航空论坛_航空翻译_民航英语翻译_飞行翻译

 找回密码
 注册
搜索
楼主: 帅哥
打印 上一主题 下一主题

PilotController Glossary [复制链接]

Rank: 9Rank: 9Rank: 9

11#
发表于 2008-12-28 14:13:05 |只看该作者
COMPOSITE SEPARATION- A method of separat‐5 \$ L0 j' X1 a5 u3 M ing aircraft in a composite route system where, by , J: a6 c& R+ J7 smanagement of route and altitude assignments, a / a1 q8 @( O. }( Kcombination of half the lateral minimum specified for. E+ r; }% W4 ^$ }6 c& j' M) @" Q the area concerned and half the vertical minimum is 7 V8 C" N; R8 M8 n% `applied.( H4 \6 o% q* T; {6 H" t: L COMPULSORY REPORTING POINTS- Reporting / N( S. F: U. x' ^% O8 upoints which must be reported to ATC. They are 3 \( g. | ]8 X" Q* h6 Rdesignated on aeronautical charts by solid triangles or 2 m/ m" Q, |* D' p0 N- @; Jfiled in a flight plan as fixes selected to define direct . j' j7 C/ a7 G9 o2 @: aroutes. These points are geographical locations, Z+ {# s- ~9 W' {. ?& h, D5 } which are defined by navigation aids/fixes. Pilots$ L B2 m+ W; ? A" F should discontinue position reporting over compul‐' }: q- u1 x4 Z. k$ G sory reporting points when informed by ATC that & W0 `: A& x% V' h$ v3 ^, Qtheir aircraft is in “radar contact.” 7 d% ?' v8 t `3 y4 y' |CONFLICT ALERT- A function of certain air traffic2 i# n H P& \9 `$ p U control automated systems designed to alert radar : l% |' \; ~2 E( q2 h qcontrollers to existing or pending situations between % m# _+ [1 ^8 W2 rtracked targets (known IFR or VFR aircraft) that , p" u# a" T6 ^6 e @require his/her immediate attention/action.7 s" P# ~$ t" w% y8 [ (See MODE C INTRUDER ALERT.)9 {- q5 a6 a# ^% u CONFLICT RESOLUTION- The resolution of8 \/ T) G* E: k potential conflictions between aircraft that are radar+ D! `9 d+ L7 l6 N# g: o7 o8 n identified and in communication with ATC by4 C; W) X/ x5 i$ P5 x7 B ensuring that radar targets do not touch. Pertinent 6 H2 I# J8 Q3 [3 e' N8 @$ ntraffic advisories shall be issued when this procedure 5 z! J4 j1 z% V: o. n ris applied." ` V* z( k- o' p Note:This procedure shall not be provided utilizing 2 e6 ]: V4 Y7 Fmosaic radar systems.4 f$ H/ K. q4 U& K CONFORMANCE- The condition established when ) j( a/ X3 G# l" {an aircraft's actual position is within the conformance9 |$ w7 n( H5 ~ region constructed around that aircraft at its position, : p' K+ P A- L; D. o* Xaccording to the trajectory associated with the% U# X. y+ i% t) G aircraft's Current Plan.( v" |1 ?, S3 O( T# c( E+ H1 j, s0 Q CONFORMANCE REGION- A volume, bounded * B9 ?0 I9 N2 ylaterally, vertically, and longitudinally, within which+ a' w8 X6 Z& n+ U. X2 g' } an aircraft must be at a given time in order to be in , r' e% z) K) b! qconformance with the Current Plan Trajectory for that$ B& ]* o. q7 Q6 D6 S aircraft. At a given time, the conformance region is " }, _! R, m3 ]% T" _& r" ddetermined by the simultaneous application of the5 m( g" c" ~. E7 Z lateral, vertical, and longitudinal conformance% u7 C1 {0 E( I1 h7 _ bounds for the aircraft at the position defined by time) V- R2 {* l' z. L and aircraft's trajectory. 7 M2 b, n' U' d2 w; _7 J9 h( gCONSOLAN- A low frequency, long‐distance) N( }+ j+ a; i: ^8 B NAVAID used principally for transoceanic naviga‐ n5 b# V% C1 ^3 Otions.3 J( {7 b7 _: n! C CONTACTa. Establish communication with (followed by the 4 T0 t1 l+ \. Pname of the facility and, if appropriate, the frequency 4 }9 P1 ]) I& U. v/ Pto be used). 7 Q% d9 Q. S% z8 b* N- V% Wb. A flight condition wherein the pilot ascertains" ]" ?4 ?9 v7 ] the attitude of his/her aircraft and navigates by visual! V! |2 s T* i2 G# W3 H reference to the surface.& Y/ z; g m) D2 [1 o (See CONTACT APPROACH.) - W5 W, _7 f# E: `3 L) i. V: b* R" S(See RADAR CONTACT.) 6 N$ {! y/ d$ [4 Q! k) ECONTACT APPROACH- An approach wherein an 3 [5 A# m' k) j4 k- T6 naircraft on an IFR flight plan, having an air traffic. x4 e+ H H0 G9 @% G control authorization, operating clear of clouds with8 h y5 u m8 R4 c B' P( M; L at least 1 mile flight visibility and a reasonable& r% |; [) i/ \6 R" E- w expectation of continuing to the destination airport in( G5 T* s F, x' m those conditions, may deviate from the instrument + {$ _1 N. `' happroach procedure and proceed to the destination & k) E# ] z6 O) y; j, G4 j! mairport by visual reference to the surface. This0 K; K) Y4 E F, U" n2 {( G1 _ approach will only be authorized when requested by& I% R" `1 y2 O, b( M1 Y the pilot and the reported ground visibility at the# o8 C4 i( M6 h; ^8 n+ v destination airport is at least 1 statute mile.4 j, [* Z% v2 W (Refer to AIM.)2 j3 v7 l7 A/ l! Q# Q/ m* z$ t' c CONTAMINATED RUNWAY- A runway is ( s2 L6 G$ u8 d2 z1 y% T1 qconsidered contaminated whenever standing water, : J/ w \% O! ~' Tice, snow, slush, frost in any form, heavy rubber, or ' G4 s9 ]3 h9 V0 j! [other substances are present. A runway is contami‐$ L2 r+ O. o/ ^9 I! l9 F nated with respect to rubber deposits or other 9 |7 Z0 m3 e# y# z- ?# Ufriction‐degrading substances when the average 3 r; A/ M3 S$ @+ Y1 P, J4 afriction value for any 500‐foot segment of the runway # s; q7 Z% |8 ?5 n9 ]- dwithin the ALD fails below the recommended4 G9 V0 b+ e% c4 } minimum friction level and the average friction value 1 D" X9 l! H" B% Zin the adjacent 500‐foot segments falls below the * V+ Y$ ~! A6 H0 Q' u. n g2 a3 Imaintenance planning friction level. 5 c* U3 g4 V7 s) H& U. MCONTERMINOUS U.S.- The 48 adjoining States ) C1 h# S2 l7 k! j9 |) Y Qand the District of Columbia. 0 f* S/ V& d9 f4 a ]0 l3 w0 VPilot/Controller Glossary 2/14/08: T9 @' e* U$ H9 r8 k PCG C-6 ' j+ I1 u$ u" \5 F; l( [CONTINENTAL UNITED STATES- The 49 States & }0 V- d9 |# a: qlocated on the continent of North America and the 8 G; P9 e+ C2 Y1 e Y B% }, ZDistrict of Columbia. / r' m4 K/ K3 _9 }( U' c2 VCONTINUE- When used as a control instruction ( v, l( i$ t _ Pshould be followed by another word or words& M/ `2 r, W- k# |+ \3 t# e clarifying what is expected of the pilot. Example:7 M+ Z' p' K r “continue taxi,” “continue descent,” “continue0 f* {' m/ P' w/ ~. o# |3 q inbound,” etc.3 ]/ k! {) s% R$ _0 @8 H* Q CONTROL AREA [ICAO]- A controlled airspace t" }/ t- W9 L( a extending upwards from a specified limit above the$ I: c: Z% c# v* ` earth. 8 }2 `9 R0 X* u G$ D& v7 m: lCONTROL SECTOR- An airspace area of defined 7 F9 v1 Z4 O7 Phorizontal and vertical dimensions for which a - G# c8 q9 v; T: a) c, V+ Ucontroller or group of controllers has air traffic 7 z: {3 n7 Y& X, B: R, rcontrol responsibility, normally within an air route . E* ^# c& o& A, H$ w* atraffic control center or an approach control facility. 4 p7 u1 V* Z" N8 `/ S7 PSectors are established based on predominant traffic7 ?: H+ c9 ]& B# G' |: q5 M flows, altitude strata, and controller workload. $ f- K' ^0 B( APilot‐communications during operations within a2 q5 J! Q' e$ U+ R5 K ~" b) a sector are normally maintained on discrete frequen‐! ?' u0 ? D5 R: m cies assigned to the sector.( L7 E; h) o( C3 Q* g8 R (See DISCRETE FREQUENCY.)' X% R0 p* X: `0 G5 Y/ W# f3 |! j CONTROL SLASH- A radar beacon slash repre‐ U, T4 @: w3 x senting the actual position of the associated aircraft. * w( w+ k' _5 H( Z- z5 UNormally, the control slash is the one closest to the3 n7 N, r9 i6 d1 T- R interrogating radar beacon site. When ARTCC radar ) A: ]5 \( \- ]1 G' Tis operating in narrowband (digitized) mode, the ' q6 R( v( Q+ J1 O$ m+ E( Icontrol slash is converted to a target symbol. 8 b; t: C$ t/ y! {! V- W1 gCONTROLLED AIR SPACE- An airspace of & A1 K5 l. h1 cdefined dimensions within which air traffic control3 d6 r. R% _$ l7 R, J service is provided to IFR flights and to VFR flights- g2 I4 i! v- t% D7 m: K# Q in accordance with the airspace classification. & U* A! I0 |7 n, E, J; qa. Controlled airspace is a generic term that covers e! l1 E; S2 J9 |* `" AClass A, Class B, Class C, Class D, and Class E ' u* G' C8 p. r5 u# ]" v% W' t) i. _. eairspace. ~, |- ~, {$ N b. Controlled airspace is also that airspace within ) q4 x; Y5 {9 [* f9 `which all aircraft operators are subject to certain pilot# W |2 ~) |- K; U5 ?: J* g; ~ qualifications, operating rules, and equipment9 V. m, M3 J: {% _3 s requirem ents in 14 CFR Part 91 (for specific% c" q# w) p' z1 \. j5 `* b, ? operating requirements, please refer to 14 CFR% I6 W5 ]9 Z/ d3 ?( S$ K4 ^2 j Part 91). For IFR operations in any class of controlled 8 a& d. k! T) D4 C9 E2 a1 Q* u/ g! r' Iairspace, a pilot must file an IFR flight plan and 9 n# `3 t' X: M. w4 O2 kreceive an appropriate ATC clearance. Each Class B, . ~! j% T; P' X! t N+ H8 _0 _. GClass C, and Class D airspace area designated for an0 i$ b& E; i5 g airport contains at least one primary airport around9 {' c; m& ]# u3 k, u/ ?4 c) U1 p which the airspace is designated (for specific; e% F, e: T8 E$ Y; \ designations and descriptions of the airspace classes,. b: L# j4 m' ]7 R3 Y) |, T please refer to 14 CFR Part 71). . V9 E7 S6 y8 `* v0 D3 Mc. Controlled airspace in the United States is" f7 M* x% O0 b0 r designated as follows: 4 c4 s4 z# x" Y0 c+ M1 X1. CLASS A- Generally, that airspace from7 K: {0 s$ R0 m' K9 } 18,000 feet MSL up to and including FL 600, & u9 F$ \" \8 E& P- yincluding the airspace overlying the waters within 12 , _. j6 K$ V2 H/ d# {/ Dnautical miles of the coast of the 48 contiguous States 2 L- _, m: }! R4 i$ G& q Oand Alaska. Unless otherwise authorized, all persons * k ^/ W8 F3 O6 E u- Zmust operate their aircraft under IFR. ) _, L8 b: C# g: w2. CLASS B- Generally, that airspace from the : A2 r! f3 f$ }* J3 b. e& D7 Csurface to 10,000 feet MSL surrounding the nation's : D( b( b$ z- E' f) u) {, w0 Mbusiest airports in terms of airport operations or 4 |6 l4 T9 p m0 Spassenger enplanements. The configuration of each# p! T1 U$ g3 _8 R( M2 m! A Class B airspace area is individually tailored and1 p( S9 J) v. ~5 [- Y: h& [ consists of a surface area and two or more layers3 h0 r/ ^" |3 y' I2 Y (some Class B airspaces areas resemble upside‐down ( R8 U+ b+ ]- V' Z" Lwedding cakes), and is designed to contain all , y" e7 V& i( s" N& Z' I' ]- rpublished instrument procedures once an aircraft & n4 }1 d8 a8 k$ L9 uenters the airspace. An ATC clearance is required for3 A; C0 R: ^( m3 ?5 o. ` all aircraft to operate in the area, and all aircraft that9 D/ W& I B5 _6 \8 Y! q/ O are so cleared receive separation services within the$ u0 t. ^+ N1 E# O4 |& f airspace. The cloud clearance requirement for VFR " J8 t6 F. O1 }: P8 ~. zoperations is “clear of clouds.” ! [: U: Q6 r1 m3. CLASS C- Generally, that airspace from the8 ~, @* d, G; ~7 M+ o# I) I# l7 B7 U8 y surface to 4,000 feet above the airport elevation* @" W( Z" P) y3 |, ~ (charted in MSL) surrounding those airports that# _9 l7 H2 L0 o# @ have an operational control tower, are serviced by a' M) H7 A) i( R) S radar approach control, and that have a certain0 B7 w( x1 ?/ E; }4 U0 ]; e' U number of IFR operations or passenger enplane‐ : ~- w2 o! F$ M3 `! F5 ]/ ]9 t Dments. Although the configuration of each Class C- H- r/ W3 [6 N area is individually tailored, the airspace usually ! V. l; i; h, `) B/ I% Xconsists of a surface area with a 5 nautical mile (NM) : X) k7 ]# M7 b5 Sradius, a circle with a 10NM radius that extends no / k: m- ~3 K: h+ y; F6 S/ Rlower than 1,200 feet up to 4,000 feet above the; M/ I7 A) ~0 |2 Y) C# N( X airport elevation and an outer area that is not charted.) A0 x/ O% m7 C: `% |# t ^ Each person must establish two‐way radio commu‐ , w8 q& K4 y# _8 k: vnications with the ATC facility providing air traffic% L: w5 D- N. s services prior to entering the airspace and thereafter $ v# z1 @% t* ~6 m( X8 \* Omaintain those communications while within the) ^) T0 t; F, O( T airspace. VFR aircraft are only separated from IFR1 Z/ R9 O* t6 G aircraft within the airspace. 2 T0 _3 X- b1 g1 G(See OUTER AREA.)( q4 X$ V7 B- E& h( i" m2 D 4. CLASS D- Generally, that airspace from the $ I* _" k6 T! e+ S) P8 Psurface to 2,500 feet above the airport elevation$ q B0 I% t, R/ L8 x- S% P (charted in MSL) surrounding those airports that ' p7 e8 e ^% ^, {" ihave an operational control tower. The configuration j' m4 z' Q5 h0 G; [ of each Class D airspace area is individually tailored' } O. @5 D& O8 w6 H and when instrument procedures are published, the 9 I1 b# l% o: z- P: uairspace will normally be designed to contain the , y; d& D, L2 sprocedures. Arrival extensions for instrument# E, W. T+ H, v( q' b approach procedures may be Class D or Class E 3 Q/ Z3 S$ N6 s# ~- i1 j& ]& _# {0 sPilot/Controller Glossary 2/14/08 6 [0 D+ e; q8 M LPCG C-7 . w6 y. d4 ~0 Nairspace. Unless otherwise authorized, each person7 U( [# q% m) U! H2 D# e must establish two‐way radio communications with 4 x6 v1 S' S; w$ Dthe ATC facility providing air traffic services prior to& O4 s8 t. i. l entering the airspace and thereafter maintain those 0 U& X( i# ]0 G6 v5 wcommunications while in the airspace. No separation" {& a9 O7 p% N" _ services are provided to VFR aircraft.) X B" B9 ?. g+ H1 j( F6 z% e 5. CLASS E- Generally, if the airspace is not " Z b6 ]! c# r' K7 zClass A, Class B, Class C, or Class D, and it is# [ ~4 U0 S5 X; F$ n( G' f/ Y W: J controlled airspace, it is Class E airspace. Class E 6 N" Y# r( b' F! `2 w( u8 yairspace extends upward from either the surface or a$ \2 a! y' W6 l5 Q8 W designated altitude to the overlying or adjacent - s9 U3 _8 Z! P+ r% Ucontrolled airspace. When designated as a surface2 l. }( j, F* y+ q area, the airspace will be configured to contain all * z, a% W% b. I& w& o5 Finstrument procedures. Also in this class are Federal ; f+ i( s( T4 C2 F$ i. W# @& Dairways, airspace beginning at either 700 or 1,200 1 `% O5 U8 ^; |9 L) V9 Hfeet AGL used to transition to/from the terminal or en 3 u; O# b q7 I+ u" R; Z" hroute environment, en route domestic, and offshore 9 Z& s& [) E; B4 O# d# T' j( l' Uairspace areas designated below 18,000 feet MSL.& Q3 q4 X; F$ ^/ x/ M Unless designated at a lower altitude, Class E - x8 \" M, A( Q% v/ l4 [0 oairspace begins at 14,500 MSL over the United8 s3 M& E9 {6 x4 E6 T States, including that airspace overlying the waters( V1 h. p6 ~! x within 12 nautical miles of the coast of the 48 " _' _- m) C! S' a5 pcontiguous States and Alaska, up to, but not . T! _: x3 R) m& c6 }+ o+ Q+ Dincluding 18,000 feet MSL, and the airspace above$ v; i( o3 p8 [" x FL 600. / h% R: |: z# W1 a) k. g* x' _: zCONTROLLED AIRSPACE [ICAO]- An airspace( x2 R' k3 L4 Y/ ` of defined dimensions within which air traffic control" ^+ b/ I: ~) Z6 Y8 U( J service is provided to IFR flights and to VFR flights ) n' P0 q% x7 a0 v# U6 [: Xin accordance with the airspace classification.4 \( p0 }+ u; o9 t* r1 I Note:Controlled airspace is a generic term which & O& [4 R0 B) `5 t) o+ O# n; {covers ATS airspace Classes A, B, C, D, and E. / R) p. O5 t- v; fCONTROLLED TIME OF ARRIVAL- Arrival time5 b: h! X" b" \: {, ?4 C) n" T" R assigned during a Traffic Management Program. This 0 L e% m4 ^* v5 vtime may be modified due to adjustments or user7 O- d) \( E7 [: l3 I options.& ]0 n- |- j5 @2 t$ c) M: A& A CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.) g9 X, {6 v0 t1 J CONTROLLER [ICAO]- A person authorized to# ], ]: j) I/ j provide air traffic control services. " k! _/ L' u' e3 U; H9 G2 a6 K. CCONTROLLER PILOT DATA LINK COMMU‐7 A7 r; |( D/ M- X8 Z1 C+ s4 [: n NICATIONS (CPDLC)- A two-way digital very , Z) _0 R' t$ Jhigh frequency (VHF) air/ground communications5 t: Z* ?3 Q9 h- x system that conveys textual air traffic control5 R1 p- v# b3 |5 P! R messages between controllers and pilots. S0 L& ^6 z% H% p, l0 n CONVECTIVE SIGMET- A weather advisory! S( I9 x0 E% A4 v5 R concerning convective weather significant to the $ p2 s1 e# C7 isafety of all aircraft. Convective SIGMETs are issued1 i8 \" E% K7 w, Z for tornadoes, lines of thunderstorms, embedded6 T/ v3 Y3 w K, _7 G/ I' N4 N thunderstorms of any intensity level, areas of 5 w1 U! L% k7 O6 zthunderstorms greater than or equal to VIP level 4! b1 x% t. V7 u& t- ? with an area coverage of 4 " {. p0 A6 R8 ]/ y& _/10 (40%) or more, and hail9 D, d& l, l) c- @2 J' y# j 35 T. l5 `; n6 H) [* E /4 inch or greater.7 N' v8 L/ ^3 @- A% M) q1 a* m (See AIRMET.); W) O9 B; K l) ]/ H" ?7 `' T$ [ (See AWW.)% B1 b$ t# x, h8 `2 m (See CWA.)4 l0 a$ r9 H5 |0 f! V1 e. O* h (See SIGMET.) : \1 e# z( u: ?2 s; \(Refer to AIM.) + {1 B8 S% P. B7 y& H* I; qCONVECTIVE SIGNIFICANT METEOROLOG‐ U/ \/ @) J( `( F0 t4 `: AICAL INFORMATION(See CONVECTIVE SIGMET.) 6 i7 Q- b, V, _! I; `2 JCOORDINATES- The intersection of lines of 4 h" v3 G" V+ @1 I% ~$ yreference, usually expressed in degrees/minutes/6 n! v# A$ s8 H seconds of latitude and longitude, used to determine & f7 {3 n2 m8 K6 dposition or location. 5 Y9 [+ i. b4 b- VCOORDINATION FIX- The fix in relation to which " k( x. r; `, M8 l0 ]) Jfacilities will handoff, transfer control of an aircraft, 0 J; u5 u( ?6 @$ E; Q2 C2 Hor coordinate flight progress data. For terminal / X) G3 _5 W; Z: E' Q1 C1 Kfacilities, it may also serve as a clearance for arriving u; O5 G5 m `$ j; Baircraft./ n# |6 k( i. s/ t5 R f4 G1 h COPTER(See HELICOPTER.)5 H, n" A. Q. e+ t: o) _; ] CORRECTION- An error has been made in the 4 f9 o6 u: |9 N* T2 A) K& K7 v: Ptransmission and the correct version follows. : x: l2 |% f) a/ e2 H2 N7 u' K. ]! i( U5 GCOUPLED APPROACH- A coupled approach is an : E* v1 ?$ A, m8 m% linstrument approach performed by the aircraft% Q2 W' g6 l9 K. B$ ?6 x5 P9 z autopilot which is receiving position information3 m' W' E% C% _: u2 d and/or steering commands from onboard navigation) h+ `: k# w; }* j: a7 G equipment. In general, coupled nonprecision ap‐0 K& h6 z* Y2 J& Q/ e+ v proaches must be discontinued and flown manually |1 _+ F- n, j8 u0 u- o' M% T: r at altitudes lower than 50 feet below the minimum 8 t! N0 H/ Q9 q" U5 g# S% {descent altitude, and coupled precision approaches( A3 P2 |( q8 D6 R/ ]0 N/ u/ v must be flown manually below 50 feet AGL. # p, Z7 o6 n0 m# ?Note:Coupled and autoland approaches are flown ( R# y% m# O8 xin VFR and IFR. It is common for carriers to require 6 k0 p& x. c* itheir crews to fly coupled approaches and autoland7 W, r6 G5 B: X! g! s8 D; Z approaches (if certified) when the weather & g: U, R) ~; i; W0 G2 P2 @% ~conditions are less than approximately 4,000 RVR. ! C5 q( N' }2 Q ]2 M' S+ j$ C(See AUTOLAND APPROACH.) ! V; z+ F# U- u0 Q& l c" YCOURSEa. The intended direction of flight in the horizontal, F q- F r' X! u plane measured in degrees from north. % E1 ]1 n. u3 ] l$ K" u1 L! zb. The ILS localizer signal pattern usually ) c" p7 g) b& P% M Jspecified as the front course or the back course. * L8 S7 C6 k5 M5 t; EPilot/Controller Glossary 2/14/085 l' @" a$ w$ C7 x PCG C-8, U- @3 v7 @( S# _1 m' r: X c. The intended track along a straight, curved, or4 l& [. u& O; p8 h segmented MLS path. $ J% S/ J) F* E; O8 X P(See BEARING.) * _- \, h( ]5 Q% X' D4 e(See INSTRUMENT LANDING SYSTEM.)* [5 i/ N$ b. M) ^7 _7 [% X (See MICROWAVE LANDING SYSTEM.) 9 v1 X0 q- J" S9 g8 M# I* C \' ?7 ](See RADIAL.) 3 M* R$ X- L" R- N+ R; {! a, C5 `CPDLC(See CONTROLLER PILOT DATA LINK 8 q' |' t3 v: aCOMMUNICATIONS.)4 [6 |6 X1 [+ g' H5 l/ d CPL [ICAO]- @4 a# W5 b8 v1 J G7 m0 ^4 U(See ICAO term CURRENT FLIGHT PLAN.)9 t+ B2 J) A: }# D( ] \ CRITICAL ENGINE- The engine which, upon+ n2 D. z6 Q* x# N- j. f failure, would most adversely affect the performance; t! B# E2 K* B0 c5 g( L or handling qualities of an aircraft.( m; d: ~: B! ~7 I CROSS (FIX) AT (ALTITUDE)- Used by ATC I3 L: h; D# c `* ]" mwhen a specific altitude restriction at a specified fix f" `3 c b1 `9 M$ H" [+ Zis required.5 Z. q6 k, ^5 }" l4 w5 A0 U CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used ; n4 i( Q* G" ~1 W9 n1 fby ATC when an altitude restriction at a specified fix, k: d5 o0 { U. ^- y is required. It does not prohibit the aircraft from6 I1 @2 a# h9 o- t crossing the fix at a higher altitude than specified;& u+ J0 ^! R+ H$ z however, the higher altitude may not be one that will, d, `0 J' [( L: H# Y& l2 X- ? violate a succeeding altitude restriction or altitude" p( o! L5 r; t assignment.8 Z* X- E( U2 a( n7 \5 U5 h. l (See ALTITUDE RESTRICTION.)! R3 W9 r* v$ e3 k# B. C M! K& N1 N (Refer to AIM.)+ |* ]' R( P3 n6 A2 Y- S8 r1 j CROSS (FIX) AT OR BELOW (ALTITUDE)-2 w" \+ |4 o! {1 }$ b Used by ATC when a maximum crossing altitude at" m; |! J, a* f+ P9 ? a specific fix is required. It does not prohibit the 9 h$ K6 r3 I6 J. {! d+ maircraft from crossing the fix at a lower altitude;( X5 A' M5 y) S4 x$ A: \ however, it must be at or above the minimum IFR/ ~/ b) E, U: b5 V$ T ?9 x. \8 ^ altitude., k' b2 |1 `, F (See ALTITUDE RESTRICTION.)1 j/ E; ~* Q: G (See MINIMUM IFR ALTITUDES.) ! r% ]% O& @0 k* Z(Refer to 14 CFR Part 91.) x6 X& f) p% a8 GCROSSWINDa. When used concerning the traffic pattern, the, q2 A" O2 o+ [$ z' Z7 { word means “crosswind leg.”5 p+ }0 I6 y" `2 O( s! a; F, O (See TRAFFIC PATTERN.)' F4 M; ^* n- O: O5 y. | b. When used concerning wind conditions, the : Y& x$ Y; Y/ q( D, X5 }3 I- Bword means a wind not parallel to the runway or the/ o& R& }9 n$ _, f path of an aircraft.* S' o1 Y8 V. x (See CROSSWIND COMPONENT.) " L" n3 ?- r( g$ CCROSSWIND COMPONENT- The wind compo‐ / W- D7 g9 K; Fnent measured in knots at 90 degrees to the# G+ B* i S& T1 d( f6 h2 M longitudinal axis of the runway. [! b9 n- e' N7 p) M `! a( ZCRUISE- Used in an ATC clearance to authorize a8 W8 O e8 f2 x& K) w; K! m1 n pilot to conduct flight at any altitude from the; ?1 C) n: s8 H; }# P' U+ Q9 G$ a+ H minimum IFR altitude up to and including the ?5 O' m" V: _4 \+ H. K3 r) Z altitude specified in the clearance. The pilot may * n7 p+ t$ w2 S1 C% l. X, Slevel off at any intermediate altitude within this block) A* ]' d4 n3 A1 [; P% V+ K+ R of airspace. Climb/descent within the block is to be ' U0 Z; V; D7 H5 i# qmade at the discretion of the pilot. However, once the # B* ?+ x J& @* g. Vpilot starts descent and verbally reports leaving an) ^) A! y+ X( b+ T) x altitude in the block, he/she may not return to that 6 u. Z' v2 G5 t- t% daltitude without additional ATC clearance. Further, it' q$ P4 }, a3 m% q' A ] is approval for the pilot to proceed to and make an 1 n' C3 Y. A* ]8 r+ Zapproach at destination airport and can be used in; R5 t1 p& Z B% d* s conjunction with:3 g8 G2 i( t @) A a. An airport clearance limit at locations with a7 E: f! Y/ K b6 [2 j& H. _' N standard/special instrument approach procedure. The 8 [- Q' C1 h' I( G6 [CFRs require that if an instrument letdown to an 6 I1 c; m! @( bairport is necessary, the pilot shall make the letdown+ w- N4 b O% }: a+ \ in accordance with a standard/special instrument + h2 k7 H. n) z5 {- b8 fapproach procedure for that airport, or, E1 g1 T, D# g$ G+ n+ A: ~$ G b. An airport clearance limit at locations that are+ G, N: f5 P6 Q0 [5 f1 @$ D Y, ] within/below/outside controlled airspace and with‐' Y9 z$ X8 i' x; }# F+ J out a standard/special instrument approach0 \1 ^/ r- u. ^8 d" ]8 T procedure. Such a clearance is NOT AUTHORIZA‐. C9 ~5 o9 G* t) H4 U3 B/ \ TION for the pilot to descend under IFR conditions A' F$ s$ s6 a9 ]# @3 R2 a below the applicable minimum IFR altitude nor does& a2 Z/ {; @ X3 u- h( S it imply that ATC is exercising control over aircraft - k3 b7 j; s6 ?in Class G airspace; however, it provides a means for ) N! y' F7 [" G) q) P7 K4 lthe aircraft to proceed to destination airport, descend,( R2 `; u6 W6 W4 i5 e! Z# Q1 o* l and land in accordance with applicable CFRs. U# u: E( o: h2 D, i governing VFR flight operations. Also, this provides: f- ~6 y0 u5 N" K( |4 |* C8 v search and rescue protection until such time as the / @# G5 y, H7 z1 KIFR flight plan is closed. 7 l+ g. X! G0 W3 E(See INSTRUMENT APPROACH : c. H: G. U1 ?) R: DPROCEDURE.) / D- D- u. w% {5 ]9 O8 ^CRUISE CLIMB- A climb technique employed by ' Z% G3 C- b2 k% y2 \aircraft, usually at a constant power setting, resulting : K$ G0 R0 I+ ?% S8 Hin an increase of altitude as the aircraft weight& J* T1 [& z" w, F3 Q) g$ L; y decreases.: t) ~5 A0 m0 X/ G' F' O) I CRUISING ALTITUDE- An altitude or flight level/ p% _; c+ r1 L O$ L" G, p maintained during en route level flight. This is a6 Q7 D- F# y2 F. Z. Z$ E constant altitude and should not be confused with a: r6 P9 E/ K8 b& F6 h& A$ M cruise clearance. }3 m5 x1 }- J {. F+ _ (See ALTITUDE.) V2 N9 F7 _- a/ F3 b O (See ICAO term CRUISING LEVEL.) & r. I9 u' @1 j. F% G* A' @8 u3 WCRUISING LEVEL(See CRUISING ALTITUDE.) 7 X% e0 L% W. H8 D9 [0 uCRUISING LEVEL [ICAO]- A level maintained% W6 P& B9 K( W5 V during a significant portion of a flight. % @, y+ C8 y* g* I ]! PPilot/Controller Glossary 2/14/08/ f* |/ l7 |: t. |3 x4 [ PCG C-99 @ D, O T( s. a x/ G: B CT MESSAGE- An EDCT time generated by the+ @% ~' v% v3 b+ O ATCSCC to regulate traffic at arrival airports. 6 s- n! `- q, |) @Normally, a CT message is automatically transferred* t6 C: ^& {3 s9 L; {0 h# e+ s from the Traffic Management System computer to the . T2 \) u* O# c/ K; }% z! N7 v' @NAS en route computer and appears as an EDCT. In, z9 F- q! L1 X7 D0 m the event of a communication failure between the" L0 i7 y, B$ I" D' C' n, h" Q TMS and the NAS, the CT message can be manually 0 K( p# |1 L- A- j2 A) }entered by the TMC at the en route facility. % D' z, e- p2 ~8 l& c; t" UCTA(See CONTROLLED TIME OF ARRIVAL.)& @) m$ y4 `! g. i (See ICAO term CONTROL AREA.) 0 g% T) W, s6 Q# g* d# uCTAF(See COMMON TRAFFIC ADVISORY ) ]4 p, D, v% W6 t+ m' v& M t1 ]FREQUENCY.)8 O. j1 ?2 J$ N; q CTAS(See CENTER TRACON AUTOMATION/ k1 A e$ d! H. U( ]& X% d SYSTEM.) 0 r8 v, R) n: ?4 dCTRD(See CERTIFIED TOWER RADAR DISPLAY.) 6 R5 X1 _' M$ i$ }, R( K( W4 dCURRENT FLIGHT PLAN [ICAO]- The flight % b- \" u6 _9 v- ~+ R7 r: oplan, including changes, if any, brought about by 4 _3 \; Q' d& D Vsubsequent clearances. ! L& \+ X7 F3 P! n+ YCURRENT PLAN- The ATC clearance the aircraft& n5 Q6 @4 Q3 L1 ?4 G8 w; T [ has received and is expected to fly. # R* J: d3 j+ b4 @) s/ OCVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE. K" l9 c8 W) y- B7 E% G APPROACH.). P/ X) a+ Y& T8 y CWA(See CENTER WEATHER ADVISORY and! @* A( s. Z1 q WEATHER ADVISORY.)! K5 a! Y1 S$ ]. E) W6 j# J$ y Pilot/Controller Glossary 2/14/08 0 Y% i+ h% S' J% CPCG D-1 $ ?) @2 ~2 s& h. v9 L9 I K ND ) S# T4 H( h6 m, |6 ^- B1 b. CD‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL 2 |( b |; A t- a1 K% mINFORMATION SERVICE.) 0 s; d. O. h6 Y2 z; Y. y9 oDA [ICAO]- + H" V" u6 T, u2 N$ F(See ICAO Term DECISION3 c6 ?/ p7 f. G1 d8 O3 z ALTITUDE/DECISION HEIGHT.)2 g$ C- ]. `0 A1 b* k DAIR(See DIRECT ALTITUDE AND IDENTITY , d0 \/ d6 {3 t+ s( w( E, q2 pREADOUT.): ~' r# e* d& x: v/ [ DANGER AREA [ICAO]- An airspace of defined ?. c ?2 i7 [( S) c9 K3 w dimensions within which activities dangerous to the 9 \) q; X4 H+ H1 T. ?flight of aircraft may exist at specified times.) B" `* a, a1 Y4 _/ C& k, T Note:The term “Danger Area” is not used in7 _, a% B x& s) i* H! z, j reference to areas within the United States or any/ [6 k/ {" G7 v of its possessions or territories.4 j S; C7 ^- g! Q DAS(See DELAY ASSIGNMENT.). W: o6 I& C; P' U! u' b( @! S DATA BLOCK(See ALPHANUMERIC DISPLAY.) : H* b4 X8 _: {! mDEAD RECKONING- Dead reckoning, as applied . ^' ]6 D ]0 _& wto flying, is the navigation of an airplane solely by, \; N. \- i5 v/ k# [ means of computations based on airspeed, course,8 m8 e6 E8 d9 d/ ~% j' y( Z/ g heading, wind direction, and speed, groundspeed,$ Q" g% ]# ?. T4 [1 a' Q; p and elapsed time.* w2 A) {6 Y- o! |/ N! m8 k$ \& @+ ~: X DECIS ION ALTITUDE/DECIS ION HEIGHT / f. W& A2 |& ?' K- w6 J% R) x) h[ICAO]- A specified altitude or height (A/H) in the " u& B2 Z( N. @9 P% P9 A" U. _8 Nprecision approach at which a missed approach must) L' z0 C* U3 b, |% P. x; Z% @ be initiated if the required visual reference to- e0 d. S. P% O, O7 ]' h continue the approach has not been established.8 e7 i. |0 M8 o" e Note 1:Decision altitude [DA] is referenced to 2 Z, I! n6 Y1 `! Gmean sea level [MSL] and decision height [DH] is # e, e( J; Q9 d7 c4 S0 D4 R, T( Creferenced to the threshold elevation. 