曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

floats when the aeroplane is stationary
and loaded to maximum take-off weight.
An additional area, as shown in the
following diagrams, provides a protective
buffer for the water channel but need
not consist of water. Where the
additional area consists of water then it
should be clear of moving objects or
vessels under way. The centre line of a
water channel may be curved, provided
that the approach and take-off areas are
calculated from the anticipated point of
touchdown or lift-off.
Figure 6 - Float planes
6 - MARKING OF LANDING AREAS
6.1 Where extended operations are
expected to be conducted at a landing
area, the owner/operator is encouraged
to provide markings similar to those
found at government and licensed
aerodromes. If markings are provided,
they should follow the colours and
specifications set out in AIP AGA. A
suitable layout is shown at Figure 7.
6.2 Where runway markers are provided
which are not flush with the surface, they
should be constructed of a material that
is not likely to damage an aircraft.
Figure 7 - Typical ALA layout and marking
7 - LIGHTING FOR NIGHT
OPERATIONS
7.1 The recommended minimum lighting
and layout is as follows:
Guidelines for aeroplane landing areas CAAP 92-1(1)
-5-
Figure 8 - Lighting for Night Operations
7.2 The lights should, under the weather
conditions prevailing at the time of the
flight, be visible from a distance of no
less than 3000 metres.
7.3 Substitution of runway lights with
reflectorised markers is permitted but not
recommended by the Authority.
7.4 The different types of reflectorised
markers vary in efficiency. Their
luminosity can be affected by a number
of factors, including equipment
cleanliness/layout, the position/strength
of the aircraft landing light(s) and
meteorological conditions -— especially
cross winds on final.
7.5 The following lights should not be
substituted by reflectorised markers:
(a) runway end/threshold corner
lights;
(b) lights 90m from each runway
end/threshold; and
(c) lights nearest to the
illuminated runway mid-length
point.
8 - OTHER FACTORS THAT SHOULD
BE CONSIDERED PRIOR TO USING A
LANDING AREA
8.1 A pilot should not use a landing area
or have an aeroplane engine running
unless the aeroplane is clear of all
persons, animals, vehicles or other
obstructions.
8.2 A pilot should not use a landing area
without taking all reasonable steps to
ensure the physical characteristics and
dimensions are satisfactory. For aerial
work and charter operations the operator
should provide evidence to the pilot on
the suitability of a landing area prior to
its use.
8.3 Runway lengths calculated for takeoffs
and landings should be increased
by 50% for agricultural operations on
one-way runways at night.
8.4 Geographic Location. A landing
area should not be located:
(a) within the area or in such
close proximity as to create a
hazard to aircraft conducting a
published instrument
approach, excluding the
holding pattern; or
(b) within any area where the
density of aircraft movements
makes it undesirable; or
(c) where take-off or landing
involving flight over a
populated area creates an
unnecessary hazard.
8.5 Except in an emergency, the
consent of the owner/occupier is
required before a landing area may be
used.
8.6 If the proposed landing area is
located near a city, town or populous
area or any other area where noise or
other environmental considerations
make aeroplane operations undesirable,
the use of such a landing area may be
affected by the provisions of the
Commonwealth Environment Protection
(Impact of Proposals) Act 1974 and
parallel State legislation as well as other
legislation. It is the responsibility of the
pilot and/or operator to conform with
these requirements.
8.7 A method of determining the surface
wind at a landing area is desirable. A
wind sock is the preferred method.
8.8 The surface of a landing area should
be assessed to determine its effect on
aeroplane control and performance. For
example, soft surfaces or the presence
of long grass (over 150mm) will increase
take-off distances while moisture, loose
gravel or any material that reduces
braking effectiveness will increase
landing distance.
9 - SURFACE TESTING OF A LANDING
AREA
9.1 Rough Surfaces. The presence of
holes, cracks and ruts will degrade
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：RMIT Flight Training RMIT飛行訓練(51)