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
of the aircraft. When I returned the aircraft to the FBO
where I had rented it they decided to send the prop off for
balancing. They also removed the engine and sent it off for
a mandatory tear-down and inspection. My biggest regret
from this incident is that I allowed myself to explore and
attempt less and less suitable landing areas to the point
where I finally damaged a very nice airplane. At some
point I should have set a limit for myself and not have
landed a $100,000 airplane on the beach for fun. Taking
off with a damaged engine and prop was also poor
judgment.
Situation #3: “I can make this.”
I didn’t take the bait. I set TOGA (Takeoff and Go Around)
power and performed a go-around at 500 feet. ATC
vectored us back for a normal landing. This situation
showed me how easy it is to continue with an unstable
approach because, when you begin to catch up with the
situation, you encourage yourself to continue further and
further down that unstable path which can lead to an
unstable landing...or worse. I kept myself from completely
falling into the trap by mentally preparing for the goaround
ahead of time and not committing to the landing
until stable approach parameters were met. I also believe
that we sometimes accept instructions from ATC that may
be difficult to perform because we don’t want to cause a
problem or look like we aren’t good enough to handle the
situation.
Situation #4: “The Cessna was between him
and the airport.”
I declared an emergency for the Mooney as I felt time and
distance were becoming critical. I descended him and it all
worked out fine in the end. But the aircraft should have
either indicated he was OK with being maneuvered at
altitude for the traffic, or taken his own decision to
descend. I felt trapped by the rules. The pilot should have
been more forceful if he needed lower or been more explicit
that he could wait for the traffic.
Yes, a controller can declare an emergency for the pilot.
And speaking of pilots’ reluctance to use the “E” word,
that will be the subject of an upcoming issue of
CALLBACK.
Situation #2: “A decision had to be made.”
I continued toward ZZZ.... Conditions remained Marginal
VFR until 30-40 miles south of ZZZ. The weather rapidly
deteriorated and I had to be vectored around a
thunderstorm. I knew at this point that I had made a
wrong decision. I was now risking my life and was
wishing I had landed at YYY.... After discussion with
Approach Control at ZZZ and with fuel becoming a
consideration, I was vectored to an ILS approach at ZZZ.
With the help of an experienced pilot giving direction, a
safe landing was made.
I have been flying for a number of years. I learned a
valuable lesson on how fast weather can close in; how
stupid it is to “assume” that the weather will clear. I used
very poor judgment and made a decision I feel was
influenced by the fact that I had a commercial plane to
catch....
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
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/
June 2005 Report Intake
Air Carrier / Air Taxi Pilots 2509
General Aviation Pilots 768
Controllers 59
Cabin/Mechanics/Military/Other 166
TOTAL 3502
Number 310 July 2005
ASRS Alerts Issued in June 2005
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 10
Airport facility or procedure 5
ATC procedure or equipment 3
Chart, Publication, or Nav Database 2
Maintenance procedure 4
Total 24
This airline Captain related how an aircraft system
problem was handled in a professional manner and without
declaring an emergency. Reporting on the same incident,
the First Officer expressed concern that an emergency was
not declared.
There was no report from ATC, but it would have been
interesting to have the controller’s perspective on the
situation. Apparently, there was some confusion and we
can assume that the controller would agree that if a
situation warrants calling out the airport’s emergency
equipment then it warrants declaring an emergency.
According to the FAA’s Pilot/Controller Glossary, an
Emergency is “a distress or an urgency condition.”
The Glossary defines distress as “a condition of
being threatened by serious and/or imminent
danger and requiring immediate assistance.”
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