LYCAR AIr Ops-AMC GM - Part DEF - Amendment 1 - Aug 16 - Final
LYCAR AIr Ops-AMC GM - Part DEF - Amendment 1 - Aug 16 - Final
LYCAR AIr Ops-AMC GM - Part DEF - Amendment 1 - Aug 16 - Final
Part CAT
DEFINITIONS
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AMC & GM to LCARs – Air Operations Part DEF Amendment 1
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AMC & GM to LCARs – Air Operations Part DEF Amendment 1
TABLE OF CONTENT
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AMC & GM to LCARs – Air Operations Part DEF Amendment 1
GM to Part Definitions
1August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
2August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
A aeroplane
a/c aircraft
AAC aeronautical administrative communications
AAL above aerodrome level
AAIM aircraft autonomous integrity monitoring
ABAS aircraft-based augmentation system
AC advisory circular
AC alternating current
ACAS airborne collision avoidance system
ADF automatic direction finder
ADG air driven generator
ADS automatic dependent surveillance
ADS-B automatic dependent surveillance - broadcast
ADS-C automatic dependent surveillance - contract
AEA Association of European Airlines
3August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
AEO all-engines-operative
AFFF aqueous film forming foams
AFM aircraft flight manual
AFN aircraft flight notification
AFN ATS facilities notification
AGL above ground level
AHRS attitude heading reference system
AIS aeronautical information service
ALARP as low as reasonably practicable
ALSF approach lighting system with sequenced flashing lights
AMC Acceptable Means of Compliance
AML aircraft maintenance licence
AMSL above mean sea level
A-RNP advanced required navigation performance
ANP actual navigation performance
AOC aeronautical operational control
AOC air operator certificate
APCH AR approach authorisation required
APU auxiliary power unit
APV approach procedure with vertical guidance
ARA airborne radar approach
ARA Authority Requirements for Aircrew
ARO Authority Requirements for Air Operations
ARP Aerospace Recommended Practices
ASC Air Safety Committee
ASDA accelerate-stop distance available
ASE altimeter system error
ATA Air Transport Association
ATC air traffic control
ATIS automatic terminal information service
ATN air traffic navigation
ATPL airline transport pilot licence
ATQP alternative training and qualification programme
ATS air traffic service
ATSC air traffic communication services
AVGAS aviation gasoline
AVTAG aviation turbine gasoline (wide-cut fuel)
AWO all weather operations
4August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
5August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
DH decision height
DI daily inspection
DIFF deck integrated fire fighting system
DLR data link recorder
DME distance measuring equipment
D-METAR data link - meteorological aerodrome report
D-OTIS data link - operational terminal information service
DPATO defined point after take-off
DPBL defined point before landing
DR decision range
DSTRK desired track
EC European Community
ECAC European Civil Aviation Conference
EFB electronic flight bag
EFIS electronic flight instrument system
EGNOS European geostationary navigation overlay service
EGT exhaust gas temperature
ELT emergency locator transmitter
ELT(AD) emergency locator transmitter (automatically deployable)
ELT(AF) emergency locator transmitter (automatic fixed)
ELT(AP) emergency locator transmitter (automatic portable)
ELT(S) survival emergency locator transmitter
EPE estimated position of error
EPR engine pressure ratio
EPU estimated position of uncertainty
ERA en-route alternate (aerodrome)
ERP emergency response plan
ETOPS extended range operations with two-engined aeroplanes
EU European Union
EUROCAE European Organisation for Civil Aviation Equipment
EVS enhanced vision system
FAA Federal Aviation Administration
FAF final approach fix
FALS full approach lighting system
FANS future air navigation systems
FAP final approach point
FAR Federal Aviation Regulation
FATO final approach and take-off
6August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
FC flight crew
FCL flight crew licensing
FCOM flight crew operating manual
FDM flight data monitoring
FDO flying display operation
FDR flight data recorder
FFS full flight simulator
FGS flight control/guidance system
FI flight instructor
FLIPCY flight plan consistency
FLTA forward-looking terrain avoidance
FMECA failure mode, effects and criticality analysis
FMS flight management system
FNPT flight and navigation procedures trainer
