時(shí)間：2015-01-22 15:21來(lái)源：藍(lán)天飛行翻譯公司 作者：民航翻譯 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. ICAO Annex 3: 2.1.3 ICAO Annex 6, Part I: 4.4.1.2, 4.4.1.3 ICAO Annex 6, Part II, Section II: 2.2. 4.1.2; 2.2.4.1.3 ICAO Annex 6, Part III, Section II: 2.4.1.2; 2.4.1.3 ICAO Annex 6, Part III, Section III: 2.6.3.2; 2.6.3.3 14 CFR: 135.225(a)-(c) JAR-OPS: 1.400, 1.405 8.8.4.14 INSTRUMENT APPROACHES TO CIVIL AERODROMES (a) Each person operating a civil aircraft shall use a standard instrument approach procedure prescribed by the authorities having jurisdiction over the aerodrome, unless otherwise authorised by the Authority. (b) Authorised DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DH or MDA, the authorised DH or MDA is the highest of the following: (1) The DH or MDA prescribed by the approach procedure. (2) The DH or MDA prescribed for the PIC. (3) The DH or MDA for which the aircraft is equipped. ICAO Annex 6, Part I: 4.4.8.1; 4.4.8.2 ICAO Annex 6, Part II: 4.2 ICAO Annex 6, Part III, Section II: 2.4.8.2; Annex 6, Part III, Section III: 2.2 14 CFR: 91.175(a)(b) 8.8.4.15 OPERATION BELOW DH OR MDA (a) Where a DH or MDA is applicable, no pilot may operate a civil aircraft at any aerodrome or heliport below the authorised MDA, or continue an approach below the authorised DH unless— (1) The aircraft is continuously 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; (2) For commercial air transport operations, a descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; (3) The reported flight visibility is not less than the visibility prescribed in the standard instrument approach being used or the controlling RVR is above the specified minimum; and (4) 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) Threshold lights; (v) The runway end identifier lights; (vi) The visual approach slope indicator; (vii) The touchdown zone or touchdown zone markings; (viii) The touchdown zone lights; (ix) The runway or runway markings; or (x) The runway lights. Note 1: Controlling RVR means the reported values of one or more RVR reporting locations (touchdown, mid-point and stop-end) used to determine whether operating minima are or are not met. Where RVR is used, the controlling RVR is the touchdown RVR, unless otherwise specified by [STATE] criteria. Note 2: The visual references above do not apply to Category II and III operations. The required visual references under Category II and III operations are stated in the AOC holder’s approved operations specifications or in a special authorisation prescribed by the Authority. ICAO Annex 6, Part I: 4.2.8.3; 4.2.8.4; 4.4.1.2, RVR Note ICAO Annex 6, Part II: 4.6.3.6, RVR Note 14 CFR: 91.175(c) 8.8.4.16 LANDING DURING INSTRUMENT METEOROLOGICAL CONDITIONS (a) No pilot operating a civil aircraft may land that aircraft when the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used. ICAO Annex 6, Part 1: 4.4.1.2; 4.4.1.3; 4.4.8.2 ICAO Annex 6, Part II: 4.2 ICAO Annex 6, Part III, Section II: 2.4.8.2; Annex 6, Part III, Section III: 2.2 14 CFR: 91.175(d) 8.8.4.17 EXECUTION OF A MISSED APPROACH PROCEDURE (a) Each pilot operating a civil aircraft shall immediately execute an appropriate missed approach procedure when either of the following conditions exists: (1) Whenever the required visual reference criteria is not met in the following situations: (i) When the aircraft is being operated below MDA; or (ii) Upon arrival at the missed approach point, including a DH where a DH is specified and its use is required, and at any time after that until touchdown. (2) Whenever an identifiable part of the aerodrome is not distinctly visible to the pilot during a circling manoeuvre at or above MDA, unless the inability to see an identifiable part of the aerodrome results only from a normal bank of the aircraft during the circling approach. ICAO Annex 6, Part 1: 4.4.1.3 14 CFR: 91.175(e) 8.8.4.18 CHANGE FROM IFR FLIGHT TO VFR FLIGHT (a) An pilot electing to change from IFR flight to VFR flight shall notify the appropriate ATC facility specifically that the IFR flight is cancelled and then communicate the changes to be made to his or her current flight plan. (b) When a