getting to grips with aircraft performance 如何掌握飞机性能 2(34)

Upon request of the FAA administrator in the interest of safety (Example: Engine failure, pressurization failure, ETOPS).
2.2.3. Isolated Airport Procedure

For such an airport, there is no destination alternate. The regulatory takeoff fuel quantity must include:
. 
 Taxi fuel

. 
 Trip fuel

.  
Additional fuel: This quantity must be higher than the quantity necessary for a two hour flight at normal cruise consumption.

2.2.4. Unrequired Destination Alternate Airport
A destination alternate airport is not required, if the following conditions are met:
2.2.4.1. Domestic Operations

“FAR 121.619
(a) […] However, no alternate airport is required if for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport the appropriate weather reports or forecasts, or any combination of them, indicate--
(1)
 The ceiling will be at least 2,000 feet above the airport elevation; and

(2)
Visibility will be at least 3 miles1.”

2.2.4.2. Flag Operations

“FAR 121.621

(1)
The flight is scheduled for not more than 6 hours and, for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport, the appropriate weather reports or forecasts, or any combination of them, indicate the ceiling will be:

(i)
 At least 1,500 feet above the lowest circling MDA, if a circling approach is required and authorized for that airport; or

(ii) At least 1,500 feet above the lowest published instrument approach minimumor 2,000 feet above the airport elevation, whichever is greater; and
1 Miles stands for Statute Miles (1 mile = 1,609 m).

(iii) The visibility at that airport will be at least 3 miles, or 2 miles more than thelowest applicable visibility minimums, whichever is greater, for the instrument approach procedures to be used at the destination airport.”
2.2.5. Redispatch Procedure
This procedure permits aircraft to carry less contingency fuel than in the standard case. This is interesting in case of fuel capacity, or takeoff limitations. Operators select a point called the decision point along the planned route (Figure I9). At this point, the pilot has two possibilities:
.  
Reach a suitable proximate diversion airport, taking into account the maximum landing weight limitation.

.  
Continue the flight to the destination airport, when the remaining fuel is sufficient.

This procedure is interesting for flag and supplemental operations, for which contingency fuel depends on flight time. The FAR regulation states:
“FAR 121.631
(a) A certificate holder may specify any regular, provisional, or refueling airport, authorized for the type of aircraft, as a destination for the purpose oforiginal dispatch or release
　
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