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individually tailored, the airspace usually consists
of a 5 NM radius core surface area that extends
from the surface up to 4,000 feet above the airport
elevation, and a 10 NM radius shelf area that
extends from 1,200 feet to 4,000 feet above the
airport elevation.
CLASS D AIRSPACE—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.
CLASS E AIRSPACE—Airspace that is not Class A,
Class B, Class C, or Class D, and it is controlled
airspace.
CLASS G AIRSPACE—Airspace that is uncontrolled,
except when associated with a temporary
control tower, and has not been designated as
Class A, Class B, Class C, Class D, or Class E
airspace.
CODE OF FEDERAL REGULATIONS (CFRs)—
Regulations issued by the U.S. Federal Government
as published in the Federal Register.
COMBUSTION—Process of burning the fuel/air
mixture in the engine in a controlled and predictable
manner.
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.
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.
Note: “controlled airspace” is a generic term
that covers Class A, Class B, Class C, Class D and
Class E airspace.
CONTROL TOWER—A terminal facility that uses
air/ground communications, visual signaling, and
other devices to provide ATC services to aircraft
operating in the vicinity of an airport or on the
movement area. Authorizes aircraft to land or
takeoff at the airport controlled by the tower or to
transit the Class D airspace area regardless of the
flight plan or weather conditions. May also provide
approach control services (radar or nonradar).
COORDINATED TURN—Turn made by an aircraft
where the horizontal component of lift is equal to
the centrifugal force of the turn.
CRAB ANGLE—The angle formed between the
direction an aircraft is pointed and the direction it
is tracking over the ground resulting from a crosswind
component.
CREWMEMBER—A person assigned to perform
duty in an aircraft during flight time.
CREW RESOURCE MANAGEMENT (CRM)—
The application of team management concepts in
the flight deck environment. This includes single
pilots of general aviation aircraft. Pilots of small
aircraft, as well as crews of larger aircraft, must
make effective use of all available resources; human
resources, hardware, and information. Human
resource groups include but are not limited to:
pilots, dispatchers, cabin crewmembers, maintenance
personnel, and air traffic controllers.
CRM—See CREW RESOURCE MANAGEMENT.
CROSSWIND—Wind blowing across rather than
parallel to the direction of flight. In a traffic pattern,
the crosswind leg is a flight path at right
angles to the landing runway off its upwind end.
CROSSWIND CORRECTION—Correction applied
in order to maintain a straight ground track during
flight when a crosswind is present.
CROSSWIND LANDING—Landing made with a
wind that is blowing across rather than parallel to
the landing direction.
CROSSWIND TAKEOFFS—Takeoffs made during
crosswind conditions.
G-4
CTAF—See COMMON TRAFFIC ADVISORY
FREQUENCY.
DATUM—An imaginary vertical plane or line from
which all measurements of moment arm are taken.
The datum is established by the manufacturer.
DECIDE MODEL—Model developed to help pilots
remember the six-step decision-making process:
Detect, Estimate, Choose, Identify, Do, Evaluate.
DECK ANGLE—The angle of the cart’s lower
frame (from the front wheel to the rear wheels), to
the landing surface.
DENSITY ALTITUDE—Pressure altitude corrected
for variations from standard temperature. When
conditions are standard, pressure altitude and
density altitude are the same. If the temperature is
above standard, the density altitude is higher than
pressure altitude. If the temperature is below standard,
　
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