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‐# V) ^+ O/ A- z ing aircraft in a composite route system where, by [ u( d% w: U X& dmanagement of route and altitude assignments, a* L* r) B" L2 F# a combination of half the lateral minimum specified for/ T# _& O2 w3 Y! p I5 f! I the area concerned and half the vertical minimum is8 b1 s5 `4 f x5 Y F applied. & A. y& e( ?# g3 U: @COMPULSORY REPORTING POINTS- Reporting" R4 G) G2 C0 r$ a" b: e% D points which must be reported to ATC. They are: N2 r* w, p: ]1 s designated on aeronautical charts by solid triangles or ( N8 L1 \% x# z( z& J9 d" J9 z: {filed in a flight plan as fixes selected to define direct- `7 w0 Q" |' D8 O routes. These points are geographical locations 6 L2 z* Q- c1 Qwhich are defined by navigation aids/fixes. Pilots ! e4 A. V, T l% Q' V2 `should discontinue position reporting over compul‐0 X8 S* b7 G) B! e5 A* ~% l- k sory reporting points when informed by ATC that; k9 g( \) i+ Q+ A: c# H their aircraft is in “radar contact.”& R. H8 w6 }& }+ X CONFLICT ALERT- A function of certain air traffic- W6 g1 ^. c4 c P5 c: Y( p/ \5 B control automated systems designed to alert radar + [9 {9 o9 ^; q* k# }controllers to existing or pending situations between 7 I8 ]; n" H% k% g7 R1 { etracked targets (known IFR or VFR aircraft) that+ n: d6 u" z8 s: t s require his/her immediate attention/action. 1 T2 J/ k* O- h1 t(See MODE C INTRUDER ALERT.)3 I) \7 s! U6 X! f3 b, W CONFLICT RESOLUTION- The resolution of1 d" U3 A* |9 |" | potential conflictions between aircraft that are radar $ `9 J* {. G7 N6 {7 P) h/ _identified and in communication with ATC by ' E& b" R2 z9 S# u% b, z. Uensuring that radar targets do not touch. Pertinent - m `6 j( ?8 I4 Ytraffic advisories shall be issued when this procedure S# ~3 m9 a% @9 f+ c) Q# N" g is applied. 7 A3 b* }4 y" d" X: Y" x! c7 pNote:This procedure shall not be provided utilizing/ A$ ~9 B: f2 r* C* H8 k: ? O mosaic radar systems. 5 S# O4 v- `# z: P7 K) F- ]CONFORMANCE- The condition established when ; v/ \' @: N' l5 s# N9 |3 Y8 Ian aircraft's actual position is within the conformance- [& Y$ W- A5 K' _7 }8 v region constructed around that aircraft at its position,: r7 e- L. [* y; n according to the trajectory associated with the2 | U' _3 S9 Q A; e% u aircraft's Current Plan.4 w; t+ K6 ]) c$ J: H- `9 ~" A9 C CONFORMANCE REGION- A volume, bounded/ J$ {) A0 p2 L$ F, l laterally, vertically, and longitudinally, within which 7 u9 ?0 s5 J* P2 U0 W: Jan aircraft must be at a given time in order to be in ! k. B6 {! \; q" H$ G, Gconformance with the Current Plan Trajectory for that3 K) O, P- q' |- W aircraft. At a given time, the conformance region is3 ]* X7 g7 ?4 z( {. |$ n- E determined by the simultaneous application of the, \3 S0 N+ G5 N5 E' ? lateral, vertical, and longitudinal conformance 4 q* d* d% Q, _ t0 n) obounds for the aircraft at the position defined by time2 ^; g/ r: |9 j/ a' p and aircraft's trajectory.9 p. c9 g; i6 l6 z2 b CONSOLAN- A low frequency, long‐distance. A% y7 `1 L. d! u NAVAID used principally for transoceanic naviga‐, e( ]2 ]" B3 e# f4 ^ tions., {" f7 n2 O( ?8 ?8 g CONTACTa. Establish communication with (followed by the( {+ d( [7 [7 G$ X9 u3 ?: L name of the facility and, if appropriate, the frequency 4 f2 y8 m4 k8 k9 _& Qto be used).+ O; d U4 c y/ R( F b. A flight condition wherein the pilot ascertains* p# P; \9 z, q2 |. r the attitude of his/her aircraft and navigates by visual 1 ?$ M3 u$ A( C% h; g0 hreference to the surface.3 J% a5 C) r8 e- v/ b (See CONTACT APPROACH.)3 h; P0 @) p; t0 H; T/ g9 k9 \" r (See RADAR CONTACT.) # ~: D. B0 l. xCONTACT APPROACH- An approach wherein an , O7 h Y8 w4 t3 Z* a8 L, i$ ~1 Jaircraft on an IFR flight plan, having an air traffic9 C7 s8 G. z5 {# } control authorization, operating clear of clouds with 8 z0 J; l( K% E7 h, Oat least 1 mile flight visibility and a reasonable & x3 O+ K1 M8 ~( \' c; t# _expectation of continuing to the destination airport in C9 ]; j0 f" W* a/ G* R8 @; r; S those conditions, may deviate from the instrument Y" r6 d$ y, H, Y: lapproach procedure and proceed to the destination / l$ f, A2 r; F. q1 `9 Lairport by visual reference to the surface. This! Y* p9 D% f7 x9 y: g Y) q approach will only be authorized when requested by 2 w6 q! x7 a' i' T& O( c; a* Bthe pilot and the reported ground visibility at the 1 L1 _% i7 w$ r1 tdestination airport is at least 1 statute mile. % [4 n2 p% g& }- h1 t; `4 J(Refer to AIM.). C9 P4 {* J" r! U0 f CONTAMINATED RUNWAY- A runway is- W! i0 a8 Y8 p. w- v considered contaminated whenever standing water, ( y% X6 i5 H$ \% _ice, snow, slush, frost in any form, heavy rubber, or & h9 f1 K8 h/ t; c* t! Pother substances are present. A runway is contami‐; k6 K# O2 E& V4 d$ } nated with respect to rubber deposits or other 3 P9 E( t: P' H l1 J% y; N' S: Yfriction‐degrading substances when the average " z9 N6 z" k3 Z3 Wfriction value for any 500‐foot segment of the runway & S9 ?$ Z/ \) i2 Y swithin the ALD fails below the recommended" z( x% w4 O; H4 Z" a minimum friction level and the average friction value 4 E, r- J! E5 Jin the adjacent 500‐foot segments falls below the * V: y9 Y6 z d- n$ v$ R8 jmaintenance planning friction level. $ a$ Y6 ~5 k6 v% R9 r4 sCONTERMINOUS U.S.- The 48 adjoining States ( A9 v2 r) s( P5 Sand the District of Columbia. # `: R+ t) W9 K2 d, T" uPilot/Controller Glossary 2/14/08 ! b1 U- B* N' D$ I* M& l9 t: Q& yPCG C-6' R1 I3 j. { B% ~+ h+ ` CONTINENTAL UNITED STATES- The 49 States " [! Q# q1 ^8 Z, V }2 |' L" n, zlocated on the continent of North America and the7 s% s, W* }+ W5 a$ m, e/ x District of Columbia." R, G. z0 ]6 F/ H! ^+ { CONTINUE- When used as a control instruction 4 m5 J3 ?) a4 u: S- ~2 J/ ^should be followed by another word or words 0 n1 R/ o; J1 t- ?2 `7 Mclarifying what is expected of the pilot. Example:% u {6 T% v$ w* L' v “continue taxi,” “continue descent,” “continue 9 h9 ^- F& p) \' ~4 ?inbound,” etc.6 H. R( B8 F# m& L J CONTROL AREA [ICAO]- A controlled airspace" D6 L6 C4 W8 B, C extending upwards from a specified limit above the; |! \) e8 p# S8 h5 a9 D0 L$ B) z) c earth.5 I; d+ c1 i9 @+ ~% R. G' j CONTROL SECTOR- An airspace area of defined1 k! q. G/ [8 O5 p: j horizontal and vertical dimensions for which a& @4 U! m* T. `) H, n! `, ~. z controller or group of controllers has air traffic ; H1 F1 V j( X v; l- bcontrol responsibility, normally within an air route $ f$ W4 \5 a; \traffic control center or an approach control facility. " o) H$ i0 Y) D) W% A) B% J5 a- BSectors are established based on predominant traffic) d _4 y+ a! H flows, altitude strata, and controller workload., Q' t0 E3 y. S5 `1 a% b9 \) _ p Pilot‐communications during operations within a , r; D5 @6 ]7 ?: Q& I' m: psector are normally maintained on discrete frequen‐# O. j) S3 d8 P0 F6 z3 |" P1 S1 l cies assigned to the sector.# S+ R7 N q, s (See DISCRETE FREQUENCY.) % D' r/ P; `8 \6 K) GCONTROL SLASH- A radar beacon slash repre‐) @! [$ S# A2 ^ senting the actual position of the associated aircraft.* @% N2 ^+ j% e; d# Z3 ~& ~8 a; U* ?( Y Normally, the control slash is the one closest to the6 B }9 M+ e2 U% ?/ E6 c interrogating radar beacon site. When ARTCC radar 9 T: j/ g3 S! \- q3 B# Wis operating in narrowband (digitized) mode, the ! }1 g1 P8 s3 [/ ]+ ?control slash is converted to a target symbol. : Q; t! V& F* s) r: w( J" MCONTROLLED AIR SPACE- An airspace of- W1 ^0 J( M7 h; m. o& N defined dimensions within which air traffic control! B. X. Z% C" g7 s' T service is provided to IFR flights and to VFR flights$ \, r& u: t4 ?# \% [3 @% T in accordance with the airspace classification./ g0 L/ S: o( j! [7 M a. Controlled airspace is a generic term that covers 7 x2 p/ ~9 R4 r( F- @/ x TClass A, Class B, Class C, Class D, and Class E! J( \/ U( y+ P, G3 C5 E airspace. : h0 t, p6 Q7 z2 m/ \- Tb. Controlled airspace is also that airspace within * |' V: l* a5 _which all aircraft operators are subject to certain pilot 3 H- T" L8 ~' Cqualifications, operating rules, and equipment+ L- J# L, S+ t( Q, p6 } requirem ents in 14 CFR Part 91 (for specific# |: c; p9 Y: K! y( n/ [$ N operating requirements, please refer to 14 CFR 3 [* D. b' z: n9 v' APart 91). For IFR operations in any class of controlled+ a) M* q4 O& t u airspace, a pilot must file an IFR flight plan and7 N" z* {$ Y* Q4 o receive an appropriate ATC clearance. Each Class B," a2 C( k; e Z8 r: M9 K. l3 j Class C, and Class D airspace area designated for an ; a0 P z3 {$ U1 f4 Wairport contains at least one primary airport around2 r; x+ g$ j: g5 x, v- L' R which the airspace is designated (for specific) u! o5 c6 B- t7 O6 s designations and descriptions of the airspace classes,7 A. g1 \. H1 j% i3 y' o* ` please refer to 14 CFR Part 71). + s* R, d4 n/ I, V7 |/ i6 `c. Controlled airspace in the United States is2 b0 l5 E& m8 _1 @ designated as follows: 0 @/ P6 r% K M: O3 \1. CLASS A- Generally, that airspace from + m C: G- D: Q18,000 feet MSL up to and including FL 600,3 g# \; Y; ^! Y, I* { B* V including the airspace overlying the waters within 12 / q- R3 s0 V# @1 W8 cnautical miles of the coast of the 48 contiguous States / {" C& }! \! s! u7 G, k8 Jand Alaska. Unless otherwise authorized, all persons4 T) E2 _/ ^9 S1 A; u* M- c must operate their aircraft under IFR. 1 [, {! x U4 g3 o; u* S/ x" Z+ {2. CLASS B- Generally, that airspace from the, q2 Z+ ^/ H4 l1 ~% {4 j, } surface to 10,000 feet MSL surrounding the nation's 5 w- U! v4 ^$ Y$ w, Ybusiest airports in terms of airport operations or 6 f+ r/ u, @( l6 {passenger enplanements. The configuration of each * B# B+ A$ c7 k0 P: FClass B airspace area is individually tailored and 5 q) j) J+ p- y& W% T, V& kconsists of a surface area and two or more layers; p. ?. E+ Z- b5 B (some Class B airspaces areas resemble upside‐down ' l* z9 K' R z$ U" p Owedding cakes), and is designed to contain all: M8 h) \& c2 T: A3 Z: k published instrument procedures once an aircraft9 `: d( p/ f. i7 X; m( p" G" g enters the airspace. An ATC clearance is required for+ @5 h3 S5 T7 H. C m all aircraft to operate in the area, and all aircraft that 2 _- x7 z0 @, Kare so cleared receive separation services within the P( N2 F- y. n3 o8 W- z airspace. The cloud clearance requirement for VFR- ~7 G$ P- D- j5 N6 ^ operations is “clear of clouds.”6 b1 _( P \. ^( U- s/ Q4 u# T 3. CLASS C- Generally, that airspace from the. k* e% r* }7 Z' `1 v surface to 4,000 feet above the airport elevation 4 \6 l3 Q8 E9 P k2 \& F(charted in MSL) surrounding those airports that / U4 b* _+ w; D7 z; _8 C4 x- h2 ]have an operational control tower, are serviced by a ; `# n3 ^8 A4 R- q8 Oradar approach control, and that have a certain4 p s% s" {" Y2 ^' A) a number of IFR operations or passenger enplane‐* g9 \# r" _# }/ i2 R ments. Although the configuration of each Class C& W c s! d* |" O1 |! S area is individually tailored, the airspace usually $ h5 G' f7 |' B( s, n" cconsists of a surface area with a 5 nautical mile (NM) ! m0 p) Y' N" ]! qradius, a circle with a 10NM radius that extends no # ]; Q9 V: E4 _. A! k+ d; g- G/ Plower than 1,200 feet up to 4,000 feet above the 4 W. E! M; l1 V; H" Rairport elevation and an outer area that is not charted. 1 D* V1 q1 I6 t# F9 W0 f# CEach person must establish two‐way radio commu‐ 9 r, E* O7 S2 C1 ?/ w# j& \9 |nications with the ATC facility providing air traffic + f4 _( X( j- s! ?services prior to entering the airspace and thereafter# f7 @) ]/ Q, |! R) S- P maintain those communications while within the - D% y. N8 b; F- M3 C b# Zairspace. VFR aircraft are only separated from IFR % _8 b9 [* S1 v9 paircraft within the airspace." y+ Z/ e" }$ } N9 X/ k (See OUTER AREA.)# k9 ~+ }1 ^: |* K1 h8 c' S5 [ 4. CLASS D- Generally, that airspace from the a9 ]" @4 Q- M% Z! Q- [: Q% rsurface to 2,500 feet above the airport elevation# |- B0 f7 l% J8 | v+ S) b2 ] (charted in MSL) surrounding those airports that 8 {! @/ p- {& Ehave an operational control tower. The configuration9 e! _9 d0 W( b' e of each Class D airspace area is individually tailored * x, v6 }/ [8 l1 @( g+ Land when instrument procedures are published, the$ v- W8 o$ B: H9 c- B7 D airspace will normally be designed to contain the 4 n" J4 J( K" t0 Q$ _1 T8 w# qprocedures. Arrival extensions for instrument8 u G7 d: h: Y* Q$ T( F% B5 \$ z approach procedures may be Class D or Class E1 l$ k e0 }. o' u; D2 D9 `) Z Pilot/Controller Glossary 2/14/08 2 ^3 r. B9 ]' W( mPCG C-7 8 \! n D% u. X/ I' Yairspace. Unless otherwise authorized, each person , |: _) K, X! ~# vmust establish two‐way radio communications with6 Y& u, @6 L9 v/ t7 G6 P the ATC facility providing air traffic services prior to' _: @# Y6 Y8 p9 a$ l5 s entering the airspace and thereafter maintain those - G- S1 M: f2 U7 ^2 qcommunications while in the airspace. No separation * D" C% [# F* F% h- q* {1 `) [services are provided to VFR aircraft. 0 J; H$ E/ x0 M- m9 x+ k5 |5. CLASS E- Generally, if the airspace is not 5 a' u# m1 q3 F% FClass A, Class B, Class C, or Class D, and it is: U {* u& W7 c$ K controlled airspace, it is Class E airspace. Class E0 ~3 e3 ^' ?8 ]4 h5 F2 p airspace extends upward from either the surface or a9 y- k4 P; [) c: Q designated altitude to the overlying or adjacent " V. v4 A- K! \controlled airspace. When designated as a surface 7 w& f* f6 W$ X3 N" O7 f3 B Garea, the airspace will be configured to contain all 8 `! b M. L6 ?9 Iinstrument procedures. Also in this class are Federal 1 n- ^- v: s3 Y6 r# ?airways, airspace beginning at either 700 or 1,200 - ?8 ~7 E/ z/ ^& mfeet AGL used to transition to/from the terminal or en8 d: B$ ]) A: e0 \ route environment, en route domestic, and offshore 7 g+ u5 O; {9 G8 J* |airspace areas designated below 18,000 feet MSL. + R, j9 P- r& k) `5 o- uUnless designated at a lower altitude, Class E9 x" f9 g, V! r6 A2 h! d airspace begins at 14,500 MSL over the United o: p' s( X0 \3 v' w States, including that airspace overlying the waters % O2 s z" t+ ?$ N% n& wwithin 12 nautical miles of the coast of the 48 ) }9 E2 P" Z( p9 G- p! scontiguous States and Alaska, up to, but not ) s l3 X3 n1 ]5 F+ a- fincluding 18,000 feet MSL, and the airspace above1 |% f/ ] r# e FL 600.8 S7 b+ _2 w* i; S CONTROLLED AIRSPACE [ICAO]- An airspace ' m9 c& Z1 C* z8 s6 zof defined dimensions within which air traffic control $ I) \- |. d5 X7 P& C. tservice is provided to IFR flights and to VFR flights7 a/ W& w1 i( {9 U in accordance with the airspace classification. + {& \7 C5 p2 Q& S% h, E0 n0 r* Q, jNote:Controlled airspace is a generic term which' q- h5 R; b! b- h: r! U covers ATS airspace Classes A, B, C, D, and E. . _7 M$ V& D& P% |, U' p' _' j! qCONTROLLED TIME OF ARRIVAL- Arrival time # ~3 J/ {% g- }1 N3 u, }assigned during a Traffic Management Program. This 1 K1 m- N& t! D4 Rtime may be modified due to adjustments or user; Y9 C1 `6 c8 O! }/ B9 N4 o1 e options.: H) A' G, s/ j N% F CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)' l7 h& F/ K- x L CONTROLLER [ICAO]- A person authorized to5 Y) d' ^0 {% c" q: \ provide air traffic control services. / ~, G. }& \ yCONTROLLER PILOT DATA LINK COMMU‐$ [5 O1 f" [" [7 Q1 R NICATIONS (CPDLC)- A two-way digital very ' [( e1 H; B( Y9 b3 i% Lhigh frequency (VHF) air/ground communications- l$ Y `, }7 O system that conveys textual air traffic control: k( G4 ]; N+ V% d5 j messages between controllers and pilots. * E3 G' Q+ i- U, L5 a8 X0 QCONVECTIVE SIGMET- A weather advisory 8 N" _- f* q5 d4 ^. ^concerning convective weather significant to the 0 @- u5 t8 `- D' F' l- o8 O7 @ dsafety of all aircraft. Convective SIGMETs are issued, g# }6 F/ Z0 j( y0 u for tornadoes, lines of thunderstorms, embedded4 a6 b o+ q) ] } thunderstorms of any intensity level, areas of D3 z% U+ v6 \1 s, C9 I thunderstorms greater than or equal to VIP level 4 & a( g, A8 ?, T: r! uwith an area coverage of 4 , w% J* X) V" t- H( n, s/10 (40%) or more, and hail 9 J% _+ L% o# h3* J% d7 U& N, M( B4 Y2 ^0 r /4 inch or greater. 2 v$ K7 x% F% a0 L, O4 e(See AIRMET.) 8 H2 e: t( h2 A5 ` S! G/ q/ x(See AWW.) ' a0 Q8 N: ?* K- e1 O: y9 O% B2 a* c(See CWA.)( W& x3 ^( l* [8 z; C (See SIGMET.)0 d) f( [2 s9 ~. ?, b8 @9 x (Refer to AIM.)$ s9 |9 ~& u: G3 `# d7 {/ ~2 c CONVECTIVE SIGNIFICANT METEOROLOG‐: I! c+ u+ L& N) N0 ]0 l ICAL INFORMATION(See CONVECTIVE SIGMET.)! n2 d3 X8 j0 f7 q/ M COORDINATES- The intersection of lines of 3 j3 J! \+ {. `4 r" rreference, usually expressed in degrees/minutes/ ' \. I2 t0 o ^$ a* qseconds of latitude and longitude, used to determine; p2 \0 A8 b% r3 {3 o8 J! U position or location. ) q8 x5 b+ ~( u/ j6 `1 OCOORDINATION FIX- The fix in relation to which , y! x0 p% Y! u ~facilities will handoff, transfer control of an aircraft,5 b( I: D! f! {: o5 M9 G or coordinate flight progress data. For terminal3 w& v7 x6 {) V" ?1 Z. g8 s facilities, it may also serve as a clearance for arriving( z: ?2 O/ X) s/ o- ? aircraft. + m) m7 E. W& ~+ WCOPTER(See HELICOPTER.)& e( [ f2 o. b* {& _. s7 @. O CORRECTION- An error has been made in the ' N& d4 H4 q' f' k' s Stransmission and the correct version follows. , V. }4 {& N, C- h" KCOUPLED APPROACH- A coupled approach is an - V/ [/ x( d& T/ Zinstrument approach performed by the aircraft- D: H) h7 R1 P: k% r9 z autopilot which is receiving position information $ b, b) [0 W: Y, S# X8 N5 Band/or steering commands from onboard navigation x$ z' s# j j2 n- H! v equipment. In general, coupled nonprecision ap‐6 `+ t# t" P+ V# d! [ proaches must be discontinued and flown manually% e* Y5 n0 y7 x at altitudes lower than 50 feet below the minimum ! X0 N$ |4 x- hdescent altitude, and coupled precision approaches * L! t ]$ o2 v! y2 _7 Omust be flown manually below 50 feet AGL.$ r6 T: X3 B+ z4 U0 x& b Note:Coupled and autoland approaches are flown 9 [. i) ~5 N9 E4 Z+ I' |5 ~in VFR and IFR. It is common for carriers to require! m8 g% V9 ~+ t1 u9 I1 z9 } their crews to fly coupled approaches and autoland$ I6 E; M% {8 n/ I6 x approaches (if certified) when the weather5 j/ c$ h# L5 y" _1 e- c conditions are less than approximately 4,000 RVR. - {) {7 d* a4 }4 Q7 F8 L! o(See AUTOLAND APPROACH.)7 D+ P6 V& G; z3 D4 B, g$ b COURSEa. The intended direction of flight in the horizontal, M8 V }) F7 i3 r! p/ z plane measured in degrees from north. ) N, W" C, |* C9 wb. The ILS localizer signal pattern usually # ^8 p2 H' N' m" y, g& s H6 D& Pspecified as the front course or the back course.1 M9 y2 K* O* I6 f" L/ h Pilot/Controller Glossary 2/14/08# N! `6 y( C. j0 s$ b PCG C-8 * P I+ h, k6 L0 C: E+ H- z, Ac. The intended track along a straight, curved, or9 v) C( p) E* U" A' R. I& w) F segmented MLS path. / G9 ]( Y0 f' B* J(See BEARING.) 9 n2 g5 b( e0 X. z9 b(See INSTRUMENT LANDING SYSTEM.) 1 F/ F' [, w. {0 I' S(See MICROWAVE LANDING SYSTEM.)3 q( G3 M+ @: T6 {& z+ C" Q' W (See RADIAL.) 4 s+ K# B" T; \4 eCPDLC(See CONTROLLER PILOT DATA LINK 6 X) ^0 Q) _1 J4 B% Z* kCOMMUNICATIONS.) " }3 n# G% h# z! |, z- ?* l) qCPL [ICAO]-- R2 v, M% ]& T, u0 s( H! i4 q (See ICAO term CURRENT FLIGHT PLAN.) : }) c m& ~1 _, F- n& MCRITICAL ENGINE- The engine which, upon 5 N" W. Y( A. ?+ Lfailure, would most adversely affect the performance " j; Q: m! H) r1 Q+ Q& por handling qualities of an aircraft.: m/ X' f7 ?7 W) f/ G4 l CROSS (FIX) AT (ALTITUDE)- Used by ATC; @ }, `' Z+ L( ^. S when a specific altitude restriction at a specified fix 0 u, T7 M9 l9 s8 a4 v/ vis required. 6 w9 V3 X. T: ACROSS (FIX) AT OR ABOVE (ALTITUDE)- Used+ i7 J1 R: W# P by ATC when an altitude restriction at a specified fix 8 [6 ~% h$ K7 T T3 h9 W8 c9 fis required. It does not prohibit the aircraft from* }0 ^; W" F; Q" f4 s, G; @ crossing the fix at a higher altitude than specified; 3 Q, D8 `9 t) F6 s' xhowever, the higher altitude may not be one that will* ]: K [7 ]) r* w9 y violate a succeeding altitude restriction or altitude , K7 m3 D+ ?3 m7 h% Vassignment. , q! O( \- i, d" v! ](See ALTITUDE RESTRICTION.) . W& e' N( K" K7 T(Refer to AIM.)1 o6 I$ X6 o* T% F CROSS (FIX) AT OR BELOW (ALTITUDE)- + {8 v5 |8 s6 f' G# ~4 MUsed by ATC when a maximum crossing altitude at 3 W- m$ r2 L5 N& ea specific fix is required. It does not prohibit the h& [( t; U* c* q9 D6 Faircraft from crossing the fix at a lower altitude; 4 e5 f5 |! x9 I% ohowever, it must be at or above the minimum IFR* S3 c+ d' n2 s1 z6 K s altitude.& |; @' a' N: a- L+ o+ Z; w (See ALTITUDE RESTRICTION.)% J7 L6 f ?5 ^ (See MINIMUM IFR ALTITUDES.). C; d6 w: _! w" c: v (Refer to 14 CFR Part 91.)0 G( L. F1 G% _8 | CROSSWINDa. When used concerning the traffic pattern, the, }; j8 }; b) `- q# \; @1 s word means “crosswind leg.”- q9 O6 X) x5 ~& d" ~9 g8 X (See TRAFFIC PATTERN.) 6 z2 _7 I$ s2 v( H/ V9 b3 Qb. When used concerning wind conditions, the 7 M0 y# l* a. r* }! gword means a wind not parallel to the runway or the W1 m b2 C4 I2 g/ ]2 spath of an aircraft.' ]/ P" r9 h6 M1 c (See CROSSWIND COMPONENT.)1 a2 O7 i* Q9 H0 W5 c: r CROSSWIND COMPONENT- The wind compo‐1 ]# u* _. x" ~. i# k' P nent measured in knots at 90 degrees to the ! N5 n( ~' k0 G- llongitudinal axis of the runway.% w' l/ h. Z5 p* V( c' [5 l6 e/ D8 Z, | CRUISE- Used in an ATC clearance to authorize a / M/ L7 A- t% k* k4 n* Tpilot to conduct flight at any altitude from the& z( v+ [5 l7 [' ]* u# ~+ ~ minimum IFR altitude up to and including the8 m9 C$ P0 r- { altitude specified in the clearance. The pilot may2 a6 ]6 m8 m' ] level off at any intermediate altitude within this block% n- f5 Q9 G% t- U' Q( {5 w$ V of airspace. Climb/descent within the block is to be - G" O# J; A, ~) n) {9 ymade at the discretion of the pilot. However, once the & x, L7 g" q5 h8 k3 m& }* ]* Bpilot starts descent and verbally reports leaving an: {, N, Y" a& U; z0 P altitude in the block, he/she may not return to that # N% E2 ^1 x, c& D% ?$ a2 z8 galtitude without additional ATC clearance. Further, it 5 n2 A) J5 H$ His approval for the pilot to proceed to and make an' J5 @' B. ~! u4 S, h& n0 E9 a approach at destination airport and can be used in $ `* B7 M d* v8 x. y" }* n* z; d* `conjunction with: " p- C" i, J% m7 ~a. An airport clearance limit at locations with a 7 J5 G9 K+ i) B8 d [" G& Tstandard/special instrument approach procedure. The 4 {! F- z0 n: W; K: wCFRs require that if an instrument letdown to an. W# V& @ ]+ s$ X airport is necessary, the pilot shall make the letdown3 @! t1 _- e1 z" |' K& l" W in accordance with a standard/special instrument8 e: ?9 I3 l# e! o approach procedure for that airport, or 7 e1 k! k. K. r2 K) w* H8 Q( {b. An airport clearance limit at locations that are& ^2 v* m6 C" J& h, c& ~' E within/below/outside controlled airspace and with‐ * {. s3 T3 w7 V, \. Cout a standard/special instrument approach . _6 e* W9 p% }* {/ u4 Gprocedure. Such a clearance is NOT AUTHORIZA‐7 G4 y, t L3 ~! R+ {) g+ W/ z8 K TION for the pilot to descend under IFR conditions H& `( D, w' J( p4 _/ V3 _$ P4 @1 g3 B below the applicable minimum IFR altitude nor does$ `; o5 D& A! G: G( m/ g+ F it imply that ATC is exercising control over aircraft f, m* Y0 A! K3 Lin Class G airspace; however, it provides a means for ( c3 n. U# E- Y" Cthe aircraft to proceed to destination airport, descend, ; c2 {: F+ F2 B7 r3 ]and land in accordance with applicable CFRs& o( A- b0 U+ a- o5 c* Q governing VFR flight operations. Also, this provides 3 Y' [7 f$ r* x. J. g ~search and rescue protection until such time as the% N5 z; \$ M3 s2 |0 E; X, l! u' ~ IFR flight plan is closed." s6 r( a/ D2 s/ V. ]3 U/ c (See INSTRUMENT APPROACH# ~3 e" x9 t: p, O' N* h( z PROCEDURE.)3 m+ ?+ W( B, q) Y9 e- } CRUISE CLIMB- A climb technique employed by $ s% z( f: c$ raircraft, usually at a constant power setting, resulting ! Y2 s5 b& C- G r& G! J$ min an increase of altitude as the aircraft weight g/ t* J/ j: _/ J3 p8 mdecreases. ; }9 N9 C( O1 d% ` \CRUISING ALTITUDE- An altitude or flight level 5 e. B" A1 W# L6 g) L8 R) Tmaintained during en route level flight. This is a: W% O0 B ]: [0 y. |9 D. B constant altitude and should not be confused with a) E; M; t4 V7 l z" _ cruise clearance. 