Abbreviations

19 MAR 10 INTRODUCTION 41 ABBREVIATIONS USED IN AIRWAY MANUAL DEFINITIONS AIREP Air-Report AIS Aeronautical Information Services A/A Air to Air ALA Aircraft Landing Area AAF Army Air Field ALF Auxiliary Landing Field AAIM Aircraft Autonomous Integrity ALS Approach Light System Monitoring ALS Low Intensity Approach Lights AAIS Automated Aerodrome Information ALT Altitude Service ALTN Alternate AAL Above Aerodrome Level AMA Area Minimum Altitude AAS Airport Advisory Service AMSL Above Mean Sea Level AAU Authorized Approach UNICOM ANGB Air National Guard Base AB Air Base AOE Airport/Aerodrome of Entry ABM Abeam ABN Aerodrome Beacon AOM Airport Operating Minimums AOR Area of Responsibility AC Air Carrier APAPI Abbreviated Precision Approach ACA Arctic Control Area Path Indicator ACA Approach Control Area APC Area Positive Control ACAS Airborne Collision Avoidance APCH Approach System APP Approach Control ACARS Airborne Communications Addressing and Reporting System APT Airport ACC Area Control Center APV Approach Procedure with Vertical Guidance ACFT Aircraft AR Authorization Required ACN Aircraft Classification Number ARB Air Reserve Base AD Aerodrome ARINC Aeronautical Radio, Inc. ADA Advisory Area ARO Aerodrome Reporting Officer ADF Automatic Direction Finding ARP Airport Reference Point ADIZ Air Defense Identification Zone ARR Arrival ADNL Additional ARTCC Air Route Traffic Control Center ADR Advisory Route ASDA Accelerate Stop Distance Available ADS Automatic Dependent Surveillance ADV Advisory Area ASOS Automated Surface Observing System AEIS Aeronautical Enroute Information Service ASR Airport Surveillance Radar AER Approach End of Runway ATA Actual Time of Arrival AERADIO Air Radio ATCAA Air Traffic Control Assigned Airspace AERO Aerodrome ATCC Air Traffic Control Center AF Aux Air Force Auxiliary Field ATCT Air Traffic Control Tower AFB Air Force Base ATD Actual Time of Departure AFIS Aerodrome Flight Information Service ATF Aerodrome Traffic Frequency AFLD Airfield ATFM Air Traffic Flow Management AFN American Forces Network ATIS Automatic Terminal Information Service AFRS Armed Forces Radio Stations ATND SKD Attended Scheduled Hours AFRU Aerodrome Frequency Response Unit ATS Air Traffic Service AFS Air Force Station ATZ Aerodrome Traffic Zone AFSS Automated Flight Service Station AU Approach UNICOM A/G Air-to-Ground AUP Airspace Utilization Plane AGL Above Ground Level AUTH Authorized AGNIS Azimuth Guidance Nose-in-Stand AUW All-up Weight AH Alert Height AUX Auxiliary AVBL Available AHP Army Heliport AWIB AIRAC Aeronautical Information Aerodrome Weather Information Broadcast Regulation and Control

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AWIS Aerodrome Weather Information CONTD Continued Service COORDS Coordinates AWOS Automated Weather Observing COP Change Over Point System CORR Corridor AWSS Aviation Weather Sensor System CP Command Post AWY Airway CPDLC Controller Pilot Data Link AZM Azimuth Communications Baro VNAV Barometric Vertical Navigation Cpt Clearance (Pre-Taxi Procedure) BC Back Course CRC Cyclical Redundancy Check BCM Back Course Marker CRP Compulsory Reporting Point BCN Beacon CRS Course BCOB Broken Clouds or Better CST Central Standard Time BCST Broadcast CTA Control Area BDRY Boundary CTAF Common Traffic Advisory BLDG Building Frequency BM Back Marker CTL Control BRG Bearing CTOT Calculated Take-off Time B-RNAV Basic RNAV CTR Control Zone BS Broadcast Station (Commercial) CVFP Charted Visual Flight Procedure C ATC IFR Flight Plan Clearance CVFR Controlled VFR Delivery Frequency DDay CADIZ Canadian Air Defense Identification DA Decision Altitude Zone DA (H) Decision Altitude (Height) CAE Control Area Extension D-ATIS Digital ATIS CA/GRS Certified Air/Ground Radio Service DCL Data Link Departure Clearance CANPA Constant Angle Non-Precision Service Approach DCT Direct CARS Community Aerodrome Radio Station DECMSND Decommissioned CAT Category DEG Degree CBA Cross Border Area DEP Departure Control/Departure Procedures CDFA Continuous Descent Final Approach DER Departure End of Runway CDI Course Deviation Indicator DEWIZ Distance Early Warning Identification Zone CDR Conditional Route DF Direction Finder CDT Central Daylight Time DISPL Displaced Threshold CEIL Ceiling THRESH CERAP Combined Center/Radar Approach DIST Distance Control DME Distance-Measuring Equipment CFIT Controlled Flight Into Terrain DOD Department of Defense CGAS Coast Guard Air Station DOM Domestic CGL Circling Guidance Lights DP Obstacle Departure Procedure CH Channel DRCO Dial-up Remote Communications CH Critical Height Outlet CHGD Changed E East or Eastern CL Centerline Lights EAT Expected Approach Time CMNPS Canadian Minimum Navigation ECOMS Jeppesen Explanation of Common Performance Specification Minimum Specifications CMV Converted Met Visibility EDT Eastern Daylight Time CNF Computer Navigation Fix EET Estimated Elapsed Time CO County EFAS Enroute Flight Advisory Service COMLO Compass Locator EFF Effective COMMS Communications EFVS Enhanced Flight Vision System CONT Continuous

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EH Eastern Hemisphere GLONASS Global Orbiting Navigation Satellite ELEV Elevation System EMAS Engineered Materials Arresting GLS Global Navigation Satellite System System [GNSS] Landing System EMERG Emergency GMT Greenwich Mean Time ENG Engine GND Ground Control EOBT Estimated Off Block Time GND Surface of the Earth (either land or water) EST Eastern Standard Time GNSS Global Navigation Satellite System EST Estimated GP Glidepath ETA EstimatedTimeofArrival GPA Glidepath Angle ETD Estimated Time of Departure GPS Global Positioning System ETE Estimated Time Enroute GPWS Ground Proximity Warning System ETOPS Extended Range Operation with two-engine airplanes GS Glide Slope EVS Enhanced Vision System G/S Ground Speed FAA Federal Aviation Administration GWT Gross Weight FACF Final Approach Course Fix H Non-Directional Radio Beacon or High Altitude FAF Final Approach Fix H24 FAIL Failure 24 Hour Service HAA Height Above Airport FANS Future Air Navigation System FAP Final Approach Point HALS High Approach Landing System FAR Federal Aviation Regulation HAS Height Above Site FAS DB Final Approach Segment Datablock HAT Height Above Touchdown FAT Final Approach Track HC Critical Height FATO Final Approach and Take-off Area HDG Heading FCP Final Control Point HF High Frequency (3-30 MHz) FIA Flight Information Area HGS Head-up Guidance System FIC Flight Information Center HI High (altitude) HI FIR Flight Information Region High Intensity (lights) FIS Flight Information Service HIALS High Intensity Approach Light System FL Flight Level (Altitude) HIRL High Intensity Runway Edge Lights FLARES Flare Pots or Goosenecks HIRO High Intensity Runway Operations FLD Field HIWAS Hazardous Inflight Weather FLG Flashing Advisory Service FLT Flight HJ Sunrise to Sunset FM Fan Marker HN Sunset to Sunrise FMC Flight Management Computer HO By Operational Requirements FMS Flight Management System hPa Hectopascal (one hectopascal = FPM Feet Per Minute one millibar) FPR Flight Planning Requirements HR Hours (period of time) FRA Free Route Airspace HS During Hours of Scheduled FREQ Frequency Operations FSS Flight Service Station HST High Speed Taxiway Turn-off FT Feet HUD Head-up Display FTS Flexible Track System HUDLS Head-Up Display Landing System G Guards only (radio frequencies) HX No Specific Working Hours GA General Aviation Hz Hertz (cycles per second) GBAS Ground-Based Augmentation IIsland System IAC Instrument Approach Chart GCA Ground Controlled Approach IAF Initial Approach Fix (radar) IAML Integrity Monitor Alarm GCO Ground Communication Outlet IAP Instrument Approach Procedure GEN General IAS Indicated Airspeed

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IATA International Air Transport Lctr Locator (Compass) Association LDA Landing Distance Available IAWP Initial Approach Waypoint LDA Localizer-type Directional Aid IBN Identification Beacon LDI Landing Direction Indicator ICAO International Civil Aviation LDIN Lead-in Light System Organization LGTH Length IDENT Identification LIM Locator Inner Marker IF Intermediate Fix LIRL Low Intensity Runway Lights IFBP Inflight Broadcast Procedure LLWAS Low Level Wind Shear Alert IFR Instrument Flight Rules System IGS Instrument Guidance System LMM Locator Middle Marker ILS Instrument Landing System LNAV Lateral Navigation IM Inner Marker LNDG Landing IMAL Integrity Monitor Alarm LO Locator at Outer Marker Site IMC Instrument Meteorological LOC Localizer Conditions LOM Locator Outer Marker IMTA Intensive Military Training Area LONG Longitude INDEFLY Indefinitely LPV Localizer Performance with Vertical IN or INS Inches Guidance INFO Information LSALT Lowest Safe Altitude INOP Inoperative LT Local Time INS Inertial Navigation System LTP Landing Threshold Point INT Intersection LTS Lights INTL International LVP Low Visibility Procedures IORRA Indian Ocean Random RNAV Area LWIS Limited Weather Information IR Instrument Restricted Controlled System Airspace MMeters IS Islands MAA Maximum Authorized Altitude ITWS Integrated Terminal Weather MAG Magnetic System MAHF Missed Approach Holding Fix I/V Instrument/Visual Controlled MALS Medium Intensity Approach Light Airspace System JAA Joint Aviation Authorities MALSF Medium Intensity Approach Light JAR-OPS Joint Aviation Requirements–Oper- System with Sequenced Flashing ations Lights KGS Kilograms MALSR Medium Intensity Approach Light kHz Kilohertz System with Runway Alignment KIAS Knots Indicated Airspeed Indicator Lights KM Kilometers MAP Missed Approach Point KMH Kilometer(s) per Hour MAX Maximum KT Knots MB Millibars KTAS Knots True Airspeed MCA Minimum Crossing Altitude L Locator (Compass) MCAF Marine Corps Air Facility LAA Local Airport Advisory MCAS Marine Corps Air Station LAAS Local Area Augmentation System MCTA Military Controlled Airspace LACFT Large Aircraft MDA Minimum Descent Altitude LAHSO Land and Hold Short Operations MDA(H) Minimum Descent Altitude (Height) LAT Latitude MDT Mountain Daylight Time LBCM Locator Back Course Marker MEA Minimum Enroute Altitude LBM Locator Back Marker MEHT Minimum Eye Height Over Threshold LBS Pounds (Weight) MEML Memorial LCG Load Classification Group MET Meteorological LCN Load Classification Number MF Mandatory Frequency

