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
calm, on course, and in level flight. They vectored me to an
airport where I found a hole in the fog and landed safely. I
was very shook up at what had happened because of my
poor decision not to turn back sooner. I felt like I was
within seconds of losing my life.... I’ve heard and read
stories of what can happen and how fast. To experience it
was a valuable lesson....
“That’s not very much ice.”
Flying into icing conditions in a light aircraft with no
anti-icing or deicing capability is a gamble. It is a bit like
betting your life on one pull of a slot machine lever - there
is only a slight chance that you’ll win.
■ I obtained a weather briefing two hours before the
flight. The forecast was clear, One hour [from destination]
the skies became cloudy.... [I] called ATC, received an IFR
clearance, and climbed to 9,000 feet in the clear.... I entered
clouds about 25 miles from [destination] VOR. I started
picking up ice, but did not react. I looked out and thought,
“That’s not very much ice.” The airplane started to slow
down and I could not maintain altitude. I realized I was
close to a stall...and the aircraft was handling poorly. I
finally advised ATC about the ice and not being able to
maintain altitude. ATC gave me a turn toward lower
terrain and also toward an airport. The airplane
continued to descend. [I] broke out of the clouds and ATC
vectored me to the airport. I landed without incident. I
could not have flown even a few miles farther. What strikes
me is that I continued to fly into danger, hoping I could
complete the approach. It was in my head that I had to
follow ATC’s instructions and I waited for ATC to direct
me out. It was like I was lulled into taking no action. An
incoming airliner’s report of icing triggered me to report
icing on my aircraft.
“I am in the clouds and need help.”
A case of “get-homeitis” and an inadequate contingency
plan for avoiding flight into IMC combined to put this
pilot into a desperate situation. Once again, an Air Traffic
Controller’s assistance helped to prevent an accident.
■ Conditions were getting worse by the minute.... There
were scattered thunderstorms throughout the area. This
prompted me to hurry my preflight and departure. I was
also trying to get to a meeting scheduled for later that
afternoon.... I thought that if I could get about one mile
from the end of the runway, I could make the
determination of whether or not I would be able to make
the flight home. If conditions were not favorable to
continue, I would do a 90/270-degree turn back and land.
Immediately after takeoff (1/2 mile and 300 feet), I was in
the clouds. This was not what I had planned and fear and
panic set in. Next came spatial disorientation.
Unknowingly, I put the plane in a hard bank to the left
and a very steep climb. Nothing was making sense to me
and the next thing I remember was seeing...the VSI pegged
off scale (greater than 2000 foot per minute descent). I
broke through the clouds long enough to see the ground
coming up, which is a view I had never seen before and
hope never to see again.... I thought of how stupid I was to
get into this mess.... I pulled up hard. I remember doing
this several times in the next few minutes of trying to
stabilize the aircraft. The oscillations became less severe
as I regained control of the aircraft.... My mind was not
able to digest the tremendous amount of data it was
receiving and I was trying to hang on by a thread.... My
first [radio] transmission was, “[Approach] this is XXX
and I am in trouble. I am in the clouds and need help. I
need a vector to get out.” [Approach] responded by giving
me a squawk code and then a heading and altitude.... I
was able to climb, but my heading was all over the place.
[Approach] then said that I should be out of the clouds in
about three or four miles. About 20 seconds later, I saw an
opening to go down through the clouds and I took it.
As I look back, it was incredible how fast things went
bad.... Why did I ever take off with conditions as bad as
they were and getting worse? Why didn’t I listen to any of
the people I had talked with prior to takeoff that
recommended not going? I truly believe in safety first, yet
everything I did showed just the opposite.... I have learned
a great deal from this event and I hope that those who
choose to listen might learn from my story....
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