飞行的苹果派

感叹一下大自然的伟大，从昨天12点过后，上海地区不知道从什么地方冒出来这么大的雷雨。

这是从12点开始到晚上7点我下班期间的雷达图。可以看到雷雨好像是从浦东机场北面开始出现的，然后上海的各个地区都开始跟着下雷雨。在晚上5点左右，虹桥下了一场很大的暴雨。之后雷雨移动到了机场南面。希望有气象专家给我解释一下，湿润的空气如何变成雷雨的？

在此承认一个错误，在给818找备降场的时候，我错误的选择了南京。由于原来放行单上选的是杭州，我应该只允许找比杭州近的机场。

除了雷雨，在西安的一架飞机由于空速指示不一致造成一连串的仪表不正常，最后返航了，机务忽悠我说按照MEL34-01-01可以放行，我说这条是针对马赫数指示的不工作，然后机务就改口说还要去了解情况。回家后我看了MEL和MMEL。空速表不工作只出现在MMEL里34-01-02 Airspeed Indicators，而且这一条只针对300、400、500的飞机，所以对于738来说Airspeed Indicators是没有MEL可以放行的。

3.0的软件多了：

摇动换歌，没什么用

复制粘贴，很有用

蓝牙，非常有用，准备去买一个蓝牙耳机了

问：机场报的跑道RVR是否就是正在使用的跑道？
答：根据Federal Meteorological Handbook No. 1 CHAPTER 7 RUNWAY VISUAL RANGE中的内容：
7.5.1 Multiple Runway Visual Range Sensors.At automated stations where it is applicable, RVR values for as many as four designated runways can be reported for long-line dissemination (see paragraph 12.6.7). At manual stations, only RVR for the designated runway shall be reported. 这里的designated应该就是所用的跑道。所以，如果机场用的是自动的RVR设备，这可能报出很多的RVR值。

这个问题，我还没有找到官方的答案。陈老师后来说在WMO里说到，报告的RVR应该是正在使用的跑道。但是因为WMO的文件是收费的，我现在找不到。

问：新机长的起飞备降场标准是什么？
答：～～～～～不清楚～～～～～～

陈老师说：开始选择起飞备降场的原因是，起飞够标准但是落地不够标准。
121 第121.669条 新机长的仪表飞行规则着陆最低天气标准：对于用作备降机场的机场，最低下降高(MDH)或者决断高(DH)和能见度最低标准无须在适用于这些机场的数值上增加，但是任何时候，着陆最低天气标准不得小于90 米(300 英尺)和1600 米(1 英里)。
今天说问的起飞备降场应该作为备降场来看。
比如1：机场云高60、RVR1000米，对于新/老机长来说可以起飞。这个机场的落地标准是60/800，则老机长不需要起飞备降场。新机长需要起飞备降场，因为任何时候新机长飞往备件场的天气标准需要90/1600。
比如2：机场云高120、RVR2000米，对于新/老机长来说可以起飞。这个机场的落地标准是120/2000，则老机长不需要起飞备降场。新机长也不需要起飞备降场。因为此时着陆的标准已经高于90/1600，不需要在120/2000之上加30/800。

问：报文里的NOSIG是什么意思？
答：～～～～～

NOSIG means that no significant change is expected to the reported conditions within the next 2 hours.

还有一个小东西我忘了，报文里面CIG表示CEILING。

最近乱七八糟的事情很多，接下去的时间要好好看看书了。前几天人家送我一条萨摩犬，养了4天，太吵了，被送回去了。小摩摩被送回走后，虽然家里老清净的，但是觉得很无聊。

接班时位子蛮乱的，兰州禁航不说，还有一个2577回来时在广州区域两部应答机故障，tcas也不能用，幸好还是飞回来了。回来之后管制要求机组写情况说明。正好借此机会梳理一下故障的处置流程。可能不够完美，因为没有人告诉过我完美的操作方法。

签派员得到故障信息后，先查明飞机情况（时间地点、QRH、机长意图、乘客…）报告值班主任。应答机和tcas没有QRH。根据MEL不能放行下一段。

值班主任填写签派操作手册中《空中飞机故障地面处理进程单》。由于是应答机故障，所以不能满足RVSM空域运行的要求。（这一点我一开始没想到）
查看《AC-21-13在RVSM空域实施300米（1000英尺）垂直间隔标准运行的航空器适航批准》中有对RVSM设备的要求有二次应答机和自动的高度报告系统。目前设备已经不够此标准。但是可以根据《AC-91-07缩小垂直间隔（RVSM）空域的运行要求》中的 “飞行员和管制员特殊情况处置程序–>应答机失效条款” 继续飞行。