9 d* L& F3 I2 X; l, t' N* a(See ALTITUDE.)( d7 W3 y7 i( X* J, X& g: x: [" \ (See ICAO term CRUISING LEVEL.); m- C; R: Z- h, _1 y! g CRUISING LEVEL(See CRUISING ALTITUDE.)3 z( [+ \% u0 u6 |# S- G CRUISING LEVEL [ICAO]- A level maintained7 d2 i3 e( @ j9 S3 H2 D! u# d during a significant portion of a flight. / N' F% Z! `- I! }* L; LPilot/Controller Glossary 2/14/08 5 e2 x- l: K, f7 N) O2 oPCG C-93 ?" k5 N0 P$ O5 L3 `4 F& J- c CT MESSAGE- An EDCT time generated by the ' q9 W- Z3 t/ R2 k& e8 S8 JATCSCC to regulate traffic at arrival airports.+ T% Z* c" G* G+ T) y% F+ e$ F: ~ Normally, a CT message is automatically transferred * w/ K- P. D6 j1 rfrom the Traffic Management System computer to the 5 R& Z v6 L# J5 o/ g! J7 bNAS en route computer and appears as an EDCT. In. O, k0 R; U) i F( h the event of a communication failure between the 6 ^$ z4 R- C2 n5 u. {9 ?' ZTMS and the NAS, the CT message can be manually 1 g: V$ j' A/ ]& ~) V3 P2 centered by the TMC at the en route facility.9 M2 N2 y+ S4 n CTA(See CONTROLLED TIME OF ARRIVAL.) 3 z* }5 s2 A$ ^7 |/ ]8 J(See ICAO term CONTROL AREA.) 1 a, h! v6 p) U6 rCTAF(See COMMON TRAFFIC ADVISORY% r# h3 Y1 m# W V* J6 ~0 _+ B FREQUENCY.) : ] h& w1 K6 Y! d+ _" F! JCTAS(See CENTER TRACON AUTOMATION6 {. _3 j( ^+ Q! [+ R SYSTEM.)( u0 N0 C- A" }1 s: ]. u/ g CTRD(See CERTIFIED TOWER RADAR DISPLAY.)' }4 J# o; ^1 N8 a6 k2 b5 b CURRENT FLIGHT PLAN [ICAO]- The flight# t% K2 Y2 J+ q. x$ S8 K plan, including changes, if any, brought about by1 T4 q9 ~' ]# s k/ p. b( K/ n subsequent clearances.' L; b' }1 m. |2 R: V CURRENT PLAN- The ATC clearance the aircraft* X( X" h K2 f+ | has received and is expected to fly.( \- Z- H3 Z* h( F1 _! N CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE # |+ {' ?5 w3 |# g QAPPROACH.) ) e! T1 k2 v6 GCWA(See CENTER WEATHER ADVISORY and8 \; k0 I \# g WEATHER ADVISORY.) ' l4 K/ H) n; o5 ^1 v; FPilot/Controller Glossary 2/14/08& P+ m8 w. S6 o* E) g PCG D-14 \- ^6 o" j/ ^! T" [0 H: t/ V: { D 8 m* x$ e7 L) n) dD‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL 1 r) [' |. s# `) y# nINFORMATION SERVICE.)! h$ ?) p( t. D/ H# I6 h2 r+ N E DA [ICAO]-2 J1 h6 w% {1 W3 r (See ICAO Term DECISION . g/ i2 n% B6 f2 @ALTITUDE/DECISION HEIGHT.)) D1 q: o7 A- H5 U# x7 R0 P/ |$ Q! v DAIR(See DIRECT ALTITUDE AND IDENTITY 7 m% n2 [6 M! u- LREADOUT.) ) \6 {$ N9 P8 MDANGER AREA [ICAO]- An airspace of defined3 B, w7 }# A+ d7 M, w3 P dimensions within which activities dangerous to the : u3 F0 M' d, ]5 X3 k! ?! T! Aflight of aircraft may exist at specified times. 8 l% i3 s8 F( LNote:The term “Danger Area” is not used in' _" D: Q8 C* Z. v; n" X reference to areas within the United States or any( b& v5 v" l" J of its possessions or territories. " _: G$ ~3 _: d6 i9 k! mDAS(See DELAY ASSIGNMENT.) 2 Z `% m% i$ P5 H: i4 R' A/ {* R1 HDATA BLOCK(See ALPHANUMERIC DISPLAY.); g1 c e9 o6 d5 I DEAD RECKONING- Dead reckoning, as applied* g E( f' _6 ^ ]+ r1 N( ~ to flying, is the navigation of an airplane solely by ' }5 k w+ l- L* }! V# @' Hmeans of computations based on airspeed, course,2 Q7 H. r* L5 D& Y8 ?- R heading, wind direction, and speed, groundspeed,' z# ~! G! F8 x! ~# Q and elapsed time.: r9 c3 g( R' J" Q1 s$ @ DECIS ION ALTITUDE/DECIS ION HEIGHT6 }* {6 M9 i- u0 Z; A, B4 w [ICAO]- A specified altitude or height (A/H) in the; l( o5 e) m" A" S precision approach at which a missed approach must - t( W( X4 ], z2 p6 rbe initiated if the required visual reference to ( `! |; z' h! M9 `: gcontinue the approach has not been established. , g2 [8 e% y8 [& w6 G$ ENote 1:Decision altitude [DA] is referenced to 5 H; A( r3 {4 ]4 R" ?0 |mean sea level [MSL] and decision height [DH] is 2 i3 E3 p& g& c: T0 z$ ireferenced to the threshold elevation. ) ?- N5 m" d5 H7 nNote 2:The required visual reference means that 3 }4 i/ I5 B9 U- Dsection of the visual aids or of the approach area 6 _: Y2 v0 V4 ?which should have been in view for sufficient time/ q- G) B( f6 H/ ?! M% k/ |3 l2 B+ { for the pilot to have made an assessment of the ' P4 d; `+ ?( p2 J1 h4 laircraft position and rate of change of position, in 4 o ]3 S7 `5 p* ?& ]relation to the desired flight path.( P' ?' I* D u: n9 J+ Q DECISION HEIGHT- With respect to the operation * L6 w$ F1 S" ~3 j& J; Mof aircraft, means the height at which a decision must 2 i+ \! V- M1 q/ Zbe made during an ILS, MLS, or PAR instrument ! Y$ O. x, n2 E# dapproach to either continue the approach or to execute 4 Y& x7 i+ `, Va missed approach. & y: L! C$ c5 `! V1 A(See ICAO term DECISION 9 ?" B3 r3 i$ \ALTITUDE/DECISION HEIGHT.)2 ?, ?9 @; \0 L$ S! M6 V7 Z5 `* F DECODER- The device used to decipher signals. L2 r7 Y3 r5 E) q received from ATCRBS transponders to effect their 6 @5 p2 E2 Y8 E/ O9 d& fdisplay as select codes.4 u- L! P1 `2 j4 J7 K: m* Y (See CODES.) + B7 i+ Z; v8 b' J9 c" T# [(See RADAR.) - B, R5 F. J( o x% u: t2 \. ]DEFENSE VIS UAL FLIGHT RULES- Rules! i" w% Z, B& Q" K% L applicable to flights within an ADIZ conducted under* G3 y* s6 ]' o( e0 { | the visual flight rules in 14 CFR Part 91.6 n5 Q7 x/ g- X( ?% ^: x (See AIR DEFENSE IDENTIFICATION ZONE.)8 ~: K6 p Z9 m2 Y! k; b* N (Refer to 14 CFR Part 91.) - T. a! J# q/ v" J- ]+ H% i(Refer to 14 CFR Part 99.)9 G1 z7 `9 W' a, X" z DELAY ASSIGNMENT (DAS)- Delays are distrib‐ 1 |1 l6 R4 n {1 _9 _* quted to aircraft based on the traffic management 4 ?( B T3 ~# {2 J3 F; J3 m. Kprogram parameters. The delay assignment is 6 l; Z# O- U1 ^& Icalculated in 15-minute increments and appears as a ; a s2 _# e& `5 ^4 Mtable in Enhanced Traffic Management System ; [2 @' ~" ^; e" n a& ]( ?(ETMS).& M- w6 v. T! r" Q1 \/ R" q DELAY INDEFINITE (REASON IF KNOWN)+ \* D# y Y x+ d" a EXPECT FURTHER CLEARANCE (TIME)- Used B% ~3 @7 J; w; b by ATC to inform a pilot when an accurate estimate9 P- i* T* \8 w4 M }& r of the delay time and the reason for the delay cannot 6 j( A' d1 C& i/ O8 H. q& Qimmediately be determined; e.g., a disabled aircraft . S# f: a9 H+ \, X$ Yon the runway, terminal or center area saturation, 0 Q1 n+ [% Z/ A- B8 K Dweather below landing minimums, etc. $ I/ L6 ^+ s; b b4 D1 I(See EXPECT FURTHER CLEARANCE (TIME).)% L% J$ S8 s& B* J, t* Z" f% W DELAY TIME- The amount of time that the arrival" I w- S: W8 M; S" N& g5 D3 R must lose to cross the meter fix at the assigned meter - F" b0 k$ E3 m; \2 z+ Zfix time. This is the difference between ACLT and 8 |' i+ b; F& A K5 NVTA. 3 ^( b' @4 P) |, x, b* B6 n9 QDEPARTURE CENTER- The ARTCC having 1 I- q* r' M# I. [; |1 b# N: Kjurisdiction for the airspace that generates a flight to( z, @+ K- M4 c3 u' b6 W0 J the impacted airport. ) O* y: a" \7 @4 }" xDEPARTURE CONTROL- A function of an% L) }1 z- z" B; O8 J approach control facility providing air traffic control ! P) u9 s/ z2 t+ D1 G; rservice for departing IFR and, under certain - B9 n/ q% f; h# W$ Tconditions, VFR aircraft. 9 c7 B5 A# j4 ~3 @(See APPROACH CONTROL FACILITY.)4 Q0 I% y1 H, X7 S8 D; i0 m# K) Y (Refer to AIM.) ' m# L( l& n+ m% U% w% \& ^, tDEPARTURE SEQUENCING PROGRAM- A* i$ _, u8 X& {: A# w program designed to assist in achieving a specified" w" e% l3 i* a8 Y* P A interval over a common point for departures. 2 V$ K2 q$ C5 f5 Z C$ {% m0 Y; [. n. WPilot/Controller Glossary 2/14/08 7 q2 S. E2 y& hPCG D-2 0 n; Z# v, W6 K8 C8 a$ WDEPARTURE TIME- The time an aircraft becomes7 }5 x; Q i0 a- [& s; Q; B: x# w' { airborne./ _1 ]3 m) p3 h. j2 r+ J& \0 A$ ] DESCENT SPEED ADJUSTMENTS- Speed decel‐% P, _) s& ?" \0 H; z5 c eration calculations made to determine an accurate + |$ M, h' b4 }- m/ bVTA. These calculations start at the transition point6 v# w, M5 x! v- t j8 X9 @* m and use arrival speed segments to the vertex. / [: h* n- l& E x+ o" GDESIRED COURSEa. True- A predetermined desired course direction& T+ C& X y4 |* x; F# f# o3 A# g to be followed (measured in degrees from true north). ; Z! A% ^; R3 I3 n! Ib. Magnetic- A predetermined desired course ! N; d8 a2 j" T: edirection to be followed (measured in degrees from ; U1 {) c) c9 V# U `& a$ {local magnetic north). 4 C1 n. h& _- SDESIRED TRACK- The planned or intended track ! n: k, V$ B- vbetween two waypoints. It is measured in degrees 7 X! b& {: t4 J; ~7 Qfrom either magnetic or true north. The instantaneous / A& v3 r1 `5 R( [1 g- a7 eangle may change from point to point along the great $ N- B" g& `5 x1 e3 ^8 ^4 hcircle track between waypoints.6 s, f- o, |& \: D: {! O& i. o DETRESFA (DISTRESS PHASE) [ICAO]- The( d$ r6 s% x" K& R: s4 Y9 m. A code word used to designate an emergency phase $ L& f% l- x! \) r. X1 ^wherein there is reasonable certainty that an aircraft , c$ i `' D4 @8 K1 z( G6 ^and its occupants are threatened by grave and - M* D1 f* Q3 q, h+ {imminent danger or require immediate assistance./ I+ w+ @, i& t( }" y! t0 x DEVIATIONSa. A departure from a current clearance, such as an8 E- Y, J8 C% e5 N) Z3 U2 l5 D off course maneuver to avoid weather or turbulence., r/ ]+ n$ o4 d. a" ], A9 a b. Where specifically authorized in the CFRs and' L. r$ l$ `. k requested by the pilot, ATC may permit pilots to- ^* {% z# K$ l+ ~! ?; E/ e deviate from certain regulations. m8 L5 b; e( w9 C( a+ r(Refer to AIM.) : s: G* e1 ?7 f2 IDF(See DIRECTION FINDER.) E1 Q; g2 T: d& A) u% r5 K DF APPROACH PROCEDURE- Used under6 S, ]" B: p5 f3 g emergency conditions where another instrument " w* z/ D+ _! Japproach procedure cannot be executed. DF guidance 2 S4 `, ]& p% [8 b* |2 wfor an instrument approach is given by ATC facilities1 S, b% _: G0 X d with DF capability.6 A2 ^. F) F& e; r/ v S7 F2 U (See DF GUIDANCE.) M2 a- H( z) G5 R(See DIRECTION FINDER.) : v& p- R. r, J" {(Refer to AIM.)$ }' n4 C4 @3 a* H DF FIX- The geographical location of an aircraft1 K, p- I5 T# a+ e$ h4 L8 Q' z obtained by one or more direction finders. . H% X9 W m! L" J+ o(See DIRECTION FINDER.)# |/ N. Q3 @/ s _+ q' }/ i DF GUIDANCE- Headings provided to aircraft by: @7 p( V: ~# }7 d& e facilities equipped with direction finding equipment.% v; o* Y. E. d0 J2 P These headings, if followed, will lead the aircraft to * h$ g' q: h' I3 ` e; Wa predetermined point such as the DF station or an 0 l. B+ L7 A8 }airport. DF guidance is given to aircraft in distress or 5 q7 g1 j/ P, ]* @2 [' F2 P& }% cto other aircraft which request the service. Practice) A; Z b% I: X" x DF guidance is provided when workload permits.) Y; |' K& @6 R: l5 |% Q1 O (See DIRECTION FINDER.) E$ b8 Z4 a+ V' P" S2 q (See DF FIX.)- P& D. ?, ]' K/ B) E/ |. a5 A (Refer to AIM.)1 s9 K& o L/ [ DF STEER(See DF GUIDANCE.) ' O/ ~" `: n2 o9 `* {DH(See DECISION HEIGHT.) % T$ K [8 H5 K X) t% ?DH [ICAO]- ) |# _! a5 p6 B) i(See ICAO Term DECISION ALTITUDE/: J: i" E0 z( }; C DECISION HEIGHT.)0 q$ ]/ f( t! g: O/ J- C+ J1 A, m% I DIGITAL‐AUTOMATIC TERMINAL INFORMA‐ / w: }2 K9 K- z7 Q, D% D+ XTION SERVICE (D‐ATIS)- The service provides: a8 `" q; g1 p! L U0 Z8 Q6 @ text messages to aircraft, airlines, and other users 4 s2 f* T$ K. ~ e! O6 qoutside the standard reception range of conventional . T2 b' D& w: d7 g/ LATIS via landline and data link communications to0 `7 V7 E7 x+ O) I the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to- S! y( \/ [7 p all aircraft within range of existing transmitters. The ; |! X( Z- G i5 h$ W* `Term inal Data Link System (TDLS) D‐ATIS) s% F3 G5 a; M! a7 c" _2 v application uses weather inputs from local automated ) u# h" P7 m6 n, a) Xweather sources or manually entered meteorological6 o8 X [5 o) ^ data together with preprogrammed menus to provide, D- S, m6 z6 P' Q. w standard information to users. Airports with D‐ATIS # O, U( j' M" X6 ?capability are listed in the Airport/Facility Directory.( i& X7 }$ o N& {8 g5 t DIGITAL TARGET- A computer-generated symbol # I9 M1 ]& K+ V" ?+ wrepresenting an aircraft's position, based on a primary" n. W# n: G. ^- d! j return or radar beacon reply, shown on a digital 2 h6 ?1 E( W F" o: |" a J$ ~display. , }) S& A% C4 FDIGITAL TERMINAL AUTOMATION SYSTEM & Q4 D; M+ _! h; q' W0 b9 v) m(DTAS)- A system where digital radar and beacon2 [, N _- ?. ` ~: i: W) i data is presented on digital displays and the 5 J3 N+ r* b5 e; k1 noperational program monitors the system perfor‐ % A% R) h+ B5 @! Z3 ~mance on a real-time basis.8 s7 C- a4 ?( ]/ s DIGITIZED TARGET- A computer-generated ' S: v, Q- N6 K8 eindication shown on an analog radar display resulting 6 l' b3 P# Q) @5 Tfrom a primary radar return or a radar beacon reply.# @: i, q* Q9 l( m2 t DIRECT- Straight line flight between two naviga‐ 1 i& @' N% C4 b: ]tional aids, fixes, points, or any combination thereof. 9 F2 P/ M& l+ K' P0 RWhen used by pilots in describing off‐airway routes,) E! J q4 \" u. `4 ` points defining direct route segments become# u/ P6 |" O6 b' o* D9 k compulsory reporting points unless the aircraft is / G: S, U7 Z' q4 _7 Q. gunder radar contact.9 g' x6 v8 N) h DIRECT ALTITUDE AND IDENTITY READ‐ - [9 U, x# }, M+ y6 a( c) WOUT- The DAIR System is a modification to the % F; ]/ Q! q6 @+ l" ]Pilot/Controller Glossary 2/14/08" H+ X x& [4 `8 N+ j- X PCG D-3 : F N$ \ ?/ R+ U6 TAN/TPX‐42 Interrogator System. The Navy has two 5 Q3 i' m3 `3 }2 v, V9 r. Nadaptations of the DAIR System‐Carrier Air Traffic$ s) b% w' z ^ Control Direct Altitude and Identification Readout " k: n8 u* \, V9 i, U+ S! aSystem for Aircraft Carriers and Radar Air Traffic# d/ Z$ J2 s3 D Control Facility Direct Altitude and Identity Readout 0 S/ s7 F3 k# T+ l# ] E+ OSystem for land‐based terminal operations. The 7 k6 K7 N1 O& Q9 h( w+ uDAIR detects, tracks, and predicts secondary radar 0 Y6 t& M6 g/ w2 {8 V- Waircraft targets. Targets are displayed by means of ; R6 t! [% S0 h' g6 D8 ]. t6 v* Rcomputer‐generated symbols and alphanumeric' Q' W( ?8 P1 ]- U characters depicting flight identification, altitude,+ S" f& t$ C/ G, @. P ground speed, and flight plan data. The DAIR System 3 g* }4 u$ `3 v: i. W# |6 E, ris capable of interfacing with ARTCCs. $ j" C, W3 T! k! r5 a4 bDIRECTION FINDER- A radio receiver equipped6 r% c; A t6 @# T with a directional sensing antenna used to take# u0 l. u* k9 D0 R, x bearings on a radio transmitter. Specialized radio8 E6 J. R# P8 ?( N8 U+ D direction finders are used in aircraft as air navigation8 }5 ~+ B7 C% b, b, Q& i9 } aids. Others are ground‐based, primarily to obtain a) [& p% D3 H5 ~" f5 I r) E% d ? “fix” on a pilot requesting orientation assistance or to , e% b* N7 Y4 [1 c \ m, d' K' f! Z" Nlocate downed aircraft. A location “fix” is established 5 H& m7 q) E9 Bby the intersection of two or more bearing lines# N# W2 q9 r$ ]8 b+ B. } plotted on a navigational chart using either two % M( R- X. v) u$ \: k Hseparately located Direction Finders to obtain a fix on5 [5 D+ l; f8 |( i an aircraft or by a pilot plotting the bearing' M# e- U8 N1 _& V/ |" q1 A indications of his/her DF on two separately located5 L7 t6 Y5 [7 n" H ground‐based transmitters, both of which can be 8 Z- M+ W) U+ C3 D/ Zidentified on his/her chart. UDFs receive signals in& a; d1 s5 v( A1 h' \+ A0 ~ the ultra high frequency radio broadcast band; VDFs # d- s7 O- K6 Y$ S$ Y% Tin the very high frequency band; and UVDFs in both 3 b2 e, V' O1 S3 zbands. ATC provides DF service at those air traffic- E3 p* c0 p5 H- [1 { control towers and flight service stations listed in the- z9 F( k. A( E* ~, b- d Airport/Facility Directory and the DOD FLIP IFR En ) t4 {+ F, J7 Y& b W; lRoute Supplement. 7 p2 }1 B% N4 r I- z; `(See DF FIX.) / g4 y0 H& _( D0 i0 Z5 a' X: _(See DF GUIDANCE.) 0 Q4 [7 T7 a: X& n& T( v% }2 k# yDIRECTLY BEHIND- An aircraft is considered to + q! t1 }7 |! v2 J! W( \+ m& {' ibe operating directly behind when it is following the4 T2 n. F! F. Z n+ M actual flight path of the lead aircraft over the surface& d6 c& A4 x4 W0 @8 e) T of the earth except when applying wake turbulence3 H) S. J, b& U6 r' x2 u& Y% R5 K! \ separation criteria. 0 N3 y- p5 v; yDISCRETE BEACON CODE(See DISCRETE CODE.) H* w3 O7 L. N1 L/ q DISCRETE CODE- As used in the Air Traffic " g5 \' N# y2 |: A# _3 ~Control Radar Beacon System (ATCRBS), any one " ~, r# G3 ]! uof the 4096 selectable Mode 3/A aircraft transponder " L! G: \$ U c& Mcodes except those ending in zero zero; e.g., discrete, W8 V: X& U* G codes: 0010, 1201, 2317, 7777; nondiscrete codes: $ v5 U0 w# i; N1 k6 x9 @0100, 1200, 7700. Nondiscrete codes are normally 9 K; j2 d% O/ E9 O$ e/ oreserved for radar facilities that are not equipped with* s$ _# m0 W( h+ N discrete decoding capability and for other purposes$ p, \/ o! u+ I& ^( K such as emergencies (7700), VFR aircraft (1200), etc.: b* @3 N3 l( ]" C7 V. ~$ H (See RADAR.)' O/ C; p$ B1 S8 d (Refer to AIM.) 9 A: G1 h* H9 l* v0 yDIS CRETE FREQUENCY- A separate radio% D( g+ ~% s6 e7 w7 X5 A: Y2 K frequency for use in direct pilot‐controller commu‐' a: Q, U% B+ ~2 x, i nications in air traffic control which reduces! d& M. ?" o4 e- e2 g frequency congestion by controlling the number of # L9 O+ M, U# N% \" }aircraft operating on a particular frequency at one 4 J% y8 F# \( f1 {( gtime. Discrete frequencies are normally designated e3 q! ~1 v5 hfor each control sector in en route/terminal ATC + H4 M% X* d, C5 Ffacilities. Discrete frequencies are listed in the+ g4 n5 [" C2 d0 Y Airport/Facility Directory and the DOD FLIP IFR En $ m# t# \, i) a: ^Route Supplement." ~' x* J: S' g. i& Y (See CONTROL SECTOR.) 2 u, N6 W' I9 {DISPLACED THRESHOLD- A threshold that is4 z* u4 j6 ~% V" Y# l located at a point on the runway other than the' t, `2 x0 h) W+ M7 l2 | designated beginning of the runway.3 d3 H5 J- ?9 a. s8 v# Q8 g1 p (See THRESHOLD.): _- J% G3 B6 [# O9 b& O (Refer to AIM.)1 N X1 g4 D7 X) n DISTANCE MEASURING EQUIPMENT- Equip‐ * Z+ B6 F* S* d! I" O. t% e3 i! Sment (airborne and ground) used to measure, in 2 F, E" \# ]( T8 cnautical miles, the slant range distance of an aircraft & l1 j: o1 C7 [from the DME navigational aid. C S" j5 o2 b (See MICROWAVE LANDING SYSTEM.)+ n- E; b1 R, Y; x (See TACAN.)* B% i& o6 S0 o# x! C+ o (See VORTAC.) & O0 u0 ^6 A2 L8 nDISTRESS- A condition of being threatened by/ H I+ s) i9 ? p1 N serious and/or imminent danger and of requiring- c8 }) Q% [" I8 r+ \1 P& f immediate assistance.# v8 |0 Y; X x L DIVE BRAKES(See SPEED BRAKES.) : C; V. t' n3 \8 o, dDIVERSE VECTOR AREA- In a radar environ‐ ; t# K6 m, i( T1 Rment, that area in which a prescribed departure route 4 H9 o0 p0 \2 n$ D- C; k$ Ais not required as the only suitable route to avoid3 W% x) u) i# F: ? obstacles. The area in which random radar vectors # U0 B0 V5 B# _' @below the MVA/MIA, established in accordance with0 l: d/ n3 j3 I! T* h" a8 t5 q the TERPS criteria for diverse departures, obstacles 8 n7 t# q: o% @5 b3 k1 uand terrain avoidance, may be issued to departing ! L# N" h; e/ P9 m1 e$ qaircraft. 3 X. A. |, L* M' o8 k2 UDIVERSION (DVRSN)- Flights that are required to . e2 o" [! _0 b; Hland at other than their original destination for8 _% f$ ^0 @1 p reasons beyond the control of the pilot/company, e.g.* z- A6 I9 f* w$ f& e" l periods of significant weather.: K5 l6 S7 p0 f DME(See DISTANCE MEASURING EQUIPMENT.); z9 {, p: u4 X, S+ t' i Pilot/Controller Glossary 2/14/08 # x4 v4 \2 W m. BPCG D-49 F; t0 K7 _" C8 n h- T DME FIX- A geographical position determined by$ `9 ]$ G" @% v( S0 n# K reference to a navigational aid which provides: N1 s o* B J8 E: o9 m distance and azimuth information. It is defined by a4 r) J4 |8 X4 }+ @6 W specific distance in nautical miles and a radial,& s5 ^7 H+ u: n azimuth, or course (i.e., localizer) in degrees, H' t# x' w$ n/ S5 \ magnetic from that aid.5 S# {- P- w8 x/ |/ b+ P( Q$ A8 j (See DISTANCE MEASURING EQUIPMENT.)& R- Y4 [3 ~+ } (See FIX.)8 y; X, c/ ?! P) I z) } (See MICROWAVE LANDING SYSTEM.)3 w5 n& H1 D+ Y DME SEPARATION- Spacing of aircraft in terms of 5 P1 L! y9 x0 \& ^/ T& H$ K: rdistances (nautical miles) determined by reference to- [& B. N0 G& p7 c' Q distance measuring equipment (DME). 3 T0 r B% |$ t+ x9 q7 }$ H4 S(See DISTANCE MEASURING EQUIPMENT.)' A9 b ?: O3 N8 v {! u DOD FLIP- Department of Defense Flight Informa‐" C& e8 [1 y: N tion Publications used for flight planning, en route, % t" \, j! V* @$ t* @1 j' ^4 Dand terminal operations. FLIP is produced by the - a1 l0 S5 `8 rNational Imagery and Mapping Agency (NIMA) for8 E; g8 @1 `( B5 T5 Q; b5 g world‐wide use. United States Government Flight 2 `7 |- ?0 z, _, e# zInformation Publications (en route charts and. e/ _5 O0 R& [" \0 J% `8 Y9 s instrument approach procedure charts) are incorpo‐ 8 D$ x# t) o, j1 d( p# A) Crated in DOD FLIP for use in the National Airspace( w: D( m& @1 s7 d9 {! g System (NAS). 4 B0 j [8 r% q" S$ Z: ~5 N# LDOMESTIC AIRSPACE- Airspace which overlies1 r9 _' [2 F0 f$ D, F0 u the continental land mass of the United States plus( u6 N' ?+ X1 l Hawaii and U.S. possessions. Domestic airspace " ]' M5 Q0 {( o# @! vextends to 12 miles offshore.8 J0 D+ h! b3 l6 S% \/ Q DOWNBURST- A strong downdraft which induces ! H& X2 C8 y5 X) y4 q- t& Aan outburst of damaging winds on or near the ground. 5 |" e. R$ s' G8 L4 D4 ADamaging winds, either straight or curved, are highly# F& `. l& |, O7 p7 T; P/ l divergent. The sizes of downbursts vary from 1/2 5 X2 X7 Y5 M, r- k0 J1 `mile or less to more than 10 miles. An intense, l/ _$ N2 `1 { downburst often causes widespread damage. Damag‐# r2 e" X8 }! @ ing winds, lasting 5 to 30 minutes, could reach speeds, c3 U8 i: b0 U" c as high as 120 knots.8 M+ Y& h7 j9 K3 j DOWNWIND LEG(See TRAFFIC PATTERN.) $ j( \* O5 S& S" R2 Q. [DP(See INSTRUMENT DEPARTURE PROCEDURE.)8 O" h% n" E( v( p DRAG CHUTE- A parachute device installed on - \% f+ i9 s7 _2 y' ]( ecertain aircraft which is deployed on landing roll to ' K" E( Y# M& P) [& `& uassist in deceleration of the aircraft.8 `5 a3 w" R- l0 A: z8 f: }# M DSP(See DEPARTURE SEQUENCING PROGRAM.) ! n$ E. M% m* ^. }DT(See DELAY TIME.)& X) f6 Y& j& Z; @ DTAS(See DIGITAL TERMINAL AUTOMATION! S' e1 Y# K. o9 L" A SYSTEM.) / o8 @# w+ x! K3 ]$ V6 z7 DDUE REGARD- A phase of flight wherein an7 Q: K5 Z( h- U2 J) I R8 B aircraft commander of a State‐operated aircraft $ S: S3 ]% K: [2 Hassumes responsibility to separate his/her aircraft W( w3 k- t$ Wfrom all other aircraft. 0 _/ e! k4 w% P4 q( B8 c; d(See also FAAO JO 7110.65, Para 1-2-1, WORD " F: u0 V6 e( x" h/ J* qMEANINGS.)7 d/ N" _/ N/ I& k' u DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY+ p$ z; \9 h/ v6 ^ RUNWAY.)) A) @* e" p z3 d7 w& M: v. l DVA(See DIVERSE VECTOR AREA.) 9 I( V( p" |2 g: O, ^) FDVFR(See DEFENSE VISUAL FLIGHT RULES.) $ T. z1 `9 w ^# dDVFR FLIGHT PLAN- A flight plan filed for a VFR 4 p) l; P. |2 R+ ~) `2 O9 R+ t/ Maircraft which intends to operate in airspace within4 p7 Q _* \0 t8 Q; d which the ready identification, location, and control& O! F; M ^9 k9 Q of aircraft are required in the interest of national + q! N' p) T2 ]6 L5 ?security. # n3 A9 I& C8 W0 H4 E7 lDVRSN(See DIVERSION.) 8 K# t( n* |0 d. Z) bDYNAMIC- Continuous review, evaluation, and $ ]2 w: w) F3 T) i! ^6 Qchange to meet demands.# l8 N* d5 L- U0 C1 i& c DYNAMIC RESTRICTIONS- Those restrictions2 a8 E3 S0 m3 F5 X9 y: o3 L8 ?3 U. V% G imposed by the local facility on an “as needed” basis 3 p. f: T/ o# Q9 U$ @7 Zto manage unpredictable fluctuations in traffic ! n9 [* S7 O9 C$ X& v% g8 s8 G& F% Y9 Udemands.7 p* l$ i- r( {- E/ n Pilot/Controller Glossary 2/14/08 0 d- F0 ?; P9 ]/ N7 |1 m$ H4 APCG E-1, O/ {7 o: Y8 [3 J9 n E. P, G @+ ?" C" N EAS(See EN ROUTE AUTOMATION SYSTEM.)$ ~3 D. f' H0 f' } EDCT(See EXPECT DEPARTURE CLEARANCE/ A- `6 P! `: q3 c9 ~4 t2 I4 x TIME.) , k7 L0 R; ~% o( G3 T, P- q5 ]- DEFC(See EXPECT FURTHER CLEARANCE (TIME).) & I8 Q( L3 a4 c# p" r2 a' cELT(See EMERGENCY LOCATOR TRANSMITTER.)" N# R$ U Q0 ~" T2 F$ } EMERGENCY- A distress or an urgency condition.5 i, ?