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ALTERNATE AERODROME [ICAO]- An aero‐
9 l7 q2 ?. U* G/ Qdrome to which an aircraft may proceed when it
& E" b9 S+ R4 N1 p& mbecomes either impossible or inadvisable to proceed
9 u2 V1 C* i5 [+ ^9 Fto or to land at the aerodrome of intended landing.
$ ?# |* h6 ~9 j( l1 `; KNote:The aerodrome from which a flight departs/ N) f9 T, X" z7 } H _% k
may also be an en‐route or a destination alternate3 Z8 }$ O/ p; L
aerodrome for the flight.
9 a% _- S2 G9 u, h! e- YALTERNATE AIRPORT- An airport at which an; L$ J A$ e' q0 d0 Q3 z
aircraft may land if a landing at the intended airport
* g3 I* K' z" P' D- Tbecomes inadvisable.
! w( |. U, f& f7 h(See ICAO term ALTERNATE AERODROME.)
5 Q x! o3 [, i) Y# lALTIMETER SETTING- The barometric pressure
9 [- e; w1 K3 zreading used to adjust a pressure altimeter for: g9 i9 Z. d' ^5 K0 ~* b
variations in existing atmospheric pressure or to the( k, h+ P; c3 ~$ x9 K/ V
standard altimeter setting (29.92). C+ D7 m! E6 M
(Refer to 14 CFR Part 91.)0 n+ ~+ ?* [0 J& L% u- }" \
(Refer to AIM.)
# `: U: G3 o3 S( dALTITUDE- The height of a level, point, or object
! X* u( ?4 j9 fmeasured in feet Above Ground Level (AGL) or from) c/ Q+ @6 h- D/ p4 O
Mean Sea Level (MSL).7 s9 K. \! ?; [
(See FLIGHT LEVEL.)2 e. [& W* q" ]: t
a. MSL Altitude- Altitude expressed in feet0 E3 r, b6 K, j$ M+ h
measured from mean sea level.
8 M! O5 f1 ]4 \( h) k- A) F, o+ ?b. AGL Altitude- Altitude expressed in feet
7 X* J# b' m1 ^- d U, [measured above ground level., K6 g2 P) K* u6 b
c. Indicated Altitude- The altitude as shown by an
& ~! b2 {, u/ _, [/ C4 }altimeter. On a pressure or barometric altimeter it is6 B4 [- O% \- t: c S7 c+ }
altitude as shown uncorrected for instrument error# a5 z8 W5 S4 z/ M8 x4 d2 Y
and uncompensated for variation from standard# h6 F# C* j% Y: H! w: A* _$ h
atmospheric conditions.# T3 ~9 p# |4 D0 F1 ?$ g
(See ICAO term ALTITUDE.)
1 {% o. k. O4 l \ALTITUDE [ICAO]- The vertical distance of a level,
. k: R, v) ?2 Qa point or an object considered as a point, measured
" p, o3 g- j5 _0 Nfrom mean sea level (MSL).
5 t; n1 j8 \3 ~ALTITUDE READOUT- An aircraft's altitude,
0 d I4 D- ~! Vtransmitted via the Mode C transponder feature, that9 ?; U, M/ |0 Q* Y8 @5 D3 s
is visually displayed in 100‐foot increments on a+ V- w! G" e( j! [& b O
radar scope having readout capability.% d" X8 i( _# ]" K
(See ALPHANUMERIC DISPLAY.)2 l/ \6 b- D' X
(See AUTOMATED RADAR TERMINAL4 C, N8 M) \, O1 q; ]4 [
SYSTEMS.): i% n8 |: H6 _! o' y4 _# q0 {
(Refer to AIM.)) ]' `) n( L- `# o. d4 |
ALTITUDE RESERVATION- Airspace utilization! a* X3 y8 I/ u' I
under prescribed conditions normally employed for
+ m5 T0 [/ o( i, zthe mass movement of aircraft or other special user1 B4 j7 x/ n9 {$ v! t7 U
requirem ents which cannot otherwise be$ r' _, b; y# A4 S. ]/ }! T
accomplished. ALTRVs are approved by the2 b6 Q6 \/ o+ s; N9 {; o$ e$ d5 I$ w
appropriate FAA facility.& x' ?5 j' k: ^+ n3 z
(See AIR TRAFFIC CONTROL SYSTEM
- z/ q& ~2 J, {6 Q0 y% n0 ^* _8 NCOMMAND CENTER.)- u! n% N$ y+ l! m0 {
ALTITUDE RESTRICTION- An altitude or alti‐
. W; ~/ a5 v' K: r/ G* ^tudes, stated in the order flown, which are to be% _- g% t- w2 x7 j/ A7 R
maintained until reaching a specific point or time.