FOD foreign object damage
FOSA flight operational safety assessment
fpm feet per minute
FSTD flight simulation training device
FRT fixed radius transition
ft feet
FTD flight training device
FTE full time equivalent
FTL flight and duty time limitations
FTE flight technical error
g gram
GAGAN GPS aided geo augmented navigation
GBAS ground-based augmentation system
GCAS ground collision avoidance system
GEN general
GIDS ground ice detection system
GLS GBAS landing system
GM Guidance Material
GMP general medical practitioner
GNSS global navigation satellite system
GPS global positioning system
GPWS ground proximity warning system
H helicopter
HEMS helicopter emergency medical service
7August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
HF high frequency
Hg mercury
HHO helicopter hoist operation
HIALS high intensity approach lighting system
HIGE hover in ground effect
HLL helideck limitations list
HOGE hover out of ground effect
HoT hold-over time
hPa hectopascals
HPL human performance and limitations
HUD head-up display
HUDLS head-up guidance landing system
HUMS health usage monitor system
IAF initial approach fix
IALS intermediate approach lighting system
ICAO International Civil Aviation Organization
IDE instruments, data and equipment
IF intermediate fix
IFR instrument flight rules
IFSD in-flight shutdown
IGE in ground effect
ILS instrument landing system
IMC instrument meteorological conditions
in inches
INS inertial navigation system
IP intermediate point
IR Implementing Rule
IR instrument rating
IRS inertial reference system
ISA international standard atmosphere
ISO International Organization for Standardization
I intravenous
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
kg kilograms
km kilometres
kt knots
LDA landing distance available
8August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
9August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
MM multi-mode
MMEL master minimum equipment list
MNPS minimum navigation performance specifications
MOC minimum obstacle clearance
MOCA minimum obstacle clearance altitude
MOPSC maximum operational passenger seating configuration
MORA minimum off-route altitude
MPSC maximum passenger seating capacity
MSA minimum sector altitude
MSAS multi-functional satellite augmentation system
MTCA minimum terrain clearance altitude
N North
NADP noise abatement departure procedure
NALS no approach lighting system
NCC non-commercial operations with complex motor-powered aircraft
NCO non-commercial operations with other-than-complex motor-powered aircraft
NF free power turbine speed
NG engine gas generator speed
NM nautical miles
NOTAM notice to airmen
NOTECHS non-technical skills evaluation
NOTOC notification to captain
NPA non-precision approach
NPA Notice of Proposed Amendment
NSE navigation system error
NVD night vision device
NVG night vision goggles
NVIS night vision imaging system
OAT outside air temperature
OCH obstacle clearance height
OCL oceanic clearance
ODALS omnidirectional approach lighting system
OEI one-engine-inoperative
OFS obstacle-free surface
OGE out of ground effect
OIP offset initiation point
OM operations manual
OML operational multi-pilot limitation
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12 August 2016
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14 August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
15 August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
‘Flight crew resilience’ means the ability of a flight crew member to recognise, absorb and
adapt to disruptions.
‘Fidelity level’ means the level of realism assigned to each of the defined FSTD features.
‘Flight path’ means the trajectory or path of the aeroplane travelling through the air over a
given space of time.
‘Flight path management’ means active manipulation, using either the aeroplanes
automation or manual handling, to command the aeroplane flight controls to direct the
aeroplane along a desired trajectory.
‘Load factor’ factor means the ratio of a specified load to the weight of the aeroplane, the
former being expressed in terms of aerodynamic forces, propulsive forces, or ground
reactions.
‘Loss of control in flight (LOCI)’ means a categorisation of an accident or incident
resulting from a deviation from the intended flight path.
‘Manoeuvre-based training’ means training that focuses on a single event or manoeuvre in
isolation. ‘Negative training’ means training which unintentionally introduces incorrect
information or invalid concepts, which could actually decrease rather than increase safety.
