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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 h# @0 ^7 |- g! N: t, P3 P PCG-1( G2 S3 `) v. t* m2 M4 T' x+ n PILOT/CONTROLLER ! x1 ~+ e0 d" g0 A3 uGLOSSARY ! s0 O9 f9 O; p/ C! I4 mPURPOSE% V1 O D, |. t a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic ; s2 b9 E. u9 s9 N1 T: d& @' C" _Control system. It includes those terms which are intended for pilot/controller communications. Those terms/ ~/ E( S1 U, D$ F5 c7 ~ most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily. l" F6 Q B) O defined in an operational sense applicable to both users and operators of the National Airspace System. Use of; Q0 A2 {9 U: x$ u% q2 l# V8 I the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose. 0 T' p$ G2 ?) e* H$ R, jb. Because of the international nature of flying, terms used in the Lexicon, published by the International0 u# i1 M4 f# Z: }5 x' i Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are , r: {* v5 T K$ l" ]5 k4 gfollowed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts L) B Q( M" \0 |% P- G' o of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical1 i) C( J; V1 r1 F9 S Information Manual (AIM). - O$ v6 T) k2 B) qc. This Glossary will be revised, as necessary, to maintain a common understanding of the system.& i8 P/ P% p+ f1 x/ s# g- T# T) O EXPLANATION OF CHANGES4 R0 N7 m$ V0 {1 ]8 _1 e a. Terms Added: 1 t C6 S6 S" h% r6 AAUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY : I7 X% y: @: O% N0 Q7 f$ D' xb. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant - [, h6 N% t! z4 e9 r% Jnature of the changes. : w- r- Y- a$ P: d8 [8 |Pilot/Controller Glossary 2/14/084 s+ ~$ w% n2 h' }: u- p" X PCG A-18 ~2 O$ R& ~/ {4 o' H# o A 1 s& E6 {5 v2 m, ~* y7 {4 aAAI(See ARRIVAL AIRCRAFT INTERVAL.) 0 o8 q9 q" a X! ~& Y" H+ B. tAAR(See AIRPORT ARRIVAL RATE.) / @9 t& }7 a8 P0 |5 \$ gABBREVIATED IFR FLIGHT PLANS- An3 M" A% {4 y z5 [0 {* ~' B: h) y authorization by ATC requiring pilots to submit only$ }, O, z* h9 I4 x( C that information needed for the purpose of ATC. It / O, E- `. l3 I& E8 q$ z. M" {includes only a small portion of the usual IFR flight# z9 S& b. i) B# P* R plan information. In certain instances, this may be - K4 L; y a% o9 L% K3 m+ e8 ?& Zonly aircraft identification, location, and pilot # O/ E! _8 K7 [! F$ U( t( B% Krequest. Other information may be requested if5 |8 x, A9 ?1 U! E needed by ATC for separation/control purposes. It is 9 [' O: O' D+ l8 ]7 P4 lfrequently used by aircraft which are airborne and$ x4 D) W$ U( M8 R desire an instrument approach or by aircraft which are $ j5 H. W* {! S% f2 Yon the ground and desire a climb to VFR‐on‐top.5 B$ m" K7 `5 v9 I1 u4 c (See VFR‐ON‐TOP.) ( y2 E& D# R" M3 F) B(Refer to AIM.)4 X4 g, |1 {5 @$ N+ W+ D; v ABEAM- An aircraft is “abeam” a fix, point, or 2 l8 v3 y7 w' H- `# ^object when that fix, point, or object is approximately# a* |; |" I3 d- h3 j8 q! r" [+ b 90 degrees to the right or left of the aircraft track. ' l6 s+ S/ o/ a6 c8 {. l& PAbeam indicates a general position rather than a Q7 |8 \9 z# d" _ Qprecise point. 1 H% B3 P# v0 W" e6 R; kABORT- To term inate a preplanned aircraft- \4 `* {+ B( }% D* e- s maneuver; e.g., an aborted takeoff. : z9 ]1 n, _) U: A/ pACC [ICAO]-) v& ~, l) ^& ?4 X* z2 Q (See ICAO term AREA CONTROL CENTER.)+ B+ b2 |% Z1 l9 o& i* h2 _: G ACCELERATE‐STOP DISTANCE AVAILABLE-8 g5 Z; d* `8 t* z5 G The runway plus stopway length declared available 5 y& s5 K- d: R2 |/ xand suitable for the acceleration and deceleration of / b7 B, \+ n: r( L" L3 Tan airplane aborting a takeoff.1 D- n1 H% N8 a9 j; s ACCELERATE‐STOP DISTANCE AVAILABLE 0 n: Y H& H* D4 a* Z3 u9 r[ICAO]- The length of the take‐off run available plus 0 I# @3 e# s+ U$ o1 N: `5 B/ ~the length of the stopway if provided. ; i9 R5 M2 b+ i* E+ IACDO(See AIR CARRIER DISTRICT OFFICE.) ! F3 X9 }* Z# F- `( C( H- X8 rACKNOWLEDGE- Let me know that you have! ~# u( \6 G2 u) u received my message.5 `7 x6 X+ {. y9 A/ f1 w0 i x (See ICAO term ACKNOWLEDGE.)6 ~/ T( a8 Q' M+ O) Z' c+ ~8 { ACKNOWLEDGE [ICAO]- Let me know that you 7 h$ s+ _5 z) F! k/ {& }* X% jhave received and understood this message. 0 }! Y9 h, l2 |7 T% TACL(See AIRCRAFT LIST.) 9 f: K' Q& `0 H' k! qACLS(See AUTOMATIC CARRIER LANDING1 _* F. N: b8 X0 r3 Z! d SYSTEM.), N2 e/ r2 P! s/ K" y; n: m ACLT(See ACTUAL CALCULATED LANDING TIME.) / n7 g+ w/ j: O. Q' B MACROBATIC FLIGHT- An intentional maneuver3 N# E Z: n' u involving an abrupt change in an aircraft's attitude, an: y6 b; V* } L. X) D- e( g abnormal attitude, or abnormal acceleration not % m& {* | [; c1 K, V3 Pnecessary for normal flight.& o" `/ O3 M( n7 v2 g% f6 q" J# l (See ICAO term ACROBATIC FLIGHT.)% R* d! {, |- k; r, Z (Refer to 14 CFR Part 91.) 4 h+ a& G( H' j! K: x7 |* uACROBATIC FLIGHT [ICAO]- Maneuvers inten‐ : z& V4 f) ~, O# s& |# Xtionally performed by an aircraft involving an abrupt ) w% V" w' r* N% P: X5 c% M8 i" u8 U( |change in its attitude, an abnormal attitude, or an8 H/ B+ G: n! K) l1 |9 S+ d) R1 D abnormal variation in speed.6 }6 G' [1 T5 u+ `( a ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY+ h3 z5 Z8 c0 M8 B: b& }6 H RUNWAY.)( B7 m3 Y) [/ j% S$ l ACTUAL CALCULATED LANDING TIME- " X) U! V; \9 A# h+ Z- P$ ?6 dACLT is a flight's frozen calculated landing time. An; M( l E) E# O! H& ?2 {4 ^) ^. k actual time determined at freeze calculated landing - r7 u% t+ f q) H: i" c! I* h0 utime (FCLT) or meter list display interval (MLDI) for; C) v* i- r: O8 X7 c. Y1 W the adapted vertex for each arrival aircraft based upon 5 @' q( D' x8 |! j# \. Brunway configuration, airport acceptance rate, airport 2 L/ @% N# j3 garrival delay period, and other metered arrival 9 \* T" T' n: Z- daircraft. This time is either the vertex time of arrival) i; c' n* W8 a; n, u0 _* t (VTA) of the aircraft or the tentative calculated 7 Q- T3 B( g- g( K3 J( wlanding time (TCLT)/ACLT of the previous aircraft / V1 W. ?3 A3 }# i8 gplus the arrival aircraft interval (AAI), whichever is1 H2 j7 j. s# p9 o1 @( Q later. This time will not be updated in response to the3 Z/ T& S; H# l' L$ K- \: f6 j aircraft's progress. 0 }) t8 s! i" Q: P; X# ?0 r. g3 }ACTUAL NAVIGATION PERFORMANCE 4 r: Y: W( `$ b5 g+ E& a& e% }(ANP)- 2 r+ t* f5 L% P1 o: Y! x(See REQUIRED NAVIGATION }: \! v2 x" |$ L2 O- U1 D PERFORMANCE.); [' x; J6 }# S ADDITIONAL SERVICES- Advisory information' E8 m5 h$ n5 V4 ]& h ] provided by ATC which includes but is not limited to3 r: j& w2 b2 m/ g6 V: j5 L) z the following:8 Z( b* R( ] Q' ] A% D, x* b. ` a. Traffic advisories.3 H; s! r/ i1 o l O' \) v b. Vectors, when requested by the pilot, to assist - r/ H( n+ b+ l) _# [aircraft receiving traffic advisories to avoid observed' ]) K S" u( ]3 ^5 s8 d( T traffic. # f/ W7 H3 U/ Z& LPilot/Controller Glossary 2/14/08 2 {5 P5 g$ q8 g) x: i. }0 DPCG A-2' \% Z; \ r+ U1 j+ d. ?8 S! G c. Altitude deviation information of 300 feet or & E- E: n( ^( r' H! `3 {5 A& ^more from an assigned altitude as observed on a z! R' B! i1 N, t# O- Wverified (reading correctly) automatic altitude + j! G1 N, _$ xreadout (Mode C)./ B/ t, Z# I! F7 O- }2 |) { d. Advisories that traffic is no longer a factor.& [- ]$ E+ J, C6 d% t! n# r e. Weather and chaff information. 5 E5 h+ k/ `7 t/ Qf. Weather assistance. ' R0 E- f. ^% M( g* ]7 H Gg. Bird activity information. , c3 V* q g0 P0 Z1 k' yh. Holding pattern surveillance. Additional ser‐ - R3 |# {. G. Y3 avices are provided to the extent possible contingent 8 h$ G. I7 q2 G' D8 e! {only upon the controller's capability to fit them into \8 ^8 L* m2 f# H( S4 G the performance of higher priority duties and on the& H0 |0 L. T4 U9 I* r! T2 u( O) Q basis of limitations of the radar, volume of traffic, : Y' d& K U; ~$ G; }+ x1 b7 F8 Hfrequency congestion, and controller workload. The9 l7 |6 w+ n7 ~3 Y7 p controller has complete discretion for determining if 4 r7 R( o. q/ x9 l- K% A: ohe/she is able to provide or continue to provide a& Y! L1 |+ d- Z2 m1 A service in a particular case. The controller's reason5 ?( f6 W4 M w0 Y J% {( W: [, Y not to provide or continue to provide a service in a7 a0 S& ?, U$ y( u8 W5 A$ f) k particular case is not subject to question by the pilot - @. G0 W4 J# ~! \& tand need not be made known to him/her.( J; N! O6 Q6 a (See TRAFFIC ADVISORIES.) & p: f' b; q) I8 R(Refer to AIM.) 8 T4 O q1 W# RADF(See AUTOMATIC DIRECTION FINDER.)8 ^$ I. @' C) O1 t! B ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) ) H9 P# _: u) JADLY(See ARRIVAL DELAY.)" N8 @9 n& |% O; j6 B1 k ADMINISTRATOR- The Federal Aviation Admin‐- C+ q; ^9 i5 L- E* f0 k. X istrator or any person to whom he/she has delegated2 q" o" a. R5 r: N. a [ his/her authority in the matter concerned., c: K& o0 b5 @7 }0 _8 ?* n( V ADR(See AIRPORT DEPARTURE RATE.) - t b1 U* O' E# C% j+ z, IADS [ICAO]- . k' C$ x z R(See ICAO term AUTOMATIC DEPENDENT + j, O, A; v$ L* t" S7 {" F) l0 JSURVEILLANCE.) : H" j3 Y C* i* dADS-B(See AUTOMATIC DEPENDENT6 N; l" u. t# \0 c6 l$ ~! B& X SURVEILLANCE-BROADCAST.)! e; X$ p% n- v ADS-C(See AUTOMATIC DEPENDENT) y b- b) O* k! e- g SURVEILLANCE-CONTRACT.)) ^7 }) o2 k G5 ^/ d" k! W ADVISE INTENTIONS- Tell me what you plan to + J5 {/ Y/ L! B0 R- wdo. 5 `7 s2 P, Q, b6 k, TADVISORY- Advice and information provided to! U7 n w- K& q& u9 q% U# ]- ~, f8 A assist pilots in the safe conduct of flight and aircraft 1 o9 T: _" e3 zmovement. : }& z! t5 ~# k0 f* O(See ADVISORY SERVICE.) / i2 f" Q; B2 P! W# d$ P7 b aADVISORY FREQUENCY- The appropriate fre‐* c9 d& L' E$ U5 o quency to be used for Airport Advisory Service.+ e) E$ q# {! E (See LOCAL AIRPORT ADVISORY.) 4 v2 g& c* B G9 y6 u7 N(See UNICOM.) ! v& u$ t; E* M(Refer to ADVISORY CIRCULAR NO. 90‐42.) - J( v( N! Q) t9 O7 ]" Y(Refer to AIM.) / c8 A: L3 W- E# V5 M' ?* ?0 XADVISORY SERVICE- Advice and information2 b0 @' v) l* M( ^& u# X provided by a facility to assist pilots in the safe y) U9 }& |- e; s% f! oconduct of flight and aircraft movement.0 Y" v' X8 k0 h- ]6 e8 j6 x (See ADDITIONAL SERVICES.) ; m9 w9 p* t& B& ?' z1 Q- K(See EN ROUTE FLIGHT ADVISORY $ M3 }1 f: f* O! T- JSERVICE.) 2 a0 {; D9 ]% H& I: _(See LOCAL AIRPORT ADVISORY.)" x& i: ]$ J3 Q$ i (See RADAR ADVISORY.)* E' a6 e8 w! }0 X3 d8 Z2 |: N (See SAFETY ALERT.)" m I' r9 X* u8 y5 ] ?/ B5 } (See TRAFFIC ADVISORIES.) , w- g* e" e' V$ v(Refer to AIM.). ]9 q3 a. t! q" m1 \ AERIAL REFUELING- A procedure used by the2 W. M: d1 }% d, L! \ }; W military to transfer fuel from one aircraft to another & A9 b0 m' l* _4 }during flight. Y& _* H" q, h/ a2 Q8 \$ {9 I: ^ (Refer to VFR/IFR Wall Planning Charts.)- l. u) g) W4 g% y# [ AERODROME- A defined area on land or water2 D* ~) ^/ P2 h N$ A, m3 J, f (including any buildings, installations and equip‐ ! E4 _1 N8 ?" z, h- M- m- oment) intended to be used either wholly or in part for `, T) t8 \, i! q7 G# o- ^ the arrival, departure, and movement of aircraft. / y& ?* V% @* F, B) E" U$ L7 z4 NAERODROME BEACON [ICAO]- Aeronautical L2 P, @4 R1 T' y0 o1 u beacon used to indicate the location of an aerodrome% p& \" |5 s2 V5 r/ V8 O! ~, j from the air.% m% S- w& e& q3 f7 H. r$ r AERODROME CONTROL SERVICE [ICAO]- Air ) M. e1 F8 e& @0 Vtraffic control service for aerodrome traffic.( w8 ~% @1 ]) s AERODROME CONTROL TOWER [ICAO]- A" a2 d+ I6 ]: \$ v unit established to provide air traffic control service 2 Z7 F) R8 Y0 X9 N! O8 ]to aerodrome traffic. - R$ s( }+ A& X. ~( i5 p" k6 m' e9 tAERODROME ELEVATION [ICAO]- The eleva‐4 P2 \( C* _4 a$ ~# q& E$ e* R tion of the highest point of the landing area.$ d9 B: \) g! @( i# G7 e- e AERODROME TRAFFIC CIRCUIT [ICAO]- The $ X0 v+ q9 z6 x2 i1 b! w/ zspecified path to be flown by aircraft operating in the; R5 }& j* E3 ?: y, J! y vicinity of an aerodrome.! i) h `4 ^6 @' S! ~* X5 j H AERONAUTICAL BEACON- A visual NAVAID' e3 x' W4 \6 U/ m2 }2 }# E displaying flashes of white and/or colored light to % q3 d& B/ f) L9 b. O; T; vindicate the location of an airport, a heliport, a $ _+ }+ I6 ]" l8 L: T7 ~Pilot/Controller Glossary 2/14/089 H1 k2 d4 B. i% q5 ]) H PCG A-3 5 F, Q+ |# o* L& {4 R- @landmark, a certain point of a Federal airway in) s2 e$ c9 O, K& n mountainous terrain, or an obstruction.4 i( O. h- ~) E- O0 v, [5 j- I (See AIRPORT ROTATING BEACON.); ?1 J" T C+ |' m (Refer to AIM.)" Y0 j$ ^$ z8 U6 Y" d AERONAUTICAL CHART- A map used in air% Y; m" N% U0 [' b' A3 `9 L, b navigation containing all or part of the following: $ \0 \5 o/ J& _: k: p% Z. Htopographic features, hazards and obstructions,: w& s0 W& Q9 [& ?3 T/ {+ ` navigation aids, navigation routes, designated 7 q) ?$ c# `6 E5 ^$ cairspace, and airports. Commonly used aeronautical ' f* d0 g' R7 t4 D- Ncharts are: i: h" S" i) v9 v0 J, V& Na. Sectional Aeronautical Charts (1:500,000)-- M7 ?4 E+ j9 I. | Designed for visual navigation of slow or medium . @6 `; W. T) n! c; o& mspeed aircraft. Topographic information on these 4 y. j3 v% `; ~' t4 Ycharts features the portrayal of relief and a judicious- b$ D: F, n. Y$ Y4 L selection of visual check points for VFR flight., P5 r. X/ a. D" t, ?! O Aeronautical information includes visual and radio, Q& _! y/ ]& c! I3 Q. `8 a aids to navigation, airports, controlled airspace,3 p( b4 s/ N; l4 w4 c' q restricted areas, obstructions, and related data. ( l. [( ~ k- h) g# }4 Tb. VFR Terminal Area Charts (1:250,000)-5 I o2 u1 B& \6 L+ |* _7 @; b Depict Class B airspace which provides for the# j9 K7 L3 K. ]4 e control or segregation of all the aircraft within Class ; F2 s" s' c5 q; L* P. c3 lB airspace. The chart depicts topographic informa‐ 4 R; }- j: D! ?: g1 i- A8 Gtion and aeronautical information which includes , h: F U) [$ M* v- mvisual and radio aids to navigation, airports,2 j* Z2 r& n- W* K+ i controlled airspace, restricted areas, obstructions, : u& _0 q+ s6 k) {and related data. , k- k3 P& x4 H; T% z! y c! Ic. World Aeronautical Charts (WAC) 0 q" Z- G7 I8 S; ^(1:1,000,000)- Provide a standard series of aeronau‐0 z: ]8 k+ ]0 u- a' K tical charts covering land areas of the world at a size ! G* @, `) a3 J3 l. U' Aand scale convenient for navigation by moderate7 C( n0 p1 E' _ s8 F# v speed aircraft. Topographic information includes% F( b4 o ]' v6 y. T8 m/ {& c* [ cities and towns, principal roads, railroads, distinc‐8 } D# l; d4 B8 J& x tive landmarks, drainage, and relief. Aeronautical 4 K0 b) V f5 dinform ation includes visual and radio aids to ! M% h$ k. c: E4 {# tnavigation, airports, airways, restricted areas,; v+ n1 p3 |1 c- Z obstructions, and other pertinent data. 5 ?9 \$ S: n& ^' Dd. En Route Low Altitude Charts- Provide 0 n, ~3 m: n" b/ z" w; [) caeronautical information for en route instrument! \/ l; D; ~; l5 T$ u navigation (IF R) in the low altitude stratum.7 V# W7 q. s" k) x Information includes the portrayal of airways, limits 6 k/ j, Z, s4 R; c9 u, tof controlled airspace, position identification and5 w0 T7 Y/ d8 Q3 s frequencies of radio aids, selected airports, minimum( q2 \ y6 V1 x. d5 y en route and minimum obstruction clearance ' e! ^# Y0 {. z" V! valtitudes, airway distances, reporting points, re‐2 n' s% C8 ~; {6 a stricted areas, and related data. Area charts, which are7 u+ `7 R& f) x5 f y5 W a part of this series, furnish terminal data at a larger! v. O( `3 M. G" K scale in congested areas. 9 e" P6 Z: V& @e. En Route High Altitude Charts- Provide 4 z8 {6 E9 @: Y0 F5 |aeronautical information for en route instrument 4 t0 T: V: G2 u+ `8 L/ \navigation (IFR) in the high altitude stratum. " Q3 u1 ~# E- y; l8 d KInformation includes the portrayal of jet routes,: M1 c1 W* L) ~+ t$ g+ W9 n' y identification and frequencies of radio aids, selected , r: x& p z; `2 p9 Kairports, distances, time zones, special use airspace,/ d) ?8 Y g4 v. R5 u1 v) x2 n- F and related information.( }" u$ W' e3 _, _9 T- G0 T' t f. Instrument Approach Procedures (IAP) Charts- 2 {1 o! j# C& c9 e7 ^5 l/ KPortray the aeronautical data which is required to , q2 s' D( I3 u! \8 g% t) M) iexecute an instrument approach to an airport. These 8 \/ @+ w3 ^+ ~7 \charts depict the procedures, including all related, v% \4 ^- Y1 w# G data, and the airport diagram. Each procedure is2 ?' q6 l; O$ C( L" n0 Z1 A designated for use with a specific type of electronic) }4 n: j( x( Z P navigation system including NDB, TACAN, VOR,! M. w) R5 Z1 T ILS/MLS, and RNAV. These charts are identified by / |1 ^8 S; k4 @* ?the type of navigational aid(s) which provide final3 [% n: s) G$ q2 S4 w1 q- | approach guidance.# Z* T$ [$ l- u4 G1 N2 b3 H- G g. Instrument Departure Procedure (DP) Charts-% |3 S+ V/ k! y6 D Designed to expedite clearance delivery and to4 R* a# M' a. e3 L5 @1 g& w6 @ facilitate transition between takeoff and en route - F% D. W, N! F ^5 Soperations. Each DP is presented as a separate chart% r1 f5 x8 U, @1 V/ h and may serve a single airport or more than one $ z2 b1 F/ C2 d3 l$ @$ I \airport in a given geographical location./ z# c' ?0 c5 N h. Standard Terminal Arrival (STAR) Charts-+ Z2 K8 l9 p8 o: f2 n" d! Q Designed to expedite air traffic control arrival; t% ]) p" u6 J {# _! W( Q procedures and to facilitate transition between en, [3 h7 \4 c$ n6 k* l5 Q. O route and instrument approach operations. Each " C# v6 E; i9 h0 b5 F9 ^STAR procedure is presented as a separate chart and; b+ P1 \$ {3 @" F) Q6 q# @0 s may serve a single airport or more than one airport in 5 x$ H9 _, d9 K% V* b2 S9 ga given geographical location.2 z3 D& S7 c; `5 Y i. Airport Taxi Charts- Designed to expedite the" l, G5 w) `. `' [ efficient and safe flow of ground traffic at an airport. / h* t8 X+ U: a8 G/ HThese charts are identified by the official airport / O7 b7 F7 {! Y# l( h( l' r$ lname; e.g., Ronald Reagan Washington National) \0 \- N% o/ }' u Airport.! p2 F$ F+ H: V! s6 K (See ICAO term AERONAUTICAL CHART.)