- b- }+ \: q1 y- ?Altitude restrictions may be issued by ATC due to
( {6 M6 I& Q4 g3 ~6 `0 Wtraffic, terrain, or other airspace considerations.& v4 p) c- ~# E9 o# g9 O) v
ALTITUDE RESTRICTIONS ARE CANCELED-& S: M) R) Q- ?
Adherence to previously imposed altitude restric‐
, {' Y, N/ v1 e2 I5 Xtions is no longer required during a climb or descent.8 s7 ~9 A4 g+ A
ALTRV(See ALTITUDE RESERVATION.)
1 k, o# Z( c; E3 kAMVER(See AUTOMATED MUTUAL‐ASSISTANCE/ R l$ P7 K, B, X3 g
VESSEL RESCUE SYSTEM.)
' G; _5 M6 b7 I/ Y! y1 X' ~APB(See AUTOMATED PROBLEM DETECTION e$ l- v! R" b5 ^
BOUNDARY.)
0 W% U z1 R. {! n bPilot/Controller Glossary 7/31/08( y0 \$ w Z" d
Pilot/Controller Glossary 2/14/08
$ F, {6 a3 G: j1 W/ O: yPCG A-11
0 n8 V' \8 n9 M4 c" R( ]APD(See AUTOMATED PROBLEM DETECTION.)
/ K5 R& \$ `% `APDIA(See AUTOMATED PROBLEM DETECTION! M' t) [4 j: O6 U" ]& O F) p1 Y
INHIBITED AREA.)
& ]- l' g/ x9 [3 i$ Z$ kAPPROACH CLEARANCE- Authorization by6 I! O- B* C+ b b0 d/ X8 W- m
ATC for a pilot to conduct an instrument approach.* E- R) E; F4 f: x$ h7 R
The type of instrument approach for which a
0 j" E& E& h$ O% n5 S8 F8 p. wclearance and other pertinent information is provided
* t4 B- q& E- \5 Vin the approach clearance when required.
9 Z; T" k1 H5 ~" P(See CLEARED APPROACH.)
/ u/ Z( m( E% w- h(See INSTRUMENT APPROACH
! g# V- C( U+ F! H( FPROCEDURE.)
5 K' k. v' d- r& K. d8 J, O(Refer to AIM.)7 k, \! {9 y) v1 l/ r2 p# W$ `) }+ S
(Refer to 14 CFR Part 91.)5 u; y4 w2 k! }' W) o/ c$ U
APPROACH CONTROL FACILITY- A terminal0 O1 C, w% d& H) Z
ATC facility that provides approach control service in
1 d3 C2 o( Q8 Z8 l. ka terminal area.# Y0 U# A& X+ q3 J
(See APPROACH CONTROL SERVICE.)
9 {3 }' X }/ V(See RADAR APPROACH CONTROL
: S" y! B* O, k( nFACILITY.): X- n& v" o6 l, ^
APPROACH CONTROL SERVICE- Air traffic
; b' J* b( D1 G; y# ^control service provided by an approach control4 ^) R2 z+ s4 |) d9 Z
facility for arriving and departing VFR/IFR aircraft
! M& [4 m% m1 k+ w- m7 N! ^4 Jand, on occasion, en route aircraft. At some airports% K3 y* r( G0 L* q5 E6 B# j$ I t
not served by an approach control facility, the
% A, F1 u( z5 w/ y- V7 {0 ?ARTCC provides limited approach control service.
