5 Minutes with AOPA-China 上官琪琳 李方旺

The Handover
New 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) e

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

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. T

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 a