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. (b) No person shall operate single-engine turbine-powered aeroplanes at night and/or in IMC unless the airworthiness certification of the aeroplane is appropriate and acceptable to the Authority and that the overall safety of the operation is consistent with commercial air transportation operations as provided by: (1) The reliability of the turbine engine; (2) The operator’s maintenance procedures, operating practices, flight dispatch procedures; (3) Crew training programmes; and (4) Equipment and additional requirements provided in accordance with paragraph (d) (c) No person shall operate a single-engine turbine-powered aeroplane at night and/or in IMC unless the aeroplane has an engine trend monitoring system, and those aeroplanes for which the individual certificate of airworthiness is first issued on or after 1 January 2005 shall have an automatic trend monitoring system. (d) IS: 8.7.2.3 provides additional airworthiness and operational requirements applicable to the operation of single-engine turbine-powered aeroplanes at night and/or in IMC with respect to: (1) Turbine engine reliability (2) Systems and equipment (3) Minimum equipment list (4) Flight manual information (5) Event reporting (6) Operator planning (7) Flight crew experience, training and checking (8) Route limitations over water (9) Operator certification or validation (e) No person may operate a multiengine aircraft used for revenue passengers carrying operations that is unable to comply with any of the performance limitations of Subsections 8.7.2.4 through 8.7.2.8 unless that aircraft is continually operated— (1) In daylight; (2) In VFR, excluding over the top operations; and (3) At a mass that will allow it to climb, with the critical engine inoperative, at least 15 m (50 ft) a minute when operating at the MEAs of the intended route or any planned diversion, or at 1500 m (5000 ft) MSL, whichever is higher. (f) Multiengine aircraft that are unable to comply with paragraph (e) (3) are, for the purpose of this Section, considered to be a single engine aircraft and shall comply with the requirements of paragraph (a). Note: ICAO Doc 9388, Manual of Model Regulation for National Control of Flight Operations and Continuing Airworthiness of Aircraft Ed 2, para. 3.2.1.1, 3.2.2.1, provides additional guidance. ICAO Annex 6: Part I: 5.1.1; 5.1.2; 5.2.2; 5.4.1; 5.4.2 & Appendix 3 ICAO Annex 6, Part III, Section II: 3.1.1; 3.1.2; 3.1.3 14 CFR: 135.181 JAR-OPS: 1.470, 1.490, 1.495, 1.565, 1.570, 1.575 8.7.2.4 AIRCRAFT PERFORMANCE CALCULATIONS (a) No person may takeoff an aircraft used in commercial air transport without ensuring that the applicable operating and performance limitations required for this section can be accurately computed based on the AFM, RFM, or other data source approved by the Authority. (b) Each person calculating performance and operating limitations for aircraft used in commercial air transport shall ensure that performance data used to determine compliance with this section can, during any phase of flight, accurately account for— (1) Any reasonably expected adverse operating conditions that may affect aircraft performance; (2) One engine failure for aircraft having two engines, if applicable; and (3) Two engine failure for aircraft having three or more engines, if applicable. (c) When calculating the performance and limitation requirements of Subsections 8.7.2.5 to 8.7.2.9, each person performing the calculation shall, for all engines operating and for inoperative engines, accurately account for— (1) In all phases of flight— (i) The effect of fuel and oil consumption on aircraft mass; (ii) The effect of fuel consumption on fuel reserves resulting from changes in flight paths, winds, and aircraft configuration; (iii) The effect of fuel jettisoning on aircraft mass and fuel reserves, if applicable and approved; (iv) The effect of any ice protection system, if applicable and weather conditions require its use; (v) Ambient temperatures and winds along intended route and any planned diversion; (vi) Flight paths and minimum altitudes required to remain clear of obstacles. (2) During takeoff and landing— (d) The condition of the takeoff runway or area to be used, including any contaminates (e.g., water, slush, snow, ice); (1) The gradient of runway to be used; (2) The runway length including clearways and stopways, if applicable; (3) Pressure altitudes at takeoff and landing sites; (4) Current ambient temperatures and winds at takeoff; (5) Forecast ambient temperatures and winds at each destination and planned alternate landing site; (6) The ground handling characteristics (e.g., braking action) of the type of aircraft; and (7) Landing aids and terrain that may affect the takeoff path, landing path, and