Aviation abbreviations and acronyms:

A/C Aircraft
ACAS Airborne Collision Avoidance System
ACARS Aircraft Communication and Addressing Reporting System
ACI Airports Council International
ACMS Aircraft Condition Monitoring System
ACC Active Clearance Control
AD Airworthiness Directive
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADS Automatic Dependent Surveillance
ADV German Airports Association
AFCS Automatic Flight Control System
AFDS Autopilot Flight Director System
AFS Aeronautical Fixed Service
A/D aerodrome
AGL Above ground level
AHRS Attitude Heading Reference System
AIP Aeronautical Information Publication
ALS Approach Lighting System
AMSL Above Mean Sea Level
ANSP Air Navigation Service Provider
AOA Angle of Attack
AOC Air Operator's Certificate
AOM Airport/Aerodrome Operating Minima
APU Auxiliary Power Unit
A/P airplane (US), aeroplane (ICAO)
AR Authorization Required
ARINC Aeronautical Radio Inc.
ARTCC Air Route Traffic Control Centers
ASDA Association for Scientific Development of Air Traffic Management in Europe

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 B Blue
BA Braking action
BASA Bilateral Aviation Safety Agreement
BASE Cloud Base (met)
BASI Bureau of Air Safety Investigation (now part of ATSB)
BCFG Fog Patches (met)
BCN Beacon (aeronautical ground light)
BCST Broadcast
BDRY Boundary
BECMG Becoming
Manually controlled mode for constant speed propellers or turbo prop
BETA
aircraft
BFR Before
BIP-M Basic Instruction Package for Meteorologists
BIPMT Basic Instruction Package for Meteorological Technicians
BITE Built In Test Equipment
BKN Broken (cloud descriptor) (met)
BL... Blowing (followed by DU=dust, SA=sand or SN=snow)
BLDG Building
BLO Below Clouds
BLW Below
BOM Bureau of Meteorology
BOMB Bombing
BR Mist
BRF Short (used to indicate type of approach)
BRG Bearing
BRKG Braking
BRW Brakes release weight
BS Broadcasting Station (Commercial)

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 BTL Between Layers
BTN Between

CAA Civil Aviation Authority

CAS Calibrated airspeed
CFIT Controlled Flight Into Terrain
CG Center of Gravity
CMV Converted Meteorological Visibility
CPDLC Controller Pilot Data Link Communications
CTAF Common Traffic Advisory Frequency
CVR Cockpit Voice Recorder

DA/H Decision Altitude / Height (rel. to THR) See Instrument Landing System
DER Departure End of Runway
DG Directional Gyro
DLR German Aerospace Center / Deutsches Zentrum für Luft- und Raumfahrt e.V.
DME Distance Measuring Equipment
DR Dead reckoning

EAS Equivalent airspeed

EASA European Aviation Safety Agency
ECAM Electronic Centralised Aircraft Monitor
ECET End of civil evening twilight
EICAS Engine Indicator and Crew Alert System
E-LSA Experimental light-sport aircraft
ELT Emergency Locator Transmitter
EPR Engine Pressure Ratio
ESA Emergency Safe Altitude
EFIS Electronic Flight Instrument System
EUROCAE European Organisation for Civil Aviation Equipment

FAA U.S. Department of Transportations' Federal Aviation Administration

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 FADEC Full Authority Digital Engine Control
FAF Final Approach Fix
FANS Future Air Navigation System
FAP Final Approach Point
FEP Final End Point
FDR Flight Data Recorder (also known as black box)
FIR Flight Information Region
FL Flight Level
FMC Flight Management Computer (same as FMS)
FMS Flight Management System
FPL Filed Flight Plan
FMC Flight Management Computer
FSF Flight Safety Foundation
FSS Flight Service Station

GCA Ground-controlled approach

g-Induced Loss of Consciousness, where g is acceleration relevant to the acceleration
GLOC
caused by gravity
GND Ground
GP Glide Path
GPS Global Positioning System
GPWS Ground Proximity Warning System
EGPWS Enhanced Ground Proximity Warning System
GA Go-Around
GS Glideslope
GSE Ground Support Equipment

