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
|
To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. (4) Destination alternate fuel – which shall be (i) Where a destination alternate aerodrome is required, the amount of fuel required to enable the aeroplane to: (A) Perform a missed approach at the destination aerodrome; (B) Climb to the expected cruising altitude; (C) Fly the expecting routing; (D) Descend to the point where the expected approach is initiated; and (E) Conduct the approach and landing at the destination alternate aerodrome; or (ii) Where two destination alternate aerodromes are required, the amount of fuel, as calculated in (4)(i) above, required to enable the aeroplane to proceed to the destination alternate aerodrome which requires the greater amount of alternate fuel; or (iii) Where a flight is operated without a destination alternate aerodrome, the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 450 m (1500 ft) above destination aerodrome elevation in standard conditions; or (iv) Where the aerodrome of intended landing is an isolated aerodrome: (A) For a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes plus 15 percent of the flight time planned to be spend at cruising level, including final reserve fuel, or two hours, whichever is less; or (B) For a turbine-engined aeroplane, the amount of fuel required to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel; (5) Final reserve fuel – which shall be the amount of fuel calculated using the estimated mass on arrival at the destination alternate aerodrome, or the destination aerodrome when no destination alternate aerodrome is required, or a pre-calculated value for each aeroplane type and variant in the fleet rounded up to an easily recalled figure: (i) For a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes, under speed and altitude conditions specified by the Authority; or (ii) For a turbine-engined aeroplane, the amount of fuel required to fly for 30 minutes at holding speed at 450 m (1500 ft) above aerodrome elevation in standard conditions; (6) Additional fuel – which shall be the supplementary amount of fuel required if the minimum fuel calculated in accordance with trip fuel, contingency fuel, destination alternate fuel and final reserve fuel above is not sufficient to: (i) Allow the aeroplane to descend as necessary and proceed to an alternate aerodrome in the event of engine failure or loss or pressurization, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route; (A) To fly for 15 minutes at holding speed at 450 m (1500 ft) above the aerodrome elevation in standard conditions; and (B) Make an approach and landing; (C) Allow an aeroplane engaged in EDTO to comply with the EDTO critical fuel scenario as established by the Authority; (D) Meet additional requirements not covered above. Note: Fuel planning for a failure that occurs at the most critical point along a route may place the aeroplane in a fuel emergency situation. (7) Discretionary fuel – shall be the extra amount of fuel to be carried at the discretion of the PIC, or (8) Notwithstanding the provisions in (1)–(7) above, the Authority may approve a variation to these requirements provided the operator can demonstrate an equivalent level of safety will be maintained through a safety risk assessment that includes at least the following: (i) Flight fuel calculations; (ii) Capabilities of the operator to include: (A) A data-driven method that includes a fuel consumption monitoring programme; and/or (B) The advanced use of alternate aerodromes; and (iii) Specific mitigation measures. Note: ICAO Doc 9976, Flight Planning and Fuel Management Manual, contains guidance on the specific safety risk assessment, fuel consumption monitoring programmes and the advanced use of alternate aerodromes. (c) [AAC] and [AOC] Helicopters. 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 is required, (i) Fly to and execute an approach, and a missed approach, at the heliport to which the flight is planned, and thereafter (ii) fly for 30 minutes at a holding speed at 450 m (1500 ft) above the alternate under standard temperature conditions, and approach and land; and (iii) have a reserve for contingencies specified by the operator and approved by the Authority. (2) When a destination alternate is not required, to fly to the heliport to which the flight is planned and thereafter: (3) fly for 30 minutes at a holding speed at 450 m (1500 ft) above the alternate under standard temperature conditions, and approach and land; and (4) have a reserve for contingencies specified by the operator and approved by the Authority. ICAO Annex 6, Part I: 4.3.6.3; 4.3.6.4R; 