5 Minutes with AOPA-China

The HandoverNew airport ushered in a dual-airport era for Beijing.9月25日23点21分，随着最后一架飞机从北京南苑机场起飞，南苑机场正式关闭，结束了百年来的民航使命。作为中国历史上第一座机场，南苑始建于1910年，距今已有109年的历史，这里曾历经清政府和北洋政府的建设，1949年中国人民解放军在此组建了第一个空军飞行中队，并成功组织了开国大典的首次空中阅兵。20世纪80年代，这里成了军民两用机场，也是中国联合航空的基地。可以说南苑机场是中国民航业的发源地，见证了中华民族百年奋斗的历史。9月25日注定是民航史上浓墨重彩的一天。这一天，习近平主席宣布“北京大兴国际机场正式投运”。联合航空的全部航班也由南苑转移到大兴，至此，南苑机场完成了历史使命的交接，大兴机场承载着民族的期望，蓬勃启航。大兴机场的ICAO代码是ZBAD，IATA代码是PKX。航展楼的形状如展翅的凤凰。它被誉为世界最大的机场，相当于98个足球场或63个天安门广场。根据计划，2019年冬春航季共有15家航司确定入驻大兴机场，其中国内航司7家，包括南航，东航，国航，中航联，河北航，首都航，喝吉祥航空国外航司8家包括英国航空、波兰航空、芬兰航空、马来西亚航空、摩洛哥皇家航空、文莱皇家航空、俄罗斯艾菲航空、喜马拉雅航空。在大兴机场，乘客们将会体验到黑科技：“5G+AI”，从值机到行李托运、从安检到登机全过程人脸识别便捷服务，全程智能化，无纸化。小编等不及要去体验了！

Dean, as one of our many members, talks about his experiences in an airplane. Find out the fun experiences and please share yours with us. 

当下无人机备受欢迎，许多发烧友买来当玩具玩，摄影爱好者也会用其来进行航拍。但是，小小的无人机也是航空器，基本的航空知识和航空安全不容忽视。而现实是许多无人机飞手其实并不了解基本的航空原理和航空法规。无人机是缩小版的航空器，操作不当，可能会伤人伤己。过去航拍，专业摄影师要在直升机或者固定翼小飞机上，系好安全带，探出身去，捕捉珍贵的画面。现在有了无人机，似乎安装一个摄像头，人人都可以成为航拍摄影师。其实不然，先进的拍摄工具同样需要专业的拍摄技能。请大家尊重航拍专业人士，专业安全使用无人机，拍出美丽的照片。本期航空五分钟，我们非常高兴与中国AOPA的会员Dean Head一起聊聊这些话题。Dean是一名飞行员，同时也在电影制作行业从事了39年，他呼吁无人机制造商能够给小无人机加装桨叶保护以减小意外出现时的伤害。点击音频，听听他的想法吧！Hello, thanks for tuning in to 5 Minuteswith AOPA-China. This episode, we have our esteem guest here, Dean Head, aprofessional filmmaker and pilot, as well as one of AOPA-China members. He hasa say about drone safety. Dean: The photographer friend of mine inHong Kong, we have a facebook group of professional photographers, cameramen,filmmakers, etc. He complained his new DJI drone crashed just a few feet fromlanding. When he described what he did, I realized his helicopter, his droneencountered LTE, the loss of tail-rotor effectiveness. It means when you turndownwind, if the conditions are exact and coincidental where the speed of thewind matches the speed of your machine, then your blades become ineffective andit just drops out of the sky and crashes. That’s what it happened. So I had tosend him the Wikipedia link to explain it. These drones are real machines, nottoys. They can kill you or take your eye out. Claire: I’ve just changed my department. Wewere receiving pictures of people getting hurt by drones, bloody andhorrifying. People get to know that’s not only a fancy thing, that’s also adangerous thing. Dean: I guess you can say it anunderstandable mentality that it’s a toy, so a dad will run out and buy it forhis 7-year-old son. And only after the accident, they realize oh my god this isactually a real machine only miniaturized. I’ve been always worried aboutchildren’s eyes as well as adults’. I am always a good believer and promoter ofdrone manufactures putting blade guards on the rotors. I contacted my friend, avery famous Hollywood helicopter pilot and he does most areas of the bigblockbuster movies. And I asked him “Do you think the guards will affect theaerodynamics negatively?” And he said “The degree that it faces is negligible,it may take one or two minutes of your flight time.” So manufactures should goand help protect people.I read about a report in Central Park inNew York. Someone was flying a new DJI drone about six years ago. Someone waswalking past “ Oh, that’s interesting”. The person with the control box said”yes, would you like to have a go”, and gave him the control box. And it flew,hitting him in the head and killed him. I read it but I forget where, I had toGoogle to find it. I don’t think it’s a wild tale, I think it’s actuallyhappened. It’s real. Claire: I don’t think it’s a hand-overthing. It’s like I’m piloting an airplane and say “Would you like to have a try”to a passenger? How come? Dean: With me being a filmmaker, I’ve beendoing it for 39 years. I started when I was 16 and we didn’t have gimbal orgyro back then for the public. So I would put a body harness on when I didhelicopter aerials, climbed outside and stand on the skid and do aerials. Andlater gimbal came. So when you had that training, you understand how to movethe camera and when(what time of the day) etc. to make it a visceral visuallydynamic experience for the viewer as if they were actually there. And thatexperience is called film making or being a cameraman.So today when people buy drones, they haveno training or idea about how or when to move the camera. They love flying themachine so much they decide to make a business. They have their business cardprinted. Magically overnight they become filmmakers. The people that hire ushave no clue that this person doesn’t know what he is doing. As Confucius says,we don’t know what we don’t know. So they get hired, and we lose businesses,that’s an experience. Claire: I’ve got a lot of complains frompeople like you, professional photographers or filmmakers. They get squeezedout of this market because of the cost. Maybe some kind of laymen just buythose things and think they could take good pictures. It’s getting the price ofthe film making industry down while the quality is down as well. Dean: It’s a race to the bottom as we say.When you speak to clients, “Ah, your price is getting so expensive”. Actuallywhen you look at the big picture, our price is not expensive. It’s thecompetition that becomes so cheap. And there is say :we are racing towardsoblivion instead of racing towards infinity. Nice, easy and insightful talk. I know youwant to hear more. Next episode, Dean will tell us his incredible flightexperiences. This is end. Feel free to leave comments and messages. Find us onWechat, Facebook, Twitter, Ximalaya and any podcast platform at “5 Minuets withAOPA-China”. If you like us, tell your friends more about us. See you nextweek.

