AIM 2 Flashcards
1
Q
Non-directional Radio Beacon (NDB)
A
L/MF (low to medium frequency)
(weaker) Navaid, normally useable < 18,000’.
2
Q
VHF Omni-Directional Range (VOR)
A
360 useable radials (magnetic directions
3
Q
Distance Measuring Equipment (DME)
A
Aircraft and ground equipment enabling
a pilot to determine position
4
Q
High Altitude VOR
A
range 130 nm
5
Q
Low Altitude VOR
A
range 40 nm
6
Q
Terminal VOR
A
super weak
7
Q
VOR/DME
A
pilot receives ground and distance information
8
Q
ILS Components
A
-Localizer (LOC/LLZ)
-Glideslope (GS)/Glidepath (GP)
-Marker Beacons
-Distance Measuring Equipment (DME)
-Compass Locator
9
Q
Localizer (LOC/LLZ)
A
primary component, provides azimuth (directional) guidance
10
Q
What happens when the LOC isnt working?
A
you cant do an ILS
11
Q
Glideslope (GS)/Glidepath (GP)
A
coupled (connected to) to the LOC
Provides descent (vertical) guidance
12
Q
What happens when the GS/GP fails?
A
ILS reverts to a non-precision localizer approach
13
Q
Marker Beacons
A
provides range (distance) information
14
Q
Compass Locator
A
NDB located at a marker sit
15
Q
What are the two Compass locators?
A
LMM - Locator Middle Marker (Middle Compass Locator.)
LOM - Locator Outer Marker (Outer Compass Locator.)
16
Q
CAT 1 ILS MINS
A
DH 200 ft. RVR 2,400 ft
17
Q
Special Authorization (SA) CAT 1 mins
A
DH 150 feet RVR 1,400 feet
(HUD to DH)
18
Q
CAT 2 mins
A
DH 100 ft., RVR 1,200 ft
19
Q
Newly authorized PIC CAT 2 mins
A
DH 150 ft., RVR 1,600 ft.
20
Q
Category IIIA
A
RVR 700’
21
Q
Straight-In (S-IN) Landing
A
A landing made on a runway aligned within 30 degrees of the final approach course following an instrument approach.
22
Q
Circling Maneuver
A
A maneuver to align the aircraft with a landing runway when
a S-IN landing is neither possible nor desirable.
23
Q
Precision Approach Procedure
A
Any instrument approach which utilizes an electronic glideslope.
24
Q
Non-Precision Approach Procedure
A
Any instrument approach without the use of an electronic glideslope.
25
Touchdown Zone (TDZ)
The first 3,000' beyond the threshold
26
Touchdown Zone Elevation (TDZE)
The highest elevation within the touchdown zone
27
Decision Altitude (DA)
The MSL altitude in the precision approach at which a
missed approach must be initiated if required visual reference has not been
established
28
Decision Height (DH)/HAT
An AGL value; Height of the DA above the ground (TDZE or threshold).
29
Minimum Descent Altitude (MDA)
The lowest authorized MSL altitude in the
non-precision approach without visual reference established
30
Minimum Descent Height (MDH)
An AGL value; Height of the MDA above
ground (TDZE or threshold)
31
Height Above Touchdown (HAT)
An AGL value; Applies to Straight-In
minimums only
32
Height Above Airport (HAA)
An AGL number;
MDA above airport elevation.
Circling minimums only
33
Aircraft Approach Category
A grouping of aircraft based on 1.3 times the stall speed in the landing configuration (flaps and gear extended) at maximum gross landing weight.
34
RNAV
Area Navigation
35
Required Navigation Performance (RNP)
RNP is the required navigational performance within a certain airspace structure, along a given route or when flying some instrument approach procedures
36
How accurate does RNP need to be?
95% of the time
37
North Atlantic High-Level Airspace (NAT HLA) altitudes?
-FL285 to FL420
-at least two Long
Range Navigation Systems (LRNSs)
RNP-10/RNP-4
38
NATs (North Atlantic Tracks)
separated by 1° latitude or 60 nm
39
ALS
Approach Lights Systems
40
ALSF-II
Approach Lighting System with Sequenced Flashing Lights,
Category (CAT) II configuration
41
ALSF-I
Approach Lighting System with Sequenced Flashing Lights,
CAT I configuration.
