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‐ F9 K- Q' H [; v4 Eing aircraft in a composite route system where, by" T5 \* r- l1 }; O& ? management of route and altitude assignments, a ! y" f" s& u* s( ~3 q4 h: |combination of half the lateral minimum specified for( r( t! v5 G- r the area concerned and half the vertical minimum is2 Q+ R( Q e+ y V, }& u applied.! L2 G. x4 H# M) I COMPULSORY REPORTING POINTS- Reporting* h& h" }% e9 W# b x points which must be reported to ATC. They are& t. H5 ~' |; Q& i- k designated on aeronautical charts by solid triangles or ' H& F7 K8 I( z, E* Y1 S+ K6 x4 |filed in a flight plan as fixes selected to define direct; B, B3 F; h) Y, w. W routes. These points are geographical locations; T z- }' j7 ^. y" L" Q$ k. y which are defined by navigation aids/fixes. Pilots . a) ]2 k# N, `$ `7 G hshould discontinue position reporting over compul‐ 1 q5 \) e5 Z6 X t# Y9 e$ u& ysory reporting points when informed by ATC that 9 J- m% O5 ~4 I7 rtheir aircraft is in “radar contact.”" F3 ]' s4 a# G Q CONFLICT ALERT- A function of certain air traffic 9 {9 y! \& m* p A5 N, \control automated systems designed to alert radar 3 @5 H; a/ l8 m$ X9 h- }controllers to existing or pending situations between2 A- w: {* s' J4 j. k+ k tracked targets (known IFR or VFR aircraft) that , \2 O: A( r& V/ P1 n4 E7 s& srequire his/her immediate attention/action. , }" y2 u1 r# R4 S% m* L(See MODE C INTRUDER ALERT.) ' k' A$ U' I H% S* R% i4 [CONFLICT RESOLUTION- The resolution of : q3 l, s6 L) v% gpotential conflictions between aircraft that are radar 3 e! A' _' Q: h% H% D. J- }( T% f) xidentified and in communication with ATC by 0 ] g; t3 R% D' pensuring that radar targets do not touch. Pertinent 0 S, U( f' |+ m5 U+ @. y- Ftraffic advisories shall be issued when this procedure 3 F- g, a3 C1 u4 k( J9 }3 D. a1 c0 Iis applied.3 r* m4 k& ?! e Note:This procedure shall not be provided utilizing* S4 |+ z1 q9 W: i9 P* J- l- {4 p mosaic radar systems.* [3 R9 l: @) M CONFORMANCE- The condition established when # i0 E; K; t6 ~& U9 N( Oan aircraft's actual position is within the conformance * y0 ?% E, p& g- Aregion constructed around that aircraft at its position,, v) G* U: X: ?/ z according to the trajectory associated with the ' H4 Z# {& u; D/ G7 x* gaircraft's Current Plan.4 ?/ X" c' H9 V CONFORMANCE REGION- A volume, bounded 9 {. n9 r/ Q: T Platerally, vertically, and longitudinally, within which 6 L. `$ A3 p5 \) P, M4 f+ man aircraft must be at a given time in order to be in- J% n& d/ {9 e- \ W conformance with the Current Plan Trajectory for that7 j5 m$ F- W Q% z5 \ aircraft. At a given time, the conformance region is5 Z! @+ E+ k* p' r) t; p9 c, P& d determined by the simultaneous application of the1 R/ U; Y: D9 b) l( P# D+ y+ K9 O p lateral, vertical, and longitudinal conformance 4 @' C/ T+ Y( d. n% y/ N7 tbounds for the aircraft at the position defined by time + n3 u5 N7 ~3 {- P. `and aircraft's trajectory. + O. H( ]# Z8 Z1 `CONSOLAN- A low frequency, long‐distance 6 n5 C$ T2 }0 }' RNAVAID used principally for transoceanic naviga‐3 s7 N) X, e i- F tions.; Y2 h' R7 e* }+ z1 u CONTACTa. Establish communication with (followed by the - s/ q( z/ T3 Y0 I. q3 J5 Ename of the facility and, if appropriate, the frequency 7 k- }, A) j8 W8 K4 h. zto be used).' ]% u! E2 X. \$ J% ~ b. A flight condition wherein the pilot ascertains! W9 m7 A5 X) p- C; g8 N4 D8 F the attitude of his/her aircraft and navigates by visual0 G; m9 n& G$ T; B C, Q* h% } reference to the surface.& ]" B* G5 q3 I. o6 f( I' ^2 O (See CONTACT APPROACH.) : \) n, J9 H+ L5 W(See RADAR CONTACT.) 3 i1 R4 E2 S9 k! u z! ^CONTACT APPROACH- An approach wherein an. z3 w Y( n1 U$ Y; ^. Y/ I/ I aircraft on an IFR flight plan, having an air traffic # v( h6 b6 e9 x8 w/ E0 econtrol authorization, operating clear of clouds with8 b6 p3 |( @2 O at least 1 mile flight visibility and a reasonable+ g0 f/ ^) y7 M) k7 q expectation of continuing to the destination airport in 8 ~# g, }4 O% t3 n; e. N) K$ A; tthose conditions, may deviate from the instrument/ @7 O5 M: Z S* Q. F+ S- U approach procedure and proceed to the destination3 y0 u4 W7 `1 L# {5 E- n airport by visual reference to the surface. This. x6 T* V* S( q approach will only be authorized when requested by3 C/ R1 g3 G4 G) i the pilot and the reported ground visibility at the % W) k2 f0 G! C, g/ C4 c: \destination airport is at least 1 statute mile." s8 ]2 Z+ [) o (Refer to AIM.) ; `8 X: b2 v l" h+ Y7 ?CONTAMINATED RUNWAY- A runway is - M# p2 _4 [# Z. A$ k( X- u6 {& B% oconsidered contaminated whenever standing water,/ D8 r' O( J2 r6 o ice, snow, slush, frost in any form, heavy rubber, or 3 \. z& o0 `9 b& yother substances are present. A runway is contami‐ , |5 P D# r6 Snated with respect to rubber deposits or other6 q- f, ~/ |) m/ n* A; P& o9 x0 N; x, f friction‐degrading substances when the average - b% y, W/ W( N& [& F4 H+ ~/ A3 Xfriction value for any 500‐foot segment of the runway - a9 ~' l! M- |* h0 u7 B+ ]! Owithin the ALD fails below the recommended/ `# H( Q Z+ m) b9 Y! `, G minimum friction level and the average friction value/ g1 Z) T( s( W# b- K in the adjacent 500‐foot segments falls below the9 N0 B7 F3 ?" B) U+ n# E2 @ maintenance planning friction level.) Z' a: `+ I- d E! s CONTERMINOUS U.S.- The 48 adjoining States, H) @: E( Y9 D9 H6 P and the District of Columbia. $ y- A6 h J4 k! APilot/Controller Glossary 2/14/08 / J) W0 X7 j0 O- F1 ?, d2 ePCG C-6- j3 E) o" Z$ v) O" h# R0 x! H CONTINENTAL UNITED STATES- The 49 States P! | X# P4 K: w! B$ C9 W located on the continent of North America and the 0 v/ v% j; I- a# Z" yDistrict of Columbia. ! i' X' n6 u# z4 r$ i8 {( vCONTINUE- When used as a control instruction1 i- N( F+ B3 p7 E+ ^& z0 r should be followed by another word or words! m1 }4 v5 \& D: F; C; v clarifying what is expected of the pilot. Example: % p% w& ?& T8 j' ] D+ y! m! S0 h“continue taxi,” “continue descent,” “continue6 [; V& Y9 A3 x! J; J inbound,” etc. 3 u! Y: x" t8 o2 jCONTROL AREA [ICAO]- A controlled airspace ^- y* H4 ]" H4 N: | extending upwards from a specified limit above the) t4 [. r% H5 E: l/ O& X, B earth. - |9 t* D: L: x) u. ?CONTROL SECTOR- An airspace area of defined 9 h- W- R- B3 thorizontal and vertical dimensions for which a 6 r8 P0 V' o" y, T, Xcontroller or group of controllers has air traffic 0 g$ ]5 f- B' T: j; r7 p$ \control responsibility, normally within an air route# U8 C' O7 ?7 Q traffic control center or an approach control facility.6 w! k: Y8 D3 c a9 b9 u Sectors are established based on predominant traffic 6 h4 r) T; E. G7 D2 [* U Tflows, altitude strata, and controller workload. * t+ v. y$ x. EPilot‐communications during operations within a - \4 j, \) n1 Osector are normally maintained on discrete frequen‐ ; |: A* v3 N# S! S) icies assigned to the sector.) r0 }1 y) w2 ^9 Y& T (See DISCRETE FREQUENCY.)! V& \5 w; w" E$ r0 U$ ^* { CONTROL SLASH- A radar beacon slash repre‐) V' {2 Z0 z8 m0 p7 \5 k% \9 b senting the actual position of the associated aircraft. ; s6 o9 K/ A# N$ e+ ~/ F% sNormally, the control slash is the one closest to the " e7 e. F* Y8 |+ X. @interrogating radar beacon site. When ARTCC radar 7 I3 }2 ^, U3 Uis operating in narrowband (digitized) mode, the) H" n, r9 z* \# S9 u control slash is converted to a target symbol. 9 P0 X0 M! M x( ]. o' LCONTROLLED AIR SPACE- An airspace of, `, i# A2 r1 y Z/ C, R defined dimensions within which air traffic control9 ]6 G( W: w5 q5 e# G3 J9 C5 i4 y service is provided to IFR flights and to VFR flights + u* ?: z0 W! B: r3 M* _/ _in accordance with the airspace classification., N1 A, i# b: s! x7 y7 c a. Controlled airspace is a generic term that covers H& `3 n. e2 W V3 z+ H Class A, Class B, Class C, Class D, and Class E $ T+ l& Y, m, sairspace. % G# x- C5 V' p5 D3 S1 Rb. Controlled airspace is also that airspace within7 D1 r" `4 C v% H. n8 j which all aircraft operators are subject to certain pilot : }9 V7 _* W$ q. x% V6 Gqualifications, operating rules, and equipment0 {5 y2 ]5 R, ?4 \0 V. _ requirem ents in 14 CFR Part 91 (for specific: Z" M n! ]% }3 I: u0 v) q( r. F operating requirements, please refer to 14 CFR + y# Y. ]8 f* h2 B/ YPart 91). For IFR operations in any class of controlled! I1 c8 j1 V% o$ L7 K& V$ l, n airspace, a pilot must file an IFR flight plan and9 p6 x; m9 N1 X# e% V" X% } receive an appropriate ATC clearance. Each Class B, " y* r$ N/ l1 l4 NClass C, and Class D airspace area designated for an * f" X/ @( m/ {+ q/ r8 C8 oairport contains at least one primary airport around+ y6 |+ \8 ^ ^# o8 v; Q! r- K which the airspace is designated (for specific - s( l G5 B" Q5 v& adesignations and descriptions of the airspace classes,, B( | z1 v; J please refer to 14 CFR Part 71).2 X5 p" T6 m, K$ N: j: e6 R" U c. Controlled airspace in the United States is ! m5 I! i/ l) W/ zdesignated as follows:2 G! A( I/ \. ~4 ^0 @ 1. CLASS A- Generally, that airspace from ' z: Z4 x, A2 `/ v9 d18,000 feet MSL up to and including FL 600,8 K+ I0 P. w1 I M# P including the airspace overlying the waters within 12 6 Q4 _$ j. x# |7 @+ d ]+ v% {6 anautical miles of the coast of the 48 contiguous States 2 X: x1 z! j j4 [) e4 ^and Alaska. Unless otherwise authorized, all persons / ]! c+ O# X% V. ?+ P0 x. k/ Tmust operate their aircraft under IFR. # F( V) p; M0 k; z; ]) I' s0 R2. CLASS B- Generally, that airspace from the 8 V5 h9 k0 e7 @1 Nsurface to 10,000 feet MSL surrounding the nation's # L& _( u! W/ w9 ubusiest airports in terms of airport operations or& @! S# P' N9 f" e passenger enplanements. The configuration of each5 Q. z& ]$ s- m& Z Class B airspace area is individually tailored and/ v4 I8 }- e- A- E# D8 I; o consists of a surface area and two or more layers W# Y' V% z7 o: `" z) o' a(some Class B airspaces areas resemble upside‐down2 ?6 D# Q1 [( B3 w9 _: b wedding cakes), and is designed to contain all4 F) {, n, N( Z L0 i, p published instrument procedures once an aircraft ; K1 k* W) Y, z5 v; c: \7 ~/ Q4 }enters the airspace. An ATC clearance is required for" H6 w& z" w' @, Y/ h R all aircraft to operate in the area, and all aircraft that ! G+ J6 @7 |. _, \5 w Nare so cleared receive separation services within the/ n/ ^' Y, q; z# z airspace. The cloud clearance requirement for VFR 9 ?! P" ?6 ]7 }" Eoperations is “clear of clouds.” 0 e8 M+ y9 \+ P& W9 Z5 B8 P3. CLASS C- Generally, that airspace from the: x# `: H3 _& [: ? surface to 4,000 feet above the airport elevation 6 m( h, h% f! P y(charted in MSL) surrounding those airports that a; p; ~# f' W, B have an operational control tower, are serviced by a. }) Z' b5 i$ s k; D2 O$ Z radar approach control, and that have a certain 8 H. }# C7 C% \, K( t3 Y. D0 mnumber of IFR operations or passenger enplane‐' i9 n* [4 o$ y5 k; ~0 D ments. Although the configuration of each Class C9 f9 Z9 {* {4 j5 @: M( t% Z4 u area is individually tailored, the airspace usually+ Q5 R$ m( T& J3 R/ K consists of a surface area with a 5 nautical mile (NM) / o n: p" ?1 Qradius, a circle with a 10NM radius that extends no , m) v. ^& B3 ?' M, E3 xlower than 1,200 feet up to 4,000 feet above the. n, ~$ u0 j9 `4 m4 f* I* D; C airport elevation and an outer area that is not charted.: ]0 ~, u* t1 }7 v* ]$ l* p Each person must establish two‐way radio commu‐ 9 d% \- m! B" z' r8 \+ ^! Gnications with the ATC facility providing air traffic' e4 \- N. d& ]* W+ U services prior to entering the airspace and thereafter# d6 N$ }) t. M* ]6 o maintain those communications while within the- v4 s a* M) o3 T* e9 P( z7 e, O airspace. VFR aircraft are only separated from IFR. H/ D! e0 C T/ ^. v1 _% c aircraft within the airspace. - R' D& B' X) ?% Z9 T9 V7 f(See OUTER AREA.): x7 F2 M' A2 {+ K 4. CLASS D- Generally, that airspace from the / d& t6 Y. B J) C) Dsurface to 2,500 feet above the airport elevation & X1 o0 x& s) W* [(charted in MSL) surrounding those airports that0 t- P' |, i/ S: ?2 ^8 @7 k have an operational control tower. The configuration$ n& K. l2 j* G; k of each Class D airspace area is individually tailored! X* d% e, P& M. g6 B9 F* d and when instrument procedures are published, the # g+ x1 y9 @1 Hairspace will normally be designed to contain the $ m+ H* I/ E% @# }: W4 Wprocedures. Arrival extensions for instrument ) q; }; y/ X7 v7 U- o- xapproach procedures may be Class D or Class E : @" k0 E' k" {1 ^% fPilot/Controller Glossary 2/14/085 }* f' G. S/ F' D b" p PCG C-7 . G% U; {; ?6 n( N2 t5 ]3 Qairspace. Unless otherwise authorized, each person ' X7 G% g7 x# }# ]: rmust establish two‐way radio communications with ; O% w- I$ _: i: N. L0 i! n6 h- Mthe ATC facility providing air traffic services prior to( U/ Y2 U9 E7 c- k( N* {# n entering the airspace and thereafter maintain those 5 K% W, P; M- v E1 u. g' Zcommunications while in the airspace. No separation ) |7 X9 h4 f" e0 Mservices are provided to VFR aircraft./ [- a8 o n4 t4 N7 @% \- I, B 5. CLASS E- Generally, if the airspace is not& p* F9 }. G$ L, e/ p$ Q) f6 N Class A, Class B, Class C, or Class D, and it is ; l* @/ _7 X$ d# j) N8 zcontrolled airspace, it is Class E airspace. Class E- M0 a* U0 j; ~: k airspace extends upward from either the surface or a + c( Z a% S2 l8 V2 Y( |0 v9 w9 w# Tdesignated altitude to the overlying or adjacent # a' P/ }3 s. ?' t; I/ ?controlled airspace. When designated as a surface3 U* }! q9 A, A1 d+ i$ Z6 m area, the airspace will be configured to contain all ) m: N k" p( T* b# [/ d3 \8 Tinstrument procedures. Also in this class are Federal , e4 o1 A4 u- c1 _& o: nairways, airspace beginning at either 700 or 1,200/ E( R# u9 B# l: ?4 ] feet AGL used to transition to/from the terminal or en 7 `* h6 w6 {7 |: q0 |0 ?' l5 Oroute environment, en route domestic, and offshore # w8 H2 c; k2 h; jairspace areas designated below 18,000 feet MSL.' @. X' ~# a) c8 l) a Unless designated at a lower altitude, Class E& D6 v: }( {" u+ ?; @& W airspace begins at 14,500 MSL over the United 1 ^ j, N0 k/ B. Q* VStates, including that airspace overlying the waters . N* F" r5 o. }# B1 owithin 12 nautical miles of the coast of the 48" \$ r& P3 i2 p6 c! L contiguous States and Alaska, up to, but not ( K2 z# V# o, j. ]including 18,000 feet MSL, and the airspace above + P5 `; w/ y9 F6 SFL 600. . k- @, |2 @6 R- \' Y1 s; FCONTROLLED AIRSPACE [ICAO]- An airspace* [9 \) [. {$ W" N$ F+ Y. q! A4 h# C7 I of defined dimensions within which air traffic control ; R' i. w6 p& c2 V' G9 Rservice is provided to IFR flights and to VFR flights% d# p9 `5 X7 z! C6 ?0 C1 f' q2 C in accordance with the airspace classification.2 V* L1 ]9 i, {0 K( d" R C Note:Controlled airspace is a generic term which : l/ |9 V' g4 Ncovers ATS airspace Classes A, B, C, D, and E.0 w0 q; Q9 d8 D' Q; U CONTROLLED TIME OF ARRIVAL- Arrival time ( N+ W/ I. O) y/ n! \9 _6 j9 ?' P: t5 Jassigned during a Traffic Management Program. This5 e/ H8 Z6 ?5 k( m" b. Y time may be modified due to adjustments or user" A( I5 |$ n# J! E: Z+ E3 g5 X7 z# ] options. 8 ~( i% n2 h7 Y ?CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)& `2 X. O* V1 y2 A- A: J CONTROLLER [ICAO]- A person authorized to 9 A6 H O. a9 a$ d; f* I: Uprovide air traffic control services.6 w9 g) M: M% L6 [ CONTROLLER PILOT DATA LINK COMMU‐ , h& S- H& B; }" v! BNICATIONS (CPDLC)- A two-way digital very - B/ o) s8 Q! f+ y% E% |high frequency (VHF) air/ground communications ! t( R# d9 ^! v1 B6 \2 gsystem that conveys textual air traffic control- M+ z @: L& D! x. r* v messages between controllers and pilots.5 n' O1 ^7 b, Z% R# {# D7 v CONVECTIVE SIGMET- A weather advisory 5 V% H9 g6 U; f/ Iconcerning convective weather significant to the 6 b; B0 v9 _* F; x- y0 csafety of all aircraft. Convective SIGMETs are issued 5 D8 \) W: j9 a& k1 X! L: qfor tornadoes, lines of thunderstorms, embedded 4 S% W! [+ s9 W* @$ |: Y" @7 athunderstorms of any intensity level, areas of 5 w3 U3 d( w- b7 d* {8 G [thunderstorms greater than or equal to VIP level 4) @$ _" {# F: T5 V9 Q: K* p7 d with an area coverage of 4 8 i' T+ W7 `+ Y3 A& @/10 (40%) or more, and hail* G7 Q l {8 P 3 s5 _& n2 ~( b2 M4 K- o2 Q: J# `' l /4 inch or greater. 2 h, v; t6 [! W& l+ ^(See AIRMET.) 8 n- `4 V0 y7 r4 g1 P(See AWW.)% ?0 e. c* f- L& Z: w2 C2 t$ z6 `! Z (See CWA.)% H, X, P w- ~8 { (See SIGMET.)4 b. p) R! N) [; y h* {) b$ G9 e (Refer to AIM.) 8 \/ I8 _0 Y% Q- e0 E9 bCONVECTIVE SIGNIFICANT METEOROLOG‐ ; q2 H* @" o. K$ m6 sICAL INFORMATION(See CONVECTIVE SIGMET.)/ ^ y$ j5 _5 K9 r8 C! ` COORDINATES- The intersection of lines of+ W& \8 S' c& I- _, @, Z0 B reference, usually expressed in degrees/minutes/ 1 p8 |$ s4 D) M/ ?seconds of latitude and longitude, used to determine # S; t+ F# B0 T& \position or location. $ \/ L8 ?! y% \COORDINATION FIX- The fix in relation to which5 y* q# `7 Q) Y" C4 w facilities will handoff, transfer control of an aircraft, + X' ~' c+ d# r" B: y- s5 oor coordinate flight progress data. For terminal0 [ b: Q& m3 m facilities, it may also serve as a clearance for arriving- k6 G( B: x; m$ D1 A aircraft. ; A6 |* {4 f& N* w, ?: BCOPTER(See HELICOPTER.)6 b# b0 W) P$ \) a& \+ P; V+ j CORRECTION- An error has been made in the ' v3 f" A- P6 [: T5 Y$ rtransmission and the correct version follows. 6 G7 `7 K* T0 dCOUPLED APPROACH- A coupled approach is an 2 j2 D/ g; k5 [4 E7 R0 o" dinstrument approach performed by the aircraft % K' r* V! C, n0 J1 P* Iautopilot which is receiving position information ; L" r; [! C" \& u0 [2 L. w! Qand/or steering commands from onboard navigation2 _" w7 l- a9 F- F( O' u& I9 h. S4 W equipment. In general, coupled nonprecision ap‐) o4 i" a9 |8 S, `' A. l9 d$ d proaches must be discontinued and flown manually 2 s' s2 T! d3 ?# D6 gat altitudes lower than 50 feet below the minimum ' X6 `' n( U6 Idescent altitude, and coupled precision approaches 8 N) |8 V" J6 N7 c7 Bmust be flown manually below 50 feet AGL.: Z R3 e' w" M. X Note:Coupled and autoland approaches are flown$ H- f/ ^: ?6 u- e+ H8 X in VFR and IFR. It is common for carriers to require3 S! G6 ~$ x8 c1 O3 N+ V5 c their crews to fly coupled approaches and autoland / v" C9 V- W* w; m" kapproaches (if certified) when the weather * m5 t$ T% _7 S4 R: p! T3 k8 \conditions are less than approximately 4,000 RVR.1 L& m/ l. d. j% ]3 p) s. P8 c (See AUTOLAND APPROACH.) 9 E4 u7 d2 P! _; I: SCOURSEa. The intended direction of flight in the horizontal! r( [. d! y* L plane measured in degrees from north. . L4 f- {& d: Q& S. ~b. The ILS localizer signal pattern usually 7 h1 G9 ~: e8 Z. h# m3 ^$ Dspecified as the front course or the back course. . ~0 _1 A: a9 y6 tPilot/Controller Glossary 2/14/08 ! P( |; y; y- \3 n6 \" Z; b3 OPCG C-8 $ R5 W+ j7 s! t+ y$ S) |, Gc. The intended track along a straight, curved, or k, g g2 U F2 qsegmented MLS path. / P; E, }1 w2 F7 _( C6 E7 c/ O; d6 N. g(See BEARING.) L& T) Z8 l$ E2 J (See INSTRUMENT LANDING SYSTEM.) / b3 a& ?' L4 j% @8 C" Q( P/ V `(See MICROWAVE LANDING SYSTEM.) # t2 l/ {& R( [* ](See RADIAL.)2 n7 N' r4 S' S9 }! u, ]. T9 m CPDLC(See CONTROLLER PILOT DATA LINK 4 z" G( ^0 R- r6 a3 nCOMMUNICATIONS.)- {2 u# K; \' S Q1 U4 y n! J1 T CPL [ICAO]-/ s6 {, I/ Z1 c+ F (See ICAO term CURRENT FLIGHT PLAN.): }$ e8 \& e; T; J3 Z& z CRITICAL ENGINE- The engine which, upon6 S& f* L6 `( s/ F9 o4 E failure, would most adversely affect the performance3 {0 ~) h# r1 y& m* m+ _ or handling qualities of an aircraft.5 _8 H+ U; ~! R! F CROSS (FIX) AT (ALTITUDE)- Used by ATC . d# e9 L9 i- i- K( e; y! ~5 f" K( M) uwhen a specific altitude restriction at a specified fix5 Y. v9 z9 a% v2 k is required.8 U& s# N8 X( k4 B CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used 0 U, H, |# j9 ]& P# z, ?3 o3 lby ATC when an altitude restriction at a specified fix- }# H1 B$ N! D7 x J$ [" I is required. It does not prohibit the aircraft from 1 z7 k @- y. O o/ @ Kcrossing the fix at a higher altitude than specified; 3 k8 Z; o+ P9 |* H' t4 ihowever, the higher altitude may not be one that will 0 U( o M G8 vviolate a succeeding altitude restriction or altitude" N. K9 s8 S1 ~ P7 L7 `! o assignment. 5 o9 ]8 e1 R3 N(See ALTITUDE RESTRICTION.) q. F( R( v9 W, [3 c (Refer to AIM.) ) X3 i3 n$ z7 w7 gCROSS (FIX) AT OR BELOW (ALTITUDE)-5 O, }! u ?/ q0 T& ?: | Used by ATC when a maximum crossing altitude at . \6 g2 P" E F$ w2 E& s$ Aa specific fix is required. It does not prohibit the " E) ^( u2 b/ u7 E( `aircraft from crossing the fix at a lower altitude;- O6 w2 ?# e' T) q# }8 Q2 [ however, it must be at or above the minimum IFR( j5 B$ z+ w+ r7 ^/ z$ v altitude. + H2 k3 I& t5 f& g! k(See ALTITUDE RESTRICTION.) 8 m9 L: @" S m. [+ R; E# v(See MINIMUM IFR ALTITUDES.) 2 n# v% ^: J9 d: i! h$ Y. H+ C, P(Refer to 14 CFR Part 91.) # p3 M) {9 z2 ?+ fCROSSWINDa. When used concerning the traffic pattern, the 9 x" u5 q4 m# Hword means “crosswind leg.”2 ~4 S0 h' \- N5 w3 ~ (See TRAFFIC PATTERN.) " A: Q3 {# t3 p j/ @6 S" I( }b. When used concerning wind conditions, the9 _' v/ ~- ?# \, N( V4 q word means a wind not parallel to the runway or the ! ]/ S' Q2 b$ [& gpath of an aircraft. ) R7 z; }8 V* c(See CROSSWIND COMPONENT.) 4 x7 @+ N5 |& h LCROSSWIND COMPONENT- The wind compo‐+ [6 a8 s# I6 K/ l. B nent measured in knots at 90 degrees to the; D; m; t+ |- I$ G longitudinal axis of the runway.% i( ]: h) R0 X) S CRUISE- Used in an ATC clearance to authorize a) E+ A$ [* |! @/ [' d1 o pilot to conduct flight at any altitude from the' ~7 }3 G8 d+ t; f1 K minimum IFR altitude up to and including the2 Y! \+ z! U3 _3 H+ ~- b altitude specified in the clearance. The pilot may 8 E: ~5 W. j$ Q5 L/ q0 @8 { jlevel off at any intermediate altitude within this block $ h* J% [: }. l& o, I" c+ Yof airspace. Climb/descent within the block is to be : U& [& `+ G. \% C9 T7 ?: Gmade at the discretion of the pilot. However, once the9 w, i8 e. u# A8 R! w/ t' f pilot starts descent and verbally reports leaving an ) J7 _$ H2 L) D* S; {altitude in the block, he/she may not return to that! \ Z9 @. I5 z) H D% z5 h altitude without additional ATC clearance. Further, it! O+ Y6 s" e! p" y6 ~7 z% I6 t. ~ is approval for the pilot to proceed to and make an 1 @- z3 B: z+ h1 ]3 { Rapproach at destination airport and can be used in0 N6 w$ a/ B7 a- x conjunction with:9 r* z3 E, `! ]( D8 p9 F' j3 S a. An airport clearance limit at locations with a5 _* x$ L& @. e standard/special instrument approach procedure. The1 t( D4 u8 D& ?( I; z4 x% k r CFRs require that if an instrument letdown to an- d0 e6 `4 }: [& X8 Z; G airport is necessary, the pilot shall make the letdown2 h" k4 {# [1 c4 U C in accordance with a standard/special instrument) C3 v3 a4 Z/ k6 M approach procedure for that airport, or* |0 k$ D; M# j+ P b. An airport clearance limit at locations that are . g8 B9 u8 U- f, |" C) z; Ewithin/below/outside controlled airspace and with‐ 6 i0 X: J0 w: B( I7 {! W. Pout a standard/special instrument approach$ A& s; ?* {+ L1 P2 `1 n procedure. Such a clearance is NOT AUTHORIZA‐ 7 n# p" f8 x# o; l7 BTION for the pilot to descend under IFR conditions ( v, Z) S( `0 O+ }% ]below the applicable minimum IFR altitude nor does5 C$ {) i0 h* A" n it imply that ATC is exercising control over aircraft! v; K' x* n l! E( D in Class G airspace; however, it provides a means for& q' A1 c- ?# k, S the aircraft to proceed to destination airport, descend,' y$ J7 m) L* Y( S; S" x& ~ and land in accordance with applicable CFRs 6 W* O3 p& y0 v: g9 ?* x- ngoverning VFR flight operations. Also, this provides , R: t8 g5 x' U' P# O- ~" s$ vsearch and rescue protection until such time as the' e; L5 V, L/ Y0 S: Q IFR flight plan is closed. 0 N; H t, i8 }6 X6 C(See INSTRUMENT APPROACH % c( f' M! h" f1 s: APROCEDURE.) + t1 `. T* L. s. Z9 nCRUISE CLIMB- A climb technique employed by6 ]8 a; H/ o, x aircraft, usually at a constant power setting, resulting5 `( e8 \8 ~) B! R in an increase of altitude as the aircraft weight/ x/ S Q9 S8 H5 V% P8 F& n+ ^5 _ decreases.