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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:06:19 |只看该作者 |倒序浏览

PilotController Glossary

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发表于 2008-12-28 14:07:32 |只看该作者
Pilot/Controller Glossary 7/31/08 ) ?) l$ k; |* Q7 u# aPCG-11 A, o: f/ Y. `) N, q: L! B3 P PILOT/CONTROLLER 9 {" o& l* t% y; q- AGLOSSARY+ @/ F/ _$ u6 L2 \& h PURPOSE ) k+ n0 z E6 \a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic# @! n2 ]4 U9 a! W) A/ ]+ a; Y# D Control system. It includes those terms which are intended for pilot/controller communications. Those terms : s6 l0 P k$ A! }0 i6 D* {+ Q/ G' Tmost frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily3 \& n, P: F( }. m defined in an operational sense applicable to both users and operators of the National Airspace System. Use of; G% f+ T# O+ }- m, B6 Q6 X* H the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose.* B4 [2 `1 D! {, O' N6 a2 X b. Because of the international nature of flying, terms used in the Lexicon, published by the International * o/ k: {) P8 r+ v* TCivil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are5 W- p$ U3 J+ }: e, c followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts + V1 |, k$ m1 o6 |1 X* pof the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical " P5 u) Z# A8 v1 T' IInformation Manual (AIM)." J2 `8 o# ], B. z+ n c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. / D) p- T) C* p! Y0 v# wEXPLANATION OF CHANGES 8 t. c3 N" b, b1 { Z! ~9 R8 [! Za. Terms Added:6 Y% y" [, ]1 J; d* ] AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY # K7 M' L) ?* ?( b& q8 Nb. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant 1 o' E! n" v+ _" m! }8 gnature of the changes. 8 E _1 _! T) V; Y7 \2 O; u- [* QPilot/Controller Glossary 2/14/08 + l+ U: a b6 d" K/ tPCG A-1( D0 Q2 q( J9 P A' i! I) O# I! z9 `; E4 t4 m AAI(See ARRIVAL AIRCRAFT INTERVAL.) / k9 D4 {; ^3 y+ l# iAAR(See AIRPORT ARRIVAL RATE.)4 `: E3 D, `8 ]# R, y- n ABBREVIATED IFR FLIGHT PLANS- An( F' _ I! S. R! q0 ~ authorization by ATC requiring pilots to submit only * \6 e$ T" b& c7 g. _9 o/ m/ E4 t, Xthat information needed for the purpose of ATC. It % v' f a/ B2 B0 ]* ]9 eincludes only a small portion of the usual IFR flight( i# ]+ l1 N( e% b plan information. In certain instances, this may be 3 c: c: }6 {, ^% u0 t# G% }8 R4 y9 zonly aircraft identification, location, and pilot F+ G2 }$ {! W request. Other information may be requested if ) e$ s4 j( }; lneeded by ATC for separation/control purposes. It is # F; g2 Q" ?/ O/ A3 T+ T6 J3 \frequently used by aircraft which are airborne and 5 ~, X6 F& l. u9 Adesire an instrument approach or by aircraft which are h" a1 Z! V4 ^1 n on the ground and desire a climb to VFR‐on‐top.( M2 |+ l4 I9 X/ u" E$ b, n (See VFR‐ON‐TOP.)6 P2 P+ ]! R9 T2 | (Refer to AIM.) , K& \$ s! ?/ f0 KABEAM- An aircraft is “abeam” a fix, point, or% w q0 L/ J" d, x; O object when that fix, point, or object is approximately / y/ C) S, N; K( K90 degrees to the right or left of the aircraft track. : p0 d8 f8 c) Q: @$ x2 oAbeam indicates a general position rather than a & D+ K( d; d2 @precise point. I; x: F( p. K) sABORT- To term inate a preplanned aircraft) g: W" O' V' S# P% V4 X maneuver; e.g., an aborted takeoff., z5 m& r' x% ^8 \ ACC [ICAO]- + h# }; C* r6 R: ^) E6 H(See ICAO term AREA CONTROL CENTER.) c' B& S1 l' |- {1 w4 \3 l% e. a- L ACCELERATE‐STOP DISTANCE AVAILABLE-1 p0 T6 w' X8 q8 U8 i7 o3 x The runway plus stopway length declared available2 Y- P# S7 d" I6 g7 u0 K* \: b. @ and suitable for the acceleration and deceleration of# M8 N/ W( p! E" f( s( e3 U an airplane aborting a takeoff.5 |/ h" n% J3 O8 {" s: ^5 m ACCELERATE‐STOP DISTANCE AVAILABLE0 V$ A! e, s6 c2 M* J [ICAO]- The length of the take‐off run available plus1 d0 X' O4 B4 ^$ R0 T the length of the stopway if provided. , n4 u4 y; B- O' tACDO(See AIR CARRIER DISTRICT OFFICE.) ' d) I% q8 O f/ M7 |ACKNOWLEDGE- Let me know that you have$ F# a6 f9 m9 `) o5 ]. x0 D received my message. $ W/ h' Q, I% Y9 H/ y(See ICAO term ACKNOWLEDGE.) 3 w. ?- n, f! @. f0 A. rACKNOWLEDGE [ICAO]- Let me know that you: D; E: W" i2 x# t- z have received and understood this message. 8 g4 L0 I+ H5 j0 XACL(See AIRCRAFT LIST.), T3 l m. z2 n ACLS(See AUTOMATIC CARRIER LANDING . t% r( Y! v/ } F/ x2 QSYSTEM.)+ r0 y2 p8 |% G8 c$ U ACLT(See ACTUAL CALCULATED LANDING TIME.) 5 y( F, N; T9 Y' P; b: vACROBATIC FLIGHT- An intentional maneuver 4 i! b/ y. E: f/ K) v! Cinvolving an abrupt change in an aircraft's attitude, an : g1 N6 y: H* A: b$ ~6 Oabnormal attitude, or abnormal acceleration not7 e( `& N2 I" ~( n necessary for normal flight. x; X% J- x% I7 t (See ICAO term ACROBATIC FLIGHT.) 1 S: a# Q# p$ `# M(Refer to 14 CFR Part 91.) / F8 b1 f" d% b* JACROBATIC FLIGHT [ICAO]- Maneuvers inten‐ 0 X1 C/ ?6 I. ]. Ationally performed by an aircraft involving an abrupt [1 u$ v5 U" j3 u3 M6 o6 X+ vchange in its attitude, an abnormal attitude, or an% {' V! G" Y& j# q5 E abnormal variation in speed. 4 v6 Y0 d* j6 L4 J' j6 Z9 HACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY" w% f0 ^3 b: e) M' i8 ]& c RUNWAY.) ( B/ j a, T3 n8 y; IACTUAL CALCULATED LANDING TIME-- K' ]1 @: \9 O' X ACLT is a flight's frozen calculated landing time. An ! @3 V+ k( E* S& E, V$ aactual time determined at freeze calculated landing ; D! `# N+ A: [: o$ g, Dtime (FCLT) or meter list display interval (MLDI) for0 c% r" A/ Z' v) m7 u3 B the adapted vertex for each arrival aircraft based upon- o$ l1 ~4 @* t: _+ D. h9 w. }8 {& ^ runway configuration, airport acceptance rate, airport2 N1 D' Z" L9 q: r# d/ Y) u4 Q arrival delay period, and other metered arrival / r# V1 o3 U: w4 j* N. Daircraft. This time is either the vertex time of arrival. W" n4 }4 c# y (VTA) of the aircraft or the tentative calculated! ~* a( M1 B# d# q; s. g landing time (TCLT)/ACLT of the previous aircraft9 {2 k5 ?9 M. x) R0 S. ^ plus the arrival aircraft interval (AAI), whichever is I- [ ]/ d0 a6 Rlater. This time will not be updated in response to the4 [3 h# i1 U2 U- i' e4 V9 U aircraft's progress. 1 `7 |5 C8 a. [( tACTUAL NAVIGATION PERFORMANCE$ Q8 |1 `* K( ~4 j (ANP)- " b `, K1 _! c+ Q4 f(See REQUIRED NAVIGATION; R+ ~% F6 }% n PERFORMANCE.)) U( P6 v6 x$ R ADDITIONAL SERVICES- Advisory information ) {- _( |$ s# P. a( _6 a; Aprovided by ATC which includes but is not limited to, H7 C% C/ e$ ?* L! L the following: ) }9 J3 I/ g0 Xa. Traffic advisories.3 L$ N6 P; Q5 g7 y1 x b. Vectors, when requested by the pilot, to assist% o) A1 {+ H, v8 Y. c! | aircraft receiving traffic advisories to avoid observed% M3 e. d3 N: M4 s/ z traffic. ( i7 \: G( E" |+ {1 n+ r+ ~2 bPilot/Controller Glossary 2/14/08 0 F. W; @& m+ X! m! NPCG A-2' ]1 p, L6 V. f9 a" w) o+ { c. Altitude deviation information of 300 feet or- Q0 W3 x0 z; ? G more from an assigned altitude as observed on a ! W6 U0 I' z" }verified (reading correctly) automatic altitude" p# G. r6 R+ z readout (Mode C).% I! D. i, L0 v5 @& X8 Q6 m d. Advisories that traffic is no longer a factor.1 n* v9 ?/ u0 R5 n, F6 ~/ R e. Weather and chaff information., w7 |9 F7 E! \) ~9 T7 I3 B8 a" Z f. Weather assistance.4 I( Q* C W; M% k7 a' a+ b g. Bird activity information.7 J" v/ y5 R# G# [ h. Holding pattern surveillance. Additional ser‐ 6 Z" V$ ^3 u1 }6 |; @vices are provided to the extent possible contingent! L/ _( ~. L+ Q6 x, I* V2 t only upon the controller's capability to fit them into 9 j" t% R9 l. l% B) U: v7 F7 U: y hthe performance of higher priority duties and on the0 V* y s1 u( s' h! l) T8 d7 W basis of limitations of the radar, volume of traffic, 3 _. h# `, ?, G. gfrequency congestion, and controller workload. The 3 y g: n7 n% _) Econtroller has complete discretion for determining if ! i. ]0 G, d# H' c5 ~he/she is able to provide or continue to provide a # a/ Z$ U G7 V0 Q. @# z! cservice in a particular case. The controller's reason: @# r$ l" s1 v8 U8 _, K6 M$ H not to provide or continue to provide a service in a3 u( |* w: \7 [ Y. M particular case is not subject to question by the pilot 0 k8 j' p q3 `; Rand need not be made known to him/her. & `2 E+ F* m" l7 f+ w(See TRAFFIC ADVISORIES.) * _ r8 ~: f: A2 S% j(Refer to AIM.) - _! K \8 O2 o# X+ fADF(See AUTOMATIC DIRECTION FINDER.) 4 u' r& N0 l k) }8 qADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) 7 H* k3 a: z. t! GADLY(See ARRIVAL DELAY.)" E9 _# y% }" P ADMINISTRATOR- The Federal Aviation Admin‐9 n; i. {2 [3 C0 y2 b istrator or any person to whom he/she has delegated & ^+ F; w1 ` l# dhis/her authority in the matter concerned. : `! }" [# X7 E& S0 k2 J1 yADR(See AIRPORT DEPARTURE RATE.) D1 g$ ^0 [) x& {. m ADS [ICAO]- * z6 d; [- g+ x% y(See ICAO term AUTOMATIC DEPENDENT8 X: V% V' \/ D( k6 H3 |4 L* l D SURVEILLANCE.)& N- M7 O P4 c5 D3 D' W6 W ADS-B(See AUTOMATIC DEPENDENT6 m/ h9 p6 c: `+ D5 c SURVEILLANCE-BROADCAST.) " I4 ^2 i2 O* g+ R W& ?ADS-C(See AUTOMATIC DEPENDENT" j- x0 H& ~) q2 q, J# { SURVEILLANCE-CONTRACT.)" }, B: G8 W# b4 E" F P ADVISE INTENTIONS- Tell me what you plan to5 K/ Z- l# F$ y do.; g6 x0 w: ]* i ADVISORY- Advice and information provided to 8 Y% k/ b; I' C2 _! Z6 b$ S- b, E7 vassist pilots in the safe conduct of flight and aircraft( ~! d6 y$ a/ n! _/ c movement. 0 _# m$ @9 z, \6 ~(See ADVISORY SERVICE.) ' O& u1 \. A. |ADVISORY FREQUENCY- The appropriate fre‐ 6 [4 o: N7 s) D+ f5 h1 Z8 _+ x, Nquency to be used for Airport Advisory Service.* L4 y5 _. J \: C# b: |, O/ o (See LOCAL AIRPORT ADVISORY.) 3 d$ M" n; W. X N9 z2 I% K(See UNICOM.) - @) [7 c5 S1 A! Z0 y(Refer to ADVISORY CIRCULAR NO. 90‐42.)6 p. F' [6 m. |* c8 E" E (Refer to AIM.) % B! Z$ n9 j6 i) D0 w: E; m' |ADVISORY SERVICE- Advice and information3 P5 `3 Z: Y" ?- m3 I provided by a facility to assist pilots in the safe $ @7 F! a( P3 [; S4 zconduct of flight and aircraft movement., p# j8 p, v0 x (See ADDITIONAL SERVICES.) ( Y& `; C8 l. A! M5 S: I(See EN ROUTE FLIGHT ADVISORY% e8 \+ K2 X! Y% A- a6 ~9 m* E, \* O SERVICE.) c* |0 O+ ]9 C( @' a7 F(See LOCAL AIRPORT ADVISORY.) - [1 O+ O/ _" G$ h. B; y, H( ~(See RADAR ADVISORY.) $ F7 @/ J' x# @0 \' ]: u# t X(See SAFETY ALERT.) + g8 F& i2 z) m* g f4 b6 ~1 ?/ R(See TRAFFIC ADVISORIES.) + M4 ^7 Z& N: `(Refer to AIM.)' I3 R: ^" r' i1 A% O AERIAL REFUELING- A procedure used by the 3 Q {8 [, B1 t) `/ d+ I9 ~4 Ymilitary to transfer fuel from one aircraft to another 6 E1 r3 x5 n8 g8 c% Dduring flight.& W( N( ?" ?; ]1 m7 y( _9 I" Q (Refer to VFR/IFR Wall Planning Charts.) , c! j) Q0 P- n5 sAERODROME- A defined area on land or water 6 _) q* Q7 g6 C& B(including any buildings, installations and equip‐4 P3 u P/ P' V C9 f, S ment) intended to be used either wholly or in part for ) H) ]6 i2 C, w8 z; M+ {: h* { j# }the arrival, departure, and movement of aircraft.9 U, {2 @6 ^$ y' C/ O AERODROME BEACON [ICAO]- Aeronautical$ e8 N% [) g: }2 d. [ beacon used to indicate the location of an aerodrome# D$ U* J' W, \2 {* m9 D2 [9 C from the air.' ?, E7 V1 f* }; N- y AERODROME CONTROL SERVICE [ICAO]- Air * M0 e) B% }$ ^+ a* ctraffic control service for aerodrome traffic.! m8 j0 |2 j% d6 _. N2 D AERODROME CONTROL TOWER [ICAO]- A 4 _. ^: X& C: h5 n0 i8 ^- Ounit established to provide air traffic control service 5 N0 s% i' b$ E I# {to aerodrome traffic. , P% Q1 y1 ]! t3 r& j# oAERODROME ELEVATION [ICAO]- The eleva‐ " D; ~5 g8 l" O1 a# f; \2 J" @tion of the highest point of the landing area. ) b' d1 e: ~9 k* x' h: vAERODROME TRAFFIC CIRCUIT [ICAO]- The6 O. a% ~9 M+ \" D' N specified path to be flown by aircraft operating in the8 e, X9 b# C6 z* \ vicinity of an aerodrome.! l) T( J. X C y: K' h AERONAUTICAL BEACON- A visual NAVAID1 V# V2 k% ?0 p displaying flashes of white and/or colored light to# C) \7 F0 ?, M, P( @ indicate the location of an airport, a heliport, a ' i- }( a/ Z: VPilot/Controller Glossary 2/14/08 , r9 g, C8 R7 I. ]$ C; A XPCG A-3 " y( \, v3 @9 L- Klandmark, a certain point of a Federal airway in! @1 y- v3 S2 v! j6 n( J5 k mountainous terrain, or an obstruction. # r# j% @. q5 h8 w4 G, Q( j(See AIRPORT ROTATING BEACON.) ; q! w& D3 p' J8 J(Refer to AIM.)8 Q1 j2 e: z* Z- A8 f AERONAUTICAL CHART- A map used in air6 T2 K, r) _6 Y9 I) {# @ K navigation containing all or part of the following:1 s/ Z9 E9 ^/ k! K! i topographic features, hazards and obstructions, $ q7 a* j1 T' J" C% nnavigation aids, navigation routes, designated3 c, {; ~8 O7 K8 h) y. G airspace, and airports. Commonly used aeronautical ! c( l& I" L+ ?! w2 {8 X0 |4 u( D* |% ]charts are:* \ w0 s- |) I' P2 { a. Sectional Aeronautical Charts (1:500,000)-6 G, D2 t+ P+ O' W# k [ Designed for visual navigation of slow or medium : e: B, c$ h% ~' _3 ?& mspeed aircraft. Topographic information on these6 e3 i/ h% ]4 D! B3 w, w" u charts features the portrayal of relief and a judicious# V1 {- q0 U' C* Q1 f selection of visual check points for VFR flight.1 z5 \" z' \/ I0 U& s" V H Aeronautical information includes visual and radio8 G) N! K0 ~6 z' } aids to navigation, airports, controlled airspace,9 i \0 \8 c5 J8 i# g* ]8 l( J% z restricted areas, obstructions, and related data.- v! j# L, @+ z* m b. VFR Terminal Area Charts (1:250,000)- + i F: z6 ?. z9 w" ?2 l) Y" zDepict Class B airspace which provides for the # o- j. H/ _" w: Econtrol or segregation of all the aircraft within Class4 H7 T/ P% U/ V' f% q" Y" E3 r/ Z B airspace. The chart depicts topographic informa‐ , g9 W) G3 a: h/ d/ rtion and aeronautical information which includes 0 V7 _% F. @8 yvisual and radio aids to navigation, airports, & Q2 \! I( e$ D0 |: qcontrolled airspace, restricted areas, obstructions,( G2 Z% W8 i9 E) U2 } and related data. # ^5 p; Z6 j: i2 N7 U* ^5 Z* D1 Yc. World Aeronautical Charts (WAC)9 u6 z. ^5 ^) _/ K* q$ | (1:1,000,000)- Provide a standard series of aeronau‐8 F2 z* j6 j. N7 T7 I% F tical charts covering land areas of the world at a size% l$ W7 g z) ~ and scale convenient for navigation by moderate1 ]7 Q0 c5 \6 `* C9 f5 k# V speed aircraft. Topographic information includes H# ~/ b0 }: G4 a! g3 o# a' Ecities and towns, principal roads, railroads, distinc‐ 4 _& N4 t$ x E6 `tive landmarks, drainage, and relief. Aeronautical . Z9 l8 _3 y+ d1 B4 r5 X5 G! Linform ation includes visual and radio aids to + P8 h( T+ s6 n' F1 gnavigation, airports, airways, restricted areas, - M1 Y/ H- h+ oobstructions, and other pertinent data.& X0 _; [2 \ Z4 P) r d. En Route Low Altitude Charts- Provide8 `* q, X1 o8 ]' r/ P4 O2 J aeronautical information for en route instrument* L) {9 {. M) X1 ? i. j6 m/ W1 E navigation (IF R) in the low altitude stratum. ) L: {2 p/ N# g* ?Information includes the portrayal of airways, limits! I$ {0 k1 G4 Y$ Y of controlled airspace, position identification and - \& z1 ], M& T' Zfrequencies of radio aids, selected airports, minimum% Y( o1 k. E; c& U) D3 j en route and minimum obstruction clearance w3 }( L8 A. \. Z0 `! o& Z6 c) qaltitudes, airway distances, reporting points, re‐4 @& H- ^) v; ~/ ?/ _7 g stricted areas, and related data. Area charts, which are, n" D h: R# h# K( C a part of this series, furnish terminal data at a larger: O# K- V+ H3 W9 Y: C/ m scale in congested areas.& G* w" p# m, c4 U! W' p* c5 f e. En Route High Altitude Charts- Provide8 Z) J1 ~4 d, C; M aeronautical information for en route instrument& d4 t1 X5 j3 ? navigation (IFR) in the high altitude stratum. # K- J9 b$ e% ]: T9 g$ M4 ~4 b* m) rInformation includes the portrayal of jet routes, 1 V- Y f6 W" ?0 v# oidentification and frequencies of radio aids, selected " C. z0 z" {; o: c0 P: n x* g M& \airports, distances, time zones, special use airspace,; C) z9 H8 @6 v- S0 e and related information. 9 q' z2 p2 {* w6 R/ Xf. Instrument Approach Procedures (IAP) Charts- 2 a( t, L6 N8 g( o- u! T1 n) EPortray the aeronautical data which is required to 1 {: D% P3 V, ]2 }% J$ y) X& hexecute an instrument approach to an airport. These " n5 j5 R2 G" ]6 W. o' q6 ]charts depict the procedures, including all related7 \/ ?5 S S U3 Y2 k data, and the airport diagram. Each procedure is u) J$ n6 v6 ~+ Q4 Ndesignated for use with a specific type of electronic% P4 A( j3 g- Y, @" i6 R& B navigation system including NDB, TACAN, VOR,% H# S% A' e! p& E% g% o ILS/MLS, and RNAV. These charts are identified by: U/ B! f# X2 C; @' L9 y the type of navigational aid(s) which provide final 7 v& Q! [8 H1 s( Yapproach guidance.& f9 ]/ A, \' }/ l/ g9 ]" R* m g. Instrument Departure Procedure (DP) Charts-. Z8 X& K6 A$ }6 p0 _: U( P, ] @: x& [ Designed to expedite clearance delivery and to ! z% x; e2 k/ \1 v2 u0 H2 Ufacilitate transition between takeoff and en route 9 `$ w1 T( ]1 R: Aoperations. Each DP is presented as a separate chart 5 z' R. @# F" F: z% Y7 A# f* @0 Cand may serve a single airport or more than one 3 b' n: K# J3 ?8 r. wairport in a given geographical location. 5 e/ ?; T5 P/ K! Kh. Standard Terminal Arrival (STAR) Charts- # u7 l4 T0 v U K. y- MDesigned to expedite air traffic control arrival5 z. t K: X* C procedures and to facilitate transition between en * ]! `+ q" K8 ?' d/ Proute and instrument approach operations. Each " q1 Y( N# `# w- g! H( dSTAR procedure is presented as a separate chart and. y+ T" W$ o3 Z2 n may serve a single airport or more than one airport in , ?- h6 z) `. Q1 `) n" qa given geographical location.5 k2 z1 m/ K9 _5 r5 q7 N i. Airport Taxi Charts- Designed to expedite the- ~- f2 g$ Y( G' ]+ k. g efficient and safe flow of ground traffic at an airport. 4 U+ d3 _) c, t" B) P( ^ S- vThese charts are identified by the official airport' y; D% G$ F* m* m name; e.g., Ronald Reagan Washington National+ L( S0 f3 B& s! g1 a! W- E2 y Airport. J8 S" Z8 w7 Q# u6 I! S(See ICAO term AERONAUTICAL CHART.)

