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C
CALCULATED
LANDING TIME- A term that may be used in place of tentative or
actual calculated landing time, whichever applies.
CALL FOR RELEASE-
Wherein the overlying ARTCC requires a terminal facility to initiate
verbal coordination to secure ARTCC approval for release of a
departure into the en route environment.
CALL UP- Initial voice
contact between a facility and an aircraft, using the identification
of the unit being called and the unit initiating the call.
(Refer to AIM.)
CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE-
That portion of Canadian domestic airspace within which MNPS
separation may be applied.
CARDINAL ALTITUDES-
"Odd" or "Even" thousand-foot altitudes or flight levels; e.g., 5,000,
6,000, 7,000, FL 250, FL 260, FL 270.
(See ALTITUDE.)
(See FLIGHT LEVEL.)
CARDINAL FLIGHT LEVELS-
(See CARDINAL ALTITUDES.)
CAT-
(See CLEAR-AIR TURBULENCE.)
CDT PROGRAMS-
(See CONTROLLED
DEPARTURE TIME PROGRAMS.)
CEILING- The heights above
the earth's surface of the lowest layer of clouds or obscuring
phenomena that is reported as "broken," "overcast," or "obscuration,"
and not classified as "thin" or "partial."
(See ICAO term CEILING.)
CEILING [ICAO]- The
height above the ground or water of the base of the lowest layer of
cloud below 6,000 meters (20,000 feet) covering more than half the
sky.
CENRAP-
(See CENTER RADAR
ARTS PRESENTATION/PROCESSING.)
CENRAP-PLUS-
(See CENTER RADAR
ARTS PRESENTATION/PROCESSING-PLUS.)
CENTER-
(See
AIR ROUTE TRAFFIC CONTROL CENTER.)
CENTER'S AREA- The
specified airspace within which an air route traffic control center (ARTCC)
provides air traffic control and advisory service.
(See
AIR ROUTE TRAFFIC CONTROL CENTER.)
(Refer to AIM.)
CENTER RADAR ARTS
PRESENTATION/PROCESSING- A computer program developed to provide a
back-up system for airport surveillance radar in the event of a
failure or malfunction. The program uses air route traffic control
center radar for the processing and presentation of data on the ARTS
IIA or IIIA displays.
CENTER RADAR
ARTS PRESENTATION/PROCESSING-PLUS- A computer program developed to
provide a back-up system for airport surveillance radar in the event
of a terminal secondary radar system failure. The program uses a
combination of Air Route Traffic Control Center Radar and terminal
airport surveillance radar primary targets displayed simultaneously
for the processing and presentation of data on the ARTS IIA or IIIA
displays.
CENTER TRACON AUTOMATION SYSTEM (CTAS)- A computerized set of
programs designed to aid Air Route Traffic Control Centers and TRACONs
in the management and control of air traffic.
CENTER WEATHER
ADVISORY- An unscheduled weather advisory issued by Center Weather
Service Unit meteorologists for ATC use to alert pilots of existing or
anticipated adverse weather conditions within the next 2 hours. A CWA
may modify or redefine a SIGMET.
(See
AWW.)
(See AIRMET.)
(See CONVECTIVE SIGMET.)
(See SIGMET.)
(Refer to AIM.)
CENTRAL EAST PACIFIC-
An organized route system between the U.S. West Coast and Hawaii.
CEP-
(See CENTRAL EAST PACIFIC.)
CERAP-
(See COMBINED CENTER-RAPCON.)
CERTIFIED TOWER RADAR DISPLAY (CTRD)- A radar display that
provides a presentation of primary, beacon radar videos, and
alphanumeric data from an Air Traffic Control radar system, which is
certified by the FAA to provide radar services. Examples include
Digital Bright Radar Indicator Tower Equipment (DBRITE), Tower Display
Workstation (TDW) and BRITE.
CFR-
(See CALL FOR RELEASE.)
CHAFF- Thin, narrow metallic
reflectors of various lengths and frequency responses, used to reflect
radar energy. These reflectors when dropped from aircraft and allowed
to drift downward result in large targets on the radar display.
CHARTED VFR FLYWAYS-
Charted VFR Flyways are flight paths recommended for use to bypass
areas heavily traversed by large turbine-powered aircraft. Pilot
compliance with recommended flyways and associated altitudes is
strictly voluntary. VFR Flyway Planning charts are published on the
back of existing VFR Terminal Area charts.