& C1 _! z9 K% H# \ CRUISING ALTITUDE- An altitude or flight level! y% {* v% R, U- R$ w maintained during en route level flight. This is a $ P8 |( J0 N1 I8 g. pconstant altitude and should not be confused with a ( r* C1 X: X) n \* `6 v; scruise clearance.# p4 {" x! W. O* C" H3 ~1 P (See ALTITUDE.)5 Y) s1 F* L+ P1 F( L6 V6 s (See ICAO term CRUISING LEVEL.)5 N: _! `2 b: ?& ]3 Z' e1 f CRUISING LEVEL(See CRUISING ALTITUDE.) - `/ E/ c+ b! x% eCRUISING LEVEL [ICAO]- A level maintained3 A% [+ f' |# ?! I" B4 s! Y, o% s during a significant portion of a flight. * x( [9 N, Y2 U7 L) JPilot/Controller Glossary 2/14/08 ' g3 l' Q9 z& Q/ a! D/ uPCG C-9# _. M& s2 v% g4 x8 j, j* E& k0 C' n CT MESSAGE- An EDCT time generated by the/ V' X/ A* \( C" \; f9 J ATCSCC to regulate traffic at arrival airports.. r+ v5 p5 {) v) P, G' P4 w4 W7 u Normally, a CT message is automatically transferred : w3 S" E* x2 Hfrom the Traffic Management System computer to the: V1 y i' i u# I NAS en route computer and appears as an EDCT. In' b: g& A2 l0 M, [" j8 | the event of a communication failure between the e6 L7 M; v* I o/ t+ ^9 |+ l) s TMS and the NAS, the CT message can be manually " d% c. d4 ]$ Z. { ^+ {1 \% Yentered by the TMC at the en route facility.. Z- k1 r: f: K CTA(See CONTROLLED TIME OF ARRIVAL.)" P( e. c0 [' p& s9 x& X (See ICAO term CONTROL AREA.) , x' D1 k# q& x) d l6 w( y# DCTAF(See COMMON TRAFFIC ADVISORY ; t5 F" e' a R6 H! ], nFREQUENCY.) 4 J$ O! g8 r2 ^% gCTAS(See CENTER TRACON AUTOMATION5 R, P( w' y4 L: P SYSTEM.)8 _* Q, E: y# l- t$ i o6 t CTRD(See CERTIFIED TOWER RADAR DISPLAY.) ?4 c1 [0 p7 xCURRENT FLIGHT PLAN [ICAO]- The flight; Q: M7 \5 f! x' h! C: ?% M plan, including changes, if any, brought about by2 z. {- _" b+ ] subsequent clearances. ! R/ Q: J M" q6 e+ b3 t* eCURRENT PLAN- The ATC clearance the aircraft7 O6 X3 T1 t" n! x% F+ z9 { has received and is expected to fly.+ R: l2 f" C* ?4 v4 t CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE0 d- v- P e9 F% N% o6 p* f* B APPROACH.) 8 m0 b$ y$ G8 n$ ^) D4 U+ ^: \0 u9 p L& rCWA(See CENTER WEATHER ADVISORY and0 U9 m+ c6 x5 g0 L$ t WEATHER ADVISORY.)% b4 ?7 t9 Z+ ~+ _ Pilot/Controller Glossary 2/14/087 ? q5 _5 m2 y8 B# l/ m# @/ ^' E) o PCG D-1" Y6 {8 V$ V3 C1 \2 O D3 ~+ Y6 C$ U/ c0 _0 @( D" G8 g( m3 R6 G D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL + | F& o& ~% c9 {3 yINFORMATION SERVICE.), Y0 I6 n4 m- o0 ~ DA [ICAO]-9 g, x' q1 D/ n( C2 j0 B (See ICAO Term DECISION / l/ L5 N0 G) _ALTITUDE/DECISION HEIGHT.)0 T6 U5 J. h: z/ O DAIR(See DIRECT ALTITUDE AND IDENTITY1 ]$ L, ~( G% \- e4 d$ K' R; N READOUT.)4 E& J! g2 j3 a* _ DANGER AREA [ICAO]- An airspace of defined " i) ` M; {3 s) Q+ Jdimensions within which activities dangerous to the2 B/ B8 {' e, d R flight of aircraft may exist at specified times. 3 V5 z6 \7 p! @) g {) @Note:The term “Danger Area” is not used in 5 |* J) B) _9 Z! ?0 s+ kreference to areas within the United States or any6 |: F* R: U% ^ c. d1 w. q" j# W of its possessions or territories.; N2 [. L: a7 @ DAS(See DELAY ASSIGNMENT.) 7 t0 D2 [ K4 B; |7 k. ^DATA BLOCK(See ALPHANUMERIC DISPLAY.)& y$ {+ c7 G; ] p0 c DEAD RECKONING- Dead reckoning, as applied; k" M$ G0 V# W to flying, is the navigation of an airplane solely by " `% Q V1 z' Q# a9 q/ q3 ymeans of computations based on airspeed, course, # M5 N3 K: ?3 v/ kheading, wind direction, and speed, groundspeed, 1 J- M r2 m; X3 w' d( v6 yand elapsed time. : m! H3 }4 D: d" B; nDECIS ION ALTITUDE/DECIS ION HEIGHT . x: |# U/ P" B$ }5 \- _4 O[ICAO]- A specified altitude or height (A/H) in the5 f3 L# s, i- a( W: D: K. x precision approach at which a missed approach must - z' D; h9 n- g" j1 ebe initiated if the required visual reference to ) G- M2 u3 C4 [continue the approach has not been established.6 V/ ^4 v0 z, ]' I Note 1:Decision altitude [DA] is referenced to5 r# B: D1 a! i- D+ ? mean sea level [MSL] and decision height [DH] is % {" }, p/ w: A/ }referenced to the threshold elevation.) j1 L5 [" J8 X: [' ] Note 2:The required visual reference means that 6 r$ h6 O3 w5 R6 `0 V5 z0 S9 Rsection of the visual aids or of the approach area% y- @. p! d; H0 b which should have been in view for sufficient time5 l/ @, C) `6 C for the pilot to have made an assessment of the $ O6 O* b& j; u& i [aircraft position and rate of change of position, in" B) |9 s6 F2 g9 p, ~ relation to the desired flight path.9 P9 B& ?# x9 q5 m4 ^. [% l! l) ^- ^3 e DECISION HEIGHT- With respect to the operation ! R4 ]( H* u* l7 Iof aircraft, means the height at which a decision must, M7 @7 u" y) W8 p& _* @0 Y be made during an ILS, MLS, or PAR instrument ' T9 b, a4 ~2 F) d6 |8 k' xapproach to either continue the approach or to execute+ _# G% d( T& ?* o a missed approach.1 S* ~1 j. g1 d (See ICAO term DECISION 1 A4 L; K8 i) [2 ^' g' FALTITUDE/DECISION HEIGHT.) , X Q# J" C7 S" E/ Q4 KDECODER- The device used to decipher signals. i, M6 d- I! h8 k$ V; a2 L received from ATCRBS transponders to effect their " T' B! n/ ~9 u" v3 U5 b. rdisplay as select codes.: J9 S8 a- w$ V9 V6 o4 a9 G (See CODES.) / X# z% M# J7 l(See RADAR.) * y/ ~, ?& `, i1 A. ~$ r; A. eDEFENSE VIS UAL FLIGHT RULES- Rules 9 i: m* O% F8 J# w* }: l; \3 y7 Uapplicable to flights within an ADIZ conducted under ; `' r" D7 h- m. J/ K/ ?" L' e$ @the visual flight rules in 14 CFR Part 91. 2 v3 d% E) ?- J3 Q(See AIR DEFENSE IDENTIFICATION ZONE.)7 Z0 S) I+ c; C+ j (Refer to 14 CFR Part 91.)' E5 E! h* q+ G; ?; L (Refer to 14 CFR Part 99.) ' e1 G% D! K @7 }' d) i/ lDELAY ASSIGNMENT (DAS)- Delays are distrib‐ , T& ^ a3 l, Duted to aircraft based on the traffic management5 _% Q: a! c% F; a program parameters. The delay assignment is/ E7 v( W5 p0 o" f calculated in 15-minute increments and appears as a 6 \* {7 b p& V( P Ctable in Enhanced Traffic Management System : }& h& m* M5 r) k0 E0 b& v" C& y(ETMS). 6 c, M/ _6 k" cDELAY INDEFINITE (REASON IF KNOWN) 4 ]- P v6 l* @EXPECT FURTHER CLEARANCE (TIME)- Used , z3 X, q# g( X: N4 H7 W0 m) Q7 R4 aby ATC to inform a pilot when an accurate estimate , k3 U" x- f* E5 Y0 Pof the delay time and the reason for the delay cannot. |3 x! g& Z/ K! k# l( X2 q" s immediately be determined; e.g., a disabled aircraft! f. E7 e( s+ R. x( A* ^: _7 K on the runway, terminal or center area saturation,' B$ Z5 W; j/ i) S* k+ ^ weather below landing minimums, etc. 0 j$ U1 K8 w3 {' P& @8 ] r(See EXPECT FURTHER CLEARANCE (TIME).)8 y2 ` ^- t8 Q: M6 N w' o3 R DELAY TIME- The amount of time that the arrival 8 b/ j0 g+ L+ n% Q0 L4 ymust lose to cross the meter fix at the assigned meter $ J$ @% l5 A: |% {" W- F( g$ X# ofix time. This is the difference between ACLT and & V: [% }" ?( N! fVTA. ( q- w# Q7 m' s& g; H- m6 @DEPARTURE CENTER- The ARTCC having + ~" G+ T+ P% Wjurisdiction for the airspace that generates a flight to2 U1 P% e9 g+ I* b' v c the impacted airport. ]- U5 Q" j! |$ p DEPARTURE CONTROL- A function of an5 R) G( i8 O+ h approach control facility providing air traffic control 3 r8 e5 _1 @! |8 V" q4 z# [3 f9 ?service for departing IFR and, under certain2 W' P F9 [4 }( S conditions, VFR aircraft. X+ t6 S$ ~" ~! {(See APPROACH CONTROL FACILITY.)% U" V, s" Q+ q p; x, C2 O; D (Refer to AIM.) ' o m1 W4 D- Y% f, xDEPARTURE SEQUENCING PROGRAM- A! a) @& J: V# ~, ^ t) J( i program designed to assist in achieving a specified' _2 w! i7 ^; v$ o! o m interval over a common point for departures. 7 h; M& q! o! Q( j& U$ A' ]. h9 h IPilot/Controller Glossary 2/14/08 ; d. m' R; f" l( nPCG D-2 9 x# M$ A2 M! D" T3 l: lDEPARTURE TIME- The time an aircraft becomes * f/ N# d* [3 g; b2 Bairborne. " X- ^% \* A6 XDESCENT SPEED ADJUSTMENTS- Speed decel‐9 {5 i [2 O0 `1 M* p# { eration calculations made to determine an accurate . R' E# U; O# ?! FVTA. These calculations start at the transition point 7 O# t" S( i" j1 o% Hand use arrival speed segments to the vertex.( ~9 r6 e7 P2 d. n DESIRED COURSEa. True- A predetermined desired course direction ; u8 f1 l- t/ k6 K9 v& i" r9 Hto be followed (measured in degrees from true north). - c# Z' c5 z @5 s' ~! R3 mb. Magnetic- A predetermined desired course% b6 @3 g8 a5 { [* s$ v direction to be followed (measured in degrees from & E; b6 w& |9 O& Q; o" w9 a2 W& a! Ilocal magnetic north).! ^, w: g1 V5 N# C6 p DESIRED TRACK- The planned or intended track : j5 B8 l& v- H: a, h: u$ hbetween two waypoints. It is measured in degrees( P& i; g( h1 o N5 a( D$ ^ from either magnetic or true north. The instantaneous, Q$ a* B+ i I- A( w$ {; u angle may change from point to point along the great . ? X, V- u( D/ F; f; Vcircle track between waypoints. : F/ t8 L- r- p- [2 q; P1 T" z) V. gDETRESFA (DISTRESS PHASE) [ICAO]- The 9 o# k, ~! t3 z7 ^# R! u. Y7 t4 Dcode word used to designate an emergency phase ; k; @* H, ?" C' A- @wherein there is reasonable certainty that an aircraft $ q- q [" P. a# y( |( ?and its occupants are threatened by grave and 1 ~3 e& f1 c# v- i+ s5 ?; himminent danger or require immediate assistance.( V0 S0 h* @7 n; v5 w$ A0 E DEVIATIONSa. A departure from a current clearance, such as an . u8 g) X3 S% h# foff course maneuver to avoid weather or turbulence.( v0 ^" P4 j4 D! f7 ?! U, A) r b. Where specifically authorized in the CFRs and . z8 ]7 r" v& w& ]7 A/ B. T9 [requested by the pilot, ATC may permit pilots to : l* T2 n2 D3 [% Tdeviate from certain regulations. 6 ?- L# s/ y( _) ~(Refer to AIM.)2 ^! g |/ O" x5 O+ f; I DF(See DIRECTION FINDER.)# i9 u- J- F3 l+ W3 { DF APPROACH PROCEDURE- Used under : C* `. J1 {) T# H6 z) D. wemergency conditions where another instrument y% t8 ?) y8 z% C5 q0 l approach procedure cannot be executed. DF guidance; n) z! D; f; \ for an instrument approach is given by ATC facilities0 G. _" b- k: V% t+ J6 B with DF capability.3 n3 }2 J1 R2 Q8 a+ B: v+ z2 h" C (See DF GUIDANCE.) 5 p, R r1 ~& V: O. u N(See DIRECTION FINDER.) - P2 T( E' F" W4 w$ t. q( X, T3 H4 |(Refer to AIM.) * I8 L6 V- e4 UDF FIX- The geographical location of an aircraft+ A, {: w& B5 k8 O4 p6 F; g. M( ` obtained by one or more direction finders. / N2 L, |: d C# d+ t(See DIRECTION FINDER.) ! Z5 j) c/ i) n* hDF GUIDANCE- Headings provided to aircraft by6 J$ Q5 g7 k8 V; S) A facilities equipped with direction finding equipment. 5 C. h* l& `) c& d3 r+ q3 tThese headings, if followed, will lead the aircraft to& C9 ^: @) {4 W' A) O- |# ?) n a predetermined point such as the DF station or an + T- x! z/ E6 m: @airport. DF guidance is given to aircraft in distress or9 |7 @" M A p9 M to other aircraft which request the service. Practice 1 v' X" P. Z4 v% JDF guidance is provided when workload permits.# U9 v$ ?* l5 h/ f4 ? (See DIRECTION FINDER.) " T2 b$ A7 l* t: ^2 o(See DF FIX.)$ n+ F( \/ l) o' l" a; R6 ? (Refer to AIM.) ( Q" F9 w& a% |9 t3 L3 w+ k+ f4 RDF STEER(See DF GUIDANCE.) 6 j$ Q# G9 R# C# }4 GDH(See DECISION HEIGHT.)- [; g x9 X- c e' ] DH [ICAO]-9 c9 ]) h' a; K6 c (See ICAO Term DECISION ALTITUDE// j9 F; T) l3 p DECISION HEIGHT.)2 |- ]% z7 T. w: i" v* \. s$ x6 k; ` DIGITAL‐AUTOMATIC TERMINAL INFORMA‐# z/ ?" X! F* b1 B, K+ U% H/ v TION SERVICE (D‐ATIS)- The service provides / B' Z' L9 R% {# u' L* rtext messages to aircraft, airlines, and other users ' I3 j* Z/ l% k, ^$ M% Koutside the standard reception range of conventional/ U$ ^! ?9 I* N6 b ATIS via landline and data link communications to( e6 p ]7 L& H the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to. j; J8 Z) e$ P. Q8 Z) ~! J8 G- e( ? all aircraft within range of existing transmitters. The & b/ W& z" V& R1 O% @/ p8 @1 xTerm inal Data Link System (TDLS) D‐ATIS # m: l9 d; |) u Yapplication uses weather inputs from local automated 8 \' m6 t" K% F y' }weather sources or manually entered meteorological- C& M* d5 d5 ^% ~9 S+ N# r data together with preprogrammed menus to provide : W6 h( N: y" x, \standard information to users. Airports with D‐ATIS- l" [/ _. A, K# K; D4 i0 K3 d capability are listed in the Airport/Facility Directory./ ]0 I5 f( s8 }4 v3 O6 H1 } DIGITAL TARGET- A computer-generated symbol o7 _6 o0 G6 p3 c; wrepresenting an aircraft's position, based on a primary % n3 q! X0 c' i4 ]return or radar beacon reply, shown on a digital- y/ E$ d9 r( d( m( C5 ? display.9 _* J2 C' ]3 ^6 g DIGITAL TERMINAL AUTOMATION SYSTEM 0 v7 y0 q8 ^: m" Z* p, y(DTAS)- A system where digital radar and beacon 4 R) K D- C( C3 Z( i- c+ _! H5 Gdata is presented on digital displays and the8 W3 P9 r; v1 X6 u3 [7 [0 @ operational program monitors the system perfor‐: \6 \5 \- w! ]1 v7 { mance on a real-time basis. 8 E3 F! j! P2 ~& Q8 }DIGITIZED TARGET- A computer-generated l" \! F# B: ~7 F3 o* E1 j9 Zindication shown on an analog radar display resulting1 f3 o& z9 Y! W6 e! M4 b: x& L from a primary radar return or a radar beacon reply. 7 _5 b8 k! ?/ Y- V* h5 c+ ?; ]/ Y7 [DIRECT- Straight line flight between two naviga‐ + h7 M/ w( q! G( }tional aids, fixes, points, or any combination thereof.' d6 u7 P% P4 m0 w& ^ s When used by pilots in describing off‐airway routes, 1 O+ @- f% H( F( |2 ^8 kpoints defining direct route segments become / @ {% k! Q, {/ `compulsory reporting points unless the aircraft is- c: x8 ?8 a5 r9 p4 F under radar contact. # S7 h! h$ Z+ U6 HDIRECT ALTITUDE AND IDENTITY READ‐. ^# Q0 G0 o! Z8 x. `& t OUT- The DAIR System is a modification to the 6 D. X- q! c" S) k4 \3 IPilot/Controller Glossary 2/14/08 & G w4 a& d. T8 @ P5 b2 p! c6 IPCG D-3 7 y3 d5 k; K- v0 V/ ?6 @AN/TPX‐42 Interrogator System. The Navy has two; @# l% s8 A8 r/ N1 q/ E adaptations of the DAIR System‐Carrier Air Traffic& [) r% O/ c, W5 T- D3 X- n* {6 F Control Direct Altitude and Identification Readout' O9 z0 u8 c& g% r$ e$ P System for Aircraft Carriers and Radar Air Traffic5 \8 {# ?$ x) B% l& z6 n | Control Facility Direct Altitude and Identity Readout0 I" _7 X) n) L& T$ b; { System for land‐based terminal operations. The: I2 a* M0 g$ ]2 J9 \& g DAIR detects, tracks, and predicts secondary radar- l, J. x- c9 E* @4 d* E aircraft targets. Targets are displayed by means of4 s) d+ A* y6 P. V+ t0 U5 Q computer‐generated symbols and alphanumeric9 @, W' J4 O; N l0 _- r characters depicting flight identification, altitude, ) ?3 ^- W6 T- p& M) D4 g+ gground speed, and flight plan data. The DAIR System* `# l+ I: h% Z: t. d4 ? is capable of interfacing with ARTCCs.' ?, x) j* V0 C$ ] T8 y DIRECTION FINDER- A radio receiver equipped" z( J& Y% `2 s with a directional sensing antenna used to take! O- @3 a: a. x' k5 Q$ D bearings on a radio transmitter. Specialized radio $ D. h+ u3 J* L8 p1 m5 _direction finders are used in aircraft as air navigation , `& h. O$ \: c- B4 V7 m9 _aids. Others are ground‐based, primarily to obtain a # p: `# z0 \, z- c* L/ \“fix” on a pilot requesting orientation assistance or to 2 D" Z( H* ]# f2 y! D+ h, k" Z( ~* F8 Zlocate downed aircraft. A location “fix” is established : J& B1 V# ?, W; Eby the intersection of two or more bearing lines & m. N4 X u4 n# N/ u3 r1 mplotted on a navigational chart using either two$ N* X9 \8 N& j8 z separately located Direction Finders to obtain a fix on * y- f& U7 X m8 Z/ S. n* M% Ban aircraft or by a pilot plotting the bearing ( m* I7 \+ `- @5 u( yindications of his/her DF on two separately located- F' q* D& B( t2 ]2 y! ? ground‐based transmitters, both of which can be ' p' M1 e3 H/ g- e4 ]- Eidentified on his/her chart. UDFs receive signals in 8 f- B% k- l* |& t1 Uthe ultra high frequency radio broadcast band; VDFs/ d1 [5 k+ w; n! O in the very high frequency band; and UVDFs in both 2 r# c% M9 Y5 e8 g! K+ ubands. ATC provides DF service at those air traffic ' ~) U1 i6 C0 Q* _ S7 e4 E* Q, qcontrol towers and flight service stations listed in the( a* D$ p' c4 v* H Airport/Facility Directory and the DOD FLIP IFR En ! Q/ P3 h/ L# r7 n9 F% n. J" l, @5 T- eRoute Supplement. 9 g. O7 _% ~2 ]: Z/ c) |0 U(See DF FIX.) ' Q/ r/ ?( p. G* ?(See DF GUIDANCE.) ' Z4 l: S; `: HDIRECTLY BEHIND- An aircraft is considered to 5 Q) K* g; m) I2 R* Ebe operating directly behind when it is following the ' M2 ~2 a. }3 p% hactual flight path of the lead aircraft over the surface5 h# e. @2 C; n; @$ ^- T of the earth except when applying wake turbulence8 v: L8 L' r! j& K+ G$ p separation criteria.+ ~( R1 z7 S& b4 C5 L( W DISCRETE BEACON CODE(See DISCRETE CODE.) ! ?: `/ c W: Q uDISCRETE CODE- As used in the Air Traffic6 t. f" _( I4 o3 I Control Radar Beacon System (ATCRBS), any one& \* v; Z" o7 b5 K- @ of the 4096 selectable Mode 3/A aircraft transponder ! F7 \2 ~" z) {$ S: m: scodes except those ending in zero zero; e.g., discrete & {9 p2 w& r5 Ycodes: 0010, 1201, 2317, 7777; nondiscrete codes: : _# C) N( y( B" e X2 I8 m0100, 1200, 7700. Nondiscrete codes are normally& Z9 D: f+ E3 w reserved for radar facilities that are not equipped with - H/ f1 k2 B2 u: t' m& V7 r! O8 Xdiscrete decoding capability and for other purposes4 b1 m: `, i# h5 h* A such as emergencies (7700), VFR aircraft (1200), etc.6 t0 ^' F) m' n3 \$ l1 J (See RADAR.) ' l9 e: ?8 ^6 K0 N& N(Refer to AIM.) + v2 _9 @5 G4 }. P" LDIS CRETE FREQUENCY- A separate radio 5 W& s2 X# c2 N/ ?4 S6 |frequency for use in direct pilot‐controller commu‐1 H9 a% J( t: v nications in air traffic control which reduces* s! _! ~5 w- q' D) M frequency congestion by controlling the number of / b3 q. M+ u: R9 W; saircraft operating on a particular frequency at one $ J! ^; H2 r. f4 H v9 T# a' gtime. Discrete frequencies are normally designated' r' V- V: `& R5 I# M8 ] for each control sector in en route/terminal ATC) ^9 p$ Z2 z' z% P8 g facilities. Discrete frequencies are listed in the- i! _; v6 V7 S Airport/Facility Directory and the DOD FLIP IFR En# T5 @, e5 k% O" ~3 O0 W% r Route Supplement. $ P0 X( }' A$ m ^ k9 @5 }; N5 r(See CONTROL SECTOR.)0 w5 q5 B: G; g DISPLACED THRESHOLD- A threshold that is1 B- S. p, Y# Q" N: J1 D# `) p located at a point on the runway other than the . {0 Y% l5 n" H2 Mdesignated beginning of the runway.# Q! n: } v2 u# K" {" R/ I9 w4 t (See THRESHOLD.)0 A% f0 c: _$ q+ H- I I3 I C (Refer to AIM.) ' q9 f. r( \2 {; _$ Q3 cDISTANCE MEASURING EQUIPMENT- Equip‐ , G L4 w& U+ Q. e4 A2 N! K# o b' S% ement (airborne and ground) used to measure, in' E$ r* @- l# z nautical miles, the slant range distance of an aircraft 8 z6 Y! N* K& x+ S1 e! P# afrom the DME navigational aid.6 c9 X w& C9 V) E- | (See MICROWAVE LANDING SYSTEM.) : S+ t2 w, q) r# h& c(See TACAN.)& z1 E' \0 \7 b( D: P (See VORTAC.)& w: c; V2 Z/ s! d! M! c3 Q DISTRESS- A condition of being threatened by8 \0 u8 X2 Y" @$ x0 \1 [ serious and/or imminent danger and of requiring $ b) e7 e6 h/ O- aimmediate assistance.6 D7 ^; A( ~' q6 r0 u$ x1 T5 } O( T DIVE BRAKES(See SPEED BRAKES.)8 {# E0 p0 n0 x9 R* m& I r DIVERSE VECTOR AREA- In a radar environ‐ ; m3 ?' R+ ?/ c$ c( iment, that area in which a prescribed departure route9 D* | i7 G( m v+ @8 i is not required as the only suitable route to avoid 7 z9 N$ e4 ], N( g% wobstacles. The area in which random radar vectors : X9 k9 x$ b1 \below the MVA/MIA, established in accordance with - o0 a% H% @5 {' {' ~# Vthe TERPS criteria for diverse departures, obstacles2 b/ e% Z) E+ f and terrain avoidance, may be issued to departing 3 Q5 i/ L" x3 O0 ?+ H9 X' t* Caircraft. + i: Y$ p2 h6 `; s' `9 n8 X8 CDIVERSION (DVRSN)- Flights that are required to" V* W3 H' k3 {) J: X9 e/ u- g2 I! c# q land at other than their original destination for; y A# G1 k# j2 Z$ }- ?' v reasons beyond the control of the pilot/company, e.g. 0 b) D1 N' T7 A8 Kperiods of significant weather.& D4 S: c8 R. x4 l0 D3 e DME(See DISTANCE MEASURING EQUIPMENT.) ) u! X3 a* M, k4 FPilot/Controller Glossary 2/14/08 R4 ?7 A7 U( [( n+ `: j/ Y2 a8 H! HPCG D-4 7 `* C0 ]8 m2 Y& F+ p% hDME FIX- A geographical position determined by $ e; x0 e; c0 F' s& Z! @! B0 I8 oreference to a navigational aid which provides 2 _( h4 i* t$ {3 Ddistance and azimuth information. It is defined by a ! @9 J9 \) P$ ?5 i- Ispecific distance in nautical miles and a radial,* U' F$ t# s, x azimuth, or course (i.e., localizer) in degrees7 p" P) M7 [7 ^6 g# C' N8 [ magnetic from that aid. 5 D2 q' M! f* w) o% r( K(See DISTANCE MEASURING EQUIPMENT.) / S* N1 J" q. E6 f# v(See FIX.) 9 U+ U/ n( A: O5 h) P+ B, [(See MICROWAVE LANDING SYSTEM.) & ]9 `$ |2 } J8 n" ?: |" yDME SEPARATION- Spacing of aircraft in terms of 5 I( P$ P0 Y5 S7 Mdistances (nautical miles) determined by reference to2 R# V) P- l2 ~5 z: u$ i distance measuring equipment (DME).% p- ?5 ~9 s) I9 p$ b P9 R (See DISTANCE MEASURING EQUIPMENT.)% S, C9 M) R! V3 ^ DOD FLIP- Department of Defense Flight Informa‐ % X: v0 J) }, P: F( v" z! [% Dtion Publications used for flight planning, en route,/ U) N# X5 A" a2 ? and terminal operations. FLIP is produced by the 3 ?' M H3 s2 i3 I% n8 N; _National Imagery and Mapping Agency (NIMA) for 0 b$ Y; _& \, Oworld‐wide use. United States Government Flight8 K1 t& \( t: [# N, V" _ Information Publications (en route charts and + [# \5 X+ \( t, j" L5 Winstrument approach procedure charts) are incorpo‐( N: w/ B( S# `# W: j# f rated in DOD FLIP for use in the National Airspace ; F7 [& i) J2 t% ]System (NAS).6 _7 H: ]% c* F0 ^8 } DOMESTIC AIRSPACE- Airspace which overlies, v- W* }" {( F4 k the continental land mass of the United States plus ; R* H9 [% c0 p" x) K. CHawaii and U.S. possessions. Domestic airspace5 G* n+ s7 w+ T. C& B/ C' Q extends to 12 miles offshore.) K0 i' ~3 X; N. U: T DOWNBURST- A strong downdraft which induces 9 [' Z5 l1 A* C/ c! F0 k: Y0 L6 ran outburst of damaging winds on or near the ground. $ E6 [8 l. q& pDamaging winds, either straight or curved, are highly. w! Z9 g$ T, ?1 t divergent. The sizes of downbursts vary from 1/2 1 P2 s& K& M' z" j6 Ymile or less to more than 10 miles. An intense ) Q! f- U% J7 C& b" vdownburst often causes widespread damage. Damag‐ 4 _ _6 k; T- Y/ J; b8 ging winds, lasting 5 to 30 minutes, could reach speeds, {9 X' o0 q' K& ]3 f4 R as high as 120 knots." c1 H$ _6 t) ]7 l" } DOWNWIND LEG(See TRAFFIC PATTERN.) 9 g: x9 G' k6 Q* z) `8 v3 U7 YDP(See INSTRUMENT DEPARTURE PROCEDURE.) 5 t. h* `$ m' f2 h8 R4 i' @* PDRAG CHUTE- A parachute device installed on ; h) v- ?! W0 Q& h% _3 B& Z/ Rcertain aircraft which is deployed on landing roll to1 f+ R! L6 I5 _- J9 O assist in deceleration of the aircraft.6 w8 D5 ^% b$ F; A% V$ ] DSP(See DEPARTURE SEQUENCING PROGRAM.)9 {5 L$ f2 D3 K6 G m DT(See DELAY TIME.)$ a6 w0 V2 F! z% l. K DTAS(See DIGITAL TERMINAL AUTOMATION$ T% E' _- x0 R7 H+ P; d7 L' \$ m SYSTEM.) 7 O6 ]# H9 m( k- o. uDUE REGARD- A phase of flight wherein an/ k% u. s7 n, X( @! ?: V aircraft commander of a State‐operated aircraft5 ^6 L L) \5 ?8 f% B$ O7 [& K assumes responsibility to separate his/her aircraft4 W; m: \( r5 p2 e; J3 C from all other aircraft. 2 [ J( _/ U: `6 q& b" Q(See also FAAO JO 7110.65, Para 1-2-1, WORD) ? T3 v1 X8 ?( S6 n MEANINGS.)1 v5 p! i, {) L; f DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY1 ^6 l1 S I6 d) L RUNWAY.)7 l+ F1 F7 W1 J& `1 \ DVA(See DIVERSE VECTOR AREA.) . v; k: b3 C0 {+ ]! x. u) @$ yDVFR(See DEFENSE VISUAL FLIGHT RULES.) * E. _5 \7 z' ^5 f2 _- TDVFR FLIGHT PLAN- A flight plan filed for a VFR 2 Y' w, @4 g/ N1 Xaircraft which intends to operate in airspace within. \, c5 ~1 u3 t# F which the ready identification, location, and control + _8 M. F' d) W) Q2 ?of aircraft are required in the interest of national - A. t& N/ L% |# t% Lsecurity. ' R- x4 `) f! Q, H; ^3 X$ o$ vDVRSN(See DIVERSION.) 6 Y% @- j+ n3 nDYNAMIC- Continuous review, evaluation, and 7 \; c$ l: D6 Vchange to meet demands./ A- r* Z* v8 H6 S, ], m DYNAMIC RESTRICTIONS- Those restrictions 1 R/ y8 Q, {- L; z4 ~3 y: @% nimposed by the local facility on an “as needed” basis4 r8 b9 n# K8 Y w4 R to manage unpredictable fluctuations in traffic $ R' x. y. ]3 S# |2 O; Hdemands. 9 H3 U$ M; C; M) W: s3 R. oPilot/Controller Glossary 2/14/08 9 A% \) L6 x5 f$ @- uPCG E-15 l/ C9 m: i2 U( j2 M8 _3 u- O E 8 x: I. G; ]0 S( xEAS(See EN ROUTE AUTOMATION SYSTEM.)1 t! ~6 s y+ C0 e% [5 } EDCT(See EXPECT DEPARTURE CLEARANCE " {0 V4 ^- M* \TIME.)