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A list of all pages that have property "Note" with value "The ACISP can comprise of systems, databases, and user interfaces.". Since there have been only a few results, also nearby values are displayed.

Showing below up to 26 results starting with #1.

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List of results

  • Central Flow Management Unit  + (Previous name of the Network Operations systems and services provided by the Eurocontrol Network Management Directorate (NMD), Network Operations Management division (NOM), Network OperationS unit (NOS).)
  • Controlled flight into terrain  + (Ref. ICAO Circular 272-AN/161)
  • Calculated Take-Off Time  + (Reference: ICAO Doc 7030/4 – EUR, Table 7)
  • Risk management  + (Risk management plays a role in performanc
    Risk management plays a role in performance management when dealing with rare events or when there is uncertainty associated with influencing factors — while recognizing that the occurrence of such events can have a severe impact on meeting the performance expectations. Risk management applies in all KPAs, but as a technique it is mainly used in the safety and security areas.
    nly used in the safety and security areas.)
  • STATFOR Industry Monitor  + (STATFOR is the EUROCONTROL Statistics and Forecast Service.)
  • Secondary surveillance radar  + (Secondary surveillance radar (SSR), which
    Secondary surveillance radar (SSR), which had its beginnings in wartime Identification Friend or Foe (IFF) systems, transmits pulses of energy which trigger a response from an airborne transponder, with range and bearing obtained in the same way as primary radar. (source: ICAO, "APOSI Airports International" 1993, April, p. 28 [TF-ATM])
    ternational" 1993, April, p. 28 [TF-ATM]))
  • Radio Communication Channel Selective Calling Available  + (Selective calling is a system which permits the selective calling of individual aircraft over radio telephone channels linking a ground station with the aircraft.)
  • Service interface  + (Service providers and consumers need to im
    Service providers and consumers need to implement Service Interfaces to be able to collaborate. A Service Interface includes service operations that enable access to the functionality of the services identified, as well as the Data Elements used in the service interaction. A Service Interface specifies the Service Interface Definition provided and required by the Service.
    tion provided and required by the Service.)
  • Service  + (Services involve interactions between providers and consumers, which may be performed in a digital form (data exchanges) or through voice communication or written processes and procedures.)
  • Departure planning information  + (Several messages are sent to ETFMS giving a Target Take Off Time. Early DPI (E-DPI), Target DPI (T-DPI-t + T-DPI-s), ATC DPI (A-DPI), Cancel DPI (C-DPI).)
  • Circular error probable  + (Specific context: GPS / GNSS)
  • Holding Procedure Time  + (Standard inbound leg times are: 1 minute if at or below 4250 metres (14,000 feet), 1.5 minutes if above 4250 metres (14,000 feet).)
  • Airport Operations Centre  + (Still under discussion: Alternative defini
    Still under discussion: Alternative definition for APOC: An operational management structure that permits relevant airport stakeholders to have a common operational view and to communicate, coordinate and collaboratively decide on the progress of present and near term airport operations.
    present and near term airport operations.)
  • Network Manager Directorate  + (Successor to [[CFMU]])
  • System port  + (System ports are linked to Systems that implement them. One System Port can be attached to many Systems and one System can have many System Ports.)
  • Arresting System  + (System types may consist of barriers, cables, nets and or engineered materials.)
  • Local Area Augmentation System  + (Systems such as LAAS are known as ground-b
    Systems such as LAAS are known as ground-based augmentation systems (GBAS). LAAS broadcasts its correction message via a very high frequency (VHF) radio data link from a ground-based transmitter. LAAS will yield the extremely high accuracy, availability, and integrity necessary for Category I, II, and III precision approaches, and will provide the ability for more flexible, curved approach paths. LAAS demonstrated accuracy is less than 1 meter in both the horizontal and vertical axis.
    in both the horizontal and vertical axis.)
  • Wide Area Augmentation System  + (Systems such as WAAS are known as satellite-based augmentation systems (SBAS). WAAS is designed to improve the accuracy and ensure the integrity of information coming from GPS satellites.)
  • Target-DPI  + (T-DPI subtypes are: T-DPI-p (Target DPI - Provisional) T-DPI-c (Target DPI - Confirmed) T-DPI-s (Target DPI - Sequenced))
  • Terminal Arrival Altitude Area Type  + (TAAs are associated with an RNAV procedure
    TAAs are associated with an RNAV procedure based upon the 'T' or 'Y' Arrangement. The Basic T approach segment configuration is the standard configuration for transition from the en route to the terminal environment. The standard arrangement consists of three TAAs: straight-in, right and left base.
    ee TAAs: straight-in, right and left base.)
