分类目录归档：FAA

[转]FAA如何看待复飞梯度与标准的问题的

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从FAA角度看复飞爬升梯度问题。原文地址 http://blog.sina.com.cn/s/blog_74e6e4da0100uuzr.html

因为国内没有法规或者咨询通告给出明确解释。我在FAA的网上找到了06年的一份AC，很显然，09年CAAC的AC有部分取材于此。主要讨论了起飞时如何制作一发失效程序，在文件的结束部分，提到了着陆复飞、中断着陆时对于一发失效复飞程序制作的建议，摘录如下：

17. MISSED APPROACHES, REJECTED LANDINGS, AND BALKED LANDINGS.
a. General.
(1) Parts 121 and 135 do not specifically require an obstacle clearance analysis for one-engine-inoperative missed approaches or rejected landings. While it is not necessary to perform such an analysis for each flight, dispatch, or landing weight limitation, it is appropriate to provide information to the flightcrews on the safest way to perform such a maneuver should it be required. The intent is to identify the best option or options for a safe lateral ground track and flightpath to follow in the event that a missed approach, balked landing, rejected landing, or go-around is necessary. To accomplish this, the operator may develop the methods and criteria for the analysis of one-engine-inoperative procedures which best reflect that operator’s operational procedures.

(2) Generally, published missed approach procedures provide adequate terrain clearance. However, further analysis may be required in the following circumstances:
(a) Published missed approach has a climb gradient requirement;
(b) Departure procedure for the runway has a published minimum climb gradient;
(c) A special one-engine-inoperative takeoff procedure is required; or
(d) There are runways that are used for landing but not for takeoff.

原文链接：http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC 120-91/$FILE/AC120-91.pdf

此AC明确了法规现状，FAR121与FAR135均确实没有要求，但是给出了若干种需要制作一发失效复飞程序的情况。同时，在原文中还给出了一发失效复飞程序与一发失效起飞程序的区别（不同复飞情况，使用不同程序，如终端着陆可使用一发失效起飞程序，我猜想同一机场的一发失效复飞程序要求应没有一发失效起飞程序来得苛刻）。

当然，考虑到我们服从的应是CCAR，从效益的角度来讲，由于法规没有约束，能否使用较有利标准是个不好界定的问题。但是，一旦出现黑天鹅，代价是我作为一名放行签派员无法承受的，因此我仍坚持单发无法达到要求爬升梯度的情况下，不能使用较有利的标准。

签派员在放行时是否应该坚持“最低”标准？（是否可取高标准？）

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最近遇到的两件事让我产生一个疑惑：签派员在和机长沟通放行时，是否应该（或者必须）坚持“最低”标准。

例一：早晨放行某个航班，目的地机场辐射雾，实况报告RVR400米，预报转好。最低落地标准RVR550米。由于是航程在1小时以内的航班，所以我建议机长在天气达到最低标准后再起飞。接着在计划起飞时刻前，机场特选报RVR550，达到最低标准，因此我通知机长放行。但是机长要求达到RVR800才放行，理由是目的地机场的气象是出了名的不准，常常是RVR报告够标准，但是机长无法建立目视参考，只能备降。机长所说情况我也有同感，因为我曾经也被此机场气象台“吃药”。最后我让步，等待RVR够800米再起飞。

例二：从某机场起飞前，平衡报告机长通知其限制最大起飞重量，必须限制业载。我检查了起飞性能分析，发现应该有足够的性能可以装下全部业载，所以我和机长沟通并核对起飞性能表。原来机长称不愿用FLAP5+改进爬升，因为V1速度大，又是特殊机场，风向不定，起飞时可能有顺风。对此我同意机长的说法，无奈业载较多，我对机组说用空调关起飞吧，虽然效果不明显，至少可以略微多装些业载。但是机长依然不同意。我们几个签派员讨论后，决定更改飞行计划，选择一个较近的备降场，并通知机长抽油。在我们的坚持下机长同意用FLAP1起飞，就不用抽油了。我和机长核对了一下性能表，就正常放行了。

以上两个例子中的放行条件都是高于公司/法规规定的“最低”标准的。我的疑问是，签派和机长是否有权利临时提高放行的“最低”标准？

从法规上看：

第121.633条  仪表飞行规则的签派或者放行
除本规则第 121.635 条规定外，按照仪表飞行规则签派或者放行飞机飞行前，应当确认相应的天气实况报告、预报或者两者的组合，表明在签派或者放行单中所列的每个机场的天气条件，在飞机预计到达时处于或者高于经批准的最低标准，否则，不得签派或者放行飞机按照仪表飞行规则飞行。

第121.677 条  国内、国际定期载客运行的签派责任
合格证持有人应当根据授权的飞行签派员所提供的信息，为两个规定地点之间的每次飞行编制签派单。机长和授权的飞行签派员应当在签派单上签字。机长和授权的飞行签派员均认为该次飞行能安全进行时，他们才能签字。对于某一次飞行，飞行签派员可以委托他人签署放行单，但是不得委托他人行使其签派权。

FAA原话：

121.663   Responsibility for dispatch release: Domestic and flag operations.
Each certificate holder conducting domestic or flag operations shall prepare a dispatch release for each flight between specified points, based on information furnished by an authorized aircraft dispatcher. The pilot in command and an authorized aircraft dispatcher shall sign the release only if they both believe that the flight can be made with safety. The aircraft dispatcher may delegate authority to sign a release for a particular flight, but he may not delegate his authority to dispatch.

