Definitions Flashcards
Maximum Landing Weight
The lesser of:
Structural Limit Weight,
Missed Apch Climb/Balked Landing Limited Weight
Field Length Limited Weight
Maximum Takeoff Weight
The lesser of:
Structural Limit Weight
Maximum Weight for Temp. and Altitude (WAT Limit)
Field Length Limited Weight
Obstruction Limited Weight
Maximum Landing Weight + Fuel Burn to Destination.
Required Navigation Performance (RNP)
A statement of navigation performance necessary for operations within a defined airspace.
Required Navigation Performance (RNP) Type
A value typically expressed as a distance in nautical miles from the intended position within which an aircraft would be for at least 95 percent of the total flying time. For example, RNP-4 represents a lateral and longitudinal navigation accuracy of 4 nm on a 95 percent basis. Note: Applications of RNP to terminal area and other operations may also include a vertical component.
RNP - “X”
Required Navigation Performance Airspace. The RNP values in the OpsSpecs are a combination of Navigation Accuracy / Communication Latency / Surveillance Latency.
Thus, a WAAS GPS and FMS equipped airplane may have a RNP value varying from .3 to RNP10 depending on the airspace it is currently in.
Fault Detection and Exclusion (FDE)
FDE technology allows onboard GPS equipment to automatically detect a satellite failure that effects navigation and to exclude that satellite from the navigation solution.
Incident
An occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.
Flight Management Systems (FMS)
An integrated system used by flight crews for flight planning, navigation, performance management, aircraft guidance, and flight progress monitoring.
Decision Altitude (Height)
DA (H) is a specified minimum altitude in an instrument approach procedure by which a missed approach must be initiated if the required visual reference to continue the approach has not been established. The ‘altitude’ value is typically measured by a barometric altimeter; the ‘height’ value (H) is typically a radio altitude equivalent height above the touchdown zone (HAT) used only for advisory reference and does not necessarily reflect actual height above underlying terrain. [This definition is consistent with both current U.S. operator usage and ICAO international agreements.]
Class I Navigation
Class I navigation is any enroute flight operation or portion of an operation that is conducted entirely within the designated Operational Service Volumes (or ICAO equivalents) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB).
Class I navigation also includes enroute flight operations over routes designated with an “MEA GAP” (or ICAO equivalent). Enroute flight operations conducted within these areas are defined as “Class I navigation” operations irrespective of the navigation means used.
Class I navigation includes operations within these areas using pilotage or any other means of navigation which does not rely on the use of VOR, VOR/DME, or NDB.
Class II Navigation
Class II navigation is any enroute flight operation which is not defined as Class I navigation.
Class II navigation is any enroute flight operation or portion of an enroute operation (irrespective of the means of navigation) which takes place outside (beyond) the designated Operational Service Volume (or ICAO equivalents) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB).
However, Class II navigation does not include enroute flight operations over routes designated with an “MEA GAP” (or ICAO equivalent).
Basic Empty Weight
The empty weight of the aircraft as provided by the manufacturer.
Basic Operating Weight
Basic empty weight plus operational items. This includes equipment and personnel required for the flight.
Category I Instrument Approach
A Category I instrument approach is any authorized precision or non- precision instrument approach which is conducted with a minimum height for IFR flight not less than 200 feet (60 meters) above the touchdown zone and a minimum visibility/RVV not less than 1/2 statute mile or RVR 1800 (for helicopters, 1/4 statute mile or RVR 1600).
Pretakeoff Contamination Check
A check (conducted after the aircraft’s HOT has been exceeded) to ensure the aircraft’s wings, control surfaces, and other critical surfaces, as defined in the certificate holder’s program, are free of all frozen contaminants. This check must be completed within 5 minutes before beginning takeoff and from outside the aircraft, unless the certificate holder’s FAA-approved program specifies otherwise
Representative Surface
Some aircraft manufacturers have identified certain aircraft surfaces that the flight crew can readily observe to determine whether or not frozen contaminants are accumulating or forming on that surface and, by using it as a representative surface, can make a reasoned judgment regarding whether or not frozen contaminants are adhering to other aircraft surfaces. When identifying a representative aircraft surface, the following guidelines should be considered:
- The surface can be seen clearly to determine whether
or not frozen contaminants are forming or
accumulating on the surface.
