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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 7/31/083 Q8 U) B5 m% R4 o0 v; R" L PCG-1; z2 d& X+ r: P( F* X1 ] PILOT/CONTROLLER 2 V& S6 S1 z1 W- F8 O) p4 dGLOSSARY! k- b5 a1 O/ _( X7 _) E PURPOSE 6 H! n+ A' z1 v7 u& f P& \a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic7 |" D4 t* v% K# e H( m6 s Control system. It includes those terms which are intended for pilot/controller communications. Those terms( l% F5 `% U( u1 t most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily 8 e5 m2 J+ A9 P5 c* g( Vdefined in an operational sense applicable to both users and operators of the National Airspace System. Use of 7 _4 d' L0 J# U) I, v- Nthe Glossary will preclude any misunderstandings concerning the system's design, function, and purpose.1 Q+ k0 _. B' n/ J b. Because of the international nature of flying, terms used in the Lexicon, published by the International ; d1 e) i& g$ Z- qCivil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are! G G/ q* _: K0 H/ V H; h8 w* s followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts : j. f0 G8 n9 a9 i" }$ Qof the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical7 ~& S5 P' y/ K: | Information Manual (AIM)./ T7 ~( Z9 G) L: L c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. 6 j4 c7 L6 _ `/ f D* ?7 qEXPLANATION OF CHANGES . P9 G9 V, M5 F" N6 l8 [% y2 ya. Terms Added:! p; g* K8 f% X" z AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY ) K, @: h1 _- C) t5 Z& jb. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant 4 s! s( D' d* M6 g! W7 }, u9 Qnature of the changes.& j( \! }% o. B& ~4 G. m9 X Pilot/Controller Glossary 2/14/08 4 H8 O( k* W5 i2 gPCG A-16 b$ [# P5 K( s% A A6 e2 e; o/ u9 V" o7 l0 m& c; h AAI(See ARRIVAL AIRCRAFT INTERVAL.) - C" \3 x, {& L" v+ a& T2 QAAR(See AIRPORT ARRIVAL RATE.) - V3 h! T; k. R S, b) C. ZABBREVIATED IFR FLIGHT PLANS- An5 U6 a ?& S$ r* w7 N0 g& I; Z authorization by ATC requiring pilots to submit only 9 w& `% A9 w8 E; _that information needed for the purpose of ATC. It/ m: Z6 s, E6 l# y# J, K includes only a small portion of the usual IFR flight0 F( ]$ p# ^1 C/ p plan information. In certain instances, this may be " V0 m. z. ]- o+ \7 d$ M7 J$ eonly aircraft identification, location, and pilot ( ]3 I: A4 ` \# E+ k7 G$ xrequest. Other information may be requested if- T4 T/ B% \- \7 t* D+ G needed by ATC for separation/control purposes. It is: t" q4 F" D; \9 P/ f5 v frequently used by aircraft which are airborne and7 W" l. f! w5 M. p& g desire an instrument approach or by aircraft which are : i" P4 B4 q# F( gon the ground and desire a climb to VFR‐on‐top.4 s+ h V0 x. |8 h$ T8 m (See VFR‐ON‐TOP.)8 N) p5 \& O0 w8 r5 s8 o: T (Refer to AIM.). H: i) C+ W! r8 y, B6 |: R" A ABEAM- An aircraft is “abeam” a fix, point, or3 q8 Z+ x6 ~% L* X/ Q2 D object when that fix, point, or object is approximately 6 A3 B; f* u% h. v$ r. n6 E90 degrees to the right or left of the aircraft track. 3 C9 X; r3 Q/ fAbeam indicates a general position rather than a * k' m4 ^' _" jprecise point. 2 n0 Y* O5 j. D$ A+ H1 A/ \ABORT- To term inate a preplanned aircraft3 z# o# q- \/ Y7 D maneuver; e.g., an aborted takeoff. 6 j9 c0 _" L6 Y" WACC [ICAO]-8 y& O3 Q) j$ d" I (See ICAO term AREA CONTROL CENTER.)$ ]/ q" Z7 Z T9 h ACCELERATE‐STOP DISTANCE AVAILABLE-( L# N3 Q0 I3 y: r. N) H The runway plus stopway length declared available8 ~/ f H, A' f/ m- w5 q and suitable for the acceleration and deceleration of5 L8 ]9 I( h% w3 e7 G; i% J4 j" M an airplane aborting a takeoff. 9 ~& I6 S! \8 U+ k. t: YACCELERATE‐STOP DISTANCE AVAILABLE + O; G5 [2 j0 @$ O[ICAO]- The length of the take‐off run available plus # n. s6 x9 r E* nthe length of the stopway if provided.. a+ M- c1 t1 U$ J- |& z! k; u; w ACDO(See AIR CARRIER DISTRICT OFFICE.)* ]* d& r: {! Y9 {0 E$ @: m ACKNOWLEDGE- Let me know that you have, A/ Q( i. G! y6 ?( I+ S8 N received my message.) N" U: u& u8 g. o N4 P% D4 U$ B (See ICAO term ACKNOWLEDGE.), @$ w+ q, u2 q) u, e b ACKNOWLEDGE [ICAO]- Let me know that you4 Z% O! P0 A' z3 c) u3 z( V }" g7 y$ y have received and understood this message. ; c. ?4 x3 _/ t5 r6 X- w) \0 IACL(See AIRCRAFT LIST.) 6 o8 M& Q: N. q! PACLS(See AUTOMATIC CARRIER LANDING ! E/ F' z3 U2 j6 X5 Q/ u: jSYSTEM.) ( K" n3 a4 a, V8 b4 f1 WACLT(See ACTUAL CALCULATED LANDING TIME.)/ m% Q" y" W& I: A. S9 E ACROBATIC FLIGHT- An intentional maneuver" a; j3 e* M: s) i9 Z6 n' S+ v involving an abrupt change in an aircraft's attitude, an% h; e6 ~' q& a abnormal attitude, or abnormal acceleration not' [- [+ n5 B* R; B4 {3 L$ _ necessary for normal flight. ) I7 d) B0 H& v0 |(See ICAO term ACROBATIC FLIGHT.) / v+ t, c" a9 E* z( t( @/ x& w" l0 E(Refer to 14 CFR Part 91.)1 n9 o3 k4 d) @( H! o3 u7 z$ E ACROBATIC FLIGHT [ICAO]- Maneuvers inten‐/ \% o1 x8 a# F- z tionally performed by an aircraft involving an abrupt / U$ v, K( s8 \) _! Achange in its attitude, an abnormal attitude, or an 2 b. I) a% g4 i1 ?# babnormal variation in speed. ' O8 z& l' t/ j4 ~* n9 b# h' MACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY 0 I* B) {) y( r* w; {RUNWAY.)# t# ~; L6 }" M6 B3 T ACTUAL CALCULATED LANDING TIME-6 x( T' @; o1 s& D% I5 B9 F ACLT is a flight's frozen calculated landing time. An 0 x) V9 L( X' Y% g( }actual time determined at freeze calculated landing U" r. J4 z2 B8 k4 htime (FCLT) or meter list display interval (MLDI) for % I9 ?; }3 u) I2 S( H) Pthe adapted vertex for each arrival aircraft based upon m% d$ N* E, \# B7 H8 [ d' R runway configuration, airport acceptance rate, airport 7 Q1 Y P/ v2 Tarrival delay period, and other metered arrival- ~, u3 u/ `* P1 \" g- \$ U. n aircraft. This time is either the vertex time of arrival * Z2 C- x6 V4 F4 K b3 K( b0 y* u: k(VTA) of the aircraft or the tentative calculated 0 X( o8 r. Y% t+ H5 z# Olanding time (TCLT)/ACLT of the previous aircraft: [1 H5 R+ a" I% B! x) ~ plus the arrival aircraft interval (AAI), whichever is 6 k- ?' N% W- \( c1 }later. This time will not be updated in response to the$ N& b8 n8 Z. b/ I: @7 Q3 N) c; O aircraft's progress.6 ] i! |9 \9 i E0 X* N ACTUAL NAVIGATION PERFORMANCE ' N. Q8 u) A! F3 ]2 T( _& i$ u(ANP)-6 m% v" V5 |/ n# U! h7 ^ (See REQUIRED NAVIGATION* t* Z7 i8 J" n2 P0 f0 w5 S& n PERFORMANCE.) 9 x3 O1 n3 U8 A& s9 u) `9 }ADDITIONAL SERVICES- Advisory information7 w& Q4 n# X" l provided by ATC which includes but is not limited to- n% W& p7 X3 q4 n the following:1 w' ?0 S4 ~8 N! s: y a. Traffic advisories. ; ~/ o$ M- N7 _# cb. Vectors, when requested by the pilot, to assist7 W6 R; k) H- x0 X aircraft receiving traffic advisories to avoid observed! M9 R0 k3 K. L traffic. % A! P9 X5 y: L. Z: h7 ?! D! ^' ePilot/Controller Glossary 2/14/08 5 ]% p, P6 t/ F+ h" Z. S- {( xPCG A-2 * g$ c7 V4 [$ i" N8 A. {) e: Oc. Altitude deviation information of 300 feet or # d2 y2 }0 q4 Q* ] umore from an assigned altitude as observed on a4 O+ e$ Y( A6 V9 @7 e verified (reading correctly) automatic altitude3 n ~% r" U1 ?! T8 g readout (Mode C).) ]6 V$ Q& @9 Y+ |( q2 Q; \ d. Advisories that traffic is no longer a factor. 8 T; ~: j" X# s: r9 r, ke. Weather and chaff information. ( F5 ^' d5 y- k: ^f. Weather assistance./ w0 l, A" r: f. l% ]. e5 o g. Bird activity information.7 W1 j' |& a. w- Y h. Holding pattern surveillance. Additional ser‐ * p' {* Q0 e1 G# v4 B' e5 P! [) _vices are provided to the extent possible contingent 5 w' X% W. Y9 v/ w+ s; Oonly upon the controller's capability to fit them into : Y6 x; \' Y9 M, C* f! `9 }' O4 @the performance of higher priority duties and on the . ~1 w9 y+ m2 Q& {- b5 C7 K# {$ Ibasis of limitations of the radar, volume of traffic, . g7 w7 U9 k# u: W+ Z9 S* bfrequency congestion, and controller workload. The9 G+ C% z- ^" K+ t controller has complete discretion for determining if , F2 o3 H! n! T9 F1 L8 Uhe/she is able to provide or continue to provide a' \# t" s. H* V% L+ y service in a particular case. The controller's reason - ~ h, @3 f# j2 S& b' Snot to provide or continue to provide a service in a % f" g" h6 N2 |6 ~: f' Yparticular case is not subject to question by the pilot; E" l1 Z8 I e4 o and need not be made known to him/her. 0 K: ]. b6 _6 h" L% J* G(See TRAFFIC ADVISORIES.) & z9 f1 O8 Z6 S" W' Q, Y" w9 ](Refer to AIM.)- ?' T8 z4 `, o4 Q ADF(See AUTOMATIC DIRECTION FINDER.) 2 |/ n/ q( `$ Z- U; |ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) 3 [! N2 L) i/ f7 z* I8 i, DADLY(See ARRIVAL DELAY.)) N! g0 v7 x$ W ADMINISTRATOR- The Federal Aviation Admin‐( I$ p" c# b% D: A, D istrator or any person to whom he/she has delegated( q( Z* Z) m$ |" y2 Q) @ his/her authority in the matter concerned. ! q7 v2 W2 W1 V5 Y* a. o% RADR(See AIRPORT DEPARTURE RATE.) 0 O& j' u! B! X$ F3 b+ w" Z* f2 wADS [ICAO]-. ~( m0 r$ i5 x/ h. G# `2 V (See ICAO term AUTOMATIC DEPENDENT7 o7 }9 v$ J% x SURVEILLANCE.) ' r2 D: {, N7 E7 _ADS-B(See AUTOMATIC DEPENDENT b% z/ L0 G# w: ?1 nSURVEILLANCE-BROADCAST.)1 y6 T+ H4 Y: G. Z9 M ADS-C(See AUTOMATIC DEPENDENT& U* ~3 u! F0 M. N SURVEILLANCE-CONTRACT.) O1 x+ `8 D3 }/ K, H2 X- ] ADVISE INTENTIONS- Tell me what you plan to 0 x1 C! @0 C3 \0 K7 S6 Odo. " a, I* t% }2 A- \7 }, ~. {ADVISORY- Advice and information provided to- q, i# N- S+ y" |! l2 m2 { assist pilots in the safe conduct of flight and aircraft % R5 N1 }! l+ Q) Umovement.8 B, R0 I; t! ]8 ^- z2 D) K) J) s (See ADVISORY SERVICE.)& p- d- C1 E4 x1 E$ | ADVISORY FREQUENCY- The appropriate fre‐ + ^7 n1 A! o" P+ Q% e! ^2 tquency to be used for Airport Advisory Service. $ W% d0 w) P3 ^2 \(See LOCAL AIRPORT ADVISORY.), A9 P. V( b: @4 p( H* J! O (See UNICOM.) 9 x: v2 m0 K0 P( J(Refer to ADVISORY CIRCULAR NO. 90‐42.) " W2 }; ?* l( L- ]4 I(Refer to AIM.) 3 S* A& N/ v/ v1 Z3 N; mADVISORY SERVICE- Advice and information 3 s$ r/ f9 v: C/ Sprovided by a facility to assist pilots in the safe% o" r5 _' I$ O conduct of flight and aircraft movement.6 d! q8 e" R; a" p (See ADDITIONAL SERVICES.)/ [' I* m5 w% s! K8 F (See EN ROUTE FLIGHT ADVISORY# ~& n( h# u; |3 Z+ P SERVICE.)9 P: k( G+ f3 W1 B( h (See LOCAL AIRPORT ADVISORY.) / p$ C% i$ ]/ j: ?# N) A" A7 S) T(See RADAR ADVISORY.) " r5 H% O+ k* d7 }+ m/ Z% S' M(See SAFETY ALERT.) # G7 h/ H8 B' V2 Y. O$ E# K* z! s(See TRAFFIC ADVISORIES.) ^/ }! A( C' t% _" n (Refer to AIM.)1 M9 d/ h, H. U* I, x AERIAL REFUELING- A procedure used by the: h; A; H; v/ `( v2 U! K+ B military to transfer fuel from one aircraft to another 8 L3 X6 `* E. ^* j# dduring flight. 1 D9 Y7 @0 k+ y. f" Z$ }2 \& }(Refer to VFR/IFR Wall Planning Charts.) 9 A2 ?7 J B# m' s9 vAERODROME- A defined area on land or water+ f0 x, s$ p% \; T# J, p' n) K (including any buildings, installations and equip‐ ! \2 [, e& i9 F) Z5 m% D: f+ zment) intended to be used either wholly or in part for $ Y+ P$ t3 l. v, Xthe arrival, departure, and movement of aircraft. ( L3 Y9 {/ F2 k! A! X3 ^7 iAERODROME BEACON [ICAO]- Aeronautical . Z( L4 i7 Y) j5 E4 c* ^- pbeacon used to indicate the location of an aerodrome 9 V4 j3 F4 q% a& Mfrom the air.) {( Q. G9 f5 q8 P0 P, { AERODROME CONTROL SERVICE [ICAO]- Air 6 n; M$ l& t8 r) i- ^5 }2 a. otraffic control service for aerodrome traffic.8 W% h1 i+ p( `! i# ~3 c& ] AERODROME CONTROL TOWER [ICAO]- A + V3 D: Q. R$ o$ F& Z* Junit established to provide air traffic control service * Y$ e, p+ g" Y& P0 X" jto aerodrome traffic.* ~. d# w8 j8 n+ G' `( t" K AERODROME ELEVATION [ICAO]- The eleva‐ ^7 k7 c% B8 V3 i tion of the highest point of the landing area. # H6 S# E. e8 M: g; s- J- IAERODROME TRAFFIC CIRCUIT [ICAO]- The5 [& d: w8 \: G( I( R# } specified path to be flown by aircraft operating in the! G; o) A& ]3 Y vicinity of an aerodrome. . w9 q* U8 A1 Y. X9 EAERONAUTICAL BEACON- A visual NAVAID5 q6 i8 q% c$ q" z/ n. q( M8 W# ?' i displaying flashes of white and/or colored light to* Y7 F; T9 {% u( U! F indicate the location of an airport, a heliport, a0 A$ u& j/ R7 _" W( A$ A+ Q Pilot/Controller Glossary 2/14/08 + t) z" o; \2 E2 t2 sPCG A-3 u( ^2 V# \. V' ^4 e4 Mlandmark, a certain point of a Federal airway in ( c0 K4 b8 p* G' Y( G' bmountainous terrain, or an obstruction. ' ?& ]5 E, F" z& J2 v/ q/ I8 x' `(See AIRPORT ROTATING BEACON.) , M$ l9 b' ?, Y- a8 v2 q2 n(Refer to AIM.)# n. F7 O6 \. O; V1 y9 q: z AERONAUTICAL CHART- A map used in air $ @) k# ^3 D6 b% S4 D5 ?# t& Bnavigation containing all or part of the following:8 o+ e/ N1 I( | E: g* l! P topographic features, hazards and obstructions,. z3 g" \/ y" v8 y* ^* z navigation aids, navigation routes, designated ; T$ ^+ _: o" e4 Fairspace, and airports. Commonly used aeronautical ! N, [3 h$ L" r( _, U0 t5 Y& w4 ccharts are: % V3 L+ ^( y. ma. Sectional Aeronautical Charts (1:500,000)- , G/ }( |% ?: K: G0 _9 v5 NDesigned for visual navigation of slow or medium 4 N( b* U7 [" D: rspeed aircraft. Topographic information on these; C* X/ l8 \( t6 f+ I7 ^ charts features the portrayal of relief and a judicious2 v3 y. i' i. g; w+ |9 h6 T+ A; n selection of visual check points for VFR flight. + T- t" J8 }% [Aeronautical information includes visual and radio % x- k B( Q: I! a/ taids to navigation, airports, controlled airspace,- V @0 d4 q* k3 R U restricted areas, obstructions, and related data. / G1 d$ A$ B9 @: sb. VFR Terminal Area Charts (1:250,000)- 9 z$ }- [5 B- d: n2 W% o# F9 r9 KDepict Class B airspace which provides for the* }: U& J0 \& C- @( D/ d control or segregation of all the aircraft within Class5 {+ V7 z/ |7 {- E% T0 p ?; K B airspace. The chart depicts topographic informa‐ & N. e6 x/ M; }8 T' k1 S) e: ytion and aeronautical information which includes 8 S7 l( h9 s) J$ Zvisual and radio aids to navigation, airports, # B$ \7 ]" M! tcontrolled airspace, restricted areas, obstructions, 7 [2 s0 W7 ?: c; j$ f+ F& W5 F+ P% Fand related data. 3 ~* b J1 w3 }4 d9 P7 [0 {8 V# y" w7 f% Sc. World Aeronautical Charts (WAC)5 i' I) ~3 M1 k! P& z (1:1,000,000)- Provide a standard series of aeronau‐ & b1 T# H% T* P3 ftical charts covering land areas of the world at a size 6 `7 y% t! y& q# c1 v5 F. z1 o! \and scale convenient for navigation by moderate : C! X2 `: j+ e9 ^9 {. `speed aircraft. Topographic information includes1 k Y4 S! j* A1 [7 ? i: r% D cities and towns, principal roads, railroads, distinc‐$ S' P7 \( ^7 _ tive landmarks, drainage, and relief. Aeronautical1 d- S. G+ h j: F# a inform ation includes visual and radio aids to% x6 g6 W' z2 a e- z navigation, airports, airways, restricted areas,9 B: r6 h0 t# [; B7 a7 s( Q* ` obstructions, and other pertinent data.8 H) I) |8 M4 K( s0 e3 A0 F d. En Route Low Altitude Charts- Provide 3 i. P8 r, F/ X( K5 T9 U9 x6 e3 waeronautical information for en route instrument( J. y3 j/ y: u: S8 y8 K navigation (IF R) in the low altitude stratum. # k7 ^* u4 b3 l6 s; Z# X, V# N2 tInformation includes the portrayal of airways, limits + ]- ^$ M x% B7 e/ Oof controlled airspace, position identification and % c0 y4 {9 J: N- L4 Dfrequencies of radio aids, selected airports, minimum $ V5 l1 Z. g `8 R2 Pen route and minimum obstruction clearance 1 m8 f& ~9 n; }' R, o! R! T9 x; Valtitudes, airway distances, reporting points, re‐% B7 i) `2 F) ~5 D, N stricted areas, and related data. Area charts, which are! y! e4 ?; _# q2 N a part of this series, furnish terminal data at a larger6 \) q4 t- ?% p; M+ L3 A scale in congested areas. " Y# e1 r% V7 R& B7 F3 ? Ne. En Route High Altitude Charts- Provide8 g5 f( K% Y5 d* K: m+ D aeronautical information for en route instrument % K9 C1 K( J( [+ ?3 y/ d) E6 Nnavigation (IFR) in the high altitude stratum. * ~# ^0 R1 g5 R" P; G& N- ^. X$ o3 iInformation includes the portrayal of jet routes, 7 v" W E3 k) n. _7 y" Fidentification and frequencies of radio aids, selected* s. G! W( z4 N airports, distances, time zones, special use airspace, ; l3 l# ^3 |' x* Y1 ]* xand related information. 2 N. f+ \- H( n9 b7 A5 i( {f. Instrument Approach Procedures (IAP) Charts-, E1 u! Y- U8 H% ~9 C" V# A Portray the aeronautical data which is required to# D2 ~: e5 y# ` execute an instrument approach to an airport. These # ~9 Z0 Y* S4 X3 g) m e2 Gcharts depict the procedures, including all related 0 N; y6 ^' L6 M" Pdata, and the airport diagram. Each procedure is! I4 i9 e! V9 n3 q5 R) l7 t" }7 A- ? designated for use with a specific type of electronic3 M3 Y$ c2 l$ _$ m4 m navigation system including NDB, TACAN, VOR,8 K* \. Q: a0 q0 F9 w+ M ILS/MLS, and RNAV. These charts are identified by7 u2 _0 G+ d1 D! A4 n! H" Q the type of navigational aid(s) which provide final 3 l9 y& c. {% a* fapproach guidance." H& M, s- D; B7 ?# B* k7 c g. Instrument Departure Procedure (DP) Charts- 3 G6 J6 j4 {8 i: q0 s) MDesigned to expedite clearance delivery and to+ |# s; l3 `2 ?3 L, T facilitate transition between takeoff and en route - ~6 x( w) r9 r7 ]7 x3 Boperations. Each DP is presented as a separate chart 8 I6 @; A7 z. _and may serve a single airport or more than one0 J) `8 Z" m Y airport in a given geographical location.7 j) d9 O# F! { h. Standard Terminal Arrival (STAR) Charts-+ f) n C2 z# q5 S J) r4 J Designed to expedite air traffic control arrival/ y! S+ M8 ~& u procedures and to facilitate transition between en * a- z% \/ G; s* q4 }' ?3 g2 a: Broute and instrument approach operations. Each - e1 m- s* x) j4 ~STAR procedure is presented as a separate chart and1 F2 a$ ?* z: O may serve a single airport or more than one airport in; A8 c1 b5 B# X! S) [6 ] a given geographical location.0 n. |) A7 X3 ~+ e i. Airport Taxi Charts- Designed to expedite the4 H% Z- G, k* @" v2 s efficient and safe flow of ground traffic at an airport. 1 }4 h( ]! g% [. C, d! @+ LThese charts are identified by the official airport 0 W7 A5 d6 ~% b% v, p, cname; e.g., Ronald Reagan Washington National 9 e1 x# O; t [. t9 ZAirport. : P0 w, N% z6 |& ?(See ICAO term AERONAUTICAL CHART.)

