Pilot/Controller Glossary PILOT/CONTROLLER GLOSSARY

1/30/20 Pilot/Controller Glossary PILOT/CONTROLLER GLOSSARY

PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose. b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM). c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. EXPLANATION OF CHANGES d. Terms Added: AIRCRAFT HAZARD AREA (AHA) AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST IN (ADS−B In) AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST OUT (ADS−B Out) CONTINGENCY HAZARD AREA (CHA) COOPERATIVE SURVEILLANCE NON−COOPERATIVE SURVEILLANCE PRM APPROACH REFINED HAZARD AREA (RHA) ROUND−ROBIN FLIGHT PLAN SPACE−BASED ADS−B (SBA) SPOOFING TRANSITIONAL HAZARD AREA (THA) UNSERVICEABLE (U/S) e. Terms Deleted: GROUND−BASED TRANSCEIVER (GBT) HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) HIWAS BROADCAST AREA HIWAS OUTLET AREA ILS PRM APPROACH RUNWAY VISIBILITY VALUE (RVV) f. Terms Modified: AREA NAVIGATION (RNAV) GLOBAL POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST (ADS−B) FUSION [STARS/CARTS] GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) [ICAO]

PCG−1 Pilot/Controller Glossary 1/30/20

ICING JAMMING OUT OF SERVICE RADAR SQUAWK (Mode, Code, Function) STOP ALTITUDE SQUAWK STOP SQUAWK (Mode or Code) TARGET TARGET SYMBOL TRANSMISSOMETER VISIBILITY g. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG−2 8/15/19 Pilot/Controller Glossary A

AAI− ACLT− (See ARRIVAL AIRCRAFT INTERVAL.) (See ACTUAL CALCULATED LANDING TIME.) AAR− ACROBATIC FLIGHT− An intentional maneuver (See AIRPORT ARRIVAL RATE.) involving an abrupt change in an aircraft’s attitude, an abnormal attitude, or abnormal acceleration not ABBREVIATED IFR FLIGHT PLANS− An necessary for normal flight. authorization by ATC requiring pilots to submit only (See ICAO term ACROBATIC FLIGHT.) that information needed for the purpose of ATC. It (Refer to 14 CFR Part 91.) includes only a small portion of the usual IFR flight plan information. In certain instances, this may be ACROBATIC FLIGHT [ICAO]− Maneuvers inten- only aircraft identification, location, and pilot tionally performed by an aircraft involving an abrupt request. Other information may be requested if change in its attitude, an abnormal attitude, or an needed by ATC for separation/control purposes. It is abnormal variation in speed. frequently used by aircraft which are airborne and ACTIVE RUNWAY− desire an instrument approach or by aircraft which are (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY on the ground and desire a climb to VFR-on-top. RUNWAY.) (See VFR-ON-TOP.) (Refer to AIM.) ACTUAL CALCULATED LANDING TIME− ACLT is a flight’s frozen calculated landing time. An ABEAM− An aircraft is “abeam” a fix, point, or actual time determined at freeze calculated landing object when that fix, point, or object is approximately time (FCLT) or meter list display interval (MLDI) for 90 degrees to the right or left of the aircraft track. the adapted vertex for each arrival aircraft based upon Abeam indicates a general position rather than a runway configuration, airport acceptance rate, airport precise point. arrival delay period, and other metered arrival ABORT− To terminate a preplanned aircraft aircraft. This time is either the vertex time of arrival maneuver; e.g., an aborted takeoff. (VTA) of the aircraft or the tentative calculated landing time (TCLT)/ACLT of the previous aircraft ACC [ICAO]− plus the arrival aircraft interval (AAI), whichever is (See ICAO term AREA CONTROL CENTER.) later. This time will not be updated in response to the ACCELERATE-STOP DISTANCE AVAILABLE− aircraft’s progress. The runway plus stopway length declared available ACTUAL NAVIGATION PERFORMANCE and suitable for the acceleration and deceleration of (ANP)− an airplane aborting a takeoff. (See REQUIRED NAVIGATION ACCELERATE-STOP DISTANCE AVAILABLE PERFORMANCE.) [ICAO]− The length of the take-off run available plus ADDITIONAL SERVICES− Advisory information the length of the stopway if provided. provided by ATC which includes but is not limited to the following: ACDO− (See AIR CARRIER DISTRICT OFFICE.) a. Traffic advisories. b. Vectors, when requested by the pilot, to assist ACKNOWLEDGE− Let me know that you have aircraft receiving traffic advisories to avoid observed received and understood this message. traffic. ACL− c. Altitude deviation information of 300 feet or (See AIRCRAFT LIST.) more from an assigned altitude as observed on a ACLS− verified (reading correctly) automatic altitude (See AUTOMATIC CARRIER LANDING readout (Mode C). SYSTEM.) d. Advisories that traffic is no longer a factor.

PCG A−1 Pilot/Controller Glossary 8/15/19

e. Weather and chaff information. ADVISORY FREQUENCY− The appropriate fre- f. Weather assistance. quency to be used for Airport Advisory Service. (See LOCAL AIRPORT ADVISORY.) g. Bird activity information. (See UNICOM.) h. Holding pattern surveillance. Additional ser- (Refer to ADVISORY CIRCULAR NO. 90-42.) vices are provided to the extent possible contingent (Refer to AIM.) only upon the controller’s capability to fit them into the performance of higher priority duties and on the ADVISORY SERVICE− Advice and information basis of limitations of the radar, volume of traffic, provided by a facility to assist pilots in the safe frequency congestion, and controller workload. The conduct of flight and aircraft movement. controller has complete discretion for determining if (See ADDITIONAL SERVICES.) he/she is able to provide or continue to provide a (See LOCAL AIRPORT ADVISORY.) service in a particular case. The controller’s reason (See RADAR ADVISORY.) not to provide or continue to provide a service in a (See SAFETY ALERT.) particular case is not subject to question by the pilot (See TRAFFIC ADVISORIES.) and need not be made known to him/her. (Refer to AIM.) (See TRAFFIC ADVISORIES.) AERIAL REFUELING− A procedure used by the (Refer to AIM.) military to transfer fuel from one aircraft to another during flight. ADF− (Refer to VFR/IFR Wall Planning Charts.) (See AUTOMATIC DIRECTION FINDER.) AERODROME− A defined area on land or water ADIZ− (including any buildings, installations and equip- (See AIR DEFENSE IDENTIFICATION ZONE.) ment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft. ADLY− (See ARRIVAL DELAY.) AERODROME BEACON [ICAO]− Aeronautical beacon used to indicate the location of an aerodrome ADMINISTRATOR− The Federal Aviation Admin- from the air. istrator or any person to whom he/she has delegated his/her authority in the matter concerned. AERODROME CONTROL SERVICE [ICAO]− Air traffic control service for aerodrome traffic. ADR− AERODROME CONTROL TOWER [ICAO]− A (See AIRPORT DEPARTURE RATE.) unit established to provide air traffic control service ADS [ICAO]− to aerodrome traffic. (See ICAO term AUTOMATIC DEPENDENT AERODROME ELEVATION [ICAO]− The eleva- SURVEILLANCE.) tion of the highest point of the landing area. ADS−B− AERODROME TRAFFIC CIRCUIT [ICAO]− The (See AUTOMATIC DEPENDENT specified path to be flown by aircraft operating in the SURVEILLANCE−BROADCAST.) vicinity of an aerodrome. ADS−C− AERONAUTICAL BEACON− A visual NAVAID (See AUTOMATIC DEPENDENT displaying flashes of white and/or colored light to SURVEILLANCE−CONTRACT.) indicate the location of an airport, a heliport, a landmark, a certain point of a Federal airway in ADVISE INTENTIONS− Tell me what you plan to mountainous terrain, or an obstruction. do. (See AIRPORT ROTATING BEACON.) ADVISORY− Advice and information provided to (Refer to AIM.) assist pilots in the safe conduct of flight and aircraft AERONAUTICAL CHART− A map used in air movement. navigation containing all or part of the following: (See ADVISORY SERVICE.) topographic features, hazards and obstructions,

PCG A−2 1/30/208/15/19 Pilot/Controller Glossary navigation aids, navigation routes, designated f. Instrument Departure Procedure (DP) Charts− airspace, and airports. Commonly used aeronautical Designed to expedite clearance delivery and to charts are: facilitate transition between takeoff and en route operations. Each DP is presented as a separate chart a. Sectional Aeronautical Charts (1:500,000)− and may serve a single airport or more than one Designed for visual navigation of slow or medium airport in a given geographical location. speed aircraft. Topographic information on these charts features the portrayal of relief and a judicious g. Standard Terminal Arrival (STAR) Charts− selection of visual check points for VFR flight. Designed to expedite air traffic control arrival Aeronautical information includes visual and radio procedures and to facilitate transition between en aids to navigation, airports, controlled airspace, route and instrument approach operations. Each permanent special use airspace (SUA), obstructions, STAR procedure is presented as a separate chart and and related data. may serve a single airport or more than one airport in a given geographical location. b. VFR Terminal Area Charts (1:250,000)− h. Airport Taxi Charts− Designed to expedite the Depict Class B airspace which provides for the efficient and safe flow of ground traffic at an airport. control or segregation of all the aircraft within Class These charts are identified by the official airport B airspace. The chart depicts topographic informa- name; e.g., Ronald Reagan Washington National tion and aeronautical information which includes Airport. visual and radio aids to navigation, airports, (See ICAO term AERONAUTICAL CHART.) controlled airspace, permanent SUA, obstructions, and related data. AERONAUTICAL CHART [ICAO]− A representation of a portion of the earth, its culture and relief, c. En Route Low Altitude Charts− Provide specifically designated to meet the requirements of aeronautical information for en route instrument air navigation. navigation (IFR) in the low altitude stratum. Information includes the portrayal of airways, limits AERONAUTICAL INFORMATION MANUAL of controlled airspace, position identification and (AIM)− A primary FAA publication whose purpose frequencies of radio aids, selected airports, minimum is to instruct airmen about operating in the National en route and minimum obstruction clearance Airspace System of the U.S. It provides basic flight altitudes, airway distances, reporting points, perma- information, ATC Procedures and general instruc- nent SUA, and related data. Area charts, which are a tional information concerning health, medical facts, part of this series, furnish terminal data at a larger factors affecting flight safety, accident and hazard scale in congested areas. reporting, and types of aeronautical charts and their use. d. En Route High Altitude Charts− Provide aeronautical information for en route instrument AERONAUTICAL INFORMATION PUBLICA- navigation (IFR) in the high altitude stratum. TION (AIP) [ICAO]− A publication issued by or with Information includes the portrayal of jet routes, the authority of a State and containing aeronautical identification and frequencies of radio aids, selected information of a lasting character essential to air airports, distances, time zones, special use airspace, navigation. and related information. (See CHART SUPPLEMENT U.S.) e. Instrument Approach Procedure (IAP) Charts− AFFIRMATIVE− Yes. Portray the aeronautical data which is required to execute an instrument approach to an airport. These AFIS− charts depict the procedures, including all related (See AUTOMATIC FLIGHT INFORMATION data, and the airport diagram. Each procedure is SERVICE − ALASKA FSSs ONLY.) designated for use with a specific type of electronic AFP− navigation system including NDB, TACAN, VOR, (See AIRSPACE FLOW PROGRAM.) ILS RNAV and GLS. These charts are identified by the type of navigational aid(s)/equipment required to AHA− provide final approach guidance. (See AIRCRAFT HAZARD AREA.)

PCG A−3 Pilot/Controller Glossary 1/30/208/15/19

AIM− limited than those provided by a radar approach (See AERONAUTICAL INFORMATION control. MANUAL.) AIR ROUTE TRAFFIC CONTROL CENTER AIP [ICAO]− (ARTCC)− A facility established to provide air traffic (See ICAO term AERONAUTICAL control service to aircraft operating on IFR flight INFORMATION PUBLICATION.) plans within controlled airspace and principally during the en route phase of flight. When equipment AIR CARRIER DISTRICT OFFICE− An FAA field capabilities and controller workload permit, certain office serving an assigned geographical area, staffed advisory/assistance services may be provided to VFR with Flight Standards personnel serving the aviation aircraft. industry and the general public on matters related to (See EN ROUTE AIR TRAFFIC CONTROL the certification and operation of scheduled air SERVICES.) carriers and other large aircraft operations. (Refer to AIM.) AIR DEFENSE EMERGENCY− A military emer- AIR TAXI− Used to describe a helicopter/VTOL gency condition declared by a designated authority. aircraft movement conducted above the surface but This condition exists when an attack upon the normally not above 100 feet AGL. The aircraft may continental U.S., Alaska, Canada, or U.S. installa- proceed either via hover taxi or flight at speeds more tions in Greenland by hostile aircraft or missiles is than 20 knots. The pilot is solely responsible for considered probable, is imminent, or is taking place. selecting a safe airspeed/altitude for the operation (Refer to AIM.) being conducted. (See HOVER TAXI.) AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− (Refer to AIM.) An area of airspace over land or water in which the ready identification, location, and control of all AIR TRAFFIC− Aircraft operating in the air or on an aircraft (except for Department of Defense and law airport surface, exclusive of loading ramps and enforcement aircraft) is required in the interest of parking areas. national security. (See ICAO term AIR TRAFFIC.) Note: ADIZ locations and operating and flight plan AIR TRAFFIC [ICAO]− All aircraft in flight or requirements for civil aircraft operations are operating on the maneuvering area of an aerodrome. specified in 14 CFR Part 99. AIR TRAFFIC CLEARANCE− An authorization by (Refer to AIM.) air traffic control for the purpose of preventing AIR NAVIGATION FACILITY− Any facility used collision between known aircraft, for an aircraft to in, available for use in, or designed for use in, aid of proceed under specified traffic conditions within air navigation, including landing areas, lights, any controlled airspace. The pilot-in-command of an apparatus or equipment for disseminating weather aircraft may not deviate from the provisions of a information, for signaling, for radio-directional visual flight rules (VFR) or instrument flight rules finding, or for radio or other electrical communica- (IFR) air traffic clearance except in an emergency or tion, and any other structure or mechanism having a unless an amended clearance has been obtained. similar purpose for guiding or controlling flight in the Additionally, the pilot may request a different air or the landing and takeoff of aircraft. clearance from that which has been issued by air (See NAVIGATIONAL AID.) traffic control (ATC) if information available to the pilot makes another course of action more practicable AIR ROUTE SURVEILLANCE RADAR− Air route or if aircraft equipment limitations or company traffic control center (ARTCC) radar used primarily procedures forbid compliance with the clearance to detect and display an aircraft’s position while en issued. Pilots may also request clarification or route between terminal areas. The ARSR enables amendment, as appropriate, any time a clearance is controllers to provide radar air traffic control service not fully understood, or considered unacceptable when aircraft are within the ARSR coverage. In some because of safety of flight. Controllers should, in instances, ARSR may enable an ARTCC to provide such instances and to the extent of operational terminal radar services similar to but usually more practicality and safety, honor the pilot’s request.

PCG A−4 1/30/208/15/19 Pilot/Controller Glossary

14 CFR Part 91.3(a) states: “The pilot in command traffic while minimizing delays. The following of an aircraft is directly responsible for, and is the functions are located at the ATCSCC: final authority as to, the operation of that aircraft.” a. Central Altitude Reservation Function THE PILOT IS RESPONSIBLE TO REQUEST AN (CARF). Responsible for coordinating, planning, AMENDED CLEARANCE if ATC issues a and approving special user requirements under the clearance that would cause a pilot to deviate from a Altitude Reservation (ALTRV) concept. rule or regulation, or in the pilot’s opinion, would (See ALTITUDE RESERVATION.) place the aircraft in jeopardy. b. Airport Reservation Office (ARO). Monitors (See ATC INSTRUCTIONS.) the operation and allocation of reservations for (See ICAO term AIR TRAFFIC CONTROL unscheduled operations at airports designated by the CLEARANCE.) Administrator as High Density Airports. These AIR TRAFFIC CONTROL− A service operated by airports are generally known as slot controlled appropriate authority to promote the safe, orderly and airports. The ARO allocates reservations on a first expeditious flow of air traffic. come, first served basis determined by the time the (See ICAO term AIR TRAFFIC CONTROL request is received at the ARO. SERVICE.) (Refer to 14 CFR Part 93.) AIR TRAFFIC CONTROL CLEARANCE [ICAO]− (See CHART SUPPLEMENT U.S.) Authorization for an aircraft to proceed under c. U.S. Notice to Airmen (NOTAM) Office. conditions specified by an air traffic control unit. Responsible for collecting, maintaining, and distrib- Note 1: For convenience, the term air traffic control uting NOTAMs for the U.S. civilian and military, as clearance is frequently abbreviated to clearance well as international aviation communities. when used in appropriate contexts. (See NOTICE TO AIRMEN.) Note 2: The abbreviated term clearance may be d. Weather Unit. Monitor all aspects of weather prefixed by the words taxi, takeoff, departure, en for the U.S. that might affect aviation including cloud route, approach or landing to indicate the particular cover, visibility, winds, precipitation, thunderstorms, portion of flight to which the air traffic control clear- icing, turbulence, and more. Provide forecasts based ance relates. on observations and on discussions with meteorolo- AIR TRAFFIC CONTROL SERVICE− gists from various National Weather Service offices, FAA facilities, airlines, and private weather services. (See AIR TRAFFIC CONTROL.) AIR TRAFFIC SERVICE− A generic term meaning: AIR TRAFFIC CONTROL SERVICE [ICAO]− A service provided for the purpose of: a. Flight Information Service. a. Preventing collisions: b. Alerting Service. 1. Between aircraft; and c. Air Traffic Advisory Service. 2. On the maneuvering area between aircraft d. Air Traffic Control Service: and obstructions. 1. Area Control Service, b. Expediting and maintaining an orderly flow of 2. Approach Control Service, or air traffic. 3. Airport Control Service. AIR TRAFFIC CONTROL SPECIALIST− A person AIR TRAFFIC SERVICE (ATS) ROUTES − The authorized to provide air traffic control service. term “ATS Route” is a generic term that includes (See AIR TRAFFIC CONTROL.) “VOR Federal airways,” “colored Federal airways,” (See FLIGHT SERVICE STATION.) “jet routes,” and “RNAV routes.” The term “ATS (See ICAO term CONTROLLER.) route” does not replace these more familiar route names, but serves only as an overall title when listing AIR TRAFFIC CONTROL SYSTEM COMMAND the types of routes that comprise the United States CENTER (ATCSCC)− An Air Traffic Tactical route structure. Operations facility responsible for monitoring and managing the flow of air traffic throughout the NAS, AIRBORNE− An aircraft is considered airborne producing a safe, orderly, and expeditious flow of when all parts of the aircraft are off the ground.

PCG A−5 Pilot/Controller Glossary 1/30/208/15/19

AIRBORNE DELAY− Amount of delay to be d. Small− Aircraft of 41,000 pounds or less encountered in airborne holding. maximum certificated takeoff weight. (Refer to AIM.) AIRCRAFT− Device(s) that are used or intended to be used for flight in the air, and when used in air traffic AIRCRAFT CONFLICT− Predicted conflict, within control terminology, may include the flight crew. EDST of two aircraft, or between aircraft and (See ICAO term AIRCRAFT.) airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or AIRCRAFT [ICAO]− Any machine that can derive less. A Yellow alert is used when the predicted support in the atmosphere from the reactions of the air minimum separation is between 5 and approximately other than the reactions of the air against the earth’s 12 nautical miles. A Blue alert is used for conflicts surface. between an aircraft and predefined airspace. (See EN ROUTE DECISION SUPPORT AIRCRAFT APPROACH CATEGORY− A TOOL.) grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum AIRCRAFT LIST (ACL)− A view available with gross landing weight. An aircraft must fit in only one EDST that lists aircraft currently in or predicted to be category. If it is necessary to maneuver at speeds in in a particular sector’s airspace. The view contains excess of the upper limit of a speed range for a textual flight data information in line format and may category, the minimums for the category for that be sorted into various orders based on the specific speed must be used. For example, an aircraft which needs of the sector team. falls in Category A, but is circling to land at a speed (See EN ROUTE DECISION SUPPORT in excess of 91 knots, must use the approach TOOL.) Category B minimums when circling to land. The AIRCRAFT SURGE LAUNCH AND categories are as follows: RECOVERY− Procedures used at USAF bases to a. Category A− Speed less than 91 knots. provide increased launch and recovery rates in instrument flight rules conditions. ASLAR is based b. Category B− Speed 91 knots or more but less on: than 121 knots. a. Reduced separation between aircraft which is c. Category C− Speed 121 knots or more but less based on time or distance. Standard arrival separation than 141 knots. applies between participants including multiple d. Category D− Speed 141 knots or more but less flights until the DRAG point. The DRAG point is a than 166 knots. published location on an ASLAR approach where aircraft landing second in a formation slows to a e. Category E− Speed 166 knots or more. predetermined airspeed. The DRAG point is the (Refer to 14 CFR Part 97.) reference point at which MARSA applies as expanding elements effect separation within a flight AIRCRAFT CLASSES− For the purposes of Wake or between subsequent participating flights. Turbulence Separation Minima, ATC classifies aircraft as Super, Heavy, Large, and Small as follows: b. ASLAR procedures shall be covered in a Letter of Agreement between the responsible USAF a. Super. The Airbus A-380-800 (A388) and the military ATC facility and the concerned Federal Antonov An-225 (A225) are classified as super. Aviation Administration facility. Initial Approach b. Heavy− Aircraft capable of takeoff weights of Fix spacing requirements are normally addressed as 300,000 pounds or more whether or not they are a minimum. operating at this weight during a particular phase of AIRCRAFT HAZARD AREA (AHA)− Used by flight. ATC to segregate air traffic from a launch vehicle, c. Large− Aircraft of more than 41,000 pounds, reentry vehicle, amateur rocket, jettisoned stages, maximum certificated takeoff weight, up to but not hardware, or falling debris generated by failures including 300,000 pounds. associated with any of these activities. An AHA is

PCG A−6 1/30/208/15/19 Pilot/Controller Glossary designated via NOTAM as either a TFR or stationary the desired interval between successive arrival ALTRV. Unless otherwise specified, the vertical aircraft. limits of an AHA are from the surface to unlimited. AIRPORT DEPARTURE RATE (ADR)− A dynamic (See CONTINGENCY HAZARD AREA.) parameter specifying the number of aircraft which (See REFINED HAZARD AREA.) can depart an airport and the airspace can accept per (See TRANSITIONAL HAZARD AREA.) hour. AIRCRAFT WAKE TURBULENCE CATE- AIRPORT ELEVATION− The highest point of an GORIES− For the purpose of Wake Turbulence airport’s usable runways measured in feet from mean Recategorization (RECAT) Separation Minima, ATC sea level. groups aircraft into categories ranging from Category (See TOUCHDOWN ZONE ELEVATION.) A through Category I, dependent upon the version of (See ICAO term AERODROME ELEVATION.) RECAT that is applied. Specific category assign- AIRPORT LIGHTING− Various lighting aids that ments vary and are listed in the RECAT Orders. may be installed on an airport. Types of airport lighting include: AIRMEN’S METEOROLOGICAL INFORMA- a. Approach Light System (ALS)− An airport TION (AIRMET)− In-flight weather advisories lighting facility which provides visual guidance to issued only to amend the Aviation Surface Forecast, landing aircraft by radiating light beams in a Aviation Cloud Forecast, or area forecast concerning directional pattern by which the pilot aligns the weather phenomena which are of operational interest aircraft with the extended centerline of the runway on to all aircraft and potentially hazardous to aircraft his/her final approach for landing. Condenser- having limited capability because of lack of Discharge Sequential Flashing Lights/Sequenced equipment, instrumentation, or pilot qualifications. Flashing Lights may be installed in conjunction with AIRMETs concern weather of less severity than that the ALS at some airports. Types of Approach Light covered by SIGMETs or Convective SIGMETs. Systems are: AIRMETs cover moderate icing, moderate turbu- 1. ALSF-1− Approach Light System with lence, sustained winds of 30 knots or more at the Sequenced Flashing Lights in ILS Cat-I configura- surface, widespread areas of ceilings less than 1,000 tion. feet and/or visibility less than 3 miles, and extensive mountain obscurement. 2. ALSF-2− Approach Light System with Sequenced Flashing Lights in ILS Cat-II configura- (See AWW.) tion. The ALSF-2 may operate as an SSALR when (See CONVECTIVE SIGMET.) weather conditions permit. (See CWA.) 3. SSALF− Simplified Short Approach Light (See SIGMET.) System with Sequenced Flashing Lights. (Refer to AIM.) 4. SSALR− Simplified Short Approach Light AIRPORT− An area on land or water that is used or System with Runway Alignment Indicator Lights. intended to be used for the landing and takeoff of 5. MALSF− Medium Intensity Approach Light aircraft and includes its buildings and facilities, if System with Sequenced Flashing Lights. any. 6. MALSR− Medium Intensity Approach Light System with Runway Alignment Indicator Lights. AIRPORT ADVISORY AREA− The area within ten miles of an airport without a control tower or where 7. RLLS− Runway Lead-in Light System the tower is not in operation, and on which a Flight Consists of one or more series of flashing lights Service Station is located. installed at or near ground level that provides positive visual guidance along an approach path, either (See LOCAL AIRPORT ADVISORY.) curving or straight, where special problems exist with (Refer to AIM.) hazardous terrain, obstructions, or noise abatement AIRPORT ARRIVAL RATE (AAR)− A dynamic procedures. input parameter specifying the number of arriving 8. RAIL− Runway Alignment Indicator Lights− aircraft which an airport or airspace can accept from Sequenced Flashing Lights which are installed only the ARTCC per hour. The AAR is used to calculate in combination with other light systems.

PCG A−7 Pilot/Controller Glossary 1/30/208/15/19

9. ODALS− Omnidirectional Approach Light- either two or four lights, normally installed on the left ing System consists of seven omnidirectional side of the runway, and have an effective visual range flashing lights located in the approach area of a of about 5 miles during the day and up to 20 miles at nonprecision runway. Five lights are located on the night. PAPIs radiate a directional pattern of high runway centerline extended with the first light intensity red and white focused light beams which located 300 feet from the threshold and extending at indicate that the pilot is “on path” if the pilot sees an equal intervals up to 1,500 feet from the threshold. equal number of white lights and red lights, with The other two lights are located, one on each side of white to the left of the red; “above path” if the pilot the runway threshold, at a lateral distance of 40 feet sees more white than red lights; and “below path” if from the runway edge, or 75 feet from the runway the pilot sees more red than white lights. edge when installed on a runway equipped with a i. Boundary Lights− Lights defining the perimeter VASI. of an airport or landing area. (Refer to FAA Order JO 6850.2, VISUAL (Refer to AIM.) GUIDANCE LIGHTING SYSTEMS.) AIRPORT MARKING AIDS− Markings used on b. Runway Lights/Runway Edge Lights− Lights runway and taxiway surfaces to identify a specific having a prescribed angle of emission used to define runway, a runway threshold, a centerline, a hold line, the lateral limits of a runway. Runway lights are etc. A runway should be marked in accordance with uniformly spaced at intervals of approximately 200 its present usage such as: feet, and the intensity may be controlled or preset. a. Visual. c. Touchdown Zone Lighting− Two rows of b. Nonprecision instrument. transverse light bars located symmetrically about the runway centerline normally at 100 foot intervals. The c. Precision instrument. basic system extends 3,000 feet along the runway. (Refer to AIM.) d. Runway Centerline Lighting− Flush centerline AIRPORT REFERENCE POINT (ARP)− The lights spaced at 50-foot intervals beginning 75 feet approximate geometric center of all usable runway from the landing threshold and extending to within 75 surfaces. feet of the opposite end of the runway. AIRPORT RESERVATION OFFICE− Office e. Threshold Lights− Fixed green lights arranged responsible for monitoring the operation of slot symmetrically left and right of the runway centerline, controlled airports. It receives and processes requests identifying the runway threshold. for unscheduled operations at slot controlled airports. f. Runway End Identifier Lights (REIL)− Two AIRPORT ROTATING BEACON− A visual synchronized flashing lights, one on each side of the NAVAID operated at many airports. At civil airports, runway threshold, which provide rapid and positive alternating white and green flashes indicate the identification of the approach end of a particular location of the airport. At military airports, the runway. beacons flash alternately white and green, but are differentiated from civil beacons by dualpeaked (two g. Visual Approach Slope Indicator (VASI)− An quick) white flashes between the green flashes. airport lighting facility providing vertical visual approach slope guidance to aircraft during approach (See INSTRUMENT FLIGHT RULES.) to landing by radiating a directional pattern of high (See SPECIAL VFR OPERATIONS.) intensity red and white focused light beams which (See ICAO term AERODROME BEACON.) indicate to the pilot that he/she is “on path” if he/she (Refer to AIM.) sees red/white, “above path” if white/white, and AIRPORT STREAM FILTER (ASF)− An on/off “below path” if red/red. Some airports serving large filter that allows the conflict notification function to aircraft have three-bar VASIs which provide two be inhibited for arrival streams into single or multiple visual glide paths to the same runway. airports to prevent nuisance alerts. h. Precision Approach Path Indicator (PAPI)− An AIRPORT SURFACE DETECTION EQUIPMENT airport lighting facility, similar to VASI, providing (ASDE)− Surveillance equipment specifically de- vertical approach slope guidance to aircraft during signed to detect aircraft, vehicular traffic, and other approach to landing. PAPIs consist of a single row of objects, on the surface of an airport, and to present the

PCG A−8 1/30/208/15/19 Pilot/Controller Glossary

image on a tower display. Used to augment visual AIRSPEED− The speed of an aircraft relative to its observation by tower personnel of aircraft and/or surrounding air mass. The unqualified term vehicular movements on runways and taxiways. “airspeed” means one of the following: There are three ASDE systems deployed in the NAS: a. Indicated Airspeed− The speed shown on the a. ASDE−3− a Surface Movement Radar. aircraft airspeed indicator. This is the speed used in b. ASDE−X− a system that uses an X−band pilot/controller communications under the general Surface Movement Radar, multilateration, and term “airspeed.” ADS−B. (Refer to 14 CFR Part 1.) b. True Airspeed− The airspeed of an aircraft c. Airport Surface Surveillance Capability relative to undisturbed air. Used primarily in flight (ASSC)− A system that uses Surface Movement planning and en route portion of flight. When used in Radar, multilateration, and ADS−B. pilot/controller communications, it is referred to as AIRPORT SURVEILLANCE RADAR− Approach “true airspeed” and not shortened to “airspeed.” control radar used to detect and display an aircraft’s AIRSTART− The starting of an aircraft engine while position in the terminal area. ASR provides range and the aircraft is airborne, preceded by engine shutdown azimuth information but does not provide elevation during training flights or by actual engine failure. data. Coverage of the ASR can extend up to 60 miles. AIRWAY− A Class E airspace area established in the AIRPORT TAXI CHARTS− form of a corridor, the centerline of which is defined (See AERONAUTICAL CHART.) by radio navigational aids. AIRPORT TRAFFIC CONTROL SERVICE− A (See FEDERAL AIRWAYS.) service provided by a control tower for aircraft (See ICAO term AIRWAY.) operating on the movement area and in the vicinity of (Refer to 14 CFR Part 71.) an airport. (Refer to AIM.) (See MOVEMENT AREA.) AIRWAY [ICAO]− A control area or portion thereof (See TOWER.) established in the form of corridor equipped with (See ICAO term AERODROME CONTROL radio navigational aids. SERVICE.) AIRWAY BEACON− Used to mark airway segments AIRPORT TRAFFIC CONTROL TOWER− in remote mountain areas. The light flashes Morse (See TOWER.) Code to identify the beacon site. (Refer to AIM.) AIRSPACE CONFLICT− Predicted conflict of an aircraft and active Special Activity Airspace (SAA). AIT− (See AUTOMATED INFORMATION AIRSPACE FLOW PROGRAM (AFP)− AFP is a TRANSFER.) Traffic Management (TM) process administered by ALERFA (Alert Phase) [ICAO]− A situation wherein the Air Traffic Control System Command Center apprehension exists as to the safety of an aircraft and (ATCSCC) where aircraft are assigned an Expect its occupants. Departure Clearance Time (EDCT) in order to manage capacity and demand for a specific area of the ALERT− A notification to a position that there National Airspace System (NAS). The purpose of the is an aircraft-to-aircraft or aircraft-to-airspace program is to mitigate the effects of en route conflict, as detected by Automated Problem constraints. It is a flexible program and may be Detection (APD). implemented in various forms depending upon the ALERT AREA− needs of the air traffic system. (See SPECIAL USE AIRSPACE.) AIRSPACE HIERARCHY− Within the airspace ALERT NOTICE (ALNOT)− A request originated classes, there is a hierarchy and, in the event of an by a flight service station (FSS) or an air route traffic overlap of airspace: Class A preempts Class B, Class control center (ARTCC) for an extensive commu- B preempts Class C, Class C preempts Class D, Class nication search for overdue, unreported, or missing D preempts Class E, and Class E preempts Class G. aircraft.

PCG A−9 Pilot/Controller Glossary 1/30/208/15/19

ALERTING SERVICE− A service provided to notify and uncompensated for variation from standard appropriate organizations regarding aircraft in need atmospheric conditions. of search and rescue aid and assist such organizations (See ICAO term ALTITUDE.) as required. ALTITUDE [ICAO]− The vertical distance of a level, ALNOT− a point or an object considered as a point, measured (See ALERT NOTICE.) from mean sea level (MSL). ALTITUDE READOUT− An aircraft’s altitude, ALONG−TRACK DISTANCE (ATD)− The hori- transmitted via the Mode C transponder feature, that zontal distance between the aircraft’s current position is visually displayed in 100-foot increments on a and a fix measured by an area navigation system that radar scope having readout capability. is not subject to slant range errors. (See ALPHANUMERIC DISPLAY.) ALPHANUMERIC DISPLAY− Letters and numer- (See AUTOMATED RADAR TERMINAL als used to show identification, altitude, beacon code, SYSTEMS.) and other information concerning a target on a radar (Refer to AIM.) display. ALTITUDE RESERVATION (ALTRV)− Airspace (See AUTOMATED RADAR TERMINAL utilization under prescribed conditions normally SYSTEMS.) employed for the mass movement of aircraft or other special user requirements which cannot otherwise be ALTERNATE AERODROME [ICAO]− An aero- accomplished. ALTRVs are approved by the drome to which an aircraft may proceed when it appropriate FAA facility. becomes either impossible or inadvisable to proceed (See AIR TRAFFIC CONTROL SYSTEM to or to land at the aerodrome of intended landing. COMMAND CENTER.) Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate ALTITUDE RESTRICTION− An altitude or alti- aerodrome for the flight. tudes, stated in the order flown, which are to be maintained until reaching a specific point or time. ALTERNATE AIRPORT− An airport at which an Altitude restrictions may be issued by ATC due to aircraft may land if a landing at the intended airport traffic, terrain, or other airspace considerations. becomes inadvisable. ALTITUDE RESTRICTIONS ARE CANCELED− (See ICAO term ALTERNATE AERODROME.) Adherence to previously imposed altitude restrictions is no longer required during a climb or descent. ALTIMETER SETTING− The barometric pressure reading used to adjust a pressure altimeter for ALTRV− variations in existing atmospheric pressure or to the (See ALTITUDE RESERVATION.) standard altimeter setting (29.92). AMVER− (Refer to 14 CFR Part 91.) (See AUTOMATED MUTUAL-ASSISTANCE (Refer to AIM.) VESSEL RESCUE SYSTEM.) ALTITUDE− The height of a level, point, or object APB− measured in feet Above Ground Level (AGL) or from (See AUTOMATED PROBLEM DETECTION Mean Sea Level (MSL). BOUNDARY.) (See FLIGHT LEVEL.) APD− a. MSL Altitude− Altitude expressed in feet (See AUTOMATED PROBLEM DETECTION.) measured from mean sea level. APDIA− b. AGL Altitude− Altitude expressed in feet (See AUTOMATED PROBLEM DETECTION measured above ground level. INHIBITED AREA.) c. Indicated Altitude− The altitude as shown by an APPROACH CLEARANCE− Authorization by altimeter. On a pressure or barometric altimeter it is ATC for a pilot to conduct an instrument approach. altitude as shown uncorrected for instrument error The type of instrument approach for which a

PCG A−10 1/30/208/15/19 Pilot/Controller Glossary

clearance and other pertinent information is provided APPROACH SPEED− The recommended speed in the approach clearance when required. contained in aircraft manuals used by pilots when (See CLEARED APPROACH.) making an approach to landing. This speed will vary (See INSTRUMENT APPROACH for different segments of an approach as well as for PROCEDURE.) aircraft weight and configuration. (Refer to AIM.) APPROACH WITH VERTICAL GUIDANCE (Refer to 14 CFR Part 91.) (APV)– A term used to describe RNAV approach APPROACH CONTROL FACILITY− A terminal procedures that provide lateral and vertical guidance ATC facility that provides approach control service in but do not meet the requirements to be considered a a terminal area. precision approach. (See APPROACH CONTROL SERVICE.) APPROPRIATE ATS AUTHORITY [ICAO]− The (See RADAR APPROACH CONTROL relevant authority designated by the State responsible FACILITY.) for providing air traffic services in the airspace concerned. In the United States, the “appropriate ATS APPROACH CONTROL SERVICE− Air traffic authority” is the Program Director for Air Traffic control service provided by an approach control Planning and Procedures, ATP-1. facility for arriving and departing VFR/IFR aircraft and, on occasion, en route aircraft. At some airports APPROPRIATE AUTHORITY− not served by an approach control facility, the a. Regarding flight over the high seas: the relevant ARTCC provides limited approach control service. authority is the State of Registry. (See ICAO term APPROACH CONTROL b. Regarding flight over other than the high seas: SERVICE.) the relevant authority is the State having sovereignty (Refer to AIM.) over the territory being overflown. APPROACH CONTROL SERVICE [ICAO]− Air APPROPRIATE OBSTACLE CLEARANCE traffic control service for arriving or departing MINIMUM ALTITUDE− Any of the following: controlled flights. (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) APPROACH GATE− An imaginary point used (See MINIMUM OBSTRUCTION CLEARANCE within ATC as a basis for vectoring aircraft to the ALTITUDE.) final approach course. The gate will be established (See MINIMUM VECTORING ALTITUDE.) along the final approach course 1 mile from the final APPROPRIATE TERRAIN CLEARANCE approach fix on the side away from the airport and MINIMUM ALTITUDE− Any of the following: will be no closer than 5 miles from the landing (See MINIMUM EN ROUTE IFR ALTITUDE.) threshold. (See MINIMUM IFR ALTITUDE.) APPROACH/DEPARTURE HOLD AREA− The (See MINIMUM OBSTRUCTION CLEARANCE locations on taxiways in the approach or departure ALTITUDE.) areas of a runway designated to protect landing or (See MINIMUM VECTORING ALTITUDE.) departing aircraft. These locations are identified by APRON− A defined area on an airport or heliport signs and markings. intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, APPROACH LIGHT SYSTEM− parking, or maintenance. With regard to seaplanes, a (See AIRPORT LIGHTING.) ramp is used for access to the apron from the water. APPROACH SEQUENCE− The order in which (See ICAO term APRON.) aircraft are positioned while on approach or awaiting APRON [ICAO]− A defined area, on a land approach clearance. aerodrome, intended to accommodate aircraft for (See LANDING SEQUENCE.) purposes of loading or unloading passengers, mail or (See ICAO term APPROACH SEQUENCE.) cargo, refueling, parking or maintenance. APPROACH SEQUENCE [ICAO]− The order in ARC− The track over the ground of an aircraft flying which two or more aircraft are cleared to approach to at a constant distance from a navigational aid by land at the aerodrome. reference to distance measuring equipment (DME).

