自娛自樂航空米

No overwater equipage In developing a DCB response to moving line of convective weather, one option is to route aircraft through a departure area still open via an overwater reroute that will avoid some of the ground delays (and possibly surface congestion). However, the aggregate ATM System response will be flawed if it is predicated on the effect of rerouting aircraft that lack overwater equipment and are unable to accept the route.
最近在看一些民航ICAO資料，請幫我個忙翻譯一下可以嗎？這一段內容我實在頭疼。

這個網站給了我很大的幫助，可以留下聯繫郵箱嗎？方便以後隨時溝通，再次感謝！

Multiple aircraft (even if operated by the same airspace user) submit a range of preferences. As illustrated in Figure A11, if airport operation plans landing west and south, aircraft parking east express a preference to land west but aircraft parking west prefer to land south. [Thus aircraft landing west end up on the east side of the airport and aircraft landing south end up on the west side.]

拜託，你能搞得清楚方向嗎？還有，這裡有一幅圖，怎樣發給你呢？謝謝！！！！

我先描述一下圖：兩條南北方向的黑線段代表兩條跑道，兩個紅色箭頭 從線段北向指向南向。一條東西方向線段代表一條跑道，一個紅色箭頭從東指向西。大致就是這樣了。

With successful strategic conflict management, the frequency of separation provision actions should be minimized. Separation provision uses an updated trajectory to evaluate for conflicts with hazards. This updated trajectory must reflect the known aircraft state, must reflect clearances to the flight, and may be updated with higher frequency than the shared trajectory as greater accuracy is required for separation
provision than other concept components.

其中separation provision應如何翻譯？我覺得含義應該是飛機之間的間隔，但翻成「間隔規定」總覺得有些彆扭呢。

Consider trajectory uncertainty to ensure future actions for separation provision are not likely to adversely affect ATM System Performance. Methods include:
Managing the likelihood of conflict occurrence from planned trajectories
Provision of sufficient margin in an trajectory to allow, if necessary, separation provision with minimum impact .

這些是上下文。有助於理解，謝謝，拜託！

B.2.1.2 POST-DEPARTURE NEGOTIATION

Flights that are not capable of post-departure negotiation may be provided a re-route during pre-departure planning to minimize the workload and impact during periods with uncertain capacity limitations. As an example, consider Figure B-1. During planning, the specifics of the weather are not known, and airborne re-routing around a future convective weather system may be workload-intensive to ATC. However, flights may wish to plan through the area hoping that the weather will not materialize, or that they may be able to operate through the area due to sparse coverage. Flights that cannot take advantage of post-departure negotiation and the associated execution of the re-route obtain a pre-departure re-route. Flights that are
capable may file through the area with expected convective activity. In-flight these may obtain a re-route in accordance with the more accurate near-real-time weather information.
拜託，再次求助！

不好意思，搞清楚了

Prior to take-off, a flight has loaded the clearance into their FMS consistent with the agreed trajectory.
Subsequent to surface movement and prior to take-off, the flight is provided a take-off clearance consistent with the agreed trajectory. The aircraft departs and the trajectory is updated with the actual take-off time for accuracy and shared. New estimated times are more accurate. Aircraft equipped with the capability downlink
an aircraft-derived trajectory to improve the accuracy of the updated trajectory that is shared on the ground.
Flights subject to a time constraint on climb, for example to merge into an overhead flow, depart to meet such a time constraint with minor trajectory modifications in climb.

前面是上下文，最後一段中OVERHEAD FLOW我翻譯成高空流量，有點彆扭，感覺指的是巡航高度的飛機流量，但不知如何翻譯，有沒有專業一點的詞彙？？拜託

subsequent to take-off, a flight with a time constraint to merge into an overhead stream or meter on departure will be provided a take-off time to do so. Adjustments in the time will be required to compensate for the uncertainty. With higher trajectory accuracy at the time constraint, smaller maneuvers are required on climb to compensate for any uncertainty. When uncertainty is lower on the own- ship and surrounding flights, buffers can also be reduced, allowing a greater level of throughput.

overhead stream or meter on departure不知該如何翻譯，meter on departure不了解指的是什麼？

Constraint
A limitation to free manoeuvring of an aircraft. Limitations are geospatial and temporal in nature and can originate from any GATMOC Component, including AUO (see ICAO Doc.9965, Section 4.4.5 describing operator constraints) as well as from meteorological conditions or local regulations. A constraint can be a trajectory constraint or a generic constraint.
Trajectory constraint
A trajectory constraint limits the freedom of a trajectory by fixing one of its 4D points or segments in one or more dimensions (vertical, lateral, time), with corresponding bounds (「between boundary values」) or direction (「before」, 「after」, 「above」, etc.) An example is an altitude constraint to avoid restricted airspace.
Generic constraint
A generic constraint consists of known information that limits the solution space for defining a trajectory. Examples include aeronautical information like predefined airspace structures, availability of military airspace for civil use, availability of conditional routes, night curfews, etc. A generic constraint, often caused by restrictions or regulation, may result in a trajectory constraint. Closely associated with constraints are operator preferences which are described in Doc. 9965 in two forms:
Operator preferences
This item includes preferences on operator procedures and other operator specific information impacting manoeuvers and clearances. Unlike operator constraints, the operator would accept these but would prefer not to. Examples include procedures that would adversely affect flight efficiency or a runway preference. This input may or may not be complied with based upon the impact to ATM system performance.