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MFA Minimum Flight Altitude NDB Non-Directional Beacon/Radio MHA Minimum Holding Altitude Beacon MHz Megahertz NE Northeast MI Medium Intensity (lights) NM Nautical Mile(s) MIALS Medium Intensity Approach Light No Number System NoPT No Procedure Turn MIL Military NOTAM Notices to Airmen MIM Minimum NPA Non-Precision Approach MIN Minute NW Northwest MIRL Medium Intensity Runway Edge NWC Naval Weapons Center Lights OAC Oceanic Area Control MKR Marker Radio Beacon OAS Obstacle Assessment Surface MLS Microwave Landing System OCA Oceanic Control Area MM Middle Marker OCA (H) Obstacle Clearance Altitude MNM Minimum (Height) MNPS Minimum Navigation Performance OCL Obstacle Clearance Limit Specifications OCNL Occasional MOA Military Operation Area OCTA Oceanic Control Area MOCA Minimum Obstruction Clearance ODALS Omni-Directional Approach Light Altitude System MORA Minimum Off-Route Altitude (Grid ODP Obstacle Departure Procedure or Route) OFZ ObstacleFreeZone MRA Minimum Reception Altitude OM Outer Marker MROT Minimum Runway Occupancy Time OPS Operations or Operates MSA Minimum Safe/Sector Altitude O/R On Request MSL Mean Sea Level O/T Other Times MST Mountain Standard Time OTR Oceanic Transition Route MTA Military Training Area OTS Out-of-Service MTAF Mandatory Traffic Advisory PA Precision Approach Frequency PAL Pilot Activated Lighting MTCA Minimum Terrain Clearance PANS-OPS Procedures for Air Navigation Altitude Services - Aircraft Operations MTMA Military Terminal Control Area PAPI Precision Approach Path Indicator MTOW Maximum Take-off Weight PAR Precision Approach Radar MUN Municipal PARK Parking MVA Minimum Vectoring Altitude PCL Pilot Controlled Lighting N Night, North or Northern PCN Pavement Classification Number NA Not Authorized PCZ Positive Control Zone NAAS Naval Auxiliary Air Station PDC Pre-Departure Clearance NADC Naval Air Development Center PDG Procedure Design Gradient NAEC Naval Air Engineering Center PDT Pacific Daylight Time NAF Naval Air Facility PERF Performance NALF Naval Auxiliary Landing Field PERM Permanent NAP Noise Abatement Procedure PinS Point In Space NAR North American Routes PISTON Piston Aircraft NAS Naval Air Station PJE Parachute Jumping Exercise NAT North Atlantic Traffic PLASI Pulsating Visual Approach Slope NAT/OTS North Atlantic Traffic/Organized Indicator Track System PNR Prior Notice Required NATL National POFZ Precision Obstacle Free Zone NAVAID Navigational Aid PPO Prior Permission Only NCA Northern Control Area PPR Prior Permission Required NCRP Non-Compulsory Reporting Point PRA Precision Radar Approach

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PRM Precision Radar Monitor RTF Radiotelephony P-RNAV Precision RNAV RTS Return to Service PROC Procedure RVR Runway Visual Range PROP Propeller Aircraft RVSM Reduced Vertical Separation PSP Pierced Steel Planking Minimum PST Pacific Standard Time RVV Runway Visibility Values PTO Part Time Operation RW Runway PVT Private Operator RWSL Runway Status Lights QDM Magnetic bearing to facility RWY Runway QDR Magnetic bearing from facility S South or Southern QFE Height above airport elevation (or SAAAR Special Aircraft and Aircrew runway threshold elevation) based Authorization Required on local station pressure SALS Short Approach Light System QNE Altimeter setting 29.92" Hg or SALSF Short Approach Light System with 1013.2 Mb. Sequenced Flashing Lights QNH Altitude above sea level based on SAP Stabilized Approach local station pressure SAR Search and Rescue R R-063 or 063R SATCOM Satellite voice air-ground calling Magnetic Course (radial) measured SAWRS Supplementary Aviation Weather as 063 from a VOR station. Flight Reporting Station can be inbound or outbound on this line. SBAS Satellite-Based Augmentation System RA Radio Altimeter SCA Southern Control Area RAI Runway Alignment Indicator SCOB Scattered Clouds or Better RAIL Runway Alignment Indicator Lights SDF Simplified Directional Facility RAIM Receiver Autonomous Integrity Monitoring SE Southeast RAPCON Radar Approach Control SEC Seconds RASS Remote Altimeter Source SELCAL Selective Call System RCAG Remote Communications Air SFC Surface of the earth (either land or Ground water) RCC Rescue Coordination Center SFL Sequenced Flashing Lights RCL Runway Centerline SFL-V Sequenced Flashing Lights - Variable Light Intensity RCLM Runway Center Line Markings SID Standard Instrument Departure RCO Remote Communications Outlet SIWL Single Isolated Wheel Load REF Reference SKD Scheduled REIL Runway End Identifier Lights SLP Speed Limiting Point REP Reporting Point SM Statute Miles RESA Runway End Safety Area SMA Segment Minimum Altitude REV Reverse SMGCS Surface Movement Guidance and REP Ramp Entrance Point Control System RF Radius to Fix SMSA Segment Minimum Safe Altitude RL Runway (edge) Lights SOC Start of Climb RNAV Area Navigation SODALS Simplified Omnidirectional RNP Required Navigation Performance Approach Lighting System RNP AR Required Navigation Performance SPAR French Light Precision Approach Authorization Required Radar RNPC Required Navigation Performance SRA Special Rules Area Capability SRA Surveillance Radar Approach ROC Rate of Climb SRE Surveillance Radar Element RON Remain Overnight SR-SS Sunrise-Sunset RPT Regular Public Transport SSALF Simplified Short Approach Light RSA Runway Safety Area System with Sequenced Flashing RTE Route Lights

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SSALR Simplified Short Approach Light TODA Take-off Distance Available System with Runway Alignment TORA Take-off Run Available Indicator Lights TP Turning Point SSALS Simplified Short Approach Light TRA Temporary Reserved Airspace System TRACON Terminal Radar Approach Control SSB Single Sideband TRANS Transition(s) SSR Secondary Surveillance Radar (in U.S.A. ATCRBS) TRANS ALT Transition Altitude STAR Standard Terminal Arrival Route TRANS Transition Level (USA) LEVEL Standard Instrument Arrival (ICAO) TRCV Tri-Color Visual Approach Slope Indicator STD Indication of an altimeter set to 29.92" Hg or 1013.2 hPa (Mb) TSA Temporary Segregated Area without temperature correction TVOR Terminal VOR Std Standard TWEB Transcribed Weather Broadcast ST-IN Straight-in TWIP Terminal Weather Information for STOL Short Take-off and Landing Pilots SUPP Supplemental/Supplementary TWR Tower (Aerodrome Control) SW Single Wheel Landing Gear TWY Taxiway SW Southwest U Unspecified SYS System U UNICOM °T True (degrees) UAS Unmanned Aerial System T Terrain clearance altitude (MOCA) UAV Unmanned Aerial Vehicle T Transmits only (radio frequencies) UFN Until Further Notice T-VASI Tee Visual Approach Slope UHF Ultra High Frequency (300-3000 Indicator MHz) TA Transition Altitude UIR Upper Flight Information Region TA A Terminal Arrival Area (FAA) UNCT’L Uncontrolled TA A Terminal Arrival Altitude (ICAO) UNICOM Aeronautical Advisory Service TACAN Tactical Air Navigation (bearing UNICOM (A) Automated UNICOM and distance station) UNL Unlimited TA R Terminal Area Surveillance Radar U/S Unserviceable TA S Tr u e A ir S pe ed USAF US Air Force TCA Terminal Control Area USB Upper Sideband TCAS Traffic Alert and Collision USN US Navy Avoidance System UTA Upper Control Area TCH Threshold Crossing Height UTC Coordinated Universal Time TCTA Transcontinental Control Area VAL Vertical Alert Limit TDWR Terminal Doppler Weather Radar VAR Magnetic Variation TDZ Touchdown Zone VASI Visual Approach Slope Indicator TDZE Touchdown Zone Elevation VDA Vertical Descent Angle TEMP Temporary VDP Visual Descent Point TERPS United States Standard for VE Visual Exempted Terminal Instrument Procedure VFR Visual Flight Rules THR Threshold VGSI Visual Glide Slope Indicator TIBA Traffic Information Broadcast by VHA Volcanic Hazard Area Aircraft VHF Very High Frequency (30-300 TIZ Traffic Information Zone MHz) TL Transition Level VIBAL Visibilité Balise (RVR taken by a TMA Terminal Control Area human observer) TML Terminal VIS Visibility TMN Terminates VMC Visual Meteorological Conditions TMZ Transponder Mandatory Zone VNAP Vertical Noise Abatement TNA Transition Area Procedures

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VNAV Vertical Navigation VOLMET Meteorological Information for Aircraft in Flight VOR VHF Omnidirectional Range VORTAC VOR and TACAN co-located VOT Radiated Test Signal VOR VPA Vertical Path Angle VV Vertical Visibility V/V Vertical Velocity or speed W West or Western WAAS Wide Area Augmentation System WATIR Weather and Terminal Information Reciter WH Western Hemisphere W/O Without WP Area Navigation (RNAV) Waypoint WSP Weather Systems Processor WX Weather X On Request Z Zulu Time/Coordinated Universal Time (UTC)

GLOSSARY This glossary provides definitions that are unique and abbreviations commonly used in Jeppesen pub- lications. No attempt has been made to list all the terms of basic aeronautical nomenclature. Because of the international nature of flying, terms used by the FAA (USA) are included when they differ from International Civil Aviation Organization (ICAO) definitions. A vertical bar, that is omitted on all new pages, tables of contents, tabular listings and graphics, indicates changes. DEFINITIONS established within controlled airspace, but air traffic ACCELERATE STOP DISTANCE AVAILABLE advisory service may be provided below and above (ASDA) — The length of the take-off run available control areas. plus the length of the stopway, if provided. ADVISORY SERVICE — Advice and information pro- ACROBATIC FLIGHT — Manoeuvres intentionally vided by a facility to assist pilots in the safe conduct performed by an aircraft involving an abrupt change of flight and aircraft movement. in its attitude, an abnormal attitude, or an abnormal AERODROME — A defined area on land or water variation in speed. (including any buildings, installations and equipment) ADEQUATE VIS REF (Adequate Visual Refer- intended to be used either wholly or in part for the ence) — Runway markings or runway lighting that arrival, departure and surface movement of aircraft. provides the pilot with adequate visual reference to NOTE: The term “aerodrome” where used in the pro- continuously identify the take-off surface and main- visions relating to flight plans and ATS messages is tain directional control throughout the take-off run. intended to cover also sites other than aerodromes ADS AGREEMENT — An ADS reporting plan which which may be used by certain types of aircraft; e.g., establishes the conditions of ADS data reporting (i.e., helicopters or balloons. data required by the air traffic services unit and fre- AERODROME CLIMATOLOGICAL SUMMARY — quency of ADS reports which have to be agreed to Concise summary of specified meteorological ele- prior to the provision of the ADS services). ments at an aerodrome, based on statistical data. NOTE: The terms of the agreement will be exchanged AERODROME CLIMATOLOGICAL TABLE — Table between the ground system and the aircraft by means providing statistical data on theobservedoccurrence of a contract, or a series of contracts. of one or more meteorological elements at an aero- ADS-C AGREEMENT — A reporting plan which drome. establishes the conditions of ADS-C data reporting AERODROME CONTROL SERVICE — Air traffic (i.e. data required by the air traffic services unit and control service for aerodrome traffic. frequency of ADS-C reports whichhavetobeagreed AERODROME CONTROL TOWER — Aunitestab- to prior to using ADS-C in the provision of air traffic lished to provide air traffic control service to aero- services). drome traffic. NOTE: The terms of the agreement will be exchanged AERODROME ELEVATION — The elevation of the between the ground system and the aircraft by means highest point of the landing area. of a contract, or a series of contracts. AERODROME FLIGHT INFORMATION SERVICE ADS CONTRACT — A means by which the terms (AFIS) — A directed traffic information and opera- of an ADS agreement will be exchanged between the tional information service provided within an aero- ground system and the aircraft, specifying under what drome flight information zone, to all radio equipped conditions ADS reports would be initiated, and what aircraft, to assist in the safe and efficient conduct of data would be contained in the reports. flight. NOTE: The term “ADS contract” is a generic term AERODROME METEOROLOGICAL OFFICE — An meaning variously, ADS event contract, ADS demand office, located at an aerodrome, designated to pro- contract, ADS periodic contract or an emergency vide meteorological service for international air navi- mode. Ground forwarding of ADS reports may be gation. implemented between ground systems. AERODROME REFERENCE CODE — A simple ADVISORY AIRSPACE — An airspace of defined method for interrelating the numerous specifications dimensions, or designated route, within which air traf- concerning the characteristics of aerodromes so as fic advisory service is available. to provide a series of aerodromes facilities that are ADVISORY ROUTE (ADR) — A designated route suitable for the aeroplanes that are intended to oper- along which air traffic advisory service is available. ate at the aerodrome. The aerodrome reference code NOTE: Air traffic control service provides a much — code number and letter, which are selected for more complete service than air traffic advisory ser- aerodrome planning purposes, have the meanings vice; advisory areas and routes are therefore not assigned to them as indicated in the table below:

Code Element 1 Code Element 2 Aeroplane Code Reference Field Code Number Length Letter Wing Span Outer Main Gear Wheel Span a) (1) (2) (3) (4) (5) 1 Less than 800m A Up to but not including 15m Up to but not including 4.5m

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Code Element 1 Code Element 2 Aeroplane Code Reference Field Code Number Length Letter Wing Span Outer Main Gear Wheel Span a) (1) (2) (3) (4) (5) 2 800m up to but not B 15m up to but not including 24m 4.5m up to but not including 6m including 1200m 3 1200m up to but not C 24m up to but not including 36m 6m up to but not including 9m including 1800m 4 1800m and over D 36m up to but not including 52m 9m up to but not including 14m E 52m up to but not including 65m 9m up to but not including 14m F 65m up to but not including 80m 14m up to but not including 16m a) Distance between the outside edges of the main gear wheels. NOTE: Guidance on planning for aeroplanes with AERONAUTICAL INFORMATION PUBLICATION wing spans greater than 80m is given in the ICAO (AIP) — A publication issued by or with the authority Doc. 9157 “Aerodrome Design Manual,” Parts 1 and of a State and containing aeronautical information of 2. a lasting character essential to air navigation. AERODROME TRAFFIC — All traffic on the manoeu- AERONAUTICAL METEOROLOGICAL STA- vring area of an aerodrome and all aircraft flying in the TION — A station designated to make observations vicinity of an aerodrome. and meteorological reports for use in international air NOTE: An aircraft is in the vicinity of an aerodrome navigation. when it is in, entering or leaving an aerodrome traffic AERONAUTICAL MOBILE SERVICE — A mobile circuit. service between aeronautical stations and aircraft AERODROME TRAFFIC CIRCUIT — The specified stations, or between aircraft stations, in which sur- path to be flown by aircraft operating in the vicinity of vival craft stations may participate; emergency an aerodrome. position-indicating radio beacon stations may also participate in this service on designated distress and AERODROME TRAFFIC FREQUENCY (ATF) — A emergency frequencies. frequency designated at an uncontrolled airport. An ATF is used to ensure all radio equipped aircraft oper- AERONAUTICAL RADIO, INCORPORATED ating within the area, normally within a 5NM radius of (ARINC) — An international radio network pro- the airport, are listening on a common frequency. The viding air-to-ground communications available on a ATF is normally the ground station frequency. Where subscription (fee) basis. a ground station does not exist, a common frequency AERONAUTICAL STATION — A land station in the is designated. Radio call sign is that of the ground sta- aeronautical mobile service. In certain instances, an tion, or where no ground station exists, a broadcast is aeronautical station may be located, for example, on made with the call sign “Traffic Advisory.” Jeppesen board ship or on a platform at sea. charts list the frequency and the area of use when AERONAUTICAL TELECOMMUNICATION SER- other than the standard 5NM. VICE — A telecommunication service provided for AERODROME TRAFFIC ZONE (ATZ) — An any aeronautical purpose. airspace of detailed dimensions established around AERONAUTICAL TELECOMMUNICATION STA- an aerodrome for the protection of aerodrome traffic. TION — A station in the aeronautical telecommuni- AERONAUTICAL FIXED SERVICE (AFS) — A cation service. telecommunication service between specified fixed AIRBORNE COLLISION AVOIDANCE SYSTEM points provided primarily for the safety of air navi- (ACAS) — An aircraft system based on secondary gation and for the regular, efficient and economical surveillance radar (SSR) transponder signals which operation of air services. operates independently of ground-based equipment AERONAUTICAL FIXED STATION — A station in the to provide advice to the pilot on potential conflicting aeronautical fixed service. aircraft that are equipped with SSR transponders. AERONAUTICAL FIXED TELECOMMUNICATION AIRCRAFT — Any machine that can derive support NETWORK (AFTN) — A world-wide system of in the atmosphere from the reactions of the air other aeronautical fixed circuits provided, as part of the than the reactions of the air against the earth’s sur- aeronautical fixed service, for the exchange of mes- face. sages and/or digital data between aeronautical fixed AIRCRAFT ADDRESS — A unique combination of stations having the same or compatible communica- 24 bits available for assignment to an aircraft for the tions characteristics. purpose of air-ground communications, navigation AERONAUTICAL GROUND LIGHT — Any light spe- and surveillance. cially provided as an aid to air navigation, other than AIRCRAFT APPROACH CATEGORY (USA a light displayed on an aircraft. TERPS) — A grouping of aircraft based on a speed ofVref,ifspecified,orifVrefisnotspecified,1.3 VS0 at the maximum certificated landing weight. Vref, VS0, and the maximum certificated landing weight

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are those values as established for the aircraft by the No Risk of Collision — The risk classification of certification authority of the country of registry. An an aircraft proximity in which no risk of collision aircraft shall fit in only one category. If it is necessary has existed. to maneuver at speeds in excess of the upper limit Risk not Determined — The risk classification of of a speed range for a category, the minimums for an aircraft proximity in which insufficient informa- the next higher category must be used. For example, tionwasavailabletodeterminetheriskinvolved, an aircraft which falls in Category A, but is circling or inconclusive or conflicting evidence precluded to land at a speed in excess of 91 knots, should use such determination. the approach Category B minimums when circling to AIRCRAFT STATION — A mobile station in the aero- land. The categories are as follows: nautical mobile service, other than a survival craft sta- Category A Speed less than 91KT. tion, located on board an aircraft. AIR DEFENSE IDENTIFICATION ZONE (ADIZ) — Category B Speed 91KT or more but less than 121KT. The area of airspace over land or water, extending upward from the surface, within which the ready iden- Category C Speed 121KT or more but less tification, the location, and the control of aircraft are than 141KT. required in the interest of national security. Category D Speed 141KT or more but less AIR-GROUND COMMUNICATION — Two-way com- than 166KT. munication between aircraft and stations or locations Category E Speed 166KT or more. on the surface of the earth. AIR-GROUND CONTROL RADIO STATION — AIRCRAFT APPROACH CATEGORY (ICAO) — The ICAO table, depicted in the ATC section-200 series, An aeronautical telecommunication station having indicates the specified range of handling speeds (IAS primary responsibility for handling communications in Knots) for each category of aircraft to perform the pertaining to the operation and control of aircraft in maneuvers specified. These speed ranges have been a given area. assumed for use in calculating airspace and obstacle AIRMET INFORMATION — Information issued by clearance for each procedure. a meteorological watch office concerning the occur- AIRCRAFT IDENTIFICATION — A group of letters, rence or expected occurrence of specified en route figures or combination thereof which is either identical weather phenomena which may affect the safety to, or the coded equivalent of, the aircraft call sign to of low-level aircraft operations and which was not be used in air-ground communications, and which is already included in the forecast issued for low-level used to identify the aircraft in ground-ground air traffic flights in the flight information region concerned or services communications. sub-area thereof. AIRPORT — AIRCRAFT – LARGE AIRCRAFT (LACFT) — Ter m An area on land or water that is used used when referring to ICAO aircraft category DL or intended to be used for the landing and take-off of standard dimensions: aircraft and includes its buildings and facilities, if any. AIRPORT ELEVATION/FIELD ELEVATION — – wing span – more than 65m/213ft (max The 80m/262ft); and/or highest point of an airports usable runways measured in feet from mean sea level. In a few countries, the air- – vertical distance between the flight parts of the port elevation is determined at the airport reference wheels and the glide path antenna – more than point. 7m/23ft (max 8m/26ft). AIRPORT REFERENCE POINT (ARP) — A point on For precision approach procedures, the dimensions the airport designated as the official airport location. of the aircraft are also a factor for the calculation of AIRPORT SURVEILLANCE RADAR (ASR) — the OCH. Approach control radar used to detect and display an For category DL aircraft, additional OCA/H is pro- aircraft’s position in the terminal area. ASR provides vided, when necessary. range and azimuth information but does not provide AIRCRAFT OBSERVATION — The evaluation of one elevation data. Coverage of the ASR can extend up or more meteorological elements made from an air- to 60 miles. craft in flight. AIRPROX — Thecodewordusedinanairtraffic AIRCRAFT PROXIMITY — A situation in which, in incident report to designate aircraft proximity. the opinion of a pilot or air traffic services personnel, AIR-REPORT — A report from an aircraft in flight the distance between aircraft as well as their relative prepared in conformity with requirements for position positions and speed have been such that the safety and operational and/or meteorological reporting. of the aircraft involved may have been compromised. An aircraft proximity is classified as follows: NOTE: Details of the AIREP form are given in PANSATM (Doc 4444) and ATC section. Risk of Collision —The risk classification of an AIR-TAXIING — aircraft proximity in which serious risk of collision Movement of a helicopter/VTOL has existed. above the surface of an aerodrome, normally in ground effect and at a ground speed normally less Safety not Assured — The risk classification of than 20KT (37kmh). an aircraft proximity in which the safety of the aircraft may have been compromised.

