曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Stockholm Arlanda weather 3.10.2003 published by MET office:
Terminal area forecast, TAF, valid between 03-12 UTC:
Wind variable 3 KT, visibility 5 km mist, clouds scattered 200 feet, probability 30%
between 03-07 visibility 700 m, fog.
Amended TAF at 02.00, valid between 03-12 UTC:
Wind variable 3 KT, visibility 5 km mist, clouds scattered 200 feet, probability 40%
between 03-07 visibility 300 m, fog, vertical visibility 200 feet, probability 30% between
07-09 visibility 4 km mist, clouds broken 700 feet.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
19
Weather observations, METAR:
At 04.20 UTC: Wind 170º/4 KT, visibility 250 m, RVR rwy 01L 550 m no change,
rwy 19R 600 m no change, fog, vertical visibility 200 feet, temperature +8 ºC, dew
point +7 ºC, QNH 1007, no change expected.
At 04.50 UTC: Wind 190º/4 KT, visibility 200 m, RVR rwy 01L 500 m no change,
rwy 19R 500 m no change, fog, vertical visibility 200 feet, temperature and dew
point +7 ºC, QNH 1007, no change expected.
At 05.20 UTC: Wind 170º/6 KT, visibility 200 m, RVR rwy 01L 450 m no change,
rwy 19R 450 m no change, fog, vertical visibility 200 feet, temperature +8 ºC, dew
point +7 ºC, QNH 1007, no change expected.
Helsinki-Vantaa weather 3.10.2003:
Weather observation, METAR:
At 05.50 UTC: Wind variable 2 KT, visibility more than 10 km, clouds few 800 feet
broken 6600 feet, temperature +6 º, dew point 0 ºC, QNH 1008, no change expected.
1.8 Aids to navigation
The aircraft was equipped with a modern Flight Management Guidance Envelope System
(FMGS). It generates optimum vertical and lateral flight profiles and predicted progress
along the entire flight path and computes performance and guidance commands.
FMGS guides the aircraft along the pre-planned lateral and vertical flight plans. The pilots
have opportunity to receive information from the system and modify selected navigation
or performance data and specific functions of flight management via Multipurpose
Control and Display Unit (MCDU). Optimisation and predictions include to the performance
function and are available for in-flight calculations.
For lateral navigation FMGS uses Global Positioning System/ Inertial Reference System
(GPS/IRS) data and radio navigation aids. It is certified for basic (B) and precision (P)
area navigation (BRNAV and PRNAV) operations as well as for operations in Required
Navigation Performance (RNP 10) airspace, for example Oceanic/ remote area operations.
1.9 Communications
VHF (very high frequency) radio communications were used between SK946 and the air
traffic control units except over the western Atlantic where HF (high frequency) radio
communications were used.
The VHF radio communications in the Finnish airspace were listened from Tampere
ACC and Helsinki-Vantaa ATC recordings.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
20
1.10 Aerodrome information
1.10.1 Stockholm Arlanda information
The co-ordinates of the Arlanda aerodrome reference point are 59º39.07’ N, 017º55.07’
E. The elevation is 137 ft (41.9 m), the elevation of threshold 01L is 98 feet (30 m).
There are three runways at the aerodrome. Category II approach is available for approach
and landing to runways 01L, 01R and 19L. The runway 01L, which SK946 approached,
is equipped with high intensity approach, runway centre line and runway edge
lights as well as threshold, touchdown zone and PAPI lights.
In AIP Sweden paragraph AD 2-ESSA-1-19 is stated:
ESSA AD 2.23 MISCELLANEOUS
1. Low visibility procedures (LVP)
1.4. LVP will be in force when the RVR (Runway visual range) falls below 600
m and/or ceiling/vertical visibility falls below 200 ft. The application of LVP
will be announced by ATIS (Automatic terminal information service)
1.5. Category II operation will mean 7 NM spacing between arrivals in order to
keep the ILS critical and sensitive area free for every landing.
1.6. Category II operation will reduce landing capacity to 65%. Supervisor TWR
will always inform CFMU (Central flow management unit) of current restrictions
on traffic flow including the expected flow rates.
It is possible to convert the meteorological visibility to runway visual range by multiplying
visibility in daylight conditions by 1.5, e.g. visibility 500 m x 1.5 = RVR 750 m. At the time
of flight planning before departure the forecast for Stockholm-Arlanda was “TEMPO visibility
500 m”.
The purpose of this method is to make it on in-flight conditions possible to convert the
reported meteorological visibility to RVR when RVR-value is not measured or reported.
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空資料38(77)