PCG A−11 Pilot/Controller Glossary 1/30/208/15/19

AREA CONTROL CENTER [ICAO]− An air traffic 1. STRAIGHT-IN AREA− A 30NM arc control facility primarily responsible for ATC centered on the IF bounded by a straight line services being provided IFR aircraft during the en extending through the IF perpendicular to the route phase of flight. The U.S. equivalent facility is intermediate course. an air route traffic control center (ARTCC). 2. LEFT BASE AREA− A 30NM arc centered on the right corner IAF. The area shares a boundary AREA NAVIGATION (RNAV)− A method of with the straight-in area except that it extends out for navigation which permits aircraft operation on any 30NM from the IAF and is bounded on the other side desired flight path within the coverage of ground− or by a line extending from the IF through the FAF to the space−based navigation aids or within the limits of arc. the capability of self-contained aids, or a combination 3. RIGHT BASE AREA− A 30NM arc centered of these. on the left corner IAF. The area shares a boundary Note: Area navigation includes with the straight-in area except that it extends out for performance−based navigation as well as other 30NM from the IAF and is bounded on the other side operations that do not meet the definition of by a line extending from the IF through the FAF to the performance−based navigation. arc. AREA NAVIGATION (RNAV) APPROACH AREA NAVIGATION (RNAV) GLOBAL CONFIGURATION: POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH– a. STANDARD T− An RNAV approach whose A GPS approach, which requires vertical guidance, design allows direct flight to any one of three initial used in lieu of another type of PRM approach to approach fixes (IAF) and eliminates the need for conduct approaches to parallel runways whose procedure turns. The standard design is to align the extended centerlines are separated by less than 4,300 procedure on the extended centerline with the missed feet and at least 3,000 feet, where simultaneous close approach point (MAP) at the runway threshold, the parallel approaches are permitted. Also used in lieu final approach fix (FAF), and the initial approach/ of an ILS PRM and/or LDA PRM approach to intermediate fix (IAF/IF). The other two IAFs will be conduct Simultaneous Offset Instrument Approach established perpendicular to the IF. (SOIA) operations. b. MODIFIED T− An RNAV approach design for ARINC− An acronym for Aeronautical Radio, Inc., single or multiple runways where terrain or a corporation largely owned by a group of airlines. operational constraints do not allow for the standard ARINC is licensed by the FCC as an aeronautical T. The “T” may be modified by increasing or station and contracted by the FAA to provide decreasing the angle from the corner IAF(s) to the IF communications support for air traffic control and or by eliminating one or both corner IAFs. meteorological services in portions of international c. STANDARD I− An RNAV approach design for airspace. a single runway with both corner IAFs eliminated. ARMY AVIATION FLIGHT INFORMATION Course reversal or radar vectoring may be required at BULLETIN− A bulletin that provides air operation busy terminals with multiple runways. data covering Army, National Guard, and Army d. TERMINAL ARRIVAL AREA (TAA)− The Reserve aviation activities. TAA is controlled airspace established in conjunction ARO− with the Standard or Modified T and I RNAV (See AIRPORT RESERVATION OFFICE.) approach configurations. In the standard TAA, there are three areas: straight-in, left base, and right base. ARRESTING SYSTEM− A safety device consisting The arc boundaries of the three areas of the TAA are of two major components, namely, engaging or published portions of the approach and allow aircraft catching devices and energy absorption devices for to transition from the en route structure direct to the the purpose of arresting both tailhook and/or nearest IAF. TAAs will also eliminate or reduce nontailhook-equipped aircraft. It is used to prevent feeder routes, departure extensions, and procedure aircraft from overrunning runways when the aircraft turns or course reversal. cannot be stopped after landing or during aborted

PCG A−12 1/30/208/15/19 Pilot/Controller Glossary takeoff. Arresting systems have various names; e.g., ASLAR− arresting gear, hook device, wire barrier cable. (See AIRCRAFT SURGE LAUNCH AND (See ABORT.) RECOVERY.) (Refer to AIM.) ASP− ARRIVAL AIRCRAFT INTERVAL− An internally (See ARRIVAL SEQUENCING PROGRAM.) generated program in hundredths of minutes based ASR− upon the AAR. AAI is the desired optimum interval (See AIRPORT SURVEILLANCE RADAR.) between successive arrival aircraft over the vertex. ASR APPROACH− ARRIVAL CENTER− The ARTCC having jurisdic- (See SURVEILLANCE APPROACH.) tion for the impacted airport. ASSOCIATED− A radar target displaying a data ARRIVAL DELAY− A parameter which specifies a block with flight identification and altitude period of time in which no aircraft will be metered for information. arrival at the specified airport. (See UNASSOCIATED.) ATC− ARRIVAL SECTOR− An operational control sector (See AIR TRAFFIC CONTROL.) containing one or more meter fixes. ATC ADVISES− Used to prefix a message of ARRIVAL SECTOR ADVISORY LIST− An noncontrol information when it is relayed to an ordered list of data on arrivals displayed at the aircraft by other than an air traffic controller. PVD/MDM of the sector which controls the meter (See ADVISORY.) fix. ATC ASSIGNED AIRSPACE− Airspace of defined ARRIVAL SEQUENCING PROGRAM− The auto- vertical/lateral limits, assigned by ATC, for the mated program designed to assist in sequencing purpose of providing air traffic segregation between aircraft destined for the same airport. the specified activities being conducted within the assigned airspace and other IFR air traffic. ARRIVAL TIME− The time an aircraft touches down on arrival. (See SPECIAL USE AIRSPACE.) ATC CLEARANCE− ARSR− (See AIR TRAFFIC CLEARANCE.) (See AIR ROUTE SURVEILLANCE RADAR.) ATC CLEARS− Used to prefix an ATC clearance ARTCC− when it is relayed to an aircraft by other than an air (See AIR ROUTE TRAFFIC CONTROL traffic controller. CENTER.) ATC INSTRUCTIONS− Directives issued by air ARTS− traffic control for the purpose of requiring a pilot to (See AUTOMATED RADAR TERMINAL take specific actions; e.g., “Turn left heading two five SYSTEMS.) zero,” “Go around,” “Clear the runway.” (Refer to 14 CFR Part 91.) ASDA− (See ACCELERATE-STOP DISTANCE ATC PREFERRED ROUTE NOTIFICATION− AVAILABLE.) EDST notification to the appropriate controller of the need to determine if an ATC preferred route needs to ASDA [ICAO]− be applied, based on destination airport. (See ICAO Term ACCELERATE-STOP (See ROUTE ACTION NOTIFICATION.) DISTANCE AVAILABLE.) (See EN ROUTE DECISION SUPPORT TOOL.) ASDE− ATC PREFERRED ROUTES− Preferred routes that (See AIRPORT SURFACE DETECTION are not automatically applied by Host. EQUIPMENT.) ATC REQUESTS− Used to prefix an ATC request ASF− when it is relayed to an aircraft by other than an air (See AIRPORT STREAM FILTER.) traffic controller.

PCG A−13 Pilot/Controller Glossary 1/30/208/15/19

ATC SECURITY SERVICES− Communications of safety and performance equal to or better than and security tracking provided by an ATC facility in monopulse SSR. support of the DHS, the DOD, or other Federal ATCAA− security elements in the interest of national security. (See ATC ASSIGNED AIRSPACE.) Such security services are only applicable within ATCRBS− designated areas. ATC security services do not (See RADAR.) include ATC basic radar services or flight following. ATCSCC− ATC SECURITY SERVICES POSITION− The (See AIR TRAFFIC CONTROL SYSTEM position responsible for providing ATC security COMMAND CENTER.) services as defined. This position does not provide ATCT− ATC, IFR separation, or VFR flight following (See TOWER.) services, but is responsible for providing security services in an area comprising airspace assigned to ATD− one or more ATC operating sectors. This position (See ALONG−TRACK DISTANCE.) may be combined with control positions. ATIS− (See AUTOMATIC TERMINAL INFORMATION ATC SECURITY TRACKING− The continuous SERVICE.) tracking of aircraft movement by an ATC facility in support of the DHS, the DOD, or other security ATIS [ICAO]− elements for national security using radar (i.e., radar (See ICAO Term AUTOMATIC TERMINAL INFORMATION SERVICE.) tracking) or other means (e.g., manual tracking) without providing basic radar services (including ATS ROUTE [ICAO]− A specified route designed for traffic advisories) or other ATC services not defined channeling the flow of traffic as necessary for the in this section. provision of air traffic services. Note: The term “ATS Route” is used to mean ATS SURVEILLANCE SERVICE [ICAO]– A term variously, airway, advisory route, controlled or used to indicate a service provided directly by means uncontrolled route, arrival or departure, etc. of an ATS surveillance system. ATTENTION ALL USERS PAGE (AAUP)- The ATC SURVEILLANCE SOURCE– Used by ATC AAUP provides the pilot with additional information for establishing identification, control and separation relative to conducting a specific operation, for using a target depicted on an air traffic control example, PRM approaches and RNAV departures. facility’s video display that has met the relevant AUTOLAND APPROACH−An autoland system safety standards for operational use and received aids by providing control of aircraft systems during from one, or a combination, of the following a precision instrument approach to at least decision surveillance sources: altitude and possibly all the way to touchdown, as a. Radar (See RADAR.) well as in some cases, through the landing rollout. b. ADS-B (See AUTOMATIC DEPENDENT The autoland system is a sub-system of the autopilot SURVEILLANCE−BROADCAST.) system from which control surface management c. WAM (See WIDE AREA MULTILATERATION.) occurs. The aircraft autopilot sends instructions to the (See INTERROGATOR.) autoland system and monitors the autoland system (See TRANSPONDER.) performance and integrity during its execution. (See ICAO term RADAR.) AUTOMATED INFORMATION TRANSFER (Refer to AIM.) (AIT)− A precoordinated process, specifically ATS SURVEILLANCE SYSTEM [ICAO]– A defined in facility directives, during which a transfer generic term meaning variously, ADS−B, PSR, SSR of altitude control and/or radar identification is or any comparable ground−based system that enables accomplished without verbal coordination between the identification of aircraft. controllers using information communicated in a full data block. Note: A comparable ground−based system is one that has been demonstrated, by comparative AUTOMATED MUTUAL-ASSISTANCE VESSEL assessment or other methodology, to have a level RESCUE SYSTEM− A facility which can deliver, in

PCG A−14 1/30/208/15/19 Pilot/Controller Glossary

a matter of minutes, a surface picture (SURPIC) of advisory information on an Automated UNICOM vessels in the area of a potential or actual search and system. These systems offer a variety of features, rescue incident, including their predicted positions typically selectable by microphone clicks, on the and their characteristics. UNICOM frequency. Availability will be published (See FAA Order JO 7110.65, Para 10−6−4, in the Chart Supplement U.S. and approach charts. INFLIGHT CONTINGENCIES.) AUTOMATIC ALTITUDE REPORT− AUTOMATED PROBLEM DETECTION (APD)− (See ALTITUDE READOUT.) An Automation Processing capability that compares trajectories in order to predict conflicts. AUTOMATIC ALTITUDE REPORTING− That function of a transponder which responds to Mode C AUTOMATED PROBLEM DETECTION interrogations by transmitting the aircraft’s altitude BOUNDARY (APB)− The adapted distance beyond in 100-foot increments. a facilities boundary defining the airspace within which EDST performs conflict detection. AUTOMATIC CARRIER LANDING SYSTEM− U.S. Navy final approach equipment consisting of (See EN ROUTE DECISION SUPPORT TOOL.) precision tracking radar coupled to a computer data AUTOMATED PROBLEM DETECTION INHIB- link to provide continuous information to the aircraft, ITED AREA (APDIA)− Airspace surrounding a monitoring capability to the pilot, and a backup terminal area within which APD is inhibited for all approach system. flights within that airspace. AUTOMATIC DEPENDENT SURVEILLANCE AUTOMATED RADAR TERMINAL SYSTEMS (ADS) [ICAO]− A surveillance technique in which (ARTS)− A generic term for several tracking systems aircraft automatically provide, via a data link, data included in the Terminal Automation Systems (TAS). derived from on−board navigation and position ARTS plus a suffix roman numeral denotes a major fixing systems, including aircraft identification, four modification to that system. dimensional position and additional data as appropriate. a. ARTS IIIA. The Radar Tracking and Beacon Tracking Level (RT&BTL) of the modular, program- AUTOMATIC DEPENDENT SURVEILLANCE− mable automated radar terminal system. ARTS IIIA BROADCAST (ADS-B)− A surveillance system in detects, tracks, and predicts primary as well as which an aircraft or vehicle to be detected is fitted secondary radar-derived aircraft targets. This more with cooperative equipment in the form of a data link sophisticated computer-driven system upgrades the transmitter. The aircraft or vehicle periodically existing ARTS III system by providing improved broadcasts its GNSS−derived position and other tracking, continuous data recording, and fail-soft required information such as identity and velocity, capabilities. which is then received by a ground−based or b. Common ARTS. Includes ARTS IIE, ARTS space−based receiver for processing and display at an IIIE; and ARTS IIIE with ACD (see DTAS) which air traffic control facility, as well as by suitably combines functionalities of the previous ARTS equipped aircraft. systems. (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST IN.) AUTOMATED WEATHER SYSTEM− Any of the (See AUTOMATIC DEPENDENT automated weather sensor platforms that collect SURVEILLANCE−BROADCAST OUT.) weather data at airports and disseminate the weather (See COOPERATIVE SURVEILLANCE.) information via radio and/or landline. The systems (See GLOBAL POSITIONING SYSTEM.) currently consist of the Automated Surface Observ- (See SPACE−BASED ADS−B.) ing System (ASOS) and Automated Weather Observation System (AWOS). AUTOMATIC DEPENDENT SURVEILLANCE− BROADCAST IN (ADS−B In)− Aircraft avionics AUTOMATED UNICOM− Provides completely capable of receiving ADS−B Out transmissions automated weather, radio check capability and airport directly from other aircraft, as well as traffic or

PCG A−15 Pilot/Controller Glossary 1/30/208/15/19

weather information transmitted from ground be based on airborne and ground transmitters in the stations. VHF/UHF frequency spectrum. (See AUTOMATIC DEPENDENT (See BEARING.) SURVEILLANCE−BROADCAST OUT.) (See NONDIRECTIONAL BEACON.) (See AUTOMATIC DEPENDENT SURVEILLANCE−REBROADCAST.) AUTOMATIC FLIGHT INFORMATION SER- VICE (AFIS) − ALASKA FSSs ONLY− The (See FLIGHT INFORMATION SERVICE−BROADCAST.) continuous broadcast of recorded non−control information at airports in Alaska where a FSS (See TRAFFIC INFORMATION SERVICE−BROADCAST.) provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of AUTOMATIC DEPENDENT SURVEILLANCE− essential but routine information such as weather, BROADCAST OUT (ADS−B Out)− The transmitter wind, altimeter, favored runway, braking action, onboard an aircraft or ground vehicle that airport NOTAMs, and other applicable information. periodically broadcasts its GNSS−derived position The information is continuously broadcast over a along with other required information, such as discrete VHF radio frequency (usually the ASOS/ identity, altitude, and velocity. AWOS frequency). (See AUTOMATIC DEPENDENT AUTOMATIC TERMINAL INFORMATION SER- SURVEILLANCE−BROADCAST.) VICE− The continuous broadcast of recorded (See AUTOMATIC DEPENDENT noncontrol information in selected terminal areas. Its SURVEILLANCE−BROADCAST IN.) purpose is to improve controller effectiveness and to AUTOMATIC DEPENDENT SURVEILLANCE− relieve frequency congestion by automating the CONTRACT (ADS−C)− A data link position repetitive transmission of essential but routine reporting system, controlled by a ground station, that information; e.g., “Los Angeles information Alfa. establishes contracts with an aircraft’s avionics that One three zero zero Coordinated Universal Time. occur automatically whenever specific events occur, Weather, measured ceiling two thousand overcast, or specific time intervals are reached. visibility three, haze, smoke, temperature seven one, dew point five seven, wind two five zero at five, AUTOMATIC DEPENDENT SURVEILLANCE- altimeter two niner niner six. I-L-S Runway Two Five REBROADCAST (ADS-R)− A datalink translation Left approach in use, Runway Two Five Right closed, function of the ADS−B ground system required to advise you have Alfa.” accommodate the two separate operating frequencies (See ICAO term AUTOMATIC TERMINAL (978 MHz and 1090 MHz). The ADS−B system INFORMATION SERVICE.) receives the ADS−B messages transmitted on one (Refer to AIM.) frequency and ADS−R translates and reformats the information for rebroadcast and use on the other AUTOMATIC TERMINAL INFORMATION SER- frequency. This allows ADS−B In equipped aircraft VICE [ICAO]− The provision of current, routine to see nearby ADS−B Out traffic regardless of the information to arriving and departing aircraft by operating link of the other aircraft. Aircraft operating means of continuous and repetitive broadcasts on the same ADS−B frequency exchange information throughout the day or a specified portion of the day. directly and do not require the ADS−R translation AUTOROTATION− A rotorcraft flight condition in function. which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion. AUTOMATIC DIRECTION FINDER− An aircraft radio navigation system which senses and indicates a. Autorotative Landing/Touchdown Autorota- the direction to a L/MF nondirectional radio beacon tion. Used by a pilot to indicate that the landing will (NDB) ground transmitter. Direction is indicated to be made without applying power to the rotor. the pilot as a magnetic bearing or as a relative bearing b. Low Level Autorotation. Commences at an to the longitudinal axis of the aircraft depending on altitude well below the traffic pattern, usually below the type of indicator installed in the aircraft. In certain 100 feet AGL and is used primarily for tactical applications, such as military, ADF operations may military training.

PCG A−16 1/30/208/15/19 Pilot/Controller Glossary

c. 180 degrees Autorotation. Initiated from a FAA which collects and disseminates pertinent downwind heading and is commenced well inside the weather information for pilots, aircraft operators, and normal traffic pattern. “Go around” may not be ATC. Available aviation weather reports and possible during the latter part of this maneuver. forecasts are displayed at each NWS office and FAA FSS. AVAILABLE LANDING DISTANCE (ALD)− The portion of a runway available for landing and roll-out (See TRANSCRIBED WEATHER BROADCAST.) for aircraft cleared for LAHSO. This distance is (See WEATHER ADVISORY.) measured from the landing threshold to the (Refer to AIM.) hold-short point. AWW− AVIATION WEATHER SERVICE− A service (See SEVERE WEATHER FORECAST provided by the National Weather Service (NWS) and ALERTS.)

PCG A−17

8/15/19 Pilot/Controller Glossary B

BACK-TAXI− A term used by air traffic controllers BLIND VELOCITY [ICAO]− The radial velocity of to taxi an aircraft on the runway opposite to the traffic a moving target such that the target is not seen on flow. The aircraft may be instructed to back-taxi to primary radars fitted with certain forms of fixed echo the beginning of the runway or at some point before suppression. reaching the runway end for the purpose of departure BLIND ZONE− or to exit the runway. (See BLIND SPOT.) BASE LEG− BLOCKED− Phraseology used to indicate that a (See TRAFFIC PATTERN.) radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions. BEACON− (See AERONAUTICAL BEACON.) BOTTOM ALTITUDE– In reference to published altitude restrictions on a STAR or STAR runway (See AIRPORT ROTATING BEACON.) transition, the lowest altitude authorized. (See AIRWAY BEACON.) (See MARKER BEACON.) BOUNDARY LIGHTS− (See NONDIRECTIONAL BEACON.) (See AIRPORT LIGHTING.) (See RADAR.) BRAKING ACTION (GOOD, GOOD TO MEDI- UM, MEDIUM, MEDIUM TO POOR, POOR, OR BEARING− The horizontal direction to or from any NIL)− A report of conditions on the airport point, usually measured clockwise from true north, movement area providing a pilot with a degree/quali- magnetic north, or some other reference point ty of braking to expect. Braking action is reported in through 360 degrees. terms of good, good to medium, medium, medium to (See NONDIRECTIONAL BEACON.) poor, poor, or nil. BELOW MINIMUMS− Weather conditions below (See RUNWAY CONDITION READING.) the minimums prescribed by regulation for the (See RUNWAY CONDITION REPORT.) particular action involved; e.g., landing minimums, (See RUNWAY CONDITION CODES.) takeoff minimums. BRAKING ACTION ADVISORIES− When tower controllers receive runway braking action reports BLAST FENCE− A barrier that is used to divert or which include the terms “medium,” “poor,” or “nil,” dissipate jet or propeller blast. or whenever weather conditions are conducive to BLAST PAD− A surface adjacent to the ends of a deteriorating or rapidly changing runway braking runway provided to reduce the erosive effect of jet conditions, the tower will include on the ATIS blast and propeller wash. broadcast the statement, “Braking Action Advisories are in Effect.” During the time braking action BLIND SPEED− The rate of departure or closing of advisories are in effect, ATC will issue the most a target relative to the radar antenna at which current braking action report for the runway in use to cancellation of the primary radar target by moving each arriving and departing aircraft. Pilots should be target indicator (MTI) circuits in the radar equipment prepared for deteriorating braking conditions and causes a reduction or complete loss of signal. should request current runway condition information (See ICAO term BLIND VELOCITY.) if not issued by controllers. Pilots should also be prepared to provide a descriptive runway condition BLIND SPOT− An area from which radio report to controllers after landing. transmissions and/or radar echoes cannot be received. The term is also used to describe portions BREAKOUT− A technique to direct aircraft out of of the airport not visible from the control tower. the approach stream. In the context of simultaneous (independent) parallel operations, a breakout is used BLIND TRANSMISSION− to direct threatened aircraft away from a deviating (See TRANSMITTING IN THE BLIND.) aircraft.

PCG B−1 Pilot/Controller Glossary 8/15/19

BROADCAST− Transmission of information for BUFFER AREA− As applied to an MVA or MIA which an acknowledgement is not expected. chart, a depicted three (3) or five (5) NM radius (See ICAO term BROADCAST.) MVA/MIA sector isolating a displayed obstacle for BROADCAST [ICAO]− A transmission of informa- which the sector is established. A portion of a buffer tion relating to air navigation that is not addressed to area can also be inclusive of a MVA/MIA sector a specific station or stations. polygon boundary.

PCG B−2 8/15/19 Pilot/Controller Glossary C

CALCULATED LANDING TIME− A term that may CENRAP-PLUS− be used in place of tentative or actual calculated (See CENTER RADAR ARTS landing time, whichever applies. PRESENTATION/PROCESSING-PLUS.) CALL FOR RELEASE− Wherein the overlying CENTER− ARTCC requires a terminal facility to initiate verbal (See AIR ROUTE TRAFFIC CONTROL coordination to secure ARTCC approval for release CENTER.) of a departure into the en route environment. CENTER’S AREA− The specified airspace within CALL UP− Initial voice contact between a facility which an air route traffic control center (ARTCC) and an aircraft, using the identification of the unit provides air traffic control and advisory service. being called and the unit initiating the call. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) (Refer to AIM.) CANADIAN MINIMUM NAVIGATION PERFOR- CENTER RADAR ARTS PRESENTATION/ MANCE SPECIFICATION AIRSPACE− That PROCESSING− A computer program developed to portion of Canadian domestic airspace within which provide a back-up system for airport surveillance MNPS separation may be applied. radar in the event of a failure or malfunction. The CARDINAL ALTITUDES− “Odd” or “Even” program uses air route traffic control center radar for thousand-foot altitudes or flight levels; e.g., 5,000, the processing and presentation of data on the ARTS 6,000, 7,000, FL 250, FL 260, FL 270. IIA or IIIA displays. (See ALTITUDE.) CENTER RADAR ARTS PRESENTATION/ (See FLIGHT LEVEL.) PROCESSING-PLUS− A computer program CARDINAL FLIGHT LEVELS− developed to provide a back-up system for airport (See CARDINAL ALTITUDES.) surveillance radar in the event of a terminal secondary radar system failure. The program uses a combination CAT− of Air Route Traffic Control Center Radar and (See CLEAR-AIR TURBULENCE.) terminal airport surveillance radar primary targets CATCH POINT− A fix/waypoint that serves as a displayed simultaneously for the processing and transition point from the high altitude waypoint presentation of data on the ARTS IIA or IIIA navigation structure to an arrival procedure (STAR) displays. or the low altitude ground−based navigation CENTER TRACON AUTOMATION SYSTEM structure. (CTAS)− A computerized set of programs designed to aid Air Route Traffic Control Centers and CEILING− The heights above the earth’s surface of TRACONs in the management and control of air the lowest layer of clouds or obscuring phenomena traffic. that is reported as “broken,” “overcast,” or “obscuration,” and not classified as “thin” or CENTER WEATHER ADVISORY− An unsched- “partial.” uled weather advisory issued by Center Weather (See ICAO term CEILING.) Service Unit meteorologists for ATC use to alert pilots of existing or anticipated adverse weather CEILING [ICAO]− The height above the ground or conditions within the next 2 hours. A CWA may water of the base of the lowest layer of cloud below modify or redefine a SIGMET. 6,000 meters (20,000 feet) covering more than half (See AWW.) the sky. (See AIRMET.) CENRAP− (See CONVECTIVE SIGMET.) (See CENTER RADAR ARTS (See SIGMET.) PRESENTATION/PROCESSING.) (Refer to AIM.)

PCG C−1 Pilot/Controller Glossary 1/30/208/15/19

CENTRAL EAST PACIFIC− An organized route CHASE AIRCRAFT− system between the U.S. West Coast and Hawaii. (See CHASE.) CEP− CHOP− A form of turbulence. (See CENTRAL EAST PACIFIC.) a. Light Chop– Turbulence that causes slight, rapid and somewhat rhythmic bumpiness without CERAP− appreciable changes in altitude or attitude. (See COMBINED CENTER-RAPCON.) b. Moderate Chop– Turbulence similar to Light CERTIFIED TOWER RADAR DISPLAY (CTRD)− Chop but of greater intensity. It causes rapid bumps An FAA radar display certified for use in the NAS. or jolts without appreciable changes in aircraft altitude or attitude. CFR− (See TURBULENCE.) (See CALL FOR RELEASE.) CIRCLE-TO-LAND MANEUVER− A maneuver CHA initiated by the pilot to align the aircraft with a (See CONTINGENCY HAZARD AREA) runway for landing when a straight-in landing from an instrument approach is not possible or is not CHAFF− Thin, narrow metallic reflectors of various desirable. At tower controlled airports, this maneuver lengths and frequency responses, used to reflect radar is made only after ATC authorization has been energy. These reflectors, when dropped from aircraft obtained and the pilot has established required visual and allowed to drift downward, result in large targets reference to the airport. on the radar display. (See CIRCLE TO RUNWAY.) (See LANDING MINIMUMS.) CHART SUPPLEMENT U.S.− A publication (Refer to AIM.) designed primarily as a pilot’s operational manual containing all airports, seaplane bases, and heliports CIRCLE TO RUNWAY (RUNWAY NUMBER)− open to the public including communications data, Used by ATC to inform the pilot that he/she must navigational facilities, and certain special notices and circle to land because the runway in use is other than procedures. This publication is issued in seven the runway aligned with the instrument approach volumes according to geographical area. procedure. When the direction of the circling maneuver in relation to the airport/runway is CHARTED VFR FLYWAYS− Charted VFR Fly- required, the controller will state the direction (eight ways are flight paths recommended for use to bypass cardinal compass points) and specify a left or right areas heavily traversed by large turbine-powered downwind or base leg as appropriate; e.g., “Cleared aircraft. Pilot compliance with recommended VOR Runway Three Six Approach circle to Runway flyways and associated altitudes is strictly voluntary. Two Two,” or “Circle northwest of the airport for a VFR Flyway Planning charts are published on the right downwind to Runway Two Two.” back of existing VFR Terminal Area charts. (See CIRCLE-TO-LAND MANEUVER.) (See LANDING MINIMUMS.) CHARTED VISUAL FLIGHT PROCEDURE (Refer to AIM.) APPROACH− An approach conducted while operating on an instrument flight rules (IFR) flight CIRCLING APPROACH− plan which authorizes the pilot of an aircraft to (See CIRCLE-TO-LAND MANEUVER.) proceed visually and clear of clouds to the airport via CIRCLING MANEUVER− visual landmarks and other information depicted on (See CIRCLE-TO-LAND MANEUVER.) a charted visual flight procedure. This approach must be authorized and under the control of the appropriate CIRCLING MINIMA− air traffic control facility. Weather minimums (See LANDING MINIMUMS.) required are depicted on the chart. CLASS A AIRSPACE− CHASE− An aircraft flown in proximity to another (See CONTROLLED AIRSPACE.) aircraft normally to observe its performance during CLASS B AIRSPACE− training or testing. (See CONTROLLED AIRSPACE.)

PCG C−2 1/30/208/15/19 Pilot/Controller Glossary

CLASS C AIRSPACE− a new clearance or cancel his/her IFR flight plan if not (See CONTROLLED AIRSPACE.) off by the specified time. CLASS D AIRSPACE− (See ICAO term CLEARANCE VOID TIME.) (See CONTROLLED AIRSPACE.) CLEARANCE VOID TIME [ICAO]− A time specified by an air traffic control unit at which a CLASS E AIRSPACE− clearance ceases to be valid unless the aircraft (See CONTROLLED AIRSPACE.) concerned has already taken action to comply CLASS G AIRSPACE− Airspace that is not therewith. designated in 14 CFR Part 71 as Class A, Class B, CLEARED APPROACH− ATC authorization for an Class C, Class D, or Class E controlled airspace is aircraft to execute any standard or special instrument Class G (uncontrolled) airspace. approach procedure for that airport. Normally, an (See UNCONTROLLED AIRSPACE.) aircraft will be cleared for a specific instrument CLEAR AIR TURBULENCE (CAT)− Turbulence approach procedure. encountered in air where no clouds are present. This (See CLEARED (Type of) APPROACH.) term is commonly applied to high-level turbulence (See INSTRUMENT APPROACH associated with wind shear. CAT is often encountered PROCEDURE.) in the vicinity of the jet stream. (Refer to 14 CFR Part 91.) (See WIND SHEAR.) (Refer to AIM.) (See JET STREAM.) CLEARED (Type of) APPROACH− ATC authoriza- CLEAR OF THE RUNWAY− tion for an aircraft to execute a specific instrument a. Taxiing aircraft, which is approaching a approach procedure to an airport; e.g., “Cleared ILS runway, is clear of the runway when all parts of the Runway Three Six Approach.” aircraft are held short of the applicable runway (See APPROACH CLEARANCE.) holding position marking. (See INSTRUMENT APPROACH PROCEDURE.) b. A pilot or controller may consider an aircraft, which is exiting or crossing a runway, to be clear of (Refer to 14 CFR Part 91.) the runway when all parts of the aircraft are beyond (Refer to AIM.) the runway edge and there are no restrictions to its CLEARED AS FILED− Means the aircraft is cleared continued movement beyond the applicable runway to proceed in accordance with the route of flight filed holding position marking. in the flight plan. This clearance does not include the c. Pilots and controllers shall exercise good altitude, DP, or DP Transition. judgement to ensure that adequate separation exists (See REQUEST FULL ROUTE CLEARANCE.) between all aircraft on runways and taxiways at (Refer to AIM.) airports with inadequate runway edge lines or CLEARED FOR TAKEOFF− ATC authorization holding position markings. for an aircraft to depart. It is predicated on known CLEARANCE− traffic and known physical airport conditions. (See AIR TRAFFIC CLEARANCE.) CLEARED FOR THE OPTION− ATC authoriza- CLEARANCE LIMIT− The fix, point, or location to tion for an aircraft to make a touch-and-go, low which an aircraft is cleared when issued an air traffic approach, missed approach, stop and go, or full stop clearance. landing at the discretion of the pilot. It is normally (See ICAO term CLEARANCE LIMIT.) used in training so that an instructor can evaluate a student’s performance under changing situations. CLEARANCE LIMIT [ICAO]− The point to which Pilots should advise ATC if they decide to remain on an aircraft is granted an air traffic control clearance. the runway, of any delay in their stop and go, delay CLEARANCE VOID IF NOT OFF BY (TIME)− clearing the runway, or are unable to comply with the Used by ATC to advise an aircraft that the departure instruction(s). clearance is automatically canceled if takeoff is not (See OPTION APPROACH.) made prior to a specified time. The pilot must obtain (Refer to AIM.)

PCG C−3 Pilot/Controller Glossary 8/15/19

CLEARED THROUGH− ATC authorization for an CLOSED TRAFFIC− Successive operations involv- aircraft to make intermediate stops at specified ing takeoffs and landings or low approaches where airports without refiling a flight plan while en route the aircraft does not exit the traffic pattern. to the clearance limit. CLOUD− A cloud is a visible accumulation of minute water droplets and/or ice particles in the CLEARED TO LAND− ATC authorization for an atmosphere above the Earth’s surface. Cloud differs aircraft to land. It is predicated on known traffic and from ground fog, fog, or ice fog only in that the latter known physical airport conditions. are, by definition, in contact with the Earth’s surface. CLEARWAY− An area beyond the takeoff runway CLT− under the control of airport authorities within which (See CALCULATED LANDING TIME.) terrain or fixed obstacles may not extend above CLUTTER− In radar operations, clutter refers to the specified limits. These areas may be required for reception and visual display of radar returns caused certain turbine-powered operations and the size and by precipitation, chaff, terrain, numerous aircraft upward slope of the clearway will differ depending on targets, or other phenomena. Such returns may limit when the aircraft was certificated. or preclude ATC from providing services based on (Refer to 14 CFR Part 1.) radar. (See CHAFF.) CLIMB TO VFR− ATC authorization for an aircraft (See GROUND CLUTTER.) to climb to VFR conditions within Class B, C, D, and (See PRECIPITATION.) E surface areas when the only weather limitation is (See TARGET.) restricted visibility. The aircraft must remain clear of (See ICAO term RADAR CLUTTER.) clouds while climbing to VFR. CMNPS− (See SPECIAL VFR CONDITIONS.) (See CANADIAN MINIMUM NAVIGATION (Refer to AIM.) PERFORMANCE SPECIFICATION AIRSPACE.)

CLIMBOUT− That portion of flight operation COASTAL FIX− A navigation aid or intersection between takeoff and the initial cruising altitude. where an aircraft transitions between the domestic route structure and the oceanic route structure. CLIMB VIA– An abbreviated ATC clearance that CODES− The number assigned to a particular requires compliance with the procedure lateral path, multiple pulse reply signal transmitted by a associated speed restrictions, and altitude restrictions transponder. along the cleared route or procedure. (See DISCRETE CODE.)

CLOSE PARALLEL RUNWAYS− Two parallel COLD TEMPERATURE COMPENSATION− An runways whose extended centerlines are separated by action on the part of the pilot to adjust an aircraft’s less than 4,300 feet and at least 3000 feet (750 feet for indicated altitude due to the effect of cold SOIA operations) for which ATC is authorized to temperatures on true altitude above terrain versus conduct simultaneous independent approach opera- aircraft indicated altitude. The amount of tions. PRM and simultaneous close parallel appear in compensation required increases at a greater rate with approach title. Dual communications, special pilot a decrease in temperature and increase in height training, an Attention All Users Page (AAUP), NTZ above the reporting station. monitoring by displays that have aural and visual COLLABORATIVE TRAJECTORY OPTIONS alerting algorithms are required. A high update rate PROGRAM (CTOP)− CTOP is a traffic management surveillance sensor is required for certain runway or program administered by the Air Traffic Control approach course spacing. System Command Center (ATCSCC) that manages demand through constrained airspace, while consid- CLOSED RUNWAY− A runway that is unusable for ering operator preference with regard to both route aircraft operations. Only the airport management/ and delay as defined in a Trajectory Options Set military operations office can close a runway. (TOS).

PCG C−4 8/15/19 Pilot/Controller Glossary

COMBINED CENTER-RAPCON− An air traffic b. Middle Compass Locator (LMM)− A compass facility which combines the functions of an ARTCC locator installed at the site of the middle marker of an and a radar approach control facility. instrument landing system. (See AIR ROUTE TRAFFIC CONTROL (See MIDDLE MARKER.) CENTER.) (See ICAO term LOCATOR.) (See RADAR APPROACH CONTROL FACILITY.) COMPASS ROSE− A circle, graduated in degrees, printed on some charts or marked on the ground at an COMMON POINT− A significant point over which airport. It is used as a reference to either true or two or more aircraft will report passing or have magnetic direction. reported passing before proceeding on the same or diverging tracks. To establish/maintain longitudinal COMPLY WITH RESTRICTIONS− An ATC separation, a controller may determine a common instruction that requires an aircraft being vectored point not originally in the aircraft’s flight plan and back onto an arrival or departure procedure to comply then clear the aircraft to fly over the point. with all altitude and/or speed restrictions depicted on (See SIGNIFICANT POINT.) the procedure. This term may be used in lieu of repeating each remaining restriction that appears on COMMON PORTION− the procedure. (See COMMON ROUTE.) COMPOSITE FLIGHT PLAN− A flight plan which COMMON ROUTE− That segment of a North specifies VFR operation for one portion of flight and American Route between the inland navigation IFR for another portion. It is used primarily in facility and the coastal fix. military operations. OR (Refer to AIM.) COMMON ROUTE− Typically the portion of a COMPULSORY REPORTING POINTS− Reporting RNAV STAR between the en route transition end points which must be reported to ATC. They are point and the runway transition start point; however, designated on aeronautical charts by solid triangles or the common route may only consist of a single point filed in a flight plan as fixes selected to define direct that joins the en route and runway transitions. routes. These points are geographical locations which are defined by navigation aids/fixes. Pilots COMMON TRAFFIC ADVISORY FREQUENCY should discontinue position reporting over compul- (CTAF)− A frequency designed for the purpose of sory reporting points when informed by ATC that carrying out airport advisory practices while their aircraft is in “radar contact.” operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, COMPUTER NAVIGATION FIX (CNF)− A Multicom, FSS, or tower frequency and is identified Computer Navigation Fix is a point defined by a in appropriate aeronautical publications. latitude/longitude coordinate and is required to (See DESIGNATED COMMON TRAFFIC support Performance−Based Navigation (PBN) ADVISORY FREQUENCY (CTAF) AREA.) operations. A five−letter identifier denoting a CNF (Refer to AC 90-42, Traffic Advisory Practices at can be found next to an “x” on en route charts and on Airports Without Operating Control Towers.) some approach charts. Eventually, all CNFs will be labeled and begin with the letters “CF” followed by COMPASS LOCATOR− A low power, low or three consonants (e.g., ‘CFWBG’). CNFs are not medium frequency (L/MF) radio beacon installed at recognized by ATC, are not contained in ATC fix or the site of the outer or middle marker of an instrument automation databases, and are not used for ATC landing system (ILS). It can be used for navigation at purposes. Pilots should not use CNFs for point−to− distances of approximately 15 miles or as authorized point navigation (e.g., proceed direct), filing a flight in the approach procedure. plan, or in aircraft/ATC communications. Use of a. Outer Compass Locator (LOM)− A compass CNFs has not been adopted or recognized by the locator installed at the site of the outer marker of an International Civil Aviation Organization (ICAO). instrument landing system. (REFER to AIM 1−1−17b5(i)(2), Global (See OUTER MARKER.) Positioning System (GPS).

PCG C−5 Pilot/Controller Glossary 1/30/208/15/19

CONDITIONS NOT MONITORED− When an b. A flight condition wherein the pilot ascertains airport operator cannot monitor the condition of the the attitude of his/her aircraft and navigates by visual movement area or airfield surface area, this reference to the surface. information is issued as a NOTAM. Usually (See CONTACT APPROACH.) necessitated due to staffing, operating hours or other (See RADAR CONTACT.) mitigating factors associated with airport operations. CONTACT APPROACH− An approach wherein an CONFIDENCE MANEUVER− A confidence man- aircraft on an IFR flight plan, having an air traffic euver consists of one or more turns, a climb or control authorization, operating clear of clouds with descent, or other maneuver to determine if the pilot at least 1 mile flight visibility and a reasonable in command (PIC) is able to receive and comply with expectation of continuing to the destination airport in ATC instructions. those conditions, may deviate from the instrument approach procedure and proceed to the destination CONFLICT ALERT− A function of certain air traffic airport by visual reference to the surface. This control automated systems designed to alert radar approach will only be authorized when requested by controllers to existing or pending situations between the pilot and the reported ground visibility at the tracked targets (known IFR or VFR aircraft) that destination airport is at least 1 statute mile. require his/her immediate attention/action. (Refer to AIM.) (See MODE C INTRUDER ALERT.) CONTAMINATED RUNWAY− A runway is CONFLICT RESOLUTION− The resolution of considered contaminated whenever standing water, potential conflictions between aircraft that are radar ice, snow, slush, frost in any form, heavy rubber, or identified and in communication with ATC by other substances are present. A runway is contami- ensuring that radar targets do not touch. Pertinent nated with respect to rubber deposits or other traffic advisories shall be issued when this procedure friction-degrading substances when the average is applied. friction value for any 500-foot segment of the runway Note: This procedure shall not be provided utilizing within the ALD fails below the recommended mosaic radar systems. minimum friction level and the average friction value in the adjacent 500-foot segments falls below the CONFORMANCE− The condition established when maintenance planning friction level. an aircraft’s actual position is within the conformance CONTERMINOUS U.S.− The 48 adjoining States region constructed around that aircraft at its position, and the District of Columbia. according to the trajectory associated with the aircraft’s Current Plan. CONTINENTAL UNITED STATES− The 49 States located on the continent of North America and the CONFORMANCE REGION− A volume, bounded District of Columbia. laterally, vertically, and longitudinally, within which an aircraft must be at a given time in order to be in CONTINGENCY HAZARD AREA (CHA)− Used conformance with the Current Plan Trajectory for that by ATC. Areas of airspace that are defined and aircraft. At a given time, the conformance region is distributed in advance of a launch or reentry determined by the simultaneous application of the operation and are activated in response to a failure. lateral, vertical, and longitudinal conformance (See AIRCRAFT HAZARD AREA.) bounds for the aircraft at the position defined by time (See REFINED HAZARD AREA.) and aircraft’s trajectory. (See TRANSITIONAL HAZARD AREA.) CONTINUE− When used as a control instruction CONSOLAN− A low frequency, long-distance should be followed by another word or words NAVAID used principally for transoceanic naviga- clarifying what is expected of the pilot. Example: tions. “continue taxi,” “continue descent,” “continue CONTACT− inbound,” etc. a. Establish communication with (followed by the CONTROL AREA [ICAO]− A controlled airspace name of the facility and, if appropriate, the frequency extending upwards from a specified limit above the to be used). earth.

