曝光臺 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

Report 07
Shortly after departure from Johnstown, Pa, after having made contact with Center and radar contact, Center asked us where we were going. I was the F/O and PNF. On taxiout during the before takeoff checklist, the Captain quickly briefed the SID (one of several) for this non-tower controlled airport. This SID climbed us out NE of JST on the 048 deg radial. I was not at all clear about this departure or how it would feed us onto the route (V12 out of JST to AGC). We were IFR in blowing snow and rain, climbing to 8000' MSL. The Captain who did not appear to understand about the filed rte seemed puzzled about Center’s inquiry. I told the Captain that the route (V12) was west on the JST 272 deg radial, and we were NE of the vortac. The Captain got very upset and gave me no directions to respond to Center and seemed confused. I took the initiative because I knew the rte to respond to ATC. I said, "aircraft ident is off course, please give us a vector back to course." Center turned us to 270 deg heading, which I assumed was to intercept the course outbound. During this time the Captain told me to fly while he fished through the IFR charts to see what the course was--his first course familiarization. He didn't assume the PNF duties FNAV and COM, so when Center called again there was ambiguity over what anyone was supposed to do. My HSI was set up for the 274 deg radial. I wanted to compare that situation to the RMI needles, which I thought were set to VOR mode for JST. The RMI needles were pointing 180 degrees, so I took it upon myself, since no one seemed to be in charge, to turn to the station on that information and speed up the intercept. However, to my dismay, I had the RMI set to ADF mode. Center called in again as I erringly navigated toward JST on the ADF display and again asked where we were going. The Captain, already fit to be tied, got even more upset and erratic seeing what was taking place. Finally Center told us to forget the intercept and radar vectored us to pit approach controller’s airspace and handed us off. I realized my NAV error and my erroneous assumptions--the Captain accepted blame for not doing his job right, and we progressed into pit on the ILS runway 32 w/o further incident.
Report 08
We were taxiing onto the runway (r21) at Hilton Head airport when my F/O said there is an small aircraft y turning final. The aircraft on final initiated a go-around when he noticed that we were taxiing onto the runway. There was nothing we could do to evade the aircraft if he had landed since it was not possible to maneuver light transport x off the runway in time. I did not hear a radio call by small aircraft y before or while taxiing onto the runway, or while taxiing out. However we did not initiate a call, either. There are several contributing factors. One is a fatigue factor of a 15 hr duty day the day before. The other is the F/O announcement to passengers while taxiing. The F/O was still making an passengers announcement while I was calling departure control for clearance. I believe a prerecorded passengers announcement on aircraft w/o a F/A would be of great benefit at airports where there is a short taxi time. This is, however, also a case of not enough diligence on our part and or not making the announcement of our intentions.
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Developing Advanced Crew Resource Management (ACRM) Training: A Training Manual(119)