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

Eastern U.S. airport SID obstacle clearance
Southern U.S. ARTCC radio frequency problem
Southern U.S. airport runway marking discrepancy
It’s one thing to shuffle around the attic dragging chains,
but trying to get a C182 to levitate properly with a
concrete weight attached is another story.
Ever have one of those flights that seemed like a bad
dream? Either this PA 28 was trimmed just right, or the
pilot took sleepwalking to a whole new level.
■ I took off sometime after midnight. I noted half-full
tanks during my preflight. I flew to [another field], did
four touch and goes, flew around the local area, and then
headed for [a second field]. Enroute, I fell asleep and ran
the left tank out of fuel. I landed in a cotton field. My only
memory of the incident was impacting the ground in the
field.
This incident was caused by a poor decision to fly late at
night without proper rest after a long day at work.
Lost, Alone, and in the Dark
Copies of the ASRS reports that generated the “Recently Issued Alerts” can be obtained by writing to the NASA Aviation
Safety Reporting System or by emailing a request to: asrs-alerts@lists.arc.nasa.gov
■ I preflighted the plane for a return flight to [another
airport in Wisconsin]. The lighting on the instrument
panel seemed faint, but the airport ramp was well lit. I
adjusted the rheostat on the panel and departed. Once
aloft, I could not easily read the instruments. Relying only
on the compass, I became lost. I could not read the clock
and lost track of time. After searching for an airport to put
the plane down, I saw one with a runway open. I saw a
plane approaching and, maintaining a safe distance,
followed it in and landed. I took the first taxiway off the
runway and shut down. I had not declared an emergency
and was not in contact with the tower. It was O’Hare.
This report to ASRS from a low-time, light aircraft pilot
emphasizes the importance of asking for assistance as
soon as it is necessary. A request for help from Air Traffic
Control can prevent a small problem from growing into a
scary scenario.
The “Other Guy” in the Tower
As with pilots, controllers’ abilities improve with
experience. In this incident there may have been
controller training in progress that eventually required a
supervisor to take over. However, as the reporter pointed
out, everyone involved probably made assumptions and
certainly each contributed factors that collectively led to a
very close call.
■ ...There was a piston twin in front of me in the runup
area. I reported ready in sequence to the tower. I read back
instructions to hold short. Tower advised that a King Air
was at seven miles inbound on the ILS.... The twin was
cleared to takeoff and I was immediately cleared to
“position and hold.” I waited at the hold line because the
twin did not take off immediately. Instead, he hesitated
and then began to move down the runway. I moved into
position on the runway as he moved out of the way. [The
runway] has about a 1,000 foot displaced threshold. I was
in position at the end and could see pretty well down the
runway.... I waited for takeoff clearance.... I was beginning
to wonder where the King Air was.... It appeared that the
Tower was working the departures and arrivals pretty
tightly. As the seconds ticked by, I became concerned. I
didn’t feel like I would be in actual danger if the King Air
came in because of the displaced threshold, but I didn’t
like being on the runway and not knowing where he was. I
decided to ask the controller if he wanted me off the
runway, but just then I was given takeoff clearance.... I
assumed that the King Air must not be as close as I had
feared or they wouldn’t be clearing me to takeoff.
I...entered IMC very soon after rotation.... Then I heard the
King Air pilot report that he was “on the missed.” He said,
“We can’t see a thing.” I was shocked to hear this. I had
just lifted off and my initial climb rate was more than
1,100 feet per minute. Now I had a King Air, theoretically
climbing out of 250 feet AGL right behind me.... I
maintained runway heading, staying where the controllers
expected me to be.... I heard two partial transmissions....
The controller didn’t seem to know what to say or do in
response to the developing situation.... There was a few
seconds of silence then transmissions from what sounded
like a different person, “King Air XXX, turn right
immediately; heading 330”.... Then I was given an
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CALL BACK 2(65)