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From NASA's Aviation Safety Reporting System�
Number 192
May 1995
It's Almost Summertime
Although summer is just around the corner, one winter-type woe often hangs around long after winter is officially past. Unforecast or unexpected IMC can turn an otherwise pleasant flight into a stressful one. minute later, the right engine began to miss and the EGT gauge dropped all the way down. The cylinder head temperature on the left engine dropped abruptly, as did the [temperature] on the right engine. Both engines were running rough. There was no change in manifold air pressure, RPM or other engine instruments. [We made a long, slow descent to a nearby airport]. At 6,000 feet, both cylinder head temperatures came up and the engines smoothed out. After some investigation back on solid ground, our reporter found small amounts of water in the sump and concluded: My assumption is that the super-cooled fuel created ice crystals, which, when ingested by the engine, caused the roughness.
■ The flight was conducted in VMC. Turn to final approach course was a sharp descending turn from VMC into IMC. I immediately got disoriented and started hyperventilating. After a short period of time that felt like forever, I decided to abandon the approach and advised Tower Controller. I calmed myself down [subsequently]...and successfully com pleted an ILS approach and landing. Though I am legally current and have a significant amount of “real” instrument time given my level of experience, I plan to grab an instructor and go get some more, particularly with the VMC-to-IMC transition.
Our reporter has the right idea. A springtime “tune-up” is a good plan for pilots, and for aircraft, too. Air carrier aircraft are not immune from the perils of unforecast IMC. The next report illustrates how little problems can grow into big ones, even for large aircraft.
Spring Fever
A holdover from springtime is hay fever, allergies, and sinus problems. Some pilots are affected all year long, their afflic tions causing conflictions, as this First Officer reports:
■ We were descending in holding to FL220. The Captain
(not flying) was clearing a sinus block. I was cleared lower, I thought to FL190. The Captain did not hear the clearance, but saw me set FL190 in the altitude reminder and he read back the clearance to FL190. ATC responded that we were only cleared to FL200 and turned us behind [conflicting] traffic without incident. A contributing factor was the ear block, [which] made it difficult for the Captain to hear and repeatedly distracted him as he tried to clear it. A passenger’s allergies can also make life exciting for the pilot.
■ After takeoff, both magnetic compass systems began to
precess. We quickly determined that we could navigate safely using our VORs and by updating our magnetic compasses with reference to the standby compass. We were safe and legal to continue, provided we remained in visual conditions. As we approached [our destination], the weather deteriorated and we requested a vector to our alternate. Due to our re duced reserve fuel from circumnavigating en route weather, we declared an emergency to receive priority handling.
The Last Icicle
Some pilots may associate icing only with winter flying. As the following reports illustrate, and as Murphy’s law would have it, carburetor and fuel system icing can occur anytime.
■ During descent, my wife began having an allergy attack
and requested her medicine from the rear seat. As I turned to reach for the medicine, I inadvertently disconnected the autopilot. I reactivated it, [but] in my haste to help my wife, I neglected to reactivate the descent altitude warning system. I was subconsciously relying on the altitude warning system to advise me of my assigned lower altitude. The Center Control ler then said he showed me 700 feet below my assigned alti tude. I immediately corrected altitude and was then handed off to Approach. Lesson learned: Even when flying in the company of a distraught and medically needy wife, the pilot must always first fly the airplane. Or as an anonymous ASRS staffer noted, “better to receive the nagging of a spouse than the snagging of an aircraft by Mother Earth.”
■ Two tailwheel-qualified CFIs were on board for a training
flight. Carb heat was applied and the throttle closed in preparation for a power-off stall. As the aircraft approached a stall attitude, the prop stopped abruptly. The air tempera ture and dew point were 53 and 44 degrees Fahrenheit, re spectively. These parameters plot in the region of maximum carb ice probability. Although full carb heat was applied prior to closing the throttle, the heat may have been insuffi cient. The next reporter, a pilot of a corporate twin, had expected better performance from his turbocharged engines. He is now looking into ways of preventing a repeat of this incident:
■ After departure...to avoid an inadvertent cloud encounter
and potential ice, I proceeded to 17,500 feet. About one
ASRS Recently Issued Alerts On...
