Radar: J-Co's Notes

Front 1

(antenna) main bang

Back 1

center of the scope

Front 2

range marks

Back 2

measured in nautical miles
5 NM for approach control
10-20 NM center approach

Front 3

AP

Back 3

anonymous

Front 4

MTI

Back 4

Moving target indicator- any aircraft moving in under 30 knots will not be recognized by scope

Front 5

CP

Back 5

circular polarization- weather with a high enough intensity will only be picked up.

Front 6

Primary radar

Back 6

more reflectivity return rather than secondary.../ actual return sends radar back...??XD??

Front 7

ground clutter

Back 7

shrimp boats? transponder (XPDR)

Front 8

mode A(transponder)

Back 8

responds well with aircraft's beacon code... only valid 50 minutes prior to proposal/ has 6 scopes to tag aircraft--> each scope has own airspace...

Front 9

mode C(transponder)

Back 9

class B airspace requirres this

Front 10

mode S(transponder)

Back 10

TCAS/ GPS

Front 11

CST

Back 11

coast--> not as good read on the transponder?

Front 12

compass rose

Back 12

helpful for vectoring--> the circle degrees shit around the scope. can be de/activated.

Front 13

heading vs. course

Back 13

heading is the direction the a/c's nose is heading. controllers use headings/ course is adjusted for wind?

Front 14

standard turn

Back 14

3 degree-turn per second...

Front 15

chronological order of ATC responsibilities

Back 15

Departure-->center-->approach

Front 16

extent of Departure responsibilities

Back 16

begins 1/2-1 MN out of runway[RADAR CONTACT]--> takes plan out of terminal area via vertical/lateral means to center territory.

Front 17

Mode C transponder acceptable limit of vertical inaccuracy

Back 17

200-300 ft. To correct, check altimeter settings.

Front 18

extent of center responsibilities

Back 18

safely follow the filed route.

Front 19

departure controller's hand off points

Back 19

(500 ft altitude?) changes aircraft's control from terminal to center

Front 20

DTA

Back 20

Departure transition area

Front 21

ATA

Back 21

Arrival transition area

Front 22

SID

Back 22

provides instructions for the airport to the DTA

Front 23

fly-by points

Back 23

a/c doesn't fly over these waypoints

Front 24

fly over points

Back 24

a/c goes over way points

Front 25

STARS/Approach plate

Back 25

Standard Terminal Approach Routes--> join approach to get to final... maintain lateral seperation at FL 60... A slow descent following MEAs/MOCA's and the localizer will occur...

Front 26

low altitude charts

Back 26

used below FL 170.

Front 27

high altitude charts

Back 27

FL 180-->600

Front 28

unusable flight level

Back 28

FL 180 at 29.92... ascension must occur?

Front 29

chracteristics of airways

Back 29

VORs. 8 nautical miles wide --> longest airway is 260 nautical miles... 4.5 degreee defining angle for avoiding VOR error

Front 30

seperation types

Back 30

vertical/ lateral/ longitudinal/ visual

Front 31

MRA

Back 31

minimum reception altitude --> needed for accurate reception

Front 32

cruise

Back 32

flying with no variation of altitude for a specified period of time

Front 33

cruise clearance

Back 33

proceeds to destination at his own descending discretion

Front 34

SCENARIO:
- Tower closes IFR plans
-No controllers at the tower
Pilots within said airspace are responsible for:

Back 34

closing flight plan.

Front 35

radial bearings

Back 35

vectors to join any course

Front 36

SVFR

Back 36

special visual flight rules
1 statute mile, clear of clouds, 3 SM visibility... if VIS is less then revert back to VFR

Front 37

SVFR landings occur in class ___ airspace.

Back 37

C/D.

Front 38

ATC procedures for SVFR landings

Back 38

"Maintain Special VFR conditions while in Class Delta Surface Area. Maintain altitude [not specific ex:
--- TWO-THOUSAND]
I
I
V

Front 39

level of priority: IFR vs. SVFR

Back 39

IFR > SVFR

Front 40

special transition

Back 40

-1 SM prevailing VIS required.
-landing is not an option-> move above lower traffic.

Front 41

ground speed vs airspeed

Back 41

ground speed > airspeed. GS is adjusted for wind change.

Front 42

capital W in a circle

Back 42

A/C in a holding pattern--> not touching down/ not departing/ not transitioning. "touch and go"s

Front 43

clearance void

Back 43

exactly

Front 44

standard holding pattern

Back 44

a/c heading in opposite direction of the traffic pattern--> 1 min[below FL140] 1.5 min [above FL140] four right turns... H symbol determines distance--> top number is intended total distance/ botton number is intended leg distance.

Front 45

EFC

Back 45

Expect further clearance time
use enroute

Front 46

EAC

Back 46

Expect approach clearance time

Front 47

2 types of holding patterns and its components

Back 47

Published and self-created. made up of bearings/radials/airways.

Front 48

six number shit:

090020

Back 48

090 is the radial. 020 is the distance in [NM?]

Front 49

components of a published holding pattern

Back 49

hold [direction] of [location].

Front 50

handoff point out

Back 50

temporary shutoff of frequency due to reentry..saves pilot from frequency change.

Front 51

MCA

Back 51

Minimum clearance altitude

Front 52

MRA comes from

Back 52

radio?

Front 53

MEAs

Back 53

Minimum enroute altitude
-encounters gradual change.
I /\ I
---I / \ I---
I------I

Front 54

PPI

Back 54

Planned Position Indicator? radar scope

Front 55

vector w/

Back 55

headings

Front 56

MVA

Back 56

Minimum Vectoring Altitude

Front 57

MOCA effectivity in terms of distance

Back 57

22 NM

Front 58

R responosibilties

Back 58

???

Front 59

RA resposiblities

Back 59

???

Front 60

OROCA

Back 60

in case a pilot loses airway direction... the altitude needed to keep from crashing into the ground

Front 61

VOR /T

Back 61

25 NM approaches

Front 62

VOR /L

Back 62

Low altitude

Front 63

VOR /H

Back 63

High altitude

Front 64

Cilvilian limitations regarding UHF

Back 64

cant use ezxept with DME

Front 65

VFR capabilties concerning vectoring

Back 65

can vector at any altitude

Front 66

MEA reqiurements

Back 66

Navigating through VOrs must be high enough 4 reception for both VORs