4 \, I0 w$ q- g7 TNote 2:The required visual reference means that. {2 t; W/ u9 V# U/ @# i, f section of the visual aids or of the approach area# w& Z3 K q$ N3 c( o4 ~ which should have been in view for sufficient time* a! o3 M8 L, b for the pilot to have made an assessment of the 6 T* f* @, ~6 U7 Y+ d! baircraft position and rate of change of position, in ' w$ A9 x( w# x2 F0 d/ W' irelation to the desired flight path.: O8 |6 t6 ?0 z! h) Q1 O DECISION HEIGHT- With respect to the operation 1 {' \- W* a4 S$ wof aircraft, means the height at which a decision must; P0 S4 h6 C3 s6 J be made during an ILS, MLS, or PAR instrument( A Q2 a+ K* M9 }- F approach to either continue the approach or to execute 0 ~! k6 h- f( ya missed approach. : P( T- W. ?6 a(See ICAO term DECISION" {* }2 f) |3 i8 { ALTITUDE/DECISION HEIGHT.)$ v, G5 U. H3 V# ?: ^ DECODER- The device used to decipher signals! f/ s8 J0 S* Q0 h received from ATCRBS transponders to effect their- V( K4 a1 t3 s- J/ S display as select codes.; d( e. T% ?( f (See CODES.)6 ]1 f; }' B' O: E1 O1 _ (See RADAR.)5 s; X) T& U( d" J) L5 } DEFENSE VIS UAL FLIGHT RULES- Rules5 j: n3 S3 s, B9 p applicable to flights within an ADIZ conducted under + ^" a. e5 l! z/ O6 p! {. S9 A7 ethe visual flight rules in 14 CFR Part 91.! K, w+ A! d7 h (See AIR DEFENSE IDENTIFICATION ZONE.)$ [. w8 x+ C! l0 F, K3 T (Refer to 14 CFR Part 91.)0 c( C, K! ~( x" j, j( ]1 O (Refer to 14 CFR Part 99.)4 i& K0 |. H. W% k/ c( K% H' t9 S6 n DELAY ASSIGNMENT (DAS)- Delays are distrib‐5 z7 D. l+ n$ Q* p! b4 G; P uted to aircraft based on the traffic management 4 x* w) _* |- ]; ~9 ]! z2 yprogram parameters. The delay assignment is2 N$ f/ \* \; k, @ calculated in 15-minute increments and appears as a2 s3 Z4 o5 \. M9 y4 E' x table in Enhanced Traffic Management System / x0 k$ e3 Y. s( L9 A(ETMS).2 p4 D# B- d* R. F+ S DELAY INDEFINITE (REASON IF KNOWN)) I# C2 E% e- V& ` EXPECT FURTHER CLEARANCE (TIME)- Used: O3 i' \: x$ y7 V by ATC to inform a pilot when an accurate estimate 6 I; V9 j- t- n5 @ Wof the delay time and the reason for the delay cannot $ Y0 n& s! S0 x. Dimmediately be determined; e.g., a disabled aircraft8 H3 N9 h+ P* B; b. A4 j0 f# P on the runway, terminal or center area saturation, , ]0 p% V1 K1 L7 A. ^7 V; n8 oweather below landing minimums, etc. * l) N) H0 m/ m! E(See EXPECT FURTHER CLEARANCE (TIME).) ) s: d# `6 v; {/ z) X0 d, `* nDELAY TIME- The amount of time that the arrival: Q' @. B" @; X+ T% P must lose to cross the meter fix at the assigned meter 2 x7 g( L) \% I- vfix time. This is the difference between ACLT and+ D# @. d9 z3 s) b- l VTA.) ^5 v4 B' J$ `" ]7 X DEPARTURE CENTER- The ARTCC having# V1 C# q" C; ?5 c5 @6 }/ |: X jurisdiction for the airspace that generates a flight to P/ f9 }7 O# T! c6 t; e& Z& B the impacted airport.) Q4 t, S4 y4 ^$ T7 J DEPARTURE CONTROL- A function of an ) k1 d4 N3 ^' D$ napproach control facility providing air traffic control ; n9 `4 q+ B- t3 y2 r% g; i& {! cservice for departing IFR and, under certain " U8 p# D# ^% F( T, w6 fconditions, VFR aircraft.8 B; O h0 v% {! W. H (See APPROACH CONTROL FACILITY.)' i! n: t+ ^8 z2 m+ C6 y (Refer to AIM.)( ?* ^/ j h- d$ H DEPARTURE SEQUENCING PROGRAM- A 5 ^: s/ r- q5 z9 [program designed to assist in achieving a specified $ x# v/ I; C( k! O4 B. M5 linterval over a common point for departures. - X g' z, T1 d9 d3 ZPilot/Controller Glossary 2/14/087 S8 g7 q# t6 } O PCG D-2 6 }1 p2 X: s5 z/ NDEPARTURE TIME- The time an aircraft becomes % b1 T1 k" i, O( v% |airborne. 9 m' j/ q) O9 p# ~8 h+ k/ `5 W# jDESCENT SPEED ADJUSTMENTS- Speed decel‐. y7 k8 l. N% P8 v: `! N" f eration calculations made to determine an accurate! S. ~& V! F8 Q& l: u' U# ~" O( K VTA. These calculations start at the transition point# f# ~$ e2 ]' w' a% \" ~! V and use arrival speed segments to the vertex.* u ?6 h4 ^ x DESIRED COURSEa. True- A predetermined desired course direction 9 Y$ x; Z5 O; {$ qto be followed (measured in degrees from true north). w" V& H4 S! S' R# I/ x/ jb. Magnetic- A predetermined desired course 6 ?) w" Y' }6 z8 D% a! \- Udirection to be followed (measured in degrees from' P3 j- R6 l- A( ]! z local magnetic north).& X% }- |$ l% v/ @) A DESIRED TRACK- The planned or intended track( T3 N) P6 x3 d7 W between two waypoints. It is measured in degrees 4 }1 C% C, B* r7 r" ^" dfrom either magnetic or true north. The instantaneous3 R3 a; ]+ @- E- p' p1 y% O0 r angle may change from point to point along the great ) T8 E+ T7 m& ?% z* jcircle track between waypoints.8 w2 J6 t( v) C DETRESFA (DISTRESS PHASE) [ICAO]- The) j. S8 r2 U0 m; t7 M! |) \ code word used to designate an emergency phase; |* b$ Q- C8 ~% Z: C wherein there is reasonable certainty that an aircraft 2 l: M1 E& t$ g" R hand its occupants are threatened by grave and. ^) r9 ~" P8 I p' T- `3 e imminent danger or require immediate assistance. e: a) |6 i0 J$ _$ p6 s8 a- R. p& l9 ODEVIATIONSa. A departure from a current clearance, such as an 9 t) I2 [) ]0 ^+ |- Eoff course maneuver to avoid weather or turbulence.. X# t5 N: O$ @ b. Where specifically authorized in the CFRs and ! G' N! t2 g. r, W( h5 Zrequested by the pilot, ATC may permit pilots to 0 p( D8 S( b, Sdeviate from certain regulations.7 `( R/ l! d) A N (Refer to AIM.)( v# }* q; u) j- ?' a! \ DF(See DIRECTION FINDER.) ! }4 E2 G$ L6 YDF APPROACH PROCEDURE- Used under( {4 A" q( J3 k/ A3 o emergency conditions where another instrument! o y2 W5 e% O$ ~/ W approach procedure cannot be executed. DF guidance! x' r& P- [/ I P. d9 ^, v for an instrument approach is given by ATC facilities! n* x. w; S. L0 _/ ] with DF capability. ! ?. m' S/ q2 V, u* J* r(See DF GUIDANCE.)7 a6 u& @' w! h (See DIRECTION FINDER.)$ u# P- v7 G! ~/ O7 I* |9 b' Y (Refer to AIM.). P7 z0 q! E+ R$ }& K' J DF FIX- The geographical location of an aircraft y" N. ^" d$ m* o obtained by one or more direction finders. + u+ X2 @" P2 l" @(See DIRECTION FINDER.): e/ f9 S' I3 p& f( w DF GUIDANCE- Headings provided to aircraft by 2 n0 a8 V% k7 q+ yfacilities equipped with direction finding equipment. ) p. e2 d( B3 s* Y5 _/ fThese headings, if followed, will lead the aircraft to 9 D$ c$ t5 U: N: V6 f; n9 wa predetermined point such as the DF station or an 3 z4 L, |& F+ ]$ tairport. DF guidance is given to aircraft in distress or+ {1 ~& y" m. r' E( F to other aircraft which request the service. Practice8 E- d# D) @! a c& J" T# w0 U DF guidance is provided when workload permits.0 }. P3 f$ f. R$ ~$ I$ l (See DIRECTION FINDER.)6 f! }) }/ x' `% K8 U (See DF FIX.)" `5 x7 B9 B% A (Refer to AIM.) % j$ T8 x: h( V- t9 z2 pDF STEER(See DF GUIDANCE.) {& z: ^" X, l DH(See DECISION HEIGHT.) ) F- P2 C/ |) ~' ~DH [ICAO]- " T- s" m% C' i& H. o5 X(See ICAO Term DECISION ALTITUDE/% w+ B" L4 b% k9 }* s! W4 | DECISION HEIGHT.)5 s& L) j* q8 H( C, l9 }$ C0 R DIGITAL‐AUTOMATIC TERMINAL INFORMA‐5 o. B; [: s, j7 \; c' L! { TION SERVICE (D‐ATIS)- The service provides " S+ ^) d4 U/ \1 ^& Q% Q1 g$ d; F! ` ctext messages to aircraft, airlines, and other users ) c/ ~7 d( Y o; Youtside the standard reception range of conventional 3 A2 t: \# j( \- X u8 Z: cATIS via landline and data link communications to" [; L/ t* Z4 N- x the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to 9 K9 i0 C" H$ I! vall aircraft within range of existing transmitters. The: e+ a, ?- ?4 {; f; ?; M Term inal Data Link System (TDLS) D‐ATIS , g; u+ u7 H0 b3 @; }4 h1 X: H% Bapplication uses weather inputs from local automated4 g5 e: k5 k6 M5 D weather sources or manually entered meteorological. u1 V3 z _; m& }6 N& B5 U8 ~ data together with preprogrammed menus to provide 6 t! S- T: r" N {standard information to users. Airports with D‐ATIS' i! G' Z+ l, G/ L; t! L' B capability are listed in the Airport/Facility Directory. ' r' r& }6 F% Q: B- z8 |* l+ F4 aDIGITAL TARGET- A computer-generated symbol& Y# a: T8 F" b1 d \ e representing an aircraft's position, based on a primary 8 d. ]: |. A. s& V, i+ Treturn or radar beacon reply, shown on a digital 3 D7 `0 ?0 k5 R9 F/ Z7 o+ }, ydisplay. 9 j6 O9 X% w$ N; r9 Q+ kDIGITAL TERMINAL AUTOMATION SYSTEM 9 J8 m5 [/ U _$ L: E(DTAS)- A system where digital radar and beacon + ?' x9 z5 e! G Y* F2 ~data is presented on digital displays and the + p6 \5 _# L3 z: `' x" Soperational program monitors the system perfor‐ & X' S$ l2 E/ z7 T+ {mance on a real-time basis. 6 `; D* _+ Q. f# NDIGITIZED TARGET- A computer-generated - f8 _3 P- t! M+ d1 Aindication shown on an analog radar display resulting % h! Z) v- y ]: X) G7 xfrom a primary radar return or a radar beacon reply.6 ^# V/ X& x6 p7 C4 M! b0 H& v DIRECT- Straight line flight between two naviga‐ " A: b( M8 ?) P* C' wtional aids, fixes, points, or any combination thereof.9 ^! E ~( I3 R: `+ J When used by pilots in describing off‐airway routes,7 b0 ]6 R: Z8 }" d points defining direct route segments become% X% l8 M2 y+ m1 ^% u# ? compulsory reporting points unless the aircraft is4 e( o9 B4 j% J# } under radar contact. 9 R2 k5 y; U! V( b' A2 f) q. i$ uDIRECT ALTITUDE AND IDENTITY READ‐; E N" a. q: b OUT- The DAIR System is a modification to the 1 _" }! ]7 k' k: J. ~Pilot/Controller Glossary 2/14/08, l5 [1 e5 q( `6 g: L PCG D-3# o1 [! v- m* m( w/ | AN/TPX‐42 Interrogator System. The Navy has two5 z4 p- b. n; E& [ adaptations of the DAIR System‐Carrier Air Traffic 8 H: ^- i5 f8 N1 W" dControl Direct Altitude and Identification Readout7 D& v8 i! g2 j2 C System for Aircraft Carriers and Radar Air Traffic % F/ q: r0 }& I4 b; ]8 I0 C( ZControl Facility Direct Altitude and Identity Readout 0 D/ Z- I7 p5 p5 @5 ^System for land‐based terminal operations. The8 h, {) n0 d) ` DAIR detects, tracks, and predicts secondary radar ! `% H8 z; X M/ Saircraft targets. Targets are displayed by means of + D! I, w/ I) L8 Z- b/ Qcomputer‐generated symbols and alphanumeric ! |/ ]/ s5 Q6 e1 l4 bcharacters depicting flight identification, altitude,4 M" ?0 s" W8 \' P5 J) C ground speed, and flight plan data. The DAIR System5 P. X* V, C7 v& a& @ is capable of interfacing with ARTCCs. 9 t3 T0 a# @2 r$ }3 ODIRECTION FINDER- A radio receiver equipped1 x1 W. H9 Y1 ?$ ^$ j8 I) w) @% I with a directional sensing antenna used to take) m7 J, L7 g( t& b6 J: c+ N! }1 L bearings on a radio transmitter. Specialized radio: G! t6 |* H: U- h9 H- }/ K direction finders are used in aircraft as air navigation 2 b3 p9 I/ A& R8 jaids. Others are ground‐based, primarily to obtain a 4 Y; J1 ^5 h" v7 c6 z h# x5 V. n8 N“fix” on a pilot requesting orientation assistance or to9 |/ o8 l' w- b! y2 f1 b t; t( ]. s locate downed aircraft. A location “fix” is established * F/ C9 [- G _1 s. Q8 W9 J3 \; yby the intersection of two or more bearing lines6 C. }7 c" z: g9 r/ P" i plotted on a navigational chart using either two9 b8 i ]9 E3 ?) ?3 t separately located Direction Finders to obtain a fix on , _: w, Q6 v3 d) b# tan aircraft or by a pilot plotting the bearing 5 k- U- E. g# b2 o" `4 \2 a! m' B8 \indications of his/her DF on two separately located 0 `# ^! S' \# i, y0 z' E+ Mground‐based transmitters, both of which can be 2 e1 r' C* ?3 }8 Q" ]+ s: j5 @identified on his/her chart. UDFs receive signals in& ~& u' k6 N& l) p5 d( | the ultra high frequency radio broadcast band; VDFs9 O% [' j0 z2 L$ ~ in the very high frequency band; and UVDFs in both 4 l. D8 k0 c8 _' q: {! Hbands. ATC provides DF service at those air traffic/ O5 [% U0 ]0 k2 t control towers and flight service stations listed in the6 w$ R& [* u6 Y. ~ Airport/Facility Directory and the DOD FLIP IFR En % j- `% M& c, G: M9 w" O, ARoute Supplement.4 C% |& S# g# h: r# _. D" j (See DF FIX.); }/ ]* }5 P4 Q: V2 R8 j& E; a (See DF GUIDANCE.) , }/ v' ~. v/ Y4 X+ k5 tDIRECTLY BEHIND- An aircraft is considered to 0 i5 c9 _7 i+ hbe operating directly behind when it is following the" g3 |3 K. X a7 x) `, k actual flight path of the lead aircraft over the surface # {3 t, C0 d4 l3 m/ Zof the earth except when applying wake turbulence6 o* z! D6 ]) }1 ~1 T7 \9 n separation criteria.! q. S' x3 A" V DISCRETE BEACON CODE(See DISCRETE CODE.): Z; w# P) }8 |$ a- F DISCRETE CODE- As used in the Air Traffic6 R. W* j, Z* L- [2 s Control Radar Beacon System (ATCRBS), any one 0 L* u! N- q$ H& X9 \( eof the 4096 selectable Mode 3/A aircraft transponder 9 ~" d5 s' z7 q' U3 f& B0 icodes except those ending in zero zero; e.g., discrete4 P( k9 M9 B; ~( R" D, U codes: 0010, 1201, 2317, 7777; nondiscrete codes:" P. Q5 V: f/ R3 \ 0100, 1200, 7700. Nondiscrete codes are normally S9 E1 Z* j% H reserved for radar facilities that are not equipped with( M$ k- X* \ }$ o7 O discrete decoding capability and for other purposes 1 C* ~# u4 q& @. M. Usuch as emergencies (7700), VFR aircraft (1200), etc. * u! U3 q$ I4 R* e2 O(See RADAR.) . W; ?& c: q/ {% H' A! V(Refer to AIM.) , Z. e) U# |) g2 fDIS CRETE FREQUENCY- A separate radio ' N) \; n$ l; h$ Q- K, m9 O; I* bfrequency for use in direct pilot‐controller commu‐ 8 R g% l _" t' C/ ~nications in air traffic control which reduces 8 h' h! z6 _$ Q6 F. w0 I5 afrequency congestion by controlling the number of" e7 v# Z4 j. a" T5 o7 f8 ]1 @ aircraft operating on a particular frequency at one ! O, Y2 v3 h7 e8 t# u( Z) jtime. Discrete frequencies are normally designated% f+ f2 b/ r+ K' G, v for each control sector in en route/terminal ATC8 g8 h2 y6 n: n/ l. T% z facilities. Discrete frequencies are listed in the# @' c5 W0 N6 N% B Airport/Facility Directory and the DOD FLIP IFR En " e) Z$ D7 W' q4 V" o8 |Route Supplement./ ^& w& \9 s6 R1 n, ~ (See CONTROL SECTOR.)2 e7 Q X: [+ E9 Q. P DISPLACED THRESHOLD- A threshold that is) T, H1 M, q. N8 u6 R. _ located at a point on the runway other than the# x& b1 m- v9 A9 w designated beginning of the runway.2 g2 U4 o3 v/ R( O& V (See THRESHOLD.)5 l6 F: A: S/ N! J3 J6 w (Refer to AIM.) & b* Z! I5 ?0 ^/ _8 aDISTANCE MEASURING EQUIPMENT- Equip‐9 |+ ~ B! g3 m8 z ment (airborne and ground) used to measure, in2 s) z$ \( _! k9 ^+ Z' E nautical miles, the slant range distance of an aircraft0 O* x4 a! l9 O( r from the DME navigational aid.) y& G6 U2 F5 w- L2 g) z( K (See MICROWAVE LANDING SYSTEM.)) q. Z) S% d o) W (See TACAN.)6 S/ s/ g6 d* S) R" ` (See VORTAC.); }- m$ ~1 ~( h: N DISTRESS- A condition of being threatened by * u4 |% j4 Z, m4 ?2 S: D0 @# Kserious and/or imminent danger and of requiring 6 G3 T! M1 Y5 Y6 l6 F; ~, h* Simmediate assistance.4 j( E. x3 }5 B6 R) p' y DIVE BRAKES(See SPEED BRAKES.) # d: O5 c, f6 } v6 z9 pDIVERSE VECTOR AREA- In a radar environ‐& O p" u5 r( x* z ment, that area in which a prescribed departure route/ F. `7 z( t! I/ K6 ]0 { is not required as the only suitable route to avoid" @% v0 y6 h7 H. [- X/ ] obstacles. The area in which random radar vectors ) ~; f, o/ a* O5 _3 n- \below the MVA/MIA, established in accordance with8 Z4 m# {6 H8 n2 |+ ` the TERPS criteria for diverse departures, obstacles2 f5 O. ~1 |; ^, v8 g and terrain avoidance, may be issued to departing & e% Q9 T1 x2 l2 P& V( ]2 yaircraft. 5 c: ^% t+ L+ C3 Z% K) G# _DIVERSION (DVRSN)- Flights that are required to- U: d: r/ ~. V land at other than their original destination for; e: f0 D9 r2 b5 [. E$ {5 U reasons beyond the control of the pilot/company, e.g.& o t k) ?: w' p" [ periods of significant weather.3 u( s/ V7 O, ?: g+ T- E DME(See DISTANCE MEASURING EQUIPMENT.) # m, @9 {! F+ LPilot/Controller Glossary 2/14/08- _1 U" p( w; B3 ^4 L PCG D-4! p: O, [: Z. c. d H f( I3 A- J DME FIX- A geographical position determined by( S. R8 l8 I* l% B reference to a navigational aid which provides {* V9 x [! r0 r4 ^, B) b distance and azimuth information. It is defined by a- y$ ~# v' I$ ]+ N+ U6 v0 Z specific distance in nautical miles and a radial,- G7 e2 F0 {, l2 I azimuth, or course (i.e., localizer) in degrees) z i: b$ w7 u magnetic from that aid. 5 L( y% K( i9 m) y(See DISTANCE MEASURING EQUIPMENT.) + B7 u1 x0 F& C5 S) b1 g+ k(See FIX.) : M/ F+ n1 T9 `& Q8 P6 @! d(See MICROWAVE LANDING SYSTEM.)1 A. d4 T5 Z% f5 N DME SEPARATION- Spacing of aircraft in terms of : s; r: K, a- n) ?3 Pdistances (nautical miles) determined by reference to) T7 _; N9 Y$ Q X# H distance measuring equipment (DME).* k# d& O3 ]* h' Y6 a (See DISTANCE MEASURING EQUIPMENT.) 8 n5 c! h9 t# f/ t" _- e4 xDOD FLIP- Department of Defense Flight Informa‐. _2 e7 s. D' l: |& `, @ tion Publications used for flight planning, en route,1 X8 E9 _8 Y0 Y, y; e* h and terminal operations. FLIP is produced by the ( T1 r- D4 w$ D0 {National Imagery and Mapping Agency (NIMA) for 9 S* o$ I+ x4 U" V+ D# F* u- Cworld‐wide use. United States Government Flight , J* @; j" R% M. S7 v; P! X( x$ ~Information Publications (en route charts and/ P4 O( C) m/ c- K7 L instrument approach procedure charts) are incorpo‐8 F3 T P1 o1 {" W4 r# R) U rated in DOD FLIP for use in the National Airspace" T* ]1 E; R' S# A9 T% U0 H System (NAS).4 [) a0 a. F* h* A& M: H$ A DOMESTIC AIRSPACE- Airspace which overlies ! R$ R# r- |: @: ]the continental land mass of the United States plus! _9 U7 |& u+ Z- T2 k4 C6 y Hawaii and U.S. possessions. Domestic airspace & P+ q0 H7 k: }8 h# g+ ?extends to 12 miles offshore. 0 q6 N! J8 c1 yDOWNBURST- A strong downdraft which induces t5 R! R' ]% W- f% w an outburst of damaging winds on or near the ground. 7 q& r8 c- S3 P) r" EDamaging winds, either straight or curved, are highly( \! _* l' V0 C divergent. The sizes of downbursts vary from 1/2. q" A' Y+ w9 f& s2 f# H2 r0 Q mile or less to more than 10 miles. An intense * a$ }$ T- m4 S8 A- tdownburst often causes widespread damage. Damag‐ 6 e6 M* E, J7 O* K; J" T/ Bing winds, lasting 5 to 30 minutes, could reach speeds & R9 B4 [. k- K/ ~# e. k! C4 las high as 120 knots.' ]7 J _" o" \! G DOWNWIND LEG(See TRAFFIC PATTERN.)- z4 z ]0 w) X5 H! r DP(See INSTRUMENT DEPARTURE PROCEDURE.)) [! c D2 R3 X) @. U/ U DRAG CHUTE- A parachute device installed on : J+ P$ S9 h) C kcertain aircraft which is deployed on landing roll to# U) H2 u3 Z# n5 f assist in deceleration of the aircraft.! Z B0 K8 R$ @ DSP(See DEPARTURE SEQUENCING PROGRAM.): p- \) `2 p" A# J DT(See DELAY TIME.) % J$ M5 Q! q3 ?5 l2 }( }5 VDTAS(See DIGITAL TERMINAL AUTOMATION$ ~/ N1 J" y+ P& Z z* O7 L SYSTEM.) " X; S$ Q, V; B& v' {( q$ MDUE REGARD- A phase of flight wherein an L9 f. F; |: Z; ?, paircraft commander of a State‐operated aircraft7 I/ Q8 O7 d/ F# Y! ~8 |& C assumes responsibility to separate his/her aircraft2 H: g% e; z, e, w% [# @% f from all other aircraft., \/ N* W: H \* E) w (See also FAAO JO 7110.65, Para 1-2-1, WORD0 d7 Y3 w9 Y) P1 c0 K MEANINGS.) + O/ z" @/ _8 Q- g, HDUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY / V+ C# t5 j4 C { ~0 L: E$ w1 ^RUNWAY.)9 u# j: Q2 g( w9 o6 ~; A( ~* T: J DVA(See DIVERSE VECTOR AREA.) % v! c' ~6 ^' s8 r+ [: U1 V1 m4 O: ?DVFR(See DEFENSE VISUAL FLIGHT RULES.) " B1 j- v* u! H8 hDVFR FLIGHT PLAN- A flight plan filed for a VFR. o; g" q# w; @- G ~# c% {8 ?6 ?. ~ aircraft which intends to operate in airspace within 3 A+ o7 F' y! {: N fwhich the ready identification, location, and control, ~$ z+ C( v+ M" N0 C! _" J6 j3 b of aircraft are required in the interest of national% D4 R. s/ X4 F+ g security.7 r1 s- r! O, X/ x# d H DVRSN(See DIVERSION.) : _' [7 d# {! ^0 S- `! u5 rDYNAMIC- Continuous review, evaluation, and 8 U4 P% @$ g) Mchange to meet demands.+ q8 P: q. a1 o' R, K: G DYNAMIC RESTRICTIONS- Those restrictions 2 Q& \- c7 b8 W( o$ K. iimposed by the local facility on an “as needed” basis& Y1 l) {$ D0 D# O" V6 t to manage unpredictable fluctuations in traffic" O0 `- P& z# h# ]3 W demands. , K' _& K3 K+ B6 y; `Pilot/Controller Glossary 2/14/08 " `4 v2 [2 W$ B, ^ v6 XPCG E-1 3 i9 W1 t' l7 w1 B( r! r1 QE 3 T5 s: ]* T2 H5 E) p2 A) F8 P" fEAS(See EN ROUTE AUTOMATION SYSTEM.) E* U/ T: o9 i, R EDCT(See EXPECT DEPARTURE CLEARANCE / Q" ]6 l# f% b+ eTIME.) + z( q6 K! A6 {+ Y% C) DEFC(See EXPECT FURTHER CLEARANCE (TIME).)1 Q9 D+ Z' z, _0 ~ ELT(See EMERGENCY LOCATOR TRANSMITTER.)7 U' L* @6 i2 X$ h u; g EMERGENCY- A distress or an urgency condition.2 l% `! V$ ~' b, x& t$ L EMERGENCY LOCATOR TRANSMITTER- A + P, B+ Y* e- R5 ~( Q# Oradio transmitter attached to the aircraft structure, z Z5 t* x L! U- [ which operates from its own power source on3 }: X4 n( o7 s# l: M: | 121.5 MHz and 243.0 MHz. It aids in locating0 k( g# V9 l0 W2 {9 r) L2 T! e% V downed aircraft by radiating a downward sweeping$ l. @( \, t; x/ c+ @& u6 }' Y3 h& i. c audio tone, 2‐4 times per second. It is designed to& V5 Y+ h& u4 D0 B4 U4 i function without human action after an accident.1 M8 H& t# F' z (Refer to 14 CFR Part 91.) x. U9 E' S+ X \2 A (Refer to AIM.)/ l8 A" ^6 \6 G2 n5 h E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE ! G9 k2 _6 z% m: r2 k2 \8 `$ PWARNING.) 8 V7 H6 o. |' ~& WEN ROUTE AIR TRAFFIC CONTROL SER‐5 z L6 _& a5 F0 H2 h4 i, ] VICES- Air traffic control service provided aircraft 5 n) q* [4 i u8 eon IFR flight plans, generally by centers, when these1 O* q7 p8 e' ?! c3 r* S aircraft are operating between departure and 8 [) d- Y$ D" x0 ?; Idestination terminal areas. When equipment, capa‐ 6 i8 S, u: F9 E5 Q: R3 N8 Cbilities, and controller workload permit, certain ! M8 H$ g$ ~+ j# H/ v! Ladvisory/assistance services may be provided to VFR: c; I$ d% z% t& q! J- |& o* I aircraft. ( b2 q& W+ r% W/ F7 [$ r5 k(See AIR ROUTE TRAFFIC CONTROL 9 y4 j6 A8 j+ \6 S- `( xCENTER.) ! x. u# h- M) H) P(Refer to AIM.)( d! b! h# J5 B$ A% \7 L EN ROUTE AUTOMATION SYSTEM (EAS)- The, t5 M+ I, ]! f4 ^ M8 N8 s5 `! z complex integrated environment consisting of & D8 G/ E* b# x! qsituation display systems, surveillance systems and$ {4 }, P8 ~' g7 M2 H6 b6 u flight data processing, remote devices, decision " g) B0 d$ O) U0 N* O$ Q& `support tools, and the related communications - R% \& S. }$ v& Y9 nequipment that form the heart of the automated IFR s7 q; @9 m4 G& z- c& W5 n. _, zair traffic control system. It interfaces with automated- o% U7 Y5 l* D7 m! L" r" h terminal systems and is used in the control of en route/ Q) `% k# Q+ J6 M( v3 I IFR aircraft. 0 }' b- O( \& @" g9 W0 p' ~(Refer to AIM.)3 B; `& Y& S2 O1 [4 H! b" I2 Y EN ROUTE CHARTS(See AERONAUTICAL CHART.)& n) m. Y O$ T EN ROUTE DESCENT- Descent from the en route7 L6 o; T6 h1 W% k, k cruising altitude which takes place along the route of8 R6 y. ~+ j3 R flight.* i7 L4 q: h; z( ~# S EN ROUTE FLIGHT ADVISORY SERVICE- A6 j8 ]1 {+ }8 \) i, E service specifically designed to provide, upon pilot/ q: s% {. R. |' F/ D W3 C request, timely weather information pertinent to 7 b+ k+ ]' J! K; E; q, ?his/her type of flight, intended route of flight, and ) x5 D, S! P( F. ]5 T. k$ K0 T- ]altitude. The FSSs providing this service are listed in , [" e4 n0 h( kthe Airport/Facility Directory.- J* w) q9 \4 q4 F8 I (See FLIGHT WATCH.) # `6 E2 s2 I$ |; d(Refer to AIM.) . |6 q( v/ J+ yEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.) / i: L, O) a; f( L. v! |EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)( O5 c5 Q/ I2 O& V/ t) C' O EN ROUTE MINIMUM SAFE ALTITUDE WARN‐+ t- ~9 u2 T, \; Z+ M# n ING- A function of the EAS that aids the controller+ [! V4 U) r) d5 ]" [ by providing an alert when a tracked aircraft is below/ U" d/ s# R, ] or predicted by the computer to go below a 2 g" O: C3 A& a3 b* }0 Tpredetermined minimum IFR altitude (MIA). 4 f- ~; |3 i- w( Q ?7 fEN ROUTE SPACING PROGRAM (ESP)- A 3 o5 b1 x. J R3 t* a; Cprogram designed to assist the exit sector in5 E% U% q k8 Y2 ]6 v achieving the required in‐trail spacing. 2 }1 d/ z( O$ j# j% ~EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a $ M* f" H+ B0 V) i* b6 N5 g) R* i- ?SID/STAR that connects to one or more en route5 h! f: N! X" X3 q! Z# d/ {1 { airway/jet route. " x* U! ^ t+ `5 {$ {" zb. RNAV STARs/SIDs. The portion of a STAR . `$ g, s8 G6 l6 f+ Z3 u8 wpreceding the common route or point, or for a SID the 7 j1 F8 s2 f9 |9 x+ e6 e1 R wportion following, that is coded for a specific en route, E8 M, R! A& ]) ?1 D fix, airway or jet route. - g3 _7 M7 P2 z# A: J U6 jESP(See EN ROUTE SPACING PROGRAM.) + _% A l0 X, Y. H( d, CESTABLISHED-To be stable or fixed on a route, q+ N8 u! n5 |8 d3 ]. S1 d- eroute segment, altitude, heading, etc. 0 P& {4 l! l. G; jESTIMATED ELAPSED TIME [IC AO]- The. m4 q6 v1 o) ?2 m* ` estimated time required to proceed from one `" I- y: r3 X6 |; f- _2 h significant point to another.) h- }1 Q# O* i. |5 G& k1 r: f (See ICAO Term TOTAL ESTIMATED ELAPSED% z5 i! X. W7 B9 ^% y# J5 ^9 ^- t TIME.)6 m! _3 V8 w! a Pilot/Controller Glossary 2/14/08 ) R9 n4 ?" l! ~% aPCG E-2; E" @4 Q; g0 z8 I) q3 ^* s ESTIMATED OFF‐BLOCK TIME [ICAO]- The2 p; k7 U0 b$ e* b6 e1 M estimated time at which the aircraft will commence, z! {* y( N& Q0 d. ]3 ]( }& j4 n6 J$ y movement associated with departure. 1 |: D3 R u& T/ Q0 U8 i Q3 Y* W, _ESTIMATED POSITION ERROR (EPE)- $ D) H; d- e D) t8 Q" Y. {(See Required Navigation Performance) 0 a% r. r. H6 l1 AESTIMATED TIME OF ARRIVAL- The time the, p/ [; t# c0 l, Z) L# q8 b flight is estimated to arrive at the gate (scheduled 5 j2 Z% Z0 q" Coperators) or the actual runway on times for& s2 `0 }0 d z8 ^2 w2 y6 L nonscheduled operators. " o& z. B2 Z" Q: YESTIMATED TIME EN ROUTE- The estimated , j) q2 p7 Q3 }1 Nflying time from departure point to destination3 t( M3 a( ^9 M (lift‐off to touchdown). ! |( B8 {4 W& l/ ~$ Y6 y! H" @ETA(See ESTIMATED TIME OF ARRIVAL.) ) W. c1 c% r+ f5 ^& i5 }" cETE(See ESTIMATED TIME EN ROUTE.) Z5 D- |7 H$ X& G& {- X* x' |2 s EXECUTE MISSED APPROACH- Instructions; n" s, H5 l+ n ]1 r issued to a pilot making an instrument approach8 |9 F; w& y# { which means continue inbound to the missed " r9 Z$ l- p' l4 Japproach point and execute the missed approach * p2 y! O7 d# F! `* nprocedure as described on the Instrument Approach : n$ o" j% ?. W& X8 }Procedure Chart or as previously assigned by ATC.5 ~- ]& Y: q: m5 u+ A! v4 p. J The pilot may climb immediately to the altitude : }+ B$ P0 {( c# h3 k6 ]specified in the missed approach procedure upon : E) I d7 q; c5 h/ i2 [making a missed approach. No turns should be' |9 e2 B. b; f initiated prior to reaching the missed approach point.( f/ w! K1 O( M/ z When conducting an ASR or PAR approach, execute & l6 s0 x* k% x! Othe assigned missed approach procedure immediately% Y) f. d4 M" h- ]: y/ _$ J upon receiving instructions to “execute missed0 c5 T0 ]0 d! U$ Y- b' q1 h approach.” / M+ v2 G' Z: n1 L7 l/ [(Refer to AIM.) x y3 b) I7 C8 M2 I EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used$ v! A5 V: p/ k$ F a7 o under certain conditions to provide a pilot with an9 ~/ n3 W* V2 u: B! o altitude to be used in the event of two‐way ; {' L* l o6 P9 _/ zcommunications failure. It also provides altitude : p4 U6 i, @! X+ x; u. j/ Ainformation to assist the pilot in planning. ) i( W7 E9 {; c3 B" }1 N' [5 v$ j(Refer to AIM.)8 l q; M2 n/ k1 S" `1 v( V EXPECT DEPARTURE CLEARANCE TIME( |- s# X& ^* h( s! ~7 f/ B (EDCT)- The runway release time assigned to an . I- O' b+ G1 |; Baircraft in a traffic management program and shown / J0 [ W6 i8 c9 N: b6 U( Aon the flight progress strip as an EDCT.$ a0 |. W, m! i$ l* C( Z (See GROUND DELAY PROGRAM.) X" |2 v* ~9 WEXPECT FURTHER CLEARANCE (TIME)- The 5 s2 V" ~# R# a7 e5 wtime a pilot can expect to receive clearance beyond a 4 R; r3 E" ?# w0 g* x4 _clearance limit. . N/ t$ \0 v. E( TEXPECT FURTHER CLEARANCE VIA (AIR‐ . E4 O6 J+ z: S- w6 YWAYS, ROUTES OR FIXES)- Used to inform a \, z: J+ ]# H" Z4 { pilot of the routing he/she can expect if any part of the4 D/ u5 t' Z: |) M: p2 c route beyond a short range clearance limit differs- h6 t2 A8 i% Z; y/ Q# b from that filed.( Y1 z( k; _ _# z W1 k EXPEDITE- Used by ATC when prompt com‐ 9 e2 S9 D* p$ ]# y Qpliance is required to avoid the development of an ) \+ g7 ^& T5 U8 O" Q0 B4 m* Vimminent situation. Expedite climb/descent normal‐ : y0 k* z5 y+ S |( T* A H* Nly indicates to a pilot that the approximate best rate. }& V$ d }& ^5 ?, Z! z4 O, ]5 H of climb/descent should be used without requiring an 6 W3 }1 T, Z, |" n4 }" T& Lexceptional change in aircraft handling characteris‐2 w. p4 s# C8 v8 I tics.