4/3/14 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: BOTTON ALTITUDE CLIMB VIA DEFENSE AREA DESCEND VIA FUSED TARGET FUSION GROSS NAVIGATION ERROR ISR INSTRUMENT APPROACH OPERATIONS LIGHT−SPORT AIRCRAFT TAKEOFF ROLL TOP ALTITUDE e. Terms Modified: INSTRUMENT APPROACH PROCEDURE LANDING MINIMUMS RESUME NORMAL SPEED TARGET ULTRALIGHT VEHICLE WHEN ABLE f. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG−1

4/3/14 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 4/3/14

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 ADVISORY SERVICE− Advice and information the performance of higher priority duties and on the provided by a facility to assist pilots in the safe basis of limitations of the radar, volume of traffic, conduct of flight and aircraft movement. frequency congestion, and controller workload. The (See ADDITIONAL SERVICES.) controller has complete discretion for determining if (See EN ROUTE FLIGHT ADVISORY he/she is able to provide or continue to provide a SERVICE.) service in a particular case. The controller’s reason (See LOCAL AIRPORT ADVISORY.) not to provide or continue to provide a service in a (See RADAR ADVISORY.) particular case is not subject to question by the pilot (See SAFETY ALERT.) and need not be made known to him/her. (See TRAFFIC ADVISORIES.) (See TRAFFIC ADVISORIES.) (Refer to AIM.) (Refer to AIM.) AERIAL REFUELING− A procedure used by the ADF− military to transfer fuel from one aircraft to another (See AUTOMATIC DIRECTION FINDER.) during flight. (Refer to VFR/IFR Wall Planning Charts.) ADIZ− AERODROME− A defined area on land or water (See AIR DEFENSE IDENTIFICATION ZONE.) (including any buildings, installations and equip- ADLY− ment) intended to be used either wholly or in part for (See ARRIVAL DELAY.) the arrival, departure, and movement of aircraft. ADMINISTRATOR− The Federal Aviation Admin- AERODROME BEACON [ICAO]− Aeronautical istrator or any person to whom he/she has delegated beacon used to indicate the location of an aerodrome his/her authority in the matter concerned. from the air. AERODROME CONTROL SERVICE [ICAO]− Air ADR− traffic control service for aerodrome traffic. (See AIRPORT DEPARTURE RATE.) AERODROME CONTROL TOWER [ICAO]− A ADS [ICAO]− unit established to provide air traffic control service (See ICAO term AUTOMATIC DEPENDENT to aerodrome traffic. SURVEILLANCE.) AERODROME ELEVATION [ICAO]− The eleva- ADS−B− tion of the highest point of the landing area. (See AUTOMATIC DEPENDENT AERODROME TRAFFIC CIRCUIT [ICAO]− The SURVEILLANCE−BROADCAST.) specified path to be flown by aircraft operating in the vicinity of an aerodrome. ADS−C− (See AUTOMATIC DEPENDENT AERONAUTICAL BEACON− A visual NAVAID SURVEILLANCE−CONTRACT.) displaying flashes of white and/or colored light to indicate the location of an airport, a heliport, a ADVISE INTENTIONS− Tell me what you plan to landmark, a certain point of a Federal airway in do. mountainous terrain, or an obstruction. ADVISORY− Advice and information provided to (See AIRPORT ROTATING BEACON.) assist pilots in the safe conduct of flight and aircraft (Refer to AIM.) movement. AERONAUTICAL CHART− A map used in air (See ADVISORY SERVICE.) navigation containing all or part of the following:

PCG A−2 4/3/14 Pilot/Controller Glossary topographic features, hazards and obstructions, identification and frequencies of radio aids, selected navigation aids, navigation routes, designated airports, distances, time zones, special use airspace, airspace, and airports. Commonly used aeronautical and related information. charts are: f. Instrument Approach Procedures (IAP) Charts− a. Sectional Aeronautical Charts (1:500,000)− Portray the aeronautical data which is required to Designed for visual navigation of slow or medium execute an instrument approach to an airport. These speed aircraft. Topographic information on these charts depict the procedures, including all related charts features the portrayal of relief and a judicious data, and the airport diagram. Each procedure is selection of visual check points for VFR flight. designated for use with a specific type of electronic Aeronautical information includes visual and radio navigation system including NDB, TACAN, VOR, aids to navigation, airports, controlled airspace, ILS/MLS, and RNAV. These charts are identified by restricted areas, obstructions, and related data. the type of navigational aid(s) which provide final approach guidance. b. VFR Terminal Area Charts (1:250,000)− Depict Class B airspace which provides for the g. Instrument Departure Procedure (DP) Charts− control or segregation of all the aircraft within Class Designed to expedite clearance delivery and to B airspace. The chart depicts topographic informa- facilitate transition between takeoff and en route tion and aeronautical information which includes operations. Each DP is presented as a separate chart visual and radio aids to navigation, airports, and may serve a single airport or more than one controlled airspace, restricted areas, obstructions, airport in a given geographical location. and related data. h. Standard Terminal Arrival (STAR) Charts− c. World Aeronautical Charts (WAC) Designed to expedite air traffic control arrival (1:1,000,000)− Provide a standard series of aeronau- procedures and to facilitate transition between en tical charts covering land areas of the world at a size route and instrument approach operations. Each and scale convenient for navigation by moderate STAR procedure is presented as a separate chart and speed aircraft. Topographic information includes may serve a single airport or more than one airport in cities and towns, principal roads, railroads, distinc- a given geographical location. tive landmarks, drainage, and relief. Aeronautical i. Airport Taxi Charts− Designed to expedite the information includes visual and radio aids to efficient and safe flow of ground traffic at an airport. navigation, airports, airways, restricted areas, These charts are identified by the official airport obstructions, and other pertinent data. name; e.g., Ronald Reagan Washington National Airport. d. En Route Low Altitude Charts− Provide (See ICAO term AERONAUTICAL CHART.) aeronautical information for en route instrument navigation (IFR) in the low altitude stratum. AERONAUTICAL CHART [ICAO]− A representa- Information includes the portrayal of airways, limits tion of a portion of the earth, its culture and relief, of controlled airspace, position identification and specifically designated to meet the requirements of frequencies of radio aids, selected airports, minimum air navigation. en route and minimum obstruction clearance AERONAUTICAL INFORMATION MANUAL altitudes, airway distances, reporting points, re- (AIM)− A primary FAA publication whose purpose stricted areas, and related data. Area charts, which are is to instruct airmen about operating in the National a part of this series, furnish terminal data at a larger Airspace System of the U.S. It provides basic flight scale in congested areas. information, ATC Procedures and general instruc- e. En Route High Altitude Charts− Provide tional information concerning health, medical facts, aeronautical information for en route instrument factors affecting flight safety, accident and hazard navigation (IFR) in the high altitude stratum. reporting, and types of aeronautical charts and their Information includes the portrayal of jet routes, use.

PCG A−3 Pilot/Controller Glossary 4/3/14

AERONAUTICAL INFORMATION PUBLICA- d. Land−Based Air Defense Identification Zone. TION (AIP) [ICAO]− A publication issued by or with An ADIZ over U.S. metropolitan areas, which is the authority of a State and containing aeronautical activated and deactivated as needed, with dimen- information of a lasting character essential to air sions, activation dates and other relevant information navigation. disseminated via NOTAM. A/FD− Note: ADIZ locations and operating and flight plan requirements for civil aircraft operations are speci- (See AIRPORT/FACILITY DIRECTORY.) fied in 14 CFR Part 99. AFFIRMATIVE− Yes. (Refer to AIM.) AFIS− AIR NAVIGATION FACILITY− Any facility used (See AUTOMATIC FLIGHT INFORMATION in, available for use in, or designed for use in, aid of SERVICE − ALASKA FSSs ONLY.) air navigation, including landing areas, lights, any AFP− apparatus or equipment for disseminating weather information, for signaling, for radio-directional (See AIRSPACE FLOW PROGRAM.) finding, or for radio or other electrical communica- AIM− tion, and any other structure or mechanism having a (See AERONAUTICAL INFORMATION similar purpose for guiding or controlling flight in the MANUAL.) air or the landing and takeoff of aircraft. (See NAVIGATIONAL AID.) AIP [ICAO]− (See ICAO term AERONAUTICAL AIR ROUTE SURVEILLANCE RADAR− Air route INFORMATION PUBLICATION.) traffic control center (ARTCC) radar used primarily to detect and display an aircraft’s position while en AIR CARRIER DISTRICT OFFICE− An FAA field route between terminal areas. The ARSR enables office serving an assigned geographical area, staffed controllers to provide radar air traffic control service with Flight Standards personnel serving the aviation when aircraft are within the ARSR coverage. In some industry and the general public on matters related to instances, ARSR may enable an ARTCC to provide the certification and operation of scheduled air terminal radar services similar to but usually more carriers and other large aircraft operations. limited than those provided by a radar approach AIR DEFENSE EMERGENCY− A military emer- control. gency condition declared by a designated authority. This condition exists when an attack upon the AIR ROUTE TRAFFIC CONTROL CENTER− A continental U.S., Alaska, Canada, or U.S. installa- facility established to provide air traffic control tions in Greenland by hostile aircraft or missiles is service to aircraft operating on IFR flight plans considered probable, is imminent, or is taking place. within controlled airspace and principally during the en route phase of flight. When equipment capabilities (Refer to AIM.) and controller workload permit, certain advisory/as- AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− sistance services may be provided to VFR aircraft. The area of airspace over land or water, extending (See EN ROUTE AIR TRAFFIC CONTROL upward from the surface, within which the ready SERVICES.) identification, the location, and the control of aircraft (Refer to AIM.) are required in the interest of national security. AIR TAXI− Used to describe a helicopter/VTOL a. Domestic Air Defense Identification Zone. An aircraft movement conducted above the surface but ADIZ within the United States along an international normally not above 100 feet AGL. The aircraft may boundary of the United States. proceed either via hover taxi or flight at speeds more b. Coastal Air Defense Identification Zone. An than 20 knots. The pilot is solely responsible for ADIZ over the coastal waters of the United States. selecting a safe airspeed/altitude for the operation c. Distant Early Warning Identification Zone being conducted. (DEWIZ). An ADIZ over the coastal waters of the (See HOVER TAXI.) State of Alaska. (Refer to AIM.)

PCG A−4 4/3/14 Pilot/Controller Glossary

AIR TRAFFIC− Aircraft operating in the air or on an AIR TRAFFIC CONTROL CLEARANCE [ICAO]− airport surface, exclusive of loading ramps and Authorization for an aircraft to proceed under parking areas. conditions specified by an air traffic control unit. (See ICAO term AIR TRAFFIC.) Note 1: For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts. AIR TRAFFIC [ICAO]− All aircraft in flight or Note 2: The abbreviated term clearance may be operating on the maneuvering area of an aerodrome. prefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular AIR TRAFFIC CLEARANCE− An authorization by portion of flight to which the air traffic control clear- air traffic control for the purpose of preventing ance relates. collision between known aircraft, for an aircraft to AIR TRAFFIC CONTROL SERVICE− proceed under specified traffic conditions within (See AIR TRAFFIC CONTROL.) controlled airspace. The pilot-in-command of an aircraft may not deviate from the provisions of a AIR TRAFFIC CONTROL SERVICE [ICAO]− A visual flight rules (VFR) or instrument flight rules service provided for the purpose of: (IFR) air traffic clearance except in an emergency or a. Preventing collisions: unless an amended clearance has been obtained. 1. Between aircraft; and Additionally, the pilot may request a different 2. On the maneuvering area between aircraft clearance from that which has been issued by air and obstructions. traffic control (ATC) if information available to the pilot makes another course of action more practicable b. Expediting and maintaining an orderly flow of or if aircraft equipment limitations or company air traffic. procedures forbid compliance with the clearance AIR TRAFFIC CONTROL SPECIALIST− A person issued. Pilots may also request clarification or authorized to provide air traffic control service. amendment, as appropriate, any time a clearance is (See AIR TRAFFIC CONTROL.) not fully understood, or considered unacceptable (See FLIGHT SERVICE STATION.) because of safety of flight. Controllers should, in (See ICAO term CONTROLLER.) such instances and to the extent of operational AIR TRAFFIC CONTROL SYSTEM COMMAND practicality and safety, honor the pilot’s request. CENTER (ATCSCC) − An Air Traffic Tactical 14 CFR Part 91.3(a) states: “The pilot in command Operations facility responsible for monitoring and of an aircraft is directly responsible for, and is the managing the flow of air traffic throughout the NAS, final authority as to, the operation of that aircraft.” producing a safe, orderly, and expeditious flow of THE PILOT IS RESPONSIBLE TO REQUEST AN traffic while minimizing delays. The following AMENDED CLEARANCE if ATC issues a functions are located at the ATCSCC: clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot’s opinion, would a. Central Altitude Reservation Function place the aircraft in jeopardy. (CARF). Responsible for coordinating, planning, and approving special user requirements under the (See ATC INSTRUCTIONS.) Altitude Reservation (ALTRV) concept. (See ICAO term AIR TRAFFIC CONTROL (See ALTITUDE RESERVATION.) CLEARANCE.) b. Airport Reservation Office (ARO). Responsible for approving IFR flights at designated AIR TRAFFIC CONTROL− A service operated by high density traffic airports (John F. Kennedy, appropriate authority to promote the safe, orderly and LaGuardia, and Ronald Reagan Washington expeditious flow of air traffic. National) during specified hours. (See ICAO term AIR TRAFFIC CONTROL (Refer to 14 CFR Part 93.) SERVICE.) (Refer to AIRPORT/FACILITY DIRECTORY.)

PCG A−5 Pilot/Controller Glossary 4/3/14

c. U.S. Notice to Airmen (NOTAM) Office. category. If it is necessary to maneuver at speeds in Responsible for collecting, maintaining, and distrib- excess of the upper limit of a speed range for a uting NOTAMs for the U.S. civilian and military, as category, the minimums for the category for that well as international aviation communities. speed must be used. For example, an aircraft which (See NOTICE TO AIRMEN.) falls in Category A, but is circling to land at a speed d. Weather Unit. Monitor all aspects of weather in excess of 91 knots, must use the approach for the U.S. that might affect aviation including cloud Category B minimums when circling to land. The cover, visibility, winds, precipitation, thunderstorms, categories are as follows: icing, turbulence, and more. Provide forecasts based a. Category A− Speed less than 91 knots. on observations and on discussions with meteorolo- b. Category B− Speed 91 knots or more but less gists from various National Weather Service offices, than 121 knots. FAA facilities, airlines, and private weather services. c. Category C− Speed 121 knots or more but less AIR TRAFFIC SERVICE− A generic term meaning: than 141 knots. a. Flight Information Service. d. Category D− Speed 141 knots or more but less b. Alerting Service. than 166 knots. c. Air Traffic Advisory Service. e. Category E− Speed 166 knots or more. (Refer to 14 CFR Part 97.) d. Air Traffic Control Service: 1. Area Control Service, AIRCRAFT CLASSES− For the purposes of Wake Turbulence Separation Minima, ATC classifies 2. Approach Control Service, or aircraft as Heavy, Large, and Small as follows: 3. Airport Control Service. a. Heavy− Aircraft capable of takeoff weights of AIR TRAFFIC SERVICE (ATS) ROUTES − The 300,000 pounds or more whether or not they are term “ATS Route” is a generic term that includes operating at this weight during a particular phase of “VOR Federal airways,” “colored Federal airways,” flight. “jet routes,” and “RNAV routes.” The term “ATS b. Large− Aircraft of more than 41,000 pounds, route” does not replace these more familiar route maximum certificated takeoff weight, up to but not names, but serves only as an overall title when listing including 300,000 pounds. the types of routes that comprise the United States route structure. c. Small− Aircraft of 41,000 pounds or less maximum certificated takeoff weight. AIRBORNE− An aircraft is considered airborne (Refer to AIM.) when all parts of the aircraft are off the ground. AIRCRAFT CONFLICT− Predicted conflict, within AIRBORNE DELAY− Amount of delay to be URET, of two aircraft, or between aircraft and encountered in airborne holding. airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or AIRCRAFT− Device(s) that are used or intended to less. A Yellow alert is used when the predicted be used for flight in the air, and when used in air traffic minimum separation is between 5 and approximately control terminology, may include the flight crew. 12 nautical miles. A Blue alert is used for conflicts (See ICAO term AIRCRAFT.) between an aircraft and predefined airspace. AIRCRAFT [ICAO]− Any machine that can derive (See USER REQUEST EVALUATION TOOL.) support in the atmosphere from the reactions of the air AIRCRAFT LIST (ACL)− A view available with other than the reactions of the air against the earth’s URET that lists aircraft currently in or predicted to be surface. in a particular sector’s airspace. The view contains AIRCRAFT APPROACH CATEGORY− A textual flight data information in line format and may grouping of aircraft based on a speed of 1.3 times the be sorted into various orders based on the specific stall speed in the landing configuration at maximum needs of the sector team. gross landing weight. An aircraft must fit in only one (See USER REQUEST EVALUATION TOOL.)

PCG A−6 4/3/14 Pilot/Controller Glossary

AIRCRAFT SURGE LAUNCH AND the tower is not in operation, and on which a Flight RECOVERY− Procedures used at USAF bases to Service Station is located. provide increased launch and recovery rates in (See LOCAL AIRPORT ADVISORY.) instrument flight rules conditions. ASLAR is based (Refer to AIM.) on: AIRPORT ARRIVAL RATE (AAR)− A dynamic a. Reduced separation between aircraft which is input parameter specifying the number of arriving based on time or distance. Standard arrival separation aircraft which an airport or airspace can accept from applies between participants including multiple the ARTCC per hour. The AAR is used to calculate flights until the DRAG point. The DRAG point is a the desired interval between successive arrival published location on an ASLAR approach where aircraft. aircraft landing second in a formation slows to a predetermined airspeed. The DRAG point is the AIRPORT DEPARTURE RATE (ADR)− A dynamic reference point at which MARSA applies as parameter specifying the number of aircraft which expanding elements effect separation within a flight can depart an airport and the airspace can accept per or between subsequent participating flights. hour. b. ASLAR procedures shall be covered in a Letter AIRPORT ELEVATION− The highest point of an of Agreement between the responsible USAF airport’s usable runways measured in feet from mean military ATC facility and the concerned Federal sea level. Aviation Administration facility. Initial Approach (See TOUCHDOWN ZONE ELEVATION.) Fix spacing requirements are normally addressed as (See ICAO term AERODROME ELEVATION.) a minimum. AIRPORT/FACILITY DIRECTORY− A publication AIRMEN’S METEOROLOGICAL designed primarily as a pilot’s operational manual INFORMATION− containing all airports, seaplane bases, and heliports (See AIRMET.) open to the public including communications data, navigational facilities, and certain special notices and AIRMET− In-flight weather advisories issued only procedures. This publication is issued in seven to amend the area forecast concerning weather volumes according to geographical area. phenomena which are of operational interest to all AIRPORT LIGHTING− Various lighting aids that aircraft and potentially hazardous to aircraft having may be installed on an airport. Types of airport limited capability because of lack of equipment, lighting include: instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by a. Approach Light System (ALS)− An airport SIGMETs or Convective SIGMETs. AIRMETs lighting facility which provides visual guidance to cover moderate icing, moderate turbulence, sustained landing aircraft by radiating light beams in a winds of 30 knots or more at the surface, widespread directional pattern by which the pilot aligns the areas of ceilings less than 1,000 feet and/or visibility aircraft with the extended centerline of the runway on less than 3 miles, and extensive mountain his/her final approach for landing. Condenser- obscurement. Discharge Sequential Flashing Lights/Sequenced (See AWW.) Flashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light (See CONVECTIVE SIGMET.) Systems are: (See CWA.) (See SIGMET.) 1. ALSF-1− Approach Light System with (Refer to AIM.) Sequenced Flashing Lights in ILS Cat-I configura- tion. AIRPORT− An area on land or water that is used or 2. ALSF-2− Approach Light System with intended to be used for the landing and takeoff of Sequenced Flashing Lights in ILS Cat-II configura- aircraft and includes its buildings and facilities, if tion. The ALSF-2 may operate as an SSALR when any. weather conditions permit. AIRPORT ADVISORY AREA− The area within ten 3. SSALF− Simplified Short Approach Light miles of an airport without a control tower or where System with Sequenced Flashing Lights.

PCG A−7 Pilot/Controller Glossary 4/3/14

4. SSALR− Simplified Short Approach Light runway threshold, which provide rapid and positive System with Runway Alignment Indicator Lights. identification of the approach end of a particular 5. MALSF− Medium Intensity Approach Light runway. System with Sequenced Flashing Lights. g. Visual Approach Slope Indicator (VASI)− An 6. MALSR− Medium Intensity Approach Light airport lighting facility providing vertical visual System with Runway Alignment Indicator Lights. approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high 7. RLLS− Runway Lead-in Light System intensity red and white focused light beams which Consists of one or more series of flashing lights indicate to the pilot that he/she is “on path” if he/she installed at or near ground level that provides positive sees red/white, “above path” if white/white, and visual guidance along an approach path, either “below path” if red/red. Some airports serving large curving or straight, where special problems exist with aircraft have three-bar VASIs which provide two hazardous terrain, obstructions, or noise abatement visual glide paths to the same runway. procedures. h. Precision Approach Path Indicator (PAPI)− An 8. RAIL− Runway Alignment Indicator Lights− airport lighting facility, similar to VASI, providing Sequenced Flashing Lights which are installed only vertical approach slope guidance to aircraft during in combination with other light systems. approach to landing. PAPIs consist of a single row of 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 FAAO JO 6850.2, VISUAL GUIDANCE (Refer to AIM.) 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,

PCG A−8 4/3/14 Pilot/Controller Glossary alternating white and green flashes indicate the AIRSPACE FLOW PROGRAM (AFP)− AFP is a location of the airport. At military airports, the Traffic Management (TM) process administered by beacons flash alternately white and green, but are the Air Traffic Control System Command Center differentiated from civil beacons by dualpeaked (two (ATCSCC) where aircraft are assigned an Expect quick) white flashes between the green flashes. Departure Clearance Time (EDCT) in order to (See INSTRUMENT FLIGHT RULES.) manage capacity and demand for a specific area of the (See SPECIAL VFR OPERATIONS.) National Airspace System (NAS). The purpose of the (See ICAO term AERODROME BEACON.) program is to mitigate the effects of en route (Refer to AIM.) constraints. It is a flexible program and may be implemented in various forms depending upon the AIRPORT STREAM FILTER (ASF)− An on/off needs of the air traffic system. filter that allows the conflict notification function to be inhibited for arrival streams into single or multiple AIRSPACE HIERARCHY− Within the airspace airports to prevent nuisance alerts. classes, there is a hierarchy and, in the event of an overlap of airspace: Class A preempts Class B, Class AIRPORT SURFACE DETECTION EQUIPMENT B preempts Class C, Class C preempts Class D, Class (ASDE)− Surveillance equipment specifically de- D preempts Class E, and Class E preempts Class G. signed to detect aircraft, vehicular traffic, and other AIRSPEED− The speed of an aircraft relative to its objects, on the surface of an airport, and to present the surrounding air mass. The unqualified term image on a tower display. Used to augment visual “airspeed” means one of the following: observation by tower personnel of aircraft and/or vehicular movements on runways and taxiways. a. Indicated Airspeed− The speed shown on the There are three ASDE systems deployed in the NAS: aircraft airspeed indicator. This is the speed used in pilot/controller communications under the general a. ASDE−3− a Surface Movement Radar. term “airspeed.” b. ASDE−X− a system that uses a X−band Surface (Refer to 14 CFR Part 1.) Movement Radar and multilateration. Data from b. True Airspeed− The airspeed of an aircraft these two sources are fused and presented on a digital relative to undisturbed air. Used primarily in flight display. planning and en route portion of flight. When used in c. ASDE−3X− an ASDE−X system that uses the pilot/controller communications, it is referred to as ASDE−3 Surface Movement Radar. “true airspeed” and not shortened to “airspeed.” AIRPORT SURVEILLANCE RADAR− Approach AIRSTART− The starting of an aircraft engine while control radar used to detect and display an aircraft’s the aircraft is airborne, preceded by engine shutdown position in the terminal area. ASR provides range and during training flights or by actual engine failure. azimuth information but does not provide elevation AIRWAY− A Class E airspace area established in the data. Coverage of the ASR can extend up to 60 miles. form of a corridor, the centerline of which is defined AIRPORT TAXI CHARTS− by radio navigational aids. (See AERONAUTICAL CHART.) (See FEDERAL AIRWAYS.) (See ICAO term AIRWAY.) AIRPORT TRAFFIC CONTROL SERVICE− A (Refer to 14 CFR Part 71.) service provided by a control tower for aircraft (Refer to AIM.) operating on the movement area and in the vicinity of AIRWAY [ICAO]− A control area or portion thereof an airport. established in the form of corridor equipped with (See MOVEMENT AREA.) radio navigational aids. (See TOWER.) (See ICAO term AERODROME CONTROL AIRWAY BEACON− Used to mark airway segments SERVICE.) in remote mountain areas. The light flashes Morse Code to identify the beacon site. AIRPORT TRAFFIC CONTROL TOWER− (Refer to AIM.) (See TOWER.) AIT− AIRSPACE CONFLICT− Predicted conflict of an (See AUTOMATED INFORMATION aircraft and active Special Activity Airspace (SAA). TRANSFER.)

PCG A−9 Pilot/Controller Glossary 4/3/14

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

PCG A−10 4/3/14 Pilot/Controller Glossary

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

PCG A−11 Pilot/Controller Glossary 4/3/14

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 performance− with the straight-in area except that it extends out for based navigation as well as other operations that 30NM from the IAF and is bounded on the other side do not meet the definition of performance−based by a line extending from the IF through the FAF to the navigation. arc. AREA NAVIGATION (RNAV) APPROACH AREA NAVIGATION (RNAV) GLOBAL CONFIGURATION: POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH − A a. STANDARD T− An RNAV approach whose GPS approach, which requires vertical guidance, design allows direct flight to any one of three initial used in lieu of an ILS PRM approach to conduct approach fixes (IAF) and eliminates the need for approaches to parallel runways whose extended procedure turns. The standard design is to align the centerlines are separated by less than 4,300 feet and procedure on the extended centerline with the missed at least 3,000 feet, where closely spaced independent approach point (MAP) at the runway threshold, the approaches are permitted. Also used in lieu of an ILS final approach fix (FAF), and the initial approach/ PRM and/or LDA PRM approach to conduct intermediate fix (IAF/IF). The other two IAFs will be Simultaneous Offset Instrument Approach (SOIA) established perpendicular to the IF. 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 4/3/14 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.) URET 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 USER REQUEST EVALUATION 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 4/3/14

ATC SECURITY SERVICES − Communications AUTOLAND APPROACH− An autoland approach and security tracking provided by an ATC facility in is a precision instrument approach to touchdown and, support of the DHS, the DOD, or other Federal in some cases, through the landing rollout. An security elements in the interest of national security. autoland approach is performed by the aircraft Such security services are only applicable within autopilot which is receiving position information designated areas. ATC security services do not and/or steering commands from onboard navigation include ATC basic radar services or flight following. equipment. Note: Autoland and coupled approaches are flown ATC SECURITY SERVICES POSITION − The in VFR and IFR. It is common for carriers to require position responsible for providing ATC security their crews to fly coupled approaches and autoland services as defined. This position does not provide approaches (if certified) when the weather condi- ATC, IFR separation, or VFR flight following tions are less than approximately 4,000 RVR. services, but is responsible for providing security (See COUPLED APPROACH.) services in an area comprising airspace assigned to one or more ATC operating sectors. This position AUTOMATED INFORMATION TRANSFER− A may be combined with control positions. precoordinated process, specifically defined in facility directives, during which a transfer of altitude ATC SECURITY TRACKING − The continuous control and/or radar identification is accomplished tracking of aircraft movement by an ATC facility in without verbal coordination between controllers support of the DHS, the DOD, or other security using information communicated in a full data block. elements for national security using radar (i.e., radar AUTOMATED MUTUAL-ASSISTANCE VESSEL tracking) or other means (e.g., manual tracking) RESCUE SYSTEM− A facility which can deliver, in without providing basic radar services (including a matter of minutes, a surface picture (SURPIC) of traffic advisories) or other ATC services not defined vessels in the area of a potential or actual search and in this section. rescue incident, including their predicted positions ATCAA− and their characteristics. (See ATC ASSIGNED AIRSPACE.) (See FAAO JO 7110.65, Para 10−6−4, INFLIGHT CONTINGENCIES.) ATCRBS− (See RADAR.) AUTOMATED PROBLEM DETECTION (APD)− An Automation Processing capability that compares ATCSCC− trajectories in order to predict conflicts. (See AIR TRAFFIC CONTROL SYSTEM AUTOMATED PROBLEM DETECTION COMMAND CENTER.) BOUNDARY (APB)− The adapted distance beyond ATCT− a facilities boundary defining the airspace within (See TOWER.) which URET performs conflict detection. (See USER REQUEST EVALUATION TOOL.) ATD− (See ALONG−TRACK DISTANCE.) AUTOMATED PROBLEM DETECTION IN- HIBITED AREA (APDIA)− Airspace surrounding a ATIS− terminal area within which APD is inhibited for all (See AUTOMATIC TERMINAL INFORMATION flights within that airspace. SERVICE.) AUTOMATED RADAR TERMINAL SYSTEMS ATIS [ICAO]− (ARTS)− A generic term for several tracking systems (See ICAO Term AUTOMATIC TERMINAL included in the Terminal Automation Systems (TAS). INFORMATION SERVICE.) ARTS plus a suffix roman numeral denotes a major ATS ROUTE [ICAO]− A specified route designed for modification to that system. channelling the flow of traffic as necessary for the a. ARTS IIIA. The Radar Tracking and Beacon provision of air traffic services. Tracking Level (RT&BTL) of the modular, Note: The term “ATS Route” is used to mean vari- programmable automated radar terminal system. ously, airway, advisory route, controlled or ARTS IIIA detects, tracks, and predicts primary as uncontrolled route, arrival or departure, etc. well as secondary radar-derived aircraft targets. This

PCG A−14 4/3/14 Pilot/Controller Glossary

more sophisticated computer-driven system up- AUTOMATIC DEPENDENT SURVEILLANCE grades the existing ARTS III system by providing (ADS) [ICAO]− A surveillance technique in which improved tracking, continuous data recording, and aircraft automatically provide, via a data link, data fail-soft capabilities. derived from on−board navigation and position b. Common ARTS. Includes ARTS IIE, ARTS fixing systems, including aircraft identification, four IIIE; and ARTS IIIE with ACD (see DTAS) which dimensional position and additional data as combines functionalities of the previous ARTS appropriate. systems. AUTOMATIC DEPENDENT SURVEILLANCE− c. Programmable Indicator Data Processor BROADCAST (ADS-B)− A surveillance system in (PIDP). The PIDP is a modification to the which an aircraft or vehicle to be detected is fitted AN/TPX−42 interrogator system currently installed with cooperative equipment in the form of a data link in fixed RAPCONs. The PIDP detects, tracks, and transmitter. The aircraft or vehicle periodically predicts secondary radar aircraft targets. These are broadcasts its GPS−derived position and other displayed by means of computer−generated symbols information such as velocity over the data link, which and alphanumeric characters depicting flight identifi- is received by a ground−based transmitter/receiver cation, aircraft altitude, ground speed, and flight plan (transceiver) for processing and display at an air data. Although primary radar targets are not tracked, traffic control facility. they are displayed coincident with the secondary (See GLOBAL POSITIONING SYSTEM.) radar targets as well as with the other symbols and (See GROUND−BASED TRANSCEIVER.) alphanumerics. The system has the capability of AUTOMATIC DEPENDENT SURVEILLANCE− interfacing with ARTCCs. CONTRACT (ADS−C)− A data link position AUTOMATED WEATHER SYSTEM− Any of the reporting system, controlled by a ground station, that automated weather sensor platforms that collect establishes contracts with an aircraft’s avionics that weather data at airports and disseminate the weather occur automatically whenever specific events occur, information via radio and/or landline. The systems or specific time intervals are reached. currently consist of the Automated Surface Observ- AUTOMATIC DIRECTION FINDER− An aircraft ing System (ASOS), Automated Weather Sensor radio navigation system which senses and indicates System (AWSS) and Automated Weather Observa- the direction to a L/MF nondirectional radio beacon tion System (AWOS). (NDB) ground transmitter. Direction is indicated to AUTOMATED UNICOM− Provides completely the pilot as a magnetic bearing or as a relative bearing automated weather, radio check capability and airport to the longitudinal axis of the aircraft depending on advisory information on an Automated UNICOM the type of indicator installed in the aircraft. In certain system. These systems offer a variety of features, applications, such as military, ADF operations may typically selectable by microphone clicks, on the be based on airborne and ground transmitters in the UNICOM frequency. Availability will be published VHF/UHF frequency spectrum. in the Airport/Facility Directory and approach charts. (See BEARING.) AUTOMATIC ALTITUDE REPORT− (See NONDIRECTIONAL BEACON.) (See ALTITUDE READOUT.) AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA FSSs ONLY− The AUTOMATIC ALTITUDE REPORTING− That continuous broadcast of recorded non−control function of a transponder which responds to Mode C information at airports in Alaska where a FSS interrogations by transmitting the aircraft’s altitude provides local airport advisory service. The AFIS in 100-foot increments. broadcast automates the repetitive transmission of AUTOMATIC CARRIER LANDING SYSTEM− essential but routine information such as weather, U.S. Navy final approach equipment consisting of wind, altimeter, favored runway, breaking action, precision tracking radar coupled to a computer data airport NOTAMs, and other applicable information. link to provide continuous information to the aircraft, The information is continuously broadcast over a monitoring capability to the pilot, and a backup discrete VHF radio frequency (usually the ASOS/ approach system. AWSS/AWOS frequency.)

