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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! L. h7 b& u Y2 E; R4 [ PCG-1 ! U* I" ]3 Y# g- bPILOT/CONTROLLER) q' e' t4 x" o1 P$ w+ n( a% o GLOSSARY 6 I: \4 @% K# q4 O, BPURPOSE ; P" R8 X" }+ a I. [' aa. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic+ }: s. _4 \2 t Control system. It includes those terms which are intended for pilot/controller communications. Those terms: {$ w4 K2 ?! V- q most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily & g6 w) Z' n, z. z: y+ Q8 x7 tdefined in an operational sense applicable to both users and operators of the National Airspace System. Use of1 H$ Y, ~ i( g* e! {$ l the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose. + ~8 {# B' B8 u' nb. Because of the international nature of flying, terms used in the Lexicon, published by the International( ^3 z" o1 w9 F Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are 8 ~" w0 r/ k9 N" H) l+ lfollowed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts% `/ ~% B. {3 W of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical; D+ o7 Y6 ]% T0 C; @6 | Information Manual (AIM).- j& {' ^. W* N- Z& ^) X7 i: \0 c c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. : ~2 o! {) \1 zEXPLANATION OF CHANGES 9 k# a; X7 _1 e2 T2 s$ pa. Terms Added:% {! z' x6 e+ \% h! s. ` E AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY/ m; x% `0 V0 Z% `5 M; h b. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant) J9 V" N, K l- }/ \ nature of the changes. : N) ~) d5 Y7 j$ K# U; ^6 y& vPilot/Controller Glossary 2/14/08& K! t) G/ q" [; M, G5 I PCG A-1+ g/ d) e, q7 O$ ?9 O+ W4 w% p; y A' L2 \! x5 Z4 N) P. e, @% c' u0 Y; } AAI(See ARRIVAL AIRCRAFT INTERVAL.)9 W; A: e9 g( K) b! ~# ~ AAR(See AIRPORT ARRIVAL RATE.)* B2 ]0 k8 [ h+ ^, I ABBREVIATED IFR FLIGHT PLANS- An3 G& P4 s X3 z* L) q authorization by ATC requiring pilots to submit only 3 r Q, |2 I0 t4 @9 tthat information needed for the purpose of ATC. It8 _) U3 H" \! L+ i/ B. C includes only a small portion of the usual IFR flight ! s2 Y3 c9 l, s' u& i5 r; xplan information. In certain instances, this may be ; J2 ?* p9 w; R2 {$ Ionly aircraft identification, location, and pilot4 j, M% [# W/ S4 `) D9 C request. Other information may be requested if( Z) [: ~% |+ l" | needed by ATC for separation/control purposes. It is, }4 { K1 q; \# s% }1 e; f% r6 ~* d frequently used by aircraft which are airborne and $ q4 Z% _# t3 g. Ndesire an instrument approach or by aircraft which are " b" L- i) Q+ Q4 @2 D/ non the ground and desire a climb to VFR‐on‐top.3 V4 F' c1 D% V( U% d. {4 C (See VFR‐ON‐TOP.) ) e4 a( [- `, a" u. B4 k p" s(Refer to AIM.) 2 _8 `% s8 d8 I0 k' P' WABEAM- An aircraft is “abeam” a fix, point, or- P7 U5 q/ A8 y0 |9 V5 O+ B object when that fix, point, or object is approximately / y. p- S- k$ S2 N; |; i90 degrees to the right or left of the aircraft track.0 G$ }: v0 a1 v9 I! j+ @ Abeam indicates a general position rather than a4 g: h1 N. r' U# J" j precise point., \& o! A0 J: l& E0 F# [9 I ABORT- To term inate a preplanned aircraft 4 C1 Y) A3 H* [% Z3 D5 L; y+ vmaneuver; e.g., an aborted takeoff./ o$ ^( Y0 N. f' j5 y# `, f% } ACC [ICAO]-; }$ I* q. E9 A2 P, | (See ICAO term AREA CONTROL CENTER.)% A% u, ^# U, Q3 @: U* E+ ] ACCELERATE‐STOP DISTANCE AVAILABLE- $ v' S4 c; r5 t" hThe runway plus stopway length declared available # \4 [- H) N& m7 V1 F8 k* l. K0 V( Zand suitable for the acceleration and deceleration of # G, w4 L- E" v0 D3 }; z8 _an airplane aborting a takeoff. 1 N% n/ S: R; O4 h+ G+ fACCELERATE‐STOP DISTANCE AVAILABLE & e7 p4 \9 c' a, {* V* x8 m& r! {: I[ICAO]- The length of the take‐off run available plus + D0 |" ?: Q, r* j5 J" Rthe length of the stopway if provided. 3 Z% T+ P/ ?/ n' T- p, v$ X/ {5 t! ]* eACDO(See AIR CARRIER DISTRICT OFFICE.) ! V5 n, y; m' U- FACKNOWLEDGE- Let me know that you have, v: h: f& I. P4 r# @ received my message.& r' {: s6 u. e3 ~. b5 e! K0 x (See ICAO term ACKNOWLEDGE.)+ M6 {8 @1 i9 y ACKNOWLEDGE [ICAO]- Let me know that you7 B3 V( K: n% k have received and understood this message. - n/ e' d1 E7 p. @8 r5 x! d# H% W) MACL(See AIRCRAFT LIST.) 2 Y! ^; F0 h% c- C4 Z' vACLS(See AUTOMATIC CARRIER LANDING, v0 ` Z8 W. a- k# j SYSTEM.) u' a% v& ^9 g* W* }ACLT(See ACTUAL CALCULATED LANDING TIME.) + O8 [! u& z1 L: Q0 _3 d. u% GACROBATIC FLIGHT- An intentional maneuver % q5 t0 w; _" v s- cinvolving an abrupt change in an aircraft's attitude, an $ W9 y1 o* c4 F% c3 ?4 Nabnormal attitude, or abnormal acceleration not7 f7 w9 T H6 F8 L7 L necessary for normal flight.6 I9 P. ^' c6 o3 U$ b7 ?! T9 e. { (See ICAO term ACROBATIC FLIGHT.) 2 P; P- W" [9 \: X6 M8 @(Refer to 14 CFR Part 91.) : ]# c( v- t7 CACROBATIC FLIGHT [ICAO]- Maneuvers inten‐ & u9 r. A. Z( y0 D& z- ltionally performed by an aircraft involving an abrupt " y7 }& ~- H/ K; W. i! H; ~change in its attitude, an abnormal attitude, or an/ x; b# k- _; E$ y$ U7 y abnormal variation in speed. 3 n. o" r- S) E+ P( p& q" K, s$ S$ [ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY: U- [4 l9 z' a z! D5 f8 y, L RUNWAY.)/ t! \6 L* a& A9 @" ] ACTUAL CALCULATED LANDING TIME-: ~( E+ L) p9 I% n ACLT is a flight's frozen calculated landing time. An 7 u6 d: [ }- T4 C- |, bactual time determined at freeze calculated landing ; `( M" {# B8 F8 }" ftime (FCLT) or meter list display interval (MLDI) for 2 U' M9 r# P: P9 _ R: Tthe adapted vertex for each arrival aircraft based upon 4 ]) _" |/ m8 a0 v' @1 grunway configuration, airport acceptance rate, airport1 C4 N. a0 N6 Z/ f arrival delay period, and other metered arrival ; B0 Z6 G$ r, Y$ ?aircraft. This time is either the vertex time of arrival7 J4 _4 k9 f% M @$ j; d0 ` (VTA) of the aircraft or the tentative calculated * r, ?: r. T/ H" G8 S: ~; Hlanding time (TCLT)/ACLT of the previous aircraft ' w, B* X& g3 S6 i; ^& z5 J3 P Rplus the arrival aircraft interval (AAI), whichever is s3 S$ L x4 rlater. This time will not be updated in response to the 3 ^0 ]" ]& h* t" k4 x% V# d: `% xaircraft's progress. + J- X, W/ o; k; o& [6 v- cACTUAL NAVIGATION PERFORMANCE , N) X* }, Z: }8 I T- p7 o(ANP)- 4 O$ w3 I8 O# a# H(See REQUIRED NAVIGATION / s0 y L0 j6 {1 bPERFORMANCE.)( i5 X& T, F$ y$ Q5 f; h9 r3 t ADDITIONAL SERVICES- Advisory information" Y( s% ^) I% e) N' l9 S provided by ATC which includes but is not limited to3 x5 @' T% O: E) P) N the following: " h) F7 I1 G. @; Ca. Traffic advisories. ! l, X( P5 u' n& Vb. Vectors, when requested by the pilot, to assist 2 A) o) O$ c' k( x# r% K3 t1 \' caircraft receiving traffic advisories to avoid observed7 P1 v# Z L, E1 ~& k7 g0 R traffic. 8 s1 c+ j1 D9 X* P/ CPilot/Controller Glossary 2/14/08# r( ]$ ?2 h' ?3 L3 t( C PCG A-2 7 `/ @9 o& D8 U6 ~+ T# d/ ic. Altitude deviation information of 300 feet or $ _$ ~% t0 ~2 ^" X0 A+ nmore from an assigned altitude as observed on a 3 Z3 G# z/ F% \6 d6 G7 k. gverified (reading correctly) automatic altitude 0 W# ]5 [% \- z; ]/ g6 z7 ~readout (Mode C). : n" p5 K, K* T3 k" f' Q7 Jd. Advisories that traffic is no longer a factor. 2 _. T+ ` k% r Ae. Weather and chaff information.! Z$ ^9 I; R) L$ ?7 g) \ f. Weather assistance. 6 }& v, y" ?$ w; H: t' V4 ]g. Bird activity information. 4 }3 F" T+ R$ t; W2 A9 vh. Holding pattern surveillance. Additional ser‐( I! k- Y/ K3 D% l8 B vices are provided to the extent possible contingent ' I* \& P8 l* y, |& _only upon the controller's capability to fit them into H5 f$ n; U; x7 D+ r the performance of higher priority duties and on the/ e' X5 S' U, C c. K& D9 F basis of limitations of the radar, volume of traffic,) R( q: R/ a3 a/ q frequency congestion, and controller workload. The ' a5 H- {; t7 q4 `# xcontroller has complete discretion for determining if B0 [; m( P2 P4 d, r) _0 D7 Xhe/she is able to provide or continue to provide a. R- J4 K. ^# v* G' Q' r8 k/ S" { service in a particular case. The controller's reason; T, a! e+ l0 {- \3 a4 a not to provide or continue to provide a service in a; k' }* i8 p3 G* l* b! l particular case is not subject to question by the pilot & @' u) i( S5 p r/ n# @' a% {( Aand need not be made known to him/her./ G5 l& u- N4 ]% [$ O0 b( o6 Z& N9 T (See TRAFFIC ADVISORIES.)" @1 l+ A. b5 \- P1 p2 u6 E8 H (Refer to AIM.)( y7 w1 J( `2 G6 `; X* c ADF(See AUTOMATIC DIRECTION FINDER.) - g& _! W I9 w! @# F1 oADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) 1 c6 E1 F' [, ~/ z: ^ADLY(See ARRIVAL DELAY.)6 e5 e9 S: ?& M. @/ S0 z ADMINISTRATOR- The Federal Aviation Admin‐2 J% @, q& @, n/ j! _- D istrator or any person to whom he/she has delegated! z- {3 P5 i! | his/her authority in the matter concerned.5 b" b2 ~5 J& Z8 e; V9 Q9 P8 r ADR(See AIRPORT DEPARTURE RATE.), f) _ ~! i5 A5 n+ D! B ADS [ICAO]-1 P; D* k" `' Z (See ICAO term AUTOMATIC DEPENDENT2 r' G/ z) m% O/ D0 [ SURVEILLANCE.) " |+ G% L5 p) I% HADS-B(See AUTOMATIC DEPENDENT * I' j5 S6 G' P CSURVEILLANCE-BROADCAST.) 3 I$ \* E% @7 ?ADS-C(See AUTOMATIC DEPENDENT1 q; Y5 X7 ^6 u# I SURVEILLANCE-CONTRACT.) 2 a0 J K* S! E7 X) y6 T! aADVISE INTENTIONS- Tell me what you plan to* G6 v p6 W7 N do.3 U7 C( b9 R! y$ f ADVISORY- Advice and information provided to 0 |; D# N. F5 [- w; y) iassist pilots in the safe conduct of flight and aircraft+ _& b/ D: j' ?2 ^1 R. R% X movement. 9 H5 ?* m/ D! B% W+ i(See ADVISORY SERVICE.)1 o7 `2 K7 `: K- Z6 E7 L ADVISORY FREQUENCY- The appropriate fre‐ / }& v* h f- _8 \quency to be used for Airport Advisory Service.; K0 ^7 A' y1 H; i (See LOCAL AIRPORT ADVISORY.) ) T, \% v# e4 o9 S. p) q(See UNICOM.)0 L9 N! u* h, L (Refer to ADVISORY CIRCULAR NO. 90‐42.) 2 B! L5 P- Q5 ^ X8 n$ W6 c2 _(Refer to AIM.): l" M$ `9 X$ i/ @3 ] ADVISORY SERVICE- Advice and information* Y& H7 P4 I v8 @2 g* U/ N7 J9 R provided by a facility to assist pilots in the safe# x- G4 k: q; v# i% S conduct of flight and aircraft movement. 1 ^0 L/ T6 y, Y O8 N0 n4 j(See ADDITIONAL SERVICES.) ! ]+ A% {/ S0 t# U" R |) q(See EN ROUTE FLIGHT ADVISORY+ \) g1 H' x0 T9 U SERVICE.); H2 A; a( s. g% ] (See LOCAL AIRPORT ADVISORY.) " K R. W/ o' P( r(See RADAR ADVISORY.) 0 G! o0 N" f2 A(See SAFETY ALERT.) + ^% R. k I- |6 }% i: Z(See TRAFFIC ADVISORIES.) 0 F$ \8 L. g" B$ f* |: ?(Refer to AIM.)9 P9 |: ]- O/ s6 Z% Q AERIAL REFUELING- A procedure used by the 6 D$ O2 Y0 ?/ K+ A) g! bmilitary to transfer fuel from one aircraft to another: A7 I6 e5 ~% h& O2 l during flight. * n! d$ }8 M5 x. |5 U/ L(Refer to VFR/IFR Wall Planning Charts.) $ M) C$ H! G: W, S5 }& h8 SAERODROME- A defined area on land or water $ O+ m3 ~: V- P y$ Q(including any buildings, installations and equip‐ $ D- o1 U7 s4 Ument) intended to be used either wholly or in part for : w O2 O3 @. W% N+ a% l$ u+ xthe arrival, departure, and movement of aircraft.; Z* G( y5 w1 G4 Q AERODROME BEACON [ICAO]- Aeronautical ! M' | f% X( Xbeacon used to indicate the location of an aerodrome $ K, R4 z' ~& q5 Y' n/ }1 g) lfrom the air. ' G* p3 O+ T- o9 h+ CAERODROME CONTROL SERVICE [ICAO]- Air # o1 z4 m$ h/ \traffic control service for aerodrome traffic. + R$ ~2 Q# |% u1 O; |# iAERODROME CONTROL TOWER [ICAO]- A : X0 a# b7 S4 Vunit established to provide air traffic control service9 Z6 L3 a2 a8 l6 c# U% v) O4 ? to aerodrome traffic.! H* U! x; D2 S4 l* i AERODROME ELEVATION [ICAO]- The eleva‐ & N. F6 ]! z% ?7 W: f( n* ~$ ction of the highest point of the landing area. . F( t/ D v: U0 T& k! L7 EAERODROME TRAFFIC CIRCUIT [ICAO]- The" n- E7 e4 U, @1 ]8 z3 n( K6 t4 D, I specified path to be flown by aircraft operating in the : o3 @* r6 f G# _vicinity of an aerodrome. , l* ~. S8 c8 C- NAERONAUTICAL BEACON- A visual NAVAID% D3 H8 _- n% H displaying flashes of white and/or colored light to / v; z/ X: y& [% }, i; Xindicate the location of an airport, a heliport, a 4 z' N- j4 f- |' RPilot/Controller Glossary 2/14/08 - i# a* z; F5 L+ @PCG A-3 6 W8 D( b% B2 ?: y3 s7 Z' G) I$ Plandmark, a certain point of a Federal airway in6 t, f7 A" X8 G; }# G mountainous terrain, or an obstruction. : p$ F) _' I4 {4 k: K$ [(See AIRPORT ROTATING BEACON.)3 D( ^% n- V4 J' W9 x. b, ~2 k (Refer to AIM.) $ O- T) Q! n: oAERONAUTICAL CHART- A map used in air ; t. r4 `! V- t# Q) k' J$ y( H; jnavigation containing all or part of the following:5 q, B6 D0 d9 E- @7 H- v9 O topographic features, hazards and obstructions,! {1 c8 [% `* O3 I' H navigation aids, navigation routes, designated / z" f5 J% Y) T3 U( m: {3 F+ xairspace, and airports. Commonly used aeronautical7 i8 f6 V2 Y8 X! W+ [ charts are:, {% y; J# L9 u3 b" T( I6 z+ z a. Sectional Aeronautical Charts (1:500,000)- 2 N( x* P) _$ mDesigned for visual navigation of slow or medium & v6 U; B: m. X; h4 ]% e, A2 |speed aircraft. Topographic information on these2 O0 j* t, V) Z) T2 ] charts features the portrayal of relief and a judicious 2 _8 t( O# W% o% s- A" v+ Hselection of visual check points for VFR flight. 3 A: Z# ~1 |2 b: {( V& eAeronautical information includes visual and radio2 p) c. w4 \# t. O) S' @. q4 B& V- m; P aids to navigation, airports, controlled airspace,, _9 h8 v! `" c ?, ?" r- e restricted areas, obstructions, and related data. - D- I8 u5 u+ J, db. VFR Terminal Area Charts (1:250,000)- % \7 R. X+ l% T" M7 U# lDepict Class B airspace which provides for the$ m- G" v- N& g* c- D# S4 n" v control or segregation of all the aircraft within Class5 Z7 p) L3 q$ Q& K' F) @- k B airspace. The chart depicts topographic informa‐ * J" C5 Q4 E8 m, M; C" P& ttion and aeronautical information which includes3 v3 r6 f R' ` visual and radio aids to navigation, airports,- f' G) T' N' x' o4 M# x controlled airspace, restricted areas, obstructions, ! O/ N8 j# q% G; R2 ^. aand related data.7 x; V5 W! R- l' q% }% ? c. World Aeronautical Charts (WAC) & ^# J+ e: \1 u* E" D(1:1,000,000)- Provide a standard series of aeronau‐ ' e" R3 D; t& vtical charts covering land areas of the world at a size" P; u: d2 r- ~9 f: u and scale convenient for navigation by moderate/ `% D% @& h+ f6 e/ X speed aircraft. Topographic information includes6 ]& J+ U# ~6 L6 q; d! |8 M cities and towns, principal roads, railroads, distinc‐ 0 @& G' m! d5 a# G/ G6 [4 itive landmarks, drainage, and relief. Aeronautical" O0 o( e- z4 W* @* K! B0 p/ ` inform ation includes visual and radio aids to . s0 I8 P5 b3 |6 X# v2 k2 p3 L( Knavigation, airports, airways, restricted areas, 5 G: W0 C1 D8 e/ {8 L4 Pobstructions, and other pertinent data. ! q$ o4 t6 u; {3 k! l9 }d. En Route Low Altitude Charts- Provide 0 h( c! O# f4 _+ R! I4 x& }6 Z! waeronautical information for en route instrument' _# R) t4 @. l3 [! T navigation (IF R) in the low altitude stratum.8 F1 \+ ~9 _$ m4 w6 u Information includes the portrayal of airways, limits 3 X' [: G$ h+ S5 c$ U5 A! aof controlled airspace, position identification and( {7 I: D/ } c6 k& J5 S" z frequencies of radio aids, selected airports, minimum 3 k" u3 I% c4 g3 F. t% h; `* Q* den route and minimum obstruction clearance / H5 N: P$ N9 p1 f- U' W# b8 naltitudes, airway distances, reporting points, re‐ 4 D+ s& [3 s* j$ M) Dstricted areas, and related data. Area charts, which are* t$ O6 ]% j- ~( E' z# Q& g4 M a part of this series, furnish terminal data at a larger 3 @# X3 e# w+ k1 ~& mscale in congested areas. 2 d1 V1 x. S6 Q+ ~e. En Route High Altitude Charts- Provide! P6 P/ B' |) E; b4 j _7 C aeronautical information for en route instrument* Q4 r/ u. M8 r+ q5 g navigation (IFR) in the high altitude stratum. 5 v: e7 \+ Z8 s. m, o( {Information includes the portrayal of jet routes,+ r2 G+ J. i0 O8 G7 Q identification and frequencies of radio aids, selected- `0 q" e- x& X0 y: E% G) h airports, distances, time zones, special use airspace, 0 {! j9 @; q/ O& T; u; ?1 Y7 iand related information., ?; q( P* d7 ]! h, j+ H3 ` f. Instrument Approach Procedures (IAP) Charts-0 D3 j1 k; M. G2 I; @$ W Portray the aeronautical data which is required to. C- u9 l3 y. \) q* S' e, d' I' ` execute an instrument approach to an airport. These 5 L8 r" C6 l4 q& I8 H3 vcharts depict the procedures, including all related5 }# ^0 l2 r+ f% s! U' l& m data, and the airport diagram. Each procedure is s; `% P8 E/ b designated for use with a specific type of electronic * x8 T9 {1 N1 f( J( q; w+ }navigation system including NDB, TACAN, VOR,1 P- C1 J5 a) H0 w* B, y0 ~ ILS/MLS, and RNAV. These charts are identified by! |. u4 }# c! g: I, i4 m: b" r( X the type of navigational aid(s) which provide final. T3 O$ F& Z- ]! n; U approach guidance. 8 I! L: N& O# p5 M3 eg. Instrument Departure Procedure (DP) Charts- 6 l4 Z9 m% @( ^8 |Designed to expedite clearance delivery and to 6 o3 @# ^: O% ffacilitate transition between takeoff and en route0 s$ m* z( \, |2 W5 a+ C+ }; R, X5 ] operations. Each DP is presented as a separate chart - B" Z2 x. h5 Cand may serve a single airport or more than one' h8 E( X8 H4 y& y airport in a given geographical location. 8 R( C6 I$ M' P5 Nh. Standard Terminal Arrival (STAR) Charts- . S5 n T: X. |1 {9 [/ BDesigned to expedite air traffic control arrival 8 [7 d# S1 i5 }6 S) Mprocedures and to facilitate transition between en - @2 S3 s0 r6 t) k8 `* W) `route and instrument approach operations. Each 4 b4 z+ K3 l8 t2 USTAR procedure is presented as a separate chart and, h& Q8 v3 F% | w+ h+ x4 D/ q( l may serve a single airport or more than one airport in - f; C4 Y% v$ X+ O2 k& a# Z) R. ka given geographical location.3 l- {2 {: Q0 p8 q i. Airport Taxi Charts- Designed to expedite the" P; c% H* V+ o( @8 x! o1 b0 s& G5 b efficient and safe flow of ground traffic at an airport.& F8 k. Q' m% c1 x/ H These charts are identified by the official airport 9 W0 e- V& J' I* |# d" yname; e.g., Ronald Reagan Washington National " }# L c2 G" GAirport.' t1 ?2 v% i, k' z p: q: e/ } (See ICAO term AERONAUTICAL CHART.)

