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. (a) No person may taxi an aircraft on the movement area of an aerodrome unless the person at the controls— (1) Has been authorised by the owner, the lessee, or a designated agent; (2) Is fully competent to taxi the aircraft; (3) Is qualified to use the radio if radio communications are required; and (4) Has received instruction from a competent person in respect of aerodrome layout, and where appropriate, information on routes, signs, marking, lights, ATC signals and instructions, phraseology and procedures, and is able to conform to the operational standards required for safe aircraft movement at the aerodrome. (b) No person shall cause a helicopter rotor to be turned under power unless there is a qualified pilot at the controls. (c) No person shall taxi an aircraft under the guidance of a signalman unless— (1) The standard marshalling signals to the aircraft are provided in a clear and precise manner using the signals as prescribed by the Authority in IS: 8.8.2.11. (2) The signalman is wearing a distinctive fluorescent identification vest to allow the flight crew to identify that he or she is the person responsible for the marshalling operation; and (3) The signalman and all participating ground staff are using daylight-fluorescent wands, table-tennis bats or gloves for all signaling during daylight hours and illuminated wands at night or in low visibility. ICAO Annex 2: 3.4.1; 3.4.2; 3.4.3; 3.4.5; 3.4.6 ICAO Annex 6: Part I: 4.2.4.2 ICAO Annex 6, Part II: 4.17 ICAO Annex 6, Part III, Section II: 2.2.3.2; Annex 6, Part III, Section III: 2.17 14 CFR: 91.111(a) 8.8.1.2 TAKEOFF CONDITIONS (a) Before commencing takeoff, a PIC shall ensure that— (1) According to the available information, the weather at the aerodrome and the condition of the runway intended to be used will allow for a safe takeoff and departure; and (2) The RVR or visibility in the takeoff direction of the aircraft is equal to or better than the applicable minimum. ICAO Annex 2: 2.3.1; 2.3.2 14 CFR: 91.103; 91:175 JAR-OPS: 1.355, 1.360 8.8.1.3 FLIGHT INTO KNOWN OR EXPECTED ICING (a) No person may take off an aircraft or continue to operate an aircraft en route when icing conditions are expected or encountered, without ensuring that the aircraft is certified for icing operations and has sufficient operational de-icing or anti-icing equipment. (b) No person may take off an aircraft when frost, ice or snow is adhering to the wings, control surfaces, propellers, engine inlets or other critical surfaces of the aircraft which might adversely affect the performance or controllability of the aircraft. (c) For commercial air transport operations, no person may take off an aircraft when conditions are such that frost, ice or snow may reasonably be expected to adhere to the aircraft, unless the aircraft has been inspected for icing, and the procedures approved for the AOC holder by the Authority are followed to ensure ground de-icing and anti-icing is accomplished. ICAO Annex 6, Part I: 4.3.5.5; 4.3.5.6; 6.8 ICAO Annex 6, Part II: 4.6.4 ICAO Annex 6, Part III, Section II: 2.3.5.3; Annex 6, Part III, Section III: 2.6.4 14 CFR: 91.527, 121.629 JAR-OPS: 1.345 8.8.1.4 ALTIMETER SETTINGS (a) Each person operating an aircraft, except a balloon or glider, shall maintain the cruising altitude or flight level by reference to an altimeter setting. (b) The lowest usable flight level is determined by the atmospheric pressure in the area of operation. (c) The flightcrew shall use the altimeter settings provided by the ATC service of [STATE]. Note: In areas of the world where it may not be possible to get an altimeter setting, reference the State’s procedures in the AIP. 14 CFR: 91.121 8.8.1.5 MINIMUM SAFE ALTITUDES—GENERAL (a) Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: (1) Anywhere. An altitude allowing, if a power unit fails, continuation of flight or an emergency landing without undue hazard to persons or property on the surface. (2) Over congested areas. Over any congested area of a city, town, or settlement, or over any open-air assembly of persons, an altitude of 300 m (1000 ft) above the highest obstacle within a horizontal radius of 600 m (2000 ft) of the aircraft. (3) Over other than congested areas. An altitude of 150 m (500 ft) above the surface, except over open water or sparsely populated areas where the aircraft may not be operated closer than 150 m (500 ft) to any person, vessel, vehicle, or structure. (4) Helicopters. Pilots of helicopters are not subject to the proximity restrictions provided they are operated in a manner that is not hazardous to persons and property on the surface. The PIC of a helicopter shall comply with any routes or altitudes