natgillin/translations-raw huggingface dataset:
SECTION 1 — DEPARTURE
Posvetovanje pred priletom in pristankom, vključno s preverjanji med spuščanjem/priletom/pristankom
Use of flight manual (or equivalent) especially aircraft performance calculation; mass and balance
Nadzor absolutne višine, hitrosti, smeri (stabilizirani prilet)
Weather minima
DEL 5 – 2D OPERACIJE [5]a
Taxiing/Air taxi in compliance with ATC or instructions of instructor
Posvetovanje pred priletom in pristankom, vključno s preverjanji med spuščanjem/priletom/pristankom in prepoznavanjem naprav
Pre-take-off briefing, procedures and checks
Postopek pri neuspelem priletu [6]/pristanek
Instrument departure procedures, including PBN procedures
DEL 6 – NEOBIČAJNI POSTOPKI IN POSTOPKI V SILI
SECTION 2 — GENERAL HANDLING
Ta del se lahko združi z deli 1–5.
Control of the helicopter by reference solely to instruments, including:
Preizkus se nanaša na nadzor helikopterja, opredelitev nedelujočega motorja, takojšnje ukrepe (navidezna vadba), nadaljnje ukrepe ter preverjanje in točnost letenja v naslednjih okoliščinah:
Recoveries from unusual attitudes, including sustained 30° bank turns and steep descending turns
Simulirana odpoved motorja po vzletu in med priletom [7] (na varni absolutni višini, če vaja ne poteka na simulatorju ali napravi FNPT II/III ali FTD 2,3)
SECTION 3 — EN-ROUTE IFR PROCEDURES
Odpoved naprav za večjo stabilnost/hidravličnega sistema (če je ustrezno)
Tracking, including interception, e.g. NDB, VOR, RNAV
Omejeno število instrumentov
Use of radio aids
Avtorotacija in vrnitev na vnaprej določeno absolutno višino
Approach and landing briefing, including descent/approach/landing checks
točka 4 v delu B se nadomesti z naslednjim:
Altitude, speed, heading control (stabilised approach)
začetek neuspelega prileta na višini odločitve
SECTION 5 — 2D OPERATIONS [5]a
Za „kotna“ odstopanja
Approach and landing briefing, including descent/approach/landing checks and identification of facilities
odklon za polovico skale, azimut in drsna pot (npr. LPV, ILS, MLS, GLS)
Missed approach procedure [6]/landing
(LNAV) in 3D (LNAV/VNAV) „linearna“ odstopanja
SECTION 6 — ABNORMAL AND EMERGENCY PROCEDURES
prečna napaka/odstopanje je običajno omejeno na ± 1
This section may be combined with sections 1 through 5.
ne več kot – 75 čevljev pod vertikalnim profilom kadar koli in ne več kot + 75 čevljev nad vertikalnim profilom na višini 1000 čevljev nad nivojem letališča ali pod njim.
The test shall have regard to control of the helicopter, identification of the failed engine, immediate actions (touch drills), follow-up actions and checks and flying accuracy, in the following situations:
+ 10 vozlov/– 5 vozlov“;
Simulated engine failure after take-off and on/during approach [7] (at a safe altitude unless carried out in an FFS or FNPT II/III, FTD 2,3)
v točki 5 dela B se vstavi naslednja točka (h):
Failure of stability augmentation devices/hydraulic system (if applicable)
Za pridobitev ali ohranitev privilegijev za PBN je en prilet RNP APCH.