* p+ R" d+ r& a3 X EFC(See EXPECT FURTHER CLEARANCE (TIME).) ; i8 L* h1 H8 Z6 x) ~. P. v! X4 JELT(See EMERGENCY LOCATOR TRANSMITTER.)' v2 b" |4 s/ D% g. | G" h EMERGENCY- A distress or an urgency condition. 2 K7 i# T! }8 Y8 U: B; u! oEMERGENCY LOCATOR TRANSMITTER- A ( ?& z' d) V9 L: G Gradio transmitter attached to the aircraft structure) P* {" ?* h- V# y$ B which operates from its own power source on6 O* h3 |8 l! a2 S 121.5 MHz and 243.0 MHz. It aids in locating $ m) n% v; C& h6 x$ ]$ Ydowned aircraft by radiating a downward sweeping , ]' L1 N+ U/ p& s& ^. |3 \* z- jaudio tone, 2‐4 times per second. It is designed to# I6 S; a- I+ s0 w$ w2 p0 Y, r function without human action after an accident.- x% T& C9 |5 i/ p: ]. Z J (Refer to 14 CFR Part 91.) ' J2 G" t, p/ V6 Y(Refer to AIM.) , N) I7 V4 O N* L8 y$ OE‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE 2 ^& ^/ E& B4 n8 b5 t/ vWARNING.) - u. I3 r6 H, O% ?* K q3 mEN ROUTE AIR TRAFFIC CONTROL SER‐- Q. f5 \& Q" p% N* y/ f3 P" S$ U' I VICES- Air traffic control service provided aircraft # q) Z- R {% k8 `1 w& x" _on IFR flight plans, generally by centers, when these; g& o& Q3 q9 k0 ? aircraft are operating between departure and7 i9 W3 r5 [, Y6 L destination terminal areas. When equipment, capa‐8 d$ U3 i; ?. y3 s# w, A# L bilities, and controller workload permit, certain8 m, k+ l7 i; h' _# P advisory/assistance services may be provided to VFR4 ]+ f7 @& k" q8 ~% O aircraft. E. L/ V2 d0 F, U/ r5 U% C9 d. S9 ? (See AIR ROUTE TRAFFIC CONTROL) L" |% ]3 y7 w6 K% b. K/ u3 d CENTER.)( ]2 d9 U, Q; @- S (Refer to AIM.) ' K- p0 G" B# W" D% q# [9 @. dEN ROUTE AUTOMATION SYSTEM (EAS)- The . E# I' D$ q9 ~complex integrated environment consisting of 0 g& Y2 T. t3 [( m7 W' ^$ \! w, g! [situation display systems, surveillance systems and : C, v6 l+ Z: m- f3 J5 C( }flight data processing, remote devices, decision6 q: ^" i0 `0 |. b3 @1 d8 W support tools, and the related communications* P( p. M J' o: ]3 z equipment that form the heart of the automated IFR 8 { W! B3 {) ~air traffic control system. It interfaces with automated0 z6 P6 q; d' B) V terminal systems and is used in the control of en route : K4 F) J5 c( \. c3 x/ DIFR aircraft. ; X1 K$ b$ Z0 ]% b) g(Refer to AIM.)# |5 e1 F6 Q5 Y5 J EN ROUTE CHARTS(See AERONAUTICAL CHART.) 5 E, j k( b6 L' Q/ I/ b+ [EN ROUTE DESCENT- Descent from the en route 9 ?# l' j4 f9 e' N7 b) bcruising altitude which takes place along the route of ' J$ p7 ]' @( Zflight.6 U7 r f8 D) ]# U' v: w EN ROUTE FLIGHT ADVISORY SERVICE- A1 g) B2 V4 f6 Z" b( v service specifically designed to provide, upon pilot" [+ P! E9 D% E1 `2 t/ ]) R v4 j request, timely weather information pertinent to ' W/ a7 C! |4 F3 Qhis/her type of flight, intended route of flight, and # j i+ V% h( q" i, b* E4 g. R. [# ]) Maltitude. The FSSs providing this service are listed in+ T" K" n+ i1 k1 m1 ~% P. w the Airport/Facility Directory. " O5 [2 Z q1 T' {3 ^3 B/ R. A(See FLIGHT WATCH.)! ^3 u' K8 b" G; B; X8 q (Refer to AIM.) + z. E3 S! T9 e. r6 REN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.) 6 Y+ l2 `) M* z" [8 i1 VEN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)1 e; T$ ~( j# h( ~ EN ROUTE MINIMUM SAFE ALTITUDE WARN‐ " }9 R# o" x5 f2 \0 ~7 TING- A function of the EAS that aids the controller ' ?0 p5 G+ Y. b7 Y& ?/ L6 Rby providing an alert when a tracked aircraft is below/ y+ R$ t0 h1 {1 u9 d" k or predicted by the computer to go below a 7 H" l8 x% ~" Q1 lpredetermined minimum IFR altitude (MIA). 4 \' ?; y4 \- A4 P, V; _' C% mEN ROUTE SPACING PROGRAM (ESP)- A6 I/ [( G/ g- P3 o0 g. U program designed to assist the exit sector in/ U b# e. ]% H- A1 w" v( h* ~ achieving the required in‐trail spacing. . u" F7 F( h0 O. H; w; R& [+ b* _ FEN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a 3 Z5 U, d0 _$ D$ PSID/STAR that connects to one or more en route# w# W4 w1 E( v airway/jet route. 2 S7 z# z6 {1 h' eb. RNAV STARs/SIDs. The portion of a STAR % G4 L, K/ N9 ?4 I+ B# @/ wpreceding the common route or point, or for a SID the 0 v! N; J+ V' wportion following, that is coded for a specific en route ]$ f, S6 q1 m! X fix, airway or jet route. % _2 D2 A4 s# u. z% B* J1 q. ]ESP(See EN ROUTE SPACING PROGRAM.) 7 X' t2 z$ R/ |5 N* D4 z. h+ J) YESTABLISHED-To be stable or fixed on a route,9 Y1 B9 Y) s- K route segment, altitude, heading, etc. c s4 T' l T1 tESTIMATED ELAPSED TIME [IC AO]- The6 D0 Z+ W+ K3 i/ k estimated time required to proceed from one 6 q1 W, I9 d5 f m4 K% Esignificant point to another./ f* D! V8 l1 Y& h/ H) d. W (See ICAO Term TOTAL ESTIMATED ELAPSED : x K! l9 [. {* o& nTIME.)% z$ d: v* }. g% L+ |, N) t Pilot/Controller Glossary 2/14/08. }- N* G5 O" e' h' x PCG E-2% [# K* X' q" X% `5 y" b8 L( A ESTIMATED OFF‐BLOCK TIME [ICAO]- The/ {. \9 D1 `3 a+ d/ C4 r( C estimated time at which the aircraft will commence* S4 ^0 e1 f( J4 o [0 { movement associated with departure. l! L' q& \( d2 r. `- N ESTIMATED POSITION ERROR (EPE)-/ s0 h! E3 Q+ U8 q J (See Required Navigation Performance) " F# C# d5 K) F" ~6 R- D4 G( ]0 aESTIMATED TIME OF ARRIVAL- The time the H3 [: _+ h; `- ?- j flight is estimated to arrive at the gate (scheduled ! n4 [: H/ `9 E; t& U; Y. Yoperators) or the actual runway on times for3 y. g& U' M9 m% O* z7 G0 H% L# S nonscheduled operators.5 @3 o8 K& |. {0 ^9 f ESTIMATED TIME EN ROUTE- The estimated ) ?) t; N& Y0 N1 \6 kflying time from departure point to destination0 c" b# ^) j3 J& g0 { (lift‐off to touchdown). 2 q" X! Z0 H6 F% y8 F; OETA(See ESTIMATED TIME OF ARRIVAL.) % l/ O) K% d( E. wETE(See ESTIMATED TIME EN ROUTE.) ' T% o' E0 }4 U c9 Y6 qEXECUTE MISSED APPROACH- Instructions1 y5 T% s0 Q$ `. z- a' ^ issued to a pilot making an instrument approach# f) [2 Y: V# f' O which means continue inbound to the missed$ _# I& k$ ?& x- z% _: k% t) u approach point and execute the missed approach / c; V5 r K! h2 _' J. Tprocedure as described on the Instrument Approach% J4 n. I& \3 ? M. T8 \6 N; q8 Z! b Procedure Chart or as previously assigned by ATC. 5 R6 Q' n5 M" F) o7 sThe pilot may climb immediately to the altitude3 V# I. A- j$ ~& u7 I9 W9 i specified in the missed approach procedure upon * R0 N2 }5 s9 r) `making a missed approach. No turns should be- e$ i9 l: J3 Y! O initiated prior to reaching the missed approach point.) h- Y* Z# Z- {# T When conducting an ASR or PAR approach, execute% [4 u9 V, |/ O the assigned missed approach procedure immediately! x, d9 t4 ?3 V3 s4 R8 m* _ upon receiving instructions to “execute missed 0 x; S$ y2 I0 ^. x4 V7 E papproach.”/ `8 `% T0 V R. I5 X (Refer to AIM.) " W' r7 K' V; S4 |+ T8 TEXPECT (ALTITUDE) AT (TIME) or (FIX)- Used * [4 E! `' Q- p# @$ F; z, yunder certain conditions to provide a pilot with an - ^6 w/ c3 Q& ?altitude to be used in the event of two‐way. I) x- A6 L* P: n2 M* A$ s" V$ O communications failure. It also provides altitude 7 K4 B/ s( x% J E! ]3 o3 Binformation to assist the pilot in planning.) S9 E& f2 P I, W (Refer to AIM.) ' B2 z% G; o' b! `" _EXPECT DEPARTURE CLEARANCE TIME h, h% T8 E3 A (EDCT)- The runway release time assigned to an * L7 l- G% U9 L; N7 R' kaircraft in a traffic management program and shown+ B' J* \& A7 B" ?2 [ on the flight progress strip as an EDCT. g& Z+ Y p0 g/ x (See GROUND DELAY PROGRAM.)) k9 P6 w7 I$ h2 @ ]" X EXPECT FURTHER CLEARANCE (TIME)- The% @+ C v+ Z. P- \ time a pilot can expect to receive clearance beyond a 5 V# v: `' y( Z s- H7 Z5 |5 h1 F9 Sclearance limit. 5 ?: V, ~- R$ e; r& \# U& P6 nEXPECT FURTHER CLEARANCE VIA (AIR‐& ]# y% N+ o4 P/ { WAYS, ROUTES OR FIXES)- Used to inform a ) d% H H1 G2 W/ d u3 C; i* {pilot of the routing he/she can expect if any part of the" g5 @. F# n1 q7 H9 T route beyond a short range clearance limit differs* R0 G" M9 [ T! s from that filed.0 c+ A- B6 t2 I1 _9 _, H EXPEDITE- Used by ATC when prompt com‐ 9 A# X( [0 O5 |3 {4 L! R, C wpliance is required to avoid the development of an 4 ?* v5 |7 v/ ^: A- Zimminent situation. Expedite climb/descent normal‐ : k9 u3 G Y, [8 y8 R, l Z- R" ply indicates to a pilot that the approximate best rate * w' o3 p0 @. b0 oof climb/descent should be used without requiring an 7 N, \% Y) a% Q. J2 v' oexceptional change in aircraft handling characteris‐" n- L3 Y$ J& W$ k5 x% C tics. * k; V- n( V8 LPilot/Controller Glossary 2/14/08 0 v |4 K8 d9 M7 \7 q. {+ H" I* WPCG F-1 * H7 x8 S) }; N. ?8 {. _F ' a5 Z7 X! N7 f* DFAF(See FINAL APPROACH FIX.) 8 I5 W0 h9 m# Y6 c8 U E) WFAST FILE- A system whereby a pilot files a flight8 I+ N( [# {& h {1 W( f plan via telephone that is tape recorded and then : T+ |" N: a n* ~transcribed for transmission to the appropriate air ) V( Z3 c3 W9 I: G& wtraffic facility. Locations having a fast file capability) h+ H' K: C. k3 Z, p+ ? are contained in the Airport/Facility Directory. - D, i, S7 ~2 t1 c* U) H+ N& B& u(Refer to AIM.)* V$ y6 T9 O" T FAWP- Final Approach Waypoint 3 w( f$ q' T! V1 V# EFCLT(See FREEZE CALCULATED LANDING TIME.) 5 W1 U8 Q# X9 t: ?1 U5 ]1 FFEATHERED PROPELLER- A propeller whose. {( w- Y5 a6 i4 { blades have been rotated so that the leading and " ^; A3 t, x3 N6 R, n: I5 K" K/ qtrailing edges are nearly parallel with the aircraft4 S" }3 c6 N; h3 R. D5 K flight path to stop or minimize drag and engine . W; h( E5 I' u" arotation. Normally used to indicate shutdown of a * h% a: R$ S! preciprocating or turboprop engine due to malfunc‐ " |- G# F, P0 D% Ption.. l4 Q( y, j- A& A& Z, X9 h1 l FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.) $ L7 L* T& \; d2 n0 R/ tFEEDER FIX- The fix depicted on Instrument ( m) F) V" v' x. s v5 y$ Z2 yApproach Procedure Charts which establishes the + Q! L) g% s5 ^( istarting point of the feeder route.3 o: x! D& y' w" C FEEDER ROUTE- A route depicted on instrument7 r5 K* D G8 G- I approach procedure charts to designate routes for . G t! Z. b6 |. y8 j ]aircraft to proceed from the en route structure to the& h* I: H2 b% K" p4 b5 v initial approach fix (IAF).3 R9 J) H7 D4 | (See INSTRUMENT APPROACH 3 d+ ^$ z) p" a/ v$ WPROCEDURE.)& r0 |- S. C# m+ h* D9 Y, j0 F8 m FERRY FLIGHT- A flight for the purpose of: / Q0 L) f& F7 S/ Ta. Returning an aircraft to base. " h6 ^7 J: | x! k: wb. Delivering an aircraft from one location to- j$ R% {; F& O) O, W0 N another.0 a3 N: ~2 L' f0 \& n+ Q c. Moving an aircraft to and from a maintenance & b! d: i- y8 Z E4 y% Lbase.- Ferry flights, under certain conditions, may be6 J9 w5 {, K7 H( ~ conducted under terms of a special flight permit.2 S& n8 Z, J; i2 i w5 V FIELD ELEVATION(See AIRPORT ELEVATION.) $ ~4 S$ _* J. [0 h0 F; `" yFILED- Normally used in conjunction with flight8 d! H- O2 F5 { A% y1 d plans, meaning a flight plan has been submitted to* }1 Y* c& A5 p/ L' N ATC.$ x) y7 s/ d. U' j1 A FILED EN ROUTE DELAY- Any of the following3 z3 c* P' N2 v" y6 e preplanned delays at points/areas along the route of & Y% I) z z) G; a) h$ J% ]flight which require special flight plan filing and2 d* v) z" y& f. D0 Z; y( S handling techniques. 7 b1 Q5 n. A. n9 f) |a. Terminal Area Delay. A delay within a terminal) e6 S9 q: f7 c" {% d, v a area for touch‐and‐go, low approach, or other$ G, S+ X& X* a" E6 o' A$ D3 V terminal area activity. 7 Z4 O" r& j9 l8 ^b. Special Use Airspace Delay. A delay within a " P" h7 y5 B. T" ^2 M+ dMilitary Operations Area, Restricted Area, Warning* |% ]/ e- r9 Z& W7 z/ }+ Q3 X! F+ r Area, or ATC Assigned Airspace. $ p0 ]- J/ k0 O3 x+ F5 ?c. Aerial Refueling Delay. A delay within an 4 _" }8 ?" P! r8 gAerial Refueling Track or Anchor. . O; }- x) r( I1 F, r j! BFILED FLIGHT PLAN- The flight plan as filed with9 b: E9 F/ p' B# X; x an ATS unit by the pilot or his/her designated+ u: n/ _0 q t. ` representative without any subsequent changes or / d" X8 P E% ^. gclearances. 0 ~* q% d9 x( O/ c7 n! C) VFINAL- Commonly used to mean that an aircraft is! a) X, A7 K0 T+ @* J- j on the final approach course or is aligned with a ) [& ^" u' Q% @: Flanding area.! q4 m4 [, x6 B. e! i4 B8 r (See FINAL APPROACH COURSE.)7 ^) N* `1 F1 Y4 p4 n( ~) X! H (See FINAL APPROACH‐IFR.) + c$ i- B# q4 c: Z(See SEGMENTS OF AN INSTRUMENT+ |: y1 Q9 v0 W, J% n APPROACH PROCEDURE.) $ @8 ~4 C4 G; QFINAL APPROACH [ICAO]- That part of an9 M `# H+ Z+ ~: ~5 w- Q+ n instrument approach procedure which commences at ! E3 P) K0 y8 w3 T% |6 n& c9 wthe specified final approach fix or point, or where ! {* \: G) t) M) o# @- tsuch a fix or point is not specified. ' c; ~$ i! P4 ?' c1 qa. At the end of the last procedure turn, base turn - J! S/ x% I2 X' F4 m- E: E( zor inbound turn of a racetrack procedure, if specified;, ~# d' D( g2 T- p or / I' r/ S) V0 I9 v4 d8 Ib. At the point of interception of the last track: u/ v* ^5 \$ l6 N3 ] specified in the approach procedure; and ends at a/ R% |* X* ^1 v4 |1 g point in the vicinity of an aerodrome from which: : e. `+ @7 M: B8 {4 m6 u0 o1. A landing can be made; or 5 E; I6 E1 M t- y7 ~% u2 O2. A missed approach procedure is initiated. ' p' _2 |, J. P* xFINAL APPROACH COURSE- A bearing/radial/ 1 q% F# }7 [; M; v9 O. S" V# Itrack of an instrument approach leading to a runway % ]2 A/ k6 W$ F7 P) K( `or an extended runway centerline all without regard % f/ d( Q' m+ q$ Z; S2 C" C( `to distance.( _% F$ J7 e3 ]- _5 h4 ^ FINAL APPROACH FIX- The fix from which the( S9 P) ~+ `3 A) ]% L final approach (IFR) to an airport is executed and * `- f4 K3 D; B, s4 Uwhich identifies the beginning of the final approach' y, V0 W: B: U: z" y segment. It is designated on Government charts by3 O- B7 S! y5 {* F8 V the Maltese Cross symbol for nonprecision$ e( M5 J% _/ m# `+ W1 h& Y, x Pilot/Controller Glossary 2/14/08 6 l& j9 g% ?4 n& iPCG F-2 / r% ?/ f W L n" L% happroaches and the lightning bolt symbol for" R2 ?7 M) n& V precision approaches; or when ATC directs a + O& z& J% [! l$ i' u3 Y N! blower‐than‐published glideslope/path intercept alti‐: h8 D- _# ]( l" Q L# Y+ d/ ^! \ tude, it is the resultant actual point of the 6 G" ~" R: W b" A! Y9 G7 Xglideslope/path intercept. $ v# y+ ~6 R% X$ [( n' `" i. t# {(See FINAL APPROACH POINT.) & u: b& y, b. _7 h6 H7 O" @1 S(See GLIDESLOPE INTERCEPT ALTITUDE.); x8 i v. U8 l+ h- k4 o. J (See SEGMENTS OF AN INSTRUMENT " x, K. c l% t- }APPROACH PROCEDURE.)0 R4 @$ ~7 J, o1 y8 K1 H7 x z- p6 K FINAL APPROACH‐IFR- The flight path of an ' E! O% d* Q4 o0 \% M* \aircraft which is inbound to an airport on a final3 L" [/ V& g9 i- [$ p& ] instrument approach course, beginning at the final' y2 { {7 f: S# H( c: H5 s) c' J" @ approach fix or point and extending to the airport or0 H. q2 @! \% S' J J the point where a circle‐to‐land maneuver or a missed + N! @' c* v! v! g. }' b7 K& ~approach is executed.5 |: ?* h, B, q (See FINAL APPROACH COURSE.) 1 L/ X& B3 m+ W, {* k) h3 _ V- F(See FINAL APPROACH FIX.) ( F$ f4 o8 ?9 ]' g5 E; @2 P(See FINAL APPROACH POINT.) & {) J3 r: W$ }(See SEGMENTS OF AN INSTRUMENT3 R8 m5 X$ l4 O APPROACH PROCEDURE.) ' @0 J, k) L$ i. x(See ICAO term FINAL APPROACH.)" y) S$ A+ M, r" Y2 f& C8 ~. g FINAL APPROACH POINT- The point, applicable 3 m7 L) }; b4 g6 X' a4 J' n0 [& Conly to a nonprecision approach with no depicted * c Q2 o) `+ e: T* FFAF (such as an on airport VOR), where the aircraft ; v! @3 K U! h: F$ R5 l" [" y7 eis established inbound on the final approach course 3 e9 M! j! ?$ Dfrom the procedure turn and where the final approach, l Q- J5 Q& z/ o+ T; B- ? descent may be commenced. The FAP serves as the* z' u6 z8 j- C3 I7 H0 t FAF and identifies the beginning of the final/ t1 R" S5 T1 ` `! m+ D% S1 j1 I approach segment.& M% y8 U" ], V% ^- `5 Y (See FINAL APPROACH FIX.) ) x+ c' U2 J, L, ]0 ]: ?(See SEGMENTS OF AN INSTRUMENT- h4 F( {5 o+ G% s. t9 H APPROACH PROCEDURE.) , `* i8 @" T+ m8 gFINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT$ K: H" D6 \% ^. t, k APPROACH PROCEDURE.)" {/ p* c) I9 c$ r. \- n0 Z FINAL APPROACH SEGMENT [ICAO]- That( \5 C: S& A: k& p v5 D' P- q segment of an instrument approach procedure in 7 \9 s! T) N5 Z1 t, Iwhich alignment and descent for landing are ' O- z; c+ G1 I/ yaccomplished. ; Q& p0 d/ B1 h% l1 ?6 }FINAL CONTROLLER- The controller providing/ Q( t! b' M+ |( b& L information and final approach guidance during PAR ; F. i: I1 a- g4 [( i4 X5 jand ASR approaches utilizing radar equipment. 7 H8 ?! n8 O1 O8 u T1 c(See RADAR APPROACH.) / h9 U/ U" Y# n0 _1 U4 P5 GFINAL GUARD SERVICE- A value added service 8 G1 F& f- w# _* d& z! vprovided in conjunction with LAA/RAA only during% [! d6 O6 Y0 g. D periods of significant and fast changing weather Q! s- C( ?2 o6 V( ~; i conditions that may affect landing and takeoff 2 p6 G" ]; [# f6 d7 T4 E& aoperations. & C% d1 g/ `6 I1 z9 QFINAL MONITOR AID- A high resolution color % t% r/ K% J' Q4 j1 y* E4 U) g* p1 vdisplay that is equipped with the controller alert : B; ^# _+ U7 O, Qsystem hardware/software which is used in the % X& b9 q+ B+ ^: l0 V7 {precision runway monitor (PRM) system. The / t" Z9 y6 f1 @& l) M7 z9 \; ndisplay includes alert algorithms providing the target0 Q+ ?$ }* T6 v; Y8 D predictors, a color change alert when a target 6 G: g+ L! A% L/ Zpenetrates or is predicted to penetrate the no $ H0 n& |( d* B; J* Q5 y, _transgression zone (NTZ), a color change alert if the / A8 A2 z2 v* x* }5 m) ?* M$ Aaircraft transponder becomes inoperative, synthe‐ 5 y( X: W" H8 e. S, L$ }" g! psized voice alerts, digital mapping, and like features7 ^* s1 M# Z! L' k contained in the PRM system. : o O+ u; R" e: N. I6 |9 @. D(See RADAR APPROACH.)! {3 M# V3 w9 Z# f7 k FINAL MONITOR CONTROLLER- Air Traffic + w8 P- ^* x; o+ U" f! SControl Specialist assigned to radar monitor the# X2 K/ U) ~' g x) f9 m" P flight path of aircraft during simultaneous parallel . ]; S: q% W* K8 E. Rand simultaneous close parallel ILS approach; t9 c- m4 l7 e( T operations. Each runway is assigned a final monitor+ A5 ~- n3 C3 a) D j controller during simultaneous parallel and simulta‐ : X6 Z+ S# c9 `+ Rneous close parallel ILS approaches. Final monitor" X, T9 Q3 |( p( b. R3 X6 M8 B controllers shall utilize the Precision Runway # z' O+ n+ Y& _0 N- }8 q4 } W- RMonitor (PRM) system during simultaneous close0 k# C6 ?% {- c) Y2 ] parallel ILS approaches.# l3 n7 k4 Q* O FIR(See FLIGHT INFORMATION REGION.)- d% P, n+ L! \! k n) M: u7 R FIRST TIER CENTER- The ARTCC immediately% S0 A+ a4 X/ X5 U9 g: e8 ~" x adjacent to the impacted center.! k4 d7 ?% [" O! C* G FIX- A geographical position determined by visual1 S3 l9 s G X reference to the surface, by reference to one or more* e$ | J, s8 a" R" H radio NAVAIDs, by celestial plotting, or by another+ }; p0 x0 k) O2 }; M1 N+ I navigational device. - t! Q8 n" M) A2 b1 V4 cFIX BALANCING- A process whereby aircraft are" c& `" q, c- \# x/ _3 r! C1 M [+ z evenly distributed over several available arrival fixes6 U; T( c' \* E- G3 T2 {4 {% [ reducing delays and controller workload. # b7 X5 N1 `" r2 u' z+ N" UFLAG- A warning device incorporated in certain( U/ c- n2 J' u# z2 O1 f5 s airborne navigation and flight instruments indicating$ u& D; E" \7 U2 {+ y that: 6 F% R2 X K' p9 ?8 Q ia. Instruments are inoperative or otherwise not 7 L! T8 M) _1 V1 }! E6 H& |operating satisfactorily, or k7 y0 D+ P; t0 h. L b. Signal strength or quality of the received signal( _/ i* p6 h I" p5 ^ falls below acceptable values. # y% c; o! X" s6 vFLAG ALARM(See FLAG.)* l' ~5 X; w$ i2 F5 y8 P FLAMEOUT- An emergency condition caused by a$ E# B, M0 w$ j8 I loss of engine power./ D4 X$ ^* g: w7 s. @% u0 B FLAMEOUT PATTERN- An approach normally 9 | D; K% Z0 \) l9 B6 Nconducted by a single‐engine military aircraft# ^9 V: @& U) X" ]: Y5 D experiencing loss or anticipating loss of engine 2 @" d n4 z8 l# B# c9 n: H0 ]+ iPilot/Controller Glossary 2/14/08 + K0 D! o1 u1 x' C' x/ HPCG F-3- `) u* H, _. d+ D+ P. X power or control. The standard overhead approach( q6 y* e2 L/ w3 B f, \ starts at a relatively high altitude over a runway6 [( Z! d( [- i+ g' ~ (“high key”) followed by a continuous 180 degree1 A3 B; F8 g% O* R0 X. }/ ^# D turn to a high, wide position (“low key”) followed by ; [, l5 f9 r) ]1 l% T& a# Ka continuous 180 degree turn final. The standard + z* o( _' l- v- r+ B8 r, c5 h& Istraight‐in pattern starts at a point that results in a 6 N% o5 X. U. G. }0 b. z! |) Dstraight‐in approach with a high rate of descent to the : a' o" R! _3 _! c7 h3 U0 Srunway. Flameout approaches terminate in the type, R' P' p; F( |, m6 f8 B; F; x7 e approach requested by the pilot (normally fullstop).$ B3 u* v4 W4 o0 v; _ FLIGHT CHECK- A call‐sign prefix used by FAA 7 ]3 N2 _& M4 V: H' haircraft engaged in flight inspection/certification of $ t6 q5 C2 v0 i; _3 m' nnavigational aids and flight procedures. The word 1 \' v- I) C# R! m$ ~“recorded” may be added as a suffix; e.g., “Flight 7 M6 ]" B2 D) y* E1 t* @Check 320 recorded” to indicate that an automated , Y3 b! n5 B- f8 D7 q+ o6 Q/ _flight inspection is in progress in terminal areas. 7 H3 M0 N* |9 [: M" T3 s(See FLIGHT INSPECTION.) , @$ ]4 H3 @( B" ~; W(Refer to AIM.) ) [" q! D1 f/ ?9 l- n( _5 f1 O7 S2 KFLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)! K0 l' ~3 T& i! B8 j u FLIGHT INFORMATION REGION- An airspace of / F+ ~& V1 j7 d- V) f% Bdefined dimensions within which Flight Information7 @9 Y& R3 m. ~ Service and Alerting Service are provided.# u. E5 F5 M2 u$ F( I' k" Z) X* O; Y a. Flight Information Service. A service provided 2 l% U( U, C2 r/ xfor the purpose of giving advice and information+ M( c& M, I& q$ p+ l useful for the safe and efficient conduct of flights. & P, I' O1 M5 {$ u. R6 @. vb. Alerting Service. A service provided to notify$ }. E8 G y5 H4 w z A0 Y appropriate organizations regarding aircraft in need ' O. `1 z2 W4 w! V0 vof search and rescue aid and to assist such# C& J8 r0 J, I5 \9 N; } organizations as required.! ^$ e' x' E# N$ M8 Z FLIGHT INFORMATION SERVICE- A service 7 H' J. Q; Y. Jprovided for the purpose of giving advice and ( D- c0 ?& Q9 n, k5 f% kinformation useful for the safe and efficient conduct+ g- T% l; t$ ?& ` of flights.9 u V2 l1 o# U& k7 j FLIGHT INSPECTION- Inflight investigation and( p) R& f/ ]5 O/ f evaluation of a navigational aid to determine whether # a7 X2 k2 \ H! e. @it meets established tolerances.1 G! o0 x% _2 X, f (See FLIGHT CHECK.)( e7 L4 ]& w% Z; n. A- a' a9 q (See NAVIGATIONAL AID.), K/ q7 `1 y' s: n1 f* C, X FLIGHT LEVEL- A level of constant atmospheric7 [3 f Y" c4 b) t6 Q7 V% o2 H8 B pressure related to a reference datum of 29.92 inches( o b! o3 U1 f$ U$ [ of mercury. Each is stated in three digits that represent 7 C' U' m2 j/ q& k: ^/ Y0 o! |' Khundreds of feet. For example, flight level (FL) 2505 a' g* j0 m. n6 ?) M J) W' ] represents a barometric altimeter indication of4 U# E; }& u- o* |6 D; \ 25,000 feet; FL 255, an indication of 25,500 feet.0 l( e a7 S0 F. A! n3 @ (See ICAO term FLIGHT LEVEL.) 8 i% _5 Z0 Y8 [FLIGHT LEVEL [ICAO]- A surface of constant 1 d) f, z* I" U: D# Natmospheric pressure which is related to a specific , n; O# y. U4 A+ p2 i* Y _pressure datum, 1013.2 hPa (1013.2 mb), and is( w l- @0 e9 P separated from other such surfaces by specific ( y: q8 N# i5 ppressure intervals.# |1 y1 e; x4 v9 @% j5 q! R Note 1:A pressure type altimeter calibrated in 5 P2 H6 u& H& [' {$ k+ A8 F' Yaccordance with the standard atmosphere:: k( W3 q. D& F# D! I a. When set to a QNH altimeter setting, will6 L1 I% j5 ^8 x; d indicate altitude; & O6 v4 x0 @8 ^b. When set to a QFE altimeter setting, will + p1 z% ~8 ^3 n& s4 X J' hindicate height above the QFE reference datum; 4 q' h6 f, m ^+ w! M7 n0 C6 x* E' gand * I4 D$ Z' o F6 Y# G9 kc. When set to a pressure of 1013.2 hPa* l* m9 [; P$ _5 g; c | (1013.2 mb), may be used to indicate flight levels.