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

main wheels down, I held full aft elevator to slow the
aircraft. When I lost elevator effectiveness the nosewheel
touched down and began to sink in the sand. In a few more
seconds the aircraft came to a stop with the nosewheel
buried in the sand. The propeller struck the sand and
stopped the engine. My passenger and I were able to free
the aircraft and pushed it a few feet toward the sea to more
stable soil. I inspected the propeller and it did not appear
to be bent. I started the engine and noticed a slight
vibration that smoothed out when full power was applied.
What would you have done?
Number 309 June 2005
As in previous “interactive” issues of Callback,
readers are once again given the opportunity to
consider an appropriate course of action for a given
situation. The actions that were actually taken by
the reporters of these incidents are found on the
reverse of this Callback issue. Bear in mind that the
reported action may or may not represent the best
response to the situation. Our intent is to stimulate
thinking, discussion, and training related to the
type of incidents that were reported.
Situation #2: “A decision had to be made.”
This non-instrument rated, Cessna 206 pilot was faced
with a classic weather decision: press on in hopes that
conditions would improve, or accept the inconvenience of
an enroute stop.

I contacted the local Flight Service Station and
requested information about the weather from [departure
airport] to ZZZ, my destination. I was informed that a
stalled stationary front included ZZZ and current
conditions there were IFR. I departed VFR and tracked the
weather via numerous AWOS/ASOS reports during flight.
Approximately 100 miles south of ZZZ the weather was
deteriorating.
I had to catch a commercial flight at my destination and,
although it was still IFR there, I believed that conditions
would surely improve. Enroute, YYY was reporting
Marginal VFR and a decision had to be made whether or
not to continue to ZZZ.
What would you have done?
Situation #3: “I can make this.”
This A320 First Officer was prepared to abandon an
unstable approach, but then it started to look like things
might work out.

...ATC gave us a close-in turn from downwind to base
leg in visual conditions. The Captain and I both
anticipated a “slam dunk” from Approach Control so we
had slowed to approximately 170 knots and set flaps 2.
The situation was further compounded when Approach
told us to maintain 5,000 feet for traffic in the area. We
were cleared for the visual four miles from the runway at
5,000 feet. I began a very rapid descent with gear down,
flaps 3, and speed brakes full. I was determined to give
this my best effort, however I mentally prepared myself for
a go-around. I told the Captain that at 1,000 feet I thought
we should evaluate the situation. At around 1,000 feet I
began to capture the glideslope, prompting me to continue
the approach even though the airspeed was still high. At
around 500 feet airspeed began to decrease, further
tempting me to think, “I can make this!”
What would you have done?
Situation #4: “The Cessna was between him
and the airport.”
Faced with one aircraft that needed to make an
emergency approach and another aircraft that presented
a traffic conflict, this Air Traffic Controller had to
orchestrate a solution.

The Mooney (9,000 feet) was northbound.... The Cessna
(8,000 feet) was eastbound. When the Mooney was three or
four miles south of the Cessna, he indicated that he had an
engine problem and wanted to land at ZZZ. This required
that he descend visually through the Cessna’s altitude or
be vectored away for standard separation. The airport was
only 10 miles away and the Cessna was between him and
the airport. The winds were strong from the north, so he
wanted to set up for an approach. I called out the traffic
twice and kept the Mooney level, hoping he would see the
Cessna. I felt that the Mooney needed me to get him down,
so he could set up his approach.
As the controller, what would you have
done?
ASRS Alerts Issued in May 2005
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 4
Airport facility or procedure 3
ATC procedure or equipment 1
Chart, Publication, or Nav Database 2
Maintenance procedure 4
Total 14
Situation #1: “The propeller struck the sand
and stopped the engine.”
I decided that I would fly the aircraft home, because what
little damage there was would not affect the airworthiness
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CALL BACK 2(84)