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Minimum standards for airport operation

First, the factors that should be considered when formulating the minimum standards for airport operation.

Second, the airport minimum operating standards?

The so-called minimum standard of airport operation refers to the operational restrictions that an airport can use for taking off and landing aircraft. These restrictions are usually expressed by relevant meteorological conditions, so they are also called the minimum meteorological standards for airport operation. For take-off, the minimum airport operating standard is expressed by visibility (VIS) or runway visual range (RVR), and cloud height should be included if necessary; For precision approach and landing, it is expressed by VIS or RVR and decision altitude/altitude (DA/DH); For non-precision approach and landing, it is expressed by visibility and minimum descent height/height (MDA/MDH).

First, the factors that should be considered when formulating the minimum standards for airport operation.

(1) aircraft type

(2) The scale and characteristics of the runway used?

(3) The performance of the existing visual AIDS and radio navigation facilities and the degree to which they meet the requirements?

(4) Airborne equipment that can be used for pilot and aircraft control during approach, landing and go-around? (5) Obstacles and instrument approach obstacle height (OCH) in approach area and go-around area?

(6) Weather forecasting equipment?

(7) Obstacles and necessary clearance in the climbing area?

(8) The distribution of alternate airports? Second, the airport minimum operating standards?

Legal basis: Provisions on Formulating and Implementing Minimum Standards for Aircraft Airport Operation (Order No.98) promulgated and officially implemented by the Civil Aviation Administration on February 26th, 2000/KLOC-0.

(Revised in June 2003)

(1) Minimum takeoff standard

(2) What is the minimum landing standard? (1) What is the minimum takeoff standard?

1. Factors to be considered when determining the minimum takeoff standard.

(1) Avoid unfavorable terrain and obstacles;

(2) the maneuverability and performance of the aircraft;

(3) Available visual AIDS;

(4) the characteristics of the runway;

(5) Available navigation facilities;

(6) Abnormal conditions such as engine failure;

(7) Adverse weather such as runway pollution and crosswind influence.

2. What does the minimum takeoff standard stand for?

In general, the minimum takeoff standard is only expressed by visibility, but when obstacles must be clearly seen and avoided during takeoff and departure, the minimum takeoff standard should include visibility and cloud height, and the exact location of obstacles should be indicated in the published procedures. In addition, if the minimum climb gradient required for safely flying over obstacles is specified in the instrument departure procedure, and the aircraft can meet the specified climb gradient, the minimum takeoff standard can only be expressed by visibility. ?

3. What is the minimum takeoff standard?

(1) The cloud height in the minimum takeoff standard should be at least 60m higher than the controlled obstacle, and the cloud height value should be rounded to10m; ?

(2) The minimum takeoff standard for a single-engine aircraft is: the cloud height is not less than 100 m, and the visibility is not less than 1600 m; ?

(3) Minimum takeoff standards for multiple transport planes;

(4) For the visibility required to see and avoid obstacles clearly, add 500m or 500m to the shortest distance from the ground end (DER) of the take-off runway to obstacles, whichever is less. However, for Class A and Class B aircraft, the minimum visibility shall not be less than1500m; For Class C and Class D aircraft, the minimum visibility shall not be less than 2000m. ?

What is the minimum takeoff standard for multiple transport aircraft?

A. Basic standards

Visibility of twin-engine aircraft1.6km; 3/4 aircraft, visibility 0.8 km. In order to implement this standard, the alternate airport of the selected departure airport should meet the following conditions:

A. The weather conditions and facilities at the alternate airport are suitable for landing aircraft with engine failure; The aircraft must be able to climb to at least the lowest safe altitude of the route and remain at the take-off and alternate airports;

B, 1/2 aircraft-the distance from the departure airport is generally not greater than the distance that the aircraft flies at the faulty cruise speed for one hour under windless conditions;

C, 3/4 engine-the distance from the departure airport is generally not greater than the distance that the plane flies for two hours under windless conditions when one engine fails. ?

B, lower standards?

For aircraft equipped with two or more turbine engines, with typical flight performance and cockpit instruments suitable for low-visibility operation, and qualified crew training (see Chapter 2 of Order No.57 of the Civil Aviation Administration of China), they can be used below the basic minimum takeoff standard according to the conditions of runway visual facilities in Table 2- 1.

(2) What is the minimum landing standard?

1? What is the minimum standard for landing?

For non-precision approach and visual hovering approach and landing, the minimum standard of airport operation is expressed by visibility (VIS) and minimum descent height/height (MDA/MDH). For precision approach and landing, the minimum standards for airport operation are classified according to visibility or runway visual range and altitude/altitude determined according to operation. 2? Minimum landing standard?

(1) inexact approximation? (2) Visual hovering approach?

Table 2-4 lists the minimum standards for visual hovering approach. When the minimum descending height of various aircraft in visual hovering is higher than the listed value, the minimum visibility should be obtained in Table 2-3 according to the higher MDH. The values listed in the table are usually the minimum acceptable hovering standards and should not be confused with the standards for designing visual hovering areas in visual and instrument approach flight program design. (3) What is the minimum standard for precision approach?

I. i. Precision approach?

The minimum standards for class I precision approach of multiple transport aircraft are shown in Table 2-5.

If the decision height is greater than 75m but less than 90m, the minimum runway visual range or visibility value in the table should be increased by100m; If the decision height is more than 90 meters, the minimum runway visual range or visibility value in the table should be increased by 200 meters; For runways without approach lights, the minimum visibility requirement is the distance from the aircraft along the glide slope to the high decision point at the runway entrance.

What are the minimum standards for Class B and Class II precision approaches?

The second kind of precision approach is the decision height of descending below 60 meters but not less than 30 meters, and the runway visual range is not less than 350 meters. The minimum standards for Class II operations are DH30 and RVR350. DH must be determined by radio altimeter or internal indicator. When the standard minimum standard for Class II operation is adopted for Class II operation, DH should not be determined by barometric altimeter. Table 2-6 shows the minimum standards for class II precision approach by multiple aircraft using different control methods. Class c and class iii precision approaches?

Table 2-7 lists the minimum standard of Class III precision approach, the decision height or runway visual range required according to the reliability of using automatic landing system and taxiing system. 3? What is the minimum standard for landing at night?

(1) Night approach landing conditions

I. Inexact methods

The runway for non-precision approach at night is at least equipped with runway edge lights, entrance lights and runway end lights.

Obstacle lights should be installed on the ultra-high obstacles within 2000 meters from the runway entrance, unless the runway is equipped with a visual approach slope indicator system (VASIS) or a precise approach lane indicator (PAPI).

B, visual hovering approach

The runway for visual hovering flight at night should be equipped with at least runway side lights, entrance lights and runway end lights, and obstacle lights should be installed on the ultra-high obstacles within 2000 meters from the runway entrance and within the specified hovering area.

C, Ⅰ, Ⅱ precision approach

Class I and Class II precision approaches must use Class I and Class II approach light systems and runway lights specified in Annex XIV of the Convention on International Civil Aviation, including side lights, center lights, entrance lights and runway end lights. Ⅱ precision approach runway must also have grounding area lights.

Obstacle lights must be installed on the ultra-high obstacles in the approach area within 2000 meters of the runway entrance, unless the runway is equipped with a visual approach slope indicator system (VASIS) or a precise approach lane indicator (PAPI).

(2) standard

The minimum standards for taking off and landing at night are the same as those published on the airport runway. Take-off at night should at least use runway side lights or center lights and runway end lights.

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