Episode 62 Drone talk Nick: There are dozens of drone shows allaround China in 2019, and even more in the world. Claire: Not to mention drone conferences.Topics cover delivery, agricultural, search and rescue and regulations ofcourse. To top that, the number of people involved in drone industry in Chinahas reached 300 thousand. I am Claire. Nick: I am Nick. You are listening to 5Minutes with AOPA-China. Claire: Today, 5 Minutes with AOPA-Chinabrings you Drone Talk. Problems in the future to be solved. Nick: Instead of discussing about whatdrone can do, let’s start with things drone cannot do. Claire: Drones are limited to theirperformances; how high they can fly and how much payload they can carry. Nick: With a battery life for 30 minutes, dronescannot travel too far or they need infrastructures to recharge them. That’s thesituation for most consumer drones. Claire: Big ones are regulated underspecific and certification regulations and SORA approach is used to assess theoperation risk. Nick: In 2017, FAA initiated the UASIntegrated Pilot Program (IPP). This program, which includes nine lead participantsacross the U.S., fosters innovation while maintain its safety level.  Through the IPP, the FAA works closely withlocal authorities, private sector partners, academia, and community groups tofacilitate the applications of drone technology. Claire: More complex scenarios such asOperations Over people (OOP), Beyond Visual Line of Sight (BVLOS), nightoperations and operations with multiple drone flights were tested.More than 1,700 UAS flights and tests formissions that included small package delivery, medical package delivery, linearinfrastructure inspections, farming operations, land surveys, real estate,newsgathering, and post-hurricane damage assessments. These efforts are openingdoors to new business opportunities and creating new job markets while at thesame time accelerating the integration process. Nick: Familiar scenarios are here in Chinatoo. In Shenzhen, we set up a zone for UTIMISS for drone management. So far itworks out fine. Claire: New regulations will be publishedin the coming months in China. Stakeholders are on their toes waiting andacting accordingly to better the market and take fully advantage of drones inthe future. Nick: One post caught my eyes is thatpictures one of my friends took by drone when he travels. They are stunning.And another one piece of news that ISIS terrorist used a drone carrying a bomb,due to low battery the drone flew back to him and exploded the terrorist. Claire: Big issue to solve, when lowbattery occurs, Should the drone go back to its home or should it land there orshould it go to its designated place. Nick: In my opinion, it should go whereverthe damage is the smallest. Claire: Drone market is with open sourceand racing forward. As for the authorities, they have difficulty getting everystakeholder on the same page to tackle the problem. Nick: ICAO is working on the SARPs, China’sdrone management is developing every day. Claire: With so many associations,companies, authorities, and users on the stage, hurdles in terms of safety,privacy, and insurance are in the way, However, the drone market is showing nosigns of slowing down. Nick: Still I feel positive about thefuture. That brings us to end of today’s 5 Minutes with AOPA-China. Nextepisode, we’ll have an easy talk with Dean, a professional cameraman and pilot, on drone safety issue as well as his flying stories. Claire: If you like us, please rate us orreview us on Wechat, Facebook, Twitter Ximalaya or any podcast platform at “5Minutes with AOPA-China”. The easiest way to support us is to tell your friendsmore about us. See you next week.无人机时代和智能时代已经悄然来临。2019年国内无人机相关的展会不下20个，世界范围上来说就更为火热了。以无人机为主题的会议也开得如火如荼，话题不仅包含了物流运输，农业应用，和应急救援还有政策规范和标准。据不完全统计，中国的无人机从业人数早已经超过30万人。今天的中国AOPA航空五分钟节目和大家聊聊无人机的事情。无人机的应用非常广泛，那么无人机神通广大的，无人机的运行限制都有哪些呢。无人机的应用前景和它的性能息息相关，无人机的升限是多少，无人机的载荷能达到多少，都是限制因素。大部分消费级无人机的续航大概能到30分钟左右，或者是说无人机需要在长途运输中有动力补给站。大型无人机在运行过程中需要依照其风险大小开展作业。SORA体系就是为这一类运行准备的。2017年，FAA启动了无人机融合计划（IPP）。计划中在全美国设立了9个试验点，在试验点区域内在保证飞行安全的前提下验证无人机的技术和应用。在这些试验点中，相对复杂的运行场景都一一进行了验证，例如人群上空运行，超视距运行，夜间运行以及集群运行。不同的应用方向包括：包裹递送，医疗用品运输，管线检查，农业运用，土地勘测，房地产监测，信息收集，灾后损害评估等等。通过这样的试验方法创造了很多新的就业机会乃至于无人机市场，于此同时也加快了无人机融入现有空域系统的进程。目前，中国在深圳也开始了类似的无人机试点。对无人机的区域运用与区域监管进行了探索。接下来的一段时间，国内将出台无人机的法规，从立法方面为无人机行业定下基础依据。ICAO也在无人机运行规范和标准方面做出了建设性意见。协会希望将来的无人机行业能有序健康发展，让无人机的优势充分发挥在社会活动中在保障飞行安全的同时，给大家带来便利。下一期中国AOPA航空五分钟栏目将请到我们的会员Dean， 他是一位飞行员也是一位专业的摄影师。和他相关的飞行故事，精彩不容错过。咱们下期再见。

Episode 61 Airport Codes Claire: Hello this is 5 Minutes withAOPA-China. Imagine you’re sitting in first class on an Air China Boeing 777,headed from Beijing CapitalInternational Airport to London Heathrow. Theboarding pass in your jacketpocket the check-in lady just handed to you says, ofcourse, PEK to LHR: the familiar three-letter codes that every frequent flyer knows. Nick: But just a few feet ahead of you, onthe flight deck, the flight plan in front of the captain’s eyes says yourdestination is EGLL(Echo Golf Lima Lima). And tomorrow, when the airplane you’re on willfly from London to Tokyo’s Haneda Airport, that flight plan will say the destination is RJTT(RomeoJuliet Tango Tango), not HND(Hotel November Delta). And what about ZGGG(Zulu GolfGolf,Yankee Sierra Sierra Yankee), YSSY and MMMX? Claire: Those are the four-letter codesused by ICAO, the United Nations’ International Civil Aviation Organization, toidentify airports instead of the more common three-letter designations used byIATA, the International Air Transport Association. What’s up with that?Here’s all you need to know. Nick: First of all, to betterunderstand the jumble of letters and codes, we have to travel a few decadesback in time.When World War II was ending, governmentscame round the idea that the developing commercial aviation industry could dowith a higher degree of standardization. So two major aviation organizationswere created that would play a major role in the consolidation of civilianaviation over the decades: ICAO and IATA. Claire: You may be forgiven for mixing themup: after all they are both based in Montreal and often work on the sameissues, but they are different in nature. While ICAO is an internationalorganization under the auspices of the United Nations, IATA is a tradeassociation that looks after the interests of the airline industry. Nick: Each of them came up with its owncode system, based on its own separate logic, to identify airports around theworld. And this is where things got messy. Claire: No doubt you’ll ask whendo you use which code? Roughly: the three-letter IATA codes are used byairlines for commercial purposes and in passenger-facing activities. Thefour-letter ICAO codes appear in technical documents, such as flight plans, aeronautical charts. So you’re far more likely as a passenger to encounter the former, but you’re far morelikely to impress an aviation enthusiast if you know the latter.Nick:The ICAO system has a distinct advantage: Itidentifies an airport’s location, the geographiccontext, anywhere in the world. That’s because the first letterdesignates a “region,” the second letter designates a country and the remainingtwo represent a specific airport.Claire: Zoom in a bit, though, and the system gets a littlemore complex.Some very large countries suchas China, Russia or Australia, have a letter all theirown. Z represents China, Urepresents Russia and Y for Australia. But Europe is divided inroughly two zones — North, using “E” as identifier, and South, using “L”.Africa, in turn, is divided in four large regions. The second letter of the code designates thecountry or, in the case of large countries, a specific area within thatcountry.Nick: Thus,in China, BeijingCapital International is ZBAA: where Z for China, B for BeijingFlight Information Region. ZBPD, Shanghai Pudong International: also Z forChina, S for Shanghai FIR. As in Europe, London Heathrow is EGLL: where E forNorthern Europe, G for Great Britain, See a pattern?Claire:In comparison, IATA codes sound simpler and areeasier to remember. You don’t need to be an hardcore aviation fan to know that PEKis Beijing and BOS is Boston. They are used wherever communication with thegeneral public is involved, such as in flight schedules, boarding passes andbaggage tags.Nick: And they have a potential as something else:marketing tools. Why do I say so? 3-letter words are popular in advertisingcampaign. They often replace the airport’s fullname in ads or slogans.Claire: But these codes do not provide a geographicalcontext, and this makes it difficult to locate an airport if you are notfamiliar with it. Most of us may be able to recall what LHR stands for, but wouldyou be able to locate LHP and LHS as easily? You may be forgiven for not knowingLehu, in Papua New Guinea, and Las Heras, a small airport in Argentina.Nick: While pretty much all airports havean ICAO code, many smaller GA airports do not have an IATA code. Basically, ifthey are marked on a flight map, it probably has an ICAO code. Claire: In China, things are a little bitdifferent due to the GA industry is still in its infancy. Most GA airports don’thave a ICAO or IATA code yet. However, to cater the demand of development andpromote the industry boom, the code will be a must. AOPA-China is makingefforts in this part. Nick: That brings us to the end of today’s5 Minutes with AOPA-China. If you like us, please rate us or review us onWechat, Facebook, Twitter Ximalaya or any podcast platform. To support us, justsend your friends your favorite episode. See you next week.飞机即将起飞，一位头等舱乘客将自己的登机牌放在了一边，上面写着PEK—LHR。作为常飞旅客肯定一眼就看出来这是从北京飞往伦敦的航班。不远处的驾驶舱里，机长正在浏览飞行计划，上面写着此趟航班的目的地是EGLL；后续航班是从伦敦飞往东京羽田机场，飞行计划里却写着目的地是RJTT,而不是HND。这是怎样一回事呢？（机票） 大部分机场既有三字代码又有四字代码。四字代码是由国际民航组织（ICAO）规定的，三字代码是由国家航空运输协会（IATA）规定的。为了更好地了解这两种代码，首先让我们回到七十多年前，二战快要结束的时候，世界各国商讨为了促进刚刚起步的商业航空发展，我们需要更高要求的标准，于是两大国际组织ICAO和IATA分别与1944年和1945年相继成立。（ICAO Logo、IATA Logo） 由于他们的总部都在蒙特利尔，人们有时会弄混淆。其实，他们有本质上的差别。ICAO是联合国的一个专门机构，IATA代表着航空公司的利益，他们的代码体系也完全不一样。 那么什么时候用什么代码？简单来说，IATA主要是航空公司用于一切有关乘客的活动中，如机票，行李牌和屏幕上的航班信息。ICAO代码主要是出现在一些技术性的文件里，如飞行计划、航图，使用者多为飞行员、空管、签派等专业从业人员。 ICAO代码有一个好处是：可以根据代码判断出机场的地理位置。第一字母表示地区或国家（国土面积较大的国家如中国、俄罗斯、澳大利亚，享有独有的国家代码：中国-Z,俄罗斯-U,澳大利亚-Y），第二个字母表示国家或国内分区（对于国土面积加大的国家而言）。比如说，E代表北欧，L代表南欧，EG便指英国（G=Great Britain）。同样在中国，北京首都机场的四字代码是ZBAA,Z代表中国，B代表北京飞行情报区。（ICAO分区代码） IATA代码对于乘客而言再熟悉不过了，它相对而言更容易记住，也常常成为所在城市的代号，出现在广告中或宣传标语里，但它无法告诉你所在机场的大致位置。你很有可能弄混ICN（仁川）和INC（银川），以前就有过韩国旅客买错机票去了银川；但飞行员是不会弄错的，因为RKSI（仁川国际机场）和ZLIC（银川国际机场）的首字母都不一样，所在国家肯定不一样。 另外，ICAO代码的普及率要高于IATA代码，国外许多通航小机场可能只有ICAO代码，没有IATA代码。可以肯定的是，出现在航图上的机场，都有ICAO代码。但中国的情况有些特殊，我们的通航发展才刚刚起步，大多数通航机场既没有ICAO代码，也没有IATA代码，但随着通航的发展，与国际接轨时，小编认为这些代码是必不可少的。