CHARTED VISUAL FLIGHT PROCEDURE APPROACH- An approach conducted
while operating on an instrument flight rules (IFR) flight plan which
authorizes the pilot of an aircraft to proceed visually and clear of
clouds to the airport via visual landmarks and other information
depicted on a charted visual flight procedure. This approach must be
authorized and under the control of the appropriate air traffic
control facility. Weather minimums required are depicted on the chart.
CHASE- An
aircraft flown in proximity to another aircraft normally to observe
its performance during training or testing.
CHASE AIRCRAFT-
(See CHASE.)
CIRCLE-TO-LAND
MANEUVER- A maneuver initiated by the pilot to align the aircraft
with a runway for landing when a straight-in landing from an
instrument approach is not possible or is not desirable. At tower
controlled airports, this maneuver is made only after ATC
authorization has been obtained and the pilot has established required
visual reference to the airport.
(See CIRCLE TO RUNWAY.)
(See LANDING
MINIMUMS.)
(Refer to AIM.)
CIRCLE TO RUNWAY (RUNWAY NUMBER)- Used by ATC to inform
the pilot that he/she must circle to land because the runway in use is
other than the runway aligned with the instrument approach procedure.
When the direction of the circling maneuver in relation to the
airport/runway is required, the controller will state the direction
(eight cardinal compass points) and specify a left or right downwind
or base leg as appropriate; e.g., "Cleared VOR Runway Three Six
Approach circle to Runway Two Two," or "Circle northwest of the
airport for a right downwind to Runway Two Two."
(See CIRCLE-TO-LAND MANEUVER.)
(See LANDING
MINIMUMS.)
(Refer to AIM.)
CIRCLING APPROACH-
(See CIRCLE-TO-LAND MANEUVER.)
CIRCLING MANEUVER-
(See CIRCLE-TO-LAND MANEUVER.)
CIRCLING MINIMA-
(See LANDING
MINIMUMS.)
CLASS A AIRSPACE-
(See CONTROLLED AIRSPACE.)
CLASS B AIRSPACE-
(See CONTROLLED AIRSPACE.)
CLASS C AIRSPACE-
(See CONTROLLED AIRSPACE.)
CLASS D AIRSPACE-
(See CONTROLLED AIRSPACE.)
CLASS E AIRSPACE-
(See CONTROLLED AIRSPACE.)
CLASS G AIRSPACE-
That airspace not designated as Class A, B, C, D or E.
CLEAR AIR TURBULENCE
(CAT)- Turbulence encountered in air where no clouds are present. This
term is commonly applied to high-level turbulence associated with wind
shear. CAT is often encountered in the vicinity of the jet stream.
(See WIND SHEAR.)
(See JET STREAM.)
CLEAR OF THE RUNWAY-
a. A taxiing aircraft, which is
approaching a runway, is clear of the runway when all parts of the
aircraft are held short of the applicable holding position marking.
b. A pilot or controller may consider an
aircraft, which is exiting or crossing a runway, to be clear of the
runway when all parts of the aircraft are beyond the runway edge and
there is no ATC restriction to its continued movement beyond the
applicable holding position marking.
c. Pilots and controllers shall exercise
good judgement to ensure that adequate separation exists between all
aircraft on runways and taxiways at airports with inadequate runway
edge lines or holding position markings.
CLEARANCE-
(See AIR TRAFFIC
CLEARANCE.)
CLEARANCE LIMIT- The
fix, point, or location to which an aircraft is cleared when issued an
air traffic clearance.
(See ICAO term CLEARANCE LIMIT.)
CLEARANCE LIMIT [ICAO]-
The point of which an aircraft is granted an air traffic control
clearance.
CLEARANCE VOID IF NOT
OFF BY (TIME)- Used by ATC to advise an aircraft that the
departure clearance is automatically canceled if takeoff is not made
prior to a specified time. The pilot must obtain a new clearance or
cancel his/her IFR flight plan if not off by the specified time.
(See ICAO term CLEARANCE VOID
TIME.)
CLEARANCE VOID
TIME [ICAO]- A time specified by an air traffic control unit at
which a clearance ceases to be valid unless the aircraft concerned has
already taken action to comply therewith.
CLEARED APPROACH-
ATC authorization for an aircraft to execute any standard or
special instrument approach procedure for that airport. Normally, an
aircraft will be cleared for a specific instrument approach procedure.