# o; r. ~& y: s% p Pilot/Controller Glossary 2/14/089 ]! L/ Z: ~6 p6 p) ?! y PCG F-1 ( S3 V0 \8 u i0 F4 d# ~" M$ ^9 bF / \5 C% G$ {( m& |FAF(See FINAL APPROACH FIX.)/ v, r w4 i# { v FAST FILE- A system whereby a pilot files a flight " k$ ~% }3 b1 z. C, Hplan via telephone that is tape recorded and then) o" Z$ d7 B" J transcribed for transmission to the appropriate air 3 h" @, q* \; b" g3 j/ k+ Gtraffic facility. Locations having a fast file capability * F& M. d. Z% P' q: ]are contained in the Airport/Facility Directory. 7 }; g. @+ x/ B, N, o0 {, P& R(Refer to AIM.)5 u y2 k B) _6 N FAWP- Final Approach Waypoint ) h; r! N+ t2 d' b4 k' _& Y4 pFCLT(See FREEZE CALCULATED LANDING TIME.)3 W& [9 e3 v; n6 U FEATHERED PROPELLER- A propeller whose 4 }8 z+ b9 J! c& z' dblades have been rotated so that the leading and 9 e/ V' m+ w$ k% Btrailing edges are nearly parallel with the aircraft 3 ^) n9 ?7 z! V+ C, I/ l: Yflight path to stop or minimize drag and engine7 m& [7 M! t6 ]. V) x. ]9 W$ R rotation. Normally used to indicate shutdown of a: q8 P7 h5 Q- U) k* k; I reciprocating or turboprop engine due to malfunc‐ . j& Q x& V; I! w( D# J, Mtion.0 y5 C# A8 x O! u FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.) " w$ @5 c4 Z4 k1 _) |FEEDER FIX- The fix depicted on Instrument' N& u3 _& q1 x+ S) y0 |4 R) ^* \ Approach Procedure Charts which establishes the8 |# p+ P& j" j starting point of the feeder route.& i+ g8 v& i5 y9 W1 R8 ] FEEDER ROUTE- A route depicted on instrument7 C$ j+ D$ m. D1 m approach procedure charts to designate routes for; A5 U2 S4 j+ G+ Q7 S* z aircraft to proceed from the en route structure to the9 w( T1 I! q% O u7 k) a initial approach fix (IAF).2 b8 B h+ w3 f0 S9 Y6 o' N' [ (See INSTRUMENT APPROACH/ {: ^* ^. j# F, Q# ~& ~" b) ~ PROCEDURE.) # ^- c4 b( v. p$ L4 f- L, BFERRY FLIGHT- A flight for the purpose of:$ h4 e: Q3 V( ]# O' P8 O a. Returning an aircraft to base.' h- v. X i0 H: t% M7 _' ^4 ]8 k b. Delivering an aircraft from one location to; U' l. E' i/ w6 a! ?* S8 u another.3 i* k: N7 b- ?% Y# K1 E$ ?* B2 A c. Moving an aircraft to and from a maintenance+ c3 N" C+ C( [) U9 p4 }- P base.- Ferry flights, under certain conditions, may be7 [' a1 h' J1 y0 | conducted under terms of a special flight permit. . V! C- h( L% W# D# X- RFIELD ELEVATION(See AIRPORT ELEVATION.)3 O/ D0 h" x# P* p3 x, ?3 M FILED- Normally used in conjunction with flight H* W M- {9 E" x2 U plans, meaning a flight plan has been submitted to 2 r2 Z# H3 X7 s x# u F- [3 QATC.0 Z! B3 R) ]6 h/ {5 c/ Y1 t) B# K FILED EN ROUTE DELAY- Any of the following ! A: L. T! P, E, O% Opreplanned delays at points/areas along the route of. U" j$ Z% N; P5 Y+ G flight which require special flight plan filing and7 } j* n! K& J$ K& I1 Z4 d6 l handling techniques.6 F. m( ~. y H0 Z* r" p2 e a. Terminal Area Delay. A delay within a terminal9 o, o; h- Q& C8 t' b, M4 i area for touch‐and‐go, low approach, or other , f3 m6 X0 q: v* Y O4 ?) ^1 Oterminal area activity.# N! A& o2 Z4 i: e b. Special Use Airspace Delay. A delay within a 6 {) U4 b. N0 a7 ZMilitary Operations Area, Restricted Area, Warning 4 n0 B1 X9 E) G6 fArea, or ATC Assigned Airspace.7 @; ~: }8 d4 k c. Aerial Refueling Delay. A delay within an - k! Z+ l8 f4 T# d8 E2 KAerial Refueling Track or Anchor. f2 N% p3 Q( h' ~$ e0 |' Q0 |; `FILED FLIGHT PLAN- The flight plan as filed with3 _& v! ?, N8 v2 b0 h an ATS unit by the pilot or his/her designated; H. i, K ~+ G+ {# c representative without any subsequent changes or/ L& {) @0 C g: e) C5 s/ X8 I clearances. " e+ E# [: ?( P& n: `FINAL- Commonly used to mean that an aircraft is $ _1 B+ N# C# i, E- `on the final approach course or is aligned with a* `! \2 I( J% f* T2 I: f4 x landing area. 3 o8 g/ N# G" [/ m2 k/ X(See FINAL APPROACH COURSE.) : Q% ?& O5 `& ?9 k0 Y5 n(See FINAL APPROACH‐IFR.) 0 X& |8 s0 [5 K% u3 W. V5 E(See SEGMENTS OF AN INSTRUMENT 9 g4 n' j- T: y, p! Y5 kAPPROACH PROCEDURE.) / g, x1 s+ e( f5 nFINAL APPROACH [ICAO]- That part of an ! A" d9 S @- t6 g& m* g; d; tinstrument approach procedure which commences at- x$ N# J- n; q5 I6 z the specified final approach fix or point, or where ! t- F$ g4 w9 F+ y! Q" z* usuch a fix or point is not specified. * R/ ^0 m2 h$ l E3 N, x2 Za. At the end of the last procedure turn, base turn 6 f) o: o+ {- u6 eor inbound turn of a racetrack procedure, if specified;* |( A4 d) g7 j- v% h: V* Y or . Y" _/ H9 k$ o6 ~b. At the point of interception of the last track7 b5 G8 U: j9 ?7 F7 r specified in the approach procedure; and ends at a/ ?% S( Y6 O2 h2 H point in the vicinity of an aerodrome from which:- _- {" z* T8 l: K7 R 1. A landing can be made; or! `) P4 w6 N! J 2. A missed approach procedure is initiated. 8 ^' g, S* o) ]) z- C; jFINAL APPROACH COURSE- A bearing/radial/ - \, q3 u8 _2 w; U) Btrack of an instrument approach leading to a runway) C2 z, X$ _, s, p or an extended runway centerline all without regard : v) `$ l/ y) D* {: zto distance. - E7 z4 J6 I+ SFINAL APPROACH FIX- The fix from which the _1 |& x3 K [& z. a6 C final approach (IFR) to an airport is executed and5 a9 w' Z% n U/ |8 ?. M which identifies the beginning of the final approach* R Q) A' A7 g) w9 o segment. It is designated on Government charts by ~# m, |% @. O _/ S the Maltese Cross symbol for nonprecision 7 D( p9 h* B/ u1 IPilot/Controller Glossary 2/14/08; D! C3 t- t% [* j" ^ w' d PCG F-2 3 g3 W7 T6 s5 Q1 i/ s% U- Xapproaches and the lightning bolt symbol for , f) s, u" D/ u1 t+ E$ W1 Fprecision approaches; or when ATC directs a W9 i/ I# z- K9 d1 E2 S% @/ j* U/ i J lower‐than‐published glideslope/path intercept alti‐ 6 x2 p7 y" ~" H3 L$ @& H8 ], ?tude, it is the resultant actual point of the, e s/ V' s3 U$ A glideslope/path intercept. 2 |1 H& q$ M7 X; n2 Q1 O) @$ l ^(See FINAL APPROACH POINT.)$ j$ B# E: u. K. l (See GLIDESLOPE INTERCEPT ALTITUDE.)( v/ d) h& q5 p) z' Q8 y5 t (See SEGMENTS OF AN INSTRUMENT 6 J' _6 Z9 e5 k- C5 Q9 QAPPROACH PROCEDURE.) % Q9 q) C. [, Q8 b" S" MFINAL APPROACH‐IFR- The flight path of an$ k& a( A$ Q' i aircraft which is inbound to an airport on a final : O+ V: A; ~ \: winstrument approach course, beginning at the final2 ]" Q- [$ B5 e7 _6 s$ W$ w4 U approach fix or point and extending to the airport or . e! Z4 r, |( athe point where a circle‐to‐land maneuver or a missed 1 l) t. [3 H' ^6 c+ Y1 iapproach is executed. $ {, m* N9 g4 j(See FINAL APPROACH COURSE.). U" F( ?, H$ @% V f x. x$ c4 N (See FINAL APPROACH FIX.)# y0 z( \. x' ^# b/ T7 q7 Y3 e (See FINAL APPROACH POINT.); j+ @2 s) i2 W( g (See SEGMENTS OF AN INSTRUMENT! w/ I! Y* |! Y" B6 M' _* s9 S APPROACH PROCEDURE.) ( s6 F4 O5 r4 f, C; E) T4 n, O(See ICAO term FINAL APPROACH.) , j8 T0 e% Y* H4 A: q3 VFINAL APPROACH POINT- The point, applicable! p' d( y; e" U/ m only to a nonprecision approach with no depicted ! y: B- c- F& o) A, D7 XFAF (such as an on airport VOR), where the aircraft , `: Q, f9 x9 Z9 |6 m8 `( s9 tis established inbound on the final approach course , u/ Q; e5 D# F: P& H0 rfrom the procedure turn and where the final approach/ l. c3 U# c8 x descent may be commenced. The FAP serves as the ' h( y6 |. U$ S% {FAF and identifies the beginning of the final6 J2 r" L9 J% M7 z4 X approach segment.& j/ K w4 P( O) C" H _, z (See FINAL APPROACH FIX.)' G, H5 m, I! M7 a. g (See SEGMENTS OF AN INSTRUMENT: N9 k% w `, _: R! X$ C APPROACH PROCEDURE.). z& b( O3 k# E FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT ) }& L$ d% i; W$ |* pAPPROACH PROCEDURE.)! U8 y' Z9 b# ~/ }& N9 _# A/ W FINAL APPROACH SEGMENT [ICAO]- That 3 K7 ?; u, \8 H- y! Lsegment of an instrument approach procedure in 8 J/ Y4 d$ b. P1 `2 w; zwhich alignment and descent for landing are) L( s% z4 v' i3 y; J# ~6 T- k accomplished.6 h) _" o/ M- D& Z# n! N% c FINAL CONTROLLER- The controller providing 6 Z7 d8 W/ h5 ^; E6 y0 e, ~information and final approach guidance during PAR " K. m+ P _! o1 B3 j0 aand ASR approaches utilizing radar equipment.3 o' `+ F; R. S0 _# [2 N8 h/ ~& d (See RADAR APPROACH.)( M, y& |8 |9 B2 n" o" \0 v FINAL GUARD SERVICE- A value added service$ s% w& L9 E/ _* Z3 ?1 p provided in conjunction with LAA/RAA only during ( J+ a7 K) D, @* ]! Vperiods of significant and fast changing weather 0 @7 @& I* m5 i+ Hconditions that may affect landing and takeoff % o6 g; i/ ~7 p% O1 t4 {operations.3 I) |) x) I8 ` FINAL MONITOR AID- A high resolution color " w# \+ S7 N! adisplay that is equipped with the controller alert 6 R+ x+ @/ m2 t& v+ t' l$ Y# }) Esystem hardware/software which is used in the ( f7 ~( T* l6 ?. k5 L+ |precision runway monitor (PRM) system. The 1 V+ P# J2 e& D1 Vdisplay includes alert algorithms providing the target / V* j$ O5 l% ^2 I; o: g5 bpredictors, a color change alert when a target6 d4 S4 F5 l4 c e, ]& P penetrates or is predicted to penetrate the no * e4 e- F9 x* l5 y2 P2 g4 o/ {transgression zone (NTZ), a color change alert if the 6 Q. h3 S4 [( _! s# E+ _" daircraft transponder becomes inoperative, synthe‐ 8 t6 g( d2 H) N* Psized voice alerts, digital mapping, and like features% Y6 F7 s: {, R; U0 m6 a J contained in the PRM system. / ?! F" H& |3 W9 p- Q(See RADAR APPROACH.) ) i; d$ }" u* G1 [5 M: [FINAL MONITOR CONTROLLER- Air Traffic2 N6 V5 h6 r* y Control Specialist assigned to radar monitor the# }$ o/ ~* K# s- h8 L& z flight path of aircraft during simultaneous parallel: o/ f) v2 d) M8 t and simultaneous close parallel ILS approach 2 J7 W3 H$ q/ h8 b& l: Moperations. Each runway is assigned a final monitor 5 t% g6 E; V k9 A" M" \controller during simultaneous parallel and simulta‐- e A8 z9 K0 S- _: z% x0 f neous close parallel ILS approaches. Final monitor* s3 O' X' f1 D' z7 j controllers shall utilize the Precision Runway % x( W4 x) K0 U2 R# I9 qMonitor (PRM) system during simultaneous close/ ^8 Y, M2 c8 `( O* ^2 @# O1 s- Q- K parallel ILS approaches.. @0 H. C: a2 H: o9 P8 J FIR(See FLIGHT INFORMATION REGION.) 2 s) M6 j$ a" y& B! | dFIRST TIER CENTER- The ARTCC immediately . w3 k' w7 k9 g& ?adjacent to the impacted center.: e" W. m0 z- h FIX- A geographical position determined by visual ; H& q2 M4 |: F: Q5 t7 Vreference to the surface, by reference to one or more0 `- Z( L7 V. {& ^2 S! l& a radio NAVAIDs, by celestial plotting, or by another$ N5 z& {, T. f( V! f navigational device.* q; |3 t ~! \* u8 Z$ G FIX BALANCING- A process whereby aircraft are7 k# `4 B3 V/ i. A5 ` evenly distributed over several available arrival fixes , X6 I C' B, s+ xreducing delays and controller workload.; F5 d/ Y: z% A' X- o) H" ` g FLAG- A warning device incorporated in certain( u5 l: F4 W6 u; N- i airborne navigation and flight instruments indicating: U- `) Q( u% P& b that: 9 r8 r k# Q" a) j- `5 x. W# n9 f9 ma. Instruments are inoperative or otherwise not 2 P6 z8 B- l G1 s2 X' f* q9 S" Foperating satisfactorily, or ; q, f; A2 J' |# }b. Signal strength or quality of the received signal 2 [5 k, y/ U( M) H7 m' zfalls below acceptable values.6 |" {- n' l* D2 N5 V- b FLAG ALARM(See FLAG.). R# w) c8 v( e \" y: m2 Z8 n: b7 E FLAMEOUT- An emergency condition caused by a ' b* [- c' E. _4 t( c5 p' y5 uloss of engine power. 5 p1 [% O$ [+ s, zFLAMEOUT PATTERN- An approach normally 3 t {' T! D4 A3 F2 gconducted by a single‐engine military aircraft) X# P3 y5 u! v- v. ?1 \; G experiencing loss or anticipating loss of engine ( Z9 u1 Z9 J4 ~Pilot/Controller Glossary 2/14/08 : h7 g6 E) c0 g; ~/ p, C7 t/ RPCG F-3/ W! v0 M. y6 {. m) @ power or control. The standard overhead approach 2 F2 \- ]/ T9 B7 t Z* cstarts at a relatively high altitude over a runway% ~ B4 ?. I% U1 h V2 ~$ { (“high key”) followed by a continuous 180 degree9 j5 @0 F5 c) W turn to a high, wide position (“low key”) followed by) U' p6 I: H! [$ C! n a continuous 180 degree turn final. The standard * X+ e5 n4 |( }- rstraight‐in pattern starts at a point that results in a 5 `4 C" z1 Z, r- f+ s N3 mstraight‐in approach with a high rate of descent to the9 U, G8 N) f7 s: E. V+ E5 u runway. Flameout approaches terminate in the type' @3 w; Z* F( U- _3 H9 o, D0 D approach requested by the pilot (normally fullstop).7 z2 P% K+ j* W3 } FLIGHT CHECK- A call‐sign prefix used by FAA$ T- u3 d8 Z( _; B& Q# a8 O: d& O aircraft engaged in flight inspection/certification of ) u, z5 j f5 F' ]+ [. s6 Q# Gnavigational aids and flight procedures. The word" @# h4 E. _, n3 K0 N! B' H “recorded” may be added as a suffix; e.g., “Flight9 P/ ]" {) l9 A$ n! u0 h X4 E. a Check 320 recorded” to indicate that an automated / ^9 W% D+ P3 p) ]" ^flight inspection is in progress in terminal areas.$ {! R+ m. H, r9 Z9 l+ ]$ e$ c (See FLIGHT INSPECTION.) " G3 i2 w2 a; ]3 ?) T: m9 p: s(Refer to AIM.)" J! A* a7 N8 O- P FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)4 N& p, ]( g" ~! Z+ b' T) N+ L" Y FLIGHT INFORMATION REGION- An airspace of 8 d6 s, g7 \, J+ m1 zdefined dimensions within which Flight Information( ]2 h2 ^/ V6 n& S, y" j x4 K& v Service and Alerting Service are provided. 0 C/ S2 l4 v) b: L4 C5 ra. Flight Information Service. A service provided / d( x# G1 n; B; Q) Sfor the purpose of giving advice and information / c6 h1 |% G$ E3 Guseful for the safe and efficient conduct of flights. 6 w! k) j3 d! @9 }6 ~% lb. Alerting Service. A service provided to notify2 x: C. I# `* w- f4 {% ` appropriate organizations regarding aircraft in need 9 u$ h0 i7 u8 o, D: c/ [1 X% Tof search and rescue aid and to assist such/ l2 ~- f9 N8 K, ^' y7 k* y8 t& _ organizations as required. " C$ R0 l! N) vFLIGHT INFORMATION SERVICE- A service( } n6 i) G' h4 J v. b3 V; q# K provided for the purpose of giving advice and # n) [% y: U3 finformation useful for the safe and efficient conduct 0 C2 e5 O, S; C) e, q) C% bof flights. 6 C& H G/ q, k+ @: G0 Z7 vFLIGHT INSPECTION- Inflight investigation and - C+ g2 [0 q1 i8 K y% U* Xevaluation of a navigational aid to determine whether5 ~6 G% \7 g( m: s# y7 [3 J it meets established tolerances.: X( Z+ \2 Z* T (See FLIGHT CHECK.)7 q" |# g; ^, D, H! V3 u6 O (See NAVIGATIONAL AID.) $ D* W8 W( J2 j( `: S. K/ rFLIGHT LEVEL- A level of constant atmospheric2 s1 `! @& F# P$ [: h1 m4 I pressure related to a reference datum of 29.92 inches & j4 U! a0 j J1 t; _2 U7 Uof mercury. Each is stated in three digits that represent' z0 J. n. \# t. J& _0 l hundreds of feet. For example, flight level (FL) 250- v' b9 q/ \( y represents a barometric altimeter indication of % ? j6 _$ f4 M4 ]3 k25,000 feet; FL 255, an indication of 25,500 feet. ' l+ C6 i1 {- w( E) Y6 ](See ICAO term FLIGHT LEVEL.) 3 n- O) _8 o0 q" {1 vFLIGHT LEVEL [ICAO]- A surface of constant. K# X6 P' a' p6 W; B9 Z! y atmospheric pressure which is related to a specific/ z7 q# W b0 b+ K pressure datum, 1013.2 hPa (1013.2 mb), and is- j3 ?3 ?2 o/ M$ ] separated from other such surfaces by specific ( D2 ]- a- j. E6 k5 W! ~ ^pressure intervals.: a b8 z# g7 f) P4 v Note 1:A pressure type altimeter calibrated in3 {6 N1 m, d; Z6 e accordance with the standard atmosphere:" s3 A! q5 @ ?/ w" c a. When set to a QNH altimeter setting, will 9 O7 ~6 x: @- ^5 g' g4 s1 @indicate altitude; 7 X! i4 m, D# B* P( @b. When set to a QFE altimeter setting, will! L w3 \, v7 k, v1 } indicate height above the QFE reference datum; & ^6 b1 ~+ A% P/ @) \4 hand( \0 {5 ?# |1 E @ c. When set to a pressure of 1013.2 hPa 6 g1 u0 I& g$ X( n0 E(1013.2 mb), may be used to indicate flight levels. $ Q w' g7 J; L$ P; B5 ZNote 2:The terms `height' and `altitude,' used in - L& k q! k# H2 o8 [+ d+ m5 kNote 1 above, indicate altimetric rather than9 ^/ b. I. J8 z4 a) L" d# Y! L geometric heights and altitudes.7 |5 v# g" d. O) B, p FLIGHT LINE- A term used to describe the precise8 o( M Q3 V' b& H% R movement of a civil photogrammetric aircraft along- O$ B' b2 \ n/ S" d2 f a predetermined course(s) at a predetermined altitude 3 |3 Z: H) F: eduring the actual photographic run.( c- ~. Z: `) I9 ?& e* i FLIGHT MANAGEMENT SYSTEMS- A comput‐ $ @2 S+ X# P' ker system that uses a large data base to allow routes: q; H; J4 `% A$ n7 E to be preprogrammed and fed into the system by9 z T) M' `2 p7 ?/ j; w% @ means of a data loader. The system is constantly* p2 {' _0 M5 N3 M$ B4 j* H# B updated with respect to position accuracy by' P' i0 Q' g. R* K; g reference to conventional navigation aids. The" i% _' ?# T$ A. D7 V sophisticated program and its associated data base/ H/ z$ Y' P1 @! A' L insures that the most appropriate aids are automati‐+ Y2 |; {7 N* Q6 C6 @ cally selected during the information update cycle.9 j9 R* O8 m* g4 f$ J FLIGHT MANAGEMENT SYSTEM PROCE‐/ ^4 J; R9 Q) i. w DURE- An arrival, departure, or approach procedure 8 W; I% F5 n! s. G& y# |- S! qdeveloped for use by aircraft with a slant (/) E or slant * p) @( k3 e' f- ](/) F equipment suffix. $ A) o, j" x/ H) PFLIGHT PATH- A line, course, or track along which8 o8 }; b" d: @" f an aircraft is flying or intended to be flown.. V) v* x3 ~( o7 R; M5 _) x (See COURSE.) 4 {4 \, L, C. m(See TRACK.) + `7 a' c: x* F* n4 TFLIGHT PLAN- Specified information relating to / e' g7 V; j: jthe intended flight of an aircraft that is filed orally or. ^9 a3 w& O# H Z& L6 n in writing with an FSS or an ATC facility.# c; S1 I- D8 J# `+ g7 U& r (See FAST FILE.)# y3 i& P2 U5 ]. ~! u' b1 P (See FILED.) % P0 m3 s2 k; H(Refer to AIM.) 7 Y* D# A2 H, E/ [5 `2 e j/ xFLIGHT PLAN AREA- The geographical area : c( U8 H! M" j) a. v8 D* E, aassigned by regional air traffic divisions to a flight u+ s% T6 w/ }service station for the purpose of search and rescue7 B1 N" m, q! `4 P% D% x for VFR aircraft, issuance of NOTAMs, pilot( E/ Y2 j4 T# F. M briefing, in‐flight services, broadcast, emergency+ f1 @& R. s% @0 A$ w services, flight data processing, international opera‐ * h6 C; ~, Z- R, |: }4 {' ations, and aviation weather services. Three letter - w0 O4 n# V# Z- [! Y; d4 CPilot/Controller Glossary 2/14/08 , r& f, {) D3 B X% A4 V5 dPCG F-4' |! P& T" m1 G7 `% w1 ^" ~ identifiers are assigned to every flight service station + c# N( ^6 z# hand are annotated in AFDs and FAAO JO 7350.8," k( ^0 K9 N8 C9 y LOCATION IDENTIFIERS, as tie‐in facilities.. P" c. b" ]9 o (See FAST FILE.) 0 Z+ I! Y# ?7 E/ e- E(See FILED.) J8 {" |! k/ r(Refer to AIM.)4 J( X$ j+ ~* `7 ] FLIGHT RECORDER- A general term applied to0 _ R' z8 h! p! I any instrument or device that records information $ i$ Q( v! W; b* S, v0 { Zabout the performance of an aircraft in flight or about $ b3 y0 {& X6 {% ?9 Z) _conditions encountered in flight. Flight recorders) I3 p# {1 i8 j5 k may make records of airspeed, outside air$ r; V; E' N6 f; b& T temperature, vertical acceleration, engine RPM, ( \( z# @& W7 hmanifold pressure, and other pertinent variables for a" q" x; B' R: _9 B, | given flight.7 a9 B! Y0 H8 Y3 `1 e8 L! B, c* j (See ICAO term FLIGHT RECORDER.) : m$ ?7 l" p3 b4 oFLIGHT RECORDER [ICAO]- Any type of 2 A/ _1 X9 T, @; N8 @recorder installed in the aircraft for the purpose of 3 u9 L1 G) [' D) m; G- d4 `complementing accident/incident investigation. 6 A! }" ]0 g8 g: Z5 D6 DNote:See Annex 6 Part I, for specifications relating ( o" N5 Z6 `; \+ F, y% l# ]6 p: Gto flight recorders.' ^: E% w4 {! H9 N/ l FLIGHT SERVICE STATION- Air traffic facilities) q9 d S& e1 x x/ P/ | which provide pilot briefing, en route communica‐# _$ p/ p' U. z tions and VFR search and rescue services, assist lost7 B7 S& ^, I3 a1 D7 k0 t7 |& N aircraft and aircraft in emergency situations, relay ! Q* P3 U5 m* U/ h; M7 S* ZATC clearances, originate Notices to Airmen,9 P+ M) b) N1 H7 a7 q1 ]4 Q broadcast aviation weather and NAS information,* z' m5 q9 l- f and receive and process IFR flight plans. In addition,5 g4 O# ~7 f9 I6 e4 ^: b/ y+ [ at selected locations, FSSs provide En Route Flight% r. y; p) D$ n* w2 K" Y Advisory Service (Flight Watch), issue airport ' c B! `6 ^( ^9 \advisories, and advise Customs and Immigration of1 T5 r% K$ A' y* _2 c8 ? transborder flights. Selected Flight Service Stations - K; C h) Z/ c7 R3 k2 Min Alaska also provide TWEB recordings and take2 l; s- V, n$ H4 s2 n2 ^1 j weather observations.( J, ~' l$ [& u2 V+ g5 S' } (Refer to AIM.) & Q2 ~0 O. ^- m& PFLIGHT STANDARDS DISTRICT OFFICE- An # T+ V! b- G0 `2 mFAA field office serving an assigned geographical; h ]; H8 |; ]8 t L" G area and staffed with Flight Standards personnel who ) ~ d b5 |0 s& I5 Oserve the aviation industry and the general public on x% s! l* D$ [% [/ Pmatters relating to the certification and operation of& o* e0 m; v/ Q, @! A air carrier and general aviation aircraft. Activities 0 }; ]! u9 P2 sinclude general surveillance of operational safety, o- J+ a/ P7 S/ k" w certification of airmen and aircraft, accident 4 |1 M) A* u' Iprevention, investigation, enforcement, etc., Q i+ c9 ]; x; e1 b6 |3 l FLIGHT TEST- A flight for the purpose of:/ N5 T% s5 [2 |& ^& z* C0 U- K: g& } a. Investigating the operation/flight characteris‐ * B# O' n9 n" E* a0 Ytics of an aircraft or aircraft component. & O# M9 r8 B" _& ?) zb. Evaluating an applicant for a pilot certificate or! Z; U. M( h8 \3 N' F- ~ rating. % V6 z7 c8 H* D/ `FLIGHT VISIBILITY(See VISIBILITY.) ' j. j2 x8 j7 W# X/ s8 xFLIGHT WATCH- A shortened term for use in ( X: t# R9 `9 O/ H9 Q2 fair‐ground contacts to identify the flight service " c; W* g6 L3 V' [0 o N- Q, sstation providing En Route Flight Advisory Service;" l4 A( {$ w7 Q9 |3 U0 y$ \$ n e.g., “Oakland Flight Watch.”% E/ Z: u1 m0 g5 y! C1 _# i (See EN ROUTE FLIGHT ADVISORY8 x% E) |6 A; T) p SERVICE.)3 j+ i& \# ]" o; t; N- L; `1 s FLIP(See DOD FLIP.) 3 O. q. \; @ a+ m& h' P! nFLY HEADING (DEGREES)- Informs the pilot of3 G& U% m9 j0 V- V. q the heading he/she should fly. The pilot may have to* v4 i3 z0 B0 d. l turn to, or continue on, a specific compass direction / M: [ L* X8 x" E. z" }in order to comply with the instructions. The pilot is ; D7 P: ]7 |" x7 Dexpected to turn in the shorter direction to the heading $ n: Y2 d' B a! b' C" R" m3 m8 Eunless otherwise instructed by ATC. 8 B7 i+ H) K' {# t: EFLY‐BY WAYPOINT- A fly‐by waypoint requires% e& D% a6 f+ L9 Q* e6 G) l* ]& F the use of turn anticipation to avoid overshoot of the : c! \2 p6 d" S4 x7 Anext flight segment. ( ]* Z9 N/ \$ f7 t9 aFLY‐OVER WAYPOINT- A fly‐over waypoint # Y) `2 S7 J1 s* i4 [$ [0 Eprecludes any turn until the waypoint is overflown$ K C% b( ]# H* I5 L and is followed by an intercept maneuver of the next 4 ^3 b n* q' U0 c4 \# `flight segment.' s* n& @6 j; N( {8 k2 N. ^+ t7 M FMA(See FINAL MONITOR AID.) , j2 t" _+ g2 rFMS(See FLIGHT MANAGEMENT SYSTEM.)$ L; i4 K: A3 y3 t FMSP(See FLIGHT MANAGEMENT SYSTEM! G- G0 ]$ w: k$ s/ p2 W. i/ Z7 X PROCEDURE.)) u: {/ p7 T6 o FORMATION FLIGHT- More than one aircraft" V6 I( p4 x* W. z0 C which, by prior arrangement between the pilots,3 ?4 V. b/ U" A; J1 V# Z operate as a single aircraft with regard to navigation4 H. w5 G9 z! c! `3 h1 w and position reporting. Separation between aircraft * f1 p7 e0 ^0 R% awithin the formation is the responsibility of the flight % R% {2 J* c1 D E( I& X8 hleader and the pilots of the other aircraft in the flight.$ @+ |/ w# w* g: Y3 H3 u7 j This includes transition periods when aircraft within 5 P: C+ R: S& K6 j) X" zthe formation are maneuvering to attain separation( y& C& ?: T5 W y3 b# w" P from each other to effect individual control and 2 E x4 b% w6 }2 i0 e( U4 k7 W$ M) [during join‐up and breakaway.7 _/ a- x/ V8 ~3 O a. A standard form ation is one in which a : P$ w8 {4 y- q, e" b. J2 Tproximity of no more than 1 mile laterally or6 k3 s% [1 i* C- P' }) F2 N+ w longitudinally and within 100 feet vertically from the " z& ^9 Y% h# X5 v( }flight leader is maintained by each wingman. X. V; e" f7 k$ Kb. Nonstandard formations are those operating 8 h! a, F+ U* F; a$ s- W' n5 vunder any of the following conditions: : W; G0 p4 o6 S- Q( O SPilot/Controller Glossary 2/14/08# `7 s6 x5 F$ Y' m PCG F-5 / ? `7 L2 c: f4 W7 N5 x L1. When the flight leader has requested and ATC& s* I( h! }- o# D5 r8 m% }1 f has approved other than standard form ation 7 E- v" B$ G! S6 X; A/ hdimensions.; ^7 M4 |0 ^. M% u0 [5 ^0 w 2. When operating within an authorized altitude ( A' V+ D7 _( s: ?- L5 n5 ereservation (ALTRV) or under the provisions of a6 U/ Y4 W1 T9 B: M- C letter of agreement.* l) @) O( |* p2 | 3. When the operations are conducted in % D* Q* _7 Y& q J- c$ Gairspace specifically designed for a special activity. 5 d& G6 a7 q! V7 {- @; K(See ALTITUDE RESERVATION.)# q' U0 h# O. k# v" Q( o (Refer to 14 CFR Part 91.)9 E6 w9 n+ |+ G! X8 r' U! { FRC(See REQUEST FULL ROUTE CLEARANCE.)- L: M6 y6 S1 v6 k FREEZE/FROZEN- Terms used in referring to $ C/ G, _ H1 uarrivals which have been assigned ACLTs and to the6 ]# i7 G% t) l( E% }9 s7 L, W lists in which they are displayed., y4 ]1 l0 @# m+ D: b, ? FREEZE CALCULATED LANDING TIME- A ( M2 M& j" S& I8 udynamic parameter number of minutes prior to the, w3 O# W: s( e. v" p0 p- k meter fix calculated time of arrival for each aircraft0 Y! J+ Y. P+ T) ]7 p when the TCLT is frozen and becomes an ACLT (i.e.,7 Q! a, l( W, _$ D. ]3 _9 _( J- u the VTA is updated and consequently the TCLT is' q5 m! O0 i) \$ Y: } modified as appropriate until FCLT minutes prior to . c2 ?& w; g6 u* t; ? o# K$ A& _& vmeter fix calculated time of arrival, at which time W( i+ n3 ~: t( i8 @" B l) M E" Uupdating is suspended and an ACLT and a frozen6 e# u9 g! L/ C meter fix crossing time (MFT) is assigned).8 L/ }5 e0 \5 _ _9 S' F FREEZE HORIZON- The time or point at which an " p" z3 Z8 ~! o) F4 p: Iaircraft's STA becomes fixed and no longer fluctuates - b7 X( ~. l4 d0 n5 owith each radar update. This setting insures a constant 0 U4 I: a" ?' V# B! ctime for each aircraft, necessary for the metering ; N0 ?+ E+ _, b2 ?/ q7 ucontroller to plan his/her delay technique. This + l |" D2 ?% K3 P; Xsetting can be either in distance from the meter fix or / Q& L5 n/ ?3 M5 r, R& Ua prescribed flying time to the meter fix. 7 g' _+ H) |. a) HFREEZE SPEED PARAMETER- A speed adapted) J6 D8 F9 u; J- H* h7 L4 N for each aircraft to determine fast and slow aircraft.3 c8 c' s% s/ G7 Z" } Fast aircraft freeze on parameter FCLT and slow 6 z6 V4 S4 a+ z- L' B gaircraft freeze on parameter MLDI.& h1 {5 v3 K" j0 B/ K/ H) j! N FRICTION MEASUREMENT- A measurement of # m, K" u z6 B- |/ fthe friction characteristics of the runway pavement ) l' W m8 u6 Xsurface using continuous self‐watering friction, P8 e5 D' F$ N" S) u8 ~ measurement equipment in accordance with the6 |4 k+ O3 I6 O- S. H8 W9 O( s specifications, procedures and schedules contained0 }* U' L$ x2 }: S- A) q" s: p in AC 150/5320-12, Measurement, Construction, 7 e0 j, W3 `2 i2 U1 Q3 j ]/ band Maintenance of Skid Resistant Airport Pavement ' t0 D3 Z: ` y% nSurfaces. 0 E; {9 @, ]' ~& s9 g0 a. hFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)6 ^; A# U8 _( P$ m# ~% W4 @ FSPD(See FREEZE SPEED PARAMETER.)2 e' `/ A6 U2 f FSS(See FLIGHT SERVICE STATION.)' q h. Y2 Y+ K) O5 q FUEL DUMPING- Airborne release of usable fuel. - z! E4 I+ S' k: }0 {# LThis does not include the dropping of fuel tanks.' {+ I- b0 L2 a" ]( V (See JETTISONING OF EXTERNAL STORES.) 5 V' |1 r: _2 q, s. C$ p; oFUEL REMAINING- A phrase used by either pilots# c, }' r" [4 ]' D+ y or controllers when relating to the fuel remaining on8 B; p# M7 T. w) q4 b8 z K board until actual fuel exhaustion. When transmitting' S; c# A( C) W* d: I/ s8 {; S such information in response to either a controller- ]% k6 N8 ]! W0 M ]- R question or pilot initiated cautionary advisory to air# ~( M: Z: d" q7 d x$ d/ ^ traffic control, pilots will state the APPROXIMATE 0 n6 B- n- o4 t- MNUMBER OF MINUTES the flight can continue6 M' {0 z. A& S6 l' S1 s with the fuel remaining. All reserve fuel SHOULD 8 W. V4 W' S: @BE INCLUDED in the time stated, as should an8 O" c% ?/ Z& R6 t allowance for established fuel gauge system error." W; B2 q k- x- w: [ FUEL SIPHONING- Unintentional release of fuel 7 K0 ^1 d s; B: b( F" Wcaused by overflow, puncture, loose cap, etc.2 l! ]. |- G6 S1 V FUEL VENTING(See FUEL SIPHONING.) : f n4 ~9 B8 R8 I& K8 g3 V8 H) cPilot/Controller Glossary 2/14/088 O5 W( z) h% D: h; Q PCG G-1& {; X8 K4 v$ ]. }1 a- L# H6 H E G

