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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* f+ m5 z! \4 U1 E. \ k6 m+ D ] PCG-1$ X( y3 S; E1 ^$ B }9 G; j4 D2 m PILOT/CONTROLLER) o& E) z6 `- |6 [7 O: o GLOSSARY( `# n. T2 X7 ^- {0 A PURPOSE ; s3 e- {, Y1 ja. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic . ?" U9 P( E6 f; v& l/ B( p% Y9 kControl system. It includes those terms which are intended for pilot/controller communications. Those terms) b% L3 U( z4 K1 D: C& E most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily - J" o' G' Y. Mdefined in an operational sense applicable to both users and operators of the National Airspace System. Use of 2 W6 D3 f" [- Y) Y8 N1 c L Zthe Glossary will preclude any misunderstandings concerning the system's design, function, and purpose. 4 \( I) ]4 O/ Ob. Because of the international nature of flying, terms used in the Lexicon, published by the International k* ?0 t! V& W( W4 r7 F5 N& S Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are/ f4 n( w& f/ v( m. D0 y" n followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts 4 K9 X, i' i) x& G" Y8 Vof the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical 6 c5 G- `- k4 K$ w, z3 E+ r0 E% m0 \Information Manual (AIM).8 ?2 j; ]4 y u' F+ K8 N4 t- v c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.; q/ v1 X3 l v% ^6 I EXPLANATION OF CHANGES , }" B; Z' b8 e; [0 R+ p) a) I: \a. Terms Added: 0 U" Z2 r# M8 Q5 R0 o6 n b5 sAUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY @: K! q5 @ \$ O/ M$ A' ]$ s b. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant 6 N; t( _" }. J+ m2 ^, h$ inature of the changes. U$ ^$ f) D# EPilot/Controller Glossary 2/14/081 f c% ^7 b+ v- Q8 w PCG A-18 w6 J+ }0 m4 G# _! } A* Z2 J Z# T; h6 G AAI(See ARRIVAL AIRCRAFT INTERVAL.): p& }" z! P; G1 N8 j AAR(See AIRPORT ARRIVAL RATE.) 3 E- ^/ ?& K F: a. w) V- X4 iABBREVIATED IFR FLIGHT PLANS- An 5 I3 r) T$ d0 ]% y, Eauthorization by ATC requiring pilots to submit only 0 \/ Z/ e b2 g, B/ Q: E. Kthat information needed for the purpose of ATC. It( g7 \3 E ~9 h includes only a small portion of the usual IFR flight 1 m% ]/ V( V9 C. cplan information. In certain instances, this may be- J x9 E& b4 A- z, f; N! q only aircraft identification, location, and pilot B: ?+ O5 ?8 ^: Mrequest. Other information may be requested if # H ]) g2 u( Y7 b2 uneeded by ATC for separation/control purposes. It is 3 i8 R' s9 c/ Q% l0 }& \frequently used by aircraft which are airborne and# ? W" U) a9 X3 A0 K$ ^" a1 ` desire an instrument approach or by aircraft which are4 z) W! R$ p& k! s7 W% e" L on the ground and desire a climb to VFR‐on‐top. 6 @4 H! s1 R9 U7 \$ z5 E(See VFR‐ON‐TOP.) 3 H2 M; R7 ~. y. V' X0 z% I(Refer to AIM.)- Q7 G- k: ?) M: y ABEAM- An aircraft is “abeam” a fix, point, or* [6 C9 w/ M- u: r u$ k object when that fix, point, or object is approximately. Q; o7 ^. F, S 90 degrees to the right or left of the aircraft track.4 ~0 a+ x/ n, x( i6 ?( m H Abeam indicates a general position rather than a 7 i) [# Y+ }$ F/ ~" Z) w. L# A* S# \7 Wprecise point. 4 |1 ?2 P' A9 m" \9 G' }7 V4 OABORT- To term inate a preplanned aircraft* u! h, _1 T/ o1 T8 f0 D& s maneuver; e.g., an aborted takeoff. 2 W8 ~9 W2 o; V3 b, U! c! TACC [ICAO]-- L& [- v$ h4 i: ` (See ICAO term AREA CONTROL CENTER.)7 v6 E. v* T7 x7 C: t6 N1 q4 J$ S ACCELERATE‐STOP DISTANCE AVAILABLE- ' w! Q' T h( W: bThe runway plus stopway length declared available o% }- g% ^! m& J/ `8 Yand suitable for the acceleration and deceleration of 4 e5 X3 k" Y. G" R6 y1 tan airplane aborting a takeoff.' J, d4 W& H* E, ]6 a$ a ACCELERATE‐STOP DISTANCE AVAILABLE E d" k V, s: D[ICAO]- The length of the take‐off run available plus 2 O" t0 l/ \- @+ athe length of the stopway if provided.* b! F) y0 ?$ R3 E" l X ACDO(See AIR CARRIER DISTRICT OFFICE.) 3 M( X, w; u5 L% H7 IACKNOWLEDGE- Let me know that you have& @2 a A: o1 r, S8 n5 q' l received my message.6 k/ D7 w/ y( I4 c+ T& e" B (See ICAO term ACKNOWLEDGE.), L- G7 [6 L9 @9 m+ M; q ACKNOWLEDGE [ICAO]- Let me know that you 0 {% s$ O- L# L. B' Shave received and understood this message.1 U* s m% X1 t/ h- }5 L/ n" t% A ACL(See AIRCRAFT LIST.) 0 k7 v( ]: B( D( C* nACLS(See AUTOMATIC CARRIER LANDING # ], [" r5 N" ^; p2 N) S8 [SYSTEM.)8 l! K2 Z' E" M9 d6 d% b ` ACLT(See ACTUAL CALCULATED LANDING TIME.) & T% G7 K9 D# o' F) S: D ]ACROBATIC FLIGHT- An intentional maneuver) i0 Y7 a) n! ]2 u# E4 @ involving an abrupt change in an aircraft's attitude, an - b6 Y6 l9 m( w6 L0 Y" S- h4 `, q% Uabnormal attitude, or abnormal acceleration not * y. m: z% r7 p9 gnecessary for normal flight.9 j, D9 R9 v4 n$ M (See ICAO term ACROBATIC FLIGHT.)& K4 n2 F/ T$ }9 u5 h (Refer to 14 CFR Part 91.) / X0 h" U) L! p; zACROBATIC FLIGHT [ICAO]- Maneuvers inten‐6 H% @5 A/ Q |$ W: ] Z: Q tionally performed by an aircraft involving an abrupt ) ~9 P5 q% `; v) A% \change in its attitude, an abnormal attitude, or an1 r3 S# l/ O& f abnormal variation in speed.# [* f5 l4 f# G; |2 \, w, l ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY % Z3 E2 Y9 g, D7 ~RUNWAY.)/ q4 H6 v0 B* w- T9 t. B7 w ACTUAL CALCULATED LANDING TIME- , v4 H, S, T: y/ s: G) w# mACLT is a flight's frozen calculated landing time. An 2 A7 Q; [6 _, [1 V2 Factual time determined at freeze calculated landing4 Z% [: I7 P9 x0 _( Z9 {1 S4 I time (FCLT) or meter list display interval (MLDI) for 8 `4 C+ L3 L- [5 H! ^the adapted vertex for each arrival aircraft based upon 6 n3 s7 m" j7 e/ `9 ^: nrunway configuration, airport acceptance rate, airport ; G$ N! v. L# `6 l+ k5 O8 N+ Yarrival delay period, and other metered arrival9 i4 s7 U9 c" D8 z% |9 a aircraft. This time is either the vertex time of arrival * x' N1 h- e# ?% A8 {* H(VTA) of the aircraft or the tentative calculated9 U5 _ Q5 F3 D, `; M landing time (TCLT)/ACLT of the previous aircraft: N3 c* E1 z$ z/ H8 N, l) ` plus the arrival aircraft interval (AAI), whichever is0 ^6 c$ g2 I2 k9 M! h6 T0 J T; a. h later. This time will not be updated in response to the 3 k8 d4 L$ }3 Z* K$ Gaircraft's progress., X% k- p2 A2 Q5 s! B o# ~- Z ACTUAL NAVIGATION PERFORMANCE ! Z; Q4 }! z1 ~5 [4 V3 `0 C(ANP)-1 S* V: K- i& A+ v (See REQUIRED NAVIGATION % u" l) U0 e' nPERFORMANCE.)0 |0 P; [3 | ?3 K5 i ADDITIONAL SERVICES- Advisory information6 A/ u, p$ a/ A7 d1 o provided by ATC which includes but is not limited to5 V+ e t+ V- f8 b" B+ M$ s3 c the following: ' E+ w: I- X/ X7 g; wa. Traffic advisories./ j1 }7 F1 `' g& o b. Vectors, when requested by the pilot, to assist- K6 g; k1 H R/ v# ^/ g aircraft receiving traffic advisories to avoid observed 2 ]" C1 Q' h. Q7 c, j4 @0 atraffic.3 E5 z* s$ g8 r Pilot/Controller Glossary 2/14/08+ i) e5 U6 t$ @4 U/ s# b. v+ l PCG A-2 & ?* o! P) j) N+ g! m8 d. j3 Oc. Altitude deviation information of 300 feet or; ?) X1 l# H5 L) e4 V more from an assigned altitude as observed on a b/ i7 D% D$ O% N8 i+ W" l verified (reading correctly) automatic altitude3 {0 X$ p: `' w" O% v readout (Mode C). O& o$ N" \+ Q8 R3 ad. Advisories that traffic is no longer a factor. 4 N$ c4 e0 S5 O- H6 ?e. Weather and chaff information.+ Q" k% T! I7 U3 G' b f. Weather assistance.6 N) R& x P# @$ ? g. Bird activity information.8 E. ^. B& `7 o. ^ {0 W9 } h. Holding pattern surveillance. Additional ser‐ - n, i" A2 m" J# Nvices are provided to the extent possible contingent% f1 U+ |" K. Q; D only upon the controller's capability to fit them into 3 l" T3 [6 m4 t# C4 Pthe performance of higher priority duties and on the 6 |8 @; J5 i+ S) K8 n+ U# j3 v8 Vbasis of limitations of the radar, volume of traffic, , q* u% U$ k6 w$ B6 afrequency congestion, and controller workload. The+ O4 h8 e$ u( w. {! F% A controller has complete discretion for determining if& V* H) Q- W# [5 P; a& i he/she is able to provide or continue to provide a 2 k) T4 m; M9 o. }& D8 Qservice in a particular case. The controller's reason7 i7 A) t$ W" m) E" l! ] not to provide or continue to provide a service in a- c- d5 Y/ F( k9 u: a1 i particular case is not subject to question by the pilot ' ?8 {# e8 S7 Nand need not be made known to him/her.: m( _ N% l) `7 Q. Q( W$ s (See TRAFFIC ADVISORIES.)1 X% u, I. q! y& @ (Refer to AIM.) 3 _3 `9 S8 d: Q% X$ \( UADF(See AUTOMATIC DIRECTION FINDER.) % f8 b# W' p! v2 J0 s& L3 O3 l" sADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) 1 e4 f3 W1 q# NADLY(See ARRIVAL DELAY.) 2 \$ B" I; L! n2 v$ A4 pADMINISTRATOR- The Federal Aviation Admin‐) k* E, k$ W5 \ istrator or any person to whom he/she has delegated , i7 l) h; [0 E" f- T! H( `his/her authority in the matter concerned. 7 T! k+ U) s" HADR(See AIRPORT DEPARTURE RATE.) x0 \2 ~& u/ w. ^& B ADS [ICAO]-* Y5 c7 U4 I3 @6 q" q0 Y (See ICAO term AUTOMATIC DEPENDENT2 f3 }6 [) h0 U" x0 @ SURVEILLANCE.); [. e( m V* @ _& S) W ADS-B(See AUTOMATIC DEPENDENT0 @1 U/ ~3 m0 R& M: k) e SURVEILLANCE-BROADCAST.) 8 C6 R6 d# D, z' l3 t; r: zADS-C(See AUTOMATIC DEPENDENT & w- W/ ~" S9 o$ h1 U8 p5 x) }SURVEILLANCE-CONTRACT.) Z$ l9 F4 f) t5 D ADVISE INTENTIONS- Tell me what you plan to9 z5 g0 `) s8 u0 K do.# U! P( l* e# i+ w; D W ADVISORY- Advice and information provided to }7 P4 L1 ^5 @assist pilots in the safe conduct of flight and aircraft 5 X$ p- k( n8 ?) J$ mmovement. 0 b( Q# B+ B4 ] Z4 _(See ADVISORY SERVICE.). E4 L6 n$ i! I- U ADVISORY FREQUENCY- The appropriate fre‐ ( f `" ]3 c& c) y' {$ O& q mquency to be used for Airport Advisory Service. ) ^5 b; h( c+ i$ E& ^# ]/ n4 r7 t) _(See LOCAL AIRPORT ADVISORY.) F' n: B) S, d- ^6 A: d; w(See UNICOM.)' H) ~, y$ j; s1 U/ ?# h8 X) l (Refer to ADVISORY CIRCULAR NO. 90‐42.)9 y. K2 ?5 L- x2 d (Refer to AIM.) S. ~; E; V+ t. V/ i, J ADVISORY SERVICE- Advice and information3 |/ [; ?7 G0 E- v6 }+ ] provided by a facility to assist pilots in the safe 5 m% g- l. O# s, p7 S Zconduct of flight and aircraft movement. % d" f- W& l* \ @! [$ U. K(See ADDITIONAL SERVICES.)$ |, A2 D, o( G8 `/ c (See EN ROUTE FLIGHT ADVISORY3 n+ Z3 m" n% V% h0 @3 q SERVICE.)' l- X m0 x) A9 u# h0 }1 L+ y1 e- J (See LOCAL AIRPORT ADVISORY.): W$ x9 k7 g2 [4 y% L (See RADAR ADVISORY.), `- q/ J4 z0 A' \ (See SAFETY ALERT.) " a1 V2 j, E8 u9 ]4 D(See TRAFFIC ADVISORIES.): F1 Y- f( t) c( S2 n (Refer to AIM.)0 t$ s8 q& q: G9 A" R1 M1 ` AERIAL REFUELING- A procedure used by the% j: q, f% {& H* D military to transfer fuel from one aircraft to another# i' v, n: I1 o$ U0 n during flight. " j: ~) d& N9 v0 j1 W/ w7 ?(Refer to VFR/IFR Wall Planning Charts.)9 f, y$ [6 o) k2 {. r; W0 Y' e AERODROME- A defined area on land or water 9 c4 }3 u' m& A6 ?7 e(including any buildings, installations and equip‐ 4 Z e ^6 ]" }1 ?" i' Zment) intended to be used either wholly or in part for " k6 {/ q5 i4 I3 m* ythe arrival, departure, and movement of aircraft. 6 ^! C" Q* c) l1 Q! B( GAERODROME BEACON [ICAO]- Aeronautical ! d/ S4 {. G* j% Z( s4 m+ ibeacon used to indicate the location of an aerodrome! a4 j5 L: U4 r6 G from the air. # C4 G2 q! g$ q& [8 oAERODROME CONTROL SERVICE [ICAO]- Air, y. Q, @' Z7 p traffic control service for aerodrome traffic.& T) i" M# h% k# n AERODROME CONTROL TOWER [ICAO]- A - k% O D# M' i" F: J( }/ ?6 @unit established to provide air traffic control service( ~1 w( N- N' L1 a& l& N to aerodrome traffic.7 t, w8 s1 x' k1 C5 w' } AERODROME ELEVATION [ICAO]- The eleva‐. A" S3 L5 F" d; r0 q tion of the highest point of the landing area.8 I2 x6 @0 b3 ~% K; } AERODROME TRAFFIC CIRCUIT [ICAO]- The . X' G# l* k, c/ G( tspecified path to be flown by aircraft operating in the ; R, ~3 _; n$ g$ q2 u$ V5 B" T0 Gvicinity of an aerodrome.( S: ?! v6 p" u1 ]) B$ M6 `" X AERONAUTICAL BEACON- A visual NAVAID- ^7 w7 n1 e8 [! M displaying flashes of white and/or colored light to) Q5 r' s# G1 ~9 u/ ]$ R1 j indicate the location of an airport, a heliport, a8 ^) I' G' Q1 o) M, |% Q Pilot/Controller Glossary 2/14/08 ( N' U! i8 }" u1 U: e2 |PCG A-37 ?. T: c+ b/ }- r6 `; M landmark, a certain point of a Federal airway in2 ?0 @! {- W: `: l mountainous terrain, or an obstruction.* a: [8 i8 O) G% F1 }4 M (See AIRPORT ROTATING BEACON.) , |0 o, U( x8 J' I" M7 q(Refer to AIM.)- @/ x P2 m$ A+ s AERONAUTICAL CHART- A map used in air9 m* P! u6 T, d navigation containing all or part of the following:* H6 M: d+ U+ R/ R8 m9 s topographic features, hazards and obstructions,( K/ R2 P3 D, l1 [( v; c+ s navigation aids, navigation routes, designated" @# B4 J" Z# b airspace, and airports. Commonly used aeronautical/ [7 \2 B8 r/ {) l n charts are:; b5 H9 H: Q; F' k, k a. Sectional Aeronautical Charts (1:500,000)-5 l3 T- F( }& U5 O9 K7 w) n& S Designed for visual navigation of slow or medium. V8 [9 F5 l, Z speed aircraft. Topographic information on these' H# b3 E5 F4 l; c' v/ ] charts features the portrayal of relief and a judicious- g A( Z' o, F; H- P selection of visual check points for VFR flight. ; N% C! [2 X* O# y+ r) x. l8 P% ?& ~Aeronautical information includes visual and radio & Y: g5 T# @3 p9 W4 t& daids to navigation, airports, controlled airspace, / ~$ D' i0 x- h: {" w! F) H, _restricted areas, obstructions, and related data. + V6 j* Q0 A( r' ~" y1 \/ U* h8 Mb. VFR Terminal Area Charts (1:250,000)- F3 n Q- g) ?5 m, H1 O Depict Class B airspace which provides for the * A& C$ \' P% o6 l# I% Q' o' scontrol or segregation of all the aircraft within Class ! b% H3 |7 R) J& ^9 ^9 R3 e& V4 wB airspace. The chart depicts topographic informa‐3 k! b% g4 s$ ^1 y0 x tion and aeronautical information which includes6 x8 s# z% @' ? visual and radio aids to navigation, airports, ( d4 o/ y+ K% M" u8 j$ n+ \controlled airspace, restricted areas, obstructions,+ T) I) ]$ D0 m3 U1 A and related data.9 T( k | E& s/ y, ~ c. World Aeronautical Charts (WAC) 0 a- R+ g% V% s5 g9 I2 T. o, C(1:1,000,000)- Provide a standard series of aeronau‐$ B% H& U) k1 r( U: F+ H tical charts covering land areas of the world at a size ; y6 B/ w S* U" c! L$ p: [and scale convenient for navigation by moderate0 F$ H; b" s/ u speed aircraft. Topographic information includes 0 E2 ~: Y* b( R; Vcities and towns, principal roads, railroads, distinc‐8 @4 a+ o) S2 O4 c0 c tive landmarks, drainage, and relief. Aeronautical5 L' f* K% ?4 k2 Y& x+ h inform ation includes visual and radio aids to " W# ?/ r* N) Znavigation, airports, airways, restricted areas,) M6 s( Y3 V! p$ d obstructions, and other pertinent data. k) O; R! w" R- s# [% i! G d. En Route Low Altitude Charts- Provide* V$ i/ A0 e6 O) X2 |/ Q: |4 h aeronautical information for en route instrument ! ]- w. O6 K) wnavigation (IF R) in the low altitude stratum. 0 q4 b+ K8 e% _: t% |3 e' hInformation includes the portrayal of airways, limits6 z4 ~; s' k/ K( \ of controlled airspace, position identification and " r- ? H, G$ _3 E/ Z. }9 I5 J. ifrequencies of radio aids, selected airports, minimum9 G% t9 L3 A6 p( M% f en route and minimum obstruction clearance/ [& d4 h) f) y* ]/ H# o4 J4 M altitudes, airway distances, reporting points, re‐5 |, f- H6 E; O# L stricted areas, and related data. Area charts, which are 7 ]9 A \6 X Z. Ja part of this series, furnish terminal data at a larger5 c1 S2 {+ a: n* {! z! X( O; o scale in congested areas." z- p# @5 n; B' @ e. En Route High Altitude Charts- Provide + O; Y3 t X! T l T) n, haeronautical information for en route instrument8 r& W3 Z% [/ d2 ?0 S navigation (IFR) in the high altitude stratum. : m6 G @: h: E8 m. CInformation includes the portrayal of jet routes, Q- G- f! j8 O+ R identification and frequencies of radio aids, selected5 _5 {% U- {/ h1 @ airports, distances, time zones, special use airspace, 6 i! e( M) E: l: |and related information. ; J1 {6 S5 g Q% @f. Instrument Approach Procedures (IAP) Charts-2 c! y, V" d% g1 k Portray the aeronautical data which is required to h _, o* X7 q9 N1 ~( S execute an instrument approach to an airport. These+ ?9 A/ U' ], i2 k2 a* { charts depict the procedures, including all related ) M; ~$ ~) f* A/ @5 p0 ^+ Rdata, and the airport diagram. Each procedure is 9 u3 z* x9 I' ]7 U5 h jdesignated for use with a specific type of electronic2 E, ]/ ]$ w" w6 j8 a2 M0 @3 n8 d navigation system including NDB, TACAN, VOR,& d) b$ ?" [6 B, ~* q" Z6 [) F ILS/MLS, and RNAV. These charts are identified by! `4 X/ J0 j N4 f8 T the type of navigational aid(s) which provide final $ E/ G4 S. ^) ]) a' `approach guidance. - c% J. ]8 G8 q- l0 A; l$ V6 Fg. Instrument Departure Procedure (DP) Charts- 5 `8 K a2 ]) P$ rDesigned to expedite clearance delivery and to 0 t; N- q: ?- ]facilitate transition between takeoff and en route ; \% |, @; w4 a4 Boperations. Each DP is presented as a separate chart 2 l2 r- v7 [2 ?& ^. W2 X9 @) n' Tand may serve a single airport or more than one ' D* V& P$ R; c' d e. v1 W3 k& Iairport in a given geographical location. ; x* ?7 w& K: d. R4 F7 i8 ]h. Standard Terminal Arrival (STAR) Charts-' D" j, c% f4 f Designed to expedite air traffic control arrival r4 Z* @2 y" d/ aprocedures and to facilitate transition between en " u% v3 d1 Z3 ?( D8 A7 Z, Zroute and instrument approach operations. Each6 v' s" F5 {2 V/ g O8 M' X" q STAR procedure is presented as a separate chart and 9 E& P2 G! D9 c2 Q0 @) cmay serve a single airport or more than one airport in 8 w" o1 G' A/ n- da given geographical location.2 P9 z! }: c6 Y& { i. Airport Taxi Charts- Designed to expedite the / X4 d9 H# u `; |; [1 @/ Cefficient and safe flow of ground traffic at an airport.6 z3 H( Z5 |* b" ^7 F% w1 C These charts are identified by the official airport3 a6 K& u. Y, t# ~6 Y* J2 [ name; e.g., Ronald Reagan Washington National # f6 ]% ^$ {6 F& y! AAirport.! s# ?, z" H3 q0 Y/ }( z (See ICAO term AERONAUTICAL CHART.)