PCG C−6 1/30/208/15/19 Pilot/Controller Glossary

CONTROL SECTOR− An airspace area of defined Class B airspace area is individually tailored and horizontal and vertical dimensions for which a consists of a surface area and two or more layers controller or group of controllers has air traffic (some Class B airspace areas resemble upside-down control responsibility, normally within an air route wedding cakes), and is designed to contain all traffic control center or an approach control facility. published instrument procedures once an aircraft Sectors are established based on predominant traffic enters the airspace. An ATC clearance is required for flows, altitude strata, and controller workload. Pilot all aircraft to operate in the area, and all aircraft that communications during operations within a sector are so cleared receive separation services within the are normally maintained on discrete frequencies airspace. The cloud clearance requirement for VFR assigned to the sector. operations is “clear of clouds.” (See DISCRETE FREQUENCY.) 3. CLASS C− Generally, that airspace from the CONTROL SLASH− A radar beacon slash repre- surface to 4,000 feet above the airport elevation senting the actual position of the associated aircraft. (charted in MSL) surrounding those airports that Normally, the control slash is the one closest to the have an operational control tower, are serviced by a interrogating radar beacon site. When ARTCC radar radar approach control, and that have a certain is operating in narrowband (digitized) mode, the number of IFR operations or passenger enplane- control slash is converted to a target symbol. ments. Although the configuration of each Class C area is individually tailored, the airspace usually CONTROLLED AIRSPACE− An airspace of consists of a surface area with a 5 nautical mile (NM) defined dimensions within which air traffic control radius, a circle with a 10NM radius that extends no service is provided to IFR flights and to VFR flights lower than 1,200 feet up to 4,000 feet above the in accordance with the airspace classification. airport elevation, and an outer area that is not charted. a. Controlled airspace is a generic term that covers Each person must establish two-way radio commu- Class A, Class B, Class C, Class D, and Class E nications with the ATC facility providing air traffic airspace. services prior to entering the airspace and thereafter b. Controlled airspace is also that airspace within maintain those communications while within the which all aircraft operators are subject to certain pilot airspace. VFR aircraft are only separated from IFR qualifications, operating rules, and equipment aircraft within the airspace. requirements in 14 CFR Part 91 (for specific (See OUTER AREA.) operating requirements, please refer to 14 CFR 4. CLASS D− Generally, that airspace from the Part 91). For IFR operations in any class of controlled surface to 2,500 feet above the airport elevation airspace, a pilot must file an IFR flight plan and (charted in MSL) surrounding those airports that receive an appropriate ATC clearance. Each Class B, have an operational control tower. The configuration Class C, and Class D airspace area designated for an of each Class D airspace area is individually tailored airport contains at least one primary airport around and when instrument procedures are published, the which the airspace is designated (for specific airspace will normally be designed to contain the designations and descriptions of the airspace classes, procedures. Arrival extensions for instrument please refer to 14 CFR Part 71). approach procedures may be Class D or Class E c. Controlled airspace in the United States is airspace. Unless otherwise authorized, each person designated as follows: must establish two-way radio communications with 1. CLASS A− Generally, that airspace from the ATC facility providing air traffic services prior to 18,000 feet MSL up to and including FL 600, entering the airspace and thereafter maintain those including the airspace overlying the waters within 12 communications while in the airspace. No separation nautical miles of the coast of the 48 contiguous States services are provided to VFR aircraft. and Alaska. Unless otherwise authorized, all persons 5. CLASS E− Generally, if the airspace is not must operate their aircraft under IFR. Class A, Class B, Class C, or Class D, and it is 2. CLASS B− Generally, that airspace from the controlled airspace, it is Class E airspace. Class E surface to 10,000 feet MSL surrounding the nation’s airspace extends upward from either the surface or a busiest airports in terms of airport operations or designated altitude to the overlying or adjacent passenger enplanements. The configuration of each controlled airspace. When designated as a surface

PCG C−7 Pilot/Controller Glossary 1/30/208/15/19

area, the airspace will be configured to contain all CONVECTIVE SIGNIFICANT METEOROLOG- instrument procedures. Also in this class are Federal ICAL INFORMATION− airways, airspace beginning at either 700 or 1,200 (See CONVECTIVE SIGMET.) feet AGL used to transition to/from the terminal or en route environment, en route domestic, and offshore COOPERATIVE SURVEILLANCE− Any surveil- airspace areas designated below 18,000 feet MSL. lance system, such as secondary surveillance radar Unless designated at a lower altitude, Class E (SSR), wide−area multilateration (WAM), or ADS− airspace begins at 14,500 MSL over the United B, that is dependent upon the presence of certain States, including that airspace overlying the waters equipment onboard the aircraft or vehicle to be within 12 nautical miles of the coast of the 48 detected. contiguous States and Alaska, up to, but not (See AUTOMATIC DEPENDENT including 18,000 feet MSL, and the airspace above SURVEILLANCE−BROADCAST.) FL 600. (See NON−COOPERATIVE SURVEILLANCE.) (See RADAR.) CONTROLLED AIRSPACE [ICAO]− An airspace (See WIDE AREA MULTILATERATION.) of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights COORDINATES− The intersection of lines of in accordance with the airspace classification. reference, usually expressed in degrees/minutes/ Note: Controlled airspace is a generic term which seconds of latitude and longitude, used to determine covers ATS airspace Classes A, B, C, D, and E. position or location.

CONTROLLED TIME OF ARRIVAL− Arrival time COORDINATION FIX− The fix in relation to which assigned during a Traffic Management Program. This facilities will handoff, transfer control of an aircraft, time may be modified due to adjustments or user or coordinate flight progress data. For terminal options. facilities, it may also serve as a clearance for arriving aircraft. CONTROLLER− (See AIR TRAFFIC CONTROL SPECIALIST.) COPTER− (See HELICOPTER.) CONTROLLER [ICAO]− A person authorized to provide air traffic control services. CORRECTION− An error has been made in the transmission and the correct version follows. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)− A two−way COUPLED APPROACH− An instrument approach digital communications system that conveys textual performed by the aircraft autopilot, and/or visually air traffic control messages between controllers and depicted on the flight director, which is receiving pilots using ground or satellite-based radio relay position information and/or steering commands from stations. onboard navigational equipment. In general, coupled non-precision approaches must be flown manually CONVECTIVE SIGMET− A weather advisory (autopilot disengaged) at altitudes lower than 50 feet concerning convective weather significant to the AGL below the minimum descent altitude, and safety of all aircraft. Convective SIGMETs are issued coupled precision approaches must be flown for tornadoes, lines of thunderstorms, embedded manually (autopilot disengaged) below 50 feet AGL thunderstorms of any intensity level, areas of unless authorized to conduct autoland operations. thunderstorms greater than or equal to VIP level 4 Coupled instrument approaches are commonly flown 4 with an area coverage of /10 (40%) or more, and hail to the allowable IFR weather minima established by 3 /4 inch or greater. the operator or PIC, or flown VFR for training and (See AIRMET.) safety. (See AWW.) (See CWA.) COURSE− (See SIGMET.) a. The intended direction of flight in the horizontal (Refer to AIM.) plane measured in degrees from north.

PCG C−8 1/30/208/15/19 Pilot/Controller Glossary

b. The ILS localizer signal pattern usually CRUISE− Used in an ATC clearance to authorize a specified as the front course or the back course. pilot to conduct flight at any altitude from the (See BEARING.) minimum IFR altitude up to and including the (See INSTRUMENT LANDING SYSTEM.) altitude specified in the clearance. The pilot may (See RADIAL.) level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be CPDLC− made at the discretion of the pilot. However, once the (See CONTROLLER PILOT DATA LINK pilot starts descent and verbally reports leaving an COMMUNICATIONS.) altitude in the block, he/she may not return to that CPL [ICAO]− altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an (See ICAO term CURRENT FLIGHT PLAN.) approach at destination airport and can be used in CRITICAL ENGINE− The engine which, upon conjunction with: failure, would most adversely affect the performance a. An airport clearance limit at locations with a or handling qualities of an aircraft. standard/special instrument approach procedure. The CROSS (FIX) AT (ALTITUDE)− Used by ATC CFRs require that if an instrument letdown to an when a specific altitude restriction at a specified fix airport is necessary, the pilot shall make the letdown is required. in accordance with a standard/special instrument approach procedure for that airport, or CROSS (FIX) AT OR ABOVE (ALTITUDE)− Used b. An airport clearance limit at locations that are by ATC when an altitude restriction at a specified fix within/below/outside controlled airspace and with- is required. It does not prohibit the aircraft from out a standard/special instrument approach crossing the fix at a higher altitude than specified; procedure. Such a clearance is NOT AUTHORIZA- however, the higher altitude may not be one that will TION for the pilot to descend under IFR conditions violate a succeeding altitude restriction or altitude below the applicable minimum IFR altitude nor does assignment. it imply that ATC is exercising control over aircraft (See ALTITUDE RESTRICTION.) in Class G airspace; however, it provides a means for (Refer to AIM.) the aircraft to proceed to destination airport, descend, CROSS (FIX) AT OR BELOW (ALTITUDE)− and land in accordance with applicable CFRs Used by ATC when a maximum crossing altitude at governing VFR flight operations. Also, this provides a specific fix is required. It does not prohibit the search and rescue protection until such time as the aircraft from crossing the fix at a lower altitude; IFR flight plan is closed. however, it must be at or above the minimum IFR (See INSTRUMENT APPROACH altitude. PROCEDURE.) (See ALTITUDE RESTRICTION.) CRUISE CLIMB− A climb technique employed by (See MINIMUM IFR ALTITUDES.) aircraft, usually at a constant power setting, resulting (Refer to 14 CFR Part 91.) in an increase of altitude as the aircraft weight decreases. CROSSWIND− a. When used concerning the traffic pattern, the CRUISING ALTITUDE− An altitude or flight level word means “crosswind leg.” maintained during en route level flight. This is a (See TRAFFIC PATTERN.) constant altitude and should not be confused with a cruise clearance. b. When used concerning wind conditions, the (See ALTITUDE.) word means a wind not parallel to the runway or the (See ICAO term CRUISING LEVEL.) path of an aircraft. (See CROSSWIND COMPONENT.) CRUISING LEVEL− (See CRUISING ALTITUDE.) CROSSWIND COMPONENT− The wind component measured in knots at 90 degrees to the CRUISING LEVEL [ICAO]− A level maintained longitudinal axis of the runway. during a significant portion of a flight.

PCG C−9 Pilot/Controller Glossary 1/30/208/15/19

CT MESSAGE− An EDCT time generated by the CTOP− ATCSCC to regulate traffic at arrival airports. (See COLLABORATIVE TRAJECTORY Normally, a CT message is automatically transferred OPTIONS PROGRAM) from the traffic management system computer to the NAS en route computer and appears as an EDCT. In CTRD− the event of a communication failure between the (See CERTIFIED TOWER RADAR DISPLAY.) traffic management system computer and the NAS, CURRENT FLIGHT PLAN [ICAO]− The flight the CT message can be manually entered by the TMC plan, including changes, if any, brought about by at the en route facility. subsequent clearances. CTA− CURRENT PLAN− The ATC clearance the aircraft (See CONTROLLED TIME OF ARRIVAL.) has received and is expected to fly. (See ICAO term CONTROL AREA.) CTAF− CVFP APPROACH− (See COMMON TRAFFIC ADVISORY (See CHARTED VISUAL FLIGHT PROCEDURE FREQUENCY.) APPROACH.) CTAS− CWA− (See CENTER TRACON AUTOMATION (See CENTER WEATHER ADVISORY and SYSTEM.) WEATHER ADVISORY.)

PCG C−10 8/15/19 Pilot/Controller Glossary D

D−ATIS− 3. The required visual reference means that section of (See DIGITAL-AUTOMATIC TERMINAL the visual aids or of the approach area which should INFORMATION SERVICE.) have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and D−ATIS [ICAO]− rate of change of position, in relation to the desired (See ICAO Term DATA LINK AUTOMATIC flight path. TERMINAL INFORMATION SERVICE.) DECISION ALTITUDE (DA)− A specified altitude DA [ICAO]− (mean sea level (MSL)) on an instrument approach (See ICAO Term DECISION procedure (ILS, GLS, vertically guided RNAV) at ALTITUDE/DECISION HEIGHT.) which the pilot must decide whether to continue the DAIR− approach or initiate an immediate missed approach if (See DIRECT ALTITUDE AND IDENTITY the pilot does not see the required visual references. READOUT.) DECISION HEIGHT (DH)− With respect to the DANGER AREA [ICAO]− An airspace of defined operation of aircraft, means the height at which a dimensions within which activities dangerous to the decision must be made during an ILS or PAR flight of aircraft may exist at specified times. instrument approach to either continue the approach Note: The term “Danger Area” is not used in or to execute a missed approach. reference to areas within the United States or any (See ICAO term DECISION of its possessions or territories. ALTITUDE/DECISION HEIGHT.) DAS− DECODER− The device used to decipher signals (See DELAY ASSIGNMENT.) received from ATCRBS transponders to effect their display as select codes. DATA BLOCK− (See CODES.) (See ALPHANUMERIC DISPLAY.) (See RADAR.) DATA LINK AUTOMATIC TERMINAL INFOR- DEFENSE AREA– Any airspace of the contiguous MATION SERVICE (D−ATIS) [ICAO]− The United States that is not an ADIZ in which the control provision of ATIS via data link. of aircraft is required for reasons of national security. DEAD RECKONING− Dead reckoning, as applied DEFENSE VISUAL FLIGHT RULES− Rules to flying, is the navigation of an airplane solely by applicable to flights within an ADIZ conducted under means of computations based on airspeed, course, the visual flight rules in 14 CFR Part 91. heading, wind direction, and speed, groundspeed, (See AIR DEFENSE IDENTIFICATION ZONE.) and elapsed time. (Refer to 14 CFR Part 91.) DECISION ALTITUDE/DECISION HEIGHT (Refer to 14 CFR Part 99.) [ICAO Annex 6]- A specified altitude or height (A/H) DELAY ASSIGNMENT (DAS)− Delays are distrib- in the precision approach at which a missed approach uted to aircraft based on the traffic management must be initiated if the required visual reference to program parameters. The delay assignment is continue the approach has not been established. calculated in 15−minute increments and appears as a 1. Decision altitude (DA) is referenced to mean sea table in Traffic Flow Management System (TFMS). level and decision height (DH) is referenced to the threshold elevation. DELAY INDEFINITE (REASON IF KNOWN) 2. Category II and III minima are expressed as a DH EXPECT FURTHER CLEARANCE (TIME)− and not a DA. Minima is assessed by reference to a Used by ATC to inform a pilot when an accurate radio altimeter and not a barometric altimeter, which estimate of the delay time and the reason for the delay makes the minima a DH. cannot immediately be determined; e.g., a disabled

PCG D−1 Pilot/Controller Glossary 8/15/19

aircraft on the runway, terminal or center area DESIRED TRACK− The planned or intended track saturation, weather below landing minimums, etc. between two waypoints. It is measured in degrees (See EXPECT FURTHER CLEARANCE (TIME).) from either magnetic or true north. The instantaneous angle may change from point to point along the great DELAY TIME− The amount of time that the arrival circle track between waypoints. must lose to cross the meter fix at the assigned meter fix time. This is the difference between ACLT and DETRESFA (DISTRESS PHASE) [ICAO]− The VTA. code word used to designate an emergency phase wherein there is reasonable certainty that an aircraft DEPARTURE CENTER− The ARTCC having and its occupants are threatened by grave and jurisdiction for the airspace that generates a flight to imminent danger or require immediate assistance. the impacted airport. DEVIATIONS− DEPARTURE CONTROL− A function of an a. A departure from a current clearance, such as an approach control facility providing air traffic control off course maneuver to avoid weather or turbulence. service for departing IFR and, under certain b. Where specifically authorized in the CFRs and conditions, VFR aircraft. requested by the pilot, ATC may permit pilots to (See APPROACH CONTROL FACILITY.) deviate from certain regulations. (Refer to AIM.) DH− DEPARTURE SEQUENCING PROGRAM− A (See DECISION HEIGHT.) program designed to assist in achieving a specified interval over a common point for departures. DH [ICAO]− (See ICAO Term DECISION ALTITUDE/ DEPARTURE TIME− The time an aircraft becomes DECISION HEIGHT.) airborne. DIGITAL-AUTOMATIC TERMINAL INFORMA- DESCEND VIA– An abbreviated ATC clearance that TION SERVICE (D-ATIS)− The service provides requires compliance with a published procedure text messages to aircraft, airlines, and other users lateral path and associated speed restrictions and outside the standard reception range of conventional provides a pilot-discretion descent to comply with ATIS via landline and data link communications to published altitude restrictions. the cockpit. Also, the service provides a computer− synthesized voice message that can be transmitted to DESCENT SPEED ADJUSTMENTS− Speed decel- all aircraft within range of existing transmitters. The eration calculations made to determine an accurate Terminal Data Link System (TDLS) D-ATIS VTA. These calculations start at the transition point application uses weather inputs from local automated and use arrival speed segments to the vertex. weather sources or manually entered meteorological DESIGNATED COMMON TRAFFIC ADVISORY data together with preprogrammed menus to provide FREQUENCY (CTAF) AREA− In Alaska, in standard information to users. Airports with D-ATIS addition to being designated for the purpose of capability are listed in the Chart Supplement U.S. carrying out airport advisory practices while DIGITAL TARGET− A computer−generated symbol operating to or from an airport without an operating representing an aircraft’s position, based on a primary airport traffic control tower, a CTAF may also be return or radar beacon reply, shown on a digital designated for the purpose of carrying out advisory display. practices for operations in and through areas with a high volume of VFR traffic. DIGITAL TERMINAL AUTOMATION SYSTEM (DTAS)− A system where digital radar and beacon DESIRED COURSE− data is presented on digital displays and the a. True− A predetermined desired course direction operational program monitors the system perfor- to be followed (measured in degrees from true north). mance on a real−time basis. b. Magnetic− A predetermined desired course DIGITIZED TARGET− A computer−generated direction to be followed (measured in degrees from indication shown on an analog radar display resulting local magnetic north). from a primary radar return or a radar beacon reply.

PCG D−2 8/15/19 Pilot/Controller Glossary

DIRECT− Straight line flight between two naviga- DISTRESS− A condition of being threatened by tional aids, fixes, points, or any combination thereof. serious and/or imminent danger and of requiring When used by pilots in describing off-airway routes, immediate assistance. points defining direct route segments become DIVE BRAKES− compulsory reporting points unless the aircraft is (See SPEED BRAKES.) under radar contact. DIVERSE VECTOR AREA− In a radar environ- DIRECTLY BEHIND− An aircraft is considered to ment, that area in which a prescribed departure route be operating directly behind when it is following the is not required as the only suitable route to avoid actual flight path of the lead aircraft over the surface obstacles. The area in which random radar vectors of the earth except when applying wake turbulence below the MVA/MIA, established in accordance with separation criteria. the TERPS criteria for diverse departures, obstacles and terrain avoidance, may be issued to departing DISCRETE BEACON CODE− aircraft. (See DISCRETE CODE.) DIVERSION (DVRSN)− Flights that are required to DISCRETE CODE− As used in the Air Traffic land at other than their original destination for Control Radar Beacon System (ATCRBS), any one reasons beyond the control of the pilot/company, e.g. of the 4096 selectable Mode 3/A aircraft transponder periods of significant weather. codes except those ending in zero zero; e.g., discrete DME− codes: 0010, 1201, 2317, 7777; nondiscrete codes: 0100, 1200, 7700. Nondiscrete codes are normally (See DISTANCE MEASURING EQUIPMENT.) reserved for radar facilities that are not equipped with DME FIX− A geographical position determined by discrete decoding capability and for other purposes reference to a navigational aid which provides such as emergencies (7700), VFR aircraft (1200), etc. distance and azimuth information. It is defined by a (See RADAR.) specific distance in nautical miles and a radial, (Refer to AIM.) azimuth, or course (i.e., localizer) in degrees magnetic from that aid. DISCRETE FREQUENCY− A separate radio (See DISTANCE MEASURING EQUIPMENT.) frequency for use in direct pilot-controller commu- (See FIX.) nications in air traffic control which reduces DME SEPARATION− Spacing of aircraft in terms of frequency congestion by controlling the number of distances (nautical miles) determined by reference to aircraft operating on a particular frequency at one distance measuring equipment (DME). time. Discrete frequencies are normally designated for each control sector in en route/terminal ATC (See DISTANCE MEASURING EQUIPMENT.) facilities. Discrete frequencies are listed in the Chart DOD FLIP− Department of Defense Flight Informa- Supplement U.S. and the DOD FLIP IFR En Route tion Publications used for flight planning, en route, Supplement. and terminal operations. FLIP is produced by the (See CONTROL SECTOR.) National Geospatial−Intelligence Agency (NGA) for world-wide use. United States Government Flight DISPLACED THRESHOLD− A threshold that is Information Publications (en route charts and located at a point on the runway other than the instrument approach procedure charts) are incorpo- designated beginning of the runway. rated in DOD FLIP for use in the National Airspace (See THRESHOLD.) System (NAS). (Refer to AIM.) DOMESTIC AIRSPACE− Airspace which overlies DISTANCE MEASURING EQUIPMENT (DME)− the continental land mass of the United States plus Equipment (airborne and ground) used to measure, in Hawaii and U.S. possessions. Domestic airspace nautical miles, the slant range distance of an aircraft extends to 12 miles offshore. from the DME navigational aid. DOWNBURST− A strong downdraft which induces (See TACAN.) an outburst of damaging winds on or near the ground. (See VORTAC.) Damaging winds, either straight or curved, are highly

PCG D−3 Pilot/Controller Glossary 8/15/19

divergent. The sizes of downbursts vary from 1/2 assumes responsibility to separate his/her aircraft mile or less to more than 10 miles. An intense from all other aircraft. downburst often causes widespread damage. Damag- (See also FAA Order JO 7110.65, Para 1−2−1, ing winds, lasting 5 to 30 minutes, could reach speeds WORD MEANINGS.) as high as 120 knots. DUTY RUNWAY− DOWNWIND LEG− (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY (See TRAFFIC PATTERN.) RUNWAY.) DP− DVA− (See INSTRUMENT DEPARTURE PROCEDURE.) (See DIVERSE VECTOR AREA.) DRAG CHUTE− A parachute device installed on DVFR− certain aircraft which is deployed on landing roll to assist in deceleration of the aircraft. (See DEFENSE VISUAL FLIGHT RULES.) DROP ZONE− Any pre-determined area upon which DVFR FLIGHT PLAN− A flight plan filed for a VFR parachutists or objects land after making an aircraft which intends to operate in airspace within intentional parachute jump or drop. which the ready identification, location, and control (Refer to 14 CFR §105.3, Definitions) of aircraft are required in the interest of national security. DSP− (See DEPARTURE SEQUENCING PROGRAM.) DVRSN− DT− (See DIVERSION.) (See DELAY TIME.) DYNAMIC− Continuous review, evaluation, and DTAS− change to meet demands. (See DIGITAL TERMINAL AUTOMATION DYNAMIC RESTRICTIONS− Those restrictions SYSTEM.) imposed by the local facility on an “as needed” basis DUE REGARD− A phase of flight wherein an to manage unpredictable fluctuations in traffic aircraft commander of a State-operated aircraft demands.

PCG D−4 8/15/19 Pilot/Controller Glossary E

EAS− aircraft are operating between departure and (See EN ROUTE AUTOMATION SYSTEM.) destination terminal areas. When equipment, capabilities, and controller workload permit, certain EDCT− advisory/assistance services may be provided to VFR (See EXPECT DEPARTURE CLEARANCE aircraft. TIME.) (See AIR ROUTE TRAFFIC CONTROL EDST− CENTER.) (See EN ROUTE DECISION SUPPORT TOOL) (Refer to AIM.) EFC− EN ROUTE AUTOMATION SYSTEM (EAS)− The (See EXPECT FURTHER CLEARANCE (TIME).) complex integrated environment consisting of situation display systems, surveillance systems and ELT− flight data processing, remote devices, decision (See EMERGENCY LOCATOR TRANSMITTER.) support tools, and the related communications EMERGENCY− A distress or an urgency condition. equipment that form the heart of the automated IFR EMERGENCY LOCATOR TRANSMITTER air traffic control system. It interfaces with automated (ELT)− A radio transmitter attached to the aircraft terminal systems and is used in the control of en route structure which operates from its own power source IFR aircraft. on 121.5 MHz and 243.0 MHz. It aids in locating (Refer to AIM.) downed aircraft by radiating a downward sweeping EN ROUTE CHARTS− audio tone, 2-4 times per second. It is designed to (See AERONAUTICAL CHART.) function without human action after an accident. (Refer to 14 CFR Part 91.) EN ROUTE DECISION SUPPORT TOOL (EDST)− (Refer to AIM.) An automated tool provided at each Radar Associate position in selected En Route facilities. This tool E-MSAW− utilizes flight and radar data to determine present and (See EN ROUTE MINIMUM SAFE ALTITUDE future trajectories for all active and proposal aircraft WARNING.) and provides enhanced automated flight data ENHANCED FLIGHT VISION SYSTEM (EFVS)− management. An EFVS is an installed aircraft system which uses EN ROUTE DESCENT− Descent from the en route an electronic means to provide a display of the cruising altitude which takes place along the route of forward external scene topography (the natural or flight. man−made features of a place or region especially in a way to show their relative positions and elevation) EN ROUTE HIGH ALTITUDE CHARTS− through the use of imaging sensors, including but not (See AERONAUTICAL CHART.) limited to forward−looking infrared, millimeter wave EN ROUTE LOW ALTITUDE CHARTS− radiometry, millimeter wave radar, or low−light level (See AERONAUTICAL CHART.) image intensification. An EFVS includes the display element, sensors, computers and power supplies, EN ROUTE MINIMUM SAFE ALTITUDE WARN- indications, and controls. An operator’s authoriza- ING (E−MSAW)− A function of the EAS that aids the tion to conduct an EFVS operation may have controller by providing an alert when a tracked provisions which allow pilots to conduct IAPs when aircraft is below or predicted by the computer to go the reported weather is below minimums prescribed below a predetermined minimum IFR altitude on the IAP to be flown. (MIA). EN ROUTE AIR TRAFFIC CONTROL SER- EN ROUTE SPACING PROGRAM (ESP)− A VICES− Air traffic control service provided aircraft program designed to assist the exit sector in on IFR flight plans, generally by centers, when these achieving the required in-trail spacing.

PCG E−1 Pilot/Controller Glossary 8/15/19

EN ROUTE TRANSITION− ESTIMATED TIME EN ROUTE− The estimated a. Conventional STARs/SIDs. The portion of a flying time from departure point to destination SID/STAR that connects to one or more en route (lift-off to touchdown). airway/jet route. ETA− b. RNAV STARs/SIDs. The portion of a STAR (See ESTIMATED TIME OF ARRIVAL.) preceding the common route or point, or for a SID the ETE− portion following, that is coded for a specific en route (See ESTIMATED TIME EN ROUTE.) fix, airway or jet route. EXECUTE MISSED APPROACH− Instructions ESP− issued to a pilot making an instrument approach (See EN ROUTE SPACING PROGRAM.) which means continue inbound to the missed approach point and execute the missed approach EST− procedure as described on the Instrument Approach (See ESTIMATED.) Procedure Chart or as previously assigned by ATC. ESTABLISHED− To be stable or fixed at an altitude The pilot may climb immediately to the altitude or on a course, route, route segment, heading, specified in the missed approach procedure upon instrument approach or departure procedure, etc. making a missed approach. No turns should be initiated prior to reaching the missed approach point. ESTABLISHED ON RNP (EoR) CONCEPT– A When conducting an ASR or PAR approach, execute system of authorized instrument approaches, ATC the assigned missed approach procedure immediately procedures, surveillance, and communication re- upon receiving instructions to “execute missed quirements that allow aircraft operations to be safely approach.” conducted with approved reduced separation criteria (Refer to AIM.) once aircraft are established on a PBN segment of a published instrument flight procedure. EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used under certain conditions to provide a pilot with an ESTIMATED (EST)−When used in NOTAMs altitude to be used in the event of two-way “EST” is a contraction that is used by the issuing communications failure. It also provides altitude authority only when the condition is expected to information to assist the pilot in planning. return to service prior to the expiration time. Using (Refer to AIM.) “EST” lets the user know that this NOTAM has the EXPECT DEPARTURE CLEARANCE TIME possibility of returning to service earlier than the (EDCT)− The runway release time assigned to an expiration time. Any NOTAM which includes an aircraft in a traffic management program and shown “EST” will be auto−expired at the designated on the flight progress strip as an EDCT. expiration time. (See GROUND DELAY PROGRAM.) ESTIMATED ELAPSED TIME [ICAO]− The EXPECT FURTHER CLEARANCE (TIME)− The estimated time required to proceed from one time a pilot can expect to receive clearance beyond a significant point to another. clearance limit. (See ICAO Term TOTAL ESTIMATED ELAPSED EXPECT FURTHER CLEARANCE VIA (AIR- TIME.) WAYS, ROUTES OR FIXES)− Used to inform a ESTIMATED OFF-BLOCK TIME [ICAO]− The pilot of the routing he/she can expect if any part of the estimated time at which the aircraft will commence route beyond a short range clearance limit differs movement associated with departure. from that filed. ESTIMATED POSITION ERROR (EPE)− EXPEDITE− Used by ATC when prompt com- (See Required Navigation Performance) pliance is required to avoid the development of an imminent situation. Expedite climb/descent normal- ESTIMATED TIME OF ARRIVAL− The time the ly indicates to a pilot that the approximate best rate flight is estimated to arrive at the gate (scheduled of climb/descent should be used without requiring an operators) or the actual runway on times for exceptional change in aircraft handling characteris- nonscheduled operators. tics.

PCG E−2 8/15/19 Pilot/Controller Glossary F

FAF− FIELD ELEVATION− (See FINAL APPROACH FIX.) (See AIRPORT ELEVATION.) FALLEN HERO– Remains of fallen members of the FILED− Normally used in conjunction with flight United States military are often returned home by plans, meaning a flight plan has been submitted to aircraft. These flights may be identified with the ATC. phrase “FALLEN HERO” added to the remarks FILED EN ROUTE DELAY− Any of the following section of the flight plan, or they may be transmitted preplanned delays at points/areas along the route of via air/ground communications. If able, these flights flight which require special flight plan filing and will receive priority handling. handling techniques. FAST FILE− An FSS system whereby a pilot files a a. Terminal Area Delay. A delay within a terminal flight plan via telephone that is recorded and later area for touch-and-go, low approach, or other transcribed for transmission to the appropriate air terminal area activity. traffic facility. (Alaska only.) b. Special Use Airspace Delay. A delay within a Military Operations Area, Restricted Area, Warning FAWP− Final Approach Waypoint Area, or ATC Assigned Airspace. FCLT− c. Aerial Refueling Delay. A delay within an (See FREEZE CALCULATED LANDING TIME.) Aerial Refueling Track or Anchor. FILED FLIGHT PLAN− The flight plan as filed with FEATHERED PROPELLER− A propeller whose an ATS unit by the pilot or his/her designated blades have been rotated so that the leading and representative without any subsequent changes or trailing edges are nearly parallel with the aircraft clearances. flight path to stop or minimize drag and engine rotation. Normally used to indicate shutdown of a FINAL− Commonly used to mean that an aircraft is reciprocating or turboprop engine due to malfunc- on the final approach course or is aligned with a tion. landing area. (See FINAL APPROACH COURSE.) FEDERAL AIRWAYS− (See FINAL APPROACH-IFR.) (See LOW ALTITUDE AIRWAY STRUCTURE.) (See SEGMENTS OF AN INSTRUMENT FEEDER FIX− The fix depicted on Instrument APPROACH PROCEDURE.) Approach Procedure Charts which establishes the FINAL APPROACH [ICAO]− That part of an starting point of the feeder route. instrument approach procedure which commences at the specified final approach fix or point, or where FEEDER ROUTE− A route depicted on instrument such a fix or point is not specified. approach procedure charts to designate routes for a. At the end of the last procedure turn, base turn aircraft to proceed from the en route structure to the or inbound turn of a racetrack procedure, if specified; initial approach fix (IAF). or (See INSTRUMENT APPROACH PROCEDURE.) b. At the point of interception of the last track specified in the approach procedure; and ends at a FERRY FLIGHT− A flight for the purpose of: point in the vicinity of an aerodrome from which: a. Returning an aircraft to base. 1. A landing can be made; or b. Delivering an aircraft from one location to 2. A missed approach procedure is initiated. another. FINAL APPROACH COURSE− A bearing/radial/ c. Moving an aircraft to and from a maintenance track of an instrument approach leading to a runway base. Ferry flights, under certain conditions, may be or an extended runway centerline all without regard conducted under terms of a special flight permit. to distance.

PCG F−1 Pilot/Controller Glossary 8/15/19

FINAL APPROACH FIX− The fix from which the FINAL CONTROLLER− The controller providing final approach (IFR) to an airport is executed and information and final approach guidance during PAR which identifies the beginning of the final approach and ASR approaches utilizing radar equipment. segment. It is designated on Government charts by (See RADAR APPROACH.) the Maltese Cross symbol for nonprecision FINAL GUARD SERVICE− A value added service approaches and the lightning bolt symbol, provided in conjunction with LAA/RAA only during designating the PFAF, for precision approaches; or periods of significant and fast changing weather when ATC directs a lower-than-published conditions that may affect landing and takeoff glideslope/path or vertical path intercept altitude, it is operations. the resultant actual point of the glideslope/path or vertical path intercept. FINAL MONITOR AID− A high resolution color (See FINAL APPROACH POINT.) display that is equipped with the controller alert (See GLIDESLOPE INTERCEPT ALTITUDE.) system hardware/software used to monitor the no transgression zone (NTZ) during simultaneous (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) parallel approach operations. The display includes alert algorithms providing the target predictors, a color change alert when a target penetrates or is FINAL APPROACH-IFR− The flight path of an predicted to penetrate the no transgression zone aircraft which is inbound to an airport on a final (NTZ), synthesized voice alerts, and digital mapping. instrument approach course, beginning at the final approach fix or point and extending to the airport or (See RADAR APPROACH.) the point where a circle-to-land maneuver or a missed FINAL MONITOR CONTROLLER− Air Traffic approach is executed. Control Specialist assigned to radar monitor the (See FINAL APPROACH COURSE.) flight path of aircraft during simultaneous parallel (See FINAL APPROACH FIX.) (approach courses spaced less than 9000 feet/9200 feet above 5000 feet) and simultaneous close parallel (See FINAL APPROACH POINT.) approach operations. Each runway is assigned a final (See SEGMENTS OF AN INSTRUMENT monitor controller during simultaneous parallel and APPROACH PROCEDURE.) simultaneous close parallel ILS approaches. (See ICAO term FINAL APPROACH.) FIR− FINAL APPROACH POINT− The point, applicable (See FLIGHT INFORMATION REGION.) only to a nonprecision approach with no depicted FIRST TIER CENTER− An ARTCC immediately FAF (such as an on airport VOR), where the aircraft adjacent to the impacted center. is established inbound on the final approach course from the procedure turn and where the final approach FIS−B− descent may be commenced. The FAP serves as the (See FLIGHT INFORMATION FAF and identifies the beginning of the final SERVICE−BROADCAST.) approach segment. FIX− A geographical position determined by visual (See FINAL APPROACH FIX.) reference to the surface, by reference to one or more (See SEGMENTS OF AN INSTRUMENT radio NAVAIDs, by celestial plotting, or by another APPROACH PROCEDURE.) navigational device. FIX BALANCING− A process whereby aircraft are FINAL APPROACH SEGMENT− evenly distributed over several available arrival fixes (See SEGMENTS OF AN INSTRUMENT reducing delays and controller workload. APPROACH PROCEDURE.) FLAG− A warning device incorporated in certain FINAL APPROACH SEGMENT [ICAO]− That airborne navigation and flight instruments indicating segment of an instrument approach procedure in that: which alignment and descent for landing are a. Instruments are inoperative or otherwise not accomplished. operating satisfactorily, or

PCG F−2 8/15/19 Pilot/Controller Glossary

b. Signal strength or quality of the received signal network over the UAT data link that operates on 978 falls below acceptable values. MHz. The FIS−B system provides pilots and flight crews of properly equipped aircraft with a cockpit FLAG ALARM− display of certain aviation weather and aeronautical (See FLAG.) information.

FLAMEOUT− An emergency condition caused by a FLIGHT INSPECTION− Inflight investigation and loss of engine power. evaluation of a navigational aid to determine whether FLAMEOUT PATTERN− An approach normally it meets established tolerances. conducted by a single-engine military aircraft (See FLIGHT CHECK.) experiencing loss or anticipating loss of engine (See NAVIGATIONAL AID.) power or control. The standard overhead approach starts at a relatively high altitude over a runway FLIGHT LEVEL− A level of constant atmospheric (“high key”) followed by a continuous 180 degree pressure related to a reference datum of 29.92 inches turn to a high, wide position (“low key”) followed by of mercury. Each is stated in three digits that represent a continuous 180 degree turn final. The standard hundreds of feet. For example, flight level (FL) 250 straight-in pattern starts at a point that results in a represents a barometric altimeter indication of straight-in approach with a high rate of descent to the 25,000 feet; FL 255, an indication of 25,500 feet. runway. Flameout approaches terminate in the type (See ICAO term FLIGHT LEVEL.) approach requested by the pilot (normally fullstop). FLIGHT LEVEL [ICAO]− A surface of constant FLIGHT CHECK− A call sign prefix used by FAA atmospheric pressure which is related to a specific aircraft engaged in flight inspection/certification of pressure datum, 1013.2 hPa (1013.2 mb), and is navigational aids and flight procedures. The word separated from other such surfaces by specific “recorded” may be added as a suffix; e.g., “Flight pressure intervals. Check 320 recorded” to indicate that an automated Note 1:A pressure type altimeter calibrated in flight inspection is in progress in terminal areas. accordance with the standard atmosphere: (See FLIGHT INSPECTION.) a. When set to a QNH altimeter setting, will (Refer to AIM.) indicate altitude; b. When set to a QFE altimeter setting, will FLIGHT FOLLOWING− indicate height above the QFE reference datum; (See TRAFFIC ADVISORIES.) and c. When set to a pressure of 1013.2 hPa FLIGHT INFORMATION REGION− An airspace of (1013.2 mb), may be used to indicate flight levels. defined dimensions within which Flight Information Note 2: The terms ‘height’ and ‘altitude,’ used in Service and Alerting Service are provided. Note 1 above, indicate altimetric rather than a. Flight Information Service. A service provided geometric heights and altitudes. for the purpose of giving advice and information useful for the safe and efficient conduct of flights. FLIGHT LINE− A term used to describe the precise movement of a civil photogrammetric aircraft along b. Alerting Service. A service provided to notify a predetermined course(s) at a predetermined altitude appropriate organizations regarding aircraft in need during the actual photographic run. of search and rescue aid and to assist such organizations as required. FLIGHT MANAGEMENT SYSTEMS− A comput- FLIGHT INFORMATION SERVICE− A service er system that uses a large data base to allow routes provided for the purpose of giving advice and to be preprogrammed and fed into the system by information useful for the safe and efficient conduct means of a data loader. The system is constantly of flights. updated with respect to position accuracy by reference to conventional navigation aids. The FLIGHT INFORMATION SERVICE− sophisticated program and its associated data base BROADCAST (FIS−B)− A ground broadcast service ensures that the most appropriate aids are automati- provided through the ADS−B Broadcast Services cally selected during the information update cycle.

PCG F−3 Pilot/Controller Glossary 8/15/19

FLIGHT PATH− A line, course, or track along which FLIGHT STANDARDS DISTRICT OFFICE− An an aircraft is flying or intended to be flown. FAA field office serving an assigned geographical (See COURSE.) area and staffed with Flight Standards personnel who (See TRACK.) serve the aviation industry and the general public on matters relating to the certification and operation of FLIGHT PLAN− Specified information relating to air carrier and general aviation aircraft. Activities the intended flight of an aircraft that is filed orally or include general surveillance of operational safety, in writing with an FSS or an ATC facility. certification of airmen and aircraft, accident (See FAST FILE.) prevention, investigation, enforcement, etc. (See FILED.) (Refer to AIM.) FLIGHT TERMINATION− The intentional and deliberate process of terminating the flight of a UA in FLIGHT PLAN AREA (FPA)− The geographical the event of an unrecoverable lost link, loss of area assigned to a flight service station (FSS) for the control, or other failure that compromises the safety purpose of establishing primary responsibility for of flight. services that may include search and rescue for VFR aircraft, issuance of NOTAMs, pilot briefings, FLIGHT TEST− A flight for the purpose of: inflight services, broadcast services, emergency a. Investigating the operation/flight characteris- services, flight data processing, international opera- tics of an aircraft or aircraft component. tions, and aviation weather services. Large b. Evaluating an applicant for a pilot certificate or consolidated FSS facilities may combine FPAs into rating. larger areas of responsibility (AOR). FLIGHT VISIBILITY− (See FLIGHT SERVICE STATION.) (See VISIBILITY.) (See TIE-IN FACILITY.) FLIP− FLIGHT RECORDER− A general term applied to (See DOD FLIP.) any instrument or device that records information about the performance of an aircraft in flight or about FLY HEADING (DEGREES)− Informs the pilot of conditions encountered in flight. Flight recorders the heading he/she should fly. The pilot may have to may make records of airspeed, outside air turn to, or continue on, a specific compass direction temperature, vertical acceleration, engine RPM, in order to comply with the instructions. The pilot is manifold pressure, and other pertinent variables for a expected to turn in the shorter direction to the heading given flight. unless otherwise instructed by ATC. (See ICAO term FLIGHT RECORDER.) FLY-BY WAYPOINT− A fly-by waypoint requires FLIGHT RECORDER [ICAO]− Any type of the use of turn anticipation to avoid overshoot of the recorder installed in the aircraft for the purpose of next flight segment. complementing accident/incident investigation. FLY-OVER WAYPOINT− A fly-over waypoint Note: See Annex 6 Part I, for specifications relating precludes any turn until the waypoint is overflown to flight recorders. and is followed by an intercept maneuver of the next flight segment. FLIGHT SERVICE STATION (FSS)− An air traffic facility which provides pilot briefings, flight plan FLY VISUAL TO AIRPORT− processing, en route flight advisories, search and (See PUBLISHED INSTRUMENT APPROACH rescue services, and assistance to lost aircraft and PROCEDURE VISUAL SEGMENT.) aircraft in emergency situations. FSS also relay ATC FMA− clearances, process Notices to Airmen, broadcast (See FINAL MONITOR AID.) aviation weather and aeronautical information, and advise Customs and Immigration of transborder FMS− flights. In Alaska, FSS provide Airport Advisory (See FLIGHT MANAGEMENT SYSTEM.) Services. FORMATION FLIGHT− More than one aircraft (See FLIGHT PLAN AREA.) which, by prior arrangement between the pilots, (See TIE-IN FACILITY.) operate as a single aircraft with regard to navigation

PCG F−4 1/30/208/15/19 Pilot/Controller Glossary

and position reporting. Separation between aircraft Fast aircraft freeze on parameter FCLT and slow within the formation is the responsibility of the flight aircraft freeze on parameter MLDI. leader and the pilots of the other aircraft in the flight. FRICTION MEASUREMENT− A measurement of This includes transition periods when aircraft within the friction characteristics of the runway pavement the formation are maneuvering to attain separation surface using continuous self-watering friction from each other to effect individual control and measurement equipment in accordance with the during join-up and breakaway. specifications, procedures and schedules contained a. A standard formation is one in which a in AC 150/5320−12, Measurement, Construction, proximity of no more than 1 mile laterally or and Maintenance of Skid Resistant Airport Pavement longitudinally and within 100 feet vertically from the Surfaces. flight leader is maintained by each wingman. FSDO− b. Nonstandard formations are those operating under any of the following conditions: (See FLIGHT STANDARDS DISTRICT OFFICE.) 1. When the flight leader has requested and ATC FSPD− has approved other than standard formation (See FREEZE SPEED PARAMETER.) dimensions. FSS− 2. When operating within an authorized altitude (See FLIGHT SERVICE STATION.) reservation (ALTRV) or under the provisions of a letter of agreement. FUEL DUMPING− Airborne release of usable fuel. This does not include the dropping of fuel tanks. 3. When the operations are conducted in (See JETTISONING OF EXTERNAL STORES.) airspace specifically designed for a special activity. (See ALTITUDE RESERVATION.) FUEL REMAINING− A phrase used by either pilots (Refer to 14 CFR Part 91.) or controllers when relating to the fuel remaining on board until actual fuel exhaustion. When transmitting FRC− such information in response to either a controller (See REQUEST FULL ROUTE CLEARANCE.) question or pilot initiated cautionary advisory to air traffic control, pilots will state the APPROXIMATE FREEZE/FROZEN− Terms used in referring to NUMBER OF MINUTES the flight can continue arrivals which have been assigned ACLTs and to the with the fuel remaining. All reserve fuel SHOULD lists in which they are displayed. BE INCLUDED in the time stated, as should an FREEZE CALCULATED LANDING TIME− A allowance for established fuel gauge system error. dynamic parameter number of minutes prior to the FUEL SIPHONING− Unintentional release of fuel meter fix calculated time of arrival for each aircraft caused by overflow, puncture, loose cap, etc. when the TCLT is frozen and becomes an ACLT (i.e., the VTA is updated and consequently the TCLT is FUEL VENTING− modified as appropriate until FCLT minutes prior to (See FUEL SIPHONING.) meter fix calculated time of arrival, at which time updating is suspended and an ACLT and a frozen FUSED TARGET- meter fix crossing time (MFT) is assigned). (See DIGITAL TARGET) FREEZE HORIZON− The time or point at which an FUSION [STARS]- the combination of all available aircraft’s STA becomes fixed and no longer fluctuates surveillance sources (airport surveillance radar with each radar update. This setting ensures a [ASR], air route surveillance radar [ARSR], ADS-B, constant time for each aircraft, necessary for the etc.) into the display of a single tracked target for air metering controller to plan his/her delay technique. traffic control separation services. FUSION is the This setting can be either in distance from the meter equivalent of the current single-sensor radar display. fix or a prescribed flying time to the meter fix. FUSION performance is characteristic of a single-sensor radar display system. Terminal areas FREEZE SPEED PARAMETER− A speed adapted use mono-pulse secondary surveillance radar (ASR for each aircraft to determine fast and slow aircraft. 9, Mode S or ASR 11, MSSR).

