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
of the [hotel] in Las Vegas. We were very
fortunate, because this could have been a
much more serious situation had the laser
struck myself as well as [my First Officer]
at a more direct angle, severely blinding
both of us and endangering the lives of
my passengers and crew.” (# 285091)
And another pilot, 90 miles south of
Las Vegas, reported:
✍ “I was flying at 31,000 feet. [The
captain] saw a bright flash and said look
at the laser show in Las Vegas. I looked
at Las Vegas and we both got hit in the
eyes with a green laser. After we turned
our eyes back forward, we both noticed a
green glow around the periphery of our
vision. This was a momentary condition
lasting no more than 10 minutes.”
(# 285090)
Progress
A Society of Automotive Engineers
(SAE) committee, composed of FAA
personnel, aviation industry representatives
and others, is addressing issues
of flash-blindness and its impact on
safety of flight, rather than just eyesafe
distance, which already is properly
controlled by FDA regulations.
Among the potential solutions being
studied include: further limitation
of laser power (wattage),
restriction of laser shows to
non-flight times and nonflight
airspace, additional training
for laser operators, enforcement
action against laser operators who violate
airspace regulations, and standardization
of FAA handling of laser
show studies. Technical advances may
provide aircraft systems that can interrupt
a laser’s beam before it strikes the
aircraft.
Forewarned is Forearmed
At present, a pilot’s best defense
against laser flashes is knowing where
to avoid them. The locations, dates,
durations, and eye-safe distances for
approved displays are published in the
Airport Facility Directory (AFD) for
each region. Locations of light shows
that have been approved after the
publication of the AFD may be available
only through Flight Service Stations
(FSS). A glance through some of
the most recent AFDs revealed quite a
list of scheduled laser light show locations.
Several regions noted only a few
shows, but the South West region
listed ten laser shows nightly. Some
are temporary during the summer, or
for the duration of a fair or other
event; others are listed as permanent.
Air carrier dispatch or base operations
offices, as well as general aviation pilots,
need to be in frequent contact
with the local FSSs to receive the most
up-to-date information on laser show
activity.
Another simple defense against laser
flashes is to avoid looking at them, if
possible. Just as automobile drivers are
advised to avoid looking directly at
oncoming headlights, one airline’s
safety representative has recommended,
“If you see the laser coming
toward you, don’t look right at it.”
Pilots are also urged to submit reports
of laser flash incidents to ASRS,
and to the regional Air Traffic Management
officer. _
18 Issue Number 7
Aviation has enjoyed numerous advances
in aerodynamics, power
plant efficiency and reliability,
flightdeck automation, and navigation
systems. However, ATC/aircraft communications
have changed little over
the years, and still exhibit the age-old
limitations of natural and humanmade
interference that can distort
messages, difficulties with language
barriers, and the problems of pronunciation
and phraseology. At the same
time, the volume of ground-to-air
(ATC/aircraft) communication has increased
dramatically because of the
remarkable increase in air traffic. Satellite
links and discrete communication
technology promise communications
solutions for the future—until then,
aviation is forced to deal with the
communications status quo. One of
the greatest problems inherent in
voice communications today is the
use of non-standard phraseology.
SAY
WHAT?!
by Robert Matchette
Non-Standard
Phraseology Incidents
The ASRS database was searched for
records which made reference to phraseology
in their narratives, and 260 reports
were reviewed. Many reported incidents
resulted in little more than
momentary confusion or annoyance for
pilots and controllers. However, nearly
half the reports involved near mid-air
collisions, loss of standard ATC separation,
runway transgressions, or other
conflicts with potentially serious safety
consequences.
Issue Number 7 19
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