- The surface should be unheated.
- During the deicing/anti-icing procedure, the
representative surface should be one of the first
surfaces treated with deicing/anti-icing fluid. However,
the designation of representative surfaces is not
limited to treated surfaces.
Representative Surfaces must be defined in the AFM.
RVR
Runway Visual Range. An instrumentally derived value that represents the horizontal distance a pilot will see down the runway from the approach end. RVR is a horizontal visual range, not a slant visual range. RVR is used in lieu of Runway Visibility Value (RVV) and/or prevailing visibility in determining minimums only for a particular runway.
Aborted Takeoff
From an ATC standpoint, any discontinuance after takeoff clearance and commencement of takeoff roll is considered an Aborted Takeoff. Speed is irrelevant. Aborted takeoffs can be categorized into 4 groups (see GOM)
Operational Notification Requirements
To maintain Operational Control the Director of Operations (or his designee in his absence) must be notified of:
- Aborted Takeoff
- Enroute Diversion
- Destination Diversion
- Any Flight not completed as released
- Anything Causing a Regulatory Concern
- Anything Causing a Customer Service Concern
caused by Flight Operations
Charter Ready
Aircraft is Fueled and Catered
Mountainous Airport (ICAO)
Elevation change of 3000 ft within 10 miles
Nonessential Furnishing (NEF) item
Items installed on the aircraft as part of the original certification, STC, or engineering order that have no effect on the safe operation of flight.
Configuration Deviation List (CDL) item
Secondary airframe parts. Any external parts of an aircraft type which may be missing at the commencement of a flight.
Minimum Equipment List (MEL) item
An item that permits aircraft continued use when inoperative, damaged, or removed.
Maintenance Check Flight
A flight conducted to perform an operational check of safety critical items.
How is an “unairworthy item” defined?
An item that:
- Affects an aircraft’s conformance to it’s type certificate
design. - Affects an aircraft’s safe operation
Stabilized Approach
By 1000 AGL IMC or 500 AGL VMC, the a/c must:
- Be fully configured for landing
- A/C is on correct flight path
- A/C requires only small pitch/heading changes to
remain on correct flight path
- A/C is on speed (≥ Vref and ≤ Vref +20
- Sink rate ≤ 1000 fpm
- Power setting appropriate to configuration
- All checklists / briefings complete
- If ILS, within 1 dot of LOC/GS; Circling, wings level by
300 AGL, unique approach or abnormal conditions
require special consideration and briefing
What are standard derived alternate approach minimums (1 Nav Rule)?
At ETA, airports with one navigational facility providing a suitable straight in (or circle) non-precision approach procedure, or straight in precision approach procedure.
- A ceiling derived by adding 400 ft to the DH/MDH
- A visibility derived by adding 1 statue mile to the
authorized CAT I landing minimum
What are standard derived alternate approach minimums (2 Nav Rule)?
At ETA, airports with two navigational facilities, each providing a straight-in non-precision approach procedure, or a straight-in precision approach procedure, to different, suitable runways. Extended over water operations requires separate suitable runways (two separate pieces of pavement)
- A ceiling derived by adding 200 ft to the DH/MDH of the two approaches being used
- A visibility derived by adding 1/2 statue mile to the higher authorized CAT I landing minimum of the two approaches being used
- Visibility and ceiling corrections are separate items in determining the derived minimums
Operational Control
Ability to initiate, conduct, and terminate a flight
Border Overflight Eligible Checklist
- Aircraft listed
- Crew members listed
- Customs overflight noted on flight plan remarks
Immediate NTSB notification items
- Accident / Incident
- Flight control system malfunction or failure
- Inability of any required flight crewmember to perform
normal flight duties as a result of injury or illness - Failure of structural components of a turbine engine
excluding compressor and turbine blades and vanes; - In-flight fire
- Aircraft collide in flight.
