曝光台 注意防骗
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south with the knowledge that the range in
the restricted area was hot might have been
the root problem. I don’t see this as a big
deal….”
In another instance, a Center controller
working aircraft with thunderstorm activity in
the area approved a pilot’s request to deviate,
but due to the heavy concentration of aircraft
and limited flexibility in the airspace, had to
restrict where the aircraft could go.
“We observed a massive thunderstorm…
weather radar was on and showed an
extensive area of heavy precipitation and
turbulence…we informed the Center that we
would be unable to continue…because of the
storm. We were told we could alter our
heading right of [the projected] course, but
do not proceed east…we informed Center
that we would not be able to [comply on that
heading] to avoid the storm condition…we
were told again to not fly east…‘under any
circumstances.’ We requested a higher
altitude and were denied…we then requested
a right…to circumnavigate the
storm to the west, again denied. We were
told that a left turn would be permitted. We
informed ATC that a left was impossible
because it would place [us in] the main
intensity of the thunderstorm…our explanation
was not accepted…an air carrier
preceding us told ATC…that no one can get
through…the PIREP was disregarded by
ATC. We made a slight turn and just skirted
the storm. Ice and turbulence was
encountered…I told my First Officer if ATC
instructs a further left turn to declare an
emergency.”
ASRS Directline 17
Between a Rock and a Hard Place continued…
ReducingTheImpact
Timely communication can help the pilot avoid
thunderstorms while still allowing the controller
to provide separation from other traffic.
Last minute requests are difficult to coordinate.
Pilots
• Don’t assume that the controller knows
where all the thunderstorm activity is
located. Tell him what you want and what
you can do, not what you can’t do, when
making your request.
• Plan ahead—give the controller as much
notice as possible so that inter/intra facility
coordination can be accomplished in a
timely manner.
• The pilot is responsible for the operation of
the aircraft and the safety of its passengers.
Timely PIREPS can help the controller
work with the pilot in accomplishing this by
formulating a traffic plan in advance and
relaying this information to other aircraft.
Controllers
• Controllers need to minimize last minute
surprises by finding out exactly what the
pilot has in mind when they request clearance
to deviate. Carte Blanche approvals
can lead to problems.
• Controllers too should plan ahead. Developing
a good plan for future traffic flow, and
letting flight crews know in advance what’s
going on will go a long way toward reducing
conflicts and last minute surprises.
When All Else Fails…
• Since the controller is not authorized to go
below minimum-required separation unless
an emergency is declared, and will do
whatever is necessary to insure that separation
loss does not occur, the final decision
on the course of action rests with the pilot.
• Pilots are reluctant to declare an emergency.
However, in certain situations, there
may be no other alternative available to the
pilot. FAR 91.3(b) states that: “In an inflight
emergency requiring immediate
action, the pilot-in-command may deviate
from any rule of this part to the extent
required to meet that emergency.”
The Airmans Information Manual (AIM),
paragraph 441, states: “An aircraft is in at
least an urgency condition the moment the
pilot becomes doubtful about position, fuel,
endurance, weather, or any condition that
could adversely affect flight safety.”
• Once the pilot declares an emergency, the
controller can provide advisories and other
services until the emergency situation no
longer exists and normal radar or vertical
separation can be reestablished.
SummingUp
Good planning by both the pilot and controller,
an awareness of adverse weather conditions,
effective communications, the willingness to
endure a little paperwork, and mutual cooperation
are the key elements to reducing the
impact of being Between A Rock and a
Hard Place.
18 ASRS Directline
Last eg Syndrome
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