( h( E' D2 { k) @/ v- i Note 2:The terms `height' and `altitude,' used in - ], }4 O+ J: |# X: P& K2 b+ \Note 1 above, indicate altimetric rather than : I; s' Q) x% [4 S$ @3 P: U3 Ygeometric heights and altitudes. - [4 Y9 |. ~ j) MFLIGHT LINE- A term used to describe the precise % ]7 M- K# n) e I) Umovement of a civil photogrammetric aircraft along: b& p: J. n% ^5 K5 f a predetermined course(s) at a predetermined altitude8 B% N4 s$ I- R, c- H during the actual photographic run.: U' {$ H& l/ _* {& ~ FLIGHT MANAGEMENT SYSTEMS- A comput‐$ [5 X ]$ X% |& k( Z3 P: o1 L er system that uses a large data base to allow routes' Q& h' b- B3 n+ M% Q: }3 [ to be preprogrammed and fed into the system by* j6 |5 L9 W5 I' s! u) H" P means of a data loader. The system is constantly / c8 ]6 }: W/ N Y4 rupdated with respect to position accuracy by2 z$ e3 Q$ r6 ~' U! W( C reference to conventional navigation aids. The9 r2 J- E, ? q; Z3 r' i8 C sophisticated program and its associated data base& j. i# X" y' J( n insures that the most appropriate aids are automati‐ ' d. y& z9 S+ C) @! X" Q( Rcally selected during the information update cycle. 5 J- J% R' K3 f7 ]# M% M4 A' d8 |FLIGHT MANAGEMENT SYSTEM PROCE‐. l) O7 T1 h/ r DURE- An arrival, departure, or approach procedure 1 n8 @3 v5 \. w+ Pdeveloped for use by aircraft with a slant (/) E or slant / j! n# n( l5 n# `- k; Y/ L(/) F equipment suffix.7 P( u j" ], F8 [6 u4 r FLIGHT PATH- A line, course, or track along which ( r8 t2 g/ o q* s/ Z/ i" ian aircraft is flying or intended to be flown. 5 X- s/ c- {8 h. \ p/ o! W+ ~(See COURSE.) $ z/ _6 l: G6 e$ V9 J* Q5 ]9 Q- q, }$ l(See TRACK.)+ r8 }; X5 U% a4 h( L/ K$ q& F( Q FLIGHT PLAN- Specified information relating to2 d. [* X6 h/ I/ p3 z% ]. r8 j the intended flight of an aircraft that is filed orally or5 t- h4 c7 [; A) `+ [6 m7 Q in writing with an FSS or an ATC facility.* }/ L9 [4 t: j5 r (See FAST FILE.)) J; v5 W! S+ i" S (See FILED.) 2 |. I$ ~2 J: a* W! k, ^(Refer to AIM.) ! Z% P* B [8 D1 ?6 }. _FLIGHT PLAN AREA- The geographical area: T7 y) H8 O0 V) J+ Q assigned by regional air traffic divisions to a flight % d% u! a( i0 Y' \( V w. gservice station for the purpose of search and rescue , G. T5 \! @8 \for VFR aircraft, issuance of NOTAMs, pilot4 Y" y% p) ]+ z/ n. _" \ briefing, in‐flight services, broadcast, emergency . C* O5 d6 W9 l1 r2 h7 B: vservices, flight data processing, international opera‐% E* h u+ }& Y& t tions, and aviation weather services. Three letter) S D! c. `) i& p1 d$ k% f& _4 ^ Pilot/Controller Glossary 2/14/08 ( G0 c) t( `( Q0 L7 kPCG F-44 d8 [ R: j, U; U identifiers are assigned to every flight service station 6 M) V: ~1 p' C) O$ @- Zand are annotated in AFDs and FAAO JO 7350.8," Z( p0 Q6 `; X8 I, b LOCATION IDENTIFIERS, as tie‐in facilities. 3 u$ A, G( ^& l. B# R/ a2 w(See FAST FILE.)4 `* |/ U. Z9 O: Y) Y5 S; \" L9 j (See FILED.)2 `) k* t( K5 ?) F (Refer to AIM.) 8 ~% b# N7 j Y w2 FFLIGHT RECORDER- A general term applied to2 c8 B! q/ H$ P3 _$ V any instrument or device that records information 1 x' A, o! W8 H0 S/ F; [about the performance of an aircraft in flight or about6 X* D4 M. l7 g8 T* D' U7 u* c conditions encountered in flight. Flight recorders & N; {3 x1 G/ {0 o2 K8 D) J) Zmay make records of airspeed, outside air3 m# y& o& H1 a2 T7 U$ W- E- J( n temperature, vertical acceleration, engine RPM,2 t. g F }3 P manifold pressure, and other pertinent variables for a 9 S" ?. U% M) B& Ygiven flight. 0 o- C9 y8 [7 {' q(See ICAO term FLIGHT RECORDER.) $ w$ p* `9 X7 ~ d ?FLIGHT RECORDER [ICAO]- Any type of 7 P8 G" I5 o2 |9 I( trecorder installed in the aircraft for the purpose of5 a" U6 j; A# @! W8 ~& B" T complementing accident/incident investigation. . J4 J c4 n1 ZNote:See Annex 6 Part I, for specifications relating 3 J! O- h/ d. V* Z8 w% Pto flight recorders.* b8 e7 g' G( R! u" U FLIGHT SERVICE STATION- Air traffic facilities . C$ V# ~- q4 l( R+ z( v' j5 Mwhich provide pilot briefing, en route communica‐3 I6 H. Q s+ c* b* U tions and VFR search and rescue services, assist lost4 f5 f k0 P' m, n/ x1 ] aircraft and aircraft in emergency situations, relay & |3 Q1 Z; R+ Q5 RATC clearances, originate Notices to Airmen," J4 Z3 J |. k" h6 x8 B3 @3 B broadcast aviation weather and NAS information, ~/ k: r7 m; L/ {and receive and process IFR flight plans. In addition,2 [5 o* w) y5 x" ^" L4 N9 I at selected locations, FSSs provide En Route Flight8 w& R7 P' k" T d Advisory Service (Flight Watch), issue airport * l4 r3 H% {7 s. N9 e3 [: {* wadvisories, and advise Customs and Immigration of+ F& }& S8 Z* C6 q& |- ~2 e& P: A transborder flights. Selected Flight Service Stations* l7 T* J# G6 q z; t$ g e in Alaska also provide TWEB recordings and take3 u. `) t* P7 b1 M: } weather observations.( g n; X& o P8 M# Y" z (Refer to AIM.)/ E: P* [0 `1 B W9 P FLIGHT STANDARDS DISTRICT OFFICE- An 2 o3 _- |/ y4 Z5 s$ IFAA field office serving an assigned geographical : s+ r+ v E9 Q, {7 a! ^; Sarea and staffed with Flight Standards personnel who 8 d/ f- h1 }: P0 d& |3 S- m( P- W9 nserve the aviation industry and the general public on4 h& T. P5 } Z$ i matters relating to the certification and operation of # { ]* C: ~+ P' r4 z6 Gair carrier and general aviation aircraft. Activities/ C$ R9 g& O! e* J" I5 V" f include general surveillance of operational safety, - g; F5 M# Z) D& |' z% J8 V9 bcertification of airmen and aircraft, accident* b! y5 |. B7 w1 ^ prevention, investigation, enforcement, etc.% V" x# n4 R3 [3 W( n6 _3 W( p+ Y FLIGHT TEST- A flight for the purpose of:; F; O1 n Z M- ?% k: u a. Investigating the operation/flight characteris‐, o2 ]+ }6 _4 Y" Z, m" ^ tics of an aircraft or aircraft component.0 p$ e- w7 |5 J& ?; E b. Evaluating an applicant for a pilot certificate or, Q) x! b6 K3 s. Z0 T rating. 6 F2 ?" r) a; Q# p1 g( ~FLIGHT VISIBILITY(See VISIBILITY.); q1 P& u6 N4 }# v FLIGHT WATCH- A shortened term for use in0 V7 U& K( R0 W/ L" K& j0 [ air‐ground contacts to identify the flight service, }" v3 P) q/ I5 R' S station providing En Route Flight Advisory Service;+ C% `5 s% v( e8 V l e.g., “Oakland Flight Watch.”8 y7 d0 \% \$ A' l+ } (See EN ROUTE FLIGHT ADVISORY1 T1 D) w* o' q& U! n3 r SERVICE.) 8 m) S: H$ A: l6 h2 x/ rFLIP(See DOD FLIP.) 6 N5 k# t- g/ f1 s eFLY HEADING (DEGREES)- Informs the pilot of1 s. v- ]( Y) f5 [! |. S# x the heading he/she should fly. The pilot may have to , e3 m9 ~6 t/ ~! ?' uturn to, or continue on, a specific compass direction1 B+ A( i) W% [5 \ in order to comply with the instructions. The pilot is & q# p2 a3 H a" _3 M" xexpected to turn in the shorter direction to the heading) u$ V8 t/ j8 l! e& l# H unless otherwise instructed by ATC. 1 ~. }" }2 n7 Z( l2 KFLY‐BY WAYPOINT- A fly‐by waypoint requires 2 v5 |9 Z+ [. S3 K! t; ~2 N5 Z% ?the use of turn anticipation to avoid overshoot of the . J1 @' h7 ?. h' xnext flight segment.( o" j8 g' t, x* ]% u FLY‐OVER WAYPOINT- A fly‐over waypoint* e n$ y# r% W7 [1 A precludes any turn until the waypoint is overflown$ D' A; E( c- f0 K6 k( V# [ and is followed by an intercept maneuver of the next . D- L' ^ k2 F* d/ ]5 t6 [1 iflight segment.1 D2 ?; O+ D' N( S! X/ s9 K FMA(See FINAL MONITOR AID.)" W* h& H" S& L( \. ~+ E" | FMS(See FLIGHT MANAGEMENT SYSTEM.)7 [4 e) G4 U6 p$ U4 u. f FMSP(See FLIGHT MANAGEMENT SYSTEM" K& U, N6 x! N0 w8 b PROCEDURE.) e% ~% [0 }: h; L4 b( hFORMATION FLIGHT- More than one aircraft 4 ?1 L/ ?* [* `# g$ Wwhich, by prior arrangement between the pilots, , Q! b1 f8 R# {$ Zoperate as a single aircraft with regard to navigation , d& d* v2 `* Q2 ?3 @4 Kand position reporting. Separation between aircraft ) H( l& }4 ]6 H- j: W. lwithin the formation is the responsibility of the flight 6 X; Q5 [* y6 H8 S Uleader and the pilots of the other aircraft in the flight. 4 q. v3 Y0 I3 bThis includes transition periods when aircraft within7 |9 f5 A" ^1 [ the formation are maneuvering to attain separation7 M% b+ x+ g9 Q# Z) E from each other to effect individual control and! _6 N3 S. ^9 `6 W$ T" W# ^ during join‐up and breakaway. $ @4 r- F# k* H9 L& Ya. A standard form ation is one in which a9 x& F- l; r- u6 ^: ]' [. j; M% D proximity of no more than 1 mile laterally or , @( L, F5 A! P/ ~$ \4 K) o* j dlongitudinally and within 100 feet vertically from the% t6 g( \: p9 p( Y W$ T flight leader is maintained by each wingman. 5 `% N+ t! b( \& G2 V' J8 Qb. Nonstandard formations are those operating ( a1 S! z" G S8 @, U$ eunder any of the following conditions: 3 i; ^% V8 T" ]( Y kPilot/Controller Glossary 2/14/08 ' E: k- D$ b& NPCG F-5& O. s2 ?0 B! ~- e 1. When the flight leader has requested and ATC : j% r; i# N+ {' b3 @+ Ehas approved other than standard form ation / Y+ K0 v! y2 W7 l; zdimensions. ~/ F8 Z. W! |* y; g2 Z 2. When operating within an authorized altitude! X; g' R7 H4 Y2 D reservation (ALTRV) or under the provisions of a2 `( G, h4 G) I9 S4 h0 `+ m6 m; [' L letter of agreement.8 V% ?2 U5 S4 A 3. When the operations are conducted in ' ~1 \8 ^# L. N' |7 mairspace specifically designed for a special activity.+ U8 C; [- \. n( ?. e9 Y& e; s5 |2 E (See ALTITUDE RESERVATION.) * m) B9 ~! A3 g7 \2 W(Refer to 14 CFR Part 91.)6 G3 m0 J, \/ v! Q7 ~ e3 S+ q' S1 U1 ` FRC(See REQUEST FULL ROUTE CLEARANCE.)0 ~# Q" D& T, M* d4 K7 u. g FREEZE/FROZEN- Terms used in referring to $ p- L- q# \+ T; F/ iarrivals which have been assigned ACLTs and to the $ n) L$ h( d# `* j0 Elists in which they are displayed.+ ^( b4 P" n* _ Z0 D+ Q( r0 b FREEZE CALCULATED LANDING TIME- A ' s, V) E( O/ ]+ j! [dynamic parameter number of minutes prior to the& s$ y; @- s5 u meter fix calculated time of arrival for each aircraft 7 x% s1 X! Q1 n, twhen the TCLT is frozen and becomes an ACLT (i.e., 4 ]. i4 }/ E$ |6 `# `3 P& x! wthe VTA is updated and consequently the TCLT is9 B {- d. X4 o- W modified as appropriate until FCLT minutes prior to K P' o& S6 W6 ]3 h meter fix calculated time of arrival, at which time3 `! u4 R% y8 L$ Z$ f updating is suspended and an ACLT and a frozen: b" E6 w& {7 B* k- [* a meter fix crossing time (MFT) is assigned). 6 R' I2 v* ? Z. rFREEZE HORIZON- The time or point at which an, N5 Q0 @1 k3 A2 r aircraft's STA becomes fixed and no longer fluctuates0 L/ ^' J2 ]7 z6 m( K2 y with each radar update. This setting insures a constant 6 O) W" C- T9 [. Dtime for each aircraft, necessary for the metering 3 H# @. I# d: }! j0 j! h7 pcontroller to plan his/her delay technique. This! p8 @. h" h4 d8 y setting can be either in distance from the meter fix or8 ?$ E3 s% u0 n, _$ [# U4 Z! S$ L; a a prescribed flying time to the meter fix. / J* r7 B( b. lFREEZE SPEED PARAMETER- A speed adapted, i& q2 n$ Q! Q) _ for each aircraft to determine fast and slow aircraft. + s0 E5 G: j$ Y# o5 a# R( TFast aircraft freeze on parameter FCLT and slow # k# U1 a" B+ [! }aircraft freeze on parameter MLDI.) A. V2 W0 V H7 b- K FRICTION MEASUREMENT- A measurement of7 Q6 V% g( k3 ^, }* O2 F1 Y the friction characteristics of the runway pavement / n8 n. Z. q0 `3 D$ c- w+ osurface using continuous self‐watering friction+ ^0 M3 k7 k1 u- `+ h measurement equipment in accordance with the # P& h; h" n3 C3 {specifications, procedures and schedules contained # k& t% n6 K5 u3 U! | x$ t0 I. min AC 150/5320-12, Measurement, Construction, % U' r( h- a! nand Maintenance of Skid Resistant Airport Pavement, C1 B; c' l* E9 ], E! r Surfaces.$ j4 H) X* K9 S* J. y, c FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)1 c& _8 G2 ^# d* x- E2 ^# s FSPD(See FREEZE SPEED PARAMETER.) 8 f% u% E7 k1 s/ {% p. sFSS(See FLIGHT SERVICE STATION.) " m) N4 Z0 [+ c$ Z3 F$ ~/ l! qFUEL DUMPING- Airborne release of usable fuel. 9 g1 N1 t, F( A* f0 {# U, J: yThis does not include the dropping of fuel tanks.1 O8 w1 q" W) A( O (See JETTISONING OF EXTERNAL STORES.) + B! H7 z) \# O. l9 h" bFUEL REMAINING- A phrase used by either pilots , D) \, s# ^: w: mor controllers when relating to the fuel remaining on + S6 a$ w2 n1 wboard until actual fuel exhaustion. When transmitting ! Y- t( k& V) p6 F$ [: bsuch information in response to either a controller 3 I: r. D/ A* R+ N/ [2 Fquestion or pilot initiated cautionary advisory to air 2 J `7 v+ D4 K) g% Ntraffic control, pilots will state the APPROXIMATE 1 w: l7 n$ m7 }# `. }' zNUMBER OF MINUTES the flight can continue , Y/ H- |$ J( N/ Owith the fuel remaining. All reserve fuel SHOULD: O U; R8 y2 G! ]* Y BE INCLUDED in the time stated, as should an F- \3 Q- l; Y allowance for established fuel gauge system error. 1 m; O2 y6 t. YFUEL SIPHONING- Unintentional release of fuel : n( u- C& \) [+ bcaused by overflow, puncture, loose cap, etc. ! G( L3 A" W2 |$ v* H& nFUEL VENTING(See FUEL SIPHONING.)4 s& i* j$ T9 r- j* p6 _ Pilot/Controller Glossary 2/14/08" j* K# J6 O. q- q% r* y PCG G-1 1 ^) c( W) K7 ^1 q# j# D" a! RG

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$ a" M4 b6 @' P2 k* }% _& | selected airports to hold aircraft at the gate or other X, _2 e- A6 x5 y- s( G! G# L1 d. |' @ ground location whenever departure delays exceed or ' B/ \4 {# R* c1 `8 Aare anticipated to exceed 15 minutes. The sequence & D$ \% b0 \9 ?& H3 a: L* ]0 kfor departure will be maintained in accordance with2 s' }; _/ a& m initial call‐up unless modified by flow control# f+ `, {; i @, E; M" r/ a, F restrictions. Pilots should monitor the ground ! A2 z- F2 u7 Vcontrol/clearance delivery frequency for engine # D) J: K: m. e8 t. @start/taxi advisories or new proposed start/taxi time v, {% R I& y- K. |9 nif 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.)! E( K j' I7 p6 G/ S1 l# | GCA(See GROUND CONTROLLED APPROACH.), z' L* }) Q4 i& Z; q) H3 B GDP(See GROUND DELAY PROGRAM.) 5 U) R" W3 ?+ {( ]8 CGENERAL AVIATION- That portion of civil0 o5 }# U) O! Y% N! m: p aviation which encompasses all facets of aviation5 _ b2 t! Z( ~% ~ J( T/ T/ h# i except air carriers holding a certificate of public . E, v! `: K! q& _* o: Vconvenience and necessity from the Civil Aeronau‐ $ Q" ~1 w" W* Atics Board and large aircraft commercial operators.. v4 e. B0 Z5 m: U. M; a, f6 s9 ? (See ICAO term GENERAL AVIATION.). j/ d/ @5 ?3 S# N( ^ GENERAL AVIATION [ICAO]- All civil aviation; D* C8 F; J; p9 Z, ^, u operations other than scheduled air services and \8 E$ U: I7 i% L: c% B& H nonscheduled air transport operations for remunera‐ + A) v l% ]1 @8 x# @; V6 Qtion or hire.8 f( l+ u, @3 B; a GEO MAP- The digitized map markings associated3 k3 R4 U) D$ N% A% d- }( V with the ASR‐9 Radar System." @' V9 H% ?! B( x3 b. V6 ~3 h; ^ GLIDEPATH(See GLIDESLOPE.)2 n% Q" N! Y, R5 f GLIDEPATH [ICAO]- A descent profile determined/ m1 d$ g, C5 d; M/ _* e% W4 K for vertical guidance during a final approach." A N. p: a& n GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.) O; k. ]4 Z r A8 G GLIDESLOPE- Provides vertical guidance for 2 P$ F: ~8 a( O; q w+ U- h0 saircraft during approach and landing. The glideslope/. \$ y( `( \' @' X! l glidepath is based on the following:- q' u6 u, i4 k9 |$ C V a. Electronic components emitting signals which : b3 F2 _! `! W# Jprovide vertical guidance by reference to airborne ) l* Q3 D! N9 k" I3 ?: h% n+ ~: Oinstruments during instrument approaches such as9 t7 |$ |8 x4 N! H- G ILS/MLS, or + I9 f2 E+ L! ?5 [b. Visual ground aids, such as VASI, which9 b O/ {) V1 T provide vertical guidance for a VFR approach or for * e$ D% A' b- j4 |the visual portion of an instrument approach and, U: l7 |) \- o- D4 K landing.( D6 t* H* s8 H5 \ G& h c. AR. Used by ATC to inform an aircraft making/ E, q6 f. w5 }' s. Q a PAR approach of its vertical position (elevation)# |. x! t' t" i) w6 ~ relative to the descent profile.6 \) [, e) }7 N, Q (See ICAO term GLIDEPATH.)9 `2 B( C1 `7 M( \: R GLIDESLOPE INTERCEPT ALTITUDE- The 5 P6 g e- F$ ?- ^3 E" N' @7 M: Wminimum altitude to intercept the glideslope/path on % T) m; b }- z ]a precision approach. The intersection of the- l, Y% \3 z$ }) w3 r: l published intercept altitude with the glideslope/path, - ]0 k# O: ~- z$ S" w7 `3 D8 f/ ldesignated on Government charts by the lightning - X# D. M- d& c5 k+ H# A, Abolt symbol, is the precision FAF; however, when the / v! F2 X9 P$ O0 R. O+ Iapproach chart shows an alternative lower glideslope 7 V: q5 l# B: P. fintercept altitude, and ATC directs a lower altitude, ; c6 w# W5 M) O* jthe resultant lower intercept position is then the FAF. * @- e% i* \7 H(See FINAL APPROACH FIX.): |$ u" B ^# ?) |6 [ (See SEGMENTS OF AN INSTRUMENT+ K& \- o* s' d- |3 U- y APPROACH PROCEDURE.) , {; ]/ Y, q" |7 xGLOBAL POSITIONING SYSTEM (GPS)- A, O- l- o6 j! w8 f; W2 } space‐base radio positioning, navigation, and# |$ n o6 E: `2 V, D9 T# W time‐transfer system. The system provides highly 6 s% G* O6 _6 B. n8 I% W$ Uaccurate position and velocity information, and 4 e0 \+ B( t, H) X5 |% z5 Uprecise time, on a continuous global basis, to an f b+ V9 U9 t8 `4 s! T9 `unlimited number of properly equipped users. The4 t+ x5 x1 ^9 }: L system is unaffected by weather, and provides a & q1 K/ ? d. k0 P) [worldwide common grid reference system. The GPS 1 e! `4 [6 F) z' mconcept is predicated upon accurate and continuous3 ?) ~. ~8 W! f" t2 u7 X knowledge of the spatial position of each satellite in 9 |& Z, T, v. @* u4 W% ~; Bthe system with respect to time and distance from a : x S7 Z. P/ i7 R z: rtransmitting satellite to the user. The GPS receiver 1 O5 Y( H0 w+ n" [) e! A$ Oautomatically selects appropriate signals from the 0 R" P8 B0 g l9 Z) ^9 hsatellites in view and translates these into three‐ 4 K, E9 f& t4 |dimensional position, velocity, and time. System L# I4 O8 w f* z accuracy for civil users is normally 100 meters/ {3 c: C" }( B* V* W2 d) @& g% R horizontally.. T, b. I. T: O* b- }* F4 @ GO AHEAD- Proceed with your message. Not to be( e6 k. n: o& J1 P, h$ w used for any other purpose. 3 q. R: L( H2 F6 H1 h& MGO AROUND- Instructions for a pilot to abandon * u( \) ?3 l. {% ]his/her approach to landing. Additional instructions ( D# u* j+ E& Q, cmay follow. Unless otherwise advised by ATC, a1 [6 m" A9 z5 n% p. M n! `) ], h VFR aircraft or an aircraft conducting visual " t7 A/ ?+ {2 x+ I: a# Wapproach should overfly the runway while climbing ( e4 v, P8 j' Z! Z u# tto traffic pattern altitude and enter the traffic pattern+ m, p1 {/ e- \8 I via the crosswind leg. A pilot on an IFR flight plan 2 B Z# y, P: ~; ~5 `Pilot/Controller Glossary 2/14/086 a' u) T% [& y, t/ E9 \ PCG G-2) \/ `7 L! H# e) ^' k making an instrument approach should execute the9 z) O( I" _& P1 G, |0 ^ published missed approach procedure or proceed as$ o; q7 l K5 ^$ C W instructed by ATC; e.g., “Go around” (additional' D8 @8 y) H3 d instructions if required). " X5 u" i6 K4 C2 B7 y(See LOW APPROACH.) c$ B0 p' H ?2 t. r(See MISSED APPROACH.)) @) m) W1 s% U2 C3 |7 B& d& H9 O GPD(See GRAPHIC PLAN DISPLAY.) 1 q0 Y; n+ s; l. YGPS(See GLOBAL POSITIONING SYSTEM.) $ q @, q3 ]! w9 K- `9 MGRAPHIC PLAN DIS PLAY (GPD)- A view; q0 W7 _5 @7 p; o, [ available with URET that provides a graphic display6 J+ X7 \& q6 [ of aircraft, traffic, and notification of predicted & v# t5 y- K& r( S" }/ Iconflicts. Graphic routes for Current Plans and Trial7 I$ s' r7 s' ^6 `! Y: H* x Plans are displayed upon controller request.+ N8 \) s, h2 T6 @2 v$ l" V P (See USER REQUEST EVALUATION TOOL.) 2 l, @; u. x' k8 DGROUND-BASED TRANSCEIVER (GBT)- The! P: M0 w, T. l% g& V- s3 f ground-based transmitter/receiver (transceiver) re‐2 s% M8 M3 r( l. \ ceives automatic dependent surveillance-broadcast, z5 A. s+ M2 Z3 I messages, which are forwarded to an air traffic - X$ \( x+ G4 e, L* x6 j7 xcontrol facility for processing and display with other9 i# D; ~ z4 B/ b. u$ { radar targets on the plan position indicator (radar$ l' \$ q8 c# v7 D3 m& U9 b display).- K$ Y& h3 r! e$ d( M* u# z% l3 M (See AUTOMATIC DEPENDENT, O; d2 M- _7 {% K9 Q' N( ?+ c SURVEILLANCE‐BROADCAST.) ) H! r( U8 G2 R6 o. _2 l) _7 xGROUND CLUTTER- A pattern produced on the' z; ?- o: h4 }. o) b/ K. E radar scope by ground returns which may degrade ( L) k* L. ^- W! [other radar returns in the affected area. The effect of j0 Z0 q) B1 Z- d- B1 P3 f# Iground clutter is minimized by the use of moving ; l" o% o) _% A# r9 E) btarget indicator (MTI) circuits in the radar equipment! L; w& C- v* L" |" ^) K" _ resulting in a radar presentation which displays only. y9 L1 q! E( j% |; ]$ W- ?$ V targets which are in motion.2 X* _: o5 \7 L# _7 K* | (See CLUTTER.) % L- r0 s9 X3 X! m9 qGROUND COMMUNICATION OUTLET (GCO)- , ?7 n+ Q8 |% Q& l% q5 Y( [An unstaffed, remotely controlled, ground/ground1 k0 t4 `; N& P5 i! l communications facility. Pilots at uncontrolled ' L) `& Q( @# G9 }. Qairports may contact ATC and FSS via VHF to a- h9 C |- E# a6 ]" x/ F0 k telephone connection to obtain an instrument 8 a0 {' d. `) C) Hclearance or close a VFR or IFR flight plan. They may 6 i m/ A. F" ^) [5 Falso get an updated weather briefing prior to takeoff. . x0 Z! c* L$ _( m9 d" {Pilots will use four “key clicks” on the VHF radio to 8 l) V5 j& D9 F+ e! _contact the appropriate ATC facility or six “key* K3 @4 u% V! X. n9 a( k clicks” to contact the FSS. The GCO system is9 G# ]! N R* [7 O6 S intended to be used only on the ground. . _& P& X) m0 N" l( bGROUND CONTROLLED APPROACH- A radar) W* P$ W4 c1 u8 T( v: O+ z approach system operated from the ground by air ; T$ i( r" h7 M& btraffic control personnel transmitting instructions to. c. B3 R* F. A2 U2 t) U( b the pilot by radio. The approach may be conducted# ?# u1 f8 j, b9 B1 W, a D4 Q with surveillance radar (ASR) only or with both+ g- I1 C. U0 Y$ w surveillance and precision approach radar (PAR).) s- m2 Z2 r8 P' G( E/ m Usage of the term “GCA” by pilots is discouraged ! i& [' u5 [6 T0 c$ pexcept when referring to a GCA facility. Pilots should6 C$ @7 l# V6 x8 E' Z specifically request a “PAR” approach when a 9 ]. Q( y( v% w7 m' e7 Q) g4 y+ E$ yprecision radar approach is desired or request an 7 |7 N% ~; R. D) `" Z“ASR” or “surveillance” approach when a nonpreci‐- c) h+ ]$ B$ [2 B2 _/ k: N sion radar approach is desired.8 K( W7 i% Z3 v8 H (See RADAR APPROACH.)7 w8 @ O: s/ l; K& U GROUND DELAY PROGRAM (GDP)- A traffic 1 g' H- p3 `' r, W* u' imanagement process administered by the ATCSCC; s: |: ]7 r) X. K. W+ xwhen aircraft are held on the ground. The purpose of " s p+ J; L' c8 m8 q+ Sthe program is to support the TM mission and limit 8 {# R1 N( v1 q: k" eairborne holding. It is a flexible program and may be * e! j" w4 w$ [4 r) {implemented in various forms depending upon the: n" O, V F4 R8 _0 R& s+ | needs of the AT system. Ground delay programs % L/ `6 c% z& K9 d- z9 }# ~9 Z yprovide for equitable assignment of delays to all( i$ h4 K: _0 n" z6 g system users. " b( b5 T9 R: }* S0 O7 V3 cGROUND SPEED- The speed of an aircraft relative# [/ u# O9 ]- U+ m8 w+ \ to the surface of the earth. 2 r. n' A& _0 o9 N3 c6 ~GROUND STOP (GS)- The GS is a process that ( t. M5 g0 |! [requires aircraft that meet a specific criteria to remain1 w8 o' t% ~5 ` on the ground. The criteria may be airport specific,) I- p+ _* B3 r. q9 M3 w9 v8 p airspace specific, or equipment specific; for example,8 `( p" R* U7 z8 G; M all departures to San Francisco, or all departures 2 P) X- r2 s( G0 Z" _% E8 K5 Dentering Yorktown sector, or all Category I and II ) j7 `1 e2 `, {3 S- w0 h) ~aircraft going to Charlotte. GSs normally occur with- t% c) j+ |0 B) L little or no warning. / l& G" {; ]5 n, }GROUND VISIBILITY(See VISIBILITY.) + C* W! q: M4 p( T2 b# e9 NGS(See GROUND STOP.) 9 V8 f! v( T6 V% W5 J$ zPilot/Controller Glossary 2/14/08 / P9 H2 i- ? l; y+ _' Y1 ZPCG H-1 ; _; l( l# @/ ZH' H, _1 }6 K! U( w% A HAA(See HEIGHT ABOVE AIRPORT.). s# z0 y- Q# G; S HAL(See HEIGHT ABOVE LANDING.)4 g. ^8 T. w- k8 T HANDOFF- An action taken to transfer the radar & D; g) g0 A6 l8 Zidentification of an aircraft from one controller to % r- P- ]" g8 l; j3 v' ?' y. ]. A" Qanother if the aircraft will enter the receiving! `8 Z/ j& z: t7 C; F7 ` { controller's airspace and radio communications with; e$ S" \- h: ~; C the aircraft will be transferred.: h; ?- \$ f# ~1 q4 E9 i HAR(See HIGH ALTITUDE REDESIGN.) 3 w9 x2 n8 v! H2 ?HAT(See HEIGHT ABOVE TOUCHDOWN.)