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AERONAUTICAL CHART [ICAO]- A representa‐ ' d0 @) b" y) A! D% M$ F- qtion of a portion of the earth, its culture and relief,) o, B# m, i# N* |. Z0 x9 D specifically designated to meet the requirements of 1 f0 B @: i0 a# pair navigation. & o" i! t8 d2 O4 e$ |' _AERONAUTICAL INFORMATION MANUAL 5 w3 ^9 |' M$ S" Q(AIM)- A primary FAA publication whose purpose6 Q% E3 O8 h* o5 E2 D: `' R/ n is to instruct airmen about operating in the National 3 s4 n5 W' _9 v) p# R2 n9 hAirspace System of the U.S. It provides basic flight. o7 x3 |( B$ n% v0 i: v7 l3 ^ information, ATC Procedures and general instruc‐! X& ]# h2 _/ }5 r5 C1 A6 H' I0 e tional information concerning health, medical facts,) C) S# q' }8 J O: D factors affecting flight safety, accident and hazard : W. p- L$ f' \* \2 Y8 @" q# w3 Xreporting, and types of aeronautical charts and their* L' U7 R \2 T/ J8 V* c& X' K' M use. . V9 p6 F% v8 [5 c% EAERONAUTICAL INFORMATION PUBLICA‐ / b- j# M( r+ oTION (AIP) [ICAO]- A publication issued by or with9 H/ M) X/ c# q3 ` 2/14/08 9 ?' ^! G& T) APCG A-4 & B* X: `8 M% H& Fthe authority of a State and containing aeronautical ) x! M2 `5 h5 l- s0 F+ i' a einformation of a lasting character essential to air' j! M# [6 L3 C6 H# _4 { navigation.( q! a4 a' \" ~& ? f4 C A/FD(See AIRPORT/FACILITY DIRECTORY.) $ h+ S! u# C! m3 ?, _3 f4 a" B, ]AFFIRMATIVE- Yes.; b/ r% ]2 m" W( W( I) Y AFIS(See AUTOMATIC FLIGHT INFORMATION# Q7 ^% h1 K# I6 s) M7 z- W SERVICE - ALASKA FSSs ONLY.) " k" z, [' [/ e, A+ BAFP(See AIRSPACE FLOW PROGRAM.) , M9 R6 \5 J g8 VAIM(See AERONAUTICAL INFORMATION 1 v: T0 M) Y! W4 A5 VMANUAL.). d( j8 E6 T$ i. B3 Q. g AIP [ICAO]-. k, r8 K* x( F# T9 H (See ICAO term AERONAUTICAL% L s' c9 k# t3 o4 s1 @6 g. L INFORMATION PUBLICATION.)7 p) t' k% Z; w7 Z AIR CARRIER DISTRICT OFFICE- An FAA field3 ^& X5 }# A4 D9 r$ t- k5 Y) v office serving an assigned geographical area, staffed ) \/ {' \* U0 d$ F2 B# {with Flight Standards personnel serving the aviation! Z, m, @# C7 c+ u industry and the general public on matters related to9 C; T8 C# { [1 G: S the certification and operation of scheduled air y" g0 @* R# m1 b* gcarriers and other large aircraft operations. 3 M) p- B* n& C$ d, z2 a7 w- UAIR DEFENSE EMERGENCY- A military emer‐ . p4 z4 X- ]& t9 |% N* fgency condition declared by a designated authority.( d/ Y7 t( T& B( R This condition exists when an attack upon the $ R$ J: J- K8 O7 l: lcontinental U.S., Alaska, Canada, or U.S. installa‐ - }7 a& h* T7 P; q I6 Y; T1 Q, mtions in Greenland by hostile aircraft or missiles is 9 I6 G% ~3 Y$ yconsidered probable, is imminent, or is taking place. d# [# K- G" Q(Refer to AIM.)6 q" O# d9 J1 p6 l& w/ s AIR DEFENSE IDENTIFICATION ZONE (ADIZ)- 2 l" Z8 q# X9 W! e iThe area of airspace over land or water, extending ( X) S" W' b* u% F$ mupward from the surface, within which the ready9 k- ~+ q2 Q2 d9 @ identification, the location, and the control of aircraft; }: V3 C* K+ T# B! O; L2 U are required in the interest of national security. 0 n$ b1 h7 d* b% o3 ` T" ga. Domestic Air Defense Identification Zone. An ) g: ]/ n/ Q, XADIZ within the United States along an international " m& y [2 f2 ? Q8 Y- Qboundary of the United States.5 t- x2 g, }$ ~" M3 E' e- s b. Coastal Air Defense Identification Zone. An ' Y( y+ i5 J1 T+ ~' U8 ^/ V2 A2 VADIZ over the coastal waters of the United States.% g8 H7 c0 s$ l3 b) t0 P7 Y c. Distant Early Warning Identification Zone" D; w; R. ~4 B9 V# z. f (DEWIZ). An ADIZ over the coastal waters of the ; n# V3 V+ {: D8 m3 I) N5 n7 V FState of Alaska.( i6 Z/ X V4 k* M- H9 A4 ^/ a d. Land-Based Air Defense Identification Zone.2 o+ k3 W/ y/ K# u An ADIZ over U.S. metropolitan areas, which is& ?( o6 e. _0 d% l4 o, f activated and deactivated as needed, with dimen‐5 a% d5 J4 N4 `0 L y9 ? sions, activation dates and other relevant information0 L: P. p E2 N3 a6 |2 a3 } disseminated via NOTAM.7 E% Y: a9 G+ ?2 R Note:ADIZ locations and operating and flight plan% |: b% w) T/ N Y& |1 _& w requirements for civil aircraft operations are speci‐ & \7 f% U3 n' ^% } ~fied in 14 CFR Part 99. # W5 y! R% q7 `(Refer to AIM.) & I+ _9 L. R8 l. _6 e/ \3 MAIR NAVIGATION FACILITY- Any facility used + F/ _8 c) ^ \, Ain, available for use in, or designed for use in, aid of9 ]- f4 S! M$ s4 ]6 C' { air navigation, including landing areas, lights, any ; j8 C: }8 X2 c- j+ q# ?. M" ^5 |apparatus or equipment for disseminating weather 0 T/ r& S j) uinformation, for signaling, for radio‐directional - h4 k- ?5 q, Q; ?finding, or for radio or other electrical communica‐ v. V6 q a4 T* o4 I' S tion, and any other structure or mechanism having a " L2 k: [5 ^1 S! bsimilar purpose for guiding or controlling flight in the / q, F; N7 K6 qair or the landing and takeoff of aircraft. ! {( O; T% H6 g- O(See NAVIGATIONAL AID.) 3 i4 V, {+ h( U" H1 u3 n) I$ rAIR ROUTE SURVEILLANCE RADAR- Air route$ y5 U! u! h# E7 b traffic control center (ARTCC) radar used primarily# C; D- `# j: e' r! V, H to detect and display an aircraft's position while en 6 o; J! r9 S" sroute between terminal areas. The ARSR enables , Z* i7 Q: v0 r& M# [/ k @controllers to provide radar air traffic control service 8 T1 s7 H: K' {$ G ^- w. @when aircraft are within the ARSR coverage. In some $ ?0 V( Y6 a$ ?; pinstances, ARSR may enable an ARTCC to provide/ ^4 s2 t! F; z1 B4 q terminal radar services similar to but usually more # k/ I" ?8 d' @# R; f2 N2 ?& _0 blimited than those provided by a radar approach 5 n( O% u% a" r3 Zcontrol. 4 X( V) O/ u3 z+ L. ^7 UAIR ROUTE TRAFFIC CONTROL CENTER- A $ H6 I: _. C( A. ]7 \1 jfacility established to provide air traffic control* M# |; n. A8 \1 z) F) o; A service to aircraft operating on IFR flight plans 7 U2 a/ X+ i1 G8 v) r* `5 I4 wwithin controlled airspace and principally during the - v( k" b# z" M: \+ M$ d: Xen route phase of flight. When equipment capabilities; p, z5 k$ U# a7 ?3 L9 E( ? and controller workload permit, certain advisory/as‐ 0 w& v2 k0 A; r, h9 Fsistance services may be provided to VFR aircraft., ?8 v- j( c. b3 X& ^+ o: ~ (See EN ROUTE AIR TRAFFIC CONTROL9 y1 n3 Y( C6 K6 v. r L6 Q SERVICES.) 8 h' l4 b# g( O9 L(Refer to AIM.)3 M: g* P( j3 L& j4 r9 W( q9 ~8 q AIR TAXI- Used to describe a helicopter/VTOL 2 u3 |5 D% M+ w( [4 d$ Qaircraft movement conducted above the surface but! ]2 B0 Z) }, g. F3 v0 z% e0 b! s5 V normally not above 100 feet AGL. The aircraft may/ \6 w0 S9 r* u, ^! c) f proceed either via hover taxi or flight at speeds more - B* G2 N0 j& s2 Lthan 20 knots. The pilot is solely responsible for r; Y* o, P3 V9 f& C6 P7 E' D selecting a safe airspeed/altitude for the operation ' v1 T+ k1 |7 K! U' P( Z& Gbeing conducted. ' K5 Y: f! ?7 w(See HOVER TAXI.)2 Z* @( ^, |6 z9 v/ [7 h7 B (Refer to AIM.), r/ S& m- i9 ]6 W5 t Pilot/Controller Glossary 7/31/08 1 e) Y- g3 @4 |, K& u \5 TPilot/Controller Glossary 2/14/08 ) {/ O3 o! Q* B% K+ Q& Q* V9 FPCG A-58 ^% z) f: t+ G AIR TRAFFIC- Aircraft operating in the air or on an% b# f0 `: A! P- e- [ airport surface, exclusive of loading ramps and& v) Z$ F: o- N# ^# f0 p; Y% g5 Z parking areas.8 b7 ] t; i& l/ a% j4 k (See ICAO term AIR TRAFFIC.)) r: l: l& n) } Z AIR TRAFFIC [ICAO]- All aircraft in flight or* F' N6 M/ N+ X; R. b7 L6 l" J operating on the maneuvering area of an aerodrome.4 ~) W/ b/ G6 J% j, j; d* F AIR TRAFFIC CLEARANCE- An authorization by" G/ w5 j/ U- O1 i* V3 k5 B" h air traffic control for the purpose of preventing- X2 D7 e# W2 Z. V, \5 f& ] collision between known aircraft, for an aircraft to , {- A' f( _; Rproceed under specified traffic conditions within1 r" l+ D3 |9 n ?2 q0 L' w/ ~ controlled airspace. The pilot‐in‐command of an; T0 {$ |2 p) P9 ]& Y" J aircraft may not deviate from the provisions of a0 ~9 X( ?/ a3 ~ visual flight rules (VFR) or instrument flight rules 2 O5 y. ]+ z" ~: w(IFR) air traffic clearance except in an emergency or * K9 {. r0 v, b3 _% @# @unless an amended clearance has been obtained.0 F3 x4 ^3 ]% q* ?" o: f Additionally, the pilot may request a different4 ^9 d0 L3 K/ } clearance from that which has been issued by air : }4 t, u* c; k9 V( U5 _traffic control (ATC) if information available to the( e4 k+ Z9 Z6 t* r pilot makes another course of action more practicable# D9 S4 u9 }% G or if aircraft equipment limitations or company 4 _- d; m* l2 x; {3 q0 H0 {* Cprocedures forbid compliance with the clearance * T8 Y# v* V3 c9 Q& ~# Nissued. Pilots may also request clarification or 1 M/ w) k8 V* B& c, [; z% pamendment, as appropriate, any time a clearance is - a8 w7 N& m/ ?not fully understood, or considered unacceptable ) m6 _- o9 S) Vbecause of safety of flight. Controllers should, in & Q i/ P1 q* |$ D6 b4 X% Z6 Ysuch instances and to the extent of operational& c' Q |! o5 I5 F4 {1 M9 E4 `2 L3 z: A practicality and safety, honor the pilot's request. , [$ X' s6 R! y& i; n14 CFR Part 91.3(a) states: “The pilot in command+ {5 D* V$ S1 O+ i of an aircraft is directly responsible for, and is the % O8 f3 e" m0 ofinal authority as to, the operation of that aircraft.”, z: C2 ^, ?$ z% ^ THE PILOT IS RESPONSIBLE TO REQUEST AN * J2 I: t+ ` V3 }AMENDED CLEARANCE if ATC issues a: D8 d$ \$ B) S clearance that would cause a pilot to deviate from a, {& i7 G2 { F, A rule or regulation, or in the pilot's opinion, would # Q) E% Y: b$ _8 C) ]place the aircraft in jeopardy.$ [: ?; i7 }8 W* Q6 p (See ATC INSTRUCTIONS.): }7 d: [/ q& L (See ICAO term AIR TRAFFIC CONTROL : J0 U( l% ~3 f- `CLEARANCE.) 5 ^6 w' r$ x, d# `; e2 j% yAIR TRAFFIC CONTROL- A service operated by 4 S' b, y+ e) @+ }appropriate authority to promote the safe, orderly and ' f4 @/ i+ O5 K) j% K: [expeditious flow of air traffic. ) A; r; i Z# i5 K) r8 O" J(See ICAO term AIR TRAFFIC CONTROL4 _" j) v) z: X" I# n. c SERVICE.). ?8 z: e+ L/ a) e) _! I AIR TRAFFIC CONTROL CLEARANCE [ICAO]- L: N3 W, ~# Y+ I( cAuthorization for an aircraft to proceed under `1 S2 S0 q5 l4 ^conditions specified by an air traffic control unit. 2 m% N9 ?/ Y( l$ c! f" cNote 1:For convenience, the term air traffic control : J9 Y. |0 }1 Z& }clearance is frequently abbreviated to clearance/ B$ t4 q! E$ e" \: n0 @ when used in appropriate contexts.) H5 J" v2 p4 q# o8 O& H( S Note 2:The abbreviated term clearance may be 2 N+ {; c) g2 U( T Pprefixed by the words taxi, takeoff, departure, en 0 s+ B! [9 ], V5 X: P) U+ }7 ^route, approach or landing to indicate the particular" {. }/ z" C O/ {! D% A8 ~# U portion of flight to which the air traffic control clear‐) @/ {- L* Z3 L, ~' s ance relates. N ^9 s9 d' B7 h6 ?) zAIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) 8 I* n1 o8 C3 B- ^6 \: H5 \AIR TRAFFIC CONTROL SERVICE [ICAO]- A5 Z4 W# b! y% Q, z4 ~ service provided for the purpose of: 9 G8 X& |" ]4 K9 @* ?, G8 Sa. reventing collisions: . Q8 B7 V! R9 H6 S1. Between aircraft; and. a+ ]2 ^% l/ O 2. On the maneuvering area between aircraft ( _4 c a3 Y7 j. ?* |3 i" Hand obstructions. ; N5 H/ }% R+ n2 A( s! ? r- wb. Expediting and maintaining an orderly flow of3 ?* f) b! S7 `- P+ ? air traffic.7 R P5 k: q4 j6 u1 I" w AIR TRAFFIC CONTROL SPECIALIST- A person4 n( t5 k. [2 K/ u% x3 G& R# z& i authorized to provide air traffic control service." P5 k/ e4 T# i0 u( J$ `8 `$ ] (See AIR TRAFFIC CONTROL.)+ B; _2 V/ E5 g" O% s9 v' y+ j (See FLIGHT SERVICE STATION.) ' x" B7 ~$ ?# M. ~3 k(See ICAO term CONTROLLER.), B/ d) e) O% q3 h- d AIR TRAFFIC CONTROL SYSTEM COMMAND & `" S9 Y5 b! s: W! ^6 H3 ZCENTER (ATCSCC) - An Air Traffic Tactical- I1 t" A* K0 p- [/ F Operations facility responsible for monitoring and 0 \4 X( F3 T2 N7 k2 E. z3 Jmanaging the flow of air traffic throughout the NAS, , o0 v- g1 L8 ]( `/ Bproducing a safe, orderly, and expeditious flow of 2 u3 m& P( M$ m3 ?' Btraffic while minimizing delays. The following 6 }( G/ [' R6 D/ dfunctions are located at the ATCSCC: 4 ]+ T4 Z( |; L9 ^) ]7 {( e( _; y* u( ha. Central Altitude Reservation Function9 y6 D$ {9 Q3 } (CARF). Responsible for coordinating, planning, 8 F7 U3 @5 l7 I yand approving special user requirements under the5 v2 @2 G3 p( t* ` Altitude Reservation (ALTRV) concept. - J" t3 ~6 f/ z/ y(See ALTITUDE RESERVATION.) 8 x- w7 `$ A1 s1 t8 Lb. Airport Reservation Office (ARO).+ d; B4 W7 c0 Q Responsible for approving IFR flights at designated2 _9 @! V. A: K) ^) k. S: a high density traffic airports (John F. Kennedy, # t' X$ @1 w' ~) x9 @3 QLaGuardia, and Ronald Reagan Washington- o7 }3 q5 u. {, B National) during specified hours. / @: G0 c7 x7 F/ `(Refer to 14 CFR Part 93.) . w" X0 e( a- g: D) H. B. r(Refer to AIRPORT/FACILITY DIRECTORY.), C& \0 [' t7 j( m# t% _ 7/31/08 Pilot/Controller Glossary$ `1 ^/ g* G# d( y3 f 2/14/08, P8 k; m+ ^6 ~( H i" I4 b2 | PCG A-6 1 H; r& o: m2 w( tc. U.S. Notice to Airmen (NOTAM) Office. " O. z" x' v% @% _ v! t; X9 RResponsible for collecting, maintaining, and distrib‐ H! Q! L J8 l4 p8 Vuting NOTAMs for the U.S. civilian and military, as ) Z$ V- R* ^7 j2 O) k) h7 V# uwell as international aviation communities. * g O5 ?: l1 A; G7 |$ j3 W(See NOTICE TO AIRMEN.): I) a5 b! o7 Z& ?. n+ x/ P D d. Weather Unit. Monitor all aspects of weather) X: ]. z( T2 q( Z for the U.S. that might affect aviation including cloud ! K* ] o3 ?3 K& g7 R9 C& Icover, visibility, winds, precipitation, thunderstorms, & V: Y) b! G) K3 t' |( y$ D- `5 Uicing, turbulence, and more. Provide forecasts based 1 a& {0 s6 q4 d& v {: B$ D+ Bon observations and on discussions with meteorolo‐ y& X& Z T, J& }* C gists from various National Weather Service offices, 5 G, z6 S4 ~6 F$ n7 t, M5 u* UFAA facilities, airlines, and private weather services. 