Limited panel
Če RNP APCH ni izvedljiv, se opravi na napravi FSTD, ki je ustrezno opremljena.“;
Autorotation and recovery to a pre-set altitude
vrstici 3B.4 in 3B.5 razpredelnice v točki 5 dela B se nadomestita z naslednjim:
operations manually without flight director [8]3D operations manually with flight director [8]
operacije do DH/A na višini 200 čevljev (60 m) ali do višjih minimumov, če to zahteva priletni postopek (avtopilot se lahko uporabi za prestrezanje navpične poti v končnem segmentu prileta)
Appendix 8 is amended as follows:
operacije do MDH/A
the footnote to the table in Section A is replaced by the following:
v točki 6 dela B se vstavi naslednja točka (j):
Provided that within the preceding 12 months the applicant has flown at least three IFR departures and approaches exercising PBN privileges, including one RNP APCH approach on an SP class or type of aeroplane in SP operations, or, for multi-engine, other than HP complex aeroplanes, the applicant has passed section 6 of the skill test for SP, other than HP complex aeroplanes flown solely by reference to instruments in SP operations.’,
vrstica 3.9.3 razpredelnice v točki 6 dela B se nadomesti z naslednjim:
the footnote to the table in Section B is replaced by the following:
Opomba:
Provided that within the preceding 12 months at least three IFR departures and approaches exercising PBN privileges, including one RNP APCH approach (could be a Point in Space (PinS) approach), have been performed on a SP type of helicopter in SP operations.’;
V skladu z AFM, RNP APCH postopki lahko zahtevajo uporabo avtopilota ali usmerjevalnika leta.
Appendix 9 is amended as follows:
Postopek, ki ga je treba opraviti z ročnim letenjem, se izbere ob upoštevanju takih omejitev (na primer izbira ILS za 3.9.3.1 v primeru takih omejitev AFM).“
point 4 in Section B is replaced by the following:
operacije do DH/A na višini 200 čevljev (60 m) ali do višjih minimumov, če to zahteva priletni postopek
The following limits shall apply corrected to make allowance for turbulent conditions and the handling qualities and performance of the aeroplane used:
vrstici 3.9.3.4 in 3.9.4 razpredelnice v točki 6 dela B se nadomestita z naslednjim:
Starting a go-around at decision height
ročno, s simulirano odpovedjo enega motorja; odpoved motorja se simulira med končnim priletom pred preletom 1000 čevljev nad nivojem letališča in točke dotika ali med celotnim neuspelim priletom
Minimum descent height/altitude
Na letalih, ki niso certificirana v kategoriji transportnih letal (JAR/FAR 25) ali kategoriji regionalnih letal (SFAR 23), se prilet s simulirano odpovedjo motorja in neuspeli prilet, ki mu sledi, začneta skupaj z nenatančnim priletom iz 3.9.4.
on radio aids
Neuspeli prilet se začne, ko letalo doseže objavljeno najmanjšo relativno/nadmorsko višino nad ovirami (published obstacle clearance height/altitude – OCH/A), vendar najpozneje na MDH/A 500 čevljev (150 m) nad pragom VPS.
For “angular” deviations
Pri letalih, ki imajo glede vzletne mase in tlačne višine enako zmogljivost kot letala transportne kategorije, lahko inštruktor simulira odpoved motorja v skladu s 3.9.3.4.
half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS).
* 2D operacije do višine MDH/A
(LNAV) and 3D (LNAV/VNAV) “linear” deviations
vrstica 4.1 razpredelnice v točki 6 dela B se nadomesti z naslednjim:
Cross track error/deviation shall normally be limited to ± 1
neuspeli prilet z vsemi delujočimi motorji* med 3D operacijo do višine odločitve
not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1000 feet above aerodrome level.
vrstica 5.1 razpredelnice v točki 6 dela B se nadomesti z naslednjim:
+ 10 knots/– 5 knots’,
Običajni pristanki* z vidnimi referenčnimi točkami, vzpostavljenimi pri dosegi DA/H po instrumentalnemu priletu.
the following point (h) is inserted in point 5 of Section B:
v vrstici 6.2 razpredelnice v točki 6 dela B se beseda „ILS“ nadomesti z naslednjim: „CAT II/III“;
To establish or maintain PBN privileges one approach shall be an RNP APCH.
točka 4(a) oddelka C se nadomesti z naslednjim:
Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD.’,
Omejitve pri letenju po pravilih IFR
rows 3B.4 and 3B.5 of the table in point 5 of Section B are replaced by the following:
„kotna“ odstopanja
operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure (autopilot may be used to the final approach segment vertical path intercept)
(LNAV) in 3D (LNAV/VNAV) „linearno“ odstopanje:
operations to MDH/A
Kratka odstopanja od tega standarda do največ 1-kratne vrednosti RNP so dopustna.
the following point (j) is inserted in point 6 of Section B:
linearna vertikalna odstopanja (npr. RNP APCH (LNAV/VNAV) z uporabo Baro-VNAV):
row 3.9.3 of the table in point 6 of Section B is replaced by the following:
običajne operacije
Note:
neobičajne operacije/operacije v sili
According to the AFM, RNP APCH procedures may require the use of autopilot or Flight director.