pilot operating under IFR encounters VMC, he or she may not cancel the IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted VMC. ICAO Annex 2: 5.1.3.1; 5.1.3.2 8.8.4.19 TWO-WAY RADIO COMMUNICATIONS FAILURE IN IFR (a) Communications Failure: General (1) In the event of communications failure, the pilot shall attempt to establish communications with the appropriate air traffic control unit using all other available means. (2) In addition, the pilot shall, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for such instructions as may be issued by visual signals. (b) If radio failure occurs in VMC while under ATC control, or if VMC conditions are encountered after the failure, each pilot shall— (4) Continue the flight under VMC; (5) Land at the nearest suitable aerodrome; and (6) Report arrival to the appropriate ATC services unit by the most expeditious means possible. (c) If two-way radio communication failure occurs in IMC, or when the pilot of an IFR flight considers it inadvisable to continue the flight in VMC, the PIC shall: (1) unless otherwise prescribed on the basis of regional air navigation agreement, in airspace where radar is not used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position over a compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan; (2) in airspace where radar is used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following - (i) The time the last assigned level or minimum flight altitude is reached; or (ii) The time the transponder is set to Code 7600; or (iii) The aircraft’s failure to report its position over a compulsory reporting point; whichever is later, and thereafter adjust level and speed in accordance with the filed flight plan; (3) when being radar vectored or having been directed by ATC to proceed offset using area navigation (RNAV) without a specified limit, rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude; (4) proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving the destination aerodrome and, when required to ensure compliance with (5) below, hold over this aid or fix until commencement of descent; (5) commence descent from the navigation aid of fix specified in (4) at, or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at, or as close as possible to the estimated time of arrival resulting from the current flight plan; (6) complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and (7) land, if possible, within 30 minutes after the estimated time of arrival specified in (5) or the last acknowledged expected approach time, whichever is later. ICAO Annex 2: 3.6.5.2; 3.6.5.2.1; 3.6.5.2.2 8.8.4.20 THRESHOLD CROSSING HEIGHT FOR 3D INSTRUMENT APPROACH OPERATIONS (a) An operator shall establish operational procedures designed to ensure that an aeroplane being used to conduct 3D approach operations crosses the threshold by a safe margin with the aeroplane in the landing configuration and attitude. ICAO Annex 6, Part 1: 4.2.9 8.9 PASSENGERS AND PASSENGER HANDLING 8.9.1 ALL PASSENGER CARRYING OPERATIONS 8.9.1.1 UNACCEPTABLE CONDUCT (a) No person on board may interfere with a crewmember in the performance of his or her duties. (b) Each passenger shall fasten his or her seat belt and keep it fastened while the seat belt sign is lighted. (c) No person on board an aircraft shall recklessly or negligently act or omit to act in such a manner as to endanger the aircraft or persons and property therein. (d) No person may secrete himself or herself nor secrete cargo on board an aircraft. (e) No person may smoke while the no-smoking sign is lighted. (f) No person may smoke in any aeroplane lavatory. (g) No person may tamper with, disable or destroy any smoke detector installed in any aeroplane lavatory. ICAO Annex 6, Part I: 4.2.12.4 ICAO Annex 6, Part III, Section II: 2.2.10.4 14 CFR: 91.517(e); 121.580; 135.127(e) JAR-OPS: 1.105(b) 8.9.1.2 REFUELLING WITH PASSENGERS ONBOARD (a) No PIC may allow an aeroplane to be refuelled when passengers are embarking, on board or disembarking unless— (1) The aeroplane is manned by qualified personnel ready to initiate and direct an evacuation; and |
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