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AERONAUTICAL CHART [ICAO]- A representa‐/ q/ }0 x/ M- k; _% N& B tion of a portion of the earth, its culture and relief,+ Z: v7 V9 P4 [% D; { A specifically designated to meet the requirements of, _3 p) \/ o% D6 _+ B air navigation. 3 _4 t, A2 F" t/ C# P9 m! DAERONAUTICAL INFORMATION MANUAL # G4 a6 E% q0 A$ @(AIM)- A primary FAA publication whose purpose ' A- z( \6 k* h3 G( X0 dis to instruct airmen about operating in the National0 Z, C5 T: e, N5 { Airspace System of the U.S. It provides basic flight* A6 I8 g- p; g2 X information, ATC Procedures and general instruc‐ " e+ k+ h; J- S9 _* u$ ntional information concerning health, medical facts,5 U) B) l5 h p; a/ d2 r: i! R3 G factors affecting flight safety, accident and hazard3 [! S$ X$ b" |; r0 E reporting, and types of aeronautical charts and their ! d( Q0 B! B r& t8 g* }% l& [5 |use., U5 X/ H8 _. a9 i- y AERONAUTICAL INFORMATION PUBLICA‐; m2 r1 ?2 R7 u! ~& T, K, d3 F TION (AIP) [ICAO]- A publication issued by or with 8 D" j6 O) {, B2/14/081 j7 U+ }4 w5 T1 s" U" R+ S, [ PCG A-43 r+ V2 q' p/ A4 Z* G& h, x' F the authority of a State and containing aeronautical8 Z- A/ n/ V! [- e. u" X# g! [5 r/ a information of a lasting character essential to air3 | ^0 I* \$ z& p" i( U9 J2 ? navigation.- g6 b. w0 N- n3 X0 d' P( K' s$ N6 I A/FD(See AIRPORT/FACILITY DIRECTORY.) $ S$ v9 \! I( U0 b( g" x- i ^AFFIRMATIVE- Yes. 5 |0 Q: o! v r h8 _AFIS(See AUTOMATIC FLIGHT INFORMATION5 N5 A# T( n% T: [2 t0 F$ P. v SERVICE - ALASKA FSSs ONLY.)0 M5 H+ G5 ]7 B6 G$ ? AFP(See AIRSPACE FLOW PROGRAM.). w1 J. n8 T3 T AIM(See AERONAUTICAL INFORMATION- r" Z- E2 k7 @9 k; S MANUAL.)( I+ W+ W# h6 |/ m" c AIP [ICAO]-" Q7 P/ G5 g: r% M8 n1 _- z- ]4 d, H( F (See ICAO term AERONAUTICAL r% w* S6 t3 K5 W! v8 m! RINFORMATION PUBLICATION.) / r1 b1 s2 P$ tAIR CARRIER DISTRICT OFFICE- An FAA field / j# d3 U: X" ]6 ^# K5 joffice serving an assigned geographical area, staffed, w% _7 y0 |7 q; N3 \ with Flight Standards personnel serving the aviation9 Y1 _. m' q; o7 N6 H) t# e industry and the general public on matters related to ) E0 M1 Y4 J) q% `* r$ ythe certification and operation of scheduled air 0 K& W# P1 G5 V) w# X; scarriers and other large aircraft operations. 5 s; ~2 G( |5 G7 R7 [AIR DEFENSE EMERGENCY- A military emer‐' e5 A; }3 ]) Z" T/ B, h& J% O gency condition declared by a designated authority.$ z9 i0 p! A0 n- M' |( g$ K$ G$ l This condition exists when an attack upon the) f% A9 m3 Y8 q- X# | continental U.S., Alaska, Canada, or U.S. installa‐ 4 z" U$ L8 W( Z8 F! h% P/ htions in Greenland by hostile aircraft or missiles is 6 H U; F: f. B( Sconsidered probable, is imminent, or is taking place.# i: Q2 z, ^8 W) T% [ a (Refer to AIM.) 9 H$ G+ e. c" A! ^3 yAIR DEFENSE IDENTIFICATION ZONE (ADIZ)-( G) p7 _+ B- c2 q' `, ^ The area of airspace over land or water, extending / a. W6 a: h, C4 L2 }& c' e& e2 ^+ P9 tupward from the surface, within which the ready ' q F" n% s8 L- v: ?identification, the location, and the control of aircraft8 u- V) y0 U8 ?7 \! o2 H are required in the interest of national security. 7 y p x. p8 R) T- \: |7 l' Va. Domestic Air Defense Identification Zone. An # L5 x/ k& Z$ H; |& Q$ X7 N IADIZ within the United States along an international " a3 N3 H& q* L1 B: q% N. bboundary of the United States. 2 k2 F- Z% h- B0 \, h' x6 Pb. Coastal Air Defense Identification Zone. An * S7 ~! {! ^" W4 aADIZ over the coastal waters of the United States. y5 d' y) s" Gc. Distant Early Warning Identification Zone , G$ @# z+ \# [& V* j) N(DEWIZ). An ADIZ over the coastal waters of the ( ~, P7 h! p# Z) PState of Alaska.4 S! e# c2 k, i8 F W% \; }& U d. Land-Based Air Defense Identification Zone. q6 z0 O$ t3 I( tAn ADIZ over U.S. metropolitan areas, which is : r0 X, P8 r1 g9 C* D% uactivated and deactivated as needed, with dimen‐ & E) u9 s( z: S8 c2 D( S+ o rsions, activation dates and other relevant information+ R. E$ l& x' A6 `$ d disseminated via NOTAM. / }2 K% [, } p) l2 K! CNote:ADIZ locations and operating and flight plan+ k* F! r, ^8 M5 u' p8 [ requirements for civil aircraft operations are speci‐ ( a' a- I/ R1 Zfied in 14 CFR Part 99. $ A- Q- C4 Z( U! Y2 g- A1 }(Refer to AIM.) ; d+ ~& {& r! G- @4 q) IAIR NAVIGATION FACILITY- Any facility used ! a1 E# N! Z$ c9 r& sin, available for use in, or designed for use in, aid of: J) u/ y1 U/ e1 H. N air navigation, including landing areas, lights, any & ?: P/ f7 ]( j/ d7 j& }% G; q- Q/ Eapparatus or equipment for disseminating weather; d2 I4 T9 O, t4 ]/ P information, for signaling, for radio‐directional . j; u2 |* s) X) u% V; D# O4 L( c; Rfinding, or for radio or other electrical communica‐6 i$ V9 S5 O* L/ { tion, and any other structure or mechanism having a 4 V+ D# g8 Z: Isimilar purpose for guiding or controlling flight in the ~+ V+ T' \8 g) p$ R# g air or the landing and takeoff of aircraft. * F' J U3 ^& I/ I(See NAVIGATIONAL AID.) " N$ Q# `$ X7 q* F* I/ sAIR ROUTE SURVEILLANCE RADAR- Air route# O5 ]) W* B" Q6 y4 z. Q% [+ k h0 n traffic control center (ARTCC) radar used primarily # B- ~6 u1 T* `; Z8 Q# `6 Y: X' d, @to detect and display an aircraft's position while en 2 g2 G8 ~' z( E1 [% Wroute between terminal areas. The ARSR enables. l2 @3 I( Y7 l: v/ n; I1 N controllers to provide radar air traffic control service 1 t3 j; K# ^$ X7 ?when aircraft are within the ARSR coverage. In some 5 s* {/ i' a; w0 Z+ ?/ P. _instances, ARSR may enable an ARTCC to provide 8 p/ Z) K' r+ P3 j1 C9 L: ?4 Hterminal radar services similar to but usually more; B5 n% w& }! {* ] limited than those provided by a radar approach( h/ U2 A4 E. C+ j5 t* n7 b$ K8 @2 X9 M control.' l3 ^, ~; P- I. a; d+ T# E3 y! a/ V AIR ROUTE TRAFFIC CONTROL CENTER- A 2 E- q, X3 i0 T# `/ S" h. k* K2 ^2 N2 Rfacility established to provide air traffic control 9 j/ K5 I% m/ H0 E4 K6 {. U, @# H- s9 gservice to aircraft operating on IFR flight plans ) V2 i) U: A1 _$ i) q- fwithin controlled airspace and principally during the3 U9 _) }3 j% c* C+ T en route phase of flight. When equipment capabilities : s) O5 u- Q/ Y+ yand controller workload permit, certain advisory/as‐, F. O- A1 k6 U; T. X5 Z sistance services may be provided to VFR aircraft. , ?' X# {$ s4 O1 R(See EN ROUTE AIR TRAFFIC CONTROL ( E0 f* F0 M- ?8 jSERVICES.) / q" O8 s1 K/ p: v8 Q; f6 b+ B(Refer to AIM.)) q2 l( m& X/ v) G6 `7 G AIR TAXI- Used to describe a helicopter/VTOL8 y0 }1 C6 @: C/ t' J aircraft movement conducted above the surface but : d7 i( j" } ]( M* n4 q3 [' j- ?* dnormally not above 100 feet AGL. The aircraft may ) Q; N6 u8 N, v# Cproceed either via hover taxi or flight at speeds more6 D( y2 L% ]# o6 f; n, ?8 u than 20 knots. The pilot is solely responsible for # B* K" g2 K9 x" Tselecting a safe airspeed/altitude for the operation 0 w2 J; X& i. j9 |being conducted. % i- y; D1 V1 C7 Z(See HOVER TAXI.) # J" B3 p, F7 E4 u e! s(Refer to AIM.)3 v" Q( p& }& q) l8 b Pilot/Controller Glossary 7/31/08! u6 M6 N" t7 Q8 K Pilot/Controller Glossary 2/14/084 `2 ]3 U0 j& I8 W. K PCG A-5 4 B# g2 ~$ f8 L5 V6 X7 k2 J6 r1 O$ DAIR TRAFFIC- Aircraft operating in the air or on an U3 A6 Z g) I" V2 ?airport surface, exclusive of loading ramps and ) }* l2 X2 f& j- ]+ o6 n9 J* {parking areas. ' \: s+ M0 X' |' j2 a4 m(See ICAO term AIR TRAFFIC.)0 v( }! j B$ i- t8 v AIR TRAFFIC [ICAO]- All aircraft in flight or ; T0 v% v7 h9 [) z( a% J7 g* m; Aoperating on the maneuvering area of an aerodrome. ) T( ?/ {: V3 l% V0 _6 m& h2 kAIR TRAFFIC CLEARANCE- An authorization by9 U# c. ?" W, u! A3 B9 X air traffic control for the purpose of preventing& j- L( A' ~" p/ ]* u) `* M collision between known aircraft, for an aircraft to0 Z n4 z' ~4 T4 a% G proceed under specified traffic conditions within, ?! x k* _( ]4 i8 G. r& N) Y) | controlled airspace. The pilot‐in‐command of an# C' N7 x; e& s" N, G aircraft may not deviate from the provisions of a 8 O8 ]& Z/ v! bvisual flight rules (VFR) or instrument flight rules - H( w6 B/ q r: m1 A' X4 }- V(IFR) air traffic clearance except in an emergency or* I2 n1 R8 i8 @ W A: b unless an amended clearance has been obtained. J# M! q y. Y$ I [* f' g* YAdditionally, the pilot may request a different . z3 e8 ?3 r+ [& _( }- i5 Uclearance from that which has been issued by air 8 G9 u; L6 ~$ Ntraffic control (ATC) if information available to the5 s0 S/ v# |7 Z' W- K. V: r pilot makes another course of action more practicable - D1 I! z8 P$ A& ror if aircraft equipment limitations or company$ a# ^0 a( C9 n& b procedures forbid compliance with the clearance! ~+ B# X% w5 {: m! ]) R- q# o& I issued. Pilots may also request clarification or 9 ]6 `5 k" i" J: \amendment, as appropriate, any time a clearance is1 C0 I$ X2 Q) V/ A% j" q not fully understood, or considered unacceptable Z; d1 c; M+ v/ y3 e9 N1 g8 Y7 @; Y: k because of safety of flight. Controllers should, in ' h1 z/ e3 J5 ksuch instances and to the extent of operational8 W" h: }- k* V4 | practicality and safety, honor the pilot's request. % ^# _- v+ m( y14 CFR Part 91.3(a) states: “The pilot in command# }2 y' b3 C. w. L1 O of an aircraft is directly responsible for, and is the y) O# B/ T& T8 d% G/ J+ n final authority as to, the operation of that aircraft.” $ L2 w- _ ]" z, K3 `4 pTHE PILOT IS RESPONSIBLE TO REQUEST AN4 z/ B/ p O6 v7 `) Y# ^1 V AMENDED CLEARANCE if ATC issues a ; k+ A3 v. p. j( d2 s1 G* nclearance that would cause a pilot to deviate from a # Q3 N7 G5 k2 Q* c7 j1 x& krule or regulation, or in the pilot's opinion, would, v, i% m3 g3 x6 q# \/ y) h3 N place the aircraft in jeopardy. `) V! ~6 K" l. p/ {% z$ g (See ATC INSTRUCTIONS.) ; Q$ R( L) N9 E7 y) d! A" X(See ICAO term AIR TRAFFIC CONTROL5 D5 c s ]/ F+ h, l0 g3 z" S2 k CLEARANCE.)" [: w+ M; |& ]- j AIR TRAFFIC CONTROL- A service operated by 6 U8 v2 Y* `3 S* {6 M* O d5 ~% Aappropriate authority to promote the safe, orderly and9 y3 F/ H* R# }- Q1 J6 `0 ^ expeditious flow of air traffic. " Y7 N2 L9 j) E p' X: Y(See ICAO term AIR TRAFFIC CONTROL+ w' b( t7 W/ K4 `* k SERVICE.)- ?8 W, R, v0 J) D- Z2 Y+ W AIR TRAFFIC CONTROL CLEARANCE [ICAO]-0 N/ _. k- Q p7 v. W% k8 b Authorization for an aircraft to proceed under" M1 E# H$ v2 b) c$ B+ C+ f8 H# T conditions specified by an air traffic control unit. V3 P) ^5 F( n. _& q Note 1:For convenience, the term air traffic control * x5 L( A$ @ E2 jclearance is frequently abbreviated to clearance. t1 X7 {/ m, h when used in appropriate contexts.+ O% N4 _- c, M7 e9 O Note 2:The abbreviated term clearance may be 2 j& X, r1 x$ K/ t' Y1 Oprefixed by the words taxi, takeoff, departure, en ! X7 C% b" P: @% g: C7 q& zroute, approach or landing to indicate the particular/ j k' \* R- u" J2 [; N portion of flight to which the air traffic control clear‐ $ W! G5 L/ x1 Q7 J: Nance relates. ! ^ t2 k: o' B! ?AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) 1 _" D2 i( a U, c+ A) L$ ^AIR TRAFFIC CONTROL SERVICE [ICAO]- A 4 D9 k# ]/ b) Z. L1 f7 eservice provided for the purpose of: ! y/ ?3 j8 @: s7 b/ ?a. reventing collisions: 1 b& P& H; A/ q: g1. Between aircraft; and Q9 r C6 r# m1 Z2. On the maneuvering area between aircraft : U% B! @5 I/ n8 u3 aand obstructions. / q Z- W" ], |b. Expediting and maintaining an orderly flow of% \3 Q- @+ z' ]# J, l. {+ T3 r air traffic. 7 w8 w4 M5 @& V) H2 ?5 PAIR TRAFFIC CONTROL SPECIALIST- A person 8 m6 e1 H+ l# r" ~( B2 V- j) mauthorized to provide air traffic control service. " @# d. X' P9 j% e& L& z0 z(See AIR TRAFFIC CONTROL.); K5 W: T5 i0 t9 N B3 d1 c (See FLIGHT SERVICE STATION.)6 X3 [2 D) g7 n (See ICAO term CONTROLLER.) & Y: ]3 `5 T3 B! [1 ]: sAIR TRAFFIC CONTROL SYSTEM COMMAND 5 {4 _9 m0 c/ F0 [CENTER (ATCSCC) - An Air Traffic Tactical 8 s9 N! v# I, eOperations facility responsible for monitoring and2 p! S& O2 t' y4 _* `, y managing the flow of air traffic throughout the NAS,, M9 s5 Z* M% b4 M3 c5 | producing a safe, orderly, and expeditious flow of6 I$ v. F8 M, n# P traffic while minimizing delays. The following6 F7 I# M4 y } functions are located at the ATCSCC:0 a! ?. n) n2 x9 y. g( z# O. S a. Central Altitude Reservation Function & X, K' }; ?( \6 D* f& c' h(CARF). Responsible for coordinating, planning, 7 e3 w7 { J4 t: z, v% I0 ~and approving special user requirements under the/ Z5 C+ G2 c" C$ L5 f' i Altitude Reservation (ALTRV) concept. 9 ], I. c- O# `2 H L% }(See ALTITUDE RESERVATION.)2 @6 o% f: _/ r* ^, W) r b. Airport Reservation Office (ARO). ( g- I) X7 Q& ^3 T9 xResponsible for approving IFR flights at designated/ M% q& }+ F& v1 f, c7 v( V6 ? high density traffic airports (John F. Kennedy, & C8 u5 ~( Y7 t8 s. \LaGuardia, and Ronald Reagan Washington : z' Q$ i8 x/ B" `/ rNational) during specified hours. c( v& _. }+ e) L(Refer to 14 CFR Part 93.) 1 P9 F* X" O* I/ w8 l3 B% h/ K$ e(Refer to AIRPORT/FACILITY DIRECTORY.) ; p. y5 b; H2 I' r% D" h3 t8 {& q2 f7/31/08 Pilot/Controller Glossary) C, r3 [, z( s% Y9 x/ | 2/14/08 4 {; w a" v4 i7 Q" B$ {PCG A-6! O9 I2 h7 ?* k- C- o c. U.S. Notice to Airmen (NOTAM) Office.* B5 t" G! T7 T, S Responsible for collecting, maintaining, and distrib‐4 w; ?- f, }4 j) `7 z! N" Y uting NOTAMs for the U.S. civilian and military, as 5 w' u( c0 v; B- B4 k" pwell as international aviation communities. 5 I" n3 V, ]6 E. [; v0 @(See NOTICE TO AIRMEN.) p a8 m' Z' Cd. Weather Unit. Monitor all aspects of weather5 V* P' U6 s9 u for the U.S. that might affect aviation including cloud * X; v' p* E4 s! V( n) mcover, visibility, winds, precipitation, thunderstorms,% L0 T9 f/ q, @ icing, turbulence, and more. Provide forecasts based1 \4 M$ g5 r3 Y& }2 g4 T9 ^ on observations and on discussions with meteorolo‐* H u, f8 _ f0 a6 k* g% ~ gists from various National Weather Service offices, ) |! W) y. C) r8 |FAA facilities, airlines, and private weather services. & v& H% R7 K& B: c9 [5 aAIR TRAFFIC SERVICE- A generic term meaning: 4 A; b- j0 d, w' ^/ i4 H# fa. Flight Information Service. + k5 }6 M# n: S: Q; D1 W* pb. Alerting Service.0 E# C' l7 e" {+ F* J8 {- l c. Air Traffic Advisory Service., Y2 s+ S t5 Y. o1 ] {% U) @ d. Air Traffic Control Service: . O9 ~, W% ^& E1 ]1. Area Control Service,1 t8 ~; Y( a7 J1 k2 Y, r 2. Approach Control Service, or* v% e1 m2 J X" V4 P% N 3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The7 y& b9 r$ ?4 W term “ATS Route” is a generic term that includes 4 o+ w% c- ^1 G5 e W' a“VOR Federal airways,” “colored Federal airways,”. z" B/ J K7 G* f1 B6 x, V7 y5 W. e “jet routes,” and “RNAV routes.” The term “ATS & q6 P. I9 V6 ?' g0 g8 X9 |route” does not replace these more familiar route ) J- P! |5 Z. }, J% t. Hnames, but serves only as an overall title when listing" J7 F/ z P3 s1 J1 H0 W the types of routes that comprise the United States - `# i* F @2 i% R3 Troute structure.' j9 m3 Q6 \+ c& ^: K AIRBORNE DELAY- Amount of delay to be 4 H2 D) L' A1 Z$ n K! Y2 m$ P }encountered in airborne holding.- }, C% { x* h$ B/ U2 @4 k8 b AIRCRAFT- Device(s) that are used or intended to5 q" V* @( J1 J2 y be used for flight in the air, and when used in air traffic: X$ Z, d4 J C* j5 v control terminology, may include the flight crew. ! N% A/ E* O0 [: J( M(See ICAO term AIRCRAFT.)2 L2 A0 {2 ]0 Q: t7 P0 v5 o$ t AIRCRAFT [ICAO]- Any machine that can derive ; N* K3 d3 Q( [2 j7 Hsupport in the atmosphere from the reactions of the air$ ~5 i$ Z* K- {8 l1 Y$ i other than the reactions of the air against the earth's ! ^2 m0 O0 y! i2 F' L2 nsurface. 