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发表于 2008-12-28 14:09:51 |只看该作者
AERONAUTICAL CHART [ICAO]- A representa‐$ H6 h! Y3 a5 |" c tion of a portion of the earth, its culture and relief,/ e x! K4 k) M" Z/ U1 v6 l specifically designated to meet the requirements of" n# A. H& `0 u* M# ^ air navigation.# D6 x4 q$ q8 m( m! w: O AERONAUTICAL INFORMATION MANUAL, b7 P; V2 q% D2 u (AIM)- A primary FAA publication whose purpose W2 w& K8 Y% Q& u! e, Q2 i0 L is to instruct airmen about operating in the National' T& B8 m; s) d( D Airspace System of the U.S. It provides basic flight5 Q& I$ w4 u9 A v+ L& l# t7 n' f7 \ information, ATC Procedures and general instruc‐ * `1 ]; }. O, e, j. V3 Xtional information concerning health, medical facts, 4 `+ |& l4 L' c' s* e1 A. U6 J& Yfactors affecting flight safety, accident and hazard5 d8 K0 f D" ]4 p9 @ reporting, and types of aeronautical charts and their , d3 N2 G! n* n' }: | Fuse. P- R% H2 ^0 c* X' |% {0 K | AERONAUTICAL INFORMATION PUBLICA‐ & x4 R$ b$ ?' T5 o3 xTION (AIP) [ICAO]- A publication issued by or with3 h' C7 R/ ^& G5 x 2/14/08 & | r+ [' q' w8 t9 sPCG A-4! |9 c+ a+ H7 b* o! h the authority of a State and containing aeronautical$ x2 N; T2 G- ^# i4 [( c information of a lasting character essential to air3 H' [' c" F+ |* \ navigation.7 n# w' a! h6 p U, j A/FD(See AIRPORT/FACILITY DIRECTORY.) $ x$ h% \; ^3 p8 BAFFIRMATIVE- Yes. H( W3 [# }, `1 L/ T2 d AFIS(See AUTOMATIC FLIGHT INFORMATION + h% |" r2 E! f* P. d# ESERVICE - ALASKA FSSs ONLY.): y$ c6 g4 i, \ AFP(See AIRSPACE FLOW PROGRAM.) & |1 \$ I P: @AIM(See AERONAUTICAL INFORMATION2 [/ c0 t. [5 V0 w9 n* w2 M MANUAL.) , b* j5 e' b4 Z# C: g& eAIP [ICAO]- * _% U. E4 L; ?% P g(See ICAO term AERONAUTICAL ( H# J: I R) O7 Q3 oINFORMATION PUBLICATION.)" ~) [+ S% u) L2 c AIR CARRIER DISTRICT OFFICE- An FAA field ; `" ]+ r: |0 a* w- Soffice serving an assigned geographical area, staffed % C+ P7 l( D) i9 [with Flight Standards personnel serving the aviation6 L" J0 z: K% W$ H6 p& a; | industry and the general public on matters related to/ O2 Y: k' u7 E6 P# F3 I2 M5 h the certification and operation of scheduled air + w" F e7 F0 N- Kcarriers and other large aircraft operations. ; u; K: u$ X8 G0 uAIR DEFENSE EMERGENCY- A military emer‐ 3 B1 H0 g5 a8 Y/ i3 ~; o% vgency condition declared by a designated authority.9 e3 R$ D" p5 k2 O This condition exists when an attack upon the' d* D! l4 l8 e S7 b continental U.S., Alaska, Canada, or U.S. installa‐ + S3 ~& s; n Y1 P$ H6 z* J, `tions in Greenland by hostile aircraft or missiles is' a- s+ ?6 ]6 X! v7 T! A considered probable, is imminent, or is taking place. 7 Q# x8 t% }- l9 H6 u( U O- n(Refer to AIM.)8 O- J- E8 R8 m* Z: N AIR DEFENSE IDENTIFICATION ZONE (ADIZ)-5 {. e8 O5 K; [ x1 k5 ?6 | The area of airspace over land or water, extending- D5 K5 S5 H" ~6 |0 _; z& ] upward from the surface, within which the ready # R3 _: K$ b% O8 {7 Lidentification, the location, and the control of aircraft : g& d: _( L4 R" uare required in the interest of national security. 8 y) v: h( T) v1 ~5 [$ Pa. Domestic Air Defense Identification Zone. An * q9 Y! m# s( [6 y" P* ]ADIZ within the United States along an international" G5 M T& i7 M( K3 e8 E7 | boundary of the United States.* n5 Z4 ?2 f! f/ ~9 v. ] b. Coastal Air Defense Identification Zone. An: D5 A6 a+ L( N3 A p ADIZ over the coastal waters of the United States.2 R* ^% M: D4 Y c. Distant Early Warning Identification Zone % v/ ^! _4 U n6 |(DEWIZ). An ADIZ over the coastal waters of the . R9 }7 f: t8 ]' B- X% M0 Y4 bState of Alaska. ( _$ `+ b: m, bd. Land-Based Air Defense Identification Zone.# c! }% s; q2 J2 R% |' @2 \ An ADIZ over U.S. metropolitan areas, which is # V' E+ S O1 I- z- n( H8 cactivated and deactivated as needed, with dimen‐ 9 K8 v* K) t P7 r( ]sions, activation dates and other relevant information- i2 l _# H1 @: \2 m- D disseminated via NOTAM.0 P" e- U9 k6 l( J2 J, l- @4 I) H Note:ADIZ locations and operating and flight plan 2 s9 N+ t8 V( u+ {% Y: _, Hrequirements for civil aircraft operations are speci‐ t/ p6 I3 o1 C0 d z* C" X# A fied in 14 CFR Part 99. ! h+ G4 v1 u. {(Refer to AIM.) $ W0 i/ T+ n: ?2 J: G7 }- pAIR NAVIGATION FACILITY- Any facility used O& I) a$ V5 i; iin, available for use in, or designed for use in, aid of / M- K7 @# ]% u3 H- n! ~6 dair navigation, including landing areas, lights, any / X: H$ d; ^4 b' N' f% \. Fapparatus or equipment for disseminating weather 1 J$ f& x$ c. w: [# tinformation, for signaling, for radio‐directional8 R) T2 {5 @& ] finding, or for radio or other electrical communica‐, j) @3 R& J5 {3 x; t7 y tion, and any other structure or mechanism having a - z6 Q) H3 {: Z6 isimilar purpose for guiding or controlling flight in the " k( b9 H! W, b9 k# x) cair or the landing and takeoff of aircraft. ) t y. u0 {+ S1 d# O+ R(See NAVIGATIONAL AID.) 7 b5 `% u, ~4 s2 S8 v/ i! [5 d/ }9 JAIR ROUTE SURVEILLANCE RADAR- Air route * E2 w/ }: R$ xtraffic control center (ARTCC) radar used primarily! u2 d- Q; V* j5 l0 E+ p4 s& a, ? to detect and display an aircraft's position while en * h+ s! Z. X9 O* ^, G, p3 X6 }3 eroute between terminal areas. The ARSR enables ( S# O9 _- d% h5 A+ Hcontrollers to provide radar air traffic control service3 m( P r3 M& I when aircraft are within the ARSR coverage. In some+ `4 d5 [" [5 i/ T8 {& x instances, ARSR may enable an ARTCC to provide ; O4 T4 ^1 R, D: m dterminal radar services similar to but usually more 4 h: V4 J5 }- |' `& ^% i6 P2 G- \4 n6 Slimited than those provided by a radar approach % d+ X, U* k/ f% |# hcontrol. 1 s% n& @" r- x. d" ]7 jAIR ROUTE TRAFFIC CONTROL CENTER- A3 [' ]# a5 c4 G Y facility established to provide air traffic control% a* z% k2 ^7 [! Z4 F/ X service to aircraft operating on IFR flight plans- [0 c' K# r3 ^( b within controlled airspace and principally during the( u9 K9 }) w0 ^: P8 A en route phase of flight. When equipment capabilities " C* } M1 l+ N1 N$ Rand controller workload permit, certain advisory/as‐, m3 a0 l% v5 U. b4 e4 F6 a, u sistance services may be provided to VFR aircraft.$ W; D4 ^1 r% b+ m/ o* R) ~* G (See EN ROUTE AIR TRAFFIC CONTROL ( W. k* n% n2 O2 I( ^4 ASERVICES.)" ]/ e' h$ `7 G9 y( B (Refer to AIM.)/ L; o( S, P4 j2 ?& |4 U( o* F AIR TAXI- Used to describe a helicopter/VTOL 6 H2 z* j5 m, N+ A9 ]% Eaircraft movement conducted above the surface but. ~& d, x" w- L7 k+ r" c normally not above 100 feet AGL. The aircraft may $ Q4 E Z; Y J& u; W! lproceed either via hover taxi or flight at speeds more4 Y8 }2 u3 G, R P' h1 E% L' U than 20 knots. The pilot is solely responsible for7 @% G4 k6 j0 \- ~7 O selecting a safe airspeed/altitude for the operation4 h- l- _( _; o) V being conducted. , X9 }8 o5 f7 T# o(See HOVER TAXI.)* v3 j/ ?5 J4 s5 ?6 B (Refer to AIM.)9 N, S: v; v8 N) A Pilot/Controller Glossary 7/31/080 v8 ^. u& u8 H" y; ` Pilot/Controller Glossary 2/14/08- T9 T% G& m2 L, R& r/ I PCG A-5 3 x* A2 z1 t" _8 nAIR TRAFFIC- Aircraft operating in the air or on an 3 p, u& j8 z. C0 g$ P. Cairport surface, exclusive of loading ramps and9 r, v9 r4 q* O. j; j* x9 ? parking areas.( g: m9 g7 |6 I% D6 q (See ICAO term AIR TRAFFIC.) 9 Z L9 \9 I6 c( iAIR TRAFFIC [ICAO]- All aircraft in flight or ! b. |- G7 M& moperating on the maneuvering area of an aerodrome. ( ~8 ~$ C8 a0 ^# q# W1 Q& d8 y1 XAIR TRAFFIC CLEARANCE- An authorization by # w& X" ^2 c, C9 tair traffic control for the purpose of preventing ( }% R' m" A! H) t3 m5 u( Scollision between known aircraft, for an aircraft to1 ]. Q9 }) ]/ F$ V5 l4 }4 ~+ C) I proceed under specified traffic conditions within - j* D4 y6 S6 Ucontrolled airspace. The pilot‐in‐command of an & H" a$ m- m- a/ ?: Daircraft may not deviate from the provisions of a+ i$ N" r! Q/ y* i visual flight rules (VFR) or instrument flight rules 0 G- M5 Q& G) e' S5 H% X7 n(IFR) air traffic clearance except in an emergency or ) x/ ~7 y. e4 ?+ C2 U) E/ C, R3 x- hunless an amended clearance has been obtained.2 [* f! O; f- f3 ]/ } Additionally, the pilot may request a different! R7 J* o/ ^5 S/ s' z+ F clearance from that which has been issued by air% `7 `, N1 w" r0 b8 U7 q/ E6 |2 t! o- m traffic control (ATC) if information available to the - [1 s/ ^6 _, F5 \3 i8 y/ Vpilot makes another course of action more practicable9 S9 O# Z: Y2 r0 i or if aircraft equipment limitations or company/ m" {1 @% q" W9 Y! Q" m9 @ procedures forbid compliance with the clearance + a! c& J0 p/ Q) n+ n7 w9 Y% ^issued. Pilots may also request clarification or : w3 {# m- }( y. }& Vamendment, as appropriate, any time a clearance is # i \9 z8 p- ~* q: h3 r- Z onot fully understood, or considered unacceptable9 U$ G0 [5 i6 M, h& t2 m because of safety of flight. Controllers should, in H2 }* U" S8 ~6 G such instances and to the extent of operational u9 |; d, f# c' f' @& b3 E2 Tpracticality and safety, honor the pilot's request. " v/ V3 x) C; L. U! z14 CFR Part 91.3(a) states: “The pilot in command. R0 f1 e* U5 O4 i: K6 x' m of an aircraft is directly responsible for, and is the$ @( ~, I2 @- w7 B/ Q+ `' G/ K final authority as to, the operation of that aircraft.” % z9 z7 Y5 U0 k% a7 ]/ zTHE PILOT IS RESPONSIBLE TO REQUEST AN 7 Z" J6 ^: @. x* P/ v- q5 cAMENDED CLEARANCE if ATC issues a - E2 z0 D% n8 g' Aclearance that would cause a pilot to deviate from a . }% |; t4 I! [rule or regulation, or in the pilot's opinion, would. r* Y$ ^ C- i! }7 C% A place the aircraft in jeopardy.7 O# y/ B9 g2 Y9 n% K2 j6 D8 o (See ATC INSTRUCTIONS.)3 S2 t+ p) l$ c0 C ~3 ? (See ICAO term AIR TRAFFIC CONTROL; E- P$ W& z8 l/ j" m9 N CLEARANCE.) : T8 y1 m2 P0 tAIR TRAFFIC CONTROL- A service operated by 9 R; m+ ?3 g+ {7 s' x" g# lappropriate authority to promote the safe, orderly and 2 `: e, @0 Y2 J! ]' m# M% t$ Sexpeditious flow of air traffic.0 [5 u9 A3 J& Z7 \9 G8 w3 d8 A, \ (See ICAO term AIR TRAFFIC CONTROL * Q \/ O# a4 E- H* @3 PSERVICE.)9 N4 g& M$ p) I$ i" K! Z. A AIR TRAFFIC CONTROL CLEARANCE [ICAO]-9 i8 E+ r# k- P# V; y Authorization for an aircraft to proceed under 7 C8 n% d% O7 O& D, L hconditions specified by an air traffic control unit. K2 y# s" e* v MNote 1:For convenience, the term air traffic control |# ~8 l) B/ B8 \/ b9 Uclearance is frequently abbreviated to clearance: _5 s1 Q4 A- }9 C; v5 s" x when used in appropriate contexts.; R; f, f" f) m, G& n. V& d3 F Note 2:The abbreviated term clearance may be ' B' s, {$ n# Bprefixed by the words taxi, takeoff, departure, en ; c# [1 v. z% N1 w. S+ W" F0 Proute, approach or landing to indicate the particular: e% P. P7 I$ t( X7 G6 [+ t" K+ N portion of flight to which the air traffic control clear‐ % M- N; n4 K! Q* h. Zance relates.2 s, V6 d5 [; C9 U) W3 Q AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) ( y* C/ Y. s- a: Y7 zAIR TRAFFIC CONTROL SERVICE [ICAO]- A$ h7 M8 M/ G- S7 t, J service provided for the purpose of: ( u4 G0 Y9 c. F' X4 Q Ra. reventing collisions:7 |: i' P4 c# q1 ? 1. Between aircraft; and' ~) Y5 r O2 ^5 ^# Z7 f$ O 2. On the maneuvering area between aircraft6 k3 |# T# z2 E; u3 A and obstructions. 9 ]- t7 M8 w( L2 c% Wb. Expediting and maintaining an orderly flow of 2 b$ t! W$ j) p4 X/ t/ T& ]5 T, T6 x' H1 Vair traffic.' }! z0 U) N! r' e" p AIR TRAFFIC CONTROL SPECIALIST- A person- o3 \+ C% v+ y: u( A6 e5 W authorized to provide air traffic control service. 7 B7 R( a# z, D# S" M7 y' q(See AIR TRAFFIC CONTROL.) ; O+ Z, ~; _# f: D* J(See FLIGHT SERVICE STATION.)& f8 i4 e* l3 d2 m$ C4 T (See ICAO term CONTROLLER.)9 S, R/ X6 U$ U( c- [- G! f9 _ AIR TRAFFIC CONTROL SYSTEM COMMAND 7 y& w* H8 Q1 v j( u0 z Z+ m9 sCENTER (ATCSCC) - An Air Traffic Tactical6 S- i- Y- B5 M3 a+ @" {3 a5 o Operations facility responsible for monitoring and 5 F% I3 o: d' \5 umanaging the flow of air traffic throughout the NAS,' K8 G) l7 a1 ^& I- u: b; M& M9 g7 \ producing a safe, orderly, and expeditious flow of ) N$ D8 u$ h+ [1 _. Q% v8 c0 h2 ltraffic while minimizing delays. The following 1 D4 {5 y5 j8 L# X, W4 u% l+ efunctions are located at the ATCSCC: # E( l7 Z5 ~% _& P* q* M4 `a. Central Altitude Reservation Function2 z) p. n1 x$ s Y8 [3 g4 ? (CARF). Responsible for coordinating, planning, 1 E) Q* ?# i& G! H+ S j+ F$ Z5 l+ Nand approving special user requirements under the * A7 v. L( C& N, f9 Z9 L1 V/ vAltitude Reservation (ALTRV) concept.( e: S' Q: [8 j (See ALTITUDE RESERVATION.)* Z. Q( z" F3 r+ a0 u b. Airport Reservation Office (ARO). - r: I2 Q. y7 w& c6 {* l2 EResponsible for approving IFR flights at designated # `& r8 j# j9 T7 C7 l$ w/ N- V: U( F2 Qhigh density traffic airports (John F. Kennedy,# ]" A$ ]! \0 L: V# t: o# k7 b LaGuardia, and Ronald Reagan Washington/ I% f$ g( e5 ^% m; ]) ^0 r% U National) during specified hours.; g7 m: ~4 D% T (Refer to 14 CFR Part 93.)( Z+ w, x S! n1 x8 {. ^$ B (Refer to AIRPORT/FACILITY DIRECTORY.) - ~$ a" P% H/ ~/ t) [4 t. F7/31/08 Pilot/Controller Glossary , s h! E$ g! r- g2/14/08- T7 r7 k( \, H PCG A-62 K7 {9 t8 m/ ]# A3 }; X c. U.S. Notice to Airmen (NOTAM) Office., O* a' v' L. j( _; l Responsible for collecting, maintaining, and distrib‐ 6 Q4 n! o z' n, s1 Z. Kuting NOTAMs for the U.S. civilian and military, as X0 N! t% }9 R* w* c+ F+ \well as international aviation communities.8 `, D7 n; ^( x, g: h3 u8 E" I (See NOTICE TO AIRMEN.), C) |9 q8 z) V* @. J' e d. Weather Unit. Monitor all aspects of weather+ u& \3 s/ ~6 Q% ^: J$ T for the U.S. that might affect aviation including cloud * b2 ?: t5 E5 ?% Tcover, visibility, winds, precipitation, thunderstorms, a' ?* w5 n8 y; D8 N5 v icing, turbulence, and more. Provide forecasts based 5 |/ W. L, M1 M, T" F# ~0 K' von observations and on discussions with meteorolo‐ X ?2 W$ S+ I% V2 m* c6 H& V gists from various National Weather Service offices, 6 e5 u! Y3 i7 Y, S. \& GFAA facilities, airlines, and private weather services.) D9 M0 w) C7 a0 U1 T AIR TRAFFIC SERVICE- A generic term meaning:, b. b1 I0 R- a+ P5 K6 V- x a. Flight Information Service. - O- e, D- Y* y' S& fb. Alerting Service.. f$ O s, S8 Q" l c. Air Traffic Advisory Service.! E4 p# g: _1 l d. Air Traffic Control Service:# M7 Q. p) V" ?5 G 1. Area Control Service,0 b0 K$ H9 ^5 ], x$ A 2. Approach Control Service, or % U4 v, g7 f v* t1 ^3 P- |3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The : K0 P. s9 J7 y- j- sterm “ATS Route” is a generic term that includes , X9 b& d1 d2 u% h5 [“VOR Federal airways,” “colored Federal airways,”+ Q: I" Y' Z* S# B “jet routes,” and “RNAV routes.” The term “ATS! L" |( ~- i9 ~4 f0 h route” does not replace these more familiar route! `# ]) M7 w0 W+ o; F names, but serves only as an overall title when listing& s$ B! A# |# R' G3 }+ Z: c the types of routes that comprise the United States . C0 T; u, \. @2 h& g/ F9 Droute structure. 3 _- m& [/ ^9 Z% iAIRBORNE DELAY- Amount of delay to be $ v0 O l1 \- q; o6 N" ?encountered in airborne holding.0 J' P2 F( ^6 B+ }% O4 A: | AIRCRAFT- Device(s) that are used or intended to ) h7 W$ f! O9 V& c, I, @be used for flight in the air, and when used in air traffic % l4 N2 W. [. H) Y. D. k" v1 bcontrol terminology, may include the flight crew. 3 e* F6 t) R! ?; L6 a3 F( F/ r3 W(See ICAO term AIRCRAFT.)% x. `" A. D! M, m' s3 U7 T AIRCRAFT [ICAO]- Any machine that can derive $ n2 Z( U, w) i1 u+ D4 Lsupport in the atmosphere from the reactions of the air* X+ v' o- I, i$ t: R& d0 V other than the reactions of the air against the earth's- a% T. o$ x8 @/ r6 L surface.