時(shí)間：2011-04-18 00:52來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
|
2.Be cautious of snowdrifts and snow banks . anything that can distinguish the edge of the runway. Look for subtle changes in snow texture or shading to identify ridges or changes in snow depth. g. Off.Airport Landings. 1. In the event of an off.airport landing, pilots have used a number of different visual cues to gain reference. Use whatever you must to create the contrast you need. Natural references seem to work best (trees, rocks, snow ribs, etc.)(a)Over flight. (b)Use of markers. (c)Weighted flags. (d)Smoke bombs. (e)Any colored rags. Potential Flight Hazards 7.5.11 (f)Dye markers. (g)Kool.aid. (h)Trees or tree branches. 2.It is difficult to determine the depth of snow in areas that are level. Dropping items from the aircraft to use as reference points should be used as a visual aid only and not as a primary landing reference. Unless your marker is biodegradable, be sure to retrieve it after landing. Never put yourself in a position where no visual references exist. 3.Abort landing if blowing snow obscures your reference. Make your decisions early. Don’t assume you can pick up a lost reference point when you get closer. 4.Exercise extreme caution when flying from sunlight into shade. Physical awareness may tell you that you are flying straight but you may actually be in a spiral dive with centrifugal force pressing against you. Having no visual references enhances this illusion. Just because you have a good visual reference does not mean that it’s safe to continue. There may be snow.covered terrain not visible in the direction that you are traveling. Getting caught in a no visual reference situation can be fatal. h. Flying Around a Lake. 1.When flying along lakeshores, use them as a reference point. Even if you can see the other side, realize that your depth perception may be poor. It is easy to fly into the surface. If you must cross the lake, check the altimeter frequently and maintain a safe altitude while you still have a good reference. Don’t descend below that altitude. 2.The same rules apply to seemingly flat areas of snow. If you don’t have good references, avoid going there. i.Other Traffic. Be on the look out for other traffic in the area. Other aircraft may be using your same reference point. Chances are greater of colliding with someone traveling in the same direction as you, than someone flying in the opposite direction. j.Ceilings. Low ceilings have caught many pilots off guard. Clouds do not always form parallel to the surface, or at the same altitude. Pilots may try to compensate for this by flying with a slight bank and thus creating a descending turn. k. Glaciers. Be conscious of your altitude when flying over glaciers. The glaciers may be rising faster than you are climbing. 7.5.14. Operations in Ground Icing Conditions a. The presence of aircraft airframe icing during takeoff, typically caused by improper or no deicing of the aircraft being accomplished prior to flight has contributed to many recent accidents in turbine aircraft. The General Aviation Joint Steering Committee (GAJSC) is the primary vehicle for government.industry cooperation, communication, and coordination on GA accident mitigation. The Turbine Aircraft Operations Subgroup (TAOS) works to mitigate accidents in turbine accident aviation. While there is sufficient information and guidance currently available regarding the effects of icing on aircraft and methods for deicing, the TAOS has developed a list of recommended actions to further assist pilots and operators in this area. While the efforts of the TAOS specifically focus on turbine aircraft, it is recognized that their recommen-dations are applicable to and can be adapted for the pilot of a small, piston powered aircraft too. b. The following recommendations are offered: 1.Ensure that your aircraft’s lift.generating surfaces are COMPLETELY free of contamination before flight through a tactile (hands on) check of the critical surfaces when feasible. Even when otherwise permitted, operators should avoid smooth or polished frost on lift.generating surfaces as an acceptable preflight condition. 2.Review and refresh your cold weather standard operating procedures. 3.Review and be familiar with the Airplane Flight Manual (AFM) limitations and procedures necessary to deal with icing conditions prior to flight, as well as in flight. 4.Protect your aircraft while on the ground, if possible, from sleet and freezing rain by taking advantage of aircraft hangars. 5.Take full advantage of the opportunities available at airports for deicing. Do not refuse deicing services simply because of cost. 7.5.12 Potential Flight Hazards 6. Always consider canceling or delaying a flight if weather conditions do not support a safe operation. c. If you haven’t already developed a set of Standard Operating Procedures for cold weather operations, they should include: 1.Procedures based on information that is applicable to the aircraft operated, such as AFM limitations and procedures; 2.Concise and easy to understand guidance that outlines best operational practices; 3.A systematic procedure for recognizing, evaluating and addressing the associated icing risk, and offer clear guidance to mitigate this risk; 4.An aid (such as a checklist or reference cards) that is readily available during normal day.to.day aircraft operations. d. There are several sources for guidance relating to airframe icing, including: 1. http://aircrafticing.grc.nasa.gov/index.html 2.http://www.ibac.org/is.bao/isbao.htm 3.http://www.natasafety1st.org/bus_deice.htm |