1 Q/ R- d ~0 ?4 u C: p1 U! hAIR TRAFFIC SERVICE- A generic term meaning:/ a# ]8 V; n- z/ M" l$ S a. Flight Information Service. . q: ]+ N7 o3 S6 X, C& }b. Alerting Service., Z7 f$ ^- Z% s" Z, }* g" O c. Air Traffic Advisory Service." ?" j& {* s- L5 D9 n d. Air Traffic Control Service:7 C2 W0 q: m! D 1. Area Control Service, C5 A0 |4 a: o1 d- ]" N$ j 2. Approach Control Service, or* P+ H/ X6 M ]: D+ z) R9 Y 3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The 6 D8 C7 Q: ]& hterm “ATS Route” is a generic term that includes 0 I5 J2 Q5 `8 L1 L* p- q“VOR Federal airways,” “colored Federal airways,”$ O: X" X; P3 d" O9 F) s “jet routes,” and “RNAV routes.” The term “ATS8 p$ ~6 t& O* y+ U! K+ k" w route” does not replace these more familiar route - W0 g; m4 } N( h+ L3 pnames, but serves only as an overall title when listing 0 g) I; t! ]- r6 c; C, lthe types of routes that comprise the United States/ o& A. t+ w9 x% D) J& ~ route structure. 9 K. o6 V5 s* P4 `/ T2 r8 g* I+ @ b! _AIRBORNE DELAY- Amount of delay to be* C$ m1 O5 B' J$ a& _ encountered in airborne holding. 9 l% V# \5 h. H$ d, A1 iAIRCRAFT- Device(s) that are used or intended to 0 `0 t w. D6 Cbe used for flight in the air, and when used in air traffic E" a3 B5 \+ [8 i* L; W control terminology, may include the flight crew.& o4 F2 h/ k. r; L (See ICAO term AIRCRAFT.) ( D" ?; F# o8 K* d6 Q7 a' _1 hAIRCRAFT [ICAO]- Any machine that can derive+ V7 Z- t- I8 _% s8 c' f7 W support in the atmosphere from the reactions of the air - V& X2 ^) s+ Pother than the reactions of the air against the earth's: K7 D5 U7 [# M; ^ {; C surface.* ]6 K$ L& U: K$ H' J! {8 z AIRCRAFT APPROACH CATEGORY- A% B6 w Y$ H0 p) b& Z- m6 O grouping of aircraft based on a speed of 1.3 times the0 h/ J* i# N: c8 ?7 D" _ stall speed in the landing configuration at maximum $ h0 I8 G+ J1 ~: j. q1 xgross landing weight. An aircraft must fit in only one 9 P! Q! z" a/ Icategory. If it is necessary to maneuver at speeds in ! k" b, G" ~% Q' t5 kexcess of the upper limit of a speed range for a ; q, U# f% ^/ J R p& z% Pcategory, the minimums for the category for that 9 @9 C& f. c0 yspeed must be used. For example, an aircraft which% }8 I/ k) @; F& f6 ]) L falls in Category A, but is circling to land at a speed ' O9 I1 y0 `; h* M v4 D( \5 Nin excess of 91 knots, must use the approach " K- G% d: y& w! TCategoryB minimums when circling to land. The2 v/ }' B' F' H categories are as follows:3 d5 i# U0 ^( Z, t# z8 p a. Category A- Speed less than 91 knots./ J, P8 ?; [6 i+ T$ b' J% j b. Category B- Speed 91 knots or more but less6 U/ Q2 _: ~2 E! P9 e2 i6 d( w than 121 knots. ! R* L9 D: }" n+ y" m# Jc. Category C- Speed 121 knots or more but less# K! ?1 r( J1 D: H( P7 n than 141 knots.& f9 N6 A( P4 s5 c+ s d. Category D- Speed 141 knots or more but less6 x4 q7 U7 Z9 [3 @5 z9 l& ~+ L( K than 166 knots.) B% W$ s; n# M' w e. Category E- Speed 166 knots or more.6 N s$ v E+ Z6 d& N2 x (Refer to 14 CFR Part 97.)* ?, J; X0 F& k AIRCRAFT CLASSES- For the purposes of Wake 9 A' ^% k E# ]8 fTurbulence Separation Minima, ATC classifies5 C6 I3 y; h' m& j6 y aircraft as Heavy, Large, and Small as follows: 2 b/ R' p& f3 O% la. Heavy- Aircraft capable of takeoff weights of/ S3 d/ P* E- \; ~0 s more than 255,000 pounds whether or not they are. k* Q) {+ r# n% X" V. c operating at this weight during a particular phase of ' [7 {* r4 c" Q( cflight.* C' d" f/ D9 q; q d! A ? b. Large- Aircraft of more than 41,000 pounds, . E H: F2 j) Imaximum certificated takeoff weight, up to 255,000' A$ L* A3 F r/ }1 R1 ] pounds. 5 x6 f8 n) m; `4 E, F7 Ac. Small- Aircraft of 41,000 pounds or less2 w0 ~% c" b& i$ k maximum certificated takeoff weight.+ Q6 g+ r; o8 |( W (Refer to AIM.)7 I% S' y, \4 V' A; F AIRCRAFT CONFLICT- Predicted conflict, within + _: g( K/ c* |& F% g1 {$ wURET, of two aircraft, or between aircraft and ' w/ j+ @* _6 P, A6 [( Oairspace. A Red alert is used for conflicts when the ! C, {( a3 R* _. j# Z3 } ?predicted minimum separation is 5 nautical miles or ! A8 L7 I$ P. M5 W9 Z, Aless. A Yellow alert is used when the predicted 4 Q, Z3 n1 [) o- F1 Cminimum separation is between 5 and approximately # w/ j8 e" K* v% N% m12 nautical miles. A Blue alert is used for conflicts% P! u3 @' R8 d, C! U) S between an aircraft and predefined airspace. 9 b+ K+ N( R+ e3 Z+ S n. g; q(See USER REQUEST EVALUATION TOOL.) $ `8 N- b4 `- w7 I& Q/ _2 |AIRCRAFT LIST (ACL)- A view available with7 N% \) A# I$ }' b4 o4 A URET that lists aircraft currently in or predicted to be 4 e4 ^% L: x+ `- Qin a particular sector's airspace. The view contains ( P' d) R& r1 U9 Z* K6 Ztextual flight data information in line format and may 3 B- {, D1 a5 obe sorted into various orders based on the specific ; s4 u& B4 o" U* Uneeds of the sector team. - @0 G4 m9 }: x" @* f% |(See USER REQUEST EVALUATION TOOL.) ( q& l6 ^* ^# o1 f1 ]( @AIRCRAFT SURGE LAUNCH AND2 f$ s& ?' c8 J: X: W7 Z+ p# v RECOVERY- Procedures used at USAF bases to 8 N& {+ W9 ]* g: [# s/ V; Sprovide increased launch and recovery rates in) b8 z8 h; x* r8 \$ R- k instrument flight rules conditions. ASLAR is based 6 S0 \6 T- [9 c# Qon:. E2 p; q, j. j. n, i. O+ e Pilot/Controller Glossary 7/31/08 ; d. W9 ~) g9 X c: m/ ?* LPilot/Controller Glossary 2/14/08 , r/ K) W4 r P" g4 hPCG A-7 8 w6 I+ ?% @5 v$ L, L7 _% N5 Na. Reduced separation between aircraft which is $ U/ z6 H4 _3 H7 k' G; P- hbased on time or distance. Standard arrival separation 7 [% f9 R8 V# e9 dapplies between participants including multiple $ U+ R, F: ~, O5 o+ Oflights until the DRAG point. The DRAG point is a, x9 |5 P" Z- f- W( ] published location on an ASLAR approach where ( r4 K) g9 ]; ?8 ]" gaircraft landing second in a formation slows to a . d/ G) m% Q1 J3 P; [$ _ xpredetermined airspeed. The DRAG point is the ' M1 L) V; u& W- Yreference point at which MARSA applies as % ]. J. L' f+ w: H+ Y6 E( Iexpanding elements effect separation within a flight E8 D9 i: |" w6 }. P or between subsequent participating flights. & W ?: p" l# i' G! }! \- Q! gb. ASLAR procedures shall be covered in a Letter + u$ f: _( a0 q g' Rof Agreement between the responsible USAF3 z$ x* B0 \5 O7 n) W2 M1 Q military ATC facility and the concerned Federal4 d8 M4 }5 [1 b Aviation Administration facility. Initial Approach 2 u) X. J" a- Q; GFix spacing requirements are normally addressed as+ _- R W: B7 z2 L8 L: d! i8 q a minimum. z5 B4 c7 j- M) ZAIRMEN'S METEOROLOGICAL S; s8 G8 z, v INFORMATION(See AIRMET.) 2 u* N& u2 U3 V2 i' F6 PAIRMET- In‐flight weather advisories issued only( B) H( f" l; L9 H8 W9 j2 C, f to amend the area forecast concerning weather! B1 [. h. s6 a) l( o/ D phenomena which are of operational interest to all/ P& K: e7 @! y6 P; f4 {9 j( M aircraft and potentially hazardous to aircraft having ; V( d+ F. g7 T5 @% d' [; G% o7 Z8 |limited capability because of lack of equipment, $ | B3 z& V: L! ?6 tinstrumentation, or pilot qualifications. AIRMETs 1 s8 y# h; x, {8 bconcern weather of less severity than that covered by: V% N7 V$ _2 h6 x SIGMETs or Convective SIGMETs. AIRMETs: p, M9 ?, @1 D; {! Q cover moderate icing, moderate turbulence, sustained . ?3 R' I. F9 Q; K7 ~7 y( `winds of 30 knots or more at the surface, widespread ( g) y9 t# G' x- ^; R/ Yareas of ceilings less than 1,000 feet and/or visibility, ?7 r# d! R3 g1 n3 y: A less than 3 miles, and extensive mountain( M7 a( n. m9 J1 q. Z obscurement.9 P Z% D G G$ w (See AWW.) ) |; u- F+ x& u: ]8 u# Z4 K2 c* U% u(See CONVECTIVE SIGMET.)8 G- x1 ?$ C2 S" ]$ x; e (See CWA.) 0 N# ]: K; t' Z* O' B(See SIGMET.) ! e8 t2 B1 v" v$ S8 l, `4 M(Refer to AIM.)% J& r( O; h2 W3 i- {+ o2 U AIRPORT- An area on land or water that is used or/ g4 j% r5 p( u j. H+ O intended to be used for the landing and takeoff of $ ^4 \; T& j5 e% r6 p, Paircraft and includes its buildings and facilities, if$ ]5 `7 R- F! w$ f: S) C) t any.3 i' s! x! K& k, h1 N' D AIRPORT ADVISORY AREA- The area within ten8 t. z1 O& F; t miles of an airport without a control tower or where* j! s" i! w& x, S5 ]5 G S, J+ O! E the tower is not in operation, and on which a Flight7 C( x: H( D. Q7 ~( {* N$ x' E Service Station is located. 3 Z9 m- c7 g* X7 f( v: E(See LOCAL AIRPORT ADVISORY.) 0 K- L2 ?7 D) f9 w, v( {* E(Refer to AIM.)- m! ~" Q }. y( ^ { AIRPORT ARRIVAL RATE (AAR)- A dynamic1 u) `+ h, c$ _: J J/ q input parameter specifying the number of arriving# n* {! q! o% N& [9 i2 } aircraft which an airport or airspace can accept from- }6 t# z" v: K* z; C8 R- z9 @ the ARTCC per hour. The AAR is used to calculate3 G7 j5 C8 P( ? z+ ^ the desired interval between successive arrival( L; V5 B0 ?8 m+ n aircraft.1 b% e* ~/ }- d3 y% X0 E AIRPORT DEPARTURE RATE (ADR)- A dynamic7 K# b9 K$ \6 g parameter specifying the number of aircraft which% i/ r5 H A0 v can depart an airport and the airspace can accept per- u G9 c1 n& M hour.

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AIRPORT ELEVATION- The highest point of an # b$ _. K; k# r! H: Eairport's usable runways measured in feet from mean ' u v# E$ P: b: V& O0 _sea level.* X0 {) x9 ]; s# w (See TOUCHDOWN ZONE ELEVATION.)/ ]: r, Y2 B. G2 U/ N4 H% W- f (See ICAO term AERODROME ELEVATION.) # {3 |; v# F( ~3 ]* V7 vAIRPORT/FACILITY DIRECTORY- A publication + u# t8 i. t3 q& T7 ]/ P, Pdesigned primarily as a pilot's operational manual% z) R2 I$ `: v# {8 { containing all airports, seaplane bases, and heliports 6 M$ ^6 F) p- r1 bopen to the public including communications data,# y/ B3 b- b4 k, ` navigational facilities, and certain special notices and; {* k6 G2 T! e* k0 P2 Z procedures. This publication is issued in seven ) g3 K4 v8 Y9 b$ a2 Y* M8 Avolumes according to geographical area." w3 ?* E$ V; Y: O AIRPORT LIGHTING- Various lighting aids that 1 k- l8 E# G; Z+ [( G# X9 {! U! ?may be installed on an airport. Types of airport - N' z0 v0 ?8 K Llighting include:3 T6 r" Q- ^% V6 j a. Approach Light System (ALS)- An airport5 q n1 m/ }& H7 z$ P9 G. X8 w" p lighting facility which provides visual guidance to $ E7 ?2 z# b* w* |% P5 X5 x5 Ylanding aircraft by radiating light beam s in a; b$ e5 r! O( U$ W( {: g directional pattern by which the pilot aligns the8 o$ n* x) g m# q: ]4 j# s! h aircraft with the extended centerline of the runway on 7 Z$ p' n4 B3 \# F5 L3 x/ vhis/her final approach for landing. Condenser‐ $ H+ ~4 _! O9 e; PDischarge Sequential Flashing Lights/Sequenced, B" D6 p3 _: h c! D6 z' ~/ x Flashing Lights may be installed in conjunction with $ e5 d3 {: b2 X1 gthe ALS at some airports. Types of Approach Light ! f6 a0 r4 ~- SSystems are: 8 r' J, I, H4 z: g1. ALSF‐1- Approach Light System with% ~ J# _( X- {+ [ Sequenced Flashing Lights in ILS Cat‐I configura‐9 q) b5 m: K8 n1 W tion.( K* D$ q# _' r6 j8 t4 J( x2 r3 C& o$ B- b 2. ALSF‐2- Approach Light System with! U' U b: n! J' R7 g1 H; L Sequenced Flashing Lights in ILS Cat‐II configura‐" h* o/ i" ^! W2 X. X! C! y tion. The ALSF‐2 may operate as an SSALR when 5 v4 I! A2 m# Y; b4 ?; rweather conditions permit.% k) u1 N' @. r( N& Q" D/ q$ ^ 3. SSALF- Simplified Short Approach Light' C. g% V3 z; M* ?5 G System with Sequenced Flashing Lights.2 p8 ?1 b# O% ~ F9 } 4. SSALR- Simplified Short Approach Light& u5 n0 n C, S" t7 M9 J9 _9 Z System with Runway Alignment Indicator Lights.' f9 m0 d& z0 L6 L1 I9 A- D/ @ 5. MALSF- Medium Intensity Approach Light 3 ]$ D, x' G+ x1 q0 y8 Q: L8 d \System with Sequenced Flashing Lights. % x1 A j& k( ~8 O9 T7/31/08 Pilot/Controller Glossary 8 J; Q* Q9 b4 u% }9 S+ }* @! \3 R2/14/08 , {* t( Y" D4 t. O& iPCG A-8 : \: r0 q/ s- v4 e R$ ~$ A6. MALSR- Medium Intensity Approach Light# C( h. z7 S& A; a" A System with Runway Alignment Indicator Lights.. b* [: C+ V+ Y 7. LDIN- Lead‐in‐light system- Consists of/ h- N: X( n: L# d0 `: j one or more series of flashing lights installed at or % X/ {, \7 D' F1 W1 _0 G' f4 mnear ground level that provides positive visual4 U0 Z/ M4 t; c, T guidance along an approach path, either curving or4 L. |' l, m) q straight, where special problems exist with hazardous: k) j1 l% [. ]3 r" w terrain, obstructions, or noise abatement procedures." x% l$ f3 @) b; i 8. RAIL- Runway Alignment Indicator Lights- o) h, h' y1 YSequenced Flashing Lights which are installed only5 @6 i- D& V3 q; ]( i3 P in combination with other light systems./ R% Z! z$ A$ D7 s4 F' R" Z) w9 l 9. ODALS- Omnidirectional Approach Light‐ : P- r' C- M5 D1 a/ i5 s. c+ ying System consists of seven omnidirectional) D8 p$ \/ h, {+ Y+ _ flashing lights located in the approach area of a 2 \4 d3 K+ G" E$ i8 o* Enonprecision runway. Five lights are located on the ( l: C& t) K2 H" ~runway centerline extended with the first light3 r7 T% [* A" t2 Y* s located 300 feet from the threshold and extending at5 s# O* v5 F' w5 M( \1 c: X% c equal intervals up to 1,500 feet from the threshold.) Y) j" w5 m3 Q% u The other two lights are located, one on each side of . l2 P+ O7 x S; k4 Sthe runway threshold, at a lateral distance of 40 feet 4 X8 T/ v/ {- J) f7 Sfrom the runway edge, or 75 feet from the runway ; K9 d( m& i1 X0 {9 |+ sedge when installed on a runway equipped with a# R* T& a) _! I" l% I# ?2 J VASI.. O1 O6 e+ v4 U* @, ]' I (Refer to FAAO JO 6850.2, VISUAL GUIDANCE 2 s0 g# m6 a4 v2 ?LIGHTING SYSTEMS.) ; `7 N- F) ?$ M$ l3 b0 h) eb. Runway Lights/Runway Edge Lights- Lights u7 \- l, L. Q$ U) mhaving a prescribed angle of emission used to define }; Z9 L9 R0 U* n# Y+ ] the lateral limits of a runway. Runway lights are - {& ]1 x0 U: {uniformly spaced at intervals of approximately 200 M" w6 r6 C7 m K8 {+ ]+ B% @ feet, and the intensity may be controlled or preset. 7 h: n5 V8 N% Y; e( r, s# mc. Touchdown Zone Lighting- Two rows of ; \9 h, o+ `& b2 f" atransverse light bars located symmetrically about the 6 }4 @% Q7 g) e& W. Krunway centerline normally at 100 foot intervals. The j! Y% c: M. V3 k7 J% b+ X basic system extends 3,000 feet along the runway.* X/ J$ q1 u$ L/ y6 A; Z. B d. Runway Centerline Lighting- Flush centerline 3 n$ s# S# _9 C- R* [lights spaced at 50‐foot intervals beginning 75 feet ) n/ z- B0 ?- _( j4 {5 m$ I" T: G) rfrom the landing threshold and extending to within 75 6 A2 B* P, k4 e3 qfeet of the opposite end of the runway. - X) ?$ P: _: G1 C% se. Threshold Lights- Fixed green lights arranged 9 V2 Y* q. O5 D Tsymmetrically left and right of the runway centerline,$ f0 s" v, ]: e: d$ [ identifying the runway threshold. # ]; m# D" G+ D" K) a0 c1 Xf. Runway End Identifier Lights (REIL)- Two - b Q) i; d8 S) _8 E* @ F( ysynchronized flashing lights, one on each side of the' i) P2 w' c7 t8 W) g runway threshold, which provide rapid and positive5 \: ?9 e1 o. _# a' Z6 { identification of the approach end of a particular 7 S- ^: z$ L5 I2 a. Q, j/ grunway. . F$ b5 @- S I y6 p. E; Ag. Visual Approach Slope Indicator (VASI)- An 4 {8 d) m b& d- J w" C9 I8 [8 Xairport lighting facility providing vertical visual5 f2 W1 n" s5 Y: [ approach slope guidance to aircraft during approach; F9 ^7 E( y$ k1 j to landing by radiating a directional pattern of high# p( O' Y( _& A& c, k7 A intensity red and white focused light beams which' k P# E7 M, {) I indicate to the pilot that he/she is “on path” if he/she ! i' Z6 D+ s$ x' D% Lsees red/white, “above path” if white/white, and6 Q5 r7 i) P/ ~% y* y8 m “below path” if red/red. Some airports serving large % [: k& B. O5 ~aircraft have three‐bar VASIs which provide two 7 \. y3 P( Y6 [" q8 D: x7 _visual glide paths to the same runway. & ~$ g( k" O5 ~9 Jh. recision Approach Path Indicator (PAPI)- An 5 C* p* H* ?