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发表于 2008-12-28 14:09:51 |只看该作者
AERONAUTICAL CHART [ICAO]- A representa‐& k( @) [, F7 s! [' J tion of a portion of the earth, its culture and relief, 3 U, i9 O& b+ i) X. dspecifically designated to meet the requirements of / t% W8 \! W7 H* n* E- e7 E7 V' F, Qair navigation. ) p, Y A$ Y, a1 C: HAERONAUTICAL INFORMATION MANUAL, K( B# D6 o% `3 l (AIM)- A primary FAA publication whose purpose / z- c P8 G7 W2 J- h7 y: I$ P" \is to instruct airmen about operating in the National4 I) g5 w2 @- e2 H* v; B3 P Airspace System of the U.S. It provides basic flight + f- a: V. _. {5 Z5 `- d/ iinformation, ATC Procedures and general instruc‐; _( C- ~) k, d, r& Q tional information concerning health, medical facts, : G6 q/ {3 K: L- q! l( L$ ?( i: Jfactors affecting flight safety, accident and hazard) t6 ?1 U. h& U7 P6 `6 X reporting, and types of aeronautical charts and their* L9 x b4 s4 F, r# \ use. ) L6 _0 e. @! SAERONAUTICAL INFORMATION PUBLICA‐ * N, b# ]! @$ [TION (AIP) [ICAO]- A publication issued by or with* @/ w' ~5 n1 P( H3 e, Y G: @ 2/14/08- K$ x# H/ b* i4 k4 D5 S PCG A-46 r, w3 C. q0 N+ ]- |' h+ X, A+ j the authority of a State and containing aeronautical3 ^7 c+ o- g, ?& _% X# w information of a lasting character essential to air# {. ^ U& |( @; l4 h navigation. 6 n- R+ A% _! y* ~+ x7 QA/FD(See AIRPORT/FACILITY DIRECTORY.) ! f* X, p. r8 u8 Y) o! hAFFIRMATIVE- Yes. 0 G ]& l% k! {" b, d. @9 bAFIS(See AUTOMATIC FLIGHT INFORMATION* Y' }+ w; ~) B% I( } SERVICE - ALASKA FSSs ONLY.); E! y* _, k3 W2 s# ?- {( s AFP(See AIRSPACE FLOW PROGRAM.) 7 L4 W1 c0 ~, X4 {" g4 {AIM(See AERONAUTICAL INFORMATION0 x( ]" E! O; X! _' L MANUAL.) # h/ [. V" A! \AIP [ICAO]- . u5 a2 n) x! E' h(See ICAO term AERONAUTICAL * `; n" i X6 q$ R0 u5 }, BINFORMATION PUBLICATION.): x! z3 g) u2 Z AIR CARRIER DISTRICT OFFICE- An FAA field * Z) N' E6 A5 }1 C! a ~; W2 Zoffice serving an assigned geographical area, staffed & \1 q' T# x$ \ V2 Swith Flight Standards personnel serving the aviation ! T7 A' K6 A" M" v: Gindustry and the general public on matters related to + `* I( h5 g, M+ C, mthe certification and operation of scheduled air & D6 V) |2 D+ F: c. z; r( Xcarriers and other large aircraft operations. . ?- Q7 v) X, w& K1 l5 T: bAIR DEFENSE EMERGENCY- A military emer‐ # h1 s; ?/ i6 L* _) vgency condition declared by a designated authority.5 M& [$ p; [3 f9 G& Q( t* | This condition exists when an attack upon the2 c" c. t6 \3 q4 C" M1 y continental U.S., Alaska, Canada, or U.S. installa‐ # {* @! [& l4 s. ktions in Greenland by hostile aircraft or missiles is $ n& y% u j( S7 ~considered probable, is imminent, or is taking place.$ k. J2 {7 q9 ?& B& i1 G$ d' b2 e (Refer to AIM.)3 H; r: `0 }5 d; Y AIR DEFENSE IDENTIFICATION ZONE (ADIZ)- 3 p2 J! g2 j9 K) s8 o' g7 T3 PThe area of airspace over land or water, extending r9 M* G5 E: ]/ @2 Q( n0 l6 Oupward from the surface, within which the ready# L) E% @) S9 P0 A R2 e1 I1 w identification, the location, and the control of aircraft" G" a" o/ R& u5 t are required in the interest of national security. ! J Z( F$ m6 e- g. {a. Domestic Air Defense Identification Zone. An . g' N* W2 a Y$ \) NADIZ within the United States along an international : m, V* f, M3 e& ~0 w3 \6 i: ]boundary of the United States.+ k/ U' _1 @ E0 @ b. Coastal Air Defense Identification Zone. An: l) u1 I# J$ O* M9 F6 i$ q, z ADIZ over the coastal waters of the United States. . {9 T. X4 _: |, A0 L7 e$ J0 c# @c. Distant Early Warning Identification Zone - E4 ^ }; \9 _/ O% t1 k(DEWIZ). An ADIZ over the coastal waters of the 2 i% S8 g7 S, {0 o YState of Alaska. / U/ c( }2 `( A4 B5 P/ y" U) A% ], Zd. Land-Based Air Defense Identification Zone.5 G5 w* S) x" T- Z1 k An ADIZ over U.S. metropolitan areas, which is; X7 m6 B. D* u+ j4 s activated and deactivated as needed, with dimen‐6 f j* B/ t0 H( o0 X+ P sions, activation dates and other relevant information " k3 c5 x9 b! u/ Udisseminated via NOTAM. + n! m! x, [) S- O6 @: ~4 ^ V& mNote:ADIZ locations and operating and flight plan % q8 v3 a. O+ ?: u N6 Arequirements for civil aircraft operations are speci‐9 O7 n- d# j( g) } fied in 14 CFR Part 99.5 L: a3 j! b0 J, B# Q/ V (Refer to AIM.) 6 p/ u8 a! Z0 q3 q1 d* \; zAIR NAVIGATION FACILITY- Any facility used1 R8 G3 F6 h& C3 X, p; H2 C# N in, available for use in, or designed for use in, aid of ) E- P+ @/ V: s, G, D* H3 D' ~air navigation, including landing areas, lights, any$ U3 X+ r5 N; Q. K6 {, c) f apparatus or equipment for disseminating weather ' z8 b& x7 v% K# O- V. zinformation, for signaling, for radio‐directional , A/ x/ s: G3 kfinding, or for radio or other electrical communica‐' ~8 x6 E4 W l9 z% B6 r tion, and any other structure or mechanism having a 3 w* L4 \0 Z$ D2 jsimilar purpose for guiding or controlling flight in the 7 U$ x6 w+ _( r) O; |9 ^air or the landing and takeoff of aircraft.2 \* t$ M, E1 t8 i (See NAVIGATIONAL AID.) 3 Z4 i2 ~+ y3 @ fAIR ROUTE SURVEILLANCE RADAR- Air route 2 T! C( B. P! O p Ktraffic control center (ARTCC) radar used primarily, ~0 v+ v! u, u. H k6 g$ I( A to detect and display an aircraft's position while en1 u+ T ]" Q; F$ L% x% ? route between terminal areas. The ARSR enables 7 M5 v7 |1 j. \; econtrollers to provide radar air traffic control service; J# W/ ^( e4 a; d' o2 ~3 a when aircraft are within the ARSR coverage. In some) j$ X- x+ g! b* W) G instances, ARSR may enable an ARTCC to provide* K% P' u0 b5 M! V7 L% Z terminal radar services similar to but usually more + t0 Z( N0 j" U7 a* Ulimited than those provided by a radar approach: I: n. [0 D6 F# X9 ^1 v control. 6 y3 H1 ^! {6 f+ T0 X5 fAIR ROUTE TRAFFIC CONTROL CENTER- A, [, r- s+ w0 S) O& {$ L" m- W4 \ facility established to provide air traffic control + D9 F9 ]7 D/ `% d2 a" iservice to aircraft operating on IFR flight plans6 ^5 V0 z7 i4 X$ Y within controlled airspace and principally during the* p& s3 o1 h7 r: t6 K2 ] en route phase of flight. When equipment capabilities # v5 g: X0 ]6 b% E4 S! C3 v( o: I* B7 gand controller workload permit, certain advisory/as‐1 ? P* L0 f# {; \5 O sistance services may be provided to VFR aircraft./ X7 h' G1 N+ M* E9 H8 z j8 Q (See EN ROUTE AIR TRAFFIC CONTROL/ N4 C1 h9 X4 ?) j% o# f$ n, q SERVICES.) 3 c8 I! o) j3 ?7 K8 H7 _$ }: L, ~(Refer to AIM.) " C5 _: D% Q/ I @+ N1 rAIR TAXI- Used to describe a helicopter/VTOL - Y# |, z& T( { H# W) `, W# p. caircraft movement conducted above the surface but 2 i( i. N7 z, G1 w; u" gnormally not above 100 feet AGL. The aircraft may 7 C& X7 M0 i' D- k0 e6 jproceed either via hover taxi or flight at speeds more7 P& N0 f g! Z/ s& V9 _1 ` than 20 knots. The pilot is solely responsible for 1 \' M$ z4 Y4 p' w) _; I1 Gselecting a safe airspeed/altitude for the operation 6 V) t% n0 R5 w2 e9 @4 qbeing conducted. 6 m/ h4 F+ \9 r(See HOVER TAXI.)+ X0 ?. w3 g$ H( h( Z, o2 j (Refer to AIM.) + _( V9 L! Y1 X: k3 vPilot/Controller Glossary 7/31/08 3 u$ l- P* Z7 |: z" k4 Q9 sPilot/Controller Glossary 2/14/08 9 I2 v$ ]# E( ?2 y: Q; g3 APCG A-5& t5 A2 V k6 R0 N' B7 w3 X! | AIR TRAFFIC- Aircraft operating in the air or on an / K B6 D" b$ _& l5 P1 Qairport surface, exclusive of loading ramps and 4 E7 t a& I4 lparking areas./ S1 E0 {6 W/ q! W F# L: n (See ICAO term AIR TRAFFIC.): m- C% f4 K1 s; ^ AIR TRAFFIC [ICAO]- All aircraft in flight or * s3 k, k/ G# y7 L; Q& ?operating on the maneuvering area of an aerodrome. , a+ w' \; R% Z2 s. F1 X1 F. gAIR TRAFFIC CLEARANCE- An authorization by* s7 N/ t) v# z0 [, Q+ d$ Z, J7 B9 V% W air traffic control for the purpose of preventing! M7 j* V7 l& O# {7 Y collision between known aircraft, for an aircraft to % l5 ]2 }- e( b: z0 `: h. x; Yproceed under specified traffic conditions within4 m. }% Y s0 T9 N6 J( O& s controlled airspace. The pilot‐in‐command of an 0 j" ? n" m; W; k$ }5 aaircraft may not deviate from the provisions of a $ I \% u6 o7 Xvisual flight rules (VFR) or instrument flight rules 8 g& H0 a/ S9 b8 g; e s! K(IFR) air traffic clearance except in an emergency or; Q+ T. ~1 U( ^% M% D unless an amended clearance has been obtained.' `9 b' h# d2 }: O o Additionally, the pilot may request a different + |" Z7 t5 z4 e0 t+ jclearance from that which has been issued by air + `" W! P! Q! Y( Ptraffic control (ATC) if information available to the 3 Y; v6 O" O! Q0 {8 {pilot makes another course of action more practicable3 n K c6 I2 x8 D9 h# A or if aircraft equipment limitations or company* g( X+ h1 b4 p1 g8 U/ O/ X procedures forbid compliance with the clearance & M) e( ]6 x4 z3 @. b" pissued. Pilots may also request clarification or " k1 y7 Y0 X! c8 ]amendment, as appropriate, any time a clearance is5 y' t3 C) ?2 d" | not fully understood, or considered unacceptable" R0 H, j% K, E4 ]) P4 b. M3 e, V because of safety of flight. Controllers should, in$ {) H7 D9 i- @5 V+ r4 P such instances and to the extent of operational' k1 p: q* d- a% Y) A8 g! H3 X! i practicality and safety, honor the pilot's request.' B& x, p0 N1 |6 q! P5 e+ @ 14 CFR Part 91.3(a) states: “The pilot in command5 g' F ]% s9 r/ {5 F' J, E) q of an aircraft is directly responsible for, and is the , A; R& q1 z+ P; dfinal authority as to, the operation of that aircraft.” $ p M# e, w% O1 ZTHE PILOT IS RESPONSIBLE TO REQUEST AN 1 Q) [, o8 H; nAMENDED CLEARANCE if ATC issues a 2 J; t: }/ U Y# ]clearance that would cause a pilot to deviate from a 6 B3 _$ D; C( P: yrule or regulation, or in the pilot's opinion, would & S E* B+ r1 J7 x3 eplace the aircraft in jeopardy.! M+ u- p& Y2 K* x ]6 S (See ATC INSTRUCTIONS.)* Y+ T3 p6 A: F! B7 \+ T$ ?" D (See ICAO term AIR TRAFFIC CONTROL! u% t# X: Y$ S1 f8 P6 { CLEARANCE.)& r$ R1 |* D% A; `) U/ K AIR TRAFFIC CONTROL- A service operated by U x, A2 u8 H) i" j. Gappropriate authority to promote the safe, orderly and 8 I$ {. W: Z: A+ p3 N, bexpeditious flow of air traffic.; I5 X( A0 ~; C! { (See ICAO term AIR TRAFFIC CONTROL + ?8 T( d% c4 ~SERVICE.): ^* j0 Q2 e5 l. P0 a" E9 O AIR TRAFFIC CONTROL CLEARANCE [ICAO]- 9 h' U/ {5 }& S! @, W) U; AAuthorization for an aircraft to proceed under / z- a( r% c# ?8 jconditions specified by an air traffic control unit. 8 s, k& T+ x9 \Note 1:For convenience, the term air traffic control : @( W3 q/ h4 H( w! X0 kclearance is frequently abbreviated to clearance 2 {# n! u' G. \5 ewhen used in appropriate contexts. 0 R& ?- g/ z% VNote 2:The abbreviated term clearance may be5 B) Y8 Y# q2 ^4 D& H7 M prefixed by the words taxi, takeoff, departure, en # C- A( Y# D5 a# g% F4 t7 [* d: W- _route, approach or landing to indicate the particular% f/ `# A' b5 g4 V3 q( U/ g& I portion of flight to which the air traffic control clear‐( t, |& M' u, X$ a; {8 m( q ance relates.5 B) W, U/ @/ T, x, D) Y* {' J AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.)% s: ?1 E! r' [/ F0 W AIR TRAFFIC CONTROL SERVICE [ICAO]- A 7 H' {; e+ [2 i: hservice provided for the purpose of: 5 n6 g) Q. ` S% w9 e1 h& ha. reventing collisions:* `5 m e3 @5 P9 N* B- D/ b 1. Between aircraft; and 2 N: X6 Y. [ c/ F3 a2. On the maneuvering area between aircraft. {- M8 d% J- w- L& `( z. v! w and obstructions. y: o% e, j9 U+ Jb. Expediting and maintaining an orderly flow of p( m. N: u2 s, V/ v# [air traffic.* Y" B: g8 w' W, ^: o4 }7 ~! D AIR TRAFFIC CONTROL SPECIALIST- A person. Q3 h* [" S t$ Q) C authorized to provide air traffic control service. & j3 f* H7 H7 e& k2 ~5 l0 g(See AIR TRAFFIC CONTROL.) v7 }' f b" i (See FLIGHT SERVICE STATION.)) v g' e4 t2 ~- b (See ICAO term CONTROLLER.)0 s$ L+ q. f$ e: c! n# D AIR TRAFFIC CONTROL SYSTEM COMMAND 6 l5 V" m/ e& _# |CENTER (ATCSCC) - An Air Traffic Tactical ( W; W/ `' h+ K2 C6 W3 pOperations facility responsible for monitoring and ; h) Q: X4 k1 H, `1 jmanaging the flow of air traffic throughout the NAS,7 K; T) q! l. e. F producing a safe, orderly, and expeditious flow of3 D: x# D0 d: D traffic while minimizing delays. The following3 U8 k }+ b' Q0 U* x functions are located at the ATCSCC: 2 v q, o- b. ^7 P8 Da. Central Altitude Reservation Function # I- l7 d1 M [6 d; L(CARF). Responsible for coordinating, planning, 5 _/ f8 x0 l* }. zand approving special user requirements under the 6 ~$ @% S0 s5 C* ^" ZAltitude Reservation (ALTRV) concept. P. u: M9 L* ^(See ALTITUDE RESERVATION.)8 J, C# r: ?& Z. {3 j b. Airport Reservation Office (ARO). # F3 V2 r7 ?8 X1 f/ D( k5 m- ^Responsible for approving IFR flights at designated 0 m- s# i# r9 a/ m) U% U4 |- ]high density traffic airports (John F. Kennedy, o) e! l6 p: s# h6 ] LaGuardia, and Ronald Reagan Washington ' B: \+ X! p' U1 r7 y* M7 pNational) during specified hours.4 B% b, M) b, [) c( Z (Refer to 14 CFR Part 93.) + F- \! |; n& U/ @* ?6 x8 P(Refer to AIRPORT/FACILITY DIRECTORY.)# w U0 @( C0 W8 R% ^8 [ 7/31/08 Pilot/Controller Glossary $ ?; W! U4 R4 q5 y. d( U2/14/08% f Q7 ` L3 }2 c6 ` PCG A-6/ N: x& B! V S6 w3 V$ N: E* r/ Q c. U.S. Notice to Airmen (NOTAM) Office. # q2 W8 R+ ?' V6 f$ ?Responsible for collecting, maintaining, and distrib‐/ k3 [; A. L) f1 T' N, K' e uting NOTAMs for the U.S. civilian and military, as. H( \3 [0 g' T, ]; R8 C9 r well as international aviation communities.% ~2 A: f' |( C/ b! T (See NOTICE TO AIRMEN.) + ]+ U) ?5 q) J0 d0 x( U6 |d. Weather Unit. Monitor all aspects of weather8 n9 M, `, }2 N- A( W. p& g, }7 M for the U.S. that might affect aviation including cloud7 }6 i! H6 o% ~* t9 x cover, visibility, winds, precipitation, thunderstorms, # R# E" x6 N& _icing, turbulence, and more. Provide forecasts based Q3 ~- ^/ z i/ v% H# I on observations and on discussions with meteorolo‐ ; R4 \2 O/ }2 [. s; Lgists from various National Weather Service offices, $ E. j; H9 L7 y) p" JFAA facilities, airlines, and private weather services. ^& K- Z* U. k AIR TRAFFIC SERVICE- A generic term meaning:1 i% X* N' K0 | a. Flight Information Service. " W0 Z6 M( \: F9 {5 d8 jb. Alerting Service. 4 \8 N& z& B$ y" T3 F( Qc. Air Traffic Advisory Service.) h6 {/ X6 h, ^! |$ v+ o0 \9 ?+ b d. Air Traffic Control Service: |2 l# G# \$ [* P$ ]1 |1 t# V 1. Area Control Service, 9 w D Y; U4 g, U) j) k2. Approach Control Service, or j/ g2 L6 D! j+ e7 l" T 3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The1 \# ?' M% p/ h& Y- i term “ATS Route” is a generic term that includes ]8 A' C$ O* Q+ v1 a4 G- E“VOR Federal airways,” “colored Federal airways,”# l) i# `- i: n( \( u “jet routes,” and “RNAV routes.” The term “ATS: W- B! o. d# F: t8 g# D route” does not replace these more familiar route 3 m% C: H s, Qnames, but serves only as an overall title when listing0 L; Q7 V2 ~; C9 U: @* o1 k the types of routes that comprise the United States' h4 i8 G: L+ C! p* s9 t* z route structure. ' \2 Y% p, P! A) M# cAIRBORNE DELAY- Amount of delay to be- d! y8 w+ |) x0 o1 b I encountered in airborne holding.: L; U7 ?! |( J3 r' C" Y- f AIRCRAFT- Device(s) that are used or intended to ) q" e: \! d+ fbe used for flight in the air, and when used in air traffic : k+ o) G- s8 mcontrol terminology, may include the flight crew.3 N2 ~$ D, i& X P$ L9 ^ (See ICAO term AIRCRAFT.) 2 H' {$ s* P, [/ l" C9 LAIRCRAFT [ICAO]- Any machine that can derive 0 l' D9 C* v/ A4 h0 Q3 {6 ksupport in the atmosphere from the reactions of the air; C8 \. P- Q9 Y. t- [& v other than the reactions of the air against the earth's . Z/ C$ {' J* \ b# q+ r% n' V( A$ xsurface. 