It is a bird, it is a plane. It is flying across the sky. Nick: Hello guys, thanks for tuning in to 5 Minuteswith AOPA-China. This is Nick. Claire: This is Claire. First of all, we have a pieceof news. I believe most of you may have heard of it. A Russian passenger jetA321 made an emergency landing in a cornfield shortly after takeoff fromMoscow. Nick: Very fortunately, all 226 passengers and sevencrew members were safe, no fatalities. Claire: It is said that some birds were sucked into theengines, causing engine failure.At last, the plane landed with its engines offand landing gears retracted. Nick: Sounds really frightening. Never underestimatethe impact of these little creatures. Remember Flight 1549, the famous ditchingcase, known as the “Miracle On The Hudson”? It wasalso the bird strike that caused the accident. Claire: The captain was hailed as a hero.Many people say Damir Yusupovhe is Russian Capt.Sully and speak highly of thecrew’s courage and professionalism. Just can’t imagine what the consequenceswould be if the crew didn’t make the correct decision. Nick: Compared to an airplane, a bird doesn’tlook so destructive. What makes it so dangerous? Claire: A bird is harmless, but a birdstrike can be deadly. If the birds are sucked into the engine, it will lead tocompressor stall. And a compressor stall can lead to a total loss of enginethrust, severe vibrations and loud bang of engines. It can have catastrophiceffect such as complete engine failure. Nick: To conclude, jet aircraft are reallysusceptible to bird strike. But what about GA aircraft? They are small, andmost of them are propeller-driven. Comparatively speaking, birds are not easilysucked into their engines. Claire: You are right. Small aircraft aremost likely to experience structural damage brought by bird strikes, such asthe penetration of flight deck windscreens or damage to control surfaces or theempennage. The force of the impact on an aircraft generally depends on theweight of the bird and the difference in velocity. Nick: In some cases, especially with smallerfixed wing aircraft and helicopters, windscreen penetration may result ininjury to pilots or other persons on board and has sometimes led to loss ofcontrol.  Claire: Bird Strikes can be a significantthreat to aircraft safety. Nick: After doing some research, I findthat bird strikes occur more frequently than I thought. Here are somestatistics. According to FAA, there are about 14,400 strikes at 700 US airportsin 2017. About 53% of bird strikes occur from July to October which is whenyoung birds recently have fledged from nests and fall migration starts. About63% of bird strikes with civil aircraft occur in day, 8% at dawn or dusk, and29% at night. Claire: About 61% of bird strikes occurduring landing; 36% during take-off run and climb; and the remaining 3% duringthe en-route phase. Nick: Since bird strikes are so common,here comes the question, what should we to mitigate it? Claire: That’s a pretty long storyactually. I have been reading a book about it recently. Different rolesincluding airports, air service providers, pilots and airframe&enginemanufacturers have different work to do.Take airports and pilots as examples. Nick: Airports need to do well in habitatmanagement, including reduction or elimination of trees, shrubs and other plantswhich provide food, shelter or roosting site for birds. Also they should keepmonitoring birds and use scaring techniques to disperse them. And my maintenance friend who works inChongqing Jiangbei Airport tells me that the airport keeps an eye on all thewildlife around, they record every possible data and study how birds behave. Sothey can take particular measures to deal with their enemies which for them arepigeons. Claire: As bird strikes may occur mostlikely during the take-off, initial climb, approach and landing phases, pilotsneed to check NOTAM or ATIS for bird activity at departure and destinationairport. Plan to fly as high as possible, most birds fly below 2500ft. Birdsusually escape by diving, so try to fly over them, but do NOT risk a stall orspin. If the windshield is broken or cracked, slow the aircraft to reduce windblast, follow approved procedures, use sunglasses or smoke goggles to reducethe effect of wind, precipitation, or debris, but remember to fly the aircraft. Nick: Don't be distracted by the blood,feathers, smell and windblast. I just know the fact that small general aviationaeroplane and helicopter windshields are not required to be tested against birdimpact. Claire: Gulls and pigeons can hole lightaircraft windshields. Nick: What else can you do with bird strikeas a pilot? Or did you experience any bird strike? Welcome to share with usyour ideas and stories. Claire: That brings us to the end of today’s5 Minutes with AOPA-China. If you like our podcast, please tell your friendsmore about us. Rate us or review us on Wechat, Facebook, Twitter, Ximalaya orany podcast platform. Thanks for listening. See you next time. 

Aviation Metal Fatigue is a concept for you to understand aircraft maintainance in a way. Nick: Hello, everyone. Thank you for tuningin to 5 minutes with AOPA-China. Claire: Let’s start with a piece ofaviation news. Nick: A 22-year-old Chinese cadet with hisinstructor at US aviation academy died in a plane crash. Claire: Condolences to them and theirfamily. It’s such a great loss. Nick: The US NTSB is leading theinvestigation now. It’s yet unclear who was flying the aircraft and what causedit to go down. Claire: The crashed plane is a twin-enginePiper PA-34 which was manufactured in 1973. Nick:So it is already 46 years old. Is ittoo old for a trainer? Claire: Actually it’s normal for an oldplane to continue flying if it is well maintained. But if it is not, it doesneed retire. Anyway we are not jumping into any conclusions here, we will waitfor the official investigation report for this accident. Today, we want tocover the topic of what can lead a plane to retire. Nick:You may be aware that there are manyold airplanes still flying in today's sky. As a matter of fact, An aircraft'slifespan is measured not in years but in pressurization cycles. Pressurizationcycle refers to the amount of time that the aircraft is kept under pressurefrom flight. Each time an aircraft is pressurized during flight, its fuselageand wings are stressed. Both are made of large, plate-like parts connected withfasteners and rivets, and over time, cracks develop around the fastener holes.Engineers call it metal fatigue. Claire: Yes, if you’ve ever taken a paperclip and bent it back and forth until it breaks, you know at least a littlesomething about metal fatigue. It’s the cyclical application of pressure on themetal of the paper clip that eventually causes it to snap. The same can happenwith aircraft. Nick:Each pressurization cycle involvestakeoff and landing. The fuselage is most susceptible to fatigue, especially onshort hauls where an aircraft goes through pressurization cycles every day. Onthe other hand, aircraft used on longer flights experience fewer pressurizationcycles, and can serve for more years. Claire: How to determine the metal fatiguelevel that can cause dangerous damage to an aircraft? Nick: There is a parameter called Limit ofValidity, or LOV. It sets the standard for metal fatigue test evidence.Basically, LOV is a measure of time a particular aircraft has before widespreadmetal fatigue becomes an issue. The manufacturers and operators of aircrafthave this information. Airlines are really relying on the manufacturer'smaintenance programs. The manufacturers design the aircraft to be trouble-freefor a certain period of time. There are maintenance actions to preclude anycatastrophic failures, but that's not to say the aircraft might not experiencemetal fatigue before those times. When you get to a certain point in theaircraft's lifespan, you need to inspect or replace certain parts. Claire: Moreover, manufacturers must alsoadhere to several airworthiness directives set by authorities, for example, FAAin America. The AD focus mainly on identifying areas which are mostlysusceptible to widespread metal fatigue. They require manufacturers to makecostly inspections and repairs before the thresholds for airworthiness arereached. Nick: Last week, we saw a variety ofwarbirds and vintage aircraft flying in Airventure Oshkosh. The models areantique and classic, but the airplanes look new. Don’t they suffer metalfatigue? Claire；I think someaircraft are maintained in good condition. They are not pressurized asjetliners. Therefore, they suffer less metal fatigue, lasting for more years.And some are restored aircraft. Restoring involves disassembly of a knownquantity, inspecting and cleaning the component parts, repairing or replacingthe necessary parts, and then reassembling the airplane. Above all, therestored airplane should comply with AD too. Nick：Now I see howimportant a role that maintenance staff play in aviation. That brings us to theend of episode 59. Any comments or complaints are welcome to tell us. Find uson WeChat, Facebook, Twitter, Ximalaya and any podcast platform. If you like usand want to support us, just tell your favorite episode to your friend. See younext week.