/ _* U: G: u& S/ Rairport lighting facility, similar to VASI, providing . K- M. k1 M2 ^( m3 A8 K( l+ U0 ] @vertical approach slope guidance to aircraft during S/ C' n* g) ]" Z# `approach to landing. PAPIs consist of a single row of & s7 f: |5 W) [either two or four lights, normally installed on the left5 \- ^7 C$ v' s3 z side of the runway, and have an effective visual range% u; M# m0 z) C4 W" { of about 5 miles during the day and up to 20 miles at# z9 ~) E6 @( ~' ?6 S* U2 v night. PAPIs radiate a directional pattern of high {0 J& K* r+ g( h, `intensity red and white focused light beams which 3 c$ }; v" B/ s3 [/ lindicate that the pilot is “on path” if the pilot sees an , x+ z, x- H0 K& V8 r5 pequal number of white lights and red lights, with & a( E5 F9 L+ R$ j& c$ G2 Bwhite to the left of the red; “above path” if the pilot - z7 L8 ~# o% i9 R! ?sees more white than red lights; and “below path” if! j8 C5 e, p: Z the pilot sees more red than white lights. # o& a! F( [( W* [i. Boundary Lights- Lights defining the perimeter # Z2 z a/ G1 \- j. y. b% T$ L( @of an airport or landing area.& g, { m Z' y! Z (Refer to AIM.) 7 I. S9 H& y& D5 eAIRPORT MARKING AIDS- Markings used on & N* m0 n, ~ i' mrunway and taxiway surfaces to identify a specific9 U' F/ |, s X/ w0 O runway, a runway threshold, a centerline, a hold line, H; R6 x1 Q6 ]8 J0 e, Fetc. A runway should be marked in accordance with & }3 t/ Z9 i9 q4 B8 ]& a+ Mits present usage such as:% m7 j0 r' k1 M' S a. Visual.2 ~3 o, ^1 S' N+ e b. Nonprecision instrument.; c1 q$ `! S& Y7 o& A$ S; y c. recision instrument.$ o" K# Q$ v) @; k5 Y (Refer to AIM.) 4 ]6 E; k- t" V3 l7 ~9 cAIR PORT REFERENCE POINT (ARP)- The0 c0 J' L+ _5 b: j/ b approximate geometric center of all usable runway ) [/ }) U0 J9 o5 z+ \) Osurfaces. ' i" o4 N1 X4 ]7 o# O9 gAIRPORT RESERVATION OFFICE- Office re‐8 X# D# [- m5 w3 C( F# M. f sponsible for monitoring the operation of the high - T; k( R1 ~3 K6 Z- C2 `density rule. Receives and processes requests for3 t* [( [1 t9 Q( ?/ d7 \% U' M1 z IFR-operations at high density traffic airports. , L2 f0 }) { UAIRPORT ROTATING BEACON- A visual # ^2 p) _6 x% a' H1 nNAVAID operated at many airports. At civil airports, - ~2 l, }4 `5 w9 @! p: Galternating white and green flashes indicate the - E$ ~9 ^; p% c. X |location of the airport. At military airports, the6 Q% g0 ^, ]: m9 b. a' k0 b beacons flash alternately white and green, but are 6 m" }' ?8 x$ y' J. C( n% c: cPilot/Controller Glossary 7/31/088 T: _2 ~' v, y9 _ U/ b. E Pilot/Controller Glossary 2/14/086 U3 k- E5 b4 e6 A PCG A-9! N0 Z1 V5 j7 g- ~9 z/ r differentiated from civil beacons by dualpeaked (two* s; K _( q3 w8 W quick) white flashes between the green flashes.5 g% h9 j- ?9 t& ?* o/ d! ?& b7 v" v (See INSTRUMENT FLIGHT RULES.): T; C/ f d( @! p; L7 a (See SPECIAL VFR OPERATIONS.)' p n- Y. a& l# Y& m( G- x" ] (See ICAO term AERODROME BEACON.)' S/ |; b: ?2 d4 X (Refer to AIM.) & M# v% H- i& A! P/ qAIRPORT STREAM FILTER (ASF)- An on/off6 C8 I5 ?0 g2 i ]8 I8 ] filter that allows the conflict notification function to / J- w# t+ H; tbe inhibited for arrival streams into single or multiple! D; H/ g8 @: v* U7 p0 C: l airports to prevent nuisance alerts.% b9 q, M2 d7 g AIRPORT SURFACE DETECTION EQUIPMENT . r1 p# |! u" \! A) Q7 w(ASDE)- Surveillance equipment specifically de‐ 9 O- u7 r* n2 w/ l7 e2 K; `signed to detect aircraft, vehicular traffic, and other 5 S; r) i: n$ I: F& p! B5 bobjects, on the surface of an airport, and to present the 1 a4 ?0 _/ F: |! y" \image on a tower display. Used to augment visual : n6 j% \. a& sobservation by tower personnel of aircraft and/or7 M6 l+ p0 _" w5 z( c8 _, G5 {9 P5 w vehicular movements on runways and taxiways. 3 _' _ v( t6 w, F$ bThere are three ASDE systems deployed in the NAS:9 ^5 s- ?1 p4 I# b: B% U% f a. ASDE-3- a Surface Movement Radar. 9 x* ^$ D* H, {( j- k& r) G. E# j* wb. ASDE-X- a system that uses a X-band Surface 4 ^. N7 g1 B, ^/ }Movement Radar and multilateration. Data from " W+ Q# d4 k3 A' _these two sources are fused and presented on a digital) G9 w6 Q& L: |5 F display. 1 q) |- n" d9 h4 W; R: H: ?9 rc. ASDE-3X- an ASDE-X system that uses the" d- c8 D$ `; S J ASDE-3 Surface Movement Radar., j6 |: }1 y$ G% u AIRPORT SURVEILLANCE RADAR- Approach3 R- P) H) c/ | control radar used to detect and display an aircraft's# a( l1 G8 A; h* k2 s- p position in the terminal area. ASR provides range and 6 D+ @: Z* f3 o2 ~5 p: Z9 d- K+ iazimuth information but does not provide elevation 9 g4 p# R. _8 J! u1 H& T+ B$ ldata. Coverage of the ASR can extend up to 60 miles.8 ^: n( q! X) d% c: X" `9 a) q AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.)! a* |# E, B- e5 F! T AIRPORT TRAFFIC CONTROL SERVICE- A9 m+ b6 b& k3 d8 g' |, n service provided by a control tower for aircraft( k! s% c" V5 l- V% w8 b8 d operating on the movement area and in the vicinity of$ v, V1 O, ?0 l9 q# m an airport.% m1 |. Z. \& ~" c3 Y (See MOVEMENT AREA.)9 {$ J' l* i0 ~ (See TOWER.) : Y, G8 M9 A `3 \1 V7 f8 O- X(See ICAO term AERODROME CONTROL3 D3 {/ j& ^* F. Y, @ SERVICE.) / l5 K' t5 \: EAIRPORT TRAFFIC CONTROL TOWER(See TOWER.) 9 ]) F( w2 j$ E& s" h3 [AIRSPACE CONFLICT- Predicted conflict of an 6 F( ~% D. ^2 N' f, i4 \# Z6 T7 Gaircraft and active Special Activity Airspace (SAA). ) H9 H i9 B- y: y H3 v+ [AIRSPACE FLOW PROGRAM (AFP)- AFP is a 9 O6 Q1 k7 C. T5 s; t. qTraffic Management (TM) process administered by8 N% ?6 H! I! T9 P# J0 E1 N the Air Traffic Control System Command Center * s4 a1 L& M5 E" y+ Z% y(ATCSCC) where aircraft are assigned an Expect# E0 x# w- l4 I* I, G3 B Departure Clearance Time (EDCT) in order to8 Y& l: ?2 l! `5 D* i manage capacity and demand for a specific area of the 5 [, U- g1 G4 ]. ]National Airspace System (NAS). The purpose of the7 X" u7 [9 Y7 B. u1 @! M program is to mitigate the effects of en route f9 {: H8 C4 `* \constraints. It is a flexible program and may be j5 F, P" c! j3 `1 Oimplemented in various forms depending upon the% J* _- K8 Y; k3 W needs of the air traffic system. % Y. q" F9 k% t* b. Q+ G9 mAIRSPACE HIERARCHY- Within the airspace ! `+ @: W a5 K: b2 t0 s6 Jclasses, there is a hierarchy and, in the event of an $ ^" n2 e; }3 h4 T( J" ]3 c" ]overlap of airspace: Class A preempts Class B, Class" v: w2 ~8 b" i! d! S# E- u' { ~2 f B preempts Class C, Class C preempts Class D, Class $ p* X3 U" i* v/ p) M B- f# \D preempts Class E, and Class E preempts Class G. , n4 J2 a6 r) VAIRSPEED- The speed of an aircraft relative to its ) U! A, b7 w) i7 P7 |7 K8 Psurrounding air mass. The unqualified term : \7 [ `1 T5 \“airspeed” means one of the following: & E) \' Y- u( Oa. Indicated Airspeed- The speed shown on the 7 `+ [* i- T, Qaircraft airspeed indicator. This is the speed used in / y0 A! I6 U( S, R5 S% R5 }pilot/controller communications under the general 4 m8 Y' U& l9 ^5 h- Y( \term “airspeed.”2 G8 z, G$ X/ j4 A* t1 @ (Refer to 14 CFR Part 1.) ) [$ | g2 U) y6 E5 B7 \b. True Airspeed- The airspeed of an aircraft! B9 @' D. D! k" Y; G6 _ relative to undisturbed air. Used primarily in flight$ d/ [2 g Y# S planning and en route portion of flight. When used in$ [ O4 Q U2 G; f) H, h1 E0 L; g pilot/controller communications, it is referred to as. f2 M4 t$ p, m" Q2 g1 C( K; v “true airspeed” and not shortened to “airspeed.” 0 W/ A0 {' B1 E# zAIRSTART- The starting of an aircraft engine while 8 |# o+ F( f ]. D: }the aircraft is airborne, preceded by engine shutdown . b- d$ j+ o0 P/ \during training flights or by actual engine failure. g" F( S, i/ l AIRWAY- A Class E airspace area established in the5 P7 M0 e. |+ _: w form of a corridor, the centerline of which is defined; f* }) P# ~8 |7 ^) F by radio navigational aids.( L& C9 L& m8 L( P+ V3 y+ z5 i) [9 | (See FEDERAL AIRWAYS.) 1 S) h a3 ^5 Q% @3 @# g% z(See ICAO term AIRWAY.) - X+ Y( \2 A. @ z8 I' z0 c(Refer to 14 CFR Part 71.) 8 g; A0 c r* f(Refer to AIM.) : \' L' e4 P# C' g0 y! mAIRWAY [ICAO]- A control area or portion thereof2 j- u2 M7 K( U% {0 {5 \! o j. u established in the form of corridor equipped with 5 g- f6 C" I4 Dradio navigational aids. 7 ?! f" O6 b" h6 VAIRWAY BEACON- Used to mark airway segments 8 t) O# l+ G& N: {in remote mountain areas. The light flashes Morse ) I! x. J% L" [. J" y) XCode to identify the beacon site.; e9 S; j. J6 q (Refer to AIM.) 5 F9 x( z6 V, CAIT(See AUTOMATED INFORMATION0 m$ q* h0 N9 x3 T' r TRANSFER.) 6 T4 @/ Y' Y/ n! J# ?# G7/31/08 Pilot/Controller Glossary) C, t$ h$ e9 A& A* V1 K: ] 2/14/08 8 q9 Y$ V3 L& B# \3 ]. L- z! {8 cPCG A-10 5 s$ N/ z$ m) K( @5 ?ALERFA (Alert Phase) [ICAO]- A situation wherein2 l9 b- U% H( } T$ W ] X apprehension exists as to the safety of an aircraft and3 R% @# K B; A8 F9 X its occupants. 0 A- [9 f! T Q: e1 ?% @# x! eALERT- A notification to a position that there3 T4 x( `$ _5 ?' } is an aircraft‐to‐aircraft or aircraft‐to‐airspace 3 o1 e2 I: R1 cconflict, as detected by Automated Problem * V& Q9 J: T! F* hDetection (APD). , \& X. V, x: i+ U1 K% w) |ALERT AREA(See SPECIAL USE AIRSPACE.)9 o% u R j. ^ ALERT NOTICE- A request originated by a flight. r2 N' K; N6 n6 s" F6 }5 i service station (FSS) or an air route traffic control . ^! L) e: D9 l" i' D! w% J \center (ARTCC) for an extensive communication & x+ A0 g3 M; }$ a# G: {search for overdue, unreported, or missing aircraft. 7 b. f/ |+ b4 A! a$ W, i* `( BALERTING SERVICE- A service provided to notify 2 j# z t1 L. H4 uappropriate organizations regarding aircraft in need! S* D* `8 g0 [3 H) s0 F4 z3 @5 s of search and rescue aid and assist such organizations 1 w( P& _: w; yas required. / U+ J6 y9 H% r. XALNOT(See ALERT NOTICE.) 1 b9 m$ Y# ]& h% x( D1 w: Y/ pALONG-TRACK DISTANCE (ATD)- The distance& [3 z$ q6 x4 P" z5 p. i' d6 e measured from a point‐in‐space by systems using5 a# H. N- S- J6 S* V area navigation reference capabilities that are not# N+ l6 g8 G' R4 E$ |$ H subject to slant range errors.* Y4 d- [) U9 T6 ~ _! T ALPHANUMERIC DISPLAY- Letters and numer‐ $ C7 ^8 ^! G) j6 c: Bals used to show identification, altitude, beacon code,1 Y) F" C" g: M- Y8 v and other information concerning a target on a radar 5 N+ _/ E- w3 i c/ r6 B V2 Gdisplay. , r' M/ e5 U; w(See AUTOMATED RADAR TERMINAL & G2 T0 t f8 k$ |SYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐# g! L1 ]! j1 G* E8 g0 f drome to which an aircraft may proceed when it: G' H; B3 T1 A! `. K1 [ becomes either impossible or inadvisable to proceed( m6 K8 F' g2 h6 E, u, O to or to land at the aerodrome of intended landing.) z& m2 T- m1 V8 g8 `2 }% {( q- M Note:The aerodrome from which a flight departs$ I* Y7 T; f/ c* P may also be an en‐route or a destination alternate, j' Q9 M: J! S5 A! L aerodrome for the flight.; [6 h% o; M* }1 A/ O1 G* X ALTERNATE AIRPORT- An airport at which an 5 N5 u9 G4 J) Z+ e# y% D! raircraft may land if a landing at the intended airport : k/ i/ o! \3 p# r) Wbecomes inadvisable. 5 O' v7 }9 Q7 }% p3 X) a(See ICAO term ALTERNATE AERODROME.)2 [4 v3 o& _ S b/ D& r( J ALTIMETER SETTING- The barometric pressure ! F/ C$ n( V3 Freading used to adjust a pressure altimeter for 0 h4 Y7 t1 O6 Y! {& Uvariations in existing atmospheric pressure or to the 1 o/ |! j; Z1 F8 h9 H4 cstandard altimeter setting (29.92).* H) c; G0 s. ~2 @8 |; U3 G0 ^ (Refer to 14 CFR Part 91.) ; ~" @+ Q* p% t9 Y; |(Refer to AIM.)1 i1 R9 G3 S$ U' x ALTITUDE- The height of a level, point, or object 1 @7 d/ p% G3 o* imeasured in feet Above Ground Level (AGL) or from F- j6 W; O0 M$ a7 o Mean Sea Level (MSL).2 i# c. @) W) O( W (See FLIGHT LEVEL.)6 s, l/ ~0 D+ V5 ? a. MSL Altitude- Altitude expressed in feet& B; Q! S5 S/ B0 Y% R- X measured from mean sea level. ! r6 W6 N# o' n7 \% ?* Gb. AGL Altitude- Altitude expressed in feet/ D5 }$ Z" F/ }7 z& M! Y/ r2 J0 x measured above ground level. ; M- K) n1 I7 s% d! m `( V) tc. Indicated Altitude- The altitude as shown by an! [1 i4 _/ [6 p4 {0 W7 x9 y altimeter. On a pressure or barometric altimeter it is 3 O3 N5 K& i4 F9 ?$ K& r3 caltitude as shown uncorrected for instrument error7 o7 i/ ^) ~6 Z5 ` and uncompensated for variation from standard ! ~* J1 }- o4 r! Katmospheric conditions. 6 d4 [8 u$ Z9 h/ G8 H; P3 C. m7 }(See ICAO term ALTITUDE.), A5 l0 u& y4 |, _; \6 g+ s ALTITUDE [ICAO]- The vertical distance of a level, / J3 s6 ~, `5 O5 k# Y; Xa point or an object considered as a point, measured 1 K' Z5 D0 m6 h4 s8 v- Efrom mean sea level (MSL). + f6 f+ H/ X0 J; c% Q& RALTITUDE READOUT- An aircraft's altitude, . [) h! ?, U- Vtransmitted via the Mode C transponder feature, that , t* Z9 R8 D2 v/ j, c7 c; p7 n, gis visually displayed in 100‐foot increments on a* [9 s/ O0 e8 X radar scope having readout capability.% s+ V) D$ Z. U" i (See ALPHANUMERIC DISPLAY.)# e9 s4 G0 |6 X _* X+ ` (See AUTOMATED RADAR TERMINAL 4 w( L- Y3 l# K" ?- k9 ~* d7 zSYSTEMS.)3 p" A z [6 W" L4 @ (Refer to AIM.)7 r3 n2 K! a& w0 g1 ? ALTITUDE RESERVATION- Airspace utilization : J6 x7 B# j% ]1 ^under prescribed conditions normally employed for ( f5 H- L: O7 f1 l G: `the mass movement of aircraft or other special user( J) W" p& _- a$ k. y requirem ents which cannot otherwise be3 W1 U# G! ?" V" W. l y1 _ accomplished. ALTRVs are approved by the 8 g- r h- e( R9 n' U2 tappropriate FAA facility.% o) X3 j5 _$ s9 E1 U* B8 X( \ (See AIR TRAFFIC CONTROL SYSTEM % u& s* P# C/ M- `4 uCOMMAND CENTER.)8 u2 A2 k, T* l' X' ^ ALTITUDE RESTRICTION- An altitude or alti‐/ P+ s: j. p- ^1 J6 C# b( ~& v tudes, stated in the order flown, which are to be% a# U3 R8 s. O( g, ^) F% u maintained until reaching a specific point or time. ; R( I, D1 H& X. s+ N4 ^4 _/ sAltitude restrictions may be issued by ATC due to " w; W& J$ W: H! z- itraffic, terrain, or other airspace considerations.2 k. q; C5 y4 f) |! f7 ? w ALTITUDE RESTRICTIONS ARE CANCELED- - ]* _5 m# e( t' m1 r) {' ]" tAdherence to previously imposed altitude restric‐/ Z4 N; R* m2 D" u! l tions is no longer required during a climb or descent.: T1 B6 ?+ \- C( G$ e ALTRV(See ALTITUDE RESERVATION.) % ^, E: h/ I( j1 ^8 h# E' e& cAMVER(See AUTOMATED MUTUAL‐ASSISTANCE 7 d6 g7 J! e$ w3 J% ^7 B, I3 MVESSEL RESCUE SYSTEM.) / h% h M6 u; F/ J* fAPB(See AUTOMATED PROBLEM DETECTION1 Q: X& R2 t" G0 F: F/ L2 N BOUNDARY.)" [9 [. C/ N4 @: X _3 d( D8 X6 a Pilot/Controller Glossary 7/31/08 ) m3 x- X5 c7 VPilot/Controller Glossary 2/14/08 5 a$ e) g4 `& l( xPCG A-116 R" D3 H- D* v4 ` APD(See AUTOMATED PROBLEM DETECTION.)( X6 v! C* O0 v, G8 I9 d& i APDIA(See AUTOMATED PROBLEM DETECTION 0 B, [2 x# F0 R& s# A) @& dINHIBITED AREA.) 8 k6 M; g9 n# ~+ S; |! x4 cAPPROACH CLEARANCE- Authorization by3 ]. m$ Z$ o+ ^$ {) e: F ATC for a pilot to conduct an instrument approach. ( b5 b* V1 G3 ~$ `& ~8 VThe type of instrument approach for which a6 f( M5 C: ]. e clearance and other pertinent information is provided 2 a7 b& l; _6 _, ]% ?! g1 @in the approach clearance when required. % E) [+ b- L0 @& Q2 `4 z+ m(See CLEARED APPROACH.) 3 {' j0 y5 G; U M2 _' K( T(See INSTRUMENT APPROACH ' A, m9 r4 ? Z$ r2 JPROCEDURE.) ( T( C* f: F1 T, l- e- U(Refer to AIM.), r$ I1 q9 p1 A$ b! a+ G7 k. E (Refer to 14 CFR Part 91.) 