TERMINOLOGY Flashcards
ADS-B
By contrast, the satellite signals used with Automatic Dependent Surveillance−Broadcast (ADS−B) do not degrade over distance, provide better visibility around mountainous terrain and allows equipped aircraft to update their own position once a second with better accuracy.
AIRPORT BEACON LIGHTS
Flashing white and green for civilian land airports
• Flashing white and yellow for a water airport
• Flashing white, yellow, and green for a heliport
• Two quick white flashes alternating with a green flash identifying a military airport
Airport Facility Directory (A/FD),
Airport Facility Directory (A/FD), provides textual information about all airports, both visual flight rules (VFR) and IFR. The A/FD includes runway length and width, runway surface, load bearing capacity, runway slope, runway declared distances, airport services, and hazards, such as birds and reduced visibility. In support of the FAA Runway Incursion Program, full page airport diagrams and “Hot Spot” locations are included in the A/FD
Alert Areas
Alert Areas
Alert areas are depicted on aeronautical charts with an “A” followed by a number (e.g., A-211) to inform nonparticipatingpilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should exercise caution in alert areas. All activity within an alert area shall be conducted in accordance with regulations, without waiver, and pilots of participating aircraft, as well as pilots transiting the area, shall be equally responsible for collision avoidance.
Alert Heights (AH)
Alert Heights (AH) The FAA and ICAO define alert height as the height above a runway, based on airplane fail operational systems, above which a CAT III approach must be discontinued and a missed approach initiated if a failure occurs in one of the redundant parts of the flight control or related aircraft systems, or if a failure occurs in any one of the relevant ground systems.Above Alert height, if lost system redundancy results in a downgrade of the airplane’s capability, the crew must execute a missed approach.Alert height is read on the radio-altimeter.
ALTERNATE
Domestic Part 121 operators must also file for alternate airports when the weather at their destination airport, from 1 hour before to 1 hour after their ETA, is forecast to be below a 2,000-foot ceiling and/or less than 3 miles visibility
For airports with at least one operational navigational facility that provides a straight-in non-precision approach, a straight-in precision approach, or a circling maneuver from an instrument approach procedure determine the ceiling and visibility by:
Adding 400 feet to the authorized CAT I height above airport (HAA)/height above touchdown elevation (HAT) for ceiling
Adding one mile to the authorized CAT I visibility for visibility minimums
Typically, dispatchers who plan flights for these operators are responsible for planning alternate airports. Therefore, it is the pilot’s responsibility to execute the flight as planned by the dispatcher; this is especially true for Part 121 pilots. Though the pilot is the final authority for the flight and ultimately has full responsibility, the dispatcher is responsible for creating flight plans that are accurate and comply with the CFRs
Altitudes and airspeeds
Altitudes and airspeeds
Below 10,000 and within 12Nm of the coast, 250 kts max
Below Class B, 200kts
Within 4NM, 200kts
ANP
RNP is an airspace requirement. ANP is the aircraft’s adherence to that requirement.A related term is ANP which stands for “actual navigation performance.” ANP refers to the current performance of a navigation system while “RNP” refers to the accuracy required for a given block of airspace or a specific instrument procedure. An ANP value of 0.6 indicates that the navigation equipment is confident of its own actual position to within .6nm. Essentially, this means that if the equipment puts a point on the map of where it thinks it is, there is a circle around that point with a .6nm radius and the aircraft is somewhere within that circle.
Approach Lighting Systems (ALS).
Approach Lighting Systems (ALS). Normal approach and letdown on the ILS is divided into two distinct stages: the instrument approach stage using only radio guidance, and the visual stage, when visual contact with the ground runway environment is necessary for accuracy and safety. The most critical period of an instrument approach, particularly during low ceiling/visibility conditions, is the point at which the pilot must decide whether to land or execute a missed approach. As the runway threshold is approached, the visual glide path will separate into individual lights. At this point, the approach should be continued by reference to the runway touchdown zone markers. The ALS provides lights that will penetrate the atmosphere far enough from touchdown to give directional, distance, and glide path information for safe visual transition.