- _; {7 p) I4 P! d HAVE NUMBERS- Used by pilots to inform ATC 6 S* P- N$ n$ k0 uthat they have received runway, wind, and altimeter 1 L7 l% k+ P1 z2 ~8 {. F* o- [information only., H2 I* B. G( P& V HAZARDOUS INFLIGHT WEATHER ADVISO‐1 ^4 ]. r4 s0 ]# J RY SERVICE- Continuous recorded hazardous 1 F8 H6 y% ]/ @$ rinflight weather forecasts broadcasted to airborne ; l6 M" ~( q2 }/ Q$ L+ Opilots over selected VOR outlets defined as an5 Q0 a3 N' O) L+ f7 N HIWAS BROADCAST AREA. . m3 {& f$ j. V/ ?9 zHAZARDOUS WEATHER INFORMATION-3 o8 f4 @7 o8 F Summary of significant meteorological information 8 L1 h B6 f( i$ ?$ |/ x H(SIGMET/WS), convective significant meteorologi‐, x9 j: r# o$ A1 c: d cal information (convective SIGMET/WST), urgent . [; F9 B- v( m, O2 @6 Lpilot weather reports (urgent PIREP/UUA), center " v0 S3 d4 \* Q6 R2 a# r( u. t; O( vweather advisories (CWA), airmen's meteorological# Q: }- u% G" B }/ H information (AIRMET/WA) and any other weather 6 J) {. I! D( `3 w6 ~' ssuch as isolated thunderstorms that are rapidly - ]; {. X" q' S o5 I3 d m8 Udeveloping and increasing in intensity, or low) ]8 r; I7 p1 e: B0 d, L' J1 N G ceilings and visibilities that are becoming wide‐ ! O5 x/ w. ^# c) S$ K! Nspread which is considered significant and are not, |. O: J; p# w* k included in a current hazardous weather advisory. a4 r: d: V' X9 ?: h6 LHEAVY (AIRCRAFT)- * P, B6 D- K& a' J4 a! c(See AIRCRAFT CLASSES.)6 @! h+ g. K) q HEIGHT ABOVE AIRPORT- The height of the % ]1 m7 x* o* T* rMinimum Descent Altitude above the published/ e E0 |5 V ` A- a* L% J airport elevation. This is published in conjunction * ~* f" J0 F# rwith circling minimums.* j+ h' _/ ~8 i% L! h9 j+ @ (See MINIMUM DESCENT ALTITUDE.)2 r0 g+ Q! E" R: `! u0 @ HEIGHT ABOVE LANDING- The height above a5 z4 m- r. g3 h. L3 k$ q& L designated helicopter landing area used for helicopter7 T' Y. `; w2 j& h" T { instrument approach procedures.3 V1 v F9 X; z: i9 a) g1 F% r (Refer to 14 CFR Part 97.) y& {2 r+ j, y2 JHEIGHT ABOVE TOUCHDOWN- The height of # E' C+ p1 s1 Wthe Decision Height or Minimum Descent Altitude ) [7 S( e5 n( e1 d, iabove the highest runway elevation in the touchdown / B z0 G% F+ u4 u- S9 `zone (first 3,000 feet of the runway). HAT is- B- e/ @/ s0 R5 O; V' a( Z published on instrument approach charts in conjunc‐ ; @1 \7 Z* ~; o2 B0 N2 ^tion with all straight‐in minimums.* j& Z) N4 Y4 u% Z+ _6 q (See DECISION HEIGHT.) 7 j1 W& s) [. z2 {% h0 w(See MINIMUM DESCENT ALTITUDE.)' n# i# i! P9 m HELICOPTER- Rotorcraft that, for its horizontal 6 V9 h) m [( Z* ~" @" P3 q: mmotion, depends principally on its engine‐driven . G6 b+ g9 H7 o( yrotors.6 T) ]9 t* ?* a' B) i (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 + N2 @* {: }( Z' Z: K A2 Gsupported in flight chiefly by the reactions of the air G" {* r* E/ U on one or more power‐driven rotors on substantially& z1 \5 |6 t! ]: ? vertical axes. $ x; i& O/ E9 Q0 tHELIPAD- A small, designated area, usually with a' W) d8 f; P9 a* _2 U; I prepared surface, on a heliport, airport, landing/take‐ 8 J; q5 K6 T; s0 u& E6 K; x Coff area, apron/ramp, or movement area used for! Y/ ?% J. Y; }9 U8 S: T9 a takeoff, landing, or parking of helicopters.5 J& N( W- ^: l1 |$ C0 P, \, ?. { HELIPORT- An area of land, water, or structure used " e/ S; j9 C" N$ J3 ?) g7 U. d9 U6 @7 y; lor intended to be used for the landing and takeoff of3 L9 `4 R4 I* ~ f& W helicopters and includes its buildings and facilities if+ T, t& g( O5 @5 u" y8 w any. Y0 Z3 m* c8 m5 f' UHELIPORT REFERENCE POINT (HRP)- The1 m8 a, O- L9 r! L geographic center of a heliport.9 }3 t& r+ q+ `, T8 _" K A HERTZ- The standard radio equivalent of frequency 6 ^# u8 s, q8 T7 ?- ]! ?3 jin cycles per second of an electromagnetic wave.$ J* S. r5 ^- ^4 @( S0 P8 N( P' [ Kilohertz (kHz) is a frequency of one thousand cycles . s4 r/ W- l5 O" _per second. Megahertz (MHz) is a frequency of one/ }6 I, z6 h/ Q million cycles per second. ( o$ d- ~% }% X' X% IHF(See HIGH FREQUENCY.)/ O' ~7 L5 t4 d; L HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.) + _+ H7 R5 h2 c' N0 Y# {" G2 z. PHIGH ALTITUDE REDESIGN (HAR)- A level of $ A' x1 z( C e& V6 Nnon-restrictive routing (NRR) service for aircraft3 C0 c: B1 ~3 S6 j5 F4 L% B& U& G: ^ that have all waypoints associated with the HAR " c' J" I& V0 x9 j6 Y8 B4 Gprogram in their flight management systems or2 g0 L4 m; S, Z! _ RNAV equipage. 9 l8 C$ B8 W- r( [* PPilot/Controller Glossary 2/14/08* ]( P' h* t y$ ~3 Y PCG H-2 ; R# n6 |5 _2 j* H+ a: YHIGH FREQUENCY- The frequency band between9 G; @4 W( X, J1 d0 m 3 and 30 MHz. / A# p# o' H: D) q/ E(See HIGH FREQUENCY COMMUNICATIONS.) 7 w( O, i! s- M; B% M% b5 i& n, N. HHIGH FREQUENCY COMMUNICATIONS- High 1 S6 ]: X; |5 Sradio frequencies (HF) between 3 and 30 MHz used9 t0 d5 L4 A" A( ] for air‐to‐ground voice communication in overseas * B4 ]! G `" }, ]5 Y* x- M+ I" Moperations. & p+ d; }& w7 i! X$ u6 D( nHIGH SPEED EXIT(See HIGH SPEED TAXIWAY.)# H" ?$ B1 V4 x8 t8 X HIGH SPEED TAXIWAY- A long radius taxiway % P/ q9 A/ K# ?2 h/ |' g) Idesigned and provided with lighting or marking to 4 L: W: m1 u3 v' w0 m; ?, ]define the path of aircraft, traveling at high speed (up + r3 k6 F& S1 f8 b Z% d8 M4 Uto 60 knots), from the runway center to a point on the 1 U. r9 `; Z5 G8 \center of a taxiway. Also referred to as long radius , ^; k2 p7 {( Z, R$ `" n( Qexit or turn‐off taxiway. The high speed taxiway is6 ]2 `0 @) F; ^' F designed to expedite aircraft turning off the runway . N" O2 g- n) d7 W) }4 w0 Y* Gafter landing, thus reducing runway occupancy time. . Q0 G% p5 e7 \" e& }- p0 G ]HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.) 5 B8 s! q1 K. C2 u$ DHIWAS(See HAZARDOUS INFLIGHT WEATHER! J7 G! e) d$ }* `2 J; k; v ADVISORY SERVICE.) $ ~( q3 Z" w5 z$ l$ LHIWAS AREA(See HAZARDOUS INFLIGHT WEATHER# p$ T# Y; y; g( v ADVISORY SERVICE.)9 E! G- [6 b' G0 Q2 Q5 ^ HIWAS BROADCAST AREA- A geographical area1 C3 v7 W/ Z- |" J0 A0 ?+ E of responsibility including one or more HIWAS ; {9 h X( v4 p7 G! N. M) y5 Woutlet areas assigned to an AFSS/FSS for hazardous 0 T, n, c! s7 o6 \5 }4 b W5 ~weather advisory broadcasting.( v5 D6 g3 V7 @& o( U: y6 d1 B% F5 W9 o HIWAS OUTLET AREA- An area defined as a 1508 J4 e& t- f, U: D9 L3 \- e) } NM radius of a HIWAS outlet, expanded as necessary2 j9 ] t4 e( K$ t0 I to provide coverage.* X9 y9 H9 G3 R, z2 Y. ^/ k( Z HOLD FOR RELEASE- Used by ATC to delay an % O( v. C# [: C' X( Jaircraft for traffic management reasons; i.e., weather, 1 ]: c+ i# h ]4 K7 _& W2 V9 {traffic volume, etc. Hold for release instructions * O5 W6 ]$ D6 j& K* V7 [(including departure delay information) are used to/ a" u4 L9 O7 D0 H* J5 w$ n1 W inform a pilot or a controller (either directly or ' f+ R2 b+ A7 A5 Q3 ^8 n* ?through an authorized relay) that an IFR departure( ^$ A; u4 Y5 X) | clearance is not valid until a release time or additional# \- C0 s% [4 F, G6 E) ~' f4 h3 _ instructions have been received. $ T/ ^. C# m9 U' e2 V D" Q/ v x2 r1 `(See ICAO term HOLDING POINT.)) w; j, u m4 |; V6 j HOLD IN LIEU OF PROCEDURE TURN- A hold 2 ?+ A, `- ?. D) v2 F0 Yin lieu of procedure turn shall be established over a ' [+ Y( ~6 n# e6 [final or intermediate fix when an approach can be9 m4 I% J2 Z) I! q- M, F9 I. b made from a properly aligned holding pattern. The ) \* o0 Z+ |" ghold in lieu of procedure turn permits the pilot to 5 k; X1 x P3 j0 i( Talign with the final or intermediate segment of the: {5 w9 s1 v+ c* H7 m3 {) Q# K approach and/or descend in the holding pattern to an ( {+ I g8 X" [* ~# v9 f. Y' Yaltitude that will permit a normal descent to the final + z4 ~' r$ m& _% H2 Xapproach fix altitude. The hold in lieu of procedure 5 v2 m* E2 z( Uturn is a required maneuver (the same as a procedure/ T9 c( Y1 v. K4 f" z" l9 X) y. N+ h( i turn) unless the aircraft is being radar vectored to the9 @- Y5 h7 }! I. U8 N2 c final approach course, when “NoPT” is shown on the# J$ ]' N5 c* O approach chart, or when the pilot requests or the $ _5 {- w; ~; ccontroller advises the pilot to make a “straight-in” + W( Y8 F0 {3 ^% yapproach. ( }" `+ i; s1 `" Z3 X- KHOLD PROCEDURE- A predetermined maneuver $ U5 \/ b# F) O+ ?/ Q9 r" cwhich keeps aircraft within a specified airspace while 8 s, q" q: `! zawaiting further clearance from air traffic control.' | a2 f- X5 p" | Also used during ground operations to keep aircraft - T: |4 |0 d5 F9 g( |" ^# |, G& Awithin a specified area or at a specified point while 6 E! [2 _$ J, u+ A( B1 B- ?awaiting further clearance from air traffic control.+ r( k: V: i# ~ ? (See HOLDING FIX.)' b8 H, Y6 ~) p (Refer to AIM.)1 _# k0 j, ?% h8 p, Y HOLDING FIX- A specified fix identifiable to a 2 Q! p! b$ Z0 W5 ]: g- j$ Fpilot by NAVAIDs or visual reference to the ground5 h' c/ l" s; f# a used as a reference point in establishing and+ K- U, i9 W% Q) {2 t8 @ maintaining the position of an aircraft while holding.$ P* N c' G$ W2 R; S: x& x" ` (See FIX.) $ m$ L+ c% A/ C3 R(See VISUAL HOLDING.) % ~# A) g. g+ P: _4 Z(Refer to AIM.) + a5 }. E }% _HOLDING POINT [ICAO]- A specified location, # Z9 m+ k3 L' S% \identified by visual or other means, in the vicinity of ! ^1 [2 g% I3 u$ h* O& [6 \which the position of an aircraft in flight is& o3 p6 {8 h2 l" v" P/ x9 } maintained in accordance with air traffic control 9 F% E0 z1 k$ M( [ b7 f. ~5 }clearances. & Y) t: n2 C b# m* ZHOLDING PROCEDURE(See HOLD PROCEDURE.)2 |' i1 A5 y8 j: |4 J0 Y HOLD‐SHORT POINT- A point on the runway + }, z( U2 G$ H$ l* \beyond which a landing aircraft with a LAHSO8 B2 w: l! h4 ~3 \3 B' x clearance is not authorized to proceed. This point 5 R& g) e: b7 M1 l7 e: {+ Qmay be located prior to an intersecting runway, 3 P) A/ y, K& h2 @+ jtaxiway, predetermined point, or approach/departure( J" q8 O+ K# N2 A, b# P) M, s flight path. . Y# d, D) A) T* pHOLD‐SHORT POSITION LIGHTS- Flashing * Q# y% Q; Y% `+ W7 o" _in‐pavement white lights located at specified/ K/ L' h: _2 K1 h" Q: L: k7 e hold‐short points. % P r3 M" ^5 t5 t6 g( |1 nHOLD‐SHORT POSITION MARKING- The" f; `2 p5 i. k& t6 |' ]1 A# `! T painted runway marking located at the hold‐short % X! `* L; t' q" V, I2 c5 cpoint on all LAHSO runways.% }2 H. z9 l4 [3 X HOLD‐SHORT POSITION SIGNS- Red and white% E* D3 s, D; g8 o% ? holding position signs located alongside the& |" s( Y3 b7 C& u7 K8 v( }0 ] hold‐short point., W7 H; j. V9 X, u# d- i0 Y Pilot/Controller Glossary 2/14/084 v; A3 l$ E; N2 Q9 i PCG H-36 ?) g) k4 ?8 _, X$ K HOMING- Flight toward a NAVAID, without1 e* N; v: _4 Z! ^- { correcting for wind, by adjusting the aircraft heading % K4 [. O. s* q% ?. m( U- s- T8 @+ vto maintain a relative bearing of zero degrees. 2 q3 D! j1 A7 K6 m(See BEARING.): |4 [' ]0 A0 W( Y$ Z (See ICAO term HOMING.) # \% c& \' ?4 s2 CHOMING [ICAO]- The procedure of using the; k0 Y. f5 e4 G4 b1 w- Z direction‐finding equipment of one radio station with ( O; M2 r m. Y. {7 a% P) z0 rthe emission of another radio station, where at least : o4 u- V9 T8 h! A* h1 ione of the stations is mobile, and whereby the mobile+ E4 k1 _4 I6 u7 E. n station proceeds continuously towards the other3 P1 O! T. I" K; `2 T station. U3 m" V: b2 G; B# v; K9 k HOVER CHECK- Used to describe when a * }9 _8 [6 X ~; s& ]helicopter/VTOL aircraft requires a stabilized hover * `. F. E; L: W+ {/ Bto conduct a performance/power check prior to hover) q# N( l" D) X4 n taxi, air taxi, or takeoff. Altitude of the hover will ! @. E2 j# w! o7 q1 hvary based on the purpose of the check. " s* m' K- |/ T2 BHOVER TAXI- Used to describe a helicopter/VTOL * w$ } W5 \3 W. naircraft movement conducted above the surface and # R9 ~* f2 ]1 c1 [9 F N7 Bin ground effect at airspeeds less than approximately # ]) _8 Q: L7 v# n( b/ c20 knots. The actual height may vary, and some % W" t6 J0 O9 E" _helicopters may require hover taxi above 25 feet AGL0 i2 q$ E- c- d! ~; M9 R to reduce ground effect turbulence or provide % V. v. W5 Y( X9 C- w& Kclearance for cargo slingloads. . F: H, J: h8 U# `) [1 w e& S) X# \(See AIR TAXI.)' P7 S& T* L/ n& r( z; \0 J (See HOVER CHECK.) o) Q1 P- K2 u Z- I (Refer to AIM.)- t9 e# t/ v/ k HOW DO YOU HEAR ME?- A question relating to 6 Z' T3 ^8 p( g; W' ~the quality of the transmission or to determine how/ a- \. L% q" k R! ^8 O( j well the transmission is being received. 2 J. ?$ H r: d8 w6 lHZ(See HERTZ.), |' B) _4 [, z4 H; B3 D- ` Pilot/Controller Glossary 2/14/08 % p& N/ c7 `% w2 P3 p2 Y- iPCG I-1 * s: f6 {/ f2 d) ]) [4 kI1 D( s7 h. D7 B$ Y) |+ g' i$ V) | I SAY AGAIN- The message will be repeated. ( e; O0 w7 x P9 E' aIAF(See INITIAL APPROACH FIX.)! {0 _% Q; E; }. u IAP(See INSTRUMENT APPROACH : W$ x( m4 Z" l6 `. XPROCEDURE.); O% f/ h J% X0 p7 H9 q IAWP- Initial Approach Waypoint1 z: Z0 M/ R5 R4 q3 ~& j! D2 ]. q ICAO(See ICAO Term INTERNATIONAL CIVIL % i) r9 w" ?2 M! {) k# n+ Y) H3 `AVIATION ORGANIZATION.) ! l4 q0 H+ \# Y' H5 X- e4 F) r3 \1 dICING- The accumulation of airframe ice. ! U. |1 }6 r& J8 N1 B! ATypes of icing are:2 f9 ]6 Z, P6 t3 J. R4 { a. Rime Ice- Rough, milky, opaque ice formed by : {2 {6 B) n( s: K! [- ?3 Nthe instantaneous freezing of small supercooled* |$ m$ e& X* D8 \% v water droplets.- g* u9 A3 m5 ^. R( u3 j5 e8 | b. Clear Ice- A glossy, clear, or translucent ice$ }3 _5 y7 K, I6 A" M formed by the relatively slow freezing or large& ?) E) ?% ~+ G2 Q" u. L/ T supercooled water droplets.- x- t; R# K/ b. l8 @% C4 n c. Mixed- A mixture of clear ice and rime ice. ( D7 o& n" a d9 FIntensity of icing: 4 P& R" c+ }, s" i6 ~: _a. Trace- Ice becomes perceptible. Rate of% x' y9 J' ?# k0 ], a b' Y8 H accumulation is slightly greater than the rate of - i# k! s3 b. J) y) W" `7 o8 Msublimation. Deicing/anti‐icing equipment is not2 d; }- W- @3 O* Q3 _# n utilized unless encountered for an extended period of & e3 j. n {% { G. Etime (over 1 hour). * G$ |1 N0 p/ x' Jb. Light- The rate of accumulation may create a 0 w _) @# n: m" Cproblem if flight is prolonged in this environment 2 y& A/ P% b9 n& Q# s( Q* I(over 1 hour). Occasional use of deicing/anti‐icing7 f5 P" Y3 K8 z- b3 E3 ^ equipment removes/prevents accumulation. It does% j4 d$ u Z3 l0 B% K& T" e# x not present a problem if the deicing/anti‐icing3 F+ b1 b, P3 l% c. o equipment is used.# P* C, @+ C" \/ ^ c. Moderate- The rate of accumulation is such that 3 s. F; } _, e' q' g) G7 G" Oeven short encounters become potentially hazardous; T5 [3 s- ?, P k' O* @# \3 A and use of deicing/anti‐icing equipment or flight6 y# m" P, {8 {+ W: }% F8 a6 \( O diversion is necessary.3 o' A. b/ g' ^, R6 S$ \8 g, y6 R- F d. Severe- The rate of accumulation is such that' J) E( h: l# ^1 V3 ` deicing/anti‐icing equipment fails to reduce or, y. B) y5 f+ U/ {- S* ` control the hazard. Immediate flight diversion is3 k6 |4 Q- I6 o! n% u necessary.* k' V, }( T8 J4 R4 ~0 \ S IDENT- A request for a pilot to activate the aircraft 2 [: b+ \* @) c% o4 q+ atransponder identification feature. This will help the ; D- J: M9 a( ~controller to confirm an aircraft identity or to identify 9 m8 d+ w0 O# ]- Q7 @3 m0 [0 _an aircraft.1 l! _! K+ W5 s) E9 w$ M (Refer to AIM.) 4 a( w2 j- ?& i, W$ i lIDENT FEATURE- The special feature in the Air 0 n9 b5 l- G9 fTraffic Control Radar Beacon System (ATCRBS) ' U4 R7 b( i! J9 a& Wequipment. It is used to immediately distinguish one7 L" ?/ c0 r' K: W7 `4 \3 x, r displayed beacon target from other beacon targets. " ~. c; ?% L% m# T(See IDENT.)& v) n) C3 A; W @9 L8 r: {0 g IF(See INTERMEDIATE FIX.) . g) x! z' E/ ?' C# M, d2 T- MIFIM(See INTERNATIONAL FLIGHT INFORMATION* `3 a- ?8 f R, B+ R6 R) \ MANUAL.) 1 Y7 f/ \: M. k9 B2 v, r1 ^9 rIF NO TRANSMISSION RECEIVED FOR * j* Y7 @+ A* @. z, ^8 m% S/ c(TIME)- Used by ATC in radar approaches to prefix 0 x+ X1 |8 o5 q" [7 ~procedures which should be followed by the pilot in 4 f8 T) J) |* Z% ~event of lost communications. $ r7 h) e- H9 _4 P) Z(See LOST COMMUNICATIONS.)+ D- f4 f* M9 c! V2 U' r IFR(See INSTRUMENT FLIGHT RULES.)+ R8 y3 e+ j5 o IFR AIRCRAFT- An aircraft conducting flight in( [0 Y" Y/ G6 P. b$ X accordance with instrument flight rules. * `5 \2 h' W" r# p8 g/ i, g5 I7 x$ F7 `3 _IFR CONDITIONS- Weather conditions below the ! ?1 y3 W8 n, eminimum for flight under visual flight rules. 6 c8 B! O1 ~, G0 z(See INSTRUMENT METEOROLOGICAL& R- u. |- X% v CONDITIONS.)+ r( [* e! D$ { IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND( }% K- y: l' \3 y DEPARTURE PROCEDURES.)0 n* f7 S1 Q. i( \' z( P0 v; X (Refer to AIM.) ~$ D" W* c# qIFR FLIGHT(See IFR AIRCRAFT.) Z; Y; Q" [5 Q$ [! d, [IFR LANDING MINIMUMS(See LANDING MINIMUMS.) * u0 [5 W n% a5 [IFR MILITARY TRAINING ROUTES (IR)- Routes, N; F. ? w& r used by the Department of Defense and associated! v- N( E# V0 O9 @0 e Reserve and Air Guard units for the purpose of . I( P9 l2 B& c+ `0 H, Yconducting low‐altitude navigation and tactical 9 N9 N4 Y0 `# j' Y) J: Htraining in both IFR and VFR weather conditions% x% ]3 \3 ~* J' k( a below 10,000 feet MSL at airspeeds in excess of 250% U0 c9 f5 K: J knots IAS. , k$ A2 G3 P3 K/ }IFR TAKEOFF MINIMUMS AND DEPARTURE 0 v F# r: d5 QPROCEDURES- Title 14 Code of Federal ) Y C4 o5 q# k f0 _, G. S: ~Pilot/Controller Glossary 2/14/086 n+ Q- T4 h+ m7 M 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 & N6 H! ?% b( a; lfor certain civil users. At some airports, obstructions 6 c" j3 A% ?3 _( _% B, R0 w8 R% }or other factors require the establishm ent of! {2 x# I+ p9 N/ B, f nonstandard takeoff minimums, departure proce‐5 `* ~2 S" A% `5 | dures, or both to assist pilots in avoiding obstacles" N0 H, {4 V2 m' w: \8 V during climb to the minimum en route altitude. Those9 l( ^* G* O9 u# M% Q airports are listed in FAA/DOD Instrument Approach ; x; k) }# T2 w. ^& e0 C* `Procedures (IAPs) Charts under a section entitled! N; J+ {( G& q- h; V “IFR Takeoff Minimums and Departure Procedures.” ! w7 {8 o7 Q6 s6 {: e2 uThe FAA/DOD IAP chart legend illustrates the4 E: R1 }! x9 H* g symbol used to alert the pilot to nonstandard takeoff ; H' C2 {' l$ C9 @: F& Z" `) Eminimums and departure procedures. When depart‐ $ ^: B6 P* u5 @# I Ving IFR from such airports or from any airports where8 g& \* ~* k8 g$ \' D8 T( y there are no departure procedures, DPs, or ATC7 ]" Y7 n2 D8 s# C, O. C facilities available, pilots should advise ATC of any . m. \ `9 q9 p3 O: m t1 Kdeparture limitations. Controllers may query a pilot& K8 P# H4 b& ~( r$ F' Q2 \ to determine acceptable departure directions, turns, 5 d# |" x; x& c& kor headings after takeoff. Pilots should be familiar, i: x/ N2 `: ?- f: S* y with the departure procedures and must assure that" e) X, q; _7 U* V. D their aircraft can meet or exceed any specified climb+ Y4 K# u; O. M+ y8 u" ?3 y/ P gradients.3 ]$ I! X z- F2 ~8 @" e9 a' u IF/IAWP- Intermediate Fix/Initial Approach Way‐ . f: O/ {4 f. g7 rpoint. The waypoint where the final approach course ( m8 Q {. j. k Bof a T approach meets the crossbar of the T. When6 l g* M9 L: o9 I. v- B$ x9 o designated (in conjunction with a TAA) this / Q: e p5 Q0 kwaypoint will be used as an IAWP when approaching . z. s& @ {: y+ x* N$ }6 ^' a8 Qthe airport from certain directions, and as an IFWP 2 O/ R U9 y- H) B+ B! `when beginning the approach from another IAWP. ) X; ^; y: J7 ^ J c' L3 C; I! \IFWP- Intermediate Fix Waypoint : o, Q* C3 r4 n0 L8 K, l) J' dILS(See INSTRUMENT LANDING SYSTEM.) . B) k! [& G3 BILS CATEGORIES- 1. ILS Category I. An ILS 0 v# W7 ]$ J! D4 |approach procedure which provides for approach to 5 B' P; M% e+ y& g( z* d& qa height above touchdown of not less than 200 feet: ?& I6 ^: `9 s# |/ A# _0 h and with runway visual range of not less than 1,800* | t6 [6 G R9 c: }4 n1 o( y% S feet.- 2. ILS Category II. An ILS approach procedure. V; y. a4 o9 _5 p which provides for approach to a height above5 i! G2 x8 }2 J2 w) d4 ?- n7 P1 S touchdown of not less than 100 feet and with runway" P0 h3 X$ s: J8 D7 g& r+ j visual range of not less than 1,200 feet.- 3. ILS 0 j* N8 }; x) F" c1 ECategory III: ; I, X7 i* v; I# R1 r: Ja. IIIA.-An ILS approach procedure which : E' \/ p' K% m# G6 L: N! ]. [$ Yprovides for approach without a decision height- Y) B$ w; F! `7 q: r9 v. r9 B minimum and with runway visual range of not less , ?6 l" T4 l1 ithan 700 feet.+ R; G" r8 M) M* d* z$ q b. IIIB.-An ILS approach procedure which # H1 k: A3 N' d, O! w6 P, ?provides for approach without a decision height 9 O& z, a4 ~* Q1 aminimum and with runway visual range of not less- ]$ B5 n$ h- U4 p/ p! R7 Z than 150 feet., C) s3 {/ @3 O8 i c. IIIC.-An ILS approach procedure which( @7 u' C" n* ?6 t4 B6 n4 l, L$ \ provides for approach without a decision height) F1 o, e" x) C* s9 q7 ~ _+ T8 K minimum and without runway visual range) O4 I3 x! t' V. Y( y minimum. ' E- p8 t( `5 ]! xILS PRM APPROACH- An instrument landing% ]" c1 Z# l6 u. K7 P* y. M: a system (ILS) approach conducted to parallel runways 0 {. Z& _+ Z W+ `3 V. ^% kwhose extended centerlines are separated by less than % `7 y5 t4 D# k7 a$ Q/ l- a4,300 feet and the parallel runways have a Precision 6 b$ B# C6 {+ j- HRunway Monitoring (PRM) system that permits# v r+ l9 j/ s" n8 w simultaneous independent ILS approaches.! w& M* a, R7 Z& E+ f9 p IM(See INNER MARKER.) ) w5 e& r+ q8 d# C4 M" `* N, |IMC(See INSTRUMENT METEOROLOGICAL ; _* R/ ]4 g" c8 r3 ~) JCONDITIONS.)7 U/ T* W$ u+ F& P- G% ?! l$ h) l) i IMMEDIATELY- Used by ATC or pilots when such : ~, U- e! x$ [- l; Uaction compliance is required to avoid an imminent . H3 f. }0 h- n; f' e! N5 nsituation.5 Q" q( h) D G/ F INCERFA (Uncertainty Phase) [ICAO]- A situation 6 J7 k1 _8 [6 k: n# H1 pwherein uncertainty exists as to the safety of an 0 [2 |2 V, [2 Taircraft and its occupants.& [% O( d( a& d% {# g% S; h Y INCREASE SPEED TO (SPEED)-. h1 ?! N- \* d7 W8 ]& e4 e: y (See SPEED ADJUSTMENT.) , \! x/ Z X. G- L% e, |$ a [, e7 X9 k; nINERTIAL NAVIGATION SYSTEM- An RNAV. \) p: _. H6 I ]' T system which is a form of self‐contained navigation.% U0 Y2 d2 _. Q* W* Q (See Area Navigation/RNAV.) 3 w5 M5 a) ^ F; l3 A, M+ }+ AINFLIGHT REFUELING(See AERIAL REFUELING.) ) A: M& }1 o8 m7 ], o8 ]* jINFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.) 6 }; M6 ?/ T m6 m6 i/ HINFORMATION REQUEST- A request originated 1 n9 @5 A0 d. D8 O' P# d( _by an FSS for information concerning an overdue ; v+ _- V" n% UVFR aircraft. 3 d# K# ?- h3 G( [6 H) k) YINITIAL APPROACH FIX- The fixes depicted on* I+ Y8 N" U+ [0 U! F$ z instrument approach procedure charts that identify7 J; L2 h- M* s; i; d the beginning of the initial approach segment(s). * M6 F! C' c* Y- I t& l(See FIX.)& ?5 y2 G! r, n& D2 q$ I (See SEGMENTS OF AN INSTRUMENT+ k4 ~2 P( q! F0 Z8 O4 G# m APPROACH PROCEDURE.): }' A! o8 q) O. H INITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT' q0 M9 d: ]9 h; |+ ] APPROACH PROCEDURE.) & B4 B% H K" `( [1 k, Q3 AINITIAL APPROACH SEGMENT [ICAO]- That3 [0 K" n R* h2 P& x; o segment of an instrument approach procedure% w; X3 u7 x. R between the initial approach fix and the intermediate ) C: e& t% \4 L3 lapproach fix or, where applicable, the final approach( N6 S* Y: t4 @8 m2 ] fix or point. 2 v" b+ B6 {$ P* G1 B( X tPilot/Controller Glossary 2/14/08 6 d6 c- g7 W& D+ h0 UPCG I-3 2 G' D6 r* ~7 {# ~INLAND NAVIGATION FACILITY- A navigation4 l J! U" s, D9 J( v aid on a North American Route at which the common! g/ @9 D6 M: V, P: q$ f: } route and/or the noncommon route begins or ends. 4 `' N6 Y( J2 ?5 s8 sINNER MARKER- A marker beacon used with an 9 D; [! p9 E% E- ~( e' oILS (CAT II) precision approach located between the ) H( `$ @3 K& v2 Omiddle marker and the end of the ILS runway, 2 t5 f5 Y& t# K5 V6 Vtransmitting a radiation pattern keyed at six dots per* J( b" d9 z8 W second and indicating to the pilot, both aurally and 1 u4 v- ^4 d$ b1 wvisually, that he/she is at the designated decision . @1 D' q! z; fheight (DH), normally 100 feet above the touchdown , J/ v" j* y; E; O6 x. r1 yzone elevation, on the ILS CAT II approach. It also( A, p1 U- o0 w% ?2 {1 t$ u" ? marks progress during a CAT III approach. - J) k, |) o' E5 H' w(See INSTRUMENT LANDING SYSTEM.) 2 Z9 y" m c2 Q* F8 ?