getting to grips with aircraft performance 如何掌握飞机性能 2(35)

曝光台 注意防骗 网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者

(b) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en route to include any alternate airport that is within the fuelrange of the aircraft […]
(c) No person may change an original destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en route unless the other airport is authorized for that type of aircraft and theappropriate requirements […] are met at the time of redispatch or amendmentof the flight release.”

Using this procedure, the fuel required is the greatest of:
F1 = taxiA + tripAC + 10% Trip timeBC + alternateCD + holdingD + Additional
F2 = taxiA + tripAE + 10% Trip timeAE + alternateEF + holdingF + Additional

When comparing standard fuel planning to the redispatch procedure fuel planning, the maximum contingency fuel reduction is 10% of the trip time between A and B.
F1 = taxiA + tripAC +  10% Trip timeBC  + alternateCD + holdingD + Additional
STD= taxiA + tripAC +  10% Trip timeAC + alternateCD + holdingD + Additional

2.2.6. ETOPS Procedure

Similar to JAR ETOPS Procedure (chapter 1.1.6)
2.2. Fuel Management
FAR 121 does not provide fuel management rules, but the operating manual has to address appropriate procedures. Operators usually adopt the following rules:
   2.2.1 Minimum Fuel at Landing Airport
The remaining fuel in flight must be sufficient to proceed to an airport where a safe landing can be made. The minimum quantity of remaining fuel at landing is defined in the operating manual, and is usually equivalent to the final reserve (fuel quantity necessary to fly for a period of 30 to 45 minutes at 1,500 feet above the airport in ISA conditions at holding speed).
This rule applies to the destination airport, the destination alternate airport, or any en route alternate airport.

J. APPENDIX
1. APPENDIX 1 : ALTIMETRY - TEMPERATURE EFFECT
Here’s a concrete example: Consider the case of Switzerland’s Sion airport.
During an ILS approach on Runway 26, it is required to overfly given waypoints at given geometrical altitudes, whatever the temperature conditions (Figure J1). For example, at 21 Nm from the glide antenna, the aircraft must be at a height of 8,919 feet above the runway, or at a true altitude of 10,500 feet above mean sea level.
The transition altitude shown on Figure J1 is 16,000 feet, corresponding to a height of 14,419 feet.
Figure J2 provides the indicated altitude values to maintain the required true altitude for different temperature conditions:
　
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：getting to grips with aircraft performance 如何掌握飞机性能 2(35)