CALCULATING VISUAL DESCENT VDP
Calculating a VDP using timing:
HAT / 10 method where we get the number of seconds to subtract from the time box on the approach for our speed
If HAT is 469’ then 469’ / 10 = 47 sec. If the time for 120 kts groundspeed is 2:51, subtracting 47 sec gives us a VDP time of 2:04 sec.
This is only accurate from about 110-120kts. For 150kts, divide by 13.
CAT I
Category I, II, and III ILS minimums
Cat I: DH 200ft and RVR 2400ft (with TZ and CL lighting, RVR 1800ft)
CAT II
Cat II: DH 100ft and RVR 1200ft
A Cat II approach to a DH below 150ft requires touchdown zone lighting, runway centerline lights, and RVR
A pilot may be approved for Cat II operations after that pilot has logged more than 100 hours in the make and model airplane under part 121 and made 3 Cat III approaches in actual or simulated IFR since the beginning of the preceding sixth month
CAT IIIa
Cat IIIa: No DH or DH below 100ft and RVR not less than 700ft
CAT IIIb
Cat IIIb: No DH or DH below 50ft and RVR less than 700ft but not less than 150Ft
CAT IIIc
Cat IIIc: No DH and no RVR limitation
Class A Airspace
Class A Airspace
Class A airspace is generally the airspace from 18,000 feet mean sea level (MSL) up to and including flight level (FL) 600, including the airspace overlying the waters within 12 nautical miles (NM) of the coast of the 48 contiguous states and Alaska. Unless otherwise authorized, all operation in Class A airspace is conducted under instrument flight rules (IFR).
CLASS B
All aircraft entering class B airspace must obtain ATC clearance prior to entry and must be prepared for denial of clearance. Aircraft must be equipped with a two-way radio for communications with ATC and an operating Mode C transponder, furthermore aircraft overflying the upper limit of any class B airspace must have an operating Mode C transponder. Visual flight rules (VFR) flights may proceed under their own navigation after obtaining clearance but must obey any explicit instructions given by ATC. Some class B airspaces include special transition routes for VFR flight that require communication with ATC but may not require an explicit clearance. Other class B airspaces include VFR corridors through which VFR flights may pass without clearance (and without technically entering the class B airspace). VFR flights operating in class B airspace must have three miles (5 km) of visibility and must remain clear of clouds (no minimum distance).
CLASS B
Class B airspace has the most stringent rules of all the airspaces in the United States. Class B has strict rules on pilot certification. Pilots operating in class B airspace must have a private pilot’s certificate, or have met the requirement of 14 CFR 61.95. These are often interpreted to mean “have an instructor’s endorsement for having been properly trained in that specific class B space”. However, it does not apply to student pilots seeking sport or recreational certificates. Some class B airports (within class B airspaces) prohibit student pilots from taking off and landing there.
In addition to this, some class B airspaces prohibit special VFR flights.
Certain class B airports have a mode C veil, which encompasses airspace within thirty nautical miles of the airport. Aircraft operating within the Mode C veil must have an operating Mode C transponder (up to 10,000 feet (3,000 m) MSL) unless the aircraft is certified without an engine-driven electrical system and it operates outside the class B and below the ceiling of the class B and below 10,000 feet (3,000 m) MSL.
Class B Airspace
For VFR operations; 3 miles, Clear of Clouds and at least 1,000-foot ceilings, or Special VFR, Speed limit is 250 knots.
3ST. CLEAR OF CLOUDS
Class B airspace is generally airspace from the surface to 10,000 feet MSL surrounding the nation’s busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored, consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace.
Class C
Class C
Class C space is structured in much the same way as class B airspace, but on a smaller scale. Class C airspace is defined around airports of moderate importance that have an operational control tower and is in effect only during the hours of tower operation at the primary airport. The vertical boundary is usually 4,000 feet (1,200 m) above the airport surface. The core surface area has a radius of five nautical miles (9 km), and goes from the surface to the ceiling of the class C airspace. The upper “shelf” area has a radius of ten nautical miles, and extends from as low as 1,200 feet (370 m) up to the ceiling of the airspace. A procedural “outer area” (not to be confused with the shelf area) has a radius of 20 nautical miles.