(Refer to AIM.) ; y$ m& U3 `: g; A/ sINNER MARKER BEACON(See INNER MARKER.) ' K% C% j/ D7 i' j' }$ zINREQ(See INFORMATION REQUEST.) . O9 M( d+ T" n$ ` j" XINS(See INERTIAL NAVIGATION SYSTEM.) " G/ g0 u4 [* M6 ? J- |9 OINSTRUMENT APPROACH(See INSTRUMENT APPROACH& J4 x( }* Y) b, \8 _' Y6 } PROCEDURE.): ^: m, F* L: b) w" `3 q8 ] INSTRUMENT APPROACH PROCEDURE- A + @; w7 B! _- V( I4 j- Oseries of predetermined maneuvers for the orderly( s& b5 C5 T! a+ B transfer of an aircraft under instrument flight) t. |* Q( x- x2 @ conditions from the beginning of the initial approach . w. \' Y% J- r! E- m! A/ wto a landing or to a point from which a landing may3 R4 l7 \6 }9 ], u( ^, C* _# l7 C be made visually. It is prescribed and approved for a, n7 E, q8 d! \" c1 c. t specific airport by competent authority. 0 O: I, N H# f$ \) j& Q& S( G(See SEGMENTS OF AN INSTRUMENT' h4 |7 f+ H& c" A5 A, @& B! Y9 j% c APPROACH PROCEDURE.)( k* j& |, K* F t6 m* A (Refer to 14 CFR Part 91.) " W2 t" T( e6 i3 I(Refer to AIM.)8 y+ r+ d) l- G1 M) b, F7 T* i2 H a. U.S. civil standard instrument approach5 R7 X6 F y2 A+ ^9 X; O y procedures are approved by the FAA as prescribed 3 G$ [1 g8 t" X0 P2 ~% V/ S; ounder 14 CFR Part 97 and are available for public 8 W* O% n* p; y6 v" } F3 euse.6 p( k* r7 g0 j; X$ T6 i% Z& G E b. U.S. military standard instrument approach 3 @1 \6 x# T- Kprocedures are approved and published by the 2 g- c1 Y# \ o+ ADepartment of Defense.) r0 z1 @# ~7 ~0 _8 q; c c. Special instrument approach procedures are0 J& D$ ~5 y- d G approved by the FAA for individual operators but are 3 k7 u: ?% b4 S* gnot published in 14 CFR Part 97 for public use.. D% S8 V1 M' \2 o# Z: L (See ICAO term INSTRUMENT APPROACH' S4 d8 s( M# w7 L PROCEDURE.) 5 o& |$ n- l; `# `INSTRUMENT APPROACH PROCEDURE ' O3 t$ B# b/ h/ l[ICAO]- A series of predetermined maneuvers by i3 r$ J+ D L" w- Q0 G9 mreference to flight instruments with specified 8 ]# q' ~' J. Q* u3 \* wprotection from obstacles from the initial approach" y# `7 R' D9 ~ {: N3 ^. g fix, or where applicable, from the beginning of a 3 x6 _; o$ Y# B0 D; ydefined arrival route to a point from which a landing( Q! @2 b+ c5 v0 R' s, w. K; s can be completed and thereafter, if a landing is not9 v5 E! q6 w$ [6 a9 d) d9 c8 u completed, to a position at which holding or en route 9 y9 @8 q0 j5 o- _. m( ^obstacle clearance criteria apply.: W h3 p3 ^! i INSTRUMENT APPROACH PROCEDURES3 b* r4 I. K8 ?. T1 ?1 S. M' A/ L7 V8 Y CHARTS(See AERONAUTICAL CHART.) + r6 h: c! E$ ]! X5 AINSTRUMENT DEPARTURE PROCEDURE % \7 R, u; j/ v% e4 L3 l8 {(DP)- A preplanned instrument flight rule (IFR)' W6 `. {! w O4 O! u( p C6 n departure procedure published for pilot use, in 9 e% {/ I3 @! t, Xgraphic or textual format, that provides obstruction$ Z$ s- @& L' B# L8 {+ s clearance from the terminal area to the appropriate en ; ^* x1 K) N' O/ i+ y uroute structure. There are two types of DP, Obstacle( L0 ^; k+ H3 @ Departure Procedure (ODP), printed either textually% ^# g# s/ H& }. {* g or graphically, and, Standard Instrument Departure( I/ G8 L- ]; S. A4 N (SID), which is always printed graphically. 8 s( |; }& P& T(See IFR TAKEOFF MINIMUMS AND 0 g/ T+ n+ z# @, A' F' ?: ~DEPARTURE PROCEDURES.) # @' O, A$ _$ g9 x1 Q( f) U7 o$ G$ ^(See OBSTACLE DEPARTURE PROCEDURES.) + z, S- V3 J1 L(See STANDARD INSTRUMENT DEPARTURES.)3 P( C( ?" I3 H' n- A% ~" e% Y (Refer to AIM.) 0 J& V: c* n% L3 m2 |' L3 W- UINSTRUMENT DEPARTURE PROCEDURE (DP) & a, N% Q5 O$ s1 v7 [CHARTS(See AERONAUTICAL CHART.) ( K: ?, V. N! P* ]7 eINSTRUMENT FLIGHT RULES- Rules governing7 F3 {$ ~7 a/ n& r& [, d9 C6 q/ ` the procedures for conducting instrument flight. Also $ z: s- T T. }- b& k$ Ea term used by pilots and controllers to indicate type ) D% W/ P( C- t- Tof flight plan.& R, `: W, ]9 j9 Y, i (See INSTRUMENT METEOROLOGICAL # X( [; p3 ~, C: n% B. QCONDITIONS.)! V1 p1 k" X; k (See VISUAL FLIGHT RULES.)1 u5 A2 Z# v2 b" H. W$ Q9 A2 p (See VISUAL METEOROLOGICAL ) K+ s' S z) R8 H9 sCONDITIONS.)( K0 K0 p7 H( k& a# |6 i( h. ^ (See ICAO term INSTRUMENT FLIGHT) g% r- p. }4 A& k& [ RULES.)4 K8 R+ I/ m1 v- X$ l0 E (Refer to AIM.)- M3 c' v5 m8 \7 N4 G8 O; Z! L) W' f INSTRUMENT FLIGHT RULES [ICAO]- A set of! S1 H: l3 G" `% \. u/ Q rules governing the conduct of flight under7 J/ |' S& ]4 A' Z% Q! n: ` instrument meteorological conditions.7 ] ^; {2 x8 X% ]5 s- y m INSTRUMENT LANDING SYSTEM- A precision3 A- f3 w& ?# Y1 J% \ instrument approach system which normally consists- J; o: h0 I1 x [ of the following electronic components and visual 6 ~0 F; M5 g- P5 b7 }aids:# w. E% ]2 `' ` Pilot/Controller Glossary 2/14/081 M) Y" W% b8 _. K; i PCG I-4 R4 A; ^& b# @5 k; ka. Localizer.2 w3 x9 J( Q8 a* @. ^) Y (See LOCALIZER.) ) s; x% T+ y* F0 D5 L7 u) `0 Z" g! gb. Glideslope.6 _; f+ `$ \, `& S (See GLIDESLOPE.)+ { V" A' _& G, M1 d c. Outer Marker. 4 `$ N2 c- [! v T9 ?% c(See OUTER MARKER.)9 g+ u8 a1 f8 x1 X! R8 c4 h+ r d. Middle Marker. ; X+ Q2 p1 [. r* o! u( L(See MIDDLE MARKER.) 6 w+ @: \+ @, V$ ^1 M) ee. Approach Lights. : h p5 C* \+ \# }$ S; W7 l+ d(See AIRPORT LIGHTING.) $ V) l& I- \+ T5 Z5 c: W" V(Refer to 14 CFR Part 91.) # q; C; m# o. f, E+ b: }# s(Refer to AIM.). c3 X$ W7 L" g INSTRUMENT METEOROLOGICAL CONDI‐ 6 {- K* n$ L. q- i0 T) `3 O/ [TIONS- Meteorological conditions expressed in; H4 r' y* H9 j' H. k8 u% a terms of visibility, distance from cloud, and ceiling ) w5 @5 Y+ f( C; z/ X" x7 Uless than the minima specified for visual meteorolog‐ " D$ d" I, G0 e9 u0 U. @- Bical conditions.2 R7 e, S/ z9 S( Y$ T (See INSTRUMENT FLIGHT RULES.)1 z+ R0 j1 s$ `& i+ G! f (See VISUAL FLIGHT RULES.) # P o' [& B! Q: E' i- }(See VISUAL METEOROLOGICAL ; R F0 A9 L2 u" k6 F2 sCONDITIONS.) # L6 ~ g% f8 j' W8 b" kINSTRUMENT RUNWAY- A runway equipped - ~! M. N, @- U# ^* x& W: [" n6 M% Z. A9 f' Swith electronic and visual navigation aids for which ) z; u% e x+ J6 C( z, wa precision or nonprecision approach procedure " _5 y+ b* X) n5 O/ Hhaving straight‐in landing minimums has been$ U+ N" G6 u6 M approved. 2 |, B- `/ p% S8 N(See ICAO term INSTRUMENT RUNWAY.)$ ~& M9 w! r& t INSTRUMENT RUNWAY [ICAO]- One of the : g: ]2 \5 _7 r1 d7 G/ |following types of runways intended for the 6 C4 T7 ]2 P; y g: F8 joperation of aircraft using instrument approach $ Y, F7 z4 J7 d; v) {procedures: + n7 w6 }# f* u \$ x) Za. Nonprecision Approach Runway-An instru‐ 3 ?8 z& n/ a* r" A8 \) b. P1 w( ?ment runway served by visual aids and a nonvisual ! Q7 D% U) t6 U8 f) k1 H# u0 s ]$ waid providing at least directional guidance adequate' ~, O! Y/ W `1 @, R/ U' `, G' L. y0 J for a straight‐in approach. - i' e. k3 _4 ]9 Bb. recision Approach Runway, Category I-An, E3 K2 ^7 f4 A( |% z instrument runway served by ILS and visual aids " V2 z7 Y$ F0 G# C1 Sintended for operations down to 60 m (200 feet)7 I" k5 ^4 A7 M% p decision height and down to an RVR of the order of 0 a, Z. T8 g; S. D800 m.( T. G# Y& j0 M M8 M c. recision Approach Runway, Category II-An! }3 r3 B c( F% t4 j! U instrument runway served by ILS and visual aids 1 a/ s% C) f! e, q# ]% uintended for operations down to 30 m (100 feet)" T9 L) @4 U: h M decision height and down to an RVR of the order of d; H. z$ c5 j7 n400 m./ ~4 D0 h) @8 S+ M; j( T0 e6 O7 b d. recision Approach Runway, Category III-An" H- g$ m3 j3 n/ q; f3 B0 t instrument runway served by ILS to and along the- ~ O6 c; ]7 O/ N# \6 z6 V surface of the runway and:' f$ y5 f8 b# n# Z- m4 y 1. Intended for operations down to an RVR of8 D, F9 h" j" b" v [; g+ Y4 L the order of 200 m (no decision height being% x. O$ O+ B [- \) O5 U applicable) using visual aids during the final phase of& Q; K* n/ Q- `' K landing; 9 ~/ Z& r; L0 T' f9 h2 p2. Intended for operations down to an RVR of N7 z$ v" s; V" @7 Qthe order of 50 m (no decision height being 5 e) i! E9 E. Y7 R5 v1 ^) B) t6 vapplicable) using visual aids for taxiing; + e4 r- W! F2 q, t/ P7 _8 v! p3. Intended for operations without reliance on- m- o9 T, L& w visual reference for landing or taxiing.1 {" x0 k K. B2 k. k2 M) { Note 1:See Annex 10 Volume I, Part I, Chapter 3,7 Y; B! T' W; ]) v for related ILS specifications.3 B1 w- k8 p' n H Note 2:Visual aids need not necessarily be, \" F& }/ T9 b matched to the scale of nonvisual aids provided. ' L/ B R4 u9 O, jThe criterion for the selection of visual aids is the $ k3 c& c2 {4 z3 K# `7 Econditions in which operations are intended to be! L4 M0 K/ l6 \; ^ conducted. 0 Y2 @ l9 q3 n( r0 j0 k( ]INTEGRITY- The ability of a system to provide/ g. Z, s- ?3 Z; g# e/ [4 j timely warnings to users when the system should not ! A g! A" L! }8 [% qbe used for navigation. 8 Q! n8 K% [/ {3 f* eINTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT0 T3 D9 _+ x$ d. F( N! u APPROACH PROCEDURE.)1 v/ t t! x- T& j INTERMEDIATE APPROACH SEGMENT % A% ~7 y* {2 g[ICAO]- That segment of an instrument approach 3 R0 ]6 u/ k) _) ?. ^& Bprocedure between either the intermediate approach8 s% B5 X, n7 |6 B0 S fix and the final approach fix or point, or between the ( S+ L7 u# D1 \5 J3 ?$ P' pend of a reversal, race track or dead reckoning track & `& v( a, w( i( F! aprocedure and the final approach fix or point, as & e7 P" @+ t: r& q4 [appropriate. ; b+ E4 r0 d3 j# B6 |7 j6 WINTERMEDIATE FIX- The fix that identifies the $ L: O: e% \; I5 U- N; Z/ dbeginning of the intermediate approach segment of an 5 l2 F( Q* M. J7 s+ `9 Ginstrument approach procedure. The fix is not $ h9 V4 p m: C; u3 q0 V/ knormally identified on the instrument approach chart" b9 Z& E& _4 h8 |0 g0 R as an intermediate fix (IF). . Q6 @4 u$ u7 Q% @- h, o(See SEGMENTS OF AN INSTRUMENT # Z) k6 q, J! }7 C- T9 b- A6 W2 A' iAPPROACH PROCEDURE.)) p7 W' y) [$ Q C+ t. Z* \ INTERMEDIATE LANDING- On the rare occasion + T. m7 A/ k4 X- k. [9 C2 w/ _; athat this option is requested, it should be approved./ n% g7 M# ~. Q( {3 R The departure center, however, must advise the2 a$ }' B7 w- L) K0 D ATCSCC so that the appropriate delay is carried over ; k+ R, K! O, J v* ]6 jand assigned at the interm ediate airport. An . w/ W9 Y! C2 I1 nintermediate landing airport within the arrival center , i* |# w) A0 ~! ]. S; X+ Xwill not be accepted without coordination with and# y. {' @ d# I$ Y) Y1 G the approval of the ATCSCC.4 _( h' ]2 N% R5 ? INTERNATIONAL AIRPORT- Relating to interna‐. A$ Y* N4 z( ]; h3 ]( X tional flight, it means:) M8 n/ b8 x; W/ O+ e Pilot/Controller Glossary 2/14/08 r6 ]' y, o+ w, Z6 Z/ p PCG I-5 5 l3 ]5 [2 L0 |( s% `a. An airport of entry which has been designated$ @9 g, `- |. e1 q# j by the Secretary of Treasury or Commissioner of ! d o' x& K, sCustoms as an international airport for customs8 m/ z( x& O; i8 |8 O service. 9 E+ ] A$ @% R7 T* a; G/ cb. A landing rights airport at which specific+ s8 v6 M7 Z; M7 o* f$ w- y8 c permission to land must be obtained from customs, L% B4 e4 g) J2 N+ `- N) k( C/ F* P authorities in advance of contemplated use.9 U1 I6 ? T z, n) i8 l c. Airports designated under the Convention on . v, D2 i# i5 M& KInternational Civil Aviation as an airport for use by : d* {2 z: v7 c: Z8 ninternational commercial air transport and/or interna‐0 s2 y6 N* T& ]$ @9 J$ F' f! h tional general aviation. 5 s1 b* _8 Q K9 L2 o(See ICAO term INTERNATIONAL AIRPORT.)4 G6 ` F9 Z9 X* I$ { v (Refer to AIRPORT/FACILITY DIRECTORY.) % h Y, R& ~4 K M# J6 c(Refer to IFIM.)/ N1 ^5 Y+ A8 K8 [# d INTERNATIONAL AIRPORT [ICAO]- Any airport - I, u0 x( ?+ ydesignated by the Contracting State in whose6 f! }. h) y1 v. \# v territory it is situated as an airport of entry and 5 x( j, y( T% l9 \departure for international air traffic, where the ' p3 R' o5 `- C/ pformalities incident to customs, immigration, public - b0 n: r1 }+ @3 c dhealth, animal and plant quarantine and similar8 ] l1 Y4 K! ?* B5 j procedures are carried out.) Y4 x, @5 w& U4 l& ?) {9 x9 ~3 w INTERNATIONAL CIVIL AVIATION ORGA‐ $ D; g5 N( p& ZNIZATION [ICAO]- A specialized agency of the ) U) W/ L R) Z# _% t5 tUnited Nations whose objective is to develop the 4 O% ]) @: s" R' m9 q# \principles and techniques of international air! Q: Z0 z8 }+ n2 _ navigation and to foster planning and development of 0 g. z s H& A: ginternational civil air transport. ! e! i2 F; x1 ca. Regions include: e& A5 _/ A6 Z+ u1. African‐Indian Ocean Region " _9 t5 {' |% Q' ~0 b2. Caribbean Region & B1 J* o, ]) D0 Z6 ]6 W" f3. European Region/ C3 \4 f- p- C) L; F+ \ 4. Middle East/Asia Region( i; m, `1 v2 @' { 5. North American Region$ {+ t7 J' @! l4 N; r3 p. ] 6. North Atlantic Region * L1 k# O, U$ J7. acific Region , }& [; _' i5 g, G, |; I8. South American Region . d# |! ]8 K1 VINTERNATIONAL FLIGHT INFORMATION ; B( \$ c+ i' G. Q& AMANUAL- A publication designed primarily as a % ]( u% `" y8 W0 @pilot's preflight planning guide for flights into. {# g% C# u9 Z' G: O/ l foreign airspace and for flights returning to the U.S. % b+ t" t" \+ A2 efrom foreign locations. . F" |7 Z* O: y1 rINTERROGATOR- The ground‐based surveillance) H) z0 H& E& |- C: G( [ radar beacon transmitter‐receiver, which normally , Z1 Y9 T1 K7 _4 s$ y* zscans in synchronism with a prim ary radar,' z2 I1 W4 t: M0 X! s transmitting discrete radio signals which repetitious‐! T5 i3 r' b7 [6 A+ ` K ly request all transponders on the mode being used to $ W7 U% N& G* ` v; S* L7 ?" Q9 [6 I5 Qreply. The replies received are mixed with the ; n; l" y) I& tprimary radar returns and displayed on the same plan0 ^5 o: Y; P% Q! O: d4 v6 S M" m/ s6 N position indicator (radar scope). Also, applied to the $ i4 P |, G6 qairborne element of the TACAN/DME system.; p: W( J8 C( P/ D (See TRANSPONDER.)" r5 _$ {, O; a L% V3 @7 V$ ~ (Refer to AIM.) : R* V: X' y! h5 T- N9 y+ x- wINTERSECTING RUNWAYS- Two or more : V2 Z" O4 E* ?, c7 |! Grunways which cross or meet within their lengths. 4 X: o& H% c1 g2 _( R(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,6 B0 I% A( `" R; ^3 \1 w# N, J radials, or bearings of two or more navigational aids.: E! ^4 \! `- a2 u& Y8 ?( }! c b. Used to describe the point where two runways, ' t- V3 u# r+ f L2 ha runway and a taxiway, or two taxiways cross or$ p1 K: J6 M# e1 }, c; L meet.1 @/ r; \. ?5 K7 {) m0 m! H/ y* ? INTERSECTION DEPARTURE- A departure from; {/ U3 J$ u7 Z8 G any runway intersection except the end of the runway.: r7 m$ p2 v$ G' U) c2 g (See INTERSECTION.)* l9 h7 G5 Q- K/ x INTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.)/ z( i4 m$ r3 N7 b F5 c' w+ l IR(See IFR MILITARY TRAINING ROUTES.) $ _' O) t) T3 `& x/ O4 P! uPilot/Controller Glossary 2/14/08 ' K5 K& ^- }" |" QPCG J-1: D) C3 R3 {# a2 h( H6 J r J

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 8 Y9 Z7 |, X0 L. awhich may disrupt the display of aircraft on radar or 4 r3 U. V0 x* t; tthe transmission/reception of radio communications/ 0 k( ]9 [2 l/ {$ a& U& lnavigation.5 f$ _; j- u& p# V% h* S, } JET BLAST- Jet engine exhaust (thrust stream. x. }; ~! h" }3 `5 J turbulence). 6 [2 d1 u# L0 k. U" ]' K) s$ P(See WAKE TURBULENCE.) 3 ?% u+ \' E/ DJET ROUTE- A route designed to serve aircraft3 m* q) U# d* W operations from 18,000 feet MSL up to and including( u8 I' b* X& B0 G4 t flight level 450. The routes are referred to as “J”6 p! |/ d: D9 M P% L routes with numbering to identify the designated 9 S |5 \9 \! j l' S' f' Wroute; e.g., J105. ) G: ]7 I: s$ p' |(See Class A AIRSPACE.) * }- t, f- _8 F& l/ S- D(Refer to 14 CFR Part 71.) 7 [, T0 ^4 J! _/ O9 x' g3 @+ W& RJET STREAM- A migrating stream of high‐speed ' ~4 r, |+ B3 Q [. g Uwinds present at high altitudes.; C8 c& Q3 ^) v9 q, I! [; y+ A JETTISONING OF EXTERNAL STORES- Air‐3 K5 j8 H W0 j- }. Y borne release of external stores; e.g., tiptanks, u5 p& V# o, J' e2 z! mordnance. , M+ T( Q \ d8 l" A(See FUEL DUMPING.)1 _. X9 ]. O* U+ w" l) } (Refer to 14 CFR Part 91.)6 ^2 C2 l' {! J. b, t JOINT USE RESTRICTED AREA(See RESTRICTED AREA.)2 L4 }9 q. ^4 c Pilot/Controller Glossary 2/14/08 & l( { k1 {. Q8 y; V7 p: gPCG K-1! K% L7 A8 _0 d- A K* h7 [: E0 J+ L0 X9 t" b3 M KNOWN TRAFFIC- With respect to ATC clear‐5 @$ c: _) m9 E( ?8 d6 V5 f3 O( | ances, means aircraft whose altitude, position, and) {( n7 N+ x6 U0 A. I2 W( F intentions are known to ATC. : t" P+ l' c1 ?0 ?* m: WPilot/Controller Glossary 2/14/08) q" E* ^6 w& L* c) r w" W6 Y3 M PCG L-1 4 n2 J: k5 }. Q8 W8 R2 s1 QL # m# m( m1 O# P: U- }& c% XLAA(See LOCAL AIRPORT ADVISORY.)7 y$ F9 d, \$ v' L& h LAAS(See LOW ALTITUDE ALERT SYSTEM.) 7 k3 E0 Y$ D2 D: Q' {% A6 ~LAHSO- An acronym for “Land and Hold Short 4 E' N! W0 q5 IOperation.” These operations include landing and ! B# a6 n4 F# u4 {+ U" ?* w9 Oholding short of an intersecting runway, a taxiway, a % S1 A2 x$ w8 C! p$ }1 n# O$ O4 @predetermined point, or an approach/departure 5 d0 i9 W( f1 x. ^5 g- pflightpath. . ^1 G9 X9 l2 k( zLAHSO‐DRY- Land and hold short operations on+ v" q) M& U: k0 P8 k2 G) m. t runways that are dry.7 l) V$ ^' N- V$ k LAHSO‐WET- Land and hold short operations on 7 Y- G' b: B$ L: xrunways that are wet (but not contaminated). j4 M! }0 F. ~) ]& wLAND AND HOLD SHORT OPERATIONS - 3 l7 x* T+ N+ {: P7 xOperations which include simultaneous takeoffs and 3 `4 \, y7 F$ H! o1 A O, k/ blandings and/or simultaneous landings when a 2 D1 A& `2 C3 Y( ?" r, Ulanding aircraft is able and is instructed by the , p# ]4 _) ^5 x lcontroller to hold‐short of the intersecting runway/" ]% k& \6 g' F4 M taxiway or designated hold‐short point. Pilots are 2 x5 k! B- k6 c. r2 d& W2 z) p- e1 texpected to promptly inform the controller if the hold) ^3 \3 D2 b1 _* m) N/ t short clearance cannot be accepted.( F3 N- G N; X k (See PARALLEL RUNWAYS.)5 k8 x% S* T) | w+ ^" V (Refer to AIM.) 3 ]2 W6 a5 ^3 F6 HLANDING AREA- Any locality either on land,* [' o2 ~9 R- ^% d! g& q# n water, or structures, including airports/heliports and ) q2 j* {3 I9 Y% Uintermediate landing fields, which is used, or, [5 O2 Q; p- L* W4 s intended to be used, for the landing and takeoff of+ ^9 X# |! `& q( S% ?9 N7 q* X aircraft whether or not facilities are provided for the$ Y& n. Y$ h& w7 I shelter, servicing, or for receiving or discharging6 M8 n: n/ u* Z% q passengers or cargo.1 H- f3 i# H6 x; O+ [* x3 } (See ICAO term LANDING AREA.) 4 d9 Z7 w3 s& @1 u% ?LANDING AREA [ICAO]- That part of a movement $ e9 r* f; j" @area intended for the landing or take‐off of aircraft.5 R6 ] V& Q' A7 Y8 w, S4 Q6 M LANDING DIRECTION INDICATOR- A device. z8 W e* Z, I which visually indicates the direction in which ) p7 D: Q, S# a. Q- klandings and takeoffs should be made. % D0 J# E7 c l, w: O4 r2 p(See TETRAHEDRON.)! a( W O- D2 X5 ]' J (Refer to AIM.) $ p8 C! P% E i b1 o) g) dLANDING DISTANCE AVAILABLE [ICAO]- The j2 ], w4 S, _) D# [: ?! m3 ]length of runway which is declared available and ( \" L4 G7 s9 m1 L% @8 v- {/ ~suitable for the ground run of an aeroplane landing. 8 W$ O( i7 u! B6 F; ?+ iLANDING MINIMUMS- The minimum visibility' C; k6 l, Z% I* |4 S8 P2 m) H prescribed for landing a civil aircraft while using an/ l: s) n1 R* o# F" x+ `- i instrument approach procedure. The minimum - y' R. W& y+ w2 j d/ ]applies with other limitations set forth in 14 CFR # J( G$ }' ^. B3 k2 R B" _Part 91 with respect to the Minimum Descent: d1 Z4 Q) w5 \* h p0 [ Altitude (MDA) or Decision Height (DH) prescribed6 @. H( _: e: \" b/ a in the instrument approach procedures as follows: 3 G3 l9 Y% b: L% T9 ]a. Straight‐in landing minimums. A statement of 9 O" U% K9 r# z8 s2 b% E- jMDA and visibility, or DH and visibility, required for p9 G+ W/ \0 c4 D2 y$ z' N( |a straight‐in landing on a specified runway, or , p2 I6 d3 I2 {b. Circling minimums. A statement of MDA and: S' s2 e" j' {. z& X5 Y visibility required for the circle‐to‐land maneuver.: [6 P' V7 j& u1 f, C Note:Descent below the established MDA or DH is 7 Q. a9 p( A# N: N+ Gnot authorized during an approach unless the5 C. b9 O, V* R, G/ n* l/ k6 H aircraft is in a position from which a normal 3 m' N1 H1 A( I) A7 qapproach to the runway of intended landing can be4 R& {# p, T; J5 v6 \* X made and adequate visual reference to required: \$ |6 P i/ V; S U" Q# u* \% p visual cues is maintained. - E H: k! P2 _& p1 g(See CIRCLE‐TO‐LAND MANEUVER.) ) M7 X8 r- a$ ]6 q. D(See DECISION HEIGHT.)% z2 ]% b' b$ x' h5 Q, W (See INSTRUMENT APPROACH& k: P8 ]. Z# H$ O3 @8 I( t PROCEDURE.); ~' J$ |7 _, |3 |$ T! V (See MINIMUM DESCENT ALTITUDE.)7 ?' \: t5 B" p8 T, w$ m (See STRAIGHT‐IN LANDING.) % U8 L! N; C0 s5 [(See VISIBILITY.)& j* [& h3 _0 e (Refer to 14 CFR Part 91.) `* q# X7 A& u/ b0 q0 sLANDING ROLL- The distance from the point of $ o. A4 u6 L7 `$ O) X$ g, k, }, U8 Ftouchdown to the point where the aircraft can be B( {0 g9 O( dbrought to a stop or exit the runway.0 U3 A7 S% S9 n4 ~* [' [1 l$ E LANDING SEQUENCE- The order in which 8 Q% n' w9 `, _# S/ G" b! R( paircraft are positioned for landing. ; l3 j6 j2 c; q$ L& ]6 p(See APPROACH SEQUENCE.)6 s% n( v+ a8 W# y7 B# v0 B7 {, M LAST ASSIGNED ALTITUDE- The last altitude/$ X j1 r: @* j& p flight level assigned by ATC and acknowledged by7 _5 A4 h* j; b7 V6 F3 L the pilot. 8 }9 ~2 R7 U j7 @$ U(See MAINTAIN.)4 H. X$ @. W! R ?3 w8 t (Refer to 14 CFR Part 91.)7 B( J* n( L8 u LATERAL NAVIGATION (LNAV)– A function of 9 g$ E0 m3 k# Y b& C3 f/ }area navigation (RNAV) equipment which calculates, ; m% a6 W9 _+ W- E& Y0 idisplays, and provides lateral guidance to a profile or ) S, k. ~1 a1 npath. $ c: g3 h! K$ x% y' nLATERAL SEPARATION- The lateral spacing of# t: K9 L& u' M' R2 B! g8 E- Y aircraft at the same altitude by requiring operation on 1 O5 q9 _9 t V# e# odifferent routes or in different geographical locations. : l1 p) O5 |. s- i7 T(See SEPARATION.)5 b* O/ k1 l3 J- B0 j2 A Pilot/Controller Glossary 2/14/08 ; j6 r/ ~8 B! E7 |PCG L-29 d. ~, J0 N# A LDA(See LOCALIZER TYPE DIRECTIONAL AID.) / G7 t9 w( w7 c( N1 h% R! O(See ICAO Term LANDING DISTANCE 5 y" t# ^: f5 v: U# l/ {AVAILABLE.) + x- F4 ~4 s5 }$ ULF(See LOW FREQUENCY.)3 g, B2 K$ V) F+ z, h LIGHTED AIRPORT- An airport where runway and ; [6 f" @2 X2 r! oobstruction lighting is available. 4 B4 X+ I' t& o9 U* \% H(See AIRPORT LIGHTING.)6 z5 F9 t% B6 h (Refer to AIM.) . m; K: M& b; n; QLIGHT GUN- A handheld directional light signaling* u8 ?: k8 {1 M- ?! r/ y# j$ @ device which emits a brilliant narrow beam of white,3 _0 n5 A, K$ f" G0 v7 y3 ] green, or red light as selected by the tower controller. / ?+ \9 x9 @: _ G' dThe color and type of light transmitted can be used to 0 E& E: U& ]& ^2 ?8 X$ P0 N$ Gapprove or disapprove anticipated pilot actions where" E3 N+ J4 U: `" J. M3 C radio communication is not available. The light gun( f& g0 v' ~- N+ q! _* _# j is used for controlling traffic operating in the vicinity+ O8 |) u( u/ H% ?6 f2 x8 W of the airport and on the airport movement area.2 g2 t3 O1 L6 P" } (Refer to AIM.)% i7 |1 s) r5 P, ^, h( `' _ E LOCAL AIRPORT ADVISORY (LAA)- A service 5 O5 f: L1 U6 I+ N' e/ \& bprovided by facilities, which are located on the 7 m" x- n+ {0 |4 alanding airport, have a discrete ground-to-air 8 L1 x6 ?6 M( U' m tcommunication frequency or the tower frequency ) n0 }- j" K T5 R: Cwhen the tower is closed, automated weather0 b- I" I& o) p$ y* N) k reporting with voice broadcasting, and a continuous : P) f8 h" C1 \ a+ [$ v \; wASOS/AWOS data display, other continuous direct $ D. U" x) T' }) G- ?& ?7 G) creading instruments, or manual observations avail‐- h) _' K& }: Y1 U able to the specialist.. s% q- u! C ?, w w( j( v7 j (See AIRPORT ADVISORY AREA.)! I4 D9 t8 @& B! T LOCAL TRAFFIC- Aircraft operating in the traffic 5 \* Q M& T1 X$ \# t7 p& \1 jpattern or within sight of the tower, or aircraft known! u, s& ~5 k3 A: j$ [ y$ @2 Q1 N to be departing or arriving from flight in local practice 6 [' X* L* O+ p F" z4 n3 \areas, or aircraft executing practice instrument $ }+ P) K8 g; H8 b3 h% t& {approaches at the airport. ) F8 I2 V: h. T. D$ S/ ?2 b(See TRAFFIC PATTERN.)! k. s- G3 w& b LOCALIZER- The component of an ILS which 1 E6 {" Y+ G2 |, ]) tprovides course guidance to the runway. 