# l. s: ^8 v) |% ?7 r AIRCRAFT APPROACH CATEGORY- A & v8 D' n% E ^4 L7 M' W1 fgrouping of aircraft based on a speed of 1.3 times the ! P6 v* X( |, j) I& nstall speed in the landing configuration at maximum; t' Z1 Q- M8 d0 R4 f& e# f gross landing weight. An aircraft must fit in only one" r: ~$ |* } P! |& Y" Y$ q; e category. If it is necessary to maneuver at speeds in4 E J: P' V) {4 ?: _/ s excess of the upper limit of a speed range for a 9 W: H( Z" Y: K/ u, X2 Scategory, the minimums for the category for that S3 R8 {4 U3 @1 G4 `% o speed must be used. For example, an aircraft which! A% o% ?1 ^% u# i falls in Category A, but is circling to land at a speed 7 f' ^# Q, Y: C2 Z- A! w$ h' X0 yin excess of 91 knots, must use the approach# x6 \* [3 F a4 n& v8 l6 M CategoryB minimums when circling to land. The. b+ ?9 X4 G4 Q categories are as follows:1 ?$ V' k4 ?& j- [ a. Category A- Speed less than 91 knots. " L. G) z( N9 w1 O$ ?- Q$ fb. Category B- Speed 91 knots or more but less$ O, ^3 k7 I: O4 R than 121 knots. 5 Z7 j& ?5 T: z0 l; G) pc. Category C- Speed 121 knots or more but less 2 g4 n1 C: |3 j" A. @) vthan 141 knots. & J1 d6 I4 ~% z/ K" T7 od. Category D- Speed 141 knots or more but less& J3 y1 K- g& u than 166 knots. + H. I1 U5 z1 c2 {e. Category E- Speed 166 knots or more./ e5 C7 @3 \' W$ J" w) q (Refer to 14 CFR Part 97.) 3 C$ u, j1 t1 g1 Z' W/ sAIRCRAFT CLASSES- For the purposes of Wake; p% ], o: ]! I% q* A) T Turbulence Separation Minima, ATC classifies* V) t+ A! a& q4 z aircraft as Heavy, Large, and Small as follows:4 {1 `+ ]; w2 U9 | a. Heavy- Aircraft capable of takeoff weights of 0 b( Z+ O3 l0 ^/ Z% x! \more than 255,000 pounds whether or not they are 5 e4 b; B) f4 h ^0 h% K1 m- _operating at this weight during a particular phase of+ h; D+ e9 K- |# } flight.* }" z' {; [, f. ^ b. Large- Aircraft of more than 41,000 pounds, - Q- e3 u1 Z H2 Y% kmaximum certificated takeoff weight, up to 255,000 ( K- ?/ L, t+ F7 r3 Wpounds.( _' D5 V7 U, y0 x* o+ Y/ b/ j c. Small- Aircraft of 41,000 pounds or less& m0 l4 i+ T: W: y8 a maximum certificated takeoff weight. 6 t3 A0 q# Y- W5 a6 ?(Refer to AIM.) , ]& k. Q8 S) Z" k, d8 t: ]; cAIRCRAFT CONFLICT- Predicted conflict, within% b; T8 D: b* F0 q4 G$ K! a+ M URET, of two aircraft, or between aircraft and- g4 c7 ^) d+ C' r2 s5 ] airspace. A Red alert is used for conflicts when the; G+ D3 u1 v4 I# p& } predicted minimum separation is 5 nautical miles or - `- L8 E4 j' M& G3 z l1 Sless. A Yellow alert is used when the predicted/ M: V& C! P; D0 b minimum separation is between 5 and approximately! A0 I5 ]: g4 w: v" Y 12 nautical miles. A Blue alert is used for conflicts 7 I9 R8 A, r- p5 u" ~8 Gbetween an aircraft and predefined airspace.; \: D' W# q! g2 g6 w$ z1 `& x (See USER REQUEST EVALUATION TOOL.)* k4 r% m4 U& i AIRCRAFT LIST (ACL)- A view available with1 [, K, n4 H1 z" V URET that lists aircraft currently in or predicted to be" {8 b3 M/ Q6 r in a particular sector's airspace. The view contains 7 x9 Q+ I- D9 O1 e& `% Q. wtextual flight data information in line format and may/ V2 M% a1 X3 h1 K0 j, d6 Z be sorted into various orders based on the specific 2 Q: }. X g) mneeds of the sector team. # T: C7 D/ `$ f! c, J(See USER REQUEST EVALUATION TOOL.)7 q; `& v- g1 h$ t& K AIRCRAFT SURGE LAUNCH AND - w, W) M/ N1 H- p( \3 e& Z3 p2 h! ERECOVERY- Procedures used at USAF bases to : b) M/ @4 Z6 w4 u% i( b5 y0 Fprovide increased launch and recovery rates in- _ L! ]8 S% x4 s; Q instrument flight rules conditions. ASLAR is based* U$ O5 q4 d0 j' q4 K. y6 y on: 2 m) Y# ?* T+ ]; ^9 r# r' hPilot/Controller Glossary 7/31/085 f+ _6 a, ?9 {2 ^0 O. z; z! T/ n Pilot/Controller Glossary 2/14/08- I1 j P% m( c3 i* l& \, q' O PCG A-7 : w% N c, _8 Z3 d1 Za. Reduced separation between aircraft which is# u( X/ S2 [0 A# n( L9 P& Q based on time or distance. Standard arrival separation+ k& M6 D4 ?8 A3 P' [8 | applies between participants including multiple# w! N7 Q& k$ h flights until the DRAG point. The DRAG point is a r& k2 ]) S- [/ c: ~7 S published location on an ASLAR approach where" N0 S( s: j$ E( T. b- U aircraft landing second in a formation slows to a, L9 o( i2 D: S! W2 O( } predetermined airspeed. The DRAG point is the ! b4 ~4 t9 L) Qreference point at which MARSA applies as% d4 S% [6 `& X. }; \6 q expanding elements effect separation within a flight % M) m+ ^) V# A% _$ T, U& L( Xor between subsequent participating flights. B o* s/ h# Q' g- \, Z b. ASLAR procedures shall be covered in a Letter; q) P6 v, M4 L% B of Agreement between the responsible USAF! ^$ f/ @ W0 `6 B1 b military ATC facility and the concerned Federal / M# q6 Y, B% |% a( E# iAviation Administration facility. Initial Approach- d( R3 E5 ]- T Fix spacing requirements are normally addressed as " N8 B) {, b3 s! n$ E3 V ja minimum. 1 q$ X S5 ~2 Q$ N* ~AIRMEN'S METEOROLOGICAL5 n D0 J& t2 i1 E+ e INFORMATION(See AIRMET.)8 g2 H7 e, _ e- Q AIRMET- In‐flight weather advisories issued only# R+ o* v/ r4 ]! M0 U0 ~ to amend the area forecast concerning weather- Q; N$ B5 O G/ X- _; E phenomena which are of operational interest to all ( f" P) L6 J2 V# l* Taircraft and potentially hazardous to aircraft having G5 Z4 ~% [( Klimited capability because of lack of equipment,1 l n" _) D- m: W" y7 d+ I instrumentation, or pilot qualifications. AIRMETs6 h( t0 N/ C0 x, ]% ~6 o1 S. q1 g concern weather of less severity than that covered by 6 { ]: x0 x% F0 L% _( F3 zSIGMETs or Convective SIGMETs. AIRMETs5 p- [2 s8 h* n" w) [0 |% { cover moderate icing, moderate turbulence, sustained . e2 ^+ W" l; |# p0 Z5 ]' mwinds of 30 knots or more at the surface, widespread* m7 W4 d. K2 T: L areas of ceilings less than 1,000 feet and/or visibility / G% ]$ ]7 Q$ i$ R& Kless than 3 miles, and extensive mountain( |, e% `& }9 a" m obscurement. + p- f* M0 ~; q. M(See AWW.) 2 ?; i- A; i2 |+ u d(See CONVECTIVE SIGMET.)- u4 T7 G' v- n* u5 D (See CWA.) 8 U6 S% k5 k, B% j# Z(See SIGMET.) 0 H `$ E; H" O& I2 O6 h! ?(Refer to AIM.) ' f# s8 P& l' U4 r- r7 I9 DAIRPORT- An area on land or water that is used or" j0 {4 }- Y5 l intended to be used for the landing and takeoff of; L$ R& e A' G- Q aircraft and includes its buildings and facilities, if* E) t: T- x9 d( p \: n any.% F @$ N8 x/ h2 O$ E AIRPORT ADVISORY AREA- The area within ten4 U' [; G: M+ E1 n1 G miles of an airport without a control tower or where% j$ E; @$ Q/ B the tower is not in operation, and on which a Flight6 R& g$ N/ q2 d1 X Service Station is located.2 f3 A5 Y" o1 F4 ~ (See LOCAL AIRPORT ADVISORY.) 8 q' w" ~! o, b! I2 K& t+ [(Refer to AIM.) - J/ R5 p% ?, m& uAIRPORT ARRIVAL RATE (AAR)- A dynamic* i3 b/ J% b6 w& H. g$ p input parameter specifying the number of arriving ) q& \5 V& ` g# {( j! }9 baircraft which an airport or airspace can accept from / }8 `' ]' h- h. C1 ^. Sthe ARTCC per hour. The AAR is used to calculate! S/ j' \# z& g1 o0 ^ the desired interval between successive arrival7 u0 h! C0 f3 U% M! w% X aircraft. , l4 y* P# O8 ^ G8 R" x4 q- B& BAIRPORT DEPARTURE RATE (ADR)- A dynamic: S2 R* w1 ?4 |2 X8 Z: Z7 a parameter specifying the number of aircraft which * W- ~! j' h# M" g; X+ E/ f. scan depart an airport and the airspace can accept per5 V5 M4 W% t# d5 X0 N; b1 ~ hour.

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AIRPORT ELEVATION- The highest point of an 4 E+ g! {; e8 s* n# _airport's usable runways measured in feet from mean & t0 k- g3 {8 K9 i6 dsea level. ) X) U9 ~# E6 r; P7 y; i(See TOUCHDOWN ZONE ELEVATION.)( ^! Y9 J& e/ {8 X8 c0 _ (See ICAO term AERODROME ELEVATION.) # Q2 D' F; } h% X) E8 |AIRPORT/FACILITY DIRECTORY- A publication% [/ P" n' H5 X3 r- X4 M9 a9 i designed primarily as a pilot's operational manual % m7 x# c; \; Q I) {5 Q; f* d8 e; Econtaining all airports, seaplane bases, and heliports & ]1 M* {5 c9 P) b+ b( _open to the public including communications data, J2 |. O6 _0 j* p1 |. Z navigational facilities, and certain special notices and ) N/ L7 Y4 m" s: M& B. dprocedures. This publication is issued in seven + F4 k! R5 e5 B" Q8 r- O' q8 M8 Pvolumes according to geographical area., S- U5 j' q1 m3 Y; f; }/ s2 | AIRPORT LIGHTING- Various lighting aids that5 Y3 e5 ?7 o/ ^* J; P may be installed on an airport. Types of airport , v2 x2 r. S% glighting include:8 j D9 ]- \/ z" x- h0 B a. Approach Light System (ALS)- An airport 0 Q9 ]6 g4 D1 y+ E A" J& Xlighting facility which provides visual guidance to+ C& e3 B0 b% f) j: [. G landing aircraft by radiating light beam s in a9 x- i9 W3 Y, X, ~0 O4 U; m directional pattern by which the pilot aligns the* P1 |% s Q0 k, @: g aircraft with the extended centerline of the runway on$ }5 X( D9 o/ B his/her final approach for landing. Condenser‐9 G4 J/ b; c. x8 k5 x2 q Discharge Sequential Flashing Lights/Sequenced* y- M# Y0 S. y" _( i) _ Flashing Lights may be installed in conjunction with " S F/ L7 ^' H$ [& e+ H! E8 nthe ALS at some airports. Types of Approach Light 9 g6 s) e" O% l% _Systems are: % c' @6 L; o' ~ \5 P0 K1 M' b1. ALSF‐1- Approach Light System with 1 O* L% Z" D+ Y0 b. YSequenced Flashing Lights in ILS Cat‐I configura‐ ; w1 _" @7 t" ]+ ftion. 9 L A' P3 _2 S. A6 _- ~2. ALSF‐2- Approach Light System with) [1 [8 z% Y! R6 @! |: K( e" A* P Sequenced Flashing Lights in ILS Cat‐II configura‐& g$ f: }* F* T9 ?; |/ _7 D tion. The ALSF‐2 may operate as an SSALR when3 k& ]# {$ g1 C( W Y* F" i( f/ Z weather conditions permit.9 g" F. `- v* h1 `2 m 3. SSALF- Simplified Short Approach Light% K( C# t1 t. {3 K/ N5 @( U System with Sequenced Flashing Lights.' Z1 A, ] g% E4 j" t3 v% F3 R 4. SSALR- Simplified Short Approach Light * V% x3 C, g% [5 VSystem with Runway Alignment Indicator Lights. & e3 U9 v: ?+ `+ b5. MALSF- Medium Intensity Approach Light . M; [5 Z) {/ V/ gSystem with Sequenced Flashing Lights. 3 X! \3 T: p- g8 e; n6 a4 O u2 D7/31/08 Pilot/Controller Glossary 4 U2 e0 J' D* N; \1 W$ e2 f5 v; [- v2/14/08 : ~% I' F* ~1 b! M2 rPCG A-8 ! t1 A* t1 v4 m4 K5 g( |. k6. MALSR- Medium Intensity Approach Light2 i/ H$ ~( ]* Z0 G8 o6 l System with Runway Alignment Indicator Lights.: z/ n7 ]; X/ W' {) l* Q) Z 7. LDIN- Lead‐in‐light system- Consists of/ V, E8 t) X: U) D one or more series of flashing lights installed at or # R- z( A$ M- ?near ground level that provides positive visual 3 A; G4 `" G2 Nguidance along an approach path, either curving or ' a! e9 ?, t: _- Ystraight, where special problems exist with hazardous( u! G: l7 K# @% k terrain, obstructions, or noise abatement procedures. ' Q3 V' T4 r4 r" ^ ]8. RAIL- Runway Alignment Indicator Lights-, A2 ~) w9 t: S5 \ Sequenced Flashing Lights which are installed only 3 a8 [: @8 N7 Y( x6 H6 Qin combination with other light systems. ; ?/ i: J! P6 L' O+ B( H9 q9. ODALS- Omnidirectional Approach Light‐ ' x& d9 \/ D) U- \. ]ing System consists of seven omnidirectional / m( w& c! L5 n9 l$ Zflashing lights located in the approach area of a1 W7 ~/ b5 A4 y) F* i% ?/ l nonprecision runway. Five lights are located on the 7 u0 a8 O5 b& R5 brunway centerline extended with the first light 3 G' e- m+ @5 y; Tlocated 300 feet from the threshold and extending at ; }3 L- L, d8 `- _: I7 m, Zequal intervals up to 1,500 feet from the threshold., K" L9 u5 V7 T2 g: I& [6 W The other two lights are located, one on each side of: a- C; Y/ Z! F# K s the runway threshold, at a lateral distance of 40 feet2 K8 i# Q, t: r from the runway edge, or 75 feet from the runway$ Q5 u! @8 F4 T8 |- h9 j: Y edge when installed on a runway equipped with a 5 X' a u1 s8 h: ^. Z/ z& QVASI. 8 N' U% J% _, l C9 I6 g(Refer to FAAO JO 6850.2, VISUAL GUIDANCE $ h& B5 \8 P! ` j$ ~; T- gLIGHTING SYSTEMS.)+ h0 O" V# z2 ~# z, A9 E: s b. Runway Lights/Runway Edge Lights- Lights 5 w6 ?0 u0 A7 G5 u" v& F* thaving a prescribed angle of emission used to define ( D' ?" Y- g) d9 }9 j3 Ythe lateral limits of a runway. Runway lights are + E; J0 a( k0 v. t' Q" q0 ]- Auniformly spaced at intervals of approximately 200 9 d s# ~# o7 D& [, P& yfeet, and the intensity may be controlled or preset. ) l1 X$ `$ x. ?1 w) Ic. Touchdown Zone Lighting- Two rows of 0 \ l t2 `& H. O a( ?transverse light bars located symmetrically about the: a# H$ U( K( L t, q runway centerline normally at 100 foot intervals. The" d% H% X% W: c; ~! ? basic system extends 3,000 feet along the runway.9 }4 U$ {* A. @! D d. Runway Centerline Lighting- Flush centerline9 O$ V$ o% X, v8 c5 W9 U; n lights spaced at 50‐foot intervals beginning 75 feet: s0 t4 h' z5 W+ Y9 ~2 i$ O& b from the landing threshold and extending to within 75: `) o. \7 F& T2 F* k$ y2 @9 a feet of the opposite end of the runway. , f& w- T4 i7 c0 Te. Threshold Lights- Fixed green lights arranged 7 L5 I0 J) w9 K) o7 \0 m5 @+ R2 Dsymmetrically left and right of the runway centerline, ; e) G7 d! u5 r1 z2 H8 K* e3 iidentifying the runway threshold.4 X; V( \# c/ K: W f. Runway End Identifier Lights (REIL)- Two; m' U( ]9 L2 N, q% Z4 N synchronized flashing lights, one on each side of the - w- a% i0 X( R# t1 erunway threshold, which provide rapid and positive 4 a$ P9 r( k) S4 y5 x1 R5 U/ S8 widentification of the approach end of a particular$ X4 f+ ^! e, \2 t runway.' a2 k- D; O6 k4 f( K+ h* w8 F4 ^: r& k g. Visual Approach Slope Indicator (VASI)- An 0 ]6 d4 M* ?( Q7 n# j# d, x- Zairport lighting facility providing vertical visual# Y/ F8 A4 p' l4 G approach slope guidance to aircraft during approach 0 R1 `) z q! R6 A: I3 L7 Sto landing by radiating a directional pattern of high/ Y" d' g( x0 Q; G' \ intensity red and white focused light beams which- y: M/ h- S7 ~) a2 r9 P indicate to the pilot that he/she is “on path” if he/she) ~ s) N5 X( T4 b. n" Z9 g6 N. g( b sees red/white, “above path” if white/white, and 5 D, f8 S6 S, b( l% x“below path” if red/red. Some airports serving large6 S1 ?- I* R! M& ?' W# K* D3 e aircraft have three‐bar VASIs which provide two ( [ l8 K- k8 x& mvisual glide paths to the same runway. : H8 G- _7 h6 `( v! uh. recision Approach Path Indicator (PAPI)- An2 C6 E' ~9 i0 o: n airport lighting facility, similar to VASI, providing- P0 v; S6 c# _/ e vertical approach slope guidance to aircraft during$ G2 g$ p7 G; S4 l/ _+ p _ approach to landing. PAPIs consist of a single row of , D0 r# q% K7 H! m/ |1 k/ J6 k# leither two or four lights, normally installed on the left ' H& ]0 ?$ B9 e8 i! w* u+ ^2 A! zside of the runway, and have an effective visual range" I- x1 K5 ?! b" i* ^$ |# o of about 5 miles during the day and up to 20 miles at 7 P6 p: I9 r/ t. Pnight. PAPIs radiate a directional pattern of high0 |/ ?5 g- q, T" M intensity red and white focused light beams which: K9 D* Q" S b! i! k6 z indicate that the pilot is “on path” if the pilot sees an- U9 F8 m. l7 J* l6 I9 a equal number of white lights and red lights, with 4 `0 B8 B0 k l) Kwhite to the left of the red; “above path” if the pilot6 J3 W4 |" R- G3 Y; O, a- j/ o sees more white than red lights; and “below path” if! @7 z; `4 U, j: L the pilot sees more red than white lights.0 P# B4 j+ @; M' ^8 Y i. Boundary Lights- Lights defining the perimeter9 r- W9 G2 T+ V3 p3 E6 k- T of an airport or landing area.; A7 l: j3 K, H0 c9 d (Refer to AIM.) & ?6 G7 `6 c0 X' ?! }* ? ZAIRPORT MARKING AIDS- Markings used on + z8 R! ?4 a0 {* q/ y; S- e5 `) crunway and taxiway surfaces to identify a specific( W( ?8 Z1 \% J runway, a runway threshold, a centerline, a hold line, - T' R0 \. b2 a- K, p$ H" uetc. A runway should be marked in accordance with+ j& _1 V% W9 q3 [! B* ] its present usage such as:" p* ]5 O7 `8 u; M% }( E2 A a. Visual.: o" L: m# G5 `7 z+ h5 U b. Nonprecision instrument. 