空中浩劫吧 关注：56,925贴子：1,953,580
1.“中国航空之父”是？
A、周树人
B、冯如
C、侯德榜
D、陈阅增
2、当飞机出现比较紧急的状况时，应发出何种警报？
A、Pi-Pi
B、Pan-Pan
C、Phi-Phi
D、Poi-Poi
3、对于航空管制，下列叙述正确的是？
A、当管制许可滑行到跑道上时就意味着许可起飞
B、当管制引导飞机进入五边时就意味着许可降落
C、进行目视飞行时应当关闭应答机
D、当管制作出的避让指示与空中防撞系统冲突时应当依照防撞系统
4、下列选项中，空中浩劫的标准开场白是？
A、空难不会凭空发生，而是关键事件的连锁效应。
B、这是一个真实的故事。
C、这一切的背后，是天灾的无情还是人祸的无奈？是机械故障还是人性沦丧？
D、所有人都想知道，这起空难的肇事者究竟是谁，又是怎么造成的？
5、对于旅客安全装置，下列叙述正确的是？
A、氧气面罩的氧气由空气压缩机产生
B、在空中不可能打开舱门
C、如果飞机要水上迫降，不应在机舱内使救生衣充气
D、当安全带指示灯熄灭，应立即解开安全带
6、对于传统型地面迫近警告系统，下列叙述正确的是？
A、Sink Rate警报意义不大，因为下降率大些不会有过多问题
B、飞机倾斜过大时不会发出警告，因为这个警告是飞行控制系统负责的
C、当飞机的静压源故障时，近地警告可能仍然有效
D、Don't sink警告的意思是进近时低于下滑道
7、对于中国商飞C919，下列叙述正确的是？
A、是一种大型广体客机
B、可以安装CFM LEAP发动机
C、衍生自图波列夫Ту-154
D、在西安市进行总装
8、对于现在通用的空中防撞系统，下列叙述正确的是？
A、如果关掉应答机，就无法被防撞系统检测到
B、如果发生空中接近，会发出转向提示
C、当防撞系统发出避让提示时，应该尝试目视对方飞机或者询问管制再确定下一步操作
D、使用主动雷达检测其他飞机的位置
9、对于双发延程飞行（ETOPS），下列叙述正确的是？
A、英文全称为Engines Turn Or Passengers Swim
B、不飞越太平洋便无需遵守此项规定
C、最早获得双发延程飞行许可的是波音777
D、不经停飞越太平洋的飞机不一定要通过本认证
10、对于仪表着陆系统（ILS），下列叙述正确的是？
A、下滑台工作在和航向台一样的频率
B、只能引导直线进近
C、精度比GPS要低
D、是最精密的着陆引导系统
A、周树人
B、冯如
C、侯德榜
D、陈阅增
2、当飞机出现比较紧急的状况时，应发出何种警报？
A、Pi-Pi
B、Pan-Pan
C、Phi-Phi
D、Poi-Poi
3、对于航空管制，下列叙述正确的是？
A、当管制许可滑行到跑道上时就意味着许可起飞
B、当管制引导飞机进入五边时就意味着许可降落
C、进行目视飞行时应当关闭应答机
D、当管制作出的避让指示与空中防撞系统冲突时应当依照防撞系统
4、下列选项中，空中浩劫的标准开场白是？
A、空难不会凭空发生，而是关键事件的连锁效应。
B、这是一个真实的故事。
C、这一切的背后，是天灾的无情还是人祸的无奈？是机械故障还是人性沦丧？
D、所有人都想知道，这起空难的肇事者究竟是谁，又是怎么造成的？
5、对于旅客安全装置，下列叙述正确的是？
A、氧气面罩的氧气由空气压缩机产生
B、在空中不可能打开舱门
C、如果飞机要水上迫降，不应在机舱内使救生衣充气
D、当安全带指示灯熄灭，应立即解开安全带
6、对于传统型地面迫近警告系统，下列叙述正确的是？
A、Sink Rate警报意义不大，因为下降率大些不会有过多问题
B、飞机倾斜过大时不会发出警告，因为这个警告是飞行控制系统负责的
C、当飞机的静压源故障时，近地警告可能仍然有效
D、Don't sink警告的意思是进近时低于下滑道
7、对于中国商飞C919，下列叙述正确的是？
A、是一种大型广体客机
B、可以安装CFM LEAP发动机
C、衍生自图波列夫Ту-154
D、在西安市进行总装
8、对于现在通用的空中防撞系统，下列叙述正确的是？
A、如果关掉应答机，就无法被防撞系统检测到
B、如果发生空中接近，会发出转向提示
C、当防撞系统发出避让提示时，应该尝试目视对方飞机或者询问管制再确定下一步操作
D、使用主动雷达检测其他飞机的位置
9、对于双发延程飞行（ETOPS），下列叙述正确的是？
A、英文全称为Engines Turn Or Passengers Swim
B、不飞越太平洋便无需遵守此项规定
C、最早获得双发延程飞行许可的是波音777
D、不经停飞越太平洋的飞机不一定要通过本认证
10、对于仪表着陆系统（ILS），下列叙述正确的是？
A、下滑台工作在和航向台一样的频率
B、只能引导直线进近
C、精度比GPS要低
D、是最精密的着陆引导系统
阅读巴西天马航空3054号班机的调查报告（节选），回答16-20题
AIRCRAFT
Model: AIRBUS A-320
Registration: PR – MBK
OPERATOR:
TAM Linhas Aéreas S/A
ACCIDENT
Date/time: 17 JULY 2007 – 21:54 UTC
Location: Congonhas Airport (SBSP)
County, State: São Paulo – SP.