签派员根据《签派员报告R01模板20081201更新.doc》报告情况。

如果觉得不确定是否是事故征后可以查《MH-T 2001-2004 民用航空器飞行事故征候》

如果得知有人员受伤可以查《GB 14648-93 民用航空器飞行事故等级》确定事故等级。

如果真的倒霉遇到事故、事故症候，那么还要填写《重大事件记录R00模板.doc》。然后在下班回家路上买张彩票。哈哈

法航的330在大西洋上失踪了，愿机上的每一个人都能活下来～～～～拍一部Lost续集

flight experience是一家提供模拟机的公司，听说在香港九龙湾宏照道38号Megabox G20号铺开了一家分店。广告上说1300HKD可以飞一次巴黎至伦敦的航班，各位有没有觉得太贵呢？我的心里价位是500块，哈哈

网址：http://www.flightexperience.com.hk/en/

FAR 25.107 :

(a)V1 must be established in relation to VEF as follows:

1. VEF is the calibrated airspeed at which the critical engine is assumed to fail. VEF must be selected by the applicant, but may not be less than VMCG determined under §25.149(e).
2. V1, in terms of calibrated airspeed, is selected by the applicant; however, V1 may not be less than VEF plus the speed gained with critical engine inoperative during the time interval between the instant at which the critical engine is failed, and the instant at which the pilot recognizes and reacts to the engine failure, as indicated by the pilot’s initiation of the first action (e.g., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests.

(b)V2MIN,in terms of calibrated airspeed, may not be less than—

1. 1.13 Vsr for—
   • (i) Two-engine and three-engine turbopropeller and reciprocating engine powered airplanes; and
   • (ii) Turbojet powered airplanes without provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed;
2. 1.08 Vsr for—
   • (i) Turbopropeller and reciprocating engine powered airplanes with more than three engines; and
   • (ii) Turbojet powered airplanes with provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed; and
3. 1.10 times VMC established under §25.149.

(c) V2, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by §25.121(b) but may not be less than—

1. V2MIN;
2. VR plus the speed increment attained (in accordance with §25.111(c)(2)) before reaching a height of 35 feet above the takeoff surface; and
3. A speed that provides the maneuvering capability specified in §25.143(h).

(d) VMU is the calibrated airspeed at and above which the airplane can safely lift off the ground, and continue the takeoff. VMU speeds must be selected by the applicant throughout the range of thrust-to-weight ratios to be certificated. These speeds may be established from free air data if these data are verified by ground takeoff tests.

(e) VR,in terms of calibrated airspeed, must be selected in accordance with the conditions of paragraphs (e)(1) through (4) of this section:

1. VR may not be less than—
   • (i) V1;
   • (ii) 105 percent of VMC;
   • (iii) The speed (determined in accordance with §25.111(c)(2)) that allows reaching V2 before reaching a height of 35 feet above the takeoff surface; or
   • (iv) A speed that, if the airplane is rotated at its maximum practicable rate, will result in a VLOF of not less than 110 percent of VMU in the all-engines-operating condition and not less than 105 percent of VMU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition.
2. For any given set of conditions (such as weight, configuration, and temperature), a single value of VR,obtained in accordance with this paragraph, must be used to show compliance with both the one-engine-inoperative and the all-engines-operating takeoff provisions.
3. It must be shown that the one-engine-inoperative takeoff distance, using a rotation speed of 5 knots less than VR established in accordance with paragraphs (e)(1) and (2) of this section, does not exceed the corresponding one-engine-inoperative takeoff distance using the established VR.The takeoff distances must be determined in accordance with §25.113(a)(1).
4. Reasonably expected variations in service from the established takeoff procedures for the operation of the airplane (such as over-rotation of the airplane and out-of-trim conditions) may not result in unsafe flight characteristics or in marked increases in the scheduled takeoff distances established in accordance with §25.113(a).

(f) VLOF is the calibrated airspeed at which the airplane first becomes airborne.

(g) VFTO, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by §25.121(c), but may not be less than—

1. 1.18 VSR; and
2. A speed that provides the maneuvering capability specified in §25.143(h).

(h) In determining the takeoff speeds V1, VR, and V2 for flight in icing conditions, the values of VMCG, VMC, and VMU determined for non-icing conditions may be used.(这个我没想到)

FAR 25.149:

(e) VMCG, the minimum control speed on the ground, is the calibrated airspeed during the takeoff run at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane using the rudder control alone (without the use of nosewheel steering), as limited by 150 pounds of force, and the lateral control to the extent of keeping the wings level to enable the takeoff to be safely continued using normal piloting skill. In the determination of VMCG, assuming that the path of the airplane accelerating with all engines operating is along the centerline of the runway, its path from the point at which the critical engine is made inoperative to the point at which recovery to a direction parallel to the centerline is completed may not deviate more than 30 feet laterally from the centerline at any point. VMCGmust be established with—

1. The airplane in each takeoff configuration or, at the option of the applicant, in the most critical takeoff configuration;
2. Maximum available takeoff power or thrust on the operating engines;
3. The most unfavorable center of gravity;
4. The airplane trimmed for takeoff; and
5. The most unfavorable weight in the range of takeoff weights.