+ p% B' ^4 O4 D! d, y EMERGENCY LOCATOR TRANSMITTER- A. A# g2 \8 i) t% `1 k6 C2 G4 H radio transmitter attached to the aircraft structure ( g3 e: J6 q d5 Awhich operates from its own power source on * H- Z0 T3 e! G4 V121.5 MHz and 243.0 MHz. It aids in locating0 m$ s/ ?' H3 T9 q downed aircraft by radiating a downward sweeping4 U q# U+ p5 h* |2 J/ | audio tone, 2‐4 times per second. It is designed to4 g6 M& H% s2 v8 W& N function without human action after an accident.8 g* R7 S5 D [ (Refer to 14 CFR Part 91.)* }& Z9 Y9 R5 b( B (Refer to AIM.)2 J' B* @7 V) m6 i E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE - O, d5 W/ o! Y# [6 ~+ ~+ |8 zWARNING.)- G4 T& D) ~+ c EN ROUTE AIR TRAFFIC CONTROL SER‐/ X. I& E x2 c8 h. u+ l U VICES- Air traffic control service provided aircraft5 ^, }) ^5 H3 t! e. Q, | on IFR flight plans, generally by centers, when these! s$ ]& c- v) t aircraft are operating between departure and 7 x6 j3 K/ v( Y8 L; Z, pdestination terminal areas. When equipment, capa‐ 1 m9 y; b7 e2 V$ d7 J* Dbilities, and controller workload permit, certain3 T, Z2 I; d9 G* P$ E advisory/assistance services may be provided to VFR % l& \# u" ~( s) w: O& Jaircraft. 2 n& n% c1 w+ d/ ~" N- @ w8 g(See AIR ROUTE TRAFFIC CONTROL ) v% L7 d" a5 c" m3 d) MCENTER.) * }7 G% S; C2 J(Refer to AIM.) 9 `% h1 B+ x/ {# z: g$ S4 yEN ROUTE AUTOMATION SYSTEM (EAS)- The : [8 l' l) Z. V: W7 Ucomplex integrated environment consisting of & W8 p7 `, w6 Y h E, _6 w7 Xsituation display systems, surveillance systems and B8 |. Z9 H' R# M' R9 gflight data processing, remote devices, decision / c/ A3 e0 E( t$ ~support tools, and the related communications / w' H- W E/ q) B9 fequipment that form the heart of the automated IFR 0 b/ j+ t' c+ a! i1 F, xair traffic control system. It interfaces with automated " H% s2 h% u9 s& u a1 Tterminal systems and is used in the control of en route ) [* D% w- u }$ k8 Z! kIFR aircraft.9 R( W! @: C7 @' X" e. @ (Refer to AIM.) ; F9 k( S" ?& F' q. v, DEN ROUTE CHARTS(See AERONAUTICAL CHART.) ) J! E5 w; x) L) |. l+ dEN ROUTE DESCENT- Descent from the en route 0 n8 c% k5 F& Y: b* C9 ?cruising altitude which takes place along the route of # Q3 W+ D7 c; X8 }" U) Q# [flight. 9 ?0 B, C% I* \7 \3 a8 oEN ROUTE FLIGHT ADVISORY SERVICE- A ' J5 s3 N1 X/ r6 T5 b" ^% W! m$ Yservice specifically designed to provide, upon pilot & ~2 W& ~& ]/ F& wrequest, timely weather information pertinent to; `( U2 |6 J+ |/ i$ | his/her type of flight, intended route of flight, and $ K ?/ O9 J7 [altitude. The FSSs providing this service are listed in * [% I. v T3 g0 B3 cthe Airport/Facility Directory.; F) x- v; z6 w5 Z) w (See FLIGHT WATCH.)# ?. v" v; M0 o- d4 ] { (Refer to AIM.)9 q9 I0 }3 i) d6 w6 @* L EN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)3 U$ \& g. E6 [4 n EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.) P2 l" f9 |% F8 c4 n: j EN ROUTE MINIMUM SAFE ALTITUDE WARN‐! f! [# Z$ X0 x* ?6 \# h* v ING- A function of the EAS that aids the controller; A R/ k5 g8 r+ I$ B( b# f: n by providing an alert when a tracked aircraft is below' J& m) ?! V8 ` or predicted by the computer to go below a7 v% q# e# N9 T1 \8 a+ i8 j, Q predetermined minimum IFR altitude (MIA).8 _+ q/ H! Z- c }. l( H EN ROUTE SPACING PROGRAM (ESP)- A3 M8 B# L& P9 L% M4 i, \ program designed to assist the exit sector in " h- ^- H1 p3 T( O8 Q3 M/ H/ f# Vachieving the required in‐trail spacing. 3 P: M6 {) d( @EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a% s3 u. R# E# a9 S1 h# {+ }6 L SID/STAR that connects to one or more en route 0 D. N7 y* x( q7 Tairway/jet route. ( ?1 ^* j: \" U) W6 \3 \. Gb. RNAV STARs/SIDs. The portion of a STAR 0 d* Y9 d+ n6 q$ z+ D5 h: Ppreceding the common route or point, or for a SID the : R3 P( ?. E. ?5 A3 U1 iportion following, that is coded for a specific en route% h3 N) V: y' V- Y7 h fix, airway or jet route. ; Q9 }' I' q# |3 t7 C4 sESP(See EN ROUTE SPACING PROGRAM.) 1 Z7 @1 F- n }& U) U/ a& WESTABLISHED-To be stable or fixed on a route, / ^% Z5 \1 l: V3 T3 droute segment, altitude, heading, etc.7 R( J& m9 V2 W8 m8 q: l7 s ESTIMATED ELAPSED TIME [IC AO]- The 9 M3 G, K4 h! t1 C. [9 `% I8 ~ Westimated time required to proceed from one 0 Z: j$ `! H+ b1 Asignificant point to another. , V3 {( L3 W" W) w A. |(See ICAO Term TOTAL ESTIMATED ELAPSED , r! r8 V( N. C+ U3 b/ kTIME.) 6 c9 I$ D; ?9 k: Q/ Z. b& E1 XPilot/Controller Glossary 2/14/08 , D3 _5 B. `0 n8 t4 cPCG E-2 % d/ o1 V/ d5 P4 EESTIMATED OFF‐BLOCK TIME [ICAO]- The; e! k1 J/ [; j& _8 N( @, p estimated time at which the aircraft will commence. l- [! X) e- h" o& v* V, I: I7 t movement associated with departure." t$ g2 u5 D, q/ u9 B1 I ESTIMATED POSITION ERROR (EPE)-* K+ ` P7 X$ n, l (See Required Navigation Performance)7 a- |# J+ D8 p; E2 B ESTIMATED TIME OF ARRIVAL- The time the 9 ^* m. o7 v! ^0 X: cflight is estimated to arrive at the gate (scheduled P7 S7 I/ g# ^& ^# ~0 O9 voperators) or the actual runway on times for" p3 y8 t$ u: F: B8 K' u& W nonscheduled operators. 9 e1 V3 M; z! c+ e! h% i( b/ e) ^ESTIMATED TIME EN ROUTE- The estimated % }' D0 f* C, ^1 A. eflying time from departure point to destination 9 t( S8 z/ t8 T/ V% s3 x7 {, e k- g(lift‐off to touchdown). 6 K* _: L$ Y" SETA(See ESTIMATED TIME OF ARRIVAL.) 7 y4 C9 B z) l; DETE(See ESTIMATED TIME EN ROUTE.)1 [- c- h4 e) Q5 S2 V EXECUTE MISSED APPROACH- Instructions 1 ]0 f" X8 X( N4 \issued to a pilot making an instrument approach7 X+ _. m$ Y$ _( o+ @' H2 W: V which means continue inbound to the missed6 {9 v w5 E( B% a6 ` approach point and execute the missed approach : u* K. ]$ B1 c3 zprocedure as described on the Instrument Approach % C9 }+ H- {6 A- bProcedure Chart or as previously assigned by ATC. 4 u( X$ Q3 o2 i' w, W& FThe pilot may climb immediately to the altitude 5 @% ^8 @- b: C5 ~ P# D$ v9 rspecified in the missed approach procedure upon ! q# j- Z# J8 q- z, z: U' r% b- o% gmaking a missed approach. No turns should be0 D5 f: @4 n# K. ?/ p2 b initiated prior to reaching the missed approach point.4 Y/ p+ ?* a1 P When conducting an ASR or PAR approach, execute & M* Z/ l, P7 I9 y' F. ithe assigned missed approach procedure immediately . N; L3 @) ]; jupon receiving instructions to “execute missed % _- Q( f4 H! m! y% W V3 s9 T$ {- Aapproach.”/ B) {1 o; D, D- W1 A8 ^$ R (Refer to AIM.) + F0 y5 }# {" ?$ e' r! k) K2 _3 H' ^EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used . t7 f, ]5 s% Lunder certain conditions to provide a pilot with an( r3 R- W: a% G9 Y altitude to be used in the event of two‐way 7 }: @( o8 E/ i' R1 y& W! T- E* Bcommunications failure. It also provides altitude9 {1 ^( N2 V7 z: u* G- { information to assist the pilot in planning. 5 a, J" ]2 x6 ^% h" r; f- W% g(Refer to AIM.) 9 h8 B& Z1 t! ~EXPECT DEPARTURE CLEARANCE TIME ) V" [! z; `& i& C+ \9 `(EDCT)- The runway release time assigned to an# j8 H. A3 P8 r5 N; h* T+ g. M) _ aircraft in a traffic management program and shown / m8 d7 w: u- Q9 C9 h0 von the flight progress strip as an EDCT.6 p2 [6 P5 D# W6 f; { (See GROUND DELAY PROGRAM.)* `( s0 n/ }. G' A! M2 ? EXPECT FURTHER CLEARANCE (TIME)- The ; p; A7 C G( Z& Xtime a pilot can expect to receive clearance beyond a3 y7 q1 [ {8 a8 ~9 T clearance limit.; {' m! F' Z! R EXPECT FURTHER CLEARANCE VIA (AIR‐3 y. Y- z* C. ?# z) V% F5 d% S WAYS, ROUTES OR FIXES)- Used to inform a ( ]" E' p8 C4 a# V: ypilot of the routing he/she can expect if any part of the " u+ |) P3 W* ^route beyond a short range clearance limit differs# ]. Z) i$ A7 Y$ T% y2 k from that filed. K9 y4 U4 A* FEXPEDITE- Used by ATC when prompt com‐ % p; w8 t3 Q% {2 w$ t: `7 o: }pliance is required to avoid the development of an + l- t5 k3 h7 c8 s! r$ ]4 P: Wimminent situation. Expedite climb/descent normal‐ 7 J4 K- z/ B" u+ M* t& E wly indicates to a pilot that the approximate best rate 7 m. x# d, y7 f& n& V' x: C3 {of climb/descent should be used without requiring an( I7 x* S* ^6 z: _3 U exceptional change in aircraft handling characteris‐ ; e. U0 C) A2 W8 Z+ ]8 n& ltics. ; b; i. z$ G) a( \& A0 ~Pilot/Controller Glossary 2/14/08% @3 e2 }* G) k1 Y5 j" N- V PCG F-1/ U: [, J& X! @( k8 l' ^ F ! i9 Q$ t6 w% B) UFAF(See FINAL APPROACH FIX.) 0 m; m0 I ~7 [7 s# w/ G% S, C `FAST FILE- A system whereby a pilot files a flight , o c Y; F9 [: Jplan via telephone that is tape recorded and then1 F4 k, J$ z& i7 A- {% l/ K8 R transcribed for transmission to the appropriate air $ d% n3 I% g, i4 q! ftraffic facility. Locations having a fast file capability 4 M1 q& R1 I; N1 F# c4 ~3 z* aare contained in the Airport/Facility Directory.3 N; B" s: Y9 L. c& I (Refer to AIM.) + ?$ V/ l' w& P+ |. H, R8 r$ Z( x5 HFAWP- Final Approach Waypoint 2 R4 S' j; Z2 j% g8 i6 TFCLT(See FREEZE CALCULATED LANDING TIME.) 9 _2 G+ w* f: ~5 cFEATHERED PROPELLER- A propeller whose & l; {# B8 L$ m/ ^blades have been rotated so that the leading and 5 `: x% W) v, b9 Ftrailing edges are nearly parallel with the aircraft * o# v% d% L4 |9 a! [0 fflight path to stop or minimize drag and engine' v' B: `8 i9 x$ O1 I rotation. Normally used to indicate shutdown of a * g0 p6 I t+ n( Z9 ireciprocating or turboprop engine due to malfunc‐3 h9 a7 y) t5 e! L4 D. t4 V1 H0 u tion. 0 \: H% s* H c( T5 [FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.)! ~% q+ K( A' G2 e% | FEEDER FIX- The fix depicted on Instrument ( Y4 R2 f' ?/ a. H. z: A% fApproach Procedure Charts which establishes the& `/ ?6 T! W3 x- W: U# {9 W6 a starting point of the feeder route. $ ` v; [3 R$ LFEEDER ROUTE- A route depicted on instrument & {9 y% q* L- h" S# E Capproach procedure charts to designate routes for 1 o5 {4 e! @/ Q) O6 D* t- Jaircraft to proceed from the en route structure to the F) b. l' I6 |3 }initial approach fix (IAF). & d4 n# Y: ]9 T! [+ a; F0 P/ g. y(See INSTRUMENT APPROACH, c& x6 [! `/ a, s" G PROCEDURE.)3 \* J, h$ W# @ [/ H. h' E3 \) v k1 h FERRY FLIGHT- A flight for the purpose of: 9 S+ w5 ~/ H. {* v; t8 H# ea. Returning an aircraft to base.9 N0 o7 }- I2 j0 L- A/ z ^ b. Delivering an aircraft from one location to* v+ ~. M6 r0 l- w M1 ~0 e another. 2 o' e! }+ |3 _ {' ^c. Moving an aircraft to and from a maintenance % Q7 ?' O) x; ^, c$ |base.- Ferry flights, under certain conditions, may be3 z( _7 Z I# @! o. f conducted under terms of a special flight permit. 8 |' u4 \3 h% \- C& ~. LFIELD ELEVATION(See AIRPORT ELEVATION.)" S# Q3 |5 W3 E. P2 G, | FILED- Normally used in conjunction with flight 9 t2 G: Y& i: N; q7 Lplans, meaning a flight plan has been submitted to ( g* \2 p7 f2 s; S) L! dATC.0 t$ F6 w" b5 S& C" b FILED EN ROUTE DELAY- Any of the following. p' b% j2 Z' @; p W7 }3 b preplanned delays at points/areas along the route of % x( F/ m% z# R2 }$ Xflight which require special flight plan filing and 7 H- \6 I g3 }$ L* Ohandling techniques.9 ^! ]2 ^- ]7 Z8 s/ L/ x a. Terminal Area Delay. A delay within a terminal i ^ W, }, k% T2 E5 A9 Parea for touch‐and‐go, low approach, or other $ x: @+ E: g( S/ Y* K; u G0 ^terminal area activity. - N" z- n' a! N2 H ib. Special Use Airspace Delay. A delay within a6 m! b$ C* ^- U: w8 W. |2 y3 N Military Operations Area, Restricted Area, Warning ) d! R3 [: D1 x0 R# {Area, or ATC Assigned Airspace.) [: w+ _$ ?* d# n0 m/ d% i- k/ V, i c. Aerial Refueling Delay. A delay within an . K% V, |4 Q) ^" fAerial Refueling Track or Anchor.8 M0 K% j- r& M# n2 D# _ FILED FLIGHT PLAN- The flight plan as filed with# q7 a0 C J9 G, i# {3 s& w an ATS unit by the pilot or his/her designated 9 X; Q# r1 i* U' d M3 J) zrepresentative without any subsequent changes or 7 G p- ] D2 F& gclearances.% t4 N) P3 B* o8 P FINAL- Commonly used to mean that an aircraft is, m" k( r$ C% d5 L7 b3 D5 d( m on the final approach course or is aligned with a 4 k+ D6 C I; O* m1 Qlanding area. K& p- e7 q& u ](See FINAL APPROACH COURSE.)! P0 c; s% _8 A' k$ L+ G+ @ (See FINAL APPROACH‐IFR.)0 k8 u8 r, Q4 ^8 m4 o* t (See SEGMENTS OF AN INSTRUMENT ( q: J$ w" n d# mAPPROACH PROCEDURE.) ' }( N; i4 C! L) K C GFINAL APPROACH [ICAO]- That part of an! Y( J: R' e }2 q instrument approach procedure which commences at , ~9 `% e; Q4 L# s2 \/ pthe specified final approach fix or point, or where 6 e5 B6 W7 O& U+ F6 |such a fix or point is not specified.& |+ q" L$ ^# i4 L a. At the end of the last procedure turn, base turn2 x) ^4 F+ [- m1 t Q or inbound turn of a racetrack procedure, if specified;8 G6 I |& n% c" O/ B or 7 B9 j1 {. M V& s8 R; K4 Z9 qb. At the point of interception of the last track 9 D. ?, F! \4 z; v/ Nspecified in the approach procedure; and ends at a 6 t8 _6 b8 y1 `; c/ B9 z. V p/ Apoint in the vicinity of an aerodrome from which:7 c1 a3 [8 Y8 {8 v3 _* Q G 1. A landing can be made; or1 W' k8 ]" C. @1 l+ e" @( |( Z 2. A missed approach procedure is initiated.- [7 a2 C4 s3 w+ y- Z FINAL APPROACH COURSE- A bearing/radial/ + F/ c$ A, s( u$ ]track of an instrument approach leading to a runway 0 I7 s' {, {, V0 lor an extended runway centerline all without regard( c' @( S& \ q to distance.; i b0 L1 ^. h- N$ s FINAL APPROACH FIX- The fix from which the 2 q9 T1 R( H7 \( Z. J+ yfinal approach (IFR) to an airport is executed and # x; @1 s, F3 E iwhich identifies the beginning of the final approach8 }4 `5 X/ ?3 X segment. It is designated on Government charts by 8 ? ?9 d% [" e5 w" rthe Maltese Cross symbol for nonprecision" _% ?# G4 i% M. o { Pilot/Controller Glossary 2/14/08 7 ~+ G7 @: u+ B5 TPCG F-2! I2 C8 b* b( V/ l approaches and the lightning bolt symbol for . j* n& w& W2 M0 o* [6 A! S7 Iprecision approaches; or when ATC directs a }* I8 {& D% N: blower‐than‐published glideslope/path intercept alti‐1 o/ @2 E$ v" K) g: D$ o( K tude, it is the resultant actual point of the 4 q7 T/ I* j1 r- O+ P/ Jglideslope/path intercept. . g" b: o3 i( ?, g( _(See FINAL APPROACH POINT.) 3 ~/ Z; m6 s0 D) R(See GLIDESLOPE INTERCEPT ALTITUDE.) l; w5 n0 s4 V( J(See SEGMENTS OF AN INSTRUMENT+ X1 Y" H- d/ n. M# O; }4 U3 x APPROACH PROCEDURE.), P+ s/ \5 d5 M FINAL APPROACH‐IFR- The flight path of an3 |! r v, a ~! T+ J" m+ `. s aircraft which is inbound to an airport on a final 7 N- Q. U4 R! O7 |. t1 Linstrument approach course, beginning at the final# T5 W: _% d: D approach fix or point and extending to the airport or( [1 {7 \) s4 Q0 X! d' s! s the point where a circle‐to‐land maneuver or a missed & X5 @1 u0 {4 Japproach is executed.) F, P$ C# G& x0 T (See FINAL APPROACH COURSE.) : |. U1 ~% K) ]1 } J(See FINAL APPROACH FIX.)1 R( g- g: Z% ?: L- u6 @ (See FINAL APPROACH POINT.) 0 o: Q3 @9 O# I7 ^(See SEGMENTS OF AN INSTRUMENT0 Q0 M7 m+ x4 p' p6 ] APPROACH PROCEDURE.)8 w4 i9 n$ z! [. S (See ICAO term FINAL APPROACH.)+ x% H3 d0 m0 k+ s! p; Q FINAL APPROACH POINT- The point, applicable( s/ S: u* D. v8 W4 t; a5 J only to a nonprecision approach with no depicted : V2 z) b$ H- U# |. L6 xFAF (such as an on airport VOR), where the aircraft0 R3 e4 A' L% V, r1 D0 O' W is established inbound on the final approach course1 o% Q8 _7 F' l2 u* f% ]) R5 \& y t9 Z from the procedure turn and where the final approach3 o" X- }, A& m6 E) y1 A1 ? descent may be commenced. The FAP serves as the, {. q( j9 z% O) Y4 U1 u1 b" |8 C j FAF and identifies the beginning of the final 3 R2 D; t- I% y/ v- C( uapproach segment. 3 e: `6 q6 ^( V9 S(See FINAL APPROACH FIX.) ! ~1 z2 @) {; g, I( h" f(See SEGMENTS OF AN INSTRUMENT- g9 v' K- r( K4 f; o3 O APPROACH PROCEDURE.)* V# N3 u8 o$ ] FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT / a& @7 _' ^" f0 bAPPROACH PROCEDURE.) 3 \$ E4 P) C- Z& a- mFINAL APPROACH SEGMENT [ICAO]- That% h; p; x" ~: g$ o segment of an instrument approach procedure in ) {6 F; j6 c/ F9 Z v2 \which alignment and descent for landing are, w) l2 a7 m+ J0 h7 R% e: ] accomplished./ c$ r1 H2 y5 y& I3 F FINAL CONTROLLER- The controller providing. s" H% g+ ]# d3 U information and final approach guidance during PAR& ]) o# T! O: v and ASR approaches utilizing radar equipment.: A; U9 y# l0 x$ X' t (See RADAR APPROACH.)' m! [$ ]+ j4 o2 d& s FINAL GUARD SERVICE- A value added service8 V/ K# H7 j' e" a( k provided in conjunction with LAA/RAA only during 6 l+ G! `8 Q. o1 ~. g6 O& ?periods of significant and fast changing weather$ F+ V5 S" d: R+ l conditions that may affect landing and takeoff; P6 R1 F9 ]8 G( ^. n operations.; |3 }+ F$ V2 I/ A6 M FINAL MONITOR AID- A high resolution color- ^& d2 H. o/ z+ L display that is equipped with the controller alert8 ~, }8 A0 a0 D j, V' ]3 D* z system hardware/software which is used in the 4 }5 K% e9 ?: ~5 a' u: iprecision runway monitor (PRM) system. The1 M4 r9 w6 M9 H3 F% { display includes alert algorithms providing the target# B/ g& m% }2 ]% x; ~1 p: S predictors, a color change alert when a target: h8 k% R, c5 E7 ]1 ]1 A9 r) j1 Z penetrates or is predicted to penetrate the no 0 {1 E8 y% [3 q) ytransgression zone (NTZ), a color change alert if the& y( h) I% b* l2 N% R' N8 y aircraft transponder becomes inoperative, synthe‐: G7 w3 \; U2 k) n sized voice alerts, digital mapping, and like features 4 _+ |/ S8 F) Zcontained in the PRM system. 6 d3 o: @# k( W6 {# ?8 H(See RADAR APPROACH.) $ H, c0 B: \) E' c; I9 @) t* PFINAL MONITOR CONTROLLER- Air Traffic g1 i! W% m1 [0 i8 O$ rControl Specialist assigned to radar monitor the , F( X ?- X) l5 M. Y2 hflight path of aircraft during simultaneous parallel $ ?1 q0 s! l3 Aand simultaneous close parallel ILS approach/ ?# E! t2 A# N operations. Each runway is assigned a final monitor , a: p i d4 g. {4 p$ ]+ scontroller during simultaneous parallel and simulta‐ * q+ K% P# a6 Uneous close parallel ILS approaches. Final monitor( U3 ?: {4 x* } controllers shall utilize the Precision Runway9 o# w$ X4 _0 i6 M9 {7 A& Q Z Monitor (PRM) system during simultaneous close; o; e* r. B# F* Q: `2 a' u parallel ILS approaches. - C( L9 X+ m$ T+ P0 v4 V' J& h6 fFIR(See FLIGHT INFORMATION REGION.)3 t* E$ t8 R. S' a* r. s) k# J* ]! x FIRST TIER CENTER- The ARTCC immediately 6 A. f+ r) J; ]( T4 r& |. s5 Badjacent to the impacted center. 5 ]! _/ P) i j) k- o S% dFIX- A geographical position determined by visual; R. W, n2 j8 a$ T9 P/ n9 A! \ reference to the surface, by reference to one or more4 g) O8 a& V% A7 g4 W' Q& a3 y/ v' ] radio NAVAIDs, by celestial plotting, or by another! W; d1 D3 ^$ Z, w, ] T: }0 e6 q navigational device. - H2 Y, ~; C* i. p7 N( ]FIX BALANCING- A process whereby aircraft are; E7 z* A' X) H, k0 I0 G7 ^ U evenly distributed over several available arrival fixes! D- v5 ^2 }) O* j2 q$ n+ [ reducing delays and controller workload. 6 ?" }' A8 c% R& {; G' J FFLAG- A warning device incorporated in certain 7 L! V) G3 E' U( R* Q; e( mairborne navigation and flight instruments indicating # p0 {2 D# ` T0 k1 t: p6 l( [, ythat: * D* r7 `) ~! F' `$ \a. Instruments are inoperative or otherwise not & }/ f( e" A$ i! woperating satisfactorily, or $ G; U; S9 A4 Tb. Signal strength or quality of the received signal/ Y3 [6 Y- X+ C5 F+ f- b" h. G falls below acceptable values. : f: c. v H# T/ AFLAG ALARM(See FLAG.) w4 _8 ?1 S' p4 o! p FLAMEOUT- An emergency condition caused by a # [" H7 {; j! f; a3 |! lloss of engine power.$ g% Z/ O- U# l. d3 K8 Q! T FLAMEOUT PATTERN- An approach normally ! ^5 p: i6 q* f0 ~, Hconducted by a single‐engine military aircraft 5 K9 W/ Z$ w& E3 U( Rexperiencing loss or anticipating loss of engine ! s$ Z1 `+ i8 I/ }Pilot/Controller Glossary 2/14/08 . ~8 |4 O+ \/ lPCG F-3 5 U; {$ [& h5 Z' `3 v- i% Lpower or control. The standard overhead approach9 x: O# `2 {- S starts at a relatively high altitude over a runway9 p& I* ]$ B& S+ U' O (“high key”) followed by a continuous 180 degree( a& y9 r& ?4 P ~$ s# R turn to a high, wide position (“low key”) followed by , u9 f1 U2 X( `' ~: l; h) Ia continuous 180 degree turn final. The standard- U) M! z; F- D+ | straight‐in pattern starts at a point that results in a$ I) Z; N0 x/ T7 F7 g& z5 U5 T straight‐in approach with a high rate of descent to the 9 ?' i5 i2 [. ?% H$ C$ ~- Rrunway. Flameout approaches terminate in the type4 N$ ?1 f, Y, w1 l# m approach requested by the pilot (normally fullstop). H9 Y$ ?1 ?8 p Q( _, s FLIGHT CHECK- A call‐sign prefix used by FAA' P1 w8 c9 h3 D: K" ~. g6 _/ I aircraft engaged in flight inspection/certification of9 X) ?" s6 W) X( Q. p navigational aids and flight procedures. The word ( ?/ B5 i, o) |6 _; ]" N! M* O5 r“recorded” may be added as a suffix; e.g., “Flight 3 _) G( o% R1 A* {# T; @4 MCheck 320 recorded” to indicate that an automated ' U# I$ Q# Q4 u! ~. _flight inspection is in progress in terminal areas. 8 y6 Q. [' u7 P% h. B+ p(See FLIGHT INSPECTION.)0 H0 V' h' K& ~) J* s- e, Z+ U (Refer to AIM.)" \$ a1 h5 X* L0 z9 S( Y* @! P FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)* b8 t! R6 b; K, {/ n FLIGHT INFORMATION REGION- An airspace of ! d2 H6 M4 \% e% H8 M$ Gdefined dimensions within which Flight Information& K2 u+ q4 U7 A% w; r Service and Alerting Service are provided.% M* U) q; d4 A5 w4 K a. Flight Information Service. A service provided/ C' Y& m2 P' C) T, L$ W+ x. q Y for the purpose of giving advice and information 3 f# y9 V, \8 ~5 j- T! I' Puseful for the safe and efficient conduct of flights. " \9 X8 V1 w" y4 P& ib. Alerting Service. A service provided to notify o1 W- r" m4 d9 I appropriate organizations regarding aircraft in need; A% V" ^. S; K" ^9 i; d) t of search and rescue aid and to assist such9 A& v! n( i" l/ d; F+ L% ^ organizations as required.. {& l8 @0 g2 m/ G' ? FLIGHT INFORMATION SERVICE- A service / |% i6 z8 C- Nprovided for the purpose of giving advice and/ H( L; y9 M+ U A2 n2 d9 B. d information useful for the safe and efficient conduct6 p8 W0 P2 |8 k) ? of flights.: M' J- g! ]" H" B7 j FLIGHT INSPECTION- Inflight investigation and # }; d! T2 @$ M f- H& K- j& R% I8 bevaluation of a navigational aid to determine whether# ~8 j- _ p8 r( k" P' o it meets established tolerances. 9 \& ^3 T( s1 I5 ~0 w( z ?(See FLIGHT CHECK.)& i( D' m- R" v8 C, g7 { (See NAVIGATIONAL AID.)+ z( g9 B0 Y. I8 I FLIGHT LEVEL- A level of constant atmospheric5 F2 H$ p( E" m: M pressure related to a reference datum of 29.92 inches " W4 ^; G% P" B& z. bof mercury. Each is stated in three digits that represent* ]+ f% I y5 n5 d' d1 G' X hundreds of feet. For example, flight level (FL) 250 k1 V- W- [+ j9 O' c represents a barometric altimeter indication of3 v: A, r6 f; J4 O9 P 25,000 feet; FL 255, an indication of 25,500 feet.2 h, n1 T* m8 O; a (See ICAO term FLIGHT LEVEL.)) ^& I! e8 R" ]2 q FLIGHT LEVEL [ICAO]- A surface of constant! u" S. d l+ j7 p# d$ N; @ atmospheric pressure which is related to a specific+ I, L* j) L: |& G pressure datum, 1013.2 hPa (1013.2 mb), and is4 u+ f5 O5 U* O3 } separated from other such surfaces by specific ! i7 d/ z; _/ wpressure intervals.2 y) p9 @" |% W" B8 X Note 1:A pressure type altimeter calibrated in1 J2 V+ H* [% W; r accordance with the standard atmosphere: . V2 o3 s7 R5 l9 G: |% c& E: xa. When set to a QNH altimeter setting, will) d+ X @* D9 y) O& V9 } indicate altitude; 2 v' Z" ?) i' D5 }' rb. When set to a QFE altimeter setting, will . x2 x& H5 r+ W7 @" Y5 rindicate height above the QFE reference datum; ' t8 _, Q3 h& |, \: cand * z) S6 {0 d6 [6 ] rc. When set to a pressure of 1013.2 hPa # L3 j: V: d1 S" h$ C: U(1013.2 mb), may be used to indicate flight levels.7 Q. D* O6 \' S p- e' E- B8 ] Note 2:The terms `height' and `altitude,' used in3 I3 h9 _0 a6 M0 E8 M+ w Note 1 above, indicate altimetric rather than 1 q3 s8 p- i; c( p( \/ X( J9 Ygeometric heights and altitudes.; [# O9 r$ G' q FLIGHT LINE- A term used to describe the precise& Z/ o0 q) B' |' F. B h/ W8 J, l. k movement of a civil photogrammetric aircraft along% \4 _4 f+ V. r1 W1 F1 @- j a predetermined course(s) at a predetermined altitude9 K# z* ~& K* |1 G8 S during the actual photographic run. : q- y- ?) e4 c; F: J q$ Q3 f. NFLIGHT MANAGEMENT SYSTEMS- A comput‐* [ F9 i% H! E/ j er system that uses a large data base to allow routes 3 p7 A6 p7 f2 q1 S' P* I4 G( E! Mto be preprogrammed and fed into the system by: A2 j: _% ~( x E$ u1 I8 x9 V means of a data loader. The system is constantly . G2 _: A% P5 o) V7 |# i+ ]updated with respect to position accuracy by 8 z; H% C4 u/ Q+ U. Ereference to conventional navigation aids. The% J; L4 T0 Y8 }# D+ M4 G sophisticated program and its associated data base, ]6 n4 q* h+ ~" c insures that the most appropriate aids are automati‐ ; v5 y* ^/ W9 I$ H$ v: Kcally selected during the information update cycle. 