Fifth Freedom of The Air – the right or privilege, in respect of scheduled international air services, granted by one State to another State to put down and to take on, in the territory of the first State, traffic coming from or destined to a third State (also known as a Fifth Freedom Right).
RJNT关闭至北京时13:30： L0382/24 富山 (RJNT) 2024/01/13 04:45 – 2024/01/13 05:30 (X) 替代L0380/24 RWY 02/20-CLSD DUE TO SN REMOVAL
好在当时因为日本地震，多带了油，所以可以有充裕的时间等待。
签派员ACARS：SUGGEST HOLDING TIL 0530UTC,WE WAIT WX IN RJNT. 签派建议机组盘旋等待到1330，后续等待富山最新天气报文。
但是当时富山没有发布雪情通告。签派员担心顺风和污染跑道影响落地性能。使用OPT计算落地性能如下：
签派从站长那里得知RJNT13:30确认开放，并得到最新实况天气已经满足落地标准。
签派员ACARS：REMIND THE DOWNWIND LANDING PERFORMANCE, WHICH MAY ONLY BE ACHIEVED WITH MAXIMUM MANUAL OR MAXIMUM AUTOMATIC OPERATION 由于RJNT一直没有发布雪情通告，签派使用OPT湿跑道计算RJNT顺风落地性能，得知可能只有最大人工和最大自动满足落地性能，同时提醒机组。
我还是去翻了一下以前的文章，我在2016年写过一个《近进的灯光的等级》，文中说道了《Order 8260.3F – United States Standard for Terminal Instrument Procedures (TERPS)》给出了不同进近灯光构型的强度。但是当中并没有SALSR
我查询了一下Jet Transport Performance Methods当中有一段说道了“possible brake problems on short-haul operations短距离飞行对刹车的影响”：
Some operators may instruct their crews to leave the gear extended for a few minutes after each takeoff. Each of these will be helpful, and short-haul operators usually employ one or more of them to avoid fuse plug melting.
因此，OPT中的inflight cooling应该指的是在起飞之后，推迟收轮的时间。
然后在FPPM中有具体的时间图表：
在FPPM的说明部分描述为：
For normal operations most landings are at weights below the quick turnaround limit.通常情况下，落地重量都低于quick turnaround limit。 Application of there commended cooling procedures shown will avoid brake over heat and fuse plug problems that could result from repeated landings at short time intervals or a reiected takeoff等待图标中的时间，可以避免在重复落地或中断起飞时造成热熔塞融化. The chart shows the brake energy perbrake added by a single stop. Total brake energy is assumed to be equally distributed among the operating brakes. Total brake energy is the sum of the residual energy from prevous stops plus the energy added.
High-altitude ice crystals in convective weather are now recognized as a cause of engine damage and engine power loss that affects multiple models of commercial airplanes and engines. These events typically have occurred in conditions that appear benign to pilots, including an absence of airframe icing and only light turbulence. The engines in all events have recovered to normal thrust response quickly. Research is being conducted to further understand these events. Normal thunderstorm avoidance procedures may help pilots avoid regions of high ice crystal content.
另外，别以为这个Quick Turnaround Weight 很难达到，我试着用OPT算了一下。B737-800在兰州18号落地，顺风10节，环境温度11摄氏度时，Quick Turnaround Weight是65311KG，已经小于了结构重量。 这种情况在顺风落地时尤为明显（因为有150%的风的系数Maximumquick turnaround weights should be determined using brake energies and tire speeds, as appropriate, calculated with the limit tailwind velocity factored by 150 percent.）。
最早的AC25-7的TAKEOFF AND TAKEOFF SPEEDS章节用来解释25.107的这一条当中，说明：
(7) section 25.107(f) – Liftoff Speed – The liftoff speed (VLoF) is defined as the calibrated airspee at which the airplane first becomes airborne, i.e., no contact with the runway. This allows comparison of liftoff speed with tire limit speed.
The maximum ground speed at liftoff, considering the entire takeoff operating envelope and taking into account 50 percent of the headwind and 150 percent of the tailwind, in accordance with § 25.105(d)(1), must not exceed the tire speed rating established under § 25.733(a) or (c).
787有两张表，一张叫Fuel Jettison Limit Zero Fuel Weight，另一张叫Fuel Jettison Climb Limit Weight。比max多了一张表。因为它真的有放油系统。
Fuel Jettison Limit Zero Fuel Weight
The data in the Performance Dispatch section can be used for dispatch if the planned zero fuel weight does not exceed the Landing Climb Limit Weight at the departure airport minus 8000 kg. This is the Fuel Jettison Limit Zero Fuel Weight. 8000 kg is the weight of fuel that cannot be dumped due to system limitations.
This, combined with the Fuel Jettison Climb Limit Weight, represents a conservative approximation of the Return to Land fuel jettison regulatory limit.
Fuel Jettison Climb Limit Weight
An approximation of the Return to Land fuel jettison gradient limit is to limit the takeoff weight to less than the Landing Climb Limit Weight at the departure airport plus 11400 kg. This is the Fuel Jettison Climb Limit Weight. 11400 kg is the weight of fuel that can be dumped and burned over 15 minutes using the main tanks alone plus the fuel burned over an additional 15 minutes.
42.11.3.1 No more than two alternate forward CG limits (three total) should be approved per operator-specific variant of a particular airplane type and model.
