PCG CALCULATED LANDING TIME -- CWA
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.
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.
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."
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.)
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.
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.
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.)
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.
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.)
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.)
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.)
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.
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.
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.
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 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.
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.
b. Middle Compass Locator (LMM)- A compass locator installed
at the site of the middle marker of an instrument landing system.
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.
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.
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.
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.
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.
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 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.)
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.)
CROSSWIND-
a. When used concerning the traffic pattern, the word means
"crosswind leg."
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 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.)