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2.1.5 QNH is available from a reporting station, the ATIS, the Terminal
Area Forecast, the Area Forecast, AERIS, or from ATS.
2.1.6 Cruising within the Transition Layer is not permitted.
2.2 Area QNH
2.2.1 Area QNH is a forecast value which is valid for a period of 3 hours
and normally applies throughout an Area QNH Zone (AQZ).
2.2.2 Area QNH Zones will be subdivided, if necessary, to meet the following
standards of accuracy:
a. Area QNH forecasts are to be within ± 5 HPA of the actual QNH
at any low-level point (below 1,000FT AMSL) within or on, the
boundary of the appropriate area during the period of validity of
the forecasts.
b. Area QNH must not differ from an adjoining Area QNH by more
than 5HPA.
2.3 Local QNH
2.3.1 Local QNH, whether provided by ATS, AWS or Aerodrome Forecast
(TAF) or by using the altimeter subscale to indicate airfield
elevation AMSL, is used as shown at Figure 1.
2.4 Limitations
2.4.1 To retain a minimum buffer of 1,000FT above the transition altitude,
FL110 must not be used for cruising when the Area QNH is
less than 1013.2HPA. With a progressive decrease in the value of
the Area QNH, FL115 and FL120 must not be used when the Area
QNH is below 997HPA and 980HPA respectively.
2.4.2 At the oceanic limits of Australian FIRs, a pilot may fly a level different
from those set out in the tables of cruising levels due to area
QNH conflicting with the standard pressure setting.
2.5 General
2.5.1 Heights measured from a QNH or Area QNH datum must be expressed
in full, eg, 3,000FT as “THREE THOUSAND” and
1,800FT as “ONE THOUSAND EIGHT HUNDRED”, adding, if necessary,
“ON...(QNH)”.
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2.5.2 Expressions of height measured from the 1013.2HPA datum must
always include the words “FLIGHT LEVEL”.
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ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES
1. There are no notifiable regional supplementary procedures applicable
to Australia.
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INTENTIONALLY BLANK
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ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT
1. SLOT ALLOCATIONS
1.1 An airline has the responsibility to obtain separately from any airport
owners and/or operators, permission to operate services to
and from the airports on the days and the times it proposes for
scheduled and non-scheduled operations.
1.2 In addition, the Sydney Airport Demand Management Act 1997 requires
all aircraft operators (excluding emergency and state aircraft)
to obtain time-slots (slots) for all arrivals and departures at
Sydney Airport in advance of the operation. Airport Coordination
Australia manages the allocation of all slots at Sydney Airport and
slots for international services at all other Australian International
gateways on behalf of the airport owners and/or operators and the
Commonwealth.
1.3 Allocation of slots is undertaken in accordance with the airport facility
limitations, the Sydney Airport Demand Management Act
1997 and regulations made under the Act, and the Slot Management
and Compliance Schemes approved under the Act. Airport
Coordination Australia, as the coordinator, can be contacted by:
fax: +61-2-9313 4210,
tel: +61-2-9313 5469,
mobile tel: +61-417 494 670,
SITA: HQDACXH,
e-mail: aca@coordaus.com.au
web site: www.coordaus.com.au
mail: PO Box 3047
Sydney International Airport
NSW 2020 AUSTRALIA, or
calling at the office:
Level 3, Suite 1227,
International Terminal,
Sydney Airport.
1.4 Slots for short-notice non-scheduled flights must be obtained on
the day of operation from ATC in conjunction with flight notification
under the requirements specified in ERSA FAC – SYDNEY/
Sydney (Kingsford Smith) INTL – CENTRAL TRAFFIC MANAGEMENT
SYSTEM (CTMS) – PROCEDURES.
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1.5 Aircraft are required to operate according to allocated slot times.
An allocated slot time has a tolerance of +/– 15 minutes for sectors
of less than three (3) hours or +/– 30 minutes for sectors greater
than three (3) hours. Penalties for non-compliance with allocated
times may apply.
1.6 Allocation of a slot does not absolve operators of the need to comply
with the requirements of ERSA.
1.7 Notification of changes to slots allocated to existing scheduled
flights should be advised to Airports Coordination Authority in accordance
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