± 10 vozlov
The procedure to be flown manually shall be chosen taking into account such limitations (for example, choose an ILS for 3.9.3.1 in case of such AFM limitation).’
s simulirano odpovedjo motorja
operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure
vrstice 5.4, 5.4.1 in 5.4.2 razpredelnice v točki 12 dela C se nadomestijo z naslednjim:
rows 3.9.3.4 and 3.9.4 of the table in point 6 of Section B are replaced by the following:
Ročno, brez usmerjevalnika leta
manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1000 feet above aerodrome level until touchdown or through the complete missed approach procedure
Opomba: V skladu z AFM, RNP APCH postopki lahko zahtevajo uporabo avtopilota ali usmerjevalnika leta.
In aeroplanes which are not certificated as transport category aeroplanes (JAR/FAR 25) or as commuter category aeroplanes (SFAR 23), the approach with simulated engine failure and the ensuing go-around shall be initiated in conjunction with the non-precision approach as described in 3.9.4.
Postopek, ki ga je treba opraviti z ročnim letenjem, se izbere ob upoštevanju takih omejitev (na primer izbira ILS za 5.4.1 v primeru takih omejitev AFM).
The go-around shall be initiated when reaching the published obstacle clearance height (OCH/A), however not later than reaching a minimum descent height/altitude (MDH/A) of 500 feet above runway threshold elevation.
Ročno, z usmerjevalnikom leta
In aeroplanes having the same performance as a transport category aeroplane regarding take-off mass and density altitude, the instructor may simulate the engine failure in accordance with 3.9.3.4.
vrstici 5.4.4 in 5.5 razpredelnice v točki 12 dela C se nadomestita z naslednjim:
* 2D operations down to the MDH/A
Ročno, s simulirano odpovedjo enega motorja; odpoved motorja se simulira med končnim priletom pred preletom 1000 čevljev nad nivojem letališča in točke dotika ali do dokončanja postopka neuspelega prileta
row 4.1 of the table in point 6 of Section B is replaced by the following:
operacije do najmanjše spustne višine MDA/H
Go-around with all engines operating* during a 3D operation on reaching decision height
v Prilogi VII se točka (a) v ORA.ATO.135 nadomesti z naslednjim:
row 5.1 of the table in point 6 of Section B is replaced by the following:
Odobrena organizacija za usposabljanje uporablja ustrezno floto zrakoplovov za usposabljanje ali FSTD, ki so ustrezno opremljeni za izvajane tečaje usposabljanja.“
Normal landings* with visual reference established when reaching DA/H following an instrument approach operation
(°) Izvede se izključno z instrumenti.
in row 6.2 of the table in point 6 of Section B the word ‘ILS’ is replaced by the following: ‘CAT II/III’,
Lahko poteka na simulatorju ali napravi FTD 2/3 ali FNPT II.
point 4(a) of Section C is replaced by the following:
( +) Lahko se izvede v delu 5 ali delu 6.
IFR flight limits.
( ++) Za pridobitev ali ohranitev privilegijev za PBN je en prilet v delu 4 ali delu 5 RNP APCH.
“angular” deviations
Če RNP APCH ni izvedljiv, se opravi na napravi FSTD, ki je ustrezno opremljena.
(LNAV) and 3D (LNAV/VNAV) “linear” deviation:
( +) Za pridobitev ali ohranitev privilegijev za PBN je en prilet v delu 4 ali delu 5 RNP APCH.
cross track error/deviation shall normally be limited to ± 1
Če RNP APCH ni izvedljiv, se opravi na napravi FSTD, ki je ustrezno opremljena.
