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
turbulence is unpredictable, the controller is not
responsible for predicting its existence or effect.
When any doubt exists about maintaining safe separation
distances between aircraft during approaches, pilots
should ask the Tower controller for updates on separation
distance and aircraft ground speed.
As the Prop Turns
A Cessna pilot influenced by “get-home-itis” ignored obvious
signs during a run-up and takeoff that all was not right with
the prop control.
On run-up prior to takeoff, propeller control was binding
but seemed to work normally when forced into position. [I]
departed Runway 24. On takeoff, power seemed deficient. I
checked oil pressure, temperature and airspeed; all looked
normal so I continued. Once in the air I spotted low RPM,
approximately 2100, and a low rate of climb. I declared an
emergency to Tower, [who] cleared me to land on any runway.
I made a gentle bank turn to land successfully on Runway 33.
On the ground I found that although the prop control was
pushed full forward, it had actually stopped while still
partially out. The mechanic found a binding propeller control
cable… [I] should have rejected the takeoff while still on the
runway. I…was influenced by “get-home-itis.”
Procedures not recommended: Use of
force on a cockpit control, and ignoring
a low RPM setting during takeoff.
Propped to a Stop
A General Aviation pilot landed at an airport in the early
evening to refuel his airplane on a cross-country flight. All
proceeded normally until it was time to restart the engine.
After paying for the fuel I made a walk-around inspection
of my airplane, then buckled back into the pilot seat. When I
engaged the starter, I heard only the “whirring” sound of the
starter; the propeller did not turn… I turned off the power,
exited and walked to the front of the plane to investigate
further... I decided to move the propeller a bit, thinking that
might reengage the gears. As I started to move the propeller,
the engine started. I immediately jumped away, landing on
my right hand and both knees. As I got up, I could see the
airplane start to move. Shocked and hoping to stop the
aircraft, I ran towards the pilot’s side door, but was unable to
catch [the airplane] before it accelerated away from me. The
plane moved approximately 150 feet toward a fence, where it
was stopped when it impacted a truck parked [there]… Except
for some scrapes to my hand and knees, no one was injured
in the incident.
I was informed that although my airplane was substantially
damaged, this incident did not meet the definition of an
“aircraft accident” as defined in NTSB 830…
Most hand-propping accidents occur either because an
airplane is left unattended, or because an unqualified
person is at the controls. Pilots who undertake this
procedure should always assume that the propeller is “hot”
(will start of its own volition) and have a qualified, fully
briefed person at the controls. The FAA also recommends
that prior to start-up, the aircraft rotating beacon or strobe
should be turned on to alert persons nearby that the
propeller will be set in motion.
Sensory Overload
An air carrier Captain recently filed this report with
ASRS describing “electronic sensory saturation during
a critical phase of flight.”
Descending through 7,000 feet, on radar vectors for
the ILS Runway 24L, our flight warning computer
generated the level III alert, “Landing gear not down.”
We were well above the alert envelope and above landing
gear operating speed. Right away, I noticed the left seat
radar altimeter was reading zero feet. This erroneous
input was generating the alert. On the Fokker 70 you
cannot silence the landing gear warning without
lowering the wheels. We were cleared to 3,000 feet and
given a heading for a radar base leg, still above landing
gear operating speed… Since the right seat radar
altimeter was indicating properly, we attempted to
switch the flight director to the First Officer side.
As the descent continued, the flight warning computer
added the aural warning, “Too low gear.” About this
time we were given a heading to intercept the ILS final
while still descending to 3,000 feet… It was at this time
the TCAS added, “Traffic, Traffic!” As I was looking for
the traffic I had to compete with a continuous level III
alert chime, “Too low gear” aural alert and now the
aural TCAS traffic alert. Again, none of these warnings
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