0 i+ G$ n- z3 E( z$ mFLIGHT MANAGEMENT SYSTEM PROCE‐ / d. u& n- `. r7 x+ s* GDURE- An arrival, departure, or approach procedure 1 x; X# X, ]# a0 s) ?- Y' ^- Gdeveloped for use by aircraft with a slant (/) E or slant % i, `4 V5 \. f(/) F equipment suffix. 2 x2 o# P, r! ^+ s' C/ MFLIGHT PATH- A line, course, or track along which : a( d1 P1 V* [- L: |4 n+ Qan aircraft is flying or intended to be flown.) d" {/ Z0 e) A! @; a9 t (See COURSE.)- g: l: W) J" h y1 w$ {2 F (See TRACK.)- a. p) g2 p3 D0 [6 p8 x FLIGHT PLAN- Specified information relating to+ d/ W; L% v q( l% W+ t the intended flight of an aircraft that is filed orally or " K. T: |* s4 a! u+ |; ]' gin writing with an FSS or an ATC facility.- C3 D( H5 p* L( Q. P' O (See FAST FILE.)# _! ?) z h& ?& A' F/ k" h% i2 z (See FILED.) & z; W' |0 n. W) M+ M( t/ J(Refer to AIM.)$ l y: N; U$ E; f FLIGHT PLAN AREA- The geographical area ; j, ~- p5 w j, K/ M- vassigned by regional air traffic divisions to a flight( A+ [; ~ H6 ?/ Y0 h7 E$ B) L service station for the purpose of search and rescue& X3 W7 Q* V2 f( P Y j for VFR aircraft, issuance of NOTAMs, pilot9 m7 D& ?- |8 ?' B% t( \ briefing, in‐flight services, broadcast, emergency: _9 s5 G9 {. c& q/ k+ j- O$ c services, flight data processing, international opera‐ & k. N( \) l, w% z# Ytions, and aviation weather services. Three letter. ?: W- ]$ L( ]& W( s- j+ Z9 H3 _ Pilot/Controller Glossary 2/14/08 & {4 o- E" H- n, GPCG F-4& f4 L1 y+ r6 T% R: q$ g identifiers are assigned to every flight service station# w- {+ O" L3 Z- ?- A5 {$ a5 A j and are annotated in AFDs and FAAO JO 7350.8,+ K0 X, r$ |5 H0 T7 ]. d- D LOCATION IDENTIFIERS, as tie‐in facilities.% j! Y" y: d2 Y- C (See FAST FILE.)+ E+ ^ `+ `1 z* Z% B (See FILED.) & _8 y! q8 ]1 B- d! \(Refer to AIM.) ) F3 E) S0 I- F& rFLIGHT RECORDER- A general term applied to& I n4 E' _, o& |& H any instrument or device that records information - D, j- j" S/ N/ Q/ ^about the performance of an aircraft in flight or about * e% L9 v- k9 O% [' |conditions encountered in flight. Flight recorders " m( u6 M5 z5 emay make records of airspeed, outside air , y- B2 r$ s% P$ Htemperature, vertical acceleration, engine RPM,8 F1 w! V4 H7 V3 B& } manifold pressure, and other pertinent variables for a * y% Y0 }- k$ u- o5 Z% igiven flight. & a5 F0 P8 n& L) b(See ICAO term FLIGHT RECORDER.)+ [( K% W d- W/ i/ { FLIGHT RECORDER [ICAO]- Any type of ! Q9 j/ ^! C2 Z0 ^recorder installed in the aircraft for the purpose of 4 S8 c, d4 w3 U6 h0 k3 ~$ } Ecomplementing accident/incident investigation. 8 H+ s9 {- s2 Z1 X( z$ HNote:See Annex 6 Part I, for specifications relating 0 N/ _% Q& C2 j* C$ [7 G6 zto flight recorders.' z! i$ h9 j* S9 v FLIGHT SERVICE STATION- Air traffic facilities ; h0 n+ W$ I/ I+ O/ H9 ^) Lwhich provide pilot briefing, en route communica‐6 q6 w9 |+ l7 P+ f: r, \# B# } tions and VFR search and rescue services, assist lost/ T) d* ?0 S* E! A! u* a# v- d' O, [ aircraft and aircraft in emergency situations, relay 6 q( O3 p2 }# S5 P: @# J0 DATC clearances, originate Notices to Airmen, - P& e- j9 ~: _- J$ c L0 @broadcast aviation weather and NAS information,+ r( {7 P5 s* @! R* e `- }7 _ and receive and process IFR flight plans. In addition, 9 s! d4 m0 i& U1 b5 Pat selected locations, FSSs provide En Route Flight 8 P5 m0 v( [0 G( |( L$ o* G& W4 hAdvisory Service (Flight Watch), issue airport; Y9 Q5 G# O0 E2 P5 \. L @3 x advisories, and advise Customs and Immigration of . P ^# \, p( ctransborder flights. Selected Flight Service Stations / P( i4 [& N6 _. D7 q3 z1 }in Alaska also provide TWEB recordings and take . V. s; J& J4 J# S7 Aweather observations. . m' C' ~* Z, b8 ^& V(Refer to AIM.)# L/ h1 Q* i( E FLIGHT STANDARDS DISTRICT OFFICE- An! L* c) g# Z- T ~9 Z FAA field office serving an assigned geographical; ?7 _8 W2 E' K6 N' O area and staffed with Flight Standards personnel who3 x: L; F! S9 b! p serve the aviation industry and the general public on/ c7 m$ Q% {8 L% l4 \ matters relating to the certification and operation of/ a6 ^$ _6 z& b9 M6 j! e! s air carrier and general aviation aircraft. Activities0 P1 ~4 J. j2 i8 C include general surveillance of operational safety, * J+ Y4 o3 f& h1 p7 z/ @# x+ w/ Ocertification of airmen and aircraft, accident 5 e6 v) j) q6 T' wprevention, investigation, enforcement, etc. : } c+ t4 p8 E# J2 W6 |5 mFLIGHT TEST- A flight for the purpose of: & Q2 u% r& C2 D* N/ f' _a. Investigating the operation/flight characteris‐& a3 {5 I D9 E1 ? e; V5 ~ tics of an aircraft or aircraft component. 2 g: |0 k N- J: O5 x- {b. Evaluating an applicant for a pilot certificate or 3 i( i& n4 r X0 ~, H: ~rating.8 r3 z6 i6 E0 I- Y3 W* X FLIGHT VISIBILITY(See VISIBILITY.) $ p& t4 p9 `% w( x5 RFLIGHT WATCH- A shortened term for use in3 B6 B. y. m: Q( h; @/ w/ W# [! G air‐ground contacts to identify the flight service1 N6 C6 {7 f, h( a/ W2 ~! [ station providing En Route Flight Advisory Service;8 Y$ {0 S; @6 P$ v e.g., “Oakland Flight Watch.” 2 T# U/ `1 T7 \; y" @0 p$ t(See EN ROUTE FLIGHT ADVISORY( T+ u4 X! T6 y( l SERVICE.)# j& G h# g* B6 P6 e% m g5 y FLIP(See DOD FLIP.)8 \7 t- x$ z+ l( P- C5 i' X FLY HEADING (DEGREES)- Informs the pilot of: q; o3 T2 h% \. q the heading he/she should fly. The pilot may have to+ ~% u" }+ ~, O" {4 }6 z turn to, or continue on, a specific compass direction 1 S8 w. x: F; f M. }3 a4 [/ ]in order to comply with the instructions. The pilot is/ p, x& c4 v ` a2 @/ N6 V expected to turn in the shorter direction to the heading 5 c2 N2 x0 x+ U K( r2 b) ^unless otherwise instructed by ATC.$ I- W$ `0 X9 _$ J1 @ FLY‐BY WAYPOINT- A fly‐by waypoint requires $ p' ?! o7 I: C# vthe use of turn anticipation to avoid overshoot of the % O5 Z- e+ z* x3 P" {7 V! ]next flight segment. * t0 Z; {% l, n. @, GFLY‐OVER WAYPOINT- A fly‐over waypoint6 r6 n# l& ~; J. b% @0 I precludes any turn until the waypoint is overflown- D) e8 w! R' I% \; x5 | and is followed by an intercept maneuver of the next6 C; o* Q0 D, O2 b5 [ flight segment. . ?8 b6 A7 B+ }8 @FMA(See FINAL MONITOR AID.) / j) G( D$ `- g8 P& ~0 lFMS(See FLIGHT MANAGEMENT SYSTEM.)) K& X3 n+ W* P) \" C: V, \2 `3 U FMSP(See FLIGHT MANAGEMENT SYSTEM% [% h1 f5 T: W6 I: h PROCEDURE.)3 T6 r8 k9 l& C FORMATION FLIGHT- More than one aircraft 7 l8 T! J- X) C8 \: A/ O hwhich, by prior arrangement between the pilots,5 e, ?% _* i, r% ?5 q. p! A& N' H operate as a single aircraft with regard to navigation 2 l3 b9 u, H0 j Eand position reporting. Separation between aircraft3 {0 c6 w8 Z; M within the formation is the responsibility of the flight/ G9 |! g; f- I' b* ~5 m leader and the pilots of the other aircraft in the flight. * N- ]7 S) S8 j1 O5 o: ^This includes transition periods when aircraft within % b0 g1 Q W( e% Zthe formation are maneuvering to attain separation $ |' @( K% [0 E% w! \, zfrom each other to effect individual control and6 p+ Q7 }- T- m' c+ i$ {8 x3 t during join‐up and breakaway. / Y1 E6 o, O! v; _a. A standard form ation is one in which a/ K7 r- W0 C9 \' H/ h proximity of no more than 1 mile laterally or$ e3 T9 x2 Z& `* n: T longitudinally and within 100 feet vertically from the, K8 x. K6 m8 z flight leader is maintained by each wingman. % ]$ t; J0 ~$ u9 A3 ~b. Nonstandard formations are those operating * h/ r, l0 K) i8 X" J' o. punder any of the following conditions: 7 P/ S0 S6 F' D: D4 C3 QPilot/Controller Glossary 2/14/08; G- X6 K" D6 z& X, ~+ v6 n PCG F-5 1 z$ @7 R2 t1 L4 G9 p1. When the flight leader has requested and ATC% ~$ w1 ?7 l, \" _; Z has approved other than standard form ation7 P# K8 I1 [6 I4 Z' S% @+ ?" i dimensions.% n" U9 t6 T" M5 } 2. When operating within an authorized altitude 0 a/ I0 y8 T- w/ H/ X m& H3 n3 v; hreservation (ALTRV) or under the provisions of a 6 C2 \* B3 M7 x) ]( ~letter of agreement. 0 c! F- j, _5 G6 s: m3. When the operations are conducted in, }& j9 J# b' q* z# n3 Y5 Q airspace specifically designed for a special activity. 6 y! @! {/ ^& t) v9 C5 j ?(See ALTITUDE RESERVATION.). I4 s, y4 S5 @$ ?3 ]* L (Refer to 14 CFR Part 91.) 8 [# q7 I* `# e3 E& f5 i# TFRC(See REQUEST FULL ROUTE CLEARANCE.)! \* t& Z( J- J( F, u FREEZE/FROZEN- Terms used in referring to 6 t% n4 M5 p0 X5 J i# i% jarrivals which have been assigned ACLTs and to the N' P; l0 f( ?, ]; | lists in which they are displayed.5 r j1 Z: j3 U5 M5 i FREEZE CALCULATED LANDING TIME- A$ P3 I, s9 b. ~% i3 c' t* V dynamic parameter number of minutes prior to the # _* f/ ^" Z0 X) j/ k: m! Ymeter fix calculated time of arrival for each aircraft 9 ^( x( f; `" u: |when the TCLT is frozen and becomes an ACLT (i.e.,# g1 m5 @* n8 r the VTA is updated and consequently the TCLT is 6 d: D9 Y1 W P3 c: B" gmodified as appropriate until FCLT minutes prior to7 ~. j( n6 h, V3 H) T0 N7 s" K meter fix calculated time of arrival, at which time + V1 | O2 } y0 Gupdating is suspended and an ACLT and a frozen' v! Z8 H: r" S0 [/ |9 U( z) h meter fix crossing time (MFT) is assigned)., ]9 j/ D! @1 [. L: O FREEZE HORIZON- The time or point at which an $ ~3 ^0 s- G0 t6 o& Maircraft's STA becomes fixed and no longer fluctuates $ O9 o" s4 W, J# _+ w* {. ?with each radar update. This setting insures a constant % o2 \4 z) y, P2 {8 w3 V' |time for each aircraft, necessary for the metering1 g) M$ d! }& T1 X4 m4 S controller to plan his/her delay technique. This) j8 D0 V; X4 {) J7 ]9 o8 a" v setting can be either in distance from the meter fix or2 T$ R0 w: v/ U* s, Q: f$ X a prescribed flying time to the meter fix. * U& F- E+ R0 Z) m3 y" Q5 YFREEZE SPEED PARAMETER- A speed adapted H) n0 X% |1 H8 d& L8 M: Xfor each aircraft to determine fast and slow aircraft.# X9 ]: q0 g( d1 P; Y Fast aircraft freeze on parameter FCLT and slow ) k% M' X$ q) w6 d( k2 laircraft freeze on parameter MLDI.2 g* ~1 f6 N8 P: ~1 |8 j& d FRICTION MEASUREMENT- A measurement of & R: B6 A! T( E. j/ n! e7 dthe friction characteristics of the runway pavement 3 t/ R0 ^( P6 C- s0 ksurface using continuous self‐watering friction z( t6 Z- _; n/ }/ p( J+ t measurement equipment in accordance with the 7 g8 v1 I3 e) O" U, Wspecifications, procedures and schedules contained. a6 {# A2 V; V' x! S2 [ in AC 150/5320-12, Measurement, Construction,8 k* U/ _) W- A* o) w& | and Maintenance of Skid Resistant Airport Pavement0 w+ R4 N, F! t" R Surfaces./ z+ ~# f- H6 s, E+ Z) D FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)+ T4 \3 M2 v( o1 ^+ |0 d; {. n FSPD(See FREEZE SPEED PARAMETER.)2 ?: p6 B% j8 G7 r9 j9 S, u# y FSS(See FLIGHT SERVICE STATION.) & f0 ]5 g* J7 j" z# d& e0 Y* UFUEL DUMPING- Airborne release of usable fuel. , d3 R0 N. Z$ V3 CThis does not include the dropping of fuel tanks. 0 L. Y! U) `+ M' o/ d6 |" j(See JETTISONING OF EXTERNAL STORES.)7 B" E( K" z/ ?/ A FUEL REMAINING- A phrase used by either pilots ) k% B& K! R7 A6 dor controllers when relating to the fuel remaining on4 i. d0 w& k+ t5 ^1 @4 A+ j board until actual fuel exhaustion. When transmitting4 G' j. O' F/ m S' }2 a such information in response to either a controller) ?! d( L! `5 J: G2 P& r% K: S9 U- L+ e question or pilot initiated cautionary advisory to air3 X& |# o/ ^, F/ w) v traffic control, pilots will state the APPROXIMATE, ]4 j+ X8 J" ^ NUMBER OF MINUTES the flight can continue! \9 Q8 @& l- {" } with the fuel remaining. All reserve fuel SHOULD {# {: S& Z. d8 \1 d6 o2 n BE INCLUDED in the time stated, as should an. n0 @1 x- h' {0 q allowance for established fuel gauge system error.2 ~% |7 ?5 n$ a# G- W6 j6 X4 R, b FUEL SIPHONING- Unintentional release of fuel 9 R3 g2 c3 G- }! |0 V: z7 Ycaused by overflow, puncture, loose cap, etc. ! u$ Z# ~2 N" g1 J4 CFUEL VENTING(See FUEL SIPHONING.)3 E, U6 g* Q3 V* s- U" U& R6 T# S Pilot/Controller Glossary 2/14/08- f1 G- Q7 W6 C PCG G-1 2 K1 g1 b0 c* }3 L- zG

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 * T1 Y' k% A; ~0 ]* D% a; d# W$ oselected airports to hold aircraft at the gate or other/ Z: N* U. P( j% C# a7 j' x% r [8 Z5 U ground location whenever departure delays exceed or. j/ I9 a4 n+ l" L6 c are anticipated to exceed 15 minutes. The sequence . l3 U- {$ z+ }for departure will be maintained in accordance with 7 _+ ]; w- u8 r5 |+ g( Uinitial call‐up unless modified by flow control6 K' f9 o; h$ V: y' K$ a restrictions. Pilots should monitor the ground! j% Z, K0 v7 N2 @/ t$ a% C control/clearance delivery frequency for engine0 j& K* _ q8 _$ d9 f start/taxi advisories or new proposed start/taxi time9 l0 h% x' q1 R8 k% E if 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.) - L+ h. ]" e, s7 \/ W: k; XGCA(See GROUND CONTROLLED APPROACH.) " k5 R6 ]& d% S' o9 PGDP(See GROUND DELAY PROGRAM.) " K6 P6 m, i- G FGENERAL AVIATION- That portion of civil! R3 v+ R( `# l* B( H. ~ aviation which encompasses all facets of aviation ; m- b& H4 e5 }- Yexcept air carriers holding a certificate of public 9 G& {$ K. }! E: J9 O, @7 a& |convenience and necessity from the Civil Aeronau‐ , g& t9 E+ j1 L& F0 o/ dtics Board and large aircraft commercial operators. ! G( P+ U5 E* O, P9 E3 v(See ICAO term GENERAL AVIATION.)4 M. Y& ]% u- R( a+ Y' J GENERAL AVIATION [ICAO]- All civil aviation# w7 M! x0 m1 x8 a' @ operations other than scheduled air services and: l! h# j+ p* [# j8 S8 m4 { nonscheduled air transport operations for remunera‐" ]& `; Y, Y: X tion or hire. , A0 J$ \4 g: O2 ^; cGEO MAP- The digitized map markings associated# L7 i5 g, ~7 @2 M0 t with the ASR‐9 Radar System. " [8 H% w5 p% m- F* b- OGLIDEPATH(See GLIDESLOPE.)7 W% A8 U0 g9 _, W& f w5 M# J8 ~5 j GLIDEPATH [ICAO]- A descent profile determined . M- m, y0 ~: v* ]" m; r, X- ?for vertical guidance during a final approach.5 R! Z7 ^5 `; D& L GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.) / P6 n; {/ @" Z; }# g. aGLIDESLOPE- Provides vertical guidance for6 e* b; r$ J7 t, P0 V aircraft during approach and landing. The glideslope/ 7 m% g0 a6 s( C2 Y3 G% D% J9 iglidepath is based on the following: 0 t9 u: W* D7 D- ~3 ?% A( Ma. Electronic components emitting signals which8 ]4 N0 U; I3 F, O+ x: B provide vertical guidance by reference to airborne/ K7 S% m. z) g) ^& H* j# C instruments during instrument approaches such as; _$ F' s6 b5 k& S9 R& A$ O; y ILS/MLS, or ) ^2 O w8 T( ?! \, k. ]5 Nb. Visual ground aids, such as VASI, which/ C7 a _, G! d5 x5 \ provide vertical guidance for a VFR approach or for 2 v0 J1 O$ C0 F* I& Z2 @4 Ithe visual portion of an instrument approach and . F, ~6 _2 k+ }! b4 _8 hlanding.7 t: |3 w" C) O6 `7 T! h c. AR. Used by ATC to inform an aircraft making, V" y" H' |/ h: s: q a PAR approach of its vertical position (elevation), o( y) w3 C; g: N! V3 g relative to the descent profile. 2 \1 i1 \# r4 A( _(See ICAO term GLIDEPATH.) " A6 w+ k( S3 ~: R2 ~+ ?; q, B2 J I7 uGLIDESLOPE INTERCEPT ALTITUDE- The 3 R9 t$ W5 z3 m% d* sminimum altitude to intercept the glideslope/path on2 S* v# p% a- ^# O0 h' { a precision approach. The intersection of the# g4 o! {" c, _+ _7 m2 D published intercept altitude with the glideslope/path, : @3 M1 a, k$ pdesignated on Government charts by the lightning 7 X$ w; E7 v8 F0 J- `- h% ubolt symbol, is the precision FAF; however, when the + }6 A4 b) b8 I$ Yapproach chart shows an alternative lower glideslope; Y7 k- t0 D( A$ R' _. L7 H intercept altitude, and ATC directs a lower altitude, 6 |$ ]& y6 Z$ rthe resultant lower intercept position is then the FAF.6 N* [( q/ v! ~ (See FINAL APPROACH FIX.) 7 e2 t9 s6 n: \6 }: X0 {( X S% f(See SEGMENTS OF AN INSTRUMENT & g5 j7 X( ~* CAPPROACH PROCEDURE.) ) Q" M5 v3 z; F# ]5 i" M* QGLOBAL POSITIONING SYSTEM (GPS)- A" H& `& }; e7 p5 S2 E7 Y space‐base radio positioning, navigation, and. c( V6 n+ X" v' Y time‐transfer system. The system provides highly 1 ^3 K, \; D# I2 `; Taccurate position and velocity information, and4 E: @6 H; ]0 ^7 ]3 n' T6 i precise time, on a continuous global basis, to an ) l7 {5 W/ w' T5 Iunlimited number of properly equipped users. The & O0 Z' H1 x F6 H2 wsystem is unaffected by weather, and provides a( ]; e2 R4 w9 C! E) { worldwide common grid reference system. The GPS" X) F$ `3 K9 C P' n concept is predicated upon accurate and continuous. w L" U1 }: d. n5 l5 e! p" W knowledge of the spatial position of each satellite in - l/ p( h* w% d7 K$ \! I) w& ?the system with respect to time and distance from a 8 @' `) k6 s* g. D$ M0 L* |transmitting satellite to the user. The GPS receiver 3 C' a' _' J; m) k9 Q Q/ c5 Uautomatically selects appropriate signals from the7 T3 ]* t$ v* K& {; b6 J satellites in view and translates these into three‐ 3 w: I/ }% k6 Z4 Cdimensional position, velocity, and time. System 7 F+ ^" v+ s" S. y' U! x0 g- M0 T1 r$ iaccuracy for civil users is normally 100 meters7 A6 E5 c2 U: n+ m' S9 N horizontally. & X# `1 N% x/ U, GGO AHEAD- Proceed with your message. Not to be 0 J4 t# `+ f( d) l0 pused for any other purpose.: a* l. {! \/ g3 B9 v GO AROUND- Instructions for a pilot to abandon + {7 e* r% W1 b7 o. Vhis/her approach to landing. Additional instructions$ E' F& J5 i/ H7 G, d; L may follow. Unless otherwise advised by ATC, a + |. g; f4 ?& B4 @8 ?9 NVFR aircraft or an aircraft conducting visual 9 B! Z' x% i* Gapproach should overfly the runway while climbing 7 `6 W) J& U) `1 w& [5 r1 Vto traffic pattern altitude and enter the traffic pattern $ c# x. |6 ]7 N! J! }7 A0 b$ O# Qvia the crosswind leg. A pilot on an IFR flight plan 1 ^2 N& f/ \/ _1 EPilot/Controller Glossary 2/14/08 : B1 ?1 m9 h! u7 z/ ~$ ^9 ^. jPCG G-2 & N9 z2 ~9 w7 O; N, l+ g/ Tmaking an instrument approach should execute the 4 I% v3 A* O+ Bpublished missed approach procedure or proceed as ! ^0 }* f4 Q# z+ minstructed by ATC; e.g., “Go around” (additional 8 R, R) Y1 Z6 H. q8 Y- A' }+ `instructions if required).& i+ o1 W2 a8 A8 J) d (See LOW APPROACH.) 7 [- M9 N1 f) u; ~(See MISSED APPROACH.) 9 h" Q+ S& t* h+ nGPD(See GRAPHIC PLAN DISPLAY.) ; d* Y; N4 l% X3 ^& H+ yGPS(See GLOBAL POSITIONING SYSTEM.) $ e: R2 w9 Q# F+ kGRAPHIC PLAN DIS PLAY (GPD)- A view % o* K" B( J( w# s7 F! Kavailable with URET that provides a graphic display ( [- n8 p$ @& \: Yof aircraft, traffic, and notification of predicted & E' ~1 [: ?" sconflicts. Graphic routes for Current Plans and Trial & n/ C$ [7 _9 q. w" J4 CPlans are displayed upon controller request. 5 m% g! M5 R" Y0 o& S(See USER REQUEST EVALUATION TOOL.)9 m/ _; _; ]$ u# c" j* J R GROUND-BASED TRANSCEIVER (GBT)- The 1 \( T9 I8 U+ F/ y! M" r2 i/ {ground-based transmitter/receiver (transceiver) re‐ ; [8 U8 Q0 k/ t! P$ n+ `ceives automatic dependent surveillance-broadcast ! ]' F$ I+ ?! Z: Y5 S5 L2 |# B3 kmessages, which are forwarded to an air traffic ( b4 v; ^4 f# M7 Mcontrol facility for processing and display with other 5 f0 P; w4 C" W' _4 eradar targets on the plan position indicator (radar$ _; L8 D) q% z4 T( z& {- [ display). + w$ `! M: b4 q( O( V( M- ?" t% ](See AUTOMATIC DEPENDENT 8 K2 |3 D/ M% e2 h% P6 ]3 `SURVEILLANCE‐BROADCAST.) ; n7 K" Q* M5 M- N2 wGROUND CLUTTER- A pattern produced on the r1 W- m5 D8 \4 j3 V0 N8 i4 t radar scope by ground returns which may degrade/ J/ c; d4 N' D3 l other radar returns in the affected area. The effect of' \" Z$ p. Y8 s G1 I ground clutter is minimized by the use of moving - ^: A& b. M ^" n4 |6 E4 A- xtarget indicator (MTI) circuits in the radar equipment( B( q L/ @7 P7 n8 ]9 M resulting in a radar presentation which displays only! v. [) p+ F& N targets which are in motion. 8 y" `: v; P. u0 P$ u(See CLUTTER.)3 ?% d- b2 U. k# B) |1 N$ j. [ GROUND COMMUNICATION OUTLET (GCO)-+ g. G; W( N# L g An unstaffed, remotely controlled, ground/ground * L( Z. M) q1 K; T- \& l2 Vcommunications facility. Pilots at uncontrolled0 ^" a* f$ Y" y4 N; F1 \ airports may contact ATC and FSS via VHF to a % q F/ W, e X# i$ Ptelephone connection to obtain an instrument ) E1 d0 r5 U$ G6 n( m, ]+ \+ N+ d8 nclearance or close a VFR or IFR flight plan. They may& `+ u/ M9 T, p* C also get an updated weather briefing prior to takeoff. ; Q" Q, S- h* l% a- _. k2 b7 u7 C! c/ zPilots will use four “key clicks” on the VHF radio to ' J' s2 b w f- A1 Xcontact the appropriate ATC facility or six “key g9 h4 c4 n3 }4 k7 W6 P clicks” to contact the FSS. The GCO system is" N8 K. [% c, b1 e intended to be used only on the ground. 8 `' X" Y" o; R; z! _: p7 I# wGROUND CONTROLLED APPROACH- A radar ) U3 `" a9 T' k1 r. X% N# H+ Japproach system operated from the ground by air' K' _) i, S0 ~1 |8 m6 @/ d traffic control personnel transmitting instructions to, |' z. R% X+ Q: ^* E the pilot by radio. The approach may be conducted( G. U8 x& }' G" L1 r2 T with surveillance radar (ASR) only or with both 4 Q- g ^- _( Q u) esurveillance and precision approach radar (PAR).& A. B0 z K: H5 v; y. X9 c9 g% s Usage of the term “GCA” by pilots is discouraged 2 z5 R8 w/ g5 O ~( Dexcept when referring to a GCA facility. Pilots should / a. S P' A7 h+ ]specifically request a “PAR” approach when a 4 j4 s' K& X+ o* V- pprecision radar approach is desired or request an . I1 t* n& \- A0 |+ G. K5 b“ASR” or “surveillance” approach when a nonpreci‐ I7 H4 g/ W, J' `. E; U sion radar approach is desired.1 N4 K; T8 [- I8 X3 T Q' b (See RADAR APPROACH.). l" I7 U' i) M6 ^ GROUND DELAY PROGRAM (GDP)- A traffic; z% Y8 L+ u3 r: ^ management process administered by the ATCSCC;* u4 m% a4 l- j2 Z1 U5 C% @2 m when aircraft are held on the ground. The purpose of , I7 ~+ {- L8 othe program is to support the TM mission and limit ]" w+ \+ ?" ~9 F- Eairborne holding. It is a flexible program and may be3 L1 E- N0 n6 T; o implemented in various forms depending upon the% h( b2 a7 R7 m0 Z0 t needs of the AT system. Ground delay programs : v1 B. x3 Z# R( Mprovide for equitable assignment of delays to all( V2 N9 }4 q- Q4 ]# o; M( _ system users.$ I' ?$ r; Q" M a' t7 I GROUND SPEED- The speed of an aircraft relative; l+ L/ R4 b. |4 b1 B to the surface of the earth. - G' K# B, e G, GGROUND STOP (GS)- The GS is a process that0 e" p( d2 D. |/ A% u. b/ O; D requires aircraft that meet a specific criteria to remain* |3 I0 I1 p5 \( v I+ d! ? on the ground. The criteria may be airport specific, 6 {! ` W# B/ k: b' V* fairspace specific, or equipment specific; for example, D. @& z9 X- Z8 l all departures to San Francisco, or all departures/ W8 j0 C% d+ f; V9 b `6 z4 X, V3 x. R entering Yorktown sector, or all Category I and II . R, |+ Y: f5 `, q- Maircraft going to Charlotte. GSs normally occur with7 [% C8 t2 q, G9 o& v, N8 k- k little or no warning./ y; f9 X4 f. }& v) b! o6 l GROUND VISIBILITY(See VISIBILITY.)! p7 C+ }1 A: t' y3 W' d% P GS(See GROUND STOP.) 5 F; k7 s6 I2 C4 ^( XPilot/Controller Glossary 2/14/08 ; H( F$ Z0 R6 `# V5 ~PCG H-1 # H6 x! s/ U3 d& k' uH 0 ~7 w" x8 [6 V0 |HAA(See HEIGHT ABOVE AIRPORT.) , O7 M' s3 n4 |0 qHAL(See HEIGHT ABOVE LANDING.)# Y; l/ ]" O+ g6 {" N) [ HANDOFF- An action taken to transfer the radar- a# \2 b4 |3 f8 L7 b$ m identification of an aircraft from one controller to; B1 B4 g% h" W. I another if the aircraft will enter the receiving4 X# B6 ~9 E) T! Q* u) g controller's airspace and radio communications with& j. s: i# c: w3 o. S the aircraft will be transferred.8 j! P: P R/ Y8 {, s( n. x7 B HAR(See HIGH ALTITUDE REDESIGN.) * X6 Z9 m$ _' c6 sHAT(See HEIGHT ABOVE TOUCHDOWN.) 