我在法规上没有找到明确给予签派或者机长临时提高“最低”标准的内容（如果有谁找到了请告诉我）。但是法规121.677条赋予机长和签派不签字的权利，双方应该彼此尊重对方的权利。公司也要尊重他们的权利，只要他们有一个合理的理由。

和机组沟通放行的时候，有些机长会说：“只要你们签派放，我就飞”之类的话。我会对他强调一下，签派和机长是共同放行。放行像一场谈判，最终的结果是保证安全。没有谁服从谁或者谁命令谁的做法。

综上所述， 我认为，签派员不必坚持“最低”标准。机长和签派员可以临时提高“最低”标准。只要双方有合理的理由，并达成一致。

A/FD

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做一休三的日子，有很多时间可以用来学习。在网上找到了美鬼人的A/FD电子版，就把格式说明文档给看了。

感觉这东西和我的工作没啥关系，但是有几个缩略语解释的比较清楚。如果以后遇到jeppesen图上解释不清楚的缩略语，倒是可以在A/FD里查查。–>戳

最低油量 & Minimum Fuel & Emergency Fuel

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上海区域的一次雷雨，让我感觉我对最低油量的概念需要好好认识一下。

以下所有内容都是法规要求，和实际操作无关。

先从CCAR 121.555说起：

第121.555 条 最低油量的宣布
(a)当出现最低燃油量状况时，机长应当遵守下列规定：
(1)向空中交通管制员宣布“最低油量”；
(2)向空中交通管制员报告剩余的可用燃油还能飞多少分钟；
(3)继续按照空中交通管制员同意的航路飞行；
(4)通知飞行签派员，已宣布了最低油量；
(5)如果按照目视飞行规则或者在无雷达地区实施运行，报告现在位置和预计到达目的地的时间。
(b)最低油量是指飞行过程中应当报告空中交通管制员采取应急措施的一个特定燃油油量最低值。该油量是在考虑到规定的燃油油量指示系统误差后，最多可以供飞机在飞抵着陆机场后，能以等待空速在高于机场标高 450米(1500英尺)的高度上飞行 30分钟。

121.555中明确说明了最低油量的定义和计算方法，以及机组需要做的事。最重要的是对“最低油量”定性为“应当报告空中交通管制员采取应急措施”。所以我觉得在国内发生的“最低油量”是一种“Emergency”。

当最低油量发生时，签派应该拿出应急手册：

12、最低油量宣布
（a）当最低燃油条件存在时：
飞行签派员在接到消息—我公司某一航班已宣布最低油量，应当
（1）首先，报告公司领导。
（2）通过无线电频率或空中交通管制部门与空中飞机和空中交通管制部门保持不间断联系，密切掌握情况，直到班机安全着陆。
（3）向空中交通管制部门申请改变航线和优先着陆。同时，向机组提供就近机场资料、飞行情报和气象资料；联系有关机场当局，告知有关情况，通知其做好应急救援的组织和准备工作。
（4）如机长决定选择场外迫降时，按照搜寻和援救的程序进行工作。

所以，综上所述：在中国，当机组宣布最低油量时，机组向ATC报告剩余油量时间，继续按ATC同意的航路飞行（没说申请直飞）。签派应该向ATC申请改变航路（直飞？）和优先着陆。ATC采取应急措施。

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接着我查了一下FAA关于Minimum fuel的说明，见下文：

INFO: <Comparison of Minimum Fuel, Emergency Fuel and Reserve Fuel>

FAA的121部中没有对应的555条，只有AIM中说到Minimum fuel。以上这个INFO是我在FAA网站里找到的，明确把Minimum fuel和Emergency Fuel区分清楚。文中对Minimum fuel的定义是：

“Indicates that an aircraft’s fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur.”

“If an aircraft declares a state of “minimum fuel,” inform any facility to whom control jurisdiction is transferred of the minimum fuel problem and be alert for any occurrence which might delay the aircraft en route.”

Note: Use of the term “minimum fuel” indicates recognition by a pilot that his/her fuel supply has reached a state where, upon reaching destination, he/she cannot accept any undue delay. This is not an emergency situation but merely an advisory that indicates an emergency situation is possible should any undue delay occur. A minimum fuel advisory does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing, the pilot should declare an emergency and report fuel remaining in minutes.

对Emergency Fuel的定义:

The point at which, in the judgment of the pilot-in-command, it is necessary  to proceed directly to the airport of intended landing due to low fuel. Declaration  of a fuel emergency is an explicit statement that priority handling by ATC is both required and expected.

FAA中遇到minimum fuel时，机组还将按照原航路飞行，只是不能接受更多延误，只有在需要申请优先权才能安全落地的情况下，才宣布“Emergency”，并报告剩余燃油时间。

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那么，综合FAA和CAAC的解释来说：

从事件严重等级上看，FAA的”Minimum Fuel” 和CAAC的“最低油量”能否画上等号呢？我觉得显然不能。CAAC的“最低油量”更像是FAA的”Emergency Fuel”。

从机上剩油的角度上看，FAA的”Minimum Fuel” 和CAAC的“最低油量”能否画上等号呢？由于INFO中有说明”Minimum Fuel”的具体数值是：

There is no regulatory definition as to when, specifically, a pilot must declare “minimum fuel” or a fuel emergency. Air carriers typically develop such guidance for their pilots and include it in their General Operations Manuals; such guidance generally falls along the following lines:
• Declare “minimum fuel” when, in your best judgment, any additional delay will cause you to burn into your reserve fuel.
• Declare a fuel emergency at the point at which, in your judgment, it is necessary for you to proceed directly to the airport at which you intend to land. Declaration of a fuel emergency is an explicit statement that priority handling by ATC is necessary and expected.

可见FAA没有规定何时“When”机组必须报告 “minimum fuel or a fuel emergency”（和中国不同）。因此美国的“minimum fuel”是一个公司政策。这个公司政策通常是：“机组判断，继续Delay将会需要用到reserve fuel时，宣布最低油量；机组判断，机上剩油必须申请直飞和优先权才能安全落地时，宣布fuel emergency”。

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JAR 中对于”Minimum Fuel”有类似的定义：JAR 1.375 。。。。略。。。。（可能中东用的是JAR？）

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ICAO  Doc 4444 – Air Traffic Management Chapter 1. Definitions:

Minimum fuel:  The term used to describe a situation in which an aircraft’s fuel supply has reached a state where little or no delay can be accepted.

note.- This is not an emergency situation but merely indicates that an emergency situation is possible, should any undue delay occur.