(See CLEARED (Type of)
APPROACH.)
(See
INSTRUMENT APPROACH PROCEDURE.)
(Refer to
14 CFR Part 91.)
(Refer to AIM.)
CLEARED
(Type of) APPROACH- ATC authorization for an aircraft to
execute a specific instrument approach procedure to an airport; e.g.,
"Cleared ILS Runway Three Six Approach."
(See APPROACH
CLEARANCE.)
(See
INSTRUMENT APPROACH PROCEDURE.)
(Refer to
14 CFR Part 91.)
(Refer to AIM.)
CLEARED AS FILED-
Means the aircraft is cleared to proceed in accordance with
the route of flight filed in the flight plan. This clearance does not
include the altitude, DP, or DP Transition.
(See
REQUEST FULL ROUTE CLEARANCE.)
(Refer to
AIM.)
CLEARED FOR
TAKEOFF- ATC authorization for an aircraft to depart. It
is predicated on known traffic and known physical airport conditions.
CLEARED FOR
THE OPTION- ATC authorization for an aircraft to make a
touch-and-go, low approach, missed approach, stop and go, or full stop
landing at the discretion of the pilot. It is normally used in
training so that an instructor can evaluate a student's performance
under changing situations.
(See OPTION APPROACH.)
(Refer to AIM.)
CLEARED THROUGH-
ATC authorization for an aircraft to make intermediate stops
at specified airports without refiling a flight plan while en route to
the clearance limit.
CLEARED TO LAND-
ATC authorization for an aircraft to land. It is predicated on
known traffic and known physical airport conditions.
CLEARWAY- An area beyond the
takeoff runway under the control of airport authorities within which
terrain or fixed obstacles may not extend above specified limits.
These areas may be required for certain turbine-powered operations and
the size and upward slope of the clearway will differ depending on
when the aircraft was certificated.
(Refer to
14 CFR Part 1.)
CLIMB TO VFR-
ATC authorization for an aircraft to climb to VFR conditions
within Class B, C, D, and E surface areas when the only weather
limitation is restricted visibility. The aircraft must remain clear of
clouds while climbing to VFR.
(See SPECIAL VFR
CONDITIONS.)
(Refer to AIM.)
CLIMBOUT- That portion of
flight operation between takeoff and the initial cruising altitude.
CLOSE PARALLEL
RUNWAYS- Two parallel runways whose extended centerlines are
separated by less than 4,300 feet, having a Precision Runway
Monitoring (PRM) system that permits simultaneous independent ILS
approaches.
CLOSED RUNWAY- A runway
that is unusable for aircraft operations. Only the airport
management/military operations office can close a runway.
CLOSED TRAFFIC-
Successive operations involving takeoffs and landings or low
approaches where the aircraft does not exit the traffic pattern.
CLOUD- A cloud is a visible
accumulation of minute water droplets and/or ice particles in the
atmosphere above the Earth's surface. Cloud differs from ground fog,
fog, or ice fog only in that the latter are, by definition, in contact
with the Earth's surface.
CLT-
(See CALCULATED LANDING TIME.)
CLUTTER- In radar operations,
clutter refers to the reception and visual display of radar returns
caused by precipitation, chaff, terrain, numerous aircraft targets, or
other phenomena. Such returns may limit or preclude ATC from providing
services based on radar.
(See CHAFF.)
(See GROUND CLUTTER.)
(See PRECIPITATION.)
(See TARGET.)
(See ICAO term
RADAR CLUTTER.)
CMNPS-
(See CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE.)
COASTAL FIX- A navigation
aid or intersection where an aircraft transitions between the domestic
route structure and the oceanic route structure.
CODES- The number assigned to a
particular multiple pulse reply signal transmitted by a transponder.
(See DISCRETE CODE.)
COMBINED CENTER-RAPCON-
An air traffic facility which combines the functions of an ARTCC and a
radar approach control facility.
(See
AIR ROUTE TRAFFIC CONTROL CENTER.)
(See
RADAR APPROACH CONTROL FACILITY.)
COMMON POINT- A
significant point over which two or more aircraft will report passing
or have reported passing before proceeding on the same or diverging
tracks. To establish/maintain longitudinal separation, a controller
may determine a common point not originally in the aircraft's flight
plan and then clear the aircraft to fly over the point.
(See SIGNIFICANT
POINT.)