H24 Continuous day and night service

HAA Height Above Aerodrome
HF High Frequency (3000 to 30,000 KHZ)
HGT Height, Height Above
HJ Sunrise to Sunset
HLS Helicopter Landing Site

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 HP Horse Power
HPA HectoPascal
HR Hours
HUD Heads Up Display
HVY Heavy
HX No specific working hours
HZ Haze
HZ (hz) Hertz

IAF Initial approach fix

IAP Instrument approach procedure
IAS Indicated airspeed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ICO Idle cut-off
IF Intermediate Approach Fix
IFATCA International Federation of Air Traffic Controllers' Associations
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
INS Inertial Navigation System
IRS Inertial Reference System
ISA International Standard Atmosphere

J-BAR Jet Barrier

JAA Joint Aviation Authorities (of Europe)
JAN January
JAR Joint Aviation Requirements (of the European JAA)
JAR-OPS JAR Operations
JF Saturday, Sunday and PH
JO Monday to Friday except PH
JTSO Joint Technical Standard Order

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 JTST Jet Stream
JUL July
JUN June

KDR Knowledge Deficiency Report

KG (kg) Kilograms
KHZ (kHz) Kilohertz
KM (km) Kilometers
KMH (km/h) Kilometers per Hour
KPA (kPa) Kilopascals
KT (kt) Knots
KW (kw) Kilowatts

LCN Load Classification Number

LCG Load Classification Group
LHO Live Human Organs
LLZ Localizer (ILS)
LNAV Lateral Navigation
LOFT Line Oriented Flight Training
LM Land and Marine

MAP Missed Approach Point

MATS Manual of Air Traffic Services
MDA/H Minimum Descent Altitude/Height
MEDEVAC Medical Evacuation
MEF Maximum Elevation Figure
MLS Microwave Landing System
MM Middle Marker
MOC Minimum Obstacle Clearance
MRO Maintenance Repair Overhaul
MP Manifoil Pressure

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 MSA Minimum Safe Altitude / Minimum Sector Altitude
MSL Mean Sea Level
MTOW Maximum Take-Off Weight
MZFW Maximum Zero-Fuel Weight

NDB Non-Directional Beacon

OCA Obstacle Clearance Altitude

OCH Obstacle Clearance Height
OM Outer Marker
OBE Overcome By Events

PANS-OPS Procedures for Air Navigation Services – Aircraft Operations

PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PDG Procedure Design Gradient
PDAS Public Domain Aeronautical Software
PET Point of Equal Time
PFAF Precision Final Approach Fix
PSR Point of Safe Return
PSU Personal Service Unit

QDM Magnetic Heading (zero wind)

QDR Magnetic Bearing
QEC Quick Engine Change Unit
QFE An altimeter set to QFE will read zero when the aircraft is on the runway
QMS Quality Management System
QNH Altimeter subscale setting to obtain elevation or altitude
QTE True Bearing
QTG Qualification test guide
QUAD Quadrant

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 RA Radio Altitude
RAS Rectified Air Speed
RDH Reference Datum Height for ILS
RNAV Area navigation
RSR En-route Surveillance Radar
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RWY Runway

SESAR Single European Sky ATM Research

SIGMET Significant Meteorological Advisory
SOC Start of Climb at Missed Approach
SID Standard Instrument Departure
SR Sunrise
SS Sunset
STAR Standard Terminal Arrival Route

TAA Terminal Arrival Area

TACAN Tactical Air Navigation
TAM Total Airport Management
TAS True airspeed
TAR Terminal Approach Radar
TCA Terminal control area
TCAS Traffic Collision Avoidance System
TCH Threshold Crossing Height
TERPS Terminal Procedures
TFR Temporary Flight Restriction
THR Runway Threshold
TOD Top of Descent
TO/GA Take-off/go around
TORA Take-off Run Available