3 I% M' o+ |2 U3 C. rHAVE NUMBERS- Used by pilots to inform ATC# Z7 o) r. _" b. [+ h/ x7 V that they have received runway, wind, and altimeter4 S& O% c& C; D+ ^: \: s information only. ( Z5 B3 `% B/ ~( v3 @+ MHAZARDOUS INFLIGHT WEATHER ADVISO‐ 7 ]3 M* Z R/ c3 t1 uRY SERVICE- Continuous recorded hazardous + y3 X1 v* E3 q' Ginflight weather forecasts broadcasted to airborne, M! ~6 ^' w k; L$ `& g! t/ P. T pilots over selected VOR outlets defined as an9 A; s0 W! W: b, ` t HIWAS BROADCAST AREA.: |# B W- J( `( J HAZARDOUS WEATHER INFORMATION- - }0 q( z2 {' W# w. {; sSummary of significant meteorological information7 R. ]9 y, u! Y k# B' L5 m (SIGMET/WS), convective significant meteorologi‐ . x4 f8 r. d- X% ~5 z- m# Ucal information (convective SIGMET/WST), urgent. z! u1 h) Q8 B- y; ?6 B+ R/ r6 _ pilot weather reports (urgent PIREP/UUA), center 0 C5 r, i( \, w6 vweather advisories (CWA), airmen's meteorological 7 o+ Y% O$ b% h5 ~# yinformation (AIRMET/WA) and any other weather+ ~% m% E) S9 s/ i2 Z7 D, x such as isolated thunderstorms that are rapidly " N. ~% Z0 z$ m& n E3 c: e' vdeveloping and increasing in intensity, or low( o, f' J5 q2 O# r9 W ceilings and visibilities that are becoming wide‐9 B$ X$ L9 `: v3 R+ o% m spread which is considered significant and are not: D% W6 M" Z, {- \& l% s2 s included in a current hazardous weather advisory.& x5 P: _* Q6 g* g/ L HEAVY (AIRCRAFT)- % m: F( |7 r/ l9 _& S: H4 z2 q(See AIRCRAFT CLASSES.) 2 c2 S# `/ n+ X5 r% FHEIGHT ABOVE AIRPORT- The height of the2 F( U$ B7 k G1 p Minimum Descent Altitude above the published ( J( M9 n/ p a; I* I) lairport elevation. This is published in conjunction 8 J$ F+ Q( g9 w: Y% `with circling minimums.( K+ c* P0 h- ]) s (See MINIMUM DESCENT ALTITUDE.) # s; M k: t" Y+ B0 U8 @' cHEIGHT ABOVE LANDING- The height above a , |! e% U1 o6 E$ c& udesignated helicopter landing area used for helicopter 8 z5 e, [( p8 C& t7 ~& |instrument approach procedures. ( ~% s7 d. t+ K8 u6 m(Refer to 14 CFR Part 97.) 8 a6 y* k! {5 X. k) D- JHEIGHT ABOVE TOUCHDOWN- The height of , z5 T( ^6 j- ?( `- kthe Decision Height or Minimum Descent Altitude# d4 i+ o. F* ^+ X& z above the highest runway elevation in the touchdown3 R* z3 E" T3 T$ H zone (first 3,000 feet of the runway). HAT is' Z0 e6 m0 ]1 H+ I, S* s# f! ~' E published on instrument approach charts in conjunc‐ 7 X8 L0 S o% t$ E) q; wtion with all straight‐in minimums. 7 I' ^! w* K" U) N; ]+ Y(See DECISION HEIGHT.)# g1 z: d7 e7 @0 \ (See MINIMUM DESCENT ALTITUDE.)) m; R( ~3 D5 `) r7 x' z HELICOPTER- Rotorcraft that, for its horizontal 8 m+ `. c1 b% C+ y6 B* Amotion, depends principally on its engine‐driven+ b w9 a4 k# O* M- f1 b) E1 f rotors. " I& }* |) J! }) O% O(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 6 h* k" u( n7 y* W" V# l9 Tsupported in flight chiefly by the reactions of the air * Q/ Q* o0 ^8 k! H y, g5 uon one or more power‐driven rotors on substantially 7 b5 V* y0 J( x! t' l( M8 avertical axes. 4 h: ?' B* t! A3 J/ D. qHELIPAD- A small, designated area, usually with a 0 L# y3 z8 Q+ k1 b% D0 l* zprepared surface, on a heliport, airport, landing/take‐( d4 W0 k0 @7 W- I off area, apron/ramp, or movement area used for & Z* A: ~$ g& L2 K3 @& xtakeoff, landing, or parking of helicopters./ |- W% o" f2 H9 \ HELIPORT- An area of land, water, or structure used 2 R0 J; y' w; k9 M+ l5 ?$ n$ ?* ^+ Lor intended to be used for the landing and takeoff of ; \ r! U0 W+ e3 F; ohelicopters and includes its buildings and facilities if; e% |7 X" |9 A+ L/ ?8 ?$ \ any. 1 `! G% i+ v) F7 U& d( IHELIPORT REFERENCE POINT (HRP)- The. K+ G) d1 q' O5 S$ e geographic center of a heliport.( [ M$ r/ g7 ?6 a& R4 Y HERTZ- The standard radio equivalent of frequency4 o0 y r/ s* l4 K' g" g in cycles per second of an electromagnetic wave. U; `3 v6 g) Q6 ]- n% k7 tKilohertz (kHz) is a frequency of one thousand cycles* M4 _0 H, V: w }9 K" Y per second. Megahertz (MHz) is a frequency of one2 q1 `# r6 p2 b7 n( H: e( P L million cycles per second.6 ?& l9 ^7 Q7 p1 N3 ~+ C! ] HF(See HIGH FREQUENCY.)4 ~) i' X+ I9 m% c) U1 c HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.) m9 G8 C. C4 w; g. {HIGH ALTITUDE REDESIGN (HAR)- A level of : X# K" u5 x3 g% k2 Jnon-restrictive routing (NRR) service for aircraft * O2 g! R9 I" p F: x8 a' {: g5 rthat have all waypoints associated with the HAR" S. u$ M/ P! G% W$ `& i8 { program in their flight management systems or ' u' A3 y* v0 W/ G) V$ `/ lRNAV equipage.& F5 @, v8 {+ H% C1 o. F Pilot/Controller Glossary 2/14/08 # x) r3 n$ y$ m* ?PCG H-2 # V" ]7 m/ {0 R5 n/ JHIGH FREQUENCY- The frequency band between/ l% r9 j" J' @6 g 3 and 30 MHz. 8 r' B2 i' ~0 l; y# I3 \: ^) k(See HIGH FREQUENCY COMMUNICATIONS.) ! o' n, S; u* `HIGH FREQUENCY COMMUNICATIONS- High ! H/ y& r* w3 Z* X/ x2 j! y1 B, r" nradio frequencies (HF) between 3 and 30 MHz used - ?" u5 D7 n: p f8 Y% p( N1 efor air‐to‐ground voice communication in overseas5 ^) T4 m. B5 H3 J B operations. 3 R- g- _3 f" Z( p. [# {& ~ [HIGH SPEED EXIT(See HIGH SPEED TAXIWAY.): r% ?% @- n# a. S HIGH SPEED TAXIWAY- A long radius taxiway 3 O, d& V7 m. s/ z- j' O# v& sdesigned and provided with lighting or marking to% ?" J/ v/ }1 X$ H( A define the path of aircraft, traveling at high speed (up8 ~) D' r, g' ~- Y P& i4 U' l1 c3 { to 60 knots), from the runway center to a point on the5 c, [9 A7 h M; d, W8 U3 Q+ N center of a taxiway. Also referred to as long radius2 z' @+ y7 q1 b5 [5 w d+ J$ r1 @ exit or turn‐off taxiway. The high speed taxiway is 7 Z8 `" P' z* _* T7 v0 ]designed to expedite aircraft turning off the runway $ R- j( r {- ^after landing, thus reducing runway occupancy time. ] G. z: v! Q* r& U _" EHIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.)$ i2 t' j) H5 H; z9 J3 v. x# E$ j4 q HIWAS(See HAZARDOUS INFLIGHT WEATHER ; b: I+ h. n0 Q4 mADVISORY SERVICE.) ; \3 U3 ? v- {HIWAS AREA(See HAZARDOUS INFLIGHT WEATHER( ^& Y# B; v7 H! U# o+ W ADVISORY SERVICE.)8 z& O6 @) \7 y! s( Q HIWAS BROADCAST AREA- A geographical area ) k3 D! i0 n/ C/ Iof responsibility including one or more HIWAS3 {- Q8 x: M: M outlet areas assigned to an AFSS/FSS for hazardous / ?: Q' I, `3 Xweather advisory broadcasting. ; f: d8 l& r6 `& |- n! a/ ]8 \& f( FHIWAS OUTLET AREA- An area defined as a 1500 G" P: ~$ P& l NM radius of a HIWAS outlet, expanded as necessary / A3 H3 Z7 }! s. E. d& pto provide coverage. $ x3 P( `& v4 ~HOLD FOR RELEASE- Used by ATC to delay an9 X2 A; }/ L: [ X9 t aircraft for traffic management reasons; i.e., weather,. t! A G: H: ?, _! c2 V/ d6 K' Z traffic volume, etc. Hold for release instructions! x" s6 U. g! r% t' ~$ U (including departure delay information) are used to 7 }6 Z/ d( f# _3 Jinform a pilot or a controller (either directly or - ]5 J: H I0 ~) _through an authorized relay) that an IFR departure 7 W; z Q% Y* fclearance is not valid until a release time or additional 1 v7 w( w+ L N7 ]1 O4 h2 X1 t3 Xinstructions have been received. : {' T1 e% ~( d4 T(See ICAO term HOLDING POINT.) 1 J' K: I. V. P! Q( x, y1 p8 g6 YHOLD IN LIEU OF PROCEDURE TURN- A hold& q% |) `! S6 g. {9 e in lieu of procedure turn shall be established over a . o( N+ w% N/ Y) R. l6 [final or intermediate fix when an approach can be ' B$ Q1 `' E. r; d! [, w; \/ bmade from a properly aligned holding pattern. The E# s2 O# v& u6 M! j! I6 A: chold in lieu of procedure turn permits the pilot to9 ~* [$ h) A' ~) c3 w. G; @6 T align with the final or intermediate segment of the+ V6 h2 _* f# P3 j% d7 b approach and/or descend in the holding pattern to an ) ~7 ? t9 k3 [! {! t+ P7 Y' L1 m# Paltitude that will permit a normal descent to the final: g; i! c& J, @9 \ approach fix altitude. The hold in lieu of procedure1 N4 Z$ X, J. `7 ]: ? turn is a required maneuver (the same as a procedure ( ~6 a; D2 v# V' B4 qturn) unless the aircraft is being radar vectored to the : W2 h! a0 \; O. hfinal approach course, when “NoPT” is shown on the 2 j* V3 N$ D3 C0 d# ^% p' p+ e2 zapproach chart, or when the pilot requests or the' Y! \, e R6 P7 b/ o9 y controller advises the pilot to make a “straight-in” , W' O& E$ J P" S% Rapproach. - {! L' H6 D# t9 t0 XHOLD PROCEDURE- A predetermined maneuver& C& B6 K5 f3 z+ z& R( K which keeps aircraft within a specified airspace while + K$ t' Y! z, C7 Q4 mawaiting further clearance from air traffic control.3 O P ?) J* T& N, r9 ~ Also used during ground operations to keep aircraft ' |( t& M) g0 l$ M" Nwithin a specified area or at a specified point while + C8 ]" e6 L$ c, Y6 s7 R/ Y. Sawaiting further clearance from air traffic control. ( g* E: w0 O t& u! U# e/ y(See HOLDING FIX.) 7 m" T4 I" T& p$ ^+ j; ?(Refer to AIM.)4 }3 g1 W+ ~8 a+ K& a HOLDING FIX- A specified fix identifiable to a, q) Y# i+ n1 d3 g2 R" p% {5 G% _1 u pilot by NAVAIDs or visual reference to the ground+ n) @& i) d9 z used as a reference point in establishing and , C5 ~* b/ g6 ^( @) Z- e$ n1 nmaintaining the position of an aircraft while holding.4 p0 k4 v# r9 c- J; L! B' _5 Q9 X2 T (See FIX.) 8 ~, D/ W' y) _6 w; U(See VISUAL HOLDING.) 7 F5 h/ V& |* U" I+ e; M2 M: u(Refer to AIM.) Z2 L1 D% Y- p( I( ]/ ?HOLDING POINT [ICAO]- A specified location, ' w$ ~, |& Z; Bidentified by visual or other means, in the vicinity of 9 {1 a" a1 U w6 R& ~5 qwhich the position of an aircraft in flight is( M4 T4 s: Z# o9 ~- C2 ? maintained in accordance with air traffic control ! ^# t F. g4 i( c/ xclearances. $ Y. G, O$ y, g- S$ nHOLDING PROCEDURE(See HOLD PROCEDURE.)4 P+ G3 d0 O- A/ N. [+ D HOLD‐SHORT POINT- A point on the runway9 W& B& H3 J: P+ E) L beyond which a landing aircraft with a LAHSO' t! P6 O0 `" G3 S clearance is not authorized to proceed. This point G# ~. S' n1 Y may be located prior to an intersecting runway, $ H5 e+ I( f, I, ntaxiway, predetermined point, or approach/departure 3 _9 j$ {2 m$ Kflight path.3 ^0 O4 I8 ]: _8 |" d' \ HOLD‐SHORT POSITION LIGHTS- Flashing) U4 n# L" }( k9 K$ D in‐pavement white lights located at specified$ C2 I# l/ l: l% d/ [6 |* G! Q hold‐short points." D' O2 B1 {- x6 V, y1 y HOLD‐SHORT POSITION MARKING- The# e! m6 m0 f7 J3 G5 X, S painted runway marking located at the hold‐short _" G6 O( b( k5 H& D+ ]! v point on all LAHSO runways. ! l& @. x5 L# Y; `5 oHOLD‐SHORT POSITION SIGNS- Red and white9 B, i% Y, x8 v3 r7 _- y: R holding position signs located alongside the2 N. M7 `& G/ p) V F; e9 y hold‐short point. 2 s c1 [% P3 F6 m1 E' x t5 \0 UPilot/Controller Glossary 2/14/08 & u p1 ]* @3 n3 A2 ?" zPCG H-3& W" ]+ J3 O6 m* e S, |6 G HOMING- Flight toward a NAVAID, without ( p$ x1 j2 f' T7 N* B# Lcorrecting for wind, by adjusting the aircraft heading" [; M, v' n; c. d" Q to maintain a relative bearing of zero degrees. 0 r8 O* O r; l4 _0 ^' N" _(See BEARING.)2 p( m5 G" p' K (See ICAO term HOMING.) : ~) H5 [9 q( ~HOMING [ICAO]- The procedure of using the 5 A' C% |. T w0 F' [7 r+ bdirection‐finding equipment of one radio station with: u, `. Z% M& n9 J: p4 Z, ~5 e the emission of another radio station, where at least1 ]5 R( M( c* `+ R# o- G* J one of the stations is mobile, and whereby the mobile 0 e8 W7 [* M0 B% cstation proceeds continuously towards the other ! L/ A, o, Q2 x& J) ustation. . N3 ^- S% d; B uHOVER CHECK- Used to describe when a , ?2 `7 C" P& G0 O; m+ Qhelicopter/VTOL aircraft requires a stabilized hover! e& z# {: M% c; d2 ]5 i* n to conduct a performance/power check prior to hover. ^9 N% | K3 o3 i" a& H taxi, air taxi, or takeoff. Altitude of the hover will ( |" |& w* C4 j8 | E, _0 b* l2 }vary based on the purpose of the check. # c# P9 w6 V- G6 g5 t8 Y3 z$ z& gHOVER TAXI- Used to describe a helicopter/VTOL4 R+ F) {1 E0 t% Y4 `7 U' e6 b aircraft movement conducted above the surface and + x$ Y9 Y) g$ k7 _ J( yin ground effect at airspeeds less than approximately, w4 V, k: p9 T9 m+ H5 { 20 knots. The actual height may vary, and some 9 X$ z( x g/ G+ Whelicopters may require hover taxi above 25 feet AGL & q- U$ T& m/ Q) r" @to reduce ground effect turbulence or provide; j/ h7 n& {, C clearance for cargo slingloads.5 U2 q/ n& ?- r (See AIR TAXI.) 9 G* _3 f: P4 n2 r! u( u' q(See HOVER CHECK.) - s" s# K$ W- l# M/ T, h* {(Refer to AIM.)( o( p, X; B* ?' S; V HOW DO YOU HEAR ME?- A question relating to6 @2 b; S0 V n z the quality of the transmission or to determine how2 V& w$ q8 p" E. v& l | well the transmission is being received. : ^; E6 d1 { b, V, \* x MHZ(See HERTZ.)/ m) _3 \, n- D) i7 E5 o Pilot/Controller Glossary 2/14/085 F& [- ?5 m7 S4 b7 k PCG I-18 J( L* \" ?" ]" ]! z1 }6 L3 R I/ ~, z3 g- Y: K I SAY AGAIN- The message will be repeated. P( q: ]( v, Z IAF(See INITIAL APPROACH FIX.); K2 b$ k* z" c. a IAP(See INSTRUMENT APPROACH % k- p9 Q) T; Z( H4 N0 E6 r# ~PROCEDURE.) * S4 `+ Q6 y) Z8 TIAWP- Initial Approach Waypoint1 N( x v- b4 `0 y, _7 { ICAO(See ICAO Term INTERNATIONAL CIVIL R! V; P: J% tAVIATION ORGANIZATION.); k! ` ~$ x' s1 F( H ICING- The accumulation of airframe ice. 3 m) W' r/ c+ T3 R, d& x' H- uTypes of icing are: & f# V# g+ _$ d1 pa. Rime Ice- Rough, milky, opaque ice formed by 3 }% t! H' s2 |8 q1 rthe instantaneous freezing of small supercooled ) O+ J8 ^5 S6 B# P9 o- zwater droplets. [/ S5 m0 n2 P$ N- U) Yb. Clear Ice- A glossy, clear, or translucent ice6 @% x. u K& u9 S/ z6 e E formed by the relatively slow freezing or large4 A9 x7 J3 U# F3 j2 {( y6 D( g3 h, F supercooled water droplets. ) a3 _) ~( ^8 a& [0 n/ |& oc. Mixed- A mixture of clear ice and rime ice. 1 ]' Z, C- u5 x( F3 }- }Intensity of icing:- A2 {/ b- V! t1 I a. Trace- Ice becomes perceptible. Rate of( I" j) B9 J( k5 E G# o: a4 D; O- |' R accumulation is slightly greater than the rate of 4 P3 v M9 V0 z$ a# ^) P6 `sublimation. Deicing/anti‐icing equipment is not 8 H( K) k* t8 m& @$ ]utilized unless encountered for an extended period of ) m7 D4 c" A. D/ f4 o/ O0 etime (over 1 hour).9 p( w% x1 i! C: b* k3 O b. Light- The rate of accumulation may create a ' K" t' R C+ r/ W; [$ R# H4 Y: G$ Oproblem if flight is prolonged in this environment7 x) ~2 z$ |5 u (over 1 hour). Occasional use of deicing/anti‐icing 0 l$ p9 ?0 j I, a2 V. Vequipment removes/prevents accumulation. It does ( g) N! A7 Y1 i8 p- a4 d* R& |not present a problem if the deicing/anti‐icing 0 l- a4 w+ ] n( E; nequipment is used.+ k/ g! ~& o5 V! ]. _5 J7 p4 ^& O c. Moderate- The rate of accumulation is such that ) M7 s% m1 ]; t2 C( Geven short encounters become potentially hazardous % W' R0 D6 G6 ^+ S% E1 gand use of deicing/anti‐icing equipment or flight s: t4 i2 ?$ p+ P/ N7 n. o" Kdiversion is necessary.1 r4 o5 x0 ]; M+ U, W d. Severe- The rate of accumulation is such that # ?& x" m& Q- |) f5 d9 Gdeicing/anti‐icing equipment fails to reduce or / i- b& L1 J, j0 B, j- Acontrol the hazard. Immediate flight diversion is , w! J& [& Q8 W2 Y; w4 ~5 knecessary. / F8 e0 G# u' N: A8 }1 BIDENT- A request for a pilot to activate the aircraft& P% `8 J# n0 }. K3 a$ C. Z: \ transponder identification feature. This will help the , @+ C* q9 D9 N+ u" pcontroller to confirm an aircraft identity or to identify ! j( Z; ~3 B! p9 p [7 a' X" Can aircraft.7 ]$ E3 H# s% w (Refer to AIM.)$ b3 Z8 o' W" B! e& @ IDENT FEATURE- The special feature in the Air3 X6 n* `9 d4 ~4 d$ U! { Traffic Control Radar Beacon System (ATCRBS)( Z* l1 k) b# s, ]9 g7 r! W equipment. It is used to immediately distinguish one + X1 s, U* F% z, g; Bdisplayed beacon target from other beacon targets.- m0 J, {% [7 l (See IDENT.)4 C0 m' L U, V) A8 g+ A IF(See INTERMEDIATE FIX.)) ^8 Z4 Q- f. J; \ IFIM(See INTERNATIONAL FLIGHT INFORMATION : r1 f) a: D4 Q- ], e( jMANUAL.)! A3 Y& x: y& [! \: N6 X! {$ h IF NO TRANSMISSION RECEIVED FOR s7 j- D6 R( j# c W(TIME)- Used by ATC in radar approaches to prefix$ f. o" o! g% u* g/ {* _. j procedures which should be followed by the pilot in * L5 U2 f1 b1 T# Pevent of lost communications.9 l0 u5 _0 [4 O- _# m7 O1 A# s (See LOST COMMUNICATIONS.) 6 Q5 `! w9 m' b* [& G& m t. bIFR(See INSTRUMENT FLIGHT RULES.)5 R8 ^! d9 A; C0 v; `/ \; D% _ IFR AIRCRAFT- An aircraft conducting flight in) V- o# n1 r) W% P accordance with instrument flight rules.0 D5 r5 E4 ?- j" u+ D% q* H' | IFR CONDITIONS- Weather conditions below the2 h# I- P% l# Z9 F minimum for flight under visual flight rules. E z$ I) N+ ~5 N6 D8 g(See INSTRUMENT METEOROLOGICAL - A. \/ H. \4 \0 ~$ G2 ^CONDITIONS.), q( S: E% C" m( ~ ^7 H- [: j" A* s9 a IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND 5 m! S* Y F' R! N) K# @) zDEPARTURE PROCEDURES.) 3 ]6 y3 y5 F; x4 d- Q(Refer to AIM.) 6 ?. W6 r! J+ C0 b& rIFR FLIGHT(See IFR AIRCRAFT.) 3 F# L z% w" q+ H0 W' _; OIFR LANDING MINIMUMS(See LANDING MINIMUMS.) ' @% y: [2 Q2 F" G9 |' V$ vIFR MILITARY TRAINING ROUTES (IR)- Routes4 ~; e3 _7 R/ F0 Q0 G used by the Department of Defense and associated+ X1 {1 @. x: v. \& F# Z7 S. f Reserve and Air Guard units for the purpose of 8 J2 k' g- }4 P7 pconducting low‐altitude navigation and tactical 7 q1 w" f7 _0 q+ J otraining in both IFR and VFR weather conditions ) `3 X9 F- O; w3 ibelow 10,000 feet MSL at airspeeds in excess of 250 ' q0 f1 I- P: H z3 B1 [" tknots IAS. 6 d! F1 r; Y+ n: O n3 WIFR TAKEOFF MINIMUMS AND DEPARTURE 0 x$ u0 r0 p r( A$ FPROCEDURES- Title 14 Code of Federal ' h8 ]' L7 B* | APilot/Controller Glossary 2/14/08) r5 A& }/ }. k' U 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: Q! D: m, t8 k+ e" X for certain civil users. At some airports, obstructions 0 T5 J+ [8 X0 W$ k* lor other factors require the establishm ent of- V$ X* S) `6 `# K) m! q0 P nonstandard takeoff minimums, departure proce‐ 2 D; j: t& [6 q. g5 y5 d8 f7 pdures, or both to assist pilots in avoiding obstacles % d" [' X3 a4 u* U) D( Zduring climb to the minimum en route altitude. Those8 D+ O& a, T; u- ^ airports are listed in FAA/DOD Instrument Approach & @' v/ u/ F. ?! [Procedures (IAPs) Charts under a section entitled( {, @7 z8 n; s, V: U' | “IFR Takeoff Minimums and Departure Procedures.”, z4 \% b' [, O* g l! _ The FAA/DOD IAP chart legend illustrates the 5 K: j% R- a. ^1 y; O4 Jsymbol used to alert the pilot to nonstandard takeoff2 ~- H0 K4 @) |& T+ Z minimums and departure procedures. When depart‐$ i( r' y+ ~- x6 r3 z. n ing IFR from such airports or from any airports where) U' n, I- q9 E) Q5 S _: z there are no departure procedures, DPs, or ATC c0 O. X0 B0 n* I' a facilities available, pilots should advise ATC of any - N$ s4 Q/ y1 M, X* ndeparture limitations. Controllers may query a pilot4 R$ f- E" ^( J! T to determine acceptable departure directions, turns," ?, c5 X( W D or headings after takeoff. Pilots should be familiar t! l) p% G. H: P: \$ o; x with the departure procedures and must assure that, u" V4 B% `9 o% j( c their aircraft can meet or exceed any specified climb# p9 O. {7 K" Y6 W4 [4 ^4 l gradients. 6 S, m* C% P# _# S7 ~IF/IAWP- Intermediate Fix/Initial Approach Way‐9 ^$ f& t8 ]' f: p t, X point. The waypoint where the final approach course 4 U6 }8 m5 Q9 _$ Y# I0 U) s7 Bof a T approach meets the crossbar of the T. When / T& t: D8 S. E, udesignated (in conjunction with a TAA) this ( I( s- U% g9 G3 F1 d8 ?waypoint will be used as an IAWP when approaching / T0 e3 V {7 {" wthe airport from certain directions, and as an IFWP 3 y, }# t' T) _+ ~8 rwhen beginning the approach from another IAWP. 4 P* m1 Q' a g0 e8 Q6 VIFWP- Intermediate Fix Waypoint/ v* G9 o& p- e( O* l ILS(See INSTRUMENT LANDING SYSTEM.) ! B1 z! {) s& J8 j9 `ILS CATEGORIES- 1. ILS Category I. An ILS # W" |4 E# Q1 p# G- K0 h9 Japproach procedure which provides for approach to : i* |# _7 i4 X; q9 d2 Z4 U2 ^" q" ~a height above touchdown of not less than 200 feet7 I: b" b- N8 d, V- \( _5 F) j* z4 } and with runway visual range of not less than 1,800 $ ^% a" Z) g( m1 N" \feet.- 2. ILS Category II. An ILS approach procedure6 K' x; k/ v. h which provides for approach to a height above; d( |3 W4 I& z1 F touchdown of not less than 100 feet and with runway) b4 L: t* Z9 M) o visual range of not less than 1,200 feet.- 3. ILS2 X1 Q1 `; @) o+ L/ Z9 ^ Category III:! _- n' @8 V$ W8 j: h' z a. IIIA.-An ILS approach procedure which 0 l5 \ F, c/ j& X$ ?' mprovides for approach without a decision height 5 q/ V; _' s1 m& H8 Tminimum and with runway visual range of not less& ~- f# W, b. C than 700 feet.' i# X" \2 r2 w. g- ?0 h b. IIIB.-An ILS approach procedure which+ o, N8 A* ]# M7 V: a" p3 c" C8 x provides for approach without a decision height* O2 X) S! Y' b minimum and with runway visual range of not less / [ U+ a o3 E! l- \2 F. M7 s2 nthan 150 feet. 1 x8 \+ M5 `2 e. n4 Ec. IIIC.-An ILS approach procedure which 5 ]2 x8 K' d- Z6 i2 S; cprovides for approach without a decision height . Z8 {- Y" G8 I; y9 Ominimum and without runway visual range 1 q$ k, k( p* a. X# S. T3 ^minimum.; E8 t' ]1 o/ _5 h ILS PRM APPROACH- An instrument landing6 V7 [: n3 z, I$ X system (ILS) approach conducted to parallel runways 6 @ I& G% H# S- y; A( @2 Uwhose extended centerlines are separated by less than& {2 p6 Y- E' i1 m" ~* X 4,300 feet and the parallel runways have a Precision , w! M, R( E1 [9 O! b+ v9 [: aRunway Monitoring (PRM) system that permits / d& b8 P' r" q0 \4 ^1 Ssimultaneous independent ILS approaches.1 f. Y+ d8 C Y; F IM(See INNER MARKER.); x& N1 J! s( s7 H! H IMC(See INSTRUMENT METEOROLOGICAL # s6 ^+ G; L0 l5 f; ?* h, fCONDITIONS.), C. \% J0 P+ `! c0 R& n5 y' d IMMEDIATELY- Used by ATC or pilots when such: V4 _% |; m. e action compliance is required to avoid an imminent 2 h2 g3 v7 M- |4 m. p- i+ Psituation." r2 r% l8 ]. F5 }) ?5 t INCERFA (Uncertainty Phase) [ICAO]- A situation, h. I- Z& i. n6 A' c wherein uncertainty exists as to the safety of an5 p, U6 i; Q7 O1 A aircraft and its occupants.! e% |6 m: [! x INCREASE SPEED TO (SPEED)-# R% h, R i# w8 p: l (See SPEED ADJUSTMENT.)% t: m5 I: a. J: y; d INERTIAL NAVIGATION SYSTEM- An RNAV 4 B: k) A! J& S: j7 Z8 @" Z9 U; U$ Msystem which is a form of self‐contained navigation.' m# p5 o/ b# ]1 Q9 r/ e' G (See Area Navigation/RNAV.)/ R$ B, a7 P. b3 f8 I& I( {# _ INFLIGHT REFUELING(See AERIAL REFUELING.)- L4 P8 _, T7 p5 E, U9 I6 n INFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.), E+ D4 F9 I% k. s& m2 A, | INFORMATION REQUEST- A request originated % i5 x8 c% g% mby an FSS for information concerning an overdue# M, n H+ j5 f' m VFR aircraft. 4 e% j- U$ s, j" Y0 v. `8 x+ \; u: sINITIAL APPROACH FIX- The fixes depicted on ; f0 h/ o) O4 L0 A8 a4 ?) w; u" }9 {instrument approach procedure charts that identify- F! f! m2 Q- W! o& r the beginning of the initial approach segment(s). - v& U7 l# c( s+ o" F: [(See FIX.) 7 }5 ~' z# O" [$ f( a: M+ T' w(See SEGMENTS OF AN INSTRUMENT9 [& {& L S8 ?! }6 v5 W APPROACH PROCEDURE.) 2 i$ y$ N$ b5 E1 B& b% W* FINITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT ) }, A$ h% w" nAPPROACH PROCEDURE.)' w: k/ f9 W- f: P v$ m# A INITIAL APPROACH SEGMENT [ICAO]- That1 R/ R; p8 q4 p: c+ B segment of an instrument approach procedure 1 O6 t0 Q7 a& o0 ]' xbetween the initial approach fix and the intermediate / D) H. s' C; J: R' Aapproach fix or, where applicable, the final approach ( f2 @, R2 L t; F2 Cfix or point. 2 n3 g) ^# d4 Q8 C9 J# L# bPilot/Controller Glossary 2/14/08/ t! c! x+ X4 n PCG I-3* U! s/ q- p( g! u+ b% \. L: N INLAND NAVIGATION FACILITY- A navigation & @: ^6 ]: c2 v' j( s2 V# xaid on a North American Route at which the common" X! i, C: `) a" I, W route and/or the noncommon route begins or ends. 1 p8 x" w7 G9 lINNER MARKER- A marker beacon used with an ! p# r+ o! V3 _4 RILS (CAT II) precision approach located between the " {$ \ a8 ` G7 f. @ a; N2 m8 nmiddle marker and the end of the ILS runway,$ c; U4 ]. U% k# W/ I8 F transmitting a radiation pattern keyed at six dots per - [6 V# P m* }! k) N ?second and indicating to the pilot, both aurally and6 r+ L0 A+ A, y2 t# O visually, that he/she is at the designated decision 2 Z- l- V5 Q( \$ G8 ~2 @3 ^height (DH), normally 100 feet above the touchdown8 w" @3 A5 N% D, D, C- b zone elevation, on the ILS CAT II approach. It also! n; @+ A1 _1 W1 [: J7 G& M/ f, E% q marks progress during a CAT III approach. ; J: ^: [6 @3 B2 E" ?(See INSTRUMENT LANDING SYSTEM.): n8 ~- C" v4 u8 } (Refer to AIM.) 3 F6 A& r, H' e" D% A( ?INNER MARKER BEACON(See INNER MARKER.)