COMMON PORTION-
(See COMMON ROUTE.)
COMMON ROUTE- That
segment of a North American Route between the inland navigation
facility and the coastal fix.
COMMON TRAFFIC ADVISORY FREQUENCY (CTAF)- A frequency designed for
the purpose of carrying out airport advisory practices while operating
to or from an airport without an operating control tower. The CTAF may
be a UNICOM, Multicom, FSS, or tower frequency and is identified in
appropriate aeronautical publications.
(Refer to
AC 90-42, Traffic Advisory Practices at Airports Without Operating
Control Towers.)
COMPASS LOCATOR- A
low power, low or medium frequency (L/MF) radio beacon installed at
the site of the outer or middle marker of an instrument landing system
(ILS). It can be used for navigation at distances of approximately 15
miles or as authorized in the approach procedure.
a. Outer Compass Locator (LOM)- A compass
locator installed at the site of the outer marker of an instrument
landing system.
(See OUTER MARKER.)
b. Middle Compass Locator (LMM)- A compass
locator installed at the site of the middle marker of an instrument
landing system.
(See MIDDLE MARKER.)
(See ICAO term LOCATOR.)
COMPASS ROSE- A circle,
graduated in degrees, printed on some charts or marked on the ground
at an airport. It is used as a reference to either true or magnetic
direction.
COMPOSITE FLIGHT
PLAN- A flight plan which specifies VFR operation for one portion
of flight and IFR for another portion. It is used primarily in
military operations.
(Refer to AIM.)
COMPOSITE ROUTE
SYSTEM- An organized oceanic route structure, incorporating
reduced lateral spacing between routes, in which composite separation
is authorized.
COMPOSITE SEPARATION-
A method of separating aircraft in a composite route system where, by
management of route and altitude assignments, a combination of half
the lateral minimum specified for the area concerned and half the
vertical minimum is applied.
COMPULSORY
REPORTING POINTS- Reporting points which must be reported to ATC.
They are designated on aeronautical charts by solid triangles or filed
in a flight plan as fixes selected to define direct routes. These
points are geographical locations which are defined by navigation
aids/fixes. Pilots should discontinue position reporting over
compulsory reporting points when informed by ATC that their aircraft
is in "radar contact."
CONFLICT ALERT- A
function of certain air traffic control automated systems designed to
alert radar controllers to existing or pending situations between
tracked targets (known IFR or VFR aircraft) that require his/her
immediate attention/action.
(See MODE C
INTRUDER ALERT.)
CONFLICT RESOLUTION-
The resolution of potential conflictions between aircraft that are
radar identified and in communication with ATC by ensuring that radar
targets do not touch. Pertinent traffic advisories shall be issued
when this procedure is applied.
Note:
This procedure shall not be provided utilizing mosaic radar systems.
CONFORMANCE- The
condition established when an aircraft's actual position is within the
conformance region constructed around that aircraft at its position,
according to the trajectory associated with the aircraft's Current
Plan.
CONFORMANCE REGION-
A volume, bounded laterally, vertically, and longitudinally, within
which an aircraft must be at a given time in order to be in
conformance with the Current Plan Trajectory for that aircraft. At a
given time, the conformance region is determined by the simultaneous
application of the lateral, vertical, and longitudinal conformance
bounds for the aircraft at the position defined by time and aircraft's
trajectory.
CONSOLAN- A low frequency,
long-distance NAVAID used principally for transoceanic navigations.
CONTACT-
a. Establish communication with (followed
by the name of the facility and, if appropriate, the frequency to be
used).
b. A flight condition wherein the pilot
ascertains the attitude of his/her aircraft and navigates by visual
reference to the surface.
(See CONTACT APPROACH.)
(See RADAR CONTACT.)
CONTACT APPROACH-
An approach wherein an aircraft on an IFR flight plan, having
an air traffic control authorization, operating clear of clouds with
at least 1 mile flight visibility and a reasonable expectation of
continuing to the destination airport in those conditions, may deviate
from the instrument approach procedure and proceed to the destination
airport by visual reference to the surface. This approach will only be
authorized when requested by the pilot and the reported ground
visibility at the destination airport is at least 1 statute mile.
(Refer to AIM.)
