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
A call was received by our employer from the United
States Secret Service, advising that they believed our
aircraft to have violated [prohibited area] P-56, north
of DCA. The Captain and I were interviewed by the
Secret Service.
Upon further reflection and review of the DCA ATIS
at the time, a strong wind from the west may have
been a contributing factor.
A Roast, But No Picnic
FAR 91.103 requires pilots to familiarize themselves with
all available information about their flights. Our next
reporter used several means to familiarize himself, but
neglected a basic one—a current sectional chart.
n Before my flight, I checked NOTAMs which indicated a
change of identifier, but no frequency change. I took the
frequency from a sectional which was expired. I had a
new sectional chart with me, but failed to check the
frequency. I also checked the airport guide, but it was
apparently not up to date. So basically I arrived in Class
D airspace with an outdated frequency.
I got no response from Tower, which I did not consider
strange, because on my last visit on a weekend evening, the
Tower was not occupied. There was no traffic in the air
and I proceeded as if in uncontrolled airspace…reporting
my position in the pattern, however on the wrong
frequency. After I parked, I was summoned to the Tower,
where the Controller roasted me.
Pilots need to review up-to-date publications to confirm
frequencies, traffic patterns, and other relevant airport
information.
An airport that normally has an
operating Control Tower becomes
an uncontrolled airport when the
Tower closes for the night. Pilots
then use the Tower frequency as a
Common Traffic Advisory Frequency (CTAF). At least
some pilots do. An air carrier Captain reports:
n We transmitted our intentions on CTAF and proceeded
to Runway 20. During taxi, we heard no other radio calls.
We announced on CTAF that we were taxiing onto Runway
20. We had still heard no calls from any other aircraft. I
was about to advance the throttles, when to our total
astonishment, we saw a light aircraft lifting off, coming
straight at us on Runway 2. Due to the lay of the land, we
were unable to see him until he lifted off. He flew overhead
and finally broke the silence by announcing that he was
turning downwind. After he was well clear, we departed
uneventfully. It was just luck and fortunate timing that
we did not meet head-on at high speed at mid-field.
The preceding reports emphasize the importance of
vigilance and radio communications at uncontrolled fields.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
April 1998 Report Intake
Air Carrier Pilots 2071
General Aviation Pilots 719
Controllers 82
Cabin/Mechanics/Military/Other 97
TOTAL 2969
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 228 June 1998
Canadair CA-RJ asymmetric wing flap failure
ATR-42 loss of cabin pressure due to inflight electrical failure
Malfunction of both fuel tank check valves on a BA-31
Excessive rubber build-up on a Tennessee airport runway
Continuing confusion over a rewritten New Jersey SID
Carbon Monoxide Alert
Most pilots are aware that carbon monoxide (CO) is a
colorless, odorless and tasteless gas contained in exhaust
fumes. It is also a common by-product of chemical reactions
which can occur upon heating of many petroleum products
and silicone-based synthetic lubricants used as aircraft oils
and hydraulic fluids.
The carbon monoxide level in blood is measured through a
specific blood-gas method and is reported as a percentage.
The normal level of carbon monoxide produced by the body's
metabolism is from 0.4-0.7%, but heavy smokers can have
much higher levels. Elevated levels of carbon monoxide in
the bloodstream can create the effects of hypoxia (oxygen
deficiency). Here is one air carrier crew’s experience with
CO:
n An electrical/hot plastic smell was noticed in the cabin,
and the Flight Attendants reported feeling ill. Maintenance
could not find any source of the odor. We started boarding
passengers, but boarding was suspended when the odor
returned. The Flight Attendants later went to the
hospital…they had carbon monoxide levels of [up to] 1.2 [%].
Later that evening, the First Officer and I were tested for
carbon monoxide and had levels of 0.5 [%] and 0.6 [%].
Several hydraulic leaks were discovered in the engine thrust
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