最後一段不了解是什麼意思，不能理解，能幫幫我嗎?前面是上下文

3.3.1.1 OPEN VERSUS CLOSED CLEARANCES
A closed clearance is an ATC clearance issued to authorise an aircraft to follow a 4D Trajectory. The trajectory is thus deterministic and can be anticipated. These include end-to-end route clearances, 「climb via」 procedures in the altitude dimension, as well as those ATC clearances resulting in a closed trajectory revision.
For example, a direct from one point to a downstream point allows a continuous trajectory to be constructed, and is therefore a closed clearance.
Clearances that are not closed are said to be open.
An open clearance authorizes or instructs an aircraft to deviate from a 4DT without additional authorization or instruction allowing a new 4DT to be defined. Open clearances include (but are not limited to) heading without a turn-back, track, route or altitude related instructions that need to be closed by a subsequent ATC instruction to allow the flight to complete. Note that information about future clearances (e.g., EXPECT …) cannot be considered a way to close a clearance. Additionally, when a flight is no longer following the aircraft intent, an aircraft-derived trajectory may no longer be available.
While closed clearances are preferred for trajectory-based operations, it is recognized that open clearances may still be required under some circumstances. The following examples illustrate this point:
• A heading instruction may be unsafe to close until an external event happens (e.g. heading needsto be maintained until another aircraft vacates a certain level)
• A pilot cleared to deviate due to weather will probably not be issued a 「resume route」 clearance until he reports clear of weather
• An aircraft flying a holding pattern can be given an expected time to leave the hold, but will usually not actually be cleared to do so in advance
In these cases, the coordination of a trajectory intention should be achieved as soon as practicable. Even when a flight is operating for some period open-loop, an Agreed Trajectory may be negotiated downstream with tolerances on time to allow the flight to resume operating on the Agreed Trajectory downstream of the open clearance. This Agreed Trajectory allows planning to continue with knowledge of the open clearance effect.

需要幫助，以下內容中heading without a turn-back ,track 不知如何翻譯，下兩段段多如何理解？謝謝！
Open clearances include (but are not limited to) heading without a turn-back, track, route or altitude related instructions that need to be closed by a subsequent ATC instruction to allow the flight to complete. Note that information about future clearances (e.g., EXPECT …) cannot be considered a way to close a clearance. Additionally, when a flight is no longer following the aircraft intent, an aircraft-derived trajectory may no longer be available.

• A heading instruction may be unsafe to close until an external event happens (e.g. heading needsto be maintained until another aircraft vacates a certain level)
• A pilot cleared to deviate due to weather will probably not be issued a 「resume route」 clearance until he reports clear of weather
• An aircraft flying a holding pattern can be given an expected time to leave the hold, but will usually not actually be cleared to do so in advance

作為外行人感覺挺棒的

其實您整理的那個客機駕駛探秘都可以作為一個課外讀物出版了。

哈哈哈。沒什麼不好意思的，我自己想看就應該自己來弄資料。

您繼續連載您的，感覺這個博客做的很棒。加油↖(^ω^)↗

可能5秒吧，我沒測算過。
也可能是我網速比較慢。

這個就可以當一個小站啦。喜歡的時候寫寫誒也可以。
不然您現在還寫麼~微博?我可以去關注一下

其實我很喜歡這些圖，都是自己拍的，看得出很用心。雖然顯示慢一點，但是感覺很值得。
微博寫東西感覺寫著寫著就沒勁了(個人感覺)
我手機要快一些，加載出來的話，主要是我喜歡用電腦看，很多圖像和文字視覺效果都更好。電腦主要是從一個連結到另一個連結會慢一點。

剛開始接觸模擬飛行，能在無意間發現貴博客，實在是太幸運了。內容和教程非常有條理，還提供了持續更新的航圖資訊。非常感謝博主的分享。

Hi,
我是台灣Garmin行銷部的Missy
我們有興趣想和您進一步聊聊合作的可能，不曉得您是否有興趣呢？
再麻煩和我聯繫！謝謝

您好
請問有機會可對[加航787-8，註冊號C-GHPQ。注意這是加航的第一架787，編號為801]這張圖授權用於非營利目的使用嗎?
敬祈回覆，謝謝

你好，請問一下可以考慮通過捐贈來允許捐贈者下載aip的zip嗎，謝謝了（可能得麻煩用郵件回復了，不好意思）

您好，我是正在努力學習民航知識的航大學子。最近正在學習航圖，教科書上使用的是寧波櫟社的航圖。但是版本跟現在的有很大出入，我很好奇航路是如何一步步變化到現在這樣的。所以請問您有往年的寧波櫟社資料備份嗎，方便發一份給我嗎。