1 g2 I0 g1 {* C E# W) QAPPROACH CONTROL FACILITY- A terminal : @7 e. o2 U9 HATC facility that provides approach control service in) s0 |$ F. Q! v3 ~. W. r* F5 F! @" h; E a terminal area. # g* T; T9 }3 y' \$ \9 l/ V(See APPROACH CONTROL SERVICE.) ) i1 C8 i1 x ?. n/ Z(See RADAR APPROACH CONTROL , l3 u8 ]0 ~4 a+ M$ PFACILITY.)5 K9 } A$ h6 l" C0 I APPROACH CONTROL SERVICE- Air traffic3 j- u, Y l& d# w$ T7 j4 | control service provided by an approach control : {4 X- `& l8 H2 |; X Afacility for arriving and departing VFR/IFR aircraft $ s+ } k, F. O" m. Cand, on occasion, en route aircraft. At some airports & q$ G9 `7 o( p* h3 t6 x9 K7 f# b* [not served by an approach control facility, the* }# | I4 H- `$ x$ Z ARTCC provides limited approach control service.3 J5 [" I/ r! A. { (See ICAO term APPROACH CONTROL : a: H$ o- ?. L0 ?# j5 n: VSERVICE.) ; l8 F- J( G2 B$ L/ F3 J6 ^( `% E(Refer to AIM.). P! v: p) D& G+ R APPROACH CONTROL SERVICE [ICAO]- Air0 N0 ~( Y: ?% w9 x traffic control service for arriving or departing 2 y# y. X+ X7 N$ b8 m+ Zcontrolled flights. 2 r) D- S' [; D# u( `+ RAPPROACH GATE- An imaginary point used ( }& p( {8 P: C- V8 n3 cwithin ATC as a basis for vectoring aircraft to the; l) p; v+ p) U9 I final approach course. The gate will be established; Y0 G6 c6 l3 R9 F" R. A along the final approach course 1 mile from the final * F6 h+ x6 E! w: G6 R# I q5 Wapproach fix on the side away from the airport and x2 f# g' l% Z$ B. ]* F: q/ v3 Fwill be no closer than 5 miles from the landing 0 C5 `3 [9 R2 O8 Z3 t4 s4 {threshold. Q4 d. x9 a/ s; }APPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.) # E( i* t, [- `" A' }APPROACH SEQUENCE- The order in which # p/ z |3 Y4 g5 w6 Q* H5 Qaircraft are positioned while on approach or awaiting+ W( M' A" i6 U4 ]0 U; r4 V approach clearance.1 t" z! A+ P+ x% t (See LANDING SEQUENCE.)/ p2 f) \5 |1 V0 L' [& f4 a (See ICAO term APPROACH SEQUENCE.) / U7 T# o2 ]: g2 X2 g% f" a8 U7 u, k0 sAPPROACH SEQUENCE [ICAO]- The order in & V, n7 ^: X: K3 ?. {8 _which two or more aircraft are cleared to approach to 4 W1 m8 U! m7 h! u1 g9 Uland at the aerodrome.2 e G5 g, S9 B: K# I6 ` APPROACH SPEED- The recommended speed! ]4 I3 m% x+ ] contained in aircraft manuals used by pilots when 9 G( s* e8 u- H1 w0 S& b8 fmaking an approach to landing. This speed will vary' G3 p) }" e( m& ^( V) k for different segments of an approach as well as for ; p0 S$ x8 M. N# ], Vaircraft weight and configuration.2 W7 M; g/ t- D7 Q' `' \7 I9 n APPROPRIATE ATS AUTHORITY [ICAO]- The 1 D% E+ _1 e4 w* V9 E8 t* Brelevant authority designated by the State responsible7 a. H4 K, R ?" Y" q for providing air traffic services in the airspace 9 l A. Q, i" I. o9 ?* ?) ~0 b H8 {concerned. In the United States, the “appropriate ATS / f5 b- @* g+ H8 l, Sauthority” is the Program Director for Air Traffic ! ?% _- E& E( i1 CPlanning and Procedures, ATP‐1. & \& C& I0 X8 \+ @% hAPPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant9 x! ~- F0 w( v4 C9 W; W9 p authority is the State of Registry.- ? v% b9 H1 i' |( I) Y1 x4 y b. Regarding flight over other than the high seas:( `$ l- [; o* E* t$ y the relevant authority is the State having sovereignty2 m5 T+ L" p( e `' ^+ P$ r over the territory being overflown. ; q+ ~9 g1 F" I" i0 ZAPPROPRIATE OBSTACLE CLEARANCE 6 W2 ?; U+ E) F/ TMINIMUM ALTITUDE- Any of the following:* Q' t) ]& o6 W" B. @. J (See MINIMUM EN ROUTE IFR ALTITUDE.)6 ^. h; X h! ^0 Q6 t+ F# e6 G5 T (See MINIMUM IFR ALTITUDE.)# s. i! F8 o0 n' p" K: L (See MINIMUM OBSTRUCTION CLEARANCE ) f. ]8 t- b; O6 L$ f* VALTITUDE.)2 N' U6 P) f! O" @& Q4 m (See MINIMUM VECTORING ALTITUDE.) ' n+ r3 R! u! x* Q; t7 [7 f3 ZAPPROPRIATE TERRAIN CLEARANCE2 ]! I! @2 i/ z! s5 G; y) O( [ MINIMUM ALTITUDE- Any of the following: - F: f; L/ L6 ^2 _(See MINIMUM EN ROUTE IFR ALTITUDE.) . Q0 d D# R8 b/ ]/ D(See MINIMUM IFR ALTITUDE.)# Y: k# M( Y1 p2 G' S8 B/ R (See MINIMUM OBSTRUCTION CLEARANCE 5 c& V& A6 p# D0 X) ?% xALTITUDE.)6 l; V x1 o1 t, M+ P (See MINIMUM VECTORING ALTITUDE.) # a+ U9 h. F2 B; Y' Y% M) `APRON- A defined area on an airport or heliport . O- T# Q2 o' d8 f( `- `intended to accommodate aircraft for purposes of' e( C- w7 u& e! w loading or unloading passengers or cargo, refueling,0 a4 W2 H# _% n, ?3 D parking, or maintenance. With regard to seaplanes, a+ \- U) o' p J: J ramp is used for access to the apron from the water.- O. f9 k3 q6 f8 T1 S (See ICAO term APRON.) " Q- K8 L1 {) w Q2 I( W2 u5 nAPRON [IC AO]- A defined area, on a land ' T/ k6 C0 k8 n1 Q0 ?aerodrome, intended to accommodate aircraft for6 f" w& |& G8 z( ~. w. ]" U, c. k1 r/ W purposes of loading or unloading passengers, mail or6 P: c7 L! o8 B0 y$ i: b& m( @ cargo, refueling, parking or maintenance. + {% q" @- r: P. r2 R4 E& LARC- The track over the ground of an aircraft flying# K- m& \6 T! D1 M7 u! l at a constant distance from a navigational aid by 3 r1 e" o4 Q( ?3 Treference to distance measuring equipment (DME). ' |" ~6 |- T% q7/31/08 Pilot/Controller Glossary( z, N P: O, Q* g: D- U7 I- u 2/14/08 $ j+ E4 @* a- r! V& R: ?$ w! aPCG A-123 X1 W! e2 P9 w: w, p. T; P AREA CONTROL CENTER [ICAO]- An air traffic + H- t n/ l8 hcontrol facility primarily responsible for ATC) |9 q: o" t7 H# C2 x7 `3 { services being provided IFR aircraft during the en+ j3 k) w% m+ e7 p& L route phase of flight. The U.S. equivalent facility is6 }3 `" g) p' e0 w! z5 Y5 U, R an air route traffic control center (ARTCC). 7 R' K+ H7 V) s4 s" A9 |: `AREA NAVIGATION- Area Navigation (RNAV)! `. o2 m3 r; @! ^2 r* S$ u0 S provides enhanced navigational capability to the& ~7 m! b* G: m1 p p0 \- B pilot. RNAV equipment can compute the airplane 9 ^* a6 U, u9 Oposition, actual track and ground speed and then ! p8 W3 b( w8 E( cprovide meaningful information relative to a route of2 V7 b+ r4 ^( i/ x$ R flight selected by the pilot. Typical equipment will ; ?' I7 Y8 J9 S: |. [, aprovide the pilot with distance, time, bearing and; b* q' ?8 D) G/ X crosstrack error relative to the selected “TO” or , ~4 P1 D2 A( O. n5 b3 O“active” waypoint and the selected route. Several5 ^: }/ W" d' W9 m& j: g4 {! K* i distinctly different navigational systems with ) L( |2 _" {4 Q9 ddifferent navigational performance characteristics! _' h+ W% G( G are capable of providing area navigational functions. ! g, c# H; T/ H% S: N- u! qPresent day RNAV includes INS, LORAN, VOR/0 u1 V) a' o: T/ t9 O% x9 ?4 F: K DME, and GPS systems. Modern multi‐sensor$ S, ~/ S4 l6 u systems can integrate one or more of the above7 L; n, G2 g2 S systems to provide a more accurate and reliable9 B' S% d3 R! [+ C/ l4 `2 s navigational system. Due to the different levels of & ]& \% {1 n1 s# K( D4 ~performance, area navigational capabilities can0 m. ~- b- {# c; {1 L* P' D satisfy different levels of required navigational 4 V9 G5 K1 Q' y- Tperformance (RNP). The major types of equipment 2 T' Y1 t# g+ h1 \& i+ B( gare:! A$ [$ j6 l/ ^* @+ u+ U a. VORTAC referenced or Course Line Computer - M4 w$ A9 r: f, p& n+ i; B(CLC) systems, which account for the greatest - E$ t$ ~" s% C+ onumber of RNAV units in use. To function, the CLC) h7 A L8 e) c& S must be within the service range of a VORTAC. 6 E+ `5 {9 c1 `# i* p3 o& T- ?6 tb. OMEGA/VLF, although two separate systems,: U# v: i6 v% v& E- L can be considered as one operationally. A long‐range' B, g0 H/ r) z/ D. ^ navigation system based upon Very Low Frequency 5 T4 g" \, R( \9 f' H" ^) B+ a+ Rradio signals transmitted from a total of 17 stations6 y) F: S& ^+ |" C+ o' ^* o worldwide. k: w# k' L' b+ _) Qc. Inertial (INS) systems, which are totally# s& P: P1 W& X2 v3 X3 ]0 N" ?2 U self‐contained and require no information from! z# {& y- A' J$ a. |5 u external references. They provide aircraft position6 Z6 ?# o2 K- t9 E, |" ^9 B and navigation information in response to signals ; M H' I, A* z! W/ t( H+ H, H# rresulting from inertial effects on components within8 J" V) m- `. s5 ]1 o the system. O1 H. b: D8 y* g' Q F6 Id. MLS Area Navigation (MLS/RNAV), which + Z6 h" v* E9 K7 O0 K1 \ nprovides area navigation with reference to an MLS4 v+ t0 f& S% Z: u) @, L ground facility.& i/ r6 W$ @! `9 C2 t3 O e. LORAN‐C is a long‐range radio navigation . P4 w L, G6 P; _* e1 osystem that uses ground waves transmitted at low8 s& l% w9 y8 u$ X, e frequency to provide user position information at . F# m' A- Q7 \5 W# I" s7 mranges of up to 600 to 1,200 nautical miles at both en0 E' N( v" b0 b2 T route and approach altitudes. The usable signal $ s3 ~7 j% ?5 s5 icoverage areas are determined by the signal‐to‐noise2 J, N( M P2 D0 P% x! y ratio, the envelope‐to‐cycle difference, and the5 K. O0 ?* r6 R: i$ a1 R- w6 b4 ~ geometric relationship between the positions of the4 W8 M1 z) d9 ~ user and the transmitting stations.7 s5 C* f( @! f6 D f. GPS is a space‐base radio positioning,( i8 }% x. v) h- U navigation, and time‐transfer system. The system - e, R, ?: H: s7 e' [provides highly accurate position and velocity! B$ B9 ?% s# \1 y information, and precise time, on a continuous global ; a4 G. G0 m6 ^: u! F' }' Pbasis, to an unlimited number of properly equipped5 X6 s2 m! M ^; p4 G7 u3 x users. The system is unaffected by weather, and 5 t/ J! P% k Wprovides a worldwide common grid reference7 y2 o- F/ q4 r system.7 u0 G7 u1 X2 Q. T4 [/ j5 f6 m (See ICAO term AREA NAVIGATION.) 4 }8 U Z( h( m+ n: d5 ^0 O/ N6 GAREA NAVIGATION [IC AO]- A method of' ?& q" z7 F2 D+ s0 L& @ navigation which permits aircraft operation on any, J/ ^. I% v/ x3 L. R! _' p desired flight path within the coverage of station‐( d6 d2 q" F3 E0 h referenced navigation aids or within the limits of the + @) h% c$ ^5 X5 s4 E# h3 v* R# O+ ccapability of self‐contained aids, or a combination of $ K/ f- L1 M S/ a6 ?7 othese.8 d. v7 `' y5 c& ^- ?/ u AREA NAVIGATION (RNAV) APPROACH8 d' @. M* ~$ L3 B* F o CONFIGURATION: ) g! e$ o/ r. D. X, J' La. STANDARD T- An RNAV approach whose 4 ~/ f: ^5 F: C# E4 _) _9 `/ Adesign allows direct flight to any one of three initial ' U3 W# [' [1 ^' ^* ^approach fixes (IAF) and eliminates the need for6 p7 Y. {/ k' j& n6 m+ c procedure turns. The standard design is to align the 0 t! U/ f( C& t/ |3 n9 W9 {1 mprocedure on the extended centerline with the missed% Z: e6 b k5 N( M approach point (MAP) at the runway threshold, the 3 [, q2 @% s; I' {! ?; ?) v/ r9 Afinal approach fix (FAF), and the initial approach/ - I7 X7 M( F V: j" lintermediate fix (IAF/IF). The other two IAFs will be& k2 J/ ^# Y( S* J$ k* M! t( z" ~ established perpendicular to the IF.& y: }- E% ?+ I7 Q4 j* g U* O) L4 k4 y b. MODIFIED T- An RNAV approach design for$ r/ n6 ?5 @4 h) q single or multiple runways where terrain or5 _1 ^$ k$ \# T& u3 P* e) t operational constraints do not allow for the standard . C8 h3 b2 r1 F' g) z5 wT. The “T” may be modified by increasing or . b9 v- v2 r/ {. ^' {; Vdecreasing the angle from the corner IAF(s) to the IF 4 w, j6 @/ k3 S m# h* i6 U$ `or by eliminating one or both corner IAFs.$ G+ i6 e& s7 X/ B3 y; F c. STANDARD I- An RNAV approach design for6 o8 G% I% z5 L. T a single runway with both corner IAFs eliminated. 9 d9 H4 v0 e$ ?0 t1 ECourse reversal or radar vectoring may be required at 8 I$ O& C% `( b/ B& Nbusy terminals with multiple runways. & z6 \; M/ U! E, u6 i' S# o" Q- Fd. TERMINAL ARRIVAL AREA (TAA)- The/ y! F2 V h0 ` TAA is controlled airspace established in conjunction 5 S) a/ u) x6 d4 Y- w: Mwith the Standard or Modified T and I RNAV 3 X, ~' N h0 U+ V! Xapproach configurations. In the standard TAA, there- D$ ]: C4 @ q: N4 g are three areas: straight‐in, left base, and right base.) a, f% @( d4 S) c0 k4 L The arc boundaries of the three areas of the TAA are# o5 B6 _2 a: | published portions of the approach and allow aircraft 6 i3 k. t& w- z; Ito transition from the en route structure direct to the5 C9 M0 V3 X; \) F1 A nearest IAF. TAAs will also eliminate or reduce 0 ~* z; _8 w1 ~4 qPilot/Controller Glossary 7/31/08 5 I. i2 R* |, P/ B- `! ^Pilot/Controller Glossary 2/14/084 c) w. D: \) X& E" A PCG A-13$ t y7 U( [2 i* u# |8 p+ O: |( p feeder routes, departure extensions, and procedure 5 a" x$ ]/ O7 H. Z" L/ [; eturns or course reversal. % [+ T8 t$ G& q3 f1. STRAIGHT‐IN AREA- A 30NM arc3 ?6 V$ |* F3 P- C; M# { centered on the IF bounded by a straight line/ u; x. ~0 S% h5 ~) M# V extending through the IF perpendicular to the 5 z2 i) P2 y6 pintermediate course. , U- @- y8 T w @; i; s2. LEFT BASE AREA- A 30NM arc centered ! M- c. J% X* g) [# T2 uon the right corner IAF. The area shares a boundary 8 Q$ I1 ]0 i8 [2 p; ^1 T+ Twith the straight‐in area except that it extends out for& g B5 V) P% x/ m5 n! L9 |2 b1 O 30NM from the IAF and is bounded on the other side7 p. O8 B$ G( @3 f( h by a line extending from the IF through the FAF to the- w) w" Q+ e9 g! B arc. 9 E: Z& H8 ^' T4 j$ k3. RIGHT BASE AREA- A 30NM arc centered: X! |# V3 L% o& F3 N on the left corner IAF. The area shares a boundary) [2 c4 Y- A8 }: O6 a" \3 s* M with the straight‐in area except that it extends out for " H! V) w/ M7 W" s8 @30NM from the IAF and is bounded on the other side2 r. j9 H5 `( V5 `( S by a line extending from the IF through the FAF to the + K, W8 e/ w, W+ Q/ U6 ?arc.1 Y- y+ v" F- f' r! u4 C ARINC- An acronym for Aeronautical Radio, Inc., . H" M2 l: X6 P/ L/ J- E# Wa corporation largely owned by a group of airlines. 4 W) T3 E9 P4 iARINC is licensed by the FCC as an aeronautical5 v+ m" c$ H- c& d station and contracted by the FAA to provide 5 I7 F( k) l1 x tcommunications support for air traffic control and7 C8 J# o" X& T( a4 ?0 d meteorological services in portions of international, O$ [; v; l" y airspace.8 R! C0 L9 |: |9 f9 Z( v ARMY AVIATION FLIGHT INFORMATION% f+ X- ~0 Y. z* S# M2 L6 P! q BULLETIN- A bulletin that provides air operation9 T. s2 R, Y7 l) n6 t data covering Army, National Guard, and Army$ u1 k& ~0 T- ~+ s7 ?. U Reserve aviation activities. 8 b' B" |' h8 x1 u9 c& h" m8 M" Q8 xARO(See AIRPORT RESERVATION OFFICE.) / b% m9 A1 J" UARRESTING SYSTEM- A safety device consisting 0 l! U1 M ~' A: D" ] Uof two major components, namely, engaging or 9 ~% t2 c" T+ M8 o: A) O* C% n* Kcatching devices and energy absorption devices for ) c* Y( ^: \, Q- w' @2 }the purpose of arresting both tailhook and/or ( x% c* d9 u x: K/ pnontailhook‐equipped aircraft. It is used to prevent - `9 R$ E* {8 b2 Faircraft from overrunning runways when the aircraft . N! t3 N' J! v, A- G5 x# vcannot be stopped after landing or during aborted5 o/ x. L& ]( A( p takeoff. Arresting systems have various names; e.g., : y; r. z7 Z) y" a2 h, E* ~% _arresting gear, hook device, wire barrier cable. 5 m3 t6 K3 I1 H& y W* Q2 `(See ABORT.) ' E$ I- `% N. F# z9 j# n/ c0 S5 c7 _(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, e0 ^# y$ V+ I( x- L generated program in hundredths of minutes based $ Z" D8 Y. @5 {upon the AAR. AAI is the desired optimum interval ) j9 ?* W. ^& l1 j cbetween successive arrival aircraft over the vertex." z) z7 W O7 B, u( z9 v ARRIVAL CENTER- The ARTCC having jurisdic‐ $ E" \8 G( H( A3 y3 ntion for the impacted airport.7 g3 C8 H+ U# k; } ARRIVAL DELAY- A parameter which specifies a 1 ^+ k( |1 t8 ]period of time in which no aircraft will be metered for # u! j1 J0 x5 O* Q2 c# p% n% k: F) Karrival at the specified airport. : _' ^/ I+ W& z" i' X" XARRIVAL SECTOR- An operational control sector & }/ g) [' h9 {# j$ Ucontaining one or more meter fixes.6 p5 c3 U, M! g3 X ARRIVAL SECTOR ADVIS ORY LIS T- An% f, @ s; h; b9 e6 N& w ordered list of data on arrivals displayed at the8 v X8 C9 o$ ]7 M" G9 | PVD/MDM of the sector which controls the meter + p4 c" q, H4 o- A+ Q& g2 Zfix. 0 \( [6 F6 A; V$ vARRIVAL SEQUENCING PROGRAM- The auto‐# @. O. |- n* v- L; e- c: I mated program designed to assist in sequencing! P8 d) T" [. Q4 }7 R aircraft destined for the same airport." \* Z d. t0 Y ARRIVAL TIME- The time an aircraft touches down7 R, T+ i7 M9 y% K. g+ b on arrival.4 k0 l9 N1 R2 U! {/ V$ P: f ARSR(See AIR ROUTE SURVEILLANCE RADAR.) 