An uncharted flight restriction area in the Southwest A non-standard rotating beacon at a Minnesota airport Concerns over a new FAA flow control program (MAPS) Multiple incidents of Airbus 320 false engine fire warnings Frequency "blind spots" at an ATC transmitter/receiver site
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
March 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 2123 848 64 20
TOTAL
3055
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_192.pdf
From NASA's Aviation Safety Reporting System�
Number 192
May 1995
It's Almost Summertime
Although summer is just around the corner, one winter-type woe often hangs around long after winter is officially past. Unforecast or unexpected IMC can turn an otherwise pleasant flight into a stressful one. minute later, the right engine began to miss and the EGT gauge dropped all the way down. The cylinder head temperature on the left engine dropped abruptly, as did the [temperature] on the right engine. Both engines were running rough. There was no change in manifold air pressure, RPM or other engine instruments. [We made a long, slow descent to a nearby airport]. At 6,000 feet, both cylinder head temperatures came up and the engines smoothed out. After some investigation back on solid ground, our reporter found small amounts of water in the sump and concluded: My assumption is that the super-cooled fuel created ice crystals, which, when ingested by the engine, caused the roughness.
■ The flight was conducted in VMC. Turn to final approach course was a sharp descending turn from VMC into IMC. I immediately got disoriented and started hyperventilating. After a short period of time that felt like forever, I decided to abandon the approach and advised Tower Controller. I calmed myself down [subsequently]...and successfully com pleted an ILS approach and landing. Though I am legally current and have a significant amount of “real” instrument time given my level of experience, I plan to grab an instructor and go get some more, particularly with the VMC-to-IMC transition.
Our reporter has the right idea. A springtime “tune-up” is a good plan for pilots, and for aircraft, too. Air carrier aircraft are not immune from the perils of unforecast IMC. The next report illustrates how little problems can grow into big ones, even for large aircraft.
Spring Fever
A holdover from springtime is hay fever, allergies, and sinus problems. Some pilots are affected all year long, their afflic tions causing conflictions, as this First Officer reports:
■ We were descending in holding to FL220. The Captain
(not flying) was clearing a sinus block. I was cleared lower, I thought to FL190. The Captain did not hear the clearance, but saw me set FL190 in the altitude reminder and he read back the clearance to FL190. ATC responded that we were only cleared to FL200 and turned us behind [conflicting] traffic without incident. A contributing factor was the ear block, [which] made it difficult for the Captain to hear and repeatedly distracted him as he tried to clear it. A passenger’s allergies can also make life exciting for the pilot.
■ After takeoff, both magnetic compass systems began to
precess. We quickly determined that we could navigate safely using our VORs and by updating our magnetic compasses with reference to the standby compass. We were safe and legal to continue, provided we remained in visual conditions. As we approached [our destination], the weather deteriorated and we requested a vector to our alternate. Due to our re duced reserve fuel from circumnavigating en route weather, we declared an emergency to receive priority handling.
The Last Icicle
Some pilots may associate icing only with winter flying. As the following reports illustrate, and as Murphy’s law would have it, carburetor and fuel system icing can occur anytime.
■ During descent, my wife began having an allergy attack
and requested her medicine from the rear seat. As I turned to reach for the medicine, I inadvertently disconnected the autopilot. I reactivated it, [but] in my haste to help my wife, I neglected to reactivate the descent altitude warning system. I was subconsciously relying on the altitude warning system to advise me of my assigned lower altitude. The Center Control ler then said he showed me 700 feet below my assigned alti tude. I immediately corrected altitude and was then handed off to Approach. Lesson learned: Even when flying in the company of a distraught and medically needy wife, the pilot must always first fly the airplane. Or as an anonymous ASRS staffer noted, “better to receive the nagging of a spouse than the snagging of an aircraft by Mother Earth.”
■ Two tailwheel-qualified CFIs were on board for a training
flight. Carb heat was applied and the throttle closed in preparation for a power-off stall. As the aircraft approached a stall attitude, the prop stopped abruptly. The air tempera ture and dew point were 53 and 44 degrees Fahrenheit, re spectively. These parameters plot in the region of maximum carb ice probability. Although full carb heat was applied prior to closing the throttle, the heat may have been insuffi cient. The next reporter, a pilot of a corporate twin, had expected better performance from his turbocharged engines. He is now looking into ways of preventing a repeat of this incident:
■ After departure...to avoid an inadvertent cloud encounter
and potential ice, I proceeded to 17,500 feet. About one
ASRS Recently Issued Alerts On...
An uncharted flight restriction area in the Southwest A non-standard rotating beacon at a Minnesota airport Concerns over a new FAA flow control program (MAPS) Multiple incidents of Airbus 320 false engine fire warnings Frequency "blind spots" at an ATC transmitter/receiver site
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
March 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 2123 848 64 20
TOTAL
3055
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_192.pdf
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