The Air Navigation (Hong Kong) Order 1995

• (1) Whenever any signal specified in this Section of these Rules is given or displayed, or whenever any marking so specified is displayed, by any person in an aircraft, or at an aerodrome, or any other place which is being used by aircraft for landing or take-off, it shall, when given or displayed in Hong Kong, have the meaning assigned to it in this Section.

• (2) All dimensions specified in this Section of these Rules shall be subject to a tolerance of 10 per cent, plus or minus.

Signals in the signals area

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• (1) When any signal specified in the following paragraphs of this Rule is displayed it shall be placed in a signals area, which shall be a square visible in all directions bordered by a white stripe 30 centimetres wide the internal sides measuring 12 metres.

• (2) A white landing T, as illustrated in this paragraph,

signifies that aeroplanes and gliders taking off or landing shall do so in a direction parallel with the shaft of the T and towards the cross arm, unless otherwise authorised by the appropriate air traffic control unit.

• (3) A white disc 60 centimetres in diameter displayed alongside the cross arm of the T and in line with the shaft of the T, as illustrated in this paragraph,

signifies that the direction of landing and take-off do not necessarily coincide.

• (4) A white dumb-bell, as illustrated in this paragraph,

signifies that movements of aeroplanes and gliders on the ground shall be confined to paved, metalled or similar hard surfaces.

• (5) A white dumb-bell as described in (4) above but with a black stripe 60 centimetres wide across each disc at right angles to the shaft of the dumb-bell, as illustrated in this paragraph,

signifies that aeroplanes and gliders taking off or landing shall do so on a runway but that movement on the ground is not confined to paved, metalled or similar hard surfaces.

• (6) A red and yellow striped arrow, as illustrated in this paragraph,

the shaft of which is at least one metre wide placed along the whole or not less than a total of 11 metres of two adjacent sides of the signals area and pointing in a clockwise direction signifies that a right-hand circuit is in force.

• (7) A red panel 3 metres square with a yellow stripe along one diagonal at least 50 centimetres wide, as illustrated in this paragraph,

signifies that the state of the manoeuvring area is poor and pilots must exercise special care when landing.

• (8) A red panel 3 metres square with a yellow stripe, at least 50 centimetres wide, along each diagonal, as illustrated in this paragraph,

signifies that the aerodrome is unsafe for the movement of aircraft and that landing on the aerodrome is prohibited.

• (9) A white letter H, as illustrated in this paragraph,

signifies that helicopters shall take off and land only within the area designated by the marking specified in Rule 40(5) of these Rules.

• (10) A red letter L displayed on the dumb-bell specified in paragraphs (4) and (5) of this Rule, as illustrated in this paragraph,

signifies that light aircraft are permitted to take off and land either on a runway or on the area designated by the marking specified in Rule 40(6) of these Rules.

• (11) A white double cross, as illustrated in this paragraph,

signifies that glider flying is in progress.

Markings for Paved Runways and Taxiways

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• (1) Two or more white crosses, as illustrated in this paragraph,

displayed on a runway or taxiway, with the arms of the crosses at an angle of 45° to the centre line of the runway, at intervals of not more than 300 metres signify that the section of the runway or taxiway marked by them is unfit for the movement of aircraft.

• (2) Two white continuous lines or two white broken lines and two continuous lines, as illustrated in this paragraph,

signify a holding position beyond which no part of an aircraft or vehicle shall project in the direction of the runway without permission from an air traffic control unit.

• (3) Orange and white markers, as illustrated in this paragraph,

spaced not more than 15 metres apart, signify the boundary of that part of a paved runway, taxiway or apron which is unfit for the movement of aircraft.

Markings on unpaved manouevring areas

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• (1) Markers with orange and white stripes of an equal width of not less than 50 centimetres, with an orange stripe at each end, as illustrated in this paragraph,

alternating with flags not less than 60 centimetres square showing equal orange and white triangular areas, indicate the boundary of an area unfit for the movement of aircraft and one or more white crosses as specified in Rule 39(1) of these Rules indicate the said area. The distance between any two successive orange and white flags shall not exceed 90 metres.

• (2) Striped markers, as specified in paragraph (1) of this Rule, spaced not more than 45 metres apart, indicate the boundary of an aerodrome.

• (3) On structures, markers with orange and white vertical stripes, of an equal width of not less than 50 centimetres, with an orange stripe at each end, as illustrated in this paragraph,

spaced not more than 45 metres apart, indicate the boundary of an aerodrome. The pattern of the marker shall be visible from inside and outside the aerodrome and the marker shall be affixed not more than 15 centimetres from the top of the structure.

• (4) White flat rectangular markers 3 metres long and 1 metre wide at intervals not exceeding 90 metres, flush with the surface of the unpaved runway or stopway, as the case may be, indicate the boundary on an unpaved runway or of a stopway.

• (5) A white letter H, as illustrated in this paragraph,

indicates an area which shall be used only for the taking off and landing of helicopters.

• (6) A white letter L, as illustrated in this paragraph,

indicates a part of the manoeuvring area which shall be used only for the taking off and landing of light aircraft.

• (7) A yellow cross with two arms 6 metres long by 1 metre wide at right angles, indicates that tow ropes and similar articles towed by aircraft shall only be picked up and dropped in the area in which the cross is placed.

• (8) A white double cross, as illustrated in this paragraph,

indicates an area which shall be used only for the taking off and landing of gliders.

• (9) A white landing T as specified in Rule 38(2) of these Rules placed at the left hand side of the runway when viewed from the direction of landing indicates the runway to be used, and at an aerodrome with no runway it indicates the direction for take-off and landing.

Signals visible from the ground

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• (1) A black ball 60 centimetres in diameter suspended from a mast signifies that the directions of take-off and landing are not necessarily the same.

• (2) A checkered flag or board, 1.2 metres by 90 centimetres containing twelve equal squares, 4 horizontally and 3 vertically, coloured red and yellow alternately, signifies that aircraft may move on the manoeuvring area and apron only in accordance with the permission of the air traffic control unit at the aerodrome.

• (3) Two red balls 60 centimetres in diameter, disposed vertically one above the other, 60 centimetres apart and suspended from a mast, signify that glider flying is in progress at the aerodrome.

• (4) Black arabic numerals in two-figure groups and, where parallel runways are provided the letter or letters L (left), LC (left centre), C (centre), RC (right centre) and R (right), placed against a yellow background, indicate the direction for take-off for the runway in use.

• (5) A black letter C against a yellow background, as illustrated in this paragraph,

indicates the position at which a pilot can report to the air traffic control unit or to the person in charge of the aerodrome.

