The following pages describe the content of each cost element as well as the aircraft performance data and specifications used in The Conklin & de Decker Report. 以下页面描述了每个成本要素的内容，以及《Conklin & de Decker 报告》中使用的飞机性能数据和规格。
The data for aircraft not yet certificated will be marked “Preliminary Data” to indicate that the data shown for this aircraft has not yet been independently verified. Occasionally, data for aircraft recently certificated will also be marked as “Preliminary Data” for the same reason. 尚未获得认证的飞机数据将标注为“初步数据”，以表明所示数据尚未经过独立验证。出于同样的原因，最近获得认证的飞机数据有时也会标注为“初步数据”。
Methodology and Disclaimer 方法论与免责声明
It is the opinion of Conklin & de Decker that the data presented in this publication is based on reasonable methodologies, assumptions and reliable sources. Manufacturers’ data may be based on different assumptions, sales price adjustments, individually negotiated fleet contracts, differing warranties, or specialty maintenance programs peculiar to a manufacturer or year of production, and is therefore, in the opinion of Conklin & de Decker, not suitable for comparison with other aircraft. Conklin & de Decker has made adjustments based on research, which in its opinion are reasonable and necessary in order to provide a database that is suitable for comparative purposes. Actual experience will vary, and the data does not reflect specialized maintenance contracts, separately negotiated fleet deals, or other items unique to particular sales transactions. Conklin & de Decker 认为，本出版物中呈现的数据基于合理的方法论、假设和可靠的来源。制造商的数据可能基于不同的假设、销售价格调整、个别协商的机队合同、不同的保修条款或特定制造商或生产年份的特殊维护计划，因此，Conklin & de Decker 认为这些数据不适合与其他飞机进行比较。Conklin & de Decker 已根据研究进行了调整，认为这些调整合理且必要，以提供适合比较用途的数据库。实际情况会有所不同，且数据未反映特殊维护合同、单独协商的机队交易或其他特定销售交易的独特项目。
The Aircraft Operating Costs & Performance Guide is not intended as a budgeting tool. It makes generalized assumptions that may not apply to your aircraft and operating conditions. Due to fluctuations in market costs, operating conditions and other factors, we make no warranties or representations regarding the future costs of maintenance or operation of any aircraft. 飞机运营成本与性能指南并非作为预算工具。它基于一些通用假设，可能不适用于您的飞机及运营条件。由于市场成本、运营条件及其他因素的波动，我们不对任何飞机未来的维护或运营成本作出保证或声明。
Measures and Currency 计量单位与货币
The measures for weights, volumes, distances and speed may be shown in the English system (Lbs, Gallons, Feet, Miles, Knots, etc.) or the Metric system (Kilos, Liters, Meters, Kilometers Kilometers/Hour, etc.), depending on the selection made by the user when the program is opened. The English system is the default selection. 重量、体积、距离和速度的计量单位可能以英制系统（磅、加仑、英尺、英里、节等）或公制系统（千克、升、米、千米、千米/小时等）显示，具体取决于用户打开程序时的选择。英制系统为默认选择。
The default currency selection for showing the cost data is the US Dollar ($). Other currencies may be selected by the user when the program is opened. 显示成本数据的默认货币为美元（$）。用户在打开程序时可选择其他货币。
Regional Cost Data 地区成本数据
The Aircraft Operating Costs & Performance Guide default database is focused on US/North American cost factors. Regional databases are available for a number of regions with substantial business aviation activity, such as Europe and China. These databases use cost factors that are obtained from operators and Maintenance and Repair Organizations (MROs) in that region and focus on regional costs, such as fuel, salaries, Air Traffic Control (ATC) charges, etc., many of which are significantly different than these costs in the US. The Regional databases may be selected when the program is opened. 《飞机运营成本与性能指南》的默认数据库侧重于美国/北美的成本因素。对于一些拥有大量公务航空活动的地区，如欧洲和中国，提供了地区数据库。这些数据库使用从该地区的运营商和维修保养组织（MRO）获得的成本因素，重点关注地区成本，如燃料、薪资、空中交通管制（ATC）费用等，其中许多成本与美国的成本有显著差异。打开程序时可以选择地区数据库。
General Assumptions - Fixed-Wing Aircraft and Helicopters 一般假设——固定翼飞机和直升机
The cost data shown in the Conklin & de Decker Report is based on extensive research using a variety of sources of information such as industry surveys, manufacturer supplied technical data and maintenance schedules and average actual cost data supplied by Jet Support Services, Inc (JSSI), major Maintenance and Repair Organizations (MROs), manufacturers, etc. We also use our knowledge of similar aircraft models utilizing similar maintenance philosophies in conjunction with operator cost data to calculate the estimated costs for aircraft that have recently entered production or have gone out of production. Conklin & de Decker 报告中显示的成本数据基于广泛的研究，采用了多种信息来源，如行业调查、制造商提供的技术数据和维护计划，以及由 Jet Support Services, Inc（JSSI）、主要维护和修理组织（MRO）、制造商等提供的平均实际成本数据。我们还结合运营商的成本数据，利用对采用类似维护理念的类似机型的了解，来计算最近投产或已停产飞机的估算成本。
All jet, turboprop, helicopter and piston aircraft maintenance costs are estimated using our FulLife ^("TM "){ }^{\text {TM }} cost approach. Under the FulLife ^("TM "){ }^{\text {TM }} approach we estimate the funds that should be set aside in order to pay for all scheduled and unscheduled, near-term and eventual maintenance of the aircraft over one operational life cycle of each inspection, component overhaul, engine overhaul and replacement of life limited items. 所有喷气式、涡桨、直升机和活塞飞机的维护成本均采用我们的 FulLife ^("TM "){ }^{\text {TM }} 成本方法进行估算。在 FulLife ^("TM "){ }^{\text {TM }} 方法下，我们估算应预留的资金，以支付飞机在一个运营生命周期内所有计划内和计划外的近期及最终维护费用，包括每次检查、部件大修、发动机大修以及寿命限制部件的更换。
For example, if the aircraft (fixed wing or helicopter) has a major inspection due at 5,000 hours, the maintenance cost accrued per hour is equal to the cost of the inspection divided by its interval of 5,000 hours. Similarly, if an aircraft has a gear overhaul that is due at 6,000 landings, the cost of the overhaul equals the cost of the overhaul divided by the overhaul interval of 6,000 cycles. For more detailed information, please refer to the maintenance cost categories below. 例如，如果飞机（固定翼或直升机）在 5,000 小时时需要进行一次大检修，则每小时累计的维护成本等于检修费用除以 5,000 小时的检修间隔。同样，如果飞机的起落架需要在 6,000 次着陆时进行大修，则大修费用等于大修成本除以 6,000 个周期的大修间隔。有关更详细的信息，请参阅下面的维护成本类别。
During the warranty period new jets and turboprops, which can extend to 5 years, the operator may see labor costs 15%15 \% less and parts costs 30%30 \% less than aircraft not under warranty. For helicopters and piston aircraft, which generally have much shorter warranty periods, the impact of warranty of the cost of maintenance is minor. 在保修期内，新喷气机和涡桨飞机的保修期可延长至 5 年，运营商可能会看到人工成本降低 15%15 \% ，零件成本降低 30%30 \% ，相比于不在保修期内的飞机。对于直升机和活塞飞机，通常保修期较短，保修对维护成本的影响较小。
The costs shown are list prices for the goods and services offered and do not take into account discounts that operators may be able to obtain through negotiation. Cost shown for each country or region are average costs for that country or region and do not reflect the sometimes much higher costs that may be encountered in particular cities. 所示费用为所提供商品和服务的标价，未考虑运营商通过谈判可能获得的折扣。每个国家或地区显示的费用为该国家或地区的平均费用，不反映某些城市可能遇到的更高费用。
Sales, Use and VAT Taxes 销售税、使用税和增值税
No sales or value added taxes (VAT) are included in these costs. 这些费用中不包含销售税或增值税（VAT）。
Annual Utilization 年使用量
Almost all aircraft are used to fly trips from A to B - in other words their true annual utilization should be expressed as a function of distance. Aircraft variable costs on the other hand are usually expressed as hourly costs. Therefore, we have established an annual utilization in nautical miles (NM) based on NBAA survey data for each group of aircraft (jets, turboprops, piston aircraft and helicopters). The assumed annual utilization expressed in terms of distance is: 几乎所有飞机都是用于从 A 点飞往 B 点的航程——换句话说，它们的真实年使用量应以距离为函数来表示。另一方面，飞机的可变成本通常以小时成本来表示。因此，我们基于 NBAA 调查数据，为每类飞机（喷气机、涡桨机、活塞飞机和直升机）确定了以海里（NM）为单位的年使用量。假定的以距离表示的年使用量为：
Hourly annual utilization used in the Aircraft Operating Costs & Performance Guide for each aircraft is then calculated by dividing the annual utilization in NM or KM by the average speed (Block Speed) of that aircraft. Block speed is derived from the aircraft performance manual. 用于《飞机运营成本与性能指南》中每架飞机的年度小时利用率，是通过将年度利用率（以海里或公里计）除以该飞机的平均速度（区间速度）计算得出的。区间速度来源于飞机性能手册。
Average Speed 平均速度
The average speed is the recommended cruise speed if this is defined by the manufacturer in the performance manual for the aircraft. If the manufacturer does not provide a recommended cruise speed, we use the average speed between the long range cruise speed and the high speed/maximum cruise speed. 如果制造商在飞机性能手册中定义了推荐巡航速度，则平均速度即为该推荐巡航速度。如果制造商未提供推荐巡航速度，则我们采用远程巡航速度与高速/最大巡航速度之间的平均速度。
Maintenance Assumption 维护假设
Our cost numbers assume that aircraft maintenance is performed at a qualified service facility for routine maintenance and a factory authorized MRO facility for major/heavy maintenance and overhauls unless indicated otherwise in the aircraft categories’ explanations. 我们的成本数据假设飞机的日常维护由合格的服务机构执行，重大/重型维护和大修则由工厂授权的维修保养机构（MRO）进行，除非在飞机类别说明中另有说明。
Aircraft Categories 飞机类别
Corporate - Jets, Turboprops and Pistons 企业用机 - 喷气机、涡桨机和活塞机