+ B2 _4 J4 }* M INREQ(See INFORMATION REQUEST.)6 y G* D* [% t' _ INS(See INERTIAL NAVIGATION SYSTEM.) ! c# H: R: R7 A$ h' TINSTRUMENT APPROACH(See INSTRUMENT APPROACH# }, l# `% U8 h' S/ m. r PROCEDURE.) 7 m! n: G) b* |INSTRUMENT APPROACH PROCEDURE- A/ {: R3 |; ?5 q* G; N- z series of predetermined maneuvers for the orderly 2 L; L' W0 H. `- d9 q" O; etransfer of an aircraft under instrument flight 2 }, [4 a6 w4 A" iconditions from the beginning of the initial approach2 q* ~/ q7 a: n" @$ j to a landing or to a point from which a landing may" m' F' M* T, j. M" @1 ]3 j be made visually. It is prescribed and approved for a# D% R, u6 V# ?, E: z" v. `) k- u- k specific airport by competent authority. 7 X7 o( @: f; b(See SEGMENTS OF AN INSTRUMENT. s+ @9 N2 u5 s6 v. o APPROACH PROCEDURE.) & Q# z( n v! Z, s# |( o/ K(Refer to 14 CFR Part 91.), t. Q; u* }8 O4 a (Refer to AIM.) ! d( p5 ?0 j" `/ J8 xa. U.S. civil standard instrument approach ' V$ }" L, ?+ w2 E" U% e5 Mprocedures are approved by the FAA as prescribed0 g, {7 @' ^. M3 W7 U7 K* d under 14 CFR Part 97 and are available for public$ K) i4 ^/ } s' g) W) f use. 0 I. S5 J! c+ X* L$ C3 Q% Qb. U.S. military standard instrument approach % s2 n) s4 T0 N3 z2 v2 U" jprocedures are approved and published by the 4 \6 d; G) ^' m# h5 N' Q% O: {Department of Defense. : n- K ^7 F7 g7 ^4 L# Xc. Special instrument approach procedures are ' X0 c7 C ~1 dapproved by the FAA for individual operators but are 8 l+ [; X$ d k% rnot published in 14 CFR Part 97 for public use. - K; g9 V* ^2 S8 R9 y(See ICAO term INSTRUMENT APPROACH. C: E' i: E$ y5 ~ PROCEDURE.)5 ?& C3 r8 p7 k4 E7 ]. ^6 M INSTRUMENT APPROACH PROCEDURE& C$ z( W) b% b% [5 r8 m& q6 I [ICAO]- A series of predetermined maneuvers by- o6 } { E! |& z8 c0 m& ^ reference to flight instruments with specified: i6 w5 A3 U, \+ e" g: z protection from obstacles from the initial approach 5 w7 }% D7 m) Gfix, or where applicable, from the beginning of a( h( {$ G- G$ c defined arrival route to a point from which a landing2 w2 I# X) P/ _; e* P5 K3 R can be completed and thereafter, if a landing is not 5 E1 X4 o8 r5 p, }completed, to a position at which holding or en route. }) k5 [& D. Q obstacle clearance criteria apply.2 {8 G; e: @$ D3 r& x0 L' X: l; L INSTRUMENT APPROACH PROCEDURES 2 L1 g" Y! p7 \/ Y" k/ ^CHARTS(See AERONAUTICAL CHART.) % F3 d W- A ?7 o7 K, ^INSTRUMENT DEPARTURE PROCEDURE1 Z& V8 w* M: W4 X8 p" _& r0 O (DP)- A preplanned instrument flight rule (IFR)! v6 I( p* w8 v, F& c7 I& L: \) x Q departure procedure published for pilot use, in 9 }' N6 M3 k% u4 k0 j/ g% Vgraphic or textual format, that provides obstruction/ o2 T) Y9 m: {- t clearance from the terminal area to the appropriate en + l: y8 B; I$ k; ^, Eroute structure. There are two types of DP, Obstacle- \5 O1 k4 F. K Departure Procedure (ODP), printed either textually. j' m) y0 ]8 }, m0 }$ e2 D |8 T! p$ U1 s# C or graphically, and, Standard Instrument Departure - e2 q2 E& M& r* A3 b; U, X6 j(SID), which is always printed graphically.8 _" \" E1 D' f2 d" R1 P (See IFR TAKEOFF MINIMUMS AND$ P7 J$ {- m" g5 ^ DEPARTURE PROCEDURES.)" e4 h" h }' c1 p [. Q (See OBSTACLE DEPARTURE PROCEDURES.) ; L' c" |/ G% n# L(See STANDARD INSTRUMENT DEPARTURES.) 7 T/ N4 {' ?- g- r(Refer to AIM.)6 w+ F3 m7 g, {* J INSTRUMENT DEPARTURE PROCEDURE (DP) 7 G; O1 P) Z( b9 |; ~CHARTS(See AERONAUTICAL CHART.) * @% r( M) [9 a2 lINSTRUMENT FLIGHT RULES- Rules governing : p Y* L& {$ z' @/ Gthe procedures for conducting instrument flight. Also 2 f, s. C5 s7 H+ g. ?) V3 U) Ia term used by pilots and controllers to indicate type & F; U0 Y, J+ r' ]6 k6 K- H" }. gof flight plan.9 a5 H( h5 M v9 D (See INSTRUMENT METEOROLOGICAL3 t6 Q" l' H6 r0 }& H' f CONDITIONS.)4 H; I. @% \ ^0 K- t (See VISUAL FLIGHT RULES.)$ A. f; o6 L, L3 d5 C8 e (See VISUAL METEOROLOGICAL3 b* V/ Z' Z4 c1 p- L* }! e7 G CONDITIONS.). A& {1 C* v5 }) j" g9 \/ R (See ICAO term INSTRUMENT FLIGHT+ N: T4 r5 R+ L' }# R; Z RULES.) * l4 o- d' D) |(Refer to AIM.)) h$ Z3 Z& ?( d% @: G INSTRUMENT FLIGHT RULES [ICAO]- A set of0 T, ]# G: K# H rules governing the conduct of flight under9 _" v" Y8 z7 P { instrument meteorological conditions.4 Y* U5 G9 g, o5 `9 |* t, H' h INSTRUMENT LANDING SYSTEM- A precision : f6 T4 ^) }* B. q9 B. F" G* Z' ainstrument approach system which normally consists K$ D; s+ r6 o+ P; V of the following electronic components and visual. l$ x& o) C1 e) E( T aids:: |5 R# P) l+ K* Q7 U; n Pilot/Controller Glossary 2/14/08 8 t0 V) `" u/ I4 F( n6 g) [PCG I-48 I! R: k9 b* ~+ b a. Localizer.0 b7 ~ v( w R q6 W3 L# L (See LOCALIZER.)4 H7 X) T' i, U' Q: D b. Glideslope. # r D! C0 n) F W(See GLIDESLOPE.) ?% I8 i# Q4 B/ _: Y+ V& r4 \- N: J c. Outer Marker. 4 e6 F" K; o& l1 R) c(See OUTER MARKER.)6 @; {7 T7 n0 C, g3 V/ C- \ d. Middle Marker. I* ~- q& P. a& L; D0 ~ (See MIDDLE MARKER.) 3 a- l( s5 y! c1 D( F; |, C- ve. Approach Lights.# q! N* h3 p2 }6 C& D (See AIRPORT LIGHTING.) , w/ N. W* U, A# t(Refer to 14 CFR Part 91.); u2 k3 r( F. O (Refer to AIM.) 2 I8 H, i2 Q8 JINSTRUMENT METEOROLOGICAL CONDI‐! p7 ^2 v8 o/ x; v' A TIONS- Meteorological conditions expressed in" m0 D' b4 K: }' I3 `1 F terms of visibility, distance from cloud, and ceiling- H) a% `2 V( ]4 _ less than the minima specified for visual meteorolog‐ 4 P) M; _. }, C; N' [! Mical conditions., O+ u8 w, Q* i A2 J (See INSTRUMENT FLIGHT RULES.)+ q' u( w6 r. F (See VISUAL FLIGHT RULES.)# Z0 V' W1 F) t9 p. C2 c; d; R' c (See VISUAL METEOROLOGICAL 0 T! A0 s6 E% L! h+ [. ^CONDITIONS.) i8 a. [# I8 _9 B/ J yINSTRUMENT RUNWAY- A runway equipped ) y0 Q3 a# K2 i8 w+ z8 I, ]with electronic and visual navigation aids for which 4 }* _, `4 M' ~- ~7 }9 Z9 ^1 E1 ya precision or nonprecision approach procedure 5 H; @" @ ?8 g9 \having straight‐in landing minimums has been " j7 p( [! _# r, kapproved." R9 k+ c( B4 C$ A (See ICAO term INSTRUMENT RUNWAY.); g3 k5 ?; ^& ^. j9 ] INSTRUMENT RUNWAY [ICAO]- One of the$ A; b* D3 ]" c4 F6 r: ?! Y following types of runways intended for the7 _- w; o8 U% B5 N. ?1 T+ q4 \ operation of aircraft using instrument approach! s5 O7 s) h* n# m, l2 o procedures:! x5 h% F. E) t5 B( W a. Nonprecision Approach Runway-An instru‐ " F/ t- l6 J' K1 q( E9 r) Rment runway served by visual aids and a nonvisual 8 P" n8 ?5 H0 |$ E! `7 Maid providing at least directional guidance adequate1 f. l. f5 W, |$ a) {; O% ~: ^ for a straight‐in approach.9 C R6 g& ]8 g. P/ v+ p- N b. recision Approach Runway, Category I-An 4 B$ H& t' j' ?7 rinstrument runway served by ILS and visual aids 8 I! ~& h. i$ w; Lintended for operations down to 60 m (200 feet)7 c% \+ [; n* \1 c7 t& @) T decision height and down to an RVR of the order of 9 h7 d7 n. O/ q: k$ J/ X9 c800 m. % Q3 G) U$ H1 B* [0 Dc. recision Approach Runway, Category II-An 3 E6 \! O- h; g; t' L: _% x8 D$ f' ^instrument runway served by ILS and visual aids D% O& J' C) x. _3 r; M/ Eintended for operations down to 30 m (100 feet) 4 R4 { U# n, x( l: M6 y0 X# `0 Idecision height and down to an RVR of the order of1 @" M5 Z) V x" `. d 400 m. 7 {2 N" n9 |& G' W: L0 q8 b3 yd. recision Approach Runway, Category III-An" p; B2 u$ c" q4 S instrument runway served by ILS to and along the 2 D# _6 M% v Y; f5 b" ksurface of the runway and:8 M( |$ l6 p9 C N4 S% m% y/ t 1. Intended for operations down to an RVR of 7 w" x g, d' G+ ~5 S& A; b3 [2 ]0 ]the order of 200 m (no decision height being! Z! _3 r. `7 ?7 i4 g6 Y applicable) using visual aids during the final phase of2 y$ g/ [3 M5 ^* p% m2 [4 ? landing; 1 A6 ]0 w5 B4 `8 Y4 v2. Intended for operations down to an RVR of/ \1 C! u# @5 f/ t4 d7 |# K6 x& b the order of 50 m (no decision height being) k) P, h( M f- `& U9 \. t* k applicable) using visual aids for taxiing;7 s- Q- u# h7 [ 3. Intended for operations without reliance on, J5 s0 Q, K5 Y1 {: a$ t$ D visual reference for landing or taxiing. ! o1 N" V8 ?1 n9 `Note 1:See Annex 10 Volume I, Part I, Chapter 3, 8 q$ w" T, E4 Q+ O8 I5 O! dfor related ILS specifications. ' z z* N8 b" Y+ i. |( l0 x3 A; B* QNote 2:Visual aids need not necessarily be3 }% P" N; z; L' Q: ? matched to the scale of nonvisual aids provided.1 M( F9 d( y5 v" a The criterion for the selection of visual aids is the # _$ r. m5 A# T5 O! _conditions in which operations are intended to be * T" w9 g3 D+ b% A+ C ~, q9 d2 p" Kconducted. & v4 K) s0 d" z& mINTEGRITY- The ability of a system to provide. l) Q6 e. N' N+ y, C% f7 | timely warnings to users when the system should not ( X9 ]& X6 o- [( X3 i- f1 g/ k1 Fbe used for navigation.) |) S/ B/ D5 I5 X INTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT3 y6 B' V- p2 _/ E( E* g* J" z2 f9 [ APPROACH PROCEDURE.) . p( V5 {1 F7 L! C- T- |INTERMEDIATE APPROACH SEGMENT . y# I8 n" v' M6 z0 c& h; W( u: U[ICAO]- That segment of an instrument approach ) x8 l. Y* J' U! ~# q% V% N3 \procedure between either the intermediate approach+ Z# q, _; f/ P3 n fix and the final approach fix or point, or between the - u! y5 ]2 i/ o9 h. dend of a reversal, race track or dead reckoning track, _, v/ U Y5 A& N7 V7 i procedure and the final approach fix or point, as4 I P+ E6 q) k1 X t+ c4 ?+ c appropriate.( g1 u- a* {( M6 O INTERMEDIATE FIX- The fix that identifies the& s* ?: P/ P0 n8 T" h7 k! o beginning of the intermediate approach segment of an2 K Z5 X" f9 @% ~0 ^+ `2 f7 e+ ~ instrument approach procedure. The fix is not : w( |( T# m, b5 C& x4 Tnormally identified on the instrument approach chart 6 J9 U4 S/ D; q k" o1 }1 _: e; Las an intermediate fix (IF).5 f6 ~3 X8 ?/ [7 i (See SEGMENTS OF AN INSTRUMENT ' Q8 i. W4 n! k% g3 q: gAPPROACH PROCEDURE.)3 l3 `) l2 S7 h. g0 U6 n3 ~& U INTERMEDIATE LANDING- On the rare occasion % Y6 p A2 Z3 Y9 Ithat this option is requested, it should be approved.* W+ d) ]' `. [" d& ` The departure center, however, must advise the, @% T2 m7 S3 z+ i+ _7 J ATCSCC so that the appropriate delay is carried over C v: I+ g) }6 S: a) L" r8 }' G and assigned at the interm ediate airport. An 2 i; x- h) a" V7 D+ }! \5 H/ v( ]+ C7 uintermediate landing airport within the arrival center$ Y" [. ^! f* I# d4 A+ u. m; u) W will not be accepted without coordination with and9 {# _6 F' u8 c' k- `1 B! i$ A8 h the approval of the ATCSCC. 6 B- Y) u! b' WINTERNATIONAL AIRPORT- Relating to interna‐ [6 A$ |8 ~ b# W% X, ktional flight, it means:% p' e! S, e7 X0 m+ a3 {: x Pilot/Controller Glossary 2/14/08 " ^5 g9 D; d1 Y- uPCG I-5 % v. h/ b6 W; y6 z- ua. An airport of entry which has been designated 1 n, q( K1 M! |& A* `by the Secretary of Treasury or Commissioner of 7 o" N" z5 I, P# ^) gCustoms as an international airport for customs8 h/ \1 R1 n- @, l3 l service. 9 t2 D5 k7 j: H! [b. A landing rights airport at which specific ! F9 [3 {8 a/ ppermission to land must be obtained from customs. m" x& O' O G. q& u, C3 M* u authorities in advance of contemplated use.( [4 x- w# G% A! s- e c. Airports designated under the Convention on/ b3 T# r4 e# A8 Z" y International Civil Aviation as an airport for use by8 R2 m- d( D9 o: o5 v7 s international commercial air transport and/or interna‐$ L$ x6 b- X+ |$ p3 r$ ~% ~5 @. t tional general aviation. P0 k* z, F- g9 P% |(See ICAO term INTERNATIONAL AIRPORT.)! [; }9 B4 }/ l4 S+ Q- p: K (Refer to AIRPORT/FACILITY DIRECTORY.) ^/ Q6 Y% m2 o6 e( B(Refer to IFIM.); }! z5 @! }4 }! A; r* F INTERNATIONAL AIRPORT [ICAO]- Any airport . P3 s$ X$ [+ `9 ]/ ~: H: B* @designated by the Contracting State in whose) P& N6 H. R3 H6 ] territory it is situated as an airport of entry and9 R+ b" t2 U6 t% U; y% a departure for international air traffic, where the 5 n7 z! o1 X, H* Vformalities incident to customs, immigration, public w) V4 o! `& N$ j4 Shealth, animal and plant quarantine and similar ' R7 @ v% w, a# p( G4 ?. @procedures are carried out.' D& v* ]( g, u8 z INTERNATIONAL CIVIL AVIATION ORGA‐ * G1 s" G5 o6 e% t- l; j( XNIZATION [ICAO]- A specialized agency of the * k- c0 s. y& S" x4 z% HUnited Nations whose objective is to develop the ( S+ A' F+ m" k! v9 T9 M) J, |" Jprinciples and techniques of international air4 X% b2 l% m7 w! f* c navigation and to foster planning and development of % M$ S4 A3 l2 S8 s* |$ Qinternational civil air transport. # k4 F/ b! i' s. O: X6 ?a. Regions include:9 B! N$ J4 h4 T8 V 1. African‐Indian Ocean Region ( p! H# A8 _/ L2 j6 [! H# B0 a& I2. Caribbean Region " ]4 Y1 g7 Z: g3. European Region$ q$ }+ j: K/ j; `+ _; ^8 ^9 a 4. Middle East/Asia Region % I) g! J! b3 g8 ^( r; `5. North American Region ' F5 [+ S1 L# U# W6. North Atlantic Region ' K# j! s$ }) L. [% f7. acific Region 2 o1 @! J% R; k5 M2 {) S4 R5 w2 u8. South American Region ' V y1 d) Q* ?( G: JINTERNATIONAL FLIGHT INFORMATION e/ I8 A; Z7 O+ h MANUAL- A publication designed primarily as a . I8 J( o4 d* q7 ]% ~' Q* Ypilot's preflight planning guide for flights into. e( J, Z2 t! ]* t foreign airspace and for flights returning to the U.S. , N% q9 \; U: cfrom foreign locations. # p8 R$ O; {- G1 s7 CINTERROGATOR- The ground‐based surveillance 1 J+ N, R3 P/ u3 R( A8 t9 Mradar beacon transmitter‐receiver, which normally5 d- ] s4 o1 [; \0 P$ m scans in synchronism with a prim ary radar,) l, R" }) V' [' {- T: n transmitting discrete radio signals which repetitious‐& [( D8 ~- a ?2 ^ ly request all transponders on the mode being used to& B; Y6 J- t8 K8 R3 S0 u reply. The replies received are mixed with the% ^. B& ^" O o: g: Q* `, t& z primary radar returns and displayed on the same plan ! }2 f! f, a* B$ ^, o, Vposition indicator (radar scope). Also, applied to the * }$ z( M. {+ h5 \airborne element of the TACAN/DME system.' `2 v. |) @' n (See TRANSPONDER.) 9 n8 A; h4 y. R(Refer to AIM.)1 J% q2 i) [0 v2 k# t7 m INTERSECTING RUNWAYS- Two or more 5 n8 Y4 K5 b- S M5 f: ]/ ?# Srunways which cross or meet within their lengths. J* \: z3 {! l0 F8 h (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,! @8 K4 k5 S+ j) X" y, k, Q n4 R; ] radials, or bearings of two or more navigational aids. 8 S% j p! K% x" c/ k0 O ]4 b* gb. Used to describe the point where two runways,3 ~; _% D* p5 A5 K a runway and a taxiway, or two taxiways cross or 4 B" J, y0 L6 A- \/ p2 gmeet. ! }3 o6 o9 \/ a' [1 b" \6 }INTERSECTION DEPARTURE- A departure from! k+ r, l4 G! S- O) z any runway intersection except the end of the runway. 1 F9 B* J1 f! C: t(See INTERSECTION.) 2 L5 X2 P0 h' }& Y RINTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.)- j/ X- O9 l! }/ F, ?; Y IR(See IFR MILITARY TRAINING ROUTES.) ; r. X6 F! ^8 I0 s6 EPilot/Controller Glossary 2/14/08 . e! z" l: q5 {0 M" D, n# `PCG J-1 9 R6 Y8 k P1 |# z5 s8 F+ b/ KJ

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 # T& l R9 m6 C# a7 P/ mwhich may disrupt the display of aircraft on radar or# {- o6 b9 ~/ C e* ?( \( K8 } the transmission/reception of radio communications/. D# F3 g7 F U8 F _" U navigation. : ]" y4 D3 t2 g+ v/ C# `! `JET BLAST- Jet engine exhaust (thrust stream # X5 @1 d K8 aturbulence). 6 \% M% @2 q5 z q1 d ?(See WAKE TURBULENCE.)5 U, O8 M6 n; p9 P; v( Z! V JET ROUTE- A route designed to serve aircraft * L2 f# e+ V) Z) I- ^7 [operations from 18,000 feet MSL up to and including 4 {" `# p( b: ?% l: gflight level 450. The routes are referred to as “J”3 ~/ V! ?: Z2 ]2 R* w routes with numbering to identify the designated 2 T0 T4 y0 ]6 H2 m' W( J- k3 eroute; e.g., J105. * v( g2 [: [( K6 B5 m9 y1 e: m(See Class A AIRSPACE.)5 H/ o# X" x) G l1 W (Refer to 14 CFR Part 71.)% U1 `* ^ Y- R1 q" e, F) [* P/ z JET STREAM- A migrating stream of high‐speed , w, C5 A9 ~& |+ ^! P8 ywinds present at high altitudes. : u% ^; h3 _% O) kJETTISONING OF EXTERNAL STORES- Air‐ . x: f% C8 `" b7 j; _) Gborne release of external stores; e.g., tiptanks, 8 N" e+ V2 Y% X5 z: h9 |ordnance.: i- w7 R/ d Z! c) x9 U4 v( R (See FUEL DUMPING.)2 W) c( m- K" N1 p# O8 s (Refer to 14 CFR Part 91.)* T4 X2 L6 Y' K* ~- v5 K. V. G JOINT USE RESTRICTED AREA(See RESTRICTED AREA.) 3 f/ i! D1 i( B# ]3 K, XPilot/Controller Glossary 2/14/08 9 H" h+ x# K# B6 KPCG K-1' @1 t4 q, a( u+ ^) R; t/ n1 u: ] K ; {8 Y8 [. P4 d- NKNOWN TRAFFIC- With respect to ATC clear‐ ' e& D% b0 [, l# w# C3 W2 T3 K1 Sances, means aircraft whose altitude, position, and . ^+ p- L6 a* j+ gintentions are known to ATC.' B' L/ Z& @- A$ E Pilot/Controller Glossary 2/14/08 , y+ s! L, {; \& [! u- I2 K( nPCG L-13 Y, U: _% o- e6 d+ U/ W L " c1 S$ ?) |) ALAA(See LOCAL AIRPORT ADVISORY.)! {, ~- g y4 n LAAS(See LOW ALTITUDE ALERT SYSTEM.)/ i. m+ e* n. U3 k5 A. ~ LAHSO- An acronym for “Land and Hold Short , d6 x% d! R+ T+ l/ r: UOperation.” These operations include landing and / {9 b" y5 K S. {9 |holding short of an intersecting runway, a taxiway, a% E! t8 K8 x2 B& j predetermined point, or an approach/departure 9 Y( @; c. Q" w1 A- k9 o" }2 |flightpath.( }+ d# T/ J. q! z7 B# e3 S LAHSO‐DRY- Land and hold short operations on % p( K/ g6 k& F6 {+ y0 h- grunways that are dry. 9 y7 E4 k# z# O; M6 O& Z- t' TLAHSO‐WET- Land and hold short operations on 8 i9 z+ ]& I2 y6 ?+ y7 ]/ |runways that are wet (but not contaminated). e2 }1 X4 _, B* R7 o( z l# } LAND AND HOLD SHORT OPERATIONS - ( X3 B C3 A. D* g7 u# `, yOperations which include simultaneous takeoffs and * _0 C+ X. N. H% l" C% x5 E. ?landings and/or simultaneous landings when a7 t; \ J4 x8 L- M+ q landing aircraft is able and is instructed by the' }$ v; C; e% K# e% e1 A. w controller to hold‐short of the intersecting runway/, L( ~' D" r# S* g* ? taxiway or designated hold‐short point. Pilots are 0 z$ N0 q9 d* q+ Iexpected to promptly inform the controller if the hold! y, F k/ e7 q$ J0 X+ m short clearance cannot be accepted. 3 a% _9 V0 J2 S4 S( j(See PARALLEL RUNWAYS.) + X, l ^; R# S- R2 q. e(Refer to AIM.)' ^0 ]3 h# l) Y3 s( } LANDING AREA- Any locality either on land, ( H# y; H4 C0 R$ z9 a: ewater, or structures, including airports/heliports and$ y. y% q) O" U0 w$ I. f8 Z intermediate landing fields, which is used, or + l: Z# H& r+ z# s D; Bintended to be used, for the landing and takeoff of 0 W8 ?/ t8 R8 N9 @2 V4 Vaircraft whether or not facilities are provided for the ! _! N. c( y2 v) e8 h$ Z& T- s! Fshelter, servicing, or for receiving or discharging 8 g- o4 z$ l! }. `# `6 Jpassengers or cargo. ( E6 {3 F% `$ B(See ICAO term LANDING AREA.) * v/ q$ j1 \$ o }6 jLANDING AREA [ICAO]- That part of a movement 1 G, p2 k1 [! ~area intended for the landing or take‐off of aircraft.8 f. k9 V; s( E9 M" P9 R, H LANDING DIRECTION INDICATOR- A device- n E8 `9 P2 `6 o which visually indicates the direction in which $ [# t" m1 B9 l4 A! qlandings and takeoffs should be made.. P" [% u9 W7 }! ~! h+ f (See TETRAHEDRON.), [% ?8 l% @! Z7 A (Refer to AIM.) ( O% w( O1 f/ y3 d: ^7 ~LANDING DISTANCE AVAILABLE [ICAO]- The " `7 t8 A# X, i) @, @length of runway which is declared available and 9 g) x0 T5 F8 ?$ o( {+ zsuitable for the ground run of an aeroplane landing." m1 i; R$ D8 J5 V% S LANDING MINIMUMS- The minimum visibility- Z* D J4 s4 W5 {% y2 Z% p prescribed for landing a civil aircraft while using an . V9 L: e6 N+ xinstrument approach procedure. The minimum ' e4 i$ {2 b* h5 capplies with other limitations set forth in 14 CFR 5 y8 @ D, z1 w: M' NPart 91 with respect to the Minimum Descent , i+ u% h+ V- X- e0 nAltitude (MDA) or Decision Height (DH) prescribed . p! \2 N$ \" p9 zin the instrument approach procedures as follows:/ i3 d0 k5 ~) x& [* f0 o- k; { a. Straight‐in landing minimums. A statement of : r t- a% s9 o0 {* N0 j9 v; nMDA and visibility, or DH and visibility, required for* G; @% M; i% M" K+ G a straight‐in landing on a specified runway, or ' Z& v5 @9 P; o0 l: {& e! ab. Circling minimums. A statement of MDA and( n) M' Y$ Q- n9 ] visibility required for the circle‐to‐land maneuver. ) g, u3 N6 M4 H6 g: jNote:Descent below the established MDA or DH is$ L$ q' l; e0 C not authorized during an approach unless the1 t$ G4 t# w* g7 x aircraft is in a position from which a normal 0 b; }' {; Z" p; i2 oapproach to the runway of intended landing can be ) i' L3 R8 K4 t3 H( Vmade and adequate visual reference to required : C, [+ B4 P( [+ x: N9 uvisual cues is maintained. 0 v* \& o, B' y4 V(See CIRCLE‐TO‐LAND MANEUVER.) ! C: ?) T& T* u- i(See DECISION HEIGHT.) / V$ q: t* y8 l(See INSTRUMENT APPROACH + ?+ s- d; W& @PROCEDURE.)6 ]1 w1 U% J7 z+ D" b (See MINIMUM DESCENT ALTITUDE.) * S7 h3 C1 l9 W( k0 \(See STRAIGHT‐IN LANDING.)% L1 V1 Q! O# V5 } (See VISIBILITY.). v% z8 S& y7 i; n- p; E3 N2 I (Refer to 14 CFR Part 91.)! {4 o3 u* u3 N9 D LANDING ROLL- The distance from the point of& v0 [7 n' @1 J I! ]1 k( G& N touchdown to the point where the aircraft can be! Y- w' A. w5 h* r# a V3 d brought to a stop or exit the runway. 9 o1 b# R' ~7 Q. kLANDING SEQUENCE- The order in which 4 N& D Z5 H- e1 S# [; haircraft are positioned for landing.! c4 W( S/ x g# o& P- M% ~ (See APPROACH SEQUENCE.)+ o# E/ m6 c) P" V LAST ASSIGNED ALTITUDE- The last altitude/& }) B H2 k- p1 x$ a! E% P flight level assigned by ATC and acknowledged by7 W; s6 O+ h: p2 r the pilot. # T1 b+ c# K, c2 ^ p" b- R1 }9 [(See MAINTAIN.) ( B# U/ ]$ v. t4 J(Refer to 14 CFR Part 91.) 8 ~7 K% G0 U% m& q1 N. e) M3 LLATERAL NAVIGATION (LNAV)– A function of3 J' z9 }9 W& h8 ] area navigation (RNAV) equipment which calculates,- M5 \& P6 e+ H5 j) U displays, and provides lateral guidance to a profile or* Y/ X0 O8 j# H, ^. ~( l6 p0 J path.4 C1 t! ?" U# ?% j LATERAL SEPARATION- The lateral spacing of # n2 {) @' q! F5 {9 paircraft at the same altitude by requiring operation on p/ M$ m1 j9 T5 O* s different routes or in different geographical locations.+ I8 z0 T0 {; Z) W+ ^$ d O% ? (See SEPARATION.) 0 }* ?5 i8 s5 u9 K4 aPilot/Controller Glossary 2/14/08) A* y9 \4 [2 t4 A- N# M( Z PCG L-21 m8 i+ A4 l3 b% l& }" } LDA(See LOCALIZER TYPE DIRECTIONAL AID.)& _ W# E. [6 l2 _3 \5 N! k (See ICAO Term LANDING DISTANCE 6 ` t* V1 l" x2 f* {. LAVAILABLE.) 2 H7 [3 ?# H- _LF(See LOW FREQUENCY.)( `/ a& N0 d2 }2 ~/ u2 o; k# {# A$ U) r LIGHTED AIRPORT- An airport where runway and ) ?7 r1 X$ w, `: p# A0 A' nobstruction lighting is available. 2 z! v+ q \) X(See AIRPORT LIGHTING.)/ S1 b. C2 S% C7 W2 V% W9 l (Refer to AIM.) 4 r0 Q) A# D1 k5 K$ l: tLIGHT GUN- A handheld directional light signaling9 k' S* H) w2 y) { Z# _, V device which emits a brilliant narrow beam of white,8 E |) J' T4 n4 k green, or red light as selected by the tower controller. 3 M2 o m! J7 ]/ l2 gThe color and type of light transmitted can be used to 0 z! z) x2 }. y& Oapprove or disapprove anticipated pilot actions where$ M8 Y Y2 l# d x" Y radio communication is not available. The light gun 8 L7 W1 o& N) ]* i, xis used for controlling traffic operating in the vicinity& ^9 Q0 l. k% j7 q' I' q- o of the airport and on the airport movement area. $ \, ~# v6 b1 o1 U6 t/ M(Refer to AIM.). B7 K* j5 [5 j2 \. x. \ LOCAL AIRPORT ADVISORY (LAA)- A service/ N* n% l. e1 x- `+ d" V+ ] provided by facilities, which are located on the9 {* D/ c' X* U4 q+ Q, C# H landing airport, have a discrete ground-to-air0 P" ?0 U" r2 O' ^ communication frequency or the tower frequency. e* n0 W* ~* S when the tower is closed, automated weather + {+ t9 S2 y$ i- F# {reporting with voice broadcasting, and a continuous ! q4 G, x' {- K/ f& ?' [ASOS/AWOS data display, other continuous direct - ^3 u p( O( R: H5 Creading instruments, or manual observations avail‐- [' ?5 q q3 w6 g# n able to the specialist.: W T1 f: y5 l8 @) w( q$ ^ (See AIRPORT ADVISORY AREA.): t# ~5 R, ]! ^! t- V+ e LOCAL TRAFFIC- Aircraft operating in the traffic' |; o1 V8 j, K* a4 b: n$ x pattern or within sight of the tower, or aircraft known: W; ]- _$ V- u% {: W to be departing or arriving from flight in local practice / }9 x/ u8 b8 \. y/ M& _& Y4 iareas, or aircraft executing practice instrument5 _: i6 h* ?& q! q approaches at the airport.! u, ?0 s. }$ [5 e# S; h" [4 A5 ? (See TRAFFIC PATTERN.) " h/ r$ }! @: g: U o# d' E% oLOCALIZER- The component of an ILS which * J( t0 a1 X0 p% s( t( _+ E% m/ gprovides course guidance to the runway.* w4 C$ E4 T O6 k( Y/ ~ (See INSTRUMENT LANDING SYSTEM.) N! {. ~/ ], W( I. ~(See ICAO term LOCALIZER COURSE.) 