ICAO的Minimum fuel和FAA的定义是一样的，甚至更简单一些。ICAO中说Minimum fuel的内容很少，而且我资料不全，很难找。

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现在说说问题。

问1）我按照公司政策做了一份合法的飞行计划：从RKPC飞ZSPD备降ZSHC

BOF ZSPD    3923 00.58  0339NM  0358AIR  PAYLOAD:   0.0  W/C  M027
ALTN ZSHC   2049 00.27  0127NM                      MXSH 03/AKARA
FINAL RES   1666 00.30
CONT 10 PC   335 00.06         LIMIT / PLANNED           / ACTUAL
TANKERING      0           ZFW 126.1 /  90.9             / ......
BALLAST        0           LDW 136.1 /  96.8     TO FUEL / ......
REQUIRED    7973 02.01     TOW 186.9 / 100.7     NEW TOW / ......
EXTRA       1800 00.32                           DIFF    / ......
TAKEOFF     9773 02.33
TAXI         400           ADJUST PER 5000 KGS IN TOW      000122 KGS
TOTAL      10173 02.33     FUEL ADJ FOR PERF DEGREDATION P02.1PC

由于业载是0吨，公司备份油正常值是1800KG，所以飞机很轻，所以“FINAL RES”部分的油量很小（1666KG X 2.2046 = 3678LB）。公司手册中767的最低油量是一个固定值=5000LB=2268KG。
因为RKPC-ZSPD是一条很短的航线。所以百分之10的备份油也很少。如果有一个机组完全按照我这份计划加油，并以9773KG的油量起飞了，在航路上用掉了“CONT 10 PC 335KG”，在浦东机场等待32分钟用完了1800KG的公司备份油，但是最后不得不去杭州备降。他会发现根本不可能再去杭州了（和计划矛盾），因为此时FMC中显示的预计落地剩油应该是1666KG，已经少于公司手册中的最低油量。他要么宣布最低油量（直飞去杭州），要么在浦东机场继续等待。
所以说，这份合法的计划中有不合理的地方。解决办法可以是：把“FINAL RES”的值固定为手册最低油量6000LB（这个办法有点傻逼）；或者增加公司备份油，特别是针对短时间的国际航班。（这个方法可行，但是复杂）。
假如从反向计算，在浦东机场还没明确是否能落地前，最低的机上剩油应该是：备降杭州2049KG + 手册中最低油量5000LB = 4317KG，一旦低于这个油量，就不能去杭州了，除非宣布最低油量。

问2）如果一个美国航班在中国宣布了Minimum fuel，那么中国的管制应该怎么做？给他优先权吗？

问3）如果一个中国的航班在美国宣布了最低油量，那么美国的管制应该怎么做？给他优先权吗？如果签派收到机组报告的最低油量信息，按照公司应急手册执行，能要求美国的管制给予直飞或者优先权吗？人家会同意吗？

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雷雨那天，我很幸运，所有的飞机都在外面飞行，没有因为雷雨备降或等待的航班。我写这篇博文不是想分清楚事件的责任人，而是提供一个对法律规章讨论的起点。

如果有朋友觉得我说的太过脱离实际（纸上谈兵、事后诸葛之类），我非常渴望听到实际飞行情况和经验。

上海书展

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今天逛了上海书展，可惜的是在最后半小时才看到进口图书，来不及多看几眼，所以决定周末再去一次。去书展有两个目标，一是给爷爷买一本历史相关的书，二是看看有没有和航空有关的图书或者是进口图书。逛了大约2/3个展厅，终于在一个展台发现了和国内大飞机相关的内容。

这排书多半是写飞机制造或者是商业行业前景分析的，只有唯一一本是关于飞行程序，或者说和签派相关的。我随便翻看了几页，然后想看看是谁翻译的，结果～～发现翻译的那个人，以前在网上认识。

译者就是“陈新河”，看到这个名字，我笑了。这个圈子很小。然后，心中有一丝悲伤。我现在学得、从事的工作，是一个很小、很偏的科目，不为人知，甚至连这个茫茫书海中也找不出一本书可以描述我的工作。

我是不是应该换个大路一点的职业？或者是写一本关于签派的书？

CCAR-121-R4学习

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1.修改公司边缘天气的定义和第二备降场选择的规则：

目的地机场，预计到达时刻，满足任意一条：预计跑道落地标准+30米+400米、雷、雷雨、强降雨、雪、最大正侧阵风大于机型最大侧风标准、有TEMPO低于跑道落地标准。

备降机场，预计到达时刻，满足任意一条：计划备降标准+30米+400米、有TEMPO低于计划备降标准、其余与目的地机场相同。

当目的地机场和第一备降场均处于边缘状况时，选择第二备降场。

2.增加了类精密近进的定义(APV) : 定义在《20110419AC-97-FS-2011-01民用航空机场运行最低标准制定与实施准则》

3.明确了公司的飞行签派中心

4.修改了近进速度分类，分为PANS OPS和TERPS

5.增加了“目视运行”的气象要求。定义在《20110419AC-97-FS-2011-01民用航空机场运行最低标准制定与实施准则》

在机场执行目视起飞和进近着陆时，驾驶员应确保飞机在云外飞行，并保持对地面目视参考的持续可见。一般情况下，要求机场云底高不小于300米；如果机场标高等于或高于3000米(10000英尺)时，VIS不小于8000米，如果机场标高低于3000米(10000英尺)时，VIS不小于5000米。经局方特殊批准，可使用云底高不低于100米、VIS不小于1600米的标准。

6.高原、高高原机场顺风起降的标准。定义在《20070302AC-121-21航空承运人高原机场运行管理规定》

7.机场设施降级对标准的影响。见《20110419AC-97-FS-2011-01民用航空机场运行最低标准制定与实施准则》

8.ETOPS改的东西太多了

去掉了可用机场和合适机场的概念，代之以合适机场和延程飞行备件机场（Adequate Airport 和 ETOPS Alternate Airport 定义见《FAA AC-120-42B》）。

合适机场的定义：CCAR121-R4中说：

合适机场：是指达到第121.197条规定的着陆限制要求且局方批准合格证持有人使用的机场，它可能是下列两种机场之一：
(1)合适机场是经审定适合大型飞机公共航空运输承运人所用飞机运行的，或符合其运行所需等效安全要求的机场，但不包括只能为飞机提供救援和消防服务的机场；
(2)对民用开放的可用的军用机场。

原文《FAA AC-120-42B》为：

Adequate Airport. An airport that an airplane operator may list with approval from the Federal Aviation Administration (FAA) because that airport meets the landing limitations of part 121, § 121.197 and is either, an airport that meets the requirements of 14 CFR part 139 subpart D, excluding those that apply to aircraft rescue and firefighting service, or a military airport that is active and operational. Airports without specific part 139 approval (i.e., outside FAA jurisdiction), may be considered adequate provided that they are determined to meet the equivalent standards and intent of part 139 subpart D.