Brief deviations from this standard up to a maximum of 1 times the RNP value are allowable.
Lahko se izvede v delu 4 ali 5.
linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV):
Samo pri večmotornih helikopterjih.
Normal operations
Preveri se samo ena naloga.“;
Abnormal operations/emergencies
‚LPV‘ pomeni zmogljivost lokalizatorja z vertikalnim vodenjem (Localiser Performance with Vertical Guidance).
± 10 knots
‚Operacija tridimenzionalnega (3D) instrumentalnega prileta‘ pomeni operacijo instrumentalnega prileta, pri kateri se uporabljata bočno in vertikalno vodenje navigacije.
With simulated engine failure
DEL 4 [1] – 3D OPERACIJE [4]a
rows 5.4, 5.4.1 and 5.4.2 of the table in point 12 of Section C are replaced by the following:
Nastavitev in preverjanje navigacijskih sredstev
Manually, without flight director
preverjanje, da se je v navigacijski sistem naložil pravilni postopek, in
Note: According to the AFM, RNP APCH procedures may require the use of autopilot or Flight director.
navzkrižno preverjanje prikazovalnika navigacijskega sistema s prikazom prileta. b
The procedure to be flown manually shall be chosen taken into account such limitations (example choose an ILS for 5.4.1 in case of such AFM limitation).
c [3]
Manually, with Flight Director
g [3]
rows 5.4.4 and 5.5 of the table in point 12 of Section C are replaced by the following:
h [3]
Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1000 feet above aerodrome level until touchdown or until completion of the missed approach procedure
Postopek pri neuspelem priletu/pristanek
operations down to the minimum descent altitude MDA/H
Omejitve absolutne višine in hitrosti, če je ustrezno
in Annex VII, point (a) of ORA.ATO.135 is replaced by the following:
Prihod PBN (če je ustrezno):
The ATO shall use an adequate fleet of training aircraft or FSTDs appropriately equipped for the training courses provided.’.
preverjanje, da se je v navigacijski sistem naložil pravilni postopek, in
(°) Must be performed by sole reference to instruments.
navzkrižno preverjanje prikazovalnika navigacijskega sistema s prikazom prihoda.
May be performed in an FFS, FTD 2/3 or FNPT II.
DEL 4 – 3D OPERACIJE [5]a
( +) May be performed in either Section 5 or Section 6.
Nastavitev in preverjanje navigacijskih sredstev
( ++) To establish or maintain PBN privileges one approach in either Section 4 or Section 5 shall be an RNP APCH.
Preverjanje kota navpične poti za RNP APCH:
Commission Implementing Regulation (EU) 2016/540
Izvedbena uredba Komisije (EU) 2016/540
Commission Implementing Regulation (EU) 2016/545
Izvedbena uredba Komisije (EU) 2016/545
on procedures and criteria concerning framework agreements for the allocation of rail infrastructure capacity
o postopkih in merilih pri okvirnih pogodbah za dodelitev železniških infrastrukturnih zmogljivosti
Having regard to Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area [1], and in particular Article 42(8) thereof,
ob upoštevanju Direktive 2012/34/EU Evropskega parlamenta in Sveta z dne 21. novembra 2012 o vzpostavitvi enotnega evropskega železniškega območja [1] in zlasti člena 42(8) Direktive,
When concluding framework agreements, infrastructure managers should make optimum effective use of the available infrastructure capacity.
Ob sklenitvi okvirnih pogodb bi morali upravljavci infrastrukture zagotoviti optimalno učinkovitost uporabe razpoložljivih infrastrukturnih zmogljivosti.
At the same time, in order to invest in services, applicants for framework capacity may need greater legal certainty as regards available infrastructure capacity for more than one timetable period.
Hkrati morda prosilci za okvirne zmogljivosti pri naložbah v storitve potrebujejo večjo pravno varnost, kar se tiče razpoložljivih infrastrukturnih zmogljivosti za več kot eno sezono voznega reda.
