. The flight was conducted for the most part in
VMC on an IFR flight plan. I wore extra-warm winter
military flight clothing. Temperature in the cockpit at
cruising altitude was about 25°F. Flight time both ways
was about 3 hours.
Although the flight was completely uneventful, I now
know what it feels like to be a piece of luggage in an
unheated baggage compartment. Even though I wore
special cold-weather flight clothing, I was physically
challenged by this flight. I am certain that my decisionmaking
ability was affected after being cold-soaked for 3
hours.
Hypothermia, and its resultant lethargy and sleepiness,
can creep up on its victims, particularly when they are
engaged in such a sedentary activity as an airplane
flight.
ASRS Recently Issued Alerts On...
Total hydraulic failure on a BA31 Jetstream
Uncommanded rudder oscillations in a B737-200
An uncharted obstruction on a Kentucky airport approach
An MEA lower than terrain near a South American airport
Areas of inadequate radar coverage near a California airport
Number 213 March 1997
Winter’s Lingering Touch
Degrees of Default
Turnabout Saves the Day
Winter weather is subject to rapid change, so sometimes
even the most up-to-the-minute forecasts can turn out to
be off the mark.
n When I left my home airport, the ceiling was 4,200 feet
overcast with visibility 10+ miles. XYZ is about 10 miles
away. As I got closer to XYZ, a thin scattered layer at
2,000 feet got thicker and lower. About 4 miles from XYZ,
I saw low clouds over the airport. I immediately turned
back for home. I was able to continue VFR without
incident.
I was amazed how quickly the weather deteriorated. I
had received a [computerized weather] briefing only
minutes before the flight. I would not have hesitated to
send a student pilot on the same flight with the
information I had about the weather. A student pilot in
the same situation may have pressed on with disastrous
results.
The 180° turn this instructor-reporter executed was
exactly what every student is taught early in training.
Other pilots who encounter fast-moving weather on short
flights should be aware of the necessity for quick
decision-making.
“Who’s There?”
The Captain.
“The Captain Who?”
The Captain who wants to get back into the cockpit:
n I left the cockpit for a minute, and on trying to reenter,
I found the doorknob to be completely freewheeling,
with or without a key. The door simply
could not be opened from either side. The Flight
Engineer attempted to kick open the door, but to no
avail. For almost an hour, until just prior to landing,
several passengers and I were engaged in attempting to
open the door with everything available to us—pocket
knives, nail files, small screwdrivers. The alternative
was to have the FE use the fire axe to chop down the
entire door, causing potential panic to many of our
passengers. In light of the heavy experience level of
both the co-pilot and the flight engineer, I elected to
leave the door intact. A safe landing was accomplished
with two well-qualified crew members at the controls.
The reporter doesn’t say how the co-pilot and flight
engineer ever escaped from the flight deck.
Knock, Knock
An air carrier crew, flying a four-engine, non-glasscockpit
“quadrasaurus,” encountered some difficulty
dealing with their vintage navigational equipment:
n Our flight was originally cleared to expect to cross 25
miles southwest of XYZ VOR at 8,000 feet. The Controller
said he needed us to proceed direct to ABC intersection
and cross that at 8,000 feet, then direct to XYZ VOR. By
the time we had programmed our INS and VORs to
display this position, we had already passed it. We
advised ATC that we would be unable to make the
crossing altitude. We were descending at maximum rate
with speed brakes.
The clearance he gave us to go direct ABC was an
impossible one for us to make considering our altitude
and proximity to the fix. Also, we do not have the capacity
to go direct to a point unless we enter it into our INS,
which, after an ocean crossing, is not accurate enough for
a terminal environment. A glass cockpit aircraft might
have this immediate capability, but our vintage
equipment does not!
Planning ahead for over-land navigation may include
having charts available for quickly dialing in likely
VOR/DME frequencies on multiple VOR receivers.
Our next reporter, an A320 First Officer, points out that
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
CALL BACK 1(63)