Corporate costs assume the aircraft is owned and operated by a company solely for company use. These aircraft are flown by one or two professional pilots, depending on the class of aircraft. Super mid-size and larger jet aircraft also carry a professional flight attendant. These aircraft are required to maintain a very high reliability rate and are kept in excellent condition. Equipment levels for all models are assumed to be appropriate for the transportation of executives in instrument meteorological conditions (IMC). In addition, the long-range jets are equipped for extended over-water, trans-continental flights. When appropriate corporate aircraft are also suitably equipped for internet and mobile phone connectivity for both the crew and the passengers. 企业用机的成本假设该飞机由公司拥有并运营，仅供公司使用。根据飞机类别，这些飞机由一名或两名专业飞行员驾驶。超中型及以上级别的喷气机还配备专业的乘务员。这些飞机需要保持极高的可靠性，并保持在极佳的状态。所有机型的设备水平均假设适合在仪表气象条件（IMC）下运输高管。此外，远程喷气机配备了适合长时间海上和跨大陆飞行的设备。适当的企业用机还配备了适合机组人员和乘客使用的互联网和手机连接设备。
Commercial (Helicopter Only) 商业用途（仅限直升机）
Commercial costs assume the aircraft is part of a fleet owned and operated for commercial purposes. Relative cost per hour is lower than a corporate aircraft. The aircraft is flown by a professional pilot whose primary job is pilot. Aircraft utilization is much higher than corporate. Pilot salaries are generally lower than corporate pilots and insurance is generally 50-100%50-100 \% higher than corporate. Aircraft maintenance and component overhauls are usually done in-house as opposed to sending the aircraft to a certified maintenance facility. These aircraft generally have fewer optional equipment items. 商业成本假设该飞机属于一个为商业目的拥有和运营的机队。每小时相对成本低于企业飞机。飞机由专业飞行员驾驶，其主要工作是飞行员。飞机的使用率远高于企业飞机。飞行员薪资通常低于企业飞行员，保险费用通常比企业飞机高 50-100%50-100 \% 。飞机维护和部件大修通常在内部完成，而不是送往认证的维修设施。这些飞机通常配备的可选设备较少。
EMS (Helicopter Only) 紧急医疗服务（仅限直升机）
EMS costs assume the aircraft is owned and operated by a company solely for emergency transport of patients from an accident scene to a medical facility or sick patients from one hospital location to another. The aircraft is flown by a professional pilot whose primary job is pilot. These aircraft are required to maintain a very high reliability rate and are kept in excellent condition. Equipment levels are assumed to be appropriate for the transportation of people experiencing a life-threatening medical emergency in instrument meteorological conditions (IMC). EMS 费用假设该飞机由一家公司拥有和运营，专门用于将患者从事故现场紧急运送到医疗机构，或将病人从一家医院转运到另一家医院。飞机由专业飞行员驾驶，其主要职责是飞行。这些飞机必须保持非常高的可靠性，并保持在极佳的状态。设备水平假设适合在仪表气象条件（IMC）下运输处于生命威胁医疗紧急状况的人员。
Offshore (Helicopter Only) 海上（仅限直升机）
Offshore costs assume the aircraft is part of a fleet owned and operated for transporting personnel to offshore rigs. Relative cost per hour is generally lower than for corporate aircraft. The aircraft is flown by a professional pilot whose primary job is pilot. Aircraft utilization is much higher than corporate. Pilot salaries are generally 20-30%20-30 \% lower than corporate pilots and insurance is generally 50-100%50-100 \% higher than corporate. Aircraft maintenance and component overhauls are usually done in-house as opposed to sending the aircraft to a certified maintenance facility. These aircraft generally have fewer optional equipment items. 离岸成本假设该飞机是一个机队的一部分，机队由拥有并运营，用于运送人员到海上钻井平台。相对每小时成本通常低于企业飞机。飞机由专业飞行员驾驶，其主要工作是飞行员。飞机的使用率远高于企业飞机。飞行员薪资通常比企业飞行员低 20-30%20-30 \% ，保险通常比企业高 50-100%50-100 \% 。飞机维护和部件大修通常在内部完成，而不是送到认证的维修设施。这些飞机通常配备的可选设备较少。
Utility (Helicopter Only) 实用性（仅限直升机）
Utility costs assume the aircraft is part of a fleet owned and operated for utility purposes like stringing high voltage power lines, lifting equipment and logging. The aircraft is flown by one or two professional pilots, depending on the maximum take-off gross weight of the helicopter. Aircraft utilization is much higher than corporate. Pilot salaries are generally 20-30%20-30 \% lower than corporate pilots and insurance is generally 25-50%25-50 \% higher than corporate. Aircraft maintenance and component overhauls are usually done in-house as opposed to sending the aircraft to a certified maintenance facility. These aircraft generally have fewer optional equipment items. 公用事业成本假设该飞机属于一个机队，机队拥有并运营用于公用事业目的，如架设高压电线、吊装设备和伐木。根据直升机最大起飞总重量，飞机由一名或两名专业飞行员驾驶。飞机的使用率远高于企业用途。飞行员薪资通常比企业飞行员低 20-30%20-30 \% ，保险费用通常比企业高 25-50%25-50 \% 。飞机维护和部件大修通常由内部完成，而不是送往认证的维修设施。这些飞机通常配备的可选设备较少。
Data Sources for Maintenance Costs 维护成本数据来源
Newly-Fielded and Newly-Developed Aircraft 新投入使用和新开发的飞机
Manufacturer supplied cost data and our knowledge of similar aircraft models utilizing similar maintenance philosophies are used to estimate costs for aircraft not yet certificated. These aircraft will be noted as having “Preliminary Data” to indicate that the data shown for this aircraft has not yet been independently verified. Occasionally, data for aircraft recently certificated will also be marked as “Preliminary Data” for the same reason. 制造商提供的成本数据以及我们对采用类似维护理念的类似机型的了解，用于估算尚未获得认证的飞机的成本。这些飞机将被标注为“初步数据”，以表明所示数据尚未经过独立验证。出于同样原因，最近获得认证的飞机数据有时也会被标注为“初步数据”。
Mature Aircraft 成熟飞机
We use actual cost data supplied by Jet Support Services, Inc, major MROs and manufacturers for aircraft that have been in production for at least 5 years. We also use our knowledge of similar aircraft models utilizing similar maintenance philosophies in conjunction with operator cost data to calculate the estimated costs for aircraft for which only limited data is available. 我们使用由 Jet Support Services, Inc、主要维修保养组织（MRO）和制造商提供的实际成本数据，这些数据来自已生产至少 5 年的飞机。我们还结合运营商成本数据，利用对采用类似维护理念的相似机型的了解，来计算仅有有限数据的飞机的估算成本。
Variable Costs 可变成本
Fuel Cost 燃油成本
Conklin & de Decker’s fuel cost is obtained from a third-party survey of numerous Fixed Base Operators (FBOs) for the US database and from knowledgeable operators and FBO’s in regions. The fuel cost shown is the list price for private, non-commercial operators. The prices shown do not contain any discounts, but do include applicable taxes as well as airport and FBO uplift fees. The cost of fuel is updated regularly (currently twice annually). No additives are included in the fuel cost. The cost of fuel may be shown as cost-per-gallon or cost-per-liter, depending on whether the user of the program has selected the English or the Metric system of measures. In addition, the cost of fuel will be shown in the currency selected by the user when the program was opened. Conklin & de Decker 的燃油成本来源于对美国数据库中众多固定基地运营商（FBO）以及各地区资深运营商和 FBO 的第三方调查。所示燃油成本为私人非商业运营商的挂牌价。显示的价格不包含任何折扣，但包括适用的税费以及机场和 FBO 的加油服务费。燃油成本会定期更新（目前为每年两次）。燃油成本中不包含任何添加剂。燃油成本可能以每加仑成本或每升成本显示，具体取决于程序用户选择的是英制还是公制单位。此外，燃油成本将以用户打开程序时选择的货币显示。
Fuel Burn - Fixed-Wing 燃油消耗 - 固定翼
The average fuel burn is shown in gallons per hour or liters per hour for each make/model aircraft using data that is generally derived from flight manuals, is calculated at the recommended cruise speeds and includes start, taxi and take-off fuel. Cruise altitude assumed for unpressurized aircraft is 8,000 feet ( 2,500 meters). For pressurized aircraft a flight altitude for optimum cruise fuel consumption is used. However, the cruise altitude cannot exceed the maximum certificated altitude. In addition, the cabin altitude cannot exceed 8,000Ft8,000 \mathrm{Ft}(2,500M)(2,500 \mathrm{M}). If it does, the cruise altitude is decreased to achieve an 8,000Ft(2,500M)8,000 \mathrm{Ft}(2,500 \mathrm{M}) cabin altitude. 平均油耗以每小时加仑或每小时升为单位显示，适用于每种制造商/型号的飞机，数据通常来源于飞行手册，计算基于推荐巡航速度，并包括起动、滑行和起飞燃油。未加压飞机的巡航高度假定为 8,000 英尺（2,500 米）。对于加压飞机，使用最佳巡航燃油消耗的飞行高度。然而，巡航高度不能超过最大认证高度。此外，客舱高度不能超过 8,000Ft8,000 \mathrm{Ft}(2,500M)(2,500 \mathrm{M}) 。如果超过，则降低巡航高度以实现 8,000Ft(2,500M)8,000 \mathrm{Ft}(2,500 \mathrm{M}) 的客舱高度。
The fuel burn calculation includes engine start, taxi, take-off and climb, cruise, descent, and landing for a standard trip length for each class of aircraft so that fuel burns for the aircraft in each class of aircraft are directly comparable: 燃油消耗计算包括发动机启动、滑行、起飞和爬升、巡航、下降和着陆，基于每个飞机类别的标准行程长度，以便各类别飞机的燃油消耗可以直接比较：
The flight profile used for the fixed-wing fuel burn calculation is as follows: 用于固定翼燃油消耗计算的飞行模式如下：
Start, taxi and take-off (include fuel for 10 minutes ground time) 起飞、滑行和起飞（包括 10 分钟地面时间的燃油）
International Standard Atmosphere (ISA), Standard Day (sea - level, 59F/15C) 国际标准大气（ISA），标准日（海平面，59 华氏度/15 摄氏度）
Normal climb at ISA Standard conditions, no wind 在 ISA 标准条件下正常爬升，无风
Climb direct to altitude (no step climb), at minimum rate of climb of 500 feet/minute ( 150 meters/minute): 直接爬升至高度（无分段爬升），最低爬升率为 500 英尺/分钟（150 米/分钟）：
Altitude for jets to be an optimum flight level between FL 290 - FL 450 喷气式飞机的最佳飞行高度为 FL 290 至 FL 450 之间
Altitude for turboprops and pistons is the optimum altitude consistent with the need to keep cabin altitude at or below 8,000 Ft (2,500 Meters) 涡轮螺旋桨机和活塞机的飞行高度应为在保持客舱高度在 8,000 英尺（2,500 米）或以下的前提下的最佳高度
Cruise at altitude for at least 50%50 \% of the total flight time 在总飞行时间中至少有 50%50 \% 的时间在巡航高度飞行
Cruise speed to be at a recommended constant cruise speed or Mach number 巡航速度应为推荐的恒定巡航速度或马赫数
