CALCULATED LANDING TIME -- CWA
CALCULATED LANDING TIME- A term that may be used
in place of tentative or actual calculated landing
time, whichever applies.
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.)
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.
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 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 SIGMET.)
(See CONVECTIVE SIGMET.)
(See AIRMET.)
(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.)
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. 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 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- 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 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 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 (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 INSTRUMENT APPROACH PROCEDURE.)
(See APPROACH CLEARANCE.)
(Refer to AIM.)
(Refer to FAR Part 91.)
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 INSTRUMENT APPROACH PROCEDURE.)
(See CLEARED (TYPE OF) APPROACH.)
(Refer to AIM.)
(Refer to Part 91.)
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 FAR Part 1.)
CLIMBOUT- That portion of flight operation between
takeoff and the initial cruising altitude.
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.)
(Refer to AIM.)
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.
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 GROUND CLUTTER.)
(See CHAFF.)
(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.
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 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.
CONTROL AREA [ICAO]- A controlled airspace extending
upwards from a specified limit above the earth.
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 FAR Part 91 (for
specific operating requirements, please refer
to FAR 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 FAR 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 expected 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.
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.
CONVECTIVE SIGMET- A weather advisory concerning
convective weather significant to the safety of
all aircraft. Convective SIGMET's 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 AWW.)
(See SIGMET.)
(See CWA.)
(See AIRMET.)
(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.
(See AUTOLAND APPROACH.)
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.
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 RADIAL.)
(See INSTRUMENT LANDING SYSTEM.)
(See MICROWAVE LANDING SYSTEM.)
CPL [ICAO]- (See 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 MINIMUM IFR ALTITUDES.)
(See ALTITUDE RESTRICTION.)
(Refer to FAR 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 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 FAR's 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 FAR's 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.)
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 [ICAO]- A level maintained during
a significant portion of a flight.
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 LEVEL- (See CRUISING ALTITUDE.)
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.)
CTA- (See CONTROL AREA [ICAO].)
CTAF- (See COMMON TRAFFIC ADVISORY FREQUENCY.)
CURRENT FLIGHT PLAN [ICAO]- The flight plan, including
changes, if any, brought about by subsequent clearances.
CVFP APPROACH- (See CHARTED VISUAL FLIGHT PROCEDURE
APPROACH.)
CWA- (See CENTER WEATHER ADVISORY and WEATHER
ADVISORY.)
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