PCG A−15 Pilot/Controller Glossary 4/3/14

AUTOMATIC TERMINAL INFORMATION 100 feet AGL and is used primarily for tactical SERVICE− The continuous broadcast of recorded military training. noncontrol information in selected terminal areas. Its c. 180 degrees Autorotation. Initiated from a purpose is to improve controller effectiveness and to downwind heading and is commenced well inside the relieve frequency congestion by automating the normal traffic pattern. “Go around” may not be repetitive transmission of essential but routine possible during the latter part of this maneuver. information; e.g., “Los Angeles information Alfa. One three zero zero Coordinated Universal Time. AVAILABLE LANDING DISTANCE (ALD)− The Weather, measured ceiling two thousand overcast, portion of a runway available for landing and roll-out visibility three, haze, smoke, temperature seven one, for aircraft cleared for LAHSO. This distance is dew point five seven, wind two five zero at five, measured from the landing threshold to the altimeter two niner niner six. I-L-S Runway Two Five hold-short point. Left approach in use, Runway Two Five Right closed, AVIATION WEATHER SERVICE− A service advise you have Alfa.” provided by the National Weather Service (NWS) and (See ICAO term AUTOMATIC TERMINAL FAA which collects and disseminates pertinent INFORMATION SERVICE.) weather information for pilots, aircraft operators, and (Refer to AIM.) ATC. Available aviation weather reports and forecasts are displayed at each NWS office and FAA AUTOMATIC TERMINAL INFORMATION FSS. SERVICE [ICAO]− The provision of current, routine (See EN ROUTE FLIGHT ADVISORY information to arriving and departing aircraft by SERVICE.) means of continuous and repetitive broadcasts (See TRANSCRIBED WEATHER BROADCAST.) throughout the day or a specified portion of the day. (See WEATHER ADVISORY.) (Refer to AIM.) AUTOROTATION− A rotorcraft flight condition in which the lifting rotor is driven entirely by action of AWW− the air when the rotorcraft is in motion. (See SEVERE WEATHER FORECAST ALERTS.) a. Autorotative Landing/Touchdown Autorota- AZIMUTH (MLS)− A magnetic bearing extending tion. Used by a pilot to indicate that the landing will from an MLS navigation facility. be made without applying power to the rotor. Note: Azimuth bearings are described as magnetic b. Low Level Autorotation. Commences at an and are referred to as “azimuth” in radio telephone altitude well below the traffic pattern, usually below communications.

PCG A−16 4/3/14 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 BEACON− due to multiple simultaneous radio transmissions. (See AERONAUTICAL BEACON.) BOTTOM ALTITUDE– In reference to published (See AIRPORT ROTATING BEACON.) altitude restrictions on a STAR or STAR runway (See AIRWAY BEACON.) transition, the lowest altitude authorized. (See MARKER BEACON.) BOUNDARY LIGHTS− (See NONDIRECTIONAL BEACON.) (See AIRPORT LIGHTING.) (See RADAR.) BRAKING ACTION (GOOD, FAIR, 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/ magnetic north, or some other reference point quality of braking that he/she might expect. Braking through 360 degrees. action is reported in terms of good, fair, poor, or nil. (See NONDIRECTIONAL BEACON.) (See RUNWAY CONDITION READING.) BELOW MINIMUMS− Weather conditions below BRAKING ACTION ADVISORIES− When tower the minimums prescribed by regulation for the controllers have received runway braking action particular action involved; e.g., landing minimums, reports which include the terms “fair,” “poor,” or takeoff minimums. “nil,” or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking BLAST FENCE− A barrier that is used to divert or conditions, the tower will include on the ATIS dissipate jet or propeller blast. broadcast the statement, “Braking action advisories BLAST PAD− A surface adjacent to the ends of a are in effect” on the ATIS broadcast. During the time runway provided to reduce the erosive effect of jet braking action advisories are in effect, ATC will issue blast and propeller wash. the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should BLIND SPEED− The rate of departure or closing of be prepared for deteriorating braking conditions and a target relative to the radar antenna at which should request current runway condition information cancellation of the primary radar target by moving if not volunteered by controllers. Pilots should also target indicator (MTI) circuits in the radar equipment be prepared to provide a descriptive runway causes a reduction or complete loss of signal. condition report to controllers after landing. (See ICAO term BLIND VELOCITY.) BREAKOUT− A technique to direct aircraft out of BLIND SPOT− An area from which radio the approach stream. In the context of close parallel transmissions and/or radar echoes cannot be operations, a breakout is used to direct threatened received. The term is also used to describe portions aircraft away from a deviating aircraft. of the airport not visible from the control tower. BROADCAST− Transmission of information for BLIND TRANSMISSION− which an acknowledgement is not expected. (See TRANSMITTING IN THE BLIND.) (See ICAO term BROADCAST.)

PCG B−1 Pilot/Controller Glossary 4/3/14

BROADCAST [ICAO]− A transmission of informa- tion relating to air navigation that is not addressed to a specific station or stations.

PCG B−2 4/3/14 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 4/3/14

CENTRAL EAST PACIFIC− An organized route obtained and the pilot has established required visual system between the U.S. West Coast and Hawaii. reference to the airport. (See CIRCLE TO RUNWAY.) CEP− (See LANDING MINIMUMS.) (See CENTRAL EAST PACIFIC.) (Refer to AIM.) CIRCLE TO RUNWAY (RUNWAY NUMBER)− CERAP− Used by ATC to inform the pilot that he/she must (See COMBINED CENTER-RAPCON.) circle to land because the runway in use is other than CERTIFIED TOWER RADAR DISPLAY (CTRD)− the runway aligned with the instrument approach A FAA radar display certified for use in the NAS. procedure. When the direction of the circling maneuver in relation to the airport/runway is CFR− required, the controller will state the direction (eight (See CALL FOR RELEASE.) cardinal compass points) and specify a left or right downwind or base leg as appropriate; e.g., “Cleared CHAFF− Thin, narrow metallic reflectors of various VOR Runway Three Six Approach circle to Runway lengths and frequency responses, used to reflect radar Two Two,” or “Circle northwest of the airport for a energy. These reflectors when dropped from aircraft right downwind to Runway Two Two.” and allowed to drift downward result in large targets (See CIRCLE-TO-LAND MANEUVER.) on the radar display. (See LANDING MINIMUMS.) (Refer to AIM.) CHARTED VFR FLYWAYS− Charted VFR Fly- CIRCLING APPROACH− ways are flight paths recommended for use to bypass (See CIRCLE-TO-LAND MANEUVER.) areas heavily traversed by large turbine-powered aircraft. Pilot compliance with recommended CIRCLING MANEUVER− flyways and associated altitudes is strictly voluntary. (See CIRCLE-TO-LAND MANEUVER.) VFR Flyway Planning charts are published on the CIRCLING MINIMA− back of existing VFR Terminal Area charts. (See LANDING MINIMUMS.) CLASS A AIRSPACE− CHARTED VISUAL FLIGHT PROCEDURE (See CONTROLLED AIRSPACE.) APPROACH− An approach conducted while operating on an instrument flight rules (IFR) flight CLASS B AIRSPACE− plan which authorizes the pilot of an aircraft to (See CONTROLLED AIRSPACE.) proceed visually and clear of clouds to the airport via CLASS C AIRSPACE− visual landmarks and other information depicted on (See CONTROLLED AIRSPACE.) a charted visual flight procedure. This approach must CLASS D AIRSPACE− be authorized and under the control of the appropriate (See CONTROLLED AIRSPACE.) air traffic control facility. Weather minimums CLASS E AIRSPACE− required are depicted on the chart. (See CONTROLLED AIRSPACE.) CHASE− An aircraft flown in proximity to another CLASS G AIRSPACE− That airspace not designated aircraft normally to observe its performance during as Class A, B, C, D or E. training or testing. CLEAR AIR TURBULENCE (CAT)− Turbulence encountered in air where no clouds are present. This CHASE AIRCRAFT− term is commonly applied to high-level turbulence (See CHASE.) associated with wind shear. CAT is often encountered CIRCLE-TO-LAND MANEUVER− A maneuver in the vicinity of the jet stream. initiated by the pilot to align the aircraft with a (See WIND SHEAR.) runway for landing when a straight-in landing from (See JET STREAM.) an instrument approach is not possible or is not CLEAR OF THE RUNWAY− desirable. At tower controlled airports, this maneuver a. Taxiing aircraft, which is approaching a is made only after ATC authorization has been runway, is clear of the runway when all parts of the

PCG C−2 4/3/14 Pilot/Controller Glossary

aircraft are held short of the applicable runway approach procedure to an airport; e.g., “Cleared ILS holding position marking. Runway Three Six Approach.” b. A pilot or controller may consider an aircraft, (See APPROACH CLEARANCE.) which is exiting or crossing a runway, to be clear of (See INSTRUMENT APPROACH the runway when all parts of the aircraft are beyond PROCEDURE.) the runway edge and there are no restrictions to its (Refer to 14 CFR Part 91.) continued movement beyond the applicable runway (Refer to AIM.) holding position marking. CLEARED AS FILED− Means the aircraft is cleared c. Pilots and controllers shall exercise good to proceed in accordance with the route of flight filed judgement to ensure that adequate separation exists in the flight plan. This clearance does not include the between all aircraft on runways and taxiways at altitude, DP, or DP Transition. airports with inadequate runway edge lines or (See REQUEST FULL ROUTE CLEARANCE.) holding position markings. (Refer to AIM.) CLEARED FOR TAKEOFF− ATC authorization CLEARANCE− for an aircraft to depart. It is predicated on known (See AIR TRAFFIC CLEARANCE.) traffic and known physical airport conditions. CLEARANCE LIMIT− The fix, point, or location to CLEARED FOR THE OPTION− ATC authoriza- which an aircraft is cleared when issued an air traffic tion for an aircraft to make a touch-and-go, low clearance. approach, missed approach, stop and go, or full stop (See ICAO term CLEARANCE LIMIT.) landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a CLEARANCE LIMIT [ICAO]− The point to which student’s performance under changing situations. an aircraft is granted an air traffic control clearance. (See OPTION APPROACH.) (Refer to AIM.) CLEARANCE VOID IF NOT OFF BY (TIME)− Used by ATC to advise an aircraft that the departure CLEARED THROUGH− ATC authorization for an clearance is automatically canceled if takeoff is not aircraft to make intermediate stops at specified made prior to a specified time. The pilot must obtain airports without refiling a flight plan while en route a new clearance or cancel his/her IFR flight plan if not to the clearance limit. off by the specified time. CLEARED TO LAND− ATC authorization for an (See ICAO term CLEARANCE VOID TIME.) aircraft to land. It is predicated on known traffic and known physical airport conditions. CLEARANCE VOID TIME [ICAO]− A time specified by an air traffic control unit at which a CLEARWAY− An area beyond the takeoff runway clearance ceases to be valid unless the aircraft under the control of airport authorities within which concerned has already taken action to comply terrain or fixed obstacles may not extend above therewith. specified limits. These areas may be required for certain turbine-powered operations and the size and CLEARED APPROACH− ATC authorization for an upward slope of the clearway will differ depending on aircraft to execute any standard or special instrument when the aircraft was certificated. approach procedure for that airport. Normally, an (Refer to 14 CFR Part 1.) aircraft will be cleared for a specific instrument CLIMB TO VFR− ATC authorization for an aircraft approach procedure. to climb to VFR conditions within Class B, C, D, and (See CLEARED (Type of) APPROACH.) E surface areas when the only weather limitation is (See INSTRUMENT APPROACH restricted visibility. The aircraft must remain clear of PROCEDURE.) clouds while climbing to VFR. (Refer to 14 CFR Part 91.) (See SPECIAL VFR CONDITIONS.) (Refer to AIM.) (Refer to AIM.) CLEARED (Type of) APPROACH− ATC authoriza- CLIMBOUT− That portion of flight operation tion for an aircraft to execute a specific instrument between takeoff and the initial cruising altitude.

PCG C−3 Pilot/Controller Glossary 4/3/14

CLIMB VIA– An abbreviated ATC clearance that COMBINED CENTER-RAPCON− An air traffic requires compliance with the procedure lateral path, facility which combines the functions of an ARTCC associated speed restrictions, and altitude restrictions and a radar approach control facility. along the cleared route or procedure. (See AIR ROUTE TRAFFIC CONTROL CENTER.) CLOSE PARALLEL RUNWAYS− Two parallel (See RADAR APPROACH CONTROL runways whose extended centerlines are separated by FACILITY.) less than 4,300 feet, having a Precision Runway Monitoring (PRM) system that permits simultaneous COMMON POINT− A significant point over which independent ILS approaches. two or more aircraft will report passing or have reported passing before proceeding on the same or CLOSED RUNWAY− A runway that is unusable for diverging tracks. To establish/maintain longitudinal aircraft operations. Only the airport management/ separation, a controller may determine a common military operations office can close a runway. point not originally in the aircraft’s flight plan and then clear the aircraft to fly over the point. CLOSED TRAFFIC− Successive operations involv- (See SIGNIFICANT POINT.) ing takeoffs and landings or low approaches where the aircraft does not exit the traffic pattern. COMMON PORTION− (See COMMON ROUTE.) CLOUD− A cloud is a visible accumulation of minute water droplets and/or ice particles in the COMMON ROUTE− That segment of a North atmosphere above the Earth’s surface. Cloud differs American Route between the inland navigation from ground fog, fog, or ice fog only in that the latter facility and the coastal fix. are, by definition, in contact with the Earth’s surface. OR CLT− (See CALCULATED LANDING TIME.) COMMON ROUTE− Typically the portion of a RNAV STAR between the en route transition end CLUTTER− In radar operations, clutter refers to the point and the runway transition start point; however, reception and visual display of radar returns caused the common route may only consist of a single point by precipitation, chaff, terrain, numerous aircraft that joins the en route and runway transitions. targets, or other phenomena. Such returns may limit or preclude ATC from providing services based on COMMON TRAFFIC ADVISORY FREQUENCY radar. (CTAF)− A frequency designed for the purpose of (See CHAFF.) carrying out airport advisory practices while (See GROUND CLUTTER.) operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, (See PRECIPITATION.) Multicom, FSS, or tower frequency and is identified (See TARGET.) in appropriate aeronautical publications. (See ICAO term RADAR CLUTTER.) (Refer to AC 90-42, Traffic Advisory Practices at Airports Without Operating Control Towers.) CMNPS− (See CANADIAN MINIMUM NAVIGATION COMPASS LOCATOR− A low power, low or PERFORMANCE SPECIFICATION AIRSPACE.) medium frequency (L/MF) radio beacon installed at the site of the outer or middle marker of an instrument COASTAL FIX− A navigation aid or intersection landing system (ILS). It can be used for navigation at where an aircraft transitions between the domestic distances of approximately 15 miles or as authorized route structure and the oceanic route structure. in the approach procedure. CODES− The number assigned to a particular a. Outer Compass Locator (LOM)− A compass multiple pulse reply signal transmitted by a locator installed at the site of the outer marker of an transponder. instrument landing system. (See DISCRETE CODE.) (See OUTER MARKER.)

PCG C−4 4/3/14 Pilot/Controller Glossary

b. Middle Compass Locator (LMM)− A compass controllers to existing or pending situations between locator installed at the site of the middle marker of an tracked targets (known IFR or VFR aircraft) that instrument landing system. require his/her immediate attention/action. (See MIDDLE MARKER.) (See MODE C INTRUDER ALERT.) (See ICAO term LOCATOR.) CONFLICT RESOLUTION− The resolution of COMPASS ROSE− A circle, graduated in degrees, potential conflictions between aircraft that are radar printed on some charts or marked on the ground at an identified and in communication with ATC by airport. It is used as a reference to either true or ensuring that radar targets do not touch. Pertinent magnetic direction. traffic advisories shall be issued when this procedure is applied. COMPLY WITH RESTRICTIONS− An ATC instruction that requires an aircraft being vectored Note: This procedure shall not be provided utilizing mosaic radar systems. back onto an arrival or departure procedure to comply with all altitude and/or speed restrictions depicted on CONFORMANCE− The condition established when the procedure. This term may be used in lieu of an aircraft’s actual position is within the conformance repeating each remaining restriction that appears on region constructed around that aircraft at its position, the procedure. according to the trajectory associated with the COMPOSITE FLIGHT PLAN− A flight plan which aircraft’s Current Plan. specifies VFR operation for one portion of flight and CONFORMANCE REGION− A volume, bounded IFR for another portion. It is used primarily in laterally, vertically, and longitudinally, within which military operations. an aircraft must be at a given time in order to be in (Refer to AIM.) conformance with the Current Plan Trajectory for that COMPOSITE ROUTE SYSTEM− An organized aircraft. At a given time, the conformance region is oceanic route structure, incorporating reduced lateral determined by the simultaneous application of the spacing between routes, in which composite lateral, vertical, and longitudinal conformance separation is authorized. bounds for the aircraft at the position defined by time and aircraft’s trajectory. COMPOSITE SEPARATION− A method of separat- ing aircraft in a composite route system where, by CONSOLAN− A low frequency, long-distance management of route and altitude assignments, a NAVAID used principally for transoceanic naviga- combination of half the lateral minimum specified for tions. the area concerned and half the vertical minimum is CONTACT− applied. a. Establish communication with (followed by the COMPULSORY REPORTING POINTS− Reporting name of the facility and, if appropriate, the frequency points which must be reported to ATC. They are to be used). designated on aeronautical charts by solid triangles or b. A flight condition wherein the pilot ascertains filed in a flight plan as fixes selected to define direct the attitude of his/her aircraft and navigates by visual routes. These points are geographical locations reference to the surface. which are defined by navigation aids/fixes. Pilots (See CONTACT APPROACH.) should discontinue position reporting over compul- (See RADAR CONTACT.) sory reporting points when informed by ATC that their aircraft is in “radar contact.” CONTACT APPROACH− An approach wherein an aircraft on an IFR flight plan, having an air traffic CONFIDENCE MANEUVER− A confidence man- control authorization, operating clear of clouds with euver consists of one or more turns, a climb or at least 1 mile flight visibility and a reasonable descent, or other maneuver to determine if the pilot expectation of continuing to the destination airport in in command (PIC) is able to receive and comply with those conditions, may deviate from the instrument ATC instructions. 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

PCG C−5 Pilot/Controller Glossary 4/3/14

the pilot and the reported ground visibility at the service is provided to IFR flights and to VFR flights destination airport is at least 1 statute mile. in accordance with the airspace classification. (Refer to AIM.) a. Controlled airspace is a generic term that covers Class A, Class B, Class C, Class D, and Class E CONTAMINATED RUNWAY− A runway is airspace. considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or b. Controlled airspace is also that airspace within other substances are present. A runway is contami- which all aircraft operators are subject to certain pilot nated with respect to rubber deposits or other qualifications, operating rules, and equipment friction-degrading substances when the average requirements in 14 CFR Part 91 (for specific friction value for any 500-foot segment of the runway operating requirements, please refer to 14 CFR within the ALD fails below the recommended Part 91). For IFR operations in any class of controlled minimum friction level and the average friction value airspace, a pilot must file an IFR flight plan and in the adjacent 500-foot segments falls below the receive an appropriate ATC clearance. Each Class B, maintenance planning friction level. Class C, and Class D airspace area designated for an airport contains at least one primary airport around CONTERMINOUS U.S.− The 48 adjoining States which the airspace is designated (for specific and the District of Columbia. designations and descriptions of the airspace classes, please refer to 14 CFR Part 71). CONTINENTAL UNITED STATES− The 49 States located on the continent of North America and the c. Controlled airspace in the United States is District of Columbia. designated as follows: 1. CLASS A− Generally, that airspace from CONTINUE− When used as a control instruction 18,000 feet MSL up to and including FL 600, should be followed by another word or words including the airspace overlying the waters within 12 clarifying what is expected of the pilot. Example: nautical miles of the coast of the 48 contiguous States “continue taxi,” “continue descent,” “continue and Alaska. Unless otherwise authorized, all persons inbound,” etc. must operate their aircraft under IFR. CONTROL AREA [ICAO]− A controlled airspace 2. CLASS B− Generally, that airspace from the extending upwards from a specified limit above the surface to 10,000 feet MSL surrounding the nation’s earth. busiest airports in terms of airport operations or passenger enplanements. The configuration of each 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 airspaces 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. all aircraft to operate in the area, and all aircraft that Pilot-communications during operations within a are so cleared receive separation services within the sector are normally maintained on discrete frequen- airspace. The cloud clearance requirement for VFR cies 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

PCG C−6 4/3/14 Pilot/Controller Glossary lower than 1,200 feet up to 4,000 feet above the CONTROLLED TIME OF ARRIVAL− Arrival time airport elevation and an outer area that is not charted. assigned during a Traffic Management Program. This Each person must establish two-way radio commu- time may be modified due to adjustments or user nications with the ATC facility providing air traffic options. services prior to entering the airspace and thereafter CONTROLLER− maintain those communications while within the (See AIR TRAFFIC CONTROL SPECIALIST.) airspace. VFR aircraft are only separated from IFR aircraft within the airspace. CONTROLLER [ICAO]− A person authorized to (See OUTER AREA.) provide air traffic control services. 4. CLASS D− Generally, that airspace from the CONTROLLER PILOT DATA LINK surface to 2,500 feet above the airport elevation COMMUNICATIONS (CPDLC)− A two−way (charted in MSL) surrounding those airports that digital communications system that conveys textual have an operational control tower. The configuration air traffic control messages between controllers and of each Class D airspace area is individually tailored pilots using ground or satellite-based radio relay and when instrument procedures are published, the stations. airspace will normally be designed to contain the CONVECTIVE SIGMET− A weather advisory procedures. Arrival extensions for instrument concerning convective weather significant to the approach procedures may be Class D or Class E safety of all aircraft. Convective SIGMETs are issued airspace. Unless otherwise authorized, each person for tornadoes, lines of thunderstorms, embedded must establish two-way radio communications with thunderstorms of any intensity level, areas of the ATC facility providing air traffic services prior to thunderstorms greater than or equal to VIP level 4 4 entering the airspace and thereafter maintain those with an area coverage of /10 (40%) or more, and hail 3 communications while in the airspace. No separation /4 inch or greater. services are provided to VFR aircraft. (See AIRMET.) 5. CLASS E− Generally, if the airspace is not (See AWW.) Class A, Class B, Class C, or Class D, and it is (See CWA.) controlled airspace, it is Class E airspace. Class E (See SIGMET.) airspace extends upward from either the surface or a (Refer to AIM.) designated altitude to the overlying or adjacent CONVECTIVE SIGNIFICANT METEOROLOG- controlled airspace. When designated as a surface ICAL INFORMATION− area, the airspace will be configured to contain all (See CONVECTIVE SIGMET.) instrument procedures. Also in this class are Federal COORDINATES− The intersection of lines of airways, airspace beginning at either 700 or 1,200 reference, usually expressed in degrees/minutes/ feet AGL used to transition to/from the terminal or en seconds of latitude and longitude, used to determine route environment, en route domestic, and offshore position or location. airspace areas designated below 18,000 feet MSL. Unless designated at a lower altitude, Class E COORDINATION FIX− The fix in relation to which airspace begins at 14,500 MSL over the United facilities will handoff, transfer control of an aircraft, States, including that airspace overlying the waters or coordinate flight progress data. For terminal within 12 nautical miles of the coast of the 48 facilities, it may also serve as a clearance for arriving contiguous States and Alaska, up to, but not aircraft. including 18,000 feet MSL, and the airspace above COPTER− FL 600. (See HELICOPTER.) CONTROLLED AIRSPACE [ICAO]− An airspace CORRECTION− An error has been made in the of defined dimensions within which air traffic control transmission and the correct version follows. service is provided to IFR flights and to VFR flights COUPLED APPROACH− A coupled approach is an in accordance with the airspace classification. instrument approach performed by the aircraft Note: Controlled airspace is a generic term which autopilot which is receiving position information covers ATS airspace Classes A, B, C, D, and E. and/or steering commands from onboard navigation

PCG C−7 Pilot/Controller Glossary 4/3/14

equipment. In general, coupled nonprecision ap- descent altitude, and coupled precision approaches proaches must be discontinued and flown manually must be flown manually below 50 feet AGL. at altitudes lower than 50 feet below the minimum

PCG C−8 4/3/14 Pilot/Controller Glossary

Note: Coupled and autoland approaches are flown CROSSWIND− in VFR and IFR. It is common for carriers to require a. When used concerning the traffic pattern, the their crews to fly coupled approaches and autoland word means “crosswind leg.” approaches (if certified) when the weather conditions are less than approximately 4,000 RVR. (See TRAFFIC PATTERN.) (See AUTOLAND APPROACH.) b. When used concerning wind conditions, the word means a wind not parallel to the runway or the COURSE− path of an aircraft. a. The intended direction of flight in the horizontal (See CROSSWIND COMPONENT.) plane measured in degrees from north. CROSSWIND COMPONENT− The wind compo- b. The ILS localizer signal pattern usually nent measured in knots at 90 degrees to the specified as the front course or the back course. longitudinal axis of the runway. c. The intended track along a straight, curved, or CRUISE− Used in an ATC clearance to authorize a segmented MLS path. 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 MICROWAVE LANDING SYSTEM.) level off at any intermediate altitude within this block (See RADIAL.) of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the CPDLC− pilot starts descent and verbally reports leaving an (See CONTROLLER PILOT DATA LINK altitude in the block, he/she may not return to that COMMUNICATIONS.) altitude without additional ATC clearance. Further, it CPL [ICAO]− 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 conjunction with: CRITICAL ENGINE− The engine which, upon a. An airport clearance limit at locations with a failure, would most adversely affect the performance standard/special instrument approach procedure. The or handling qualities of an aircraft. CFRs require that if an instrument letdown to an CROSS (FIX) AT (ALTITUDE)− Used by ATC airport is necessary, the pilot shall make the letdown when a specific altitude restriction at a specified fix in accordance with a standard/special instrument is required. approach procedure for that airport, or b. An airport clearance limit at locations that are CROSS (FIX) AT OR ABOVE (ALTITUDE)− Used within/below/outside controlled airspace and with- by ATC when an altitude restriction at a specified fix out a standard/special instrument approach is required. It does not prohibit the aircraft from procedure. Such a clearance is NOT AUTHORIZA- crossing the fix at a higher altitude than specified; TION for the pilot to descend under IFR conditions however, the higher altitude may not be one that will below the applicable minimum IFR altitude nor does violate a succeeding altitude restriction or altitude it imply that ATC is exercising control over aircraft assignment. in Class G airspace; however, it provides a means for (See ALTITUDE RESTRICTION.) the aircraft to proceed to destination airport, descend, (Refer to AIM.) and land in accordance with applicable CFRs CROSS (FIX) AT OR BELOW (ALTITUDE)− governing VFR flight operations. Also, this provides Used by ATC when a maximum crossing altitude at search and rescue protection until such time as the a specific fix is required. It does not prohibit the IFR flight plan is closed. aircraft from crossing the fix at a lower altitude; (See INSTRUMENT APPROACH however, it must be at or above the minimum IFR PROCEDURE.) altitude. CRUISE CLIMB− A climb technique employed by (See ALTITUDE RESTRICTION.) aircraft, usually at a constant power setting, resulting (See MINIMUM IFR ALTITUDES.) in an increase of altitude as the aircraft weight (Refer to 14 CFR Part 91.) decreases.

PCG C−9 Pilot/Controller Glossary 4/3/14

CRUISING ALTITUDE− An altitude or flight level CTAF− maintained during en route level flight. This is a (See COMMON TRAFFIC ADVISORY constant altitude and should not be confused with a FREQUENCY.) cruise clearance. (See ALTITUDE.) CTAS− (See ICAO term CRUISING LEVEL.) (See CENTER TRACON AUTOMATION SYSTEM.) CRUISING LEVEL− (See CRUISING ALTITUDE.) CTRD− CRUISING LEVEL [ICAO]− A level maintained (See CERTIFIED TOWER RADAR DISPLAY.) during a significant portion of a flight. CURRENT FLIGHT PLAN [ICAO]− The flight CT MESSAGE− An EDCT time generated by the plan, including changes, if any, brought about by ATCSCC to regulate traffic at arrival airports. subsequent clearances. Normally, a CT message is automatically transferred from the traffic management system computer to the CURRENT PLAN− The ATC clearance the aircraft NAS en route computer and appears as an EDCT. In has received and is expected to fly. the event of a communication failure between the traffic management system computer and the NAS, CVFP APPROACH− the CT message can be manually entered by the TMC (See CHARTED VISUAL FLIGHT PROCEDURE at the en route facility. APPROACH.) CTA− CWA− (See CONTROLLED TIME OF ARRIVAL.) (See CENTER WEATHER ADVISORY and (See ICAO term CONTROL AREA.) WEATHER ADVISORY.)