Normal descent at ISA Standard conditions (no winds, 59F/15C at sea - level). A high speed/maximum descent schedule will not be used if a slower descent schedule is available 正常下降按 ISA 标准条件（无风，海平面温度 59 华氏度/15 摄氏度）进行。如果有较慢的下降方案可用，则不会采用高速/最大下降率方案
Trip time is measured from take - off to touchdown 飞行时间是从起飞到着陆的时间
The average fuel burn rate is then calculated as trip fuel/trip time. 平均燃油消耗率随后计算为飞行燃油量除以飞行时间。
To that amount we add 15%15 \% to account for real world conditions to include: 在此基础上，我们加上 15%15 \% 以考虑实际情况，包括：
Pilot flying techniques 飞行员的飞行技巧
Using high speed/maximum power settings 使用高速/最大功率设置
Air Traffic Control Restrictions - restricting the aircraft to less than optimum altitudes. Lower altitudes usually increase fuel burn 空中交通管制限制——限制飞机飞行在低于最佳的高度。较低的高度通常会增加燃油消耗
Ground delays - Running engines while spending extra time on the ground 地面延误——在地面停留时间较长时发动机仍在运行
Auxiliary Power Unit (APU) operation (many jets and some turboprops) 辅助动力装置（APU）运行（许多喷气式飞机和一些涡轮螺旋桨飞机）
Tankering Fuel - Carrying more fuel than is required for a single flight (common on many larger aircraft to take advantage of discounted fuel at home base) 携带燃料 - 携带超过单次飞行所需的燃料（许多大型飞机常见做法，以利用本基地的折扣燃料）
Fuel Burn - Helicopters 燃料消耗 - 直升机
The average fuel burn is shown in gallons per hour or liters per hour for each make/model helicopter using data that is generally derived from flight manuals and is calculated at recommended cruise speeds. Cruise altitude and temperature for helicopters are assumed to be 2,000Ft2,000 \mathrm{Ft} ( 600 Meters) and ISA temperatures. 平均燃料消耗以每小时加仑数或每小时升数表示，针对每个品牌/型号的直升机，数据通常来源于飞行手册，并按推荐巡航速度计算。直升机的巡航高度和温度假定为 2,000Ft2,000 \mathrm{Ft} （600 米）和国际标准大气温度。
The fuel burn calculation includes engine start, taxi, take-off and climb, cruise, decent and landing for a standard trip length so that fuel burn rates among different helicopters are directly comparable: 燃料消耗计算包括发动机启动、滑行、起飞和爬升、巡航、下降和着陆，基于标准行程长度，以便不同直升机之间的燃料消耗率可直接比较：
Helicopters: 50 NM ( 90 KM ) 直升机：50 海里（90 公里）
The flight crew and passenger complement is assumed to be as follows, unless otherwise noted: 除非另有说明，飞行机组人员和乘客人数假定如下：
Pilots 飞行员
Passengers 乘客
Helicopters (twin engine or over 12,500 Lbs/5,700 Kilo) 直升机（双引擎或超过 12,500 磅/5,700 公斤）
2
4
Helicopters (single engine) 直升机（单引擎）
1
4^(**)4^{*}
Or maximum seating capacity if less than 4 passenger seats are available 或者如果乘客座位少于 4 个，则为最大载客量
Pilots Passengers
Helicopters (twin engine or over 12,500 Lbs/5,700 Kilo) 2 4
Helicopters (single engine) 1 4^(**)
Or maximum seating capacity if less than 4 passenger seats are available | | Pilots | Passengers |
| :--- | :--- | :--- |
| Helicopters (twin engine or over 12,500 Lbs/5,700 Kilo) | 2 | 4 |
| Helicopters (single engine) | 1 | $4^{*}$ |
| Or maximum seating capacity if less than 4 passenger seats are available | | |
The flight profile used for helicopter fuel burn calculations is as follows: 用于直升机燃油消耗计算的飞行模式如下：
Start, taxi and take-off (include fuel for 10 minutes ground time) 启动、滑行和起飞（包括 10 分钟地面时间的燃油）
ISA, Standard Day (sea-level, 59F/15C) ISA，标准日（海平面，59 华氏度/15 摄氏度）
Normal climb at ISA Standard conditions, no wind to 2,000 Feet (600 Meters) cruise altitude with ISA temperature 在 ISA 标准条件下正常爬升，无风，至 2,000 英尺（600 米）巡航高度，温度为 ISA 标准温度
Cruise speed to be at a recommended constant speed 巡航速度保持在推荐的恒定速度
Normal descent at ISA Standard conditions (no winds, 59F/15C at sea-level) 标准大气条件下的正常下降（无风，海平面温度 59 华氏度/15 摄氏度）
Trip time is measured from take - off to touchdown 飞行时间从起飞到着陆计算
No additional fuel allowance to account for real-world conditions is added to the helicopter fuel burn because most of the factors experienced in fixed wing flight operations do not occur in helicopter operations. This is supported by extensive operator data collected by our company over many years. 直升机燃油消耗未额外增加用于应对实际飞行条件的燃油余量，因为固定翼飞行操作中遇到的大多数因素在直升机操作中并不存在。我们的公司多年来收集的大量运营商数据支持这一点。
Fuel Additives 燃油添加剂
This is the cost per gallon or liter of fuel additives used for anti-icing or as a fungicide. 这是用于防冰或作为杀菌剂的燃料添加剂的每加仑或每升成本。
Lubricants 润滑剂
Cost of all lubricants such as engine oil, transmission oil and hydraulic fluid is used for all helicopters (at a standard 1%) and all piston aircraft (at 2%). Surveys have confirmed these to be realistic estimates. This cost is not calculated for jets and turboprops, since the cost for these items is included in the parts cost. 所有润滑剂的成本，如发动机油、变速箱油和液压油，适用于所有直升机（标准为 1%）和所有活塞飞机（为 2%）。调查已证实这些是合理的估算。喷气机和涡轮螺旋桨飞机不计算此项成本，因为这些项目的费用已包含在零件成本中。
Maintenance 维护
All fixed-wing aircraft (jets, turboprops and piston aircraft) and helicopter maintenance costs are estimated using our FulLife ^("™ "){ }^{\text {™ }} cost approach. Under the FulLife ^("TM "){ }^{\text {TM }} approach we estimate the funds that should be set aside in order to pay for all scheduled and unscheduled, near-term and eventual maintenance of the aircraft over one operational life cycle of each inspection, component overhaul, engine overhaul and replacement of life limited items. 所有固定翼飞机（喷气式、涡桨和活塞飞机）及直升机的维护成本均采用我们的 FulLife ^("™ "){ }^{\text {™ }} 成本方法进行估算。在 FulLife ^("TM "){ }^{\text {TM }} 方法下，我们估算应预留的资金，以支付飞机在一个运营生命周期内所有计划内和计划外的、近期和最终的维护费用，包括每次检查、部件大修、发动机大修及寿命限制部件的更换。
This includes labor, parts and components for the entire aircraft, including a standard interior and standard avionics and cockpit displays. Optional interior furnishings or equipment as well as optional avionics and displays are not included. 这包括整个飞机的人工、零件和组件费用，涵盖标准内饰和标准航空电子设备及驾驶舱显示器。不包括可选内饰装饰或设备，以及可选的航空电子设备和显示器。
Maintenance - Labor 维护 - 人工
Maintenance labor costs assume one full operational life cycle of the aircraft. An aging factor is applied to the aircraft costs during the aircraft’s operational life cycle. 维护人工成本假设飞机经历一个完整的运营生命周期。在飞机的运营生命周期内，飞机成本会应用老化因素。
Maintenance labor cost is composed of two parts: the cost per labor hour and the number of labor hours. 维护人工成本由两部分组成：每工时成本和工时数量。
Cost per Labor Hour 每工时成本
The cost per labor hour is an average of the cost per hour experienced by operators at various manufacturers’ authorized maintenance facilities in the US for the different types of aircraft (jets, turboprops, pistons and helicopters). This cost is surveyed and adjusted annually. A similar approach is used for the other regions around the world. 每工时成本是基于美国各制造商授权维修设施中运营商针对不同类型飞机（喷气机、涡桨机、活塞机和直升机）所经历的平均每小时成本。该成本每年进行调查和调整。其他地区也采用类似的方法。
Labor Hours per Flight Hour 每飞行小时工时数
Labor included in our aircraft labor calculation is all labor required for: 我们飞机劳务计算中包含的劳务是指所有以下所需的劳务：
Scheduled maintenance to include all inspections for a FulLife ^("TM "){ }^{\text {TM }} period, including the labor required for major periodic inspections due on many jets at 96 months or on one manufacturer’s helicopters at 12 years 计划维护，包括整个 FulLife ^("TM "){ }^{\text {TM }} 周期内的所有检查工作，包括许多喷气式飞机在 96 个月时或某制造商直升机在 12 年时需进行的大型定期检查所需的劳务
Discrepancies found during scheduled maintenance inspections/events for the airframe and avionics (on condition) 在计划维护检查/事件中发现的机身和航空电子设备（按状况）的缺陷修复
Routine engine maintenance not covered during engine overhaul 发动机大修期间未涵盖的常规发动机维护
Labor for the removal/replacement of components requiring overhaul/inspection/servicing as well as life limited components 拆卸/更换需要大修/检查/维护的部件以及寿命有限部件的人工费
Minor airworthiness directives and service bulletins 轻微适航指令和服务通告
Labor not included in our labor calculation is labor required for: 未包含在我们人工计算中的人工包括：
Major engine maintenance covered by our estimated engine restoration costs 由我们估算的发动机修复费用涵盖的主要发动机维护
Off aircraft overhaul and repair of major components, such as landing gear, propellers and main rotor gearboxes 机外大部件的检修和修理，如起落架、螺旋桨和主旋翼齿轮箱
Maintenance labor required for optional equipment, aircraft completion items (interior), aircraft cleaning and washing, any administrative labor, stocking of aircraft supplies or travel to repair aircraft 选装设备、飞机内饰完成项目、飞机清洁和洗涤所需的维护人工，任何行政人工，飞机用品的储备或维修飞机的差旅人工
Maintenance - Parts 维护 - 零件
Parts included in our aircraft parts cost calculation: 我们飞机零件成本计算中包含的零件：
All airframe, avionics and minor engine consumable parts required for routine scheduled maintenance including for major inspections 所有机身、航空电子设备及常规发动机消耗零件，涵盖例行定期维护及重大检查所需
Unscheduled maintenance, including for standard avionics and cockpit displays 非计划维护，包括标准航空电子设备和驾驶舱显示器的维护
On-condition maintenance 按状况维护
An average of 20%20 \% of the total component overhaul and life limited parts cost has been added to account for premature removal of these parts due to failure (Helicopters only) 平均增加了总部件大修和寿命限制部件成本的 20%20 \% ，以考虑因故障导致的这些部件提前更换（仅限直升机）
Parts associated with airworthiness directives and mandatory service bulletins 与适航指令和强制性服务通告相关的零件
Not included in our parts cost calculation: 未包含在我们的零件成本计算中：
Parts used in the normal overhaul of components, life-limited parts and engines 正常大修中使用的零件、寿命限制零件和发动机
Parts required for inventory costs, optional equipment, and aircraft completion items (interior) 库存成本所需零件、可选设备和飞机完成项目（内饰）
Shipping, import duties and taxes/VAT 运输费、进口关税和税费/增值税
Engine Restoration 发动机修复