5 {9 y! W( `+ h: \) C* J. oAIRCRAFT APPROACH CATEGORY- A 5 p3 u, r% r% G6 j/ P% G, W& Ugrouping of aircraft based on a speed of 1.3 times the + h t# u0 W' ?4 mstall speed in the landing configuration at maximum * U; F# c" w9 A9 cgross landing weight. An aircraft must fit in only one" @, ~: u' Z7 F2 y; X; _1 ] category. If it is necessary to maneuver at speeds in2 g O& t* d8 d4 l8 k% h- Z$ q excess of the upper limit of a speed range for a! G5 j, X3 x9 n category, the minimums for the category for that 0 F6 o# G- I) M) J4 _) S) Rspeed must be used. For example, an aircraft which 0 k" e+ v5 e/ N2 Cfalls in Category A, but is circling to land at a speed B8 f3 [& J' S( kin excess of 91 knots, must use the approach ! |. S, Q# Y6 YCategoryB minimums when circling to land. The ! d& ^6 L0 O: i# N V# [categories are as follows:& t: V& N! g) L4 y& s% z6 { a. Category A- Speed less than 91 knots. 3 m9 r/ U- [/ J: l" w5 Zb. Category B- Speed 91 knots or more but less9 `/ p1 U' Q/ H9 P3 [- I than 121 knots.7 d+ |* K' p. V7 \4 V# t c. Category C- Speed 121 knots or more but less( c6 t9 {, G6 @, F than 141 knots.' M$ W, |- f6 w$ d d. Category D- Speed 141 knots or more but less, E) T% h h. z {0 C: A; `6 D than 166 knots.7 M! \. `: P7 h+ C$ I J* T" O e. Category E- Speed 166 knots or more.; S1 R8 F `3 V2 ~* J% H' ?8 r (Refer to 14 CFR Part 97.) Q8 Z9 Z* r6 ?& S: S0 IAIRCRAFT CLASSES- For the purposes of Wake: Z2 r% J0 e3 t! E Turbulence Separation Minima, ATC classifies 5 b+ j$ j+ ^5 V; j; q1 Z$ Daircraft as Heavy, Large, and Small as follows: ! {7 U9 I# ?" m. ~" c& Qa. Heavy- Aircraft capable of takeoff weights of/ I/ \' V2 t9 V more than 255,000 pounds whether or not they are & r! F! o9 F, g+ b$ v% koperating at this weight during a particular phase of & B ~$ i8 Z/ i/ E" t' K' Wflight.1 C) m! n9 y5 X4 Z8 B b. Large- Aircraft of more than 41,000 pounds, + t: v; H% E0 ^! D1 _3 w( bmaximum certificated takeoff weight, up to 255,000) B/ t8 u2 K$ W& O/ e! e% g pounds./ Y# D g- t5 o H3 b6 j5 v4 D* \ c. Small- Aircraft of 41,000 pounds or less0 e3 S& k% i) O2 t$ Q7 _$ n. f! Z maximum certificated takeoff weight. 1 p' z7 i S6 `# S; ~3 A% |' l(Refer to AIM.) * w' j! }: Q: o$ ^( Y' U, K- W+ F- vAIRCRAFT CONFLICT- Predicted conflict, within) B @6 C/ t" u& V# Y URET, of two aircraft, or between aircraft and V1 p$ i( |9 g airspace. A Red alert is used for conflicts when the : {) M3 }, u' d: Jpredicted minimum separation is 5 nautical miles or! `- O& q8 M+ e& s- k less. A Yellow alert is used when the predicted ; u( U: x2 h9 N5 [0 W1 o( L3 uminimum separation is between 5 and approximately+ p* m3 H% r" p8 ^0 C) | 12 nautical miles. A Blue alert is used for conflicts & b; z( S1 |4 J) B) Qbetween an aircraft and predefined airspace.% X: {# U, N n: M' K' S: O2 G, k! Y (See USER REQUEST EVALUATION TOOL.) 1 m. L7 e4 c4 A. k/ k4 {, i1 a0 q9 ?9 |AIRCRAFT LIST (ACL)- A view available with2 J% g( z9 E: l1 {/ C" W n3 h2 T5 s URET that lists aircraft currently in or predicted to be + R$ n2 D9 T: f4 a1 o/ p" \in a particular sector's airspace. The view contains6 Z$ B& R }+ I( w# |( @. H' ^ textual flight data information in line format and may l8 q6 A! }0 G' h0 s2 ~be sorted into various orders based on the specific8 i5 A0 s9 B6 ^' J: ~7 { needs of the sector team.1 ~- t* U y* H' u( y (See USER REQUEST EVALUATION TOOL.) + g, k/ @% C; B" c5 w$ l* ^ o: z; `9 rAIRCRAFT SURGE LAUNCH AND ( j* E2 _; c T, K( i; YRECOVERY- Procedures used at USAF bases to" o7 m) u* c0 ~ provide increased launch and recovery rates in / _: S# y& ]' E' G$ A, n% [instrument flight rules conditions. ASLAR is based ; m. h3 p" O+ L$ ~on:: {, N) k2 |3 c( O% [ Pilot/Controller Glossary 7/31/08 2 h( n% T3 b2 Z0 ?3 J+ B' uPilot/Controller Glossary 2/14/088 Q8 R; n- ?7 s& ~! F PCG A-7 4 X3 Q' S% j5 n8 k+ W9 Ja. Reduced separation between aircraft which is6 K, s7 \. P! L( R based on time or distance. Standard arrival separation" Y1 g \3 W3 v0 {) R8 g- o( G applies between participants including multiple3 ^+ {5 i; U5 k) t! s/ q flights until the DRAG point. The DRAG point is a 1 V6 ]/ \- c3 l* C0 A1 opublished location on an ASLAR approach where) q% [# | w" ^0 e aircraft landing second in a formation slows to a ; D5 g7 R! {; Opredetermined airspeed. The DRAG point is the ! I( \2 N f- F s! ireference point at which MARSA applies as, l' B+ W' |9 Y/ V+ X' n expanding elements effect separation within a flight% {4 O3 n: |( T( F: x u, d or between subsequent participating flights.* S& Q0 k$ L ]* i9 Z$ \ b. ASLAR procedures shall be covered in a Letter, C$ k% i9 C7 S$ E* R) [ of Agreement between the responsible USAF 2 Y: V9 u! P L8 w5 D. C0 |2 ?military ATC facility and the concerned Federal / u& x F0 {/ q h$ `Aviation Administration facility. Initial Approach; F, | F% H" I! O6 E1 A* x5 ? Fix spacing requirements are normally addressed as 4 v# ?; x1 |6 o. ]8 k. K8 Z$ N: [a minimum.5 V' _ ?) G& b AIRMEN'S METEOROLOGICAL 2 r1 W- H3 m8 `. E2 J6 oINFORMATION(See AIRMET.)0 j1 q6 ~/ d3 m7 h6 U AIRMET- In‐flight weather advisories issued only : L, V/ k, e$ T! B7 Oto amend the area forecast concerning weather 2 x1 j9 r1 J: n2 ?5 cphenomena which are of operational interest to all, A& P, r4 \- s8 V/ f" B, ~* Q aircraft and potentially hazardous to aircraft having* T/ p& o' l3 {! C limited capability because of lack of equipment, ; A( v, D! n8 `1 s" J- j* Kinstrumentation, or pilot qualifications. AIRMETs- W8 x! h/ D6 V; R: d9 i% | concern weather of less severity than that covered by& A8 `- H' x" O& g2 v8 o$ U SIGMETs or Convective SIGMETs. AIRMETs - k2 u3 ?* L x) E- Ccover moderate icing, moderate turbulence, sustained$ r3 m' r0 G4 Z+ U% \ winds of 30 knots or more at the surface, widespread ( o3 ?) i s5 x$ R+ \* C& rareas of ceilings less than 1,000 feet and/or visibility + i1 J2 T* X! a$ _less than 3 miles, and extensive mountain 3 @4 @: G3 I. ?, l5 _' I, Y9 cobscurement. ' U3 G% ~( S, w1 I(See AWW.) 9 A# b" x0 H( g$ _: X(See CONVECTIVE SIGMET.)+ s: l( o' @/ S& q$ x5 q4 h7 q; C (See CWA.) - A. h: T0 @- u/ n! J! e(See SIGMET.) ) |0 r- A+ x c9 c! M(Refer to AIM.)) c" }* F2 C. f Y) A AIRPORT- An area on land or water that is used or! z: ~$ _9 F; \' `% q intended to be used for the landing and takeoff of 4 B3 W; y% i: U; m$ Zaircraft and includes its buildings and facilities, if' S N0 i1 L& z" t any.- z. T) ^" W2 g5 k: Z$ } AIRPORT ADVISORY AREA- The area within ten ( S9 J% a5 H6 t% ?miles of an airport without a control tower or where : ^% |1 z s3 Y* s3 Q1 Q" l. Y) K# i% xthe tower is not in operation, and on which a Flight - B& c6 {* L) r1 C! {- N7 ~/ RService Station is located. y5 Y) j! p. Y9 R' z" q (See LOCAL AIRPORT ADVISORY.) 7 F& f' }4 [9 \4 \(Refer to AIM.) 2 |! N4 d0 N# H* l# [AIRPORT ARRIVAL RATE (AAR)- A dynamic$ x, R% g9 N$ t, n1 t9 x& U0 a% _ input parameter specifying the number of arriving * X# `/ Z& t& Q4 ^& M- j8 K& Saircraft which an airport or airspace can accept from * X' ~ k0 E/ ? ?1 Hthe ARTCC per hour. The AAR is used to calculate8 l0 y" }# B! }4 G the desired interval between successive arrival) q% Y+ L# Q; c0 q aircraft.3 P3 J. I6 `" @ AIRPORT DEPARTURE RATE (ADR)- A dynamic; [3 ?' R4 |+ v- P" j+ U$ ^' H2 Y parameter specifying the number of aircraft which ! C1 g# O' j4 \( U# C# _can depart an airport and the airspace can accept per ; t0 M1 B% f5 C& Z" K3 b' bhour.

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AIRPORT ELEVATION- The highest point of an7 h0 C. \7 C" A% v7 V airport's usable runways measured in feet from mean + H- U& _. G& S' L; ]/ ^sea level. % i0 I/ k% L% I) H) h8 P(See TOUCHDOWN ZONE ELEVATION.)) U; K0 J, K7 [5 e) h* y" a (See ICAO term AERODROME ELEVATION.) 4 r w3 y, ^! O1 T& A5 J; [AIRPORT/FACILITY DIRECTORY- A publication 2 O" X2 J1 K3 ^3 ?: V9 udesigned primarily as a pilot's operational manual% d( n1 Q) F& b3 @: S4 N) j containing all airports, seaplane bases, and heliports * R7 z2 E7 q: P1 N4 Ropen to the public including communications data,. K1 y q8 T% g J9 A0 d( @ navigational facilities, and certain special notices and 4 ?- b, h% e; D; n+ P) Qprocedures. This publication is issued in seven" Q0 H- n% r# ?% e. {; C3 k% W volumes according to geographical area. : \& r T# F) V9 S& I# y) CAIRPORT LIGHTING- Various lighting aids that& y* h+ T7 u s) A7 h- O may be installed on an airport. Types of airport / p3 y4 A* a' N- O( v5 tlighting include:6 V6 p; }5 w' v+ ~* `- @ a. Approach Light System (ALS)- An airport; v" N9 V' O) P9 a lighting facility which provides visual guidance to ) b/ Z9 w% ? p" {5 Q1 R Qlanding aircraft by radiating light beam s in a0 J% r4 G$ j _3 S( i& t% X directional pattern by which the pilot aligns the $ S4 K0 @$ [7 k( Q" X* faircraft with the extended centerline of the runway on 2 Q( n$ k' e" b S8 `4 a. ihis/her final approach for landing. Condenser‐ ! Q* O$ I7 c' v0 M+ ~; YDischarge Sequential Flashing Lights/Sequenced 5 L; I/ v; p. G5 L& k5 LFlashing Lights may be installed in conjunction with) l9 ~" E) s8 W+ A the ALS at some airports. Types of Approach Light ^, n5 o, b4 S# W5 W" I# a Systems are: . x& D$ _, x/ o; Z# o1. ALSF‐1- Approach Light System with 8 { \/ l2 l; x7 K. g/ WSequenced Flashing Lights in ILS Cat‐I configura‐) c! B; w- N" a/ y+ j3 R4 Q z2 B tion. M1 y1 ~* }' x+ a2 o+ |( c6 N2. ALSF‐2- Approach Light System with$ Z9 L' G# b: R Sequenced Flashing Lights in ILS Cat‐II configura‐ + g/ B" ~, C3 O: O1 s. m: btion. The ALSF‐2 may operate as an SSALR when 7 t2 B! w) _$ x0 \- \; S- Mweather conditions permit.; C! P. u: U0 C# E1 j H 3. SSALF- Simplified Short Approach Light' C4 D: |, }( i( g8 I, ^$ q0 q9 z System with Sequenced Flashing Lights.2 p1 u% j4 n9 l: V& j4 j9 s, Q" U 4. SSALR- Simplified Short Approach Light! y% _4 Z6 a o) T/ V System with Runway Alignment Indicator Lights./ g& a7 `* N: {0 o/ y$ _ 5. MALSF- Medium Intensity Approach Light # `* ^! v- b( z. ISystem with Sequenced Flashing Lights.' @2 Q& a) _) \6 ^ ]* U i | 7/31/08 Pilot/Controller Glossary + E2 l( C" o! P3 G& R# w. n2/14/08& l( I, `# s$ R2 r PCG A-8! {- K" Z) o/ | ]* R" R! m. I9 ` 6. MALSR- Medium Intensity Approach Light N6 a8 {8 L/ X9 m7 G* B* `9 b. n System with Runway Alignment Indicator Lights.: I% r1 v8 e/ x- P, z! n: t 7. LDIN- Lead‐in‐light system- Consists of# K4 _' e2 ?2 e& d one or more series of flashing lights installed at or 5 I4 r2 r) Q( s2 T% V( Wnear ground level that provides positive visual , G; H9 M1 w9 V: |$ \guidance along an approach path, either curving or" t+ _7 V# ?' W9 \; E. T straight, where special problems exist with hazardous 5 H4 E) H1 p3 ]8 w1 h) r" Uterrain, obstructions, or noise abatement procedures. 8 l% X+ x* h- c. M0 @5 F8. RAIL- Runway Alignment Indicator Lights- * ?; I- k+ h7 y s3 J# }Sequenced Flashing Lights which are installed only D$ X/ h! ^* _/ i6 ?4 B in combination with other light systems.7 z; `- u, N4 L) B 9. ODALS- Omnidirectional Approach Light‐- ?' m/ ^) d: f% q* U9 k ing System consists of seven omnidirectional - P6 X! V. m7 D' }* U4 mflashing lights located in the approach area of a c% C* a `7 ~ nonprecision runway. Five lights are located on the : I r* T6 m/ K' ^runway centerline extended with the first light- c. l' n) b w9 J$ C$ o: O2 x; N located 300 feet from the threshold and extending at. D9 z; ?$ ^, d+ J i5 K equal intervals up to 1,500 feet from the threshold. 3 S: L( I' \2 gThe other two lights are located, one on each side of( ~1 [2 U* A7 k# ^: o& J the runway threshold, at a lateral distance of 40 feet2 A/ P7 b( G6 B8 F& I from the runway edge, or 75 feet from the runway H1 L4 [9 _4 t! A f5 n! u# iedge when installed on a runway equipped with a + y/ r; g( U9 fVASI. ( [( U4 G' W% m, C2 @(Refer to FAAO JO 6850.2, VISUAL GUIDANCE 3 ^9 {# q9 B; s4 p; d; `3 \' VLIGHTING SYSTEMS.) ! T d1 J, r6 h. S5 e! xb. Runway Lights/Runway Edge Lights- Lights # R( L0 @! L3 ?& H2 o# Yhaving a prescribed angle of emission used to define 2 |3 D- l' B* A: `- o5 \the lateral limits of a runway. Runway lights are4 c( v9 l& c, B5 n4 k. Z uniformly spaced at intervals of approximately 200: s0 j+ s# Y0 q5 @ feet, and the intensity may be controlled or preset. ! Q( z$ j z3 R1 s9 ~c. Touchdown Zone Lighting- Two rows of # D! G& o9 U Z. W- xtransverse light bars located symmetrically about the + k% F; v- y% O) j( vrunway centerline normally at 100 foot intervals. The " F4 a d6 K$ u6 obasic system extends 3,000 feet along the runway." v3 o% I0 k9 o3 B d. Runway Centerline Lighting- Flush centerline 3 Y( Q2 A4 B7 _lights spaced at 50‐foot intervals beginning 75 feet ( _5 e9 O; z% l# Nfrom the landing threshold and extending to within 75* i) W/ e* O9 _7 B1 F+ N feet of the opposite end of the runway., x) g) L2 e9 l2 D e. Threshold Lights- Fixed green lights arranged ; S2 ?$ Z! ]9 c0 F3 ]; I0 tsymmetrically left and right of the runway centerline, " z0 I" v8 W4 [9 e- H' v( uidentifying the runway threshold.. O; W' a: m9 t" H! G9 T+ { f. Runway End Identifier Lights (REIL)- Two: n3 ~+ l, \/ S' q3 d synchronized flashing lights, one on each side of the& B; N! U( O, f runway threshold, which provide rapid and positive , _& }! w& G8 l6 ~4 |$ midentification of the approach end of a particular% |* B! H4 @! T7 x9 L' M9 | runway.; a2 |7 p* }( E- s: {) B- E g. Visual Approach Slope Indicator (VASI)- An$ P) p" z! O5 H airport lighting facility providing vertical visual3 N4 i9 d1 R) F, q8 l& Z approach slope guidance to aircraft during approach" X# z* ?+ L% T! o3 d9 d to landing by radiating a directional pattern of high1 x; f0 s- s" G. U ^ intensity red and white focused light beams which+ s# Z3 {5 _# c. [( G R" X indicate to the pilot that he/she is “on path” if he/she 4 E- Q) s. ]% m* ~; }sees red/white, “above path” if white/white, and & Q' r& z( h# H+ ~( @“below path” if red/red. Some airports serving large 0 ~0 U& l$ d3 q4 n* X+ _aircraft have three‐bar VASIs which provide two/ Z6 q7 O! a& U% U( A6 U! c visual glide paths to the same runway. W- W4 H( \+ w F( w h. recision Approach Path Indicator (PAPI)- An ! |# a: ~ I- Mairport lighting facility, similar to VASI, providing F f4 O0 w7 K5 m! ] vertical approach slope guidance to aircraft during- n& F7 a/ ~1 m( X' I approach to landing. PAPIs consist of a single row of% T a( i! r' e$ ` a& |; B$ k n% M) \ either two or four lights, normally installed on the left " n( q$ F/ R, C6 lside of the runway, and have an effective visual range" t" m- D! } X. D( [ of about 5 miles during the day and up to 20 miles at * c; Z" {) H9 D# Mnight. PAPIs radiate a directional pattern of high 3 f5 j# {0 q* |1 U F. B1 Pintensity red and white focused light beams which 9 Q- I: L# `5 Z% h( J; b; n. Vindicate that the pilot is “on path” if the pilot sees an ( A: Z% u! X& l. q3 X. G6 [equal number of white lights and red lights, with; g3 \' c5 I# Y white to the left of the red; “above path” if the pilot # a; S$ m0 [; w, d* R+ y: Osees more white than red lights; and “below path” if ! r9 D/ J. t- Qthe pilot sees more red than white lights. ! B/ f/ F7 D6 l! y. [' hi. Boundary Lights- Lights defining the perimeter & F( B [* b9 l: l2 T% L7 wof an airport or landing area. ! H& r1 ^1 u" c& G+ D. o f# `, N(Refer to AIM.)