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AERONAUTICAL CHART [ICAO]- A representa‐. D' W1 N8 x5 r- i$ k" X9 v' H* [ tion of a portion of the earth, its culture and relief, ' L! j5 [# `9 hspecifically designated to meet the requirements of 0 S" b; m4 b0 l, {2 Gair navigation.1 o& W. E: [% D& y AERONAUTICAL INFORMATION MANUAL 4 \4 O4 `" S7 W, u(AIM)- A primary FAA publication whose purpose r+ G9 Y& `) u* U0 i" ]" R' Z7 k5 kis to instruct airmen about operating in the National m+ g- A* k/ v! ~& R2 O Airspace System of the U.S. It provides basic flight, F$ R; x" J8 K1 d/ t information, ATC Procedures and general instruc‐+ q9 d% v H% z0 Z$ M, Z tional information concerning health, medical facts, 0 }! O" _$ E3 ~+ Cfactors affecting flight safety, accident and hazard ' X7 ?: u2 L$ J$ w( Y$ [reporting, and types of aeronautical charts and their % O6 O; X1 E# e& a- w) Z% Nuse./ n5 |9 l7 ?& ]0 j3 f AERONAUTICAL INFORMATION PUBLICA‐ / ~* X0 b. o" t; p6 d4 ?4 XTION (AIP) [ICAO]- A publication issued by or with# S( [; T1 [2 J' c: K" H& X 2/14/08, g; T6 s& E% |& f' U ?' Z PCG A-4( N8 O% @& w; t4 o% F& Q the authority of a State and containing aeronautical 4 K; h! Q5 F, einformation of a lasting character essential to air + x9 `* L5 w) V: W& Dnavigation. 8 n% F( {2 F+ m$ N* |' Q8 GA/FD(See AIRPORT/FACILITY DIRECTORY.) 4 q' _9 e0 ]. Z/ K1 N9 UAFFIRMATIVE- Yes.: P. k4 D6 W7 W AFIS(See AUTOMATIC FLIGHT INFORMATION7 y% U0 L& t& g SERVICE - ALASKA FSSs ONLY.) ; P; [3 @9 U+ n3 G3 s R4 bAFP(See AIRSPACE FLOW PROGRAM.)* _$ g( z( u& [9 i E- O+ m# F0 c AIM(See AERONAUTICAL INFORMATION 2 a; {, I2 j- Y. k4 a' I/ WMANUAL.) 7 a. z3 b8 H. c aAIP [ICAO]- : Y# S. A; _& R6 N4 _; [& T(See ICAO term AERONAUTICAL / d. o4 y$ K( y7 {INFORMATION PUBLICATION.)6 e9 K% T) ]8 a/ F6 B. G AIR CARRIER DISTRICT OFFICE- An FAA field* [$ t- l. p7 ?( `6 U/ W! @ office serving an assigned geographical area, staffed' R8 \: q9 i5 K0 h2 ~; M G$ b. ? N with Flight Standards personnel serving the aviation9 Q# A& [5 A8 @0 x industry and the general public on matters related to . O+ x4 E1 s3 e2 U9 uthe certification and operation of scheduled air. ]' M# |( a" f# [2 G6 z3 ~ carriers and other large aircraft operations. - t. R/ m Z* g5 E$ FAIR DEFENSE EMERGENCY- A military emer‐% w4 q7 ^) W2 l8 R* Z; ` gency condition declared by a designated authority.0 u! C. G5 S9 r. Q2 a This condition exists when an attack upon the& v. w) M% w% O" `. e' } F W continental U.S., Alaska, Canada, or U.S. installa‐ % { a3 w( J# a& ^2 X* Utions in Greenland by hostile aircraft or missiles is6 C' y6 N$ ~2 a9 u considered probable, is imminent, or is taking place.$ J/ N0 x! ^* R1 M (Refer to AIM.) * l4 u% F; g5 [" ^- O! bAIR DEFENSE IDENTIFICATION ZONE (ADIZ)- 9 Y8 c- q6 F" K. F/ nThe area of airspace over land or water, extending : W' K% M+ A8 t- T: s9 l' yupward from the surface, within which the ready( Z9 Z) ~ Q) D1 \ identification, the location, and the control of aircraft/ h; S. O8 a. u5 t! i are required in the interest of national security. ( } G* V7 [7 wa. Domestic Air Defense Identification Zone. An * u! W0 m) a- V( ?ADIZ within the United States along an international9 Y! R" M) \" X' M boundary of the United States.6 W9 n/ K# c& A" M: C7 ? b. Coastal Air Defense Identification Zone. An ' L; h" J Z# B% pADIZ over the coastal waters of the United States.! |- _$ B8 b8 e9 O$ V: U. B/ J7 ` c. Distant Early Warning Identification Zone$ ~8 d8 u! s+ f* O8 b' [" O (DEWIZ). An ADIZ over the coastal waters of the / @* d! Z' k( ZState of Alaska.6 {1 {; k& \% H: J/ s d. Land-Based Air Defense Identification Zone.$ v# Q6 l1 A; h3 f- u4 {) T An ADIZ over U.S. metropolitan areas, which is " P( n0 k1 q) S4 N' d( xactivated and deactivated as needed, with dimen‐9 R4 m6 ]; K, o! y1 r1 B sions, activation dates and other relevant information8 I2 G% x2 r2 n: z7 h disseminated via NOTAM. 7 x% j, w. u8 vNote:ADIZ locations and operating and flight plan % H, {( F2 l$ r2 a( P8 C! f& p4 [requirements for civil aircraft operations are speci‐ 6 K# l# X; w4 k% T% ~: O4 dfied in 14 CFR Part 99. * \: @8 t8 \2 b, {1 d+ \" p* R) |& u" {(Refer to AIM.) . Z2 ]" H. A* t' CAIR NAVIGATION FACILITY- Any facility used / w4 d- w+ M4 d( `5 Xin, available for use in, or designed for use in, aid of. d5 }5 E0 s5 |- z9 W1 M$ N air navigation, including landing areas, lights, any- a) f4 v3 f- Y# `. K5 ^ apparatus or equipment for disseminating weather% A1 D- `6 W& P4 T) z8 l information, for signaling, for radio‐directional ) i, g2 F2 I7 x9 Z9 xfinding, or for radio or other electrical communica‐! I+ q7 G( S+ o tion, and any other structure or mechanism having a ' w" E+ \+ x& Z7 H9 A2 G$ asimilar purpose for guiding or controlling flight in the # i$ L# g$ J* ~7 {3 |; v# S. N6 t6 kair or the landing and takeoff of aircraft. + B/ p" U3 `9 Y6 V(See NAVIGATIONAL AID.)8 U; k# R' V! N% V, r: f. j0 V% `1 j AIR ROUTE SURVEILLANCE RADAR- Air route ) N3 |8 Y+ N: y \# h- S5 htraffic control center (ARTCC) radar used primarily) B) x0 G5 w6 B/ O$ j) G' z- j to detect and display an aircraft's position while en. B0 s# r0 O+ i) ]8 S6 F* l route between terminal areas. The ARSR enables 1 v+ r3 Q- _1 [controllers to provide radar air traffic control service. i$ D; V3 C' M F: J4 Q2 G* ^; U when aircraft are within the ARSR coverage. In some! n3 Z2 L. l: l/ H$ w3 M instances, ARSR may enable an ARTCC to provide : m$ V/ x9 Z5 hterminal radar services similar to but usually more ; A. L% A% g$ r' F: Qlimited than those provided by a radar approach ' v+ L# [6 ]# u8 ?control. 6 R7 V9 O( u: r$ r% zAIR ROUTE TRAFFIC CONTROL CENTER- A) r" p# k) j! b facility established to provide air traffic control; D) ?2 t$ O: A+ g5 a' Y% l service to aircraft operating on IFR flight plans ( v$ |$ M! E/ X, C3 V& }- Vwithin controlled airspace and principally during the 9 r0 g3 N3 X& y, [0 Yen route phase of flight. When equipment capabilities - M4 ]/ _# a6 S, F+ D' m7 Band controller workload permit, certain advisory/as‐# h% h/ _* r _ sistance services may be provided to VFR aircraft.- a v8 o" j- l$ F9 i: q S (See EN ROUTE AIR TRAFFIC CONTROL & \$ e0 s4 y# |* k& q5 s' NSERVICES.) 8 U/ W0 V. R u! ~7 U(Refer to AIM.) ( B$ S: Y4 A" ?4 `0 kAIR TAXI- Used to describe a helicopter/VTOL @3 N: L7 G, X aircraft movement conducted above the surface but* q) C7 s z! i \+ h normally not above 100 feet AGL. The aircraft may: z& G6 d) Q5 @" v proceed either via hover taxi or flight at speeds more ) L" q- u! ~3 q! e. n" g( a) F9 {than 20 knots. The pilot is solely responsible for }% A2 g9 h5 A- G9 Nselecting a safe airspeed/altitude for the operation: S4 G! O. b' B; [' J; k7 f being conducted. 7 R- X! \& I+ I5 B C% ~(See HOVER TAXI.): H9 u+ C) x. j- Q (Refer to AIM.) ! s! J- j, b2 O, i9 {0 sPilot/Controller Glossary 7/31/08 7 X. N: d+ ]1 {$ wPilot/Controller Glossary 2/14/08 5 H+ S& F ]; A' K# f+ n3 B( TPCG A-5 7 z: U0 a* i& j- m* HAIR TRAFFIC- Aircraft operating in the air or on an1 j7 Q& @, k' T, ^" m3 y airport surface, exclusive of loading ramps and ( u' q5 U3 W$ l T' h7 qparking areas.) f4 _$ u0 Q7 x, I. e (See ICAO term AIR TRAFFIC.) ' t! O A% ` J- a( OAIR TRAFFIC [ICAO]- All aircraft in flight or 5 S5 o8 ]5 o2 D* s5 w& _" [; Foperating on the maneuvering area of an aerodrome. ( Y5 l0 X; e1 g4 g4 `AIR TRAFFIC CLEARANCE- An authorization by * s1 a: m! h' ?0 K* lair traffic control for the purpose of preventing. I+ m9 ~: m& ^ collision between known aircraft, for an aircraft to5 ?+ e% r6 h/ H- P s; H proceed under specified traffic conditions within % W ~+ t: T! Zcontrolled airspace. The pilot‐in‐command of an 6 e( j. h1 m2 k4 Yaircraft may not deviate from the provisions of a9 z- ^8 v* ]1 f& h/ D5 o- W, V visual flight rules (VFR) or instrument flight rules7 }' p, r! y) s9 U9 B- e" K1 s8 D! K (IFR) air traffic clearance except in an emergency or6 `. H1 g& N, f7 n# _ unless an amended clearance has been obtained. # y- ]- H$ I* s4 YAdditionally, the pilot may request a different0 N/ z+ q( I' F5 S/ z( [ clearance from that which has been issued by air1 }3 `# [6 S6 p! c) N9 Z: n3 x traffic control (ATC) if information available to the: D( @' F# Y, a( @% _7 e% u pilot makes another course of action more practicable % ]/ `! h3 t) Tor if aircraft equipment limitations or company 0 q- ?# s- O0 @ n# [' J3 Tprocedures forbid compliance with the clearance . v4 P& ?0 _. C, q* Hissued. Pilots may also request clarification or, g0 r( P+ A( a1 {; N4 g amendment, as appropriate, any time a clearance is% @9 z' {6 I4 I' }( w not fully understood, or considered unacceptable1 R3 I, }1 ^: I/ B5 N because of safety of flight. Controllers should, in/ j: z) e# @1 `9 [ such instances and to the extent of operational 4 b K7 `9 H+ r) g% W: j: Opracticality and safety, honor the pilot's request./ ~4 \$ Y5 |" _' @5 D6 t( H 14 CFR Part 91.3(a) states: “The pilot in command 6 V" E* w! i, h+ o" A9 l7 mof an aircraft is directly responsible for, and is the2 \5 b: h' `, h5 S; _, `4 S3 o final authority as to, the operation of that aircraft.” 9 O' l4 H5 p6 C# R4 nTHE PILOT IS RESPONSIBLE TO REQUEST AN7 E( ^6 E9 R; X3 Y* W AMENDED CLEARANCE if ATC issues a4 g; T9 h, F# J% t% ~ clearance that would cause a pilot to deviate from a / q: h, \, {+ Z7 }: r- Prule or regulation, or in the pilot's opinion, would 8 O% |& d: i8 h+ a% xplace the aircraft in jeopardy. . H0 p6 q4 y ?# ^ e8 s, r(See ATC INSTRUCTIONS.)* L+ o( e' Q' F, m (See ICAO term AIR TRAFFIC CONTROL 8 W! L" e( e: N1 l9 l/ u8 B5 rCLEARANCE.)2 v4 B( B% J# p9 Y/ f3 V$ D) o AIR TRAFFIC CONTROL- A service operated by; y# x" m0 f& X% }4 q+ z1 D appropriate authority to promote the safe, orderly and * J( x1 ]: j8 o$ p0 K" ~expeditious flow of air traffic. . O; s9 w/ _2 u' R; A; }9 @(See ICAO term AIR TRAFFIC CONTROL 1 [- s7 u+ |% WSERVICE.)( M# r0 h4 _ m ~8 n) d# a8 B AIR TRAFFIC CONTROL CLEARANCE [ICAO]- + Q3 z" ]& Y! a3 J) s/ HAuthorization for an aircraft to proceed under" w2 g1 S8 a+ S( d8 C3 ~ conditions specified by an air traffic control unit.% }/ s F2 o% B3 u9 F3 s8 f+ d Note 1:For convenience, the term air traffic control 3 }" R* ^9 j. Oclearance is frequently abbreviated to clearance % m2 G' E( { a1 pwhen used in appropriate contexts. 2 ]# i) ~8 Y+ x0 c9 I9 A7 ANote 2:The abbreviated term clearance may be0 ^8 [9 |( @+ a: ?0 r prefixed by the words taxi, takeoff, departure, en 4 Y3 X( {8 e% |1 nroute, approach or landing to indicate the particular . y& h: p& V2 F/ o. mportion of flight to which the air traffic control clear‐# J: v8 K. ?' k( z ance relates. 0 R$ a5 u! M, o, IAIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.)3 o9 R' F0 M1 q2 U1 ?; { AIR TRAFFIC CONTROL SERVICE [ICAO]- A* Y5 X5 A5 H9 w service provided for the purpose of:9 x) p6 q D$ Z a. reventing collisions:+ T1 R8 H% q. G: q1 s: }2 o 1. Between aircraft; and2 u: s7 N. e0 g, x1 P 2. On the maneuvering area between aircraft" B$ S8 X! z# Y7 \: L and obstructions.0 p1 O5 g; B/ C3 n b. Expediting and maintaining an orderly flow of N$ ? j" A6 R8 b air traffic. $ f9 o; |2 G! G1 S) Q0 ?$ GAIR TRAFFIC CONTROL SPECIALIST- A person H' u" q4 Q/ e1 t! O% \authorized to provide air traffic control service.4 Q3 A- m* P" |( r (See AIR TRAFFIC CONTROL.) 0 L# \8 V( F; X- z(See FLIGHT SERVICE STATION.) % Z8 `! X7 w" A+ ~6 C& E8 I(See ICAO term CONTROLLER.)' [- O: @0 U+ G3 l. g AIR TRAFFIC CONTROL SYSTEM COMMAND7 L- F/ L# c s k. s% C CENTER (ATCSCC) - An Air Traffic Tactical , j i C: S, u" NOperations facility responsible for monitoring and + S9 s8 N& G+ F$ Ymanaging the flow of air traffic throughout the NAS,4 B; T0 u9 ]0 J# q7 E Z producing a safe, orderly, and expeditious flow of" t+ p" Z; A; Y7 @/ e j( G- k traffic while minimizing delays. The following . p* v$ i2 } @/ ~& B5 F8 l2 S0 X; a! ufunctions are located at the ATCSCC:% u7 b7 C1 Q" ?0 O( g% j4 u a. Central Altitude Reservation Function 8 p4 A' Z! C% l/ B(CARF). Responsible for coordinating, planning,+ {# C* i* m! u4 }) x: K! S& c and approving special user requirements under the 9 ]9 v3 G" h& k) v& A$ m$ _Altitude Reservation (ALTRV) concept. . j4 D. l# y: s- G2 q3 B5 H(See ALTITUDE RESERVATION.)! U4 m" D2 w. D( e% }, j0 W& h2 P b. Airport Reservation Office (ARO). 6 T4 T W, E( t- d. uResponsible for approving IFR flights at designated' d/ R& Z* X; p7 U4 F* G* J1 T high density traffic airports (John F. Kennedy, 5 @$ d. R$ g2 M. b) E z8 d" Q; l' ALaGuardia, and Ronald Reagan Washington* ]2 |$ F% D5 @1 b& w* ] National) during specified hours.8 x1 x8 F+ y* p- D4 d, N (Refer to 14 CFR Part 93.)- r e% M& R" s+ f (Refer to AIRPORT/FACILITY DIRECTORY.) ?4 [' @& T$ B' w. r 7/31/08 Pilot/Controller Glossary ; k0 `3 p1 ^) y2 h4 t" b) @6 L# {: [2/14/08 h" e- q/ K8 F) u6 D. D* \ PCG A-63 ^: [% _, G8 o3 m+ {' t0 e* Q: S c. U.S. Notice to Airmen (NOTAM) Office.0 Y$ z6 k' {. k3 g/ \: F Responsible for collecting, maintaining, and distrib‐ / N, [0 r8 x ~4 D) }uting NOTAMs for the U.S. civilian and military, as 3 H$ [8 y+ E% ]& c, {8 P1 H2 K( rwell as international aviation communities.