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| 资料信息 | | 资料名称 | Weight and Balance
PerfoMonitoring
Fatigue
Mel Mmel
CostIndex
Aircraft Performance | | 原创/转载 | 转载 | | 语种 | Weight and Balance 中文
PerfoMonitoring 英文
Fatigue 英文
Mel Mmel 中文
CostIndex 英文
Aircraft Performance 中文 | | 格式 | PDF | | 版本号 | 无 | | 大小 | 总共46.8M | | 描述 |
货舱系统介绍
空客飞机的设计是用于上层客舱中的民航载客运输。飞机的下舱专门用于旅客行李和
其他的货物运输。因此，在二十世纪六十年代末期，A300 最初是被设计采用一个半
自动的电动载货系统来装载航空集装箱，考虑到货舱区域太大而无法人工装载，因此
当时已经按照B747 进行了标准化统一了此类集装箱。此后，这个方案用于其他所有的
远程计划中。关于单通道系列飞机，空客公司向营运人提出了2 个载货方案，即采用人
工散货装载或者采用半自动的电动装载系统(这个航空集装箱起源于较大飞机航空集装
箱的改装)。
后面的章节描述了空客飞机载货区域和与货舱相关的各个系统。
作为介绍内容，第一段专门描述了航空集装箱。 ......................................
The purpose of this brochure is to provide airline flight operations with some
recommendations on the way to regularly monitor their aircraft performance.
This brochure was designed to provide guidelines for aircraft performance
monitoring based on the feedback obtained from many operators and on the
knowledge of Airbus aircraft and systems.
Should there be any discrepancy between the information given in this brochure
and that published in the applicable AFM, FCOM, AMM or SB, the latter prevails.
Airbus would be eager to work with some airlines on an ongoing application of this
projected performance monitoring system well in advance of its anticipated use on
the A380 program.
Airbus encourages to submit any suggestions or remarks concerning this brochure
to:........................................................................
Aircrew fatigue during long-haul flights is recognized as one of the major constraints that
can impair performance. Using physiological recordings on 196 flights, previous work has
shown that reductions in alertness are frequent during flights, including the descent and
approach phase (Cabon et al, 1993). Most decreases in alertness occurred during the
monotonous part of the cruise and were often observed simultaneously on both pilots in
two person crews. Based on these results, specific operational recommendations have been
designed. Further studies have shown the positive effects of these recommendations
(Cabon et al, 1995a). These recommendations were gathered into a booklet for the use of
long-haul aircrews (Cabon et al, 1995b, Mollard et al, 1995).
There were initially issued in French by the DGAC and an English version has been issued by
Airbus (Speyer et al, 1997), a Chinese version also being available. The English version was
distributed by Airbus to more than 6000 samples. This is the third and most updated version
including maiden recommendations for ULR flights still to be validated notwithstanding. A new
edition will complete this aspect after validation.
Data collection on physiological behavior and crew functions and activities were the result
of a joint effort by the Université René Descartes in Paris and Airbus’s Training and Flight
Operations Support & Line Assistance. Volunteer crews of COTAM, Sabena, Northwest,
UTA, Aeromaritime, Air France and Lufthansa provided invaluable cooperation for this
years-long effort that led to a solid set of practical recommendations.
Initiated and developed at Sabena (A310), Northwest (A320), UTA (DC-10, B747-200,
B747-400) and Aeromaritime (B767) the following recommendations were tested and
validated at Air France (B767-300, A340). ................................
前 言
“掌握主最低设备清单和最低设备清单”手册的目的是：
• 帮助空客用户了解主最低设备清单(MMEL)和最低设备清单(MEL)
• 解释空客公司主最低设备清单的创建方式以及批准/认可方式
• 提供创建和使用最低设备清单的指南材料。
主最低设备清单(MMEL)是由空客公司飞行支援部和服务部开发的空客公司文件。用户参
考空客公司主最低设备清单来创建自己的最低设备清单(MEL)，提供给用户自己的飞行机
组，航线维护人员，以及/或者航务人员。重要的是要注意用户的最低设备清单(MEL)必
须具备与空客公司主最低设备清单(MMEL)相同的限制性。
主最低设备清单(MMEL)和最低设备清单(MEL)都是适航当局批准或者认可的法律文件。
主最低设备清单(MMEL)和最低设备清单(MEL)由组件和系统清单组成，分成“放行”，“有
条件的放行”，或者“不能放行”状态，这取决于它们对航班安全的影响程度。这些分类
的定义如下：
• “放行”或者“有条件的放行”项目表示在有效的时间段内，可以保持不工作。
• “不能放行”项目表示防止放行飞机。
主最低设备清单(MMEL)和最低设备清单(MEL)的设计目的都是保证带有不工作设备的放
行飞机所符合的安全认可等级。用户可以依据最低设备清单(MEL)迅速地放行飞机，避免
毫无必要的延误或者航班取消，并且不会影响安全。
设计此手册主要是向用户提供援助以开发和优化其自身的最低设备清单(MEL)。
1. PREAMBLE
Today's tough competitive environment forces airlines to consider operational costs in
every facet of their business. All ways and means to achieve this goal have to be
rationally envisaged, safety being of course the prime factor in any airline operation. A
wide spectrum of considerations intervene in this process stemming from airline
economics, marketing management, crew scheduling, flight operations, engineering
and maintenance management, technical condition of aircraft.