EAA celebrates its 50th anniversary in Oshkosh. Hi there, thanks for tuning in to 5 minuteswith AOPA-China. I know this episode’s preclude is quite awesome. That's thesound of F-22 Raptor.These days, we have been diving in the EAAAirventure Oshkosh. Do you know the feelings when you see something in personthat can only be seen in pictures, videos or stories before? Such as F-35,A-10, P-51 mustang, spitfire, Spirit of st.Luis, Tri-motor, B-29 Superfotress,Boeing 747-8, Boeing KC-135R Stratotanker，you name it.Among these aircraft in display, there aretwo from China, Nanchang CJ-6 and Sunward SA 60L Aurora . Aurora is atwo-seater LSA. CJ-6 is a basic trainer aircraft. You may be surprised, what?Chinese LSA in Oshkosh? Yes, even though the GA industry in China is still inits infancy, we are passionate to join the world biggest aviation celebration,eager to learn and grow.Now, let’s go through some Chinese elementsin the Airventure.First of all, as the representative ofAOPA-China, we brought our members all the way here to join this fantasticevent. Like me, many of them are first time visitors. We truly get a picture ofAmerican aviation. One of our members marveled: we took a time machine to thefuture, I’m pretty sure this is the future of Chinese aviation. Haha, much tolearn, long way to go. We met Daniel, an awesome pilot from China,he is very active in our 5 PM aviation quiz. It’s a great pleasure to meet himin the Airventure! He flew to Oshkosh in his own aircraft. We had a niceconversation with two US pilots during lunch about the privatization of airtraffic control in America. Incredible right. They shared stories in learninghow to fly, Daniel also gave them some advice of learning aerobatics. Thepeople around us are so nice, always wearing a warm smile. Just say hi to starta conversation and make friends. The fire burns higher with more peopleadding woods in it. Some Chinese GA companies have a booth in the field to showthe world that China is making efforts to grow GA. We welcome any internationalcommunication, support and cooperation.July 25th, the director of Beihang GAresearch center organized a forum in the Forum Stage 3, giving a voice ofChinese GA development to the world. Representatives from China including Yangyuan yuan, the former administrator of CAAC, Keyubao, the executive SecretaryGeneral of AOPA-China, Claire, Chen Peng, the Secretary General of Z-Park GAindustrial Alliance delivered great speeches to let more people know about us.Our goal is to let more people fly safely in China.In the forum, Dan Johnson, the president ofthe light aircraft manufacturers association said China is at the seed plantingstage. We should work together to bring the idea of flying small aircraft tothe people in China. And it requires years to built culture as America did.As an individual, I feel crazy about theconvention, it hits me not only by the number of the aircraft docked, thewonderful air show, but the people with great enthusiasm, the culture builtupon years and years. As a member of Chinese GA community, I know there are alot of obstacles ahead, but we are not giving up exploring. EAA Airventure issuch a perfect venue for us to enjoy and learn.

The regional aircraft market continues to be a key growth sector withincommercial aviation, contributing significantly to efficiencies in the airlinenetworks and ensuring safe and seamless mobility, while respectingenvironmental obligations.Regional carriers typically operate aircraft, such as regional jets andturboprops, with a seating capacity ranging from 20 to 130 seats, on short tomedium-haul routes. By the end of 2015 the regional aviation world fleetcomprised of about 9000 units (4350 turboprop and 4650 regional jet)representing more than 33% of the worldwide commercial fleet and performingover 40% of total commercial flights (and 25% of total flight hours).In the recent past the annual worldwide traffic served by regionalaviation exceeded 700 billion ASK (Available Seat Kilometres). Only in Europewere regional carriers able to offer more than 120 billion ASKs to passengers,with an average distance of 320 NM (about 600 km) and more than 200 millionpeople flew on regional aircraft within the European network.Regional aviation demonstrated its strongest traffic growth over thelast two decades. In the next 20 years regional air traffic is expected totriple at an average yearly rate of 6% (compared to a 5% rate in totalcommercial aviation).The regional market is currently led by non-European players, with theexception of turboprop manufacturer ATR (a 50/50 Joint Venture between Leonardoand Airbus Group). For Europe‘s aeronautical industry there‘s a clear andurgent need to invest in developing new technologies in order to recover globalleadership.The integration of innovative and affordable technologies in futureaircraft platforms is a key success factor for manufacturers as it increasesthe appeal and customer benefits, providing a better inflight experience forpassengers. Furthermore, airlines derive significant economic advantages fromoperating modern aircraft which are more efficient, eco-friendly, easier andcost-efficient to manage and maintain, saving money through the reduction ofoperating costs.New and improved technologies positively impact all these elements,contributing to a reduction in operating costs through lower fuel burn, reducedmaintenance costs, reduced navigation and airport fees as a result ofstructural weight savings due to innovative aircraft configurations and the useof lighter materials.All these benefits and economic advantages will be even more evidentfor regional turboprop aircraft that are typically less expensive to operatethan regional jets. Technological enhancements also appeal to passengers whocan enjoy a better inflight experience thanks to improved comfort and lowercabin noise levels, and this means less noise in and around airports too.Clearly, investment in developing new technologies represents afundamental differentiator for everyone in the aviation industry. Reginal aircraft will be a very good element to connect the airports inChina, especially in the northwest of China. I know it is a full system, it’sno harm to get started from one aspect. Next week, we will dive in Oshkosh airventure 2019. See you then.

She is a pilot, she plays basketball. She is our guest today. Claire：Hello,everyone. Hot summer day, thunderstorm season. This is Claire. You arelistening to 5 Minutes with AOPA-China. Today, we have Zoe with us, she is ahelicopter pilot.hey, It has been a long time. Thank you forjoining us.Zoe：My pleasure.Claire: We are alumni and we are basketball teammates.Zoe: The good old days.Claire:There are a few questions that Iwant to ask. Whatmakes you want to become a pilot?Zoe: Well, simply put, I not a big fan ofstilettoes, and I happen to know you don’t have to wear those if you are apilot, especially when you are flying an aircraft. That’s what attracts me inthe first place. And when I dig into this profession, I find it challenging.And I sure know if I have to take a job, I definitely want to be challenged allthe time. And everyone loves to see the world in a bird view.Claire: Why do you become a helicopterpilot instead of a fixed-wing one?Zoe: Helicopter can take off and landvertically, so you don’t need a runway. This way, I could land on a mountaintop, a river bank, a school track field, a roof top and basically wherever youwant as long as there is a small pad.Claire: Are you planning to get yourfixed-wing license?Zoe: That will be a no.  Even though, best salaries I know are from bigairlines. I have a lot of friends who works for big airlines, I know the stressthey have. Most importantly, I really don’t want to work night schedule, and Ican’t avoid that if I work in large airlines.Claire: do you know how many female pilotsin China? How many female general aircraft pilots in China? how many femalehelicopter pilots in China?Zoe: I’ve heard it’s about hundreds, andthere will be more on the way. There are more than 60,000pilots in Chinaaccording to CAAC , and about 2% of them are female.Claire:How many hours do you fly everyyear?Zoe: It depends. Sometimes it’s more, andsometimes it’s less. But average is about 200 hours per year . General aviationpilots are not like airline pilots, we usually don’t have scheduled flights.Claire: Did you find it difficult?Z: Yeah, it’s a challenging job, I had topass medical exam, got a Class I certification, had to get my backgroundchecked, I had to pass written examination and practical examination. And afterall that, I still have to take one hour proficiency check on helicopter everyyear. There are always new relevant regulations I have to learn about. Claire:Search and rescue is a big sector inpublic service. Are you involved with those operations?Zoe: Those operations are usually moredangerous if done without extra caution. And I have been in search operation.Once I was given an instant notice that I had to start engine to fly around amountain,  to search a wild firelocation. And luckily we found it in time, so the fire was soon under controll.That kind of operation is what really gives me the joy. It makes me feel that Iam doing something for greater good.Claire: You have opened a we chat officialaccount for helicopter flying right. What is it all about?Zoe: As a helicopter pilot who graduatedwith English diploma, I have helped a lot of friends who has trouble in bothEnglish and piloting a helicopter. But there are so little about helicopterEnglish on the internet. My pilot friends asked me to explain about helicopterterminology all the time, and the same question was often brought uprepeatedly, so I thought, why don’t I sort the answers out and put them on ablog or something like that, so that they can check answers out by themselves. Iam still a rookie on this new form of sharing, so please subscribe and comment.You can get my sharing by scanning the QR code below. Let me know what do youwant to know.Claire: Hey, guys. Check it out. Let usknow what do you think.AOPA-China is working to connecting GA aircraftowners and pilots together. Welcome to our community, and we are family.  