• (6) A rectangular green flag of not less than 60 centimetres square flown from a mast indicates that a right hand circuit is in force.

Lights and pyrotechnic signals for control of aerodrome traffic

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Each signal described in the first column of Table A, when directed from an aerodrome to an aircraft or to a vehicle, or from an aircraft, shall have the meanings respectively appearing in the second, third and fourth columns of that Table opposite the description of the signal.

	From an aerodrome	From an aerodrome
Characteristic and colour of light or pyrotechnic	to an aircraft in flight	to an aircraft or vehicle on the aerodrome	From an aircraft in flight to an aerodrome
(a) Continuous red light	Give way to other aircraft and continue circling.	Stop	—
(b) Red pyrotechnic light, or red flare	Do not land; wait for permission.	—	Immediate assistance is requested.
(c) Red flashes	Do not land; aerodrome not available for landing.	Move clear of landing area.	—
(d) Green flashes	Return to aerodrome; wait for permission to land.	To an aircraft: You may move on the manoeuvring area and apron;	—
		To a vehicle: You may move on the manoeuvring area.
(e) Continuous green light	You may land.	You may take off (not applicable to a vehicle).	—
(f) Continuous green light, or green flashes, or green pyrotechnic light	—	—	By night: May I land? By day: May I land in direction different from that indicated by landing T?
(g) White flashes	Land at this aero-drome after receiving continuous green light, and then, after receiving green flashes, proceed to the apron.	Return to starting point on the aerodrome.	I am compelled to land.
(h) White pyrotechnic lights Switching on and off the navigation lights Switching on and off the landing lights	—	—	I am compelled to land.

Marshalling signals (from a marshaller to an aircraft)

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Each of the signals for the guidance of aircraft manoeuvring on or off the ground, described in the first column of Table B, paragraphs (a) to (x) shall, in Hong Kong have the meanings set forth in the second column of that Table opposite the description of the signal. By day any such signals shall be given by hand or by circular bats and by night by torches or illuminated wands.

Description of signal	Meaning of signal	In daylight	By night
(a) Right or left arm down, the other arm moved across body and extended to indicate position of the other marshaller.	Proceed under guidance of another marshaller.	[image omitted]	[image omitted]
(b) Arms repeatedly moved upward and backward, beckoning onward.	Move ahead.	[image omitted]	[image omitted]
(c) Right arm down, left arm repeatedly moved upward and backward. The speed of arm movement indicates the rate of turn.	Open up starboard engine or turn to port.	[image omitted]	[image omitted]
(d) Left arm down, the right arm repeatedly moved upward and backward. The speed of arm movement indicates the rate of turn.	Open up port engine or turn to starboard.	[image omitted]	[image omitted]
(e) Arms repeatedly crossed above the head. The speed of arm movement indicates the urgency of the stop.	Stop.	[image omitted]	[image omitted]
(f) A circular motion of the right hand at head level, with the left arm pointing to the appropriate engine.	Start engines.	[image omitted]	[image omitted]
(g) Arms extended, the palms facing inwards, then swung from the extended position inwards.	Chocks inserted.	[image omitted]	[image omitted]
(h) Arms down, the palms facing outwards, then swung outwards.	Chocks away.	[image omitted]	[image omitted]
(j) Either arm and hand placed level with the chest, then moved laterally with the palm downwards.	Cut engines.	[image omitted]	[image omitted]
(k) Arms placed down, with the palms towards the ground, then moved up and down several times.	Slow down.	[image omitted]	[image omitted]
(l) Arms placed down, with the palms towards the ground, then either the right or left arm moved, up and down indicating that the motors on the left or right side, as the case may be, should be slowed down.	Slow down engines on indicated side.	[image omitted]	[image omitted]
(m) Arms placed above the head in a vertical position.	This bay.	[image omitted]	[image omitted]
(n) The right arm raised at the elbow, with the arm facing forward.	All clear: marshalling finished.	[image omitted]	[image omitted]
(o) Arms placed horizontally sideways.	Hover.	[image omitted]	[image omitted]
(p) Arms placed down and crossed in front of the body.	Land.	[image omitted]	[image omitted]
(q) Arms placed horizontally sideways with the palms up beckoning upwards. The speed of arm movement indicates the rate of ascent.	Move upwards.	[image omitted]	[image omitted]
(r) Arms placed horizontally sideways with the palms towards the ground beckoning downwards. The speed of arm movement indicates the rate of descent.	Move downwards.	[image omitted]	[image omitted]
(s) Either arm placed horizontally sideways, then the other arm moved in front of the body to that side, in the directon of the movement, indicating that the helicopter should move horizontally to the left or right side, as the case may be; repeated several times.	Move horizontally.	[image omitted]	[image omitted]
		[image omitted]	[image omitted]
(t) Arms placed down, the palms facing forward, then repeatedly swept up and down to shoulder level.	Move back.	[image omitted]	[image omitted]
(u) Left arm extended horizontally forward, then right arm making a horizontal slicing movement below left arm.	Release load.	[image omitted]	[image omitted]
(v) Raise arm, with fist clenched, horizontally in front of body, then extend fingers.	Relase brakes.	[image omitted]
Raise arm and hand, with fingers extended, horizontally in front of body, then clench fist.	Engage brakes.	[image omitted]
(w) Left hand overhead with the number of fingers extended, to indicate the number of the engine to be started, and circular motion of right hand at head level.	Start engine(s).	[image omitted]
(x) Point left arm down, move right arm down from overhead, vertical position to horizontal forward position, repeating right arm movement.	Back aircraft’s tail to starboard.	[image omitted]	[image omitted]
Point right arm down, move left arm down from overhead, vertical position to horizontal forward position, repeating left arm movement.	Back aircraft’s tail to port.	[image omitted]	[image omitted]

Marshalling signals (from a pilot of an aircraft to a marshaller)

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The following signals made by a pilot in an aircraft to a marshaller on the ground shall respectively have the following meanings:

Description of Signal	Meaning of Signal
(a) Raise arm and hand with fingers extended horizontally in front of face, then clench fist.	Brakes engaged
(b) Raise arm with fist clenched horizontally in front of face, then extend fingers.	Brakes released
(c) Arms extended palms facing outwards, move hands inwards to cross in front of face.	Insert chocks
(d) Hands crossed in front of face, palms facing outwards, move arms outwards.	Remove chocks
(e) Raise the number of fingers on one hand indicating the number of the engine to be started. For this purpose the aircraft engines shall be numbered in relation to the marshaller facing the aircraft, from his right to his left for example, No. 1 engine shall be the port outer engine, No. 2 engine shall be the port inner engine, No. 3 engine shall be the starboard inner engine, and No. 4 engine shall be the starboard outer engine.	Ready to start engines

Distress, urgency and safety signals

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• (1) The following signals, given either together or separately before the sending of a message, signify that an aircraft is threatened by grave and imminent danger and requests immediate assistance—

• (a) by radiotelephony—

• the spoken word “MAYDAY”;

• (b) visual signalling—

• (i) the signal SOS (. . . – – – . . .);

• (ii) a succession of pyrotechnic lights fired at short intervals each showing a single red light;

• (iii) a parachute flare showing a red light;

• (c) by sound signalling other than radiotelephony—

• (i) the signal SOS (. . . – – – . . .);

• (ii) a continuous sounding with any sound apparatus.

