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
normal and the plane appeared to fly normally. The flight
attendants called and asked about the disturbance. We
asked if they had just moved a beverage cart as the sound
was similar to rough handling of a beverage cart. They
said they had not. With everything appearing normal, we
assumed it was shifting cargo or a pocket of turbulence.
The First Officer made a PA and told the passengers the
disturbance was turbulence. The flight continued on with
an uneventful descent, approach, landing, and taxi in to the
gate. Before the First Officer could do a preflight for the next
flight, a non-revenue pilot told us she saw a piece of metal
torn on the slat. The First Officer and I went out to the right
wing and saw a vertical tear in the aluminum of the inboard
right slat. The damage was clean, with no bird debris...
Ground crew at the arrival station said the water service
panel was leaking and service valves were not properly
closed...On our preflight inspection, the potable water door
was secured and not leaking. There are no controls for
the potable water in the cockpit. The potable water door,
fuselage, and slat cannot be seen from the cockpit.
During a callback conversation with ASRS analysts, this
pilot stated that he believed the leaking water panel
developed an ice chunk that separated in cruise and struck
the slat, causing the vertical tear.
Number 349 January 2009
Back again, by popular request, is another
“interactive” issue of CALLBACK. In response
to suggestions that we make these issues more
interactive, you will fi nd several plausible answer
choices following each incident excerpt on the front
page. On the back page, you will fi nd the “rest of the
story” – the actions actually taken by reporters to
resolve their situations. Keep in mind that reporters’
actions may not always represent optimal safety
solutions, and that these incidents are intended to
foster further thought and discussion.
Situation #1: “I Was Quickly Running Out
of Options” (GA Pilot)
■ I received standard weather briefi ngs via DUATS for
my route...My interpretation was that it was to be a CAVU
day along my entire route...I called Approach and obtained
VFR fl ight following...I did not check the weather again
before departing. Approaching the mountains...at 8,500
feet MSL, I observed what appeared to be poor visibility
under the clouds...I informed ATC that I was climbing
to 10,500 feet MSL. When I reached that altitude...I
thought after I cleared a ‘line of clouds’ I would be able to
descend. However, it became apparent that the overcast
was somewhat widespread, the tops continued to rise, and
I soon found myself climbing to 12,500 feet...I was wary of
climbing higher, given the oxygen requirements, which I
was aware of [and] I was concerned about possible effects
of hypoxia...However, the cloud tops continued to rise, and
I continued to climb to 14,000 feet...I was approaching the
service ceiling of my aircraft and thus quickly running out
of options to avoid the clouds....
What would you have done?
• Turn back towards the departure airport
• Confess the dilemma to ATC
• Declare an emergency
• ? ? ?
Situation #2: “We Simultaneously
Received Two Calls” (Air Carrier Flight Crew)
■ As we were holding short of Runway 7L and #1 for
takeoff, we simultaneously received 2 calls: one from the aft
fl ight attendant stating that a passenger had just gotten up
and was going to the lavatory, and a second from the Tower
clearing us into position and hold Runway 7L. I was off of
Com #1 and speaking with the fl ight attendant while the
Captain was communicating with the Tower....
A Monthly Safety Bulletin from
The Offi ce of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
November 2008 Report Intake
Air Carrier/Air Taxi Pilots 2490
General Aviation Pilots 763
Controllers 39
Cabin/Mechanics/Military/Other 299
TOTAL 3591
ASRS Alerts Issued in November 2008
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 8
Airport facility or procedure 4
Chart, Publication, or Nav Database 1
Company policy 1
Total 14
What would you have done?
• Explain the problem to ATC and move the aircraft to a
holding area
• Delay accepting the takeoff clearance until the
passenger could be seated
• Accept the takeoff clearance and taxi very slowly into
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
CALL BACK 3(52)