PCG C−10 4/3/14 Pilot/Controller Glossary D

D-ATIS− approach to either continue the approach or to execute (See DIGITAL-AUTOMATIC TERMINAL a missed approach. INFORMATION SERVICE.) (See ICAO term DECISION ALTITUDE/DECISION HEIGHT.) DA [ICAO]− DECODER− The device used to decipher signals (See ICAO Term DECISION received from ATCRBS transponders to effect their ALTITUDE/DECISION HEIGHT.) display as select codes. DAIR− (See CODES.) (See DIRECT ALTITUDE AND IDENTITY (See RADAR.) READOUT.) DEFENSE AREA- Any airspace of the contiguous United States that is not an ADIZ in which the control DANGER AREA [ICAO]− An airspace of defined of aircraft is required for reasons of national security. dimensions within which activities dangerous to the flight of aircraft may exist at specified times. DEFENSE VISUAL FLIGHT RULES− Rules Note: The term “Danger Area” is not used in applicable to flights within an ADIZ conducted under reference to areas within the United States or any the visual flight rules in 14 CFR Part 91. of its possessions or territories. (See AIR DEFENSE IDENTIFICATION ZONE.) (Refer to 14 CFR Part 91.) DAS− (Refer to 14 CFR Part 99.) (See DELAY ASSIGNMENT.) DELAY ASSIGNMENT (DAS)− Delays are distrib- DATA BLOCK− uted to aircraft based on the traffic management program parameters. The delay assignment is (See ALPHANUMERIC DISPLAY.) calculated in 15−minute increments and appears as a DEAD RECKONING− Dead reckoning, as applied table in Traffic Flow Management System (TFMS). to flying, is the navigation of an airplane solely by DELAY INDEFINITE (REASON IF KNOWN) means of computations based on airspeed, course, EXPECT FURTHER CLEARANCE (TIME)− Used heading, wind direction, and speed, groundspeed, by ATC to inform a pilot when an accurate estimate and elapsed time. of the delay time and the reason for the delay cannot immediately be determined; e.g., a disabled aircraft DECISION ALTITUDE/DECISION HEIGHT on the runway, terminal or center area saturation, [ICAO]− A specified altitude or height (A/H) in the weather below landing minimums, etc. precision approach at which a missed approach must be initiated if the required visual reference to (See EXPECT FURTHER CLEARANCE (TIME).) continue the approach has not been established. DELAY TIME− The amount of time that the arrival Note 1:Decision altitude [DA] is referenced to must lose to cross the meter fix at the assigned meter mean sea level [MSL] and decision height [DH] is fix time. This is the difference between ACLT and referenced to the threshold elevation. VTA. Note 2: The required visual reference means that DEPARTURE CENTER− The ARTCC having section of the visual aids or of the approach area jurisdiction for the airspace that generates a flight to which should have been in view for sufficient time the impacted airport. for the pilot to have made an assessment of the aircraft position and rate of change of position, in DEPARTURE CONTROL− A function of an relation to the desired flight path. approach control facility providing air traffic control service for departing IFR and, under certain DECISION HEIGHT− With respect to the operation conditions, VFR aircraft. of aircraft, means the height at which a decision must (See APPROACH CONTROL FACILITY.) be made during an ILS, MLS, or PAR instrument (Refer to AIM.)

PCG D−1 Pilot/Controller Glossary 4/3/14

DEPARTURE SEQUENCING PROGRAM− A text messages to aircraft, airlines, and other users program designed to assist in achieving a specified outside the standard reception range of conventional interval over a common point for departures. ATIS via landline and data link communications to the cockpit. Also, the service provides a computer− DEPARTURE TIME− The time an aircraft becomes synthesized voice message that can be transmitted to airborne. all aircraft within range of existing transmitters. The DESCEND VIA– An abbreviated ATC clearance that Terminal Data Link System (TDLS) D-ATIS requires compliance with a published procedure application uses weather inputs from local automated lateral path and associated speed restrictions and weather sources or manually entered meteorological provides a pilot-discretion descent to comply with data together with preprogrammed menus to provide published altitude restrictions. standard information to users. Airports with D-ATIS capability are listed in the Airport/Facility Directory. DESCENT SPEED ADJUSTMENTS− Speed decel- eration calculations made to determine an accurate DIGITAL TARGET− A computer−generated symbol VTA. These calculations start at the transition point representing an aircraft’s position, based on a primary and use arrival speed segments to the vertex. return or radar beacon reply, shown on a digital display. DESIRED COURSE− DIGITAL TERMINAL AUTOMATION SYSTEM a. True− A predetermined desired course direction (DTAS)− A system where digital radar and beacon to be followed (measured in degrees from true north). data is presented on digital displays and the b. Magnetic− A predetermined desired course operational program monitors the system perfor- direction to be followed (measured in degrees from mance on a real−time basis. local magnetic north). DIGITIZED TARGET− A computer−generated DESIRED TRACK− The planned or intended track indication shown on an analog radar display resulting between two waypoints. It is measured in degrees from a primary radar return or a radar beacon reply. from either magnetic or true north. The instantaneous angle may change from point to point along the great DIRECT− Straight line flight between two naviga- circle track between waypoints. tional aids, fixes, points, or any combination thereof. When used by pilots in describing off-airway routes, DETRESFA (DISTRESS PHASE) [ICAO]− The points defining direct route segments become code word used to designate an emergency phase compulsory reporting points unless the aircraft is wherein there is reasonable certainty that an aircraft under radar contact. and its occupants are threatened by grave and imminent danger or require immediate assistance. DIRECT ALTITUDE AND IDENTITY READ- OUT− The DAIR System is a modification to the DEVIATIONS− AN/TPX-42 Interrogator System. The Navy has two a. A departure from a current clearance, such as an adaptations of the DAIR System-Carrier Air Traffic off course maneuver to avoid weather or turbulence. Control Direct Altitude and Identification Readout System for Aircraft Carriers and Radar Air Traffic b. Where specifically authorized in the CFRs and Control Facility Direct Altitude and Identity Readout requested by the pilot, ATC may permit pilots to System for land-based terminal operations. The deviate from certain regulations. DAIR detects, tracks, and predicts secondary radar DH− aircraft targets. Targets are displayed by means of (See DECISION HEIGHT.) computer-generated symbols and alphanumeric characters depicting flight identification, altitude, DH [ICAO]− ground speed, and flight plan data. The DAIR System (See ICAO Term DECISION ALTITUDE/ is capable of interfacing with ARTCCs. DECISION HEIGHT.) DIRECTLY BEHIND− An aircraft is considered to DIGITAL-AUTOMATIC TERMINAL INFORMA- be operating directly behind when it is following the TION SERVICE (D-ATIS)− The service provides actual flight path of the lead aircraft over the surface

PCG D−2 4/3/14 Pilot/Controller Glossary 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 codes: 0010, 1201, 2317, 7777; nondiscrete codes: DME− 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 (See MICROWAVE LANDING SYSTEM.) frequency congestion by controlling the number of aircraft operating on a particular frequency at one DME SEPARATION− Spacing of aircraft in terms of time. Discrete frequencies are normally designated distances (nautical miles) determined by reference to for each control sector in en route/terminal ATC distance measuring equipment (DME). facilities. Discrete frequencies are listed in the (See DISTANCE MEASURING EQUIPMENT.) Airport/Facility Directory and the DOD FLIP IFR En DOD FLIP− Department of Defense Flight Informa- Route Supplement. tion Publications used for flight planning, en route, (See CONTROL SECTOR.) and terminal operations. FLIP is produced by the DISPLACED THRESHOLD− A threshold that is National Geospatial−Intelligence Agency (NGA) for located at a point on the runway other than the world-wide use. United States Government Flight designated beginning of the runway. Information Publications (en route charts and (See THRESHOLD.) instrument approach procedure charts) are incorpo- (Refer to AIM.) rated in DOD FLIP for use in the National Airspace System (NAS). DISTANCE MEASURING EQUIPMENT− Equip- DOMESTIC AIRSPACE− Airspace which overlies ment (airborne and ground) used to measure, in the continental land mass of the United States plus nautical miles, the slant range distance of an aircraft Hawaii and U.S. possessions. Domestic airspace from the DME navigational aid. extends to 12 miles offshore. (See MICROWAVE LANDING SYSTEM.) (See TACAN.) DOWNBURST− A strong downdraft which induces (See VORTAC.) an outburst of damaging winds on or near the ground. Damaging winds, either straight or curved, are highly DISTRESS− A condition of being threatened by divergent. The sizes of downbursts vary from 1/2 serious and/or imminent danger and of requiring mile or less to more than 10 miles. An intense immediate assistance. downburst often causes widespread damage. Damag- DIVE BRAKES− ing winds, lasting 5 to 30 minutes, could reach speeds (See SPEED BRAKES.) as high as 120 knots. DIVERSE VECTOR AREA− In a radar environ- DOWNWIND LEG− ment, that area in which a prescribed departure route (See TRAFFIC PATTERN.) is not required as the only suitable route to avoid DP− obstacles. The area in which random radar vectors (See INSTRUMENT DEPARTURE PROCEDURE.)

PCG D−3 Pilot/Controller Glossary 4/3/14

DRAG CHUTE− A parachute device installed on DVA− certain aircraft which is deployed on landing roll to (See DIVERSE VECTOR AREA.) assist in deceleration of the aircraft. DVFR− DSP− (See DEFENSE VISUAL FLIGHT RULES.) (See DEPARTURE SEQUENCING PROGRAM.) DT− DVFR FLIGHT PLAN− A flight plan filed for a VFR (See DELAY TIME.) aircraft which intends to operate in airspace within which the ready identification, location, and control DTAS− of aircraft are required in the interest of national (See DIGITAL TERMINAL AUTOMATION security. SYSTEM.) DUE REGARD− A phase of flight wherein an DVRSN− aircraft commander of a State-operated aircraft (See DIVERSION.) assumes responsibility to separate his/her aircraft DYNAMIC− Continuous review, evaluation, and from all other aircraft. change to meet demands. (See also FAAO JO 7110.65, Para 1−2−1, WORD MEANINGS.) DYNAMIC RESTRICTIONS− Those restrictions DUTY RUNWAY− imposed by the local facility on an “as needed” basis (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY to manage unpredictable fluctuations in traffic RUNWAY.) demands.

PCG D−4 4/3/14 Pilot/Controller Glossary E

EAS− EN ROUTE CHARTS− (See EN ROUTE AUTOMATION SYSTEM.) (See AERONAUTICAL CHART.) EDCT− EN ROUTE DESCENT− Descent from the en route (See EXPECT DEPARTURE CLEARANCE cruising altitude which takes place along the route of TIME.) flight. EFC− EN ROUTE FLIGHT ADVISORY SERVICE− A (See EXPECT FURTHER CLEARANCE (TIME).) service specifically designed to provide, upon pilot request, timely weather information pertinent to ELT− his/her type of flight, intended route of flight, and (See EMERGENCY LOCATOR TRANSMITTER.) altitude. The FSSs providing this service are listed in EMERGENCY− A distress or an urgency condition. the Airport/Facility Directory. (See FLIGHT WATCH.) EMERGENCY LOCATOR TRANSMITTER− A (Refer to AIM.) radio transmitter attached to the aircraft structure which operates from its own power source on EN ROUTE HIGH ALTITUDE CHARTS− 121.5 MHz and 243.0 MHz. It aids in locating (See AERONAUTICAL CHART.) downed aircraft by radiating a downward sweeping EN ROUTE LOW ALTITUDE 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 MINIMUM SAFE ALTITUDE WARN- (Refer to AIM.) ING− A function of the EAS that aids the controller by providing an alert when a tracked aircraft is below E-MSAW− or predicted by the computer to go below a (See EN ROUTE MINIMUM SAFE ALTITUDE predetermined minimum IFR altitude (MIA). WARNING.) EN ROUTE SPACING PROGRAM (ESP)− A EN ROUTE AIR TRAFFIC CONTROL SER- program designed to assist the exit sector in VICES− Air traffic control service provided aircraft achieving the required in-trail spacing. on IFR flight plans, generally by centers, when these aircraft are operating between departure and EN ROUTE TRANSITION− destination terminal areas. When equipment, capa- a. Conventional STARs/SIDs. The portion of a bilities, and controller workload permit, certain SID/STAR that connects to one or more en route advisory/assistance services may be provided to VFR airway/jet route. aircraft. b. RNAV STARs/SIDs. The portion of a STAR (See AIR ROUTE TRAFFIC CONTROL preceding the common route or point, or for a SID the CENTER.) portion following, that is coded for a specific en route (Refer to AIM.) fix, airway or jet route. EN ROUTE AUTOMATION SYSTEM (EAS)− The ESP− complex integrated environment consisting of (See EN ROUTE SPACING PROGRAM.) situation display systems, surveillance systems and flight data processing, remote devices, decision ESTABLISHED−To be stable or fixed on a route, support tools, and the related communications route segment, altitude, heading, etc. equipment that form the heart of the automated IFR ESTIMATED ELAPSED TIME [ICAO]− The air traffic control system. It interfaces with automated estimated time required to proceed from one terminal systems and is used in the control of en route significant point to another. IFR aircraft. (See ICAO Term TOTAL ESTIMATED ELAPSED (Refer to AIM.) TIME.)

PCG E−1 Pilot/Controller Glossary 4/3/14

ESTIMATED OFF-BLOCK TIME [ICAO]− The upon receiving instructions to “execute missed estimated time at which the aircraft will commence approach.” movement associated with departure. (Refer to AIM.) ESTIMATED POSITION ERROR (EPE)− EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used (See Required Navigation Performance) under certain conditions to provide a pilot with an altitude to be used in the event of two-way ESTIMATED TIME OF ARRIVAL− The time the communications failure. It also provides altitude flight is estimated to arrive at the gate (scheduled information to assist the pilot in planning. operators) or the actual runway on times for (Refer to AIM.) nonscheduled operators. EXPECT DEPARTURE CLEARANCE TIME ESTIMATED TIME EN ROUTE− The estimated (EDCT)− The runway release time assigned to an flying time from departure point to destination aircraft in a traffic management program and shown (lift-off to touchdown). on the flight progress strip as an EDCT. ETA− (See GROUND DELAY PROGRAM.) (See ESTIMATED TIME OF ARRIVAL.) EXPECT FURTHER CLEARANCE (TIME)− The ETE− time a pilot can expect to receive clearance beyond a clearance limit. (See ESTIMATED TIME EN ROUTE.) EXPECT FURTHER CLEARANCE VIA (AIR- EXECUTE MISSED APPROACH− Instructions WAYS, ROUTES OR FIXES)− Used to inform a issued to a pilot making an instrument approach pilot of the routing he/she can expect if any part of the which means continue inbound to the missed route beyond a short range clearance limit differs approach point and execute the missed approach from that filed. procedure as described on the Instrument Approach Procedure Chart or as previously assigned by ATC. EXPEDITE− Used by ATC when prompt com- The pilot may climb immediately to the altitude pliance is required to avoid the development of an specified in the missed approach procedure upon imminent situation. Expedite climb/descent normal- making a missed approach. No turns should be ly indicates to a pilot that the approximate best rate initiated prior to reaching the missed approach point. of climb/descent should be used without requiring an When conducting an ASR or PAR approach, execute exceptional change in aircraft handling characteris- the assigned missed approach procedure immediately tics.

PCG E−2 4/3/14 Pilot/Controller Glossary F

FAF− flight which require special flight plan filing and (See FINAL APPROACH FIX.) 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. FEATHERED PROPELLER− A propeller whose FILED FLIGHT PLAN− The flight plan as filed with blades have been rotated so that the leading and an ATS unit by the pilot or his/her designated trailing edges are nearly parallel with the aircraft representative without any subsequent changes or flight path to stop or minimize drag and engine clearances. 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. FEDERAL AIRWAYS− (See FINAL APPROACH COURSE.) (See LOW ALTITUDE AIRWAY STRUCTURE.) (See FINAL APPROACH-IFR.) (See SEGMENTS OF AN INSTRUMENT FEEDER FIX− The fix depicted on Instrument APPROACH PROCEDURE.) Approach Procedure Charts which establishes the starting point of the feeder route. FINAL APPROACH [ICAO]− That part of an instrument approach procedure which commences at FEEDER ROUTE− A route depicted on instrument the specified final approach fix or point, or where approach procedure charts to designate routes for such a fix or point is not specified. aircraft to proceed from the en route structure to the a. At the end of the last procedure turn, base turn initial approach fix (IAF). or inbound turn of a racetrack procedure, if specified; (See INSTRUMENT APPROACH or PROCEDURE.) b. At the point of interception of the last track FERRY FLIGHT− A flight for the purpose of: specified in the approach procedure; and ends at a a. Returning an aircraft to base. point in the vicinity of an aerodrome from which: b. Delivering an aircraft from one location to 1. A landing can be made; or another. 2. A missed approach procedure is initiated. c. Moving an aircraft to and from a maintenance FINAL APPROACH COURSE− A bearing/radial/ base.− Ferry flights, under certain conditions, may be track of an instrument approach leading to a runway conducted under terms of a special flight permit. or an extended runway centerline all without regard FIELD ELEVATION− to distance. (See AIRPORT ELEVATION.) FINAL APPROACH FIX− The fix from which the final approach (IFR) to an airport is executed and FILED− Normally used in conjunction with flight which identifies the beginning of the final approach plans, meaning a flight plan has been submitted to segment. It is designated on Government charts by ATC. the Maltese Cross symbol for nonprecision FILED EN ROUTE DELAY− Any of the following approaches and the lightning bolt symbol for preplanned delays at points/areas along the route of precision approaches; or when ATC directs a

PCG F−1 Pilot/Controller Glossary 4/3/14

lower-than-published glideslope/path intercept alti- FINAL MONITOR AID− A high resolution color tude, it is the resultant actual point of the display that is equipped with the controller alert glideslope/path intercept. system hardware/software which is used in the (See FINAL APPROACH POINT.) precision runway monitor (PRM) system. The (See GLIDESLOPE INTERCEPT ALTITUDE.) display includes alert algorithms providing the target (See SEGMENTS OF AN INSTRUMENT predictors, a color change alert when a target APPROACH PROCEDURE.) penetrates or is predicted to penetrate the no transgression zone (NTZ), a color change alert if the FINAL APPROACH-IFR− The flight path of an aircraft transponder becomes inoperative, synthe- aircraft which is inbound to an airport on a final sized voice alerts, digital mapping, and like features instrument approach course, beginning at the final contained in the PRM system. 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.) and simultaneous close parallel ILS approach (See FINAL APPROACH POINT.) operations. Each runway is assigned a final monitor (See SEGMENTS OF AN INSTRUMENT controller during simultaneous parallel and simulta- APPROACH PROCEDURE.) neous close parallel ILS approaches. Final monitor (See ICAO term FINAL APPROACH.) controllers shall utilize the Precision Runway Monitor (PRM) system during simultaneous close FINAL APPROACH POINT− The point, applicable parallel ILS approaches. only to a nonprecision approach with no depicted FAF (such as an on airport VOR), where the aircraft FIR− is established inbound on the final approach course (See FLIGHT INFORMATION REGION.) from the procedure turn and where the final approach FIRST TIER CENTER− The ARTCC immediately descent may be commenced. The FAP serves as the adjacent to the impacted center. FAF and identifies the beginning of the final approach segment. FIS−B− (See FLIGHT INFORMATION (See FINAL APPROACH FIX.) SERVICE−BROADCAST.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FIX− A geographical position determined by visual reference to the surface, by reference to one or more FINAL APPROACH SEGMENT− radio NAVAIDs, by celestial plotting, or by another (See SEGMENTS OF AN INSTRUMENT navigational device. APPROACH PROCEDURE.) FIX BALANCING− A process whereby aircraft are FINAL APPROACH SEGMENT [ICAO]− That evenly distributed over several available arrival fixes segment of an instrument approach procedure in reducing delays and controller workload. which alignment and descent for landing are FLAG− A warning device incorporated in certain accomplished. airborne navigation and flight instruments indicating that: FINAL CONTROLLER− The controller providing information and final approach guidance during PAR a. Instruments are inoperative or otherwise not and ASR approaches utilizing radar equipment. operating satisfactorily, or (See RADAR APPROACH.) b. Signal strength or quality of the received signal falls below acceptable values. FINAL GUARD SERVICE− A value added service provided in conjunction with LAA/RAA only during FLAG ALARM− periods of significant and fast changing weather (See FLAG.) conditions that may affect landing and takeoff FLAMEOUT− An emergency condition caused by a operations. loss of engine power.

PCG F−2 4/3/14 Pilot/Controller Glossary

FLAMEOUT PATTERN− An approach normally FLIGHT INSPECTION− Inflight investigation and conducted by a single-engine military aircraft evaluation of a navigational aid to determine whether experiencing loss or anticipating loss of engine it meets established tolerances. power or control. The standard overhead approach (See FLIGHT CHECK.) starts at a relatively high altitude over a runway (See NAVIGATIONAL AID.) (“high key”) followed by a continuous 180 degree turn to a high, wide position (“low key”) followed by FLIGHT LEVEL− A level of constant atmospheric a continuous 180 degree turn final. The standard pressure related to a reference datum of 29.92 inches straight-in pattern starts at a point that results in a of mercury. Each is stated in three digits that represent straight-in approach with a high rate of descent to the hundreds of feet. For example, flight level (FL) 250 runway. Flameout approaches terminate in the type represents a barometric altimeter indication of approach requested by the pilot (normally fullstop). 25,000 feet; FL 255, an indication of 25,500 feet. (See ICAO term FLIGHT LEVEL.) FLIGHT CHECK− A call-sign prefix used by FAA aircraft engaged in flight inspection/certification of FLIGHT LEVEL [ICAO]− A surface of constant navigational aids and flight procedures. The word atmospheric pressure which is related to a specific “recorded” may be added as a suffix; e.g., “Flight pressure datum, 1013.2 hPa (1013.2 mb), and is Check 320 recorded” to indicate that an automated separated from other such surfaces by specific flight inspection is in progress in terminal areas. pressure intervals. (See FLIGHT INSPECTION.) Note 1:A pressure type altimeter calibrated in (Refer to AIM.) accordance with the standard atmosphere: a. When set to a QNH altimeter setting, will FLIGHT FOLLOWING− indicate altitude; b. When set to a QFE altimeter setting, will (See TRAFFIC ADVISORIES.) indicate height above the QFE reference datum; and FLIGHT INFORMATION REGION− An airspace of c. When set to a pressure of 1013.2 hPa defined dimensions within which Flight Information (1013.2 mb), may be used to indicate flight levels. Service and Alerting Service are provided. Note 2: The terms ‘height’ and ‘altitude,’ used in a. Flight Information Service. A service provided Note 1 above, indicate altimetric rather than for the purpose of giving advice and information geometric heights and altitudes. useful for the safe and efficient conduct of flights. FLIGHT LINE− A term used to describe the precise b. Alerting Service. A service provided to notify movement of a civil photogrammetric aircraft along appropriate organizations regarding aircraft in need a predetermined course(s) at a predetermined altitude of search and rescue aid and to assist such during the actual photographic run. 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. network over the UAT data link that operates on 978 MHz. The FIS−B system provides pilots and flight FLIGHT MANAGEMENT SYSTEM PROCE- crews of properly equipped aircraft with a cockpit DURE− An arrival, departure, or approach procedure display of certain aviation weather and aeronautical developed for use by aircraft with a slant (/) E or slant information. (/) F equipment suffix.

PCG F−3 Pilot/Controller Glossary 4/3/14

FLIGHT PATH− A line, course, or track along which Airport Advisory Service (AAS) and takes airport an aircraft is flying or intended to be flown. weather observations. (See COURSE.) (See FLIGHT PLAN AREA.) (See TRACK.) (See TIE-IN FACILITY.) FLIGHT STANDARDS DISTRICT OFFICE− An FLIGHT PLAN− Specified information relating to FAA field office serving an assigned geographical the intended flight of an aircraft that is filed orally or area and staffed with Flight Standards personnel who in writing with an FSS or an ATC facility. serve the aviation industry and the general public on (See FAST FILE.) matters relating to the certification and operation of (See FILED.) air carrier and general aviation aircraft. Activities (Refer to AIM.) include general surveillance of operational safety, certification of airmen and aircraft, accident FLIGHT PLAN AREA (FPA)− The geographical prevention, investigation, enforcement, etc. area assigned to a flight service station (FSS) for the FLIGHT TEST− A flight for the purpose of: purpose of establishing primary responsibility for services that may include search and rescue for VFR a. Investigating the operation/flight characteris- aircraft, issuance of NOTAMs, pilot briefings, tics of an aircraft or aircraft component. inflight services, broadcast services, emergency b. Evaluating an applicant for a pilot certificate or services, flight data processing, international opera- rating. tions, and aviation weather services. Large FLIGHT VISIBILITY− consolidated FSS facilities may combine FPAs into (See VISIBILITY.) larger areas of responsibility (AOR). (See FLIGHT SERVICE STATION.) FLIGHT WATCH− A shortened term for use in air-ground contacts to identify the flight service (See TIE-IN FACILITY.) station providing En Route Flight Advisory Service; FLIGHT RECORDER− A general term applied to e.g., “Oakland Flight Watch.” any instrument or device that records information (See EN ROUTE FLIGHT ADVISORY about the performance of an aircraft in flight or about SERVICE.) conditions encountered in flight. Flight recorders FLIP− may make records of airspeed, outside air (See DOD FLIP.) temperature, vertical acceleration, engine RPM, manifold pressure, and other pertinent variables for a FLY HEADING (DEGREES)− Informs the pilot of given flight. the heading he/she should fly. The pilot may have to turn to, or continue on, a specific compass direction (See ICAO term FLIGHT RECORDER.) in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading FLIGHT RECORDER [ICAO]− Any type of unless otherwise instructed by ATC. recorder installed in the aircraft for the purpose of complementing accident/incident investigation. FLY-BY WAYPOINT− A fly-by waypoint requires Note: See Annex 6 Part I, for specifications relating the use of turn anticipation to avoid overshoot of the to flight recorders. next flight segment. FLY-OVER WAYPOINT− A fly-over waypoint FLIGHT SERVICE STATION (FSS) − An air traffic precludes any turn until the waypoint is overflown facility which provides pilot briefings, flight plan and is followed by an intercept maneuver of the next processing, en route radio communications, search flight segment. and rescue services, and assistance to lost aircraft and FLY VISUAL TO AIRPORT− aircraft in emergency situations. FSS also relays ATC clearances, processes Notices to Airmen, and (See PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT.) broadcasts aviation weather and aeronautical inform- ation. In addition, at selected locations, FSS provides FMA− En Route Flight Advisory Service (Flight Watch) and (See FINAL MONITOR AID.)

PCG F−4 4/3/14 Pilot/Controller Glossary

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

PCG F−5 Pilot/Controller Glossary 4/3/14

target for air traffic control separation services. FUSION is the equivalent of the current single-sensor radar display. FUSION performance is characteristic of a single-sensor radar display system. Terminal areas use mono-pulse secondary surveil- lance radar (ASR 9, Mode S or ASR 11, MSSR).

PCG F−6 4/3/14 Pilot/Controller Glossary G

GATE HOLD PROCEDURES− Procedures at b. Visual ground aids, such as VASI, which selected airports to hold aircraft at the gate or other provide vertical guidance for a VFR approach or for ground location whenever departure delays exceed or the visual portion of an instrument approach and are anticipated to exceed 15 minutes. The sequence landing. for departure will be maintained in accordance with c. PAR. Used by ATC to inform an aircraft making initial call-up unless modified by flow control a PAR approach of its vertical position (elevation) restrictions. Pilots should monitor the ground relative to the descent profile. control/clearance delivery frequency for engine (See ICAO term GLIDEPATH.) start/taxi advisories or new proposed start/taxi time GLIDESLOPE INTERCEPT ALTITUDE− The if the delay changes. minimum altitude to intercept the glideslope/path on GBT− a precision approach. The intersection of the (See GROUND−BASED TRANSCEIVER.) published intercept altitude with the glideslope/path, designated on Government charts by the lightning GCA− bolt symbol, is the precision FAF; however, when the (See GROUND CONTROLLED APPROACH.) approach chart shows an alternative lower glideslope GDP− intercept altitude, and ATC directs a lower altitude, the resultant lower intercept position is then the FAF. (See GROUND DELAY PROGRAM.) (See FINAL APPROACH FIX.) GENERAL AVIATION− That portion of civil (See SEGMENTS OF AN INSTRUMENT aviation which encompasses all facets of aviation APPROACH PROCEDURE.) except air carriers holding a certificate of public GLOBAL NAVIGATION SATELLITE SYSTEM convenience and necessity from the Civil Aeronau- (GNSS) [ICAO]− GNSS refers collectively to the tics Board and large aircraft commercial operators. worldwide positioning, navigation, and timing (See ICAO term GENERAL AVIATION.) determination capability available from one or more GENERAL AVIATION [ICAO]− All civil aviation satellite constellation in conjunction with a network operations other than scheduled air services and of ground stations. nonscheduled air transport operations for remunera- GLOBAL NAVIGATION SATELLITE SYSTEM tion or hire. MINIMUM EN ROUTE IFR ALTITUDE (GNSS MEA)− The minimum en route IFR altitude on a GEO MAP− The digitized map markings associated published ATS route or route segment which assures with the ASR-9 Radar System. acceptable Global Navigation Satellite System GLIDEPATH− reception and meets obstacle clearance requirements. (See GLIDESLOPE.) (Refer to 14 CFR Part 91.) (Refer to 14 CFR Part 95.) GLIDEPATH [ICAO]− A descent profile determined GLOBAL POSITIONING SYSTEM (GPS)− GPS for vertical guidance during a final approach. refers to the worldwide positioning, navigation GLIDEPATH INTERCEPT ALTITUDE− and timing determination capability available (See GLIDESLOPE INTERCEPT ALTITUDE.) from the U.S. satellite constellation. The service GLIDESLOPE− Provides vertical guidance for provided by GPS for civil use is defined in the aircraft during approach and landing. The glideslope/ GPS Standard Positioning System Performance glidepath is based on the following: Standard. GPS is composed of space, control, a. Electronic components emitting signals which and user elements. provide vertical guidance by reference to airborne GNSS [ICAO]− instruments during instrument approaches such as (See GLOBAL NAVIGATION SATELLITE ILS/MLS, or SYSTEM.)

PCG G−1 Pilot/Controller Glossary 4/3/14

GNSS MEA− ground clutter is minimized by the use of moving (See GLOBAL NAVIGATION SATELLITE target indicator (MTI) circuits in the radar equipment SYSTEM MINIMUM EN ROUTE IFR resulting in a radar presentation which displays only ALTITUDE.) targets which are in motion. (See CLUTTER.) GO AHEAD− Proceed with your message. Not to be used for any other purpose. GROUND COMMUNICATION OUTLET (GCO)− GO AROUND− Instructions for a pilot to abandon An unstaffed, remotely controlled, ground/ground his/her approach to landing. Additional instructions communications facility. Pilots at uncontrolled may follow. Unless otherwise advised by ATC, a airports may contact ATC and FSS via VHF to a VFR aircraft or an aircraft conducting visual telephone connection to obtain an instrument approach should overfly the runway while climbing clearance or close a VFR or IFR flight plan. They may to traffic pattern altitude and enter the traffic pattern also get an updated weather briefing prior to takeoff. via the crosswind leg. A pilot on an IFR flight plan Pilots will use four “key clicks” on the VHF radio to making an instrument approach should execute the contact the appropriate ATC facility or six “key published missed approach procedure or proceed as clicks” to contact the FSS. The GCO system is instructed by ATC; e.g., “Go around” (additional intended to be used only on the ground. instructions if required). GROUND CONTROLLED APPROACH− A radar (See LOW APPROACH.) approach system operated from the ground by air (See MISSED APPROACH.) traffic control personnel transmitting instructions to GPD− the pilot by radio. The approach may be conducted with surveillance radar (ASR) only or with both (See GRAPHIC PLAN DISPLAY.) surveillance and precision approach radar (PAR). GPS− Usage of the term “GCA” by pilots is discouraged (See GLOBAL POSITIONING SYSTEM.) except when referring to a GCA facility. Pilots should GRAPHIC PLAN DISPLAY (GPD)− A view specifically request a “PAR” approach when a available with URET that provides a graphic display precision radar approach is desired or request an of aircraft, traffic, and notification of predicted “ASR” or “surveillance” approach when a nonpreci- conflicts. Graphic routes for Current Plans and Trial sion radar approach is desired. Plans are displayed upon controller request. (See RADAR APPROACH.) (See USER REQUEST EVALUATION TOOL.) GROUND DELAY PROGRAM (GDP)− A traffic GROSS NAVIGATION ERROR (GNE) − A lateral management process administered by the ATCSCC; deviation from a cleared track, normally in excess of when aircraft are held on the ground. The purpose of 25 Nautical Miles (NM). More stringent standards the program is to support the TM mission and limit (for example, 10NM in some parts of the North airborne holding. It is a flexible program and may be Atlantic region) may be used in certain regions to implemented in various forms depending upon the support reductions in lateral separation. needs of the AT system. Ground delay programs provide for equitable assignment of delays to all GROUND−BASED TRANSCEIVER (GBT)− The system users. ground−based transmitter/receiver (transceiver) re- ceives automatic dependent surveillance−broadcast GROUND SPEED− The speed of an aircraft relative messages, which are forwarded to an air traffic to the surface of the earth. control facility for processing and display with other GROUND STOP (GS)− The GS is a process that radar targets on the plan position indicator (radar requires aircraft that meet a specific criteria to remain display). on the ground. The criteria may be airport specific, (See AUTOMATIC DEPENDENT airspace specific, or equipment specific; for example, SURVEILLANCE-BROADCAST.) all departures to San Francisco, or all departures GROUND CLUTTER− A pattern produced on the entering Yorktown sector, or all Category I and II radar scope by ground returns which may degrade aircraft going to Charlotte. GSs normally occur with other radar returns in the affected area. The effect of little or no warning.