• (2) The following signals, given either together or separately, before the sending of a message signify that the commander of the aircraft wishes to give notice of difficulties which compel it to land but that he does not require immediate assistance—

• (a) a succession of white pyrotechnic lights;

• (b) the repeated switching on and off of the aircraft landing lights;

• (c) the repeated switching on and off of its navigation lights, in such a manner as to be clearly distinguishable from the flashing navigation lights described in Rule 11 of these Rules.

• (3) The following signals, given either together or separately, indicate that the commander of the aircraft has an urgent message to transmit concerning the safety of a ship, aircraft, vehicle or other property or of a person on board or within sight of the aircraft from which the signal is given—

• (a) by radiotelephony—the spoken words “PAN PAN”;

• (b) by visual signalling—the signal XXX (– . . – – . . – – . . –);

• (c) the sound signalling other than radiotelephony—the signal XXX (– . . – – . . – – . . –).

Warning signals to aircraft in flight

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• In Hong Kong by day or by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars, shall indicate to the commander of an aircraft that his aircraft is flying in or about to enter an active danger area or an area to which regulations made pursuant to Article 69(1)(a)(iii) of this Order relate and that he is required to take such action as may be necessary to leave the area or change course to avoid the area.

SCHEDULE 15 — AIR NAVIGATION (GENERAL) REGULATIONS

Load Sheets

1

• (1) Every load sheet required by Article 28(4) of this Order shall contain the following particulars:

• (a) the nationality and registration mark of the aircraft to which the load sheet relates;

• (b) particulars of the flight to which the load sheet relates;

• (c) the total weight of the aircraft as loaded for that flight;

• (d) the weights of the several items from which the total weight of the aircraft, as so loaded, has been calculated including in particular the weight of the aircraft prepared for service and the respective total weights of the crew (unless included in the weight of the aircraft prepared for service), passengers, baggage and cargo intended to be carried on the flight;

• (e) the manner in which the load is distributed and the resulting position of the centre of gravity of the aircraft which may be given approximately if and to the extent that the relevant certificate of airworthiness so permits,

and shall include a certificate, signed by the person referred in Article 28(1) of this Order as responsible for the loading of the aircraft, that the aircraft has been loaded in accordance with the written instructions furnished to him by the operator of the aircraft pursuant to the said Article 28(1).

• (2)

• (a) For the purpose of calculating the total weight of the aircraft the respective total weights of the passengers and crew entered in the load sheet shall be computed from the actual weight of each person and for that purpose each person shall be separately weighed;

Provided that, in the case of an aircraft of which the maximum total weight authorised exceeds 5,700 kg or which has a total seating capacity authorised by the certificate of airworthiness in force in respect of that aircraft of 12 or more persons, the total weights of the passengers and crew may, subject to the provisions of sub-paragraph (b) of this paragraph and of paragraph (4) of this regulation, be calculated at not less than the appropriate weights shown in Table 1 and the load sheet shall bear a notation to that effect—

Males over 12 years of age	75 kg.
Save that on journeys by helicopters in support of or in connection with the exploitation of or exploration for mineral resources (including gas) and— between Hong Kong and any vessel or structure located at sea, or between any two such vessels or structures where the last preceding journey from land or the next subsequent journey to land was from or is intended to be, as the case may be, Hong Kong:	Save that on journeys by helicopters in support of or in connection with the exploitation of or exploration for mineral resources (including gas) and— between Hong Kong and any vessel or structure located at sea, or between any two such vessels or structures where the last preceding journey from land or the next subsequent journey to land was from or is intended to be, as the case may be, Hong Kong:
the approriate weight for male passengers over 12 years shall be	83 kg.
Females over 12 years of age	65 kg.
Children aged 2 years or more, but not over 12 years of age	39 kg.
Infants under 2 years of age	8 kg.

• (b) The actual weight of any immersion suit worn or carried by a passenger or crew member shall be added to the appropriate weight shown in Table 1 in each case.

• (c) For the purposes of this regulation, “sea” includes any estuary or arm of the sea.

• (3)

• (a) For the purpose of calculating the total weight of the aircraft the respective total weights of the baggage and cargo entered in the load sheet shall be computed from the actual weight of each piece of baggage, cargo or cargo container and for that purpose each piece or container shall be separately weighed;

Provided that, in the case of an aeroplane of which the maximum total weight authorised exceeds 5,700 kg, or which has a total seating capacity of 12 or more persons, the total weight of the baggage may, subject to the provisions of paragraph (4) of this Regulation, be calculated at not less than the weights shown in Table 2 and the load sheet shall bear a notation to that effect;

1	2
* Not infants under 2 years of age.	* Not infants under 2 years of age.
Cabin baggage per passenger[^f01008]	Hold baggage per piece
3 kg	16 kg

• (a) If Table 2 has been used, subject to the provision of paragraph (4) for determining the weight of hold baggage, it shall also be used, subject as aforesaid, for determining the weight of the cabin baggage.

• (4)

• (a) If it appears to the person supervising the loading of the aircraft that any passenger or baggage to be carried exceeds the weights set out in Table 1 or Table 2 of this Regulation he shall, if he considers it necessary in the interests of the safety of the aircraft, or if the Governor has so directed in the particular case, require any such person or baggage to be weighed for the purpose of the entry to be made in the load sheet.

• (b) If any person or baggage has been weighed pursuant to sub-paragraph (a) of this paragraph, the weights entered in the load sheet shall take account of the actual weight of that person or baggage, or of the weight determined in accordance with the respective provisos to paragraph (2) or (3), whichever weight shall be the greater.

