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民航規(guī)章 CIVIL AVIATION REGULATIONS 2

時(shí)間：2015-01-22 15:18來源：藍(lán)天飛行翻譯公司 作者：民航翻譯 點(diǎn)擊：次

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(2) A system of on-board quarterly radiation sampling acceptable to the Authority as described in IS 7.10.1.13; and
(3) A display unit readily visible to a flight crew member.
(b) The operator shall have the equipment in (a) above calibrated on the basis of assumptions acceptable to the Authority.
ICAO Annex 6. Part I: 6.12
ICAO Annex 6, Part II, Section III: 3.6.7
JAR-OPS 1: 1.680
7.10.1.14 MARITIME SOUND SIGNALLING DEVICE
(a) [AAC] All seaplanes for all flights shall be equipped with equipment for making the sound signals prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.
ICAO Annex 6, Part I: 6.5.1(b)
ICAO Annex 6, Part II, Section II: 2.4.4.1(b)
JAR-OPS 1: 1.840(a)(2)
7.10.1.15 ANCHORS
(b) [AAC]. No person shall operate a seaplane unless it is equipped with—
(1) One anchor, and
(2) One sea anchor (drogue)
Note: "Seaplanes" includes amphibians operated as seaplanes.
ICAO Annex 6, Part I: 6.5.1(c)
ICAO Annex 6 Part II, Section II: 2.4.4.1(c)(d)
JAR-OPS 1: 1.840(a)(1)
MODEL CIVIL AVIATION REGULATIONS
PART 7 — IMPLEMENTING STANDARDS
[STATE]
VERSIONS 2.8
NOVEMBER 2013
For ease of reference the number assigned to each implementing standard corresponds to its associated regulation. For example IS: 1.2.1.8 would reflect a standard required in subsection 1.2.1.8.
PART 7 — IMPLEMENTING STANDARDS
IS: 7.2.1.6 CATEGORY II: INSTRUMENTS AND EQUIPMENT APPROVAL AND MAINTENANCE REQUIREMENTS
(a) General. The instruments and equipment required by § 7.2.1.6 shall be approved as provided in this implementing standard before being used in Category II operations. Before presenting an aircraft for approval of the instruments and equipment, it must be shown that since the beginning of the 12th calendar month before the date of submission—
(1) The ILS localizer and glide slope equipment were bench checked according to the manufacturer's instructions and found to meet those standards specified in RTCA Paper 23-63/DO-177 dated March 14, 1963, “Standards Adjustment Criteria for Airborne Localizer and Glideslope Receivers.”
(2) The altimeters and the static pressure systems were tested and inspected; and
(3) All other instruments and items of equipment specified in § 7.2.1.6 that are listed in the proposed maintenance programme were bench checked and found to meet the manufacturer's specifications.
(b) Flight control guidance system. All components of the flight control guidance system shall be approved as installed by the evaluation programme specified in paragraph (e) if they have not been approved for Category III operations under applicable type or supplemental type certification procedures. In addition, subsequent changes to make, model, or design of the components must be approved under this paragraph. Related systems or devices, such as the auto-throttle and computed missed approach guidance system, shall be approved in the same manner if they are to be used for Category II operations.
(c) Radio altimeter. A radio altimeter must meet the performance criteria of this paragraph for original approval and after each subsequent alteration.
(1) It shall display to the flight crew clearly and positively the wheel height of the main landing gear above the terrain.
(2) It shall display wheel height above the terrain to an accuracy of ±5 feet or 5 percent, whichever is greater, under the following conditions:
(i) Pitch angles of zero to ±5° about the mean approach attitude;
(ii) Roll angles of zero to 20° in either direction;
(iii) Forward velocities from minimum approach speed up to 200 knots; or
(iv) Sink rates from zero to 15 feet per second at altitudes from 100 to 200 feet.
(3) Over level ground, it must track the actual altitude of the aircraft without significant lag or oscillation.
(4) With the aircraft at an altitude of 200 feet or less, any abrupt change in terrain representing no more than 10 percent of the aircraft's altitude must not cause the altimeter to unlock, and indicator response to such changes must not exceed 0.1 seconds and, in addition, if the system unlocks for greater changes, it must reacquire the signal in less than 1 second.
(5) Systems that contain a push to test feature must test the entire system (with or without an antenna) at a simulated altitude of less than 500 feet.
(6) The system must provide to the flight crew a positive failure warning display any time there is a loss of power or an absence of ground return signals within the designed range of operating altitudes.
(d) Other instruments and equipment. All other instruments and items of equipment required by §7.2.1.6 shall be capable of performing as necessary for Category II operations. Approval is also required after each subsequent alteration to these instruments and items of equipment.
