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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:06:19 |只看该作者 |倒序浏览

PilotController Glossary

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发表于 2008-12-28 14:07:32 |只看该作者
Pilot/Controller Glossary 7/31/08. `; R$ w$ S$ `+ g! T8 } PCG-13 b6 v3 {! }' f( J PILOT/CONTROLLER ( ]/ C' K& y! Y+ I& [! f9 AGLOSSARY1 G( W/ V3 Z2 H; ?. L K# A+ d PURPOSE % u& m; R+ C: T3 g% Ja. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic ! V6 E6 N, a2 l: M6 k1 z8 @# Q" [3 mControl system. It includes those terms which are intended for pilot/controller communications. Those terms + n$ ?, J# C& t6 r2 Gmost frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily. ^9 m% T4 y9 g& ^- N/ l/ ~' k defined in an operational sense applicable to both users and operators of the National Airspace System. Use of, O* \7 L G9 o0 i5 | the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose.8 }# a6 d4 d8 v. K b. Because of the international nature of flying, terms used in the Lexicon, published by the International + W: ]) M% w2 B8 }% [, OCivil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are 5 M" u# F' G& C* u+ Ufollowed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts 1 u; B$ d) C1 f. J/ t0 Dof the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical$ n8 C y% Y$ x& x, J2 c Information Manual (AIM). , @% W4 |) Q$ i: u7 \c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.# O( \2 w7 y9 `4 \; X EXPLANATION OF CHANGES9 U7 l/ r" s' D- m& B6 H3 q, P$ H a. Terms Added: ; W) v- ~2 v, V2 K7 T9 B- SAUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY # q1 b+ F3 d6 Y9 rb. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant 9 g8 p$ i. I2 n1 ]7 O; Nnature of the changes. 6 b1 ^1 { D0 d" \Pilot/Controller Glossary 2/14/08 & T: K) w) b" X) U# ^$ L; LPCG A-1# x U2 X+ n: @) c A& u6 R6 T! c- z8 S* O! A AAI(See ARRIVAL AIRCRAFT INTERVAL.) + [/ ]) B3 Q% ~6 @. zAAR(See AIRPORT ARRIVAL RATE.): g' L/ e' A. P+ O# m2 D ABBREVIATED IFR FLIGHT PLANS- An# O2 y" k: H4 w" ?& m& D authorization by ATC requiring pilots to submit only* K3 _+ a7 p: w- ?6 | S that information needed for the purpose of ATC. It ' Y5 V. a4 i5 z& H6 W* J w' X8 fincludes only a small portion of the usual IFR flight ( W9 v* [. P, ~2 J* p. p0 Dplan information. In certain instances, this may be ) ^ H+ D+ D' A0 i3 x; @) Vonly aircraft identification, location, and pilot+ p$ z3 C! q; M* |. }" t* F request. Other information may be requested if ; c& g+ l) z' ~7 oneeded by ATC for separation/control purposes. It is % C; T5 c& G! [5 W" P- Tfrequently used by aircraft which are airborne and7 u- G. ]& l7 G+ S6 {. M: c desire an instrument approach or by aircraft which are + q1 g; M* Q: U2 Aon the ground and desire a climb to VFR‐on‐top. ) M, n1 u- ?, q: x! j$ g/ c(See VFR‐ON‐TOP.)* M( F+ v) u8 Z! B8 Y- s (Refer to AIM.) ( \( n+ U; Q5 `3 qABEAM- An aircraft is “abeam” a fix, point, or& N1 \2 j* _* k object when that fix, point, or object is approximately! A- ]9 a/ s$ }, W$ [" ~) S 90 degrees to the right or left of the aircraft track. 8 H& K9 K+ ^% O! \( LAbeam indicates a general position rather than a5 c( N/ o( m6 k, x) j precise point. 7 d5 O% Q0 m+ A0 p: DABORT- To term inate a preplanned aircraft- U5 A# a, @5 @" @9 o, O maneuver; e.g., an aborted takeoff.+ q* N3 E) F: n5 l3 w" X ACC [ICAO]-) m8 W0 s( J% S0 c, k, M2 X (See ICAO term AREA CONTROL CENTER.) 8 l! g) _7 n$ d0 d5 }# MACCELERATE‐STOP DISTANCE AVAILABLE- , t$ {7 e9 z7 j$ M$ ^& wThe runway plus stopway length declared available/ U- k! w! y- c" A: i* S and suitable for the acceleration and deceleration of # b# s+ Q: n& w. g2 can airplane aborting a takeoff. - F3 |* D8 t0 {$ F; ~ACCELERATE‐STOP DISTANCE AVAILABLE+ E2 E" b/ o" x ~$ Z [ICAO]- The length of the take‐off run available plus , H0 W B9 ]; Bthe length of the stopway if provided./ N9 v$ c* i# V6 q) d* L ACDO(See AIR CARRIER DISTRICT OFFICE.)5 k4 Y1 W& J& K0 \ ACKNOWLEDGE- Let me know that you have0 ] c7 ^, [+ x4 J received my message. b J) J, k* k+ p6 d(See ICAO term ACKNOWLEDGE.) ; _2 H4 C* c' W% `- s0 b$ EACKNOWLEDGE [ICAO]- Let me know that you 4 C% }) _; [1 K" G$ }. D5 K% X. phave received and understood this message. * M9 |7 F5 \, n) v' L3 UACL(See AIRCRAFT LIST.) 5 R' }$ ^ ?. A6 zACLS(See AUTOMATIC CARRIER LANDING5 \3 T% K- I0 k. r% N S5 c SYSTEM.)* ]7 \; h; H; @0 M3 M0 Y ACLT(See ACTUAL CALCULATED LANDING TIME.)" i7 H0 B$ o; r# M) @% l ACROBATIC FLIGHT- An intentional maneuver8 ]5 ?+ W/ V% C involving an abrupt change in an aircraft's attitude, an3 R) @) h0 F2 U, r abnormal attitude, or abnormal acceleration not$ h- f/ y9 h3 [& W* C necessary for normal flight. + w ?+ A5 _4 Y8 e(See ICAO term ACROBATIC FLIGHT.)+ u; O+ _8 j: }9 z% K% }# k (Refer to 14 CFR Part 91.) $ S% Z0 } D( Q8 }ACROBATIC FLIGHT [ICAO]- Maneuvers inten‐ 6 t/ O- F+ `3 Z" E$ m2 ?tionally performed by an aircraft involving an abrupt ! M9 x6 [9 w0 w" `: N. C L' tchange in its attitude, an abnormal attitude, or an 2 V) j, H( D# [5 B6 `abnormal variation in speed." [. p! A3 A' M0 }0 U& |2 k ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY0 [# M% l# M; K+ g2 z RUNWAY.) 2 @% I: c' t$ [1 hACTUAL CALCULATED LANDING TIME- 1 v+ R# f; ]6 i) p# |- G9 GACLT is a flight's frozen calculated landing time. An 0 [ c9 T8 `0 E: m- o' m2 v& \) Gactual time determined at freeze calculated landing5 T. m2 H* X# X6 i4 K time (FCLT) or meter list display interval (MLDI) for 4 Q& H" w; g- D$ A0 Tthe adapted vertex for each arrival aircraft based upon# d0 B. N/ z& j0 _) T runway configuration, airport acceptance rate, airport) t W* {8 I2 O arrival delay period, and other metered arrival( L, o7 K4 h( U% C aircraft. This time is either the vertex time of arrival 1 ?6 `$ N8 ^! ?, ?(VTA) of the aircraft or the tentative calculated 3 Y# U& i! e4 {9 slanding time (TCLT)/ACLT of the previous aircraft * X! u6 R2 s' a% V% q& g% ]7 kplus the arrival aircraft interval (AAI), whichever is0 M! \$ U6 p! R- E: H! T, L later. This time will not be updated in response to the ]: J7 d0 j' [/ z# baircraft's progress.) q5 | {/ e& ~' J# Q& p ACTUAL NAVIGATION PERFORMANCE4 R) |0 U3 c! \) l' }) V (ANP)- _, y, Q" \0 C$ A" h. i( A. Z9 K (See REQUIRED NAVIGATION & O& `4 l' k# t. V/ M) {/ K# uPERFORMANCE.)6 R) X/ o: N: l9 V: c ADDITIONAL SERVICES- Advisory information( @: T5 S! B* I% V5 j# q provided by ATC which includes but is not limited to i/ Z# v- i- B' C1 {- ]the following: / L( `# W- a& @4 q/ J$ d ca. Traffic advisories.) {4 v! h" ^* O, f* i* b9 [ b. Vectors, when requested by the pilot, to assist . s( F* n/ H$ _; ~. u& Xaircraft receiving traffic advisories to avoid observed j; e; v# [3 n& u. G- Z$ F) r N: Y. d traffic.0 ?- K% m0 B. x/ N& ?9 ? Pilot/Controller Glossary 2/14/08( H1 p6 }2 G2 r$ W- `3 B) z PCG A-2! n. M. }6 I" \9 w, ?# \ c. Altitude deviation information of 300 feet or ! C/ k6 @2 |9 N# @( W- X4 qmore from an assigned altitude as observed on a * o1 t0 V! Z4 M; i: Qverified (reading correctly) automatic altitude 1 q6 m1 i9 q+ T, i2 x, c. Greadout (Mode C). % I( v# Y' p7 h# J/ W( ~d. Advisories that traffic is no longer a factor.- N1 c6 w$ d" X8 b: l e. Weather and chaff information. # g$ X/ V, w, if. Weather assistance.0 C& F% @5 B9 w0 o+ }8 {7 P g. Bird activity information.7 G' h4 s/ a' C6 V* |2 B( I+ k2 i8 v* J h. Holding pattern surveillance. Additional ser‐& g5 [$ {0 h: J# ~9 X vices are provided to the extent possible contingent ! R5 S: D6 r0 w; E2 ~7 Q% t' vonly upon the controller's capability to fit them into) T$ R* [4 W5 S) K( G0 E+ ]/ \1 q the performance of higher priority duties and on the5 o3 p T; O! [8 v6 D* O basis of limitations of the radar, volume of traffic,. W. T! `7 h6 n8 r* i- B frequency congestion, and controller workload. The& ~' }" }/ q% v; h# t% F controller has complete discretion for determining if 0 C# ]0 j& y) g3 C Ihe/she is able to provide or continue to provide a1 E( [1 j5 c8 ~' j0 }, g4 c8 O) l& q service in a particular case. The controller's reason ' F, V- x: b- H8 bnot to provide or continue to provide a service in a $ _5 G$ K {6 r# Z4 ^particular case is not subject to question by the pilot ! R& h' V( Y7 G/ k% Fand need not be made known to him/her. 7 ?' a. \8 B% G(See TRAFFIC ADVISORIES.) % L3 Y6 R2 I+ b3 d4 }; B(Refer to AIM.) - w( s' {4 V1 U3 N; d3 V* qADF(See AUTOMATIC DIRECTION FINDER.)! c5 | V+ x6 ^ ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.)& x+ Y4 Z$ ^3 x Y/ y) t$ V- C, N ADLY(See ARRIVAL DELAY.) * H. e& m' t& D2 QADMINISTRATOR- The Federal Aviation Admin‐, U, ^% y6 m; i; u2 n$ J; V istrator or any person to whom he/she has delegated ' h1 @/ L( D0 m) @his/her authority in the matter concerned.4 G# Q2 n' q. k# O& M% s' a+ h ADR(See AIRPORT DEPARTURE RATE.) 3 P% A% b. F$ s, P& @ADS [ICAO]- . d- {1 D7 i( C7 L; j( _9 Q(See ICAO term AUTOMATIC DEPENDENT 7 a- o- r; ], ~- s: p. |* cSURVEILLANCE.) " W$ M' N* B7 l. _8 x( t/ l3 wADS-B(See AUTOMATIC DEPENDENT / R' D: l5 j! T4 n+ f1 pSURVEILLANCE-BROADCAST.) * d1 x) d2 m$ A0 ~ S* D, MADS-C(See AUTOMATIC DEPENDENT9 S' n$ ^/ u6 O+ [: K SURVEILLANCE-CONTRACT.)0 x7 @$ J$ E$ F# o0 T ADVISE INTENTIONS- Tell me what you plan to 7 _! t9 C3 y) j, a- ?5 kdo. ' x* T$ x" ^# wADVISORY- Advice and information provided to 6 r3 N5 l3 D9 n aassist pilots in the safe conduct of flight and aircraft : G% e5 p) X- hmovement. ' G4 y* d; y+ o( ~* I' d) c(See ADVISORY SERVICE.) / F1 w; X- [0 f* Q) FADVISORY FREQUENCY- The appropriate fre‐4 T2 i$ Q5 d5 B8 ]8 l- V quency to be used for Airport Advisory Service. & t# |$ T, J. e(See LOCAL AIRPORT ADVISORY.) C1 w+ Z. t% h2 {(See UNICOM.)" m \! j" `. `3 G% h7 b (Refer to ADVISORY CIRCULAR NO. 90‐42.)* T' P2 m; {0 `( M3 ] (Refer to AIM.) Y# K3 H$ w r) |) ^: F3 c1 YADVISORY SERVICE- Advice and information! B; a0 T) B' B! f provided by a facility to assist pilots in the safe , \0 r* {- A- t/ |: d! Rconduct of flight and aircraft movement. * i! ]4 |, ~. T+ V, N(See ADDITIONAL SERVICES.)& C6 @2 r$ t5 @; v0 g& V/ D (See EN ROUTE FLIGHT ADVISORY6 c3 A: A6 Y8 B( j3 a9 P6 w% \ SERVICE.) ) x# @7 `, X( w- C6 }% A( K(See LOCAL AIRPORT ADVISORY.) 1 U& ~7 M4 ^; g0 j- M/ g5 E8 `(See RADAR ADVISORY.) % u. H4 G2 o) [% x: d0 b- |2 l(See SAFETY ALERT.)0 n8 m- s) i7 S0 e" h, b/ S9 Y2 n( f (See TRAFFIC ADVISORIES.) % Y$ y% \" }$ L6 ?9 |$ p# x2 g) @(Refer to AIM.) 3 ]) d: ]' K! VAERIAL REFUELING- A procedure used by the* |5 n; W @- h b. V: G+ }5 Y# K military to transfer fuel from one aircraft to another 8 h* z, `7 e$ fduring flight. : ^* [- N5 B! b% M" h6 _/ R(Refer to VFR/IFR Wall Planning Charts.)0 @. [8 m8 s1 J6 @/ c AERODROME- A defined area on land or water / t% O7 m: r# z* \" t6 q I/ }(including any buildings, installations and equip‐ ) C' I1 h4 v+ d& f% `. R- [ment) intended to be used either wholly or in part for # r9 }1 S1 Z4 x6 Xthe arrival, departure, and movement of aircraft. ) m3 G: S9 c+ f$ s! }7 oAERODROME BEACON [ICAO]- Aeronautical 5 g i2 O" q# | |6 ~beacon used to indicate the location of an aerodrome4 w. a( Y4 Q( G$ N( E0 g1 H from the air. 0 t( S" S0 M! g9 P/ c& ]AERODROME CONTROL SERVICE [ICAO]- Air( ]8 s \$ U" w0 V6 n' ?0 I traffic control service for aerodrome traffic./ e+ n0 R. O1 K5 I AERODROME CONTROL TOWER [ICAO]- A ( `' X5 \7 e! x6 K$ P& q0 k1 h; Runit established to provide air traffic control service0 P0 @; v( w0 h/ { to aerodrome traffic.2 b$ p& [0 a4 X! [0 Q+ |8 |& u. k AERODROME ELEVATION [ICAO]- The eleva‐ : k+ R* z# B8 `9 I2 Ition of the highest point of the landing area.( d' F% }; W; j4 d" B AERODROME TRAFFIC CIRCUIT [ICAO]- The ) J/ t- k8 s; Pspecified path to be flown by aircraft operating in the9 k/ a1 o4 v. Q7 q( W5 W7 y# z vicinity of an aerodrome.8 N3 E8 B. b" n% g( }" Z. k( p AERONAUTICAL BEACON- A visual NAVAID " I, R: ]% ^1 P0 Z! udisplaying flashes of white and/or colored light to ! L: p- a6 O" X" J! b3 P, f* g- _- {indicate the location of an airport, a heliport, a . Y1 c; x7 B- D. Q8 h9 TPilot/Controller Glossary 2/14/08 ' G2 ^' \- h& r' VPCG A-3 & A3 w/ ]) e# a! R; ilandmark, a certain point of a Federal airway in # B8 Z$ j# B2 o; c; }2 omountainous terrain, or an obstruction. 7 J/ v1 Y. Q4 c x! h(See AIRPORT ROTATING BEACON.)2 o, D# U9 \ u G1 h (Refer to AIM.) 4 v5 [6 n2 ?, T. |5 C+ I. S' w+ uAERONAUTICAL CHART- A map used in air 6 s2 j) Y/ s1 m( w4 P- bnavigation containing all or part of the following: & P' \+ }& e8 _: o. I3 H( w' w6 }topographic features, hazards and obstructions,2 m0 I6 ^# G7 T' [, @% b navigation aids, navigation routes, designated . p# u6 B1 J$ Sairspace, and airports. Commonly used aeronautical" X8 G) x/ F$ H! w, t, g! L5 n+ o- C' x charts are: ) _& d. Y! E2 r/ i# Ga. Sectional Aeronautical Charts (1:500,000)- 6 U. M2 C/ U) N% ~! y( j9 ZDesigned for visual navigation of slow or medium: S8 L: V; X7 K2 R0 H/ Q+ w speed aircraft. Topographic information on these1 c$ t& N0 c* h9 y/ S charts features the portrayal of relief and a judicious 5 T& _* k$ L/ z% k. v: c3 p! gselection of visual check points for VFR flight.' T$ @ r2 p6 e3 T Aeronautical information includes visual and radio 8 N/ c4 p$ @) k2 r) N, Naids to navigation, airports, controlled airspace,. s h2 Y( J: ~8 \9 |: j/ l- ? restricted areas, obstructions, and related data.+ q2 w4 Z- A) n1 }+ {$ X3 l b. VFR Terminal Area Charts (1:250,000)-% d# E8 q/ { ~1 k% ]1 x. L( S Depict Class B airspace which provides for the& v: P/ t: `, n' E* Z" w control or segregation of all the aircraft within Class( `# C4 A& |7 l* H0 t B airspace. The chart depicts topographic informa‐ 5 N+ T" ]- v& P$ Btion and aeronautical information which includes . C `- R$ G' f1 gvisual and radio aids to navigation, airports, ; N% S1 [- r+ z0 hcontrolled airspace, restricted areas, obstructions,8 T. J- ~, k& K" N. F1 e" n$ {8 b and related data. [& @1 E1 O+ A! ~ c. World Aeronautical Charts (WAC)' |5 ?; f$ E+ x0 W0 _" N (1:1,000,000)- Provide a standard series of aeronau‐ ' e9 }, l, z2 s$ l4 e2 p( jtical charts covering land areas of the world at a size , w! C; t; ?7 q: O/ r6 f( Qand scale convenient for navigation by moderate 0 C: r E9 V R) W. m Z; Ispeed aircraft. Topographic information includes- p' n# I6 U5 D+ H2 E% G cities and towns, principal roads, railroads, distinc‐ 5 z. e0 _0 M- m4 M) P0 n! otive landmarks, drainage, and relief. Aeronautical 7 r! d5 K: I1 Minform ation includes visual and radio aids to f' N4 W1 E/ v navigation, airports, airways, restricted areas,& z6 j8 K0 `& H% `6 w obstructions, and other pertinent data. : h/ B' t9 {( l& Id. En Route Low Altitude Charts- Provide, i2 i$ Y, D8 ~: \; E% s; { aeronautical information for en route instrument6 }' B; w2 r6 \2 T% q9 t navigation (IF R) in the low altitude stratum.6 c$ d! T/ ^, r8 ]+ E+ q Information includes the portrayal of airways, limits* G7 d' `0 @" Q: R# _; D( W of controlled airspace, position identification and 5 c' }( V) ?* M ~- [; r, nfrequencies of radio aids, selected airports, minimum $ L/ i: u$ D- E" ?8 d1 Yen route and minimum obstruction clearance * B, r' H( @" h' {( V0 ~altitudes, airway distances, reporting points, re‐1 ]8 \- }! }. q6 ?1 ]" q7 j stricted areas, and related data. Area charts, which are . G3 L) R1 E" X8 Z; F5 F. ya part of this series, furnish terminal data at a larger * V- g2 S- Y( X- W. ]( g0 Mscale in congested areas. : f6 V$ C. e8 M2 {& [ Je. En Route High Altitude Charts- Provide : R7 _1 m) n- Q/ ~0 j4 {5 n4 x' Kaeronautical information for en route instrument 4 P2 b! v7 Q3 t- w$ M/ a. l9 }navigation (IFR) in the high altitude stratum.3 D, f, O; m n# P Information includes the portrayal of jet routes, $ n- d8 r) N) W, C* ^( H$ ~identification and frequencies of radio aids, selected 2 i5 q4 H: w4 y" Z9 `( W2 L8 dairports, distances, time zones, special use airspace, , G7 A- x8 }! o; G0 t- xand related information.2 ~3 H/ R& I# }- | f. Instrument Approach Procedures (IAP) Charts-! i4 L1 H) I7 m) b4 o& N Portray the aeronautical data which is required to 0 E J/ ] ^# l3 g- e4 Wexecute an instrument approach to an airport. These ]0 `8 M% g/ E- ^* `4 ?* w; @charts depict the procedures, including all related3 e4 H# ^8 s6 y s' F+ h data, and the airport diagram. Each procedure is9 ?7 M @; Y `% A$ [) t designated for use with a specific type of electronic ( S, u$ X- ^1 X, R) I/ Q" `( ynavigation system including NDB, TACAN, VOR, * U* F% p# R% i, xILS/MLS, and RNAV. These charts are identified by. a1 L% S" y; V+ v! q+ P4 B8 y9 f the type of navigational aid(s) which provide final . } u7 n! L/ o4 j$ k5 tapproach guidance.8 S' p1 f+ j4 p% @# w g. Instrument Departure Procedure (DP) Charts- 4 n+ \0 \% O4 m7 v) `2 EDesigned to expedite clearance delivery and to " t9 V) B; d: P+ L! g1 ~5 afacilitate transition between takeoff and en route, T. p! R- b8 ?0 H9 T operations. Each DP is presented as a separate chart + g O6 n" |0 q" Q( eand may serve a single airport or more than one : c- l3 N) G& R. u2 A+ b3 gairport in a given geographical location.$ D, b1 A0 V5 ?. k8 i1 V! o h. Standard Terminal Arrival (STAR) Charts-, S7 x1 s. }5 Y# x) O s0 b Designed to expedite air traffic control arrival * B) L+ ]' |) Z$ m+ T1 lprocedures and to facilitate transition between en! K9 r2 Z, B6 z" z: w( r' ?8 R route and instrument approach operations. Each . E( q! m4 e' V7 H! sSTAR procedure is presented as a separate chart and) s3 j! f+ ?) U& `6 H may serve a single airport or more than one airport in: q2 o. i7 S8 K) h, | a given geographical location. . f1 h# o+ U0 r( t0 g, @i. Airport Taxi Charts- Designed to expedite the . ~3 F, j" T0 p8 A3 ^efficient and safe flow of ground traffic at an airport. 1 k; h6 \+ O9 E3 b6 y4 _; aThese charts are identified by the official airport* C# k1 ]; z8 V6 \ name; e.g., Ronald Reagan Washington National9 J4 U7 V- r% b# k Airport.! V# w& C& p) p* z1 o (See ICAO term AERONAUTICAL CHART.)

