首届中国民航飞行签派员岗位职业技能大赛

20日前往天津参加签派技能大赛。我对这次大赛没什么特别的期望,所以我也没有做任何准备。首先是理论考试,考试题目多半都是性能和情报的难度题,和放行没有半点关系。也罢,本来就是考试么,出这种题也是应该的。

但是下午的实践题(手工飞行计划),我就不得不吐槽了。本来手工飞行计划是考验签派员对燃油政策和性能图表掌握情况的。但不是为了做计划而做计划。

首先出题者杜撰了一种机型,图表和数据都很奇怪,没什么连续性和统一性。出题者事先给了从后往前做的范例过程。在实际考试中的,首先上来是天气、航图、通告。出题者想考大家英语,所以出了A类通告,但是时间却是要求按北京时掌握。起飞机场实况中雨,却只有干跑道起飞性能数据。说不能延伸跨水,但没告诉我航路到底离陆地多远。旅客中包含6个婴儿,一般来说公司都不会在一个飞机上承运6个婴儿。有些人的题目天气都不够,选不出备降场,也不够不选备降场。手工计划的制作方法有从前往后,和从后往前。由于范例只有从后往前。我就选择从后往前。但是最后还剩30分钟时,发现起飞超重。如果选择从前往后重做,我怕没有范例做不来也没时间做。当时我就想掀桌子不做了。

总之,这次大赛的题目,只做到了公平公正,但没有考验签派实际工作能力的作用。

另一方面,这次天津之行,遇到了很多老同事。高兴之余,也有些惆怅。为什么我们团体进不了总决赛呢?为什么我们的人才梯队会有断档呢?为什么公司留不住人才呢?

727的两个最大落地重量

727真的很奇怪,有两个最大落地重量。一个是襟翼30度154,500 lbs,另一个襟翼40度142,500 lbs。 明显襟翼30度的进近速度更大。在给727分类的时候,是用哪个重量确定的呢?询问了Brett,他是这样回答的:

Q: There are two landing configures(flap 30 and flap 40) and two max landing weights. The approach category is based on 1.3 times the stall speed in the landing configuration at maximum landing weight. Which weight or which flap is used when 727 was approved to be a category C for s-in landing? Are two configures approach speeds both within category C range? Which max landing weight is used in daily operation?

A:The definition of the approach category is based upon the maximum gross landing weight. We have two different limitations based on the flap settings, but the maximum certificate weight is based on Flaps 30 degrees, so that’s what we would base it on.(审定时使用的是襟翼30的落地重量) And that makes sense too – to be safe/conservative, we would want to base this on a higher speed and not a lower one. The stall speed with Flaps 30 will be higher than the stall speed at Flaps 40, so it also makes sense from that point of view to base this on Flaps 30. So, the Category C is based on 154,500 pounds with Flaps 30 degrees.

In daily operations, Flaps 30 would be used. You will see later in the course that it is VERY rare that we would want to use Flaps 40 degrees. This is helpful for extremely short runways because the runway weight limitations for landing would be better – the lower landing speeds mean we could stop faster, or stop in the same amount of runway with more weight. However, the extra drag with Flaps 40 means that the ability to go around and do a missed approach will be greatly harmed because of all of the extra drag, and the weight limitations for that will be MUCH lower at Flaps 40 – plus, we lose 12,000 pound from the structural limit as you have already seen. It has to be an extremely short runway to even think about this.( 只有当受落地场长限制的时候,才需要使用襟翼40 )

In practice, operators of the 727 basically never use Flaps 40 for those reasons, plus another – with the extra drag at Flaps 40 during the approach, the engines have to be at a higher thrust setting to make up for the extra drag. That additional noise makes compliance with Stage III noise certification all but impossible.(使用襟翼40还会造成噪音太大,平时运行几乎不使用襟翼40的最大落地重量)