(AOM) Definitions (Deep Dive) (AOM 1.3.0)

Question 1

Accelerate Stop Distance Available (ASDA)

Answer 1

The runway plus stopway length declared available and suitable for the acceleration and deceleration of an aircraft rejecting takeoff. ASDA may be longer than the physical length of the runway when a stopway has been designated available by the airport operator, or it may be shorter than the physical length of the runway if necessary to use a portion of the runway to satisfy runway design standards. ASDA is the distance used to satisfy the aircraft accelerate-stop distance performance requirements.

Question 2

Abnormal Procedure

Answer 2

Procedure requiring use of special systems or alternate use of normal systems. Applying the procedure maintains an acceptable level of airworthiness, or reduces the operational risk resulting from a failure.

Question 3

Accelerate-Stop Distance

Answer 3

The distance required to accelerate the aircraft, recognize an engine failure so that the first action to stop (brake application) is initiated at V1, and then bring the aircraft to a full stop.

Question 4

Abnormal Situation

Answer 4

A situation that has the potential of escalating to emergency if corrective action is not taken.

Question 5

Actual Landing Distance (ALD)

Answer 5

Distance used in landing and braking to a complete stop (on a dry runway) after crossing the runway threshold at 50 ft.

Question 6

Adjusted VREF

Answer 6

Sum of VREF plus additives due to non-normal situation or condition (e.g., partial flap configuration).

Question 7

ALT

Answer 7

Synonymous with Altitude Alerting Device (AAD).

Question 8

Assigned SID

Answer 8

The departure procedure contained in an ATC clearance.

Question 9

Baro-VNAV

Answer 9

An RNAV system that uses barometric altitude information to present vertical guidance.

Question 10

Basic Empty Weight (BEW)

Answer 10

Empty weight of the aircraft (includes required and optionally installed equipment).

Question 11

Basic Operating Weight (BOW)

Answer 11

Sum of BEW and non-variable weight.

Question 12

Blast Pads and Overruns

Answer 12

Surfaces adjacent to the ends of a runway, not to be confused with a clearway or stopway.

Question 13

Clearway (CWY)

Answer 13

A defined rectangular area beyond the end of the runway, cleared or suitable for use in lieu of runway to satisfy takeoff distance requirements.

Question 14

Contaminated Runway

Answer 14

A runway is considered contaminated when more than 25% of the required runway length, within the width being used, is covered by:
* standing water deeper than 1/8 in., or
* any depth of frost, ice, snow, slush.

If the section of the runway surface that is covered by standing water is located where rotation and liftoff will occur, or during the high speed part of the takeoff roll, the retardation effect is more significant than if it were encountered early in takeoff at low speed. In this situation, it is better to consider the runway contaminated rather than wet.

Question 15

Contingency Fuel

Answer 15

Fuel quantity added to XTR line on flight release at request of PIC to allow for extended endurance for known or anticipated conditions.

Question 16

Continuous Descent Final Approach (CDFA)

Answer 16

An approach at an angle that results in continuous descent on the final approach segment of a non-precision approach.

Question 17

DAAP (Destination Airport Analysis Program)

Answer 17

DAAP allows the planned landing distance (factored) to be up to 80% of the available runway length, instead of the regulatory standard of 60%.

Question 18

Declared Distances

Answer 18

All 14 CFR Part 139 airports report declared distances for each runway. Declared distances for a runway represent the maximum distances available and suitable for meeting takeoff and landing distance performance requirements. Such declared distance may be longer or shorter than the physical length of the runway shown on charts or other publications or in navigation databases (FMS).

Question 19

Derived Decision Altitude (DDA)

Answer 19

A Derived Decision Altitude is calculated by adding 50 ft to the published MDA or DA when published in lieu of MDA on non-precision approach. Ensures the aircraft will not descend below MDA if missed approach is initiated.

Question 20

Digital Copy

Answer 20

Documents or information displayed on an EFB.

Question 21

Divergence Point

Answer 21

Any point where actual flight path departs from the prescribed flight path of the Engine-Out Procedure (EOP) (e.g., accepting ATC vector, on course turn after 400 ft AFE from uncontrolled field).

Question 22

EICAS

Answer 22

Synonymous with EIS/CAS.

Question 23

Electronic Checklist (ECL)

Answer 23

Information displayed in aircraft avionics system.

Question 24

Emergency Situation

Answer 24

Situation that requires immediate response and landing at a suitable airport.

Question 25

Emergency Procedure

Answer 25

Procedure requiring use of normal or special systems in order to protect occupants and aircraft from injury or damage. Usually requires accomplishment of immediate action items.

Question 26

Factored Landing Distance

Answer 26

The AFM dry landing distance, adjusted by FAR for flight planning purposes.

Question 27

Field Condition Report (FICON)

Answer 27

A NOTAM showing Runway Condition Codes and surface conditions on runways, taxiways, and aprons.