0 L4 E8 D* ~9 I+ ^c. recision instrument.6 D8 g- Q3 U7 y4 X% s8 q2 a+ b& T (Refer to AIM.)$ c; V3 o( [3 W: q. k# m& ?5 C; W AIR PORT REFERENCE POINT (ARP)- The 9 e" p# m- ?$ j9 p. o' [2 S: vapproximate geometric center of all usable runway. b( d9 l8 `1 Y* k8 d' Q% |; i surfaces. 2 H$ g% X# @% `+ X- r0 w0 [! e: e! C( lAIRPORT RESERVATION OFFICE- Office re‐& L/ s" x2 n A6 z7 y sponsible for monitoring the operation of the high( g/ ~3 Q. A- u C# L. P9 Z density rule. Receives and processes requests for - S( D+ @7 X0 I( X' }$ U( mIFR-operations at high density traffic airports. 2 p4 W( P; T" ?" MAIRPORT ROTATING BEACON- A visual ) _% Y* ^: l6 F- jNAVAID operated at many airports. At civil airports,; K! t% T0 j6 [: K3 w, b, S alternating white and green flashes indicate the8 p- y4 v6 _, H6 Q0 P7 A location of the airport. At military airports, the5 p% ^3 o! m* k9 q2 w& d. X( M beacons flash alternately white and green, but are% c1 W A! N0 a2 ~ N Pilot/Controller Glossary 7/31/086 c9 l9 c% U1 u6 H5 h1 Y/ _" Z Pilot/Controller Glossary 2/14/08 + v' F" W; J9 F" Q1 D* VPCG A-9( J7 R% ?1 B" j+ o. T- s1 w differentiated from civil beacons by dualpeaked (two( T9 ]4 S3 q. y quick) white flashes between the green flashes.8 Z. j7 t- K1 s! t (See INSTRUMENT FLIGHT RULES.) / u% |, n( s9 j/ C9 ~* d(See SPECIAL VFR OPERATIONS.)1 T. Z, P5 `1 |0 P( R (See ICAO term AERODROME BEACON.)" ^: D7 f1 ]/ V: v# \% l (Refer to AIM.). W5 q x4 ~) I- D" g& T% { AIRPORT STREAM FILTER (ASF)- An on/off0 F6 I2 z" v" q1 [1 L) I# B filter that allows the conflict notification function to + A+ t* {) \3 E: u0 Zbe inhibited for arrival streams into single or multiple/ `+ S/ N) M: o3 P3 v airports to prevent nuisance alerts.9 ]7 Z0 l: M# T' Z$ e; h- a AIRPORT SURFACE DETECTION EQUIPMENT: I7 g5 m# H: @- |) T G (ASDE)- Surveillance equipment specifically de‐ 3 s( B) d- }1 Y y6 Gsigned to detect aircraft, vehicular traffic, and other0 T! C$ y- p1 j6 @- T objects, on the surface of an airport, and to present the2 r! d; O% y, Q# f5 g+ y; b1 B' y image on a tower display. Used to augment visual. L, f4 `% v2 J I6 K) i4 i7 f observation by tower personnel of aircraft and/or * I7 T/ }! _) o qvehicular movements on runways and taxiways. 4 e+ E0 a/ l# R" t0 {$ ?There are three ASDE systems deployed in the NAS: , k* J- |# e$ J# ea. ASDE-3- a Surface Movement Radar.% J4 h( _, [. V' u+ |$ ]# J b. ASDE-X- a system that uses a X-band Surface% ]" b' `4 G3 ]' R6 @1 B$ f Movement Radar and multilateration. Data from ( M' [4 P. o( J0 Nthese two sources are fused and presented on a digital2 T; t7 x$ x8 l6 W! L6 K9 Z; R! g display.9 u- K+ u/ B8 A1 H c. ASDE-3X- an ASDE-X system that uses the {, B( x4 ^9 g: {* }& ^ ASDE-3 Surface Movement Radar.& n3 f+ O) ? S. @2 e) } AIRPORT SURVEILLANCE RADAR- Approach 0 x! _) q8 x$ A- L( S+ W- acontrol radar used to detect and display an aircraft's! ]* O9 f! X; c" P position in the terminal area. ASR provides range and 9 Q7 `* f L8 E* D* O/ d& Nazimuth information but does not provide elevation( _( T2 T* l. @ F% V; U9 s data. Coverage of the ASR can extend up to 60 miles. - s- y6 T7 y5 _6 d: f& X0 N3 oAIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) + O3 s6 t( X# bAIRPORT TRAFFIC CONTROL SERVICE- A * ` ^; \- [4 c' S7 A$ gservice provided by a control tower for aircraft 8 s. e1 N1 e$ @% b/ V$ Ioperating on the movement area and in the vicinity of# H; k6 p, d" b" i8 ?6 H! Z an airport., [+ l. }1 f' |8 J& Y4 S (See MOVEMENT AREA.): m9 f. j: |' e* `2 _! X2 n$ o (See TOWER.) 8 w5 F8 H9 [9 J) y) ]+ Z(See ICAO term AERODROME CONTROL- L' [) {, i4 K3 f SERVICE.), R1 P! L% k1 r AIRPORT TRAFFIC CONTROL TOWER(See TOWER.) D/ ~9 J0 {) H+ d* S AIRSPACE CONFLICT- Predicted conflict of an . b7 p" |: Z) h+ R, ~aircraft and active Special Activity Airspace (SAA).' d: N* Y) x7 @: M, w# R AIRSPACE FLOW PROGRAM (AFP)- AFP is a 6 N4 H+ D5 E! ?/ B; m+ UTraffic Management (TM) process administered by2 j+ N, ]; Q0 g the Air Traffic Control System Command Center ) q& o# [* C& R2 h(ATCSCC) where aircraft are assigned an Expect . T& a- \& B" @Departure Clearance Time (EDCT) in order to9 o" I- o5 N0 l) t manage capacity and demand for a specific area of the ' V& T" l8 h! M2 J) H9 z4 C0 X& UNational Airspace System (NAS). The purpose of the 1 S V: \4 y7 L# Yprogram is to mitigate the effects of en route 2 a# B, a- `, I- y) p {2 Bconstraints. It is a flexible program and may be1 I0 z- c+ @' C* F+ } implemented in various forms depending upon the: e! f( K- Q0 Y4 O+ D3 r needs of the air traffic system. . W7 E* u/ w8 `AIRSPACE HIERARCHY- Within the airspace @9 N6 k. {% c: H, s7 ` classes, there is a hierarchy and, in the event of an - o, K! o3 ^4 p) T$ e2 P% Yoverlap of airspace: Class A preempts Class B, Class : _4 U2 L1 W& w* iB preempts Class C, Class C preempts Class D, Class* ]* ?) @" t' Z5 C0 n ]+ X D preempts Class E, and Class E preempts Class G.. K+ O8 \9 z8 u- @7 ] AIRSPEED- The speed of an aircraft relative to its 0 }6 M0 o z5 Dsurrounding air mass. The unqualified term 0 P9 u- G8 T" K) P0 b( v l, t; w“airspeed” means one of the following:6 ?: O+ b# T1 f' b7 d5 }/ R% _ a. Indicated Airspeed- The speed shown on the) k% |6 A9 H) z T0 c6 R1 A+ [ aircraft airspeed indicator. This is the speed used in , t" s4 e9 ?3 P/ ]# t0 U# T3 hpilot/controller communications under the general 3 \( U$ h+ G- n# F- Vterm “airspeed.” # G. l- N4 q. g2 G(Refer to 14 CFR Part 1.)9 ]" h, n/ }" s! F8 F: R b. True Airspeed- The airspeed of an aircraft \+ k( U1 L( V# e Y% l9 G+ o- ^/ Hrelative to undisturbed air. Used primarily in flight ( l0 @. V" t2 i8 j, i" J2 ?- eplanning and en route portion of flight. When used in 5 f0 @( b0 N8 a' fpilot/controller communications, it is referred to as7 s$ {7 y! {$ f0 L9 q5 P “true airspeed” and not shortened to “airspeed.” 0 S1 e! V6 Q7 u! O2 o) L+ H# G) VAIRSTART- The starting of an aircraft engine while q: k% J3 A! A' X5 R% o3 Zthe aircraft is airborne, preceded by engine shutdown 0 T3 V1 x) F4 I6 |1 X/ P6 jduring training flights or by actual engine failure.# M: I- ^2 h. M/ u8 T1 Z AIRWAY- A Class E airspace area established in the0 y; l, A/ ~* D0 n: W# b form of a corridor, the centerline of which is defined 7 {& j' R4 x* b6 O1 m7 G* mby radio navigational aids. : H, W4 u$ ~; F2 T Q(See FEDERAL AIRWAYS.)$ U! p/ ^" I8 K1 V (See ICAO term AIRWAY.) $ A+ s# ^: ]! V; o$ ~(Refer to 14 CFR Part 71.)2 q& w" n: T. q" [% Y8 @ (Refer to AIM.) / n G3 u9 g) R! F% zAIRWAY [ICAO]- A control area or portion thereof$ A+ x- O8 _* R% U3 F& @ established in the form of corridor equipped with * q& i# p1 b! V* S Y, nradio navigational aids. & Y: o2 x0 n6 U. M4 [) T6 Y% hAIRWAY BEACON- Used to mark airway segments . l0 Z$ v3 g6 W( R! D qin remote mountain areas. The light flashes Morse+ k, b0 D* Z1 D- S Code to identify the beacon site. " C- a* i0 l/ K. E$ K; G/ C(Refer to AIM.) / W/ z/ Z6 k4 s, ^ t- zAIT(See AUTOMATED INFORMATION+ w3 u0 w' a! y* e3 W4 A: h$ _ TRANSFER.)1 k# M+ p5 d. Q0 X 7/31/08 Pilot/Controller Glossary 6 ~7 T( K3 z% t! I2/14/08 . |; r! l. q; ?+ S L s, [PCG A-10 # U4 T# w# z+ {8 @7 @4 |ALERFA (Alert Phase) [ICAO]- A situation wherein0 [4 x w% X( Q) S, d3 L; m- _ apprehension exists as to the safety of an aircraft and , c3 E0 Z9 L7 z8 dits occupants. - m: n& j7 F7 C! o* ~2 dALERT- A notification to a position that there9 m. r% f' T! U( r+ A is an aircraft‐to‐aircraft or aircraft‐to‐airspace ; w! u: ^/ Q8 D' }conflict, as detected by Automated Problem # k6 e% q: y. `( gDetection (APD).' j/ h7 @# u6 L1 m9 c% ~1 E( d; M6 B ALERT AREA(See SPECIAL USE AIRSPACE.)9 t+ D/ l' U) O9 Y: u; c1 Z' i/ J; S Y ALERT NOTICE- A request originated by a flight$ b. V$ y1 m) l& N! @( }! s service station (FSS) or an air route traffic control, O1 P6 c) K) o center (ARTCC) for an extensive communication ( o) r5 m" f7 _2 L9 R. Nsearch for overdue, unreported, or missing aircraft.# ~+ {' `6 G2 ]- s% Q7 X ALERTING SERVICE- A service provided to notify5 ~& r% f* R( F3 G8 n; B4 ` appropriate organizations regarding aircraft in need o# K& b% w3 v: q- f3 X; Yof search and rescue aid and assist such organizations1 h1 V& f: q, \( X as required.. w$ y- t) I4 e" k- f2 } ALNOT(See ALERT NOTICE.)" b# f! Y2 P" I S* `3 |8 T ALONG-TRACK DISTANCE (ATD)- The distance - F/ H3 A0 G. X* O0 L- \measured from a point‐in‐space by systems using2 D/ Q6 l( B# B3 e area navigation reference capabilities that are not. Q2 Z# b" P5 E. O2 l( w/ _ m subject to slant range errors.+ m& J+ r8 P( t i$ m1 l ALPHANUMERIC DISPLAY- Letters and numer‐6 d5 ?/ X. F( o% D, i( C als used to show identification, altitude, beacon code, . E. u7 ] f7 Q; A( d$ {( Eand other information concerning a target on a radar * H4 e9 [/ b1 P: M- i& R5 adisplay. 8 l k+ Z+ Z+ P9 C; }- m(See AUTOMATED RADAR TERMINAL6 I& ~1 m+ r2 g; l SYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐ + e: S8 g$ m& e% |8 i# Jdrome to which an aircraft may proceed when it : _, g9 }. ?. G1 [. t- ^/ F$ Mbecomes either impossible or inadvisable to proceed) v4 z) ]% o' R1 H0 [6 c to or to land at the aerodrome of intended landing.6 n3 W. x& a. Z1 c Note:The aerodrome from which a flight departs 9 H; _7 H* V9 W3 U/ m" d3 W6 Smay also be an en‐route or a destination alternate% ~% O0 Z4 \, _ X8 q a aerodrome for the flight.; p+ d- C# C. b& X ALTERNATE AIRPORT- An airport at which an ; G6 ]; H* Q- K5 T( R: ?aircraft may land if a landing at the intended airport 2 [# R$ [4 T7 ubecomes inadvisable. # D& p" b, s2 I0 U5 ]& E0 K(See ICAO term ALTERNATE AERODROME.)5 |8 A6 P5 I0 ]! f3 A+ |5 g ALTIMETER SETTING- The barometric pressure6 z" Z; Z' N5 b z reading used to adjust a pressure altimeter for $ z# D' c% X6 C6 y* Gvariations in existing atmospheric pressure or to the' d* b, @! n4 X) Y standard altimeter setting (29.92).& h8 X7 U1 W, I3 s (Refer to 14 CFR Part 91.) . O* J o' x- L(Refer to AIM.) 8 p& ~# y! [. b& E6 H. WALTITUDE- The height of a level, point, or object% w7 I& j7 a& ?+ w measured in feet Above Ground Level (AGL) or from $ Y4 ]1 w; {! P/ EMean Sea Level (MSL). 6 [8 e( d+ m7 o# K; W- k3 F(See FLIGHT LEVEL.)8 _1 S3 h) ~1 z1 Y d a. MSL Altitude- Altitude expressed in feet % A3 D/ S+ t- e7 kmeasured from mean sea level. 4 S* U; C' c% L- K& E+ H- Cb. AGL Altitude- Altitude expressed in feet - l9 t( Z9 N1 W T9 fmeasured above ground level. $ L2 i+ ]) l5 jc. Indicated Altitude- The altitude as shown by an1 Y* C3 @) D/ ?1 H5 H altimeter. On a pressure or barometric altimeter it is+ C z9 H# U& c; l5 }. G9 q* x2 \ altitude as shown uncorrected for instrument error/ k/ y2 a$ M# I3 F Q7 f and uncompensated for variation from standard 0 P1 a4 i& H/ N" m) yatmospheric conditions.( o, ]: t& X" l6 t, k1 R2 C! Z (See ICAO term ALTITUDE.) - t S$ {* l/ F* i/ E: |2 AALTITUDE [ICAO]- The vertical distance of a level, 8 I# E3 j- h$ a+ U' G+ {3 D( `9 ta point or an object considered as a point, measured: [' Z$ y: z) J! B4 v1 X3 e/ | from mean sea level (MSL).* Z1 I& Y8 u! m2 a( S4 G2 O4 T ALTITUDE READOUT- An aircraft's altitude, 7 ~4 U7 Q1 r5 ~/ dtransmitted via the Mode C transponder feature, that) P: o! a. w! r; P3 y- j* e* W is visually displayed in 100‐foot increments on a : T& x9 b. L1 [6 L! Yradar scope having readout capability.% D+ W! Z4 f% H3 o$ K1 o8 o6 n9 z: T (See ALPHANUMERIC DISPLAY.)4 Z4 u' d& ?! i- r3 q$ k1 | (See AUTOMATED RADAR TERMINAL : d* c8 j" I) K5 h3 o) HSYSTEMS.), p; f# |$ v9 y. b% J (Refer to AIM.)9 X& q1 @# n, L" q4 z ALTITUDE RESERVATION- Airspace utilization 3 y* O ]' X5 F6 W% dunder prescribed conditions normally employed for , }4 \- O: h; p- U1 m q5 Ythe mass movement of aircraft or other special user 4 X. P# `4 P& Q* Y. Krequirem ents which cannot otherwise be [6 t- x2 K$ T# ? accomplished. ALTRVs are approved by the 7 j9 C0 C& ~8 o: [/ Happropriate FAA facility. 9 _4 y9 f5 }3 l: p3 ?/ i2 a(See AIR TRAFFIC CONTROL SYSTEM/ B. P8 j F) Q" a COMMAND CENTER.)5 M$ W$ | W$ s$ K ALTITUDE RESTRICTION- An altitude or alti‐ , @6 o6 w4 ?: `$ @5 \7 ?tudes, stated in the order flown, which are to be+ {% \9 M; t% ~6 T2 @ maintained until reaching a specific point or time. 0 W/ }- H( `$ gAltitude restrictions may be issued by ATC due to + Y8 J( e5 e }2 Etraffic, terrain, or other airspace considerations.9 O4 F) \& V4 i( R B# O4 @ ALTITUDE RESTRICTIONS ARE CANCELED- , T- Z8 F t0 pAdherence to previously imposed altitude restric‐8 c3 T: a2 o( \: g7 C tions is no longer required during a climb or descent. 9 F: D# q! @/ |ALTRV(See ALTITUDE RESERVATION.)6 I: E- Y* H9 p" Y/ v5 ^8 t AMVER(See AUTOMATED MUTUAL‐ASSISTANCE" [/ f( S) }& r3 [8 U; v. Q3 O VESSEL RESCUE SYSTEM.)6 A( i" w7 k0 G8 q1 [ c APB(See AUTOMATED PROBLEM DETECTION $ {, P' F; o6 B9 F. k/ f% \BOUNDARY.)7 C h: y" Z% [ Pilot/Controller Glossary 7/31/08 , b% h2 S0 U! \# L; K, E9 f2 TPilot/Controller Glossary 2/14/08 + ]7 e* r- d% q# CPCG A-110 H& H# i7 s) J0 L APD(See AUTOMATED PROBLEM DETECTION.) ' a& N( K1 }2 u. a* y: OAPDIA(See AUTOMATED PROBLEM DETECTION * H5 f; T9 R( I* e% L# H' ~INHIBITED AREA.) - t8 Q$ E) G$ Q! A ^' q l2 WAPPROACH CLEARANCE- Authorization by1 G0 F. R6 I9 P( u [4 I ATC for a pilot to conduct an instrument approach. # {7 D, ~+ D' g @" O+ _% K- e8 ]0 }The type of instrument approach for which a3 @2 p0 |2 i# |& M( C clearance and other pertinent information is provided $ U' M7 G; V* v& r( G$ Nin the approach clearance when required.7 n' P8 K( N5 b! F, q$ i% d2 q (See CLEARED APPROACH.) 7 t3 j" T% k" R" E9 X(See INSTRUMENT APPROACH , N/ J, a5 {3 x; _; ]PROCEDURE.)0 M% M B0 u, d (Refer to AIM.) $ d% f* G; C! s(Refer to 14 CFR Part 91.) , M5 R4 D- G7 ?5 s4 |7 q2 k2 e, K3 bAPPROACH CONTROL FACILITY- A terminal) m3 q2 W6 J* P9 o7 K ATC facility that provides approach control service in8 i7 y) h0 ?7 w3 \1 z7 m: i% t a terminal area. 4 y. P" H' X3 K& \7 N; [+ N# R(See APPROACH CONTROL SERVICE.)/ m& f+ |7 z% l P$ n. j% k (See RADAR APPROACH CONTROL& D; W! M; N+ k n$ {; @4 `3 [7 z/ p& E FACILITY.) 4 s6 M) N0 S0 [! iAPPROACH CONTROL SERVICE- Air traffic 5 W- X2 ^' c, R; }! b, w" Pcontrol service provided by an approach control. l$ k! \& p4 { facility for arriving and departing VFR/IFR aircraft ( }. w" A z4 i: band, on occasion, en route aircraft. At some airports w; X7 ~0 ~" ?- F! E, I not served by an approach control facility, the : w7 P0 k0 D5 K( u" W1 F# b4 bARTCC provides limited approach control service.- G! b+ j5 \# k (See ICAO term APPROACH CONTROL 1 [' `0 \1 n$ A' u* O) DSERVICE.) + ]+ z; |; ~) P& c8 A9 [% g1 L1 G(Refer to AIM.)* P: C7 u: D) D& x APPROACH CONTROL SERVICE [ICAO]- Air) O' p3 x1 c& S, x traffic control service for arriving or departing 0 d+ g9 @7 C1 b y' ^controlled flights. ; I* T* Y3 C- z- |/ {% iAPPROACH GATE- An imaginary point used, U! r: T& B) @: a. L1 L2 m% x7 d9 ~ within ATC as a basis for vectoring aircraft to the ! U- k' n D, | X, E0 B5 ufinal approach course. The gate will be established. N9 ~) K* S' ]# s3 N along the final approach course 1 mile from the final % i) \& f+ z( }0 V* a% w6 {8 ~% y& dapproach fix on the side away from the airport and2 ?6 _1 h' k0 H: b2 m will be no closer than 5 miles from the landing $ G6 H0 c: n! v2 Z& z% U& X( O2 Athreshold.4 j: I" i& q0 w' B APPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.)