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

Aviation Maintenance analyst in April 2007. Rich has
a long-time association with the ASRS program as a
maintenance representative on the NASA ASRS Advisory
Subcommittee. In his years with the ASRS Advisory
Subcommittee, Rich helped develop the ASRS maintenance
reporting form and encouraged aviation maintenance
technicians to support and use the ASRS program.
Rich has a long and distinguished career as an Airframe/
Powerplant Inspector, mechanic, and leader of a Local
Lodge of the International Association of Machinists and
Aerospace Workers. In his early maintenance career, he
served with the U.S. Marine Corps, an East Coast FBO,
and Western Airlines in San Francisco. In 1985 he joined
United Airlines in San Francisco as an Airframe/Powerplant
mechanic, eventually rising to the position of Inspector.
During this same period he held a
variety of offices with Local Lodge
1781 of the IAMAW—including
President. Rich retired from
United in April 2007.
Outside ASRS, Rich enjoys his
family, politics, music, natural
sciences, ice hockey, his dog,
motorcycles, gardening, live
theatre, horse riding and
racing—and always airplanes.
The Rest of the Story –
The Reporters’ Actions
Situation #1: “The Ride Then Went from
Smooth to Violent”
■ [The Captain] continued to fly and claimed to be OK...
We reported our status with Center and I believe they
declared us an emergency aircraft. As PNF I activated
the aircraft’s ice protection which worked well. We began
load reduction [and] I ran the appropriate checklist for the
generator off and it was restored. The remaining flight was
unremarkable.
I reviewed the flight log...and it indicated a maximum
altitude loss of 2,000 feet. This is my biggest concern.
Maintaining wings level was a full-time job during this
event, with severe turbulence. I commend my Captain. I
think good CRM probably saved our lives. During this
event I found myself doing only the things which have
been “overlearned.” In the future I will pipe up and ask for
deviations around all clouds when possible, and if anyone
is ever injured in flight I will suggest the use of oxygen. We
may need all the help we can get.
Situation #2: “Both Front
Windshields Became Fully
Obscured in Oil”
■ [I] contacted Approach and
requested priority handling to [departure airport].
Clearance obtained and then instructed to contact Tower.
Contacted Tower and advised them of our situation. Tower
wanted to know...which runway we requested...Requested
Runway 25L and to roll the Crash/Fire equipment. Both
front windshields still totally obscured in oil, and now
canopy side windows becoming obscured in oil. Therefore
requested Runway 30 due to the fact that it is the longest
and widest runway at the airport, and is also served with
an ILS approach. Forward visibility continued to be zero.
Entered on left base for Runway 30, but had to extend...
the downwind to lose altitude and airspeed to lower the
landing gear at 100 mph...As aircraft slowed on final
approach, oil clung to all windows. Forward visibility zero.
Peripheral vision marginal. Attempted to open canopy
window without success. Performed zero flap landing with
power and minimal sink rate until aircraft landed. Aircraft
stayed on the runway at all times, opened canopy, taxied off
active runway and shut down engine.
Situation #3: “I Noticed Numerous Lightning
Strikes on the Skin”
■ I initiated log page for the lightning strikes and log page
for the conditional inspection due. I also initiated log page
for the alternate static port damage...I ran a 3-day history
and discovered that [the] aircraft was struck by lightning
and reported the previous day. A conditional inspection was
Number 331 July 2007
Prior ASRS research into the “Hurry-Up Syndrome”
(the perceived or actual need to hurry or rush
tasks or duties for any reason) has revealed that
most time-pressure errors reported to ASRS occur
during the preflight and taxi-out phases. The results
of rushing and hurrying often do not manifest
themselves until later flight phases, especially
takeoff and departure.
As we will see in this month’s selection of
CALLBACK reports, hurry-up pressures affect
every segment of the aviation community – flight
attendants, air carrier flight crews, general aviation
pilots, maintenance personnel, and ATC. When the
urge to hurry strikes, taking time to prioritize tasks
and adhering to strict checklist discipline will often
　
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