以上两段红色内容应该不是一个意思吧。甚至是相反意思。我也同意培训材料中说的“审定这个机场是不是合适不用考虑消防等级的要求”。我看到AC-120-42B中说到：

303. ETOPS FLIGHT OPERATIONS REQUIREMENTS.
c. Dispatch.
(4) Airport Rescue and Fire Fighting Service (RFFS).
(a) The following minimum International Civil Aviation Organization (ICAO) RFFS categories must be available at each airport listed as an ETOPS Alternate Airport in a dispatch or flight release:
1. ETOPS Up to 180 Minutes. ETOPS alternates with ICAO Category 4. （直到180分钟，ETOPS Alternate Airport要求最低4类，全文就这一个地方说到消防等级）

因此只需要ETOPS Alternate Airport满足这个要求，对Adequate Airport没有这要求。（对180分钟以上的延程飞行，Adequate Airport就有消防4的要求了）

9.时间窗口：最早到达和最晚到达，不用加减1小时了。

10.延程飞行备件机场天气标准。运行前：从最早到最晚的可能着陆时间，相应的天气报告或预报，或者两者的组合表明，该机场的天气条件等于或者高于合格证持有人运行规范中规定的延程运行备降机场的最低天气标准（和目的地备件场计算标准相同）。起飞后：每一个延程运行备降机场的天气条件就应当达到本规则第121.724 条(a)款的要求（落地标准）。

11.临界燃油，不用考虑复飞了。内容太多，背不出来，见CCAR 121-R4 第121.726 条  航路运行阶段燃油供应。

Braking Action Reports And Runway Friction Reports

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4-3-8. Braking Action Reports and Advisories

a. When available, ATC furnishes pilots the quality of braking action received from pilots or airport management. The quality of braking action is described by the terms “good,” “fair,” “poor,” and “nil,” or a combination of these terms. When pilots report the quality of braking action by using the terms noted above, they should use descriptive terms that are easily understood, such as, “braking action poor the first/last half of the runway,” together with the particular type of aircraft.

b. For NOTAM purposes, braking action reports are classified according to the most critical term (“fair,” “poor,” or “nil”) used and issued as a NOTAM(D).

c. When tower controllers have received runway braking action reports which include the terms poor or nil, or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS broadcast the statement, “BRAKING ACTION ADVISORIES ARE IN EFFECT.”

d. During the time that braking action advisories are in effect, ATC will issue the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition information if not volunteered by controllers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing.

刹车效应报告由“好中差”和“无”构成。由飞行员报告，主观感觉差异较大。当刹车效应报告不佳，或有影响刹车效应的情况出现时，管制员要在ATIS中报 “BRAKING ACTION ADVISORIES ARE IN EFFECT.”

4-3-9. Runway Friction Reports and Advisories

a. Friction is defined as the ratio of the tangential force needed to maintain uniform relative motion between two contacting surfaces (aircraft tires to the pavement surface) to the perpendicular force holding them in contact (distributed aircraft weight to the aircraft tire area). Simply stated, friction quantifies slipperiness of pavement surfaces.

b. The greek letter MU (pronounced “myew”), is used to designate a friction value representing runway surface conditions.

c. MU (friction) values range from 0 to 100 where zero is the lowest friction value and 100 is the maximum friction value obtainable. For frozen contaminants on runway surfaces, a MU value of 40 or less is the level when the aircraft braking performance starts to deteriorate and directional control begins to be less responsive. The lower the MU value, the less effective braking performance becomes and the more difficult directional control becomes.

d. At airports with friction measuring devices, airport management should conduct friction measurements on runways covered with compacted snow and/or ice.

1. Numerical readings may be obtained by using any FAA approved friction measuring device. As these devices do not provide equal numerical readings on contaminated surfaces, it is necessary to designate the type of friction measuring device used.

2. When the MU value for any one-third zone of an active runway is 40 or less, a report should be given to ATC by airport management for dissemination to pilots. The report will identify the runway, the time of measurement, the type of friction measuring device used, MU values for each zone, and the contaminant conditions, e.g., wet snow, dry snow, slush, deicing chemicals, etc. Measurements for each one-third zone will be given in the direction of takeoff and landing on the runway. A report should also be given when MU values rise above 40 in all zones of a runway previously reporting a MU below 40.

3. Airport management should initiate a NOTAM(D) when the friction measuring device is out of service.

e. When MU reports are provided by airport management, the ATC facility providing approach control or local airport advisory will provide the report to any pilot upon request.

f. Pilots should use MU information with other knowledge including aircraft performance characteristics, type, and weight, previous experience, wind conditions, and aircraft tire type (i.e., bias ply vs. radial constructed) to determine runway suitability.

g. No correlation has been established between MU values and the descriptive terms “good,” “fair,” “poor,” and “nil” used in braking action reports.

