曝光台 注意防骗
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DRVSM has begun, rest assured that talking to the
controller will be the first step should this or a similar
problem with altitude occur.
I thought I should submit this report since it may help
another crew in the future, especially since altitude
deviations are now an even more critical event with
DRVSM in effect. I know I am doubling my attention to
altitude now.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 306 March 2005
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 Alerts Issued in February 2005 February 2005 Report Intake
Second Annual Award Winning Lessons
One of the purposes of
Callback is to provide the
opportunity to learn from
the experiences of other
aviation professionals.
While “learning
experience” generally has a
negative connotation, not all ASRS reports deal
with errors. Many offer a chance to learn from
situations in which everything was done right. In
the following incidents, various abnormal
situations were handled with a high degree of
professionalism and skill. These reports were
selected as the best examples among recent
incidents that document the value of
communication, teamwork, and training when
things go wrong.
And the Winners Are...
Best Performance by a Cast and Crew in a
Short Drama
Although the heroes subdued a snorting, lurching,
fire breathing monster in the first scene, there was
still plenty of well-coordinated action and effective
dialogue to come in this short thriller.
■ We made a normal takeoff. Right after raising the gear,
we heard a “snort” and lurched to the left. The left EGT
redlined and thrust was gone. The First Officer
maintained excellent control. Tower reported that we were
trailing fire and smoke. We worked the initial items and
declared an emergency. We swapped control and the First
Officer worked the checklist. The flight attendants were
told to prepare for evacuation on the right side. We made a
quick turn to land on the departure runway since visibility
was good and the winds were light. The First Officer got
the engine secured per the checklist and we touched down
a moment later. We told the flight attendants to wait on
evacuation as the cabin was not contaminated. The fire
crew quickly inspected the engine and reported it secure.
We concurred with him that evacuation was not required.
After informing the flight attendants and making a PA to
the passengers, we taxied to gate.... Blowers were
immediately established at the gate and the brakes were
cooled quickly. Communication among all crewmembers
was excellent. With the evidence from the tower, flight
attendants, and cockpit instruments, we operated under
the assumption that we might have a sustained fire and
could possibly get smoke in the cabin. With that, I decided
to minimize flying time and take advantage of the
favorable conditions to make a rapid return to the field
with an evacuation as a real possibility. Having the fire
chief there quickly really helped make the vital evacuation
decision. I had direct radio contact with him on tower
frequency. I felt that I had excellent support from all
authorities and services, and an exemplary performance
from my crew, especially given the very short time they had
to get things done. We were airborne just seven minutes.
Best Solo Performance - Sports Theme
When your engine is shaking and shedding parts,
it’s time to do what this C182 pilot did: start looking
for that “Field of Dreams.” Despite a high and fast
delivery, he managed to turn in a winning
performance.
■ I was completing a climb to about 2,500 feet AGL when
there was a sudden loss of power and severe vibration. I
reduced power to control the vibration, communicated on
the Unicom frequency that I was losing power and
intended to make an emergency landing in a field, and
began to set up for the landing. Several good fields were
nearby, so gliding range was not an issue. Because of the
distractions of communication (responding to several
inquiries to confirm position) and the vibration, I did not
monitor airspeed as closely as I should have, and turned
final to my chosen field early in an effort not to be short....
I realized I was too high (and probably too fast) and with
trees at the far end, I elected to turn (approximately 150
degrees) into an adjacent field. Fortunately, I had
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