Weight and Performance: General provisions

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• (1) The assessment of the ability of an aeroplane to comply with the requirement of Regulations 3 to 8 inclusive and of a helicopter to comply with the requirements of Regulations 9 to 11 inclusive (relating in either case to weight, performance and flights in specified meteorological conditions or at night) shall be based on the specified information as to its performance:

• Provided that, in the case of an aeroplane in respect of which there is in force under this Order a certificate of airworthiness which does not include a performance group classification, the assessment may be based on the best information available to the commander of the aircraft, in so far as the relevant information is not specified.

• (2) In assessing the ability of an aeroplane to comply with condition (7) in the Annex hereto, conditions (4) and (5) of Regulation 4, and conditions (2)(i)(b) and (2)(ii) of Regulation 8, account may be taken of any reduction of the weight of the aeroplane which may be achieved after the failure of a power unit by such jettisoning of fuel as is feasible and prudent in the circumstances of the flight and in accordance with the flight manual included in the certificate of airworthiness relating to the aircraft.

• (3) In Regulations 2 to 11 inclusive, and in the Annex hereto, unless the context otherwise requires:

• “specified” in relation to an aircraft means specified in, or ascertainable by reference to—

• (a) the certificate of airworthiness in force under this Order in respect of that aircraft; or

• (b) the flight manual or performance schedule included in that certificate, or other document, whatever its title, incorporated by reference in that certificate;

• “the emergency distance available” means the distance from the point on the surface of the aerodrome at which the aeroplane can commence its take-off run to the nearest point in the direction of take-off at which the aeroplane cannot roll over the surface of the aerodrome and be brought to rest in an emergency without risk of accident;

• “the landing distance available” means the distance from the point on the surface of the aerodrome above which the aeroplane can commence its landing, having regard to the obstruction in its approach path, to the nearest point in the direction of landing at which the surface of the aerodrome is incapable of bearing the weight of the aeroplane under normal operating conditions or at which there is an obstacle capable of affecting the safety of the aeroplane;

• “the take-off distance available” means either the distance from the point on the surface of the aerodrome at which the aeroplane can commence its take-off run to the nearest obstacle in the direction of take-off projecting above the surface of the aerodrome and capable of affecting the safety of the aeroplane or one and one half times the take-off run available whichever is the less;

• “the take-off run available” means the distance from the point on the surface of the aerodrome at which the aeroplane can commence its take-off run to the nearest point in the direction of take-off at which the surface of the aerodrome is incapable of bearing the weight of the aeroplane under normal operating conditions.

• (4) For the purposes of Regulations 2 to 8 inclusive, and of the Annex hereto:

• (a) the weight of the aeroplane at the commencement of the take-off run shall be taken to be its gross weight including everything and everyone carried in or on it at the commencement of the take-off run;

• (b) the landing weight of the aeroplane shall be taken to be the weight of the aeroplane at the estimated time of landing allowing for the weight of the fuel and oil expected to be used on the flight to the aerodrome at which it is intended to land or alternate aerodrome, as the case may be;

• (c) where any distance referred to in paragraph (3) of this Regulation has been declared in respect of any aerodrome by the authority responsible for regulating air navigation over the territory of the Contracting State in which the aerodrome is situated and in the case of an aerodrome in Hong Kong notified, that distance shall be deemed to be the relevant distance.

• (5) Nothing in Regulations 2 to 11 inclusive shall apply to any aircraft flying solely for the purpose of training persons to perform duties in aircraft.

Weight and Performance of Public Transport Aeroplanes having no Performance Group Classification in their Certificates of Airworthiness

3

With reference to Article 29(1) of this Order an aeroplane registered in Hong Kong in respect of which there is in force under this Order a certificate of airworthiness which does not include a performance group classification shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that such of the conditions in the Annex hereto as apply to that aircraft are satisfied.

Weight and Performance of Public Transport Aeroplanes classified as Aeroplanes of Performance Group A in their Certificates of Airworthiness.

4

With reference to Article 29(1) of this Order an aeroplane registered in Hong Kong in respect of which there is in force under this Order a certificate of airworthiness in which the aeroplane is designated as being of performance group A shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that the following conditions are satisfied:

• (1) That weight does not exceed the maximum take-off weight for altitude and temperature specified for the altitude and the air temperature at the aerodrome at which the take-off is to be made.

• (2) The take-off run, take-off distance and the emergency distance respectively required for take-off, specified as being appropriate to—

• (a) the weight of the aeroplane at the commencement of the take-off run;

• (b) the altitude at the aerodrome;

• (c) the air temperature at the aerodrome;

• (d) the condition of the surface of the runway from which the take-off will be made;

• (e) the slope of the surface of the aerodrome in the direction of take-off over the take-off run available, the take-off distance available and the emergency distance available, respectively; and

• (f) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off,

do not exceed the take-off run, the take-off distance and the emergency distance available, respectively, at the aerodrome at which the take-off is to be made; in ascertaining the emergency distance required, the point at which the pilot is assumed to decide to discontinue the take-off shall not be nearer to the start of the take-off run than the point at which, in ascertaining the take-off run required and the take-off distance required, he is assumed to decide to continue the take-off, in the event of power unit failure.

• (3)

• (a) The net take-off flight path with one power unit inoperative, specified as being appropriate to:—

• (i) the weight of the aeroplane at the commencement of the take-off run;

• (ii) the altitude at the aerodrome;

• (iii) the air temperature at the aerodrome; and

• (iv) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off,

and plotted from a point 35 feet or 50 feet, as appropriate, above the end of the take-off distance required at the aerodrome at which the take-off is to be made to a height of 1,500 feet above the aerodrome, shows that the aeroplane will clear any obstacle in its path by a vertical interval of at least 35 feet; and if it is intended that the aeroplane shall change its direction of flight by more than 15° the vertical interval shall not be less than 50 feet during the change of direction.

• (b) For the purpose of sub-paragraph (a) hereof an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of flight of the aeroplane does not exceed—

• (i) a distance of 60 metres plus half the wing span of the aeroplane plus one eighth of the distance from such point to the end of the take-off distance available measured along the intended line of flight of the aeroplane; or

• (ii) 900 metres,

whichever is the less.

• (c) In assessing the ability of the aeroplane to satisfy this condition, it shall not be assumed to make a change of direction of a radius less than the specified radius of steady turn.

