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
3300 feet, we told Approach we had the runway
as the frequency became clear. The Controller
advised [to] maintain 4000 feet, climb back to
4000 feet, which we did. It became known to me
then that we had not been cleared for the visual
as I had thought.”
Supplemental Information from ACN 133419
“…Approach said, ‘Cleared to 4000 feet, expect
visual, report runway in sight.’ I called out 4000
feet, as I could see we had a sink rate. At 3800
feet, Captain had gear down, flaps 5
degrees…and I said, ‘We’re cleared to 4000
feet’…Approach said, ‘I show you at 3800 feet,
check altimeter 29.69. You have traffic at 3000
feet.’ We continued descent to 3500 feet. I told [the]
Captain, ‘We’re at 3500 feet, we have traffic at
3000 feet, we’re cleared to 4000 feet.’ He said, ‘Tell
them we have the runway in sight for a visual.’
When I told [the] Controller we had runway in
sight, he said, ‘You have traffic at 3000 feet, climb
immediately to 4000 feet.’ I said, ‘We’re at 3300
feet, climbing to 4000 feet.’ We then climbed to
4000 feet and had a normal approach and
landing.”
(ACN 133416, 133419)
★Analysis
One-half of the flight crew understood that the
message was an “expect” advisory. Unfortunately,
the other half was flying. Better crew coordination
and cockpit management was needed here.
Situation # 4
Runway Transgression:
“While holding short of Runway 17R at DFW,
The Tower Controller was busy. Both the First
Officer and I understood him to say position and
hold behind…air carrier [X]. He was extremely
busy giving continuous run-on instructions with
no gap to allow for acknowledgments. After I
taxied into position, the Tower Controller said,
‘Now you are cleared into position and hold — I
told you to expect position and hold behind…air
carrier [X].’ We stated we heard we were cleared
into position. He then responded with ‘I’ll pull the
tape.’ Regardless of who was correct here, this
was a prime example of poor
communication…the clearance was ambiguous
and obviously easy to misinterpret.” [Emphasis
added]
(ACN 179906)
★Analysis
During an extremely busy traffic situation, the
Controller was trying to keep things moving
expeditiously by advising this flight crew of what
to expect. However, the flight crew misunderstood
the planning advisory to be an actual clearance
into position on the runway. Perhaps the use of
“Expect Technique” was unnecessary in this
situation, and was a contributing factor in the
runway incursion incident.
Some of the other factors were: frequency congestion,
traffic volume, controller ATC technique,
controller radio communication technique, and
flight crew anticipation and perception.
16 Issue Number 4
Situation # 5
Altitude Deviation:
“The First Officer was flying the aircraft. We
normally cruise at 18,000 feet on this route, but
due to winds aloft and weather conditions, we
decided on 12,000 feet for a final cruise altitude.
We were handed off to…Center while climbing
through approximately 5000 feet. After checking
in, our clearance was to 11,000 feet and we were
told to ‘expect 12,000 feet.’ Climbing at roughly
1200 feet per minute, I (the PNF) selected 11,000
feet on the altitude alerter. Through 10,000 feet I
performed the ‘10,000/Climbing’ checklist and
began to activate our anti-ice equipment, as we
were entering an area of probable icing. Upon
level-off, I noticed we were at 12,000 feet, and not
11,000 feet. As I was about to inform [the] Center
[Controller], he called and cleared us to 12,000
feet. I acknowledged and nothing was said about
the matter between us and [the] Center. I looked
at the altitude alerter and discovered that it had
been reset to 12,000 feet by the First Officer (who
was also flying the airplane). I explained to him
that we were told to ‘expect’ 12,000 feet and that
we were only cleared to 11,000 feet, which is why
I set the altitude alerter to 11,000 feet. He told me
that he thought we were cleared to 12,000 feet
and (since I was busy with the checklists and
anti-ice equipment) he reset the alerter to 12,000
feet. Our 1000 foot deviation was the result.”
(ACN 164511)
★Analysis
There was a breakdown in cockpit coordination.
Additionally, the Controller could have said
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
ASRS Directline(65)