42
MALSR
Medium Intensity Approach Lighting System with Runway
Alignment Indicator Lights.
43
Visual Approach Slope Indicator (VASI) Lights
Have no effect on the instrument landing minimums
44
Precision Approach Path Indicator (PAPI) Lights
The presence or absence of a PAPI has no effect on landing minimums
45
Runway End Identifier Lights (REIL
The loss of these lights will have no effect on landing minimums
46
HIRL
High Intensity Runway Lights
The loss of the HIRL may affect takeoff or landing minimums
47
MIRL
Medium Intensity Runway Lights
48
TDZL or TDZ
Touchdown Zone Lights
49
RCLS or CL
Runway Centerline Lights
50
The loss of Touchdown Zone Lights and Runway Centerline Lights
will affect landing minimums
51
Runway Centerline Lights may affect
takeoff minimums
52
Runway numbers
usually indicate the nearest 10-degree increment of the magnetic azimuth
53
Runway Centerline Marking (RCLM may affect
takeofff minimums
54
Threshold
The designated beginning of the runway that is available and suitable for landing
55
A Displaced Threshold
is located at a point on the runway other than the designated
beginning of the runway.
56
The landing length beyond the threshold
Landing Distance Available (LDA) or effective Runway length ERL
57
Closed Runway
girl dont disptach to a closed runway
58
Class A Airspace
IFR only controlled airspace from 18,000 feet up to FL600.
59
Class B Airspace
approximately 10,000' MSL
surrounding the nation's busiest airports. ATC clearance as well as
pilot/equipment requirements are needed to operate in the area
60
Class G Airspace
Uncontrolled airspace
61
Hemispheric Rule (non-RVSM)
IFR Altitudes and Flight Levels - Uncontrolled Airspace Below FL290:
Magnetic Course: 0º - 179º: Fly - Odd thousands MSL/Odd thousands Flight
Levels
Magnetic Course: 180º - 359º: Fly - Even thousands MSL/Even thousands
Flight Levels
62
Hemispheric Rule Below FL290
Magnetic Course: 0º - 179º
Fly - FL290, FL330, FL370, FL410, …
Magnetic Course: 180º - 359º
Fly - FL310, FL350, FL390,
63
Prohibited Area
flight is prohibited/not permitted. Usually, for National Defense (ex.
The "White House").
64
Restricted Area
flight is subject to restrictions. Gunnery, missiles, military activity
— need ATC approval to enter
65
Warning Area
extending from 3 nm outward
from the coast of the U.S., that may contain hazards (similar to Restricted Areas) to nonparticipating aircraft
66
Military Operations Areas (MOA)
for the purpose of
separating certain military activities from IFR traffic
67
Clearance Delivery (Cpt)
Clearance prior to taxi
68
Ground Control
Control ground movement (taxi) until runway
69
Tower (Local)
Issue clearances onto runway and for takeoff and issue landing clearance
70
Departure (R)
Radar vectors from terminal area towards en route structure
71
ARTCC(s)
known as "centers”. Primarily control en route phase of flight. There
are 22 centers in U.S.A.
72
Approach (R)
Radar vectors from en route structure to terminal area; issue approach clearance
73
Ground
Control taxi from runway to gate.
74
ATIS
Automatic Terminal Information Service
75
Automatic Terminal Information Service
the continuous broadcast of recorded non-control (weather, notices,
active runways, etc.) information at high activity airports.
76
Primary Radar (PRIRA)
works on the principle of reflection
77
Secondary Radar SECRA
involves the use of a transponder in the airplane
78
7500
Hijacking
79
7600
Loss of communications
80
7700
Emergency
81
LOW LEVEL WIND SHEAR ALERT SYSTEM (LLWAS)
alerts to wind shear
activity such as microburst, strong outflow boundary
82
TWDR (Terminal Doppler Weather Radar)
Located off-site and provides
enhanced weather information at and the surrounding airspace of select airports
83
BRAKING ACTION REPORTS AND ADVISORIES
Good (best)
Good to medium
Medium
Medium to poor
Poor
Nil (worst)
84
Intersection Takeoffs
to enhance airport capacities,
reduce taxiing,
minimize departure delays,
controllers may initiate intersection takeoffs
85
Land and Hold Short Operations (LAHSO)
-reduced landing distance available.
