曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
be undertaken by IFR aircraft in
VFR conditions, with authorisation
from ATC. If you are under radar
control, you may request vectoring
to where you can start a visual
approach if the ceiling is at least 500
feet above the minimum vectoring
altitude and the visibility is at least 3
sm. You must also be able to see the
airport (or the aircraft in front of
you if it is controlled).
If you accept such a clearance, you
are responsible for keeping away
from traffic you are told to follow
(controlled aerodromes) or which
may be unknown (uncontrolled),
adequate wake turbulence
separation, navigation to final
approach, keeping to noise
abatement procedures and keeping
away from Class F airspace.
Missed approach instructions will
not be given, as you are under VFR,
and you must remain so, even if a
landing cannot be undertaken.
IFR in VMC
You may cancel an IFR flight plan in
VFR conditions outside Class A or B
airspace, if the weather is not
expected to revert to IFR, and you
continue with IFR procedures.
However, you need to file a VFR
flight plan, if required, as you cannot
simply convert IFR flight plans.
ATC may give IFR clearance for
departure, climb or descent under
VFR to a particular time, altitude or
location if requested, outside Class A
or B airspace below FL 600, if
weather permits.
Security Control
ADIZ
The Air Defence Identification Zone is
looked after by the military, who like
to know who is going in and out.
The plan should be filed before
entering the ADIZ (or taking off
within it) and a position report made
as soon as practicable after takeoff.
A VFR plan should indicate the
estimated times and points of entry.
Changes should be reported within
± 5 minutes and 20 nm.
SCATANA
These rules establish priority for
aircraft in times of war or national
emergency, Testing occasionally
takes place over communications
facilities, which you should
acknowledge and carry on with
whatever you were doing.
Intercept Signals
The instructions for these must be
carried on all aircraft, but not
necessarily as a separate item – they
are in the back of the CFS anyway.
Air Law 109
Under Article 9 of the Convention
on International Civil Aviation, each
contracting state reserves the right to
stop aircraft from other states flying
over parts of its territory. As part of
this, aircraft may need to be led away
from an area or be required to land
at a particular aerodrome.
If an aircraft assumes a position
slightly above and ahead of you
(normally on the left), rocks its
wings, then turns slowly to the left in
a level turn, you have officially been
intercepted. Your response should
be to rock your own wings and
follow (the intercepting aircraft will
normally be faster than you, so
expect it to fly a racetrack pattern
and rock its wings each time it
passes you). After interception, you
should try to inform ATC and try to
make contact with the intercepting
aircraft on 121.5 or 243 MHz. You
may also squawk 7700 with Mode C,
unless otherwise instructed.
If the aircraft performs an abrupt
break away manoeuvre, such as a
climbing turn of 90° or more
without interfering with your line of
flight, you have been released.
If it lowers its landing gear and
descends to a runway (or a helipad),
you are expected to land there. You
can make an approach to check the
area, then proceed to land. Lowering
your gear or showing a steady
landing light means you
acknowledge the instruction.
Flashing the landing light means the
area is unsuitable, as does overflight
with the gear up somewhere
between 1000-2000 feet.
At night, the substitute for rocking
wings is the flashing of navigation
lights at irregular intervals.
Maintenance
There is Scheduled and Unscheduled,
which basically speak for themselves.
Both are supposed to ensure that an
aircraft is kept at an acceptable
standard of airworthiness.
Depending on the performance
category and its maximum
authorised weight, there will be
different schemes covering this, but
the nature of General Aviation
means that aircraft are very often not
seen by an engineer from one
scheduled check to the next.
Types of check include 50-hour and
100-hour, which can be extended by
5 or 10%, respectively, for
scheduling, but this should not be
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
Canadian Professional Pilot Studies1(75)
