时间：2015-01-22 15:21来源：蓝天飞行翻译公司 作者：民航翻译 点击：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. (e) No AOC holder shall conduct operations beyond 60 minutes, from a point on a route to an en-route alternate aerodrome unless it ensures that: (1) For all aeroplanes; (i) En-route alternate aerodromes are identified; and (ii) The most up-to-date information is provided to the flight crew on identified en-route alternate aerodromes, including operational status and meteorological conditions; (2) For aeroplanes with two turbine engines, the most up-to-date information provided to the flight crew indicates that conditions at identified en-route alternate aerodromes will be at or above the operator’s established aerodrome operating minima for the operation at the estimated time of use. (3) these requirements are incorporated into the operators: (i) operational control and flight dispatch procedures; (ii) operating procedures; and (iii) training programmes. (f) No AOC Holder shall proceed beyond the threshold time approved by the Authority unless: (1) the identified en-route alternate aerodromes have been re-evaluated for availability; and (2) the most up to date information indicates that, during the estimated time of use, conditions at those aerodromes will be at or above the operator’s established aerodrome operating minima for that operation; or. (3) conditions are identified that would preclude a safe approach and landing at that aerodrome during the estimated time of use and an alternative course of action has been determined. Note 1: ICAO Annex 6, Part I, Attachment D contains guidance on the requirements of this provision. Note 2: FAA AC 120-42B (as amended), Extended Operations (ETOPS and Polar Operations), provides additional guidance. ICAO Annex 6, Part I: 4.3.4.2, 4.7.1.1; 4.7.1.2; 4.7.2.2; 4.7.2.3; 4.7.2.3.1; 4.7.2.4; 4.7.2.5; 4.7.2.6 14 CFR: 121.161 JAR OPS: 1.246 8.6.2.12 EN ROUTE ALTERNATE AERODROMES—EDTO OPERATIONS [AOC] (a) The PIC shall ensure that the required en route alternates for EDTO are selected and specified in ATC flight plans in accordance with the EDTO diversion time approved by the Authority. (b) No person shall select an aerodrome as an EDTO en-route alternate aerodrome unless the appropriate weather reports or forecasts, or any combination thereof, indicate that during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima prescribed in the table below, and in accordance with the operator’s EDTO approval. (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— (d) 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: (e) Capabilities of the operator; (f) Overall capability of the aeroplane and its systems; (g) Available aerodrome technologies, capabilities and infrastructure; (h) Quality and reliability of meteorological information; (i) Identified hazards and safety risks associated with each alternate aerodrome variation; (j) Specific mitigation measures. Note 1: ICAO Doc 9859, Safety Management Manual, and ICAO Doc 9976, Flight Planning and Fuel Management Manual, provide guidance on performing a safety risk assessment and on determining variations, including examples of variations. Note 2: The forecast weather criteria used in the selection of alternate aerodromes for IFR flight will also be used for the selection of EDTO alternates. ICAO Annex 6, Part I: 4.3.4.2 8.6.2.13 FUEL, OIL, AND OXYGEN PLANNING AND CONTINGENCY FACTORS (a) No person may commence a flight unless he or she takes into account the fuel, oil, and oxygen needed to ensure the safe completion of the flight, including any reserves to be carried for contingencies. (b) For aeroplanes in AOC operations, the amount of usable fuel to be carried shall, as a minimum, be based on: (1) The following data – (i) Current aeroplane-specific data derived from a fuel consumption monitoring system, if available; or (ii) If current aeroplane-specific data are not available, data provided by the aeroplane manufacturer, and (2) The operating conditions for the planned flight including: (i) Anticipated aeroplane mass; (ii) Notices to Airmen; (iii) Current meteorological reports or a combination of current reports and forecasts; (iv) ATC procedures, restrictions and anticipated delays; and (v) The effects of deferred maintenance items and/or configuration deviations. (vi) Any other conditions that may delay the landing of the aeroplane or increase fuel, oil and/or oxygen consumption. (c) For helicopters, each person computing the