The engines used on all aircraft require major periodic maintenance to maintain and/or restore their integrity and performance. For most turbine and all piston powered aircraft (fixed-wing and helicopter), these major engine maintenance events occur on a fixed interval inspection schedule. However, for some large and long range corporate fixed-wing aircraft and almost all airliner aircraft the major engine maintenance occurs on an “on-condition” basis. To obtain a clear understanding of the long-term cost of engine maintenance we show the cost per hour that should be set aside to cover the estimated cost of the major maintenance when it is due – i.e. the total estimated cost of the engine major maintenance divided by the major inspection interval in hours or the average number of hours between oncondition removals. The source for these estimated costs per flight hour are as follows: 所有飞机使用的发动机都需要定期进行重大维护，以保持和/或恢复其完整性和性能。对于大多数涡轮发动机和所有活塞发动机飞机（固定翼和直升机），这些重大发动机维护事件按照固定的间隔检查计划进行。然而，对于一些大型和远程公务固定翼飞机以及几乎所有的客机，重大发动机维护则是基于“状态”的方式进行。为了清楚了解发动机维护的长期成本，我们展示了每小时应预留的费用，以覆盖预计的重大维护成本——即发动机重大维护的总预计成本除以重大检查间隔小时数，或基于状态拆卸的平均小时数。这些每飞行小时预计成本的来源如下：
Turbine Powered Fixed-Wing Aircraft 涡轮动力固定翼飞机
Engine allowances for turbine powered fixed-wing aircraft use the Jet Support Services Essential+ LLC plan to cover the cost of scheduled and unscheduled maintenance, all required inspections and overhauls and replacement of any Life Limited Components (LLC) such as the turbine disks or impeller). Aircraft for which no JSSI plan rate is available are estimated using our engine cost database. 涡轮动力固定翼飞机的发动机费用使用 Jet Support Services Essential+ LLC 计划，涵盖定期和非定期维护、所有必需的检查和大修以及任何寿命有限部件（LLC）的更换（如涡轮盘或叶轮）。对于没有 JSSI 计划费率的飞机，则使用我们的发动机成本数据库进行估算。
Piston Powered Fixed-Wing Aircraft and Helicopters 活塞动力固定翼飞机和直升机
All piston powered fixed-wing aircraft and helicopters use a set aside estimate to cover the cost of an overhaul of the engine. The cost per flight hour estimate for the overhaul is based on the recommended Time between Overhaul (TBO). 所有活塞动力固定翼飞机和直升机均使用预留估算来覆盖发动机大修的费用。每飞行小时的大修费用估算基于推荐的大修间隔时间（TBO）。
Turbine Powered Helicopters 涡轮动力直升机
The engine costs for turbine powered helicopters are estimated using our engine overhaul cost database for an “average” engine. This cost includes the labor and parts for all scheduled and unscheduled maintenance, repair, overhaul or replacement of accessories and replacement of Life Limited Components (LLC) if required. The cost per flight hour estimate for the overhaul is based on two cycles per hour and the recommended Time between Overhaul (TBO). 涡轮动力直升机的发动机费用是根据我们发动机大修成本数据库中“平均”发动机的估算得出。该费用包括所有计划内和计划外的维护、修理、大修或附件更换的人工和零件费用，以及如有需要的寿命限制部件（LLC）更换费用。大修的每飞行小时成本估算基于每小时两次循环和推荐的大修间隔时间（TBO）。
Major Periodic Maintenance 重大定期维护
In addition to the engines, many fixed and rotary wing aircraft require major periodic inspections and/or overhauls of major components. Examples include the landing gear overhaul at a specified number of landings on almost all fixed-wing aircraft and the main rotor gearbox after a certain number of hours on almost all helicopters. As with the engines, it is important to have a clear understanding of the longterm cost of this type of major maintenance. For this reason, we show the cost per hour that should be set aside to cover the estimated cost of these major inspections and overhauls when they are due – i.e. the total estimated cost of the inspection or component overhaul divided by the major inspection/overhaul interval in hours. 除了发动机外，许多固定翼和旋翼飞机还需要对主要部件进行定期的大修和/或检修。例如，几乎所有固定翼飞机在达到规定的着陆次数后都需进行起落架大修，几乎所有直升机在达到一定飞行小时数后需对主旋翼变速箱进行大修。与发动机一样，清楚了解这类重大维护的长期成本非常重要。因此，我们展示了每小时应预留的费用，以覆盖预计在到期时进行这些重大检修和大修的成本——即检修或部件大修的总预计成本除以重大检修/大修的小时间隔。
The costs per flight hour shown are estimated using our major inspection and component overhaul costs included in our FulLife ^("TM "){ }^{\text {TM }} cost database. Included in the cost per hour for this element are: 所示的每飞行小时成本是基于我们 FulLife ^("TM "){ }^{\text {TM }} 成本数据库中包含的重大检修和部件大修成本估算的。该部分的每小时成本包括：
Major Component Overhauls 主要部件大修
This includes the inspection labor plus the maintenance labor and parts, as well as the required testing for the major component overhaul. 这包括检修人工费、维护人工费和零件费用，以及主要部件大修所需的测试费用。
Life Limited Parts 寿命限制部件
Only the cost of the parts is included here since the cost of labor is included in the airframe maintenance labor cost. For example, an item with a life of 20,000 cycles and a cost of $20,000\$ 20,000 would have a cost of $1\$ 1 per hour. 这里只包括部件的成本，因为人工成本已包含在机体维护人工成本中。例如，一个寿命为 20,000 个循环且成本为 $20,000\$ 20,000 的部件，其每小时成本为 $1\$ 1 。
This is the cost of parts and labor required to overhaul the thrust reversers that have a fixed overhaul interval. Routine costs for oncondition thrust reversers are included in the maintenance-parts and labor. On some aircraft this cost is included with the engine restoral cost. 这是对具有固定大修间隔的推力反向器进行大修所需的部件和人工成本。按状态维护的推力反向器的常规费用包含在维护部件和人工费用中。在某些飞机上，该费用包含在发动机修复费用中。
Propeller Allowance (Turboprop and Piston Aircraft) 螺旋桨费用（涡轮螺旋桨和活塞飞机）
This is an estimate of the maintenance labor and parts costs required to overhaul the propeller(s), including the cost of any life-limited parts. This cost is divided by the overhaul interval to arrive at a cost per hour. 这是对螺旋桨大修所需的维护人工和零件费用的估算，包括任何寿命有限部件的费用。该费用除以大修间隔，得出每小时的费用。
APU Maintenance Allowance APU 维护费用
This cost element includes all costs associated with the maintenance and overhaul of the Auxiliary Power Unit (APU) except routine maintenance and minor servicing which is included with the general maintenance labor and parts cost. For Honeywell units, if covered by a JSSI APU maintenance plan, it is the annual fee divided by the aircraft’s annual flight hours; otherwise it is the Honeywell Maintenance Service Program (MSP) hourly rate. For units manufactured by other than Honeywell, we use JSSI’s hourly rates. If the unit is not covered by JSSI we estimate the hourly cost. 该费用项包括辅助动力装置（APU）维护和大修的所有费用，常规维护和小修服务费用包含在一般维护人工和零件费用中。对于霍尼韦尔（Honeywell）设备，如果包含在 JSSI 的 APU 维护计划中，则费用为年费除以飞机的年飞行小时数；否则按霍尼韦尔维护服务计划（MSP）的小时费率计算。对于非霍尼韦尔制造的设备，我们采用 JSSI 的小时费率。如果设备未包含在 JSSI 计划中，则估算小时费用。
Landing and Parking Fees 着陆和停机费
This cost element represents typical charges associated with landing and parking the aircraft away from home base. These charges vary widely from airport to airport. In general, landing charges are based on the maximum take-off gross weight of the aircraft and parking charges are based on the weight of the aircraft and the duration of the stay. However, every airport and FBO uses its own formula. For that reason we use an average of a variety of airports to calculate the average hourly cost. Costs for airports outside the US tend to be higher, sometimes by a very significant margin. Our approach has been to obtain the basic formula for various representative airports in a particular region from data published on the internet by these airports or from operators familiar with these airports/countries. The resulting data is then averaged to obtain an average cost per hour for Landing and Parking fees for the US and other regions/countries. 该费用项代表了在非本基地机场着陆和停机的典型收费。这些收费在不同机场之间差异很大。一般来说，着陆费是根据飞机的最大起飞总重计算的，停机费则根据飞机重量和停留时间计算。然而，每个机场和固定基地运营商（FBO）都有自己的计算公式。因此，我们采用多个机场的平均值来计算平均小时成本。美国以外的机场费用通常较高，有时差距非常显著。我们的方法是从这些机场或熟悉这些机场/国家的运营商发布的互联网数据中获取特定区域内多个代表性机场的基本计算公式，然后将所得数据平均，得出美国及其他地区/国家的着陆和停机费平均小时成本。
Air Traffic Control (ATC) Fees 空中交通管制（ATC）费用
The cost of providing air traffic control services in the US is not paid separately, but is paid indirectly by the operators by means of the federal fuel tax for non commercial operators and the Federal Excise Tax FET) for commercial operators. 美国提供空中交通管制服务的费用不是单独支付的，而是由运营商通过联邦燃油税（针对非商业运营商）和联邦消费税（FET，针对商业运营商）间接支付。
In most other countries, the cost of ATC services is charged directly to the operator (private or commercial). In general, these charges, which include ATC services during departure, cruise and approach, as well as communications services, are based on distance flown and maximum takeoff gross weight of the aircraft. Many countries publish their ATC fee structure on the internet and where available, we have used that information to establish formulas for the ATC charges. Where this information is not available on the internet, our formulas are based on discussions with operators. 在大多数其他国家，空中交通管制服务的费用是直接向运营商（私人或商业）收取的。通常，这些费用包括起飞、巡航和进近期间的空管服务以及通信服务，收费依据飞行距离和飞机最大起飞总重。许多国家会在互联网上公布其空管费用结构，我们在有相关信息的情况下，利用这些信息建立了空管费用的计算公式。对于互联网无法获取信息的国家，我们的公式则基于与运营商的讨论。
Crew Expenses 机组人员费用
If shown, this is the cost incurred by the flight crew (Pilots and Flight Attendant), when away from home base, for accommodations, transportation and meals. The costs for the US are typical of a major metropolitan area and use a formula that includes $250\$ 250 per person per night (Hotel $150, Meals $50, Misc. $50). For other regions we adjust these costs by means of the US State Department allowances in the different countries or regions for these expenses. This information is then cross checked with local operators and adjusted if appropriate. 如果显示，此费用为飞行机组人员（飞行员和乘务员）在离开基地时因住宿、交通和餐饮产生的费用。美国的费用以主要大都市区为典型，采用的计算公式包括每人每晚 $250\$ 250 美元（酒店 150 美元，餐饮 50 美元，杂项 50 美元）。对于其他地区，我们根据美国国务院在不同国家或地区的相关费用津贴调整这些费用。然后将这些信息与当地运营商进行交叉核对，并在适当时进行调整。
