曝光台 注意防骗
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■ An emergency escape slide was received in the slide
shop with the firing cable still connected to the pull tab,
that is, in the armed mode.
■ Emergency slide, serial number xxxxx, was delivered
to maintenance for repair. The firing cable attached to the
pull handle was in the firing position. The valve safety pin
was not installed.
Even when they are removed from the aircraft, escape
slides can continue to present a hazard.
Self-inflating escape slides
are a valuable asset to the
safe and efficient
evacuation of commercial
aircraft. However, as the
following reports show,
escape slides can cause
embarrassing delays and
have the potential to cause
severe injury.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 303 December 2004
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
ASRS Recently Issued Alerts On…
More Weather Reports
I planned to head south along the shoreline and then
continue northwest...then direct Bethel. I departed as
planned and flew about 23 miles south. Low clouds
blocked the valley I’d planned to follow... but the next one
south was open. I proceeded into this valley at
approximately 800 feet MSL with three miles visibility. I
continued to the end of this valley where, due to lower
ceilings and visibility, I decided to turn back.... I traveled
back about three miles to a point where I did not want to
continue due to low weather conditions. I again reversed
course and began looking for an alternate route. I found
an open pass leading to the north and proceeded into it. At
first this pass looked good. As I continued in further, the
turbulence began to increase and the ceiling began to
lower. I had not gone far when I could see that I would not
be able to continue. At this point I was having trouble
controlling the aircraft due to the turbulence caused by the
gusty winds out of the east. I made the decision to turn
around and head out of the pass.... Due to rising terrain
and lowered ceilings, I was now at 200-300 feet AGL. I
was struggling to maintain control of the aircraft. My
attention was being divided between looking outside and
at the instrument panel. I was looking outside to maintain
clearance from the terrain and to try and navigate, but I
was becoming very disoriented as the plane pitched and
rolled and went in and out of the clouds. I had very few
visual clues and the sloping terrain was making it very
difficult to gain a horizon reference. Basically, I was
looking outside to maintain terrain clearance and using
the instruments to maintain control of the aircraft. I
decided that at this point my safest option was to climb
above the terrain and head directly back to [departure
airport]. I turned, added full power and climbed quickly,
leveling off at 3,200 feet MSL. This altitude gave me 1,000
feet of terrain clearance. I then began navigating on
instruments.
Since this occurrence, I have advised my fellow company
pilots to only travel established routes or not go at all
when the weather is questionable.
Continuing the discussion of winter weather
hazards from the previous issue of Callback,
the following reports offer more
insight into the risks of
attempting to fly VFR in IMC.
Most of these reports were
submitted by pilots flying in
Alaska, but the lessons
apply everywhere.
Flying into a valley under a low overcast is tempting fate.
If the weather deteriorates, the only VFR escape may be a
180-degree turn. As this C207 pilot learned, one turn may
lead to another, and another, and...
Under the Weather II
This PA32 pilot did a commendable job of getting on the
ground under difficult circumstances. The decision to
enter and continue up a canyon in the face of
deteriorating weather, however, could easily have resulted
in something worse than a minor runway excursion.
...I was able to maintain 5,500 feet MSL until about 40
miles from ZZZ. Lowering clouds took me into the Yukon
River canyon, where I maintained a VFR altitude of 1,500
feet MSL. The ceiling was still about 2,500 feet, with 15-20
miles visibility. Outside air temp was steady at about -10
degrees centigrade. Due to the lower cruise altitude and
being in a canyon, my normal attempts to monitor the
ASOS (Automated Surface Observing System) were
unsuccessful. As I got to within five miles of the airport,
the weather deteriorated with visibility dropping to just
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