曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

cockpit can cause a pilot to lose “the touch,” as described
in this First Officer’s report:
■ The Captain had just come back from a 3-week
vacation, so we decided I would take the first leg. Shortly
after rotation, I noticed a “mushiness” in the roll controls.
I told the Captain that the controls felt weird. Once we
got up to a higher altitude, the Captain took the control
wheel and rolled it back and forth a few times. He gave it
back, saying, “Well, I’ve been on vacation for a while.” I
took this to mean he was diplomatically telling me he
couldn’t feel any problems. Up at cruise altitude, the
Captain studied the maintenance history and discovered
that an aileron PCU [Primary Control Unit] had been
recently replaced...The following day, we were dismayed to
read that engineering found the ailerons to be primarily
inoperative.
The First Officer looked to the Captain for confirmation
of the flight control abnormality, but the Captain’s recent
absence from the flight deck left him out of touch with the
aircraft’s “feel.” The FO sums up his report with several
disturbing questions about the crew’s decision to continue
the flight with mushy-feeling controls: What if we had
lost an engine on takeoff with a strong crosswind? What if
we had encountered wake turbulence on short final?
A general aviation pilot, in turn, discovered that touchand-
goes may not be enough to reestablish currency:
■ Not having flown my aircraft for four months, I was
performing the three required touch-and-goes to
reestablish my currency. On my second approach, I heard
two pilots reporting their positions [also in the pattern].
My attention was diverted as I attempted to visually
confirm their actual positions. Thus, I neglected to
perform my “GUMPS.”
On short final, a horn sounded, which I incorrectly
interpreted as being a stall warning horn. I believed that
if it was indeed the stall horn, it may have been
malfunctioning, given that my airspeed was well above
stall speed. I heard the prop “ting,” and realized that the
horn had been indicating gear up, not stall. I
concentrated on maintaining control despite the inevitable
consequences.
Despite over 600 landings in this aircraft, I now believe
that I should have been accompanied by an instructor. A
pilot still lacks proficiency after a period of inactivity and
is vulnerable to errors.
lack-of-currency incident
(in the form of an altitude deviation), and offered this
excellent advice, applicable to all:
■ You get rusty when you don’t fly, and you lose your
edge. Stay realistically current, not just legal.
Aircraft Check-Ups
Having the aircraft in top shape is equally important for
a safe flight, as this government pilot learned.
■ I was on an IFR flight plan at FL190. I became
nauseous, had tingling in my arms and hands, and my
eyes were burning and watering. I got on oxygen, which
seemed to help for a while, but then the symptoms
returned. [At my destination], I asked for a special VFR
clearance and radar vectors to final. I declared an
emergency to receive priority handling. After an
uneventful landing, I was met by an ambulance and
transported to the hospital. Tests were inconclusive.
A hole was found in an air duct in the aircraft, and it is
possible that exhaust fumes were piped into the cabin.
The hole has been repaired, and the aircraft now has a
carbon monoxide detector in it.
Many reporters can attest to the value of a carbon
monoxide detector, since a problem like this is unlikely
to be noted on preflight. If an aircraft has not been
flown for a period of time, a mechanic’s inspection may
also be a good idea. The next reporter encountered a
similar hidden source of trouble.
■ I had preflighted and run the engine up…and I
proceeded to take off. At about 100 feet AGL, I smelled
fumes; at 200 feet AGL, I saw smoke; at 300 feet AGL, I
turned back to the airport. Initially I thought it was an
electrical fire, so I pulled the master switch off. I realized
this was not the problem, so I turned it back on and
called on CTAF to announce an emergency landing. I
landed safely and nothing was damaged. The fire was
the result of a bird’s nest that had been [partially]
removed. When the airplane’s owner removed the nest,
some [remaining] papers and straw had become lodged
between the cylinders and caught fire. I couldn’t see or
feel these articles on preflight.
It would have been helpful if the owner had mentioned
　
中國(guó)航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CALL BACK 1(37)