$ L* W" q- Y6 W. A AIRPORT MARKING AIDS- Markings used on 0 Z7 ^) z/ ?* Trunway and taxiway surfaces to identify a specific 7 u {4 V3 ~& |0 Q7 ?" r* jrunway, a runway threshold, a centerline, a hold line,0 f$ w4 K. D* q* } etc. A runway should be marked in accordance with9 r# h4 v1 u+ h# Q6 Q! V its present usage such as:# `, w0 H% Y* z0 w a. Visual. " J9 C( {: R/ A* t# f% Vb. Nonprecision instrument.: e' ~, R) X' d c. recision instrument., ]: F+ k8 T9 L/ J9 v2 w (Refer to AIM.). d6 _1 W" c! f& q: d! s AIR PORT REFERENCE POINT (ARP)- The& t5 x: T e# ?; J+ l1 x0 b approximate geometric center of all usable runway+ X# \: Z9 ]' q surfaces. " l L6 \/ g8 X' P* I9 p3 |AIRPORT RESERVATION OFFICE- Office re‐ z, ^. x( K8 p: V/ `9 {# n% Usponsible for monitoring the operation of the high4 E8 [( U+ R% Q- D0 G8 z density rule. Receives and processes requests for6 |# _! j" c$ B% V IFR-operations at high density traffic airports. ( p7 n. E/ u) B5 ^AIRPORT ROTATING BEACON- A visual : @1 U$ ]) p. i. `3 C! j1 [8 J0 B/ `; hNAVAID operated at many airports. At civil airports,( q. Z$ {5 X2 r% D: H" H alternating white and green flashes indicate the 8 l( P2 W; J! hlocation of the airport. At military airports, the1 O! k( e; J2 n' C, G beacons flash alternately white and green, but are- V: p/ v+ B3 |7 @ Q- z Pilot/Controller Glossary 7/31/08 9 Y' I. I% \! i; p' uPilot/Controller Glossary 2/14/08 8 d( h6 g: R4 w2 {" u" rPCG A-92 i3 X& X: P+ J T0 r: _, B( y differentiated from civil beacons by dualpeaked (two8 X2 [1 u. E! J9 a% m V quick) white flashes between the green flashes. 9 M D5 W& n8 f- w(See INSTRUMENT FLIGHT RULES.) ( |6 H8 i% E& B4 M(See SPECIAL VFR OPERATIONS.)0 \& _9 Z# o; K (See ICAO term AERODROME BEACON.) . W1 \: b0 @1 j7 `; x {(Refer to AIM.) / [5 q7 _7 C8 c* l0 V7 i* MAIRPORT STREAM FILTER (ASF)- An on/off 9 K4 L; }* X% d; d9 Ffilter that allows the conflict notification function to# j- k' h5 r# @9 f. o. V3 x: H L be inhibited for arrival streams into single or multiple 5 d1 d9 i- N, a( R6 e# y$ U- q; vairports to prevent nuisance alerts. " }6 W8 s) C' ?/ _5 pAIRPORT SURFACE DETECTION EQUIPMENT : M G0 m1 f+ B2 `! F6 g2 @4 J2 ]) W(ASDE)- Surveillance equipment specifically de‐/ R# z J v) ?; D" H signed to detect aircraft, vehicular traffic, and other # l4 M u/ O, L* W, nobjects, on the surface of an airport, and to present the+ p; B3 _' N' \+ @ image on a tower display. Used to augment visual ' Z5 F7 T$ n+ k6 v. A' dobservation by tower personnel of aircraft and/or7 a- F' o/ A! S2 q' C: w4 I vehicular movements on runways and taxiways.) n% O. \+ S7 ?1 |- p1 P8 v There are three ASDE systems deployed in the NAS: ) B8 t. }1 ~6 P8 _5 [a. ASDE-3- a Surface Movement Radar., R6 y- ]7 |8 h3 c b. ASDE-X- a system that uses a X-band Surface 9 G& [( l& O3 o+ DMovement Radar and multilateration. Data from8 n1 n# t; _) K3 p+ V$ H these two sources are fused and presented on a digital 8 P( E/ o) x" pdisplay. # l4 z8 i! r* t% _4 t$ @' {c. ASDE-3X- an ASDE-X system that uses the ' B7 g. R5 ]7 c. X% z1 `ASDE-3 Surface Movement Radar. 6 y5 M4 ^$ k! S" ^AIRPORT SURVEILLANCE RADAR- Approach6 }( E2 h' ^, c+ H7 P, s6 S/ ? control radar used to detect and display an aircraft's 6 Y* w4 t, B; Dposition in the terminal area. ASR provides range and$ A+ v" U' V, k) U/ j) `# T azimuth information but does not provide elevation0 e5 {7 }) F: L5 C% v+ I0 t data. Coverage of the ASR can extend up to 60 miles.: F& w* ^( N U" o/ H- k5 _ N AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) 6 {$ V/ N) y( R) g; G# ]AIRPORT TRAFFIC CONTROL SERVICE- A4 E! }1 W' l% I& p service provided by a control tower for aircraft 2 Q4 V; v0 _! S" k+ Z: Hoperating on the movement area and in the vicinity of 4 X& o7 \/ X6 M) l$ N, han airport. . a# X/ b, \- r! c" b6 O6 {(See MOVEMENT AREA.) . _' v# W; V6 Y" J* ^ _4 h+ ^(See TOWER.)8 f2 N+ p$ X; e8 N, p (See ICAO term AERODROME CONTROL1 Y; J( t$ q9 k SERVICE.)- m- @# c4 `, z% `3 b AIRPORT TRAFFIC CONTROL TOWER(See TOWER.) " T# ?+ v, R: h5 r: L8 xAIRSPACE CONFLICT- Predicted conflict of an9 T8 ~' X9 z. G8 p aircraft and active Special Activity Airspace (SAA).* p) g, E U/ K- k/ C7 I: [ AIRSPACE FLOW PROGRAM (AFP)- AFP is a 2 g' y6 S3 i, jTraffic Management (TM) process administered by3 C7 s F2 t# c5 h* A1 w the Air Traffic Control System Command Center ; H* q7 t) `* `(ATCSCC) where aircraft are assigned an Expect* l5 }. m7 U0 X9 ^- `7 b Departure Clearance Time (EDCT) in order to$ F2 D; }4 F4 X" A7 p( R manage capacity and demand for a specific area of the # t! D3 V( _; X1 LNational Airspace System (NAS). The purpose of the6 K% c/ `) M2 H- N6 `; d6 | program is to mitigate the effects of en route 1 u* v' F9 W I+ M/ Y0 ~+ ^constraints. It is a flexible program and may be z% ] Z$ }/ U1 V' m8 O implemented in various forms depending upon the ; j! M5 M$ B, v8 s) f( G# ]7 @needs of the air traffic system.# k2 f9 t; F& ~1 i3 ], [ AIRSPACE HIERARCHY- Within the airspace# M; H5 U. T& k R" ` classes, there is a hierarchy and, in the event of an 3 F1 n* \& H% q# m7 soverlap of airspace: Class A preempts Class B, Class ' K8 u7 p" q b( O0 a+ h. }! [B preempts Class C, Class C preempts Class D, Class, ~- A# }, f' R) U6 [ \# q+ m. o D preempts Class E, and Class E preempts Class G.3 }# \7 C& f/ f# }4 R$ ? AIRSPEED- The speed of an aircraft relative to its % x4 r6 ?. h: P" G6 N5 usurrounding air mass. The unqualified term ( j7 V4 c, X) F( b, z4 I“airspeed” means one of the following: " o4 @ Q7 K/ ia. Indicated Airspeed- The speed shown on the ' L+ k z- ? _/ y* h kaircraft airspeed indicator. This is the speed used in + w% f7 B0 L" `9 T& Fpilot/controller communications under the general : ?; R9 i% ~' R/ w2 @) t5 yterm “airspeed.” 7 I2 i. [8 e. q; N& V( B3 n, l, m$ A(Refer to 14 CFR Part 1.)2 w& p0 D3 @7 E! B7 G n" A1 o b. True Airspeed- The airspeed of an aircraft $ b: o! T7 ^. arelative to undisturbed air. Used primarily in flight 9 D0 x7 [9 v6 E. v" P" Zplanning and en route portion of flight. When used in8 f( e: l& f: O7 O# x pilot/controller communications, it is referred to as ; N$ a- N+ r+ {2 Z s“true airspeed” and not shortened to “airspeed.” 7 h$ G( c I" R ~6 N2 V2 k4 @AIRSTART- The starting of an aircraft engine while4 _" l/ P) R# e% m9 H the aircraft is airborne, preceded by engine shutdown& u) ], n: d1 t' R during training flights or by actual engine failure.0 f" J( N: y+ s7 \6 J* n, |4 d AIRWAY- A Class E airspace area established in the ; B% ]7 a' q/ ?% O( Mform of a corridor, the centerline of which is defined ; R# X# }( {4 t5 w* Pby radio navigational aids. . f* `. a& \! b# b# ^5 _8 }(See FEDERAL AIRWAYS.) {' Z0 S. w% M! Q/ S6 J* Y(See ICAO term AIRWAY.) ( ^6 f* A2 w. K( I3 n' O! _(Refer to 14 CFR Part 71.)8 V9 z# P! s& b1 J/ t/ k: w (Refer to AIM.)1 N% m. F4 |8 T AIRWAY [ICAO]- A control area or portion thereof( P# E$ b- n6 \0 S established in the form of corridor equipped with . p8 F* e' y( Z a8 ~radio navigational aids.: i8 ]9 E: ~/ d: V AIRWAY BEACON- Used to mark airway segments 9 k1 o2 A' b/ X$ g: w+ Oin remote mountain areas. The light flashes Morse % o; m2 }. }! V0 oCode to identify the beacon site.( z" l9 j7 I3 X/ k (Refer to AIM.) 9 u4 {$ u5 v n$ G0 aAIT(See AUTOMATED INFORMATION ; z& G* v! v7 u( B8 L( ATRANSFER.)& s, p' n/ ]/ \6 D( q5 O7 } z; A 7/31/08 Pilot/Controller Glossary8 l0 ?$ S1 [( r" _7 O 2/14/08 3 s0 _' W' ^# ?8 C/ IPCG A-10- W" ]$ q) Q+ Y! v ALERFA (Alert Phase) [ICAO]- A situation wherein4 j4 ?2 r2 k; f3 l8 n) q6 @ apprehension exists as to the safety of an aircraft and& O: g9 w& f0 a+ j; t9 d! \+ e its occupants. 2 a2 j4 @$ \2 |* z/ W. E6 s& qALERT- A notification to a position that there, R, `( d; p5 {7 g' k8 ~ is an aircraft‐to‐aircraft or aircraft‐to‐airspace & B6 g' Q0 m( f9 K Cconflict, as detected by Automated Problem5 B x, R3 S- {( s- f5 \ Detection (APD). / I5 d Q- W& I ?2 N4 t4 E3 QALERT AREA(See SPECIAL USE AIRSPACE.) a4 }6 ^1 o9 B p5 q2 B6 n ALERT NOTICE- A request originated by a flight+ i* T. G. K! D! ~3 [ service station (FSS) or an air route traffic control 7 F* [: P, T" M6 T& B" Xcenter (ARTCC) for an extensive communication 5 \# ^! n. S- `- W" H! ?search for overdue, unreported, or missing aircraft. ! S0 y. L: |" U4 i& }" O( o( ~ALERTING SERVICE- A service provided to notify. N" z2 q/ H' u8 G; P2 g5 O8 L' I$ R3 j appropriate organizations regarding aircraft in need0 j9 f @$ U1 c( F" w of search and rescue aid and assist such organizations- h' Y( s S* b5 [7 D' U as required. / ^$ V% y( P$ X7 N; [3 eALNOT(See ALERT NOTICE.) 2 W, e. B* F+ F* b: }ALONG-TRACK DISTANCE (ATD)- The distance4 o5 @8 _; I& v2 C8 P, F measured from a point‐in‐space by systems using " G2 o1 x8 @5 q% x6 V5 |area navigation reference capabilities that are not & w; @. ~( n5 C; R( E5 q# Y8 Q0 P% ysubject to slant range errors.6 b( F6 J9 A& L4 V* m V: R& t ALPHANUMERIC DISPLAY- Letters and numer‐. s7 O0 I) t6 f& F' m' ? als used to show identification, altitude, beacon code,( u4 S0 ?2 k+ Z and other information concerning a target on a radar5 a& _5 C3 u8 ]2 W1 b& v5 j4 N display. q1 P% X/ O% S! D(See AUTOMATED RADAR TERMINAL. N/ H2 i6 _# S- q/ F& [- ^ SYSTEMS.)

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发表于 2008-12-28 14:10:50 |只看该作者
ALTERNATE AERODROME [ICAO]- An aero‐# k$ U' X8 Q0 W3 S U" Y* P3 i2 O drome to which an aircraft may proceed when it " X# y W- ?: N. C& Gbecomes either impossible or inadvisable to proceed % Y1 Y" T& @. _( Cto or to land at the aerodrome of intended landing. r1 f! x+ h9 g6 s$ U Note:The aerodrome from which a flight departs ( j& p- V) J( e' Vmay also be an en‐route or a destination alternate( l4 U- o1 {* _1 {, ^; y aerodrome for the flight. 9 ?5 o, Q' z7 y7 O7 aALTERNATE AIRPORT- An airport at which an ( \2 @! | b5 X# f! H% b/ E& `aircraft may land if a landing at the intended airport 4 f/ z v: j0 @# `+ X9 w9 rbecomes inadvisable. 8 M9 p; }6 f) D" W0 B6 `% q(See ICAO term ALTERNATE AERODROME.) 3 I) U* C- R' e, gALTIMETER SETTING- The barometric pressure " l6 b7 p% A kreading used to adjust a pressure altimeter for% U- V) X6 y) O3 T! }. Z variations in existing atmospheric pressure or to the( p5 ]5 k7 x7 \/ c standard altimeter setting (29.92). " |, h5 c- }" d% T) Y# W2 f' V(Refer to 14 CFR Part 91.) 8 v4 A8 w S* d: b5 ^(Refer to AIM.)# M% k) {2 `6 }0 v. v# r1 v- x ALTITUDE- The height of a level, point, or object N% D) d1 {* T" g measured in feet Above Ground Level (AGL) or from7 S- ^6 L' t8 Y5 g Mean Sea Level (MSL). : A1 ]9 x% {7 C, n; t" e- A6 A0 Z(See FLIGHT LEVEL.) 2 p* Q) \# O( a& G- n- {a. MSL Altitude- Altitude expressed in feet, h c3 S h' R7 a5 ~4 \2 r2 C measured from mean sea level.; c4 E N2 `( E5 H b. AGL Altitude- Altitude expressed in feet $ ]8 |" q& [2 D+ T9 Zmeasured above ground level. 9 v0 U2 N. \6 V3 S: `$ X \c. Indicated Altitude- The altitude as shown by an / {. E7 y; C" jaltimeter. On a pressure or barometric altimeter it is/ J& y/ B6 I6 [+ T1 _7 @/ Y altitude as shown uncorrected for instrument error+ q7 v+ E. B7 n8 e and uncompensated for variation from standard( U8 _6 \, y V8 Q7 V5 H atmospheric conditions.* b# \1 K: g" I+ v @$ z (See ICAO term ALTITUDE.) " q4 C+ V# e, U6 oALTITUDE [ICAO]- The vertical distance of a level,0 M/ g/ w; q6 F$ _ a point or an object considered as a point, measured : Q$ J9 p& [- k) m" F9 pfrom mean sea level (MSL).. M6 ~, {" v2 ]5 r) @% K8 \6 C* ^! \ ALTITUDE READOUT- An aircraft's altitude, 0 z$ y6 S7 L' r' V5 E4 }1 Wtransmitted via the Mode C transponder feature, that7 s# Z0 Z! }" s4 i: T4 K m, b9 m: Z is visually displayed in 100‐foot increments on a7 V3 E6 L) J4 o- i: D/ N radar scope having readout capability. / h+ U/ j1 ^: Z# U$ E/ s& `1 R(See ALPHANUMERIC DISPLAY.)& [+ H- ]5 X; M( r& T (See AUTOMATED RADAR TERMINAL. g+ R) k9 b4 V6 r SYSTEMS.)& w" A6 }/ m: }- c- G (Refer to AIM.)5 p. v0 |& e: u' d) H ALTITUDE RESERVATION- Airspace utilization8 s* ], n, Q& ^4 F under prescribed conditions normally employed for 6 e/ v. ~7 a( T Q+ cthe mass movement of aircraft or other special user7 y' l& [, @7 S) }1 z( j! p( x6 [ requirem ents which cannot otherwise be. o6 l& w" n4 a2 a* s; m accomplished. ALTRVs are approved by the : U, ^0 c# q$ n: kappropriate FAA facility. ' x! V$ l, ~7 i% R/ q(See AIR TRAFFIC CONTROL SYSTEM" j U5 `" c7 W. l! ^) c/ g! D COMMAND CENTER.) * F$ H3 f" b. b8 dALTITUDE RESTRICTION- An altitude or alti‐ 8 w% K$ _! h& a0 w, |. Studes, stated in the order flown, which are to be- b" G4 u F s3 K \* ] maintained until reaching a specific point or time.. M6 v# S- g7 J9 O0 L Altitude restrictions may be issued by ATC due to: R, l1 |! A# m: x& k traffic, terrain, or other airspace considerations.7 H" F1 _$ w$ T* G( _ ALTITUDE RESTRICTIONS ARE CANCELED-1 _6 \: W9 u$ ]& T$ Y Adherence to previously imposed altitude restric‐ 9 L' W) O2 l- M* O" |0 Xtions is no longer required during a climb or descent. 8 M1 N1 n1 H* U& W: WALTRV(See ALTITUDE RESERVATION.)2 w% x K* f, P! M AMVER(See AUTOMATED MUTUAL‐ASSISTANCE& j- E+ r1 N/ }( n" f3 k. F' n$ L7 U VESSEL RESCUE SYSTEM.)1 {) k' Y) P; a8 u+ J' P APB(See AUTOMATED PROBLEM DETECTION # w% Q3 ?- X+ m( jBOUNDARY.) 6 N* S" [9 Q; q) A- APilot/Controller Glossary 7/31/08: Z! y3 d: \- f; J( S Pilot/Controller Glossary 2/14/08 + @6 V8 x2 W5 d! _7 fPCG A-11- ~6 Q R# |) o, _; Y1 L9 C; G APD(See AUTOMATED PROBLEM DETECTION.) v- O. R* q9 a# v; z5 {6 TAPDIA(See AUTOMATED PROBLEM DETECTION 5 N% j F/ }/ D, P. VINHIBITED AREA.)0 t' y* M; ~; ], U APPROACH CLEARANCE- Authorization by / E, F' m: R3 k( \& M+ Z$ n: }) [& pATC for a pilot to conduct an instrument approach.. ~9 O0 \& [- M" F( W1 A% h" d$ Q The type of instrument approach for which a C3 K5 O8 u" r8 h clearance and other pertinent information is provided: a& U# R+ C- f" q. {& \- a8 r in the approach clearance when required.% B" d. z% ?# s% n$ T (See CLEARED APPROACH.) : L9 a5 S; E3 W9 C9 u" |(See INSTRUMENT APPROACH 3 c+ c$ T& D$ T) C# z5 _# b# {PROCEDURE.)! K7 A7 [6 x7 I% ? (Refer to AIM.)% h2 y7 x9 R7 n$ C0 T; z3 y" k0 k6 G (Refer to 14 CFR Part 91.) $ }$ `; C3 S9 @* Q9 JAPPROACH CONTROL FACILITY- A terminal / V+ r; K, T& M9 q) e) OATC facility that provides approach control service in 1 r+ W& m7 e$ |& v8 Da terminal area.* O# D# C; m. O2 C1 L (See APPROACH CONTROL SERVICE.)% ^' i% E3 d+ P (See RADAR APPROACH CONTROL ! E! J; ?: d! {1 G" g' ?% yFACILITY.) " }& O1 ]4 A9 [APPROACH CONTROL SERVICE- Air traffic ! w; P. P2 o& A9 p' a/ Y6 D3 ccontrol service provided by an approach control) e; q( w7 b$ ~9 n9 w1 `% ` u$ D facility for arriving and departing VFR/IFR aircraft$ R d1 V6 e z& ^' Z7 m" q* _ and, on occasion, en route aircraft. At some airports 1 d# R9 p1 g" k# A, Z& Gnot served by an approach control facility, the % @" A1 k* A. ^ARTCC provides limited approach control service. ( m; Q" P1 J7 t# |0 q(See ICAO term APPROACH CONTROL & y* z3 t6 B: a* GSERVICE.) 1 R6 n8 S( W) ^: l# e! g(Refer to AIM.)2 t0 Q! s2 r: Z( W2 t8 A; O APPROACH CONTROL SERVICE [ICAO]- Air , D5 p* Q; |' Z$ v6 gtraffic control service for arriving or departing @! r1 p$ m! K v: a0 a) z2 C8 [ controlled flights. ( q! E1 E/ s; x0 DAPPROACH GATE- An imaginary point used 9 R, ?% S7 t, T) ~8 Xwithin ATC as a basis for vectoring aircraft to the) A: \+ ]0 m4 p0 X final approach course. The gate will be established! S* q" n8 x i' ^9 ?