& Q ]; O k: ] (See NOTICE TO AIRMEN.) ' `0 o6 E! e+ X: }4 ad. Weather Unit. Monitor all aspects of weather 0 B) y, B4 w- Q, \for the U.S. that might affect aviation including cloud/ ~! ?! a, X- {& d6 D' u cover, visibility, winds, precipitation, thunderstorms, ! i. c* I- L8 B( r+ u& c6 Dicing, turbulence, and more. Provide forecasts based- s* \3 y" L. w; @/ y; o7 O* b on observations and on discussions with meteorolo‐' |! a* s% [1 E( K/ {& F+ e% f' V: B gists from various National Weather Service offices, % A) k: P& X; ?9 i) S6 aFAA facilities, airlines, and private weather services., E7 C' J# r' M AIR TRAFFIC SERVICE- A generic term meaning:3 m: y1 j9 J8 y+ R6 T! T9 R a. Flight Information Service. 8 K# @- Q" F" y2 ]0 ib. Alerting Service. / u- u2 v1 F) D" m! m) ^: n5 U1 u# wc. Air Traffic Advisory Service.! |% X$ ]7 v5 `) s8 R% f d. Air Traffic Control Service:8 E+ e% f5 [5 R% ^/ O 1. Area Control Service,) D/ C: b; j5 e3 R2 U3 @ 2. Approach Control Service, or 7 W8 X4 n D- ?/ E. Z3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The7 E" `$ c- W6 x0 Q4 o, v$ o4 V term “ATS Route” is a generic term that includes% \$ ?: u6 O( e( Q6 ]& Q( D$ A3 Z “VOR Federal airways,” “colored Federal airways,”1 h$ T B- A1 \1 K& L1 z% x) _$ v “jet routes,” and “RNAV routes.” The term “ATS- c, M3 T' A. k$ F route” does not replace these more familiar route 4 D# e: r) d' Unames, but serves only as an overall title when listing* K* q5 V* a9 `8 s5 g+ R9 J) U) A/ e8 Y the types of routes that comprise the United States/ W Z0 a0 h/ r: S route structure.. w) x$ `+ Y F AIRBORNE DELAY- Amount of delay to be : K8 i3 Q) M* o! [# bencountered in airborne holding.- X4 O; ?# h- j8 `; t7 |$ _& { AIRCRAFT- Device(s) that are used or intended to; [# Y4 ?! X( P8 q be used for flight in the air, and when used in air traffic 9 ~7 Q# `; z" \/ m9 j8 `control terminology, may include the flight crew. # L/ G2 w8 S$ k7 R6 |(See ICAO term AIRCRAFT.)7 d5 C5 A& s; K( N& m O/ F AIRCRAFT [ICAO]- Any machine that can derive ' |2 D( k$ A- t$ dsupport in the atmosphere from the reactions of the air6 d8 q* x- Y, D2 E) q other than the reactions of the air against the earth's' o: _) X( G+ y* a8 V- ^% u0 S* ? surface. 4 j! k- r- p; E# C0 a SAIRCRAFT APPROACH CATEGORY- A9 l. h1 _1 A3 F2 m7 \1 O grouping of aircraft based on a speed of 1.3 times the: T2 C0 ]8 j3 P/ @ stall speed in the landing configuration at maximum5 p& I9 r5 N/ b2 F& y) z# b* K gross landing weight. An aircraft must fit in only one- J5 u. a$ I( p7 E1 y6 t category. If it is necessary to maneuver at speeds in/ T! R" Q3 ^& U! B. G, S% n; I excess of the upper limit of a speed range for a j7 t1 t+ h8 F1 Icategory, the minimums for the category for that1 U3 w/ Y' |& n. u, f) h) ~! z8 r4 u speed must be used. For example, an aircraft which( u9 e7 s+ A: j4 T falls in Category A, but is circling to land at a speed" r+ C h, N2 \& C8 [. V6 C in excess of 91 knots, must use the approach" v9 t! ]4 Y ?) _$ d& h CategoryB minimums when circling to land. The & Z7 T$ A P d. h' X+ \' h9 y Zcategories are as follows:% K" w$ Y" A4 _) p v) o a. Category A- Speed less than 91 knots. ' n+ K& R' v# x! A c; P( n; nb. Category B- Speed 91 knots or more but less: ?4 J/ e3 E( Z' c5 W than 121 knots.( Z* M0 A* p8 A1 [) ~" c9 ^ c. Category C- Speed 121 knots or more but less$ S8 f' a! A3 t6 U9 E6 x6 l6 ~/ P6 ] than 141 knots. / O( C" w& r8 d$ ~2 Zd. Category D- Speed 141 knots or more but less/ U) j ^( u* V than 166 knots.0 G+ s3 l9 z8 m$ v3 ^' h$ ~ e. Category E- Speed 166 knots or more. % b0 y0 ^+ M% G+ _(Refer to 14 CFR Part 97.)$ O6 t; j: o1 O- B AIRCRAFT CLASSES- For the purposes of Wake , L3 m9 h0 R% h; P& L' y( ITurbulence Separation Minima, ATC classifies 5 ]2 d% T+ G* H) aaircraft as Heavy, Large, and Small as follows:8 P( R/ H9 T) o) u0 S Q! \) ?7 W a. Heavy- Aircraft capable of takeoff weights of w+ O4 H1 C, B/ i6 e4 imore than 255,000 pounds whether or not they are$ A: b& |. F4 m# b operating at this weight during a particular phase of. Z+ r7 B9 ?& |$ Y6 t flight.! @) S2 N* |$ { b. Large- Aircraft of more than 41,000 pounds,* E5 a z$ h0 u, H maximum certificated takeoff weight, up to 255,000: ]* }, Y0 P6 a6 V pounds. 4 O6 h, f% I- h& nc. Small- Aircraft of 41,000 pounds or less/ `4 P; q) o; I! }: M4 A maximum certificated takeoff weight.: {. [1 `# Y+ s6 V) C (Refer to AIM.)3 D' j: |, T2 X! w8 s. H AIRCRAFT CONFLICT- Predicted conflict, within ) m5 V5 J Q7 V( y) oURET, of two aircraft, or between aircraft and 8 I) t0 g( o/ qairspace. A Red alert is used for conflicts when the . q5 @- c; P l" cpredicted minimum separation is 5 nautical miles or) k) l& m; b4 P6 [6 {8 L less. A Yellow alert is used when the predicted( y8 U4 a5 P1 j3 ^ minimum separation is between 5 and approximately% X$ X! R4 M5 f9 {9 q) W. E: w 12 nautical miles. A Blue alert is used for conflicts; i8 T; s2 T5 \( t) v between an aircraft and predefined airspace.; S: A9 O, t8 S' N7 W (See USER REQUEST EVALUATION TOOL.)! m0 T) u; b0 X1 _, `5 q; M0 { AIRCRAFT LIST (ACL)- A view available with% s+ Z9 s) M1 K. r URET that lists aircraft currently in or predicted to be , ^, j3 w8 @. u- N5 ]in a particular sector's airspace. The view contains ?1 c1 b' e$ j* c0 L9 n4 Ttextual flight data information in line format and may + r1 I( B) S! [* F) \be sorted into various orders based on the specific + x+ D9 m r+ Y5 Q8 s: Xneeds of the sector team.+ A# Y( G F; F, d5 m( c0 a/ V (See USER REQUEST EVALUATION TOOL.)3 U, E- f# Y/ M9 G AIRCRAFT SURGE LAUNCH AND( {; k5 z' ^2 o0 U RECOVERY- Procedures used at USAF bases to" D. r* N. Z8 O7 M3 X$ Z provide increased launch and recovery rates in+ x% q6 l$ |8 A/ V; Z. V instrument flight rules conditions. ASLAR is based* e& h) t* { o+ n' w on: ! ?1 Q0 @$ w4 d" ^. UPilot/Controller Glossary 7/31/08 9 {( D9 Y$ B' g) Q8 P, N/ W) QPilot/Controller Glossary 2/14/08 + A# o5 m0 n, s$ v4 H/ W6 A2 pPCG A-7 K8 x1 S/ J- a; \ a. Reduced separation between aircraft which is* r$ F& h* Y& H based on time or distance. Standard arrival separation' n& S6 }7 }* H& B( e" @; q applies between participants including multiple/ ^ b, e% V2 e6 M5 v6 d flights until the DRAG point. The DRAG point is a/ |4 F% _( I1 k* Y" ?/ Q1 ~ published location on an ASLAR approach where1 d% u5 b4 a; `9 ~, | aircraft landing second in a formation slows to a 1 ~4 S. p; i* H% i, m% l/ Mpredetermined airspeed. The DRAG point is the F$ N2 [7 A1 s- \6 V2 N9 O reference point at which MARSA applies as ' i) p) b6 R) ^ a/ }/ E+ kexpanding elements effect separation within a flight8 s2 P u, |( Y7 X' a- d or between subsequent participating flights.! \; X, {$ W. g2 ? b. ASLAR procedures shall be covered in a Letter; M. M4 P5 m" Q$ F1 h Z' m of Agreement between the responsible USAF/ v. z, u, c% r military ATC facility and the concerned Federal 6 v; y# P" N3 UAviation Administration facility. Initial Approach0 s' g# Q; g3 e7 ]4 x& m5 A Fix spacing requirements are normally addressed as ( r! m7 D& \. Y- g3 s. O4 n# L5 Sa minimum.. }5 ^( h5 w! ?7 @0 d+ J AIRMEN'S METEOROLOGICAL 5 X- W' l) c$ \6 W- p; K! {INFORMATION(See AIRMET.) % U. n& ]- ^, S3 R9 yAIRMET- In‐flight weather advisories issued only ' U: ]: d+ ?3 u) A9 xto amend the area forecast concerning weather% o( q- ~1 z! p$ t0 O* N: r" P phenomena which are of operational interest to all: A6 X# N7 C' ^+ X+ i0 R7 W aircraft and potentially hazardous to aircraft having & F& |0 ?, I4 `3 Climited capability because of lack of equipment,$ C5 K$ l& i6 s% Y* ^ instrumentation, or pilot qualifications. AIRMETs * S" `1 i# {( Y6 zconcern weather of less severity than that covered by 4 k: e$ `. S( `- FSIGMETs or Convective SIGMETs. AIRMETs ! N" _" A R8 `3 {+ s1 j1 V" |# @2 v0 Rcover moderate icing, moderate turbulence, sustained 7 c) G* R) g9 I7 {0 u( C- F' H& xwinds of 30 knots or more at the surface, widespread& m; T+ } W2 z3 D5 ^ areas of ceilings less than 1,000 feet and/or visibility3 T- ~0 J+ J( Y# K7 A- ? less than 3 miles, and extensive mountain' Q: h( C* Q/ k; u( L% R4 n obscurement. 1 _2 g$ D' j9 D$ \7 j; x(See AWW.) d6 b& ]6 L- g) L9 ]1 L- _6 C(See CONVECTIVE SIGMET.) 8 p. d' _: _$ }9 z) j(See CWA.) m7 f( y/ w% p. x' x1 ^ (See SIGMET.) 2 S. F' c: V6 k: ^) b- ~(Refer to AIM.) $ b( ~6 d) O3 }- PAIRPORT- An area on land or water that is used or$ R6 [/ |' Q) o* l0 d intended to be used for the landing and takeoff of " S1 d$ }, X! M* W4 zaircraft and includes its buildings and facilities, if% e' P4 M- C ?0 c any.) u m( h7 |. s+ m: n; S' f- j AIRPORT ADVISORY AREA- The area within ten: g/ @: q' E9 z; g' R miles of an airport without a control tower or where & R) w) Q* b: [# w7 sthe tower is not in operation, and on which a Flight5 q8 y0 C) N+ u) m! L7 w% Y2 w Service Station is located." G, }( B# C( i1 d5 H' m/ _ (See LOCAL AIRPORT ADVISORY.)" {/ o: {, {$ v7 _5 R8 D _ (Refer to AIM.)2 ?) t3 v! w- B, P' j# ~! G AIRPORT ARRIVAL RATE (AAR)- A dynamic @' k. I$ Z' v. Einput parameter specifying the number of arriving ) g( e. s& v4 Y. Q* h, kaircraft which an airport or airspace can accept from , Q; h+ K/ ?9 H _* P! Mthe ARTCC per hour. The AAR is used to calculate $ ^; c1 w! y: `2 }2 `+ r( G3 O! v& }the desired interval between successive arrival" u4 V9 N5 @. f0 s aircraft.9 L/ K j! f# S+ k7 | B# [ AIRPORT DEPARTURE RATE (ADR)- A dynamic $ v" U2 j) B" v S# R1 Dparameter specifying the number of aircraft which 1 F% H+ [1 h6 q: P+ Mcan depart an airport and the airspace can accept per : P$ m" ]& V1 w2 T% Hhour.

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AIRPORT ELEVATION- The highest point of an 8 Z$ n2 I: g; }* A; _8 Zairport's usable runways measured in feet from mean1 w( p) v5 K8 K8 D w! ]0 v sea level.6 a; ]; d p4 h (See TOUCHDOWN ZONE ELEVATION.) ; a6 D, q# n$ Y* e" Q1 b; L(See ICAO term AERODROME ELEVATION.) , Y3 g2 Y! Q9 u/ s2 t7 OAIRPORT/FACILITY DIRECTORY- A publication4 x7 r* D7 o. `+ i G designed primarily as a pilot's operational manual ( ]; p7 u+ E6 l- Jcontaining all airports, seaplane bases, and heliports, S! I" Z9 a& g: } open to the public including communications data,- }) m# M e, J! q+ G# \9 A- _0 D navigational facilities, and certain special notices and 3 \+ }* i6 ]) }( o6 {procedures. This publication is issued in seven X" D/ R3 C* c1 F! V volumes according to geographical area. / F! x* L. X& {( @5 x) `AIRPORT LIGHTING- Various lighting aids that " \2 U5 _. N8 f3 s amay be installed on an airport. Types of airport' g6 O; c: @2 f7 U+ F( J- b+ h lighting include: ! J) y0 Q9 m1 e; ^, Y* t- Ha. Approach Light System (ALS)- An airport; F7 }9 d" y. G8 W( U3 `/ \ lighting facility which provides visual guidance to1 d' E$ D6 ^9 e. A( g landing aircraft by radiating light beam s in a 2 ~: z& }. m1 g0 |directional pattern by which the pilot aligns the . P. O$ T1 u m" y. daircraft with the extended centerline of the runway on 8 j+ B1 [! j$ h( ~. R. Mhis/her final approach for landing. Condenser‐3 G1 _2 ^! R$ v/ t Discharge Sequential Flashing Lights/Sequenced " p3 } K3 ?6 d' yFlashing Lights may be installed in conjunction with " [3 J2 F$ t' P/ c Q5 Wthe ALS at some airports. Types of Approach Light $ u I) {; w( x) c- m5 o+ mSystems are: ' Z0 I, O' g' s+ \1. ALSF‐1- Approach Light System with4 P3 P6 p4 Y3 c( B3 ]# J8 Z Sequenced Flashing Lights in ILS Cat‐I configura‐ - t1 G! g: F8 o$ [; z: o, jtion., w6 R& \1 h9 ^* k7 C1 Q% h 2. ALSF‐2- Approach Light System with / V' Y' y% E/ \0 C& ~Sequenced Flashing Lights in ILS Cat‐II configura‐ * L. J4 s. O8 }' ?$ ltion. The ALSF‐2 may operate as an SSALR when % N1 U9 k% l5 K2 {weather conditions permit.2 ]: ~) L& a* i7 ]" S 3. SSALF- Simplified Short Approach Light ) q" w2 v# j' o8 {# @6 NSystem with Sequenced Flashing Lights. 4 `+ n& O) A. \0 S5 d4. SSALR- Simplified Short Approach Light# T; _) E2 K2 @/ J6 g I/ S: ^3 [ System with Runway Alignment Indicator Lights. y! B: n; k( d' @$ y2 B$ l7 ^5. MALSF- Medium Intensity Approach Light # K3 j C6 g% [+ ]System with Sequenced Flashing Lights. : a( O s) \7 n M7/31/08 Pilot/Controller Glossary 0 K; G4 C! ~: X5 |1 {) X2/14/086 b. p( c8 F) N8 R+ n PCG A-8 8 w8 o, m8 C$ ~# T6. MALSR- Medium Intensity Approach Light 6 I, x; k+ i$ b1 O$ N0 sSystem with Runway Alignment Indicator Lights. r3 z, y& }( F. f* D8 _9 q7. LDIN- Lead‐in‐light system- Consists of% Y8 v5 l1 l5 r, R, k one or more series of flashing lights installed at or ; R5 A4 m0 e" ynear ground level that provides positive visual, w, B8 `/ f* d$ } guidance along an approach path, either curving or 9 P( K$ B* k7 A6 z1 [6 L6 qstraight, where special problems exist with hazardous 2 N: H8 g2 v4 t5 R oterrain, obstructions, or noise abatement procedures. 8 C/ h& ^% L# ~6 |9 r: G8. RAIL- Runway Alignment Indicator Lights- H9 {2 x( n$ y5 iSequenced Flashing Lights which are installed only* o% [* h7 V* G in combination with other light systems.- V; U5 r' v. U6 S: ]0 v% l2 y 9. ODALS- Omnidirectional Approach Light‐! ~0 K3 C; \6 t) \8 ~4 d ing System consists of seven omnidirectional $ T9 V: n" ~* p; H d4 j& i8 Fflashing lights located in the approach area of a / r3 a! b, n! c9 c" l4 v' hnonprecision runway. Five lights are located on the1 q! T6 n4 {( R, r: ^ runway centerline extended with the first light' a$ r v2 ~1 J( z. q located 300 feet from the threshold and extending at * O+ [' L' w! L9 b. Kequal intervals up to 1,500 feet from the threshold.: u# V* w q! N6 T4 | The other two lights are located, one on each side of( i- t' w7 f. J$ z' l the runway threshold, at a lateral distance of 40 feet$ w) z4 l- ^& ]( E! m from the runway edge, or 75 feet from the runway ) W/ r7 _/ _% m: A/ bedge when installed on a runway equipped with a + p/ z+ h" W+ o# `, V6 u+ MVASI.4 T" Z* M Q$ y- ^3 C (Refer to FAAO JO 6850.2, VISUAL GUIDANCE5 x& l% B# ^) y5 { LIGHTING SYSTEMS.) # t' w( m/ L. c% d$ r+ Tb. Runway Lights/Runway Edge Lights- Lights, @+ _, g3 \! A having a prescribed angle of emission used to define 9 ]& f. Q7 q7 m- D/ mthe lateral limits of a runway. Runway lights are ) Y2 x+ S! j* Q1 p* Suniformly spaced at intervals of approximately 2002 G# V" ~$ G( c* ?# O feet, and the intensity may be controlled or preset.; @ \' n4 z. m2 P# o; a c c. Touchdown Zone Lighting- Two rows of: D& [7 `1 h: b$ s, {2 ?; c transverse light bars located symmetrically about the0 l+ t5 }! Z3 J9 g runway centerline normally at 100 foot intervals. The ( D& D ], k4 y! d8 J- M/ {& vbasic system extends 3,000 feet along the runway. - g! d7 ?