Small Supplies and Catering 小型用品和餐饮
This is the costs incurred for minor supplies for the cabin and cockpit (flashlight batteries, napkins, toilet paper, etc.) and all in-flight catering for the crew and passengers. We use a formula based on the number of crew, number of passenger seats and class of aircraft. 这是为机舱和驾驶舱的小型用品（手电筒电池、餐巾纸、卫生纸等）以及机组人员和乘客的所有机上餐饮所产生的费用。我们使用基于机组人数、乘客座位数和飞机等级的计算公式。
Fixed Costs 固定成本
Crew Salaries 机组人员薪资
This shows the annual base salary of a full-time Captain, Copilot and, for super midsize and larger aircraft, Flight Attendant for each category of aircraft. 这显示了全职机长、副驾驶以及对于超中型及更大型飞机的乘务员的年度基本薪资，按飞机类别划分。
Crew salaries for US-based aircraft are obtained from the National Business Aviation Association survey ( 90^("th ")90^{\text {th }} percentile), Professional Pilot magazine salary survey and other surveys. Crew salaries for aircraft based in other countries/regions are generally obtained from the local business aviation community and operators familiar with the region or country. 美国境内飞机的机组人员薪资数据来源于国家商务航空协会调查（ 90^("th ")90^{\text {th }} 百分位）、《专业飞行员》杂志薪资调查及其他调查。其他国家/地区的飞机机组人员薪资通常由当地商务航空社区和熟悉该地区或国家的运营商提供。
Crew Salaries - Benefits 机组人员薪资 - 福利
This cost covers expenses that are paid by the employer in behalf of the employee in the form of: 此费用涵盖雇主代表员工支付的开支，形式包括：
Payroll taxes (such as the employer’s portion of a government run retirement plan (Social Security in the US), medical care program (Medicare in the US), unemployment insurance, etc. 工资税（例如政府运营的退休计划的雇主部分（美国的社会保障）、医疗保健计划（美国的医疗保险）、失业保险等）。
Benefits that are typically offered by the organization, such as life insurance, loss of license insurance, medical insurance (if not provided through a government program), uniform allowances, retirement plan contributions, cell phone plans, etc. 组织通常提供的福利，如人寿保险、执照丢失保险、医疗保险（如果不是通过政府计划提供）、制服津贴、退休计划缴款、手机计划等。
In the US this cost is typically 30%30 \% of the salary. The percentage in other countries/regions is based on internet research and discussions with operators familiar with the region or country. 在美国，此费用通常为工资的 30%30 \% 。其他国家/地区的百分比基于互联网研究和与熟悉该地区或国家的运营商的讨论。
Hangar 机库
Hangar space rental costs vary by aircraft size and location. The square footage size for fixed-wing aircraft is calculated by multiplying aircraft length by wingspan. For helicopters with three or more rotor blades, the square footage is calculated by multiplying the rotor diameter and the overall length. For two-bladed helicopters, the square footage is calculated by multiplying the maximum width of the fuselage and the overall length of the helicopter. For a given aircraft, the hangar cost will be highest at busy airports with limited real estate space in major metropolitan areas. 机库租赁费用因飞机大小和地点而异。固定翼飞机的面积通过飞机长度乘以翼展计算。对于三叶或以上旋翼的直升机，面积通过旋翼直径乘以整体长度计算。对于双叶旋翼直升机，面积通过机身最大宽度乘以直升机整体长度计算。对于特定飞机，机库费用在主要大都市区的繁忙机场因有限的土地资源而最高。
For the US, yearly hangar rental costs per square foot is the average of an annual survey of a number of major business aviation airports in large metropolitan areas. Hangar costs for other regions/countries are based on operator data. 在美国，每平方英尺的年机库租赁费用是对多个大都市区主要商务航空机场进行年度调查的平均值。其他地区/国家的机库费用则基于运营商数据。
Insurance - Hull 保险 - 机身
All-risk hull insurance cost in the Aircraft Operating Costs & Performance Guide is calculated by applying a percentage to the hull value of the aircraft. The percentage rates we use are valid for operators who have a good safety record, use professional, simulator-based pilot training programs at least annually and are audited by outside auditors on a regular scheduled basis. Operators who do not meet these standards are likely to have higher insurance costs. 《飞机运营成本与性能指南》中全险机身保险费用是通过对飞机机身价值应用一定百分比计算得出的。我们使用的百分比费率适用于那些拥有良好安全记录、至少每年使用专业的基于模拟器的飞行员培训项目，并且定期接受外部审计的运营商。不符合这些标准的运营商保险费用可能会更高。
All-risk hull insurance covers the aircraft while in flight, as well as on the ground while parked or in the hangar, taxiing and/or during engine run-ups by the pilot(s) or qualified maintenance personnel. 全险机身保险涵盖飞机在飞行中，以及停放或停放在机库内、滑行和/或由飞行员或合格维修人员进行发动机试车时的情况。
The hull insurance rates we use are averages obtained from major insurance underwriters for coverage of US-based aircraft as well as for aircraft based in other regions/countries. 我们使用的机身保险费率是从主要保险承保商处获得的平均值，适用于美国境内的飞机以及其他地区/国家的飞机。
Insurance - Combined Single Limit Liability 保险 - 综合单一限额责任
Aircraft liability insurance protects you if your aircraft injures other people or damages other peoples’ property. The most comprehensive version of this insurance is Combined Single Limit Liability Insurance. The cost for this liability insurance is shown in the Aircraft Operating Costs & Performance Guide. 飞机责任保险保护您在飞机造成他人伤害或损坏他人财产时的风险。最全面的责任保险版本是综合单一限额责任保险。该责任保险的费用在《飞机运营成本与性能指南》中有显示。
The Combined Single Limit Liability insurance we use combines coverage for both property damage and bodily injury per occurrence into a single limit with no further limitation. In other words, regardless of whether the claim against you arises from injuries or death to persons or from damage to another’s property, the amount of protection you have is the Combined Single Limit. It is usually expressed as a single number, for example $50\$ 50 Million for each occurrence. 我们使用的综合单一限额责任保险将每次事故的财产损失和人身伤害的保障合并为一个单一限额，没有进一步的限制。换句话说，无论针对您的索赔是因人员受伤或死亡，还是因他人财产损坏，您的保障金额都是综合单一限额。通常以一个数字表示，例如每次事故 $50\$ 50 百万美元。
The liability limits used for the Aircraft Operating Costs & Performance Guide are: 《飞机运营成本与性能指南》中使用的责任限额为：
Jets (12 seats or more): $200 Million 喷气式飞机（12 座或以上）：2 亿美元
Jets (11 seats or less): $100 Million 喷气式飞机（11 座或以下）：1 亿美元
VLJ’s: $25 Million 超轻型喷气机（VLJ）：2500 万美元
Turboprops: $50 Million 涡轮螺旋桨飞机：5000 万美元
Turbine Helicopter: $25 Million 涡轮直升机：2500 万美元
Piston Helicopter: $1 Million 活塞直升机：100 万美元
Piston Aircraft: $1 Million 活塞飞机：100 万美元
The liability insurance rates we use are averages obtained from major insurance underwriters for coverage of US-based aircraft as well as for aircraft based in other regions/countries. 我们使用的责任保险费率是从主要保险承保商处获得的平均值，涵盖美国境内的飞机以及其他地区/国家的飞机。
Note: Your insurance cost may be different from ours as these costs are based on aircraft mission as well as pilot training and flight department safety records. Our insurance premium costs assume professional pilots who attend regular, simulator-based professional refresher training at least annually and who have an accident free record. Consult with your aviation insurance broker to determine your risks and recommended coverage. 注意：您的保险费用可能与我们的不同，因为这些费用基于飞机任务、飞行员培训和飞行部门的安全记录。我们的保险保费假设飞行员是专业人员，至少每年参加一次基于模拟器的专业复训，并且有无事故记录。请咨询您的航空保险经纪人，以确定您的风险和建议的保险范围。
Recurrent Training 复训
There are two types of recurrent flight training, one time and full service contract recurrent flight training. We use the cost for one-time recurrent flight crew training using a professional, full-motion simulator-based training program, such as provided by FlightSafety, CAE/Simuflite, Textron or SimCom, or the equivalent for aircraft that do not have a full-motion simulator-based training program available. This cost includes a $1,000\$ 1,000 allowance for travel and lodging per pilot to the location of a simulator training program appropriate for the aircraft for which training is needed. 复训分为一次性复训和全方位服务合同复训两种。我们采用一次性复训的费用，使用专业的全动感模拟器培训项目，如 FlightSafety、CAE/Simuflite、Textron 或 SimCom 提供的，或对于没有全动感模拟器培训项目的飞机，采用同等水平的培训。该费用包括每位飞行员前往适合所需培训飞机的模拟器培训地点的 $1,000\$ 1,000 差旅和住宿补贴。
Full-service contract recurrent training covers training twice a year on one aircraft or once a year on one aircraft and once a year on another less expensive aircraft. The cost is approximately 60%60 \% more than one-time recurrent flight training. 全方位服务合同复训包括每年两次在同一架飞机上的培训，或每年一次在一架飞机上培训，另一次在另一架较便宜的飞机上培训。费用大约比一次性复训高出 60%60 \% 。
This accrual covers the cost of installing desired optional service bulletins, avionics and cockpit instrumentation and displays, avionics upgrades required by the FAA or other aviation authorities, as well as the cost of repairing damage to the aircraft that is not covered by the insurance (i.e. the cost of the hull insurance deductible or small claims not submitted to the insurance company). These costs are not necessarily expended every year but usually will accrue for several years. 该应计费用涵盖安装所需的可选服务通告、航空电子设备和驾驶舱仪表及显示器、FAA 或其他航空管理机构要求的航空电子设备升级费用，以及修理飞机损坏但不在保险范围内的费用（即机体保险免赔额费用或未向保险公司提交的小额索赔）。这些费用不一定每年都会发生，但通常会累计数年。
