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

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Transoceanic deviations most likely started with
Columbus who was highly praised for finding the New
World, when all he wanted was to find the Northwest
passage.
Isabella, “The Center gave us a call...”
Time Allocation...continued
Avoiding The Tiger
Two recommendations for avoiding the dangers of fuel
contamination can be based on this incident.
1. Fuel retailers should check for fuel compatibility
before fuel transfer operations.
2. Pilots should be advised to check the smell and
perhaps the feel of fuel samples in addition to
visual inspection for contaminants and color.
The problem of
fuel is not a new one.
have tolerance for aviation gasoline, the reverse is not
true; reciprocating engines may be damaged by very
low levels of jet fuel.
nozzles on the fuel truck dispensers have reduced but
not, as we can see, entirely eliminated the problem.
line service manager who was consulted for information
for this article suggested the possibility of different
size, or different type hose connectors for storage
tanks and delivery trucks, thus making inadvertent
hookup to the wrong tank difficult.
personnel need also to practice greater vigilance in
fuel transfer operations.
with the pilot, of course.
sample by smell and feel in addition to the usual
color check might well be advised—perhaps he may
avoid “the tiger in the tank.”
The Tiger In Your Tank, continued...
60
5
10
15
20
25
30
35
40
45
50
55
As soon as that task
Pilots are advised to avoid
* * *
Upon returning to Spain he told Queen
aviation gasoline contaminated by jet
While most turbine engines
Recent adoption of different type
A
FBO fuel service
The final check remains
The examination of a fuel
Page - 10 ASRS Directline
Readback / Hearback, continued...
Controllers can also take steps to safeguard against
readback / hearback failures:
• Be aware that an altitude mentioned for purposes
other than a clearance, such as a traffic pointout,
may occasionally be interpreted by pilots as an
instruction to go to that altitude.
• Deliver cautionary messages such as “similar call
signs on frequency” to help reduce call sign confusion.
The consequeces of readback / hearback failures vary,
but when they occur in the context of high rate of
climb / descent operations, ASRS reports frequently
conclude: “It was too late to intervene—the aircraft
had already passed through an occupied altitude.”
The Future
Reflecting a major trend in ASRS data, the report set
poses troublesome questions concerning the ATC-pilot
communications procedures. Are traffic growth and
congested frequencies compressing the traditional tofrom-
to exchanges into a one-way transmission? Are
airline managements aware of the similar call sign
problem? Are airmen placing full-time confidence
upon a confirmation procedure that works only part of
the time? Can data link help solve some of these
problems? Postulated a pilot reporter: “If, in truth,
controllers are unable to listen, then we should
change the system.”
ATC & Acft Performance, continued...
In the conclusion of his narrative, the controller
reporter recommended that “...pilots advise if they
cannot comply with AIM suggested descent rates.” ❋
Summing It Up
If a standard rate turn cannot be made, or a climb/
descent rate is anticipated to be other than normal,
notify the controller so that an alternate plan can be
used to ensure separation. With the number of
aircraft using the ATC system today, good communication
and a clear understanding between the controller
and pilot on what is expected is absolutely essential
for a smooth and safe flight.
________________________
❋ Paragraph 270 (d) of the Airmans Information Manual directs
that ...“When ATC has not used the term ‘AT PILOT’S DISCRETION’
nor imposed any climb or descent restrictions, pilots should
initiate climb or descent promptly on acknowledgement of the
clearance. Descend or climb at an optimum rate consistent with
the operating characteristics of the aircraft to 1,000 feet above or
below the assigned altitude, and then attempt to descend or climb
at a rate of 500 feet per minute until the assigned altitude is
reached. If at anytime the pilot is unable to climb or descend at
a rate of at least 500 feet a minute, advise ATC.”
　
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