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NOTE: The actual height may vary, and some heli- NOTE: An air traffic services reporting office may be copters may require air-taxiing above 25ft (8m) AGL established as a separate unit or combined with an to reduce ground effect turbulence or provide clear- existing unit, such as another air traffic services unit, ance for cargo slingloads. or a unit of the aeronautical information service. AIR-TO-GROUND COMMUNICATION — One-way AIR TRAFFIC SERVICES (ATS) ROUTE — Aspeci- communication from aircraft to stations or locations fied route designated for channeling the flow of traffic on the surface of the earth. as necessary for provision of air traffic services. AIR TRAFFIC — All aircraft in flight or operating on NOTE: The term “ATS Route” is used to mean var- the manoeuvring area of an aerodrome. iously, airway, advisory route, controlled or uncon- AIR TRAFFIC ADVISORY SERVICE — A service trolled route, arrival or departure route, etc. provided within advisory airspace to ensure separa- AIR TRAFFIC SERVICES (ATS) ROUTE (USA) — tion, in so far as practical, between aircraft which are A generic term that includes ‘VOR Federal airways’, operating on IFR flight plans. ‘colored Federal airways’, ‘jet routes’, ‘Military Train- AIR TRAFFIC CONTROL ASSIGNED AIRSPACE ing Routes’, ‘named routes’, and ‘RNAV routes.’ (ATCAA) — Airspace of defined vertical/lateral limits, AIR TRAFFIC SERVICES UNIT — A generic term assigned by ATC, for the purpose of providing air meaning variously, air traffic control unit, flight infor- traffic segregation between the specified activities mation centre or air traffic services reporting office. being conducted within the assigned airspace and AIRWAY (ICAO) — A control area or portion thereof other IFR air traffic. established in the form of a corridor equipped with AIR TRAFFIC CONTROL CLEARANCE — Autho- radio navigation aids. rization for an aircraft to proceed under conditions AIRWAY (USA) — A Class “E” airspace area estab- specified by an air traffic control unit. lished in the form of a corridor, the centerline of which NOTE 1: For convenience, the term “air traffic control is defined by radio navigational aids. clearance” is frequently abbreviated to “clearance” ALERFA — Thecodewordusedtodesignateanalert when used in appropriate contexts. phase. NOTE 2: The abbreviated term “clearance” may be ALERT AREA (USA) — [see SPECIAL USE prefixed by the words “taxi,” “take-off,”“departure,” “en AIRSPACE (SUA)]. route,” “approach” or “landing” to indicate the particu- ALERTING SERVICE — A service provided to notify lar portion of flight to which the air traffic control clear- appropriate organizations regarding aircraft in need ance relates. of search and rescue aid, and assist such organiza- AIR TRAFFIC CONTROL INSTRUCTION — Direc- tions as required. tives issued by air traffic control for the purpose of ALERT PHASE — A situation wherein apprehension requiring a pilot to take a specific action. exists as to the safety of an aircraft and its occupants. AIR TRAFFIC CONTROL SERVICE — A service ALLOCATION, ALLOCATE — Distribution of fre- provided for the purpose of: quencies, SSR Codes, etc. to a State, unit or service, a. preventing collisions: Distribution of 24-bit aircraft addresses to a State or 1. between aircraft; and common mark registering authority. 2. on the manoeuvring area between aircraft ALONG TRACK DISTANCE — The distance mea- and obstructions; and sured from a point-in-space by systems using area b. expediting and maintaining an orderly flow of air navigation reference capabilities that are not subject traffic. to slant range errors. AIR TRAFFIC CONTROL UNIT — A generic term ALPHANUMERIC CHARACTERS (Alphanumer- meaning variously, area control centre, approach ics) — A collective term for letters and figures (digits). control office or aerodrome control tower. ALTERNATE AERODROME (ICAO) — An aero- AIR TRAFFIC SERVICE (ATS) — A generic term drometowhichanaircraftmayproceedwhenit meaning variously, flight information service, alerting becomes either impossible or inadvisable to proceed service, air traffic advisory service, air traffic control to or to land at the aerodrome of intended landing. service (area control service, approach control ser- Alternate aerodromes include the following: vice or aerodrome control service). Take-Off Alternate — An alternate aerodrome at AIR TRAFFIC SERVICES AIRSPACES — Airspaces which an aircraft can land should this become nec- of defined dimensions, alphabetically designated, essary shortly after take-off and it is not possible within which specific types of flights may operate and to use the aerodrome of departure. for which air traffic services and rules of operation En Route Alternate — An aerodrome at which an are specified. aircraft would be able to land after experiencing an NOTE: ATS airspaces are classified as Class “A” to abnormal or emergency condition while en route. “G.” Destination Alternate — An alternate aerodrome AIR TRAFFIC SERVICES REPORTING OFFICE — towhichanaircraftmayproceedshoulditbecome A unit established for the purpose of receiving reports impossible or inadvisable to land at the aerodrome concerning air traffic services and flight plans submit- of intended landing. ted before departure.

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NOTE: The aerodrome from which a flight departs APPROACH FUNNEL — A specified airspace mayalsobeanenrouteoradestinationalternate around a nominal approach path within which an air- aerodrome for that flight. craft approaching to land is considered to be making ETOPS En Route Alternate — A suitable and a normal approach. appropriate alternate aerodrome at which an APPROACH PROCEDURE WITH VERTICAL GUID- aeroplane would be able to land after experienc- ANCE (APV) — [see INSTRUMENT APPROACH ing an engine shutdown or other abnormal or PROCEDURE (IAP)]. emergency condition while en route in an ETOPS APPROACH SEQUENCE — The order in which two operation. or more aircraft are cleared to approach to land at the ALTERNATE AIRPORT (USA) — An airport at which aerodrome. an aircraft may land if a landing at the intended airport APPROPRIATE ATS AUTHORITY — The relevant becomes inadvisable. authority designated by the State responsible for pro- ALTIMETER SETTING — The barometric pressure viding air traffic services in the airspace concerned. reading used to adjust a pressure altimeter for vari- APPROPRIATE AUTHORITY — ations in existing atmospheric pressure or to the a. Regarding flight over the high seas: The rel- standard altimeter setting (29.92 inches of mercury, evant authority of the State of Registry. 1013.2 hectopascals or 1013.2 millibars). b. Regarding flight other than over the high QFE — The atmospheric pressure setting which, seas: The relevant authority of the State having when set in the aircraft’s altimeter, will cause the sovereignty over the territory being overflown. altimeter to read zero when at the reference datum of the airfield. APRON — A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of QNE — The constant atmospheric pressure loading or unloading passengers, mail or cargo, related to a reference datum of 29.92 inches of fueling, parking or maintenance. mercury or 1013.25 hectopascals or 1013.25 millibars, used for expressing flight levels. AREA CONTROL CENTRE — A unit established to provide air traffic control service to controlled flights QHN — The atmospheric pressure setting which, in control areas under its jurisdiction. when set in the aircraft’s altimeter, will cause the altimeter to read altitudes referenced to mean sea AREA CONTROL SERVICE — Air traffic control ser- level. vice for controlled flights in control areas. ALTITUDE (ICAO) — The vertical distance of a level, AREA MINIMUM ALTITUDE (AMA) — The minimum a point, or an object considered as a point, measured altitude to be used under instrument meteorological from Mean Sea Level (MSL). conditions (IMC), that provides a minimum obstacle clearance within a specified area, normally formed by ALTITUDE (USA) — The height of a level, point or parallels and meridians. object measured in feet Above Ground Level (AGL) or from Mean Sea Level (MSL). AREA NAVIGATION/RNAV — A method of navigation which permits aircraft operation on any desired a. AGL Altitude — Altitude expressed in feet mea- flight path within the coverage of the station-refer- sured above ground level (QFE). enced navigation aids or within the limits of the capa- b. MSL Altitude — Altitude expressed in feet mea- bility of self-contained aids, or a combination of these. suredfrommeansealevel(QNH). AREA NAVIGATION ROUTE — An ATS route estab- c. Indicated Altitude — The Altitude as shown by lished for the use of aircraft capable of employing area an altimeter. On a pressure barometric altimeter navigation. it is altitude as shown uncorrected for instru- ARRIVAL ROUTES — Routes on an instrument ment error and uncompensated for variation approach procedure by which aircraft may proceed from standard atmospheric conditions. from the enroute phase of flight to the initial approach APPROACH BAN — An approach procedure, for fix. which continuation is prohibited beyond a specific ASSIGNMENT, ASSIGN — Distribution of frequen- point, and or specified height, if the reported visibil- cies to stations. Distribution of SSR Codes or 24-bit ity or RVR is below the minimum specified for that addresses to aircraft. approach. ATIS — ASOS INTERFACE — Aswitchthatallows APPROACH CONTROL OFFICE — A unit estab- ASOS weather observations to be appended to lished to provide air traffic control service to controlled the ATIS broadcast, making weather information flights arriving at, or departing from, one or more available on the same (ATIS) frequency H24. When aerodromes. the tower is open, ATIS information and the hourly APPROACH CONTROL SERVICE — Air traffic con- weather will be broadcast. When the tower is closed, trol service for arriving or departing controlled flights. one-minute weather information updates are broad- APPROACH CONTROL UNIT — A unit established cast, and the controller can add overnight ATIS to provide air traffic control service to controlled information to the ASOS automated voice weather flights arriving at, or departing from, one or more message. aerodromes. ATS ROUTE — A specified route designed for channeling the flow of traffic as necessary for the provision of air traffic services.

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NOTE1:Theterm“ATSroute”isusedtomeanvar- aviation weather information. ASOS information may iously, airway, advisory route, controlled or uncon- be transmitted over a discrete VHF radio frequency trolled route, arrival or departure route, etc. or the voice portion of a local navaid. NOTE 2: An ATS route is defined by route specifi- AUTOMATED WEATHER OBSERVING SYSTEM cations which include an ATS route designator, the (AWOS) — An automated weather reporting system track to or from significant points (way-points), dis- which transmits local real-time weather data directly tance between significant points, reporting require- to the pilot. ments and, as determined by the appropriate ATS authority, the lowest safe altitude. AWOS-A Only reports altimeter setting. ATS SURVEILLANCE SERVICE — Atermusedto AWOS-A/V Reports altimeter setting plus visibility. indicate a service provided directly by means of an AWOS-1 Usually reports altimeter setting, wind ATS surveillance system. data, temperature, dewpoint and ATS SURVEILLANCE SYSTEM — A generic term density altitude. meaning variously, ADS-B, PSR, SSR or any compa- AWOS-2 Reports same as AWOS-1 plus rable ground-based system that enables the identifi- visibility. cation of aircraft. AWOS-3 Reports the same as AWOS-2 plus NOTE: A comparable ground-based system is one cloud/ceiling data. that has been demonstrated, by comparative assessment or other methodology, to have a level of safety AUTOMATED WEATHER SENSOR SYSTEM and performance equal to or better than monopulse (AWSS) — A surface weather observing system SSR. similar to AWOS and ASOS, providing all the weather AUTOMATIC DEPENDENT SURVEILLANCE information furnished by ASOS systems. The AWSS (ADS) — A surveillance technique, in which air- sensor suite automatically collects, measures, pro- craft automatically provide, via a data link, data cesses, and broadcasts surface weather data includ- derived from on-board navigation and position fixing ing altimeter setting, temperature and dew point, systems, including aircraft identification, four-dimen- cloud height and coverage, visibility, present weather sional position and additional data as appropriate. (rain, drizzle, snow), rain accumulation, freezing rain, thunderstorms, fog, mist, haze, freezing fog, as well AUTOMATIC DEPENDENT SURVEILLANCE — as wind speed, direction, and gusts. BROADCAST (ADS-B) — A means by which air- BALKED LANDING — craft, aerodrome vehicles and other objects can A landing manoeuvre that is automatically transmit and/or receive data such as unexpectedly discontinued below DA(H)/MDA(H) or identification, position and additional data, as appro- beyond MAP. priate, in a broadcast mode via a data link. BASE TURN — A turn executed by the aircraft during AUTOMATIC DEPENDENT SURVEILLANCE — the initial approach between the end of the outbound CONTRACT (ADS-C) — A means by which the track and the beginning of the intermediate or final terms of an ADS-C agreement will be exchanged approach track. The tracks are not reciprocal. between the ground system and the aircraft, via a NOTE: Base turns may be designated as being made data link, specifying under what conditions ADS-C either in level flight or while descending, according to reports would be initiated, and what data would be the circumstances of each individual procedure. contained in the reports. BLIND TRANSMISSION — A transmission from one NOTE: The abbreviated term “ADS” contract is com- station to another station in circumstances where monly used to refer to ADS event contract, ADS two-way communication cannot be established but demand contract or an emergency mode. where it is believed that the called station is able to AUTOMATIC TERMINAL INFORMATION SERVICE receive the transmission. (ATIS) — The automatic provision of current, routine BRAKING ACTION (GOOD, FAIR, POOR, NIL) — information to arriving and departing aircraft through- A report of conditions on the airport movement area out 24 hours or a specified portion thereof: providing a pilot with a degree/quality of braking that – Data link-automatic terminal information service might be expected. Braking action is reported in (D-ATIS). The provision of ATIS via data link. terms of good, fair, poor, or nil. BRIEFING — – Voice-automatic terminal information service Oral commentary on existing and/or (Voice-ATIS). The provision of ATIS by means of expected conditions. continuous and repetitive voice broadcasts. BROADCAST — A transmission of information relat- AUTOMATED SURFACE OBSERVATION SYSTEM ing to air navigation that is not addressed to a specific (ASOS) — The Automated Surface Observation station or stations. System, in the United States, is a surface weather CARDINAL ALTITUDES OR FLIGHT LEVELS — observing system implemented by the National “Odd” or “Even” thousand-foot altitudes or flight lev- Weather Service, the Federal Aviation Administra- els; e.g., 5000, 6000, 7000, FL60, FL250, FL260, tion and the Department of Defense. It is designed FL270. to support aviation operations and weather fore- CATCH POINT — A fix/waypoint that serves as a cast activities. The ASOS provides continuous transition point from the high altitude waypoint nav- minute-by-minute observations and performs the igation structure to the low altitude structure or an basic observing functions necessary to generate an arrival procedure (STAR). aviation routine weather report (METAR) and other

