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. (ii) A positive slope at an altitude of at least 450 m (1500 ft) above the aerodrome where the aeroplane is assumed to land. (2) For turbine-powered transport category aeroplanes— (i) A positive slope at an altitude of at least 300 m (1000 ft) above all terrain and obstructions within 9.3 km (5 nautical miles), on each side of the intended track; (ii) A net flight path from cruising altitude to the intended landing aerodrome that allows at least 600 m (2000 ft) clearance above all terrain and obstructions within 9.3 km (5 nautical miles), on each side of the intended track; and (iii) A positive slope at an altitude of at least 450 m (1500 ft) above the aerodrome where the aeroplane is assumed to land; Note: The climb rate specified in paragraph (a)(1)(i) may be amended to 0.026 Vso2 for large transport category aircraft issued a type certificate before 1953. Note: The 9.3 km (5 nautical miles) clearance margin stated in paragraph (a) shall be increased to 18.5 km (10 nautical miles) if navigational accuracy does not meet the 95% containment level. (b) Helicopter. No person shall take off a helicopter used in commercial air transport having two engines unless that helicopter can, in the event of the critical engine failing at any point in the en route phase, continue the flight to the destination or alternate landing site without flying below the minimum flight altitude at any point and clearing all obstacles in the approach path by a safe margin. Note: ICAO Doc 9388, Manual of Model Regulation for National Control of Flight Operations and Continuing Airworthiness of Aircraft Ed 2, para. 3.2.4.2, 3.2.5.4, provides additional guidance. ICAO Annex 6: Part I, 5.2.9 ICAO Annex 6, Part III, Section II: 3.2.7.2.1 14 CFR: 121.181, 121.191, 135.371, 135.381, 135.391 JAR: 1.500, 1.580 8.7.2.8 EN ROUTE LIMITATIONS—TWO ENGINES INOPERATIVE (a) Aeroplane. No person may takeoff an aeroplane used in commercial air transport having three or more engines at such a mass where there is no suitable landing aerodrome within 90 minutes at any point along the intended route (with all engines operating at cruising power), unless that aeroplane can, in the event of simultaneous power failure of two critical engines at the most critical point along that route, continue to a suitable landing aerodrome while allowing— (1) For turbine-powered aeroplanes— (i) A net flight path (considering the ambient temperatures anticipated along the track) clearing vertically by at least 600 m (2000 ft) all terrain and obstructions within 9.3 km (five nautical miles) on each side of the intended track; (ii) A positive slope at 450 m (1500 ft) above the aerodrome of intended landing; and (iii) Enough fuel to continue to the aerodrome of intended landing, to arrive at an altitude of at least 450 m (1500 ft) directly over the aerodrome, and thereafter to fly for 15 minutes at cruise power. Note: The consumption of fuel and oil after the engine failure is the same as the consumption that is allowed for in the net flight path data in the AFM. (2) For piston-engined aeroplanes— (i) A rate of climb at 0.013 Vso2 feet per minute (that is, the number of feet per minute is obtained by multiplying the number of knots squared by 0.013) at an altitude of 300m (1000 ft) above the highest ground or obstruction within 18.6 km (10 nautical miles) on each side of the intended track, or at an altitude of 1500 m (5000 ft), whichever is higher; and (ii) Enough fuel to continue to the aerodrome of intended landing and to arrive at an altitude of at least 300 m (1000 ft) directly over that aerodrome. Note 1: When the two engines of the piston-engined aeroplane are predicted to fail at an altitude above the prescribed minimum altitude, compliance with the prescribed rate of climb need not be shown during the descent from the cruising altitude to the prescribed minimum altitude, if those requirements can be met once the prescribed minimum altitude is reached, and assuming descent to be along a net flight path and the rate of descent to be 0.013 Vso2 greater than the rate in the approved performance data. Note 2: If fuel jettisoning is authorised (or planned), the aeroplane’s mass at the point where the two engines fail is considered to be not less than that which would include enough fuel to proceed to an aerodrome and to arrive at an altitude of at least 300 m (1000 ft) directly over that aerodrome. (b) Helicopters. No person shall takeoff a Class 1 or Class 2 helicopter used in commercial air transport having three or more engines unless that helicopter can, in the event of two critical engines failing simultaneously at any point in the en route phase, continue the flight to a suitable landing site. Note: ICAO Doc 9388, Manual of Model Regulation for National Control of Flight Operations and