PCG G−2 4/3/14 Pilot/Controller Glossary

GROUND VISIBILITY− (See VISIBILITY.) GS− (See GROUND STOP.)

PCG G−3

4/3/14 Pilot/Controller Glossary H

HAA− HEIGHT ABOVE LANDING− The height above a (See HEIGHT ABOVE AIRPORT.) designated helicopter landing area used for helicopter instrument approach procedures. HAL− (Refer to 14 CFR Part 97.) (See HEIGHT ABOVE LANDING.) HEIGHT ABOVE TOUCHDOWN− The height of HANDOFF− An action taken to transfer the radar the Decision Height or Minimum Descent Altitude identification of an aircraft from one controller to above the highest runway elevation in the touchdown another if the aircraft will enter the receiving zone (first 3,000 feet of the runway). HAT is controller’s airspace and radio communications with published on instrument approach charts in conjunc- the aircraft will be transferred. tion with all straight-in minimums. (See DECISION HEIGHT.) HAR− (See MINIMUM DESCENT ALTITUDE.) (See HIGH ALTITUDE REDESIGN.) HELICOPTER− A heavier-than-air aircraft sup- HAT− ported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially (See HEIGHT ABOVE TOUCHDOWN.) vertical axes. HAVE NUMBERS− Used by pilots to inform ATC HELIPAD− A small, designated area, usually with a that they have received runway, wind, and altimeter prepared surface, on a heliport, airport, landing/take- information only. off area, apron/ramp, or movement area used for takeoff, landing, or parking of helicopters. HAZARDOUS INFLIGHT WEATHER ADVISO- RY SERVICE− Continuous recorded hazardous HELIPORT− An area of land, water, or structure used inflight weather forecasts broadcasted to airborne or intended to be used for the landing and takeoff of pilots over selected VOR outlets defined as an helicopters and includes its buildings and facilities if HIWAS BROADCAST AREA. any. HELIPORT REFERENCE POINT (HRP)− The HAZARDOUS WEATHER INFORMATION− geographic center of a heliport. Summary of significant meteorological information (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 HF− developing and increasing in intensity, or low (See HIGH FREQUENCY.) ceilings and visibilities that are becoming wide- spread which is considered significant and are not HF COMMUNICATIONS− included in a current hazardous weather advisory. (See HIGH FREQUENCY COMMUNICATIONS.) HIGH ALTITUDE REDESIGN (HAR)− A level of HEAVY (AIRCRAFT)− non−restrictive routing (NRR) service for aircraft (See AIRCRAFT CLASSES.) that have all waypoints associated with the HAR HEIGHT ABOVE AIRPORT− The height of the program in their flight management systems or Minimum Descent Altitude above the published RNAV equipage. airport elevation. This is published in conjunction HIGH FREQUENCY− The frequency band between with circling minimums. 3 and 30 MHz. (See MINIMUM DESCENT ALTITUDE.) (See HIGH FREQUENCY COMMUNICATIONS.)

PCG H−1 Pilot/Controller Glossary 4/3/14

HIGH FREQUENCY COMMUNICATIONS− High altitude that will permit a normal descent to the final radio frequencies (HF) between 3 and 30 MHz used approach fix altitude. The hold in lieu of procedure for air-to-ground voice communication in overseas turn is a required maneuver (the same as a procedure operations. turn) unless the aircraft is being radar vectored to the final approach course, when “NoPT” is shown on the HIGH SPEED EXIT− approach chart, or when the pilot requests or the (See HIGH SPEED TAXIWAY.) controller advises the pilot to make a “straight−in” HIGH SPEED TAXIWAY− A long radius taxiway approach. designed and provided with lighting or marking to HOLD PROCEDURE− A predetermined maneuver define the path of aircraft, traveling at high speed (up which keeps aircraft within a specified airspace while to 60 knots), from the runway center to a point on the awaiting further clearance from air traffic control. center of a taxiway. Also referred to as long radius Also used during ground operations to keep aircraft exit or turn-off taxiway. The high speed taxiway is within a specified area or at a specified point while designed to expedite aircraft turning off the runway awaiting further clearance from air traffic control. after landing, thus reducing runway occupancy time. (See HOLDING FIX.) HIGH SPEED TURNOFF− (Refer to AIM.) (See HIGH SPEED TAXIWAY.) HOLDING FIX− A specified fix identifiable to a HIWAS− pilot by NAVAIDs or visual reference to the ground (See HAZARDOUS INFLIGHT WEATHER used as a reference point in establishing and ADVISORY SERVICE.) maintaining the position of an aircraft while holding. (See FIX.) HIWAS AREA− (See VISUAL HOLDING.) (See HAZARDOUS INFLIGHT WEATHER (Refer to AIM.) ADVISORY SERVICE.) HOLDING POINT [ICAO]− A specified location, HIWAS BROADCAST AREA− A geographical area identified by visual or other means, in the vicinity of of responsibility including one or more HIWAS which the position of an aircraft in flight is outlet areas assigned to a FSS for hazardous weather maintained in accordance with air traffic control advisory broadcasting. clearances. HIWAS OUTLET AREA− An area defined as a 150 HOLDING PROCEDURE− NM radius of a HIWAS outlet, expanded as necessary to provide coverage. (See HOLD PROCEDURE.) HOLD FOR RELEASE− Used by ATC to delay an HOLD-SHORT POINT− A point on the runway aircraft for traffic management reasons; i.e., weather, beyond which a landing aircraft with a LAHSO traffic volume, etc. Hold for release instructions clearance is not authorized to proceed. This point (including departure delay information) are used to may be located prior to an intersecting runway, inform a pilot or a controller (either directly or taxiway, predetermined point, or approach/departure through an authorized relay) that an IFR departure flight path. clearance is not valid until a release time or additional HOLD-SHORT POSITION LIGHTS− Flashing instructions have been received. in-pavement white lights located at specified (See ICAO term HOLDING POINT.) hold-short points. HOLD IN LIEU OF PROCEDURE TURN− A hold HOLD-SHORT POSITION MARKING− The in lieu of procedure turn shall be established over a painted runway marking located at the hold-short final or intermediate fix when an approach can be point on all LAHSO runways. 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.

PCG H−2 4/3/14 Pilot/Controller Glossary

HOMING− Flight toward a NAVAID, without HOVER TAXI− Used to describe a helicopter/VTOL correcting for wind, by adjusting the aircraft heading aircraft movement conducted above the surface and to maintain a relative bearing of zero degrees. in ground effect at airspeeds less than approximately (See BEARING.) 20 knots. The actual height may vary, and some (See ICAO term HOMING.) helicopters may require hover taxi above 25 feet AGL to reduce ground effect turbulence or provide HOMING [ICAO]− The procedure of using the clearance for cargo slingloads. direction-finding equipment of one radio station with the emission of another radio station, where at least (See AIR TAXI.) one of the stations is mobile, and whereby the mobile (See HOVER CHECK.) station proceeds continuously towards the other (Refer to AIM.) station. HOW DO YOU HEAR ME?− A question relating to HOVER CHECK− Used to describe when a the quality of the transmission or to determine how helicopter/VTOL aircraft requires a stabilized hover well the transmission is being received. to conduct a performance/power check prior to hover taxi, air taxi, or takeoff. Altitude of the hover will HZ− vary based on the purpose of the check. (See HERTZ.)

PCG H−3

4/3/14 Pilot/Controller Glossary I

I SAY AGAIN− The message will be repeated. controller to confirm an aircraft identity or to identify an aircraft. IAF− (Refer to AIM.) (See INITIAL APPROACH FIX.) IDENT FEATURE− The special feature in the Air IAP− Traffic Control Radar Beacon System (ATCRBS) (See INSTRUMENT APPROACH equipment. It is used to immediately distinguish one PROCEDURE.) displayed beacon target from other beacon targets. IAWP− Initial Approach Waypoint (See IDENT.) IF− ICAO− (See INTERMEDIATE FIX.) (See ICAO Term INTERNATIONAL CIVIL AVIATION ORGANIZATION.) IFIM− (See INTERNATIONAL FLIGHT INFORMATION ICING− The accumulation of airframe ice. MANUAL.) Types of icing are: IF NO TRANSMISSION RECEIVED FOR a. Rime Ice− Rough, milky, opaque ice formed by (TIME)− Used by ATC in radar approaches to prefix the instantaneous freezing of small supercooled procedures which should be followed by the pilot in water droplets. event of lost communications. b. Clear Ice− A glossy, clear, or translucent ice (See LOST COMMUNICATIONS.) formed by the relatively slow freezing or large IFR− supercooled water droplets. (See INSTRUMENT FLIGHT RULES.) c. Mixed− A mixture of clear ice and rime ice. IFR AIRCRAFT− An aircraft conducting flight in accordance with instrument flight rules. Intensity of icing: a. Trace− Ice becomes perceptible. Rate of IFR CONDITIONS− Weather conditions below the accumulation is slightly greater than the rate of minimum for flight under visual flight rules. sublimation. Deicing/anti-icing equipment is not (See INSTRUMENT METEOROLOGICAL utilized unless encountered for an extended period of CONDITIONS.) time (over 1 hour). IFR DEPARTURE PROCEDURE− b. Light− The rate of accumulation may create a (See IFR TAKEOFF MINIMUMS AND problem if flight is prolonged in this environment DEPARTURE PROCEDURES.) (over 1 hour). Occasional use of deicing/anti-icing (Refer to AIM.) equipment removes/prevents accumulation. It does IFR FLIGHT− not present a problem if the deicing/anti-icing (See IFR AIRCRAFT.) equipment is used. IFR LANDING MINIMUMS− c. Moderate− The rate of accumulation is such that (See LANDING MINIMUMS.) even short encounters become potentially hazardous IFR MILITARY TRAINING ROUTES (IR)− Routes and use of deicing/anti-icing equipment or flight used by the Department of Defense and associated diversion is necessary. Reserve and Air Guard units for the purpose of d. Severe− The rate of accumulation is such that conducting low-altitude navigation and tactical deicing/anti-icing equipment fails to reduce or training in both IFR and VFR weather conditions control the hazard. Immediate flight diversion is below 10,000 feet MSL at airspeeds in excess of 250 necessary. knots IAS. IDENT− A request for a pilot to activate the aircraft IFR TAKEOFF MINIMUMS AND DEPARTURE transponder identification feature. This will help the PROCEDURES− Title 14 Code of Federal

PCG I−1 Pilot/Controller Glossary 4/3/14

Regulations Part 91, prescribes standard takeoff rules than 100 feet and with runway visual range of not less for certain civil users. At some airports, obstructions than 1,200 feet with autoland or HUD to touchdown or other factors require the establishment of and noted on authorization (no touchdown zone and nonstandard takeoff minimums, departure proce- centerline lighting are required).− 5. Category III: dures, or both to assist pilots in avoiding obstacles a. IIIA.−An ILS approach procedure which during climb to the minimum en route altitude. Those provides for approach without a decision height airports are listed in FAA/DOD Instrument Approach minimum and with runway visual range of not less Procedures (IAPs) Charts under a section entitled than 700 feet. “IFR Takeoff Minimums and Departure Procedures.” b. IIIB.−An ILS approach procedure which The FAA/DOD IAP chart legend illustrates the provides for approach without a decision height symbol used to alert the pilot to nonstandard takeoff minimum and with runway visual range of not less minimums and departure procedures. When depart- than 150 feet. ing IFR from such airports or from any airports where c. IIIC.−An ILS approach procedure which there are no departure procedures, DPs, or ATC provides for approach without a decision height facilities available, pilots should advise ATC of any minimum and without runway visual range departure limitations. Controllers may query a pilot minimum. to determine acceptable departure directions, turns, or headings after takeoff. Pilots should be familiar ILS PRM APPROACH− An instrument landing with the departure procedures and must assure that system (ILS) approach conducted to parallel runways their aircraft can meet or exceed any specified climb whose extended centerlines are separated by less than gradients. 4,300 feet and at least 3,000 feet where closely spaced independent approaches are permitted. Also used in IF/IAWP− Intermediate Fix/Initial Approach Way- conjunction with an LDA PRM, or RNAV (GPS) point. The waypoint where the final approach course PRM approach to conduct Simultaneous Offset of a T approach meets the crossbar of the T. When Instrument Approach (SOIA) operations. No designated (in conjunction with a TAA) this Transgression Zone (NTZ) monitoring is required to waypoint will be used as an IAWP when approaching conduct these approaches. When the runway spacing the airport from certain directions, and as an IFWP is less than 3,600 feet, the NTZ must be monitored by when beginning the approach from another IAWP. a Precision Runway Monitor (PRM) or other high update rate surveillance system. IFWP− Intermediate Fix Waypoint (Refer to AIM) ILS− IM− (See INSTRUMENT LANDING SYSTEM.) (See INNER MARKER.) IMC− ILS CATEGORIES− 1. Category I. An ILS approach (See INSTRUMENT METEOROLOGICAL procedure which provides for approach to a height CONDITIONS.) above touchdown of not less than 200 feet and with runway visual range of not less than 1,800 feet.− IMMEDIATELY− Used by ATC or pilots when such 2. Special Authorization Category I. An ILS action compliance is required to avoid an imminent approach procedure which provides for approach to situation. a height above touchdown of not less than 150 feet INCERFA (Uncertainty Phase) [ICAO]− A situation and with runway visual range of not less than 1,400 wherein uncertainty exists as to the safety of an feet, HUD to DH. 3. Category II. An ILS approach aircraft and its occupants. procedure which provides for approach to a height INCREASE SPEED TO (SPEED)− above touchdown of not less than 100 feet and with (See SPEED ADJUSTMENT.) runway visual range of not less than 1,200 feet (with autoland or HUD to touchdown and noted on INERTIAL NAVIGATION SYSTEM− An RNAV authorization, RVR 1,000 feet).− 4. Special system which is a form of self-contained navigation. Authorization Category II with Reduced Lighting. (See Area Navigation/RNAV.) An ILS approach procedure which provides for INFLIGHT REFUELING− approach to a height above touchdown of not less (See AERIAL REFUELING.)

PCG I−2 4/3/14 Pilot/Controller Glossary

INFLIGHT WEATHER ADVISORY− to a landing or to a point from which a landing may (See WEATHER ADVISORY.) be made visually. It is prescribed and approved for a specific airport by competent authority. INFORMATION REQUEST− A request originated by an FSS for information concerning an overdue (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) VFR aircraft. (Refer to 14 CFR Part 91.) INITIAL APPROACH FIX− The fixes depicted on (Refer to AIM.) instrument approach procedure charts that identify a. U.S. civil standard instrument approach the beginning of the initial approach segment(s). procedures are approved by the FAA as prescribed (See FIX.) under 14 CFR Part 97 and are available for public (See SEGMENTS OF AN INSTRUMENT use. APPROACH PROCEDURE.) b. U.S. military standard instrument approach INITIAL APPROACH SEGMENT− procedures are approved and published by the (See SEGMENTS OF AN INSTRUMENT Department of Defense. APPROACH PROCEDURE.) c. Special instrument approach procedures are INITIAL APPROACH SEGMENT [ICAO]− That approved by the FAA for individual operators but are segment of an instrument approach procedure not published in 14 CFR Part 97 for public use. between the initial approach fix and the intermediate (See ICAO term INSTRUMENT APPROACH approach fix or, where applicable, the final approach PROCEDURE.) fix or point. INSTRUMENT APPROACH OPERATIONS INLAND NAVIGATION FACILITY− A navigation [ICAO]* An approach and landing using instruments aid on a North American Route at which the common for navigation guidance based on an instrument route and/or the noncommon route begins or ends. approach procedure. There are two methods for INNER MARKER− A marker beacon used with an executing instrument approach operations: ILS (CAT II) precision approach located between the a. A two−dimensional (2D) instrument approach middle marker and the end of the ILS runway, operation, using lateral navigation guidance only; transmitting a radiation pattern keyed at six dots per and second and indicating to the pilot, both aurally and b. A three−dimensional (3D) instrument approach visually, that he/she is at the designated decision operation, using both lateral and vertical navigation height (DH), normally 100 feet above the touchdown guidance. zone elevation, on the ILS CAT II approach. It also Note: Lateral and vertical navigation guidance marks progress during a CAT III approach. refers to the guidance provided either by: (See INSTRUMENT LANDING SYSTEM.) a) a ground−based radio navigation aid; or (Refer to AIM.) b) computer−generated navigation data from ground−based, space−based, self−contained INNER MARKER BEACON− navigation aids or a combination of these. (See INNER MARKER.) (See ICAO term INSTRUMENT APPROACH INREQ− PROCEDURE.) (See INFORMATION REQUEST.) INSTRUMENT APPROACH PROCEDURE INS− [ICAO]− A series of predetermined maneuvers by (See INERTIAL NAVIGATION SYSTEM.) reference to flight instruments with specified protection from obstacles from the initial approach INSTRUMENT APPROACH− fix, or where applicable, from the beginning of a (See INSTRUMENT APPROACH defined arrival route to a point from which a landing PROCEDURE.) can be completed and thereafter, if a landing is not INSTRUMENT APPROACH PROCEDURE− A completed, to a position at which holding or en route series of predetermined maneuvers for the orderly obstacle clearance criteria apply. transfer of an aircraft under instrument flight (See ICAO term INSTRUMENT APPROACH conditions from the beginning of the initial approach OPERATIONS)

PCG I−3 Pilot/Controller Glossary 4/3/14

INSTRUMENT APPROACH PROCEDURES d. Middle Marker. CHARTS− (See MIDDLE MARKER.) (See AERONAUTICAL CHART.) 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 clearance from the terminal area to the appropriate en INSTRUMENT METEOROLOGICAL CONDI- route structure. There are two types of DP, Obstacle TIONS− Meteorological conditions expressed in Departure Procedure (ODP), printed either textually terms of visibility, distance from cloud, and ceiling or graphically, and, Standard Instrument Departure less than the minima specified for visual meteorolog- (SID), which is always printed graphically. ical conditions. (See INSTRUMENT FLIGHT RULES.) (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (See VISUAL FLIGHT RULES.) (See OBSTACLE DEPARTURE PROCEDURES.) (See VISUAL METEOROLOGICAL CONDITIONS.) (See STANDARD INSTRUMENT DEPARTURES.) (Refer to AIM.) INSTRUMENT RUNWAY− A runway equipped with electronic and visual navigation aids for which INSTRUMENT DEPARTURE PROCEDURE (DP) a precision or nonprecision approach procedure CHARTS− having straight-in landing minimums has been (See AERONAUTICAL CHART.) approved. INSTRUMENT FLIGHT RULES− Rules governing (See ICAO term INSTRUMENT RUNWAY.) the procedures for conducting instrument flight. Also INSTRUMENT RUNWAY [ICAO]− One of the a term used by pilots and controllers to indicate type following types of runways intended for the of flight plan. operation of aircraft using instrument approach (See INSTRUMENT METEOROLOGICAL procedures: CONDITIONS.) (See VISUAL FLIGHT RULES.) a. Nonprecision Approach Runway−An instru- ment runway served by visual aids and a nonvisual (See VISUAL METEOROLOGICAL CONDITIONS.) aid providing at least directional guidance adequate for a straight-in approach. (See ICAO term INSTRUMENT FLIGHT RULES.) b. Precision Approach Runway, Category I−An (Refer to AIM.) instrument runway served by ILS and visual aids intended for operations down to 60 m (200 feet) INSTRUMENT FLIGHT RULES [ICAO]− A set of decision height and down to an RVR of the order of rules governing the conduct of flight under 800 m. instrument meteorological conditions. c. Precision Approach Runway, Category II−An INSTRUMENT LANDING SYSTEM− A precision instrument runway served by ILS and visual aids instrument approach system which normally consists intended for operations down to 30 m (100 feet) of the following electronic components and visual decision height and down to an RVR of the order of aids: 400 m. a. Localizer. d. Precision Approach Runway, Category III−An (See LOCALIZER.) instrument runway served by ILS to and along the surface of the runway and: b. Glideslope. 1. Intended for operations down to an RVR of (See GLIDESLOPE.) the order of 200 m (no decision height being c. Outer Marker. applicable) using visual aids during the final phase of (See OUTER MARKER.) landing;

PCG I−4 4/3/14 Pilot/Controller Glossary

2. Intended for operations down to an RVR of b. A landing rights airport at which specific the order of 50 m (no decision height being permission to land must be obtained from customs applicable) using visual aids for taxiing; authorities in advance of contemplated use. 3. Intended for operations without reliance on c. Airports designated under the Convention on visual reference for landing or taxiing. International Civil Aviation as an airport for use by Note 1: See Annex 10 Volume I, Part I, Chapter 3, international commercial air transport and/or interna- for related ILS specifications. tional general aviation. (See ICAO term INTERNATIONAL AIRPORT.) Note 2:Visual aids need not necessarily be (Refer to AIRPORT/FACILITY DIRECTORY.) matched to the scale of nonvisual aids provided. (Refer to IFIM.) The criterion for the selection of visual aids is the conditions in which operations are intended to be INTERNATIONAL AIRPORT [ICAO]− Any airport conducted. designated by the Contracting State in whose territory it is situated as an airport of entry and INTEGRITY− The ability of a system to provide departure for international air traffic, where the timely warnings to users when the system should not formalities incident to customs, immigration, public be used for navigation. health, animal and plant quarantine and similar procedures are carried out. INTERMEDIATE APPROACH SEGMENT− (See SEGMENTS OF AN INSTRUMENT INTERNATIONAL CIVIL AVIATION ORGA- APPROACH PROCEDURE.) NIZATION [ICAO]− A specialized agency of the United Nations whose objective is to develop the INTERMEDIATE APPROACH SEGMENT principles and techniques of international air [ICAO]− That segment of an instrument approach navigation and to foster planning and development of procedure between either the intermediate approach international civil air transport. fix and the final approach fix or point, or between the a. Regions include: end of a reversal, race track or dead reckoning track 1. African-Indian Ocean Region procedure and the final approach fix or point, as appropriate. 2. Caribbean Region 3. European Region INTERMEDIATE FIX− The fix that identifies the 4. Middle East/Asia Region beginning of the intermediate approach segment of an 5. North American Region instrument approach procedure. The fix is not normally identified on the instrument approach chart 6. North Atlantic Region as an intermediate fix (IF). 7. Pacific Region (See SEGMENTS OF AN INSTRUMENT 8. South American Region APPROACH PROCEDURE.) INTERNATIONAL FLIGHT INFORMATION INTERMEDIATE LANDING− On the rare occasion MANUAL− A publication designed primarily as a that this option is requested, it should be approved. pilot’s preflight planning guide for flights into The departure center, however, must advise the foreign airspace and for flights returning to the U.S. ATCSCC so that the appropriate delay is carried over from foreign locations. and assigned at the intermediate airport. An INTERROGATOR− The ground-based surveillance intermediate landing airport within the arrival center radar beacon transmitter-receiver, which normally will not be accepted without coordination with and scans in synchronism with a primary radar, the approval of the ATCSCC. transmitting discrete radio signals which repetitious- ly request all transponders on the mode being used to INTERNATIONAL AIRPORT− Relating to interna- reply. The replies received are mixed with the tional flight, it means: primary radar returns and displayed on the same plan a. An airport of entry which has been designated position indicator (radar scope). Also, applied to the by the Secretary of Treasury or Commissioner of airborne element of the TACAN/DME system. Customs as an international airport for customs (See TRANSPONDER.) service. (Refer to AIM.)

PCG I−5 Pilot/Controller Glossary 4/3/14

INTERSECTING RUNWAYS− Two or more INTERSECTION DEPARTURE− A departure from runways which cross or meet within their lengths. any runway intersection except the end of the runway. (See INTERSECTION.) (See INTERSECTION.) INTERSECTION TAKEOFF− INTERSECTION− (See INTERSECTION DEPARTURE.) a. A point defined by any combination of courses, IR− radials, or bearings of two or more navigational aids. (See IFR MILITARY TRAINING ROUTES.) b. Used to describe the point where two runways, ISR– Indicates the confidence level of the track a runway and a taxiway, or two taxiways cross or requires 5NM separation. 3NM separation, 1 1/2NM meet. separation, and target resolution cannot be used.

PCG I−6 4/3/14 Pilot/Controller Glossary J

JAMMING− Electronic or mechanical interference route; e.g., J105. which may disrupt the display of aircraft on radar or (See Class A AIRSPACE.) the transmission/reception of radio communications/ (Refer to 14 CFR Part 71.) navigation. JET STREAM− A migrating stream of high-speed winds present at high altitudes. JET BLAST− Jet engine exhaust (thrust stream turbulence). JETTISONING OF EXTERNAL STORES− Air- borne release of external stores; e.g., tiptanks, (See WAKE TURBULENCE.) ordnance. (See FUEL DUMPING.) JET ROUTE− A route designed to serve aircraft (Refer to 14 CFR Part 91.) operations from 18,000 feet MSL up to and including flight level 450. The routes are referred to as “J” JOINT USE RESTRICTED AREA− routes with numbering to identify the designated (See RESTRICTED AREA.)

PCG J−1

4/3/14 Pilot/Controller Glossary K

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

PCG K−1

4/3/14 Pilot/Controller Glossary L

LAA− LANDING DISTANCE AVAILABLE (LDA)− The (See LOCAL AIRPORT ADVISORY.) runway length declared available and suitable for a landing airplane. LAAS− (See ICAO term LANDING DISTANCE (See LOW ALTITUDE ALERT SYSTEM.) AVAILABLE.) LANDING DISTANCE AVAILABLE [ICAO]− The LAHSO− An acronym for “Land and Hold Short length of runway which is declared available and Operation.” These operations include landing and suitable for the ground run of an aeroplane landing. holding short of an intersecting runway, a taxiway, a predetermined point, or an approach/departure LANDING MINIMUMS− The minimum visibility flightpath. prescribed for landing a civil aircraft while using an instrument approach procedure. The minimum LAHSO-DRY− Land and hold short operations on applies with other limitations set forth in 14 CFR runways that are dry. Part 91 with respect to the Minimum Descent Altitude (MDA) or Decision Height (DH) prescribed LAHSO-WET− Land and hold short operations on in the instrument approach procedures as follows: runways that are wet (but not contaminated). a. Straight-in landing minimums. A statement of MDA and visibility, or DH and visibility, required for LAND AND HOLD SHORT OPERATIONS− a straight-in landing on a specified runway, or Operations which include simultaneous takeoffs and b. Circling minimums. A statement of MDA and landings and/or simultaneous landings when a visibility required for the circle-to-land maneuver. landing aircraft is able and is instructed by the Note: Descent below the MDA or DH must meet the controller to hold-short of the intersecting runway/ conditions stated in 14 CFR Section 91.175. taxiway or designated hold-short point. Pilots are (See CIRCLE-TO-LAND MANEUVER.) expected to promptly inform the controller if the hold (See DECISION HEIGHT.) short clearance cannot be accepted. (See INSTRUMENT APPROACH (See PARALLEL RUNWAYS.) PROCEDURE.) (Refer to AIM.) (See MINIMUM DESCENT ALTITUDE.) (See STRAIGHT-IN LANDING.) LANDING AREA− Any locality either on land, (See VISIBILITY.) water, or structures, including airports/heliports and (Refer to 14 CFR Part 91.) intermediate landing fields, which is used, or intended to be used, for the landing and takeoff of LANDING ROLL− The distance from the point of aircraft whether or not facilities are provided for the touchdown to the point where the aircraft can be shelter, servicing, or for receiving or discharging brought to a stop or exit the runway. passengers or cargo. LANDING SEQUENCE− The order in which (See ICAO term LANDING AREA.) aircraft are positioned for landing. (See APPROACH SEQUENCE.) LANDING AREA [ICAO]− That part of a movement area intended for the landing or take-off of aircraft. LAST ASSIGNED ALTITUDE− The last altitude/ flight level assigned by ATC and acknowledged by LANDING DIRECTION INDICATOR− A device the pilot. which visually indicates the direction in which (See MAINTAIN.) landings and takeoffs should be made. (Refer to 14 CFR Part 91.) (See TETRAHEDRON.) LATERAL NAVIGATION (LNAV)– A function of (Refer to AIM.) area navigation (RNAV) equipment which calculates,

PCG L−1 Pilot/Controller Glossary 4/3/14

displays, and provides lateral guidance to a profile or LINE UP AND WAIT (LUAW)− Used by ATC to path. inform a pilot to taxi onto the departure runway to line up and wait. It is not authorization for takeoff. It is LATERAL SEPARATION− The lateral spacing of used when takeoff clearance cannot immediately be aircraft at the same altitude by requiring operation on issued because of traffic or other reasons. different routes or in different geographical locations. (See CLEARED FOR TAKEOFF.) (See SEPARATION.) LOCAL AIRPORT ADVISORY (LAA)− A service LDA− provided by facilities, which are located on the (See LOCALIZER TYPE DIRECTIONAL AID.) landing airport, have a discrete ground−to−air (See LANDING DISTANCE AVAILABLE.) communication frequency or the tower frequency (See ICAO Term LANDING DISTANCE when the tower is closed, automated weather AVAILABLE.) reporting with voice broadcasting, and a continuous ASOS/AWSS/AWOS data display, other continuous LF− direct reading instruments, or manual observations (See LOW FREQUENCY.) available to the specialist. LIGHTED AIRPORT− An airport where runway and (See AIRPORT ADVISORY AREA.) obstruction lighting is available. LOCAL TRAFFIC− Aircraft operating in the traffic (See AIRPORT LIGHTING.) pattern or within sight of the tower, or aircraft known (Refer to AIM.) to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument LIGHT GUN− A handheld directional light signaling approaches at the airport. device which emits a brilliant narrow beam of white, 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 from the runway extended centerline in a with a maximum of two seats and weighing no more direction away from the no transgression zone (NTZ) than 1,430 pounds if intended for operation on water, that increases the normal operating zone (NOZ) or 1,320 pounds if not. They must be of simple design width. An offset requires a 50 foot increase in DH and (fixed landing gear (except if intended for operations is not authorized for CAT II and CAT III approaches. on water or a glider) piston powered, non-pressurized, with a fixed or ground adjustable LOCALIZER TYPE DIRECTIONAL AID− A propeller), Performance is also limited to a maximum NAVAID used for nonprecision instrument airspeed in level flight of not more than 120 knots approaches with utility and accuracy comparable to CAS, have a maximum never-exceed speed of not a localizer but which is not a part of a complete ILS more than 120 knots CAS for a glider, and have a and is not aligned with the runway. maximum stalling speed, without the use of (Refer to AIM.) lift-enhancing devices (VS1 ) of not more than LOCALIZER TYPE DIRECTIONAL AID (LDA) 45 knots CAS. They may be certificated as either PRECISION RUNWAY MONITOR (PRM) Experimental LSA or as a Special LSA aircraft. A APPROACH − An approach, which includes a minimum of a sport pilot certificate is required to glideslope, used in conjunction with an ILS PRM or operate light-sport aircraft.” (Refer to 14 CFR Part 1, RNAV (GPS) PRM approach to an adjacent runway §1.1.) to conduct Simultaneous Offset Instrument

PCG L−2 4/3/14 Pilot/Controller Glossary

Approaches (SOIA) to parallel runways whose referred to as NORDO (No Radio). Standard pilot centerlines are separated by less than 3,000 feet and procedures are specified in 14 CFR Part 91. Radar at least 750 feet. NTZ monitoring is required to controllers issue procedures for pilots to follow in the conduct these approaches. When the approach course event of lost communications during a radar approach spacing is less than 3,600 feet at the Missed Approach when weather reports indicate that an aircraft will Point (MAP), the use of a PRM or other high update likely encounter IFR weather conditions during the rate surveillance system in order to conduct approach. simultaneous independent approaches is required. (Refer to 14 CFR Part 91.) (See SIMULTANEOUS OFFSET INSTRUMENT (Refer to AIM.) APPROACH (SOIA).) LOW ALTITUDE AIRWAY STRUCTURE− The (Refer to AIM) network of airways serving aircraft operations up to LOCALIZER USABLE DISTANCE− The maxi- but not including 18,000 feet MSL. mum distance from the localizer transmitter at a (See AIRWAY.) specified altitude, as verified by flight inspection, at (Refer to AIM.) which reliable course information is continuously LOW ALTITUDE ALERT, CHECK YOUR ALTI- received. TUDE IMMEDIATELY− (Refer to AIM.) (See SAFETY ALERT.) LOCATOR [ICAO]− An LM/MF NDB used as an aid LOW ALTITUDE ALERT SYSTEM− An auto- to final approach. mated function of the TPX-42 that alerts the Note: A locator usually has an average radius of controller when a Mode C transponder equipped rated coverage of between 18.5 and 46.3 km (10 aircraft on an IFR flight plan is below a and 25 NM). predetermined minimum safe altitude. If requested LONG RANGE NAVIGATION− by the pilot, Low Altitude Alert System monitoring (See LORAN.) is also available to VFR Mode C transponder equipped aircraft. LONGITUDINAL SEPARATION− The longitudi- nal spacing of aircraft at the same altitude by a LOW APPROACH− An approach over an airport or minimum distance expressed in units of time or runway following an instrument approach or a VFR miles. approach including the go-around maneuver where (See SEPARATION.) the pilot intentionally does not make contact with the (Refer to AIM.) runway. (Refer to AIM.) LORAN− An electronic navigational system by which hyperbolic lines of position are determined by LOW FREQUENCY− The frequency band between measuring the difference in the time of reception of 30 and 300 kHz. synchronized pulse signals from two fixed transmit- (Refer to AIM.) ters. Loran A operates in the 1750-1950 kHz LPV− A type of approach with vertical guidance frequency band. Loran C and D operate in the (APV) based on WAAS, published on RNAV (GPS) 100-110 kHz frequency band. In 2010, the U.S. Coast approach charts. This procedure takes advantage of Guard terminated all U.S. LORAN-C transmissions. the precise lateral guidance available from WAAS. (Refer to AIM.) The minima is published as a decision altitude (DA). LOST COMMUNICATIONS− Loss of the ability to LUAW− communicate by radio. Aircraft are sometimes (See LINE UP AND WAIT.)