CEILING (ICAO) — The height above the ground or COMMUNITY AERODROME RADIO STATION water of the base of the lowest layer of cloud below (CARS) — An aerodrome radio that provides 6000m (20,000ft) covering more than half the sky. weather, field conditions, accepts flight plans and CEILING (USA) — The height above the earth’s sur- position reports. face of the lowest layer of clouds or obscuring phe- COMPULSORY REPORTING POINTS — Reporting nomena that is reported as “broken”, “overcast”, or points which must be reported to ATC. They are “obscuration”, and not classified as “thin”, or “partial”. designated on aeronautical charts by solid triangles CHANGE-OVER POINT — The point at which an air- or filed in a flight plan as fixes selected to define craft navigating on an ATS route segment defined direct routes. These points are geographical loca- by reference to very high frequency omnidirectional tions which are defined by navigation aids/fixes. radio ranges is expected to transfer its primary navi- Pilots should discontinue position reporting over gational reference from the facility behind the aircraft compulsory reporting points when informed by ATC to the next facility ahead of the aircraft. that their aircraft is in “radar contact.” NOTE: Change-over points are established to provide COMPUTER — A device which performs sequences the optimum balance in respect of signal strength and of arithmetical and logical steps upon data without quality between facilities at all levels to be used and human intervention. to ensure a common source of azimuth guidance for NOTE: When the word “computer” is used in this all aircraft operating along the same portion of a route document it may denote a computer complex, which segment. includes one or more computers and peripheral CHART CHANGE NOTICES — Jeppesen Chart equipment. Change Notices include significant information CONDITIONAL ROUTES (CDR) (Europe) — changes affecting Enroute, Area, and Terminal Category 1,2,3. charts. Entries are published until the temporary condition no longer exists, or until the permanent Category 1: Permanently plannable CDR during change appears on revised charts. Enroute chart designated times. numbers/panel numbers/letters and area chart identi- Category 2: Plannable only during times fiers are included for each entry in the enroute portion designated in the Conditional of the Chart Change Notices. To avoid duplication of Route Availability Message (CRAM) information in combined Enroute and Terminal Chart published at 1500 for the 24 hour Change Notices, navaid conditions, except for ILS period starting at 0600 the next day. components, are listed only in the Enroute portion of Category 3: Not plannable. Usable only when the Chart Change Notices. All times are local unless directed by ATC. otherwise indicated. Vertical bars indicate new or revised information. Chart Change Notices are only CONTROL AREA (ICAO) — A controlled airspace an abbreviated service. Always ask for pertinent extending upwards from a specified limit above the NOTAMs prior to flight. earth. CIRCLING APPROACH / CIRCLE-TO-LAND CONTROLLED AERODROME — An aerodrome at MANEUVER — An extension of an instrument which air traffic control service is provided to aero- approach procedure which provides for visual cir- drome traffic. cling of the aerodrome prior to landing. NOTE: The term “controlled aerodrome” indicates CLEARANCE LIMIT — The point to which an aircraft that air traffic control service is provided to aero- is granted an air traffic control clearance. drome traffic but does not necessarily imply that a CLEARWAY — An area beyond the take-off runway control zone exists. under the control of airport authorities within which CONTROLLED AIRSPACE — An airspace of terrain or fixed obstacles may not extend above spec- defined dimensions within which air traffic control ified limits. These areas may be required for certain service is provided to IFR flights and to VFR flights turbine-powered operations and the size and upward in accordance with the airspace classification. slope of the clearway will differ depending on when NOTE: Controlled airspace is a generic term which the aircraft was certified. covers ATS airspace Classes “A”, “B”, “C”, “D”, and CLOUD OF OPERATIONAL SIGNIFICANCE — A “E”. cloud with the height of cloud base below 5000ft CONTROLLED FIRING AREA (USA) — [see SPE- (1500m) or below the highest minimum sector alti- CIAL USE AIRSPACE (SUA)]. tude, whichever is greater, or a cumulonimbus cloud CONTROLLED FLIGHT — Any flight which is subject or a towering cumulus cloud at any height. to an air traffic control clearance. CODE (SSR CODE) — Thenumberassignedtoa CONTROLLER-PILOT DATA LINK COMMUNICA- particular multiple pulse reply signal transmitted by a TIONS (CPDLC) — A means of communication transponder in Mode A or Mode C. between controller and pilot, using data link for ATC COMMON TRAFFIC ADVISORY FREQUENCY communications. (CTAF) (USA) — A frequency designed for the pur- CONTROL ZONE (CTR) (ICAO) — A controlled pose of carrying out airport advisory practices while airspace extending upwards from the surface of the operating to or from an uncontrolled airport. The earth to a specified upper limit. CTAF may be a UNICOM, Multicom, FSS, or tower frequency.

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COURSE — does not see the required visual reference, or to a. The intended direction of flight in the horizontal continue the approach. Decision altitude/height is plane measured in degrees from north. expressed in feet above mean sea level/ground level. b. The ILS localizer signal pattern usually specified NOTE: Jeppesen approach charts use the abbrevia- as front course or back course. tion DA(H). The decision altitude “DA” is referenced to mean sea level (MSL) and the parenthetical decision c. The intended track along a straight, curved, or height (DH) is referenced to the TDZE or threshold segmented MLS path. elevation. A DA(H) of 1440ft (200ft is a Decision Alti- CRITICAL HEIGHT — Lowest height in relation to an tude of 1440ft and a Decision Height of 200ft. aerodrome specified level below which an approach DEPARTURE CLEARANCE VIA DATA LINK procedure cannot be continued in a safe manner (DCL) — Provides assistance for requesting and solely by the aid of instruments. delivering information and clearance, with the objec- CRUISE CLIMB — An aeroplane cruising technique tive of reducing aircrew and controller workload. The resulting in a net increase in altitude as the aeroplane DCL service shall be initiated by the aircrew at a mass decreases. suitable time between Ti and Tt where: CRUISING LEVEL — A level maintained during a significant portion of a flight. Ti – theearliesttimeatwhichaDCLservicecan CURRENT FLIGHT PLAN (CPL) — The flight plan, be initiated; including changes, if any, brought about by subse- Tt – the latest time after which an aircrew, having quent clearances. not completed the DCL service, is still able DANGER AREA (ICAO) — [see SPECIAL USE to receive by voice procedures and in due AIRSPACE (SUA)]. time, the vocal departure clearance. DATA CONVENTION — An agreed set of rules gov- The third time parameter of the DCL acknowledge erning the manner or sequence in which a set of data procedure is T1 where: may be combined into a meaningful communication. T1 – timer implemented in the ATS ground system DATA LINK COMMUNICATIONS — Aformofcom- between the sending by ATS ground system munication intended for the exchange of messages of the DCL clearance message and the via a data link. reception by it of the read-back of DCL DATA LINK INITIATION CAPABILITY (DLIC) — clearance message. A data link application that provides the ability to exchange addresses, names and version numbers DEPENDENT PARALLEL APPROACHES — Simul- necessary to initiate data link applications. taneous approaches to parallel or near-parallel instrument runways where radar separation minima DEAD RECKONING (DR) NAVIGATION — The esti- between aircraft on adjacent extended runway centre mating or determining of position by advancing an lines are prescribed. earlier known position by the application of direction, time and speed data. DETRESFA — The code word used to designate a DECISION ALTITUDE (DA) or DECISION HEIGHT distress phase. (DH) (ICAO) — A specified altitude or height in DIRECT ROUTE - D — 1228763652000 A requested route pub- the precision approach or approach with vertical lished on a Jeppesen EnrouteorAreacharttoassist guidance at which a missed approach must be initi- pilots who have previous knowledge of acceptance ated if the required visual reference to continue the of these routes by ATC. Use of a Direct route may approach has not been established. require prior ATC approval and may not provide ATC NOTE: or Advisory services, or be acceptable in flight plans. a. Decision altitude (DA) is referenced to mean sea DISCRETE CODE — Afour-digit SSR Code with the level (MSL) and decision height (DH) is refer- last two digits not being “00.” enced to the threshold elevation. DISPLACED THRESHOLD — A threshold that is b. The required visual reference means that sec- located at a point on the runway other than the tion of the visual aids or of the approach area designated beginning of the runway. which should have been in view for sufficient DISTRESS — A condition of being threatened by time for the pilot to have made an assessment of serious and/or imminent danger and of requiring the aircraft position and rate of change of posi- immediate assistance. tion,inrelationtothedesiredflightpath.InCat- DISTRESS PHASE — A situation wherein there is egory III operations with a decision height the a reasonable certainty that an aircraft and its occu- required visual reference is that specified for the pants are threatened by grave and imminent danger particular procedure and operation. or require immediate assistance. c. For convenience where both expressions are DME DISTANCE — The line of sight distance (slant used they may be written in the form “decision range) from the source of a DME signal to the receiv- altitude/height” and abbreviated “DA/H.” ing antenna. DECISION ALTITUDE/HEIGHT (DA/H) (FAA) — Is a specified altitude/height in an instrument approach procedure at which the pilot must decide whether to initiate an immediate missed approach if the pilot

