航行情報(bào)手冊(cè) Aeronautical Information Manual (AIM) 3

時(shí)間：2011-04-18 00:52來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次

a. Cleared, graded, and have no potentially hazardous ruts, humps, depressions, or other surface variations;
Pilot/Controller Glossary
b.Drained by grading or storm sewers to prevent water accumulation;
c.Capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and firefighting equipment, and the occasional passage of aircraft without causing structural damage to the aircraft; and,
d.Free of objects, except for objects that need to be located in the runway safety area because of their function. These objects shall be constructed on low impact resistant supports (frangible mounted struc-tures) to the lowest practical height with the frangible point no higher than 3 inches above grade.
(Refer to AC 150/5300-13, Airport Design,
Chapter 3.)RUNWAY TRANSITION.
a.Conventional STARs/SIDs. The portion of a STAR/SID that serves a particular runway or runways at an airport.
b.RNAV STARs/SIDs. Defines a path(s) from the common route to the final point(s) on a STAR. For a SID, the common route that serves a particular runway or runways at an airport.
RUNWAY USE PROGRAM. A noise abatement runway selection plan designed to enhance noise abatement efforts with regard to airport communities for arriving and departing aircraft. These plans are developed into runway use programs and apply to all turbojet aircraft 12,500 pounds or heavier; turbojet aircraft less than 12,500 pounds are included only if the airport proprietor determines that the aircraft creates a noise problem. Runway use programs are coordinated with FAA offices, and safety criteria used in these programs are developed by the Office of Flight Operations. Runway use programs are administered by the Air Traffic Service as “Formal” or “Informal” programs.
a.Formal Runway Use Program. An approved noise abatement program which is defined and acknowledged in a Letter of Understanding between Flight Operations, Air Traffic Service, the airport proprietor, and the users. Once established, participa-tion in the program is mandatory for aircraft operators and pilots as provided for in 14 CFR Section 91.129.
b.Informal Runway Use Program. An approved noise abatement program which does not require a Letter of Understanding, and participation in the program is voluntary for aircraft operators/pilots.
PCG R.7
RUNWAY VISIBILITY VALUE.
(See VISIBILITY.)RUNWAY VISUAL RANGE.
(See VISIBILITY.)PCG R.8
S
SAA.
(See SPECIAL ACTIVITY AIRSPACE.)SAFETY ALERT. A safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain, obstructions, or other aircraft. The controller may discontinue the issuance of further alerts if the pilot advises he/she is taking action to correct the situation or has the other aircraft in sight.
a.Terrain/Obstruction Alert. A safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain/obstructions; e.g., “Low Altitude Alert, check your altitude immediately.”
b.Aircraft Conflict Alert. A safety alert issued by ATC to aircraft under their control if ATC is aware of an aircraft that is not under their control at an altitude which, in the controller’s judgment, places both aircraft in unsafe proximity to each other. With the alert, ATC will offer the pilot an alternate course of action when feasible; e.g., “Traffic Alert, advise you turn right heading zero niner zero or climb to eight thousand immediately.”
Note: The issuance of a safety alert is contingent upon the capability of the controller to have an awareness of an unsafe condition. The course of action provided will be predicated on other traffic under ATC control. Once the alert is issued, it is solely the pilot’s prerogative to determine what course of action, if any, he/she will take.
SAFETY LOGIC SYSTEM. A software enhance-ment to ASDE.3, ASDE.X, and ASDE.3X, that predicts the path of aircraft landing and/or departing, and/or vehicular movements on runways. Visual and aural alarms are activated when the safety logic projects a potential collision. The Airport Movement Area Safety System (AMASS) is a safety logic system enhancement to the ASDE.3. The Safety Logic System for ASDE.X and ASDE.3X is an integral part of the software program.
SAFETY LOGIC SYSTEM ALERTS.
a. ALERT. An actual situation involving two real safety logic tracks (aircraft/aircraft, aircraft/vehicle, or aircraft/other tangible object) that safety logic has predicted will result in an imminent collision, based upon the current set of Safety Logic parameters.
b. FALSE ALERT.
1.Alerts generated by one or more false surface.radar targets that the system has interpreted as real tracks and placed into safety logic.
2.Alerts in which the safety logic software did not perform correctly, based upon the design specifications and the current set of Safety Logic parameters.
c. NUISANCE ALERT. An alert in which one or more of the following is true:
1.The alert is generated by a known situation that is not considered an unsafe operation, such as LAHSO or other approved operations.
2.The alert is generated by inaccurate secon-dary radar data received by the Safety Logic System.
3.The alert is generated by surface radar targets caused by moderate or greater precipitation.
4.One or more of the aircraft involved in the alert is not intending to use a runway (i.e., helicopter, pipeline patrol, non.Mode C overflight, etc.).
d.VALID NON.ALERT. A situation in which the safety logic software correctly determines that an alert is not required, based upon the design specifications and the current set of Safety Logic parameters.

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