2 k, a+ r; q& L+ tAIRCRAFT APPROACH CATEGORY- A / e9 {4 {; X' Q4 vgrouping of aircraft based on a speed of 1.3 times the! T0 T% `+ E& K* D# ]0 H stall speed in the landing configuration at maximum 5 W. p! G7 G3 O( Mgross landing weight. An aircraft must fit in only one 7 S+ A t F* O7 { F% J" b& Kcategory. If it is necessary to maneuver at speeds in$ M! S+ ]1 c( d9 a2 z excess of the upper limit of a speed range for a 7 d2 `* `, `! j6 H# Y, |category, the minimums for the category for that 7 {6 M! h4 Z5 S& O; |. Nspeed must be used. For example, an aircraft which 7 V$ e4 |8 E' Y1 g3 W! r# }8 Yfalls in Category A, but is circling to land at a speed4 _. E$ g9 @. V; |6 y0 E in excess of 91 knots, must use the approach3 p Y, R# _, r7 d7 q CategoryB minimums when circling to land. The 7 c& Y$ Y# D- X2 wcategories are as follows: , R# z, c% ]9 d6 O4 Ia. Category A- Speed less than 91 knots. : Q L, ]; G, z+ y6 ?/ Ob. Category B- Speed 91 knots or more but less& d/ M' x- ~! c9 N" F. K than 121 knots. 1 w, q6 y# M+ qc. Category C- Speed 121 knots or more but less0 l/ i1 f2 a% s/ i/ D1 G; B, g than 141 knots., C& N( k+ u& K- C0 t9 v. `3 E: V d. Category D- Speed 141 knots or more but less: ~0 i0 l) i0 I, g5 N( q# E) |$ w than 166 knots.: n% G% s- j( `5 F8 T c* ~8 d e. Category E- Speed 166 knots or more. 5 ~7 m( \- i0 {(Refer to 14 CFR Part 97.) 2 H8 f2 { c Q0 x% Y& h% \AIRCRAFT CLASSES- For the purposes of Wake : z5 g0 p3 H& M0 a6 a7 J+ P9 }& |Turbulence Separation Minima, ATC classifies* ?* k2 B% ?% L* @: Z c aircraft as Heavy, Large, and Small as follows: ( `. K1 a* _& Q; ], [& _0 }a. Heavy- Aircraft capable of takeoff weights of - _5 f2 p4 C/ a$ _, s7 Tmore than 255,000 pounds whether or not they are) j+ [6 \- |6 m9 |, f/ ?+ y, ~& S operating at this weight during a particular phase of ?* Y8 E. v+ r( Sflight.& l' f& } `- Y6 s3 d b. Large- Aircraft of more than 41,000 pounds, Q/ L9 L! b l4 P. Y4 l+ zmaximum certificated takeoff weight, up to 255,000 3 A+ ?* z P# z+ ]& _pounds.# t* S) e' C6 x1 U6 o c. Small- Aircraft of 41,000 pounds or less 0 f5 j# Q3 D+ ^3 i1 Pmaximum certificated takeoff weight. - w9 E% Y! p" V, Y4 _. S @2 D; o(Refer to AIM.) : b) W. L% E. A2 [AIRCRAFT CONFLICT- Predicted conflict, within 3 s, r+ ?- N% B6 f& C X8 J6 V( j1 [URET, of two aircraft, or between aircraft and% b, a0 X4 v9 G; ?/ j4 s airspace. A Red alert is used for conflicts when the * j; r! e0 z& C+ k% ?3 Y$ t: p! ^predicted minimum separation is 5 nautical miles or. v0 u5 M2 T, h1 M+ u# o b less. A Yellow alert is used when the predicted& k. L1 M$ S/ n! P$ y% g minimum separation is between 5 and approximately 8 I$ k# ^+ ~' Z: @12 nautical miles. A Blue alert is used for conflicts$ h& G8 ]; [; N5 w) Q between an aircraft and predefined airspace. + B( X- h) p& v' a( _3 U(See USER REQUEST EVALUATION TOOL.) 7 @' a) v6 Q2 cAIRCRAFT LIST (ACL)- A view available with7 P0 w% D8 g% d- x URET that lists aircraft currently in or predicted to be " O9 b% L; n4 W2 k/ _/ {8 h9 w+ Oin a particular sector's airspace. The view contains5 G$ H3 @% B& n6 N textual flight data information in line format and may 0 k* p& |' k# a- l; w. G5 h) j9 j* obe sorted into various orders based on the specific 8 [/ Q7 f! _! G& nneeds of the sector team./ T; d- X1 I' y (See USER REQUEST EVALUATION TOOL.)% Q+ G l2 G6 S( v0 @+ H$ j) G AIRCRAFT SURGE LAUNCH AND 6 b* u. R- s1 B% {+ K* eRECOVERY- Procedures used at USAF bases to - _; Y8 o# @6 D6 y4 j! u: s4 sprovide increased launch and recovery rates in ; C2 I2 M# a9 w0 [4 G4 vinstrument flight rules conditions. ASLAR is based m7 k `) J0 X' _7 h2 c3 O. n on: 5 ?& g8 s9 o: V/ iPilot/Controller Glossary 7/31/08+ p, w( x! J0 M' z1 W Pilot/Controller Glossary 2/14/08; G& j; r w8 p$ x3 i PCG A-7% a" ~4 v# f5 V7 s2 i! V: }& i a. Reduced separation between aircraft which is$ }% m' i4 I& K. e3 G- ]# K based on time or distance. Standard arrival separation 1 P& o4 C5 i- B5 f) G+ G9 ?! Mapplies between participants including multiple 9 D" i2 X- C2 _# _' uflights until the DRAG point. The DRAG point is a / E0 v; w7 O% L) `4 M) w3 X* K) D; vpublished location on an ASLAR approach where * F9 Q& c2 y: ^# B1 Paircraft landing second in a formation slows to a 9 a L+ j5 n+ x: m2 j& Hpredetermined airspeed. The DRAG point is the+ Z+ H! h1 z0 c reference point at which MARSA applies as3 `# n: ], Q, y. @* ]" c3 P expanding elements effect separation within a flight. h0 S3 l2 Y9 f, S' g: f& x. n or between subsequent participating flights.) W7 a7 `0 N$ U- m% b; m) Y b. ASLAR procedures shall be covered in a Letter + k& v U1 a' N D% {) {, G% [( Qof Agreement between the responsible USAF % _) n+ _' l: F5 Bmilitary ATC facility and the concerned Federal' F$ H% V+ U8 K8 p Aviation Administration facility. Initial Approach! Z7 b! ?0 o) w+ H8 g Fix spacing requirements are normally addressed as# Y8 j/ K P! o4 d ?9 e7 p a minimum.) s- ^$ Z; G$ }/ \ AIRMEN'S METEOROLOGICAL; I" N/ V: Y3 c INFORMATION(See AIRMET.) 1 {! }2 ~4 v% lAIRMET- In‐flight weather advisories issued only: o' Q+ ~8 T t I6 m) V9 l to amend the area forecast concerning weather 6 m' Y3 c1 F; k* m+ hphenomena which are of operational interest to all ( y4 m- e/ I; ]. k8 ~8 p6 N. [aircraft and potentially hazardous to aircraft having 9 D; Y( C8 v3 J: J( p; J9 xlimited capability because of lack of equipment,, L/ {. w. ]6 C7 o7 D instrumentation, or pilot qualifications. AIRMETs; x* z: g6 U& @2 R5 C P2 t concern weather of less severity than that covered by / }2 J# Z4 P0 i* qSIGMETs or Convective SIGMETs. AIRMETs! ?7 \1 \% V2 U cover moderate icing, moderate turbulence, sustained" c2 g* ?. q3 J winds of 30 knots or more at the surface, widespread 7 O6 N1 h2 h# T) s& b6 s2 bareas of ceilings less than 1,000 feet and/or visibility ; ^$ U% s. g7 X5 M. M6 k; Aless than 3 miles, and extensive mountain: a/ F5 A" s: |" A2 R8 x# u% { obscurement. 9 [6 ~- O7 x$ {. I6 `1 F9 v/ L& N(See AWW.) 2 w- B0 f" l8 `$ y% q(See CONVECTIVE SIGMET.)8 ]3 G1 m" }" M& j (See CWA.) ( F# R' T1 Q% S% Q(See SIGMET.) + O% k7 n- k2 y5 c1 j(Refer to AIM.) / w8 W2 Z% G+ f' h- f8 K' ~AIRPORT- An area on land or water that is used or , F& a# d8 b$ ?* ^intended to be used for the landing and takeoff of ' K w5 ?3 i6 G$ h8 f. U' L. naircraft and includes its buildings and facilities, if( D; S8 n. L/ J I- \" P any. + _4 P6 J, I& o& {# _2 [; v' n( ?AIRPORT ADVISORY AREA- The area within ten & q, Z, o5 k- j; B7 Ymiles of an airport without a control tower or where ) c9 R& Z7 Y0 V& wthe tower is not in operation, and on which a Flight 1 j) N, K5 O! h5 NService Station is located. ) S0 d8 f, R5 e(See LOCAL AIRPORT ADVISORY.) v0 Y3 X' k" i- l) ~ (Refer to AIM.) 5 L' s6 L3 d2 @) q# j) o$ XAIRPORT ARRIVAL RATE (AAR)- A dynamic6 a/ _+ f- i: s8 I9 ~ input parameter specifying the number of arriving, a! V# J2 c# V5 ~ aircraft which an airport or airspace can accept from * O: w- f; C8 rthe ARTCC per hour. The AAR is used to calculate" t$ n8 ]$ ?- v* G7 ^ the desired interval between successive arrival ! M. X' Z! a0 ^* xaircraft. . g O5 s. V: F! J, h0 cAIRPORT DEPARTURE RATE (ADR)- A dynamic3 R2 d v$ r) E; X2 v/ v parameter specifying the number of aircraft which0 f% q% B: Y% n/ E$ |& J; s can depart an airport and the airspace can accept per: C' ]* ]: Z, \7 a" M hour.

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AIRPORT ELEVATION- The highest point of an$ ?5 x0 k+ x/ C$ E( d9 q airport's usable runways measured in feet from mean 3 Q, }, N2 [* Rsea level., a/ X$ m3 G6 J! { (See TOUCHDOWN ZONE ELEVATION.)$ d+ P9 s3 m1 i, ~( z (See ICAO term AERODROME ELEVATION.)5 g0 k5 p. z3 Q, d AIRPORT/FACILITY DIRECTORY- A publication. K! C/ c) }9 w6 C$ `! R designed primarily as a pilot's operational manual ' r/ o) S( V2 f: R$ ?containing all airports, seaplane bases, and heliports 7 Q2 F: g* U4 M1 _' d' zopen to the public including communications data,' v# r& G; I1 O; u) ^( P A navigational facilities, and certain special notices and 4 o* s3 a- V# J( Z$ Fprocedures. This publication is issued in seven ! @: K) r( @% Wvolumes according to geographical area.8 |" R. z' b5 Y; P% P& l+ L AIRPORT LIGHTING- Various lighting aids that" `% r: R" N$ W may be installed on an airport. Types of airport( v/ M# r& \ P' E. f lighting include:, w7 C* p# x& _+ S# u a. Approach Light System (ALS)- An airport ; j: _# l$ ]$ `1 slighting facility which provides visual guidance to, f5 Q( v' F9 w3 j landing aircraft by radiating light beam s in a 9 T4 M0 d, p9 bdirectional pattern by which the pilot aligns the; o# b f6 M( S8 C' a3 A aircraft with the extended centerline of the runway on4 {, P& G% U& ~8 k his/her final approach for landing. Condenser‐' |: m1 F/ S5 u! f Discharge Sequential Flashing Lights/Sequenced ( l) t* ?7 A: C: w5 g& E! pFlashing Lights may be installed in conjunction with ( d6 G4 ] m$ l7 H5 nthe ALS at some airports. Types of Approach Light 2 u5 r% [& v/ }3 uSystems are:. ]. @5 } @. H; a7 N ` 1. ALSF‐1- Approach Light System with " X7 q' d# m- s) j1 ~# gSequenced Flashing Lights in ILS Cat‐I configura‐ 7 c2 ~! [+ }* s. c( n f' J2 y& qtion.6 f0 m- f3 I) \ 2. ALSF‐2- Approach Light System with9 q2 X P" q# Y9 |4 A& l/ M Sequenced Flashing Lights in ILS Cat‐II configura‐ & j( X; I7 }! O5 V% Otion. The ALSF‐2 may operate as an SSALR when7 y4 T5 J2 F/ E weather conditions permit.$ ^; K0 B9 X! j( i& ~1 k 3. SSALF- Simplified Short Approach Light/ C8 P0 u5 v& n9 _$ O) j9 \9 h1 f System with Sequenced Flashing Lights." A. m: U' j" o4 A _ 4. SSALR- Simplified Short Approach Light% r" p( J# _9 z# b System with Runway Alignment Indicator Lights." U6 i, G0 F r2 F' s! n 5. MALSF- Medium Intensity Approach Light2 {, f+ C0 {- p) m1 p System with Sequenced Flashing Lights.0 j+ a4 B6 b5 B5 I4 K- O7 f 7/31/08 Pilot/Controller Glossary' o3 i) e2 X) g+ w; z0 t3 q 2/14/08 & X/ I: o5 T- E6 J+ ~% jPCG A-8 : w% c# g. z2 g s6. MALSR- Medium Intensity Approach Light - ^7 F1 x. p0 y2 RSystem with Runway Alignment Indicator Lights., |- F' ~: U; N4 Y8 n 7. LDIN- Lead‐in‐light system- Consists of2 o" P, [. h5 I9 V- j" V one or more series of flashing lights installed at or' T1 S) @+ h/ p near ground level that provides positive visual 9 X8 H; m# C8 J, N$ ^guidance along an approach path, either curving or2 X% S& v1 O0 o9 k* Y straight, where special problems exist with hazardous. F* S3 e& r. H* n terrain, obstructions, or noise abatement procedures.+ M' j( r: j2 T 8. RAIL- Runway Alignment Indicator Lights- 2 d1 A% w. z ~9 Q: P9 NSequenced Flashing Lights which are installed only . K7 o9 t& A" `# r# k. N( Qin combination with other light systems.. ~( t3 D A! V, M* n+ W 9. ODALS- Omnidirectional Approach Light‐/ G1 j R8 R6 X2 y- t/ M ing System consists of seven omnidirectional. r: M5 T& w6 B! X flashing lights located in the approach area of a1 I) @8 k ]6 s$ `* V nonprecision runway. Five lights are located on the+ ^6 a6 g- B9 d u9 F4 @ runway centerline extended with the first light 8 z- b f5 B) rlocated 300 feet from the threshold and extending at 8 ] S' Z) R0 aequal intervals up to 1,500 feet from the threshold. ; `" `+ ~. h' V3 V5 D( {The other two lights are located, one on each side of# ^5 F0 d& I4 c9 z5 N G# g! i7 u. a the runway threshold, at a lateral distance of 40 feet" m$ e" x2 Y/ r from the runway edge, or 75 feet from the runway * F6 j$ N! [3 y. c8 wedge when installed on a runway equipped with a 3 n' b" t' c ?$ ^8 N; w1 tVASI.; {, w1 m+ A5 k (Refer to FAAO JO 6850.2, VISUAL GUIDANCE3 q, P. G! f9 x& U" R8 F [, B LIGHTING SYSTEMS.) 2 \; x: n0 }8 Fb. Runway Lights/Runway Edge Lights- Lights : Z, w4 C& Y( b# O7 G$ K2 Bhaving a prescribed angle of emission used to define 6 q+ ^! u9 O# a* G2 l6 fthe lateral limits of a runway. Runway lights are6 d8 K2 d) t6 A2 f1 H) V uniformly spaced at intervals of approximately 200& | h3 O! y, I( t1 ^0 I feet, and the intensity may be controlled or preset.$ E( t$ c" o. P" s c. Touchdown Zone Lighting- Two rows of 3 N4 ?9 s. u- E7 p/ a4 m2 ?transverse light bars located symmetrically about the 8 A4 Q" _6 G! O, K9 zrunway centerline normally at 100 foot intervals. The / j3 G/ c# d0 D; {, \3 Q0 Dbasic system extends 3,000 feet along the runway. , Z$ k6 s' {1 i. N8 c4 b8 td. Runway Centerline Lighting- Flush centerline % `2 x( j& d( o6 U% @5 Nlights spaced at 50‐foot intervals beginning 75 feet & Q* _# m" V& s* M* d5 ffrom the landing threshold and extending to within 75# U3 _# X5 q N: X& H" f feet of the opposite end of the runway.1 T8 W' b% k2 J. X, z9 b8 n* ^- E ~ e. Threshold Lights- Fixed green lights arranged ' D; I* o, m; m' X7 E/ T+ W( w1 i5 @symmetrically left and right of the runway centerline, o5 q9 c! @6 u6 B$ |; T0 o8 Kidentifying the runway threshold. $ g) F: W; {/ Z. h/ bf. Runway End Identifier Lights (REIL)- Two3 [# E# b ?& q- n+ X+ [/ t) P* A+ E& l synchronized flashing lights, one on each side of the: _0 {" y2 r$ [/ I% V0 }0 K" D5 R runway threshold, which provide rapid and positive ; N2 [: v, o9 @& x. c- Midentification of the approach end of a particular Y. P z8 h. r+ {/ B! `runway.# u4 O3 N# g' F x& E g. Visual Approach Slope Indicator (VASI)- An : L( [0 M% L- k5 {, Zairport lighting facility providing vertical visual ; d3 B6 `" s5 {2 fapproach slope guidance to aircraft during approach ; p' X7 f2 `7 ~4 ~to landing by radiating a directional pattern of high 5 j9 p7 D/ A3 pintensity red and white focused light beams which) `' T3 F9 C# M! s! H indicate to the pilot that he/she is “on path” if he/she # ~# Z9 b, W% u$ }( \/ C( [- X( Osees red/white, “above path” if white/white, and 1 I9 [9 |# y9 H9 I- Y“below path” if red/red. Some airports serving large9 {3 x5 T$ @4 D/ X& \3 L aircraft have three‐bar VASIs which provide two ; n& }# E6 a5 M5 xvisual glide paths to the same runway. / o$ u/ P& V k. {h. recision Approach Path Indicator (PAPI)- An6 t0 d& Y6 b6 d* R ?/ z* J airport lighting facility, similar to VASI, providing - C4 r# q: C0 H6 @( T* E$ d4 c* Yvertical approach slope guidance to aircraft during 6 ] p/ b: ~8 japproach to landing. PAPIs consist of a single row of + C) Z$ a- i' n, Veither two or four lights, normally installed on the left' G! Z6 n/ m* `2 m' n6 N side of the runway, and have an effective visual range( b* C9 }( n f; u$ c' r( L of about 5 miles during the day and up to 20 miles at 4 U9 b% Y1 m( R- z7 h% Nnight. PAPIs radiate a directional pattern of high8 z) ]" O! \! Q! n intensity red and white focused light beams which 5 S4 I( o. y, M+ sindicate that the pilot is “on path” if the pilot sees an7 \. z) ` D2 ]- i2 ] [7 x equal number of white lights and red lights, with 6 J! _5 ?# ]6 Nwhite to the left of the red; “above path” if the pilot $ s, `( K7 s7 P" s. v) {sees more white than red lights; and “below path” if " w2 u! J* E% o) H. [0 e7 sthe pilot sees more red than white lights. 1 e& E7 s- j. ~! K* k. |& s* Zi. Boundary Lights- Lights defining the perimeter % P3 a0 B1 L6 |- r# r1 Z! W8 oof an airport or landing area.* i7 x* O2 h, m (Refer to AIM.). g: @7 |% m& c% D2 {& x! a$ l AIRPORT MARKING AIDS- Markings used on' d6 g. s9 d. c {6 W5 O) K runway and taxiway surfaces to identify a specific ; z! m1 u4 c- P6 C6 W& Drunway, a runway threshold, a centerline, a hold line, p! U& `' ]: u$ |) N: V; w& N5 l/ { etc. A runway should be marked in accordance with/ Y5 n2 U1 N! V" D" ]4 p4 E- s9 C its present usage such as:8 s4 `' W2 x! E' L. k1 { a. Visual.( O; r4 M) ~3 p' |, ` b. Nonprecision instrument. 