Number 205
July 1996
Tricks of Sun and Storm
Sunny summer days are often associated with great flying, but can be tough on pilots’ eyes. Sunglasses that help cut glare in the cockpit may sometimes create another hazard, as this air carrier Captain reports:
Desert Storm
In the Southwestern U.S. and some foreign locations, the approach of seasonal thunderstorms may be signaled by dangerous emissaries—sand and dust clouds that precede the storm front at low and high altitudes, presenting a hazard to both general aviation and air carrier aircraft. An air carrier Captain tells a harrowing tale of an encounter with one such dervish in Middle Eastern airspace:
■ While taxiing out, after turning onto the taxiway, we
noticed the cargo door light on and company personnel on the ramp waving. We notified Ground Control, and company personnel came to the aircraft and secured the cargo door. This happened in part due to the annunciator light being quite dim and in the far corner of the panel. [Since I had sunglasses on], it was quite difficult to see. Sunglasses are available in a wide variety of tints, some of which may alter the color and brightness of annunciator and warning lights. Polarized sunglasses, although effective against reflective glare, may reveal strain patterns present in some aircraft windshields. These patterns may visually distract pilots. Many air carrier operations manuals specifically prohibit the use of polarized sunglasses. Pilots should explain to their eye care providers that the sunglasses will be used for flying, and that it is important not only to be able to see colored warning lights and electronic displays, but to avoid visual distortions and distractions.
■ Flight approaching [Middle Eastern] airport was cleared to descend to FL120. An area of isolated embedded thunderstorms was being passed. Aircraft had been slowed to turbulence penetration speed and was deviating around thunderstorms on descent with good radar returns received. At FL180, an area of mild precipitation showed on radar; not unlike ground clutter, it would not contour. Rain increased in intensity followed by a very brown substance which appeared to be wet sand. The windshields were damaged, #2 engine flamed out, and the “pull up” [terrain warning] signal occurred several times. The time in the heavy rain/sand was very short...but the intensity of the deluge was considerable.
After flying through the sand cloud, the aircraft continued on and landed uneventfully. My main concern was the lack of adequate return from a perfectly good radar and the hazard involved in flying through wet sand. The radome was damaged, the landing light lenses blown out, and the windshields partly crazed over. All the static wicks were also missing. This aircraft’s Ground Proximity Warning System (GPWS) apparently interpreted the sand cloud as terrain and signaled a pull-up.
Mirage
Another impediment to a pilot’s vision is the refraction of light rays on a hot day. Heat in the atmosphere acts as a lens to create a distorted view of reality—a mirage. The mirage may give the illusion that an object is present, when, in fact, no object exists at close hand. The opposite situation, as reported by a general aviation pilot, is a case in which the watery mirage effect masks a very real hazard:
■ Hot and hazy day. Runway 06 was in use. I had the CTAF on while doing my pre-flight checks at the approach end of runway 06. I checked both ends of the runway, saw no traffic, made my departure call and started takeoff. Unknown to me, an airplane had approached and landed on runway 24 while I did my run-ups, etc. Just before rotation speed, I noticed the other airplane on the runway. I had enough room to rotate and side-slip to the right, and missed the other plane by a good margin. I’d heard nothing on the radio. An airport employee said he hadn’t either.
Incidents like this can be prevented by: 1) using your radio at uncontrolled fields; 2) obtaining airport advisory, i.e., which runway is in use; and 3) exercising great care on hot, muggy days. Heat rising from the runway may distort your view of objects at the other end.
ASRS Recently Issued Alerts On...
Toe-brake failure on an ATR-42 Flap asymmetry control problems on an E-120 Loose rocks on taxiways at a Mississippi airport Uncommanded spoiler deployment on a B737-200 Radar display strobing at a Florida TRACON facility
ASRS on the “Web”
Earlier this year, we announced that ASRS has an Internet site. It can be reached by typing the following address exactly as it appears: http://www-afo.arc.nasa.gov/ASRS/ASRS.html We hope you’ll visit us soon to sample some of our aviation safety fare, including an ASRS overview, and pilot/controller reporting forms. Also available through the Adobe Acrobat Reader are back issues of two ASRS publications — CALLBACK from December 1994 to the present, and Directline from Winter 1990 to the present. Soon, you will be able to access these two publications directly in an “html” format.