Airventure Oshkosh is around the corner. The aviation crowd is ready.  Nick:Hi there, this is 5 Minutes withAOPA-China Episode 55. I’m Nick. Today is a special day. Because It marks that16 days later, we’ll be in Oshkosh! Nancy: Yea, EAA Airventure Oshkosh, the bigevent of the year is coming up, pretty quick, I think. Nick: That’s why I’m so busy these days. Iscan loads of information about the airventure and rehearse the journey againand again in my head to perfect my itinerary. So that we could visit as manyplaces as we can during the stay there. As a first-time visitor, am I overdoingit? Nancy: Not at all. Although the event doesn’tstart until the end of July, this year’s dates are July 22 to 28, you have tostart the preparation months in advance.First and foremost, as a Chinese citizen,you need a visa to visit the US. Remember to apply for an invitation letter inEAA website, which is of great help in applying for the visa. Nick: Yea, my visa application was full oftwists and turns. I was undergoing administrative processing for more than amonth until my visa was issued. Nancy: Congrats you get it eventually. Visais the premise of the whole trip. With the visa in hand, you are able to bookair tickets, reserve hotel rooms and rent cars. Reasonable prices evaporate monthsahead of time. The earlier, the better. Just imagine during the week of theevent last year, it drew almost a tenth of the global’s aviation fleet andattracted over 600,000 attendees. Nick: A Disneyland of Aviation. Mostparticipants like us, do not fly ourselves or ride in light aircraft to theshow. We fly the airlines into nearby airports in Appleton, Green Bay orChicago which are blessed with car rental services. Nancy: However, to capture the true flavorof Oshkosh, arrive in a light airplane. If you are a pilot, you happen to be inthe US and own a light aircraft, rent one if you don’t own one, you shouldprobably do it, That’s why the event is also called fly-in. Nick: Does it cost a lot? Nancy:I don’t think so. Federal Aviationregulations allow passengers of private non-commercial pilots to share the costof a flight. The local EAA may have a list of pilots in the area looking to cutthe costs of flying to Oshkosh by taking a passenger or two. In the daysleading up the show, Oshkosh becomes the busiest airport in the world. Think O’Hareis busy, try 64 arrivals in 15 minutes. Nick: So here is an interesting and rarefact that pilots are instructed not to reply to controllers’ radio calls. Toavoid overtaxing the already clogged special frequencies, they acknowledgetransmission by rocking their wings. Nancy: If it is your first time to flyyourself there, reading the NOTAM is a must, not just read it but also understand it. There arealso a lot of videos out there about how to fly to Oshkosh. It’s different fromanything. Nick: Haha, I’ll watch them landing. I hearthat it is common to see three aircraft landing on different touchdown pointsof the same runway at once.  Nancy: It’s true. Not common elsewherethough. Nick: Actually I find it so hard to finalize myitinerary. There are eight aviation neighborhoods, each one of them is unique. Ahuge variety of activities including gathering, celebration, lecture, forum,workshop, airshow, static exhibition, take place at the same time. Nancy: Indeed, 7 days is definitely not enough. Well,there is always next year. By the way, do not get lost in the 1,400-acre showgrounds. Nick: I do worry about that. You know I don’thave a good sense of direction. Anyway, I’ve downloaded the map and marked thetents we’ll visit, the service center and underlined the shuttle bus route tothe seaplane base. With the app, I think I can handle it. Nancy: As a repeat visitor, I suggest youbring along whatever you will need. Among the essentials: sunglasses, bottledwater, power bank, back pack, comfortable shoes, bug spray, raincoat, strawhat, long-sleeve pullover, and lots of cash. You will need these things becauseWisconsin’s mid-summer weather is highly changeable: boiling during the day,cold at night, and spirited, soaking thunderstorms at a moment’s notice. Nick: Thunderstorm? Yea, I heard that last year, there was a big storm rollingthrough, it blew tents over and soaked people. Is that just part of theexperience? Nancy: Haha. You are right. Every year, there is a storm; everyyear tents get blown over. Nick: That must be the hardest part. I amready for that. Nancy: No. Leaving is the The hardest part.Even though your feet are aching, your face is sunburned, and your money isgone, you’ll be reluctant to leave the land. It’s the place where you can seeeveryone, get tuned in to everything that’s happening. Oshkoshis where I first saw so many well-maintenanced World War II aircraft, marveledat the ground shaking beneath my feet as the fighters raced down the runway. Atleast once, you’ve got to do Oshkosh. Nick: Are you going to Oshkosh this July?Let’s meet and explore together haha. Nancy: Yes, find us there. That brings usto the end of today’s 5 Minutes with AOPA-China. You can always find us onWechat, Facebook, Twitter, Ximalaya and any podcast platform. If you’d like tosupport us, the easiest way is to rate or review us, tell your friends moreabout us. See you next week. Nick: Wait wait, I have a nice quote byLeonardo Da Vinci sharing with you.Once youhave tasted flight, you will forever walk the earth with your eyes turnedskyward, for there you have been, and there you will always long to return.   

Thanksfor tuning in to 5 Minutes with AOPA-China. This is Nick. This episode, we’regoing to give some tips on how to apply for a conversion from CAAC PPL to FAAPPL. Somepilots who learn to fly in China may want to branch out beyond the confines ofour controlled airspace. America in particular, being the birthplace of theaeroplane itself, can be top of the list to do some flying once they finishedtheir PPL.  However,you may already know the fact that you can’t directly fly on a CAAC PPL in theUS. A process to convert it to FAA PPL is needed. It’s not a tricky process,actually it’s quite simple. Literally, just some paperwork. Initially, fill ina few forms and submit them to FAA, waiting for a month or two to get the verification letter  and making a short visit to an FAA office.When you arrive, you’ll be issued an American license which mirrors theprivileges and validity of your original. Then, you are good to go. Brokendown into smaller steps, the process looks like this:First,go to FAA website: www. Faa.gov, click on the “License and Certificate” tab andyou’ll see the “Airmen Certification” link just in the center of the page,click it. Then you’ll see the link of Verification of Foreign License and MedicalCertification Form. Download the form and fill the information required. Afterthat, email it back to FAA. Nowyou just have to wait while FAA is talking with CAAC and verifying theauthenticity of your pilot license and medical license. Assuming all were well,FAA should send you a “verification letter” telling you that they recognizeyour CAAC license. And this letter is valid for 6 months.Youmay wonder how long do you have to wait. The process normally takes between45-90 days to complete. Yeah, you need patience on this. Next,you need to visit a FAA Flight Standards District Office(FSDO) to get yourissuance or replacement of an airman certificate. Where is the FSDO you aregoing to? Don’t worry, FAA has already selected one upon your receipt of theverification letter. All you need to do is to make contact with your chosenFSDO to set up an appointment. Do it as early as possible because it takes timebefore your appointment is confirmed, just to make sure you won’t be strandedfor days on arrival while you wait for the appointment time to come. Onceyour appointment is confirmed, the FSDO will ask you to create an IACRA accountand enter details of your application into their website. IACRA, shortened for IntegratedAirman Certification and Rating Application, helps ensure applicants meetregulatory and policy requirements through the use of extensive datavalidation. It also uses electronic signatures to protect the information'sintegrity. The questions involved are fairly standard mainly about personalbackground, license type and ratings. There is also a part called “Aeronautical Experience Grid” which demands a breakdown of all your flyinghours into specific categories. Just make sure you finalize and submit itbefore showing up in FSDO. Finally,you are reaching the last step. Don’t be nervous when you visit the FSDO, thepeople there are friendly. All you have to do is give your details andverification letter to the receptionist, then take a seat and wait a fewminutes for an inspector to come round and meet you. He’ll look through yourlicense, medical and ID, checking if everything is correct and consistent withyour IACRA application. Then you’ll sign a few standard forms before your“Temporary Airman Certificate” is printed. You know, this simple piece of paperwill let you fly immediately and acts as a stand-in until the full FAA licenseis delivered to you. And guess what, this is all for free! Now,you are able to rent an airplane and enjoy the open skies of America. Fantastic,isn’t it? That bring us to the end of episode 54. Any questions or comments aremost welcome. If you’d like to support our show, the best way is to rate orreview us or even just share your favorite episode with friends. All theprevious episodes can be found in Wechat, Facebook, Twitter, Ximalaya and anypodcast platform. Thanks for listening, see you next week.美国通航发达，空域开放，吸引了来自世界各地的飞行爱好者来体验飞行。在国内获取了CAAC私照的飞行员只需要通过FAA的换照程序便可自由翱翔美国天空。FAA针对ICAO成员国的飞行员，有标准的飞行执照核实和换照程序，飞行员只需要向FAA提交外国飞行员核实申请表和相关证件的复印件，经核实后，便可以换照。具体步骤如下：1.     在FAA官网下载申请表，填完之后发送至FAA官方邮箱。2.     安心等待FAA的回复。FAA飞行员执照部门收到核实申请表以后，会给民航局发函，向民航局确认飞行员信息的真实性和有效性。整个核实程序通常需要45-90天。FAA收到回复核实结果，会给飞行员和美国某地的飞标地区办公室(FSDO)发核实确认信。3.     这封确认信的有效期是6个月，飞行员收到信后，可以去申请表上指定的飞标地区办公室(FSDO)提交换照申请并跟其确认现场见面的时间。4.     在IACRA网站上填写相关信息。5.    来到FSDO后，工作人员会查看你的私照，身份证，体检合格证等证件是否与IACRA上填写的一致。如果都没问题，填写几份表格，便可打印“临时飞行执照”。有了这份文件，就可以在美国飞了。在收到正式的FAA飞行私照之前，临时执照有着同等的法律效益。祝飞行愉快！