• (4) The aeroplane will, in the meteorological conditions expected for the flight, in the event of any one power unit becoming inoperative at any point on its route or on any planned diversion therefrom and with the other power unit or units operating within the maximum continuous power conditions specified be capable of continuing the flight, clearing by a vertical interval of at least 2,000 feet obstacles within 10 nautical miles either side of the intended track to an aerodrome at which it can comply with condition (7) in this Regulation relating to an alternate aerodrome and on arrival over such aerodrome the gradient of the specified net flight path with one power unit inoperative shall not be less than zero at 1,500 feet above the aerodrome, and in assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to be capable of flying at an altitude exceeding the specified maximum permissible altitude for power unit restarting:

• Provided that where the operator of the aeroplane is satisfied, taking into account the navigation aids which can be made use of by the aeroplane on the route, that the commander of the aeroplane will be able to maintain his intended track on that route within a margin of 5 nautical miles, the foregoing provisions of this paragraph shall have effect as if 5 nautical miles were substituted for 10 nautical miles.

• (5) In the case of an aeroplane having three or more power units, it will, in the meteorological conditions expected for the flight, in the event of any two power units becoming inoperative at any point along the route or on any planned diversion therefrom more than 90 minutes flying time in still air at the all power units operating economical cruising speed from the nearest aerodrome at which it can comply with condition (7) in this Regulation, relating to an alternate aerodrome, be capable of continuing the flight with all other power units operating within the specified maximum continous power conditions, clearing by a vertical interval of at least 2,000 feet obstacles within 10 nautical miles either side of the intended track to such an aerodrome, and on arrival over such an aerodrome the gradient of the specified net flight path with two power units inoperative shall not be less than zero at 1,500 feet above the aerodrome; and in assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to be capable of flying at an altitude exceeding the specified maximum permissible altitude for power unit restarting:

• Provided that where the operator of the aeroplane is satisfied taking into account the navigation aids which can be made use of by the aeroplane on the route, that the commander of the aeroplane will be able to maintain his intended track on the route within a margin of five nautical miles, the foregoing provisions of this paragraph shall have effect as if five nautical miles were substituted for 10 nautical miles; or

• In the case of an aeroplane having two power units and a maximum total weight authorised which exceeds 5,700 kg, and which is not limited by its certificate of airworthiness to the carriage of less than 20 passengers, it will, in the meteorological conditions expected for the flight, at any point along the route or on any planned diversion therefrom, not be more than 60 minutes flying time at the normal one engine inoperative cruise speed in still air from the nearest aerodrome at which it can comply with condition (7) in this Regulation, relating to an alternate aerodrome, unless it is flying under and in accordance with the terms of any written permission granted by the Governor to the operator under this Regulation; or

• In the case of an aeroplane having two power units and a maximum total weight authorised of 5,700 kg or less or in the case of an aeroplane having two power units and a maximum total weight authorised of more than 5,700 kg, but which is limited by its certificate of airworthiness to the carriage of less than 20 passengers the aeroplane will, in the meterological conditions expected for the flight, not be more than 90 minutes flying time in still air at the all power units operating economical cruising speed from the nearest aerodrome at which it can comply with condition (7) in this regulation, relating to an alternate aerodrome.

• (6) The landing weight of the aeroplane will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the aerodrome at which it is intended to land and at any alternate aerodrome.

• (7)

• (a)

• (i) In the case of a turbine-jet powered aeroplane, the landing distance required does not exceed at the aerodrome at which it is intended to land or at any alternate aerodrome, as the case may be, the landing distance available on—

• (aa) the most suitable runway for a landing in still air conditions; and

• (bb) the runway that may be required for landing because of the forecast wind conditions.

• (ii) In the case of an aeroplane powered by turbine propeller or piston engines, the landing distances required, respectively specified as being appropriate to aerodromes of destination and alternate aerodromes, do not exceed at the aerodrome at which it is intended to land or at any alternate aerodrome, as the case may be, the landing distance available on—

• (aa) the most suitable runway for a landing in still air conditions; and

• (bb) the runway that may be required for landing because of the forecast wind conditions:

• Provided that if an alternate aerodrome is designated in the flight plan, the specified landing distance required may be that appropriate to an alternate aerodrome when assessing the ability of the aeroplane to satisfy this condition at the aerodrome of destination.

• (b) For the purposes of sub-paragraph (a) hereof the landing distance required shall be that specified as being appropriate to—

• (i) the landing weight;

• (ii) the altitude at the aerodrome;

• (iii) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;

• (iv)

• (aa) a level surface in the case of runways usable in both directions;

• (bb) the average slope of the runway in the case of runways usable in only one direction; and

• (v)

• (aa) still air conditions in the case of the most suitable runway for a landing in still air conditions;

• (bb) not more than 50 per cent of the forecast wind component opposite to the direction of landing in the case of the runway that may be required for landing because of the forecast wind conditions.

Weight and Performance of Public Transport Aeroplanes classified as Aeroplanes of Performance Group C in their Certificate of Airworthiness

5

With reference to Article 29(1) of this Order an aeroplane registered in Hong Kong in respect of which there is in force under this Order a certificate of airworthiness in which the aeroplane is designated as being of performance group C shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that the following conditions are satisfied—

• (1) That weight does not exceed the maximum take-off weight specified for the altitude and the air temperature at the aerodrome at which the take-off is to be made.

• (2) The take-off run required and the take-off distance required, specified as being appropriate to—

• (a) the weight of the aeroplane at the commencement of the take-off run;

• (b) the altitude of the aerodrome;

• (c) the air temperature at the aerodrome;

• (d) the average slope of the surface of the aerodrome in the direction of take-off over the emergency distance available; and

• (e) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off, do not exceed the take-off run available and the emergency distance available, respectively, at the aerodrome at which the take-off is to be made.

• (3)

• (a) Subject to condition (4) of this Regulation, the net take-off flight path with all power units operating specified as being appropriate to—

• (i) the weight of the aeroplane at the commencement of the take-off run;

• (ii) the altitude at the aerodrome;

• (iii) the air temperature at the aerodrome;

• (iv) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off;

and plotted from a point 50 feet above the end of the take-off distance required at the aerodrome at which the take-off is to be made to a height of 1,500 feet above the aerodrome shows that the aeroplane will clear any obstacle in its path by a vertical interval of not less than 35 feet; and if it is intended that the aeroplane shall change its direction of flight by more than 15° before reading 1500 feet the vertical interval shall be not less than 50 feet while the aircraft is changing direction.

• (b) For the purpose of sub-paragraph (a) hereof an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of flight of the aeroplane does not exceed 75 metres.

• (c) In assessing the ability of the aeroplane to satisfy this condition, it shall not be assumed to make a change of direction of a radius less than the specified radius of steady turn.

