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prescribed by the appropriate ATS authority taking into
account the aids available;
c) when mixed ILS and MLS Category II or Category III
precision instrument operations are taking place to the
same runway continuously, the more restrictive ILS or
MLS critical and sensitive areas shall be protected.
Note.— The period of application of low visibility
procedures is determined in accordance with ATS unit instructions.
Guidance on low visibility operations on an aerodrome
is contained in the Manual of Surface Movement Guidance
and Control Systems (SMGCS) (Doc 9476).
3.8.3 Emergency vehicles proceeding to the assistance of
an aircraft in distress shall be afforded priority over all other
surface movement traffic.
3.8.4 Subject to the provisions in 3.8.3, vehicles on the
manoeuvring area shall be required to comply with the
following rules:
a) vehicles and vehicles towing aircraft shall give way to
aircraft which are landing, taking off or taxiing;
b) vehicles shall give way to other vehicles towing aircraft;
c) vehicles shall give way to other vehicles in accordance
with ATS unit instructions;
d) notwithstanding the provisions of a), b) and c), vehicles
and vehicles towing aircraft shall comply with instructions
issued by the aerodrome control tower.
3.9 Provision of radar
Recommendation.— Radar systems should provide for the
display of safety-related alerts and warnings, including conflict
alert, conflict prediction, minimum safe altitude warning and
unintentionally duplicated SSR codes.
3.10 Use of surface movement radar (SMR)
Recommendation.— In the absence of visual observation
of all or part of the manoeuvring area or to supplement visual
observation, surface movement radar (SMR) provided in
accordance with the provisions of Annex 14, Volume I, or other
suitable surveillance equipment, should be utilized to:
a) monitor the movement of aircraft and vehicles on the
manoeuvring area;
b) provide directional information to pilots and vehicle
drivers as necessary; and
c) provide advice and assistance for the safe and efficient
movement of aircraft and vehicles on the manoeuvring
area.
Note.— See the Manual of Surface Movement Guidance and
Control Systems (SMGCS) (Doc 9476), the Advanced-Surface
Movement Guidance and Control Systems (A-SMGCS) Manual
(Doc 9830) and the Air Traffic Services Planning Manual
(Doc 9426) for guidance on the use of SMR.
ANNEX 11 ATT D-1 23/11/06
No. 44
ATTACHMENT D. MATERIAL RELATING TO CONTINGENCY PLANNING
(see 2.29)
1. Introduction
1.1 Guidelines for contingency measures for application
in the event of disruptions of air traffic services and related
supporting services were first approved by the Council on
27 June 1984 in response to Assembly Resolution A23-12,
following a study by the Air Navigation Commission and
consultation with States and international organizations concerned,
as required by the Resolution. The guidelines were
subsequently amended and amplified in the light of experience
gained with the application of contingency measures in various
parts of the world and in differing circumstances.
1.2 The purpose of the guidelines is to assist in providing
for the safe and orderly flow of international air traffic in the
event of disruptions of air traffic services and related
supporting services and in preserving the availability of major
world air routes within the air transportation system in such
circumstances.
1.3 The guidelines have been developed in recognition of
the fact that circumstances before and during events causing
disruptions of services to international civil aviation vary
widely and that contingency measures, including access to
designated aerodromes for humanitarian reasons, in response
to specific events and circumstances must be adapted to these
circumstances. They set forth the allocation of responsibility
among States and ICAO for the conduct of contingency
planning and the measures to be taken into consideration in
developing, applying and terminating the application of such
plans.
1.4 The guidelines are based on experience which has
shown, inter alia, that the effects of disruption of services in
particular portions of airspace are likely to affect significantly
the services in adjacent airspace, thereby creating a requirement
for international coordination, with the assistance of
ICAO as appropriate. Hence, the role of ICAO in the field of
contingency planning and coordination of such plans is
described in the guidelines. They also reflect the experience
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