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from operational personnel.
6. Amendment
6.1 Operators should develop an information gathering,
review, distribution and revision control system to process
information and data obtained from all sources relevant to the
type of operation conducted, including, but not limited to, the
State of the Operator, State of design, State of Registry,
manufacturers and equipment vendors.
Note.- Manufacturers provide information for the
operation of specific aircraj? that emphasizes the aircraj?
systems and procedures under conditions that may not fully
match the requirements of operators. Operators should ensure
that such information meets their specifc needs and those of
the local authority.
6.2 Operators should develop an information gathering,
review and distribution system to process information resulting
from changes that originate within the operator, including:
a) changes resulting from the installation of new.
equipment;
b) changes in response to operating experience;
c) changes in an operator's policies and procedures;
d) changes in an operator certificate; and
e) changes for purposes of maintaining cross fleet
standardization.
Note.- Operators should ensure that crew coordination
philosophy, policies and procedures are specific to their
operation.
6.3 A flight safety documents system should be reviewed:
a) on a regular basis (at least once a year);
b) after major events (mergers, acquisitions, rapid growth,
downsizing, etc.);
c) after technology changes (introduction of new
equipment); and
d) after changes in safety regulations.
6.4 Operators should develop methods of communicating
new information. The specific methods should be responsive to
the degree of communication urgency. -_
Note.- As frequent changes diminish the importance of
new or rnodiJied procedures, it is desirable to minimize
changes to the flight safely documents system.
6.5 New information should be reviewed and validated
considering its effects on the entire flight safety documents
system.
6.6 The method of communicating new information
should be complemented by a tracking system to ensure
currency by operational personnel. The tracking system should
include a procedure to verify that operational personnel have
the most recent updates.
ATT H-2
ATTACHMENT I. ADDITIONAL GUIDANCE FOR APPROVED OPERATIONS
BY SINGLE-ENGINE T INE-POWERED AEROPLANES AT NIGHT AND/OR
IN INSTRUMENT METEOROLOGICAL COWaITIONS (IMC)
Supplementary to Chapter 5, 5.4 and Appendix 3
1. Purpose and scope
The purpose of this attachment is to give additional guidance
on the airworthiness and operational requirements described in
Chapter 5, 5.4 and Appendix 3, which have been designed to
meet the overall level of safety intended for approved operations
by single-engine turbine-powered aeroplanes at night
and/or in IMC.
2. Turbine engine reliability
2.1 The power loss rate required in Chapter 5, 5.4.1 and
Appendix 3 should be established as likely to be met based on
data from commercial operations supplemented by available
data from private operations in similar theatres of operation. A
minimum amount of service experience is needed on which to
base the judgment, and this should include at least
20 000 hours on the actual aeroplanelengine combination
unless additional testing has been carried out or experience on
sufficiently similar variants of the engine is available.
2.2 In assessing turbine engine reliability, evidence
should be derived from a world fleet database covering as
large a sample as possible of operations considered to be
representative, compiled by the manufacturers and reviewed
with the States of Design and of the Operator. Since flight
hour reporting is not mandatory for many types of operators,
appropriate statistical estimates may be used to develop the
engine reliability data. Data for individual operators approved
for these operations including trend monitoring and event
reports should also be monitored and reviewed by the State of
the Operator to ensure that there is no indication that the operator's
experience is unsatisfactory.
2.2.1 Engine trend monitoring should include the
following:
deterioration at an early stage to allow for corrective
action before safe operation i s affected.
2.2.2 A reliability programme should be established
covering the engine and associated systems. The engine
programme should include engine hours flown in the period
and the in-flight shutdown rate for all causes and the unscheduled
engine removal rate, both on a 12-month moving average
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