* \1 t5 S2 Z. ^0 [d. Runway Centerline Lighting- Flush centerline s7 u: P$ `; K$ c7 mlights spaced at 50‐foot intervals beginning 75 feet 6 J( u$ ~* S$ K: O$ o3 G" wfrom the landing threshold and extending to within 75) {4 O' z" K# P! E# d feet of the opposite end of the runway., v* Q2 J* d6 M9 E! o- [! N e. Threshold Lights- Fixed green lights arranged z! O2 l7 D0 _& c symmetrically left and right of the runway centerline," l X% D) N# i$ o9 n: I3 B identifying the runway threshold. / E) i. c. R. l' S) bf. Runway End Identifier Lights (REIL)- Two9 r' J5 d: i' a( ] synchronized flashing lights, one on each side of the $ S* E* z, S9 _; a( _% `: v: Crunway threshold, which provide rapid and positive0 h. n* A0 _+ M" @$ E9 t identification of the approach end of a particular 5 H0 u' N* Q; x) S9 i( p) @ r* G+ K5 Y7 `runway. ! s2 z2 H/ i" _2 A3 Sg. Visual Approach Slope Indicator (VASI)- An 1 z$ e* i& N: Eairport lighting facility providing vertical visual' k* d( E* u! N4 V' C9 j' k approach slope guidance to aircraft during approach ! @' d) A O4 N. j3 qto landing by radiating a directional pattern of high 2 u) b5 v* u1 S8 p" I3 e# lintensity red and white focused light beams which+ i% r( C& f X5 }. ? indicate to the pilot that he/she is “on path” if he/she $ j- s2 A/ I5 p! w" k# g9 Zsees red/white, “above path” if white/white, and # H- o( l4 t0 ^$ X: f' u( A( ^“below path” if red/red. Some airports serving large 3 Z6 C7 F3 R# n: G- kaircraft have three‐bar VASIs which provide two 1 ]1 D/ a8 d C) Gvisual glide paths to the same runway. " |+ L+ ^2 F2 u, Y. C- X5 G0 gh. recision Approach Path Indicator (PAPI)- An; L, h8 |; W* {. Z1 h/ w& X airport lighting facility, similar to VASI, providing 7 ` g* L6 X7 u/ E% Evertical approach slope guidance to aircraft during : M p( A% }4 g6 [. A* m& Qapproach to landing. PAPIs consist of a single row of$ {7 T( y- N9 {! y" o- O. j% K% M either two or four lights, normally installed on the left % m7 Q; x- {3 S) ]side of the runway, and have an effective visual range1 O- f+ n) A. i6 }; W of about 5 miles during the day and up to 20 miles at& h+ |6 p+ N( Z; X% c4 a night. PAPIs radiate a directional pattern of high 2 W/ x3 X6 u3 O* H3 |- {4 T: vintensity red and white focused light beams which 7 o: f' w4 |9 M& m# Iindicate that the pilot is “on path” if the pilot sees an8 g+ N! r# d8 [# \) M' a equal number of white lights and red lights, with ) X5 d$ c8 S# M& H3 bwhite to the left of the red; “above path” if the pilot % M" J) l# I* A' w7 wsees more white than red lights; and “below path” if4 d* x* [0 v9 T3 g& Q* n& a the pilot sees more red than white lights. # `" [+ n' O( Y) Y" q: f. A' ^i. Boundary Lights- Lights defining the perimeter , v* |7 j" W. L9 o! Rof an airport or landing area.6 `6 S* }$ U' t (Refer to AIM.) 0 \# U, c- t! k( a* i; L6 S& YAIRPORT MARKING AIDS- Markings used on % `' z* o. C- d* m9 C0 xrunway and taxiway surfaces to identify a specific \. V/ ]( y' M6 {* A0 I) Zrunway, a runway threshold, a centerline, a hold line, 1 k( O5 f% C8 V0 k! w' D+ Letc. A runway should be marked in accordance with 8 l% u$ `) p2 uits present usage such as:# @) p5 c. G5 z% R! U X3 O$ q( y4 ? a. Visual. 5 l* K" n7 k! X- L1 P/ }7 cb. Nonprecision instrument.( t3 s6 X0 s8 _1 s: S/ k c. recision instrument., k: u- U4 @* s# q2 R& ^. h- t (Refer to AIM.)4 X; o8 c0 @' d( ]7 C* M; c AIR PORT REFERENCE POINT (ARP)- The . Y2 k+ j9 g4 F. e* b* _. Papproximate geometric center of all usable runway- Q g! k. |" V1 X surfaces.1 l6 U) ^6 O, O H AIRPORT RESERVATION OFFICE- Office re‐8 A! l. w4 B/ S0 k" t3 m sponsible for monitoring the operation of the high + U. \0 c3 @4 P, f3 b' ydensity rule. Receives and processes requests for: n0 t2 a P% G! \ IFR-operations at high density traffic airports.; H! j' w8 H& e4 c( v9 m AIRPORT ROTATING BEACON- A visual + ]" a- j( m3 \; v1 X: CNAVAID operated at many airports. At civil airports,9 Q7 p& p4 { f- t: S& r' m3 F6 M) n alternating white and green flashes indicate the 9 H9 E0 j2 [' q' wlocation of the airport. At military airports, the, e. B0 \4 [+ F' P5 u2 c beacons flash alternately white and green, but are * @' x, X# z6 Q C' }; W8 kPilot/Controller Glossary 7/31/08 & ?1 Y( p* z/ Q, P TPilot/Controller Glossary 2/14/08 ) L' c5 R: n$ y* f: Q3 c+ IPCG A-9 6 x# b9 i9 f, l! P5 l+ C& Y) B' edifferentiated from civil beacons by dualpeaked (two r+ w7 N9 l4 Y8 Z$ {1 K quick) white flashes between the green flashes.' S. `3 D4 Q: l% t8 S( o (See INSTRUMENT FLIGHT RULES.)# ?) A6 Z$ D! t) w |3 _* y c (See SPECIAL VFR OPERATIONS.) 8 _$ I8 f( E/ d: J(See ICAO term AERODROME BEACON.)% Z& G8 e' I- W7 S& K! c# b0 i (Refer to AIM.)# u) \# Q. f$ N4 R AIRPORT STREAM FILTER (ASF)- An on/off) b9 O* y4 v6 H8 h9 n' {( [ filter that allows the conflict notification function to# b' `& a0 o2 d be inhibited for arrival streams into single or multiple) _+ a! [9 Z& F/ L5 b4 V airports to prevent nuisance alerts. 4 Q9 ]9 ^) m/ \6 ^+ w: K1 v: AAIRPORT SURFACE DETECTION EQUIPMENT + J0 J4 l0 e* U8 }+ O! S! G4 q(ASDE)- Surveillance equipment specifically de‐# g' f: ~# U7 Y! n' ` signed to detect aircraft, vehicular traffic, and other* \ M$ g" u) |0 k objects, on the surface of an airport, and to present the ) t( a' s% f$ Q! ] qimage on a tower display. Used to augment visual 7 x3 @% ~8 _9 }+ X: o2 Uobservation by tower personnel of aircraft and/or ; b# K ]4 ?0 k+ Pvehicular movements on runways and taxiways. ; C( _( g, n) |) H4 dThere are three ASDE systems deployed in the NAS:9 j, l* e6 J. n a. ASDE-3- a Surface Movement Radar. 8 W! |8 R# [! D4 H4 p! D: cb. ASDE-X- a system that uses a X-band Surface # z8 h5 Q7 |% Z; N- F+ |6 L* JMovement Radar and multilateration. Data from, {% e' q) \, J% a3 g: p$ U, O these two sources are fused and presented on a digital" f; N1 i( w7 O, d9 o. a; o# c display. ! S* L% N: y9 A* Y9 `, ~7 E! cc. ASDE-3X- an ASDE-X system that uses the 2 w1 E6 \9 S# i. YASDE-3 Surface Movement Radar.2 m& n- D4 D' l+ s AIRPORT SURVEILLANCE RADAR- Approach! ~7 ^ I/ B, E0 O& `. c/ ^ control radar used to detect and display an aircraft's- z$ A* M6 _( r. A' _9 v) w2 t position in the terminal area. ASR provides range and % ^) u# V; Z4 B+ Wazimuth information but does not provide elevation ! N! w3 E1 Y% mdata. Coverage of the ASR can extend up to 60 miles. ! H' b1 p- r4 p% R8 [( X" F. XAIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) @0 i* d# w" _) FAIRPORT TRAFFIC CONTROL SERVICE- A 5 O9 Z) u, r g& a* @) uservice provided by a control tower for aircraft % F, [) u% {# c7 k" woperating on the movement area and in the vicinity of , l# {7 z9 |9 [3 m9 ?7 oan airport. . @$ E+ X3 y) g1 T* f(See MOVEMENT AREA.): S1 M- z2 P0 n. } (See TOWER.)9 f; y# ~2 c3 } (See ICAO term AERODROME CONTROL2 h9 r/ |1 D2 R* B( m SERVICE.) ) c2 Z3 g1 R: z+ O+ ^AIRPORT TRAFFIC CONTROL TOWER(See TOWER.)- X- n5 }7 T x0 y* H# C4 A: k1 | AIRSPACE CONFLICT- Predicted conflict of an. Y/ X( w9 F8 u# r% G aircraft and active Special Activity Airspace (SAA). 8 U. t0 O; Q1 N% X" W$ zAIRSPACE FLOW PROGRAM (AFP)- AFP is a! [( e; O" ^9 |7 W/ Z, } Traffic Management (TM) process administered by9 u% a: w+ S9 e3 T" t F# C, { r7 c the Air Traffic Control System Command Center+ K7 A/ D4 D9 W (ATCSCC) where aircraft are assigned an Expect" f5 {3 J1 `( `, Z$ L Departure Clearance Time (EDCT) in order to ( e3 Z0 y" P9 Z: k+ U/ I0 Smanage capacity and demand for a specific area of the " p2 [: _' Q c6 T2 `) ~National Airspace System (NAS). The purpose of the$ _& h/ f$ z2 p. @) {' s& z1 x1 Z program is to mitigate the effects of en route2 {3 ]& i/ M! E constraints. It is a flexible program and may be 8 M( u. n5 u! `0 T. l* u- |" H7 simplemented in various forms depending upon the) v2 p; q! r- m needs of the air traffic system. 8 J$ P% u5 _, }# }AIRSPACE HIERARCHY- Within the airspace / _8 @' m+ `- Y Tclasses, there is a hierarchy and, in the event of an . L k$ `2 J4 g+ G9 |0 soverlap of airspace: Class A preempts Class B, Class4 z# z% q, ^$ f2 W, D! G7 ~3 D B preempts Class C, Class C preempts Class D, Class# q3 P/ I! ?, }: V1 Y D preempts Class E, and Class E preempts Class G.; S% T$ ?& T7 T1 u AIRSPEED- The speed of an aircraft relative to its: i8 y; A1 Z, g1 | surrounding air mass. The unqualified term. c! C& j0 ]3 Y. z% p3 k* w2 v! ?. \ “airspeed” means one of the following: . |; e" w9 M0 `" pa. Indicated Airspeed- The speed shown on the3 x6 i5 s5 [, d% H aircraft airspeed indicator. This is the speed used in, u ~' J* }' k, n pilot/controller communications under the general - v% z7 W& n( u" P4 K3 Cterm “airspeed.” . v; t' b% V2 b. Z) M(Refer to 14 CFR Part 1.)# w2 F1 c5 Q0 U) n3 S$ R: ^ b. True Airspeed- The airspeed of an aircraft ' J' e% |% t) h# [& e. `$ s# ?relative to undisturbed air. Used primarily in flight& f) D7 M8 K' _% p/ u planning and en route portion of flight. When used in4 D9 e" r6 U2 J' b/ Y- u pilot/controller communications, it is referred to as& |; C( \% P& G" g* Y3 y. ~8 `2 ~3 W% T “true airspeed” and not shortened to “airspeed.”- l' a% h. j4 {& o8 p# W+ p' y AIRSTART- The starting of an aircraft engine while! p2 j6 c" V# \0 z8 u5 v8 d% L the aircraft is airborne, preceded by engine shutdown 5 {/ Q; P4 K; t" W4 \! Zduring training flights or by actual engine failure.2 Z% f1 s5 g+ a6 P0 y8 t AIRWAY- A Class E airspace area established in the 3 J3 p2 A7 Q& V7 A- Lform of a corridor, the centerline of which is defined & I8 x8 X0 q# r; ` d" fby radio navigational aids.* f' r7 x2 c. U+ X8 r0 L$ P (See FEDERAL AIRWAYS.) ; b: X2 D( J. G; d& ^(See ICAO term AIRWAY.)# T7 F7 @% ] p$ T/ ~; O (Refer to 14 CFR Part 71.)1 N @0 ?& H( o5 j) @; t) z (Refer to AIM.) ) r" n1 w: M1 q' L+ h m; dAIRWAY [ICAO]- A control area or portion thereof- @5 v% W3 b0 Q# L established in the form of corridor equipped with$ n( H% Y) q y G- y radio navigational aids. ! ^: B `' {0 |% J; I- O4 cAIRWAY BEACON- Used to mark airway segments " x) S6 _4 A* ?' rin remote mountain areas. The light flashes Morse0 I3 C$ U" j5 T, F a Code to identify the beacon site. d; ^+ v% s. R& d" b(Refer to AIM.) . f1 V$ W( Z! h" ^& GAIT(See AUTOMATED INFORMATION& O$ N, [0 a, G$ Z( Y% c TRANSFER.) 4 T& T2 f6 u% ]# v7/31/08 Pilot/Controller Glossary " _& e% B- [5 J8 h/ ]' _, `+ q2/14/08' q- d7 N# a$ e Z PCG A-105 ~* s' n2 P; u+ P U- k ALERFA (Alert Phase) [ICAO]- A situation wherein" I" p* i8 I& R& Y( ]1 w6 q# s apprehension exists as to the safety of an aircraft and / m, [& e6 ]! T! Q: ~+ g% i% sits occupants. ) e @/ C* J6 h% ]ALERT- A notification to a position that there # Y1 O/ Y- }. V; r$ lis an aircraft‐to‐aircraft or aircraft‐to‐airspace . E0 F# S# A8 f- Xconflict, as detected by Automated Problem i2 M- I+ R7 i* D" n* _! YDetection (APD)./ }' U. o! R7 _) B) D ALERT AREA(See SPECIAL USE AIRSPACE.)$ m' i0 m9 y4 ^% X3 x/ @ ALERT NOTICE- A request originated by a flight ; a. t! c4 O2 m: ] }service station (FSS) or an air route traffic control& @6 f0 n/ K5 @3 o# ^7 H' Z center (ARTCC) for an extensive communication 7 `$ f4 _7 C$ W4 S" i5 i$ R2 asearch for overdue, unreported, or missing aircraft. _/ i. V' f0 F ALERTING SERVICE- A service provided to notify ; D- G7 C4 S; v8 I+ c0 D: fappropriate organizations regarding aircraft in need 8 t5 |, n* k* f: E. v& Y7 g% a, bof search and rescue aid and assist such organizations# \7 v' j' G, i: `6 f4 `* y as required./ M& a$ C" y& D( C T ALNOT(See ALERT NOTICE.) 1 N' `1 h( b. N3 c! @$ S' [9 K0 ?3 @ALONG-TRACK DISTANCE (ATD)- The distance 0 p# B# }4 I1 nmeasured from a point‐in‐space by systems using 1 C5 c9 ~) V3 x: darea navigation reference capabilities that are not- d; C- U7 G, j, u/ v subject to slant range errors.$ J4 B/ _+ c- C# b; c ALPHANUMERIC DISPLAY- Letters and numer‐ 5 U% H* X# @: \1 Mals used to show identification, altitude, beacon code, $ Y" N0 f! X* d+ `and other information concerning a target on a radar & ?( R4 _$ v L. L/ `, adisplay. U% y% }2 d$ I (See AUTOMATED RADAR TERMINAL % D1 Z- \$ K. R4 ~SYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐ 9 l7 q2 ?. U* G/ Qdrome to which an aircraft may proceed when it & E" b9 S+ R4 N1 p& mbecomes either impossible or inadvisable to proceed 9 u2 V1 C* i5 [+ ^9 Fto or to land at the aerodrome of intended landing. $ ?# |* h6 ~9 j( l1 `; KNote:The aerodrome from which a flight departs/ N) f9 T, X" z7 } H _% k may also be an en‐route or a destination alternate3 Z8 }$ O/ p; L aerodrome for the flight. 9 a% _- S2 G9 u, h! e- YALTERNATE AIRPORT- An airport at which an; L$ J A$ e' q0 d0 Q3 z aircraft may land if a landing at the intended airport * g3 I* K' z" P' D- Tbecomes inadvisable. ! w( |. U, f& f7 h(See ICAO term ALTERNATE AERODROME.) 5 Q x! o3 [, i) Y# lALTIMETER SETTING- The barometric pressure 9 [- e; w1 K3 zreading used to adjust a pressure altimeter for: g9 i9 Z. d' ^5 K0 ~* b variations in existing atmospheric pressure or to the( k, h+ P; c3 ~$ x9 K/ V standard altimeter setting (29.92). C+ D7 m! E6 M (Refer to 14 CFR Part 91.)0 n+ ~+ ?* [0 J& L% u- }" \ (Refer to AIM.) # `: U: G3 o3 S( dALTITUDE- The height of a level, point, or object ! X* u( ?4 j9 fmeasured in feet Above Ground Level (AGL) or from) c/ Q+ @6 h- D/ p4 O Mean Sea Level (MSL).7 s9 K. \! ?; [ (See FLIGHT LEVEL.)2 e. [& W* q" ]: t a. MSL Altitude- Altitude expressed in feet0 E3 r, b6 K, j$ M+ h measured from mean sea level. 8 M! O5 f1 ]4 \( h) k- A) F, o+ ?b. AGL Altitude- Altitude expressed in feet 7 X* J# b' m1 ^- d U, [measured above ground level., K6 g2 P) K* u6 b c. Indicated Altitude- The altitude as shown by an & ~! b2 {, u/ _, [/ C4 }altimeter. On a pressure or barometric altimeter it is6 B4 [- O% \- t: c S7 c+ } altitude as shown uncorrected for instrument error# a5 z8 W5 S4 z/ M8 x4 d2 Y and uncompensated for variation from standard# h6 F# C* j% Y: H! w: A* _$ h atmospheric conditions.# T3 ~9 p# |4 D0 F1 ?$ g (See ICAO term ALTITUDE.) 1 {% o. k. O4 l \ALTITUDE [ICAO]- The vertical distance of a level, . k: R, v) ?2 Qa point or an object considered as a point, measured " p, o3 g- j5 _0 Nfrom mean sea level (MSL). 5 t; n1 j8 \3 ~ALTITUDE READOUT- An aircraft's altitude, 0 d I4 D- ~! Vtransmitted via the Mode C transponder feature, that9 ?; U, M/ |0 Q* Y8 @5 D3 s is visually displayed in 100‐foot increments on a+ V- w! G" e( j! [& b O radar scope having readout capability.% d" X8 i( _# ]" K (See ALPHANUMERIC DISPLAY.)2 l/ \6 b- D' X (See AUTOMATED RADAR TERMINAL4 C, N8 M) \, O1 q; ]4 [ SYSTEMS.): i% n8 |: H6 _! o' y4 _# q0 { (Refer to AIM.)) ]' `) n( L- `# o. d4 | ALTITUDE RESERVATION- Airspace utilization! a* X3 y8 I/ u' I under prescribed conditions normally employed for + m5 T0 [/ o( i, zthe mass movement of aircraft or other special user1 B4 j7 x/ n9 {$ v! t7 U requirem ents which cannot otherwise be$ r' _, b; y# A4 S. ]/ }! T accomplished. ALTRVs are approved by the2 b6 Q6 \/ o+ s; N9 {; o$ e$ d5 I$ w appropriate FAA facility.& x' ?5 j' k: ^+ n3 z (See AIR TRAFFIC CONTROL SYSTEM - z/ q& ~2 J, {6 Q0 y% n0 ^* _8 NCOMMAND CENTER.)- u! n% N$ y+ l! m0 { ALTITUDE RESTRICTION- An altitude or alti‐ . W; ~/ a5 v' K: r/ G* ^tudes, stated in the order flown, which are to be% _- g% t- w2 x7 j/ A7 R maintained until reaching a specific point or time. - b- }+ \: q1 y- ?Altitude restrictions may be issued by ATC due to ( {6 M6 I& Q4 g3 ~6 `0 Wtraffic, terrain, or other airspace considerations.& v4 p) c- ~# E9 o# g9 O) v ALTITUDE RESTRICTIONS ARE CANCELED-& S: M) R) Q- ? Adherence to previously imposed altitude restric‐ , {' Y, N/ v1 e2 I5 Xtions is no longer required during a climb or descent.8 s7 ~9 A4 g+ A ALTRV(See ALTITUDE RESERVATION.) 1 k, o# Z( c; E3 kAMVER(See AUTOMATED MUTUAL‐ASSISTANCE/ R l$ P7 K, B, X3 g VESSEL RESCUE SYSTEM.) ' G; _5 M6 b7 I/ Y! y1 X' ~APB(See AUTOMATED PROBLEM DETECTION e$ l- v! R" b5 ^ BOUNDARY.) 0 W% U z1 R. {! n bPilot/Controller Glossary 7/31/08( y0 \$ w Z" d Pilot/Controller Glossary 2/14/08 $ F, {6 a3 G: j1 W/ O: yPCG A-11 0 n8 V' \8 n9 M4 c" R( ]APD(See AUTOMATED PROBLEM DETECTION.) / K5 R& \$ `% `APDIA(See AUTOMATED PROBLEM DETECTION! M' t) [4 j: O6 U" ]& O F) p1 Y INHIBITED AREA.) & ]- l' g/ x9 [3 i$ Z$ kAPPROACH CLEARANCE- Authorization by6 I! O- B* C+ b b0 d/ X8 W- m ATC for a pilot to conduct an instrument approach.* E- R) E; F4 f: x$ h7 R The type of instrument approach for which a 0 j" E& E& h$ O% n5 S8 F8 p. wclearance and other pertinent information is provided * t4 B- q& E- \5 Vin the approach clearance when required. 9 Z; T" k1 H5 ~" P(See CLEARED APPROACH.) / u/ Z( m( E% w- h(See INSTRUMENT APPROACH ! g# V- C( U+ F! H( FPROCEDURE.) 5 K' k. v' d- r& K. d8 J, O(Refer to AIM.)7 k, \! {9 y) v1 l/ r2 p# W$ `) }+ S (Refer to 14 CFR Part 91.)5 u; y4 w2 k! }' W) o/ c$ U APPROACH CONTROL FACILITY- A terminal0 O1 C, w% d& H) Z ATC facility that provides approach control service in 1 d3 C2 o( Q8 Z8 l. ka terminal area.# Y0 U# A& X+ q3 J (See APPROACH CONTROL SERVICE.) 