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EFFECTIVE DATE/TIME — NOTE: The actual time of leaving the holding point FAA and Canada: Aeronautical information in will depend upon the approach clearance. the U.S. and its territories is generally effec- EXTENDED OPERATION (ETOPS) — Any flight by tive on the designated effective date at 09:01 an aeroplane with two turbine power-units where the Coordinated Universal Time (UTC). The effec- flight time at the one power-unit inoperative cruise tive time applies to airspace, airways and flight speed (in ISA and still air conditions), from a point procedures. It allows for implementation between on the route to an adequate alternate aerodrome, is 01:00 and 06:00 local standard time in the U.S. greater than the threshold time approved by the State Local authorities may change the date or time of of the Operator. implementation due to local operational consider- FAA AIR CARRIER OPERATIONS SPECIFICA- ations. Check NOTAMs and contact local ATC for TIONS — Document issued to users operating under information. Federal Aviation Administration Regulations (FAR) International: The International Civil Aviation Parts 121, 125, 127, 129, and 135. Operations Spec- Organization (ICAO) guidance specifies that ifications are established and formalized by FARs. aeronautical information should be effective on The primary purpose of FAA Air Carrier Operations the designated effective date at 00:00 Coordi- Specifications is to provide a legally enforceable nated Universal Time (UTC). However national means of prescribing an authorization, limitation and local authorities often change the effective and/or procedures for a specific operator. Operations time to allow for implementation during the local Specifications are subject to expeditious changes. night or at other times due to local operational These changes are usually too time critical to adopt considerations. When an effective time other through the regulatory process. than 00:00 UTC is used, ICAO requires that it be FEEDER FIX — The fix depicted on instrument published in the official Aeronautical Information approach procedure charts which establishes the Publication (AIP) of the country. Check NOTAMs starting point of the feeder route. and contact local ATC for information. FEEDER ROUTE — Routes depicted on instrument ELEVATION — The vertical distance of a point or a approach procedure charts to designate routes for level, on or affixed to the surface of the earth, mea- aircraft to proceed from the enroute structure to the sured from mean sea level. initial approach fix (IAF). EMERGENCY PHASE — A generic term meaning, FILED FLIGHT PLAN (FPL) — The flight plan as as the case may be, uncertainty phase, alert phase filed with an ATS unit by the pilot or a designated or distress phase. representative, without any subsequent changes. ENGINEERED MATERIALS ARRESTING SYSTEM FINAL APPROACH COURSE — A bearing/radial/ (EMAS) — High-energy-absorbing material located track of an instrument approach leading to a runway in the runway overrun that is designed to crush under or an extended runway centerline all without regard the weight of an aircraft as the material exerts decel- to distance. eration forces on the aircraft landing gear. FINAL APPROACH (ICAO) — That part of an instru- ENROUTE FLIGHT ADVISORY SERVICE (FLIGHT ment approach procedure which commences at the WATCH) — A service specifically designed to pro- specified final approach fix or point, or where such a vide, upon pilot request, timely weather information fix or point is not specified, pertinent to the type of flight, intended route of flight, a. at the end of the last procedure turn, base turn and altitude. The FSSs providing this service are indi- or inbound turn of a racetrack procedure, if spec- catedonJeppesenEnrouteandAreacharts. ified; or ESTIMATED ELAPSED TIME — The estimated b. at the point of interception of the last track spec- time required to proceed from one significant point ified in the approach procedure; and ends at a to another. point in the vicinity of an aerodrome from which: ESTIMATED OFF-BLOCK TIME — The estimated 1. a landing can be made; or time at which the aircraft will commence movement associated with departure. 2. a missed approach procedure is initiated. ESTIMATED TIME OF ARRIVAL — For IFR flights, FINAL APPROACH AND TAKE-OFF AREA the time at which it is estimated that the aircraft will (FATO) — A defined area over which the final phase arrive over that designated point, defined by refer- of the approach manoeuvre to hover or landing is ence to navigation aids, from which it is intended completed and from which the take-off manoeuvre that an instrument approach procedure will be com- is commenced. Where the FATO is to be used by menced, or if no navigation aid is associated with the performance Class 1 helicopters, the defined area aerodrome, the time at which the aircraft will arrive includes the rejected take-off area available. over the aerodrome. For VFR flights, the time at which FINAL APPROACH FIX (FAF) — The fix from it is estimated that the aircraft will arrive over the aero- which the final approach (IFR) to an airport is exe- drome. cuted and which identifies the beginning of the final EXPECTED APPROACH TIME — Thetimeatwhich approach segment. It is designated in the profile ATC expects that an arriving aircraft, following a delay, view of Jeppesen Terminal charts by the Maltese will leave the holding point to complete its approach Cross symbol for non-precision approaches and for a landing. by the glide slope/path intercept point on precision approaches. The glide slope/path symbol starts at

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the FAF. When ATC directs a lower-than-published c. when set to a pressure of 1013.2 hectopascals Glide Slope/Path Intercept Altitude, it is the resultant (hPa),maybeusedtoindicateflightlevels. actual point of the glide slope/path intercept. NOTE 2: The terms “height” and “altitude,” used in FINAL APPROACH FIX (FAF) (AUSTRALIA) — A NOTE 1 above, indicate altimetric rather than geo- specified point on a non-precision approach which metric heights and altitudes. identifies the commencement of the final segment. FLIGHT PATH MONITORING — The use of ATS The FAF is designated in the profile view of Jeppesen surveillance systems for the purpose of providing Terminal charts by the Maltese Cross symbol. aircraft with information and advice relative to signif- FINAL APPROACH FIX (FAF) OR POINT (FAP) icant deviations from nominal flight path, including (ICAO) — That fix or point of an instrument approach deviations from the terms of their air traffic control procedure where the final approach segment com- clearances. mences. NOTE: Some applications may require a specific FINAL APPROACH — IFR (USA) — The flight path technology, e.g. radar, to support the function of flight of an aircraft which is inbound to an airport on a final path monitoring. instrument approach course, beginning at the final FLIGHT PLAN — Specified information provided to approach fix or point and extending to the airport air traffic services units, relative to an intended flight or the point where a circling approach/circle-to-land or portion of a flight of an aircraft. maneuver or a missed approach is executed. NOTE: Specifications for flight plans are contained FINAL APPROACH POINT (FAP) (USA) — The in ICAO Rules of the Air, Annex 2. A Model Flight point, applicable only to a non-precision approach Form is contained in ICAO Rules of the Air and Air with no depicted FAF (such as an on-airport VOR), Traffic Services, PANS-RAC (Doc 4444), Appendix 2 where the aircraft is established inbound on the final and ATC section. approach course from the procedure turn and where FLIGHT VISIBILITY — The visibility forward from the the final approach descent may be commenced. The cockpit of an aircraft in flight. FAP serves as the FAF and identifies the beginning of the final approach segment. FLIGHT WATCH (USA) — A shortened term for use FINAL APPROACH POINT (FAP) (AUSTRALIA) — in air-ground contacts to identify the flight service station providing Enroute Flight Advisory Service; e.g., A specified point on the glide path of a precision “Oakland Flight Watch.” instrument approach which identifies the commencement of the final segment. FLOW CONTROL — Measures designed to adjust the flow of traffic into a given airspace, along a given NOTE: The FAP is co-incident with the FAF of a local- route, or bound for a given aerodrome, so as to izer-based non-precision approach. ensure the most effective utilization of the airspace. FINAL APPROACH SEGMENT (FAS) — That seg- FORECAST — A statement of expected meteorolog- ment of an instrument approach procedure in which ical conditions for a specified time or period, and for alignment and descent for landing are accomplished. a specified area or portion of airspace. FLIGHT CREW MEMBER — A licensed crew mem- GAMET AREA FORECAST — An area forecast in ber charged with duties essential to the operation of abbreviated plain language for low-level flights for an aircraft during flight time. a flight information region or sub-area thereof, pre- FLIGHT DOCUMENTATION — Written or printed pared by the meteorological office designated by the documents, including charts or forms, containing meteorological authority concerned and exchanged meteorological information for a flight. with meteorological offices in adjacent flight informa- FLIGHT INFORMATION CENTRE — A unit estab- tion regions, as agreed between the meteorological lished to provide flight information service and alert- authorities concerned. ing service. GBAS-LANDING SYSTEM (GLS) — Asystemfor FLIGHT INFORMATION REGION (FIR, UIR) — An Approach and Landing operations utilizing GNSS, airspace of defined dimensions within which Flight augmented by a Ground-Based Augmentation Sys- Information Service and Alerting Service are pro- tem (GBAS), as the primary navigational reference. vided. GLIDEPATH(GP)(ICAO)—A descent profile deter- FLIGHT INFORMATION SERVICE (FIS) — A service mined for vertical guidance during a final approach. provided for the purpose of giving advice and informa- GLIDE SLOPE (GS) (USA) — Provides vertical guid- tion useful for the safe and efficient conduct of flights. ance for aircraft during approach and landing. The FLIGHT LEVEL (FL) — A surface of constant atmo- glide slope/glidepath is based on the following: sphericpressurewhichisrelatedtoaspecificpres- a. Electronic components emitting signals sure datum, 1013.2 hectopascals (hPa), and is sep- which provide vertical guidance by reference arated from other such surfaces by specific pressure to airborne instruments during instrument intervals. approaches such as ILS/MLS; or NOTE 1: A pressure type altimeter calibrated in b. Visual ground aids, such as VASI, which provide accordance with the Standard Atmosphere: vertical guidance for a VFR approach or for the a. when set to a QNH altimeter setting, will indicate visual portion of an instrument approach and altitude; landing. b. when set to a QFE altimeter setting, will indicate height above the QFE reference datum;

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c. PAR, used by ATC to inform an aircraft making a GRIP-FLEX MICRO-SURFACING — A thermoplas- PAR approach of its vertical position (elevation) tic compound that uses highly refined, environmen- relative to the descent profile. tally safe coal tar derivative for anti-oxidation and fuel- GLIDE SLOPE/GLIDE PATH INTERCEPT ALTI- resistance qualities to create a stable wearing surface TUDE — The minimum altitude to intercept the glide for pavements. slope/path on a precision approach. The intersec- GROUND COMMUNICATIONS OUTLET (GCO) tion of the published intercept altitude with the glide (USA) — An unstaffed, remotely controlled ground slope/path, designated on Jeppesen Terminal charts / ground communications facility. Pilots at uncon- by the start of the glide slope/path symbol, is the trolled airports may contact ATC and FSS via VHF precision FAF; however, when ATC directs a lower to a telephone connection to obtain an instrument altitude, the resultant lower intercept position is then clearance or close a VFR or IFR flight plan. They may the FAF. also get an updated weather briefing prior to take-off. GLOBAL NAVIGATION SATELLITE SYSTEMS Pilots will use four “key clicks” on the VHF radio to (GNSS) — An “umbrella” term adopted by the contact the appropriate ATC facility, or six “key clicks” International Civil Aviation Organization (ICAO) to to contact FSS. The GCO system is intended to be encompass any independent satellite navigation used only on the ground. system used by a pilot to perform onboard position GROUND EFFECT — A condition of improved per- determinations from the satellite data. formance (lift) due to the interference of the surface GLOBAL POSITIONING SYSTEM (GPS) — A with the airflow pattern of the rotor system when a space-based radio positioning, navigation, and helicopter or other VTOL aircraft is operating near the time-transfer system. The system provides highly ground. accurate position and velocity information, and NOTE: Rotor efficiency is increased by ground effect precise time, on a continuous global basis, to an to a height of about one rotor diameter for most heli- unlimited number of properly equipped users. The copters. system is unaffected by weather, and provides a GROUND VISIBILITY — The visibility at an aero- worldwide common grid reference system. The GPS drome, as reported by an accredited observer. concept is predicated upon accurate and continuous HEADING — The direction in which the longitudi- knowledge of the spatial position of each satellite nal axis of an aircraft is pointed, usually expressed in the system with respect to time and distance in degrees from North (true, magnetic, compass or from a transmitting satellite to the user. The GPS grid). receiver automatically selects appropriate signals from the satellites in view and translates these into HEIGHT — The vertical distance of a level, a point a three-dimensional position, velocity, and time. Sys- or an object considered as a point, measured from a tem accuracy for civil users is normally 100 meters specified datum. horizontally. HEIGHT ABOVE AIRPORT (HAA) — The height of GRID MINIMUM OFF-ROUTE ALTITUDE (Grid the Minimum Descent Altitude (MDA) above the pub- MORA) — An altitude derived by Jeppesen or pro- lished airport elevation. This is published in conjunc- vided by State Authorities. The Grid MORA altitude tion with circling minimums. provides terrain and man-made structure clearance HEIGHT ABOVE TOUCHDOWN (HAT) — The height within the section outlined by latitude and longitude of the Decision Height or Minimum Descent Altitude lines. MORA does not provide for navaid signal cov- above the highest runway elevation in the touchdown erage or communication coverage. zone of the runway. HAT is published on instrument a. Grid MORA values derived by Jeppesen clear approach charts in conjunction with all straight-in min- all terrain and man-made structures by 1000ft imums. in areas where the highest elevations are 5000ft HIGH FREQUENCY COMMUNICATIONS — High MSL or lower. MORA values clear all terrain and radio frequencies (HF) between 3 and 30MHz used man-made structures by 2000ft in areas where for air-to-ground voice communication in overseas the highest elevations are 5001ft MSL or higher. operations. When a Grid MORA is shown as “Unsurveyed” HIGH SPEED TAXIWAY / TURNOFF (HST) — A long it is due to incomplete or insufficient informa- radius taxiway designed and provided with lighting or tion. Grid MORA values followed by a +/- denote marking to define the path of an aircraft, traveling at doubtful accuracy, but are believed to provide high speed (up to 60KT), from the runway center to sufficient reference point clearance. a point on the center of a taxiway. Also referred to b. Grid MORA (State) altitude supplied by the State as long radius exit or turnoff taxiway. The high speed Authority provides 2000ft clearance in moun- taxiway is designed to expedite aircraft turning off tainous areas and 1000ft in non-mountainous the runway after landing, thus reducing runway occu- areas. pancy time. GRID POINT DATA IN DIGITAL FORM — Computer HOLDING FIX, HOLDING POINT — A specified processed meteorological data for a set of regularly location, identified by visual or other means, in the spaced points on a chart, for transmission from a vicinity of which the position of an aircraft in flight meteorological computer to another computer in a is maintained in accordance with air traffic control code form suitable for automated use. clearances. NOTE: In most cases such data are transmitted on medium or high speed telecommunications channels.