1 L% l1 \1 w* O4 \6 A& h5 J7 V; wc. recision instrument.. O- `6 l& Y% T1 o (Refer to AIM.)0 L& Y5 y/ n1 j0 N$ l+ H AIR PORT REFERENCE POINT (ARP)- The * [- X% y U5 e& v. tapproximate geometric center of all usable runway7 m4 ^- J; Z" V" l* F surfaces.2 ]! |1 h. y2 [$ z& p, d AIRPORT RESERVATION OFFICE- Office re‐ 9 {; F3 e2 v& n, } gsponsible for monitoring the operation of the high0 s0 r! o6 |' R' O; _ density rule. Receives and processes requests for $ E& j/ p; V. Y) hIFR-operations at high density traffic airports.8 R& `& I( r0 e- F AIRPORT ROTATING BEACON- A visual: a/ u8 r5 P# M. ^ NAVAID operated at many airports. At civil airports,4 Z: b, L7 P5 Z+ _ m. [# s4 Q2 n alternating white and green flashes indicate the & E! F2 N8 m8 J# E/ _. jlocation of the airport. At military airports, the% ^ C5 \( k/ n$ M( T' j beacons flash alternately white and green, but are 9 A, @3 G6 g2 GPilot/Controller Glossary 7/31/08: M, o# @9 b' \ Pilot/Controller Glossary 2/14/08 6 y8 Q8 s5 u/ z' KPCG A-9 # O z3 K( T/ v' d8 f& H0 o. Tdifferentiated from civil beacons by dualpeaked (two% ~9 b( n t, o6 M* y quick) white flashes between the green flashes. J9 C3 s l& g7 r( Z, b* w& X' `(See INSTRUMENT FLIGHT RULES.) 4 r0 V+ ~+ Y5 ~# @' g0 W+ @% I3 r(See SPECIAL VFR OPERATIONS.) ; W& j8 Y1 F; q. _! p$ ?9 p' k(See ICAO term AERODROME BEACON.): I" S7 i, Z' a7 K C (Refer to AIM.)9 Q& y G! k \( T/ B( Y AIRPORT STREAM FILTER (ASF)- An on/off7 ^ E! r& O: l/ x' V! D filter that allows the conflict notification function to 8 T1 u/ b( n0 ]) v% K1 U8 Fbe inhibited for arrival streams into single or multiple 9 a, I8 P; a/ d# M! H0 l; Zairports to prevent nuisance alerts. % L. t3 Z6 h" O$ [8 z. w4 zAIRPORT SURFACE DETECTION EQUIPMENT+ ]# l6 ?5 V' w- X6 t (ASDE)- Surveillance equipment specifically de‐9 J& T: f7 n P' g' S- P signed to detect aircraft, vehicular traffic, and other" O" q) n h2 @) F, V7 Z' {) p. ` objects, on the surface of an airport, and to present the0 E! G: s) B; ?8 M+ |& W, w6 H image on a tower display. Used to augment visual4 I9 s! q, E! t% Y7 y observation by tower personnel of aircraft and/or / v) D$ E1 g% E- D2 k" D7 Kvehicular movements on runways and taxiways. " |; i1 H+ d( V% u7 G; l& _( _9 S) V2 CThere are three ASDE systems deployed in the NAS:! R) v* \0 P& M3 j a. ASDE-3- a Surface Movement Radar. - f5 i) O3 o: s3 V1 Fb. ASDE-X- a system that uses a X-band Surface. J2 n- v: k4 b( ?# A* r7 U5 i Movement Radar and multilateration. Data from9 n' S$ L/ h, _" B1 U- U# ~, {8 j these two sources are fused and presented on a digital % y- b/ T; @4 r' T2 K) x9 B0 v- |display.0 d/ W7 A! c. g8 z c. ASDE-3X- an ASDE-X system that uses the ) Z" Q) A( _* X6 h( [3 \5 p0 s1 RASDE-3 Surface Movement Radar. & e- v& w) s. N" SAIRPORT SURVEILLANCE RADAR- Approach * I$ N# x( K6 G7 Q4 K* h( _3 Ccontrol radar used to detect and display an aircraft's" K) H" Z1 `4 c; a) [5 @/ O$ D9 ^ position in the terminal area. ASR provides range and; @& m j( j, F8 r8 ?/ w, N azimuth information but does not provide elevation ( z/ M! x) x4 Kdata. Coverage of the ASR can extend up to 60 miles.+ s; c! ]0 ?. d! ]3 L( N& o AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.)0 F( S) v- B7 H: A# k5 T% l AIRPORT TRAFFIC CONTROL SERVICE- A ) J5 A, k5 P" Z2 Mservice provided by a control tower for aircraft* Y5 Z: R6 V$ | operating on the movement area and in the vicinity of & b/ a6 B' a9 V2 r/ H' B! }an airport. d- n% m# f* Y8 n% v2 J (See MOVEMENT AREA.) 1 W U2 B% x: Y" Q(See TOWER.) ( q! P! p5 @ i3 f(See ICAO term AERODROME CONTROL 2 K/ r4 R+ q1 Y. S) ~; K' q$ Q; mSERVICE.) / n: I) q. U) p0 uAIRPORT TRAFFIC CONTROL TOWER(See TOWER.)+ f" C: k5 H$ j- x: D AIRSPACE CONFLICT- Predicted conflict of an; j5 W% |( O- k) m aircraft and active Special Activity Airspace (SAA). 7 D; O6 G1 H1 u8 h% ~+ ?8 oAIRSPACE FLOW PROGRAM (AFP)- AFP is a/ Q. [. v7 Q x7 w( _ Traffic Management (TM) process administered by; b/ N* N* ]* ^9 t% |( i0 | the Air Traffic Control System Command Center: g7 F9 K0 R$ |! ~/ q (ATCSCC) where aircraft are assigned an Expect 8 }4 S- \+ e, P4 h+ N& b$ o2 p: eDeparture Clearance Time (EDCT) in order to) h! e" c, R0 S5 T" ^) S" O2 N manage capacity and demand for a specific area of the+ B5 r# h w# S) j. t1 P- e! i5 s National Airspace System (NAS). The purpose of the 4 u4 M% A$ z# pprogram is to mitigate the effects of en route: I( [# D+ s; |# Q- C constraints. It is a flexible program and may be+ \; l& C, ]: u9 R$ g3 l. W implemented in various forms depending upon the# O" L& \8 t7 q needs of the air traffic system. 3 b! Q/ l7 n d, q0 L U' iAIRSPACE HIERARCHY- Within the airspace M& v! q, B" w1 w6 u# ^) ^7 s+ W classes, there is a hierarchy and, in the event of an, W. x6 S2 z9 {) |0 u; J+ } overlap of airspace: Class A preempts Class B, Class( M2 Y% R, X6 D4 q$ J4 s2 E! n B preempts Class C, Class C preempts Class D, Class 1 V& g( r5 S1 I, f# A7 w, {D preempts Class E, and Class E preempts Class G. # f/ i8 [. c: n' P' ^% J* D/ s$ eAIRSPEED- The speed of an aircraft relative to its 0 F0 {* K: c9 f' S- h) Usurrounding air mass. The unqualified term1 }$ H- x4 k5 R" G “airspeed” means one of the following: : w8 _+ X; I! [& ~+ Na. Indicated Airspeed- The speed shown on the & i j( ?7 g# X5 X# v5 M( G! daircraft airspeed indicator. This is the speed used in + P7 ]- ~* G; j. l/ {7 w/ s. apilot/controller communications under the general- U. ]8 [5 O' D& k term “airspeed.”/ {& g* n* j) E5 Q# s; z (Refer to 14 CFR Part 1.) 6 H% |8 E. x! E' x# P/ U$ I9 cb. True Airspeed- The airspeed of an aircraft ; w( X, y& h; {% f0 ]$ vrelative to undisturbed air. Used primarily in flight ) N4 |3 k, }, x+ ]! Uplanning and en route portion of flight. When used in , W9 d7 A( ^, `% [- `" hpilot/controller communications, it is referred to as 3 ~9 q: M: {# I* t0 R5 p9 `: r“true airspeed” and not shortened to “airspeed.”- m, t, E. ~, R+ G AIRSTART- The starting of an aircraft engine while# Z6 { r' q0 E2 R5 G0 _2 V2 ? the aircraft is airborne, preceded by engine shutdown. i: ?9 R0 \. N1 j4 {3 v during training flights or by actual engine failure. $ V# b8 x# Y/ Y# r8 `AIRWAY- A Class E airspace area established in the' Q6 H5 A6 v( Y& o form of a corridor, the centerline of which is defined & b; w3 O! M9 z6 T s& j! Lby radio navigational aids. $ D, R: ^" i, j8 g; r1 j" ]7 o( z(See FEDERAL AIRWAYS.)* j; W0 n4 t. G% v (See ICAO term AIRWAY.) ! j7 s( p5 w* p% D9 Z(Refer to 14 CFR Part 71.) $ p9 b8 F* i* d' a0 a(Refer to AIM.) $ r0 w4 Y3 H: I1 U5 U/ ]1 M, w4 e7 vAIRWAY [ICAO]- A control area or portion thereof' H% D) ^- c+ b9 d established in the form of corridor equipped with 7 j5 |2 e4 o# R5 |radio navigational aids.: Z1 `% a% `5 i8 u AIRWAY BEACON- Used to mark airway segments 8 B* Q1 w4 s8 M) r" u* q7 y, ^in remote mountain areas. The light flashes Morse * W" x" d; H# l% v* B6 LCode to identify the beacon site. 2 O! z" G' Q, }: E3 ~4 o1 a* {(Refer to AIM.) + {/ j* ~3 |) e5 UAIT(See AUTOMATED INFORMATION9 J0 _4 [6 D5 R/ p4 i6 r9 K4 c) y TRANSFER.) 8 u: }1 d7 d# z7 x. S7/31/08 Pilot/Controller Glossary. _9 u* T. a2 |* j: S/ _* C) M 2/14/085 K% J7 d' s4 ]$ c1 e PCG A-10 2 K4 r h# a! L! ?ALERFA (Alert Phase) [ICAO]- A situation wherein: s% @4 h; I4 ]: M5 H apprehension exists as to the safety of an aircraft and ) H" B+ i0 U0 t' {& k& |& kits occupants. : V4 H: I* e1 C1 SALERT- A notification to a position that there 3 v/ X( r8 B u' Nis an aircraft‐to‐aircraft or aircraft‐to‐airspace 4 ~, h$ @1 E! C$ Y; O O. Econflict, as detected by Automated Problem + o* q' X+ s' X6 z" Q g9 O/ PDetection (APD). I" k: a9 [! A, S' g! T ALERT AREA(See SPECIAL USE AIRSPACE.) % k8 ^0 p1 V: ~- [! }" TALERT NOTICE- A request originated by a flight4 @! E6 s( F2 ^1 A! w5 A service station (FSS) or an air route traffic control . L# v. X# ~ l# Hcenter (ARTCC) for an extensive communication 7 J5 V' B# o: s- K9 \, rsearch for overdue, unreported, or missing aircraft. 9 f7 j! y) ?; L% j1 g3 j* {ALERTING SERVICE- A service provided to notify # X8 ]& E3 t! w0 I5 }appropriate organizations regarding aircraft in need " K# ^4 v$ H# R! w8 |, c4 I7 Q' |of search and rescue aid and assist such organizations / L4 h+ N" G/ Q W( Mas required.' t. k9 d1 r$ v5 B& |, d& ^ ALNOT(See ALERT NOTICE.) : F* O( G g( E" O% ]% [( qALONG-TRACK DISTANCE (ATD)- The distance% {$ W5 {6 n0 f# H measured from a point‐in‐space by systems using # M/ A0 S. z; G) r0 Harea navigation reference capabilities that are not 1 m+ p3 ~; N( V+ n) [subject to slant range errors. " t$ |5 g8 c6 Q2 mALPHANUMERIC DISPLAY- Letters and numer‐ C# V: L# n8 G7 \3 k Z Nals used to show identification, altitude, beacon code, a6 u& s' b$ l* N' C- C9 Y; ?. ^ and other information concerning a target on a radar * g* o) C) s' u; |" L( B. Fdisplay. - H: a" o% l4 o- e- o/ { _% S(See AUTOMATED RADAR TERMINAL 6 A e& C* X# C- \) ISYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐ " z4 `' T O# s: Idrome to which an aircraft may proceed when it0 P+ R: l/ M2 q) R- g U6 ~. c becomes either impossible or inadvisable to proceed; G: `: e0 s% P; L* \8 C; m to or to land at the aerodrome of intended landing. ! i. }0 S, ^* |$ nNote:The aerodrome from which a flight departs ; w& H9 N+ @! D0 `may also be an en‐route or a destination alternate9 }" x* W: m- }) k* L( l+ m aerodrome for the flight. * h7 ~ k, [0 L3 HALTERNATE AIRPORT- An airport at which an" [9 [( |' X+ P: l0 R) M aircraft may land if a landing at the intended airport ' z: F% D' i( a9 g0 k) lbecomes inadvisable. ?3 s: q& x4 I& s: ~ (See ICAO term ALTERNATE AERODROME.) 2 S" ?5 s9 N1 A ]ALTIMETER SETTING- The barometric pressure+ R" H2 B$ l' a- [' z reading used to adjust a pressure altimeter for. ?( }9 p. j9 i2 E6 l# Q3 }$ j A variations in existing atmospheric pressure or to the* x' p- p! `. R+ w6 ` z5 \ standard altimeter setting (29.92). 3 w" [ }: [7 P% c9 Q+ a(Refer to 14 CFR Part 91.)8 n1 [6 J' k& {: d; L' X' {& `# k (Refer to AIM.) - @) u9 @* Z b1 c9 i2 i2 dALTITUDE- The height of a level, point, or object 0 ]7 j8 i. W7 w% `measured in feet Above Ground Level (AGL) or from ( r' {* h0 w8 d0 h0 p. }& @) M5 NMean Sea Level (MSL). # H) P8 s& z# o5 Y(See FLIGHT LEVEL.) 4 s5 k; @9 C& W. @2 x. ka. MSL Altitude- Altitude expressed in feet3 [ h F! K" b measured from mean sea level.4 A* x8 b2 r: V6 Y b. AGL Altitude- Altitude expressed in feet$ V& @) H. h4 N9 D- U measured above ground level. 8 G* j, B9 l' a' S3 f rc. Indicated Altitude- The altitude as shown by an 2 c3 h9 b; i7 Z% n) ~) H9 Valtimeter. On a pressure or barometric altimeter it is 2 J! M1 e, n" ?2 Ialtitude as shown uncorrected for instrument error& w. @# l: d! m9 f: ^' X8 {9 A and uncompensated for variation from standard+ e, T: M" |* r/ e6 ~: L0 Z# R0 V' M atmospheric conditions. + ~! l6 G0 {( ^. v' L% [(See ICAO term ALTITUDE.) : I& P' G$ k7 q, q+ T/ WALTITUDE [ICAO]- The vertical distance of a level,3 O# [8 t+ }+ N% N# | a point or an object considered as a point, measured 8 b6 k* c- X0 O ~& Lfrom mean sea level (MSL).5 N3 }2 Q/ h" @) j* l5 a d ALTITUDE READOUT- An aircraft's altitude,6 N. B0 x5 S+ T" R# N; F) I transmitted via the Mode C transponder feature, that6 y; r! [; E6 x' o- i: @ is visually displayed in 100‐foot increments on a( z T/ B3 p, e8 h* H% | radar scope having readout capability. / r2 M" R9 q# H8 ^2 d& {- {(See ALPHANUMERIC DISPLAY.)+ F n- n6 s! N# I- Z (See AUTOMATED RADAR TERMINAL" L4 ? s9 ^! ?9 m) h) q SYSTEMS.)" t% i0 ~- g( w! \ (Refer to AIM.) $ J; J+ T4 J0 @# A! }) aALTITUDE RESERVATION- Airspace utilization1 ]/ j3 E2 D H P* Q/ ~ under prescribed conditions normally employed for ( T+ k6 f- h: Dthe mass movement of aircraft or other special user 5 M/ m# Z2 q: D8 k6 _0 orequirem ents which cannot otherwise be+ t& a; K. f0 x2 C accomplished. ALTRVs are approved by the8 ?6 g' v. D- G" \+ v appropriate FAA facility.6 G1 ^. P/ I H/ s" ], C7 C (See AIR TRAFFIC CONTROL SYSTEM ! S4 C" b" n' @$ s5 V; FCOMMAND CENTER.)4 w/ t" |, ^! u( e- a- E5 m @0 l ALTITUDE RESTRICTION- An altitude or alti‐ " c7 x$ i" c/ I7 X# i8 j% e; Ptudes, stated in the order flown, which are to be / H( I; S; F8 \. ^/ `3 amaintained until reaching a specific point or time. & O. o( x: E7 @% R3 U3 |* \Altitude restrictions may be issued by ATC due to( j7 y' J7 g$ w+ e+ W- T traffic, terrain, or other airspace considerations. 5 ^: b! M' K5 K1 e4 VALTITUDE RESTRICTIONS ARE CANCELED- ' ^, d& Z4 @* i8 n/ m, PAdherence to previously imposed altitude restric‐ / l6 c0 z/ L* }. a% _, Utions is no longer required during a climb or descent. ( B0 t5 @7 k4 J" ~" c9 p+ L+ dALTRV(See ALTITUDE RESERVATION.)- ^& @3 W; Z9 s9 w4 S AMVER(See AUTOMATED MUTUAL‐ASSISTANCE% ?+ ?+ B4 R/ s3 u VESSEL RESCUE SYSTEM.)+ I% k& J* b+ w APB(See AUTOMATED PROBLEM DETECTION, k4 @; Z# @" Q" @ BOUNDARY.)/ c1 V" k+ m9 x( s9 ~6 b7 b- q* y' b Pilot/Controller Glossary 7/31/08 ( l) h/ p0 v$ Y3 {4 rPilot/Controller Glossary 2/14/08 8 D0 F* h4 o5 Y$ `3 `$ _: ~PCG A-11 ; r5 U, P9 }. DAPD(See AUTOMATED PROBLEM DETECTION.)7 l6 N8 f% G! D: }9 z r APDIA(See AUTOMATED PROBLEM DETECTION& F: L" {0 x5 V% n INHIBITED AREA.) 5 I' _$ I& O R" J3 ?$ \8 c& q" b) cAPPROACH CLEARANCE- Authorization by * H# v( F' u0 W8 yATC for a pilot to conduct an instrument approach." x# i1 P/ Q9 @% u k1 y. O* j The type of instrument approach for which a3 d# }& r2 S, B+ z. N m4 [ clearance and other pertinent information is provided2 m5 B0 E8 c9 g in the approach clearance when required., M! R' q( |$ Q- {4 |. u3 I: l$ n+ t (See CLEARED APPROACH.) + c1 p+ r* h8 Q, u: _) i# g! w(See INSTRUMENT APPROACH$ ?! n8 ]' f2 V) [4 y PROCEDURE.)8 ^ j6 _: S. w2 T S (Refer to AIM.) 4 A( q% W4 c; B2 S9 Q0 O0 L+ r. s: Q(Refer to 14 CFR Part 91.) {( }5 @# @: s7 P6 g. U8 k APPROACH CONTROL FACILITY- A terminal # O5 X8 P+ x& V. |ATC facility that provides approach control service in+ b3 j6 J: z: `7 A& U. `- k a terminal area. 8 U8 k8 r* w/ D; E0 M+ {(See APPROACH CONTROL SERVICE.) ( o, [) n5 w$ S* q, j* _(See RADAR APPROACH CONTROL7 c2 j0 a$ r- p8 K% m) A" p/ M FACILITY.)6 m w( L! N8 y* K$ } APPROACH CONTROL SERVICE- Air traffic - Y+ U) p5 `3 C* h3 R0 \control service provided by an approach control( p& E; M/ S0 F, R3 R facility for arriving and departing VFR/IFR aircraft ; l4 R: p$ E/ f9 U1 N% Band, on occasion, en route aircraft. At some airports - g* s; t; Q7 L8 Gnot served by an approach control facility, the K% I& |* c9 u; N4 j6 eARTCC provides limited approach control service. ( U, `- V; U6 M7 s(See ICAO term APPROACH CONTROL " m6 l, V( L) G. A5 v- H7 KSERVICE.) ' n$ B5 R" ?* P( D9 t9 D(Refer to AIM.) ) P1 x& u. O" U d6 {$ bAPPROACH CONTROL SERVICE [ICAO]- Air 1 i" C; F+ a6 D. b$ M5 `! ytraffic control service for arriving or departing : E1 z4 {, j K; |controlled flights. 5 b% o' K" q6 pAPPROACH GATE- An imaginary point used& H/ o& R* `, b( ~- ] within ATC as a basis for vectoring aircraft to the! ?- u# j0 u) S3 M final approach course. The gate will be established m- t2 f J# q6 U5 ?9 k along the final approach course 1 mile from the final % U4 ]8 c1 w1 a4 m( mapproach fix on the side away from the airport and) C0 h% y6 p3 J. }& B3 ^' v! } will be no closer than 5 miles from the landing R0 ^/ m2 k3 T5 [: ]threshold. % b4 Q" G# `0 e8 R/ aAPPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.)3 S9 a) `" J1 _$ Q( S# T APPROACH SEQUENCE- The order in which/ g, ?# x* _, H+ e% e* J/ q aircraft are positioned while on approach or awaiting 8 t" ]8 T& w# y8 Mapproach clearance.# [- _" ^9 b& Q X( C3 q2 f; h (See LANDING SEQUENCE.)2 f; _9 e2 v. @- M- y (See ICAO term APPROACH SEQUENCE.) 