TYPE:
Loss of Control on the Ground
1. FACTUAL INFORMATION
1.1 History of the flight
On 17 July 2007, at 17:19 local time (20:19 UTC), the Airbus aircraft, model A-320, registration PR-MBK, operating as flight JJ3054, departed from Porto Alegre (SBPA) destined to Congonhas Airport (SBSP) in São Paulo city, São Paulo State.
There were a total of 187 souls on board the aircraft, being six active crewmembers and 181 passengers, including 2 infants and 5 extra crew members (not on duty).
The weather prevailing along the route and at the destination was adverse, and the crew had to make a few deviations. Up to the moment of the landing, the flight occurred within the expected routine.
The aircraft was operating with the number 2 engine reverser de-activated, in accordance with the Minimum Equipment List (MEL).
According to information provided to the TWR by crews that had landed earlier, the active runway at Congonhas (35L) was wet and slippery.
During the landing, at 18:54 local time (21:54 UTC), the crew noticed that the ground spoilers had not deflected, and the aircraft, which was not slowing down as expected, veered to the left, overran the left edge of the runway near the departure end, crossed over the Washington Luís Avenue, and collided with a building in which the cargo express service of the very operator (TAM Express) functioned, and with a fuel service station.
All the persons onboard perished. The accident also caused 12 fatalities on the ground among the people that were in the TAM Express building.
The aircraft was completely destroyed as a result of the impact and of the raging fire, which lasted for several hours.
The accident caused severe damage to the convenience shop area of the service station and to some vehicles that were parked there. The TAM Express building sustained structural damages that determined its demolition.
1.2 Personal injuries
Injuries Crewmembers Passengers Third Parties
Fatal 6 181 12
Serious -- -- --
Minor -- -- --
Unhurt -- -- --
1.3 Damages sustained by the aircraft
The aircraft was completely destroyed.
1.4 Other damages
The fuel service station convenience shop area and some of the vehicles parked there sustained severe damage. The TAM Express building sustained structural damages that determined its demolition.
1.5 Information on the flight crew involved
a. Flight hours PIC SIC
Total.......................................................................... 13,654:40 14,760:00
Total in the last 30 days.......................................... 32:41 88:22
Total in the last 24 hours........................................ 03:13 08:22
On this type of aircraft............................................... 2,236:43 237:48
On this type in the last 30 days................................... 32:41 88:22
On this type in the last 24 hours................................. 03:13 08:22
NB: The information on the SIC flight hours refers to those effectively flown by him as a pilot. His flight hours as a Flight Engineer were not included.
b. Professional formation
No information was found relatively to the training institution where the PIC did the course to become a private pilot. His license was earned on 2 December 1975. He earned his ATP license on 23 August 1991, through the operator.
The SIC was graduated by the “Universidade Mackenzie” Aero Club of São Paulo, and earned his license as a private pilot on 11 December 1974. His ATP license was earned on 12 September 1986.
......
1.10 Information on the aerodrome
The S?o Paulo/Congonhas International Airport is a public airport administered by the INFRAERO (Brazilian Airports Infrastructure Enterprise).
It operates day and night VFR/IFR, with an Instrument Landing System (ILS) on both thresholds of the main ruway, as well as NDB, VOR/DME, approach lights, night signaling and VASIS.
It has two asphalt landing-and-takeoff runways: the main runway (17R/35L), measures 1945 x 45 meters; and the auxiliary runway (17L/35R), measures 1435 x 45 meters.