CLASS C
All aircraft entering class C airspace must establish radio communication with ATC prior to entry. The aircraft must be equipped with a two-way radio and an operating Mode C (altitude reporting) radar transponder, furthermore aircraft overflying above the upper limit of class C airspace upward to 10,000 feet MSL must have an operating Mode C transponder. VFR flights in class C airspace must have three miles (5 km) of visibility, and fly an altitude at least 500 feet (150 m) below, 1,000 feet (300 m) above, and 2,000 feet (600 m) laterally from clouds.
There is no specific pilot certification required. Aircraft speeds must be below 200 knots (230 mph) at or below 2,500 feet (760 m) above the ground, and within 4 nautical miles (7 km) of the class C airport.
Class C Airspace
3ST 500BELOW 1,000ABOVE 2,000HOR
Class C airspace is generally airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a five NM radius, an outer circle with a ten NM radius that extends from 1,200 feet to 4,000 feet above the airport elevation. Each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter must maintain those communications while within the airspace.
CLASS D
Class D airspace is generally cylindrical in form and normally extends from the surface to 2,500 feet (760 m) above the ground. The outer radius of the airspace is variable, but is generally 4 nautical miles. Airspace within the given radius, but in surrounding class C or class B airspace, is excluded. Class D airspace reverts to class E or G during hours when the tower is closed, or under other special conditions.
Two-way communication with ATC must be established before entering class D airspace, but no transponder is required. VFR cloud clearance and visibility requirements are the same as class C.
Class D Airspace
3ST. 500BELOW 1,000ABOVE 2,000HOR
TWO WAY RADIO 1,000 CEIL SPECIAL VFR
Class D airspace is generally airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and, when instrument procedures are published, the airspace is normally designed to contain the procedures. Arrival extensions for instrument approach procedures (IAPs) may be Class D or Class E airspace. Unless otherwise authorized, each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace.
CLASS E
Class E
Controlled airspace which is neither class A, B, C nor D.In most areas of the United States, class E airspace extends from 1,200 feet (370 m) AGL up to but not including 18,000 feet (5,500 m) MSL, the lower limit of class A airspace. There are areas where class E airspace begins at either the surface or 700 AGL, these areas are used to transition between the terminal and en-route environments (around non-towered airports). These areas are designated on sectional charts. Most airspace in the United States is class E. The airspace above FL600 is also class E. No ATC clearance or radio communication is required for VFR flight in class E airspace. VFR visibility and cloud clearance requirements are the same as for class C and D airspaces when below 10,000 feet (3,000 m) MSL. Above 10,000 ft MSL, the visibility requirement is extended to 5 miles (8 km) and the cloud clearance requirement is extended to 1,000 feet (300 m) below clouds, 1,000 feet (300 m) above, and 1 mile (1.6 km) laterally.
Class E Airspace
Class E Airspace
Class E airspace is the controlled airspace not classified as Class A, B, C, or D airspace. A large amount of the airspace over the United States is designated as Class E airspace.This provides sufficient airspace for the safe control and separation of aircraft during IFR operations. Chapter 3 of the Aeronautical Information Manual (AIM) explains the various types of Class E airspace.
Sectional and other charts depict all locations of Class E airspace with bases below 14,500 feet MSL. In areas where charts do not depict a class E base, class E begins at 14,500 feet MSL.
In most areas, the Class E airspace base is 1,200 feet AGL. In many other areas, the Class E airspace base is either the surface or 700 feet AGL. Some Class E airspace begins at an MSL altitude depicted on the charts, instead of an AGL altitude.
Class E airspace typically extends up to, but not including, 18,000 feet MSL (the lower limit of Class A airspace). All airspace above FL 600 is Class E airspace.
CLASS F
Class F is not used in the United States.[9] In Canada, Class F is the equivalent of U.S. special use airspace including restricted and alert areas, while ICAO defines it as a “hybrid” of Class E and Class G, in which ATC separation guidance is available but not required for IFR operation.
CLASS G
Class G airspace includes all airspace below FL600, not otherwise classified as controlled.[10] There are no entry or clearance requirements for class G airspace, even for IFR operations. Class G airspace is typically the airspace very near the ground (1,200 feet or less), beneath class E airspace and between class B-D cylinders around towered airstrips.
Radio communication is not required in class G airspace, even for IFR operations. Class G is completely uncontrolled.