还有很多很多其他速度，以后再慢慢整理。

点击这里下载

在起飞性能分析中,如果起飞方向上有一个无法越过的障碍物,你就需要考虑转弯.

如果转弯半径确定了,那么速度的最大值就确定了，这个速度称为V2max
V= ( R * g * tan(坡度) ) ^ (1/2)
比如半径为2266米，坡度15度
V= sqrt( 2266 * 9.8 * tan(15) ) = 77.2 m/s = 150kt 这个速度是IAS，转换成TAS后就是最大的V2

如果速度太小也不行，如果你的速度已经接近失速速度，转弯时就可能失速。
通常审核的性能数据是在V2时能完成30度的坡度角（15度的坡度角加上15度的overshoot）时不会抖杆。这个抖杆速度可以在性能工程师手册里查表得到。比如查表得抖杆速度Vss为125kt，今天的V2是140kt。
cos(坡度) = ( Vss / V2 ) ^ 2 = ( 125 / 140 ) ^ 2
坡度 = 37.1度。因此这个V2可以做20度的坡度，还留有17度的overshoot余度。OK

昨天在看RJBB的通告，有老长一段：
A1504/09
RJBB
B) 0905061500     C)UFN
E) OPERATIONAL TRIAL FOR CONTINUOUS DESCENT ARRIVALS(CDA) AT KANSAI INTERNATIONAL AIRPORT (RJBB) IS UNDERWAY. FOLLOWING PROCEDURES ARE APPLIED. 1. PARTICIPATING ACFT: FMS EQUIPPED ACFT WHICH IS OPERATED BY JAPANESE AIRLINES WITH ETA RJBB BTN 1400UTC AND 2200UTC. 2. AIRSPACE WHERE OPERATIONAL TRIAL FOR CDA IS OPERATED: KANSAI APCH CTL AREA AND CTL AREA. 3. ROUTES APPLICABLE TO OPERATIONAL TRIAL FOR CDA: THOSE ARRIVAL ROUTES FOR RJBB VIA KARIN, KAZRA OR EVERT AND JOIN TOMO ARRIVAL,MARIO ARRIVAL OR PEACH ARRIVAL. 4. CONDITIONS ON OPERATIONAL TRIAL FOR CDA: RADAR MUST BE IN OPERATIVE AT RELEVANT ACC AND KANSAI RADAR APCH CTL FACILITY. 5. REQUEST AND CLEARANCE FOR CDA: CDA ROUTES FOLLOWING ARE USED WHEN PILOT REQUESTS CDA AND WHEN ATC CLEARS CDA. THERE ARE ALT RESTRICTIONS ON CDA ROUTES. ATC MAY ADD ALT RESTRICTIONS WHEN NECESSARY DUE TO TRAFFIC CONDITIONS. CDA MAY NOT BE CLEARED DUE TO TRAFFIC CONDITIONS. 6. TIMING FOR REQUESTING CDA: PILOT SHOULD REQUEST CDA NOT LATER THAN 10 MINUTES BEFORE REACHING TOP OF DESCEND(TOD) WITH POSITION OF TOD AND EST TIME OVER KARIN,KAZRA OR EVERT. 7. REPORT OF BEGINNING DESCEND: ONCE CDA IS CLEARED BY ATC, PILOT SHOULD REPORT ATC OF BEGINNING DESCEND. 8. SUSPENSION OR CANCELLATION OF CDA: ATC MAY SUSPEND OR CANCEL CDA DUE TO TRAFFIC CONDITIONS EVEN AFTER CDA IS CLEARED. ALTERNATE INSTRUCTIONS WILL BE ISSUED WHEN CDA IS SUSPENDED OR CANCELLED. TO BE CONTINUED

查了一下wiki，CDA就是“Continuous Descent Arrivals”或者“Continuous Descent Approach”，就是从TOD点或指定高度之后，飞机一直保持大约3度的角度（应该是下降梯度的意思吧），直到截获ILS落地。油门始终保持在慢车位。这种下降方法也称为Optimized Profile Descent (OPD)。这种运行方法的目的是为了减少耗油和减少噪音。过去，人们认为CDA在繁忙机场是很能实现的。现在随着导航技术和飞机性能的提高，国际上几大机场已经开始使用了，比如London Heathrow Airport、Los Angeles International Airport。通告上看5月6日之后大阪就开始试运行了。我个人觉得这种给管制部门找麻烦、航空公司得好处的事情在中国很能推行。

就收到的通告看，CDA要求飞机装有FMS，有特定的空域和进场程序，必须有雷达引导，机组需要在下降前10分钟提出申请，机组需要向管制报告下降开始，管制可以取消或者暂停CDA。不知道以后大阪开始全面实行CDA后，对非CDA的航班会不会有影响。