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
to FL450. Request denied, had weather approximately 60
miles ahead, so asked for 30 nm (right) of course. Was in
VMC, while deviating (right) of largest cells, entered IMC
at Mach .73, only occasional light turbulence in some frozen
precipitation. Started to notice rapid airspeed decrease,
advanced thrust to takeoff thrust, still airspeed decreasing
rapidly now to 150 KIAS, requested lower. ATC was very
busy, no reply from ATC, had no choice but to start descent as
a stall was ‘imminent.’ Co-Captain was able to notify ATC we
were in a descent to FL410, was able to maintain 150 KIAS
but not increasing in descent, had all (wing, engine) anti-ice
on prior to entering IMC, did not have tail de-ice on because
of boot temperature limit. Inside cell temperature rapidly...
[increased to] -20 degrees. At that point at FL410 manually
activated tail boots, maintained takeoff thrust to limit. Shortly
after, exited cell, and airspeed began slow increase back to
Mach .73 at climb power. Fifty or so miles more was able to
maintain Mach .73 with normal power settings.
ASRS Alerts Issued in September 2008
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 12
Airport facility or procedures 7
ATC procedures or equipment 7
Company policy 1
Total 27
General Aviation Weather Reports
347
“I Shoud Have Listened to My Gut”
A report from a Beech 55 pilot concluded that “no good deed
goes unpunished”—in this case, cancelling an IFR flight plan
prematurely to oblige ATC.
n …By the time I departed, my alternate was below legal
limits for an alternate. But calling FSS to correct the alternate
I thought was a losing proposition. I should have asked Center
to correct it during my departure. I got to my destination and
could easily see the runway from 2,300 feet, even though
there was an extensive layer of ground fog. I entered a left
downwind for Runway 22. I was communicating with Center
via relay with an air carrier. I was asked if I could cancel IFR
and agreed to cancel even though my gut said it would be
better not to. As I descended onto base leg, I lost sight of the
runway. I turned final and once again picked up the field, but I
was too high and fast to land, so I went around. I could again
easily see the runway on downwind, but once again lost sight
of the runway as I descended and turned base only to once
again pick up the field too late to land safely. I abandoned
my attempt to land. I climbed to 3,000 feet and headed to my
alternate…while attempting to contact Approach, Center,
or an aircraft for a relay. I finally contacted Approach after
several attempts and explained what had happened. They
cleared me to ZZZ and to expect the ILS Runway 04 approach.
They vectored me extensively due to traffic in the sector. In the
interim, the AWOS indicated worsening weather at ZZZ with
ceilings below minimums. Since I was flying under Part 91, I
elected to fly the approach to have a ‘look see’…I broke out at
minimums slightly to the west of the centerline, corrected, and
landed with a lot of room to spare. In retrospect, I should have
listened to my gut and not cancelled my IFR flight plan, even
though there was a perception on my part that I was doing
Center a favor by doing so. No good deed goes unpunished….
“I Lost Control of
the Plane”
In-flight encounters with
weather are not the only
concern that pilots must have.
Wind conditions at landing can
challenge a pilot’s best efforts to
maintain control. More from a
C172 pilot.
n Took off early in the morning…flew for about 4 hours and
heard pilots having windshear and gusty wind problems at
ZZZ. Searched for weather data for surrounding airports.
ZZZ had winds right down the runway and was best choice
for landing. Landed the airplane fine. When taxiing after
turning onto Taxiway D at the airport, the nose dropped
forward, the wind lifted my tail up and the airplane went left
wing down off the taxiway. I had the proper wind correction
in for a right quartering tailwind. I lost control of the plane
once it went off the taxiway over a patch of grass and onto
an adjacent service road. I was able to stop the plane on this
service road. The final wind check I received before landing
was [wind from] 290 degrees at 27 knots, gusting to 34 knots.
The ATIS recorded [wind from] 300 degrees at 27 knots,
gusting to 42 knots (unconfirmed). I feel I took all the proper
precautions to prevent losing control of the airplane, but wind
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