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AERONAUTICAL CHART [ICAO]- A representa‐ 0 m* f5 S. ~2 Q3 otion of a portion of the earth, its culture and relief,% W% F7 _3 n* b2 j specifically designated to meet the requirements of 0 P0 U: [2 v# oair navigation. 3 A" ~ {! X% P" a2 }4 b6 xAERONAUTICAL INFORMATION MANUAL * o1 Y2 W6 l; v; s/ l" O(AIM)- A primary FAA publication whose purpose1 Y& k, T3 `3 m is to instruct airmen about operating in the National 4 z" ~/ X3 Y1 \; r0 }+ ~, n SAirspace System of the U.S. It provides basic flight ' b9 K6 z/ ~2 M& tinformation, ATC Procedures and general instruc‐, a2 n% k, {. R" O tional information concerning health, medical facts, 0 R3 E+ y: M# j" x3 `2 Ffactors affecting flight safety, accident and hazard # J6 J, M% @- R( [7 H; ureporting, and types of aeronautical charts and their. \7 E. s1 f+ y- P& E; p9 ]- z use.6 H4 U* r6 t+ c5 q9 B9 ?) ] AERONAUTICAL INFORMATION PUBLICA‐6 R a. e6 W$ U% T* _+ f TION (AIP) [ICAO]- A publication issued by or with . `$ }4 B' ?% |& J+ x1 z2/14/08- V/ ^4 r5 H c. l1 V* R5 a v PCG A-4% w2 r- E: m1 H the authority of a State and containing aeronautical + ~3 ]6 X @7 I7 E" m' b& einformation of a lasting character essential to air' u9 q( o$ ?# [% Z2 d4 e$ ]5 o3 W navigation. / w x& v! a0 kA/FD(See AIRPORT/FACILITY DIRECTORY.) ^4 b0 G# L, y' D$ H3 C) LAFFIRMATIVE- Yes.. @* {. Q* m# _; J5 x) a7 t AFIS(See AUTOMATIC FLIGHT INFORMATION 8 M) Q* n6 ~9 K- P( q1 H5 P7 GSERVICE - ALASKA FSSs ONLY.) 4 D, s l4 }' Q+ N% |AFP(See AIRSPACE FLOW PROGRAM.) # e+ W$ n h3 K, ZAIM(See AERONAUTICAL INFORMATION9 Y( a! r/ f& s, D8 a$ B) l MANUAL.)0 E' e) F( h0 s2 R AIP [ICAO]-. \; y' ?2 L7 ^, e7 n (See ICAO term AERONAUTICAL5 M4 N7 b S- j m INFORMATION PUBLICATION.)5 Z- v6 b% z& \' a% l7 X& \ AIR CARRIER DISTRICT OFFICE- An FAA field' `& ~) \* Z3 C/ W office serving an assigned geographical area, staffed ' P5 e4 x, f- u0 p- M2 h4 Swith Flight Standards personnel serving the aviation / v0 M9 U; V5 x. ?* V1 yindustry and the general public on matters related to7 R- L! B5 f$ Y7 k6 n the certification and operation of scheduled air + t2 V1 ?. O& x! R" y3 kcarriers and other large aircraft operations. 3 r7 G6 l1 b+ Q1 a8 c9 n% tAIR DEFENSE EMERGENCY- A military emer‐ 7 a" f4 C. V8 \" [) egency condition declared by a designated authority.5 ]- g0 B7 Z" X8 a9 ? This condition exists when an attack upon the2 h: \: v( v/ T- y6 v$ U continental U.S., Alaska, Canada, or U.S. installa‐ + q+ Y! `8 B6 p1 k1 j9 I& Ytions in Greenland by hostile aircraft or missiles is4 n4 i2 y& j7 W$ D! b6 J$ O# c considered probable, is imminent, or is taking place. & Z+ C% w$ i2 n(Refer to AIM.) : n8 ?9 J& X- o$ l& x4 g6 XAIR DEFENSE IDENTIFICATION ZONE (ADIZ)- 8 F) K' z! M: N! z* g( sThe area of airspace over land or water, extending9 {4 Z( H5 Y, Z y# e upward from the surface, within which the ready* q# M2 y y$ K6 f9 ?/ W identification, the location, and the control of aircraft! t: w" ^' q) L- ~% a% e. M: e are required in the interest of national security., J, n( e* Q3 m* J% u a. Domestic Air Defense Identification Zone. An+ i I* q; x- L: p+ ]3 k3 E& o ADIZ within the United States along an international ; z3 T7 a0 E' b' V9 x9 Rboundary of the United States.' v+ M% p3 F/ R1 D( A b. Coastal Air Defense Identification Zone. An5 e! _% y! ^0 |; F ADIZ over the coastal waters of the United States. . x& L9 s- y$ s/ v4 z* I- b& ^. rc. Distant Early Warning Identification Zone - Z- m& O B0 k3 ^(DEWIZ). An ADIZ over the coastal waters of the9 C. J9 M0 [5 t3 C( Y+ H' b State of Alaska. 4 z1 f( f0 p$ C" \0 Pd. Land-Based Air Defense Identification Zone.3 L. p+ B- H8 T5 o3 S An ADIZ over U.S. metropolitan areas, which is / F6 D0 L$ e, z Q& j4 {activated and deactivated as needed, with dimen‐ / m' K3 n/ C5 D# J$ dsions, activation dates and other relevant information & r. h) A: R7 x2 kdisseminated via NOTAM.6 \+ A+ y- b3 f" A Note:ADIZ locations and operating and flight plan 3 J/ h C3 L L& brequirements for civil aircraft operations are speci‐7 t; J! K; l2 O9 q* k fied in 14 CFR Part 99.2 j, V7 `, }- B+ m! f. S (Refer to AIM.)% F* h; C) C/ |/ t0 ` AIR NAVIGATION FACILITY- Any facility used - {4 f! p% Q1 Q7 W! c I/ xin, available for use in, or designed for use in, aid of 5 R) F) Y0 J& y+ Pair navigation, including landing areas, lights, any 0 ^+ O9 `" Q7 mapparatus or equipment for disseminating weather* d7 \* S' }8 _0 p! k6 @ information, for signaling, for radio‐directional - ~: x5 P$ X7 x- ifinding, or for radio or other electrical communica‐- L- _6 O1 B0 n- [9 F tion, and any other structure or mechanism having a8 W- Z2 y/ S' e9 Q7 |0 ` similar purpose for guiding or controlling flight in the, G3 L, q- `1 {4 W) @2 s( V air or the landing and takeoff of aircraft.$ L: ^: ^( b% S; g ?7 ~ (See NAVIGATIONAL AID.) a! b! j# F" U* w AIR ROUTE SURVEILLANCE RADAR- Air route ( l1 c q% x( Q& Y8 N4 d& ? Jtraffic control center (ARTCC) radar used primarily 7 U9 D5 G4 U) e; qto detect and display an aircraft's position while en& _- I3 I* B }' u" p' T route between terminal areas. The ARSR enables & K' ^# ?" ~$ [! zcontrollers to provide radar air traffic control service & h: w6 \* `- w1 V, Ywhen aircraft are within the ARSR coverage. In some8 f% V* c. y* F; Y0 O) h. n instances, ARSR may enable an ARTCC to provide) X$ \( U1 g: T+ Y5 ~; t+ t* R4 { terminal radar services similar to but usually more( T' p1 d. ~% ^' F S3 _ limited than those provided by a radar approach/ D* G/ _6 d9 q, c control. # n4 Q% e* A* S9 |! g6 g- T$ AAIR ROUTE TRAFFIC CONTROL CENTER- A 7 }: i8 ]3 `, hfacility established to provide air traffic control 8 J8 ]/ w# F4 t- l* u, r1 U; gservice to aircraft operating on IFR flight plans3 h, ^8 [+ u# `1 C3 \ within controlled airspace and principally during the ) u, L( v5 O. w; aen route phase of flight. When equipment capabilities ( t5 h5 D6 d+ g5 k: f6 R2 Iand controller workload permit, certain advisory/as‐% _- R6 B, u! G# v0 f9 ` sistance services may be provided to VFR aircraft." b" c/ u% Y: j8 j5 Q g" H) ]7 ^ (See EN ROUTE AIR TRAFFIC CONTROL1 f( _% R, M$ M, c# D+ q0 C; b SERVICES.) 7 I* F. Y# z4 m. | L(Refer to AIM.) : E8 _* N. l& c) W; }AIR TAXI- Used to describe a helicopter/VTOL9 k' H Q2 ?6 Q; j, t" U8 b aircraft movement conducted above the surface but # K& d e5 Z# B( |normally not above 100 feet AGL. The aircraft may' M) V2 i' `' l/ U* s proceed either via hover taxi or flight at speeds more: @$ L* }/ e. L+ x than 20 knots. The pilot is solely responsible for ( W4 |. q R7 n1 I5 _/ l! sselecting a safe airspeed/altitude for the operation6 ^; N. F, `. B8 o; \3 N$ {. V being conducted.8 [) ?. m# i- C! w! E$ g (See HOVER TAXI.) 5 H: c! [0 L+ ]; J2 @& g$ B(Refer to AIM.)5 R* e4 ?- F7 X( ^/ d/ W, | Pilot/Controller Glossary 7/31/08" j$ k' E% g/ M S) @' g+ r Pilot/Controller Glossary 2/14/08) I3 _2 ~" M3 \* g& v) H PCG A-5# D* B$ I+ V8 j AIR TRAFFIC- Aircraft operating in the air or on an 1 i+ Y' s. m. Mairport surface, exclusive of loading ramps and , Y! v3 P& Q q- t, gparking areas. : ^- ^. B4 x8 r# O. s(See ICAO term AIR TRAFFIC.)& Z6 x+ L# P! k, R( n9 b* x7 P2 F AIR TRAFFIC [ICAO]- All aircraft in flight or # f7 r1 p$ c8 B% ]# Aoperating on the maneuvering area of an aerodrome. + [+ M, z: C: x+ P" ^8 P; p5 z9 YAIR TRAFFIC CLEARANCE- An authorization by! `# g& a5 |) u0 A9 u" d air traffic control for the purpose of preventing" d( L5 X% V/ Y2 x! Y3 a collision between known aircraft, for an aircraft to& Q5 O9 G. k+ ^$ Y) E% g& ~8 J0 e proceed under specified traffic conditions within' I/ p {$ A4 ^ C9 L! P controlled airspace. The pilot‐in‐command of an : e( y8 r9 s' v) Q0 `) f1 ^4 Jaircraft may not deviate from the provisions of a 0 e T" c7 g0 O! H* Z6 U, Tvisual flight rules (VFR) or instrument flight rules3 ~! w1 A' J0 u7 J/ e( X# j (IFR) air traffic clearance except in an emergency or% i! s) b, o$ j) b3 E; a, @ unless an amended clearance has been obtained.5 P+ E7 U* D9 x Additionally, the pilot may request a different2 ^# H& C7 b' |4 Y clearance from that which has been issued by air " _+ P- Y4 [" i M2 O; w* P9 Ktraffic control (ATC) if information available to the5 Z9 ~ ^- j0 a) f3 m pilot makes another course of action more practicable& E" X; q u: s# G! ~& r) |! M& M5 v6 j or if aircraft equipment limitations or company # ~; D2 C4 H* O* M6 F3 I% b0 Lprocedures forbid compliance with the clearance# V0 r$ F4 h) v issued. Pilots may also request clarification or , r3 r( P" V% \6 P% j( R8 x6 c4 camendment, as appropriate, any time a clearance is! G4 c1 s1 R- O not fully understood, or considered unacceptable ( f% v& M* D4 A# qbecause of safety of flight. Controllers should, in( q0 {, J1 r* O h' v0 V such instances and to the extent of operational & V# s' `. ?" Y% H3 _' Q- Mpracticality and safety, honor the pilot's request.3 E# K' y: `8 j 14 CFR Part 91.3(a) states: “The pilot in command ; @9 h/ D' |5 q8 ]of an aircraft is directly responsible for, and is the 3 E" a( G, ]( O- T$ j g9 Mfinal authority as to, the operation of that aircraft.” # k+ v2 t. W4 C- s4 iTHE PILOT IS RESPONSIBLE TO REQUEST AN3 r4 \- l& }6 |' i. D- }! k AMENDED CLEARANCE if ATC issues a2 t) ^4 g3 N1 n( }5 w8 `7 y clearance that would cause a pilot to deviate from a! u2 A( X+ T, y5 i, s, x" _ rule or regulation, or in the pilot's opinion, would 6 [' B7 K% Y" _4 t# h; T, k0 yplace the aircraft in jeopardy.! _) \* p: } P% D" k (See ATC INSTRUCTIONS.)1 {) S6 R& \# I7 A K (See ICAO term AIR TRAFFIC CONTROL $ S4 v: z" W% r* B2 u4 y- u# ~/ _CLEARANCE.) & \; t3 {7 ]$ B3 G, iAIR TRAFFIC CONTROL- A service operated by' m/ _- S# W. V( j5 x; T appropriate authority to promote the safe, orderly and , u' {, y6 h7 G, t& x* z% C9 bexpeditious flow of air traffic.% F" J/ w- k" ~4 i (See ICAO term AIR TRAFFIC CONTROL" Y3 M5 x- f1 G SERVICE.)* f8 U! ^ R( R' F8 b" q AIR TRAFFIC CONTROL CLEARANCE [ICAO]-( p2 k: A) X, Q x# H$ v5 h. J. i Authorization for an aircraft to proceed under 7 l. }& B! h; }5 f0 i* v" l, [conditions specified by an air traffic control unit. . _3 d$ [8 N5 ~Note 1:For convenience, the term air traffic control 7 L; Q' a2 {$ C: Bclearance is frequently abbreviated to clearance 3 }+ m3 \3 [( m u' L3 ^when used in appropriate contexts.# z) W9 _( n0 P" A3 A* q/ P Note 2:The abbreviated term clearance may be ) C; U4 e+ H: Q9 m1 V; N4 O* zprefixed by the words taxi, takeoff, departure, en ) {9 Q8 G: G0 ]5 Wroute, approach or landing to indicate the particular' p! e& u. F. {8 m9 f! f portion of flight to which the air traffic control clear‐4 v6 R+ ~3 `5 D2 v; ?4 e ance relates. 4 A9 M0 g: i% L+ z/ p0 n5 E8 v: KAIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) . h* [3 [$ B3 i2 Y# }) GAIR TRAFFIC CONTROL SERVICE [ICAO]- A . e& T9 j0 M" v. v$ H- V9 cservice provided for the purpose of:% q& Q2 u* g) o# B a. reventing collisions:$ Z A/ |, H; @, V 1. Between aircraft; and 4 V$ h$ M! @ e+ U2. On the maneuvering area between aircraft3 n; x! ~0 w+ i2 [2 M% m and obstructions.& \. [' V+ }/ \ b. Expediting and maintaining an orderly flow of 7 S5 T( s6 G! _4 J- m% Mair traffic.- y+ |5 h, R3 R AIR TRAFFIC CONTROL SPECIALIST- A person& t% p3 Y$ o1 _ Z9 s authorized to provide air traffic control service. & z1 ]+ Y. @8 k+ [0 @9 g0 n) m- x6 z(See AIR TRAFFIC CONTROL.) $ F" R+ Z6 @7 D) Y(See FLIGHT SERVICE STATION.)! K1 k: Y" `5 v" U" ?1 | (See ICAO term CONTROLLER.)6 s4 k" e0 V3 w) ? AIR TRAFFIC CONTROL SYSTEM COMMAND + w7 w2 u$ n9 {CENTER (ATCSCC) - An Air Traffic Tactical 1 h. F& D/ V8 k, I# _' c h0 TOperations facility responsible for monitoring and8 j/ K# q$ W- n2 G managing the flow of air traffic throughout the NAS, % P2 R+ C6 [/ H- Rproducing a safe, orderly, and expeditious flow of 1 \, b! c7 x7 G' x" I+ H- Ztraffic while minimizing delays. The following 7 B) H9 {) g' j, ufunctions are located at the ATCSCC: + l r8 e0 ~ ~0 m$ x1 N% h1 q! Oa. Central Altitude Reservation Function 3 d/ V; L1 ^3 W1 R(CARF). Responsible for coordinating, planning,) K* i6 k6 s$ ] and approving special user requirements under the) l5 L+ \- Z e' H& B. ]2 \" P Altitude Reservation (ALTRV) concept.; v* v7 u; j0 X( s( g (See ALTITUDE RESERVATION.) : L" j# Q! O& u7 w5 u' Zb. Airport Reservation Office (ARO).: K* ^# ]& q+ ^2 x" s4 h Responsible for approving IFR flights at designated7 r; L0 w4 P' i) m$ h3 H5 q high density traffic airports (John F. Kennedy, 2 m5 ~) ^, U M- G- vLaGuardia, and Ronald Reagan Washington! [! b: x7 L6 b National) during specified hours.; `1 G9 q. ^9 V) r, b' X (Refer to 14 CFR Part 93.)* {# l+ y8 x/ v! \3 q (Refer to AIRPORT/FACILITY DIRECTORY.)) [+ U8 _5 I5 r: S4 G6 D2 ?( h; u 7/31/08 Pilot/Controller Glossary, [: I2 ?) v7 R3 y7 b 2/14/08 + x/ b+ n/ U O" Q3 h9 m( S* F! zPCG A-64 ~1 _; v, Z0 R' D) X# J c. U.S. Notice to Airmen (NOTAM) Office. + E0 N3 Y! T" A- q( W8 p- UResponsible for collecting, maintaining, and distrib‐ . `/ b+ ?& t$ n8 p+ V3 ~. nuting NOTAMs for the U.S. civilian and military, as- l k$ V- w" m well as international aviation communities. P4 n; e. Z2 C) _ E+ i% v* Z(See NOTICE TO AIRMEN.), [* Y9 _% ]) \* E+ H3 F% b0 O d. Weather Unit. Monitor all aspects of weather4 M9 S/ v# a* S for the U.S. that might affect aviation including cloud6 n& U4 ~; `/ M& Y cover, visibility, winds, precipitation, thunderstorms, 7 Y) P# d, n# a. ^icing, turbulence, and more. Provide forecasts based + M0 ^1 Z n+ [5 z Q7 R8 Gon observations and on discussions with meteorolo‐- a& |& r! H9 X, }# t, o, Z* z gists from various National Weather Service offices, 3 Z# O1 v6 ?3 Z- P, Z' ~9 ^FAA facilities, airlines, and private weather services.% i) g- R9 H: [9 l* d/ q AIR TRAFFIC SERVICE- A generic term meaning:+ T3 ?* N& {& L7 I1 z$ Z: |/ u3 N a. Flight Information Service.* x. @9 G# @: {4 N8 T% E3 _2 V b. Alerting Service.! X' }$ ?8 a' j; C! F c. Air Traffic Advisory Service. ' l( T4 s! h+ X0 M- |d. Air Traffic Control Service:1 B4 o* O) T) ~9 i4 S$ T 1. Area Control Service,; v1 X( v, |+ i 2. Approach Control Service, or+ \3 P* \) e6 Y 3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The * D' T" i5 x7 T6 _. f. Zterm “ATS Route” is a generic term that includes' y* N3 j( Z3 w4 f8 y1 }; u6 u “VOR Federal airways,” “colored Federal airways,” 0 u f/ [, j; D" ^“jet routes,” and “RNAV routes.” The term “ATS ) c' a& h# y0 P+ j* ]! T$ a5 Froute” does not replace these more familiar route4 u" m' m6 e4 V3 Q names, but serves only as an overall title when listing * B+ W- E( A% x; vthe types of routes that comprise the United States' H# d t& u% E route structure.) _. f) q) \ A* F0 {! i/ Y AIRBORNE DELAY- Amount of delay to be " a- |9 h9 z) q6 t0 \/ p. u4 O1 `encountered in airborne holding.