+improves traffic control
86
Gate Holding Due to Departure Delays
Pilots should contact ground control or clearance delivery prior to starting engines
as gate hold procedures may be in effect whenever departure delays exceed or are
anticipated to exceed 15 minutes
87
List Flow Control Methods
Gate Holding (implemented when anticipated delays > 15 minutes)
En route holding
Rerouting traffic
Designated One-way routes
Cruise Altitude/speed changes
88
Clearance
for the purpose of preventing
collision between known aircraft,
IT IS NOT AUTHORIZATION FOR A PILOT TO DEVIATE FROM ANY RULE, REGULATION, OR MINIMUM ALTITUDE NOR TO CONDUCT UNSAFE OPERATION OF THE AIRCRAFT
89
RVSM Airspace
opposite direction traffic will be separated by
1,000'
90
Altitude selection within RVSM
Magnetic Course: 180˚ - 359˚
Fly - Even Thousands Flight Levels:
FL300, FL320, FL340, etc.
Magnetic Course: 0˚ - 179˚
Fly - Odd Thousands Flight Levels:
FL290, FL310, FL330, etc
91
RVSM airspace extends from
FL290 to FL410
Altitudes above FL410 will be assigned in accordance with the conventional
hemispheric rule
92
RVSM Requirements
two independent altimeters, one autopilot altitude hold system which may be coupled to either altimeter, and one autopilot altitude alert* function
93
NOTAM
Notice To Air Mission
94
The five NOTAMs
NOTAM (D) or distant,
Flight Data Center (FDC) NOTAMs,
Pointer NOTAMs,
Special Activity Airspace (SAA) NOTAMs,
Military NOTAMs
95
PDC
Pre-departure Clearance
96
ACARS
Aircraft Communications Addressing and Reporting System
97
CLEARED AS FILED
The clearance issued as was filed in the flight plan. Mainly, a route clearance,
not altitude.
98
Hold for Release
ATC may issue "hold for release" instructions in a clearance to delay an aircraft’s
departure for traffic management reasons
99
Departure Control
Departure Control is an approach control function responsible for ensuring
separation between departures
100
DP
Instrument Departure Procedures
101
ODP
Obstacle Departure Procedures
102
SID
Standard Instrument
Departures
103
Instrument Departure Procedures
Instrument departure procedures are preplanned instrument flight rule (IFR)
procedures which provide obstruction clearance from the terminal area to the
appropriate en route structure
104
ARTCC Communications
are capable of direct communications with IFR air traffic
105
CPDLC
Controller Pilot Data Link Communications
106
Controller Pilot Data Link Communications
is a system that
supplements air/ground voice communications
107
Victor Routes
from 1,200 feet above
the surface up to but not including 18,000 feet MSL
108
Victor Routes are found on
En route Low-Altitude Charts
109
Jet Routes
from 18,000 feet
MSL to FL450 inclusive
110
Jet Routes are found on
En route High-Altitude Charts.
111
Q-routes
RNAV equipped aircraft
18,000 feet MSL and FL450 inclusive.
En route High Altitude Charts
112
T-routes
are available for use by GPS or GPS/WAAS equipped aircraft from 1,200
feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL
En route low altitude charts
113
Operation above FL450
conducted on a point-to-point basis.
114
COPs
Change over points
115
Change Over Points
COP is normally located midway between the navigation facilities for straight
route segments. When the COP is NOT located at the midway point, aeronautical
charts will depict the COP location and give the mileage to the radio aids
116
Holding
Holding patterns are flown during flow control, missed approaches, or inbound
delays. A Standard pattern consists of right turns, while non-standard is left turns. Holding at LOWER altitude burns more fuel.
