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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:06:19 |只看该作者 |倒序浏览

PilotController Glossary

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发表于 2008-12-28 14:07:32 |只看该作者
Pilot/Controller Glossary 7/31/08 2 L% ]. \$ A, c- _9 q5 NPCG-1 1 s4 T* \8 [# H: M1 ~PILOT/CONTROLLER 0 h4 W7 W' B) X n: g" }6 RGLOSSARY+ A" g! _% {$ o$ L+ X- V PURPOSE ' K% r3 j" U# I, g: F1 `a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic, W Q# R8 c: h- S Control system. It includes those terms which are intended for pilot/controller communications. Those terms 7 e0 K: J0 E0 i. T* m$ e6 imost frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily) Z P2 ]; e* W# H1 C; q defined in an operational sense applicable to both users and operators of the National Airspace System. Use of + n6 c w& Y" k7 y4 hthe Glossary will preclude any misunderstandings concerning the system's design, function, and purpose.$ [( t* u. l0 P, K5 K b. Because of the international nature of flying, terms used in the Lexicon, published by the International . S( X3 `* F ^: |+ N4 F8 qCivil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are ! R) l& ~$ B( ] V Ffollowed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts W" X. f# v& B% v7 ?/ {& |of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical8 u% [" a6 l$ v5 h( n) M- j Information Manual (AIM).% r8 z4 z x& q3 Q! h" ] c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. 1 _9 N }- a7 c4 V1 Z( Q) NEXPLANATION OF CHANGES& V+ e) C- P' t8 e; b a. Terms Added:3 I# e; u' e T* K7 F9 _ AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY ' P9 x1 N" f$ V9 G+ S/ Z0 z- ab. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant; s, e: S, ]5 S( w3 H- { nature of the changes. . N6 L; I5 x7 q. LPilot/Controller Glossary 2/14/08 # s3 q4 a* ]" Q: Z% hPCG A-1 0 O! l, q3 U {8 c# ]A : ?; ?2 Z$ {. q7 S* L' hAAI(See ARRIVAL AIRCRAFT INTERVAL.) ' i [8 e3 a0 ?1 T# |AAR(See AIRPORT ARRIVAL RATE.)% x4 `) k8 L% D/ ^ ABBREVIATED IFR FLIGHT PLANS- An # ?* h- F+ i/ o2 H6 T# [authorization by ATC requiring pilots to submit only ! L; M2 N* \+ f1 t$ Nthat information needed for the purpose of ATC. It' Y x( ?/ N0 D1 e includes only a small portion of the usual IFR flight 6 J4 l9 j- b2 V' r$ Oplan information. In certain instances, this may be7 V/ c7 ~; I- \0 Q1 j( \ only aircraft identification, location, and pilot$ x% m: |+ L/ ^1 \0 z4 x5 n1 c request. Other information may be requested if* ^4 G$ G+ I0 _6 [* ]( _' b needed by ATC for separation/control purposes. It is' j/ ?$ N: ]. w5 W+ {# Y# d& Z frequently used by aircraft which are airborne and $ R+ w1 B1 S/ V* k: T- R0 U0 cdesire an instrument approach or by aircraft which are7 p" a# J1 a9 w on the ground and desire a climb to VFR‐on‐top.6 n5 R: [+ F4 O1 g (See VFR‐ON‐TOP.)5 _& x# f! q' [5 p" v( F- k2 G (Refer to AIM.) " B4 D% \) ]" Q4 V& F3 k8 EABEAM- An aircraft is “abeam” a fix, point, or L1 g! u% C! S) b- c* eobject when that fix, point, or object is approximately & G$ F! w6 p, R2 l( c' O90 degrees to the right or left of the aircraft track. : R- U3 O% y8 d8 b& i! UAbeam indicates a general position rather than a$ V" V {7 b% u8 _9 o0 v- B precise point.. V; S; M1 \/ d# l7 b( _! w ABORT- To term inate a preplanned aircraft- H2 s( Q$ }0 @ maneuver; e.g., an aborted takeoff.. q2 p, p% C$ o6 |3 p$ |( l! a ACC [ICAO]-& X7 M8 Z5 g4 @* v4 Q9 O3 V& n+ f (See ICAO term AREA CONTROL CENTER.)2 U4 ~' O) V+ O' {9 N/ O* A ACCELERATE‐STOP DISTANCE AVAILABLE- " U# z3 O' @% c7 g- xThe runway plus stopway length declared available% y5 ~& h2 ]# B X0 A' m% p2 M and suitable for the acceleration and deceleration of* H. G3 h2 Y4 N an airplane aborting a takeoff. 4 e( L( w$ z- h3 d6 h$ }ACCELERATE‐STOP DISTANCE AVAILABLE; a8 p& ?/ h4 T* e I [ICAO]- The length of the take‐off run available plus1 f0 v: }: E: q the length of the stopway if provided.+ [$ e+ p& Z5 `9 {/ G9 n ACDO(See AIR CARRIER DISTRICT OFFICE.)+ [' d& o6 R4 n0 y: b1 n ACKNOWLEDGE- Let me know that you have - H, A9 Z8 B5 L8 Y$ m$ n) `* r0 mreceived my message.# @5 b% |+ `* q" ?" h$ `1 Y (See ICAO term ACKNOWLEDGE.) % \; Z( R3 S/ O- I( F3 H& YACKNOWLEDGE [ICAO]- Let me know that you ' t3 T6 T! z7 ?! g; t. Qhave received and understood this message.; T( `. b7 o$ g ACL(See AIRCRAFT LIST.) ; B) ^8 w G/ {; L: CACLS(See AUTOMATIC CARRIER LANDING + a; Q, \2 e& W6 K; w: W. @% Q& QSYSTEM.) 7 j* _& j) R+ `( I( k! {# Z, [ACLT(See ACTUAL CALCULATED LANDING TIME.)( c! H# K2 A/ m! ?# U ACROBATIC FLIGHT- An intentional maneuver8 w( d: i2 P& N5 v; f! Q8 ~8 o involving an abrupt change in an aircraft's attitude, an( x) ?, m [2 g& T. @5 P abnormal attitude, or abnormal acceleration not% n X- I" b* z% T6 G8 \3 |6 w! b necessary for normal flight.+ z* B, S: E* w1 @, L (See ICAO term ACROBATIC FLIGHT.) 3 c! v. |* h0 u% G; r$ g(Refer to 14 CFR Part 91.) - n) N$ z2 H5 X* A2 mACROBATIC FLIGHT [ICAO]- Maneuvers inten‐. @. v6 b5 K. c) d& \+ W1 M( n: r tionally performed by an aircraft involving an abrupt 5 W }. z( y- Z$ Echange in its attitude, an abnormal attitude, or an% s& Q- [3 W' u( w3 z abnormal variation in speed.9 S( t- W2 I2 {1 r0 X3 M6 t, P8 o ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY % B" H$ ^+ M n# |RUNWAY.)# |( b2 H2 t6 G: u ACTUAL CALCULATED LANDING TIME- Q5 P, S/ r1 O q ACLT is a flight's frozen calculated landing time. An% V2 b8 P' {( W2 F8 B5 B actual time determined at freeze calculated landing 1 r' l( F( q* F$ ?time (FCLT) or meter list display interval (MLDI) for # \0 ?- ?: {$ qthe adapted vertex for each arrival aircraft based upon 0 [- P3 e6 T* z- w! y9 u5 mrunway configuration, airport acceptance rate, airport , ]% ?9 \6 V( L4 Aarrival delay period, and other metered arrival 4 t. r' l3 [# ?! iaircraft. This time is either the vertex time of arrival6 M; V" ?# x7 i- B$ V (VTA) of the aircraft or the tentative calculated % L" E q3 T- P! Slanding time (TCLT)/ACLT of the previous aircraft 2 P" C( P0 G4 j( T7 Gplus the arrival aircraft interval (AAI), whichever is 6 x7 Q5 B4 q& y, i7 olater. This time will not be updated in response to the( k2 _: k: d4 X, j5 c/ } aircraft's progress. * N( V' S- N5 O. U! gACTUAL NAVIGATION PERFORMANCE2 g, w6 n1 A3 M" O. H: G (ANP)-# s' _2 H: `0 N- n (See REQUIRED NAVIGATION6 a# J4 Z. u5 k U, B2 t PERFORMANCE.)1 x" x. a r* e! p/ k. M ADDITIONAL SERVICES- Advisory information- v$ L: ]$ T, q: b provided by ATC which includes but is not limited to % b G) q/ X* d; Bthe following: + h9 s/ d0 h9 D# I, J/ La. Traffic advisories. $ n& q8 X- q* R+ Hb. Vectors, when requested by the pilot, to assist 5 J. x4 W+ n5 r) z, e8 h1 Caircraft receiving traffic advisories to avoid observed, e0 ~! [+ \5 M0 r3 A; [ traffic.' \. R' K9 u' A$ T. r Pilot/Controller Glossary 2/14/08. h: G: `% N! p! V* S PCG A-2 ' {, I' ?# i4 A4 X" b; Zc. Altitude deviation information of 300 feet or* d6 v! I$ [1 r! W5 U7 w more from an assigned altitude as observed on a 9 g7 z) d ~ q4 \% s1 _verified (reading correctly) automatic altitude) l8 D a) B6 w- |3 `+ U6 T8 s& z readout (Mode C).4 X. g) ~) h2 G; u d. Advisories that traffic is no longer a factor. " ]4 x( V# L2 ?$ V2 B$ me. Weather and chaff information.9 g& q) T8 h3 v3 { f. Weather assistance. 8 S* r& t; `3 Z* I4 j1 Z* qg. Bird activity information. . G3 h( |2 b1 d( O& |* L7 h7 ih. Holding pattern surveillance. Additional ser‐ , P1 U* o5 `# C% R' Z$ L1 Qvices are provided to the extent possible contingent7 L( a+ P$ ?' R% E% H only upon the controller's capability to fit them into % \/ x- a% n* x& `% n* nthe performance of higher priority duties and on the 7 i2 U: m5 i' T( \' `" [) c4 obasis of limitations of the radar, volume of traffic, 6 ^; z2 x) ?0 Cfrequency congestion, and controller workload. The! U0 u0 i2 B+ G5 H: u2 p controller has complete discretion for determining if4 W8 k0 b- g% ?) Y he/she is able to provide or continue to provide a - \' n# \& v; U: T& @" J$ Vservice in a particular case. The controller's reason & q( L1 ]6 `' n8 |7 fnot to provide or continue to provide a service in a2 m/ o [4 a1 u/ \( p1 ^( [ particular case is not subject to question by the pilot $ U0 @, |3 H/ n' ]% E6 Oand need not be made known to him/her. * D! f6 J) M v4 i: Z" a(See TRAFFIC ADVISORIES.) ' {8 [4 \+ p$ }! p8 ~) ?/ _(Refer to AIM.) 6 U! w% R2 ~8 X! v# QADF(See AUTOMATIC DIRECTION FINDER.)! K3 [( D3 V* U& ^. R5 P ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) * j& }/ b4 ]- |1 HADLY(See ARRIVAL DELAY.)% _( b' } I" M ADMINISTRATOR- The Federal Aviation Admin‐4 }6 R( y& n9 A* K! a5 M% y/ u istrator or any person to whom he/she has delegated ! W+ \0 V7 X0 i% ^6 C+ N7 _7 Rhis/her authority in the matter concerned. ; Z! v' P! Y( K4 dADR(See AIRPORT DEPARTURE RATE.) & y: {' G2 u$ `* O- e( G3 fADS [ICAO]- . m3 _2 F9 o" H9 \6 E( }(See ICAO term AUTOMATIC DEPENDENT 2 E- c4 v/ P, u: USURVEILLANCE.) + k& q u, l+ f6 t' W, [1 M5 wADS-B(See AUTOMATIC DEPENDENT 7 {/ e& L+ i( E! q/ ZSURVEILLANCE-BROADCAST.)1 {) [0 q3 S# a( J ADS-C(See AUTOMATIC DEPENDENT' G) }$ o/ C# [) Q8 j SURVEILLANCE-CONTRACT.) $ b5 P6 Z8 c: M0 }* }" o" HADVISE INTENTIONS- Tell me what you plan to & n# h) i w( V9 j) ddo. * h5 V# m; A; X( bADVISORY- Advice and information provided to 9 \6 u$ q6 i) W8 ^0 W6 Tassist pilots in the safe conduct of flight and aircraft 7 y4 \( P$ Y Mmovement. ( `. ]# d' G2 b7 f(See ADVISORY SERVICE.)0 K0 h; n. e. j v1 w( g ADVISORY FREQUENCY- The appropriate fre‐* g6 z: | l `; ] quency to be used for Airport Advisory Service.# @: [4 Q" U# J+ g; Y1 p- j (See LOCAL AIRPORT ADVISORY.) 8 ], T9 w. r4 V(See UNICOM.) * z$ y4 l `/ e& g) F5 f6 x(Refer to ADVISORY CIRCULAR NO. 90‐42.)# ?) J* r# M5 W: \( T (Refer to AIM.) : b5 L5 @4 j0 n# ^+ aADVISORY SERVICE- Advice and information' a: k4 w7 ?# M0 { provided by a facility to assist pilots in the safe0 N, h$ i) y0 M) _" ^, s, {, w conduct of flight and aircraft movement.; j3 R( @0 j. e! L% F (See ADDITIONAL SERVICES.)/ ^1 J1 D) A* K9 l (See EN ROUTE FLIGHT ADVISORY: o6 {5 E1 b0 S SERVICE.) 4 e) a8 v# z, R( m3 p7 }) ]1 Y(See LOCAL AIRPORT ADVISORY.)! \! H2 z. t. B2 k5 Q (See RADAR ADVISORY.): Q4 ]' p, F8 x% S1 u7 Z: O- _ (See SAFETY ALERT.) ( S F5 Z" Q7 w9 ?(See TRAFFIC ADVISORIES.)/ w# D! @, k' Q (Refer to AIM.)8 l5 o/ Y0 w# T) ^' C AERIAL REFUELING- A procedure used by the 3 B9 `+ Q @9 d* Hmilitary to transfer fuel from one aircraft to another/ Q/ s7 [; r& A/ g# H4 N during flight. " x. c0 a! _. {: m1 j# b" ?(Refer to VFR/IFR Wall Planning Charts.)9 |- x+ s4 l ]0 t2 g3 L AERODROME- A defined area on land or water 8 R! p" o* e+ `9 N0 @. Z) x(including any buildings, installations and equip‐7 M) {4 h& D2 l! {; v ment) intended to be used either wholly or in part for : S- ? B( M7 S) \: Xthe arrival, departure, and movement of aircraft.# ^3 ^2 X4 Y$ i, x- ~ AERODROME BEACON [ICAO]- Aeronautical 7 C5 c7 P9 s& ~beacon used to indicate the location of an aerodrome% ?& G- H/ L) V$ d! c3 ` from the air. ( g4 v+ s0 }7 h2 FAERODROME CONTROL SERVICE [ICAO]- Air 5 \9 \3 G/ c. a$ v2 R, B+ g. otraffic control service for aerodrome traffic. ' }; Q+ t: j$ r! {2 @AERODROME CONTROL TOWER [ICAO]- A - |0 f% V+ w8 Uunit established to provide air traffic control service , M+ [$ E& P1 @ S5 @8 b3 f7 uto aerodrome traffic. 7 P( s2 u" b5 B/ E# p9 MAERODROME ELEVATION [ICAO]- The eleva‐ $ T- \$ v: R8 ?8 M P' V% ition of the highest point of the landing area. 2 ~! ^- }1 l0 p" l& UAERODROME TRAFFIC CIRCUIT [ICAO]- The: U6 D# G. f5 n6 d/ E5 P6 e specified path to be flown by aircraft operating in the! ~! H, T- h! d. M- d6 E+ @& m$ P' \ vicinity of an aerodrome.2 U" Z- e* \9 q2 m8 q5 ^1 x AERONAUTICAL BEACON- A visual NAVAID , n o8 C( M- k8 y0 E/ r3 @( Kdisplaying flashes of white and/or colored light to* c$ A. c1 A& A indicate the location of an airport, a heliport, a ! s6 o2 W- N0 f4 {% I6 CPilot/Controller Glossary 2/14/08 * T0 v# V J) |- E: @PCG A-3% q( O/ Z+ \2 t* a7 G; w) _ landmark, a certain point of a Federal airway in* T6 u/ l6 q! a6 Q V mountainous terrain, or an obstruction. * Q) i) j7 t- o* ]: m& T(See AIRPORT ROTATING BEACON.) # K5 i s' M. _2 k! g( @(Refer to AIM.) 5 K# X0 ]! b& O! n% x1 N7 ?# _2 E0 xAERONAUTICAL CHART- A map used in air9 ~9 E. `: n* k" O6 ?' ]' Z+ E navigation containing all or part of the following: 5 B) {* O+ N, j6 z( m! \topographic features, hazards and obstructions, _+ G2 |1 b' i8 s& ^ navigation aids, navigation routes, designated 8 u$ ?1 r: @3 c5 o1 wairspace, and airports. Commonly used aeronautical% j$ m2 e+ K) i/ A4 i2 Q! } charts are: * P! h, d: m( b! z7 W+ wa. Sectional Aeronautical Charts (1:500,000)- 0 I$ {3 k$ v0 ~+ R, e" lDesigned for visual navigation of slow or medium " [$ I) b( F/ z) jspeed aircraft. Topographic information on these ' A/ ~ m% m% r2 e1 Y( v0 Ycharts features the portrayal of relief and a judicious 8 W5 h$ O5 `. I3 E0 Iselection of visual check points for VFR flight.6 S. X2 u5 w7 J( @$ F% H Aeronautical information includes visual and radio( o, t0 n) k+ s. j aids to navigation, airports, controlled airspace,( l6 _# x) C, L/ I3 t7 C restricted areas, obstructions, and related data. # Q& u$ l7 }% a2 _% ~b. VFR Terminal Area Charts (1:250,000)- 9 K: i. k* q# y% K' e( EDepict Class B airspace which provides for the/ Q- D. @3 M6 `$ d1 c control or segregation of all the aircraft within Class- ^ B0 u. U' ^7 ^; ?- T3 Y B airspace. The chart depicts topographic informa‐; L; l* F5 B1 q tion and aeronautical information which includes. q2 t s- A6 A; D visual and radio aids to navigation, airports, }: t: K* T- I' {3 Y0 U5 B7 \' g9 L controlled airspace, restricted areas, obstructions,2 @+ O1 r8 l6 E" w1 l3 | and related data./ |' ]; V. h+ p9 q3 G. y) h c. World Aeronautical Charts (WAC) ' ]" _9 ?9 ?. d(1:1,000,000)- Provide a standard series of aeronau‐ 7 `/ `) F) x- ?tical charts covering land areas of the world at a size0 w r0 |1 l& t8 {( G1 ? and scale convenient for navigation by moderate8 E2 [1 r/ ]4 G* I# }/ y5 }! O speed aircraft. Topographic information includes# R$ H6 k. k& p3 l; b2 e& w E cities and towns, principal roads, railroads, distinc‐ G+ ]4 `! n" itive landmarks, drainage, and relief. Aeronautical ! u- a7 O! W% z' ]0 u6 rinform ation includes visual and radio aids to ! w; S: x5 l5 Z P* u( Q; X( e/ Inavigation, airports, airways, restricted areas,4 v' N7 E+ G: }7 N obstructions, and other pertinent data.7 z# y+ S5 p& {9 b. O; P. W! H& k3 K$ G d. En Route Low Altitude Charts- Provide4 B# Z, _; B$ j v% _# G2 M aeronautical information for en route instrument# y% j# V+ _3 B- S* L navigation (IF R) in the low altitude stratum. - {1 }0 g, V3 fInformation includes the portrayal of airways, limits ; ~5 {; H$ Z+ j( C. Aof controlled airspace, position identification and 1 j3 u6 `. K `. k& dfrequencies of radio aids, selected airports, minimum, A( ], g9 @# u7 ~( |, b en route and minimum obstruction clearance5 E# A( C1 ^' c% o altitudes, airway distances, reporting points, re‐ + L0 o. L: {, vstricted areas, and related data. Area charts, which are, L. M2 N( M c: l" L a part of this series, furnish terminal data at a larger # H8 S: z3 y8 Y. q4 \! y4 qscale in congested areas. ) K* d. N/ h, X. {& b0 @e. En Route High Altitude Charts- Provide 6 _ @1 v f( K! h3 laeronautical information for en route instrument 7 v, c0 A, ^9 `' m2 Vnavigation (IFR) in the high altitude stratum.) |5 P0 K: A6 W Information includes the portrayal of jet routes,( M1 V2 a# B, \0 w identification and frequencies of radio aids, selected3 Z1 f% j8 p, q2 w% Q6 H airports, distances, time zones, special use airspace,. G7 p7 {$ s( {3 J8 y/ t/ U and related information. # y, Q/ ~ y% H' K+ [2 _4 x% kf. Instrument Approach Procedures (IAP) Charts- G$ F5 d) z4 B. q5 r1 w Portray the aeronautical data which is required to/ X4 C7 r1 v4 v8 p% ]: E execute an instrument approach to an airport. These ' V3 |+ K3 v3 Y8 s1 D' F9 g; z! Wcharts depict the procedures, including all related # n& W1 r$ T; U) k( g, _data, and the airport diagram. Each procedure is & X# |$ Z8 T' I' u7 Ndesignated for use with a specific type of electronic 1 k! o; @7 I# l' a" X& vnavigation system including NDB, TACAN, VOR, + z. U9 U+ _' k: w# Y8 H7 M. uILS/MLS, and RNAV. These charts are identified by . ~& c8 V1 E0 i% Y1 q' {, ~the type of navigational aid(s) which provide final6 [! p5 z" w& |/ g( @4 n# h T approach guidance. 1 m) V0 _* H- A2 P" b9 X cg. Instrument Departure Procedure (DP) Charts- $ k; ~ q2 c; J0 ], D$ eDesigned to expedite clearance delivery and to o# s& n% A' F! L: E" ? facilitate transition between takeoff and en route( a; s3 x6 D6 B3 v5 s6 L# e9 r operations. Each DP is presented as a separate chart 6 y' n. h8 ^, r! B) Aand may serve a single airport or more than one / Z3 t, y J& o) Yairport in a given geographical location. ) ~2 C8 I. c% v. g: X3 l7 B( Th. Standard Terminal Arrival (STAR) Charts- 0 k7 u% r7 L& u v) a( }Designed to expedite air traffic control arrival ! I" i/ q- ]* z8 _8 s5 N+ ~; cprocedures and to facilitate transition between en ' p! O* T3 L8 j8 `4 ?# F+ kroute and instrument approach operations. Each8 p7 i& k3 ?/ \8 b' T STAR procedure is presented as a separate chart and ( B0 n7 R) x+ D; \! i* n4 cmay serve a single airport or more than one airport in ; v3 |) d$ G/ T1 M) G) Y9 Y0 ha given geographical location.9 y8 n( M7 _5 O1 ~& x i. Airport Taxi Charts- Designed to expedite the - S. J" s* ` L1 defficient and safe flow of ground traffic at an airport.( `1 v6 S6 |. ^) P5 M+ o2 I$ `; i These charts are identified by the official airport ! m" b2 K7 @4 n" {name; e.g., Ronald Reagan Washington National: m: q% o u# q Airport.* w1 X% x" X: [& M' H, Z9 V+ G (See ICAO term AERONAUTICAL CHART.)

