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
review of cold weather operations and procedures. A high
absorption rate of the towering accumulation of lessons
learned could prevent an avalanche of reports at ASRS.
said, “You probably know this, but I’m getting an altitude
alert...” We briefed the approach and knew we were going
to have to find the runway regardless of the weather... We
saw the approach lights at about 400 feet AGL, almost 500
feet below the localizer approach minimums. We landed
without incident (with two inches of ice). The approach
and tower controllers were extremely helpful.
Causes: We took off into forecast icing conditions… I
thought if we could get up high enough (10,000 feet) we
could fly over the icing layer…
Even a very thin layer of ice on the leading edge and
upper wing surfaces can cause a dramatic loss of lift and
increase in drag. With two inches of ice, these pilots were
lucky to be near an airport.
And the following report details the pilot’s view of the
same incident:
…Aircraft was in cruise flight at FL350 with airfoil
and engine anti-ice on. [We were] in IMC deviating to the
east of thunderstorms. Aircraft speed increased initially
from .76 to .78 Mach, then deteriorated to .69 Mach.
Performance did not increase so we immediately
descended to a lower altitude to regain speed and aircraft
control. There was no time to request and receive clearance
for the altitude change. I believe we must have flown into
relatively warm, moist air blowing off the top of a storm to
our left, causing marked deterioration in aircraft
performance.
It appears that the aircraft may have been operating at, or
close to, its performance limit altitude for the thrust
available and that the encounter with the effects of the
thunderstorm resulted in the inability to maintain
altitude.
The Ice Review – Act II
While airborne incidents may involve more drama, a
snow-covered airport can be a stage for a medley of errors.
Exit Stage Right
The MD-80 Captain in this report stepped in on cue, but
even with the help of a proficient understudy, couldn’t
save the scene.
The ATIS indicated braking was good… Light snow
was [also reported] and [was] encountered on the
approach, [but] was not present upon landing. After my
landing, we transferred controls at 60 knots and the
Captain started to taxi…He then called out that he
couldn’t turn the aircraft. I looked up and saw we were
sliding. I joined him on the brakes as he put the power
levers in full reverse. Both of these inputs, along with tiller
inputs, came to no effect. Our nosewheel and right main
gear went onto the grass…
Exit Stage Left
The B737 Captain who submitted this report was all set
for ice and snow, but oil and rain stole the show.
…It had been raining lightly for about one hour. I was
cleared for takeoff…[and] …taxied onto the runway with
slightly more than minimum power… As I reached the
centerline and turned the nosewheel handle there was no
response. The aircraft continued at a 45-degree angle
toward the edge of the runway. I applied max braking and
could feel the aircraft skidding as the anti-skid operated.
The aircraft continued traveling toward the left side of the
runway, and I applied reverse thrust to the engines. The
aircraft was skidding and shuddering, but stopped on the
runway approximately 10-15 feet from the edge…
The rain, in combination with oils from the asphalt and
tire rubber made a normal taxi onto the runway for takeoff
a very slippery situation. It has made me very wary of all
wet runway and taxiway evolutions. During the winter I
tend to focus on snow and ice, but this situation…could
put you off a runway or taxiway when you are not
expecting to slip.
When the wings aren’t “working” airplanes have to be
“driven” on runways and taxiways. Anyone who has lost
control of a car on an icy road knows the helpless feeling
when the vehicle doesn’t respond to steering inputs. But
imagine the emotions these two maintenance technicians
experienced when they lost control of a large, turbojet
aircraft. One of them describes the “impact” of coldweather
taxi operations in his report to ASRS.
I was assigned to taxi an aircraft with another
technician. We were to taxi…from the gate to a company
hangar. My partner (the other technician) took the left
seat while I took right… We pushed out from the gate and
started engines. I got clearance from the ramp [controller]
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