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31 Cards in this Set
- Front
- Back
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MDA
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minimum descent altitude (msl)-- the minimum for a non-precision approach where one either continues landing or goes missed based upon whether any of the 10 things are visible (91.173).
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DA
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decision alt - dh in msl, not agl.
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DH
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decision height (agl) - the minimum for a precision approach, when one reaches the altitude on the glide slope (with lateral) and either continues the descent or goes missed.
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TDZE
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touch down zone elevation - the highest elevation in the first 3000 feet of the runway.
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NoPT
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no procedure turn allowed
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VDP
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visual descent point - for rnav-equipt aircraft to continue a descent as an additional step down fix. special equip and pilot certification required.
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MEA
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minimum en route altitude - minimum for a route that assures obstacle clearance and nav reception for navaids defining the route.
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MOCA
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minimum obstacle clearance altitude - minimum alt that assures obtacles clearance (1000' in non-mts regions and 2000' feet in mts regions), and vor reception within 22 nm of a vor. pilots can request moca if within 22 nm of a vor.
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MAA
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max authorized altitude - to prevent interference from other navaids (dme/vor could be reading from separate facilities if up too high).
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MCA
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minimum crossing altitude - the minimum alt for crossing a point - assures navigational reception for navaids not on the actual route.
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CIRCLE TO LAND
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if the approach course is > 30 degrees off from a runway, the a/c will have to cirle to land -- circle and land at one of the runways. requires higher minimums, and note protected areas based on category - a/c speed.
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CLEARED AS FILE
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after dp and altitude specified, the phrase indicates the route will follow the route filed in the flight plan, and any alterations will be given by controller.
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EFC
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expect further clearance - a time/location at which point the pilot can expect another clearance from atc. important for planning and lost comm procedures.
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IAF
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initial approach fix - point(s) where an approach can begin.
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FAF
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final approach fix - where the final segment of an approach begins. note also fawp, fap.
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HAA
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height above airport.
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HAT
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height above threshold (not nec. haa).
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TCH
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minimum sector/safe altitude - given in approach plates as cirle with mins in separate sectors, usually covering 25 nm radius off of main approach navaid. radii different from 25 nm will be specified. provides obstacle clearance, not nec. communication or navaid capability -- emergency info.
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OPTION APPROACH
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cleared for the option -- at the discretion of the pilot.
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RADAR CONTACT
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your squawk code has appeared on atc's radar screen, as secondary return (if capable).
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RADAR SERVICE TERMINATED
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they won't track you anymore on radar, and you are free to go to tower or vfr. but don't change your squawk code until you are explicitly told to do so.
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INDICATED ALTITUDE
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Altitude showed by the instrument.
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RUNWAY ENVIRONMENT
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The airport itself.
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TRUE ALTITUDE
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your height above msl, calculated from indicated altitude to calibrated altitude (if the conversion is available) to pressure altitude plus temperature to true altitude.
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PRESSURE ALTITUDE
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your height above the standard datum plane; your altitude if the altimeter is set to 29.92. or get the altimeter setting, subtract it from 29.92, and multiple times 1000. add or subtract the result from the field elevation: la viola, the pressure altitude.
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DENSITY ALTITUDE
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the altitude used for performance determinations, pressure altitude corrected for non-standard temperature. take the temperature in C, subtract 15 (for msl), and subtract 2 degrees for every thousand feet. multiply that number times 120, and add/subtract to/from pressure altitude => density altitude. note 8000/10,000 limitations in the schweizer.
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ABSOLUTE ALTITUDE
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your height above the ground. (radar altimeter is helpful here. note cfit equipment.)
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INDICATED AIRSPEED
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what the airspeed indicator reads.
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CALIBRATED AIRSPEED
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airspeed corrected for installation and instrument errors - see table in the Aircraft's Information Manual or POH.
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EQUIVALENT ALTITUDE
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correction for compression error in the pitot tube - not an issue for a/c with the airspeeds we fly. used for high-speed a/c.
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TRUE AIRSPEED
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actual speed of aircraft through the air. can be calculated from calibrated a/s with pressure altitude and temperature. note that true a/s goes up as altitude increases because air pressure goes down, so diaphragm in the a/s indicator can expand more.
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