  • Tactical Air Navigation Aid Channel  + (TACAN operating channels shall be chosen from ICAO Annex 10 Chapter 3 Table A, of the 352 channels in which the channel numbers, frequencies, and pulse codes are assigned. They are specified by a number followed by a letter.)
  • TAP report  + (TAP = Total Average Peak)
  • Threat and error management  + (TEM is not a revolutionary concept, but on
    TEM is not a revolutionary concept, but one that has evolved gradually, as a consequence of the constant drive to improve the margins of safety in aviation operations through the practical integration of Human Factors knowledge. TEM was developed as a product of collective aviation industry experience.
    f collective aviation industry experience.)
  • Deployment Baseline  + (Term is not in use as of 28/04/2015, was introduced as historical reference.)
  • Monitoring Value  + (The "red line" in [[ETFMS]] and [[CHMI]].)
  • Metering Point  + (The AMAN is designed to deliver a sequence
    The AMAN is designed to deliver a sequence with the required spacing to the runway but this is often translated into a time to be achieved at one or more Metering Points (MP) with the aim of providing Approach Controllers with pre-sequenced flows of traffic which are then manually integrated.The Metering Point (MP) at which the sequence should be stabilised is expected to be geographically defined (there may be multiple MP points at a similar distance from the runway).
    ts at a similar distance from the runway).)
  • Aeronautical mobile-satellite service  + (The AMSS comprises satellites, aeronautica
    The AMSS comprises satellites, aeronautical earth stations (AESs), [[ground earth station]]s (GESs) and associated ground facilities such as a network coordination center. It uses the satellite subnetwork to provide aeronautical communication services between aircraft and ground users. Technical requirements for the AMSS are contained in Annex 10, Volume III, Part I, Chapter 4. The ATN supports the packet-mode data exchange provided by the AMSS.
    t-mode data exchange provided by the AMSS.)
  • Aerodrome Mapping Exchange Schema  + (The AMXS is based on RTCA DO-291/EUROCAE ED-119, RTCA DO-272A/EUROCAE ED-99A, ISO19139 and GML3.1.1 .)
  • Aviation system block upgrade  + (The AN-Conf/12 is expected to consider and
    The AN-Conf/12 is expected to consider and endorse the proposed “aviation system block upgrades” methodology and the accompanying communications, navigation, surveillance, avionics and AIM roadmaps. The block upgrades and the roadmaps will then form the backbone of a Global Air Navigation Plan, which will also be introduced to the Conference, leading to the concept of “One Sky”.
    ence, leading to the concept of “One Sky”.)
  • ATFCM Notification Message  + (The ANM may be updated on the day of operation, either by 'Change', 'Cancellation' or 'New' messages.)
  • ATS environment data base  + (The ATS Environment Data Base is used by the CFMU systems for the calculation of flight profiles taking account of all the airspace constraints.)
  • User Preferred Route  + (The Airspace Users are free to define UPRs
    The Airspace Users are free to define UPRs taking into account the network constraints already defined and shared. The User Preferred Route may include a part freely defined in Free Routing Airspace, a part chosen among a set of several available published routes (direct or not) outside the Free Routing Airspace, the description of the related transition phases and cruising, climbing and descending profiles. The User preferred trajectory computed from the UPR is published by the Airspace User for collaborative ATM planning purposes as Shared Business / Mission Trajectory.
    s as Shared Business / Mission Trajectory.)
  • Cockpit Voice Recorder  + (The CVR records and stores the audio signals of the microphones and earphones of the pilots’ headsets and of an area microphone installed in the cockpit. (Note source: Skybrary))
  • European Airspace Use Plan  + (The E-AUP shall cover the 24 ’hours' time period between 0600 UTC the next day and 0600 UTC the following day and may be accessed via the NOP.)
  • Height Above Aerodrome  + (The Height Above Aerodrome (HAA) applies to circling minima.)
  • Height Above Surface  + (The Height Above Surface (HAS) applies to point-in-space (PinS) procedures.)
  • Height Above Touchdown  + (The Height Above Touchdown (HAT) applies to straight-in minima.)