+ j8 G2 G3 ` along the final approach course 1 mile from the final3 W" t, {7 `* s, g) \8 A7 }4 ? approach fix on the side away from the airport and , A- j( @; p6 T* U4 P H( ~will be no closer than 5 miles from the landing & q+ F0 N \( S+ Pthreshold.# s. l* L: K2 a* S4 Z; g4 n APPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.) + @4 u" n; w; o: cAPPROACH SEQUENCE- The order in which 6 k0 Q, ^5 x; ?* O$ Xaircraft are positioned while on approach or awaiting, S2 T3 s {. u approach clearance.0 {7 \( I, F: P1 ?1 {$ t# M, C (See LANDING SEQUENCE.) , j. T/ W; j8 M0 H(See ICAO term APPROACH SEQUENCE.)& J4 ]% e7 _. [) M APPROACH SEQUENCE [ICAO]- The order in ' [- I- j, ~$ P k# N: ]6 }/ dwhich two or more aircraft are cleared to approach to4 O6 e7 h3 ~7 ]' Z land at the aerodrome. # y5 n" K+ W2 m7 mAPPROACH SPEED- The recommended speed. }7 h" J. S n contained in aircraft manuals used by pilots when % R1 R3 l; ?$ n$ Q6 Vmaking an approach to landing. This speed will vary 6 }. Z5 ~9 V" Y+ f. H v; @* vfor different segments of an approach as well as for : G1 |: \: k& e4 F, _aircraft weight and configuration.9 K& z% [7 W9 i x5 q APPROPRIATE ATS AUTHORITY [ICAO]- The6 b3 `6 r- v N; V9 {( n( ?7 y0 c relevant authority designated by the State responsible - a- G4 @3 Y8 D* {" ?for providing air traffic services in the airspace8 L) y: c( M( m( z7 T, b concerned. In the United States, the “appropriate ATS& v+ T* A9 |4 ^& ?$ C9 [ h authority” is the Program Director for Air Traffic " x' T7 c8 z+ W. j. JPlanning and Procedures, ATP‐1. + d+ t% x. n* Q, _APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant : Z& K' S$ ^' a& Nauthority is the State of Registry.+ x9 W9 a' P3 k; T/ R b. Regarding flight over other than the high seas: w5 E( C9 O6 R# C- g8 ~! x the relevant authority is the State having sovereignty! M0 A* E) S2 I; u over the territory being overflown.5 C8 R& e& Q p+ T% z9 g6 h( e4 u0 f APPROPRIATE OBSTACLE CLEARANCE & i: w/ e$ }1 z! @4 A( }) s1 }MINIMUM ALTITUDE- Any of the following: - l8 G7 q& P0 j, t7 X(See MINIMUM EN ROUTE IFR ALTITUDE.)0 G. Z: F3 j: [) y: A* | (See MINIMUM IFR ALTITUDE.): s8 s" h& q: G (See MINIMUM OBSTRUCTION CLEARANCE+ o: u7 F/ d: Y9 J* F' p( |0 V ALTITUDE.). ?( @8 M: S2 \+ s# W* t; M (See MINIMUM VECTORING ALTITUDE.) , B. Y3 i9 Q% t8 e9 @3 K# zAPPROPRIATE TERRAIN CLEARANCE- H7 U' \% b: K MINIMUM ALTITUDE- Any of the following: s' T2 ~: B+ o9 ]0 m- ?(See MINIMUM EN ROUTE IFR ALTITUDE.)0 s% d3 Q& m, B" v0 R N (See MINIMUM IFR ALTITUDE.) ; S6 j% w7 L3 x(See MINIMUM OBSTRUCTION CLEARANCE $ h$ h1 s$ u a. q# nALTITUDE.)+ H# b* {1 x7 I% l (See MINIMUM VECTORING ALTITUDE.) J* a% W/ w9 a/ |1 u( y3 ]APRON- A defined area on an airport or heliport : b, K% `) _* F0 wintended to accommodate aircraft for purposes of: z3 v9 ^: @9 q1 ?) j4 i loading or unloading passengers or cargo, refueling, & U1 w7 Q% @& X* W0 Eparking, or maintenance. With regard to seaplanes, a4 W$ @- J* r+ S B( k5 r0 U! k ramp is used for access to the apron from the water. ; N' R8 E4 A! U# @' r! R(See ICAO term APRON.)& V" t2 Q9 ?. ^& \. V' g0 I APRON [IC AO]- A defined area, on a land" N! D! Q# u8 D5 l! ~* ~ aerodrome, intended to accommodate aircraft for 3 [* F- i' u1 `1 g. Cpurposes of loading or unloading passengers, mail or$ ?% e, k; h7 O+ @6 k0 |2 s- R' C cargo, refueling, parking or maintenance. ( ]# H. C# u1 P3 d2 PARC- The track over the ground of an aircraft flying2 Z3 M( u& c. D' f+ n- K9 L at a constant distance from a navigational aid by1 _% ]: C( l z reference to distance measuring equipment (DME)., o; s- @( S1 a. r 7/31/08 Pilot/Controller Glossary 9 B9 C3 h2 c6 n) o; R2 B+ P2/14/08 5 I! M1 _( n6 l& _) m- \PCG A-12 : }4 }5 ?3 Z! {, x4 n- ] u& vAREA CONTROL CENTER [ICAO]- An air traffic 6 i+ D1 U* a. V7 G& Vcontrol facility primarily responsible for ATC) A: Z4 r( O2 [5 ]6 g5 t9 Q services being provided IFR aircraft during the en s+ O1 e8 N* l; J% J9 I0 @: eroute phase of flight. The U.S. equivalent facility is& o2 D- }3 m; A9 r0 g. i an air route traffic control center (ARTCC). 4 r: A( u7 h1 J/ [# u4 PAREA NAVIGATION- Area Navigation (RNAV). r) e6 M' S* _ provides enhanced navigational capability to the P1 y- O6 n4 A$ @pilot. RNAV equipment can compute the airplane# b" G5 q" L' f position, actual track and ground speed and then3 _2 p3 L' ~2 v- E9 n4 w; w provide meaningful information relative to a route of6 Q5 p& S& I6 c& w6 |8 j. c k2 @ flight selected by the pilot. Typical equipment will) u( `6 H, B* D provide the pilot with distance, time, bearing and/ d: S2 ~. V! L( h! U crosstrack error relative to the selected “TO” or 0 g% m0 E5 z; q# I% m& N4 m“active” waypoint and the selected route. Several ! k h. G2 R# ^) k9 A/ kdistinctly different navigational systems with2 N% S3 e3 k7 N A8 K7 ] different navigational performance characteristics8 ]) K# J4 D+ t2 A4 D2 B are capable of providing area navigational functions. ' N7 @ t) T' A" Q, m, A5 n% dPresent day RNAV includes INS, LORAN, VOR/ 0 ^5 o; c0 J+ {; dDME, and GPS systems. Modern multi‐sensor4 m9 a! l3 k" R# e2 I4 E Z! r" G' x systems can integrate one or more of the above+ ?% ~8 `& d+ ] systems to provide a more accurate and reliable 3 x% B/ v) Q# v7 p/ [. rnavigational system. Due to the different levels of & y( A3 C6 T# l- Sperformance, area navigational capabilities can6 g) C( j4 C) {$ P( r% D satisfy different levels of required navigational' X$ T' p R/ h. X! s- ` performance (RNP). The major types of equipment 3 |; C( g4 K* a: I8 Lare: ) @8 g, \, m0 i8 ha. VORTAC referenced or Course Line Computer5 s9 u) h5 s3 h# s2 m (CLC) systems, which account for the greatest 0 }$ k$ q0 k+ y6 z# b; n/ Fnumber of RNAV units in use. To function, the CLC; l% |! Y& v+ _6 B must be within the service range of a VORTAC. * {9 i% {: q d& k5 t2 d% X& {b. OMEGA/VLF, although two separate systems,8 R( T" i3 n) Z! a0 M can be considered as one operationally. A long‐range' L1 [ U1 _* g$ t& g navigation system based upon Very Low Frequency* F1 E: X- D, Q! x& J radio signals transmitted from a total of 17 stations; F, F S2 k$ q* ?5 N$ G- ` worldwide." ?% d- _6 E4 g c. Inertial (INS) systems, which are totally# E* }! u+ f! M% q( j self‐contained and require no information from) ^' f0 a6 U" U& P( s& I( ^! e external references. They provide aircraft position; b0 g' c: V- X) [ R and navigation information in response to signals7 l% h; ^7 C3 l Q6 d s resulting from inertial effects on components within 6 s9 Y# o* x$ ]) othe system. ; M7 {5 s. U+ o$ m; W" od. MLS Area Navigation (MLS/RNAV), which . v- k: j4 ?' q# [provides area navigation with reference to an MLS 8 `% z( o# q* f2 p# |# ^ground facility.2 h# L% F4 {0 n% M9 [ e. LORAN‐C is a long‐range radio navigation7 K) D9 n% v2 c8 `2 O0 H system that uses ground waves transmitted at low* A/ q7 b2 W9 M- o w' h frequency to provide user position information at / E; r& M, y) m9 V4 Granges of up to 600 to 1,200 nautical miles at both en( ^! A6 B. ~ Q/ e; Q! M route and approach altitudes. The usable signal" b; t' f" w/ z$ A! C. x. ] coverage areas are determined by the signal‐to‐noise9 b* z& {: r- S+ T5 L0 o* \' Y4 w' H ratio, the envelope‐to‐cycle difference, and the - s8 e Q1 O) vgeometric relationship between the positions of the% Y: u# K& T4 j- S$ x5 X user and the transmitting stations.* U0 a7 P7 A8 i+ j+ U4 o% f/ N f. GPS is a space‐base radio positioning, , I: p$ d) u: u) |% w3 tnavigation, and time‐transfer system. The system 3 Q" `9 }5 h( k# ]; v+ dprovides highly accurate position and velocity 8 v. h7 x8 t- P" J6 t; Winformation, and precise time, on a continuous global 5 p2 F4 |" I$ ?; p7 \$ R5 d* h5 O8 ?basis, to an unlimited number of properly equipped # Y, Y0 R, A9 V) a% Wusers. The system is unaffected by weather, and8 ^7 Z! M5 X. [# Y3 u! J provides a worldwide common grid reference ; B6 ^3 I* O2 A2 ^/ e' f/ nsystem.# f5 f7 ^9 q/ `2 o- X9 U (See ICAO term AREA NAVIGATION.)1 p9 \# Z/ e& ^5 a! z AREA NAVIGATION [IC AO]- A method of, n- u2 q7 c. q* O1 |( Q/ D navigation which permits aircraft operation on any 6 e. ] o D- Q" ]7 M% F$ y% f$ ~desired flight path within the coverage of station‐! O) s" I2 U/ G. R( U4 f; `3 f referenced navigation aids or within the limits of the2 l0 ^8 e# G- s" f U2 P capability of self‐contained aids, or a combination of 0 ~+ f6 f. M8 r$ B Vthese. ! Z( k7 A; u2 K' `6 a UAREA NAVIGATION (RNAV) APPROACH : P: X" J# i& |* W* jCONFIGURATION:4 Z- F& q3 o2 Z7 o a. STANDARD T- An RNAV approach whose: y L. x' r% D' g( s; i% W7 D6 T design allows direct flight to any one of three initial+ P0 |1 R( N' w- [ approach fixes (IAF) and eliminates the need for2 R4 G2 |/ Q" e- a0 Q/ {" P procedure turns. The standard design is to align the7 C& S& \: X: f6 _' {7 ^ procedure on the extended centerline with the missed 0 E9 Y' H+ v2 K9 J, Oapproach point (MAP) at the runway threshold, the( ^" d! R" A$ v( y9 n& c final approach fix (FAF), and the initial approach/5 Z/ J9 b4 b! {& ~ intermediate fix (IAF/IF). The other two IAFs will be3 B/ G- b- u( J7 B9 l established perpendicular to the IF. 6 R* T- T5 S G0 [* O! k; Ub. MODIFIED T- An RNAV approach design for+ K2 R2 _3 }0 `% h8 c' \ single or multiple runways where terrain or5 N( v: S' Y4 f3 \6 C& Y6 R operational constraints do not allow for the standard4 d9 P, Y/ }2 n. r2 d: } T. The “T” may be modified by increasing or & S1 u3 R& S. E9 B8 S; M( Tdecreasing the angle from the corner IAF(s) to the IF 3 l x7 s& n8 m; i* s4 lor by eliminating one or both corner IAFs.: m& }5 Z) G8 x/ A c. STANDARD I- An RNAV approach design for # p! v) f" g' N5 F' O" K6 J7 _( {a single runway with both corner IAFs eliminated. " |" D0 W9 b1 mCourse reversal or radar vectoring may be required at # H u7 \5 J/ q2 j% @, wbusy terminals with multiple runways.- f3 k# N" s. n8 | d. TERMINAL ARRIVAL AREA (TAA)- The2 ?5 I& K+ X) O. U4 g1 b. @, O* t TAA is controlled airspace established in conjunction3 S- R( C+ I( M with the Standard or Modified T and I RNAV 7 }8 y$ B- x1 x; \$ P* v& z0 fapproach configurations. In the standard TAA, there 8 A! B0 z0 `5 r* S/ Jare three areas: straight‐in, left base, and right base.( w0 i* }; E# M The arc boundaries of the three areas of the TAA are2 X( |6 G7 O9 t" r; M9 U$ @* _' s published portions of the approach and allow aircraft x: \* x6 b0 R3 B1 U6 P to transition from the en route structure direct to the7 z, M: \* k- T- S- g nearest IAF. TAAs will also eliminate or reduce : S) D, h' c) T: ~& U5 G* tPilot/Controller Glossary 7/31/08 $ B; r& i# A4 vPilot/Controller Glossary 2/14/08% [6 ]5 w, s: d( { PCG A-13 E/ Q" @0 U3 ]6 @) s feeder routes, departure extensions, and procedure& A4 y( i5 ^/ I3 ~ turns or course reversal.2 E ?. e% E5 Q5 ~; Y: D9 V! w 1. STRAIGHT‐IN AREA- A 30NM arc9 s G; k7 c" s! ~, C& A centered on the IF bounded by a straight line9 H8 `3 h6 v4 V- H( E& l5 E extending through the IF perpendicular to the. w6 Q) H1 |5 U intermediate course. ! s2 ~; y( O2 d* a2. LEFT BASE AREA- A 30NM arc centered 7 F5 Q) Q8 @3 V- _; {+ p- ~on the right corner IAF. The area shares a boundary! F m: }" y0 M3 x* P3 Y with the straight‐in area except that it extends out for $ B) P+ u( C: R30NM from the IAF and is bounded on the other side; J. V( Z8 q3 O# k% I2 V2 z by a line extending from the IF through the FAF to the 3 N* x* p& `! \ varc.' J" c+ ]) x4 C6 v8 e( H0 J7 K 3. RIGHT BASE AREA- A 30NM arc centered' E) C3 x: S: L0 B/ C) V/ l on the left corner IAF. The area shares a boundary ! N$ s- ?4 w) _. ^/ bwith the straight‐in area except that it extends out for # h2 ?% O& g4 B p' ~; e30NM from the IAF and is bounded on the other side& m+ D v! Y6 c: s# t% S1 a by a line extending from the IF through the FAF to the . u$ p& `, l8 `7 ^! D* F# G Farc. 3 R7 M: h7 w4 p/ FARINC- An acronym for Aeronautical Radio, Inc.,/ U% u b }0 X) s; x; f; n a corporation largely owned by a group of airlines.6 S2 \# E) l X. A1 C! ~& g; X ARINC is licensed by the FCC as an aeronautical - I- f3 A" i9 h) N' Lstation and contracted by the FAA to provide + h% i9 @% R6 s' e$ v9 z9 P4 Wcommunications support for air traffic control and+ P% p& q, G5 j2 U, E: T meteorological services in portions of international $ M, \% Q5 R3 S. w' w- ]4 v( T( mairspace. 8 f& Q7 s+ w2 c! j8 VARMY AVIATION FLIGHT INFORMATION. i/ d( g( Q# n& x% q BULLETIN- A bulletin that provides air operation- q ~, s, ?* p" t% Y( P$ s data covering Army, National Guard, and Army: a$ l( a0 R. U Reserve aviation activities. 9 ?8 C- J- l5 D* E1 ^ARO(See AIRPORT RESERVATION OFFICE.)9 T) U: N; `! y) J8 S( w5 p' { ARRESTING SYSTEM- A safety device consisting - q% o+ a5 C- P. V! R1 Xof two major components, namely, engaging or 7 D5 o# A A9 d. H" z6 N0 acatching devices and energy absorption devices for ; Q. p) |0 D* O3 j* E3 P# Rthe purpose of arresting both tailhook and/or1 d9 j7 J3 b/ Y. T+ [ nontailhook‐equipped aircraft. It is used to prevent 9 R2 Q* u5 l: E4 o* n/ s( q3 |aircraft from overrunning runways when the aircraft1 d& d9 r2 C. | cannot be stopped after landing or during aborted3 M1 B' _, `" U takeoff. Arresting systems have various names; e.g., ( E/ q- C% c, ?2 R% U4 Uarresting gear, hook device, wire barrier cable.$ B& S& l* K/ X. E4 n$ K (See ABORT.) # b. H, f1 r, \6 U5 D(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 internally1 z/ _1 L! {6 Q generated program in hundredths of minutes based3 C8 j! B; K1 H2 H* P& `2 n# K upon the AAR. AAI is the desired optimum interval+ E2 }- d* r0 Y R between successive arrival aircraft over the vertex. ) ?$ R. u2 C! }+ c* GARRIVAL CENTER- The ARTCC having jurisdic‐4 [4 G- u. p' X tion for the impacted airport.2 k- d7 `: H: k ARRIVAL DELAY- A parameter which specifies a 5 h f9 P7 U- U( D2 t6 _# K! T3 [' k$ ^period of time in which no aircraft will be metered for. [# n, D- f8 o+ Q arrival at the specified airport. * }4 |* [- e5 I5 k& ]& n3 ]ARRIVAL SECTOR- An operational control sector! r$ l0 Y F* c; t. y containing one or more meter fixes. % I; n# x7 g# q6 RARRIVAL SECTOR ADVIS ORY LIS T- An* V( S2 K7 `1 m6 {, R$ c* t ordered list of data on arrivals displayed at the 7 O. u" h3 o9 D5 L# {5 F' k+ vPVD/MDM of the sector which controls the meter 1 r" m3 e& f" t. K% c- B/ T2 k3 dfix.6 v/ h' a! J; r9 t6 K ARRIVAL SEQUENCING PROGRAM- The auto‐ 4 f$ X5 d7 m: G0 q5 E; v: ?0 I4 \* @( nmated program designed to assist in sequencing * p, l* S$ r7 x4 E0 Uaircraft destined for the same airport. ) R1 A' w ?/ |$ T" G* AARRIVAL TIME- The time an aircraft touches down$ t( t+ C2 E. m* ^ on arrival.1 ^$ k" F' \/ u" e2 _) Z1 \) R ARSR(See AIR ROUTE SURVEILLANCE RADAR.) : t$ d) ?+ t4 qARTCC(See AIR ROUTE TRAFFIC CONTROL : i: Y/ J# ?4 A: o# `1 ICENTER.)" h. T+ k/ l- q9 T- n7 m4 J" W ARTS(See AUTOMATED RADAR TERMINAL - h; h+ ], b T1 n7 MSYSTEMS.) ' i, ~$ i5 b( U- U5 U& U/ HASDA(See ACCELERATE‐STOP DISTANCE : ?/ a9 C9 f @7 W) iAVAILABLE.) " M0 q' I# @. ]; e: v* @ h) C( D% tASDA [ICAO]- ' T) q% x" i' O(See ICAO Term ACCELERATE‐STOP 3 j. i! Z$ ], MDISTANCE AVAILABLE.) * E9 C2 f: C$ @4 }' M8 a" W* mASDE(See AIRPORT SURFACE DETECTION . n* |/ s. b) ?+ o, WEQUIPMENT.) 0 ]& J. ]4 P# q3 R5 BASF(See AIRPORT STREAM FILTER.). r: P' T* T/ m ASLAR(See AIRCRAFT SURGE LAUNCH AND' q& K3 ^. ]3 ]6 x& K. q' R RECOVERY.) # f4 E1 Y9 `) R1 R3 cASP(See ARRIVAL SEQUENCING PROGRAM.) 