9 {3 }' X }/ V(See RADAR APPROACH CONTROL : S" y! B* O, k( nFACILITY.): X- n& v" o6 l, ^ APPROACH CONTROL SERVICE- Air traffic ; b' J* b( D1 G; y# ^control service provided by an approach control4 ^) R2 z+ s4 |) d9 Z facility for arriving and departing VFR/IFR aircraft ! M& [4 m% m1 k+ w- m7 N! ^4 Jand, on occasion, en route aircraft. At some airports% K3 y* r( G0 L* q5 E6 B# j$ I t not served by an approach control facility, the % A, F1 u( z5 w/ y- V7 {0 ?ARTCC provides limited approach control service. ; _% f# w0 F2 ~, [6 n" Z9 w(See ICAO term APPROACH CONTROL 1 G$ m, I" ^5 T) QSERVICE.)3 ?9 |& p4 z( l3 g (Refer to AIM.) : h5 ^2 W1 g- {4 [" v6 S& m- BAPPROACH CONTROL SERVICE [ICAO]- Air + `* X) \4 T- ]# j, Straffic control service for arriving or departing. @& s# a5 _/ F$ |- b controlled flights. ' @" k" [2 r& H) sAPPROACH GATE- An imaginary point used7 s; c5 r% j' n @0 V4 R within ATC as a basis for vectoring aircraft to the; ~) V8 Y0 U) W0 n. W final approach course. The gate will be established3 r# ~2 B M( `( V* d( m% _4 y along the final approach course 1 mile from the final ! @7 N. e& Q: E- i- `$ Uapproach fix on the side away from the airport and 7 ~9 d. ?" P6 e) }0 u* w. L! A& hwill be no closer than 5 miles from the landing+ Y$ U# |( D; Z K, V7 p threshold. R& r6 G' w& W3 p0 W2 O, C9 y! cAPPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.) ! T2 n. u- C. L7 J- b6 I0 ^% n1 z$ [APPROACH SEQUENCE- The order in which 5 ~! g: ]0 _/ h6 n8 m3 Saircraft are positioned while on approach or awaiting * Z$ r6 r; j% Xapproach clearance.2 M- Z* P+ M& a( f (See LANDING SEQUENCE.)) B4 H4 j. k Y4 t! @ (See ICAO term APPROACH SEQUENCE.) / {( J" {; R/ T D7 f- ~% j+ _APPROACH SEQUENCE [ICAO]- The order in # t( @4 k" s. z0 v: D5 A# Gwhich two or more aircraft are cleared to approach to1 p& C8 F/ O) P: A* h+ G land at the aerodrome.7 W5 h5 q( P; @7 j, u APPROACH SPEED- The recommended speed5 w; ?* N3 ?# ]0 ^ contained in aircraft manuals used by pilots when2 n3 }) O6 C. z! n3 H' b making an approach to landing. This speed will vary+ F o9 y/ M6 v+ v5 P- e8 s for different segments of an approach as well as for" [/ s: a5 I8 q8 R6 s4 T aircraft weight and configuration. ( v6 i" H& H8 s8 t- aAPPROPRIATE ATS AUTHORITY [ICAO]- The4 `6 x I9 }& b) m relevant authority designated by the State responsible 5 T7 w( l: M) a" m3 }6 B6 hfor providing air traffic services in the airspace/ T$ d0 H/ ~8 e! f S) X. l$ X concerned. In the United States, the “appropriate ATS+ R/ q e7 a N& k# T6 B1 u authority” is the Program Director for Air Traffic 2 t) J' t+ F8 ?4 S- `, LPlanning and Procedures, ATP‐1.* ~( e+ r; f) ?) Q/ ] a: v3 F APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant, v$ [' V, H, w6 L, G authority is the State of Registry. ( ]6 O! D! v7 k5 r8 H9 W* \b. Regarding flight over other than the high seas: ' Y7 d$ e/ A4 a4 C# a7 d- Z# [$ Jthe relevant authority is the State having sovereignty * { |/ `, ~/ c( c2 Kover the territory being overflown. ' s5 I* _% f6 i9 G. E0 g6 MAPPROPRIATE OBSTACLE CLEARANCE 8 C. i- W7 r# z- Q3 c; U5 VMINIMUM ALTITUDE- Any of the following: 3 Q' x5 F, z) W8 F6 {4 E- l(See MINIMUM EN ROUTE IFR ALTITUDE.) & S) r6 Q g1 `(See MINIMUM IFR ALTITUDE.) " Z) ? e3 i4 [2 A$ `- g1 I(See MINIMUM OBSTRUCTION CLEARANCE! y l- T0 n |) z- Y0 s( w ALTITUDE.) ' D$ [5 q: e2 k4 S(See MINIMUM VECTORING ALTITUDE.) , x: u% }7 J* E5 W$ mAPPROPRIATE TERRAIN CLEARANCE4 a8 _9 y/ J, ~2 J( [! v5 r" ^ MINIMUM ALTITUDE- Any of the following: ( b3 |& ?( n% T, a" z(See MINIMUM EN ROUTE IFR ALTITUDE.) & B3 c% Q" M. t(See MINIMUM IFR ALTITUDE.) , O/ f- ~. V6 N3 g(See MINIMUM OBSTRUCTION CLEARANCE ' f0 i8 W! Y$ U* q+ Y/ n1 WALTITUDE.); M% }- k/ y2 k* Q" e, j1 R (See MINIMUM VECTORING ALTITUDE.)7 ?/ ?$ J& A J. K* c APRON- A defined area on an airport or heliport ; M4 z, o$ Z* Cintended to accommodate aircraft for purposes of $ R& e# I+ b# [5 j5 uloading or unloading passengers or cargo, refueling, 1 {9 X8 c) r6 ]* }* cparking, or maintenance. With regard to seaplanes, a : D; S9 P: V0 r& g H! U% m" Vramp is used for access to the apron from the water." P' s* A3 l% t5 t (See ICAO term APRON.) ( m- O6 ?2 G- d( `APRON [IC AO]- A defined area, on a land4 u% k1 {' r+ H Z) h5 C7 T aerodrome, intended to accommodate aircraft for' Y# k2 k+ e% y* A- b purposes of loading or unloading passengers, mail or7 L; F0 g' S- _1 D* @ cargo, refueling, parking or maintenance. 2 e# P7 a' _* J9 s8 w% {6 qARC- The track over the ground of an aircraft flying! o- K/ Q& \4 J6 O; u% o: W at a constant distance from a navigational aid by" @" s$ M* a* u$ X5 c5 n! p reference to distance measuring equipment (DME).6 M9 J' j2 ?0 u0 o+ {- r 7/31/08 Pilot/Controller Glossary: B( a# V4 ]) a) Z$ l 2/14/08. y( Y+ M% |6 R2 \) | PCG A-12 & b( S' X9 B4 i9 h0 RAREA CONTROL CENTER [ICAO]- An air traffic M) a/ {9 g& L7 o4 Y [* ]control facility primarily responsible for ATC 3 C- q! Z$ `. Z( r; bservices being provided IFR aircraft during the en G5 ?/ L+ I) m$ p. U( I( H route phase of flight. The U.S. equivalent facility is, v" Z9 b6 @" ?! r& l2 }; c an air route traffic control center (ARTCC).7 O# ?7 x5 b7 W4 u9 j4 k& r4 A/ m AREA NAVIGATION- Area Navigation (RNAV) % {1 N* O5 e. B0 F) ^/ C% `provides enhanced navigational capability to the4 p* J2 o$ u7 H5 W9 l6 R pilot. RNAV equipment can compute the airplane- B" u: Q: ^+ T3 u: _0 ~: [9 C/ o5 ~, E position, actual track and ground speed and then ! b3 t9 O5 u/ r2 a# ]provide meaningful information relative to a route of # j6 z( z/ Q- S9 i4 e" Uflight selected by the pilot. Typical equipment will 5 a4 W% Z% D! Q2 N* l- Rprovide the pilot with distance, time, bearing and ]9 i% d& z2 s/ Z1 Y' Wcrosstrack error relative to the selected “TO” or 0 Z% o; |4 r- J2 U1 D- T2 M“active” waypoint and the selected route. Several9 K, C0 M; }2 d: I& c2 k- K/ z distinctly different navigational systems with 2 s, P6 `! @" L: n- Ndifferent navigational performance characteristics , ] S, k, S$ d4 X5 z+ u+ T3 n( e1 v. eare capable of providing area navigational functions. : { O z- e+ c" q3 oPresent day RNAV includes INS, LORAN, VOR/ ( P3 e" n6 u7 x- S& u3 o1 ZDME, and GPS systems. Modern multi‐sensor* _5 k. w6 E9 w8 U' N! d systems can integrate one or more of the above + G1 j2 U# }& \& Q, Nsystems to provide a more accurate and reliable! U6 U; m/ w; w. z- W9 T navigational system. Due to the different levels of " k# t2 I o7 t; |, Cperformance, area navigational capabilities can 8 ?+ c+ C. s3 c$ Msatisfy different levels of required navigational" @. Y# E9 j+ Z( h0 ?& K performance (RNP). The major types of equipment7 Y$ X4 V8 e( e9 e are: , W) f4 c* u* ]" @: Y+ Wa. VORTAC referenced or Course Line Computer& _3 N* f. h) z3 i/ T$ f (CLC) systems, which account for the greatest , g3 n: ^% Q# }: r3 B; D! \number of RNAV units in use. To function, the CLC |6 t) e2 u8 S must be within the service range of a VORTAC.+ q3 c# A; K: h0 t. D( G3 R b. OMEGA/VLF, although two separate systems,1 e% Z" |4 C; {8 N* l4 ^) U& N can be considered as one operationally. A long‐range( @: d; P$ d6 j9 D0 C& e navigation system based upon Very Low Frequency g' j3 ?. v) e' G2 y9 Y9 [. t radio signals transmitted from a total of 17 stations0 b) x d% v& M0 | worldwide. 5 V4 ~8 e' U+ N9 `/ q7 Hc. Inertial (INS) systems, which are totally8 y0 o# q0 z- o1 I) f self‐contained and require no information from % E' \2 z% W5 S. X; Gexternal references. They provide aircraft position; D% ^1 w8 n( I" S' X/ K0 r9 F: @$ A and navigation information in response to signals ! k8 E6 C! ^( c1 [resulting from inertial effects on components within $ L2 o! l( C6 S# F8 ~( z# Dthe system. ( w& I6 Z8 D$ l8 J3 z8 |d. MLS Area Navigation (MLS/RNAV), which, ]2 I! b% f+ L3 d3 b& w, X) c provides area navigation with reference to an MLS; u. g2 i- g; h, _6 }/ e ground facility.; {; g' ~* V% w5 Y9 Z, H e. LORAN‐C is a long‐range radio navigation3 y" i5 e+ x( l2 p; A+ c) }" r9 F system that uses ground waves transmitted at low 1 s( _4 ^. Z* l/ \" G% ffrequency to provide user position information at 4 ?: Q! O8 O4 h$ v9 O- cranges of up to 600 to 1,200 nautical miles at both en( o: b1 u: A; B$ A* t0 k route and approach altitudes. The usable signal 4 i3 L. @+ H" Gcoverage areas are determined by the signal‐to‐noise$ T, c6 k1 r! B% t( ^ ratio, the envelope‐to‐cycle difference, and the1 v. O" N* [6 z6 x geometric relationship between the positions of the 6 w5 ?- O. ?: \5 quser and the transmitting stations.: P3 u$ K0 q* p f. GPS is a space‐base radio positioning,* n# V6 l1 C( X4 |' w1 \ navigation, and time‐transfer system. The system" ]" L( J; y* U: V/ Y provides highly accurate position and velocity6 O2 q/ H3 v; q information, and precise time, on a continuous global ) @0 h. }; g2 m' k. @1 {6 w1 ]basis, to an unlimited number of properly equipped : o4 d! M3 i4 P6 b8 J4 Z8 iusers. The system is unaffected by weather, and 2 d- k0 p9 Z n3 Rprovides a worldwide common grid reference+ ~! a/ M% t, k system. , e# Y# A& Q, ~. m& y(See ICAO term AREA NAVIGATION.)+ Z0 Q. @3 f0 ~9 g AREA NAVIGATION [IC AO]- A method of# e& a4 U9 `" L8 ?8 [ navigation which permits aircraft operation on any 1 y! F5 {- ^/ {- R$ F0 Tdesired flight path within the coverage of station‐ " C# P5 b# k9 d4 areferenced navigation aids or within the limits of the $ E% p( Q s7 a+ Z t! S# Fcapability of self‐contained aids, or a combination of - b0 y& e7 ^- W5 P! t g* lthese. 0 p i$ y' B3 x( cAREA NAVIGATION (RNAV) APPROACH / O$ X1 f) R- m& W. \CONFIGURATION: & Z5 u |: Y. f/ ta. STANDARD T- An RNAV approach whose6 d$ ]5 B$ [& K" O* Q8 a design allows direct flight to any one of three initial A; n' O3 T5 {( {/ T( v4 B6 r7 M approach fixes (IAF) and eliminates the need for 3 H/ Q8 p0 G7 R( \1 b' v9 \procedure turns. The standard design is to align the( @: A1 t* d2 p procedure on the extended centerline with the missed/ j- ~; P% [+ \% s$ n3 `( c approach point (MAP) at the runway threshold, the 8 b* v4 ~7 O" B. Jfinal approach fix (FAF), and the initial approach/ 3 u J( ~+ I; V4 i! k) s! Z# Qintermediate fix (IAF/IF). The other two IAFs will be ' ?6 M8 y9 {! @. }+ S0 Festablished perpendicular to the IF. ' g+ X" u* R: db. MODIFIED T- An RNAV approach design for7 b! ?- u I2 G: d single or multiple runways where terrain or & b7 f: A4 e0 X! Noperational constraints do not allow for the standard! g0 j. B8 v, l4 s. p3 D T. The “T” may be modified by increasing or: F) e r) q1 | G& H6 d9 S" v decreasing the angle from the corner IAF(s) to the IF% K2 P0 ?3 d5 R. T, f or by eliminating one or both corner IAFs. ( Q$ B9 G5 V2 }* s* J5 K8 K! ~c. STANDARD I- An RNAV approach design for7 S7 u) v% Z# l) j a single runway with both corner IAFs eliminated. 7 W9 k% ^) @* O( {1 UCourse reversal or radar vectoring may be required at+ j2 ^+ b9 n5 C' R6 w; w busy terminals with multiple runways. , Q8 e. M' g, `3 _, \d. TERMINAL ARRIVAL AREA (TAA)- The . x* f& A3 ^; ^7 s9 kTAA is controlled airspace established in conjunction, c Z# v8 ]4 P3 [) I$ Q with the Standard or Modified T and I RNAV 9 J& i+ k; _: N/ T' ?2 x# p0 Lapproach configurations. In the standard TAA, there , D- t7 R, t; l$ S# |are three areas: straight‐in, left base, and right base. 7 N6 b2 w( N6 K6 I( XThe arc boundaries of the three areas of the TAA are - k- \5 |" U3 X$ S. lpublished portions of the approach and allow aircraft ' E. v( F( R pto transition from the en route structure direct to the6 z8 m( o- _ F* K nearest IAF. TAAs will also eliminate or reduce, K9 _4 k0 E! g/ c Pilot/Controller Glossary 7/31/08/ k: g1 E3 j7 I0 V/ y8 e- Z$ S Pilot/Controller Glossary 2/14/08: f4 T# }# p9 \! ^; Y5 t: ] PCG A-13 - r) e# C( s1 \feeder routes, departure extensions, and procedure+ {& o3 _9 b6 {+ y& k% t turns or course reversal. - x6 {/ X3 |! ?0 o; j2 m, Q1. STRAIGHT‐IN AREA- A 30NM arc3 e- W. m Y! \ B1 I0 p( O" f centered on the IF bounded by a straight line" z: T& @$ `, j, Y extending through the IF perpendicular to the 9 `! x& q' p( {. b2 F/ O; J2 uintermediate course.% @) f. P G0 d8 k+ `- a6 x" ]2 d 2. LEFT BASE AREA- A 30NM arc centered- _/ y S6 n# h- g on the right corner IAF. The area shares a boundary2 |9 |7 ^, X8 e* f4 E) q# [" l, q with the straight‐in area except that it extends out for / X1 s4 h: J& F5 N9 @30NM from the IAF and is bounded on the other side. Q1 |7 Z" U4 u" [" D# }! {3 S: w; V by a line extending from the IF through the FAF to the [$ Z6 S4 b+ V arc.. K2 Q5 j/ M1 [/ G6 C 3. RIGHT BASE AREA- A 30NM arc centered: C1 w2 Y" g1 k C9 B on the left corner IAF. The area shares a boundary , `% y4 I2 ~& b( Q0 ywith the straight‐in area except that it extends out for d _$ k. G+ n5 H) ^ Z" h 30NM from the IAF and is bounded on the other side ! ]& e# d" {. l# M! i( c- Q5 `by a line extending from the IF through the FAF to the : I! l; {9 i3 I @arc. 3 h8 ^5 r& n( \: @1 A3 s% l% CARINC- An acronym for Aeronautical Radio, Inc.,2 q+ {$ E+ j2 o6 J4 x a corporation largely owned by a group of airlines.* y6 c6 s, w9 [" C t5 A4 k ARINC is licensed by the FCC as an aeronautical M4 n1 V0 [1 C$ mstation and contracted by the FAA to provide $ u _ M4 j' L ~0 fcommunications support for air traffic control and3 n" z6 {. F8 @5 N* c: j* N meteorological services in portions of international 4 m* H8 c7 l9 b3 Y9 e. M% Bairspace.+ E9 S: [6 ~$ e& ]+ Y ARMY AVIATION FLIGHT INFORMATION 4 n" q8 o7 \$ n9 |BULLETIN- A bulletin that provides air operation ) t" j3 |. p- f! o& _data covering Army, National Guard, and Army % |7 |6 D0 m+ J- Q6 t9 xReserve aviation activities. ' d* ?" i; z6 ^$ Y( SARO(See AIRPORT RESERVATION OFFICE.) & v# q6 C( m8 J9 r5 l/ ~3 x4 kARRESTING SYSTEM- A safety device consisting: z( p/ l7 W( K$ F ?' F" W8 N of two major components, namely, engaging or ( [4 J7 V6 S1 e6 O) _# Gcatching devices and energy absorption devices for 3 w- K$ a2 f5 w/ ]the purpose of arresting both tailhook and/or- U4 e# Y3 h I+ e* G- J nontailhook‐equipped aircraft. It is used to prevent7 r2 R6 o! B' H# H7 } aircraft from overrunning runways when the aircraft : X7 \; A, Q3 Y: ycannot be stopped after landing or during aborted4 J Y, j* t6 H2 G( W5 r# z/ y takeoff. Arresting systems have various names; e.g., 0 X5 }7 m, U% A# `arresting gear, hook device, wire barrier cable. ; x8 t, Q' [$ P(See ABORT.)+ B- Q5 P1 B4 w% t$ c (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 internally9 d! ^2 E6 y6 q" b generated program in hundredths of minutes based u9 Z5 q% X& X. \0 k upon the AAR. AAI is the desired optimum interval & Q4 Z/ s1 w" r. Jbetween successive arrival aircraft over the vertex. 3 K; @# a/ E" D* q2 n" MARRIVAL CENTER- The ARTCC having jurisdic‐7 l _7 I1 E( J0 p3 s" W6 J; k tion for the impacted airport. ; ^( R9 |' V9 V8 P. m% J a) g0 OARRIVAL DELAY- A parameter which specifies a, R- A$ B5 ]! j6 D5 W1 [2 S7 F period of time in which no aircraft will be metered for 9 t. V8 ]9 z8 h+ ^arrival at the specified airport. ' i4 v+ ^. u# ^- mARRIVAL SECTOR- An operational control sector" N) ~( N2 t; J& Y& g# N containing one or more meter fixes. / A/ A: Z" a) B* p$ J+ z6 X: KARRIVAL SECTOR ADVIS ORY LIS T- An. S% ~8 k$ @! c0 k$ v ordered list of data on arrivals displayed at the * H/ X0 Y9 G) b- O. G4 ?