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HOLD / HOLDING PROCEDURE — Aprede- ILSCATEGORIES(USA)— termined maneuver which keeps aircraft within a a. ILS Category I — An ILS approach procedure specified airspace while awaiting further clearance which provides for approach to a height above from air traffic control. Also used during ground oper- touchdown of not less than 200ft and with run- ations to keep aircraft within a specified area or at a way visual range of not less than 1800ft. specified point while awaiting further clearance from b. ILS Category II — An ILS approach procedure air traffic control. which provides for approach to a height above HOT SPOT — Alocationonanaerodromemove- touchdown of not less than 100ft and with run- ment area with a history or potential risk of collision way visual range of not less than 1200ft. or runway incursion, and where heightened attention c. ILS Category III — by pilots/drivers is necessary. 1. IIIA — An ILS approach procedure which HUMAN FACTORS PRINCIPLES — Principles provides for approach without a decision which apply to aeronautical design, certification, height minimum and with runway visual training, operations and maintenance and which range of not less than 700ft. seek safe interface between the human and other system components by proper consideration to 2. IIIB — An ILS approach procedure which human performance. provides for approach without a decision height minimum and with runway visual HUMAN PERFORMANCE — Human capabilities range of not less than 150ft. and limitations which have an impact on the safety and efficiency of aeronautical operations. 3. IIIC — An ILS approach procedure which provides for approach without a decision IFR FLIGHT — A flight conducted in accordance with height minimum and without runway visual the instrument flight rules. range minimum. ILS CATEGORIES (ICAO) — INCERFA — The code word used to designate an a. ILS Category I — An ILS approach procedure uncertainty phase. which provides for an approach to a decision INDEPENDENT PARALLEL APPROACHES — height not lower than 60m (200ft) and a visibility Simultaneous approaches to parallel or near-parallel not less than 800m (2400ft) or a runway visual instrument runways where radar separation minima range not less than 550m (1800ft). between aircraft on adjacent extended runway centre b. ILS Category II (Special authorization required) lines are not prescribed. — An ILS approach procedure which provides INDEPENDENT PARALLEL DEPARTURES — for an approach to a decision height lower than Simultaneous departures from parallel or near-par- 60m (200ft) but not lower than 30m (100ft) and a allel instrument runways. runway visual range not less than 300m (1000ft) for aircraft categories A, B, C (D with auto land- INITIAL APPROACH FIX (IAF) — A fix that marks the ing), and not less than 350m (1200ft) for aircraft beginning of the initial segment and the end of the category D without auto landing. arrival segment, if applicable. In RNAV applications this fix is normally defined by a fly-by waypoint. c. ILS Category III (Special authorization required) — INITIAL APPROACH SEGMENT — That segment of an instrument approach procedure between the initial 1. IIIA — An ILS approach procedure which approach fix and the intermediate approach fix or, provides for approach with either a decision where applicable, the final approach fix or point. height lower than 30m (100ft) or with no decision height and with a runway visual INSTRUMENT APPROACH PROCEDURE (IAP) — range of not less than 175m (574ft). A series of predetermined manoeuvres by reference to flight instruments with specified protection from 2. IIIB — An ILS approach procedure which obstacles from the initial approach fix, or where appli- provides for approach with either a deci- cable, from the beginning of a defined arrival route to sion height lower than 15m (50ft) or with a point from which a landing can be completed and no decision height and with a runway visual thereafter, if a landing is not completed, to a position range of less than 175m (574ft) but not less at which holding or en-route obstacle clearance crite- than 50m (150ft). ria apply. Instrument approach procedures are clas- 3. IIIC — An ILS approach procedure which sified as follows: provides for approach with no decision – Non-precision approach (NPA) procedure. An height and no runway visual range limita- instrument approach procedure which utilizes tions. lateral guidance but does not utilize vertical guid- d. Some areas require special authorization for ILS ance. Category I approaches. In these areas, an addi- – Approach procedure with vertical guidance (APV). tional category of approach called ILS is avail- An instrument approach based on a navigation able without special authorization. These ILS system that is not required to meet the precision approaches have minimums higher than a deci- approach standards of ICAO Annex 10 but pro- sion height of 200ft and a runway visual range vides course and glide path deviation information value of 2600ft. Jeppesen approach charts, at (sometimes referred to as “semi-precision”). Baro- these locations, will have a notation in the chart VNAV, LDA with glide path, LNAV/VNAV and LPV heading or in the minimum box titles. are examples of APV approaches.

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– Precision approach (PA) procedure. An instru- that are provided by States. The watch is coordinated ment approach procedure using precision lateral by ICAO with the co-operation of other concerned and vertical guidance with minima as determined international organizations. by the category of operation. INTERNATIONAL CIVIL AVIATION ORGANIZA- NOTE: Lateral and vertical guidance refers to the TION (ICAO) — A specialized agency of the United guidance provided either by: Nations whose objective is to develop the principles a. a ground-based navigation aid; or and techniques of international air navigation and to foster planning and development of international civil b. computer-generated navigation data. air transport. INSTRUMENT DEPARTURE PROCEDURE (DP) LAND AND HOLD SHORT OPERATIONS (USA) — A preplanned instrument flight rule (IFR) (LAHSO) — Operations which include simultaneous air traffic control departure procedure printed for pilot take-offs and landings and/or simultaneous landings use in graphic and/or textual form. DPs provide tran- when a landing aircraft is able and is instructed by sition from the terminal to the appropriate enroute the controller to hold short of the intersecting runway structure. / taxiway or designated hold short point. Pilots are INSTRUMENT METEOROLOGICAL CONDITIONS expected to promptly inform the controller if the hold (IMC) — Meteorological conditions expressed in short clearance cannot be accepted. terms of visibility, distance from cloud, and ceiling, LANDING AREA — That part of a movement area less than the minima specified for visual meteorolog- intended for the landing or take-off of aircraft. ical conditions. LANDING DISTANCE AVAILABLE (LDA) (ICAO) — NOTE 1: The specified minima for visual meteorolog- The length of runway which is declared available and ical conditions are contained in ICAO Rules of the Air, suitable for the ground run of an airplane landing. Annex 2, Chapter 4. LATERAL NAVIGATION (LNAV) — Provides the NOTE 2: In a control zone, a VFR flight may proceed same level of service as the present GPS stand-alone under instrument meteorological conditions if and as approaches. LNAV minimums support the following authorized by air traffic control. navigation systems: WAAS, when the navigation INTERMEDIATE APPROACH SEGMENT — That solution will not support vertical navigation; and, segment of an instrument approach procedure GPS navigation systems which are presently autho- between either the intermediate approach fix and the rized to conduct GPS/GNSS approaches. final approach fix or point, or between the end of a LATERAL NAVIGATION / VERTICAL NAVIGATION reversal, racetrack or dead reckoning track procedure (LNAV/VNAV) — Identifies APV minimums devel- and the final approach fix or point, as appropriate. oped to accommodate an RNAV IAP with vertical INTERMEDIATE FIX (IF) — A fix that marks the end guidance, usually provided by approach certified of an initial segment and the beginning of the inter- Baro-VNAV, but with lateral and vertical integrity mediate segment. In RNAV applications this fix is nor- limits larger than a precision approach or LPV. LNAV mally defined by a fly-by waypoint. stands for Lateral Navigation; VNAV stands for Ver- INTERNATIONAL AIRPORT (ICAO) — Any airport tical Navigation. These minimums can be flown by designated by the Contracting State in whose territory aircraft with a statement in the Aircraft Flight Manual it is situated as an airport of entry and departure for (AFM) that the installed equipment supports GPS international air traffic, where the formalities incident approaches and has an approach-approved baro- to customs, immigration, public health, animal and metric VNAV, or if the aircraft has been demonstrated plant quarantine and similar procedures are carried to support LNAV/VNAV approaches. This includes out. Class 2, 3 and 4 TSO-C146 WAAS equipment. INTERNATIONAL AIRPORT (USA) — Relating to Aircraft using LNAV/VNAV minimums will descend international flight, it means: to landing via an internally generated descent path based on satellite or other approach approved VNAV a. An airport of entry which has been designated systems. WAAS equipment may revert to this mode by the Secretary of Treasury or Commissioner of of operation when the signal does not support “pre- Customs as an international airport for customs cision” or LPV integrity. service. LEVEL — A generic term relating to the vertical b. A landing rights airport at which specific per- position of an aircraft in flight and meaning variously, mission to land must be obtained from customs height, altitude or flight level. authorities in advance of contemplated use. LOCAL AIRPORT ADVISORY (LAA) — A service c. Airports designated under the Convention on provided by flight service stations or the military at International Civil Aviation as an airport for use airports not serviced by an operating control tower. by international air transport and/or international This service consists of providing information to arriv- general aviation. ing and departing aircraft concerning wind direction INTERNATIONAL AIRWAYS VOLCANO WATCH and speed, favored runway, altimeter setting, perti- (IAVW) — International arrangements for monitoring nent known traffic, pertinent known field conditions, and providing warnings to aircraft of volcanic ash in airport taxi routes and traffic patterns, and authorized the atmosphere. instrument approach procedures. This information is NOTE: The IAVW is based on the co-operation of avi- advisory in nature and does not constitute an ATC ation and non-aviation operational units using infor- clearance. mation derived from observing sources and networks