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 TOW Take-off weight
TOWS Take-off warning system
TP Turning Point at Missed Approach
TRA Temporary Reserved Airspace
TRACON Terminal Radar Approach Control
TTAF Total Time Air Frame
TTSN Total Time Since New
TTSO Total Time Since Overhaul
TWR Tower
TWY Taxiway

UAV Unmanned Air Vehicle

UHF Ultra High Frequency
UIR Upper Information Region
UTC Universal Coordinated Time

VASI Visual Approach Slope Indicator

VDP Visual Descent Point
VFR Visual flight rules
VHF Very High Frequency
VMC Visual meteorological conditions
VNAV Vertical Navigation
VOR VHF omnidirectional range

Va Maneuvering speed
Vfe Maximum flaps extended speed
Vle Maximum landing gear extension speed
Vlo Maximum landing gear operating speed
Vmo Maximum operating speed
Vne Never-exceed speed
Vno Normal operating speed limit
Vs stall speed

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 Vx Best angle of climb speed
Vy Best rate of climb speed

WOFW Weight-off-Wheels, indicates aircraft is off ground since lift off

WONW Weight-on-Wheels, indicates aircraft is on ground since touch down

XMIT Transmit
XPDR Transponder
XPNDR Transponde

Z Zulu Time (UTC)

ZFW Zero-Fuel Weight

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METAR:
METAR is a format for reporting weather information. A METAR weather report is predominantly used
by pilots in fulfillment of a part of a pre-flight weather briefing, and by meteorologists, who use
aggregated METAR information to assist in weather forecasting.

Raw METAR is the most popular format in the world for the transmission of weather data. It is highly
standardized through International Civil Aviation Organization (ICAO), which allows it to be understood
throughout most of the world.

Information contained in a METAR:

A typical METAR contains data for the temperature, dew point, wind speed and direction,
precipitation, cloud cover and heights, visibility, and barometric pressure. A METAR may also
contain information on precipitation amounts, lightning, and other information that would be
of interest to pilots or meteorologists such as a pilot report or PIREP, color states and runway
visual range (RVR).

In addition, a short period forecast called a TREND may be added at the end of the METAR
covering likely changes in weather conditions in the two hours following the observation. These
are in the same format as a Terminal Aerodrome Forecast (TAF).

The complement to METARs, reporting forecast weather rather than current weather, are TAFs.
METARs and TAFs are used in VOLMET broadcasts.

Example METAR codes:

International METAR codes

The following is an example METAR from Burgas Airport in Burgas, Bulgaria. It was taken on 4 February
2005 at 16:00 Coordinated Universal Time (UTC).

