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A list of all pages that have property "Definition" with value "Airports that do not have an airport performance gap". Since there have been only a few results, also nearby values are displayed.

Showing below up to 25 results starting with #1.

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List of results

  • Post flight phase  + (ATM phase used in ConOps scenario, after arrival, at the gate, ramp, or parking area, while the aircraft is stationary.)
  • Taxi-out  + (ATM phase used in ConOps scenario, describing the aircraft moving on the aerodrome surface prior to take off.)
  • Taxi-in  + (ATM phase used in ConOps scenario, describing the aircraft is moving on the aerodrome surface after landing until reaching its final parking position.)
  • Landing  + (ATM phase used in ConOps scenario, from the beginning of the landing flare until aircraft exits the landing runway, comes to a stop on the runway, or when power is applied for take off in the case of a touch-and-go landing.)
  • Take off  + (ATM phase used in ConOps scenario, from the application of take off power until airborne.)
  • Medium/Short Term Planning  + (ATM phase used in ConOps scenario, from 6 months up to a few hours before departure.)
  • Approach  + (ATM phase used in ConOps scenario, from the Initial Approach Fix (IAF) to the Final Approach Fix (FAF) or Final Approach Point (FAP).)
  • Climb  + (ATM phase used in ConOps scenario, from airborne to initial cruise level/altitude.)
  • Pre-departure  + (ATM phase used in ConOps scenario, prior to pushback or taxi at the gate, ramp, or parking area, while the aircraft is stationary.)
  • Cruise  + (ATM phase used in ConOps scenario, which means any level flight segment after reaching initial cruise level/altitude until the start of descent to the destination.)
  • Flight Plan Message Distribution Area  + (ATS Units that receive Flight Planning Messages.)
  • Information flow provider  + (Abstract super class that generalizes business role and business function. It also determines the information flow source and destination.)
  • Feature  + (Abstraction of real world phenomena.)
  • Controlled flight into terrain  + (Accident in which aircraft, under the control of the crew, is flown into terrain (or water) with no prior awareness on the part of the crew of the impending accident.)
  • Occurrence  + (Accidents, serious incidents and incidents
    Accidents, serious incidents and incidents as well as other defects or malfunctioning of an aircraft, its equipment and any element of the Air Navigation System which is used or intended to be used for the purpose or in connection with the operation of an aircraft or with the provision of an air traffic management service or navigational aid to an aircraft.
    ervice or navigational aid to an aircraft.)
  • Service activity  + (Activity to design and develop services applying the SESAR working methods and governed by the Service Coordination Group.)
  • Enabler end of deployment  + (Actual date to finalise the deployment of the enabler in all sites concerned, meaning that it is ready to be operational (assumed to be equal to end of investments).)
  • Enabler start of deployment  + (Actual date to start the first deployment of the enabler in the first site (assumed to be equal to start of investments).)
  • TACT comment  + (Additional information concerning flow management actions.)
  • Mode S roll call  + (Addressed UF 4, 5, 20, 21 or 24 Mode S interrogation or DF 4, 5, 20, 21 or 24 transponder reply.)
  • ESSIP Objective  + (Agreed set of common actions to be taken by stakeholders to implement OI steps that have reached the appropriate level of maturity. Together they constitute the ESSIP Plan.)
  • Aerodrome control service  + (Air traffic control service for aerodrome traffic.)
  • Area control service  + (Air traffic control service for controlled flights in control areas.)
  • Aircraft Identification (NMD)  + (Aircraft call sign)
  • Correlated Position Report  + (Aircraft position data derived from Air Traffic Control (ATC) surveillance systems, normally updated every 1 to 3 minutes.)
 (Airports that do not have an airport performance gap)
  • Low Capacity Needs Airports  + (Airports that do not have an airport performance gap.)
  • Medium Capacity Needs Airports  + (Airports with an airport performance gap and that do not belong to high capacity needs category.)
  • High Capacity Needs Airports  + (Airports with an airport performance gap,
    Airports with an airport performance gap, more than 100 movements in peak hour and with a % increase over time more than 5% or Airports with an airport performance gap, with movements between 55 and 100 in peak hour, and with a % increase over time more than 10%.
    with a % increase over time more than 10%.)
  • Direct Routing Airspace  + (Airspace defined laterally and vertically with a set of entry/exit conditions where published direct routings are available. Within this airspace, flights remain subject to air traffic control.)
  • Free Routing Airspace  + (Airspace defined laterally and vertically, allowing [[Free Routing]] with a set of entry/exit features. Within this airspace, flights remain subject to air traffic control.)
  • Managed Airspace  + (Airspace in which all traffic is known to the Air Traffic System)
  • Special Use Airspace  + (Airspace of defined dimensions identified by an area on the surface of the earth wherein activities must be confined because of their nature and/or wherein limitations may be imposed upon aircraft operations that are not a part of those activities.)
  • Air traffic service airspace  + (Airspace of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which Air Traffic Services and rules of operations are specified.)
  • Unmanaged Airspace  + (Airspace other than managed airspace.)
  • Air Traffic Control Unit Airspace  + (Airspace under provision of air traffic control service.)
  • False alert  + (Alert which does not correspond to a situation requiring particular attention or action (e.g. caused by split tracks and radar reflections).)
  • Nuisance alert  + (Alert which is correctly generated according to the rule set but is considered operationally inappropriate.)
  • Air traffic  + (All aircraft in flight or operating on the manoeuvring area of an aerodrome.)
  • General Aviation  + (All civil aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire.)
  • Vertical structure  + (All fixed (whether temporary or permanent) and mobile objects, or parts thereof that extend above the surface of the earth.)
  • Safety assurance  + (All planned and systematic actions necessary to provide adequate confidence that a product, a service, an organisation or a functional system achieves acceptable or tolerable safety.)
  • Aerodrome traffic  + (All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome.)
  • Dynamic (Route) Allocation  + (Allocation of one of a number of predefined routes on the basis of availability, user preference and/or aircraft performance.)
  • Arrival Free Interval  + (An AFI describes the standard amount of nautical miles (NM) to be maintained between two consecutive arrivals in order to process one or more departures in between.)
  • Aerodrome Mapping Data Base  + (An AMDB is a Geographic Information System
    An AMDB is a Geographic Information System (GIS) database of an airport describing: • the spatial layout of an airport; • the geometry of features (e.g. runways, taxiways, buildings) described as points, lines and polygons; • further information characterising the features and their functions which are stored as attributes (e.g. surface type, name/object identifier, runway slope).
    pe, name/object identifier, runway slope).)
  • Air traffic services facilities notification function  + (An ARINC 622 function to enable aircraft to establish data link communications with Air Traffic Control Facilities.)
  • ASAS-Separation  + (An ASAS application in which the role of separator is temporarily delegated to aircrew to assure airborne separation with regard to other aircraft under specific circumstances)
  • ASAS-Crossing and Passing  + (An ASAS application presenting the controller with an opportunity to devolve the crossing and passing task to the pilot, on an individual aircraft basis, whilst retaining responsibility for separation from other aircraft.)
  • ASAS-Sequencing and Merging  + (An ASAS application that enables flight crew to maintain their position in a sequence previously determined by a controller or to merge their routes onto a single, predefined, route.)
  • ASAS-Spacing  + (An ASAS spacing provision mode in which th
    An ASAS spacing provision mode in which the separation responsibility remains with the Controller and the flight crew are instructed to maintain a specified time or distance from a designated aircraft, usually the preceding aircraft in the arrival or departure stream.
    rcraft in the arrival or departure stream.)