The idea behind this document is to revisit the cost index concept with a view towards
balancing both fuel- and time-related costs.
With the surge of fuel prices in the early 1970s both airlines and aircraft manufacturers
started concentrating on systems for reducing fuel consumption. In some airlines, fuel
cost at one point represented no less than 45%, but gradually decreased to a mere
20% effectively emphasizing the other aspects of the cost equation. The widespread
use of flight management systems since the early 1980s enabled airlines to take into
account the other cost- and time-related aspects as well.
In addition to navigation functions, the Flight Management Computer (FMC) carries out
real-time performance optimization aimed at providing best economics, not necessarily
in terms of fuel consumption, but rather in terms of direct operating costs :
- climb, cruise and descent speed as a function of selectable constraints (altitude,
arrival time, ...)
- minimum fuel, time or cost.
The purpose of this brochure is to clarify the cost index as a tool aimed at achieving this
flexibility with regard to Airbus aircraft performance.
Moreover, some misconceptions need to be cleared up with regard to its utilization and
more in-house analysis is required for its determination, always bearing in mind that the
primary and essential goal of the cost index is trip cost or mission optimization and
not speed control.
The following engineers and managers from Airbus made an important contribution to
reviewing and editing this brochure : Michel TREMAUD, Laval CHAN, Guy Di SANTO,
Christian MONTEIL, Monique FUERI, Philippe BURCIER (STL dept.), Robert LIGNÉE,
Jacques ROSAY (EVT dept), Frank REPP (SE-MX), Jean-Pierre DEMORTIER
(BTE/EG/PERF).
Many thanks also to Mr Laurent SYLVESTRE and Mr Frederic DUPOUY who brought
this brochure to fruition through numerous calculation saga's whilst being on standby
waiting for pilot recruitment by the airlines.
1. 引言
航空运输的安全是共同努力的结果，一方面由国家进行规范，另一方面由制造厂
商、航空公司和空中交通管制（ATC）予以落实。国家负责监控民航，以确保整个行业
保持高的安全水平，它的主要强化手段就是制定和管理所编写的规章。这个控制过程包
含一整套固定的规则，以确保飞机满足最低的性能水平，从而引出了有关限制的定义。
“国家管理”通常指的是飞机注册国的民航当局。例如，在美国，这个角色由联
邦航空管理局 (FAA)扮演，而在法国则是“法国民航总局”(DGAC)。
每个国家有其自己的规章，但国际航空方面则要考虑应用世界通用的规则。因
此，在1948 年创立了国际民航组织(ICAO)，提供一个超国家的委员会，来帮助确定一
个推荐的最低国际标准。1944 年12 月7 日签署的芝加哥条约成为了世界民航的合法基
础。
尽管各个国家习惯采用与飞机制造厂家（美国、欧洲、加拿大等）一起确定的主
要的适航标准，但每个国家还有其自己的一套规章。例如，有些国家（主要是欧洲）采
用JAR-OPS 1，而有的国家则遵守美国的FAR 121。
因此，“限制领域”取决于以下两个领域的混合体：
• 适航：包括飞机设计（限制、性能数据等……），与 JAR 25 或 FAR 25 相关。
• 运行：包括技术运行规定（起飞和着陆限制、燃油计划等……），与JAR-OPS 1 或
FAR 121 相关。
所有类型的飞机都有适航和运行规章。本书重点放在“大型飞机”上，也就是最
大起飞重量超过5,700 公斤的飞机。空客的性能文件明确地分为上述两类：适航和运
行。
• 适航： 飞机飞行手册(AFM)与适航证相关，包含按JAR/FAR25 取证的性能数据。
| | 卷数 | 6个教程文件，均可单独下载 | | 备注 | 这是空客出版的系列教材，希望对大家有所帮助啊 |
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Weight_and_Balance-Ch.pdf
12.55 MB, 下载次数: 67, 下载积分: 机务米 -2 JM
Weight_and_Balance
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Mel Mmel.pdf
9.2 MB, 下载次数: 59, 下载积分: 机务米 -2 JM
Mel
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CostIndex.pdf
2.61 MB, 下载次数: 33, 下载积分: 机务米 -2 JM
Cost Index
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Aircraft Performance_ch.pdf
4.54 MB, 下载次数: 41, 下载积分: 机务米 -2 JM
Performance
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Fatigue.pdf
6.91 MB, 下载次数: 39, 下载积分: 机务米 -2 JM
Fatigue
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PerfoMonitoring.pdf
11.07 MB, 下载次数: 39, 下载积分: 机务米 -2 JM
PerfoMonitoring
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发表于 2010-2-5 19:38:58
楼主