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发表于 2008-12-28 14:09:51 |只看该作者
AERONAUTICAL CHART [ICAO]- A representa‐ " t6 H* L2 \# k( I3 ?/ |% qtion of a portion of the earth, its culture and relief,4 N, B" A6 X* J2 H6 O! e specifically designated to meet the requirements of* U; R0 D0 U8 q air navigation. b; w) d8 H& [' i) H( Y9 i AERONAUTICAL INFORMATION MANUAL 3 {0 F( H* O: H9 w+ |% W8 o(AIM)- A primary FAA publication whose purpose$ O7 o6 i" @0 `+ z( B4 a2 j3 P is to instruct airmen about operating in the National& w( D4 P2 ?; b5 T Airspace System of the U.S. It provides basic flight+ y$ Z+ b; |- { m; { information, ATC Procedures and general instruc‐ M! z- n& {" A+ ^# {tional information concerning health, medical facts,! a% `0 ^$ h3 l4 p0 i, H factors affecting flight safety, accident and hazard & D, S o1 @% j2 o T$ ereporting, and types of aeronautical charts and their % C3 Y+ w$ e4 ~- W: p0 S+ _use. * R* F, f5 s" F: `5 }! j6 q% FAERONAUTICAL INFORMATION PUBLICA‐ + g4 z R+ M; W i: p$ g, S; V4 D. wTION (AIP) [ICAO]- A publication issued by or with" ?1 H6 G" t/ X7 y7 n ]7 _ E 2/14/08- i4 Y/ n& v, }# W PCG A-41 l, ?( v* }' ] the authority of a State and containing aeronautical ( {" J9 P7 F& z3 {& j: Binformation of a lasting character essential to air! C% L1 d# F) g4 G, T navigation. ^" O$ ~, J7 O5 W8 NA/FD(See AIRPORT/FACILITY DIRECTORY.)% g# H- N; ^) \: R0 c9 i6 F/ W AFFIRMATIVE- Yes. % a" J* }! @$ {2 I4 |' SAFIS(See AUTOMATIC FLIGHT INFORMATION' h6 S2 k6 x& d, B5 Y6 e) B SERVICE - ALASKA FSSs ONLY.) 5 U- I4 L3 X, o1 a$ P( [" Y" T$ `AFP(See AIRSPACE FLOW PROGRAM.)& a ~* R3 }2 b! j AIM(See AERONAUTICAL INFORMATION0 K$ o/ U8 p& R6 r- i MANUAL.) y# j$ ^1 v- Q! O$ H+ e4 n1 QAIP [ICAO]-/ {3 g9 b q* m) E5 I (See ICAO term AERONAUTICAL 8 V7 W1 f6 k. g* jINFORMATION PUBLICATION.) ! ~ d) ]1 f `9 z" r" q dAIR CARRIER DISTRICT OFFICE- An FAA field, w) W* @1 F* f; R# B4 ?+ I office serving an assigned geographical area, staffed4 u3 @! ]0 T J7 l3 l6 Q8 ?. ]. [ with Flight Standards personnel serving the aviation! z1 e8 V, n; |6 z/ V1 P industry and the general public on matters related to + P& B% s# ]8 k0 j+ v" qthe certification and operation of scheduled air) k1 B+ y* o& D: j4 |" ` carriers and other large aircraft operations. 2 I( r. G X: n) lAIR DEFENSE EMERGENCY- A military emer‐9 O8 o6 U8 N2 m) W, S" a gency condition declared by a designated authority.6 \. J1 X: e" W/ B3 ]/ |1 K5 ]% U This condition exists when an attack upon the : X% x) h/ ]( F: O' Ocontinental U.S., Alaska, Canada, or U.S. installa‐ 2 O) a& s. a, a* P! Ations in Greenland by hostile aircraft or missiles is+ g; A- h5 s: S! Z& K& ]$ o/ J considered probable, is imminent, or is taking place. # w' Z2 N" u. F' n4 L(Refer to AIM.) 6 I( G& L8 t1 w) A- W3 sAIR DEFENSE IDENTIFICATION ZONE (ADIZ)- 7 a$ t# H7 h( b2 g% _# M* x, _The area of airspace over land or water, extending$ t! S3 u. L/ R! c: N c upward from the surface, within which the ready! i1 v; V$ n9 N' }4 P1 F identification, the location, and the control of aircraft" C2 B1 q' T( p* C& o are required in the interest of national security.% i: H' f; L# e( ] a. Domestic Air Defense Identification Zone. An+ ~) E/ l" {5 i4 J ADIZ within the United States along an international 9 I+ a B" [2 s' z' n) c8 [& K. Q* _boundary of the United States.9 g0 n, O! R4 x# J& O b. Coastal Air Defense Identification Zone. An& K8 @2 Q0 h4 ^% P3 x ADIZ over the coastal waters of the United States. , x2 }7 h& g- I+ lc. Distant Early Warning Identification Zone" A' i+ d' H9 d g0 n9 b; B% e (DEWIZ). An ADIZ over the coastal waters of the0 ]9 a) C" \: u State of Alaska.0 e+ r3 `. W( |- r d. Land-Based Air Defense Identification Zone. . }/ Y+ H; j1 m* `" H' p: v* V+ V7 _An ADIZ over U.S. metropolitan areas, which is" A1 G5 {2 l0 {1 B activated and deactivated as needed, with dimen‐ & q/ h( I4 C0 v# o8 ?) m; c' r- Lsions, activation dates and other relevant information2 F0 H8 [ H2 w {# C1 M disseminated via NOTAM." S7 l. z" D C: n Note:ADIZ locations and operating and flight plan9 }& w7 r; O# X4 j) z3 T7 f0 G requirements for civil aircraft operations are speci‐: Z% x5 m1 G. t! l* V- e3 N fied in 14 CFR Part 99.2 t* x+ ^" l* @0 v4 e: Y (Refer to AIM.) 8 v* v: k1 N% G1 P0 ]8 j* e6 OAIR NAVIGATION FACILITY- Any facility used ! N5 E" O/ U2 r3 din, available for use in, or designed for use in, aid of + E' { L4 M/ J3 Z' s/ hair navigation, including landing areas, lights, any* o3 N8 l& _8 t1 W2 ^; v* U; m apparatus or equipment for disseminating weather l8 l7 h0 g' c$ q information, for signaling, for radio‐directional + w+ x7 z& }; s7 o! a9 c- nfinding, or for radio or other electrical communica‐6 E" h' l5 X4 u( T: x9 k tion, and any other structure or mechanism having a 6 r- E5 ~) D2 |1 y( fsimilar purpose for guiding or controlling flight in the 6 `" n7 M, v" F( w* e6 \( Dair or the landing and takeoff of aircraft.8 {8 ^' Q: I+ [* P (See NAVIGATIONAL AID.) ( i7 S- B9 _7 s4 g' l* w& g2 FAIR ROUTE SURVEILLANCE RADAR- Air route " W: B$ M9 u; R0 o6 c2 rtraffic control center (ARTCC) radar used primarily6 Q' c% _7 e. D+ f' Y; H to detect and display an aircraft's position while en& b. F& a8 p# f" @" v+ u4 U$ d route between terminal areas. The ARSR enables 6 R* E% C7 I/ L1 o V$ U& qcontrollers to provide radar air traffic control service ' a( e: ^& V- v D. f4 Q; b" q: M Awhen aircraft are within the ARSR coverage. In some" m5 ]2 W5 A! w instances, ARSR may enable an ARTCC to provide . y% q1 H$ q2 l, Nterminal radar services similar to but usually more . a2 E# I! M: m5 Q Blimited than those provided by a radar approach9 Z+ z! \2 P3 R control. ( L9 u9 J2 z* ?/ z+ TAIR ROUTE TRAFFIC CONTROL CENTER- A & M$ T" Q3 z/ J6 m U( y, ofacility established to provide air traffic control L0 k9 u i' e: j service to aircraft operating on IFR flight plans ' l- }) P" f8 x8 t/ k/ kwithin controlled airspace and principally during the D8 j* s" ?8 j, P, O en route phase of flight. When equipment capabilities # @ @7 J) F, Aand controller workload permit, certain advisory/as‐ 9 f- Z1 Q9 k' `' [, {9 y Nsistance services may be provided to VFR aircraft.( ?. N" W8 Q0 }9 V: i9 D (See EN ROUTE AIR TRAFFIC CONTROL 2 U( y, ]% ?& T V& [SERVICES.) % k8 l$ S4 p* F5 q. a(Refer to AIM.)6 }' x7 h& @7 g7 {$ D AIR TAXI- Used to describe a helicopter/VTOL5 ~5 v \2 k" Z' _ aircraft movement conducted above the surface but! l; {3 R8 u: b+ ^3 i8 r. ? normally not above 100 feet AGL. The aircraft may; g3 I) O0 D. t7 U p" W" A# x proceed either via hover taxi or flight at speeds more6 @# r8 A8 b; j3 O A8 B3 Q than 20 knots. The pilot is solely responsible for ! P3 k7 h" ^! a4 `% M8 vselecting a safe airspeed/altitude for the operation8 z( e$ A/ @( F8 t6 n5 A being conducted.! A, d. N( I. `. z: A2 x (See HOVER TAXI.) 5 Z o( u1 T% c6 o+ p(Refer to AIM.) % Q9 {0 r% [$ X/ VPilot/Controller Glossary 7/31/08 ' J- q( }# Z6 T+ r( NPilot/Controller Glossary 2/14/08 - s `$ M3 \3 {PCG A-5" @, G Z0 n* a" I; Y AIR TRAFFIC- Aircraft operating in the air or on an ' |3 f/ g9 w+ O# N- Bairport surface, exclusive of loading ramps and0 n0 y. s6 a7 K: x0 O. l: R parking areas./ f6 W3 Z4 F0 I2 z (See ICAO term AIR TRAFFIC.)* F0 q$ Z v8 [* L: A- A' a AIR TRAFFIC [ICAO]- All aircraft in flight or9 g# p0 {# v( v9 k0 F2 |5 F$ | operating on the maneuvering area of an aerodrome. 6 P2 b( Z2 G+ N$ Q- Q# P1 mAIR TRAFFIC CLEARANCE- An authorization by $ z3 }) L8 A3 p+ Z5 W5 S! yair traffic control for the purpose of preventing2 G3 U( C& z6 s% b# H collision between known aircraft, for an aircraft to! r, |3 \- N6 K3 Q7 }& H proceed under specified traffic conditions within$ N! B# F& ?7 j {# l& P& z controlled airspace. The pilot‐in‐command of an% f: Z3 f1 R- d aircraft may not deviate from the provisions of a# g' _% f# z4 `: F- w8 B visual flight rules (VFR) or instrument flight rules9 @* A, z4 D: e (IFR) air traffic clearance except in an emergency or- S# p, B! [' ^& l unless an amended clearance has been obtained. + t' [; v2 d- y* Z( oAdditionally, the pilot may request a different0 q; h- J `, S$ k. y clearance from that which has been issued by air : k) E7 ^; q! O" ]traffic control (ATC) if information available to the! ?! |% u5 E, X3 b pilot makes another course of action more practicable " ]* z2 B* ~( _- O; u( b; I5 k0 Qor if aircraft equipment limitations or company * W( V! G- W5 J( Xprocedures forbid compliance with the clearance" s3 H' g& K1 b issued. Pilots may also request clarification or # ^; z: k) R( z, damendment, as appropriate, any time a clearance is3 j: ?8 s8 x/ d- p7 F2 F not fully understood, or considered unacceptable # `; T" A* K* y% R' jbecause of safety of flight. Controllers should, in6 w$ v% t5 j9 x% o such instances and to the extent of operational + o2 J7 p8 N9 upracticality and safety, honor the pilot's request. # ` s- N/ V' E5 y3 h' W/ d; o7 X14 CFR Part 91.3(a) states: “The pilot in command 7 p1 w# R2 X) Qof an aircraft is directly responsible for, and is the - ^- i: V4 ]' D; F% b+ v- H) Afinal authority as to, the operation of that aircraft.” ; Y; K, |) H: g& h0 k6 e |THE PILOT IS RESPONSIBLE TO REQUEST AN. B8 F" K4 Q+ N3 ?" c3 P: \- d AMENDED CLEARANCE if ATC issues a 8 U+ P: |9 e! A% zclearance that would cause a pilot to deviate from a & x& \+ |6 |, B lrule or regulation, or in the pilot's opinion, would / f+ [; j$ c" R+ G6 H% Yplace the aircraft in jeopardy.9 `* H$ f& F& c5 S2 a4 J (See ATC INSTRUCTIONS.); P9 R, ~* M* ~. C4 S9 A (See ICAO term AIR TRAFFIC CONTROL* R! v7 p- B* K CLEARANCE.) ! S: `/ R0 A2 ~2 H1 iAIR TRAFFIC CONTROL- A service operated by ! a% ^: j6 s/ W8 V$ f- E1 N- Oappropriate authority to promote the safe, orderly and " C% D3 i. l9 p) Kexpeditious flow of air traffic.- f5 z& E0 d% u. p (See ICAO term AIR TRAFFIC CONTROL) e+ Z; e# _& {% @! K% ^ e+ o SERVICE.)2 w6 z% r+ L( M AIR TRAFFIC CONTROL CLEARANCE [ICAO]- ; E$ \: S0 r2 @( _Authorization for an aircraft to proceed under) D% R, w ]8 ` j8 X6 n conditions specified by an air traffic control unit.5 H: j% n o3 b" U4 y) l Note 1:For convenience, the term air traffic control3 G3 r) x# J, c/ H) F# L* ^) s clearance is frequently abbreviated to clearance S( |! P& g8 K% f& t3 i9 gwhen used in appropriate contexts.0 \3 A/ J+ F/ ]& W' @: H, _ Note 2:The abbreviated term clearance may be- w+ g9 F/ O: n$ S& r* I prefixed by the words taxi, takeoff, departure, en % Q! o: u. D9 hroute, approach or landing to indicate the particular {1 S8 P# J3 T4 l' J. y+ yportion of flight to which the air traffic control clear‐; q( v: E" q4 f. Q; j ance relates.7 P/ _5 [" Y: E' ?5 O$ R( }. Z AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) - `4 i( K4 V( q% KAIR TRAFFIC CONTROL SERVICE [ICAO]- A ' P( {* s5 d* l9 Y& G9 lservice provided for the purpose of:& K! ^# U. l0 W, o a. reventing collisions: + C: L5 |6 R3 }' D0 M+ c1. Between aircraft; and: @+ Q7 }+ M3 K) x7 d2 ?0 x 2. On the maneuvering area between aircraft& s, ]0 ]1 V4 o7 u and obstructions. / H) t* ?! Y! G) Eb. Expediting and maintaining an orderly flow of: N e9 [, i' T4 J- j8 d! i' T6 ~ air traffic.! w5 |- x% ?7 h6 Z AIR TRAFFIC CONTROL SPECIALIST- A person. f- P5 p3 V! G+ e s4 E' J authorized to provide air traffic control service. 2 s- o" w$ h) }, l: G(See AIR TRAFFIC CONTROL.)/ N. h; j& @ e$ s (See FLIGHT SERVICE STATION.). r* P, Q* d' m7 l, J+ Z (See ICAO term CONTROLLER.) 9 _2 v6 z; z1 @7 A% b M5 ^AIR TRAFFIC CONTROL SYSTEM COMMAND . t; _* r5 p0 O# K" `6 _1 i, i' TCENTER (ATCSCC) - An Air Traffic Tactical % K2 `) M$ b* R7 X/ W0 x8 D: W$ @Operations facility responsible for monitoring and% x. o9 s) i: t# e managing the flow of air traffic throughout the NAS,/ D3 D3 P8 q K; U+ m producing a safe, orderly, and expeditious flow of; p- b1 X" w' m traffic while minimizing delays. The following & Y+ j% S, T/ u- g- O6 c! R6 G, Gfunctions are located at the ATCSCC:. s( G+ I5 y: N3 S& A a. Central Altitude Reservation Function % e3 k6 N8 F: n6 f) R; ?- P9 E0 d* Z(CARF). Responsible for coordinating, planning, , O1 k4 L9 {9 L; ~1 a9 band approving special user requirements under the: Z9 W/ m5 H7 `% s7 Q. E8 p Altitude Reservation (ALTRV) concept. * Z7 I; U5 p+ \& h! w6 Y(See ALTITUDE RESERVATION.): I9 Y9 j. d. n b. Airport Reservation Office (ARO). / i/ A% r/ H1 ~9 V& V7 ]: @0 ]% CResponsible for approving IFR flights at designated# C U+ S8 p. v( P high density traffic airports (John F. Kennedy, & F) k; c' \" zLaGuardia, and Ronald Reagan Washington7 d3 l7 |6 ] K; U' e National) during specified hours. $ Y9 p+ `. x. P; u8 |8 R7 k1 m(Refer to 14 CFR Part 93.) 0 ?2 D' B4 v; e" O9 |( Y(Refer to AIRPORT/FACILITY DIRECTORY.) / e/ t v- W6 L* Z& s, n+ f7/31/08 Pilot/Controller Glossary 2 P E8 `3 w! B9 X% F2 k2/14/084 x) o- V- b) e; c# `! l PCG A-66 _8 r' I1 }2 g& @7 A c. U.S. Notice to Airmen (NOTAM) Office.# V: \$ L1 {! ]4 S, K5 @8 t Responsible for collecting, maintaining, and distrib‐6 B+ \) [+ C( C4 b# p uting NOTAMs for the U.S. civilian and military, as " T- C7 i) B4 j- s/ @3 T( o5 Cwell as international aviation communities.* x0 Q) R, W& t8 \1 H (See NOTICE TO AIRMEN.)4 h0 }* W$ T6 _( G' H d. Weather Unit. Monitor all aspects of weather 2 w; r* x/ c: I! I, C8 Afor the U.S. that might affect aviation including cloud! L- N8 j/ O, B2 [- J, r* E cover, visibility, winds, precipitation, thunderstorms,$ z" w3 W4 U" @3 s% A+ q icing, turbulence, and more. Provide forecasts based & Z2 z1 R5 j" q% z" ^9 p0 s$ Don observations and on discussions with meteorolo‐$ K+ E6 M. x: \ J' Y; \ gists from various National Weather Service offices,' f1 V* n2 f: z4 i, o* T! X7 ?; S FAA facilities, airlines, and private weather services.4 {! u4 x! j% f; t AIR TRAFFIC SERVICE- A generic term meaning: : L$ x7 Y) c3 q( K' o- N& ra. Flight Information Service.( G" F3 ^5 T( x; l b. Alerting Service. 3 \ o0 O$ h7 b; E9 y( Fc. Air Traffic Advisory Service., t5 L _7 V/ b+ k9 f, H: S* G6 d d. Air Traffic Control Service:+ _+ Z% U, X; h' m) g6 f 1. Area Control Service,9 t8 i# L' M. Y/ t2 d; l& h 2. Approach Control Service, or: Q, e8 j: B5 H U2 P- \/ G1 v 3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The4 t7 |* z2 T) m term “ATS Route” is a generic term that includes0 V, m+ x' M* x) G! s s+ w “VOR Federal airways,” “colored Federal airways,”& g$ ]0 L) {9 ]3 O “jet routes,” and “RNAV routes.” The term “ATS 5 x& u( I, t, p( c w8 iroute” does not replace these more familiar route 4 A `, R8 t; A% D: o& |names, but serves only as an overall title when listing " e0 @; }1 ]' q+ b; P' X: ythe types of routes that comprise the United States 1 a' X! T8 K2 |" _1 Z/ ^route structure. A# E6 p. f2 q$ N% A' o: @. z" D AIRBORNE DELAY- Amount of delay to be3 M: H- Q7 C& e1 P# C9 o6 W encountered in airborne holding. 