跑道摩擦系数MU，从0至100，0为最差。当冰冻的污染物覆盖跑道，MU低于40，表明飞机的刹车效果开始恶化，方向控制开始失去响应。当三分之一的跑道开始出现MU小于40的情况时，MU的数值就应该由机场当局报告给ATC以便通知到飞行员。当MU值回升至40以上时，同样也要报告。MU值和刹车效应之间没有关联。（据性能人员称，两者之间还是有联系的）

在SNOTAM的H项有个类似的内容，MU值也是从0.40以下开始计算的。虽然表格没有明确说MU值和刹车效应之间一一对应的关系，但至少暗示了其中的关系。就凑活着用吧。

Area Navigation (RNAV)

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AIM 5-1-8 d. Area Navigation (RNAV)
1. Random RNAV routes can only be approved in a radar environment. Factors that will be considered by ATC in approving random RNAV routes include the capability to provide radar monitoring and compatibility with traffic volume and flow. ATC will radar monitor each flight, however, navigation on the random RNAV route is the responsibility of the pilot.
2. Pilots of aircraft equipped with approved area navigation equipment may file for RNAV routes throughout the National Airspace System and may be filed for in accordance with the following procedures………
(e) Define the random route by waypoints. File route description waypoints by using degree- distance fixes based on navigational aids which are appropriate for the altitude stratum.
3. Pilots of aircraft equipped with latitude/longitude coordinate navigation capability, independent of VOR/TACAN references, may file for random RNAV routes at and above FL 390 within the conterminous U.S. using the following procedures.

1.Random RNAV航路只在雷达监控的环境下执行。

2.对机载设备的要求。(e)航路上的点用degree-distance fixes based on navigational aids方法表示。(详见AC 20-138B）

3.在FL390以上飞行的Random RNAV必须要装备latitude/longitude导航能力，并不依赖VOR/TACAN

混合FLIGHTPLAN(VFR和IFR)

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AIM 5-1-7. Composite Flight Plan (VFR/IFR Flights)
a. Flight plans which specify VFR operation for one portion of a flight, and IFR for another portion, will be accepted by the FSS at the point of departure. If VFR flight is conducted for the first portion of the flight, pilots should report their departure time to the FSS with whom the VFR/IFR flight plan was filed; and, subsequently, close the VFR portion and request ATC clearance from the FSS nearest the point at which change from VFR to IFR is proposed. Regardless of the type facility you are communicating with (FSS, center, or tower), it is the pilot’s responsibility to request that facility to “CLOSE VFR FLIGHT PLAN.” The pilot must remain in VFR weather conditions until operating in accordance with the IFR clearance.

b. When a flight plan indicates IFR for the first portion of flight and VFR for the latter portion, the pilot will normally be cleared to the point at which the change is proposed. After reporting over the clearance limit and not desiring further IFR clearance, the pilot should advise ATC to cancel the IFR portion of the flight plan. Then, the pilot should contact the nearest FSS to activate the VFR portion of the flight plan. If the pilot desires to continue the IFR flight plan beyond the clearance limit, the pilot should contact ATC at least 5 minutes prior to the clearance limit and request further IFR clearance. If the requested clearance is not received prior to reaching the clearance limit fix, the pilot will be expected to enter into a standard holding pattern on the radial or course to the fix unless a holding pattern for the clearance limit fix is depicted on a U.S. Government or commercially produced (meeting FAA requirements) low or high altitude enroute, area or STAR chart. In this case the pilot will hold according to the depicted pattern.

a. 先VFR后IFR的情况下，飞行员要求联系FSS告知起飞时间，然后再转换点联系要求关闭VFR并向ATC申请IFR。不管通过哪种途径，都是飞行员有责任要求关闭VFR。飞行员必须留在VFR的天气标准中，直到申请到IFR。

b. 先IFR后VFR的情况下，飞行员会被放行到转换点，飞行员联系ATC取消IFR部分计划，并联系最近的FSS启动VFR计划。如果飞行员想继续IFR飞行，则飞行员要在IFR结束前5分钟向ATC申请。如果申请没有得到回复则在最后一个点进入标准等待，或者这个点要求的等待方式。

Land and Hold Short Operations (LAHSO)

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中国没有交叉跑道，因此我以前从没听说过LAHSO这回事。原来“Land and Hold Short Operations”是指落地后，在交叉跑道前或与滑行道交叉的跑道上等待（如下图），因此可用着陆距离就变短了。

对于是否执行LAHSO，机长有最终决定权。

AIM 4-3-11：The pilot-in-command has the final authority to accept or decline any land and hold short clearance. The safety and operation of the aircraft remain the responsibility of the pilot. Pilots are expected to decline a LAHSO clearance if they determine it will compromise safety.

同时AIM说到在preflight的时候要看看有没有LAHSO，并做好功课：

To conduct LAHSO, pilots should become familiar with all available information concerning LAHSO at their destination airport. Pilots should have, readily available, the published ALD and runway slope information for all LAHSO runway combinations at each airport of intended landing. Additionally, knowledge about landing performance data permits the pilot to readily determine that the ALD for the assigned runway is sufficient for safe LAHSO. As part of a pilot’s preflight planning process, pilots should determine if their destination airport has LAHSO. If so, their preflight planning process should include an assessment of which LAHSO combinations would work for them given their aircraft’s required landing distance. Good pilot decision making is knowing in advance whether one can accept a LAHSO clearance if offered.

现在运行中发现的一个机场是YMML，在34号跑道的中间标明了一个LAHSO标志，并在下一页机场信息中写了LAHSO的可用落地距离，和灯光说明：“Hold short lights Rwy34”见图：

看来以后放国际航班，应该要多注意一下交叉跑道了。

CFR 49 PART 830 NTSB: NOTIFICATION AND REPORTING OF AIRCRAFT ACCIDENTS OR INCIDENTS AND OVERDUE AIRCRAFT, AND PRESERVATION OF AIRCRAFT WRECKAGE, MAIL, CARGO, AND RECORDS

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摘自：http://ecfr.gpoaccess.gov
PART 830—NOTIFICATION AND REPORTING OF AIRCRAFT ACCIDENTS OR INCIDENTS AND OVERDUE逾期未到 AIRCRAFT, AND PRESERVATION保存 OF AIRCRAFT WRECKAGE碎片, MAIL, CARGO, AND RECORDS

Section Contents

Subpart A—General

§ 830.1 Applicability.
§ 830.2 Definitions.