& ~. X6 |: g7 `3 a) q APPROACH SEQUENCE- The order in which % j. `; g5 O- l0 caircraft are positioned while on approach or awaiting 5 q3 M# I* Y- T2 n: |4 G/ i gapproach clearance. / D3 D8 K5 A# K) ~5 \' n(See LANDING SEQUENCE.) w) }2 a- x% \( e (See ICAO term APPROACH SEQUENCE.) 8 o$ O5 Z; O0 ?( l o; tAPPROACH SEQUENCE [ICAO]- The order in0 O- v% b5 A8 T+ j8 a+ v which two or more aircraft are cleared to approach to$ T1 b6 @1 `1 B+ I- }2 v land at the aerodrome. X( @9 z% B' I) _ APPROACH SPEED- The recommended speed2 [) a$ p+ Y: Q0 X contained in aircraft manuals used by pilots when % V1 t4 O+ y1 `$ V5 { m; b" ^7 n: Lmaking an approach to landing. This speed will vary - k9 W$ W) [3 H* a6 x! ufor different segments of an approach as well as for9 O0 A$ M: |! m0 o9 x' ] aircraft weight and configuration.7 h& |* g8 T- j# M APPROPRIATE ATS AUTHORITY [ICAO]- The ' B! l2 C+ {$ W: A) |+ [relevant authority designated by the State responsible / s6 V0 Q3 O% \: q% a! ?for providing air traffic services in the airspace % C" d4 z- s& z6 O' \, kconcerned. In the United States, the “appropriate ATS * }& b" }( g- A' v. } Oauthority” is the Program Director for Air Traffic- Y& ?% M, Z0 r) S5 D Planning and Procedures, ATP‐1.0 o4 |2 w# j1 g8 k6 \3 Z APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant * y# D1 _% M/ w& D. B1 l" |4 |authority is the State of Registry. 5 S4 C. c( F5 Ib. Regarding flight over other than the high seas: 9 W! V# V5 Y/ b! ythe relevant authority is the State having sovereignty ; ~; S8 }1 @( z2 t( Q3 yover the territory being overflown. 6 M' ]/ T. N6 o N- P. wAPPROPRIATE OBSTACLE CLEARANCE$ l& e$ p ~% P+ a MINIMUM ALTITUDE- Any of the following:: y; S/ w- J: s# |+ \ z6 G (See MINIMUM EN ROUTE IFR ALTITUDE.) 7 V! S9 e6 E2 U0 u9 I) a; \6 @(See MINIMUM IFR ALTITUDE.) : b' |; Y2 X9 j- l(See MINIMUM OBSTRUCTION CLEARANCE) Y7 e: k+ d1 d! ? ALTITUDE.)3 u2 E2 o% q) w3 s5 K (See MINIMUM VECTORING ALTITUDE.)6 p- S: t! N8 \) Z( p% @6 }) ^, k# g APPROPRIATE TERRAIN CLEARANCE + H' p+ P! f, u/ OMINIMUM ALTITUDE- Any of the following: / M0 a" f& F0 H9 _) X(See MINIMUM EN ROUTE IFR ALTITUDE.) % g, W+ G6 D; a, U6 ?7 u+ {(See MINIMUM IFR ALTITUDE.) ; J+ K5 M7 {1 Z' _(See MINIMUM OBSTRUCTION CLEARANCE5 p+ U5 Q4 f0 e- d* w) ]9 ]6 x ALTITUDE.) ) Q1 E# B# b w; D) }& u6 G: R(See MINIMUM VECTORING ALTITUDE.)3 \9 [+ Y8 C) h8 f! V APRON- A defined area on an airport or heliport7 f7 ? U* @; _* S+ z! @% G. \ intended to accommodate aircraft for purposes of & v1 W& O- _3 |' I4 Aloading or unloading passengers or cargo, refueling,& V% C3 p- t- p! S: b. G1 w+ D7 B parking, or maintenance. With regard to seaplanes, a! i- {3 [+ O" {, D5 B ramp is used for access to the apron from the water. . o) o8 w; S& z$ j$ V(See ICAO term APRON.) # u: z S, c# l0 AAPRON [IC AO]- A defined area, on a land4 u' X. X. M' C M aerodrome, intended to accommodate aircraft for % C' b7 c7 W1 J1 X& d5 fpurposes of loading or unloading passengers, mail or / A" W) N, W; n5 |9 p; ^cargo, refueling, parking or maintenance. 3 y7 K0 p7 c( k% ^$ i( f6 B' F, WARC- The track over the ground of an aircraft flying0 d, X& ?7 \: a/ E* Z- ~! j% O( a0 U at a constant distance from a navigational aid by' [2 G- g# g2 |. X1 a. e2 G reference to distance measuring equipment (DME).! r8 o% }0 u9 D+ ^; u$ M 7/31/08 Pilot/Controller Glossary E% q/ v/ C9 w! }3 f1 _2/14/08 ( ]$ C) ]$ n3 O, t4 p& H0 o. FPCG A-122 z$ @6 \$ O; q# A7 ~6 K' Q0 O* g AREA CONTROL CENTER [ICAO]- An air traffic6 i0 W' p: q% ], | d% j control facility primarily responsible for ATC/ r' S* J5 r1 m: N services being provided IFR aircraft during the en( o: @* [. y4 T route phase of flight. The U.S. equivalent facility is8 t* A5 x, F" j) Z' s an air route traffic control center (ARTCC). 7 \4 e4 K) x7 V! I8 j) r A9 R dAREA NAVIGATION- Area Navigation (RNAV) ; E4 E8 I5 c& p* ?* ]0 jprovides enhanced navigational capability to the % T0 u; j! Q# G5 ~pilot. RNAV equipment can compute the airplane Y- a* Q% x: Yposition, actual track and ground speed and then % N9 c3 D7 E& p/ \( R: l0 tprovide meaningful information relative to a route of 3 n* y: |8 k" V$ z0 h3 E" ?! J1 C: cflight selected by the pilot. Typical equipment will7 |( p j: C% x0 k0 X! J8 ~ provide the pilot with distance, time, bearing and ! V8 N. |* f" s& O5 F& n) ucrosstrack error relative to the selected “TO” or, ^, K; }5 \5 m u8 v }7 y0 k- J “active” waypoint and the selected route. Several * ]! V% ?: K. f! H+ s2 ~1 v' mdistinctly different navigational systems with: |5 w6 k, O0 L3 q- U different navigational performance characteristics0 i$ N- D) Y$ a are capable of providing area navigational functions.6 O; z# a: V6 _- t Present day RNAV includes INS, LORAN, VOR/. Q3 W: R X. G# n DME, and GPS systems. Modern multi‐sensor 9 m" V. K) p* h1 zsystems can integrate one or more of the above 2 G7 @+ B7 {- \9 k; Usystems to provide a more accurate and reliable3 x% G; Q4 Z& T navigational system. Due to the different levels of0 D2 ?; u/ e0 Y: ` S performance, area navigational capabilities can 3 S! n2 o4 `, a, |& _satisfy different levels of required navigational) ^- e# w' o' |! }. c1 P performance (RNP). The major types of equipment / ^+ P W; E% w# M t$ k0 Zare: 6 g, t, Y% H* n# C9 c8 a+ `+ ea. VORTAC referenced or Course Line Computer, O2 X, O6 L! K4 z# q7 D/ T# k, C (CLC) systems, which account for the greatest+ V+ a+ X# w c- X9 U+ K/ ~1 G7 j, X number of RNAV units in use. To function, the CLC1 y* E4 ?" q! ?- @9 e must be within the service range of a VORTAC.6 h m" c" d4 R& P6 S0 ~$ {) F b. OMEGA/VLF, although two separate systems,4 f" L8 h" y0 y9 s can be considered as one operationally. A long‐range4 x& j8 f* Z& [, l; l" Y' W; ], A navigation system based upon Very Low Frequency; p5 [# ]3 M) O: a' M6 `: Z& K radio signals transmitted from a total of 17 stations ) S; V+ o: f- D. }0 W* z Nworldwide. / E7 S, O* Z% c* I9 p% L1 {# S2 Ac. Inertial (INS) systems, which are totally% S2 d. K* m3 x self‐contained and require no information from5 B8 a D% }4 m; T1 i k external references. They provide aircraft position* O/ a3 U. F$ F: s and navigation information in response to signals * ]% ^7 ~0 D0 [% X7 Rresulting from inertial effects on components within ) M* K- ]7 e$ bthe system. ) E9 s8 y& @$ b* qd. MLS Area Navigation (MLS/RNAV), which - l! a$ E' I# t3 P! A) ?provides area navigation with reference to an MLS ' A+ K& f$ J$ _7 `8 f, P R$ G" S9 Yground facility. * n9 B; J0 R) O% @. ge. LORAN‐C is a long‐range radio navigation 6 a% c) n" c' n4 D2 ~! _9 S% B) asystem that uses ground waves transmitted at low* s( G- J& Q. i frequency to provide user position information at & V1 v* e% H" kranges of up to 600 to 1,200 nautical miles at both en4 X" l& V/ ]& T route and approach altitudes. The usable signal6 W3 ?& V& H5 z! X coverage areas are determined by the signal‐to‐noise o6 d0 M |( X: T0 J ratio, the envelope‐to‐cycle difference, and the % c Q1 X0 [- \7 G" @% q* kgeometric relationship between the positions of the2 |8 `9 p0 |; Y0 C2 j5 \" S0 _: W user and the transmitting stations.! k4 m _2 j, p% X+ _ f. GPS is a space‐base radio positioning,% C0 S6 U& p G2 E6 m) b2 O navigation, and time‐transfer system. The system1 a; ~8 Q ]; U% p# h provides highly accurate position and velocity- H8 E( a4 Y! {, F1 ?! z information, and precise time, on a continuous global6 W* @# m# M+ O' m L% z- v5 ?3 I( o basis, to an unlimited number of properly equipped % C" G4 v# t/ U5 c5 y8 G+ dusers. The system is unaffected by weather, and8 I1 |% s5 L6 d- | provides a worldwide common grid reference! u( b2 Z' T$ E system. % X, D& w) s& }(See ICAO term AREA NAVIGATION.)) J, X1 G. z& K9 F% r1 M; e AREA NAVIGATION [IC AO]- A method of) |) u) i1 R1 b navigation which permits aircraft operation on any 8 X" r' A8 R# edesired flight path within the coverage of station‐ / Q$ \* B6 A$ ~4 H5 G7 p9 d5 d, dreferenced navigation aids or within the limits of the 6 P9 i% m. G- ~- h9 |1 H& pcapability of self‐contained aids, or a combination of) e0 W5 b, Q4 m, c8 d# H: {9 F/ F these. % x* k# {2 b+ \+ f* o! tAREA NAVIGATION (RNAV) APPROACH & t8 \, d! _3 d; s" ]2 f7 ?5 C7 p& R0 KCONFIGURATION:/ A2 Y7 u! Y; S) f; _- R. I a. STANDARD T- An RNAV approach whose # W8 ]0 n. f4 ]% M, Fdesign allows direct flight to any one of three initial8 _. {2 Q: k( N; {2 V/ C7 }; i approach fixes (IAF) and eliminates the need for ) S- T( w" z. I" b& n% r8 `procedure turns. The standard design is to align the ) {5 E9 A" i6 Z6 Q: A) {1 ]procedure on the extended centerline with the missed, f5 U* y- N1 N M& ` approach point (MAP) at the runway threshold, the" i% R+ |, L6 \6 O: C final approach fix (FAF), and the initial approach/1 X/ B) Z0 _* j$ w7 D+ [ intermediate fix (IAF/IF). The other two IAFs will be2 Q* U: c+ R l6 G% P0 e established perpendicular to the IF. 8 X( t4 L! {6 q) U+ `+ ?4 U; q9 O0 a: Cb. MODIFIED T- An RNAV approach design for * d$ r, d8 G* X! |! h+ h' Ssingle or multiple runways where terrain or, E* s8 ^& j% B4 q8 G1 a$ R operational constraints do not allow for the standard6 r9 N; G8 K5 I+ P$ R3 E& K T. The “T” may be modified by increasing or " A8 l) s4 R) [+ O' _: Ldecreasing the angle from the corner IAF(s) to the IF + N7 |: F+ g0 s. o3 o* dor by eliminating one or both corner IAFs.2 Q* e! b. L6 M4 } c. STANDARD I- An RNAV approach design for a' G* i. `# W) D/ w, B2 q3 V a single runway with both corner IAFs eliminated. . j: [5 g3 m, |8 P0 ACourse reversal or radar vectoring may be required at. w' H" w, J2 G busy terminals with multiple runways. 5 W: x; w! Z+ o, vd. TERMINAL ARRIVAL AREA (TAA)- The8 u6 Z2 p7 g3 ^ ~) C: ^ TAA is controlled airspace established in conjunction2 B9 n- N. Z5 q( w8 w1 a4 ^ with the Standard or Modified T and I RNAV9 @$ m* v4 U4 }7 d0 I' ] approach configurations. In the standard TAA, there/ e( T6 N; ~/ G T% ^; R1 W$ a, ^- Z$ I are three areas: straight‐in, left base, and right base.% Y* o# E, d4 }" b" C* `( [ The arc boundaries of the three areas of the TAA are 6 Q2 r% `4 W- |: Rpublished portions of the approach and allow aircraft: q q6 i G9 p5 U1 t5 T' ^ to transition from the en route structure direct to the 8 r* j* z: Z3 f- B4 z A' k, a9 vnearest IAF. TAAs will also eliminate or reduce ?( T$ S5 T8 Q( M% B9 S Pilot/Controller Glossary 7/31/08- Z# G i# b4 t8 w* U6 E# d Pilot/Controller Glossary 2/14/08 " h- y2 W: D2 ]' C# J4 j$ aPCG A-131 o( o! V; i- b: [1 C2 S+ a* g9 x: D feeder routes, departure extensions, and procedure ; z& @8 L; h6 M! r# j/ m6 u2 _turns or course reversal.0 x& s/ V7 b' f7 ?0 R9 C 1. STRAIGHT‐IN AREA- A 30NM arc: l: j4 p3 Z" B% o% X u M& B. v centered on the IF bounded by a straight line* r9 L" h4 C5 {$ A' q extending through the IF perpendicular to the & u, f6 ], H9 n5 A3 [9 C$ Dintermediate course. , \1 p, G4 O: c- D3 x2. LEFT BASE AREA- A 30NM arc centered% @: V9 d. ^ g0 c: M& w. T! m on the right corner IAF. The area shares a boundary. a* B+ A' i9 F! J% } with the straight‐in area except that it extends out for2 F* L/ Y; x4 P( O4 Z* n 30NM from the IAF and is bounded on the other side+ W; \0 G+ ^/ p* k by a line extending from the IF through the FAF to the / F$ R. r; h/ y) w# Larc.3 r: m0 ~: _6 _. f+ ~ 3. RIGHT BASE AREA- A 30NM arc centered ' \1 `% e3 x# `3 ^on the left corner IAF. The area shares a boundary: W* d% B9 E. r+ l3 h with the straight‐in area except that it extends out for M; b. ^5 ]( P. O30NM from the IAF and is bounded on the other side - D1 p; u2 E5 x+ K0 j k2 V& Z+ Aby a line extending from the IF through the FAF to the . p% n( o7 u+ B: X$ H5 ^arc.) k, {0 X8 Y; k! t ARINC- An acronym for Aeronautical Radio, Inc.,- s5 O% V' G. t' \" m a corporation largely owned by a group of airlines. $ M. T ~' D/ h4 nARINC is licensed by the FCC as an aeronautical ) a2 `$ U* h) ?7 x+ k& z" l# t- fstation and contracted by the FAA to provide " K- E5 d5 e* I1 Y% ~$ v1 B2 ?communications support for air traffic control and 2 c. c \' m! w- s' D& R' dmeteorological services in portions of international # d4 r* |+ ?, zairspace.2 v$ H/ I! f. ^3 d/ a9 n ARMY AVIATION FLIGHT INFORMATION" ]+ G1 B! l0 | BULLETIN- A bulletin that provides air operation1 ]* f4 K' ^2 a' f/ a data covering Army, National Guard, and Army# C/ D; i! P' x5 b Reserve aviation activities.0 D B& Q! Z( `' D ARO(See AIRPORT RESERVATION OFFICE.)5 U, R9 Z0 ^( d- O3 ~ ARRESTING SYSTEM- A safety device consisting8 v/ C. M, j0 Y# I8 s/ b( e6 C of two major components, namely, engaging or1 K9 }+ [# n) V catching devices and energy absorption devices for8 }( \2 C1 n$ x U+ w1 U( X the purpose of arresting both tailhook and/or % w2 Z& c7 G5 n; q' znontailhook‐equipped aircraft. It is used to prevent7 W+ m4 Z7 L( `) `- u8 n aircraft from overrunning runways when the aircraft % N' `/ M5 B: s6 }) T8 B% fcannot be stopped after landing or during aborted/ l5 V6 |: U& D ^5 b1 x takeoff. Arresting systems have various names; e.g.,' U' V' n5 l! ~, P* X arresting gear, hook device, wire barrier cable.2 e! _4 [# s" ?0 P' t8 c& f7 \# } (See ABORT.)9 p1 ]! H9 ^# e. V (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 ' l! Z1 K; g$ ]$ b" o6 a0 _generated program in hundredths of minutes based# y7 D$ w+ k% Q6 n; ? upon the AAR. AAI is the desired optimum interval3 W3 P q( Z" z' G3 ~% b9 Z1 b between successive arrival aircraft over the vertex. ) e9 J) [5 r% JARRIVAL CENTER- The ARTCC having jurisdic‐- h% B& N- r0 O m% z, z3 ^ tion for the impacted airport.0 L0 Z+ Z! u8 A ARRIVAL DELAY- A parameter which specifies a 5 k. v. s9 B" Qperiod of time in which no aircraft will be metered for3 x; s7 h# ]+ a arrival at the specified airport. , ^5 K: Q" o1 G3 C, HARRIVAL SECTOR- An operational control sector$ j1 z9 l: s! f% f containing one or more meter fixes. 8 M1 P) a6 H! h/ S* y1 z: p9 UARRIVAL SECTOR ADVIS ORY LIS T- An ( v; ]/ L6 H/ e8 Pordered list of data on arrivals displayed at the4 u; H) a7 |; U! y9 z PVD/MDM of the sector which controls the meter ! I: S- n5 a; i. r5 f; y' zfix. " R! X3 i Q/ _. IARRIVAL SEQUENCING PROGRAM- The auto‐ ' ~8 }! b, S0 P" u, |mated program designed to assist in sequencing2 Y3 d9 O3 S! [7 P4 ~* X! ^ aircraft destined for the same airport.3 z! p6 L6 G% ]& Q. a ARRIVAL TIME- The time an aircraft touches down% v, T- u* q7 F- u" [ on arrival.# w! l2 S8 `9 x M8 m: f9 o ARSR(See AIR ROUTE SURVEILLANCE RADAR.) , w2 s, ~( G9 N7 R- g$ d5 V5 e& G. mARTCC(See AIR ROUTE TRAFFIC CONTROL ) E& m( J# i# L5 r, t" H& K eCENTER.) 9 A% E1 x" n9 {ARTS(See AUTOMATED RADAR TERMINAL # K: T. W" \& g* H6 ?9 ?SYSTEMS.) 8 k& D' f' D8 _# F; zASDA(See ACCELERATE‐STOP DISTANCE, l( m- z! E1 B" P8 v3 b8 E* ] AVAILABLE.) + t0 @1 _9 r4 t& m+ ~/ S1 oASDA [ICAO]- 9 t" v4 `. d3 q$ Y* r" b" b(See ICAO Term ACCELERATE‐STOP * L9 O6 c v' j- X3 e6 e; L- NDISTANCE AVAILABLE.) 9 `1 n; ?) E9 b* g+ A( TASDE(See AIRPORT SURFACE DETECTION0 C+ ?. T" N- ^( ]$ Z5 z) } EQUIPMENT.)0 b; J& c; E, |5 N! k a$ _1 u( a ASF(See AIRPORT STREAM FILTER.) ; H; e, b+ h A- @ASLAR(See AIRCRAFT SURGE LAUNCH AND$ G6 s( X' p6 K( [- ^3 y& A RECOVERY.) $ g/ c& {) R" i3 `% TASP(See ARRIVAL SEQUENCING PROGRAM.) 7 L3 T% n4 [* V" W- x- q HASR(See AIRPORT SURVEILLANCE RADAR.) 2 \6 o1 @# g. s" ]9 v4 v" N* r& YASR APPROACH(See SURVEILLANCE APPROACH.)