IBA big difference! 121.9MHz

你的冷笑、我的不屑

今天一架華航飛機起飛, 因為有局部惡劣天氣, 不願意左轉照著離場航路走, 請求航向 340 躲. 兩、三分鐘之後我問飛機: "你願意向左定向 SUMER 點, 恢復離場航線了嗎?" 我聽到旁邊傳來一聲冷笑...

我不知道你在笑什麼? 笑我太笨? 學不到教訓? 對飛行員太好? 笑我不夠格? 提供不好的服務? 笑我不夠狠... 不夠資格幹這行??

就是因為我知道飛行員與管制員之間的權責, 我提供出來的服務才是這樣. 我曾經在大雨之中落地駕駛單引擎小飛機落地, 雷雨胞就在我東方三哩虎伺耽耽地等著考驗我, 落完地之後停機坪變成小水塘, 我連走都走不出去... 你的嘲笑打敗不了我的, 就跟華航消費卷換機票一樣: 我跟你拼了!

Terrific job done, Captain!

機上155人全部平安獲救，算是老天保祐，這班機搭不成，部份乘客獲救後，趕搭另一班，身上披著的紅十字會毛毯，捨不得拿下來，就怕大家不知道，他們才剛剛死裡逃生。獲救乘客：「真的不可思議，希望往後我搭的每一班飛機，都是由沙林博格機長來飛。」

Strike 2

如果我真的不適合做終端雷達管制員, 錢賺到了, 我就走.

更快? 更慢? 華航? 長榮? 國泰? 日航? 澳門? 西北?

應該是在我搞砸了之後, 資深雷達學長問我: 你認為 cancel approach speed control 飛機會飛的更快還是更慢? 我說, 對 30-40nm 以外的飛機, 如果已經 cancel 250knots, 過 KAREN/HUKOU 應該是更快吧. 但是他回答: 我們某其它學姊的老公 (EVA, A332, Captain)說, 他們公司他們機隊, 在 KAREN/HUKOU 的速度限制比 approach speed control 更慢, 所以 cancel approach speed control 對他們來說是飛的更慢的. 因此, 我問了一些朋友, 各家公司的看法, 當天夜班我也整理了一些實証資料:

1. CAL, B738, Captain: 差不多就是 180-200 之間, 所以有點多此一舉的感覺

2. CAL, B738, Captain: 快一點, 大概在 210-220 之間, 但是如果有前機的話我會看情況決定

3. EVA, B744, RCA: 對 744 來說差不多就是 180-200.

4. CAL, B744, RCA: 華航的飛機 90% 會飛的更慢, 剩 9% 的人是不會飛的, 跟來不及減速的.

5. CAL, B738, F/O: 正常的這樣的速度 ok, 可以飛快, 但是要高空尾風不能太大或者飛機比較重的狀況下才可以

6. CAL, A340, Captain: 會快, 因為最省油的速度是 230. 基本上在 25nm 以內降到 250knots 以下飛機落地都沒有問題, 要省油 10,000' 以下最好都是 idle 下降, 所以 A330/340 (最難減速的機種) 來說, 在通過 KAREN/HUKOU 不要定個死速度 (FMS programming 最好給他 one end open的參數才能做線性計算, 若是 fixed 的參數則會變成段落的計算) 因此 230 or less 是最好的, 也能節能省炭. 但是對想要A飛行加給的人可能少了投機的機會.

7. EVA, A332, RCA: A三大概事介於230-210.

8. CAL B744, F/O: 好吧～大部分時間應該速度會比200還快 ㄜ~~BOEING建議~~落第前17NM開始建立外型~~就算最輕的落地重量~~APP SPD大概也在128kts~~這時候的CLEAN UP SPD大概也會超過200~~ 但是, 有些人跟公司有仇~~會30NM以外開始丟外型

9. EVA, B777, Captain: 777的話因為減速不易，攔到G/S之前必須減到210以下，所以第一個180~200是沒有問題 有SENSE的PILOT還是會飛在那個範圍之內 . 倒是第二個150~160，如果我要CANCEL的話 我有的時候會飛到180，160我就必須早放外型，多耗些油。

10. CAL, A333, F/O: 我大概就會計劃170左右 因為這速度比起180看起來只不過是10KTS 但是用這樣的速度欄上G/S 雖然稍快但是比較好處理

當天夜班, 我都在到場的飛機 40-50nm 就 cancel 250knots speed restriction, 然後 30-40nm cancel APP speed control. Over KAREN/HUKOU speed control 本來是 180-200, 然後我問 indicated airspeed (surface wind roughly 10knots of headwind), 結果是:

1. EVA A332, 205knots;

2. CPA B77W, 190knots;

3. AMU A319, 190kots;

4. AMU A30F, 210knots;

5. CAL B744F, 220knots;

6. CAL B744F, 230knots;

7. CPA B772, 205knots.

不可思議的 FAA訓練管制員法

WASHINGTON – Federal aviation officials are investigating whether air traffic controllers violated federal rules by rerouting four airliners to test the skills of a controller-trainee.

The Federal Aviation Administration said in a statement Tuesday that a preliminary inquiry indicates four flights were rerouted near Savannah, Ga., on Saturday.