& l% C! v, ?. i- \ AIRCRAFT- Device(s) that are used or intended to % x* ~0 q% ~3 g; g* p0 lbe used for flight in the air, and when used in air traffic % C4 V- n3 s% A$ ?9 g: L* acontrol terminology, may include the flight crew.' W7 J0 s. V7 f O7 H) `/ u (See ICAO term AIRCRAFT.)1 p0 x J0 [2 z& ~ AIRCRAFT [ICAO]- Any machine that can derive 4 R8 D/ z8 v$ F. j5 Ssupport in the atmosphere from the reactions of the air $ `1 P% x: N& M/ Z! S4 oother than the reactions of the air against the earth's% L0 ~$ ?; c: C surface. & B0 d( D( p2 r5 z+ d+ n: [AIRCRAFT APPROACH CATEGORY- A2 C8 u, |9 T) l6 y2 t1 G4 I: ]6 [ grouping of aircraft based on a speed of 1.3 times the3 V0 h2 b1 x6 k" ~; b stall speed in the landing configuration at maximum 8 l+ k, k8 c" T5 {: Vgross landing weight. An aircraft must fit in only one/ e P$ w% }- c4 D- U category. If it is necessary to maneuver at speeds in+ Y! R* J' G& ~1 Z$ q( @# | excess of the upper limit of a speed range for a 0 t8 T# l8 R% K% bcategory, the minimums for the category for that " B5 l; M4 q9 ^ R+ n" t& Xspeed must be used. For example, an aircraft which X' t0 n0 G1 u" P" N falls in Category A, but is circling to land at a speed- L9 B/ P) w: P% P2 T in excess of 91 knots, must use the approach " A _/ p+ m3 }* }& ^8 MCategoryB minimums when circling to land. The q, M! I( c' w% bcategories are as follows:: l8 G5 N* Z' O$ S' i* J a. Category A- Speed less than 91 knots. : t- B8 U+ [2 c; w ^( ]7 yb. Category B- Speed 91 knots or more but less & I: Y, ?5 l# H0 S$ `- j; Dthan 121 knots.; C# W; P8 [; G: Z3 X5 S# r! R) c c. Category C- Speed 121 knots or more but less9 r% D/ `9 [1 L& ~6 s: o than 141 knots. b) |% r% l4 X5 Nd. Category D- Speed 141 knots or more but less& B$ g* F; F, l! y! H$ E3 H than 166 knots. 9 t$ N5 K$ n2 ye. Category E- Speed 166 knots or more.+ f% `2 T/ _ b- Y5 U% v* G# x (Refer to 14 CFR Part 97.)7 f2 a! g, M& V0 q8 j' s$ V AIRCRAFT CLASSES- For the purposes of Wake# s P& K, `' c" ], U: f8 s9 h0 D Turbulence Separation Minima, ATC classifies: I4 A0 `4 g5 u2 w- F, _4 g# A aircraft as Heavy, Large, and Small as follows:4 ?% {. `6 n$ H4 x9 f) | a. Heavy- Aircraft capable of takeoff weights of 9 t+ r X4 [ U3 x: ^9 Y' ]5 D$ imore than 255,000 pounds whether or not they are9 H# A9 n5 { r8 X/ {+ r; e operating at this weight during a particular phase of 1 ~4 h: l$ F% C9 y$ Hflight. " W. u8 y7 o7 kb. Large- Aircraft of more than 41,000 pounds, 1 K- p4 d9 N. b3 b2 Q2 }! mmaximum certificated takeoff weight, up to 255,000 ( p+ }: S& m8 P% d( B- hpounds. 2 _. c. B' G& x; [c. Small- Aircraft of 41,000 pounds or less . B: k: o' T+ y3 k/ bmaximum certificated takeoff weight.: b* P! A4 l; i% S/ ~' ] (Refer to AIM.) 5 Z, V: C l+ h. R! PAIRCRAFT CONFLICT- Predicted conflict, within ' z* P! x# C4 v3 i1 JURET, of two aircraft, or between aircraft and" Z7 a8 C* ]2 |8 ~7 I airspace. A Red alert is used for conflicts when the& |0 l% E6 C) \& ]3 I8 r: V2 ] predicted minimum separation is 5 nautical miles or e4 p8 y' V0 I$ w: _# l, ^% e less. A Yellow alert is used when the predicted' i2 \& F5 G( Z' ]8 N6 O! w minimum separation is between 5 and approximately . }2 g. O/ H/ b/ M) W0 J( [4 ^' X7 O/ N1 O; S12 nautical miles. A Blue alert is used for conflicts . {: ?% W# i; T }2 Z9 rbetween an aircraft and predefined airspace.- `$ K9 |# g4 g U (See USER REQUEST EVALUATION TOOL.)/ e- d# P% w0 |1 `* H AIRCRAFT LIST (ACL)- A view available with" v- ^* F6 D6 s0 Q$ A2 e7 ~* q% Y URET that lists aircraft currently in or predicted to be & U! Z+ n4 x1 Min a particular sector's airspace. The view contains! v3 x0 a9 k& R8 G$ g u textual flight data information in line format and may ! R- r6 g0 q. z; Kbe sorted into various orders based on the specific . \* G! b9 T; T/ v1 y$ ]# K+ Gneeds of the sector team.- x6 L$ ]7 _( e a8 i2 _4 M (See USER REQUEST EVALUATION TOOL.) 5 f8 {7 [7 C# pAIRCRAFT SURGE LAUNCH AND/ X8 z9 C7 {) z RECOVERY- Procedures used at USAF bases to( Z4 q# t- b! v8 [( L provide increased launch and recovery rates in ( W. {6 s/ M7 \9 D5 C* Vinstrument flight rules conditions. ASLAR is based + L* A: Z8 G/ ]8 q; V: Gon: 0 `2 e9 S' ^7 ^Pilot/Controller Glossary 7/31/08 : K3 g ^) I8 ^+ x4 hPilot/Controller Glossary 2/14/088 P2 V: d4 g; X- A PCG A-7( r% ~8 p' W" P5 ?$ k& o5 ~ a. Reduced separation between aircraft which is3 _% T( Y. U8 _( p9 M based on time or distance. Standard arrival separation d2 k5 G/ \% l* F' q applies between participants including multiple 2 c& x% j/ z5 W$ f, H* |5 Xflights until the DRAG point. The DRAG point is a $ T. O5 b4 `3 [, W# G- G) Spublished location on an ASLAR approach where k t7 g5 { G" G; {4 ]* _1 J aircraft landing second in a formation slows to a ' y. M# {+ O1 ?) }predetermined airspeed. The DRAG point is the, t5 j9 j# n! G: p h* q reference point at which MARSA applies as! K7 e7 K: J8 M' Z, _4 ]& \! F$ h5 f5 c expanding elements effect separation within a flight 9 |7 j0 O) p& P6 B0 N* _or between subsequent participating flights.4 |/ y+ d& a% Q b. ASLAR procedures shall be covered in a Letter 5 J: A5 F8 j) e7 Z }of Agreement between the responsible USAF8 c4 R/ i6 s7 m military ATC facility and the concerned Federal 3 h5 x0 l# i5 H- [2 H$ ?" U7 wAviation Administration facility. Initial Approach+ c6 i6 F9 B5 D Fix spacing requirements are normally addressed as' ^7 w! j" R% |2 a0 { a minimum. 8 Z& S" K& K3 u$ ~; @7 XAIRMEN'S METEOROLOGICAL% g, x9 c4 H' [9 d, x5 X INFORMATION(See AIRMET.)- t2 V" T3 L! P; n7 P AIRMET- In‐flight weather advisories issued only 0 X5 n. Z+ s0 @2 ito amend the area forecast concerning weather9 N; c4 U0 q2 W phenomena which are of operational interest to all/ m0 E0 g( J5 O5 M) B. W aircraft and potentially hazardous to aircraft having, |0 f4 x# H( I' R9 }* l limited capability because of lack of equipment,9 l* f+ s; b6 d" A8 p3 ^ instrumentation, or pilot qualifications. AIRMETs & Y `0 g' h+ E8 Z: y7 ~concern weather of less severity than that covered by$ z1 g0 X$ e5 B! a3 | SIGMETs or Convective SIGMETs. AIRMETs ( L b! Z4 d6 l. R" q& g. gcover moderate icing, moderate turbulence, sustained : G6 Z$ T5 @; C, `& e$ L8 C7 Dwinds of 30 knots or more at the surface, widespread " E0 ~# I: I: }# O. Fareas of ceilings less than 1,000 feet and/or visibility 4 O) f$ T/ b: N8 W& ?" ]less than 3 miles, and extensive mountain 1 S8 y _, W! N6 @obscurement. : u- E; Y& f3 d0 Z |(See AWW.) 5 y$ \# q l0 N+ j$ U* Q! u! K(See CONVECTIVE SIGMET.) 7 u5 S U) q7 e5 y. i7 w$ l; `(See CWA.)( S) U0 [) w# O- ?! X6 a (See SIGMET.)3 d7 r. |! N$ k' S6 C' @ (Refer to AIM.)- g1 W/ Y' C( }+ b* q AIRPORT- An area on land or water that is used or + M# X5 V' u4 I3 N/ T8 ointended to be used for the landing and takeoff of ' B. Q, R( }; y: {aircraft and includes its buildings and facilities, if - G& [" w/ |* x1 B$ x2 m+ E+ n' Tany.8 ]6 i9 |% s. |% \% c( t- m' o AIRPORT ADVISORY AREA- The area within ten , i A4 K `4 o5 v' F/ p6 kmiles of an airport without a control tower or where ' @2 a; C: d% W0 v) O/ ? n( Athe tower is not in operation, and on which a Flight7 w, f. H6 y% S } Service Station is located.! L9 K' q0 }" g/ t3 D, K+ d R (See LOCAL AIRPORT ADVISORY.) a7 D; `! K# q7 G7 w (Refer to AIM.); l$ q: d \# w$ V6 u AIRPORT ARRIVAL RATE (AAR)- A dynamic ( c6 X9 V$ L8 e% o4 Hinput parameter specifying the number of arriving4 f% x" c3 I5 N, P7 N/ w/ g) J$ ?: b# s aircraft which an airport or airspace can accept from " B$ p. ?# k$ ~2 n- Lthe ARTCC per hour. The AAR is used to calculate 0 A/ D! s: q- r% s, f# M' Z' Ythe desired interval between successive arrival0 ^ T3 g' e+ O9 p& J' J- S5 i aircraft.7 U. [- v5 w" g. b AIRPORT DEPARTURE RATE (ADR)- A dynamic9 ^3 s$ ~2 Q" w% q parameter specifying the number of aircraft which% [- k0 f1 z6 D( @! i can depart an airport and the airspace can accept per! W! J" b& G a hour.

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AIRPORT ELEVATION- The highest point of an + r/ G1 Y) E$ v5 K7 p ~7 bairport's usable runways measured in feet from mean $ Q' E# y! F$ C, r% }' @, X! B! ]' b* Vsea level.8 V& ?# \4 C' O; S7 p (See TOUCHDOWN ZONE ELEVATION.) : B4 H+ F( F* k$ {(See ICAO term AERODROME ELEVATION.)- M% \/ U/ i) g3 o* q AIRPORT/FACILITY DIRECTORY- A publication ; ]% T8 u* I! i' g u, zdesigned primarily as a pilot's operational manual 8 S0 A* [6 x0 K% E/ Ycontaining all airports, seaplane bases, and heliports! W$ o3 [( X+ H3 X: F# a1 q open to the public including communications data,1 z- R: m8 c: i+ [ navigational facilities, and certain special notices and* _1 V3 z1 G" R O procedures. This publication is issued in seven) d8 e$ e8 I" o; _; H' Z& m( C volumes according to geographical area., B0 [# a* L/ F) h8 r7 [ AIRPORT LIGHTING- Various lighting aids that , g: ]0 u1 j3 umay be installed on an airport. Types of airport + q4 `6 a3 z% a+ hlighting include:0 o: z5 h6 A* k% s% e1 F; ?& { a. Approach Light System (ALS)- An airport: {; P, n J: C& a/ H lighting facility which provides visual guidance to! A& t1 b* w. |: q/ K landing aircraft by radiating light beam s in a7 Z0 z0 J7 k2 Z. f8 e directional pattern by which the pilot aligns the b9 `* ^) }% o6 ?* a. j$ S$ N& p* Faircraft with the extended centerline of the runway on * v* D4 `( C9 z* F0 Jhis/her final approach for landing. Condenser‐6 N5 B9 ^: ]5 L$ g: q- _ Discharge Sequential Flashing Lights/Sequenced% F( {7 z3 `: \7 x Flashing Lights may be installed in conjunction with: v3 |( }; @ _# e1 P) B! W the ALS at some airports. Types of Approach Light3 ~# |- m: o/ o- D Systems are: . F" R" Y& }- j/ b. f) _1. ALSF‐1- Approach Light System with / f: m' O: l+ d8 D( tSequenced Flashing Lights in ILS Cat‐I configura‐8 p" A* f) B& G9 u1 q. F8 Z' D tion. " a) c' }. G& a1 y1 |# y2. ALSF‐2- Approach Light System with [& w% M4 X T7 I) d' BSequenced Flashing Lights in ILS Cat‐II configura‐ ( i( t: {2 U8 u- T% \- ]tion. The ALSF‐2 may operate as an SSALR when6 D3 F$ F% Q3 C# I8 G weather conditions permit. # g) h2 Z, ~8 T4 n; I6 z3. SSALF- Simplified Short Approach Light7 i9 B" q0 l' J. K: L1 c5 } System with Sequenced Flashing Lights. + \% E2 s6 e5 h: j4. SSALR- Simplified Short Approach Light 0 Z% R3 N, [! R. ^8 [* N2 iSystem with Runway Alignment Indicator Lights.& k k6 x g) A$ x 5. MALSF- Medium Intensity Approach Light8 h' p1 @2 N; H( F( ? System with Sequenced Flashing Lights. * v8 T* @( O2 e9 P+ i5 |7/31/08 Pilot/Controller Glossary " u g" Y. ^! g* j: S2/14/081 i6 W, l5 N g PCG A-8 3 z3 ]8 {4 z4 T* @# r6. MALSR- Medium Intensity Approach Light 7 J% E, d$ H7 g9 M0 nSystem with Runway Alignment Indicator Lights. ) `, f; W7 p0 A& ^1 A/ `" N$ A7. LDIN- Lead‐in‐light system- Consists of : B) I0 ~$ k, v: [one or more series of flashing lights installed at or; L2 x+ P: V8 r2 |4 U& ` near ground level that provides positive visual % K: Q( i6 ?9 W, @guidance along an approach path, either curving or ! r' ^# ? u4 n. E& k- M, `straight, where special problems exist with hazardous ! c* T3 C0 z1 c: o; E$ k* Y) ] dterrain, obstructions, or noise abatement procedures. # ?5 c, m$ l0 }8 h, h8. RAIL- Runway Alignment Indicator Lights- ( z6 H" r- N2 \$ c7 HSequenced Flashing Lights which are installed only5 E7 H* r8 X! E4 k/ p3 f; x* N, v in combination with other light systems.4 @: K; _6 s V4 L3 { 9. ODALS- Omnidirectional Approach Light‐ , x$ m# }3 T% |/ ~ ~ing System consists of seven omnidirectional ) A! p3 u4 z( Hflashing lights located in the approach area of a % N9 Q; t( h1 V* `8 I0 L- Rnonprecision runway. Five lights are located on the 4 P- I0 G' y* A- L9 U! }runway centerline extended with the first light0 ^. p" p2 |4 m9 g+ x0 i; o9 I) Z located 300 feet from the threshold and extending at7 n7 `3 @* T$ B6 Q equal intervals up to 1,500 feet from the threshold. & I# B# P/ W# q( U" L8 ]9 eThe other two lights are located, one on each side of ) `& T& v" U6 Gthe runway threshold, at a lateral distance of 40 feet7 e/ j" Z5 P; y& N# x% c2 G from the runway edge, or 75 feet from the runway7 S+ G6 S* W5 t! i0 N( A% \$ Z edge when installed on a runway equipped with a" S/ d- u6 N ?) ]! J+ ^8 T' w VASI.+ ]8 `7 U% o1 A: d" V (Refer to FAAO JO 6850.2, VISUAL GUIDANCE 9 C: V2 N0 J' T9 VLIGHTING SYSTEMS.)+ C. ?$ {$ o7 O; I, T' x# w6 a b. Runway Lights/Runway Edge Lights- Lights# ?* N2 j7 o6 [: [1 W having a prescribed angle of emission used to define, |- \ g' W$ @) y6 X+ ? the lateral limits of a runway. Runway lights are ?6 D5 d6 G* N7 [. f" {& Xuniformly spaced at intervals of approximately 200; V5 v3 Y+ M7 l- @ feet, and the intensity may be controlled or preset.* P$ W( U9 k- N. ?1 ` c. Touchdown Zone Lighting- Two rows of8 [: I2 R8 c; m transverse light bars located symmetrically about the 1 G6 {5 V& x4 _* B i9 q' xrunway centerline normally at 100 foot intervals. The 6 |$ l# d7 N& k& O5 z5 n. X% `5 Ibasic system extends 3,000 feet along the runway. - I' S- h) s, ^, Q. Kd. Runway Centerline Lighting- Flush centerline 1 Y7 j. }9 }3 t. d& R9 Jlights spaced at 50‐foot intervals beginning 75 feet e. i) J- v$ U" |2 Y# [from the landing threshold and extending to within 75" b7 `. N, W% L8 } feet of the opposite end of the runway.! A: x' l% p1 M5 | g; u e. Threshold Lights- Fixed green lights arranged ; F7 e5 a+ }& z1 J5 q1 A msymmetrically left and right of the runway centerline, 5 |3 Q3 f; y y5 Y* }$ m6 ]identifying the runway threshold. . p3 I7 g. ^8 f2 df. Runway End Identifier Lights (REIL)- Two 2 N/ b, e" z+ A+ a* y: csynchronized flashing lights, one on each side of the ) U# |% I' N! C3 rrunway threshold, which provide rapid and positive! {( B( i0 d/ O; Q identification of the approach end of a particular $ z& s/ g# A# ^6 R0 Crunway. 8 s0 ?5 F2 @; O. G# d8 X& j& Ug. Visual Approach Slope Indicator (VASI)- An1 u6 O' F5 I$ E6 G0 w d+ k5 v airport lighting facility providing vertical visual: c8 h8 y) d1 i1 m3 U9 o9 @4 E, o! e approach slope guidance to aircraft during approach, b6 A+ s* T) {+ K3 L to landing by radiating a directional pattern of high; s+ a5 @* Q+ `% A2 R intensity red and white focused light beams which 1 q+ d0 D" Y2 K$ d8 {, B& ]indicate to the pilot that he/she is “on path” if he/she; m7 ~1 Z- n: h/ y z! D6 d6 o sees red/white, “above path” if white/white, and ' c2 Z. K% L, {3 f“below path” if red/red. Some airports serving large0 X7 Q2 e# T8 m6 a aircraft have three‐bar VASIs which provide two5 Q( y, y" r/ H& a, @ visual glide paths to the same runway. + t4 _8 N% P* g f0 \h. recision Approach Path Indicator (PAPI)- An4 }' R7 P9 o0 s+ d* M airport lighting facility, similar to VASI, providing$ p( k1 } {+ f- j vertical approach slope guidance to aircraft during2 h0 Y c6 L0 W approach to landing. PAPIs consist of a single row of( w1 w3 I; V& K: L0 Y5 _5 V; J0 p7 _8 f either two or four lights, normally installed on the left $ T2 i4 `$ x& {& q! m" G, Eside of the runway, and have an effective visual range- q+ m5 u5 o2 I/ M& G of about 5 miles during the day and up to 20 miles at 8 m% X$ O9 l# U8 Bnight. PAPIs radiate a directional pattern of high& j! K, _: ?