# L2 o: L P G, L6 y! {2 C: B 7/31/08 Pilot/Controller Glossary2 ?$ v2 M7 h5 z5 Q4 ~8 p/ V2 R 2/14/08 $ F8 u$ \$ L# A5 }PCG A-14, [0 G C. L6 m ASSOCIATED- A radar target displaying a data % n+ L+ n( d/ p0 e. F6 cblock with flight identification and altitude 0 e6 G. Z& B) d% F' Q: c9 V* Sinformation.' h1 w ^+ X0 o3 ] (See UNASSOCIATED.) . X1 k3 u4 \1 O$ M# aATC(See AIR TRAFFIC CONTROL.) , g# \& o9 f. Z" S' r. O: qATC ADVISES- Used to prefix a message of" Q# x) y' p0 I noncontrol information when it is relayed to an) y' g" k- ^, s3 ~; N1 t aircraft by other than an air traffic controller." J" e3 K9 a9 n) i6 x (See ADVISORY.) 0 x! X: u2 D' SATC ASSIGNED AIRSPACE- Airspace of defined5 V7 c2 q& g8 @8 p6 P vertical/lateral limits, assigned by ATC, for the4 Y7 W" Y8 s$ \1 z P purpose of providing air traffic segregation between * ]$ [6 l; I3 g' U( M9 P$ othe specified activities being conducted within the1 ~3 x& R" |( ~( A! W assigned airspace and other IFR air traffic. 3 `8 d2 B8 l" q/ P% w- ]; q(See SPECIAL USE AIRSPACE.) ' q% Q/ j2 R" K" XATC CLEARANCE(See AIR TRAFFIC CLEARANCE.) 3 R2 e) }& s0 h' y( T1 \( z+ uATC CLEARS- Used to prefix an ATC clearance * p8 s8 @+ `2 M0 T1 rwhen it is relayed to an aircraft by other than an air4 m, Q# ^0 R- r+ `# S( d3 y traffic controller.9 Q6 O" x$ I7 g ATC INSTRUCTIONS- Directives issued by air 9 a. z$ W* K8 P: n/ i/ ftraffic control for the purpose of requiring a pilot to$ W' b8 {2 M6 f take specific actions; e.g., “Turn left heading two five" V, t1 G- [- ~) R* G& n8 C zero,” “Go around,” “Clear the runway.”, W: h5 s( Q8 t4 @* U6 R (Refer to 14 CFR Part 91.) Q4 [+ _) C% RATC PREFERRED ROUTE NOTIFICATION-/ h3 D9 {' R3 Z& M" P- k URET notification to the appropriate controller of the5 q$ }5 }' s- @; A v need to determine if an ATC preferred route needs to ; T6 F; S: ~7 Q! `6 c1 Vbe applied, based on destination airport. 7 j" I. i7 b- S; P& ~; J(See ROUTE ACTION NOTIFICATION.)1 ?6 J. a) [' d9 g) d7 ~7 b (See USER REQUEST EVALUATION TOOL.) & ~ x' z) C* h, H7 a f4 kATC PREFERRED ROUTES- Preferred routes that1 I7 G& T& \4 [, Q are not automatically applied by Host.- p4 C/ d. j1 \6 [ ATC REQUESTS- Used to prefix an ATC request, h' q2 m! Y7 \/ [ when it is relayed to an aircraft by other than an air ' k% J2 H( n$ [. d) S# d& Atraffic controller. 2 m" O7 n+ U6 ~4 \$ u1 z; e* yATCAA(See ATC ASSIGNED AIRSPACE.)9 D% n9 C5 d$ \0 L" @ ATCRBS(See RADAR.) 1 j% W! i( S6 ~- T- G& P/ KATCSCC(See AIR TRAFFIC CONTROL SYSTEM ' ]$ Q5 M/ q' h7 t, Q& I3 v$ y' ]COMMAND CENTER.) ) e6 L. P, X8 e3 |: L1 \* YATCT(See TOWER.)) h" P. b/ {) p" U5 | ATD(See ALONG-TRACK DISTANCE.) 7 S5 E- U3 R4 w8 _* l* `ATIS(See AUTOMATIC TERMINAL INFORMATION) z s9 X1 w$ g" Y7 c SERVICE.) 6 x" W4 \* [9 |) O' M tATIS [ICAO]- , u r, _, J, D' @+ u) Q; N(See ICAO Term AUTOMATIC TERMINAL + R" B% w* ?8 v) EINFORMATION SERVICE.)0 d" f L' w' s/ i ATS ROUTE [ICAO]- A specified route designed for 6 F! f; I- e6 P ]- Q2 ichannelling the flow of traffic as necessary for the - Q0 `) t: u* \& Q. Z* f4 ?provision of air traffic services.6 F4 t q- C# w$ E( J Note:The term “ATS Route” is used to mean vari‐6 R& Z8 M" T: x* n$ C3 @: ?8 @1 I ously, airway, advisory route, controlled or' _, l- r; N$ C& K# ` i- Z j uncontrolled route, arrival or departure, etc." a& \( m. s1 R( @2 M) a; k AUTOLAND APPROACH- An autoland approach 9 \. b* k5 Y/ H( L6 b3 Ois a precision instrument approach to touchdown and,& T- K g- \ @, B5 Z8 L in some cases, through the landing rollout. An+ c. ]! s- G' g# t autoland approach is performed by the aircraft* S7 u, ~. r( A# p% P9 U+ ]; w autopilot which is receiving position information 4 W, [! E8 e1 U$ c/ g$ Qand/or steering commands from onboard navigation * Z& i# u4 a: G! kequipment.7 Z+ H' D9 k' t* |" ~ Note:Autoland and coupled approaches are flown - g; h# g, [' |; {! sin VFR and IFR. It is common for carriers to require , @% W" z" z/ X- I4 e# i+ [their crews to fly coupled approaches and autoland. ^3 I) Q+ m% f approaches (if certified) when the weather condi‐ z4 ?. @' d& W7 l5 b4 b" T tions are less than approximately 4,000 RVR.* d, A" d& G+ ?/ s) D' j* f' h* C (See COUPLED APPROACH.) % p1 E7 j4 ^; K* k- YAUTOMATED INFORMATION TRANSFER- A 2 z5 p2 a: t( wprecoordinated process, specifically defined in5 h3 H0 J& k- J4 w facility directives, during which a transfer of altitude % q) Y; Y: S% U% B. L2 s- x% ncontrol and/or radar identification is accomplished4 E( U7 u7 }$ i3 v' U& F' ?8 | without verbal coordination between controllers 6 G$ ^1 b" Z0 T0 A; y' Q- I* busing information communicated in a full data block. : ?! O2 f7 B/ ^AUTOMATED MUTUAL‐ASSISTANCE VESSEL 3 r) }* I; f: FRESCUE SYSTEM- A facility which can deliver, in5 m+ _ T' r1 Q' m a matter of minutes, a surface picture (SURPIC) of , {' z3 i+ U1 i' ~+ y( j- ]6 ovessels in the area of a potential or actual search and $ \# c% _% N4 _+ Z; G( [. Yrescue incident, including their predicted positions3 H9 x/ r; q/ J9 M/ q and their characteristics. ) N. y1 b4 s$ W& i6 o3 P(See FAAO JO 7110.65, Para 10-6-4, INFLIGHT 7 M9 ~% Q$ V8 ~6 B4 ECONTINGENCIES.) 5 }2 D7 P( F* l8 T; U" {AUTOMATED PROBLEM DETECTION (APD)-! b" f3 b1 T" k) D An Automation Processing capability that compares 1 n3 Z0 |) ]# Q% r8 D, R5 Ktrajectories in order to predict conflicts. 5 h' [: P6 ]( [: ?, e" ZPilot/Controller Glossary 7/31/08, `( v: V# R- q# c' s4 n D; j Pilot/Controller Glossary 2/14/08 5 ^6 |/ `0 S; K2 }PCG A-15, c1 a4 z4 E! P6 J* q, c& G& Y AUTOMATED PROBLEM DETECTION3 \( M: D/ X R! s: r! g' f BOUNDARY (APB)- The adapted distance beyond+ y; r& a$ u! a( E) ` a facilities boundary defining the airspace within , t2 z6 a7 Q fwhich URET performs conflict detection. " ]- p& U. v$ B; ?(See USER REQUEST EVALUATION TOOL.) 1 u1 |+ h9 k9 i lAUTOMATED PROBLEM DETECTION IN‐! W( P$ t3 ]1 x HIBITED AREA (APDIA)- Airspace surrounding a ' H; {$ v- R. ]$ yterminal area within which APD is inhibited for all 9 G2 M* J0 b) O4 ^. M- z8 l9 zflights within that airspace., I- `5 Q. C* T9 K AUTOMATED RADAR TERMINAL SYSTEMS- N- x2 w G. w% p (ARTS)- A generic term for several tracking systems / H1 R, z1 Y$ W; ?) t+ t6 gincluded in the Terminal Automation Systems (TAS).- W* z8 F5 x; D" K5 g8 Z* x ARTS plus a suffix roman numeral denotes a major8 A/ q& L' I" [! _1 P" s. M7 U modification to that system. % N1 J+ L) i' z- ma. ARTS IIIA. The Radar Tracking and Beacon - ?3 P7 N9 f8 Z0 ]& G& x$ Q4 F; fTracking Level (RT&BTL) of the modular, ( I* ~) H' \1 m2 k; xprogrammable automated radar terminal system. $ i& m0 w2 X3 r, `ARTS IIIA detects, tracks, and predicts primary as 4 M; s4 ?1 Y% u- |2 G/ a6 }% R/ O0 hwell as secondary radar‐derived aircraft targets. This 9 i: f* |) Y# i+ H; Y5 S( k4 @; I2 Mmore sophisticated computer‐driven system up‐8 N# _6 F. m, ?& j grades the existing ARTS III system by providing : ^/ Q6 W7 o2 Z; `: ^: |improved tracking, continuous data recording, and, t( W3 @% }1 x: v7 u8 |$ U9 _9 V fail‐soft capabilities.; d g |3 d" G$ p% ]3 k b. Common ARTS. Includes ARTS IIE, ARTS. J3 h2 L$ |: m B' y3 a IIIE; and ARTS IIIE with ACD (see DTAS) which* [7 d+ \" v$ q4 ]! A* E) N combines functionalities of the previous ARTS ' l- v+ f! R1 S. f6 c8 qsystems. u& |, v( f% m7 M" `+ z9 W c. rogram mable Indicator Data Processor : f, N5 X2 S$ d9 k(P IDP). The PIDP is a modification to the ) T4 F" c, N+ a+ m' I; K, V, eAN/TPX-42 interrogator system currently installed P; T/ Q, m" A3 vin fixed RAPCONs. The PIDP detects, tracks, and# P5 v C0 F9 G9 x: |0 a predicts secondary radar aircraft targets. These are& ?7 K* |( |- Q. r7 Y j& G( G( a0 K displayed by means of computer-generated symbols% R( N0 a% U6 b: ^% B' j5 {7 T and alphanumeric characters depicting flight identifi‐ + X7 a6 b* W% D( z: Ucation, aircraft altitude, ground speed, and flight plan) e9 z5 a3 T8 | data. Although primary radar targets are not tracked, 5 | [; t$ c+ a! |# uthey are displayed coincident with the secondary ' T7 b d3 o/ e5 Jradar targets as well as with the other symbols and$ Q/ I) a' S7 w, C' s- { alphanumerics. The system has the capability of; S! S. v1 t# T, p& C. ^& b interfacing with ARTCCs. 8 S1 e( K9 {' [AUTOMATED WEATHER SYSTEM- Any of the * p& n' o4 O5 I4 P, Rautomated weather sensor platforms that collect & X$ |# E Y7 C+ F7 z: E9 E" W$ ?weather data at airports and disseminate the weather 3 {% J: i6 ?$ A$ w: a* }3 M7 Ainformation via radio and/or landline. The systems# \# @& W. z: n& s5 @ currently consist of the Automated Surface Observ‐ , O+ {' H! S6 N0 f% x# ]ing System (ASOS), Automated Weather Sensor $ ^& A/ n: D- P3 R9 l7 N7 c# gSystem (AWSS) and Automated Weather Observa‐ 7 p2 [4 q2 V, h! x% _+ ]/ L; |tion System (AWOS).4 _2 n0 U: E7 s AUTOMATED UNICOM- Provides completely( F( C1 c- @+ h+ r+ l0 c4 ^ automated weather, radio check capability and airport" o. l1 m) }1 T# A- f( _ g7 ?; E4 ]6 W advisory information on an Automated UNICOM - g! s7 t" X# v1 B2 b4 M$ ^system. These systems offer a variety of features,- }; ?6 F1 D F typically selectable by microphone clicks, on the - S" G5 I# A. O& Z' sUNICOM frequency. Availability will be published ( v5 @' R' t- N! g$ Cin the Airport/Facility Directory and approach charts.6 Q0 f% } }- U2 A5 H AUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.)8 U! y, n4 B% e# Z AUTOMATIC ALTITUDE REPORTING- That 0 K$ K( ~! ?$ C5 n b0 `function of a transponder which responds to Mode C8 N! ^! s+ J: B5 D1 V f5 C5 S interrogations by transmitting the aircraft's altitude) S. G% k3 ~* v R/ ~& N in 100‐foot increments.' m1 U/ o3 G: W3 P( u( L AUTOMATIC CARRIER LANDING SYSTEM- U* E- ]: Y9 p7 q& z+ _4 OU.S. Navy final approach equipment consisting of* M7 J t( T1 D) _/ E+ H1 ^2 H8 U precision tracking radar coupled to a computer data 2 g% N9 l' C; ^& u# [link to provide continuous information to the aircraft,% D1 P1 `7 F4 j8 j5 |9 b% Z monitoring capability to the pilot, and a backup* [5 C) G3 e- i approach system.8 Y/ W; D5 M3 a" t( Y) |# o. s, U AUTOMATIC DEPENDENT SURVEILLANCE . ^5 o8 v) y' J* D9 k$ l(ADS) [ICAO]- A surveillance technique in which7 K2 G6 J; A0 E aircraft automatically provide, via a data link, data & O! O& Z" ^4 j1 e. t, Kderived from on-board navigation and position5 j Y% D: B- G1 p fixing systems, including aircraft identification, four ' Z) T! |$ u) rdimensional position and additional data as/ P# e% ]( o8 ~, H% m3 ^/ |6 f# y appropriate. 5 w' G% U( i" kAUTOMATIC DEPENDENT SURVEILLANCE- : {+ ?( D+ F* n- C; GBROADCAST (ADS‐B)- A surveillance system in) O( J* @0 N, H3 L6 Z" [# E9 q which an aircraft or vehicle to be detected is fitted5 n' J4 R! D6 @7 D* }; O+ P with cooperative equipment in the form of a data link+ \+ W% G! D. M! y transmitter. The aircraft or vehicle periodically7 h+ ^1 O6 F; M; K9 X- F( ?: z broadcasts its GPS-derived position and other / B, d3 T" a! l* O& h" ninformation such as velocity over the data link, which 9 t" O) [7 A8 `7 @1 f( Wis received by a ground-based transmitter/receiver, p" _2 {# l( y1 h6 K (transceiver) for processing and display at an air : H' }5 n! }" Y m1 l$ G, u. Btraffic control facility.: h( L7 {& x5 A7 @& v (See GLOBAL POSITIONING SYSTEM.). D+ {! i: u1 ` (See GROUND-BASED TRANSCEIVER.)% ~; K, U1 a5 ]0 c4 t3 F AUTOMATIC DEPENDENT SURVEILLANCE- 3 _5 V+ m0 m7 n. W) e+ @7 rCONTRACT (ADS-C)- A data link position 1 c3 U! |# I- ireporting system, controlled by a ground station, that$ A$ L) E+ ?) u. }3 i6 V establishes contracts with an aircraft's avionics that/ s! j7 O! F7 v occur automatically whenever specific events occur,7 c# E& v6 A( F5 a7 ^; w5 s) | or specific time intervals are reached. " \% f- {* v3 A! y" Q) q z) CAUTOMATIC DIRECTION FINDER- An aircraft * u" M& x/ y8 Sradio navigation system which senses and indicates & x$ u6 e; B- d6 qthe direction to a L/MF nondirectional radio beacon L R9 o- K1 l( O& f; i (NDB) ground transmitter. Direction is indicated to5 H4 G' @& t1 W, a: J* r 7/31/08 Pilot/Controller Glossary ( z8 F$ y3 O: K5 d# r! j) C2/14/08$ a5 T0 D. t( A& I PCG A-16$ L3 W, N$ p7 u- t( h the pilot as a magnetic bearing or as a relative bearing - p3 d9 [- x/ Y( Kto the longitudinal axis of the aircraft depending on ) K2 r* F0 t' w5 s" u$ Xthe type of indicator installed in the aircraft. In certain1 W8 e q2 y6 b" s* S applications, such as military, ADF operations may / `8 \5 M4 Y5 S+ H: f+ Ebe based on airborne and ground transmitters in the5 d6 d8 W( O, G VHF/UHF frequency spectrum., Y1 d0 N: }; w/ w! Y: b (See BEARING.)' J, \$ D `7 Y2 J! u (See NONDIRECTIONAL BEACON.) |6 |6 r; X9 p+ p0 Q; b AUTOMATIC FLIGHT INFORMATION& h% b# T. n( k! ~2 V; g SERVICE (AFIS) - ALASKA FSSs ONLY- The ; H v$ h+ ^( e6 ~3 a- y, T9 Mcontinuous broadcast of recorded non-control 3 g$ V7 i" m5 m4 J8 winformation at airports in Alaska where a FSS/ l/ p( e& [# [* R% @, o provides local airport advisory service. The AFIS3 g$ c7 P. b+ w8 T6 Z4 ` broadcast automates the repetitive transmission of ^6 {7 Q" i/ N. X- l essential but routine information such as weather,6 U4 O8 h' `$ h3 L wind, altimeter, favored runway, breaking action," w4 M2 _* b/ x" P% i5 W8 W& X3 \ airport NOTAMs, and other applicable information. 8 b" B% l. l7 N3 z" V+ s- K& c$ bThe information is continuously broadcast over a + r7 Q1 f2 N! Q/ v3 h x3 ]+ @ b1 l, @discrete VHF radio frequency (usually the ASOS , n4 v8 g) F/ V0 c* t) m6 n3 Xfrequency.), f8 k( e. W+ m& P: U AUTOMATIC TERMINAL INFORMATION! h. x) R1 \' v" ^+ k SERVICE- The continuous broadcast of recorded 8 C/ L# O$ L! V& j# [) o4 G) ononcontrol information in selected terminal areas. Its( w0 a. |" a2 F ]2 ^ purpose is to improve controller effectiveness and to! {6 }% G& ~' s0 k) d. g( F relieve frequency congestion by automating the 3 ]1 u- e: V! M+ L7 A" brepetitive transmission of essential but routine b) U" g2 X% u information; e.g., “Los Angeles information Alfa. 2 ^1 P5 G u- J$ LOne three zero zero Coordinated Universal Time. 7 T- j5 F' O2 G/ c3 z: M$ QWeather, measured ceiling two thousand overcast, 1 S" F- m* s" A- L6 j/ D0 [visibility three, haze, smoke, temperature seven one, 6 D( r8 p- z2 k ^! }1 Sdew point five seven, wind two five zero at five,1 V4 b: O% W3 `2 E altimeter two niner niner six. I‐L‐S Runway Two Five % I# e7 N Y* p4 B' yLeft approach in use, Runway Two Five Right closed,- {0 G# v9 ? p. m2 P advise you have Alfa.” 6 e5 }2 v% c. E6 H8 ^" A(See ICAO term AUTOMATIC TERMINAL 4 d1 O6 D9 z& b8 a% I9 |4 A! b) vINFORMATION SERVICE.) 7 v! |/ k2 g% [(Refer to AIM.) - U6 \; `) n+ j$ oAUTOMATIC TERMINAL INFORMATION8 T3 y! n* C, I& I3 I- D( R" d SERVICE [ICAO]- The provision of current, routine0 } l8 ~3 O0 }' A2 a& I( G; i information to arriving and departing aircraft by . N2 V+ V8 M9 s+ _) }" Mmeans of continuous and repetitive broadcasts ' i& S. j& n, ^/ sthroughout the day or a specified portion of the day. z# }5 P1 z! E; @: rAUTOROTATION- A rotorcraft flight condition in 6 A4 u+ L' j ?