从CCAR

669条原文如下： 第 121.669 条 新机长的仪表飞行规则着陆最低天气标准 (a)如果机长在其驾驶的某型别飞机上作为机长按照本规则运行未满 100 小时，则合格证持有人运行规范中对于正常使用机场、临时使用机场或者加油机场规定的最低下降高(MDH)或者决断高(DH)和着陆能见度最低标准，分别增加 30米(100 英尺)和 800 米(1/2 英里)或者等效的跑道视程(RVR)。对于用作备降机场的机场，最低下降高(MDH)或者决断高(DH)和能见度最低标准无须在适用于这些机场的数值上增加，但是任何时候，着陆最低天气标准不得小于 90 米(300 英尺)和 1600 米(1 英里)。 (b)如果该驾驶员在另一型别飞机上作为机长在按照本规则实施的运行中至少已飞行 100 小时，该机长可以用在本型飞机上按照本规则实施运行中的一次着陆，去取代必需的机长经历 1 小时，减少本条(a)款所要求的 100 小时的机长经历，但取代的部分不得超过 50 小时。

如果只从语文的角度上看，由于标蓝部分为一句完整的句子，因此很容易得出“90m，1600m”只适用于备降机场标准的结论。除非你的语文是英语老师教的。这里为啥要说是英语老师而不是体育老师呢，我们接着往下说。

出于众所周知的原因，让我们来看看FAA制定相应法规的时候是基于什么出发点。CCAR该条款的FAR对应条款为：FAR-121的652条“121.652 Landing weather minimums: IFR: all certificate holders.”现行有效条款摘录如下：

(a) If the pilot in command of an airplane has not served 100 hours as pilot in command in operations under this part in the type of airplane he is operating, the MDA or DA/DH and visibility landing minimums in the certificate holder’s operations specification for regular, provisional, or refueling airports are increased by 100 feet and one-half mile (or the RVR equivalent). The MDA or DA/DH and visibility minimums need not be increased above those applicable to the airport when used as an alternate airport, but in no event may the landing minimums be less than 300 and 1. However, a Pilot in command employed by a certificate holder conducting operations in large aircraft under part 135 of this chapter, may credit flight time acquired in operations conducted for that operator under part 91 in the same type airplane for up to 50 percent of the 100 hours of pilot in command experience required by this paragraph.

(b) The 100 hours of pilot in command experience required by paragraph (a) of this section may be reduced (not to exceed 50 percent) by substituting one landing in operations under this part in the type of airplane for 1 required hour of pilot in command experience, if the pilot has at least 100 hours as pilot in command of another type airplane in operations under this part.

(c) Category II minimums and the sliding scale when authorized in the certificate holder’s operations specifications do not apply until the pilot in command subject to paragraph (a) of this section meets the requirements of that paragraph in the type of airplane he is operating.

FAR-121部规章建立于1965年，经历了78年、88年、96年、07年等几次重要的修订，频率基本保持每10年一次。65年版本中是没有652条的，在78年修订中新增此条。FAA给出的修订原因如下：

The FAA agrees with a comment by the Air Line Pilots Association that the regulation as proposed in Notice 67-34 should be changed to make it clear that until a pilot has qualified under subsection (a), his lowest MDA or DH and visibility landing minimum are 300 and 1, and Category II minimums do not apply.

At the time Notice 67-34 was issued, the Category II amendments had not been incorporated in the regulations and the lowest minimums contemplated in the notice were 300 and 1. The proposed amendment has been changed to make it clear that Category II minimums as well as the sliding scale minimums do not apply and the lowest minimums are 300 and 1 until the experience requirement is met.

从修订原因可以看出，FAA并未对备降场做特殊考虑，而是对新机长在未满100小时经历前的全部落地标准要求，因此FAR该条款该如何解读已无异议了；但是别忘了，我们执行的CCAR哦，希望局方尽快出解释。另外需特别提醒的是，本条无论是CCAR还是FAR都是放在签派放行的章节下的。

再回过头来看FAR现行有效条款，一样是一个完整的句子。这里我认为FAR的语法导致了CCAR躺枪，FAR的语法严谨性确实有可进一步讨论的地方，估计再下一次修订中会被修改吧，然后将迎来CCAR的修改？（呵呵）

———————————————————————————— PS：博主现在已离开了签派放行的队伍，但这个博客还会保持更新，有任何可以帮的上忙的地方也可留言，大家共同学习共同进步。