5 Minutes with AOPA-China, News Channel. Nick: Hello, thisis Nick. Apologize for my temporary absence from the airwaves, which is due toa very big project. Now I am back. I’m pleased to tell you that we have threepieces of news for this episode. Claire? Claire: Yes.Indeed. First, let’s take a flight to Paris. The grand airshow is there. Nick: Right, theInternational Paris Air Show 2019. As world’s largest air show measured bynumber of exhibitors and size of exhibit space, it once again brings togetherall the players in this global industry around the latest technologicalinnovations from June 17-23. The first 4 days are exclusively for tradevisitors, seeing a ferocious battle among manufacturers such as Boeing, Airbus,ATR, Embraer, and so on. Now let’s go through some highlights: Claire:IAG(International Airline Group) and Boeing stole the show at the end of thesecond day with a surprise 200-commitment for the 737 Max, which is really amuch-needed vote of confidence in the aircraft model. Nick: Yes, thisis the first order for the Max since the aircraft was grounded in April. It wasthought orders for the type would be unlikely at the show, given it is still toreturn to service. Claire: ForAirbus, this year marks its 50thanniversary. It so far has enjoyedbumper deals in the air show. On the first day, Air Lease Corporation aloneordered 100 aircraft, including the newly launched A321XLR which shows greatmomentum and popularity. IAG ordered 14, Cebu Pacific signed a MOU (memorandumof understanding) for 10 in the first two days of the airshow. Nick: The FrenchPresident Macron also attended the event. He arrived at the Airshow on anA330MRTT, and revealed Airbus’s first concept models for New Generation Fighterand Remote Carriers. Claire: What elsecaught your eyes? Nick: Theautonomous air taxi presented by Airbus and Boeing. It’s believed as how you’lltravel in the future. Steve Norland, General Manager of Boeing Next, said “ Achallenge of moving out in this new space of future mobility is you really needto develop an entire ecosystem, it's not just about the airplane — althoughthat is a key component. It's really about the infrastructure that's going tobe needed” Claire: Can’tagree more, just like the smart city introduced in China-EU Drone Workshop lastmonth. Nick: Then, herewe are in Shenzhen, the renowned capital city of UAS. Big meeting, many peoplemeet up.   Claire: Lastyear, I was there showering in the rain of information. You can check ourepisode for more. This year, I stayed put. Still, many friends were there, andthey are so kind to be our correspondent of this show to keep usupdated. Nick: With thestate-of-art UAS technologies clustering in the exhibition, we can glimpse at apicture of near future. And some big ideas may pop up through relaxing talkswith different people of different backgrounds. Then through joint efforts,ideas somehow turn into reality benefiting all mankind. Claire: And nowlet’s move to news concerning regulation updates this week. Recently, theFlight Standard Department of CAAC has issued the Procedures of Assessment for Primary CategoryAircraft in CPL and Instrument Rating Training. This means some primarycategory aircraft will be used as trainers for Instrument Rating and CPL. Nick: Noted, theprimary category aircraft here includes LSA and Ultralight aircraft. Claire: Yes, sothose aircraft manufacturers are encouraged to apply to FS Department of CAACfor the model assessment. This is a big breakthrough for flight training aswell as private flying. Nick: This newregulation significantly extends the usage of those aircraft and willdefinitely reduce the cost of pilot training. Then it will contribute to thecultivation of next generation aviation professionals who are badly need inChina and the rest of the world. It reminds me of the talk with Mr.Xue Guohangbefore. Claire: Nextgeneration is the future, right? Nick: Yes, dear listeners, that brings us to the end of another 5 minutes with AOPA-China.This is episode 53 and you can find all the previous episodes in Wechat,Facebook, Twitter, Ximalaya and any podcast platform on your phone. If you’d like to supportour show, the best way is to rate or review us or even just share your favoriteepisode with friends. I’m Nick. Thanks forlistening. See you next week. Claire: See younext week.

Earthrounders, Welcome to China I am Claire, you are listening to 5 Minuteswith AOPA-China.  This episode I will talk about earthroundersand update you with the second fly around the world trip of Harry Anderson. Out of the 7.4 billion people on Earth,4000 people have climbed Mount Everest, 500 have been in Space while onlyaround 700 pilots flew around the World in light aircraft and only 300 of themare alive today. I am not one of them yet. Lucky me, I know some of them. Theyhave been inspirations to me ever since the first day we met. Just stories are exciting enough to keepyou alive. Such as go dash around the world to raise fund for ALS. Raiseawareness for aviation culture for the young generation. Even to showcase yourpure passion for flying. I met Harry last May. Together with manyearthrounders, we were soaked in the joy of flying fun, and amazing ZhuhaiAirshow. At that time, the 10th Earthrounder Reunionwas hosted in Zhengzhou, China, organized by Chenwei, Blue legend, supported byAOPA -China. Then I realized that I enjoyed so much working in general aviationindustry. People fly around the world for variousreasons. Some for fun, some for charity. Some go westbound some go east. Thoughthe reasons and routes are different, they share a common theme: the love foraviation and the love for the world. It is very hard to imagine what kind ofchallenges along the way of the tour, specially when you are in a lightaircraft. Unexpected weather, aircraft mechanical difficulties, airspaceconditions and many more. Getting the visas and clear the customs are only fewof the canapés. Of all the earthrounders, China is a veryspecial place to be. So far, most of earthrounders are not from China. We haveour Chinese earthrounders, proud of them. Dr. Zhang Bo just has finished hissecond around the world trip in DA 42, and he stopped in China for severallegs. Dr. Zhang Bo is a Chinese. It will be more difficult if you are not aChinese passport holder. Still it counts a small percentage of thewhole earthrounder population. China, with its tight airspace managementsituation, and underdevelopment of general aviation infrastructure, it will begood news to have some earthrounders land here and fly to their next destinationfrom here. Harry arrived at ZSYT, on 12th of June, inhis Colo 300, N788W. Thanks to the technical team behind the curtain so we areable to make it work.We will have the route picture on ourwebsite please check it out. Harry said his airplane looked so lonely onthe ramp, I thought it was standing out. When more small aircraft are here, thelonely picture will change. There were many airport staff stopping byto check out this little cute airplane. Compared to A320 and B737, it is smalland adorable. It is still not commonplace to have a small airplane in the skyor on the ramp. I believe We will get there some day.  The charming part of general aviation isthat you fly for fun. With the development of technology, the world is smallerand smaller. We have TV, documentary and AR to entertain ourselves. To goaround the world, it is easier than ever. But seeing is believing, you have tobe there to see the relics all over the world. You have to meet the people tocomplete your trip. Being a pilot has the privilege to fly there and check itout. Harry told me there would be more people in China flying their own planesjust like their own cars now. AOPA-China has been working on this grandmission since its foundation day. We encounter barriers and we tackle problems.There has been a lot of help along the way. I take this opportunity to expressour thanks to them. Many hands make work light. Only by joining hands, could weachieve our goal and complete our grand mission. Earthrounders, welcome to China. When youare here let me know, AOPA is the home. Words and Expressions1.    earthrounder环球飞行员2.    Ramp机坪 