9 Y, Y3 K5 Z" V! a# AAIRCRAFT- Device(s) that are used or intended to g: g1 ~) B. o o Nbe used for flight in the air, and when used in air traffic - k9 ]( t' J! lcontrol terminology, may include the flight crew.; |& J' v$ `- a& {* L/ c2 o (See ICAO term AIRCRAFT.) ( P8 L' P( D/ V* F: w2 QAIRCRAFT [ICAO]- Any machine that can derive # d# c c% U- ~' P( r2 R6 e2 C3 Asupport in the atmosphere from the reactions of the air9 z, ]2 l3 R4 w1 P other than the reactions of the air against the earth's, H1 `6 M7 e. x* Q8 R surface., l2 r- j% u# h! U4 i AIRCRAFT APPROACH CATEGORY- A4 o: R- n" S( j) ~/ z! H, q grouping of aircraft based on a speed of 1.3 times the/ w z+ _5 P- ^/ t1 p Z; T stall speed in the landing configuration at maximum7 W- E5 A/ p3 ]7 Y: g: N: d. [ gross landing weight. An aircraft must fit in only one6 J" a: \ ^" I+ K, s category. If it is necessary to maneuver at speeds in 3 C3 C$ `) q; n& ^0 ]excess of the upper limit of a speed range for a 7 g3 ?$ x5 `& N* k% b* y# pcategory, the minimums for the category for that( u$ c U/ l8 N* e* V, o% {4 R speed must be used. For example, an aircraft which& }, c3 T1 w0 O' E! M2 p falls in Category A, but is circling to land at a speed" J2 K! s5 B0 _8 v- H in excess of 91 knots, must use the approach 3 P3 f( k# G, f5 W( v# kCategoryB minimums when circling to land. The 9 t! O) l- z# t1 icategories are as follows: 6 [' ~. B, ]5 k4 n7 y6 E8 Ga. Category A- Speed less than 91 knots.5 X1 p0 M, Z# x1 l( c3 D. ? b. Category B- Speed 91 knots or more but less 9 `2 ?' n% W3 e5 r1 d) uthan 121 knots.4 P9 E7 I* N* W% Y5 [ c. Category C- Speed 121 knots or more but less , Y2 F- N3 u" y; d% b0 Bthan 141 knots.' D" y9 c; p8 g+ S1 h d. Category D- Speed 141 knots or more but less; @% K2 E, V5 L1 m; w than 166 knots.: }; s$ @+ T8 S1 m e. Category E- Speed 166 knots or more. ! |/ V" A2 v# x, h(Refer to 14 CFR Part 97.)- t- D0 w2 C1 T3 f% y, [ AIRCRAFT CLASSES- For the purposes of Wake 6 i# c' W; j; E i2 a) H; \' sTurbulence Separation Minima, ATC classifies . P5 I) j. G6 E0 R) Kaircraft as Heavy, Large, and Small as follows: . v- o& f4 Z. K1 w! qa. Heavy- Aircraft capable of takeoff weights of) w6 v& X) I3 ]1 Y3 W more than 255,000 pounds whether or not they are 7 F7 [3 E- W4 i& loperating at this weight during a particular phase of ; i' G* u4 `. ~3 N. z5 ~1 E Eflight.# f0 x# U% j h0 f3 N b. Large- Aircraft of more than 41,000 pounds,6 c( ^; f d4 i9 @7 R2 ?( w maximum certificated takeoff weight, up to 255,000 & f- x6 O0 }) k4 upounds.9 N9 ]+ X. I: I8 A, _2 g4 d c. Small- Aircraft of 41,000 pounds or less 1 A% j. }- e& N$ g" kmaximum certificated takeoff weight.4 T) K/ }- X6 S: N6 r' d (Refer to AIM.)2 L) H* G3 V4 J/ b8 ^/ ~ AIRCRAFT CONFLICT- Predicted conflict, within 4 P& g5 M( g, n$ ZURET, of two aircraft, or between aircraft and + f8 E/ I3 o! ?9 i' w" ~; `/ @# Yairspace. A Red alert is used for conflicts when the. ~( M* N0 j1 B/ b- H predicted minimum separation is 5 nautical miles or ]% D$ F/ U+ c less. A Yellow alert is used when the predicted $ ?, |+ G4 r& h0 G; D; lminimum separation is between 5 and approximately 4 J8 O+ n8 q+ u. i8 R/ J# z12 nautical miles. A Blue alert is used for conflicts2 O+ C: ^9 Y: k% M8 [+ ]! G between an aircraft and predefined airspace. & y5 @, b6 t" @4 g& b/ i(See USER REQUEST EVALUATION TOOL.) 6 u# U. n8 w* Q* n1 F$ f' mAIRCRAFT LIST (ACL)- A view available with ) @8 ?" r1 D) h4 @" bURET that lists aircraft currently in or predicted to be ' \, e' P' U4 ]2 w' S; @" k$ rin a particular sector's airspace. The view contains, q+ _+ j- L5 r textual flight data information in line format and may* |& A1 ^7 B8 }0 B be sorted into various orders based on the specific: n5 {! T6 E- }2 w; L, A" I( Q needs of the sector team. 7 ~" c3 q) g! j9 L! n: m. Y, L+ ]9 n; m(See USER REQUEST EVALUATION TOOL.)9 q' E4 B& P* {2 g AIRCRAFT SURGE LAUNCH AND. }7 c" C) P$ x% U1 D RECOVERY- Procedures used at USAF bases to0 Y8 z2 J! t- _2 Y, |2 R* V provide increased launch and recovery rates in7 \$ a3 i& V2 b- T7 { o instrument flight rules conditions. ASLAR is based& ` F+ z" L# Q& u3 Q* U. _ on: ' { [+ G- E5 Y4 y" D$ a! \Pilot/Controller Glossary 7/31/08 " i* J. G2 N# M4 U$ IPilot/Controller Glossary 2/14/08$ a" {7 M1 V9 e PCG A-7' i( [' D( h$ }2 D a. Reduced separation between aircraft which is8 v, @$ T' `! f) r based on time or distance. Standard arrival separation( L! G% D, O; r/ C% P applies between participants including multiple , q7 w( {) [' l$ B) e9 Z3 N2 Gflights until the DRAG point. The DRAG point is a' v; o$ c9 y' T2 q- z published location on an ASLAR approach where, `- ~1 n, _/ C/ H+ T aircraft landing second in a formation slows to a ; c# m/ j/ ^0 fpredetermined airspeed. The DRAG point is the, X- P7 A9 l+ j, R2 ?' |7 ] reference point at which MARSA applies as- m" ^% I) U/ u- C2 P i4 h+ q expanding elements effect separation within a flight4 z" G) a1 O% @% k& ] or between subsequent participating flights. " U) k0 x! {6 b# @5 Zb. ASLAR procedures shall be covered in a Letter( F# g! v' D. k! U, D2 g) s of Agreement between the responsible USAF + U5 u6 U8 l/ y, Tmilitary ATC facility and the concerned Federal8 V) [; y' p- U: p Aviation Administration facility. Initial Approach ( z9 q. J. M4 c' T) e! ^Fix spacing requirements are normally addressed as ) b* Y* A v0 }0 d4 Fa minimum.3 B W" Q. T- d) R) G3 I, C AIRMEN'S METEOROLOGICAL & ~3 N+ m4 r5 Y! \INFORMATION(See AIRMET.)* ?$ n' {7 N, J& s6 [( z AIRMET- In‐flight weather advisories issued only & C' l& h$ s- P2 Cto amend the area forecast concerning weather # v! O8 i* N, G5 @& qphenomena which are of operational interest to all 1 j8 K% b$ e/ l _aircraft and potentially hazardous to aircraft having1 ^$ z. D- ~ Y M4 Z; y4 | limited capability because of lack of equipment,3 G! Z+ j e+ A3 ] instrumentation, or pilot qualifications. AIRMETs, ?8 t3 ?. O: n8 a9 g$ [ concern weather of less severity than that covered by # d7 S5 A* I- W/ Q9 sSIGMETs or Convective SIGMETs. AIRMETs) j$ R+ O# `) q! P cover moderate icing, moderate turbulence, sustained ' S: i2 {- a: }; u4 U) B3 hwinds of 30 knots or more at the surface, widespread( s- W2 j1 M' \9 k5 G areas of ceilings less than 1,000 feet and/or visibility 8 k, t# }- O1 l P) H( ] Jless than 3 miles, and extensive mountain- x5 N5 z, q' h8 X# Y1 }- s: z2 B obscurement. ; [5 Y$ q" [' O5 G2 ]* q' m(See AWW.) ' j o% A& _& [- @* X' r, e(See CONVECTIVE SIGMET.); R; ]3 }/ Y6 ? (See CWA.) ( O: ?8 S D2 z4 A7 ]$ `6 v(See SIGMET.)) M: r5 o# ^* l2 \$ Y (Refer to AIM.) * q, ]! T" t9 y6 ~AIRPORT- An area on land or water that is used or( v9 H, P5 H% R4 Q intended to be used for the landing and takeoff of ' ~( Z! e" j9 H! M5 l7 e' Z4 J) aaircraft and includes its buildings and facilities, if; P. J& ?5 ~2 V9 K4 \0 ^ any. ! m1 k' ~+ R, Y5 o) \# HAIRPORT ADVISORY AREA- The area within ten 6 a8 O' Y. i; K% v, _7 v9 smiles of an airport without a control tower or where& } U* n! w# R9 r' ^! { the tower is not in operation, and on which a Flight 4 a9 j) T. a" V6 s- J1 @# |' FService Station is located.; o9 z$ o3 R8 M. R/ v8 h (See LOCAL AIRPORT ADVISORY.) / z" V$ L! O. X" F(Refer to AIM.) 4 W: s6 v% s$ P/ i4 C7 Q6 O) ^AIRPORT ARRIVAL RATE (AAR)- A dynamic5 E# Q2 i$ \4 S( Q input parameter specifying the number of arriving. u: l7 `0 V/ ^8 F% N2 {! x aircraft which an airport or airspace can accept from / r) R9 E* j5 H+ w6 C& T3 zthe ARTCC per hour. The AAR is used to calculate % R+ y0 k$ @# h1 N: h& qthe desired interval between successive arrival+ v" Z- r4 q" }; Z% Q' x- r aircraft. 0 A* v5 L n* m5 s# VAIRPORT DEPARTURE RATE (ADR)- A dynamic D: {- \9 F- L/ \& s4 r* ^parameter specifying the number of aircraft which 9 b( W0 p% v9 B$ r+ acan depart an airport and the airspace can accept per# b2 r& j; C# C8 X6 E3 v: t) c) ~ hour.

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AIRPORT ELEVATION- The highest point of an3 K% V6 k! j4 x) P airport's usable runways measured in feet from mean; P3 x( j7 H u, c9 T sea level.# d) [/ q0 ?& J8 [# O) J2 f# z (See TOUCHDOWN ZONE ELEVATION.) * ]4 l. x1 h- m1 ?8 R0 E(See ICAO term AERODROME ELEVATION.): P9 y1 _" l6 T* s AIRPORT/FACILITY DIRECTORY- A publication' r+ _, U9 Z" N( P* ?! D( f- M1 e designed primarily as a pilot's operational manual7 m" T0 b2 |- R& q containing all airports, seaplane bases, and heliports " `4 g3 e1 t3 {$ S# x0 ~open to the public including communications data,3 c, j$ u% q2 p/ F* f navigational facilities, and certain special notices and f9 m+ p2 _# _! C3 _procedures. This publication is issued in seven5 z2 T t& Z0 r& \4 |, G volumes according to geographical area. 6 \- q! P2 X4 n# M" QAIRPORT LIGHTING- Various lighting aids that / Y& j0 w' P2 p, z0 zmay be installed on an airport. Types of airport 2 c3 e/ f) ~4 k/ [2 wlighting include: ; b+ d4 o* L5 J* E2 [a. Approach Light System (ALS)- An airport ) W |' p2 L( o+ b4 k5 H; V: S* [lighting facility which provides visual guidance to" P* l6 D* [4 T9 ] landing aircraft by radiating light beam s in a0 `$ F b" Y7 P$ L; D directional pattern by which the pilot aligns the9 y8 T; O$ ~1 C8 E, n7 ^ aircraft with the extended centerline of the runway on 7 Z- C& m6 y6 g, I4 S( e1 Bhis/her final approach for landing. Condenser‐2 F% Z: H" S9 D7 r) K Discharge Sequential Flashing Lights/Sequenced + \ s& e5 t* l/ f& WFlashing Lights may be installed in conjunction with . c* d: o( E3 Sthe ALS at some airports. Types of Approach Light' T6 T6 D6 g. v5 w/ T; b3 t2 y Systems are:" h6 g" ?% v" }+ J6 ^ 1. ALSF‐1- Approach Light System with 9 U" o1 b9 o8 m4 [* l9 x$ ~7 uSequenced Flashing Lights in ILS Cat‐I configura‐; s$ c6 Y I0 `; ^: c* W" X. l1 W tion.* U; P; h4 @4 g; L1 r 2. ALSF‐2- Approach Light System with + U& ?) C' R: ]7 xSequenced Flashing Lights in ILS Cat‐II configura‐ + n# i' d* K4 o" qtion. The ALSF‐2 may operate as an SSALR when 9 `/ ^# Q! K7 h3 y' Eweather conditions permit.+ U6 E* N' L& Z. n! b7 o4 q& l 3. SSALF- Simplified Short Approach Light % h8 G4 B! Z. n5 S( \/ CSystem with Sequenced Flashing Lights., p& s! J. I2 r9 y: a8 V 4. SSALR- Simplified Short Approach Light- u( ?* i$ D; n9 f: j; U# V" V System with Runway Alignment Indicator Lights. % I# |# j5 O# b; ]# |5. MALSF- Medium Intensity Approach Light) b* U# X. [: T2 x- @( ]' r System with Sequenced Flashing Lights.2 N0 O( Q8 Z! a3 N 7/31/08 Pilot/Controller Glossary * C- o& U3 P& e* ^ _" } u7 D) U2/14/08 / n" s% E3 b# S' qPCG A-8 ' q3 e! Q2 f& t& |0 l& {, E6. MALSR- Medium Intensity Approach Light 3 n+ n1 |1 p7 y/ @8 Z2 PSystem with Runway Alignment Indicator Lights. " R& \" z8 N" r& _* }7. LDIN- Lead‐in‐light system- Consists of4 W% n/ J; n7 q one or more series of flashing lights installed at or R: E+ a9 d/ Y' a5 Z3 O3 D% f near ground level that provides positive visual / ?4 v* P9 ?% p# |2 |guidance along an approach path, either curving or5 s6 q5 q, `) c4 |( \3 v; n; C straight, where special problems exist with hazardous. U6 ~+ }. b6 }) R* d terrain, obstructions, or noise abatement procedures.9 S g7 E& o! l! L6 r, ^ 8. RAIL- Runway Alignment Indicator Lights- ; ?$ c0 ?, _) m* O/ ZSequenced Flashing Lights which are installed only( {9 x7 d+ [' ]& ~ in combination with other light systems. 9 W) k( z" C" i" @9 K" N/ a9. ODALS- Omnidirectional Approach Light‐ - S5 V2 N$ W; T: m- u1 P6 ying System consists of seven omnidirectional9 }4 W. m; `4 G& V7 y$ ]% E8 ? flashing lights located in the approach area of a : v* W* I4 K G; r: snonprecision runway. Five lights are located on the : h& `2 F0 f2 Erunway centerline extended with the first light $ `; W* X3 M7 W- b8 ]' t0 plocated 300 feet from the threshold and extending at 2 ?. u6 Z" D- y4 u3 e. [equal intervals up to 1,500 feet from the threshold. 2 J) [5 \4 m5 n) ?The other two lights are located, one on each side of7 X) c# T+ b( j) o; c7 x, E0 ` the runway threshold, at a lateral distance of 40 feet' i2 c( I1 o: ^ from the runway edge, or 75 feet from the runway % T' N) C) |5 ?edge when installed on a runway equipped with a 1 U# k/ S6 J5 {VASI. 5 Y- @6 f: S3 v l7 ?$ j* f(Refer to FAAO JO 6850.2, VISUAL GUIDANCE3 h l7 g$ I& G LIGHTING SYSTEMS.). U; o, z, w$ a' T b. Runway Lights/Runway Edge Lights- Lights 7 R9 t' y: ]1 ^/ R; y8 ^having a prescribed angle of emission used to define8 ]/ o# ]- Z' x. U7 d+ r the lateral limits of a runway. Runway lights are" c9 G6 [5 f/ E& M: Q& i- q uniformly spaced at intervals of approximately 200$ W w. D- B, I+ l) y8 e8 l$ Z feet, and the intensity may be controlled or preset.* ~7 C# M) t9 i9 U, y. {5 s c. Touchdown Zone Lighting- Two rows of; E4 i# H# y" M transverse light bars located symmetrically about the - }; u6 M; ~4 a4 |7 \, [4 C; n7 xrunway centerline normally at 100 foot intervals. The : @8 ]7 m2 a, S: j8 D* X2 gbasic system extends 3,000 feet along the runway.* n2 Z3 A3 }; p- B' z& P6 w d. Runway Centerline Lighting- Flush centerline* P$ D3 l& h7 r# k lights spaced at 50‐foot intervals beginning 75 feet + _# V' B! X7 K2 d6 q2 @from the landing threshold and extending to within 75& s t: e) I" i1 P& h6 i feet of the opposite end of the runway.2 s% e0 ?7 v& ^% K- P! | e. Threshold Lights- Fixed green lights arranged0 u% K, f M) n% \% X symmetrically left and right of the runway centerline,$ n ^: W0 A0 {! ]2 C r2 n( S- s1 D identifying the runway threshold.$ q! R6 e) X0 }7 B f. Runway End Identifier Lights (REIL)- Two9 \8 \5 E0 J" j synchronized flashing lights, one on each side of the # f% |- u3 S' h7 l" mrunway threshold, which provide rapid and positive 3 @% g6 M/ M9 X. D0 r) gidentification of the approach end of a particular # r+ n+ ^: t" q8 p) R: ]6 _runway.