AAK CPL (Kazakhstan) key terms

The altitude above which a pilot changes the altimeter from local QNH to standard pressure 1013.25 hPa. It is published for each aerodrome and marks the boundary between altitude references and flight levels.

The lowest flight level available for use above the transition altitude. It is normally the first flight level at or above the transition altitude plus a buffer, ensuring at least 1000 ft separation from the TA.

The altimeter subscale setting that makes the instrument indicate elevation above mean sea level when on the ground at that location. Used below the transition altitude for terrain clearance and aerodrome circuit work.

The altimeter subscale setting that makes the instrument read zero on the aerodrome reference point. It shows height above the aerodrome rather than altitude above sea level, useful in the traffic circuit.

An altitude expressed in hundreds of feet referenced to standard pressure 1013.25 hPa, written as FL plus three digits. Used above the transition altitude so all aircraft share a common pressure datum.

The rule assigning cruising flight levels by magnetic track: tracks 000–179 degrees use odd levels, tracks 180–359 degrees use even levels. It provides vertical separation between aircraft flying in opposite directions.

Visual Meteorological Conditions: weather conditions meeting published minima of visibility and distance from cloud, permitting flight under visual flight rules. If conditions fall below these minima, the flight must operate under IFR.

Instrument Meteorological Conditions: weather below the required visual minima, where flight must follow instrument flight rules and navigation relies on aircraft instruments rather than outside visual reference.

A clearance allowing a VFR flight to operate within a control zone in conditions below VMC, subject to ATC approval and specified visibility and cloud-clearance limits. It is normally available only during day and with pilot request.

Controlled airspace extending from the surface to a specified upper limit around an aerodrome, protecting approach and departure paths. Flight inside requires an ATC clearance and radio contact.

An authorisation from ATC for an aircraft to proceed under specified conditions. It is not an instruction to fly unsafe; the pilot remains responsible for terrain clearance and for reading back mandatory items.

The obligation to repeat back to ATC safety-critical clearance elements such as route, level, heading, speed, runway and altimeter settings. Correct read-back confirms the pilot has correctly understood the instruction.

A four-digit octal code set on the transponder to identify the aircraft on secondary surveillance radar. Codes are assigned by ATC or prescribed for emergencies such as 7700, 7600 and 7500.

An airborne receiver-transmitter that replies to radar interrogations, transmitting identity code and, in Mode S or Mode C, pressure altitude. It enables ATC to identify aircraft and monitor their level.

A ground radar system that interrogates aircraft transponders and displays the replies with identity and altitude. It gives range and bearing plus coded data, unlike primary radar which relies on skin reflection.

A ground radio beacon transmitting on 108–117.95 MHz that lets a receiver determine the magnetic bearing from the station. Radial information supports airway navigation and position fixing.

The magnetic bearing from a VOR station outward to the aircraft, measured clockwise from magnetic north. A radial of 090 means the aircraft lies east of the station.

A system that measures slant range between aircraft and a ground transponder by timing pulse exchanges. It displays distance in nautical miles and is often paired with VOR or ILS.

A precision approach aid providing lateral guidance from a localiser and vertical guidance from a glide path, plus marker or DME distance fixes. It allows approaches to low decision heights when approved.

The vertical guidance beam of an ILS, typically set at a 3-degree angle, leading the aircraft to the runway touchdown zone. Deviations are displayed on the glide slope indicator.

A specified altitude on a precision approach at which a missed approach must be initiated if the required visual reference is not established. It is referenced to mean sea level, unlike decision height.

The point on a non-precision approach at which the missed approach must begin if the runway environment is not in sight. It is defined by distance, DME or a navigation fix.

The lowest altitude permitted on a non-precision approach before visual reference is acquired. Descent below MDA is not allowed unless the required visual cues are visible.

Pressure altitude corrected for non-standard temperature. High density altitude reduces engine power, propeller thrust and wing lift, lengthening takeoff and landing runs, especially at hot high-elevation aerodromes.

The altitude indicated when the altimeter is set to 1013.25 hPa. It is the basis for performance charts and for computing density altitude from temperature.

The point where the aircraft's total weight is considered to act. It must stay within a certified forward and aft range for stable control, adequate rotation and safe stall behaviour.

The calculation confirming that takeoff and landing masses and the centre of gravity position lie within certified limits. It uses empty mass, moment arms of loaded items and fuel.