VFR visibility requirements in class G airspace are 1 mile (1.6 km) by day, and 3 miles (5 km) by night, for altitudes below 10,000 feet (3,050 m) MSL but above 1,200 ft AGL. Beginning at 10,000 feet MSL, 5 miles (8 km) of visibility are required, day and night. Cloud clearance requirements are to maintain an altitude that is 500 ft below, 1,000 ft above, 2,000 ft horizontal; at or above 10,000 ft MSL, they are 1,000 ft below, 1,000 ft above, and 1 mile laterally. By day at 1,200 feet (370 m) AGL and below, aircraft must remain clear of clouds, and there is no minimum lateral distance.
It should be noted that there are certain exceptions where class G extends above 1,200 feet AGL. This is usually either over mountainous terrain (e.g., some areas in the Rocky Mountains), or over very sparsely populated areas (e.g., some parts of Montana and Alaska).
Class G Airspace
1 statute mile Clear of clouds
3 statute miles 1,000 feet above 500 feet below 2,000 feet horizontal1 statute mile
1 statute mile 1,000 feet above 500 feet below 2,000 feet horizontal
3 statute miles 1,000 feet above 500 feet below 2,000 feet horizontal
5 statute miles 1,000 feet above 1,000 feet below
1 statute mile horizontal
Class G Airspace
Uncontrolled airspace or Class G airspace is the portion of the airspace that has not been designated as Class A, B, C, D, or E. It is therefore designated uncontrolled airspace. Class G airspace extends from the surface to the base of the overlying Class E airspace. Although ATC has no authority or responsibility to control air traffic, pilots should remember there are visual flight rules (VFR) minimums that apply to Class G airspace.
Clearance bar lights
Clearance bar lights—three yellow in-pavement clearance bar lights used to denote holding positions for aircraft and vehicles. When used for hold points, they are co-located with geographic position markings.
Clearance Bar Lights
Clearance Bar Lights
Clearance bar lights are installed at holding positions on taxiways in order to increase the conspicuity of the holding position in low visibility conditions. They may also be installed to indicate the location of an intersecting taxiway during periods of darkness. Clearance bars consist of three in-pavement steady-burning yellow lights
COFFIN CORNER
RANGE OF MACH NUMBERS BETWEEN THE BUFFETING AND STALLING
BUFFETING AND STALLING MACH NUMBERS APPROACH EACH OTHER WITH ALTITUDE WHEN THEY BECOME THE SAME THE CEILING OF THE AIRCRAFT IS REACHED
AIRCRAFT CLIMBING AT A CONSTANT MACH WOUD HAVE DECREASING IAS AND TAS.
BETWEEN VS AND VMO
Compass Locator.
Compass Locator. Compass locators are low-powered NDBs and are received and indicated by the ADF receiver. When used in conjunction with an ILS front course, the compass locator facilities are collocated with the outer and/or MM facilities. The coding identification of the outer locator consists of the first two letters of the three-letter identifier of the associated LOC. For example, the outer locator at Dallas/Love Field (DAL) is identified as “DA.” The middle locator at DAL is identified by the last two letters “AL.”
Compulsory Reporting Point
A Compulsory Reporting Point is represented by a solid black triangle while a Non- Compulsory Reporting Point is a black triangle OUTLINE. Compulsory Reporting points require that pilots report that they have reached them to ATC so ATC does NOT have to constantly remind pilots of positions to contact while they fly their route. They CAN even be placed INSIDE navaid symbols to ensure pilots report reaching a particular navaid.
Controlled Firing Areas (CFAs)
Controlled Firing Areas (CFAs)
CFAs contain activities that, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The difference between CFAs and other special use airspace is that activities must be suspended when a spotter aircraft, radar, or ground lookout position indicates an aircraft might be approaching the area. There is no need to chart CFAs since they do not cause a nonparticipating aircraft to change its flight path.
CRITICAL MACH
Mach number which produces the first evidence of local sonic flow.
Slowest Mach number at which the airflow over a small region of the wing reaches the speed of sound
Boundary between subsonic and transonic flight
Keystone for all compressibility effects
As Critical Mach Number is exceeded as normal shock wave forms and separation begins at trailing edge.