- T7 @! B) E( I9 G' l g. Visual Approach Slope Indicator (VASI)- An ) l7 H' L: d# R0 u, kairport lighting facility providing vertical visual+ w+ @7 v2 I: V$ \ approach slope guidance to aircraft during approach6 ]& o. I) I6 s! Z: ~ to landing by radiating a directional pattern of high 0 H# T: h7 Q* Ointensity red and white focused light beams which, E) D; [' p9 o( V" W. p5 D/ f indicate to the pilot that he/she is “on path” if he/she 7 h( e9 c. P# a5 Asees red/white, “above path” if white/white, and. m7 T! m* m9 Y* E# u9 u) Z1 C “below path” if red/red. Some airports serving large ; B. n. ?3 t: r ^1 saircraft have three‐bar VASIs which provide two6 L5 z. d( d, ]$ B8 Z2 [ visual glide paths to the same runway. * s- x" `8 ?3 Y3 U7 Zh. recision Approach Path Indicator (PAPI)- An ( f+ R) m+ F8 `. o8 }& Hairport lighting facility, similar to VASI, providing ( B* m8 Z3 G. P1 x5 Cvertical approach slope guidance to aircraft during t6 Y! x: x Z7 L" Happroach to landing. PAPIs consist of a single row of 7 h. D( V9 I, T% N- B0 o6 ?either two or four lights, normally installed on the left - j, f# [& |/ nside of the runway, and have an effective visual range8 T6 p( N& `. e, L% Z& E0 a of about 5 miles during the day and up to 20 miles at% w: m7 ^6 {1 g* J& C$ h. U$ Z night. PAPIs radiate a directional pattern of high F; n* o# G0 Z( w! Q6 ~: W intensity red and white focused light beams which) V8 N, U/ n* B% k7 x indicate that the pilot is “on path” if the pilot sees an 9 G1 o7 G7 k1 ]equal number of white lights and red lights, with ) Z; [- v' u3 p9 p$ @white to the left of the red; “above path” if the pilot ) Y3 l0 a/ |! F0 X# Y- Ysees more white than red lights; and “below path” if9 }9 ^7 Y* m6 o2 K" c the pilot sees more red than white lights.6 Y* V5 D7 ]- ~9 f/ M1 l i. Boundary Lights- Lights defining the perimeter C$ I( T3 z& A; l7 L, G( Bof an airport or landing area.8 M: Z( A6 c6 o/ v. J) K$ R (Refer to AIM.) 1 K8 K( A. ~4 ?AIRPORT MARKING AIDS- Markings used on3 v Z9 q G+ e2 u5 d5 v8 R runway and taxiway surfaces to identify a specific4 B! e3 A: J( E5 R9 U runway, a runway threshold, a centerline, a hold line,0 F. h# [9 z5 E3 f etc. A runway should be marked in accordance with $ Z8 b/ a" C$ j1 I7 s1 Qits present usage such as: ! y- W9 m. q$ ?, K4 V/ n$ r9 H; m$ Na. Visual./ Y! g4 s: D# o b. Nonprecision instrument.9 g8 I9 Z* B7 r6 ]! g c. recision instrument. + m- o, Q. u) l$ R(Refer to AIM.)( E7 ?# _1 R2 [. P AIR PORT REFERENCE POINT (ARP)- The ! a! ~ K- s+ H1 D) d: vapproximate geometric center of all usable runway * ~& Q4 ` \& Z, j6 ^3 _$ n9 N1 Dsurfaces.2 g6 y8 }4 r# B2 E* ` \ AIRPORT RESERVATION OFFICE- Office re‐ . Y; `$ ^0 v( e8 V1 n/ r0 q- X, F* \sponsible for monitoring the operation of the high 9 B a4 l" z+ g, b n; c: m9 r8 bdensity rule. Receives and processes requests for2 e6 ^0 w) B* a1 W IFR-operations at high density traffic airports.6 I! x( F! O$ u0 R9 X" \( m AIRPORT ROTATING BEACON- A visual 8 C8 ~% P1 X* F) rNAVAID operated at many airports. At civil airports,8 v3 V8 m# v5 O- K alternating white and green flashes indicate the 4 w& A# l- C6 [* k4 Y& Plocation of the airport. At military airports, the c" E6 j6 o5 w! a' I7 V' u! q f8 m beacons flash alternately white and green, but are 3 S- z4 W3 V2 k n; j" S& v1 lPilot/Controller Glossary 7/31/08 ( ~" `; J, C8 h3 \) u& X! ^5 J) mPilot/Controller Glossary 2/14/08 0 r, v/ h! K7 V4 B9 QPCG A-9' S! M2 Y* a2 A @ differentiated from civil beacons by dualpeaked (two4 K0 U+ C& }* n; a* v; B quick) white flashes between the green flashes.- N3 p+ ^" T0 D. `# H, E. K5 t (See INSTRUMENT FLIGHT RULES.)' @& o( i4 y ~3 ?7 H4 e4 h (See SPECIAL VFR OPERATIONS.) " A% _5 o" Z. c, Q( D(See ICAO term AERODROME BEACON.) ; T. e+ ?1 [* E+ n(Refer to AIM.): S2 T1 V% G! ]/ C AIRPORT STREAM FILTER (ASF)- An on/off4 r9 U' t. y9 _3 e filter that allows the conflict notification function to " X( W: \7 ^2 A/ ?5 B Dbe inhibited for arrival streams into single or multiple 1 w3 k' M1 o [2 B% ]airports to prevent nuisance alerts. ' ]. B: o9 l3 _AIRPORT SURFACE DETECTION EQUIPMENT" ]1 w8 P4 C; E3 X (ASDE)- Surveillance equipment specifically de‐ ( x' ^$ [% A. d( Bsigned to detect aircraft, vehicular traffic, and other' t2 |: E I& q9 A4 r7 `9 @ objects, on the surface of an airport, and to present the : b+ @- x; @+ s% a1 S; O" wimage on a tower display. Used to augment visual 0 K' k1 Y. ~ Q5 Q' s/ L( Hobservation by tower personnel of aircraft and/or 9 ?* Q! R! R3 \, a( g4 c* ]vehicular movements on runways and taxiways. 4 `4 _$ L* v z- J8 {* ^4 IThere are three ASDE systems deployed in the NAS:( T; F5 n: r, C3 [% a( s' p7 t a. ASDE-3- a Surface Movement Radar. ) Z' R: y4 O6 L% X5 x% a( U+ Cb. ASDE-X- a system that uses a X-band Surface! [9 R$ ~* A4 ?7 k Movement Radar and multilateration. Data from 9 ? h9 W" |* Q- [$ f ^1 l8 Kthese two sources are fused and presented on a digital" C3 ^$ n+ a9 T9 h- w! ~' X4 h* E display. 0 t/ J5 j+ g9 s% A5 {5 l7 |9 H: @c. ASDE-3X- an ASDE-X system that uses the $ l7 W. ^! r. jASDE-3 Surface Movement Radar. ?# l9 m& Z8 }# k0 P5 S. q8 D AIRPORT SURVEILLANCE RADAR- Approach 0 G* A D5 `0 Zcontrol radar used to detect and display an aircraft's # _& |6 D4 Z" k' f4 g% lposition in the terminal area. ASR provides range and4 S7 }- @$ W7 f" @+ q azimuth information but does not provide elevation/ a& e) |6 x- q data. Coverage of the ASR can extend up to 60 miles.7 [" G. D) q1 c e1 ^' t AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) ! w6 j9 l% g5 ]3 j6 Z' o) D9 t& G9 mAIRPORT TRAFFIC CONTROL SERVICE- A t* }$ e9 M& m& Q, C l service provided by a control tower for aircraft 1 M' H2 a# j6 J' |. M2 foperating on the movement area and in the vicinity of( g: y' i" o! P) Y an airport.) {$ I4 T; u3 U) I: m" ~2 a! R7 U5 i (See MOVEMENT AREA.) B! @/ w2 d9 I9 Y7 @ (See TOWER.)/ w3 x) X+ s5 E: e: ^ (See ICAO term AERODROME CONTROL ' d+ t2 s1 P1 t; v. l3 @SERVICE.)& b& `; N! @5 Q3 P% `! w% ]4 j AIRPORT TRAFFIC CONTROL TOWER(See TOWER.) - B- K+ I' L( J: JAIRSPACE CONFLICT- Predicted conflict of an 0 q2 G0 R. z; V. g. ~2 Naircraft and active Special Activity Airspace (SAA).# f/ c) p! D1 q1 w. [- B AIRSPACE FLOW PROGRAM (AFP)- AFP is a 6 Y S& G: a6 D l: ^+ TTraffic Management (TM) process administered by - H, {; v2 V# X: N: W a8 Vthe Air Traffic Control System Command Center 2 z Z. w& }% D" w( m" h(ATCSCC) where aircraft are assigned an Expect5 A) k1 P' x( \# V5 n# l+ U2 Q$ i Departure Clearance Time (EDCT) in order to$ H- S5 \7 E" ^* M2 Y4 S manage capacity and demand for a specific area of the + j# d+ r2 ^( N& L% ^! M8 ENational Airspace System (NAS). The purpose of the 8 e4 X% T' H8 r6 K! iprogram is to mitigate the effects of en route ; l/ l- y a6 y! Z8 X* n! sconstraints. It is a flexible program and may be- G/ p5 e! U. T8 t implemented in various forms depending upon the 5 K# v2 O" J9 V) j+ W8 _) j1 z$ tneeds of the air traffic system.9 i3 F4 a% E P AIRSPACE HIERARCHY- Within the airspace 4 G& @0 s" X" F2 I8 F- D0 b( mclasses, there is a hierarchy and, in the event of an / g9 x) D, J7 N, j# H9 c, poverlap of airspace: Class A preempts Class B, Class * ~3 b) ?. q' g* U3 e( r3 ?B preempts Class C, Class C preempts Class D, Class ; V% |& d; m8 j! U5 uD preempts Class E, and Class E preempts Class G.# Y q; Z- E0 x" C# s" F AIRSPEED- The speed of an aircraft relative to its 4 |7 H: P& {- v* B; z( T6 A9 ssurrounding air mass. The unqualified term; |8 w; f! B' c1 n3 D1 X “airspeed” means one of the following: ! \) F5 ~5 k. J* I% Xa. Indicated Airspeed- The speed shown on the 3 b9 J5 i) `% w4 x; b/ ~/ Maircraft airspeed indicator. This is the speed used in( x G$ X: R7 B# l; f8 d( p/ } pilot/controller communications under the general) Q% [8 _7 i1 C% H. S' [, V term “airspeed.”8 ]6 F8 v' Y6 `2 T (Refer to 14 CFR Part 1.) 7 n& |* D/ {+ r9 i8 a% `b. True Airspeed- The airspeed of an aircraft" R3 L# m' Q) z% v n8 C/ [, v, @ relative to undisturbed air. Used primarily in flight ) t& \9 B/ h+ h0 h [5 r5 K* _planning and en route portion of flight. When used in ! f. G/ [* J3 h- m: Ypilot/controller communications, it is referred to as) S7 `+ _: O; o Y9 A# n, `/ z" g “true airspeed” and not shortened to “airspeed.”$ x5 p4 I% H& \9 w AIRSTART- The starting of an aircraft engine while ! f; v" `8 E" L/ T8 X4 Y$ lthe aircraft is airborne, preceded by engine shutdown 9 B' }* O8 K, Hduring training flights or by actual engine failure.) p" r+ E; r! Q8 d" f AIRWAY- A Class E airspace area established in the8 d' R$ E( X" l: N form of a corridor, the centerline of which is defined 6 ?& g$ s. P; e2 a- F3 jby radio navigational aids. 6 ? m3 l+ l( b$ b; f: ~(See FEDERAL AIRWAYS.) & @3 P! ~ F) i) ~0 `: x l# R# V) }* T(See ICAO term AIRWAY.) - i, u5 B( }, x; J+ k* i(Refer to 14 CFR Part 71.) " g/ }5 `8 [ ?0 P$ i(Refer to AIM.) 4 O+ C' M( Q8 z* ^6 V0 p( tAIRWAY [ICAO]- A control area or portion thereof * v* i8 c7 x2 s3 x) y6 e) Testablished in the form of corridor equipped with 3 G y6 i9 h I ]radio navigational aids.- \# R2 C1 I5 X/ T AIRWAY BEACON- Used to mark airway segments t2 z# [, d' i5 A! v in remote mountain areas. The light flashes Morse1 X) F2 Y/ ~: H Code to identify the beacon site. 7 y8 \) U# [( ]$ |$ ?8 ~(Refer to AIM.) C" m' ^4 W$ S" J" zAIT(See AUTOMATED INFORMATION# u. i; A6 t; @8 R; \1 l+ i5 w TRANSFER.)) @, G7 i- H& G& q 7/31/08 Pilot/Controller Glossary3 `. \- z6 c* _% m- l( X 2/14/08$ i9 S3 t1 y/ F PCG A-10! g7 @3 G* a( F5 J! @) n ALERFA (Alert Phase) [ICAO]- A situation wherein ( L% K. m/ \' H: Y/ }! x8 {apprehension exists as to the safety of an aircraft and" ]6 h+ E( T8 r2 O4 I0 E" u its occupants.4 m8 i( {% A# y( @ ALERT- A notification to a position that there- @- N; y& P+ P9 `" d1 ^ is an aircraft‐to‐aircraft or aircraft‐to‐airspace ^0 ]! u; s" p conflict, as detected by Automated Problem ( o3 X; W: R, s1 @Detection (APD).5 O0 @8 a) N& U/ m( _ ALERT AREA(See SPECIAL USE AIRSPACE.) 8 g( `8 l t$ D6 f: ?" N m; `6 ?0 iALERT NOTICE- A request originated by a flight: x2 `. p& {& G2 v# S. q- E service station (FSS) or an air route traffic control* i* l2 G: a, G7 e5 t2 c: K center (ARTCC) for an extensive communication- Q5 x4 d# \. z9 `" o search for overdue, unreported, or missing aircraft. . R; v8 d% b3 R3 c8 C& OALERTING SERVICE- A service provided to notify $ B8 {* G( T% F' e/ c9 f2 ^( fappropriate organizations regarding aircraft in need & P: S& [( ?* \3 }of search and rescue aid and assist such organizations 5 M3 y' o' A/ L8 Gas required.' k1 O- |! p3 Y6 ?$ A4 V {: c ALNOT(See ALERT NOTICE.); l; {! [* U5 P; ?4 j! ?! _( T ALONG-TRACK DISTANCE (ATD)- The distance5 W8 v2 A# v1 t7 d+ S5 `/ H3 x measured from a point‐in‐space by systems using ) a c& [8 N9 \# r/ _+ e/ }area navigation reference capabilities that are not 4 C D {9 P5 [ s+ Nsubject to slant range errors. 0 T5 x, B3 P/ \* Q* A3 H. TALPHANUMERIC DISPLAY- Letters and numer‐- d* p' |. `2 i+ }+ [4 H* l als used to show identification, altitude, beacon code, Q$ U% `; g8 O/ J2 V2 r and other information concerning a target on a radar$ B7 j0 a8 w0 d( |; [ display.; f* m1 ?: _3 X/ k! L# w (See AUTOMATED RADAR TERMINAL, D9 z/ ~8 f4 D# R& n SYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐5 y! Q* G1 u8 K drome to which an aircraft may proceed when it % e: I2 N n" M& u( z F- S) O% ]becomes either impossible or inadvisable to proceed ) `8 Q# X7 z; N) H9 Nto or to land at the aerodrome of intended landing.9 d( d- }) G. [ Note:The aerodrome from which a flight departs 4 W; V& u# H' L6 Z6 ymay also be an en‐route or a destination alternate % w- s$ a' z- K/ \aerodrome for the flight. 3 w+ H. N9 v1 W& o* ZALTERNATE AIRPORT- An airport at which an ! S: I" x7 H% p5 ?' N$ caircraft may land if a landing at the intended airport ( e8 p; K5 p ?8 Y/ [5 H& Vbecomes inadvisable. 3 V8 k4 l3 c+ o(See ICAO term ALTERNATE AERODROME.)9 W- M5 o$ {" c, e E9 v; v ALTIMETER SETTING- The barometric pressure' _$ ~- e" W0 C/ @* s reading used to adjust a pressure altimeter for * S) _- j2 N; Z' \3 P' j& E6 dvariations in existing atmospheric pressure or to the 4 c1 j: L& y, t0 F( wstandard altimeter setting (29.92).$ }( o/ |, X/ P (Refer to 14 CFR Part 91.)4 w; G* m# _5 a7 M1 r- M (Refer to AIM.), ?: J( ?) c, E& I ALTITUDE- The height of a level, point, or object 7 O8 z2 W' n8 ^7 f8 {measured in feet Above Ground Level (AGL) or from ) w8 P: X% @* f0 F, {# T1 mMean Sea Level (MSL).5 Z/ b! Z8 {* @& v2 N2 M (See FLIGHT LEVEL.) 1 b4 I( B1 ?& N. ha. MSL Altitude- Altitude expressed in feet K( T7 n# E: K4 s measured from mean sea level." k! P. h1 Q2 M! z7 ^+ A5 J/ S7 a) D b. AGL Altitude- Altitude expressed in feet1 t' A" b9 z% q1 K measured above ground level. & Y& @; E+ _+ d" K- Zc. Indicated Altitude- The altitude as shown by an+ e' L1 N6 l! N1 U3 `0 A _ altimeter. On a pressure or barometric altimeter it is # p3 D4 ]% ]6 L! u$ oaltitude as shown uncorrected for instrument error - q/ X! ~4 A. W) `* s0 B0 S+ s- Kand uncompensated for variation from standard . i7 J4 l) ?1 N/ zatmospheric conditions.$ d5 T; c" H1 [% q (See ICAO term ALTITUDE.) . _% h+ K ] h2 y4 [- M6 wALTITUDE [ICAO]- The vertical distance of a level, $ ~0 l4 B( |' l" ~2 i% Xa point or an object considered as a point, measured A' H0 l% p4 i/ ]9 u from mean sea level (MSL).8 A; t+ I$ l& G# b ALTITUDE READOUT- An aircraft's altitude, % e S+ G' a1 J+ r qtransmitted via the Mode C transponder feature, that 4 X$ |, ^) W2 T( k6 V! bis visually displayed in 100‐foot increments on a 6 |0 S1 a$ u$ J5 Q0 f! n, T: Kradar scope having readout capability.) x4 d1 ]" b- o" P# ]+ u* P& c* z (See ALPHANUMERIC DISPLAY.) & v# O' s1 f- f. v; H* L0 v(See AUTOMATED RADAR TERMINAL o0 A8 W- @1 y* [; jSYSTEMS.)" c( J. f) c$ Q' l) h& V (Refer to AIM.)% M6 L0 f# S) ~! [8 L ALTITUDE RESERVATION- Airspace utilization9 @: e& E: z& w2 j under prescribed conditions normally employed for$ y7 n( } w! `# H' H9 ?5 l the mass movement of aircraft or other special user # C0 f' L" p8 f. S1 | i F5 `4 Orequirem ents which cannot otherwise be + R4 [. o' h" |+ ?& o" baccomplished. ALTRVs are approved by the ( v" x4 h1 K# ]% o1 \6 z( pappropriate FAA facility.4 C/ ]7 S+ v7 ~( b# D (See AIR TRAFFIC CONTROL SYSTEM 6 G7 x; D+ c3 b- B# X7 MCOMMAND CENTER.) " F3 d4 A. W. W, DALTITUDE RESTRICTION- An altitude or alti‐ H* R: P0 V! N) U. M$ `, y9 I5 z ztudes, stated in the order flown, which are to be( D( s4 S. z2 E) [: y. l maintained until reaching a specific point or time.* y; V+ ^* n) p. c( R) S0 k0 u Altitude restrictions may be issued by ATC due to& F9 |, D4 W" U+ u* ~1 R/ \/ F" r traffic, terrain, or other airspace considerations. ' v0 N, `" `' c; v& }& u& UALTITUDE RESTRICTIONS ARE CANCELED-, Z7 e) b ^& G0 ]: I9 r Adherence to previously imposed altitude restric‐" z6 H" Y! D! S tions is no longer required during a climb or descent.. R. ?+ ?% k" G, F- w ALTRV(See ALTITUDE RESERVATION.) 5 F/ f& f9 L. l0 b$ EAMVER(See AUTOMATED MUTUAL‐ASSISTANCE 2 ]$ s: ?# S: MVESSEL RESCUE SYSTEM.) ; ~. \2 p' U' Q" bAPB(See AUTOMATED PROBLEM DETECTION# T7 x* W/ ?; @+ H0 p BOUNDARY.) * f1 L0 M+ z" l2 S! IPilot/Controller Glossary 7/31/08( n* u: i, m" ^0 t& o3 L/ I Pilot/Controller Glossary 2/14/08# m* ?* R+ q9 ~ PCG A-11* M1 n9 a8 T/ x1 R APD(See AUTOMATED PROBLEM DETECTION.)# p; `+ a! \1 i0 X* H, c APDIA(See AUTOMATED PROBLEM DETECTION : ^0 A, n! u) R2 j6 LINHIBITED AREA.) d7 u" e5 O2 S! [APPROACH CLEARANCE- Authorization by. D1 D& g @" \% x ATC for a pilot to conduct an instrument approach./ N) s) G3 {/ I% i1 e" z; f The type of instrument approach for which a ( `! r/ Q4 J" ^/ R8 x3 Wclearance and other pertinent information is provided / P" Y. Z9 w1 ^0 c! Din the approach clearance when required. " P" ^0 O- R3 E* \7 f* k6 d(See CLEARED APPROACH.)$ ?0 M6 L+ e& d/ P (See INSTRUMENT APPROACH# u& R! c6 }+ a, K, Q3 o PROCEDURE.)