8 T- ]/ y/ F- N( ?(Refer to AIM.)0 O+ y( m# L& b. }/ W* K LOCALIZER COURSE [ICAO]- The locus of5 u0 S6 T3 o% ?/ t points, in any given horizontal plane, at which the 0 z' V9 u2 k6 u4 L( R1 P# B0 gDDM (difference in depth of modulation) is zero. . ~7 M% I2 L& T: \& ^LOCALIZER OFFSET- An angular offset of the2 Q" {$ l" p9 w; h ?2 G) f localizer from the runway extended centerline in a" r; B: z" N( b1 Q& ^ direction away from the no transgression zone (NTZ) u1 d0 @" Z4 X! ?) H8 ?, P& h: |0 }$ {that increases the normal operating zone (NOZ), n y; Q/ g" H9 L width. An offset requires a 50 foot increase in DH and r9 n! a) ^% T. B is not authorized for CAT II and CAT III approaches.8 [& p' ], ^% w( m4 l- A) t7 p U: _6 V* w LOCALIZER TYPE DIRECTIONAL AID- A " z4 Y8 t7 N( tNAVAID used for nonprecision instrument ap‐ 0 a' t4 g0 b( ?4 h+ sproaches with utility and accuracy comparable to a J9 d/ N6 W' G* o$ |' \4 |! [7 o localizer but which is not a part of a complete ILS and; t. t0 h( Q, o6 B/ k2 }1 k is not aligned with the runway./ }2 f+ a5 h* N) S0 E1 z& g# z (Refer to AIM.): h+ H3 c4 c0 } LOCALIZER USABLE DISTANCE- The maxi‐ ( B, U6 N& c, t5 l* w' c! g/ A0 Nmum distance from the localizer transmitter at a : P1 T% e8 L' [/ \specified altitude, as verified by flight inspection, at 6 T- N) u" {! G8 s: Twhich reliable course information is continuously 1 ~' ?- X( V7 b* e+ y# R4 u/ Q( ^received.: h- S* p( H2 b1 G+ N9 b (Refer to AIM.)$ g6 c* K- r0 R+ \ LOCATOR [ICAO]- An LM/MF NDB used as an aid% ]; D/ M3 B, n( ` to final approach. 7 _; |+ P5 i! H. yNote:A locator usually has an average radius of7 H* u& L& d) t4 s) |+ y$ ]+ n rated coverage of between 18.5 and 46.3 km (100 d7 w7 d( S# Y: c4 C and 25 NM). - c2 k, w# M3 }; d7 K! }. w4 X; o" hLONG RANGE NAVIGATION(See LORAN.)8 Q c, m* b+ a/ _; [: S) b3 Z LONGITUDINAL SEPARATION- The longitudi‐* ~1 F- p/ c0 D0 h* ?7 D nal spacing of aircraft at the same altitude by a5 m) r+ S7 _8 D8 M- S minimum distance expressed in units of time or2 e& _4 L, V: a2 I7 x miles.: Y1 d# X( L1 L* Y (See SEPARATION.). A6 N& F |1 A: {6 l- Y4 v; W (Refer to AIM.), H6 @% B5 f% U, e. F J LORAN- An electronic navigational system by 0 C2 n) |$ C# T6 D6 j0 E" t. {9 Y' jwhich hyperbolic lines of position are determined by I, G" H; M3 d, @6 C R% o. \measuring the difference in the time of reception of [' G1 B$ c1 h: Qsynchronized pulse signals from two fixed transmit‐ " I$ d* M# r/ C/ o- P! y: W& v. g% Tters. Loran A operates in the 1750‐1950 kHz; a% }9 Q) m4 C: ~; k7 [( S frequency band. Loran C and D operate in the 6 A0 j6 J2 ?" k100‐110 kHz frequency band.( N5 m; H- Q% ], O (Refer to AIM.) & J; o. J6 L1 Q$ ALOST COMMUNICATIONS- Loss of the ability to & b1 c6 s1 T6 J h! ]- k+ z& Ucommunicate by radio. Aircraft are sometimes8 j1 n6 f' ^% j3 ?7 G3 C1 b+ j6 d referred to as NORDO (No Radio). Standard pilot' V! {! }3 Q) B- n! L' H5 o2 e procedures are specified in 14 CFR Part 91. Radar 6 Q6 b& Y5 S' D: c4 e& _( @! [controllers issue procedures for pilots to follow in the y- J! c3 g" p3 V event of lost communications during a radar approach! O+ z+ |8 R7 P+ T when weather reports indicate that an aircraft will4 n3 u: @# ~) B& H1 l6 F likely encounter IFR weather conditions during the 3 b2 w9 \; I+ q1 k; oapproach.# ~. ]6 H- r, y, L( F. G (Refer to 14 CFR Part 91.)/ {+ f p: ]: v+ `3 u (Refer AIM.)' `- Z" Z0 Y) i) b- D$ D" t1 l Pilot/Controller Glossary 2/14/08$ r. m* X" V( Y' ^ PCG L-3$ }% {! D& H0 @) B# ^' x LOW ALTITUDE AIRWAY STRUCTURE- The5 j5 l! q- s" v2 J, \/ @ network of airways serving aircraft operations up to/ X4 r" g) Z; L but not including 18,000 feet MSL. . p* V( `; v1 ^# H+ [! X(See AIRWAY.) 1 N! p6 ?3 j& q9 H, v5 b(Refer to AIM.)1 [# K6 Z+ \5 k0 ^$ d. p LOW ALTITUDE ALERT, CHECK YOUR ALTI‐1 |; x$ x$ [8 [# I% c TUDE IMMEDIATELY(See SAFETY ALERT.) ' y' }2 C- p7 U9 H( mLOW ALTITUDE ALERT SYSTEM- An auto‐5 w3 D: y2 a5 j* E3 y8 @ mated function of the TPX‐42 that alerts the7 l- I( @8 ^- @5 _7 i$ P. w controller when a Mode C transponder equipped - c: X0 y5 L2 m$ Iaircraft on an IFR flight plan is below a # S5 J' n3 e: @; g* u2 Jpredetermined minimum safe altitude. If requested0 A) G+ n" t' H3 e) l: n) A by the pilot, Low Altitude Alert System monitoring : O- @* N& t( P1 T, i! E& {is also available to VFR Mode C transponder3 A5 S0 J' W; i7 `" m: c* l equipped aircraft. ) l% L2 F' U' e/ O+ BLOW APPROACH- An approach over an airport or6 C9 z3 r' @ c( d& U runway following an instrument approach or a VFR* \- g2 C' H. x4 a6 W approach including the go‐around maneuver where 5 E: g# t7 ~* \" K# O6 u; u2 g' F& Tthe pilot intentionally does not make contact with the 0 p! m, _1 R3 u0 b6 F* lrunway. " C* l8 [, m( o1 i! T, ]7 s(Refer to AIM.) . y: V5 t+ q; m( w$ iLOW FREQUENCY- The frequency band between " h- h" x6 b* n6 [& C30 and 300 kHz.% q! C# y0 N2 I& L' x T (Refer to AIM.) ( B8 n0 N% Z N) D6 o& X$ mLPV- A type of approach with vertical guidance( `! I1 k0 q0 N. T (APV) based on WAAS, published on RNAV (GPS) - K& M5 E( ~1 M7 m/ \5 eapproach charts. This procedure takes advantage of 2 b3 K* `0 B( P, c; G& ?the precise lateral guidance available from WAAS. . ~: e3 ?9 B1 z% z! \7 X2 N6 CThe minima is published as a decision altitude (DA). / o& S s8 Y9 L. V( c9 J! I/ `6 ^Pilot/Controller Glossary 2/14/088 C. T; f* t4 g PCG M-15 B m. g, y8 S M2 G# B" O: O( W: f: ` MAA(See MAXIMUM AUTHORIZED ALTITUDE.) 9 {- F& V. `- ~2 v dMACH NUMBER- The ratio of true airspeed to the( O0 q% F, R+ x" z/ U speed of sound; e.g., MACH .82, MACH 1.6.0 E; C$ F( y# f( m. v0 e (See AIRSPEED.)+ r9 c3 I8 }; O) W/ [8 ? MACH TECHNIQUE [ICAO]- Describes a control 2 o p: e E5 T4 f& Z4 x! x( stechnique used by air traffic control whereby turbojet' P4 v2 m) p" \( b aircraft operating successively along suitable routes , a# E& j, j& w! x1 Z4 {are cleared to maintain appropriate MACH numbers ' G! ^( L% ~4 u+ ~$ ]% efor a relevant portion of the en route phase of flight.1 ]8 k& y0 ^3 D3 q! L& W' l The principle objective is to achieve improved ! W# I" M9 ]" D- ~5 ?; e9 R5 d4 Vutilization of the airspace and to ensure that 7 e$ B2 Q2 {9 h# Nseparation between successive aircraft does not 6 @* ?, s8 m- F4 x/ C5 i0 |8 Edecrease below the established minima. ) q* ?' @1 x! ?MAHWP- Missed Approach Holding Waypoint 6 @& ^1 f8 {) \* r# pMAINTAINa. Concerning altitude/flight level, the term4 N9 P0 p3 ?, ^, w1 `) ^& }' e means to remain at the altitude/flight level specified.1 s) e- B6 Y* t The phrase “climb and” or “descend and” normally6 f" Y( Q: K0 t: L7 Q+ L, L precedes “maintain” and the altitude assignment; ; r% T: ?" K$ }) y" ]$ {e.g., “descend and maintain 5,000.”/ r% V) N5 i. J b. Concerning other ATC instructions, the term is 3 \4 @5 I8 E. c! uused in its literal sense; e.g., maintain VFR.) r1 S5 _3 y: F MAINTENANCE PLANNING FRICTION & Z5 _$ ] _7 W/ ~ }LEVEL- The friction level specified in $ t0 W# p7 J, P* i) dAC 150/5320‐12, Measurement, Construction, and* g1 c& t2 W2 T5 g% y- @) d Maintenance of Skid Resistant Airport Pavement1 [( h7 n8 p2 p t Surfaces, which represents the friction value below* o4 k; e, {% w which the runway pavem ent surface rem ains( ^: p& D( o$ Y C* o, X* S0 A+ S acceptable for any category or class of aircraft . {' Z9 s+ x8 Yoperations but which is beginning to show signs of. E7 Z: Z( ?' v) _% Q; P deterioration. This value will vary depending on the9 b8 W' Z, i. l1 a particular friction measurement equipment used. 1 X, E2 x/ V5 K FMAKE SHORT APPROACH- Used by ATC to $ o# O. R& ~: W, |# `inform a pilot to alter his/her traffic pattern so as to ; w, ?; E/ [7 u% F' mmake a short final approach. : r+ A" g$ r: s' f(See TRAFFIC PATTERN.) - \& o4 S I) `0 wMAN PORTABLE AIR DEFENSE SYSTEMS4 M1 R1 l) `3 A; h (MANPADS)- MANPADS are lightweight, shoul‐ 8 s J+ g0 h! o( K) ^3 Rder-launched, missile systems used to bring down / Q4 \4 Y1 o- i' u. H6 o4 |: `aircraft and create mass casualties. The potential for; E" i% Y8 i2 ` MANPADS use against airborne aircraft is real and# `9 o* Q9 G) F- L$ H/ s requires familiarity with the subject. Terrorists - o/ x2 o; w0 P" ~9 h7 Jchoose MANPADS because the weapons are low ( {1 z( r3 l: M9 k) F" scost, highly mobile, require minimal set-up time, and) V* S8 Z1 M# C! |: s* ^# v are easy to use and maintain. Although the weapons$ [" l5 r* K& \, [% ^+ \6 v0 m7 [ have limited range, and their accuracy is affected by8 V# W8 n( q1 h D) y$ x8 {6 Z" V" N" H poor visibility and adverse weather, they can be fired( D. F3 a, x7 j; x' b from anywhere on land or from boats where there is( S4 ^' v: ^& n+ ?9 x unrestricted visibility to the target. ( w+ b( y1 Y5 E2 v6 f" GMANDATORY ALTITUDE- An altitude depicted- L. R, |& t* j' m on an instrument Approach Procedure Chart 0 ^; {: z7 g9 `8 x( Z9 Qrequiring the aircraft to maintain altitude at the ) \7 g$ a: K$ e! b& |* @depicted value.$ k5 Y* V) K: @: [ MANPADS(See MAN PORTABLE AIR DEFENSE - ?$ [# ^% h* Z7 a; p9 o' TSYSTEMS.) ; [8 [- }1 I7 r! lMAP(See MISSED APPROACH POINT.)$ {0 h& S/ I. i$ u" v MARKER BEACON- An electronic navigation1 C' P- N/ g. q. I8 o facility transmitting a 75 MHz vertical fan or6 Q# Y, a- [# X+ L% p% z boneshaped radiation pattern. Marker beacons are0 _4 h/ K0 J8 q( b identified by their modulation frequency and keying- q6 p, G! u8 d code, and when received by compatible airborne# `5 x! ~6 N1 j9 ~1 T* B+ b equipment, indicate to the pilot, both aurally and4 m `2 E6 {' R. N7 h; w, ]# H visually, that he/she is passing over the facility. ( H4 H7 C& b* G! x4 I(See INNER MARKER.) . w; v3 p4 w& L' h% }$ ?5 g0 V2 k(See MIDDLE MARKER.) 8 h9 I, z* g1 d" [(See OUTER MARKER.) 7 {- K7 U) V# Z+ T! H8 I(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 ASSUMES6 s) B0 S, m' Z" d& e/ m5 ? RESPONSIBILITY FOR SEPARATION OF : _1 h) a" q" z1 iAIRCRAFT.) 9 Y0 j& n4 [$ sMAWP- Missed Approach Waypoint 1 t- r: T% x8 _MAXIMUM AUTHORIZED ALTITUDE- A pub‐ & w& A# m# X/ }$ ]lished altitude representing the maximum usable 8 Z1 ^5 z! q" @- `. Jaltitude or flight level for an airspace structure or* A6 x" s5 f4 D8 a+ F* f route segment. It is the highest altitude on a Federal: O3 E0 ?7 z4 ] ^2 t9 t airway, jet route, area navigation low or high route, + `% n# X5 Q; B( k! W& P( P; qor other direct route for which an MEA is designated / ^8 p _4 f) K& I4 A6 i2 Zin 14 CFR Part 95 at which adequate reception of# O+ g% y7 k# R* s" z. F {9 Z navigation aid signals is assured.) W# f: q; g9 C6 `1 r' ? MAYDAY- The international radiotelephony distress; v+ C4 d& }1 Z% M signal. When repeated three times, it indicates & N8 u/ v3 M5 p! mPilot/Controller Glossary 2/14/08! w$ [+ U1 O! M: v PCG M-2& N# o8 P) F8 m3 M* [ imminent and grave danger and that immediate4 a" Q6 C# \/ g assistance is requested.9 d6 q$ N3 ]' E, \+ ? (See PAN‐PAN.)" S! X0 E! f' C (Refer to AIM.) $ s2 X5 p+ h' M i0 o* mMCA(See MINIMUM CROSSING ALTITUDE.)+ B O+ `6 L }( H, | MDA(See MINIMUM DESCENT ALTITUDE.) ( Z M# n, R; r# N$ pMEA(See MINIMUM EN ROUTE IFR ALTITUDE.) ; t6 g; A2 S# W. VMEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR! b3 g) y/ p3 a) V# v TRACKING SYSTEM.) : z3 }. X3 B: b7 iMETEOROLOGICAL IMPACT STATEMENT- " s: U) Z% H t* r3 z; I* }7 {An unscheduled planning forecast describing ' W4 B# U3 H. }! N, s6 mconditions expected to begin within 4 to 12 hours 4 z H% r- R; G9 y$ }6 {which may impact the flow of air traffic in a specific* ~. J% x7 n: ~6 b7 w+ v center's (ARTCC) area.- J8 D8 L# l, t) `& u+ m- i# K METER FIX ARC- A semicircle, equidistant from . x6 ?" Y! T8 u# D8 @7 Ua meter fix, usually in low altitude relatively close to- U g: v3 `3 i5 b* p8 ?' ~ the meter fix, used to help CTAS/HOST calculate a m1 l6 T) d' n7 ^* W, ^$ d- J meter time, and determine appropriate sector meter 2 _, x2 j2 {" o* B. v( j$ glist assignments for aircraft not on an established 3 _6 I/ B9 i( e; \arrival route or assigned a meter fix. : t& F% X& ?# N( A' A/ ?. X' EMETER FIX TIME/SLOT TIME- A calculated time9 h' u! H) Y# w+ ~- B$ d# B4 r to depart the meter fix in order to cross the vertex at " F( q: f8 \' b$ ]2 E& Dthe ACLT. This time reflects descent speed% {' A q% T7 L4 J adjustment and any applicable time that must be 3 l+ ]& Q% h0 g+ B* yabsorbed prior to crossing the meter fix. 2 F5 n# J Z$ n8 oMETER LIST(See ARRIVAL SECTOR ADVISORY LIST.) & S& r3 X2 B y+ n j6 PMETER LIST DISPLAY INTERVAL- A dynamic + p7 ^- \0 X$ B/ tparameter which controls the number of minutes& t7 a$ }, l/ B: r8 F$ i prior to the flight plan calculated time of arrival at the) ^5 k5 I. \- o( A: O2 q" w meter fix for each aircraft, at which time the TCLT is 9 o U% i; ^5 d* j6 n1 l" ofrozen and becomes an ACLT; i.e., the VTA is# L* P9 Y- `1 t7 U: T$ G5 @ updated and consequently the TCLT modified as , F8 k7 U5 x( Iappropriate until frozen at which time updating is , x0 X2 z( f* ^' f6 r7 M( Asuspended and an ACLT is assigned. When frozen, " y' X5 N% v2 o" Y8 Nthe flight entry is inserted into the arrival sector's & e7 u R: Q, O9 V+ g0 l* B5 Vmeter list for display on the sector PVD/MDM.5 @6 `: J6 X0 i: ` MLDI is used if filed true airspeed is less than or" C6 X) x2 h! U* X equal to freeze speed parameters (FSPD). * q8 S7 T6 g8 p( a- sMETERING- A method of time‐regulating arrival + K% ]4 p9 S/ Z1 H+ B+ Ptraffic flow into a terminal area so as not to exceed a + l0 g! G/ ^% n' Gpredetermined terminal acceptance rate. 5 f" t, {1 c3 A+ Y8 |% d- iMETERING AIRPORTS- Airports adapted for % S2 A2 ^) t0 Q$ l# _8 X! Gmetering and for which optimum flight paths are' n0 t4 X* D5 X$ L* u* E1 o' w defined. A maximum of 15 airports may be adapted. ! c; }+ v! O5 Y S" {: c" V0 D& MMETERING FIX- A fix along an established route7 l0 d' D1 Q& l* K" N+ r from over which aircraft will be metered prior to$ L- L: a! G1 L" P4 s entering terminal airspace. Normally, this fix should+ V9 q/ o" g O! v be established at a distance from the airport which $ s* U/ y( P: {' W# _. ?will facilitate a profile descent 10,000 feet above 8 }8 ^+ r2 L3 b) tairport elevation (AAE) or above.* q) G0 V- A7 Y" c; o' D$ c8 j5 E METERING POSITION(S )- Adapted PVDs/2 {- x1 ]& t- j% } MDMs and associated “D” positions eligible for* _1 z: z: z* c6 `, v" c display of a metering position list. A maximum of' E" c3 c! c4 d; k four PVDs/MDMs may be adapted./ |+ l7 T3 S# d$ O- s METERING POSITION LIST- An ordered list of $ x* S7 L9 O l% o' C9 Q \0 f4 A' udata on arrivals for a selected metering airport G) d/ ~1 D% W2 ^+ l( ?# l/ e& O7 r; F1 u displayed on a metering position PVD/MDM. . ~" t) I. z- ~$ OMFT(See METER FIX TIME/SLOT TIME.) 7 ], B; h, A/ z' O; U3 LMHA(See MINIMUM HOLDING ALTITUDE.)* o- a7 D7 o7 w+ R MIA(See MINIMUM IFR ALTITUDES.)( `2 j; H; R5 W+ t MICROBURST- A small downburst with outbursts 5 b f% I9 m! |' eof damaging winds extending 2.5 miles or less. In 7 b6 z q& `" a( ?spite of its small horizontal scale, an intense4 \4 }1 T _0 A9 ^: @. S2 F microburst could induce wind speeds as high as 150. r; `8 k% x2 c+ S! c# \ knots, A2 I6 p8 U5 x, C( P (Refer to AIM.); n& W5 A! }" Y# D' f$ |3 Y MIC RO‐EN ROUTE AUTOMATED RADAR. A( z9 D5 s2 g( d! K6 b TRACKING SYSTEM (MEARTS)- An automated5 C; }6 T# Y. u5 q) R7 y1 J! ^ radar and radar beacon tracking system capable of- c2 p( j* M/ b5 ?! M1 Q employing both short‐range (ASR) and long‐range, S# ?) a f6 G0 k' u9 b (ARSR) radars. This microcomputer driven system : S ^, H6 m( T6 q% k! C1 N) Aprovides improved tracking, continuous data record‐ - m& r) H; k/ i9 c H9 zing, and use of full digital radar displays. / U/ {# p6 W) C9 a2 S7 n2 o& rMICROWAVE LANDING SYSTEM- A precision7 I/ }1 p+ l2 p, I' R instrument approach system operating in the 9 ?6 T6 b8 r' _4 Y, G- E6 R Pmicrowave spectrum which normally consists of the' v9 n$ U2 j, c following components: - `; B" d, ~! R# \3 K6 o, Ca. Azimuth Station. . J, f0 Q' d; ib. Elevation Station.+ v: s3 M4 J) }8 x& T0 d# m9 c) } c. recision Distance Measuring Equipment. , D( r- `1 b% h, t& N(See MLS CATEGORIES.) / D" p- a: l- ZMID RVR(See VISIBILITY.) ) k( g/ ?3 E& f; bMIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.)" a( x6 u. { y$ K Pilot/Controller Glossary 2/14/08 8 c! m r! Q2 R+ Z+ G. s& tPCG M-3 2 H' E* _% j6 J1 E+ ]* ~" ~" u& jMIDDLE MARKER- A marker beacon that defines 2 T8 w4 U1 c3 B2 Fa point along the glideslope of an ILS normally8 R' w# k: K: N& \6 b located at or near the point of decision height (ILS9 T% |' [0 r3 n8 Y1 C) e. D Category I). It is keyed to transmit alternate dots and# M! W b/ ^3 ~/ z- t" I dashes, with the alternate dots and dashes keyed at the2 W) {7 R" n$ e2 j% c6 y* ?+ R. k rate of 95 dot/dash combinations per minute on a 5 z: x" E, ^$ d) h+ V! ~: W1300 Hz tone, which is received aurally and visually 7 B n [/ M7 g8 Cby compatible airborne equipment. & Z' t9 x6 v+ Y, T4 S6 @(See INSTRUMENT LANDING SYSTEM.)0 F# s) y9 U% Q2 @6 u: d" X (See MARKER BEACON.) # k+ _: B d$ j8 {(Refer to AIM.) * W* S" p" Y! m2 L* l, N7 IMILES‐IN‐TRAIL- A specified distance between) J0 S% C- Z- _3 e aircraft, normally, in the same stratum associated / P5 S6 a- C' H% Kwith the same destination or route of flight.) |) [0 T4 E% g/ _+ ] MILITARY AUTHORITY ASSUMES RESPONSI‐ & ^- z1 Z7 \+ X7 `' CBILITY FOR SEPARATION OF AIRCRAFT- A * H- K: L5 ]1 P5 h7 jcondition whereby the military services involved8 g: B4 j9 a& Z assume responsibility for separation between6 z, v- @% T7 r: C participating military aircraft in the ATC system. It is" \) e5 U2 `8 O, b. L) V0 b- k used only for required IFR operations which are: h: V) m3 Y6 E ] specified in letters of agreement or other appropriate6 T+ ^+ b4 X/ @; t$ Y4 R0 o0 N- e FAA or military documents. 6 g; g7 I2 \' L5 i, CMILITARY LANDING ZONE- A landing strip used 4 d5 n; @/ l3 E" |0 n7 S: k% Cexclusively by the military for training. A military* Q' d2 i! ^8 ^" P1 L landing zone does not carry a runway designation. 6 H, P; k: r, X- u# S6 S1 w, `MILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.) " l0 d& F! _) e& t" R- _MILITARY TRAINING ROUTES- Airspace of 4 a0 t5 N9 o& X: y! ~defined vertical and lateral dimensions established # d6 ?' a3 }& w3 C2 F/ ?for the conduct of military flight training at airspeeds ; J' |" a( E3 \& j2 {in excess of 250 knots IAS.5 B! [( }: i$ u (See IFR MILITARY TRAINING ROUTES.)- }4 l4 m( Y9 Z4 E! s, q0 M (See VFR MILITARY TRAINING ROUTES.)* G8 c1 C/ C* L R& n" s MINIMA(See MINIMUMS.) ' N1 E! G+ {) J( |8 TMINIMUM CROSSING ALTITUDE- The lowest% G9 |1 z! m x7 R: b+ A6 L altitude at certain fixes at which an aircraft must cross " Q/ {$ V+ d3 l Bwhen proceeding in the direction of a higher/ E5 w$ r& e! b" \ minimum en route IFR altitude (MEA).7 _' K5 W1 ~3 u: A% \ (See MINIMUM EN ROUTE IFR ALTITUDE.)7 P+ r' R; ?- m; \2 Y8 } MINIMUM DESCENT ALTITUDE- The lowest" l7 q8 V; e4 ^3 W; ?7 a altitude, expressed in feet above mean sea level, to1 |; a) T7 t' |' r; b which descent is authorized on final approach or- I1 A9 p+ o8 H& w M during circle‐to‐land maneuvering in execution of a+ W* h+ g( T" s1 Q, D standard instrument approach procedure where no 3 M* g) \+ V) h0 ?) \4 melectronic glideslope is provided. ' ^1 y/ _) I+ M. y5 s8 c1 c: t(See NONPRECISION APPROACH 8 n2 x& J5 k5 ^PROCEDURE.) 5 D* ?& W- v( a ^8 {9 nMINIMUM EN ROUTE IFR ALTITUDE (MEA)-$ c4 K. v) Z* p The lowest published altitude between radio fixes% x; e2 u4 _7 I% O$ W4 s. ?3 i which assures acceptable navigational signal cover‐; g- ~- p P& z& p" C age and meets obstacle clearance requirements 1 L: q4 C- o+ Q' a: Sbetween those fixes. The MEA prescribed for a S" e, E/ A+ I3 i! B" u: o2 ^ Federal airway or segment thereof, area navigation , r! f7 O& i+ Jlow or high route, or other direct route applies to the1 D- i/ Z2 N. r6 c+ j$ K' C entire width of the airway, segment, or route between . Y0 y% J% ?: i/ w# E* Z/ ]the radio fixes defining the airway, segment, or route.$ _ R- \* P; L (Refer to 14 CFR Part 91.) 7 l" F1 l& b5 S: z(Refer to 14 CFR Part 95.)+ S3 w! `4 p- h+ T% l (Refer to AIM.)4 d- @+ W1 V X# F% _" m+ |9 ?$ k8 A MINIMUM FRICTION LEVEL- The friction level- @. |0 y& `5 |9 _ specified in AC 150/5320‐12, Measurem ent,& \0 A! i4 Q1 _/ N Construction, and Maintenance of Skid Resistant ' J& o3 _% L. F9 i4 y# g d* @Airport Pavement Surfaces, that represents the9 V* C7 _" t+ [+ Z5 n minimum recommended wet pavement surface / I3 g: [- B. `0 N, @friction value for any turbojet aircraft engaged in2 I0 v7 ?9 H. u% b1 x! o. ? LAHSO. This value will vary with the particular 2 W0 a/ ]- D2 J) n' t/ Efriction measurement equipment used. 6 I, ^, A o7 ?# D& p5 yMINIMUM FUEL- Indicates that an aircraft's fuel / i' d4 C1 O% I) V2 vsupply has reached a state where, upon reaching the4 |4 e: |6 \$ H8 p5 Y8 @0 V S destination, it can accept little or no delay. This is not3 o$ B% | P% [# l$ n an emergency situation but merely indicates an+ D4 M, ~8 J+ U/ [7 |1 v emergency situation is possible should any undue ) ^' Y0 b5 {3 Ydelay occur. + a F& ?+ g* y u(Refer to AIM.)2 u. n) K) a \: C8 e. O( s MINIMUM HOLDING ALTITUDE- The lowest 8 Q! V7 O s( aaltitude prescribed for a holding pattern which 4 U* D- Q7 {. p* G; {4 k* Cassures navigational signal coverage, communica‐; Y( B: u; k! \ tions, and meets obstacle clearance requirements. / O, { D- s( k3 A+ E$ \6 T# eMINIMUM IFR ALTITUDES (MIA)- Minimum* d" u, A. n, z4 _3 L- K- t altitudes for IFR operations as prescribed in 14 CFR $ T* w$ N/ {- ^$ s$ {3 DPart 91. These altitudes are published on aeronautical ! ?, S! [! P$ ~0 Rcharts and prescribed in 14 CFR Part 95 for airways 0 P! M C# I7 F2 mand routes, and in 14 CFR Part 97 for standard 9 s9 R/ g x1 B# uinstrument approach procedures. If no applicable4 H% }3 W3 r2 t% g4 u' ?. C l minimum altitude is prescribed in 14 CFR Part 95 or 2 V* }- m7 u) M14 CFR Part 97, the following minimum IFR/ a7 Q, i4 z s2 g9 D" c6 `. n altitude applies: ( v. h! N, J% `8 Sa. In designated mountainous areas, 2,000 feet* c3 {; P( R5 u7 f" q1 f above the highest obstacle within a horizontal3 Y0 t1 w% c: E1 \9 w2 z1 M$ c' w distance of 4 nautical miles from the course to be1 D0 g* \. a9 J! X$ X3 Z6 o3 }# W, { flown; or; U; g( G* d3 v% W0 J1 ~. \ Pilot/Controller Glossary 2/14/08* v+ G7 e2 `) v0 N9 T" o PCG M-4- k: s% K6 M$ k b. Other than mountainous areas, 1,000 feet above- y5 n1 _( K7 Q' } the highest obstacle within a horizontal distance of 40 S" R! t' T' j. B; h nautical miles from the course to be flown; or # z3 u8 l% x" Y) e8 |c. As otherwise authorized by the Administrator- q* F/ e. k7 ~. X5 { or assigned by ATC. 7 g! R Y! A, T2 z0 p(See MINIMUM CROSSING ALTITUDE.) a7 d9 s. V3 x7 |1 H6 S(See MINIMUM EN ROUTE IFR ALTITUDE.) 3 E* y" S2 R. r( |( M# s. H( b+ g(See MINIMUM OBSTRUCTION CLEARANCE- C0 Y, Q5 D/ q2 f$ h ALTITUDE.); i) M% ? P2 J$ O! s (See MINIMUM SAFE ALTITUDE.)4 j( w2 R" E( d4 Q: A' ]' o (See MINIMUM VECTORING ALTITUDE.) 3 e4 B# i* z" N' h( f Q9 i(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 4 f# p) C- t& N5 n$ _SPECIFICATION- A set of standards which require& a3 z4 A" F) w; g8 q0 y aircraft to have a minimum navigation performance! @1 y N8 J8 ]' ~; \5 g) f, e capability in order to operate in MNPS designated7 V b% _2 i C1 v3 X airspace. In addition, aircraft must be certified by% @* f6 s. [* T5 ^& ^ their State of Registry for MNPS operation.- ?7 u! F' [6 X$ `" ~) O/ J MINIMUM NAVIGATION PERFORMANCE - j- @1 B* `6 u2 `- a1 @SPECIFICATION AIRSPACE- Designated airspace 0 d, Q/ b* T4 }) a5 Gin which MNPS procedures are applied between * h$ w1 g5 [9 ^- SMNPS certified and equipped aircraft. Under certain5 _7 l) P* n# _; u4 L0 u" f5 l$ a3 } conditions, non‐MNPS aircraft can operate in3 O8 s6 Y+ W$ c$ I MNPSA. However, standard oceanic separation4 {& h/ }# ^- `. Q1 C9 z3 f& ^3 D minima is provided between the non‐MNPS aircraft( P( ^2 |" A# I: X% J: J1 c f and other traffic. Currently, the only designated+ M! B. e. {# a G MNPSA is described as follows:2 ?