曝光台 注意防骗
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stations which confirmed each other, I elected to continue
since it should have been a brief descent through IMC
which did not strike me as unsafe with the partial panel
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/
April 2010 Report Intake
Air Carrier/Air Taxi Pilots 2843
General Aviation Pilots 979
Controllers 544
Cabin/Mechanics/Military/Other 481
TOTAL 4847
ASRS Alerts Issued in April 2010
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 2
Airport facility or procedure 6
ATC equipment or procedure 3
Other 1
Total 12
situation, provided the approach was to be conducted
in VMC. However, weather conditions deteriorated
significantly in the next 30 minutes and I was still IMC
3 miles from the airport at the lowest altitude Approach
could give me, 2,300 feet MSL. Rain and light turbulence
were making partial panel IFR challenging and my
headings and altitudes were deviating….
What would you have done?
• Continue the approach to a landing
• Declare an emergency and request vectors to the
nearest airport reporting VMC
• Fly a missed approach and return to the departure
airport
• ? ? ?
Situation #3: “The Crew and Company Saw
Things Differently” (A320 First Officer’s Report)
n Aircraft generated ECAM AIR ENG 2 Bleed Fault. Crew
performed ECAM actions. Next notified Company Dispatch
(via ACARS) and reviewed AOM [Aircraft Operating
Manual] for further guidance…There was one [AOM]
procedure which would affect our flight: Do not operate
into known or forecast icing conditions. In addition, the
procedures required that we descend to FL310 and avoid
icing conditions. We contacted ATC and requested descent
to FL310 and contacted company to advise about the MEL.
This is where the crew and company saw things differently…
Our concerns regarding MEL requirements of known icing
and FL310 required diverting to an airport with no known/
forecast icing. However, the company’s repeated view of no-
MEL [restriction] on the aircraft and no restrictions from the
AOM allowed us to continue to our ice-impacted destination
at FL390. This discussion lasted while we continued
northbound toward our original destination….
What would you have done?
• Proceed to the destination at the higher altitude
• Establish a phone patch with the Chief Pilot to further
discuss operating manual references
• Divert to an airport with no known icing
• ? ? ?
Situation #4: “Canceled IFR Short of the
Destination” (Piper Malibu Pilot’s Report)
n Departed local VFR and picked up IFR en route. Flew to
vicinity of destination in good weather. Canceled IFR short of
the destination…It became apparent that fog had moved in
with ceiling of 100 feet. Elected to continue VFR to airports
indicating VMC…Two airports selected just prior to arrival
(within 1 mile) had become obscured due to very heavy
rainfall. Fog had moved inland and presented an obscured
deck of 1,500 feet. Unable to locate airport frequencies due
to name issues on GPS systems (the airport is not named
after the city but by another name). It took an additional 10
minutes to contact them. Fuel was now a critical issue….
What would you have done?
• Request ATC vectors to an airport in VMC
• Request an immediate IFR approach
• Declare an emergency
• ? ? ?
Situation #1: A TRU Dilemma
(CRJ-900 First Officer’s Report)
• The Reporter’s Action:
Proceed to an alternate airport
n ….So we went missed. After being vectored around we
noticed that our heading indicator was about 12 degrees
off of the magnetic compass….Our localizer did not match
the runway heading so the Captain decided to go missed
again. On the climb-out he made the decision to go to
our published alternate, which was VFR. After landing I
finally figured out that the FMS was set to True heading
instead of Magnetic, which was the reason that our
heading and ILS course did not match up. That’s when
we realized that TRU1 and TRU2 was referring to True
Course, not Transformer Rectifier Unit…..
The reason this occurred was because the FMS was set to
TRUE instead of MAGNETIC. Double-check the FMS page
to make sure it is on MAG.
Situation #2: Partial Panel in IMC
(C182 Pilot’s Report)
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