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

pitched a tent under the wing, and went to sleep.
Around midnight, we were awakened by an armed man in
a “Special Police” uniform, who declared, “Leave
immediately or I will arrest you for trespassing and you
will spend the night in jail.” We told him everything noted
above, but he was adamant: leave or spend the night in
jail.
I estimated that I had enough fuel to make it, although
certainly not enough for legal night VFR flight. Faced with
the alternative of going to jail, I decided to depart. It was a
pitch black, moonless night. Although clear and with about
10 miles visibility, there were no lights visible and there
was no discernible horizon. I climbed above the MOCA,
flew on instruments for about 20 miles to the nearest
airport, and landed. The FBO there pumped 21.6 gallons
of fuel into my tanks, which have 22.5 gallons usable.
My mistake was in allowing myself to be forced, even by an
armed guard, into making a flight which was against my
better judgement, probably beyond my capabilities, unsafe,
and illegal. It was only luck that it turned out all right.
I was able to reach the manager of the FBO later. He said
that the “special police” had no authority to order a pilot to
take off from the airport and that he would make certain
the police knew this in the future so they would never do
this to another pilot.
Even a night in jail is preferable to a nighttime forced
landing in the mountains, where no one knows where to
start a search-and-rescue effort.
Impromptu Camping
Forced To Land,
Forced to Leave
Number 216 June 1997
of another aircraft on the cover of the
logbook and the name of another Captain
on the previous page, but I did not. I was too
focused on “routine.”
In the words of another ASRS reporter, “The aircraft
logbook was meant to be more than just a cockpit
paperweight.”
Although we live in the computer age, paper sometimes
still rules in the cockpit. In the following reports, a piece
of paper was all that stood between our reporters and the
wrong aircraft.
n  Aircraft at the gate. During pre-flight and walkaround,
I noticed the aircraft already fueled, and mail
and bags in the process of being loaded. The Captain
performed first-flight-of-the-day systems checks, and we
did checklists. Pushed back from the gate, and flew to
XYZ without incident. Upon arrival, we were informed
that we had flown the wrong aircraft. I had not reviewed
the paperwork, as it was the Captain’s leg to fly.
Everything was done properly, except verifying that the
fleet number on the release matched the fleet number at
the gate. Station personnel had positioned the wrong
aircraft at the gate and were in the process of loading it
for departure when we arrived.
In the future, I will review all paperwork prior to
departure.
The next reporter did review the paperwork in the
logbook, but failed to detect one glaring inconsistency:
n  I boarded the same aircraft that I had flown into ABC
the night before. I verified that the overnight check had
been signed off, and recorded the necessary items of our
morning flight. I should have noted the big red numbers
In the next report, an old paper chart set a general
aviation instructor pilot on the wrong path.
n  After departure, I climbed into the overlying Class B
airspace before contacting Departure Control for flight
following. I was with a student who had planned the
routing on an old chart. I used that sectional to
determine the airspace limits, without checking the date.
The old sectional chart that did not have the Class B
airspace depicted.
Lessons learned: do NOT keep old charts, even for flight
planning, and do not trust others to have current
materials.
This instructor set a rather poor example for the student.
It appears that they both learned to carry “something
new”—current charts—on future flights.
Something Old...
Something New
On Track of
The Paper Trail
Many pilots continue to be confused by their companies’
MELs (Minimum Equipment Lists), for example, which
items can be deferred by the flight crew by applying a
sticker or paper placard—and which items cannot be
deferred at all. A First Officer reports that, in one case,
the confusion was not cleared up until after the fact.
n  Just prior to pushback, the forward entry door light
came on. The Captain called maintenance, who advised
him that the door light could be crew-placarded. I
　
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(70)