& u* j# t8 S+ \( } a. Between FL 285 and FL 420; A0 I( q0 ?, @b. Between latitudes 27N and the North Pole; ! t2 H' ?1 R5 g5 }1 m4 ec. In the east, the eastern boundaries of the CTAs - ]# Q! R5 N1 N; CSanta Maria Oceanic, Shanwick Oceanic, and" z$ `5 L9 f! l- D( x7 _- P, N! {: t# N Reykjavik;! V2 N+ |2 k5 s d. In the west, the western boundaries of CTAs ' Q, b8 ?9 H5 P) |0 C6 oReykjavik and Gander Oceanic and New York' q' T( b1 U/ b2 T: w$ F; F( c+ f Oceanic excluding the area west of 60W and south% y3 S. I( t1 o3 D' Z+ v8 ^ of 3830'N.! ^! Y2 P) z) o, P, z( e8 Q MINIMUM OBSTRUCTION CLEARANCE ALTI‐ M* g) t4 w4 V TUDE (MOCA)- The lowest published altitude in( ?) Y7 v1 {7 i5 {, ^& v effect between radio fixes on VOR airways, 2 i4 f, S R1 q* s6 d/ T$ soff‐airway routes, or route segments which meets 6 e l9 v/ _9 z0 F" c$ z5 jobstacle clearance requirements for the entire route8 V' F: p/ k7 Y; ?' Y2 t* | segment and which assures acceptable navigational& A- H- f* Z5 i- ?- S7 i signal coverage only within 25 statute (22 nautical) $ `. H4 n9 t+ R x; F/ Kmiles of a VOR.6 Z V' W( t/ ~) n1 O7 B w# i (Refer to 14 CFR Part 91.)" {% D0 R) g5 y' i' h q (Refer to 14 CFR Part 95.): s: v; ^' p4 J$ J) S8 ^ MINIMUM RECEPTION ALTITUDE- The lowest9 [; t6 Q) }- Y/ L' s5 W' A altitude at which an intersection can be determined.* h( {; a3 a# i @ d (Refer to 14 CFR Part 95.) $ z9 m1 z7 @: SMINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR8 Z9 w; T# K: z& h I Part 91 for various aircraft operations. , \! W5 _9 V# F% ], N9 T% b; Cb. Altitudes depicted on approach charts which) b7 d8 x) U$ x3 e* l provide at least 1,000 feet of obstacle clearance for 9 O' W* F4 Z8 U1 @3 @, ]& W8 q6 semergency use within a specified distance from the6 t" l6 {3 v2 M+ @4 d9 J navigation facility upon which a procedure is ( w0 M6 v4 _- M- Y% {predicated. These altitudes will be identified as+ ?" Z6 ~: L) E; d y1 K Minimum Sector Altitudes or Emergency Safe ' P( M" H% V3 I, }4 g- U+ TAltitudes and are established as follows: ) X8 D% c, `* t* ], x. x: F/ r1. Minimum Sector Altitudes. Altitudes de‐5 v, G' k5 L/ b6 c8 T/ v# ^8 S picted on approach charts which provide at least + D4 ~( L: ? B1,000 feet of obstacle clearance within a 25‐mile 1 T; `1 R9 }4 Jradius of the navigation facility upon which the 5 r/ E, }& W) m6 \8 W/ \% Y- xprocedure is predicated. Sectors depicted on% K$ p0 S. y& T approach charts must be at least 90 degrees in scope.4 Z2 d, S; G, h% F3 ?) b0 a These altitudes are for emergency use only and do not 3 k! D. F: x ^" Tnecessarily assure acceptable navigational signal/ S+ P8 c$ C, J+ k" M o coverage.3 Y3 E2 Q$ M- i3 @/ i, R (See ICAO term Minimum Sector Altitude.); k* _1 V& {& q+ \ 2. Emergency Safe Altitudes. Altitudes de‐ 0 X( `0 D( O6 [5 Y' `/ N) c, J; `picted on approach charts which provide at least/ Z6 U, |$ {$ z4 w1 y 1,000 feet of obstacle clearance in nonmountainous" |& ^% f# B; |1 p: p! K# A areas and 2,000 feet of obstacle clearance in( ]* I, S$ p! N3 H6 N/ w5 b9 [ designated mountainous areas within a 100‐mile& r, S) L2 {2 S ? _ radius of the navigation facility upon which the7 M0 |9 [# O' n# O. s6 R1 E9 S/ d+ }' o procedure is predicated and normally used only in2 O t: `9 Q, B" B: T military procedures. These altitudes are identified on! Z8 D8 B" `% `2 L- @( l published procedures as “Emergency Safe Alti‐9 `9 h( q4 }/ y& g; b: A tudes.” ' k0 o& U% m0 L. JMINIMUM SAFE ALTITUDE WARNING- A . w* T* J$ q) d7 b$ pfunction of the ARTS III computer that aids the; w! h; V( m: N9 H! e" \- } controller by alerting him/her when a tracked Mode% _7 s: i# z; C0 B1 B. A C equipped aircraft is below or is predicted by the 4 H0 W$ S# c8 T$ k- }computer to go below a predetermined minimum safe V' \4 X3 r0 d3 o* q- K7 y) {9 G altitude.+ {- H4 ?( I6 l7 n3 w (Refer to AIM.) / e$ L3 k: Z; H: x* mMINIMUM SECTOR ALTITUDE [ICAO]- The X/ |2 P7 S; Y, Flowest altitude which may be used under emergency % I& C. I5 `' K9 Econditions which will provide a minimum clearance # ?2 ^( i! a' J0 G2 F u( @, Tof 300 m (1,000 feet) above all obstacles located in3 D# }! n4 [) S$ @: g an area contained within a sector of a circle of 46 km ' N) W5 K+ L( i) {% L$ K1 a* [(25 NM) radius centered on a radio aid to navigation. $ G( ]2 a2 f; s9 m6 OMINIMUMS- Weather condition requirements # ~% D" N9 _7 \4 `8 ^established for a particular operation or type of # M. W: W- s0 n9 i4 a. i v8 D9 LPilot/Controller Glossary 2/14/08 & @% o2 n# e Q5 T/ Y$ RPCG M-5 0 U* V: Z( h. n+ f; w& K) ^9 }5 ?& qoperation; e.g., IFR takeoff or landing, alternate3 ~$ _. e; o( A3 Y; E- W# z) E) ~ airport for IFR flight plans, VFR flight, etc.5 B* |0 S& D9 P' S! V+ L9 T% W+ |: L (See IFR CONDITIONS.): D e: W7 i) e (See IFR TAKEOFF MINIMUMS AND5 |4 d a4 T b DEPARTURE PROCEDURES.). S8 x5 f6 q3 C; a& p" i. d (See LANDING MINIMUMS.) 1 @- r7 [' l8 {& T F' X(See VFR CONDITIONS.)) C- |# Q2 V. R: d0 C. ^ (Refer to 14 CFR Part 91.)1 `7 f4 A( q. y& x# r9 g6 E (Refer to AIM.) ( T+ ~) k4 l9 n$ GMINIMUM VECTORING ALTITUDE (MVA)-: _; v# b3 J' D6 H! [) f' n: a The lowest MSL altitude at which an IFR aircraft will" T' Y$ @. W) I) t2 [' Z4 M% \; l be vectored by a radar controller, except as otherwise * V1 z o- J3 z% K$ a" {5 Tauthorized for radar approaches, departures, and- P6 l: J4 e5 N) s5 h* S. ? missed approaches. The altitude meets IFR obstacle, }* K" R5 Q# Z, }! y n N8 M1 a. X clearance criteria. It may be lower than the published/ D3 ?8 v4 A; _' b MEA along an airway or J‐route segment. It may be 6 b% ]3 l0 c1 x8 Yutilized for radar vectoring only upon the controller's + G e; v/ x0 e2 t `determination that an adequate radar return is being 4 e2 o) n0 Y1 H4 z4 \" Q9 F& Z8 `- Ereceived from the aircraft being controlled. Charts7 m# u6 u& w. | depicting minimum vectoring altitudes are normally 5 c& v2 x0 r) |8 ~: g* k2 oavailable only to the controllers and not to pilots.: r: x- t1 b' u, a7 v9 z+ O (Refer to AIM.)9 s- w' Q4 s+ S0 }: q) _: m. T MINUTES‐IN‐TRAIL- A specified interval be‐* H9 j3 h9 a: C$ A# J5 I: h tween aircraft expressed in time. This method would H+ O' i* O6 u6 a& T) U# | more likely be utilized regardless of altitude. & K ~! ?: x2 g9 z; W- ~MIS(See METEOROLOGICAL IMPACT: g6 y3 _2 [% r& s" ? STATEMENT.)/ h0 L K; j0 `' I" ]: U# d! ?3 P MISSED APPROACH- 3 S. G& m3 S: ^; L8 ta. A maneuver conducted by a pilot when an5 \, x3 V: l) U) C# P instrument approach cannot be completed to a + N8 o- g! p, j+ O7 m: Flanding. The route of flight and altitude are shown on q1 H7 o( L1 Q: E0 ginstrument approach procedure charts. A pilot5 A4 s+ N2 s! G6 D$ z1 @ executing a missed approach prior to the Missed8 b6 J9 U K2 I Approach Point (MAP) must continue along the final * x" B' m- _, N4 H9 h5 i2 `approach to the MAP.: z8 E+ X' q8 i4 X% b+ E9 h8 O6 H b. A term used by the pilot to inform ATC that( w1 T1 N( T8 T9 J9 ~* b$ ? he/she is executing the missed approach.2 }3 V5 S. L+ D) |4 a c. At locations where ATC radar service is! B" O+ R( `. u8 [/ a2 r9 C( Y provided, the pilot should conform to radar vectors ; j7 R; C' @& d; d# N5 a# A6 qwhen provided by ATC in lieu of the published4 `, s% S+ H/ y missed approach procedure. 3 \4 B' C9 S0 n: v* N; l4 U/ S(See MISSED APPROACH POINT.). H6 @) v( K2 m% I; h# b (Refer to AIM.) : l) n$ _4 Z8 X! C' J; GMISSED APPROACH POINT- A point prescribed $ V- H# o0 s$ x7 y1 J1 }in each instrument approach procedure at which a ' ^% c/ B( s$ e6 B) smissed approach procedure shall be executed if the$ q4 t1 c/ x/ ?, u5 V8 J required visual reference does not exist. ' F: E/ L! V1 o(See MISSED APPROACH.)7 @& c$ [0 L( ~* b$ | (See SEGMENTS OF AN INSTRUMENT1 O- g) _9 B2 i APPROACH PROCEDURE.)2 [2 a5 o. a! P MISSED APPROACH PROCEDURE [ICAO]- The; ?. x) ]1 K; @& ^& } procedure to be followed if the approach cannot be ) F o/ L4 x, v$ }6 ?% z4 L( E+ }; y' ycontinued. 9 S6 K% s8 G0 j( `$ O1 K% iMISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT% q% A9 H9 m( o+ w, f2 _ APPROACH PROCEDURE.) N( x+ f+ c3 B$ E" c MLDI(See METER LIST DISPLAY INTERVAL.)) I( l3 A. X" Y: P MLS(See MICROWAVE LANDING SYSTEM.)3 A% V6 _+ v) h- ` h& b0 X MLS CATEGORIESa. MLS Category I. An MLS approach procedure 5 k* _) ^0 Z/ s4 Zwhich provides for an approach to a height above 2 ?' L7 J0 I, B m; ]5 ftouchdown of not less than 200 feet and a runway : P( K! _) x4 { \visual range of not less than 1,800 feet.) ~) a/ {7 [% H) O b. MLS Category II. Undefined until data gather‐ ( X* E6 R |3 I% x3 c- x; [ing/analysis completion. 5 f+ r' e, J5 ]+ `9 |/ g; Tc. MLS Category III. Undefined until data $ p" H7 B- m/ T5 T9 y) Pgathering/analysis completion. 2 g# p; S! F2 W+ WMM(See MIDDLE MARKER.) 1 y; r0 ^8 r/ o& M+ k6 E" ~MNPS(See MINIMUM NAVIGATION PERFORMANCE& i2 g c& U( Q6 E+ N+ Q SPECIFICATION.)- y9 k8 O' d3 _ MNPSA(See MINIMUM NAVIGATION PERFORMANCE-6 u4 q f( `/ E SPECIFICATION AIRSPACE.)# @* ~0 T+ Q& h- C' U& d) V MOA(See MILITARY OPERATIONS AREA.) , s) K) {, k- TMOCA(See MINIMUM OBSTRUCTION CLEARANCE% m0 R! I* _! D4 Z9 E6 Q, g ALTITUDE.) ! R. J0 Y( Q7 @& W4 i) x6 Q. p* mMODE- The letter or number assigned to a specific , x# Y2 M+ V1 b5 o) |. Zpulse spacing of radio signals transmitted or received # Q5 W; f4 u% S6 \! v+ j; W/ \$ D7 vby ground interrogator or airborne transponder& w; M+ Q) b- ^( D2 b h components of the Air Traffic Control Radar Beacon6 @( B( h5 C3 P7 a" Y Pilot/Controller Glossary 2/14/08 6 E7 T m9 ]. B* |PCG M-6 & q \0 k4 Y/ o7 V7 T! u ESystem (ATCRBS). Mode A (military Mode 3) and ( M! ^# d& J* x) rMode C (altitude reporting) are used in air traffic . I, u( A' L& m/ W+ d) X. G% ]control. / y" s/ K6 J9 @! p( r! Z(See INTERROGATOR.)8 |% X! h- x6 R+ h1 z! R: F (See RADAR.) : { M( H( G* X2 K; {! }(See TRANSPONDER.) 8 C3 T$ ?, ~$ E; d1 R(See ICAO term MODE.)* @7 D' ~, e2 b; H! _ (Refer to AIM.)) l6 L. C% p( T1 @3 C6 T( W MODE (SSR MODE) [ICAO]- The letter or number ! e3 E' O, o0 X4 n( h* n2 ~& B5 Wassigned to a specific pulse spacing of the 3 H; r6 p7 t4 g7 r( p& g4 Kinterrogation signals transmitted by an interrogator. 9 Y: g, `% t) P% ZThere are 4 modes, A, B, C and D specified in Annex 5 b0 o6 ~5 G- C2 B& n* ~8 k7 D10, corresponding to four different interrogation5 H$ q$ K+ ~1 B& k- m8 w& v pulse spacings.) \+ f. J- V& x6 k MODE C INTRUDER ALERT- A function of' ~, K! T( k6 k6 p& O& K certain air traffic control automated systems designed 0 |8 U+ s: F; a8 k+ l- rto alert radar controllers to existing or pending / _- X; ]% D* d" S7 V/ Tsituations between a tracked target (known IFR or 2 d, [ e- L7 R2 s: H, V o* PVFR aircraft) and an untracked target (unknown IFR( v4 Y+ R: j0 f1 s- J! a or VFR aircraft) that requires immediate attention/% X3 N% p& \# A/ a action.- M8 V) ^* ~7 F (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; z' t; p( T/ ~, A$ q" u: y+ z transfer) listen on a specific frequency and stand by 9 |( y' V% Q. i' z _5 g, a' s/ ofor instructions. Under normal circumstances do not ! i. ]$ }- g. p" K7 c: kestablish communications. 5 L- n7 j' f# L& w$ n9 s* ?MONITOR ALERT (MA)- A function of the ETMS , {) Q5 e$ l. K; V0 Dthat provides traffic management personnel with a 0 @) N) q4 k$ vtool for predicting potential capacity problems in0 L# _0 w: S5 q individual operational sectors. The MA is an - F7 T: o0 g8 I: {% s! Qindication that traffic management personnel need to 9 `5 h9 D' d2 K- c3 ?+ ^analyze a particular sector for actual activity and to 7 T. x. R& {) k' D' Z: Cdetermine the required action(s), if any, needed to & A, h/ z% g7 T, X2 Acontrol the demand., p4 m# M0 `9 m8 w' s- }7 O MONITOR ALERT PARAMETER (MAP)- The # [( v2 f. }6 {( [! f/ ^7 xnumber designated for use in monitor alert / ~" o; Y z1 V! sprocessing by the ETMS. The MAP is designated for* E' a1 B5 z8 p. C each operational sector for increments of 15 minutes.6 T7 W0 T) i; M% E MOSAIC/MULTI-SENSOR MODE- Accepts posi‐ / O' Y- \) A) z" z& a( S0 Ntional data from multiple radar or ADS-B sites.. P5 W. _ |/ H6 Z- {: C! A Targets are displayed from a single source within a ( `) T, P/ h) N0 cradar sort box according to the hierarchy of the. u% t, I, C! T3 q0 ? sources assigned.; i% V2 \- U. t6 Z6 A MOVEMENT AREA- The runways, taxiways, and, c5 t% T ]9 ~9 e4 J; Y; v: ~ other areas of an airport/heliport which are utilized 5 r. o% d* z4 zfor taxiing/hover taxiing, air taxiing, takeoff, and : p4 A& f+ z! n! v3 u5 B8 z# L6 Clanding of aircraft, exclusive of loading ramps and . q' {. y5 y/ [ b: Fparking areas. At those airports/heliports with a ! q. E* r) z% h4 R) htower, specific approval for entry onto the movement$ g5 p9 F; H( V6 {" h3 i, { area must be obtained from ATC.' K$ A3 H0 C2 B/ f E& U (See ICAO term MOVEMENT AREA.) : c1 t; Y+ _3 i: [5 {: nMOVEMENT AREA [ICAO]- That part of an; P( h5 n# k/ O aerodrome to be used for the takeoff, landing and 8 G( X+ P9 O5 E! F3 Q" ^" Jtaxiing of aircraft, consisting of the maneuvering area0 W9 @, m: @+ z and the apron(s).. t9 @9 k8 w- g6 ?+ ^- k2 P- j MOVING TARGET INDICATOR- An electronic : o2 F1 g- |: K3 z3 a& gdevice which will permit radar scope presentation 7 k, |( k" E K0 N. t& bonly from targets which are in motion. A partial 9 @9 Y* a+ t* Z- H+ ]) K! Dremedy for ground clutter. " \; U+ |9 C& C9 k; q/ |7 FMRA(See MINIMUM RECEPTION ALTITUDE.)+ P" ^1 Y/ b$ W MSA(See MINIMUM SAFE ALTITUDE.): O. g6 N0 |# z8 M1 E( E MSAW(See MINIMUM SAFE ALTITUDE WARNING.) # a4 Y- F8 F1 {7 ?0 L7 {9 e" lMTI(See MOVING TARGET INDICATOR.) " |; ?' E7 N" g$ C8 h, O4 B$ H bMTR(See MILITARY TRAINING ROUTES.) 9 y- M3 O+ E2 k% q1 Z* ?MULTICOM- A mobile service not open to public 4 I2 D: g" c* T* scorrespondence used to provide communications8 i! G3 w1 l4 R3 S( d5 O6 @ essential to conduct the activities being performed by 3 }) F* O8 M4 P8 ]- J X+ @: mor directed from private aircraft.. ^' a7 I1 h6 _ MULTIPLE RUNWAYS- The utilization of a0 t; R5 L( W8 C/ j2 {# Z4 x5 b3 r. E dedicated arrival runway(s) for departures and a * ]/ q: ]- v1 y8 y! i" |dedicated departure runway(s) for arrivals when ) |" z4 n/ y3 s2 Sfeasible to reduce delays and enhance capacity.# B8 z: [- Z5 e7 i' T MVA(See MINIMUM VECTORING ALTITUDE.)0 Z: ^% A2 ?7 F5 X4 O Pilot/Controller Glossary 2/14/08) W8 `" F% E8 H- V1 x/ u PCG N-14 n9 h2 X# b+ i0 o( i: m N ' W* [8 m9 k3 u- xNAS(See NATIONAL AIRSPACE SYSTEM.)/ _% C* E% E7 b$ f" U! |9 L NATIONAL AIRSPACE SYSTEM- The common% s3 W$ e5 |) ^+ G% e1 S network of U.S. airspace; air navigation facilities, 0 ]3 r( H" O+ A( d; B( q9 wequipment and services, airports or landing areas; 3 \: Q7 `7 D, V; Z5 {aeronautical charts, information and services; rules, 5 t5 Z9 x; ?+ E. @ M+ Yregulations and procedures, technical information, - Q1 y* `5 r! b4 [$ x/ f' P; aand manpower and material. Included are system % a; S' f& c9 |- _6 ]9 P) i& ccomponents shared jointly with the military. 9 p6 a2 }& g5 ^: Y7 C4 bNATIONAL BEACON CODE ALLOCATION: V0 u# O; t' w6 p$ Z3 U7 w7 w. _ PLAN AIRSPACE- Airspace over United States; O9 M7 r! h+ [8 Y' B territory located within the North American continent 5 J. x* m# ]% z- g; O& ybetween Canada and Mexico, including adjacent5 V- T. B) f8 B/ u1 }3 L9 |. a, b territorial waters outward to about boundaries of 1 U* q* h, X$ l8 O* y0 Qoceanic control areas (CTA)/Flight Information1 D' O) F# C7 L$ [' h Regions (FIR).6 f( e% @$ N' ]1 n0 t: V (See FLIGHT INFORMATION REGION.); _; I) [9 S5 J- B/ l# l. D6 ~ NATIONAL FLIGHT DATA CENTER- A facility in2 `6 ~2 i, { L% b Washington D.C., established by FAA to operate a 4 j3 c2 [. g5 }+ W: P/ rcentral aeronautical information service for the : o0 V$ _$ ]- P) N tcollection, validation, and dissemination of aeronau‐ - K& L' E- s, {$ z- d7 d# Q1 Ctical data in support of the activities of government, 3 R6 ^ s7 E+ W `industry, and the aviation community. The informa‐3 g7 w S; A6 G+ g- w. r) \& \" y0 d tion is published in the National Flight Data Digest. 9 a n6 y3 c5 M1 o) F9 ^(See NATIONAL FLIGHT DATA DIGEST.)# w. @ j ?2 ?: q! }! O. C: x NATIONAL FLIGHT DATA DIGEST- A daily5 j0 n4 q8 s6 V; O3 i) l% B# J (except weekends and Federal holidays) publication / ~- ~; U3 T4 A7 E/ q. }- zof flight information appropriate to aeronautical ; I& r; F' L+ ocharts, aeronautical publications, Notices to Airmen," s, }* l" U0 ?. D- D6 p or other media serving the purpose of providing' o Y7 K' n8 d8 R" x$ s" m* S- } operational flight data essential to safe and efficient ( q, c: L: J& {# P. p$ u$ Eaircraft operations.: m' X! f6 m) t+ O4 A NATIONAL SEARCH AND RESCUE PLAN- An+ H1 E% e, P( ~: v. z, L% V) ^5 B interagency agreement which provides for the ) p7 t, z; l9 ]/ H4 X( B: W- X) qeffective utilization of all available facilities in all7 A+ f) u! p, {; {1 b m$ y types of search and rescue missions./ D" @7 V! a2 b& D& F9 m& A% t NAVAID(See NAVIGATIONAL AID.) 7 J* j W- h/ T( ^NAVAID CLASSES- VOR, VORTAC, and TACAN 7 r! I5 H7 {3 l% Gaids are classed according to their operational use.3 d: E; ]( Z9 u The three classes of NAVAIDs are: " U4 r; Z% I) }: z' w: B5 f! G xa. T- Terminal. $ E) P0 g5 r$ {b. L- Low altitude. " W8 \3 m9 _- R9 P# vc. H- High altitude.) @2 ~# O! D6 L+ t, R Note:The normal service range for T, L, and H class8 F' e* v$ j. r5 @2 g/ }6 _, z aids is found in the AIM. Certain operational 4 W a9 i5 @% t. p# Z* ~ I: Vrequirements make it necessary to use some of 8 L( R' Z$ G4 ethese aids at greater service ranges than) m/ h; Y1 ~! `! x$ ?( Z( Z5 j specified. Extended range is made possible " y+ r7 }: } r0 O& h( x" j, Z8 @through flight inspection determinations. Some5 n7 ]/ Z; o' n2 C2 s$ x aids also have lesser service range due to location, ! S6 u! |: W3 G# Lterrain, frequency protection, etc. Restrictions to ! J% w5 P9 d7 W8 oservice range are listed in Airport/Facility& F+ z# Z; B: p Directory.+ T! w- a2 b1 K% l NAVIGABLE AIRSPACE- Airspace at and above ! ^! x/ f& C8 H/ Q3 ]: d: fthe minimum flight altitudes prescribed in the CFRs" D r* |& b4 c including airspace needed for safe takeoff and 3 D& P6 K! ?; j2 r Qlanding. - \5 \! B y1 X1 t2 F7 @: ^5 l1 s(Refer to 14 CFR Part 91.) . z! W2 h+ P) FNAVIGATION REFERENCE SYSTEM (NRS)- $ ~" j4 `# y+ D: i: m# BThe NRS is a system of waypoints developed for use- J$ y5 U( i, v& E) w4 i within the United States for flight planning and9 k3 ]( G2 \, f7 P. y5 _- O navigation without reference to ground based 9 R% n* e6 J3 ^1 _navigational aids. The NRS waypoints are located in , l+ s% G L$ {' W) J5 Ka grid pattern along defined latitude and longitude $ J: t# R) A& h. N2 y* G8 @lines. The initial use of the NRS will be in the high 9 ], l# s# q# x/ _+ Baltitude environment in conjunction with the High0 ~! c1 V) s% C a% S$ {! D Altitude Redesign initiative. The NRS waypoints are 9 m; N( q8 J* Q. E, f ~4 rintended for use by aircraft capable of point-to-point. b. [6 \4 \8 G navigation. 3 ~! m& B8 O9 b: pNAVIGATIONAL AID- Any visual or electronic" C( R/ |( C4 X- R7 Q6 l device airborne or on the surface which provides ( v3 @0 K1 d3 U+ Q. ~( ?5 jpoint‐to‐point guidance information or position data" L* }; T1 q# c8 Z to aircraft in flight.3 n1 |# j ~3 b5 F (See AIR NAVIGATION FACILITY.); l' X; V) l% {4 @0 |7 H NBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION : d. h' g# R9 {% V/ E) tPLAN AIRSPACE.) 7 D2 I4 Q# |5 [# i* TNDB(See NONDIRECTIONAL BEACON.)4 H" W1 J* _8 I" q3 k NEGATIVE- “No,” or “permission not granted,” or $ J- O# Z9 X0 g- l“that is not correct.”% {& |3 i. Y! e7 Y9 X NEGATIVE CONTACT- Used by pilots to inform 3 z, I3 A4 X1 yATC that:4 j' N$ }( ~' g* @& H a. reviously issued traffic is not in sight. It may! A) N6 A5 I4 L9 Q& j be followed by the pilot's request for the controller to 1 x1 T: H* A; ^) D) Y4 b: y) qprovide assistance in avoiding the traffic. 8 p% ?2 B$ ^1 m. W# ]b. They were unable to contact ATC on a 6 H6 o1 j- ^ t: p9 S# Mparticular frequency. - M$ z! Q$ X! {4 f, A0 M1 d. qPilot/Controller Glossary 2/14/088 p7 ?. j, @0 z" ?% n7 E1 ~& T& d PCG N-2) ^0 i" N, T0 j3 w) K NFDC(See NATIONAL FLIGHT DATA CENTER.) ; P- p% j. q2 u- ]7 L7 \NFDD(See NATIONAL FLIGHT DATA DIGEST.)( w" J$ i0 K3 ^+ L# |& T0 W% L+ t" h NIGHT- The time between the end of evening civil 9 _! ^# }) P; ctwilight and the beginning of morning civil twilight, : i4 }9 E. L0 ]! T5 vas published in the American Air Almanac, converted- Z. \7 b' S3 l0 ]1 _. ~. `. N f2 Z to local time.8 L: r; x2 i }* C3 E (See ICAO term NIGHT.) / Z4 j5 a9 J# z$ SNIGHT [ICAO]- The hours between the end of3 y+ ^; [4 v! S- p evening civil twilight and the beginning of morning $ Y. y8 t& T# f8 I' F$ J$ ocivil twilight or such other period between sunset and7 ?5 D3 {+ c @& R# b3 t sunrise as may be specified by the appropriate 8 P9 p" ~9 d7 r7 c9 y' |- |( K& bauthority., i5 W- a9 i' l" m: y Note:Civil twilight ends in the evening when the- o& m" z F" m& z5 y E center of the sun's disk is 6 degrees below the4 Q( m: a( y& n$ P: b( a: t* y$ v horizon and begins in the morning when the center ' i- {, G3 V9 G0 G8 ~( J- E6 r& Vof the sun's disk is 6 degrees below the horizon.! m, J, p) H2 M1 B# W NO GYRO APPROACH- A radar approach/vector) b. o( o8 e1 c: L0 K; S6 m: X8 y# m provided in case of a malfunctioning gyro‐compass1 l. s1 |8 ~# t& j7 x* K3 N or directional gyro. Instead of providing the pilot J8 `& r1 \5 F with headings to be flown, the controller observes the 3 Z9 S2 M, T9 r, Eradar track and issues control instructions “turn& s- S" ]+ y$ U- v right/left” or “stop turn” as appropriate. ! [& L# a `' [% ~(Refer to AIM.): z3 v- s3 d/ R0 |% a, L% E NO GYRO VECTOR(See NO GYRO APPROACH.)3 m% X+ V) x9 ^, Q: p" L/ [# y NO TRANSGRESSION ZONE (NTZ)- The NTZ is + i6 e; }+ Z! {! n/ x2 |a 2,000 foot wide zone, located equidistant between 0 m0 j9 V0 _- ~ k- \) Hparallel runway final approach courses in which. p4 P, I/ A4 K3 m. F flight is not allowed. / j/ ?, Q- x0 J4 |: wNONAPPROACH CONTROL TOWER- Author‐ ' q% w% m* O. z1 s7 hizes aircraft to land or takeoff at the airport controlled5 f6 |) B/ } }, D$ Q by the tower or to transit the Class D airspace. The ( e7 N; E4 m/ K7 j# T; Cprimary function of a nonapproach control tower is , y8 Y) L1 I8 v) ~9 Q. k" Qthe sequencing of aircraft in the traffic pattern and on: t* E. C/ o) h; x/ ?+ _ the landing area. Nonapproach control towers also" U& V! A$ X3 U h" f# v+ I separate aircraft operating under instrument flight . H7 {) v+ ~5 Hrules clearances from approach controls and centers. 4 N+ r3 ?0 E+ t5 IThey provide ground control services to aircraft,- T" a" k% n4 |7 W9 G! ? vehicles, personnel, and equipment on the airport/ y4 Q' ]- e/ q2 q3 |2 O- T movement area. % A" m, O$ X7 UNONCOMMON ROUTE/PORTION- That segment 0 ]: ~8 J9 D" i' V+ x `of a North American Route between the inland; i4 f0 p6 x3 Q8 X$ E3 {* l navigation facility and a designated North American . p* `2 }" K1 w* K) N4 t5 ]terminal. ; r; Q0 u' b" g0 C) g: I CNONCOMPOSITE SEPARATION- Separation in ( J5 m: Z" s# k$ raccordance with minima other than the composite 8 ~" b m, z% D U$ w- Yseparation minimum specified for the area con‐ * m/ V+ T6 q/ E* t/ ^cerned. % G( Y! v. T; V; u# {& jNONDIRECTIONAL BEACON- An L/MF or UHF# e. s! H" Y8 F* x radio beacon transmitting nondirectional signals! p' }. o8 O) R4 s$ Q whereby the pilot of an aircraft equipped with 4 M9 I2 g7 l4 Mdirection finding equipment can determine his/her & [3 ~ Q6 u6 D" o Lbearing to or from the radio beacon and “home” on or & E0 L1 w9 X4 y# mtrack to or from the station. When the radio beacon is + I3 R/ [1 D. C I Tinstalled in conjunction with the Instrument Landing 0 M& F4 a6 w) ~1 ^8 G9 w: p4 xSystem marker, it is normally called a Compass 6 v0 S! l G' t0 _Locator.* c# p$ f3 Y+ ^; @; E2 _ (See AUTOMATIC DIRECTION FINDER.)- h3 [7 S1 a. |1 f3 [; @( Q2 V9 g (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, 2025-6-14 02:01 , Processed in 0.078005 second(s), 9 queries .

Powered by Discuz! X2

© 2001-2011 MinHang.CC.

回顶部