使用道具 举报

Rank: 9Rank: 9Rank: 9

12#
发表于 2008-12-28 14:13:18 |只看该作者
GATE HOLD PROCEDURES- Procedures at + d1 R; N: G8 Aselected airports to hold aircraft at the gate or other 1 T5 U; u( B$ I, h! eground location whenever departure delays exceed or 8 h) G! O/ b( Q* `$ Pare anticipated to exceed 15 minutes. The sequence 7 F' b4 R4 b- j6 F) T' k5 zfor departure will be maintained in accordance with8 q# B) |7 f8 K( q. Q( A initial call‐up unless modified by flow control " w1 q5 [: z& }1 H4 g( d% lrestrictions. Pilots should monitor the ground( }' Z* ^6 q" s) ]! g control/clearance delivery frequency for engine0 C' }0 U9 c/ G! o5 ~ start/taxi advisories or new proposed start/taxi time & V& j$ h. F( T1 pif the delay changes.

使用道具 举报

Rank: 9Rank: 9Rank: 9

13#
发表于 2008-12-28 14:14:19 |只看该作者
GBT(See GROUND-BASED TRANSCEIVER.) 4 c3 }) v$ J9 S! a) o. V4 {GCA(See GROUND CONTROLLED APPROACH.) ) R( X* s9 |$ U2 B; N' w# TGDP(See GROUND DELAY PROGRAM.) ( q" W6 B; A$ g4 u; ~GENERAL AVIATION- That portion of civil0 M# j4 h# I- y$ `3 i, \* h# Z aviation which encompasses all facets of aviation2 b" }7 u7 x* E- \* p5 N* t except air carriers holding a certificate of public3 K. Y3 y$ k- C/ m, @# ? convenience and necessity from the Civil Aeronau‐ w+ B2 v/ K. u/ q: j4 Y tics Board and large aircraft commercial operators. - ?3 p9 B1 H& s+ G$ w( c(See ICAO term GENERAL AVIATION.)1 U6 ^+ X- ^ A8 |: U8 w1 W+ D GENERAL AVIATION [ICAO]- All civil aviation - \2 r% Y q5 A6 e4 F, F% loperations other than scheduled air services and8 n# c' V$ S2 ~8 S+ K* a nonscheduled air transport operations for remunera‐ 9 `- X8 g% L) }4 R: otion or hire.: J% u0 m, r) n9 c5 K GEO MAP- The digitized map markings associated& z- x8 Q* q( M5 A4 F6 {8 c with the ASR‐9 Radar System. / D3 @7 N% u* P* K9 M! fGLIDEPATH(See GLIDESLOPE.) ' y; C& \1 @; z/ oGLIDEPATH [ICAO]- A descent profile determined' `$ B( C$ O2 D9 H! \4 j8 { for vertical guidance during a final approach., v" Q/ v2 _/ X" n* p GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.)* L8 h/ ~: D$ _+ Q+ N1 n8 N GLIDESLOPE- Provides vertical guidance for - \7 S* P8 ]- M0 o% f/ N! taircraft during approach and landing. The glideslope/6 N( H. ^+ O: j glidepath is based on the following: . u# X- ?6 Y; a% ?! b% S& r }a. Electronic components emitting signals which , w1 J& O9 R! F& D. ? ~: {provide vertical guidance by reference to airborne 6 I) T6 t& V" `* C: c0 z5 vinstruments during instrument approaches such as 0 l" U2 ]7 V' ]1 S! Y) i% Y+ s1 }ILS/MLS, or1 n( Q `) K4 {) a9 t% k b. Visual ground aids, such as VASI, which) E1 Z+ i/ o2 ~ provide vertical guidance for a VFR approach or for: p: y1 }4 g8 O; ]8 J the visual portion of an instrument approach and & ?/ l5 o7 `0 W) T$ C" [landing. + c, ?) Q: E9 P) [0 e, J( m* yc. AR. Used by ATC to inform an aircraft making( m2 b1 Z% Y4 C a PAR approach of its vertical position (elevation)/ j0 ~5 R6 m# X: s3 b% M relative to the descent profile. 3 [5 W) `- M0 X9 M8 s% f(See ICAO term GLIDEPATH.)) p/ q% u! H! X1 T( ~* i GLIDESLOPE INTERCEPT ALTITUDE- The + U$ w5 C* K0 M! a* hminimum altitude to intercept the glideslope/path on0 p, m V. k: ]" z; s1 i a precision approach. The intersection of the7 G h7 E, N0 X1 s$ _ published intercept altitude with the glideslope/path, & M+ n" J, u5 t$ ldesignated on Government charts by the lightning ) S* W$ u) |+ x9 d' ?bolt symbol, is the precision FAF; however, when the * _: h# j! a" O+ {! F7 @) napproach chart shows an alternative lower glideslope , u: K0 X, ]) H5 W" Hintercept altitude, and ATC directs a lower altitude,2 V) m8 m3 U* O/ F the resultant lower intercept position is then the FAF.5 H5 {8 D, m; a0 ^- l) k8 V4 h (See FINAL APPROACH FIX.)$ G, M/ b8 P5 j' H( z (See SEGMENTS OF AN INSTRUMENT # K( z: F' y; cAPPROACH PROCEDURE.) 3 B7 }( O0 J2 N' l; L1 \( oGLOBAL POSITIONING SYSTEM (GPS)- A$ c6 q3 |! a5 g7 Z5 l" U0 C* j space‐base radio positioning, navigation, and / p; P: y; o& c9 I. Z9 ~0 stime‐transfer system. The system provides highly% | \4 @9 T0 x, e accurate position and velocity information, and * M& d+ U0 z( G' m: M) L' oprecise time, on a continuous global basis, to an/ @* j3 D2 [- `. i* r# H. x unlimited number of properly equipped users. The ( K3 O) L) a7 G8 _. m/ T+ Jsystem is unaffected by weather, and provides a3 Z& {$ O0 b9 r worldwide common grid reference system. The GPS 9 x$ U2 U: ?: b/ }4 M" y3 r/ R* gconcept is predicated upon accurate and continuous + L; i. F+ Q3 i: Jknowledge of the spatial position of each satellite in! H! K, n) W1 q7 l the system with respect to time and distance from a* |6 T5 H5 A N1 G" T0 P' T transmitting satellite to the user. The GPS receiver ( Z f$ j4 d4 W) d+ |8 P1 u7 Xautomatically selects appropriate signals from the 7 a6 g2 [, Y7 D* E, j" F' ]% asatellites in view and translates these into three‐ & o- K% W& a* F0 |# s" H9 Fdimensional position, velocity, and time. System , b8 ]( N; F$ gaccuracy for civil users is normally 100 meters& _7 h& a" ]$ W7 t; N7 g2 y horizontally.! r4 }7 [4 \/ @4 V9 W8 Q4 C GO AHEAD- Proceed with your message. Not to be - I/ E Q5 i; l, ]0 Sused for any other purpose. 4 R( S2 c$ a- p% e' c' zGO AROUND- Instructions for a pilot to abandon 4 l1 ~' B2 ?& U$ Q; khis/her approach to landing. Additional instructions: G2 `6 }8 C% |. K! d9 Q4 p. E) j* u may follow. Unless otherwise advised by ATC, a6 p' P$ }, y" l4 x; | VFR aircraft or an aircraft conducting visual7 A* | n. x0 G1 g) x7 I" b# g( c/ ~9 a approach should overfly the runway while climbing ) g( i1 N: J+ r9 [ dto traffic pattern altitude and enter the traffic pattern" I) {3 b y: | via the crosswind leg. A pilot on an IFR flight plan$ o7 ^8 M1 @* r, z2 j4 a* v1 } Pilot/Controller Glossary 2/14/08 3 `; s' Q* h( U+ E# A, UPCG G-2% v! Q, n& ^) g$ w, Q% @4 f making an instrument approach should execute the) E7 f) I4 V L* ~: T9 \$ H$ d- Y | published missed approach procedure or proceed as 1 A+ r7 D( p& ^5 ?5 c& Dinstructed by ATC; e.g., “Go around” (additional - I3 }- ]" G- N2 \' d/ _( yinstructions if required). 3 d1 |; Q) @8 w$ |2 C(See LOW APPROACH.) 0 _2 p7 q+ G4 k+ x* v(See MISSED APPROACH.) 2 ?3 y$ g5 T2 qGPD(See GRAPHIC PLAN DISPLAY.) 1 J( w9 L# i; NGPS(See GLOBAL POSITIONING SYSTEM.) 0 J9 J& N7 \; ^0 `5 _8 W1 U& t% YGRAPHIC PLAN DIS PLAY (GPD)- A view # V0 q% B! [! mavailable with URET that provides a graphic display. s. R/ O! ^8 Z0 }' c ^# r of aircraft, traffic, and notification of predicted . w: b- {8 `2 d5 [# Hconflicts. Graphic routes for Current Plans and Trial6 J: i% W% w0 \' E; G3 n Plans are displayed upon controller request.) \3 L% W0 T5 v, S2 `- f6 Q (See USER REQUEST EVALUATION TOOL.)$ I' c' R2 P! X) j GROUND-BASED TRANSCEIVER (GBT)- The$ m3 p: p4 | S ground-based transmitter/receiver (transceiver) re‐% M3 w b& L2 ]/ x% B! Q( i+ P ceives automatic dependent surveillance-broadcast 3 s' M; F* O! k* R; s" Nmessages, which are forwarded to an air traffic 1 N% H* V; ~, m, M# Z7 P- ncontrol facility for processing and display with other/ T- ?2 p% r6 V& o( } radar targets on the plan position indicator (radar+ Z0 ^; g, V* w9 T" z3 D; j display). $ _* n2 B0 t% v8 V; U1 G(See AUTOMATIC DEPENDENT " w A5 W! z. Q9 x* `9 HSURVEILLANCE‐BROADCAST.) p: {, c) ?8 T% T- q7 [ GROUND CLUTTER- A pattern produced on the 1 v- A% P; ] wradar scope by ground returns which may degrade1 N2 |7 y6 D; e# \0 y E% G9 r other radar returns in the affected area. The effect of. W$ F! y& T( g* p# e" P ground clutter is minimized by the use of moving. B( C0 H z' X$ k, B& U" Q target indicator (MTI) circuits in the radar equipment ( a( ]- C$ j! @- w( c1 d D* ]0 W$ fresulting in a radar presentation which displays only 4 p9 j( g. R: O0 @( T: j, q, G( Ktargets which are in motion.4 n4 t' t q* e4 J& m (See CLUTTER.)% h3 q7 R; J" N: O GROUND COMMUNICATION OUTLET (GCO)-- N1 R0 l4 J% s4 N7 R5 a! d An unstaffed, remotely controlled, ground/ground 1 L# z: B3 `3 C2 |% I! I; [communications facility. Pilots at uncontrolled( e z8 W6 z# l& W; \ airports may contact ATC and FSS via VHF to a. Y. y- p# h$ ]- j$ R telephone connection to obtain an instrument 9 r( L. F" c+ a. ?3 jclearance or close a VFR or IFR flight plan. They may* _$ Q# M" D# p6 N also get an updated weather briefing prior to takeoff. ' M% @9 k: I1 @5 l7 XPilots will use four “key clicks” on the VHF radio to & V5 m+ ^: n2 Xcontact the appropriate ATC facility or six “key 0 x, } B7 [. b7 W3 |" ]clicks” to contact the FSS. The GCO system is( }; }7 M. b M' D0 r" Z intended to be used only on the ground. u, K2 k2 r: H8 nGROUND CONTROLLED APPROACH- A radar 5 n- F# ]* E; s* u8 G& qapproach system operated from the ground by air 2 }/ U6 M9 w9 ?: K6 O) [traffic control personnel transmitting instructions to: `# D4 K( C6 x# R- T4 _4 V" V the pilot by radio. The approach may be conducted 5 j) n! q. h; L* Ewith surveillance radar (ASR) only or with both 6 M* F/ e2 r# N7 w: N, Y$ Lsurveillance and precision approach radar (PAR).8 @7 H6 i1 c: r; Z) U- Q' @ Usage of the term “GCA” by pilots is discouraged & C& E+ m8 ?" }! x' uexcept when referring to a GCA facility. Pilots should7 S0 g% S) g& e; Y( O+ \' {2 ~3 g specifically request a “PAR” approach when a+ P) m7 Q3 G# S& m+ @2 X precision radar approach is desired or request an 0 @% \( W8 B5 k( ], R% q“ASR” or “surveillance” approach when a nonpreci‐ % e8 d8 `9 O. f% [+ [sion radar approach is desired.: T' X: ~3 q+ c1 A (See RADAR APPROACH.)# r, U5 Z& D. u2 U GROUND DELAY PROGRAM (GDP)- A traffic C9 G% p0 Y0 W6 S4 l9 fmanagement process administered by the ATCSCC;# w( ?6 A. E5 a when aircraft are held on the ground. The purpose of ) S) s2 ^" E1 I% H6 z+ B- jthe program is to support the TM mission and limit# X1 F! ]# g) W7 |$ S: a airborne holding. It is a flexible program and may be4 G8 {& v, }' ?% H implemented in various forms depending upon the4 i2 ]) O2 ~) u L6 f needs of the AT system. Ground delay programs ; p" r @, {* G( ^' }, R/ V {provide for equitable assignment of delays to all9 C- _/ @! W# c; A system users. 9 `& {5 U2 V% n! l/ S8 P% qGROUND SPEED- The speed of an aircraft relative 0 c) L; g; D2 B. Rto the surface of the earth.3 b. V* [9 y4 G, v9 x GROUND STOP (GS)- The GS is a process that6 u1 N( _7 p# S1 e7 Q requires aircraft that meet a specific criteria to remain " I! T1 t6 q( ^& Y4 `& Lon the ground. The criteria may be airport specific,# y% x1 o f- n/ O2 M% E airspace specific, or equipment specific; for example, + s2 y0 K( F4 Y' fall departures to San Francisco, or all departures & \7 R9 V0 g3 a$ k1 t2 q+ }entering Yorktown sector, or all Category I and II P2 S5 Y1 l# ]# F, N0 y# O aircraft going to Charlotte. GSs normally occur with; Q `: u3 D, d+ A' j9 \3 L0 k little or no warning. - G: r" r' C# h3 Y! yGROUND VISIBILITY(See VISIBILITY.) s! `6 n+ ~4 N# c9 h, F3 g: gGS(See GROUND STOP.)( H5 M1 \2 u% d6 A1 t D Pilot/Controller Glossary 2/14/08 ( h1 u: m: J- ?% ?PCG H-1/ B( `# \. G$ A* _! X) } H / t6 x6 K' y' b' H; M, yHAA(See HEIGHT ABOVE AIRPORT.)5 p3 P4 \$ C ^$ U; i HAL(See HEIGHT ABOVE LANDING.) ! k8 S% B' n$ T& q$ X3 y& o h! [HANDOFF- An action taken to transfer the radar 9 k/ V9 h8 ^0 `( Cidentification of an aircraft from one controller to / a7 l9 w; `( x/ P# z6 |another if the aircraft will enter the receiving ~5 l( X) B |1 Ocontroller's airspace and radio communications with 9 }& ^0 W' G; W/ J; s* Ethe aircraft will be transferred. 5 r: \: ?& k8 E6 G: \HAR(See HIGH ALTITUDE REDESIGN.), ]/ @) Y" e, z" _) q7 m HAT(See HEIGHT ABOVE TOUCHDOWN.)" V$ a2 v) f1 ~. ?) h& s HAVE NUMBERS- Used by pilots to inform ATC $ B0 z& D. @; h6 ythat they have received runway, wind, and altimeter : W' h8 V4 @& Q; ^- \$ y8 N& [1 oinformation only.. D) _8 u' [" u: y HAZARDOUS INFLIGHT WEATHER ADVISO‐ M ?- f$ [$ I ^: J RY SERVICE- Continuous recorded hazardous " v, t' t: S0 E" c" Q, Winflight weather forecasts broadcasted to airborne' O6 d6 @8 M% S3 \, G2 K$ j pilots over selected VOR outlets defined as an7 j$ e5 g8 {. l: m. _ HIWAS BROADCAST AREA. 6 d2 |8 o3 y6 {' R& O! QHAZARDOUS WEATHER INFORMATION-% ?2 w1 | o$ \. \" ~- O Summary of significant meteorological information , c7 J0 T$ y8 e$ ~(SIGMET/WS), convective significant meteorologi‐ : D7 v9 Y( \" rcal information (convective SIGMET/WST), urgent* {+ g+ X: d+ Z. R0 c& ^2 P( P pilot weather reports (urgent PIREP/UUA), center ( b* j- B6 w1 ]* K( @/ Kweather advisories (CWA), airmen's meteorological2 T& J) S" A+ ?2 Y/ z, M information (AIRMET/WA) and any other weather ) v* z( m8 v* z: B J' A* ?such as isolated thunderstorms that are rapidly& j; k+ y, t* p+ _ developing and increasing in intensity, or low . ?% C1 h. n/ O$ s% L& L5 U9 h, tceilings and visibilities that are becoming wide‐ 5 w. ^$ O9 |9 i7 yspread which is considered significant and are not3 l' B1 d( y5 f1 o included in a current hazardous weather advisory.# W- ?* Y2 t2 U q( t" a' j HEAVY (AIRCRAFT)- % a" T0 T3 K0 m7 `(See AIRCRAFT CLASSES.)' Z$ u* V0 b' F# i5 E( u HEIGHT ABOVE AIRPORT- The height of the @) |1 y: T0 q" g+ {/ b4 Z2 WMinimum Descent Altitude above the published4 ?- u3 L6 k/ u' B airport elevation. This is published in conjunction # |& d- [) a% b/ ~9 K6 ^with circling minimums.9 h7 W( q; q; B, ` (See MINIMUM DESCENT ALTITUDE.) 2 A) V0 v2 S' V5 ^! mHEIGHT ABOVE LANDING- The height above a+ i/ o# a% v A L3 e designated helicopter landing area used for helicopter ; l4 G! R- ]8 Y/ G# _ g$ Einstrument approach procedures.9 }" A; T3 `1 P' [. h (Refer to 14 CFR Part 97.)5 X7 @9 n* j- T& G. |$ O HEIGHT ABOVE TOUCHDOWN- The height of 3 T7 r# |/ E8 y; Rthe Decision Height or Minimum Descent Altitude1 K* Z: w! m3 }& b& i7 s above the highest runway elevation in the touchdown ! U, L7 p7 Y1 P5 a: H: z% p8 E+ bzone (first 3,000 feet of the runway). HAT is8 R3 P8 M0 Z7 z1 Y c. S published on instrument approach charts in conjunc‐ $ A4 w3 \; i2 v5 p8 u1 ]5 ition with all straight‐in minimums. ^1 _$ h0 }& v; J$ w% e(See DECISION HEIGHT.)! n. h7 }3 r$ O1 c8 _ (See MINIMUM DESCENT ALTITUDE.)) L( `$ M: k, w" F. ` HELICOPTER- Rotorcraft that, for its horizontal & p( y5 a5 A1 c$ P) i" e' G5 Emotion, depends principally on its engine‐driven/ S4 U9 P2 g- D8 P. r1 v. J rotors.( Q5 a6 l0 ?& r; A7 E: g (See ICAO term HELICOPTER.)