(e) Evaluation programme.
(1) Application. Approval by evaluation is requested as a part of the application for approval of the Category II manual.
(2) Demonstrations. Unless otherwise authorised by the Authority, the evaluation programme for each aircraft requires the demonstrations specified in this paragraph. At least 50 ILS approaches shall be flown with at least five approaches on each of three different ILS facilities and no more than one half of the total approaches on any one ILS facility. All approaches shall be flown under simulated instrument conditions to a 30 m (100 foot) decision height and 90 percent of the total approaches made shall be successful. A successful approach is one in which—
(i) At the 30 m (100 foot) decision height, the indicated airspeed and heading are satisfactory for a normal flare and landing (speed must be ±5 knots of programmed airspeed, but may not be less than computed threshold speed if autothrottles are used);
(ii) The aircraft at the 30 m (100 foot) decision height, is positioned so that the cockpit is within, and tracking so as to remain within, the lateral confines of the runway extended;
(iii) Deviation from glide slope after leaving the outer marker does not exceed 50 percent of full-scale deflection as displayed on the ILS indicator;
(iv) No unusual roughness or excessive attitude changes occur after leaving the middle marker; and
(v) In the case of an aircraft equipped with an approach coupler, the aircraft is sufficiently in trim when the approach coupler is disconnected at the decision height to allow for the continuation of a normal approach and landing.
(3) Records. During the evaluation programme the following information shall be maintained by the applicant for the aircraft with respect to each approach and made available to the Authority upon request:
(i) Each deficiency in airborne instruments and equipment that prevented the initiation of an approach
(ii) The reasons for discontinuing an approach, including the altitude above the runway at which it was discontinued
(iii) Speed control at the 30 m (100 foot) DH if auto throttles are used.
(iv) Trim condition of the aircraft upon disconnecting the auto coupler with respect to continuation to flare and landing.
(v) Position of the aircraft at the middle marker and at the decision height indicated both on a diagram of the basic ILS display and a diagram of the runway extended to the middle marker. Estimated touchdown point shall be indicated on the runway diagram.
(vi) Compatibility of flight director with the auto coupler, if applicable
(vii) Quality of overall system performance.
(4) Evaluation. A final evaluation of the flight control guidance system is made upon successful completion of the demonstrations. If no hazardous tendencies have been displayed or are otherwise known to exist, the system is approved as installed.
(f) Each maintenance programme for Category II instruments and equipment shall contain the following:
(1) A list of each instrument and item of equipment specified in § 7. 2.1.6 that is installed in the aircraft and approved for Category II operations, including the make and model of those specified in § 7. 2.1.6 (a)(1).
(2) A schedule that provides for the performance of inspections under subparagraph (5) of this paragraph within 3 calendar months after the date of the previous inspection. The inspection shall be performed by a person authorised by Part 5, except that each alternate inspection may be replaced by a functional flight check. This functional flight check shall be performed by a pilot holding a Category II pilot authorisation for the type aircraft checked.
(3) A schedule that provides for the performance of bench checks for each listed instrument and item of equipment that is specified in § 7.2.1.6 (a)(1) within 12 calendar months after the date of the previous bench check.
(4) A schedule that provides for the performance of a test and inspection of each static pressure system within 12 calendar months after the date of the previous test and inspection.
(5) The procedures for the performance of the periodic inspections and functional flight checks to determine the ability of each listed instrument and item of equipment specified in § 7.2.1.6 (a)(1) to perform as approved for Category II operations including a procedure for recording functional flight checks.
(6) A procedure for assuring that the pilot is informed of all defects in listed instruments and items of equipment.
(7) A procedure for assuring that the condition of each listed instrument and item of equipment upon which maintenance is performed is at least equal to its Category II approval condition before it is returned to service for Category II operations.

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