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

San Francisco Bay TRACON, the Monterey, CA, Tower/
TRACON, and the Reno, NV, Tower/TRACON.
When not at the office, Ed has been working on his golf
game and is seriously considering changing to Ping-Pong.
Number 319 June/July 2006
It’s time for another “interactive” issue of
CALLBACK, in which readers can put their hangar
flying wisdom to the test. The front page of this
issue describes various situations encountered by
ASRS reporters. On the back page, you will find the
responses actually taken by the reporters of these
incidents. Keep in mind that the reported response
to the incident may, or may not, represent the
optimal solution to the problems described. We hope
that these reports will stimulate your thinking and
imagination as you “fill in the blanks.”
Situation #1: “We were in a diving right
turn…”
While focusing on cockpit communications duties, this
flight instructor experienced a disorienting problem:
■ We departed on a dual instructional flight on a Tower
Enroute Control IFR flight plan. The IFR student was
flying the aircraft. I was working the navigation and
communication radios. We were level at 4,000 feet MSL and
my high-time student looked comfortable and in control of
the aircraft. While being vectored into a 180-degree turn to
intercept the final approach course for our destination…we
encountered a small amount of turbulence and my student
over-controlled the aircraft... During this time I was
reading back our new heading and setting the radios for
the approach. Several seconds passed. When I looked over,
we were in a diving right turn and were well below our
assigned altitude.
What would you have done?
Situation #2: “No corrective action [was]
taken by the Developmental”
How far should an instructor let a training situation go
before intervening for safety reasons? Here is how that
dilemma developed for an Air Traffic Controller:
■ Aircraft X was southbound via the airway enroute to
ZZZ in level flight at FL310. Aircraft Y was northbound
direct ZZZ1 at FL320. On the job training was in progress
with Developmental Controller working the radar position.
I was instructing. Traffic complexity was increasing. As
data blocks became cluttered over ZZZ1, the Developmental
requested the aid of a Handoff Controller. As the Handoff
Controller was joining the sector, the Developmental issued
a descent clearance to Aircraft Y to FL300. I advised him
to be aware of Aircraft X. Several seconds lapsed with no
corrective action taken by the Developmental…
What would you have done?
Situation #3: “The fuel quantity indicator
failed”
An MD-80 flight crew had to make an on-the-spot decision
when the fuel quantity indicator failed shortly after
takeoff:
■ Shortly after departing ZZZ and leveling at FL310,
the fuel quantity indicator failed. It indicated erratic
quantities in all 3 tanks. It seemed to enter a sort of
maintenance test mode, at times displaying 3000-3000-
3000, and then indicating rapidly changing numbers
up and down (several thousand pounds). It displayed a
series of dashes in all 3 windows at times and the gross
weight window displayed rapidly changing values as well.
The indicator would not work on either channel A or B.
Consideration was given to returning to ZZZ….
What would you have done?
Situation #4: “Iguanas
had moved on the runway”
A species of iguana found in the
Caribbean, where this incident occurred, are usually
between four and six feet in length when fully grown, and
can present a reptilian hazard to landing aircraft:
■ After going missed for an iguana on the runway, we
were revectored for the visual. ATC advised that more
iguanas had moved on the runway at taxiway Y. He was
unable to issue a landing clearance, and [asked us] to state
our intentions…
What would you have done?
Situation #5: “I could feel a huge force
trying to open the door”
A cabin attendant struggled to prevent a passenger agent
from opening the armed door on a B757 and deploying the
slide.
■ As we were taxiing in, the taxi was very slow, my window
at door 1R fogged over and I could not see out clearly. We
stopped and I was waiting for the seatbelt sign to go off
before disarming [door] 1R. Immediately, at the same time
of stopping, I heard and saw the door handle at 1R being
opened. I released my seatbelt and grabbed the door handle
with both hands, while shouting ‘Stop! Stop! The door is
　
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