使用道具 举报

Rank: 9Rank: 9Rank: 9

14#
发表于 2008-12-28 14:14:39 |只看该作者
HELICOPTER [ICAO]- A heavier‐than‐air aircraft+ ?; j5 F$ j! z1 R2 X9 a. H/ ? supported in flight chiefly by the reactions of the air 9 [( Y, o [9 ^6 }& o* l7 yon one or more power‐driven rotors on substantially8 s6 G4 M5 f) @0 L vertical axes.7 p. ^4 w# F9 ] HELIPAD- A small, designated area, usually with a & x* T2 X9 G7 C/ e. Iprepared surface, on a heliport, airport, landing/take‐ ( u/ _* H& a2 M& f8 }) }$ woff area, apron/ramp, or movement area used for 8 {* z0 z! M% h& H! V/ ?takeoff, landing, or parking of helicopters. , P* Q; t5 e, i6 KHELIPORT- An area of land, water, or structure used5 {+ ]5 P2 t2 K" o: C {6 p. @ or intended to be used for the landing and takeoff of' I% f1 `4 v! ~$ Q8 H helicopters and includes its buildings and facilities if$ I) n6 p; m+ ^7 Y; p* c1 f! u any." ?7 _; D! t. `. Y0 Z) o HELIPORT REFERENCE POINT (HRP)- The* Z' k m0 f: c" ?5 a$ a geographic center of a heliport. " w/ a2 @5 ?# h$ bHERTZ- The standard radio equivalent of frequency0 W0 O+ D8 x) J1 Z9 N- q% v! E( N in cycles per second of an electromagnetic wave.! F+ Y ]) l8 v# k: ^5 Y Kilohertz (kHz) is a frequency of one thousand cycles 8 q% s. z) P, C! Fper second. Megahertz (MHz) is a frequency of one 7 ], A( C" O3 ^" }: {2 e; C! g+ wmillion cycles per second. 2 ]+ I2 n# n. l# b7 h+ G$ AHF(See HIGH FREQUENCY.) ; U/ ]! t1 i+ e3 {9 aHF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.)+ [/ K7 l3 W8 `8 `( x+ A7 E HIGH ALTITUDE REDESIGN (HAR)- A level of ' F7 E, q( Q( ]) s; @& Znon-restrictive routing (NRR) service for aircraft1 X! q5 Z( {) {/ K% ] that have all waypoints associated with the HAR) Q+ ^( r# Z' d( [' o program in their flight management systems or ; y7 G9 o5 L1 ]. D, K) ?( Q+ y, ~RNAV equipage. {6 Q& i+ }& S. z; H5 X Pilot/Controller Glossary 2/14/08/ P% y) Y' |* t: l, Z) ^& @/ Z( n+ e PCG H-2 1 S: ^# k# t% m8 @HIGH FREQUENCY- The frequency band between" J- F( Z3 m' F) u U$ E 3 and 30 MHz. - {2 ~5 M2 a! n; H! Y(See HIGH FREQUENCY COMMUNICATIONS.) + h/ i* S. U9 o% H$ J* qHIGH FREQUENCY COMMUNICATIONS- High ' }! J. ~2 Q3 R6 tradio frequencies (HF) between 3 and 30 MHz used + U1 K6 }1 h% i6 F6 b# r. Y8 u; _for air‐to‐ground voice communication in overseas 0 @" ]- x/ f( `" d/ F5 X& Ioperations.; C0 m1 j# ]% R" b% j HIGH SPEED EXIT(See HIGH SPEED TAXIWAY.) / j) k# o e9 e/ |' u' v( `HIGH SPEED TAXIWAY- A long radius taxiway ! ], x5 n9 L, q# t) s! Udesigned and provided with lighting or marking to o5 \5 B4 ~! |& K( `" k5 ? define the path of aircraft, traveling at high speed (up ( t) y& q$ X% C: }2 Bto 60 knots), from the runway center to a point on the . a) q: D1 @" L- G5 ^1 ^, a: y0 H Vcenter of a taxiway. Also referred to as long radius . _6 q: N, W, t, t( f& i( Yexit or turn‐off taxiway. The high speed taxiway is 3 V6 @0 P; i" ~6 A$ w# ?9 Vdesigned to expedite aircraft turning off the runway . a" K6 s8 f4 {' j0 }after landing, thus reducing runway occupancy time.9 U% }" {5 B- X# h HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.) 6 W- N3 n' C* W: G* _# S. XHIWAS(See HAZARDOUS INFLIGHT WEATHER $ k! m$ J0 M! {# f/ @" l7 ~6 ~( yADVISORY SERVICE.)5 U3 g% E! Q( d; h% j) S9 g( ~ HIWAS AREA(See HAZARDOUS INFLIGHT WEATHER 5 V- Z) L; c ]8 s' \8 bADVISORY SERVICE.) ' O7 [0 L& A! L9 o. Q, l5 [. t6 hHIWAS BROADCAST AREA- A geographical area; q# a0 ?* V- x) f of responsibility including one or more HIWAS 7 ^3 b* z* o0 O- Noutlet areas assigned to an AFSS/FSS for hazardous ! e2 z1 d4 |9 v) s- E1 \; @! {1 Hweather advisory broadcasting.+ c8 W- Q/ G- y/ N# x0 l) l( p. z HIWAS OUTLET AREA- An area defined as a 1509 L0 }1 P$ P z, q, ]; v NM radius of a HIWAS outlet, expanded as necessary , |9 r7 U# s% Wto provide coverage.. W6 v: x8 t. J5 h) q5 E# Y HOLD FOR RELEASE- Used by ATC to delay an' n6 ^. D: t2 b# Z8 d' p aircraft for traffic management reasons; i.e., weather, 8 \, p$ `% ]) Q3 ?$ M! j, H( j: {traffic volume, etc. Hold for release instructions' c- R* l( W. f7 ^, B9 f (including departure delay information) are used to7 g x) v$ V C inform a pilot or a controller (either directly or$ v- y( W2 f$ C7 a. ] through an authorized relay) that an IFR departure / o/ P9 n9 ^/ v; D! U8 t5 f# V; ]clearance is not valid until a release time or additional # h" R4 ~1 B* i$ \ O, C5 a0 u5 \instructions have been received. & e+ z4 O, L7 z! E" d! J, p% o; e% H(See ICAO term HOLDING POINT.) , |' g/ R( h+ i7 j# V$ o% h- xHOLD IN LIEU OF PROCEDURE TURN- A hold 7 W" }/ P8 `) u( U7 y7 gin lieu of procedure turn shall be established over a; A' Z5 ]% V4 |/ x& ^ final or intermediate fix when an approach can be/ i* g O0 i; Q( e made from a properly aligned holding pattern. The * j: m! ^, ~' C. H! Z7 jhold in lieu of procedure turn permits the pilot to- E# {1 Q( q2 Y2 U align with the final or intermediate segment of the# }8 j: ]4 D& \! ~& F3 {# L approach and/or descend in the holding pattern to an ( _+ T$ P1 }7 xaltitude that will permit a normal descent to the final- ~, x& Y+ ]# S approach fix altitude. The hold in lieu of procedure- ~0 a6 f) g4 Q$ M turn is a required maneuver (the same as a procedure ; m! d1 R0 H- p' W) r% h& [ ?8 nturn) unless the aircraft is being radar vectored to the 9 l7 m' M3 _# e! g* z. q% sfinal approach course, when “NoPT” is shown on the 6 v/ Y+ L) k: M* Z) F3 ?1 |approach chart, or when the pilot requests or the. M7 x- t& h) M u- c controller advises the pilot to make a “straight-in” ) b! r+ d3 w. ?: }# ~* H, Happroach. ' x9 M; ]' Z2 V) V6 X4 hHOLD PROCEDURE- A predetermined maneuver1 o* h( Q& `& I: S3 a2 | P* L. l which keeps aircraft within a specified airspace while( M3 j9 X/ x" |8 w9 q% m awaiting further clearance from air traffic control.9 T, m# D3 S5 z$ d2 c Also used during ground operations to keep aircraft 2 m2 x8 F! s$ J' D+ L* d9 Kwithin a specified area or at a specified point while , Y5 N+ V) ^7 K( Q- a5 Pawaiting further clearance from air traffic control. 4 Z% e& v1 v7 n1 N I(See HOLDING FIX.) 3 m5 M: q* V$ l+ v5 A" u(Refer to AIM.) 9 v$ ?% L9 ~& g0 rHOLDING FIX- A specified fix identifiable to a% P, W9 k% r7 G pilot by NAVAIDs or visual reference to the ground , ?4 p. o4 \: p3 F# rused as a reference point in establishing and / Y& Z, N% s5 f: m* o( {0 vmaintaining the position of an aircraft while holding.% E1 ]& F4 ~! \2 f/ j5 y (See FIX.) 6 ^6 `$ `& H- {8 V, }7 T(See VISUAL HOLDING.)2 z8 R4 c; Z9 g4 H- S (Refer to AIM.)/ M+ A% C6 E6 u8 {# q* H! E HOLDING POINT [ICAO]- A specified location,% B% {6 _& `, N; M3 E, n% R identified by visual or other means, in the vicinity of8 d& b: Z! q0 I+ A which the position of an aircraft in flight is2 ? U9 {. C' V3 t" m' W3 R4 I/ g maintained in accordance with air traffic control8 i: i& K k6 m2 `8 h clearances. # B2 G: Z% P" O$ L' fHOLDING PROCEDURE(See HOLD PROCEDURE.)* m& w0 w0 _5 ~ HOLD‐SHORT POINT- A point on the runway $ C. y) q6 i5 i3 vbeyond which a landing aircraft with a LAHSO . \: Q% t0 D3 _. Cclearance is not authorized to proceed. This point6 R3 |) X% `# I# |: L( y! k may be located prior to an intersecting runway, # k, A- M; X n5 Wtaxiway, predetermined point, or approach/departure; A$ M1 }, T8 h5 X7 e( ? flight path. 0 _7 v3 I$ A& X1 z; UHOLD‐SHORT POSITION LIGHTS- Flashing9 t- h. H* I0 t' C# @ in‐pavement white lights located at specified ) A! F: s& ~0 o6 |3 l2 L1 t+ ]1 mhold‐short points.( j2 b4 \8 p6 M' a/ D HOLD‐SHORT POSITION MARKING- The # W$ W$ w7 p/ ~8 upainted runway marking located at the hold‐short# k/ Q0 p" g6 D; l point on all LAHSO runways. . S7 |' c5 ]. Q1 S8 q7 S) C; mHOLD‐SHORT POSITION SIGNS- Red and white 7 u) C, W8 x1 k& I8 U# Qholding position signs located alongside the3 V. G' K) H4 U( o5 i0 z hold‐short point. ' a+ i- X' D: ZPilot/Controller Glossary 2/14/08 $ a& l" Z! ~% Z% U% p6 k. P8 W$ DPCG H-3 ( s D9 P) y3 HHOMING- Flight toward a NAVAID, without 1 k4 J4 W/ q1 r' f" H) `correcting for wind, by adjusting the aircraft heading5 K4 S2 ] |' E& \5 f: ] to maintain a relative bearing of zero degrees.3 v* n4 G |3 X; x, V (See BEARING.) 2 R! e* F6 f R(See ICAO term HOMING.). S/ b# @1 j0 C: G HOMING [ICAO]- The procedure of using the / @- O! \! P! v4 Y/ _3 |direction‐finding equipment of one radio station with0 n( I" Q) q8 n& { p the emission of another radio station, where at least % f% D- u5 X' P) Oone of the stations is mobile, and whereby the mobile1 N# h4 J; B d0 @5 C/ _. {. Z station proceeds continuously towards the other; s6 \4 y% n) }9 t" [ station.5 x* r/ ^% f' O; ?+ [, O2 y HOVER CHECK- Used to describe when a; ^5 H; H! N" o helicopter/VTOL aircraft requires a stabilized hover + n9 P) w: x! m1 O8 Qto conduct a performance/power check prior to hover3 @* ? i% F4 w taxi, air taxi, or takeoff. Altitude of the hover will 1 _1 c. @, k; A4 Wvary based on the purpose of the check., X# |" K" M, V/ ]. c HOVER TAXI- Used to describe a helicopter/VTOL 8 P$ P& S$ [5 c+ uaircraft movement conducted above the surface and . i% a- q: k: m: U* L; uin ground effect at airspeeds less than approximately# H/ k# r, _, n1 [! t1 M 20 knots. The actual height may vary, and some # ^% H* F" v$ ?/ v# h, E" x) k& j: ^helicopters may require hover taxi above 25 feet AGL 0 B& ~% N0 N+ ~1 ^to reduce ground effect turbulence or provide 2 G; l( i" m# {! P' gclearance for cargo slingloads.& ], b: \8 U! f& j% \/ V (See AIR TAXI.)" h9 e4 M2 c# u/ t3 P6 Q3 k (See HOVER CHECK.) . g, P/ F: F; K, @! T E. Y(Refer to AIM.) 7 _* s$ }. u9 e! h. d$ S! j. @HOW DO YOU HEAR ME?- A question relating to ' T7 Z. j) V* Z* j" q$ |( m1 K) I# ethe quality of the transmission or to determine how 8 h$ h; d" u# w1 R& k# Vwell the transmission is being received. & ] @6 s% `& R: VHZ(See HERTZ.) " A& a5 l7 H4 a1 h9 F4 uPilot/Controller Glossary 2/14/08" R8 ^. m. t% U! D( e$ \ PCG I-1 , p9 `( L" r/ r- x0 n0 GI . s% j+ S/ J! ^1 M2 e$ @0 nI SAY AGAIN- The message will be repeated.0 }1 @/ j) h: o+ U3 b) u; q' p IAF(See INITIAL APPROACH FIX.)% [ j8 Z. {! D3 P- u8 S IAP(See INSTRUMENT APPROACH$ A+ z; I/ T4 {; m, b9 d PROCEDURE.) # b2 G3 n% i% ~6 D8 XIAWP- Initial Approach Waypoint ( p0 i6 \! B: Z3 `ICAO(See ICAO Term INTERNATIONAL CIVIL( I% Y/ o- b! ^ AVIATION ORGANIZATION.) 0 Y& m9 L- x( X, d3 }# `+ UICING- The accumulation of airframe ice. * w& x' r2 d! b; b+ qTypes of icing are: ) C0 |# F4 x7 b" ya. Rime Ice- Rough, milky, opaque ice formed by X$ R2 f$ Z8 j5 `2 Vthe instantaneous freezing of small supercooled. ]- n) y4 q% q5 l water droplets.* ]8 {& O- N" P% w( b b. Clear Ice- A glossy, clear, or translucent ice5 f6 V) F T+ B( Z formed by the relatively slow freezing or large . ~9 f7 N. h d1 xsupercooled water droplets.4 {5 R0 k# Q+ d7 k2 X& c0 j, y, S c. Mixed- A mixture of clear ice and rime ice. # O; Y8 r, E# Y7 z' Z6 S( LIntensity of icing:2 F4 X$ ^$ a M% d a. Trace- Ice becomes perceptible. Rate of - j" X. ?! v3 t% R$ S( E! Z- uaccumulation is slightly greater than the rate of 7 |# h- \7 y8 r6 @' ~2 Ksublimation. Deicing/anti‐icing equipment is not 5 L$ }( _- o" Z$ l5 Autilized unless encountered for an extended period of% I1 C7 B# }# o f! w& \: {6 z) v time (over 1 hour)./ P$ P* {& t: f; V& o b. Light- The rate of accumulation may create a% q" c- w9 r2 u/ s; {8 B problem if flight is prolonged in this environment * }* K7 W7 E0 e! Q# f* m# r) U(over 1 hour). Occasional use of deicing/anti‐icing/ J7 S3 g1 M% z+ n5 f equipment removes/prevents accumulation. It does : x* r0 Q4 B# X! ~& vnot present a problem if the deicing/anti‐icing+ Z- k* }! I0 }' i1 g) P equipment is used.: c* T7 a+ i: z c. Moderate- The rate of accumulation is such that ) y# q1 U$ N" Y1 }0 Y$ ceven short encounters become potentially hazardous 2 z% R+ k) \0 Uand use of deicing/anti‐icing equipment or flight8 N$ j* S1 B% d! S& w0 D+ [9 n diversion is necessary.$ I/ L H9 X$ I+ G' ] d. Severe- The rate of accumulation is such that( H: R7 K0 I4 A2 ]/ g5 ~ deicing/anti‐icing equipment fails to reduce or* F. n A$ y4 m9 u' s# x' u& x+ U control the hazard. Immediate flight diversion is 6 v3 f3 \: R) ?; Z# `& U* ^necessary.1 h/ t% D2 `3 W9 I' }/ |; } IDENT- A request for a pilot to activate the aircraft , j, q* X/ i% M5 {' z% o7 W$ Ltransponder identification feature. This will help the 5 A8 s2 O, f4 C; _# r8 Y" o% t8 jcontroller to confirm an aircraft identity or to identify 6 U5 X) c! H3 ~' Yan aircraft.& Z7 R! P2 D6 B$ Y9 I8 i (Refer to AIM.)9 P O0 U- g. t2 S IDENT FEATURE- The special feature in the Air# \/ B$ k1 k$ ^8 [8 [! C5 \ Traffic Control Radar Beacon System (ATCRBS). q. Q& A& m0 M: S! k$ T/ U9 F' i0 v equipment. It is used to immediately distinguish one1 ~) p. M( M# ~ displayed beacon target from other beacon targets.9 F! X3 e4 |+ x A. A m$ {' ` (See IDENT.) W, i, W! u1 X* SIF(See INTERMEDIATE FIX.)0 A) W7 ~) w- E IFIM(See INTERNATIONAL FLIGHT INFORMATION% h: _$ E' y2 Z7 u# n, T+ V5 v4 r MANUAL.) - [, j7 M K" |) W7 S4 qIF NO TRANSMISSION RECEIVED FOR 9 w# d+ f6 r- C4 S2 k(TIME)- Used by ATC in radar approaches to prefix( A9 }$ {9 B) ]9 Y/ s procedures which should be followed by the pilot in. D* {$ R% \0 e. y event of lost communications. , p1 I, F: D8 n9 D& G9 ?' L q(See LOST COMMUNICATIONS.) : [" v: P! m) R6 m8 ZIFR(See INSTRUMENT FLIGHT RULES.) % X$ k) O- w. NIFR AIRCRAFT- An aircraft conducting flight in + R1 c! v [0 {( N. Z* Vaccordance with instrument flight rules." F0 G( v7 P. s' C( f. D IFR CONDITIONS- Weather conditions below the . L! |3 r L4 r% M9 T0 Q- u7 |4 B5 lminimum for flight under visual flight rules.2 G/ ^% ~+ X) I& e) G; u2 a (See INSTRUMENT METEOROLOGICAL+ m# o& Q/ _; W$ [ CONDITIONS.); S( V& U( ~; y5 [* x IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND 2 F5 L: n) ?* R a* KDEPARTURE PROCEDURES.)0 B6 a U5 M& H3 E; f (Refer to AIM.) 7 P* A9 k$ J4 sIFR FLIGHT(See IFR AIRCRAFT.)( N+ F( o; B* M' K IFR LANDING MINIMUMS(See LANDING MINIMUMS.)4 E T5 m6 J. t7 J0 L! p% b IFR MILITARY TRAINING ROUTES (IR)- Routes+ p* O' k, M7 b/ h# E used by the Department of Defense and associated7 E# |5 i. j0 I: Y4 L% U b Reserve and Air Guard units for the purpose of( ]- n o% ?5 M4 \8 L: a1 a conducting low‐altitude navigation and tactical' P' i7 n- }# w$ g3 a* x2 q+ y training in both IFR and VFR weather conditions5 S9 O3 k0 S, h below 10,000 feet MSL at airspeeds in excess of 2503 Y0 b, {& F! t3 Z5 d2 M8 F knots IAS.7 [3 k- h5 _; @, I IFR TAKEOFF MINIMUMS AND DEPARTURE/ c% F) a: R0 `; s PROCEDURES- Title 14 Code of Federal+ t; C2 }$ N' K Pilot/Controller Glossary 2/14/088 U# B7 u. q' r5 c8 d y PCG I-2