; _% f# w0 F2 ~, [6 n" Z9 w(See ICAO term APPROACH CONTROL
1 G$ m, I" ^5 T) QSERVICE.)3 ?9 |& p4 z( l3 g
(Refer to AIM.)
: h5 ^2 W1 g- {4 [" v6 S& m- BAPPROACH CONTROL SERVICE [ICAO]- Air
+ `* X) \4 T- ]# j, Straffic control service for arriving or departing. @& s# a5 _/ F$ |- b
controlled flights.
' @" k" [2 r& H) sAPPROACH GATE- An imaginary point used7 s; c5 r% j' n @0 V4 R
within ATC as a basis for vectoring aircraft to the; ~) V8 Y0 U) W0 n. W
final approach course. The gate will be established3 r# ~2 B M( `( V* d( m% _4 y
along the final approach course 1 mile from the final
! @7 N. e& Q: E- i- `$ Uapproach fix on the side away from the airport and
7 ~9 d. ?" P6 e) }0 u* w. L! A& hwill be no closer than 5 miles from the landing+ Y$ U# |( D; Z K, V7 p
threshold.
R& r6 G' w& W3 p0 W2 O, C9 y! cAPPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.)
! T2 n. u- C. L7 J- b6 I0 ^% n1 z$ [APPROACH SEQUENCE- The order in which
5 ~! g: ]0 _/ h6 n8 m3 Saircraft are positioned while on approach or awaiting
* Z$ r6 r; j% Xapproach clearance.2 M- Z* P+ M& a( f
(See LANDING SEQUENCE.)) B4 H4 j. k Y4 t! @
(See ICAO term APPROACH SEQUENCE.)
/ {( J" {; R/ T D7 f- ~% j+ _APPROACH SEQUENCE [ICAO]- The order in
# t( @4 k" s. z0 v: D5 A# Gwhich two or more aircraft are cleared to approach to1 p& C8 F/ O) P: A* h+ G
land at the aerodrome.7 W5 h5 q( P; @7 j, u
APPROACH SPEED- The recommended speed5 w; ?* N3 ?# ]0 ^
contained in aircraft manuals used by pilots when2 n3 }) O6 C. z! n3 H' b
making an approach to landing. This speed will vary+ F o9 y/ M6 v+ v5 P- e8 s
for different segments of an approach as well as for" [/ s: a5 I8 q8 R6 s4 T
aircraft weight and configuration.
( v6 i" H& H8 s8 t- aAPPROPRIATE ATS AUTHORITY [ICAO]- The4 `6 x I9 }& b) m
relevant authority designated by the State responsible
5 T7 w( l: M) a" m3 }6 B6 hfor providing air traffic services in the airspace/ T$ d0 H/ ~8 e! f S) X. l$ X
concerned. In the United States, the “appropriate ATS+ R/ q e7 a N& k# T6 B1 u
authority” is the Program Director for Air Traffic
2 t) J' t+ F8 ?4 S- `, LPlanning and Procedures, ATP‐1.* ~( e+ r; f) ?) Q/ ] a: v3 F
APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant, v$ [' V, H, w6 L, G
authority is the State of Registry.
( ]6 O! D! v7 k5 r8 H9 W* \b. Regarding flight over other than the high seas:
' Y7 d$ e/ A4 a4 C# a7 d- Z# [$ Jthe relevant authority is the State having sovereignty
* { |/ `, ~/ c( c2 Kover the territory being overflown.