& n& qPVD/MDM of the sector which controls the meter" b. u* y4 i% ] fix. 8 U% P/ l/ v$ x: ]3 ^( sARRIVAL SEQUENCING PROGRAM- The auto‐( ?; Y+ |) k' f( @- b6 Q mated program designed to assist in sequencing5 r& q& \; W9 v1 Q aircraft destined for the same airport., u! r' \; \3 L& N: n. r) u ARRIVAL TIME- The time an aircraft touches down* m. s% G! k; a. H on arrival.1 P" M1 ?2 b2 h9 _6 c7 G* ` ARSR(See AIR ROUTE SURVEILLANCE RADAR.)" r" [9 Z; D% y: R4 O- t ARTCC(See AIR ROUTE TRAFFIC CONTROL1 l* m Y% v$ Q: V4 l( e CENTER.)) L* b% t" t/ b# Z6 u ARTS(See AUTOMATED RADAR TERMINAL 0 ^5 N7 h; o9 @& M5 r+ e9 l6 ^5 M% dSYSTEMS.)) a$ h8 u. P$ J0 V4 | ASDA(See ACCELERATE‐STOP DISTANCE/ d' u# G& F" J7 A9 ? k' t7 j AVAILABLE.) ( @3 ?" e, B( E/ w' k! |0 J/ F3 \7 ZASDA [ICAO]-" E( C0 H i K% v* t2 W3 B (See ICAO Term ACCELERATE‐STOP$ K, z% i7 e+ p. i4 [3 }+ e* y DISTANCE AVAILABLE.)1 e8 X, b' x! N ASDE(See AIRPORT SURFACE DETECTION $ P: Q, z; q& |4 m" u. z. G3 `* L5 UEQUIPMENT.) * k/ a- B% J6 M H8 n, TASF(See AIRPORT STREAM FILTER.)! o8 M1 m; `% x9 y: U% | ASLAR(See AIRCRAFT SURGE LAUNCH AND , V- T2 B& C3 d$ Z* {# ORECOVERY.)4 H2 u, |+ [$ {* g ASP(See ARRIVAL SEQUENCING PROGRAM.) ( E M5 ]* Q; fASR(See AIRPORT SURVEILLANCE RADAR.)* w: ]/ ]) N7 P+ s/ D ASR APPROACH(See SURVEILLANCE APPROACH.) 6 t1 x$ O7 H5 X0 I! d7/31/08 Pilot/Controller Glossary9 E- O" E2 H8 c" m( h 2/14/08 4 V _8 I9 `+ z$ ~- n& ~PCG A-14 $ X1 Q0 k8 v: `6 HASSOCIATED- A radar target displaying a data* E+ J% f$ R) p block with flight identification and altitude ; s/ v0 C: T& U5 G. h1 D$ h+ pinformation. 4 w# e- h* t8 q3 B: \+ j(See UNASSOCIATED.) 0 D8 A4 L9 b# \' oATC(See AIR TRAFFIC CONTROL.) & H, L0 O# F! F: _. XATC ADVISES- Used to prefix a message of' R% }$ {3 [7 A, K. W2 X! \ noncontrol information when it is relayed to an; p* J, q7 g4 O5 y) u7 y) b I; n aircraft by other than an air traffic controller. & W' x- ?& x, ^: g2 V6 C- k(See ADVISORY.) 1 ~. E5 I% B- x K7 Q: K4 _ATC ASSIGNED AIRSPACE- Airspace of defined" j$ {% e& L( _' V6 ]3 ? W4 t* T vertical/lateral limits, assigned by ATC, for the - d5 c4 \0 i6 K0 F \- K' epurpose of providing air traffic segregation between $ k: N- Y* N3 ]) p1 w; Athe specified activities being conducted within the 4 E! }- F' \6 w; w: Eassigned airspace and other IFR air traffic. + @1 {, m) |0 J+ o. T* e9 c$ n- `(See SPECIAL USE AIRSPACE.) 3 {% P. c8 X w, aATC CLEARANCE(See AIR TRAFFIC CLEARANCE.) $ K/ @* Y+ |9 XATC CLEARS- Used to prefix an ATC clearance$ h' H k& T0 T8 C when it is relayed to an aircraft by other than an air / D' z! d+ d- X7 m; Htraffic controller. v1 p, J/ u; \8 [0 D' i* I ATC INSTRUCTIONS- Directives issued by air5 z$ {: }2 _5 K6 m traffic control for the purpose of requiring a pilot to ( w$ o5 k9 B8 P: q# m. etake specific actions; e.g., “Turn left heading two five 1 J# Z* \" D' w6 f) @" g% X Zzero,” “Go around,” “Clear the runway.” 1 W: A' I1 m; T+ [! P(Refer to 14 CFR Part 91.) - M; c! k; m3 k! ~ ?ATC PREFERRED ROUTE NOTIFICATION- 7 w0 ~7 F7 j. RURET notification to the appropriate controller of the: w( v0 S! N! C need to determine if an ATC preferred route needs to" @' y: N0 H' w+ Z3 D& x2 N* E5 [1 H be applied, based on destination airport. # d7 Z4 E& g5 h6 L4 h5 m; ^(See ROUTE ACTION NOTIFICATION.)& C& o, ]7 Z9 ?- R (See USER REQUEST EVALUATION TOOL.) + A8 Y; j' C1 h/ J% hATC PREFERRED ROUTES- Preferred routes that: |* x3 f' y5 [' y are not automatically applied by Host. ' @6 z. U; x1 h% {$ _+ r5 ?ATC REQUESTS- Used to prefix an ATC request ^& K$ d4 z+ Uwhen it is relayed to an aircraft by other than an air. G: H5 B9 ~* v' T: {& r r traffic controller.+ `! w" S1 h% @3 \' Z- a ATCAA(See ATC ASSIGNED AIRSPACE.) + c2 y8 ]0 x' i, S' E. NATCRBS(See RADAR.) * Z" d3 C& r. ]' ]- DATCSCC(See AIR TRAFFIC CONTROL SYSTEM - q! c; q* @7 M3 C2 XCOMMAND CENTER.) " D0 x9 o# }* h4 A; N2 U" \ATCT(See TOWER.) 6 s1 b% F1 J: j$ j* x9 uATD(See ALONG-TRACK DISTANCE.). S D( e3 D8 f4 j& I ATIS(See AUTOMATIC TERMINAL INFORMATION& c. }# z: c9 |% i" ]% j& A4 x) ^ SERVICE.)( r! F" w- t9 L* K. O* p ATIS [ICAO]-0 d" [8 J' z) ?0 ? (See ICAO Term AUTOMATIC TERMINAL( c6 @4 z( t5 k. t; ~ }3 @/ ] INFORMATION SERVICE.) 2 ~0 n! i( q! t& O# ?ATS ROUTE [ICAO]- A specified route designed for 4 p) u/ E" B" m3 ]0 G4 |channelling the flow of traffic as necessary for the: j% L) f8 V) ~# K2 K4 l$ A5 T provision of air traffic services. 2 O$ J3 c5 }+ n6 h5 uNote:The term “ATS Route” is used to mean vari‐ ! N: F: }0 v' lously, airway, advisory route, controlled or! ^3 X9 `' i% B* L. c- M uncontrolled route, arrival or departure, etc.7 H2 I) L1 `+ t8 P& [4 w& f AUTOLAND APPROACH- An autoland approach" J U8 g+ V; v1 C is a precision instrument approach to touchdown and, ' T$ k9 m! V: I" c+ N; E Din some cases, through the landing rollout. An& I0 M# x4 C7 ]+ l! J; g7 u' l autoland approach is performed by the aircraft + v+ T5 v6 d: s/ g2 i& vautopilot which is receiving position information ( i& Z7 G- ~* q: i3 H; W' dand/or steering commands from onboard navigation K" R6 e. \, v* B( Y) ? equipment.1 e% a9 K7 @ Z9 A Note:Autoland and coupled approaches are flown % Q' P. w4 `9 N* L) nin VFR and IFR. It is common for carriers to require 2 d T" [" f( @! |( V. A; w) Dtheir crews to fly coupled approaches and autoland / \* j- b' C, x( C+ z" Dapproaches (if certified) when the weather condi‐0 p) ~; [4 v& e8 U# g) ~ tions are less than approximately 4,000 RVR. * v, O' N, l$ u% H5 B# ?3 j(See COUPLED APPROACH.) ) q, R# B+ R+ U r" y( dAUTOMATED INFORMATION TRANSFER- A, ~; s C9 |) l) t& G/ a; _. o precoordinated process, specifically defined in* q7 X4 h z, K& n6 p* [- U facility directives, during which a transfer of altitude2 E8 ]; v2 i/ a1 ]* o" r control and/or radar identification is accomplished ; h* E8 |" [7 l! y5 Q) Qwithout verbal coordination between controllers & {2 f8 g; |' f! M7 Jusing information communicated in a full data block.. U" D8 O; U2 C+ r4 `, b: b9 D$ Z8 P AUTOMATED MUTUAL‐ASSISTANCE VESSEL I0 e% `& F+ P RESCUE SYSTEM- A facility which can deliver, in , D" J# ]7 q1 Z- O" ra matter of minutes, a surface picture (SURPIC) of ! w1 L) y F1 {3 m! Ivessels in the area of a potential or actual search and - a& p o# [: ^( z1 H+ K" N7 trescue incident, including their predicted positions * d- b5 j2 f+ P8 C( \3 Band their characteristics.# B' o3 ?. W0 B/ V/ D2 U3 A1 l (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT9 F) y! f, p1 M! m CONTINGENCIES.)5 s+ Y7 q$ S* ]% u+ \ AUTOMATED PROBLEM DETECTION (APD)- ; {# I; R, t. L# \( O4 XAn Automation Processing capability that compares V- [" T# O* i/ u9 T+ z' L trajectories in order to predict conflicts.; M6 O6 q4 `+ J+ u+ ]- | Pilot/Controller Glossary 7/31/084 s, Z9 _ [$ T$ H. P) F7 c9 p+ H: h& }2 O Pilot/Controller Glossary 2/14/08 ( p7 K8 m3 C3 H$ w1 bPCG A-15; p9 S6 D [& h: P- z5 l' h AUTOMATED PROBLEM DETECTION 9 K- f" E D8 Q5 E! a; c& HBOUNDARY (APB)- The adapted distance beyond2 Q$ g1 b3 ^ ?4 y7 z3 O2 @$ N a facilities boundary defining the airspace within. p7 \/ A' x* b8 h+ D! l which URET performs conflict detection. 0 S" [ [) z, o" z% L( Z4 v: _: A B(See USER REQUEST EVALUATION TOOL.) ' P% e7 e, I8 m! X5 `3 m/ IAUTOMATED PROBLEM DETECTION IN‐ 8 K& \& h3 _, Q4 S# T T& @HIBITED AREA (APDIA)- Airspace surrounding a; B1 T& l& K& {% P- E q$ u% `- d terminal area within which APD is inhibited for all# D f I0 Y% j1 ~4 e# k/ z& {+ ^ flights within that airspace.2 ]* b4 y& J; J AUTOMATED RADAR TERMINAL SYSTEMS $ s. k J6 C/ Q6 e V(ARTS)- A generic term for several tracking systems 9 T. _, ]( f5 c# Zincluded in the Terminal Automation Systems (TAS). 0 D2 j* F# t a+ IARTS plus a suffix roman numeral denotes a major# R* B8 {# k3 a" t7 B/ G# Q modification to that system. - Z* ?; F6 p, a8 G x2 ua. ARTS IIIA. The Radar Tracking and Beacon; f4 [& s; h& y Tracking Level (RT&BTL) of the modular, y. u S- a% j' ?' q programmable automated radar terminal system. " g6 V6 V J% W a/ S# iARTS IIIA detects, tracks, and predicts primary as, Z% j( u6 n, }9 e well as secondary radar‐derived aircraft targets. This 3 E% Q- @+ b u l5 L& K: Wmore sophisticated computer‐driven system up‐- w' _) w# B) _/ W" Y8 J# p grades the existing ARTS III system by providing: K% P( N0 ^, B5 N/ d3 m t( I improved tracking, continuous data recording, and + n& V8 S( N$ |4 y& ]& Q: a/ w* K( r, s3 {fail‐soft capabilities./ N# W3 _9 ]- |: _9 i b. Common ARTS. Includes ARTS IIE, ARTS, T" H1 T0 Y1 w: d7 P IIIE; and ARTS IIIE with ACD (see DTAS) which' Y8 c4 y9 B1 K8 k combines functionalities of the previous ARTS+ M% [+ O' @0 o systems.; b0 b# j: }# U- B. ] c. rogram mable Indicator Data Processor 4 k, m8 Z. k+ T9 b6 {6 L% z(P IDP). The PIDP is a modification to the; H7 H' I+ C( H; C AN/TPX-42 interrogator system currently installed% c4 a1 c( t4 X in fixed RAPCONs. The PIDP detects, tracks, and. {3 t7 a& O! R predicts secondary radar aircraft targets. These are% \6 S @2 d6 I* F; x1 M( C displayed by means of computer-generated symbols . p0 Q" \" a: w7 @5 c; }2 Land alphanumeric characters depicting flight identifi‐ ^. m' s. u) U2 x cation, aircraft altitude, ground speed, and flight plan ) q0 ~7 l" y# H$ Y& l" Mdata. Although primary radar targets are not tracked, 3 `4 c$ y, _" g; H) ^# C( D% Q$ Zthey are displayed coincident with the secondary $ e$ b9 k6 P6 C4 qradar targets as well as with the other symbols and) v( N/ ]7 D/ u7 I+ O8 f* F* c) y alphanumerics. The system has the capability of / m) V) B1 A4 a- x. s Ninterfacing with ARTCCs.; ]4 }" I: q( a: }7 b% ` N AUTOMATED WEATHER SYSTEM- Any of the7 }: V9 i6 J4 S2 O5 u# W7 A6 G automated weather sensor platforms that collect7 h" d5 B+ G+ I weather data at airports and disseminate the weather% b$ K5 h/ w( D) c5 @7 c information via radio and/or landline. The systems 2 |9 y6 J6 J- W9 R( ?4 W$ r" l; f+ Jcurrently consist of the Automated Surface Observ‐: Q% B2 g* E7 K* j+ M4 x ing System (ASOS), Automated Weather Sensor * p9 B% m8 I4 ~0 v( XSystem (AWSS) and Automated Weather Observa‐5 j& o# D" F. i9 w tion System (AWOS). , ~: c3 P8 v! k+ V7 TAUTOMATED UNICOM- Provides completely/ g8 @7 F4 Z6 g% X& @( U4 ?. i automated weather, radio check capability and airport ; _" V1 \+ U, A; \7 badvisory information on an Automated UNICOM3 s# @ m4 o2 y system. These systems offer a variety of features,$ w" _1 | V/ U$ u/ T" H3 y! i typically selectable by microphone clicks, on the0 E2 l k+ g- ~/ l' v/ k# q UNICOM frequency. Availability will be published6 w* H9 h5 s' ~% @& ?. R3 L/ d% I in the Airport/Facility Directory and approach charts.8 G, a0 V$ x* w3 [$ ~ AUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.)" s. f. u( k4 i, F! C" C% n i AUTOMATIC ALTITUDE REPORTING- That 7 U/ @ Q1 S! e) a! V: y: ufunction of a transponder which responds to Mode C7 i' U3 `/ D. V7 e3 t interrogations by transmitting the aircraft's altitude 0 z, P8 a, ]* [# v9 E6 u- f5 O+ [in 100‐foot increments.: z' t0 l' e% f6 K0 i# p AUTOMATIC CARRIER LANDING SYSTEM- 4 i( A% ]) d) s; iU.S. Navy final approach equipment consisting of1 S7 b2 K% h6 z! g. h4 \6 j: p# y precision tracking radar coupled to a computer data. y- s, V2 @* r! ]0 Y6 h link to provide continuous information to the aircraft,5 A( F% F, A3 k' V( F: R3 A% X# a monitoring capability to the pilot, and a backup 5 d! q1 o0 _$ T7 o) Sapproach system. 4 L+ v I$ N5 a. a* _AUTOMATIC DEPENDENT SURVEILLANCE4 d0 A2 X1 J2 T: P: S& q (ADS) [ICAO]- A surveillance technique in which/ b- q$ A2 @7 ~* D0 |3 P aircraft automatically provide, via a data link, data 4 N2 H% h3 p* i8 E) h1 yderived from on-board navigation and position! U, a6 g ?2 R' x& v. {# m* c fixing systems, including aircraft identification, four7 c5 x9 y7 I4 b* L+ p) F* Y dimensional position and additional data as6 W9 J; d$ D6 v' r' U' k3 f appropriate. 7 R5 ?) D% n$ [7 y0 b7 T4 FAUTOMATIC DEPENDENT SURVEILLANCE- 9 q& j+ @. k9 u' l! W: KBROADCAST (ADS‐B)- A surveillance system in5 D9 _" P9 u$ r which an aircraft or vehicle to be detected is fitted( c# Z7 h' i9 V( c$ r with cooperative equipment in the form of a data link$ j% g% k+ C; d! y! Q4 d transmitter. The aircraft or vehicle periodically 5 _9 U- D( G/ ?& E- k1 kbroadcasts its GPS-derived position and other# X" a: v8 j. ?0 B information such as velocity over the data link, which 4 d0 A" U4 G- E) o0 R+ ?2 Ris received by a ground-based transmitter/receiver % f, y* r: x7 l+ R: x9 f. D* p/ j(transceiver) for processing and display at an air ( Z X B, B5 J4 V" M8 itraffic control facility.$ G) o6 H+ O" h7 a4 w% l5 A (See GLOBAL POSITIONING SYSTEM.) 9 p0 x" R" z; n# o# V! a(See GROUND-BASED TRANSCEIVER.)0 v# Z7 O! m8 B9 i3 r% W AUTOMATIC DEPENDENT SURVEILLANCE- & X; L8 a V$ F' I) ACONTRACT (ADS-C)- A data link position 4 K. k P% N% Preporting system, controlled by a ground station, that( U2 v4 F" {1 b- I; C& T& E establishes contracts with an aircraft's avionics that3 h6 z, u/ ~3 y& s6 ` occur automatically whenever specific events occur,9 _# ^% [- O! g/ d: F+ _& J' F or specific time intervals are reached.) a/ ~- | H: `% S. Y AUTOMATIC DIRECTION FINDER- An aircraft " @5 K( f) Z$ Jradio navigation system which senses and indicates; r4 F) {- p+ l+ X7 _! K$ N4 _7 C the direction to a L/MF nondirectional radio beacon* W/ S6 q! \# A5 S (NDB) ground transmitter. Direction is indicated to+ b6 H4 Q9 e+ H% G7 Y 7/31/08 Pilot/Controller Glossary8 h1 K( g( ?! Z7 y l 2/14/086 E: X/ {" g4 R. D: R PCG A-16/ d& Z5 ~0 Z; }8 u the pilot as a magnetic bearing or as a relative bearing 6 S6 p4 b' L( ^) p0 qto the longitudinal axis of the aircraft depending on3 n; e& R' R: d7 e% D; C! v$ ] the type of indicator installed in the aircraft. In certain ' \4 n3 T; `6 M3 I/ Wapplications, such as military, ADF operations may- I {, `2 ~) k+ d8 `5 ~. b be based on airborne and ground transmitters in the* v# E+ B6 e$ b- G) F5 F VHF/UHF frequency spectrum.' ], v: Z' V. C; Z; _4 n (See BEARING.) ) u3 W9 U2 y& `7 J9 f" f(See NONDIRECTIONAL BEACON.) ( ]! U* Z ~5 Y% yAUTOMATIC FLIGHT INFORMATION8 U9 P# U; H4 b) U9 ~+ Z, e" u, _ SERVICE (AFIS) - ALASKA FSSs ONLY- The 8 `" ^ N; f8 f3 p- r1 j. Wcontinuous broadcast of recorded non-control0 T& { G2 Q* ]8 R8 Y9 f information at airports in Alaska where a FSS9 S% {5 H! l1 U( E provides local airport advisory service. The AFIS/ s9 I6 z5 k0 O3 p. B broadcast automates the repetitive transmission of ' e- }+ [6 i3 d p7 r0 Q( M# kessential but routine information such as weather, 7 D' q' W/ T! Awind, altimeter, favored runway, breaking action, 9 U$ x: v' h! xairport NOTAMs, and other applicable information.1 I; C" _8 e. w7 ]1 z( [, y The information is continuously broadcast over a 4 q; b( a, U3 A: Z2 S" o( Kdiscrete VHF radio frequency (usually the ASOS e0 g$ P4 z# b8 sfrequency.)% n% N: r8 G. s# Y AUTOMATIC TERMINAL INFORMATION1 K- R' O- H: J; E' v( L$ o$ P$ ^ SERVICE- The continuous broadcast of recorded1 F9 `' c# n' s7 d: h noncontrol information in selected terminal areas. Its3 f" U& J: m2 a+ b, e+ x purpose is to improve controller effectiveness and to+ b6 k1 a/ O1 \' O% Q. { relieve frequency congestion by automating the# a8 r1 Q, {" K5 s0 ~ repetitive transmission of essential but routine; H L4 d8 `6 F3 \ information; e.g., “Los Angeles information Alfa. + `$ N+ H1 c/ ~. N% w7 JOne three zero zero Coordinated Universal Time. / @" o- k4 b/ k, {2 T. Y+ JWeather, measured ceiling two thousand overcast, / k$ K5 v. A! z w9 Xvisibility three, haze, smoke, temperature seven one,. S0 B2 r; C" B/ J' _$ P dew point five seven, wind two five zero at five, 7 O; i; }, J& V- j: Q1 @4 Naltimeter two niner niner six. I‐L‐S Runway Two Five* v7 o( Q" I* u9 _* v- t' f/ E Left approach in use, Runway Two Five Right closed, 6 D4 W6 k, o7 ~advise you have Alfa.”6 [5 W8 M! T: x+ @7 R; [ (See ICAO term AUTOMATIC TERMINAL, b2 C: \& N3 M4 V0 J/ I; s INFORMATION SERVICE.) 8 m# _& ~# q }% U5 ^(Refer to AIM.)