時(shí)間：2011-04-18 00:47來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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c.MU (friction) values range from 0 to 100 where zero is the lowest friction value and 100 is the maximum friction value obtainable. For frozen contaminants on runway surfaces, a MU value of 40 or less is the level when the aircraft braking performance starts to deteriorate and directional control begins to be less responsive. The lower the MU value, the less effective braking performance becomes and the more difficult directional control becomes. d.At airports with friction measuring devices, airport management should conduct friction mea-surements on runways covered with compacted snow and/or ice. 1.Numerical readings may be obtained by using any FAA approved friction measuring device. As these devices do not provide equal numerical readings on contaminated surfaces, it is necessary to designate the type of friction measuring device used. 2.When the MU value for any one-third zone of an active runway is 40 or less, a report should be given to ATC by airport management for dissemination to pilots. The report will identify the runway, the time of measurement, the type of friction measuring device used, MU values for each zone, and the contaminant conditions, e.g., wet snow, dry snow, slush, deicing chemicals, etc. Measurements for each one-third zone will be given in the direction of takeoff and landing on the runway. A report should also be given when MU values rise above 40 in all zones of a runway previously reporting a MU below 40. 3.Airport management should initiate a NOTAM(D) when the friction measuring device is out of service. e.When MU reports are provided by airport management, the ATC facility providing approach control or local airport advisory will provide the report to any pilot upon request. f.Pilots should use MU information with other knowledge including aircraft performance character-istics, type, and weight, previous experience, wind conditions, and aircraft tire type (i.e., bias ply vs. radial constructed) to determine runway suitability. g.No correlation has been established between MU values and the descriptive terms “good,” “fair,” “poor,” and “nil” used in braking action reports. 4.3.10. Intersection Takeoffs a.In order to enhance airport capacities, reduce taxiing distances, minimize departure delays, and provide for more efficient movement of air traffic, controllers may initiate intersection takeoffs as well as approve them when the pilot requests. If for ANY reason a pilot prefers to use a different intersection or the full length of the runway or desires to obtain the distance between the intersection and the runway end, THE PILOT IS EXPECTED TO INFORM ATC ACCORDINGLY. b.An aircraft is expected to taxi to (but not onto) the end of the assigned runway unless prior approval for an intersection departure is received from ground control. c. Pilots should state their position on the airport when calling the tower for takeoff from a runway intersection. EXAMPLE. Cleveland Tower, Apache Three Seven Two Two Papa, at the intersection of taxiway Oscar and runway two three right, ready for departure. d. Controllers are required to separate small aircraft (12,500 pounds or less, maximum certifi-cated takeoff weight) departing (same or opposite direction) from an intersection behind a large nonheavy aircraft on the same runway, by ensuring that at least a 3.minute interval exists between the time the preceding large aircraft has taken off and the succeeding small aircraft begins takeoff roll. To inform the pilot of the required 3.minute hold, the controller will state, “Hold for wake turbulence.” If after considering wake turbulence hazards, the pilot feels that a lesser time interval is appropriate, the pilot may request a waiver to the 3.minute interval. To initiate such a request, simply say “Request waiver to 4.3.8 Airport Operations 3.minute interval,” or a similar statement. Control-lers may then issue a takeoff clearance if other traffic permits, since the pilot has accepted the responsibility for wake turbulence separation. e.The 3.minute interval is not required when the intersection is 500 feet or less from the departure point of the preceding aircraft and both aircraft are taking off in the same direction. Controllers may permit the small aircraft to alter course after takeoff to avoid the flight path of the preceding departure. f.The 3.minute interval is mandatory behind a heavy aircraft in all cases. 4.3.11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)a. LAHSO is an acronym for “Land and Hold Short Operations.” These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway or taxiway. (See FIG 4.3.4, FIG 4.3.5, FIG 4.3.6.)b. Pilot Responsibilities and Basic Procedures. 1.LAHSO is an air traffic control procedure that requires pilot participation to balance the needs for increased airport capacity and system efficiency, consistent with safety. This procedure can be done safely provided pilots and controllers are knowl-edgeable and understand their responsibilities. The following paragraphs outline specific pilot/operator responsibilities when conducting LAHSO. 2.At controlled airports, air traffic may clear a pilot to land and hold short. Pilots may accept such a clearance provided that the pilot.in.command determines that the aircraft can safely land and stop within the Available Landing Distance (ALD). ALD data are published in the special notices section of the Airport/Facility Directory (A/FD) and in the U.S. Terminal Procedures Publications. Controllers will also provide ALD data upon request. Student pilots or pilots not familiar with LAHSO should not participate in the program. |
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