117
STAR
Standard Terminal Arrival
118
Standard Terminal Arrival
is to simplify clearance delivery procedures and
facilitate transition between en route and instrument approach procedures
119
RNAV STAR
All public RNAV STARs are RNAV 1. These procedures require system performance
currently met by GPS or DME/DME/IRU RNAV systems
120
IAP
Instrument Approach Procedure Charts
121
Instrument Approach Procedure Charts
Portrays the aeronautical data which is required to execute an instrument approach
to an airport. The IAP is also known as the "approach chart" or "approach plate
122
WAAS
Wide Area Augmentation System
123
Wide Area Augmentation System
Augment” means to enhance,
help, or improve GPS signal coverage and accuracy
124
LPV
localizer performance with vertical
guidance
125
localizer performance with vertical
guidance
identifies the APV (approach with vertical guidance)
minimums with electronic lateral and vertical guidance
126
LNAV/VNAV
LNAV stands for Lateral Navigation; VNAV stands for
Vertical Navigation
127
LP
localizer performance
128
localizer performance
LP approaches
are non-precision approaches that require the use of WAAS
129
LAAS
Local Area Augmentation System
130
Local Area Augmentation System
more accurate than WAAS;
131
VDP
Visual Descent Point
132
Visual Decent Point
A VDP will be published on most RNAV IAPs. VDPs
apply only to aircraft utilizing LNAV minima, not LPV or LNAV/VNAV minimums.
133
TAA
Terminal Arrival Area
134
Terminal Arrival Area
Located on RNAV approaches, provides standard
obstacle clearance similar to that of an MSA, but displayed differently
135
Cold Temperature Limitations
A minimum temperature limitation is published
on procedures which authorize Baro-VNAV operation.
136
MSA
Minimum Safe/Sector Altitudes
137
Minimum Safe/Sector Altitudes
MSL and normally have a 25 NM radius. MSAs provide 1,000 feet clearance over all obstructions but do not have navigation signal coverage
138
NoPT
No procedure turn required (or authorized)
139
Parallel ILS Approaches (Dependent)
runways typically separated by at least 2,500' between RCLMs. The approaches
must be staggered and radar monitoring is not required.
140
Simultaneous Parallel ILS Approaches (Independent
centerlines separated by*** 4,300*** feet,
141
ILS PRM Approaches
(Simultaneous Close Parallel)
Instrument Landing System Precision Runway Monitor.
142
approach system that permits simultaneous ILS/PRM approaches to dual runways with
centerlines separated by less than 4,300 feet
143
NTZ
No Transgression Zone
144
Side-step Maneuver
parallel runways that
are separated by 1,200 feet or less
145
Missed Approach fuel for B272
1,200 lbs
146
Visual Approach
Reported weather at the airport
must be VMC (ceiling at or above 1,000 feet and visibility 3 miles or greater
147
Contact Approach
clear of clouds
AND
have at least 1 mile flight visibility
HAS TO BE INITIATED BY THE PILOT
148
National Security
Air Defense
Identification Zones (ADIZ) for entrance into the USA
149
Pilot Responsibility and Authority Emergency
the pilot-in-command may deviate from
any rule to meet that emergency
150
Distress
MAYDAY MAYDAY MATDAY
151
Urgency
PAN-PAN PAN-PAN PAN-PAN
152
Emergency Frequencies
121.5 MHz and 243.0 MHz
153
Fuel Dumping
Airborne release (jettisoning) of fuel.
Purpose - To reduce aircraft weight within safe landing limits. Not all
aircraft have fuel dumping capability.
154
B727 dumps fuel at
2,400 pounds per minute (ppm), and decreases weight with
flying by 2,500 ppm.
155
Minimum Fuel Advisory
An advisory to ATC by the pilot indicating that the flight cannot accept any undue
delay upon reaching the destination without declaring a fuel emergency
156
EWINS
Enhanced Weather
Information System
157
Enhanced Weather
Information System
allows dispatchers to overrule suspect
forecasts, and produce their own.