* T9 {$ swhich the lifting rotor is driven entirely by action of & I+ l) M) q4 o, g; |( Zthe air when the rotorcraft is in motion. e8 t, m" I" u R# A4 la. Autorotative Landing/Touchdown Autorota‐ / n K3 Y- |7 o: n4 {# S% }* u dtion. Used by a pilot to indicate that the landing will! X# F: Q0 V# L0 ^% W' f# K0 f: v be made without applying power to the rotor.2 E% @# J6 v E b1 t b. Low Level Autorotation. Commences at an! k# W0 e# l. R$ { altitude well below the traffic pattern, usually below : m0 D6 b5 C- I; w2 {100 feet AGL and is used primarily for tactical / B# h( p0 R9 C/ |$ G1 @+ cmilitary training.: N4 u* v J" W; D c. 180 degrees Autorotation. Initiated from a$ Q% O6 y9 t) e8 B- y/ p& S downwind heading and is commenced well inside the 8 z+ t- O' w+ G; j% {6 r. Anormal traffic pattern. “Go around” may not be$ r4 V' k4 D& S- Q% E8 [! N6 T/ f possible during the latter part of this maneuver. # E$ R% R5 V. v# H' e; \# zAVAILABLE LANDING DISTANCE (ALD)- The) r1 H8 {7 h) D, l1 X portion of a runway available for landing and roll‐out . Y6 X. ^" ]' ofor aircraft cleared for LAHSO. This distance is1 {3 L$ ~: |$ g( C# l" Q& } measured from the landing threshold to the( }/ _% N4 Y3 t! X; ? hold‐short point. 6 {7 j( Q" e8 K R$ T1 d! [- bAVIATION WEATHER SERVIC E- A service0 d6 A x2 T% G8 v; Y2 h" r provided by the National Weather Service (NWS) and H& p* a; S q* n X6 ^FAA which collects and disseminates pertinent: J! ]; q3 C2 ^/ b o weather information for pilots, aircraft operators, and % ^" W/ e: h: Q+ g* JATC. Available aviation weather reports and; s4 c7 e1 g$ `6 v! X1 ]" A forecasts are displayed at each NWS office and FAA4 f/ V6 d. G; M% r f+ @* [ FSS. ( _) a0 K+ B- L(See EN ROUTE FLIGHT ADVISORY) P3 W7 d# K3 J SERVICE.)& a- {/ j3 i8 ]7 Q% O (See TRANSCRIBED WEATHER BROADCAST.) + y) i1 H. e1 v' v( T, g; E(See WEATHER ADVISORY.)$ n' M$ d3 C! f3 h' Y+ F (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/ i5 @) e/ ^( ~7 M0 _' x ALERTS.)1 M; d8 L( c( \ v" z. L* } AZIMUTH (MLS)- A magnetic bearing extending " C7 I4 C5 W* E8 ?0 M6 h- w8 Ufrom an MLS navigation facility.6 c# v$ v6 G0 @5 h& m. H' V Note:Azimuth bearings are described as magnetic # Q4 A- h) t0 r+ P, a9 s# wand are referred to as “azimuth” in radio telephone " x* d6 C8 Y0 X8 v6 K' I) tcommunications.; h4 r N5 g' x' z3 t0 g! H- ? Pilot/Controller Glossary 7/31/080 J& i: Y7 J6 M( L Pilot/Controller Glossary 2/14/08 5 x- P7 j) G* j) _- DPCG B-1 ! A- f& H; h# VB * i! D& }4 U* R EBACK‐TAXI- A term used by air traffic controllers4 g- X t1 K% Q& L# O to taxi an aircraft on the runway opposite to the traffic - Q1 y( \* d( C* y/ h: x6 {flow. The aircraft may be instructed to back‐taxi to 2 i6 s$ e C5 p2 L* u# w' qthe beginning of the runway or at some point before6 B( U$ ~& k4 g; k+ b reaching the runway end for the purpose of departure3 s% t% F$ u- Q* E8 O1 t or to exit the runway. l! A- @% G: b5 H5 e" ] BASE LEG(See TRAFFIC PATTERN.) : L1 H1 G- H! G C4 A# @% w1 fBEACON(See AERONAUTICAL BEACON.)) s1 f: c1 {) i (See AIRPORT ROTATING BEACON.) % G1 p) \$ e* d8 S, n(See AIRWAY BEACON.) 1 B0 D K+ }; U: D4 r(See MARKER BEACON.) ; j0 T& E n9 ~, c(See NONDIRECTIONAL BEACON.)* P4 R% y- Y8 p( o; T) |' [ (See RADAR.) " `2 |4 C% \7 b" r! p8 J2 bBEARING- The horizontal direction to or from any1 H' Q9 T) d6 Y5 J% ^ point, usually measured clockwise from true north, 6 n4 w1 l1 d. _# T" c9 [, gmagnetic north, or some other reference point # G: A! G5 a* ^2 Gthrough 360 degrees. ! l8 l* y( W5 {+ W1 Q8 \(See NONDIRECTIONAL BEACON.)5 d; j- v! y' o! o3 [" D5 |! i BELOW MINIMUMS- Weather conditions below & y2 M" e$ K# @$ E3 D$ g/ R; athe minimums prescribed by regulation for the 6 f" r4 W6 i$ m6 Bparticular action involved; e.g., landing minimums, . e4 b2 |! Y) M+ o: H Gtakeoff minimums. N& y2 r- l- m8 {6 S$ w BLAST FENCE- A barrier that is used to divert or " i/ u/ X/ L, @3 Ydissipate jet or propeller blast. # f' {/ m7 L/ k1 `* q$ u2 UBLIND SPEED- The rate of departure or closing of 0 n/ ^6 G3 ?. h. Q* y+ z) ya target relative to the radar antenna at which 1 d: J' C) y" q' Bcancellation of the primary radar target by moving 7 d8 U0 F4 y/ Q' q3 G k9 itarget indicator (MTI) circuits in the radar equipment! [) g6 |# a/ g$ Q% p* u7 ^" z( L4 y causes a reduction or complete loss of signal. , i# l! i; P- D+ r* d* v(See ICAO term BLIND VELOCITY.) ( x/ k& v/ h0 g) F! RBLIND SPOT- An area from which radio7 B* p6 c0 l+ c6 ]* R- L transmissions and/or radar echoes cannot be) m$ }. n r; ^9 m7 ^1 i( K) P received. The term is also used to describe portions ; u3 K5 M" h/ a% ?3 j) aof the airport not visible from the control tower.3 h! p4 P+ b! r& N1 _& e BLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.)8 n. W4 k. |0 S) d BLIND VELOCITY [ICAO]- The radial velocity of ' _! s0 N! g+ n: D wa moving target such that the target is not seen on2 K. m/ r* H2 {$ `1 ? primary radars fitted with certain forms of fixed echo) ~5 P$ R) v% O3 _ suppression.0 J5 R8 v/ C; G5 Y5 ] BLIND ZONE(See BLIND SPOT.) ( R7 S1 ]8 H7 e" G, i' _BLOCKED- Phraseology used to indicate that a$ c' Y* n- D( a: v6 I radio transmission has been distorted or interrupted: E7 z2 X# x' ~$ M3 v due to multiple simultaneous radio transmissions. * `) s: f+ W0 ?, ]1 A( F. LBOUNDARY LIGHTS(See AIRPORT LIGHTING.) 1 ^* c. c) x& PBRAKING ACTION (GOOD, FAIR, POOR, OR7 W1 G( l) J4 o& c- a1 o7 J NIL)- A report of conditions on the airport& M- s$ Z! b) q% Q: P3 [6 d( k) b! a movement area providing a pilot with a degree/ 5 s: H7 q+ B; ?5 K- ?quality of braking that he/she might expect. Braking 3 D7 F+ ]. |3 U& `, u, X6 ~: k3 S b6 ~action is reported in terms of good, fair, poor, or nil. 6 O5 Q L& n& N9 E(See RUNWAY CONDITION READING.)/ ] b( z: b P# v2 ^. D( J+ c4 `6 ]; a BRAKING ACTION ADVISORIES- When tower C" f2 }" j* Z- g" {# Y0 N6 fcontrollers have received runway braking action/ T, [3 J( u. B/ A% d reports which include the terms “poor” or “nil,” or 4 m8 n' L8 ^' k& q3 [whenever weather conditions are conducive to ! |+ Q) W% S" Z& Q# L" y/ n4 mdeteriorating or rapidly changing runway braking/ o! g, Z2 o4 B) L' M conditions, the tower will include on the ATIS* F, r- p. ]' p& ~' {5 y broadcast the statement, “BRAKING ACTION% J7 T* S6 V, J! d: r ADVISORIES ARE IN EFFECT.” During the time# E0 |5 I' [- R Braking Action Advisories are in effect, ATC will 4 r, U4 C. |' l; C' qissue the latest braking action report for the runway2 M* s8 x8 r( m4 B5 I$ \4 n9 O- |0 W& W in use to each arriving and departing aircraft. Pilots ( R% g. u# d9 F- yshould be prepared for deteriorating braking & x# ~: c! R, e' dconditions and should request current runway $ q3 Q1 D1 M% G% e# f \condition inform ation if not volunteered by2 ^$ q/ k( O$ H' i! ^7 \+ t- y controllers. Pilots should also be prepared to provide; h$ E+ y4 r0 y( p& R) } a descriptive runway condition report to controllers/ m3 g4 j" a; `/ s) }9 f. b after landing. 2 ?. q% `5 k1 T1 D( _" S8 ]5 kBREAKOUT- A technique to direct aircraft out of 3 r$ E; K6 @; nthe approach stream. In the context of close parallel$ P( W& C1 n( G( [: Q- b6 j operations, a breakout is used to direct threatened r7 v h: w8 baircraft away from a deviating aircraft.. B$ l1 b4 }4 `9 z0 z8 H BROADCAST- Transmission of information for) i- e5 |& R% Z' j which an acknowledgement is not expected.7 D& o) ?+ p3 U0 @2 l) G3 l6 E- R (See ICAO term BROADCAST.)$ M$ K# I4 g: V9 r0 g4 J BROADCAST [ICAO]- A transmission of informa‐ ( u8 V E+ S1 F; ?tion relating to air navigation that is not addressed to3 ~% g3 D! W8 @) M6 I. Y a specific station or stations. 6 z7 U4 Y/ }' ?8 W6 I7 y; aPilot/Controller Glossary 2/14/085 a) A4 \9 X0 Q" } PCG C-16 Q- P# o1 N9 U% ~9 A" u C 3 E6 o+ S: o' R+ M0 N1 y! pCALCULATED LANDING TIME- A term that may 1 H/ J0 ^: X' R: g Y2 R' j f. H! Nbe used in place of tentative or actual calculated # N( C; R7 E" A0 }( Q+ _landing time, whichever applies.9 ?' }: P* d% T# v5 B* K) x7 C CALL FOR RELEASE- Wherein the overlying ) \: E7 D! r& O2 n) ^ARTCC requires a terminal facility to initiate verbal/ G! |/ t) d' ^9 B+ A& ~ coordination to secure ARTCC approval for release/ C; ?. J% C1 f. u2 u3 t of a departure into the en route environment. : T: S# s$ q6 q& v& d$ Q! U' PCALL UP- Initial voice contact between a facility9 g" Q) X: h P0 F T7 C& {) ?; m and an aircraft, using the identification of the unit8 S [* N$ D* d. S8 f. c8 d' `: w being called and the unit initiating the call. 1 `& E# a/ p$ s; ^$ ~# U(Refer to AIM.) : r) Y! x2 S8 F% \+ ~+ MCANADIAN MINIMUM NAVIGATION PERFOR‐ 8 r+ }$ s1 f2 i: m m' e8 m8 `MANCE SPECIFICATION AIRSPACE- That , A- z% ~( W2 g4 {; ?portion of Canadian domestic airspace within which+ ~4 ~" e7 z9 L1 h. m* {4 i MNPS separation may be applied. D; t5 T5 Y- B+ [) l CARDINAL ALTITUDES - “Odd” or “Even” " l1 X: _4 S; l' Y8 p5 j' qthousand‐foot altitudes or flight levels; e.g., 5,000, 0 e! ^4 ]' B! |& [7 S6,000, 7,000, FL 250, FL 260, FL 270.# y& N- A. C' J* \4 Y. T (See ALTITUDE.)9 q# W5 D" I2 _* N i: ?$ I% m- \5 r3 ^ (See FLIGHT LEVEL.), s4 v# p+ L! g8 W& v8 N$ H" R CARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.)( X6 Y/ \% ~( e; M4 _) L& L5 T) L% H CAT(See CLEAR‐AIR TURBULENCE.) ) N5 s( ?% L7 U& G# S' PCATCH POINT- A fix/waypoint that serves as a* S( z0 z" `7 X0 u; B/ E6 C transition point from the high altitude waypoint 3 J2 _* _+ Q7 f7 snavigation structure to an arrival procedure (STAR): ?# K1 B+ S f# `- f, P$ [. E or the low altitude ground-based navigation : @2 e' \9 X8 Qstructure. ) @0 P) d/ s. N/ n& tCEILING- The heights above the earth's surface of 4 R. @5 L3 n2 a/ E7 X2 X ethe lowest layer of clouds or obscuring phenomena 2 l7 R1 D9 J5 O( _- I4 i: M" p: dthat is reported as “broken, ” “overcast,” or 6 |* U1 g+ T! D) D3 M& @6 j“obscuration,” and not classified as “thin” or 6 r+ H, u; X; ]! u6 I“partial.”1 n( L4 _' g# G+ f+ H# }( | (See ICAO term CEILING.) 3 r! c0 A: }- B* Z4 _- C S( [CEILING [ICAO]- The height above the ground or 1 c" ~/ N+ H0 n' Y" t% ?water of the base of the lowest layer of cloud below, W8 N7 b y5 t" _" l 6,000 meters (20,000 feet) covering more than half 3 k* e% W) I& K1 zthe sky. 6 G2 V& J# ^& N8 @% nCENRAP(See CENTER RADAR ARTS2 D; f6 K4 g$ W" W PRESENTATION/PROCESSING.) ' I, z. k+ X1 s+ BCENRAP‐PLUS(See CENTER RADAR ARTS- ^6 r, c7 R. v" q/ V, s* O PRESENTATION/PROCESSING‐PLUS.)0 P: V5 e4 K( W) V+ U) R CENTER(See AIR ROUTE TRAFFIC CONTROL " W% Y$ A; T6 O3 ]$ h, k3 F& x# MCENTER.) " T4 W0 _( @- h7 r2 L7 o; u' o; T5 Q; UCENTER'S AREA- The specified airspace within : ^$ E |2 b0 w5 Y6 }which an air route traffic control center (ARTCC) , w# I7 M% k3 ^6 ]6 G, U; yprovides air traffic control and advisory service.8 A+ ^$ ^# n; a6 q5 |: T' G2 z (See AIR ROUTE TRAFFIC CONTROL, _) s# l) s, b& H CENTER.) 6 R( X# s+ G! y+ @. Y$ I(Refer to AIM.); H! |( x% o9 O CENTER RADAR ARTS PRESENTATION/5 h* a" f* m1 p) A+ w" g* M PROCESSING- A computer program developed to ; p! S+ @$ ?1 b Hprovide a back‐up system for airport surveillance 7 b$ w+ ?% x) M8 j6 |radar in the event of a failure or malfunction. The ) t8 N( ?& {) G1 @: }program uses air route traffic control center radar for0 z- z+ O% }7 Y, @& s2 Q: t the processing and presentation of data on the ARTS8 D; Q$ {% F2 C1 v( R; H IIA or IIIA displays.' Q; r1 h7 s9 Q \ CENTER RADAR ARTS PRESENTATION/) W" h3 x/ U6 ~6 k! w3 d PROCESSING‐PLUS- A computer program4 J* Y' }+ a1 f developed to provide a back‐up system for airport ' W2 V' b0 o F" u2 qsurveillance radar in the event of a terminal secondary- r" ?/ j* t% Z m; Q' _ radar system failure. The program uses a combination! C- a0 v5 k g& f# [5 { of Air Route Traffic Control Center Radar and* ~2 H; u, J4 I& v+ L0 x terminal airport surveillance radar primary targets1 {& X" J5 I9 B! g* Y displayed simultaneously for the processing and% V: U! z& P) V) b1 K: L( F presentation of data on the ARTS IIA or IIIA) e/ s5 `' o, m- D; } displays.% S1 b; D3 I# e! t! i CENTER TRACON AUTOMATION SYSTEM2 B3 T. a( f* s( |/ q# b3 ?$ J (CTAS)- A computerized set of programs designed , k! X% N/ W) t u0 o% @$ W0 hto aid Air Route Traffic Control Centers and . o0 \7 o, ?2 p; A& u1 N% n: W2 xTRACONs in the management and control of air 9 E& r- I, ?3 }6 ]6 ?( Gtraffic.4 \; P% [( [& i. n9 J CENTER WEATHER ADVISORY- An unsched‐& r, k0 P3 w0 X8 s% t/ F: F0 { uled weather advisory issued by Center Weather4 k8 R6 h& j; w% a/ i M% q Service Unit meteorologists for ATC use to alert / r/ u; n% a' a% Upilots of existing or anticipated adverse weather& K( Z3 e- b0 Y7 w conditions within the next 2 hours. A CWA may , V5 x+ p: h# L' f8 c' Imodify or redefine a SIGMET.. P1 z! F6 ]6 ^6 U. W- w4 {* l+ I (See AWW.) ( Q8 H( {; a5 o( a3 P. e(See AIRMET.)( Q0 M7 W& o* j: H, C. t: A8 t (See CONVECTIVE SIGMET.) & P0 H8 o, @. {- W( y0 ^: \(See SIGMET.) / ^6 d2 @! E/ w) e' e0 v2 I(Refer to AIM.), _0 s/ c0 K ~ Pilot/Controller Glossary 2/14/08, I/ d& O% t8 v s$ D- ` PCG C-2 6 e d8 J5 b, l6 U# ?CENTRAL EAST PACIFIC- An organized route/ B8 B: {! V( R% n9 L( [; L system between the U.S. West Coast and Hawaii. : I) D" L! V, E9 y! R# fCEP(See CENTRAL EAST PACIFIC.), e7 W, Y( s; w( a CERAP(See COMBINED CENTER‐RAPCON.) * T- W1 }) E w7 e. }CERTIFIED TOWER RADAR DISPLAY (CTRD)- ) t9 f+ ?( R) V* `9 LA FAA radar display certified for use in the NAS. ! q' i; E# O1 o- O7 c$ H: i* A* @CFR(See CALL FOR RELEASE.)" d9 Z, b1 B+ u6 v CHAFF- Thin, narrow metallic reflectors of various8 P* k; E% w* y9 @, T A/ H lengths and frequency responses, used to reflect radar 2 v0 y9 E! `7 c$ B$ l) benergy. These reflectors when dropped from aircraft , S; r; U1 d, l' Qand allowed to drift downward result in large targets$ c9 F) Q3 N) [4 h$ }, x5 T on the radar display. 4 }2 t% t. M4 o# A: a6 C2 ICHARTED VFR FLYWAYS- Charted VFR Fly‐4 M3 B1 T$ y+ v+ ^! Z ways are flight paths recommended for use to bypass + i# ?' B+ g! G6 o! y. I, ^. B9 Z* A6 ?areas heavily traversed by large turbine‐powered/ A% ~$ E- H& A8 U aircraft. Pilot compliance with recommended : Q7 n1 t! q7 Wflyways and associated altitudes is strictly voluntary. 6 J" j& h0 ?4 D, RVFR Flyway Planning charts are published on the9 a! L7 R& c5 C2 k, B back of existing VFR Terminal Area charts. & E2 j1 r6 [( W8 ^CHARTED VISUAL FLIGHT PROCEDURE6 _+ ?0 w- ^5 k1 U* r APPROACH- An approach conducted while2 A# T8 H0 _' ]8 v! ? operating on an instrument flight rules (IFR) flight " B& w2 c1 s+ S/ Fplan which authorizes the pilot of an aircraft to 3 s1 `+ O' P5 v6 vproceed visually and clear of clouds to the airport via0 @ H1 ?7 M- y/ X- v visual landmarks and other information depicted on3 }* M4 Y. \/ c a charted visual flight procedure. This approach must0 R6 y) v5 T7 w8 R' A! ~ be authorized and under the control of the appropriate+ t$ i. X- v* x) ? air traffic control facility. Weather minimums / S9 s' R& w! h4 m, m* Nrequired are depicted on the chart. $ r* F: I3 T( h! n+ x' ICHASE- An aircraft flown in proximity to another/ `7 Z9 X: C4 Y$ v aircraft normally to observe its performance during 6 [2 y1 N; q: Ttraining or testing. 0 R( @& [ T4 Y% [0 d a RCHASE AIRCRAFT(See CHASE.)* G, `, S$ C2 R CIRCLE‐TO‐LAND MANEUVER- A maneuver( b; U% L- r% j6 C initiated by the pilot to align the aircraft with a , S4 |" W0 ]! E( C% X2 J, t" m. I/ Yrunway for landing when a straight‐in landing from1 |8 S2 N& u/ B an instrument approach is not possible or is not : k% k- q7 \- @1 T, udesirable. At tower controlled airports, this maneuver1 F$ a$ ]8 a/ i0 t% Q) @- Z0 { is made only after ATC authorization has been / d7 c3 s0 u" l* U* w" S& B% ]obtained and the pilot has established required visual 6 M% l# H, [' p; l3 Vreference to the airport. ' }( {6 q# Y9 G9 v1 x(See CIRCLE TO RUNWAY.) 1 v& y9 v: U3 p& A(See LANDING MINIMUMS.) f; i& r- ^ i3 c( \ (Refer to AIM.)