AIRCRAFT
Model: AIRBUS A-320
Registration: PR – MBK
OPERATOR:
TAM Linhas Aéreas S/A
ACCIDENT
Date/time: 17 JULY 2007 – 21:54 UTC
Location: Congonhas Airport (SBSP)
County, State: São Paulo – SP.
TYPE:
Loss of Control on the Ground
1. FACTUAL INFORMATION
1.1 History of the flight
On 17 July 2007, at 17:19 local time (20:19 UTC), the Airbus aircraft, model A-320, registration PR-MBK, operating as flight JJ3054, departed from Porto Alegre (SBPA) destined to Congonhas Airport (SBSP) in São Paulo city, São Paulo State.
There were a total of 187 souls on board the aircraft, being six active crewmembers and 181 passengers, including 2 infants and 5 extra crew members (not on duty).
The weather prevailing along the route and at the destination was adverse, and the crew had to make a few deviations. Up to the moment of the landing, the flight occurred within the expected routine.
The aircraft was operating with the number 2 engine reverser de-activated, in accordance with the Minimum Equipment List (MEL).
According to information provided to the TWR by crews that had landed earlier, the active runway at Congonhas (35L) was wet and slippery.
During the landing, at 18:54 local time (21:54 UTC), the crew noticed that the ground spoilers had not deflected, and the aircraft, which was not slowing down as expected, veered to the left, overran the left edge of the runway near the departure end, crossed over the Washington Luís Avenue, and collided with a building in which the cargo express service of the very operator (TAM Express) functioned, and with a fuel service station.
All the persons onboard perished. The accident also caused 12 fatalities on the ground among the people that were in the TAM Express building.
The aircraft was completely destroyed as a result of the impact and of the raging fire, which lasted for several hours.
The accident caused severe damage to the convenience shop area of the service station and to some vehicles that were parked there. The TAM Express building sustained structural damages that determined its demolition.
1.2 Personal injuries
Injuries Crewmembers Passengers Third Parties
Fatal 6 181 12
Serious -- -- --
Minor -- -- --
Unhurt -- -- --
1.3 Damages sustained by the aircraft
The aircraft was completely destroyed.
1.4 Other damages
The fuel service station convenience shop area and some of the vehicles parked there sustained severe damage. The TAM Express building sustained structural damages that determined its demolition.
1.5 Information on the flight crew involved
a. Flight hours PIC SIC
Total.......................................................................... 13,654:40 14,760:00
Total in the last 30 days.......................................... 32:41 88:22
Total in the last 24 hours........................................ 03:13 08:22
On this type of aircraft............................................... 2,236:43 237:48
On this type in the last 30 days................................... 32:41 88:22
On this type in the last 24 hours................................. 03:13 08:22
NB: The information on the SIC flight hours refers to those effectively flown by him as a pilot. His flight hours as a Flight Engineer were not included.
b. Professional formation
No information was found relatively to the training institution where the PIC did the course to become a private pilot. His license was earned on 2 December 1975. He earned his ATP license on 23 August 1991, through the operator.
The SIC was graduated by the “Universidade Mackenzie” Aero Club of São Paulo, and earned his license as a private pilot on 11 December 1974. His ATP license was earned on 12 September 1986.
......
1.10 Information on the aerodrome
The S?o Paulo/Congonhas International Airport is a public airport administered by the INFRAERO (Brazilian Airports Infrastructure Enterprise).
It operates day and night VFR/IFR, with an Instrument Landing System (ILS) on both thresholds of the main ruway, as well as NDB, VOR/DME, approach lights, night signaling and VASIS.
It has two asphalt landing-and-takeoff runways: the main runway (17R/35L), measures 1945 x 45 meters; and the auxiliary runway (17L/35R), measures 1435 x 45 meters.
3.2 Contributing factors
According to the SIPAER regulations, a contributing factor is a condition (act or fact, or a combination of the two) which, together with other ones, in sequence or as a consequence, leads to or allows the occurrence of an aeronautical accident, incident or ground occurrence, or which contributes to the aggravation of its consequences.
The contributing factors are classified in accordance with the approach utilized by the operational safety, namely Human Factors or Material Factors.
Below, a list is presented with all the factors whose contribution was effectively established, regardless of the degree at which such contribution has occurred. Also, the factors whose contribution, however possible, has not had a confirmation established along the investigation, in which case they were labeled as undetermined.
The SIPAER regulation establishes, in addition, that each one of the identified factors (contributing or undetermined) be subject to at least one safety recommendation. Thus, any factor that has, either effectively or potentially, contributed to the consummation of the accident will be the object of a preventative and/or corrective action.