% y4 e: S# v7 ~3 P0 T4 V AUTOMATIC TERMINAL INFORMATION & c6 a2 S. S5 \- SSERVICE [ICAO]- The provision of current, routine/ }! z5 s2 w2 K- h- s information to arriving and departing aircraft by V0 Z9 I1 v7 ~ means of continuous and repetitive broadcasts 3 n9 u' b }* m' D8 u4 pthroughout the day or a specified portion of the day." {( ]% _0 M6 x# l+ p+ T AUTOROTATION- A rotorcraft flight condition in, n. k1 A5 p6 G; d9 V; p$ t# q3 f which the lifting rotor is driven entirely by action of 5 ?- f; s. }- S+ Q- Othe air when the rotorcraft is in motion. ' w2 k0 C- H* Q! b( w1 aa. Autorotative Landing/Touchdown Autorota‐/ a4 M9 B) y9 `* H+ X tion. Used by a pilot to indicate that the landing will( u, C0 C$ E4 L" o6 n be made without applying power to the rotor.. O+ U( u9 e z b. Low Level Autorotation. Commences at an 2 j% P/ f9 t \' ~, U4 c# Caltitude well below the traffic pattern, usually below - w/ g7 L/ A8 @2 d8 j: i100 feet AGL and is used primarily for tactical: a& p+ y% C+ x military training. - [4 z) ]0 y& H7 R% x# C+ b b7 x9 _' \c. 180 degrees Autorotation. Initiated from a% i* S( I1 }- v/ r downwind heading and is commenced well inside the1 V3 W2 K: V4 G! o( N normal traffic pattern. “Go around” may not be $ C$ x1 e, e( d( Ppossible during the latter part of this maneuver. # @' ?" j2 k% R1 C- \7 I3 nAVAILABLE LANDING DISTANCE (ALD)- The* s# C% D4 r. {. {; x portion of a runway available for landing and roll‐out 7 V- U3 o% k( H3 H: l- Wfor aircraft cleared for LAHSO. This distance is 8 t' z1 ~ D& ~" B- o/ T6 l, X, }7 kmeasured from the landing threshold to the . w0 x2 o& D, r) z9 i* ?hold‐short point. 2 Z7 S7 O1 P! XAVIATION WEATHER SERVIC E- A service 0 i/ M3 i. m# g/ Q" q$ l* Z- F; gprovided by the National Weather Service (NWS) and8 B4 [8 J: B5 O8 k FAA which collects and disseminates pertinent % b# g- Z( W( ]8 Z5 X- h3 Pweather information for pilots, aircraft operators, and " E/ K0 v5 }$ P1 {ATC. Available aviation weather reports and 0 T4 W6 Y% U% z, }* xforecasts are displayed at each NWS office and FAA# ^! y9 Y2 u; p' `5 n FSS. % G# C& U) R1 u1 R' }7 f(See EN ROUTE FLIGHT ADVISORY4 L1 H; p( M" g1 k0 Y SERVICE.); r4 F' W. D$ ~3 l5 f4 Y/ E (See TRANSCRIBED WEATHER BROADCAST.); X+ u- m2 U. X. Y (See WEATHER ADVISORY.) 5 I* `) d1 c) F2 |(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 ( }+ i$ Y) C9 n; g" M) g1 r" cALERTS.) ( ]( {9 e9 Z) E- I9 y# hAZIMUTH (MLS)- A magnetic bearing extending 3 ?3 I, Y, [- i" H3 D5 ifrom an MLS navigation facility. ^! m, m, k. e5 SNote:Azimuth bearings are described as magnetic) F; A6 [3 \3 V0 k4 T3 g) B and are referred to as “azimuth” in radio telephone( `: C* j4 P: m+ F% ]8 h8 o! y! q communications. " B+ e: ~% ]1 xPilot/Controller Glossary 7/31/08 # e( H. g6 [0 pPilot/Controller Glossary 2/14/086 S7 N. @4 N+ ?3 F( r" b1 ] PCG B-1 2 d, s0 \1 f; NB 1 s% t& S* O8 i" uBACK‐TAXI- A term used by air traffic controllers' [& G1 C0 j" o" f* ^8 T to taxi an aircraft on the runway opposite to the traffic $ c: \5 ` c! r! c0 k' Y2 wflow. The aircraft may be instructed to back‐taxi to) c* X2 y8 p3 } the beginning of the runway or at some point before2 G, L0 l9 K v) C reaching the runway end for the purpose of departure$ O& s/ `* `5 `; f0 A or to exit the runway. & q# t! h' Y3 F" g4 ^( z1 GBASE LEG(See TRAFFIC PATTERN.) ; _6 H( N2 q0 I* u! `$ ` L) b( PBEACON(See AERONAUTICAL BEACON.)6 {. d3 M4 A# R3 d- g+ u (See AIRPORT ROTATING BEACON.) - [" E5 r- U; p, `, V( f(See AIRWAY BEACON.): A+ B' ?4 `$ T n H% i$ S3 r) b (See MARKER BEACON.) * |- {$ B0 W) I+ W A(See NONDIRECTIONAL BEACON.)" R" F! E: t5 z- J (See RADAR.); Q& d" f% `4 S* K3 z) W BEARING- The horizontal direction to or from any $ A9 w1 y) P, _" Dpoint, usually measured clockwise from true north,3 s, |6 p* M" G" i7 {9 l magnetic north, or some other reference point X: @% x" n f! f5 K# | through 360 degrees.1 r9 Z2 A( Y1 m1 r! [, G _ (See NONDIRECTIONAL BEACON.) " ]# c/ O$ m# U W6 E; j$ VBELOW MINIMUMS- Weather conditions below * Y6 |0 D* T# J) f1 ^the minimums prescribed by regulation for the 5 A) E# F& C4 j/ }9 g) qparticular action involved; e.g., landing minimums, i$ \9 A% U. Ytakeoff minimums. - r7 D! j) a, e5 d. N; n+ ?BLAST FENCE- A barrier that is used to divert or 6 {3 N w3 O/ D6 Fdissipate jet or propeller blast. 5 }1 `2 F0 c) U8 X6 ~1 W1 jBLIND SPEED- The rate of departure or closing of " s, w# y. B% G# r0 c& P$ aa target relative to the radar antenna at which ) i5 J$ _6 q1 u7 y6 Gcancellation of the primary radar target by moving 2 {, s0 Y/ W9 t* m; w" \& ctarget indicator (MTI) circuits in the radar equipment 9 j" w) _; n7 R- vcauses a reduction or complete loss of signal." r# R4 v; R/ O (See ICAO term BLIND VELOCITY.)3 y9 p0 W1 i" @3 X4 R R" w; W- T BLIND SPOT- An area from which radio3 G% C0 Y! s8 ] transmissions and/or radar echoes cannot be7 u0 [- ?- o/ h6 T t6 m7 l+ u0 t received. The term is also used to describe portions! R R- {$ p# I" d0 V; w of the airport not visible from the control tower. 0 l1 X" x6 Y- Z& J; vBLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.)1 H" m$ s6 ^; ~, f4 K5 l6 u( E9 M8 X BLIND VELOCITY [ICAO]- The radial velocity of/ m. u: m1 l! i a moving target such that the target is not seen on 4 i; a2 W# y* J+ T H$ Hprimary radars fitted with certain forms of fixed echo8 P9 a" ^% k% a. Q5 [ suppression.' W$ N! H2 X+ b/ l BLIND ZONE(See BLIND SPOT.) : R) q2 `& p: C$ V0 YBLOCKED- Phraseology used to indicate that a 3 O; L2 l5 ?! i$ gradio transmission has been distorted or interrupted W6 G) p5 K# S( E! x7 J3 [ B; R due to multiple simultaneous radio transmissions. 0 {: w: n0 T1 c( gBOUNDARY LIGHTS(See AIRPORT LIGHTING.)) X9 R3 E8 C4 Y- R' C4 r BRAKING ACTION (GOOD, FAIR, POOR, OR ' E" A1 y$ \6 G# e5 CNIL)- A report of conditions on the airport 2 E2 N: E, }, rmovement area providing a pilot with a degree/5 X) T! p4 Q5 `; @; ? quality of braking that he/she might expect. Braking 7 s5 ~9 k9 T7 S$ U; d" aaction is reported in terms of good, fair, poor, or nil.& K2 a0 b5 o' z (See RUNWAY CONDITION READING.)! p& O7 U' d, L2 d" n BRAKING ACTION ADVISORIES- When tower 5 L( K1 H$ T4 ]* {/ [controllers have received runway braking action ! V8 W4 B- g# g( \( h2 r2 ^" ~reports which include the terms “poor” or “nil,” or* ` `' r2 y+ g- b, e0 j whenever weather conditions are conducive to/ ^5 m; S* ~% a$ w5 d deteriorating or rapidly changing runway braking) k( U* F+ J) | conditions, the tower will include on the ATIS% m" Z7 B$ v; a( p# J broadcast the statement, “BRAKING ACTION ! P' p8 a0 {( Q! ^1 ^ADVISORIES ARE IN EFFECT.” During the time , u: Z/ n v2 F) y6 s8 D- a) rBraking Action Advisories are in effect, ATC will & y; K- j; P- ]issue the latest braking action report for the runway% W: T* y0 S4 W( K in use to each arriving and departing aircraft. Pilots 0 S/ E& `" }2 A* O3 p9 U& A# nshould be prepared for deteriorating braking - k# }3 K# O! ?6 d3 Y+ iconditions and should request current runway" i$ P6 @# Z& V" s$ |( g; x% ~ condition inform ation if not volunteered by ' E* b6 p; V2 k% @4 L: U1 jcontrollers. Pilots should also be prepared to provide$ o2 |. t! i4 M& J( x t" {6 N8 n a descriptive runway condition report to controllers- u* h3 s3 d* M& Z after landing.$ p) M. R1 j4 O- \0 Q/ Y1 @3 | F BREAKOUT- A technique to direct aircraft out of' G" g1 s g& K' K the approach stream. In the context of close parallel 4 A, Q4 ?1 q9 u# f$ Uoperations, a breakout is used to direct threatened2 h$ L! y1 G. C2 C: k1 P) _. y aircraft away from a deviating aircraft. * D2 \& |3 C: P: F* cBROADCAST- Transmission of information for, T' h0 z- r+ N; H9 P$ T! B which an acknowledgement is not expected.6 G! F( Q' b% O; f& j: O+ r (See ICAO term BROADCAST.) 8 J* x m* P3 ` dBROADCAST [ICAO]- A transmission of informa‐/ y2 z; d- I8 s$ j' u, M7 |0 S tion relating to air navigation that is not addressed to . z u9 ?9 v0 va specific station or stations. + K! V( @" v4 U: b0 oPilot/Controller Glossary 2/14/08 ; W0 y Z) N/ [/ i* mPCG C-1' f4 q2 ?% J. J+ M* b C 4 X S* e, P% t" g& kCALCULATED LANDING TIME- A term that may ! I, u' [# e0 v4 `1 _$ l: x/ Xbe used in place of tentative or actual calculated 0 O' _' a1 O# n; n/ Z2 L1 P2 Vlanding time, whichever applies. - Z+ |/ t% T- v8 Q" o' k1 h( `CALL FOR RELEASE- Wherein the overlying% ]" e* ?) t8 |7 c ARTCC requires a terminal facility to initiate verbal' R' U8 N/ i: j+ S+ z. S2 p coordination to secure ARTCC approval for release: B1 b5 s0 l1 @# ^8 t( D of a departure into the en route environment. 8 ~1 V |) o( x) C* s" v6 C* w* OCALL UP- Initial voice contact between a facility# O& S; J- Y) z% }4 g3 a and an aircraft, using the identification of the unit3 z5 @. ^6 G" F8 H7 c being called and the unit initiating the call. # d) \* F$ X1 P* q/ C% t0 R9 v(Refer to AIM.), s" {: Z3 }: v3 k8 \& i( @ CANADIAN MINIMUM NAVIGATION PERFOR‐' I! S4 Y. q3 a m, ] MANCE SPECIFICATION AIRSPACE- That9 P( B' G+ H4 b' ? portion of Canadian domestic airspace within which* P4 r" E' `; ?% p MNPS separation may be applied.) b6 q8 o% Y0 U" x CARDINAL ALTITUDES - “Odd” or “Even”- A$ _, _! A/ W1 j G thousand‐foot altitudes or flight levels; e.g., 5,000,+ q8 U4 h; j* f9 F) X: R5 E! {( F9 G 6,000, 7,000, FL 250, FL 260, FL 270. 8 E8 L/ D- C' Z/ h% g(See ALTITUDE.)6 S& s' \! R, f3 V' H (See FLIGHT LEVEL.) 4 c* v5 P) A; o6 n0 D0 ?CARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.)- ^6 _" q- U7 p CAT(See CLEAR‐AIR TURBULENCE.) 4 W% ]; f. n$ d6 u/ G7 gCATCH POINT- A fix/waypoint that serves as a ) M/ m0 I' w! I4 K1 L$ e6 s9 Etransition point from the high altitude waypoint* R7 L' j; I3 {# M6 t navigation structure to an arrival procedure (STAR) ' `5 k6 [# M& D- r' ]/ @& for the low altitude ground-based navigation M5 T& n( H: D, ~structure. ' t t8 c2 R! i: p* n/ G0 ZCEILING- The heights above the earth's surface of $ Q" \2 \: U% Uthe lowest layer of clouds or obscuring phenomena $ L1 y+ [" Q" b$ Y0 Uthat is reported as “broken, ” “overcast,” or. i) V, y$ {! R3 ? “obscuration,” and not classified as “thin” or; f+ e9 b. T7 R1 x “partial.”8 }% ~/ O2 k- D- r (See ICAO term CEILING.) 5 t. P. ?% E3 T+ v0 yCEILING [ICAO]- The height above the ground or8 m2 i/ E2 X$ B water of the base of the lowest layer of cloud below( j! b4 `8 p3 A& U 6,000 meters (20,000 feet) covering more than half 1 S# y( W, v, _+ e6 mthe sky. & {( \9 | {& i% x+ ?CENRAP(See CENTER RADAR ARTS * W( M; ~* B! a0 }( q4 {. d% j3 [PRESENTATION/PROCESSING.)7 p' V2 {* T6 @% j9 g; ] CENRAP‐PLUS(See CENTER RADAR ARTS5 B3 D0 o- ~1 N3 J PRESENTATION/PROCESSING‐PLUS.) % I( R2 l& k" M) A3 y& @9 M/ yCENTER(See AIR ROUTE TRAFFIC CONTROL 2 W0 V! q! X1 p7 M% G( RCENTER.) / x+ T$ g2 p h, H Y) a9 oCENTER'S AREA- The specified airspace within z* X: f! d0 E5 e @2 [which an air route traffic control center (ARTCC) : M0 K b9 `" ~ I# |: zprovides air traffic control and advisory service. / @5 C7 T' r6 W, s/ p$ |(See AIR ROUTE TRAFFIC CONTROL . t$ [, A$ W& Q9 JCENTER.)0 f6 x) Y; r4 N4 I( H1 b6 v (Refer to AIM.)7 B7 L6 X" b9 _) h' s& t CENTER RADAR ARTS PRESENTATION/ " k3 w( n& c0 GPROCESSING- A computer program developed to 6 C* I6 T% r% [& R; Y! F* ?+ Gprovide a back‐up system for airport surveillance f( }. Q3 A U' x. Dradar in the event of a failure or malfunction. The ( T* E, A5 M# I l0 L; D+ rprogram uses air route traffic control center radar for " n7 x' }% B9 P7 V% s+ Q) j7 kthe processing and presentation of data on the ARTS - A) L4 B t$ k4 w' E; [IIA or IIIA displays.$ |; m% T' Y4 L. N5 T: f7 ]- m CENTER RADAR ARTS PRESENTATION/% H9 c, h0 l. t PROCESSING‐PLUS- A computer program. H1 q/ i( c+ W; @2 q) p/ {( b& p developed to provide a back‐up system for airport $ P {3 t. P, W/ o* B& @" M7 o3 Usurveillance radar in the event of a terminal secondary 6 |6 _; F6 y1 H/ A! _2 Nradar system failure. The program uses a combination ; R/ \& c$ D1 ~ d! U% aof Air Route Traffic Control Center Radar and" {4 J1 ?" b Q/ N* v7 z terminal airport surveillance radar primary targets ( l& u! h3 Q p" Odisplayed simultaneously for the processing and* u) L& _8 U$ r presentation of data on the ARTS IIA or IIIA. y- ^7 u* u3 m0 I displays. 3 P' x3 i0 E9 G2 m1 D1 GCENTER TRACON AUTOMATION SYSTEM ! e5 W. u5 m( p" O(CTAS)- A computerized set of programs designed 8 T6 l$ d3 y- Z$ T7 g' z- }$ fto aid Air Route Traffic Control Centers and 6 w |: }1 i" w. v" G$ qTRACONs in the management and control of air* P% u5 P2 r0 M; m3 d8 K9 W traffic.# l0 s$ | p4 D% o% H: b% j CENTER WEATHER ADVISORY- An unsched‐ ! @3 X# m f" v9 Z4 Fuled weather advisory issued by Center Weather % K, |- a$ t0 x1 XService Unit meteorologists for ATC use to alert 4 t1 P5 I0 k: k8 S3 ?" Opilots of existing or anticipated adverse weather / a! c" K: C- l$ O4 |1 p" cconditions within the next 2 hours. A CWA may - }9 P z8 `& bmodify or redefine a SIGMET.+ W! ^% q' V. ~ G" F (See AWW.) . ?' W5 M) Z0 O4 K(See AIRMET.) 8 ^* E& E8 ~ W. k) n" Y( O8 |( B(See CONVECTIVE SIGMET.) 3 H7 D: i5 Q6 L2 J% W! m/ y(See SIGMET.)( j5 }$ P2 m2 O* V3 d, D6 u (Refer to AIM.) 4 A( D* u3 V! |3 u4 G6 @( F8 YPilot/Controller Glossary 2/14/08 & H0 y/ K4 X7 s* {7 H' i) u8 _" CPCG C-2 t8 [' [% E+ Y1 |0 B3 A2 z+ { CENTRAL EAST PACIFIC- An organized route1 \# H* p2 A g5 k3 p system between the U.S. West Coast and Hawaii. 3 y s1 [! p" K# J% BCEP(See CENTRAL EAST PACIFIC.) $ o9 I6 e+ h" z: |) a& M2 [4 sCERAP(See COMBINED CENTER‐RAPCON.) % v/ z- I8 T; N/ t8 DCERTIFIED TOWER RADAR DISPLAY (CTRD)- , E$ a0 ~5 T# l jA FAA radar display certified for use in the NAS., d# b' {6 F* w4 j+ R* @ CFR(See CALL FOR RELEASE.)! z2 k8 v: {7 W4 A, X1 j9 R CHAFF- Thin, narrow metallic reflectors of various ( y$ C4 r l$ b' Qlengths and frequency responses, used to reflect radar1 t. k$ R/ y- s- z; ~ energy. These reflectors when dropped from aircraft 0 N2 |" J7 L" Y% F6 A5 l$ Sand allowed to drift downward result in large targets 6 S! V6 D! W7 X0 I! o" @% K- zon the radar display.* E! G; A+ I( ^( K+ R0 t+ d/ N. L7 \ CHARTED VFR FLYWAYS- Charted VFR Fly‐ 8 z6 Z- d9 i/ g+ ?6 K- F5 X4 Mways are flight paths recommended for use to bypass 5 ^- y- @ D, Q9 ~% Mareas heavily traversed by large turbine‐powered l) f, |4 N7 ] aircraft. Pilot compliance with recommended ; f3 `% ^5 g. K) B; y6 Hflyways and associated altitudes is strictly voluntary.5 u& `6 j# o8 h8 h* I# E VFR Flyway Planning charts are published on the ' X: P- |$ C7 B+ ^- Jback of existing VFR Terminal Area charts. & k) i) g) J' G" O& UCHARTED VISUAL FLIGHT PROCEDURE* n" c# }* h- K APPROACH- An approach conducted while 9 v; O) ~" n) I/ `operating on an instrument flight rules (IFR) flight+ ~. w9 O# ~, @8 Y7 r1 g plan which authorizes the pilot of an aircraft to . a4 R5 |! p, W' I, m( F( [1 J. m" Wproceed visually and clear of clouds to the airport via - Q; {5 C, @* svisual landmarks and other information depicted on " v" n l- }: g( |5 s6 oa charted visual flight procedure. This approach must& k! s$ `" a6 ?# X" G& |1 u be authorized and under the control of the appropriate' z6 a1 H8 ? @3 e3 M air traffic control facility. Weather minimums! Y1 \& ?- U# j: |( C# K1 p required are depicted on the chart. 9 [! f/ M! H5 @. ?9 dCHASE- An aircraft flown in proximity to another1 j9 V0 M3 q$ Z! U. X0 W. H" v$ Q aircraft normally to observe its performance during I+ }6 h: V* a- K- W4 P, mtraining or testing.0 g( w# q0 L, j5 g/ R$ k CHASE AIRCRAFT(See CHASE.) 1 `: e D3 W. Y W1 [: ]( y9 ACIRCLE‐TO‐LAND MANEUVER- A maneuver$ ]7 e4 I9 n- [ i2 } initiated by the pilot to align the aircraft with a $ {7 Z4 F* G, K7 W% T6 `' }runway for landing when a straight‐in landing from + o: @ o8 I1 J+ C* C. A2 ]: o! f- man instrument approach is not possible or is not ! g/ B% M4 j# p2 Edesirable. At tower controlled airports, this maneuver; g+ v; @% e% J' W6 E is made only after ATC authorization has been 9 V! m |7 {# z5 [: H5 X$ Nobtained and the pilot has established required visual : w6 v! j8 B% V0 F+ Mreference to the airport.6 R& W) k7 W% o( h* L8 | (See CIRCLE TO RUNWAY.) 