5 D* a4 _! I, L+ [APPROACH SEQUENCE [ICAO]- The order in 6 J6 W7 [9 _) O9 ]& D0 Swhich two or more aircraft are cleared to approach to 0 v5 N3 w w; O: `( x; hland at the aerodrome.5 L0 F- p: a/ _9 n; Z* E$ b0 @ APPROACH SPEED- The recommended speed$ M" E; k+ ]+ |; v! S s contained in aircraft manuals used by pilots when' C: I- S/ j) e" }% q8 T making an approach to landing. This speed will vary& a/ K) P$ t+ W) C for different segments of an approach as well as for( s4 c& i: ]* d+ A# l V" ~ aircraft weight and configuration.9 r0 Y+ J" l. g APPROPRIATE ATS AUTHORITY [ICAO]- The ) ~ [0 U( r2 f' c# Xrelevant authority designated by the State responsible% |; D! i ?9 d% }/ F0 o v for providing air traffic services in the airspace 2 O8 L! V/ [9 X d) O% i! T# b: Cconcerned. In the United States, the “appropriate ATS ( m0 n* y5 ^& d5 j! ~5 R2 Wauthority” is the Program Director for Air Traffic + Y4 h- S2 K$ r, U8 m8 KPlanning and Procedures, ATP‐1.7 e+ l$ e! i8 [. D6 |4 l& F APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant , j' C; L0 g) q2 L6 X# aauthority is the State of Registry." `0 g/ b: a! u, N5 T/ x% D b. Regarding flight over other than the high seas:9 v5 q2 p( }2 a4 y0 | the relevant authority is the State having sovereignty2 e, `3 S! J! H: x N& x over the territory being overflown." F0 n% |( \7 `; ^( Y1 z" d' w APPROPRIATE OBSTACLE CLEARANCE 8 ~5 J" H9 Y# y6 d" r5 ~7 e% ^MINIMUM ALTITUDE- Any of the following:1 B. N# l" j& k3 d( |+ z (See MINIMUM EN ROUTE IFR ALTITUDE.)8 }% r9 E1 g+ p7 U0 p2 Z (See MINIMUM IFR ALTITUDE.), j4 f% W: b- r u (See MINIMUM OBSTRUCTION CLEARANCE * M8 u0 w3 {9 }5 z9 G" I2 z+ t9 vALTITUDE.) # Y7 S; u+ h6 j$ ?& H% ?- p(See MINIMUM VECTORING ALTITUDE.) + ^2 E3 D: L5 B7 G3 QAPPROPRIATE TERRAIN CLEARANCE 0 y# A; t5 H1 @- c- V5 FMINIMUM ALTITUDE- Any of the following: 9 s# |* L+ p @( r: s# v(See MINIMUM EN ROUTE IFR ALTITUDE.) ( K5 Q: B1 z' t& f(See MINIMUM IFR ALTITUDE.) 9 P# x' x' U; h7 ]2 A: X" ^(See MINIMUM OBSTRUCTION CLEARANCE - q0 M+ O, q! }2 pALTITUDE.)! k' n$ s0 @) m1 M# G' c+ k (See MINIMUM VECTORING ALTITUDE.) * Y5 W1 K( v8 V: p& _# KAPRON- A defined area on an airport or heliport ) ~& p& i1 F. hintended to accommodate aircraft for purposes of $ j- ~' P# p6 d1 w8 X( mloading or unloading passengers or cargo, refueling, 5 N i% P5 f- ], p& H+ P: jparking, or maintenance. With regard to seaplanes, a 6 P. p8 z$ D$ [, S& Oramp is used for access to the apron from the water. ( z5 ~) N8 J) q3 e: J7 t(See ICAO term APRON.)$ E( z1 c) \# n {& V5 K/ G) ^ APRON [IC AO]- A defined area, on a land+ X5 I3 F+ \* m2 `! u& ^5 } aerodrome, intended to accommodate aircraft for 9 J w0 N7 Z9 w$ cpurposes of loading or unloading passengers, mail or 8 O1 k/ w, j. [! @3 |3 kcargo, refueling, parking or maintenance.7 E5 t& Q0 P( g5 Q9 D ARC- The track over the ground of an aircraft flying. s" Y+ A7 B. t+ f) c6 r at a constant distance from a navigational aid by 8 T! v# J' ?- s0 m: ireference to distance measuring equipment (DME). * T7 x# [# Q5 n7/31/08 Pilot/Controller Glossary0 j! B5 T* u/ ^( L* A 2/14/08& W% U9 q4 u- {# b! i PCG A-12 Z8 p3 m8 o3 V& `0 oAREA CONTROL CENTER [ICAO]- An air traffic @. P9 U9 n* r$ hcontrol facility primarily responsible for ATC1 J5 r# ]. c# k- F services being provided IFR aircraft during the en$ a8 T$ v' l j" ]4 C8 g2 s route phase of flight. The U.S. equivalent facility is 0 d) a0 J: c, S. m7 k) zan air route traffic control center (ARTCC). 9 @ K+ B5 c; M2 x: a1 ~7 KAREA NAVIGATION- Area Navigation (RNAV) ; B" D5 ?! D+ b: s5 @7 m5 `provides enhanced navigational capability to the 8 i+ [8 R7 y9 g Dpilot. RNAV equipment can compute the airplane5 c* f0 V4 q* Y# } position, actual track and ground speed and then& R( O; m$ ]1 l% t( t provide meaningful information relative to a route of 0 w- H+ i5 j+ k2 @7 V9 z$ Vflight selected by the pilot. Typical equipment will $ i7 N; L& D1 A1 u- O/ [( ^- gprovide the pilot with distance, time, bearing and * F$ j1 @" r! t' J9 G8 t1 Dcrosstrack error relative to the selected “TO” or# q- Z1 A0 j0 [& c5 ^; t- P* h “active” waypoint and the selected route. Several- k7 w# l! X0 p0 [+ y( U# g$ ? distinctly different navigational systems with+ i" y4 X5 d6 a% q different navigational performance characteristics 8 @4 I8 X, D9 lare capable of providing area navigational functions.7 H3 v. q3 p1 h/ q7 q- u( U$ [8 y! G Present day RNAV includes INS, LORAN, VOR/ 2 m+ ^; ]6 K2 h: M( o* |' L* z4 @DME, and GPS systems. Modern multi‐sensor 7 e+ [# I) D8 s- R* j, d4 t" Usystems can integrate one or more of the above% k7 g: f+ M8 g) c B5 k systems to provide a more accurate and reliable " J/ a! z" j B2 }, T9 @navigational system. Due to the different levels of# v+ q- M# m+ c; g; w- Y performance, area navigational capabilities can E2 }" ^$ D7 u6 \. a6 d* H satisfy different levels of required navigational ) ]% {/ R- h9 A. |+ {/ x c& lperformance (RNP). The major types of equipment, _2 Y- m! Z h1 M0 P3 I are: 4 s4 f' ]# E) A$ X; Ka. VORTAC referenced or Course Line Computer ' ~8 N8 s0 Q1 ~0 t/ C$ w(CLC) systems, which account for the greatest- u$ ]2 S- f4 n ^) l" }* ? number of RNAV units in use. To function, the CLC x/ O6 h4 k) x' ~ must be within the service range of a VORTAC. 0 a- n% {/ K4 ?/ t) [+ x- I; ob. OMEGA/VLF, although two separate systems,& X: A& D+ ^9 @' W; L can be considered as one operationally. A long‐range8 O# I: C2 d1 J5 ~$ e) C# }9 q navigation system based upon Very Low Frequency * r2 a, K: Y2 {. j) ]8 @% ]radio signals transmitted from a total of 17 stations # c2 b% L& k, D6 d7 { e& R8 Uworldwide.% X: }( ~3 Y* H& Y, [$ [ c. Inertial (INS) systems, which are totally ! a5 N I+ l1 D. w1 D9 \ @self‐contained and require no information from 5 G& z `6 v, C5 b/ E# z; kexternal references. They provide aircraft position : @; J: Y4 `* s( p2 O0 x3 M& I; y8 hand navigation information in response to signals& M8 ~! q, Z1 A9 c' C# p7 ~ resulting from inertial effects on components within' U5 @+ I8 }5 \) ^ I! W* a7 L/ V the system.1 K2 C& e4 i P+ b2 ] d. MLS Area Navigation (MLS/RNAV), which 7 L& I% N; t' T7 j/ A7 Uprovides area navigation with reference to an MLS % N! M4 I2 t8 y) Rground facility.! L* ~' d1 n: r X e. LORAN‐C is a long‐range radio navigation7 O6 \5 l: ~; P+ H; f9 S system that uses ground waves transmitted at low4 a, i" n0 @0 v& u frequency to provide user position information at! J' L0 h, V: b; ^9 h) j2 o2 q ranges of up to 600 to 1,200 nautical miles at both en5 d. h. ?1 k4 X5 r* i route and approach altitudes. The usable signal& J( C3 i" x( N: u: f6 _' H coverage areas are determined by the signal‐to‐noise 8 W5 t" Z0 a: t$ ~! [! ^0 e+ B; v7 ?5 Vratio, the envelope‐to‐cycle difference, and the , p# S- b* j! ageometric relationship between the positions of the l; }- C* G8 w user and the transmitting stations. : r% U* ]! `4 g- X. }6 j0 Tf. GPS is a space‐base radio positioning, 4 c/ A, T* e6 W7 qnavigation, and time‐transfer system. The system 0 _8 Q0 ?& C! P% bprovides highly accurate position and velocity; l9 g p1 p" Y information, and precise time, on a continuous global ' O6 V2 ]5 n! f$ ?$ h) h2 ]basis, to an unlimited number of properly equipped5 d! Y5 K2 @7 x$ M- u' x, s users. The system is unaffected by weather, and 9 k) l7 G0 s: |+ Fprovides a worldwide common grid reference , ^! Q8 h6 r' a& |' I4 gsystem. ' ^# t/ S( g1 y, c6 i8 S(See ICAO term AREA NAVIGATION.) 6 P# q v8 @" }% n: IAREA NAVIGATION [IC AO]- A method of; w/ N' ^" l. [. B b navigation which permits aircraft operation on any 4 U" k2 E' w0 V- c$ @desired flight path within the coverage of station‐. p6 w$ e+ J f referenced navigation aids or within the limits of the # a9 o7 s ]4 M5 ^( Ccapability of self‐contained aids, or a combination of . F3 s4 N( z- h4 D* p. gthese.$ A0 t: ^3 o) x- U AREA NAVIGATION (RNAV) APPROACH+ ?% D% n% I2 q6 o CONFIGURATION: ; @6 E: K+ N3 \, c: K& ja. STANDARD T- An RNAV approach whose2 ]- Z) J5 A |, J+ i5 Z2 m design allows direct flight to any one of three initial ; W- x' O2 b. f( ]/ japproach fixes (IAF) and eliminates the need for , y. b# V2 F: N8 c0 gprocedure turns. The standard design is to align the9 M1 _8 G: M' i procedure on the extended centerline with the missed. O; O' ~( e9 c) K! n6 Z. [! V approach point (MAP) at the runway threshold, the . T* w; G0 |: o# s* c& nfinal approach fix (FAF), and the initial approach/ ' m' q1 P3 w, X. S% s3 C3 ~* zintermediate fix (IAF/IF). The other two IAFs will be( f. c @4 X( B+ A% n established perpendicular to the IF.5 t/ G& f' V! X3 d' ] b. MODIFIED T- An RNAV approach design for , t j* P6 a- gsingle or multiple runways where terrain or/ c! f0 a5 o1 E: F1 p+ L& @+ Z" I operational constraints do not allow for the standard3 y/ `. H! |) F. U5 l" |: r9 O T. The “T” may be modified by increasing or+ }* u7 D ~# ] decreasing the angle from the corner IAF(s) to the IF ! y. v2 g& H; n+ g* Uor by eliminating one or both corner IAFs.. ]! W$ j% R+ `- o c. STANDARD I- An RNAV approach design for : _- D) A( s1 F" v5 i, `# ta single runway with both corner IAFs eliminated.1 S% G+ D* b' K4 Y/ q Course reversal or radar vectoring may be required at9 q- Q/ K6 z2 c' h5 m busy terminals with multiple runways. 7 T7 S' r+ a) G# f, L* B7 _6 h0 T" V5 Kd. TERMINAL ARRIVAL AREA (TAA)- The. M# D; D: `$ o7 d1 s8 d8 F TAA is controlled airspace established in conjunction: v( B, ~. m' n& g; B7 D with the Standard or Modified T and I RNAV' c& }3 T. P; P; G# y approach configurations. In the standard TAA, there ; Z8 N/ N; y0 m0 n0 v$ f0 f3 Sare three areas: straight‐in, left base, and right base.0 e7 S. G* U2 M The arc boundaries of the three areas of the TAA are * E8 e" L2 @6 z# Z4 hpublished portions of the approach and allow aircraft) K' h7 V+ E# T% { to transition from the en route structure direct to the 3 b6 L8 O1 ?$ G) H/ u' Mnearest IAF. TAAs will also eliminate or reduce ) V! {" W* y/ N8 w! FPilot/Controller Glossary 7/31/08* W# ^0 Q7 `5 R+ Z* z+ H r Pilot/Controller Glossary 2/14/08 v0 u2 I. L8 n8 W H. x PCG A-13 : k" ]2 f' s" j" B4 i' Lfeeder routes, departure extensions, and procedure # w) I! s) T+ g. r. ^turns or course reversal.0 v9 C2 }# R+ q9 y: d1 M; l/ i 1. STRAIGHT‐IN AREA- A 30NM arc* d F* J5 l' I centered on the IF bounded by a straight line 5 z) ^9 C# `/ ]4 l, I6 }extending through the IF perpendicular to the( R! m: I$ A+ Q intermediate course. 3 ^" V+ g* A9 y' {2. LEFT BASE AREA- A 30NM arc centered 5 G1 b+ n' H) ^* D Won the right corner IAF. The area shares a boundary ' A8 W: \ F$ ^" Gwith the straight‐in area except that it extends out for6 x3 B6 P, D+ ^8 b6 L" s 30NM from the IAF and is bounded on the other side" Z( k& d# d R0 x4 | by a line extending from the IF through the FAF to the. s6 A; P1 }, ]2 O2 P$ J arc. " B# L$ a9 J L3 }3. RIGHT BASE AREA- A 30NM arc centered) g3 P+ ]; A! D8 K on the left corner IAF. The area shares a boundary8 y: m V% W1 g9 ~+ V1 ~8 T with the straight‐in area except that it extends out for+ v) q0 O* X( h9 t/ N( e2 W8 Y# c 30NM from the IAF and is bounded on the other side , }/ W2 W1 [( `by a line extending from the IF through the FAF to the6 y7 p* O7 Y( P2 J- L, Q arc. * l8 V6 a8 C- S$ RARINC- An acronym for Aeronautical Radio, Inc.,- Y6 _! D; k$ d( I; _& ` a corporation largely owned by a group of airlines. 7 ]! V1 g) n3 m$ `3 v( d+ tARINC is licensed by the FCC as an aeronautical4 e9 O( h/ x0 N. `8 V7 Q/ [" P c station and contracted by the FAA to provide + l9 B" H- e) i2 C0 c! C* acommunications support for air traffic control and , F, f' M+ q+ e" `$ i/ |meteorological services in portions of international: Y( o# z) P: ^ M airspace. |" q E ~3 C. C4 t ARMY AVIATION FLIGHT INFORMATION # n* n" v$ G& ]1 N0 ~5 J0 u) q, I6 q* LBULLETIN- A bulletin that provides air operation 1 G4 g0 |% K) G# B0 Xdata covering Army, National Guard, and Army % k9 x, N* x; `Reserve aviation activities.9 ]* }7 b* z; H$ y, A ARO(See AIRPORT RESERVATION OFFICE.) 6 [. x/ B: V9 B1 l& TARRESTING SYSTEM- A safety device consisting* y3 x4 g3 `6 n) r5 \2 Y) T( N. l of two major components, namely, engaging or5 d, v% ^/ y% z. ~ catching devices and energy absorption devices for* \3 e: A9 M( d- l5 ~! g/ i the purpose of arresting both tailhook and/or 4 F7 s# b1 t% C, A- Jnontailhook‐equipped aircraft. It is used to prevent 5 j- b' U! B* s( _! m' A3 a7 Daircraft from overrunning runways when the aircraft * o5 l+ k8 |5 G4 d1 gcannot be stopped after landing or during aborted7 G4 q- n3 i5 p; v2 L takeoff. Arresting systems have various names; e.g.,0 n' j+ I. G8 p' L9 { arresting gear, hook device, wire barrier cable. 1 N' S8 U! W1 K P(See ABORT.); B# j, Y6 _& H5 t8 c. U (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 ! ~) E3 V8 L1 C) D" y7 Hgenerated program in hundredths of minutes based 3 ]6 G6 `% f \9 O, p, {" hupon the AAR. AAI is the desired optimum interval+ [# f: t1 T c, b2 e# [" I between successive arrival aircraft over the vertex.' a0 d6 H% G4 G! U! s, B ARRIVAL CENTER- The ARTCC having jurisdic‐ ! i$ m. N: n0 c/ Wtion for the impacted airport. * a3 P m+ G. ]$ {5 f( Q3 s7 lARRIVAL DELAY- A parameter which specifies a+ `. |5 S2 X( @% k! \# m period of time in which no aircraft will be metered for0 `: Y/ h- W1 k3 U: o+ X' w+ b arrival at the specified airport. 4 N; n( A F4 K/ C u8 RARRIVAL SECTOR- An operational control sector , |* V6 Z9 J2 s+ Fcontaining one or more meter fixes.% Q8 d' } @1 t: G& z/ N S+ a7 w ARRIVAL SECTOR ADVIS ORY LIS T- An , k6 U8 G: |+ Eordered list of data on arrivals displayed at the+ `1 Z. C5 g8 G9 Z+ ] PVD/MDM of the sector which controls the meter " Y1 g7 y8 {: ]( D9 T P8 G6 Xfix. 4 M# \2 r$ q7 u( M6 d( ZARRIVAL SEQUENCING PROGRAM- The auto‐ ' i3 I# w- d. Q! _- hmated program designed to assist in sequencing 9 D \* B a0 xaircraft destined for the same airport. 6 h; `/ [2 {$ ~- H: S5 G3 h$ wARRIVAL TIME- The time an aircraft touches down I/ W% R* e4 y/ U) Y- d8 Xon arrival.+ w" ` F# w Y8 V, f2 L ARSR(See AIR ROUTE SURVEILLANCE RADAR.)& N1 a' o+ T, }3 _4 r7 k9 ^' m ARTCC(See AIR ROUTE TRAFFIC CONTROL5 b* [# E7 O/ p+ j9 h CENTER.); j* J q; u0 k* R" | ARTS(See AUTOMATED RADAR TERMINAL; c/ w9 u" X5 J: b3 P3 W8 K SYSTEMS.)) r8 I* `# @# ^- o- a ASDA(See ACCELERATE‐STOP DISTANCE6 b J" P9 m. R; b* u6 J" X AVAILABLE.) 7 h& c9 c4 H" AASDA [ICAO]-* D" |+ x# n0 p6 K1 O0 a7 ~% z (See ICAO Term ACCELERATE‐STOP & ~& l; S( X4 n. ] Z- nDISTANCE AVAILABLE.) 8 b% Y. B! V+ m; hASDE(See AIRPORT SURFACE DETECTION + [$ O0 E; O, Z3 M% m% R5 CEQUIPMENT.)! e5 k) r- s- c ASF(See AIRPORT STREAM FILTER.); k6 I- m( q2 R9 l/ E/ F1 y+ w4 \) | ASLAR(See AIRCRAFT SURGE LAUNCH AND 0 y, v4 g& d2 M& j( M* ^( V1 Q- HRECOVERY.) ( g* ~" W; e; p* v1 I4 O( N' A# eASP(See ARRIVAL SEQUENCING PROGRAM.) # J; [. O5 `9 Z! M, H8 b/ lASR(See AIRPORT SURVEILLANCE RADAR.) 1 i1 Z- Z+ o0 K% A7 bASR APPROACH(See SURVEILLANCE APPROACH.) Y, ^! e) i8 ] P% ~, v! r3 n 7/31/08 Pilot/Controller Glossary" m. y4 H+ q$ D; |+ v/ K- N 2/14/08 0 G( J W+ i- q& s6 ^; VPCG A-14 ; S: e$ i. L$ t+ p0 n" LASSOCIATED- A radar target displaying a data % _; l' }% N" ~block with flight identification and altitude 0 f4 t7 Z- [. ninformation. s% p# y1 i' ?: d4 Q(See UNASSOCIATED.)& F4 z3 C- \) F1 K9 \/ a ATC(See AIR TRAFFIC CONTROL.) S7 p0 o4 Q- E U. r% P2 ?) x ATC ADVISES- Used to prefix a message of# |# {; F) f) L4 ^. D noncontrol information when it is relayed to an4 S8 C r2 g: w4 l' a! } aircraft by other than an air traffic controller.( o9 I# P1 m; N# U7 s% P( l7 C (See ADVISORY.) $ P7 h7 k }& t9 u" a0 H# dATC ASSIGNED AIRSPACE- Airspace of defined 0 w8 ]. I r8 }: C' _vertical/lateral limits, assigned by ATC, for the5 q4 t0 a6 }, t0 _ purpose of providing air traffic segregation between; x$ _" B: o- ?& q the specified activities being conducted within the( V: A3 |0 q7 d1 I assigned airspace and other IFR air traffic. & i3 M+ x. m5 r9 b1 U; U. j0 U(See SPECIAL USE AIRSPACE.)" S# G6 A0 j) @# Z0 _ ATC CLEARANCE(See AIR TRAFFIC CLEARANCE.)