landing roll. Note 1: Where conditions are different from those on which the performance is based, compliance may be determined by interpolation or by computing the effects of changes in the specific variables, if the results of the interpolation or computations are substantially as accurate as the results of direct tests. Note 2: To allow for wind effect, takeoff and landing data based on still air may be corrected by taking into account not more than 50 percent of any reported headwind component and not less than 150 percent of any reported tailwind component. ICAO Annex 6, Part I: 5.2.3, 5.2.4, 5.2.5; 5.2.6; 5.2.8.1; 5.2.9; 5.2.10; 5.2.11 ICAO Annex 6, Part III, Section II: 3.2.3; 3.2.4; 3.2.5; 3.2.6 14 CFR: 121.175, 121.189, 121.195, 121.197; 121.199; 121.203; 121.205 JAR-OPS: 1.485(a) 8.7.2.5 TAKEOFF LIMITATIONS (a) Aeroplanes. No person may takeoff an aeroplane used in commercial air transport unless the following requirements are met when determining the maximum permitted take-off mass: (1) The takeoff run shall not be greater than the length of the runway. (2) For turbine- powered aeroplanes— (i) The takeoff distance shall not exceed the length of the runway plus the length of any clearway, except that the length of any clearway included in the calculation shall not be greater than 1/2 the length of the runway; and (ii) The accelerate-stop distance shall not exceed the length of the runway, plus the length of any stopway, at any time during takeoff until reaching V1. (3) For piston-engined aeroplanes— (i) The accelerate-stop distance shall not exceed the length of the runway at any time during takeoff until reaching V1. (4) If the critical engine fails at any time after the aeroplane reaches V1, to continue the takeoff flight path and clear all obstacles either— (i) By a height of at least 9 m (35 ft) vertically for turbine-powered aeroplanes or 15 m (50 ft) for piston-engined aeroplanes; and (ii) By at least 60 m (200 ft) horizontally within the aerodrome boundaries and by at least 90 m (300 ft) horizontally after passing the boundaries, without banking more than 15 degrees at any point on the takeoff flight path. (b) Helicopters. No person may takeoff a helicopter used in commercial air transport that, in the event of a critical engine failure, cannot— (1) For Class 1 helicopters— (i) At or before the takeoff decision point, discontinue the takeoff and stop within the rejected takeoff area; or (ii) After the takeoff decision point, continue the takeoff and then climb, clearing all obstacles along the flight path, until a suitable landing site is found. (2) For Class 2 helicopters— (i) Before reaching a defined point after take-off, safely execute a forced landing within the rejected takeoff area, or (ii) At any point after reaching a defined point after take-off, continue the takeoff and then climb, clearing all obstacles along the flight path, until a suitable landing site is found. (3) For Class 3 helicopters— (i) Clear the obstacles along its flight path by an adequate margin; or (ii) Maintain minimum flight altitude; or (iii) At engine failure permit a safe, forced landing. Note: ICAO Doc 9388, Manual of Model Regulation for National Control of Flight Operations and Continuing Airworthiness of Aircraft Ed 2, para. 3.2.4.1.1, 3.2.5.1, 3.2.5.2, provides additional guidance. ICAO Annex 6: Part I: 5.2.7, 5.2.8; 5.3.1; 5.3.2; Attachment C ICAO Annex 6, Part III, Section II: 3.1.2; 3.2.7.1.1; 3.2.7.1.2; 3.2.7.1.3; 3.3.1; 3.3.2 14 CFR: 121.177, 121.179, 121.189, 121.199, 135.367, 135.379, 135.389 JAR-OPS: 1.490, 1.495, 1.565, 1.570, 1.575 8.7.2.6 EN ROUTE LIMITATIONS- AEROPLANE—ALL ENGINES OPERATING (a) No person may take off a piston-engined aeroplane used in commercial air transport at a mass that does not allow a rate of climb of at least 6.9 Vso, (that is, the number of feet per minute obtained by multiplying the aeroplane’s minimum steady flight speed by 6.9) with all engines operating, at an altitude of at least 300 m (1000 ft) above all terrain and obstructions within ten miles of each side of the intended track. 14 CFR: 121.179, 135.369 JAR-OPS: 1.575 8.7.2.7 EN ROUTE LIMITATIONS—ONE ENGINE INOPERATIVE (a) Aeroplane. No person may take off an aeroplane used in commercial air transport having two engines unless that aeroplane can, in the event of a power failure at the most critical point en route, continue the flight to a suitable aerodrome where a landing can be made while allowing— (1) For piston-engined aeroplanes— (i) At least a rate of climb of 0.079 - (0.106/number of engines installed) Vso2 (when Vso is expressed in knots) at an altitude of 300 m (1000 ft) above all terrain and obstructions within 9.3 km (5 nautical miles), on each side of the intended track; and |
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