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
rain had frozen a couple of hours before and runways were left
untreated. I was able to bring the aircraft to a safe stop; however,
I could not taxi off the runway to the ramp area. Notified Approach
of the situation and was towed to ramp. There were no NOTAMS
issued, no information on ASOS, and no information from Approach
regarding the airport condition.
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/
December 2009 Report Intake
Air Carrier/Air Taxi Pilots 2982
General Aviation Pilots 776
Controllers 563
Cabin/Mechanics/Military/Other 385
TOTAL 4706
ASRS Alerts Issued in December 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 9
Airport facility or procedure 4
ATC equipment or procedures 4
TOTAL 17
Everyone who obtains a pilot’s license receives training in
how to recover from unusual attitudes—potential loss-ofcontrol
situations in which there is an excessive aircraft
bank or pitch angle. But reporters to ASRS sometimes
note that “unusual attitude” can convey another meaning
that occasionally surfaces in ASRS reports—a state of
mind that can lead to safety consequences for others.
This month we offer a cross-section of incident reports
that illustrate reporters’ concerns for communication,
professionalism, and courtesy. These narratives are a
reminder that positive attitudes and thoughtful actions
can go a long way toward making flying safer for everyone.
Gobbledygook
Brevity and clarity are the heart of effective radio
communications. In the words of the AIM, “Jargon, chatter,
and ‘CB’ slang have no place in ATC communications.”
(AIM 4-2-1-c) A report from a C172 flight instructor
expressed annoyance with nonsense talk on a frequency.
n Air-to-air frequency 122.750 is widely used in [this]
area for position reports (or other flight safety related calls)
by aircraft doing airwork and/or transiting the area.
The frequency is at times very busy and you need to pay
close attention to all aircraft calls, especially when flight
instructing at the same time.
Unfortunately, the frequency has become more and more
misused for general small talk and plain nonsense by
certain pilots. The topics can be anything from ‘Hey Jim,
what are you going to do this weekend?’ to ‘I am doing 146
knots up here, what’s your speed down there?’…usually
followed by lengthy private conversations. This is extremely
annoying and contributes nothing to safety. It is frustrating,
too, when you try to instruct on top of this garble.
Today I tried to step
in one of these
‘conversations’
with a position
report. This was
immediately
followed by ‘You
were mashed
out, can you
say again’
from one of the
pilots making this
nonsense conversation.
The Pilot/Mechanic Disconnect
A B737 Captain pleaded with Maintenance Technicians to
follow established procedures.
n Upon doing external preflight inspection, I noticed
several Mechanics working on the aircraft. They were
changing a tire. I asked them if they had posted the sign
alerting pilots that maintenance was being performed
and not to touch controls. I told them that my First Officer
was in the flight deck (we were doing a scheduled aircraft
change) and I had not noticed the sign and he was probably
about to perform preflight duties. They said they had not
posted the sign, but that ‘…he can do anything he wants
except turn on hydraulics or mess with the parking brake.’ I
tried to convey to them the risk they had just incurred by not
following procedures, but they seemed to shrug it off. We (the
pilots) had no warning at all that they were down there, and
very well could have turned on a hydraulic pump for any of
many reasons, including to keep the wheel [yoke] steady in
windy conditions.
Please, please, please advise all Mechanics of the
importance of following the procedure of displaying the card
in the flight deck while they are working on the airplane.
Indifference and complacency can maim and kill.
Out of Sight. Out of Mind?
The pilot of a C-172 dropped Foreign Object Debris (FOD)
on a runway but neglected to inform the Tower in a timely
way, subsequently endangering other aircraft.
n Upon initial climb for takeoff from runway 16L, I saw
the cowl plugs eject from the cowling, [and] I realized
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