The classification of the factors as either contributing or undetermined just reflects one’s capability to confirm, with a reasonable degree of certainty, the presence of such factors among the actions and/or conditions which preceded the accident, and do not imply the assignment of values or degrees of importance to any of them.
3.2.1 Human factors
The Human Factors constitute the operational safety approach of the biological complex of the human being, and deals with the Medical, Psychological and Operational Aspects.
3.2.1.1 Medical aspect
The Medical Aspect corresponds to the area of the Human Factors in which there is the involvement of medical and physiological knowledge that is researched in order to define the presence of variables of this nature and the form of its participation in the events.
a. Pain - Undetermined
3.2.1.2 Operational aspect
The Operational Aspect corresponds to the area of Human Factors relative to the performance of the human being in the activities directly associated with the flight.
a. Training – A contributor
b. Application of the commands – Undetermined
c. Cockpit coordination – A contributor
d. Forgetfulness by the pilot - Undetermined
e. Flight indiscipline – Undetermined
f. Influence from the environment – Undetermined
g. Judgment of pilotage – Undetermined
h. Management planning – A contributor
i. Flight planning – Undetermined
j. Little experience of the pilot – A contributor
k. Management oversight – A contributor
3.2.1.3 Psychological aspect
In the psychological aspect, one considers the participation of individual, psychosocial or organizational psychological variables in the performance of the person involved.
a. Anxiety - Undetermined
b. Perception error – A contributor
c. Stress - Undetermined
d. Lack of perception – A contributor
e. Loss of situational awareness – A contributor
f. Organizational climate - Undetermined
g. Regulation – A contributor
h. Training - Undetermined
3.2.2 Material factors
The Material Factors represent an approach regarding the operational safety of the aircraft, including its components, as well as items of equipment and information technology systems used in the airspace control, in their aspects of design, manufacturing, handling of material, and failures not associated with the maintenance services.
a. Design – A contributor
It deals with the participation of the aircraft or component design, on account of inappropriateness of the material established; of the controls, lights or instruments, on account of their shape, size, installation or positioning; or of the inappropriate setting of operation and/or preventative maintenance parameters.
It was verified that, for an A-320 airplane proceeding to land, it is possible to place one of the thrust levers at the “REV” position and the other at “CL”, and no alerting device will advise the pilots in an efficient way. This situation may put the aircraft in a critical condition and, depending on the time it takes the crew to identify this configuration, and on the runway parameters, a catastrophic situation may occur.
In the specific case of this accident, even with the aircraft on the ground (Weight on Wheels -WOW), with the number 1 engine thrust lever at the “REV” position, with the ground spoilers armed, with the autobrake selected, and with application of maximum braking pressure on the pedals, the power control system gave priority to the information that one of the levers was at “CL”, and this lever did not have any safety devices regarding a possible inadvertent setting.
4. SAFETY RECOMMENDATIONS
A Safety Recommendation is a measure whose nature is either preventative or corrective and is determined by the Aeronautical Authority or SIPAER-Link within its respective area of responsibility, aiming at eliminating or mitigating the risk generated by a latent condition or active failure.
16、对是次空难，下列叙述正确的是？
A、是次空难由法国事故调查委员会主导调查
B、是次空难发生在里约热内卢
C、降落的跑道是事发机场最短的一条
D、肇事飞机注册号为PR-MBK
17、本次空难造成的死亡人数是？
A、12
B、181
C、199
D、265
18、对于机组的资历，下列叙述正确的是？
A、副驾驶只有不多的驾驶A320经验
B、机组都曾经当过飞行工程师
C、在事发前一个月内机长还驾驶过其他飞机
C、在事发前一个月该机组一直一起飞行
19、根据调查报道，下列叙述正确的是？
A、降落后自动油门让右发动机加大推力以便维持设定的速度
B、在着陆时油门杆都已经收回IDLE位
C、机组人员在着陆时没有打开反推
D、飞机的FEDAC存在故障
20、对于调查的结论，下列叙述正确的是？
A、调查组直接发出命令要求有关部门做好改进措施
B、天气恶劣是是次空难的主要原因
C、飞机的设计存在一定的缺陷
D、机组协调不善对是次空难没有影响
According to the SIPAER regulations, a contributing factor is a condition (act or fact, or a combination of the two) which, together with other ones, in sequence or as a consequence, leads to or allows the occurrence of an aeronautical accident, incident or ground occurrence, or which contributes to the aggravation of its consequences.
The contributing factors are classified in accordance with the approach utilized by the operational safety, namely Human Factors or Material Factors.