PCG F−5

1/30/208/15/19 Pilot/Controller Glossary G

GATE HOLD PROCEDURES− Procedures at the visual portion of an instrument approach and selected airports to hold aircraft at the gate or other landing. ground location whenever departure delays exceed or c. PAR. Used by ATC to inform an aircraft making are anticipated to exceed 15 minutes. The sequence a PAR approach of its vertical position (elevation) for departure will be maintained in accordance with relative to the descent profile. initial call−up unless modified by flow control (See ICAO term GLIDEPATH.) restrictions. Pilots should monitor the ground control/clearance delivery frequency for engine GLIDESLOPE INTERCEPT ALTITUDE− The start/taxi advisories or new proposed start/taxi time published minimum altitude to intercept the if the delay changes. glideslope in the intermediate segment of an GCA− instrument approach. Government charts use the lightning bolt symbol to identify this intercept point. (See GROUND CONTROLLED APPROACH.) This intersection is called the Precise Final Approach GDP− fix (PFAF). ATC directs a higher altitude, the (See GROUND DELAY PROGRAM.) resultant intercept becomes the PFAF. (See FINAL APPROACH FIX.) GENERAL AVIATION− That portion of civil (See SEGMENTS OF AN INSTRUMENT aviation that does not include scheduled or APPROACH PROCEDURE.) unscheduled air carriers or commercial space operations. GLOBAL NAVIGATION SATELLITE SYSTEM (See ICAO term GENERAL AVIATION.) (GNSS)− GNSS refers collectively to the worldwide positioning, navigation, and timing determination GENERAL AVIATION [ICAO]− All civil aviation capability available from one or more satellite operations other than scheduled air services and constellations. A GNSS constellation may be nonscheduled air transport operations for remunera- augmented by ground stations and/or geostationary tion or hire. satellites to improve integrity and position accuracy. GEO MAP− The digitized map markings associated (See GROUND−BASED AUGMENTATION with the ASR-9 Radar System. SYSTEM.) (See SATELLITE−BASED AUGMENTATION GLIDEPATH− SYSTEM.) (See GLIDESLOPE.) GLOBAL NAVIGATION SATELLITE SYSTEM GLIDEPATH [ICAO]− A descent profile determined MINIMUM EN ROUTE IFR ALTITUDE (GNSS for vertical guidance during a final approach. MEA)− The minimum en route IFR altitude on a published ATS route or route segment which assures GLIDEPATH INTERCEPT ALTITUDE− acceptable Global Navigation Satellite System (See GLIDESLOPE INTERCEPT ALTITUDE.) reception and meets obstacle clearance requirements. GLIDESLOPE− Provides vertical guidance for (Refer to 14 CFR Part 91.) aircraft during approach and landing. The glideslope/ (Refer to 14 CFR Part 95.) glidepath is based on the following: GLOBAL POSITIONING SYSTEM (GPS)− GPS a. Electronic components emitting signals which refers to the worldwide positioning, navigation and provide vertical guidance by reference to airborne timing determination capability available from the instruments during instrument approaches such as U.S. satellite constellation. The service provided by ILS; or, GPS for civil use is defined in the GPS Standard b. Visual ground aids, such as VASI, which Positioning System Performance Standard. GPS is provide vertical guidance for a VFR approach or for composed of space, control, and user elements.

PCG G−1 Pilot/Controller Glossary 1/30/208/15/19

GNSS [ICAO]− computes the deviations to the selected approach. A (See GLOBAL NAVIGATION SATELLITE single ground station can serve multiple runway ends SYSTEM.) up to an approximate radius of 23 NM. GNSS MEA− GROUND BASED AUGMENTATION SYSTEM (See GLOBAL NAVIGATION SATELLITE (GBAS) LANDING SYSTEM (GLS)- A type of SYSTEM MINIMUM EN ROUTE IFR precision IAP based on local augmentation of GNSS ALTITUDE.) data using a single GBAS station to transmit locally corrected GNSS data, integrity parameters and GO AHEAD− Proceed with your message. Not to be approach information. This improves the accuracy of used for any other purpose. aircraft GNSS receivers’ signal in space, enabling the GO AROUND− Instructions for a pilot to abandon pilot to fly a precision approach with much greater his/her approach to landing. Additional instructions flexibility, reliability and complexity. The GLS may follow. Unless otherwise advised by ATC, a procedure is published on standard IAP charts, VFR aircraft or an aircraft conducting visual features the title GLS with the designated runway and approach should overfly the runway while climbing minima as low as 200 feet DA. Future plans are to traffic pattern altitude and enter the traffic pattern expected to support Cat II and CAT III operations. via the crosswind leg. A pilot on an IFR flight plan making an instrument approach should execute the GROUND CLUTTER− A pattern produced on the published missed approach procedure or proceed as radar scope by ground returns which may degrade instructed by ATC; e.g., “Go around” (additional other radar returns in the affected area. The effect of instructions if required). ground clutter is minimized by the use of moving target indicator (MTI) circuits in the radar equipment (See LOW APPROACH.) resulting in a radar presentation which displays only (See MISSED APPROACH.) targets which are in motion. GPD− (See CLUTTER.) (See GRAPHIC PLAN DISPLAY.) GROUND COMMUNICATION OUTLET (GCO)− GPS− An unstaffed, remotely controlled, ground/ground (See GLOBAL POSITIONING SYSTEM.) communications facility. Pilots at uncontrolled airports may contact ATC and FSS via VHF to a GRAPHIC PLAN DISPLAY (GPD)− A view telephone connection to obtain an instrument available with EDST that provides a graphic display clearance or close a VFR or IFR flight plan. They may of aircraft, traffic, and notification of predicted also get an updated weather briefing prior to takeoff. conflicts. Graphic routes for Current Plans and Trial Pilots will use four “key clicks” on the VHF radio to Plans are displayed upon controller request. contact the appropriate ATC facility or six “key (See EN ROUTE DECISION SUPPORT TOOL.) clicks” to contact the FSS. The GCO system is GROSS NAVIGATION ERROR (GNE) − A lateral intended to be used only on the ground. deviation from a cleared track, normally in excess of GROUND CONTROLLED APPROACH− A radar 25 Nautical Miles (NM). More stringent standards approach system operated from the ground by air (for example, 10NM in some parts of the North traffic control personnel transmitting instructions to Atlantic region) may be used in certain regions to the pilot by radio. The approach may be conducted support reductions in lateral separation. with surveillance radar (ASR) only or with both GROUND BASED AUGMENTATION SYSTEM surveillance and precision approach radar (PAR). (GBAS)– A ground based GNSS station which Usage of the term “GCA” by pilots is discouraged provides local differential corrections, integrity except when referring to a GCA facility. Pilots should parameters and approach data via VHF data broadcast specifically request a “PAR” approach when a to GNSS users to meet real-time performance precision radar approach is desired or request an requirements for CAT I precision approaches. The “ASR” or “surveillance” approach when a nonpreci- aircraft applies the broadcast data to improve the sion radar approach is desired. accuracy and integrity of its GNSS signals and (See RADAR APPROACH.)

PCG G−2 1/30/208/15/19 Pilot/Controller Glossary

GROUND DELAY PROGRAM (GDP)− A traffic requires aircraft that meet a specific criteria to remain management process administered by the ATCSCC, on the ground. The criteria may be airport specific, when aircraft are held on the ground. The purpose of airspace specific, or equipment specific; for example, the program is to support the TM mission and limit all departures to San Francisco, or all departures airborne holding. It is a flexible program and may be entering Yorktown sector, or all Category I and II implemented in various forms depending upon the aircraft going to Charlotte. GSs normally occur with needs of the AT system. Ground delay programs little or no warning. provide for equitable assignment of delays to all system users. GROUND VISIBILITY− (See VISIBILITY.) GROUND SPEED− The speed of an aircraft relative to the surface of the earth. GS− GROUND STOP (GS)− The GS is a process that (See GROUND STOP.)

PCG G−3

1/30/208/15/19 Pilot/Controller Glossary H

HAA− touchdown zone (first 3,000 feet of the runway). HAT (See HEIGHT ABOVE AIRPORT.) is published on instrument approach charts in conjunction with all straight-in minimums. HAL− (See DECISION HEIGHT.) (See HEIGHT ABOVE LANDING.) (See MINIMUM DESCENT ALTITUDE.) HANDOFF− An action taken to transfer the radar HELICOPTER− A heavier-than-air aircraft sup- identification of an aircraft from one controller to ported in flight chiefly by the reactions of the air on another if the aircraft will enter the receiving one or more power-driven rotors on substantially controller’s airspace and radio communications with vertical axes. the aircraft will be transferred. HELIPAD− A small, designated area, usually with a HAR− prepared surface, on a heliport, airport, landing/take- (See HIGH ALTITUDE REDESIGN.) off area, apron/ramp, or movement area used for HAT− takeoff, landing, or parking of helicopters. (See HEIGHT ABOVE TOUCHDOWN.) HELIPORT− An area of land, water, or structure used HAVE NUMBERS− Used by pilots to inform ATC or intended to be used for the landing and takeoff of that they have received runway, wind, and altimeter helicopters and includes its buildings and facilities if information only. any. HAZARDOUS WEATHER INFORMATION− HELIPORT REFERENCE POINT (HRP)− The Summary of significant meteorological information geographic center of a heliport. (SIGMET/WS), convective significant meteorologi- HERTZ− The standard radio equivalent of frequency cal information (convective SIGMET/WST), urgent in cycles per second of an electromagnetic wave. pilot weather reports (urgent PIREP/UUA), center Kilohertz (kHz) is a frequency of one thousand cycles weather advisories (CWA), airmen’s meteorological per second. Megahertz (MHz) is a frequency of one information (AIRMET/WA) and any other weather million cycles per second. such as isolated thunderstorms that are rapidly developing and increasing in intensity, or low HF− ceilings and visibilities that are becoming wide- (See HIGH FREQUENCY.) spread which is considered significant and are not HF COMMUNICATIONS− included in a current hazardous weather advisory. (See HIGH FREQUENCY COMMUNICATIONS.) HEAVY (AIRCRAFT)− HIGH ALTITUDE REDESIGN (HAR)− A level of (See AIRCRAFT CLASSES.) non−restrictive routing (NRR) service for aircraft HEIGHT ABOVE AIRPORT (HAA)− The height of that have all waypoints associated with the HAR the Minimum Descent Altitude above the published program in their flight management systems or airport elevation. This is published in conjunction RNAV equipage. with circling minimums. HIGH FREQUENCY− The frequency band between (See MINIMUM DESCENT ALTITUDE.) 3 and 30 MHz. HEIGHT ABOVE LANDING (HAL)− The height (See HIGH FREQUENCY COMMUNICATIONS.) above a designated helicopter landing area used for HIGH FREQUENCY COMMUNICATIONS− High helicopter instrument approach procedures. radio frequencies (HF) between 3 and 30 MHz used (Refer to 14 CFR Part 97.) for air-to-ground voice communication in overseas operations. HEIGHT ABOVE TOUCHDOWN (HAT)− The height of the Decision Height or Minimum Descent HIGH SPEED EXIT− Altitude above the highest runway elevation in the (See HIGH SPEED TAXIWAY.)

PCG H−1 Pilot/Controller Glossary 1/30/208/15/19

HIGH SPEED TAXIWAY− A long radius taxiway used as a reference point in establishing and designed and provided with lighting or marking to maintaining the position of an aircraft while holding. define the path of aircraft, traveling at high speed (up (See FIX.) to 60 knots), from the runway center to a point on the (See VISUAL HOLDING.) center of a taxiway. Also referred to as long radius (Refer to AIM.) exit or turn-off taxiway. The high speed taxiway is designed to expedite aircraft turning off the runway HOLDING POINT [ICAO]− A specified location, after landing, thus reducing runway occupancy time. identified by visual or other means, in the vicinity of which the position of an aircraft in flight is maintained in accordance with air traffic control HIGH SPEED TURNOFF− clearances. (See HIGH SPEED TAXIWAY.) HOLDING PROCEDURE− (See HOLD PROCEDURE.) HOLD FOR RELEASE− Used by ATC to delay an aircraft for traffic management reasons; i.e., weather, HOLD-SHORT POINT− A point on the runway traffic volume, etc. Hold for release instructions beyond which a landing aircraft with a LAHSO (including departure delay information) are used to clearance is not authorized to proceed. This point inform a pilot or a controller (either directly or may be located prior to an intersecting runway, through an authorized relay) that an IFR departure taxiway, predetermined point, or approach/departure clearance is not valid until a release time or additional flight path. instructions have been received. HOLD-SHORT POSITION LIGHTS− Flashing (See ICAO term HOLDING POINT.) in-pavement white lights located at specified hold-short points. HOLD−IN−LIEU OF PROCEDURE TURN− A HOLD-SHORT POSITION MARKING− The hold−in−lieu of procedure turn shall be established painted runway marking located at the hold-short over a final or intermediate fix when an approach can point on all LAHSO runways. be made from a properly aligned holding pattern. The hold−in−lieu of procedure turn permits the pilot to HOLD-SHORT POSITION SIGNS− Red and white align with the final or intermediate segment of the holding position signs located alongside the approach and/or descend in the holding pattern to an hold-short point. altitude that will permit a normal descent to the final HOMING− Flight toward a NAVAID, without approach fix altitude. The hold−in−lieu of procedure correcting for wind, by adjusting the aircraft heading turn is a required maneuver (the same as a procedure to maintain a relative bearing of zero degrees. turn) unless the aircraft is being radar vectored to the (See BEARING.) final approach course, when “NoPT” is shown on the (See ICAO term HOMING.) approach chart, or when the pilot requests or the controller advises the pilot to make a “straight−in” HOMING [ICAO]− The procedure of using the approach. direction-finding equipment of one radio station with the emission of another radio station, where at least HOLD PROCEDURE− A predetermined maneuver one of the stations is mobile, and whereby the mobile which keeps aircraft within a specified airspace while station proceeds continuously towards the other awaiting further clearance from air traffic control. station. Also used during ground operations to keep aircraft HOVER CHECK− Used to describe when a within a specified area or at a specified point while helicopter/VTOL aircraft requires a stabilized hover awaiting further clearance from air traffic control. to conduct a performance/power check prior to hover (See HOLDING FIX.) taxi, air taxi, or takeoff. Altitude of the hover will (Refer to AIM.) vary based on the purpose of the check. HOVER TAXI− Used to describe a helicopter/VTOL HOLDING FIX− A specified fix identifiable to a aircraft movement conducted above the surface and pilot by NAVAIDs or visual reference to the ground in ground effect at airspeeds less than approximately

PCG H−2 1/30/208/15/19 Pilot/Controller Glossary

20 knots. The actual height may vary, and some HOW DO YOU HEAR ME?− A question relating to helicopters may require hover taxi above 25 feet AGL the quality of the transmission or to determine how to reduce ground effect turbulence or provide well the transmission is being received. clearance for cargo slingloads. HZ− (See AIR TAXI.) (See HERTZ.) (See HOVER CHECK.) (Refer to AIM.)

PCG H−3

1/30/208/15/19 Pilot/Controller Glossary I

I SAY AGAIN− The message will be repeated. b. Light− The rate of accumulation may create a problem if flight is prolonged in this environment IAF− (over 1 hour). Occasional use of deicing/anti-icing (See INITIAL APPROACH FIX.) equipment removes/prevents accumulation. It does IAP− not present a problem if the deicing/anti-icing (See INSTRUMENT APPROACH equipment is used. PROCEDURE.) c. Moderate− The rate of accumulation is such that IAWP− Initial Approach Waypoint even short encounters become potentially hazardous and use of deicing/anti-icing equipment or flight ICAO− diversion is necessary. (See ICAO Term INTERNATIONAL CIVIL d. Severe− The rate of ice accumulation is such AVIATION ORGANIZATION.) that ice protection systems fail to remove the ICAO 3LD− accumulation of ice, or ice accumulates in locations (See ICAO Term ICAO Three−Letter Designator) not normally prone to icing, such as areas aft of protected surfaces and any other areas identified by ICAO Three−Letter Designator (3LD)− An ICAO the manufacturer. Immediate exit from the condition 3LD is an exclusive designator that, when used is necessary. together with a flight number, becomes the aircraft Note: call sign and provides distinct aircraft identification Severe icing is aircraft dependent, as are the other to air traffic control (ATC). ICAO approves 3LDs to categories of icing intensity. Severe icing may enhance the safety and security of the air traffic occur at any ice accumulation rate when the icing system. An ICAO 3LD may be assigned to a rate or ice accumulations exceed the tolerance of company, agency, or organization and is used instead the aircraft. of the aircraft registration number for ATC IDENT− A request for a pilot to activate the aircraft operational and security purposes. An ICAO 3LD is transponder identification feature. This will help the also used for aircraft identification in the flight plan controller to confirm an aircraft identity or to identify and associated messages and can be used for an aircraft. domestic and international flights. A telephony (Refer to AIM.) associated with an ICAO 3LD is used for radio IDENT FEATURE− The special feature in the Air communication. Traffic Control Radar Beacon System (ATCRBS) ICING− The accumulation of airframe ice. equipment. It is used to immediately distinguish one displayed beacon target from other beacon targets. Types of icing are: (See IDENT.) a. Rime Ice− Rough, milky, opaque ice formed by IDENTIFICATION [ICAO]− The situation which the instantaneous freezing of small supercooled exists when the position indication of a particular water droplets. aircraft is seen on a situation display and positively b. Clear Ice− A glossy, clear, or translucent ice identified. formed by the relatively slow freezing or large IF− supercooled water droplets. (See INTERMEDIATE FIX.) c. Mixed− A mixture of clear ice and rime ice. IF NO TRANSMISSION RECEIVED FOR Intensity of icing: (TIME)− Used by ATC in radar approaches to prefix a. Trace− Ice becomes perceptible. Rate of procedures which should be followed by the pilot in accumulation is slightly greater than the rate of event of lost communications. sublimation. Deicing/anti-icing equipment is not (See LOST COMMUNICATIONS.) utilized unless encountered for an extended period of IFR− time (over 1 hour). (See INSTRUMENT FLIGHT RULES.)

PCG I−1 Pilot/Controller Glossary 1/30/208/15/19

IFR AIRCRAFT− An aircraft conducting flight in designated (in conjunction with a TAA) this accordance with instrument flight rules. waypoint will be used as an IAWP when approaching the airport from certain directions, and as an IFWP IFR CONDITIONS− Weather conditions below the when beginning the approach from another IAWP. minimum for flight under visual flight rules. (See INSTRUMENT METEOROLOGICAL IFWP− Intermediate Fix Waypoint CONDITIONS.) ILS− IFR DEPARTURE PROCEDURE− (See INSTRUMENT LANDING SYSTEM.) (See IFR TAKEOFF MINIMUMS AND ILS CATEGORIES− 1. Category I. An ILS approach DEPARTURE PROCEDURES.) procedure which provides for approach to a height (Refer to AIM.) above touchdown of not less than 200 feet and with runway visual range of not less than 1,800 feet.− IFR FLIGHT− 2. Special Authorization Category I. An ILS (See IFR AIRCRAFT.) approach procedure which provides for approach to IFR LANDING MINIMUMS− a height above touchdown of not less than 150 feet (See LANDING MINIMUMS.) and with runway visual range of not less than 1,400 feet, HUD to DH. 3. Category II. An ILS approach IFR MILITARY TRAINING ROUTES (IR)− Routes procedure which provides for approach to a height used by the Department of Defense and associated above touchdown of not less than 100 feet and with Reserve and Air Guard units for the purpose of runway visual range of not less than 1,200 feet (with conducting low-altitude navigation and tactical autoland or HUD to touchdown and noted on training in both IFR and VFR weather conditions authorization, RVR 1,000 feet).− 4. Special below 10,000 feet MSL at airspeeds in excess of 250 Authorization Category II with Reduced Lighting. knots IAS. An ILS approach procedure which provides for IFR TAKEOFF MINIMUMS AND DEPARTURE approach to a height above touchdown of not less PROCEDURES− Title 14 Code of Federal than 100 feet and with runway visual range of not less Regulations Part 91, prescribes standard takeoff rules than 1,200 feet with autoland or HUD to touchdown for certain civil users. At some airports, obstructions and noted on authorization (no touchdown zone and or other factors require the establishment of centerline lighting are required).− 5. Category III: nonstandard takeoff minimums, departure proce- a. IIIA.−An ILS approach procedure which dures, or both to assist pilots in avoiding obstacles provides for approach without a decision height during climb to the minimum en route altitude. Those minimum and with runway visual range of not less airports are listed in FAA/DOD Instrument Approach than 700 feet. Procedures (IAPs) Charts under a section entitled b. IIIB.−An ILS approach procedure which “IFR Takeoff Minimums and Departure Procedures.” provides for approach without a decision height The FAA/DOD IAP chart legend illustrates the minimum and with runway visual range of not less symbol used to alert the pilot to nonstandard takeoff than 150 feet. minimums and departure procedures. When depart- c. IIIC.−An ILS approach procedure which ing IFR from such airports or from any airports where provides for approach without a decision height there are no departure procedures, DPs, or ATC minimum and without runway visual range facilities available, pilots should advise ATC of any minimum. departure limitations. Controllers may query a pilot to determine acceptable departure directions, turns, IM− or headings after takeoff. Pilots should be familiar (See INNER MARKER.) with the departure procedures and must assure that IMC− their aircraft can meet or exceed any specified climb (See INSTRUMENT METEOROLOGICAL gradients. CONDITIONS.) IF/IAWP− Intermediate Fix/Initial Approach Way- IMMEDIATELY− Used by ATC or pilots when such point. The waypoint where the final approach course action compliance is required to avoid an imminent of a T approach meets the crossbar of the T. When situation.

PCG I−2 1/30/208/15/19 Pilot/Controller Glossary

INCERFA (Uncertainty Phase) [ICAO]− A situation zone elevation, on the ILS CAT II approach. It also wherein uncertainty exists as to the safety of an marks progress during a CAT III approach. aircraft and its occupants. (See INSTRUMENT LANDING SYSTEM.) INCREASED SEPARATION REQUIRED (ISR)– (Refer to AIM.) Indicates the confidence level of the track requires INNER MARKER BEACON− 5NM separation. 3NM separation, 1 1/2NM (See INNER MARKER.) separation, and target resolution cannot be used. INREQ− INCREASE SPEED TO (SPEED)− (See INFORMATION REQUEST.) (See SPEED ADJUSTMENT.) INS− INERTIAL NAVIGATION SYSTEM (INS)− An (See INERTIAL NAVIGATION SYSTEM.) RNAV system which is a form of self-contained navigation. INSTRUMENT APPROACH− (See Area Navigation/RNAV.) (See INSTRUMENT APPROACH PROCEDURE.) INFLIGHT REFUELING− INSTRUMENT APPROACH OPERATIONS (See AERIAL REFUELING.) [ICAO]− An approach and landing using instruments INFLIGHT WEATHER ADVISORY− for navigation guidance based on an instrument (See WEATHER ADVISORY.) approach procedure. There are two methods for executing instrument approach operations: INFORMATION REQUEST (INREQ)− A request originated by an FSS for information concerning an a. A two−dimensional (2D) instrument approach overdue VFR aircraft. operation, using lateral navigation guidance only; and INITIAL APPROACH FIX (IAF)− The fixes b. A three−dimensional (3D) instrument approach depicted on instrument approach procedure charts operation, using both lateral and vertical navigation that identify the beginning of the initial approach guidance. segment(s). Note: Lateral and vertical navigation guidance (See FIX.) refers to the guidance provided either by: (See SEGMENTS OF AN INSTRUMENT a) a ground−based radio navigation aid; or APPROACH PROCEDURE.) b) computer−generated navigation data from INITIAL APPROACH SEGMENT− ground−based, space−based, self−contained navigation aids or a combination of these. (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (See ICAO term INSTRUMENT APPROACH PROCEDURE.) INITIAL APPROACH SEGMENT [ICAO]− That segment of an instrument approach procedure INSTRUMENT APPROACH PROCEDURE− A between the initial approach fix and the intermediate series of predetermined maneuvers for the orderly approach fix or, where applicable, the final approach transfer of an aircraft under instrument flight fix or point. conditions from the beginning of the initial approach to a landing or to a point from which a landing may INLAND NAVIGATION FACILITY− A navigation be made visually. It is prescribed and approved for a aid on a North American Route at which the common specific airport by competent authority. route and/or the noncommon route begins or ends. (See SEGMENTS OF AN INSTRUMENT INNER MARKER− A marker beacon used with an APPROACH PROCEDURE.) ILS (CAT II) precision approach located between the (Refer to 14 CFR Part 91.) middle marker and the end of the ILS runway, (Refer to AIM.) transmitting a radiation pattern keyed at six dots per a. U.S. civil standard instrument approach second and indicating to the pilot, both aurally and procedures are approved by the FAA as prescribed visually, that he/she is at the designated decision under 14 CFR Part 97 and are available for public height (DH), normally 100 feet above the touchdown use.

PCG I−3 Pilot/Controller Glossary 1/30/208/15/19

b. U.S. military standard instrument approach flight. Also a term used by pilots and controllers to procedures are approved and published by the indicate type of flight plan. Department of Defense. (See INSTRUMENT METEOROLOGICAL CONDITIONS.) c. Special instrument approach procedures are (See VISUAL FLIGHT RULES.) approved by the FAA for individual operators but are (See VISUAL METEOROLOGICAL not published in 14 CFR Part 97 for public use. CONDITIONS.) (See ICAO term INSTRUMENT APPROACH (See ICAO term INSTRUMENT FLIGHT PROCEDURE.) RULES.) (Refer to AIM.) INSTRUMENT APPROACH PROCEDURE INSTRUMENT FLIGHT RULES [ICAO]− A set of [ICAO]− A series of predetermined maneuvers by rules governing the conduct of flight under reference to flight instruments with specified instrument meteorological conditions. protection from obstacles from the initial approach INSTRUMENT LANDING SYSTEM (ILS)− A fix, or where applicable, from the beginning of a precision instrument approach system which normal- defined arrival route to a point from which a landing ly consists of the following electronic components can be completed and thereafter, if a landing is not and visual aids: completed, to a position at which holding or en route a. Localizer. obstacle clearance criteria apply. (See LOCALIZER.) (See ICAO term INSTRUMENT APPROACH b. Glideslope. OPERATIONS) (See GLIDESLOPE.) c. Outer Marker. INSTRUMENT APPROACH PROCEDURE (See OUTER MARKER.) CHARTS− d. Middle Marker. (See AERONAUTICAL CHART.) (See MIDDLE MARKER.) e. Approach Lights. INSTRUMENT DEPARTURE PROCEDURE (See AIRPORT LIGHTING.) (DP)− A preplanned instrument flight rule (IFR) (Refer to 14 CFR Part 91.) departure procedure published for pilot use, in (Refer to AIM.) graphic or textual format, that provides obstruction INSTRUMENT METEOROLOGICAL CONDI- clearance from the terminal area to the appropriate en TIONS (IMC)− Meteorological conditions expressed route structure. There are two types of DP, Obstacle in terms of visibility, distance from cloud, and ceiling Departure Procedure (ODP), printed either textually less than the minima specified for visual meteorolog- or graphically, and, Standard Instrument Departure ical conditions. (SID), which is always printed graphically. (See INSTRUMENT FLIGHT RULES.) (See IFR TAKEOFF MINIMUMS AND (See VISUAL FLIGHT RULES.) DEPARTURE PROCEDURES.) (See VISUAL METEOROLOGICAL (See OBSTACLE DEPARTURE PROCEDURES.) CONDITIONS.) (See STANDARD INSTRUMENT DEPARTURES.) INSTRUMENT RUNWAY− A runway equipped with electronic and visual navigation aids for which (Refer to AIM.) a precision or nonprecision approach procedure having straight-in landing minimums has been INSTRUMENT DEPARTURE PROCEDURE (DP) approved. CHARTS− (See ICAO term INSTRUMENT RUNWAY.) (See AERONAUTICAL CHART.) INSTRUMENT RUNWAY [ICAO]− One of the following types of runways intended for the INSTRUMENT FLIGHT RULES (IFR)− Rules operation of aircraft using instrument approach governing the procedures for conducting instrument procedures:

PCG I−4 1/30/208/15/19 Pilot/Controller Glossary

a. Nonprecision Approach Runway− An instru- INTERMEDIATE FIX− The fix that identifies the ment runway served by visual aids and a nonvisual beginning of the intermediate approach segment of an aid providing at least directional guidance adequate instrument approach procedure. The fix is not for a straight-in approach. normally identified on the instrument approach chart b. Precision Approach Runway, Category I− An as an intermediate fix (IF). instrument runway served by ILS and visual aids (See SEGMENTS OF AN INSTRUMENT intended for operations down to 60 m (200 feet) APPROACH PROCEDURE.) decision height and down to an RVR of the order of INTERMEDIATE LANDING− On the rare occasion 800 m. that this option is requested, it should be approved. c. Precision Approach Runway, Category II− An The departure center, however, must advise the instrument runway served by ILS and visual aids ATCSCC so that the appropriate delay is carried over intended for operations down to 30 m (100 feet) and assigned at the intermediate airport. An decision height and down to an RVR of the order of intermediate landing airport within the arrival center 400 m. will not be accepted without coordination with and the approval of the ATCSCC. d. Precision Approach Runway, Category III− An instrument runway served by ILS to and along the INTERNATIONAL AIRPORT− Relating to interna- surface of the runway and: tional flight, it means: a. An airport of entry which has been designated 1. Intended for operations down to an RVR of by the Secretary of Treasury or Commissioner of the order of 200 m (no decision height being Customs as an international airport for customs applicable) using visual aids during the final phase of service. landing; b. A landing rights airport at which specific 2. Intended for operations down to an RVR of permission to land must be obtained from customs the order of 50 m (no decision height being authorities in advance of contemplated use. applicable) using visual aids for taxiing; c. Airports designated under the Convention on 3. Intended for operations without reliance on International Civil Aviation as an airport for use by visual reference for landing or taxiing. international commercial air transport and/or interna- Note 1: See Annex 10 Volume I, Part I, Chapter 3, tional general aviation. for related ILS specifications. (See ICAO term INTERNATIONAL AIRPORT.) Note 2:Visual aids need not necessarily be (Refer to Chart Supplement U.S.) matched to the scale of nonvisual aids provided. INTERNATIONAL AIRPORT [ICAO]− Any airport The criterion for the selection of visual aids is the designated by the Contracting State in whose conditions in which operations are intended to be conducted. territory it is situated as an airport of entry and departure for international air traffic, where the INTEGRITY− The ability of a system to provide formalities incident to customs, immigration, public timely warnings to users when the system should not health, animal and plant quarantine and similar be used for navigation. procedures are carried out. INTERNATIONAL CIVIL AVIATION ORGA- INTERMEDIATE APPROACH SEGMENT− NIZATION [ICAO]− A specialized agency of the (See SEGMENTS OF AN INSTRUMENT United Nations whose objective is to develop the APPROACH PROCEDURE.) principles and techniques of international air navigation and to foster planning and development of INTERMEDIATE APPROACH SEGMENT international civil air transport. [ICAO]− That segment of an instrument approach procedure between either the intermediate approach INTERROGATOR− The ground-based surveillance fix and the final approach fix or point, or between the radar beacon transmitter-receiver, which normally end of a reversal, race track or dead reckoning track scans in synchronism with a primary radar, procedure and the final approach fix or point, as transmitting discrete radio signals which repetitious- appropriate. ly request all transponders on the mode being used to

PCG I−5 Pilot/Controller Glossary 1/30/208/15/19 reply. The replies received are mixed with the b. Used to describe the point where two runways, primary radar returns and displayed on the same plan a runway and a taxiway, or two taxiways cross or position indicator (radar scope). Also, applied to the meet. airborne element of the TACAN/DME system. INTERSECTION DEPARTURE− A departure from (See TRANSPONDER.) any runway intersection except the end of the runway. (Refer to AIM.) (See INTERSECTION.) INTERSECTION TAKEOFF− INTERSECTING RUNWAYS− Two or more (See INTERSECTION DEPARTURE.) runways which cross or meet within their lengths. IR− (See INTERSECTION.) (See IFR MILITARY TRAINING ROUTES.) IRREGULAR SURFACE− A surface that is open for INTERSECTION− use but not per regulations. a. A point defined by any combination of courses, ISR− radials, or bearings of two or more navigational aids. (See INCREASED SEPARATION REQUIRED.)

PCG I−6 1/30/208/15/19 Pilot/Controller Glossary J

JAMMING− Denotes emissions that do not mimic JET STREAM− A migrating stream of high-speed Global Navigation Satellite System (GNSS) signals winds present at high altitudes. (e.g., GPS and WAAS), but rather interfere with the civil receiver’s ability to acquire and track GNSS JETTISONING OF EXTERNAL STORES− Air- signals. Jamming can result in denial of GNSS borne release of external stores; e.g., tiptanks, navigation, positioning, timing and aircraft depen- ordnance. dent functions. (See FUEL DUMPING.) JET BLAST− The rapid air movement produced by (Refer to 14 CFR Part 91.) exhaust from jet engines.

JET ROUTE− A route designed to serve aircraft JOINT USE RESTRICTED AREA− operations from 18,000 feet MSL up to and including flight level 450. The routes are referred to as “J” (See RESTRICTED AREA.) routes with numbering to identify the designated route; e.g., J105. JUMP ZONE− The airspace directly associated with (See Class A AIRSPACE.) a Drop Zone. Vertical and horizontal limits may be (Refer to 14 CFR Part 71.) locally defined.

PCG J−1

8/15/19 Pilot/Controller Glossary K

KNOWN TRAFFIC− With respect to ATC clearances, means aircraft whose altitude, position, and intentions are known to ATC.

PCG K−1

8/15/19 Pilot/Controller Glossary L

LAA− LANDING DIRECTION INDICATOR− A device (See LOCAL AIRPORT ADVISORY.) which visually indicates the direction in which landings and takeoffs should be made. LAAS− (See TETRAHEDRON.) (See LOW ALTITUDE ALERT SYSTEM.) (Refer to AIM.) LANDING DISTANCE AVAILABLE (LDA)− The LAHSO− An acronym for “Land and Hold Short runway length declared available and suitable for a Operation.” These operations include landing and landing airplane. holding short of an intersecting runway, a taxiway, a (See ICAO term LANDING DISTANCE predetermined point, or an approach/departure AVAILABLE.) flightpath. LANDING DISTANCE AVAILABLE [ICAO]− The LAHSO-DRY− Land and hold short operations on length of runway which is declared available and runways that are dry. suitable for the ground run of an aeroplane landing. LANDING MINIMUMS− The minimum visibility LAHSO-WET− Land and hold short operations on prescribed for landing a civil aircraft while using an runways that are wet (but not contaminated). instrument approach procedure. The minimum applies with other limitations set forth in 14 CFR LAND AND HOLD SHORT OPERATIONS− Part 91 with respect to the Minimum Descent Operations which include simultaneous takeoffs and Altitude (MDA) or Decision Height (DH) prescribed landings and/or simultaneous landings when a in the instrument approach procedures as follows: landing aircraft is able and is instructed by the a. Straight-in landing minimums. A statement of controller to hold-short of the intersecting runway/ MDA and visibility, or DH and visibility, required for taxiway or designated hold-short point. Pilots are a straight-in landing on a specified runway, or expected to promptly inform the controller if the hold b. Circling minimums. A statement of MDA and short clearance cannot be accepted. visibility required for the circle-to-land maneuver. (See PARALLEL RUNWAYS.) Note: Descent below the MDA or DH must meet the (Refer to AIM.) conditions stated in 14 CFR Section 91.175. (See CIRCLE-TO-LAND MANEUVER.) LAND−BASED AIR DEFENSE IDENTIFICA- (See DECISION HEIGHT.) TION ZONE (ADIZ)− An ADIZ over U.S. (See INSTRUMENT APPROACH metropolitan areas, which is activated and deactivat- PROCEDURE.) ed as needed, with dimensions, activation dates, and (See MINIMUM DESCENT ALTITUDE.) other relevant information disseminated via NO- (See STRAIGHT-IN LANDING.) TAM. (See VISIBILITY.) (See AIR DEFENSE IDENTIFICATION ZONE.) (Refer to 14 CFR Part 91.) LANDING ROLL− The distance from the point of LANDING AREA− Any locality either on land, touchdown to the point where the aircraft can be water, or structures, including airports/heliports and brought to a stop or exit the runway. intermediate landing fields, which is used, or intended to be used, for the landing and takeoff of LANDING SEQUENCE− The order in which aircraft whether or not facilities are provided for the aircraft are positioned for landing. shelter, servicing, or for receiving or discharging (See APPROACH SEQUENCE.) passengers or cargo. LAST ASSIGNED ALTITUDE− The last altitude/ (See ICAO term LANDING AREA.) flight level assigned by ATC and acknowledged by the pilot. LANDING AREA [ICAO]− That part of a movement (See MAINTAIN.) area intended for the landing or take-off of aircraft. (Refer to 14 CFR Part 91.)

