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 flight instructor learned that use of a checklist by a
student during preflight is no guarantee that fuel
quantity has been properly verified.
Returning from training flight with student.
Approximately 5-7 nm northeast of downtown [airport],
the engine lost power and then surged several times. The
fuel gauges appeared to be at or near empty. The plane
was headed into a 20+ knot headwind. Making it to [the
airport] seemed doubtful at best. [I] decided to look for a
safe landing area. The nearest and only one was a
farmer’s hay field. I notified the Tower of my intention
and landed safely. I taxied to the highest spot in the
center of the field, notified the Tower and remained in
radio contact until another aircraft reported us to the
Tower. The engine did not stop running until shut down
on the ground…
Before the flight, I observed the student using the
checklist to conduct the pre-flight. He said everything
was “ok” and ready to go. On run-up before takeoff, I
casually observed the fuel gauges as below one-half full.
The procedure followed by the company is to not
completely fill the tanks due to the danger of overgross
weight problems. The student who conducted the
preflight told the Chief Pilot that he felt fuel in the tanks
when he stuck his finger in the fill tube. The lack of
definite measurement, strong headwinds, and not adding
some fuel made this incident take the course it did.
As everyone learns in Aviation 101, any attempt to
stretch fuel is guaranteed to increase headwinds. This
student and instructor demonstrated lack of safety
teamwork. The fuel quantity was not double-checked on
preflight by the instructor. Both pilots ignored the low
fuel reading on run-up and failed to consider the fuel
implications of flying into strong headwinds. Finally,
the fuel burn during flight was not adequately
monitored. Ultimately, the instructor must take
responsibility for the aircraft’s off-field landing.
FUEL
Braving “The Wave”
Mountain wave conditions occur when air
blowing across the upwind side of a
mountain range (generally the western
side) creates an updraft that is
transformed into a turbulent downdraft
as the air passes the crest of the ridge.
The downdrafts encountered during
“wave” conditions can easily exceed the
climb capability of aircraft, and are often
accompanied by severe turbulence. In the Western U.S.,
wave conditions often extend hundreds of miles downwind
of a mountain range.
Mountain waves can affect any aircraft and create a
situation where aircraft and pilots are “along for the ride.”
More from this A320 Captain’s report to ASRS:
Cruising at FL390, Mach .78, [we] encountered a severe
mountain wave that resulted in an overspeed [warning].
Autopilot disconnected, the aircraft pitched up and climbed
to FL394. The First Officer retarded the throttles to idle. As
the aircraft continued to climb, I extended speed brakes and
applied forward stick pressure. The aircraft then pitched
down and descended at a very rapid rate. I used the aft
stick to recover from the descent, TOGA lock engaged and
recovered at about FL375. [We] notified ATC, checked with
the Flight Attendants regarding the condition of the cabin,
consulted with Dispatch, and continued to destination. No
passenger injuries were reported.
Advising ATC of mountain wave strength and altitude
deviations that result, as this crew did, helps controllers
manage traffic and alert other pilots to the dangerous
conditions.
A “flatlander” pilot from the Midwest
discovered that being caught in a
mountain wave downdraft at night
leaves little margin for error.
I was cruising at 9,000 feet MSL.
My destination was [airport in
Southwestern U.S.] and I was on an
IFR flight plan. While conducting my
scan, I noticed that my altitude had dropped about 150 feet.
I pitched up to correct this and noticed a continuing drop. I
added power and pitched for best rate [of climb], then best
angle, attempting to arrest the descent. Finally, I began to
climb again after a loss of approximately 700 feet.
As the MEA northeast bound on this airway is 9,000 feet, I
knew that I did not have a large margin for error, so my
main concern was in trying to correct the problem. The
controller asked about my altitude, and I replied that
I…had been caught in a downdraft.
I am from the Midwest and have had no prior experience in
mountain flying.
A pilot’s first experience of flying over mountainous
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