PCG L−3

4/3/14 Pilot/Controller Glossary M

MAA− requires familiarity with the subject. Terrorists (See MAXIMUM AUTHORIZED ALTITUDE.) choose MANPADS because the weapons are low cost, highly mobile, require minimal set−up time, and MACH NUMBER− The ratio of true airspeed to the are easy to use and maintain. Although the weapons speed of sound; e.g., MACH .82, MACH 1.6. have limited range, and their accuracy is affected by (See AIRSPEED.) poor visibility and adverse weather, they can be fired MACH TECHNIQUE [ICAO]− Describes a control from anywhere on land or from boats where there is technique used by air traffic control whereby turbojet 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, shoul- navigation aid signals is assured. der−launched, missile systems used to bring down aircraft and create mass casualties. The potential for MAYDAY− The international radiotelephony distress MANPADS use against airborne aircraft is real and signal. When repeated three times, it indicates

PCG M−1 Pilot/Controller Glossary 4/3/14

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 display of a metering position list. A maximum of MEARTS− four PVDs/MDMs may be adapted. (See MICRO-EN ROUTE AUTOMATED RADAR TRACKING SYSTEM.) METERING POSITION LIST− An ordered list of data on arrivals for a selected metering airport METEOROLOGICAL IMPACT STATEMENT− displayed on a metering position PVD/MDM. An unscheduled planning forecast describing conditions expected to begin within 4 to 12 hours MFT− which may impact the flow of air traffic in a specific (See METER FIX TIME/SLOT TIME.) center’s (ARTCC) area. MHA− METER FIX ARC− A semicircle, equidistant from (See MINIMUM HOLDING ALTITUDE.) a meter fix, usually in low altitude relatively close to MIA− the meter fix, used to help CTAS/HOST calculate a (See MINIMUM IFR ALTITUDES.) meter time, and determine appropriate sector meter MICROBURST− A small downburst with outbursts list assignments for aircraft not on an established of damaging winds extending 2.5 miles or less. In arrival route or assigned a meter fix. spite of its small horizontal scale, an intense METER FIX TIME/SLOT TIME− A calculated time microburst could induce wind speeds as high as 150 to depart the meter fix in order to cross the vertex at knots the ACLT. This time reflects descent speed (Refer to AIM.) adjustment and any applicable time that must be MICRO-EN ROUTE AUTOMATED RADAR absorbed prior to crossing the meter fix. TRACKING SYSTEM (MEARTS)− An automated METER LIST− radar and radar beacon tracking system capable of employing both short-range (ASR) and long-range (See ARRIVAL SECTOR ADVISORY LIST.) (ARSR) radars. This microcomputer driven system METER LIST DISPLAY INTERVAL− A dynamic provides improved tracking, continuous data record- parameter which controls the number of minutes ing, and use of full digital radar displays. prior to the flight plan calculated time of arrival at the MICROWAVE LANDING SYSTEM− A precision meter fix for each aircraft, at which time the TCLT is instrument approach system operating in the frozen and becomes an ACLT; i.e., the VTA is microwave spectrum which normally consists of the updated and consequently the TCLT modified as following components: appropriate until frozen at which time updating is a. Azimuth Station. suspended and an ACLT is assigned. When frozen, the flight entry is inserted into the arrival sector’s b. Elevation Station. meter list for display on the sector PVD/MDM. c. Precision Distance Measuring Equipment. MLDI is used if filed true airspeed is less than or (See MLS CATEGORIES.) equal to freeze speed parameters (FSPD). MID RVR− METERING− A method of time-regulating arrival (See VISIBILITY.) traffic flow into a terminal area so as not to exceed a MIDDLE COMPASS LOCATOR− predetermined terminal acceptance rate. (See COMPASS LOCATOR.)

PCG M−2 4/3/14 Pilot/Controller Glossary

MIDDLE MARKER− A marker beacon that defines standard instrument approach procedure where no a point along the glideslope of an ILS normally electronic glideslope is provided. located at or near the point of decision height (ILS (See NONPRECISION APPROACH Category I). It is keyed to transmit alternate dots and PROCEDURE.) dashes, with the alternate dots and dashes keyed at the MINIMUM EN ROUTE IFR ALTITUDE (MEA)− rate of 95 dot/dash combinations per minute on a The lowest published altitude between radio fixes 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− A MINIMUM FRICTION LEVEL− The friction level condition whereby the military services involved specified in AC 150/5320-12, Measurement, assume responsibility for separation between Construction, and Maintenance of Skid Resistant participating military aircraft in the ATC system. It is Airport Pavement Surfaces, that represents the used only for required IFR operations which are minimum recommended wet pavement surface specified in letters of agreement or other appropriate friction value for any turbojet aircraft engaged in FAA or military documents. LAHSO. This value will vary with the particular friction measurement equipment used. MILITARY LANDING ZONE− A landing strip used exclusively by the military for training. A military MINIMUM FUEL− Indicates that an aircraft’s fuel landing zone does not carry a runway designation. supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not MILITARY OPERATIONS AREA− an emergency situation but merely indicates an (See SPECIAL USE AIRSPACE.) emergency situation is possible should any undue delay occur. MILITARY TRAINING ROUTES− Airspace of (Refer to AIM.) defined vertical and lateral dimensions established for the conduct of military flight training at airspeeds MINIMUM HOLDING ALTITUDE− The lowest in excess of 250 knots IAS. altitude prescribed for a holding pattern which (See IFR MILITARY TRAINING ROUTES.) assures navigational signal coverage, communica- (See VFR MILITARY TRAINING ROUTES.) tions, and meets obstacle clearance requirements. MINIMUM IFR ALTITUDES (MIA)− Minimum MINIMA− altitudes for IFR operations as prescribed in 14 CFR (See MINIMUMS.) Part 91. These altitudes are published on aeronautical MINIMUM CROSSING ALTITUDE− The lowest charts and prescribed in 14 CFR Part 95 for airways altitude at certain fixes at which an aircraft must cross and routes, and in 14 CFR Part 97 for standard when proceeding in the direction of a higher instrument approach procedures. If no applicable minimum en route IFR altitude (MEA). minimum altitude is prescribed in 14 CFR Part 95 or 14 CFR Part 97, the following minimum IFR (See MINIMUM EN ROUTE IFR ALTITUDE.) altitude applies: MINIMUM DESCENT ALTITUDE− The lowest a. In designated mountainous areas, 2,000 feet altitude, expressed in feet above mean sea level, to above the highest obstacle within a horizontal which descent is authorized on final approach or distance of 4 nautical miles from the course to be during circle-to-land maneuvering in execution of a flown; or

PCG M−3 Pilot/Controller Glossary 4/3/14

b. Other than mountainous areas, 1,000 feet above MINIMUM RECEPTION ALTITUDE− The lowest the highest obstacle within a horizontal distance of 4 altitude at which an intersection can be determined. nautical miles from the course to be flown; or (Refer to 14 CFR Part 95.) c. As otherwise authorized by the Administrator MINIMUM SAFE ALTITUDE− or assigned by ATC. a. The minimum altitude specified in 14 CFR (See MINIMUM CROSSING ALTITUDE.) Part 91 for various aircraft operations. (See MINIMUM EN ROUTE IFR ALTITUDE.) b. Altitudes depicted on approach charts which (See MINIMUM OBSTRUCTION CLEARANCE provide at least 1,000 feet of obstacle clearance for ALTITUDE.) emergency use within a specified distance from the (See MINIMUM SAFE ALTITUDE.) navigation facility upon which a procedure is (See MINIMUM VECTORING ALTITUDE.) predicated. These altitudes will be identified as (Refer to 14 CFR Part 91.) Minimum Sector Altitudes or Emergency Safe Altitudes and are established as follows: MINIMUM NAVIGATION PERFORMANCE 1. Minimum Sector Altitudes. Altitudes de- SPECIFICATION− A set of standards which require picted on approach charts which provide at least aircraft to have a minimum navigation performance 1,000 feet of obstacle clearance within a 25-mile capability in order to operate in MNPS designated radius of the navigation facility upon which the airspace. In addition, aircraft must be certified by procedure is predicated. Sectors depicted on their State of Registry for MNPS operation. approach charts must be at least 90 degrees in scope. MINIMUM NAVIGATION PERFORMANCE These altitudes are for emergency use only and do not SPECIFICATION AIRSPACE− Designated airspace necessarily assure acceptable navigational signal in which MNPS procedures are applied between coverage. MNPS certified and equipped aircraft. Under certain (See ICAO term Minimum Sector Altitude.) conditions, non-MNPS aircraft can operate in 2. Emergency Safe Altitudes. Altitudes de- MNPSA. However, standard oceanic separation picted on approach charts which provide at least minima is provided between the non-MNPS aircraft 1,000 feet of obstacle clearance in nonmountainous and other traffic. Currently, the only designated areas and 2,000 feet of obstacle clearance in MNPSA is described as follows: designated mountainous areas within a 100-mile a. Between FL 285 and FL 420; radius of the navigation facility upon which the procedure is predicated and normally used only in _ b. Between latitudes 27 N and the North Pole; military procedures. These altitudes are identified on c. In the east, the eastern boundaries of the CTAs published procedures as “Emergency Safe Alti- Santa Maria Oceanic, Shanwick Oceanic, and tudes.” Reykjavik; MINIMUM SAFE ALTITUDE WARNING− A d. In the west, the western boundaries of CTAs function of the ARTS III computer that aids the Reykjavik and Gander Oceanic and New York controller by alerting him/her when a tracked Mode Oceanic excluding the area west of 60_W and south C equipped aircraft is below or is predicted by the of 38_30’N. computer to go below a predetermined minimum safe altitude. MINIMUM OBSTRUCTION CLEARANCE ALTI- (Refer to AIM.) TUDE (MOCA)− The lowest published altitude in effect between radio fixes on VOR airways, MINIMUM SECTOR ALTITUDE [ICAO]− The off-airway routes, or route segments which meets lowest altitude which may be used under emergency obstacle clearance requirements for the entire route conditions which will provide a minimum clearance segment and which assures acceptable navigational of 300 m (1,000 feet) above all obstacles located in signal coverage only within 25 statute (22 nautical) an area contained within a sector of a circle of 46 km miles of a VOR. (25 NM) radius centered on a radio aid to navigation. (Refer to 14 CFR Part 91.) MINIMUMS− Weather condition requirements (Refer to 14 CFR Part 95.) established for a particular operation or type of

PCG M−4 4/3/14 Pilot/Controller Glossary

operation; e.g., IFR takeoff or landing, alternate MISSED APPROACH POINT− A point prescribed airport for IFR flight plans, VFR flight, etc. in each instrument approach procedure at which a (See IFR CONDITIONS.) missed approach procedure shall be executed if the (See IFR TAKEOFF MINIMUMS AND required visual reference does not exist. DEPARTURE PROCEDURES.) (See MISSED APPROACH.) (See LANDING MINIMUMS.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (See VFR CONDITIONS.) (Refer to 14 CFR Part 91.) MISSED APPROACH PROCEDURE [ICAO]− The (Refer to AIM.) procedure to be followed if the approach cannot be continued. MINIMUM VECTORING ALTITUDE (MVA)− MISSED APPROACH SEGMENT− The lowest MSL altitude at which an IFR aircraft will (See SEGMENTS OF AN INSTRUMENT be vectored by a radar controller, except as otherwise APPROACH PROCEDURE.) authorized for radar approaches, departures, and missed approaches. The altitude meets IFR obstacle MLDI− clearance criteria. It may be lower than the published (See METER LIST DISPLAY INTERVAL.) MEA along an airway or J-route segment. It may be utilized for radar vectoring only upon the controller’s MLS− determination that an adequate radar return is being (See MICROWAVE LANDING SYSTEM.) received from the aircraft being controlled. Charts MLS CATEGORIES− depicting minimum vectoring altitudes are normally available only to the controllers and not to pilots. a. MLS Category I. An MLS approach procedure which provides for an approach to a height above (Refer to AIM.) touchdown of not less than 200 feet and a runway visual range of not less than 1,800 feet. MINUTES-IN-TRAIL− A specified interval be- tween aircraft expressed in time. This method would b. MLS Category II. Undefined until data gather- more likely be utilized regardless of altitude. ing/analysis completion. c. MLS Category III. Undefined until data MIS− gathering/analysis completion. (See METEOROLOGICAL IMPACT STATEMENT.) MM− (See MIDDLE MARKER.) MISSED APPROACH− MNPS− a. A maneuver conducted by a pilot when an (See MINIMUM NAVIGATION PERFORMANCE instrument approach cannot be completed to a SPECIFICATION.) landing. The route of flight and altitude are shown on MNPSA− instrument approach procedure charts. A pilot (See MINIMUM NAVIGATION PERFORMANCE− executing a missed approach prior to the Missed SPECIFICATION AIRSPACE.) Approach Point (MAP) must continue along the final approach to the MAP. MOA− b. A term used by the pilot to inform ATC that (See MILITARY OPERATIONS AREA.) he/she is executing the missed approach. MOCA− c. At locations where ATC radar service is (See MINIMUM OBSTRUCTION CLEARANCE provided, the pilot should conform to radar vectors ALTITUDE.) when provided by ATC in lieu of the published MODE− The letter or number assigned to a specific missed approach procedure. pulse spacing of radio signals transmitted or received (See MISSED APPROACH POINT.) by ground interrogator or airborne transponder (Refer to AIM.) components of the Air Traffic Control Radar Beacon

PCG M−5 Pilot/Controller Glossary 4/3/14

System (ATCRBS). Mode A (military Mode 3) and radar sort box according to the hierarchy of the Mode C (altitude reporting) are used in air traffic sources assigned. control. MOVEMENT AREA− The runways, taxiways, and (See INTERROGATOR.) other areas of an airport/heliport which are utilized (See RADAR.) for taxiing/hover taxiing, air taxiing, takeoff, and (See TRANSPONDER.) landing of aircraft, exclusive of loading ramps and (See ICAO term MODE.) parking areas. At those airports/heliports with a (Refer to AIM.) tower, specific approval for entry onto the movement MODE (SSR MODE) [ICAO]− The letter or number area must be obtained from ATC. assigned to a specific pulse spacing of the (See ICAO term MOVEMENT AREA.) interrogation signals transmitted by an interrogator. MOVEMENT AREA [ICAO]− That part of an There are 4 modes, A, B, C and D specified in Annex aerodrome to be used for the takeoff, landing and 10, corresponding to four different interrogation taxiing of aircraft, consisting of the maneuvering area pulse spacings. and the apron(s). MODE C INTRUDER ALERT− A function of MOVING TARGET INDICATOR− An electronic certain air traffic control automated systems designed device which will permit radar scope presentation to alert radar controllers to existing or pending only from targets which are in motion. A partial situations between a tracked target (known IFR or remedy for ground clutter. VFR aircraft) and an untracked target (unknown IFR or VFR aircraft) that requires immediate attention/ MRA− action. (See MINIMUM RECEPTION ALTITUDE.) (See CONFLICT ALERT.) MSA− MONITOR− (When used with communication (See MINIMUM SAFE ALTITUDE.) transfer) listen on a specific frequency and stand by for instructions. Under normal circumstances do not MSAW− establish communications. (See MINIMUM SAFE ALTITUDE WARNING.) MONITOR ALERT (MA)− A function of the TFMS MTI− that provides traffic management personnel with a (See MOVING TARGET INDICATOR.) tool for predicting potential capacity problems in MTR− individual operational sectors. The MA is an (See MILITARY TRAINING ROUTES.) indication that traffic management personnel need to analyze a particular sector for actual activity and to MULTICOM− A mobile service not open to public determine the required action(s), if any, needed to correspondence used to provide communications control the demand. essential to conduct the activities being performed by or directed from private aircraft. MONITOR ALERT PARAMETER (MAP)− The number designated for use in monitor alert MULTIPLE RUNWAYS− The utilization of a processing by the TFMS. The MAP is designated for dedicated arrival runway(s) for departures and a each operational sector for increments of 15 minutes. dedicated departure runway(s) for arrivals when feasible to reduce delays and enhance capacity. MOSAIC/MULTI−SENSOR MODE− Accepts posi- tional data from multiple radar or ADS−B sites. MVA− Targets are displayed from a single source within a (See MINIMUM VECTORING ALTITUDE.)

PCG M−6 4/3/14 Pilot/Controller Glossary N

NAS− c. H− High altitude. (See NATIONAL AIRSPACE SYSTEM.) Note: The normal service range for T, L, and H class aids is found in the AIM. Certain operational NATIONAL AIRSPACE SYSTEM− The common requirements make it necessary to use some of network of U.S. airspace; air navigation facilities, these aids at greater service ranges than equipment and services, airports or landing areas; specified. Extended range is made possible aeronautical charts, information and services; rules, through flight inspection determinations. Some regulations and procedures, technical information, aids also have lesser service range due to location, and manpower and material. Included are system terrain, frequency protection, etc. Restrictions to components shared jointly with the military. service range are listed in Airport/Facility Directory. NATIONAL BEACON CODE ALLOCATION PLAN AIRSPACE− Airspace over United States NAVIGABLE AIRSPACE− Airspace at and above territory located within the North American continent the minimum flight altitudes prescribed in the CFRs between Canada and Mexico, including adjacent including airspace needed for safe takeoff and territorial waters outward to about boundaries of landing. oceanic control areas (CTA)/Flight Information (Refer to 14 CFR Part 91.) Regions (FIR). NAVIGATION REFERENCE SYSTEM (NRS)− (See FLIGHT INFORMATION REGION.) The NRS is a system of waypoints developed for use NATIONAL FLIGHT DATA CENTER− A facility in within the United States for flight planning and Washington D.C., established by FAA to operate a navigation without reference to ground based central aeronautical information service for the navigational aids. The NRS waypoints are located in collection, validation, and dissemination of aeronau- a grid pattern along defined latitude and longitude tical data in support of the activities of government, lines. The initial use of the NRS will be in the high industry, and the aviation community. The informa- altitude environment in conjunction with the High tion is published in the National Flight 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− A daily (except weekends and Federal holidays) publication NAVIGATION SPECIFICATION [ICAO]− A set of of flight information appropriate to aeronautical aircraft and flight crew requirements needed to charts, aeronautical publications, Notices to Airmen, support performance−based navigation operations or other media serving the purpose of providing within a defined airspace. There are two kinds of operational flight data essential to safe and efficient navigation specifications: 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 alert- interagency agreement which provides for the ing, designated by the prefix RNP; e.g., RNP 4, RNP effective utilization of all available facilities in all 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- NAVAID CLASSES− VOR, VORTAC, and TACAN ing, designated by the prefix RNAV; e.g., RNAV 5, aids are classed according to their operational use. RNAV 1. The three classes of NAVAIDs are: Note: The Performance−based Navigation Manual (Doc 9613), Volume II contains detailed guidance a. T− Terminal. on navigation specifications. b. L− Low altitude.

PCG N−1 Pilot/Controller Glossary 4/3/14

NAVIGATIONAL AID− Any visual or electronic NO TRANSGRESSION ZONE (NTZ)− The NTZ is device airborne or on the surface which provides a 2,000 foot wide zone, located equidistant between point-to-point guidance information or position data parallel runway final approach courses in which to aircraft in flight. flight is not allowed. (See AIR NAVIGATION FACILITY.) NONAPPROACH CONTROL TOWER− Author- NBCAP AIRSPACE− izes aircraft to land or takeoff at the airport controlled (See NATIONAL BEACON CODE ALLOCATION by the tower or to transit the Class D airspace. The PLAN AIRSPACE.) primary function of a nonapproach control tower is the sequencing of aircraft in the traffic pattern and on NDB− the landing area. Nonapproach control towers also (See NONDIRECTIONAL BEACON.) separate aircraft operating under instrument flight NEGATIVE− “No,” or “permission not granted,” or rules clearances from approach controls and centers. “that is not correct.” They provide ground control services to aircraft, vehicles, personnel, and equipment on the airport NEGATIVE CONTACT− Used by pilots to inform movement area. ATC that: 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 terminal. b. They were unable to contact ATC on a particular frequency. NONCOMPOSITE SEPARATION− Separation in accordance with minima other than the composite NFDC− separation minimum specified for the area con- (See NATIONAL FLIGHT DATA CENTER.) cerned. NFDD− NONDIRECTIONAL BEACON− An L/MF or UHF (See NATIONAL FLIGHT DATA DIGEST.) radio beacon transmitting nondirectional signals NIGHT− The time between the end of evening civil whereby the pilot of an aircraft equipped with twilight and the beginning of morning civil twilight, direction finding equipment can determine his/her as published in the Air Almanac, converted to local bearing to or from the radio beacon and “home” on or time. track to or from the station. When the radio beacon is (See ICAO term NIGHT.) installed in conjunction with the Instrument Landing System marker, it is normally called a Compass NIGHT [ICAO]− The hours between the end of Locator. evening civil twilight and the beginning of morning (See AUTOMATIC DIRECTION FINDER.) civil twilight or such other period between sunset and (See COMPASS LOCATOR.) sunrise as may be specified by the appropriate authority. NONMOVEMENT AREAS− Taxiways and apron Note: Civil twilight ends in the evening when the (ramp) areas not under the control of air traffic. center of the sun’s disk is 6 degrees below the NONPRECISION APPROACH− horizon and begins in the morning when the center (See NONPRECISION APPROACH of the sun’s disk is 6 degrees below the horizon. PROCEDURE.) NO GYRO APPROACH− A radar approach/vector NONPRECISION APPROACH PROCEDURE− A provided in case of a malfunctioning gyro-compass standard instrument approach procedure in which no or directional gyro. Instead of providing the pilot electronic glideslope is provided; e.g., VOR, with headings to be flown, the controller observes the TACAN, NDB, LOC, ASR, LDA, or SDF radar track and issues control instructions “turn approaches. right/left” or “stop turn” as appropriate. NONRADAR− Precedes other terms and generally (Refer to AIM.) means without the use of radar, such as: NO GYRO VECTOR− a. Nonradar Approach. Used to describe instru- (See NO GYRO APPROACH.) ment approaches for which course guidance on final

PCG N−2 4/3/14 Pilot/Controller Glossary

approach is not provided by ground-based precision NORMAL OPERATING ZONE (NOZ)− The NOZ or surveillance radar. Radar vectors to the final is the operating zone within which aircraft flight approach course may or may not be provided by ATC. remains during normal independent simultaneous Examples of nonradar approaches are VOR, NDB, parallel ILS approaches. TACAN, and ILS/MLS approaches. NORTH AMERICAN ROUTE− A numerically (See FINAL APPROACH COURSE.) coded route preplanned over existing airway and (See FINAL APPROACH-IFR.) route systems to and from specific coastal fixes (See INSTRUMENT APPROACH serving the North Atlantic. North American Routes PROCEDURE.) consist of the following: (See RADAR APPROACH.) a. Common Route/Portion. That segment of a b. Nonradar Approach Control. An ATC facility North American Route between the inland navigation providing approach control service without the use of facility and the coastal fix. radar. b. Noncommon Route/Portion. That segment of a (See APPROACH CONTROL FACILITY.) North American Route between the inland navigation (See APPROACH CONTROL SERVICE.) facility and a designated North American terminal. c. Nonradar Arrival. An aircraft arriving at an c. Inland Navigation Facility. A navigation aid on airport without radar service or at an airport served by a North American Route at which the common route a radar facility and radar contact has not been and/or the noncommon route begins or ends. established or has been terminated due to a lack of radar service to the airport. d. Coastal Fix. A navigation aid or intersection (See RADAR ARRIVAL.) where an aircraft transitions between the domestic route structure and the oceanic route structure. (See RADAR SERVICE.) d. Nonradar Route. A flight path or route over NORTH AMERICAN ROUTE PROGRAM (NRP)− which the pilot is performing his/her own navigation. The NRP is a set of rules and procedures which are The pilot may be receiving radar separation, radar designed to increase the flexibility of user flight monitoring, or other ATC services while on a planning within published guidelines. nonradar route. NORTH MARK− A beacon data block sent by the (See RADAR ROUTE.) host computer to be displayed by the ARTS on a 360 e. Nonradar Separation. The spacing of aircraft in degree bearing at a locally selected radar azimuth and accordance with established minima without the use distance. The North Mark is used to ensure correct of radar; e.g., vertical, lateral, or longitudinal range/azimuth orientation during periods of separation. CENRAP. (See RADAR SEPARATION.) NORTH PACIFIC− An organized route system (See ICAO term NONRADAR SEPARATION.) between the Alaskan west coast and Japan. NONRADAR SEPARATION [ICAO]− The separa- NOTAM− tion used when aircraft position information is (See NOTICE TO AIRMEN.) derived from sources other than radar. NOTAM [ICAO]− A notice containing information NON−RESTRICTIVE ROUTING (NRR)− Portions concerning the establishment, condition or change in of a proposed route of flight where a user can flight any aeronautical facility, service, procedure or plan the most advantageous flight path with no hazard, the timely knowledge of which is essential to requirement to make reference to ground−based personnel concerned with flight operations. NAVAIDs. a. I Distribution− Distribution by means of NOPAC− telecommunication. (See NORTH PACIFIC.) b. II Distribution− Distribution by means other NORDO (No Radio)− Aircraft that cannot or do not than telecommunications. communicate by radio when radio communication is NOTICE TO AIRMEN− A notice containing required are referred to as “NORDO.” information (not known sufficiently in advance to (See LOST COMMUNICATIONS.) publicize by other means) concerning the

PCG N−3 Pilot/Controller Glossary 4/3/14

establishment, condition, or change in any compo- information considered essential to the safety of nent (facility, service, or procedure of, or hazard in flight as well as supplemental data to other the National Airspace System) the timely knowledge aeronautical publications. The contraction NTAP is of which is essential to personnel concerned with used in NOTAM text. flight operations. (See NOTICE TO AIRMEN.) a. NOTAM(D)− A NOTAM given (in addition to NRR− local dissemination) distant dissemination beyond (See NON−RESTRICTIVE ROUTING.) the area of responsibility of the Flight Service Station. These NOTAMs will be stored and available NRS− until canceled. (See NAVIGATION REFERENCE SYSTEM.) b. FDC NOTAM− A NOTAM regulatory in NTAP− nature, transmitted by USNOF and given system (See NOTICES TO AIRMEN PUBLICATION.) wide dissemination. NUMEROUS TARGETS VICINITY (LOCA- (See ICAO term NOTAM.) TION)− A traffic advisory issued by ATC to advise NOTICES TO AIRMEN PUBLICATION− A pilots that targets on the radar scope are too numerous publication issued every 28 days, designed primarily to issue individually. for the pilot, which contains current NOTAM (See TRAFFIC ADVISORIES.)