! p$ U6 g& p! q$ ~' x1 j ATC CLEARS- Used to prefix an ATC clearance 3 X1 C" }) E8 q9 h9 u3 |$ Xwhen it is relayed to an aircraft by other than an air: i% z) {( k' w5 d1 d traffic controller. 3 e# s z3 }( t' _" F* R0 ?8 {9 a( UATC INSTRUCTIONS- Directives issued by air E0 n: _0 C+ @* h4 e; h traffic control for the purpose of requiring a pilot to d' @0 |! P0 g4 m |) Q take specific actions; e.g., “Turn left heading two five ) s Z6 n/ B8 e6 y' zzero,” “Go around,” “Clear the runway.”& {! G' l" l: ^1 f3 |2 } (Refer to 14 CFR Part 91.) : Y% i5 t# }% W P9 rATC PREFERRED ROUTE NOTIFICATION- * O6 I: `$ f& i# w! X! u$ a5 YURET notification to the appropriate controller of the " w* N a! o, y* o4 rneed to determine if an ATC preferred route needs to + \3 H" p5 f4 l7 k% hbe applied, based on destination airport. . i/ ]3 Q) [/ x- ?. S7 E(See ROUTE ACTION NOTIFICATION.)$ v8 w4 \4 P/ O" d (See USER REQUEST EVALUATION TOOL.) J, r# i7 N* X! k$ {/ h J' H7 yATC PREFERRED ROUTES- Preferred routes that3 r8 v/ ?% Z0 \. \7 s are not automatically applied by Host.1 b- ^/ I" \7 i) S ATC REQUESTS- Used to prefix an ATC request4 N% O5 {/ |0 a when it is relayed to an aircraft by other than an air ' e& ~/ ^) X6 {6 v2 ?$ mtraffic controller. 6 A' o: E: c, X9 p- YATCAA(See ATC ASSIGNED AIRSPACE.)0 r/ _, Q# P2 |: S ATCRBS(See RADAR.)! R( D8 _" `. P6 k6 H5 C! l' E ATCSCC(See AIR TRAFFIC CONTROL SYSTEM: _' k' q* j' K COMMAND CENTER.)2 O$ G! V6 d t/ n ATCT(See TOWER.), T/ h% R0 U. ^) c, y2 P9 S2 Y ATD(See ALONG-TRACK DISTANCE.)3 f& B. z! ~3 \, \0 P0 [2 v+ u ATIS(See AUTOMATIC TERMINAL INFORMATION2 y$ {( f+ E7 {% j, }" _# R4 p SERVICE.)4 B' s% l+ z( `! L ATIS [ICAO]-3 X: L/ s# n5 B (See ICAO Term AUTOMATIC TERMINAL4 H, e3 j; Y+ Q$ b INFORMATION SERVICE.)8 \) B% X: y6 b( k7 X( v- ? ATS ROUTE [ICAO]- A specified route designed for ) c; t( n: |# O7 l% q/ cchannelling the flow of traffic as necessary for the 6 p: B" r4 B5 b6 Gprovision of air traffic services.: [( O) x3 O" A Note:The term “ATS Route” is used to mean vari‐* X3 ^- a( E0 |4 i, h ously, airway, advisory route, controlled or 6 e- `1 Z, k0 \uncontrolled route, arrival or departure, etc." S( s# J% c, c# j AUTOLAND APPROACH- An autoland approach0 q7 _) }( p" ^/ g% Z is a precision instrument approach to touchdown and, : V7 N% e) P% h, a B* |' M% Din some cases, through the landing rollout. An 8 H! B5 ~+ C& |; e. X5 E0 bautoland approach is performed by the aircraft, Q1 @& V/ C1 v autopilot which is receiving position information ) n. P v' y: [: U% zand/or steering commands from onboard navigation% x2 m' H4 m3 m equipment.1 b, |0 q$ W, Y5 R9 l" b3 K Note:Autoland and coupled approaches are flown" I6 _9 G- j. {/ { A/ z# [7 ` in VFR and IFR. It is common for carriers to require" t7 t% x& R( d their crews to fly coupled approaches and autoland , v5 X! a4 T# q5 ~( O/ G6 A) |approaches (if certified) when the weather condi‐ ! f3 e% h* k, y! R x, w5 n/ f6 F* ktions are less than approximately 4,000 RVR. 7 O; ^! F# v; ^(See COUPLED APPROACH.)- ^) a/ W3 y/ ]" r* K! K. [ `; q AUTOMATED INFORMATION TRANSFER- A 0 t U0 \* M! Iprecoordinated process, specifically defined in + O4 Z+ Z9 m" i. v" ]facility directives, during which a transfer of altitude+ x u- f, P( M6 E' Y control and/or radar identification is accomplished" z, ~$ ?5 n/ k; R7 v5 a without verbal coordination between controllers0 M* n! Z) A- `8 S# C using information communicated in a full data block.4 h: Z* X; F+ W" y AUTOMATED MUTUAL‐ASSISTANCE VESSEL ! Q! M# P) G& ?# B1 T. ^RESCUE SYSTEM- A facility which can deliver, in% p9 ~) N3 x5 e7 K* V a matter of minutes, a surface picture (SURPIC) of, A/ k O2 q+ ` vessels in the area of a potential or actual search and7 I6 S) T' U5 p2 J rescue incident, including their predicted positions " K3 W6 q9 y. m! Uand their characteristics.( }# V4 f$ n0 ^, y) [* V (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT ( P3 f/ g, C; ^: J3 ?; nCONTINGENCIES.) ( o* \5 A7 \9 ~) y, d9 LAUTOMATED PROBLEM DETECTION (APD)- 2 L. m. T" I% ]An Automation Processing capability that compares' J/ W: b% j- ?9 J5 q8 T3 R+ Q trajectories in order to predict conflicts. & g8 N9 { r1 P# ^Pilot/Controller Glossary 7/31/08* Y; m/ C) o3 \" [& e Pilot/Controller Glossary 2/14/08 7 e; Q" C* d: }9 pPCG A-159 o0 u1 ]# Z7 ?# h! G" {5 i6 B AUTOMATED PROBLEM DETECTION 6 y8 S* A* P! n+ E; d+ m& nBOUNDARY (APB)- The adapted distance beyond5 U1 G! R1 V3 f$ ]" ^1 V8 b3 V a facilities boundary defining the airspace within" Z( T& [: \0 T h which URET performs conflict detection. $ e- f( a+ {+ X) V4 ](See USER REQUEST EVALUATION TOOL.)% z+ @/ K) Z5 x% j3 @* e AUTOMATED PROBLEM DETECTION IN‐# V( A) b) @9 Z# t( R HIBITED AREA (APDIA)- Airspace surrounding a 4 u, ~+ c8 I" a; s) t& s$ Yterminal area within which APD is inhibited for all + a, ^+ M2 ^. X) L9 a2 D: b( Cflights within that airspace. + R2 r/ u4 b8 H/ z% ]AUTOMATED RADAR TERMINAL SYSTEMS % n2 G+ i! w- ]; m(ARTS)- A generic term for several tracking systems ) ?- @8 i" ?! J1 R3 C) \- zincluded in the Terminal Automation Systems (TAS).( I, J. g2 \2 w1 p& n- w ARTS plus a suffix roman numeral denotes a major+ S+ P# _* e% G- F; E" R modification to that system.' {/ W2 \( u8 j5 m4 S0 d- y: D' O a. ARTS IIIA. The Radar Tracking and Beacon6 T/ f( v; X) e( | Tracking Level (RT&BTL) of the modular,( h- d) y8 ?! j programmable automated radar terminal system.0 }& ^3 P j y9 v/ x$ ~5 u9 ? ARTS IIIA detects, tracks, and predicts primary as 0 V- [' o. l* z0 E- ?8 u8 _0 z; }& ~, G; Hwell as secondary radar‐derived aircraft targets. This & K! }1 G$ y/ t5 y) x$ r9 i( kmore sophisticated computer‐driven system up‐ 1 |5 H6 j+ p4 a/ E2 m5 Fgrades the existing ARTS III system by providing 9 _7 S2 q- d' A5 g1 simproved tracking, continuous data recording, and ' K8 k) o" r" qfail‐soft capabilities. 6 T3 P5 m+ ~! V1 g" O2 nb. Common ARTS. Includes ARTS IIE, ARTS8 i' P3 v0 @: _8 W6 N* s6 ?+ I IIIE; and ARTS IIIE with ACD (see DTAS) which/ ^- _& J, i5 X5 o# v combines functionalities of the previous ARTS . i* M7 ?, G9 C Ssystems. ! ?+ f1 _7 X8 A2 Qc. rogram mable Indicator Data Processor# G- k9 L" @- B9 G5 P# ~3 Y (P IDP). The PIDP is a modification to the& I5 W; y* v" m# H% ]$ J* W% Q4 i AN/TPX-42 interrogator system currently installed$ h7 b8 M- C3 Z8 W# b3 k in fixed RAPCONs. The PIDP detects, tracks, and) n! }- ] I( f x' z predicts secondary radar aircraft targets. These are 1 ~" p0 W9 X$ O/ t6 Vdisplayed by means of computer-generated symbols# R" Z8 F b8 A' f$ [$ ~+ ^ and alphanumeric characters depicting flight identifi‐ ' t. C! J _' R+ g, ccation, aircraft altitude, ground speed, and flight plan 0 `5 @2 [; c$ ~data. Although primary radar targets are not tracked, / }4 f9 ?8 y3 e7 Nthey are displayed coincident with the secondary ' O: K4 \& t: A; Iradar targets as well as with the other symbols and' ?& v* B& G/ g# \! O B: P/ d alphanumerics. The system has the capability of , {! _/ B& D. c3 c8 finterfacing with ARTCCs.* m. F$ ?9 U# Z4 i- S AUTOMATED WEATHER SYSTEM- Any of the. g7 Z6 {4 R: D automated weather sensor platforms that collect$ ~4 ^6 N" X* {1 P( U5 _ weather data at airports and disseminate the weather7 O/ ~. ~4 O2 H; u2 N; } information via radio and/or landline. The systems 3 I6 I1 @, ]* l7 ?4 g9 B! O, fcurrently consist of the Automated Surface Observ‐ 0 }1 a& z. z% X; C* h7 qing System (ASOS), Automated Weather Sensor O. X! F8 V- U+ Z$ vSystem (AWSS) and Automated Weather Observa‐ : J" d7 k3 Y( jtion System (AWOS).4 W) u" L+ c+ T/ _6 i& { AUTOMATED UNICOM- Provides completely! j' N9 @. A' ]! u; } automated weather, radio check capability and airport% W9 H2 F; X# @2 y- r advisory information on an Automated UNICOM 3 W. ~6 ^! ^0 i) E1 t# e1 I" A/ nsystem. These systems offer a variety of features, + b5 a1 |6 ^8 K+ D+ M4 Jtypically selectable by microphone clicks, on the3 R N5 z9 k' y: V! h" |- a% b UNICOM frequency. Availability will be published 0 {4 Y+ v+ Y. t6 a2 S' q- |4 lin the Airport/Facility Directory and approach charts. , s$ {( T6 y+ X3 @1 U4 m4 O( IAUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) 8 @9 }1 V8 [; E" w+ C, Q; |AUTOMATIC ALTITUDE REPORTING- That ; M/ i. v. F/ h+ G' \4 F: hfunction of a transponder which responds to Mode C6 H# R( J, J7 B interrogations by transmitting the aircraft's altitude0 O. k" j/ d7 ~5 c t7 j) }+ ` in 100‐foot increments.# {; Q+ w8 H- L0 D0 I* V- U AUTOMATIC CARRIER LANDING SYSTEM- x1 D0 a( V+ L0 Q- g" R2 y5 OU.S. Navy final approach equipment consisting of . }' p: G+ `' f9 r& {4 W' w. H0 @precision tracking radar coupled to a computer data & V- ^. N+ o% \8 N& K2 ~link to provide continuous information to the aircraft,: b3 y/ l) a: f% A( k/ | monitoring capability to the pilot, and a backup * a. d. t" }. u @approach system.5 I3 E1 r' L# F: G5 Z AUTOMATIC DEPENDENT SURVEILLANCE1 q U# ` u/ F+ b5 P* a (ADS) [ICAO]- A surveillance technique in which ; P& J, Z0 X# Zaircraft automatically provide, via a data link, data, I* |- Q3 G* M& |" D1 }1 @: b/ ] derived from on-board navigation and position + N; Q7 K! O% kfixing systems, including aircraft identification, four 0 R2 o l" U5 y# D" Odimensional position and additional data as: A- N& `1 f6 }0 ]6 G8 z appropriate. 3 O& Q3 X: O" V6 Q) ?AUTOMATIC DEPENDENT SURVEILLANCE-" J, S, B6 T& a* O; B8 S BROADCAST (ADS‐B)- A surveillance system in : V' r) H6 s( E- J% nwhich an aircraft or vehicle to be detected is fitted 8 S- C1 K- r# ~ gwith cooperative equipment in the form of a data link- k0 S5 q; J. V0 u, i transmitter. The aircraft or vehicle periodically 7 T3 g9 Z8 e0 d) ?3 dbroadcasts its GPS-derived position and other 9 S! k% h9 I2 I/ v j) p. N7 Q9 Ginformation such as velocity over the data link, which 0 A9 ]; W9 @- Xis received by a ground-based transmitter/receiver 4 g0 [. N5 P' b5 z- C% O" j& ](transceiver) for processing and display at an air2 d F+ ~+ g! p traffic control facility.2 X, W3 ^! [4 Q, q0 M1 y (See GLOBAL POSITIONING SYSTEM.) - W: Z5 N, F H+ J: U- M1 V8 p(See GROUND-BASED TRANSCEIVER.)4 x1 [: | P/ j AUTOMATIC DEPENDENT SURVEILLANCE-% s/ Y$ \7 B( _+ T( ] CONTRACT (ADS-C)- A data link position ; n5 {5 h, t) n5 creporting system, controlled by a ground station, that , k ~1 @$ A( u) h# P+ ]3 Oestablishes contracts with an aircraft's avionics that 2 |* ]/ l4 c4 O2 Y& A) Y: f1 A5 b8 Noccur automatically whenever specific events occur,* |6 i' X4 O' h# {3 j or specific time intervals are reached. ) o2 I6 s6 V) g" q% ^) S2 fAUTOMATIC DIRECTION FINDER- An aircraft. d$ E. f# e# Z% a$ X& ~7 h radio navigation system which senses and indicates6 v1 h) g4 _: u' V7 m the direction to a L/MF nondirectional radio beacon) y5 _" H# p K (NDB) ground transmitter. Direction is indicated to- y5 L+ u: i" i 7/31/08 Pilot/Controller Glossary 2 C6 H* B' H- \/ S7 s+ X2/14/08 ' t/ F) `' M5 k& v: `* T; \PCG A-16) o! M5 J' ?: z the pilot as a magnetic bearing or as a relative bearing ' [5 b( f7 G' R1 } T) b6 F" Dto the longitudinal axis of the aircraft depending on* k. G7 f7 @/ D the type of indicator installed in the aircraft. In certain ( u" u( C g3 V8 E# Qapplications, such as military, ADF operations may; J+ z' m8 H' _: `" |$ V* @ be based on airborne and ground transmitters in the ! |( ^! E& m8 @/ q. z$ c! v9 KVHF/UHF frequency spectrum.1 n2 N5 M0 L. P3 S8 s4 C7 k (See BEARING.)# C4 z* z" v! J- Z* q) D (See NONDIRECTIONAL BEACON.); R+ ?: r, M% ], S( `8 |4 j AUTOMATIC FLIGHT INFORMATION H& ~, a' K- c! sSERVICE (AFIS) - ALASKA FSSs ONLY- The ; F2 X$ Z. {1 t6 r; D+ ~continuous broadcast of recorded non-control ; J; f4 n/ v5 ^2 H+ l) Cinformation at airports in Alaska where a FSS ; z8 Z2 `6 h5 [3 ]- qprovides local airport advisory service. The AFIS+ X$ I8 ^- G' s: }. p. W& v2 Z I broadcast automates the repetitive transmission of# @4 j4 ~2 H5 V8 O& c" \ essential but routine information such as weather, u2 |( m0 m' ?: _1 B1 R/ E7 ~ wind, altimeter, favored runway, breaking action, , g8 o% N4 B; r- V4 f) L3 lairport NOTAMs, and other applicable information. " }* I8 p$ ~* t9 }) \: F# |The information is continuously broadcast over a ! R& z! F* G4 p9 b& R# n7 Ddiscrete VHF radio frequency (usually the ASOS 2 N5 M1 C/ {1 i/ _1 {* T1 I, Yfrequency.) + n6 n* x# u9 }; A5 RAUTOMATIC TERMINAL INFORMATION ' W4 U. I. \8 G9 I* xSERVICE- The continuous broadcast of recorded( l- d6 n6 P: Z1 h- U( {9 K noncontrol information in selected terminal areas. Its 7 T: C2 C9 a$ Ipurpose is to improve controller effectiveness and to( o' E Q0 A3 Q9 c* g( y relieve frequency congestion by automating the! ~5 m: W3 W0 N/ l. ` repetitive transmission of essential but routine 4 g4 P- |. j/ t, Z Tinformation; e.g., “Los Angeles information Alfa.$ G q2 d: |/ [' ` One three zero zero Coordinated Universal Time. 2 v: f2 B4 s2 M/ h' c- g Q' OWeather, measured ceiling two thousand overcast,, Q& f) ^4 P S$ g visibility three, haze, smoke, temperature seven one,9 e0 h7 v# x) j& Q4 [ dew point five seven, wind two five zero at five, 2 u' v# O, R& a' M0 daltimeter two niner niner six. I‐L‐S Runway Two Five. ~& e: K7 R/ O8 @* W& u8 u0 i Left approach in use, Runway Two Five Right closed," X, B+ {3 Q& S( l advise you have Alfa.” 9 e+ C0 |/ e# P(See ICAO term AUTOMATIC TERMINAL n. _. R. Z$ W" f9 p* ~INFORMATION SERVICE.). |# w6 H. W* O! r (Refer to AIM.)0 q" I/ }! Z* v0 _ AUTOMATIC TERMINAL INFORMATION3 s9 k; q: a; e% k+ y1 A. P SERVICE [ICAO]- The provision of current, routine- H$ _6 Z3 x2 `" }0 Q% b information to arriving and departing aircraft by L1 g) [9 y. @# E3 q: r) b; c means of continuous and repetitive broadcasts # L" ~! ~' J# T) _% [, @throughout the day or a specified portion of the day.1 r- h x5 Y' I5 s O# X' j L% h AUTOROTATION- A rotorcraft flight condition in ' ~% ~2 z! |" l3 w8 K$ Mwhich the lifting rotor is driven entirely by action of0 V/ I% M) W% T% B) K the air when the rotorcraft is in motion. 5 U9 g' i! S3 s: p9 U' pa. Autorotative Landing/Touchdown Autorota‐ ! \, K! f8 W9 G* mtion. Used by a pilot to indicate that the landing will, t; x! T1 r+ S& G" e3 l be made without applying power to the rotor. % V! p2 k5 |0 T7 C! Yb. Low Level Autorotation. Commences at an& X, m: `2 v- F& u9 J d altitude well below the traffic pattern, usually below6 x% p2 a. Z8 i8 X8 @* j2 S 100 feet AGL and is used primarily for tactical, |6 \6 O- U1 V; \$ G& s military training. 0 E! ?. z# |- _c. 180 degrees Autorotation. Initiated from a3 Z0 E0 g0 F) z7 @3 X downwind heading and is commenced well inside the 2 P* Y) G7 ^- [4 q. j9 S# S0 a4 {' Gnormal traffic pattern. “Go around” may not be : r/ `0 m/ W0 f4 z; ]possible during the latter part of this maneuver./ k# D# J! K$ @0 I8 _: Y AVAILABLE LANDING DISTANCE (ALD)- The* [+ K c. P* x! ^ portion of a runway available for landing and roll‐out E: [2 R% q2 P- R for aircraft cleared for LAHSO. This distance is 4 ?4 g3 m- a# p8 Hmeasured from the landing threshold to the 5 z1 z! J' }8 e$ B, J8 I; Dhold‐short point. 6 T9 M+ l. `4 c% x+ W$ ?9 JAVIATION WEATHER SERVIC E- A service $ q$ x4 S* t- A; uprovided by the National Weather Service (NWS) and5 ]$ M! g0 z. }; Z# s FAA which collects and disseminates pertinent+ b) J0 W$ U3 x8 l9 | weather information for pilots, aircraft operators, and ) t8 D- h P/ BATC. Available aviation weather reports and , Z0 @: N3 D5 u; _8 d6 a1 Hforecasts are displayed at each NWS office and FAA ! A2 O+ V' C2 r+ SFSS. ' C8 _( A3 K3 B(See EN ROUTE FLIGHT ADVISORY ) c" U# y' S6 Q3 a$ N4 FSERVICE.) w" l/ `, o0 k9 Q) r$ L% T6 ~ (See TRANSCRIBED WEATHER BROADCAST.)& A) {* w$ j0 _# ~0 D (See WEATHER ADVISORY.)0 o1 V2 s% l/ \2 p( H. U2 N% M (Refer to AIM.)

