曝光台 注意防骗
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more commonplace. Better training is in order.
Sandwiched
Unable to coordinate with ATC, this B767 crew initiated
lateral separation to get out of a turbulent situation.
Two-thirds of the way across the North Atlantic,
westbound, we began hearing aircraft-to-aircraft reports
of moderate to severe turbulence at all altitudes
approximately 200 miles ahead of our position. These
reports were coming from all the tracks. HF radio
communication was unavailable.... As we neared the
North American coast, intermittent VHF communication
started, however the frequency was swamped with position
reports. No flights requesting altitude or flight plan
changes were being cleared. It became obvious that we
could not avoid the area of turbulence ahead vertically or
laterally and, of course, we had insufficient fuel to return
anywhere eastbound. We prepared the passengers, flight
attendants, and cabin for moderate or greater turbulence
and slowed our speed.
An aircraft on our track, 2,000 feet above, slowed more
than us and we gradually flew beneath him. An aircraft
on our track 1,000 feet below rapidly gained and flew
beneath us.... Approximately 60 miles east of the area of
reported moderate to severe turbulence, we encountered
severe turbulence at FL340. The nose pitched up followed
by a 30-degree left roll. Then the nose fell and the stick-
RVSM Incidents shaker was accompanied by buffeting. At this time we
received a TCAS Resolution Alert “Climb.” Altitude varied
from 34,100 to 33,600 feet. The aircraft 2,000 feet above us
was approximately three-quarters of a mile ahead,
however the aircraft 1,000 feet below was directly beneath
us on the TCAS. Recovery to a climb to 34,000 feet and roll
correction right was made and we immediately broke out
right of track to exit this sandwich.
Altitude Creep
This crew was conscientious about their altitude, but an
error caused by an altimeter malfunction still managed to
creep up on them. The reporter’s remarks regarding
DRVSM are worth noting.
Climbing through transition and resetting the
altimeters to 29.92", the First Officer and I cross-checked
the altimeters to find that they were within tolerance. We
continued the climb to FL330 using autopilot “A” which
derives its information from the Captain’s equipment.
Leveling at FL330, we again cross-checked the altimeters.
Mine read 33,000 and the First Officer’s read 33,160 feet.
The standby altimeter read 33,140 feet. The First Officer’s
altimeter was reading slightly higher than normal, but the
standby altimeter reading was normal (usually 150 feet
high). The altimeters were within tolerance and there was
no cause for alarm. Since the Captain’s altimeter and the
standby altimeters were reading their “normal” split, we
agreed that the Captain’s was most likely the closest to
correct information and we kept autopilot “A” engaged.
After about 15 minutes, I cross-checked the altimeters
again. This time the Captain’s and the standby altimeters
were unchanged, but the First Officer’s altimeter was now
reading 33,200 feet.... An onboard mechanic...deduced the
same as the First Officer and I, that since the Captain’s
and the Standby altimeter showed their normal split, that
information was most likely correct. We continued on
autopilot “A” with the Captain’s altimeter continuing to
read 33,000 feet.
The First Officer’s altimeter continued to slowly creep to
33,240. We were then advised by ATC that they were
showing our aircraft at 33,300 feet. We knew then that the
Captain’s altimeter was the culprit and descended to
FL330 using the First Officer’s altimeter. The altitude alert
that warns pilots when they have wandered 300 feet from
their chosen altitude did not activate. There were no traffic
conflicts. We continued the flight with the altitude based
on the First Officer’s altimeter without incident.
On the ground...the mechanic tested the air data
computers and found both to be operating normally. He
then cleaned all the cannon plugs in the altimeter system
and the altimeters then agreed identically. For [the next
leg], the altimeters agreed with less than 10 feet difference.
.... The Captain’s altimeter had been slowly descending
and the autopilot, in response, was ever so slowly climbing
to maintain FL330. We didn’t catch it. Looking back, I
should have immediately queried the Center controller as
to what he was showing on his screen and now that
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