CONTAMINATED RUNWAY-
A runway is considered contaminated whenever standing water, ice,
snow, slush, frost in any form, heavy rubber, or other substances are
present. A runway is contaminated with respect to rubber deposits or
other friction-degrading substances when the average friction value
for any 500-foot segment of the runway within the ALD fails below the
recommended minimum friction level and the average friction value in
the adjacent 500-foot segments falls below the maintenance planning
friction level.
CONTERMINOUS U.S.-
The 48 adjoining States and the District of Columbia.
CONTINENTAL
UNITED STATES- The 49 States located on the continent of North
America and the District of Columbia.
CONTINUE- When used as a
control instruction should be followed by another word or words
clarifying what is expected of the pilot. Example: "continue taxi",
"continue descent", "continue inbound" etc.
CONTROL AREA [ICAO]-
A controlled airspace extending upwards from a specified limit above
the earth.
CONTROL SECTOR- An
airspace area of defined horizontal and vertical dimensions for which
a controller or group of controllers has air traffic control
responsibility, normally within an air route traffic control center or
an approach control facility. Sectors are established based on
predominant traffic flows, altitude strata, and controller workload.
Pilot- communications during operations within a sector are normally
maintained on discrete frequencies assigned to the sector.
(See DISCRETE
FREQUENCY.)
CONTROL SLASH- A radar
beacon slash representing the actual position of the associated
aircraft. Normally, the control slash is the one closest to the
interrogating radar beacon site. When ARTCC radar is operating in
narrowband (digitized) mode, the control slash is converted to a
target symbol.
CONTROLLED AIRSPACE-
An airspace of defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights in accordance
with the airspace classification.
a. Controlled airspace is a generic term
that covers Class A, Class B, Class C, Class D, and Class E
airspace.
b. Controlled airspace is also that
airspace within which all aircraft operators are subject to certain
pilot qualifications, operating rules, and equipment requirements in
14 CFR Part 91 (for specific operating requirements, please refer to
14 CFR Part 91). For IFR operations in any class of controlled
airspace, a pilot must file an IFR flight plan and receive an
appropriate ATC clearance. Each Class B, Class C, and Class D
airspace area designated for an airport contains at least one
primary airport around which the airspace is designated (for
specific designations and descriptions of the airspace classes,
please refer to 14 CFR Part 71).
c. Controlled airspace in the United
States is designated as follows:
1. CLASS A- Generally, that airspace
from 18,000 feet MSL up to and including FL 600, including the
airspace overlying the waters within 12 nautical miles of the
coast of the 48 contiguous States and Alaska. Unless otherwise
authorized, all persons must operate their aircraft under IFR.
2. CLASS B- Generally, that airspace
from the surface to 10,000 feet MSL surrounding the nation's
busiest airports in terms of airport operations or passenger
enplanements. The configuration of each Class B airspace area is
individually tailored and consists of a surface area and two or
more layers (some Class B airspaces areas resemble upside-down
wedding cakes), and is designed to contain all published
instrument procedures once an aircraft enters the airspace. An ATC
clearance is required for all aircraft to operate in the area, and
all aircraft that are so cleared receive separation services
within the airspace. The cloud clearance requirement for VFR
operations is "clear of clouds."
3. CLASS C- Generally, that airspace
from the surface to 4,000 feet above the airport elevation
(charted in MSL) surrounding those airports that have an
operational control tower, are serviced by a radar approach
control, and that have a certain number of IFR operations or
passenger enplanements. Although the configuration of each Class C
area is individually tailored, the airspace usually consists of a
surface area with a 5 nautical mile (NM) radius, an outer circle
with a 10NM radius that extends from 1,200 feet to 4,000 feet
above the airport elevation and an outer area. Each person must
establish two-way radio communications with the ATC facility
providing air traffic services prior to entering the airspace and
thereafter maintain those communications while within the
airspace. VFR aircraft are only separated from IFR aircraft within
the airspace.
(See OUTER AREA.)
4. CLASS D- Generally, that airspace
from the surface to 2,500 feet above the airport elevation
(charted in MSL) surrounding those airports that have an
operational control tower. The configuration of each Class D
airspace area is individually tailored and when instrument
procedures are published, the airspace will normally be designed
to contain the procedures. Arrival extensions for instrument
approach procedures may be Class D or Class E airspace. Unless
otherwise authorized, each person must establish two-way radio
communications with the ATC facility providing air traffic
services prior to entering the airspace and thereafter maintain
those communications while in the airspace. No separation services
are provided to VFR aircraft.