PCG L−1 Pilot/Controller Glossary 8/15/19

LATERAL NAVIGATION (LNAV)– A function of minimum of a sport pilot certificate is required to area navigation (RNAV) equipment which calculates, operate light-sport aircraft. displays, and provides lateral guidance to a profile or (Refer to 14 CFR Part 1, §1.1.) path. LINE UP AND WAIT (LUAW)− Used by ATC to LATERAL SEPARATION− The lateral spacing of inform a pilot to taxi onto the departure runway to line aircraft at the same altitude by requiring operation on up and wait. It is not authorization for takeoff. It is different routes or in different geographical locations. used when takeoff clearance cannot immediately be (See SEPARATION.) issued because of traffic or other reasons. (See CLEARED FOR TAKEOFF.) LDA− LOCAL AIRPORT ADVISORY (LAA)− A service (See LOCALIZER TYPE DIRECTIONAL AID.) available only in Alaska and provided by facilities (See LANDING DISTANCE AVAILABLE.) that are located on the landing airport, have a discrete (See ICAO Term LANDING DISTANCE ground−to−air communication frequency or the AVAILABLE.) tower frequency when the tower is closed, automated weather reporting with voice broadcasting, and a LF− continuous ASOS/AWOS data display, other contin- (See LOW FREQUENCY.) uous direct reading instruments, or manual observations available to the specialist. LIGHTED AIRPORT− An airport where runway and (See AIRPORT ADVISORY AREA.) obstruction lighting is available. (See AIRPORT LIGHTING.) LOCAL TRAFFIC− Aircraft operating in the traffic (Refer to AIM.) pattern or within sight of the tower, or aircraft known to be departing or arriving from flight in local practice LIGHT GUN− A handheld directional light signaling areas, or aircraft executing practice instrument device which emits a brilliant narrow beam of white, approaches at the airport. green, or red light as selected by the tower controller. (See TRAFFIC PATTERN.) The color and type of light transmitted can be used to LOCALIZER− The component of an ILS which approve or disapprove anticipated pilot actions where provides course guidance to the runway. radio communication is not available. The light gun (See INSTRUMENT LANDING SYSTEM.) is used for controlling traffic operating in the vicinity (See ICAO term LOCALIZER COURSE.) of the airport and on the airport movement area. (Refer to AIM.) (Refer to AIM.) LOCALIZER COURSE [ICAO]− The locus of LIGHT-SPORT AIRCRAFT (LSA)− An points, in any given horizontal plane, at which the FAA-registered aircraft, other than a helicopter or DDM (difference in depth of modulation) is zero. powered-lift, that meets certain weight and LOCALIZER OFFSET− An angular offset of the performance. Principally it is a single−engine aircraft localizer aligned within 3_ of the runway alignment. with a maximum of two seats and weighing no more LOCALIZER TYPE DIRECTIONAL AID (LDA)− than 1,430 pounds if intended for operation on water, _ or 1,320 pounds if not. It must be of simple design A localizer with an angular offset that exceeds 3 of (fixed landing gear (except if intended for operations the runway alignment, used for nonprecision on water or a glider), piston powered, instrument approaches with utility and accuracy nonpressurized, with a fixed or ground adjustable comparable to a localizer, but which are not part of a propeller). Performance is also limited to a maximum complete ILS. airspeed in level flight of not more than 120 knots (Refer to AIM.) calibrated airspeed (CAS), have a maximum LOCALIZER TYPE DIRECTIONAL AID (LDA) never-exceed speed of not more than 120 knots CAS PRECISION RUNWAY MONITOR (PRM) for a glider, and have a maximum stalling speed, APPROACH− An approach, which includes a without the use of lift-enhancing devices of not more glideslope, used in conjunction with an ILS PRM, than 45 knots CAS. It may be certificated as either RNAV PRM or GLS PRM approach to an adjacent Experimental LSA or as a Special LSA aircraft. A runway to conduct Simultaneous Offset Instrument

PCG L−2 8/15/19 Pilot/Controller Glossary

Approaches (SOIA) to parallel runways whose LOST LINK (LL)− An interruption or loss of the centerlines are separated by less than 3,000 feet and control link, or when the pilot is unable to effect at least 750 feet. NTZ monitoring is required to control of the aircraft and, as a result, the UA will conduct these approaches. perform a predictable or planned maneuver. Loss of (See SIMULTANEOUS OFFSET INSTRUMENT command and control link between the Control APPROACH (SOIA).) Station and the aircraft. There are two types of links: (Refer to AIM) a. An uplink which transmits command instruc- LOCALIZER USABLE DISTANCE− The maxi- tions to the aircraft, and mum distance from the localizer transmitter at a b. A downlink which transmits the status of the specified altitude, as verified by flight inspection, at aircraft and provides situational awareness to the which reliable course information is continuously pilot. received. (Refer to AIM.) LOST LINK PROCEDURE− Preprogrammed or predetermined mitigations to ensure the continued LOCATOR [ICAO]− An LM/MF NDB used as an aid safe operation of the UA in the event of a lost link to final approach. (LL). In the event positive link cannot be established, Note: A locator usually has an average radius of flight termination must be implemented. rated coverage of between 18.5 and 46.3 km (10 and 25 NM). LOW ALTITUDE AIRWAY STRUCTURE− The network of airways serving aircraft operations up to LONG RANGE NAVIGATION− but not including 18,000 feet MSL. (See LORAN.) (See AIRWAY.) LONGITUDINAL SEPARATION− The longitudi- (Refer to AIM.) nal spacing of aircraft at the same altitude by a minimum distance expressed in units of time or LOW ALTITUDE ALERT, CHECK YOUR ALTI- miles. TUDE IMMEDIATELY− (See SEPARATION.) (See SAFETY ALERT.) (Refer to AIM.) LOW APPROACH− An approach over an airport or LORAN− An electronic navigational system by runway following an instrument approach or a VFR which hyperbolic lines of position are determined by approach including the go-around maneuver where measuring the difference in the time of reception of the pilot intentionally does not make contact with the synchronized pulse signals from two fixed transmit- runway. ters. Loran A operates in the 1750-1950 kHz frequency band. Loran C and D operate in the (Refer to AIM.) 100-110 kHz frequency band. In 2010, the U.S. Coast Guard terminated all U.S. LORAN-C transmissions. LOW FREQUENCY (LF)− The frequency band between 30 and 300 kHz. (Refer to AIM.) (Refer to AIM.) LOST COMMUNICATIONS− Loss of the ability to communicate by radio. Aircraft are sometimes LOCALIZER PERFOMRNACE WITH VERTI- referred to as NORDO (No Radio). Standard pilot CAL GUIDANCE (LPV)− A type of approach with procedures are specified in 14 CFR Part 91. Radar vertical guidance (APV) based on WAAS, published controllers issue procedures for pilots to follow in the on RNAV (GPS) approach charts. This procedure event of lost communications during a radar approach takes advantage of the precise lateral guidance when weather reports indicate that an aircraft will available from WAAS. The minima is published as a likely encounter IFR weather conditions during the decision altitude (DA). approach. (Refer to 14 CFR Part 91.) LUAW− (Refer to AIM.) (See LINE UP AND WAIT.)

PCG L−3

8/15/19 Pilot/Controller Glossary M

MAA− is real and requires familiarity with the subject. (See MAXIMUM AUTHORIZED ALTITUDE.) Terrorists choose MANPADS because the weapons are low cost, highly mobile, require minimal set−up MACH NUMBER− The ratio of true airspeed to the time, and are easy to use and maintain. Although the speed of sound; e.g., MACH .82, MACH 1.6. weapons have limited range, and their accuracy is (See AIRSPEED.) affected by poor visibility and adverse weather, they MACH TECHNIQUE [ICAO]− Describes a control can be fired from anywhere on land or from boats technique used by air traffic control whereby turbojet where there is unrestricted visibility to the target. aircraft operating successively along suitable routes MANDATORY ALTITUDE− An altitude depicted are cleared to maintain appropriate MACH numbers on an instrument Approach Procedure Chart for a relevant portion of the en route phase of flight. requiring the aircraft to maintain altitude at the The principle objective is to achieve improved depicted value. utilization of the airspace and to ensure that separation between successive aircraft does not MANPADS− decrease below the established minima. (See MAN PORTABLE AIR DEFENSE SYSTEMS.) MAHWP− Missed Approach Holding Waypoint MAP− MAINTAIN− (See MISSED APPROACH POINT.) a. Concerning altitude/flight level, the term MARKER BEACON− An electronic navigation means to remain at the altitude/flight level specified. facility transmitting a 75 MHz vertical fan or The phrase “climb and” or “descend and” normally boneshaped radiation pattern. Marker beacons are precedes “maintain” and the altitude assignment; identified by their modulation frequency and keying e.g., “descend and maintain 5,000.” code, and when received by compatible airborne b. Concerning other ATC instructions, the term is equipment, indicate to the pilot, both aurally and used in its literal sense; e.g., maintain VFR. visually, that he/she is passing over the facility. (See INNER MARKER.) MAINTENANCE PLANNING FRICTION (See MIDDLE MARKER.) LEVEL− The friction level specified in (See OUTER MARKER.) AC 150/5320-12, Measurement, Construction, and (Refer to AIM.) Maintenance of Skid Resistant Airport Pavement Surfaces, which represents the friction value below MARSA− which the runway pavement surface remains (See MILITARY AUTHORITY ASSUMES acceptable for any category or class of aircraft RESPONSIBILITY FOR SEPARATION OF operations but which is beginning to show signs of AIRCRAFT.) deterioration. This value will vary depending on the MAWP− Missed Approach Waypoint particular friction measurement equipment used. MAXIMUM AUTHORIZED ALTITUDE− A pub- MAKE SHORT APPROACH− Used by ATC to lished altitude representing the maximum usable inform a pilot to alter his/her traffic pattern so as to altitude or flight level for an airspace structure or make a short final approach. route segment. It is the highest altitude on a Federal (See TRAFFIC PATTERN.) airway, jet route, area navigation low or high route, or other direct route for which an MEA is designated MAN PORTABLE AIR DEFENSE SYSTEMS in 14 CFR Part 95 at which adequate reception of (MANPADS)− MANPADS are lightweight, navigation aid signals is assured. shoulder−launched, missile systems used to bring down aircraft and create mass casualties. The MAYDAY− The international radiotelephony distress potential for MANPADS use against airborne aircraft signal. When repeated three times, it indicates

PCG M−1 Pilot/Controller Glossary 8/15/19

imminent and grave danger and that immediate METERING AIRPORTS− Airports adapted for assistance is requested. metering and for which optimum flight paths are (See PAN-PAN.) defined. A maximum of 15 airports may be adapted. (Refer to AIM.) METERING FIX− A fix along an established route MCA− from over which aircraft will be metered prior to (See MINIMUM CROSSING ALTITUDE.) entering terminal airspace. Normally, this fix should be established at a distance from the airport which MDA− will facilitate a profile descent 10,000 feet above (See MINIMUM DESCENT ALTITUDE.) airport elevation (AAE) or above. MEA− METERING POSITION(S)− Adapted PVDs/ (See MINIMUM EN ROUTE IFR ALTITUDE.) MDMs and associated “D” positions eligible for MEARTS− display of a metering position list. A maximum of (See MICRO-EN ROUTE AUTOMATED RADAR four PVDs/MDMs may be adapted. TRACKING SYSTEM.) METERING POSITION LIST− An ordered list of METEOROLOGICAL IMPACT STATEMENT− data on arrivals for a selected metering airport An unscheduled planning forecast describing displayed on a metering position PVD/MDM. conditions expected to begin within 4 to 12 hours which may impact the flow of air traffic in a specific MFT− center’s (ARTCC) area. (See METER FIX TIME/SLOT TIME.) METER FIX ARC− A semicircle, equidistant from MHA− a meter fix, usually in low altitude relatively close to (See MINIMUM HOLDING ALTITUDE.) the meter fix, used to help CTAS/ERAM calculate a MIA− meter time, and determine appropriate sector meter (See MINIMUM IFR ALTITUDES.) list assignments for aircraft not on an established arrival route or assigned a meter fix. MICROBURST− A small downburst with outbursts of damaging winds extending 2.5 miles or less. In METER FIX TIME/SLOT TIME (MFT)− A spite of its small horizontal scale, an intense calculated time to depart the meter fix in order to microburst could induce wind speeds as high as 150 cross the vertex at the ACLT. This time reflects knots descent speed adjustment and any applicable time (Refer to AIM.) that must be absorbed prior to crossing the meter fix. MICRO-EN ROUTE AUTOMATED RADAR METER LIST− TRACKING SYSTEM (MEARTS)− An automated (See ARRIVAL SECTOR ADVISORY LIST.) radar and radar beacon tracking system capable of METER LIST DISPLAY INTERVAL− A dynamic employing both short-range (ASR) and long-range parameter which controls the number of minutes (ARSR) radars. This microcomputer driven system prior to the flight plan calculated time of arrival at the provides improved tracking, continuous data record- meter fix for each aircraft, at which time the TCLT is ing, and use of full digital radar displays. frozen and becomes an ACLT; i.e., the VTA is MID RVR− updated and consequently the TCLT modified as (See VISIBILITY.) appropriate until frozen at which time updating is suspended and an ACLT is assigned. When frozen, MIDDLE COMPASS LOCATOR− the flight entry is inserted into the arrival sector’s (See COMPASS LOCATOR.) meter list for display on the sector PVD/MDM. MIDDLE MARKER− A marker beacon that defines MLDI is used if filed true airspeed is less than or a point along the glideslope of an ILS normally equal to freeze speed parameters (FSPD). located at or near the point of decision height (ILS METERING− A method of time-regulating arrival Category I). It is keyed to transmit alternate dots and traffic flow into a terminal area so as not to exceed a dashes, with the alternate dots and dashes keyed at the predetermined terminal acceptance rate. rate of 95 dot/dash combinations per minute on a

PCG M−2 8/15/19 Pilot/Controller Glossary

1300 Hz tone, which is received aurally and visually which assures acceptable navigational signal cover- by compatible airborne equipment. age and meets obstacle clearance requirements (See INSTRUMENT LANDING SYSTEM.) between those fixes. The MEA prescribed for a (See MARKER BEACON.) Federal airway or segment thereof, area navigation (Refer to AIM.) low or high route, or other direct route applies to the entire width of the airway, segment, or route between MILES-IN-TRAIL− A specified distance between the radio fixes defining the airway, segment, or route. aircraft, normally, in the same stratum associated (Refer to 14 CFR Part 91.) with the same destination or route of flight. (Refer to 14 CFR Part 95.) MILITARY AUTHORITY ASSUMES RESPONSI- (Refer to AIM.) BILITY FOR SEPARATION OF AIRCRAFT (MARSA)− A condition whereby the military MINIMUM FRICTION LEVEL− The friction level services involved assume responsibility for separa- specified in AC 150/5320-12, Measurement, Con- tion between participating military aircraft in the struction, and Maintenance of Skid Resistant Airport ATC system. It is used only for required IFR Pavement Surfaces, that represents the minimum operations which are specified in letters of agreement recommended wet pavement surface friction value or other appropriate FAA or military documents. for any turbojet aircraft engaged in LAHSO. This value will vary with the particular friction MILITARY LANDING ZONE− A landing strip used measurement equipment used. exclusively by the military for training. A military landing zone does not carry a runway designation. MINIMUM FUEL− Indicates that an aircraft’s fuel MILITARY OPERATIONS AREA− supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not (See SPECIAL USE AIRSPACE.) an emergency situation but merely indicates an MILITARY TRAINING ROUTES− Airspace of emergency situation is possible should any undue defined vertical and lateral dimensions established delay occur. for the conduct of military flight training at airspeeds (Refer to AIM.) in excess of 250 knots IAS. (See IFR MILITARY TRAINING ROUTES.) MINIMUM HOLDING ALTITUDE− The lowest (See VFR MILITARY TRAINING ROUTES.) altitude prescribed for a holding pattern which assures navigational signal coverage, communica- MINIMA− tions, and meets obstacle clearance requirements. (See MINIMUMS.) MINIMUM IFR ALTITUDES (MIA)− Minimum MINIMUM CROSSING ALTITUDE (MCA)− The altitudes for IFR operations as prescribed in 14 CFR lowest altitude at certain fixes at which an aircraft Part 91. These altitudes are published on aeronautical must cross when proceeding in the direction of a charts and prescribed in 14 CFR Part 95 for airways higher minimum en route IFR altitude (MEA). and routes, and in 14 CFR Part 97 for standard (See MINIMUM EN ROUTE IFR ALTITUDE.) instrument approach procedures. If no applicable MINIMUM DESCENT ALTITUDE (MDA)− The minimum altitude is prescribed in 14 CFR Part 95 or lowest altitude, expressed in feet above mean sea 14 CFR Part 97, the following minimum IFR level, to which descent is authorized on final altitude applies: approach or during circle-to-land maneuvering in a. In designated mountainous areas, 2,000 feet execution of a standard instrument approach above the highest obstacle within a horizontal procedure where no electronic glideslope is provided. distance of 4 nautical miles from the course to be (See NONPRECISION APPROACH flown; or PROCEDURE.) b. Other than mountainous areas, 1,000 feet above MINIMUM EN ROUTE IFR ALTITUDE (MEA)− the highest obstacle within a horizontal distance of 4 The lowest published altitude between radio fixes nautical miles from the course to be flown; or

PCG M−3 Pilot/Controller Glossary 8/15/19

c. As otherwise authorized by the Administrator published procedures as “Emergency Safe or assigned by ATC. Altitudes.” (See MINIMUM CROSSING ALTITUDE.) MINIMUM SAFE ALTITUDE WARNING (See MINIMUM EN ROUTE IFR ALTITUDE.) (MSAW)− A function of the ARTS III computer that (See MINIMUM OBSTRUCTION CLEARANCE aids the controller by alerting him/her when a tracked ALTITUDE.) Mode C equipped aircraft is below or is predicted by (See MINIMUM SAFE ALTITUDE.) the computer to go below a predetermined minimum (See MINIMUM VECTORING ALTITUDE.) safe altitude. (Refer to 14 CFR Part 91.) (Refer to AIM.) MINIMUM OBSTRUCTION CLEARANCE ALTI- MINIMUM SECTOR ALTITUDE [ICAO]− The TUDE (MOCA)− The lowest published altitude in lowest altitude which may be used under emergency effect between radio fixes on VOR airways, conditions which will provide a minimum clearance off-airway routes, or route segments which meets of 300 m (1,000 feet) above all obstacles located in obstacle clearance requirements for the entire route an area contained within a sector of a circle of 46 km segment and which assures acceptable navigational (25 NM) radius centered on a radio aid to navigation. signal coverage only within 25 statute (22 nautical) MINIMUMS− Weather condition requirements miles of a VOR. established for a particular operation or type of (Refer to 14 CFR Part 91.) operation; e.g., IFR takeoff or landing, alternate (Refer to 14 CFR Part 95.) airport for IFR flight plans, VFR flight, etc. MINIMUM RECEPTION ALTITUDE (MRA)− The (See IFR CONDITIONS.) lowest altitude at which an intersection can be (See IFR TAKEOFF MINIMUMS AND determined. DEPARTURE PROCEDURES.) (Refer to 14 CFR Part 95.) (See LANDING MINIMUMS.) (See VFR CONDITIONS.) MINIMUM SAFE ALTITUDE (MSA)− (Refer to 14 CFR Part 91.) a. The minimum altitude specified in 14 CFR (Refer to AIM.) Part 91 for various aircraft operations. MINIMUM VECTORING ALTITUDE (MVA)− b. Altitudes depicted on approach charts which The lowest MSL altitude at which an IFR aircraft will provide at least 1,000 feet of obstacle clearance for be vectored by a radar controller, except as otherwise emergency use. These altitudes will be identified as authorized for radar approaches, departures, and Minimum Safe Altitudes or Emergency Safe missed approaches. The altitude meets IFR obstacle Altitudes and are established as follows: clearance criteria. It may be lower than the published 1. Minimum Safe Altitude (MSA). Altitudes MEA along an airway or J-route segment. It may be depicted on approach charts which provide at least utilized for radar vectoring only upon the controller’s 1,000 feet of obstacle clearance within a 25-mile determination that an adequate radar return is being radius of the navigation facility, waypoint, or airport received from the aircraft being controlled. Charts reference point upon which the MSA is predicated. depicting minimum vectoring altitudes are normally MSAs are for emergency use only and do not available only to the controllers and not to pilots. necessarily assure acceptable navigational signal (Refer to AIM.) coverage. MINUTES-IN-TRAIL− A specified interval be- (See ICAO term Minimum Sector Altitude.) tween aircraft expressed in time. This method would 2. Emergency Safe Altitude (ESA). Altitudes more likely be utilized regardless of altitude. depicted on approach charts which provide at least MIS− 1,000 feet of obstacle clearance in nonmountainous (See METEOROLOGICAL IMPACT areas and 2,000 feet of obstacle clearance in STATEMENT.) designated mountainous areas within a 100-mile radius of the navigation facility or waypoint used as MISSED APPROACH− the ESA center. These altitudes are normally used a. A maneuver conducted by a pilot when an only in military procedures and are identified on instrument approach cannot be completed to a

PCG M−4 8/15/19 Pilot/Controller Glossary

landing. The route of flight and altitude are shown on Mode C (altitude reporting) are used in air traffic instrument approach procedure charts. A pilot control. executing a missed approach prior to the Missed (See INTERROGATOR.) Approach Point (MAP) must continue along the final (See RADAR.) approach to the MAP. (See TRANSPONDER.) (See ICAO term MODE.) b. A term used by the pilot to inform ATC that (Refer to AIM.) he/she is executing the missed approach. MODE (SSR MODE) [ICAO]− The letter or number c. At locations where ATC radar service is assigned to a specific pulse spacing of the provided, the pilot should conform to radar vectors interrogation signals transmitted by an interrogator. when provided by ATC in lieu of the published There are 4 modes, A, B, C and D specified in Annex missed approach procedure. 10, corresponding to four different interrogation (See MISSED APPROACH POINT.) pulse spacings. (Refer to AIM.) MODE C INTRUDER ALERT− A function of certain air traffic control automated systems designed MISSED APPROACH POINT (MAP)− A point to alert radar controllers to existing or pending prescribed in each instrument approach procedure at situations between a tracked target (known IFR or which a missed approach procedure shall be executed VFR aircraft) and an untracked target (unknown IFR if the required visual reference does not exist. or VFR aircraft) that requires immediate attention/ac- (See MISSED APPROACH.) tion. (See CONFLICT ALERT.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) MODEL AIRCRAFT− An unmanned aircraft that is: (1) capable of sustained flight in the atmosphere; (2) MISSED APPROACH PROCEDURE [ICAO]− The flown within visual line of sight of the person procedure to be followed if the approach cannot be operating the aircraft; and (3) flown for hobby or continued. recreational purposes. MONITOR− (When used with communication MISSED APPROACH SEGMENT− transfer) listen on a specific frequency and stand by (See SEGMENTS OF AN INSTRUMENT for instructions. Under normal circumstances do not APPROACH PROCEDURE.) establish communications. MONITOR ALERT (MA)− A function of the TFMS MLDI− that provides traffic management personnel with a (See METER LIST DISPLAY INTERVAL.) tool for predicting potential capacity problems in individual operational sectors. The MA is an MM− indication that traffic management personnel need to (See MIDDLE MARKER.) analyze a particular sector for actual activity and to determine the required action(s), if any, needed to MOA− control the demand. (See MILITARY OPERATIONS AREA.) MONITOR ALERT PARAMETER (MAP)− The number designated for use in monitor alert MOCA− processing by the TFMS. The MAP is designated for each operational sector for increments of 15 minutes. (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) MOSAIC/MULTI−SENSOR MODE− Accepts posi- tional data from multiple radar or ADS−B sites. MODE− The letter or number assigned to a specific Targets are displayed from a single source within a pulse spacing of radio signals transmitted or received radar sort box according to the hierarchy of the by ground interrogator or airborne transponder sources assigned. components of the Air Traffic Control Radar Beacon MOUNTAIN WAVE– Mountain waves occur when System (ATCRBS). Mode A (military Mode 3) and air is being blown over a mountain range or even the

PCG M−5 Pilot/Controller Glossary 8/15/19

ridge of a sharp bluff area. As the air hits the upwind MRA− side of the range, it starts to climb, thus creating what (See MINIMUM RECEPTION ALTITUDE.) is generally a smooth updraft which turns into a turbulent downdraft as the air passes the crest of the MSA− ridge. Mountain waves can cause significant (See MINIMUM SAFE ALTITUDE.) fluctuations in airspeed and altitude with or without MSAW− associated turbulence. (Refer to AIM.) (See MINIMUM SAFE ALTITUDE WARNING.) MOVEMENT AREA− The runways, taxiways, and MTI− other areas of an airport/heliport which are utilized (See MOVING TARGET INDICATOR.) for taxiing/hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and MTR− parking areas. At those airports/heliports with a (See MILITARY TRAINING ROUTES.) tower, specific approval for entry onto the movement MULTICOM− A mobile service not open to public area must be obtained from ATC. correspondence used to provide communications (See ICAO term MOVEMENT AREA.) essential to conduct the activities being performed by MOVEMENT AREA [ICAO]− That part of an or directed from private aircraft. aerodrome to be used for the takeoff, landing and taxiing of aircraft, consisting of the maneuvering area MULTIPLE RUNWAYS− The utilization of a and the apron(s). dedicated arrival runway(s) for departures and a dedicated departure runway(s) for arrivals when MOVING TARGET INDICATOR− An electronic feasible to reduce delays and enhance capacity. device which will permit radar scope presentation only from targets which are in motion. A partial MVA− remedy for ground clutter. (See MINIMUM VECTORING ALTITUDE.)

PCG M−6 8/15/19 Pilot/Controller Glossary N

NAS− NAVAID CLASSES− VOR, VORTAC, and TACAN (See NATIONAL AIRSPACE SYSTEM.) aids are classed according to their operational use. The three classes of NAVAIDs are: NAT HLA– a. T− Terminal. (See NORTH ATLANTIC HIGH LEVEL AIRSPACE.) b. L− Low altitude. c. H− High altitude. NATIONAL AIRSPACE SYSTEM− The common network of U.S. airspace; air navigation facilities, Note: The normal service range for T, L, and H class equipment and services, airports or landing areas; aids is found in the AIM. Certain operational requirements make it necessary to use some of aeronautical charts, information and services; rules, these aids at greater service ranges than regulations and procedures, technical information, specified. Extended range is made possible and manpower and material. Included are system through flight inspection determinations. Some components shared jointly with the military. aids also have lesser service range due to location, terrain, frequency protection, etc. Restrictions to NATIONAL BEACON CODE ALLOCATION service range are listed in Chart Supplement U.S. PLAN AIRSPACE (NBCAP)− Airspace over United States territory located within the North American NAVIGABLE AIRSPACE− Airspace at and above continent between Canada and Mexico, including the minimum flight altitudes prescribed in the CFRs adjacent territorial waters outward to about bound- including airspace needed for safe takeoff and aries of oceanic control areas (CTA)/Flight landing. Information Regions (FIR). (Refer to 14 CFR Part 91.) (See FLIGHT INFORMATION REGION.) NAVIGATION REFERENCE SYSTEM (NRS)− NATIONAL FLIGHT DATA CENTER (NFDC)− A The NRS is a system of waypoints developed for use facility in Washington D.C., established by FAA to within the United States for flight planning and operate a central aeronautical information service for navigation without reference to ground based the collection, validation, and dissemination of navigational aids. The NRS waypoints are located in aeronautical data in support of the activities of a grid pattern along defined latitude and longitude government, industry, and the aviation community. lines. The initial use of the NRS will be in the high The information is published in the National Flight altitude environment in conjunction with the High Data Digest. Altitude Redesign initiative. The NRS waypoints are (See NATIONAL FLIGHT DATA DIGEST.) intended for use by aircraft capable of point−to−point navigation. NATIONAL FLIGHT DATA DIGEST (NFDD)− A daily (except weekends and Federal holidays) NAVIGATION SPECIFICATION [ICAO]− A set of publication of flight information appropriate to aircraft and flight crew requirements needed to aeronautical charts, aeronautical publications, No- support performance−based navigation operations tices to Airmen, or other media serving the purpose within a defined airspace. There are two kinds of of providing operational flight data essential to safe navigation specifications: and efficient aircraft operations. a. RNP specification. A navigation specification based on area navigation that includes the NATIONAL SEARCH AND RESCUE PLAN− An requirement for performance monitoring and interagency agreement which provides for the alerting, designated by the prefix RNP; e.g., RNP 4, effective utilization of all available facilities in all RNP APCH. types of search and rescue missions. b. RNAV specification. A navigation specifica- NAVAID− tion based on area navigation that does not include the (See NAVIGATIONAL AID.) requirement for performance monitoring and alert-

PCG N−1 Pilot/Controller Glossary 1/30/208/15/19

ing, designated by the prefix RNAV; e.g., RNAV 5, NO GYRO APPROACH− A radar approach/vector RNAV 1. provided in case of a malfunctioning gyro-compass Note: The Performance−based Navigation Manual or directional gyro. Instead of providing the pilot (Doc 9613), Volume II contains detailed guidance with headings to be flown, the controller observes the on navigation specifications. radar track and issues control instructions “turn right/left” or “stop turn” as appropriate. (Refer to AIM.) NAVIGATIONAL AID− Any visual or electronic device airborne or on the surface which provides NO GYRO VECTOR− point-to-point guidance information or position data (See NO GYRO APPROACH.) to aircraft in flight. NO TRANSGRESSION ZONE (NTZ)− The NTZ is (See AIR NAVIGATION FACILITY.) a 2,000 foot wide zone, located equidistant between NAVSPEC- parallel runway or SOIA final approach courses, in (See NAVIGATION SPECIFICATION [ICAO].) which flight is normally not allowed. NBCAP AIRSPACE− NONAPPROACH CONTROL TOWER− Author- (See NATIONAL BEACON CODE ALLOCATION izes aircraft to land or takeoff at the airport controlled PLAN AIRSPACE.) by the tower or to transit the Class D airspace. The primary function of a nonapproach control tower is NDB− the sequencing of aircraft in the traffic pattern and on (See NONDIRECTIONAL BEACON.) the landing area. Nonapproach control towers also NEGATIVE− “No,” or “permission not granted,” or separate aircraft operating under instrument flight “that is not correct.” rules clearances from approach controls and centers. They provide ground control services to aircraft, NEGATIVE CONTACT− Used by pilots to inform vehicles, personnel, and equipment on the airport ATC that: movement area. a. Previously issued traffic is not in sight. It may NONCOMMON ROUTE/PORTION− That segment be followed by the pilot’s request for the controller to of a North American Route between the inland provide assistance in avoiding the traffic. navigation facility and a designated North American b. They were unable to contact ATC on a terminal. particular frequency. NON−COOPERATIVE SURVEILLANCE− Any NFDC− surveillance system, such as primary radar, that is not (See NATIONAL FLIGHT DATA CENTER.) dependent upon the presence of any equipment on the NFDD− aircraft or vehicle to be tracked. (See NATIONAL FLIGHT DATA DIGEST.) (See COOPERATIVE SURVEILLANCE.) (See RADAR.) NIGHT− The time between the end of evening civil twilight and the beginning of morning civil twilight, NONDIRECTIONAL BEACON− An L/MF or UHF as published in the Air Almanac, converted to local radio beacon transmitting nondirectional signals time. whereby the pilot of an aircraft equipped with (See ICAO term NIGHT.) direction finding equipment can determine his/her bearing to or from the radio beacon and “home” on or NIGHT [ICAO]− The hours between the end of track to or from the station. When the radio beacon is evening civil twilight and the beginning of morning installed in conjunction with the Instrument Landing civil twilight or such other period between sunset and System marker, it is normally called a Compass sunrise as may be specified by the appropriate Locator. authority. (See AUTOMATIC DIRECTION FINDER.) Note: Civil twilight ends in the evening when the (See COMPASS LOCATOR.) center of the sun’s disk is 6 degrees below the horizon and begins in the morning when the center NONMOVEMENT AREAS− Taxiways and apron of the sun’s disk is 6 degrees below the horizon. (ramp) areas not under the control of air traffic.

PCG N−2 1/30/208/15/19 Pilot/Controller Glossary

NONPRECISION APPROACH− plan the most advantageous flight path with no (See NONPRECISION APPROACH requirement to make reference to ground−based PROCEDURE.) NAVAIDs.

NONPRECISION APPROACH PROCEDURE− A NOPAC− standard instrument approach procedure in which no (See NORTH PACIFIC.) electronic glideslope is provided; e.g., VOR, TACAN, NDB, LOC, ASR, LDA, or SDF NORDO (No Radio)− Aircraft that cannot or do not approaches. communicate by radio when radio communication is NONRADAR− Precedes other terms and generally required are referred to as “NORDO.” means without the use of radar, such as: (See LOST COMMUNICATIONS.) a. Nonradar Approach. Used to describe NORMAL OPERATING ZONE (NOZ)− The NOZ instrument approaches for which course guidance on is the operating zone within which aircraft flight final approach is not provided by ground-based remains during normal independent simultaneous precision or surveillance radar. Radar vectors to the parallel ILS approaches. final approach course may or may not be provided by ATC. Examples of nonradar approaches are VOR, NORTH AMERICAN ROUTE− A numerically NDB, TACAN, ILS, RNAV, and GLS approaches. coded route preplanned over existing airway and (See FINAL APPROACH COURSE.) route systems to and from specific coastal fixes (See FINAL APPROACH-IFR.) serving the North Atlantic. North American Routes (See INSTRUMENT APPROACH consist of the following: PROCEDURE.) a. Common Route/Portion. That segment of a (See RADAR APPROACH.) North American Route between the inland navigation b. Nonradar Approach Control. An ATC facility facility and the coastal fix. providing approach control service without the use of b. Noncommon Route/Portion. That segment of a radar. North American Route between the inland navigation (See APPROACH CONTROL FACILITY.) facility and a designated North American terminal. (See APPROACH CONTROL SERVICE.) c. Inland Navigation Facility. A navigation aid on c. Nonradar Arrival. An aircraft arriving at an a North American Route at which the common route airport without radar service or at an airport served by and/or the noncommon route begins or ends. a radar facility and radar contact has not been established or has been terminated due to a lack of d. Coastal Fix. A navigation aid or intersection radar service to the airport. where an aircraft transitions between the domestic (See RADAR ARRIVAL.) route structure and the oceanic route structure. (See RADAR SERVICE.) NORTH AMERICAN ROUTE PROGRAM (NRP)− d. Nonradar Route. A flight path or route over The NRP is a set of rules and procedures which are which the pilot is performing his/her own navigation. designed to increase the flexibility of user flight The pilot may be receiving radar separation, radar planning within published guidelines. monitoring, or other ATC services while on a nonradar route. NORTH ATLANTIC HIGH LEVEL AIRSPACE (See RADAR ROUTE.) (NAT HLA)− That volume of airspace (as defined in e. Nonradar Separation. The spacing of aircraft in ICAO Document 7030) between FL 285 and FL 420 accordance with established minima without the use within the Oceanic Control Areas of Bodo Oceanic, of radar; e.g., vertical, lateral, or longitudinal Gander Oceanic, New York Oceanic East, Reykjavik, separation. Santa Maria, and Shanwick, excluding the Shannon (See RADAR SEPARATION.) and Brest Ocean Transition Areas. ICAO Doc 007 North Atlantic Operations and Airspace Manual NON−RESTRICTIVE ROUTING (NRR)− Portions provides detailed information on related aircraft and of a proposed route of flight where a user can flight operational requirements.

PCG N−3 Pilot/Controller Glossary 1/30/208/15/19

NORTH MARK− A beacon data block sent by the knowledge of which is essential to personnel host computer to be displayed by the ARTS on a 360 concerned with flight operations. degree bearing at a locally selected radar azimuth and NOTAM(D)− A NOTAM given (in addition to local distance. The North Mark is used to ensure correct dissemination) distant dissemination beyond the area range/azimuth orientation during periods of of responsibility of the Flight Service Station. These CENRAP. NOTAMs will be stored and available until canceled. NORTH PACIFIC− An organized route system c. FDC NOTAM− A NOTAM regulatory in between the Alaskan west coast and Japan. nature, transmitted by USNOF and given system NOT STANDARD− Varying from what is expected wide dissemination. or published. For use in NOTAMs only. (See ICAO term NOTAM.) NOT STD- NOTICES TO AIRMEN PUBLICATION− A (See NOT STANDARD.) publication issued every 28 days, designed primarily for the pilot, which contains NOTAMs, graphic NOTAM− notices, and other information considered essential to (See NOTICE TO AIRMEN.) the safety of flight as well as supplemental data to NOTAM [ICAO]− A notice containing information other aeronautical publications. The contraction concerning the establishment, condition or change in NTAP is used in NOTAM text. any aeronautical facility, service, procedure or (See NOTICE TO AIRMEN.) hazard, the timely knowledge of which is essential to NRR− personnel concerned with flight operations. (See NON−RESTRICTIVE ROUTING.) a. I Distribution− Distribution by means of telecommunication. NRS− (See NAVIGATION REFERENCE SYSTEM.) b. II Distribution− Distribution by means other than telecommunications. NTAP− (See NOTICES TO AIRMEN PUBLICATION.) NOTICE TO AIRMEN (NOTAM)− A notice containing information (not known sufficiently in NUMEROUS TARGETS VICINITY (LOCA- advance to publicize by other means) concerning the TION)− A traffic advisory issued by ATC to advise establishment, condition, or change in any pilots that targets on the radar scope are too numerous component (facility, service, or procedure of, or to issue individually. hazard in the National Airspace System) the timely (See TRAFFIC ADVISORIES.)

PCG N−4 8/15/19 Pilot/Controller Glossary O

OBSTACLE− An existing object, object of natural (b) 180 feet, plus the wingspan of the most growth, or terrain at a fixed geographical location or demanding airplane, plus 20 feet per 1,000 feet of which may be expected at a fixed location within a airport elevation. prescribed area with reference to which vertical 2. For runways serving only small airplanes: clearance is or must be provided during flight (a) 300 feet for precision instrument run- operation. ways. OBSTACLE DEPARTURE PROCEDURE (ODP)− (b) 250 feet for other runways serving small A preplanned instrument flight rule (IFR) departure airplanes with approach speeds of 50 knots, or more. procedure printed for pilot use in textual or graphic (c) 120 feet for other runways serving small form to provide obstruction clearance via the least airplanes with approach speeds of less than 50 knots. onerous route from the terminal area to the b. Inner-approach OFZ. The inner-approach OFZ appropriate en route structure. ODPs are recom- is a defined volume of airspace centered on the mended for obstruction clearance and may be flown approach area. The inner-approach OFZ applies only without ATC clearance unless an alternate departure to runways with an approach lighting system. The procedure (SID or radar vector) has been specifically inner-approach OFZ begins 200 feet from the runway assigned by ATC. threshold at the same elevation as the runway (See IFR TAKEOFF MINIMUMS AND threshold and extends 200 feet beyond the last light DEPARTURE PROCEDURES.) unit in the approach lighting system. The width of the (See STANDARD INSTRUMENT inner-approach OFZ is the same as the runway OFZ DEPARTURES.) and rises at a slope of 50 (horizontal) to 1 (vertical) (Refer to AIM.) from the beginning. c. Inner-transitional OFZ. The inner transitional OBSTACLE FREE ZONE− The OFZ is a surface OFZ is a defined volume of airspace along the three−dimensional volume of airspace which protects sides of the runway and inner-approach OFZ and for the transition of aircraft to and from the runway. applies only to precision instrument runways. The The OFZ clearing standard precludes taxiing and inner-transitional surface OFZ slopes 3 (horizontal) parked airplanes and object penetrations, except for to 1 (vertical) out from the edges of the runway OFZ frangible NAVAID locations that are fixed by and inner-approach OFZ to a height of 150 feet above function. Additionally, vehicles, equipment, and the established airport elevation. personnel may be authorized by air traffic control to (Refer to AC 150/5300-13, Chapter 3.) enter the area using the provisions of FAA Order (Refer to FAA Order JO 7110.65, Para 3−1−5, JO 7110.65, Paragraph 3−1−5, Vehicles/Equipment/ Vehicles/Equipment/Personnel Near/On Personnal Near/On Runways. The runway OFZ and Runways.) when applicable, the inner-approach OFZ, and the OBSTRUCTION− Any object/obstacle exceeding inner-transitional OFZ, comprise the OFZ. the obstruction standards specified by 14 CFR a. Runway OFZ. The runway OFZ is a defined Part 77, Subpart C. volume of airspace centered above the runway. The OBSTRUCTION LIGHT− A light or one of a group runway OFZ is the airspace above a surface whose of lights, usually red or white, frequently mounted on elevation at any point is the same as the elevation of a surface structure or natural terrain to warn pilots of the nearest point on the runway centerline. The the presence of an obstruction. runway OFZ extends 200 feet beyond each end of the runway. The width is as follows: OCEANIC AIRSPACE− Airspace over the oceans of the world, considered international airspace, where 1. For runways serving large airplanes, the oceanic separation and procedures per the Interna- greater of: tional Civil Aviation Organization are applied. (a) 400 feet, or Responsibility for the provisions of air traffic control

PCG O−1 Pilot/Controller Glossary 8/15/19

service in this airspace is delegated to various b. Used by ATC to advise a pilot making a radar countries, based generally upon geographic proxim- approach that his/her aircraft is lined up on the final ity and the availability of the required resources. approach course. (See ON-COURSE INDICATION.) OCEANIC ERROR REPORT− A report filed when ATC observes an Oceanic Error as defined by FAA ON-COURSE INDICATION− An indication on an Order 7110.82, Reporting Oceanic Errors. instrument, which provides the pilot a visual means of determining that the aircraft is located on the OCEANIC PUBLISHED ROUTE− A route estab- centerline of a given navigational track, or an lished in international airspace and charted or indication on a radar scope that an aircraft is on a described in flight information publications, such as given track. Route Charts, DOD En route Charts, Chart Supplements, NOTAMs, and Track Messages. ONE-MINUTE WEATHER− The most recent one minute updated weather broadcast received by a pilot OCEANIC TRANSITION ROUTE− An ATS route from an uncontrolled airport ASOS/AWOS. established for the purpose of transitioning aircraft ONER− to/from an organized track system. (See OCEANIC NAVIGATIONAL ERROR ODP− REPORT.) (See OBSTACLE DEPARTURE PROCEDURE.) OPERATIONAL− OFF COURSE− A term used to describe a situation (See DUE REGARD.) where an aircraft has reported a position fix or is OPERATIONS SPECIFICATIONS [ICAO]− The observed on radar at a point not on the ATC-approved authorizations, conditions and limitations associated route of flight. with the air operator certificate and subject to the conditions in the operations manual. OFF-ROUTE VECTOR− A vector by ATC which takes an aircraft off a previously assigned route. OPPOSITE DIRECTION AIRCRAFT− Aircraft are Altitudes assigned by ATC during such vectors operating in opposite directions when: provide required obstacle clearance. a. They are following the same track in reciprocal directions; or OFFSET PARALLEL RUNWAYS− Staggered runways having centerlines which are parallel. b. Their tracks are parallel and the aircraft are flying in reciprocal directions; or OFFSHORE/CONTROL AIRSPACE AREA− That c. Their tracks intersect at an angle of more than portion of airspace between the U.S. 12 NM limit and 135_. the oceanic CTA/FIR boundary within which air traffic control is exercised. These areas are OPTION APPROACH− An approach requested and established to provide air traffic control services. conducted by a pilot which will result in either a Offshore/Control Airspace Areas may be classified touch-and-go, missed approach, low approach, as either Class A airspace or Class E airspace. stop-and-go, or full stop landing. Pilots should advise ATC if they decide to remain on the runway, of any OFT− delay in their stop and go, delay clearing the runway, (See OUTER FIX TIME.) or are unable to comply with the instruction(s). (See CLEARED FOR THE OPTION.) OM− (Refer to AIM.) (See OUTER MARKER.) ORGANIZED TRACK SYSTEM− A series of ATS ON COURSE− routes which are fixed and charted; i.e., CEP, a. Used to indicate that an aircraft is established on NOPAC, or flexible and described by NOTAM; i.e., the route centerline. NAT TRACK MESSAGE.

