Here’s some more….

As promised last year, key acronyms and jargon in aviation. Some very familiar, others lesser known.

Aileron – a moveable surface located on the trailing edge of an aircraft’s wing. It controls roll around the aircraft’s longitudinal axis. Designed to work in pairs, with one moving upward whilst the other moves downward, to create a different in lift between the 2 wings.

Aircraft Age – varies greatly for commercial airliners, largely dependent on the number of pressurisation cycles. The B747-400 was designed to have a 20-year lifespan. However, this can be extended when converted for cargo operations. It’s understandable that passengers may be concerned that their aircraft is, for example, 36 years old. However, with correct and timely maintenance, there’s no reason why that aircraft should not hold the correct certification. What may terminate its life is the cost of major checks and availability of reliable spares. Interestingly, TUI recently scrapped one of their B787-8 after only 14 years.

Aircraft Lessor – a company that purchases commercial aircraft and leases them to airlines and other operators. This can be either a long-term operating lease or finance lease. Some enthusiasts question why an aircraft operated by SAS bears an EI-xxx registration. Ireland is home to many such companies. Likewise, Malta has become a prominent leasing market. Of course, such registrations may also protect the airlines assets if it files for bankruptcy.

Ceiling – is the maximum altitude at which an aircraft can maintain level flight with a specific rate of climb. It is determined by numerous factors including aircraft type, engine power, weight, temperature and humidity. The ceiling is typically expressed as feet above mean sea level (MSL). It’s an important performance parameter. The higher the ceiling, the greater its range and performance. Thus making it more versatile. For commercial airliners, it's typically 30-40,000 feet MSL. Military fighter jets and reconnaissance aircraft 50-60,000 feet MSL.

Call Sign – used by ATC to denote a specific flight. Many are different from the airline’s name, either for historical reasons or for ease of understanding radio transmissions. Recently, more alphanumeric callsigns have been introduced to avoid confusion. We are familiar with BA’s “Speedbird” where the addition of “1PW” would avoid any ATC confusion with a similar flight number.

CAT I/II/III Approaches – refer to different categories of instrument landing systems (ILS) that allows pilots to make instrument landings in low visibility conditions. The categories are defined based on the minimum visibility and cloud ceiling requirements for the approach.

De-icing – obviously used more during Winter. It’s the process of removing the build-up of snow, ice or frost from an aircraft. Normally by spraying de-icing and anti-icing fluid or by applying heat.

Delivery Flight – an aircraft’s first flight from where it was manufactured to the airport/ facility chosen by the new operator. Whilst most are delivered to an airline’s major hub, some are flown to special locations for interior configuration, Wi-Fi installation or livery application.

Glide Slope – a critical component of an ILS, used for precision approach and landing. It’s a precise descent path that helps guide aircraft to the runway. Typically a radio signal transmitted from the ground, providing vertical guidance to pilots for ascertaining they are on the correct descent path.

METAR – is a specialised form of weather reporting. Standardised by ICAO they follow a specific format easily understood by pilots worldwide. They differ from a Terminal Aerodrome Forecast (TAF) as they provide actual weather at a defined time. An example is KACY 190154Z 23005KT 10SM CLR M01/M12 A3027 RMK AO2 SLP249 T10061122.

North Atlantic Tracks – officially known as North Atlantic Organised Tract System (NAT-OTS), are a specific set of routes that stretch east and westbound across the North Atlantic. Providing aircraft separation whilst considering optimum weather conditions. Oceanic clearance is required to use these tracks.

NOTAM – formerly known as Notice to Airmen, now Notice to Air Missions. Issued by aviation authorities to alert pilots to hazards or other essential information to safely navigate an area. Filed with a country’s aviation authority then disseminated through a range of channels to provide up to date information to pilots and operators.

Ram Air Turbine (RAT) – a small independent turbine-driven generator or pump deployed on some aircraft during emergency situations. Primary function is to provide essential power or hydraulic pressure when the main aircraft systems are compromised, such as loss of engine power or electrical failure.

Standard Instrument Departure Route (SID) – a published instrument flight rules (IFR) routing that pilots use directly after take-off from an airport.

Squawk – each flight assigned a 4-digit code by ATC. Unique to the flight and helps with ATC identification. Codes that immediately get ATC’s attention are 7500 – Hijack, 7600 – Radio Failure and 7700 – General Emergency.

Transponder – transmitter/responder emits a radio signal based on interrogation from an outside source, either ATC or another aircraft. In normal operation, ATC will instruct a pilot to set a specific code. Terminology used will be “Virgin 92MC, squawk 4552”.

In other news –

Virgin Atlantic – have appointed Corneel Koster as CEO from 1 January 2026. He replaces Shai Weiss, after his successful 7-year tenure. As usual, aviation media outlets have a wish list for the new CEO including refurbishment of the LHR Clubhouse!

And finally –

Ryanair – experienced problems on a recent flight BHX-TFS. Encountering severe turbulence over the English Channel, causing injuries to passengers not wearing their seatbelts. Via The Aviation Herald, one passenger gave his account of events. Cabin service had just started so there were carts in the aisle. The aircraft rolled 45 degrees and dropped. The “armchair experts” had their own theories even before the true account surfaced. Initially, it was a pressurisation problem but the descent speed was far slower than usual. The real reason was a lower level would burn more fuel. The injuries were not life-threatening so the flight crew decided to return to BHX. Interestingly, a few passengers caught sight of a fast-moving military jet moments before the problems started. So, it’s likely wake turbulence was the cause.

Information courtesy of FR24, The Aviation Herald

Images courtesy of Thrust Flight, Pilot Institute

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