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
April 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1872 667 112 43
TOTAL
2694
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_205.pdf
July 1996
Tricks of Sun and Storm
Sunny summer days are often associated with great flying, but can be tough on pilots’ eyes. Sunglasses that help cut glare in the cockpit may sometimes create another hazard, as this air carrier Captain reports:
Desert Storm
In the Southwestern U.S. and some foreign locations, the approach of seasonal thunderstorms may be signaled by dangerous emissaries—sand and dust clouds that precede the storm front at low and high altitudes, presenting a hazard to both general aviation and air carrier aircraft. An air carrier Captain tells a harrowing tale of an encounter with one such dervish in Middle Eastern airspace:
■ While taxiing out, after turning onto the taxiway, we
noticed the cargo door light on and company personnel on the ramp waving. We notified Ground Control, and company personnel came to the aircraft and secured the cargo door. This happened in part due to the annunciator light being quite dim and in the far corner of the panel. [Since I had sunglasses on], it was quite difficult to see. Sunglasses are available in a wide variety of tints, some of which may alter the color and brightness of annunciator and warning lights. Polarized sunglasses, although effective against reflective glare, may reveal strain patterns present in some aircraft windshields. These patterns may visually distract pilots. Many air carrier operations manuals specifically prohibit the use of polarized sunglasses. Pilots should explain to their eye care providers that the sunglasses will be used for flying, and that it is important not only to be able to see colored warning lights and electronic displays, but to avoid visual distortions and distractions.
■ Flight approaching [Middle Eastern] airport was cleared to descend to FL120. An area of isolated embedded thunderstorms was being passed. Aircraft had been slowed to turbulence penetration speed and was deviating around thunderstorms on descent with good radar returns received. At FL180, an area of mild precipitation showed on radar; not unlike ground clutter, it would not contour. Rain increased in intensity followed by a very brown substance which appeared to be wet sand. The windshields were damaged, #2 engine flamed out, and the “pull up” [terrain warning] signal occurred several times. The time in the heavy rain/sand was very short...but the intensity of the deluge was considerable.
After flying through the sand cloud, the aircraft continued on and landed uneventfully. My main concern was the lack of adequate return from a perfectly good radar and the hazard involved in flying through wet sand. The radome was damaged, the landing light lenses blown out, and the windshields partly crazed over. All the static wicks were also missing. This aircraft’s Ground Proximity Warning System (GPWS) apparently interpreted the sand cloud as terrain and signaled a pull-up.
Mirage
Another impediment to a pilot’s vision is the refraction of light rays on a hot day. Heat in the atmosphere acts as a lens to create a distorted view of reality—a mirage. The mirage may give the illusion that an object is present, when, in fact, no object exists at close hand. The opposite situation, as reported by a general aviation pilot, is a case in which the watery mirage effect masks a very real hazard:
■ Hot and hazy day. Runway 06 was in use. I had the CTAF on while doing my pre-flight checks at the approach end of runway 06. I checked both ends of the runway, saw no traffic, made my departure call and started takeoff. Unknown to me, an airplane had approached and landed on runway 24 while I did my run-ups, etc. Just before rotation speed, I noticed the other airplane on the runway. I had enough room to rotate and side-slip to the right, and missed the other plane by a good margin. I’d heard nothing on the radio. An airport employee said he hadn’t either.
Incidents like this can be prevented by: 1) using your radio at uncontrolled fields; 2) obtaining airport advisory, i.e., which runway is in use; and 3) exercising great care on hot, muggy days. Heat rising from the runway may distort your view of objects at the other end.
ASRS Recently Issued Alerts On...
Toe-brake failure on an ATR-42 Flap asymmetry control problems on an E-120 Loose rocks on taxiways at a Mississippi airport Uncommanded spoiler deployment on a B737-200 Radar display strobing at a Florida TRACON facility
ASRS on the “Web”
Earlier this year, we announced that ASRS has an Internet site. It can be reached by typing the following address exactly as it appears: http://www-afo.arc.nasa.gov/ASRS/ASRS.html We hope you’ll visit us soon to sample some of our aviation safety fare, including an ASRS overview, and pilot/controller reporting forms. Also available through the Adobe Acrobat Reader are back issues of two ASRS publications — CALLBACK from December 1994 to the present, and Directline from Winter 1990 to the present. Soon, you will be able to access these two publications directly in an “html” format.
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
April 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1872 667 112 43
TOTAL
2694
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_205.pdf
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