METAR LBBG 041600Z 12003MPS 310V290 1400 R04/P1500N R22/P1500U +SN BKN022 OVC050
M04/M07 Q1020 NOSIG 9949//91=

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 • METAR indicates that the following is a standard hourly observation.
• LBBG is the ICAO airport code for Burgas Airport.
• 041600Z indicates the time of the observation. It is the day of the month (the 4th) followed by
the time of day (1600 Zulu time, which equals 4:00 pm Greenwich Mean Time).
• 12003MPS indicates the wind direction is from 120° (east-southeast) at a speed of 3 MPS
(5.8 KT; 6.7 mph; 11 km/h). Speed measurements can vary from knots (KT) or meters/second
(MPS).
• 310V290 indicates the wind direction is varying from 310° true (northwest) to 290° true (west-
northwest).
• 1400 indicates the prevailing visibility is 1,400 m (4,600 ft).
• R04/P1500N indicates the Runway Visual Range (RVR) along runway 04 is 1,500 m (4,900 ft) and
not changing significantly.
• R22/P1500U indicates RVR along runway 22 is 1,500 m (4,900 ft) and rising.
• +SN indicates snow is falling at a heavy intensity. If any precipitation begins with a minus or plus
(-/+), it's either light or heavy.
• BKN022 indicates a broken (over half the sky) cloud layer at 2,200 ft (670 m) above ground level
(AGL). The lowest "BKN" or "OVC" layer specifies the cloud ceiling.
• OVC050 indicates an unbroken cloud layer (overcast) at 5,000 ft (1,500 m) above ground level.
• M04/M07 indicates the temperature is −4 °C (25 °F) and the dewpoint is −7 °C (19 °F). An M in
front of the number indicates that the temperature/dew point is below zero (0) Celsius.
• Q1020 indicates the current altimeter setting (QNH) is 1,020 hPa (30.12 inHg).
• NOSIG is an example of a TREND forecast which is appended to METARs at stations while a
forecaster is on watch. NOSIG means that no significant change is expected to the reported
conditions within the next 2 hours.
• 9949//91 indicates the condition of the runway:
o 99 indicates either a specific runway (eg 25 = Rwy 25 or 25L; adding 50 will indicate
Right Runway) or all the airport's runways ("99"). Some locations will report the runway
using 3 characters (eg 25L)
o 4 means the runway is coated with dry snow
o 9 means 51% to 100% of the runway is covered
o // means the thickness of the coating was either not measurable or not affecting usage
of the runway
o 91 means the braking index is bad, in other words the tires have bad grip on the runway
• CAVOK (abbreviation for Ceiling And Visibility OKay) indicating no cloud below 5,000 ft
(1,500 m) and no cumulonimbus at any level, a visibility of 10 km (6 SM or more and no
significant weather. As of 5 November 2008 this was amended to include towering cumulus
• = indicates the end of the METAR report

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Terminal Aerodrome Forecast:

In meteorology and aviation, TAF is a format for reporting weather forecast information,
particularly as it relates to aviation.

"TAF" is an acronym of Terminal Aerodrome Forecast or, in some countries, Terminal Area
Forecast. TAFs apply to a five statute mile radius from the center of the airport runway
complex. Generally, TAFs can apply to a 9- or 12-hour forecast; some TAFs cover an 18- or 24-
hour period; and as of November 5, 2008, TAFs for some major airports cover 30 hours periods.
The date/time group reflects the new 30 hour period in Coordinated Universal Time (UTC), as
always.

TAFs complement and use similar encoding to METAR reports. They are produced by a human
forecaster based on the ground. For this reason there are fewer TAF locations than there are
METARs. TAFs can be more accurate than Numerical Weather Forecasts, since they take into
account local, small-scale, geographic effects.

TAF KXYZ 051730Z 0518/0624 31008KT

3SM -SHRA BKN020
FM052300 30006KT 5SM -SHRA OVC030
PROB30 0604/0606 VRB20G35KT 1SM
TSRA BKN015CB
FM 060600 250010KT 4SM -SHRA OVC050
TEMPO 0608/0611 2SM -SHRA OVC030=
RMK NXT FCST BY 00Z=

The first line contains identification and validity times.

• TAF indicates that the following is a terminal area forecast.

• KXYZ indicates the airport to which the forecast applies (ICAO airport code).
• 051730Z indicates that the report was issued on the 5th of the month at 1730 UTC (also
known as zulu).
• 0518/0624 indicates that the report is valid from the 5th at 1800 UTC until the 6th at
2400 UTC.

The remainder of the first line and the second line contain the initial forecast conditions.
Variations of the codes used for various weather conditions are many - see [1].

• 31008KT indicates that the wind will be from 310 degrees true at 8 knots.
• 3SM -SHRA BKN020 indicates that visibility will be 3 statute miles in light (-) showers
(SH) of rain (RA), with a broken ceiling (between 5/8 and 7/8 of the sky covered) at
2,000 feet AGL.

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Each line beginning with FM starts a new forecast period.

• FM052300 indicates the next period lasts from (FM) the 5th at 2300 UTC to the 6th at
0000 UTC.

The remainder of the line has similar formatting to the other forecast lines.

The final line is for errata, comments, and remarks.

• RMK NXT FCST BY 00Z indicates a remark that the next forecast will be issued by 0000
UTC.