使用道具 举报

Rank: 9Rank: 9Rank: 9

15#
发表于 2008-12-28 14:14:55 |只看该作者
Regulations Part 91, prescribes standard takeoff rules& n/ p" B8 c0 k' H3 q5 I0 ~ for certain civil users. At some airports, obstructions2 Q" D$ m! U$ T' f2 l( Y or other factors require the establishm ent of- a* }) X s3 `" m) f nonstandard takeoff minimums, departure proce‐ ( a+ _/ Q; Q( u# I) ?dures, or both to assist pilots in avoiding obstacles) p8 @9 Z& X/ H0 _6 Y" L during climb to the minimum en route altitude. Those , ?& h; \3 i U: kairports are listed in FAA/DOD Instrument Approach ( X$ s) J- s1 I& b& aProcedures (IAPs) Charts under a section entitled # R; [' B! F L% M' O: N“IFR Takeoff Minimums and Departure Procedures.” , z: q( u& \6 C3 _The FAA/DOD IAP chart legend illustrates the8 g$ e1 z. |* i. b0 ^+ i symbol used to alert the pilot to nonstandard takeoff; r1 y; \ q" Q" P N" ?( L* G minimums and departure procedures. When depart‐' y' {3 \% f: C$ t& M! Y ing IFR from such airports or from any airports where. G# F3 I7 X8 j7 B there are no departure procedures, DPs, or ATC" H3 B& i3 ^" {- y6 Q facilities available, pilots should advise ATC of any 8 \5 F- X) p9 ~8 V% J4 gdeparture limitations. Controllers may query a pilot+ [) ~6 C4 k! p0 S to determine acceptable departure directions, turns,: |, ], L& h0 @$ |( ^ or headings after takeoff. Pilots should be familiar. r5 c( h! D5 {- k7 T! g' j3 u) a with the departure procedures and must assure that; k" m% g! X, L! b% B: K their aircraft can meet or exceed any specified climb. [5 H# r6 z3 A5 [& H% [! ^) { gradients.6 K% K6 N1 X# r4 P! h% |, _ IF/IAWP- Intermediate Fix/Initial Approach Way‐ : B2 L y) K+ Kpoint. The waypoint where the final approach course0 V0 U2 D; V: Z5 ` of a T approach meets the crossbar of the T. When( z: N& r( U2 m' H2 e2 ^7 P! G designated (in conjunction with a TAA) this 9 }- S6 D4 z9 W9 {waypoint will be used as an IAWP when approaching . s, n0 h1 o' B$ B0 f6 wthe airport from certain directions, and as an IFWP, V% \$ `5 k- D: ~. d* ?5 B5 W when beginning the approach from another IAWP. 3 N: g5 ~8 D# {9 [; m% w, ^! BIFWP- Intermediate Fix Waypoint 0 k! F- t1 f$ A5 H. i+ ]: G# ?ILS(See INSTRUMENT LANDING SYSTEM.)4 M% _1 m u" K- S& p3 ^ ILS CATEGORIES- 1. ILS Category I. An ILS # O7 d- G3 p0 ^, i& L6 v8 q0 lapproach procedure which provides for approach to 5 B* r5 S+ l( }4 G# ma height above touchdown of not less than 200 feet; k8 {, t$ _1 h9 h# K9 D and with runway visual range of not less than 1,800 & r$ N* A& i% p9 s! i& O( S' qfeet.- 2. ILS Category II. An ILS approach procedure ( ~3 E9 d, [4 O1 mwhich provides for approach to a height above" G+ p8 J0 n3 u touchdown of not less than 100 feet and with runway6 S+ k" s" w# |- Z visual range of not less than 1,200 feet.- 3. ILS * G& r% z3 T( m- p# ~8 L8 a" I- TCategory III: 5 X7 O, f0 N B1 r% O+ ta. IIIA.-An ILS approach procedure which5 ?$ H# h. R5 v2 T: a1 R* Z provides for approach without a decision height' J' D' V5 F1 E: L5 Z minimum and with runway visual range of not less% [ s9 B9 i7 O3 C/ h than 700 feet. ' ?8 y; P B) Sb. IIIB.-An ILS approach procedure which * v, d0 ^ s6 ~) D6 q8 G4 Wprovides for approach without a decision height 9 Z: u: d& Y: e/ k0 F( gminimum and with runway visual range of not less. A8 a8 w3 ~8 o1 h7 S" e than 150 feet. 6 v! g$ ~; A7 Dc. IIIC.-An ILS approach procedure which & @! s" Q2 s- L, V6 Gprovides for approach without a decision height 3 m0 f/ A2 C6 Iminimum and without runway visual range % h" O% v' r$ |" ^. |$ `3 dminimum. 2 s) @ u: c, A7 k q) vILS PRM APPROACH- An instrument landing ) I1 q2 E: I/ Y6 V$ H Jsystem (ILS) approach conducted to parallel runways $ V% r6 e `' Zwhose extended centerlines are separated by less than / c" E6 E3 B- B( B, k# [) V8 A4,300 feet and the parallel runways have a Precision 2 y4 O- H# X& q3 SRunway Monitoring (PRM) system that permits! m; c# y! @' e, | simultaneous independent ILS approaches. . \! y* l9 \; W' B9 ^/ R/ ZIM(See INNER MARKER.)8 |6 Q& k w4 k6 B a1 ~' T6 r' Y0 g+ [ IMC(See INSTRUMENT METEOROLOGICAL( m, ?4 }! x. ^3 \0 s7 s CONDITIONS.) ( K8 Q5 S& y; v% yIMMEDIATELY- Used by ATC or pilots when such ; \& j; R( Y1 }$ ~7 j" L$ faction compliance is required to avoid an imminent 1 t1 I9 g% w3 J) Msituation.2 G& ]0 q0 o5 ?( ^ n3 ^ INCERFA (Uncertainty Phase) [ICAO]- A situation 6 `7 ?1 f5 @9 v% s( s) P8 ^5 nwherein uncertainty exists as to the safety of an 6 m- H: o D- A" l) h: vaircraft and its occupants. + y; M) C) O. _/ g$ w" {1 v0 Q# R( GINCREASE SPEED TO (SPEED)-9 w8 f1 r4 ]" j7 e4 [ (See SPEED ADJUSTMENT.)8 d1 q; ]1 x* T( \ INERTIAL NAVIGATION SYSTEM- An RNAV8 X k! x) E+ R( L* j6 V system which is a form of self‐contained navigation. , n+ W4 {8 a7 W$ ?. E(See Area Navigation/RNAV.) D* @ i* Q. ?0 k6 }INFLIGHT REFUELING(See AERIAL REFUELING.) ' S0 ]" z! { k& _+ `) k, ]. _9 IINFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.)6 f8 k6 s. {+ O# Y9 [- b INFORMATION REQUEST- A request originated 7 {' q: v8 b5 Xby an FSS for information concerning an overdue + B2 O3 t: f, u, p: x1 bVFR aircraft./ G: s; F* s- [$ O+ ? INITIAL APPROACH FIX- The fixes depicted on . R0 J+ X3 p) C8 ?9 ainstrument approach procedure charts that identify % }, R9 B5 c6 U) ~- Hthe beginning of the initial approach segment(s).+ |; P& v3 K* A* y. C/ T C- P (See FIX.)* C% X; a: [" e: [1 o1 F) B1 S" e (See SEGMENTS OF AN INSTRUMENT & b# D2 T! d& _, N' J, @8 B, s" D0 LAPPROACH PROCEDURE.) ( Q }" V6 _2 p, Z+ s; PINITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT8 u" t4 {+ i4 k( H3 F+ a6 \& | APPROACH PROCEDURE.) 3 R I3 ?/ u6 m$ i( hINITIAL APPROACH SEGMENT [ICAO]- That 1 _& E; Q) j* bsegment of an instrument approach procedure9 q2 @' g5 z/ v: M. F between the initial approach fix and the intermediate0 {; t3 g3 p; E/ V approach fix or, where applicable, the final approach9 }2 i: L6 K9 G+ q1 c! O fix or point. ; N$ O8 J7 m1 @/ N- q% YPilot/Controller Glossary 2/14/08 - N4 N5 G: T- B. j) XPCG I-3 " |0 ~0 `, B& L( U0 Q. U6 n& qINLAND NAVIGATION FACILITY- A navigation . O: b. p, a8 O) qaid on a North American Route at which the common( ~ R) a& S& [9 I- |5 o route and/or the noncommon route begins or ends. 2 d" n% G0 ~" M9 r4 S$ tINNER MARKER- A marker beacon used with an& J7 u5 y9 Z% l; w5 h* h ILS (CAT II) precision approach located between the ( @5 p' m2 l: a* K) W4 f! u0 Zmiddle marker and the end of the ILS runway,+ K; U: W7 [/ \) ~ transmitting a radiation pattern keyed at six dots per; b3 x9 x- E: M0 K5 u* I. [! ~ second and indicating to the pilot, both aurally and+ M! H2 c! j/ U" B3 W visually, that he/she is at the designated decision 1 C2 q& C( V+ @. yheight (DH), normally 100 feet above the touchdown 6 P2 u' [" J7 ^1 ^1 C" @2 ~" Dzone elevation, on the ILS CAT II approach. It also , `+ i- T- ^0 O4 S4 Nmarks progress during a CAT III approach./ w) x2 y5 e! T( M (See INSTRUMENT LANDING SYSTEM.) , R* d2 `$ h) L(Refer to AIM.) $ `7 q3 Q/ ]2 g$ UINNER MARKER BEACON(See INNER MARKER.)$ h6 C' u: P3 v# M! g INREQ(See INFORMATION REQUEST.)+ |# ?2 a9 I x) H7 t/ N2 F4 I8 l INS(See INERTIAL NAVIGATION SYSTEM.) . M6 o$ i# ~: W) C, c6 v6 |INSTRUMENT APPROACH(See INSTRUMENT APPROACH- D( s4 s! D g2 _3 c) C PROCEDURE.)2 J, D5 a, g9 u4 C# W, x8 u: h INSTRUMENT APPROACH PROCEDURE- A0 ~7 d2 x: b2 [+ |5 k series of predetermined maneuvers for the orderly$ U; q! |, a9 E: B& z transfer of an aircraft under instrument flight7 G) d, V" U. Z; P/ n5 R conditions from the beginning of the initial approach ; d6 X0 P3 M7 w' eto a landing or to a point from which a landing may3 P5 J' n' J4 _1 s* s; y9 y3 V, P be made visually. It is prescribed and approved for a6 \" e1 o" r3 \- W$ R specific airport by competent authority. $ J4 d+ [) f# w9 q(See SEGMENTS OF AN INSTRUMENT 2 A1 u3 V; L( D- _APPROACH PROCEDURE.) " W( B' v! q$ c7 a* Q5 K(Refer to 14 CFR Part 91.)9 ~& g; Y' G+ c8 |7 [2 Y6 v' h, n (Refer to AIM.) 5 }/ @6 D9 {9 C0 a6 W [- fa. U.S. civil standard instrument approach8 G/ m# `3 t) ]9 `2 P# k8 a x, h procedures are approved by the FAA as prescribed4 A: S( U8 e) I under 14 CFR Part 97 and are available for public( B9 t& e y. d: \" I ?+ W1 | use.' K3 o0 t5 H, R b. U.S. military standard instrument approach9 m7 b2 b* A5 v+ z# M1 o5 { procedures are approved and published by the& H# W L7 [) l! I% Q, Y6 ? Department of Defense. 9 p3 O0 D, |/ C" |, J% mc. Special instrument approach procedures are( B; h2 q, w: J [& i6 M approved by the FAA for individual operators but are8 _* K. u" i: T not published in 14 CFR Part 97 for public use. ) F! j9 f8 V- T/ X; T& ]2 t& r(See ICAO term INSTRUMENT APPROACH- u% R0 @1 q" s4 [# } PROCEDURE.)2 |6 T: G! a- Q/ l1 P1 b w n INSTRUMENT APPROACH PROCEDURE" ?) j' \2 Z4 R7 b5 M [ICAO]- A series of predetermined maneuvers by 7 \. a; F2 I3 @4 ~3 f- B+ qreference to flight instruments with specified. y6 X0 l( F* ?9 v protection from obstacles from the initial approach 0 B& y b% `- h7 K9 i7 Pfix, or where applicable, from the beginning of a * Z. _' F# y5 J9 m- ?- K B5 hdefined arrival route to a point from which a landing : a* w! |- F) P. }can be completed and thereafter, if a landing is not / Q$ w$ S6 A; c+ J* Y' ]completed, to a position at which holding or en route9 v/ I, F* N9 G8 _ obstacle clearance criteria apply.0 Q0 T* K% D" {8 O INSTRUMENT APPROACH PROCEDURES) c3 N( x/ g* w& i5 @. w CHARTS(See AERONAUTICAL CHART.) 6 d6 G1 o0 [, d/ o$ AINSTRUMENT DEPARTURE PROCEDURE* ~+ p. M7 g1 _' ~+ O/ [7 x' _' h (DP)- A preplanned instrument flight rule (IFR) ( R1 A: _ T, ?- {# f% qdeparture procedure published for pilot use, in' I* i4 q" ~* L4 N: x graphic or textual format, that provides obstruction& n% N2 c% ~# f! C* K6 \0 \ clearance from the terminal area to the appropriate en3 B6 b5 q( t& D route structure. There are two types of DP, Obstacle, Q$ U) c; M, D1 ]: S; { Departure Procedure (ODP), printed either textually: \/ ?3 l6 W1 R9 J5 w4 R or graphically, and, Standard Instrument Departure2 f! ~2 l' H h- v* A (SID), which is always printed graphically. 6 m0 }2 C5 i. _0 y4 Q& S! P(See IFR TAKEOFF MINIMUMS AND + ?4 Y( c) j g, X9 Q; |% r O ]DEPARTURE PROCEDURES.) $ k. e5 v7 g0 Y1 I7 P9 ?' v0 C, q(See OBSTACLE DEPARTURE PROCEDURES.)) |( \) s' a2 _; @ (See STANDARD INSTRUMENT DEPARTURES.) 2 W$ W1 h- M5 f6 h& ?8 Z(Refer to AIM.) 5 j2 i* d8 T' i3 b5 v QINSTRUMENT DEPARTURE PROCEDURE (DP) 5 p* L S, a+ m' G5 ?CHARTS(See AERONAUTICAL CHART.)" d" ]: w% l+ b3 Q: O' T* n* U/ g INSTRUMENT FLIGHT RULES- Rules governing1 X6 Z6 d+ V; X% G3 V- q. Q the procedures for conducting instrument flight. Also- A; E* b9 q" i0 R a term used by pilots and controllers to indicate type ! ~& n; L" d7 p' G/ T* U4 jof flight plan.2 M* k; Y3 c' n7 V1 A (See INSTRUMENT METEOROLOGICAL7 C$ C6 J9 q+ _ CONDITIONS.) 3 u8 |/ W6 s1 B; B(See VISUAL FLIGHT RULES.)1 E9 e4 Y5 V+ q" h/ G) \ (See VISUAL METEOROLOGICAL% n+ ~3 V& a% V, n: i CONDITIONS.)/ u. l) p% G4 b: t3 Y; y4 E0 x (See ICAO term INSTRUMENT FLIGHT - o3 H- q* S- GRULES.) 0 h& T, l$ i4 l+ s5 i: G" Z( K(Refer to AIM.): t& r& L0 ^$ Z0 s9 O INSTRUMENT FLIGHT RULES [ICAO]- A set of & v1 Z" X& F6 Rrules governing the conduct of flight under 7 g+ x' `2 O' v1 C! \& a; _5 Z5 D, Dinstrument meteorological conditions. ) J0 T9 n. s. D7 w) ZINSTRUMENT LANDING SYSTEM- A precision. h0 K3 `$ r# h6 d( v" Q* D instrument approach system which normally consists / `) f4 m9 _2 g6 H; pof the following electronic components and visual% O0 j) a4 @# T; U# y3 A$ Y aids: 4 E* @! m9 F/ P% ePilot/Controller Glossary 2/14/08 % r0 X0 X1 _1 E4 u$ N; rPCG I-4 ) l& e9 O) J/ P6 ta. Localizer.# P" c# D" |0 K) M (See LOCALIZER.) $ k- I/ g' f. Q% U( cb. Glideslope. 3 X% u! p2 r* ^, `. C(See GLIDESLOPE.) $ P6 i* k5 L5 {. o3 L* Z5 Qc. Outer Marker. : j Z, l q- x8 i( M" L% Y(See OUTER MARKER.) ! T& s/ I6 d) f# }d. Middle Marker.$ }. w, e5 @, i9 {$ z( [. `2 } (See MIDDLE MARKER.) . X6 W+ P0 s# @e. Approach Lights.6 s2 D' Y1 q1 }& H2 | (See AIRPORT LIGHTING.) ! }6 h4 F: j- H' s- \: e' O(Refer to 14 CFR Part 91.)4 J& o/ e* d/ D+ N" e% [9 } (Refer to AIM.)/ A$ Y! u# o% ^9 h( y INSTRUMENT METEOROLOGICAL CONDI‐" i6 p: E% ~+ j* B8 ]1 A$ w: O- k TIONS- Meteorological conditions expressed in 7 v3 T3 a7 I e: ^' Z% Mterms of visibility, distance from cloud, and ceiling* o9 g3 ]/ S! t' U3 V less than the minima specified for visual meteorolog‐+ T7 K9 G) {+ N6 r ical conditions.+ R! K( D+ Z, T (See INSTRUMENT FLIGHT RULES.) - u T, U$ P( [/ J5 s/ N' ^2 Y(See VISUAL FLIGHT RULES.)3 J5 C, c4 ]# l! s, b8 F- t (See VISUAL METEOROLOGICAL " X5 S; t! Y3 ~1 d3 V; X/ rCONDITIONS.) - u! @* W- `( E3 J! d2 X; f7 L( WINSTRUMENT RUNWAY- A runway equipped" |. @& K! r% D# M with electronic and visual navigation aids for which Z) F+ {/ ^8 H- J9 H/ aa precision or nonprecision approach procedure $ D- V- G7 |" c& t* Mhaving straight‐in landing minimums has been # l# H- n/ t3 b3 {3 g# B1 \( Sapproved.! k ` M) j1 ?0 O3 _! K) } (See ICAO term INSTRUMENT RUNWAY.) 0 Z5 }0 o% J0 U% V6 vINSTRUMENT RUNWAY [ICAO]- One of the : S, h# f- P( T8 X/ [# @following types of runways intended for the 4 T5 X, C6 }5 P5 s9 Eoperation of aircraft using instrument approach " t& C7 W5 Z9 O2 I+ o9 k6 }, Eprocedures: 8 B' o7 k( x6 [* Ja. Nonprecision Approach Runway-An instru‐ ' @4 [* t6 U4 g% zment runway served by visual aids and a nonvisual " q6 z- @6 r( ?aid providing at least directional guidance adequate$ T) D3 W7 n8 h( t+ B! [+ B for a straight‐in approach.$ \' R! Y, V* N/ w C1 O* p b. recision Approach Runway, Category I-An $ J3 l( t$ X' v. n% Linstrument runway served by ILS and visual aids 7 V! O7 t$ I' l2 g+ ` Z: Yintended for operations down to 60 m (200 feet) y9 g- j" ~0 e decision height and down to an RVR of the order of0 H9 o& `3 w0 n2 G$ @1 C6 y 800 m." N, j6 Q6 ]& p$ [* ~& e2 w c. recision Approach Runway, Category II-An [( R: M! l- Y) J; N+ K# a2 y* K instrument runway served by ILS and visual aids y0 N5 i# d: U+ p9 r! g/ H: l7 U) I3 h intended for operations down to 30 m (100 feet)5 D0 I8 R, B9 r; i; H decision height and down to an RVR of the order of R* g. g, Y( I3 E, W' k( _+ u" B400 m. 7 J% Z( t: m/ ]1 @! |, Sd. recision Approach Runway, Category III-An 1 l! X7 Q. A" o5 y/ J) g- r! | Cinstrument runway served by ILS to and along the& X% {3 n, D" G( K/ [* a surface of the runway and: $ Z& y1 _; [, p1 u& E7 W) X% p4 }1. Intended for operations down to an RVR of 0 Q' q/ Y9 i4 D- ~" ^the order of 200 m (no decision height being " t& C4 F4 _$ G' ~6 T, L0 W# ]applicable) using visual aids during the final phase of" X' H- Z6 G: I, D landing; / m) c7 I% [2 L0 J1 b2 Q# v. ?' u2. Intended for operations down to an RVR of 6 Y V. l2 B- C4 othe order of 50 m (no decision height being : [, n+ j( k- _, Q0 }6 capplicable) using visual aids for taxiing; 3 i. s' T0 N' M, _# F! U4 D+ T9 H3. Intended for operations without reliance on ) G" A9 x3 r5 V" a- d. S0 hvisual reference for landing or taxiing.1 K0 w' A/ d* Z! j# a( T Note 1:See Annex 10 Volume I, Part I, Chapter 3,5 F* D$ K7 E ^% i% \& J for related ILS specifications.8 i H1 f8 N Q Note 2:Visual aids need not necessarily be* E6 B* P, _" ?) h x matched to the scale of nonvisual aids provided. 6 L- g. B' n$ A6 O) wThe criterion for the selection of visual aids is the: O0 i/ d- ?) y1 v+ }- r conditions in which operations are intended to be, s2 o- }: K Y% O conducted. D4 |" w- |7 O0 o) z/ V# ], TINTEGRITY- The ability of a system to provide+ I" t8 E, O6 C timely warnings to users when the system should not 5 }9 {% c4 R- R) B/ @3 jbe used for navigation., n# N( N/ b; J INTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT # |7 s4 E8 Y# p* }APPROACH PROCEDURE.)3 H. [2 X. J. v% s6 y- j4 q( c INTERMEDIATE APPROACH SEGMENT ( [( g& _/ t! n; ^3 t[ICAO]- That segment of an instrument approach8 |4 s# P. o& h' B3 { procedure between either the intermediate approach ( A6 f4 q- A1 Q! L" @fix and the final approach fix or point, or between the( |( f4 k/ |9 u1 W& M- t& p end of a reversal, race track or dead reckoning track 3 c' q/ x+ d9 m9 ?( l& oprocedure and the final approach fix or point, as " j5 N% ]; u! Z6 ]& i+ G* H2 Pappropriate.0 ^/ H+ a: M: a N# q1 P& m INTERMEDIATE FIX- The fix that identifies the. d; _+ U" S* [$ x! x% i beginning of the intermediate approach segment of an ) M! x+ V! Z% \, x* J& \8 a) xinstrument approach procedure. The fix is not # a/ b+ u' H) D- [+ Dnormally identified on the instrument approach chart 4 L! h: \/ D$ o3 g$ ~! yas an intermediate fix (IF).6 P) H1 t: S+ e) Y/ Q( | (See SEGMENTS OF AN INSTRUMENT : ~- c$ ?7 B4 TAPPROACH PROCEDURE.)& J& a" o9 E6 o* h INTERMEDIATE LANDING- On the rare occasion7 h( m$ z q$ _) T that this option is requested, it should be approved.6 v. a8 n9 X* ~* h The departure center, however, must advise the $ j, R9 g; R! G7 ZATCSCC so that the appropriate delay is carried over8 H0 G9 ^2 u5 @5 _* i3 n+ U2 v. V and assigned at the interm ediate airport. An0 |7 q- l h* _- g7 a4 X3 @) j! s0 b intermediate landing airport within the arrival center) x; s2 `% `# i. ]. I will not be accepted without coordination with and6 e# M2 ~- S7 z: W the approval of the ATCSCC. + Y# a4 U1 S" o2 C. AINTERNATIONAL AIRPORT- Relating to interna‐" z* W: L/ C) T tional flight, it means: ; J' m! T7 s, n! X! {( b" W5 ^, wPilot/Controller Glossary 2/14/08* B g6 p; O+ [5 A% ]; [ PCG I-5; O5 O) _+ R& T2 a( k4 d a. An airport of entry which has been designated, w V5 N; [/ m8 U by the Secretary of Treasury or Commissioner of& n% S# }3 V6 K: F& }1 X7 o Customs as an international airport for customs+ [; w: j3 C ]( F5 Q. h% Q! b service. 1 }& Z. [* ?; a9 H; @* v' o. X7 kb. A landing rights airport at which specific7 [8 N/ T: f: J permission to land must be obtained from customs& p/ {2 R" \7 L: ]6 I! N- b6 ?! m9 x& d authorities in advance of contemplated use.# g! h6 m- Q# g* c4 T c. Airports designated under the Convention on 7 H: X* s# Y3 C' b5 l0 R3 {. X4 kInternational Civil Aviation as an airport for use by " r1 ~$ f! B4 O5 G8 xinternational commercial air transport and/or interna‐+ ~+ ^, B; |/ L8 b$ Y; T5 @: T tional general aviation. 3 m( `* U8 v" W9 D(See ICAO term INTERNATIONAL AIRPORT.) ) i7 L$ w$ E" g1 p8 `, F0 E* V1 A(Refer to AIRPORT/FACILITY DIRECTORY.) ) F( Y- ?( i( u \5 r% Z$ M(Refer to IFIM.) ]( z) O# U _! K' PINTERNATIONAL AIRPORT [ICAO]- Any airport( m; Q$ T, C( n, x- ~, I" ]( W designated by the Contracting State in whose- n3 ^& D1 }! ~) D/ q) \$ U territory it is situated as an airport of entry and$ P/ i. V1 l, g! @ departure for international air traffic, where the* k3 s9 f ^ V formalities incident to customs, immigration, public" m8 i3 G* D8 B8 z- l health, animal and plant quarantine and similar 8 u1 q) N; R% g1 sprocedures are carried out./ T( r. h- S- |. c+ ^' ` INTERNATIONAL CIVIL AVIATION ORGA‐ % d1 i7 w5 |5 _# z* _+ WNIZATION [ICAO]- A specialized agency of the # x) o2 U5 e% [United Nations whose objective is to develop the" j2 g' b0 `( k# ` principles and techniques of international air 9 [5 Y4 k% T" ~5 j) s# M/ p& ^navigation and to foster planning and development of5 Z2 o* T! d5 M( y' J international civil air transport. 6 F+ t& p' p* Y/ Ja. Regions include: ; ?- ~1 f. E# i" w+ Y; w1 G" J+ P1. African‐Indian Ocean Region 9 y3 o3 H7 h+ }8 k" r3 B4 p' ]2. Caribbean Region2 V: `, } @0 b0 I 3. European Region5 {/ R$ N- P! ^2 t% o! r5 P 4. Middle East/Asia Region 7 A- q: |+ b1 L' Y5. North American Region ) j! U; T, z' P1 w, I4 q: U6 |. P6. North Atlantic Region / a# S) R: ]' a/ |/ d( b7. acific Region! m2 A* Y+ P$ l7 P' Y 8. South American Region: e |! R% l) G; c, {1 N1 ^& M INTERNATIONAL FLIGHT INFORMATION' V: L6 y6 L* f2 C! E- H# t' X MANUAL- A publication designed primarily as a 1 ]4 X- y3 |7 xpilot's preflight planning guide for flights into0 P0 A8 p3 K" v: [ foreign airspace and for flights returning to the U.S.9 ^3 ?' z; I7 r8 e, u2 V7 d from foreign locations. 4 v1 `5 Q! x5 gINTERROGATOR- The ground‐based surveillance, M/ ~9 ^, k6 y) } radar beacon transmitter‐receiver, which normally2 @/ y' p( d6 a7 K scans in synchronism with a prim ary radar, + ?1 D: M6 m" g6 R m( Mtransmitting discrete radio signals which repetitious‐7 Q7 B7 T, M, r% X ly request all transponders on the mode being used to 1 v# |* o5 ^% v6 J/ hreply. The replies received are mixed with the 8 H' ^+ N; f- D; A2 lprimary radar returns and displayed on the same plan $ p$ V$ M: r A$ x6 j" Nposition indicator (radar scope). Also, applied to the7 V" j3 P% B# Z, R airborne element of the TACAN/DME system. 6 ?/ D2 u: L1 ^9 l9 ^! d$ V7 H(See TRANSPONDER.)$ y1 J) u- N- `* m$ G (Refer to AIM.)* F2 w& x) R: s, T2 o4 J* W, H INTERSECTING RUNWAYS- Two or more 0 Z8 @/ c! x" Q$ }1 Wrunways which cross or meet within their lengths. . w8 O4 j5 G& F' M1 U(See INTERSECTION.)

使用道具 举报

Rank: 9Rank: 9Rank: 9

16#
发表于 2008-12-28 14:15:14 |只看该作者
INTERSECTIONa. A point defined by any combination of courses, ( ]' [" B2 _% F1 hradials, or bearings of two or more navigational aids." P0 R6 j( v4 ~8 J b. Used to describe the point where two runways,: [5 Y+ ?, r3 W7 @- |& r a runway and a taxiway, or two taxiways cross or& l1 v; t" l9 C$ ^0 T! T" t; g; c meet. B ~$ K# Y4 [7 r8 y- |1 |& s( l6 B$ Y INTERSECTION DEPARTURE- A departure from/ B9 }* A9 o3 ?$ u1 H any runway intersection except the end of the runway. 0 H' q3 \3 P% B& h; g# l, X(See INTERSECTION.)1 j' K! m; f2 Q+ l+ [' T) O" J R INTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.)$ H: o& ?/ |4 ]7 R% } W IR(See IFR MILITARY TRAINING ROUTES.) - ^5 k5 x0 p) `6 Q8 rPilot/Controller Glossary 2/14/081 g7 e) M6 q; t. E% D% l6 t PCG J-1 , z r' e, D# s1 xJ

使用道具 举报

Rank: 9Rank: 9Rank: 9

17#
发表于 2008-12-28 14:15:29 |只看该作者
JAMMING- Electronic or mechanical interference& Z' X, V6 ]$ \; O# {% S' | which may disrupt the display of aircraft on radar or9 M( o; j/ ^* [5 K4 c the transmission/reception of radio communications/ - I$ a; l8 W2 ?& O& y: ^* E) Nnavigation. 7 Q4 M+ q& X# ^3 ~- NJET BLAST- Jet engine exhaust (thrust stream : Y" R" d. l% qturbulence).. h- y8 B h# b5 i$ I) S! w8 R (See WAKE TURBULENCE.)& |/ C4 E0 i" }# C JET ROUTE- A route designed to serve aircraft ( D! G* `1 H3 o0 C6 t4 woperations from 18,000 feet MSL up to and including' S$ v$ F3 m( V! m flight level 450. The routes are referred to as “J” ( g( Q: ~, O' k2 Broutes with numbering to identify the designated |5 q9 z- A4 B$ E! b' @0 T7 Rroute; e.g., J105. - `/ R3 a0 U& J' y(See Class A AIRSPACE.) ( c4 q& W/ s, F0 R# H# t$ W: {: Z(Refer to 14 CFR Part 71.)$ W* _6 @3 [1 M1 G$ q h. Y4 g3 x JET STREAM- A migrating stream of high‐speed " P- x. I6 |4 Fwinds present at high altitudes. 6 S3 s0 W& C2 i8 O7 Z' dJETTISONING OF EXTERNAL STORES- Air‐ % y4 }+ s/ q/ @, P; Z( h4 Cborne release of external stores; e.g., tiptanks, % |2 V( n4 j- A7 [ordnance. - P' x* o/ F: H0 q r( r8 r7 s(See FUEL DUMPING.) ; m8 o& H, V7 E+ s9 q! `! q(Refer to 14 CFR Part 91.) 6 @; N+ Z* V6 S+ Y2 ]8 R! _3 nJOINT USE RESTRICTED AREA(See RESTRICTED AREA.)5 O% F1 B- E. C2 F Pilot/Controller Glossary 2/14/089 n. B" N# X C2 Q/ u PCG K-1 r, Z9 V, R: R, Q9 FK* _+ J% T H S/ c KNOWN TRAFFIC- With respect to ATC clear‐8 V* ~. Q# d& d$ h% X ances, means aircraft whose altitude, position, and 8 X8 H7 g t( _- p+ ^intentions are known to ATC. , x( b5 I# l+ y6 _, r9 XPilot/Controller Glossary 2/14/08" X$ `5 p$ H' `5 M6 Q! U" U5 u1 \1 K PCG L-1 3 _% Z. y* p5 X% VL9 x J7 l# R; C LAA(See LOCAL AIRPORT ADVISORY.) 8 W/ t2 j1 b( f. X1 ]" wLAAS(See LOW ALTITUDE ALERT SYSTEM.) 1 F; z; I0 `! `LAHSO- An acronym for “Land and Hold Short, b* p) [7 I0 Q5 }6 ]- d, L Operation.” These operations include landing and : N3 u* S# m2 o2 K1 `holding short of an intersecting runway, a taxiway, a ) ^4 k$ M/ w1 g! A( U" zpredetermined point, or an approach/departure % t6 M3 u$ D+ f% M+ e9 qflightpath. * w& q" ~5 J' ~# m" v8 R" D! j+ C2 CLAHSO‐DRY- Land and hold short operations on 5 c" f$ f/ b5 A1 O4 Yrunways that are dry. " w1 b5 j. L' R0 I: k9 o; _) ^LAHSO‐WET- Land and hold short operations on2 h7 I9 b) f) v5 }1 B" M$ G runways that are wet (but not contaminated).1 }1 g1 D5 P! x LAND AND HOLD SHORT OPERATIONS -- n- q) \8 C- B+ P Operations which include simultaneous takeoffs and% e B* U6 B6 A$ j landings and/or simultaneous landings when a ( G z! J' o" l/ Planding aircraft is able and is instructed by the8 p7 o& I: G* I0 X. j/ l5 W controller to hold‐short of the intersecting runway/3 X! I5 Y9 C B: i6 K+ { taxiway or designated hold‐short point. Pilots are' ?+ p4 x4 q& S expected to promptly inform the controller if the hold : ?& g. D" i( J# _! a3 m& t7 @" `. a) x6 mshort clearance cannot be accepted. & \! \$ F' ~! r- c5 Q(See PARALLEL RUNWAYS.)6 t8 t1 I1 ~$ u: ]7 w (Refer to AIM.) & `+ }' \' }2 {. a3 tLANDING AREA- Any locality either on land, 9 h1 S3 v6 G0 h) h7 B* vwater, or structures, including airports/heliports and% K- j, L. {; z0 { intermediate landing fields, which is used, or ; d" E4 D/ x$ F2 Y4 uintended to be used, for the landing and takeoff of9 M) n: n t1 H* t/ F1 K# P aircraft whether or not facilities are provided for the4 F3 R; w( s) B; ]. R8 J, H shelter, servicing, or for receiving or discharging 2 }! T; ~, w/ \' t4 ^passengers or cargo. , f- U' Y8 x! \9 `$ } w(See ICAO term LANDING AREA.)% a5 A& t% z, { ]2 T LANDING AREA [ICAO]- That part of a movement ' Y- t( X* V' `% Y) Q) Z4 ?4 sarea intended for the landing or take‐off of aircraft.- ?, [7 H2 s9 g* C LANDING DIRECTION INDICATOR- A device 0 @2 Q, s5 u! W2 T: a) V) r" w" gwhich visually indicates the direction in which9 R' H0 x$ N" a3 P landings and takeoffs should be made.- }4 `* l) ]% k8 { (See TETRAHEDRON.) ) H3 W% J& Z/ ^. v1 E* J8 G' B3 I% ](Refer to AIM.) 6 f h: i4 J0 r" ?& V9 Y; eLANDING DISTANCE AVAILABLE [ICAO]- The ) h5 ?' m4 a+ _1 N& j( U! S: nlength of runway which is declared available and 1 ^1 z1 O) M! csuitable for the ground run of an aeroplane landing. 0 { A" @9 z! h, a* h; H' ] kLANDING MINIMUMS- The minimum visibility9 K2 d" E" s4 v% v! F# F prescribed for landing a civil aircraft while using an( ?" L3 @5 }1 ?, ^4 \8 ]0 V1 w& y instrument approach procedure. The minimum0 Q- b( ~8 N/ q% X" x8 e1 C applies with other limitations set forth in 14 CFR & P4 }5 h% z+ r* }% w. X2 [, uPart 91 with respect to the Minimum Descent; j& c x p+ I2 w9 d Altitude (MDA) or Decision Height (DH) prescribed* E C) q3 ?+ _- D" }4 a- v. L in the instrument approach procedures as follows: & K/ O; Q1 e8 ]! \4 E5 C+ ?% e. qa. Straight‐in landing minimums. A statement of ( R' ~ n* x! ?6 {" {8 SMDA and visibility, or DH and visibility, required for & O. X( C9 t$ H% S# G5 k0 G$ ja straight‐in landing on a specified runway, or ' [) | J6 ]9 }b. Circling minimums. A statement of MDA and: M: p3 q ^) C8 S visibility required for the circle‐to‐land maneuver. 5 N& K; i/ l. _' iNote:Descent below the established MDA or DH is - F* c( S1 ^# \1 g) mnot authorized during an approach unless the . x6 c4 q9 p; v9 gaircraft is in a position from which a normal+ K, `, P: d4 i. K# j approach to the runway of intended landing can be . m4 |2 ~7 k( l" a7 L: amade and adequate visual reference to required 2 H. n, p/ Y' X1 q9 ~visual cues is maintained. * U. l& ~2 `/ E: X(See CIRCLE‐TO‐LAND MANEUVER.) ' @2 X* m, b1 }0 j(See DECISION HEIGHT.)' P U2 M& |5 T6 ]! A (See INSTRUMENT APPROACH # y1 f$ h8 i! R& z5 Y0 ~( [# h8 fPROCEDURE.) 4 D, a! |; X* a$ K' O4 s(See MINIMUM DESCENT ALTITUDE.) ; i( \/ C& e) u(See STRAIGHT‐IN LANDING.) ; a3 y- D$ L/ ~(See VISIBILITY.)/ i, @8 U1 O+ N (Refer to 14 CFR Part 91.) , k7 D+ r1 T7 s. HLANDING ROLL- The distance from the point of/ Z/ ?0 P7 s1 ]6 H! h' C- e* m% D' h& K touchdown to the point where the aircraft can be8 M; F( t! m# a# O- X brought to a stop or exit the runway. " s. }* U3 L5 uLANDING SEQUENCE- The order in which 3 C/ E4 j/ i+ z# @aircraft are positioned for landing. 6 D9 [/ B- s5 }1 x(See APPROACH SEQUENCE.)8 q& u; O O) Q$ J3 ?# w LAST ASSIGNED ALTITUDE- The last altitude/& v" D3 K6 V3 w B% \; r" p, @+ E" _ flight level assigned by ATC and acknowledged by& h( Y1 Z3 K6 v" ]$ o& K3 b3 \ the pilot.5 z+ r% O- C$ H t (See MAINTAIN.) 2 ]" @; d5 R6 J; e$ @% o8 e(Refer to 14 CFR Part 91.)) n1 q6 f! l, ]& W8 G LATERAL NAVIGATION (LNAV)– A function of 3 O) I& H) P5 J9 m* Earea navigation (RNAV) equipment which calculates, & I2 A3 u) r# f! idisplays, and provides lateral guidance to a profile or % e1 p, Q- O7 k' Vpath. 3 g# F, I1 n: p3 u! x7 hLATERAL SEPARATION- The lateral spacing of : Q/ `' |8 y1 S0 m, q; L/ Gaircraft at the same altitude by requiring operation on& i" R5 r7 Q8 v( M Q; k2 o different routes or in different geographical locations.! f7 W; G# A. C" t! [ (See SEPARATION.): @" E0 a+ ~6 r. H5 {6 N Pilot/Controller Glossary 2/14/08 p! S% G Z7 s6 _. U6 hPCG L-2 z8 ^/ h/ g( s+ J/ w: U1 b( I9 VLDA(See LOCALIZER TYPE DIRECTIONAL AID.)& Z$ q. g7 |* \& k3 Y9 A/ s: n (See ICAO Term LANDING DISTANCE 1 }* h" ~1 n) }1 }6 P9 LAVAILABLE.) 7 f1 t# O( y6 [* j9 a3 y0 r: oLF(See LOW FREQUENCY.) - a' L$ x: }/ ^: R5 f+ QLIGHTED AIRPORT- An airport where runway and6 K4 @* V; A5 _. O% e% `- P2 ^, C obstruction lighting is available. ; L: x' P- [; n4 W' W. E9 {(See AIRPORT LIGHTING.) S. M& D" i6 d Q0 L0 Q(Refer to AIM.) , O1 h& G% \: Y+ A' ?, XLIGHT GUN- A handheld directional light signaling" r$ {# b/ G t2 P. F/ ^3 s device which emits a brilliant narrow beam of white,7 t" g: u+ Q9 L; P0 o' u6 D green, or red light as selected by the tower controller. 8 e( J& N* O K6 k9 V& e3 t% iThe color and type of light transmitted can be used to + F& [7 q1 S0 `0 J" Dapprove or disapprove anticipated pilot actions where " X& }( F. w7 P* y1 P' c) L/ I: C' r3 Tradio communication is not available. The light gun X; K5 C, W$ i3 H, \ is used for controlling traffic operating in the vicinity ; m5 l U3 B( Q, L* Q( z) j. qof the airport and on the airport movement area.- d1 j. G' v! Q/ M (Refer to AIM.) ' H% B9 Z8 Y9 Y# \9 p- CLOCAL AIRPORT ADVISORY (LAA)- A service% V+ }% l6 K" N" y0 u provided by facilities, which are located on the 4 S7 |8 ^: Z3 c( q0 E8 @landing airport, have a discrete ground-to-air ' l& _- u2 w. K5 p) c0 ?5 e& T5 kcommunication frequency or the tower frequency6 l3 L/ y* }; t2 w5 S! ? when the tower is closed, automated weather 2 G" o7 l: r8 C7 o8 W4 H$ U Freporting with voice broadcasting, and a continuous+ b1 i: Q+ ?" ~$ Y3 W! v ASOS/AWOS data display, other continuous direct - D! b; t1 Q, R+ q: m$ I' `reading instruments, or manual observations avail‐ / L9 ~ b# e. u+ xable to the specialist. 6 I' `8 B8 x. x% }+ Q2 A3 d(See AIRPORT ADVISORY AREA.)! M# ^! c9 Q+ i; S LOCAL TRAFFIC- Aircraft operating in the traffic9 G3 Z4 G7 [3 W, k* e pattern or within sight of the tower, or aircraft known ( X! q3 O1 c4 ?2 nto be departing or arriving from flight in local practice- U7 S5 ~, {/ Z4 K/ J areas, or aircraft executing practice instrument * E+ C6 W4 ^/ v- V. Gapproaches at the airport. 6 r6 L! L( B" K# i: p* I* y(See TRAFFIC PATTERN.) 7 \* a* c) A' J+ X# L) sLOCALIZER- The component of an ILS which. k" f$ b$ e5 V- ?& V0 m$ l4 T provides course guidance to the runway.; A: s$ c5 v* b- w (See INSTRUMENT LANDING SYSTEM.), S' b" S6 s0 x0 K5 w3 ~ (See ICAO term LOCALIZER COURSE.): J' i' t/ z5 W, U (Refer to AIM.)- u% L. I6 V- ]7 R* w3 b9 L LOCALIZER COURSE [ICAO]- The locus of ' c5 E# w* Y' ?# y7 I% xpoints, in any given horizontal plane, at which the7 [6 ]4 |& J* P3 x" }( H- V DDM (difference in depth of modulation) is zero. 9 D/ y6 e* `) I, V) l# jLOCALIZER OFFSET- An angular offset of the, }( n w; l! W/ {3 H localizer from the runway extended centerline in a 9 ^2 w/ p2 @( o6 p8 ~" ]- ]0 xdirection away from the no transgression zone (NTZ)+ I3 M1 p5 {$ a9 x7 { that increases the normal operating zone (NOZ)) z! W- e: v9 [7 S width. An offset requires a 50 foot increase in DH and( b! r) R2 w/ F/ `3 [0 ? is not authorized for CAT II and CAT III approaches. 6 P) n/ P- g: e+ I" ]1 C- F) O3 U) ]LOCALIZER TYPE DIRECTIONAL AID- A " T" O1 ?+ O( u1 h0 lNAVAID used for nonprecision instrument ap‐ 1 ~3 f& f8 r% z6 \proaches with utility and accuracy comparable to a ' m* o+ {- g6 U- | @3 ]2 Q- ?; u& klocalizer but which is not a part of a complete ILS and6 K$ r8 y6 {, G6 | is not aligned with the runway. 7 X" j, L* g5 ?; s4 t) O0 p1 {! Z(Refer to AIM.) - G! [- s, W: c* u' |2 RLOCALIZER USABLE DISTANCE- The maxi‐ " t- X4 p5 \4 `5 ]! F8 E2 Emum distance from the localizer transmitter at a5 H( V$ C8 `6 O6 i specified altitude, as verified by flight inspection, at : Q2 A/ K; R/ }0 K" _' awhich reliable course information is continuously # K" h9 F( X- M, z7 Wreceived.$ c0 ]7 u5 e, n (Refer to AIM.)) {: J/ }! A9 Y9 M; _0 }. { LOCATOR [ICAO]- An LM/MF NDB used as an aid , \6 _" E9 n+ O/ X% jto final approach.' t9 k5 e( g( w6 o2 f, K Note:A locator usually has an average radius of! J3 c3 ]% E" Z3 {2 ^+ J rated coverage of between 18.5 and 46.3 km (10 ( l; z4 N( G' d( c7 v% b: Vand 25 NM). 8 ^2 G7 V! B( J7 ^4 lLONG RANGE NAVIGATION(See LORAN.)6 O. y9 z" K h; m# F# C" E E" X LONGITUDINAL SEPARATION- The longitudi‐5 e4 h* j1 @# C8 G. m( W* o! B nal spacing of aircraft at the same altitude by a & P r1 }3 K; }3 N1 o: r- {minimum distance expressed in units of time or ( o* W& i; O0 f/ ymiles.; [. A- B7 k9 N/ J (See SEPARATION.) " \( }; q* c/ P5 f(Refer to AIM.) , w) o8 u9 E) G4 `8 O2 ]# N7 yLORAN- An electronic navigational system by4 s& R/ e$ P- e% H! W( d which hyperbolic lines of position are determined by& o4 t9 t" a% }2 Q1 A7 l/ J measuring the difference in the time of reception of 9 {. \) Y8 G) v) Ssynchronized pulse signals from two fixed transmit‐5 x+ O' K5 x" a ters. Loran A operates in the 1750‐1950 kHz ! k" p6 H8 k! l; Jfrequency band. Loran C and D operate in the % N2 l* W/ q! c. u4 ]6 L8 O* Q100‐110 kHz frequency band. / y6 u Z" i2 c! c) {) J(Refer to AIM.)3 j/ r) K: ]! X2 H LOST COMMUNICATIONS- Loss of the ability to. k2 i# v" a2 }! l; N communicate by radio. Aircraft are sometimes , M7 X$ f f" ]2 G4 Lreferred to as NORDO (No Radio). Standard pilot( X4 s0 H: J% u procedures are specified in 14 CFR Part 91. Radar ! d; D: u) z3 Y% rcontrollers issue procedures for pilots to follow in the5 N m' z. J' Y- p event of lost communications during a radar approach % u6 z' E( g, m* |; Uwhen weather reports indicate that an aircraft will3 K' I7 {9 h2 j likely encounter IFR weather conditions during the : e1 G: W& s" r1 _approach.7 h+ v$ r' L& N. `4 J1 Z (Refer to 14 CFR Part 91.) 2 ~' y' v4 S( g4 i* y% {) i(Refer AIM.) 4 ~! g8 p; r% ?- v9 |3 NPilot/Controller Glossary 2/14/08 : r. J; L# @& S; j% w4 ?2 nPCG L-3 1 ~, x( v3 x0 x ?, hLOW ALTITUDE AIRWAY STRUCTURE- The ' g p+ z9 e9 O! lnetwork of airways serving aircraft operations up to( G+ U6 `% q: z- v( E but not including 18,000 feet MSL. * b' p: r6 d# D(See AIRWAY.) 4 B4 T# s& a! u' R e# Z& f! K(Refer to AIM.) 1 J$ P/ O1 N, F$ ?- I" j# YLOW ALTITUDE ALERT, CHECK YOUR ALTI‐! ^1 ^6 L2 Q7 a9 U k TUDE IMMEDIATELY(See SAFETY ALERT.) ' N9 E6 C0 _: e7 V! I6 ?1 b9 MLOW ALTITUDE ALERT SYSTEM- An auto‐ C# u6 C4 d7 E/ x' y& Smated function of the TPX‐42 that alerts the 5 [5 f6 o3 v7 Y7 ]5 X' f2 Fcontroller when a Mode C transponder equipped5 z2 o( I7 o R0 G aircraft on an IFR flight plan is below a! C7 ^; n: _3 N# ? predetermined minimum safe altitude. If requested+ s2 T+ R- ] d% U by the pilot, Low Altitude Alert System monitoring) m. X/ B) G+ U! C& n is also available to VFR Mode C transponder + ~" v5 a, _& s3 Z5 ~equipped aircraft.* p0 ^. H" }4 j o( ~ ^2 p" O6 k1 j LOW APPROACH- An approach over an airport or: ^. b" j) `; @$ @ runway following an instrument approach or a VFR + W- i @ i$ v- i1 n+ Dapproach including the go‐around maneuver where 9 {) B1 X. y# }( Tthe pilot intentionally does not make contact with the6 q0 n3 U) n" s runway. 5 F, h7 c' K* e6 ]2 M( L(Refer to AIM.); i, W4 Y! j1 H. ? LOW FREQUENCY- The frequency band between- q N' O3 F( Q: {. m0 } 30 and 300 kHz.& H9 W3 w) u; ]& Q (Refer to AIM.) 0 ]7 |+ X& b2 z8 _# CLPV- A type of approach with vertical guidance1 l W$ G1 s* y8 D (APV) based on WAAS, published on RNAV (GPS) 8 A8 }' P* Z+ W6 g3 Mapproach charts. This procedure takes advantage of; [6 e2 p0 o. ~& a) G5 o the precise lateral guidance available from WAAS.+ \% Z5 G h, e* P! l- \) Q The minima is published as a decision altitude (DA). & C T9 U; Y) V, \: ~# l/ u& z; |Pilot/Controller Glossary 2/14/08 % C4 @0 v1 ]1 X6 L Y+ u8 }1 o. yPCG M-14 ~" T9 x0 p# f+ R0 _ M# H' F6 U: h- b$ }# P MAA(See MAXIMUM AUTHORIZED ALTITUDE.)" g7 S+ s' t/ ]1 @3 `- P MACH NUMBER- The ratio of true airspeed to the Z. s, z% t0 P+ v8 d7 m, r% F: Qspeed of sound; e.g., MACH .82, MACH 1.6.1 T) v; z0 F/ I, l (See AIRSPEED.)6 A( R; C9 l# R7 J MACH TECHNIQUE [ICAO]- Describes a control 1 E" {. d- A% }% f z" j% B1 ]technique used by air traffic control whereby turbojet& j7 L9 L! E% O3 m; I2 J aircraft operating successively along suitable routes+ f' t G8 f! X( v0 j are cleared to maintain appropriate MACH numbers : z$ A4 T( E+ g# f! l5 vfor a relevant portion of the en route phase of flight.1 h: Z8 A. v' C4 y8 s/ { The principle objective is to achieve improved& C* }( a Q6 J0 E" F: \ utilization of the airspace and to ensure that% ^) |! s; Z+ [$ N" U separation between successive aircraft does not0 `! C3 s1 k9 u: b9 Q decrease below the established minima.( s( g: h. ~# ]) H& j: f( B MAHWP- Missed Approach Holding Waypoint( H; l8 J6 d8 K- T: a- ~ MAINTAINa. Concerning altitude/flight level, the term1 x$ A. F4 N! X" z' |3 } means to remain at the altitude/flight level specified.9 ~6 O2 Y6 m5 ~. w The phrase “climb and” or “descend and” normally & i% z, s4 V5 A1 v: _5 zprecedes “maintain” and the altitude assignment;& m# x$ e; n3 H1 p2 { e.g., “descend and maintain 5,000.” 9 v0 h+ O6 c/ k% ^- Lb. Concerning other ATC instructions, the term is4 k2 Q2 v2 |5 s' T7 F used in its literal sense; e.g., maintain VFR. ( p/ u; X5 A! f9 ?0 CMAINTENANCE PLANNING FRICTION ; q& A% R) f3 a; c0 R' yLEVEL- The friction level specified in . |/ i+ V; s0 s" N$ b: P. @2 C0 _AC 150/5320‐12, Measurement, Construction, and9 {3 o4 S3 x* V! _: \ Maintenance of Skid Resistant Airport Pavement + p0 C- F& q+ g) D5 h/ ^Surfaces, which represents the friction value below9 Q p1 W- V& d! Z8 C, A3 V) J which the runway pavem ent surface rem ains! h8 M$ |$ G8 x2 A7 J acceptable for any category or class of aircraft$ f- w5 {* d$ k operations but which is beginning to show signs of: i$ N) x/ f2 e# t. A: q) O deterioration. This value will vary depending on the: @" w6 y: r( K particular friction measurement equipment used. 2 | y( J2 G t* `. oMAKE SHORT APPROACH- Used by ATC to ( [2 y) i' a {. V& ?( }% K3 L' ]inform a pilot to alter his/her traffic pattern so as to c! I0 l n1 Q' U I0 }6 @6 dmake a short final approach.* x4 o$ i% N' M) O (See TRAFFIC PATTERN.) " g j# J9 o/ Y: {0 o# w1 [$ dMAN PORTABLE AIR DEFENSE SYSTEMS; K9 c/ ] U" ~, U6 _5 P1 U; a- n (MANPADS)- MANPADS are lightweight, shoul‐ / F3 e* t7 S; y( R& D/ Hder-launched, missile systems used to bring down ! }5 L8 f2 I1 {0 Z; f( K }! Xaircraft and create mass casualties. The potential for8 [9 c7 i+ x0 x, L* _ MANPADS use against airborne aircraft is real and . z9 X. y3 S g1 T4 q$ y- Trequires familiarity with the subject. Terrorists' H4 ` M; s; j5 v5 m" o8 s choose MANPADS because the weapons are low9 I% o4 W7 l; _* o. {: s cost, highly mobile, require minimal set-up time, and6 R! `0 s% O5 b& x% G are easy to use and maintain. Although the weapons3 F2 Y! B) H6 _6 p. e. E5 N0 W5 q have limited range, and their accuracy is affected by5 r. B" @' s0 d+ L1 M3 P& k poor visibility and adverse weather, they can be fired j4 V8 [3 d+ ]from anywhere on land or from boats where there is ?: p4 [# v+ o; Munrestricted visibility to the target.3 h1 Q+ K% h$ l3 U MANDATORY ALTITUDE- An altitude depicted 6 F$ n8 L; b/ ?7 @: y) _( Xon an instrument Approach Procedure Chart * z0 h; b( ]4 E4 q; ?# srequiring the aircraft to maintain altitude at the* c4 V4 W$ q- i# S& u* S) _$ u- e depicted value.5 o: u {' I0 r5 W" x% ]! m% Q" G MANPADS(See MAN PORTABLE AIR DEFENSE % g9 i$ H0 I( L& ^& {SYSTEMS.) ! o( _$ u) {- O; @, FMAP(See MISSED APPROACH POINT.)) z9 @9 h; E) z/ R MARKER BEACON- An electronic navigation5 h6 d% \6 w0 Y8 G. l3 i facility transmitting a 75 MHz vertical fan or, x1 m1 o: `7 I8 ` boneshaped radiation pattern. Marker beacons are; e* G& ]0 O; @2 { identified by their modulation frequency and keying # K+ d, p& E: _/ |$ t3 b8 Vcode, and when received by compatible airborne, N- M( t5 m$ {+ e# ]0 Z; z equipment, indicate to the pilot, both aurally and # F0 A: c" ?9 n0 |visually, that he/she is passing over the facility." u6 J2 g% j* z; [% U (See INNER MARKER.) ! ?9 f j8 W) n7 f& L0 p7 C(See MIDDLE MARKER.) ; i; I. g/ c8 T4 S5 |(See OUTER MARKER.) - f7 o1 p. w m Q0 [7 ?$ T/ h(Refer to AIM.)