7 Z- m& f6 G2 B+ w1 N' @5 S* I' XASR(See AIRPORT SURVEILLANCE RADAR.)2 U; Q D# P) S4 W ASR APPROACH(See SURVEILLANCE APPROACH.) 8 K. t8 i- h. D2 ]3 _, t, l7/31/08 Pilot/Controller Glossary ; @9 f4 C1 K5 ^% v! ?0 h2/14/082 T( @) k0 `% P( y% M PCG A-14 % A6 W8 a& U o, }6 W) w6 H3 R$ xASSOCIATED- A radar target displaying a data- J# w/ y; i& G- ]. g* Y block with flight identification and altitude 9 b* p3 ~! x& M6 K* p! zinformation.5 y7 x7 m0 H h4 H' A% Q$ ?6 u! r (See UNASSOCIATED.) * A9 ^5 M2 M1 rATC(See AIR TRAFFIC CONTROL.)7 o& d9 o3 E% |' p ATC ADVISES- Used to prefix a message of$ z& c' _# l9 A `) z noncontrol information when it is relayed to an ) _1 I$ [9 `* B& C+ a- \4 Oaircraft by other than an air traffic controller. $ I* |* }5 [7 g! W* o0 F! }4 p(See ADVISORY.)7 H( Q# x1 C% `6 T$ ~" ^! z4 e L9 F! a ATC ASSIGNED AIRSPACE- Airspace of defined & [/ N" h& N* ^vertical/lateral limits, assigned by ATC, for the , A; ~* ~ \5 T. h+ }purpose of providing air traffic segregation between) U2 B& C4 v, H4 V! l the specified activities being conducted within the 2 Z5 [2 z) a, o* U9 gassigned airspace and other IFR air traffic.- H. A5 ]! l: [& F2 ?) i (See SPECIAL USE AIRSPACE.) . c i8 `! }1 d) T8 ?* ?, OATC CLEARANCE(See AIR TRAFFIC CLEARANCE.): q3 k9 u3 f$ N- E7 m; A ATC CLEARS- Used to prefix an ATC clearance * k+ Y! B* x. Lwhen it is relayed to an aircraft by other than an air% g( E% \6 X2 A traffic controller.3 V9 a( @/ i% T) R1 {2 D ATC INSTRUCTIONS- Directives issued by air: ~% }( Y9 ^) R7 r5 r! N traffic control for the purpose of requiring a pilot to 8 U8 o! A4 q0 q. O" g, Otake specific actions; e.g., “Turn left heading two five - l/ n8 ~- I' p6 ^( azero,” “Go around,” “Clear the runway.” ! F5 u4 q- Y+ h. O) w(Refer to 14 CFR Part 91.) : B) P; U3 s4 Z8 ?% `2 _$ u% ?ATC PREFERRED ROUTE NOTIFICATION- ; t% P) @ f' R% k. ]! SURET notification to the appropriate controller of the$ B9 Y' ^& C9 S need to determine if an ATC preferred route needs to , H% ?; l, w0 F% C2 Q. sbe applied, based on destination airport. 8 b6 I8 D, s7 h(See ROUTE ACTION NOTIFICATION.) * u' J! _ V/ \1 u, @(See USER REQUEST EVALUATION TOOL.) 8 a* C) D3 k' m6 |5 U. Y1 Q% UATC PREFERRED ROUTES- Preferred routes that3 Z! t8 j) C" X; m0 o4 l are not automatically applied by Host.) D: i# d \- n ATC REQUESTS- Used to prefix an ATC request 7 d& N, b' y$ xwhen it is relayed to an aircraft by other than an air. I# Y. i) V) [% K& _0 z- F. k traffic controller. * t& _' C& `2 UATCAA(See ATC ASSIGNED AIRSPACE.)! G0 _) Z5 L+ f E6 M- Y/ i. } ATCRBS(See RADAR.) , O/ h* Y6 _! V! d- qATCSCC(See AIR TRAFFIC CONTROL SYSTEM5 |( D- s& g+ ]* }5 T8 y/ w" Q1 K! ^ COMMAND CENTER.) / `. H9 U" T( k# g/ H3 h/ ?1 XATCT(See TOWER.) 4 @+ A8 |! g2 x' g7 ]ATD(See ALONG-TRACK DISTANCE.): o9 v, H0 x3 d8 I) M8 b ATIS(See AUTOMATIC TERMINAL INFORMATION6 c! Z: ?+ m4 q* {) E SERVICE.)3 `0 o3 H$ L3 l5 p1 ^, [9 x ATIS [ICAO]-, y7 N. U- c" D" [7 X7 e (See ICAO Term AUTOMATIC TERMINAL+ Z) q& c- x6 G; W+ z INFORMATION SERVICE.)$ X2 S+ E. U% B7 B ATS ROUTE [ICAO]- A specified route designed for4 |3 w! o2 g" {' n! f0 C& I channelling the flow of traffic as necessary for the . y0 E4 S4 n& @3 T, Vprovision of air traffic services. * U- d8 i; f0 C: c1 UNote:The term “ATS Route” is used to mean vari‐, P7 Z) G& G* J5 F% X3 r ously, airway, advisory route, controlled or |! N, c. T: p6 `* H- g2 Guncontrolled route, arrival or departure, etc. . ?& V1 h, b0 T% B" H# v! OAUTOLAND APPROACH- An autoland approach# [! k( \9 T; f9 @1 N is a precision instrument approach to touchdown and, ; s( h$ `" r- D$ F" Uin some cases, through the landing rollout. An6 e0 P7 K$ c2 f6 w2 m6 _ autoland approach is performed by the aircraft ' r: `( O9 J% D1 R% Hautopilot which is receiving position information 9 w3 J. R; v2 B0 X; v* [and/or steering commands from onboard navigation 8 q) {% F. _8 ], R( c4 |0 k* oequipment.9 Z5 D( d) x+ P/ o Note:Autoland and coupled approaches are flown ' [2 |/ r% E: | J$ B, Lin VFR and IFR. It is common for carriers to require 7 {3 L& r# U; Q0 B mtheir crews to fly coupled approaches and autoland ' I7 u/ y" l( `; Happroaches (if certified) when the weather condi‐# d1 }+ S) b( x7 I) Y# A/ J3 m tions are less than approximately 4,000 RVR. ]) e% a- _% D/ q& Z2 ~/ a(See COUPLED APPROACH.) & G+ @; N0 s3 `( E2 VAUTOMATED INFORMATION TRANSFER- A 8 t% ?" c7 ~( |% R4 j( aprecoordinated process, specifically defined in ; Y8 ^& ^6 c: f( [* ?1 J8 a1 b7 }; {2 ifacility directives, during which a transfer of altitude0 R: R: U# p: K) f control and/or radar identification is accomplished+ W% u9 b. h5 e, K& S6 } without verbal coordination between controllers & i4 L3 Q4 H9 ~; k8 Gusing information communicated in a full data block. T d _( f/ y! p AUTOMATED MUTUAL‐ASSISTANCE VESSEL ( [0 D$ T+ }( n4 YRESCUE SYSTEM- A facility which can deliver, in " M2 V3 H. l, i& G, c7 ]; w7 Q! ia matter of minutes, a surface picture (SURPIC) of, f# X/ e3 A" V2 x" b& g7 _9 V vessels in the area of a potential or actual search and 1 S! q2 `9 ~! i7 Orescue incident, including their predicted positions % J* T1 q1 {5 kand their characteristics.0 K, O) X4 c7 }" W (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT. F% t3 w9 s' e) G( I, T CONTINGENCIES.)% C# e9 k- _3 _9 J AUTOMATED PROBLEM DETECTION (APD)-+ h: S8 F9 O2 g An Automation Processing capability that compares7 W- R" c; G. m trajectories in order to predict conflicts.( @+ }' Z+ H6 n, ~8 e! t1 ?. L Pilot/Controller Glossary 7/31/08% N5 a$ V/ B" D( E) m# W Pilot/Controller Glossary 2/14/08" X4 K4 c6 ?5 o2 U9 }: c: E PCG A-15/ u, V. }, q2 B% V( E& R AUTOMATED PROBLEM DETECTION 2 g, e: r' b: I l, g4 kBOUNDARY (APB)- The adapted distance beyond& p2 X! j4 R5 O9 o" h) k7 B a facilities boundary defining the airspace within * `5 Y% b' X! U8 d& o5 c) g( t Iwhich URET performs conflict detection.( I# C( o0 S3 s+ ] (See USER REQUEST EVALUATION TOOL.) 9 P# d' B1 ]( q' tAUTOMATED PROBLEM DETECTION IN‐ 2 I* v/ ^8 F) ^* m& M& WHIBITED AREA (APDIA)- Airspace surrounding a! q2 N$ q* ^6 {! y, F: F terminal area within which APD is inhibited for all . s! ~5 ~. b% [1 Cflights within that airspace. % m5 \' M3 ?! W. W6 ZAUTOMATED RADAR TERMINAL SYSTEMS) Q. `9 Q9 Z( b: X* d& ` (ARTS)- A generic term for several tracking systems7 Y' d2 ?, `& k9 ]! { included in the Terminal Automation Systems (TAS).- p- w; ?5 [8 y/ r ARTS plus a suffix roman numeral denotes a major , S$ z! Z4 I' ^- v0 Emodification to that system. / _ I0 |$ e+ z+ d, i4 T3 o, i* Ea. ARTS IIIA. The Radar Tracking and Beacon 2 k/ z2 X) M0 d" h" i) nTracking Level (RT&BTL) of the modular,! l8 L) s7 Z. M9 ~. z programmable automated radar terminal system. * ]6 f' v7 [; L8 wARTS IIIA detects, tracks, and predicts primary as + U7 t8 R% K0 C' w0 wwell as secondary radar‐derived aircraft targets. This& X3 x3 M: r& l5 _3 Z0 W9 a more sophisticated computer‐driven system up‐2 t( f" ^8 `& g5 W* {1 A grades the existing ARTS III system by providing) T. A- x, v ]+ G5 }6 } improved tracking, continuous data recording, and & V4 S9 x+ H! Q. j- }0 D9 bfail‐soft capabilities. ' N/ U7 x' e" H! c& v1 lb. Common ARTS. Includes ARTS IIE, ARTS * M* \; ?6 w& xIIIE; and ARTS IIIE with ACD (see DTAS) which0 Z. F3 n# g8 X# ]1 X6 Q0 g( p5 f/ I combines functionalities of the previous ARTS8 s7 D! i1 C. M' V4 n. D systems. | ^- n0 I, s/ X1 D8 @/ t2 Z B7 Bc. rogram mable Indicator Data Processor6 v; |: K* \: ~: X0 o (P IDP). The PIDP is a modification to the; t9 X5 a& ^) E+ g( Z+ |( E AN/TPX-42 interrogator system currently installed ! l$ X% A; a+ o. Vin fixed RAPCONs. The PIDP detects, tracks, and O7 N* G4 s% H1 O predicts secondary radar aircraft targets. These are+ t5 {- U3 S3 g! n displayed by means of computer-generated symbols* \* z: O5 x3 w+ c/ h1 |; i/ \3 U6 E4 n; S and alphanumeric characters depicting flight identifi‐ 0 c1 V! \+ Z* n# r& C( {cation, aircraft altitude, ground speed, and flight plan- \! M, {/ H) s; |; a$ c' v data. Although primary radar targets are not tracked, 6 ]& B6 T1 X _# {0 Tthey are displayed coincident with the secondary8 v3 F8 J- c3 u radar targets as well as with the other symbols and2 q$ Y- |6 Q+ u; ~' G! j' R3 Q$ {1 J alphanumerics. The system has the capability of: J! F Q* i- M, C interfacing with ARTCCs. . d0 [4 \- ]8 I3 O( R% n1 S4 GAUTOMATED WEATHER SYSTEM- Any of the + ^: c! I6 t7 X! |automated weather sensor platforms that collect9 O6 f( [9 B8 E( c D4 `& R9 Z weather data at airports and disseminate the weather ! Y& ^8 j) F/ L! }+ W$ w: L. Uinformation via radio and/or landline. The systems2 Y! H; M! _. H# X currently consist of the Automated Surface Observ‐ 7 c! z/ H1 B4 @7 L9 ]' O/ Ning System (ASOS), Automated Weather Sensor 6 T) ]0 R1 M2 b o! g, `& xSystem (AWSS) and Automated Weather Observa‐ " l7 `& O6 M' [* J; K4 K, `% Jtion System (AWOS).: h( c/ A# }; z- p3 `( e AUTOMATED UNICOM- Provides completely. @- l2 e3 n' i1 K* A, U9 a6 J; }$ K automated weather, radio check capability and airport 1 w3 D' {$ R/ t2 H# E; oadvisory information on an Automated UNICOM, A: i8 E$ N1 f# T- t/ I$ E- V system. These systems offer a variety of features, * ]! n- K3 b! I$ r" Ttypically selectable by microphone clicks, on the5 U, D) S, A4 \* z4 V# v UNICOM frequency. Availability will be published + y6 p4 r4 V3 s. ^5 O. oin the Airport/Facility Directory and approach charts.& B* t1 w2 R2 o8 M$ `9 d! i AUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) & S: {+ b8 ^: l' ^' u) q$ lAUTOMATIC ALTITUDE REPORTING- That 9 w( B% J+ P6 [: w/ cfunction of a transponder which responds to Mode C / W8 F$ U- Y: K' E/ hinterrogations by transmitting the aircraft's altitude 9 S3 ]+ f3 W- b* S7 uin 100‐foot increments. $ o+ t2 L3 n6 xAUTOMATIC CARRIER LANDING SYSTEM- # H! j1 ]+ C; K/ _) CU.S. Navy final approach equipment consisting of0 G2 c1 H' _5 K$ C precision tracking radar coupled to a computer data) x. z. w0 V2 S, r2 n2 ^ link to provide continuous information to the aircraft,! |+ @! B, \( @+ x! F/ N* N4 C monitoring capability to the pilot, and a backup( @. a: X8 f* J/ L approach system. ' X, ?7 Y$ `" F" k" H/ ^% tAUTOMATIC DEPENDENT SURVEILLANCE& L' G5 A+ S+ W (ADS) [ICAO]- A surveillance technique in which - L W' J! \0 z( `% Y6 {: ?aircraft automatically provide, via a data link, data 8 ]: p3 E* y G+ F' G0 Uderived from on-board navigation and position$ a; s) e5 ^8 Q8 l1 e fixing systems, including aircraft identification, four i( y3 Q1 s% W/ N: t8 l. W dimensional position and additional data as 5 U5 i* a2 e U- n$ i- O+ y Yappropriate. ( E B3 I7 n5 M( n' rAUTOMATIC DEPENDENT SURVEILLANCE- . ~3 x0 k2 i: d# O$ v% EBROADCAST (ADS‐B)- A surveillance system in2 Q( k" R1 D+ x5 C% C which an aircraft or vehicle to be detected is fitted9 Q( U" R1 ^! k# I- n, ^ with cooperative equipment in the form of a data link z- @2 ?3 K# n transmitter. The aircraft or vehicle periodically 0 K: f; m$ H$ y. o/ \; abroadcasts its GPS-derived position and other / p- X' d9 |8 v7 F9 Minformation such as velocity over the data link, which# j& ?4 j8 N* U ~# Q, [6 M, j6 b3 P is received by a ground-based transmitter/receiver 2 k/ E* Z* e, I' o5 X) J(transceiver) for processing and display at an air " h6 N3 s% v; U r8 V( K, Qtraffic control facility. ; E. C0 G. C0 Z5 d! {- z" P(See GLOBAL POSITIONING SYSTEM.)% r% q9 P6 n8 K" ~8 f! q (See GROUND-BASED TRANSCEIVER.)8 \6 s) N% ~/ P5 T8 R AUTOMATIC DEPENDENT SURVEILLANCE- 6 ?- r. t# u/ j1 WCONTRACT (ADS-C)- A data link position, E9 w$ v( ^4 r- A! r reporting system, controlled by a ground station, that 8 K4 B: p& O8 k# B V- m- ~0 Vestablishes contracts with an aircraft's avionics that$ [+ y: _, o: M3 K- f% B occur automatically whenever specific events occur, $ V- d4 O* ~3 `5 |1 eor specific time intervals are reached.! z( q$ T) c: o% [ AUTOMATIC DIRECTION FINDER- An aircraft; a8 S4 Y0 R( t! ? Z- X. I/ ^$ G radio navigation system which senses and indicates( {3 Q$ a1 t# g the direction to a L/MF nondirectional radio beacon ( \) m, U8 H, x5 Z6 F(NDB) ground transmitter. Direction is indicated to8 T8 W# @( w1 m& _ H 7/31/08 Pilot/Controller Glossary' `+ }& i8 C' N) R( g5 n, j 2/14/082 l( o j) F6 c G' f PCG A-16 2 j9 T5 o# Q8 o6 Nthe pilot as a magnetic bearing or as a relative bearing * P/ f0 Q. J8 u& Z9 [! lto the longitudinal axis of the aircraft depending on7 d9 v8 E$ ]# @ the type of indicator installed in the aircraft. In certain $ {' t$ q) f0 j" ?0 @. japplications, such as military, ADF operations may & z' o' S* ?# ^& Z( l0 B# \# ]be based on airborne and ground transmitters in the' M7 V# p+ ?5 d2 h2 [3 N1 o/ z VHF/UHF frequency spectrum.2 {# M4 f2 `, d. ]# m0 I6 g& J (See BEARING.). i5 m/ ~4 S. n9 q) v (See NONDIRECTIONAL BEACON.)/ L. W& }, v3 e0 G+ Q' a& s AUTOMATIC FLIGHT INFORMATION0 ]6 {) m- z+ r, C) d! A2 r SERVICE (AFIS) - ALASKA FSSs ONLY- The B, M7 y. a6 k- L$ D continuous broadcast of recorded non-control , {' H! c" t* t. `8 sinformation at airports in Alaska where a FSS $ D1 }9 V' {' Y3 D8 I. y% @provides local airport advisory service. The AFIS J$ p$ I: N8 }. t/ L; q$ M broadcast automates the repetitive transmission of5 c$ |! e7 b2 N essential but routine information such as weather,0 a- C! @: F' f/ t wind, altimeter, favored runway, breaking action,) \% ~' l# g h0 J; ?0 Q+ Z airport NOTAMs, and other applicable information. / v2 X9 @4 m8 r4 JThe information is continuously broadcast over a 2 D/ g6 N2 r; |, W' K3 _discrete VHF radio frequency (usually the ASOS $ t2 e& }0 Y/ O' F0 L& L( |) yfrequency.) ) X* [3 L) n8 K0 E. F8 F! [AUTOMATIC TERMINAL INFORMATION # M( x2 f' R4 R3 r) l$ {7 O; \/ ?: YSERVICE- The continuous broadcast of recorded9 H+ K, ]/ Z! c noncontrol information in selected terminal areas. Its y- ?) g; |' G/ _purpose is to improve controller effectiveness and to- f0 h3 G0 _6 {' B& [3 F4 R relieve frequency congestion by automating the 8 o' M$ w$ [" G {# Q0 Y9 Y. y* _9 I1 vrepetitive transmission of essential but routine9 [8 l! T, p# j! L7 q l& \# o9 f information; e.g., “Los Angeles information Alfa. 8 K# J! r) q& X3 hOne three zero zero Coordinated Universal Time. ' }7 C7 w r3 NWeather, measured ceiling two thousand overcast,8 o# M6 Y7 V* E# G8 \ visibility three, haze, smoke, temperature seven one,: v! p/ z% t4 O8 j/ k. e dew point five seven, wind two five zero at five,4 G2 I& I" O$ J% k altimeter two niner niner six. I‐L‐S Runway Two Five6 R: p4 i1 w8 z; H/ X Left approach in use, Runway Two Five Right closed,# [+ K) W3 I; P$ d( s advise you have Alfa.” 2 n4 c+ m7 [* S/ |8 ~(See ICAO term AUTOMATIC TERMINAL8 B7 G% h0 A; R: p7 T- s( A9 o INFORMATION SERVICE.)8 N+ u N+ Q0 ^7 N (Refer to AIM.)3 T$ n! y+ Z: f4 u AUTOMATIC TERMINAL INFORMATION A; w% m l, y' O! u# d6 W SERVICE [ICAO]- The provision of current, routine+ _: O) T1 S. D information to arriving and departing aircraft by& Q" r' h" c+ R* Z; i/ o means of continuous and repetitive broadcasts4 r6 [% k" L' Y; y0 m/ @% f throughout the day or a specified portion of the day. \0 H5 q4 m, f7 B l& ?: |: iAUTOROTATION- A rotorcraft flight condition in% d; R) B8 }5 _( w which the lifting rotor is driven entirely by action of ( e( S8 i4 X. P9 xthe air when the rotorcraft is in motion. 