Subpart B—Initial Notification of Aircraft Accidents, Incidents, and Overdue Aircraft

§ 830.5 Immediate notification.
§ 830.6 Information to be given in notification.

Subpart C—Preservation of Aircraft Wreckage, Mail, Cargo, and Records

§ 830.10 Preservation of aircraft wreckage, mail, cargo, and records.

Subpart D—Reporting of Aircraft Accidents, Incidents, and Overdue Aircraft

§ 830.15 Reports and statements to be filed.

Authority: Independent Safety Board Act of 1974, as amended (49 U.S.C. 1101–1155); Federal Aviation Act of 1958, Public Law 85–726, 72 Stat. 731 (codified as amended at 49 U.S.C. 40101).

Source: 53 FR 36982, Sept. 23, 1988, unless otherwise noted.

Subpart A—General

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§ 830.1 Applicability.

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This part contains rules pertaining to:

(a) Initial notification and later reporting of aircraft incidents and accidents and certain other occurrences发生的事 in the operation of aircraft, wherever they occur, when they involve civil aircraft of the United States; when they involve certain public aircraft, as specified in this part, wherever they occur; and when they involve foreign civil aircraft where the events occur in the United States, its territories领土, or its possessions财产.

(b) Preservation of aircraft wreckage, mail, cargo, and records involving all civil and certain public aircraft accidents, as specified in this part, in the United States and its territories or possessions.

[60 FR 40112, Aug. 7, 1995]

§ 830.2 Definitions.

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As used in this part the following words or phrases are defined as follows:

Aircraft accident means an occurrence事件 associated发生 with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked上岸, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage. For purposes of this part, the definition of “aircraft accident” includes “unmanned aircraft accident,” as defined herein.
（翻译：航空器事故：一个事件发生于：某人上飞行器想要从事飞行，到此人下飞机之间，运行飞行器的行为所造成的任何人的死亡、受伤或飞行器严重损伤。这里所指的飞行事故包括无人机的事故）

Civil aircraft means any aircraft other than a public aircraft.

Fatal injury means any injury which results in death within 30 days of the accident.
（翻译：致命伤：造成30天内死亡的受伤）

Incident means an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.
（翻译：事件：除了事故以外， 和航空器运行有联系的，影响或可能影响运行安全的事情）

Operator means any person who causes or authorizes the operation of an aircraft, such as the owner, lessee承租人, or bailee受托人 of an aircraft.

Public aircraft means an aircraft used only for the United States Government, or an aircraft owned and operated (except for commercial purposes) or exclusively特意 leased for at least 90 continuous days by a government other than the United States Government, including a State, the District of Columbia, a territory or possession of the United States, or a political subdivision of that government. “Public aircraft” does not include a government-owned aircraft transporting property for commercial purposes and does not include a government-owned aircraft transporting passengers other than: transporting (for other than commercial purposes) crewmembers or other persons aboard the aircraft whose presence is required to perform, or is associated with the performance of, a governmental function such as firefighting, search and rescue, law enforcement, aeronautical research, or biological or geological resource management; or transporting (for other than commercial purposes) persons aboard the aircraft if the aircraft is operated by the Armed Forces or an intelligence agency of the United States. Notwithstanding尽管如此 any limitation relating to use of the aircraft for commercial purposes, an aircraft shall be considered to be a public aircraft without regard to whether it is operated by a unit of government on behalf of another unit of government pursuant依照 to a cost reimbursement补偿 agreement, if the unit of government on whose behalf the operation is conducted certifies to the Administrator of the Federal Aviation Administration that the operation was necessary to respond to a significant and imminent threat to life or property (including natural resources) and that no service by a private operator was reasonably available to meet the threat.（国家航空器：美鬼人公私分明，我懒得翻译）

Serious injury means any injury which: (1) Requires hospitalization住院 for more than 48 hours, commencing within 7 days from the date of the injury was received; (2) results in a fracture断 of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve神经, muscle, or tendon劲健 damage; (4) involves any internal organ器官; or (5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.

Substantial damage means damage or failure which adversely不利 affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered “substantial damage” for the purpose of this part.
（翻译：严重损坏：对结构强度、性能、飞行特性造成不利影响，要求修理或替换受影响部件。发动机失效或损坏桁架、发动机罩、凹陷、穿孔，发动机桨叶。损伤起落架、转向轮、轮胎、襟翼、发动机附件、刹车或翼尖小翼不被认为是严重损坏）

Unmanned aircraft accident means an occurrence associated with the operation of any public or civil unmanned aircraft system that takes place between the time that the system is activated with the purpose of flight and the time that the system is deactivated at the conclusion of its mission, in which:

(1) Any person suffers death or serious injury; or

(2) The aircraft has a maximum gross takeoff weight of 300 pounds or greater and sustains substantial damage.

[53 FR 36982, Sept. 23, 1988, as amended at 60 FR 40112, Aug. 7, 1995; 75 FR 51955, Aug. 24, 2010]

Subpart B—Initial Notification of Aircraft Accidents, Incidents, and Overdue Aircraft

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§ 830.5 Immediate notification.

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The operator of any civil aircraft, or any public aircraft not operated by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious迅速 means available, notify the nearest National Transportation Safety Board (NTSB) office1 when:

1 NTSB regional offices are located in the following cities: Anchorage, Alaska; Atlanta, Georgia; West Chicago, Illinois; Denver, Colorado; Arlington, Texas; Gardena (Los Angeles), California; Miami, Florida; Seattle, Washington; and Ashburn, Virginia. In addition, NTSB headquarters is located at 490 L’Enfant Plaza, SW., Washington, DC 20594. Contact information for these offices is available at http://www.ntsb.gov.