This cost is based on the aircraft group (Long Range jet, Medium jet etc.) and aircraft age. We have three cost groups for aircraft age; new, used less than 10 years and older than 10 years. We assume a new aircraft will have a lower modernization cost than an older one and a large jet like the Global 7500 will have a higher Modernization cost than a VLJ like the Cirrus Vision. A new aircraft like the Falcon 2000S will have a lower Modernization cost than a used Falcon 2000. 该费用基于飞机类别（远程喷气机、中型喷气机等）和飞机年龄。我们将飞机年龄分为三个成本组：新机、使用少于 10 年和使用超过 10 年。我们假设新飞机的现代化成本低于旧飞机，且像 Global 7500 这样的大型喷气机的现代化成本高于像 Cirrus Vision 这样的超轻型喷气机。像 Falcon 2000S 这样的新飞机的现代化成本低于二手 Falcon 2000。
Costs are estimated for US-based aircraft and adjusted for non-US regions/countries using adjustment factors that take into account the cost and productivity of labor. 费用估算基于美国境内的飞机，并通过调整系数对非美国地区/国家进行调整，调整系数考虑了劳动力成本和生产率。
Navigation Chart Service 导航图表服务
This is the cost for an annual subscription to an enroute and approach chart service tailored to the aircraft’s operation. This cost will differ depending on aircraft mission. For example, helicopters and piston fixed-wing get regional subscriptions; long-range jets get a worldwide subscription. Subscription costs are essentially the same for all countries. 这是针对飞机运营量身定制的航路和进近图表服务的年度订阅费用。该费用会根据飞机的任务不同而有所差异。例如，直升机和活塞固定翼飞机订阅区域服务；长程喷气机则订阅全球服务。订阅费用在所有国家基本相同。
Refurbishing 翻新
This an accrual cost for maintaining the appearance of the interior and exterior of the aircraft in excellent condition. Included is routine cleaning and the repairs of the cockpit and cabin furnishings. Periodic minor interior refurbishment is included. This includes touch-ups, plus repairs of upholstery and other fabrics. One major interior refurbishment to include replacement of fabrics and seat reupholstering is assumed to be done in conjunction with an exterior repainting every 7 to 10 years. 这是为保持飞机内外部外观处于优良状态而计提的费用。包括例行清洁以及驾驶舱和客舱家具的维修。周期性的小型内部翻新也包含在内，包括修补以及软垫和其他织物的修理。假设每 7 到 10 年进行一次大型内部翻新，包括更换织物和座椅重新装饰，通常与外部重新喷漆同时进行。
We use a formula to calculate this cost based on aircraft type, size and mission. Large cabin, long-range aircraft assume a higher level of materials and furnishings, plus a more extensive galley than do smaller aircraft, such as small jets, turboprops and helicopters used for regional or local flights. 我们使用一个公式根据飞机类型、尺寸和任务来计算这项费用。大型客舱、长程飞机假设使用更高档的材料和家具，并配备比小型飞机（如用于区域或本地航线的小型喷气机、涡桨机和直升机）更为完善的厨房设备。
Costs are estimated for US-based aircraft and adjusted for non-US regions/countries using adjustment factors that take into account the cost and productivity of labor. 成本是针对美国本土飞机估算的，并根据考虑劳动力成本和生产率的调整系数对非美国地区/国家进行调整。
Computerized Maintenance Program 计算机化维护程序
This is the cost for an annual subscription cost of a typical computerized tracking and record keeping service for scheduled aircraft maintenance and components. Subscription costs are essentially the same for all countries. Costs are determined by the group of the aircraft. 这是典型的计算机化跟踪和记录服务的年度订阅费用，用于计划中的飞机维护和部件。订阅费用在所有国家基本相同。费用由飞机所属组别决定。
Weather Service 气象服务
This is the cost of an annual subscription for a typical computerized weather forecasting service. Again, subscription costs are essentially the same for all countries. 这是典型计算机化天气预报服务的年度订阅费用。同样，订阅费用在所有国家基本相同。
Market Depreciation 市场折旧
Market Depreciation is a widely changing variable based on the residual value of the aircraft in the marketplace. Until the aircraft is sold no one really knows the exact market value of the aircraft. Once an aircraft is sold the difference between what the aircraft was purchased for and the eventual selling price (Residual Value) is referred to as Market Depreciation. Aircraft tend to retain more of their value for a longer period of time than trucks or machinery. However, until the aircraft is sold, market depreciation is an estimate. 市场折旧是一个根据飞机在市场上的残值而大幅变化的变量。在飞机出售之前，没有人能确切知道飞机的市场价值。一旦飞机出售，飞机的购买价格与最终售价（残值）之间的差额即称为市场折旧。与卡车或机械设备相比，飞机通常能在更长时间内保持更多的价值。然而，在飞机出售之前，市场折旧只是一个估算值。
In the Aircraft Operating Costs & Performance Guide, we assume market depreciation of 7% per year for Jets, 6% per year for Turboprops and Piston and 8%8 \% per year for Helicopters. Market depreciation percentages are based on our historical residual value data for these aircraft types and are reviewed on a regular basis. 在《飞机运营成本与性能指南》中，我们假设喷气式飞机的市场折旧率为每年 7%，涡轮螺旋桨机和活塞机为每年 6%，直升机为每年 8%8 \% 。市场折旧百分比基于我们对这些飞机类型历史残值数据的分析，并定期进行审查。
General Specification 通用规格
The dimensions, volumes, weights, etc. shown in the General Specification section of the Aircraft Operating Costs & Performance Guide and discussed in the following paragraphs may be shown in the English system (Feet, Inches, Lbs, Gallons, Feet, Miles, Knots, etc.) or the Metric system (Meters, Centimeters, Kilos, Liters, Kilometers Kilometers/Hour, etc.), depending on the selection made by the user when the program is opened. The English system is the default selection. 飞机运营成本与性能指南中通用规格部分显示的尺寸、体积、重量等，以及以下段落中讨论的内容，可能以英制单位（英尺、英寸、磅、加仑、英尺、英里、节等）或公制单位（米、厘米、公斤、升、千米、千米/小时等）显示，具体取决于用户打开程序时所选择的单位系统。默认选择为英制单位。
Similarly, the purchase price shown in the Aircraft Operating Costs & Performance Guide may be shown in a number of different currencies, as selected by the user when the program is opened. The default currency selection is the US Dollar ($). 同样，飞机运营成本与性能指南中显示的购买价格可能以多种不同货币显示，具体由用户打开程序时选择。默认货币为美元（$）。
Cabin Dimensions 机舱尺寸
Cabin Height, Width and Length 客舱高度、宽度和长度
These dimensions are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum available within that cabin space. 这些尺寸基于完成的内饰。在“客舱级”飞机上，长度是从驾驶舱隔板测量到后部压力隔板（如果无加压，则为后部客舱隔板）。对于小型客舱飞机，距离是从驾驶舱防火墙到后部隔板。高度和宽度是该客舱空间内可用的最大值。
Cabin Volume 客舱体积
The total passenger cabin volume equals (empty volume from cockpit divider/back of pilot seat to aft-most point of rear seating) + (front passenger area [if single pilot]. It is measured with headliner in place with no chairs or other furnishings. We calculate this based on Computer Aided Design (CAD) drawings of the interior and not manufacturer provided data. 总乘客客舱体积等于（从驾驶舱隔板/驾驶员座椅后方到后排座椅最远点的空置体积）+（前排乘客区域[如果是单驾驶员]）。测量时顶棚已安装，且无座椅或其他家具。我们基于内部的计算机辅助设计（CAD）图纸进行计算，而非制造商提供的数据。
Internal Baggage Storage: If there is an area in the cabin that is clearly defined as baggage space and readily accessible by the passengers in flight, then it is calculated and displayed as a separate value from the cabin volume. 内部行李存储：如果客舱内有一个明确划分为行李空间且乘客在飞行中可以方便使用的区域，则该空间的体积会被单独计算并显示，区别于客舱体积。
In the case of helicopters with rear clamshell doors we assume the cabin/baggage space ends at the rear perimeter of the flat floor. 对于带有后部贝壳门的直升机，我们假设客舱/行李空间以平坦地板的后边界为终点。
We assume a standard 20 cubic feet for the front passenger area of all single pilot aircraft. 我们假设所有单飞飞机的前排乘客区域标准体积为 20 立方英尺。
Cabin Door Height and Width 客舱门高度和宽度
These are the measurements of the main passenger cabin entry door. 这些是主乘客舱入口门的尺寸。
Baggage Volume 行李容量
Internal Baggage Volume 内部行李容量
Is accessible in flight by the passenger. This amount may vary with the interior layout. 乘客在飞行中可进入。此容量可能因内部布局而异。
External Baggage Volume 外部行李容量
Is not available in flight (nacelle lockers, etc.). 飞行中不可用（发动机舱储物柜等）。
Typical Crew/Passenger Seating 典型机组/乘客座位
This is the crew and passenger seating commonly used on the aircraft. Since the focus of the aircraft is usually passenger comfort, the seating capacity shown may be less than the maximum certificated seating capacity of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, Utility, etc.). 这是飞机上常用的机组和乘客座位。由于飞机通常注重乘客舒适度，所示的座位容量可能少于飞机的最大认证座位容量。根据不同的运营类型（企业、商业、医疗急救、通用等），这些数字可能有所不同。
Weights 重量
Maximum Take-off Weight 最大起飞重量
The maximum permissible weight of the aircraft at take-off as determined during the aircraft certification. 飞机认证过程中确定的起飞时飞机允许的最大重量。
Basic Operating Weight 基本操作重量
This is the empty weight, typically equipped, including the interior, the flight crew @ 200 pounds ( 90 Kg ) each and their supplies, unusable fuel and liquids and galley supplies. The flight crew includes the pilot (s) and the flight attendant on super-midsize and larger aircraft. Generally speaking, no dedicated mission equipment is included in the Basic Operating Weight shown. 这是空重，通常配备包括内饰、飞行机组人员（每人 200 磅（90 公斤））及其用品、不可用燃油和液体以及厨房用品。飞行机组人员包括飞行员和超中型及更大型飞机上的乘务员。一般来说，所示的基本操作重量中不包括专用任务设备。
Useable fuel is the fuel available for consumption by the power plants and/or APU. It does not include the trapped fuel that may exist in the fuel tanks that cannot be collected by the fuel system. Fuel is measured in gallons or liters when dispensed into the aircraft and measured in pounds or kilos when used for performance calculations. The conversions we use are: 可用燃油是动力装置和/或辅助动力装置可消耗的燃油。不包括燃油系统无法收集的燃油箱内残留燃油。燃油在加注到飞机时以加仑或升计量，在性能计算时以磅或公斤计量。我们使用的换算如下：
This is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight. The maximum ramp weight is the maximum take-off gross weight plus an allowance for engine start and taxi out fuel. This weight is determined during aircraft certification. For many aircraft (particularly piston and rotary wing aircraft), the maximum ramp weight is the same as the maximum take-off gross weight. 这是有效载荷减去可用燃油。有效载荷是基于最大滑行重量减去基本操作重量。最大滑行重量是最大起飞总重加上发动机启动和滑行燃油的预留量。该重量在飞机认证过程中确定。对于许多飞机（尤其是活塞机和旋翼机），最大滑行重量与最大起飞总重相同。