• (4)

• (a) In the case of an aeroplane which is intended to be flown for any period before reaching a height of 1500 feet above the aerodrome from which the take-off is to be made in conditions which will not ensure that any obstacles can be located by means of visual observation, the net take-off flight path with one power unit inoperative specified as being appropriate to the factors contained in sub-paragraphs (i) to (iv) of condition 3(a) in this Regulation and plotted from the point on the net take-off flight path with all power units operating specified as being appropriate to those factors at which in the meteorological conditions expected for the flight the loss of visual reference would occur, shows that the aeroplane will clear by a vertical interval of not less than 35 feet any obstacle in its path; and if it is intended that the aeroplane shall change its direction of flight by more than 15° the vertical interval shall not be less than 50 feet during the change of direction.

• (b) For the purpose of sub-paragraph (a) hereof an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of flight of the aeroplane does not exceed—

• (i) 75 metres plus one eighth of the distance from such point to the end of the emergency distance available measured along the intended line of flight of the aeroplane; or

• (ii) 900 metres,

whichever is the less.

• (c) In assessing the ability of the aerodrome to satisfy this condition it shall not be assumed to make a change of direction of a radius less than the specified radius of steady turn.

• (5) The aeroplane at any time after it reaches a height of 1,500 feet above the aerodrome from which the take-off is made will, in the meteorological conditions expected for the flight, in the event of any one power unit becoming inoperative at any point on its route or on any planned diversion therefrom, and with the other power unit or power units operating within the specified maximum continuous power conditions, be capable of continuing the flight at altitudes not less than the relevant minimum altitude for safe flight stated in, or calculated from the information contained in, the operations manual relating to the aeroplane to a point 1,500 feet above an aerodrome at which a safe landing can be made and after arrival at that point be capable of maintaining that height:

• Provided that in assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to be capable of flying at any point on its route at an altitude exceeding the performance ceiling, with all power units operating, specified as being appropriate to its estimated weight at that point.

• (6) The landing weight of the aeroplane will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the aerodrome at which it is intended to land and at any alternate aerodrome.

• (7) Subject to condition (8) of this Regulation, the distance required by the aeroplane to land from a height of 50 feet otherwise than in accordance with specified data for short field landing does not, at the aerodrome at which it is intended to land and at any alternate areodrome, exceed 70 per cent of the landing distance available on the most suitable runway for a landing in still air conditions, and on the runway that may be required for landing because of the forecast wind conditions; and for the purposes of this condition the distance required to land from a height of 50 feet shall be taken to be that specified as being appropriate to—

• (a) the landing weight;

• (b) the altitude at the aerodrome;

• (c) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;

• (d)

• (i) a level surface in the case of runways usable in both directions;

• (ii) the average slope of the runway in the case of runways usable in only one direction; and

• (e)

• (i) still air conditions in the case of the most suitable runway for landing in still air conditions;

• (ii) not more than 50 per cent of the forecast wind component opposite to the direction of landing or not less than 150 per cent of the forecast wind component in the direction of landing in the case of the runway that may be required for landing because of the forecast wind conditions.

• (8) As an alternative to condition (7) of this Regulation, the distance required by the aeroplane, with all power units operating and with one power unit inoperative, to land in accordance with specified data for short field landing, does not at the aerodrome of intended destination and at any alternate aerodrome exceed the landing distance available on the most suitable runway for a landing in still air conditions and on the runway that may be required for landing because of the forecast wind conditions; and for the purpose of this condition the distance required to land from the appropriate heights shall be taken to be that specified as being appropriate to the factors set forth in sub-paragraphs (a) to (e) of condition (7) of this Regulation and the appropriate height shall be—

• (a) for a landing with all power units operating—any height between 30 and 50 feet in Hong Kong and 50 feet elsewhere; and

• (b) for a landing with one power unit inoperative—50 feet in Hong Kong and elsewhere:

• Provided that— if the specified distance required to land with one power unit inoperative from a height of 50 feet at the aerodrome of intended destination exceeds the landing distance available, it shall be sufficient compliance with sub-paragraph (b) of this condition if an alternate aerodrome which has available the specified landing distance required to land with one power unit inoperative from such a height, is designated in the flight plan; the distance required by the aeroplane to land shall be determined in accordance with condition (7) and not in accordance with this condition if it is intended to land at night, or when the cloud ceiling or ground visibility forecast for the estimated time of landing at the aerodrome of intended destination and at any alternate aerodrome at which it is intended to land in accordance with specified data for short field landing with all power units operating are less than 500 feet and one nautical mile respectively.

Weight and Performance of Public Transport Aeroplanes Classified as Aeroplanes of Performance Group D in their Certificate of Airworthiness

6

With reference to Article 29(1) of this Order an aeroplane registered in Hong Kong in respect of which there is in force under this Order a certificate of airworthiness in which the aeroplane is designated as being of performance group D shall not fly for the purpose of public transport at night or when the cloud ceiling or visibility prevailing at the aerodrome of departure and forecast for the estimated time of landing at the aerodrome at which it is intended to land and at any alternate aerodrome are less than 1,000 feet and one nautical mile respectively and shall not fly for the purpose of public transport at any other time unless the weight of the aeroplane at the commencement of the take-off run is such that the following conditions are satisfied—

• (1) That weight does not exceed the maximum take-off weight specified for the altitude and air temperature at the aerodrome at which the take-off is to be made.

• (2) The take-off run required and the take-off distance required specified as being appropriate to—

• (a) the weight of the aeroplane at the commencement of the take-off run;

• (b) the altitude at the aerodrome;

• (c) the air temperature at the aerodrome;

• (d) the average slope of the surface of the aerodrome in the direction of take-off over the emergency distance available; and

• (e) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off.

• (3)

• (a) The net take-off flight path with all power units operating, specified as being appropriate to—

• (i) the weight of the aeroplane at the commencement of the take-off run;

• (ii) the altitude at the aerodrome;

• (iii) the air temperature at the aerodrome; and

• (iv) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off, and plotted from a point 50 feet above the end of the take-off distance required at the aerodrome at which the take-off is to be made to the point at which the aeroplane reaches a height of 1000 feet above the aerodrome shows that the aeroplane will clear any obstacle in its path by a vertical interval of not less than 35 feet except that if it is intended that the aeroplane shall change its direction of flight by more than 15° before reaching 1000 feet the verticial interval shall be not less than 50 feet while the aircraft is changing direction.

• (b) For the purpose of sub-paragraph (a) hereof an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of flight of the aeroplane does not exceed 75 metres.

• (c) In assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to make a change of direction of a radius less than the specified radius of steady turn.