5. CLASS E- Generally, if the airspace
is not Class A, Class B, Class C, or Class D, and it is controlled
airspace, it is Class E airspace. Class E airspace extends upward
from either the surface or a designated altitude to the overlying
or adjacent controlled airspace. When designated as a surface
area, the airspace will be configured to contain all instrument
procedures. Also in this class are Federal airways, airspace
beginning at either 700 or 1,200 feet AGL used to transition
to/from the terminal or en route environment, en route domestic,
and offshore airspace areas designated below 18,000 feet MSL.
Unless designated at a lower altitude, Class E airspace begins at
14,500 MSL over the United States, including that airspace
overlying the waters within 12 nautical miles of the coast of the
48 contiguous States and Alaska, up to, but not including 18,000
feet MSL, and the airspace above FL 600.
CONTROLLED
AIRSPACE [ICAO]- An airspace of defined dimensions within which
air traffic control service is provided to IFR flights and to VFR
flights in accordance with the airspace classification.
Note:
Controlled airspace is a generic term which covers ATS airspace
Classes A, B, C, D, and E.
CONTROLLED DEPARTURE TIME PROGRAMS- These programs are the flow
control process whereby aircraft are held on the ground at the
departure airport when delays are projected to occur in either the en
route system or the terminal of intended landing. The purpose of these
programs is to reduce congestion in the air traffic system or to limit
the duration of airborne holding in the arrival center or terminal
area. A CDT is a specific departure slot shown on the flight plan as
an expect departure clearance time (EDCT).
CONTROLLED
TIME OF ARRIVAL- The original estimated time of arrival adjusted
by the ATCSCC ground delay factor.
CONTROLLER-
(See AIR
TRAFFIC CONTROL SPECIALIST.)
CONTROLLER [ICAO]-
A person authorized to provide air traffic control services.
CONTROLLER
PILOT DATA LINK COMMUNICATIONS (CPDLC)- A two-way digital very
high frequency (VHF) air/ground communications system that conveys
textual air traffic control messages between controllers and pilots.
CONVECTIVE SIGMET-
A weather advisory concerning convective weather significant
to the safety of all aircraft. Convective SIGMETs are issued for
tornadoes, lines of thunderstorms, embedded thunderstorms of any
intensity level, areas of thunderstorms greater than or equal to VIP
level 4 with an area coverage of 4/10 (40%) or
more, and hail 3/4 inch or greater.
(See AIRMET.)
(See
AWW.)
(See CWA.)
(See SIGMET.)
(Refer to AIM.)
CONVECTIVE SIGNIFICANT METEOROLOGICAL INFORMATION-
(See CONVECTIVE SIGMET.)
COORDINATES- The
intersection of lines of reference, usually expressed in
degrees/minutes/seconds of latitude and longitude, used to determine
position or location.
COORDINATION FIX-
The fix in relation to which facilities will handoff, transfer control
of an aircraft, or coordinate flight progress data. For terminal
facilities, it may also serve as a clearance for arriving aircraft.
COPTER-
(See HELICOPTER.)
CORRECTION- An error has
been made in the transmission and the correct version follows.
COUPLED APPROACH- A
coupled approach is an instrument approach performed by the aircraft
autopilot which is receiving position information and/or steering
commands from onboard navigation equipment. In general, coupled
nonprecision approaches must be discontinued and flown manually at
altitudes lower than 50 feet below the minimum descent altitude, and
coupled precision approaches must be flown manually below 50 feet AGL.
Note:
Coupled and autoland approaches are flown in VFR and IFR. It is common
for carriers to require their crews to fly coupled approaches and
autoland approaches (if certified) when the weather conditions are
less than approximately 4,000 RVR.
(See AUTOLAND
APPROACH.)
COURSE-
a. The intended direction of flight in the
horizontal plane measured in degrees from north.
b. The ILS localizer signal pattern
usually specified as the front course or the back course.
c. The intended track along a straight,
curved, or segmented MLS path.
(See BEARING.)
(See
INSTRUMENT LANDING SYSTEM.)
(See MICROWAVE
LANDING SYSTEM.)
(See RADIAL.)
CPDLC-
(See
CONTROLLER PILOT DATA LINK COMMUNICATONS.)
CPL [ICAO]-
(See ICAO term CURRENT FLIGHT
PLAN.)