/ a1 E; H1 z; ?5 a% d. s" d1 `6 Q" W( u (Refer to AIM.). F3 u- n+ a3 s2 u. } (Refer to 14 CFR Part 91.) & L' S' ^3 {+ ]8 W3 ^APPROACH CONTROL FACILITY- A terminal5 ^5 ^5 V7 p/ h g0 q4 I. L ATC facility that provides approach control service in T! n5 H" T9 K) p8 k a terminal area." f: s! p4 f$ A/ k; y, y% o1 v (See APPROACH CONTROL SERVICE.)+ A% I9 M H% Z% r) X1 R (See RADAR APPROACH CONTROL7 C( Y" p- p4 z$ t' X7 R5 Q9 b FACILITY.)$ W: w# e Y/ ?( H) o APPROACH CONTROL SERVICE- Air traffic/ I- R% r1 g$ {* U control service provided by an approach control9 N0 N: Q) X. m facility for arriving and departing VFR/IFR aircraft ' ?4 `' k6 y r! z% `0 b/ j1 Xand, on occasion, en route aircraft. At some airports r1 k' d; P& k2 M- V not served by an approach control facility, the 6 H2 d! k3 Q+ O2 t! \/ C& ZARTCC provides limited approach control service.2 ^. L2 j* s& r' w6 o (See ICAO term APPROACH CONTROL/ l, H- V T: p SERVICE.) 9 x* z8 K2 C0 @* `(Refer to AIM.) ; l6 \6 m! ?; gAPPROACH CONTROL SERVICE [ICAO]- Air / A3 V& J" a. [. ~traffic control service for arriving or departing - F' w5 Z5 R! f0 q2 acontrolled flights. 1 B& M; r- A5 B, l; OAPPROACH GATE- An imaginary point used4 e% J; |; H0 _4 E* ~) H) W! M within ATC as a basis for vectoring aircraft to the/ H4 k3 k b1 l7 P3 V3 } final approach course. The gate will be established9 b z3 U6 y( z- A along the final approach course 1 mile from the final; q; U U# ^% q' ]+ X approach fix on the side away from the airport and 1 s/ o9 \; c- c3 p1 I7 y7 [will be no closer than 5 miles from the landing+ z+ g' E1 a# }; P& n; R; e threshold. 2 l- [1 c4 x' _8 n% u( e; \' j7 uAPPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.)7 P0 U# e" V x, K- n3 M- e3 }. T APPROACH SEQUENCE- The order in which + `# b& m- o+ H( p8 i1 B/ Laircraft are positioned while on approach or awaiting 1 e3 O2 p# f4 h0 [& i" ~approach clearance.9 @- t' m+ o% y8 S. v! O# e9 S9 m (See LANDING SEQUENCE.) 6 \( C/ }6 e" H7 r(See ICAO term APPROACH SEQUENCE.)+ q5 c: {" h7 d$ h1 D APPROACH SEQUENCE [ICAO]- The order in6 j! b% K s1 n! E# Q% s! O+ O which two or more aircraft are cleared to approach to. R/ ?9 Q; g3 Z0 @+ ?7 Y4 C land at the aerodrome.5 K% @2 ]# y& l' T! D( g APPROACH SPEED- The recommended speed ! Y) x3 {& [: K, p1 Vcontained in aircraft manuals used by pilots when & ~. P: w+ \/ c3 M$ F; n6 Zmaking an approach to landing. This speed will vary - T8 O& s2 y& o5 o. nfor different segments of an approach as well as for- C a( A( u! _ aircraft weight and configuration. $ E: J% D# o5 X( @* rAPPROPRIATE ATS AUTHORITY [ICAO]- The" p" z9 H+ B r9 C8 J6 [ relevant authority designated by the State responsible : S, g2 W* O T4 rfor providing air traffic services in the airspace9 F! p# H: r7 K1 h& N concerned. In the United States, the “appropriate ATS# N5 @# t; Q6 i" @* T) n authority” is the Program Director for Air Traffic) T+ E5 k, P* j! ? Planning and Procedures, ATP‐1./ N i$ v+ o' t( w% q( D- J APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant : S( Q" S) |. P5 H% Rauthority is the State of Registry.: z S( [. i# X5 V" V5 r9 u! T' z b. Regarding flight over other than the high seas: 6 {5 _# K! m9 m6 D2 S$ L$ }the relevant authority is the State having sovereignty8 C- u; g9 Z. |- M over the territory being overflown.% M# g) `, P- A; M7 D9 W APPROPRIATE OBSTACLE CLEARANCE" O' @4 j' B. [) @6 P MINIMUM ALTITUDE- Any of the following:7 D0 n' h$ T3 o! j; e, }2 a+ o. Z (See MINIMUM EN ROUTE IFR ALTITUDE.)3 x- a- h; j( \7 H: ?0 t H (See MINIMUM IFR ALTITUDE.), ]4 l( _8 a, [. i, A (See MINIMUM OBSTRUCTION CLEARANCE ) O4 P6 t! p7 YALTITUDE.) A0 E8 B. h! a' y# ~" M3 g(See MINIMUM VECTORING ALTITUDE.)/ s7 H+ B8 h8 j8 t APPROPRIATE TERRAIN CLEARANCE / `% `5 t. ?5 J2 X- oMINIMUM ALTITUDE- Any of the following: ) F7 U& d) E& {(See MINIMUM EN ROUTE IFR ALTITUDE.)/ S# {9 `. J8 }" t2 S (See MINIMUM IFR ALTITUDE.) \4 L3 d e8 u) \( k(See MINIMUM OBSTRUCTION CLEARANCE 1 ]6 [( F0 R3 R+ b& ^7 ^5 _ALTITUDE.) ( I% x) m. ?7 g1 C& P7 k4 p(See MINIMUM VECTORING ALTITUDE.)1 }7 j1 S% S# a b3 R5 m APRON- A defined area on an airport or heliport0 K: [8 ^: A# R X1 m intended to accommodate aircraft for purposes of 9 j8 \! M) M G9 F9 H3 j0 S; rloading or unloading passengers or cargo, refueling, , \2 Z# f) z0 @. c1 R; Nparking, or maintenance. With regard to seaplanes, a C; Q4 E0 ]2 [) X! }ramp is used for access to the apron from the water.# |1 ` U; @4 ]4 U9 c (See ICAO term APRON.) 6 f; [, w5 b$ q; cAPRON [IC AO]- A defined area, on a land 8 t5 m3 [! a* g. C& a+ z9 yaerodrome, intended to accommodate aircraft for $ `' S; Y0 ]( X+ y" ?% m' A w' Opurposes of loading or unloading passengers, mail or * F* t' g& d A7 e8 `9 W; o8 w4 pcargo, refueling, parking or maintenance.0 e, `: r" k. f ARC- The track over the ground of an aircraft flying8 H. i1 {, w7 ^! M3 _6 q4 t at a constant distance from a navigational aid by; }) I8 S' y' C4 a7 t! @. m reference to distance measuring equipment (DME). $ h( P5 p6 v4 c7 ~% c2 P7/31/08 Pilot/Controller Glossary# c Y% v' ?, t! _ 2/14/08 M, ^) H+ E9 k0 x- N5 }7 d" }PCG A-128 V$ r4 C0 x% W: T$ ~* ` AREA CONTROL CENTER [ICAO]- An air traffic, l1 _; O4 g' T, T: U control facility primarily responsible for ATC ( d4 n5 a- ~) u& oservices being provided IFR aircraft during the en' L' D2 P, H% [/ s& C route phase of flight. The U.S. equivalent facility is ( w6 o$ q0 m y: N' }; m0 van air route traffic control center (ARTCC). 6 U6 \/ f! e3 NAREA NAVIGATION- Area Navigation (RNAV) 7 O' a4 J3 z# l3 Q: }) n! T1 j# Zprovides enhanced navigational capability to the) I5 d- s$ ~6 T& \. v pilot. RNAV equipment can compute the airplane* J7 b K, m$ i" {1 H position, actual track and ground speed and then 3 ?% Q* B) j& W' Qprovide meaningful information relative to a route of # D1 D \* T Nflight selected by the pilot. Typical equipment will 1 ?% }( U# w B5 K4 w5 {provide the pilot with distance, time, bearing and , x) F" J* E6 q- D6 q' w" W7 `crosstrack error relative to the selected “TO” or1 e4 L5 E- q* t5 ^! _ “active” waypoint and the selected route. Several ) W! o3 T! D( r5 S, S2 ydistinctly different navigational systems with1 ~# U7 r f3 U# [8 @ different navigational performance characteristics+ Y( R0 @4 ?# C% e are capable of providing area navigational functions.0 K( P+ K9 H: y, i( X' b Present day RNAV includes INS, LORAN, VOR// ?! h. p n- n! a0 q3 S0 l% i DME, and GPS systems. Modern multi‐sensor # [8 `6 l- W! v$ Nsystems can integrate one or more of the above% {! K, s0 E6 t2 |' k& d/ j systems to provide a more accurate and reliable * a$ Z( U9 A4 y2 ^& V% M1 S' Pnavigational system. Due to the different levels of u4 k* y' i" e3 @) F9 i performance, area navigational capabilities can ) S p/ p) N+ \: u7 r% ?$ @6 f4 [6 W/ Bsatisfy different levels of required navigational3 |- `" Y0 P; ]9 R: d" j8 ] performance (RNP). The major types of equipment; {* O# ?7 A; H! b! T are:% w; {# ]% i4 A; t* O6 a) O4 r a. VORTAC referenced or Course Line Computer1 n& | a4 K4 L- o" r (CLC) systems, which account for the greatest- U- F. h4 p7 E- o$ X* G( l& A number of RNAV units in use. To function, the CLC5 D( \ n5 ?" W1 W8 ?+ a must be within the service range of a VORTAC. " U8 p& ^' ^# F# |b. OMEGA/VLF, although two separate systems,( D" m& o* S3 Q5 L+ Y- m% L4 k can be considered as one operationally. A long‐range 4 U- c& v1 O; [; d5 mnavigation system based upon Very Low Frequency " D0 C9 T7 D1 s s/ M0 `# pradio signals transmitted from a total of 17 stations 5 b6 y5 l) [5 e7 m7 {0 hworldwide. - p" x! a# Z) T! c' {8 Ac. Inertial (INS) systems, which are totally ! C% A7 l2 L: U# zself‐contained and require no information from! v8 b0 ^. x, ?! |$ M: }* E. {% ] external references. They provide aircraft position g" x2 {% p4 v n/ Gand navigation information in response to signals& \0 ^+ K( c. D. b8 z resulting from inertial effects on components within 8 N8 n( E& |" D6 f& ?+ `+ lthe system.3 Q7 T% D0 j3 v. ~ d. MLS Area Navigation (MLS/RNAV), which2 a7 Q$ U$ ]6 M provides area navigation with reference to an MLS " _! ^" }8 L* W/ ~1 eground facility.) X: f' `9 k* ~* X2 E1 h e. LORAN‐C is a long‐range radio navigation ; T3 }# C6 A- a* J$ Ksystem that uses ground waves transmitted at low* F& Z- K! K+ A' J frequency to provide user position information at 6 f2 A3 o2 f; mranges of up to 600 to 1,200 nautical miles at both en5 g/ }) u! p L. @4 H route and approach altitudes. The usable signal % l8 Y9 `+ Q! {coverage areas are determined by the signal‐to‐noise# |% N% R$ C1 A- G2 P7 e1 J ratio, the envelope‐to‐cycle difference, and the % S8 c% Z$ [. o! m0 mgeometric relationship between the positions of the; z& A4 A" U8 e2 ~% s8 W user and the transmitting stations. 4 H/ [0 L) ^) a% n2 {3 wf. GPS is a space‐base radio positioning, 8 L" w/ R3 p! V/ W3 Q$ ~2 q/ R) u7 t$ |navigation, and time‐transfer system. The system 4 z0 o6 a( k6 Z- c; Oprovides highly accurate position and velocity8 { y, S6 m( P information, and precise time, on a continuous global & s" r4 u# k$ s. Z$ {basis, to an unlimited number of properly equipped 3 d$ e) C# d% v+ Z' s6 P7 W' Ausers. The system is unaffected by weather, and & @) }" [ f9 f+ R, k! }6 A' C; B8 c$ jprovides a worldwide common grid reference ) Z: F/ N7 V" y. i5 esystem.& t2 \0 A. J" g4 r' N: @5 ]$ ` (See ICAO term AREA NAVIGATION.)+ r( q) E- x# P4 N, p5 f! i" \ AREA NAVIGATION [IC AO]- A method of ' V- l" o5 Z1 s% I$ hnavigation which permits aircraft operation on any! W# c5 p" C. d" ?6 H desired flight path within the coverage of station‐ 0 M6 _; Z8 q. Z; areferenced navigation aids or within the limits of the 6 t% I' m0 L: c: Scapability of self‐contained aids, or a combination of ( i: ?. Y8 M% {3 _- O3 k: q/ }these.0 @1 J; l' p1 W6 i7 [" U AREA NAVIGATION (RNAV) APPROACH" r# r5 b+ Y9 h& h CONFIGURATION: 1 G5 t' D# d, B% |+ Va. STANDARD T- An RNAV approach whose & y4 y0 e( c6 z9 r, ]* W5 Pdesign allows direct flight to any one of three initial % ^# J5 u' K% Y. Kapproach fixes (IAF) and eliminates the need for R% e: J( b& ?' i4 a4 Qprocedure turns. The standard design is to align the 1 b! R: X# C6 E4 ]2 }) ?: y7 h6 |procedure on the extended centerline with the missed : z! ~) ?; F( R7 u, n1 ` uapproach point (MAP) at the runway threshold, the / x5 p2 @1 q* `. G8 X! Y* U# ~3 ?0 sfinal approach fix (FAF), and the initial approach/ 0 c3 U9 @5 M: H5 F# ^/ ~. yintermediate fix (IAF/IF). The other two IAFs will be+ X0 N7 O9 d0 T6 |6 h- u' P7 e1 C established perpendicular to the IF. + h+ z7 Y! y5 i. n" r0 D5 N" h \. C$ jb. MODIFIED T- An RNAV approach design for ( Q4 o( y6 E# K0 @ Q/ `* j- Vsingle or multiple runways where terrain or( k/ J1 [6 E# G3 I operational constraints do not allow for the standard $ u" s9 t7 E' J% t2 Q) c8 T% oT. The “T” may be modified by increasing or $ U' ?+ L) A# i* W3 |decreasing the angle from the corner IAF(s) to the IF3 N7 k% B* z( v2 F( d or by eliminating one or both corner IAFs.) z1 n, N, s$ }. x* b c. STANDARD I- An RNAV approach design for 4 b1 {. s M$ }. Na single runway with both corner IAFs eliminated. : \$ i7 d1 z, {2 [2 `! O0 L8 x% gCourse reversal or radar vectoring may be required at 6 ^- Y1 f9 v7 R0 {; k6 r: M1 Xbusy terminals with multiple runways. ! E- P3 N1 Z) q% Hd. TERMINAL ARRIVAL AREA (TAA)- The- W5 r7 w+ x- d* Z9 i TAA is controlled airspace established in conjunction K1 K7 `; `- E2 W- l with the Standard or Modified T and I RNAV $ w6 N" k, l2 ]$ W2 r! papproach configurations. In the standard TAA, there ( H' s6 z5 Y$ ^are three areas: straight‐in, left base, and right base. ) J" @ w8 d% d5 QThe arc boundaries of the three areas of the TAA are + t- n$ ?( s* o; w/ Wpublished portions of the approach and allow aircraft " u) u0 `# T/ A$ N3 }: W8 I6 Pto transition from the en route structure direct to the2 P9 W. y) T; J+ w t/ R nearest IAF. TAAs will also eliminate or reduce2 i6 b. h( G( F7 M j Pilot/Controller Glossary 7/31/08! E9 s" B3 C) U/ @: ^( u6 } Pilot/Controller Glossary 2/14/08 3 i, O7 L h! X4 r+ WPCG A-13, [- }1 V0 ~9 l- Y0 K, n- N feeder routes, departure extensions, and procedure6 v1 h$ ?5 V4 A2 z1 q turns or course reversal. . g# ?* m! h% L) Y- g. k2 y! `- ^1. STRAIGHT‐IN AREA- A 30NM arc) n. o- ?: {& U" w1 y centered on the IF bounded by a straight line8 W' T6 F8 v8 E; }0 Q: i3 q/ q* A extending through the IF perpendicular to the. D+ n, x6 A6 g, ^- p& O intermediate course. 2 m8 P. a! @5 t, V6 M* \: P4 n2. LEFT BASE AREA- A 30NM arc centered: e8 Q1 ^9 H8 o& F4 ? on the right corner IAF. The area shares a boundary 9 v+ W! o7 ^0 F$ ywith the straight‐in area except that it extends out for! S# d+ W! B, v& t. h 30NM from the IAF and is bounded on the other side ! q% B4 {/ i% o5 z3 j2 hby a line extending from the IF through the FAF to the & m5 q* Q% }( R0 H1 e* T. @; \arc.. P5 L( B9 {5 g y 3. RIGHT BASE AREA- A 30NM arc centered ; \* A7 b; a5 t& Hon the left corner IAF. The area shares a boundary1 B. v7 R$ H% X0 \" _+ U3 ?$ x with the straight‐in area except that it extends out for 1 p2 |9 j+ a/ k2 ^6 o: H30NM from the IAF and is bounded on the other side 3 D- @5 s: B+ y8 O8 O% Gby a line extending from the IF through the FAF to the " L/ u7 Y- J+ R0 |8 Earc. & v4 G5 W9 @8 V2 C, g6 JARINC- An acronym for Aeronautical Radio, Inc., 9 i' N9 h9 X+ z m# \ {% p: Wa corporation largely owned by a group of airlines., s: y) t( v5 a; u0 k: t# N5 S ARINC is licensed by the FCC as an aeronautical- m# X O5 E7 Q9 l6 e station and contracted by the FAA to provide $ w% T5 c( e4 o5 Ncommunications support for air traffic control and& M# e. T" V. L( m& C! J; M- W. ] meteorological services in portions of international 4 x7 W6 z/ U$ v3 Aairspace.$ X1 d' b; s9 A# s4 m; H ARMY AVIATION FLIGHT INFORMATION( O* [; N: Z2 c BULLETIN- A bulletin that provides air operation' k; Z6 Y" f$ U( I5 b data covering Army, National Guard, and Army % M9 h( ?! L0 ~% j$ D3 \) EReserve aviation activities.3 |5 d# m; ^2 I) U( x& N ARO(See AIRPORT RESERVATION OFFICE.) % G. U$ [1 Y% x- P3 e) NARRESTING SYSTEM- A safety device consisting ( t5 @# _+ Z( X; J7 H( Yof two major components, namely, engaging or . X. z/ u- I a% ~( wcatching devices and energy absorption devices for9 ^) g# e9 H$ c- D3 S the purpose of arresting both tailhook and/or * W4 s! h# r9 M( D4 a- inontailhook‐equipped aircraft. It is used to prevent9 p+ ]9 }1 V: Y8 F9 t; G aircraft from overrunning runways when the aircraft 0 \/ o+ r# Q+ P2 P9 Lcannot be stopped after landing or during aborted # S3 w: R2 R( x8 n2 Y: gtakeoff. Arresting systems have various names; e.g., ' a: z" L |- p" N9 M6 ?8 E1 ~arresting gear, hook device, wire barrier cable. - E' D# C- H# J: y' O" j(See ABORT.) 3 k$ l3 z+ X2 f$ n(Refer to AIM.)