• (4) The aeroplane, at any time after it reaches a height of 1,000 feet above the aerodrome from which take-off is to be made, will, in the meteorological conditions expected for the flight, in the event of any one power unit becoming inoperative at any point on its route or on any planned diversion therefrom, and with the other power unit or power units, if any, operating within the maximum specified continuous power conditions, be capable of continuing the flight at altitudes not less than the relevant minimum altitudes for safe flight stated in, or calculated from the information contained in, the operations manual relating to the aeroplane to a point 1,000 feet above a place at which a safe landing can be made:

• Provided that in assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to be capable of flying at any point on its route at an altitude exceeding the performance ceiling with all power units operating specified as being appropriate to its estimated weight at that point.

• (5) The landing weight of the aeroplane will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the aerodrome at which it is intended to land and at any alternate aerodrome.

• (6) The distance required by the aeroplane to land from a height of 50 feet does not, at the aerodrome at which it is intended to land and at any alternate aerodrome, exceed 70 per cent of the landing distance available on the most suitable runway for a landing in still air conditions, and on the runway that may be required for landing because of the forecast wind conditions; and for the purposes of a runway that may be required for this condition the distance required to land from a height of 50 feet shall be taken to be that specified as being appropriate to—

• (a) the landing weight;

• (b) the altitude at the aerodrome;

• (c) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;

• (d)

• (i) a level surface in the case of runways usable in both directions;

• (ii) the average slope of the runway in the case of runways usable in only one direction; and

• (e)

• (i) still air conditions in the case of the most suitable runway for a landing in still air conditions;

• (ii) not more than 50 per cent of the forecast wind component opposite to the direction of landing or not less than 150 per cent of the forecast wind component in the direction of landing in the case of the runway that may be required for landing because of the forecast wind conditions.

Weight and Performance of Public Transport Aeroplanes classified as Aeroplanes of Performance Group E in their Certificates of Airworthiness

7

• (1) With reference to Article 29(1) of this Order an aeroplane registered in Hong Kong in respect of which there is in force under this Order a certificate of airworthiness in which the aeroplane is designated as being of performance group E shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that the following conditions are satisfied—

• (a) that weight for the altitude and the air temperature at the aerodrome at which the take-off is to be made does not exceed the maximum take-off weight specified as being appropriate to—

• (i) the weight at which the aeroplane is capable in the en-route configuration and with all power units operating within the specified maximum continuous power conditions of a rate of climb of 700 feet per minute if it has retractable landing gear and of 500 feet per minute if it has fixed landing gear; and

• (ii) the weight at which the aeroplane is capable, in the en-route configuration and if it is necessary for it to be flown solely by reference to instruments for any period before reaching the minimum altitude for safe flight on the first stage of the route to be flown, stated in, or calculated from the information contained in, the operations manual relating to the aeroplane and, with one power unit inoperative, of a rate of climb of 150 feet per minute.

• (b) The distance required by the aeroplane to attain a height of 50 feet, with all power units operating within the maximum take-off power conditions specified, when multiplied by a factor of 1.33 does not exceed the emergency distance available at the aerodrome at which the take-off is to be made. The distance required by the aeroplane to attain a height of 50 feet shall be that appropriate to—

• (i) the weight of the aeroplane at the commencement of the take-off run;

• (ii) the altitude at the aerodrome;

• (iii) the air temperature at the aerodrome; and

• (iv) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off.

• (c) The aeroplane will, in the meteorological conditions expected for the flight, in the event of any one power unit becoming inoperative at any point on its route or on any planned diversion therefrom, and with the other power unit or power units, if any, operating within the specified maximum continuous power conditions, be capable of continuing the flight at altitudes not less than the relevant minimum altitude for safe flight stated in, or calculated from the information contained in, the operations manual to a point 1000 feet above a place at which a safe landing can be made:

• Provided that in assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to be capable of flying at any point on its route or on any planned diversion therefrom at an altitude exceeding that at which it is capable of a rate of climb with all power units operating within the maximum continuous power conditions specified of 150 feet per minute and if it is necessary for it to be flown solely by reference to instuments, be capable with one power unit inoperative, of a rate of climb of 100 feet per minute.

• (d) The landing weight of the aeroplane for the altitude and the expected air temperature for the estimated time of landing at the aerodrome at which it is intended to land and at any alternate aerodrome will not exceed the maximum landing weight specified—

• (i) at which the aeroplane is capable, in the en-route configuration and with all power units operating within the specified maximum continuous power conditions of a rate of climb of 700 feet per minute if it has retractable landing gear and of 500 feet per minute if it has fixed landing gear; and

• (ii) at which the aeroplane is capable in the en-route configuration and if it is necessary for it to be flown solely by reference to instruments for any period after leaving the minimum altitude for safe flight on the last stage of the route to be flown, stated in, or calculated from the information contained in, the operations manual relating to the aeroplane and with one power unit inoperative, of a rate of climb of 150 feet per minute.

• (2) An aeroplane designated as aforesaid as an aeroplane of perfomance group E shall not fly for the purpose of public transport at night or when the cloud ceiling or visibility prevailing at the aerodrome of departure and forecast for the estimated time of landing at the aerodrome at which it is intended to land and at any alternate aerodrome are less than 1000 feet and one nautical mile respectively:

• Provided that the foregoing prohibition shall not apply if the aeroplane is capable, in the en-route configuration and with one power unit inoperative, of a rate of climb of 150 feet per minute.

Weight and Performance of Public Transport Aeroplanes classified as Aeroplanes of Performance Group X in their Certificates of Airworthiness

8

With reference to Article 29(1) of this Order an aeroplane in respect of which there is in force under this Order a certificate of airworthiness designating the aeroplane as being of performance group X shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that the following conditions are satisfied:

• (1)

• (i) That weight does not exceed the maximum take-off weight specified for the altitude at the aerodrome at which the take-off is to be made, or for the altitude and the air temperature at such aerodrome, as the case may be.

• (ii) The minimum effective take-off runway length required specified as being appropriate to—

• (a) the weight of the aeroplane at the commencement of the take-off run;

• (b) the altitude at the aerodrome;

• (c) the air temperature at the time of take-off;

• (d) the condition of the surface of the runway from which the take-off will be made;

• (e) the overall slope of the take-off run available; and

• (f) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off,

does not exceed the take-off run available at the aerodrome at which the take-off is to be made.

• (iii)

• (a) The take-off flight path with one power unit inoperative, specified as being appropriate to—

• (aa) the weight of the aeroplane at the commencement of the take-off run;

• (bb) the altitude at the aerodrome; and

• (cc) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind component in the direction of take-off,

and plotted from a point 50 feet above the end of the minimum effective take-off runway length required at the aerodrome at which the take-off is to be made, shows that the aeroplane will thereafter clear any obstacle in its path by a vertical interval of not less than the greater of 50 feet or 35 feet plus one-hundredth of the distance from the point on the ground below the intended line of flight of the aeroplane nearest to the obstacle to the end of the take-off distance available, measured along the intended line of flight of the aeroplane.

