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者

No. SE-13249, FAA Order No. EA-3999 served October 15, 1993.
• IOP 16 – Administrator v. Alphin, 4 NTSB 23 Order EA-2008 adopted
May 31, 1984
• IOP 17 – In the Matter of Warbelow’s Air Ventures, Inc., Docket No.
CP97AL0012 FAA Order No. 2000-3 served February 3, 2000.In
• IOP 18 – the Matter of USAir, Docket No. CP91NM0183 FAA Order
No. 92-48 served July 22, 1992.
Respectfully submitted,
Marshall S. Filler E: msf@potomac-law.com
Counsel to Complainant Aeronautical Repair
Station Association
Obadal, Filler, MacLeod & Klein, P.L.C.
117 North Henry Street
Alexandria, VA 22314-2903
T: 703-299-0784
F: 703-299-0254
February 29, 2008
18
CERTIFICATE OF SERVICE
I, Colin P. Carroll, certify that on February 29, 2008, I caused the executed
original and one copy of the foregoing Aeronautical Repair Station Association
part 13 Complaint on § 21.50(b) of the Federal Aviation Regulations to be
delivered via Certified Mail, Return Receipt to:
Federal Aviation Administration
Office of the Chief Counsel
800 Independence Avenue, S.W.
Washington, D.C. 20591-0004
ATTN: Enforcement Docket AGC-10
I, Colin P. Carroll, certify that on February 29, 2008, I caused one copy of the
foregoing Aeronautical Repair Station Association part 13 Complaint on §
21.50(b) of the Federal Aviation Regulations to be delivered via Certified Mail,
Return Receipt to:
Thomas A. Piraino, Jr.
Vice President, General Counsel and Secretary
Parker Hannifin Corporate Headquarters
6035 Parkland Boulevard
Cleveland, OH 44124-4141
Signature
flight safety foundation 24 | | AeroSafetyWorld | October 2009
threatanalysis
Rick Darby
Cold Remedies
Presenters at a winter operations conference
offered guidance for aviation’s most difficult season.
BY RICK DARBY | FROM TORONTO
ww.flightsafety.org | AeroSafetyWorld | October 2009 | 25
threatanalysis
For artists, photographers and anyone
with an eye for beauty, winter
has its attractions. For aviation
professionals involved with
winter flying, the season brings the
need for extra vigilance and adherence
to proven operational practices. Held
in Toronto, the International Winter
Operations Conference, themed “Safety
Is No Secret,” aimed to reduce the
mysteries surrounding winter aviation’s
special demands.
The Air Canada Pilots Association/
Association des pilotes d’Air Canada
(ACPA) and the Canadian Society of
Air Safety Investigators sponsored the
event. Barry Wiszniowski, a captain,
air safety investigator and chair, ACPA
Technical and Safety Division, was the
chief organizer (see sidebar, p. 27).
“For an inspector of accidents in
a Nordic country, this was a valuable
conference,” said Edith Irgens, inspector
of accidents, Accident Investigation
Board Norway. “It covered most of the
challenges we experience up north:
contaminated runways, weather, snow
clearing, de- and anti-icing, airframe
icing and aerodynamics, runway excursions
and safety areas, cabin safety and
even some of the challenges of a winter
accident investigation.”
The keynote speaker was Robert
“Hoot” Gibson, mission commander
aboard the space shuttles Challenger,
Columbia, Atlantis and Endeavour. The
Challenger was destroyed shortly after
launch when an O-ring seal failed.
Investigation found that the unusually
cold weather, outside the range of previous
operations, was a leading causal
factor in the failure of the seal.
Dave Mastel, manager, Area Control
Centre operations, NAV Canada,
described the preparations his organization
makes before a major winter
storm. They can be described under
three headings, he said. First, planning
— strategic and tactical; second,
execution — communications, ground
operations and traffic management initiatives;
and third, monitoring, including
follow-up debriefings.
He offered “rules of thumb” for
ground control during snow or icy conditions.
Establish separate arrival and
departure traffic flows if feasible; minimize
runway crossings; be aware of,
and respect, anti-icing fluid holdover
times; keep the time between brake
release and departure to one hour; and
ask pilots for single-engine taxiing.
For wet runways, he recommended a
maximum crosswind component of 15
kt including gusts; for contaminated
runways, he said controllers should use
　
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