TAF Rules:

TAFs must follow a set of rules that define what must be placed in each line and what criteria
require a new line. There are four different lines in a TAF. The first one gives location, valid time
and given weather for that time until the next line of the forecast.

A BECMG (becoming) line indicates that in the period given, the weather will start to change
from the previous line to the next line;

an FM (from) line indicates that after the given time, the weather will be what the line states;

and a TEMPO lasts for no more than one hour on any one occasion and the total time spent in
those conditions will not add up to more than half the period.

Trend:

A Trend is a truncated version of a TAF giving the expected conditions in a two hour period
following the issue of an observation. This short period forecast is appended to the end of a
METAR.

METAR EGYM 291350Z 29010KT 8000 -RADZ FEW010 SCT037 OVC043

10/07 Q1008 BLU TEMPO 7000 -RADZ SCT020 WHT=

In this example the METAR indicates it is from EGYM (RAF Marham) at 1350 UTC on Day 29. The
observation follows (see METAR for explanation), with the Trend added to the end of the
observation.

The Trend reads TEMPO 7000 -RADZ SCT020 WHT i.e Temporary deterioration to 7 km visibility
in slight rain or drizzle with scattered at 2000 ft, colour state White.

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REGRAS DE VOO VISUAL

Airspace class FG

ABOVE 900 m (3 000ft) At and below 900 m (3

A***BCDE AMSL or above 300 m 000ft) AMSL or 300 m
(1 000 ft) above terrain, (1 000ft) above terrain,
whichever is the higher. whichever is the higher

1 500 m horizontally Clear of cloud and in

Distance from cloud
300 m (1 000ft) vertically sight of the surface

Flight visibility 8 km at and above 3 050m (10 000ft) AMSL 5 km**

5 km below 3 050m (10 000ft) AMSL

*When the height of the transition altitude is lower than 3 050m (10 000ft) AMSL, FL100 should be used
in lieu of 10 000ft.
**When so prescribed by the appropriate ATS Authority:
a) lower flight visibilities to 1 500m may be permitted for flights operating:
1) At speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic
or any obstacle in time to avoid collision ;or
2) In circumstances in which the probability of encounters with other traffic would normally be
low, e.g. in areas of low volume traffic and for aerial work at low levels
b) HELICOPTERS may be permitted to operate in less than 1 500 m flight visibility, if maneuvered at a
speed that will give adequate opportunity to observe other traffic or any obstacle in time to avoid
collision.
***The VMC minima in Class A airspace are include for guidance to pilots and do not imply acceptance
of VFR flights in Class A airspace.

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Okta:

In meteorology, an okta is a unit of measurement used to describe cloud cover. Sky conditions
are estimated in terms of how many eighths of the sky are obscured by cloud, ranging from
completely clear, 0 oktas, through to completely overcast, 8 oktas.

FEW 1/8 – 2/8

SCATTERED 3/8 – 4/8
BROKEN 5/8 – 6/8 – 7/8
OVERCAST 8/8

NOTAM:

NOTAM or NoTAM is the quasi-acronym for a "Notice To Airmen".

NOTAMs are created and transmitted by government agencies and airport operators under
guidelines specified by Annex 15: Aeronautical Information Services of the Convention on
International Civil Aviation (CICA).

The term NOTAM came into common use rather than the more formal Notice to Airmen
following the ratification of the CICA, which came into effect on April 4, 1947. Notices to
Airmen were normally published in a regular publication by each country's air authorities.

A number of developments and amendments to the CICA have resulted in the more automated
system available today.

A NOTAM is filed with an aviation authority to alert aircraft pilots of any hazards en route or at
a specific location. The authority in turn provides a means of disseminating relevant NOTAMs to
pilots.