4.3.6.5; 4.3.6.6 ICAO Annex 6, Part II, Section II: 2.2.3.6 (a) and (b) ICAO Annex 6, Part III, Section II: 2.3.6.3; 2.3.6.3.1; 2.3.6.3.2; 2.3.6.3.3; ICAO Annex 6, Part III, Section III: 2.8.3; 2.8.3.1; 2.8.3.2; 2.8.3.3 14 CFR: 91.167, 121.639, 121,641, 121.643, 121.645, 125.375, 125.377 8.6.2.16 FLIGHT PLANNING DOCUMENT DISTRIBUTION AND RETENTION—COMMERCIAL AIR TRANSPORT (a) For commercial air transport operations, the PIC shall complete and sign the following flight preparation documents before departure: (1) An operational flight plan, including NOTAMs and weather pertinent to the flight planning decisions regarding minimum fuel supply, en route performance, and destination and alternate aerodromes (2) A load manifest, showing the distribution of the load, centre of gravity, takeoff and landing mass and compliance with maximum operating mass limitations, and performance analysis. (3) An applicable technical log page, if mechanical irregularities were entered after a previous flight, maintenance or inspection functions were performed or a maintenance release was issued at the departure aerodrome. (b) No person may takeoff an aircraft in commercial air transport unless all flight release documents, signed by the PIC, are retained and available at the point of departure. (c) The PIC shall carry a copy of the documents specified in paragraph (a) on the aircraft to the destination aerodrome. (d) Completed flight preparation documents shall be kept by the AOC holder for a period of three months. Note: The Authority may approve a different retention location where all documents can be available for subsequent review. ICAO Annex 6, Part I: 4.3.1, 4.3.2; 4.3.3.1 ICAO Annex 6, Part III, Section II: 2.3.1; 2.3.2; 2.3.3.1 8.6.2.17 AIRCRAFT LOADING, MASS AND BALANCE (a) No person may operate an aircraft unless all loads carried are properly distributed and safely secured. (b) No person may operate an aircraft unless the calculations for the mass of the aeroplane and centre of gravity location indicate that the flight can be conducted safely, taking into account the flight conditions expected. Note: When load masters, load planners or other qualified personnel are provided by the AOC holder in a commercial air transport operation, the PIC may delegate these responsibilities, but shall ascertain that proper loading procedures are followed. (c) For commercial air transport operations, no PIC may commence a flight unless the PIC is satisfied that the loading and mass and balance calculations contained in the load manifest are accurate and comply with the aircraft limitations. ICAO Annex 6, Part I: 4.3.1(d)(e) ICAO Annex 6, Part II: 4.4.1(d)(e) ICAO Annex 6, Part III, Section II: 2.3.1(d)(e); Annex 6, Part III, Section III: 2.4(d)(e) 8.6.2.18 MAXIMUM ALLOWABLE MASS TO BE CONSIDERED ON ALL LOAD MANIFESTS (a) The PIC shall ensure that the maximum allowable mass for a flight does not exceed the maximum allowable takeoff mass— (1) For the specific runway and conditions existing at the takeoff time; and (2) Considering anticipated fuel and oil consumption that allows compliance with applicable en route performance, landing mass, and landing distance limitations for destination and alternate aerodromes. ICAO Annex 6, Part 1: 4.3.1(d)(e)(f) ICAO Annex 6, Part II: 4.4.1(d)(e)(f) ICAO Annex 6, Part III, Section II: 2.3.1(d)(e)(f); Annex 6, Part III, Section III: 2.4(d)(e)(f) 14 CFR: 121.693(b)(1-4) 8.6.2.19 FLIGHT RELEASE REQUIRED—COMMERCIAL AIR TRANSPORT (a) No person may start a flight under a flight following system without specific authority from the person authorised by the AOC holder to exercise operational control over the flight. (b) No person may commence a passenger-carrying flight in commercial air transport unless a qualified person authorised by the AOC holder to perform operational control functions has issued a flight release for that specific operation or series of operations. ICAO Annex 6, Part I: 4.2.1.3; 4.6.1(b) ICAO Annex 6, Part III, Section II: 2.2.1.3; 2.6.1(b) 14 CFR: 121.535, 121.593, 121.597 8.6.2.20 OPERATIONAL FLIGHT PLAN—COMMERCIAL AIR TRANSPORT (a) No person may commence a flight unless the operational flight plan has been signed by the PIC. (b) A PIC may sign the operational flight plan only when the PIC and the person authorised by the operator to exercise operational control have determined that the flight can be safely completed. (c) Note: The operational flight plan shall include the routing and fuel calculations, with respect to the meteorological and other factors expected, to complete the flight to the destination and all required alternates. |
上一篇：民航規章 CIVIL AVIATION REGULATIONS 2
下一篇：沒有了
