Note: ADIZ locations and operating and flight plan requirements for civil aircraft operations are specified in 14 CFR Part 99 (Refer to AIM.)
Note 1: For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts.
Note 2: The abbreviated term clearance may be prefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular portion of flight to which the air traffic control clearance relates.
Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for the flight.
Note: Area navigation includes performance based navigation as well as other operations that do not meet the definition of performance based navigation.
Note: A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.
Note: The term “ATS Route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure, etc.
This reference doesn't exist in the 7110.65
Note: The term “Danger Area” is not used in reference to areas within the United States or any of its possessions or territories.
Intensity of icing:
Note: Severe icing is aircraft dependent, as are the other categories of icing intensity. Severe icing may occur at any ice accumulation rate.
Note:Lateral and vertical navigation guidance refers to the guidance provided either by:
Note 1: See Annex 10 Volume I, Part I, Chapter 3, for related ILS specifications.
Note 2: Visual aids need not necessarily be matched to the scale of nonvisual aids provided. The criterion for the selection of visual aids is the conditions in which operations are intended to be conducted.
Note: Descent below the MDA or DH must meet the conditions stated in 14 CFR Section 91.175.
Note: A locator usually has an average radius of rated coverage of between 18.5 and 46.3 km (10 and 25 NM).
Note: The normal service range for T, L, and H class aids is found in the AIM. Certain operational requirements make it necessary to use some of these aids at greater service ranges than specified. Extended range is made possible through flight inspection determinations. Some aids also have lesser service range due to location, terrain, frequency protection, etc. Restrictions to service range are listed in Chart Supplement U.S.
Note: The Performance based Navigation Manual (Doc 9613), Volume II contains detailed guidance on navigation specifications.
Note: Civil twilight ends in the evening when the center of the sun’s disk is 6 degrees below the horizon and begins in the morning when the center of the sun’s disk is 6 degrees below the horizon.
Note: The abbreviation “PAR” is also used to denote preferential arrival routes in ARTCC computers.(See GLIDEPATH.) (See PAR.) (See PREFERENTIAL ROUTES.) (Refer to AIM.)
Note: Precision approach radars are designed to enable pilots of aircraft to be given guidance by radio communication during the final stages of the approach to land.
Note 1: Procedure turns are designated “left” or “right” according to the direction of the initial turn.
Note 2: Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual approach procedure.
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.
Note: Temporary MOAs are not charted.(Refer to AIM.)
Note: Temporary restricted areas are not charted.(Refer to 14 CFR Part 73.) (Refer to AIM.)
Note 1: Mandatory traffic advisories and safety alerts must be issued when this procedure is used.
Note 2: This procedure must not be used when utilizing mosaic radar systems or multisensor mode.
Note: Touchdown as defined above is only a datum and is not necessarily the actual point at which the aircraft will touch the runway.
Note 1: The word “traffic” followed by additional information, if known, is used to provide such advisories; e.g., “Traffic, 2 o’clock, one zero miles, southbound, eight thousand.”
Note 2: Traffic advisory service will be provided to the extent possible depending on higher priority duties of the controller or other limitations; e.g., radar limitations, volume of traffic, frequency congestion, or controller workload. Radar/ nonradar traffic advisories do not relieve the pilot of his/her responsibility to see and avoid other aircraft. Pilots are cautioned that there are many times when the controller is not able to give traffic advisories concerning all traffic in the aircraft’s proximity; in other words, when a pilot requests or is receiving traffic advisories, he/she should not assume that all traffic will be issued.
Note: See definition of accepting unit/controller.
Note: All pilots receiving this authorization must comply with the VFR visibility and distance from cloud criteria in 14 CFR Part 91. Use of the term does not relieve controllers of their responsibility to separate aircraft in Class B and Class C airspace or TRSAs as required by FAAO JO 7110.65. When used as an ATC clearance/instruction, the term may be abbreviated “VFR;” e.g., “MAINTAIN VFR,” “CLIMB/DESCEND VFR,” etc.