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

landing checklist.
“GUMP” and Other Short-Cuts
Many reporters refer to using GUMP (Gas, Undercarriage,
Mixture, Prop) as a final pre-landing check. A few
reporters have suggested expanded versions of GUMP to
help remember additional tasks, such as seatbelts
(making GUMPS) or radios (making GRUMP). One
reporter wrote to object to the apparent overreliance on
such short-cuts:
■ First it was “GUMP.” Then it was “GUMPS.” Now I
read “GRUMPS.” Soon it will be “GRAMPS,” or maybe
“GRAMS.” What happened to the old fashioned way,
namely, using the original checklist that was certificated
with the airplane?
GUMP is useful as a supplemental memory-jogger when a
pilot's hands are full of landing tasks. However, the
reporter makes a valid point: nothing can replace the
proper use of the appropriate checklist, whether it is the
original checklist, or one suitably customized for the
equipment installed in a particular aircraft.
A commuter airline Captain relied on another checklist
short-cut, which resulted instead in a navigational
deviation.
■ It is standard [checklist] procedure to tune and set com
and nav radios prior to departure. I reached for the
enroute chart [to check frequencies]. My copilot stated that
there was no need, as he had made a “cheat sheet.” I
looked at it briefly and it appeared to match our route.
After departing, we were given a vector to join the airway.
There were no nav flags and the CDI was full scale to the
side. We were just becoming suspicious when Center
advised us we had flown through the airway. The “cheat
sheet” was correct except for the nav frequency.
Morse Code identification of the navigation frequency is
the approved method of verifying correct frequency
selection. Cheat sheets can be helpful, but won’t do any
good if the information is incorrect.
United, however, had instituted a new internal reporting
program, the Flight Safety Awareness Program.
program, crew members were encouraged to report
anonymously any incident they felt involved a safety
problem for the company.
Dulles incident had reported to their company program the
ambiguous nature of the charted approach.
pilots were made aware of the potential trap, and the FAA
was notified of the circumstances.
not exist at the time any generally accepted method to
assure the broad and timely dissemination of this
information to the aviation community.
The NTSB comments on the need for a national incident
reporting system, and the collaboration of aviation industry
groups, finally led to significant action.
FAA issued Advisory Circular 00-46, announcing the
implementation of a confidential, non-punitive incident
reporting program.
the new program, but turned to a neutral and highly
respected third party—NASA—to collect, process, and
analyze the voluntarily submitted reports.
Under a Memorandum of Agreement between the two
agencies in August 1975, NASA began operating the newly
designated Aviation Safety Reporting System.
blueprint for the ASRS was set: FAA would fund the
program and provide its immunity provisions, while NASA
would set program policy and administer operations.
ASRS: The Future
What lies ahead for the ASRS?
activities that ASRS is currently undertaking, with the
advice and support of our advisory oversight group:
✔ A renewed focus on and expansion of the ASRS alerting
function. ASRS Operational
Issues Bulletin, is likely to be distributed through the
cooperative efforts of aviation industry groups this year.
✔ Continued efforts to find ways of increasing the
participation in the program of the maintenance and
flight attendant communities.
✔ Conversion of the ASRS database to widely used
commercial off-the-shelf (COTS) software.
✔ Expansion of Internet services to make ASRS research
publications available to users, as well as additional
issues of its safety publications.
As always, the ASRS program users and the aviation
community are our greatest resources.
with us the 20 years of accomplishment that are the fruit of
your support, we invite you to share with us, and also with
your organizations’ policy makers and representatives, your
suggestions for increasing the use, and usefulness, of the
ASRS within the aviation community.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CALL BACK 1(41)