/ r: Z/ \ intensity red and white focused light beams which % \$ n \) a( r$ l# Uindicate that the pilot is “on path” if the pilot sees an* U. @, h% V; D& J equal number of white lights and red lights, with5 b* [7 F' U. T7 v, @ white to the left of the red; “above path” if the pilot" {5 {! r: a4 m# h' F+ X sees more white than red lights; and “below path” if% F& f' {+ q+ a the pilot sees more red than white lights.1 p( H# r; e' u+ H9 h! \- t5 n i. Boundary Lights- Lights defining the perimeter 2 N* K" K8 p4 e o3 L- G' kof an airport or landing area. $ q; ^& i) M1 E. _# T5 G(Refer to AIM.) . z y. t! y X$ C, {3 d9 ~AIRPORT MARKING AIDS- Markings used on; Z7 N& O$ k; q% o; k9 m$ M# B( } runway and taxiway surfaces to identify a specific 9 w: G* K: D/ v/ E2 frunway, a runway threshold, a centerline, a hold line, 4 e T& F- t: H4 Eetc. A runway should be marked in accordance with & A3 X. ^. ^( J' k$ H3 @9 V9 oits present usage such as:; I; _! z! R& s0 R a. Visual.: q, X, K$ d3 e/ d b. Nonprecision instrument. $ z$ T6 q& `8 w: B4 _/ tc. recision instrument./ M l" t0 R! C5 a0 D2 Y (Refer to AIM.)2 w0 ?' H# E( {/ f# n AIR PORT REFERENCE POINT (ARP)- The 2 ~7 r) T( V$ D+ Yapproximate geometric center of all usable runway * E, J% X, H* f2 v$ y! |: Csurfaces.& @4 |5 C5 Z. n2 e2 H AIRPORT RESERVATION OFFICE- Office re‐4 X5 h' L5 g5 m) Y sponsible for monitoring the operation of the high$ G# m* H. o8 l) u4 ?# v density rule. Receives and processes requests for : b' w5 Y& a; a6 I9 A! ?8 GIFR-operations at high density traffic airports.& N1 h1 l. \& v7 j5 d0 z( j AIRPORT ROTATING BEACON- A visual" y7 e, F+ x( Q! p4 c NAVAID operated at many airports. At civil airports,; w' I0 B, W3 A5 F alternating white and green flashes indicate the9 Z; e4 ?. c4 {+ o0 D location of the airport. At military airports, the , i; R3 M/ Q0 V9 X9 ~beacons flash alternately white and green, but are' U; x; o% O! X* a& Z Pilot/Controller Glossary 7/31/08 ! I6 t! E7 |' p8 _5 L; c1 S- NPilot/Controller Glossary 2/14/08 / {$ p! }9 H9 [: R/ }& e' F7 b2 tPCG A-9& V3 R. d+ [) m0 x7 g1 ] differentiated from civil beacons by dualpeaked (two / b$ k6 d& W3 g, c2 H! [, Iquick) white flashes between the green flashes.+ O) [6 g* |% ~+ X) h (See INSTRUMENT FLIGHT RULES.) 3 }' z$ Y/ g3 U9 Y" N/ ~- u(See SPECIAL VFR OPERATIONS.)& R' u7 M; J# |6 y (See ICAO term AERODROME BEACON.) : F6 ]# b8 W3 u3 s(Refer to AIM.) , J5 m! C% K5 P) l9 U: c1 S1 z* OAIRPORT STREAM FILTER (ASF)- An on/off$ G2 ~2 V0 s$ }# U# i X4 W8 f0 n filter that allows the conflict notification function to ( _ S7 |' e9 Z1 N1 ~! e. I/ Gbe inhibited for arrival streams into single or multiple. F) G7 ~* ]& C- a6 e* r, E/ K, U2 r* q airports to prevent nuisance alerts.; `: d; [( Z- W: d7 J* F AIRPORT SURFACE DETECTION EQUIPMENT . D m* K: T- Y S9 W(ASDE)- Surveillance equipment specifically de‐ ! `: X; e! a& t/ h1 e* w1 Csigned to detect aircraft, vehicular traffic, and other; j7 o' o* m( u; S! F: j6 D objects, on the surface of an airport, and to present the* @1 B1 m$ ^# p d9 B% K/ u! K image on a tower display. Used to augment visual 6 j, V$ h- S- B( W$ n; o8 cobservation by tower personnel of aircraft and/or4 Z9 _6 c# W3 o. [2 _9 F- y vehicular movements on runways and taxiways. , V, a' f9 \' S+ F% dThere are three ASDE systems deployed in the NAS: $ m7 r0 ~/ D3 v: H- La. ASDE-3- a Surface Movement Radar.* }7 g% M1 L; V& ~( y b. ASDE-X- a system that uses a X-band Surface: I# y! t- e0 n4 P Movement Radar and multilateration. Data from! [0 q6 f5 d: t! }. c% {2 D/ Q these two sources are fused and presented on a digital1 M0 Z( ^: j, l display.( {! v3 h3 U, c. h W" M# s c. ASDE-3X- an ASDE-X system that uses the 6 B R! Q" g/ }, G7 UASDE-3 Surface Movement Radar.1 e1 a8 v9 f1 D& S9 r AIRPORT SURVEILLANCE RADAR- Approach ) n3 {7 `( g8 e9 ~) Zcontrol radar used to detect and display an aircraft's ! g u4 \+ [& mposition in the terminal area. ASR provides range and% I6 ^% ^2 i5 l8 } azimuth information but does not provide elevation % q5 o0 G' H8 L5 \- Z, \2 q! Mdata. Coverage of the ASR can extend up to 60 miles. ( c" c4 F* V9 y# T% w% \$ v6 h: V; fAIRPORT TAXI CHARTS(See AERONAUTICAL CHART.)! k! {7 w9 r! O4 m& `" o AIRPORT TRAFFIC CONTROL SERVICE- A 4 U, G3 g0 J$ `+ I7 [1 i2 fservice provided by a control tower for aircraft6 B( Q G3 A9 ^: r2 Q# {9 Q7 ` operating on the movement area and in the vicinity of6 D b" |0 V7 y7 @ an airport.$ Y2 S9 \5 e$ \3 [/ r2 |" V0 f (See MOVEMENT AREA.)4 G. n$ K$ A/ F' i: b (See TOWER.) 2 R6 d) M+ P" V" S% \$ p, B(See ICAO term AERODROME CONTROL& m1 U9 R/ R; V( Z7 X8 J: c SERVICE.) ! |% ^/ \+ L5 [# w$ `) KAIRPORT TRAFFIC CONTROL TOWER(See TOWER.) , R/ y& f8 R# ]AIRSPACE CONFLICT- Predicted conflict of an1 b7 N0 E; t" ^ d aircraft and active Special Activity Airspace (SAA).. r/ w) b3 `! h- U! N' U$ { AIRSPACE FLOW PROGRAM (AFP)- AFP is a) L8 v b% u+ [! W+ [7 r q Traffic Management (TM) process administered by0 H! P- x3 I' v* N the Air Traffic Control System Command Center 1 Y+ X* E2 V6 A3 x5 ?' [# Z! b(ATCSCC) where aircraft are assigned an Expect 3 O" H6 W% \: q* Q l" }4 hDeparture Clearance Time (EDCT) in order to6 B: I- I8 G4 H8 ` N' Q4 y2 Y; C. v manage capacity and demand for a specific area of the+ x' S5 R( w* o' g1 ~& j National Airspace System (NAS). The purpose of the * r& v9 d" n8 x. ?$ g$ aprogram is to mitigate the effects of en route & s) x# U6 R/ H4 h9 Bconstraints. It is a flexible program and may be- m9 w7 |- V7 c, n. S8 \( J8 a implemented in various forms depending upon the9 o9 J5 F1 ^ Z, ~5 N6 z0 {( c, W9 } needs of the air traffic system.- J" U3 ]2 \ V AIRSPACE HIERARCHY- Within the airspace9 p# D% `8 C. C* D classes, there is a hierarchy and, in the event of an ! f* B# B4 [* `% @overlap of airspace: Class A preempts Class B, Class9 l1 A6 v8 g) N3 x3 j* j# Z B preempts Class C, Class C preempts Class D, Class " d2 d6 }! x1 G& k/ C7 [D preempts Class E, and Class E preempts Class G.* R7 y, q4 A! _ AIRSPEED- The speed of an aircraft relative to its/ f* Y* g) [9 j) L& F surrounding air mass. The unqualified term . ~( p4 T* C$ d“airspeed” means one of the following:8 J. |+ x4 C+ s- \2 V% b a. Indicated Airspeed- The speed shown on the+ i% \( d: |; ]0 ^ \* A, o8 s aircraft airspeed indicator. This is the speed used in' \- f2 f% i+ p# K" g/ N pilot/controller communications under the general, A: t, f( Z1 U9 o( _/ l; U term “airspeed.” & ]! a4 m5 J7 ] I/ g B(Refer to 14 CFR Part 1.) L: P) Y9 R4 f b. True Airspeed- The airspeed of an aircraft4 U y0 \- z/ m! T relative to undisturbed air. Used primarily in flight * I( j" v7 j: Oplanning and en route portion of flight. When used in! \9 U6 F5 k# T& m4 t0 C( _- w pilot/controller communications, it is referred to as" a* l0 Z/ P) B, q: y “true airspeed” and not shortened to “airspeed.”3 D- L. B3 [7 n* [ AIRSTART- The starting of an aircraft engine while % E" Z" m6 [9 O1 qthe aircraft is airborne, preceded by engine shutdown 2 D" i2 l- A# F) nduring training flights or by actual engine failure.* S1 E5 J7 e9 U6 i1 v& F! h AIRWAY- A Class E airspace area established in the: Y( p+ j% W, I, s4 P5 J8 r& W form of a corridor, the centerline of which is defined ]& I5 U' ?# m. ^by radio navigational aids.; F4 `+ S$ r- u9 {$ c; U; P (See FEDERAL AIRWAYS.)" [& h3 ^, T0 F( @ (See ICAO term AIRWAY.)- C% G o- ^/ P1 }7 S& ]- |6 V (Refer to 14 CFR Part 71.)6 k% M' V( J1 I0 m& o (Refer to AIM.) 9 r( @" r+ v' x: C; lAIRWAY [ICAO]- A control area or portion thereof , J9 L/ {; v: e# J$ J3 Bestablished in the form of corridor equipped with5 M# e9 b7 z$ W radio navigational aids. / J5 y, `; k. f4 I" eAIRWAY BEACON- Used to mark airway segments; l9 c, v. V9 b( J# R! y7 ^ in remote mountain areas. The light flashes Morse; Y& Q5 [; r( q2 [% r# v% }5 u Code to identify the beacon site.2 e { B9 |* V# k: Y' j (Refer to AIM.) $ W( r N# J4 \8 P: K+ FAIT(See AUTOMATED INFORMATION 5 l9 u) \/ J, R% Q. MTRANSFER.)7 J# d5 d, t0 ?4 |4 k! [/ g, x 7/31/08 Pilot/Controller Glossary2 M. K, L0 t; ?- e3 [ 2/14/08 / H( X L+ r S. G& pPCG A-10+ E6 s9 V. o" ?8 Z+ O/ V0 B- t ALERFA (Alert Phase) [ICAO]- A situation wherein 4 L! P1 K' g3 f" w, uapprehension exists as to the safety of an aircraft and * S, g3 R: K4 x7 q0 m6 hits occupants. 4 `' B' d: L. t. TALERT- A notification to a position that there0 e& H+ x- L1 v5 h# J d, B) d is an aircraft‐to‐aircraft or aircraft‐to‐airspace9 a& A; F* F: |( Q% J$ ?# t- h* Q conflict, as detected by Automated Problem % \) U" @ k: K+ H% @) h: ZDetection (APD)." N3 r7 T8 X6 F3 z( h. S) ~ ALERT AREA(See SPECIAL USE AIRSPACE.)5 I3 R- H( `/ q' `* B+ u, F ALERT NOTICE- A request originated by a flight + `% |: h* J( Y/ x3 K+ S0 qservice station (FSS) or an air route traffic control , P( J- Z( U) E7 F4 N3 s) fcenter (ARTCC) for an extensive communication * Y0 H5 c3 V& E/ C6 X+ Ssearch for overdue, unreported, or missing aircraft.2 n. _% v9 C4 ?& h5 }5 d ALERTING SERVICE- A service provided to notify 8 x% E C# Q1 a" c- Yappropriate organizations regarding aircraft in need # W5 {, k% l% x9 ?4 Bof search and rescue aid and assist such organizations . P) x8 V4 h/ x {4 z! m. Qas required. / k; ^6 o7 v3 l2 j9 `- y2 h3 CALNOT(See ALERT NOTICE.)1 u7 X" |+ Y3 C* V' Q5 E0 V ALONG-TRACK DISTANCE (ATD)- The distance ; ?( j# s) @' \measured from a point‐in‐space by systems using/ s, H/ C, X* [8 }, u; t( ^+ p area navigation reference capabilities that are not 0 h% ~/ y/ c1 g' Fsubject to slant range errors.( H0 ^# e K- `. Z c2 G+ d ALPHANUMERIC DISPLAY- Letters and numer‐ , @' C) k; ]6 J7 X3 e* a: S% lals used to show identification, altitude, beacon code, u# A3 E) J/ H% pand other information concerning a target on a radar8 c5 i6 |1 D% b H7 u display. % [/ o9 K+ {& Q) k1 ?/ J/ X(See AUTOMATED RADAR TERMINAL4 K2 @0 I' Y; A! K SYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐ ! X. y$ o( T9 T1 k4 [& v( ^drome to which an aircraft may proceed when it 6 p( J8 u) }6 h, _( Hbecomes either impossible or inadvisable to proceed7 H' U8 E7 C" R0 t4 S to or to land at the aerodrome of intended landing., R$ n* J' o) q3 T; F7 S. x/ M5 l5 y6 D Note:The aerodrome from which a flight departs |) Q- k. l$ n1 g) R may also be an en‐route or a destination alternate , T4 q" |' u/ g \aerodrome for the flight. : d, b4 ]( K9 l& \9 {: I) \& kALTERNATE AIRPORT- An airport at which an $ U7 @4 {3 u: N! u1 K; h% laircraft may land if a landing at the intended airport* f) G' n3 {: q: G' x/ \9 C becomes inadvisable.& S1 G7 z: X4 u1 H (See ICAO term ALTERNATE AERODROME.) ' S6 c) K' i7 t5 m Q4 x7 ^ALTIMETER SETTING- The barometric pressure; h$ x- t* n2 _6 d7 T) Q& R9 B5 e& s reading used to adjust a pressure altimeter for ! I4 ~% z' ]/ |8 y& s/ Evariations in existing atmospheric pressure or to the 5 k7 u i1 V" }: _8 k6 c, @% V" istandard altimeter setting (29.92). , i& |$ Y( @ o4 u(Refer to 14 CFR Part 91.)9 l5 @: P% ?$ k) d1 k" v2 x (Refer to AIM.)7 w+ Q! G& ]% I Y ALTITUDE- The height of a level, point, or object - {* ]5 f3 ^ L; Hmeasured in feet Above Ground Level (AGL) or from; I8 j. Z. s0 ~1 f) C ` Mean Sea Level (MSL). 0 W! O! C/ e! \(See FLIGHT LEVEL.) 6 c% b1 s9 }7 La. MSL Altitude- Altitude expressed in feet& J! z; ?3 x$ R# M; E) z measured from mean sea level. * |: a3 W$ K4 N- Kb. AGL Altitude- Altitude expressed in feet" J9 m: @2 y5 R" d& A6 h3 i# a measured above ground level. 4 t' R' m: x8 R- ^$ l5 {c. Indicated Altitude- The altitude as shown by an D, p! f* f9 i0 \ altimeter. On a pressure or barometric altimeter it is) e7 A z! ^ a% h altitude as shown uncorrected for instrument error& m. @% l' Q, L$ `( f/ w; r4 v and uncompensated for variation from standard : i/ I( b7 s( u0 j+ @- F( @7 aatmospheric conditions. @6 q5 I7 ?" n+ e3 G* ] (See ICAO term ALTITUDE.)( c1 j# R4 ?- `7 B ALTITUDE [ICAO]- The vertical distance of a level,7 h8 M* X4 ?6 j& M a point or an object considered as a point, measured9 g$ U) g7 O+ {3 R from mean sea level (MSL). ( e- u/ r) g: K+ ZALTITUDE READOUT- An aircraft's altitude, & ?" x9 j' D0 j, j+ K$ q ztransmitted via the Mode C transponder feature, that* T6 O z8 J, Z9 e6 l) {3 j is visually displayed in 100‐foot increments on a& {) R m5 a( _6 o& _+ D radar scope having readout capability. j. |( z$ W' f- u; ~# h! h- k (See ALPHANUMERIC DISPLAY.)9 W3 }: ~% {! L. D1 z (See AUTOMATED RADAR TERMINAL6 \. d- j7 T* F# h1 Z! |5 f3 n, q$ J) ~ SYSTEMS.) ) n( Y( |1 Y) `" t# R(Refer to AIM.) % a& ?" B" t$ x, a+ }ALTITUDE RESERVATION- Airspace utilization3 R) o1 Q8 [8 S. |$ J under prescribed conditions normally employed for * b+ r. I% y1 N9 L( ]# f7 kthe mass movement of aircraft or other special user a2 d8 A3 C: }- \5 o requirem ents which cannot otherwise be " m; X, O. y) p& ?, S/ caccomplished. ALTRVs are approved by the Z/ e& E, N% V appropriate FAA facility. 7 T+ L$ I2 s+ W5 s/ h3 @2 k(See AIR TRAFFIC CONTROL SYSTEM # k/ y0 H! T/ K1 t: g. SCOMMAND CENTER.)$ L: S) D( d- b ALTITUDE RESTRICTION- An altitude or alti‐) b+ k4 `1 n( F* l4 J, T5 ^ tudes, stated in the order flown, which are to be4 @, ^5 ?/ e% q, T9 e; S3 }. l( P& a maintained until reaching a specific point or time. ; `5 N5 p, g- mAltitude restrictions may be issued by ATC due to 6 ?$ T7 n; A$ C0 |traffic, terrain, or other airspace considerations. ( G' ]. @, s f7 AALTITUDE RESTRICTIONS ARE CANCELED-$ A' ? R! p) d2 C: u) j+ ?2 c) L Adherence to previously imposed altitude restric‐ / V# g3 _, `- C! r" [$ t) Mtions is no longer required during a climb or descent. ) W6 w0 u' L% [8 ]' @" GALTRV(See ALTITUDE RESERVATION.)" {; ?( u6 a8 u9 P+ ? AMVER(See AUTOMATED MUTUAL‐ASSISTANCE 0 y! H* t; T; u5 \VESSEL RESCUE SYSTEM.)' b5 g7 ~& [; q APB(See AUTOMATED PROBLEM DETECTION, Q1 F2 F* q. Y' D+ T. C+ [ BOUNDARY.)9 [' i9 G& i- w& e- ^- O9 Y Pilot/Controller Glossary 7/31/08 ) J( J6 U; I9 P; W$ `% bPilot/Controller Glossary 2/14/083 s) _5 h1 T. [8 ]% {+ p* c PCG A-11 6 r! L, v* N9 \1 yAPD(See AUTOMATED PROBLEM DETECTION.)' Q$ X& C0 D& z% b; u. J9 Y# a1 E APDIA(See AUTOMATED PROBLEM DETECTION& S8 S \+ v0 j! E ~! u INHIBITED AREA.); {* |/ Y4 j0 ~' g APPROACH CLEARANCE- Authorization by k0 Q F& X9 G: T& wATC for a pilot to conduct an instrument approach. + e, f9 i4 d6 m% p3 jThe type of instrument approach for which a1 u2 |& u0 R; X- V. g clearance and other pertinent information is provided ' `, U0 t E! K a: H# jin the approach clearance when required. % F3 p0 i5 b6 c( X' X(See CLEARED APPROACH.) i6 W5 W& R8 R# g1 j x' E(See INSTRUMENT APPROACH, i* a3 Z5 B5 ]9 W PROCEDURE.)