Below, a list is presented with all the factors whose contribution was effectively established, regardless of the degree at which such contribution has occurred. Also, the factors whose contribution, however possible, has not had a confirmation established along the investigation, in which case they were labeled as undetermined.
The SIPAER regulation establishes, in addition, that each one of the identified factors (contributing or undetermined) be subject to at least one safety recommendation. Thus, any factor that has, either effectively or potentially, contributed to the consummation of the accident will be the object of a preventative and/or corrective action.
The classification of the factors as either contributing or undetermined just reflects one’s capability to confirm, with a reasonable degree of certainty, the presence of such factors among the actions and/or conditions which preceded the accident, and do not imply the assignment of values or degrees of importance to any of them.
3.2.1 Human factors
The Human Factors constitute the operational safety approach of the biological complex of the human being, and deals with the Medical, Psychological and Operational Aspects.
3.2.1.1 Medical aspect
The Medical Aspect corresponds to the area of the Human Factors in which there is the involvement of medical and physiological knowledge that is researched in order to define the presence of variables of this nature and the form of its participation in the events.
a. Pain - Undetermined
3.2.1.2 Operational aspect
The Operational Aspect corresponds to the area of Human Factors relative to the performance of the human being in the activities directly associated with the flight.
a. Training – A contributor
b. Application of the commands – Undetermined
c. Cockpit coordination – A contributor
d. Forgetfulness by the pilot - Undetermined
e. Flight indiscipline – Undetermined
f. Influence from the environment – Undetermined
g. Judgment of pilotage – Undetermined
h. Management planning – A contributor
i. Flight planning – Undetermined
j. Little experience of the pilot – A contributor
k. Management oversight – A contributor
3.2.1.3 Psychological aspect
In the psychological aspect, one considers the participation of individual, psychosocial or organizational psychological variables in the performance of the person involved.
a. Anxiety - Undetermined
b. Perception error – A contributor
c. Stress - Undetermined
d. Lack of perception – A contributor
e. Loss of situational awareness – A contributor
f. Organizational climate - Undetermined
g. Regulation – A contributor
h. Training - Undetermined
3.2.2 Material factors
The Material Factors represent an approach regarding the operational safety of the aircraft, including its components, as well as items of equipment and information technology systems used in the airspace control, in their aspects of design, manufacturing, handling of material, and failures not associated with the maintenance services.
a. Design – A contributor
It deals with the participation of the aircraft or component design, on account of inappropriateness of the material established; of the controls, lights or instruments, on account of their shape, size, installation or positioning; or of the inappropriate setting of operation and/or preventative maintenance parameters.
It was verified that, for an A-320 airplane proceeding to land, it is possible to place one of the thrust levers at the “REV” position and the other at “CL”, and no alerting device will advise the pilots in an efficient way. This situation may put the aircraft in a critical condition and, depending on the time it takes the crew to identify this configuration, and on the runway parameters, a catastrophic situation may occur.
In the specific case of this accident, even with the aircraft on the ground (Weight on Wheels -WOW), with the number 1 engine thrust lever at the “REV” position, with the ground spoilers armed, with the autobrake selected, and with application of maximum braking pressure on the pedals, the power control system gave priority to the information that one of the levers was at “CL”, and this lever did not have any safety devices regarding a possible inadvertent setting.
4. SAFETY RECOMMENDATIONS
A Safety Recommendation is a measure whose nature is either preventative or corrective and is determined by the Aeronautical Authority or SIPAER-Link within its respective area of responsibility, aiming at eliminating or mitigating the risk generated by a latent condition or active failure.
16、对是次空难，下列叙述正确的是？
A、是次空难由法国事故调查委员会主导调查
B、是次空难发生在里约热内卢
C、降落的跑道是事发机场最短的一条
D、肇事飞机注册号为PR-MBK
17、本次空难造成的死亡人数是？
A、12
B、181
C、199
D、265
18、对于机组的资历，下列叙述正确的是？
A、副驾驶只有不多的驾驶A320经验
B、机组都曾经当过飞行工程师
C、在事发前一个月内机长还驾驶过其他飞机
C、在事发前一个月该机组一直一起飞行
19、根据调查报道，下列叙述正确的是？
A、降落后自动油门让右发动机加大推力以便维持设定的速度
B、在着陆时油门杆都已经收回IDLE位
C、机组人员在着陆时没有打开反推
D、飞机的FEDAC存在故障
20、对于调查的结论，下列叙述正确的是？
A、调查组直接发出命令要求有关部门做好改进措施
B、天气恶劣是是次空难的主要原因
C、飞机的设计存在一定的缺陷
D、机组协调不善对是次空难没有影响
RA
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