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A list of all pages that have property "Note" with value "The actual start up approval (ASAT) can be given in advance of TSAT". 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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  • 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.)
  • Date of flight  + (The [[IFPS]] shall accept a date of flight
    The [[IFPS]] shall accept a date of flight for any flight; it is recommended to include the date of flight in all flight plans and associated messages submitted to the IFPS for processing. The IFPS shall not accept any flight plan filed more than 120 hours (5 days) in advance.
    d more than 120 hours (5 days) in advance.)
  • Ab initio trainee controller  + (The ab initio phase ends after institutional training, before entering into on-the-job training (OJT).)
  • Automatic Dependent Surveillance-Contract  + (The abbreviated term “ADS contract” is commonly used to refer to ADS event contract, ADS demand contract, ADS periodic contract.)
  • Aircraft Identification (NMD)  + (The abbreviation ARCID is used within EUROCONTROL/Network Manager Directorate.)
 (The actual start up approval (ASAT) can be given in advance of TSAT)
  • Target Start Up Approval Time  + (The actual start up approval (ASAT) can be given in advance of TSAT.)
  • Expected approach time  + (The actual time of leaving the holding fix will depend upon the approach clearance. ''(same source)'')
  • Aerodrome Reference Point  + (The aerodrome reference point shall be located near the initial or planned geometric centre of the aerodrome and shall normally remain where first established.)
  • Aeronautical Information Service  + (The aeronautical information service provides aeronautical information e.g. for pre-flight planning processes e.g. NOTAMS, the Aeronautical Information Publications (e.g. Aerodrome Ground Movement Chart).)
  • Milestone Approach Concept Element  + (The aim is to achieve a common situational awareness and to predict the forthcoming events for each flight with off-blocks and take off as the most critical events.)
  • Aircraft operating manual  + (The aircraft operating manual is part of the operations manual. (''same source''))
  • Airworthiness Directive  + (The airworthiness directive is the most commonly encountered form of the 'mandatory continuing airworthiness information' mentioned in Annex 8.)
  • Area Minimum Altitude  + (The area is normally specified by a pair of geographic parallels and a pair of geographic meridians.)
  • Assemble  + (The assemble phase includes checking the data and ensuring that detected errors and omissions are rectified.)
  • Vortex ring  + (The cause of what might be termed secondar
    The cause of what might be termed secondary vortex ring is the recycling of the normal main rotor tip vortices into the induced airflow of inner blade sections of the rotor. This condition is possible when the rate of descent of a helicopter is greater than half the air speed induced by the rotor and results in airflow of the inner blade sections changing from downward relative to the rotor disk to upwards. The boundary along the rotor disc at which the upward motion of the inner blade sections meets the normal downward motion of the outer blade sections produces the severe airflow instability of the ‘vortex ring’ and the resultant aerodynamic inefficiencies. The vortex ring condition is an unstable one. If it is allowed to continue, loss of control in rough air conditions will occur as the ring moves outwards along the blade span until there is no lift at all. (''same source'')
    there is no lift at all. (''same source''))
  • Information Exchange Requirement  + (The characteristics described include sour
    The characteristics described include source, recipients, content, size, timeliness, security and trigger. IERs are defined as independent of the communications medium. An IER may express both current and future requirements.An information element is the descriptor of the content in the IER.
    the descriptor of the content in the IER.)
  • Volcanic ash  + (The chemical composition and abrasiveness of the particles can seriously affect aircraft and also machinery on the ground. If it is blown into the stratosphere and it is thick enough, it can decrease the global temperature)
  • Terminal Arrival Altitude  + (The combined TAAs associated with an appro
    The combined TAAs associated with an approach procedure shall account for an area of 360 arc degrees around the IF. Terminal Arrival Areas may be provided for RNAV approaches to facilitate descent and entry to the 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 base, and left base.
    s: straight-in, right base, and left base.)
  • Trajectory Adjustment through Constraint of Time  + (The concept has to be applicable under the condition that it implies minimum or no speed adjustment to the involved aircraft in order to preserve as much as possible the optimum flight profile.)
  • Controlled Airspace  + (The controlled airspace includes control areas, airways and control zones and, depending on type of flight and air traffic service provided is classified as class A,B,C,D, and E.)
  • Instrument Landing System Critical Area  + (The critical area is protected because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space.)
  • Climb Cruise Operations  + (The cruise climb technique provides an opt
    The cruise climb technique provides an optimum fixed rate of climb and a certain number of intermediate altitude steps (from initial to final block altitude), which leads the vertical flight profile to remain as close as possible around the optimum flight level.
    possible around the optimum flight level.)
  • Instrument Landing System Glide Path  + (The descent information is that locus of points in the vertical plane containing the runway centre line at which the receiver indicator deflection is zero.)
  • Secondary Power Description  + (The description may include power available and switch-over time.)
  • Predefined Route  + (The designated ATS route, or Waypoints and other attributes that constitute it, is coded in an aircraft’s navigation database and used by the FMS (among other elements) for trajectory computation.)
  • Procedure Designator  + (The designator is a shortened form of the procedure identification, in accordance with the appropriate organisational naming convention.)
  • Serious incident  + (The difference between an accident and a serious incident lies only in the result. (''same source''))
  • Military Variable Profile Area  + (The dimensions of these military training
    The dimensions of these military training areas (MTA) are published for identification and consideration. In general, a MTA consists of several sub-parts in form of defined airspace modules. Depending on individual military mission profiles the airspace dimension required for the specific operational training or exercises will be flexibly composed by combination of one or more allocated sub-parts to a suitable airspace block. The optimum airspace required can be simulated through respective tools.
    can be simulated through respective tools.)
  • Special Activity Airspace  + (The dimensions of this airspace are progra
    The dimensions of this airspace are programmed into URET and can be designated as either active or inactive by screen entry. Aircraft trajectories are constantly tested against the dimensions of active areas and alerts issued to the applicable sectors when violations are predicted. (Note source: FAA Pilot-Controller glossary)
    ote source: FAA Pilot-Controller glossary))
  • Azimuth change pulses  + (The encoding device may give its output in serial or parallel form, but typically provides 4096 pulses (12 bit encoding), 16 384 pulses (14 bit encoding) or 65 536 pulses (16 bit encoding) in serial form per 360° of azimuth rotation.)