! Z+ _% N& E# M4 f! W (Refer to AIM.) - s- \1 o+ d& s6 Y9 C) ](Refer to 14 CFR Part 91.)1 z* f6 X& B* t5 L' ?* e& u5 C APPROACH CONTROL FACILITY- A terminal 4 B# O _. I2 JATC facility that provides approach control service in! i- t' {) f# k( z2 N$ P# J, ~ a terminal area. 9 i5 F/ ]% P% N" ?9 f: z+ m(See APPROACH CONTROL SERVICE.) 7 @/ o5 a4 u' y @(See RADAR APPROACH CONTROL 2 X' }: X: E% I4 S+ QFACILITY.)3 |, K5 S5 ` b APPROACH CONTROL SERVICE- Air traffic8 x& X) w5 R% w& a control service provided by an approach control * V" O2 Q# N% U4 W- I' tfacility for arriving and departing VFR/IFR aircraft , b& O9 y! X2 y2 eand, on occasion, en route aircraft. At some airports) E- w. U: a* P not served by an approach control facility, the+ T+ E2 q. O1 ~ ARTCC provides limited approach control service. . E/ ] V3 x( F(See ICAO term APPROACH CONTROL , A: p) L4 b) t' c ~7 v! C E5 ISERVICE.)+ s# h2 j6 U9 O w6 F. k* j( T8 P u! \ (Refer to AIM.) 0 w: ?" w, r* A$ X9 XAPPROACH CONTROL SERVICE [ICAO]- Air$ ? a: `5 v+ E7 X, f/ {1 X traffic control service for arriving or departing; p/ y: }3 r: m+ m- \ controlled flights.% g* D. S/ ]; Z4 ?$ T1 D5 X* I APPROACH GATE- An imaginary point used , c. I+ d" `- n; H+ g/ @within ATC as a basis for vectoring aircraft to the4 Y! B! Y- S9 X$ d1 G final approach course. The gate will be established * a' l2 X- L* v1 h; r J& _along the final approach course 1 mile from the final , A4 \/ y9 p& g' W$ _; F# o# fapproach fix on the side away from the airport and( O8 I0 ^* P$ O( j; s will be no closer than 5 miles from the landing* @& ~3 S2 v4 t- j+ y2 L! J2 y threshold. , [5 b! S* D4 s# o1 |! ?% ]APPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.) " b- L: F/ m. F; A: |APPROACH SEQUENCE- The order in which6 d: o8 S* W% q& [5 M aircraft are positioned while on approach or awaiting 2 [& E0 Z5 H: h7 N. R @5 Gapproach clearance. & ~3 @" W( x$ q2 l2 y8 Y(See LANDING SEQUENCE.)4 w1 } x/ C3 u! _' @+ A* u5 F (See ICAO term APPROACH SEQUENCE.)0 u0 C/ h& E5 P+ J/ o, n APPROACH SEQUENCE [ICAO]- The order in6 \* [7 p( r7 y5 h5 {% r; p/ \: h which two or more aircraft are cleared to approach to 6 c0 m* W" t5 C& S; v8 Xland at the aerodrome. + a% ~8 K/ b3 U& p. mAPPROACH SPEED- The recommended speed: {! {2 |0 K: D& T9 X contained in aircraft manuals used by pilots when : ^- [/ H6 [3 @5 r5 @% B4 N3 |3 |. vmaking an approach to landing. This speed will vary2 v+ h# O- Y; w8 R! T9 G for different segments of an approach as well as for # m+ O( u. o# d8 \; laircraft weight and configuration.9 g# @- n7 r: ^0 J) @, \ APPROPRIATE ATS AUTHORITY [ICAO]- The : n$ c3 l' {/ _. prelevant authority designated by the State responsible % ~0 T5 N/ c# c0 Wfor providing air traffic services in the airspace' c" r9 Z& f+ L$ \3 v8 ` concerned. In the United States, the “appropriate ATS% r* ^$ R8 I- @' h authority” is the Program Director for Air Traffic6 n* r) p9 M( q% l Planning and Procedures, ATP‐1. 6 U, u: h/ @, I/ N' HAPPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant + i! `0 Z# ^0 ]* U: vauthority is the State of Registry." J8 S1 D9 Y$ `( M$ U' `7 w b. Regarding flight over other than the high seas: 3 Z3 I& B5 i% B+ x6 b4 Jthe relevant authority is the State having sovereignty# w C4 o) T9 }3 w over the territory being overflown.2 ~. m# G C/ k2 H" X( P& Y* I APPROPRIATE OBSTACLE CLEARANCE9 ^. E+ f* S0 k' }/ W MINIMUM ALTITUDE- Any of the following: # G _+ |0 t3 f$ s+ c(See MINIMUM EN ROUTE IFR ALTITUDE.)2 _- v4 i+ L0 n7 |, V# `# J (See MINIMUM IFR ALTITUDE.)/ N4 E) Q$ A' c1 a& q3 s5 ~ (See MINIMUM OBSTRUCTION CLEARANCE 4 c: d2 o* y* _2 pALTITUDE.)4 m1 {+ O% ^. f0 {# q1 q (See MINIMUM VECTORING ALTITUDE.)0 w) h! a; U' g$ V1 h& q APPROPRIATE TERRAIN CLEARANCE ' k* @8 j" g5 i; G7 qMINIMUM ALTITUDE- Any of the following:. J( e: \- Y6 F8 J$ n" W (See MINIMUM EN ROUTE IFR ALTITUDE.) % B/ i( E- K1 j* N) j(See MINIMUM IFR ALTITUDE.)1 i6 Z$ D7 V5 k: M7 m5 J, J6 m (See MINIMUM OBSTRUCTION CLEARANCE) v% f" o! y! l7 C ALTITUDE.)# x K9 H4 C- _+ C6 e. K (See MINIMUM VECTORING ALTITUDE.) ! A5 t9 d1 p [) W4 L& R9 o$ N- uAPRON- A defined area on an airport or heliport- J( v, i X. Y3 o intended to accommodate aircraft for purposes of0 F7 }; t% Q( i' I r loading or unloading passengers or cargo, refueling,. ~+ l9 Q. F$ |' ` parking, or maintenance. With regard to seaplanes, a: V4 M1 _+ u, M7 D* ~ ramp is used for access to the apron from the water. X% Q5 j+ s$ ^1 B. i: J(See ICAO term APRON.) . v2 B1 Z" }9 u7 x% f, n/ X- ZAPRON [IC AO]- A defined area, on a land6 m& e: h$ X. }% J1 U aerodrome, intended to accommodate aircraft for. C4 ]% N9 I- ]$ G1 R3 ?: W purposes of loading or unloading passengers, mail or! N# Z$ E* Z* A5 {; S! [ cargo, refueling, parking or maintenance.. ?9 u& n* L( D ARC- The track over the ground of an aircraft flying5 Y3 m6 c- n; b at a constant distance from a navigational aid by) _2 K% T- X. y% }4 H1 {! A/ R reference to distance measuring equipment (DME).# c* y4 j4 b+ L* I5 J" i) r6 A 7/31/08 Pilot/Controller Glossary! F8 v9 Q t( [+ q1 t) u 2/14/08 1 S9 |1 m& g( g7 g* u+ l. O, GPCG A-12* ~) v% B* H6 e( m7 q AREA CONTROL CENTER [ICAO]- An air traffic ; C7 Z5 X( X3 g& jcontrol facility primarily responsible for ATC$ u4 v0 m, w9 U" @ services being provided IFR aircraft during the en 9 Q# q; o/ E; J6 lroute phase of flight. The U.S. equivalent facility is 2 N" ]( E7 ^) q5 o- A4 \3 o% n3 w( ?1 c. zan air route traffic control center (ARTCC). . q, Y: Y b3 R& \2 `2 u( t! L1 [* N7 k( bAREA NAVIGATION- Area Navigation (RNAV) . d* \+ ]3 E3 a/ \9 Oprovides enhanced navigational capability to the * G( ^' Y& X" b9 cpilot. RNAV equipment can compute the airplane7 P! }7 \" s' i4 f" ?/ b position, actual track and ground speed and then+ z* L' P* H* e9 x0 p5 f+ T& W provide meaningful information relative to a route of8 {/ ~/ I9 ^ {. F flight selected by the pilot. Typical equipment will ! s+ [2 @/ i8 x: j8 ]! @; g2 A8 Eprovide the pilot with distance, time, bearing and- X" k2 f" _6 q$ a& w8 i- y crosstrack error relative to the selected “TO” or" k2 `- K% Y+ c# t “active” waypoint and the selected route. Several , e, I$ q' g( H* Sdistinctly different navigational systems with + h4 v9 X( ^" n: A3 ^* o" Ydifferent navigational performance characteristics 1 ^! ?; f4 u3 D! V# hare capable of providing area navigational functions. 1 F1 L+ a W6 A8 ~: g o- A% @Present day RNAV includes INS, LORAN, VOR/ 9 D/ @; E/ }* z C3 UDME, and GPS systems. Modern multi‐sensor$ N$ \5 P5 O' l X) [/ C4 l7 ? systems can integrate one or more of the above 9 n7 x: S5 e# Z' L4 ~( q! o( |systems to provide a more accurate and reliable1 o! O/ A* h( W/ e navigational system. Due to the different levels of 8 V/ Y- a) o1 _& Iperformance, area navigational capabilities can ( k" q" K3 e g! ]2 T/ r8 _/ [satisfy different levels of required navigational : ]/ I3 |5 G4 y. rperformance (RNP). The major types of equipment 4 c& H) H4 o) J( }are: + x5 F; H4 A- V; x c. h" \a. VORTAC referenced or Course Line Computer 3 Y9 R3 N% {. X(CLC) systems, which account for the greatest 9 m! [" r4 a$ k/ p8 ~; Bnumber of RNAV units in use. To function, the CLC ' O7 }8 U( x x* zmust be within the service range of a VORTAC. 8 O$ }& }7 Y- m4 N. O7 H2 eb. OMEGA/VLF, although two separate systems,# e( ?, u4 Y/ `! t; B can be considered as one operationally. A long‐range q7 U9 A6 h* C8 _" pnavigation system based upon Very Low Frequency ' _) r1 t7 p1 @' Qradio signals transmitted from a total of 17 stations , V6 L8 p$ z# j: y0 Sworldwide.- j' {, ~3 K' w( d1 v, Q c. Inertial (INS) systems, which are totally% r" \* J) x- s, z, a0 Q# s% W: ^ self‐contained and require no information from2 k6 v2 `: H: {( o external references. They provide aircraft position 8 v$ c2 a* K! T$ j% G M: @ Mand navigation information in response to signals7 [6 g4 c \* @' |- `/ A" ?" g resulting from inertial effects on components within/ h% D R/ \. V' G. I0 ` W" I the system. % D! J- J5 G! T0 ~ }2 S( Nd. MLS Area Navigation (MLS/RNAV), which2 e5 S. r! R. {3 h: A" N provides area navigation with reference to an MLS . B8 y6 k0 k! l9 rground facility. ( t8 i$ ]& d: J: N% ^ Ie. LORAN‐C is a long‐range radio navigation! F4 e4 _! h, [/ Y* C P$ b system that uses ground waves transmitted at low . v! j4 P, \4 c) hfrequency to provide user position information at* ?' t1 I% c/ i7 X# Y( h8 k% p ranges of up to 600 to 1,200 nautical miles at both en l, N/ z5 `9 T9 Kroute and approach altitudes. The usable signal+ M7 s8 c/ F0 B1 I coverage areas are determined by the signal‐to‐noise5 w0 j/ N/ c2 p w* a" ]+ ~ ratio, the envelope‐to‐cycle difference, and the ( ~9 x; x& r. d! R1 Y! J' Ageometric relationship between the positions of the$ g. q9 q& _7 @ user and the transmitting stations.2 X$ d& c3 ?5 W# ~& B f. GPS is a space‐base radio positioning,. I( ?% O) \ T7 i* T$ a; p navigation, and time‐transfer system. The system - h! j9 u }. ^/ C' `provides highly accurate position and velocity $ l; K/ |0 G7 V' H6 K# J0 Cinformation, and precise time, on a continuous global 3 L: B3 c/ a" z& }/ i! dbasis, to an unlimited number of properly equipped ' K5 g( N {5 z) H/ wusers. The system is unaffected by weather, and $ ?# z/ x. n& U" b2 L2 I" Yprovides a worldwide common grid reference: J; T7 c8 s% l, Z8 V5 E* B system.$ z4 _ y: l% _: ?1 V# S I (See ICAO term AREA NAVIGATION.) ( A7 H+ g( m9 P4 {AREA NAVIGATION [IC AO]- A method of. h% i% L) Q( B n3 U* w: R3 C navigation which permits aircraft operation on any 0 n; y) y9 R. x6 q. @' \$ H; zdesired flight path within the coverage of station‐2 s! \6 j; Y, ]) }8 M referenced navigation aids or within the limits of the5 o& @7 l" \7 H) b# ~+ S capability of self‐contained aids, or a combination of * L, f! ~- Y# E' Z9 w9 g/ ythese.3 P) o: I7 k8 {; }9 p0 O9 S6 C/ U; J AREA NAVIGATION (RNAV) APPROACH 0 x" j+ u2 V+ j, [CONFIGURATION: : O, ^/ u- _+ u# B$ q3 h, o+ y7 {a. STANDARD T- An RNAV approach whose" x M( ~7 o) L5 ]0 f) }1 @ design allows direct flight to any one of three initial5 _5 `; [9 W; z7 ^9 h8 Q approach fixes (IAF) and eliminates the need for , Y1 y/ [: F! ?0 I2 {7 iprocedure turns. The standard design is to align the6 E. i h; F6 w6 |% x( W procedure on the extended centerline with the missed 7 t. D4 W0 _4 C! zapproach point (MAP) at the runway threshold, the * V* p4 o z" S3 Sfinal approach fix (FAF), and the initial approach/ 6 S8 p5 Z3 V, g5 \intermediate fix (IAF/IF). The other two IAFs will be+ e4 J5 [' E% o2 z) [- \4 D established perpendicular to the IF. . ^7 Y/ j* X; T& q# F" L4 Zb. MODIFIED T- An RNAV approach design for' V: |* z5 N& s. d7 g' W+ K single or multiple runways where terrain or / @! K7 w- {! a1 e1 L& V' k; ^operational constraints do not allow for the standard & j: m/ X4 n8 ?1 }! ^0 TT. The “T” may be modified by increasing or6 R9 x7 k7 h; G4 p' k' n( U decreasing the angle from the corner IAF(s) to the IF & Y# o% V, R2 ?% D ^$ j: Bor by eliminating one or both corner IAFs." c. ]/ {- r5 B c. STANDARD I- An RNAV approach design for) {. P2 {2 A* c1 t9 _ a single runway with both corner IAFs eliminated. / t( Y# r4 E4 S: C% p+ nCourse reversal or radar vectoring may be required at; U7 M l: _8 h4 ~% T) K7 h( m busy terminals with multiple runways.0 J3 W/ `& Q% \7 ^' V d. TERMINAL ARRIVAL AREA (TAA)- The % D! V/ k% ~1 i/ C* ^( FTAA is controlled airspace established in conjunction ( R; N# q4 e% W4 ^/ Rwith the Standard or Modified T and I RNAV% H' Q9 c) M4 k approach configurations. In the standard TAA, there, ?$ e! D' J7 | l6 e. C# l are three areas: straight‐in, left base, and right base. 4 s! y8 Q+ s0 Z6 K( ]5 w' WThe arc boundaries of the three areas of the TAA are ^1 m( ]; m& H- n/ H published portions of the approach and allow aircraft. j" s$ d- ~0 g9 @" m to transition from the en route structure direct to the3 V; s7 s- p. ^+ A+ _ nearest IAF. TAAs will also eliminate or reduce$ ]" T" N d/ u) V+ K Pilot/Controller Glossary 7/31/08 . T# C; Z) R2 s: x sPilot/Controller Glossary 2/14/08# L1 J7 V0 V5 z0 }4 x$ J PCG A-13 7 c# l. s" E; |2 qfeeder routes, departure extensions, and procedure3 O! v* P% Y0 U5 l turns or course reversal. . B; ^: i/ g- E- m: g* F* o1. STRAIGHT‐IN AREA- A 30NM arc* v% I# q4 n) ~ W2 T+ \/ Z centered on the IF bounded by a straight line1 {2 E) B- F& Y extending through the IF perpendicular to the 5 s/ F3 }: G' `8 |+ ointermediate course.! `" M; M7 _; D% c$ d; `; h3 Q 2. LEFT BASE AREA- A 30NM arc centered , S3 N P2 N: h6 ~+ q6 mon the right corner IAF. The area shares a boundary- l( e9 W2 z8 ^1 @! B& ^ with the straight‐in area except that it extends out for( z) |) j* {" Q8 q' w1 Z 30NM from the IAF and is bounded on the other side ; b8 v0 p! T& v% |, wby a line extending from the IF through the FAF to the, `9 V9 _+ o0 O0 b) {2 U5 j5 {. P arc. ( V8 t1 M% Z4 b! D7 B3. RIGHT BASE AREA- A 30NM arc centered 7 g0 f* ~2 h6 F5 von the left corner IAF. The area shares a boundary 9 [- Y! @7 J8 Y& twith the straight‐in area except that it extends out for . i6 S. m/ [9 p7 z0 i: I4 K& w30NM from the IAF and is bounded on the other side 8 ]& x3 ^ Y8 q2 w% eby a line extending from the IF through the FAF to the " E9 d" _! D1 W8 v0 Zarc. 7 L- W5 m+ A' [/ rARINC- An acronym for Aeronautical Radio, Inc.,; o! ^/ j2 x& ]. B' t a corporation largely owned by a group of airlines.( \, j8 ]9 z/ X( Q5 j% E& Z5 ^ ARINC is licensed by the FCC as an aeronautical5 }$ Z7 Y. g% K* s station and contracted by the FAA to provide # X3 c' W8 }; A" |! ~; ~2 v( rcommunications support for air traffic control and * L. I& }1 `& W( x4 g+ o. Rmeteorological services in portions of international 7 z4 ]" R2 B3 z: S8 yairspace. * t3 ^+ U( L! u3 l9 ]; n6 nARMY AVIATION FLIGHT INFORMATION. @# h0 A) i/ H5 [ BULLETIN- A bulletin that provides air operation0 g% ?! ^0 o9 s4 \" q5 @ data covering Army, National Guard, and Army9 m' i1 Z' c# c; p Reserve aviation activities. # J* [. K8 [; U, {2 K* g0 [ARO(See AIRPORT RESERVATION OFFICE.)0 M$ W/ Y6 C8 @0 j, N. [" ^' A ARRESTING SYSTEM- A safety device consisting 3 j8 l+ k1 R6 H( m0 }; Oof two major components, namely, engaging or/ ?+ D8 c3 e8 p& {& [% U% J catching devices and energy absorption devices for $ }+ m& e$ w) I2 e' Z$ W7 P, y5 R- ethe purpose of arresting both tailhook and/or, O: m$ G: D# | nontailhook‐equipped aircraft. It is used to prevent. x& E# S- Z1 q3 K# i4 x. R aircraft from overrunning runways when the aircraft $ l. K; y- ?* H ?cannot be stopped after landing or during aborted 3 |+ Q2 v) R6 u) ]takeoff. Arresting systems have various names; e.g., T( a9 k! r& u8 B$ _ arresting gear, hook device, wire barrier cable. + }, f! V, F) ^1 f% n! l! Q; L# D6 @$ C(See ABORT.) 4 x' \; X8 G: [# j6 Q7 ?(Refer to AIM.)

