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A list of all pages that have property "Note" with value "Based on the United States Air Force / DoD LCN/LCG System". Since there have been only a few results, also nearby values are displayed.

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  • Advisory route  + (Air traffic control service provides a muc
    Air traffic control service provides a much more complete service than air traffic advisory service; advisory areas and routes are therefore not established within controlled airspace, but air traffic advisory service may be provided below and above control areas.
    be provided below and above control areas.)
  • Pressure altimeter  + (Altimeters use standard atmosphere pressur
    Altimeters use standard atmosphere pressure–height relations in converting pressure into altitude. Therefore, the altimeter shows indicated altitude, which may, and frequently does, differ from the actual altitude. An altimeter may be set to measure altitude from an arbitrarily chosen level. It is common practice to use mean sea level; the level of the constant-pressure surface of 29.92 in. of mercury is also used; and, less frequently, the constant-pressure surface of the pressure at airport height. See altimeter setting, pressure altitude. (same source)
    setting, pressure altitude. (same source))
  • Aeronautical telecommunication network  + (Amendment: A global internetwork archite
    Amendment: A global internetwork architecture that allows ground, air-ground and avionic data subnetworks to exchange digital data for the safety of air navigation and for the regular, efficient and economic operation of air traffic services. Source: ICAO, AN-WP/8297 Approval of Draft Report to Council on Amendment 83 to Annex 10 24/1/08, p. B-2
    Amendment 83 to Annex 10 24/1/08, p. B-2)
  • Assessment of costs and benefits  + (An ACB is carried out when a project is pr
    An ACB is carried out when a project is providing cost and benefit inputs to a CBA that is being performed in another project (often SESAR 16.06.06) Guidelines for Assessing Costs and Benefits are available. They provide guidance to primary and federating (operational and systems) projects on providing cost and benefit inputs to P16.06.06
    iding cost and benefit inputs to P16.06.06)
  • ATM Sub-Functionality  + (An ATM Functionality is composed of one or more sub-functionalities.)
  • Aeronautical Unit Name  + (An Aeronautical unit is an organization established for the purpose of supplying aeronautical services such as Air Traffic Management (ATM), Search and Rescue, Communications, etc.)
  • Aeronautical Unit Type  + (An Aeronautical unit is an organization established for the purpose of supplying aeronautical services such as Air Traffic Management (ATM), Search and Rescue, Communications, etc.)
  • Information Exchange  + (An Information Exchange defines the types of Information Elements exchanged and which Activities are involved in the Information Exchanges.)
  • Information Element  + (An Information element is carried by one or more Information Exchanges)
  • Administrative domain  + (An administrative domain may be internally divided into one or more routing domains.)
  • Air traffic services reporting office  + (An air traffic services reporting office may be established as a separate unit or combined with an existing unit, such as another air traffic services unit, or a unit of the aeronautical information service.)
  • Aerodrome traffic  + (An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit.)
  • Aircraft proximity  + (An aircraft proximity is classified as fol
    An aircraft proximity is classified as follows: Risk of collision. The risk classification of an aircraft proximity in which serious risk of collision has existed. Safety not assured. The risk classification of an aircraft proximity in which the safety of the aircraft may have been compromised. No risk of collision. The risk classification of an aircraft proximity in which no risk of collision has existed. Risk not determined. The risk classification of an aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.
    ing evidence precluded such determination.)
  • Time Value of Money  + (An example: If a person receives EUR 100 t
    An example: If a person receives EUR 100 today and invests it immediately, it will start to generate income immediately. If that person waits ten years before investing the EUR 100, he/she will lose ten years of income. Thus, when talking about costs and benefits, two dimensions should always be specified: the amount of money as well as the point in time when a given money inflow or outflow occurs.
    en a given money inflow or outflow occurs.)
  • Business Application  + (An information system is therein…understoo
    An information system is therein…understood as a socio-technological system composed of a software system (i.e. the business application), an infrastructure, and a social component, namely the employees working with the system. An information system is further described as contributing to the business process support demanded by the organization.
    cess support demanded by the organization.)
  • Area of interest  + (AoR - [[Area of Responsibility]])
  • Minimum Radio Altimeter Height  + (Applies to Category II approaches.)
  • Architectural Product  + (Architectural Products are produced by SESAR Projects.)
  • Area navigation  + (Area navigation includes performance-based navigation as well as other operations that do not meet the definition of performance-based navigation. (Note source: ICAO))
  • Flight information centre  + (As indicated by its title, the function of
    As indicated by its title, the function of an FIC is to provide “information” useful for the safe and efficient conduct of flights; this is different from the function of units that carry out “control” service (e.g. ACCs), which provide a service aimed at the prevention of collisions as well as the maintenance of an orderly flow of air traffic. [Ref. ICAO Doc 9377, 2008, 4th ed., p. 2-1]
    Ref. ICAO Doc 9377, 2008, 4th ed., p. 2-1])
  • Information model  + (As such, the information model is inherently of a conceptual nature. Information models address the information aspect of the universe of discourse. They are not intended to reflect data storage solutions.)
  • Business Trajectory  + (At the airspace user’s discretion this outcome may be with respect to the minimum time for the flight, the minimum cost, or any other characteristic of the trajectory.)
  • Aerodrome Flight Information Service (2)  + (At those aerodromes designated for use by international general aviation where the appropriate air traffic services authority determines that the provision of aerodrome control service is not justified, or is not justified on a 24-hour basis.)
  • Automatic processing  + (Automatic processes apply also for the other AIS products and services (not only NOTAM) which are described in ICAO 8126 AIS Manual chapter 9)
  • Basic encoding rules  + (BER elements use a TLV structure, where TL
    BER elements use a TLV structure, where TLV stands for “type”, “length”, and “value”. That is, each BER element has one or more bytes (in LDAP, typically only a single byte) that indicates the data type for the element, one or more bytes that indicate the length of the value, and the encoded value itself (where the form of the encoded value depends on the data type), which can be zero or more bytes [...]
    pe), which can be zero or more bytes [...])