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发表于 2008-12-28 14:11:13 |只看该作者
ARRIVAL AIRCRAFT INTERVAL- An internally $ } f3 y4 ~ qgenerated program in hundredths of minutes based+ t6 `1 b/ [* w5 z* u8 z4 ~/ q upon the AAR. AAI is the desired optimum interval. U6 F* g- | {% [6 m4 j, ]" T between successive arrival aircraft over the vertex. : y6 Y n* l! O. ~) ]' I, k2 wARRIVAL CENTER- The ARTCC having jurisdic‐ * \9 c( }* t6 v& ^9 I& ytion for the impacted airport./ `5 m$ a: W" T ARRIVAL DELAY- A parameter which specifies a 2 q) w! i6 {2 L g8 iperiod of time in which no aircraft will be metered for 2 c4 }0 a6 z: E# `7 [' \! k3 Darrival at the specified airport. 1 k8 l/ @: u" I, T, {ARRIVAL SECTOR- An operational control sector ( \ {) p0 ^- _# r$ ycontaining one or more meter fixes. 8 e7 ^4 _% \! a3 MARRIVAL SECTOR ADVIS ORY LIS T- An* l$ A( O, g1 o ordered list of data on arrivals displayed at the% [5 D! U* r2 V& d- o$ \( ^4 m! t PVD/MDM of the sector which controls the meter 9 r. w8 w U9 s% J7 ]5 sfix.6 F- V4 \9 D {* ?2 m4 [! L ARRIVAL SEQUENCING PROGRAM- The auto‐ 6 G) c) u, U& v; p- T, n0 rmated program designed to assist in sequencing; l; S U! u5 C+ K aircraft destined for the same airport.! B* ]4 _4 i5 c- l8 O T, ] ARRIVAL TIME- The time an aircraft touches down1 u" Q9 A1 u8 Q- x4 [: E. h# P on arrival.8 N( o0 Y: h& x% B. F ARSR(See AIR ROUTE SURVEILLANCE RADAR.) " ^9 e( U/ c; `; DARTCC(See AIR ROUTE TRAFFIC CONTROL ' O1 W7 ^" ? k/ M2 T& W2 @CENTER.) , i$ F6 W8 o2 D, {. R6 J7 xARTS(See AUTOMATED RADAR TERMINAL / o/ V I$ I' R0 t# |SYSTEMS.)4 J* [% d. K; s7 T. G& U2 l ASDA(See ACCELERATE‐STOP DISTANCE : O% J# W- V+ D# ^8 VAVAILABLE.)) w1 m* l/ m5 ^2 E/ H: ` ASDA [ICAO]-# F4 V( _2 S$ }$ [" e7 h8 Y (See ICAO Term ACCELERATE‐STOP ) I4 L, k# R; e' X: N5 LDISTANCE AVAILABLE.) ( F" z: C# |4 Q: i/ `ASDE(See AIRPORT SURFACE DETECTION 3 [+ x6 g2 H. U) Y$ M1 vEQUIPMENT.)3 Z+ P, W- Z9 O& f ASF(See AIRPORT STREAM FILTER.) ; D* v7 X% f8 h- j# NASLAR(See AIRCRAFT SURGE LAUNCH AND / M' ]9 B! K, {2 `" HRECOVERY.) + U6 R! ]9 f4 c& L- a0 qASP(See ARRIVAL SEQUENCING PROGRAM.) " P( k8 u; a2 [4 ]4 f7 U$ B' yASR(See AIRPORT SURVEILLANCE RADAR.) , x' ]( F/ q! F, vASR APPROACH(See SURVEILLANCE APPROACH.) " \2 n y, r2 @2 y! {7/31/08 Pilot/Controller Glossary 4 e1 w* i; ?+ z `2/14/08% ^& i" c* R9 T- @7 p' q8 |6 {& m2 w PCG A-14 3 \: A8 U5 N0 Z& u+ f+ hASSOCIATED- A radar target displaying a data ' S) z6 v' ]/ G/ [# d, r) mblock with flight identification and altitude - q5 j* G: S$ ]; r: }1 ainformation.2 c* B- D3 a+ Z (See UNASSOCIATED.) I9 O* b5 k V+ Y; E3 \( E2 q0 h# {ATC(See AIR TRAFFIC CONTROL.)" X3 y, U/ S4 O2 x ATC ADVISES- Used to prefix a message of+ z. _3 t/ \$ k, S noncontrol information when it is relayed to an) j7 H( Z4 F% L0 l2 }, ^5 A7 J3 r aircraft by other than an air traffic controller.- f& C3 ?! Q d) B8 z+ e% S2 m7 K (See ADVISORY.) ! M& K$ P; B( |6 C5 E3 S$ |ATC ASSIGNED AIRSPACE- Airspace of defined, {+ ~# {4 L3 o \5 T+ Y+ Z vertical/lateral limits, assigned by ATC, for the* v! M$ G3 L Z# m( w2 E purpose of providing air traffic segregation between & U+ S' q7 S# |0 kthe specified activities being conducted within the 8 U, s0 h5 Q" U. R8 Hassigned airspace and other IFR air traffic. % b) ]/ h3 ]) r" i7 N6 D(See SPECIAL USE AIRSPACE.)/ b- H" a9 R C7 [9 q* C9 @ ATC CLEARANCE(See AIR TRAFFIC CLEARANCE.) 8 Q, }9 p* X, }2 X7 DATC CLEARS- Used to prefix an ATC clearance / E/ S! T V* q& K. f& fwhen it is relayed to an aircraft by other than an air h( {: O% u7 W1 Q; w0 A) l traffic controller. , }" h) E9 k& P; t: R; I; p- `ATC INSTRUCTIONS- Directives issued by air5 u7 d8 b0 d# a k f traffic control for the purpose of requiring a pilot to 5 {& ]) r' ^9 c! n& htake specific actions; e.g., “Turn left heading two five / Z: f3 B% p) ]; r' o% x: b6 Hzero,” “Go around,” “Clear the runway.”! x3 T( ~3 b8 W* |0 i* E (Refer to 14 CFR Part 91.) 7 q$ V* Z9 R' J: oATC PREFERRED ROUTE NOTIFICATION-1 z9 @6 S I J3 B ]7 }* S0 a. ~2 j URET notification to the appropriate controller of the. C" d; Y" }# Q3 ]' t% { need to determine if an ATC preferred route needs to/ @* x0 p* Z/ o/ c be applied, based on destination airport. 3 c8 u% b& ^) `; j+ v" L- [9 X% {+ k(See ROUTE ACTION NOTIFICATION.) , a5 b( t. E" N5 y3 F(See USER REQUEST EVALUATION TOOL.)' m! w9 {7 R7 e8 n) |8 M* _ ATC PREFERRED ROUTES- Preferred routes that - W4 W0 E/ {" E8 r$ v, ~4 j8 Gare not automatically applied by Host. # w8 B: o' D1 a7 o2 g* b, TATC REQUESTS- Used to prefix an ATC request 2 C0 m8 k+ f" {+ ]when it is relayed to an aircraft by other than an air / @ _- z+ `" |! x( t& a) Otraffic controller. ' H0 e/ ^! B( {; e: qATCAA(See ATC ASSIGNED AIRSPACE.)/ h4 d( l" X- F1 t8 e# `8 c2 e ATCRBS(See RADAR.) $ C% d* z d8 X- K& HATCSCC(See AIR TRAFFIC CONTROL SYSTEM$ |0 |& K+ p! B2 h$ L COMMAND CENTER.)' |( Z# {' {9 x, u" @# ]3 r) L ATCT(See TOWER.) + \" B8 ^$ u; f% K+ k; pATD(See ALONG-TRACK DISTANCE.); j% i: W4 m- Q& j% L6 B0 z3 { ATIS(See AUTOMATIC TERMINAL INFORMATION 9 E* O5 F2 V( J) |# uSERVICE.) / C, B) K' Q4 Z; a" q* t4 UATIS [ICAO]- ; B1 K2 C8 h4 u2 s/ o7 C) V; D(See ICAO Term AUTOMATIC TERMINAL6 k9 `+ b7 c( M* u7 K6 H INFORMATION SERVICE.): M" K) b/ F2 z9 W5 [ ATS ROUTE [ICAO]- A specified route designed for( C- t% n8 `9 i Z. z: o channelling the flow of traffic as necessary for the $ F3 g& X8 u3 _' yprovision of air traffic services./ G* U5 W4 C; s) O0 ^/ v Note:The term “ATS Route” is used to mean vari‐ k# f, x/ G/ ~9 ~ously, airway, advisory route, controlled or; A- ]3 e. _5 B% x9 V3 E uncontrolled route, arrival or departure, etc. ' M- v& c6 b3 |9 j. jAUTOLAND APPROACH- An autoland approach 1 b( M' J X2 `; Tis a precision instrument approach to touchdown and,6 J a; R+ n8 {% M9 U* Z) V) E in some cases, through the landing rollout. An 7 C5 X/ t8 @7 k+ ]: s1 Xautoland approach is performed by the aircraft $ b& U1 d4 y& b' l3 a* z; n8 i- r% iautopilot which is receiving position information . x9 k% r7 g# ~and/or steering commands from onboard navigation0 {1 e4 k5 A9 \7 b equipment. & c7 h& j! R8 x8 |Note:Autoland and coupled approaches are flown 4 i: w) x- F- s3 t n# Gin VFR and IFR. It is common for carriers to require% p4 j' e' c* Z ^: ] their crews to fly coupled approaches and autoland ( V& z/ Z0 D# Q& x# yapproaches (if certified) when the weather condi‐ + U/ l8 [& f. g$ K. Ntions are less than approximately 4,000 RVR. 4 `6 V, r4 G. b6 J. j9 P$ M(See COUPLED APPROACH.)) N/ C) `, U6 } AUTOMATED INFORMATION TRANSFER- A7 E9 _* e) g$ g& a precoordinated process, specifically defined in; D3 m3 Q) n' o) {# o4 q facility directives, during which a transfer of altitude, L3 Q0 `0 O* V: ^4 G9 g! r control and/or radar identification is accomplished3 k$ M- u- h3 x e, O without verbal coordination between controllers % J; E* T/ l) Z/ ~using information communicated in a full data block. 7 M; b8 S$ ?. f9 E' i& cAUTOMATED MUTUAL‐ASSISTANCE VESSEL + j& \) @; S0 m; a$ lRESCUE SYSTEM- A facility which can deliver, in / ~" I5 B- z1 s1 n% a6 B$ D6 ]a matter of minutes, a surface picture (SURPIC) of5 B: Y( b' b- k5 u vessels in the area of a potential or actual search and7 U) N$ _+ S | rescue incident, including their predicted positions8 O# }9 A5 K* o and their characteristics.. ]3 B( N# E7 ~% v# k! |4 [( B (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT0 X- B) W9 _+ z4 r2 { CONTINGENCIES.) : O# m( V6 M3 ]2 F( @) ?; @2 w7 ]AUTOMATED PROBLEM DETECTION (APD)- # ~/ n \3 P3 u9 b/ g* h+ QAn Automation Processing capability that compares* ^' b7 K# W& W& s trajectories in order to predict conflicts. ! x& G% M$ F1 g: I* @Pilot/Controller Glossary 7/31/08 6 Q% \8 e4 Q7 w4 Z; y7 Z0 EPilot/Controller Glossary 2/14/08 4 g( M! f9 q! w1 ~PCG A-15 & E& ^$ t: e+ CAUTOMATED PROBLEM DETECTION + _6 K3 A( N/ s1 R* q8 Y$ gBOUNDARY (APB)- The adapted distance beyond * L6 T$ E( @5 B qa facilities boundary defining the airspace within9 x3 a) Q7 F8 g. \9 i4 [ which URET performs conflict detection. 3 c% L. m8 u9 {(See USER REQUEST EVALUATION TOOL.)5 e, [) p: r& v AUTOMATED PROBLEM DETECTION IN‐ ' c( z7 g( i' p9 B+ U* ?HIBITED AREA (APDIA)- Airspace surrounding a / Y8 b& d# \/ ~) Mterminal area within which APD is inhibited for all 5 u3 |; n F) k* l1 ^flights within that airspace.3 {/ i# b- k9 P- u7 ?) N AUTOMATED RADAR TERMINAL SYSTEMS: N- o9 `4 c9 y# a, f0 i% K. R (ARTS)- A generic term for several tracking systems3 h t$ B9 I$ P6 d; I0 _8 | included in the Terminal Automation Systems (TAS). 1 S* b, ]% u' K! T9 n8 ^' f& \ARTS plus a suffix roman numeral denotes a major 6 N6 Z1 \3 e1 W& {% W! n* }modification to that system.$ v7 v8 N* j& P9 q+ d" k8 C0 } a. ARTS IIIA. The Radar Tracking and Beacon ) a/ }1 r1 {5 ITracking Level (RT&BTL) of the modular, : |: ]0 q2 f" b- U: i* x8 i* mprogrammable automated radar terminal system. ' l7 C. g& g# R" i& A7 IARTS IIIA detects, tracks, and predicts primary as0 B1 `' {2 F2 w/ p1 H# Y5 j$ p( @ well as secondary radar‐derived aircraft targets. This 1 f! M, _" Y) j/ emore sophisticated computer‐driven system up‐' B. A. |' Q, T+ i9 A# U2 A grades the existing ARTS III system by providing' J1 P6 _( b- _' V: [ b improved tracking, continuous data recording, and: \) V! ~: q L( A( J6 C9 W fail‐soft capabilities.; J3 _2 r* F1 M, Q b. Common ARTS. Includes ARTS IIE, ARTS 2 u" X- ^* w3 B& C+ sIIIE; and ARTS IIIE with ACD (see DTAS) which9 S9 e0 z/ E5 Y8 S2 k5 `! A combines functionalities of the previous ARTS8 @' B# U: l/ }' s1 g systems. ; l2 |9 F3 z9 ]' ? A# a& ]c. rogram mable Indicator Data Processor - m1 g" |# t* P# B: ~7 ?(P IDP). The PIDP is a modification to the : A; S+ X( Q5 i* t7 a/ EAN/TPX-42 interrogator system currently installed' S+ i6 E1 Q1 J, b" ` in fixed RAPCONs. The PIDP detects, tracks, and6 S! d5 l& C: `* t! {( b predicts secondary radar aircraft targets. These are: ~* c2 w3 y9 O displayed by means of computer-generated symbols 2 K" S$ g" H9 O# i' eand alphanumeric characters depicting flight identifi‐$ ~3 n( K, D. i4 N cation, aircraft altitude, ground speed, and flight plan: Z/ b% X5 [& m$ N& R) z9 \0 J$ K data. Although primary radar targets are not tracked,9 ?9 I6 z* |6 b3 S7 J+ Y& n3 k they are displayed coincident with the secondary ; B) d) T( |( _# i2 }radar targets as well as with the other symbols and / ~# u: N0 i8 ?/ B& palphanumerics. The system has the capability of 7 ]' S! q. P3 t$ |, O9 v. linterfacing with ARTCCs. ) i) `( t2 N9 P9 q4 }# h3 xAUTOMATED WEATHER SYSTEM- Any of the/ o& {/ C; U5 u automated weather sensor platforms that collect ( o6 R& S7 U& z, j% `weather data at airports and disseminate the weather& e/ x2 M& K6 j4 R, k4 S1 A, X information via radio and/or landline. The systems* a4 F8 B L, L" w: e S* C currently consist of the Automated Surface Observ‐+ c" j) ^ x/ H& v ing System (ASOS), Automated Weather Sensor9 ^ n1 w3 ?$ U4 A( N! r System (AWSS) and Automated Weather Observa‐! P0 c; ~# l! V- `8 [! X2 s tion System (AWOS). 9 O3 y; r( E' p4 N$ l9 K6 z; iAUTOMATED UNICOM- Provides completely " K1 K8 f+ R. d; Y' U) u. Oautomated weather, radio check capability and airport 9 v3 G+ b& {' Q4 Zadvisory information on an Automated UNICOM 0 t2 } G" X3 q; a; F, {# i6 B: nsystem. These systems offer a variety of features, 9 l$ z0 N9 m6 A# s5 C. U) vtypically selectable by microphone clicks, on the 0 _- y5 L5 Y1 L/ F7 K/ H2 ~/ EUNICOM frequency. Availability will be published7 B3 O+ O( _0 ^( s1 s" ^9 R" J in the Airport/Facility Directory and approach charts. # L. |6 ]; v; Q: qAUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) ; G8 f% Y: ]" O- ~( G3 |AUTOMATIC ALTITUDE REPORTING- That+ k. _( S+ O& o4 L8 L function of a transponder which responds to Mode C + h* V1 _! p1 V% \interrogations by transmitting the aircraft's altitude: L8 p0 O/ p' ^9 x- ?5 X1 i O. q in 100‐foot increments. + C" u2 L% G6 k9 `0 FAUTOMATIC CARRIER LANDING SYSTEM- 7 g( o4 r( n/ o R$ o, LU.S. Navy final approach equipment consisting of8 U5 u$ y3 L% r precision tracking radar coupled to a computer data% ~3 {& P. j3 }, m link to provide continuous information to the aircraft, 5 }/ z6 z) a+ i+ r# M6 ~monitoring capability to the pilot, and a backup# c# e. }3 @: q4 T4 b: W v' ?/ } approach system.' O, ^/ X( j7 x AUTOMATIC DEPENDENT SURVEILLANCE 4 a x0 g+ x6 {0 X* ~(ADS) [ICAO]- A surveillance technique in which5 B. P1 W/ H4 h1 A aircraft automatically provide, via a data link, data ( f+ ^, p4 v! H3 W# Bderived from on-board navigation and position6 H5 Q- |, V, \) w2 e fixing systems, including aircraft identification, four6 g: q0 g7 b$ U; _: E8 N dimensional position and additional data as- I8 o' g* h- x) t' p appropriate.% ]0 l" S* O3 t4 R AUTOMATIC DEPENDENT SURVEILLANCE- 0 [8 x2 b F. P- gBROADCAST (ADS‐B)- A surveillance system in/ [$ r( t2 W$ H% ~ J which an aircraft or vehicle to be detected is fitted% [8 J/ [1 `( v) k9 ?5 G with cooperative equipment in the form of a data link/ ?9 [6 S- g( u w transmitter. The aircraft or vehicle periodically2 `! S( z; A: a8 G- H: C- p broadcasts its GPS-derived position and other / U0 P) l o% x5 ]information such as velocity over the data link, which4 c* Z( y; u! n+ V5 @ is received by a ground-based transmitter/receiver " R. u8 m1 s) U2 z. V8 S(transceiver) for processing and display at an air! e/ i' O. P- c" W/ \8 L5 q" ~0 M traffic control facility.+ ^: d. W* ?4 X1 o; o+ x% \7 ^ (See GLOBAL POSITIONING SYSTEM.)1 k( q0 B2 Y! Z `$ B( v5 F; ~ (See GROUND-BASED TRANSCEIVER.)- T5 i4 J: Z9 i$ H8 b+ d1 ` AUTOMATIC DEPENDENT SURVEILLANCE-- c, P5 D& U" V& m- n: l CONTRACT (ADS-C)- A data link position: E# H5 C3 n( k- n' s9 T reporting system, controlled by a ground station, that" Q9 O6 x2 M7 o9 M/ h# y establishes contracts with an aircraft's avionics that ! W0 a" |; u% h. q% Goccur automatically whenever specific events occur,9 f% k5 u+ r$ E5 H' r2 t7 d! Q or specific time intervals are reached. / A A+ n# d: @: F$ k ^. z, D6 }* VAUTOMATIC DIRECTION FINDER- An aircraft 9 x- x. {2 h9 G# M$ d% e9 iradio navigation system which senses and indicates% }6 P' S/ z4 p5 i: Q. C. M% J- L the direction to a L/MF nondirectional radio beacon4 ~0 o1 q! _) S. T4 O7 p (NDB) ground transmitter. Direction is indicated to 9 S. o* ]* a" W- ]/ [8 D' x7/31/08 Pilot/Controller Glossary" S: L9 p5 D y, t 2/14/08 9 X5 _+ |! _8 m" [5 b9 GPCG A-16 6 o+ }7 s6 x( N2 O% @1 Bthe pilot as a magnetic bearing or as a relative bearing 6 v+ W9 @4 [7 w; Jto the longitudinal axis of the aircraft depending on * H+ j E6 O7 i$ Y" Lthe type of indicator installed in the aircraft. In certain" ] W2 f- A/ @' C& B9 l O+ l" x- f applications, such as military, ADF operations may ; c8 W; @8 T' b. Q0 k. Xbe based on airborne and ground transmitters in the; }* o k# b, e5 d, O! W+ b0 y VHF/UHF frequency spectrum.# p" `6 P% `* u) O+ j+ [ (See BEARING.) " a$ w+ t/ }1 E(See NONDIRECTIONAL BEACON.)5 F- s, I' p5 g& V; d AUTOMATIC FLIGHT INFORMATION 6 s) t& W5 [$ P# ?SERVICE (AFIS) - ALASKA FSSs ONLY- The$ a z- w/ L8 ~7 k% F& L1 I2 O# K continuous broadcast of recorded non-control! f$ q# z, N+ ]3 L" } information at airports in Alaska where a FSS * p' ]' @- A) L# l) b2 b7 [provides local airport advisory service. The AFIS- l" [0 u- p2 L4 l3 n broadcast automates the repetitive transmission of8 `2 p; b3 z7 }* u* ]3 R1 K essential but routine information such as weather,( U% V; T; S9 s: u wind, altimeter, favored runway, breaking action,* F# D; P$ }* X( A% A1 [ airport NOTAMs, and other applicable information." {2 k4 P% r+ ]+ D3 V The information is continuously broadcast over a. @" @- N' w# W6 H! l; z T8 J discrete VHF radio frequency (usually the ASOS$ G, W6 W( w) |, L frequency.). K0 P' _, y& S1 g2 S AUTOMATIC TERMINAL INFORMATION 1 N$ K/ X/ Q, rSERVICE- The continuous broadcast of recorded! W5 i4 Q- }; I$ ~1 ? noncontrol information in selected terminal areas. Its 2 ~8 E* C3 x/ l+ J; Npurpose is to improve controller effectiveness and to # A" k/ m. X" N" ]" c: ~6 `relieve frequency congestion by automating the 4 s" j5 U# E8 \+ s Y8 e$ e0 Krepetitive transmission of essential but routine4 h* Q, F" K, Q+ Q3 ]+ K+ c information; e.g., “Los Angeles information Alfa.! c/ S/ ?3 H5 E' Y One three zero zero Coordinated Universal Time. . ` a C/ e: V% p. y+ [Weather, measured ceiling two thousand overcast,8 T' j5 Z1 n0 ]0 r2 ?2 N visibility three, haze, smoke, temperature seven one,/ w r& g. u# J- g dew point five seven, wind two five zero at five,: x" |( d1 a$ D& G! V altimeter two niner niner six. I‐L‐S Runway Two Five ) U; [+ `, i, TLeft approach in use, Runway Two Five Right closed,9 @, f8 d9 q. J advise you have Alfa.” 8 g- ]0 O6 J6 a6 j/ b. g1 k(See ICAO term AUTOMATIC TERMINAL2 L# H) T& c4 N s) B( {2 d5 Q! z INFORMATION SERVICE.) 6 Z$ o. e! z8 Q0 N2 y8 k) n9 D- o- `(Refer to AIM.)4 L6 V/ c5 Q1 f' u) L AUTOMATIC TERMINAL INFORMATION - j' k) z; t: K% F9 L. {SERVICE [ICAO]- The provision of current, routine % z" p a, |. ?- \& W1 sinformation to arriving and departing aircraft by S' o2 x% `: ] means of continuous and repetitive broadcasts # s9 D& e. S; jthroughout the day or a specified portion of the day. 6 D0 l% t2 b( z* A5 q, J2 fAUTOROTATION- A rotorcraft flight condition in # H& |8 v- l0 X1 f" Hwhich the lifting rotor is driven entirely by action of3 P. C' V# F, S. o, ?2 D, F the air when the rotorcraft is in motion.3 O- C' v! s: s$ o7 U J a. Autorotative Landing/Touchdown Autorota‐ * U7 \: Y, k& f8 f' K8 p) ption. Used by a pilot to indicate that the landing will& r$ x. T" k, V5 S# p% o' |/ y be made without applying power to the rotor. # y; z8 y1 q7 X6 tb. Low Level Autorotation. Commences at an, m$ U8 r% @1 Y% K* R, ] altitude well below the traffic pattern, usually below/ [+ Z7 ~% N- x7 N+ V 100 feet AGL and is used primarily for tactical' I# E" h# n6 g5 l9 b7 n military training.5 c# r4 \5 S+ h4 j1 Z c. 180 degrees Autorotation. Initiated from a ! r. S" R- w' adownwind heading and is commenced well inside the . `0 r/ F1 U K3 O. u! [normal traffic pattern. “Go around” may not be3 X! y4 ^9 ~- t, K possible during the latter part of this maneuver. 9 [$ a, e; s+ E. \2 |" R/ m l& Q' `AVAILABLE LANDING DISTANCE (ALD)- The7 b# a5 H) ^( j portion of a runway available for landing and roll‐out ) {9 D H% U7 \' F- |4 ~9 yfor aircraft cleared for LAHSO. This distance is y7 o" e4 h1 d8 C measured from the landing threshold to the+ t8 [0 R+ C" i hold‐short point. 6 y1 u) D5 q9 j; h* fAVIATION WEATHER SERVIC E- A service/ v- T+ n% H- Q" f- Z9 T provided by the National Weather Service (NWS) and 3 G$ N U" c, UFAA which collects and disseminates pertinent " a0 C, h; n+ mweather information for pilots, aircraft operators, and1 i6 K* \# M( Z: h7 u6 y2 l8 o! q ATC. Available aviation weather reports and$ O" O% }8 F/ Z' U forecasts are displayed at each NWS office and FAA % D: A2 l+ _' O. z. u1 i7 O% Q/ wFSS.# `" q7 e& K7 u8 B; ~ (See EN ROUTE FLIGHT ADVISORY ( q) _! s' I; a% xSERVICE.) * V: h/ H( n, L3 b5 b7 N(See TRANSCRIBED WEATHER BROADCAST.)+ A H* X6 [) K5 D (See WEATHER ADVISORY.) 3 C% }4 }8 i& ?. L, c. b. [(Refer to AIM.)