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发表于 2008-12-28 14:11:13 |只看该作者
ARRIVAL AIRCRAFT INTERVAL- An internally " [! ^( M; M" Q1 ngenerated program in hundredths of minutes based+ A4 d0 d) f; T, }+ P' C* v upon the AAR. AAI is the desired optimum interval. y5 M- p+ W& W+ m+ O between successive arrival aircraft over the vertex.2 o( A& ?" ^& a* A ARRIVAL CENTER- The ARTCC having jurisdic‐ 2 r( `3 }9 D* S' t3 G: ~; L" u# |tion for the impacted airport.. g8 q: ?) s4 ~3 y/ p- l! Q& } ARRIVAL DELAY- A parameter which specifies a6 z, {3 k# h' m. [; J period of time in which no aircraft will be metered for& j& Y) f+ F/ l: ~9 Z) D; P arrival at the specified airport.& }- e5 Y6 n5 v6 o }, z; j ARRIVAL SECTOR- An operational control sector) `% F3 s, z Y2 \/ ~) \. ~ containing one or more meter fixes. % K+ H9 ~! Y! \& Q2 TARRIVAL SECTOR ADVIS ORY LIS T- An ' d0 c8 s5 N* M' H& {ordered list of data on arrivals displayed at the & U, G6 U5 k$ M% S, LPVD/MDM of the sector which controls the meter/ D) A: c; s& X, f7 s1 G& x fix. p& u2 Q% Z1 O p$ b; z ARRIVAL SEQUENCING PROGRAM- The auto‐ - D- B u& v& r5 P. Q0 ~7 C1 `" ]mated program designed to assist in sequencing/ H6 k: X. r7 J7 [" T. n aircraft destined for the same airport. + `3 s; C1 n7 g P; `( GARRIVAL TIME- The time an aircraft touches down ; u5 @! u" |3 {0 Z0 v9 yon arrival.7 |+ d5 ?4 j' x" \ ^. X6 `, S! R* ^ ARSR(See AIR ROUTE SURVEILLANCE RADAR.) 7 v& C& f4 p( N$ [, RARTCC(See AIR ROUTE TRAFFIC CONTROL - X1 ^$ X% `- p* yCENTER.)7 ~; ~4 g5 _. s ARTS(See AUTOMATED RADAR TERMINAL 1 w: I0 H4 i b& m8 LSYSTEMS.) * h J5 G+ [/ Q3 C2 Y0 X6 hASDA(See ACCELERATE‐STOP DISTANCE 7 ]: x6 |" z1 B3 U& {/ d0 ]AVAILABLE.)1 N2 ?. Z6 b, r ASDA [ICAO]- * r4 ~ L7 v$ K1 r0 ]$ }& u(See ICAO Term ACCELERATE‐STOP4 l8 y* O6 J2 I0 H' R5 v: e* Q DISTANCE AVAILABLE.)1 U. K, T4 ]7 o2 a$ b5 `) \ ASDE(See AIRPORT SURFACE DETECTION- H4 \* [. \8 x0 b2 l4 h6 O8 p2 `& S EQUIPMENT.) * g$ Y: B: r8 T8 D: tASF(See AIRPORT STREAM FILTER.)' l& e( ]* M4 u9 y) [$ m7 t1 q ASLAR(See AIRCRAFT SURGE LAUNCH AND9 d' v3 i T. Z9 @$ w5 e. ?- v* P RECOVERY.)/ X6 D+ N( y/ g7 `4 d ASP(See ARRIVAL SEQUENCING PROGRAM.); b: Q/ j* K1 A5 }; k* }/ G ASR(See AIRPORT SURVEILLANCE RADAR.)' v# I/ Y) G2 P8 S( D ASR APPROACH(See SURVEILLANCE APPROACH.) - l, k4 d6 b6 u5 m1 Q' ~2 u7/31/08 Pilot/Controller Glossary 0 K2 S4 K# ^6 V$ u- A5 K0 V/ x, W2/14/08! k: F; O6 Q1 q PCG A-14 4 T' p y/ |* i( F3 \, I% n' t& ~ASSOCIATED- A radar target displaying a data 3 b# X- o4 b1 O7 S% q6 tblock with flight identification and altitude & D/ Y- h. m* Vinformation.: n# t2 w9 z0 }/ r% { (See UNASSOCIATED.) 3 p: B9 ^9 l" l4 D+ @ATC(See AIR TRAFFIC CONTROL.) ( o$ N1 m3 T4 A C! y1 r' nATC ADVISES- Used to prefix a message of$ k1 M9 A5 ?2 p) u& q" F noncontrol information when it is relayed to an( f+ e' D- q* i4 J4 ~. C aircraft by other than an air traffic controller.& h% p) L+ i+ [8 y7 F+ V- E (See ADVISORY.) 5 C0 v/ R& O7 b8 S% E) n& C3 v! P! wATC ASSIGNED AIRSPACE- Airspace of defined6 s& ^1 [3 W2 D1 e% L5 I2 Y vertical/lateral limits, assigned by ATC, for the' o$ Q) ~2 J" U% M3 w9 L5 H purpose of providing air traffic segregation between" D8 }+ ^$ D. ?! e# w the specified activities being conducted within the 7 `8 O1 g0 S- @/ H/ Xassigned airspace and other IFR air traffic. - k8 L4 f( j- b! v(See SPECIAL USE AIRSPACE.)% s; m4 S5 k" T% q2 P& `4 H+ o ATC CLEARANCE(See AIR TRAFFIC CLEARANCE.)/ _% _+ ^$ _2 g3 [ ATC CLEARS- Used to prefix an ATC clearance f) V! N2 a5 c0 V, {9 A2 y when it is relayed to an aircraft by other than an air : A: }" q j- u* w: Y3 w x; Ytraffic controller. 2 t, k! q4 s; `: ]9 f" T( [/ ]; GATC INSTRUCTIONS- Directives issued by air, q6 c/ H2 V6 k3 d) L! ] h0 L traffic control for the purpose of requiring a pilot to ) P- m) M4 C l' C) m& f Ftake specific actions; e.g., “Turn left heading two five, d0 x, N' j9 m, x( x/ U zero,” “Go around,” “Clear the runway.” ~' x% I2 H. H/ x- T5 D (Refer to 14 CFR Part 91.)7 c+ y6 D) a3 ] l$ s; Z ATC PREFERRED ROUTE NOTIFICATION-$ N# |3 ?' Q5 Y9 l7 v6 O: D URET notification to the appropriate controller of the* @1 G2 _* D p9 F1 d- s I1 E* T need to determine if an ATC preferred route needs to8 G- g& J' b$ |; q be applied, based on destination airport., c% I% ?; N6 u1 ]# O4 U (See ROUTE ACTION NOTIFICATION.)' u9 V; H* }- [! r" b (See USER REQUEST EVALUATION TOOL.) 2 Q" |/ a X1 q# x9 N0 yATC PREFERRED ROUTES- Preferred routes that 9 ^$ T; W1 t5 A. n/ {& C. ware not automatically applied by Host. , D4 |5 v) i0 Y& FATC REQUESTS- Used to prefix an ATC request # V; C# w+ B* d2 ^4 {when it is relayed to an aircraft by other than an air; F- u" |- Q, \+ w0 O traffic controller. / i- i- j1 w+ eATCAA(See ATC ASSIGNED AIRSPACE.) : v% I! Q5 y4 q0 B; B& m4 z+ {ATCRBS(See RADAR.) % `6 A, E% _9 F$ i. |" w. I" l% IATCSCC(See AIR TRAFFIC CONTROL SYSTEM ; @9 m q3 X1 }% b0 MCOMMAND CENTER.) 4 C' {# f" U2 Z( u# w' |ATCT(See TOWER.)1 d0 r/ D! `; o q5 n6 }* t1 E+ Y ATD(See ALONG-TRACK DISTANCE.)5 \; L% D9 W3 L7 I# x4 z ATIS(See AUTOMATIC TERMINAL INFORMATION ! [3 p1 G5 [& `7 ?SERVICE.)- L x1 ?' w$ Y( g3 w3 y; Q ATIS [ICAO]-- s. J* T, }+ ]! L" h$ { (See ICAO Term AUTOMATIC TERMINAL- P, R4 E, ~* J: o INFORMATION SERVICE.)! Y& ?- s/ q: \1 W9 |7 M! h ATS ROUTE [ICAO]- A specified route designed for. T6 r+ D' T/ B% q8 G' z* q/ M channelling the flow of traffic as necessary for the( a+ _, T1 Y" ]; t% Q provision of air traffic services. $ r( A" V* I; J. ]( P7 u$ wNote:The term “ATS Route” is used to mean vari‐ * N) T% U% r1 Y$ u8 Nously, airway, advisory route, controlled or 9 f4 L: ^6 |+ n# n8 h- \uncontrolled route, arrival or departure, etc.3 T. ~# P: @% P4 s. N AUTOLAND APPROACH- An autoland approach 0 `" B* o! b( K' ]) G) n* C |is a precision instrument approach to touchdown and," k4 ^4 Q3 ` X7 }9 I4 [" W! H in some cases, through the landing rollout. An9 S# P7 H; ^: ^( b* L autoland approach is performed by the aircraft ( x& J7 |/ G4 i0 H& L3 T5 N9 d8 J4 Jautopilot which is receiving position information ! h1 `5 n9 r' ^" B! ], wand/or steering commands from onboard navigation * l! w" K# ^1 {3 D# Gequipment.+ s; U3 D0 E( |. }* D9 M( [ f. W# _ Note:Autoland and coupled approaches are flown5 F% Q6 J) J7 H, Q( ?; \% M in VFR and IFR. It is common for carriers to require 2 J7 {. R3 ^1 E! C% |- \& }' h& \$ \their crews to fly coupled approaches and autoland. Y4 M8 h) e( S% G; H! J approaches (if certified) when the weather condi‐1 x2 i. U' }' b/ W# }; Q h tions are less than approximately 4,000 RVR.. k B H) k/ A O* N, S! \2 u (See COUPLED APPROACH.)1 M: m5 b* Y1 o# H8 x AUTOMATED INFORMATION TRANSFER- A. |6 N# z; ]: P3 v; ?. f# ^ precoordinated process, specifically defined in - Y+ r- b, |/ rfacility directives, during which a transfer of altitude 1 @. A0 W4 Z( \control and/or radar identification is accomplished" Y; l7 G& e* Z) x without verbal coordination between controllers& G: Z- @" L+ }/ i4 q using information communicated in a full data block.7 Y& h8 T' c! m/ W* t( x. \ AUTOMATED MUTUAL‐ASSISTANCE VESSEL) O6 p( r6 U$ f) @, O RESCUE SYSTEM- A facility which can deliver, in & n' l0 B1 R% {; ia matter of minutes, a surface picture (SURPIC) of . \ T' T" P" M8 r- o3 R" |; Gvessels in the area of a potential or actual search and # n0 C" y3 R5 D6 brescue incident, including their predicted positions / Q( G6 y- M* ~3 M$ `$ Rand their characteristics. . R- E9 m- b9 C7 n9 z O& x(See FAAO JO 7110.65, Para 10-6-4, INFLIGHT $ l# ?5 n! e* _CONTINGENCIES.)6 x! A* J4 _: Y& }' y AUTOMATED PROBLEM DETECTION (APD)-2 I4 e( c, N, v$ A: x. N+ B; I An Automation Processing capability that compares" R- T0 e, s, |8 K0 w: V" R) m1 C# @ trajectories in order to predict conflicts.6 Z' O' y1 n: W6 {( Q Pilot/Controller Glossary 7/31/08 9 W+ }+ j+ j0 e e+ k4 A+ T& oPilot/Controller Glossary 2/14/08 # f1 [% K w2 E3 L8 a& `9 |PCG A-15. O- X( E; z7 R& b; V AUTOMATED PROBLEM DETECTION 6 |4 o1 A, G3 ^BOUNDARY (APB)- The adapted distance beyond' Y& G2 e( W% ~8 h/ D+ | a facilities boundary defining the airspace within % w8 F: N0 C# r# X' K! G5 ^. ^( wwhich URET performs conflict detection. 2 m$ @& I @' }+ t- z(See USER REQUEST EVALUATION TOOL.) & y) x5 e& ~" f& @AUTOMATED PROBLEM DETECTION IN‐ : Y- K1 P- d" kHIBITED AREA (APDIA)- Airspace surrounding a - U/ C7 N$ p2 ]: O* P2 ~% ?terminal area within which APD is inhibited for all 9 b: U8 R8 r- j ?7 Pflights within that airspace. 2 S# @' N9 _# _AUTOMATED RADAR TERMINAL SYSTEMS ! Q% ^# J) J; _- y# t! P& \6 _(ARTS)- A generic term for several tracking systems 4 g5 B1 Z. C' w6 H( _* mincluded in the Terminal Automation Systems (TAS). ! n1 z1 k- h1 M" d/ i, y1 F: h4 lARTS plus a suffix roman numeral denotes a major % l& S& z% O7 K$ d% O q6 Jmodification to that system. ( v/ e' X8 l9 v7 O$ M3 F v! Ja. ARTS IIIA. The Radar Tracking and Beacon 9 l+ ~3 V0 h* x8 P- [: H- v5 lTracking Level (RT&BTL) of the modular, - R9 ]( M/ d6 a: f; J# [programmable automated radar terminal system. 0 g+ O% n( m- _. mARTS IIIA detects, tracks, and predicts primary as, J* K: @5 I! m- n well as secondary radar‐derived aircraft targets. This# N4 c D- c/ N* k( H! _ more sophisticated computer‐driven system up‐ . x4 t8 d' M9 x1 V2 Q1 G& O w' ?grades the existing ARTS III system by providing 1 t$ f. m4 T& f, H$ w( cimproved tracking, continuous data recording, and4 Z8 s- Q+ ]3 A# r; O6 x fail‐soft capabilities." Y- Y$ \7 Z, x @" m& X- c) s b. Common ARTS. Includes ARTS IIE, ARTS* A3 H; \4 Y: |; {: z3 t IIIE; and ARTS IIIE with ACD (see DTAS) which6 m3 A, y( B% Q9 _6 H' i* X7 y8 H& m combines functionalities of the previous ARTS , l" V, X8 r# Msystems. 5 Y- @/ Q( n+ U+ @! yc. rogram mable Indicator Data Processor & U& ~( h: s) x% s. D(P IDP). The PIDP is a modification to the% H: o9 E7 C# q; u& N3 U9 E AN/TPX-42 interrogator system currently installed % G. D5 q4 {: \in fixed RAPCONs. The PIDP detects, tracks, and6 ]& _1 ]/ v* z9 v0 Z predicts secondary radar aircraft targets. These are$ F, K: L) {7 d. K3 ] displayed by means of computer-generated symbols 0 p' ~* Q/ b& y0 Rand alphanumeric characters depicting flight identifi‐: ^2 |: ?: X6 o% q3 Z) @% q cation, aircraft altitude, ground speed, and flight plan , r: Y+ d) v+ w$ k* r4 m0 q( Vdata. Although primary radar targets are not tracked, + w4 i- m' U. X7 o- T0 n3 _they are displayed coincident with the secondary4 K- i& X7 H, g radar targets as well as with the other symbols and! X& } j+ e( P. i3 ? alphanumerics. The system has the capability of 4 H- h5 h; ]* ?: o m3 ]interfacing with ARTCCs.$ u0 N( J5 W. Z; a! T+ L. h' t6 D AUTOMATED WEATHER SYSTEM- Any of the! x6 r8 `; i/ \. l. O/ C automated weather sensor platforms that collect + P* e8 q% C% |0 A/ G, wweather data at airports and disseminate the weather 1 T1 Z( |% L) a/ Y/ L4 y" T! y9 }& winformation via radio and/or landline. The systems! H6 h6 M) ]1 z( M currently consist of the Automated Surface Observ‐7 O2 z0 ^8 T& K1 L' A1 W2 q+ T6 c ing System (ASOS), Automated Weather Sensor+ a- s. u4 H! b( H0 E) d System (AWSS) and Automated Weather Observa‐ / J3 T2 m u: e; ^) v8 L8 L1 Ttion System (AWOS)./ G* u! |2 ]( I' _0 P AUTOMATED UNICOM- Provides completely ) H) d4 {4 q9 Z6 t# \6 D, Fautomated weather, radio check capability and airport ; o3 A% U4 h% c2 X. Qadvisory information on an Automated UNICOM+ O6 S5 v1 h# T4 C4 k {8 d1 i3 h system. These systems offer a variety of features, . n: e2 h+ A* v9 Gtypically selectable by microphone clicks, on the 7 h* U- n3 z1 W0 m1 q# O, s* w6 d8 ?UNICOM frequency. Availability will be published . D, `2 ^ p0 Uin the Airport/Facility Directory and approach charts. ( R/ Q" v* c0 L5 gAUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) 8 I6 G! i8 Y8 `4 _( QAUTOMATIC ALTITUDE REPORTING- That ' K& }; U8 O/ A4 r# J! r1 ~3 ffunction of a transponder which responds to Mode C d+ i$ `; W3 u) f8 Zinterrogations by transmitting the aircraft's altitude 4 J6 F& B- b+ ?) w+ J* e8 d% z2 kin 100‐foot increments. 6 L8 A3 o/ w( S: HAUTOMATIC CARRIER LANDING SYSTEM- ; {) B! r; H% I' q2 b5 x6 Z8 nU.S. Navy final approach equipment consisting of% h! {& M$ F" c7 J. \$ Y4 X precision tracking radar coupled to a computer data, x% w/ P0 `. `0 r link to provide continuous information to the aircraft,/ Q& H6 ]+ ~) @% \ monitoring capability to the pilot, and a backup$ Q! L+ _! n+ T3 b. r: X O approach system. M# [1 t! H, V5 s% O+ ?" ? AUTOMATIC DEPENDENT SURVEILLANCE / R: W. Z' q) `. y# H. t(ADS) [ICAO]- A surveillance technique in which ( q. v! U! h9 U. i. |6 vaircraft automatically provide, via a data link, data & O' Q) w) @% i2 A; X, T9 O4 f- Kderived from on-board navigation and position" X" \4 o, z |9 E/ f' _ fixing systems, including aircraft identification, four* a7 e) f! B( W* Z dimensional position and additional data as0 g9 K r$ n- h3 S6 F appropriate. 4 o+ g3 F5 y4 v, Z5 s! \AUTOMATIC DEPENDENT SURVEILLANCE-* g/ H% R$ ~! w/ n BROADCAST (ADS‐B)- A surveillance system in " q; W" B* }9 e! Q6 v7 t& {which an aircraft or vehicle to be detected is fitted I: a: j' T+ ]$ X7 E with cooperative equipment in the form of a data link , G$ N% u: H4 @& P8 k, m- W2 c4 F8 otransmitter. The aircraft or vehicle periodically 4 e; E* y; d8 W* u0 v, h P0 Wbroadcasts its GPS-derived position and other 5 r6 Q- j7 @" R) u# p" U6 _information such as velocity over the data link, which ' |# D' K/ W3 {1 Z! lis received by a ground-based transmitter/receiver# P0 |' M1 D+ `8 T4 q; j/ h& h# Q (transceiver) for processing and display at an air$ h5 k0 n' j. m traffic control facility.9 U! L2 p% v' ], M( J% [# f( H (See GLOBAL POSITIONING SYSTEM.)0 H* o& E1 C% [ (See GROUND-BASED TRANSCEIVER.) $ o5 `/ p& x; H5 S' c3 uAUTOMATIC DEPENDENT SURVEILLANCE-4 R$ O* T0 e" C6 f CONTRACT (ADS-C)- A data link position + D% k# f- H$ l/ Lreporting system, controlled by a ground station, that 5 D5 G; }1 c/ gestablishes contracts with an aircraft's avionics that 3 v, j1 x5 A; T* B( Soccur automatically whenever specific events occur, ; G7 ], \: F7 e7 i+ o0 Vor specific time intervals are reached. . l2 U; M7 V, j+ v& g- mAUTOMATIC DIRECTION FINDER- An aircraft " L$ i, O- m! E% g2 Lradio navigation system which senses and indicates " S- R- _9 a; }the direction to a L/MF nondirectional radio beacon/ B4 {: @9 C2 z# ]# o (NDB) ground transmitter. Direction is indicated to+ O- b; z$ O) W& O 7/31/08 Pilot/Controller Glossary 8 D; f' X/ c4 f7 O2/14/084 |* Y) f+ {3 y& n, I1 ^ PCG A-16 : g5 t1 a! @/ p0 c; [the pilot as a magnetic bearing or as a relative bearing & N4 m4 G( k/ V' M( ]. Dto the longitudinal axis of the aircraft depending on $ N. a+ Y. t9 P1 k6 Bthe type of indicator installed in the aircraft. In certain* c2 `3 C2 M/ u7 o applications, such as military, ADF operations may5 Q1 I9 `- p- d, R be based on airborne and ground transmitters in the: {6 U7 p8 n0 a1 C, f A7 P) E3 u VHF/UHF frequency spectrum. 0 l; M6 ?8 U# U6 z5 h A2 k8 c(See BEARING.) + _8 S% }# r# ]- g: K(See NONDIRECTIONAL BEACON.)! f/ k0 q; ], u- w2 y5 i# J AUTOMATIC FLIGHT INFORMATION 5 { N4 i. Z! z* r, f' CSERVICE (AFIS) - ALASKA FSSs ONLY- The; O: L$ V }% G* o# } continuous broadcast of recorded non-control 4 V$ Q/ p6 j" ]5 A- Qinformation at airports in Alaska where a FSS. c! L8 e4 Q0 y4 Z i3 y9 x provides local airport advisory service. The AFIS " A) K9 E" ~* }+ r$ j5 sbroadcast automates the repetitive transmission of , s! I) h1 l0 U0 jessential but routine information such as weather, " `; @! |& k$ l. G$ x9 hwind, altimeter, favored runway, breaking action,; h& q3 a8 e5 ] F- F9 H3 N5 l2 _( q airport NOTAMs, and other applicable information. $ Q; |3 Q; C, W4 [The information is continuously broadcast over a2 T* {* T7 q, @5 \; e5 L discrete VHF radio frequency (usually the ASOS" Z5 d5 y) S, n, p3 n0 V; n4 k* e frequency.)6 k( H& }5 {6 X; S AUTOMATIC TERMINAL INFORMATION ! S ]# z* D |8 K2 nSERVICE- The continuous broadcast of recorded 7 h0 ?/ x; ^1 e) l; xnoncontrol information in selected terminal areas. Its 3 l8 L9 d0 U) l- Y& gpurpose is to improve controller effectiveness and to : |" C7 a8 G' D0 ?