‘Negative transfer of training’ means the application (and ‘transfer’) of what was learned in
a training environment (i.e., a classroom, an FSTD) to normal practice, i.e. it describes the
degree to which what was learned in training is applied to actual normal practices. In
this context, negative transfer of training refers to the inappropriate generalisation of
knowledge and skill to a situation or setting in normal practice that does not equal the
training situation or setting.
‘Post-stall regime’ means flight conditions at an angle of attack greater than the critical angle
of attack. ‘Scenario-based training’ means training that incorporates manoeuvres into real-
world experiences to cultivate practical flying skills in an operational environment.
‘Stall’ means a loss of lift caused by exceeding the aeroplane’s critical angle of attack.
Note: A stalled condition can exist at any attitude and airspeed, and may be recognised by
continuous stall warning activation accompanied by at least one of the following:
(a) buffeting, which could be heavy at times;
(b) lack of pitch authority and/or roll control; and
(c) inability to arrest the descent rate.
‘Stall Event’ means an occurrence whereby the aeroplane experiences conditions
associated with an approach-to-stall or a stall.
‘Stall (event) recovery procedure’ means the manufacturer-approved aeroplane-specific
stall recovery procedure. If an OEM-approved recovery procedure does not exist, the
aeroplane-specific stall recovery procedure developed by the operator, based on the
stall recovery template contained in GM5 ORO.FC.220&230, may be used.
‘Stall warning’ means a natural or synthetic indication provided when approaching a
stall that may include one or more of the following indications:
(dd) aerodynamic buffeting (some aeroplanes will buffet more than others);
(ee) reduced roll stability and aileron effectiveness;
(ff) visual or aural cues and warnings;
(gg) reduced elevator (pitch) authority;
(hh) inability to maintain altitude or arrest rate of descent; and
(ii) stick shaker activation (if installed).
Note: A stall warning indicates an immediate need to reduce the angle of attack.
‘Startle’ means the initial short-term, involuntary physiological and cognitive reactions to
an unexpected event that commence the normal human stress response.
‘Stick pusher’ means a device that, automatically applies a nose down movement and pitch
force to an aeroplane’s control columns, to attempt to decrease the aeroplane’s angle of
16 August 2016
AMC & GM to LCARs – Air Operations Part DEF Amendment 1
attack. Device activation may occur before or after aerodynamic stall, depending on the
aeroplane type.
Note: A stick pusher is not installed on all aeroplane types.
‘Stick shaker’ means a device that automatically vibrates the control column to warn the
pilot of an approaching stall.
Note: A stick shaker is not installed on all aeroplane types.
‘Stress (response)’ means the response to a threatening event that includes
physiological, psychological and cognitive effects. These effects may range from positive
to negative and can either enhance or degrade performance.
‘Surprise’ means the emotionally-based recognition of a difference in what was expected
and what is actual.
‘Threat’ means events or errors that occur beyond the influence of the flight crew, increase
operational complexity and must be managed to maintain the margin of safety.
‘Threat management’ means the process of detecting and responding to threats with
countermeasures that reduce or eliminate the consequences of threats and mitigate the
probability of errors or undesired aircraft states.
‘Train-to-proficiency’ means approved training designed to achieve end-state performance
objectives, providing sufficient assurances that the trained individual is capable to
consistently carry out specific tasks safely and effectively.
Note: In the context of this definition, ‘train-to-proficiency’ can be replaced by ‘training-to-
proficiency’.
‘Undesired aircraft state’ means flight crew-induced aircraft position or speed deviation,
misapplication of controls, or incorrect systems configuration, associated with a reduction
in margins of safety.
Note: Undesired states can be managed effectively, restoring margins of safety, or flight crew
response(s) can induce an additional error, incident, or accident.
Note: All countermeasures are necessary flight crew actions. However, some countermeasures to
threats, errors and undesired aircraft states that flight crew employ, build upon ‘hard’/systemic-
based resources provided by the aviation system.
‘Unsafe situation’ means a situation, which has led to an unacceptable reduction in safety
margin.
17 August 2016