使用道具 举报

Rank: 9Rank: 9Rank: 9

18#
发表于 2008-12-28 14:15:58 |只看该作者
MARSA(See MILITARY AUTHORITY ASSUMES: c4 ^5 `: t5 c3 k, I. S RESPONSIBILITY FOR SEPARATION OF5 C6 V4 K: { r" F% I' J2 {6 s AIRCRAFT.)) |8 p! j8 d w" u MAWP- Missed Approach Waypoint, h7 T+ L( i2 M+ K* t8 E$ D$ I% i, E; P. | MAXIMUM AUTHORIZED ALTITUDE- A pub‐ 9 K1 I' P7 C- u* l' \3 Jlished altitude representing the maximum usable/ h4 s, @ s# C/ l altitude or flight level for an airspace structure or9 [! y) ?$ C8 ?; G route segment. It is the highest altitude on a Federal1 W& N' v5 A! b) I1 u9 N airway, jet route, area navigation low or high route,4 |, B# N6 x& Y$ n7 s9 M# F5 ` or other direct route for which an MEA is designated ( ?/ p7 l6 D2 s& F2 }/ d4 Min 14 CFR Part 95 at which adequate reception of $ i/ t$ z. w, e" L& inavigation aid signals is assured.% G" R: ^% f5 u: y, _ MAYDAY- The international radiotelephony distress: K7 N: t: L3 W signal. When repeated three times, it indicates. B4 ` _& p Q* L5 I4 a9 {2 {5 I Pilot/Controller Glossary 2/14/08 . C2 F0 c; J/ S) |* Q7 B4 L$ _PCG M-2/ `" ^. N% S' A3 v5 f imminent and grave danger and that immediate/ d; G) {. w' {# G" v( A9 ~ assistance is requested.5 C3 v5 {2 }! |+ Z( c) z& l" @ (See PAN‐PAN.)# I$ K, M% Y7 H; P9 C* h6 ? (Refer to AIM.)1 P# L4 m" h3 i MCA(See MINIMUM CROSSING ALTITUDE.): L. Y4 X7 o% F8 y0 {% i: f MDA(See MINIMUM DESCENT ALTITUDE.)% U( i2 S+ @9 w* ~0 |- h MEA(See MINIMUM EN ROUTE IFR ALTITUDE.) 9 F* l3 V8 m+ a4 bMEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR 5 V* r9 r5 D, M: {6 tTRACKING SYSTEM.)+ s$ E* N2 ^: X METEOROLOGICAL IMPACT STATEMENT-9 `6 Y5 I2 J( r2 I. L1 M An unscheduled planning forecast describing 7 u% J0 k- k" S6 mconditions expected to begin within 4 to 12 hours: d) o$ u% B3 N) |: t7 @. W7 h which may impact the flow of air traffic in a specific 9 B# i2 }) j- G& @# o5 J# L, acenter's (ARTCC) area.% D4 \% F* w# `5 t0 O7 g2 f: r METER FIX ARC- A semicircle, equidistant from / w, {- z3 c5 i" B' P A: l1 ea meter fix, usually in low altitude relatively close to9 g- e G9 |% t5 P# y/ E the meter fix, used to help CTAS/HOST calculate a1 @& S* l# m. M8 f3 u; H meter time, and determine appropriate sector meter * Y1 E7 n. L: G: i0 }1 `7 Slist assignments for aircraft not on an established( c+ i" N& l1 M) G! [+ ~+ B! e( j* s arrival route or assigned a meter fix.2 ^; k. Q% A5 g/ R1 }+ W0 o l METER FIX TIME/SLOT TIME- A calculated time 7 k1 r! I$ ?: }4 S2 ]* Eto depart the meter fix in order to cross the vertex at ! C) s$ c. k3 W$ ~the ACLT. This time reflects descent speed ( g& A. U( a9 z- F! Fadjustment and any applicable time that must be% M p d3 n2 f absorbed prior to crossing the meter fix. ( Q; n' [% b5 U/ B5 |4 BMETER LIST(See ARRIVAL SECTOR ADVISORY LIST.) & P' i$ s8 s3 ~- H; J# q! {METER LIST DISPLAY INTERVAL- A dynamic M$ y S. k9 L parameter which controls the number of minutes 5 u& O$ v& b; J; W! Z2 L$ zprior to the flight plan calculated time of arrival at the% j$ R5 d' @0 V6 \) w0 n" f/ ? meter fix for each aircraft, at which time the TCLT is0 T2 q& b6 _/ N- f: o frozen and becomes an ACLT; i.e., the VTA is # C: E0 c/ s$ P' |3 l2 D; uupdated and consequently the TCLT modified as " l& f# n- V9 U# X$ c2 kappropriate until frozen at which time updating is: B' Q( g9 J4 |) V9 F suspended and an ACLT is assigned. When frozen, . W; j" Q$ Z N5 r3 ]the flight entry is inserted into the arrival sector's. p( E. Q( y! g0 M meter list for display on the sector PVD/MDM. . I9 U4 i* I6 K1 y" SMLDI is used if filed true airspeed is less than or : g) P& s; S9 G0 @equal to freeze speed parameters (FSPD). ' d" q6 v" C, Z" G- xMETERING- A method of time‐regulating arrival / ?7 Z/ V- l: {$ T2 V% a7 e8 Wtraffic flow into a terminal area so as not to exceed a8 Q. [; ^5 a1 K" L% j- V, c+ s# U predetermined terminal acceptance rate. . Z4 R" @/ x9 v4 D& h* GMETERING AIRPORTS- Airports adapted for, t; G/ i" Q' N3 M; t6 z metering and for which optimum flight paths are . g% R1 |( a' h xdefined. A maximum of 15 airports may be adapted. : j q8 c- e! p$ zMETERING FIX- A fix along an established route' Q; I' ]8 e( g! x from over which aircraft will be metered prior to0 Q8 C! d) |7 H* [) H. p entering terminal airspace. Normally, this fix should 1 V; O& t* \# e( A. S4 U0 u3 B' [0 Lbe established at a distance from the airport which 7 W! e2 m9 Q0 C) R/ E' B0 Bwill facilitate a profile descent 10,000 feet above$ D" g/ S V7 p8 v$ C X airport elevation (AAE) or above. 6 `# @1 r# D9 g8 s9 E% E g% iMETERING POSITION(S )- Adapted PVDs/. @4 t$ ?3 Q% [$ l, X4 Q( X: E MDMs and associated “D” positions eligible for' O0 z; C2 {: n- p6 O display of a metering position list. A maximum of " o7 ^6 J R( o- n' r5 S7 L" dfour PVDs/MDMs may be adapted.2 ^5 `& F+ @* [: n* Y3 T METERING POSITION LIST- An ordered list of, S- v9 u0 K6 N! E data on arrivals for a selected metering airport' ~0 s: q9 Z5 ` displayed on a metering position PVD/MDM. 9 @4 @: X( [- d5 cMFT(See METER FIX TIME/SLOT TIME.) . p5 i1 P2 K# v2 \- X+ \( g* y! I/ VMHA(See MINIMUM HOLDING ALTITUDE.), G0 ? V- V2 ]5 L: G& O MIA(See MINIMUM IFR ALTITUDES.)& j1 W9 q, {8 W0 v: b0 x9 j ^4 ? MICROBURST- A small downburst with outbursts! X+ c, X6 Z* O of damaging winds extending 2.5 miles or less. In1 x$ L" Q, @2 W2 G* G2 ^9 I3 o1 I spite of its small horizontal scale, an intense * _& K2 J% I: [7 d% emicroburst could induce wind speeds as high as 150& L# W$ @7 }! L knots 4 P# _* f$ \; p3 z4 k(Refer to AIM.) 8 ^0 N N( A( NMIC RO‐EN ROUTE AUTOMATED RADAR1 }9 ~8 D0 F H" E' D- `7 Y TRACKING SYSTEM (MEARTS)- An automated+ U3 H5 P( z+ U* A radar and radar beacon tracking system capable of3 j& x2 J! B- j% c# w employing both short‐range (ASR) and long‐range% W" ~) x& r/ z9 s (ARSR) radars. This microcomputer driven system* }4 }/ q' {* H* T2 R2 s+ a provides improved tracking, continuous data record‐/ V3 ]: H! s7 q6 x3 K ing, and use of full digital radar displays.1 d3 m% s) g6 Y8 e: N2 K MICROWAVE LANDING SYSTEM- A precision. [6 b9 Y @+ K$ I! L0 G6 I; a instrument approach system operating in the ) x0 R: L, N0 ]% `- x% G* \# Rmicrowave spectrum which normally consists of the ! [) J1 P: ^3 \4 f& e( A& b0 ffollowing components: ' K+ S1 X) M+ Q2 d; B7 Y$ f" Xa. Azimuth Station. 9 k/ @ F( u* E% X5 |) Z; yb. Elevation Station. + \3 p! ?# n( L5 G/ n9 rc. recision Distance Measuring Equipment.7 m3 V! b8 ^3 b (See MLS CATEGORIES.) 0 w* e* a4 U% z L' H* [5 G% W# LMID RVR(See VISIBILITY.)* Z$ h' S: j4 c$ A2 U, S2 f+ S* j MIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.)7 a: a& |4 Q/ m( _ U/ o Pilot/Controller Glossary 2/14/08% L1 M8 @. y) R& V Y" z, u PCG M-3 % D. j1 }* R5 z/ \! C2 a3 uMIDDLE MARKER- A marker beacon that defines ' K" |$ \3 ~8 ]6 n4 @a point along the glideslope of an ILS normally 7 g3 s/ C: j2 S6 Q1 {6 Llocated at or near the point of decision height (ILS 1 G. T( H) `% @+ }; S2 L$ lCategory I). It is keyed to transmit alternate dots and / V o# f% g" J$ d) T1 I9 t! Hdashes, with the alternate dots and dashes keyed at the7 m) U: K: h5 [ rate of 95 dot/dash combinations per minute on a( p' y! b5 ?( v$ ]5 L. x6 E 1300 Hz tone, which is received aurally and visually + _" m1 B# R3 I2 Oby compatible airborne equipment. 1 V6 G. a$ C' w, ~1 x6 A) p(See INSTRUMENT LANDING SYSTEM.) 0 b: Y) }. S7 \9 g: x d(See MARKER BEACON.)& c- R+ l+ h" h9 } (Refer to AIM.) 5 [9 m8 U, Y" Z. \% I) WMILES‐IN‐TRAIL- A specified distance between + j4 y- |0 z! taircraft, normally, in the same stratum associated ! N1 B; P4 Y+ }: j, E8 Pwith the same destination or route of flight.- J0 U* u4 b7 n0 @2 U1 P0 ^ MILITARY AUTHORITY ASSUMES RESPONSI‐" t5 N9 ^% }4 ~& r BILITY FOR SEPARATION OF AIRCRAFT- A; j7 t. s' B4 ~: Z+ P$ G. p, Y condition whereby the military services involved+ v, k2 H9 _2 D assume responsibility for separation between : P ]5 G2 l' Q* `9 M- w1 I/ @participating military aircraft in the ATC system. It is. B) e/ M6 M2 Z3 q* S- X used only for required IFR operations which are* G4 N0 j i; c/ T, X/ T specified in letters of agreement or other appropriate 9 Z- D) V& T* m' sFAA or military documents.( J( ]# O. [. G1 H$ X9 T% z MILITARY LANDING ZONE- A landing strip used' k+ ~/ s6 L) `7 ~8 j exclusively by the military for training. A military- l7 ]8 g! K1 l landing zone does not carry a runway designation. 3 K9 k- ?! m+ U0 kMILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.)* \9 ^, n( m2 m* B MILITARY TRAINING ROUTES- Airspace of7 y7 o9 A4 s7 B9 [% k! S2 j defined vertical and lateral dimensions established ! Y# f/ `; ?* N$ b, v' s% k. ]2 J* ?, Tfor the conduct of military flight training at airspeeds : D- V5 T D6 \in excess of 250 knots IAS.6 n' W. D; @2 s i! Y5 O' q6 p (See IFR MILITARY TRAINING ROUTES.) ) v9 }& P3 x9 s(See VFR MILITARY TRAINING ROUTES.)( o: ]" H3 U7 N: X+ z5 | MINIMA(See MINIMUMS.) ( J6 `; n/ @) k4 c$ PMINIMUM CROSSING ALTITUDE- The lowest 6 o) n$ X$ j8 G* ]1 E' U# |altitude at certain fixes at which an aircraft must cross! q( E& ^ A* C when proceeding in the direction of a higher: H- _) D& S& B( v5 v minimum en route IFR altitude (MEA). ~! I' B8 O9 {3 p(See MINIMUM EN ROUTE IFR ALTITUDE.)( s5 C N/ G& J3 D4 h Y) E5 i MINIMUM DESCENT ALTITUDE- The lowest5 v' W; U$ X9 ?& I9 x1 _ altitude, expressed in feet above mean sea level, to C9 h) @# D. ~* R3 wwhich descent is authorized on final approach or9 V9 S5 A' z" j9 k. @1 M2 m during circle‐to‐land maneuvering in execution of a7 J1 Z; c( J3 p; G6 f% d ~ standard instrument approach procedure where no) G' |$ ^% {1 e. b2 _1 E9 ^ electronic glideslope is provided.) i4 [* j3 K) ]4 q S3 \; k8 ^ (See NONPRECISION APPROACH7 w& ^' [ s/ ^$ d& J1 }+ [! D% p! y PROCEDURE.)& T4 s% F- W6 A# v n6 c MINIMUM EN ROUTE IFR ALTITUDE (MEA)- / e$ y: y1 B5 F7 o$ @' S6 wThe lowest published altitude between radio fixes* A+ [: {3 B; f8 u8 R which assures acceptable navigational signal cover‐ " i9 i* Z7 Y$ s7 }6 J- G6 eage and meets obstacle clearance requirements 2 o9 s/ Z. t1 g; z. abetween those fixes. The MEA prescribed for a ! a7 o# y& e! zFederal airway or segment thereof, area navigation3 }- k. c+ J0 B$ F( Z; C) @ low or high route, or other direct route applies to the : y# ~! A5 w! {7 ?" Z0 lentire width of the airway, segment, or route between 4 t! k- y" b. I4 W# Xthe radio fixes defining the airway, segment, or route.% g2 r# ~6 p- P0 D4 q4 g (Refer to 14 CFR Part 91.)* ?+ G) ^9 r# O5 {8 } (Refer to 14 CFR Part 95.) ! Q9 P3 L; m8 c( l6 J' O(Refer to AIM.); h: j- _, O2 s9 | MINIMUM FRICTION LEVEL- The friction level f3 b7 a% D9 dspecified in AC 150/5320‐12, Measurem ent,6 w3 q" V( M! j* }0 J& z Construction, and Maintenance of Skid Resistant , K! Y2 Z: O- j: H0 F. h# ^Airport Pavement Surfaces, that represents the & Q6 Z5 ~2 F9 {; ?4 q# dminimum recommended wet pavement surface- I! f e. ~2 o# Q3 l friction value for any turbojet aircraft engaged in8 [: s# |( d4 z LAHSO. This value will vary with the particular 5 A+ s$ s. R. U8 {6 t3 `friction measurement equipment used. ; k9 X* D* K% E7 }MINIMUM FUEL- Indicates that an aircraft's fuel 8 a7 r) t5 L, X5 U9 x5 msupply has reached a state where, upon reaching the) T. m$ h& l1 d; Q" Z2 ^/ B destination, it can accept little or no delay. This is not + @; T. z2 \; Ban emergency situation but merely indicates an ; ^3 T5 ]4 |2 H$ Z8 N7 X, r. s9 @emergency situation is possible should any undue0 ?4 I6 o+ L! @/ O. c delay occur.) y7 K% k, y5 G; N; q# p (Refer to AIM.) $ k- q9 J& N" {4 Q/ HMINIMUM HOLDING ALTITUDE- The lowest " g6 e) q& |# Kaltitude prescribed for a holding pattern which9 a9 A1 F- ^! w" f0 x) Y7 Y' V assures navigational signal coverage, communica‐ & ?% _8 e7 w) j' n! Itions, and meets obstacle clearance requirements. 3 N4 v* I. _7 h& xMINIMUM IFR ALTITUDES (MIA)- Minimum # A1 D/ `3 o2 P( qaltitudes for IFR operations as prescribed in 14 CFR , K F0 `! r! D, Y1 O8 kPart 91. These altitudes are published on aeronautical + A/ D) k% _3 u3 T4 Dcharts and prescribed in 14 CFR Part 95 for airways % k- b2 ^; i! r7 P8 [7 U3 y0 S2 I& Fand routes, and in 14 CFR Part 97 for standard ' W, b& A0 z Linstrument approach procedures. If no applicable; ]8 ?* h7 ?1 X! q6 Q9 {; x+ k3 L minimum altitude is prescribed in 14 CFR Part 95 or + p; f) [# j2 f% p U+ W9 G14 CFR Part 97, the following minimum IFR ( R- H% p7 {! G2 @# haltitude applies: 0 O9 v. b" K* {, {% E5 k ^$ fa. In designated mountainous areas, 2,000 feet $ j0 F5 s, T1 Z" c+ r& sabove the highest obstacle within a horizontal ' R6 n% g+ |. [: ^9 j/ k" {8 Sdistance of 4 nautical miles from the course to be3 ]( N: B0 c' V0 N2 N flown; or 6 v! ~- E. U0 U: W) H0 `1 y4 RPilot/Controller Glossary 2/14/08* U9 T8 C7 U. Z: P: ? PCG M-4$ Q5 T4 E6 } U: H* ^8 h b. Other than mountainous areas, 1,000 feet above1 w) C6 q6 R! y0 H" w8 k the highest obstacle within a horizontal distance of 44 u) k$ V+ u5 v* K S" m+ @# J1 _+ Z nautical miles from the course to be flown; or 1 Q* A& [' I4 B8 o- bc. As otherwise authorized by the Administrator/ m! t7 l+ X4 w9 s# n/ q or assigned by ATC. a! b" J* x4 V* I( m( k (See MINIMUM CROSSING ALTITUDE.) . Y0 x1 m5 n9 J5 C; ?' j% A A6 [(See MINIMUM EN ROUTE IFR ALTITUDE.) ; {; K5 u1 t' u F(See MINIMUM OBSTRUCTION CLEARANCE1 I, R4 V5 D0 ?% Y* ? ALTITUDE.) 9 L4 R; Z6 J6 J6 O" ^(See MINIMUM SAFE ALTITUDE.)# L- N* C, ]7 p% F( c& W0 M (See MINIMUM VECTORING ALTITUDE.), L, N, J+ {9 Q (Refer to 14 CFR Part 91.)