Normal shock wave is very wasteful of energy
Swept back will delay the onset of compressibility effects. Critical Mach number increases
DEAD RECKONING
Dead reckoning is headings and time. “Dead” comes from shortening “deduced” to “ded”
Decision Altitude (DA) 4451 SLC
CAT I Decision Altitude (DA) Is a specified altitude on a precision approach at which a missed approach must be initiated if the required visual references to continue the approach have not been established. Decision altitude is charted in feet above mean sea level and is read on the altitude tape
Decision Height: (DH)
CAT I (200)
CAT II (100)
CAT II
Decision Height: (DH)
Is a specified altitude on a precision approach, charted in height above threshold elevation, radio altitude above ground level at which a decision must be made either to continue the approach or to execute a missed approach.
Decision height is read on the radio-altimeter.Decision heights are normally associated with CATII and CATIII approaches.
Destination signs
Destination signs—yellow background with black inscription and arrows. These signs provide information on locating areas, such as runways, terminals, cargo areas, and civil aviation areas.
Direction signs
Direction signs—yellow background with black inscription. The inscription identifies the designation of the intersecting taxiway(s) leading out of an intersection.
Displaced Threshold
A displaced threshold is a threshold located at a point on the runway other than the designated beginning of the runway. Displacement of a threshold reduces the length of runway available for landings. The portion of runway behind a displaced threshold is available for takeoffs in either direction, or landings from the opposite direction. A ten feet wide white threshold bar is located across the width of the runway at the displaced threshold, and white arrows are located along the centerline in the area between the beginning of the runway and displaced threshold. White arrow heads are located across the width of the runway just prior to the threshold bar. WHEN I LAND IN PSP I CAN LAND LONG BECAUSE THE DISPLACED THRESHOLD CAN BE USED FOR LANDING IN THE OPPOSITE DIRECTION. WHITE ARROWS!
Enhanced Taxiway Centerline Markings
Enhanced Taxiway Centerline Markings At most towered airports, the enhanced taxiway centerline marking is used to warn you of an upcoming runway. It consists of yellow dashed lines on either side of the normal solid taxiway centerline and the dashes extend up to 150 feet prior to a runway holding position marking. [Figure 14-21A and B] They are used to aid you in maintaining awareness during surface movement to reduce runway incursions. -- -- -- -- -- -- \_\_\_\_\_\_\_\_\_\_\_ -- -- -- -- -- --
EOSID?
The fundamental difference between SIDs and EOSIDs is that SIDs provides the minimum performance considerations to meet the departure requirements assuming an all engine operation whereas EOSIDs are based upon engine out performance in relation to obstacle clearance. The development of Engine Out Takeoff Procedures is the responsibility of the operator.
FLY BY WAYPOINT FB
FLY OVER WAY POINT FO
FB = FOUR POINTED STAR = ANTICIPATED TURN SO WONT OVERSHOOT NEXT SEGMENT.
FO = FOUR POINTED STAR IN CIRCLE = PRECLUDES A TURN TILL OVER FLYING THE WAY POINT
A FB waypoint typically is used in a position at which a change in the course of procedure occurs. Charts represent them with four-pointed stars. This type of waypoint is designed to allow you to anticipate and begin your turn prior to reaching the waypoint, thus providing smoother transitions. Conversely, RNAV charts show a FO waypoint as a four-pointed star enclosed in a circle. This type of waypoint is used to denote a missed approach point, a missed approach holding point, or other specific points in space that must be flown over
Geographic position markings
Geographic position markings—ATC verifies the position of aircraft and vehicles using geographic position markings. The markings can be used either as hold points or for position reporting. These checkpoints or “pink spots” are outlined with a black and white circle and designated with a number or a number and a letter.
GLIDE SLOPE
The course projected by the glide-slope equipment is essentially the same as would be generated by a localizer operating on its side. The glide-slope projection angle is normally adjusted to 2.5° to 3.5° above horizontal, so it intersects the MM at about 200 feet and the OM at about 1,400 feet above the runway elevation. At locations where standard minimum obstruction clearance cannot be obtained with the normal maximum glide-slope angle, the glide-slope equipment is displaced farther from the approach end of the runway if the length of the runway permits; or, the glideslope angle may be increased up to 4°.
