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. ICAO Annex 6, Part 1: 4.2.8.1; 4.2.8.2; 4.2.8.3; 4.2.8.4; 4.2.8.5R; 4.2.8.6; 4.2.8.7 ICAO Annex 6, Part II: 4.2 ICAO Annex 6, Part III, Section II: 2.2.7.1; 2.2.7.2; 2.2.7.4R; 2.2.8.3; 2.2.8.4; 2.2.8.5R; 2.2.8.6; 2.2.8.7 ICAO Annex 6, Part III, Section III: 2.6.3; 8.8.1.8 CATEGORY II AND III OPERATIONS—GENERAL OPERATING RULES (a) No person may operate a civil aircraft in a Category II or III operation unless— (1) The PIC and CP of the aircraft hold the appropriate authorisations and ratings prescribed in Part 2. (2) Each flight crewmember has adequate knowledge of, and familiarity with, the aircraft and the procedures to be used; and (3) The instrument panel in front of the pilot who is controlling the aircraft has appropriate instrumentation for the type of flight control guidance system that is being used. (b) Unless otherwise authorised by the Authority, no person may operate a civil aircraft in a Category II or Category III operation unless each ground component required for that operation and the related airborne equipment is installed and operating. (c) When the approach procedure being used provides for and requires the use of a DH, the authorised DH is the highest of the following: (1) The DH prescribed by the approach procedure. (2) The DH prescribed for the PIC. (3) The DH for which the aircraft is equipped. (d) Unless otherwise authorised by the Authority, no pilot operating an aircraft in a Category II or Category III approach that provides and requires use of a DH may continue the approach below the authorised decision height unless the following conditions are met: (1) The aircraft is in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal manoeuvres, and where that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing. (2) At least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) The approach light system, except that the pilot may not descend below 30 m (100 ft) above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. (ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The touchdown zone or touchdown zone markings. (vi) The touchdown zone lights. (e) Unless otherwise authorised by the Authority, each pilot operating an aircraft shall immediately execute an appropriate missed approach whenever, before touchdown, the requirements of paragraph (d) of this section are not met. (f) No person operating an aircraft using a Category III approach without DH may land that aircraft except in accordance with the provisions of the letter of authorisation issued by the Authority. (g) No person may conduct Category II or III instrument approaches and landing operations below 800 m (2600 ft) visibility unless RVR information is provided. (h) Paragraphs (a) through (g) of this section do not apply to operations conducted by AOC holders issued a certificate under Part 9. No person may operate a civil aircraft in a CAT II or CAT III operation conducted by an AOC holder unless the operation is conducted in accordance with that AOC holder's approved training programme and operations specifications. Note 1: Category II approval is required to prior to obtaining Category III approval. Note 2: Doc 9365, Manual on All Weather Operations, provides additional guidance. ICAO Annex 6, Part 1: 4.2.8.3; 4.2.8.4R ICAO Annex 6, Part III, Section II: 2.2.7.3; 2.2.7.4R 14 CFR: 91.189 8.8.1.9 CATEGORY II AND CATEGORY III MANUAL (a) Except as provided in paragraph (c) of this section, no person may operate a civil aircraft in a Category II or a Category III operation unless— (1) There is available in the aircraft a current and approved Category II or Category III Manual, as appropriate, for that aircraft; (2) The operation is conducted in accordance with the procedures, instructions, and limitations in the appropriate manual; and (3) The instruments and equipment listed in the manual that are required for a particular Category II or Category III operation have been inspected and maintained in accordance with the maintenance programme contained in the manual. (b) Each operator must keep a current copy of each approved manual at its principal base of operations and must make each manual available for inspection upon request by the Authority. (c) Paragraphs (a) and (b) do not apply to operations conducted by an AOC holder issued a certificate under Part 9, which will have approved Category II or III operations included as a part of its operations manual. (d) IS: 8.8.1.9 provides specific Category II and III Manual requirements. Note 1: Category II approval is required to prior to obtaining Category III approval. Note 2: Doc 9365, Manual on All Weather Operations, provides additional guidance. ICAO Annex 6, Part 1: 4.2.8.2; 4.2.8.3 ICAO Annex 6, Part III, Section II: 2.2.7.3 14 CFR: 91.191 8.8.1.10 EXEMPTION FROM CERTAIN CATEGORY II OPERATIONS (a) The Authority may grant an exemption from the requirements of Subsections 8.8.1.8 and 8.8.1.9 for the operation of small aircraft Category II operations if the operator can demonstrate to the Authority that the proposed operation can be safely conducted. Note: Such authorisation does not permit operation of the aircraft carrying persons or property for compensation or hire. 14 CFR: 91.193 8.8.1.11 DIVERSION DECISION—ENGINE INOPERATIVE (a) Except as provided in paragraph (b), the PIC shall land the aircraft at the nearest suitable aerodrome at which a safe landing can be made whenever an engine of an aircraft fails or is shut down to prevent possible damage. (b) If not more than one engine of an aeroplane having three or more engines fails, or its rotation is stopped, the PIC may proceed to an aerodrome if he or she decides that proceeding to that aerodrome is as safe as landing at the nearest suitable aerodrome after considering the— (1) Nature of the malfunction and the possible mechanical difficulties that may occur if flight is continued; (2) Altitude, mass, and usable fuel at the time of engine stoppage; (3) Weather conditions en route and at possible landing points; (4) Air traffic congestion; (5) Kind of terrain; and (6) Familiarity with the aerodrome to be used 14 CFR: 121.565(b)(1)-(6) 8.8.1.12 OPERATING NEAR OTHER AIRCRAFT—INCLUDING FORMATION FLIGHTS (a) No person may operate an aircraft so close to another aircraft as to create a collision hazard. (b) No person may operate an aircraft in formation flight except -- (1) By arrangement with the PIC of each aircraft in the formation, and (2) If in controlled airspace, in accordance with conditions prescribed by the appropriate air traffic authority, which includes that: (i) The formation operates as a single aircraft with regard to navigation and position reporting (ii) Separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots in command of the other aircraft in flight; (iii) Separation between aircraft shall include periods of transition when aircraft are manoeuvring to attain their own separation within the formation and during join-up and break-away; and (iv) A distance not exceeding 1 km (1/2 nautical mile) laterally and longitudinally and 30 m (100 ft) vertically from the flight leader shall be maintained by each aircraft. (c) No person may operate an aircraft, carrying passengers for hire, in formation flight. ICAO Annex 2: 3.1.8, 3.2.1 14 CFR: 91.111 8.8.1.13 RIGHT-OF-WAY RULES—EXCEPT WATER OPERATIONS (a) General. (1) Each pilot shall maintain vigilance so as to see and avoid other aircraft; and (2) When a rule of this subsection gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear and taking into account the effect of aircraft wake turbulence. (3) Each pilot who has the right-of-way shall maintain his or her heading and speed but is still responsible for taking such action, including collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment, as will best avert collision. (b) In distress. An aircraft in distress has the right-of-way over all other air traffic. (c) Converging. (1) When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. (2) If the converging aircraft are of different categories— (i) A balloon has the right-of-way over any other category of aircraft; (ii) A glider has the right-of-way over an airship, and power driven heavier than air aircraft; and (iii) An airship has the right-of-way over a power driven heavier than air aircraft (d) Towing or refueling. An aircraft towing or refueling other aircraft has the right-of- way over all other engine-driven aircraft, except aircraft in distress. (e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right. (f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft, whether climbing, descending or in horizontal flight, shall alter course to the right to pass well clear. (g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface. |
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