(a) An aircraft accident or any of the following listed serious incidents occur:

(1) Flight control system malfunction or failure;飞行控制系统故障

(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;飞行人员受伤生病

(3) Failure of any internal turbine engine component that results in the escape of debris碎片 other than out the exhaust path;发动机排出碎片

(4) In-flight fire;着火

(5) Aircraft collision in flight;碰撞

(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.造成除航空器外，25000USD维修费用或市场价格

(7) For large multiengine aircraft (more than 12,500 pounds maximum certificated takeoff weight):对于12500LB以上的最大起飞重量的大型多发飞机有以下要求：

(i) In-flight failure of electrical systems which requires the sustained use of an emergency bus powered by a back-up source such as a battery, auxiliary power unit, or air-driven generator to retain flight control or essential instruments;飞行时电气系统故障，造成必须用备用电源来维持飞行和必要设备。

(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;飞行时液压系统故障，需要持久依赖唯一的液压系统或机械系统来控制飞行操纵面。

(iii) Sustained loss of the power or thrust produced by two or more engines; and持久损失2个以上发动机推力。

(iv) An evacuation of an aircraft in which an emergency egress system is utilized.使用应急出口进行紧急撤离。

(8) Release of all or a portion of a propeller blade from an aircraft, excluding release caused solely by ground contact;损失桨叶

(9) A complete loss of information, excluding flickering, from more than 50 percent of an aircraft’s cockpit displays known as:除了设备闪烁外，损失50%以上驾驶舱显示：

(i) Electronic Flight Instrument System (EFIS) displays;

(ii) Engine Indication and Crew Alerting System (EICAS) displays;

(iii) Electronic Centralized Aircraft Monitor (ECAM) displays; or

(iv) Other displays of this type, which generally include a primary flight display (PFD), primary navigation display (PND), and other integrated displays;

(10) Airborne Collision and Avoidance System (ACAS) resolution advisories issued either:ACAS发出咨询信息

(i) When an aircraft is being operated on an instrument flight rules flight plan and compliance with the advisory is necessary to avert躲避 a substantial risk of collision between two or more aircraft; or

(ii) To an aircraft operating in class A airspace.

(11) Damage to helicopter tail or main rotor blades, including ground damage, that requires major repair or replacement of the blade(s);

(12) Any event in which an operator, when operating an airplane as an air carrier at a public-use airport on land:

(i) Lands or departs on a taxiway, incorrect runway, or other area not designed as a runway; or

(ii) Experiences a runway incursion侵犯 that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a collision.

(b) An aircraft is overdue and is believed to have been involved in an accident.飞行器逾期未到、并被认为和某事故有关。

[53 FR 36982, Sept. 23, 1988, as amended at 60 FR 40113, Aug. 7, 1995; 75 FR 927, Jan. 7, 2010; 75 FR 35330, June 22, 2010]

§ 830.6 Information to be given in notification.

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The notification required in §830.5 shall contain the following information, if available:

(a) Type, nationality, and registration marks of the aircraft;

(b) Name of owner, and operator of the aircraft;

(c) Name of the pilot-in-command;

(d) Date and time of the accident;

(e) Last point of departure and point of intended landing of the aircraft;

(f) Position of the aircraft with reference to some easily defined geographical point;

(g) Number of persons aboard, number killed, and number seriously injured;

(h) Nature of the accident, the weather and the extent of damage to the aircraft, so far as is known; and

(i) A description of any explosives, radioactive materials, or other dangerous articles carried.

Subpart C—Preservation of Aircraft Wreckage, Mail, Cargo, and Records

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§ 830.10 Preservation of aircraft wreckage, mail, cargo, and records.

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(a) The operator of an aircraft involved in an accident or incident for which notification must be given is responsible for preserving to the extent possible any aircraft wreckage, cargo, and mail aboard the aircraft, and all records, including all recording mediums of flight, maintenance, and voice recorders, pertaining关于 to the operation and maintenance of the aircraft and to the airmen until the Board takes custody守护 thereof or a release is granted理所当然的 pursuant依据 to §831.12(b) of this chapter.

(b) Prior to the time the Board or its authorized representative takes custody of aircraft wreckage, mail, or cargo, such wreckage, mail, or cargo may not be disturbed or moved except to the extent necessary:

(1) To remove persons injured or trapped;

(2) To protect the wreckage from further damage; or

(3) To protect the public from injury.

(c) Where it is necessary to move aircraft wreckage, mail or cargo, sketches, descriptive notes, and photographs shall be made, if possible, of the original positions and condition of the wreckage and any significant impact marks.

(d) The operator of an aircraft involved in an accident or incident shall retain all records, reports, internal documents, and memoranda备忘录 dealing with the accident or incident, until authorized by the Board to the contrary.

Subpart D—Reporting of Aircraft Accidents, Incidents, and Overdue Aircraft

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§ 830.15 Reports and statements to be filed.

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(a) Reports. The operator of a civil, public (as specified in §830.5), or foreign aircraft shall file a report on Board Form 6120.1/2(OMB No. 3147–0001)2 within 10 days after an accident（10日内报告事故）, or after 7 days if an overdue aircraft is still missing（逾期未到的飞机7天后报告失踪）. A report on an incident for which immediate notification is required by §830.5(a) shall be filed only as requested by an authorized representative of the Board. 2 Forms are available from the Board field offices (see footnote 1), from Board headquarters in Washington, DC, and from the Federal Aviation Administration Flight Standards District Offices.

(b) Crewmember statement. Each crewmember, if physically able at the time the report is submitted, shall attach a statement setting forth the facts, conditions, and circumstances relating to the accident or incident as they appear to him. If the crewmember is incapacitated, he shall submit the statement as soon as he is physically able.

(c) Where to file the reports. The operator of an aircraft shall file any report with the field office of the Board nearest the accident or incident.