Let’s unveil the blackboxes.The first things that is asked when anyairplane crashes and the first things investigators looking into black boxes,which are made up of a flight data recorder (FDR) and cockpit voice recorder(CVR).First of all, the black boxes are storedin the empennage of the aircraft.Typically, memory boards inside it canstore two hours of audio data and 25 hours of flight data from the FDR.The FDR has been designed to recordoperating data from the system of the aircraft, with sensors being wired tovarious parts of the aircraft to the flight data acquisition unit, which inturn is wired to the FDR. How about CVR?Several microphones are built intocockpits in aircraft and these can track the conversations inside the cockpit.They also pick up any ambient noise, including bangs, knocks or thuds. Soundpicked up by them are sent to the CVR and stored.In addition to possible technicalproblems, CVRs reveal how the pilots communicate with one another and otherssuch as cabin crew and controllers. The ability to communicate with one anotheris paramount in flight safety.Communication enables information to beexchanged, mistakes to be pointed out and help solve problems. Unfortunately,in numerous accidents, CVR recordings revealed a frightening inability offlight crew members to communicate. Situational awareness deteriorates whencommunication breaks down. After a KLM 747 collided with a Pan Am 747 in 1977,more emphasis was placed on teamwork, joint decision making and encouragingco-pilots to respectively question their captains. This concept is now known asCrew Resource Management (CRM). FDR and CVR work together to provide anaccurate description of the flight to help the later investigation. In order tofulfill this goal, they are made to withstand crash and fire to keep the dataintact. Although it is called the black box, thecolor of it is usually bright orange and red. The bright color makes it standout easily. So it can be spotted and found in the wreckage of the plane,especially when it’s at night or in the forest. The battery life of an airplane black boxis 30 days.If the black box is on land, it won’tsend out signals.The underwater locator beacon in theblack box allows it send out an ultrasonic pulse in the event of the aircraftbeing submerged underwater. The beacon is automatically activated when watertouches it. and ultrasonic signal will be sent out every one second for 30days.This signal helps people to locate theblack box after the accident.But the signal will become weaker andweaker while the battery runs out.The sooner we find the boxes, the closerwe are to the truth. First 30 days after the accidents or incidents arecritical.When investigators find the black box itis taken to a lab and the information from it can be downloaded and the finalevents of the aircraft recreated to get an idea of what caused the accident.This can sometimes take many weeks or months. In some cases, the black box isdented and burned when retrieved but usually, the memory boards can be removedand information got from them after cleaning them. All in all, the black box is a veryvaluable tool in determining what went wrong and what caused the accident. Itoften provides clues which would otherwise be impossible to find.See you next week. Words and Expressions1.    black box 黑匣子2.    CVR: cockpit voice recorder 驾驶舱语音记录器3.    FDR: flight data recorder 飞行数据记录器4.    underwater locator beacon 水下信标

EU-China APP 3rd Drone Workshop was held this week. 1st China GA Airworthiness Certification Forum was held yesterday. Welcom to AOPA-China News Channel. Nick: Hello,everyone! Thanks for tuning in to 5 Minutes with AOPA-China news channel. Todaywe are bringing you two pieces of news. Claire: Unmannedaircraft systems or “drones” is a fast developing sector, bringing in benefitsto society. At the same time, they pose new challenges to the public as well asthe authorities. Nations all over the globe act on this. Chinese civil aviationadministration has called for tighter regulation control on illegal droneflights as the country has become the world’s largest manufacturer of consumerdrones. SORA is introduced and will be implemented. Nick: Yes, againstthis backdrop, the third EU-China Drones Workshop organized under EU-China APPand assisted by AOPA-China was held during 28-30 May in Beijing. The two and ahalf days’ workshop looked more in detail at information of the best practiceson the use of drones. Claire: Therepresentatives from CAAC and EASA introduced the rules for drone operation inChina and Europe respectively. Here are the highlights: the statistics of droneoperation in China 2018 released by Ms. Bai, the senior engineer from ChinaAcademy of Civil Aviation Science and Technology，showed us a clearpicture of UAS operations in China. Nick: When it comesto the Cloud system, Antonio Marchetto – EASA RPAS technologies Expert --broached the step-by-step plan of U-Space which is a set of new servicesrelying on a high level of digitalization and automation of functions and specificprocedures designed to support safe, efficient and secure access to airspacefor large numbers of drones. Particularly, he underlies the safe integration ofdrones into all classes of airspace. Meantime, the Chinese counterpart-- UASOperation Management System(UOM) model--- was comprehensively introduced. Claire: Some topicsare even more inspiring such as the 5G telecommunication technology, the skyblueprint of Airbus, air taxi perception and the development of smart cities.The contribution of drones in the future can never be underestimated. Nick: All in all,the workshop proves to be fruitful and successful, helping facilitate mutualunderstanding of the latest UAS development in EU and China. Both sides updatethe drone technology, UAS management, and rulemaking, etc. Though challengesalong the road to UAS prosperity are inevitably encountered, the ambitiousgoal, I believe, will be ultimately reached through assiduous efforts and closecooperation on every front.Meanwhile, let’slook at what happened in Nanchang yesterday. Claire: Collaborated with Nanchang Government,AOPA-China hosted the 1st GA Aircraft Airworthiness Forum in Nanchang, thecapital city of Jiangxi Province. The city is also known as the cradle ofaviation, where Nanchang CJ-6, a Chinese basic trainer aircraft was designedand manufactured in 1958, formerly served Chinese military. Now it’s also forcivilian use. Nick: Goodnews, isn’t it? We are proud to say the aircraft has been exported to many countries including the United States, Albania, North Korea, Tanzania, Sri Lanka, etc.What’s special about this aircraft? The simplicity of the CJ-6 is exemplifiedby its onboard pneumatic system. Twin onboard storage tanks provide pressurizedair that is used to actuate the wing flaps, retractable landing gear, and wheelbrakes. High-pressure air is even used in lieu of an electric motor to startthe engine. An air compressor driven by the engine keeps the air bottles filledin flight. Perhaps these air-driven components are considered crude by westernstandards, but it is an elegantly simple and easily-maintained system that isnearly impervious to cold weather and harsh environments. Claire: What’s worth noted that last year marked the60th anniversary of CJ-6. Representatives who are CJ-6 owners and pilots fromRed Star Pilot Association visited the manufacturing factory in Nanchang lastautumn. Also, AOPA-China was so happy to host them in Douzhuang GA airport, theytried formation flying there. Nick: And in March this year, CAAC issued the typeand production certificate for CJ-6, which means the aircraft now is accessibleto civilian use. That’s absolutely inspiring for many avgeeks, moreimportantly, a milestone in the course of Chinese GA aircraft airworthiness. Claire: With all the good news and steps taken byevery side, AOPA-China sincerely hope the GA take off and soar in the sky inthe near future. I know it’s a long way ahead. Let’s carry on with the work.You are listening to 5 Minutes with AOPA-China. You know where to find us:Wechat, Facebook, Twitter, Ximalaya, or any podcast platform. It makes adifference by rating us so that more people around the world can find our show.Have a good weekend.                        Nick: Oh, and happyChildren’s Day to you all! Click the link andace the quiz, I’m sure you’ll have fun.See you next week.   