PCG O−2 1/30/208/15/19 Pilot/Controller Glossary

OFF−ROUTE OBSTRUCTION CLEARANCE AL- OR TITUDE (OROCA)− An off-route altitude which OUTER FIX− An adapted fix along the converted provides obstruction clearance with a 1,000 foot route of flight, prior to the meter fix, for which buffer in non−mountainous terrain areas and a 2,000 crossing times are calculated and displayed in the foot buffer in designated mountainous areas within metering position list. the United States. This altitude may not provide signal coverage from ground-based navigational OUTER FIX ARC− A semicircle, usually about a aids, air traffic control radar, or communications 50−70 mile radius from a meter fix, usually in high coverage. altitude, which is used by CTAS/ERAM to calculate outer fix times and determine appropriate sector OTR− meter list assignments for aircraft on an established (See OCEANIC TRANSITION ROUTE.) arrival route that will traverse the arc. OTS− OUTER FIX TIME− A calculated time to depart the (See ORGANIZED TRACK SYSTEM.) outer fix in order to cross the vertex at the ACLT. The OUT− The conversation is ended and no response is time reflects descent speed adjustments and any expected. applicable delay time that must be absorbed prior to crossing the meter fix. OUT OF SERVICE/UNSERVICEABLE (U/S)− OUTER MARKER− A marker beacon at or near the When a piece of equipment, a NAVAID, a facility or glideslope intercept altitude of an ILS approach. It is a service is not operational, certified (if required) and keyed to transmit two dashes per second on a 400 Hz immediately “available” for Air Traffic or public use. tone, which is received aurally and visually by OUTER AREA (associated with Class C airspace)− compatible airborne equipment. The OM is normally Non−regulatory airspace surrounding designated located four to seven miles from the runway threshold Class C airspace airports wherein ATC provides radar on the extended centerline of the runway. vectoring and sequencing on a full-time basis for all (See INSTRUMENT LANDING SYSTEM.) IFR and participating VFR aircraft. The service (See MARKER BEACON.) provided in the outer area is called Class C service (Refer to AIM.) which includes: IFR/IFR−IFR separation; IFR/ OVER− My transmission is ended; I expect a VFR−traffic advisories and conflict resolution; and response. VFR/VFR−traffic advisories and, as appropriate, safety alerts. The normal radius will be 20 nautical OVERHEAD MANEUVER− A series of predeter- miles with some variations based on site-specific mined maneuvers prescribed for aircraft (often in requirements. The outer area extends outward from formation) for entry into the visual flight rules (VFR) the primary Class C airspace airport and extends from traffic pattern and to proceed to a landing. An the lower limits of radar/radio coverage up to the overhead maneuver is not an instrument flight rules ceiling of the approach control’s delegated airspace (IFR) approach procedure. An aircraft executing an excluding the Class C charted area and other airspace overhead maneuver is considered VFR and the IFR as appropriate. flight plan is canceled when the aircraft reaches the (See CONFLICT RESOLUTION.) “initial point” on the initial approach portion of the (See CONTROLLED AIRSPACE.) maneuver. The pattern usually specifies the following: OUTER COMPASS LOCATOR− a. The radio contact required of the pilot. (See COMPASS LOCATOR.) b. The speed to be maintained. OUTER FIX− A general term used within ATC to c. An initial approach 3 to 5 miles in length. describe fixes in the terminal area, other than the final d. An elliptical pattern consisting of two 180 approach fix. Aircraft are normally cleared to these degree turns. fixes by an Air Route Traffic Control Center or an Approach Control Facility. Aircraft are normally e. A break point at which the first 180 degree turn cleared from these fixes to the final approach fix or is started. final approach course. f. The direction of turns.

PCG O−3 Pilot/Controller Glossary 8/15/19

g. Altitude (at least 500 feet above the convention- OVERLYING CENTER− The ARTCC facility that al pattern). is responsible for arrival/departure operations at a h. A “Roll-out” on final approach not less than 1/4 specific terminal. mile from the landing threshold and not less than 300 feet above the ground.

PCG O−4 8/15/19 Pilot/Controller Glossary P

P TIME− PERFORMANCE−BASED NAVIGATION (PBN) (See PROPOSED DEPARTURE TIME.) [ICAO]− Area navigation based on performance requirements for aircraft operating along an ATS P-ACP− route, on an instrument approach procedure or in a (See PREARRANGED COORDINATION designated airspace. PROCEDURES.) Note: Performance requirements are expressed in PAN-PAN− The international radio-telephony urgen- navigation specifications (RNAV specification, cy signal. When repeated three times, indicates RNP specification) in terms of accuracy, integrity, uncertainty or alert followed by the nature of the continuity, availability, and functionality needed for urgency. the proposed operation in the context of a particular airspace concept. (See MAYDAY.) (Refer to AIM.) PERMANENT ECHO− Radar signals reflected from fixed objects on the earth’s surface; e.g., buildings, PAR− towers, terrain. Permanent echoes are distinguished (See PRECISION APPROACH RADAR.) from “ground clutter” by being definable locations PAR [ICAO]− rather than large areas. Under certain conditions they (See ICAO Term PRECISION APPROACH may be used to check radar alignment. RADAR.) PHOTO RECONNAISSANCE− Military activity PARALLEL ILS APPROACHES− Approaches to that requires locating individual photo targets and parallel runways by IFR aircraft which, when navigating to the targets at a preplanned angle and established inbound toward the airport on the altitude. The activity normally requires a lateral route adjacent final approach courses, are radar-separated width of 16 NM and altitude range of 1,500 feet to by at least 2 miles. 10,000 feet AGL. (See FINAL APPROACH COURSE.) PILOT BRIEFING− A service provided by the FSS (See SIMULTANEOUS ILS APPROACHES.) to assist pilots in flight planning. Briefing items may PARALLEL OFFSET ROUTE− A parallel track to include weather information, NOTAMS, military the left or right of the designated or established activities, flow control information, and other items airway/route. Normally associated with Area Navi- as requested. gation (RNAV) operations. (Refer to AIM.) (See AREA NAVIGATION.) PILOT IN COMMAND− The pilot responsible for PARALLEL RUNWAYS− Two or more runways at the operation and safety of an aircraft during flight the same airport whose centerlines are parallel. In time. addition to runway number, parallel runways are (Refer to 14 CFR Part 91.) designated as L (left) and R (right) or, if three parallel PILOT WEATHER REPORT− A report of meteoro- runways exist, L (left), C (center), and R (right). logical phenomena encountered by aircraft in flight. PBCT− (Refer to AIM.) (See PROPOSED BOUNDARY CROSSING PILOT’S DISCRETION− When used in conjunc- TIME.) tion with altitude assignments, means that ATC has PBN− offered the pilot the option of starting climb or (See ICAO Term PERFORMANCE−BASED descent whenever he/she wishes and conducting the NAVIGATION.) climb or descent at any rate he/she wishes. He/she may temporarily level off at any intermediate PDC− altitude. However, once he/she has vacated an (See PRE−DEPARTURE CLEARANCE.) altitude, he/she may not return to that altitude.

PCG P−1 Pilot/Controller Glossary 1/30/208/15/19

PIREP− PREARRANGED COORDINATION PROCE- (See PILOT WEATHER REPORT.) DURES− A facility’s standardized procedure that describes the process by which one controller shall PITCH POINT− A fix/waypoint that serves as a allow an aircraft to penetrate or transit another transition point from a departure procedure or the low controller’s airspace in a manner that assures altitude ground−based navigation structure into the approved separation without individual coordination high altitude waypoint system. for each aircraft. PLANS DISPLAY− A display available in EDST PRECIPITATION− Any or all forms of water that provides detailed flight plan and predicted particles (rain, sleet, hail, or snow) that fall from the conflict information in textual format for requested atmosphere and reach the surface. Current Plans and all Trial Plans. (See EN ROUTE DECISION SUPPORT TOOL) PRECIPITATION RADAR WEATHER DESCRIP- TIONS− Existing radar systems cannot detect POFZ− turbulence. However, there is a direct correlation (See PRECISION OBSTACLE FREE ZONE.) between the degree of turbulence and other weather POINT OUT− features associated with thunderstorms and the (See RADAR POINT OUT.) weather radar precipitation intensity. Controllers will issue (where capable) precipitation intensity as POINT−TO−POINT (PTP)− A level of NRR service observed by radar when using weather and radar for aircraft that is based on traditional waypoints in processor (WARP) or NAS ground−based digital their FMSs or RNAV equipage. radars with weather capabilities. When precipitation POLAR TRACK STRUCTURE− A system of intensity information is not available, the intensity organized routes between Iceland and Alaska which will be described as UNKNOWN. When intensity overlie Canadian MNPS Airspace. levels can be determined, they shall be described as: a. LIGHT (< 26 dBZ) POSITION REPORT− A report over a known location as transmitted by an aircraft to ATC. b. MODERATE (26 to 40 dBZ) (Refer to AIM.) c. HEAVY (> 40 to 50 dBZ) d. EXTREME (> 50 dBZ) POSITION SYMBOL− A computer-generated indication shown on a radar display to indicate the (Refer to AC 00−45, Aviation Weather Services.) mode of tracking. PRECISION APPROACH− POSITIVE CONTROL− The separation of all air (See PRECISION APPROACH PROCEDURE.) traffic within designated airspace by air traffic PRECISION APPROACH PROCEDURE− A control. standard instrument approach procedure in which an electronic glideslope or other type of glidepath is PRACTICE INSTRUMENT APPROACH− An provided; e.g., ILS, PAR, and GLS. instrument approach procedure conducted by a VFR or an IFR aircraft for the purpose of pilot training or (See INSTRUMENT LANDING SYSTEM.) proficiency demonstrations. (See PRECISION APPROACH RADAR.) PRECISION APPROACH RADAR− Radar equip- PRE−DEPARTURE CLEARANCE− An application ment in some ATC facilities operated by the FAA with the Terminal Data Link System (TDLS) that and/or the military services at joint-use civil/military provides clearance information to subscribers, locations and separate military installations to detect through a service provider, in text to the cockpit or and display azimuth, elevation, and range of aircraft gate printer. on the final approach course to a runway. This PREARRANGED COORDINATION− A standard- equipment may be used to monitor certain non−radar ized procedure which permits an air traffic controller approaches, but is primarily used to conduct a to enter the airspace assigned to another air traffic precision instrument approach (PAR) wherein the controller without verbal coordination. The proce- controller issues guidance instructions to the pilot dures are defined in a facility directive which ensures based on the aircraft’s position in relation to the final approved separation between aircraft. approach course (azimuth), the glidepath (elevation),

PCG P−2 1/30/208/15/19 Pilot/Controller Glossary

and the distance (range) from the touchdown point on aircraft’s heading at or below 1200’ AGL. Departing the runway as displayed on the radar scope. flights may receive a wind shear alert after they start Note: The abbreviation “PAR” is also used to the takeoff roll and may elect to abort the takeoff. denote preferential arrival routes in ARTCC Aircraft on approach receiving an alert may elect to computers. go around or perform a wind shear escape maneuver. (See GLIDEPATH.) PREFERENTIAL ROUTES− Preferential routes (See PAR.) (PDRs, PARs, and PDARs) are adapted in ARTCC (See PREFERENTIAL ROUTES.) computers to accomplish inter/intrafacility controller (See ICAO term PRECISION APPROACH coordination and to assure that flight data is posted at RADAR.) the proper control positions. Locations having a need (Refer to AIM.) for these specific inbound and outbound routes PRECISION APPROACH RADAR [ICAO]− Pri- normally publish such routes in local facility mary radar equipment used to determine the position bulletins, and their use by pilots minimizes flight of an aircraft during final approach, in terms of lateral plan route amendments. When the workload or traffic and vertical deviations relative to a nominal approach situation permits, controllers normally provide radar path, and in range relative to touchdown. vectors or assign requested routes to minimize circuitous routing. Preferential routes are usually Note: Precision approach radars are designed to enable pilots of aircraft to be given guidance by confined to one ARTCC’s area and are referred to by radio communication during the final stages of the the following names or acronyms: approach to land. a. Preferential Departure Route (PDR). A specific departure route from an airport or terminal area to an PRECISION OBSTACLE FREE ZONE (POFZ)− en route point where there is no further need for flow An 800 foot wide by 200 foot long area centered on control. It may be included in an Instrument the runway centerline adjacent to the threshold Departure Procedure (DP) or a Preferred IFR Route. designed to protect aircraft flying precision b. Preferential Arrival Route (PAR). A specific approaches from ground vehicles and other aircraft arrival route from an appropriate en route point to an when ceiling is less than 250 feet or visibility is less airport or terminal area. It may be included in a than 3/4 statute mile (or runway visual range below Standard Terminal Arrival (STAR) or a Preferred IFR 4,000 feet.) Route. The abbreviation “PAR” is used primarily PRECISION RUNWAY MONITOR (PRM) within the ARTCC and should not be confused with SYSTEM− Provides air traffic controllers the abbreviation for Precision Approach Radar. monitoring the NTZ during simultaneous close c. Preferential Departure and Arrival Route parallel PRM approaches with precision, high update (PDAR). A route between two terminals which are rate secondary surveillance data. The high update rate within or immediately adjacent to one ARTCC’s area. surveillance sensor component of the PRM system is PDARs are not synonymous with Preferred IFR only required for specific runway or approach course Routes but may be listed as such as they do separation. The high resolution color monitoring accomplish essentially the same purpose. display, Final Monitor Aid (FMA) of the PRM (See PREFERRED IFR ROUTES.) system, or other FMA with the same capability, PREFERRED IFR ROUTES− Routes established presents NTZ surveillance track data to controllers between busier airports to increase system efficiency along with detailed maps depicting approaches and and capacity. They normally extend through one or no transgression zone and is required for all more ARTCC areas and are designed to achieve simultaneous close parallel PRM NTZ monitoring balanced traffic flows among high density terminals. operations. IFR clearances are issued on the basis of these routes (Refer to AIM) except when severe weather avoidance procedures or PREDICTIVE WIND SHEAR ALERT SYSTEM other factors dictate otherwise. Preferred IFR Routes (PWS)− A self−contained system used on board some are listed in the Chart Supplement U.S. If a flight is aircraft to alert the flight crew to the presence of a planned to or from an area having such routes but the potential wind shear. PWS systems typically monitor departure or arrival point is not listed in the Chart 3 miles ahead and 25 degrees left and right of the Supplement U.S., pilots may use that part of a

PCG P−3 Pilot/Controller Glossary 1/30/208/15/19

Preferred IFR Route which is appropriate for the 3000 feet. Runway spacing can be as close as 750 departure or arrival point that is listed. Preferred IFR feet. Routes are correlated with DPs and STARs and may (Refer to AIM.) be defined by airways, jet routes, direct routes PROCEDURAL CONTROL [ICAO]– Term used to between NAVAIDs, Waypoints, NAVAID radials/ indicate that information derived from an ATS DME, or any combinations thereof. surveillance system is not required for the provision (See CENTER’S AREA.) of air traffic control service. (See INSTRUMENT DEPARTURE PROCEDURE.) PROCEDURAL SEPARATION [ICAO]– The separation used when providing procedural control. (See PREFERENTIAL ROUTES.) (See STANDARD TERMINAL ARRIVAL.) PROCEDURE TURN− The maneuver prescribed (Refer to CHART SUPPLEMENT U.S.) when it is necessary to reverse direction to establish an aircraft on the intermediate approach segment or (Refer to NOTICES TO AIRMEN PUBLICATION.) final approach course. The outbound course, PRE-FLIGHT PILOT BRIEFING− direction of turn, distance within which the turn must (See PILOT BRIEFING.) be completed, and minimum altitude are specified in the procedure. However, unless otherwise restricted, PREVAILING VISIBILITY− the point at which the turn may be commenced and (See VISIBILITY.) the type and rate of turn are left to the discretion of the pilot. PRIMARY RADAR TARGET− An analog or digital (See ICAO term PROCEDURE TURN.) target, exclusive of a secondary radar target, presented on a radar display. PROCEDURE TURN [ICAO]− A maneuver in which a turn is made away from a designated track PRM− followed by a turn in the opposite direction to permit (See AREA NAVIGATION (RNAV) GLOBAL the aircraft to intercept and proceed along the POSITIONING SYSTEM (GPS) PRECISION reciprocal of the designated track. RUNWAY MONITORING (PRM) APPROACH.) Note 1: Procedure turns are designated “left” or (See PRM APPROACH.) “right” according to the direction of the initial turn. (See PRECISION RUNWAY MONITOR Note 2:Procedure turns may be designated as SYSTEM.) being made either in level flight or while descending, according to the circumstances of PRM APPROACH− An instrument approach each individual approach procedure. procedure titled ILS PRM, RNAV PRM, LDA PRM, or GLS PRM conducted to parallel runways PROCEDURE TURN INBOUND− That point of a separated by less than 4,300 feet and at least 3,000 procedure turn maneuver where course reversal has feet where independent closely spaced approaches been completed and an aircraft is established inbound are permitted. Use of an enhanced display with on the intermediate approach segment or final alerting, a No Transgression Zone (NTZ), secondary approach course. A report of “procedure turn monitor frequency, pilot PRM training, and inbound” is normally used by ATC as a position publication of an Attention All Users Page are report for separation purposes. required for all PRM approaches. Depending on the (See FINAL APPROACH COURSE.) runway spacing, the approach courses may be parallel (See PROCEDURE TURN.) or one approach course must be offset. PRM (See SEGMENTS OF AN INSTRUMENT procedures are also used to conduct Simultaneous APPROACH PROCEDURE.) Offset Instrument Approach (SOIA) operations. In PROFILE DESCENT− An uninterrupted descent SOIA, one straight−in ILS PRM, RNAV PRM, GLS (except where level flight is required for speed PRM, and one offset LDA PRM, RNAV PRM or adjustment; e.g., 250 knots at 10,000 feet MSL) from GLS PRM approach are utilized. PRM procedures cruising altitude/level to interception of a glideslope are terminated and a visual segment begins at the or to a minimum altitude specified for the initial or offset approach missed approach point where the intermediate approach segment of a nonprecision minimum distance between the approach courses is instrument approach. The profile descent normally

PCG P−4 1/30/208/15/19 Pilot/Controller Glossary

terminates at the approach gate or where the to the adjacent center if the flight time along the glideslope or other appropriate minimum altitude is proposed route from the departure airport to the intercepted. center boundary is less than or equal to the value of PBCT or if airport adaptation specifies transmission PROGRESS REPORT− regardless of PBCT. (See POSITION REPORT.) PROPOSED DEPARTURE TIME− The time that the PROGRESSIVE TAXI− Precise taxi instructions aircraft expects to become airborne. given to a pilot unfamiliar with the airport or issued in stages as the aircraft proceeds along the taxi route. PROTECTED AIRSPACE− The airspace on either side of an oceanic route/track that is equal to one-half PROHIBITED AREA− the lateral separation minimum except where (See SPECIAL USE AIRSPACE.) reduction of protected airspace has been authorized. (See ICAO term PROHIBITED AREA.) PROTECTED SEGMENT- The protected segment is PROHIBITED AREA [ICAO]− An airspace of a segment on the amended TFM route that is to be defined dimensions, above the land areas or territorial inhibited from automatic adapted route alteration by waters of a State, within which the flight of aircraft ERAM. is prohibited. PT− PROMINENT OBSTACLE– An obstacle that meets (See PROCEDURE TURN.) one or more of the following conditions: a. An obstacle which stands out beyond the PTP− adjacent surface of surrounding terrain and immedi- (See POINT−TO−POINT.) ately projects a noticeable hazard to aircraft in flight. PTS− b. An obstacle, not characterized as low and close (See POLAR TRACK STRUCTURE.) in, whose height is no less than 300 feet above the PUBLISHED INSTRUMENT APPROACH departure end of takeoff runway (DER) elevation, is PROCEDURE VISUAL SEGMENT− A segment on within 10NM from the DER, and that penetrates that an IAP chart annotated as “Fly Visual to Airport” or airport/heliport’s diverse departure obstacle clear- “Fly Visual.” A dashed arrow will indicate the visual ance surface (OCS). flight path on the profile and plan view with an c. An obstacle beyond 10NM from an airport/heli- associated note on the approximate heading and port that requires an obstacle departure procedure distance. The visual segment should be flown as a (ODP) to ensure obstacle avoidance. dead reckoning course while maintaining visual (See OBSTACLE.) conditions. (See OBSTRUCTION.) PUBLISHED ROUTE− A route for which an IFR PROPELLER (PROP) WASH (PROP BLAST)− The altitude has been established and published; e.g., disturbed mass of air generated by the motion of a Federal Airways, Jet Routes, Area Navigation propeller. Routes, Specified Direct Routes. PROPOSED BOUNDARY CROSSING TIME− PWS− Each center has a PBCT parameter for each internal (See PREDICTIVE WIND SHEAR ALERT airport. Proposed internal flight plans are transmitted SYSTEM.)

PCG P−5

8/15/19 Pilot/Controller Glossary Q

Q ROUTE− ‘Q’ is the designator assigned to as follows: NE quadrant 000-089, SE quadrant published RNAV routes used by the United States. 090-179, SW quadrant 180-269, NW quadrant 270-359. QFE− The atmospheric pressure at aerodrome elevation (or at runway threshold). QUEUING− QNE− The barometric pressure used for the standard altimeter setting (29.92 inches Hg.). (See STAGING/QUEUING.) QNH− The barometric pressure as reported by a QUICK LOOK− A feature of the EAS and ARTS particular station. which provides the controller the capability to QUADRANT− A quarter part of a circle, centered on display full data blocks of tracked aircraft from other a NAVAID, oriented clockwise from magnetic north control positions.

PCG Q−1

1/30/208/15/19 Pilot/Controller Glossary R

RADAR− A device that provides information on RADAR APPROACH− An instrument approach range, azimuth, and/or elevation of objects by procedure which utilizes Precision Approach Radar measuring the time interval between transmission (PAR) or Airport Surveillance Radar (ASR). and reception of directional radio pulses and (See AIRPORT SURVEILLANCE RADAR.) correlating the angular orientation of the radiated (See INSTRUMENT APPROACH antenna beam or beams in azimuth and/or elevation. PROCEDURE.) (See PRECISION APPROACH RADAR.) a. Primary Radar− A radar system in which a (See SURVEILLANCE APPROACH.) minute portion of a radio pulse transmitted from a site (See ICAO term RADAR APPROACH.) is reflected by an object and then received back at that (Refer to AIM.) site for processing and display at an air traffic control facility. RADAR APPROACH [ICAO]− An approach, executed by an aircraft, under the direction of a radar b. Secondary Radar/Radar Beacon (ATCRBS)− A controller. radar system in which the object to be detected is fitted with cooperative equipment in the form of a RADAR APPROACH CONTROL FACILITY− A radio receiver/transmitter (transponder). Radar terminal ATC facility that uses radar and nonradar pulses transmitted from the searching transmitter/re- capabilities to provide approach control services to ceiver (interrogator) site are received in the aircraft arriving, departing, or transiting airspace cooperative equipment and used to trigger a controlled by the facility. distinctive transmission from the transponder. This (See APPROACH CONTROL SERVICE.) reply transmission, rather than a reflected signal, is a. Provides radar ATC services to aircraft then received back at the transmitter/receiver site for operating in the vicinity of one or more civil and/or processing and display at an air traffic control facility. military airports in a terminal area. The facility may (See COOPERATIVE SURVEILLANCE.) provide services of a ground controlled approach (See INTERROGATOR.) (GCA); i.e., ASR and PAR approaches. A radar (See NON−COOPERATIVE SURVEILLANCE.) approach control facility may be operated by FAA, USAF, US Army, USN, USMC, or jointly by FAA (See TRANSPONDER.) and a military service. Specific facility nomencla- (See ICAO term RADAR.) tures are used for administrative purposes only and (Refer to AIM.) are related to the physical location of the facility and the operating service generally as follows: RADAR [ICAO]− A radio detection device which provides information on range, azimuth and/or 1. Army Radar Approach Control (ARAC) elevation of objects. (US Army). 2. Radar Air Traffic Control Facility (RATCF) a. Primary Radar− Radar system which uses (USN/FAA and USMC/FAA). reflected radio signals. 3. Radar Approach Control (RAPCON) b. Secondary Radar− Radar system wherein a (USAF/FAA, USN/FAA, and USMC/FAA). radio signal transmitted from a radar station initiates 4. Terminal Radar Approach Control the transmission of a radio signal from another (TRACON) (FAA). station. 5. Air Traffic Control Tower (ATCT) (FAA). RADAR ADVISORY− The provision of advice and (Only those towers delegated approach control information based on radar observations. authority.) (See ADVISORY SERVICE.) RADAR ARRIVAL− An aircraft arriving at an airport served by a radar facility and in radar contact RADAR ALTIMETER− with the facility. (See RADIO ALTIMETER.) (See NONRADAR.)

PCG R−1 Pilot/Controller Glossary 8/15/19

RADAR BEACON− RADAR FLIGHT FOLLOWING− The observation (See RADAR.) of the progress of radar−identified aircraft, whose primary navigation is being provided by the pilot, RADAR CLUTTER [ICAO]− The visual indication wherein the controller retains and correlates the on a radar display of unwanted signals. aircraft identity with the appropriate target or target RADAR CONTACT− symbol displayed on the radar scope. (See RADAR CONTACT.) a. Used by ATC to inform an aircraft that it is (See RADAR SERVICE.) identified using an approved ATC surveillance (Refer to AIM.) source on an air traffic controller’s display and that radar flight following will be provided until radar RADAR IDENTIFICATION− The process of service is terminated. Radar service may also be ascertaining that an observed radar target is the radar provided within the limits of necessity and capability. return from a particular aircraft. When a pilot is informed of “radar contact,” he/she (See RADAR CONTACT.) automatically discontinues reporting over compuls- (See RADAR SERVICE.) ory reporting points. RADAR IDENTIFIED AIRCRAFT− An aircraft, the (See ATC SURVEILLANCE SOURCE.) position of which has been correlated with an (See RADAR CONTACT LOST.) observed target or symbol on the radar display. (See RADAR FLIGHT FOLLOWING.) (See RADAR CONTACT.) (See RADAR SERVICE.) (See RADAR CONTACT LOST.) (See RADAR SERVICE TERMINATED.) RADAR MONITORING− (Refer to AIM.) (See RADAR SERVICE.) b. The term used to inform the controller that the RADAR NAVIGATIONAL GUIDANCE− aircraft is identified and approval is granted for the (See RADAR SERVICE.) aircraft to enter the receiving controllers airspace. RADAR POINT OUT− An action taken by a (See ICAO term RADAR CONTACT.) controller to transfer the radar identification of an aircraft to another controller if the aircraft will or may RADAR CONTACT [ICAO]− The situation which enter the airspace or protected airspace of another exists when the radar blip or radar position symbol of controller and radio communications will not be a particular aircraft is seen and identified on a radar transferred. display. RADAR REQUIRED− A term displayed on charts RADAR CONTACT LOST− Used by ATC to inform and approach plates and included in FDC NOTAMs a pilot that the surveillance data used to determine the to alert pilots that segments of either an instrument aircraft’s position is no longer being received, or is no approach procedure or a route are not navigable longer reliable and radar service is no longer being because of either the absence or unusability of a provided. The loss may be attributed to several NAVAID. The pilot can expect to be provided radar factors including the aircraft merging with weather or navigational guidance while transiting segments ground clutter, the aircraft operating below radar line labeled with this term. of sight coverage, the aircraft entering an area of poor (See RADAR ROUTE.) radar return, failure of the aircraft’s equipment, or (See RADAR SERVICE.) failure of the surveillance equipment. RADAR ROUTE− A flight path or route over which (See CLUTTER.) an aircraft is vectored. Navigational guidance and (See RADAR CONTACT.) altitude assignments are provided by ATC. RADAR ENVIRONMENT− An area in which radar (See FLIGHT PATH.) service may be provided. (See ROUTE.) (See ADDITIONAL SERVICES.) RADAR SEPARATION− (See RADAR CONTACT.) (See RADAR SERVICE.) (See RADAR SERVICE.) RADAR SERVICE− A term which encompasses one (See TRAFFIC ADVISORIES.) or more of the following services based on the use of

PCG R−2 8/15/19 Pilot/Controller Glossary

radar which can be provided by a controller to a pilot RADAR SURVEILLANCE− The radar observation of a radar identified aircraft. of a given geographical area for the purpose of a. Radar Monitoring− The radar flight-following performing some radar function. of aircraft, whose primary navigation is being RADAR TRAFFIC ADVISORIES− Advisories performed by the pilot, to observe and note deviations issued to alert pilots to known or observed radar from its authorized flight path, airway, or route. traffic which may affect the intended route of flight When being applied specifically to radar monitoring of their aircraft. of instrument approaches; i.e., with precision (See TRAFFIC ADVISORIES.) approach radar (PAR) or radar monitoring of RADAR TRAFFIC INFORMATION SERVICE− simultaneous ILS,RNAV and GLS approaches, it (See TRAFFIC ADVISORIES.) includes advice and instructions whenever an aircraft nears or exceeds the prescribed PAR safety limit or RADAR VECTORING [ICAO]− Provision of simultaneous ILS RNAV and GLS no transgression navigational guidance to aircraft in the form of zone. specific headings, based on the use of radar. (See ADDITIONAL SERVICES.) RADIAL− A magnetic bearing extending from a (See TRAFFIC ADVISORIES.) VOR/VORTAC/TACAN navigation facility. b. Radar Navigational Guidance− Vectoring RADIO− aircraft to provide course guidance. a. A device used for communication. c. Radar Separation− Radar spacing of aircraft in b. Used to refer to a flight service station; e.g., accordance with established minima. “Seattle Radio” is used to call Seattle FSS. (See ICAO term RADAR SERVICE.) RADIO ALTIMETER− Aircraft equipment which RADAR SERVICE [ICAO]− Term used to indicate makes use of the reflection of radio waves from the a service provided directly by means of radar. ground to determine the height of the aircraft above a. Monitoring− The use of radar for the purpose of the surface. providing aircraft with information and advice RADIO BEACON− relative to significant deviations from nominal flight (See NONDIRECTIONAL BEACON.) path. RADIO DETECTION AND RANGING− b. Separation− The separation used when aircraft (See RADAR.) position information is derived from radar sources. RADIO MAGNETIC INDICATOR− An aircraft RADAR SERVICE TERMINATED− Used by ATC navigational instrument coupled with a gyro compass to inform a pilot that he/she will no longer be or similar compass that indicates the direction of a provided any of the services that could be received selected NAVAID and indicates bearing with respect while in radar contact. Radar service is automatically to the heading of the aircraft. terminated, and the pilot is not advised in the following cases: RAIS− (See REMOTE AIRPORT INFORMATION a. An aircraft cancels its IFR flight plan, except SERVICE.) within Class B airspace, Class C airspace, a TRSA, or where Basic Radar service is provided. RAMP− (See APRON.) b. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to RANDOM ALTITUDE− An altitude inappropriate change to advisory frequency. for direction of flight and/or not in accordance with FAA Order JO 7110.65, Paragraph 4−5−1, VER- c. An arriving VFR aircraft, receiving radar TICAL SEPARATION MINIMA. service to a tower-controlled airport within Class B airspace, Class C airspace, a TRSA, or where RANDOM ROUTE− Any route not established or sequencing service is provided, has landed; or to all charted/published or not otherwise available to all other airports, is instructed to change to tower or users. advisory frequency. RC− d. An aircraft completes a radar approach. (See ROAD RECONNAISSANCE.)

PCG R−3 Pilot/Controller Glossary 1/30/208/15/19

RCAG− RELEASE TIME [ICAO]− Time prior to which an (See REMOTE COMMUNICATIONS aircraft should be given further clearance or prior to AIR/GROUND FACILITY.) which it should not proceed in case of radio failure. RCC− REMOTE AIRPORT INFORMATION SERVICE (See RESCUE COORDINATION CENTER.) (RAIS)− A temporary service provided by facilities, which are not located on the landing airport, but have RCO− communication capability and automated weather (See REMOTE COMMUNICATIONS OUTLET.) reporting available to the pilot at the landing airport. RCR− REMOTE COMMUNICATIONS AIR/GROUND (See RUNWAY CONDITION READING.) FACILITY− An unmanned VHF/UHF transmitter/ receiver facility which is used to expand ARTCC READ BACK− Repeat my message back to me. air/ground communications coverage and to facilitate direct contact between pilots and controllers. RCAG RECEIVER AUTONOMOUS INTEGRITY MON- facilities are sometimes not equipped with emergen- ITORING (RAIM)− A technique whereby a civil cy frequencies 121.5 MHz and 243.0 MHz. GNSS receiver/processor determines the integrity of (Refer to AIM.) the GNSS navigation signals without reference to sensors or non-DoD integrity systems other than the REMOTE COMMUNICATIONS OUTLET receiver itself. This determination is achieved by a (RCO)− An unmanned communications facility consistency check among redundant pseudorange remotely controlled by air traffic personnel. RCOs measurements. serve FSSs. Remote Transmitter/Receivers (RTR) serve terminal ATC facilities. An RCO or RTR may RECEIVING CONTROLLER− A controller/facility be UHF or VHF and will extend the communication receiving control of an aircraft from another range of the air traffic facility. There are several controller/facility. classes of RCOs and RTRs. The class is determined by the number of transmitters or receivers. Classes A RECEIVING FACILITY− through G are used primarily for air/ground purposes. (See RECEIVING CONTROLLER.) RCO and RTR class O facilities are nonprotected RECONFORMANCE− The automated process of outlets subject to undetected and prolonged outages. bringing an aircraft’s Current Plan Trajectory into RCO (O’s) and RTR (O’s) were established for the conformance with its track. express purpose of providing ground-to-ground communications between air traffic control special- REDUCE SPEED TO (SPEED)− ists and pilots located at a satellite airport for (See SPEED ADJUSTMENT.) delivering en route clearances, issuing departure authorizations, and acknowledging instrument flight REFINED HAZARD AREA (RHA)− Used by ATC. rules cancellations or departure/landing times. As a Airspace that is defined and distributed after a failure secondary function, they may be used for advisory of a launch or reentry operation to provide a more purposes whenever the aircraft is below the coverage concise depiction of the hazard location than a of the primary air/ground frequency. Contingency Hazard Area. (See AIRCRAFT HAZARD AREA.) REMOTE TRANSMITTER/RECEIVER (RTR)− (See CONTINGENCY HAZARD AREA.) (See REMOTE COMMUNICATIONS OUTLET.) (See TRANSITIONAL HAZARD AREA.) REPORT− Used to instruct pilots to advise ATC of specified information; e.g., “Report passing Hamil- REIL− ton VOR.” (See RUNWAY END IDENTIFIER LIGHTS.) REPORTING POINT− A geographical location in RELEASE TIME− A departure time restriction relation to which the position of an aircraft is issued to a pilot by ATC (either directly or through an reported. authorized relay) when necessary to separate a (See COMPULSORY REPORTING POINTS.) departing aircraft from other traffic. (See ICAO term REPORTING POINT.) (See ICAO term RELEASE TIME.) (Refer to AIM.)

PCG R−4 1/30/208/15/19 Pilot/Controller Glossary

REPORTING POINT [ICAO]− A specified geo- RESCUE COORDINATION CENTER (RCC)− A graphical location in relation to which the position of search and rescue (SAR) facility equipped and an aircraft can be reported. manned to coordinate and control SAR operations in an area designated by the SAR plan. The U.S. Coast REQUEST FULL ROUTE CLEARANCE− Used Guard and the U.S. Air Force have responsibility for by pilots to request that the entire route of flight be the operation of RCCs. read verbatim in an ATC clearance. Such request (See ICAO term RESCUE CO-ORDINATION should be made to preclude receiving an ATC CENTRE.) clearance based on the original filed flight plan when a filed IFR flight plan has been revised by the pilot, RESCUE CO-ORDINATION CENTRE [ICAO]− A company, or operations prior to departure. unit responsible for promoting efficient organization of search and rescue service and for coordinating the REQUIRED NAVIGATION PERFORMANCE conduct of search and rescue operations within a (RNP)– A statement of the navigational performance search and rescue region. necessary for operation within a defined airspace. RESOLUTION ADVISORY− A display indication The following terms are commonly associated with given to the pilot by the Traffic alert and Collision RNP: Avoidance System (TCAS II) recommending a a. Required Navigation Performance Level or maneuver to increase vertical separation relative to an Type (RNP-X). A value, in nautical miles (NM), from intruding aircraft. Positive, negative, and vertical the intended horizontal position within which an speed limit (VSL) advisories constitute the resolution aircraft would be at least 95-percent of the total flying advisories. A resolution advisory is also classified as time. corrective or preventive. b. Advanced − Required Navigation Performance RESTRICTED AREA− (A−RNP). A navigation specification based on RNP (See SPECIAL USE AIRSPACE.) that requires advanced functions such as scalable (See ICAO term RESTRICTED AREA.) RNP, radius−to−fix (RF) legs, and tactical parallel RESTRICTED AREA [ICAO]− An airspace of offsets. This sophisticated Navigation Specification defined dimensions, above the land areas or territorial (NavSpec) is designated by the abbreviation waters of a State, within which the flight of aircraft “A−RNP”. is restricted in accordance with certain specified c. Required Navigation Performance (RNP) conditions. Airspace. A generic term designating airspace, RESUME NORMAL SPEED− Used by ATC to route(s), leg(s), operation(s), or procedure(s) where advise a pilot to resume an aircraft’s normal operating minimum required navigational performance (RNP) speed. It is issued to terminate a speed adjustment have been established. where no published speed restrictions apply. It does d. Actual Navigation Performance (ANP). A not delete speed restrictions in published procedures measure of the current estimated navigational of upcoming segments of flight. This does not relieve performance. Also referred to as Estimated Position the pilot of those speed restrictions that are applicable Error (EPE). to 14 CFR Section 91.117. e. Estimated Position Error (EPE). A measure of RESUME OWN NAVIGATION− Used by ATC to the current estimated navigational performance. Also advise a pilot to resume his/her own navigational referred to as Actual Navigation Performance (ANP). responsibility. It is issued after completion of a radar f. Lateral Navigation (LNAV). A function of area vector or when radar contact is lost while the aircraft navigation (RNAV) equipment which calculates, is being radar vectored. displays, and provides lateral guidance to a profile or (See RADAR CONTACT LOST.) path. (See RADAR SERVICE TERMINATED.) g. Vertical Navigation (VNAV). A function of area RESUME PUBLISHED SPEED− Used by ATC to navigation (RNAV) equipment which calculates, advise a pilot to resume published speed restrictions displays, and provides vertical guidance to a profile that are applicable to a SID, STAR, or other or path. instrument procedure. It is issued to terminate a speed

PCG R−5 Pilot/Controller Glossary 1/30/208/15/19

adjustment where speed restrictions are published on ROUTE ACTION NOTIFICATION− EDST notifi- a charted procedure. cation that a PAR/PDR/PDAR has been applied to the flight plan. RHA− (See ATC PREFERRED ROUTE (See REFINED HAZARD AREA.) NOTIFICATION.) (See EN ROUTE DECISION SUPPORT TOOL.) RMI− ROUTE SEGMENT− As used in Air Traffic Control, (See RADIO MAGNETIC INDICATOR.) a part of a route that can be defined by two navigational fixes, two NAVAIDs, or a fix and a RNAV− NAVAID. (See AREA NAVIGATION (RNAV).) (See FIX.) (See ROUTE.) RNAV APPROACH− An instrument approach (See ICAO term ROUTE SEGMENT.) procedure which relies on aircraft area navigation equipment for navigational guidance. ROUTE SEGMENT [ICAO]− A portion of a route to (See AREA NAVIGATION (RNAV).) be flown, as defined by two consecutive significant points specified in a flight plan. (See INSTRUMENT APPROACH PROCEDURE.) RSA− (See RUNWAY SAFETY AREA.) ROAD RECONNAISSANCE (RC)− Military activ- RTR− ity requiring navigation along roads, railroads, and (See REMOTE TRANSMITTER/RECEIVER.) rivers. Reconnaissance route/route segments are seldom along a straight line and normally require a RUNWAY− A defined rectangular area on a land lateral route width of 10 NM to 30 NM and an altitude airport prepared for the landing and takeoff run of range of 500 feet to 10,000 feet AGL. aircraft along its length. Runways are normally numbered in relation to their magnetic direction ROGER− I have received all of your last rounded off to the nearest 10 degrees; e.g., Runway transmission. It should not be used to answer a 1, Runway 25. question requiring a yes or a no answer. (See PARALLEL RUNWAYS.) (See AFFIRMATIVE.) (See ICAO term RUNWAY.) (See NEGATIVE.) RUNWAY [ICAO]− A defined rectangular area on a land aerodrome prepared for the landing and takeoff ROLLOUT RVR− of aircraft. (See VISIBILITY.) RUNWAY CENTERLINE LIGHTING− (See AIRPORT LIGHTING.) ROTOR WASH− A phenomenon resulting from the vertical down wash of air generated by the main RUNWAY CONDITION CODES (RwyCC)− Nu- rotor(s) of a helicopter. merical readings, provided by airport operators, that indicate runway surface contamination (for example, ROUND−ROBIN FLIGHT PLAN− A single flight slush, ice, rain, etc.). These values range from “1” plan filed from the departure airport to an (poor) to “6” (dry) and must be included on the ATIS intermediary destination(s) and then returning to the when the reportable condition is less than 6 in any one original departure airport. or more of the three runway zones (touchdown, midpoint, rollout). ROUTE− A defined path, consisting of one or more RUNWAY CONDITION READING− Numerical courses in a horizontal plane, which aircraft traverse decelerometer readings relayed by air traffic over the surface of the earth. controllers at USAF and certain civil bases for use by (See AIRWAY.) the pilot in determining runway braking action. (See JET ROUTE.) These readings are routinely relayed only to USAF (See PUBLISHED ROUTE.) and Air National Guard Aircraft. (See UNPUBLISHED ROUTE.) (See BRAKING ACTION.)