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Usage:

NOTAMs are issued (and reported) for a number of reasons, such as:

• hazards such as air-shows, parachute jumps, kite flying, rocket launches, etc.
• flights by important people such as heads of state (sometimes referred to as Temporary
Flight Restrictions, TFRs)
• closed runways
• inoperable radio navigational aids
• military exercises with resulting airspace restrictions
• inoperable lights on tall obstructions
• temporary erection of obstacles near airfields (e.g. cranes)
• passage of flocks of birds through airspace (a NOTAM in this category is known as a
BIRDTAM)
• notifications of runway/taxiway/apron status with respect to snow, ice and standing
water (a SNOWTAM)
• notification of an operationally significant change in volcanic ash or other dust
contamination (an ASHTAM)
• software code risk announcements with associated patches to reduce specific
vulnerabilities

Format:
The following describes ICAO NOTAMs, which may be different from US Domestic NOTAMs.
Additionally, NOTAMs are poorly controlled and not all NOTAMs are issued using the required
standards:

The first line contains NOTAM identification (series, sequence number and year of issue), the type of
operation (NEW, REPLACE, CANCEL), as well as a reference to a previously-issued NOTAM (for NOTAMR
and NOTAMC only).

The 'Q' line holds (basic-remove) information about who the NOTAM affects along with a basic NOTAM
description. This line can be encoded/decoded from tables defined by ICAO.

The 'A' line is the ICAO code of the affected aerodrome or FIR for the NOTAM. The area of influence of
the NOTAM can be several hundreds of kilometres away from the originating aerodrome.

The 'B' line contains the start time and date, the 'C' line the finish time and date of the NOTAM. The date
is in a USA date format of YY/MM/DD and the times are given in Universal Co-ordinated Time; also
known as GMT or Zulu time.

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Sometimes a 'D' line may be present. This gives a miscellaneous diurnal time for the NOTAM if the hours
of effect are less than 24 hours a day. E.g. parachute dropping exercises tend to occur for short periods
of a few hours during the day, but may be repeated over many days.

The 'E' line is the full NOTAM description. It is in English but heavily abbreviated. These abbreviations
can be encoded/decoded by tables defined by ICAO.

When present, 'F' and 'G' lines detail the height restrictions of the NOTAM. Typically SFC means surface
height or ground level and UNL is unlimited height. Other heights are given in feet or flight level or a
combination of the two.

Example:
This is a typical NOTAM for London Heathrow airport:

A1234/06 NOTAMR A1212/06

Q)EGTT/QMXLC/IV/NBO/A/000/999/5129N00028W005
A)EGLL
B)0609050500
C)0704300500
E)DUE WIP TWY B SOUTH CLSD BTN 'F' AND 'R'. TWY 'R' CLSD BTN 'A' AND 'B' AND
DIVERTED VIA NEW GREEN CL AND BLUE EDGE LGT. ADZ CTN

This decodes into the following:

SERIES and NUMBER : A1234 issued in 2006

NATURE OF THE NOTAM : Replacing NOTAM 1212 issued in 2006
FIR: EGTT (LONDON FIR)
SUBJECT: Taxiway (MX)
CONDITION: Closed (LC)
TRAFFIC: NOTAM issued for IFR (I) flights and VFR flights (V)
PURPOSE: NOTAM selected for immediate attention of aircraft operators (N)
PURPOSE: NOTAM selected for PIB entry (B)
PURPOSE: NOTAM Concerning Flight operations (O)
SCOPE: Aerodrome
GEOGRAPHICAL LOCATION : 51°29' N 000° 28' W
OPERATIONAL RADIUS OF THE NOTAM : 5 NM
AERODROME : London Heathrow (EGLL)
FROM: 05:00 UTC 5 September 2006
UNTIL:05:00 UTC 30 April 2007
CATEGORY: Aerodromes, Air Routes and Ground Aids

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 DESCRIPTION: DUE WORK IN PROGRESS TAXIWAY B SOUTH CLOSED BETWEEN 'F' AND
'R'. TAXIWAY 'R' CLOSED BETWEEN 'A' AND 'B' AND DIVERTED VIA NEW GREEN CENTRE
LINE AND BLUE EDGE LIGHT(ING). ADVISE CAUTION

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LINKS para download de informação meteorologica (METAR/TAF) e NOTAM:

• http://www.meteo.pt

• http://www.ippc.no

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