Noise and vibration caused by aircraft on aerodromes.
Revocation.
(G.N.A. 30/56).
(GN.A. 117/55).
10. With reference to Article 64 of the Order, the conditions under which noise and vibration may be caused by aircraft, including military || aircraft, on Government aerodromes, licensed aerodromes or on acto dromes at which the manufacture, repair or maintenance of aircraft is carried out by persons carrying on business as manufacturers or œ. pairers of aircraft, shall be as follows, that is to say, that, whether in the course of the manufacture of the aircraft or otherwise-
(a) the aircraft is taking off or landing; or
(b) the aircraft is moving on the ground or water; or (c) the engines are being operated in the aircraft-
(i) for the purpose of ensuring their satisfactory per
formance:
(i) for the purpose of bringing them to a proper tempera- ture in preparation for, or at the end of, a flight; or
(ii) for the purpose of ensuring that the instruments, acces- sories or other components of the aircraft are in a satisfactory condition.
11. The Hong Kong Air Navigation (Radio) Regulations, 1956, and the Hong Kong Air Navigation (General) Regulations, 1955, are revoked.
FIRST SCHEDULE,
CONDITIONS APPLICABLE TO AEROPLANES HAVING NO PERFORMANCE GROUP CLASSIFICATION IN THEIR CERTIFICATES OF ALWORTHINESS,
[rep. 61
Conditions 1 and 2 apply to all acroplanes to which regulation 6 applies. Conditions 3 to 9 apply to all aeroplanes to which regulation & applies-
(1) of which the specified maximum total weight authorized exceed 12,500 lb.; or
(ii) of which the specified maximum total weight authorized does bot exceed 12,500 lb. and which comply with neither paragraph (e) nor paragraph (5) of condition 1.
Conditions 10 to 17 inclusive apply to all aeroplanes to which regulation & applies, of which the specified maximum total weight authorized dos not exceed 12,500 lb., and which comply with paragraph (a) or para- graph (b) of condition 1 or with both those conditions.
1. Either-
(a) the wing loading of the aeroplanes does not exceed 20 lb. per squar
foot, or
() the stalling speed of the aeroplane in the landing configuration does 07
exceed 60 knots; or
(c) the aeroplane, with any one of its power units inoperative and the
maining power unit or unius operating within the maximum contiowo power conditions specified, is capable of a gradient of climb of at least 1 in 200 at an altitude of 5,000 feet in the specified international standard atmosphere.
9
1. The weight of the aeroplane at the commencement of the take-off run does not exceed the maximum take-off weight, if any, specified for the altitude and the air temperature at the aerodromo at which the take-off is to be made.
1. (1) The distance required by the seroplane to attain a height of 50 feet, with ull power units operating within the maximum take-off power conditions specified, does not exceed the take-off run available at the aerodromo at which the take-off is to be made.
(2) 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 either 1.33 for aeroplanas having bo power units or by a factor of 1.18 for aeroplanes having four power units, does not exceed the emergency distance available at the aerodrome at which the take-off is to be made.
() For the purposes of paragraphs (1) and (2) the distance required by the Aeroplane to attain a height of 30 feet shall be that appropriate" 10-
tal the weight of the aeroplane at the commencement of the take-off runt (b) the altitude at the aerodrome;
(c) the air temperature at the aerodrome:
(the slope of the surface of the aerodrome in the direction of take-off over the bake-off run available and the emergency distance available, respectively; and
(e) not more than 30 per cent of the reported wiod component opposite to the direction of takeoff or not less than 150 per cent of the reported wind component in the direction of take-off.
4. (1) The take-off flight path with one power unit inoperative and the re- maining power unit or upite operating within the maximum take-off power conditions specified, appropriate to-
(a) the weight of the aeroplane at the commencement of the take-off run; (b) the altitude at the aerodrome;
(e) the air temperature at the aerodrome;
60 got 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 appropriate factored distance required for take-off under paragraph (2) of condition 1 at the aerodrome at which the take-off is to be made, shows that the aeroplane will clear any obstacle in its path by a vertical interval of at least 35 feet except that it it is intended that an aeroplane shall change its direction by more than 15° the vertical interval shall be not less than 50 feet during the change of direction.
(2) For the purpose of paragraph (1) 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 Night does not exceed— tal a distance of 200 feet plus half the wing span of the acroplane 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; or (b) 5,000 feet,
whichever is the leas.
In assessing the ability of the acroplane to satisfy this condition, it shall not be assumed to make a change of direction of a radius less than a radius of steady turn corresponding to an angle of bank of 15o.
5. The aeroplane will, in the meteorological conditions expected for the fight,
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 units