/ z0 x; srelieve frequency congestion by automating the, M ~& W$ A. T repetitive transmission of essential but routine% v+ Z! E% O' i information; e.g., “Los Angeles information Alfa. ' w) Y @* f' gOne three zero zero Coordinated Universal Time. O! j0 S: f1 _1 j$ f Weather, measured ceiling two thousand overcast,# z0 x! d1 w' Y7 H g0 B. ` visibility three, haze, smoke, temperature seven one,! {- U) c" V ?$ n( O4 z; I dew point five seven, wind two five zero at five,( v' f/ v! W$ Y; g altimeter two niner niner six. I‐L‐S Runway Two Five " [6 s- N; P8 p$ v G1 nLeft approach in use, Runway Two Five Right closed, 5 h# ^1 V0 c, [, r% S$ L0 ?advise you have Alfa.”- X: @0 ?2 q4 ?1 W9 {6 j6 @ (See ICAO term AUTOMATIC TERMINAL ) `2 h' t7 [6 _0 Z$ UINFORMATION SERVICE.)* |& u8 n3 q! p. z6 @4 u$ P, K2 X (Refer to AIM.) 6 X; C) `, C4 l( g5 O; C- Y4 K2 hAUTOMATIC TERMINAL INFORMATION - d% f1 O, U* P! n7 O" [SERVICE [ICAO]- The provision of current, routine ; t1 e9 L1 l& E/ u/ @' Kinformation to arriving and departing aircraft by ( W4 V! o! H8 t& ~2 ?3 I! a# N+ jmeans of continuous and repetitive broadcasts 8 k5 Q0 b, I0 w7 fthroughout the day or a specified portion of the day. + g+ z! o! E% l) LAUTOROTATION- A rotorcraft flight condition in6 N; s; b: f( s# j7 Q which the lifting rotor is driven entirely by action of& R: u( x' ~8 b9 c! t& g the air when the rotorcraft is in motion. # ^1 H* d( X8 F% P+ U/ ea. Autorotative Landing/Touchdown Autorota‐ ) A- a5 [1 j6 Otion. Used by a pilot to indicate that the landing will : {5 U! X' k: t) M1 t$ R6 obe made without applying power to the rotor.3 D* i8 c. P H5 ~$ _8 |) E8 B b. Low Level Autorotation. Commences at an, y- q% r5 X& [ altitude well below the traffic pattern, usually below) e4 ~' v3 R3 j7 N T 100 feet AGL and is used primarily for tactical 4 S' I" ~* _/ v6 smilitary training. F" ?' j! t5 }1 q( F: @& `- V4 ^c. 180 degrees Autorotation. Initiated from a( A% Q1 }* f% E0 B0 U, O" _ downwind heading and is commenced well inside the # {) g5 \! x8 a6 |, {# P# J. P8 Y) znormal traffic pattern. “Go around” may not be 2 e! I; X8 q2 k7 Qpossible during the latter part of this maneuver. / n7 Q2 N2 p* G# a$ ^AVAILABLE LANDING DISTANCE (ALD)- The6 A: n9 I0 q) I8 B4 s portion of a runway available for landing and roll‐out A! d1 _! [. s8 b: m/ |for aircraft cleared for LAHSO. This distance is: W0 F" g: O8 S/ [( W. E- N" z measured from the landing threshold to the 0 U7 C' D ~- J( B4 X5 ehold‐short point.( ]# q% X0 j: @4 S3 \ AVIATION WEATHER SERVIC E- A service ( m2 } m9 v1 p1 f+ Uprovided by the National Weather Service (NWS) and2 W+ q/ t0 D, R FAA which collects and disseminates pertinent5 U/ ?3 J, H: w. h weather information for pilots, aircraft operators, and$ i5 `. T5 _* a- a) T ATC. Available aviation weather reports and 5 ]- ~1 S3 u& J. w! Y8 Eforecasts are displayed at each NWS office and FAA & V' }8 V9 B0 V! y+ N1 }FSS.- e! \0 q- m/ O) ^% K& t; d (See EN ROUTE FLIGHT ADVISORY- i' \( i( h+ A. t5 u0 O% e% o$ j SERVICE.)1 f- \; p3 O3 M! v6 a (See TRANSCRIBED WEATHER BROADCAST.) , n7 ~8 G O' j$ _2 d% Q(See WEATHER ADVISORY.) 1 |' m+ y- B3 `8 j2 c(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$ {; O7 Q1 A C ALERTS.)' `9 e+ c' F2 T% k G& ?+ w AZIMUTH (MLS)- A magnetic bearing extending1 ?% M0 Q* z0 D5 H from an MLS navigation facility.8 H+ U1 ^" B' B: x4 \( X7 O Note:Azimuth bearings are described as magnetic3 W: ]; p' [# l# M! L# h# Y and are referred to as “azimuth” in radio telephone T- k7 O' J) g, J3 I# j! C communications. ; e+ b2 P% g o7 \( b( jPilot/Controller Glossary 7/31/08/ m' V+ e$ g- ~; a+ x! R" h' j Pilot/Controller Glossary 2/14/08 7 Y/ y- l; g* gPCG B-1 6 ]$ _8 v: C# N6 C) XB+ M1 J) z k& t BACK‐TAXI- A term used by air traffic controllers& k3 |0 t! | I8 M- _ to taxi an aircraft on the runway opposite to the traffic5 r+ f+ P% ]6 u flow. The aircraft may be instructed to back‐taxi to $ R5 T) y7 i) x7 k6 ]9 {" T# ]the beginning of the runway or at some point before 1 i2 a5 `3 Z" P( I: h6 B9 W" W7 qreaching the runway end for the purpose of departure % a; `9 \# K) ?4 ^4 Ror to exit the runway.! }3 d; _% G4 H+ Q# L/ g7 Z# Z/ \ BASE LEG(See TRAFFIC PATTERN.)7 }/ |; S% X: o* { BEACON(See AERONAUTICAL BEACON.) 7 X2 @( M3 H2 J) j(See AIRPORT ROTATING BEACON.) ) M$ B8 w* T2 {% W" b2 N$ j7 R(See AIRWAY BEACON.)8 V8 l+ ?! M$ l (See MARKER BEACON.)4 b$ [7 m" p( [+ e4 F, @8 Z: W, u (See NONDIRECTIONAL BEACON.) 0 o- `: F o3 |! K5 p) f- R: j4 ~! u n) ^(See RADAR.)5 h) P# R* _% e o* ] BEARING- The horizontal direction to or from any# \& G7 L4 ?0 ^; V' f% R) k: X point, usually measured clockwise from true north, / A3 f) V& Y7 C% mmagnetic north, or some other reference point ! ?, v: e# s/ T1 Hthrough 360 degrees. # }1 W8 x& e* ~3 k+ _1 w4 Z; v(See NONDIRECTIONAL BEACON.) : h3 \( i+ P, W8 I! ]# h5 f6 hBELOW MINIMUMS- Weather conditions below/ E, k% y6 @/ l! N! L3 A$ L5 v the minimums prescribed by regulation for the 9 q; z1 S4 J7 M4 f1 D; q# Dparticular action involved; e.g., landing minimums, ! M# E9 u9 } h T( ktakeoff minimums.3 `4 y! A8 I% L6 T$ ?4 S BLAST FENCE- A barrier that is used to divert or0 U j+ i& W" b, q* F dissipate jet or propeller blast.5 p9 P, v7 u) _& F BLIND SPEED- The rate of departure or closing of9 `, e: {' p! M a target relative to the radar antenna at which - C/ k$ S5 j2 k* @) v" tcancellation of the primary radar target by moving0 Q; R* N2 N* v |! ^8 ~/ q target indicator (MTI) circuits in the radar equipment' F, J* Z; A, X l+ E( T; n! T. _ causes a reduction or complete loss of signal. 0 E6 R" v& Q: ~. W/ i/ W(See ICAO term BLIND VELOCITY.)! l y- n" Q8 p BLIND SPOT- An area from which radio ) c3 M& W# a; r0 r! N( L2 e2 j7 ktransmissions and/or radar echoes cannot be3 j3 b7 b9 X$ G- k! |3 e received. The term is also used to describe portions6 t, _1 k5 Y( {; _; S3 g of the airport not visible from the control tower. . H7 o; V4 }* bBLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.) * J( o2 ?- \2 ?/ X9 dBLIND VELOCITY [ICAO]- The radial velocity of/ ~5 E. h: @* x7 A' Y" i5 y8 B a moving target such that the target is not seen on6 D! y9 Y; J, f' `. [( G primary radars fitted with certain forms of fixed echo & O f6 ^4 y1 W) a1 q0 Dsuppression. 1 H, c" v; M( x- L5 C; _BLIND ZONE(See BLIND SPOT.)1 z7 x$ o4 D, O' l BLOCKED- Phraseology used to indicate that a ! L5 _# t$ Z5 C. j9 _1 Jradio transmission has been distorted or interrupted . k- p! [3 p9 [; H# } `2 cdue to multiple simultaneous radio transmissions. 4 b; W) w w3 l/ H5 v( U1 lBOUNDARY LIGHTS(See AIRPORT LIGHTING.)2 s7 k5 \% v3 T+ U% {6 J7 Z BRAKING ACTION (GOOD, FAIR, POOR, OR # X( y; P; y8 k$ x8 @" ONIL)- A report of conditions on the airport ( E, \* m- D- ?1 a4 L( umovement area providing a pilot with a degree/6 u# I8 D4 o" k8 C9 \0 V, _ quality of braking that he/she might expect. Braking - s5 w$ k( R! g9 b1 w" F/ j! k! @6 Haction is reported in terms of good, fair, poor, or nil. : o, z0 g9 x4 I$ E7 d( P(See RUNWAY CONDITION READING.)* a- J" X3 S6 }4 I8 `) K( X BRAKING ACTION ADVISORIES- When tower 5 {( A# W: `7 P9 [( t+ jcontrollers have received runway braking action 5 A1 B8 l' V( ~1 |reports which include the terms “poor” or “nil,” or 8 ^8 b1 K* k1 j7 i A9 rwhenever weather conditions are conducive to/ Z: B# ~: p' G! ^2 p( | deteriorating or rapidly changing runway braking 4 C7 P* g- C! V1 E; Q( Kconditions, the tower will include on the ATIS ( p; A+ Z( m: M' }* @+ pbroadcast the statement, “BRAKING ACTION % ~: R0 L) x7 JADVISORIES ARE IN EFFECT.” During the time) j8 F! p" i+ R; H3 u Braking Action Advisories are in effect, ATC will" n' d, ]! B% t3 n, ] issue the latest braking action report for the runway E* {8 x) y+ M. e% Oin use to each arriving and departing aircraft. Pilots1 U e0 q- ~$ g4 R* ?8 n+ R% U& V should be prepared for deteriorating braking( I# v5 V# u' d: J# u conditions and should request current runway p a8 ?4 C2 h/ g+ |$ o condition inform ation if not volunteered by- s4 X) M/ J, ?: Q7 c controllers. Pilots should also be prepared to provide! {& V$ c3 h3 x# `' X6 l! _ a descriptive runway condition report to controllers 5 c' t' v H0 qafter landing. " u6 O; U, a3 _$ H! EBREAKOUT- A technique to direct aircraft out of8 C# @% F3 X2 ~1 | the approach stream. In the context of close parallel& Y0 e6 N1 P! J& a+ V operations, a breakout is used to direct threatened' X+ v( Q& F2 h# I2 H2 R3 D- N aircraft away from a deviating aircraft.7 t- C" a* K& ?% t0 _ BROADCAST- Transmission of information for 9 ^; b2 _+ [% k" `which an acknowledgement is not expected. - s5 K& P7 d1 Z9 s: c(See ICAO term BROADCAST.) 2 u7 O% }$ ]/ _% F" p+ aBROADCAST [ICAO]- A transmission of informa‐, v( `" x) @+ @5 b' f! ~% Z tion relating to air navigation that is not addressed to 1 U& ]0 k% G6 |+ x1 E% v8 ^8 ka specific station or stations. 4 g4 R9 h( p! L* [" lPilot/Controller Glossary 2/14/08* _; ^) G' x! d/ B" v PCG C-19 z0 o0 ?! t# u. S( @, a C . {1 m4 x; b3 ~: |CALCULATED LANDING TIME- A term that may . w* m' W8 b; i- O Pbe used in place of tentative or actual calculated % U$ E( j3 Z4 o. s ^( P( p- |9 C {landing time, whichever applies. ' }; z# x2 h9 |" K1 k0 s+ lCALL FOR RELEASE- Wherein the overlying $ } h: v+ c2 ~' a0 `ARTCC requires a terminal facility to initiate verbal & [1 ]0 `! `* N0 x( m0 s( xcoordination to secure ARTCC approval for release 0 K7 T3 ]. j4 _of a departure into the en route environment.. Q" H \; M! ^% P4 v3 ] CALL UP- Initial voice contact between a facility 8 w' w& s# G9 `( ~, m8 |and an aircraft, using the identification of the unit * p. I+ \2 Y# |4 r5 Z- D( mbeing called and the unit initiating the call.2 U, v, O; L; Z/ g; V (Refer to AIM.)( I1 @5 H- c& y8 _# H! O CANADIAN MINIMUM NAVIGATION PERFOR‐2 @, m7 V3 _ {0 x' t s, I MANCE SPECIFICATION AIRSPACE- That2 M# [: z/ A7 C6 E portion of Canadian domestic airspace within which7 {3 N& X1 D; e$ [2 U1 c" ~) [ MNPS separation may be applied. J; O; d! i; W CARDINAL ALTITUDES - “Odd” or “Even”4 m0 B7 ?; }4 M2 {6 P2 w thousand‐foot altitudes or flight levels; e.g., 5,000,3 R5 N& a% p; e& e! ~0 l2 I; ] 6,000, 7,000, FL 250, FL 260, FL 270.# [5 u8 P' p+ t6 `) p6 s (See ALTITUDE.)( m- A8 R2 h/ i (See FLIGHT LEVEL.) - O: _/ [0 ? _2 W; d: ^CARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.)4 X+ S7 U6 y* _ V2 r" I: W CAT(See CLEAR‐AIR TURBULENCE.) 7 Q/ u9 O% k! ACATCH POINT- A fix/waypoint that serves as a / w2 y, |( A- g9 ztransition point from the high altitude waypoint0 x' ~' B: h9 y navigation structure to an arrival procedure (STAR) g1 {1 Y; L/ a. R7 sor the low altitude ground-based navigation ( Q% s1 J A5 v; ^3 @structure.9 p2 I) E! s# q7 f# [ CEILING- The heights above the earth's surface of % M% _$ K* _7 ^, C3 w2 K2 bthe lowest layer of clouds or obscuring phenomena6 _9 B% G g( \$ z6 p8 I that is reported as “broken, ” “overcast,” or& w& Z; N4 h7 u F" T$ w. j, E “obscuration,” and not classified as “thin” or7 F, Z" Q8 K% m* l0 O “partial.”- ~0 F% a/ _% x. t8 K$ { (See ICAO term CEILING.) ; [- E; ~$ d, Z% y. C- ECEILING [ICAO]- The height above the ground or + C, y* B" Z. R& K( \water of the base of the lowest layer of cloud below& R) y+ j* E8 \2 m: K 6,000 meters (20,000 feet) covering more than half * ~' f( b6 h+ A/ {the sky. . _& c# V8 M p" y5 E+ CCENRAP(See CENTER RADAR ARTS , ]1 F, ^# o* W( M0 F( d: jPRESENTATION/PROCESSING.), q0 {8 G7 u' {# c9 s' u. t, | CENRAP‐PLUS(See CENTER RADAR ARTS' E3 C- U) v# j- W6 x2 C5 t PRESENTATION/PROCESSING‐PLUS.)! V; ~; @. y* E$ l4 Y9 r0 m CENTER(See AIR ROUTE TRAFFIC CONTROL / w; W" y5 Z7 ECENTER.) 8 B' N3 |8 R* A3 w# R/ g4 e: oCENTER'S AREA- The specified airspace within : x# m2 k/ g( p+ ] Z" Bwhich an air route traffic control center (ARTCC)' d8 }" G4 N9 ^+ q' P provides air traffic control and advisory service. + M: Q W2 [9 C# }; J" k' c4 Y) z(See AIR ROUTE TRAFFIC CONTROL + z7 { {7 e1 pCENTER.); }" m: K+ Q: g. [+ _ ?. `5 e (Refer to AIM.)& J" @- v6 c7 v9 e. y9 l/ c CENTER RADAR ARTS PRESENTATION/ 0 P% |1 u; _$ `& e1 Q$ G, _# aPROCESSING- A computer program developed to, C7 x* v/ T3 _6 X. ] provide a back‐up system for airport surveillance 2 Y$ y% a, L4 i6 nradar in the event of a failure or malfunction. The r" W' T5 j/ D6 M# q' gprogram uses air route traffic control center radar for 1 l, {5 A3 _" p2 lthe processing and presentation of data on the ARTS . S1 ~/ z. k# Q1 u# _0 xIIA or IIIA displays.& I1 C! t7 s3 K# u4 m' q/ \ CENTER RADAR ARTS PRESENTATION/* G0 y! {9 [2 v. k: v PROCESSING‐PLUS- A computer program* M+ @# A( g" k" o developed to provide a back‐up system for airport+ ]% @( ]4 R7 N- r$ j7 } surveillance radar in the event of a terminal secondary % c2 k( k. G" m* zradar system failure. The program uses a combination% u) P, [. p8 ?) i3 C' \# Z of Air Route Traffic Control Center Radar and- P1 P/ {6 \1 I# t# S- }6 r( L terminal airport surveillance radar primary targets # @( f8 o8 ]$ jdisplayed simultaneously for the processing and 1 Y- P4 |+ h+ |; V7 e: l' H8 D8 dpresentation of data on the ARTS IIA or IIIA ' z+ P2 X7 J( t& |2 vdisplays. ' U4 H/ |' `8 a5 a" ` CCENTER TRACON AUTOMATION SYSTEM % k+ {, O$ F5 {/ U# D6 Q(CTAS)- A computerized set of programs designed 6 g, O4 s0 O: o9 N! p) hto aid Air Route Traffic Control Centers and 8 p( C* m% o1 E" y) k4 }TRACONs in the management and control of air/ ~5 B( D7 @) L! x traffic. " ^, [8 |6 t, p/ ?, O& m8 c, ] KCENTER WEATHER ADVISORY- An unsched‐ - L4 t8 a( ~( ?- {( n5 b! guled weather advisory issued by Center Weather & |/ ^1 _. D( X* o% WService Unit meteorologists for ATC use to alert z! M s5 E, I V9 x9 R9 \pilots of existing or anticipated adverse weather+ `/ ?9 K# C2 x4 h) @ conditions within the next 2 hours. A CWA may/ A& e! p3 U9 Z6 n+ \: _$ d- N- P modify or redefine a SIGMET.7 }: p6 V% h8 u1 E9 K (See AWW.)+ M: z/ e& L- ?9 o (See AIRMET.); C0 g" K; O( {" h (See CONVECTIVE SIGMET.) % n0 j' u# S. @(See SIGMET.) ; E: q! z' ?& x4 `- o(Refer to AIM.) 0 v% C) ]* b. vPilot/Controller Glossary 2/14/086 e" q V- m0 Q0 z8 l7 M PCG C-2( n: _: _% o8 Q( ~% }# ] i CENTRAL EAST PACIFIC- An organized route7 @9 ?; x5 e2 T$ A y/ z- k0 d7 o system between the U.S. West Coast and Hawaii.8 a3 o5 F% H* u. C. U/ Z( U CEP(See CENTRAL EAST PACIFIC.)8 @. M2 K7 s9 F3 a CERAP(See COMBINED CENTER‐RAPCON.)5 V" Q5 ^ s% U CERTIFIED TOWER RADAR DISPLAY (CTRD)- ) m$ N+ [$ J7 e. ZA FAA radar display certified for use in the NAS. ; }' ]% r( B+ D! Z. uCFR(See CALL FOR RELEASE.) 5 M, [; v1 f$ Z. ?CHAFF- Thin, narrow metallic reflectors of various + `+ y: G: A/ l$ {- c* ilengths and frequency responses, used to reflect radar; ^4 X; ] \8 M! G: P energy. These reflectors when dropped from aircraft! t+ Q- G! k9 u and allowed to drift downward result in large targets 5 q- k5 L1 n7 w& ]7 m6 h0 Bon the radar display." P @, l `5 v4 u V CHARTED VFR FLYWAYS- Charted VFR Fly‐! |/ F: ~ K) l, N! L# q l! S ways are flight paths recommended for use to bypass & C( j- V8 l1 q. R9 {areas heavily traversed by large turbine‐powered8 M A. N+ o: p3 H! ` aircraft. Pilot compliance with recommended 8 u0 b, b$ T) ^# Q: n+ A% D" |flyways and associated altitudes is strictly voluntary.0 y, a- R# [ {0 M VFR Flyway Planning charts are published on the6 k4 [' a+ _1 K# v7 r, ]$ F" [ back of existing VFR Terminal Area charts.- `9 K M3 d: L5 F3 c8 l CHARTED VISUAL FLIGHT PROCEDURE ) t5 [2 F4 K* s. f! T3 a: {APPROACH- An approach conducted while' _+ [; }/ {5 ^: w f; ] operating on an instrument flight rules (IFR) flight 1 Q0 s4 i H4 ~$ m2 G4 v+ J$ eplan which authorizes the pilot of an aircraft to * z& P8 d* D$ O" @- ?