34:1 is not clear

前段时间被问到航图上的34:1 is not clear是什么意思。这个标记出现在安克雷奇的33号跑道RNAV(RNP)图上。

在网上海搜找了一下FAA的解释:

根据AIM 5-4-5条款关于VDP(Visual Descent Point)的定义,在非精密进近时,从MDA到接地端的一个目视下降点。但这个点只是参考,并不代表后续没有障碍物。当VDP之后,如果有障碍物突破了34:1的保护区时,就在航图上做一个标记,提醒飞行员注意。

在美国的航图说明中有这个的解释:

34:1 Surface Clear Stipple Symbol
On RNAV approach charts, a small shaded arrowhead shaped symbol from the end of the VDA to the runway indicates that the 34:1 Obstacle Clearance Surface (OCS) for the visual segment is clear of obstacles. The absence of the symbol indicates that the 34:1 OCS is not clear or a Visual Segment-Obstacles note is indicated on the chart.

Visual Decent Point (VDP)
The Visual Descent Point (VDP), is shown by a bold letter “V” positioned above the procedure track and centered on the accompanying dashed line. (See example below.) The VDP is a defined point on the final approach course of a nonprecision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced.

民用运输机场突发事件应急救援管理规则,集结待命

前段时间听了一个关于应急的培训,受益匪浅。从学习中,了解到公司、局方、机场在应急情况中的侧重、局限、困境。

学习中有一点我觉得值得关注一下,在《CCAR-139-II-R1民用运输机场突发事件应急救援管理规则》中第八条:

第八条 航空器突发事件的应急救援响应等级分为:
(一)原地待命:航空器空中发生故障等突发事件,但该故障仅对航空器安全着陆造成困难,各救援单位应当做好紧急出动的准备。
(二)集结待命:航空器在空中出现故障等紧急情况,随时有可能发生航空器坠毁、爆炸、起火、严重损坏,或者航空器受到非法干扰等紧急情况,各救援单位应当按照指令在指定地点集结;
(三)紧急出动:已发生航空器失事、爆炸、起火、严重损坏等情况,各救援单位应当按照指令立即出动,以最快速度赶赴事故现场;

所以,如果今后发生应急情况,和机场联系时,建议指明响应等级。当然,从保守的角度讲,“集结待命“更为常用一些。

 

FAA的关于导航台不工作的AC90-108

最近,有些机场的导航台不工作。大家都在讨论是否可以飞的时候。经人介绍,发现FAA曾经发现一个AC,标题是《Use of Suitable Area Navigation (RNAV) Systems on Conventional  Routes and Procedures》。主要的目的是:

(1)Use of a suitable RNAV system as a Substitute Means of Navigation when a very high frequency (VHF) Omni-directional Range (VOR), Distance Measuring Equipment (DME), Tactical Air Navigation (TACAN), VOR/TACAN (VORTAC), VOR/DME, non-directional radio beacon (NDB), or compass locator facility including Locator Outer Marker (LOM) and Locator Middle Marker (LMM) is out-of-service, i.e., the Navigation Aid (NAVAID) information is not available; an aircraft is not equipped with an automatic direction finder (ADF) or DME; or the installed ADF or DME on an aircraft is not operational. For example, if equipped with a suitable RNAV system, a pilot may hold over an out-of-service NDB.
(2)Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR, DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including LOM and LMM is operational, and the respective aircraft is equipped with operational navigation equipment that is compatible with conventional NAVAIDs. For example, if equipped with a suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using that RNAV system without monitoring the VOR.

简单说来就是有了RNAV设备,基本上可以无视地面导航的情况了。为此,我还在丹佛的时候,找了Jeppesen教员核实了一下此咨询通告的目的,我怕我英文理解有偏差。Joe很直接地说,是啊,有了GPS就是随便飞,反正导航台在飞机数据库里就是个坐标。

对他的说法,我还是有些怀疑,我觉得他有点过分乐观了。不过,至少此文的目的和我理解的没错。

 

2017年jeppesen CONNECT会议

这几天参加了jeppesen的会议。深刻感受到中国已经是个民航大国,但不是民航强国,甚至有些地方连发展中国家都算不上。

核心数据都在别人手上,软件开发能力也不如别人有活力,在政策上约束太多。