CRITICAL ENGINE- The
engine which, upon failure, would most adversely affect the
performance or handling qualities of an aircraft.
CROSS
(FIX) AT (ALTITUDE)- Used by ATC when a specific altitude
restriction at a specified fix is required.
CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used by ATC when an
altitude restriction at a specified fix is required. It does not
prohibit the aircraft from crossing the fix at a higher altitude than
specified; however, the higher altitude may not be one that will
violate a succeeding altitude restriction or altitude assignment.
(See ALTITUDE
RESTRICTION.)
(Refer to AIM.)
CROSS (FIX) AT OR BELOW (ALTITUDE)- Used by ATC when a
maximum crossing altitude at a specific fix is required. It does not
prohibit the aircraft from crossing the fix at a lower altitude;
however, it must be at or above the minimum IFR altitude.
(See ALTITUDE
RESTRICTION.)
(See MINIMUM IFR
ALTITUDES.)
(Refer to
14 CFR Part 91.)
CROSSWIND-
a. When used concerning the traffic
pattern, the word means "crosswind leg."
(See TRAFFIC PATTERN.)
b. When used concerning wind conditions,
the word means a wind not parallel to the runway or the path of an
aircraft.
(See CROSSWIND COMPONENT.)
CROSSWIND COMPONENT-
The wind component measured in knots at 90 degrees to the longitudinal
axis of the runway.
CRUISE- Used in
an ATC clearance to authorize a pilot to conduct flight at any
altitude from the minimum IFR altitude up to and including the
altitude specified in the clearance. The pilot may level off at any
intermediate altitude within this block of airspace. Climb/descent
within the block is to be made at the discretion of the pilot.
However, once the pilot starts descent and verbally reports leaving an
altitude in the block, he/she may not return to that altitude without
additional ATC clearance. Further, it is approval for the pilot to
proceed to and make an approach at destination airport and can be used
in conjunction with:
a. An airport clearance limit at locations
with a standard/special instrument approach procedure. The CFRs
require that if an instrument letdown to an airport is necessary,
the pilot shall make the letdown in accordance with a
standard/special instrument approach procedure for that airport, or
b. An airport clearance limit at locations
that are within/below/outside controlled airspace and without a
standard/special instrument approach procedure. Such a clearance is
NOT AUTHORIZATION for the pilot to descend under IFR conditions
below the applicable minimum IFR altitude nor does it imply that ATC
is exercising control over aircraft in Class G airspace; however, it
provides a means for the aircraft to proceed to destination airport,
descend, and land in accordance with applicable CFRs governing VFR
flight operations. Also, this provides search and rescue protection
until such time as the IFR flight plan is closed.
(See
INSTRUMENT APPROACH PROCEDURE.)
CRUISE CLIMB- A climb
technique employed by aircraft, usually at a constant power setting,
resulting in an increase of altitude as the aircraft weight decreases.
CRUISING ALTITUDE-
An altitude or flight level maintained during en route level flight.
This is a constant altitude and should not be confused with a cruise
clearance.
(See ALTITUDE.)
(See ICAO term CRUISING LEVEL.)
CRUISING LEVEL-
(See CRUISING ALTITUDE.)
CRUISING LEVEL [ICAO]-
A level maintained during a significant portion of a flight.
CT MESSAGE- An EDCT time
generated by the ATCSCC to regulate traffic at arrival airports.
Normally, a CT message is automatically transferred from the Traffic
Management System computer to the NAS en route computer and appears as
an EDCT. In the event of a communication failure between the TMS and
the NAS, the CT message can be manually entered by the TMC at the en
route facility.
CTA-
(See CONTROLLED TIME OF
ARRIVAL.)
(See ICAO term CONTROL AREA.)
CTAF-
(See COMMON
TRAFFIC ADVISORY FREQUENCY.)
CTAS-
(See CENTER TRACON
AUTOMATION SYSTEM.)
CTRD-
(See CERTIFIED TOWER
RADAR DISPLAY.)
CURRENT FLIGHT
PLAN [ICAO]- The flight plan, including changes, if any, brought
about by subsequent clearances.
CURRENT PLAN- The ATC
clearance the aircraft has received and is expected to fly.
CVFP APPROACH-
(See CHARTED
VISUAL FLIGHT PROCEDURE APPROACH.)
CWA-
(See
CENTER WEATHER ADVISORY and
WEATHER ADVISORY.)
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AVIATION LIBRARY