# \proceed visually and clear of clouds to the airport via 2 u. o6 E9 M4 X5 Jvisual landmarks and other information depicted on % X5 ~( z# p! D1 x0 Na charted visual flight procedure. This approach must/ V0 w" ?3 ^( T% Z/ D& t3 G$ T be authorized and under the control of the appropriate" a G3 O. \3 N& H8 S$ ^4 Y, ^6 W air traffic control facility. Weather minimums( o% @ G( D* K; I, t required are depicted on the chart. e5 _. Z9 W8 { CHASE- An aircraft flown in proximity to another ; F/ ]: l5 y3 @# I2 Gaircraft normally to observe its performance during ' c3 m- M; `$ v# e* {6 Ktraining or testing.5 n( n2 ~3 M6 ^) O6 x CHASE AIRCRAFT(See CHASE.) $ [" h6 W+ q+ VCIRCLE‐TO‐LAND MANEUVER- A maneuver" u& M2 C) n4 i' G* L) r" t initiated by the pilot to align the aircraft with a. @) l3 c' D6 r, U runway for landing when a straight‐in landing from$ A* Q5 z, Q g! K an instrument approach is not possible or is not " ]: Q. @( c" D) g' ]desirable. At tower controlled airports, this maneuver ; ?, ]: h) s9 x8 _' @- His made only after ATC authorization has been- A g/ |4 n4 w% e% G. K; ~ obtained and the pilot has established required visual7 _/ l9 D; w9 I; k7 G+ E9 N/ l reference to the airport. ( ~; n: [5 [$ D" E+ c A(See CIRCLE TO RUNWAY.)/ W6 w, ?( [7 t1 j* _6 R5 c5 t2 f (See LANDING MINIMUMS.) 3 Q1 u- V: H4 F9 c; V1 ]) z(Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)- " T/ T9 n* f: X6 l5 J# S7 GUsed by ATC to inform the pilot that he/she must) N# y: E, M4 L `# a1 t F circle to land because the runway in use is other than / F, j2 X; G" F5 ethe runway aligned with the instrument approach 2 x, v; z6 Q0 h; {8 Iprocedure. When the direction of the circling/ ]& G: J: C" r. _3 C maneuver in relation to the airport/runway is% R! d+ b2 G. Q! i9 X6 G required, the controller will state the direction (eight( o" |: ?1 G! ] cardinal compass points) and specify a left or right + K1 P3 t9 `, a1 \2 Wdownwind or base leg as appropriate; e.g., “Cleared$ |. a& O0 G" _; p VOR Runway Three Six Approach circle to Runway 9 G% ?* ^2 f4 m2 u6 MTwo Two,” or “Circle northwest of the airport for a 5 e f7 z1 v, p% n& J, u) @right downwind to Runway Two Two.” ; \; ?* ]5 O8 e6 ^8 f, W9 n0 F/ i# S(See CIRCLE‐TO‐LAND MANEUVER.)+ t4 S3 k7 a9 Q. ~ (See LANDING MINIMUMS.) + A0 s4 r! Q0 O; S3 o# v. i(Refer to AIM.) 6 _. r+ m; l# t. FCIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.) , k% x: h" f Z& f h0 gCIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.)2 Y% W D8 I( ^6 a CIRCLING MINIMA(See LANDING MINIMUMS.) : i8 H& M+ G3 S ~& c2 X6 k( t3 ~CLASS A AIRSPACE(See CONTROLLED AIRSPACE.) - y" e5 J8 A$ h* wCLASS B AIRSPACE(See CONTROLLED AIRSPACE.) * s9 H7 f: T) Z4 d0 D5 v0 a5 x/ WCLASS C AIRSPACE(See CONTROLLED AIRSPACE.)* k; h1 s# w3 ^3 @6 l CLASS D AIRSPACE(See CONTROLLED AIRSPACE.)* t9 _' h5 X x8 n CLASS E AIRSPACE(See CONTROLLED AIRSPACE.) - R- u! p% E9 J' O" d$ P# kCLASS G AIRSPACE- That airspace not designated2 z. _3 c% @8 [4 S- _8 f as Class A, B, C, D or E." K4 ]* @+ N7 E2 Q* J$ @) b: \ CLEAR AIR TURBULENCE (CAT)- Turbulence " L* |/ D9 f0 N4 V. Nencountered in air where no clouds are present. This8 h0 k0 r6 ^/ Z. k2 W* C! T% j D term is commonly applied to high‐level turbulence : b# S* N; h6 Rassociated with wind shear. CAT is often encountered" P# e7 M& J+ I in the vicinity of the jet stream. $ ?/ |, A$ X/ g* m5 n8 X(See WIND SHEAR.)8 }( _2 w6 K8 @6 _" `/ M) { (See JET STREAM.) " b4 [( E \4 g0 YCLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a ; p$ k# L2 i" W/ P6 krunway, is clear of the runway when all parts of the5 L- T7 }6 a+ T# a9 E Pilot/Controller Glossary 2/14/08 + N# V& z' A( BPCG C-3 + N4 n$ h0 u( y% K. Y& t) _aircraft are held short of the applicable runway+ R- R: j7 X/ E holding position marking. 1 p% k5 s @0 b. H7 l7 V3 s; {* ~b. A pilot or controller may consider an aircraft, ' Q, P3 T7 S+ O9 wwhich is exiting or crossing a runway, to be clear of 1 E W) a! Z: sthe runway when all parts of the aircraft are beyond . V' t9 ^% o& z5 j/ P- I; athe runway edge and there are no restrictions to its X6 p( W m: E( _3 @3 n: j continued movement beyond the applicable runway/ ^6 }( o2 @6 J$ Y holding position marking.; k- p: T# s2 y+ H- q c. ilots and controllers shall exercise good; D8 b5 R* \1 l0 m judgement to ensure that adequate separation exists 3 W9 F7 M$ q1 ]- G5 Bbetween all aircraft on runways and taxiways at , R p7 T$ ?& v7 J: U" cairports with inadequate runway edge lines or ' o( M1 R; m% C, U4 M& e5 A( y) vholding position markings. * B6 L1 R1 C# LCLEARANCE(See AIR TRAFFIC CLEARANCE.) ; K6 |7 y& c7 U& @1 u. C# I9 j ~CLEARANCE LIMIT- The fix, point, or location to 5 d0 N! z. s5 D9 s: v" Hwhich an aircraft is cleared when issued an air traffic; m z. B+ B3 o- } { clearance. & R. c# l8 l5 O/ [(See ICAO term CLEARANCE LIMIT.) 5 X+ j7 \* A5 T( I A& u# W/ cCLEARANCE LIMIT [ICAO]- The point of which ; j; o3 X6 E; J [- Y v; ?0 ~0 van aircraft is granted an air traffic control clearance. 2 Y- p) U- }2 }" ?+ R5 q p' u7 ECLEARANCE VOID IF NOT OFF BY (TIME)- 2 t4 a+ u% m# I" M2 X% NUsed by ATC to advise an aircraft that the departure 9 v4 ~$ t9 H/ Rclearance is automatically canceled if takeoff is not& l0 F' `2 {0 N5 d* d made prior to a specified time. The pilot must obtain 2 p6 ]$ Q D' R/ |, i$ I& Q8 Fa new clearance or cancel his/her IFR flight plan if not 7 y' `# V: F/ x) g" _! p U* Voff by the specified time. 6 e K5 g- q- ?' U(See ICAO term CLEARANCE VOID TIME.)# S" t+ Z$ w9 K( R CLEARANCE VOID TIME [IC AO]- A time- B* c6 i3 F+ {9 l specified by an air traffic control unit at which a' y9 L( l0 `0 z n8 G clearance ceases to be valid unless the aircraft % G8 I. l- {+ Z) t" k o5 Zconcerned has already taken action to comply* Q2 O/ ~+ W3 Z- p/ R2 ~- m therewith.* z4 q8 [: N3 C- K0 \" e' G CLEARED APPROACH- ATC authorization for an; O0 M3 l* P0 q- d* N7 x% r8 { aircraft to execute any standard or special instrument1 @+ r) @% ^7 X. |8 i- b8 ?1 h approach procedure for that airport. Normally, an & M9 r! m$ n4 r5 c8 E U! eaircraft will be cleared for a specific instrument M1 |6 U; O% V/ }; t; z4 Japproach procedure. & }8 i m+ I6 s$ Y! ^( M(See CLEARED (Type of) APPROACH.) 8 ^0 t' T2 g, m! |0 F- y+ v# N(See INSTRUMENT APPROACH 8 P" V! z1 S" i7 v2 f8 vPROCEDURE.)$ z3 w" s4 |; C% n) J) ]) [4 d (Refer to 14 CFR Part 91.) 7 K: a8 q* e h+ y# t* v(Refer to AIM.)6 H- j3 \2 E2 f7 P. E: H7 R9 D CLEARED (Type of) APPROACH- ATC authoriza‐+ M, b3 b2 e. B( c" g0 G! `0 y tion for an aircraft to execute a specific instrument : _. F) i& O* z$ Fapproach procedure to an airport; e.g., “Cleared ILS 9 T& T( l& u! M; L# U& hRunway Three Six Approach.”$ Y2 a# R! G% f; @ (See APPROACH CLEARANCE.)" [3 b; Y: |: ?. m2 F4 p (See INSTRUMENT APPROACH- R1 w" i. x0 M4 A# x/ ] PROCEDURE.) " \% B3 A. G2 m6 P4 V$ R8 G2 L(Refer to 14 CFR Part 91.) ' E1 ^0 x+ w& t1 t1 J( \8 C8 j% N4 @(Refer to AIM.) 4 }1 ?7 E- E: F' J- G4 UCLEARED AS FILED- Means the aircraft is cleared 6 v1 u; W' O7 Fto proceed in accordance with the route of flight filed , y& u. y( O9 p0 D. @" S$ Y+ qin the flight plan. This clearance does not include the . T2 [$ ?1 D. Zaltitude, DP, or DP Transition." j" |% c9 e' u' I0 f: o% | (See REQUEST FULL ROUTE CLEARANCE.)% I, v5 U; i8 u- p: q4 c (Refer to AIM.)9 T4 O# |, d% I. ^1 | CLEARED FOR TAKEOFF- ATC authorization- I+ W& d; ]* m for an aircraft to depart. It is predicated on known 3 P* w" p% Z9 a8 ]2 qtraffic and known physical airport conditions.. h. l6 U6 c3 b+ Q6 s CLEARED FOR THE OPTION- ATC authoriza‐9 B, R( L7 S5 ?: I tion for an aircraft to make a touch‐and‐go, low! I. Z7 D/ \" M% e/ ]6 m- w approach, missed approach, stop and go, or full stop7 j9 j. W5 Y! s. N* n/ {- m landing at the discretion of the pilot. It is normally7 ^7 k9 U# ]0 z# D$ k" [ used in training so that an instructor can evaluate a # [) m7 X- k, s. o- Z8 mstudent's performance under changing situations.7 m, P& x8 v y% z. C: g% z (See OPTION APPROACH.) X* u. r, C( i2 K( N ~(Refer to AIM.)1 _* Z5 E+ d7 Y8 g CLEARED THROUGH- ATC authorization for an, O7 o. W$ l6 N aircraft to make intermediate stops at specified 4 O* f! n6 n6 c5 {5 J0 v' e# U ^* `airports without refiling a flight plan while en route( @1 h. K' x( \$ |9 Z to the clearance limit. 7 }- {( l4 M/ s+ z3 u+ [CLEARED TO LAND- ATC authorization for an / ]$ f2 ]% p8 H- _aircraft to land. It is predicated on known traffic and 8 K; {0 O. t k+ Bknown physical airport conditions. & t' N& r0 h- M" Z1 A- u* S- ]. WCLEARWAY- An area beyond the takeoff runway - S0 Z* o: Y6 a+ v8 Gunder the control of airport authorities within which 9 A0 L% Z+ w: ?5 e3 { Kterrain or fixed obstacles may not extend above ) \! e# @+ `( z, [, Wspecified limits. These areas may be required for2 D: w% U- ?; W! e, Q certain turbine‐powered operations and the size and 4 }) P: {/ I B' ?7 o A2 hupward slope of the clearway will differ depending on8 |# f, v' [; t- P. v when the aircraft was certificated. 4 h. \: [* P+ y/ E2 g(Refer to 14 CFR Part 1.)3 B) o# Y4 D, @5 D$ n% h U CLIMB TO VFR- ATC authorization for an aircraft / K0 j9 j9 ^$ R/ b9 k4 zto climb to VFR conditions within Class B, C, D, and ! O2 K' J, }" h0 {& Y: YE surface areas when the only weather limitation is ( Z: a6 E" L! p5 l8 i* ~3 Rrestricted visibility. The aircraft must remain clear of , f0 x1 T: R4 ?+ q: [0 K, hclouds while climbing to VFR.$ W' O" d6 |& a* ^ k& t (See SPECIAL VFR CONDITIONS.); x9 m& N; E; l (Refer to AIM.) . _: }! B0 w2 d- I+ pCLIMBOUT- That portion of flight operation " O9 `* y/ j: r: e! P- Vbetween takeoff and the initial cruising altitude. 0 [) v4 J# |/ O; uPilot/Controller Glossary 2/14/08 N7 F$ O% k, ~0 HPCG C-41 `$ c; u2 D$ p; O& q" `( ] CLOSE PARALLEL RUNWAYS- Two parallel" d2 X, ^1 Q0 _+ B3 J) Y2 q runways whose extended centerlines are separated by * n* {# z' Z+ T) r, I6 X/ yless than 4,300 feet, having a Precision Runway , M! c* j0 G, y7 AMonitoring (PRM) system that permits simultaneous7 ~. b( |5 _7 r, } independent ILS approaches.' F+ F# n7 x0 ]! E CLOSED RUNWAY- A runway that is unusable for9 n7 {# Q/ g. {: f aircraft operations. Only the airport management/ ! t! ?( j+ J; S4 k" L+ H" Qmilitary operations office can close a runway. - Q7 f4 A, @2 r( E# I* j, N% D4 f* gCLOSED TRAFFIC- Successive operations involv‐ / ?* X( I/ @/ Z' g- U- g; \: s q! aing takeoffs and landings or low approaches where& G. y4 l, \1 }: k5 Z) H the aircraft does not exit the traffic pattern.; T+ \0 h- [- ~7 @ CLOUD- A cloud is a visible accumulation of 2 ?# N: L0 n4 c, fminute water droplets and/or ice particles in the. W- A ^. `6 w' _% Y atmosphere above the Earth's surface. Cloud differs0 T3 W" `) F* N( C Y1 ?6 Z8 K$ w from ground fog, fog, or ice fog only in that the latter+ W8 J- C. C- o' ] are, by definition, in contact with the Earth's surface. 6 z0 G9 v% ~, SCLT(See CALCULATED LANDING TIME.) ?" z; r. s) b* v! h2 E4 W CLUTTER- In radar operations, clutter refers to the% T! A) r4 G: D8 N( T reception and visual display of radar returns caused; [, g# Z. A- {" p by precipitation, chaff, terrain, numerous aircraft % C. O" |( E- F1 Ztargets, or other phenomena. Such returns may limit 7 Q4 G# r# D/ Q: r' f& _3 m' Zor preclude ATC from providing services based on9 W( ]: i/ ?" _4 k radar.% C0 s% I% z! S$ A (See CHAFF.)9 {5 ?2 \% b% n/ q6 W* M) ~ (See GROUND CLUTTER.) + I' o& C" H6 h( s ]3 I(See PRECIPITATION.) ; J& O2 b, a( ?9 @8 T2 [0 \, g7 }" k(See TARGET.) 3 C+ z1 e1 h9 I, L: o$ |8 z; `(See ICAO term RADAR CLUTTER.) 3 t1 C2 W0 Y* Z, g7 ZCMNPS(See CANADIAN MINIMUM NAVIGATION + y: \: g8 O: q1 x- X: CPERFORMANCE SPECIFICATION AIRSPACE.) . q+ j D' v2 A1 R2 ^0 l1 ECOASTAL FIX- A navigation aid or intersection$ I) u5 ^; K$ i- n2 T& P& l where an aircraft transitions between the domestic/ ]' n& ^( V! _6 `! ]! x6 `7 j( Y route structure and the oceanic route structure. P- r4 G. R; H, aCODES- The number assigned to a particular7 p% T+ t0 j( _, I multiple pulse reply signal transmitted by a/ [$ Y5 s6 b3 g* I- l transponder.7 H, e) l9 {1 n3 a3 I" T8 ~9 q. R (See DISCRETE CODE.) 1 M9 N% {) J; ICOMBINED CENTER‐RAPCON- An air traffic; D' P' R& [8 X9 f( a# C( C8 o facility which combines the functions of an ARTCC3 Z! O" Q9 N9 i and a radar approach control facility. 1 A: A. a/ x5 l" _( b(See AIR ROUTE TRAFFIC CONTROL. v: o4 [ d/ I, d: C CENTER.) \7 y/ M: _, C) i7 k3 f/ |5 ` (See RADAR APPROACH CONTROL 0 x6 ?5 m; ~- p: ?5 m# s! v9 xFACILITY.)3 r9 u: c+ g. H1 n# t COMMON POINT- A significant point over which & ] x) y2 D, K) G; btwo or more aircraft will report passing or have 2 d" v" p7 B& Kreported passing before proceeding on the same or) M# |" z2 b Y( r diverging tracks. To establish/maintain longitudinal6 |( D7 d- N$ E' T+ f1 H separation, a controller may determine a common $ `' ]4 Z8 g" p5 ]* t$ H1 u: i- d3 Ppoint not originally in the aircraft's flight plan and 6 H9 h6 u8 b2 o6 K' ]7 g X5 H: hthen clear the aircraft to fly over the point./ M7 [$ u+ l+ [' ~0 @7 w (See SIGNIFICANT POINT.)9 B* h! H4 l- n/ [/ l COMMON PORTION(See COMMON ROUTE.)% K X8 _0 ~8 J# ^ COMMON ROUTE- That segment of a North # \7 P% o& o/ C2 z& o! ^! GAmerican Route between the inland navigation / W% ]* o2 d! Z( ]) J) [! E: Afacility and the coastal fix.# D2 k9 a J# Q4 @5 r OR; {2 r: `2 f W" |3 W7 b COMMON ROUTE- Typically the portion of a # S8 b& c! Y( \0 \7 e% W' ~RNAV STAR between the en route transition end 0 G' A: Z1 p" q N* g9 [/ @6 Fpoint and the runway transition start point; however,, r* ?8 ~& }$ e the common route may only consist of a single point ; T, c7 y/ z2 [! Ithat joins the en route and runway transitions. 6 z; B1 V$ ^2 X! {' e! SCOMMON TRAFFIC ADVISORY FREQUENCY " e, S9 C! k4 o(CTAF)- A frequency designed for the purpose of" c- @$ _/ z/ m: W4 z carrying out airport advisory practices while: N, i! a3 H' C) e operating to or from an airport without an operating / M* K" E( ?9 u: [4 F% _; wcontrol tower. The CTAF may be a UNICOM, , M' l! d% a7 `/ i: \8 v& C5 tMulticom, FSS, or tower frequency and is identified+ k/ r0 y1 q; u4 l/ W/ E in appropriate aeronautical publications.4 k. |2 k! `5 w4 |: O% U% A (Refer to AC 90‐42, Traffic Advisory Practices at# Z2 p; o- k( B1 i5 v$ W* r Airports Without Operating Control Towers.) $ m* [( l- W) t' b: j nCOMPASS LOCATOR- A low power, low or1 @& h# [4 c0 k7 k4 K medium frequency (L/MF) radio beacon installed at , [; I) a. f" W$ kthe site of the outer or middle marker of an instrument , G2 V9 j% `, ?. T, alanding system (ILS). It can be used for navigation at : H- W/ u% {7 M% _/ c1 i8 adistances of approximately 15 miles or as authorized 7 m6 H, C- I9 v' }; @( ~) s1 B2 Oin the approach procedure.5 w# m5 {& L5 S/ |0 ~4 V ~" S a. Outer Compass Locator (LOM)- A compass % o1 p! R! z: M. p6 h& K4 rlocator installed at the site of the outer marker of an % U4 d* K" K, X7 @" _9 einstrument landing system.8 k5 k, w# C, m0 N2 d (See OUTER MARKER.) 3 p, X8 N. F, V- Rb. Middle Compass Locator (LMM)- A compass. [0 L [, K. W9 Z( d locator installed at the site of the middle marker of an ; P6 F# v" `7 g5 q( e/ }& Zinstrument landing system. ) j) e, m' }2 x7 w. p8 k( q4 d- v! x+ \(See MIDDLE MARKER.) 4 E7 k/ X6 i$ U6 r. h& d(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,, f8 ^' j1 d: S% ` printed on some charts or marked on the ground at an# ^7 d$ B- _1 f( Z+ g j2 J" D airport. It is used as a reference to either true or1 X& f. j [* T" ?. ?* Q magnetic direction.8 y K0 b1 ^/ _- ^% L. M! R COMPLY WITH RESTRIC TIONS - An ATC " V; P6 A1 R1 \: ~$ y oinstruction that requires an aircraft being vectored 2 `& X4 m' s9 U' W1 l aPilot/Controller Glossary 2/14/08& [ X ^6 v2 P# X9 r0 r PCG C-5 ( p1 }7 a; j) m% }! M' Q1 h% wback onto an arrival or departure procedure to comply& n% l) T" ?6 X3 l$ Z with all altitude and/or speed restrictions depicted on 3 e" F% h) _# @8 `0 y) ]# F6 ?# tthe procedure. This term may be used in lieu of7 ^: B0 R0 |6 `6 ~# A: M# | repeating each remaining restriction that appears on% q8 q& n3 h- c9 X' e' Z the procedure. 4 n3 m+ q* }7 K# L- G! V) mCOMPOSITE FLIGHT PLAN- A flight plan which 7 P8 k; x p8 R5 D6 N6 v( Pspecifies VFR operation for one portion of flight and , m' _8 ^5 Y) j$ O% W+ e8 GIFR for another portion. It is used primarily in - h7 O% j9 m2 [: m( A: y: umilitary operations. ' C$ d8 j0 `9 n$ a* U# k(Refer to AIM.) ( }3 P$ h0 t3 R6 B$ G+ ^/ ^% PCOMPOSITE ROUTE SYSTEM- An organized * F( e) e9 R6 Zoceanic route structure, incorporating reduced lateral ! l! h% U% o; K7 f# }+ xspacing between routes, in which composite0 M( G: a* j1 q3 k4 s separation is authorized.

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