- Damage to property, other than the aircraft, estimated
to exceed $25,000 for repair (including materials and
labor) or fair market value in the event of total loss,
whichever is less. - In-flight failure of electrical systems which requires the
sustained use of an emergency bus powered by a
backup source such as a battery, auxiliary power unit,
or air driven generator to retain flight control or
essential instruments - In-flight failure of hydraulic systems that results in
sustained reliance on the sole remaining hydraulic or
mechanical system for movement of flight control
surfaces - Sustained loss of the power or thrust produced by two
or more engines. - An evacuation of an aircraft in which an emergency
egress system is utilized. - An aircraft is overdue and is believed to have been
involved in an accident.
Discrepancy categorizations:
- Un-airworthy Item
- MEL Item
- NEF Item
- CDL Item
- Carry-Over Item
- Information Only Item
Length of discrepancy MEL categories?
A - MEL specified
B - 3 days (midnight day recorded +72 hours) day recorded doesn’t apply
C - 10 days (midnight day recorded +240 hours) day recorded doesn’t apply
D - 120 days (midnight day recorded)
R - refurb
Maintenance Check Flight is required after what maintenance:
- Engine Change
- Primary Flight Control Surface Installation, Rigging,
Cable Changes, Actuator Replacement - Major structural repair or alterations that may affect
flight characteristics - As required by DOM
Maintenance Check Flight Conditions:
- Minimum Required Crew
- VMC
- Daylight
Discrepancies under which Special Flight Permits Issued
- Aircraft damage
- Landing gear down operations
- Landing gear door removed
- System(s) inoperative beyond the limits of the MEL, but
otherwise capable of safe flight - Aircraft operation with flaps in full up position
- Compliance with an airworthiness directive unless the
airworthiness directive states otherwise or it is
determined that the aircraft cannot be moved safely
Minimum Safe and Enroute Altitudes: The terrain clearance requirements are
1,000ft, or 2,000ft in mountainous terrain, above the highest obstacle and within 5nm of the course to be flown. Note an MSA allows 4nm of the course to be flown.
Four Levels of Automation
- No automation is employed. Autopilot, flight director
and auto throttles are disconnected. - Airplane is being hand-flown with basic flight director
guidance and autothrottle engaged. - Autopilot may be engaged and autothrottle may be
in use. Flight director may be coupled to raw radio
data or basic modes such as HDG or ALT.
Aircraft speed and vertical/lateral flight paths are
controlled through the Flight Guidance Control Panel
(FGC) on a tactical basis. - Full use of automation in LNAV/VNAV operation. Flight
director, autopilot and autothrottle are engaged.
Carry Over Item
Covers items not listed in MEL/NEF/CDL
- Dents/cracks within limits
- Removal of optional equipment
- Removal of equipment not required by Type Cert and Op Rules
- Fuel leaks within limits
- Interim repairs approved by manufacturer or DER
Info Only Item
Item is written for information purposes and does not indicate an un-airworthy condition
Length of discrepancy MEL categories?
A - MEL specified
B - 3 days (midnight day recorded +72 hours) day recorded doesn’t apply
C - 10 days (midnight day recorded +240 hours) day recorded doesn’t apply
D - 120 days (midnight day recorded)
R - refurb
Adequate Visual Reference
runway markings or runway lighting allowing pilots to continuously identify the takeoff surface and maintain directional control throughout the takeoff roll.
Prevailing Visibility
Horizontal distance (in SM) over which objects / bright lights can be seen / identified over at least half of the horizon circle (contiguous or not)
Tower Visibility
Prevailing visibility determined from control tower.
Technically Advanced Aircraft (TAA)
An Aircraft w/ the following components:
- PFD (ASI, AI, TC, Alt, VSI, HI
- MD (Moving Map using GPS nav w/ pposn displayed)
- 2 axis AP (min) integrated w/ nav and heading
guidance system
- All PFD and MFD elements must be continually visible
Dangerous Goods
Articles or substances which are capable of posing risk to health, safety, property, or the environment