2 ~" G6 V+ v8 [ARTCC(See AIR ROUTE TRAFFIC CONTROL( u% ]; Y; e! e5 v* B CENTER.) 3 i5 q: w& g! D8 | rARTS(See AUTOMATED RADAR TERMINAL8 n w$ W* c' Y. Q' ` SYSTEMS.)& M }5 P1 m. s ASDA(See ACCELERATE‐STOP DISTANCE; ]/ x3 B1 u2 r8 A+ z AVAILABLE.) 7 }' b4 K3 y7 j9 hASDA [ICAO]-8 |/ J: @. P0 r8 K$ j- w9 Q (See ICAO Term ACCELERATE‐STOP ; ]; Z. N% c; X p6 Z" Q+ M7 mDISTANCE AVAILABLE.)8 I" ~8 F3 H# F ASDE(See AIRPORT SURFACE DETECTION) z$ {3 T7 {6 }. B; ? EQUIPMENT.) + v8 |6 W7 z% K$ ?; dASF(See AIRPORT STREAM FILTER.) 2 L6 Y j; i) R+ l- FASLAR(See AIRCRAFT SURGE LAUNCH AND ( D- `, F" r5 x, J! F, z( SRECOVERY.) . d a: Q8 h1 GASP(See ARRIVAL SEQUENCING PROGRAM.) , m; H2 Q, y" ]& bASR(See AIRPORT SURVEILLANCE RADAR.)4 J, S) _5 @$ e0 [) s* \4 ^7 g ASR APPROACH(See SURVEILLANCE APPROACH.)9 }: ?4 u1 ?. c- Z4 Q 7/31/08 Pilot/Controller Glossary7 p# L. Z3 x7 Y5 f r4 T. W 2/14/08 3 I* Y' l' b7 V9 P5 |PCG A-142 Z8 Q! F9 e( ~# [ ASSOCIATED- A radar target displaying a data: \" J1 l2 g$ v- D) B) G' T3 b block with flight identification and altitude( A$ s7 |! p6 E/ s4 q information. ' g I2 B8 H' O& R, f! z(See UNASSOCIATED.)5 R: J' N. I: P8 @ ATC(See AIR TRAFFIC CONTROL.) 0 O9 ?1 p# |+ V. yATC ADVISES- Used to prefix a message of, |! J" @9 K+ t4 ` noncontrol information when it is relayed to an 5 S N. j. o, S. ~! paircraft by other than an air traffic controller. ( c3 q% ]& Z8 K6 r(See ADVISORY.)/ V& l$ q6 H: F2 U. a, } ATC ASSIGNED AIRSPACE- Airspace of defined ( i" k- v( h% [vertical/lateral limits, assigned by ATC, for the 5 ~6 l; [: E- k6 @3 Vpurpose of providing air traffic segregation between! V7 e5 v& m8 A the specified activities being conducted within the ( C: \2 |5 r7 M6 T7 lassigned airspace and other IFR air traffic. ' B, N4 @3 P: I2 m. }(See SPECIAL USE AIRSPACE.) ' c# e3 P. q. F$ a* rATC CLEARANCE(See AIR TRAFFIC CLEARANCE.) ; v8 U3 N1 A8 iATC CLEARS- Used to prefix an ATC clearance : m; F+ ]4 ~+ ` s5 X4 J) T1 twhen it is relayed to an aircraft by other than an air4 ]+ t/ T) y1 S" I traffic controller.* w+ a( U% k( }* j ATC INSTRUCTIONS- Directives issued by air ; V- Y) _" V- b1 Gtraffic control for the purpose of requiring a pilot to# R8 j8 R' D) `+ a% Y2 J take specific actions; e.g., “Turn left heading two five - [5 S8 I) `6 Qzero,” “Go around,” “Clear the runway.”8 J. H) _; @' V0 J (Refer to 14 CFR Part 91.) 5 l* B' Q$ l: P$ A9 A( Z$ ?ATC PREFERRED ROUTE NOTIFICATION- 3 G- n. H* s7 V- u, |URET notification to the appropriate controller of the; r# @6 N9 ~7 t. g' d: S4 J need to determine if an ATC preferred route needs to 6 N/ f( b0 } G- rbe applied, based on destination airport. 8 K7 L" }9 e0 H8 C$ q(See ROUTE ACTION NOTIFICATION.) / C" W* N5 z; C4 w* i, L(See USER REQUEST EVALUATION TOOL.) 3 }! r" L" e- O3 j3 dATC PREFERRED ROUTES- Preferred routes that 1 ?+ i: w0 k. {are not automatically applied by Host.7 Q/ w: z3 R" c ATC REQUESTS- Used to prefix an ATC request: a' h/ p8 {( {! H$ K1 R% }4 W when it is relayed to an aircraft by other than an air ; y: I, O9 R5 t3 i' X" etraffic controller.9 k* h" `' ~7 D; [& V: ^1 e4 k9 Z ATCAA(See ATC ASSIGNED AIRSPACE.) , Z Q Z# ^- {3 qATCRBS(See RADAR.)# v5 M# O w3 G ATCSCC(See AIR TRAFFIC CONTROL SYSTEM * ?; z4 k- U% n) ~7 h3 yCOMMAND CENTER.)/ Y5 p; C# j. T6 t ATCT(See TOWER.) : N, Z! I/ s* T$ U( G- Q: pATD(See ALONG-TRACK DISTANCE.)$ ?6 K0 S' f/ L" V ATIS(See AUTOMATIC TERMINAL INFORMATION $ \6 R8 |: J4 H' _SERVICE.)( m+ x. b& p8 q. ]" I! m ATIS [ICAO]- ) u3 W' [* h$ O! {; j(See ICAO Term AUTOMATIC TERMINAL . S. f6 M5 x3 }8 h/ q, bINFORMATION SERVICE.) ; j C9 O7 o4 X( }ATS ROUTE [ICAO]- A specified route designed for " V9 e+ d( Z9 Q! u3 w. Ichannelling the flow of traffic as necessary for the! q# [; G. F. m* c/ _! o3 I( Q% Z provision of air traffic services.& Q3 ~1 r( h* q1 b! Y4 p Note:The term “ATS Route” is used to mean vari‐' Z: d2 [- P& }& C% H# M9 Z3 \ ously, airway, advisory route, controlled or ' }' N+ n1 i9 ]3 G# }2 _uncontrolled route, arrival or departure, etc.- f5 K3 K5 X9 G2 [& D" I1 l AUTOLAND APPROACH- An autoland approach0 e( X5 B7 K6 n8 l, b7 z$ H is a precision instrument approach to touchdown and, # c2 [- \1 t$ S! g* F2 b8 Xin some cases, through the landing rollout. An% b# A+ G5 B0 K" _6 V0 [ autoland approach is performed by the aircraft 6 M# ]( ]3 s9 h4 D( }4 P- dautopilot which is receiving position information . d; s9 S) p6 J9 @" T% {7 {$ Zand/or steering commands from onboard navigation " V9 }- C' B. Eequipment. " I$ I7 ]# U: R* p# N( F3 qNote:Autoland and coupled approaches are flown 5 L3 J; x5 `! Q1 l6 S* I3 cin VFR and IFR. It is common for carriers to require( K9 r# I5 Z3 {* G) m6 v g9 C their crews to fly coupled approaches and autoland ' Q4 K8 x& i4 v9 E. X0 Capproaches (if certified) when the weather condi‐; T$ @8 C# c$ E$ G tions are less than approximately 4,000 RVR. % H7 L5 m% D; E N7 e6 s(See COUPLED APPROACH.) 3 J7 X' A) R" @8 n% WAUTOMATED INFORMATION TRANSFER- A* ?3 t2 s @0 |8 p$ }. G precoordinated process, specifically defined in 4 H6 `& Q X. Vfacility directives, during which a transfer of altitude ' C6 S, |1 J9 r& f3 X9 Ycontrol and/or radar identification is accomplished! G% J' f9 y; u' e without verbal coordination between controllers ( Z0 s5 R* T/ ^/ T/ n; {+ Nusing information communicated in a full data block.+ U; b( ]8 ]$ z Y. w AUTOMATED MUTUAL‐ASSISTANCE VESSEL ' p4 ^2 m; f9 E- x) n2 I+ H) l0 r& DRESCUE SYSTEM- A facility which can deliver, in, A& Z3 j5 w2 v! {, v) E" V# y a matter of minutes, a surface picture (SURPIC) of: U6 W) a0 ]* y vessels in the area of a potential or actual search and + Z. D9 S/ W9 A) U! Drescue incident, including their predicted positions+ k& Q0 g5 S- ?: L2 I and their characteristics.' u) s1 x; X" ~/ z' [$ |+ I (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT 8 A5 b, r- |" Z4 H, _& N' TCONTINGENCIES.)$ {9 G: R8 t- P5 U AUTOMATED PROBLEM DETECTION (APD)-2 {. l& y3 k8 f3 _/ R4 w An Automation Processing capability that compares8 a7 O) Z, j9 B. G trajectories in order to predict conflicts.: v6 E( R( D# J5 K& c4 R# x0 B Pilot/Controller Glossary 7/31/080 |4 X9 z, y# q2 P5 n Pilot/Controller Glossary 2/14/083 ^" N( ~4 J" ? PCG A-15 # ]7 e3 x1 }9 h, [ a+ fAUTOMATED PROBLEM DETECTION - y( P1 W5 _3 G4 P) {: t' q- uBOUNDARY (APB)- The adapted distance beyond3 A4 d! @/ W6 i0 u- y; p, D0 M7 c a facilities boundary defining the airspace within& V5 ~- d9 l4 M0 I which URET performs conflict detection. . O* |* K- a+ d: X, J' p(See USER REQUEST EVALUATION TOOL.) % W- z# y0 R D9 L c; zAUTOMATED PROBLEM DETECTION IN‐ 7 N2 U# Q: u$ y5 x& }+ z1 m. `HIBITED AREA (APDIA)- Airspace surrounding a : K2 d+ n& t) c4 y3 Z' S4 sterminal area within which APD is inhibited for all, [" j) J5 y6 _; |( I flights within that airspace.! q* V8 G# c& s AUTOMATED RADAR TERMINAL SYSTEMS* M+ r7 \) k" K! g2 o/ g' r% Y2 S (ARTS)- A generic term for several tracking systems 4 j" \( S- T- c4 a+ n; @) Lincluded in the Terminal Automation Systems (TAS). ) h: A+ J, H( MARTS plus a suffix roman numeral denotes a major3 V* v5 R* a% |# p+ | modification to that system.) M" @9 _7 d8 Y2 \- }4 r a. ARTS IIIA. The Radar Tracking and Beacon 1 n/ t" i) M% Y7 ?0 XTracking Level (RT&BTL) of the modular,2 M. V$ `# @* v. H9 q" l8 S2 s programmable automated radar terminal system. - L* U9 m. y7 E2 A8 i, ZARTS IIIA detects, tracks, and predicts primary as$ [1 u5 y: E1 W6 t/ N; |+ M) m well as secondary radar‐derived aircraft targets. This9 ?: y6 g# ]+ S: `7 e C more sophisticated computer‐driven system up‐% ]" U% i: W: |! |9 j/ y grades the existing ARTS III system by providing4 ?$ J' V, W% z$ D4 @5 e) z improved tracking, continuous data recording, and ) P; b+ @' R, u, yfail‐soft capabilities. P/ a3 |0 i6 u; f- s3 Z b. Common ARTS. Includes ARTS IIE, ARTS, W3 F u, u9 D# i) Q0 S- C IIIE; and ARTS IIIE with ACD (see DTAS) which + m# A% p& e6 d& o& `. b- jcombines functionalities of the previous ARTS " j7 `0 ^$ J s8 W! }systems.' M6 j' l& A7 H% k7 U c. rogram mable Indicator Data Processor) P) H" l7 N% p8 o. W7 V (P IDP). The PIDP is a modification to the : }& A o! Q' ]7 H Q3 o, {2 dAN/TPX-42 interrogator system currently installed + T) x4 z7 e* lin fixed RAPCONs. The PIDP detects, tracks, and* M' X$ {; e0 |% a predicts secondary radar aircraft targets. These are/ i( E6 w7 w- N4 F& d2 j displayed by means of computer-generated symbols . ?# q# ]+ h6 K0 Fand alphanumeric characters depicting flight identifi‐ ) _+ b, T! T5 l; t1 acation, aircraft altitude, ground speed, and flight plan 6 J5 w1 C& h/ I1 edata. Although primary radar targets are not tracked, ! m) C" n- M; l4 y' X% M4 u( `# fthey are displayed coincident with the secondary3 q. z8 f$ P3 T# D9 t( T. u+ A4 m: ` radar targets as well as with the other symbols and Z0 R/ L8 Y( o+ X' b$ Q- H alphanumerics. The system has the capability of" n0 y9 m$ F( e& l; D( c; w8 a interfacing with ARTCCs. ( d9 F0 W" {! MAUTOMATED WEATHER SYSTEM- Any of the 5 p. y1 t; ~- ]0 @/ l$ q7 f: v8 sautomated weather sensor platforms that collect ]" Z1 D6 E+ ]3 D1 R9 ~ weather data at airports and disseminate the weather & `' g, X" V" l' Ginformation via radio and/or landline. The systems c. @& W$ s x$ J/ c/ G, ]% ~currently consist of the Automated Surface Observ‐ _- f7 L8 X, }5 P1 ]" P& `/ T& B7 e: L ing System (ASOS), Automated Weather Sensor* y* ] Q- A: @: K System (AWSS) and Automated Weather Observa‐6 i, F* i6 v8 U5 ]- I tion System (AWOS).% k* h0 B1 x+ S r, b AUTOMATED UNICOM- Provides completely - v8 o7 r' V, d! u1 |7 Y3 q0 q% yautomated weather, radio check capability and airport8 Z/ f6 S$ C* ?2 {+ Z: W advisory information on an Automated UNICOM5 T2 ]/ c% h$ S- ~0 \! F system. These systems offer a variety of features,' M: E) v3 B% ]' V- V% i typically selectable by microphone clicks, on the 4 K& M. Q7 O7 U& ^7 E. y8 FUNICOM frequency. Availability will be published8 A) j2 C# D5 N6 x6 y in the Airport/Facility Directory and approach charts. # s8 S7 [6 a+ Q, fAUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.)& y$ j# ~) k8 C AUTOMATIC ALTITUDE REPORTING- That + t# a7 a+ r4 Y* P9 j! t. J; v2 hfunction of a transponder which responds to Mode C 3 F' h) D9 P C X3 l6 B+ zinterrogations by transmitting the aircraft's altitude/ {4 t$ S. A* s6 n% J6 Z1 [) P. h E in 100‐foot increments. ; X% w( O: X: @* q5 PAUTOMATIC CARRIER LANDING SYSTEM- ; z! L( z% S. d& F! r0 }- f0 N, ZU.S. Navy final approach equipment consisting of ( P: c3 `9 T, n% Fprecision tracking radar coupled to a computer data ) _2 s$ [" J1 A* Z. W" F6 ylink to provide continuous information to the aircraft,4 B7 g; i1 Z: ^# @. P. C! Z monitoring capability to the pilot, and a backup: Y# X5 j- m- Z" I2 Y: p' | approach system.4 l7 d8 s/ K( T) ?/ Q4 I& {. F AUTOMATIC DEPENDENT SURVEILLANCE . h9 [- f% p, w; ^7 G' U1 |6 }" z(ADS) [ICAO]- A surveillance technique in which . g# P1 q8 I. d- n0 X3 I C( j) Aaircraft automatically provide, via a data link, data . z3 `) r/ c/ ?4 g+ nderived from on-board navigation and position $ N: P3 X( P p4 R2 J- |fixing systems, including aircraft identification, four$ T$ o% G3 t8 @: b: K; O dimensional position and additional data as$ \1 y( V% D0 ~1 I* B' c! i appropriate. ( c" B- E6 l) L5 k4 W8 ?AUTOMATIC DEPENDENT SURVEILLANCE- 5 E# S! l. x; ~BROADCAST (ADS‐B)- A surveillance system in " d: K6 w: s ^ I3 F( {which an aircraft or vehicle to be detected is fitted & q8 |2 o9 M* d* ]" lwith cooperative equipment in the form of a data link; A$ y6 u0 F8 S: s+ F& [ transmitter. The aircraft or vehicle periodically: n/ Y7 Q: T* @ broadcasts its GPS-derived position and other; r B! n- A9 s information such as velocity over the data link, which* | Z% V: f4 Y8 b is received by a ground-based transmitter/receiver / z# v9 a' A5 ?: [, t0 R0 S(transceiver) for processing and display at an air. g1 k$ ~" b: c- Z traffic control facility.& q5 u0 j$ A" Q" J (See GLOBAL POSITIONING SYSTEM.) ) h7 L; I" O5 W5 ~: j(See GROUND-BASED TRANSCEIVER.)* C4 ~' m( O3 h+ Z& t% u AUTOMATIC DEPENDENT SURVEILLANCE- ) A; f, I5 @% v( G" N) LCONTRACT (ADS-C)- A data link position, n: ]" I, P. z" \: B# C1 P reporting system, controlled by a ground station, that l- P) I. u' x T8 nestablishes contracts with an aircraft's avionics that8 A3 a0 I* [0 Q/ u) p' L occur automatically whenever specific events occur,$ m5 [! e2 d+ H( {* Y" I% t$ m or specific time intervals are reached. : k! @0 f; @- Z. x5 @& {; vAUTOMATIC DIRECTION FINDER- An aircraft2 w8 r. M$ q9 D! a radio navigation system which senses and indicates & E- W1 ^- A: mthe direction to a L/MF nondirectional radio beacon5 T8 J- s# B2 _8 L7 ]1 ~6 ] (NDB) ground transmitter. Direction is indicated to 9 \% l: [8 l8 |1 d+ m# z6 k2 T- ]7/31/08 Pilot/Controller Glossary * z8 R7 i7 G- u# a2/14/08 % l9 \7 p% ~8 l! Q* tPCG A-16* M; ]/ m- x7 S the pilot as a magnetic bearing or as a relative bearing0 a, r" X6 ^2 C! H( g' ^( ^% r to the longitudinal axis of the aircraft depending on/ B% e' l* m8 H# o the type of indicator installed in the aircraft. In certain# ^5 ~7 n9 P: v3 c" H$ S1 ~! N applications, such as military, ADF operations may+ g& I/ J% i$ P9 n be based on airborne and ground transmitters in the5 J8 K+ Y: E7 K, v. d VHF/UHF frequency spectrum. 3 r; Y) K( O. ~(See BEARING.) ) f8 ?9 ?- @5 `) c) v' ^(See NONDIRECTIONAL BEACON.) 0 U7 X0 x0 p- rAUTOMATIC FLIGHT INFORMATION 6 x! ]. O6 R( l6 D _SERVICE (AFIS) - ALASKA FSSs ONLY- The, B7 o: L- H$ @) P5 d( N continuous broadcast of recorded non-control ) n4 K1 H+ G# u) f8 \information at airports in Alaska where a FSS $ K* ^# W) Z$ L! T6 O- lprovides local airport advisory service. The AFIS) c C* p9 ?. w$ D. E broadcast automates the repetitive transmission of ) A! |4 l; C* u% V- ~4 `* eessential but routine information such as weather,) E. }6 [- A; [: e1 C wind, altimeter, favored runway, breaking action,4 w7 v$ a8 y& S+ C: h! A) y airport NOTAMs, and other applicable information. 8 [$ s( N [7 B% m5 K7 u5 LThe information is continuously broadcast over a , D& i6 q4 {6 w9 J8 _. F" O0 P3 Kdiscrete VHF radio frequency (usually the ASOS1 n5 [9 ^2 ]: z- n, @3 g) d frequency.)# Z. b: a7 D: A) N L* M AUTOMATIC TERMINAL INFORMATION" W4 L- @) U* a) m SERVICE- The continuous broadcast of recorded & Q/ N$ S# H# h6 [noncontrol information in selected terminal areas. Its - i. x9 P& q5 |1 A% zpurpose is to improve controller effectiveness and to 9 p6 M3 n) W% a, ?. wrelieve frequency congestion by automating the 2 k) K5 }% ?7 `/ ^: U1 k4 d7 @: ^repetitive transmission of essential but routine 1 F+ O) N$ P+ \& d0 sinformation; e.g., “Los Angeles information Alfa.0 ]$ i" o: S4 O9 l One three zero zero Coordinated Universal Time. " ^, Z# Y. ~4 }, W, m7 p4 x5 \: oWeather, measured ceiling two thousand overcast,/ N( w7 x( e0 P! G! M7 t visibility three, haze, smoke, temperature seven one, 6 O8 d9 Q X0 T$ v1 S. q" }1 Tdew point five seven, wind two five zero at five,4 c r, s: T% ]3 }; | altimeter two niner niner six. I‐L‐S Runway Two Five + u0 I/ w ?9 g5 O" T8 |5 ULeft approach in use, Runway Two Five Right closed, 4 M9 K# P6 s* P" u7 A [" Z! Dadvise you have Alfa.”2 P% l) V6 }, F" P (See ICAO term AUTOMATIC TERMINAL . U# N a2 D! lINFORMATION SERVICE.)4 i0 B: q* ~. R# S (Refer to AIM.) ) t9 q l ?! XAUTOMATIC TERMINAL INFORMATION / `2 R- `; b' d# e Q1 X' n$ p9 A! SSERVICE [ICAO]- The provision of current, routine 2 q; e! \0 e. A3 z/ Qinformation to arriving and departing aircraft by i5 ~. O) u9 V+ a4 fmeans of continuous and repetitive broadcasts " P7 G& x" t' {" fthroughout the day or a specified portion of the day. C) s& W1 N5 Z7 a4 _) |AUTOROTATION- A rotorcraft flight condition in4 }' q" ?