Question 28

Flap Retraction Altitude (FRA)

Answer 28

Altitude during takeoff at which flaps are retracted for maximum performance; varies according to conditions.

Question 29

Hard Copy

Answer 29

Documents or information presented in paper format.

Question 30

Identified SID as EOP

Answer 30

An EOP that has been analyzed and follows a named SID (e.g., Teterboro RUUDY4 FMS RNAV Departure Procedure).

Question 31

Immediate Action Item

Answer 31

Action which is accomplished in a timely manner, without the need to refer to a written procedure.

Question 32

Land as Soon as Possible

Answer 32

Land at the nearest suitable airport. Unless reference to alternate Abnormal Before Landing procedures is made, use of Normal Approach and Before Landing procedures is assumed. Extreme situations could require an off-airport landing. Primary consideration is the safety of occupants.

Question 33

Land as Soon as Practical

Answer 33

Land at a suitable airport. Unless reference to alternate Abnormal Before Landing procedures is made, use of Normal Approach and Before Landing procedures is assumed. The primary consideration is the urgency of the emergency or abnormal situation. Continuing to the destination or an alternate with appropriate service facilities may be an option.

Question 34

Landing Distance

Answer 34

The distance from a point 50 ft above the runway surface to the point at which the aircraft can come to a full stop under the existing conditions.

Question 35

Landing Distance Available (LDA)

Answer 35

The runway length declared available and suitable for a landing aircraft. LDA may be shorter than the physical length of the runway or the length of the runway remaining beyond a displaced threshold, if necessary, to satisfy runway design standards. For example, the LDA is where the airport operator uses a portion of the runway to achieve the runway safety area requirement.

Question 36

Landing Field Length (LFL)

Answer 36

Actual landing distance multiplied by 1.67.

Question 37

Landing Weight

Answer 37

Sum of ZFW and fuel onboard at landing.

Question 38

Lateral and Vertical Guidance Approach

Answer 38

Approach that uses course and descent guidance (e.g., ILS, LPV- WAAS, LNAV-VNAV).

Question 39

Lateral-Only Guidance Approach

Answer 39

Approach that provides course guidance only (e.g., LOC, VOR, LNAV).

Question 40

Left Pilot (LP)

Answer 40

Pilot occupying the left Pilot seat.

Question 41

Limitation

Answer 41

A system, component, structural or procedural limit that must be adhered to.

Question 42

Minimum Flap Speed

Answer 42

Minimum speed for current flap setting under normal flight conditions (e.g., bank angle less than 30°).

Question 43

Minimum Release Fuel

Answer 43

The minimum release fuel (MIN) displayed on the flight plan is defined as follows: POA + ALT (If required) + RES.

Question 44

Minor Malfunction

Answer 44

Degraded condition in an aircraft system or component that has no impact on the ability to safely proceed to the filed destination, but requires Crew awareness.

Question 45

Non-Normal

Answer 45

Any situation or condition that involves a problem or malfunction during flight operations.

Question 46

Non-RNAV EOP

Answer 46

An EOP based on Short Range Navigation information (e.g., headings, DME fixes, radials).

Question 47

Non-Variable Weight

Answer 47

Sum of personnel, equipment, and supplies necessary for a particular operation, but not included in BEW.

Question 48

Normal Procedure

Answer 48

Procedures used during typical routine operations without any unusual conditions (e.g., absence of icing, turbulence, other considerations).

Question 49

Obstacle

Answer 49

Any man-made or natural object that must be cleared during takeoff and landing.

Question 50

Parking Brake

Answer 50

Component used to hold aircraft stationary without need to apply pressure on brake pedals.

Question 51

Performance Data Computation System (PDCS)

Answer 51

Obstacle-based performance system for flight planning.

Question 52

Pilot Flying (PF)

Answer 52

The PF's primary responsibility is to control and monitor the flight path (including monitoring flight guidance automated systems, if engaged). The PF is secondarily responsible for monitoring other actions (radio communications, aircraft systems, other Crewmembers and other operational activities) but must not allow this to interfere with the primary responsibility of controlling and monitoring the flight path.

Question 53

Pilot Monitoring (PM)

Answer 53

The PM's primary responsibility is to monitor the flight path (including autoflight systems, if engaged) and to immediately bring any concern to the PF's attention. The PM is secondarily responsible for accomplishing other actions (e.g., radio communications, aircraft systems, other operational activities), but must not allow this to interfere with the primary responsibility of monitoring the flight path.

Question 54

Ramp Weight

Answer 54

Sum of ZFW and fuel loaded.

Question 55

Right Pilot (RP)

Answer 55

Pilot occupying the right Pilot seat.

Question 56

RNAV EOP

Answer 56

An EOP based on Long Range Navigation using named waypoints.