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发表于 2008-12-28 14:11:31 |只看该作者
AWW(See SEVERE WEATHER FORECAST % H+ @, V6 W1 o1 L) Z/ ^/ C- m4 jALERTS.)1 M# ]- Y4 G4 G0 i& i ? AZIMUTH (MLS)- A magnetic bearing extending; l! K( ^% D( _1 t+ T: E from an MLS navigation facility.% P3 d7 H G! G( J Note:Azimuth bearings are described as magnetic |0 y, c( I9 U9 ~' kand are referred to as “azimuth” in radio telephone ( M% A4 |5 U) a* Z( h8 Ycommunications. ) h2 c$ _# t( p0 W$ c* n5 z0 ^9 BPilot/Controller Glossary 7/31/08 ( Z" T. `5 a6 _/ L. A3 I$ x9 WPilot/Controller Glossary 2/14/08 ' L7 {. Z4 s3 ^6 JPCG B-1 7 ^; c4 |% U- b! C, DB& \( @7 H# E& K. E8 N BACK‐TAXI- A term used by air traffic controllers7 @! e) U# w/ u: w to taxi an aircraft on the runway opposite to the traffic/ F6 i, S$ a1 L flow. The aircraft may be instructed to back‐taxi to" F( u8 E: C6 F. G$ a0 S the beginning of the runway or at some point before3 I4 F e! I' }! e6 R reaching the runway end for the purpose of departure, w- q& Y$ T. C+ X' u$ i or to exit the runway. / a% b( u' a0 i3 V0 l3 BBASE LEG(See TRAFFIC PATTERN.)( ]: V5 u( g; W0 `+ u- p BEACON(See AERONAUTICAL BEACON.)# D4 p8 p0 }6 D! @ (See AIRPORT ROTATING BEACON.)$ N, g0 _% E, z (See AIRWAY BEACON.)" U3 z+ h" }% Q9 h$ J' I) i (See MARKER BEACON.) 9 D. d" z* N; ?) |* H$ ?1 v(See NONDIRECTIONAL BEACON.)- u3 N' {& N/ s- B% X4 E3 ?3 D (See RADAR.)) | t) c1 q, h! D6 K BEARING- The horizontal direction to or from any 8 } ~" b9 z, Q# Apoint, usually measured clockwise from true north, 8 \$ B/ F0 ^% R+ V+ c# _$ o9 j' S& ?magnetic north, or some other reference point $ h! a4 m c+ X1 i r) ~through 360 degrees., F$ a( K$ p# [" r0 L (See NONDIRECTIONAL BEACON.)* m) }; @5 z- q+ _/ p; O( ] BELOW MINIMUMS- Weather conditions below , o9 } h" e; d k$ s, Bthe minimums prescribed by regulation for the- K% R0 b m+ i0 F/ a5 F. | particular action involved; e.g., landing minimums,; R% k( n4 x# q* k# c0 ]2 B4 z1 ^ takeoff minimums. @( }+ f+ q6 H- b, H BLAST FENCE- A barrier that is used to divert or & k& `# N* o7 j2 l4 Mdissipate jet or propeller blast. 3 [2 B/ `# j3 v: o+ S2 ~" ^BLIND SPEED- The rate of departure or closing of1 d! k; a0 |# o9 S( M& U a target relative to the radar antenna at which 0 N1 }. |* L* pcancellation of the primary radar target by moving ' T) Y' D$ }* q' Q0 Y' Y- Q ttarget indicator (MTI) circuits in the radar equipment. B4 F" c) {. E# N3 t2 `0 F3 r, S6 Y causes a reduction or complete loss of signal. 8 M& f+ q: ]. d& E/ T1 Z C7 A# N(See ICAO term BLIND VELOCITY.)- K. w9 F7 ~4 E1 b" B. k+ u/ _ BLIND SPOT- An area from which radio6 |. w% P/ k V3 |: T( d transmissions and/or radar echoes cannot be2 _, l) F2 h3 ?# n9 u R3 m: q received. The term is also used to describe portions 9 o$ y2 F8 F7 @* N- vof the airport not visible from the control tower.+ Z! M8 l7 m. ^ e u BLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.) ! S) ]- C+ e9 \- [& aBLIND VELOCITY [ICAO]- The radial velocity of$ c% T/ c+ u0 Q" U a moving target such that the target is not seen on' Z L. ^( i1 d, ] primary radars fitted with certain forms of fixed echo / n. {) Q2 s* T% m' J5 bsuppression.$ C0 t# g4 e* G2 F9 y4 v BLIND ZONE(See BLIND SPOT.) , A1 B5 ]8 {% \( I# sBLOCKED- Phraseology used to indicate that a 6 X+ j' B6 F* s" k6 g. zradio transmission has been distorted or interrupted' W+ \7 u$ e+ s4 u0 g due to multiple simultaneous radio transmissions. ; y3 A+ P; z* a% T, ZBOUNDARY LIGHTS(See AIRPORT LIGHTING.)" p$ s$ b, \6 w BRAKING ACTION (GOOD, FAIR, POOR, OR& V, @; K9 ~( z2 B NIL)- A report of conditions on the airport- \: a8 b1 E m- x movement area providing a pilot with a degree/1 _. J: g, u0 P9 n# [7 u# A quality of braking that he/she might expect. Braking: R; ^" J: E; @( O$ _ action is reported in terms of good, fair, poor, or nil.+ g4 i+ P4 f- ~% R4 k; ^# ] (See RUNWAY CONDITION READING.)3 p' W# l. s& c; f: C2 K, Y0 x BRAKING ACTION ADVISORIES- When tower, q+ X+ e3 K. y7 R$ j* B. ] controllers have received runway braking action ! h. G, T2 G; o$ E: Q6 Jreports which include the terms “poor” or “nil,” or$ j l4 A0 G# Y2 W9 P: E- S whenever weather conditions are conducive to 3 V5 [( z& H/ `: `% @' Pdeteriorating or rapidly changing runway braking " \/ I9 \2 f& I0 sconditions, the tower will include on the ATIS ! }" l' @' j; @( G9 Q- S: m& [* tbroadcast the statement, “BRAKING ACTION5 q3 Z+ Q0 s( E ADVISORIES ARE IN EFFECT.” During the time ' K1 q( w- _9 T/ |2 n( L+ p# xBraking Action Advisories are in effect, ATC will% W+ {! g! T8 d0 x0 f% U issue the latest braking action report for the runway ' ~2 X& T" X/ E0 R( n2 Q" E$ ?. A1 Fin use to each arriving and departing aircraft. Pilots8 }- T+ }2 B; H: Z$ h2 P9 z& m5 G should be prepared for deteriorating braking * R$ i+ b2 J2 Sconditions and should request current runway * F( A5 B6 |. }% j& _. N' ^condition inform ation if not volunteered by$ O8 m+ @5 x- l/ \* b8 T controllers. Pilots should also be prepared to provide . [2 G! e' ]8 N- M5 ]/ F% j" g2 Oa descriptive runway condition report to controllers1 f6 t/ y' h/ R) K2 G2 k0 m6 t/ Q after landing.; e3 p; p9 y3 r" l BREAKOUT- A technique to direct aircraft out of) o! f6 q$ G# L9 s) D7 r the approach stream. In the context of close parallel m5 {& F7 t# i- y1 w1 r operations, a breakout is used to direct threatened' I! l5 p4 z5 g2 u& _1 D$ J aircraft away from a deviating aircraft.1 G$ q* d+ r8 J8 }9 j( N7 b BROADCAST- Transmission of information for( d* q& n: F4 z which an acknowledgement is not expected.& _* U6 J+ _( c) N; _ (See ICAO term BROADCAST.)2 M; V2 G/ b E" D BROADCAST [ICAO]- A transmission of informa‐2 G/ v6 T* h7 X. D, `; h: v tion relating to air navigation that is not addressed to , C5 i7 ?& M: f: C( Ta specific station or stations. + j- h% d% w! D8 W& ZPilot/Controller Glossary 2/14/08 - b9 t# R* x$ CPCG C-1) {) g) R) ^8 W' ]# l& n) y: Z C$ ~3 I! d" O; S$ M CALCULATED LANDING TIME- A term that may / e4 v/ t6 P! o" P& j! G# Qbe used in place of tentative or actual calculated) H" O; g- u- q4 q% u" F: h s! k1 ~ landing time, whichever applies. $ T, {) w, b9 I" ^CALL FOR RELEASE- Wherein the overlying0 W/ r; r$ [' Y. p6 P2 l ARTCC requires a terminal facility to initiate verbal & @. ]5 B1 i! pcoordination to secure ARTCC approval for release 2 U% x- U1 \% Kof a departure into the en route environment.* k! }, Y2 t# W* B9 h8 `* t$ ? CALL UP- Initial voice contact between a facility : k. i0 ]5 ?2 J Q. m2 jand an aircraft, using the identification of the unit2 H, S3 Y; U5 v8 [+ v8 V being called and the unit initiating the call. , k+ B, d, `/ b- E, m6 Y0 d(Refer to AIM.) . }0 a( @6 L$ O' Y) d4 iCANADIAN MINIMUM NAVIGATION PERFOR‐, y4 r: j# _# s5 ~: M7 `. A+ F MANCE SPECIFICATION AIRSPACE- That$ ]) F4 k0 c4 I; o- ~ portion of Canadian domestic airspace within which2 |2 \; p8 z/ w y q MNPS separation may be applied.! S9 Y& z, P+ E3 h6 b CARDINAL ALTITUDES - “Odd” or “Even” 4 s, O0 Z6 c6 x# Q9 S5 n' R9 J; @thousand‐foot altitudes or flight levels; e.g., 5,000,$ l) p" z% N6 \3 r& `: c 6,000, 7,000, FL 250, FL 260, FL 270./ Q) Z% G: t3 F1 a (See ALTITUDE.)3 D2 E2 W$ S) L0 p% Z. e# N, T. Y (See FLIGHT LEVEL.) , M% Y# b% ^7 E4 ^$ h! gCARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.) ; h2 f- J; m& @# CCAT(See CLEAR‐AIR TURBULENCE.) , b1 S* g1 y, B7 q2 m9 U k9 ~CATCH POINT- A fix/waypoint that serves as a& y" W. o/ k% m0 r% ~% Y transition point from the high altitude waypoint, s) ?8 k$ W. M' p. N6 i navigation structure to an arrival procedure (STAR)! R& r- M0 E/ P" s8 A+ \4 M6 f or the low altitude ground-based navigation2 D8 t# @% j7 ?0 ~ structure.! e" i) c. A- \ CEILING- The heights above the earth's surface of % D1 E/ {/ Y! A, R" j( ^+ r- e9 n; Lthe lowest layer of clouds or obscuring phenomena6 r4 E7 I% l& l2 P that is reported as “broken, ” “overcast,” or . M- \& ?0 i- N; J; g# U- ]“obscuration,” and not classified as “thin” or 2 [, n2 L, H, E5 H, b( B( ~* L/ D“partial.” 3 p. W: {9 }7 _7 h/ i; D: O(See ICAO term CEILING.) " M8 o: i3 V- `9 d- VCEILING [ICAO]- The height above the ground or / B* ?0 ?8 h' `/ E0 u: v( Ywater of the base of the lowest layer of cloud below0 j8 M2 ?* [# U" u 6,000 meters (20,000 feet) covering more than half( y% V) Y2 j* o1 I; N) a1 { the sky. ) {5 V5 D% |, Y; g: ^8 oCENRAP(See CENTER RADAR ARTS ' p! y7 D! Z1 T/ F q5 XPRESENTATION/PROCESSING.) . t/ z6 ]) _+ Y& JCENRAP‐PLUS(See CENTER RADAR ARTS# h2 z* P; y, ~+ g2 S PRESENTATION/PROCESSING‐PLUS.)/ L% X! R* S" O2 t& } CENTER(See AIR ROUTE TRAFFIC CONTROL Z5 _/ B7 b. U- z) F: ~CENTER.) 4 a- d/ R5 v' V& B+ Y8 u, t" U) ECENTER'S AREA- The specified airspace within Q; W- F i! r. Y# h/ M; Fwhich an air route traffic control center (ARTCC) , { H m( h( b2 Nprovides air traffic control and advisory service. [! ?5 I$ }- d(See AIR ROUTE TRAFFIC CONTROL# F8 l E! S9 t9 [ t CENTER.)$ i/ {! R: g2 v/ f% [( X3 C7 b- t R (Refer to AIM.) 8 e; G1 E) E+ M" E/ [- @CENTER RADAR ARTS PRESENTATION/& u7 B3 z3 d, v9 ?1 p1 o% Y PROCESSING- A computer program developed to7 A; c: @' M8 o0 @0 F) ]; k provide a back‐up system for airport surveillance. i1 n( `6 z4 }: @ radar in the event of a failure or malfunction. The ' g8 ^) L3 }' O( B& b) ]4 |program uses air route traffic control center radar for , G/ ~8 T2 s" k8 Vthe processing and presentation of data on the ARTS ( O$ P7 u/ m: m9 A& u) [! [' zIIA or IIIA displays., [& l3 ?9 x: P5 ~' F" [ h CENTER RADAR ARTS PRESENTATION/0 ?; [, K0 ?" C! O PROCESSING‐PLUS- A computer program* K! m+ H m( m; A: D& @4 G% V: ~ developed to provide a back‐up system for airport3 M$ Y4 @" V8 \6 W0 o- b# O surveillance radar in the event of a terminal secondary 2 q8 U4 ?# b! o/ ^( \radar system failure. The program uses a combination7 D% K0 c+ ]* h, Q8 _: R of Air Route Traffic Control Center Radar and" R( A8 W6 J2 H terminal airport surveillance radar primary targets6 X0 z$ j. n4 K c/ N7 E ]$ G/ d displayed simultaneously for the processing and ; V6 U6 t! ]1 |! X4 S8 jpresentation of data on the ARTS IIA or IIIA 1 }+ ~+ m8 a% i+ D8 e% tdisplays. X, ~' U3 T) B% L% V. k CENTER TRACON AUTOMATION SYSTEM4 [; A* X2 D$ z6 [6 f (CTAS)- A computerized set of programs designed# S. [8 W" B7 ^1 a- q9 W to aid Air Route Traffic Control Centers and ( q5 A* `4 o# [TRACONs in the management and control of air 7 {2 D3 @6 o7 K, C3 Btraffic.: o$ Y# [2 U4 H3 g; m) c CENTER WEATHER ADVISORY- An unsched‐ 5 ^7 [. I& V9 I0 w. N1 quled weather advisory issued by Center Weather ' U) ?$ Q. Q( n7 UService Unit meteorologists for ATC use to alert 9 d7 b$ Z* t$ z. A, Npilots of existing or anticipated adverse weather 8 N+ b/ a" a! {5 V9 Rconditions within the next 2 hours. A CWA may 8 w% L6 C" N. z" {2 h8 h' F% Zmodify or redefine a SIGMET. , d1 Y$ p) h5 N' o6 e(See AWW.)8 U7 J" R: g4 `" O) b (See AIRMET.) 9 o% L. [8 {$ N2 J0 E, D* B(See CONVECTIVE SIGMET.) f n- n( y, u (See SIGMET.) 4 Y" ^% z) C8 s6 u" Y' D. Q(Refer to AIM.) & Y9 a: g4 }. T* b9 t8 kPilot/Controller Glossary 2/14/08 / m! R# S8 k; u# ?+ E& vPCG C-20 F! d6 o% G$ H) M: k CENTRAL EAST PACIFIC- An organized route 6 ?6 j7 N2 _' R6 n* hsystem between the U.S. West Coast and Hawaii. 9 i. l; t8 K/ ?8 u. ]$ WCEP(See CENTRAL EAST PACIFIC.) 1 W; W% x# T7 z* G8 VCERAP(See COMBINED CENTER‐RAPCON.) , V& M6 H R# `' sCERTIFIED TOWER RADAR DISPLAY (CTRD)-4 ]! z5 ~' a5 X1 v A FAA radar display certified for use in the NAS.. o. M- @5 v4 H0 G# f CFR(See CALL FOR RELEASE.)5 G% ` h- R. U& u: w3 E1 u5 K CHAFF- Thin, narrow metallic reflectors of various # a8 D( W- r# ]! J2 ~8 N9 z4 @lengths and frequency responses, used to reflect radar6 Q# U9 N/ J& j. V energy. These reflectors when dropped from aircraft1 ^9 x/ s+ O- I5 M and allowed to drift downward result in large targets( V3 B1 i& \( K on the radar display., p3 `( r: X- |, R, a$ S) ] CHARTED VFR FLYWAYS- Charted VFR Fly‐$ Z) K' h4 k5 f& s5 g* k4 B; t1 y2 @ ways are flight paths recommended for use to bypass. ?: {) S, Q& E areas heavily traversed by large turbine‐powered ( O: ~% Q% C+ J& z6 Uaircraft. Pilot compliance with recommended! d# q8 F6 K& @& s3 h flyways and associated altitudes is strictly voluntary.1 i& C4 N! y0 H) _9 A8 Y f VFR Flyway Planning charts are published on the : h# v( g( Q! j8 d6 s* K5 |* ~back of existing VFR Terminal Area charts.$ d+ o% U7 f8 b9 f4 N: v CHARTED VISUAL FLIGHT PROCEDURE 2 M l& T+ D% E$ FAPPROACH- An approach conducted while ( S$ }. m5 ~' r9 |# E& Noperating on an instrument flight rules (IFR) flight7 J- p# \/ E5 G! j plan which authorizes the pilot of an aircraft to+ G% n& u& X; t proceed visually and clear of clouds to the airport via4 _/ X! V7 Y% L( R) K3 `' i+ @, k visual landmarks and other information depicted on+ s+ Q* v+ D% H: G. {8 E a charted visual flight procedure. This approach must5 b( b' e- L6 c/ K1 e0 ? be authorized and under the control of the appropriate( S8 I0 J6 j, x0 \6 ~- m7 K- v air traffic control facility. Weather minimums 1 T. `/ b/ N6 I Prequired are depicted on the chart.2 S. P K% L9 O0 F% C CHASE- An aircraft flown in proximity to another* L! ~7 ?9 E% P `0 ? aircraft normally to observe its performance during# i) J/ _/ y( k' z! A) @8 M training or testing. , q& g; ~, h/ l- N/ z( S. lCHASE AIRCRAFT(See CHASE.) ' O% y2 d7 V% q$ mCIRCLE‐TO‐LAND MANEUVER- A maneuver ) r5 W: E& p. {' [initiated by the pilot to align the aircraft with a7 F5 p) J( P6 |- |8 D x runway for landing when a straight‐in landing from3 J, R+ L3 t. D5 I r( D+ D# A) R an instrument approach is not possible or is not # z) G/ v* \% o: K8 {desirable. At tower controlled airports, this maneuver $ F' D- w0 `6 A8 }. Cis made only after ATC authorization has been / Z! ~$ e8 i+ `2 d* N# R3 Z ]5 y+ Bobtained and the pilot has established required visual / y6 g3 ~/ p, T7 y5 treference to the airport.# J, ^6 l& c( z (See CIRCLE TO RUNWAY.) 6 r9 V5 d) O& i# |4 t2 o/ R(See LANDING MINIMUMS.) + M2 |" Q: @2 X/ u6 b' \' |2 N/ M(Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)-# w# g; M% j3 m" J* J0 |4 C ^ Used by ATC to inform the pilot that he/she must $ q* v9 Y8 \% f- h( [circle to land because the runway in use is other than' @3 Q' I2 m9 c; G the runway aligned with the instrument approach& P4 N& {: H- m3 ]- E- D( r procedure. When the direction of the circling 9 h- h! z5 X5 J$ V* n5 O5 ~# Hmaneuver in relation to the airport/runway is* ^ R* _" V1 I2 A7 M; t required, the controller will state the direction (eight/ A* E: |0 A! z& l cardinal compass points) and specify a left or right3 r# o9 L* G; G9 N# ? downwind or base leg as appropriate; e.g., “Cleared 5 q u) O& F/ g: `$ @VOR Runway Three Six Approach circle to Runway $ w0 E3 E) ~& L% n- ZTwo Two,” or “Circle northwest of the airport for a + R- P0 j. t( a& aright downwind to Runway Two Two.”