曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

Part 121/135 or equivalent. Nine accidents were selected for review in the referenced
report based on the applicability of GPWS warning profiles and the likelihood of a
GPWS warning. Five of these nine were also used in the JSAT analysis and were thus
not used in the comparison.
The JSAT report identified 36 distinct standardized problem statements. The number of
Page 29
problems identified for each of the four new accidents in the referenced report ranged
from 8 to 13. The overlap between the two sets of problem statements was roughly 33%;
however, the most-commonly cited problems for each accident set displayed a higher
level of agreement.
Walker, David, FSF Controlled Flight Into Terrain Task Force, slide presentation,
FSF/IFA/IATA 48th International Air Safety Symposium, Seattle, WA, November,
1995.
Recommendations from the subject presentation were found to validate those of the
JSAT:
Install GPWS in aircraft
Approach Procedures
Nonprecision approaches (NPA) are unnecessarily hazardous
NPA must be simplified
Nominal descent path for every approach (3 degrees)
One final approach segment per navigation aid/runway combination
Crew/Operator and Regulatory awareness training.
Weener, E.F., Second Annual Report of the FSF/ICAO CFIT Accident Reduction
Task Force, meeting summary, Lisbon (no date available).
Recommendations from the referenced meeting were found to validate those of the JSAT:
· Colored contours should be used to present either terrain or minimum flight altitude
information on instrument approach charts.
· Nonprecision approach procedures should be constructed, whenever possible, in
accordance with established stabilized approach criteria. Additionally, the ICAO
Procedures for Air Navigation Services (PANS-OPS) should be re-examined.
· Early GPWS equipment should be taken out of service or updated, where
modifications are available. Such action would result in a decrease in the number of
unwanted warnings experienced and thus increase the integrity and reliability of the
GPWS.
· All aeroplanes in commercial and corporate use should be equipped with GPWS even
where these aeroplanes are used only in domestic operations.
Page 30
· The radio altitude call-out (automatic aural) facility should be employed to enhance
situational awareness of proximity to terrain.
· All States and operators should be informed of the dangers inherent in the use of
three-pointer and drum-pointer altimeters and that usage of these altimeters should be
discontinued.
· All States should standardize on the use of hectopascals for altimeter settings in
accordance with the established international Standards, and thus eliminate the
potential hazard of the mis-setting of the altimeter.
· Enhance the situational awareness by providing terrain awareness and predictive
terrain hazard warning.
· Consider the use of GPS to benefit situational awareness and accuracy of navigation.
· Head-up Display benefits should be publicized more widely, use generally
encouraged and development continued to eliminate known limitations.
Page 31
IX. CONCLUSION
The JSAT reviewed ten representative commercial CFIT accidents for which adequate
accident data was available. The team analyzed these accidents, identified problems
contributing to the accidents, and developed and prioritized 106 separate intervention
strategies to address the accidents. Of those intervention strategies, 21 have been
identified for highest implementation priority based on their effectiveness and feasibility,
as judged by the JSAT. TAWS-EGPWS, aimed at providing flight crews with increased
awareness and warning of surrounding terrain, was identified as the most-recommended
intervention due to its potential to intervene in the broad spectrum of CFIT accidents.
Seventeen of the remaining 20 highest priority recommendations attempt to provide a
means for airlines/operators to identify those procedures, training concepts, and other
programs most likely to minimize the likelihood of future CFIT and near-CFIT accidents.
The other three intervention strategies are directed towards the improvement of ATC
information transfer, glideslope guidance systems, and MSAW equipment.
A total of 43 intervention strategies fell into the secondary prioritization category. This
group included two interventions which had top overall effectiveness scores, but low
feasibility – GPS datalink and synthetic vision. If these technologies develop to the point
of improving the feasibility of their implementation, GPS datalink and synthetic vision
should also receive the highest priority for implementation.
　
中國(guó)航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空資料33(73)