使用道具 举报

Rank: 9Rank: 9Rank: 9

19#
发表于 2008-12-28 14:16:14 |只看该作者
MINIMUM NAVIGATION PERFORMANCE* D1 S3 ]2 X- \; f SPECIFICATION- A set of standards which require / q0 S4 w& z0 c* I* }aircraft to have a minimum navigation performance$ f# [( z! a# o, W) C) _ capability in order to operate in MNPS designated+ H \9 _. N$ w- L# c airspace. In addition, aircraft must be certified by ( c" t1 @; q1 E& E; Ntheir State of Registry for MNPS operation.# K# ? T4 y6 q& R MINIMUM NAVIGATION PERFORMANCE % a- e. r/ M5 W. aSPECIFICATION AIRSPACE- Designated airspace 8 v# @( s/ ~* a+ g/ F$ d5 kin which MNPS procedures are applied between& i6 h3 I! Z: \* |- i3 v4 m. p MNPS certified and equipped aircraft. Under certain; x4 C0 d1 q6 R/ t. C/ l; ?. V K conditions, non‐MNPS aircraft can operate in! |) c0 a: _0 k3 o; K MNPSA. However, standard oceanic separation s% @+ g) O/ K* ]minima is provided between the non‐MNPS aircraft0 V: s4 Q7 x; M: O% ^9 z. w8 r2 Q and other traffic. Currently, the only designated # i9 p2 H5 a( c( j3 A! R; m7 FMNPSA is described as follows:2 t3 F$ }. |. T+ I# \ a. Between FL 285 and FL 420; # Y$ w' ~& B8 u6 w( {b. Between latitudes 27N and the North Pole;( o5 }& [' ^6 j9 C5 S& w. T c. In the east, the eastern boundaries of the CTAs" D. M7 G: f, |) I Santa Maria Oceanic, Shanwick Oceanic, and1 U9 A7 v+ i+ X) [- i6 K Reykjavik; 0 C1 N: A! j7 H$ S- Od. In the west, the western boundaries of CTAs4 _ y9 p0 [# g; N2 \. c8 q7 t Reykjavik and Gander Oceanic and New York , X9 W5 _$ R( X: ]0 T0 uOceanic excluding the area west of 60W and south9 m$ D- `, S% T of 3830'N.) ?) o+ B5 s6 D3 { MINIMUM OBSTRUCTION CLEARANCE ALTI‐1 }2 K$ C% W6 R8 W% _8 a5 R4 I. ~+ p TUDE (MOCA)- The lowest published altitude in % I( L/ Z; h' @4 z% {( K- zeffect between radio fixes on VOR airways,+ |; c& Q! G! o off‐airway routes, or route segments which meets7 T2 w) y* K: D+ X( K/ N9 Q# e0 M obstacle clearance requirements for the entire route 2 j" o/ Z+ @1 t/ {+ usegment and which assures acceptable navigational : F0 N- @' @. P& V# ^5 bsignal coverage only within 25 statute (22 nautical)+ x% B0 V: @2 w* L6 z* y1 S2 R5 L miles of a VOR.5 t, I% ]: I+ { (Refer to 14 CFR Part 91.) % c+ ]# [2 n7 z6 O(Refer to 14 CFR Part 95.)1 e/ ~9 i( K+ k3 | MINIMUM RECEPTION ALTITUDE- The lowest & x4 N( _; O1 _& b* caltitude at which an intersection can be determined. 2 n- g% V, c& ~: _" Z' H7 R(Refer to 14 CFR Part 95.) ) O3 n5 Y$ _+ d9 [+ v! jMINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR* i# f/ u& p1 Z% F9 A, A Part 91 for various aircraft operations. ( A2 C, J K2 c$ ]$ }4 Sb. Altitudes depicted on approach charts which $ W6 O+ S: C) p" v: \provide at least 1,000 feet of obstacle clearance for& m" ^; {, z [- z6 n+ J/ S/ g emergency use within a specified distance from the ( J8 e0 s$ h/ f, anavigation facility upon which a procedure is. K0 e/ x: i8 ^# Y8 m predicated. These altitudes will be identified as % Y/ o) w! M0 C7 t/ I1 SMinimum Sector Altitudes or Emergency Safe! ^3 r3 A# W& |3 X" | Altitudes and are established as follows: & K, h5 z* J% Z# |3 r1. Minimum Sector Altitudes. Altitudes de‐* n! x. G o; d5 Y8 I picted on approach charts which provide at least8 Z+ a" |5 h6 M3 M5 e7 g( r9 v 1,000 feet of obstacle clearance within a 25‐mile % C8 o, d* S. O7 {& W7 q0 |: Eradius of the navigation facility upon which the7 b4 b' R s8 A. W% r/ K/ q procedure is predicated. Sectors depicted on- L$ h& p& R% A3 A" Z) x! ^ approach charts must be at least 90 degrees in scope. 5 g6 `3 B8 c; |: A2 W8 qThese altitudes are for emergency use only and do not3 s$ T; r5 N9 r, l2 ^7 X" y9 C necessarily assure acceptable navigational signal7 C0 j3 w! P# j8 m& w& |7 _ coverage. 6 W5 o2 S, D: G$ I6 g( h6 U- @; x(See ICAO term Minimum Sector Altitude.) % g5 \+ Y: u1 X2 T2. Emergency Safe Altitudes. Altitudes de‐ ( s; G3 M( a/ s6 n" A1 Vpicted on approach charts which provide at least& d7 N x0 g I5 h 1,000 feet of obstacle clearance in nonmountainous 7 ^- j) P! P5 P* b5 Jareas and 2,000 feet of obstacle clearance in - o* @; D9 k4 }designated mountainous areas within a 100‐mile7 G' Y' N9 ]. w: @+ ^+ O5 x radius of the navigation facility upon which the/ Z, e( ~; @* O1 s; b procedure is predicated and normally used only in , F( u5 b7 U& j! T! ~military procedures. These altitudes are identified on5 C# p+ [4 L$ t( V published procedures as “Emergency Safe Alti‐8 n8 P, Y* N+ `% N m# l1 J* D tudes.” ( k9 \- Z. @* \: y! V% tMINIMUM SAFE ALTITUDE WARNING- A% l c" ?6 L% M5 Z* M" p function of the ARTS III computer that aids the, T# ^' c4 Y; ~ Y( j) A controller by alerting him/her when a tracked Mode8 A9 e9 X( N3 |" w. ^ C equipped aircraft is below or is predicted by the9 U9 g6 q8 L: S; X# g2 Z9 l- | computer to go below a predetermined minimum safe 5 A( u1 i0 e) Waltitude.6 S+ N4 {! j' x* ?4 | (Refer to AIM.) . a7 m1 m/ T* R( U/ H8 A! C# kMINIMUM SECTOR ALTITUDE [ICAO]- The: }$ T3 p5 ^2 V lowest altitude which may be used under emergency6 z3 w4 G' h* z1 }* X conditions which will provide a minimum clearance) P0 ^2 X- p0 n/ c" @* z5 k1 I of 300 m (1,000 feet) above all obstacles located in' P* c: [9 v; t8 i an area contained within a sector of a circle of 46 km 8 T J- i/ @. t# M' D(25 NM) radius centered on a radio aid to navigation. ) p7 o, C9 b. y9 b4 T7 s' A( ]MINIMUMS- Weather condition requirements 3 {- Y X% o N8 Q' }* B& ]8 G4 restablished for a particular operation or type of! }) g9 _: L& K* u+ q Pilot/Controller Glossary 2/14/08+ z- M# r' ^$ o0 {' ^ PCG M-5 " i) E6 F9 O G) Boperation; e.g., IFR takeoff or landing, alternate, T; B7 P8 h, J( E airport for IFR flight plans, VFR flight, etc.+ y s* h) z( r6 G9 i (See IFR CONDITIONS.)3 O; R) \ [) R; s (See IFR TAKEOFF MINIMUMS AND5 d5 _+ D& |* v- l+ p8 Z* _( K8 ^ DEPARTURE PROCEDURES.) : i' s* j" Z$ }(See LANDING MINIMUMS.)4 k6 e" J7 X: f# i! [+ o* P4 c% n! ~ (See VFR CONDITIONS.)7 X3 H) _' F* Z3 [& o (Refer to 14 CFR Part 91.) & W+ J/ R4 h8 b(Refer to AIM.) 2 h) D4 x1 w8 N$ t5 @MINIMUM VECTORING ALTITUDE (MVA)- # ^: H' `/ f; F2 K7 x8 r6 mThe lowest MSL altitude at which an IFR aircraft will 2 j: o3 Y( h: ^6 M' t/ cbe vectored by a radar controller, except as otherwise( C1 [9 B {6 v authorized for radar approaches, departures, and! P/ @& g6 q& N# d# c* C5 T missed approaches. The altitude meets IFR obstacle: K8 B. T/ z# ^+ c' H clearance criteria. It may be lower than the published : B( X+ e5 L9 \MEA along an airway or J‐route segment. It may be# B4 U# I3 p# l5 a utilized for radar vectoring only upon the controller's 4 G1 a2 S3 B, x6 E* [determination that an adequate radar return is being! P5 |7 `; z! u2 Z# a) V6 W5 p received from the aircraft being controlled. Charts : g- l! s' z/ \8 I# Jdepicting minimum vectoring altitudes are normally- Q1 \3 o5 G- w available only to the controllers and not to pilots.7 U. Q+ e1 o6 F$ U0 z5 | (Refer to AIM.)5 t. N9 t9 K$ f6 F% s" ?( y* p MINUTES‐IN‐TRAIL- A specified interval be‐$ Z, v9 I- M* X. |& u9 q7 z tween aircraft expressed in time. This method would* n2 S; v, s- F. ~ more likely be utilized regardless of altitude. 3 w; a3 N% w$ l' B5 H. SMIS(See METEOROLOGICAL IMPACT) a6 e& U1 W2 J1 t9 k z STATEMENT.)6 z$ K/ t# N/ e/ p" |& W# L MISSED APPROACH- 9 I0 e2 o" V4 p6 Ba. A maneuver conducted by a pilot when an) O' P9 L+ K5 r4 E0 ~ instrument approach cannot be completed to a- i+ p; r6 t9 P' m, [0 L landing. The route of flight and altitude are shown on: f7 j; X- q( y7 V o" p, L( ]# {. I instrument approach procedure charts. A pilot 5 w9 {8 g8 b4 m' e# |executing a missed approach prior to the Missed ) |) ]0 W, x3 b4 ?# w4 mApproach Point (MAP) must continue along the final# N9 f) c+ d$ o. ~0 }' {. V# ^ approach to the MAP. 8 T: k: d/ _9 |1 f; @+ o/ hb. A term used by the pilot to inform ATC that 3 A# x1 }) L1 D1 A6 q/ @he/she is executing the missed approach. 6 ]2 H! ?3 X* u9 s- Kc. At locations where ATC radar service is; V x* j6 h$ n9 l5 W provided, the pilot should conform to radar vectors ( H3 }# h4 U E! C/ Gwhen provided by ATC in lieu of the published$ j# p4 s) Z( A d9 _ missed approach procedure. " c# S* s* {/ T3 c$ ~2 R(See MISSED APPROACH POINT.) - X' E2 ?" H& e" P0 ?* j% a* p. b(Refer to AIM.) * [, D8 r( H( D) GMISSED APPROACH POINT- A point prescribed 9 L; ~, K6 b. q6 y& K6 {in each instrument approach procedure at which a 5 T* d, h+ s9 ~3 [: Q, emissed approach procedure shall be executed if the3 R$ q0 S1 b" ~, B: r3 E2 j& a required visual reference does not exist.( O4 T$ p- |0 j: d- y, u. q# K% j) z2 ^ (See MISSED APPROACH.)8 j R8 b8 u# x' S$ D, H0 x6 H (See SEGMENTS OF AN INSTRUMENT( U4 B5 c2 E; ?4 P/ D+ [5 w, q6 X4 I2 h APPROACH PROCEDURE.)* V% q3 h. [! _: W8 ~ MISSED APPROACH PROCEDURE [ICAO]- The. V2 U- V: t$ C4 ~8 a |' } U) b procedure to be followed if the approach cannot be4 v4 y* ^% Y" F/ R. t- y continued.3 e# A# ~& \* {6 u: k: D0 a9 Y MISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT * x- u" @1 k+ H; \+ L7 vAPPROACH PROCEDURE.)2 e' q# j8 h, m6 S q* ? MLDI(See METER LIST DISPLAY INTERVAL.), n3 d/ c. k- ~' s! M% c* h) t' f. e MLS(See MICROWAVE LANDING SYSTEM.)! v" o$ [" T9 `, V7 F* u MLS CATEGORIESa. MLS Category I. An MLS approach procedure3 F! Z& e+ f" c/ o# T+ `/ V8 Q which provides for an approach to a height above $ z# X7 J: P* btouchdown of not less than 200 feet and a runway0 w. ^- d( i* g' h) d# u visual range of not less than 1,800 feet.5 ]& W$ D( s& R b. MLS Category II. Undefined until data gather‐ 5 j: q- c: H& f7 {! Ling/analysis completion. 0 l$ L5 T0 m" Mc. MLS Category III. Undefined until data ! F6 k0 m0 o* agathering/analysis completion.1 s1 F: F' S$ G4 w+ \ MM(See MIDDLE MARKER.)4 P( r# V2 ]" M- x: ]6 q MNPS(See MINIMUM NAVIGATION PERFORMANCE 8 A- d' i$ M- ?& N6 T; R3 _( P( PSPECIFICATION.) $ l$ }5 S; n9 T* O# Y1 u( iMNPSA(See MINIMUM NAVIGATION PERFORMANCE-4 a7 g8 t0 x0 C SPECIFICATION AIRSPACE.) + K7 Z7 @0 y! dMOA(See MILITARY OPERATIONS AREA.) + U8 V- r( }) x( OMOCA(See MINIMUM OBSTRUCTION CLEARANCE9 y6 M; e: g# k ALTITUDE.) 5 s( x$ J, I; p- R- W7 WMODE- The letter or number assigned to a specific ! ~$ X+ Y W7 v( Z5 ypulse spacing of radio signals transmitted or received3 U- u1 C7 O( B3 j8 [1 r by ground interrogator or airborne transponder 4 w4 D0 A' f! a V6 X: J5 Dcomponents of the Air Traffic Control Radar Beacon+ h5 W9 N6 q2 S; u5 ?3 S2 e- A! R Pilot/Controller Glossary 2/14/086 w$ h& E: Z4 D0 j' j b3 E PCG M-6 q) g6 a( k; H! Z1 n# Z System (ATCRBS). Mode A (military Mode 3) and 1 h( \/ [8 B" V3 u+ k) t& Y0 d5 lMode C (altitude reporting) are used in air traffic 8 A5 S5 p$ `+ N6 t! Dcontrol. 2 |0 Q$ t* j1 N2 ?/ D' N(See INTERROGATOR.) . s' x1 i4 \ F% O" k(See RADAR.) % f9 Y3 B' A3 H. K- y/ s(See TRANSPONDER.) # a" ^4 @! J) G6 G(See ICAO term MODE.) & \( |& p9 ?# |5 Y: Q/ C(Refer to AIM.)* u% p, P3 r* }5 \( b; v MODE (SSR MODE) [ICAO]- The letter or number' A! z# x3 Z9 n, F7 U+ L" k assigned to a specific pulse spacing of the 2 _. b: b5 C! ]interrogation signals transmitted by an interrogator./ p' \; s+ _1 \! [/ u* I There are 4 modes, A, B, C and D specified in Annex. D' ], Z4 R' c" h 10, corresponding to four different interrogation* ~# Y0 v" Y! I6 t7 ^1 o8 F pulse spacings.( R; a* g/ o3 G, K' |# q MODE C INTRUDER ALERT- A function of & k2 `7 K& T+ xcertain air traffic control automated systems designed ( }7 N* d# o! T' A4 @to alert radar controllers to existing or pending 4 D3 m0 A$ G0 Ssituations between a tracked target (known IFR or' |* |7 ^: ^- N VFR aircraft) and an untracked target (unknown IFR ! w( j) b8 c7 k# k5 Gor VFR aircraft) that requires immediate attention/ . M& Q4 U t) P7 q! r3 Z& paction. ) z/ y* M* R9 M& [( l(See CONFLICT ALERT.)

使用道具 举报

Rank: 9Rank: 9Rank: 9

20#
发表于 2008-12-28 14:16:29 |只看该作者
MONITOR- (When used with communication 6 |5 [ O" _2 ]: }transfer) listen on a specific frequency and stand by 8 j' x& Z' }8 ~, G0 H' l, x; t0 jfor instructions. Under normal circumstances do not6 h, x% s7 R% k1 `' }2 W1 t# _% J establish communications.; t. y- l6 Z4 y* T7 w/ q MONITOR ALERT (MA)- A function of the ETMS! `- K0 i# B7 \$ V2 p% L that provides traffic management personnel with a- z0 Z& h) x# C" Z tool for predicting potential capacity problems in 8 Z9 \" _' }" oindividual operational sectors. The MA is an * ~$ q$ w( v# R# G- t+ dindication that traffic management personnel need to & \/ H0 G2 G1 n" v+ F. f$ aanalyze a particular sector for actual activity and to5 u, A* ]( K0 b8 C8 T determine the required action(s), if any, needed to& l9 g1 V: J- U. U control the demand. 6 h5 b# u5 n1 A& r3 c# qMONITOR ALERT PARAMETER (MAP)- The2 G9 q5 j+ f- o. n; \5 S4 Y number designated for use in monitor alert V0 u" ^( B! W% |$ Z* \ processing by the ETMS. The MAP is designated for 9 x) q7 c) W3 C ^) B6 meach operational sector for increments of 15 minutes.# z4 D7 } I: B; | MOSAIC/MULTI-SENSOR MODE- Accepts posi‐0 N& x4 z3 f' F* n tional data from multiple radar or ADS-B sites. 4 L. R* J2 m: m% U3 ~Targets are displayed from a single source within a 5 V# n$ P8 K0 p, H0 gradar sort box according to the hierarchy of the / d4 @" j$ A2 f+ D4 Q& _sources assigned. ! L; F7 w N$ y9 [) ?MOVEMENT AREA- The runways, taxiways, and9 b: C Y* K; g' Q9 a. ~ other areas of an airport/heliport which are utilized # q' a+ M% W, i' x( c' N; Cfor taxiing/hover taxiing, air taxiing, takeoff, and. z3 ~! l/ s! R! y4 G( e landing of aircraft, exclusive of loading ramps and+ {/ b8 q$ o; x& Q5 g parking areas. At those airports/heliports with a |" j7 b: s* s$ v0 ^ tower, specific approval for entry onto the movement, W$ v$ p4 @& @# S4 [! p area must be obtained from ATC.' i# L3 b8 d1 _$ _" m# {2 H, \ h (See ICAO term MOVEMENT AREA.) 1 I8 L! S9 G% w: {9 v0 ZMOVEMENT AREA [ICAO]- That part of an # n4 x- O+ J9 H, W% Waerodrome to be used for the takeoff, landing and % \3 v; b$ u4 A$ |- ?" @# T, L. Dtaxiing of aircraft, consisting of the maneuvering area: B* w8 ]& {/ f% b' ^; L2 f$ X and the apron(s).6 v- n$ r& b8 z6 N) { MOVING TARGET INDICATOR- An electronic ; g8 D' e$ k8 Q5 i+ l( Idevice which will permit radar scope presentation 7 M Q! C* j+ uonly from targets which are in motion. A partial7 H4 y: y) E# m remedy for ground clutter.0 z8 y9 R# g7 G MRA(See MINIMUM RECEPTION ALTITUDE.)& P* r) c& m: q MSA(See MINIMUM SAFE ALTITUDE.)/ \/ T! o$ n g: W9 [ MSAW(See MINIMUM SAFE ALTITUDE WARNING.) * A4 K0 i) |7 k TMTI(See MOVING TARGET INDICATOR.)- |9 X3 g7 R+ Q" Q4 E% U MTR(See MILITARY TRAINING ROUTES.) , Z% [: H. I1 F. P/ o; P# l; K qMULTICOM- A mobile service not open to public \6 O$ ]+ y! P# t: z% J9 o! O) Zcorrespondence used to provide communications* |' x$ W. D" R8 S, z+ P essential to conduct the activities being performed by) t4 M/ p# o) n: w# U3 I9 P- T8 X& q; t or directed from private aircraft.( p. o1 T! P5 J5 L* O MULTIPLE RUNWAYS- The utilization of a ( U2 ~: t; S ydedicated arrival runway(s) for departures and a9 X% ~' R$ n3 a& u4 ^ dedicated departure runway(s) for arrivals when 9 t7 F4 o9 I% b" Ufeasible to reduce delays and enhance capacity. ' s! Y$ [# C- p5 r* H: Z2 h1 t; EMVA(See MINIMUM VECTORING ALTITUDE.)& `$ S6 i0 I* L/ \ Pilot/Controller Glossary 2/14/08 # X1 d. Q& u# T OPCG N-1 , Y1 e8 c* x$ }/ m& X9 c3 Y. C( z5 [N # o: N( }" ?( X2 W) D) ZNAS(See NATIONAL AIRSPACE SYSTEM.), F6 o6 F* L% I& u4 v4 {% k4 F% G NATIONAL AIRSPACE SYSTEM- The common ) P4 p- C6 q1 G* e' e4 gnetwork of U.S. airspace; air navigation facilities, # i- `6 v; k" Q$ r6 P8 mequipment and services, airports or landing areas; . l) E9 H% d Z. u" ^& b! i9 Qaeronautical charts, information and services; rules,+ C5 t. p0 i1 o8 s% F9 a regulations and procedures, technical information, ! }/ n$ f) I; G# D8 cand manpower and material. Included are system + |3 j( u% V7 d1 L8 K) [6 I f6 T' Bcomponents shared jointly with the military.$ x/ S+ m/ R3 D" e NATIONAL BEACON CODE ALLOCATION $ _, Q; i& O7 w1 p1 @8 QPLAN AIRSPACE- Airspace over United States 8 ?5 B! S% E' E0 N" d! E4 Qterritory located within the North American continent ' U. A7 a8 V/ K! hbetween Canada and Mexico, including adjacent + e4 `% @" @; }4 Mterritorial waters outward to about boundaries of + V% J h. U1 q0 a; Ooceanic control areas (CTA)/Flight Information$ `# D! T- Q- h Regions (FIR).1 P2 N l! S. x' j (See FLIGHT INFORMATION REGION.)1 N3 h; p# \3 {% h6 A2 n NATIONAL FLIGHT DATA CENTER- A facility in; n0 d3 U$ j' j; j- j A Washington D.C., established by FAA to operate a7 J' N* Z5 Y# I3 [ central aeronautical information service for the( ` U9 n+ ^+ A; k2 y; P& {' H6 d9 I9 M collection, validation, and dissemination of aeronau‐& Y c8 X: ^' \, E# K$ c tical data in support of the activities of government,( j0 ]1 _+ |$ @0 _- Z4 F industry, and the aviation community. The informa‐ $ X' n9 M1 K$ y' k5 S( f* i4 Y$ ~tion is published in the National Flight Data Digest. 2 R C5 n& G+ i6 ]- T) X2 g1 T- Y(See NATIONAL FLIGHT DATA DIGEST.)" H1 H) E$ T5 }; C NATIONAL FLIGHT DATA DIGEST- A daily. i! q% w7 v9 o* H% [ (except weekends and Federal holidays) publication* M; A: ]( r4 N- f$ q, T/ D ^ of flight information appropriate to aeronautical- j' @/ L: k' `% y& _ charts, aeronautical publications, Notices to Airmen,; v% m* w% Y7 ~6 H7 A( e5 S. O/ I6 ~ or other media serving the purpose of providing$ m1 Q2 t; Q! k; f6 g operational flight data essential to safe and efficient5 l4 Q) r5 t/ V, j1 B5 ` aircraft operations. 1 j9 l$ v2 r/ K& q+ ZNATIONAL SEARCH AND RESCUE PLAN- An . i" {# G) O& s5 M% Ainteragency agreement which provides for the( V* @! N1 L" z6 i8 v effective utilization of all available facilities in all: v) s1 m2 ]$ T3 q* S: o: R1 r# X M types of search and rescue missions. : z7 f! {5 ], N! M# ]& j! F$ K- tNAVAID(See NAVIGATIONAL AID.)3 _8 ~2 m' S$ `" c. { NAVAID CLASSES- VOR, VORTAC, and TACAN ( E' J5 P" F( v oaids are classed according to their operational use. ! c6 O6 D# |% C3 bThe three classes of NAVAIDs are:6 s% n f& J: x8 u1 m; m: v! e a. T- Terminal. 3 e7 c& ^/ B" E/ J9 t- H$ w. C/ y7 n. Pb. L- Low altitude. " T% h" u- I: dc. H- High altitude.: r0 i, a4 W( E5 K' G& B+ q0 O Note:The normal service range for T, L, and H class 6 N, I+ N# `- z. X6 ? gaids is found in the AIM. Certain operational# ~# _! O7 G6 n& X" k$ } requirements make it necessary to use some of 7 D* r, {3 P. i5 J( B8 Y1 S8 B* Y& hthese aids at greater service ranges than4 z& s& t. O7 ?( {2 Z0 z/ ^, \ specified. Extended range is made possible% z9 S. |; E! V: E/ @1 z& w+ S through flight inspection determinations. Some + t$ I& S( N$ o' A' D6 zaids also have lesser service range due to location, 7 c/ g$ N: r2 i# I- w2 N z& P _% kterrain, frequency protection, etc. Restrictions to4 n" M% I5 R% |( ]' Q service range are listed in Airport/Facility# f9 l1 I: a5 c! G Directory. , V* y3 w4 ^ \( w) Y3 X' ?NAVIGABLE AIRSPACE- Airspace at and above + L/ Y( W$ o* K: M9 C1 tthe minimum flight altitudes prescribed in the CFRs; d8 x4 p) j* r _ a including airspace needed for safe takeoff and . U7 x' g8 }. Ulanding.7 o1 a+ Z1 c; ^1 o: D6 i# c (Refer to 14 CFR Part 91.) - T) u/ `. w5 X6 xNAVIGATION REFERENCE SYSTEM (NRS)-7 }) W7 [3 m1 F4 [1 k+ l The NRS is a system of waypoints developed for use7 M! o' H3 m3 v5 K7 q within the United States for flight planning and7 P8 A' F, M# x* Q navigation without reference to ground based 9 V8 I6 R2 i1 s8 }6 t anavigational aids. The NRS waypoints are located in . v+ ^6 }) N2 z8 |8 H+ e' A* z, \a grid pattern along defined latitude and longitude1 d. d) e' A. a: \ lines. The initial use of the NRS will be in the high& m6 S% y: A9 l; T1 W: e4 d altitude environment in conjunction with the High ) x. e7 H- {. c0 f: i% lAltitude Redesign initiative. The NRS waypoints are ; T; F8 B* m+ o7 {" Pintended for use by aircraft capable of point-to-point 4 `) S' B2 Y6 R2 c) d/ x5 gnavigation.4 r4 n$ T% o" y$ E1 Z. d NAVIGATIONAL AID- Any visual or electronic, A; R% W4 T, q* D" t, E; Q7 j device airborne or on the surface which provides( P, ?9 }0 M# `7 I# I( }! y point‐to‐point guidance information or position data% Q# r- n$ N7 W0 S/ R2 [7 S to aircraft in flight. ) h7 H y/ e" B(See AIR NAVIGATION FACILITY.) 9 ~" e! L" { x( B/ Z4 s6 s+ CNBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION ) G8 @2 t; a; z) \PLAN AIRSPACE.) : D* t+ U7 d1 f6 I' ENDB(See NONDIRECTIONAL BEACON.) ; N: Y! Q- z6 [6 j, y8 V5 U" Z% E, |NEGATIVE- “No,” or “permission not granted,” or z# U$ n# s7 r" |7 e Q" W“that is not correct.” 7 ^0 h* e0 M$ x* V+ ?NEGATIVE CONTACT- Used by pilots to inform8 o- ]' P9 O- s+ z: o2 W, S! U ATC that: , y+ [* N( F9 s: k/ `; J' w3 Ya. reviously issued traffic is not in sight. It may 3 j7 t3 @1 R2 E: c! w3 rbe followed by the pilot's request for the controller to 3 x7 m$ i+ m! i/ x& q* N$ x8 |provide assistance in avoiding the traffic.3 o8 \) ^' _8 I( J* g9 X b. They were unable to contact ATC on a }' D) H- j6 x4 D- L particular frequency. + p$ P/ X2 I9 rPilot/Controller Glossary 2/14/08 6 X8 Y6 k* ]3 q5 E2 e; V. T/ z7 TPCG N-2 5 r% _1 U) j/ ^/ I6 M7 i8 ONFDC(See NATIONAL FLIGHT DATA CENTER.) n1 K, ~7 R% H% H6 t NFDD(See NATIONAL FLIGHT DATA DIGEST.) 3 m6 h+ _ W" | wNIGHT- The time between the end of evening civil( X$ D$ O- `/ h- o/ B twilight and the beginning of morning civil twilight,5 U. Y7 j6 J& m# C9 L4 Y7 G as published in the American Air Almanac, converted ) S4 M4 f; I* w2 B! }# rto local time. 7 Q* A: m) l1 x1 m$ B/ U# v(See ICAO term NIGHT.)) H- \( L9 V$ L2 x NIGHT [ICAO]- The hours between the end of# b" Q3 M: i! n2 D W! Q4 ^ evening civil twilight and the beginning of morning' b, k4 v! w s" I. T8 w: u9 T civil twilight or such other period between sunset and 2 z, I9 Z8 y. [: X( Z% `- Wsunrise as may be specified by the appropriate 6 [3 @% p7 ~. N1 z6 w# u4 @' uauthority.0 V( L6 {, O9 H Note:Civil twilight ends in the evening when the6 O0 e$ R( x7 I* z5 | center of the sun's disk is 6 degrees below the$ n2 V: m% w5 i5 l! _+ Z* R horizon and begins in the morning when the center / v, c( U9 `8 |1 z+ U) @of the sun's disk is 6 degrees below the horizon.! x' r3 n9 S" O" n1 I5 l U) x NO GYRO APPROACH- A radar approach/vector % p1 n) O! R9 g1 \provided in case of a malfunctioning gyro‐compass# n/ ]! c7 ~* Q3 S+ k% {1 _ or directional gyro. Instead of providing the pilot 5 R0 m" ^: C9 x- Y: O8 b9 Wwith headings to be flown, the controller observes the- t& B- \6 Y0 l. R9 R& y Z9 \* \/ G radar track and issues control instructions “turn & F: T- o6 r0 x7 ~& Z9 L0 Cright/left” or “stop turn” as appropriate. , T) G5 E0 i) |5 t3 N(Refer to AIM.) 2 c O( |/ P x" Q* r! r! _. h8 sNO GYRO VECTOR(See NO GYRO APPROACH.)1 d2 r. J6 D1 m- D* l' ~: K9 r NO TRANSGRESSION ZONE (NTZ)- The NTZ is/ E- Q+ ^3 A8 e1 @. \; q$ k5 ^ a 2,000 foot wide zone, located equidistant between 7 b& z7 P, s9 V5 U4 E+ q# R, _9 nparallel runway final approach courses in which0 ]8 n6 O. D; h flight is not allowed. ! @! O" }8 `; j' iNONAPPROACH CONTROL TOWER- Author‐: K& m9 v7 L# A2 Q/ N7 x izes aircraft to land or takeoff at the airport controlled, W( R5 E" h# n1 \( U0 P, u, Q by the tower or to transit the Class D airspace. The) m: M$ H$ {( X/ G$ S h primary function of a nonapproach control tower is* ]; r8 J9 \1 ^! h2 W/ S& T the sequencing of aircraft in the traffic pattern and on 8 w( |. x+ g8 w5 [9 h" L1 }! `the landing area. Nonapproach control towers also1 m! J$ z% n+ e$ \1 r separate aircraft operating under instrument flight$ |. @! y# t- F' C rules clearances from approach controls and centers.+ g# v) h2 i& [# q9 ~2 I7 H: Q They provide ground control services to aircraft, . e6 X/ h, k/ a2 i% I. @/ R/ Qvehicles, personnel, and equipment on the airport 2 L$ n2 c* z0 r Umovement area.. g" @) Q- x+ w( s. j* h NONCOMMON ROUTE/PORTION- That segment! W; u2 {( @2 F3 ^, ^# J. V of a North American Route between the inland % D+ H H- a) e5 [$ \! ynavigation facility and a designated North American! [' u" T/ C N/ Q) s4 V+ { terminal." [ d9 Y- o, e+ G0 m. \7 E NONCOMPOSITE SEPARATION- Separation in ) A' X4 ~+ W5 l& oaccordance with minima other than the composite 2 F! G& g& g- B( E% r1 U# O$ s$ G, lseparation minimum specified for the area con‐ 6 p! H$ C( p4 {% q- @cerned. 3 |* o+ ]& J: c% m3 T, UNONDIRECTIONAL BEACON- An L/MF or UHF K& F& k1 e" V' s$ ^) u radio beacon transmitting nondirectional signals1 w3 g9 q' B# K! k3 A- G2 o( ~/ R+ Q whereby the pilot of an aircraft equipped with2 D4 a, q; t1 g2 ]% @ direction finding equipment can determine his/her 0 Z% x) N, v/ c. l! S/ }bearing to or from the radio beacon and “home” on or3 c R$ N: P" b( G. I7 @. @7 n track to or from the station. When the radio beacon is% }; z0 a5 a8 ~! W# m" x3 f installed in conjunction with the Instrument Landing 4 F7 ~0 G, {7 d* O" F5 w8 HSystem marker, it is normally called a Compass6 ^0 m9 q! }* W Locator.. ^/ {! }6 ~+ C2 U6 O (See AUTOMATIC DIRECTION FINDER.)/ l3 @" k6 A- Z" k& O: {( l (See COMPASS LOCATOR.)

使用道具 举报

您需要登录后才可以回帖 登录 | 注册


Archiver|航空论坛 ( 渝ICP备10008336号 )

GMT+8, 2025-10-22 12:22 , Processed in 0.080005 second(s), 9 queries .

Powered by Discuz! X2

© 2001-2011 MinHang.CC.

回顶部