' s5 I* _% f6 i9 G. E0 g6 MAPPROPRIATE OBSTACLE CLEARANCE
8 C. i- W7 r# z- Q3 c; U5 VMINIMUM ALTITUDE- Any of the following:
3 Q' x5 F, z) W8 F6 {4 E- l(See MINIMUM EN ROUTE IFR ALTITUDE.)
& S) r6 Q g1 `(See MINIMUM IFR ALTITUDE.)
" Z) ? e3 i4 [2 A$ `- g1 I(See MINIMUM OBSTRUCTION CLEARANCE! y l- T0 n |) z- Y0 s( w
ALTITUDE.)
' D$ [5 q: e2 k4 S(See MINIMUM VECTORING ALTITUDE.)
, x: u% }7 J* E5 W$ mAPPROPRIATE TERRAIN CLEARANCE4 a8 _9 y/ J, ~2 J( [! v5 r" ^
MINIMUM ALTITUDE- Any of the following:
( b3 |& ?( n% T, a" z(See MINIMUM EN ROUTE IFR ALTITUDE.)
& B3 c% Q" M. t(See MINIMUM IFR ALTITUDE.)
, O/ f- ~. V6 N3 g(See MINIMUM OBSTRUCTION CLEARANCE
' f0 i8 W! Y$ U* q+ Y/ n1 WALTITUDE.); M% }- k/ y2 k* Q" e, j1 R
(See MINIMUM VECTORING ALTITUDE.)7 ?/ ?$ J& A J. K* c
APRON- A defined area on an airport or heliport
; M4 z, o$ Z* Cintended to accommodate aircraft for purposes of
$ R& e# I+ b# [5 j5 uloading or unloading passengers or cargo, refueling,
1 {9 X8 c) r6 ]* }* cparking, or maintenance. With regard to seaplanes, a
: D; S9 P: V0 r& g H! U% m" Vramp is used for access to the apron from the water." P' s* A3 l% t5 t
(See ICAO term APRON.)
( m- O6 ?2 G- d( `APRON [IC AO]- A defined area, on a land4 u% k1 {' r+ H Z) h5 C7 T
aerodrome, intended to accommodate aircraft for' Y# k2 k+ e% y* A- b
purposes of loading or unloading passengers, mail or7 L; F0 g' S- _1 D* @
cargo, refueling, parking or maintenance.
2 e# P7 a' _* J9 s8 w% {6 qARC- The track over the ground of an aircraft flying! o- K/ Q& \4 J6 O; u% o: W
at a constant distance from a navigational aid by" @" s$ M* a* u$ X5 c5 n! p
reference to distance measuring equipment (DME).6 M9 J' j2 ?0 u0 o+ {- r
7/31/08 Pilot/Controller Glossary: B( a# V4 ]) a) Z$ l
2/14/08. y( Y+ M% |6 R2 \) |
PCG A-12
& b( S' X9 B4 i9 h0 RAREA CONTROL CENTER [ICAO]- An air traffic
M) a/ {9 g& L7 o4 Y [* ]control facility primarily responsible for ATC
3 C- q! Z$ `. Z( r; bservices being provided IFR aircraft during the en G5 ?/ L+ I) m$ p. U( I( H
route phase of flight. The U.S. equivalent facility is, v" Z9 b6 @" ?! r& l2 }; c
an air route traffic control center (ARTCC).7 O# ?7 x5 b7 W4 u9 j4 k& r4 A/ m
AREA NAVIGATION- Area Navigation (RNAV)
% {1 N* O5 e. B0 F) ^/ C% `provides enhanced navigational capability to the4 p* J2 o$ u7 H5 W9 l6 R
pilot. RNAV equipment can compute the airplane- B" u: Q: ^+ T3 u: _0 ~: [9 C/ o5 ~, E
position, actual track and ground speed and then
! b3 t9 O5 u/ r2 a# ]provide meaningful information relative to a route of
# j6 z( z/ Q- S9 i4 e" Uflight selected by the pilot. Typical equipment will
5 a4 W% Z% D! Q2 N* l- Rprovide the pilot with distance, time, bearing and
]9 i% d& z2 s/ Z1 Y' Wcrosstrack error relative to the selected “TO” or
0 Z% o; |4 r- J2 U1 D- T2 M“active” waypoint and the selected route. Several9 K, C0 M; }2 d: I& c2 k- K/ z
distinctly different navigational systems with
2 s, P6 `! @" L: n- Ndifferent navigational performance characteristics
, ] S, k, S$ d4 X5 z+ u+ T3 n( e1 v. eare capable of providing area navigational functions.