- G D! G' [9 k! K which the lifting rotor is driven entirely by action of6 ?2 F' U/ [- O the air when the rotorcraft is in motion. & x8 _7 S+ |9 N" s: q: f- ba. Autorotative Landing/Touchdown Autorota‐$ ~( M9 F6 f0 a, C/ ~. q. z, \ tion. Used by a pilot to indicate that the landing will 5 P) F5 M8 ~" ^( ^2 D4 [/ ibe made without applying power to the rotor.& ^- k% j6 F6 O7 c; l8 _ b. Low Level Autorotation. Commences at an 2 V! w* t \& }! Taltitude well below the traffic pattern, usually below ' b" p+ H; U$ W$ [$ y1 ?100 feet AGL and is used primarily for tactical # A) H0 a$ o' \. g' R" umilitary training.# C7 m$ q1 |. s; R! n/ U$ A2 L5 n c. 180 degrees Autorotation. Initiated from a # d4 O, D j/ J9 X9 p+ ~- Udownwind heading and is commenced well inside the/ I: c% E9 p9 k7 w) o' o* q E/ l normal traffic pattern. “Go around” may not be4 ?6 @/ i" F7 ~ possible during the latter part of this maneuver.7 M, P% H0 f# I AVAILABLE LANDING DISTANCE (ALD)- The$ K% J$ `) X1 V. S# V* m3 U portion of a runway available for landing and roll‐out' i( b0 B* m/ W$ A: j$ h( G for aircraft cleared for LAHSO. This distance is ! z2 c/ d0 z7 N P" k; tmeasured from the landing threshold to the7 g/ v" N0 w: a* H4 } hold‐short point.6 l* k7 J+ f4 w+ j: ?1 M' m AVIATION WEATHER SERVIC E- A service " L3 k; u( j* ]$ Q; ~provided by the National Weather Service (NWS) and+ n [$ {2 A; R( ^6 M' y FAA which collects and disseminates pertinent 2 A9 Y u7 h/ z! U( Eweather information for pilots, aircraft operators, and& C8 t. m1 g* a& W. c$ x) i ATC. Available aviation weather reports and 8 ]( K$ Z2 K H- ?! ^; O# }forecasts are displayed at each NWS office and FAA . d1 o/ }5 t. ]$ V& a# EFSS. ! a" A2 ^( ]& C) V(See EN ROUTE FLIGHT ADVISORY- r' o) e0 n V8 ?8 a. x1 ^: | SERVICE.) $ j/ Z% I+ f2 Y(See TRANSCRIBED WEATHER BROADCAST.) 3 \* l% z1 G$ O7 c1 H6 O(See WEATHER ADVISORY.)9 b, S. e e3 M" B2 } (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 FORECAST9 r1 y* l: E( c& k ALERTS.) 4 U& O. R% P3 TAZIMUTH (MLS)- A magnetic bearing extending8 w9 _* j( L/ r3 l* w8 |: W: k from an MLS navigation facility. 0 P$ n% c4 U2 d# f1 gNote:Azimuth bearings are described as magnetic 8 F* Y! {- [ yand are referred to as “azimuth” in radio telephone- o3 F" m7 G* T5 @7 c& {+ [; o communications.' n( ~8 ^( C: R! Z m Pilot/Controller Glossary 7/31/08* Z1 n* Y% }% L Pilot/Controller Glossary 2/14/088 @0 J' [" \ ]; | PCG B-1 1 t+ F* q5 g4 g( y$ S2 Q! \B # l" b/ U% {* d' aBACK‐TAXI- A term used by air traffic controllers 4 O3 D; w) v1 _to taxi an aircraft on the runway opposite to the traffic 8 A. p M: A; ^# `flow. The aircraft may be instructed to back‐taxi to' z/ N0 n! Z3 c5 H the beginning of the runway or at some point before % ^$ @1 j* C- U5 hreaching the runway end for the purpose of departure 3 P ~7 [6 |/ Q, U0 u/ yor to exit the runway. ! O# t8 U) V3 zBASE LEG(See TRAFFIC PATTERN.) ; S5 y2 z& o8 W+ K- u: {+ VBEACON(See AERONAUTICAL BEACON.)' K, \: N' q9 X( I (See AIRPORT ROTATING BEACON.) ! Z# l: G. O* H/ f3 l(See AIRWAY BEACON.)& a/ o, H6 Z2 T2 U/ _# R (See MARKER BEACON.)- L3 H5 V0 P" n/ D+ `; B4 A9 x. k) G/ h (See NONDIRECTIONAL BEACON.)* P% \3 K/ K* T/ ^# Q (See RADAR.)9 r: |% C$ K/ P# x7 @' J BEARING- The horizontal direction to or from any G9 n- C/ r2 b2 m8 b point, usually measured clockwise from true north, 3 C' O- _. Q9 o& \; b* Y2 i% Umagnetic north, or some other reference point$ E8 K; \% }/ O* I# \ through 360 degrees. % R a2 T/ [; ~" V, y j3 r7 o(See NONDIRECTIONAL BEACON.)5 j6 u9 }7 o5 }) |$ y" J+ o) @ BELOW MINIMUMS- Weather conditions below 0 T) d, p# g( s- q$ `the minimums prescribed by regulation for the r4 d) U9 w/ p4 H' g5 K, v particular action involved; e.g., landing minimums,4 R1 q/ W) w+ M/ N) m) w takeoff minimums." I/ w) z+ X# G* V, W5 k* H" R$ [ BLAST FENCE- A barrier that is used to divert or & x8 T. \+ L- k7 X; |7 \- ndissipate jet or propeller blast. . _3 D( N5 v; ~ W' b: SBLIND SPEED- The rate of departure or closing of6 y, ^8 E' ^+ L& W# [' y# R a target relative to the radar antenna at which# |# x' ~) a: t, F# H cancellation of the primary radar target by moving " }6 K' D9 w2 k) ^target indicator (MTI) circuits in the radar equipment4 v6 H$ U7 X0 Y4 u causes a reduction or complete loss of signal.- r1 ?7 ^% J$ P5 `3 C, c, U+ c (See ICAO term BLIND VELOCITY.) ! H/ h- l2 d, e+ W$ EBLIND SPOT- An area from which radio G5 `, m. m" @7 w- _9 d: mtransmissions and/or radar echoes cannot be& I) `" j% {, A# q: [, K received. The term is also used to describe portions # p# V* M& A% {& t: B8 N* Bof the airport not visible from the control tower.$ d1 S5 y9 K! y& t# Y BLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.); \4 d8 i, t5 p/ I7 I8 X. C9 i2 y BLIND VELOCITY [ICAO]- The radial velocity of ) r& s) ]4 R) E) w; q' ya moving target such that the target is not seen on7 v- a$ W0 ^! d1 _) [, A primary radars fitted with certain forms of fixed echo7 O8 v8 t) G: \% {6 D. u9 T suppression.# K: O7 J( a+ k6 O$ G BLIND ZONE(See BLIND SPOT.)* V+ p9 L% ~: N, T! d6 |+ | BLOCKED- Phraseology used to indicate that a 6 d' L+ W( m, F$ z' [/ f& Qradio transmission has been distorted or interrupted+ Y- T2 U( G# l& i, Q% C; I due to multiple simultaneous radio transmissions.; `1 q( q4 F( e# M/ j4 C3 M) G BOUNDARY LIGHTS(See AIRPORT LIGHTING.) G3 r8 X9 w, r( O7 p dBRAKING ACTION (GOOD, FAIR, POOR, OR 8 j i- ^% p& YNIL)- A report of conditions on the airport5 Z4 \9 y& H& i/ H8 ^ movement area providing a pilot with a degree/" y# T& H" P5 w6 a' e7 z3 O; N quality of braking that he/she might expect. Braking/ C$ s1 @' {1 K, k action is reported in terms of good, fair, poor, or nil.- H$ w5 @" D. Y8 K, J (See RUNWAY CONDITION READING.) $ s2 |1 t; q) b( l8 kBRAKING ACTION ADVISORIES- When tower* n: s$ g9 C- ^* c" A% N5 N% r! x controllers have received runway braking action( [: Q% }* C2 o1 a reports which include the terms “poor” or “nil,” or $ U4 E9 z4 w. _# P7 G/ ]$ O' }whenever weather conditions are conducive to ( ?. N, f3 n! D, w0 ?deteriorating or rapidly changing runway braking & K# r. d; B% T& \0 ^4 iconditions, the tower will include on the ATIS" {; n% F3 u8 F, V broadcast the statement, “BRAKING ACTION! ~) k4 f4 m0 p ADVISORIES ARE IN EFFECT.” During the time % `8 d! G3 ]" ^) M- e5 u) DBraking Action Advisories are in effect, ATC will ! _+ s; k! e% x9 }2 Iissue the latest braking action report for the runway# {0 l/ `, B) E in use to each arriving and departing aircraft. Pilots - T9 t2 ]! q$ D5 G+ a/ ushould be prepared for deteriorating braking- ^2 _/ V( B: R conditions and should request current runway . Q1 o; z* W9 H# Hcondition inform ation if not volunteered by( ]& ?/ m/ ^4 V l4 ]0 s controllers. Pilots should also be prepared to provide + `/ Q4 X. B9 A" A; V/ ?# Ta descriptive runway condition report to controllers7 Q% `7 v' G2 q9 ] c6 G% t, { after landing. 1 G5 L7 a+ ]" ]5 [7 T: gBREAKOUT- A technique to direct aircraft out of7 S& a7 V( F$ T% [1 x* x |3 B8 y the approach stream. In the context of close parallel1 u d/ S: ` f" R operations, a breakout is used to direct threatened8 e1 l% t3 }6 |+ l G) _ aircraft away from a deviating aircraft. . g Q9 |2 d7 }" P6 q6 LBROADCAST- Transmission of information for , t! t" [% {% z. C7 @ z+ owhich an acknowledgement is not expected.: A% g p1 J/ S- ~* `- @ (See ICAO term BROADCAST.)1 u# y$ r# ?% H% J+ ^% Z4 N BROADCAST [ICAO]- A transmission of informa‐. Y5 w3 u. k3 M7 K% A! |* g0 X" L. N' c tion relating to air navigation that is not addressed to 2 m# ^4 O; g7 b& o9 Q @a specific station or stations.7 N* V; p( f: a% Z3 _ Pilot/Controller Glossary 2/14/08 ' }( d: `! r, G- f/ r* vPCG C-1 ; \& p: M1 \" v: a+ p6 BC : V/ }6 X7 v6 R# p( n1 N6 TCALCULATED LANDING TIME- A term that may }+ n% @3 K4 x+ v9 Vbe used in place of tentative or actual calculated 4 Q9 O3 g8 z& v9 xlanding time, whichever applies.* A/ f. f C! t. t5 E4 Q2 w CALL FOR RELEASE- Wherein the overlying 3 D8 E; A4 m# M3 T7 i6 ~ARTCC requires a terminal facility to initiate verbal ( }7 f$ L& b; n/ A; r0 qcoordination to secure ARTCC approval for release- q* {! {$ ^1 ]& ~ of a departure into the en route environment. 8 F; t* y$ {+ l% N& Z8 mCALL UP- Initial voice contact between a facility j' M" `2 E& Z9 J) F and an aircraft, using the identification of the unit 1 k/ p6 W1 A' ^, a& |/ X& ?/ L) fbeing called and the unit initiating the call. 4 f" `- v- L- {2 _- I9 O0 D5 a' z7 x(Refer to AIM.)% u. n/ C" j) v: L3 ?) n" M CANADIAN MINIMUM NAVIGATION PERFOR‐ & w! E$ a/ L# g8 `8 O8 k% HMANCE SPECIFICATION AIRSPACE- That , o$ p1 C5 J) {( G7 bportion of Canadian domestic airspace within which) d- F7 ~, p$ F L MNPS separation may be applied.& l8 @% X9 Z) E* H) F1 L% k CARDINAL ALTITUDES - “Odd” or “Even”; S. {+ V& w( m2 ~2 a7 S# H% [ thousand‐foot altitudes or flight levels; e.g., 5,000, 6 Z8 I' L% Z: g ]$ U6,000, 7,000, FL 250, FL 260, FL 270.4 q2 V- w+ f+ q/ D1 H8 B4 b, M (See ALTITUDE.) n T. U y" v! s- k4 R9 d& A (See FLIGHT LEVEL.) " L0 F2 s7 v* K! KCARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.) 3 B' i- ~% {/ \9 _CAT(See CLEAR‐AIR TURBULENCE.) : ]& H* n8 J1 Y* s" Q1 _9 y5 LCATCH POINT- A fix/waypoint that serves as a2 I5 y* |: r! H" q! g2 R9 B transition point from the high altitude waypoint / P) w2 S% ^/ b; F: @6 }/ rnavigation structure to an arrival procedure (STAR) ( q' L' n! G& R. }) `or the low altitude ground-based navigation* I- ?; R6 o1 `7 P3 F2 S5 W7 F8 X+ p structure. 8 A u# e5 s! g/ ]7 y2 P, JCEILING- The heights above the earth's surface of; f8 i. ?) B' X; u2 {6 F6 z the lowest layer of clouds or obscuring phenomena: N& C2 Y1 p- a: e- a that is reported as “broken, ” “overcast,” or g: c* l7 ]3 e/ ^" k* k0 I“obscuration,” and not classified as “thin” or s* i$ E! R( M/ p“partial.”1 o0 U; d, `) s5 [: E& Y* x (See ICAO term CEILING.)$ D7 l; Q4 t% U1 e' r1 T CEILING [ICAO]- The height above the ground or( R2 b) E; F. Y' e& S1 J water of the base of the lowest layer of cloud below . V% S! W W. `0 T6,000 meters (20,000 feet) covering more than half % Z& Y! r$ {$ @the sky.- q' l! Y( ^6 U. O" P) L CENRAP(See CENTER RADAR ARTS 5 M. a- m) D7 h, {) U! |# w& u. jPRESENTATION/PROCESSING.) G+ W' ~& L( gCENRAP‐PLUS(See CENTER RADAR ARTS. n9 C8 k6 b% x K PRESENTATION/PROCESSING‐PLUS.)- l% y$ u' T7 \2 G5 d8 F! m CENTER(See AIR ROUTE TRAFFIC CONTROL E, L4 ^, {: c- zCENTER.) & P, B; j3 w2 g( ]$ t. p/ |1 TCENTER'S AREA- The specified airspace within7 R2 o' Y7 V' e" u# m which an air route traffic control center (ARTCC) * X, y/ m i7 ~9 Uprovides air traffic control and advisory service. . g" X! C' I& N+ q" q x(See AIR ROUTE TRAFFIC CONTROL6 p! w9 A% O9 E- P1 M CENTER.)" _# h8 @$ R Z2 R (Refer to AIM.)( A0 }$ f$ X3 c1 U V CENTER RADAR ARTS PRESENTATION/ 0 S c9 S5 F: O- e( H7 [6 LPROCESSING- A computer program developed to : f9 R4 g' ] |3 K$ T$ f$ kprovide a back‐up system for airport surveillance1 e; Q& r+ [9 ~. X* A radar in the event of a failure or malfunction. The4 ?2 v8 d$ x$ r! T2 Y8 L' p program uses air route traffic control center radar for% n2 R3 f' d1 Z+ z, i s the processing and presentation of data on the ARTS5 |( e0 _4 |- Z! c; v$ x IIA or IIIA displays.$ H( F( n% f0 U: B/ N% l/ M8 n* i* ^ CENTER RADAR ARTS PRESENTATION/ 9 s7 b- s! S/ iPROCESSING‐PLUS- A computer program4 K$ H% h3 P2 i* ]6 Q P developed to provide a back‐up system for airport5 R! g, d: U, e; M y surveillance radar in the event of a terminal secondary # ?8 d" ?4 j6 e# t5 D' eradar system failure. The program uses a combination ( G" H" }+ n, j( }# bof Air Route Traffic Control Center Radar and + A! b5 P" \! X; C1 zterminal airport surveillance radar primary targets 7 [4 Y7 ?# g9 L9 odisplayed simultaneously for the processing and6 d) N2 V3 b: ~; b# |8 R# a& W3 r presentation of data on the ARTS IIA or IIIA ' h" w+ z- P" n$ pdisplays.' z) X& l, u( |$ \( B CENTER TRACON AUTOMATION SYSTEM. n6 p3 X0 y& @, m. H2 ^ (CTAS)- A computerized set of programs designed / }3 O' }7 c& t4 @" r+ e7 W, oto aid Air Route Traffic Control Centers and * C4 @2 J+ [) Y) rTRACONs in the management and control of air4 c% M: o- d: J2 d4 c traffic.! p3 p# }: w" X( z3 x4 Y CENTER WEATHER ADVISORY- An unsched‐ ^; E3 z* Z7 d) euled weather advisory issued by Center Weather - ?+ ^: r- l8 H- a, ^& \ SService Unit meteorologists for ATC use to alert6 X b4 }; q8 x4 _; [ pilots of existing or anticipated adverse weather 7 p f/ @" z: W* y; Fconditions within the next 2 hours. A CWA may: p/ O9 B$ B G! D. x, _ modify or redefine a SIGMET.! ?5 w4 ~6 x! ? (See AWW.)+ s; P# Z" D( X! Q (See AIRMET.); E: w/ K9 \3 D$ S( t+ ?: h! ^ (See CONVECTIVE SIGMET.). [- D: @2 R0 J, h8 x( o* d" Y s (See SIGMET.) + M& }8 e5 Y, [: v(Refer to AIM.) . b' X1 K6 \3 EPilot/Controller Glossary 2/14/085 l2 L) g% s7 ~, v( R PCG C-2( E3 G, j) w( Z3 ~$ z, ~* F CENTRAL EAST PACIFIC- An organized route) R ], z! ~" G: G7 m# _/ m, ?5 w system between the U.S. West Coast and Hawaii. ) Q' O; h9 f& q+ O: JCEP(See CENTRAL EAST PACIFIC.) ( l* h, D" U; J2 t! D$ ^. M# o. `CERAP(See COMBINED CENTER‐RAPCON.) ) @7 F, P% ~7 S/ _CERTIFIED TOWER RADAR DISPLAY (CTRD)- ( |; N! W u, _) L3 T: _8 s: jA FAA radar display certified for use in the NAS. - K2 G3 H; K0 g1 _CFR(See CALL FOR RELEASE.)5 o$ x8 \4 z9 y; n. \, B; ?( M CHAFF- Thin, narrow metallic reflectors of various & O5 O+ s# Q9 n& vlengths and frequency responses, used to reflect radar . F2 Y( l4 T& L0 @4 penergy. These reflectors when dropped from aircraft* S# U% M K: Q5 h0 z and allowed to drift downward result in large targets5 K3 d9 O" f# O* V9 {; P$ | on the radar display.3 }, v( z( `4 n CHARTED VFR FLYWAYS- Charted VFR Fly‐+ {7 W' b3 I3 v' f& I ways are flight paths recommended for use to bypass $ [7 _* h7 x" a eareas heavily traversed by large turbine‐powered 0 I, R: n% e) O4 @& o& [aircraft. Pilot compliance with recommended 7 F" e0 B5 h4 i5 x% H7 @3 L4 Fflyways and associated altitudes is strictly voluntary. 4 R1 O; ~ c0 XVFR Flyway Planning charts are published on the ) ~: R+ }% j: cback of existing VFR Terminal Area charts.% F" H' g$ l$ g# @* i CHARTED VISUAL FLIGHT PROCEDURE - L0 |# R. R' j3 J" r. V2 rAPPROACH- An approach conducted while # }+ O3 U2 {% r2 v3 y: koperating on an instrument flight rules (IFR) flight 3 Q' w9 c& Y5 H' }plan which authorizes the pilot of an aircraft to . R9 K `$ @$ N# D& }- |proceed visually and clear of clouds to the airport via ) x1 N, w+ v1 a" w5 Xvisual landmarks and other information depicted on- r0 }( d4 x4 V& i* I" A; q a charted visual flight procedure. This approach must , @, D9 m, W! ebe authorized and under the control of the appropriate # z- Z' {+ |/ T2 o* A5 cair traffic control facility. Weather minimums5 {4 q4 `; x, G+ z. t required are depicted on the chart. & c7 ]( ^% H2 eCHASE- An aircraft flown in proximity to another4 ^ N9 F5 E$ V5 f5 u9 o aircraft normally to observe its performance during 8 H$ G m5 ?3 H* s0 D Ttraining or testing. 6 |* M k9 X( P+ W3 n8 jCHASE AIRCRAFT(See CHASE.) # C8 G' B2 M- ~3 s. d% e; gCIRCLE‐TO‐LAND MANEUVER- A maneuver: O8 h6 _4 m' G% y, e+ @5 t& ?* Z, a initiated by the pilot to align the aircraft with a- d) p) ^! J, {; k8 l runway for landing when a straight‐in landing from 5 I+ w; u! B4 j& R5 Uan instrument approach is not possible or is not I2 J4 p, P% ydesirable. At tower controlled airports, this maneuver. I; S" i) L" r3 B is made only after ATC authorization has been6 a' ~4 G7 N9 b* M obtained and the pilot has established required visual$ H9 D6 n, I. X4 t, P1 d! t reference to the airport. 