6 K% g# ^7 {5 \0 D6 R5 Ba. Autorotative Landing/Touchdown Autorota‐- x$ [. h; v# A4 H. D" [4 O6 ^* x tion. Used by a pilot to indicate that the landing will5 K8 X* k6 M( G be made without applying power to the rotor.- ?0 `7 r" s/ e C2 l, p b. Low Level Autorotation. Commences at an) J, e& o$ R. k- x8 @6 O5 C# K altitude well below the traffic pattern, usually below / n; h/ B! x& s$ g( l. V100 feet AGL and is used primarily for tactical# M' l2 ~8 R, F8 | military training.7 t) C E2 }, Q0 z5 F c. 180 degrees Autorotation. Initiated from a ) m1 r2 B8 Q6 m# Sdownwind heading and is commenced well inside the5 o7 F4 {1 _# o3 Q- k' b normal traffic pattern. “Go around” may not be # G- y1 n/ T$ m+ T1 M) Upossible during the latter part of this maneuver.% q' b# R: d8 B0 m$ g( @* y) A AVAILABLE LANDING DISTANCE (ALD)- The , v; {9 J3 V- G# j7 tportion of a runway available for landing and roll‐out * P; S* M3 K$ ~# P- jfor aircraft cleared for LAHSO. This distance is. ?: H! C/ a: X+ c2 X6 s measured from the landing threshold to the ! C6 Z% Q) V- v% ehold‐short point.; Z. m# a0 T. X: x0 L AVIATION WEATHER SERVIC E- A service : r2 y. x/ B7 Q+ r, [7 e q* }provided by the National Weather Service (NWS) and 0 v+ ]' u: \# H) ?" d* G) MFAA which collects and disseminates pertinent [, T4 p" T1 Mweather information for pilots, aircraft operators, and% D3 \0 w# G0 Y3 e9 { ATC. Available aviation weather reports and 1 _' J" c8 t! j/ Z9 bforecasts are displayed at each NWS office and FAA, a& E+ C9 v3 l) p FSS.* t& [% M* A: P$ _$ F" W5 T0 { (See EN ROUTE FLIGHT ADVISORY. W1 M! P# O0 G5 J( \! r SERVICE.)) u3 T$ G% A* R+ r (See TRANSCRIBED WEATHER BROADCAST.)7 Z+ D! j8 I, R( w. c (See WEATHER ADVISORY.)$ J9 ^( n: B+ A; O (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 . v9 a1 m$ a& E6 h: nALERTS.) 0 i \9 p4 C( X; |$ k ]AZIMUTH (MLS)- A magnetic bearing extending , X: A i- t9 Hfrom an MLS navigation facility. @& k( u1 R+ T Note:Azimuth bearings are described as magnetic 3 L* b, F! J2 W' a3 i) Iand are referred to as “azimuth” in radio telephone " f1 P; L5 j1 m0 T) Ucommunications.% D4 n% T5 m4 d$ f0 T& r" O Pilot/Controller Glossary 7/31/08 1 Z, n6 K' j1 b) pPilot/Controller Glossary 2/14/08# a+ T1 d' ]3 N+ o$ [0 ? PCG B-1' v. {- Q$ |# Z2 m! @9 d B ) w$ j5 d1 i" ? L. a+ E+ jBACK‐TAXI- A term used by air traffic controllers4 G z, Z5 t9 } to taxi an aircraft on the runway opposite to the traffic- u0 j% O1 `' E. x8 ~9 @. h flow. The aircraft may be instructed to back‐taxi to ! y {5 T9 R5 Gthe beginning of the runway or at some point before . C, x- o5 J' A1 J# n4 f1 h/ `3 preaching the runway end for the purpose of departure4 X& Z& Q m" z! g. y or to exit the runway.0 e" o: t( C, x3 t BASE LEG(See TRAFFIC PATTERN.): C2 p7 C0 {! f3 l7 h BEACON(See AERONAUTICAL BEACON.) 4 J: D B( `! N- z' u4 A(See AIRPORT ROTATING BEACON.)4 Z3 F4 l- l. C" j9 _, N: ~ (See AIRWAY BEACON.) 7 A8 G% b0 T3 ~# P+ S(See MARKER BEACON.) @3 `8 n; k) A: g9 e9 \ (See NONDIRECTIONAL BEACON.)9 M2 w; j, [+ z% | r: } (See RADAR.) " A! o4 l/ k& \3 Q( e" E# ABEARING- The horizontal direction to or from any / X3 W7 f5 q) fpoint, usually measured clockwise from true north, 5 Q2 t2 r5 a6 ~2 L0 M8 cmagnetic north, or some other reference point / s5 e$ E. v+ _1 K4 Cthrough 360 degrees.9 s* V) k6 k+ `* t" D5 h! i6 }9 v (See NONDIRECTIONAL BEACON.) 4 T. O0 \! F; Z1 q# RBELOW MINIMUMS- Weather conditions below/ s2 Z/ n7 U! T; R7 [: ?* e' n2 c3 v the minimums prescribed by regulation for the 3 O# R9 @ _ I) G1 U/ dparticular action involved; e.g., landing minimums, 6 X+ u! u9 u! C; E# p0 wtakeoff minimums.! M9 a' A0 C$ F BLAST FENCE- A barrier that is used to divert or7 q6 ]2 H* I! O- O dissipate jet or propeller blast.8 @( _% Q6 x, `% V Z+ X, q BLIND SPEED- The rate of departure or closing of ) m2 ~/ Q. E/ M m3 N, e) U' J2 za target relative to the radar antenna at which 4 N9 y' j3 _2 a0 ^8 [; ^cancellation of the primary radar target by moving ( Z$ Y3 N& w. I3 {, H- A6 k8 K2 Qtarget indicator (MTI) circuits in the radar equipment; O7 \% N; b5 }3 D( A* I causes a reduction or complete loss of signal. : l! d0 `$ ~4 @" f* L- M/ O" |- P(See ICAO term BLIND VELOCITY.) z7 L) t% a4 Q# u% I, m5 X BLIND SPOT- An area from which radio 8 S, Z' d6 \8 C* Ktransmissions and/or radar echoes cannot be " @5 v1 D# C* p( lreceived. The term is also used to describe portions7 `* D; A4 p& I6 D- o of the airport not visible from the control tower. 8 J* T; q" F" F1 i2 tBLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.), X2 Z5 a/ `: I, X5 \4 c& m BLIND VELOCITY [ICAO]- The radial velocity of5 |; P" P2 {$ p5 W4 S" s# V$ \# B a moving target such that the target is not seen on ) n9 X$ q; H3 ?. k# ]$ gprimary radars fitted with certain forms of fixed echo1 s1 \' W8 X: o( k" r suppression.5 @% `0 N% ^% G2 } ] BLIND ZONE(See BLIND SPOT.) # d' I/ c* }& dBLOCKED- Phraseology used to indicate that a" O/ k$ }* {: A/ [" J# P: b radio transmission has been distorted or interrupted 4 K& H5 S$ N- B' ^) Q" J# n7 jdue to multiple simultaneous radio transmissions." j8 k, r( y% z+ I9 g* t BOUNDARY LIGHTS(See AIRPORT LIGHTING.) 9 v m. q$ p: k+ T) ~! iBRAKING ACTION (GOOD, FAIR, POOR, OR# Q3 ?- v5 g; F' @. D( g+ M" a NIL)- A report of conditions on the airport$ c# W( K% r" U movement area providing a pilot with a degree/ 7 \- u* k4 W7 _' ?; y9 Fquality of braking that he/she might expect. Braking1 q/ s+ q" h$ l% x3 o action is reported in terms of good, fair, poor, or nil.- Y% Y, ]4 L4 M (See RUNWAY CONDITION READING.) y& G% f# @' I. o: N/ ?& V BRAKING ACTION ADVISORIES- When tower # N' a+ ?1 D7 }& V) R7 s$ ocontrollers have received runway braking action ) `9 b! j( C4 O. b( w- r- N: Lreports which include the terms “poor” or “nil,” or 6 [, B( O1 e6 Y- w' @+ ywhenever weather conditions are conducive to - S/ l! }. v( B. h" [( A7 \9 Cdeteriorating or rapidly changing runway braking, s6 K6 d6 F- R) \) q conditions, the tower will include on the ATIS' |& w5 j$ W) H4 {! I+ \2 _ broadcast the statement, “BRAKING ACTION _ c8 i- Z lADVISORIES ARE IN EFFECT.” During the time ; q+ u4 E, @& y! E1 D) jBraking Action Advisories are in effect, ATC will6 W1 y! V' c! E% |% a issue the latest braking action report for the runway- n7 ~. u5 l; h7 R0 h in use to each arriving and departing aircraft. Pilots' ? q! p- N; D/ S! }: `1 X should be prepared for deteriorating braking 9 T. k: w! s+ u- q* }conditions and should request current runway . ^5 T9 @3 B( x6 o% }condition inform ation if not volunteered by, J0 g/ V- Y; C4 u( B controllers. Pilots should also be prepared to provide1 b1 ]8 X5 _# L; h8 n5 y a descriptive runway condition report to controllers9 W/ u; u( |3 S' c after landing.' C+ o7 c) t, A7 f$ Y+ J BREAKOUT- A technique to direct aircraft out of6 z% f7 V% O! w9 e# \) E the approach stream. In the context of close parallel # z' m- T1 c' N* N2 g7 `) \operations, a breakout is used to direct threatened & Q# s, k9 K0 s" \6 `/ I6 u! zaircraft away from a deviating aircraft. 8 X) k) Z, X y r1 {BROADCAST- Transmission of information for/ E3 ~% N. q8 N$ g4 T which an acknowledgement is not expected.5 e8 Q) A# g$ J( i* p& t5 ^ (See ICAO term BROADCAST.) & L4 A, v! D4 {2 E0 l- X4 E9 NBROADCAST [ICAO]- A transmission of informa‐ z& S! k8 D& d- c ` ` tion relating to air navigation that is not addressed to 0 ?3 Z$ ?# X+ P8 w- z0 x& pa specific station or stations.9 b. O; X0 a) ]. z8 ^ Pilot/Controller Glossary 2/14/08+ g3 H. j, X3 M: F0 F6 }8 _ PCG C-14 {7 u+ o9 \- w+ u0 o" n5 z7 Q C! ^8 b9 T1 g6 a3 V* F& r6 v' ]+ j CALCULATED LANDING TIME- A term that may 0 w+ e7 _, ?: J: s3 }be used in place of tentative or actual calculated$ _ r* m4 v- T# e" [ landing time, whichever applies. 0 b2 T# Z$ p' wCALL FOR RELEASE- Wherein the overlying 8 j! R" W1 f; A: K: g) EARTCC requires a terminal facility to initiate verbal / ?& a& O" o, e' bcoordination to secure ARTCC approval for release ' X* Q2 Q& @; w0 @of a departure into the en route environment. 7 X( t/ a* [/ I# {8 N7 {; zCALL UP- Initial voice contact between a facility 2 h" C# p; P: Y+ r3 _and an aircraft, using the identification of the unit 1 F6 }3 v0 w4 ~& P" S9 _$ Gbeing called and the unit initiating the call.% G, }# W) A2 K! N8 m7 C (Refer to AIM.)( d5 f7 e4 |: x3 G6 T6 q+ G CANADIAN MINIMUM NAVIGATION PERFOR‐ 8 b2 N1 V5 y$ Z% ~7 PMANCE SPECIFICATION AIRSPACE- That : {- u8 _# S1 E# @) Q8 Eportion of Canadian domestic airspace within which 4 _, G- f( F: BMNPS separation may be applied. s9 r/ D. }3 y$ W* LCARDINAL ALTITUDES - “Odd” or “Even” 4 N7 |8 u1 [, d% z% Uthousand‐foot altitudes or flight levels; e.g., 5,000, 1 v2 M: C3 S- ^8 ?# G6,000, 7,000, FL 250, FL 260, FL 270. 6 O; W7 Q2 `7 P" c! Y0 x(See ALTITUDE.)9 N1 z, ] R$ I3 b7 S (See FLIGHT LEVEL.) + Z0 D5 |) x: \8 F7 p( wCARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.)# ~* [1 W4 E( g# t3 w CAT(See CLEAR‐AIR TURBULENCE.) + N$ C% J* r; u, X4 z$ s2 RCATCH POINT- A fix/waypoint that serves as a ! S9 a b. ]& z+ V# W0 o0 l+ @transition point from the high altitude waypoint/ a, H5 O8 }( l9 G! H navigation structure to an arrival procedure (STAR) : P* S _" r. h: s) D" Nor the low altitude ground-based navigation% B4 L, D: Y' _. U9 ` structure. 1 I, R$ }! n u- ECEILING- The heights above the earth's surface of+ X) q' U' X9 A; y! E# N9 ^( Z the lowest layer of clouds or obscuring phenomena+ r% h( X. W1 f. [4 B& B3 Y& R. Q that is reported as “broken, ” “overcast,” or- @7 L' L9 m. W5 ` “obscuration,” and not classified as “thin” or - j% P: t" R1 g1 R- z0 _“partial.”, w5 M( r* s) Z (See ICAO term CEILING.) ! ^8 t, P$ o0 p. B% c' _CEILING [ICAO]- The height above the ground or9 y# k+ T! @; B6 I, n water of the base of the lowest layer of cloud below- u5 N& V% k9 ]+ G* `5 o d2 b8 c/ y 6,000 meters (20,000 feet) covering more than half . B s! m& g! j: pthe sky.7 U, `# D* M- u( L CENRAP(See CENTER RADAR ARTS : S9 u- d4 [3 rPRESENTATION/PROCESSING.) 1 r/ }+ X' g. H# j7 A" K# Q# mCENRAP‐PLUS(See CENTER RADAR ARTS$ F$ r' L. C3 U l6 l" D9 I PRESENTATION/PROCESSING‐PLUS.)8 J T N! o$ W$ P# _ CENTER(See AIR ROUTE TRAFFIC CONTROL + r: x0 R/ Q) ~9 C% K1 `CENTER.) # O% f2 S6 f) t0 r8 E4 u" DCENTER'S AREA- The specified airspace within 5 m( [3 b ^" R" owhich an air route traffic control center (ARTCC) ! L2 J, T- [& Zprovides air traffic control and advisory service.) T2 r+ L! L7 r% W (See AIR ROUTE TRAFFIC CONTROL1 D2 l3 c! Q0 M- x& v CENTER.)4 U9 N$ V4 o/ ^! b1 P E (Refer to AIM.)" q( j6 y% T3 y CENTER RADAR ARTS PRESENTATION/ 7 c- s4 k5 x+ @. MPROCESSING- A computer program developed to - o0 Z+ L4 _: p" r" K4 H% _9 ^provide a back‐up system for airport surveillance 3 Q) l; B. k0 z: n4 y3 n3 H1 zradar in the event of a failure or malfunction. The) G7 I) [& @; \: ?4 c Y program uses air route traffic control center radar for . u+ j8 Y- j' ~3 ]5 j/ V6 @the processing and presentation of data on the ARTS 9 N# s2 p- r7 o& C! E+ FIIA or IIIA displays.# n V ~' v+ [5 h* N" e+ ]/ D CENTER RADAR ARTS PRESENTATION/ & y$ h/ H7 @7 @* kPROCESSING‐PLUS- A computer program# S: ]. }0 X- e- L. l developed to provide a back‐up system for airport / T4 ^' Q) _9 N8 }surveillance radar in the event of a terminal secondary: u) u3 ]4 ?5 ~9 q2 Q radar system failure. The program uses a combination 8 l$ Y8 R% R; F4 fof Air Route Traffic Control Center Radar and 3 d) e* a( x3 ^. ~( _. s9 C0 `terminal airport surveillance radar primary targets* e8 Y8 M' g" C ^4 Q7 j1 d0 K1 r displayed simultaneously for the processing and " O1 T3 N5 R8 X2 Cpresentation of data on the ARTS IIA or IIIA- o- z ^# O( y# O( I+ ? displays.$ v8 s, Q0 r. h$ R( s% R# ?" e CENTER TRACON AUTOMATION SYSTEM6 m- Z& [( X. Z. p( p6 O4 e (CTAS)- A computerized set of programs designed* Z. n" |. t! L6 D6 k8 { to aid Air Route Traffic Control Centers and ; k0 O" n% b# }" V v1 J# WTRACONs in the management and control of air+ @0 s- k4 H' d: k2 p& @; j traffic. ) U! R* A( i) y2 @& DCENTER WEATHER ADVISORY- An unsched‐& X5 \% u1 F% p uled weather advisory issued by Center Weather+ I. i5 x, q/ h4 @! U8 o Service Unit meteorologists for ATC use to alert 9 C) E9 W) l% \7 V! Upilots of existing or anticipated adverse weather 3 d% Y- M( y6 ~# rconditions within the next 2 hours. A CWA may # v9 ^9 l$ p' E0 O9 \: Bmodify or redefine a SIGMET. 5 m( Z% F' I! q* \" x; |3 n& j(See AWW.). k% l. c. X" W3 e' X- d0 N (See AIRMET.)+ {2 H9 N7 h0 a% m( P/ N (See CONVECTIVE SIGMET.) : M0 B+ j2 Y! n(See SIGMET.)" {4 G1 m; K/ Y5 d' U1 U (Refer to AIM.)/ \: R" ?+ C: R t* g Pilot/Controller Glossary 2/14/08 , d8 l6 d* J1 }% o( i" p( [PCG C-2 ( p& x( ~% s3 MCENTRAL EAST PACIFIC- An organized route : j; m" v0 ~) _% C4 \& isystem between the U.S. West Coast and Hawaii.& A5 b$ J; H4 U9 l# A: S CEP(See CENTRAL EAST PACIFIC.)) F6 N* d$ ~5 J5 D; v CERAP(See COMBINED CENTER‐RAPCON.). A) Q! ^! G# l+ H CERTIFIED TOWER RADAR DISPLAY (CTRD)- $ R! w$ D8 J; V3 e7 L YA FAA radar display certified for use in the NAS.( y, f: O9 C/ J& ? CFR(See CALL FOR RELEASE.)( G8 i5 x5 [* \ CHAFF- Thin, narrow metallic reflectors of various ; {& M+ ^! ~ nlengths and frequency responses, used to reflect radar ) {& P5 E7 M5 p) k: yenergy. These reflectors when dropped from aircraft + Z$ O2 B: l% m2 ]0 m, Hand allowed to drift downward result in large targets: _9 D9 l2 a* X1 T- J! t% ^ on the radar display. 8 y" q! M* o' W/ P3 o2 @9 h8 ~4 D8 qCHARTED VFR FLYWAYS- Charted VFR Fly‐" n. b+ {$ _0 X3 R* u9 C7 P ways are flight paths recommended for use to bypass& O8 M* |6 x( D' K1 o/ p( B areas heavily traversed by large turbine‐powered' d: P! U# `* t% [% j! Q9 l aircraft. Pilot compliance with recommended; I/ M6 f/ v- Q ? flyways and associated altitudes is strictly voluntary. # F9 J1 y: A8 V: C1 KVFR Flyway Planning charts are published on the - W' ^- P7 F2 O3 u. p' w6 Vback of existing VFR Terminal Area charts. ; Z/ |$ S- O" r _0 }" b6 ?CHARTED VISUAL FLIGHT PROCEDURE 1 N% A3 t; V* z; v0 DAPPROACH- An approach conducted while ! h' I; C: L) joperating on an instrument flight rules (IFR) flight & a" z; f! }, U- n! a$ E' [plan which authorizes the pilot of an aircraft to1 @7 L5 g; f" b, T proceed visually and clear of clouds to the airport via ; c; s" b3 A" m. Dvisual landmarks and other information depicted on 0 N% m6 z- V d9 g) n1 i, W& ra charted visual flight procedure. This approach must : F) z/ _% m$ M( H0 W) m2 R. j0 ube authorized and under the control of the appropriate2 {; P, o+ r6 }+ y, m# q air traffic control facility. Weather minimums0 _9 C3 u, G- m _) G required are depicted on the chart. * b* C5 k. w" A) [+ [) V1 gCHASE- An aircraft flown in proximity to another ! x& i' y4 } h1 c2 X. Laircraft normally to observe its performance during ' i' q1 I) V9 Ztraining or testing. q, f2 a% R: d; _1 p0 S' @CHASE AIRCRAFT(See CHASE.)" ?7 ~( {- Z) V J3 t& V2 n0 K1 S CIRCLE‐TO‐LAND MANEUVER- A maneuver. }. Q% {' u# U initiated by the pilot to align the aircraft with a+ h$ c2 ?: O: W runway for landing when a straight‐in landing from 9 G3 S$ C- \, S5 P( Q& |' v! P- zan instrument approach is not possible or is not ' q* [5 `3 m) m" ~' t/ qdesirable. At tower controlled airports, this maneuver& j# `4 X* L1 }" b is made only after ATC authorization has been : ~# X+ L% G, j' {7 {* Zobtained and the pilot has established required visual & e& r8 q" |$ q3 _reference to the airport. $ A8 W1 Z- |+ B2 l" R# v F% `5 B" K(See CIRCLE TO RUNWAY.)8 y! i: W' \& r1 I$ ^7 c ? (See LANDING MINIMUMS.)7 ?