Infrastructure managers have to reserve capacity for the annual timetabling procedure to organise prearranged train paths in accordance with Article 14(3) and (5) of Regulation (EU) No 913/2010 of the European Parliament and of the Council [2].
Upravljavci infrastrukture morajo rezervirati zmogljivosti za letni postopek določanja voznega reda, da lahko organizirajo vnaprej dogovorjene vlakovne poti v skladu s členom 14(3) in (5) Uredbe (EU) št. 913/2010 Evropskega parlamenta in Sveta [2].
Moreover, they might have to provide for reserve capacity for ad hoc requests in accordance with Article 48(2) of Directive 2012/34/EU.
Poleg tega morajo morda predvideti rezervne zmogljivosti za ad hoc prošnje v skladu s členom 48(2) Direktive 2012/34/EU.
In addition, framework agreements should not preclude annual timetabling in accordance with Article 42 of Directive 2012/34/EU.
Okvirne pogodbe tudi ne bi smele izključevati določanja letnih voznih redov v skladu s členom 42 Direktive 2012/34/EU.
Therefore, infrastructure managers should at least plan these capacity reserves and consider these limitations before allocating part of the remaining capacity through framework agreements.
Zato bi morali upravljavci infrastrukture načrtovati vsaj te rezerve zmogljivosti in upoštevati te omejitve, preden dodelijo del preostalih zmogljivosti prek okvirnih pogodb.
Potential applicants need transparency concerning the allocated framework capacity and the remaining indicative capacity on a line.
Potencialni prosilci potrebujejo preglednost, kar se tiče dodeljenih okvirnih zmogljivosti in preostalih okvirnih zmogljivosti na progi.
With a view to avoiding administrative burden related to framework agreements, potential applicants should get a first impression of how likely it is that their applications will be approved.
Zaradi zmanjšanja upravnega bremena, povezanega z okvirnimi pogodbami, bi morali potencialni prosilci dobiti prvi vtis o verjetnosti odobritve njihovih prošenj.
Therefore infrastructure managers should publish the framework capacity statements in their network statements.
Zato bi morali upravljavci infrastrukture svoje izjave o okvirnih zmogljivostih objaviti v programu omrežja.
The framework capacity statement should specify, where relevant, whether framework agreements are valid for freight or passengers or for both.
V izjavi o okvirnih zmogljivostih bi moralo biti po potrebi določeno, ali so okvirne pogodbe veljavne za prevoz tovora, prevoz potnikov ali za oboje.
Infrastructure managers and applicants should enjoy a certain flexibility as regards the time to lodge applications for framework capacity.
Upravljavcem infrastrukture in prosilcem bi morala biti na voljo določena prožnost pri rokih za vlaganje prošenj za okvirne zmogljivosti.
At the same time, criteria to ensure optimum use of available infrastructure capacity are most effective when they are applied to as many applications as possible simultaneously.
Hkrati so merila za zagotovitev optimalne uporabe razpoložljivih infrastrukturnih zmogljivosti najučinkovitejša, če se uporabljajo za čim več prošenj hkrati.
Therefore, before concluding a framework agreement, infrastructure managers that do not apply a fixed annual or multiannual deadline should consult applicants who could be interested in framework agreements.
Zato bi se morali upravljavci infrastrukture, ki ne uporabljajo fiksnega letnega ali večletnega roka, pred sklenitvijo okvirne pogodbe posvetovati s prosilci, ki bi lahko bili zainteresirani za okvirne pogodbe.
Applicants should be aware that infrastructure managers are under obligation to make an optimum and effective use of the available infrastructure capacity, both on their individual networks and jointly throughout the single European railway area.
Prosilci bi se morali zavedati, da je zagotovitev optimalne in učinkovite uporabe razpoložljivih infrastrukturnih zmogljivostih obveznost upravljavcev infrastrukture, tako posamezno na njihovih omrežjih kot skupaj v enotnem evropskem železniškem območju.
This obligation should apply throughout the duration of a framework agreement and also to train paths allocated under framework agreements.
Ta obveznost bi morala veljati v celotnem času trajanja okvirne pogodbe in tudi za vlakovne poti, dodeljene na podlagi okvirnih pogodb.