: { O z- e+ c" q3 oPresent day RNAV includes INS, LORAN, VOR/
( P3 e" n6 u7 x- S& u3 o1 ZDME, and GPS systems. Modern multi‐sensor* _5 k. w6 E9 w8 U' N! d
systems can integrate one or more of the above
+ G1 j2 U# }& \& Q, Nsystems to provide a more accurate and reliable! U6 U; m/ w; w. z- W9 T
navigational system. Due to the different levels of
" k# t2 I o7 t; |, Cperformance, area navigational capabilities can
8 ?+ c+ C. s3 c$ Msatisfy different levels of required navigational" @. Y# E9 j+ Z( h0 ?& K
performance (RNP). The major types of equipment7 Y$ X4 V8 e( e9 e
are:
, W) f4 c* u* ]" @: Y+ Wa. VORTAC referenced or Course Line Computer& _3 N* f. h) z3 i/ T$ f
(CLC) systems, which account for the greatest
, g3 n: ^% Q# }: r3 B; D! \number of RNAV units in use. To function, the CLC |6 t) e2 u8 S
must be within the service range of a VORTAC.+ q3 c# A; K: h0 t. D( G3 R
b. OMEGA/VLF, although two separate systems,1 e% Z" |4 C; {8 N* l4 ^) U& N
can be considered as one operationally. A long‐range( @: d; P$ d6 j9 D0 C& e
navigation system based upon Very Low Frequency g' j3 ?. v) e' G2 y9 Y9 [. t
radio signals transmitted from a total of 17 stations0 b) x d% v& M0 |
worldwide.
5 V4 ~8 e' U+ N9 `/ q7 Hc. Inertial (INS) systems, which are totally8 y0 o# q0 z- o1 I) f
self‐contained and require no information from
% E' \2 z% W5 S. X; Gexternal references. They provide aircraft position; D% ^1 w8 n( I" S' X/ K0 r9 F: @$ A
and navigation information in response to signals
! k8 E6 C! ^( c1 [resulting from inertial effects on components within
$ L2 o! l( C6 S# F8 ~( z# Dthe system.
( w& I6 Z8 D$ l8 J3 z8 |d. MLS Area Navigation (MLS/RNAV), which, ]2 I! b% f+ L3 d3 b& w, X) c
provides area navigation with reference to an MLS; u. g2 i- g; h, _6 }/ e
ground facility.; {; g' ~* V% w5 Y9 Z, H
e. LORAN‐C is a long‐range radio navigation3 y" i5 e+ x( l2 p; A+ c) }" r9 F
system that uses ground waves transmitted at low
1 s( _4 ^. Z* l/ \" G% ffrequency to provide user position information at
4 ?: Q! O8 O4 h$ v9 O- cranges of up to 600 to 1,200 nautical miles at both en( o: b1 u: A; B$ A* t0 k
route and approach altitudes. The usable signal
4 i3 L. @+ H" Gcoverage areas are determined by the signal‐to‐noise$ T, c6 k1 r! B% t( ^
ratio, the envelope‐to‐cycle difference, and the1 v. O" N* [6 z6 x
geometric relationship between the positions of the
6 w5 ?- O. ?: \5 quser and the transmitting stations.: P3 u$ K0 q* p
f. GPS is a space‐base radio positioning,* n# V6 l1 C( X4 |' w1 \
navigation, and time‐transfer system. The system" ]" L( J; y* U: V/ Y
provides highly accurate position and velocity6 O2 q/ H3 v; q
information, and precise time, on a continuous global
) @0 h. }; g2 m' k. @1 {6 w1 ]basis, to an unlimited number of properly equipped
: o4 d! M3 i4 P6 b8 J4 Z8 iusers. The system is unaffected by weather, and
2 d- k0 p9 Z n3 Rprovides a worldwide common grid reference+ ~! a/ M% t, k
system.