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发表于 2008-12-28 14:11:31 |只看该作者
AWW(See SEVERE WEATHER FORECAST 6 i" ]: x' M7 q3 ^9 y7 X4 ]' O3 `ALERTS.) * e/ E% W( ]4 R. [9 w) yAZIMUTH (MLS)- A magnetic bearing extending5 i& v9 X8 X2 s0 q* ]% y/ E from an MLS navigation facility.) ^1 q2 h; u# G u) F$ g: q Note:Azimuth bearings are described as magnetic, u, O7 u3 D; W$ V2 W and are referred to as “azimuth” in radio telephone ( H# `; [6 Y. r" F* gcommunications.; }: ]6 D% ~! j8 | Pilot/Controller Glossary 7/31/08 1 v1 Y/ _; S0 j1 I- M, x% `! U7 F- L! [Pilot/Controller Glossary 2/14/080 v' _4 I* ]8 y PCG B-15 U; Y/ r# U1 h) T: u3 f B' L9 p9 H f% I) H [. T. I BACK‐TAXI- A term used by air traffic controllers : [( x" u* I/ Z2 N% Vto taxi an aircraft on the runway opposite to the traffic 7 o9 Z4 S1 Y: F! y3 jflow. The aircraft may be instructed to back‐taxi to C5 `0 j) S) C) ]( \: x the beginning of the runway or at some point before, [) _) l) G, Y3 f, ?4 y reaching the runway end for the purpose of departure/ L! k) o3 s8 c y! w or to exit the runway.8 U! I. `$ l" Z% i% J& w3 }: `) K BASE LEG(See TRAFFIC PATTERN.)( b; o5 |" o4 p BEACON(See AERONAUTICAL BEACON.) 4 I) M" h& |' X(See AIRPORT ROTATING BEACON.)* |/ W L A- \, I2 T: d (See AIRWAY BEACON.) 1 p/ B& S* W/ f(See MARKER BEACON.)2 ~4 K# z; J! v# y0 ^ (See NONDIRECTIONAL BEACON.)% C: t+ H4 J2 j0 w, y (See RADAR.) y, ?4 M( c- y" G BEARING- The horizontal direction to or from any( V, y2 M5 B2 Z( o; ^) j' [( a. Q point, usually measured clockwise from true north, 3 x2 `# x, I) i; _6 Lmagnetic north, or some other reference point 1 g: F9 g8 z3 T7 Sthrough 360 degrees.% e( p" ~" S# ~ (See NONDIRECTIONAL BEACON.)1 r3 Z3 p; d/ U8 b8 z BELOW MINIMUMS- Weather conditions below: P# k( n$ w [3 G! d the minimums prescribed by regulation for the 9 y: x9 ~$ Z9 ]6 c4 Y5 P7 dparticular action involved; e.g., landing minimums,6 p: o, N" F* {1 x! c# |& C takeoff minimums.; P* M2 _& }2 k! {- C% T g7 V/ }/ F BLAST FENCE- A barrier that is used to divert or % u( r% j- V8 l& n2 X" bdissipate jet or propeller blast. 4 s( I$ b3 `5 g+ F" IBLIND SPEED- The rate of departure or closing of 9 C7 B% k) N! p7 u- {2 Ma target relative to the radar antenna at which $ U( M9 x8 j$ x/ I3 B1 U" _cancellation of the primary radar target by moving' T! R# Q9 W W: X0 k) @+ w" v target indicator (MTI) circuits in the radar equipment ; J# x9 T- b( J1 Tcauses a reduction or complete loss of signal. 7 L* R. M4 r7 Q2 U3 r3 ](See ICAO term BLIND VELOCITY.) Z- p# o3 i8 I( ^ BLIND SPOT- An area from which radio+ p9 t5 @; ? J transmissions and/or radar echoes cannot be / l+ ]( R5 X& X" ` |$ q" j4 _/ K0 Qreceived. The term is also used to describe portions ( \- a0 S) v+ O/ Z( v+ Gof the airport not visible from the control tower.3 A, l0 x3 y2 e BLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.); {$ |' G& W5 b* F$ ]- _1 o2 {5 ] BLIND VELOCITY [ICAO]- The radial velocity of ( r! @- k `% r6 I3 L9 [- xa moving target such that the target is not seen on : I9 h5 u1 a, \+ [; q0 }primary radars fitted with certain forms of fixed echo6 i T! T ]7 d' u4 h: W5 s7 n suppression. 8 o) E$ E9 G& t/ y- n0 UBLIND ZONE(See BLIND SPOT.)9 }: o# O& d C BLOCKED- Phraseology used to indicate that a, ~+ I* @3 g7 N: p0 _( n8 w radio transmission has been distorted or interrupted7 J2 E+ R4 r1 S due to multiple simultaneous radio transmissions.! R- `# d' R+ A! Y- E9 A8 a9 S' O BOUNDARY LIGHTS(See AIRPORT LIGHTING.) 9 ]- _$ o* t/ g }1 G5 c! [/ sBRAKING ACTION (GOOD, FAIR, POOR, OR: c/ L+ t. ^6 d; D# V NIL)- A report of conditions on the airport: e8 r9 y1 H" R, T4 d/ [ movement area providing a pilot with a degree/ 8 d+ W6 v# y, t) a4 c3 F" Nquality of braking that he/she might expect. Braking 4 [+ A+ z# ^- e+ oaction is reported in terms of good, fair, poor, or nil.; p" Q2 r9 J+ E (See RUNWAY CONDITION READING.)3 z! H( a4 R5 g/ i9 ?6 [ BRAKING ACTION ADVISORIES- When tower # ?6 u, d2 x) y0 gcontrollers have received runway braking action 4 _3 S" i9 q5 |( }1 Y% e: Lreports which include the terms “poor” or “nil,” or ( }+ d, t& b# Jwhenever weather conditions are conducive to 9 O& U" D7 M& W1 t# V# |+ Y4 [deteriorating or rapidly changing runway braking 6 N' A! r0 M1 S) g$ U- vconditions, the tower will include on the ATIS+ K) Z0 {* L! u( M7 c) r$ H$ @ broadcast the statement, “BRAKING ACTION2 }. m! c( T, G c7 t2 ] ADVISORIES ARE IN EFFECT.” During the time : y+ s! z: N4 m# m T/ rBraking Action Advisories are in effect, ATC will1 r. J! D& i. R* d& B issue the latest braking action report for the runway3 g: Z; S: O, O3 S& D; B in use to each arriving and departing aircraft. Pilots ' e. x0 K% [# A& g% F9 Nshould be prepared for deteriorating braking ' t' c# m" i- V3 p3 h0 c% e- d$ rconditions and should request current runway$ _: u# t9 r% r5 s+ X% j% X condition inform ation if not volunteered by 4 \5 C. L3 Q% A3 q5 acontrollers. Pilots should also be prepared to provide) ~) y ~7 S7 t a descriptive runway condition report to controllers " u$ N% a4 u6 P* ^- \( `after landing. ( X# T, i' T9 E! gBREAKOUT- A technique to direct aircraft out of * S$ i! j( Y+ Fthe approach stream. In the context of close parallel5 w' {. Y6 m1 }" u+ O operations, a breakout is used to direct threatened 6 ?6 u; I" W1 ]1 b% qaircraft away from a deviating aircraft. [+ P; P; ~3 N" }) s BROADCAST- Transmission of information for h% a) }$ v1 p5 @5 w which an acknowledgement is not expected./ w2 ^7 d" ^3 f: f: H1 k: s (See ICAO term BROADCAST.); k2 O8 I7 i/ | F- ~% [6 t( l BROADCAST [ICAO]- A transmission of informa‐ 3 i6 }7 |! Y5 [! ^" E1 d0 G2 L7 g' u& Ytion relating to air navigation that is not addressed to, l& g% Q' O _7 h" |" [( I( [ a specific station or stations.2 _$ t% x' A7 m q Pilot/Controller Glossary 2/14/08 ' o7 C0 F; U: p& EPCG C-1 3 k' p7 i! l6 Q8 Q: `( S# C3 F) KC 9 J+ H2 b+ K8 X& }CALCULATED LANDING TIME- A term that may + @4 Q, x3 ~ @9 Wbe used in place of tentative or actual calculated& k0 B( f+ S( B6 [$ G& t0 L& h landing time, whichever applies.+ K/ O! @ J! T1 S. e6 N CALL FOR RELEASE- Wherein the overlying- p7 X& J" ~2 c1 n; B/ {, m ARTCC requires a terminal facility to initiate verbal8 `5 @- p; l. I3 s$ X coordination to secure ARTCC approval for release 2 N. X. X( p1 Y) j7 }! ~, L& mof a departure into the en route environment. 0 p% q8 N/ c' I9 e' }( q$ \CALL UP- Initial voice contact between a facility9 P" J( O3 t0 @7 ^" A# M- _# ?9 j and an aircraft, using the identification of the unit$ y7 l4 h% n, `, e- M being called and the unit initiating the call. ( r3 y( l% X2 j9 V(Refer to AIM.) . W: t+ b3 T7 D# B2 b/ u$ l! f2 @CANADIAN MINIMUM NAVIGATION PERFOR‐- Y2 n+ i9 ]4 i$ G. S' g MANCE SPECIFICATION AIRSPACE- That: k" K, e. v q- D portion of Canadian domestic airspace within which ! a5 B3 b' p1 E& iMNPS separation may be applied.3 Q: g! z8 o% q- W! |* x) U CARDINAL ALTITUDES - “Odd” or “Even”) E% p$ K& y4 Z6 z thousand‐foot altitudes or flight levels; e.g., 5,000,3 x1 Q& \5 c) L! D _- N6 j 6,000, 7,000, FL 250, FL 260, FL 270.( q4 N1 N' W/ }2 }8 A+ n# R5 B5 | (See ALTITUDE.) , i! R0 u$ u$ Z3 a# q$ f4 O! U$ c(See FLIGHT LEVEL.) , v6 F8 [& j5 mCARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.); L# z+ b6 v* ?2 O: [ CAT(See CLEAR‐AIR TURBULENCE.) + S. V5 h+ ~4 o& M% zCATCH POINT- A fix/waypoint that serves as a . b( T P2 F, |" U1 ~% e8 }transition point from the high altitude waypoint4 T' C) L& h4 T, g navigation structure to an arrival procedure (STAR) " \ k) e# v* Z! wor the low altitude ground-based navigation: t9 b. t/ Z8 U; @ c. G- l structure.; [( @4 f& @9 ]3 S& \# q CEILING- The heights above the earth's surface of 5 N, o7 E6 R" K# M' gthe lowest layer of clouds or obscuring phenomena 0 P1 X' s; W) |5 r- I1 Q* v) _that is reported as “broken, ” “overcast,” or + H1 P& Z) }) O; H( ~; G/ X“obscuration,” and not classified as “thin” or" ^, ]) `- K$ y- v9 g4 t “partial.”* H3 x1 q+ s. S (See ICAO term CEILING.) 2 O8 x* C( {# ~, P A* ^% V" uCEILING [ICAO]- The height above the ground or " c/ v( h4 \3 p q' t$ m5 dwater of the base of the lowest layer of cloud below ( { v7 q G5 _$ y( W& [6,000 meters (20,000 feet) covering more than half$ h' ?3 H% }8 v) X9 s$ w the sky. 7 I4 E& y# H+ pCENRAP(See CENTER RADAR ARTS 1 R: M; R! {* S; m5 P! P* BPRESENTATION/PROCESSING.) % F3 d3 [2 E* S- y9 `) q8 r. b% h5 nCENRAP‐PLUS(See CENTER RADAR ARTS. T3 x+ h& n, `- a PRESENTATION/PROCESSING‐PLUS.)$ A: ]$ `& o9 @ CENTER(See AIR ROUTE TRAFFIC CONTROL 5 `/ v+ z, P6 X: \! R! PCENTER.)8 T- h2 U P8 t CENTER'S AREA- The specified airspace within& U% Y% ^8 o1 y8 Q. w# s G which an air route traffic control center (ARTCC). l$ y5 @ U3 Q$ ~ m5 D/ {; c provides air traffic control and advisory service. 0 G' U8 v. K0 f(See AIR ROUTE TRAFFIC CONTROL , Y% |( a7 t: `8 VCENTER.)- t+ j9 \5 P0 G (Refer to AIM.) ) e, k$ T' `1 g$ ZCENTER RADAR ARTS PRESENTATION/ ! n6 x( `& Y, ^" x/ d2 uPROCESSING- A computer program developed to4 d7 f" N, V# A m; m% j' x4 M7 _ provide a back‐up system for airport surveillance ' w) E: _8 @+ ?/ p& Gradar in the event of a failure or malfunction. The8 f1 n) s/ H! P0 d" j C program uses air route traffic control center radar for ( R4 Q6 V9 L" Y0 C6 y5 Wthe processing and presentation of data on the ARTS $ }; N! N R, F+ Y, C+ G. AIIA or IIIA displays. 9 f+ K1 S! I* i& Y o- S; {' BCENTER RADAR ARTS PRESENTATION/ 6 m: z& e/ r( N: M" RPROCESSING‐PLUS- A computer program8 `# X' M& B1 E) G. J# F developed to provide a back‐up system for airport / j7 z- `* H/ v" M9 q6 b! Gsurveillance radar in the event of a terminal secondary 3 f+ q* u1 w8 p6 G0 hradar system failure. The program uses a combination9 r$ ~* g% d$ a+ s4 ]% Y of Air Route Traffic Control Center Radar and, h) v! D" a/ a3 w; ]" l" k terminal airport surveillance radar primary targets . j7 {; {3 I' s6 `% |% Rdisplayed simultaneously for the processing and1 ?& p* \; c+ c presentation of data on the ARTS IIA or IIIA ! }5 A" K. y' K ~displays. 9 `5 |. a. {1 D9 a, _CENTER TRACON AUTOMATION SYSTEM # ~- S, h, C4 s @; M(CTAS)- A computerized set of programs designed # x; u4 }& {( R1 Z- Eto aid Air Route Traffic Control Centers and " Z# N- q/ t+ k! [, ^TRACONs in the management and control of air# |6 a: C& x3 Y9 } traffic.# v2 E3 _( v. b9 I( O CENTER WEATHER ADVISORY- An unsched‐9 Z( q: V& T4 n s uled weather advisory issued by Center Weather* k2 V0 s9 J! a8 _0 z3 y3 d Service Unit meteorologists for ATC use to alert ^2 `5 H2 Y# {$ Z4 ~8 X6 p pilots of existing or anticipated adverse weather0 m( p3 }/ C6 D# B conditions within the next 2 hours. A CWA may 4 i0 w+ h* J$ Wmodify or redefine a SIGMET. ; t; G+ O9 F$ o0 D/ O0 |! E: Y(See AWW.) ) W5 `8 ?+ R+ \. C/ _(See AIRMET.)& j! R3 @& F8 P7 D. L (See CONVECTIVE SIGMET.) . p( O/ W* t$ l/ @$ X(See SIGMET.)$ r& c8 C2 e T E3 R+ e/ u0 z (Refer to AIM.) ) I$ |9 a2 X( ]: z* ?: Y+ PPilot/Controller Glossary 2/14/08( E: \! K+ v2 |$ `" ? PCG C-2 ; Q" }/ U+ _4 Z( Q+ d: X! }" lCENTRAL EAST PACIFIC- An organized route/ Z' h5 D" x1 n( K @! @ system between the U.S. West Coast and Hawaii. . B9 N6 w; ~$ x" J# ZCEP(See CENTRAL EAST PACIFIC.) * {2 j. J4 x- `! i s: K1 BCERAP(See COMBINED CENTER‐RAPCON.)2 ?; {, B: C; ~( o* B1 e CERTIFIED TOWER RADAR DISPLAY (CTRD)- $ m5 E% a9 r& u% B+ a' kA FAA radar display certified for use in the NAS. * ^& A9 f9 [9 K0 O- W6 HCFR(See CALL FOR RELEASE.) q" M3 s5 \* k" J5 pCHAFF- Thin, narrow metallic reflectors of various + h; X+ } n: ?6 w# U# d* h+ g2 A& zlengths and frequency responses, used to reflect radar % [$ f( [7 b7 o, ^5 ]$ Henergy. These reflectors when dropped from aircraft+ s' V0 a+ z/ W3 C and allowed to drift downward result in large targets / |1 N) V8 V) B0 N- B7 k6 Jon the radar display. ' I! A; t: k/ t1 A* MCHARTED VFR FLYWAYS- Charted VFR Fly‐ * }" X: H+ z# M, d4 aways are flight paths recommended for use to bypass 1 P+ g- L }* {% Dareas heavily traversed by large turbine‐powered4 u! t- K: A# g$ G, A5 l- {: z aircraft. Pilot compliance with recommended+ { c8 e( y7 ]$ C6 F# V5 O9 k flyways and associated altitudes is strictly voluntary./ [8 K: a* I& X1 k3 M1 ? VFR Flyway Planning charts are published on the 3 [+ E; @" i* {% K" B* Pback of existing VFR Terminal Area charts.- [. A/ U( z2 o- M' ?8 q CHARTED VISUAL FLIGHT PROCEDURE. z* y* F' V8 u- p) v2 a: _ APPROACH- An approach conducted while# G5 z: ?1 o5 f9 A: ] operating on an instrument flight rules (IFR) flight ' r$ n( s \6 T$ \# L L( Eplan which authorizes the pilot of an aircraft to $ ~6 O" w; s, x7 D y! Rproceed visually and clear of clouds to the airport via + l, d* M" m; uvisual landmarks and other information depicted on4 a" D) j5 W; c" d* O, ? a charted visual flight procedure. This approach must$ ] E' L1 |4 H be authorized and under the control of the appropriate: M6 I# r( u1 `1 E k# ] air traffic control facility. Weather minimums / A5 u9 f; E( p. x) `4 z& @required are depicted on the chart. " y0 z: p% K+ R i yCHASE- An aircraft flown in proximity to another4 i! D, Q3 G5 [* x7 U1 T5 w aircraft normally to observe its performance during) U7 G% P1 x: r& f5 E training or testing. 8 l% F: L+ X. ?$ E+ p% NCHASE AIRCRAFT(See CHASE.)/ {4 d8 C8 Q1 x CIRCLE‐TO‐LAND MANEUVER- A maneuver8 N. |' |/ C1 z4 J initiated by the pilot to align the aircraft with a 0 }9 ?6 L/ Q, U J! i* [runway for landing when a straight‐in landing from" Q: R0 `" p; |. B an instrument approach is not possible or is not ! |- k0 c0 b. C3 P; \& fdesirable. At tower controlled airports, this maneuver! J- M0 N& ]( f! f0 F6 D$ e( { is made only after ATC authorization has been - I) q; k/ g" J8 p6 [9 {obtained and the pilot has established required visual $ ~$ {0 D$ ~) g2 y& C0 g9 kreference to the airport.* w3 Q0 t8 B2 n$ e7 O+ h (See CIRCLE TO RUNWAY.) 4 |7 }! O' s/ M: B% m(See LANDING MINIMUMS.) ' a j3 P9 _& z6 w' d(Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)- / E5 V; h1 e; O r$ R" c9 B6 MUsed by ATC to inform the pilot that he/she must' X, F n! @3 W9 S$ G circle to land because the runway in use is other than ( f+ y1 Y$ u L/ \( M8 Athe runway aligned with the instrument approach $ X& J, z2 M! R, ?' a0 O' J# kprocedure. When the direction of the circling5 s' O! t- r! @, w9 I( u8 G+ C maneuver in relation to the airport/runway is, u" }# X* w" y: q required, the controller will state the direction (eight8 L6 p8 V# s6 Y N, g- X1 \! @ cardinal compass points) and specify a left or right% D5 @( Y# Z0 I) g' w downwind or base leg as appropriate; e.g., “Cleared 2 P4 u/ ]) R( `( P8 qVOR Runway Three Six Approach circle to Runway 4 W. u) S/ o1 T! h4 }" gTwo Two,” or “Circle northwest of the airport for a ) [; j4 A. C# P9 Xright downwind to Runway Two Two.” 9 ^& g8 z% `4 L(See CIRCLE‐TO‐LAND MANEUVER.)