Continuing Airworthiness of Aircraft Ed 2, para. 3.2.4.3, 3.2.5.5, provides additional guidance. ICAO Annex 6: Part I, 5.2.10 ICAO Annex 6, Part III, Section II: 3.2.7.2.1 14 CFR: 121.183, 121.193, 135.373, 135.383 JAR-OPS: 1.505, 1.585 8.7.2.9 LANDING LIMITATIONS (a) Aeroplane. No person may take off an aeroplane used in commercial operations unless its mass on arrival at either the intended destination aerodrome or any planned alternate aerodrome would allow a full stop landing from a point 15 m (50 ft) above the intersection of the obstruction clearance plane and the runway, and within— (1) For turbine-powered aeroplanes, 60 percent of the effective length of each runway. (2) For piston-engined aeroplanes, 70 percent of the effective length of each runway. (b) For the purpose of determining the allowable landing mass at the destination aerodrome, each person determining the landing limit shall ensure that— (1) The aeroplane is landed on the most favourable runway and in the most favourable direction, in still air; or (2) The aeroplane is landed on the most suitable runway considering the probable wind velocity and direction, runway conditions, the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain. Note: If the runway at the landing destination is reported or forecast to be wet or slippery, the landing distance available shall be at least 115 percent of the required landing distance unless, based on a showing of actual operating landing techniques on wet or slippery runways, a shorter landing distance (but not less than that required by paragraph (a)) has been approved for a specific type and model aeroplane and this information is included in the AFM. (c) A turbine-powered transport category aeroplane that would be prohibited from taking off because it could not meet the requirements of paragraph (a)(1), may take off if an alternate aerodrome is specified that meets all the requirements of paragraph (a). (d) Helicopters. No person may take off a helicopter used in commercial air transport unless, with all engines operating on arrival at the intended destination landing site or any planned alternate landing, it can clear all obstacles on the approach path and can land and stop within the landing distance available. (e) Helicopters. No person may take off a helicopter used in commercial air transport unless, in the event of any engine becoming inoperative in the approach and landing phase on arrival at the intended destination landing site or any planned alternate landing, it can— (1) For Class 1 helicopters— (i) Before the landing decision point, clear all obstacles on the approach path and be able to land and stop within the landing distance available or to perform a balked landing and clear all obstacles in the flight path by an adequate margin; or (ii) After the landing decision point, land and stop within the landing distance available. (2) For Class 2 helicopters— (i) Before reaching a defined point before landing, safely execute a forced landing within the landing distance available. (3) For Class 3 helicopters— (i) Safely execute a forced landing within the landing distance available. Note: ICAO Doc 9388, Manual of Model Regulation for National Control of Flight Operations and Continuing Airworthiness of Aircraft Ed 2, para. 3.2.4.4.1, 3.2.4.4.2, 3.2.4.4.3, 3.2.5.6, 3.2.5.7, provides additional guidance. ICAO Annex 6: Part 1, 5.2.11 ICAO Annex 6, Part III, Section II: 3.2.7.3.1; 3.2.7.3.2; 3.2.7.3.3 14 CFR: 121.185, 121.187, 121.195, 121.197, 135.375, 135.377, 135.385, 135.387 8.7.2.10 ADDITIONAL REQUIREMENTS FOR CLASS 3 HELICOPTERS OPERATING IN IMC (a) Except for special VFR flights, no person may operate a performance Class 3 helicopter in IMC unless: (1) The surface environment over which the operation is to be performed is acceptable to the Authority; (2) The helicopter is certified for flight under IFR; (3) The operation is approved by the Authority taking into consideration the overall level of safety provided by: (i) The reliability of the engines; (ii) The operator’s maintenance procedures, operating practices and crew training programmes; and equipment including the operator’s vibration health monitoring practices for the tail-rotor drive system. (b) Except for special VFR flights, no person may operate a performance Class 3 helicopter in IMC unless the operator has an engine trend monitoring system and uses the instruments, systems and operational/maintenance procedures to monitor the engines that are recommended by the helicopter manufacture. Note: See ICAO Annex 6, Part III, Chapter 3 for additional guidance on helicopter performance operating limitations. ICAO Annex 6, Part III: 3.4.1, 3.4.2, 3.4.3, 3.4.4R JAR-OPS: 1.510, 1.590 8.8 FLIGHT RULES 8.8.1 ALL OPERATIONS 8.8.1.1 OPERATION OF AIRCRAFT ON THE GROUND |
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