• (b) For the purpose of sub-paragraph (a) an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of flight does not exceed—

• (aa) a distance of 60 metres plus half the wing span of the aeroplane plus one-eighth of the distance from such point to the end of the take-off distance available measured along the intended line or flight; or

• (bb) 900 metres,

whichever is the less.

• (c) In assessing the ability of the aeroplane to satisfy this condition, insofar as it relates to flight path, it shall not be assumed to make a change of direction of a radius less than the radius of steady turn corresponding to an angle of bank of 15°.

• (2)

• (i)

• (a) Subject to sub-paragraph (b), the weight of the aeroplane at any point on the route or any planned diversion therefrom, having regard to the fuel and oil expected to be consumed up to that point, shall be such that the aeroplane with one power unit inoperative and the other power unit or units operating within the maximum continuous power conditions specified, will be capable of a rate of climb of at least K(Vso/100)2 feet per minute at an altitude not less than the minimum altitude for safe flight stated in or calculated from the information contained in the operations manual where Vso is in knots and K has the value of 797-1060/N, N being the number of power units installed.

• (b) As an alternative to (a) the aeroplane may be flown at an altitude from which, in the event of failure of one power unit, it is capable of reaching an aerodrome where a landing can be made in accordance with condition (3)(ii) in this Regulation relating to an alternate aerodrome. In that case the weight of the aeroplane shall be such that, with the remaining power unit or units operating within the maximum continuous power conditions specified, it is capable of maintaining a minimum altitude on the route to such aerodrome of 2000 feet above all obstacles within 10 nautical miles on either side of the intended track:

• Provided that where the operator of the aeroplane is satisfied, taking into account the navigation aids which can be made use of by the aeroplane on the route that the commander of the aeroplane will be able to maintain his intended track on that route within a margin of 5 nautical miles, the foregoing provisions of this sub-paragraph shall have effect as if 5 nautical miles were substituted therein for 10 nautical miles and the rate of climb, specified for the appropriate weight and altitude, used in calculating the flight path shall be reduced by an amount equal to K(Vso/100)2 feet per minute; the aeroplane shall comply with the climb requirements of condition (2)(i)(a) at 1000 feet above the chosen aerodrome; account shall be taken of the effect of wind and temperature on the flight path; and the weight of the aeroplane may be assumed to be progressively reduced by normal consumption of fuel and oil.

• (ii) An aeroplane having four power units shall, if any two power units become inoperative at any point along the route or any planned diversion therefrom, being a point more than 90 minutes flying time (assuming all power units to be operating) from the nearest aerodrome at which a landing can be made in compliance with condition (3)(ii) of this Regulation relating to an alternate aerodrome be capable of continuing the flight at an altitude of not less than 1000 feet above ground level to a point above that aerodrome. In assessing the ability of the aeroplane to satisfy this condition, it shall be assumed that the remaining power units will operate within the specified maximum continuous power conditions, and account shall be taken of the temperature and wind conditions expected for the flight.

• (3)

• (i) The landing weight of the aeroplane will not exceed the maximum landing weight specified for the altitude at the aerodrome at which it is intended to land and at any alternate aerodrome.

• (ii) The required landing runway lengths respectively specified as being appropriate to the aerodromes of intended destination and the alternate aerodromes do not exceed at the aerodrome at which it is intended to land or at any alternate aerodrome, as the case may be, the landing distance available on—

• (a) the most suitable runway for landing in still air conditions; and

• (b) the runway that may be required for landing because of the forecast wind conditions,

the required landing runway lengths being taken to be those specified as being appropriate to—

• (aa) the landing weight;

• (bb) the altitude at the aerodrome;

• (cc) still air conditions in the case of the most suitable runway for a landing in still air conditions; and

• (dd) not more than 50 per cent of the forecast wind component opposite to the direction of landing or not less then 150 per cent of the forecast wind component in the direction of landing in the case of the runway that may be required for landing because of the forecast wind conditions.

Weight and Performance of Public Transport Helicopters classified as Helicopters of Performance Group A in their Certificate of Airworthiness

9

With reference to Article 29(1) of this Order a helicopter registered in Hong Kong in respect of which there is in force under the Order a Certificate of Airworthiness in which the helicopter is designated as being of performance Group A shall not fly for the purpose of public transport unless the weight of the helicopter at the commencement of take-off is such that the following conditions are satisfied:

• (1) The weight does not exceed the maximum take-off weight specified for the altitude and the air temperature at the site from which the take-off is to be made.

• (2) The landing weight of the helicopter will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the site at which it is intended to land and at any alternate site.

Weight and Performance of Public Transport Helicopters classified as Helicopters of Performance Group A (Restricted) in their Certificate of Airworthiness

10

With reference to Article 29(1), a helicopter registered in Hong Kong in respect of which there is in force under the Order a certificate of airworthiness in which the helicopter is designated as being of performance group A (restricted) shall not fly for the purpose of public transport when the cloud ceiling or visibility prevailing at the departure site and forecast for the estimated time of landing at the site at which it is intended to land and at any alternate site are less than 500 feet and 1000 metres respectively and shall not fly for the purpose of public transport at any other time unless the weight of the helicopter at the commencement of take off is such that the following conditions are satisfied:

• (1) The weight does not exceed the maximum take-off weight specified for the altitude and the air temperature at the site from which the take-off is to be made.

• (2) The landing weight of the helicopter will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the site at which it is intended to land and at any alternate site.

Weight and Performance of Public Transport Helicopters classified as Helicopters of Performance Group B in their Certificate of Airworthiness

11

With reference to Article 29(1) of this Order a helicopter registered in Hong Kong in respect of which there is in force under this Order a Certificate of Airworthiness in which the helicopter is designated as being of performance Group B shall not fly for the purpose of public transport at night or out of sight of the surface or when the cloud ceiling or visibility prevailing at the departure site and forecast for the estimated time of landing at the site at which it is intended to land are less than 600 feet and 1,000 metres respectively and shall not fly for the purpose of public transport at any other time unless the weight of the helicopter at the commencement of take-off is such that the following conditions are satisfied:

• (1) The weight does not exceed the maximum take-off weight specified for the altitude and the air temperature at the site at which the take-off is to be made.

• (2) The landing weight of the helicopter will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the site at which it is intended to land and at any alternate site.

Noise and Vibration caused by Aircraft on Aerodromes

12