The highest mass at which the aircraft is certified to begin takeoff, limited by structure, performance or both. Exceeding it invalidates performance data and may overstress the airframe.

The runway length required to accelerate, rotate and reach a specified height, corrected for pressure altitude, temperature, mass, wind and slope. It must not exceed the available distance.

The angle between the wing chord line and the relative airflow. Lift increases with AoA up to the critical angle, beyond which the wing stalls regardless of airspeed.

The angle of attack at which airflow separates from the wing and lift reaches its maximum. Any further increase causes a stall, and the wing always stalls at this same angle.

A condition in which the wing exceeds its critical angle of attack, causing airflow separation and a sudden loss of lift. Recovery requires reducing AoA by lowering the nose.

Drag created as a by-product of lift, caused by wingtip vortices and downwash. It is greatest at low speed and high angle of attack and decreases as speed increases.

The ratio of total lift to aircraft weight, expressed in g. It increases in turns and pull-ups; higher load factor raises stall speed and structural stress.

A shortage of oxygen reaching body tissues, causing impaired judgement, euphoria and loss of colour vision before unconsciousness. It can occur insidiously above 10000 ft without supplemental oxygen.

The period after loss of oxygen supply during which a person can still take corrective action before becoming incapacitated. It shortens rapidly as altitude increases above 35000 ft.

A false perception of aircraft attitude or motion caused by misleading vestibular and visual cues, especially without external visual reference. Recovery depends on trusting instruments rather than sensations.

The systematic pattern of eye movements a pilot uses to cross-check flight instruments, combining attitude, performance and navigation indications. An effective scan prevents fixation and omission errors.

The deliberate prioritisation of tasks so that attention is allocated to the most safety-critical actions first. It uses techniques such as aviate-navigate-communicate and task shedding under high demand.

The effective use of all available resources, including crew, equipment and information, to achieve safe flight. It covers communication, leadership, situational awareness and decision-making.

A pilot's accurate perception and understanding of aircraft state, environment and future trends. Loss of it often precedes errors such as level busts or runway incursions.

The standard pressure setting 1013.25 hPa used in the altimeter above the transition altitude. With QNE set, the altimeter displays pressure altitude, which is read as a flight level.

The prescribed wording and structure used in radio communication so that messages are clear, brief and unambiguous. It reduces misunderstanding, especially when English is not the pilot's first language.

The international radiotelephony distress signal, spoken three times, indicating grave and imminent danger requiring immediate assistance. It has absolute priority over all other transmissions.

The international radiotelephony urgency signal, spoken three times, used when a situation is urgent but does not require immediate distress assistance. It ranks below Mayday but above all routine traffic.

The pressure value set on the altimeter subscale so the instrument displays the intended reference, such as QNH or standard pressure. Incorrect setting is a classic cause of level busts.

The lowest altitude providing a specified terrain clearance within a defined area or sector, usually 1000 ft in non-mountainous terrain. It is published on approach charts for emergency reference.

The accumulation of ice on airframe surfaces from supercooled water droplets in cloud or precipitation. It adds weight and destroys lift while degrading propeller and pitot performance.

Ice forming inside a carburettor as fuel vaporises and pressure drops, chilling the air. It can occur at outside temperatures well above freezing and causes a gradual, sometimes unnoticed, power loss.

The aircraft system that supplies ram and static pressure to the airspeed indicator, altimeter and vertical speed indicator. Blockages or icing cause false readings that can mislead the pilot.

A self-contained engine ignition device producing high voltage for the spark plugs without relying on the aircraft battery. Two magnetos give redundancy, checked during the pre-flight run-up.

The systematic walk-around and checks of the aircraft before flight, covering structure, controls, fluids, tyres and documentation. It is the pilot's final opportunity to detect defects on the ground.

A circle on the Earth's surface whose plane passes through the Earth's centre, representing the shortest path between two points. Long-distance navigation and chart projections are based on it.

A line crossing every meridian at the same angle, appearing straight on a Mercator chart. It is easy to fly with a constant heading but is longer than a great circle except along the equator or meridians.

The angular difference between true north and magnetic north at a given place, varying with location and slowly over time. It must be applied when converting between true and magnetic directions.

The error in a magnetic compass caused by the aircraft's own magnetic fields, such as electrical currents and engine components. It is recorded on a compass correction card and varies with heading.

The main structure of the aircraft, including fuselage, wings, empennage and landing gear, excluding the powerplant and systems. It carries aerodynamic and landing loads and houses occupants and equipment.