Payload - Maximum 最大有效载荷
This is the maximum zero fuel weight minus the basic operating weight. The maximum zero fuel weight is the maximum certificated total weight of the aircraft without any usable fuel on board. For almost all jet aircraft it is less than the maximum take-off weight, while for almost all other aircraft it is the same as the maximum take-off weight. 这是最大零燃油重量减去基本操作重量。最大零燃油重量是飞机在无任何可用燃油情况下的最大认证总重量。对于几乎所有喷气式飞机，它低于最大起飞重量，而对于几乎所有其他飞机，它与最大起飞重量相同。
Certified/IFR Certified 认证/仪表飞行规则认证
“Certified” indicates whether the aircraft is certificated or not. New models in flight test are not certificated. “IFR Certified” refers to whether the aircraft is certificated for flight in Instrument Meteorological Conditions (IMC). “认证”表示飞机是否获得认证。正在进行飞行测试的新型号尚未获得认证。“仪表飞行规则认证”指飞机是否获得在仪表气象条件（IMC）下飞行的认证。
Price 价格
Price - New (Typical) 价格 - 新机（典型）
This is the selling price of a typically equipped new aircraft. For current production aircraft this is the price of the current year’s model. For out of production aircraft, this refers to the selling price from the last year the model was produced. For aircraft not yet in production, it reflects the proposed price for an early delivery. This figure is in thousands of US Dollars or other currency if that has been selected. New aircraft prices do not reflect escalation factors for future delivery dates. 这是典型配置新飞机的销售价格。对于当前生产的飞机，这是当年型号的价格。对于停产飞机，则指该型号最后一年生产时的销售价格。对于尚未投产的飞机，则反映了早期交付的建议价格。该数字以千美元计，或如果选择了其他货币，则以该货币计。新飞机价格不包含未来交付日期的价格上涨因素。
Price - Pre-owned Range 价格 - 二手范围
This shows the low and high current selling prices of used aircraft. The prices shown for fixed-wing aircraft and most helicopters are based on the latest available edition of The Aircraft Bluebook Price Digest and other price guides. 这显示了二手飞机的当前最低和最高销售价格。固定翼飞机和大多数直升机的价格基于最新版本的《飞机蓝皮书价格指南》和其他价格指南。
Range 范围
Range - NBAA IFR Res - Seats Full 航程 - NBAA IFR 备用油量 - 满座
This is used for jet and turboprop aircraft and is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 NM ( 365 Km ) alternate. 此项适用于喷气式和涡轮螺旋桨飞机，指飞机在所有乘客座位都被占用情况下的最大 IFR 航程。该计算采用 NBAA IFR 备用机场燃油储备标准，备用机场距离为 200 海里（365 公里）。
Range - NBAA IFR Res - Tanks Full 航程 - NBAA IFR 备用油量 - 满油箱
This is used for jet and turboprop aircraft and is the maximum IFR ferry range of the aircraft with the maximum fuel on board and no passengers. This uses the NBAA IFR alternate fuel reserve calculation for a 200 NM ( 365 Km ) alternate. 此项适用于喷气式和涡轮螺旋桨飞机，指飞机在满载燃油且无乘客情况下的最大 IFR 渡航航程。该计算采用 NBAA IFR 备用机场燃油储备标准，备用机场距离为 200 海里（365 公里）。
Range - 30 Min Res - Seats Full 航程 - 30 分钟备用 - 满座
This is used for all piston fixed-wing aircraft and helicopters. It is the maximum VFR (Visual Flight Rules) range of the aircraft with all passenger seats occupied. This uses a fuel reserve of 30 minutes at cruise speed and altitude. 此项适用于所有活塞固定翼飞机和直升机。它是飞机在所有乘客座位都被占用情况下的最大目视飞行规则（VFR）航程。该航程计算中使用了在巡航速度和高度下 30 分钟的燃油备用。
Range - 30 Min Res - Tanks Full 航程 - 30 分钟备用 - 油箱加满
This is used for all piston fixed-wing aircraft and helicopters. It is the maximum VFR range of the aircraft with the maximum fuel on board and no passengers. This uses a fuel reserve of 30 minutes at cruise speed and altitude. 此项适用于所有活塞固定翼飞机和直升机。它是飞机在满载燃油且无乘客情况下的最大目视飞行规则（VFR）航程。该航程计算中使用了在巡航速度和高度下 30 分钟的燃油备用。
Balanced Field Length/Take-off Distance 平衡场长度/起飞距离
The Balanced Field Length (BFL) is the length of runway required to permit two takeoff scenarios. In scenario 1, the aircraft accelerates with all engines operating to a speed just less than a speed called V1. At this point one engine fails, the pilot initiates a rejected takeoff and stops the aircraft on the remaining runway. In scenario 2, the aircraft again accelerates with all engines to the speed called V1, where the engine fails but then the pilot continues the takeoff and achieves a height above the runway of 35 ( 10.7 Meters) feet at a certain point over the runway. When the distance required for scenario 1 is the same as for scenario 2, that distance is called the Balanced Field Length. From a practical point of view this means that if the runway length available is the same as or greater than the BFL, the pilot can either come to a complete stop if one engine fails at or below V1 or continue the take-off if one of its engines fails at or above the critical speed (V1). For our analysis, this is based on four passengers and maximum fuel on board, as well as a Dry Level Runway, No Wind, NBAA IFR Reserves and 86 degrees F ( 30 degrees C). No thrust reversers or propeller reversal may be used to establish this distance. The BFL is used for all multi-engine jet aircraft as well as multi-engine turboprop aircraft over 12,500Lbs(5,670Kg)12,500 \mathrm{Lbs}(5,670 \mathrm{Kg}) or certificated to FAR Part 25 (transport category) standards. 平衡场长度（BFL）是指允许两种起飞情景的跑道长度。在情景一中，飞机在所有发动机正常工作的情况下加速至略低于称为 V1 的速度。此时一台发动机失效，飞行员启动拒绝起飞程序，并在剩余跑道上将飞机停下。在情景二中，飞机同样在所有发动机正常工作的情况下加速至称为 V1 的速度，此时发动机失效，但飞行员继续起飞，并在跑道上的某一点达到 35 英尺（10.7 米）的高度。当情景一所需的距离与情景二所需的距离相同时，该距离即称为平衡场长度。从实际角度来看，这意味着如果可用跑道长度等于或大于 BFL，飞行员可以在发动机在 V1 速度或以下失效时完全停下飞机，或者在发动机在临界速度（V1）或以上失效时继续起飞。我们的分析基于四名乘客和最大燃油量，且跑道为干燥平坦，无风，符合 NBAA IFR 储备标准，环境温度为 86 华氏度（30 摄氏度）。 不得使用推力反向器或螺旋桨反转来确定此距离。BFL 适用于所有多引擎喷气式飞机以及最大起飞重量超过 12,500Lbs(5,670Kg)12,500 \mathrm{Lbs}(5,670 \mathrm{Kg}) 或符合 FAR 第 25 部分（运输类）标准的多引擎涡轮螺旋桨飞机。
The Take-off Distance is applicable to turboprop aircraft with a take-off gross weight less than 12,500Lbs(5,670Kg)12,500 \mathrm{Lbs}(5,670 \mathrm{Kg}), all piston fixed-wing aircraft and all single engine aircraft. This distance represents the take-off field length required to achieve a 35 Ft ( 10.7 meters) height above the runway at Maximum Take-off Weight (MTOW). Again, this distance assumes a Dry Level Runway, No Wind and 86 degrees F (30 deg C\operatorname{deg} C ). No propeller reversal or thrust reverser may be used to establish this distance. 起飞距离适用于最大起飞重量低于 12,500Lbs(5,670Kg)12,500 \mathrm{Lbs}(5,670 \mathrm{Kg}) 的涡轮螺旋桨飞机、所有活塞固定翼飞机以及所有单引擎飞机。该距离表示在最大起飞重量（MTOW）下，达到跑道上方 35 英尺（10.7 米）高度所需的起飞场长度。同样，该距离假设跑道干燥且平坦、无风，温度为 86 华氏度（30 deg C\operatorname{deg} C ）。不得使用螺旋桨反转或推力反向器来确定此距离。
Please refer to Comparative Field Lengths - Jets and Turboprops at the end of this document for a more in- depth explanation. 有关更详细的说明，请参阅本文档末尾的喷气式飞机和涡轮螺旋桨飞机比较场长度。
Landing Runway Length 着陆跑道长度
The landing distance, as required by the regulations, is the distance needed to land and come to a complete stop from a point 50 feet ( 22.5 meters) above the threshold end of the runway. It includes the air distance required to travel from the 50 foot ( 15.24 m ) height to touchdown plus the stopping distance and assumes a dry, level runway, maximum brakes and no use of thrust reversers. The assumed landing weight consists of the basic operating weight (BOW) plus 4 passengers and reserve fuel for a 200 NM ( 365 Km ) alternate for turbine powered aircraft and 2 passengers and fuel for a 100NM(185KM)100 \mathrm{NM}(185 \mathrm{KM}) alternate for piston aircraft. 着陆距离，按照规定要求，是指从跑道门槛端上方 50 英尺（22.5 米）处开始着陆并完全停下所需的距离。它包括从 50 英尺（15.24 米）高度下降到着陆点的空中距离，加上停止距离，假设跑道干燥且平坦，使用最大制动且不使用反推力装置。假定的着陆重量包括基本操作重量（BOW）加上 4 名乘客和为涡轮动力飞机准备的 200 海里（365 公里）备降油量，活塞飞机则为 2 名乘客和 100NM(185KM)100 \mathrm{NM}(185 \mathrm{KM}) 备降油量。
Note: Our analysis of runway length requirements is based on the US Federal Aviation Regulations (FARs) requirements for private, not-for-hire operators (FAR Part 91) and for scheduled and unscheduled, commercial, for-hire operators (FAR Part 121, 91-subpart K and 135), as indicated. Other national aviation authorities may use different safety margins for private operators, air carriers and commercial operations. 注：我们对跑道长度需求的分析基于美国联邦航空条例（FARs）中针对私人非营利运营者（FAR 第 91 部分）以及定期和不定期商业营运者（FAR 第 121 部分、第 91 子部分 K 和第 135 部分）的要求，如文中所示。其他国家的航空管理机构可能对私人运营者、航空公司和商业运营采用不同的安全裕度。
Private, not for hire operators who operate under FAR Part 91 do not require any additional safety margin in addition to the calculated landing distance. Therefore, the required landing field length is the same as the calculated landing distance. 根据 FAR 第 91 部分运营的私人非出租运营商，除了计算出的着陆距离外，不需要额外的安全余量。因此，所需的着陆场长度与计算出的着陆距离相同。
Commercial, for-hire operators, such as air carriers and commercial operators operating under FAR Parts 121, 91 subpart K or 135, operate with a different set of requirements. For these operators, the required landing distance at the destination from the 50 foot height cannot exceed 60%60 \% of the actual runway length available. For these operators the landing field length at the destination airport is computed by multiplying the FAR Part 91 un-factored landing distance by 1.667. 商业出租运营商，如根据 FAR 第 121 部分、第 91 部分子部分 K 或第 135 部分运营的航空承运人和商业运营商，遵循一套不同的要求。对于这些运营商，目的地 50 英尺高度的所需着陆距离不得超过实际跑道长度的 60%60 \% 。对于这些运营商，目的地机场的着陆场长度通过将 FAR 第 91 部分未加系数的着陆距离乘以 1.667 来计算。
