時間：2015-01-22 15:21來源：藍天飛行翻譯公司 作者：民航翻譯 點擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. Precision Approach CAT I, III (ILS, MLS) Precision Approach CAT I Minima Non-Precision Approach Minima Precision Approach CAT 1(ILS, MLS) Non-Precision Approach Minima Circling minima or, if not available, non-precision approach minima plus 60 m (200 ft)/1,000 m (3300 ft) Non-Precision Approach The lower of non-precision approach minima plus 60 m (200 ft)/1,000 m (3300 ft) or circling minima The higher of non-precision approach minima plus 60 m (200 ft)/1,000 m (3300 ft) or circling minima Circling Approach Circling Minima Circling Minima Note: Runways on the same aerodrome are considered to be separate runways when they are separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway and each of the landing surfaces has a separate approach based on a separate aid. ICAO Annex 6, Part I: 4.3.4.1; 4.3.4.2; 4.3.4.3; 4.3.5.2 ICAO Annex 6, Part II: 4.2; 4.5; 4.6.3.1 ICAO Annex 6, Part III, Section II: 2.3.5.2; Annex 6, Part III, Section III: 2.2; 2.5; 2.6.3.1 14 CFR: 91.169(c) JAR-OPS: 1.297 8.6.2.8 OFFSHORE ALTERNATES FOR HELICOPTER OPERATIONS [AOC] (a) No person may designate an offshore alternate landing site— (1) when it is possible to carry enough fuel to have an on-shore alternate landing site, or (2) when the environment around the offshore alternate is hostile. Note: The selection of offshore alternates should be exceptional cases, the details of which have been approved by the Authority, and should not include payload enhancement in IMC. (b) Each person selecting an off-shore alternate landing site shall consider the following: (1) Until the point of no return, using an on-shore alternate. The offshore alternate may be used only after a point of no return. (2) Attaining one engine inoperative performance capability before arrival at the alternate. (3) Guaranteeing helideck availability. (4) The meteorological information at the helideck shall be available from a source approved by the Authority. (5) For IFR operations, an instrument approach procedure shall be prescribed and available. (6) Attaining mechanical reliability of critical control systems and critical components when determining the suitability of the alternate. Note: The landing technique specified in the flight manual following control system failure may preclude the selection of certain helidecks as alternate aerodromes. The mechanical reliability of critical control systems shall be taken into account when determining the suitability and necessity for an offshore alternate. ICAO Annex 6, Part III, Section II: 2.3.4.2; 2.3.4.3; 2.3.4.4R; 2.4.1.1 Annex 6, Part III, Section III: 2.6.3.1; 2.7.2; 2.7.3R 8.6.2.9 TAKEOFF ALTERNATE AERODROMES—COMMERCIAL AIR TRANSPORT OPERATIONS (a) No person may release or takeoff an aeroplane without a suitable takeoff alternate specified in the flight plan if either – (1) it would not be possible to return to the aerodrome of departure, or (2) meteorological conditions at the aerodrome of departure are below the operator’s established aerodrome landing minima for that operation. (b) Each operator shall ensure that each takeoff alternate specified shall be located within the following flight time from the aerodrome of departure— (1) For two-engine aeroplane, one hour flight time at a one-engine-inoperative cruising speed, determined form the aircraft operating manual, calculated in ISA and still-air conditions using the actual take-off mass; or (2) For three or more - engine aeroplane, two hours flight time at an all engine operating cruising speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using the actual take-off mass; or (3) For aeroplanes engaged in extended diversion time operations where an alternate aerodrome meeting the distance criteria of (b)(1) or (2) above is not available, the first available alternate aerodrome located within the distance of the operator’s approved maximum diversion time considering the actual take-off mass. (c) The ceiling and visibility requirements for operations conducted in accordance with paragraphs (a) and (b) may be reduced upon approval of the Authority for— (1) Commercial air transport where the Authority has approved alternate minima as an equivalent level of safety based on the results of a specific safety risk assessment demonstrated by the operator, which contains the following: (i) Capabilities of the operator; (ii) Overall capability of the aeroplane and its systems; (iii) Available aerodrome technologies, capabilities and infrastructure; (iv) Quality and reliability of meteorological information; (v) Identified hazards and safety risks associated with each alternate aerodrome variation; (vi) Specific mitigation measures. Note: ICAO Doc 9859, Safety Management Manual, and ICAO Doc 9976, Flight Planning and Fuel Management Manual, contain