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From NASA's Aviation Safety Reporting System�
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Number 188 January 1995
Winter’s Tales...
Snowbirds
To escape the harsh northern winters, “snowbirds, and some pilots, fly south. Unfortunately, a few (pilots, that is!) get tangled in the ADIZ trap. From the Bahamas: I flew through the ADIZ [Air Defense Identification Zone] without knowing that mandatory flight plans, whether [the aircraft is] landing or not, are to be filed. From the Florida Keys: I noticed a local NOTAM outlining required DVFR flight plan filing for all flights into and out of the Keys... Most pilots would be unaware of the ADIZ crossing within the same state (i.e., coastline of Florida to Florida Keys). The ADIZ is an area of airspace in which ready identification, location, and control of civil aircraft is required in the interest of national security. FAR 99, “Security Control of Air Traffic,” outlines procedures for aircraft operation associated with an ADIZ. Sectional charts may carry a variety of notations regarding the ADIZ, from warnings (“National Defense Operating Area”) to instructions (“Report to FAA Radio prior to entering ADIZ”). But some sectional charts displaying coastal or border areas have no instructions or information at all. Pilots operating aircraft into, within, or across an ADIZ must file a flight plan with a Flight Service Station or other ATC facility. Aircraft on an IFR flight plan automatically conform with this ADIZ regulation. VFR aircraft must file a DVFR (Defense Visual Flight Rules) flight plan and comply with specific time- and position-reporting requirements. Take AIM. The Airman’s Information Manual (Paragraph 5-90) explains the aircraft equipment and reporting requirements for ADIZ flights, and offers this further caution: “An airfiled VFR flight plan makes an aircraft subject to interception for positive identification when entering an ADIZ. Pilots are therefore urged to file the required DVFR flight plan either in person or by telephone prior to departure.” The following reporter, inbound from the Bahamas, discovered this the hard way: was questioned by U.S. Customs officials about his lack of a flight plan, even though he was talking to the customs office throughout his flight. His advice: File and call customs and whoever else (Coastal ATC) and let them know what your intentions are. Avoid the lack of com munication between government agencies!
It’s Still Flying Until...(Part 1)
Following three or four blasts of power to reach the signalman’s mark on a slippery ramp, the turbojet finally arrived at the gate. Then, according to an ASRS reporter...
■ The last few feet were on an incline to the gate. I set the
brakes and received a chock-in signal... After the parking checklist was complete and upon moving my seat back to fill out the aircraft logbook, the brakes accidentally disengaged. Apparently the chocks had slipped on the slick ramp, or due to the incline the aircraft jumped the chocks. The right wing aileron assembly impacted a fuel truck [parked] behind the wing. Then I realized we had moved backwards approxi mately six feet. I moved my seat forward and physically held the brakes. I think the ground crew were possibly put off guard by the power [applications] and attempt to get the aircraft to the gate. As the Captain, I feel I am responsible, but some circumstances, like the slope, slippery ramp, and the chocks not holding, are beyond what I control. There is a truism in aviation that until the airplane is chocked in and tied down, the machine is still flying. Additional testimony is supplied by our next report.
It’s Still Flying Until...(Part 2)
The Captain submitting this tribute to padded jetways was justifiably pleased with a successful landing in 30-knot winds and blowing snow. At the last moment, however, the aircraft slid on the ramp and weathervaned. The reporter continues:
■ The forward fuselage left side grazed the padded bumper
area with the temperature probe, tearing the padding. All engines were running but brakes and nose steering and thrust reverse could not prevent contact with the jetway padding. I felt appropriate precautions had been taken for taxi in existing conditions. A tow to the gate might have been the precaution of choice in both of the above situations. In addition, perhaps airport management also needs to be reminded that ramp mainte nance is vital to safety, especially during slippery winter conditions.
■ [After several unsuccessful attempts to reach ABC Tower],
we made the decision to use UNICOM frequency and get our flight plan in the air... We contacted Center and told them our request and intentions. They gave us a squawk code and brought us into airport XYZ. [Upon landing], we were ordered out of the aircraft at gunpoint and made to lie face down on the taxiway. Perhaps the best advice for preventing ADIZ entanglements comes from a government pilot and reporter to ASRS. He
ASRS Recently Issued Alerts On...
Loss of control of an EMB-120 attributed to clear ice Reports describing compliance problems with SFAR 71 Cabin PA interference with a B-757 cockpit chime system A MOA extending to FL280 and not marked on jet charts A high intensity laser in use on a Hawaii airport's approach
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
November 1994 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1933 691 66 60
TOTAL
2750
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_188.pdf
From NASA's Aviation Safety Reporting System�
p
Number 188 January 1995
Winter’s Tales...