( U& h' k3 I+ J8 U2 N) A (See CIRCLE‐TO‐LAND MANEUVER.) + z, o' o: |& R/ ^(See LANDING MINIMUMS.)9 Z) }. z5 h9 q: o; }0 P* _ (Refer to AIM.)$ ^7 K; O4 l9 \* N4 ?! G CIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.)$ J3 X" I/ J5 f/ z. s3 H, Q CIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.) . V0 d. D/ g' _, LCIRCLING MINIMA(See LANDING MINIMUMS.)( K& _) j: p* | CLASS A AIRSPACE(See CONTROLLED AIRSPACE.) 6 e% l! i7 m4 z+ [4 hCLASS B AIRSPACE(See CONTROLLED AIRSPACE.) ~+ Q( _6 V. y) o' s CLASS C AIRSPACE(See CONTROLLED AIRSPACE.) 1 K6 w# i0 Q4 J+ Q* U sCLASS D AIRSPACE(See CONTROLLED AIRSPACE.)( T3 {6 m* Q3 m. m, @ CLASS E AIRSPACE(See CONTROLLED AIRSPACE.)5 H) M. ^) z1 [* ] CLASS G AIRSPACE- That airspace not designated ; m$ {% H. \8 Y& k) ^; ]( Gas Class A, B, C, D or E.( w: b6 T, W% k0 m1 V/ P CLEAR AIR TURBULENCE (CAT)- Turbulence3 x6 U: H; y7 W4 m2 V* g encountered in air where no clouds are present. This5 c4 f1 t' Q4 B. o& c term is commonly applied to high‐level turbulence 9 d- g4 i3 v, l+ Xassociated with wind shear. CAT is often encountered ; N7 P8 w5 D- S! \/ ein the vicinity of the jet stream. ( M: d% M# S( y5 D3 z. v* r(See WIND SHEAR.)8 w) w+ Q3 R, \$ r3 l) f (See JET STREAM.) ! D7 ]' L2 G& Z; BCLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a! Q' P0 ?0 ]8 Q1 E! f3 D: g, u runway, is clear of the runway when all parts of the ( W4 T( k9 m# M) zPilot/Controller Glossary 2/14/08 & b0 ]* ]9 r% s/ U3 e& Q) D9 ~PCG C-3 % W% t# I+ _) Y& J' J' Iaircraft are held short of the applicable runway+ r6 }5 t* K6 L holding position marking. c% O. d8 d/ s$ c9 M( M b. A pilot or controller may consider an aircraft, 5 ^& l7 H) C: p3 Xwhich is exiting or crossing a runway, to be clear of % z; H' `! [/ y0 w6 y* F. jthe runway when all parts of the aircraft are beyond 5 N2 h. X) G5 f/ q: @) D- ~3 Mthe runway edge and there are no restrictions to its ! q8 s$ W4 v# S: p( k8 econtinued movement beyond the applicable runway3 z( X) e" l7 I7 N3 n holding position marking. 1 `$ k- z9 ]/ I/ ~: j' fc. ilots and controllers shall exercise good 7 z' |) F% D9 Q5 |judgement to ensure that adequate separation exists: o& X3 U: w5 m% ^) s3 z: J$ I between all aircraft on runways and taxiways at 9 d |$ q, T2 Q) j0 \6 Wairports with inadequate runway edge lines or 7 P+ _0 ^. Y3 xholding position markings. 6 @- j% l: ?6 O) V% rCLEARANCE(See AIR TRAFFIC CLEARANCE.) " l+ Y2 ]4 |* c! i5 K9 ICLEARANCE LIMIT- The fix, point, or location to6 G( b8 Y' t4 ]! V which an aircraft is cleared when issued an air traffic - l6 s" @6 m( U4 [clearance.! Y5 b! [9 v! }6 A% [: s (See ICAO term CLEARANCE LIMIT.). i! P2 v, b: B; \2 \9 ^: ], P# w CLEARANCE LIMIT [ICAO]- The point of which + f A7 V- }$ r, Qan aircraft is granted an air traffic control clearance. 0 X+ X8 {; J; B) C0 pCLEARANCE VOID IF NOT OFF BY (TIME)- ; O: L0 A' Z" Q: CUsed by ATC to advise an aircraft that the departure 4 m( Y; l' O8 X1 ^+ aclearance is automatically canceled if takeoff is not6 [( E* G6 t3 p) X8 A made prior to a specified time. The pilot must obtain' B$ X) A' h$ F% N" _- h" b2 l a new clearance or cancel his/her IFR flight plan if not5 C9 s) c" p6 V7 z- I4 D" ^& S off by the specified time.: u! c, ]" h. Z! r$ T1 v5 x (See ICAO term CLEARANCE VOID TIME.) - G9 }: J, I' C/ W% h3 jCLEARANCE VOID TIME [IC AO]- A time/ Q( h0 |4 Q8 n specified by an air traffic control unit at which a 1 m9 ?) w [: V3 L* Eclearance ceases to be valid unless the aircraft4 a9 |3 ^% K3 Y6 u: Y9 v1 F% M concerned has already taken action to comply . \7 [# C Q& y# k$ B* Xtherewith. 8 V' S7 v- n6 B; q& _* QCLEARED APPROACH- ATC authorization for an8 X6 M/ r0 X& D aircraft to execute any standard or special instrument & w- w$ _) ~1 e) H I/ tapproach procedure for that airport. Normally, an , b7 B+ _' o, G$ g5 aaircraft will be cleared for a specific instrument ) f$ F8 i9 _ z dapproach procedure.: `, E7 l4 ^7 i z5 m (See CLEARED (Type of) APPROACH.) 7 J$ ~6 K) E5 J(See INSTRUMENT APPROACH; H' ^) E& q+ W0 H7 g3 @0 v PROCEDURE.) " d j8 o+ k& [& c, K5 l* O(Refer to 14 CFR Part 91.)' W. N G( Y! s: P0 R8 }7 ? (Refer to AIM.) & {9 Q$ E' S4 ?CLEARED (Type of) APPROACH- ATC authoriza‐4 y- q, l9 L, x" I tion for an aircraft to execute a specific instrument ( [. O2 Z5 p& g( {3 i) gapproach procedure to an airport; e.g., “Cleared ILS 7 N! l3 X( z! VRunway Three Six Approach.”; i* w% S( u6 a& e- n, A; _8 M3 S (See APPROACH CLEARANCE.) % }; ?: m+ ?* g g; |(See INSTRUMENT APPROACH 8 \. J; w" D- d2 I' }PROCEDURE.)* m+ M) [. \. n. _3 O (Refer to 14 CFR Part 91.) Y" R) S- L( g0 `( {" B (Refer to AIM.), h7 L& r+ X8 x1 |+ F4 d CLEARED AS FILED- Means the aircraft is cleared8 W f. x( j; s, @( H" O( d to proceed in accordance with the route of flight filed 9 A2 \' H/ s) Y' Ein the flight plan. This clearance does not include the+ v6 @- z% r' q4 B W8 Y$ j% T altitude, DP, or DP Transition. . m. l& {- P7 E+ T* y(See REQUEST FULL ROUTE CLEARANCE.)0 K% Q4 A5 X" D/ y (Refer to AIM.) 7 m, H$ K d3 a# dCLEARED FOR TAKEOFF- ATC authorization 1 H: t( Y+ R1 }+ r6 w9 ffor an aircraft to depart. It is predicated on known4 y$ \$ D& l6 V4 G/ [' C traffic and known physical airport conditions. ) f) L) c5 ^% D3 B* L' J# _CLEARED FOR THE OPTION- ATC authoriza‐/ S% p# c2 f* K" b tion for an aircraft to make a touch‐and‐go, low ( R: k4 M0 K5 I& S( c4 Oapproach, missed approach, stop and go, or full stop / f. K8 r0 P; rlanding at the discretion of the pilot. It is normally, J( U4 B: p! e5 u% H( d: ~, V" M used in training so that an instructor can evaluate a ' z; ~% y! |5 ?' b" Hstudent's performance under changing situations. @8 v$ G M7 J: e6 \ (See OPTION APPROACH.) ; N/ H1 o. W, q( B; R( e1 u! L& b4 x(Refer to AIM.) . v) E4 v* a; ]4 o2 F+ h1 |CLEARED THROUGH- ATC authorization for an9 ^0 U4 n6 N$ ^+ S& L$ W* a5 o aircraft to make intermediate stops at specified' H) x9 [( Q8 \& \* U: K, G airports without refiling a flight plan while en route9 q/ Z o" U0 a8 e3 m1 Q to the clearance limit.. `4 X9 e7 r( v7 Q4 d/ i) j CLEARED TO LAND- ATC authorization for an , q& X; F1 K& D4 |" Uaircraft to land. It is predicated on known traffic and# \" @% i( P" N. z6 ~- @# { known physical airport conditions.$ _* W$ i! h! X$ o CLEARWAY- An area beyond the takeoff runway# S i! Q5 D/ N; P under the control of airport authorities within which 5 J# o( r3 f+ s6 Hterrain or fixed obstacles may not extend above( ~' r6 n- D; o, l specified limits. These areas may be required for& U3 Z/ J- l) O0 W certain turbine‐powered operations and the size and! r2 g; `2 u: d# Y( z2 u upward slope of the clearway will differ depending on . U( G! d5 \, w7 {) U9 ?2 Twhen the aircraft was certificated. ( Q7 C6 a; v5 T(Refer to 14 CFR Part 1.) , e1 x- Q' L9 eCLIMB TO VFR- ATC authorization for an aircraft ! o% u4 c' _" y/ y. T: |to climb to VFR conditions within Class B, C, D, and5 }. a: D0 x2 v0 X+ X- b E surface areas when the only weather limitation is ^$ {( R1 ?/ ~ D% zrestricted visibility. The aircraft must remain clear of ' r* W6 y& o( e; M2 S. eclouds while climbing to VFR. . e' ^ u. Z' M* o(See SPECIAL VFR CONDITIONS.)3 O/ [* Z! c* V# @* ] (Refer to AIM.)6 O/ v9 T; R4 h2 S CLIMBOUT- That portion of flight operation - f8 p8 E. z& E' b5 X7 \between takeoff and the initial cruising altitude. 8 Q/ i( s% o# @" H) m1 T5 zPilot/Controller Glossary 2/14/08. I% E# E# c% |* L; L* s& e7 D PCG C-4" f" f9 E1 \: C0 ~ CLOSE PARALLEL RUNWAYS- Two parallel % h. H# a! w+ Q9 z" }: i- ~1 Urunways whose extended centerlines are separated by8 t3 M4 n X4 Q, k! o4 }- n less than 4,300 feet, having a Precision Runway ' T% b; r9 a8 l$ S- f& }- EMonitoring (PRM) system that permits simultaneous' G2 f+ L- T: `6 u! w: u/ K independent ILS approaches.' R9 x9 o j4 b' O7 T CLOSED RUNWAY- A runway that is unusable for 6 q' ]& P. u* [8 n! d8 i: _ E, Caircraft operations. Only the airport management/ ^+ u$ e. G7 I1 }9 i7 {military operations office can close a runway.2 A3 M3 r1 R* y: E1 B( H6 @ CLOSED TRAFFIC- Successive operations involv‐ 4 i% l5 _- V9 \5 iing takeoffs and landings or low approaches where % e1 J2 N- ?1 Y( othe aircraft does not exit the traffic pattern. 3 L9 T; G8 |8 {CLOUD- A cloud is a visible accumulation of $ E$ n( P' l' F# G W0 f! Jminute water droplets and/or ice particles in the 1 C2 s- Q0 g5 g: }) O) \" a# @4 aatmosphere above the Earth's surface. Cloud differs0 N7 o6 A/ {( \: [9 m9 v* a9 V from ground fog, fog, or ice fog only in that the latter6 F# L5 V3 @' Y5 u5 { are, by definition, in contact with the Earth's surface.! D: S/ V3 x# a7 V CLT(See CALCULATED LANDING TIME.): M9 f4 {2 O7 [1 d& K CLUTTER- In radar operations, clutter refers to the& O2 ?, q. T, o- Q! `6 J8 W reception and visual display of radar returns caused" @- b! U+ ^' Y- h by precipitation, chaff, terrain, numerous aircraft% I7 X* m s+ g/ n# f8 ~ targets, or other phenomena. Such returns may limit 4 L5 x! x' X. @or preclude ATC from providing services based on ; u/ q4 y/ r) pradar.' }9 G/ y; M' c6 U* `, a (See CHAFF.)0 m: X1 _5 M9 y7 B (See GROUND CLUTTER.) 0 [& t" [+ m: }; ~2 d(See PRECIPITATION.) 5 ]4 v" l* ]; e( u" l. ]7 q(See TARGET.) - q* u5 V/ ?/ v4 ~$ T. m(See ICAO term RADAR CLUTTER.) 5 U4 Y9 t& O9 z' F4 I; t1 N2 Z) i1 rCMNPS(See CANADIAN MINIMUM NAVIGATION % j: a& t' y* i# Q4 qPERFORMANCE SPECIFICATION AIRSPACE.) 5 ?! Y: D: w! \COASTAL FIX- A navigation aid or intersection 7 w0 C! x7 ^% s8 ~# T4 T' I3 ^" wwhere an aircraft transitions between the domestic( c, g/ z7 T, m w% N2 e route structure and the oceanic route structure.- D2 h- i1 \% N. }/ q, c CODES- The number assigned to a particular 7 A9 N$ Z- o+ j% ~multiple pulse reply signal transmitted by a 2 l; w E1 V+ z. F1 `# wtransponder.8 f8 q/ a- \& V& y (See DISCRETE CODE.)7 n& ]" M- e& K g/ O1 j3 K" v9 J COMBINED CENTER‐RAPCON- An air traffic * R* C L/ n) `facility which combines the functions of an ARTCC ; \5 V/ y# X9 ?' Tand a radar approach control facility.& ~2 t. U) }3 N% U3 z (See AIR ROUTE TRAFFIC CONTROL ' h! U4 j3 ?+ m2 W8 b0 u2 T( N2 MCENTER.) 9 W+ \' L4 ~/ `( [# G(See RADAR APPROACH CONTROL + w* ~( W/ n% a _% J9 v8 V+ Q* [FACILITY.)( Y6 D; [' ^. u+ @ COMMON POINT- A significant point over which 7 Z. D2 `" D7 ]/ i Ytwo or more aircraft will report passing or have ! {+ e; y7 U6 Q) }reported passing before proceeding on the same or9 ?$ f9 _% H0 l F# i1 N diverging tracks. To establish/maintain longitudinal # ^# a/ F; S% X, ] n R2 Sseparation, a controller may determine a common8 `1 z! {9 A/ w W, g& D point not originally in the aircraft's flight plan and 2 U8 t& @$ Z7 u6 R0 q Hthen clear the aircraft to fly over the point.* `( S! o5 A0 e$ B+ s (See SIGNIFICANT POINT.) ! ^4 G! t% J0 y5 ]9 QCOMMON PORTION(See COMMON ROUTE.) : }; g* W; t/ R' L t1 {COMMON ROUTE- That segment of a North 6 |0 D) f- {. k, c7 yAmerican Route between the inland navigation; r" Q" H, ^& G# I( L4 ^ facility and the coastal fix. , p0 M" b( Q* o1 I5 E( E$ I# kOR # H/ p1 p1 l! P3 _" K& J0 RCOMMON ROUTE- Typically the portion of a0 f: d( B9 @* }2 @! I RNAV STAR between the en route transition end ' T4 k+ ^8 P5 T9 I( x; ?point and the runway transition start point; however,5 \, F2 a6 V! i( M2 m# ?4 j the common route may only consist of a single point) ], h2 m& m+ q8 `% n7 x! W) m% E that joins the en route and runway transitions. # H% D0 a1 j( w jCOMMON TRAFFIC ADVISORY FREQUENCY2 l2 r; p2 N8 X6 m: C (CTAF)- A frequency designed for the purpose of4 T# ]" Y, r3 a9 m) _! K9 F+ \ carrying out airport advisory practices while . b) |% F% I) {operating to or from an airport without an operating' `& o1 E+ D' [5 F; @8 k control tower. The CTAF may be a UNICOM, 1 b ?+ b4 d7 z0 J: L& XMulticom, FSS, or tower frequency and is identified 7 `9 p$ ^( z4 b7 |) Gin appropriate aeronautical publications. ! S$ @! i8 H9 V, a8 P(Refer to AC 90‐42, Traffic Advisory Practices at 3 _) {0 ^ @' h! k7 S% M3 \* hAirports Without Operating Control Towers.) 2 N6 D7 J F2 h0 G5 LCOMPASS LOCATOR- A low power, low or2 L5 T& Q. R4 K3 G$ O) }1 v medium frequency (L/MF) radio beacon installed at6 y* P3 A& k2 z; j1 ?( I* m" k the site of the outer or middle marker of an instrument ( m& v1 H4 w/ N7 [ slanding system (ILS). It can be used for navigation at % \% h4 E' s" Idistances of approximately 15 miles or as authorized ' }3 R% x% s& T9 X' l! p: M }7 z7 Gin the approach procedure. 3 A# O1 j; D% Y% S0 _0 n6 Fa. Outer Compass Locator (LOM)- A compass' D( l, n& n5 b, Z) X7 K: G; t w locator installed at the site of the outer marker of an 8 b- G' K! Z. I; Oinstrument landing system.. w. M" g* R5 ^. P b (See OUTER MARKER.) + Y5 ~! \: X& K/ G+ t3 J9 c* h$ p- Y; Gb. Middle Compass Locator (LMM)- A compass8 c5 n3 t% c" Y6 y% D s1 m locator installed at the site of the middle marker of an 3 j2 [( c" T, Binstrument landing system.) ^2 t$ I, n( `3 e (See MIDDLE MARKER.) " }+ V; V! h" w G2 S(See ICAO term LOCATOR.)

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发表于 2008-12-28 14:12:03 |只看该作者
COMPASS ROSE- A circle, graduated in degrees, & l, C$ V4 d+ _" s. f0 ^/ K+ ?2 M9 \printed on some charts or marked on the ground at an; u- j6 n; u4 T) S airport. It is used as a reference to either true or/ w/ w; a7 _ a0 j+ d9 K1 }6 S magnetic direction.# x0 b: b* f# R COMPLY WITH RESTRIC TIONS - An ATC * n% k* `4 T3 e7 Y7 V2 V# c8 Ninstruction that requires an aircraft being vectored , \$ i) e! ?8 B3 Y$ mPilot/Controller Glossary 2/14/08 1 A1 o( F! u3 SPCG C-5 ) Q* I# k/ }# S5 l- |* p; T0 x xback onto an arrival or departure procedure to comply 1 i* a( Y/ ~3 l8 b2 f kwith all altitude and/or speed restrictions depicted on 6 B* A5 V2 b) Athe procedure. This term may be used in lieu of - Y. L5 u: ]8 p- A, Vrepeating each remaining restriction that appears on 8 K5 U$ P5 L% x. t, a4 `4 Ithe procedure. 0 R. L1 `4 J8 @ _1 D7 D/ RCOMPOSITE FLIGHT PLAN- A flight plan which. w6 R2 }4 _7 N2 B$ v. C specifies VFR operation for one portion of flight and 9 D! g- h1 F: x, ^3 ]8 L, [6 p. z# PIFR for another portion. It is used primarily in; A! a. r, b, X9 a0 ]( \( j5 B military operations. 0 x( B" Q8 f: Z; v3 E9 C(Refer to AIM.)' s" [. Z5 R, G ^' @ COMPOSITE ROUTE SYSTEM- An organized* v5 u& j$ G5 l5 p! T4 z5 b3 K; \, d, x oceanic route structure, incorporating reduced lateral ) p) E- s6 k: m2 i# w g# ^spacing between routes, in which composite6 ^8 o( s) R0 ?4 W9 n$ Z! v separation is authorized.

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