GLIDE SLOPE
Unlike the localizer, the glide-slope transmitter radiates signals only in the direction of the final approach on the front course. The system provides no vertical guidance for approaches on the back course. The glide path is normally 1.4° thick. At 10 NM from the point of touchdown, this represents a vertical distance of approximately 1,500 feet, narrowing to a few feet at touchdown.
Glide Slope.
STANDARD GLIDE SLOPE IS 3 DEGREES. BUT IT MAY BE HIGHER DO TO TERRAIN. Glide slope (GS) describes the systems that generate, receive, and indicate the ground facility radiation pattern. The glide path is the straight, sloped line the aircraft should fly in its descent from where the glide slope intersects the altitude used for approaching the FAF, to the runway touchdown zone.
The glide-slope equipment is housed in a building approximately 750 to 1,250 feet down the runway from the approach end of the runway, and between 400 and 600 feet to one side of the centerline.
GREAT CIRCLE NAVIGATION
•Great circle and relationship to aircraft navigation
Navigating an aircraft along a great circle track. A great circle track is the shortest distance between two points on the surface of a sphere
For an RNAV track to a fix (TF) leg:
Defines a great circle track over the ground between two known database fixes and the preferred method for specification of straight legs (course or heading can be mentioned on charts but designer should ensure TF leg is used for coding)
GROUND TRACK
The line connecting the object’s consecutive positions on the ground is referred to as the ground track
HEADING
Heading is the angle between the direction in which the object’s nose is pointing and a reference direction (e.g. magnetic north)
HOLDING
Slow down to hold if no clearance beyond a fix has been given within 3 minutes of the fix
Maximum holding speeds<
At or below 6,000ft: 200 KIAS<
6,001 to 14,000ft: 230 KIAS<
Above 14,000ft: 265 KIAS<
Holding time is 1 minute up to 14,000ft, 1.5 minute above 14,000ft
Standard hold is a right turn, non-standard is a left turn
Holding Position Markings for Taxiway/Taxiway Intersections
TAXI WAY
_ _ _ _ _ _
TAXI WAY
Holding Position Markings for Taxiway/Taxiway Intersections
Holding position markings for taxiway/taxiway intersections consist of a single dashed yellow line extending across the width of the taxiway. [Figure 14-26] They are painted on taxiways where ATC normally holds aircraft short of a taxiway intersection. When instructed by ATC “hold short of Taxiway X,” you should stop so that no part of your aircraft extends beyond the holding position marking. When the marking is not present, you should stop your aircraft at a point that provides adequate clearance from an aircraft on the intersecting taxiway.
ILS approaches
Service volume
10 degrees either side of the course along a radius 18NM from the antenna
10 to 35 degrees either side of the course along a radius of 10NM
GSIA (glideslope intercept altitude) is also the point at which pilot’s operating under part 121 would determine if the approach could be continued if newly reported weather goes below minimums
Intercept should be done from below the glideslope. If intercepting the glideslope from above, there is a possibility to intercept a false 6° or 9°glideslope above the actual glideslope. The 6° glideslope might have reverse steering. Both glideslopes would have a substantially higher descent rate than the actual glideslope.
ILS approaches
COURSE VARIES FROM 3 TO 6 DEGREES.
Service volume
10 degrees either side of the course along a radius 18NM from the antenna
10 to 35 degrees either side of the course along a radius of 10NM
GSIA (glideslope intercept altitude) is also the point at which pilot’s operating under part 121 would determine if the approach could be continued if newly reported weather goes below minimums
Intercept should be done from below the glideslope. If intercepting the glideslope from above, there is a possibility to intercept a false 6° or 9°glideslope above the actual glideslope. The 6° glideslope might have reverse steering. Both glideslopes would have a substantially higher descent rate than the actual glideslope.
ILS Critical Area
When instructed to “hold short of Runway (XX) ILS critical area,” you must ensure no portion of the aircraft extends beyond these markings. [Figure 14-25] If ATC does not instruct you to hold at this point, then you may bypass the ILS critical area hold position markings and continue with your taxi. Holding Position Signs and Markings for an Instrument Landing System (ILS) Critical Area
The instrument landing system (ILS) broadcasts signals to arriving instrument aircraft to guide them to the runway. Each of these ILSs have critical areas that must be kept clear of all obstacles in order to ensure quality of the broadcast signal. At many airports, taxiways extend into the ILS critical area. Most of the time, this is of no concern; however, during times of poor weather, an aircraft on approach may depend on a good signal quality. When necessary, ATC will protect the ILS critical area for arrival instrument traffic by instructing taxiing aircraft to “hold short” of Runway (XX) ILS critical area.
