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
catch a time-pressure error before it occurs.
A summary of ASRS research into the Hurry-Up
Syndrome is provided in ASRS Directline Issue
Number 5, and is available on the ASRS web site
at the following link: http://asrs.arc.nasa.gov/
directline_issues/dl5_hurry.htm.
Hurry-Up in the Cabin
A flight attendant rushing to set up the galley overlooked a
key duty – causing the aircraft to return to the departure
airport.
■ ...I felt rushed to get the galley in First Class set up.
When it was near time for the entry door [to be] closed,
I was rushing to put everything away and securing the
galley for takeoff. I didn’t hear the command to arm the
doors for departure...When we reached a certain altitude,
the Captain called the purser to notify her that a warning
light indicated that door 1R was not closed properly. We
looked at the door and then realized that the door was not
armed. We tried arming the door but couldn’t. The Captain
then descended and proceeded
to burn fuel for landing...When
we got to a lower altitude,
the purser got a call from
the Captain saying that the
warning light had gone out and
we tried arming the door again.
This time we were able to do
so. We landed...safely and the
mechanics I spoke to determined
that the door was not closed
properly. They inspected the
door, we refueled and left.
Hurry-Up in the Cockpit
A B757 Captain suffered embarrassing consequences from
a hung start – and acknowledged that rushing may have
contributed to the incident.
■ ...The First Officer mentioned that he had a tight
connection...to catch the last flight to his home. I normally
do not let myself become rushed, but this may have been
a contributing factor. We completed the preflight and
pushed back from the gate. After receiving clearance,
I asked the First Officer to start both engines. The left
engine was started normally, and he asked if I wanted to
start the right. I said yes, that it would be a short taxi. As
he was in the process of starting the right engine, I was
communicating with the pushback crew. With everything
done, I received a salute and release from guidance. Then,
and I don’t know why, I glanced at the engine instruments
and believing the right engine was stable, shut down
the APU. The engine was not fully started and we got a
hung start. The First Officer took out the QRC and we
agreed that the engine should be shut down. Maximum
temperature was about 350 degrees, way below max startup
temperature. Up to now, no harm, no foul. As the engine
was spooling down, the First Officer asked if we should
motor the engine to keep the temperature coming down. The
right answer was, ‘What does the QRC say?’ My answer
was ‘OK.’ The First Officer opens the bleed valve and it did
not take us long to realize we sheared the starter shaft. My
heart just sank. Never done something that dumb in 35
years of flying big airplanes.
Shutting down the APU...was a recoverable error. All we
needed to do was complete the ‘abnormal engine start’ QRC!...
Lessons learned: always, always, always use the checklist.
Rushing to get airborne on a mercy mission tripped up this
BE100 pilot.
■ It was an early morning departure to pick up human
organs. In a rush to get airborne, I overlooked the correct
altimeter setting...The correct altimeter setting was 30.73
inches. The previous crew brought the aircraft in when the
altimeter setting was 29.71 inches. In my pre-dawn haste,
I simply adjusted the altimeter up .02 inches thinking I
had set 30.73 inches. The altimeter was set at 29.73 inches.
Leveling at 15,000 feet, [the] Center controller asked me to
verify altitude. I replied ‘level 15,000 feet, confirm 29.73
inches.’ He replied with 30.73 inches and indicated my
altitude was 15,800 feet. I immediately reset the altimeter
and leveled at 15,000 feet...
This event was influenced by my very early and short notice
departure...I simply allowed myself to be rushed and have
the mistake to prove it. This event goes against the very
grain of a basic verification of flight instruments prior
to departure. In the future, I will not allow myself to be
rushed. It is a great example of how getting away from the
basics causes bigger problems in the short term. I will also
remember that no one can rush you but yourself!
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/
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
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