ATPL 070 Operational Procedures key terms

The lowest conditions of visibility, cloud base or runway visual range in which an aircraft may take off, approach or land at a given aerodrome, set by the operator for each approach type and aircraft category.

The altitude or height on a precision or approach-with-vertical-guidance procedure at which a missed approach must be initiated if the required visual reference has not been established.

The lowest altitude or height on a non-precision approach to which descent may be continued without the required visual reference; descent below it is not permitted unless the aeroplane can be landed normally.

The range over which a pilot on the runway centreline can see the runway surface markings or lights; reported by instruments and used as the controlling visibility value for low-visibility approaches.

An instrument approach in which the aircraft flies an approach procedure to one runway and then manoeuvres visually to align with and land on a different runway, using circling minima.

Approaches and take-offs conducted when RVR or cloud base is below specified values, requiring specific crew qualification, aerodrome facilities, lighting and often low-visibility procedures in force.

The document, granted by the competent authority, approving the operator's scope of operations and specific authorisations such as approach categories, RVSM, ETOPS, dangerous goods or special navigation areas.

The set of documents, comprising Parts A to D as applicable, that prescribe the operator's procedures, limitations and instructions for flight crew and ground staff and must be complied with by them.

Written, normalised sequences of crew actions and checks for each phase of flight and for defined abnormal situations, designed to ensure consistent, coordinated and safe operation.

An operator-specific document, approved by the authority, that lists items of equipment which may be inoperative while the aircraft is dispatched, together with the associated operational, maintenance and crew limitations.

The authority-approved baseline document for an aircraft type from which each operator derives its own MEL, listing equipment that may be inoperative and the associated rectification intervals and conditions.

A list, approved by the aircraft certification authority, of external missing or non-standard parts, such as fairings, that may be accepted for flight with associated performance penalties and limitations.

Training and operating philosophy aimed at using all available human and technical resources, including communication, leadership, teamwork and decision-making, to manage flight safely and efficiently.

A framework in which crews identify external threats and crew errors, apply countermeasures, and manage any resulting undesired aircraft state to maintain safety margins.

The period commencing when a crew member is required to report for duty and ending when the aircraft finally comes to rest at the end of the last flight, including any positioning and ground time as defined by the rules.

The time from the moment the aircraft first moves under its own power for the purpose of flight until it comes to rest after landing, as logged for flight and duty time limitation purposes.

A defined, uninterrupted period during which a crew member is free of all duties and responsibilities and has adequate opportunity to rest before the next duty.

A data-driven system, approved by the authority, that monitors and manages fatigue risks through scheduling, reporting and mitigation, used as an alternative or supplement to prescriptive flight time limits.

The exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of safety and regularity, together with the responsibility for that decision.

The document prepared by the operator for a specific flight, covering routing, fuel, mass and balance, performance and alternates, which must be accepted by the pilot-in-command before departure.

The information submitted to air traffic services about the intended flight of an aircraft, including identification, route, level and timing, used for traffic organisation, alerting and search and rescue.

A point on a long-range route from which the flight can be planned to continue to the destination or divert to an en-route alternate, allowing reduced fuel if the aircraft is above a specified weight.

The minimum fuel quantity that must remain on arrival, calculated to allow the aircraft to fly for a defined period, typically 30 minutes at holding speed at 1,500 ft above the alternate or destination.

Fuel carried to cover unforeseen factors such as weather, routing or traffic deviations, usually a percentage of trip fuel, an amount based on statistical analysis, or fuel to a contingency alternate.

The fuel required to fly from the destination to the designated alternate aerodrome, including an approach and landing, when a destination alternate is required by the rules.

An aerodrome where a suitable destination alternate is not available, requiring additional fuel to hold for a defined period and to reach a specified alternate, under authority-approved conditions.

The continuous monitoring and recording of fuel remaining against planned figures, with defined decision points and actions such as diversion or landing when fuel reaches specified thresholds.

The calculation of take-off distances, climb gradients and obstacle clearance for the actual mass, temperature, pressure, wind and runway condition, ensuring the aircraft can safely complete the take-off.

The length of the take-off run available plus any stopway, defining the distance within which the aircraft must be able to stop after a rejected take-off at the critical engine failure speed.

The runway length at which the accelerate-stop distance equals the take-off distance required to reach a defined height with one engine failed, giving the maximum permissible take-off mass for the field.

The document showing the distribution of mass, the calculated centre of gravity and the limits for a specific flight, signed and accepted before departure.

The forward and aft boundaries of centre of gravity position within which the aircraft may be operated, ensuring controllability, performance and structural loading remain acceptable.

The mass of the aircraft including traffic load but excluding usable fuel; it must not exceed the maximum zero fuel mass and is used to check structural and centre of gravity limits.

Articles or substances capable of posing a risk to health, safety, property or the environment, which are forbidden on aircraft or permitted only under the technical instructions with specified packaging, documentation and stowage.

The transport document completed by the shipper that identifies the dangerous goods, their class, packing group, quantity and packing, and certifies compliance with the applicable technical instructions.

The written information given to the pilot-in-command before loading, describing dangerous goods carried, their location on board and any special handling requirements, including for passenger baggage.

Equipment carried on board for use in emergencies, such as fire extinguishers, oxygen, life jackets, liferafts, escape slides, first-aid kits and emergency locator transmitters, with specified quantities and checks.

The operator-prescribed actions and checklists for situations such as fire, decompression, ditching, evacuation or hijacking, including crew coordination, passenger management and communication with ATS.