, e# Y# A& Q, ~. m& y(See ICAO term AREA NAVIGATION.)+ Z0 Q. @3 f0 ~9 g
AREA NAVIGATION [IC AO]- A method of# e& a4 U9 `" L8 ?8 [
navigation which permits aircraft operation on any
1 y! F5 {- ^/ {- R$ F0 Tdesired flight path within the coverage of station‐
" C# P5 b# k9 d4 areferenced navigation aids or within the limits of the
$ E% p( Q s7 a+ Z t! S# Fcapability of self‐contained aids, or a combination of
- b0 y& e7 ^- W5 P! t g* lthese.
0 p i$ y' B3 x( cAREA NAVIGATION (RNAV) APPROACH
/ O$ X1 f) R- m& W. \CONFIGURATION:
& Z5 u |: Y. f/ ta. STANDARD T- An RNAV approach whose6 d$ ]5 B$ [& K" O* Q8 a
design allows direct flight to any one of three initial A; n' O3 T5 {( {/ T( v4 B6 r7 M
approach fixes (IAF) and eliminates the need for
3 H/ Q8 p0 G7 R( \1 b' v9 \procedure turns. The standard design is to align the( @: A1 t* d2 p
procedure on the extended centerline with the missed/ j- ~; P% [+ \% s$ n3 `( c
approach point (MAP) at the runway threshold, the
8 b* v4 ~7 O" B. Jfinal approach fix (FAF), and the initial approach/
3 u J( ~+ I; V4 i! k) s! Z# Qintermediate fix (IAF/IF). The other two IAFs will be
' ?6 M8 y9 {! @. }+ S0 Festablished perpendicular to the IF.
' g+ X" u* R: db. MODIFIED T- An RNAV approach design for7 b! ?- u I2 G: d
single or multiple runways where terrain or
& b7 f: A4 e0 X! Noperational constraints do not allow for the standard! g0 j. B8 v, l4 s. p3 D
T. The “T” may be modified by increasing or: F) e r) q1 | G& H6 d9 S" v
decreasing the angle from the corner IAF(s) to the IF% K2 P0 ?3 d5 R. T, f
or by eliminating one or both corner IAFs.
( Q$ B9 G5 V2 }* s* J5 K8 K! ~c. STANDARD I- An RNAV approach design for7 S7 u) v% Z# l) j
a single runway with both corner IAFs eliminated.
7 W9 k% ^) @* O( {1 UCourse reversal or radar vectoring may be required at+ j2 ^+ b9 n5 C' R6 w; w
busy terminals with multiple runways.
, Q8 e. M' g, `3 _, \d. TERMINAL ARRIVAL AREA (TAA)- The
. x* f& A3 ^; ^7 s9 kTAA is controlled airspace established in conjunction, c Z# v8 ]4 P3 [) I$ Q
with the Standard or Modified T and I RNAV
9 J& i+ k; _: N/ T' ?2 x# p0 Lapproach configurations. In the standard TAA, there
, D- t7 R, t; l$ S# |are three areas: straight‐in, left base, and right base.
7 N6 b2 w( N6 K6 I( XThe arc boundaries of the three areas of the TAA are
- k- \5 |" U3 X$ S. lpublished portions of the approach and allow aircraft
' E. v( F( R pto transition from the en route structure direct to the6 z8 m( o- _ F* K
nearest IAF. TAAs will also eliminate or reduce, K9 _4 k0 E! g/ c
Pilot/Controller Glossary 7/31/08/ k: g1 E3 j7 I0 V/ y8 e- Z$ S
Pilot/Controller Glossary 2/14/08: f4 T# }# p9 \! ^; Y5 t: ]
PCG A-13
- r) e# C( s1 \feeder routes, departure extensions, and procedure+ {& o3 _9 b6 {+ y& k% t
turns or course reversal.