required minimum fuel and oil supply shall ensure that additional fuel and oil are carried to provide for the increased consumption that would result from any additional operating conditions in (b)(2) as applied to helicopters, and any of the following contingencies: (1) Expected winds or other meteorological conditions; (2) Possible variations in ATC routings (3) Anticipated traffic delays; (4) A complete instrument approach procedure and possible missed approach at destination; (5) Loss of pressurization en route, if applicable; (6) Loss of one power-unit en route; and (7) Any other conditions that may delay the landing of the helicopter or increase fuel, oil and/or oxygen (if applicable) consumption. (d) [AAC] In-flight fuel management. The PIC shall-- (1) Continually ensure that the amount of usable fuel remaining on board is not less than the fuel required to proceed to an aerodrome/heliport where a safe landing can be made with the planned final reserve fuel remaining upon landing. (2) Request delay information from ATC when unanticipated circumstances may result in landing at the destination aerodrome/heliport with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel required to operate to an isolated aerodrome/heliport. (3) Advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome/heliport may result in landing with less than planned final reserve fuel. (4) Declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome/heliport where a safe landing can be made is less than the planned final reserve fuel. ICAO Annex 6, Part I: 4.2.10.2; 4.3.6.1; 4.3.6.2; 4.3.7.1; 4.2.7.2; 4.3.7.2.1; 4.3.7.2.2; 4.3.7.2.3; 4.3.9.2; 4.4.5.1 ICAO Annex 6, Part II, Section II: 2.2.3.6; 2.2.3.8 ICAO Annex 6, Part III, Section II: 2.3.6.2; 2.3.6.4; 2.3.8.2; ICAO Annex 6, Part III, Section III: 2.8.1; 2.8.4; 2.9.2 14 CFR: 91.211; 121.647 JAR OPS: 1.255, 1.350 8.6.2.14 MINIMUM FUEL SUPPLY FOR VFR FLIGHTS (a) [AAC] Aeroplane. No person may commence a flight in an aeroplane under VFR unless, considering the wind and forecast weather conditions, there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed— (1) For flights during the day, for at least 30 minutes thereafter; (2) For flights during the night, for at least 45 minutes thereafter, and (b) [AAC] Helicopter. No person may commence a flight in a helicopter under VFR unless, considering the wind and forecast weather conditions, there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed— (1) For 20 minutes thereafter; and (2) To have an additional amount of fuel sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the Authority. ICAO Annex 6, Part I: 4.3.6.2 ICAO Annex 6, Part II, Section II: 2.2.3.6 (c) and (d) ICAO Annex 6, Part III, Section II: 2.3.6.2; Annex 6, Part III, Section III: 2.8.2 14 CFR: 91.151, 135.209 8.6.2.15 MINIMUM FUEL SUPPLY FOR IFR FLIGHTS (a) [AAC] Aeroplanes. No person may commence a flight under IFR unless there is enough fuel supply, considering meteorological conditions and any delays that are expected in flight, to— (1) When a destination alternate aerodrome is required, fly from the aerodrome of intended landing to an alternate aerodrome, and after that, for at least 45 minutes at normal cruising altitude; (2) When a destination alternate aerodrome is not required, fly to the aerodrome of intended landing and after that for at least 45 minutes at normal cruising altitude. (b) [AOC] Aeroplanes. No person may commence a flight under IFR, or continue past the point of in-flight re-planning, unless there is enough fuel supply, considering meteorological conditions and any delays that are expected in flight, to include the following: (1) Taxi fuel – which shall be the amount of fuel expected to be consumed before take-off; (2) Trip fuel – which shall be the amount of fuel required to enable the aeroplane to fly from take-off, or the point of in-flight re-planning, until landing at the destination aerodrome taking into account the operating conditions in the data provided by the manufacturer; (3) Contingency fuel – which shall be the amount of fuel required to compensate for unforeseen factors. It shall be five percent of the planned trip fuel or of the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the trip fuel, but in any case, shall not be lower than the amount required to fly for five minutes at holding speed at 450 m (1500 ft) above the destination aerodrome in standard conditions; |
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