Indicated airspeed, calibrated airspeed, true airspeed, ground speed and Mach number
Indicated airspeed, calibrated airspeed, true airspeed, ground speed and Mach number
IAS, TAS, MACH or ITM. Now when you go from low (-) to high (+) add a – before ITM and a + after. So –ITM+. If you are climbing at a constant TAS, then everything to the right, M, increase. Everything to the left, I, decreases. If climbing at a constant IAS, then everything right of I, which is T, and M increase. If we are descending then switch the – and + signs.
Information signs
Information signs—yellow background with black inscription. These signs are used to provide the pilot with information on areas that cannot be seen from the control tower, applicable radio frequencies, and noise abatement procedures. The airport operator determines the need, size, and location of these signs.
INITIAL CLIMB AREA (ICA)
THE ICA IS THE SEGMENT OF THE DEPARTURE PROCEDURE THA STARTS AT THE DER AND PROCEEDS ALONG TH RWY CENTERLINE EXTENDED TO ALLOW THE AIRCRAFT SUFFICIENT DISTANCE TO REACH AN ALTITUDE OF 400 FT ABOV DER ELEVATION AND TO ALLOW THE ESTABLISHMENT OF POSITIVE COURSE GUIDANCE BY ALL NAVIGATION SYSTEM. A TYPICAL STRAIGHT DEP. ICA EXTENDS 1-5 MIFROM TH E DER ALONG THE RWY CENTERLINE EXTENDED. IT IS 500 FT. WIDE EACH SIDE OF THE RWY CENTERLINE AT DER, THEN SPREADS OUT 15 DEGREES.
INS
A 1950s inertial navigation control developed at MIT.
An inertial navigation system (INS) is a navigation device that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate by dead reckoning the position, the orientation, and the velocity (direction and speed of movement) of a moving object without the need for external references.[1] Often the inertial sensors are supplemented by a barometric altimeter and occasionally by magnetic sensors (magnetometers) and/or speed measuring devices. INSs are used on vehicles such as ships, aircraft, submarines, guided missiles, and spacecraft. Other terms used to refer to inertial navigation systems or closely related devices include inertial guidance system, inertial instrument, inertial measurement unit (IMU) and many other variations. Older INS systems generally used an inertial platform as their mounting point to the vehicle and the terms are sometimes considered synonymous.
LAAS AND WASS
Both WAAS and LAAS use ground-based stations to monitor and adjust GPS signals, but LAAS is intended to provide “look-alike” ILS signals for terminal operations. Reference: Aeronautical Information Manual, Navigation Aids
LANDING SEPARATION
Heavy behind Heavy 4 NM
Medium behind Heavy 5 NM
Light behind Heavy 6 NM
Light behind Medium 5 NM
Heavy behind A380 6 NM
Medium behind A380 7 NM
Light behind A380 8 NM
LDA
AS SENSITIVE AS AN ILS BUT OFFSET FROM THE RUNWAY. THEY MAY OR MAY NOT BE ASSOCIATED WITH A GLIDE SLOPE.
1. The LDA is of comparable use and accuracy to a localizer but is not part of a complete ILS. The LDA course usually provides a more precise approach course than the similar Simplified Directional Facility (SDF) installation, which may have a course width of 6 or 12 degrees.
- The LDA is not aligned with the runway. Straight-in minimums may be published where alignment does not exceed 30 degrees between the course and runway. Circling minimums only are published where this alignment exceeds 30 degrees.
- A very limited number of LDA approaches also incorporate a glideslope. These are annotated in the plan view of the instrument approach chart with a note, “LDA/Glideslope.” These procedures fall under a newly defined category of approaches called Approach with Vertical Guidance (APV) described in paragraph 5-4-5 of the AIM,
LEAD RADIALS
For computing lead radial:
Turn radius = TAS/60 – 2
Turn radius = 1% of GS
Standard rate turns are 3 degrees per second, 2 minutes for 360. ½ standard rate turns are 1.5 degrees per second