 (Based on the United States Air Force / DoD LCN/LCG System)
  • Load Classification Number  + (Based on the United States Air Force / DoD LCN/LCG System.)
  • Aeronautical information regulation and control  + (Based upon a series of effective dates of
    Based upon a series of effective dates of intervals of 28 days, the AIRAC cycle is designed to ensure that all users of aeronautical information receive new information and changes to existing information at least 28 days in advance of the effective date. (source: EUROCONTROL EATM glossary, 2004)
    (source: EUROCONTROL EATM glossary, 2004))
  • Operating environment  + (Basic OE are:1. Airport, TMA, En-route and Network)
  • Core Inventory of Air Emissions  + (Before 1995 the CORINAIR project was devel
    Before 1995 the CORINAIR project was developed under the CORINE programme of the EU (CO-oRdination d'INformation Environnementale, a programme established by Council Decision 85/338/EEC). The geographical scope of the current CORINAIR project is the 15 EU Member States, Iceland, Liechtenstein, Norway, Bulgaria, Cyprus, Latvia, Malta, Slovenia and the Slovak Republic (EEA24 countries) and the remaining severn candidates for EU membership - the Czech Republic, Estonia, Hungary, Lithuania, Poland, Romania and Turkey. (''same source'')
    and, Romania and Turkey. (''same source''))
  • Block hour  + (Block hours are the industry standard measure of aircraft utilization. (''same source''))
  • Continuous descent approach  + (CDA is a subset of the ICAO Continuous Des
    CDA is a subset of the ICAO Continuous Descent Operations Concept (Doc 9931). The CDA definition may change once the ICAO CDO definition is finalised. NB: The term 'level flight’ required to fulfil this definition should be locally determined for performance monitoring.
    lly determined for performance monitoring.)
  • Collaborative Environmental Management  + (CEM is a key SESAR enabler and the SESAR ATM Master Plan requires that CEM is widespread practice by 2013.)
  • Chaotic Situation Management  + (CHAMAN is currently only available at spec
    CHAMAN is currently only available at specific aerodromes. Each aerodrome qualifying for the procedure must have agreed with the CFMU a detailed plan and instituted CDM procedures with which all parties concerned (AOs, Airports, ATCs, Handling Agents etc.,) have agreed to comply. This process is managed by the CFMU and should be used as a last resort, when all other methods have been exhausted. (''same source'')
    ods have been exhausted. (''same source''))
  • Propose route function  + (CIAO - [[CHMI]] Interface for Aircraft Operators)
  • ACC nominal saturated capacity  + (Calculated by the EUROCONTROL Central Flow Management Unit (CFMU), by dividing the sum of the individual sector capacities by the average number of active sectors crossed by each flight. Units: Mvts/hr)
  • ACC nominal zero delay capacity  + (Calculated using the FACET (FAP ACC Capacity Evaluation Tool) simulation. It is the sum of individual sector capacities, multiplied by the minimum Capacity Demand ratio or divided by the maximum Demand Capacity ratio ((10))((10))Units: Mvts/hr)
  • Filed Tactical Flight Model  + (Called Estimated Profile on [[CHMI]].)
  • ACC nominal capacity  + (Can be determined for any sector configuration Units: Mvts/hr)
  • Change-over point  + (Change-over points are established to prov
    Change-over points are established to provide the optimum balance in respect of signal strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of a route segment.
    along the same portion of a route segment.)
  • Change-over Point Distance  + (Change-over points are established to prov
    Change-over points are established to provide the optimum balance in respect of signal strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of an Air Traffic Service (ATS) route segment.
    n Air Traffic Service (ATS) route segment.)
  • Classification scheme  + (Classification schemes allow the breakdown of summary data into details, and vice-versa, they can be used to aggregate detailed (granular) performance data into summary data. (''same source''))
  • Aerodrome Movement Area Surface Category  + (Common category types may range from natural to completely paved.)
  • Tactical constraint  + (Constraints are maintained within the flight script. They are characterised by a status which evolves during the flight life cycle according to the flight progression along its trajectory and the orders given.)
  • Built-in test equipment  + (Context: Surveillance system performance monitoring)
  • Advanced Continuous Descent Approach  + (Continuous descent approaches are optimised for each airport arrival procedure. New controller tools and 3D trajectory management enable aircraft to fly, as far as possible, their individual optimum descent profile.)
  • Cash flow  + (Costs of the project lead to cash outflows and benefits to cash inflows.)
  • Coordination data  + (Crossing conditions can be : · Standard w
    Crossing conditions can be : · Standard when they match predefined crossing conditions, agreed between units · Non standard when they do not match agreed crossing conditions. Non standard co-ordination conditions are referred to the controller for manual actions. The attribute flight_level is the field "transfer flight level" of the data flow during the coordination dialogue. Some attributes are optional (time_at_coordination_point and sfl).
    onal (time_at_coordination_point and sfl).)
  • DAIO report  + (DAIO = Departures, Arrivals, Internals and Overflights)
  • Demand Data Repository  + (DDR aims to better anticipate European air traffic demand, and therefore enable efficient operations planning.)
  • Distance Measuring Equipment  + (DME Distance is defined as the line of sig
    DME Distance is defined as the line of sight distance (slant range) from the source of a DME signal to the receiving antenna. DME operates on the interrogation-answer principle where the time required for the round trip of the signal exchange is measured in the airborne DME unit and translated into DME Distance.
    DME unit and translated into DME Distance.)