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The Airport Movement Area Safety System (AMASS) visually and aurally prompts tower controllers to respond to situations which potentially compromise safety. AMASS is an add-on enhancement to the host Airport Surface Detection Equipment Model 3 (ASDE-3) radar that provides automated aural alerts to potential runway incursions and other hazards.
An aircraft held on the ground incurs costs, consequently airlines plan operations to minimise ground time. It is common practice for airlines and aircraft ground handling to have contracts based on a bonus–malus system, penalising the causative agent for delays caused. Delay code properties cover nine category sets for delay.
A ground proximity warning system (GPWS) is a system designed to alert pilots if their aircraft is in immediate danger of flying into the ground or an obstacle. The United States Federal Aviation Administration (FAA) defines GPWS as a type of terrain awareness and warning system (TAWS). [ 1 ]
Minimum safe altitude warning (MSAW) is an automated warning system for air traffic controllers (ATCO). It is a ground-based safety net intended to warn the controller about increased risk of controlled flight into terrain accidents by generating, in a timely manner, an alert of aircraft proximity to terrain or obstacles.
The civilian aircraft frequency for voice distress alerting is 121.5 MHz. Military aircraft use 243 MHz (which is a harmonic of 121.5 MHz, and therefore civilian beacons transmit on this frequency as well). Aircraft can also signal an emergency by setting one of several special transponder codes, such as 7700.
TCAS I is a cheaper but less capable system than the modern TCAS II system introduced for general aviation use after the FAA mandate for TCAS II in air transport aircraft. TCAS I systems are able to monitor the traffic situation around a plane (to a range of about 40 miles) and offer information on the approximate bearing and altitude of other ...
NTSB investigators reported discovering critical controls on some Boeing 737s — including its MAX airplanes — could jam after discovering a part that could fail.
Non-discrete mode A code reserved use in mode S radar/ADS-B environment where the aircraft identification will be used to correlate the flight plan instead of the mode A code. [1] US: Used exclusively by ADS-B aircraft to inhibit mode 3A transmission. [3] US: Non-discrete code assignments in accordance with FAA Order JO 7110.65, 5-2.