158
En Route Low-Altitude Charts
Area charts, which are a
part of this series, furnish data at a larger scale in congested areas
159
DME FIX
A fix defined by using DME
160
FAF
Final Approach Fix
161
Final Approach Fix
Maltese Cross symbol for non-precision approaches and the lightning bolt symbol for precision approaches; or when ATC directs a lower-than-published Glideslope/path Intercept Altitude, it is the resultant actual point of glideslope/path intercept
162
GLIDESLOPE INTERCEPT ALTITUDE
The minimum altitude to intercept the glideslope/path on a precision approach
163
IAF
INITIAL APPROACH FIX
164
INITIAL APPROACH FIX
The fixes depicted on instrument approach procedure charts that identify the beginning of the initial approach segment(s). This is the beginning of the entire approach — can be 30 to 50+ miles away from the airport
165
Intersection
A location, fix, position — anything but a navaid; typically, a 5-letter name
166
MAA
MAXIMUM AUTHORIZED ALTITUDE
167
MEA
MINIMUM EN ROUTE IFR ALTITUDE
168
MCA
MINIMUM CROSSING ALTITUDE
169
MINIMUM CROSSING ALTITUDE
The lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of a higher minimum en route IFR altitude (MEA
170
MOCA
MINIMUM OBSTRUCTION CLEARANCE ALTITUDE
171
MINIMUM OBSTRUCTION CLEARANCE ALTITUDE
signal coverage only within 22 nautical miles of a VOR
172
MRA
MINIMUM RECEPTION ALTITUDE
173
MINIMUM RECEPTION ALTITUDE
The lowest altitude required to receive adequate signals from an off-route navaid to
determine specific fixes. If DME is used to identify the fix, the MRA does not apply
174
MAP
MISSED APPROACH POINT
175
MISSED APPROACH POINT
A point prescribed in each instrument approach procedure at which a missed
approach procedure shall be executed if the required visual reference does not
exist.
176
OROCA
Off-Route Obstruction Clearance Altitude
177
Off-Route Obstruction Clearance Altitude
The highest possible elevation including both terrain and other vertical obstructions. OROCA provides an additional vertical buffer of 1,000 feet in designated non- mountainous areas and 2,000 feet in designated mountainous areas within the United States. OROCA does not provide for NAVAID or communication signal
coverage, and would not be consistent with altitudes assigned by Air Traffic Control.
178
Compulsory Reporting Point
A radio fix at which the pilot must contact ATC, unless the aircraft is in radar contact. They are depicted on aeronautical charts as solid triangles
179
Non-Compulsory Reporting Point
A radio fix at which no report to ATC is
required, unless instructed by ATC. They are depicted as clear or open/
unshaded triangles
180
Preferred IFR Routes
Routes preferred by ATC for the purpose of increasing the ATC system efficiency
and capacity between busy terminals.
181
RA
RADIO/RADAR ALTIMETER
182
RADIO/RADAR ALTIMETER
Aircraft equipment which makes use of reflection of radio waves from the ground to
determine the height of the aircraft above the surface. Found on CAT II/III
approach plates. Remember, any lighting or electronic aid that is out of
service (OTS) will likely prohibit the use of a higher Category approach
183
RUNWAY SLOPE
If a runway slope (uphill or downhill) is too great, then the runway may not be authorized to use. The slope may affect takeoff and landing weight limits for the airplane.
184
SINGLE DIRECTION ROUTE
Preferred IFR Routes which are sometimes depicted on high-altitude en route charts
and which are normally flown in one direction only
185
STOPWAY
designated
by the airport authorities for use in decelerating the airplane during an aborted
takeoff
186
TCH
THRESHOLD CROSSING HEIGHT
187
TRANSITION
A published procedure (SID Transition) used to connect the basic SID to one of
several en route airways/jet routes, or a published procedure (STAR Transition)
used to connect one of several en route airways/jet routes to the basic STAR (these are the dashed lines on SIDs/STARs
188
VARIATION
The angular difference between True and Magnetic directions
189
WAYPOINT
A predetermined geographical position used for route/instrument approach
definition, or progress reporting purposes, that is defined relative to a VORTAC station or in terms of latitude/longitude coordinates. Know that the waypoint is
typically depicted as a four-point star, on charts