  • International Airways Volcano Watch  + (The IAVW is based on the cooperation of av
    The IAVW is based on the cooperation of aviation and non-aviation operational units using information derived from observing sources and networks that are provided by States. The watch is coordinated by ICAO with the cooperation of other concerned international organizations.
    her concerned international organizations.)
  • Initial Off-Block Date  + (The IOBD is not affected by changes requested or notified through the exchange of ATFM messages.)
  • Initial Off-Block Time  + (The IOBT is not affected by changes requested or notified through the exchange of ATFM messages.)
  • Microwave Landing System Channel  + (The MLS angle and data functions shall operate on any one of the 200 channels assigned in the frequencies from 5031.0 to 5090.7 megahertz (MHz) as shown in ICAO Annex 10, Chapter 3, Table A.)
  • True Bearing  + (The Magnetic Bearing added to the Magnetic Variation equals the True Bearing.)
  • Originating Region Code Assignment Method  + (The Originating Region Code Allocation Met
    The Originating Region Code Allocation Method (ORCAM) is provided to permit a flight to respond on the same code to successive units within a [[participating area]]. (source: Commission Regulation (EC) No 2082/2000 of 6 September 2000 adopting Eurocontrol standards and amending Directive 97/15/EC, adopting Eurocontrol standards and amending Council Directive 93/65/EEC)
    and amending Council Directive 93/65/EEC))
  • Route Availability Document  + (The RAD is finalised during the ATFCM strategic planning process.)
  • Reference Business or Mission Trajectory  + (The Reference Business or Mission Trajecto
    The Reference Business or Mission Trajectory (RBT/RMT) is created from the last version of the SBT/SMT. It is associated to the filed flight plan and includes both air and ground segments. It consists of 2D routes (based on published way points and/or pseudo waypoints computed by air or ground tools to build the lateral transitions and vertical profiles); altitude and time constraints where and when required; altitude, time and speed estimates at waypoints, etc. When an RBT/RMT is agreed a NOP update is triggered.
    T/RMT is agreed a NOP update is triggered.)
  • Scrum  + (The SESAR Work Packages B, C and 16.6 appl
    The SESAR Work Packages B, C and 16.6 apply scrum on the level of the work package management. The scrum methodology has been adapted in the framework of the SESAR programme so it can be used on the level of the work package management. Scrum contains a set of predefined processes and roles. The main roles in Scrum and their equivalents in the framework of SESAR are: 1.the “ScrumMaster”, who maintains the processes, in SESAR it is the the Sub-Work Package Manager x.00 2.the “Product Owner”, who represents the stakeholders and the business; this role is performed by the SJU Programme Manager of the Work Package 3.the “Team”, a cross-functional group who do the actual analysis, design, implementation, testing, etc.; the project managers of the Work Package represent the team
    ers of the Work Package represent the team)
  • Standard Instrument Departure  + (The Standard Instrument Departure (SID) represents the departure route of the aircraft to the ACC entry point.)
  • TBS rules  + (The TBS rules are based on a [[Ground Spee
    The TBS rules are based on a [[Ground Speed Profile]] conversion from applying the DBS rules in low headwind conditions. The ground speed profile conversion is based on a reference airspeed profile over the distance based separation to the runway landing threshold that the ICAO DBS rules are applied. The reference airspeed profile is aligned to a 150kt IAS standard reference landing stabilisation speed profile to the runway landing threshold and is aligned to a 170kt IAS standard procedural airspeed profile to 6NM from the runway landing threshold prior to landing speed stabilisation.
    hold prior to landing speed stabilisation.)
  • Trajectory Management Requirement  + (The TMR specifies: 1. The lateral, vertical or time parameters that will trigger the update. 2. The other event driven and periodic trajectory sharing requirements. 3. The data content required.)
  • Touchdown Zone Elevation  + (The Touchdown zone is the portion of a run
    The Touchdown zone is the portion of a runway, beyond the threshold, intended as the first point of contact between landing aircraft and the runway. 1. For fixed wing aircraft the touchdown zone extends from the threshold for a longitudinal distance of 900 metres, except that on runways less than 1800 metres in length, the touchdown zone shall be shortened so that it does not extend beyond the midpoint of the runway. 2. For rotary-wing and vectored-thrust aircraft, the portion of the helipad or runway used for landing.
    of the helipad or runway used for landing.)