- x6 {/ X3 |! ?0 o; j2 m, Q1. STRAIGHT‐IN AREA- A 30NM arc3 e- W. m Y! \ B1 I0 p( O" f
centered on the IF bounded by a straight line" z: T& @$ `, j, Y
extending through the IF perpendicular to the
9 `! x& q' p( {. b2 F/ O; J2 uintermediate course.% @) f. P G0 d8 k+ `- a6 x" ]2 d
2. LEFT BASE AREA- A 30NM arc centered- _/ y S6 n# h- g
on the right corner IAF. The area shares a boundary2 |9 |7 ^, X8 e* f4 E) q# [" l, q
with the straight‐in area except that it extends out for
/ X1 s4 h: J& F5 N9 @30NM from the IAF and is bounded on the other side. Q1 |7 Z" U4 u" [" D# }! {3 S: w; V
by a line extending from the IF through the FAF to the [$ Z6 S4 b+ V
arc.. K2 Q5 j/ M1 [/ G6 C
3. RIGHT BASE AREA- A 30NM arc centered: C1 w2 Y" g1 k C9 B
on the left corner IAF. The area shares a boundary
, `% y4 I2 ~& b( Q0 ywith the straight‐in area except that it extends out for d _$ k. G+ n5 H) ^ Z" h
30NM from the IAF and is bounded on the other side
! ]& e# d" {. l# M! i( c- Q5 `by a line extending from the IF through the FAF to the
: I! l; {9 i3 I @arc.
3 h8 ^5 r& n( \: @1 A3 s% l% CARINC- An acronym for Aeronautical Radio, Inc.,2 q+ {$ E+ j2 o6 J4 x
a corporation largely owned by a group of airlines.* y6 c6 s, w9 [" C t5 A4 k
ARINC is licensed by the FCC as an aeronautical
M4 n1 V0 [1 C$ mstation and contracted by the FAA to provide
$ u _ M4 j' L ~0 fcommunications support for air traffic control and3 n" z6 {. F8 @5 N* c: j* N
meteorological services in portions of international
4 m* H8 c7 l9 b3 Y9 e. M% Bairspace.+ E9 S: [6 ~$ e& ]+ Y
ARMY AVIATION FLIGHT INFORMATION
4 n" q8 o7 \$ n9 |BULLETIN- A bulletin that provides air operation
) t" j3 |. p- f! o& _data covering Army, National Guard, and Army
% |7 |6 D0 m+ J- Q6 t9 xReserve aviation activities.
' d* ?" i; z6 ^$ Y( SARO(See AIRPORT RESERVATION OFFICE.)
& v# q6 C( m8 J9 r5 l/ ~3 x4 kARRESTING SYSTEM- A safety device consisting: z( p/ l7 W( K$ F ?' F" W8 N
of two major components, namely, engaging or
( [4 J7 V6 S1 e6 O) _# Gcatching devices and energy absorption devices for
3 w- K$ a2 f5 w/ ]the purpose of arresting both tailhook and/or- U4 e# Y3 h I+ e* G- J
nontailhook‐equipped aircraft. It is used to prevent7 r2 R6 o! B' H# H7 }
aircraft from overrunning runways when the aircraft
: X7 \; A, Q3 Y: ycannot be stopped after landing or during aborted4 J Y, j* t6 H2 G( W5 r# z/ y
takeoff. Arresting systems have various names; e.g.,
0 X5 }7 m, U% A# `arresting gear, hook device, wire barrier cable.
; x8 t, Q' [$ P(See ABORT.)+ B- Q5 P1 B4 w% t$ c
(Refer to AIM.) |
|