+ }' O3 u5 t/ n+ o& d* p$ [3 I V (Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)-3 K, i. N: l8 p& l' E Used by ATC to inform the pilot that he/she must7 E) f# Y8 O5 R% E9 K: V- T circle to land because the runway in use is other than " F: t" q6 m3 b# D5 bthe runway aligned with the instrument approach" H3 c7 K7 _( O/ P# D2 p3 q% ^: D( i procedure. When the direction of the circling) o# O" q: T P k& s# L maneuver in relation to the airport/runway is9 `& d+ [6 b6 e8 _. w# c! j required, the controller will state the direction (eight ( v( O+ E f: @, M3 l0 |cardinal compass points) and specify a left or right 2 S3 _; h% ?2 {! U0 m2 e- \downwind or base leg as appropriate; e.g., “Cleared ) c8 i/ C8 z3 ]VOR Runway Three Six Approach circle to Runway I# n' u9 i t: q Two Two,” or “Circle northwest of the airport for a; z8 v, Y2 ~! A w% [ right downwind to Runway Two Two.”, V- i7 l4 E$ I2 y: D (See CIRCLE‐TO‐LAND MANEUVER.)3 }' P5 m% H/ Z5 ?' i) X (See LANDING MINIMUMS.)9 l5 s. ?1 a* p9 R5 Y$ A0 C (Refer to AIM.)$ W. Z% W, k( L5 ^& j4 H CIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.)- H$ e0 V# y3 f0 [7 | CIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.)0 | c) u+ U3 q- ]7 n0 k! V: h- n CIRCLING MINIMA(See LANDING MINIMUMS.) : z% _* Z+ ~8 a6 m% [CLASS A AIRSPACE(See CONTROLLED AIRSPACE.) 0 E& ~4 O) \* hCLASS B AIRSPACE(See CONTROLLED AIRSPACE.) $ I$ w$ Y. C8 `3 RCLASS C AIRSPACE(See CONTROLLED AIRSPACE.)$ w# y' }5 K9 R+ ] CLASS D AIRSPACE(See CONTROLLED AIRSPACE.)7 J! J% P5 l, e; z' ^, x9 n7 } CLASS E AIRSPACE(See CONTROLLED AIRSPACE.) - A. z: Q3 R4 h! x" B4 T0 jCLASS G AIRSPACE- That airspace not designated9 W( v- }: A) ? as Class A, B, C, D or E. 4 [6 [9 }/ f4 s% I" \CLEAR AIR TURBULENCE (CAT)- Turbulence6 H" p, M! e9 I7 _3 i encountered in air where no clouds are present. This 8 T/ X$ Y, m/ Iterm is commonly applied to high‐level turbulence! k8 @0 n7 Y; @7 r4 o associated with wind shear. CAT is often encountered. p! s& J' v' H4 Z( z in the vicinity of the jet stream.6 D% R7 K/ @ N" z4 }; U (See WIND SHEAR.)7 F5 Q8 g9 g" i2 m2 R (See JET STREAM.); Y$ q( l5 o! ]# R. s$ P CLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a * U6 ]7 w y# q9 \$ I" C5 J8 e7 z3 Xrunway, is clear of the runway when all parts of the ' e% o# d, E8 D; }3 IPilot/Controller Glossary 2/14/08 4 P0 i2 y- k! O5 IPCG C-3 ( Z* b# _1 B3 [7 j7 ^aircraft are held short of the applicable runway % R: g, l' G) L$ C- Jholding position marking. 2 {$ h9 y% a+ \' @) L7 r& Sb. A pilot or controller may consider an aircraft,8 X) _; r$ T' a+ | which is exiting or crossing a runway, to be clear of 6 J n2 g9 b7 O g: x. Dthe runway when all parts of the aircraft are beyond % Z7 \# }) ]+ ^$ ]4 v6 w! ythe runway edge and there are no restrictions to its % A4 i5 P0 I* i$ m' {continued movement beyond the applicable runway 7 i0 }" t( m1 h* Z( mholding position marking.* H: o& e5 a1 E$ {2 E c. ilots and controllers shall exercise good + J) [5 W' P }judgement to ensure that adequate separation exists & o3 M5 H/ K& @) G4 X1 j) Ubetween all aircraft on runways and taxiways at3 Y( z E$ V- L$ s/ M5 e5 S' l airports with inadequate runway edge lines or i; D5 j/ U9 E: D& N3 M) w4 r holding position markings.* s! k" }3 [0 n# c& J CLEARANCE(See AIR TRAFFIC CLEARANCE.) 1 G' ]' J7 S- ~CLEARANCE LIMIT- The fix, point, or location to0 S* k7 K) n, N% ^" m/ m$ | which an aircraft is cleared when issued an air traffic * \! N: j# D8 Q- d- W1 J4 Qclearance.# N6 d; G& P+ H. ]. L% K# F$ X7 d (See ICAO term CLEARANCE LIMIT.)% y. H0 r- B- s1 m/ ?4 I) t CLEARANCE LIMIT [ICAO]- The point of which . ~; c& t$ H5 ?1 |4 aan aircraft is granted an air traffic control clearance. 9 a- O s/ U8 LCLEARANCE VOID IF NOT OFF BY (TIME)-6 g$ W' x. b ]( Q- r) { Used by ATC to advise an aircraft that the departure $ f* F% g- l5 J2 yclearance is automatically canceled if takeoff is not# c7 y2 r# W1 B* p4 D f7 ]" T made prior to a specified time. The pilot must obtain 4 O* m y. c p/ C0 T5 X0 Ua new clearance or cancel his/her IFR flight plan if not . Z* K/ D; U; D/ goff by the specified time. , r9 [% @* g2 c% m% Q/ q8 y(See ICAO term CLEARANCE VOID TIME.); Z, D5 q3 N E# Y6 ?5 @1 X+ Q CLEARANCE VOID TIME [IC AO]- A time , t# I! a5 G1 E* R& X0 f' Zspecified by an air traffic control unit at which a* O1 z& g L$ ]* b# M. d clearance ceases to be valid unless the aircraft# m! n& a9 ]5 B concerned has already taken action to comply) s- T: j2 R8 v therewith.+ z" H: Q5 D2 p$ p, l2 { CLEARED APPROACH- ATC authorization for an* i7 ~+ i0 b. P/ V0 d. t+ ]+ y aircraft to execute any standard or special instrument1 q U1 g0 r" C; |* K7 G approach procedure for that airport. Normally, an $ [$ ?# a! g9 p2 faircraft will be cleared for a specific instrument4 [2 \# h5 Z0 t/ e4 Q approach procedure.* v4 K% s2 T8 |4 \. E( B# _ (See CLEARED (Type of) APPROACH.) $ U. w0 x5 U" V(See INSTRUMENT APPROACH$ j/ s1 m" s6 k! J, _ PROCEDURE.) / {4 F0 v* P. b(Refer to 14 CFR Part 91.)0 r& s- p' P& A# S$ G. p (Refer to AIM.) 6 `* n% E7 K3 GCLEARED (Type of) APPROACH- ATC authoriza‐ * U8 Z4 ?7 U, F/ \, W/ Htion for an aircraft to execute a specific instrument 1 M1 c8 W0 D* [5 `6 M/ kapproach procedure to an airport; e.g., “Cleared ILS- {* V* I- q$ I( J0 j4 P Runway Three Six Approach.” / a- J6 d, K4 k' k A+ W(See APPROACH CLEARANCE.) 3 I# n( Y* c2 `2 p: P(See INSTRUMENT APPROACH6 A1 h& |' G) Y+ x1 a! j* e PROCEDURE.) _# C/ _; E! N0 _( o% z; V (Refer to 14 CFR Part 91.)5 J9 r4 E- e+ ^$ z8 T+ H2 x (Refer to AIM.)' y( _' T8 |1 D8 N1 \, @8 `8 J7 G CLEARED AS FILED- Means the aircraft is cleared9 f, w V' l& i! H0 c6 A+ h- \ to proceed in accordance with the route of flight filed : `% z5 c/ v3 i2 _6 _in the flight plan. This clearance does not include the 3 ^* P/ ]2 n& g6 v/ h! Raltitude, DP, or DP Transition.+ C/ N, S. j$ ^% t# b6 i (See REQUEST FULL ROUTE CLEARANCE.) 4 I% \9 ^7 T) N) ^9 D(Refer to AIM.)3 V0 a7 @ `# ~; t# F9 }7 R CLEARED FOR TAKEOFF- ATC authorization# L9 ^/ b" |5 w& n. ]! C for an aircraft to depart. It is predicated on known 0 B* q% k6 z: B+ s% A: T8 R0 f% Etraffic and known physical airport conditions. 4 u* P7 P3 V% S1 d+ S% [CLEARED FOR THE OPTION- ATC authoriza‐; m. H& S" h4 g) K: ~) |! Y9 n tion for an aircraft to make a touch‐and‐go, low 3 n/ G$ e# w3 ? L4 H# W+ n. [approach, missed approach, stop and go, or full stop . k1 {3 X O9 @! ^$ ~landing at the discretion of the pilot. It is normally5 ?( w9 Z. {( K used in training so that an instructor can evaluate a$ o/ M' z( \: H' Q& d/ s% T [" ] student's performance under changing situations. . Y& ?- s* y2 I X(See OPTION APPROACH.) ; |% ?$ t/ }( `(Refer to AIM.)7 A% V7 R6 a/ H; J' s l CLEARED THROUGH- ATC authorization for an2 ~1 m( A2 I4 Y6 t0 a aircraft to make intermediate stops at specified$ J" f- j* R5 s: S0 v( g4 } d airports without refiling a flight plan while en route 4 Q. W. L9 y) \& Nto the clearance limit. - ~, Y2 M5 F, ]CLEARED TO LAND- ATC authorization for an& J8 V3 I; q" O- t$ N* S3 z aircraft to land. It is predicated on known traffic and) `7 ?7 _+ J, G8 c; P# y1 G7 a1 o e known physical airport conditions.! Y6 P; Y' L9 h( D+ }0 }' W CLEARWAY- An area beyond the takeoff runway, O0 n: s# ^+ [# _# b/ V& n under the control of airport authorities within which 9 m1 r+ k. C$ B$ qterrain or fixed obstacles may not extend above : b; T% q% D+ Z- s7 r) ]specified limits. These areas may be required for1 N# b' S2 C( X+ Z certain turbine‐powered operations and the size and) Q6 ~1 ]* J( L2 }3 c0 b6 _0 c$ W upward slope of the clearway will differ depending on ) l$ ?" Y* J C3 @when the aircraft was certificated. 6 d5 r8 F8 ?8 b$ f5 N1 |* `(Refer to 14 CFR Part 1.) ) i& {+ R1 H; nCLIMB TO VFR- ATC authorization for an aircraft" a) V* s' m" w5 z4 v5 `0 Z to climb to VFR conditions within Class B, C, D, and 7 B: `; P. a. ]; g, D# F2 x' e/ xE surface areas when the only weather limitation is3 g9 q: Y& j& C" l6 n% R" \3 N restricted visibility. The aircraft must remain clear of/ E) e! R9 h/ W% J clouds while climbing to VFR.: E9 \( C0 J9 E& W8 ]5 J7 P (See SPECIAL VFR CONDITIONS.) 5 e" V! M" C$ w(Refer to AIM.)" o5 ^. a& M U# u CLIMBOUT- That portion of flight operation9 _: T$ f- f+ H- M$ M" J between takeoff and the initial cruising altitude. ' W, T( ~0 {* y4 K) NPilot/Controller Glossary 2/14/08/ e S% r. f$ f PCG C-4+ ?( z e2 `) G CLOSE PARALLEL RUNWAYS- Two parallel 6 B' |2 Y( j1 \& Vrunways whose extended centerlines are separated by: M8 r; P# h& ]* s; i% b$ o- y less than 4,300 feet, having a Precision Runway ; S4 ^, l( N5 ~) VMonitoring (PRM) system that permits simultaneous7 h2 {( @6 q: q/ A, ^& x/ a8 l independent ILS approaches.. V7 D# y) [3 J* H1 B CLOSED RUNWAY- A runway that is unusable for" a( W( j6 p* p# t aircraft operations. Only the airport management/ # x6 C- y7 b9 K8 T1 Q/ Kmilitary operations office can close a runway. 2 @: d& Y5 W. u: |9 u3 oCLOSED TRAFFIC- Successive operations involv‐ # }; U: U" E3 N" _# Wing takeoffs and landings or low approaches where 4 n ~% B! Y# N4 s+ Bthe aircraft does not exit the traffic pattern. * H9 g1 X5 @$ {! G4 N+ G0 VCLOUD- A cloud is a visible accumulation of) \# H# b1 N' M' V minute water droplets and/or ice particles in the ; w0 T$ P) U& |; o1 x/ Gatmosphere above the Earth's surface. Cloud differs : J4 A! u) I% c9 h, ofrom ground fog, fog, or ice fog only in that the latter& a# F* e4 l1 x; D5 _6 C are, by definition, in contact with the Earth's surface.4 }" D4 O0 v1 P5 |- U$ @! Y% W CLT(See CALCULATED LANDING TIME.)3 u) k% e' {5 R8 ~" ^) C0 m CLUTTER- In radar operations, clutter refers to the9 H, W! Q, f5 v; f b reception and visual display of radar returns caused$ [/ B$ E2 {. a: S/ v by precipitation, chaff, terrain, numerous aircraft! q Q% z4 y0 u( \3 L: ]4 F# R targets, or other phenomena. Such returns may limit( g# c- J% |% P+ i) N! [ or preclude ATC from providing services based on . F! a. l( c1 X) ^6 oradar. : {! d1 C2 m9 Q1 h% X$ m(See CHAFF.) $ \3 k3 V- E- k+ V5 @8 v" V. \: p(See GROUND CLUTTER.) 8 c$ F7 E" T' G5 u: q' J1 r. b& N(See PRECIPITATION.)$ M, L8 E/ ^% |& Y1 }4 ]; n+ ] (See TARGET.)3 l0 ?+ z9 s+ x+ j7 S" v (See ICAO term RADAR CLUTTER.)2 k" C. {# j; b8 {% ^2 e @! O CMNPS(See CANADIAN MINIMUM NAVIGATION. S' p# F: u m) u/ K3 L PERFORMANCE SPECIFICATION AIRSPACE.) ' |+ h a- F# R9 A$ C' |" s! {COASTAL FIX- A navigation aid or intersection ! t: n3 U9 r! |5 \( Nwhere an aircraft transitions between the domestic) N6 `! o2 X1 J route structure and the oceanic route structure." f/ U' D4 Q; u4 L, M CODES- The number assigned to a particular& V$ q: F/ T$ _$ }* v; n3 ^6 u multiple pulse reply signal transmitted by a1 A" H7 Q2 _6 s* l# R transponder. 5 A( G5 Y' {7 y. d& ^: a8 m2 L(See DISCRETE CODE.)0 `2 l( F* I1 v) `: h9 U COMBINED CENTER‐RAPCON- An air traffic- [5 P. g( l, S# _3 N5 Q4 D facility which combines the functions of an ARTCC W+ I9 u. H' e! d and a radar approach control facility.* X; O* _* m o (See AIR ROUTE TRAFFIC CONTROL9 H" Z% ^5 H6 F* l4 h CENTER.)$ E6 f/ g3 P9 n3 N3 V" | (See RADAR APPROACH CONTROL : y9 S! ?# Z: q5 QFACILITY.) e# Z8 \- @+ O" x3 M# {2 s* m COMMON POINT- A significant point over which 1 f# ]' [& X' B; rtwo or more aircraft will report passing or have. H5 t T/ J' t+ U7 w* H& ` reported passing before proceeding on the same or 3 b' g" T- i" }1 Q7 ]% ~diverging tracks. To establish/maintain longitudinal3 @ _* a7 g* q. h separation, a controller may determine a common' m* v2 q; W* z4 k4 H' N7 }1 n point not originally in the aircraft's flight plan and/ A$ r1 t* Q) U9 _# R. y then clear the aircraft to fly over the point. * Y7 l7 B$ C* v3 ](See SIGNIFICANT POINT.) 3 v9 t0 c7 X* I2 e3 vCOMMON PORTION(See COMMON ROUTE.): z/ ] s4 G6 P" X! k; p! T COMMON ROUTE- That segment of a North + I7 B3 b" l. T: BAmerican Route between the inland navigation* k4 v: M5 t1 f1 n% ?, M0 Q facility and the coastal fix. 1 s/ D2 o5 X5 U+ POR3 Y" f# C" B* B! ~ COMMON ROUTE- Typically the portion of a * T+ i% G5 t$ GRNAV STAR between the en route transition end8 ]) s" s$ o+ v% N point and the runway transition start point; however, ' }* y7 i) s0 q d8 Pthe common route may only consist of a single point # G' a1 q* L' wthat joins the en route and runway transitions. & x* E5 v' Z9 a9 ^$ \7 N) I3 e/ YCOMMON TRAFFIC ADVISORY FREQUENCY/ h: f+ s: D4 @; U/ V' G (CTAF)- A frequency designed for the purpose of9 y& B: q5 w! b' y4 y1 x4 t( m carrying out airport advisory practices while 7 y- l7 @9 _. b0 loperating to or from an airport without an operating - w% v+ B& Y. r! [, P# o1 ~control tower. The CTAF may be a UNICOM, , m, o3 j4 x$ }3 [3 d% GMulticom, FSS, or tower frequency and is identified- @( h. d: x8 D in appropriate aeronautical publications.# V# l, H4 v& O l (Refer to AC 90‐42, Traffic Advisory Practices at8 n g& S9 R7 \$ S) d1 l Airports Without Operating Control Towers.) Q2 Q, ~, ?5 Z4 Y6 ` COMPASS LOCATOR- A low power, low or0 e5 R" p" D7 F2 U8 Z medium frequency (L/MF) radio beacon installed at/ S4 a5 T/ p1 T8 I the site of the outer or middle marker of an instrument % ~- g0 b" s9 Y8 ~landing system (ILS). It can be used for navigation at ( w7 h4 O7 M% \: ldistances of approximately 15 miles or as authorized : I3 i/ \2 i/ a4 Z) m) e3 kin the approach procedure.4 B, D! F/ O- d( y8 U# [) W a. Outer Compass Locator (LOM)- A compass 4 a: m" l3 A3 p6 Q/ D6 _- R) A& jlocator installed at the site of the outer marker of an" f) I5 b+ z. k: t instrument landing system.) n/ m) i3 `% \8 y5 X9 v (See OUTER MARKER.) ( J9 v U# S% v+ s$ |2 C5 b5 yb. Middle Compass Locator (LMM)- A compass' g" G5 F& g3 ~' F% C; [ locator installed at the site of the middle marker of an$ K; `/ ~2 ~! {5 Y; Y3 r! z instrument landing system. 0 V4 t! X9 g0 {" O- p- k(See MIDDLE MARKER.) 3 U# R" M5 M, X( r1 R(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, 6 v% i0 |5 {7 P7 z, q7 yprinted on some charts or marked on the ground at an3 U: X+ W/ Q& H' Q airport. It is used as a reference to either true or * \$ Y) @& V, I' ?magnetic direction. ! m4 e; K- i* z7 g; f/ ACOMPLY WITH RESTRIC TIONS - An ATC2 V4 h3 y& }2 a: l instruction that requires an aircraft being vectored5 P; N2 V% N4 C/ k' E% [ Pilot/Controller Glossary 2/14/08 # A. y5 `2 Q# xPCG C-5 2 v2 N( ?% T% Rback onto an arrival or departure procedure to comply% k1 p/ ]' I8 {" f4 o with all altitude and/or speed restrictions depicted on4 k2 z+ @# a9 X* I the procedure. This term may be used in lieu of & f) b8 h" l' w9 I4 P2 frepeating each remaining restriction that appears on7 f# z/ j9 }: `8 m the procedure. 0 J* G) ]6 P1 z9 N2 v5 z2 X6 o( BCOMPOSITE FLIGHT PLAN- A flight plan which; Y c0 [ K; k$ `( G9 W" n$ t. D% A specifies VFR operation for one portion of flight and 8 L, u- R7 t" o( H& HIFR for another portion. It is used primarily in : O. l8 [+ P! p( F l' ~) Qmilitary operations. # n1 X/ J5 N( Y(Refer to AIM.) ' m. L; @6 }$ ?% MCOMPOSITE ROUTE SYSTEM- An organized . v7 q( J" A0 T& h% D( w0 m; Xoceanic route structure, incorporating reduced lateral% ]# b1 j I& i spacing between routes, in which composite ; b- u( l% ~( D$ { ]3 q- Xseparation is authorized.

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