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

17R and didn’t realize it until we exited the runway. The
speed bug (speed reference knob) being broken was a factor
(it was replaced after we landed). The runway change and
me being inside too much were all factors. Also, the landing
clearance wasn’t received until very short final....
ICAC Observations
As shown by review of the 313 ASRS ICAC incidents, In
Close Approach Changes can present special problems for
pilots and controllers in high-density airspace.
Controllers understand that pilots may experience problems
with runway reassignments and are thus reluctant to issue
them. But, despite their best efforts at anticipating and
planning, controllers may need to issue a runway change
due to the minute-to-minute changes that can occur at highdensity
airports and in terminal airspace during peak-period
operations. Air traffic intra- or inter-facility coordination
issues may further complicate the controller’s tasks.
For pilots, a change in runway assignment often involves
changes to their arrival routing and transitions – further
adding to their communication, traffic watch and arrival
task workload in an already high-workload environment.
The need to program these changes in aircraft equipped
with complex FMS navigation systems compounds the
problem, as waypoints, routing, transitions and runways
must be quickly and accurately re-entered into the
computer. The task saturation that can accompany these
changes can result in data entry errors and contribute to a
variety of downstream impacts including a breakdown in
crew coordination, cockpit monitoring tasks, un-stabilized
approaches, loss of separation, wake vortex encounters,
and track, altitude and speed deviations.
Figure 3. Top Eleven Contributing Factors
Number 336 December 2007
This month’s CALLBACK is devoted to various icing
incidents reported to ASRS by general aviation
and air carrier pilots. These reports have several
themes. One is that ATC may be able to provide
assistance to pilots for icing avoidance and escape.
The air carrier reports, in turn, emphasize the
importance of following standard procedures for deicing
to ensure the safety of flight.
A Cessna 182 pilot on a VFR flight over mountainous
terrain encountered unexpected clouds and icing. Rather
than let the situation deteriorate further, our reporter
remembered that help was just a radio call away.
■ I was enroute from ZZZ to ZZZ1. My cruising altitude
was 9,500 feet. The flight had been smooth and uneventful.
No flight plan had been filed. After passing ZZZ2, I
climbed to 11,000 feet to give myself plenty of room over the
mountains. When I got to the mountains it seemed that the
clouds just enveloped me and I lost visual reference with
the ground. I tried to turn back but became even further
disoriented. I climbed even higher, to 13,000 feet. The
aircraft began to ice up. However, the airplane was still
controllable. After about 20 minutes I dialed in 121.5 and
declared an emergency, as I needed help to get oriented
and safely back on the ground. I was passed to Center who
vectored me to the VOR and down out of the clouds to 9,500
feet where there was more than 10 miles visibility. The
ice came off and I landed at ZZZ3 to collect myself. After
landing, I contacted Approach to confirm that I was safely
on the ground....
I feel that some of the ways it could have been prevented
are: (1) Obtain a weather briefing before any and all flights.
(2) When flying cross-country, always file a flight plan
regardless of how often the route has been flown. (3) During
a cross-country flight, obtain flight following. It would
have saved a lot of fear on both sides had I done that. Had
I done #1 above, I would have waited to go another day.
However, I was in a hurry to get back home...I am now
more motivated to obtain my instrument rating, and will
not put it off...I am grateful to ATC controllers who helped
me in my time of need. It is good and comforting that we
are not in the air alone....
􀀀
An instrument rating is no guarantee that a pilot will not
exceed personal and aircraft capabilities during actual
instrument conditions. More from an instrument-rated
pilot who received assists from airline pilots and ATC.
■ ...I am a new instrument pilot and I was a little nervous
as this would be my first real actual flight in IMC. Just
prior to the VOR, I started to experience what I thought
was a mountain wave. The nose of the aircraft was pitching
up to almost vertical...I tried to push the nose over and 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 3(18)