Question 57

RSA or RESA

Answer 57

A runway safety area (RSA) or a runway end safety area (RESA) is a clear area at the end of a runway intended to decrease the possibility of aircraft damage in the event of an undershoot or overshoot. Both ICAO and FAA regulations establish standard distances for these safety areas. However, many runways cannot meet these guidelines and are granted waivers or use engineered Material arresting system (EMAS). EMAS is an area of specially designed aerated cement blocks that stop an aircraft in an emergency.

Question 58

Runway Condition Code (RwyCC)

Answer 58

A numerical representation (0 = braking action NIL, to 6 = Dry Runway Conditions) of the runway condition, based on contaminants present on each third of the runway (e.g., 4/3/2). While the presence of contaminant is the primary input in assigning a RwyCC, the code may be adjusted depending on other factors, such as temperature, MU measurements, and Pilot reports. Use of the RwyCC harmonizes with ICAO Annex 14 (ICAO SNOWTAM Codes) although foreign airport operators use different criteria in determining an ICAO RwyCC. If Field Condition NOTAMS are issued or Braking Action Advisories are in effect, accomplish takeoff or arrival performance assessment based on current runway conditions. When accomplishing performance assessment using the RwyCC, use the lowest number in the report for the portions of the planned runway. Example: If 2/2/1 is reported and a performance assessment using RwyCC 2 indicates the aircraft cannot stop in the first two thirds of the runway, RwyCC 1 must be used to complete the final assessment. If 3/4/1 is reported and a performance assessment using RwyCC 3 indicates the aircraft can stop in the first two thirds of the runway, RwyCC 1 may be ignored for the final third of the runway.

Question 59

Special

Answer 59

Procedures or conditions not encountered during normal, routine operations.

Question 60

Speedbrake

Answer 60

Secondary flight control used to reduce lift and airspeed.

Question 61

Stopway (SWY)

Answer 61

An area beyond the takeoff runway able to support the aircraft during rejected takeoff. It is designated by the airport authorities for use in decelerating the aircraft during rejected takeoff.

Question 62

Supplemental

Answer 62

Alternative procedures (other than non-normal) used when normal procedures cannot be used or are used occasionally due to extenuating circumstances. They may be performed from memory or referred to in the appropriate chapter (e.g., APU Start, APU Shutdown, alternate means of starting an engine, fuel transfer).

Question 63

Tailored Route EOP

Answer 63

A custom-designed EOP flown as a Non-RNAV EOP or RNAV EOP.

Question 64

Tailored Visual Departure Procedure

Answer 64

A departure procedure requiring navigation using visual references for all or part of the procedure.

Question 65

Takeoff Distance Available (TODA)

Answer 65

The takeoff run available plus the length of any remaining runway or clearway beyond the far end of the takeoff run. TODA is the distance declared available that satisfies takeoff distance requirements for aircraft where certification and operating rules and available performance data allow for the consideration of a clearway in takeoff performance calculations.

Question 66

Takeoff Run Available (TORA)

Answer 66

The runway length declared available and suitable for the ground run of an aircraft taking off. TORA is typically the physical length of the runway, but it may be shorter than the runway length, if necessary, to satisfy runway design standards.

Question 67

Takeoff Weight (TOW)

Answer 67

Ramp weight minus the amount of fuel used for engine start and taxi out.

Question 68

Thrust lever

Answer 68

Engine speed control. As used in this manual, it is synonymous to throttle or power lever.

Question 69

Transient Objects

Answer 69

Temporary obstacles such as ships, trains, or cranes.

Question 70

Trigger

Answer 70

Event that signals when to accomplish a task.

Question 71

V1 (Takeoff Decision Airspeed)

Answer 71

The maximum speed below which the Pilot must initiate the first action (brake application) to discontinue a takeoff. Above V1 the takeoff must be continued. Varies with weight, temperature, alti- tude, runway gradient, and operation of Anti-Skid and Anti-Ice systems.

Question 72

V2 (Takeoff Safety Airspeed)

Answer 72

The actual speed attained at 35 ft above the runway surface with engine failure and the aircraft rotated at VR. V2 is at least 1.2 VS and varies according to gross weight.

Question 73

VAPP

Answer 73

Missed approach climb speed. VS x 1.23 with flaps 2 and landing gear Up.

Question 74

VFTO

Answer 74

Final takeoff speed, and minimum engine-out en route climb speed (180 kts). Provides the best engine-out rate of climb (altitude vs. time) with flaps up.

Question 75

VR (Rotation Airspeed)

Answer 75

The speed at which aircraft rotation is initiated. Varies with weight, altitude, and temperature.

Question 76

VREF (Reference Airspeed)

Answer 76

Reference airspeed in landing configuration for actual landing weight.

Question 77

Wet

Answer 77

A runway is considered wet when more than 25% of the required runway length, within the width being used, is visibly damp or is covered with water 1/8 in or less.

Question 78

Zero Fuel Weight (ZFW)

Answer 78

Weight of the aircraft and all its contents without fuel onboard.