3 Q8 ~7 i2 h, F! s" C1 S7 m(See INSTRUMENT LANDING SYSTEM.) 3 u% r! V S2 A(See ICAO term LOCALIZER COURSE.). T( t! m1 t6 \1 a @" B+ v* A (Refer to AIM.) ! N& R6 q) W/ jLOCALIZER COURSE [ICAO]- The locus of ; D: t0 p! |, I* F: L0 Wpoints, in any given horizontal plane, at which the; C; \& c: q( N+ D& T8 w) w) _( S DDM (difference in depth of modulation) is zero.2 i% P5 \+ J+ k; n) e4 c, _ LOCALIZER OFFSET- An angular offset of the 9 N! l3 h6 d, ]localizer from the runway extended centerline in a! ]7 `% Y4 D$ i0 h( N direction away from the no transgression zone (NTZ) + @' { O F) F& }7 H b# [that increases the normal operating zone (NOZ)* S+ z! f f6 @# {7 b# G2 g width. An offset requires a 50 foot increase in DH and & s" p2 [9 I& His not authorized for CAT II and CAT III approaches./ S' S+ o; q+ R' o, b. i LOCALIZER TYPE DIRECTIONAL AID- A) S. b6 D! u H3 ` NAVAID used for nonprecision instrument ap‐ 9 k' t/ U% m3 c; x i1 d& Aproaches with utility and accuracy comparable to a( a, j7 R+ N# y1 o' e localizer but which is not a part of a complete ILS and8 \; {" J* J( n2 R0 U is not aligned with the runway.1 q1 v/ m& V& \9 [/ H0 ?. U! W (Refer to AIM.)# b W" e3 k' o LOCALIZER USABLE DISTANCE- The maxi‐$ o% `0 ^6 K0 ?1 Q8 V mum distance from the localizer transmitter at a % K( W' B/ i# S0 \3 dspecified altitude, as verified by flight inspection, at 0 q) X' z* ^* T) l8 c* `4 j1 s; ^which reliable course information is continuously ) _" Z, S: ]) F0 i3 N5 Y5 dreceived. 8 G0 G2 B4 n( s* U8 O( M N* F$ D0 j2 B(Refer to AIM.)$ P( H, x7 @ [, d( p. s! S1 \' s LOCATOR [ICAO]- An LM/MF NDB used as an aid # @ E& D$ w1 m" oto final approach. & y7 B& W) Q+ J# h- \6 n! f( yNote:A locator usually has an average radius of- ]' y9 q5 `/ A8 w rated coverage of between 18.5 and 46.3 km (10 1 n3 f- L0 v: u# G9 eand 25 NM). : J! Z( | a7 v3 w7 Q& V" Y* lLONG RANGE NAVIGATION(See LORAN.)7 c; W( ?* A9 _9 E, u LONGITUDINAL SEPARATION- The longitudi‐8 s, x/ u; \- K i+ x* o nal spacing of aircraft at the same altitude by a & O. k$ ?- A( ?9 d9 y3 bminimum distance expressed in units of time or5 g' k% K8 D: N0 n% P9 a; y# K miles. Y% z2 L- d, `! o(See SEPARATION.) N# N5 J- M% i5 e(Refer to AIM.) |: }: x; Z- L9 L! q LORAN- An electronic navigational system by; Z; h: [- I- n/ e; B which hyperbolic lines of position are determined by" j, g* l& E2 @5 s+ t measuring the difference in the time of reception of& u& A0 M, {$ D synchronized pulse signals from two fixed transmit‐) P l. r# a) ?" A9 ?1 t ters. Loran A operates in the 1750‐1950 kHz $ g n1 [ ^. k" tfrequency band. Loran C and D operate in the" R, z$ ^ |) B. A 100‐110 kHz frequency band. : A* R0 d3 d! G4 x) J(Refer to AIM.)% L: o& A2 V, G) U( t% m' \: V. T LOST COMMUNICATIONS- Loss of the ability to0 ^% [: \* h' i& I4 j/ [ P communicate by radio. Aircraft are sometimes, H6 e6 l2 w% A+ e3 ^ referred to as NORDO (No Radio). Standard pilot 0 A" x" @& [6 ], tprocedures are specified in 14 CFR Part 91. Radar $ {) d# Y6 Q5 x7 {4 ^* i n3 B- @controllers issue procedures for pilots to follow in the+ B# O# E/ \5 S1 u& a/ g$ n0 a event of lost communications during a radar approach / Z4 j& G( x5 R: |/ G8 awhen weather reports indicate that an aircraft will# ^! U6 k! V% \* q; {3 @, C- w likely encounter IFR weather conditions during the , ` L+ K+ |+ y: iapproach.! B. {8 ]) c( i. l+ Q (Refer to 14 CFR Part 91.). ]- w# ]( J# ?* i& B (Refer AIM.) ! [4 J" s* v; I: A. d/ \Pilot/Controller Glossary 2/14/08 # Y' j q: L' ~+ x& G" r! bPCG L-3 5 O& m r9 q- A4 i5 O+ \LOW ALTITUDE AIRWAY STRUCTURE- The * p& o* ?' C- J% {) ^) ynetwork of airways serving aircraft operations up to2 H& |0 q ]4 k& c' [ but not including 18,000 feet MSL.3 e/ y0 f6 T6 \9 s5 w# u (See AIRWAY.) 8 S* @* A) U) @8 b% B4 B$ \ H(Refer to AIM.) ) w2 G4 U1 y9 YLOW ALTITUDE ALERT, CHECK YOUR ALTI‐' \3 ?$ a$ k- p' b% V+ b TUDE IMMEDIATELY(See SAFETY ALERT.)( e j& ~2 o5 O1 Q0 {( Y LOW ALTITUDE ALERT SYSTEM- An auto‐8 {! K3 r6 a+ a9 @+ z mated function of the TPX‐42 that alerts the + K0 B9 \; E `; c! U# [; K6 Kcontroller when a Mode C transponder equipped 3 S) W/ ~3 Y; g" X* J' V; @ Paircraft on an IFR flight plan is below a. i Q: q: n# ~- A/ Y predetermined minimum safe altitude. If requested, z" ^& n& @* v8 b by the pilot, Low Altitude Alert System monitoring9 P |: `% O& L& L; J is also available to VFR Mode C transponder9 i, o4 B$ m$ p; ` equipped aircraft. ( C" F: r0 B6 B; m5 y, P6 ULOW APPROACH- An approach over an airport or t3 G- ]7 ~3 M runway following an instrument approach or a VFR ) }6 c6 C* ^- \8 ~! o7 |; P3 Vapproach including the go‐around maneuver where 9 V+ l+ _. V. `% p& f3 ithe pilot intentionally does not make contact with the. \1 u( W7 h! O- U9 C runway. % }+ u! P L8 d" W2 r; B(Refer to AIM.)" `% X. Z/ g0 K" ^0 z6 s! a3 Y LOW FREQUENCY- The frequency band between 7 `1 z+ v. v& E) q! A: M30 and 300 kHz.3 L( M4 [& E& E) n; w N1 m3 E* z0 T (Refer to AIM.)! h O3 u; W8 b |$ t LPV- A type of approach with vertical guidance8 `6 X3 A& m8 T (APV) based on WAAS, published on RNAV (GPS) ( a" E5 {! J, a9 Uapproach charts. This procedure takes advantage of3 ~( |& \- U8 y, J the precise lateral guidance available from WAAS." X1 t* @0 J1 p Y The minima is published as a decision altitude (DA).: [ [' \1 _$ @8 _; I; Q2 {5 R0 z Pilot/Controller Glossary 2/14/08" {' j4 p0 W# T" o2 E3 Y PCG M-1 $ _- Z# L5 G0 oM 4 w$ S0 t/ b4 @4 Y2 c- xMAA(See MAXIMUM AUTHORIZED ALTITUDE.)" E3 D1 ~' ]5 q. n# V MACH NUMBER- The ratio of true airspeed to the u9 e( ^9 x3 S4 ^! x* m& \speed of sound; e.g., MACH .82, MACH 1.6. 3 I3 Y" u" M! P: g! K(See AIRSPEED.) ( c7 j! t) f) |4 T0 ~, K) p' E- wMACH TECHNIQUE [ICAO]- Describes a control; u4 a2 j; a; v6 P3 u- j/ o1 h5 L; N technique used by air traffic control whereby turbojet9 C2 T' G. _ w9 |! @6 O8 q6 T aircraft operating successively along suitable routes* b* M/ H* s, d0 v0 _- v9 \$ n are cleared to maintain appropriate MACH numbers7 o# x9 k8 I5 m8 ^; x& I: @) J+ D1 d for a relevant portion of the en route phase of flight.* _5 q6 E- w* r9 s9 Q- S+ L The principle objective is to achieve improved- [( j t, p& ?5 l2 x: A: h* r utilization of the airspace and to ensure that& ~) R, }1 E* R/ O8 M e1 ] separation between successive aircraft does not- d: a7 [- Y5 _4 R decrease below the established minima. {' `0 u8 G; nMAHWP- Missed Approach Holding Waypoint * J2 v% ?; q }" A. ], Q7 g$ LMAINTAINa. Concerning altitude/flight level, the term . o4 o- I- o0 e9 _2 V3 rmeans to remain at the altitude/flight level specified. 4 G$ R5 }7 ^2 r/ O) eThe phrase “climb and” or “descend and” normally . l- F; B/ B9 b# M3 l7 _) {precedes “maintain” and the altitude assignment; $ o) [$ C( `3 j W" U6 l' @e.g., “descend and maintain 5,000.”$ Q S# O* E' b$ `& Z b. Concerning other ATC instructions, the term is2 q5 T' k* {+ A( ~2 i: a1 O& M used in its literal sense; e.g., maintain VFR.+ C5 L! |- u$ r# x/ b* f3 m' W$ z MAINTENANCE PLANNING FRICTION ; X7 ?) y d3 b$ D `LEVEL- The friction level specified in/ u# L5 \0 R$ C AC 150/5320‐12, Measurement, Construction, and/ V, ?, |: m& x# b& |+ L2 ^% q$ s Maintenance of Skid Resistant Airport Pavement 7 W" ^4 c1 o+ u' j+ u! g, T, J5 LSurfaces, which represents the friction value below ) J3 _9 D- b; \ J2 T0 \3 jwhich the runway pavem ent surface rem ains # S e$ z5 C% S; z. Kacceptable for any category or class of aircraft$ {( \6 H0 m6 j8 ] operations but which is beginning to show signs of: m8 P Z7 w- c1 s* e" R deterioration. This value will vary depending on the* W0 \8 J2 }7 k particular friction measurement equipment used. ( P1 `0 } L( t/ |8 r( G/ }0 LMAKE SHORT APPROACH- Used by ATC to! \" Z# |. n6 w inform a pilot to alter his/her traffic pattern so as to; b) V$ E1 y3 g. y make a short final approach.# @% Z6 D. a8 e! q! B3 S5 m5 Y (See TRAFFIC PATTERN.)" d% h$ j" M; P MAN PORTABLE AIR DEFENSE SYSTEMS 1 [+ B C* F1 f# v& y(MANPADS)- MANPADS are lightweight, shoul‐+ D$ Y% {7 V! l& U8 _4 _) I der-launched, missile systems used to bring down8 q7 u3 \+ D0 c! f6 \ aircraft and create mass casualties. The potential for 7 h* g2 _; w6 N9 i2 yMANPADS use against airborne aircraft is real and& w& f6 v; ]' a( [) W3 ?% x! J requires familiarity with the subject. Terrorists; m" v, l2 ~0 L* T9 m4 Y choose MANPADS because the weapons are low 5 O( W' B5 j% R: F) |$ C! {cost, highly mobile, require minimal set-up time, and # s$ A8 l8 G8 l1 b" _1 xare easy to use and maintain. Although the weapons I' ?0 [1 S7 R4 G have limited range, and their accuracy is affected by% p$ o- V; u5 l8 E3 C poor visibility and adverse weather, they can be fired# f( _, w: ]% ^/ V4 _; j& C6 G3 R from anywhere on land or from boats where there is 7 C$ B9 S" W8 n1 m5 Z" tunrestricted visibility to the target.( b- z% v& q$ N$ U! A MANDATORY ALTITUDE- An altitude depicted 3 ]4 z4 ^, A0 T4 Q5 {) a; zon an instrument Approach Procedure Chart( }4 g/ [. x9 \ requiring the aircraft to maintain altitude at the+ {0 c/ u3 u8 P) c& x; Q* C( ^% v2 c depicted value. A% `, h- z4 B) L o/ D0 b, p7 a; F MANPADS(See MAN PORTABLE AIR DEFENSE( Q' F* F2 [8 I7 C- P, l SYSTEMS.) # F4 D7 v5 Y$ E. j% K& ?MAP(See MISSED APPROACH POINT.)7 X$ o# j6 L- x/ Q MARKER BEACON- An electronic navigation Q# ?( `* _1 w o facility transmitting a 75 MHz vertical fan or , H' ^- }( n3 U) y" x% a4 `boneshaped radiation pattern. Marker beacons are % `- O# h& @: {/ P5 Z5 E. |identified by their modulation frequency and keying : Y. @8 ]0 J* r4 C$ L( ~- C. p! w4 Bcode, and when received by compatible airborne " T @+ V4 y( Y: Yequipment, indicate to the pilot, both aurally and: i/ G3 ^ n' g0 v) o, r visually, that he/she is passing over the facility.) l: \4 Y1 }4 J+ Q/ Q (See INNER MARKER.) 6 M/ ?9 g0 K$ E. F! c$ j5 W(See MIDDLE MARKER.) M7 Y/ ^" \3 i! V) w(See OUTER MARKER.)- A9 f% o6 S8 h/ ^9 u# v$ q (Refer to AIM.)

使用道具 举报

Rank: 9Rank: 9Rank: 9

18#
发表于 2008-12-28 14:15:58 |只看该作者
MARSA(See MILITARY AUTHORITY ASSUMES$ p& ^: l% {5 S+ z RESPONSIBILITY FOR SEPARATION OF 3 y, b+ V; s& e& T5 NAIRCRAFT.) + ?& l3 l$ ~" ]' w- {0 rMAWP- Missed Approach Waypoint 8 Z: O, v1 f; W& z) XMAXIMUM AUTHORIZED ALTITUDE- A pub‐3 N' T6 Z, N; G5 X; F% j lished altitude representing the maximum usable7 \8 \* i- n4 L7 i4 h altitude or flight level for an airspace structure or ) P+ F2 z) D7 P, q9 |/ F Z8 N+ Iroute segment. It is the highest altitude on a Federal) l1 u2 L6 j: S) C airway, jet route, area navigation low or high route, ; ]7 A9 x3 x0 v2 X+ s7 y6 bor other direct route for which an MEA is designated , x/ w) ^5 s! Rin 14 CFR Part 95 at which adequate reception of+ J$ G% U" F0 W7 Q navigation aid signals is assured." c) E5 [' v! S% S) x, s MAYDAY- The international radiotelephony distress ]; e2 ]1 B; N8 ?signal. When repeated three times, it indicates6 z* ]( l( ` {# ^) r6 T0 P2 M Pilot/Controller Glossary 2/14/08 " w5 q" U* N% a/ A% M: BPCG M-2 - n$ E% Q% L) Y6 ^imminent and grave danger and that immediate7 A' G( z& `" H) E, |: k assistance is requested.3 \6 k& Y( D- w1 k0 o7 [ (See PAN‐PAN.)' f8 F" n; S3 l5 V9 S- d (Refer to AIM.) Z# O' a* l, u" ]9 H MCA(See MINIMUM CROSSING ALTITUDE.)* I! K c: S1 W6 Z MDA(See MINIMUM DESCENT ALTITUDE.)8 t d6 O: _! s% e+ T( y! G MEA(See MINIMUM EN ROUTE IFR ALTITUDE.)0 R1 X3 F" l& d5 X2 j MEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR " v" [5 i" @( tTRACKING SYSTEM.) , E" L3 l& U$ d: RMETEOROLOGICAL IMPACT STATEMENT- + t; o; ]* Y. P$ k' b7 zAn unscheduled planning forecast describing/ {! a/ f& ?& B4 m$ L conditions expected to begin within 4 to 12 hours8 \ [* q4 z8 @0 D. \7 Z: j# M which may impact the flow of air traffic in a specific/ i6 e' D. H; o5 ? center's (ARTCC) area., ^) j, r! w* O' P METER FIX ARC- A semicircle, equidistant from + O! ~$ K9 K% J3 A5 |& sa meter fix, usually in low altitude relatively close to ! H4 e! D! X u/ x) G2 u% d* [the meter fix, used to help CTAS/HOST calculate a 8 R7 m( G5 g8 V$ L. t+ f$ K2 umeter time, and determine appropriate sector meter5 o9 n+ e6 u7 J4 x list assignments for aircraft not on an established* a( k* }- {2 k; d( y T arrival route or assigned a meter fix. ' {, h/ X% n! l4 EMETER FIX TIME/SLOT TIME- A calculated time1 h* n c$ W# D8 o to depart the meter fix in order to cross the vertex at ?* G9 G8 d3 ~' o) dthe ACLT. This time reflects descent speed & l z) b1 ^3 tadjustment and any applicable time that must be0 I- A7 r i6 G/ g absorbed prior to crossing the meter fix. * W' V( k5 S& E" P3 S8 JMETER LIST(See ARRIVAL SECTOR ADVISORY LIST.)0 W" s5 W H: `4 K* S. Q4 Y( s METER LIST DISPLAY INTERVAL- A dynamic / ?, S5 }3 w \& P3 ^2 Vparameter which controls the number of minutes6 n% f, o! b2 P# y: @ prior to the flight plan calculated time of arrival at the5 z8 Q+ t6 a9 O7 \9 ?9 |' Y meter fix for each aircraft, at which time the TCLT is+ x$ U. \1 z7 D( O frozen and becomes an ACLT; i.e., the VTA is $ X- `7 e4 x/ _updated and consequently the TCLT modified as % \0 H5 q% Y- I0 |appropriate until frozen at which time updating is7 S- b0 q! Y, }! a' ~! b5 G suspended and an ACLT is assigned. When frozen,# ^- K( Q3 B: r' { the flight entry is inserted into the arrival sector's 2 q4 _& w2 n5 g) Ameter list for display on the sector PVD/MDM., L5 w. v/ F q* F2 o9 p+ W MLDI is used if filed true airspeed is less than or 6 |+ T5 I) A( v# R! E% A$ b4 ?: ~9 Aequal to freeze speed parameters (FSPD).6 L; j1 \$ ], s0 G h METERING- A method of time‐regulating arrival% b( q0 G/ G7 |: @7 u: S; d6 h traffic flow into a terminal area so as not to exceed a / `; {( L% B, F3 {7 d: kpredetermined terminal acceptance rate. 0 ]0 |3 ?4 d8 ]0 B/ FMETERING AIRPORTS- Airports adapted for / j4 u+ q1 B2 O9 n8 B# fmetering and for which optimum flight paths are ; {' r' y; Q; odefined. A maximum of 15 airports may be adapted.3 j& M4 F3 } i% Z. I) s \1 }$ r METERING FIX- A fix along an established route % |" ~' y3 f. j; Z) xfrom over which aircraft will be metered prior to / n: O" H1 U: zentering terminal airspace. Normally, this fix should* Y+ O/ W" F2 d* n8 T% W* R be established at a distance from the airport which: L+ ~& T9 v) L5 Y. `# X will facilitate a profile descent 10,000 feet above8 r7 L1 E/ b1 y/ T; R" x( M airport elevation (AAE) or above.. \6 I# g0 S/ I9 L6 ]- m, O METERING POSITION(S )- Adapted PVDs/ . D4 U# h% d, k' v+ KMDMs and associated “D” positions eligible for . A% L9 f0 W- q/ |( P5 c2 o4 xdisplay of a metering position list. A maximum of 8 [. E- g n/ [9 D+ K, sfour PVDs/MDMs may be adapted. 2 Q+ V( Q/ j: x2 p, e- hMETERING POSITION LIST- An ordered list of( [8 Q- o- l+ G: t0 s) l data on arrivals for a selected metering airport) Y! \+ B4 s, m displayed on a metering position PVD/MDM.# q, O7 R7 i3 M, ] MFT(See METER FIX TIME/SLOT TIME.) 6 {$ J* |+ ^4 R) [' j# i+ d1 i$ tMHA(See MINIMUM HOLDING ALTITUDE.) }' x2 Z! n* I) x& W' q- T2 AMIA(See MINIMUM IFR ALTITUDES.) , I6 d7 B& ]6 G" i6 i: u( @. hMICROBURST- A small downburst with outbursts0 Q$ x+ q7 h8 p of damaging winds extending 2.5 miles or less. In2 z N- P7 d y% m3 |/ W spite of its small horizontal scale, an intense y) Q0 Q7 P% H/ C2 }microburst could induce wind speeds as high as 150 $ |0 i# H6 v) n0 Y0 f7 p% Q5 }" t! fknots$ ?& z! F" A" C4 e/ T5 m (Refer to AIM.)+ l& L8 N2 Z+ q8 [! D. A* O MIC RO‐EN ROUTE AUTOMATED RADAR- T1 z# c6 z0 V$ w' P TRACKING SYSTEM (MEARTS)- An automated 4 M$ f- \' A/ k% z6 Q! Q0 s4 kradar and radar beacon tracking system capable of! q3 E# k2 ?' W0 k% s0 H$ \# s: @2 A employing both short‐range (ASR) and long‐range4 K( Q8 C$ t' y* a (ARSR) radars. This microcomputer driven system9 @+ m) W6 J! W2 a" B6 V; p provides improved tracking, continuous data record‐( E! k2 E/ ~2 L I9 ?7 M1 [; ? ing, and use of full digital radar displays., m% E; U6 h2 V MICROWAVE LANDING SYSTEM- A precision 6 ^* A9 O, h; @+ i8 finstrument approach system operating in the+ N: M6 n0 D% X: s5 _1 L7 y microwave spectrum which normally consists of the( Y/ g' @+ V& n following components: ; ]# o2 H$ n% \5 F' Aa. Azimuth Station.; n% Q' b6 K, i3 B) j* f, c b. Elevation Station. * b! a4 w2 o; _* }4 W4 V3 Ic. recision Distance Measuring Equipment.7 ?. [0 P' p" L N9 P/ [5 i2 j (See MLS CATEGORIES.)( M' F3 C7 ~+ u2 J/ G8 }1 J$ V MID RVR(See VISIBILITY.) 3 y3 H1 q; _7 Y) L) yMIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.)$ v2 [" X/ O2 k9 v Pilot/Controller Glossary 2/14/08* O, j% x. y% P5 ~ PCG M-3 . C C2 c! v1 z- ?" y' QMIDDLE MARKER- A marker beacon that defines' M e, N0 F# K+ m, O! X a point along the glideslope of an ILS normally 1 y1 s5 L4 v: jlocated at or near the point of decision height (ILS 1 y0 E$ [& F5 r/ Z8 ^: NCategory I). It is keyed to transmit alternate dots and$ z+ X' Q; p. _1 a dashes, with the alternate dots and dashes keyed at the6 h, p. `. J; h k" z rate of 95 dot/dash combinations per minute on a ; c4 `6 g/ \4 x, p0 n, Y) U1300 Hz tone, which is received aurally and visually , M1 G7 U) c2 Wby compatible airborne equipment.- P4 M6 E i7 d+ x: a (See INSTRUMENT LANDING SYSTEM.) - f5 z6 g( n, {(See MARKER BEACON.)* i- `) y9 P; { (Refer to AIM.) 1 ]8 J: M" [3 hMILES‐IN‐TRAIL- A specified distance between ( F' t6 t* H1 r9 waircraft, normally, in the same stratum associated ! @& B* F! w5 bwith the same destination or route of flight. 2 V4 ^( S, W$ ?* ?+ ~# EMILITARY AUTHORITY ASSUMES RESPONSI‐ 5 V( P/ j3 A' [% O1 yBILITY FOR SEPARATION OF AIRCRAFT- A+ \$ ?" ]: i& {# N% _1 U condition whereby the military services involved" ~6 M: g" W( c& d assume responsibility for separation between 6 \3 d6 S! ~ [# J+ Dparticipating military aircraft in the ATC system. It is( l0 o' m1 ~4 n6 B5 z2 Q. k( T used only for required IFR operations which are 8 z K# i3 q, L" ]0 X9 zspecified in letters of agreement or other appropriate8 W* Q$ h. E# \$ g. I! o+ M; G- T FAA or military documents. B6 q. H0 L: Q, S7 y) p9 K% u) f6 |MILITARY LANDING ZONE- A landing strip used( A0 ]! \' L! A- m$ _& a, Y1 q* U exclusively by the military for training. A military9 x9 [5 u& A' z landing zone does not carry a runway designation. & v- o! N) {8 D: i9 v0 D5 uMILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.) " O; s5 H5 h VMILITARY TRAINING ROUTES- Airspace of * k7 o m/ e3 {3 b3 R6 udefined vertical and lateral dimensions established 9 g1 x6 h% W6 ~' v! qfor the conduct of military flight training at airspeeds* P6 O2 a. Q* J% e$ M3 P7 g in excess of 250 knots IAS. * K. Y }4 f7 S1 [ ~6 x& s(See IFR MILITARY TRAINING ROUTES.) 6 j4 a% Z6 t& L6 z: ~(See VFR MILITARY TRAINING ROUTES.) G8 ~/ v! @) ~' T* o% ?MINIMA(See MINIMUMS.) $ i9 Z( k2 C2 r! o% t+ P* VMINIMUM CROSSING ALTITUDE- The lowest 9 y8 K8 U' ~: I3 a5 Paltitude at certain fixes at which an aircraft must cross4 s7 e. ^/ S7 E; w6 H when proceeding in the direction of a higher( U! @ J8 P, [ minimum en route IFR altitude (MEA). 6 h" k7 S& i; u% p(See MINIMUM EN ROUTE IFR ALTITUDE.)3 h- M! s* S& ?4 c, m( E- e MINIMUM DESCENT ALTITUDE- The lowest7 x! R S- n& s$ i& E! C0 n altitude, expressed in feet above mean sea level, to ' s' N4 U. q) l% Q0 Q% h Swhich descent is authorized on final approach or : w& R, M1 |# _% ^during circle‐to‐land maneuvering in execution of a' ], ~ C8 |9 F/ C, F& ? standard instrument approach procedure where no ! ] K6 R6 e% g* m( k& `electronic glideslope is provided.( n8 O% H7 @" V3 [. V (See NONPRECISION APPROACH 3 d m& A0 p. APROCEDURE.)$ d8 ^4 r; X. [ MINIMUM EN ROUTE IFR ALTITUDE (MEA)-4 `3 g: I1 H( j The lowest published altitude between radio fixes9 V; p/ s: O8 U+ H/ u which assures acceptable navigational signal cover‐ 6 N3 s+ w/ S* |5 G$ xage and meets obstacle clearance requirements" z& c) f9 G! I! w between those fixes. The MEA prescribed for a; Y. i, m! t7 ~# o9 g Federal airway or segment thereof, area navigation % D& O3 a4 N* q9 @2 C! B( glow or high route, or other direct route applies to the 1 d* }" E0 W. {" D) _entire width of the airway, segment, or route between/ z: Q& } S% B" O6 I# y$ i4 q the radio fixes defining the airway, segment, or route.& h9 p t6 k, c0 t, ? (Refer to 14 CFR Part 91.) 4 Z: z2 N6 x3 d" J8 ?/ c(Refer to 14 CFR Part 95.): q/ O/ m0 e% D. ^ (Refer to AIM.) " k1 j7 J3 h# y2 h; N5 F ]MINIMUM FRICTION LEVEL- The friction level0 b- Z; Z, Y3 r2 A8 X- u2 F specified in AC 150/5320‐12, Measurem ent, * l7 V7 T; b7 x* M3 F3 o/ ?: u5 jConstruction, and Maintenance of Skid Resistant! _) }+ a9 z0 _6 {, \ Airport Pavement Surfaces, that represents the 1 l+ H/ B4 H3 }7 fminimum recommended wet pavement surface' W1 j! u% E5 }; P friction value for any turbojet aircraft engaged in9 n) A& L4 p1 G: g6 u- d LAHSO. This value will vary with the particular : R" Y! w: v% ]) C' ~4 U9 Afriction measurement equipment used. % p- W/ N3 g N2 M+ Y6 mMINIMUM FUEL- Indicates that an aircraft's fuel 6 L5 z7 i) u" ^- dsupply has reached a state where, upon reaching the+ z/ _* n0 |( ?% p1 T* n destination, it can accept little or no delay. This is not' n; I4 G. z" W# M. \% b an emergency situation but merely indicates an * A; m: Q8 x3 E8 Z4 s) f& {' femergency situation is possible should any undue2 }9 t0 D: Z4 S delay occur. ( X8 z/ O# }( O9 C, H& a/ \(Refer to AIM.) 2 H9 X% R! s, k! zMINIMUM HOLDING ALTITUDE- The lowest ; A7 L$ p4 f, s i- y9 haltitude prescribed for a holding pattern which2 m: b" D. P( \4 e6 Z6 z* L assures navigational signal coverage, communica‐ - F3 q8 `4 ?" Y4 g# I& ktions, and meets obstacle clearance requirements.: N" _) a, l P( x MINIMUM IFR ALTITUDES (MIA)- Minimum8 T( d, F# t) ^ altitudes for IFR operations as prescribed in 14 CFR" _8 {2 n( E1 t Part 91. These altitudes are published on aeronautical : g' m1 }, i* {. h3 g' N v. D( e3 A* Acharts and prescribed in 14 CFR Part 95 for airways$ P" f7 P7 p+ a and routes, and in 14 CFR Part 97 for standard% U1 c# W" r, R# H' b6 o& } instrument approach procedures. If no applicable# d& a$ d: b. b minimum altitude is prescribed in 14 CFR Part 95 or + O1 R! v7 }- y1 _14 CFR Part 97, the following minimum IFR; G2 U; b5 k2 G+ ^+ C8 a3 r altitude applies: . V1 i7 Z% ] g$ p$ X& La. In designated mountainous areas, 2,000 feet2 Q7 F1 V8 x6 ?: g# }6 E above the highest obstacle within a horizontal( U4 O+ A. J. J, ` distance of 4 nautical miles from the course to be' Q8 j/ N" z; y- U8 Q$ P, Z" _ flown; or 9 h0 p* G/ P G5 @1 X2 R5 L- _Pilot/Controller Glossary 2/14/08 4 G0 t8 U: u! l8 yPCG M-4" m4 D: r$ f% W b. Other than mountainous areas, 1,000 feet above . t" U6 s1 ~( R) S& Zthe highest obstacle within a horizontal distance of 48 {1 Z/ Z( l$ n# i, Q$ H! l nautical miles from the course to be flown; or v: p/ [3 y! Z+ c0 h- _6 {8 ~1 Jc. As otherwise authorized by the Administrator , Y) K% t8 d4 r1 d! [1 Vor assigned by ATC.2 h* f9 y2 @0 }; z1 f9 N* o, s (See MINIMUM CROSSING ALTITUDE.)! K) R @6 ~) d. ~) j6 q- R" L (See MINIMUM EN ROUTE IFR ALTITUDE.) / n' k t- W. Y(See MINIMUM OBSTRUCTION CLEARANCE2 g7 v. y& D6 B3 q- @ ALTITUDE.) Q6 s. _; X0 P(See MINIMUM SAFE ALTITUDE.) 6 N5 M; ^! f0 t; m9 M6 {6 T(See MINIMUM VECTORING ALTITUDE.)( \; q4 U0 g, p6 x3 s0 s (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 + |; m% |5 W( [/ K1 X9 ]; _7 w% G8 JSPECIFICATION- A set of standards which require3 G. b9 [' ` q# Q1 X/ U% z. | aircraft to have a minimum navigation performance 6 p" A7 e+ t8 T+ ]. l& q0 y3 Tcapability in order to operate in MNPS designated' u, U7 d0 b1 s% a( V4 o! @ airspace. In addition, aircraft must be certified by' T3 P- x1 I8 B8 D! A0 W8 y' t& | their State of Registry for MNPS operation. 