7 M) i( ]" b- t' K0 O8 V(See LANDING MINIMUMS.)6 y3 c( r2 q! K0 ?" c (Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)- / w# K4 C7 e$ G+ F# ~Used by ATC to inform the pilot that he/she must ' m/ s. u$ G! jcircle to land because the runway in use is other than * L' Z4 x2 p @9 f0 D& G. zthe runway aligned with the instrument approach1 s3 k! v+ Z4 u4 W3 b2 L procedure. When the direction of the circling ( K/ d2 ^8 O* gmaneuver in relation to the airport/runway is+ w% S# u. `, G6 k) v7 J# y required, the controller will state the direction (eight. m# Z; O' l6 a+ H cardinal compass points) and specify a left or right * D9 t# o" b: S3 W: E5 D; M% `downwind or base leg as appropriate; e.g., “Cleared3 R9 h( n2 I) [4 G+ B" i VOR Runway Three Six Approach circle to Runway 8 ?+ K: G6 O5 r8 o$ s S' S/ l6 q1 bTwo Two,” or “Circle northwest of the airport for a+ v1 V: j3 U- j1 [2 i6 l right downwind to Runway Two Two.”, n" x, E9 E2 w* x* T. R$ }( { (See CIRCLE‐TO‐LAND MANEUVER.) # W! v0 E) s. W! A(See LANDING MINIMUMS.) A6 {/ f+ o% ^: @: T2 z0 z5 y3 f+ Y(Refer to AIM.) Y7 \$ e! R% Y' q6 Y CIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.)2 a+ S8 T1 B9 b: a CIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.) % W: Q3 c& ? T) `" U5 O+ @CIRCLING MINIMA(See LANDING MINIMUMS.) ( n/ H3 |2 l8 ] ~# ]# hCLASS A AIRSPACE(See CONTROLLED AIRSPACE.) 9 p+ B! R$ P) G* pCLASS B AIRSPACE(See CONTROLLED AIRSPACE.), I" o) r% q5 E# r8 h CLASS C AIRSPACE(See CONTROLLED AIRSPACE.)# e; `- q8 Q9 W" q& B CLASS D AIRSPACE(See CONTROLLED AIRSPACE.) $ }! d2 ^3 g" l5 ?$ L8 KCLASS E AIRSPACE(See CONTROLLED AIRSPACE.); a8 y+ y, ? o9 P+ k CLASS G AIRSPACE- That airspace not designated; o- p0 N1 }" n2 c* r as Class A, B, C, D or E. ) w. ~" B& Y5 mCLEAR AIR TURBULENCE (CAT)- Turbulence / R- r/ d2 X- U2 T5 w" V3 g9 y8 Z" @encountered in air where no clouds are present. This% _, Z0 a! m# E/ S4 o term is commonly applied to high‐level turbulence 3 Z$ Q W; c* v- V0 |associated with wind shear. CAT is often encountered! n' |: j0 g p6 } in the vicinity of the jet stream. : x! y1 K* k; a2 Q6 g3 D1 l. y& W. L(See WIND SHEAR.) * a5 K7 E- Q- H: {(See JET STREAM.) 5 W& m0 n6 I9 }- x& E( lCLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a& w f. |# y) A& N' y) Y+ u runway, is clear of the runway when all parts of the! H- b' Q4 B/ d) [$ r- O Pilot/Controller Glossary 2/14/08- r, a- o {/ [/ B1 ^2 R PCG C-3" b' ~1 c$ s6 C$ n' D, w3 _ aircraft are held short of the applicable runway * o! r% C- q/ t: y& Fholding position marking.7 i: I- h, O3 ?' w% I* r: O3 p b. A pilot or controller may consider an aircraft, " J6 w s2 q. e& r* s% g$ Qwhich is exiting or crossing a runway, to be clear of 0 }, ~ y- ` y( U/ |& Tthe runway when all parts of the aircraft are beyond , z. @; @0 Y% u6 Lthe runway edge and there are no restrictions to its! ], a* w+ A8 p" x% i) i/ P2 b( k continued movement beyond the applicable runway. R( b3 F% b5 g# l holding position marking./ c6 {5 e3 C# N c. ilots and controllers shall exercise good - C9 t0 \! ~+ a0 z, w7 `judgement to ensure that adequate separation exists : [; p3 e M% x, Ubetween all aircraft on runways and taxiways at+ F2 x; U/ { `4 c0 i airports with inadequate runway edge lines or% `3 U3 o: q: c% _! q) Z; P holding position markings.! M" T8 w& ^- K8 L3 G CLEARANCE(See AIR TRAFFIC CLEARANCE.): j4 A- z0 G' t$ h* V CLEARANCE LIMIT- The fix, point, or location to 4 s) u$ {! k4 ?& u8 \' ~which an aircraft is cleared when issued an air traffic ! U, U9 W0 l nclearance. 0 J, R2 ] b. z& _; K$ l. b, w: U& m% V& v(See ICAO term CLEARANCE LIMIT.) 9 P1 I, e6 G+ H! rCLEARANCE LIMIT [ICAO]- The point of which) [0 w$ |6 u" v* X1 X an aircraft is granted an air traffic control clearance. J8 H# T5 S9 |; ?6 M. uCLEARANCE VOID IF NOT OFF BY (TIME)-* i; @7 i1 l* S) s& E Used by ATC to advise an aircraft that the departure; A$ S$ p: r; [/ D: d6 Y, s) r clearance is automatically canceled if takeoff is not 4 b! A/ ]" G) E7 Q5 bmade prior to a specified time. The pilot must obtain) y/ n6 U, X l, j8 i) i7 q* w! t; h0 T a new clearance or cancel his/her IFR flight plan if not ]1 f( W2 j9 E- [1 y/ A) ]+ Moff by the specified time.9 z/ P6 C' J% l. b& B& m) [ (See ICAO term CLEARANCE VOID TIME.), H- B8 v, o$ A% T CLEARANCE VOID TIME [IC AO]- A time ' B d& G' T# `3 G6 Dspecified by an air traffic control unit at which a. \5 E+ s& C# J/ c, G* y7 p. ` clearance ceases to be valid unless the aircraft ( a& ?% b) `8 q$ ?; |. m+ Econcerned has already taken action to comply - r- _2 v8 m, t$ m y) \* l) d, }! Xtherewith.% ^! L7 d0 x" F3 R$ u$ x: v# J/ W CLEARED APPROACH- ATC authorization for an 1 g" G% O o3 G4 p; faircraft to execute any standard or special instrument9 N- h3 g; @' j* Y$ z/ O approach procedure for that airport. Normally, an 6 h9 M" e2 J# Baircraft will be cleared for a specific instrument4 g7 l# q! L e1 i% h4 L& K! j' o1 I approach procedure. ; m+ N1 p0 |$ ~% f$ ^(See CLEARED (Type of) APPROACH.) 2 Z# g$ H% C/ X. X+ G! W, @# H(See INSTRUMENT APPROACH $ w4 l; `. j8 H0 fPROCEDURE.)( q1 r! W+ T- q2 A2 j0 E (Refer to 14 CFR Part 91.). l3 B' g) F9 I/ X* r4 f; h (Refer to AIM.) . S' }1 [& N2 U% k' d5 q: n+ ]9 pCLEARED (Type of) APPROACH- ATC authoriza‐* X6 O% E2 K* t: a) `" m tion for an aircraft to execute a specific instrument, ^) O( W* F4 I6 W3 y approach procedure to an airport; e.g., “Cleared ILS 8 b/ Y5 x2 {. H. G3 R& ^Runway Three Six Approach.”3 z7 j3 x1 \, f8 |4 X f3 e (See APPROACH CLEARANCE.), p: c* _7 k5 k. q3 r (See INSTRUMENT APPROACH8 t$ D: z- f) ]. { PROCEDURE.)" }+ V* l8 R4 p7 {8 Q4 X (Refer to 14 CFR Part 91.) S2 A9 F8 X I" b9 a (Refer to AIM.)3 x' v$ g0 k* {# h CLEARED AS FILED- Means the aircraft is cleared + r% \1 b5 }. f0 c# r; B; Zto proceed in accordance with the route of flight filed. N( Q# A. e- K in the flight plan. This clearance does not include the" D/ B8 v# a9 P- X' O altitude, DP, or DP Transition.; V/ _% p5 x& M/ v K" D- Z (See REQUEST FULL ROUTE CLEARANCE.), H5 s9 T7 } q! w# _& ^, i+ W (Refer to AIM.)" ~2 j$ i% ~' g7 B CLEARED FOR TAKEOFF- ATC authorization - @5 n8 X+ ]2 `5 e* O! gfor an aircraft to depart. It is predicated on known3 d/ s" g7 K6 U# ^ traffic and known physical airport conditions. 7 N, B0 H0 R/ `4 {CLEARED FOR THE OPTION- ATC authoriza‐+ _& v# e2 W. e5 }7 [7 v tion for an aircraft to make a touch‐and‐go, low 1 d2 M" _ M, Y9 wapproach, missed approach, stop and go, or full stop) s* y; x; }2 m- {! T/ N landing at the discretion of the pilot. It is normally ( Z8 h: N3 X. A. K# w! Q) rused in training so that an instructor can evaluate a7 T$ M7 V3 l+ y8 l4 x, @! F8 ` student's performance under changing situations. - E6 U3 T; \) k- |9 O) H(See OPTION APPROACH.) + M4 p. b# s! w K) E(Refer to AIM.)2 g! Y' S' g3 |0 `# }5 x9 t CLEARED THROUGH- ATC authorization for an ( A5 Y# |+ _' B, l: ]aircraft to make intermediate stops at specified % ^9 l, l1 o9 {9 z+ Oairports without refiling a flight plan while en route 3 G2 p# e- b6 g# `to the clearance limit.. d0 f- i" l. d5 l$ |/ w" U6 c CLEARED TO LAND- ATC authorization for an5 X3 B* Z3 n2 z% p3 G aircraft to land. It is predicated on known traffic and; X6 r& f' M h8 c/ b5 X1 G known physical airport conditions.7 t, C& ?$ T8 P/ b) K: @ CLEARWAY- An area beyond the takeoff runway0 g% [6 Y% `- ]+ q& l: W* R* A under the control of airport authorities within which% C; j3 I' W4 Z7 e# p. c7 w( k terrain or fixed obstacles may not extend above ; ^ I, p4 t/ V: A& H2 B6 P; u5 k- Fspecified limits. These areas may be required for# u: C; ]8 t9 Y0 A certain turbine‐powered operations and the size and3 ~ m) c& k" d( E6 b4 V upward slope of the clearway will differ depending on 4 Q: N! {- ^; \1 Y9 k- rwhen the aircraft was certificated.0 c( I9 e- |" d4 }2 `% {" Y (Refer to 14 CFR Part 1.) ' Z) B! \# ]7 N) ACLIMB TO VFR- ATC authorization for an aircraft & e) a3 M9 n+ p0 i) v3 vto climb to VFR conditions within Class B, C, D, and ( l' T" `: L7 b% g: jE surface areas when the only weather limitation is8 c+ j5 x$ z% r) C& Z X( f, x restricted visibility. The aircraft must remain clear of ) L3 X) j0 \* ?" vclouds while climbing to VFR.5 E: S1 G- n* ~9 a (See SPECIAL VFR CONDITIONS.), u% @7 I2 ~) f3 P9 F/ x (Refer to AIM.) 1 C+ b$ t' j h, W4 l4 x5 VCLIMBOUT- That portion of flight operation / ]$ W' w* U/ q( D) [' vbetween takeoff and the initial cruising altitude. . ~! A& g. |3 O( g1 P+ R9 j S/ oPilot/Controller Glossary 2/14/086 ^8 s5 \( K/ d+ i* u; V! [ PCG C-4 . L) C" h0 J) K) ^- XCLOSE PARALLEL RUNWAYS- Two parallel& m0 P& d/ p$ w+ }( ~% e, N& E runways whose extended centerlines are separated by, `# ~/ p( t- |0 {5 s5 q" t less than 4,300 feet, having a Precision Runway$ H+ q/ R9 ?1 g Q2 ^ Monitoring (PRM) system that permits simultaneous 8 D3 e- G O, u o/ @independent ILS approaches. 7 }- E6 Q0 V" y- a; X+ JCLOSED RUNWAY- A runway that is unusable for 9 l% W" u; _1 T/ ^aircraft operations. Only the airport management/! a: r K! ]- @" L; l military operations office can close a runway.; G$ u# E( \9 y8 Y9 ? CLOSED TRAFFIC- Successive operations involv‐ . [- t* }: J7 n$ T7 k, Cing takeoffs and landings or low approaches where; i4 d$ |% g5 V4 {/ `' O the aircraft does not exit the traffic pattern.+ x' G5 K8 Q( m3 \0 c1 G3 I CLOUD- A cloud is a visible accumulation of - c5 [0 m3 ^& Z6 N" V- h" `. V7 P/ W8 Tminute water droplets and/or ice particles in the$ p- V7 M# e% t6 g/ j atmosphere above the Earth's surface. Cloud differs7 \# }3 D5 W E2 ^9 _: B from ground fog, fog, or ice fog only in that the latter0 [, |% i+ x# K are, by definition, in contact with the Earth's surface. ; ~8 P. G! O3 l' L9 y; iCLT(See CALCULATED LANDING TIME.) / C( [/ E9 G) ?. L8 R! ^$ nCLUTTER- In radar operations, clutter refers to the * v* ^3 W* S* x/ h0 R% preception and visual display of radar returns caused - {# ~2 B3 n0 p3 N( b0 ?by precipitation, chaff, terrain, numerous aircraft ; D4 m- y! B% h* C* ]7 P: i& o4 stargets, or other phenomena. Such returns may limit; {8 i- X! r5 V or preclude ATC from providing services based on2 k: V7 |. W5 ?; h radar.! v; j& l5 V8 I; o+ L (See CHAFF.) - N0 X2 D0 t/ A7 ?& c(See GROUND CLUTTER.)1 e" t1 ^/ S8 ^' D (See PRECIPITATION.), K5 ~/ ~ v+ t: H& k8 U, x (See TARGET.) + F3 B0 J# E; I) \7 e5 ^2 F(See ICAO term RADAR CLUTTER.) 2 }6 K% Q4 P# Q: |/ NCMNPS(See CANADIAN MINIMUM NAVIGATION% W+ G2 X7 X+ g$ S/ V PERFORMANCE SPECIFICATION AIRSPACE.) 0 b# q" ?0 p4 a/ ?* tCOASTAL FIX- A navigation aid or intersection; h9 g. V+ T+ Q2 L9 Q: }! T where an aircraft transitions between the domestic- N* p# L, J" T# Z route structure and the oceanic route structure.. ~, m! \; }, x, B CODES- The number assigned to a particular 1 c V+ Y/ |2 pmultiple pulse reply signal transmitted by a+ @9 O0 ^' j' n0 Y1 k6 N transponder.- n ]3 Y0 i6 ^ (See DISCRETE CODE.)1 i# S8 _# E* c! u1 ]: n# b3 z COMBINED CENTER‐RAPCON- An air traffic ; d x9 f2 t' Xfacility which combines the functions of an ARTCC! m/ f3 c+ L- z% ]; J9 D6 E/ X and a radar approach control facility.; I" J: o* i' C4 C' B! N (See AIR ROUTE TRAFFIC CONTROL # c% r( w5 k. T( B) `% ]% aCENTER.)3 E( n- v! ~% k (See RADAR APPROACH CONTROL , c1 K$ ?, J6 ~FACILITY.)$ Y1 f5 ~- q: Z- I, D9 G- O& r COMMON POINT- A significant point over which/ T3 X% s# M# f/ Y" i8 @ two or more aircraft will report passing or have ) b$ |% v3 E& |5 h3 A; {reported passing before proceeding on the same or Z4 B- v# ~2 S4 w+ R' E: ^ diverging tracks. To establish/maintain longitudinal 3 V. l8 ], z+ u$ v* lseparation, a controller may determine a common( u. e$ [$ O0 o$ ]: y- m7 U point not originally in the aircraft's flight plan and' M9 L- n7 v6 C$ \% E8 u8 b0 ` then clear the aircraft to fly over the point. & V8 U; [. [3 w2 M(See SIGNIFICANT POINT.) + b- l' {' m: X& ?COMMON PORTION(See COMMON ROUTE.)6 V" P, C8 C5 O$ I COMMON ROUTE- That segment of a North- M9 z7 x' A& X! a8 A American Route between the inland navigation& D, \/ j( q" b& ?0 L0 @ facility and the coastal fix. 4 b4 Z' R; R. ?. A2 J# eOR 4 Z F# ]7 B. Q% [/ oCOMMON ROUTE- Typically the portion of a " v8 y) ^# [. C/ u1 v; a6 K- fRNAV STAR between the en route transition end8 h' g m$ F; N point and the runway transition start point; however, / C% E% V" Q3 f, f, q; N8 ^) _+ n. Xthe common route may only consist of a single point + M$ o: m" v: N* E& u7 D9 U& qthat joins the en route and runway transitions./ g8 y6 ^, o& u+ }% _; h$ V COMMON TRAFFIC ADVISORY FREQUENCY2 |3 }5 R% j/ m+ N) X B- o (CTAF)- A frequency designed for the purpose of $ x M$ q1 f8 ncarrying out airport advisory practices while # F6 p4 S0 z& p+ Koperating to or from an airport without an operating! O, x$ j! J+ D) z4 X) q M( g control tower. The CTAF may be a UNICOM,7 E. I7 @5 X. N2 [0 c2 V Multicom, FSS, or tower frequency and is identified2 x' K! B" w' F: ~" D( O3 h in appropriate aeronautical publications. 2 ?9 ?: f+ Z, `+ |1 [% I(Refer to AC 90‐42, Traffic Advisory Practices at / x% L; @1 S: B- n. p8 z& O. [1 ^Airports Without Operating Control Towers.) / y5 F# S% c* I8 E2 O( fCOMPASS LOCATOR- A low power, low or3 E- r2 W4 Z1 e: o; o& x0 j8 D medium frequency (L/MF) radio beacon installed at1 T' G2 Q* K- A4 N; r$ l, F the site of the outer or middle marker of an instrument Z5 P9 l' `; O" m" k. ]1 clanding system (ILS). It can be used for navigation at7 A9 Y& \% r5 ^% `: T distances of approximately 15 miles or as authorized ! G9 _! [& G, Y. H% Ein the approach procedure.& a) W- j& z& b a. Outer Compass Locator (LOM)- A compass+ P+ k. F+ ]6 g+ j# Z) x locator installed at the site of the outer marker of an ( [% y- T8 g$ Vinstrument landing system.) p* p$ z# R4 X7 _6 T (See OUTER MARKER.) # I8 z/ N6 F8 h! n' Y hb. Middle Compass Locator (LMM)- A compass 0 Z! l! c8 Y/ h! N! J8 r# N! j/ n3 [1 ulocator installed at the site of the middle marker of an ! C* k4 D" s* Zinstrument landing system. # G$ J* @) v& B$ k+ b! O8 b9 e O(See MIDDLE MARKER.)9 ~8 J7 w7 s4 O0 J (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, 4 i) ?: I+ A0 M/ e1 ]5 fprinted on some charts or marked on the ground at an5 R$ k3 ~! Y1 B. a7 V" b airport. It is used as a reference to either true or 8 p) e; _4 v5 Z# Z6 O" jmagnetic direction.% w% j1 y( g; _ COMPLY WITH RESTRIC TIONS - An ATC, h. S" }7 }6 s4 a instruction that requires an aircraft being vectored - p- G7 ^+ A, e; i. d4 j8 J oPilot/Controller Glossary 2/14/08 0 R C5 J. T' E( l+ @6 xPCG C-50 F9 c8 K' ^' n back onto an arrival or departure procedure to comply6 u3 [, { R' {6 J5 n1 G+ u6 a with all altitude and/or speed restrictions depicted on, G/ ]8 n# _+ o. u# \$ \8 j- K" N" Q the procedure. This term may be used in lieu of/ K1 L1 m% L7 K, q2 o' M2 I repeating each remaining restriction that appears on - e! e1 R7 k: \1 ythe procedure.: J4 z: j* D7 Q8 q COMPOSITE FLIGHT PLAN- A flight plan which 4 U+ j& C; Q: V: ]* v. T* _specifies VFR operation for one portion of flight and7 s! Y% R1 o7 y, c& W IFR for another portion. It is used primarily in2 X$ P O+ l& o* s military operations.0 _0 B) a: o1 U9 C# q7 o( T (Refer to AIM.) ) R- d$ o, K' l! z* `9 E9 kCOMPOSITE ROUTE SYSTEM- An organized7 r0 V1 n( Z& b* w& S oceanic route structure, incorporating reduced lateral 2 S' }; H+ I0 h) v& uspacing between routes, in which composite! { ]( a. M! {# [) i separation is authorized.

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