for the area that are prescribed for helicopters by the Authority. (5) Altitudes prescribed by ICAO Annex 2: 3.1.2, 4.6; 5.1.2 ICAO Annex 6, Part I: 4.2.7.1; 4.2.7.2 ICAO Annex 6, Part III, Section II: 2.2.6.1; 2.2.6.2 14 CFR: 91.119 JAR-OPS: 1.365 8.8.1.6 MINIMUM SAFE VFR ALTITUDES (a) Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: (1) No person may operate an aeroplane during the day, under VFR, at an altitude less than 300 m (1000 ft) above the surface or within 300 m (1000 ft) of any mountain, hill, or other obstruction to flight. (2) No person may operate an aeroplane at night, under VFR, at an altitude less than 300 m (1000 ft) above the highest obstacle within a horizontal distance of 8 km (5 statute miles) from the centre of the intended course, or, in designated mountainous areas, less than 600 m (2000 ft) above the highest obstacle within a horizontal distance of 8 km (5 statute miles) from the centre of the intended course. ICAO Annex 2: 3.1.2; 4.6; 5.1.2 ICAO Annex 6, Part I: 4.2.7.1; 4.2.7.2 ICAO Annex 6, Part III, Section II: 2.2.6.1; 2.2.6.2 14 CFR: 121. 657 8.8.1.7 INSTRUMENT APPROACH OPERATING MINIMA (a) No person may operate to or from an aerodrome using operating minima lower than those which may be established for that aerodrome by the State in which it is located, unless that State specifically approves that operation in accordance with the provisions of Implementing Standard: IS: 8.8.1.7. (b) No person may conduct instrument approach operations at an aerodrome below 800 m (2600 ft) visibility unless RVR information is provided. (c) Instrument approach operations shall be classified based on the designed lowest operating minima below which an approach operation shall only be continued with the required visual reference as follows: (1) Type A: a minimum descent height or decision height at or above 75 m (250 ft); and (2) Type B: a decision height below 75 m (250 ft). Type B instrument approach operations are categorized as: (i) Category I (CAT I): a decision height not lower than 60 m (200 ft) with either a visibility not less than 800 m or a runway visual range not less than 550 m; (ii) Category II (CAT II): a decision height lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range not less than 300 m; (iii) Category IIIA (CAT IIIA): a decision height lower than 30 m (100 ft) or no decision height and a runway visual range not less than 175 m; (iv) Category IIIB (CAT IIIB): a decision height lower than 15m (50 ft) or no decision height and a runway visual range less than 175 m but not less than 50 m; and, (v) Category IIIC (CAT IIIC): no decision height and no runway visual range limitations. (d) The operating minima for 2D instrument approach operations using instrument approach procedures shall be determined by establishing a minimum descent altitude (MDA) or minimum descent height (MDH), minimum visibility and, if necessary, cloud conditions. (e) The operating minima for 3D instrument approach operations using instrument approach procedures shall be determined by establishing a decision altitude (DA) or decision height (DH) and the minimum visibility or RVR. Note 1: Where DH and RVR fall into different categories of operation, the instrument approach operation would be conducted in accordance with the requirements of the most demanding category (e.g., an operation with a DH in the range of CAT IIIA but with an RVR in the range of CAT IIIB would be considered a CAT IIIB operation or an operation with a DH in the range of CAT II but with an RVR in the range of CAT I would be considered a CAT II operation). Note 2: The required visual reference means that section of the visual aids or of the approach area which should be been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach operation the required visual reference is the runway environment. Note 3: Guidance on approach classification as it relates to instrument approach operations, procedures, runways and navigation systems is contained in ICAO Doc 9365, All Weather Operations Manual. Note 4: For guidance on applying a continuous descent final approach (CDFA) flight technique on non-precision approach procedures (2D instrument approach operations Type A) refer to ICAO Doc 8168, PANS-OPS, Volume I, Section 4, Chapter 1. CDFA with manual calculation of the required rate of descent (see PANS-OPS (Doc 8168), Volume I, Part I, Section 4, Chapter 1, Sub-Sections 1.7 and 1.8) are considered 2D instrument approach operations. CDFA with advisory VNAV guidance calculated by on-board equipment (see PANS-OPS (Doc 8168), Volume I, Part I, Section 4, Chapter 1, Sub-Section 1.8, paragraph 1.8.1) are considered 3D instrument approach operations. |
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