曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

course. The First Officer asked if I saw the airport to the
left and I realized that I was looking at something other
than the airport. The controller called a low altitude
alert.... I should have remained on my original intercept
heading until established on the ILS, inbound. Haze and
visual approaches just don’t go together.
A Peak Experience
After clearing a desert peak, this B737 Captain was able
to offer some sage advice on visual approaches.
■ It was a clear night, and we were on vectors to intercept
the localizer for a visual approach to Runway 11L. Level at
6,000 feet, approximately 18 miles out...the Enhanced
Ground Proximity Warning System (EGPWS) gave a
“Terrain, terrain” warning due to a 4,682 foot peak just
south of the localizer at 15 miles.... The First Officer had
begun a normal descent for landing prior to intercepting
the localizer. Mistake #1: As we were anticipating a visual,
the ILS approach was not thoroughly briefed. If it had
been, the high terrain would have been noted. Mistake #2:
Due to a long day, some fatigue, complacency, and a clear
An Alert Controller’s Alert
Glide slope information was in this B737 flight crew’s
backup plan, but not in their scan.
■ We informed the controller that we should be able to fly
a visual if we could get a turn toward the field. The
controller gave a descent to 2,000 feet and a turn inbound
to intercept the localizer. I immediately began to configure
the aircraft while in a descending right turn to final. The
Captain called the field in sight. I slightly overshot the
localizer while looking for the field and the controller gave
us a right turn to re-intercept. I saw a reddish-white light
ahead which I thought was the Visual Approach Slope
Indicator (VASI) for Runway12L, but I could not see the
runway lights. The controller asked us again if we had the
field in sight and then advised that he was getting a low
altitude warning on our flight path.... I quickly leveled off.
We were at 1,000 feet, four miles from the airport. I then
saw the runway lights and continued for an uneventful
landing.
Lessons learned: Don’t attempt to fly a visual approach
unless the field is in sight.... Maintain the glide slope.
I was so fixated on configuring the aircraft, looking for the
field, and maintaining the localizer course that I dropped
the glide slope out of my crosscheck....
A Lofty Illusion
With no visual approach aids or instrument backup, this
DC-10 flight crew was drawn into the “black hole” effect
on final.
■ The controller asked if we had a visual on the airport.
The runway was in sight at about eight miles and we were
cleared for a visual approach. The ILS to Runway 33R
was not working (no electronic glide slope). Runway 33R
has no VASI, or Precision Approach Path Indicator (PAPI).
We appeared to be on a “normal sight picture” for a visual
approach when Tower advised of a low altitude alert. I
leveled off...then resumed a corrected visual glide path.
Vectoring in the local area, weather avoidance, loading
multiple approaches in the FMS (ILS Runway 26, ILS
Runway 33, then VOR Runway 33) and ATC
communications led to “task saturation” and a visual
descent point which began earlier than desired. Also, the
dark ground between our aircraft and the runway
produced the illusion of being high on the visual glide
path.
night with unlimited visibility, we accepted a visual too far
out and began a visual descent too soon.... The good news:
technology saved the day!
BE90 dual engine flame out
NACO chart mileage discrepancy
SAAB 340B loss of main hydraulics
MD80 dual engine generator failures
NOTAM confusion at an Eastern airport
Airport Selection: The Right and Wrong of It
Cross-checking the instruments on visual
approaches can do more than confirm the proper
approach path, the procedure can also assist in
selecting the right place to land.
“Just a Visual Approach”...
to the Wrong Airport
In the following report, a CL65 First Officer was
concerned about being high on final, but the instruments
indicated that there was also another problem.
■ We were cleared for a visual approach to Runway 31. I
had what I thought was the runway in sight, but I was
high and all my concentration was outside the cockpit in
order to make the runway. As we got close, the Captain
remarked that the runway did not match what the FMS
depiction and ILS were indicating. I glanced inside and
had just decided to initiate a go-around when Approach
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CALL BACK 2(32)