5 @! d" {) G/ v: [% N6 l7 H) {MINIMUM NAVIGATION PERFORMANCE ; N9 }6 S# w2 x d$ O" ySPECIFICATION AIRSPACE- Designated airspace9 ^ o" u* g+ d7 } J' K in which MNPS procedures are applied between 2 a9 j5 d4 w3 ^; M4 nMNPS certified and equipped aircraft. Under certain$ s7 u4 x8 q4 ?3 ^) p conditions, non‐MNPS aircraft can operate in # d/ m+ H0 H- E2 A6 I" HMNPSA. However, standard oceanic separation3 H! O; F7 n1 j S0 }. V$ F minima is provided between the non‐MNPS aircraft ( k: E; ], ~3 X; z3 V# t8 fand other traffic. Currently, the only designated 0 D$ X( ^7 S v1 V OMNPSA is described as follows: : E! d1 U$ F6 @0 W2 X8 wa. Between FL 285 and FL 420;$ [* s6 N! v8 U) u- g b. Between latitudes 27N and the North Pole;; V6 o9 |, u) G c. In the east, the eastern boundaries of the CTAs) E' k7 e( A9 u; ~5 L Santa Maria Oceanic, Shanwick Oceanic, and% Z, `: b1 p m/ A; g Reykjavik;: \' F7 a) q" M x+ _' l3 d' Y; D x d. In the west, the western boundaries of CTAs + |$ j; p$ I( iReykjavik and Gander Oceanic and New York `& ^1 Z4 N6 EOceanic excluding the area west of 60W and south + |' D6 F5 E7 n1 Bof 3830'N. & v- \2 m C% @' LMINIMUM OBSTRUCTION CLEARANCE ALTI‐ , s* D# M8 V0 n1 D# ?$ HTUDE (MOCA)- The lowest published altitude in * _- _; I5 y8 weffect between radio fixes on VOR airways,$ l) ?! |9 N! O' S, Y9 b9 T off‐airway routes, or route segments which meets 3 |! L9 D3 u: v: u! @6 T0 ?6 ^obstacle clearance requirements for the entire route8 \+ [4 z+ T S* C+ `) i* O" Q; ~, V segment and which assures acceptable navigational4 K2 C1 I/ K5 v9 @ signal coverage only within 25 statute (22 nautical)( d6 _2 |8 R1 y2 j miles of a VOR. ) D" h4 ?4 Z3 |# z(Refer to 14 CFR Part 91.)- U1 s' u5 g9 a, u0 t. X+ B (Refer to 14 CFR Part 95.). Y+ e( L/ X2 V( n6 \# w% F& a MINIMUM RECEPTION ALTITUDE- The lowest/ l1 T8 n' c7 G( Y7 \& r altitude at which an intersection can be determined. , e8 a) X" Q, P/ O4 i8 O8 p3 D3 A(Refer to 14 CFR Part 95.) . J! R2 P8 c$ v; ]4 U) TMINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR9 J0 W4 H4 k, S: J0 f* d Part 91 for various aircraft operations.7 n$ N+ d. P! B, { b. Altitudes depicted on approach charts which . b2 o2 L7 g% W* l# D& Jprovide at least 1,000 feet of obstacle clearance for 0 W8 L4 W- P3 E$ E* z- kemergency use within a specified distance from the2 k0 A. w8 Y& f" f7 A& b) f6 _ navigation facility upon which a procedure is: f0 d) I8 @. c/ z7 U predicated. These altitudes will be identified as) H0 [9 G2 s" @6 W" A% K% D Minimum Sector Altitudes or Emergency Safe& O* f: D0 t' @6 i @0 |! u4 T7 @5 H Altitudes and are established as follows:$ ~1 q5 B1 z; B( U' j; Z1 A 1. Minimum Sector Altitudes. Altitudes de‐+ W! d* M, d( w8 n; x& L picted on approach charts which provide at least 9 `. c' s. I5 M1,000 feet of obstacle clearance within a 25‐mile/ ~2 Q7 o' B+ k2 ~) u, e* ]& [ radius of the navigation facility upon which the7 T5 R4 n/ E! z. \ procedure is predicated. Sectors depicted on+ h8 h7 y8 e8 l4 f4 H' j& a& T approach charts must be at least 90 degrees in scope.8 N% m0 w3 P' O9 m These altitudes are for emergency use only and do not ) f1 r/ ^$ v( i$ H3 v! P f( O ~necessarily assure acceptable navigational signal& n2 E' p0 O' }% c coverage. ; c A- C2 G& K0 ~9 X* B(See ICAO term Minimum Sector Altitude.) 5 z# l( l$ A, `0 r3 n9 d2. Emergency Safe Altitudes. Altitudes de‐ ( `3 ~; S# b& h$ z. s; {picted on approach charts which provide at least% n5 ]2 N, W6 l) ]2 L+ N 1,000 feet of obstacle clearance in nonmountainous 9 |; Q' q' m. ?4 Q6 }; dareas and 2,000 feet of obstacle clearance in' P: o( ~4 w) G& Q+ t7 d designated mountainous areas within a 100‐mile ( H. J/ R% ^# D0 X; qradius of the navigation facility upon which the $ C- h! n1 }( g" Aprocedure is predicated and normally used only in 1 ]& X( d5 Y$ E! emilitary procedures. These altitudes are identified on i( P0 Y! U6 S2 }# W1 P3 H6 R published procedures as “Emergency Safe Alti‐ . y2 u. V+ v8 I& u& studes.”+ R4 ^( m' F$ P" @% a, j* a MINIMUM SAFE ALTITUDE WARNING- A _5 j% F) C( T1 b function of the ARTS III computer that aids the 2 _; W2 S! H( [) A" W" T$ Hcontroller by alerting him/her when a tracked Mode+ C$ B) O: C: i C equipped aircraft is below or is predicted by the* ?- _2 X: H; I, J computer to go below a predetermined minimum safe 2 e+ C+ W9 F7 C$ M# |6 f, naltitude. ' R! k7 @7 N. L(Refer to AIM.) % @3 F4 t, l! E& e) ~MINIMUM SECTOR ALTITUDE [ICAO]- The 7 `5 L/ \* e/ o7 [9 Elowest altitude which may be used under emergency* }/ d' o! u6 ? conditions which will provide a minimum clearance / x: v' e5 p# B4 n% wof 300 m (1,000 feet) above all obstacles located in E7 N( E& r) R an area contained within a sector of a circle of 46 km9 E1 G- a6 @1 Q- s9 l9 j (25 NM) radius centered on a radio aid to navigation. W# o a3 Q% A& l( ^' b2 d MINIMUMS- Weather condition requirements" s" N! k! d, ]) E( `" l established for a particular operation or type of/ s% F1 t( `. [0 c Pilot/Controller Glossary 2/14/08 4 d6 o; d& M+ ?# P& i, Z* zPCG M-5+ R* ]! e0 G U' f& u9 w operation; e.g., IFR takeoff or landing, alternate * V5 r, [$ O5 J0 j# Bairport for IFR flight plans, VFR flight, etc.4 |' W2 `5 b8 q9 c# B (See IFR CONDITIONS.) + d7 t* q9 w# x. [# R(See IFR TAKEOFF MINIMUMS AND* t- C7 {! b# _2 u# G DEPARTURE PROCEDURES.)- r& \( s; {& w* `5 i: T' b (See LANDING MINIMUMS.) . I, ^% ^3 M6 ^0 F$ _8 Y(See VFR CONDITIONS.)) b9 a+ I1 Z; e/ T4 U (Refer to 14 CFR Part 91.)) `$ F6 F, {! @9 M! r e (Refer to AIM.) . M7 c; _8 N; a3 q1 s3 MMINIMUM VECTORING ALTITUDE (MVA)- , |% s H2 O/ b9 X- A/ ]The lowest MSL altitude at which an IFR aircraft will/ U4 Y' V* K8 u7 R; g9 @ be vectored by a radar controller, except as otherwise& g; o' E; S% f5 ?! O: V# g authorized for radar approaches, departures, and * m4 |/ m8 y$ R& s* z# Y1 W. F* e4 ?missed approaches. The altitude meets IFR obstacle" M2 ?1 t9 `1 k, Q. c clearance criteria. It may be lower than the published 5 n z- ]* k& l8 L( N! k2 CMEA along an airway or J‐route segment. It may be 6 P# M/ [: w3 t8 \/ g5 x9 ?utilized for radar vectoring only upon the controller's 0 U9 t4 e- @/ R% t/ Z4 H. k* D: pdetermination that an adequate radar return is being ( H6 U; ]- q- r e, g7 I# e; ~received from the aircraft being controlled. Charts 6 U' \2 N& Z+ t* B3 O% m+ p0 u' udepicting minimum vectoring altitudes are normally1 e& D# s- B) A: T1 h S6 @ available only to the controllers and not to pilots.7 }7 h* O2 h$ p" ]1 ^$ l+ Q4 U (Refer to AIM.); v+ N {! @# r: S MINUTES‐IN‐TRAIL- A specified interval be‐ ' J7 P5 `! N2 z/ `, _tween aircraft expressed in time. This method would7 A+ Y) |; c$ I7 i) u7 i. [0 y7 Q more likely be utilized regardless of altitude.% t) b% R( R G) U% c9 ^ MIS(See METEOROLOGICAL IMPACT, o. ~) ?; m: ^, A$ ]* D9 f7 Q STATEMENT.) # M8 ]: k4 Y& V3 _6 p- m7 I6 }0 |MISSED APPROACH- , k+ d8 K# D) D2 g" W0 S: Ha. A maneuver conducted by a pilot when an# @- ?) G. T+ n. m6 m instrument approach cannot be completed to a ! T; M5 o7 x# T: K' I5 U' z( o0 Mlanding. The route of flight and altitude are shown on 0 b1 j6 ~- W! K/ H. ?! b- jinstrument approach procedure charts. A pilot 0 j% b- a; h* dexecuting a missed approach prior to the Missed0 n# U! V4 o, }- @; [ Approach Point (MAP) must continue along the final # v8 s0 n7 @" xapproach to the MAP. + C+ Q& U9 f$ V% n1 Jb. A term used by the pilot to inform ATC that1 F; ] ]% s- d5 Z6 V* Q* y; V& ^ he/she is executing the missed approach. + O+ p& ]0 e6 x" y1 Ac. At locations where ATC radar service is6 F# V4 [" r+ w" [( Y; \+ f, E provided, the pilot should conform to radar vectors9 N4 K7 G6 _* ` when provided by ATC in lieu of the published , x0 }( n8 x/ r2 f% amissed approach procedure. 3 b7 y! Q0 q4 `" I: s: d$ w(See MISSED APPROACH POINT.) / L: a! p( d+ z6 Y% A(Refer to AIM.) ' X! M- L( O( p# {7 `6 M' A& jMISSED APPROACH POINT- A point prescribed) J1 E7 V ` e9 ^2 z in each instrument approach procedure at which a 2 Q( D, C) ` o$ v* W$ L# fmissed approach procedure shall be executed if the$ S6 {8 O) c2 Q1 J8 g required visual reference does not exist. 7 K. R% ?& s* X7 {! O1 o$ \9 [(See MISSED APPROACH.)1 o; H$ [% X* c& P (See SEGMENTS OF AN INSTRUMENT 2 A( t% z# }5 T5 f; AAPPROACH PROCEDURE.)0 K3 c$ J# |( L, I( b MISSED APPROACH PROCEDURE [ICAO]- The 1 Q, M( _9 `1 G* B1 v6 x, F# F) Mprocedure to be followed if the approach cannot be ! ?' w0 u' b9 ]+ xcontinued.+ {+ x' B5 X, U# A" \. L MISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT* r4 }; c/ v9 Y! r APPROACH PROCEDURE.) ! o2 U: E: x( y' H. X- _MLDI(See METER LIST DISPLAY INTERVAL.)# U+ y' e0 F- [ MLS(See MICROWAVE LANDING SYSTEM.), k( R+ ]' [# _ MLS CATEGORIESa. MLS Category I. An MLS approach procedure . B% [" [' Z- F2 A+ K0 H3 B( Iwhich provides for an approach to a height above. z/ l2 z& J0 y- p$ I, \ touchdown of not less than 200 feet and a runway, w# w8 G6 e' m' q9 x3 {; G& h visual range of not less than 1,800 feet. $ [9 ]' Y- o+ V/ _6 [: ~+ O& u7 Zb. MLS Category II. Undefined until data gather‐ 6 j+ T( s8 y Sing/analysis completion. 6 K7 T* ?. D# v. ~) ?+ Zc. MLS Category III. Undefined until data# w* r3 z$ l! {; i gathering/analysis completion. u' ` A8 [: B9 K! n MM(See MIDDLE MARKER.)$ B& H3 S9 I. g+ z( `! K5 X% F MNPS(See MINIMUM NAVIGATION PERFORMANCE) ?4 a+ n' C5 Q c6 D2 S3 F' T7 i SPECIFICATION.)) y0 w" P4 h/ h; L3 o$ D MNPSA(See MINIMUM NAVIGATION PERFORMANCE-$ r. M' q* Y0 W. A- ] SPECIFICATION AIRSPACE.)1 l: i! o" a6 ]% n$ F8 c3 G MOA(See MILITARY OPERATIONS AREA.)4 Y$ F6 ]+ f; T( i Q/ [1 t MOCA(See MINIMUM OBSTRUCTION CLEARANCE 5 ^( c @( M0 O- j/ c& kALTITUDE.) ]2 d& q" `: \# { Z- _& C& j, qMODE- The letter or number assigned to a specific 8 j3 S: U/ t7 Z* E# Rpulse spacing of radio signals transmitted or received: J# Y5 P" w3 h by ground interrogator or airborne transponder1 `' V+ ?1 e9 s components of the Air Traffic Control Radar Beacon # b( N. ^( O7 A3 Q$ p0 @Pilot/Controller Glossary 2/14/080 t4 P! k$ @7 V; {$ @ PCG M-6- C/ q* B! T( m; F, [, Y System (ATCRBS). Mode A (military Mode 3) and 4 K/ U/ y+ o0 s# ^+ ~, Y" KMode C (altitude reporting) are used in air traffic ) N; Q9 \7 }! {7 o6 c" `% ^( w. acontrol. , s, T2 |8 q) z% i(See INTERROGATOR.)* i& ?0 H9 @3 s K6 J (See RADAR.) m: M+ E' h/ w9 H (See TRANSPONDER.) 1 h% x* S6 U# B5 O8 d8 J( }" k(See ICAO term MODE.)1 U' d- `3 S" i( M- K (Refer to AIM.) ; Z( |$ e, N, |0 _7 L7 wMODE (SSR MODE) [ICAO]- The letter or number- v5 r& ~, Q3 i2 q: ? assigned to a specific pulse spacing of the; {0 [4 g1 z( ^ s' e( m1 p* g. p interrogation signals transmitted by an interrogator.; z. l" K4 t; d" V There are 4 modes, A, B, C and D specified in Annex 4 G3 D$ y0 ]( @5 F- S6 Q ~' B10, corresponding to four different interrogation 9 D" X& e- P+ t) K5 R: k# Hpulse spacings." K9 L) ^: n6 k0 l8 t3 y( n MODE C INTRUDER ALERT- A function of - s$ i8 A1 C! J9 M$ ^, a2 @certain air traffic control automated systems designed ; A/ Z# `: `; i$ Y8 xto alert radar controllers to existing or pending 5 r% r2 B* X. \, O5 vsituations between a tracked target (known IFR or3 z! m2 K! L9 _" t VFR aircraft) and an untracked target (unknown IFR( i$ G' y3 G3 U or VFR aircraft) that requires immediate attention/4 N/ v+ ] [* [ action. 8 W! [4 f% H; y) [) G7 a5 V(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- `( V) y4 b9 K3 Y) Z; O transfer) listen on a specific frequency and stand by! Y( ]' C- V i9 ` _. G% ^ for instructions. Under normal circumstances do not4 U/ P' Z% B9 {! b5 a6 x establish communications. & n) A# Z% I. p1 d) LMONITOR ALERT (MA)- A function of the ETMS4 z9 k" e- u; P: I% y3 s that provides traffic management personnel with a5 h8 I, {9 U1 _ S# V d tool for predicting potential capacity problems in( u" z: F) v" M individual operational sectors. The MA is an, Z6 K9 G+ R) b9 t' z indication that traffic management personnel need to : W$ `9 r. q v" n A3 tanalyze a particular sector for actual activity and to : \0 |5 C" |8 H) c/ J# B- tdetermine the required action(s), if any, needed to ' s( N/ L6 o9 L( _2 gcontrol the demand.* H+ z3 _% ]; z/ r) y' | MONITOR ALERT PARAMETER (MAP)- The* Z+ [) u" T7 S! c0 P. L: s number designated for use in monitor alert ( G" a6 I/ R% O! { Kprocessing by the ETMS. The MAP is designated for4 M* T c! w) L4 p1 d0 D4 P5 Y each operational sector for increments of 15 minutes. 2 f' y) }8 C, `) J2 h( R5 T1 p$ ^% \MOSAIC/MULTI-SENSOR MODE- Accepts posi‐ + `7 Q( G" W7 X1 I0 mtional data from multiple radar or ADS-B sites. ) O1 f2 @- f( QTargets are displayed from a single source within a 6 H% N) L: `7 ^" J. rradar sort box according to the hierarchy of the4 Q: x$ C- R3 n; _4 D sources assigned.% }- H8 b0 w! K6 Z0 R+ R MOVEMENT AREA- The runways, taxiways, and7 s3 W. O5 b( P0 e- g other areas of an airport/heliport which are utilized7 `% |5 {' \% o/ M for taxiing/hover taxiing, air taxiing, takeoff, and 2 A4 t0 w: o, flanding of aircraft, exclusive of loading ramps and 3 ^) e) o' F& \1 `7 Sparking areas. At those airports/heliports with a. X1 I0 O* i9 _8 T tower, specific approval for entry onto the movement. p" c5 e& |/ U1 c area must be obtained from ATC. 4 W" _* c$ {- t% E6 P" {, }) j. }' l9 d(See ICAO term MOVEMENT AREA.), N% Y+ s1 Y8 [& D MOVEMENT AREA [ICAO]- That part of an. ~$ w3 ^6 i5 ] aerodrome to be used for the takeoff, landing and 8 _; O9 V# e6 n, Ztaxiing of aircraft, consisting of the maneuvering area : I" n, Y3 Y; I+ Q1 I, e( w- `+ X$ band the apron(s)., d6 U7 K' a. A1 X: h7 q# V MOVING TARGET INDICATOR- An electronic 3 M+ ?$ o& ?- `6 H- _, wdevice which will permit radar scope presentation0 u1 `# X3 {7 k9 |+ a% G only from targets which are in motion. A partial9 A) h3 M( ] g) h$ q4 s3 T remedy for ground clutter.* O. ?, Q, U0 m( J/ ` MRA(See MINIMUM RECEPTION ALTITUDE.) ) s0 Z4 K: c' O7 p/ e3 SMSA(See MINIMUM SAFE ALTITUDE.) . f8 r% ^; c. ]0 ]: TMSAW(See MINIMUM SAFE ALTITUDE WARNING.)1 |8 Q F5 o/ s MTI(See MOVING TARGET INDICATOR.) 9 J8 F/ H* y) R: tMTR(See MILITARY TRAINING ROUTES.) , ^' }2 ] _0 { KMULTICOM- A mobile service not open to public ( z; z& b* \3 W) H* V1 Vcorrespondence used to provide communications& [* J& m' j( m9 p) U* P essential to conduct the activities being performed by$ m7 s7 H; {* K# [& X6 ]1 ]! O or directed from private aircraft. 1 W5 |$ _' m6 X ~+ a8 bMULTIPLE RUNWAYS- The utilization of a# B% _8 \ a2 M" }6 u* s dedicated arrival runway(s) for departures and a A1 U; P/ S1 w. D( ededicated departure runway(s) for arrivals when ; ~8 x9 q. f! k3 B8 u2 u rfeasible to reduce delays and enhance capacity., K3 M2 @* y/ t) Q4 J MVA(See MINIMUM VECTORING ALTITUDE.) 3 H5 O3 \ N- @( V% UPilot/Controller Glossary 2/14/08 / e% _& f; [) S8 GPCG N-1 % z6 a( a& }7 e$ x8 Z3 QN% @& t6 m$ ]8 S( W c; h, V NAS(See NATIONAL AIRSPACE SYSTEM.)- A1 u6 T! B& n" c NATIONAL AIRSPACE SYSTEM- The common/ C) o' C8 t Q) [0 u0 s network of U.S. airspace; air navigation facilities, ; Y2 f! m- V- X4 C- d7 c0 Y) Pequipment and services, airports or landing areas;+ b4 ~5 E* G1 X5 l# \ p1 a aeronautical charts, information and services; rules, " x4 C4 O* R9 s0 M+ @& A. X7 Vregulations and procedures, technical information,3 H5 h7 x B# O and manpower and material. Included are system 9 s4 W/ W# A, s- k( N. M' _! t2 i: `/ Ycomponents shared jointly with the military. 3 y& N2 |: k8 {* L) w% JNATIONAL BEACON CODE ALLOCATION! i) F4 O& G9 p2 A& N; w( w/ d PLAN AIRSPACE- Airspace over United States! H, a- ^ r! P, |% J3 g territory located within the North American continent0 k3 S2 o& x7 _% R6 y+ S+ M between Canada and Mexico, including adjacent6 u* {/ ^+ @+ x7 \2 Y! S8 K: g0 w2 W territorial waters outward to about boundaries of ' U$ e+ B8 U/ G% S5 q; Xoceanic control areas (CTA)/Flight Information+ J1 P4 D5 c* }( \ Regions (FIR). 8 d+ r! M# C5 Q" f" M$ M S4 z(See FLIGHT INFORMATION REGION.)& n' B4 j9 c1 C- a! L NATIONAL FLIGHT DATA CENTER- A facility in N3 v$ N" |4 E# F3 s2 `( i Washington D.C., established by FAA to operate a 5 b3 W, B, ^5 K+ l" R/ lcentral aeronautical information service for the ! c+ R5 x. @9 P4 P6 {5 F$ F) gcollection, validation, and dissemination of aeronau‐ " p: x; b5 Z% @2 m/ k5 ^' itical data in support of the activities of government, . {3 r7 x; Q- a- J0 findustry, and the aviation community. The informa‐# [* b0 I: u8 ?2 V tion is published in the National Flight Data Digest. o4 s# n2 F+ o" P, `# e" f9 J (See NATIONAL FLIGHT DATA DIGEST.) : p3 V1 {' t7 S6 c1 h/ LNATIONAL FLIGHT DATA DIGEST- A daily# E3 r5 Q ~/ Q% J$ m, S" O: u5 z- i (except weekends and Federal holidays) publication 5 y6 T! x j2 T8 j; Q9 }+ ]( g1 }of flight information appropriate to aeronautical ; V$ Y/ U5 r1 |( P* } Fcharts, aeronautical publications, Notices to Airmen, 9 ^+ N+ o4 }) K& h) |/ C6 zor other media serving the purpose of providing - A9 R5 Q/ L8 V/ c* n2 V' m6 L) Loperational flight data essential to safe and efficient 6 s N0 i+ m" q( s% ?) K5 v# [aircraft operations.5 o6 x7 Q0 |1 T: M- A; a NATIONAL SEARCH AND RESCUE PLAN- An 3 q4 Q/ E" l+ Yinteragency agreement which provides for the 5 m+ f" V. I( z$ m& B- Qeffective utilization of all available facilities in all1 i- G( }, Y5 X, u: Y. K types of search and rescue missions. 0 T2 K- m# t( ?- P6 l9 TNAVAID(See NAVIGATIONAL AID.)7 g7 g8 l5 a% s2 w8 `. K* Y NAVAID CLASSES- VOR, VORTAC, and TACAN. v+ I1 Q& E) R5 d8 e) a aids are classed according to their operational use.# Q& D4 T* k# q1 g8 W. g5 L The three classes of NAVAIDs are:7 Z9 b5 p) g. O8 H1 I" l" F$ y( C a. T- Terminal.) C1 w% a a! x( i0 ~+ K+ I b. L- Low altitude. $ W5 |8 D) w! M+ Ac. H- High altitude. 3 i5 c Q V' h. Y% eNote:The normal service range for T, L, and H class3 G3 ~: Q8 f0 A$ o9 m( i6 n aids is found in the AIM. Certain operational5 b: q! d0 H* E+ W* R f requirements make it necessary to use some of ) ?. |/ w5 j9 H/ \# m U/ Vthese aids at greater service ranges than ( y6 K6 t/ |# Dspecified. Extended range is made possible( W; @) x" I8 e. x through flight inspection determinations. Some* {6 z& Y2 I# W aids also have lesser service range due to location,* ]- |, ?1 o2 X; X$ o3 c terrain, frequency protection, etc. Restrictions to 6 Z' C8 Y, g! t4 N: Vservice range are listed in Airport/Facility6 n+ ?7 G: x- i% ~! o: t+ F Directory.: z* I0 F( I9 S+ D8 [ NAVIGABLE AIRSPACE- Airspace at and above 6 p! A( K ?. m, Ythe minimum flight altitudes prescribed in the CFRs $ \, D4 y3 C+ r! Iincluding airspace needed for safe takeoff and0 f: a+ `% D, i) r& r) U landing.% L/ _8 v" W% X (Refer to 14 CFR Part 91.)% l5 m$ ^" s/ ^' `/ [$ O* ] NAVIGATION REFERENCE SYSTEM (NRS)- ' I' K# Y0 A3 J" @6 b2 n4 Z% M! GThe NRS is a system of waypoints developed for use2 f6 r' m7 x1 }8 o( T$ c8 J( e within the United States for flight planning and6 d8 f3 Y4 E/ B8 z/ R& s navigation without reference to ground based; J( z! v8 H m! Q8 Z navigational aids. The NRS waypoints are located in ; J: e( ?2 u [7 J0 D8 `a grid pattern along defined latitude and longitude ( f$ Y6 w$ v7 i% ^5 _9 Zlines. The initial use of the NRS will be in the high ' b& [2 L# T+ C2 V! \4 y7 N2 Aaltitude environment in conjunction with the High# T. U: a/ Q0 J" o( C( w) `" [; ? Altitude Redesign initiative. The NRS waypoints are, n" m# _9 h/ Y1 v. M" w9 S2 r intended for use by aircraft capable of point-to-point3 F2 ?9 g' k/ Q4 X navigation. + K4 Q, j6 _! U# r4 rNAVIGATIONAL AID- Any visual or electronic, A9 K) {% l! B$ x; u. Q3 r device airborne or on the surface which provides / S6 k' e/ ~. H/ R- apoint‐to‐point guidance information or position data : J8 _5 ^. x6 n9 n, uto aircraft in flight. 1 f4 o) F: l5 `5 Q1 w( ]' c(See AIR NAVIGATION FACILITY.) ! ]5 S/ b, t1 S( B+ V$ ?/ `NBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION. E9 i6 n0 F: O2 t2 a T PLAN AIRSPACE.) , J5 R1 j, W4 p# u R' J6 aNDB(See NONDIRECTIONAL BEACON.) 8 a9 K4 f. l0 P. ?) w7 Z+ ]& w) LNEGATIVE- “No,” or “permission not granted,” or # A- `1 Y( R3 M' {8 }“that is not correct.”0 ~$ w* w* }$ N7 s6 W NEGATIVE CONTACT- Used by pilots to inform) g6 ~% s' i% e: j3 @2 Q ATC that: - e4 I& ?$ e& A7 xa. reviously issued traffic is not in sight. It may - A# Q6 D% f) _be followed by the pilot's request for the controller to. Q9 T1 G$ g7 V( u8 k6 b ] provide assistance in avoiding the traffic.# U; Q; m: R5 W5 x: q5 q b. They were unable to contact ATC on a: J" _3 r) ?. X4 s5 P5 X3 m particular frequency. . Y+ P9 z3 ]3 o% G8 o+ YPilot/Controller Glossary 2/14/08# ]5 ^1 \/ v! M& g PCG N-2 ' y/ N) c3 x( ~NFDC(See NATIONAL FLIGHT DATA CENTER.) ! } q1 s0 u$ @NFDD(See NATIONAL FLIGHT DATA DIGEST.)( N3 f* C, @" d4 k NIGHT- The time between the end of evening civil, ~2 H; g: v. b6 F twilight and the beginning of morning civil twilight, " z. x4 Q& ^( n9 p" E! z* was published in the American Air Almanac, converted $ e: L9 M9 L- @( Y1 a2 L6 U7 Q. W0 mto local time.. ]$ K7 L( N( H# J' C (See ICAO term NIGHT.)* z) i0 P' T5 ]5 D8 p- H NIGHT [ICAO]- The hours between the end of7 l5 Y# p$ b8 L1 N; b4 a+ U$ ? evening civil twilight and the beginning of morning& U# e n, ^. L/ Z civil twilight or such other period between sunset and+ T- s- X3 s! k2 O) I! g sunrise as may be specified by the appropriate5 J0 ?9 Y, g( O/ O0 A; E9 t7 } authority.# z! k' B) o1 n- ? Note:Civil twilight ends in the evening when the9 h9 ^' [0 o2 B! V- }5 b1 n center of the sun's disk is 6 degrees below the 4 m2 y* c* n. h5 f$ dhorizon and begins in the morning when the center; _% `# P# b- u5 W" j0 B of the sun's disk is 6 degrees below the horizon. ' ~) H2 ?2 J5 o$ ]% R8 sNO GYRO APPROACH- A radar approach/vector5 d# u" o$ I, f5 U; ~/ ` provided in case of a malfunctioning gyro‐compass ) I2 F9 z9 |$ G) C0 bor directional gyro. Instead of providing the pilot 8 W; _( g6 ?1 ^$ b' Awith headings to be flown, the controller observes the6 w+ Q* U/ V5 f# g% M$ Y! c radar track and issues control instructions “turn - H, G! B1 A: cright/left” or “stop turn” as appropriate. 5 E3 ^4 d, G* E0 ?, L) d9 Q(Refer to AIM.) 6 t* ^8 j" m5 y: J8 A/ J; vNO GYRO VECTOR(See NO GYRO APPROACH.) & V; i; t6 C& V/ q* Z8 D5 ]: KNO TRANSGRESSION ZONE (NTZ)- The NTZ is 1 b J8 n% r9 x. o9 `; Xa 2,000 foot wide zone, located equidistant between# C' Q4 T/ a, v3 I6 N, o" B" q; l$ c parallel runway final approach courses in which6 y& p& w2 ^! T' i% |+ Y flight is not allowed. 6 r7 D z" d0 X' u' nNONAPPROACH CONTROL TOWER- Author‐) ~" [- }; t7 J* @# F8 K izes aircraft to land or takeoff at the airport controlled 2 l3 L6 a* _" a* Z/ I5 `by the tower or to transit the Class D airspace. The; Y K W& K* j/ c4 R primary function of a nonapproach control tower is ; D) ?, I* T; `5 @$ t3 ~the sequencing of aircraft in the traffic pattern and on 1 s% U( @$ g5 J2 pthe landing area. Nonapproach control towers also8 h; x4 H+ _2 G: A; A$ Z2 y separate aircraft operating under instrument flight 2 l6 E- N- _ irules clearances from approach controls and centers./ V! G B% g+ X9 V They provide ground control services to aircraft,8 M1 E4 S& F4 P7 E) T# l; p vehicles, personnel, and equipment on the airport; |, B# Y2 Y9 x+ i% c% a; y movement area.2 d/ _/ a% w; {8 A& L NONCOMMON ROUTE/PORTION- That segment5 m1 E- l/ q% m of a North American Route between the inland! l) x: D) i( i. ^- E$ U. I8 L' p navigation facility and a designated North American ; a. p ^; S6 S) jterminal.+ c( l, r+ \, G3 { NONCOMPOSITE SEPARATION- Separation in: v4 Q; v- Y' [0 } A" r k" ~ accordance with minima other than the composite $ t. E4 O! k& @$ eseparation minimum specified for the area con‐. u" K; M# z8 }( P0 ?5 G+ F+ u$ B cerned. 1 }# {9 @! U: v5 T8 ]NONDIRECTIONAL BEACON- An L/MF or UHF2 a0 ]# p% m$ m radio beacon transmitting nondirectional signals6 M! U2 Z1 g7 I5 o) g whereby the pilot of an aircraft equipped with6 o2 z; ~ y8 R, p direction finding equipment can determine his/her ' b) P8 K8 w y6 [" vbearing to or from the radio beacon and “home” on or. I0 S/ @" n- [' u$ w: h" A4 m track to or from the station. When the radio beacon is 3 B% e. E) P, b+ J9 q8 dinstalled in conjunction with the Instrument Landing 3 l/ _/ s/ X! s) ~System marker, it is normally called a Compass 5 C& o" y- l* B% F0 HLocator. 4 |4 i6 d1 Q; W+ w" K(See AUTOMATIC DIRECTION FINDER.)& D6 Q1 \8 w+ v2 z$ N- ^. o (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, 2025-6-13 11:16 , Processed in 0.078005 second(s), 9 queries .

Powered by Discuz! X2

© 2001-2011 MinHang.CC.

回顶部