/ m2 |' P, @5 a6 _( W9 n (See LANDING MINIMUMS.) * @2 [) L& l" e4 ^& v(Refer to AIM.) 0 t- Q- i, P& s4 `/ ~! H) G1 u. lCIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.)5 A3 r: w$ g1 H$ g( C- U5 o3 S CIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.)6 k/ M4 r5 m r; i# K CIRCLING MINIMA(See LANDING MINIMUMS.) 2 f7 i5 Y3 S6 qCLASS A AIRSPACE(See CONTROLLED AIRSPACE.)' ]' L4 f/ c4 {. G: [) E3 q" D$ { CLASS B AIRSPACE(See CONTROLLED AIRSPACE.)4 `$ C% W9 F k- }7 l' D! I! Y CLASS C AIRSPACE(See CONTROLLED AIRSPACE.) ; O0 ~5 [" f+ w0 [. r6 ?CLASS D AIRSPACE(See CONTROLLED AIRSPACE.) 2 Z" _: A3 z7 u1 gCLASS E AIRSPACE(See CONTROLLED AIRSPACE.) C$ [7 m4 Q7 W1 E4 p) H( i- w# j6 m7 nCLASS G AIRSPACE- That airspace not designated 5 T u* c5 Q7 ^: ^3 }3 ~3 E; las Class A, B, C, D or E. ' }' j1 ^* X+ [; }' P$ ]2 d) jCLEAR AIR TURBULENCE (CAT)- Turbulence4 E9 R& `; o9 S" T; _+ p2 ?" D encountered in air where no clouds are present. This , f2 B- n @1 s% K* Z4 @ n# a8 \term is commonly applied to high‐level turbulence ! r" V3 B- i$ kassociated with wind shear. CAT is often encountered O9 B9 W1 m' p* gin the vicinity of the jet stream. S' h. ^9 @. k. _5 y. F (See WIND SHEAR.) : z# _( b% r) Y& Q' Y0 c! H: }(See JET STREAM.)8 Z% Y' j3 H- D2 M% b2 L! E) B CLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a - m8 v: c6 }! C9 M+ N8 _1 Prunway, is clear of the runway when all parts of the ! K7 [6 V6 M( L u, V& }Pilot/Controller Glossary 2/14/085 T' |2 g1 x8 ~& w. r5 K1 w* R PCG C-3 * c# f+ ]/ _# K- Q8 m# T oaircraft are held short of the applicable runway) k2 u3 G( q* m& @+ ?) V holding position marking.; I0 K+ B% @1 F3 h, G0 q b. A pilot or controller may consider an aircraft,! P% R: t4 ]" P/ x' \ which is exiting or crossing a runway, to be clear of % v5 E: h! g3 rthe runway when all parts of the aircraft are beyond; k7 L+ r& l1 }4 E the runway edge and there are no restrictions to its . X2 w& O3 ~* M3 d2 e/ i% `continued movement beyond the applicable runway s) ]2 ~2 {9 Nholding position marking.- \0 K7 h" F5 n1 N$ R c. ilots and controllers shall exercise good 4 t- i; @3 m9 f jjudgement to ensure that adequate separation exists 5 U2 x+ G) q6 mbetween all aircraft on runways and taxiways at # f4 @- h( B* d9 p8 \2 v" hairports with inadequate runway edge lines or- b, ~9 j/ s: d# a holding position markings. 4 e8 t3 m5 U+ BCLEARANCE(See AIR TRAFFIC CLEARANCE.) 5 R! l$ W7 z# CCLEARANCE LIMIT- The fix, point, or location to9 o; q+ F" Q0 c9 ? which an aircraft is cleared when issued an air traffic; [& I" c) g5 l clearance., P$ \" _% G& {! @1 l- {8 A8 P: \3 _+ Z5 O (See ICAO term CLEARANCE LIMIT.)! u7 h% X5 ]4 ^7 e ] CLEARANCE LIMIT [ICAO]- The point of which : e& f$ Y/ ] W: S' Z, i p q* [6 jan aircraft is granted an air traffic control clearance.8 H3 i; i8 G7 V: ` CLEARANCE VOID IF NOT OFF BY (TIME)- 3 M$ F6 o/ r; |1 xUsed by ATC to advise an aircraft that the departure 4 E1 M( [- o+ ^8 S2 y1 O$ Aclearance is automatically canceled if takeoff is not, c2 _" k, K, T6 L5 h made prior to a specified time. The pilot must obtain- E' x0 q4 s7 j+ r7 q* y8 P a new clearance or cancel his/her IFR flight plan if not# h6 c8 n0 N; Y3 }- | B4 W off by the specified time.' l" p# O( R p (See ICAO term CLEARANCE VOID TIME.)% ]6 ^- ]# |6 `5 w7 o1 C CLEARANCE VOID TIME [IC AO]- A time : H4 W' D S: z( d0 dspecified by an air traffic control unit at which a 9 w% a: l2 j9 v! R" @2 @( E. J2 Jclearance ceases to be valid unless the aircraft9 w2 P* i4 |/ i3 C4 V concerned has already taken action to comply + L* m$ r9 W# u1 V1 m6 f' }; ptherewith.6 S! v3 Z' i# I5 ?8 N3 p CLEARED APPROACH- ATC authorization for an * Q; } O' d. M: Laircraft to execute any standard or special instrument 2 n9 D5 X- m' S ?3 r* fapproach procedure for that airport. Normally, an5 a& L+ X, z; {2 L. _ aircraft will be cleared for a specific instrument / W) t1 S2 w4 |) e0 Eapproach procedure. 2 K' S" G. p# Y; m(See CLEARED (Type of) APPROACH.) 3 `. h! O* v+ N1 m, d# L(See INSTRUMENT APPROACH! a8 J* S* i C# ^/ c( ] PROCEDURE.) 1 k6 Q# ?6 P- l8 M$ R! N(Refer to 14 CFR Part 91.)5 X/ z$ ?. m0 i! R0 |: h (Refer to AIM.)) e9 A, @- j+ l2 B- i1 [ CLEARED (Type of) APPROACH- ATC authoriza‐ 5 o* I/ Y" X! G" ]tion for an aircraft to execute a specific instrument) C, I1 F3 q' I! N. l# Y6 _, r approach procedure to an airport; e.g., “Cleared ILS " l4 p, I9 z; B# z6 ^Runway Three Six Approach.”) `' Q1 C) w% k( [4 t1 Y m (See APPROACH CLEARANCE.); O: {% b4 O( k8 r (See INSTRUMENT APPROACH P1 p" a3 B5 C' W" ?PROCEDURE.) ; ~) S1 ~: C2 X) D/ f(Refer to 14 CFR Part 91.) $ R: i, w. ^/ H3 \+ o- f3 B( C(Refer to AIM.)* K9 A0 `/ R/ ~1 z8 [3 K CLEARED AS FILED- Means the aircraft is cleared 2 h( K/ m2 s, C) j7 x4 b) bto proceed in accordance with the route of flight filed; B/ h Y3 ?2 [' | in the flight plan. This clearance does not include the+ a3 t9 i. o2 z3 n3 i/ } altitude, DP, or DP Transition.1 w# X* t; s& C7 i (See REQUEST FULL ROUTE CLEARANCE.). } W: E1 G# p+ h (Refer to AIM.) $ g+ T3 Q9 X0 L, DCLEARED FOR TAKEOFF- ATC authorization! y! h0 y0 v) N2 S7 P3 a for an aircraft to depart. It is predicated on known " {; H* T* o# E% N4 X% u0 } J4 f1 Ztraffic and known physical airport conditions.) e6 l& ?0 o; A7 } H% x CLEARED FOR THE OPTION- ATC authoriza‐ ! W$ M% {# Z5 a% W: R. Btion for an aircraft to make a touch‐and‐go, low' D- q) m# ~% e7 ] V$ I6 H approach, missed approach, stop and go, or full stop % c8 q* n, O+ i$ L( r* L: Alanding at the discretion of the pilot. It is normally 4 X9 G: X9 C2 F$ [- oused in training so that an instructor can evaluate a6 t1 E( e: p3 J3 u C/ E student's performance under changing situations.! Z, ]7 G' d. C$ l (See OPTION APPROACH.) % @4 L6 H) u. V(Refer to AIM.) : u- z1 ]+ X# h9 U- F. Y! c# ^CLEARED THROUGH- ATC authorization for an & z, j( K+ |+ W8 x+ T' V6 Caircraft to make intermediate stops at specified% I" e9 A6 b" m0 \ airports without refiling a flight plan while en route0 j& {; U' Z. E$ I% \9 Z# ] to the clearance limit.3 N0 R0 E& t( p, z0 k CLEARED TO LAND- ATC authorization for an* J4 h; i" u* o6 _ aircraft to land. It is predicated on known traffic and + `. O, o4 J/ Y4 z3 ^- _, Aknown physical airport conditions. ; ^6 O5 L% r4 z" c" B) I lCLEARWAY- An area beyond the takeoff runway# p9 P! m% ^2 ^ under the control of airport authorities within which ; v# X) y$ Z, g1 _# I/ x- U% [terrain or fixed obstacles may not extend above 9 O3 b% i: ~ }' O/ sspecified limits. These areas may be required for . r# N0 z. Z& W3 Ccertain turbine‐powered operations and the size and6 x N4 @: N7 {" H; ? upward slope of the clearway will differ depending on5 y, G+ V5 E- X( A: d) D6 | when the aircraft was certificated. \; \3 b( R$ C3 X3 O: P& u3 _" U( x(Refer to 14 CFR Part 1.) ) \+ d4 ~% ^- o" e$ ~" g0 yCLIMB TO VFR- ATC authorization for an aircraft # w5 K' H( O0 ^: O s+ eto climb to VFR conditions within Class B, C, D, and 3 q' f+ e* C* @ E6 v5 n1 nE surface areas when the only weather limitation is ) w2 w% m% X/ O7 Q8 W& Trestricted visibility. The aircraft must remain clear of! ^9 h9 F2 o6 c: R0 \/ @ clouds while climbing to VFR. 7 R/ L9 B& }3 t7 j3 r, y# b0 x) ^( d(See SPECIAL VFR CONDITIONS.) r& Y. ]* V7 i! F( A& K0 l$ Z(Refer to AIM.)6 i+ @4 ]4 K* Q8 i! H" A2 k* B+ S CLIMBOUT- That portion of flight operation ' f2 p* X0 {; @5 ubetween takeoff and the initial cruising altitude.. S3 }2 P. ^( I- y; T1 n Pilot/Controller Glossary 2/14/08 9 @+ j' Q$ p# q& SPCG C-46 V' V4 R" N: A9 J CLOSE PARALLEL RUNWAYS- Two parallel 0 M+ O5 Y6 a! f9 m: a% \runways whose extended centerlines are separated by % d' H; |! K& sless than 4,300 feet, having a Precision Runway " T1 o+ K; w% v& HMonitoring (PRM) system that permits simultaneous3 Q* A% o5 Q+ ^1 x v7 F, b( W independent ILS approaches.' \, p' K6 z, X+ j6 D CLOSED RUNWAY- A runway that is unusable for 5 u- p4 M4 [8 l; A6 R `aircraft operations. Only the airport management/! ?* Q6 U3 t) p5 \; F military operations office can close a runway. 7 B7 L+ T5 A4 n7 x( L5 G; ZCLOSED TRAFFIC- Successive operations involv‐ 3 ]( L2 l1 i/ W9 Zing takeoffs and landings or low approaches where $ p" V0 n' F$ N$ R6 q' `the aircraft does not exit the traffic pattern.* P. S! h3 B3 ?& K: o CLOUD- A cloud is a visible accumulation of9 ^) }" M ^" T- I3 r' ^$ P' L minute water droplets and/or ice particles in the % O- V! S+ N8 h& O3 w4 yatmosphere above the Earth's surface. Cloud differs, c; A+ ]' y2 p2 j' p& C; O2 u from ground fog, fog, or ice fog only in that the latter k$ z# n" M7 M are, by definition, in contact with the Earth's surface./ r$ p3 J5 d% }" @0 } CLT(See CALCULATED LANDING TIME.)1 F0 d9 G' m& w CLUTTER- In radar operations, clutter refers to the 3 |: Z/ T: H0 l& A6 r+ Nreception and visual display of radar returns caused7 h4 L7 _- M' o7 D$ T by precipitation, chaff, terrain, numerous aircraft ) G. ?) O' `4 A3 C) U4 Ctargets, or other phenomena. Such returns may limit 6 c( \: m* J0 x$ Y1 z% Eor preclude ATC from providing services based on% R: L) _+ l; j0 ?7 _- ` radar. 5 \; j/ t7 D; {7 @(See CHAFF.) 5 M- t8 J3 M* E5 Z(See GROUND CLUTTER.)9 ]" P3 u# R4 `+ f# i& H (See PRECIPITATION.)' G- P9 S2 z/ S3 O- w+ k) p: E (See TARGET.); y5 T' C/ z2 e7 D1 z, ? (See ICAO term RADAR CLUTTER.) 7 K% L# ]- t- F- u! SCMNPS(See CANADIAN MINIMUM NAVIGATION $ g) ~; Y/ F/ j, T7 YPERFORMANCE SPECIFICATION AIRSPACE.) ( N. K- G9 j _% r$ j- r) zCOASTAL FIX- A navigation aid or intersection , |; U5 T y0 P& L# V3 D* e0 hwhere an aircraft transitions between the domestic& l9 {7 f* {5 z/ D F7 q# `' b- z route structure and the oceanic route structure.% |$ C' ]! S. L. X l6 @* o CODES- The number assigned to a particular+ d F/ f7 s+ b* f" k multiple pulse reply signal transmitted by a ( N4 h+ `5 ?! X! _% r$ ]transponder./ B8 l) M: t6 ^+ }9 Y" X3 {: P (See DISCRETE CODE.)8 Z5 f, I1 W0 U* _5 x' k COMBINED CENTER‐RAPCON- An air traffic, {3 F# X6 `5 Y# `# k9 N facility which combines the functions of an ARTCC5 m# z& }$ @/ i and a radar approach control facility.* j2 P) h; R; U) S6 z (See AIR ROUTE TRAFFIC CONTROL + n b, Z7 n. ]. O: ^0 ]CENTER.) 2 t) r, ~6 e$ ^/ j0 |% Z(See RADAR APPROACH CONTROL8 E6 m) `3 Y, J FACILITY.) 4 r* V7 B- k$ l8 G! p8 L7 HCOMMON POINT- A significant point over which 0 K; C) h# n( B# M, ?two or more aircraft will report passing or have + T5 Z3 x) k/ l3 P& _0 Q' w+ dreported passing before proceeding on the same or ) z' D7 f4 r! T7 Zdiverging tracks. To establish/maintain longitudinal ! v' {1 }; T _ n4 o% Zseparation, a controller may determine a common * }6 L: @) c& C( Ypoint not originally in the aircraft's flight plan and & n2 w7 c( k/ ?3 z$ kthen clear the aircraft to fly over the point. 5 W& Q2 Q2 [( Y9 I" Z(See SIGNIFICANT POINT.) * `* Z! y8 M6 F3 V3 x4 E. ICOMMON PORTION(See COMMON ROUTE.)* V$ {4 `" M; A, `$ r COMMON ROUTE- That segment of a North . t0 [8 G, Y4 C H, DAmerican Route between the inland navigation! C) |- L5 H7 G( o6 i0 m% { facility and the coastal fix. : z7 }, A" Z& v3 I$ o0 jOR* Y# N# O' O8 `( ?) P. ~ COMMON ROUTE- Typically the portion of a8 ? v# Z& P/ t) W RNAV STAR between the en route transition end/ x' D9 m0 l+ \/ r2 ]) c' C! j9 s point and the runway transition start point; however,+ l$ |$ H" D2 @; J the common route may only consist of a single point" S1 t4 U, m: R6 w, @8 \ that joins the en route and runway transitions. 4 g% q' I* L2 h5 m5 yCOMMON TRAFFIC ADVISORY FREQUENCY , s& S' q- y5 M0 Y- {(CTAF)- A frequency designed for the purpose of . d: a$ M% A' w+ r1 fcarrying out airport advisory practices while 5 n: N0 t/ h6 yoperating to or from an airport without an operating ; m5 e. m) K+ M- Kcontrol tower. The CTAF may be a UNICOM,! p! e' H6 n6 t9 t5 f6 c Multicom, FSS, or tower frequency and is identified& j( d2 M9 B) j9 u' O in appropriate aeronautical publications.7 Q( C, d; l8 t5 P (Refer to AC 90‐42, Traffic Advisory Practices at 0 \( F9 U' w8 |2 {- `Airports Without Operating Control Towers.)8 p* T: t: Q( p2 x( j+ t% { COMPASS LOCATOR- A low power, low or* {- x# @; j2 K% p& N medium frequency (L/MF) radio beacon installed at l) k% m. |/ V' S7 kthe site of the outer or middle marker of an instrument9 q2 s t/ @3 Z# @ t- j( X; G landing system (ILS). It can be used for navigation at # p3 k9 p3 N# Y5 J9 gdistances of approximately 15 miles or as authorized: z! A6 }$ b$ @8 [3 M in the approach procedure.; v1 d: I- h. a+ d a. Outer Compass Locator (LOM)- A compass6 R; t. y( s, |2 G* e, o locator installed at the site of the outer marker of an , @6 D* q5 X! h2 H8 Qinstrument landing system. ( @* ^4 u* w* ?! f(See OUTER MARKER.)% t) Q0 U) u4 u- B* | b. Middle Compass Locator (LMM)- A compass 3 }% _3 k+ ?& ~- y$ jlocator installed at the site of the middle marker of an : A" t3 i7 R/ y9 w1 i9 Cinstrument landing system.5 B" i! f; L9 E4 {' O (See MIDDLE MARKER.) ! D' w! W6 [: F/ s(See ICAO term LOCATOR.)

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发表于 2008-12-28 14:12:03 |只看该作者
COMPASS ROSE- A circle, graduated in degrees,, l1 `! I" o- K; V0 ]: [( P$ ? printed on some charts or marked on the ground at an2 p; o$ _) t9 C9 d) s airport. It is used as a reference to either true or2 m, z) q: p+ f$ F magnetic direction. 7 B* t6 {* A- \' v$ }' N; ]; `6 FCOMPLY WITH RESTRIC TIONS - An ATC 4 T% P/ o4 H: q/ F! ginstruction that requires an aircraft being vectored / t& b' F" f U! N6 o% V- aPilot/Controller Glossary 2/14/08 9 ~, c( M1 f4 b! m hPCG C-5) G; w' ]7 h2 [! ?7 R back onto an arrival or departure procedure to comply; e* t8 j) L' s4 d0 I with all altitude and/or speed restrictions depicted on 2 A. t8 k# J( ?) J$ Cthe procedure. This term may be used in lieu of( `$ X# G% [1 T) L* ^8 ? repeating each remaining restriction that appears on% u" i! l3 S7 d- e the procedure. , V' M }5 w- fCOMPOSITE FLIGHT PLAN- A flight plan which " V7 _+ t; \6 k4 s% M) Pspecifies VFR operation for one portion of flight and+ m! ?7 O1 f+ i4 f2 }2 e! Y IFR for another portion. It is used primarily in + X @0 ?& s$ O: H! d6 tmilitary operations.3 o- Y, F2 r8 c) |# c) G (Refer to AIM.) - M. J0 N8 | _8 V3 O# sCOMPOSITE ROUTE SYSTEM- An organized + a, M. w" C Woceanic route structure, incorporating reduced lateral6 b; t( a* ]! ^ spacing between routes, in which composite4 a' b$ N' N0 F0 U separation is authorized.

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