PCG N−4 4/3/14 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 three surface OFZ is a defined volume of airspace along the dimensional volume of airspace which protects for sides of the runway and inner-approach OFZ and the transition of aircraft to and from the runway. The applies only to precision instrument runways. The OFZ clearing standard precludes taxiing and parked inner-transitional surface OFZ slopes 3 (horizontal) 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 FAAO JO (Refer to FAAO JO 7110.65, Para 3−1−5, 7110.65, Para 3−1−5, VEHICLES/EQUIPMENT/ VEHICLES/EQUIPMENT/PERSONNEL ON PERSONNEL ON RUNWAYS. The runway OFZ RUNWAYS.) and when applicable, the inner-approach OFZ, and OBSTRUCTION− Any object/obstacle exceeding the 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 4/3/14

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

PCG O−2 4/3/14 Pilot/Controller Glossary

OROCA− An off-route altitude which provides OUTER FIX ARC− A semicircle, usually about a obstruction clearance with a 1,000 foot buffer in 50−70 mile radius from a meter fix, usually in high nonmountainous terrain areas and a 2,000 foot buffer altitude, which is used by CTAS/HOST to calculate in designated mountainous areas within the United outer fix times and determine appropriate sector States. This altitude may not provide signal coverage meter list assignments for aircraft on an established from ground-based navigational aids, air traffic arrival route that will traverse the arc. control radar, or communications coverage. OUTER FIX TIME− A calculated time to depart the OTR− outer fix in order to cross the vertex at the ACLT. The (See OCEANIC TRANSITION ROUTE.) time reflects descent speed adjustments and any applicable delay time that must be absorbed prior to OTS− crossing the meter fix. (See ORGANIZED TRACK SYSTEM.) OUTER MARKER− A marker beacon at or near the OUT− The conversation is ended and no response is glideslope intercept altitude of an ILS approach. It is expected. keyed to transmit two dashes per second on a 400 Hz tone, which is received aurally and visually by OUTER AREA (associated with Class C airspace)− compatible airborne equipment. The OM is normally Nonregulatory 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 provided in the outer area is called Class C service (See MARKER BEACON.) which includes: IFR/IFR−standard IFR separation; (Refer to AIM.) IFR/VFR−traffic advisories and conflict resolution; OVER− My transmission is ended; I expect a and VFR/VFR−traffic advisories and, as appropriate, response. safety alerts. The normal radius will be 20 nautical miles with some variations based on site-specific OVERHEAD MANEUVER− A series of predeter- requirements. The outer area extends outward from mined maneuvers prescribed for aircraft (often in the primary Class C airspace airport and extends from formation) for entry into the visual flight rules (VFR) the lower limits of radar/radio coverage up to the traffic pattern and to proceed to a landing. An ceiling of the approach control’s delegated airspace overhead maneuver is not an instrument flight rules excluding the Class C charted area and other airspace (IFR) approach procedure. An aircraft executing an as appropriate. overhead maneuver is considered VFR and the IFR flight plan is cancelled 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 OUTER COMPASS LOCATOR− following: (See COMPASS LOCATOR.) a. The radio contact required of the pilot. OUTER FIX− A general term used within ATC to b. The speed to be maintained. describe fixes in the terminal area, other than the final c. An initial approach 3 to 5 miles in length. approach fix. Aircraft are normally cleared to these d. An elliptical pattern consisting of two 180 fixes by an Air Route Traffic Control Center or an degree turns. 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. OR g. Altitude (at least 500 feet above the convention- OUTER FIX− An adapted fix along the converted al pattern). route of flight, prior to the meter fix, for which h. A “Roll-out” on final approach not less than 1/4 crossing times are calculated and displayed in the mile from the landing threshold and not less than 300 metering position list. feet above the ground.

PCG O−3 Pilot/Controller Glossary 4/3/14

OVERLYING CENTER− The ARTCC facility that is responsible for arrival/departure operations at a specific terminal.

PCG O−4 4/3/14 Pilot/Controller Glossary P

P TIME− PDC− (See PROPOSED DEPARTURE TIME.) (See PRE−DEPARTURE CLEARANCE.) P-ACP− PERFORMANCE−BASED NAVIGATION (PBN) (See PREARRANGED COORDINATION [ICAO]− Area navigation based on performance PROCEDURES.) requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a PAN-PAN− The international radio-telephony urgen- designated airspace. cy signal. When repeated three times, indicates Note: Performance requirements are expressed in uncertainty or alert followed by the nature of the navigation specifications (RNAV specification, urgency. RNP specification) in terms of accuracy, integrity, (See MAYDAY.) continuity, availability, and functionality needed for (Refer to AIM.) the proposed operation in the context of a particular airspace concept. PAR− (See PRECISION APPROACH RADAR.) PERMANENT ECHO− Radar signals reflected from fixed objects on the earth’s surface; e.g., buildings, PAR [ICAO]− towers, terrain. Permanent echoes are distinguished (See ICAO Term PRECISION APPROACH from “ground clutter” by being definable locations RADAR.) rather than large areas. Under certain conditions they PARALLEL ILS APPROACHES− Approaches to may be used to check radar alignment. parallel runways by IFR aircraft which, when PHOTO RECONNAISSANCE− Military activity established inbound toward the airport on the that requires locating individual photo targets and adjacent final approach courses, are radar-separated navigating to the targets at a preplanned angle and by at least 2 miles. altitude. The activity normally requires a lateral route (See FINAL APPROACH COURSE.) width of 16 NM and altitude range of 1,500 feet to (See SIMULTANEOUS ILS APPROACHES.) 10,000 feet AGL. PARALLEL MLS APPROACHES− PILOT BRIEFING− A service provided by the FSS (See PARALLEL ILS APPROACHES.) to assist pilots in flight planning. Briefing items may include weather information, NOTAMS, military PARALLEL OFFSET ROUTE− A parallel track to activities, flow control information, and other items the left or right of the designated or established as requested. airway/route. Normally associated with Area Navi- (Refer to AIM.) gation (RNAV) operations. (See AREA NAVIGATION.) PILOT IN COMMAND− The pilot responsible for the operation and safety of an aircraft during flight PARALLEL RUNWAYS− Two or more runways at time. the same airport whose centerlines are parallel. In (Refer to 14 CFR Part 91.) addition to runway number, parallel runways are 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. (Refer to AIM.) PBCT− PILOT’S DISCRETION− When used in conjunc- (See PROPOSED BOUNDARY CROSSING tion with altitude assignments, means that ATC has TIME.) offered the pilot the option of starting climb or PBN descent whenever he/she wishes and conducting the (See ICAO Term PERFORMANCE−BASED climb or descent at any rate he/she wishes. He/she NAVIGATION.) may temporarily level off at any intermediate

PCG P−1 Pilot/Controller Glossary 4/3/14

altitude. However, once he/she has vacated an PREARRANGED COORDINATION− A standard- altitude, he/she may not return to that altitude. ized procedure which permits an air traffic controller to enter the airspace assigned to another air traffic PIREP− controller without verbal coordination. The proce- (See PILOT WEATHER REPORT.) dures are defined in a facility directive which ensures PITCH POINT− A fix/waypoint that serves as a standard separation between aircraft. transition point from a departure procedure or the low PREARRANGED COORDINATION PROCE- altitude ground−based navigation structure into the DURES− A facility’s standardized procedure that high altitude waypoint system. describes the process by which one controller shall PLANS DISPLAY− A display available in URET allow an aircraft to penetrate or transit another that provides detailed flight plan and predicted controller’s airspace in a manner that assures standard conflict information in textual format for requested separation without individual coordination for each Current Plans and all Trial Plans. aircraft. (See USER REQUEST EVALUATION TOOL.) PRECIPITATION− Any or all forms of water POFZ− particles (rain, sleet, hail, or snow) that fall from the (See PRECISION OBSTACLE FREE ZONE.) atmosphere and reach the surface. POINT OUT− PRECIPITATION RADAR WEATHER DE- (See RADAR POINT OUT.) SCRIPTIONS − Existing radar systems cannot detect POINT−TO−POINT (PTP)− A level of NRR service turbulence. However, there is a direct correlation for aircraft that is based on traditional waypoints in between the degree of turbulence and other weather their FMSs or RNAV equipage. features associated with thunderstorms and the weather radar precipitation intensity. Controllers will POLAR TRACK STRUCTURE− A system of issue (where capable) precipitation intensity as organized routes between Iceland and Alaska which observed by radar when using weather and radar overlie Canadian MNPS Airspace. processor (WARP) or NAS ground based digital POSITION REPORT− A report over a known radars with weather capabilities. When precipitation location as transmitted by an aircraft to ATC. intensity information is not available, the intensity (Refer to AIM.) will be described as UNKNOWN. When intensity levels can be determined, they shall be described as: POSITION SYMBOL− A computer-generated a. LIGHT (< 30 dBZ) indication shown on a radar display to indicate the mode of tracking. b. MODERATE (30 to 40 dBZ) c. HEAVY (> 40 to 50 dBZ) POSITIVE CONTROL− The separation of all air traffic within designated airspace by air traffic d. EXTREME (> 50 dBZ) control. (Refer to AC 00−45, Aviation Weather Services.) PRACTICE INSTRUMENT APPROACH− An PRECISION APPROACH− instrument approach procedure conducted by a VFR (See PRECISION APPROACH PROCEDURE.) or an IFR aircraft for the purpose of pilot training or PRECISION APPROACH PROCEDURE− A stan- proficiency demonstrations. dard instrument approach procedure in which an PRE−DEPARTURE CLEARANCE− An application electronic glideslope/glidepath is provided; e.g., ILS, with the Terminal Data Link System (TDLS) that MLS, and PAR. provides clearance information to subscribers, (See INSTRUMENT LANDING SYSTEM.) through a service provider, in text to the cockpit or (See MICROWAVE LANDING SYSTEM.) gate printer. (See PRECISION APPROACH RADAR.)

PCG P−2 4/3/14 Pilot/Controller Glossary

PRECISION APPROACH RADAR− Radar equip- controllers along with detailed maps depicting ment in some ATC facilities operated by the FAA approaches and no transgression zone. and/or the military services at joint-use civil/military (Refer to AIM) locations and separate military installations to detect PREDICTIVE WIND SHEAR ALERT SYSTEM and display azimuth, elevation, and range of aircraft (PWS)− A self−contained system used onboard some on the final approach course to a runway. This aircraft to alert the flight crew to the presence of a equipment may be used to monitor certain nonradar potential wind shear. PWS systems typically monitor approaches, but is primarily used to conduct a 3 miles ahead and 25 degrees left and right of the precision instrument approach (PAR) wherein the aircraft’s heading at or below 1200’ AGL. Departing controller issues guidance instructions to the pilot flights may receive a wind shear alert after they start based on the aircraft’s position in relation to the final the takeoff roll and may elect to abort the takeoff. approach course (azimuth), the glidepath (elevation), Aircraft on approach receiving an alert may elect to and the distance (range) from the touchdown point on go around or perform a wind shear escape maneuver. the runway as displayed on the radar scope. Note: The abbreviation “PAR” is also used to PREFERENTIAL ROUTES− Preferential routes denote preferential arrival routes in ARTCC (PDRs, PARs, and PDARs) are adapted in ARTCC computers. computers to accomplish inter/intrafacility controller (See GLIDEPATH.) coordination and to assure that flight data is posted at (See PAR.) the proper control positions. Locations having a need (See PREFERENTIAL ROUTES.) for these specific inbound and outbound routes normally publish such routes in local facility (See ICAO term PRECISION APPROACH RADAR.) bulletins, and their use by pilots minimizes flight plan route amendments. When the workload or traffic (Refer to AIM.) situation permits, controllers normally provide radar PRECISION APPROACH RADAR [ICAO]− Pri- vectors or assign requested routes to minimize mary radar equipment used to determine the position circuitous routing. Preferential routes are usually of an aircraft during final approach, in terms of lateral confined to one ARTCC’s area and are referred to by and vertical deviations relative to a nominal approach the following names or acronyms: path, and in range relative to touchdown. a. Preferential Departure Route (PDR). A specific Note: Precision approach radars are designed to departure route from an airport or terminal area to an enable pilots of aircraft to be given guidance by en route point where there is no further need for flow radio communication during the final stages of the control. It may be included in an Instrument approach to land. Departure Procedure (DP) or a Preferred IFR Route. PRECISION OBSTACLE FREE ZONE (POFZ)− b. Preferential Arrival Route (PAR). A specific An 800 foot wide by 200 foot long area centered on arrival route from an appropriate en route point to an the runway centerline adjacent to the threshold airport or terminal area. It may be included in a designed to protect aircraft flying precision Standard Terminal Arrival (STAR) or a Preferred IFR approaches from ground vehicles and other aircraft Route. The abbreviation “PAR” is used primarily when ceiling is less than 250 feet or visibility is less within the ARTCC and should not be confused with than 3/4 statute mile (or runway visual range below the abbreviation for Precision Approach Radar. 4,000 feet.) c. Preferential Departure and Arrival Route (PDAR). A route between two terminals which are PRECISION RUNWAY MONITOR (PRM)− within or immediately adjacent to one ARTCC’s area. Provides air traffic controllers monitoring the NTZ PDARs are not synonymous with Preferred IFR during simultaneous close parallel approaches with Routes but may be listed as such as they do high precision secondary surveillance data. A PRM accomplish essentially the same purpose. is required for simultaneous independent operations when runway centerlines, or in the case of SOIA, (See PREFERRED IFR ROUTES.) final approach courses, are separated by less than PREFERRED IFR ROUTES− Routes established 3,600 feet. High resolution color monitoring display between busier airports to increase system efficiency (FMA) present (NTZ) surveillance track data to and capacity. They normally extend through one or

PCG P−3 Pilot/Controller Glossary 4/3/14

more ARTCC areas and are designed to achieve the aircraft to intercept and proceed along the balanced traffic flows among high density terminals. reciprocal of the designated track. IFR clearances are issued on the basis of these routes Note 1: Procedure turns are designated “left” or except when severe weather avoidance procedures or “right” according to the direction of the initial turn. other factors dictate otherwise. Preferred IFR Routes Note 2:Procedure turns may be designated as are listed in the Airport/Facility Directory. If a flight being made either in level flight or while is planned to or from an area having such routes but descending, according to the circumstances of the departure or arrival point is not listed in the each individual approach procedure. Airport/Facility Directory, pilots may use that part of PROCEDURE TURN INBOUND− That point of a a Preferred IFR Route which is appropriate for the procedure turn maneuver where course reversal has departure or arrival point that is listed. Preferred IFR been completed and an aircraft is established inbound Routes are correlated with DPs and STARs and may on the intermediate approach segment or final be defined by airways, jet routes, direct routes approach course. A report of “procedure turn between NAVAIDs, Waypoints, NAVAID radials/ inbound” is normally used by ATC as a position DME, or any combinations thereof. report for separation purposes. (See CENTER’S AREA.) (See FINAL APPROACH COURSE.) (See INSTRUMENT DEPARTURE (See PROCEDURE TURN.) PROCEDURE.) (See SEGMENTS OF AN INSTRUMENT (See PREFERENTIAL ROUTES.) APPROACH PROCEDURE.) (See STANDARD TERMINAL ARRIVAL.) PROFILE DESCENT− An uninterrupted descent (Refer to AIRPORT/FACILITY DIRECTORY.) (except where level flight is required for speed (Refer to NOTICES TO AIRMEN PUBLICATION.) adjustment; e.g., 250 knots at 10,000 feet MSL) from cruising altitude/level to interception of a glideslope PRE-FLIGHT PILOT BRIEFING− or to a minimum altitude specified for the initial or (See PILOT BRIEFING.) intermediate approach segment of a nonprecision PREVAILING VISIBILITY− instrument approach. The profile descent normally terminates at the approach gate or where the (See VISIBILITY.) glideslope or other appropriate minimum altitude is PRIMARY RADAR TARGET− An analog or digital intercepted. target, exclusive of a secondary radar target, PROGRESS REPORT− presented on a radar display. (See POSITION REPORT.) PRM− PROGRESSIVE TAXI− Precise taxi instructions (See ILS PRM APPROACH and PRECISION given to a pilot unfamiliar with the airport or issued RUNWAY MONITOR.) in stages as the aircraft proceeds along the taxi route. PROCEDURE TURN− The maneuver prescribed PROHIBITED AREA− when it is necessary to reverse direction to establish (See SPECIAL USE AIRSPACE.) an aircraft on the intermediate approach segment or (See ICAO term PROHIBITED AREA.) final approach course. The outbound course, PROHIBITED AREA [ICAO]− An airspace of direction of turn, distance within which the turn must defined dimensions, above the land areas or territorial be completed, and minimum altitude are specified in waters of a State, within which the flight of aircraft the procedure. However, unless otherwise restricted, is prohibited. the point at which the turn may be commenced and PROMINENT OBSTACLE– An obstacle that meets the type and rate of turn are left to the discretion of the one or more of the following conditions: pilot. a. An obstacle which stands out beyond the (See ICAO term PROCEDURE TURN.) adjacent surface of surrounding terrain and immedi- PROCEDURE TURN [ICAO]− A maneuver in ately projects a noticeable hazard to aircraft in flight. which a turn is made away from a designated track b. An obstacle, not characterized as low and close followed by a turn in the opposite direction to permit in, whose height is no less than 300 feet above the

PCG P−4 4/3/14 Pilot/Controller Glossary

departure end of takeoff runway (DER) elevation, is inhibited from automatic adapted route alteration by within 10NM from the DER, and that penetrates that ERAM. airport/heliport’s diverse departure obstacle clear- PT− ance surface (OCS). (See PROCEDURE TURN.) c. An obstacle beyond 10NM from an airport/heli- port that requires an obstacle departure procedure PTP− (ODP) to ensure obstacle avoidance. (See POINT−TO−POINT.) (See OBSTACLE.) PTS− (See OBSTRUCTION.) (See POLAR TRACK STRUCTURE.) PROPOSED BOUNDARY CROSSING TIME− PUBLISHED INSTRUMENT APPROACH Each center has a PBCT parameter for each internal PROCEDURE VISUAL SEGMENT− A segment on airport. Proposed internal flight plans are transmitted an IAP chart annotated as “Fly Visual to Airport” or to the adjacent center if the flight time along the “Fly Visual.” A dashed arrow will indicate the visual proposed route from the departure airport to the flight path on the profile and plan view with an center boundary is less than or equal to the value of associated note on the approximate heading and PBCT or if airport adaptation specifies transmission distance. The visual segment should be flown as a regardless of PBCT. dead reckoning course while maintaining visual PROPOSED DEPARTURE TIME− The time that the conditions. aircraft expects to become airborne. PUBLISHED ROUTE− A route for which an IFR PROTECTED AIRSPACE− The airspace on either altitude has been established and published; e.g., side of an oceanic route/track that is equal to one-half Federal Airways, Jet Routes, Area Navigation the lateral separation minimum except where Routes, Specified Direct Routes. reduction of protected airspace has been authorized. PWS− PROTECTED SEGMENT- The protected segment is (See PREDICTIVE WIND SHEAR ALERT a segment on the amended TFM route that is to be SYSTEM.)

PCG P−5

4/3/14 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. QNE− The barometric pressure used for the standard altimeter setting (29.92 inches Hg.). QUEUING− (See STAGING/QUEUING.) QNH− The barometric pressure as reported by a particular station. QUICK LOOK− A feature of the EAS and ARTS 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

4/3/14 Pilot/Controller Glossary R

RAA− RADAR APPROACH− An instrument approach (See REMOTE AIRPORT ADVISORY.) procedure which utilizes Precision Approach Radar (PAR) or Airport Surveillance Radar (ASR). RADAR− A device which, by measuring the time (See AIRPORT SURVEILLANCE RADAR.) interval between transmission and reception of radio (See INSTRUMENT APPROACH pulses and correlating the angular orientation of the PROCEDURE.) radiated antenna beam or beams in azimuth and/or (See PRECISION APPROACH RADAR.) elevation, provides information on range, azimuth, (See SURVEILLANCE APPROACH.) and/or elevation of objects in the path of the (See ICAO term RADAR APPROACH.) transmitted pulses. (Refer to AIM.) a. Primary Radar− A radar system in which a RADAR APPROACH [ICAO]− An approach, minute portion of a radio pulse transmitted from a site executed by an aircraft, under the direction of a radar is reflected by an object and then received back at that controller. site for processing and display at an air traffic control facility. RADAR APPROACH CONTROL FACILITY− A terminal ATC facility that uses radar and nonradar b. Secondary Radar/Radar Beacon (ATCRBS)− A capabilities to provide approach control services to radar system in which the object to be detected is aircraft arriving, departing, or transiting airspace fitted with cooperative equipment in the form of a controlled by the facility. radio receiver/transmitter (transponder). Radar (See APPROACH CONTROL SERVICE.) pulses transmitted from the searching transmitter/re- ceiver (interrogator) site are received in the a. Provides radar ATC services to aircraft cooperative equipment and used to trigger a operating in the vicinity of one or more civil and/or distinctive transmission from the transponder. This military airports in a terminal area. The facility may reply transmission, rather than a reflected signal, is provide services of a ground controlled approach then received back at the transmitter/receiver site for (GCA); i.e., ASR and PAR approaches. A radar processing and display at an air traffic control facility. approach control facility may be operated by FAA, USAF, US Army, USN, USMC, or jointly by FAA (See INTERROGATOR.) and a military service. Specific facility nomencla- (See TRANSPONDER.) tures are used for administrative purposes only and (See ICAO term RADAR.) are related to the physical location of the facility and (Refer to AIM.) the operating service generally as follows: RADAR [ICAO]− A radio detection device which 1. Army Radar Approach Control (ARAC) provides information on range, azimuth and/or (Army). elevation of objects. 2. Radar Air Traffic Control Facility (RATCF) a. Primary Radar− Radar system which uses (Navy/FAA). reflected radio signals. 3. Radar Approach Control (RAPCON) (Air b. Secondary Radar− Radar system wherein a Force/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). (Only those towers delegated approach control RADAR ADVISORY− The provision of advice and authority.) information based on radar observations. (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 4/3/14

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

PCG R−2 4/3/14 Pilot/Controller Glossary

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

PCG R−3 Pilot/Controller Glossary 4/3/14

RANDOM ROUTE− Any route not established or REMOTE AIRPORT ADVISORY (RAA)− A charted/published or not otherwise available to all remote service which may be provided by facilities, users. which are not located on the landing airport, but have a discrete ground−to−air communication frequency RC− or tower frequency when the tower is closed, (See ROAD RECONNAISSANCE.) automated weather reporting with voice available to RCAG− the pilot at the landing airport, and a continuous (See REMOTE COMMUNICATIONS ASOS/AWSS/AWOS data display, other direct AIR/GROUND FACILITY.) reading instruments, or manual observation is available to the FSS specialist. RCC− (See RESCUE COORDINATION CENTER.) REMOTE AIRPORT INFORMATION SERVICE RCO− (RAIS)− A temporary service provided by facilities, (See REMOTE COMMUNICATIONS OUTLET.) which are not located on the landing airport, but have communication capability and automated weather RCR− reporting available to the pilot at the landing airport. (See RUNWAY CONDITION READING.) REMOTE COMMUNICATIONS AIR/GROUND READ BACK− Repeat my message back to me. FACILITY− An unmanned VHF/UHF transmitter/ RECEIVER AUTONOMOUS INTEGRITY MON- receiver facility which is used to expand ARTCC ITORING (RAIM)− A technique whereby a civil air/ground communications coverage and to facilitate GNSS receiver/processor determines the integrity of direct contact between pilots and controllers. RCAG the GNSS navigation signals without reference to facilities are sometimes not equipped with emergen- sensors or non-DoD integrity systems other than the cy frequencies 121.5 MHz and 243.0 MHz. receiver itself. This determination is achieved by a (Refer to AIM.) consistency check among redundant pseudorange measurements. REMOTE COMMUNICATIONS OUTLET− An unmanned communications facility remotely con- RECEIVING CONTROLLER− A controller/facility trolled by air traffic personnel. RCOs serve FSSs. receiving control of an aircraft from another RTRs serve terminal ATC facilities. An RCO or RTR controller/facility. may be UHF or VHF and will extend the RECEIVING FACILITY− communication range of the air traffic facility. There (See RECEIVING CONTROLLER.) are several classes of RCOs and RTRs. The class is determined by the number of transmitters or RECONFORMANCE− The automated process of receivers. Classes A through G are used primarily for bringing an aircraft’s Current Plan Trajectory into air/ground purposes. RCO and RTR class O conformance with its track. facilities are nonprotected outlets subject to REDUCE SPEED TO (SPEED)− undetected and prolonged outages. RCO (O’s) and (See SPEED ADJUSTMENT.) RTR (O’s) were established for the express purpose of providing ground-to-ground communications REIL− between air traffic control specialists and pilots (See RUNWAY END IDENTIFIER LIGHTS.) located at a satellite airport for delivering en route clearances, issuing departure authorizations, and RELEASE TIME− A departure time restriction acknowledging instrument flight rules cancellations issued to a pilot by ATC (either directly or through an or departure/landing times. As a secondary function, authorized relay) when necessary to separate a they may be used for advisory purposes whenever the departing aircraft from other traffic. aircraft is below the coverage of the primary (See ICAO term RELEASE TIME.) air/ground frequency. RELEASE TIME [ICAO]− Time prior to which an aircraft should be given further clearance or prior to REMOTE TRANSMITTER/RECEIVER− which it should not proceed in case of radio failure. (See REMOTE COMMUNICATIONS OUTLET.)

PCG R−4 4/3/14 Pilot/Controller Glossary

REPORT− Used to instruct pilots to advise ATC of displays, and provides vertical guidance to a profile specified information; e.g., “Report passing Hamil- or path. ton VOR.” RESCUE COORDINATION CENTER− A search REPORTING POINT− A geographical location in and rescue (SAR) facility equipped and manned to relation to which the position of an aircraft is coordinate and control SAR operations in an area reported. designated by the SAR plan. The U.S. Coast Guard (See COMPULSORY REPORTING POINTS.) and the U.S. Air Force have responsibility for the (See ICAO term REPORTING POINT.) operation of RCCs. (Refer to AIM.) (See ICAO term RESCUE CO-ORDINATION CENTRE.) REPORTING POINT [ICAO]− A specified geo- RESCUE CO-ORDINATION CENTRE [ICAO]− A graphical location in relation to which the position of unit responsible for promoting efficient organization an aircraft can be reported. of search and rescue service and for coordinating the REQUEST FULL ROUTE CLEARANCE− Used conduct of search and rescue operations within a by pilots to request that the entire route of flight be search and rescue region. read verbatim in an ATC clearance. Such request RESOLUTION ADVISORY−A display indication should be made to preclude receiving an ATC given to the pilot by the traffic alert and collision clearance based on the original filed flight plan when avoidance systems (TCAS II) recommending a a filed IFR flight plan has been revised by the pilot, maneuver to increase vertical separation relative to an company, or operations prior to departure. intruding aircraft. Positive, negative, and vertical REQUIRED NAVIGATION PERFORMANCE speed limit (VSL) advisories constitute the resolution (RNP)– A statement of the navigational performance advisories. A resolution advisory is also classified as necessary for operation within a defined airspace. corrective or preventive The following terms are commonly associated with RESTRICTED AREA− RNP: (See SPECIAL USE AIRSPACE.) a. Required Navigation Performance Level or (See ICAO term RESTRICTED AREA.) Type (RNP-X). A value, in nautical miles (NM), from RESTRICTED AREA [ICAO]− An airspace of the intended horizontal position within which an defined dimensions, above the land areas or territorial aircraft would be at least 95-percent of the total flying waters of a State, within which the flight of aircraft time. is restricted in accordance with certain specified b. Required Navigation Performance (RNP) conditions. Airspace. A generic term designating airspace, route RESUME NORMAL SPEED− Used by ATC to (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 c. 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, which are Error (EPE). applicable to 14 CFR Section 91.117. d. 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 e. 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.) f. 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

PCG R−5 Pilot/Controller Glossary 4/3/14

that are applicable to a SID, STAR, or other navigational fixes, two NAVAIDs, or a fix and a instrument procedure. It is issued to terminate a speed NAVAID. adjustment where speed restrictions are published on (See FIX.) a charted procedure. (See ROUTE.) (See ICAO term ROUTE SEGMENT.) RMI− ROUTE SEGMENT [ICAO]− A portion of a route to (See RADIO MAGNETIC INDICATOR.) be flown, as defined by two consecutive significant points specified in a flight plan. RNAV− (See AREA NAVIGATION (RNAV).) RSA− (See RUNWAY SAFETY AREA.) RNAV APPROACH− An instrument approach RTR− procedure which relies on aircraft area navigation (See REMOTE TRANSMITTER/RECEIVER.) equipment for navigational guidance. RUNWAY− A defined rectangular area on a land (See AREA NAVIGATION (RNAV).) airport prepared for the landing and takeoff run of (See INSTRUMENT APPROACH aircraft along its length. Runways are normally PROCEDURE.) numbered in relation to their magnetic direction rounded off to the nearest 10 degrees; e.g., Runway ROAD RECONNAISSANCE− Military activity 1, Runway 25. requiring navigation along roads, railroads, and (See PARALLEL RUNWAYS.) rivers. Reconnaissance route/route segments are (See ICAO term RUNWAY.) seldom along a straight line and normally require a lateral route width of 10 NM to 30 NM and an altitude RUNWAY [ICAO]− A defined rectangular area on a range of 500 feet to 10,000 feet AGL. land aerodrome prepared for the landing and take-off of aircraft. ROGER− I have received all of your last RUNWAY CENTERLINE LIGHTING− transmission. It should not be used to answer a (See AIRPORT LIGHTING.) question requiring a yes or a no answer. RUNWAY CONDITION READING− Numerical (See AFFIRMATIVE.) decelerometer readings relayed by air traffic (See NEGATIVE.) controllers at USAF and certain civil bases for use by the pilot in determining runway braking action. ROLLOUT RVR− These readings are routinely relayed only to USAF (See VISIBILITY.) and Air National Guard Aircraft. (See BRAKING ACTION.) ROUTE− A defined path, consisting of one or more courses in a horizontal plane, which aircraft traverse RUNWAY END IDENTIFIER LIGHTS− over the surface of the earth. (See AIRPORT LIGHTING.) (See AIRWAY.) RUNWAY GRADIENT− The average slope, mea- (See JET ROUTE.) sured in percent, between two ends or points on a (See PUBLISHED ROUTE.) runway. Runway gradient is depicted on Government (See UNPUBLISHED ROUTE.) aerodrome sketches when total runway gradient exceeds 0.3%. ROUTE ACTION NOTIFICATION− URET notifi- RUNWAY HEADING− The magnetic direction that cation that a PAR/PDR/PDAR has been applied to the corresponds with the runway centerline extended, not flight plan. the painted runway number. When cleared to “fly or (See ATC PREFERRED ROUTE maintain runway heading,” pilots are expected to fly NOTIFICATION.) or maintain the heading that corresponds with the (See USER REQUEST EVALUATION TOOL.) extended centerline of the departure runway. Drift correction shall not be applied; e.g., Runway 4, actual ROUTE SEGMENT− As used in Air Traffic Control, magnetic heading of the runway centerline 044, fly a part of a route that can be defined by two 044.