PCG R−6 1/30/208/15/19 Pilot/Controller Glossary

RUNWAY CONDITION REPORT (RwyCR)− A shoulders, centered on the extended runway data collection worksheet used by airport operators centerline. that correlates the runway percentage of coverage along with the depth and type of contaminant for the RUNWAY PROFILE DESCENT− An instrument purpose of creating a FICON NOTAM. flight rules (IFR) air traffic control arrival procedure to a runway published for pilot use in graphic and/or (See RUNWAY CONDITION CODES.) textual form and may be associated with a STAR. RUNWAY END IDENTIFIER LIGHTS (REIL)− Runway Profile Descents provide routing and may (See AIRPORT LIGHTING.) depict crossing altitudes, speed restrictions, and headings to be flown from the en route structure to the RUNWAY ENTRANCE LIGHTS (REL)−An array point where the pilot will receive clearance for and of red lights which include the first light at the hold execute an instrument approach procedure. A line followed by a series of evenly spaced lights to the Runway Profile Descent may apply to more than one runway edge aligned with the taxiway centerline, and runway if so stated on the chart. one additional light at the runway centerline in line (Refer to AIM.) with the last two lights before the runway edge. RUNWAY SAFETY AREA− A defined surface RUNWAY GRADIENT− The average slope, mea- surrounding the runway prepared, or suitable, for sured in percent, between two ends or points on a reducing the risk of damage to airplanes in the event runway. Runway gradient is depicted on Government of an undershoot, overshoot, or excursion from the aerodrome sketches when total runway gradient runway. The dimensions of the RSA vary and can be exceeds 0.3%. determined by using the criteria contained within AC 150/5300-13, Airport Design, Chapter 3. RUNWAY HEADING− The magnetic direction that Figure 3−1 in AC 150/5300-13 depicts the RSA. The corresponds with the runway centerline extended, not design standards dictate that the RSA shall be: the painted runway number. When cleared to “fly or a. Cleared, graded, and have no potentially maintain runway heading,” pilots are expected to fly hazardous ruts, humps, depressions, or other surface or maintain the heading that corresponds with the variations; extended centerline of the departure runway. Drift correction shall not be applied; e.g., Runway 4, actual b. Drained by grading or storm sewers to prevent magnetic heading of the runway centerline 044, fly water accumulation; 044. c. Capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and RUNWAY IN USE/ACTIVE RUNWAY/DUTY firefighting equipment, and the occasional passage of RUNWAY− Any runway or runways currently being aircraft without causing structural damage to the used for takeoff or landing. When multiple runways aircraft; and, are used, they are all considered active runways. In the metering sense, a selectable adapted item which d. Free of objects, except for objects that need to specifies the landing runway configuration or be located in the runway safety area because of their direction of traffic flow. The adapted optimum flight function. These objects shall be constructed on low plan from each transition fix to the vertex is impact resistant supports (frangible mounted struc- determined by the runway configuration for arrival tures) to the lowest practical height with the frangible metering processing purposes. point no higher than 3 inches above grade. (Refer to AC 150/5300-13, Airport Design, RUNWAY LIGHTS− Chapter 3.) (See AIRPORT LIGHTING.) RUNWAY STATUS LIGHTS (RWSL) SYSTEM− RUNWAY MARKINGS− The RWSL is a system of runway and taxiway (See AIRPORT MARKING AIDS.) lighting to provide pilots increased situational awareness by illuminating runway entry lights (REL) RUNWAY OVERRUN− In military aviation exclu- when the runway is unsafe for entry or crossing, and sively, a stabilized or paved area beyond the end of a take-off hold lights (THL) when the runway is unsafe runway, of the same width as the runway plus for departure.

PCG R−7 Pilot/Controller Glossary 1/30/208/15/19

RUNWAY TRANSITION− administered by the Air Traffic Service as “Formal” a. Conventional STARs/SIDs. The portion of a or “Informal” programs. STAR/SID that serves a particular runway or a. Formal Runway Use Program− An approved runways at an airport. noise abatement program which is defined and b. RNAV STARs/SIDs. Defines a path(s) from acknowledged in a Letter of Understanding between the common route to the final point(s) on a STAR. For Flight Operations, Air Traffic Service, the airport a SID, the common route that serves a particular proprietor, and the users. Once established, participa- runway or runways at an airport. tion in the program is mandatory for aircraft operators and pilots as provided for in 14 CFR Section 91.129. RUNWAY USE PROGRAM− A noise abatement b. Informal Runway Use Program− An approved runway selection plan designed to enhance noise noise abatement program which does not require a abatement efforts with regard to airport communities Letter of Understanding, and participation in the for arriving and departing aircraft. These plans are program is voluntary for aircraft operators/pilots. developed into runway use programs and apply to all turbojet aircraft 12,500 pounds or heavier; turbojet RUNWAY VISUAL RANGE (RVR)− aircraft less than 12,500 pounds are included only if (See VISIBILITY.) the airport proprietor determines that the aircraft RwyCC− creates a noise problem. Runway use programs are (See RUNWAY CONDITION CODES.) coordinated with FAA offices, and safety criteria used in these programs are developed by the Office of RwyCR− Flight Operations. Runway use programs are (See RUNWAY CONDITION REPORT.)

PCG R−8 8/15/19 Pilot/Controller Glossary S

SAA− or aircraft/other tangible object) that safety logic has (See SPECIAL ACTIVITY AIRSPACE.) predicted will result in an imminent collision, based upon the current set of Safety Logic parameters. SAFETY ALERT− A safety alert issued by ATC to b. FALSE ALERT− aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller’s judgment, 1. Alerts generated by one or more false places the aircraft in unsafe proximity to terrain, surface−radar targets that the system has interpreted obstructions, or other aircraft. The controller may as real tracks and placed into safety logic. discontinue the issuance of further alerts if the pilot 2. Alerts in which the safety logic software did advises he/she is taking action to correct the situation not perform correctly, based upon the design or has the other aircraft in sight. specifications and the current set of Safety Logic parameters. a. Terrain/Obstruction Alert− A safety alert issued by ATC to aircraft under their control if ATC is aware 3. The alert is generated by surface radar targets the aircraft is at an altitude which, in the controller’s caused by moderate or greater precipitation. judgment, places the aircraft in unsafe proximity to c. NUISANCE ALERT− An alert in which one or terrain/obstructions; e.g., “Low Altitude Alert, check more of the following is true: your altitude immediately.” 1. The alert is generated by a known situation b. Aircraft Conflict Alert− A safety alert issued by that is not considered an unsafe operation, such as ATC to aircraft under their control if ATC is aware of LAHSO or other approved operations. an aircraft that is not under their control at an altitude 2. The alert is generated by inaccurate secon- which, in the controller’s judgment, places both dary radar data received by the Safety Logic System. aircraft in unsafe proximity to each other. With the 3. One or more of the aircraft involved in the alert, ATC will offer the pilot an alternate course of alert is not intending to use a runway (for example, action when feasible; e.g., “Traffic Alert, advise you helicopter, pipeline patrol, non−Mode C overflight, turn right heading zero niner zero or climb to eight etc.). thousand immediately.” d. VALID NON−ALERT− A situation in which Note: The issuance of a safety alert is contingent the safety logic software correctly determines that an upon the capability of the controller to have an alert is not required, based upon the design awareness of an unsafe condition. The course of specifications and the current set of Safety Logic action provided will be predicated on other traffic parameters. under ATC control. Once the alert is issued, it is e. INVALID NON−ALERT− A situation in which solely the pilot’s prerogative to determine what course of action, if any, he/she will take. the safety logic software did not issue an alert when an alert was required, based upon the design SAFETY LOGIC SYSTEM− A software enhance- specifications. ment to ASDE−3, ASDE−X, and ASSC, that predicts SAIL BACK− A maneuver during high wind the path of aircraft landing and/or departing, and/or conditions (usually with power off) where float plane vehicular movements on runways. Visual and aural movement is controlled by water rudders/opening alarms are activated when the safety logic projects a and closing cabin doors. potential collision. The Airport Movement Area SAME DIRECTION AIRCRAFT− Aircraft are Safety System (AMASS) is a safety logic system operating in the same direction when: enhancement to the ASDE−3. The Safety Logic a. They are following the same track in the same System for ASDE−X and ASSC is an integral part of direction; or the software program. b. Their tracks are parallel and the aircraft are SAFETY LOGIC SYSTEM ALERTS− flying in the same direction; or a. ALERT− An actual situation involving two real c. Their tracks intersect at an angle of less than 45 safety logic tracks (aircraft/aircraft, aircraft/vehicle, degrees.

PCG S−1 Pilot/Controller Glossary 8/15/19

SAR− directly to the Rescue Coordination Center by (See SEARCH AND RESCUE.) telephone. (See FLIGHT SERVICE STATION.) SATELLITE−BASED AUGMENTATION SYS- (See RESCUE COORDINATION CENTER.) TEM (SBAS) − A wide coverage augmentation (Refer to AIM.) system in which the user receives augmentation SEARCH AND RESCUE FACILITY− A facility information from a satellite−based transmitter. responsible for maintaining and operating a search (See WIDE−AREA AUGMENTATION SYSTEM and rescue (SAR) service to render aid to persons and (WAAS.) property in distress. It is any SAR unit, station, NET, or other operational activity which can be usefully SAY AGAIN− Used to request a repeat of the last employed during an SAR Mission; e.g., a Civil Air transmission. Usually specifies transmission or Patrol Wing, or a Coast Guard Station. portion thereof not understood or received; e.g., “Say (See SEARCH AND RESCUE.) again all after ABRAM VOR.” SECNOT− (See SECURITY NOTICE.) SAY ALTITUDE− Used by ATC to ascertain an aircraft’s specific altitude/flight level. When the SECONDARY RADAR TARGET− A target derived aircraft is climbing or descending, the pilot should from a transponder return presented on a radar state the indicated altitude rounded to the nearest 100 display. feet. SECTIONAL AERONAUTICAL CHARTS− (See AERONAUTICAL CHART.) SAY HEADING− Used by ATC to request an aircraft heading. The pilot should state the actual heading of SECTOR LIST DROP INTERVAL− A parameter the aircraft. number of minutes after the meter fix time when arrival aircraft will be deleted from the arrival sector SCHEDULED TIME OF ARRIVAL (STA)− A STA list. is the desired time that an aircraft should cross a SECURITY NOTICE (SECNOT) − A SECNOT is a certain point (landing or metering fix). It takes other request originated by the Air Traffic Security traffic and airspace configuration into account. A Coordinator (ATSC) for an extensive communica- STA time shows the results of the TBFM scheduler tions search for aircraft involved, or suspected of that has calculated an arrival time according to being involved, in a security violation, or are parameters such as optimized spacing, aircraft considered a security risk. A SECNOT will include performance, and weather. the aircraft identification, search area, and expiration time. The search area, as defined by the ATSC, could SDF− be a single airport, multiple airports, a radius of an (See SIMPLIFIED DIRECTIONAL FACILITY.) airport or fix, or a route of flight. Once the expiration time has been reached, the SECNOT is considered to SEA LANE− A designated portion of water outlined be canceled. by visual surface markers for and intended to be used SECURITY SERVICES AIRSPACE − Areas by aircraft designed to operate on water. established through the regulatory process or by NOTAM, issued by the Administrator under title 14, SEARCH AND RESCUE− A service which seeks CFR, sections 99.7, 91.141, and 91.139, which missing aircraft and assists those found to be in need specify that ATC security services are required; i.e., of assistance. It is a cooperative effort using the ADIZ or temporary flight rules areas. facilities and services of available Federal, state and local agencies. The U.S. Coast Guard is responsible SEE AND AVOID− When weather conditions for coordination of search and rescue for the Maritime permit, pilots operating IFR or VFR are required to Region, and the U.S. Air Force is responsible for observe and maneuver to avoid other aircraft. search and rescue for the Inland Region. Information Right-of-way rules are contained in 14 CFR Part 91. pertinent to search and rescue should be passed SEGMENTED CIRCLE− A system of visual through any air traffic facility or be transmitted indicators designed to provide traffic pattern

PCG S−2 8/15/19 Pilot/Controller Glossary

information at airports without operating control SEVERE WEATHER AVOIDANCE PLAN towers. (SWAP)− An approved plan to minimize the affect of (Refer to AIM.) severe weather on traffic flows in impacted terminal and/or ARTCC areas. A SWAP is normally SEGMENTS OF AN INSTRUMENT APPROACH implemented to provide the least disruption to the PROCEDURE− An instrument approach procedure ATC system when flight through portions of airspace may have as many as four separate segments is difficult or impossible due to severe weather. depending on how the approach procedure is structured. SEVERE WEATHER FORECAST ALERTS− Preliminary messages issued in order to alert users a. Initial Approach− The segment between the that a Severe Weather Watch Bulletin (WW) is being initial approach fix and the intermediate fix or the issued. These messages define areas of possible point where the aircraft is established on the severe thunderstorms or tornado activity. The intermediate course or final approach course. messages are unscheduled and issued as required by (See ICAO term INITIAL APPROACH the Storm Prediction Center (SPC) at Norman, SEGMENT.) Oklahoma. b. Intermediate Approach− The segment between (See AIRMET.) the intermediate fix or point and the final approach (See CONVECTIVE SIGMET.) fix. (See CWA.) (See ICAO term INTERMEDIATE APPROACH (See SIGMET.) SEGMENT.) c. Final Approach− The segment between the final SFA− approach fix or point and the runway, airport, or (See SINGLE FREQUENCY APPROACH.) missed approach point. SFO− (See ICAO term FINAL APPROACH SEGMENT.) (See SIMULATED FLAMEOUT.) d. Missed Approach− The segment between the SHF− missed approach point or the point of arrival at (See SUPER HIGH FREQUENCY.) decision height and the missed approach fix at the prescribed altitude. SHORT RANGE CLEARANCE− A clearance (Refer to 14 CFR Part 97.) issued to a departing IFR flight which authorizes IFR flight to a specific fix short of the destination while (See ICAO term MISSED APPROACH PROCEDURE.) air traffic control facilities are coordinating and obtaining the complete clearance. SEPARATION− In air traffic control, the spacing of aircraft to achieve their safe and orderly movement in SHORT TAKEOFF AND LANDING AIRCRAFT flight and while landing and taking off. (STOL)− An aircraft which, at some weight within its approved operating weight, is capable of operating (See SEPARATION MINIMA.) from a runway in compliance with the applicable (See ICAO term SEPARATION.) STOL characteristics, airworthiness, operations, SEPARATION [ICAO]− Spacing between aircraft, noise, and pollution standards. levels or tracks. (See VERTICAL TAKEOFF AND LANDING AIRCRAFT.) SEPARATION MINIMA− The minimum longitudinal, lateral, or vertical distances by which aircraft are SIAP− spaced through the application of air traffic control (See STANDARD INSTRUMENT APPROACH procedures. PROCEDURE.) (See SEPARATION.) SID− SERVICE− A generic term that designates functions (See STANDARD INSTRUMENT DEPARTURE.) or assistance available from or rendered by air traffic SIDESTEP MANEUVER− A visual maneuver control. For example, Class C service would denote accomplished by a pilot at the completion of an the ATC services provided within a Class C airspace instrument approach to permit a straight-in landing area. on a parallel runway not more than 1,200 feet to either

PCG S−3 Pilot/Controller Glossary 8/15/19

side of the runway to which the instrument approach approach operation permitting ILS/RNAV/GLS was conducted. approaches to airports having parallel runways (Refer to AIM.) separated by at least 3,000 feet and less than 4,300−feet between centerlines. Aircraft are permit- SIGMET− A weather advisory issued concerning ted to pass each other during these simultaneous weather significant to the safety of all aircraft. operations. Integral parts of a total system are radar, SIGMET advisories cover severe and extreme NTZ monitoring with enhanced FMA color displays turbulence, severe icing, and widespread dust or that include aural and visual alerts and predictive sandstorms that reduce visibility to less than 3 miles. aircraft position software, communications override, (See AIRMET.) ATC procedures, an Attention All Users Page (See AWW.) (AAUP), PRM in the approach name, and (See CONVECTIVE SIGMET.) appropriate ground based and airborne equipment. (See CWA.) High update rate surveillance sensor required for (See ICAO term SIGMET INFORMATION.) certain runway or approach course separations. (Refer to AIM.) SIMULTANEOUS (CONVERGING) DEPEND- SIGMET INFORMATION [ICAO]− Information ENT APPROACHES- An approach operation issued by a meteorological watch office concerning permitting ILS/RNAV/GLS approaches to runways the occurrence or expected occurrence of specified or missed approach courses that intersect where en-route weather phenomena which may affect the required minimum spacing between the aircraft on safety of aircraft operations. each final approach course is required.

SIGNIFICANT METEOROLOGICAL INFOR- SIMULTANEOUS (CONVERGING) INDEPEND- MATION− ENT APPROACHES- An approach operation (See SIGMET.) permitting ILS/RNAV/GLS approaches to non-parallel runways where approach procedure design SIGNIFICANT POINT− A point, whether a named maintains the required aircraft spacing throughout intersection, a NAVAID, a fix derived from a the approach and missed approach and hence the NAVAID(s), or geographical coordinate expressed in operations may be conducted independently. degrees of latitude and longitude, which is established for the purpose of providing separation, SIMULTANEOUS ILS APPROACHES− An as a reporting point, or to delineate a route of flight. approach system permitting simultaneous ILS approaches to airports having parallel runways SIMPLIFIED DIRECTIONAL FACILITY (SDF)− separated by at least 4,300 feet between centerlines. A NAVAID used for nonprecision instrument Integral parts of a total system are ILS, radar, approaches. The final approach course is similar to communications, ATC procedures, and appropriate that of an ILS localizer except that the SDF course airborne equipment. may be offset from the runway, generally not more than 3 degrees, and the course may be wider than the (See PARALLEL RUNWAYS.) localizer, resulting in a lower degree of accuracy. (Refer to AIM.) (Refer to AIM.) SIMULTANEOUS OFFSET INSTRUMENT SIMULATED FLAMEOUT− A practice approach APPROACH (SOIA)− An instrument landing by a jet aircraft (normally military) at idle thrust to a system comprised of an ILS PRM, RNAV PRM or runway. The approach may start at a runway (high GLS PRM approach to one runway and an offset key) and may continue on a relatively high and wide LDA PRM with glideslope or an RNAV PRM or downwind leg with a continuous turn to final. It GLS PRM approach utilizing vertical guidance to terminates in landing or low approach. The purpose another where parallel runway spaced less than 3,000 of this approach is to simulate a flameout. feet and at least 750 feet apart. The approach courses (See FLAMEOUT.) converge by 2.5 to 3 degrees. Simultaneous close parallel PRM approach procedures apply up to the SIMULTANEOUS CLOSE PARALLEL AP- point where the approach course separation becomes PROACHES− A simultaneous, independent 3,000 feet, at the offset MAP. From the offset MAP

PCG S−4 1/30/208/15/19 Pilot/Controller Glossary

to the runway threshold, visual separation by the SLOW TAXI− To taxi a float plane at low power or aircraft conducting the offset approach is utilized. low RPM. (Refer to AIM) SN− SIMULTANEOUS (PARALLEL) DEPENDENT (See SYSTEM STRATEGIC NAVIGATION.) APPROACHES- An approach operation permitting SPACE−BASED ADS−B (SBA)− A constellation of ILS/RNAV/GLS approaches to adjacent parallel satellites that receives ADS−B Out broadcasts and runways where prescribed diagonal spacing must be relays that information to the appropriate surveil- maintained. Aircraft are not permitted to pass each lance facility. The currently deployed SBA system is other during simultaneous dependent operations. only capable of receiving broadcasts from 1090ES− Integral parts of a total system ATC procedures, and equipped aircraft, and not from those equipped with appropriate airborne and ground based equipment. only a universal access transceiver (UAT). Also, SINGLE DIRECTION ROUTES− Preferred IFR aircraft with a top−of−fuselage−mounted transponder Routes which are sometimes depicted on high antenna (required for TCAS II installations) will be altitude en route charts and which are normally flown better received by SBA, especially at latitudes below in one direction only. 45 degrees. (See PREFERRED IFR ROUTES.) (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST.) (Refer to CHART SUPPLEMENT U.S.) (See AUTOMATIC DEPENDENT SINGLE FREQUENCY APPROACH− A service SURVEILLANCE−BROADCAST OUT.) provided under a letter of agreement to military SPEAK SLOWER− Used in verbal communications single-piloted turbojet aircraft which permits use of as a request to reduce speech rate. a single UHF frequency during approach for landing. Pilots will not normally be required to change SPECIAL ACTIVITY AIRSPACE (SAA)− Any frequency from the beginning of the approach to airspace with defined dimensions within the National touchdown except that pilots conducting an en route Airspace System wherein limitations may be descent are required to change frequency when imposed upon aircraft operations. This airspace may control is transferred from the air route traffic control be restricted areas, prohibited areas, military center to the terminal facility. The abbreviation operations areas, air ATC assigned airspace, and any “SFA” in the DOD FLIP IFR Supplement under other designated airspace areas. The dimensions of “Communications” indicates this service is available this airspace are programmed into EDST and can be at an aerodrome. designated as either active or inactive by screen entry. Aircraft trajectories are constantly tested against the SINGLE-PILOTED AIRCRAFT− A military dimensions of active areas and alerts issued to the turbojet aircraft possessing one set of flight controls, applicable sectors when violations are predicted. tandem cockpits, or two sets of flight controls but (See EN ROUTE DECISION SUPPORT TOOL.) operated by one pilot is considered single-piloted by ATC when determining the appropriate air traffic SPECIAL AIR TRAFFIC RULES (SATR)− Rules service to be applied. that govern procedures for conducting flights in certain areas listed in 14 CFR Part 93. The term (See SINGLE FREQUENCY APPROACH.) “SATR” is used in the United States to describe the SKYSPOTTER− A pilot who has received rules for operations in specific areas designated in the specialized training in observing and reporting Code of Federal Regulations. inflight weather phenomena. (Refer to 14 CFR Part 93.) SLASH− A radar beacon reply displayed as an SPECIAL EMERGENCY− A condition of air piracy elongated target. or other hostile act by a person(s) aboard an aircraft which threatens the safety of the aircraft or its SLDI− passengers. (See SECTOR LIST DROP INTERVAL.) SPECIAL FLIGHT RULES AREA (SFRA)− An SLOT TIME− area in the NAS, described in 14 CFR Part 93, (See METER FIX TIME/SLOT TIME.) wherein the flight of aircraft is subject to special

PCG S−5 Pilot/Controller Glossary 1/30/208/15/19

traffic rules, unless otherwise authorized by air traffic restricted areas are designated joint use and IFR/VFR control. Not all areas listed in 14 CFR Part 93 are operations in the area may be authorized by the designated SFRA, but special air traffic rules apply to controlling ATC facility when it is not being utilized all areas described in 14 CFR Part 93. by the using agency. Permanent restricted areas are depicted on Sectional Aeronautical, VFR Terminal SPECIAL INSTRUMENT APPROACH PROCE- Area, and applicable En Route charts. Where joint DURE− use is authorized, the name of the ATC controlling (See INSTRUMENT APPROACH PROCEDURE.) facility is also shown. SPECIAL USE AIRSPACE− Airspace of defined Note: Temporary restricted areas are not charted. dimensions identified by an area on the surface of the (Refer to 14 CFR Part 73.) earth wherein activities must be confined because of (Refer to AIM.) their nature and/or wherein limitations may be f. Warning Area− A warning area is airspace of imposed upon aircraft operations that are not a part of defined dimensions extending from 3 nautical miles those activities. Types of special use airspace are: outward from the coast of the United States, that a. Alert Area− Airspace which may contain a high contains activity that may be hazardous to volume of pilot training activities or an unusual type nonparticipating aircraft. The purpose of such of aerial activity, neither of which is hazardous to warning area is to warn nonparticipating pilots of the aircraft. Alert Areas are depicted on aeronautical potential danger. A warning area may be located over charts for the information of nonparticipating pilots. domestic or international waters or both. All activities within an Alert Area are conducted in SPECIAL VFR CONDITIONS− Meteorological accordance with Federal Aviation Regulations, and conditions that are less than those required for basic pilots of participating aircraft as well as pilots VFR flight in Class B, C, D, or E surface areas and transiting the area are equally responsible for in which some aircraft are permitted flight under collision avoidance. visual flight rules. b. Controlled Firing Area− Airspace wherein (See SPECIAL VFR OPERATIONS.) activities are conducted under conditions so (Refer to 14 CFR Part 91.) controlled as to eliminate hazards to nonparticipating aircraft and to ensure the safety of persons and SPECIAL VFR FLIGHT [ICAO]− A VFR flight property on the ground. cleared by air traffic control to operate within Class B, C, D, and E surface areas in metrological c. Military Operations Area (MOA)− Permanent conditions below VMC. and temporary MOAs are airspace established outside of Class A airspace area to separate or SPECIAL VFR OPERATIONS− Aircraft operating segregate certain nonhazardous military activities in accordance with clearances within Class B, C, D, from IFR traffic and to identify for VFR traffic where and E surface areas in weather conditions less than the these activities are conducted. Permanent MOAs are basic VFR weather minima. Such operations must be depicted on Sectional Aeronautical, VFR Terminal requested by the pilot and approved by ATC. Area, and applicable En Route Low Altitude Charts. (See SPECIAL VFR CONDITIONS.) Note: Temporary MOAs are not charted. (See ICAO term SPECIAL VFR FLIGHT.) (Refer to AIM.) SPEED− d. Prohibited Area− Airspace designated under (See AIRSPEED.) 14 CFR Part 73 within which no person may operate (See GROUND SPEED.) an aircraft without the permission of the using SPEED ADJUSTMENT− An ATC procedure used to agency. request pilots to adjust aircraft speed to a specific (Refer to AIM.) value for the purpose of providing desired spacing. (Refer to En Route Charts.) Pilots are expected to maintain a speed of plus or e. Restricted Area− Permanent and temporary minus 10 knots or 0.02 Mach number of the specified restricted areas are airspace designated under 14 CFR speed. Examples of speed adjustments are: Part 73, within which the flight of aircraft, while not a. “Increase/reduce speed to Mach point wholly prohibited, is subject to restriction. Most (number).”

PCG S−6 1/30/208/15/19 Pilot/Controller Glossary

b. “Increase/reduce speed to (speed in knots)” or obstacle clearance and a transition from the terminal “Increase/reduce speed (number of knots) knots.” area to the appropriate en route structure. SIDs are primarily designed for system enhancement to SPEED BRAKES− Moveable aerodynamic devices expedite traffic flow and to reduce pilot/controller on aircraft that reduce airspeed during descent and workload. ATC clearance must always be received landing. prior to flying a SID. SPEED SEGMENTS− Portions of the arrival route (See IFR TAKEOFF MINIMUMS AND between the transition point and the vertex along the DEPARTURE PROCEDURES.) optimum flight path for which speeds and altitudes (See OBSTACLE DEPARTURE PROCEDURE.) are specified. There is one set of arrival speed (Refer to AIM.) segments adapted from each transition point to each STANDARD RATE TURN− A turn of three degrees vertex. Each set may contain up to six segments. per second. SPOOFING− Denotes emissions of GNSS−like STANDARD TERMINAL ARRIVAL (STAR)− A signals that may be acquired and tracked in preplanned instrument flight rule (IFR) air traffic combination with or instead of the intended signals control arrival procedure published for pilot use in by civil receivers. The onset of spoofing effects can graphic and/or textual form. STARs provide be instantaneous or delayed, and effects can persist transition from the en route structure to an outer fix after the spoofing has ended. Spoofing can result in or an instrument approach fix/arrival waypoint in the false and potentially confusing, or hazardously terminal area. misleading, position, navigation, and/or date/time information in addition to loss of GNSS use. STANDARD TERMINAL ARRIVAL CHARTS− (See AERONAUTICAL CHART.) SQUAWK (Mode, Code, Function)− Used by ATC to instruct a pilot to activate the aircraft transponder STANDARD TERMINAL AUTOMATION RE- and ADS−B Out with altitude reporting enabled, or PLACEMENT SYSTEM (STARS)− (military) to activate only specific modes, codes, or (See DTAS.) functions. Examples: “Squawk five seven zero STAR− seven;” “Squawk three/alpha, two one zero five.” (See STANDARD TERMINAL ARRIVAL.) (See TRANSPONDER.) STATE AIRCRAFT− Aircraft used in military, STA− customs and police service, in the exclusive service (See SCHEDULED TIME OF ARRIVAL.) of any government or of any political subdivision thereof, including the government of any state, STAGING/QUEUING− The placement, integration, territory, or possession of the United States or the and segregation of departure aircraft in designated District of Columbia, but not including any movement areas of an airport by departure fix, EDCT, government-owned aircraft engaged in carrying and/or restriction. persons or property for commercial purposes. STAND BY− Means the controller or pilot must STATIC RESTRICTIONS− Those restrictions that pause for a few seconds, usually to attend to other are usually not subject to change, fixed, in place, duties of a higher priority. Also means to wait as in and/or published. “stand by for clearance.” The caller should reestablish contact if a delay is lengthy. “Stand by” is STATIONARY RESERVATIONS− Altitude not an approval or denial. reservations which encompass activities in a fixed area. Stationary reservations may include activities, STANDARD INSTRUMENT APPROACH PRO- such as special tests of weapons systems or CEDURE (SIAP)− equipment, certain U.S. Navy carrier, fleet, and (See INSTRUMENT APPROACH PROCEDURE.) anti-submarine operations, rocket, missile and drone operations, and certain aerial refueling or similar STANDARD INSTRUMENT DEPARTURE (SID)− operations. A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for STEP TAXI− To taxi a float plane at full power or pilot/controller use in graphic form to provide high RPM.

PCG S−7 Pilot/Controller Glossary 1/30/208/15/19

STEP TURN− A maneuver used to put a float plane STOPWAY− An area beyond the takeoff runway no in a planing configuration prior to entering an active less wide than the runway and centered upon the sea lane for takeoff. The STEP TURN maneuver extended centerline of the runway, able to support the should only be used upon pilot request. airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by STEPDOWN FIX− A fix permitting additional the airport authorities for use in decelerating the descent within a segment of an instrument approach airplane during an aborted takeoff. procedure by identifying a point at which a controlling obstacle has been safely overflown. STRAIGHT-IN APPROACH IFR− An instrument approach wherein final approach is begun without STEREO ROUTE− A routinely used route of flight first having executed a procedure turn, not established by users and ARTCCs identified by a necessarily completed with a straight-in landing or coded name; e.g., ALPHA 2. These routes minimize made to straight-in landing minimums. flight plan handling and communications. (See LANDING MINIMUMS.) STOL AIRCRAFT− (See STRAIGHT-IN APPROACH VFR.) (See STRAIGHT-IN LANDING.) (See SHORT TAKEOFF AND LANDING AIRCRAFT.) STRAIGHT-IN APPROACH VFR− Entry into the traffic pattern by interception of the extended runway STOP ALTITUDE SQUAWK− Used by ATC to centerline (final approach course) without executing instruct a pilot to turn off the automatic altitude any other portion of the traffic pattern. reporting feature of the aircraft transponder and (See TRAFFIC PATTERN.) ADS−B Out. It is issued when a verbally reported STRAIGHT-IN LANDING− A landing made on a altitude varies by 300 feet or more from the automatic _ altitude report. runway aligned within 30 of the final approach course following completion of an instrument (See ALTITUDE READOUT.) approach. (See TRANSPONDER.) (See STRAIGHT-IN APPROACH IFR.) STOP AND GO− A procedure wherein an aircraft STRAIGHT-IN LANDING MINIMUMS− will land, make a complete stop on the runway, and (See LANDING MINIMUMS.) then commence a takeoff from that point. STRAIGHT-IN MINIMUMS− (See LOW APPROACH.) (See STRAIGHT-IN LANDING MINIMUMS.) (See OPTION APPROACH.) STRATEGIC PLANNING− Planning whereby STOP BURST− solutions are sought to resolve potential conflicts. (See STOP STREAM.) SUBSTITUTE ROUTE− A route assigned to pilots STOP BUZZER− when any part of an airway or route is unusable (See STOP STREAM.) because of NAVAID status. These routes consist of: a. Substitute routes which are shown on U.S. STOP SQUAWK (Mode or Code)− Used by ATC to Government charts. instruct a pilot to stop transponder and ADS−B b. Routes defined by ATC as specific NAVAID transmissions, or to turn off only specified functions radials or courses. of the aircraft transponder (military). (See STOP ALTITUDE SQUAWK.) c. Routes defined by ATC as direct to or between NAVAIDs. (See TRANSPONDER.) SUNSET AND SUNRISE− The mean solar times of STOP STREAM− Used by ATC to request a pilot to sunset and sunrise as published in the Nautical suspend electronic attack activity. Almanac, converted to local standard time for the (See JAMMING.) locality concerned. Within Alaska, the end of evening STOPOVER FLIGHT PLAN− A flight plan format civil twilight and the beginning of morning civil which permits in a single submission the filing of a twilight, as defined for each locality. sequence of flight plans through interim full-stop SUPPLEMENTAL WEATHER SERVICE LOCA- destinations to a final destination. TION− Airport facilities staffed with contract

PCG S−8 1/30/208/15/19 Pilot/Controller Glossary

personnel who take weather observations and SURVEILLANCE APPROACH− An instrument provide current local weather to pilots via telephone approach wherein the air traffic controller issues or radio. (All other services are provided by the parent instructions, for pilot compliance, based on aircraft FSS.) position in relation to the final approach course (azimuth), and the distance (range) from the end of SUPPS− Refers to ICAO Document 7030 Regional the runway as displayed on the controller’s radar Supplementary Procedures. SUPPS contain scope. The controller will provide recommended procedures for each ICAO Region which are unique altitudes on final approach if requested by the pilot. to that Region and are not covered in the worldwide (Refer to AIM.) provisions identified in the ICAO Air Navigation Plan. Procedures contained in Chapter 8 are based in SWAP− part on those published in SUPPS. (See SEVERE WEATHER AVOIDANCE PLAN.) SWSL− SURFACE AREA− The airspace contained by the (See SUPPLEMENTAL WEATHER SERVICE lateral boundary of the Class B, C, D, or E airspace LOCATION.) designated for an airport that begins at the surface and extends upward. SYSTEM STRATEGIC NAVIGATION− Military activity accomplished by navigating along a SURPIC− A description of surface vessels in the area preplanned route using internal aircraft systems to of a Search and Rescue incident including their maintain a desired track. This activity normally predicted positions and their characteristics. requires a lateral route width of 10 NM and altitude (Refer to FAA Order JO 7110.65, Para 10−6−4, range of 1,000 feet to 6,000 feet AGL with some route INFLIGHT CONTINGENCIES.) segments that permit terrain following.

PCG S−9

1/30/208/15/19 Pilot/Controller Glossary T

TACAN− this pertains to the act of becoming airborne after (See TACTICAL AIR NAVIGATION.) departing a takeoff area. TACAN-ONLY AIRCRAFT− An aircraft, normally TAKEOFF RUN AVAILABLE (TORA) – The military, possessing TACAN with DME but no VOR runway length declared available and suitable for the navigational system capability. Clearances must ground run of an airplane taking off. specify TACAN or VORTAC fixes and approaches. (See ICAO term TAKEOFF RUN AVAILABLE.) TAKEOFF RUN AVAILABLE [ICAO]− The length TACTICAL AIR NAVIGATION (TCAN)− An of runway declared available and suitable for the ultra-high frequency electronic rho-theta air naviga- ground run of an aeroplane take-off. tion aid which provides suitably equipped aircraft a continuous indication of bearing and distance to the TARGET− The indication shown on a display TACAN station. resulting from a primary radar return, a radar beacon (See VORTAC.) reply, or an ADS−B report. The specific target (Refer to AIM.) symbol presented to ATC may vary based on the surveillance source and automation platform. TAILWIND− Any wind more than 90 degrees to the (See ASSOCIATED.) longitudinal axis of the runway. The magnetic (See DIGITAL TARGET.) direction of the runway shall be used as the basis for (See DIGITIZED RADAR TARGET.) determining the longitudinal axis. (See FUSED TARGET.) (See PRIMARY RADAR TARGET.) TAKEOFF AREA− (See RADAR.) (See LANDING AREA.) (See SECONDARY RADAR TARGET.) TAKEOFF DISTANCE AVAILABLE (TODA)– The (See ICAO term TARGET.) takeoff run available plus the length of any remaining (See UNASSOCIATED.) runway or clearway beyond the far end of the takeoff TARGET [ICAO]− In radar: run available. a. Generally, any discrete object which reflects or (See ICAO term TAKEOFF DISTANCE retransmits energy back to the radar equipment. AVAILABLE.) b. Specifically, an object of radar search or TAKEOFF DISTANCE AVAILABLE [ICAO]− The surveillance. length of the takeoff run available plus the length of TARGET RESOLUTION− A process to ensure that the clearway, if provided. correlated radar targets do not touch. Target TAKEOFF HOLD LIGHTS (THL)– The THL resolution must be applied as follows: system is composed of in-pavement lighting in a a. Between the edges of two primary targets or the double, longitudinal row of lights aligned either side edges of the ASR-9/11 primary target symbol. of the runway centerline. The lights are focused b. Between the end of the beacon control slash and toward the arrival end of the runway at the “line up the edge of a primary target. and wait” point, and they extend for 1,500 feet in c. Between the ends of two beacon control slashes. front of the holding aircraft. Illuminated red lights Note 1:Mandatory traffic advisories and safety indicate to an aircraft in position for takeoff or rolling alerts must be issued when this procedure is used. that it is unsafe to takeoff because the runway is Note 2: This procedure must not be used when occupied or about to be occupied by an aircraft or utilizing mosaic radar systems or multi−sensor vehicle. mode. TAKEOFF ROLL − The process whereby an aircraft TARGET SYMBOL− is aligned with the runway centerline and the aircraft (See TARGET.) is moving with the intent to take off. For helicopters, (See ICAO term TARGET.)