8 K: D# U" I; D7 p(See CIRCLE TO RUNWAY.)6 b* }. H- S8 i4 A7 R# }" U- b (See LANDING MINIMUMS.) ! T8 L( h( H, x0 Y3 u+ E(Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)- . I! U$ v( y& H. s, @Used by ATC to inform the pilot that he/she must: L3 p0 {% {+ t+ E- o5 X circle to land because the runway in use is other than5 F: U* W: a# d* F3 k+ \ the runway aligned with the instrument approach . B! V( G9 X" n5 T3 `# aprocedure. When the direction of the circling ' f) M% }* M$ Y; `& [/ Umaneuver in relation to the airport/runway is 5 l ^: A+ S0 m" irequired, the controller will state the direction (eight7 Q x. n3 K% y+ R* J' u cardinal compass points) and specify a left or right$ | D2 W5 T: s9 }$ ~. {3 z( e downwind or base leg as appropriate; e.g., “Cleared ; e7 B$ |. b C8 F4 oVOR Runway Three Six Approach circle to Runway4 W( _, y; \5 Q$ ] D, k" }: v' D W Two Two,” or “Circle northwest of the airport for a 2 U- R5 X0 v/ ~7 P6 P: oright downwind to Runway Two Two.” E" t, N, {0 t0 c' i (See CIRCLE‐TO‐LAND MANEUVER.) ( j8 v* f. p$ }$ B2 C% K: M(See LANDING MINIMUMS.)$ i) C/ {- v! U$ i (Refer to AIM.) 0 _ d+ F) v, P$ S; ZCIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.) 0 C k# g2 E7 KCIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.)& Q1 h( u9 D1 c; M/ E CIRCLING MINIMA(See LANDING MINIMUMS.)" s9 ~8 E6 J) W1 r! d) | CLASS A AIRSPACE(See CONTROLLED AIRSPACE.)9 J3 ]7 E& M, L3 T- z) z# Z CLASS B AIRSPACE(See CONTROLLED AIRSPACE.) 4 L5 r- O2 |% p8 h" [0 MCLASS C AIRSPACE(See CONTROLLED AIRSPACE.): k7 f0 t& S6 i6 c6 C7 B+ k CLASS D AIRSPACE(See CONTROLLED AIRSPACE.) P8 k3 c5 p G$ [" X* G' M4 ]CLASS E AIRSPACE(See CONTROLLED AIRSPACE.)+ g* G; b1 W2 E0 g CLASS G AIRSPACE- That airspace not designated 0 L: s% A( C/ d, D- Qas Class A, B, C, D or E.- T0 m' M1 C h' g CLEAR AIR TURBULENCE (CAT)- Turbulence, U- T8 o6 q# Q8 ?* r encountered in air where no clouds are present. This . O8 U" ?. u2 B' N( P9 t# Z' O2 yterm is commonly applied to high‐level turbulence " W' |9 \! o9 p, oassociated with wind shear. CAT is often encountered 3 c: O y4 {2 ?9 ^6 H' q2 B3 H8 S+ Xin the vicinity of the jet stream.: u- @( w- x7 W- a (See WIND SHEAR.) 5 ], M/ z; N) w1 P(See JET STREAM.)! o! E' O: b' a' r8 {/ x CLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a1 M- h1 z2 B4 ?, } runway, is clear of the runway when all parts of the/ O8 i/ c4 n1 k- k) d \9 n$ s Pilot/Controller Glossary 2/14/08* h% l; |/ O$ \+ _8 f s PCG C-3& Z0 [$ `0 d* h% D1 G: { aircraft are held short of the applicable runway/ n! n$ _+ {5 a& s' X holding position marking. ! k j4 [3 R: Y; _" Y2 c$ |! db. A pilot or controller may consider an aircraft,5 P" j( G; {: s% U which is exiting or crossing a runway, to be clear of" A9 X* b8 q, V. x" U l the runway when all parts of the aircraft are beyond( h( L# Z; ~ c% d the runway edge and there are no restrictions to its! K! X+ }$ I7 {+ a* f2 j continued movement beyond the applicable runway: f7 r* ~+ h: ^" [& f h! \8 [1 M& U holding position marking.* y. z6 a9 u9 ?+ \7 L( x c. ilots and controllers shall exercise good/ _2 V3 x4 b1 d: s/ i, S( ^" }1 |) X2 ^ judgement to ensure that adequate separation exists3 `' z5 d: o" v; H- E+ i6 S between all aircraft on runways and taxiways at4 d' ?' q! X% q, K$ { airports with inadequate runway edge lines or 3 H) |- W7 p, h- \. k( M# Jholding position markings.# `, o& y* q7 x$ E% F/ C9 @: }' ?* D CLEARANCE(See AIR TRAFFIC CLEARANCE.) ( J4 U7 l1 b+ V, C6 }3 XCLEARANCE LIMIT- The fix, point, or location to4 ?9 [2 J, D- c8 j" ^4 E m which an aircraft is cleared when issued an air traffic ; C* J: X9 |+ ]9 T3 K+ a# J+ hclearance. 7 _' N" T/ f9 p( O(See ICAO term CLEARANCE LIMIT.) + M( h6 \# ^$ s& hCLEARANCE LIMIT [ICAO]- The point of which/ A% i3 h E3 V& o0 X0 d: C an aircraft is granted an air traffic control clearance. & N4 a7 Q* N7 U, d: W# Y4 QCLEARANCE VOID IF NOT OFF BY (TIME)- . n- X( h" ?( l/ |Used by ATC to advise an aircraft that the departure H) @) m( Z, ?! d* L clearance is automatically canceled if takeoff is not; b, [7 {$ K% a& {6 [ made prior to a specified time. The pilot must obtain k4 D( S& C1 z, {+ U4 pa new clearance or cancel his/her IFR flight plan if not 7 z3 G$ a" Z9 Z: I/ _8 D/ yoff by the specified time.( B/ R$ I' @2 _1 ]1 l3 S (See ICAO term CLEARANCE VOID TIME.) 0 o- M1 e* j' c. `. G& hCLEARANCE VOID TIME [IC AO]- A time$ u% }- ]# R$ O specified by an air traffic control unit at which a ! E9 f( }, s. y1 S# a3 Q+ G* X+ sclearance ceases to be valid unless the aircraft) J) \8 Z; \' a$ A concerned has already taken action to comply ' Y' `1 F# j" J4 e& X1 |2 Gtherewith.+ ~3 {. ^4 f: |! E) C) w P CLEARED APPROACH- ATC authorization for an 3 q7 z9 M6 E0 a; a# ~aircraft to execute any standard or special instrument / t, p9 i/ ^7 G& t$ @: japproach procedure for that airport. Normally, an+ t! a, P7 h7 z, L" D8 D, m aircraft will be cleared for a specific instrument6 |" S" k0 J0 I* d: f approach procedure.) z( b( y, K* C1 d (See CLEARED (Type of) APPROACH.). i* J3 C( u& C% U (See INSTRUMENT APPROACH+ P1 ]( Y( {, G8 {- W: e PROCEDURE.) 8 M/ U2 i& d( @+ Z(Refer to 14 CFR Part 91.) " P3 p. r! Q+ H3 g3 G' x(Refer to AIM.); g/ M# C. y# ~2 W CLEARED (Type of) APPROACH- ATC authoriza‐ 4 S# T% H/ a2 y+ ], t1 Ltion for an aircraft to execute a specific instrument 9 w) f+ i: h; E f) B6 ?0 U5 kapproach procedure to an airport; e.g., “Cleared ILS y+ h5 E7 E% Y3 J4 X' t" G) s, oRunway Three Six Approach.” 8 N* t% s' ]' Y: G: K) M% {; @( n(See APPROACH CLEARANCE.)/ U/ x0 s% c, x6 K, R (See INSTRUMENT APPROACH% K: T8 d6 T0 t/ o6 S/ ]; @8 } PROCEDURE.)2 c* n: e6 ?9 I$ l2 ?- b; Y4 W (Refer to 14 CFR Part 91.) / y! I( B- D5 ?4 H7 }$ m(Refer to AIM.)# w& Q* C. x/ ]/ Z3 Y* j CLEARED AS FILED- Means the aircraft is cleared ' Z/ i! ~# Y* Y5 P; y2 cto proceed in accordance with the route of flight filed , _3 Q b0 n$ ~/ S6 ^* e. A& fin the flight plan. This clearance does not include the3 V6 K+ I3 y; v/ Q/ I$ x7 e altitude, DP, or DP Transition. # g/ b. k& j& e' M( T4 A(See REQUEST FULL ROUTE CLEARANCE.): C) `# Y9 z1 B$ E! Q( M3 l; z (Refer to AIM.) # h( h4 U- Y% l/ q5 M3 D& n# oCLEARED FOR TAKEOFF- ATC authorization2 h/ g- J' s R6 R- S for an aircraft to depart. It is predicated on known2 R9 `; b$ X4 K4 l1 O traffic and known physical airport conditions. - d! D2 k- @3 h" }1 ` T }" S& |CLEARED FOR THE OPTION- ATC authoriza‐ ; x/ B, J4 a u( D" Jtion for an aircraft to make a touch‐and‐go, low ' ~& @) v5 x# y O, aapproach, missed approach, stop and go, or full stop ) |- y5 y* y2 ]; E% j. U' t3 {: S8 l, Planding at the discretion of the pilot. It is normally2 X1 j h E3 M6 u' M used in training so that an instructor can evaluate a ( y0 j& t0 `$ _$ A) istudent's performance under changing situations.; F& f" w3 y* o5 Y7 f0 j (See OPTION APPROACH.)2 C4 s/ R5 L0 }4 z# Z (Refer to AIM.)1 w# }& B& R% `3 v! U CLEARED THROUGH- ATC authorization for an8 Y9 y# ~9 N' E8 U aircraft to make intermediate stops at specified " v+ t' f7 I0 Q, Rairports without refiling a flight plan while en route 2 N8 v' i2 U: E9 T; G! q/ Gto the clearance limit.% s$ @- V4 O/ ] CLEARED TO LAND- ATC authorization for an . N4 f, t/ R/ b5 R3 j; Z- }aircraft to land. It is predicated on known traffic and) H$ x9 N: ?8 Y0 m1 K) D known physical airport conditions.0 W$ K: V( o) A CLEARWAY- An area beyond the takeoff runway 7 ~' m+ ?& ?5 k; ]4 ?1 N, Yunder the control of airport authorities within which3 I7 G- K% h: `8 z0 _, M7 E; g terrain or fixed obstacles may not extend above 0 Z0 o' F" V+ especified limits. These areas may be required for / j% y( A7 W1 T+ \certain turbine‐powered operations and the size and ) M/ v6 }- P5 H$ i! t' K g% w& Wupward slope of the clearway will differ depending on7 S" L) I" C6 h. d4 x when the aircraft was certificated.# g0 w3 K" W9 Z1 o7 ]7 x, G (Refer to 14 CFR Part 1.) / h+ A7 S4 l8 b$ H4 V1 B, U2 CCLIMB TO VFR- ATC authorization for an aircraft5 A) a7 a1 J6 H* f% q+ r% R to climb to VFR conditions within Class B, C, D, and+ H6 S0 r1 _0 O" J) P+ \5 } E surface areas when the only weather limitation is 0 ^4 Q# q" J& ]$ g# Q" mrestricted visibility. The aircraft must remain clear of: ^- c7 R$ ]7 g clouds while climbing to VFR. % e! ?5 x1 H1 B: c(See SPECIAL VFR CONDITIONS.) $ s/ j8 l* ]9 k: F(Refer to AIM.)3 P. P, V% @2 G; B; W4 d, P CLIMBOUT- That portion of flight operation $ x) x! P5 e2 n% Mbetween takeoff and the initial cruising altitude., g7 G9 q5 X2 Z0 m! ~- a6 b7 L Pilot/Controller Glossary 2/14/08* c- i' \$ |" t& s PCG C-4. J) i+ V: L F1 { CLOSE PARALLEL RUNWAYS- Two parallel ! n4 p0 i" n$ Y# G, _runways whose extended centerlines are separated by& |( t; }8 p$ {0 n+ {) s less than 4,300 feet, having a Precision Runway5 z, q4 d" ^5 N# m# Q. X, A5 S2 D Monitoring (PRM) system that permits simultaneous& f) s( ~3 ? p, g& `) v! T+ E2 J4 V independent ILS approaches. 4 r/ U. |2 L* V n5 GCLOSED RUNWAY- A runway that is unusable for4 Y: q! F8 I) D7 V aircraft operations. Only the airport management/ # r6 t3 A, R) p7 S8 Q+ l1 omilitary operations office can close a runway. ) n0 w; t5 A3 p: ~7 k4 tCLOSED TRAFFIC- Successive operations involv‐' c) \0 G& N; N; f: c% V ing takeoffs and landings or low approaches where , E6 _; O2 k' y" kthe aircraft does not exit the traffic pattern.* T7 w% G3 H0 K r( { P X CLOUD- A cloud is a visible accumulation of9 h+ s }( U. _2 d. H minute water droplets and/or ice particles in the * q1 H$ J& K; ^3 _+ ]+ D8 Oatmosphere above the Earth's surface. Cloud differs& k* X: Y) |* `$ p1 @1 M from ground fog, fog, or ice fog only in that the latter 4 J: V7 A/ ?4 c5 Vare, by definition, in contact with the Earth's surface.% \; i1 V5 l+ G! Q CLT(See CALCULATED LANDING TIME.)' y; D0 h$ o# G2 f E- P CLUTTER- In radar operations, clutter refers to the9 L2 Z2 L# [4 @$ H) I! Y3 L reception and visual display of radar returns caused0 Z5 d8 q# X# S" D by precipitation, chaff, terrain, numerous aircraft" L p0 i8 M2 _) M$ [2 x targets, or other phenomena. Such returns may limit1 ` x1 }5 s, _+ }/ k& z or preclude ATC from providing services based on* o& Y* M! E, T$ u$ q radar.2 N, l# m% F/ d5 d3 ~+ |! E (See CHAFF.)$ N E+ I- M- u) ? (See GROUND CLUTTER.); ^. Y' Q8 f2 Q5 X (See PRECIPITATION.)5 \; x' X* v, f (See TARGET.)/ D4 P8 l" ]) H0 X; ^" T4 n) J( G (See ICAO term RADAR CLUTTER.) * q/ x4 X( e/ A& aCMNPS(See CANADIAN MINIMUM NAVIGATION . [8 W5 V2 C' i0 ?- X; T) E; C% oPERFORMANCE SPECIFICATION AIRSPACE.) 2 b( u: s9 x1 Y4 ?COASTAL FIX- A navigation aid or intersection ' q; p4 D- S R" @ Pwhere an aircraft transitions between the domestic # G$ M: | [& h7 A9 ?2 Aroute structure and the oceanic route structure. # p7 _. Z- k0 q' ?4 y9 VCODES- The number assigned to a particular # K. q; ^, G$ J" z: R/ y) x+ Lmultiple pulse reply signal transmitted by a & J& T( g, Z# n1 {transponder. 2 G; p% `& N" x S(See DISCRETE CODE.) ' _. O' L0 [; D9 H: @$ K4 g" xCOMBINED CENTER‐RAPCON- An air traffic 8 O7 g. f1 l! I, T3 Q& rfacility which combines the functions of an ARTCC. K3 B: h" n3 I! x3 x6 S and a radar approach control facility.9 T# ?2 Z5 ^/ R5 C6 _2 U4 q0 K. h (See AIR ROUTE TRAFFIC CONTROL4 S2 Q K5 J4 k* S! @2 ~ CENTER.)% Y- ?6 m. c% M7 V$ l9 |( h/ O (See RADAR APPROACH CONTROL4 g% s; H% O \" }: C2 S FACILITY.)1 }5 _. a/ @; o7 x# j1 i COMMON POINT- A significant point over which4 X1 ? M4 B' Y: ^. l- s two or more aircraft will report passing or have& P r* w, q& h6 I6 H reported passing before proceeding on the same or $ ~: w$ n; a! M* s8 t" }0 Jdiverging tracks. To establish/maintain longitudinal 1 b. u [* q9 y; m3 iseparation, a controller may determine a common3 X7 p4 i, r: z( U% u point not originally in the aircraft's flight plan and I( }) z1 Y3 k' W then clear the aircraft to fly over the point. 4 l, J. a' e3 ~(See SIGNIFICANT POINT.)! t9 M+ A6 _: m1 D9 }$ Z COMMON PORTION(See COMMON ROUTE.) 6 D( j3 }0 }0 \& Y: GCOMMON ROUTE- That segment of a North0 L8 b# f& \$ G( C. J American Route between the inland navigation 5 o+ a! r& W- ~) {2 C# @; c8 qfacility and the coastal fix. 0 ^8 i4 p$ K; U. COR. T, Q3 a* [0 M. c, P COMMON ROUTE- Typically the portion of a / _7 G% P# O( L: }% @RNAV STAR between the en route transition end ! v# R9 N% I/ H j4 @1 q; ?2 ~7 \" Bpoint and the runway transition start point; however,! W/ y Y# F J7 h# a! ? the common route may only consist of a single point: ^2 Y( O! U- }$ O( R7 i. ?+ b that joins the en route and runway transitions. " b, j( j( C; [( k( w# ~3 p8 pCOMMON TRAFFIC ADVISORY FREQUENCY 8 I6 s5 b/ `. z0 y0 R+ D" z, {(CTAF)- A frequency designed for the purpose of% v; r7 A; U( J% V carrying out airport advisory practices while # k! b* b# `# P$ d; V. coperating to or from an airport without an operating* A' A* w3 K; t2 ^7 V' U1 j control tower. The CTAF may be a UNICOM,9 k7 Y8 K9 e0 c. X Multicom, FSS, or tower frequency and is identified. d6 ]) D R% f in appropriate aeronautical publications.% x# o* M; b- ~ (Refer to AC 90‐42, Traffic Advisory Practices at 2 z5 ^, q8 g5 Z+ s" w9 T( d, DAirports Without Operating Control Towers.)( |# A9 l3 @: p1 f$ P% N/ C( } COMPASS LOCATOR- A low power, low or 6 j: x1 H! k# S3 p3 Nmedium frequency (L/MF) radio beacon installed at0 G- ]4 X$ U. G& c7 R6 N the site of the outer or middle marker of an instrument u. z8 t% `0 o2 `' l: f# L% xlanding system (ILS). It can be used for navigation at 0 ^# D& D U7 Q* wdistances of approximately 15 miles or as authorized3 l7 G Z- p8 E( g in the approach procedure. 4 ^% h# a* h% O5 F6 M8 f3 ]a. Outer Compass Locator (LOM)- A compass ! L5 q+ P! F& y: k5 xlocator installed at the site of the outer marker of an6 {3 V; b8 [% j1 `9 j9 ^4 L3 c1 Z instrument landing system.0 g8 P" l& C) M (See OUTER MARKER.)4 G" h7 r: ^ h6 k0 L b. Middle Compass Locator (LMM)- A compass! j4 L) f0 U% M% L- a+ r locator installed at the site of the middle marker of an * V# h: j4 e2 G* K! Binstrument landing system.) ? r: |! ^1 A. {2 v# h" i (See MIDDLE MARKER.)" o: I, N( e5 _. o( F7 F7 z( p (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, C$ o/ L$ z3 A. g* E# u* @7 `; Y printed on some charts or marked on the ground at an 9 |2 c$ U' E& g$ }' s# x4 |airport. It is used as a reference to either true or/ M9 F K/ |. L magnetic direction.+ I e5 m% x0 P2 Z( G; \ COMPLY WITH RESTRIC TIONS - An ATC ( ?- w# z9 b+ ~1 n, qinstruction that requires an aircraft being vectored) |; J* h2 O( I: l( J' S Pilot/Controller Glossary 2/14/08 ! V2 S' o+ X# VPCG C-5 4 x% }6 ^ I2 i+ Wback onto an arrival or departure procedure to comply $ ?/ B5 r2 J( ~8 [1 r) g7 rwith all altitude and/or speed restrictions depicted on9 c8 h; x: [3 s the procedure. This term may be used in lieu of4 @; j* e, l$ o repeating each remaining restriction that appears on# G' m2 | G/ n1 p' H2 z the procedure. * w3 v7 v8 B3 P zCOMPOSITE FLIGHT PLAN- A flight plan which $ i) ~0 \* b/ ~* Lspecifies VFR operation for one portion of flight and 0 t a3 f0 f/ d$ MIFR for another portion. It is used primarily in . T f, q$ b/ p' D$ Gmilitary operations. 4 x [, P. L& f' F; o(Refer to AIM.) $ |6 ~( T, t8 c& w [COMPOSITE ROUTE SYSTEM- An organized . K4 Q+ [: ^: l4 {. s ]7 x/ ioceanic route structure, incorporating reduced lateral4 L; [/ X% X# u3 x$ A q5 R spacing between routes, in which composite 0 e( C+ J6 l% Z; Bseparation is authorized.

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