PCG R−6 4/3/14 Pilot/Controller Glossary

RUNWAY IN USE/ACTIVE RUNWAY/DUTY c. Capable, under dry conditions, of supporting RUNWAY− Any runway or runways currently being snow removal equipment, aircraft rescue and used for takeoff or landing. When multiple runways firefighting equipment, and the occasional passage of are used, they are all considered active runways. In aircraft without causing structural damage to the the metering sense, a selectable adapted item which aircraft; and, specifies the landing runway configuration or d. Free of objects, except for objects that need to direction of traffic flow. The adapted optimum flight be located in the runway safety area because of their plan from each transition fix to the vertex is function. These objects shall be constructed on low determined by the runway configuration for arrival impact resistant supports (frangible mounted struc- metering processing purposes. tures) to the lowest practical height with the frangible RUNWAY LIGHTS− point no higher than 3 inches above grade. (See AIRPORT LIGHTING.) (Refer to AC 150/5300-13, Airport Design, Chapter 3.) RUNWAY MARKINGS− RUNWAY TRANSITION− (See AIRPORT MARKING AIDS.) a. Conventional STARs/SIDs. The portion of a RUNWAY OVERRUN− In military aviation exclu- STAR/SID that serves a particular runway or sively, a stabilized or paved area beyond the end of a runways at an airport. runway, of the same width as the runway plus b. RNAV STARs/SIDs. Defines a path(s) from shoulders, centered on the extended runway the common route to the final point(s) on a STAR. For centerline. a SID, the common route that serves a particular RUNWAY PROFILE DESCENT− An instrument runway or runways at an airport. flight rules (IFR) air traffic control arrival procedure RUNWAY USE PROGRAM− A noise abatement to a runway published for pilot use in graphic and/or runway selection plan designed to enhance noise textual form and may be associated with a STAR. abatement efforts with regard to airport communities Runway Profile Descents provide routing and may for arriving and departing aircraft. These plans are depict crossing altitudes, speed restrictions, and developed into runway use programs and apply to all headings to be flown from the en route structure to the turbojet aircraft 12,500 pounds or heavier; turbojet point where the pilot will receive clearance for and aircraft less than 12,500 pounds are included only if execute an instrument approach procedure. A the airport proprietor determines that the aircraft Runway Profile Descent may apply to more than one creates a noise problem. Runway use programs are runway if so stated on the chart. coordinated with FAA offices, and safety criteria (Refer to AIM.) used in these programs are developed by the Office of RUNWAY SAFETY AREA− A defined surface Flight Operations. Runway use programs are surrounding the runway prepared, or suitable, for administered by the Air Traffic Service as “Formal” reducing the risk of damage to airplanes in the event or “Informal” programs. of an undershoot, overshoot, or excursion from the a. Formal Runway Use Program− An approved runway. The dimensions of the RSA vary and can be noise abatement program which is defined and determined by using the criteria contained within acknowledged in a Letter of Understanding between AC 150/5300-13, Airport Design, Chapter 3. Flight Operations, Air Traffic Service, the airport Figure 3−1 in AC 150/5300-13 depicts the RSA. The proprietor, and the users. Once established, participa- design standards dictate that the RSA shall be: tion in the program is mandatory for aircraft operators a. Cleared, graded, and have no potentially and pilots as provided for in 14 CFR Section 91.129. hazardous ruts, humps, depressions, or other surface b. Informal Runway Use Program− An approved variations; noise abatement program which does not require a b. Drained by grading or storm sewers to prevent Letter of Understanding, and participation in the water accumulation; program is voluntary for aircraft operators/pilots.

PCG R−7 Pilot/Controller Glossary 4/3/14

RUNWAY VISIBILITY VALUE− (See VISIBILITY.) RUNWAY VISUAL RANGE− (See VISIBILITY.)

PCG R−8 4/3/14 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 ASDE−3X, that SAIL BACK− A maneuver during high wind predicts the path of aircraft landing and/or departing, conditions (usually with power off) where float plane and/or vehicular movements on runways. Visual and movement is controlled by water rudders/opening aural alarms are activated when the safety logic and closing cabin doors. projects a potential collision. The Airport Movement SAME DIRECTION AIRCRAFT− Aircraft are Area Safety System (AMASS) is a safety logic operating in the same direction when: system enhancement to the ASDE−3. The Safety a. They are following the same track in the same Logic System for ASDE−X and ASDE−3X is an direction; or integral part of 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 4/3/14

SAR− employed during an SAR Mission; e.g., a Civil Air (See SEARCH AND RESCUE.) Patrol Wing, or a Coast Guard Station. (See SEARCH AND RESCUE.) SAY AGAIN− Used to request a repeat of the last transmission. Usually specifies transmission or SECNOT− portion thereof not understood or received; e.g., “Say (See SECURITY NOTICE.) again all after ABRAM VOR.” SECONDARY RADAR TARGET− A target derived SAY ALTITUDE− Used by ATC to ascertain an from a transponder return presented on a radar aircraft’s specific altitude/flight level. When the display. aircraft is climbing or descending, the pilot should SECTIONAL AERONAUTICAL CHARTS− state the indicated altitude rounded to the nearest 100 (See AERONAUTICAL CHART.) feet. SECTOR LIST DROP INTERVAL− A parameter SAY HEADING− Used by ATC to request an aircraft number of minutes after the meter fix time when heading. The pilot should state the actual heading of arrival aircraft will be deleted from the arrival sector the aircraft. list. SCHEDULED TIME OF ARRIVAL (STA)− A STA SECURITY NOTICE (SECNOT) − A SECNOT is a is the desired time that an aircraft should cross a request originated by the Air Traffic Security certain point (landing or metering fix). It takes other Coordinator (ATSC) for an extensive communica- traffic and airspace configuration into account. A tions search for aircraft involved, or suspected of STA time shows the results of the TMA scheduler being involved, in a security violation, or are that has calculated an arrival time according to considered a security risk. A SECNOT will include parameters such as optimized spacing, aircraft the aircraft identification, search area, and expiration performance, and weather. time. The search area, as defined by the ATSC, could be a single airport, multiple airports, a radius of an SDF− airport or fix, or a route of flight. Once the expiration (See SIMPLIFIED DIRECTIONAL FACILITY.) time has been reached, the SECNOT is considered to SEA LANE− A designated portion of water outlined be cancelled. 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 directly to the Rescue Coordination Center by information at airports without operating control telephone. towers. (See FLIGHT SERVICE STATION.) (Refer to AIM.) (See RESCUE COORDINATION CENTER.) SEGMENTS OF AN INSTRUMENT APPROACH (Refer to AIM.) PROCEDURE− An instrument approach procedure SEARCH AND RESCUE FACILITY− A facility may have as many as four separate segments responsible for maintaining and operating a search depending on how the approach procedure is and rescue (SAR) service to render aid to persons and structured. property in distress. It is any SAR unit, station, NET, a. Initial Approach− The segment between the or other operational activity which can be usefully initial approach fix and the intermediate fix or the

PCG S−2 4/3/14 Pilot/Controller Glossary

point where the aircraft is established on the SEVERE WEATHER FORECAST ALERTS− intermediate course or final approach course. Preliminary messages issued in order to alert users (See ICAO term INITIAL APPROACH that a Severe Weather Watch Bulletin (WW) is being SEGMENT.) issued. These messages define areas of possible severe thunderstorms or tornado activity. The b. Intermediate Approach− The segment between messages are unscheduled and issued as required by the intermediate fix or point and the final approach the Storm Prediction Center (SPC) at Norman, fix. Oklahoma. (See ICAO term INTERMEDIATE APPROACH (See AIRMET.) SEGMENT.) (See CONVECTIVE SIGMET.) c. Final Approach− The segment between the final (See CWA.) approach fix or point and the runway, airport, or (See SIGMET.) missed approach point. (See ICAO term FINAL APPROACH SEGMENT.) SFA− (See SINGLE FREQUENCY APPROACH.) d. Missed Approach− The segment between the missed approach point or the point of arrival at SFO− decision height and the missed approach fix at the (See SIMULATED FLAMEOUT.) prescribed altitude. SHF− (Refer to 14 CFR Part 97.) (See SUPER HIGH FREQUENCY.) (See ICAO term MISSED APPROACH PROCEDURE.) SHORT RANGE CLEARANCE− A clearance issued to a departing IFR flight which authorizes IFR SEPARATION− In air traffic control, the spacing of flight to a specific fix short of the destination while aircraft to achieve their safe and orderly movement in air traffic control facilities are coordinating and flight and while landing and taking off. obtaining the complete clearance. (See SEPARATION MINIMA.) SHORT TAKEOFF AND LANDING AIRCRAFT− (See ICAO term SEPARATION.) An aircraft which, at some weight within its approved operating weight, is capable of operating from a SEPARATION [ICAO]− Spacing between aircraft, runway in compliance with the applicable STOL levels or tracks. characteristics, airworthiness, operations, noise, and pollution standards. SEPARATION MINIMA− The minimum longitudi- nal, lateral, or vertical distances by which aircraft are (See VERTICAL TAKEOFF AND LANDING AIRCRAFT.) spaced through the application of air traffic control procedures. SIAP− (See SEPARATION.) (See STANDARD INSTRUMENT APPROACH PROCEDURE.) SERVICE− A generic term that designates functions or assistance available from or rendered by air traffic SID− control. For example, Class C service would denote (See STANDARD INSTRUMENT DEPARTURE.) the ATC services provided within a Class C airspace SIDESTEP MANEUVER− A visual maneuver area. accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing SEVERE WEATHER AVOIDANCE PLAN− An on a parallel runway not more than 1,200 feet to either approved plan to minimize the affect of severe side of the runway to which the instrument approach weather on traffic flows in impacted terminal and/or was conducted. ARTCC areas. SWAP is normally implemented to (Refer to AIM.) provide the least disruption to the ATC system when flight through portions of airspace is difficult or SIGMET− A weather advisory issued concerning impossible due to severe weather. weather significant to the safety of all aircraft.

PCG S−3 Pilot/Controller Glossary 4/3/14

SIGMET advisories cover severe and extreme SIMULTANEOUS MLS APPROACHES− turbulence, severe icing, and widespread dust or (See SIMULTANEOUS ILS APPROACHES.) sandstorms that reduce visibility to less than 3 miles. SIMULTANEOUS OFFSET INSTRUMENT (See AIRMET.) APPROACH (SOIA) − An instrument landing (See AWW.) system comprised of an ILS PRM or RNAV (GPS) (See CONVECTIVE SIGMET.) PRM approach to one runway and an offset LDA (See CWA.) PRM with glideslope or an RNAV (GPS) PRM (See ICAO term SIGMET INFORMATION.) approach utilizing vertical guidance to another where (Refer to AIM.) parallel runway spaced less than 3,000 feet and at SIGMET INFORMATION [ICAO]− Information least 750 feet apart. The approach courses converge issued by a meteorological watch office concerning by 2.5 to 3 degrees. Closely spaced independent the occurrence or expected occurrence of specified approach procedures apply up to the point where the en-route weather phenomena which may affect the approach course separation becomes 3,000 feet, at the safety of aircraft operations. offset MAP. From the offset MAP to the runway threshold, visual separation by the aircraft SIGNIFICANT METEOROLOGICAL INFOR- conducting the offset LDA PRM or GPS PRM MATION− approach is utilized. (See SIGMET.) (Refer to AIM) SIGNIFICANT POINT− A point, whether a named SINGLE DIRECTION ROUTES− Preferred IFR intersection, a NAVAID, a fix derived from a Routes which are sometimes depicted on high NAVAID(s), or geographical coordinate expressed in altitude en route charts and which are normally flown degrees of latitude and longitude, which is in one direction only. established for the purpose of providing separation, (See PREFERRED IFR ROUTES.) as a reporting point, or to delineate a route of flight. (Refer to AIRPORT/FACILITY DIRECTORY.) SIMPLIFIED DIRECTIONAL FACILITY− A SINGLE FREQUENCY APPROACH− A service NAVAID used for nonprecision instrument provided under a letter of agreement to military approaches. The final approach course is similar to single-piloted turbojet aircraft which permits use of that of an ILS localizer except that the SDF course a single UHF frequency during approach for landing. may be offset from the runway, generally not more Pilots will not normally be required to change than 3 degrees, and the course may be wider than the frequency from the beginning of the approach to localizer, resulting in a lower degree of accuracy. touchdown except that pilots conducting an en route (Refer to AIM.) descent are required to change frequency when control is transferred from the air route traffic control SIMULATED FLAMEOUT− A practice approach center to the terminal facility. The abbreviation by a jet aircraft (normally military) at idle thrust to a “SFA” in the DOD FLIP IFR Supplement under runway. The approach may start at a runway (high “Communications” indicates this service is available key) and may continue on a relatively high and wide at an aerodrome. downwind leg with a continuous turn to final. It terminates in landing or low approach. The purpose SINGLE-PILOTED AIRCRAFT− A military of this approach is to simulate a flameout. turbojet aircraft possessing one set of flight controls, (See FLAMEOUT.) tandem cockpits, or two sets of flight controls but operated by one pilot is considered single-piloted by SIMULTANEOUS ILS APPROACHES− An ATC when determining the appropriate air traffic approach system permitting simultaneous ILS/MLS service to be applied. approaches to airports having parallel runways (See SINGLE FREQUENCY APPROACH.) separated by at least 4,300 feet between centerlines. Integral parts of a total system are ILS/MLS, radar, SKYSPOTTER− A pilot who has received communications, ATC procedures, and appropriate specialized training in observing and reporting airborne equipment. inflight weather phenomena. (See PARALLEL RUNWAYS.) SLASH− A radar beacon reply displayed as an (Refer to AIM.) elongated target.

PCG S−4 4/3/14 Pilot/Controller Glossary

SLDI− b. Controlled Firing Area− Airspace wherein (See SECTOR LIST DROP INTERVAL.) activities are conducted under conditions so controlled as to eliminate hazards to nonparticipating SLOT TIME− aircraft and to ensure the safety of persons and (See METER FIX TIME/SLOT TIME.) property on the ground. SLOW TAXI− To taxi a float plane at low power or c. Military Operations Area (MOA)− A MOA is low RPM. airspace established outside of Class A airspace area to separate or segregate certain nonhazardous SN− military activities from IFR traffic and to identify for (See SYSTEM STRATEGIC NAVIGATION.) VFR traffic where these activities are conducted. SPEAK SLOWER− Used in verbal communications (Refer to AIM.) as a request to reduce speech rate. d. Prohibited Area− Airspace designated under SPECIAL ACTIVITY AIRSPACE (SAA)− Any 14 CFR Part 73 within which no person may operate airspace with defined dimensions within the National an aircraft without the permission of the using Airspace System wherein limitations may be agency. imposed upon aircraft operations. This airspace may (Refer to AIM.) be restricted areas, prohibited areas, military (Refer to En Route Charts.) operations areas, air ATC assigned airspace, and any e. Restricted Area− Airspace designated under other designated airspace areas. The dimensions of 14 CFR Part 73, within which the flight of aircraft, this airspace are programmed into URET and can be while not wholly prohibited, is subject to restriction. designated as either active or inactive by screen entry. Most restricted areas are designated joint use and Aircraft trajectories are constantly tested against the IFR/VFR operations in the area may be authorized by dimensions of active areas and alerts issued to the the controlling ATC facility when it is not being applicable sectors when violations are predicted. utilized by the using agency. Restricted areas are (See USER REQUEST EVALUATION TOOL.) depicted on en route charts. Where joint use is authorized, the name of the ATC controlling facility SPECIAL EMERGENCY− A condition of air piracy is also shown. or other hostile act by a person(s) aboard an aircraft which threatens the safety of the aircraft or its (Refer to 14 CFR Part 73.) passengers. (Refer to AIM.) f. Warning Area− A warning area is airspace of SPECIAL INSTRUMENT APPROACH PROCE- defined dimensions extending from 3 nautical miles DURE− outward from the coast of the United States, that (See INSTRUMENT APPROACH PROCEDURE.) contains activity that may be hazardous to SPECIAL USE AIRSPACE− Airspace of defined nonparticipating aircraft. The purpose of such dimensions identified by an area on the surface of the warning area is to warn nonparticipating pilots of the earth wherein activities must be confined because of potential danger. A warning area may be located over their nature and/or wherein limitations may be domestic or international waters or both. imposed upon aircraft operations that are not a part of SPECIAL VFR CONDITIONS− Meteorological those activities. Types of special use airspace are: conditions that are less than those required for basic a. Alert Area− Airspace which may contain a high VFR flight in Class B, C, D, or E surface areas and volume of pilot training activities or an unusual type in which some aircraft are permitted flight under of aerial activity, neither of which is hazardous to visual flight rules. aircraft. Alert Areas are depicted on aeronautical (See SPECIAL VFR OPERATIONS.) charts for the information of nonparticipating pilots. (Refer to 14 CFR Part 91.) All activities within an Alert Area are conducted in accordance with Federal Aviation Regulations, and SPECIAL VFR FLIGHT [ICAO]− A VFR flight pilots of participating aircraft as well as pilots cleared by air traffic control to operate within Class transiting the area are equally responsible for B, C, D, and E surface areas in metrological collision avoidance. conditions below VMC.

PCG S−5 Pilot/Controller Glossary 4/3/14

SPECIAL VFR OPERATIONS− Aircraft operating STANDARD INSTRUMENT APPROACH PRO- in accordance with clearances within Class B, C, D, CEDURE (SIAP)− and E surface areas in weather conditions less than the (See INSTRUMENT APPROACH PROCEDURE.) basic VFR weather minima. Such operations must be STANDARD INSTRUMENT DEPARTURE (SID)− requested by the pilot and approved by ATC. A preplanned instrument flight rule (IFR) air traffic (See SPECIAL VFR CONDITIONS.) control (ATC) departure procedure printed for (See ICAO term SPECIAL VFR FLIGHT.) pilot/controller use in graphic form to provide SPEED− obstacle clearance and a transition from the terminal (See AIRSPEED.) area to the appropriate en route structure. SIDs are (See GROUND SPEED.) primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller SPEED ADJUSTMENT− An ATC procedure used to workload. ATC clearance must always be received request pilots to adjust aircraft speed to a specific prior to flying a SID. value for the purpose of providing desired spacing. (See IFR TAKEOFF MINIMUMS AND Pilots are expected to maintain a speed of plus or DEPARTURE PROCEDURES.) minus 10 knots or 0.02 Mach number of the specified (See OBSTACLE DEPARTURE PROCEDURE.) speed. Examples of speed adjustments are: (Refer to AIM.) a. “Increase/reduce speed to Mach point STANDARD RATE TURN− A turn of three degrees (number.)” per second. b. “Increase/reduce speed to (speed in knots)” or STANDARD TERMINAL ARRIVAL− A “Increase/reduce speed (number of knots) knots.” preplanned instrument flight rule (IFR) air traffic SPEED BRAKES− Moveable aerodynamic devices control arrival procedure published for pilot use in on aircraft that reduce airspeed during descent and graphic and/or textual form. STARs provide landing. transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the SPEED SEGMENTS− Portions of the arrival route terminal area. between the transition point and the vertex along the optimum flight path for which speeds and altitudes STANDARD TERMINAL ARRIVAL CHARTS− are specified. There is one set of arrival speed (See AERONAUTICAL CHART.) segments adapted from each transition point to each STANDARD TERMINAL AUTOMATION RE- vertex. Each set may contain up to six segments. PLACEMENT SYSTEM (STARS)− SQUAWK (Mode, Code, Function)− Activate (See DTAS.) specific modes/codes/functions on the aircraft STAR− transponder; e.g., “Squawk three/alpha, two one zero (See STANDARD TERMINAL ARRIVAL.) five, low.” (See TRANSPONDER.) STATE AIRCRAFT− Aircraft used in military, customs and police service, in the exclusive service STA− of any government, or of any political subdivision, (See SCHEDULED TIME OF ARRIVAL.) 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. STATIC RESTRICTIONS− Those restrictions that STAND BY− Means the controller or pilot must are usually not subject to change, fixed, in place, pause for a few seconds, usually to attend to other and/or published. duties of a higher priority. Also means to wait as in “stand by for clearance.” The caller should STATIONARY RESERVATIONS− Altitude reestablish contact if a delay is lengthy. “Stand by” is reservations which encompass activities in a fixed not an approval or denial. area. Stationary reservations may include activities,

PCG S−6 4/3/14 Pilot/Controller Glossary

such as special tests of weapons systems or STOP STREAM− Used by ATC to request a pilot to equipment, certain U.S. Navy carrier, fleet, and suspend electronic attack activity. anti-submarine operations, rocket, missile and drone (See JAMMING.) operations, and certain aerial refueling or similar STOPOVER FLIGHT PLAN− A flight plan format operations. which permits in a single submission the filing of a STEP TAXI− To taxi a float plane at full power or sequence of flight plans through interim full-stop high RPM. destinations to a final destination. STOPWAY− An area beyond the takeoff runway no STEP TURN− A maneuver used to put a float plane less wide than the runway and centered upon the in a planing configuration prior to entering an active extended centerline of the runway, able to support the sea lane for takeoff. The STEP TURN maneuver airplane during an aborted takeoff, without causing should only be used upon pilot request. 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 STRAIGHT-IN APPROACH IFR− An instrument controlling obstacle has been safely overflown. approach wherein final approach is begun without first having executed a procedure turn, not STEREO ROUTE− A routinely used route of flight necessarily completed with a straight-in landing or established by users and ARTCCs identified by a made to straight-in landing minimums. coded name; e.g., ALPHA 2. These routes minimize (See LANDING MINIMUMS.) flight plan handling and communications. (See STRAIGHT-IN APPROACH VFR.) (See STRAIGHT-IN LANDING.) STOL AIRCRAFT− (See SHORT TAKEOFF AND LANDING STRAIGHT-IN APPROACH VFR− Entry into the AIRCRAFT.) traffic pattern by interception of the extended runway centerline (final approach course) without executing STOP ALTITUDE SQUAWK− Used by ATC to any other portion of the traffic pattern. inform an aircraft to turn-off the automatic altitude (See TRAFFIC PATTERN.) reporting feature of its transponder. It is issued when STRAIGHT-IN LANDING− A landing made on a the verbally reported altitude varies 300 feet or more runway aligned within 30_ of the final approach from the automatic altitude report. 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 when any part of an airway or route is unusable STOP BUZZER− because of NAVAID status. These routes consist of: (See STOP STREAM.) a. Substitute routes which are shown on U.S. STOP SQUAWK (Mode or Code)− Used by ATC to Government charts. tell the pilot to turn specified functions of the aircraft b. Routes defined by ATC as specific NAVAID transponder off. radials or courses. (See STOP ALTITUDE SQUAWK.) c. Routes defined by ATC as direct to or between (See TRANSPONDER.) NAVAIDs.

PCG S−7 Pilot/Controller Glossary 4/3/14

SUNSET AND SUNRISE− The mean solar times of SURPIC− A description of surface vessels in the area sunset and sunrise as published in the Nautical of a Search and Rescue incident including their Almanac, converted to local standard time for the predicted positions and their characteristics. locality concerned. Within Alaska, the end of evening (Refer to FAAO JO 7110.65, Para 10−6−4, civil twilight and the beginning of morning civil INFLIGHT CONTINGENCIES.) twilight, as defined for each locality. SURVEILLANCE APPROACH− An instrument SUPER HIGH FREQUENCY− The frequency band approach wherein the air traffic controller issues between 3 and 30 gigahertz (GHz). The elevation and instructions, for pilot compliance, based on aircraft azimuth stations of the microwave landing system position in relation to the final approach course operate from 5031 MHz to 5091 MHz in this (azimuth), and the distance (range) from the end of spectrum. the runway as displayed on the controller’s radar SUPPLEMENTAL WEATHER SERVICE scope. The controller will provide recommended LOCATION− Airport facilities staffed with contract altitudes on final approach if requested by the pilot. personnel who take weather observations and (Refer to AIM.) provide current local weather to pilots via telephone or radio. (All other services are provided by the parent SWAP− FSS.) (See SEVERE WEATHER AVOIDANCE PLAN.) SUPPS− Refers to ICAO Document 7030 Regional SWSL− Supplementary Procedures. SUPPS contain procedures for each ICAO Region which are unique (See SUPPLEMENTAL WEATHER SERVICE to that Region and are not covered in the worldwide LOCATION.) provisions identified in the ICAO Air Navigation SYSTEM STRATEGIC NAVIGATION− Military Plan. Procedures contained in Chapter 8 are based in activity accomplished by navigating along a part on those published in SUPPS. preplanned route using internal aircraft systems to SURFACE AREA− The airspace contained by the maintain a desired track. This activity normally lateral boundary of the Class B, C, D, or E airspace requires a lateral route width of 10 NM and altitude designated for an airport that begins at the surface and range of 1,000 feet to 6,000 feet AGL with some route extends upward. segments that permit terrain following.

PCG S−8 4/3/14 Pilot/Controller Glossary T

TACAN− TARGET− The indication shown on an analog (See TACTICAL AIR NAVIGATION.) display resulting from a primary radar return or a radar beacon reply. TACAN-ONLY AIRCRAFT− An aircraft, normally (See ASSOCIATED.) military, possessing TACAN with DME but no VOR (See DIGITAL TARGET.) navigational system capability. Clearances must (See DIGITIZED RADAR TARGET.) specify TACAN or VORTAC fixes and approaches. (See FUSED TARGET) (See PRIMARY RADAR TARGET.) TACTICAL AIR NAVIGATION− An ultra-high (See RADAR.) frequency electronic rho-theta air navigation aid (See SECONDARY RADAR TARGET.) which provides suitably equipped aircraft a (See TARGET SYMBOL.) continuous indication of bearing and distance to the (See ICAO term TARGET.) TACAN station. (See UNASSOCIATED.) (See VORTAC.) TARGET [ICAO]− In radar: (Refer to AIM.) a. Generally, any discrete object which reflects or TAILWIND− Any wind more than 90 degrees to the retransmits energy back to the radar equipment. longitudinal axis of the runway. The magnetic b. Specifically, an object of radar search or direction of the runway shall be used as the basis for surveillance. determining the longitudinal axis. TARGET RESOLUTION− A process to ensure that correlated radar targets do not touch. Target TAKEOFF AREA− resolution must be applied as follows: (See LANDING AREA.) a. Between the edges of two primary targets or the TAKEOFF DISTANCE AVAILABLE (TODA)– The edges of the ASR-9/11 primary target symbol. takeoff run available plus the length of any remaining b. Between the end of the beacon control slash and runway or clearway beyond the far end of the takeoff the edge of a primary target. run available. c. Between the ends of two beacon control slashes. (See ICAO term TAKEOFF DISTANCE Note 1:Mandatory traffic advisories and safety AVAILABLE.) alerts must be issued when this procedure is used. Note 2: This procedure must not be used when TAKEOFF DISTANCE AVAILABLE [ICAO]− The utilizing mosaic radar systems or multi−sensor length of the takeoff run available plus the length of mode. the clearway, if provided. TARGET SYMBOL− A computer-generated indica- TAKEOFF ROLL − The process whereby an aircraft tion shown on a radar display resulting from a is aligned with the runway centerline and the aircraft primary radar return or a radar beacon reply. is moving with the intent to take off. For helicopters, TARMAC DELAY− The holding of an aircraft on the this pertains to the act of becoming airborne after ground either before departure or after landing with departing a takeoff area. no opportunity for its passengers to deplane. TARMAC DELAY AIRCRAFT− An aircraft whose TAKEOFF RUN AVAILABLE (TORA) – The pilot−in−command has requested to taxi to the ramp, runway length declared available and suitable for the gate, or alternate deplaning area to comply with the ground run of an airplane taking off. Three−hour Tarmac Rule. (See ICAO term TAKEOFF RUN AVAILABLE.) TARMAC DELAY REQUEST− A request by the TAKEOFF RUN AVAILABLE [ICAO]− The length pilot−in−command to taxi to the ramp, gate, or of runway declared available and suitable for the alternate deplaning location to comply with the ground run of an aeroplane take-off. Three−hour Tarmac Rule.

PCG T−1 Pilot/Controller Glossary 4/3/14

TAS− following a disaster. TFRs may also be issued in (See TERMINAL AUTOMATION SYSTEMS.) support of VIP movements; for reasons of national security; or when determined necessary for the TAWS− management of air traffic in the vicinity of aerial (See TERRAIN AWARENESS WARNING demonstrations or major sporting events. NAS users SYSTEM.) 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− A (See HOVER TAXI.) projected time calculated for adapted vertex for each (Refer to 14 CFR Section 135.100.) arrival aircraft based upon runway configuration, (Refer to AIM.) airport acceptance rate, airport arrival delay period, TAXI PATTERNS− Patterns established to illustrate and other metered arrival aircraft. This time is either the desired flow of ground traffic for the different the VTA of the aircraft or the TCLT/ACLT of the runways or airport areas available for use. previous aircraft plus the AAI, whichever is later. This time will be updated in response to an aircraft’s TCAS− progress and its current relationship to other arrivals. (See TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM.) TERMINAL AREA− A general term used to describe airspace in which approach control service or airport TCH− traffic control service is provided. (See THRESHOLD CROSSING HEIGHT.) TERMINAL AREA FACILITY− A facility provid- TCLT− ing air traffic control service for arriving and (See TENTATIVE CALCULATED LANDING departing IFR, VFR, Special VFR, and on occasion TIME.) en route aircraft. TDLS− (See APPROACH CONTROL FACILITY.) (See TOWER.) (See TERMINAL DATA LINK SYSTEM.) TERMINAL AUTOMATION SYSTEMS (TAS)− TDZE− TAS is used to identify the numerous automated (See TOUCHDOWN ZONE ELEVATION.) tracking systems including ARTS IIE, ARTS IIIA, TELEPHONE INFORMATION BRIEFING SER- ARTS IIIE, STARS, and MEARTS. VICE− A continuous telephone recording of TERMINAL DATA LINK SYSTEM (TDLS)− A meteorological and/or aeronautical information. system that provides Digital Automatic Terminal (Refer to AIM.) Information Service (D−ATIS) both on a specified TEMPORARY FLIGHT RESTRICTION (TFR) − A radio frequency and also, for subscribers, in a text TFR is a regulatory action issued by the FAA via the message via data link to the cockpit or to a gate U.S. NOTAM System, under the authority of United printer. TDLS also provides Pre−departure Clear- States Code, Title 49. TFRs are issued within the ances (PDC), at selected airports, to subscribers, sovereign airspace of the United States and its through a service provider, in text to the cockpit or to territories to restrict certain aircraft from operating a gate printer. In addition, TDLS will emulate the within a defined area on a temporary basis to protect Flight Data Input/Output (FDIO) information within persons or property in the air or on the ground. While the control tower. not all inclusive, TFRs may be issued for disaster or TERMINAL RADAR SERVICE AREA− Airspace hazard situations such as: toxic gas leaks or spills, surrounding designated airports wherein ATC fumes from flammable agents, aircraft accident/in- provides radar vectoring, sequencing, and separation cident sites, aviation or ground resources engaged in on a full-time basis for all IFR and participating VFR wildlife suppression, or aircraft relief activities aircraft. The AIM contains an explanation of TRSA.