guidance on performing a safety risk assessment and on determining variations, including examples of variations. ICAO Annex 6, Part I: 4.3.4.1.1; 4.3.4.1.2; 4.3.4.1.3 14 CFR: 121.617(a) JAR-OPS: 1.295(b) 8.6.2.10 MAXIMUM DISTANCE FROM AN ADEQUATE AERODROME FOR AEROPLANES WITHOUT AN EDTO APPROVAL – [AOC] (a) Unless specifically approved by the Authority (EDTO Approval), an AOC holder shall not operate a an aeroplane with two engines or more over a route which contains a point further from an adequate aerodrome than, in the case of— (1) Turbine-powered aeroplanes the distance flown in 60 minutes at the one-engine-inoperative cruise speed determined in accordance with paragraph (b). (2) Piston-engined aeroplanes: (i) The distance flown in 120 minutes at the one-engine-inoperative cruise speed determined in accordance with paragraph (b); or (ii) 555 km (300 nautical miles), whichever is less. (b) An AOC holder shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each aeroplane with two or more engines operated, not exceeding Vmo based upon the true airspeed that the aeroplane can maintain with one engine inoperative under the following conditions: (1) International Standard Atmosphere; (2) Level flight: (i) For turbine-powered aeroplanes at: (A) FL 170; or (B) At the maximum flight level to which the aeroplane, with one engine inoperative, can climb, and maintain, using the gross rate of climb specified in the AFM, whichever is less. (ii) For piston-powered aeroplanes (A) FL 80; or (B) At the maximum flight level to which the aeroplane, with one engine inoperative, can climb, and maintain, using the gross rate of climb specified in the AFM, whichever is less. (3) Maximum continuous thrust or power on the remaining operating engine; (4) An aeroplane mass not less than that resulting from: (i) Take off at sea level at maximum takeoff mass until the time elapsed since take-off is equal to the applicable threshold prescribed in paragraph (a); (ii) All engines climb to the optimum long range cruise altitude until the time elapsed since take-off is equal to the applicable threshold prescribed in subparagraph (a); and (iii) All engines cruise at the long range cruise speed at this altitude until the time elapsed since take-off is equal to the applicable threshold prescribed in paragraph (a). (c) An AOC holder shall ensure that the following data, specific to each type or variant, is included in the Operations Manual: (1) The one-engine-inoperative cruise speed determined in accordance with paragraph (b); and (2) The maximum distance from an adequate aerodrome determined in accordance with paragraphs (a) and (b). Note: The speeds and altitudes (flight levels) specified above are only intended to be used for establishing the maximum distance from an adequate aerodrome. ICAO Annex 6, Part I: 4.7.2.1 JAR OPS: 1.245 14 CFR: 121.161 8.6.2.11 REQUIREMENTS FOR EXTENDED DIVERSION TIME OPERATIONS - AEROPLANES [AOC] (a) An AOC holder shall not conduct operations beyond the threshold distance determined in accordance with Subsection 8.6.2.10 unless approved to do so by the Authority. (b) In requesting EDTO approval, each AOC holder shall show to the satisfaction of the Authority that: (1) For aeroplanes: (i) For all aeroplanes, (A) the most limiting EDTO significant system time limitation, if any indicated in the Aeroplane Flight Manual (directly or by reference) and relevant to that particular operation is not exceeded; and (B) the additional fuel required by Subsection 8.6.2.15 shall include the fuel necessary to comply with the EDTO critical fuel scenario as established by the Authority. (ii) For aeroplanes with two turbine engines, the aeroplane is EDTO certified and has verified the– (A) Reliability of the propulsion system; (B) Airworthiness certification for EDTO of the aeroplane type; and (C) EDTO maintenance programme. (2) It has conducted a safety risk assessment which demonstrates how an equivalent level of safety will be maintained, taking into account the following: (i) Capabilities of the operator; (ii) Overall reliability of the aeroplane; (iii) Reliability of each time limited system; (iv) Relevant information from the aeroplane manufacturer; and (v) Specific mitigation measures. (c) Before conducting an EDTO flight, an AOC holder shall ensure that a suitable EDTO en-route alternate is available, within either the approved diversion time or a diversion time based on MEL generated serviceability status of the aeroplane whichever is shorter. (d) No AOC holder shall commence a flight unless, during the possible period of arrival, the required en-route alternate aerodrome will be available and the available information indicates that conditions at the aerodrome will be at or above the aerodrome operating minima approved for the operation. |
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