Under FAR Part 121, 91 Subpart K or 135 the required landing field length at an optional airport runway (normally the planned divert airport runway) is calculated differently. For these operations, the required landing field length cannot exceed 80%80 \% of the available runway length. This means the landing field length at the optional airport runway is obtained by multiplying the FAR Part 91 un-factored landing distance by 1.25 . 根据 FAR 第 121 部分、第 91 部分子部分 K 或第 135 部分，备用机场跑道（通常是计划的备降机场跑道）所需的着陆场长度计算方式不同。对于这些运营，所需的着陆场长度不得超过可用跑道长度的 80%80 \% 。这意味着备用机场跑道的着陆场长度是通过将 FAR 第 91 部分未加系数的着陆距离乘以 1.25 获得的。
Under FAR Part 135, “Eligible on-demand” operators (those issued authorization by their Operations Specifications for pilots meeting certain crew experience and pairing requirements), when conducting a destination airport analysis, must meet the requirement that the required landing field length equals or exceeds 80%80 \% of the available runway length. This means that for these “eligible on-demand” operators, the landing field length at the destination airport runway is obtained by multiplying the FAR Part 91 un-factored landing distance by 1.25 . 根据 FAR 第 135 部分，“符合条件的按需”运营商（指其运营规范授权的飞行员满足特定机组经验和配对要求的运营商），在进行目的地机场分析时，必须满足所需着陆场长度等于或超过可用跑道长度的 80%80 \% 的要求。这意味着对于这些“符合条件的按需”运营商，目的地机场跑道的着陆场长度是通过将 FAR 第 91 部分未加系数的着陆距离乘以 1.25 来获得的。
Note: All landing distances are calculated assuming optimum landing conditions. No allowances are made for a variety of real-world factors such as rain or snow, worn tires and brakes, non-optimum runway conditions, one engine inoperative, etc. However, the FAA has published various factors that must be used when landing on wet or snow- covered runways. 注意：所有着陆距离的计算均假设最佳着陆条件。未考虑各种现实因素，如雨雪天气、轮胎和刹车磨损、非最佳跑道条件、单发失效等。然而，FAA 已发布多种系数，必须在湿滑或积雪跑道着陆时使用。
Rate of Climb 爬升率
The rate of climb, given in feet per minute or meters per minute, assumes all engines are operating with the aircraft at its maximum takeoff gross weight (MTOW) in ISA conditions. 爬升率以英尺/分钟或米/分钟为单位，假设所有发动机均正常工作，且飞机处于最大起飞总重（MTOW）和国际标准大气（ISA）条件下。
One Engine Out rate of climb is for a one engine inoperative rate of climb at MTOW and ISA conditions. 单发失效爬升率指的是在最大起飞重量（MTOW）和国际标准大气（ISA）条件下，单发失效时的爬升率。
All climb rates assume retractable equipment (such as landing gear and flaps) are retracted, and any anti-ice systems (engine, wing or rotor, etc.) are turned off. 所有爬升率均假设可收回设备（如起落架和襟翼）已收起，且所有防冰系统（发动机、机翼或旋翼等）均已关闭。
Cruise Speed 巡航速度
Max 最大
Is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. 最大巡航速度是在最大持续功率下的速度。这也常被称为高速巡航。
Normal 正常
Is the manufacturer’s recommended cruise speed. Sometimes, this speed is the same as Maximum Cruise Speed. 是制造商推荐的巡航速度。有时，这个速度与最大巡航速度相同。
Long Range Cruise 远程巡航
Is the manufacturer’s recommended cruise speed for maximum range. 这是制造商推荐的最大航程巡航速度。
Stall Speed 失速速度
The stall speed shown is for the aircraft in the landing configuration with four passengers and NBAA IFR Fuel Reserves (turbine) or VSO stall speed (piston). Helicopters do not have a stall speed. 所示的失速速度是指飞机在着陆配置下，载有四名乘客并满足 NBAA IFR 燃油储备（涡轮发动机）或 VSO 失速速度（活塞发动机）时的失速速度。直升机没有失速速度。
Ceiling 升限
Certified Ceiling 认证升限
This is the maximum altitude a particular aircraft is certified to operate at. This does not mean the aircraft can reach this altitude at all weights. It also does not mean that the aircraft cannot exceed this altitude under certain weight conditions. 这是特定飞机被认证可操作的最高高度。这并不意味着飞机在所有重量下都能达到此高度。也不意味着飞机在某些重量条件下不能超过此高度。
Service Ceiling 服务升限
This is the lesser of the highest altitude at which a 100 fpm ( 45 meters/minute) rate of climb is possible at MTOW with all engines running OR the maximum certificated altitude for operation of this fixed or rotary wing aircraft. 这是在最大起飞重量（MTOW）下，所有发动机运行时，能够保持 100 英尺/分钟（45 米/分钟）爬升率的最高高度，或该固定翼或旋翼飞机的最大认证操作高度，两者中较低者。
Service OEI 单发失效服务高度
Is the service ceiling with one engine inoperative. 是指一台发动机失效时的服务升限。
HIGE is a condition where the downwash of air from the main rotor is able to react with a hard surface (the ground), and give a useful reaction to the helicopter in the form of more lift force available with less engine power required. It is a condition of improved performance encountered when hovering within up to one rotor diameter of the ground. 地面效应悬停是指主旋翼下洗气流能够与坚硬地面反应，从而为直升机提供有用的反作用力，使其在所需发动机功率较低的情况下获得更多升力。这是一种性能提升的状态，发生在悬停时距离地面不超过一个旋翼直径的范围内。
Hover Out of Ground Effect (OGE) Helicopters Only 仅限地面效应外悬停（OGE）直升机
HOGE occurs when the helicopter rotor downwash is not affected by the proximity of the landing surface. In other words, OGE normally occurs when the helicopter is more than one rotor diameter above the ground. HOGE 发生在直升机旋翼下洗气流不受着陆表面接近影响时。换句话说，OGE 通常发生在直升机距离地面超过一个旋翼直径以上时。
Comparative Field Lengths - Jets and Turboprops 喷气式飞机与涡轮螺旋桨飞机的跑道长度比较
The Balanced Field Length (BFL) performance of aircraft can be very confusing. Most often the confusion arises from the basic differences in operating regulations governing the types of aircraft. There are two regulations that govern runway distance requirements for jets and turboprops. These regulations are FAR Part 23 (aircraft with a gross weight of 12,500 pounds and under) and FAR Part 25 (Air Transport Category aircraft with a gross weight over 12,500 pounds). These two regulations vary significantly. The more stringent rules of FAR Part 25 provide the passenger with greater safety margins than those used for FAR Part 23 private aircraft. 飞机的平衡场长度（BFL）性能可能非常令人困惑。大多数情况下，困惑源于适用于不同类型飞机的基本运营法规差异。关于喷气式飞机和涡轮螺旋桨飞机的跑道距离要求，有两项法规：FAR 第 23 部分（适用于最大起飞重量 12,500 磅及以下的飞机）和 FAR 第 25 部分（适用于最大起飞重量超过 12,500 磅的运输类飞机）。这两项法规存在显著差异。FAR 第 25 部分更为严格的规则为乘客提供了比 FAR 第 23 部分私人飞机更大的安全余量。
For example, FAR Part 23 makes no allowance for loss of power or an engine or propeller failure. Additionally, the published distance requires no allowance for either being able to stop on the remaining runway or to continue the take-off on one engine after an engine failure. 例如，FAR 第 23 部分并未考虑发动机或螺旋桨失效导致的动力丧失。此外，公布的距离也未考虑在发动机失效后，是否能够在剩余跑道上停下或继续单发起飞。
By contrast, FAR Part 25 regulations intended for Air Transport Aircraft such as business jets and large turboprops assures their passengers and crew that in the unlikely event of a loss of engine power during take-off the aircraft can either: 相比之下，适用于公务机和大型涡轮螺旋桨飞机等运输机的 FAR 第 25 部分规定，确保乘客和机组人员在起飞时发动机动力丧失的极不可能情况下，飞机能够：
Stop within the remaining runway length 在剩余跑道长度内停下
Take-off and climb on the remaining good engine. 利用剩余正常发动机起飞并爬升。
This distance is known as Balanced Field Length. BFL is the distance obtained by determining the decision speed (V1) at which the takeoff distance and the accelerate-stop distance are equal. Decision speed is the point where the pilot decides to either continue with the take-off or slam on the brakes and stop the aircraft. 这个距离被称为平衡场长度（Balanced Field Length，BFL）。BFL 是通过确定决策速度（V1）得到的距离，在该速度下起飞距离和加速停止距离相等。决策速度是飞行员决定继续起飞还是紧急刹车停止飞机的临界点。
To illustrate how these regulations work let’s look at a typical situation involving a small turboprop (FAR Part 23) and a small business jet (FAR 25), both seating six passengers. We’ll assume maximum gross weight, sea level, International Standard Atmospheric (ISA) conditions and a dry, level, hard surface runway. 为了说明这些规定如何运作，我们来看一个典型情况，涉及一架小型涡轮螺旋桨飞机（FAR 第 23 部分）和一架小型公务喷气机（FAR 第 25 部分），两者均可搭载六名乘客。我们假设最大总重、海平面、国际标准大气（ISA）条件以及干燥、平坦、坚硬的跑道。
The small turboprop can legally take-off from a 2,600-ft runway operating under FAR 23. Although it has no requirement to consider an engine failure let’s assume an engine fails at its published rotation speed (Vr) of 94 knots. Rotation speed is the point when the aircraft starts to lift off the ground. Its distance to accelerate to Vr and stop is 3,400ft,800ft3,400 \mathrm{ft}, 800 \mathrm{ft} longer than the take-off distance. If the take-off is continued after engine failure at Vr , then the runway required jumps to 4,750ft,82%4,750 \mathrm{ft}, 82 \% longer than the take-off distance of 2,600ft2,600 \mathrm{ft}. Although 4,750ft4,750 \mathrm{ft} is the BFL for the turboprop it is not a legal requirement under Part 23 for runway length decision. 这款小型涡轮螺旋桨飞机在 FAR 23 规定下，可以合法地从 2600 英尺的跑道起飞。虽然它不需要考虑发动机失效的情况，但我们假设在其公布的起飞旋转速度（Vr）94 节时发动机发生故障。旋转速度是飞机开始离地的速度。其加速到 Vr 并停止的距离比起飞距离长 3,400ft,800ft3,400 \mathrm{ft}, 800 \mathrm{ft} 。如果在 Vr 时发动机失效后继续起飞，则所需跑道长度比起飞距离 2,600ft2,600 \mathrm{ft} 长 4,750ft,82%4,750 \mathrm{ft}, 82 \% 。虽然 4,750ft4,750 \mathrm{ft} 是涡轮螺旋桨飞机的着陆滚行距离（BFL），但根据 Part 23 规定，这并不是跑道长度决策的法定要求。
The small business jet has a BFL of 4,500 ft runway in the same conditions, 250 ft shorter than the turboprop under the same contingencies and with the same margin of safety. 在相同条件下，这款小型公务喷气机的 BFL 为 4500 英尺，比涡轮螺旋桨飞机在相同应急情况下且具有相同安全裕度时的跑道长度短 250 英尺。
Although the small business jet could take-off or accelerate/stop like the turboprop from a shorter runway the pilot is not permitted to base the runway length decision on anything other than the BFL data while operating under FAR Part 25. 虽然这款小型公务喷气机可以像涡轮螺旋桨飞机一样从更短的跑道起飞或加速/停止，但在 FAR Part 25 规定下，飞行员不得基于除 BFL 数据以外的任何因素来决定跑道长度。
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