Wind, ,and take-offand landing  Nick: Hi, there. 5 Minutes with AOPA-China,Episode 49.Beijing has always been a windycityin China.This weekif you are in Beijing, you know what I mean. Most residents in Beijing must have seen thepower of strong winds this Monday. And51 out of 1,561 scheduledflights were canceled at Beijing Capital International Airportby 6 pmlast Sunday. Many airplanes whichhad been intended to land in PEK had to fly to the alternate airports.Of course,this caused inconveniences. Many people had to reschedule their trips and timeare wasted.There wasanextreme example. The planewas hundreds of feet above the runway, still it went aroundand land in an alternate airport. Nick:How doesWind affect aircraft takeoff and landing?Today wehave our friend, Captain Kingsley, a commercial jet pilot and helicopter instructor from New Zealand.Kingsley,now I’m all ears.  Kingsley Captain:Aircraft are designed totakesoff and land into a headwind as thisreduces the distance they require to get airborne or distance need to bring theaircraft to a stop.The reason behind this strategy is ofcourse toincrease safetyas much as possible. If you watch nature, it isvery clever. If you see birds fly, they willinstinctivelytake off and land into wind. Let me give you a morespecific aviation example. IFor example, ifan aircraft is standing still on the runway, and has a headwind component of20kts, that’s 20kts of air flowing over the wing and therefore giving theaircraft an airspeed of 20kts, even though it’s not moving. If it has a takeoff speed of 140kts, the aircraft’s ground speed would only need to be 120ktsto get airborne because it already has 20kts of airspeed from the wind.On the other hand, crosswinds and tailwindsare more difficult, and therefore aircraft have maximum limits for both,depending on the plane, the airport and the conditions on the runway. If windspeedsexceedsthose limits, thepilotwillplane willnot attempttakeoffabandon takeoffor landing. Nick: Can you tell us more about themaximum wind limits for a commercial jet aircraft? KingsleyCaptain:Verygood question. So let’s choose a well-known aircraft as an example----Forexample,on a dry runway, aBoeing 737-800, ithas a maximum allowable crosswind component of approximately 33ktswhen ituses a dry runway to take of. For taking off on a wet runway it’sabout 27kts. The actual figure might be slightly above or below this becausethe airline can choose to set its own more restrictive value if it wishes, forsafety control. If the cross wind component was greater than this,the aircraft might have an option to choose another runway which is more intowind, but in the case of a single runway airport, it wouldn’t be able todepart.As for landing, the Boeing 737-800crosswind limitation is the same as take-off, 33kts. On a wet runway thisagain reduces to a maximum of 30kts.The maximum tailwind component for take offand landing is usually between 10-15kts, but the actual figure that can be usedmay be affected by runway length, aircraft weight etc.In the event of a contaminated runway, boththe maximum allowable crosswind / tailwind limits reduce, depending on the typeand depth of the contaminant. Actually most airlines do not allow a tailwindtakeoff on a contaminated runway. Moreover, there is anotherkind of limits:door limits.It refersto the limits on when the cargo and passenger doors can be opened. If the windis more than about 45kts, it isn’t deemed safe to open the doors. Nick: What hazard may be generated if thepilot makes inadvisable landing in strong winds? KingsleyCaptain:The toweralways advises the landing conditions on the airport. So we aspilots can consider the viability to land safely.Landingin a strong, gusty crosswind is challengingeven for more experiencedsenior pilots.Pilots had better not take this risk if it’s notadvisable to land., especially when there are two hundred passengerson Thoughboard.ThoughTthis skill isone that all professional pilots must master early in their careers, judgmentis essential to determine when the conditions are too severe to safely land.Good judgment keeps it from being dangerous. Going around or landing at thealternate airport is safer than landing in the unfriendly wind.Flyingexperience,sound knowledge of the aircraft and good judgementof the conditions is what keep the operation safe. You all notethat Imention safety a lot. This is obviously the primary objectivefor allpilots. Nick: Thank you, Captain.So dearpassengers,whenyourourflighthappens tomeetsstrong wind, be calm and patient staying grounded since the decision is made inaccordance with SOP which ensures your safety.I am surewe are in good hands. Safe journey. If you are a pilot to be, you will learn all aboutit during your ground schoolsection. Do you find this topic interesting? What’s yourinputon this?Write ustoWhat’s your opinion on today’s topic? Wear yourheart on your sleeve in the comment area or send emails toinfo@aopa.org.cn.Joinus in the 5PMAviationQuiz.That bringsus to the end of today’s 5 Minutes with AOPA-China.You can alsofind us on Wechat, Facebook, Twitter, Ximalaya or any podcast platform. Search “5Minutes with AOPA-China”, and rate us if you like us. So much for today.there yougo.Bye for now. Words and Expressions1.Headwind逆风2.Tailwind顺风3.Crosswind侧风4.Knot节（单位）5.SOP:standardoperating procedure标准运行程序 

With the development of technology, it is very rare for you tofind someone carrying cash with them, especially in China. Coins are used onlyunder circumstances like bus fees, supermarket shopping, and toy stop.But there is another place you find coins it is so bizarre that most ofour aviation fans frowned.Today’ 5 Minutes with AOPA-China will discuss coins in the engine withDavid.Nick: Would you like to introduce yourself?David: Hello, everyone. I’m Yaoxinming based in Shenzhen. I am a pilotused to work for Shenzhen Airlines. Now I am running a company of generalaviation business.Nick: I know coins in the engine is not a new piece of news. But Istill feel it is necessary to discuss this matter with you. What exactly isgoing through someone’s head when they decide to toss a piece of metal intoa highly complex machine, especially a machine that people’s lives depend on.David: Actually I have heard of it a lot in news. They think throwingcoins into the engine brings them luck. For example, there was a woman who wasmeant to take a flight from Shanghai to Guangzhou. She tossed 9 coins to theengine to pray for safety, one of them was into the engine. The airline had toclear all the 150 passengers. To ensure the safety, maintenance staff conductedthorough inspection of the engine taking 4-5 hours. If the coin had been stuckin the engine, it could have led to engine failure which could cause severe airaccident.Nick: Yes, tossing coins into engines will not bring you good luck,oppositely, the greetings from the God of Death, as small objects, such ascoins, can cause serious damage and even total engine failure on planes. Inshort, things could have gone seriously wrong if the plane took off beforefinding the coins. If fortunately the coin is found, this good luck ritual maycost thousands of dollars in maintenance and leave passengers delayed. See, notonly does tossing coins not give you good luck it will endanger aviation safetyand you could be fined and prosecuted. So, how to avoid this kind ofunfortunate incidents happen again?David: We have to let people know more about the engine, aboutaviation, especially for the young people. Sometimes the mind the of old peopleis not easily changed, but I believe where there is a will, there is a way.Nick: Exactly, aviation literacy is a must. AOPA-China is makingefforts in advocating aviation culture too. For example, we have aviationthemed summer camp for kids, and 5 PM Quiz where aviation topics are discussedin English on each working day. However, flight safety literacy should not justaim at kids. Whether you are a kid, teenager, adult or senior, whether you area student, manager, engineer, doctor or lawyer, flight safety knowledge shouldbe rooted in our heart when taking a flight. More advocacy of flight safety isneeded for the public. Well, this does require a lot of efforts from all sidesincluding companies like David’s, associations like AOPA-China as well asconcerned authorities.In the end, I want to say if you want to ease your anxiety when flying,especially for the first-time flyers, you’re welcome to do whatever brings youcomfort, but please -- for the sake of your fellow passengers, airlinemechanics, and everyone else -- do not toss coins, or anything else, into planeengines.That brings us to the end of today’s 5 Minutes with AOPA-China. Don’thesitate to leave us comments on today’s topic. Follow us on Wechat, Facebook,Twitter, Ximalaya and any podcast APP, you’ll find our previous episodes andcan have a binge listening. See you next week.现在在中国很少看到人们使用现金了，电子支付几乎得到了普及。公交车都实现了微信或支付宝支付，硬币似乎逐渐淡出人们的视野。 直到上个月，它赫然出现在了航空安全的新闻里：一名乘坐天津航空的乘客往发动机投了6枚硬币。为确保飞行安全，航空公司临时换机。这类耸人听闻的事情并不是个例，东航、南航和祥鹏航空等航空公司都遇到过类似的案例：乘客往发动机投硬币“祈福”。 殊不知，这只会带来危险，而非福运。如果飞机起飞前没有及时取出硬币，必将导致发动机故障，甚至失效，威胁机上所有乘客和机组人员的人身安全。即使起飞前取出了硬币，机务人员也得对发动机进行全面的检测来保证飞行安全。这不仅会造成航班延误，还会对发动机造成损坏以及产生高昂修理费。投硬币的乘客也会被警察带走，罚款拘留。 航空安全是飞行的第一要义，为什么会发生看似如此荒谬的事情呢？第一，中国乘坐飞机的人数比例其实很小，飞行作为一种出行方式还未普及。因此了解航空安全的人自然很少。第二，中国对航空安全的宣传以及航空知识的普及远远不够。航空安全不仅仅是针对航空公司，它就像是消防安全，人人都应知晓。航空知识的普及也不是仅仅针对小孩，无论我们从事什么职业，多大年纪，至少在乘坐飞机之前了解相关的知识。 中国航空科普任重道远。你对今天的话题有什么看法？欢迎在评论区留言。