[53 FR 36982, Sept. 23, 1988, as amended at 60 FR 40113, Aug. 7, 1995]

一切从备降虹桥的航班说起，云底高到底是不是放行的标准之一？

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记不得第几次遇到浦东机场的平流雾了。不要再责怪浦东机场的选址，以后人家浦东是要有5根跑道的国际枢纽。由于多数机组都是住在虹桥机场附近，所以浦东气象报文中云底高低于60米时，机组就会很愿意来虹桥备降（可以早点回家），不愿去浦东机场“试试”。这里应该不能说“试试”，而应该称做飞到决断高看看能不能建立目视参考。

下午，浦东机场实况为BKN001，即云高30米

根据CCAR97部：第三条(八)云高–云或遮蔽现象最底层距地面的高。遮蔽现象用”裂云”、”阴天”、”遮蔽”表示，而不分”薄云”或”局部”。我们可以说浦东机场的云高为30米
国外：FAA的Aviation Weather Services, Advisory Circular 00-45中有For aviation purposes, the ceiling is defined as the height (AGL) of the lowest broken or overcast layer aloft or vertical visibility into an obscuration.

同时，浦东机场某跑道（具体哪个我记不清了）RVR 1000M（够标准），浦东机场通波中报告浦东实施二类标准（因为低云）。此时，签派给正在近进浦东机场的航班机组的建议应该是什么？

答：“建议继续近进”

根据：CCAR121部：第121.667 条  仪表飞行规则的起飞和着陆最低标准：除本条(d)款规定外，飞机不得飞越最后进近定位点继续进近，或者在不使用最后进近定位点的机场，进入仪表进近程序的最后进近航段，除非由局方批准的系统为该机场发布了最新的天气报告，报告该机场的能见度等于或者高于仪表进近程序规定的能见度最低标准。

就是说，目前RVR1000米 大于 RVR550米（假设标准就是550米），由于121.667只有对能见度的规定，没有对云高的要求。因此可以继续近进。就算气象报文中的RVR低于550米，则可以根据121.671得到塔台的口头报告的能见度，只要塔台的口头能见度、RVR大于标准，则机组也可以继续近进至决断高，此条也没有对云高有要求。

根据：CCAR121部：第121.671条  报告的最低天气条件的适用性：在按照本规则第 121.665条至第 121.669条实施运行时，最新天气报告正文中的云高和能见度值用于控制机场所有跑道上的目视飞行规则和仪表飞行规则起飞、着陆和仪表进近程序。然而，如果最新天气报告，包括从管制塔台发出的口头报告，含有针对机场某一特定跑道的跑道能见度或者跑道视程等数值，这些特定值用于控制该跑道的目视飞行规则和仪表飞行规则着陆、起飞和仪表直接进近。

参考：FAR121部：121.655 Applicability of reported weather minimums：In conducting operations under §§121.649 through 121.653, the ceiling and visibility values in the main body of the latest weather report control for VFR and IFR takeoffs and landings and for instrument approach procedures on all runways of an airport. However, if the latest weather report, including an oral report from the control tower, contains a visibility value specified as runway visibility or runway visual range for a particular runway of an airport, that specified value controls for VFR and IFR landings and takeoffs and straight-in instrument approaches for that runway.

结合以上两条，对于一个签派员来说，只要飞机起飞后，根据气象情况判断能否落地的根据只有能见度或RVR，没有云高。因此，起飞后浦东机场即使BKN001，只需要RVR大于550，就可以建议机组继续落地。

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以上的内容已经很刺激了，那么航班起飞前呢？假设航班放行时，浦东机场实况和预报都是能见度9999，BKN001。备降场都是ok天。能否放行？

弱弱地回答：“就目前我找到的法规看，可以放行”

根据CCAR121部：第121.633条  仪表飞行规则的签派或者放行：除本规则第 121.635 条规定外，按照仪表飞行规则签派或者放行飞机飞行前，应当确认相应的天气实况报告、预报或者两者的组合，表明在签派或者放行单中所列的每个机场的天气条件，在飞机预计到达时处于或者高于经批准的最低标准，否则，不得签派或者放行飞机按照仪表飞行规则飞行。

又出了一个新东西，什么叫最低标准？最低标准包括哪些东西？

根据CCAR97部：第三条：(三)机场运行最低标准–机场可用于飞机起飞着陆的运行限制。对于起飞，用能见度(VIS)或跑道视程(RVR)表示，在需要时，还应当包括云高；对于精密进近着陆，根据运行分类用能见度(VIS)或跑道视程(RVR)和决断高度高(DA／DH)表示；

大家发现没？机场运行最低标准的定义，对起飞说要求云高的；对精密近进着陆的最低标准不包括云高。如果根据121部和97部的这两条，可以认为在放行时，签派员需要关注能见度，不需要关注云高。（据说FAA也是不管云高的，我还没去读过FAA）

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其实以上两部分内容让我自己也很将信将疑。第一部分（起飞后不需要关注云高），我已经慢慢接受。对于第二部分（起飞前不需要关注云高）我纠结了。我猜中国的CCAR都是从FAR来的，可能翻译人员自己也没搞明白要不要云高。民航人员又都是一个院校教出来的，老师怎么说我们就怎么做，大家的固有思想很重。以下提供我收集到的几个可能动摇大家固有思想的证据：

1.首先我们从FAA的角度来看看：

根据FAR 121部：121.613   Dispatch or flight release under IFR or over the top：Except as provided in §121.615, no person may dispatch or release an aircraft for operations under IFR or over-the-top, unless appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the airport or airports to which dispatched or released.（和CCAR 121.663没有区别）

但是相应的，我没有在FAR97部里找到关于机场运行最低标准的定义。但是在FAR97里我找的了在CCAR97部里没有的一个定义：

根据FAR91部第3条：Ceiling means the minimum ceiling, expressed in feet above the airport elevation, required for takeoff or required for designating an airport as an alternate airport.

以上这句话明确表明了，Ceiling云高，只是required for起飞和选择备降场。没有required for目的地机场着陆。可是这句话我在CCAR里找不到。

2.其次我在看jeppesen航图时，近进图中有时会出现一个黑底白字的”Ceiling Required”，表明这张图是有云高要求的。我看东南亚的机场都有这个”Ceiling Required”，但是我国的机场没有。是不是意味着国内机场都没有云高要求？

无云高要求（标准只标注RVR/VIS）：

有云高要求（标准标注云底高和能见度）：

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以上内容请高人指点。谢谢