PCG T−1 Pilot/Controller Glossary 8/15/19

TARMAC DELAY− The holding of an aircraft on the TEMPORARY FLIGHT RESTRICTION (TFR)− A ground either before departure or after landing with TFR is a regulatory action issued by the FAA via the no opportunity for its passengers to deplane. U.S. NOTAM System, under the authority of United States Code, Title 49. TFRs are issued within the TARMAC DELAY AIRCRAFT− An aircraft whose sovereign airspace of the United States and its pilot−in−command has requested to taxi to the ramp, territories to restrict certain aircraft from operating gate, or alternate deplaning area to comply with the within a defined area on a temporary basis to protect Three−hour Tarmac Rule. persons or property in the air or on the ground. While TARMAC DELAY REQUEST− A request by the not all inclusive, TFRs may be issued for disaster or pilot−in−command to taxi to the ramp, gate, or hazard situations such as: toxic gas leaks or spills, alternate deplaning location to comply with the fumes from flammable agents, aircraft accident/in- Three−hour Tarmac Rule. cident sites, aviation or ground resources engaged in wildfire suppression, or aircraft relief activities TAS− following a disaster. TFRs may also be issued in (See TERMINAL AUTOMATION SYSTEMS.) support of VIP movements, for reasons of national TAWS− security; or when determined necessary for the (See TERRAIN AWARENESS WARNING management of air traffic in the vicinity of aerial SYSTEM.) demonstrations or major sporting events. NAS users or other interested parties should contact a FSS for TAXI− The movement of an airplane under its own TFR information. Additionally, TFR information can power on the surface of an airport (14 CFR be found in automated briefings, NOTAM publica- Section 135.100 [Note]). Also, it describes the tions, and on the internet at http://www.faa.gov. The surface movement of helicopters equipped with FAA also distributes TFR information to aviation wheels. user groups for further dissemination. (See AIR TAXI.) TENTATIVE CALCULATED LANDING TIME (See HOVER TAXI.) (TCLT)− A projected time calculated for adapted (Refer to 14 CFR Section 135.100.) vertex for each arrival aircraft based upon runway (Refer to AIM.) configuration, airport acceptance rate, airport arrival TAXI PATTERNS− Patterns established to illustrate delay period, and other metered arrival aircraft. This the desired flow of ground traffic for the different time is either the VTA of the aircraft or the runways or airport areas available for use. TCLT/ACLT of the previous aircraft plus the AAI, whichever is later. This time will be updated in TCAS− response to an aircraft’s progress and its current (See TRAFFIC ALERT AND COLLISION relationship to other arrivals. AVOIDANCE SYSTEM.) TERMINAL AREA− A general term used to describe TCH− airspace in which approach control service or airport (See THRESHOLD CROSSING HEIGHT.) traffic control service is provided. TCLT− TERMINAL AREA FACILITY− A facility provid- (See TENTATIVE CALCULATED LANDING ing air traffic control service for arriving and TIME.) departing IFR, VFR, Special VFR, and on occasion en route aircraft. TDLS− (See APPROACH CONTROL FACILITY.) (See TERMINAL DATA LINK SYSTEM.) (See TOWER.) TDZE− TERMINAL AUTOMATION SYSTEMS (TAS)− (See TOUCHDOWN ZONE ELEVATION.) TAS is used to identify the numerous automated TELEPHONE INFORMATION BRIEFING SER- tracking systems including ARTS IIE, ARTS IIIA, VICE− A continuous telephone recording of ARTS IIIE, STARS, and MEARTS. meteorological and/or aeronautical information. TERMINAL DATA LINK SYSTEM (TDLS)− A (Refer to AIM.) system that provides Digital Automatic Terminal

PCG T−2 1/30/208/15/19 Pilot/Controller Glossary

Information Service (D−ATIS) both on a specified VFR aircraft, and sequencing of VFR arrivals to the radio frequency and also, for subscribers, in a text primary airport. message via data link to the cockpit or to a gate d. Class B Service− This service provides, in printer. TDLS also provides Pre−departure Clear- addition to basic radar service, approved separation ances (PDC), at selected airports, to subscribers, of aircraft based on IFR, VFR, and/or weight, and through a service provider, in text to the cockpit or to sequencing of VFR arrivals to the primary airport(s). a gate printer. In addition, TDLS will emulate the (See CONTROLLED AIRSPACE.) Flight Data Input/Output (FDIO) information within (See TERMINAL RADAR SERVICE AREA.) the control tower. (Refer to AIM.) (Refer to CHART SUPPLEMENT U.S.) TERMINAL RADAR SERVICE AREA− Airspace surrounding designated airports wherein ATC TERMINAL-VERY HIGH FREQUENCY OMNI- provides radar vectoring, sequencing, and separation DIRECTIONAL RANGE STATION (TVOR)− A on a full-time basis for all IFR and participating VFR very high frequency terminal omnirange station aircraft. The AIM contains an explanation of TRSA. located on or near an airport and used as an approach TRSAs are depicted on VFR aeronautical charts. aid. Pilot participation is urged but is not mandatory. (See NAVIGATIONAL AID.) (See VOR.) TERMINAL VFR RADAR SERVICE− A national TERRAIN AWARENESS WARNING SYSTEM program instituted to extend the terminal radar (TAWS)− An on−board, terrain proximity alerting services provided instrument flight rules (IFR) system providing the aircrew ‘Low Altitude aircraft to visual flight rules (VFR) aircraft. The warnings’ to allow immediate pilot action. program is divided into four types service referred to as basic radar service, terminal radar service area TERRAIN FOLLOWING− The flight of a military (TRSA) service, Class B service and Class C service. aircraft maintaining a constant AGL altitude above The type of service provided at a particular location the terrain or the highest obstruction. The altitude of is contained in the Chart Supplement U.S. the aircraft will constantly change with the varying terrain and/or obstruction. a. Basic Radar Service− These services are TETRAHEDRON− A device normally located on provided for VFR aircraft by all commissioned uncontrolled airports and used as a landing direction terminal radar facilities. Basic radar service includes indicator. The small end of a tetrahedron points in the safety alerts, traffic advisories, limited radar direction of landing. At controlled airports, the vectoring when requested by the pilot, and tetrahedron, if installed, should be disregarded sequencing at locations where procedures have been because tower instructions supersede the indicator. established for this purpose and/or when covered by a letter of agreement. The purpose of this service is to (See SEGMENTED CIRCLE.) adjust the flow of arriving IFR and VFR aircraft into (Refer to AIM.) the traffic pattern in a safe and orderly manner and to TF− provide traffic advisories to departing VFR aircraft. (See TERRAIN FOLLOWING.) b. TRSA Service− This service provides, in THAT IS CORRECT− The understanding you have addition to basic radar service, sequencing of all IFR is right. and participating VFR aircraft to the primary airport THA− and separation between all participating VFR aircraft. The purpose of this service is to provide (See TRANSITIONAL HAZARD AREA.) separation between all participating VFR aircraft and THREE−HOUR TARMAC RULE– Rule that relates all IFR aircraft operating within the area defined as a to Department of Transportation (DOT) requirements TRSA. placed on airlines when tarmac delays are anticipated to reach 3 hours. c. Class C Service− This service provides, in addition to basic radar service, approved separation 360 OVERHEAD− between IFR and VFR aircraft, and sequencing of (See OVERHEAD MANEUVER.)

PCG T−3 Pilot/Controller Glossary 1/30/208/15/19

THRESHOLD− The beginning of that portion of the telephone communications. When written, a time runway usable for landing. zone designator is used to indicate local time; e.g., (See AIRPORT LIGHTING.) “0205M” (Mountain). The local time may be based (See DISPLACED THRESHOLD.) on the 24-hour clock system. The day begins at 0000 and ends at 2359. THRESHOLD CROSSING HEIGHT− The theoretical height above the runway threshold at TIS−B− which the aircraft’s glideslope antenna would be if (See TRAFFIC INFORMATION the aircraft maintains the trajectory established by the SERVICE−BROADCAST.) mean ILS glideslope or the altitude at which the TMPA− calculated glidepath of an RNAV or GPS approaches. (See TRAFFIC MANAGEMENT PROGRAM (See GLIDESLOPE.) ALERT.) (See THRESHOLD.) TMU− THRESHOLD LIGHTS− (See TRAFFIC MANAGEMENT UNIT.) (See AIRPORT LIGHTING.) TODA− TIBS− (See TAKEOFF DISTANCE AVAILABLE.) (See TELEPHONE INFORMATION BRIEFING (See ICAO term TAKEOFF DISTANCE SERVICE.) AVAILABLE.) TIE-IN FACILITY– The FSS primarily responsible TOI− for providing FSS services, including telecommu- (See TRACK OF INTEREST.) nications services for landing facilities or navigational aids located within the boundaries of a TOP ALTITUDE− In reference to SID published flight plan area (FPA). Three-letter identifiers are altitude restrictions, the charted “maintain” altitude assigned to each FSS/FPA and are annotated as tie-in contained in the procedure description or assigned by facilities in the Chart Supplement U.S., the Alaska ATC. Supplement, the Pacific Supplement, and FAA Order TORA− JO 7350.9, Location Identifiers. Large consolidated (See TAKEOFF RUN AVAILABLE.) FSS facilities may have many tie-in facilities or FSS (See ICAO term TAKEOFF RUN AVAILABLE.) sectors within one facility. TORCHING− The burning of fuel at the end of an (See FLIGHT PLAN AREA.) exhaust pipe or stack of a reciprocating aircraft (See FLIGHT SERVICE STATION.) engine, the result of an excessive richness in the fuel TIME BASED FLOW MANAGEMENT (TBFM)− air mixture. The hardware, software, methods, processes, and TOS− initiatives to manage air traffic flows based on time to balance air traffic demand with system capacity, (See TRAJECTORY OPTIONS SET) and support the management of PBN. This includes, TOTAL ESTIMATED ELAPSED TIME [ICAO]− but not limited to, Adjacent Center Metering (ACM), For IFR flights, the estimated time required from En Route Departure Capability (EDC), takeoff to arrive over that designated point, defined Ground−based Interval Management-Spacing by reference to navigation aids, from which it is (GIM-S), Integrated Departure/Arrival Capability intended that an instrument approach procedure will (IDAC), Single Center Metering (SCM), be commenced, or, if no navigation aid is associated Time-Based Metering (TBM), Time-Based with the destination aerodrome, to arrive over the Scheduling (TBS), and Extended/Coupled Metering. destination aerodrome. For VFR flights, the estimated time required from takeoff to arrive over TIME GROUP− Four digits representing the hour the destination aerodrome. and minutes from the Coordinated Universal Time (UTC) clock. FAA uses UTC for all operations. The (See ICAO term ESTIMATED ELAPSED TIME.) term “ZULU” may be used to denote UTC. The word TOUCH-AND-GO− An operation by an aircraft that “local” or the time zone equivalent shall be used to lands and departs on a runway without stopping or denote local when local time is given during radio and exiting the runway.

PCG T−4 1/30/208/15/19 Pilot/Controller Glossary

TOUCH-AND-GO LANDING− conditions (IFR or VFR). A tower may also provide (See TOUCH-AND-GO.) approach control services (radar or nonradar). (See AIRPORT TRAFFIC CONTROL SERVICE.) TOUCHDOWN− (See APPROACH CONTROL FACILITY.) (See APPROACH CONTROL SERVICE.) a. The point at which an aircraft first makes (See MOVEMENT AREA.) contact with the landing surface. (See TOWER EN ROUTE CONTROL b. Concerning a precision radar approach (PAR), SERVICE.) it is the point where the glide path intercepts the (See ICAO term AERODROME CONTROL landing surface. TOWER.) (Refer to AIM.) (See ICAO term TOUCHDOWN.) TOWER EN ROUTE CONTROL SERVICE− The TOUCHDOWN [ICAO]− The point where the control of IFR en route traffic within delegated nominal glide path intercepts the runway. airspace between two or more adjacent approach control facilities. This service is designed to expedite Note: Touchdown as defined above is only a datum traffic and reduce control and pilot communication and is not necessarily the actual point at which the requirements. aircraft will touch the runway. TOWER TO TOWER− TOUCHDOWN RVR− (See TOWER EN ROUTE CONTROL SERVICE.) (See VISIBILITY.) TRACEABLE PRESSURE STANDARD− The TOUCHDOWN ZONE− The first 3,000 feet of the facility station pressure instrument, with certifica- runway beginning at the threshold. The area is used tion/calibration traceable to the National Institute of for determination of Touchdown Zone Elevation in Standards and Technology. Traceable pressure the development of straight-in landing minimums for standards may be mercurial barometers, commis- instrument approaches. sioned ASOS or dual transducer AWOS, or portable pressure standards or DASI. (See ICAO term TOUCHDOWN ZONE.) TRACK− The actual flight path of an aircraft over the TOUCHDOWN ZONE [ICAO]− The portion of a surface of the earth. runway, beyond the threshold, where it is intended (See COURSE.) landing aircraft first contact the runway. (See FLIGHT PATH.) (See ROUTE.) TOUCHDOWN ZONE ELEVATION− The highest (See ICAO term TRACK.) elevation in the first 3,000 feet of the landing surface. TRACK [ICAO]− The projection on the earth’s TDZE is indicated on the instrument approach surface of the path of an aircraft, the direction of procedure chart when straight-in landing minimums which path at any point is usually expressed in are authorized. degrees from North (True, Magnetic, or Grid). (See TOUCHDOWN ZONE.) TRACK OF INTEREST (TOI)− Displayed data representing an airborne object that threatens or has TOUCHDOWN ZONE LIGHTING− the potential to threaten North America or National (See AIRPORT LIGHTING.) Security. Indicators may include, but are not limited to: noncompliance with air traffic control instructions TOWER− A terminal facility that uses air/ground or aviation regulations; extended loss of communica- communications, visual signaling, and other devices tions; unusual transmissions or unusual flight to provide ATC services to aircraft operating in the behavior; unauthorized intrusion into controlled vicinity of an airport or on the movement area. airspace or an ADIZ; noncompliance with issued Authorizes aircraft to land or takeoff at the airport flight restrictions/security procedures; or unlawful controlled by the tower or to transit the Class D interference with airborne flight crews, up to and airspace area regardless of flight plan or weather including hijack. In certain circumstances, an object

PCG T−5 Pilot/Controller Glossary 1/30/208/15/19 may become a TOI based on specific and credible advisories concerning all traffic in the aircraft’s intelligence pertaining to that particular aircraft/ proximity; in other words, when a pilot requests or object, its passengers, or its cargo. is receiving traffic advisories, he/she should not assume that all traffic will be issued. TRACK OF INTEREST RESOLUTION− A TOI (Refer to AIM.) will normally be considered resolved when: the aircraft/object is no longer airborne; the aircraft TRAFFIC ALERT (aircraft call sign), TURN complies with air traffic control instructions, aviation (left/right) IMMEDIATELY, (climb/descend) AND regulations, and/or issued flight restrictions/security MAINTAIN (altitude). procedures; radio contact is re−established and (See SAFETY ALERT.) authorized control of the aircraft is verified; the TRAFFIC ALERT AND COLLISION AVOID- aircraft is intercepted and intent is verified to be ANCE SYSTEM (TCAS)− An airborne collision nonthreatening/nonhostile; TOI was identified based avoidance system based on radar beacon signals on specific and credible intelligence that was later which operates independent of ground-based equip- determined to be invalid or unreliable; or displayed ment. TCAS-I generates traffic advisories only. data is identified and characterized as invalid. TCAS-II generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane. TRAFFIC− a. A term used by a controller to transfer radar TRAFFIC INFORMATION− identification of an aircraft to another controller for (See TRAFFIC ADVISORIES.) the purpose of coordinating separation action. Traffic TRAFFIC INFORMATION SERVICE−BROAD- is normally issued: CAST (TIS−B)− The broadcast of ATC derived 1. In response to a handoff or point out, traffic information to ADS−B equipped (1090ES or UAT) aircraft. The source of this traffic information 2. In anticipation of a handoff or point out, or is derived from ground−based air traffic surveillance 3. In conjunction with a request for control of an sensors, typically from radar targets. TIS−B service aircraft. will be available throughout the NAS where there are b. A term used by ATC to refer to one or more both adequate surveillance coverage (radar) and aircraft. adequate broadcast coverage from ADS−B ground stations. Loss of TIS−B will occur when an aircraft TRAFFIC ADVISORIES− Advisories issued to alert enters an area not covered by the GBT network. If this pilots to other known or observed air traffic which occurs in an area with adequate surveillance coverage may be in such proximity to the position or intended (radar), nearby aircraft that remain within the route of flight of their aircraft to warrant their adequate broadcast coverage (ADS−B) area will view attention. Such advisories may be based on: the first aircraft. TIS−B may continue when an a. Visual observation. aircraft enters an area with inadequate surveillance b. Observation of radar identified and nonidenti- coverage (radar); nearby aircraft that remain within fied aircraft targets on an ATC radar display, or the adequate broadcast coverage (ADS−B) area will c. Verbal reports from pilots or other facilities. not view the first aircraft. Note 1: The word “traffic” followed by additional TRAFFIC IN SIGHT− Used by pilots to inform a information, if known, is used to provide such controller that previously issued traffic is in sight. advisories; e.g., “Traffic, 2 o’clock, one zero miles, (See NEGATIVE CONTACT.) southbound, eight thousand.” (See TRAFFIC ADVISORIES.) Note 2: Traffic advisory service will be provided to TRAFFIC MANAGEMENT PROGRAM ALERT− the extent possible depending on higher priority A term used in a Notice to Airmen (NOTAM) issued duties of the controller or other limitations; e.g., in conjunction with a special traffic management radar limitations, volume of traffic, frequency congestion, or controller workload. Radar/ program to alert pilots to the existence of the program nonradar traffic advisories do not relieve the pilot and to refer them to either the Notices to Airmen of his/her responsibility to see and avoid other publication or a special traffic management program aircraft. Pilots are cautioned that there are many advisory message for program details. The contrac- times when the controller is not able to give traffic tion TMPA is used in NOTAM text.

PCG T−6 1/30/208/15/19 Pilot/Controller Glossary

TRAFFIC MANAGEMENT UNIT− The entity in over any number of background displays. These ARTCCs and designated terminals directly involved background options include ARTCC boundaries, any in the active management of facility traffic. Usually stratum of en route sector boundaries, fixes, airways, under the direct supervision of an assistant manager military and other special use airspace, airports, and for traffic management. geopolitical boundaries. By using the TSD, a coordinator can monitor any number of traffic TRAFFIC NO FACTOR− Indicates that the traffic situations or the entire systemwide traffic flows. described in a previously issued traffic advisory is no factor. TRAJECTORY− A EDST representation of the path TRAFFIC NO LONGER OBSERVED− Indicates an aircraft is predicted to fly based upon a Current that the traffic described in a previously issued traffic Plan or Trial Plan. advisory is no longer depicted on radar, but may still (See EN ROUTE DECISION SUPPORT TOOL.) be a factor. TRAJECTORY MODELING− The automated pro- TRAFFIC PATTERN− The traffic flow that is cess of calculating a trajectory. prescribed for aircraft landing at, taxiing on, or taking TRAJECTORY OPTIONS SET (TOS)− A TOS is an off from an airport. The components of a typical electronic message, submitted by the operator, that is traffic pattern are upwind leg, crosswind leg, used by the Collaborative Trajectory Options downwind leg, base leg, and final approach. Program (CTOP) to manage the airspace captured in a. Upwind Leg− A flight path parallel to the the traffic management program. The TOS will allow landing runway in the direction of landing. the operator to express the route and delay trade-off b. Crosswind Leg− A flight path at right angles to options that they are willing to accept. the landing runway off its upwind end. TRANSCRIBED WEATHER BROADCAST c. Downwind Leg− A flight path parallel to the (TWEB)− A continuous recording of meteorological landing runway in the direction opposite to landing. and aeronautical information that is broadcast on The downwind leg normally extends between the L/MF and VOR facilities for pilots. (Provided only crosswind leg and the base leg. in Alaska.) d. Base Leg− A flight path at right angles to the (Refer to AIM.) landing runway off its approach end. The base leg TRANSFER OF CONTROL− That action whereby normally extends from the downwind leg to the the responsibility for the separation of an aircraft is intersection of the extended runway centerline. transferred from one controller to another. e. Final Approach− A flight path in the direction (See ICAO term TRANSFER OF CONTROL.) of landing along the extended runway centerline. The final approach normally extends from the base leg to TRANSFER OF CONTROL [ICAO]− Transfer of the runway. An aircraft making a straight-in approach responsibility for providing air traffic control service. VFR is also considered to be on final approach. TRANSFERRING CONTROLLER− A controller/ (See STRAIGHT-IN APPROACH VFR.) facility transferring control of an aircraft to another (See TAXI PATTERNS.) controller/facility. (See ICAO term AERODROME TRAFFIC (See ICAO term TRANSFERRING CIRCUIT.) UNIT/CONTROLLER.) (Refer to 14 CFR Part 91.) (Refer to AIM.) TRANSFERRING FACILITY− (See TRANSFERRING CONTROLLER.) TRAFFIC SITUATION DISPLAY (TSD)− TSD is a computer system that receives radar track data from TRANSFERRING UNIT/CONTROLLER [ICAO]− all 20 CONUS ARTCCs, organizes this data into a Air traffic control unit/air traffic controller in the mosaic display, and presents it on a computer screen. process of transferring the responsibility for The display allows the traffic management coordina- providing air traffic control service to an aircraft to tor multiple methods of selection and highlighting of the next air traffic control unit/air traffic controller individual aircraft or groups of aircraft. The user has along the route of flight. the option of superimposing these aircraft positions Note: See definition of accepting unit/controller.

PCG T−7 Pilot/Controller Glossary 1/30/208/15/19

TRANSITION− being received on the mode to which it is set to a. The general term that describes the change from respond. one phase of flight or flight condition to another; e.g., (See INTERROGATOR.) transition from en route flight to the approach or (See ICAO term TRANSPONDER.) transition from instrument flight to visual flight. (Refer to AIM.) b. A published procedure (DP Transition) used to TRANSPONDER [ICAO]− A receiver/transmitter connect the basic DP to one of several en route which will generate a reply signal upon proper airways/jet routes, or a published procedure (STAR interrogation; the interrogation and reply being on Transition) used to connect one of several en route different frequencies. airways/jet routes to the basic STAR. TRANSPONDER CODES− (Refer to DP/STAR Charts.) (See CODES.) TRANSITION POINT− A point at an adapted TRANSPONDER OBSERVED − Phraseology used number of miles from the vertex at which an arrival to inform a VFR pilot the aircraft’s assigned beacon aircraft would normally commence descent from its code and position have been observed. Specifically, en route altitude. This is the first fix adapted on the this term conveys to a VFR pilot the transponder arrival speed segments. reply has been observed and its position correlated for TRANSITION WAYPOINT− The waypoint that transit through the designated area. defines the beginning of a runway or en route TRIAL PLAN− A proposed amendment which transition on an RNAV SID or STAR. utilizes automation to analyze and display potential conflicts along the predicted trajectory of the selected TRANSITIONAL AIRSPACE− That portion of aircraft. controlled airspace wherein aircraft change from one phase of flight or flight condition to another. TRSA− (See TERMINAL RADAR SERVICE AREA.) TRANSITIONAL HAZARD AREA (THA)− Used by ATC. Airspace normally associated with an TSD− Aircraft Hazard Area within which the flight of (See TRAFFIC SITUATION DISPLAY.) aircraft is subject to restrictions. TURBOJET AIRCRAFT− An aircraft having a jet (See AIRCRAFT HAZARD AREA.) engine in which the energy of the jet operates a (See CONTINGENCY HAZARD AREA.) turbine which in turn operates the air compressor. (See REFINED HAZARD AREA.) TURBOPROP AIRCRAFT− An aircraft having a jet TRANSMISSOMETER− An apparatus used to engine in which the energy of the jet operates a determine visibility by measuring the transmission of turbine which drives the propeller. light through the atmosphere. It is the measurement TURBULENCE− An atmospheric phenomenon that source for determining runway visual range (RVR). causes changes in aircraft altitude, attitude, and or (See VISIBILITY.) airspeed with aircraft reaction depending on TRANSMITTING IN THE BLIND− A transmis- intensity. Pilots report turbulence intensity according sion from one station to other stations in to aircraft’s reaction as follows: circumstances where two-way communication a. Light − Causes slight, erratic changes in altitude cannot be established, but where it is believed that the and or attitude (pitch, roll, or yaw). called stations may be able to receive the b. Moderate− Similar to Light but of greater transmission. intensity. Changes in altitude and or attitude occur TRANSPONDER− The airborne radar beacon but the aircraft remains in positive control at all times. receiver/transmitter portion of the Air Traffic Control It usually causes variations in indicated airspeed. Radar Beacon System (ATCRBS) which automati- c. Severe− Causes large, abrupt changes in altitude cally receives radio signals from interrogators on the and or attitude. It usually causes large variations in ground, and selectively replies with a specific reply indicated airspeed. Aircraft may be momentarily out pulse or pulse group only to those interrogations of control.

PCG T−8 1/30/208/15/19 Pilot/Controller Glossary

d. Extreme− The aircraft is violently tossed about TWEB− and is practically impossible to control. It may cause (See TRANSCRIBED WEATHER BROADCAST.) structural damage. TWO-WAY RADIO COMMUNICATIONS FAIL- (See CHOP.) URE− (Refer to AIM.) (See LOST COMMUNICATIONS.) TURN ANTICIPATION− (maneuver anticipation). TVOR− (See TERMINAL-VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION.)

PCG T−9

1/30/208/15/19 Pilot/Controller Glossary U

UHF− UNMANNED AIRCRAFT (UA)- A device used or (See ULTRAHIGH FREQUENCY.) intended to be used for flight that has no onboard pilot. This device can be any type of airplane, ULTRAHIGH FREQUENCY (UHF)− The frequen- helicopter, airship, or powered-lift aircraft. cy band between 300 and 3,000 MHz. The bank of Unmanned free balloons, moored balloons, tethered radio frequencies used for military air/ground voice aircraft, gliders, and unmanned rockets are not communications. In some instances this may go as considered to be a UA. low as 225 MHz and still be referred to as UHF. UNMANNED AIRCRAFT SYSTEM (UAS)- An ULTRALIGHT VEHICLE− A single-occupant unmanned aircraft and its associated elements related aeronautical vehicle operated for sport or recreational to safe operations, which may include control purposes which does not require FAA registration, an stations (ground, ship, or air based), control links, airworthiness certificate, or pilot certification. support equipment, payloads, flight termination Operation of an ultralight vehicle in certain airspace systems, and launch/recovery equipment. It consists requires authorization from ATC. of three elements: unmanned aircraft, control station, (Refer to 14 CFR Part 103.) and data link. UNABLE− Indicates inability to comply with a UNPUBLISHED ROUTE− A route for which no specific instruction, request, or clearance. minimum altitude is published or charted for pilot UNASSOCIATED− A radar target that does not use. It may include a direct route between NAVAIDs, display a data block with flight identification and a radial, a radar vector, or a final approach course altitude information. beyond the segments of an instrument approach (See ASSOCIATED.) procedure. (See PUBLISHED ROUTE.) UNCONTROLLED AIRSPACE− Airspace in which (See ROUTE.) aircraft are not subject to controlled airspace (Class A, B, C, D, or E) separation criteria. UNRELIABLE (GPS/WAAS)− An advisory to pilots indicating the expected level of service of the UNDER THE HOOD− Indicates that the pilot is GPS and/or WAAS may not be available. Pilots must using a hood to restrict visibility outside the cockpit then determine the adequacy of the signal for desired while simulating instrument flight. An appropriately use. rated pilot is required in the other control seat while this operation is being conducted. UNSERVICEABLE (U/S) (Refer to 14 CFR Part 91.) (See OUT OF SERVICE/UNSERVICEABLE.) UNFROZEN− The Scheduled Time of Arrival (STA) UPWIND LEG− tags, which are still being rescheduled by the time (See TRAFFIC PATTERN.) based flow management (TBFM) calculations. The URGENCY− A condition of being concerned about aircraft will remain unfrozen until the time the safety and of requiring timely but not immediate corresponding estimated time of arrival (ETA) tag assistance; a potential distress condition. passes the preset freeze horizon for that aircraft’s stream class. At this point the automatic rescheduling (See ICAO term URGENCY.) will stop, and the STA becomes “frozen.” URGENCY [ICAO]− A condition concerning the UNICOM− A nongovernment communication facil- safety of an aircraft or other vehicle, or of person on ity which may provide airport information at certain board or in sight, but which does not require airports. Locations and frequencies of UNICOMs are immediate assistance. shown on aeronautical charts and publications. USAFIB− (See CHART SUPPLEMENT U.S.) (See ARMY AVIATION FLIGHT INFORMATION (Refer to AIM.) BULLETIN.)

PCG U−1

8/15/19 Pilot/Controller Glossary V

VASI− and/or descents and of using very short runways or (See VISUAL APPROACH SLOPE INDICATOR.) small areas for takeoff and landings. These aircraft include, but are not limited to, helicopters. VCOA− (See SHORT TAKEOFF AND LANDING (See VISUAL CLIMB OVER AIRPORT.) AIRCRAFT.) VDP− VERY HIGH FREQUENCY (VHF)− The frequency (See VISUAL DESCENT POINT.) band between 30 and 300 MHz. Portions of this band, 108 to 118 MHz, are used for certain NAVAIDs; 118 VECTOR− A heading issued to an aircraft to provide to 136 MHz are used for civil air/ground voice navigational guidance by radar. communications. Other frequencies in this band are (See ICAO term RADAR VECTORING.) used for purposes not related to air traffic control. VERIFY− Request confirmation of information; VERY HIGH FREQUENCY OMNIDIRECTION- e.g., “verify assigned altitude.” AL RANGE STATION− VERIFY SPECIFIC DIRECTION OF TAKEOFF (See VOR.) (OR TURNS AFTER TAKEOFF)− Used by ATC to VERY LOW FREQUENCY (VLF)− The frequency ascertain an aircraft’s direction of takeoff and/or band between 3 and 30 kHz. direction of turn after takeoff. It is normally used for VFR− IFR departures from an airport not having a control (See VISUAL FLIGHT RULES.) tower. When direct communication with the pilot is not possible, the request and information may be VFR AIRCRAFT− An aircraft conducting flight in relayed through an FSS, dispatcher, or by other accordance with visual flight rules. means. (See VISUAL FLIGHT RULES.) (See IFR TAKEOFF MINIMUMS AND VFR CONDITIONS− Weather conditions equal to DEPARTURE PROCEDURES.) or better than the minimum for flight under visual VERTEX− The last fix adapted on the arrival speed flight rules. The term may be used as an ATC segments. Normally, it will be the outer marker of the clearance/instruction only when: runway in use. However, it may be the actual a. An IFR aircraft requests a climb/descent in threshold or other suitable common point on the VFR conditions. approach path for the particular runway configura- b. The clearance will result in noise abatement tion. benefits where part of the IFR departure route does VERTEX TIME OF ARRIVAL− A calculated time of not conform to an FAA approved noise abatement aircraft arrival over the adapted vertex for the runway route or altitude. configuration in use. The time is calculated via the c. A pilot has requested a practice instrument optimum flight path using adapted speed segments. approach and is not on an IFR flight plan. Note: All pilots receiving this authorization must VERTICAL NAVIGATION (VNAV)– A function of comply with the VFR visibility and distance from area navigation (RNAV) equipment which calculates, cloud criteria in 14 CFR Part 91. Use of the term displays, and provides vertical guidance to a profile does not relieve controllers of their responsibility to or path. separate aircraft in Class B and Class C airspace or TRSAs as required by FAA Order JO 7110.65. VERTICAL SEPARATION− Separation between When used as an ATC clearance/instruction, the aircraft expressed in units of vertical distance. term may be abbreviated “VFR;” e.g., “MAINTAIN (See SEPARATION.) VFR,” “CLIMB/DESCEND VFR,” etc. VERTICAL TAKEOFF AND LANDING AIR- VFR FLIGHT− CRAFT (VTOL)− Aircraft capable of vertical climbs (See VFR AIRCRAFT.)

PCG V−1 Pilot/Controller Glossary 1/30/208/15/19

VFR MILITARY TRAINING ROUTES (VR)− night. Visibility is reported as statute miles, hundreds Routes used by the Department of Defense and of feet or meters. associated Reserve and Air Guard units for the (Refer to 14 CFR Part 91.) purpose of conducting low-altitude navigation and (Refer to AIM.) tactical training under VFR below 10,000 feet MSL a. Flight Visibility− The average forward horizon- at airspeeds in excess of 250 knots IAS. tal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen VFR NOT RECOMMENDED− An advisory and identified by day and prominent lighted objects provided by a flight service station to a pilot during may be seen and identified by night. a preflight or inflight weather briefing that flight under visual flight rules is not recommended. To be b. Ground Visibility− Prevailing horizontal visi- given when the current and/or forecast weather bility near the earth’s surface as reported by the conditions are at or below VFR minimums. It does United States National Weather Service or an not abrogate the pilot’s authority to make his/her own accredited observer. decision. c. Prevailing Visibility− The greatest horizontal visibility equaled or exceeded throughout at least half VFR-ON-TOP− ATC authorization for an IFR the horizon circle which need not necessarily be aircraft to operate in VFR conditions at any continuous. appropriate VFR altitude (as specified in 14 CFR and d. Runway Visual Range (RVR)− An instrumen- as restricted by ATC). A pilot receiving this tally derived value, based on standard calibrations, authorization must comply with the VFR visibility, that represents the horizontal distance a pilot will see distance from cloud criteria, and the minimum IFR down the runway from the approach end. It is based altitudes specified in 14 CFR Part 91. The use of this on the sighting of either high intensity runway lights term does not relieve controllers of their responsibil- or on the visual contrast of other targets whichever ity to separate aircraft in Class B and Class C airspace yields the greater visual range. RVR, in contrast to or TRSAs as required by FAA Order JO 7110.65. prevailing or runway visibility, is based on what a VFR TERMINAL AREA CHARTS− pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant (See AERONAUTICAL CHART.) visual range. It is based on the measurement of a VFR WAYPOINT− transmissometer made near the touchdown point of (See WAYPOINT.) the instrument runway and is reported in hundreds of feet. RVR, where available, is used in lieu of VHF− prevailing visibility in determining minimums for a (See VERY HIGH FREQUENCY.) particular runway. VHF OMNIDIRECTIONAL RANGE/TACTICAL 1. Touchdown RVR− The RVR visibility AIR NAVIGATION− readout values obtained from RVR equipment (See VORTAC.) serving the runway touchdown zone. 2. Mid-RVR− The RVR readout values obtained VIDEO MAP− An electronically displayed map on from RVR equipment located midfield of the runway. the radar display that may depict data such as airports, 3. Rollout RVR− The RVR readout values heliports, runway centerline extensions, hospital obtained from RVR equipment located nearest the emergency landing areas, NAVAIDs and fixes, rollout end of the runway. reporting points, airway/route centerlines, bound- (See ICAO term FLIGHT VISIBILITY.) aries, handoff points, special use tracks, obstructions, (See ICAO term GROUND VISIBILITY.) prominent geographic features, map alignment (See ICAO term RUNWAY VISUAL RANGE.) indicators, range accuracy marks, and/or minimum (See ICAO term VISIBILITY.) vectoring altitudes. VISIBILITY [ICAO]− The ability, as determined by VISIBILITY− The ability, as determined by atmospheric conditions and expressed in units of atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted distance, to see and identify prominent unlighted objects by day and prominent lighted objects by objects by day and prominent lighted objects by night.

PCG V−2 1/30/208/15/19 Pilot/Controller Glossary

a. Flight Visibility− The visibility forward from VISUAL DESCENT POINT− A defined point on the the cockpit of an aircraft in flight. final approach course of a nonprecision straight-in approach procedure from which normal descent from b. Ground Visibility− The visibility at an the MDA to the runway touchdown point may be aerodrome as reported by an accredited observer. commenced, provided the approach threshold of that c. Runway Visual Range [RVR]− The range over runway, or approach lights, or other markings which the pilot of an aircraft on the centerline of a identifiable with the approach end of that runway are runway can see the runway surface markings or the clearly visible to the pilot. lights delineating the runway or identifying its VISUAL FLIGHT RULES− Rules that govern the centerline. procedures for conducting flight under visual conditions. The term “VFR” is also used in the VISUAL APPROACH− An approach conducted on United States to indicate weather conditions that are an instrument flight rules (IFR) flight plan which equal to or greater than minimum VFR requirements. authorizes the pilot to proceed visually and clear of In addition, it is used by pilots and controllers to clouds to the airport. The pilot must, at all times, have indicate type of flight plan. either the airport or the preceding aircraft in sight. (See INSTRUMENT FLIGHT RULES.) This approach must be authorized and under the control of the appropriate air traffic control facility. (See INSTRUMENT METEOROLOGICAL CONDITIONS.) Reported weather at the airport must be: ceiling at or above 1,000 feet, and visibility of 3 miles or greater. (See VISUAL METEOROLOGICAL CONDITIONS.) (See ICAO term VISUAL APPROACH.) (Refer to 14 CFR Part 91.) (Refer to AIM.) VISUAL APPROACH [ICAO]− An approach by an IFR flight when either part or all of an instrument VISUAL HOLDING− The holding of aircraft at approach procedure is not completed and the selected, prominent geographical fixes which can be approach is executed in visual reference to terrain. easily recognized from the air. (See HOLDING FIX.) VISUAL APPROACH SLOPE INDICATOR VISUAL METEOROLOGICAL CONDITIONS− (VASI)− Meteorological conditions expressed in terms of (See AIRPORT LIGHTING.) visibility, distance from cloud, and ceiling equal to or better than specified minima. VISUAL CLIMB OVER AIRPORT (VCOA)− A (See INSTRUMENT FLIGHT RULES.) departure option for an IFR aircraft, operating in (See INSTRUMENT METEOROLOGICAL visual meteorological conditions equal to or greater CONDITIONS.) than the specified visibility and ceiling, to visually (See VISUAL FLIGHT RULES.) conduct climbing turns over the airport to the published “climb−to” altitude from which to proceed VISUAL SEGMENT− with the instrument portion of the departure. VCOA (See PUBLISHED INSTRUMENT APPROACH procedures are developed to avoid obstacles greater PROCEDURE VISUAL SEGMENT.) than 3 statute miles from the departure end of the VISUAL SEPARATION− A means employed by runway as an alternative to complying with climb ATC to separate aircraft in terminal areas and en route gradients greater than 200 feet per nautical mile. airspace in the NAS. There are two ways to effect this Pilots are responsible to advise ATC as early as separation: possible of the intent to fly the VCOA option prior to departure. These textual procedures are published in a. The tower controller sees the aircraft involved the ‘Take−Off Minimums and (Obstacle) Departure and issues instructions, as necessary, to ensure that Procedures’ section of the Terminal Procedures the aircraft avoid each other. Publications and/or appear as an option on a Graphic b. A pilot sees the other aircraft involved and upon ODP. instructions from the controller provides his/her own (See AIM.) separation by maneuvering his/her aircraft as

PCG V−3 Pilot/Controller Glossary 1/30/208/15/19

necessary to avoid it. This may involve following VORTICES− Circular patterns of air created by the another aircraft or keeping it in sight until it is no movement of an airfoil through the air when longer a factor. generating lift. As an airfoil moves through the (See SEE AND AVOID.) atmosphere in sustained flight, an area of area of low (Refer to 14 CFR Part 91.) pressure is created above it. The air flowing from the high pressure area to the low pressure area around and VLF− about the tips of the airfoil tends to roll up into two (See VERY LOW FREQUENCY.) rapidly rotating vortices, cylindrical in shape. These VMC− vortices are the most predominant parts of aircraft (See VISUAL METEOROLOGICAL wake turbulence and their rotational force is CONDITIONS.) dependent upon the wing loading, gross weight, and VOICE SWITCHING AND CONTROL SYSTEM speed of the generating aircraft. The vortices from (VSCS)− A computer controlled switching system medium to super aircraft can be of extremely high that provides air traffic controllers with all voice velocity and hazardous to smaller aircraft. circuits (air to ground and ground to ground) (See AIRCRAFT CLASSES.) necessary for air traffic control. (See WAKE TURBULENCE.) (Refer to AIM.) (Refer to AIM.) VOR− A ground-based electronic navigation aid VOT− A ground facility which emits a test signal to transmitting very high frequency navigation signals, check VOR receiver accuracy. Some VOTs are 360 degrees in azimuth, oriented from magnetic available to the user while airborne, and others are north. Used as the basis for navigation in the National limited to ground use only. Airspace System. The VOR periodically identifies itself by Morse Code and may have an additional (See CHART SUPPLEMENT U.S.) voice identification feature. Voice features may be (Refer to 14 CFR Part 91.) used by ATC or FSS for transmitting instructions/in- (Refer to AIM.) formation to pilots. (See NAVIGATIONAL AID.) VR− (Refer to AIM.) (See VFR MILITARY TRAINING ROUTES.) VOR TEST SIGNAL− VSCS− (See VOT.) (See VOICE SWITCHING AND CONTROL VORTAC− A navigation aid providing VOR SYSTEM.) azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME) at one site. VTA− (See DISTANCE MEASURING EQUIPMENT.) (See VERTEX TIME OF ARRIVAL.) (See NAVIGATIONAL AID.) (See TACAN.) VTOL AIRCRAFT− (See VOR.) (See VERTICAL TAKEOFF AND LANDING (Refer to AIM.) AIRCRAFT.)

PCG V−4 8/15/19 Pilot/Controller Glossary W

WA− a. In conjunction with ATC instructions, gives the (See AIRMET.) pilot the latitude to delay compliance until a (See WEATHER ADVISORY.) condition or event has been reconciled. Unlike “pilot discretion,” when instructions are prefaced “when WAAS− able,” the pilot is expected to seek the first (See WIDE-AREA AUGMENTATION SYSTEM.) opportunity to comply. WAKE TURBULENCE− A phenomenon that occurs b. In conjunction with a weather deviation when an aircraft develops lift and forms a pair of clearance, requires the pilot to determine when he/she counter−rotating vortices. is clear of weather, then execute ATC instructions. (See AIRCRAFT CLASSES.) c. Once a maneuver has been initiated, the pilot is (See VORTICES.) expected to continue until the specifications of the instructions have been met. “When able,” should not (Refer to AIM.) be used when expeditious compliance is required. WARNING AREA− WIDE-AREA AUGMENTATION SYSTEM (See SPECIAL USE AIRSPACE.) (WAAS)− The WAAS is a satellite navigation system WAYPOINT− A predetermined geographical posi- consisting of the equipment and software which tion used for route/instrument approach definition, augments the GPS Standard Positioning Service progress reports, published VFR routes, visual (SPS). The WAAS provides enhanced integrity, reporting points or points for transitioning and/or accuracy, availability, and continuity over and above circumnavigating controlled and/or special use GPS SPS. The differential correction function airspace, that is defined relative to a VORTAC station provides improved accuracy required for precision or in terms of latitude/longitude coordinates. approach. WIDE AREA MULTILATERATION (WAM)– A WEATHER ADVISORY− In aviation weather distributed surveillance technology which may forecast practice, an expression of hazardous weather utilize any combination of signals from Air Traffic conditions not predicted in the Aviation Surface Control Radar Beacon System (ATCRBS) (Modes A Forecast, Aviation Cloud Forecast, or area forecast, and C) and Mode S transponders, and ADS-B as they affect the operation of air traffic and as transmissions. Multiple geographically dispersed prepared by the NWS. ground sensors measure the time-of-arrival of the (See AIRMET.) transponder messages. Aircraft position is deter- (See SIGMET.) mined by joint processing of the time-difference-of-arrival (TDOA) measurements WEATHER RECONNAISSANCE AREA (WRA)− computed between a reference and the ground A WRA is airspace with defined dimensions and stations’ measured time-of-arrival. published by Notice to Airmen, which is established to support weather reconnaissance/research flights. WILCO− I have received your message, understand Air traffic control services are not provided within it, and will comply with it. WRAs. Only participating weather reconnaissance/ WIND GRID DISPLAY− A display that presents the rd research aircraft from the 53 Weather latest forecasted wind data overlaid on a map of the Reconnaissance Squadron and National Oceanic and ARTCC area. Wind data is automatically entered and Atmospheric Administration Aircraft Operations updated periodically by transmissions from the Center are permitted to operate within a WRA. A National Weather Service. Winds at specific WRA may only be established in airspace within U.S. altitudes, along with temperatures and air pressure Flight Information Regions outside of U.S. territorial can be viewed. airspace. WIND SHEAR− A change in wind speed and/or wind WHEN ABLE− direction in a short distance resulting in a tearing or

PCG W−1 Pilot/Controller Glossary 8/15/19 shearing effect. It can exist in a horizontal or vertical a. As a request: “Communication is difficult. direction and occasionally in both. Please say every phrase twice.” WIND SHEAR ESCAPE− An unplanned abortive b. As information: “Since communications are maneuver initiated by the pilot in command (PIC) as difficult, every phrase in this message will be spoken a result of onboard cockpit systems. Wind shear twice.” escapes are characterized by maximum thrust climbs WS− in the low altitude terminal environment until wind (See SIGMET.) shear conditions are no longer detected. (See WEATHER ADVISORY.) WING TIP VORTICES− WST− (See VORTICES.) (See CONVECTIVE SIGMET.) WORDS TWICE− (See WEATHER ADVISORY.)

PCG W−2