Snowbirds
To escape the harsh northern winters, “snowbirds, and some pilots, fly south. Unfortunately, a few (pilots, that is!) get tangled in the ADIZ trap. From the Bahamas: I flew through the ADIZ [Air Defense Identification Zone] without knowing that mandatory flight plans, whether [the aircraft is] landing or not, are to be filed. From the Florida Keys: I noticed a local NOTAM outlining required DVFR flight plan filing for all flights into and out of the Keys... Most pilots would be unaware of the ADIZ crossing within the same state (i.e., coastline of Florida to Florida Keys). The ADIZ is an area of airspace in which ready identification, location, and control of civil aircraft is required in the interest of national security. FAR 99, “Security Control of Air Traffic,” outlines procedures for aircraft operation associated with an ADIZ. Sectional charts may carry a variety of notations regarding the ADIZ, from warnings (“National Defense Operating Area”) to instructions (“Report to FAA Radio prior to entering ADIZ”). But some sectional charts displaying coastal or border areas have no instructions or information at all. Pilots operating aircraft into, within, or across an ADIZ must file a flight plan with a Flight Service Station or other ATC facility. Aircraft on an IFR flight plan automatically conform with this ADIZ regulation. VFR aircraft must file a DVFR (Defense Visual Flight Rules) flight plan and comply with specific time- and position-reporting requirements. Take AIM. The Airman’s Information Manual (Paragraph 5-90) explains the aircraft equipment and reporting requirements for ADIZ flights, and offers this further caution: “An airfiled VFR flight plan makes an aircraft subject to interception for positive identification when entering an ADIZ. Pilots are therefore urged to file the required DVFR flight plan either in person or by telephone prior to departure.” The following reporter, inbound from the Bahamas, discovered this the hard way: was questioned by U.S. Customs officials about his lack of a flight plan, even though he was talking to the customs office throughout his flight. His advice: File and call customs and whoever else (Coastal ATC) and let them know what your intentions are. Avoid the lack of com munication between government agencies!
It’s Still Flying Until...(Part 1)
Following three or four blasts of power to reach the signalman’s mark on a slippery ramp, the turbojet finally arrived at the gate. Then, according to an ASRS reporter...
■ The last few feet were on an incline to the gate. I set the
brakes and received a chock-in signal... After the parking checklist was complete and upon moving my seat back to fill out the aircraft logbook, the brakes accidentally disengaged. Apparently the chocks had slipped on the slick ramp, or due to the incline the aircraft jumped the chocks. The right wing aileron assembly impacted a fuel truck [parked] behind the wing. Then I realized we had moved backwards approxi mately six feet. I moved my seat forward and physically held the brakes. I think the ground crew were possibly put off guard by the power [applications] and attempt to get the aircraft to the gate. As the Captain, I feel I am responsible, but some circumstances, like the slope, slippery ramp, and the chocks not holding, are beyond what I control. There is a truism in aviation that until the airplane is chocked in and tied down, the machine is still flying. Additional testimony is supplied by our next report.
It’s Still Flying Until...(Part 2)
The Captain submitting this tribute to padded jetways was justifiably pleased with a successful landing in 30-knot winds and blowing snow. At the last moment, however, the aircraft slid on the ramp and weathervaned. The reporter continues:
■ The forward fuselage left side grazed the padded bumper
area with the temperature probe, tearing the padding. All engines were running but brakes and nose steering and thrust reverse could not prevent contact with the jetway padding. I felt appropriate precautions had been taken for taxi in existing conditions. A tow to the gate might have been the precaution of choice in both of the above situations. In addition, perhaps airport management also needs to be reminded that ramp mainte nance is vital to safety, especially during slippery winter conditions.
■ [After several unsuccessful attempts to reach ABC Tower],
we made the decision to use UNICOM frequency and get our flight plan in the air... We contacted Center and told them our request and intentions. They gave us a squawk code and brought us into airport XYZ. [Upon landing], we were ordered out of the aircraft at gunpoint and made to lie face down on the taxiway. Perhaps the best advice for preventing ADIZ entanglements comes from a government pilot and reporter to ASRS. He
ASRS Recently Issued Alerts On...
Loss of control of an EMB-120 attributed to clear ice Reports describing compliance problems with SFAR 71 Cabin PA interference with a B-757 cockpit chime system A MOA extending to FL280 and not marked on jet charts A high intensity laser in use on a Hawaii airport's approach
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
November 1994 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1933 691 66 60
TOTAL
2750
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_188.pdf
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