PCG T−2 4/3/14 Pilot/Controller Glossary

TRSAs are depicted on VFR aeronautical charts. TERRAIN AWARENESS WARNING SYSTEM Pilot participation is urged but is not mandatory. (TAWS)− An on−board, terrain proximity alerting system providing the aircrew ‘Low Altitude TERMINAL VFR RADAR SERVICE− A national warnings’ to allow immediate pilot action. program instituted to extend the terminal radar services provided instrument flight rules (IFR) TERRAIN FOLLOWING− The flight of a military aircraft to visual flight rules (VFR) aircraft. The aircraft maintaining a constant AGL altitude above program is divided into four types service referred to the terrain or the highest obstruction. The altitude of as basic radar service, terminal radar service area the aircraft will constantly change with the varying (TRSA) service, Class B service and Class C service. terrain and/or obstruction. The type of service provided at a particular location TETRAHEDRON− A device normally located on is contained in the Airport/Facility Directory. uncontrolled airports and used as a landing direction a. Basic Radar Service− These services are indicator. The small end of a tetrahedron points in the provided for VFR aircraft by all commissioned direction of landing. At controlled airports, the terminal radar facilities. Basic radar service includes tetrahedron, if installed, should be disregarded safety alerts, traffic advisories, limited radar because tower instructions supersede the indicator. vectoring when requested by the pilot, and (See SEGMENTED CIRCLE.) sequencing at locations where procedures have been (Refer to AIM.) established for this purpose and/or when covered by a letter of agreement. The purpose of this service is to TF− adjust the flow of arriving IFR and VFR aircraft into (See TERRAIN FOLLOWING.) the traffic pattern in a safe and orderly manner and to THAT IS CORRECT− The understanding you have provide traffic advisories to departing VFR aircraft. is right. b. TRSA Service− This service provides, in THREE−HOUR TARMAC RULE– Rule that relates addition to basic radar service, sequencing of all IFR to Department of Transportation (DOT) requirements and participating VFR aircraft to the primary airport placed on airlines when tarmac delays are anticipated and separation between all participating VFR to reach 3 hours. aircraft. The purpose of this service is to provide separation between all participating VFR aircraft and 360 OVERHEAD− all IFR aircraft operating within the area defined as a (See OVERHEAD MANEUVER.) TRSA. THRESHOLD− The beginning of that portion of the c. Class C Service− This service provides, in runway usable for landing. addition to basic radar service, approved separation (See AIRPORT LIGHTING.) between IFR and VFR aircraft, and sequencing of (See DISPLACED THRESHOLD.) VFR aircraft, and sequencing of VFR arrivals to the THRESHOLD CROSSING HEIGHT− The theoreti- primary airport. cal height above the runway threshold at which the d. Class B Service− This service provides, in aircraft’s glideslope antenna would be if the aircraft addition to basic radar service, approved separation maintains the trajectory established by the mean ILS of aircraft based on IFR, VFR, and/or weight, and glideslope or MLS glidepath. sequencing of VFR arrivals to the primary airport(s). (See GLIDESLOPE.) (See CONTROLLED AIRSPACE.) (See THRESHOLD.) (See TERMINAL RADAR SERVICE AREA.) (Refer to AIM.) THRESHOLD LIGHTS− (Refer to AIRPORT/FACILITY DIRECTORY.) (See AIRPORT LIGHTING.) TERMINAL-VERY HIGH FREQUENCY OMNI- TIBS− DIRECTIONAL RANGE STATION− A very high (See TELEPHONE INFORMATION BRIEFING frequency terminal omnirange station located on or SERVICE.) near an airport and used as an approach aid. TIE-IN FACILITY– The FSS primarily responsible (See NAVIGATIONAL AID.) for providing FSS services, including telecommu- (See VOR.) nications services for landing facilities or

PCG T−3 Pilot/Controller Glossary 4/3/14

navigational aids located within the boundaries of a TORCHING− The burning of fuel at the end of an flight plan area (FPA). Three-letter identifiers are exhaust pipe or stack of a reciprocating aircraft assigned to each FSS/FPA and are annotated as tie-in engine, the result of an excessive richness in the fuel facilities in A/FDs, the Alaska Supplement, the air mixture. Pacific Supplement, and FAA Order JO 7350.8, TOTAL ESTIMATED ELAPSED TIME [ICAO]− Location Identifiers. Large consolidated FSS For IFR flights, the estimated time required from facilities may have many tie-in facilities or FSS take-off to arrive over that designated point, defined sectors within one facility. by reference to navigation aids, from which it is (See FLIGHT PLAN AREA.) intended that an instrument approach procedure will (See FLIGHT SERVICE STATION.) be commenced, or, if no navigation aid is associated TIME GROUP− Four digits representing the hour with the destination aerodrome, to arrive over the and minutes from the Coordinated Universal Time destination aerodrome. For VFR flights, the (UTC) clock. FAA uses UTC for all operations. The estimated time required from take-off to arrive over term “ZULU” may be used to denote UTC. The word the destination aerodrome. “local” or the time zone equivalent shall be used to (See ICAO term ESTIMATED ELAPSED TIME.) denote local when local time is given during radio and TOUCH-AND-GO− An operation by an aircraft that telephone communications. When written, a time lands and departs on a runway without stopping or zone designator is used to indicate local time; e.g. exiting the runway. “0205M” (Mountain). The local time may be based on the 24-hour clock system. The day begins at 0000 TOUCH-AND-GO LANDING− and ends at 2359. (See TOUCH-AND-GO.) TOUCHDOWN− TIS−B− a. The point at which an aircraft first makes (See TRAFFIC INFORMATION SERVICE−BROADCAST.) contact with the landing surface. b. Concerning a precision radar approach (PAR), TMA− it is the point where the glide path intercepts the (See TRAFFIC MANAGEMENT ADVISOR.) landing surface. (See ICAO term TOUCHDOWN.) TMPA− (See TRAFFIC MANAGEMENT PROGRAM TOUCHDOWN [ICAO]− The point where the ALERT.) nominal glide path intercepts the runway. Note: Touchdown as defined above is only a datum TMU− and is not necessarily the actual point at which the (See TRAFFIC MANAGEMENT UNIT.) aircraft will touch the runway. TODA− TOUCHDOWN RVR− (See TAKEOFF DISTANCE AVAILABLE.) (See VISIBILITY.) (See ICAO term TAKEOFF DISTANCE TOUCHDOWN ZONE− The first 3,000 feet of the AVAILABLE.) runway beginning at the threshold. The area is used TOI− for determination of Touchdown Zone Elevation in the development of straight-in landing minimums for (See TRACK OF INTEREST.) instrument approaches. TOP ALTITUDE– In reference to SID published (See ICAO term TOUCHDOWN ZONE.) altitude restrictions the charted “maintain” altitude TOUCHDOWN ZONE [ICAO]− The portion of a contained in the procedure description or assigned by runway, beyond the threshold, where it is intended ATC. landing aircraft first contact the runway. TORA− TOUCHDOWN ZONE ELEVATION− The highest (See TAKEOFF RUN AVAILABLE.) elevation in the first 3,000 feet of the landing surface. (See ICAO term TAKEOFF RUN AVAILABLE.) TDZE is indicated on the instrument approach

PCG T−4 4/3/14 Pilot/Controller Glossary

procedure chart when straight-in landing minimums TRACK− The actual flight path of an aircraft over the are authorized. surface of the earth. (See TOUCHDOWN ZONE.) (See COURSE.) (See FLIGHT PATH.) TOUCHDOWN ZONE LIGHTING− (See ROUTE.) (See AIRPORT LIGHTING.) (See ICAO term TRACK.) TOWER− A terminal facility that uses air/ground TRACK [ICAO]− The projection on the earth’s communications, visual signaling, and other devices surface of the path of an aircraft, the direction of to provide ATC services to aircraft operating in the which path at any point is usually expressed in vicinity of an airport or on the movement area. degrees from North (True, Magnetic, or Grid). Authorizes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D TRACK OF INTEREST (TOI)− Displayed data airspace area regardless of flight plan or weather representing an airborne object that threatens or has conditions (IFR or VFR). A tower may also provide the potential to threaten North America or National approach control services (radar or nonradar). Security. Indicators may include, but are not limited to: noncompliance with air traffic control instructions (See AIRPORT TRAFFIC CONTROL SERVICE.) or aviation regulations; extended loss of communica- (See APPROACH CONTROL FACILITY.) tions; unusual transmissions or unusual flight (See APPROACH CONTROL SERVICE.) behavior; unauthorized intrusion into controlled (See MOVEMENT AREA.) airspace or an ADIZ; noncompliance with issued (See TOWER EN ROUTE CONTROL flight restrictions/security procedures; or unlawful SERVICE.) interference with airborne flight crews, up to and (See ICAO term AERODROME CONTROL including hijack. In certain circumstances, an object TOWER.) may become a TOI based on specific and credible (Refer to AIM.) intelligence pertaining to that particular aircraft/ TOWER EN ROUTE CONTROL SERVICE− The object, its passengers, or its cargo. control of IFR en route traffic within delegated TRACK OF INTEREST RESOLUTION− A TOI airspace between two or more adjacent approach will normally be considered resolved when: the control facilities. This service is designed to expedite aircraft/object is no longer airborne; the aircraft traffic and reduce control and pilot communication complies with air traffic control instructions, aviation requirements. regulations, and/or issued flight restrictions/security TOWER TO TOWER− procedures; radio contact is re−established and authorized control of the aircraft is verified; the (See TOWER EN ROUTE CONTROL SERVICE.) aircraft is intercepted and intent is verified to be nonthreatening/nonhostile; TOI was identified based TPX-42− A numeric beacon decoder equipment/ on specific and credible intelligence that was later system. It is designed to be added to terminal radar determined to be invalid or unreliable; or displayed systems for beacon decoding. It provides rapid target data is identified and characterized as invalid. identification, reinforcement of the primary radar TRAFFIC− target, and altitude information from Mode C. (See AUTOMATED RADAR TERMINAL a. A term used by a controller to transfer radar SYSTEMS.) identification of an aircraft to another controller for (See TRANSPONDER.) the purpose of coordinating separation action. Traffic is normally issued: TRACEABLE PRESSURE STANDARD− The 1. In response to a handoff or point out, facility station pressure instrument, with certifica- 2. In anticipation of a handoff or point out, or tion/calibration traceable to the National Institute of Standards and Technology. Traceable pressure 3. In conjunction with a request for control of an standards may be mercurial barometers, commis- aircraft. sioned ASOS/AWSS or dual transducer AWOS, or b. A term used by ATC to refer to one or more portable pressure standards or DASI. aircraft.

PCG T−5 Pilot/Controller Glossary 4/3/14

TRAFFIC ADVISORIES− Advisories issued to alert ADS−B ground stations. Loss of TIS−B will occur pilots to other known or observed air traffic which when an aircraft enters an area not covered by the may be in such proximity to the position or intended GBT network. If this occurs in an area with adequate route of flight of their aircraft to warrant their surveillance coverage (radar), nearby aircraft that attention. Such advisories may be based on: remain within the adequate broadcast coverage a. Visual observation. (ADS−B) area will view the first aircraft. TIS−B may continue when an aircraft enters an area with b. Observation of radar identified and nonidenti- inadequate surveillance coverage (radar); nearby fied aircraft targets on an ATC radar display, or aircraft that remain within the adequate broadcast c. Verbal reports from pilots or other facilities. coverage (ADS−B) area will not view the first Note 1: The word “traffic” followed by additional aircraft. information, if known, is used to provide such advisories; e.g., “Traffic, 2 o’clock, one zero miles, TRAFFIC IN SIGHT− Used by pilots to inform a southbound, eight thousand.” controller that previously issued traffic is in sight. (See NEGATIVE CONTACT.) Note 2: Traffic advisory service will be provided to the extent possible depending on higher priority (See TRAFFIC ADVISORIES.) duties of the controller or other limitations; e.g., TRAFFIC MANAGEMENT ADVISOR (TMA)− A radar limitations, volume of traffic, frequency computerized tool which assists Traffic Management congestion, or controller workload. Radar/ Coordinators to efficiently schedule arrival traffic to nonradar traffic advisories do not relieve the pilot a metered airport, by calculating meter fix times and of his/her responsibility to see and avoid other aircraft. Pilots are cautioned that there are many delays then sending that information to the sector times when the controller is not able to give traffic controllers. advisories concerning all traffic in the aircraft’s TRAFFIC MANAGEMENT PROGRAM ALERT− proximity; in other words, when a pilot requests or A term used in a Notice to Airmen (NOTAM) issued is receiving traffic advisories, he/she should not in conjunction with a special traffic management assume that all traffic will be issued. program to alert pilots to the existence of the program (Refer to AIM.) and to refer them to either the Notices to Airmen TRAFFIC ALERT (aircraft call sign), TURN publication or a special traffic management program (left/right) IMMEDIATELY, (climb/descend) AND advisory message for program details. The contrac- MAINTAIN (altitude). tion TMPA is used in NOTAM text. (See SAFETY ALERT.) TRAFFIC MANAGEMENT UNIT− The entity in TRAFFIC ALERT AND COLLISION AVOID- ARTCCs and designated terminals directly involved ANCE SYSTEM− An airborne collision avoidance in the active management of facility traffic. Usually system based on radar beacon signals which operates under the direct supervision of an assistant manager independent of ground-based equipment. TCAS-I for traffic management. generates traffic advisories only. TCAS-II generates TRAFFIC NO FACTOR− Indicates that the traffic traffic advisories, and resolution (collision avoid- described in a previously issued traffic advisory is no ance) advisories in the vertical plane. factor. TRAFFIC INFORMATION− TRAFFIC NO LONGER OBSERVED− Indicates (See TRAFFIC ADVISORIES.) that the traffic described in a previously issued traffic advisory is no longer depicted on radar, but may still TRAFFIC INFORMATION SERVICE− be a factor. BROADCAST (TIS−B)− The broadcast of ATC derived traffic information to ADS−B equipped TRAFFIC PATTERN− The traffic flow that is (1090ES or UAT) aircraft. The source of this traffic prescribed for aircraft landing at, taxiing on, or taking information is derived from ground−based air traffic off from an airport. The components of a typical surveillance sensors, typically from radar targets. traffic pattern are upwind leg, crosswind leg, TIS−B service will be available throughout the NAS downwind leg, base leg, and final approach. where there are both adequate surveillance coverage a. Upwind Leg− A flight path parallel to the (radar) and adequate broadcast coverage from landing runway in the direction of landing.

PCG T−6 4/3/14 Pilot/Controller Glossary

b. Crosswind Leg− A flight path at right angles to TRANSFER OF CONTROL− That action whereby the landing runway off its upwind end. the responsibility for the separation of an aircraft is c. Downwind Leg− A flight path parallel to the transferred from one controller to another. landing runway in the direction opposite to landing. (See ICAO term TRANSFER OF CONTROL.) The downwind leg normally extends between the TRANSFER OF CONTROL [ICAO]− Transfer of crosswind leg and the base leg. responsibility for providing air traffic control service. d. Base Leg− A flight path at right angles to the TRANSFERRING CONTROLLER− A controller/ landing runway off its approach end. The base leg facility transferring control of an aircraft to another normally extends from the downwind leg to the controller/facility. intersection of the extended runway centerline. (See ICAO term TRANSFERRING e. Final Approach. A flight path in the direction of UNIT/CONTROLLER.) landing along the extended runway centerline. The final approach normally extends from the base leg to TRANSFERRING FACILITY− the runway. An aircraft making a straight-in approach (See TRANSFERRING CONTROLLER.) VFR is also considered to be on final approach. TRANSFERRING UNIT/CONTROLLER [ICAO]− (See STRAIGHT-IN APPROACH VFR.) Air traffic control unit/air traffic controller in the (See TAXI PATTERNS.) process of transferring the responsibility for (See ICAO term AERODROME TRAFFIC providing air traffic control service to an aircraft to CIRCUIT.) the next air traffic control unit/air traffic controller (Refer to 14 CFR Part 91.) along the route of flight. (Refer to AIM.) Note: See definition of accepting unit/controller.

TRAFFIC SITUATION DISPLAY (TSD)− TSD is a TRANSITION− computer system that receives radar track data from a. The general term that describes the change from all 20 CONUS ARTCCs, organizes this data into a one phase of flight or flight condition to another; e.g., mosaic display, and presents it on a computer screen. transition from en route flight to the approach or The display allows the traffic management coordina- transition from instrument flight to visual flight. tor multiple methods of selection and highlighting of individual aircraft or groups of aircraft. The user has b. A published procedure (DP Transition) used to the option of superimposing these aircraft positions connect the basic DP to one of several en route over any number of background displays. These airways/jet routes, or a published procedure (STAR background options include ARTCC boundaries, any Transition) used to connect one of several en route stratum of en route sector boundaries, fixes, airways, airways/jet routes to the basic STAR. military and other special use airspace, airports, and (Refer to DP/STAR Charts.) geopolitical boundaries. By using the TSD, a TRANSITION POINT− A point at an adapted coordinator can monitor any number of traffic number of miles from the vertex at which an arrival situations or the entire systemwide traffic flows. aircraft would normally commence descent from its TRAJECTORY− A URET representation of the path en route altitude. This is the first fix adapted on the an aircraft is predicted to fly based upon a Current arrival speed segments. Plan or Trial Plan. TRANSITION WAYPOINT− The waypoint that (See USER REQUEST EVALUATION TOOL.) defines the beginning of a runway or en route TRAJECTORY MODELING− The automated pro- transition on an RNAV SID or STAR. cess of calculating a trajectory. TRANSITIONAL AIRSPACE− That portion of controlled airspace wherein aircraft change from one TRANSCRIBED WEATHER BROADCAST− A phase of flight or flight condition to another. continuous recording of meteorological and aeronau- tical information that is broadcast on L/MF and VOR TRANSMISSOMETER− An apparatus used to facilities for pilots. (Provided only in Alaska.) determine visibility by measuring the transmission of (Refer to AIM.) light through the atmosphere. It is the measurement

PCG T−7 Pilot/Controller Glossary 4/3/14

source for determining runway visual range (RVR) code and position have been observed. Specifically, and runway visibility value (RVV). this term conveys to a VFR pilot the transponder (See VISIBILITY.) reply has been observed and its position correlated for transit through the designated area. TRANSMITTING IN THE BLIND− A transmis- sion from one station to other stations in TRIAL PLAN− A proposed amendment which circumstances where two-way communication utilizes automation to analyze and display potential cannot be established, but where it is believed that the conflicts along the predicted trajectory of the selected called stations may be able to receive the aircraft. transmission. TRSA− TRANSPONDER− The airborne radar beacon (See TERMINAL RADAR SERVICE AREA.) receiver/transmitter portion of the Air Traffic Control TSD− Radar Beacon System (ATCRBS) which automati- (See TRAFFIC SITUATION DISPLAY.) cally receives radio signals from interrogators on the ground, and selectively replies with a specific reply TURBOJET AIRCRAFT− An aircraft having a jet pulse or pulse group only to those interrogations engine in which the energy of the jet operates a being received on the mode to which it is set to turbine which in turn operates the air compressor. respond. TURBOPROP AIRCRAFT− An aircraft having a jet (See INTERROGATOR.) engine in which the energy of the jet operates a (See ICAO term TRANSPONDER.) turbine which drives the propeller. (Refer to AIM.) TURN ANTICIPATION− (maneuver anticipation). TRANSPONDER [ICAO]− A receiver/transmitter TVOR− which will generate a reply signal upon proper (See TERMINAL-VERY HIGH FREQUENCY interrogation; the interrogation and reply being on OMNIDIRECTIONAL RANGE STATION.) different frequencies. TWEB− TRANSPONDER CODES− (See TRANSCRIBED WEATHER BROADCAST.) (See CODES.) TWO-WAY RADIO COMMUNICATIONS FAIL- TRANSPONDER OBSERVED − Phraseology used URE− to inform a VFR pilot the aircraft’s assigned beacon (See LOST COMMUNICATIONS.)

PCG T−8 4/3/14 Pilot/Controller Glossary U

UHF− airports. Locations and frequencies of UNICOMs are (See ULTRAHIGH FREQUENCY.) shown on aeronautical charts and publications. (See AIRPORT/FACILITY DIRECTORY.) ULTRAHIGH FREQUENCY− The frequency band (Refer to AIM.) between 300 and 3,000 MHz. The bank of radio UNPUBLISHED ROUTE− A route for which no frequencies used for military air/ground voice minimum altitude is published or charted for pilot communications. In some instances this may go as use. It may include a direct route between NAVAIDs, low as 225 MHz and still be referred to as UHF. a radial, a radar vector, or a final approach course ULTRALIGHT VEHICLE− A single-occupant beyond the segments of an instrument approach aeronautical vehicle operated for sport or recreational procedure. purposes which does not require FAA registration, an (See PUBLISHED ROUTE.) airworthiness certificate, nor pilot certification. (See ROUTE.) Operation of an ultralight vehicle in certain airspace UNRELIABLE (GPS/WAAS)− An advisory to requires authorization from ATC pilots indicating the expected level of service of the (Refer to 14 CFR Part 103.) GPS and/or WAAS may not be available. Pilots must then determine the adequacy of the signal for desired UNABLE− Indicates inability to comply with a use. specific instruction, request, or clearance. UPWIND LEG− UNASSOCIATED− A radar target that does not (See TRAFFIC PATTERN.) display a data block with flight identification and URET− altitude information. (See USER REQUEST EVALUATION TOOL.) (See ASSOCIATED.) URGENCY− A condition of being concerned about UNDER THE HOOD− Indicates that the pilot is safety and of requiring timely but not immediate using a hood to restrict visibility outside the cockpit assistance; a potential distress condition. while simulating instrument flight. An appropriately (See ICAO term URGENCY.) rated pilot is required in the other control seat while URGENCY [ICAO]− A condition concerning the this operation is being conducted. safety of an aircraft or other vehicle, or of person on (Refer to 14 CFR Part 91.) board or in sight, but which does not require immediate assistance. UNFROZEN− The Scheduled Time of Arrival (STA) USAFIB− tags, which are still being rescheduled by traffic management advisor (TMA) calculations. The (See ARMY AVIATION FLIGHT INFORMATION BULLETIN.) aircraft will remain unfrozen until the time the corresponding estimated time of arrival (ETA) tag USER REQUEST EVALUATION TOOL (URET)− passes the preset freeze horizon for that aircraft’s User Request Evaluation Tool is an automated tool stream class. At this point the automatic rescheduling provided at each Radar Associate position in selected will stop, and the STA becomes “frozen.” En Route facilities. This tool utilizes flight and radar data to determine present and future trajectories for UNICOM− A nongovernment communication facil- all active and proposal aircraft and provides ity which may provide airport information at certain enhanced, automated flight data management.

PCG U−1

4/3/14 Pilot/Controller Glossary V

VASI− descents and of using very short runways or small (See VISUAL APPROACH SLOPE INDICATOR.) 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− The frequency band (See VISUAL DESCENT POINT.) between 30 and 300 MHz. Portions of this band, 108 to 118 MHz, are used for certain NAVAIDs; 118 to VECTOR− A heading issued to an aircraft to provide 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− The frequency band ascertain an aircraft’s direction of takeoff and/or 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 FAAO JO 7110.65. When VERTICAL SEPARATION− Separation between used as an ATC clearance/instruction, the term aircraft expressed in units of vertical distance. may be abbreviated “VFR;” e.g., “MAINTAIN (See SEPARATION.) VFR,” “CLIMB/DESCEND VFR,” etc. VERTICAL TAKEOFF AND LANDING AIR- VFR FLIGHT− CRAFT− Aircraft capable of vertical climbs and/or (See VFR AIRCRAFT.)

PCG V−1 Pilot/Controller Glossary 4/3/14

VFR MILITARY TRAINING ROUTES− Routes distance, to see and identify prominent unlighted used by the Department of Defense and associated objects by day and prominent lighted objects by Reserve and Air Guard units for the purpose of night. Visibility is reported as statute miles, hundreds conducting low-altitude navigation and tactical of feet or meters. training under VFR below 10,000 feet MSL at (Refer to 14 CFR Part 91.) airspeeds in excess of 250 knots IAS. (Refer to AIM.) VFR NOT RECOMMENDED− An advisory a. Flight Visibility− The average forward horizon- provided by a flight service station to a pilot during tal distance, from the cockpit of an aircraft in flight, a preflight or inflight weather briefing that flight at which prominent unlighted objects may be seen under visual flight rules is not recommended. To be and identified by day and prominent lighted objects given when the current and/or forecast weather may be seen and identified by night. conditions are at or below VFR minimums. It does not abrogate the pilot’s authority to make his/her own b. Ground Visibility− Prevailing horizontal visi- decision. bility near the earth’s surface as reported by the United States National Weather Service or an VFR-ON-TOP− ATC authorization for an IFR accredited observer. aircraft to operate in VFR conditions at any c. Prevailing Visibility− The greatest horizontal appropriate VFR altitude (as specified in 14 CFR and visibility equaled or exceeded throughout at least half as restricted by ATC). A pilot receiving this the horizon circle which need not necessarily be authorization must comply with the VFR visibility, continuous. distance from cloud criteria, and the minimum IFR altitudes specified in 14 CFR Part 91. The use of this d. Runway Visibility Value (RVV)− The visibility term does not relieve controllers of their responsibil- determined for a particular runway by a transmis- ity to separate aircraft in Class B and Class C airspace someter. A meter provides a continuous indication of or TRSAs as required by FAAO JO 7110.65. the visibility (reported in miles or fractions of miles) for the runway. RVV is used in lieu of prevailing VFR TERMINAL AREA CHARTS− visibility in determining minimums for a particular (See AERONAUTICAL CHART.) runway.

VFR WAYPOINT− e. Runway Visual Range (RVR)− An instrumen- tally derived value, based on standard calibrations, (See WAYPOINT.) that represents the horizontal distance a pilot will see VHF− down the runway from the approach end. It is based on the sighting of either high intensity runway lights (See VERY HIGH FREQUENCY.) or on the visual contrast of other targets whichever VHF OMNIDIRECTIONAL RANGE/TACTICAL yields the greater visual range. RVR, in contrast to AIR NAVIGATION− prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the (See VORTAC.) runway. RVR is horizontal visual range, not slant VIDEO MAP− An electronically displayed map on visual range. It is based on the measurement of a the radar display that may depict data such as airports, transmissometer made near the touchdown point of heliports, runway centerline extensions, hospital the instrument runway and is reported in hundreds of emergency landing areas, NAVAIDs and fixes, feet. RVR is used in lieu of RVV and/or prevailing reporting points, airway/route centerlines, bound- visibility in determining minimums for a particular aries, handoff points, special use tracks, obstructions, runway. prominent geographic features, map alignment 1. Touchdown RVR− The RVR visibility indicators, range accuracy marks, minimum vector- readout values obtained from RVR equipment ing altitudes. serving the runway touchdown zone. VISIBILITY− The ability, as determined by 2. Mid-RVR− The RVR readout values obtained atmospheric conditions and expressed in units of from RVR equipment located midfield of the runway.

PCG V−2 4/3/14 Pilot/Controller Glossary

3. Rollout RVR− The RVR readout values procedures are developed to avoid obstacles greater obtained from RVR equipment located nearest the than 3 statute miles from the departure end of the rollout end of the runway. runway as an alternative to complying with climb (See ICAO term FLIGHT VISIBILITY.) gradients greater than 200 feet per nautical mile. (See ICAO term GROUND VISIBILITY.) These procedures are published in the ‘Take−Off (See ICAO term RUNWAY VISUAL RANGE.) Minimums and (Obstacle) Departure Procedures’ (See ICAO term VISIBILITY.) section of the Terminal Procedures Publications. (See AIM.) VISIBILITY [ICAO]− The ability, as determined by atmospheric conditions and expressed in units of VISUAL DESCENT POINT− A defined point on the distance, to see and identify prominent unlighted final approach course of a nonprecision straight-in objects by day and prominent lighted objects by approach procedure from which normal descent from night. the MDA to the runway touchdown point may be a. Flight Visibility−The visibility forward from commenced, provided the approach threshold of that the cockpit of an aircraft in flight. runway, or approach lights, or other markings identifiable with the approach end of that runway are b. Ground Visibility−The visibility at an aero- clearly visible to the pilot. drome as reported by an accredited observer. c. Runway Visual Range [RVR]−The range over VISUAL FLIGHT RULES− Rules that govern the which the pilot of an aircraft on the centerline of a procedures for conducting flight under visual runway can see the runway surface markings or the conditions. The term “VFR” is also used in the lights delineating the runway or identifying its United States to indicate weather conditions that are centerline. equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to VISUAL APPROACH− An approach conducted on indicate type of flight plan. an instrument flight rules (IFR) flight plan which (See INSTRUMENT FLIGHT RULES.) authorizes the pilot to proceed visually and clear of (See INSTRUMENT METEOROLOGICAL clouds to the airport. The pilot must, at all times, have CONDITIONS.) either the airport or the preceding aircraft in sight. (See VISUAL METEOROLOGICAL This approach must be authorized and under the CONDITIONS.) control of the appropriate air traffic control facility. (Refer to 14 CFR Part 91.) Reported weather at the airport must be ceiling at or (Refer to AIM.) above 1,000 feet and visibility of 3 miles or greater. VISUAL HOLDING− The holding of aircraft at (See ICAO term VISUAL APPROACH.) selected, prominent geographical fixes which can be VISUAL APPROACH [ICAO]− An approach by an easily recognized from the air. IFR flight when either part or all of an instrument (See HOLDING FIX.) approach procedure is not completed and the VISUAL METEOROLOGICAL CONDITIONS− approach is executed in visual reference to terrain. Meteorological conditions expressed in terms of VISUAL APPROACH SLOPE INDICATOR− visibility, distance from cloud, and ceiling equal to or (See AIRPORT LIGHTING.) 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 VISUAL SEGMENT− published “climb−to” altitude from which to proceed (See PUBLISHED INSTRUMENT APPROACH with the instrument portion of the departure. VCOA PROCEDURE VISUAL SEGMENT.)

PCG V−3 Pilot/Controller Glossary 4/3/14

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

PCG V−4 4/3/14 Pilot/Controller Glossary W

WA− instructions have been met. “When able,” should not (See AIRMET.) be used when expeditious compliance is required. (See WEATHER ADVISORY.) WIDE-AREA AUGMENTATION SYSTEM WAAS− (WAAS)− The WAAS is a satellite navigation system consisting of the equipment and software which (See WIDE-AREA AUGMENTATION SYSTEM.) augments the GPS Standard Positioning Service WAKE TURBULENCE− Phenomena resulting from (SPS). The WAAS provides enhanced integrity, the passage of an aircraft through the atmosphere. accuracy, availability, and continuity over and above The term includes vortices, thrust stream turbulence, GPS SPS. The differential correction function jet blast, jet wash, propeller wash, and rotor wash provides improved accuracy required for precision both on the ground and in the air. approach. (See AIRCRAFT CLASSES.) WILCO− I have received your message, understand (See JET BLAST.) it, and will comply with it. (See VORTICES.) WIND GRID DISPLAY− A display that presents the (Refer to AIM.) latest forecasted wind data overlaid on a map of the WARNING AREA− ARTCC area. Wind data is automatically entered and (See SPECIAL USE AIRSPACE.) updated periodically by transmissions from the National Weather Service. Winds at specific WAYPOINT− A predetermined geographical posi- altitudes, along with temperatures and air pressure tion used for route/instrument approach definition, can be viewed. progress reports, published VFR routes, visual reporting points or points for transitioning and/or WIND SHEAR− A change in wind speed and/or wind circumnavigating controlled and/or special use direction in a short distance resulting in a tearing or airspace, that is defined relative to a VORTAC station shearing effect. It can exist in a horizontal or vertical or in terms of latitude/longitude coordinates. direction and occasionally in both. WIND SHEAR ESCAPE– An unplanned abortive WEATHER ADVISORY− In aviation weather maneuver initiated by the pilot in command (PIC) as forecast practice, an expression of hazardous weather a result of onboard cockpit systems. Wind shear conditions not predicted in the area forecast, as they escapes are characterized by maximum thrust climbs affect the operation of air traffic and as prepared by in the low altitude terminal environment until wind the NWS. shear conditions are no longer detected. (See AIRMET.) (See SIGMET.) WING TIP VORTICES− (See VORTICES.) WHEN ABLE− WORDS TWICE− a. In conjunction with ATC instructions, gives the a. As a request: “Communication is difficult. pilot the latitude to delay compliance until a Please say every phrase twice.” condition or event has been reconciled. Unlike “pilot discretion,” when instructions are prefaced “when b. As information: “Since communications are able,” the pilot is expected to seek the first difficult, every phrase in this message will be spoken opportunity to comply. twice.” b. In conjunction with a weather deviation WORLD AERONAUTICAL CHARTS− clearance, requires the pilot to determine when he/she (See AERONAUTICAL CHART.) is clear of weather, then execute ATC instructions. WS− c. Once a maneuver has been initiated, the pilot is (See SIGMET.) expected to continue until the specifications of the (See WEATHER ADVISORY.)

PCG W−1 Pilot/Controller Glossary 4/3/14

WST− (See CONVECTIVE SIGMET.) (See WEATHER ADVISORY.)

PCG W−2