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发表于 2008-12-28 14:11:48 |只看该作者
CIRCLE TO RUNWAY (RUNWAY NUMBER)-- w# ~; s! f# |# B0 y+ z. V Used by ATC to inform the pilot that he/she must4 t/ D r9 P. A7 J circle to land because the runway in use is other than! }0 {+ p" U, J$ ]) f9 Z$ D the runway aligned with the instrument approach ; }& f3 |( b- c% n+ Z( E# s& Gprocedure. When the direction of the circling2 B9 L6 h2 K, F5 s* F# f maneuver in relation to the airport/runway is T* M: ^4 ]# y( g" g/ p3 J) erequired, the controller will state the direction (eight. w1 L- F+ @, Q- d6 X! d3 r cardinal compass points) and specify a left or right! A6 s4 w$ u' @. R' Y downwind or base leg as appropriate; e.g., “Cleared' C5 v! ?3 N/ R; j9 U4 A# _( h VOR Runway Three Six Approach circle to Runway2 z3 S. K% q4 L3 F" v' Z! t Two Two,” or “Circle northwest of the airport for a8 y0 S% m- ]6 N6 H+ Z) \ right downwind to Runway Two Two.”% |* \# L$ @0 r) d! v0 P (See CIRCLE‐TO‐LAND MANEUVER.) 5 _" J5 v2 e" p; Z: j& l(See LANDING MINIMUMS.) 3 }; h1 G; n2 O/ s0 |4 n) h(Refer to AIM.) , p9 I$ X4 [! b0 B5 \CIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.) * ~( X& l& Y7 gCIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.) 5 h3 m, Z6 T5 p+ b9 o a- DCIRCLING MINIMA(See LANDING MINIMUMS.) 9 n; K( ~3 u- i1 j+ ]: ECLASS A AIRSPACE(See CONTROLLED AIRSPACE.). r- \, X6 q$ a CLASS B AIRSPACE(See CONTROLLED AIRSPACE.) 8 r3 z/ w/ i& E9 E# k6 u2 }' tCLASS C AIRSPACE(See CONTROLLED AIRSPACE.)" o3 g: T6 l' i CLASS D AIRSPACE(See CONTROLLED AIRSPACE.) ; s. U% p* w; G5 a' j" b9 b9 Y4 |CLASS E AIRSPACE(See CONTROLLED AIRSPACE.): Q; R, |* U: _# r5 j1 T CLASS G AIRSPACE- That airspace not designated ' y+ r* K0 B& U) [3 {. Vas Class A, B, C, D or E. 2 D7 ?: q/ \+ x+ e MCLEAR AIR TURBULENCE (CAT)- Turbulence / P' i3 G/ {3 H# X" ~/ P Iencountered in air where no clouds are present. This ' l0 X3 |6 [ `0 uterm is commonly applied to high‐level turbulence # f }3 @" \5 M' `/ @associated with wind shear. CAT is often encountered ; U( w4 H( [8 C& v3 t* yin the vicinity of the jet stream. 1 h: k$ J: x2 [+ w! D7 K! \(See WIND SHEAR.)2 V8 \+ z" G8 Q/ g: o (See JET STREAM.) 5 w# p. T/ j2 c/ H( m* XCLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a% R ]& y& j' N runway, is clear of the runway when all parts of the " S* P' ?3 h# t' E: `/ S1 e, oPilot/Controller Glossary 2/14/08& H, E4 t! @$ I3 L" r PCG C-3 " n( r% r d+ l. I( baircraft are held short of the applicable runway: C( }6 y$ {. J: { i1 }- X" t0 { holding position marking. + I d# c- g+ Rb. A pilot or controller may consider an aircraft,# f+ l9 z/ {) T: x2 O4 | which is exiting or crossing a runway, to be clear of ; x& O; L. P7 pthe runway when all parts of the aircraft are beyond) X/ c4 m6 R- ]6 H9 Z the runway edge and there are no restrictions to its* T. O3 {9 t9 r; i9 X continued movement beyond the applicable runway8 p0 y: e/ L7 j6 u+ \* Z holding position marking. s( Y/ I6 D y' i4 R+ b( o9 ? c. ilots and controllers shall exercise good8 g" p1 u" q' F: T3 l judgement to ensure that adequate separation exists * |) ?. x3 o8 p& Y% nbetween all aircraft on runways and taxiways at + }2 }2 a% m1 Gairports with inadequate runway edge lines or : h' o( O/ H+ y7 F& Tholding position markings. . |; Y8 {& W; n. _* JCLEARANCE(See AIR TRAFFIC CLEARANCE.) 8 o$ C' C$ _! dCLEARANCE LIMIT- The fix, point, or location to 2 s! D6 N* i6 Mwhich an aircraft is cleared when issued an air traffic+ l: r$ b; `+ D) I3 Z clearance.( i, @1 A) }, G: g& f) ~ (See ICAO term CLEARANCE LIMIT.)9 @5 p3 k1 w) s$ N( [ CLEARANCE LIMIT [ICAO]- The point of which1 D! i7 s. b. y# D( b an aircraft is granted an air traffic control clearance. 3 w6 s/ a* k5 w. lCLEARANCE VOID IF NOT OFF BY (TIME)- 3 R0 t! r' u( @) q6 Y: aUsed by ATC to advise an aircraft that the departure 7 _! {$ h! V, d' {3 Zclearance is automatically canceled if takeoff is not# x) ~: U+ x* p& F made prior to a specified time. The pilot must obtain . [' K# q+ V: Q9 K- va new clearance or cancel his/her IFR flight plan if not& N8 G. k7 T! F" Z off by the specified time. # o' s; @( s7 f: X(See ICAO term CLEARANCE VOID TIME.)$ L, |" ~ L$ G$ u CLEARANCE VOID TIME [IC AO]- A time * K! h# i4 ^" Y5 [8 T7 @specified by an air traffic control unit at which a " e% m" h; r/ F) f6 L, {clearance ceases to be valid unless the aircraft M4 D3 `6 m3 j8 \concerned has already taken action to comply # ?4 T8 }3 `) D8 {# e6 J0 ftherewith. 6 X/ M! [4 Z6 k Z/ |, q, @CLEARED APPROACH- ATC authorization for an; u& c6 m% ^+ Y4 q% O aircraft to execute any standard or special instrument) ?7 D" y3 T$ p$ a approach procedure for that airport. Normally, an) H% e$ ?; s/ n, K9 I6 |4 C3 k aircraft will be cleared for a specific instrument1 {; d" ~6 U* X! ~0 A; V: a, [ approach procedure.2 W5 I2 b$ |3 |3 \/ S' P D% v; s) x (See CLEARED (Type of) APPROACH.) i. {4 B* e5 K7 U H6 o+ i (See INSTRUMENT APPROACH2 h: m3 R8 \) P; a( T PROCEDURE.) 3 \7 T5 @) I" v1 h: W(Refer to 14 CFR Part 91.). m2 p/ @( L! s (Refer to AIM.) . }) L1 R! s z3 X: GCLEARED (Type of) APPROACH- ATC authoriza‐ 2 ?8 F- G& s U2 ption for an aircraft to execute a specific instrument 0 X5 }' n% z$ Bapproach procedure to an airport; e.g., “Cleared ILS+ k' C% P, @ l, m. C0 k0 T' N Runway Three Six Approach.”- N* @" @8 ]* w0 V% O& K1 D (See APPROACH CLEARANCE.) ' q. i6 D. I5 @. E, P(See INSTRUMENT APPROACH6 g, \) _3 O) R/ _2 s PROCEDURE.) % {- P5 n5 b- S1 B(Refer to 14 CFR Part 91.)6 j5 P0 ~1 r2 l5 k (Refer to AIM.)7 g& t7 N- E# M# U: f5 } CLEARED AS FILED- Means the aircraft is cleared3 |" b% N+ G. \, a/ c8 Z& @/ w to proceed in accordance with the route of flight filed8 U2 d( f4 z8 Y* [ in the flight plan. This clearance does not include the : v q x4 R$ a9 f$ `3 A0 xaltitude, DP, or DP Transition.9 J9 L' }5 ]- L, @+ `$ A7 h( e (See REQUEST FULL ROUTE CLEARANCE.) " u& t# U' }2 c* T- Y) ?/ r(Refer to AIM.); X1 b5 H2 d! N- f CLEARED FOR TAKEOFF- ATC authorization6 _, n8 m: P( e% y# u0 ?# f for an aircraft to depart. It is predicated on known ! G8 F8 t C$ j c/ Ltraffic and known physical airport conditions. % z o0 e0 i9 }6 Z1 FCLEARED FOR THE OPTION- ATC authoriza‐ / r- K$ N) X! x K5 H6 H( a: |tion for an aircraft to make a touch‐and‐go, low 2 Y% w9 a# ~' \, w( K0 aapproach, missed approach, stop and go, or full stop8 ?9 e, A5 x4 r, p4 S- u+ i landing at the discretion of the pilot. It is normally, s0 s# L+ u7 t* o- t1 z: U. i used in training so that an instructor can evaluate a8 q" B0 C0 v3 R7 }. ? student's performance under changing situations. 8 t: b: q- ~. L2 J(See OPTION APPROACH.) ) P" H% ?: \9 R2 g(Refer to AIM.) $ H4 Y9 t! y- Q' }7 d- NCLEARED THROUGH- ATC authorization for an ( K6 {# P" |; b- `% ` {aircraft to make intermediate stops at specified 1 \) F( q2 [% n |4 lairports without refiling a flight plan while en route4 ?9 T& T8 S: r to the clearance limit. & t8 _9 J+ I; B$ Y( [CLEARED TO LAND- ATC authorization for an ) _- K& j; D4 c: Y4 w8 O. Xaircraft to land. It is predicated on known traffic and% H y8 `+ S7 z known physical airport conditions. 7 O: [# ~) Q7 H6 L) X* PCLEARWAY- An area beyond the takeoff runway' V" }* J8 z; X0 |6 B& ] under the control of airport authorities within which 7 J0 d' e9 n. q3 P' Z+ bterrain or fixed obstacles may not extend above3 M, R; A3 s6 t! C1 ^+ N specified limits. These areas may be required for # u. R0 ~/ n# C+ ^certain turbine‐powered operations and the size and0 T# _+ g5 m$ c( F6 } upward slope of the clearway will differ depending on . f: Z! J% P2 Z! o/ O( X% t+ qwhen the aircraft was certificated.' [4 `% A H' A+ i0 H6 n7 Z& n1 f (Refer to 14 CFR Part 1.) ' {6 ~2 X3 o: a" q- }6 VCLIMB TO VFR- ATC authorization for an aircraft ( m( ]3 x N% R0 V, yto climb to VFR conditions within Class B, C, D, and 7 Z+ f( I* u4 P' s+ g( @E surface areas when the only weather limitation is 7 W& K! a+ a2 Z6 `8 `; irestricted visibility. The aircraft must remain clear of$ V9 z( Y; |7 _% R clouds while climbing to VFR. , r& e! z0 ~' C$ B+ V(See SPECIAL VFR CONDITIONS.): E& L; o2 q6 W' g1 [; h0 s (Refer to AIM.)7 A: X3 N+ b3 G9 h$ ~5 b( O( ]5 Z# ~ r CLIMBOUT- That portion of flight operation8 L% ^" z0 x, x8 H4 z8 S between takeoff and the initial cruising altitude. - h' T4 ~) @7 [$ Q. Z3 bPilot/Controller Glossary 2/14/08 ( _+ d4 C Z" B9 o3 BPCG C-4) F) a/ z1 l8 D CLOSE PARALLEL RUNWAYS- Two parallel ) Z$ `$ y, V9 h9 M z, Lrunways whose extended centerlines are separated by 8 `0 _, J4 W& _% V' H, S1 gless than 4,300 feet, having a Precision Runway $ W# j/ L- u. r( y- P* W# x3 A( tMonitoring (PRM) system that permits simultaneous5 d& ^; _- e6 A4 z independent ILS approaches. 9 d% S# [# x! C' D7 Z0 DCLOSED RUNWAY- A runway that is unusable for ! `* G/ E$ c; C1 _# \0 raircraft operations. Only the airport management/ . B5 L# I8 s2 u0 Zmilitary operations office can close a runway.! d7 j. I9 d9 H$ K4 M5 y+ d CLOSED TRAFFIC- Successive operations involv‐ + i$ a, n K5 king takeoffs and landings or low approaches where/ y5 w K" D: `) }1 Y4 I2 i5 |7 ], ^ the aircraft does not exit the traffic pattern. 9 i5 j! S1 D) {( A1 nCLOUD- A cloud is a visible accumulation of 5 @5 ^8 ? ~& X7 \7 i$ lminute water droplets and/or ice particles in the" z9 Y7 {& z" |' A: [% v atmosphere above the Earth's surface. Cloud differs6 |/ f# A! R. i from ground fog, fog, or ice fog only in that the latter ' h+ L! t, K4 u: Yare, by definition, in contact with the Earth's surface. 4 m6 } n: ^0 H" ? \CLT(See CALCULATED LANDING TIME.) ; _$ u3 o/ Z* x& L% PCLUTTER- In radar operations, clutter refers to the J0 a0 G( g) I reception and visual display of radar returns caused 2 j1 t5 o2 y } G* uby precipitation, chaff, terrain, numerous aircraft. K8 z- d) F# Z0 g% {: ~) } targets, or other phenomena. Such returns may limit / ]& u O S, n! H, T( }5 k8 }; kor preclude ATC from providing services based on! }8 ]& @ E( Y# g& X radar.$ K+ q! q: W. ]6 y (See CHAFF.)' b' `7 S2 I. }( Y3 S( {5 I. Q (See GROUND CLUTTER.) 4 x1 N5 \$ y6 m3 S* ]- y(See PRECIPITATION.)# e2 N, k- U1 [; o1 P) N) `4 i (See TARGET.) ' E/ W1 E# p3 l) E6 y! ?+ N, K/ U M(See ICAO term RADAR CLUTTER.) ( t2 j! Y8 s, A) J# {CMNPS(See CANADIAN MINIMUM NAVIGATION 4 Q, G% r& E% n; ?0 o* k8 n, U" LPERFORMANCE SPECIFICATION AIRSPACE.) . Q2 }& C5 n7 O3 ^. \( CCOASTAL FIX- A navigation aid or intersection2 }' T0 r( T4 C where an aircraft transitions between the domestic# U' P$ ?+ }" @ route structure and the oceanic route structure.) k* w0 }. j6 B/ T, c6 K/ D- G3 { CODES- The number assigned to a particular$ \4 P+ m0 t# J4 j% k7 T5 S2 J5 f. m multiple pulse reply signal transmitted by a# P" @' H* _% { transponder. 0 S) I- t6 p( H(See DISCRETE CODE.)0 C9 ?* |/ F% |; q# z COMBINED CENTER‐RAPCON- An air traffic & n( }9 M, O$ @8 `( {) H( b+ pfacility which combines the functions of an ARTCC ! K! u" ?# Y& M: @and a radar approach control facility. , U' M e& J6 H9 A: }(See AIR ROUTE TRAFFIC CONTROL 4 ?9 |3 H2 \$ ~+ _CENTER.) * ^5 z/ g) L! N# E(See RADAR APPROACH CONTROL & _1 }4 D8 q' Y% R7 n/ w5 zFACILITY.)4 {; ]. ?. l* t8 x COMMON POINT- A significant point over which / _# J% Q# w9 O; G# h7 @* h* ?5 Ftwo or more aircraft will report passing or have0 q; b( H; M2 ^" M2 o2 y reported passing before proceeding on the same or % e' e+ R" q( g5 T6 z( Ydiverging tracks. To establish/maintain longitudinal s3 O6 I v/ U( ~- bseparation, a controller may determine a common8 k' x' p" Y9 m8 g2 c9 b3 j1 H point not originally in the aircraft's flight plan and 8 H- v r9 u% Jthen clear the aircraft to fly over the point. 0 L( A+ k0 h2 L# \* p(See SIGNIFICANT POINT.): k# a5 l2 W9 A3 K COMMON PORTION(See COMMON ROUTE.) 2 I# t- U( h' W3 @COMMON ROUTE- That segment of a North1 S; k' @# ]2 D American Route between the inland navigation 0 V* Y$ Z. ?6 O. U! S( _facility and the coastal fix.8 ~# I1 r; d' ~% e OR4 h( J4 ?( J8 \- {+ o8 a7 u" M0 c/ | COMMON ROUTE- Typically the portion of a % v6 x" d5 y' @, f: v0 R+ u mRNAV STAR between the en route transition end S f1 f4 I6 E K# b/ Tpoint and the runway transition start point; however,% p6 S* t) H1 J: e" _' x the common route may only consist of a single point/ i3 `3 u* D1 m+ B that joins the en route and runway transitions. + V( W: w5 e( _$ e6 GCOMMON TRAFFIC ADVISORY FREQUENCY $ h8 {: F7 I/ l+ V* [0 ~+ |(CTAF)- A frequency designed for the purpose of, t; A$ e7 g' F. A$ C+ N5 p/ E" S" H5 l carrying out airport advisory practices while' U7 X) }+ z4 G' K operating to or from an airport without an operating1 Q% P1 g8 b& F6 @0 W control tower. The CTAF may be a UNICOM, g' x% e) r. z+ k6 N0 yMulticom, FSS, or tower frequency and is identified3 S9 L9 i# }6 ^# ?7 d5 g( A3 t in appropriate aeronautical publications. $ p" p* J+ ?8 K" u: d! x(Refer to AC 90‐42, Traffic Advisory Practices at( C$ L. i0 V( E* ~; ` Airports Without Operating Control Towers.)5 P2 A7 y4 T G COMPASS LOCATOR- A low power, low or , w+ I. k x$ \medium frequency (L/MF) radio beacon installed at # k( E1 O; G* Fthe site of the outer or middle marker of an instrument ' D' v+ \' R; o, Alanding system (ILS). It can be used for navigation at ) h. @& L* w' ]- d& gdistances of approximately 15 miles or as authorized4 T0 f5 ^! K& }8 \ in the approach procedure.6 H' h. u6 b9 @ a. Outer Compass Locator (LOM)- A compass# ]' o' `! {2 W0 v/ O5 v e locator installed at the site of the outer marker of an 2 j8 O( |. {# {4 n4 Binstrument landing system. 1 G: G! y( z0 }9 T1 }$ |; p(See OUTER MARKER.)/ ~5 y3 w0 M0 e9 m' k! Z! U* \ b. Middle Compass Locator (LMM)- A compass . H- d/ ^ v$ E9 D$ O- f! Tlocator installed at the site of the middle marker of an 6 D. q8 v$ k0 Jinstrument landing system. " R" E( }) W3 ~7 r6 j. o9 W(See MIDDLE MARKER.) a) S0 {/ i. h% k' ]) F3 F! \* b (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, % ]- B2 h) b* M3 h7 s1 Eprinted on some charts or marked on the ground at an/ |, Z) R5 o1 e# B9 t4 B) I airport. It is used as a reference to either true or: b1 ^9 K' d4 V magnetic direction. 1 d# x' S& W# f* M8 k# g p4 _COMPLY WITH RESTRIC TIONS - An ATC % l* }3 \, g2 ~. k& d; c+ m Ginstruction that requires an aircraft being vectored % D' q. C1 R6 \) @Pilot/Controller Glossary 2/14/08 # y/ A, _% S }PCG C-57 H% X7 k9 D4 |* i2 N+ @ back onto an arrival or departure procedure to comply " ^. J% ~( z; x* l4 H2 vwith all altitude and/or speed restrictions depicted on * m9 S! o1 C7 h, I: z5 m4 ^2 p- `the procedure. This term may be used in lieu of" k% e2 _: D- E2 _9 I3 R repeating each remaining restriction that appears on 2 u/ ]/ G. N+ Othe procedure. " i' f) M+ Q5 \; O( W! g5 DCOMPOSITE FLIGHT PLAN- A flight plan which / p# F- n+ T8 Uspecifies VFR operation for one portion of flight and # _/ k" T8 y' X# N$ s# bIFR for another portion. It is used primarily in+ {7 w* A+ ^ r military operations.2 C: g' d# |% t7 ` (Refer to AIM.) 7 E/ @: D& o" w" E6 \COMPOSITE ROUTE SYSTEM- An organized9 d& x0 f1 L( ]3 Z$ s, p oceanic route structure, incorporating reduced lateral / E& \" c" |$ Kspacing between routes, in which composite 5 L& K. f8 p$ ~! ]$ G/ I) eseparation is authorized.

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