As a result, when they decide to conclude a new framework agreement, both parties to that agreement should already have considered the criteria set out in this Regulation to ensure optimum use of the available infrastructure capacity.
Posledično naj bi obe pogodbenici navedene pogodbe, ko se odločita za sklenitev nove okvirne pogodbe, že upoštevali merila iz te uredbe za zagotovitev čim boljše uporabe razpoložljivih infrastrukturnih zmogljivosti.
Framework agreements should not specify a particular train path, but should provide a time frame giving sufficient flexibility until the annual scheduling of train paths.
Okvirne pogodbe ne bi smele določati posamezne vlakovne poti, ampak bi morale zagotoviti časovni okvir, ki bi omogočal dovolj prožnosti v času do letnega načrtovanja vlakovnih poti.
At the same time, train services may have different needs for precision in terms of when their service would run which should be reflected in different widths of the time frames.
Hkrati so lahko za izvedbo različnih železniških storitev potrebne različne stopnje časovne natančnosti, kar bi se moralo odražati v različno dolgih časovnih okvirih.
The introduction of new railway services requires prior technical and safety authorisations or procurement of rolling stock or both which may take a number of years.
Za uvedbo novih železniških storitev so potrebna predhodna tehnična in varnostna pooblastila ali nabava voznega parka oziroma oboje, kar lahko traja več let.
Investors need certainty on available capacity before deciding on such investments.
Vlagatelji potrebujejo gotovost glede razpoložljivih zmogljivosti, preden se odločijo za takšne naložbe.
This justifies a certain time for applicants between the conclusion of the framework agreement and the start of services under the agreement, during which they can, inter alia, gather the necessary authorisations and certificates and procure the rolling stock.
To upravičuje določen čas, ki je na voljo za prosilce med sklenitvijo okvirne pogodbe in začetkom storitev na podlagi pogodbe, ko med drugim lahko pridobijo potrebna pooblastila in spričevala ter nabavijo vozni park.
Applicants that demonstrably need this time before they can start operations should not be penalised by having the duration of their framework agreements shortened.
Prosilci, ki dokazano potrebujejo ta čas, preden lahko začnejo z dejavnostmi, ne bi smeli biti kaznovati s krajšim trajanjem svojih okvirnih pogodb.
The setting of criteria for the concluding framework agreements should allow the infrastructure manager to market and make optimum effective use of the available infrastructure capacity in accordance with Article 26 of Directive 2012/34/EU.
Določitev meril za sklenitev okvirnih pogodb bi morala upravljavcu infrastrukture omogočiti, da trži razpoložljive infrastrukturne zmogljivosti in zagotovi optimalno učinkovitost njihove uporabe v skladu s členom 26 Direktive 2012/34/EU.
Framework agreements should enable a successful coordination of conflicting applications and therefore meet certain criteria as regards allocation of available capacity to other applicants, the modification and the surrender of framework capacity.
Okvirne pogodbe bi morale omogočiti uspešno usklajevanje nezdružljivih prošenj in zato izpolnjevati določena merila, kar se tiče dodeljevanja razpoložljivih zmogljivosti drugim prosilcem, spremembe in ukinitve okvirnih zmogljivosti.
Coordination and consultations with applicants who are already party to a framework agreement may create a burden for infrastructure managers and applicants.
Usklajevanje in posvetovanje s prosilci, ki so že pogodbenice okvirne pogodbe, sta lahko breme za upravljavce infrastrukture in prosilce.
This burden could be disproportionate on lines and at times of the day where capacity usage by framework agreements is anyway significantly below the maximum.
To breme bi lahko bilo nesorazmerno na progah in v času dneva, kjer in ko je uporaba zmogljivosti na podlagi okvirnih pogodb že tako precej manjša od največje.
Consequently infrastructure managers should, in such cases, be given the option of derogating from the procedures or criteria set out in this Regulation.
Zato bi morali imeti upravljavci infrastrukture v takih primerih možnost odstopanja od postopkov ali meril, določenih v tej uredbi.