曝光臺(tái) 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(fèi)者

reported.
Situation #1: Last Minute Cancellation
This Falcon 50 flight crew had to make a high speed
decision.
■ ...Runway 24 was being used for arrivals and
departures.... We had not yet reached the hold short line
when the tower controller said, “Taxi into position and
hold Runway 24. Traffic cleared to land Runway 24 on
downwind. Be ready for an immediate takeoff.” I saw an
aircraft on a rather close-in downwind-to-base turn....
Prior to being aligned with the runway, the tower
controller issued us an immediate takeoff clearance.... I
called, “80 knots cross-checked.” The flying pilot called,
“My yoke.” I said, “Your yoke.” At some point after this, the
tower controller said, “Falcon XXX, takeoff clearance
canceled.” We were close to V1 (96 knots)...
What would you have done?
Situation #2: Intermittent Engine Vibration
A pilot and instructor in a PA28 performed touch-and-go
landings with an engine that ran fine... most of the time.
■ I departed ... with an instructor for a BFR (Biennial
Flight Review) and currency work. ... After a normal run
up and uneventful takeoff, we flew 40 miles to ZZZ1
airport.... We did a touch-and-go on Runway 17. On climb
out the engine ran rough with some vibration. The engine
smoothed out when we reduced the manifold pressure to 23
inches and the propeller to 2300 RPM. It ran smooth to
ZZZ2 field where we did a touch-and-go. Again, the engine
ran rough on climb, but smoothed out once we reduced
power to 23 inches and 2300 RPM. The instructor asked if
I wanted to do another touch-and-go at ZZZ2...
What would you have done?
Situation #3: Open Door Policy
As these BE55 pilots learned, go/no go policies should be
decided before, rather than during, takeoff.
■ The right forward door popped open just after rotation
(approximately 90 knots) on Runway 6 (4,000 feet long)...
What would you have done?
Situation #6: Conspicuous Consumption
This B757-200 crew was faced with a fuel imbalance that
appeared to be increasing.
We noticed approximately 1,000 lbs. of fuel imbalance
passing FL180, but decided to wait until level off to
address the issue. Level at FL370, we noticed that the
right tank was 3,000 lbs. heavier than the left. We checked
the fuel used and the total fuel indications on the FMC
(Flight Management Computer). As best we could tell, our
level off fuel was approximately 3,000 lbs. less than
planned.
What would you have done?
A300 smoke and fumes incident
Western U.S. VORTAC discrepancy
B737-700 forward entry door latch problem
A320 inadvertent parking brake applications
Southwest U.S. airport recurring radio problems
Situation #1
Last Minute Cancellaton
I believed that we would have been above V1 by the time I
called abort and the flying pilot had responded to the
instruction. For this reason I called, “Continue. V1.” At
112 knots, I called, “Rotate.” Just after rotation, the tower
again said, “Falcon XXX, takeoff clearance cancelled.” We
were committed at this point and continued the takeoff.
Shortly after, the tower said, “Falcon XXX, turn right 20
degrees.” At this time...I saw nothing on TCAS or
visually....
I can’t recall hearing what event triggered the tower
controller’s decision to cancel our takeoff clearance. I can
only speculate that it was either an instruction to the
aircraft behind us to go around or the pilot’s own decision
to go around and then the controller’s reaction to the goaround....
Regardless of what caused the cancellation, I
was forced to make the classic go, no-go decision.
If I had this takeoff to do over again, I would have
questioned the tower controller about the location of the
aircraft that was cleared to land... It looked close to me
and I should have followed my gut feeling and delayed our
lineup until after his arrival. I can only speculate that the
tower controller may not have known that the landing
aircraft was turning base so close in....
Situation #2
Intermittent Engine Vibration
I said, “No, this engine has a problem. Let’s get it home.”
We proceeded to [departure field]. I... entered the pattern
as number two for landing. When I reduced power, the
engine began vibrating, although it maintained power and
RPM.... At this point, I should have called the tower to
request a priority landing, but didn’t.... When we turned
to final (a long final due to traffic), the engine began
losing power. I called tower [to declare] an emergency and
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CALL BACK 2(56)