曝光台 注意防骗
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planned as that of intended landing.
2.3.5.3 A flight to be operated in known or expected icing
conditions shall not be commenced unless the helicopter is
certificated and equipped to cope with such conditions.
Section II, Chapter 2 Annex 6 — Operation of Aircraft
II-2-5 12/31/111/0/016
No. 11
2.3.5.4 A flight to be planned or expected to operate in
suspected or known ground icing conditions shall not be
commenced unless the helicopter has been inspected for icing
and, if necessary, has been given appropriate de-icing/antiicing
treatment. Accumulation of ice or other naturally
occurring contaminants shall be removed so that the helicopter
is kept in an airworthy condition prior to take-off.
Note.— Guidance material is given in the Manual of
Aircraft Ground De-icing/Anti-icing Operations (Doc 9640).
2.3.6 Fuel and oil supply
2.3.6.1 All helicopters. A flight shall not be commenced
unless, taking into account both the meteorological conditions
and any delays that are expected in flight, the helicopter
carries sufficient fuel and oil to ensure that it can safely
complete the flight. In addition, a reserve shall be carried to
provide for contingencies.
2.3.6.2 Visual flight rules (VFR) operations. The fuel and
oil carried in order to comply with 2.3.6.1 shall, in the case of
VFR operations, be at least the amount sufficient to allow the
helicopter:
a) to fly to the heliport to which the flight is planned;
b) to fly thereafter for a period of 20 minutes at best-range
speed plus 10 per cent of the planned flight time; and
c) to have an additional amount of fuel, sufficient to
provide for the increased consumption on the occurrence
of any of the potential contingencies specified by the
operator to the satisfaction of the State of the Operator.
2.3.6.3 Instrument flight rules (IFR) operations. The fuel
and oil carried in order to comply with 2.3.6.1 shall, in the
case of IFR operations, be at least the amount sufficient to
allow the helicopter:
2.3.6.3.1 When an alternate is not required, in terms of
2.3.4.1 a), to fly to the heliport to which the flight is
planned, and thereafter:
a) to fly 30 minutes at holding speed at 450 m (1 500 ft)
above the destination heliport under standard
temperature conditions and approach and land; and
b) to have an additional amount of fuel, sufficient to
provide for the increased consumption on the
occurrence of any of the potential contingencies
specified by the operator to the satisfaction of the
State of the Operator.
2.3.6.3.2 When an alternate is required, to fly to and
execute an approach, and a missed approach, at the heliport
to which the flight is planned, and thereafter:
a) to fly to the alternate specified in the flight plan; and
then
b) to fly for 30 minutes at holding speed at 450 m
(1 500 ft) above the alternate under standard
temperature conditions, and approach and land; and
c) to have an additional amount of fuel sufficient to
provide for the increased consumption on the
occurrence of any of the potential contingencies
specified by the operator to the satisfaction of the
State of the Operator.
2.3.6.3.3 When no suitable alternate is available, in terms
of 2.3.4.1 b), to fly to the heliport to which the flight is
planned and thereafter for a period of two hours at holding
speed.
2.3.6.4 In computing the fuel and oil required in 2.3.6.1,
at least the following shall be considered:
a) meteorological conditions forecast;
b) expected air traffic control routings and traffic delays;
c) for IFR flight, one instrument approach at the destination
heliport, including a missed approach;
d) the procedures prescribed in the operations manual for
loss of pressurization, where applicable, or failure of
one power-unit while en route; and
e) any other conditions that may delay the landing of the
helicopter or increase fuel and/or oil consumption.
Note.— Nothing in 2.3.6 precludes amendment of a flight
plan in flight in order to re-plan the flight to another heliport,
provided that the requirements of 2.3.6 can be complied with
from the point where the flight has been replanned.
2.3.7 Refuelling with passengers on board
or rotors turning
Recommendation.— A helicopter should not be refuelled
when passengers are embarking, on board, disembarking or
when the rotor is turning unless the operator is granted
specific authorization by the State of the Operator setting
forth the conditions under which such fuelling may be carried
out.
Note 1.— Provisions concerning aircraft refuelling are
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