"There was no compromise of safety by the rerouting," Kathleen Bergen, an FAA spokeswoman, said in an interview. Controller trainees "must train on simulators, but they must receive on-the-job training under the supervision of another fully certified controller and a supervisor before they can check out," Bergen said.

She said the FAA will investigate whether experienced controllers "were directed to reroute planes to generate additional traffic for the trainee, who was undergoing a skills check."
The FAA statement said the agency "has strict training guidelines which do not permit rerouting flights nor inconveniencing pilots or the flying public."

C：「H我看她身價如果沒有兩億的話，是嫁不去的…」

親愛的學長在他跟我交接之後, 隔天跟我提到, 資深教官/協調員認為我離場的一架飛機, 之所以沒有爬的那麼快, 都是因為我 cancal 他的 speed restriction... 以下是一些 MSN 的對話:

Q: ALL, I mean, ALL the pilots I asked, tell me that, cancel speed 250knots restriction will make planes climb FASTER. but ALL SENIOR ATC, tell me that it's gonna make planes climb SLOWER. I am totally confused, HELP ME PLZ.

Captain Wang 說: IT'S A FXXKING COMPLICATED QUESTION.. LET'S START FROM ....Vx and Vy
Q: just tell me the answer plz
Captain Wang 說: YOU ARE RIGHT THEY ARE WRONG to sum up....the airplane want to fly fast...then she can gains the best millage for certain fuel...best fuel millage.

Snohomish 說:因為要先低頭加速 一旦加到高速 會爬很快
Q: 教官 我這樣說好了 一萬以下會爬的比較快還是慢?
Snohomish 說:快

半年前的另外一個問題:

Q:Cancel speed restriction of 250knots, will it affect NADP1 or 2 procedure? In another way: high speed climb, is it more noisy?

CPA B777 Colin - Anchorage was nice! 說: Well, normally regardless of the speed we fly, the engine thrust is the same after takeoff, so the noise at the engine is the same. Over 250kts allows us to climb higher so I guess for people on the ground it is quieter.

CPA B777 Colin - Anchorage was nice! 說: At least in the 744 and 777 at CX. We have a climb thrust setting..... same setting regardless of speed

TCAS RA x2, 加上我的就 x3

可憐的學長, 如果區管中心給的到場再好一點, 我的進場順序再做的好一點, 十一月去澳門天堂前日子就會更好過一些了...

在原因歸咎上, 總台面對案件真正背後原因的勇氣比起航空公司起來是落後一大截, 整個過程不過是想歸責, 人不是機器, 所以事情重複發生老實說也不足為奇, 在這種哲學沒有改變之前, 開再多檢討大會也沒有用, 處罰再多人也不會讓案件變少.

我個人的血淚整理: 在終端區進場階段, 往許可限制點飛的飛機, 或者用雷達引導帶順序, 如果沒有 200% 的把握一定會有雷達隔離出來的話, 就把高度壓住以減少飛機之間的接近率, 並至少達成高度隔離.

PS, 媽的我也不知道對不對... 因為這並不在總台檢討我的八大罪狀其中之一
PSS, 學長說: 獵犬終需山上葬, 將軍難免陣前亡, 引以為戒呀!

我受不了了... 連國泰都問?!

如果對在程序上的飛機頒發進場許可, 航機可依照 MEA 的下降, 華航長榮日航這些公司飛行員問問問也就罷了, 連國泰都問? 到底怎樣才對?

飛行員的自省: "紮馬步~基本功 分類：一定要知道" http://tw.myblog.yahoo.com/jw!V8M1KKCRGUHM7hNzdR4siw--/article?mid=513&prev=516&next=506&l=a&fid=8

AIM 4-8-5. SPECIFYING ALTITUDE

Specify in the approach clearance the altitude shown in the approach procedures when adherence to that altitude is required for separation. When vertical separation will be provided from other aircraft by pilot adherence to the prescribed maximum, minimum, or mandatory altitudes, the controller may omit specifying the altitude in the approach clearance.

AIM 5-4-1 ARRIVAL PROCEDURE

2. Pilots navigating on STAR/RNAVSTAR/FMSP procedures shall maintain last assignedaltitude until receiving authorization to descend so asto comply with all published/issued restrictions. This authorization will contain the phraseology“DESCEND VIA.”
(a) Clearance to “descend via” authorizespilots to:
(1) Vertically and laterally navigate on aSTAR/RNAV STAR/FMSP.
(2) When cleared to a waypoint depicted ona STAR/RNAV STAR/FMSP, to descend from apreviously assigned altitude at pilot’s discretion to thealtitude depicted for that waypoint, and onceestablished on the depicted arrival, to navigatelaterally and vertically to meet all publishedrestrictions.

NOTE−1. Air traffic is responsible for obstacle clearance whenissuing a “descend via” instruction to the pilot. The descend via is used in conjunction with STARs/RNAVSTARs/FMSPs to reduce phraseology by not requiring the controller to restate the altitude at the next waypoint/fix towhich the pilot has been cleared.

2. Air traffic will assign an altitude to cross thewaypoint/fix, if no altitude is depicted at the waypoint/fix,for aircraft on a direct routing to a STAR/RNAVSTAR/FMSP.

有關於飛行與槍