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LOCALIZER PERFORMANCE WITH VERTICAL METEOROLOGICAL OFFICE — An office desig- GUIDANCE (LPV) — Identifies the APV minimums nated to provide meteorological service for interna- that incorporate electronic lateral and vertical guid- tional air navigation. ance. The lateral guidance is equivalent to localizer, METEOROLOGICAL REPORT — A statement of and the protected area is considerably smaller observed meteorological conditions related to a thantheprotectedareaforthepresentLNAVand specified time and location. LNAV/VNAV lateral protection. Aircraft can fly these METEOROLOGICAL SATELLITE — An artificial minimums with a statement in the Aircraft Flight Man- earth satellite making meteorological observations ual (AFM) that the installed equipment supports LPV and transmitting these observations to earth. approaches. This includes Class 3 and 4 TSO-C146 WAAS equipment, and future LAAS equipment. The MILITARY OPERATIONS AREA (MOA) (USA) — label LPV denotes minima lines associated with [see SPECIAL USE AIRSPACE (SUA)]. APV-I or APV-II performance on approach charts. MINIMUM CROSSING ALTITUDE (MCA) — The LOCATION INDICATOR — A four-letter code group lowest altitude at certain fixes at which an aircraft formulated in accordance with rules prescribed by must cross when proceeding in the direction of a ICAO and assigned to the location of an aeronauti- higher minimum enroute IFR altitude (MEA). cal fixed station. MINIMUM DESCENT ALTITUDE (MDA) (FAA) — LOW ALTITUDE AIRWAY STRUCTURE / FEDERAL Is the lowest altitude specified in an instrument AIRWAYS (USA) — The network of airways serving approach procedure, expressed in feet above mean aircraft operations up to but not including 18,000ft sea level, to which descent is authorized on final MSL. approach or during circle-to-land maneuvering until the pilot sees the required visual references for the LOW FREQUENCY (LF) — The frequency band heliport or runway of intended landing. between 30 and 300kHz. MINIMUM DESCENT ALTITUDE (MDA) OR MINI- MAGNETIC VARIATION (VAR) — The orientation of MUM DESCENT HEIGHT (MDH) (ICAO) — Aspec- a horizontal magnetic compass with respect to true ified altitude or height in a non-precision approach or north. Because there is a continuous small change of circling approach below which descent must not be direction of lines of magnetic force over the surface of made without the required visual reference. the earth, magnetic variation at most locations is not constant over long periods of time. NOTE 1: Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height MANDATORY ALTITUDE — An altitude depicted on (MDH) is referenced to the aerodrome elevation or to an instrument approach procedure chart requiring the the threshold elevation if that is more than 2m (7ft) aircraft to maintain altitude at the depicted value. below the aerodrome elevation. A minimum descent MANDATORY FREQUENCY (MF) — A frequency height for a circling approach is referenced to the designated at selected airports that are uncontrolled aerodrome elevation. during certain hours only. Aircraft operating within NOTE 2: The required visual reference means that the designated MF Area, normally 5NM radius of the section of the visual aids or of the approach area airport, must be equipped with a functioning radio which should have been in view for sufficient time capable of maintaining two-way communications. for the pilot to have made an assessment of the air- Jeppesen charts list the MF frequency and the area craft position and rate of change of position, in rela- when other than the standard 5NM. tion to the desired flight path. In the case of a circling MANOEUVRING AREA — That part of an aero- approach the required visual reference is the runway drome to be used for the take-off, landing and taxiing environment. of aircraft, excluding aprons. NOTE 3: For convenience when both expressions MAXIMUM AUTHORIZED ALTITUDE (MAA) — A areusedtheymaybewrittenintheform“minimum published altitude representing the maximum usable descent altitude/height” abbreviated “MDA/H.” altitude or flight level for an airspace structure or route MINIMUM ENROUTE IFR ALTITUDE (MEA) — The segment. lowest published altitude between radio fixes that MEDIUM FREQUENCY (MF) — The frequencies meets obstacle clearance requirements between between 300kHz and 3MHz. those fixes and in many countries assures accept- METEOROLOGICAL AUTHORITY — The authority able navigational signal coverage. The MEA applies providing or arranging for the provision of meteorolog- to the entire width of the airway, segment, or route ical service for international air navigation on behalf between the radio fixes defining the airway, segment, of a Contracting State. or route. METEOROLOGICAL BULLETIN — A text compris- MINIMUM FUEL — The term used to describe a sit- ing meteorological information preceded by an appro- uation in which an aircraft’s fuel supply has reached priate heading. astatewherelittleornodelaycanbeaccepted. METEOROLOGICAL INFORMATION — Meteo- NOTE: This is not an emergency situation but merely rological report, analysis, forecast, and any other indicates that an emergency situation is possible, statement relating to existing or expected meteoro- should any undue delay occur. logical conditions. MINIMUM IFR ALTITUDES (USA) — Minimum altitudes for IFR operations are published on aeronautical charts for airways, routes, and for standard instru-

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ment approach procedures. Within the USA, if no MISSED APPROACH — applicable minimum altitude is prescribed the follow- a. A maneuver conducted by a pilot when an ing minimum IFR altitudes apply. instrument approach cannot be completed a. In designated mountainous areas, 2000ft above to a landing. The route of flight and altitude the highest obstacle within a horizontal distance are shown on instrument approach procedure of 4NM from the course to be flown; or charts. A pilot executing a missed approach b. Other than mountainous areas, 1000ft above the prior to the Missed Approach Point (MAP) must highest obstacle within a horizontal distance of continue along the final approach to the MAP. 4NM from the course to be flown; or The pilot may climb immediately to the altitude specified in the missed approach procedure. c. As otherwise authorized by the Administrator or assigned by ATC. b. A term used by the pilot to inform ATC that MINIMUM OBSTRUCTION CLEARANCE ALTI- he/she is executing the missed approach. TUDE (MOCA) — The lowest published altitude in c. At locations where ATC radar service is provided effect between radio fixes on VOR airways, off airway the pilot should conform to radar vectors, when routes, or route segments which meets obstacle provided by ATC, in lieu of the published missed clearance requirements for the entire route segment approach procedure. and in the USA assures acceptable navigational MISSED APPROACH HOLDING FIX (MAHF) — A signal coverage only within 22NM of a VOR. fix used in RNAV applications that marks the end of MINIMUM OFF-ROUTE ALTITUDE (MORA) — the missed approach segment and the centre point This is an altitude derived by Jeppesen. The MORA for the missed approach holding. provides known obstruction clearance 10NM either MISSED APPROACH POINT (MAP) (ICAO) — That side of the route centerline including a 10NM radius point in an instrument approach procedure at or beyond the radio fix reporting or mileage break defin- before which the prescribed missed approach pro- ing the route segment. For terrain and man-made cedure must be initiated in order to ensure that the structure clearance refer to Grid MORA. minimum obstacle clearance is not infringed. MINIMUM RECEPTION ALTITUDE (MRA) — The MISSED APPROACH POINT (MAP) (USA) — A lowest altitude at which an intersection can be deter- point prescribed in each instrument approach pro- mined. cedure at which a missed approach procedure shall MINIMUM SAFE/SECTOR ALTITUDE (MSA) be executed if the required visual reference does not (FAA) — Altitude depicted on an instrument chart exist. and identified as the minimum safe altitude which MISSED APPROACH PROCEDURE — The proce- provides 1000ft of obstacle clearance within a 25NM dure to be followed if the approach cannot be contin- radius from the navigational facility upon which the ued. MSA is predicated. If the radius limit is other than MODE (SSR) — The conventional identifier related 25NM, it is stated. This altitude is for EMERGENCY to specific functions of the interrogation signals trans- USE ONLY and does not necessarily guarantee mitted by an SSR interrogator. There are four modes navaid reception. When the MSA is divided into sec- specified in ICAO Annex 10 (not published herein): A, tors, with each sector a different altitude, the altitudes C, S and intermode. in these sectors are referred to as “minimum sector MOUNTAINOUS AREA (ICAO) — An area of chang- altitudes”. ing terrain profile where the changes of terrain eleva- MINIMUM SECTOR ALTITUDE (MSA) (ICAO) — tion exceed 900m (3000ft) within a distance of 10NM. The lowest altitude which may be used which will pro- MOVEMENT AREA — That part of an aerodrome to vide a minimum clearance of 300m (1000ft) above all be used for the take-off, landing and taxiing of aircraft, objects located in an area contained within a sector consisting of the manoeuvring area and the apron(s). of a circle of 46km (25NM) radius centered on a radio aid to navigation. NEAR-PARALLEL RUNWAYS — Non-intersecting MINIMUM STABILIZATION DISTANCE (MSD) — runways whose extended centre lines have an angle of convergence/divergence of 15 degrees or less. The minimum distance to complete a turn manoeuvre and after which a new manoeuvre can be initiated. NON PRECISION APPROACH (NPA) PROCE- The minimum stabilization distance is used to com- DURE — [see INSTRUMENT APPROACH PROCE- pute the minimum distance between waypoints. DURE (IAP)] MINIMUM VECTORING ALTITUDE (MVA) — The NO PROCEDURE TURN (NoPT) — No procedure lowest MSL altitude at which an IFR aircraft will be turn is required nor authorized. vectored by a radar controller, except as otherwise NORMAL OPERATING ZONE (NOZ) — Airspace authorized for radar approaches, departures and of defined dimensions extending to either side of missed approaches. The altitude meets IFR obstacle an ILS localizer course and/or MLS final approach clearance criteria. It may be lower than the published track. Only the inner half of the normal operating MEA along an airway of J-route segment. It may be zone is taken into account in independent parallel utilized for radar vectoring only upon the controller’s approaches. determination that an adequate radar return is being NOTAM (ICAO) — A notice distributed by means of received from the aircraft being controlled. telecommunication containing information concerning the establishment, condition or change in any

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aeronautical facility, service, procedure or hazard, the facilities can be altered in intensity. All lighting is illu- timely knowledge of which is essential to personnel minated for a period of 15min (except for 1-step and concerned with flight operations. 2-step REILs which may be turned off by keying the NO-TRANSGRESSION ZONE (NTZ) — In the con- mike 5 or 3 times, respectively). text of independent parallel approaches, a corridor Suggested use is to always initially key the mike 7 of airspace of defined dimensions located centrally times; this assures that all controlled lights are turned between the two extended runway centre lines, where on to the maximum available intensity. If desired, a penetration by an aircraft requires a controller inter- adjustment can then be made, where the capability is vention to manoeuvre any threatened aircraft on the provided, to a lower intensity (or the REIL turned off) adjacent approach. by keying the mike 5 and/or three times. Approved OBSERVATION (METEOROLOGICAL) — The eval- lighting systems may be activated by keying the mike uation of one or more meteorological elements. as indicated below: OBSTACLE ASSESSMENT SURFACE (OAS) — A KEY MIKE FUNCTION defined surface intended for the purpose of determining those obstacles to be considered in the calcula- 7 times within 5 Highest intensity available tion of obstacle clearance altitude/height for a specific seconds APV or precision approach procedure. 5 times within 5 Medium or lower intensity OBSTACLE CLEARANCE ALTITUDE (OCA) OR seconds (Lower REIL or REIL Off) OBSTACLE CLEARANCE HEIGHT (OCH) — The 3 times within 5 Lowest intensity available lowest altitude or the lowest height above the ele- seconds (Lower REIL or REIL Off) vation of the relevant runway threshold or the aero- Due to the close proximity of airports using the same drome elevation as applicable, used in establishing frequency, radio controlled lighting receivers may be compliance with appropriate obstacle clearance cri- set at a low sensitivity requiring the aircraft to be rel- teria. atively close to activate the system. Consequently, NOTE 1: Obstacle clearance altitude is referenced even when lights are on, always key mike as directed to mean sea level and obstacle clearance height is when overflying an airport of intended landing or just referenced to the threshold elevation or in the case prior to entering the final segment of an approach. of non-precision approaches to the aerodrome ele- This will assure the aircraft is close enough to acti- vation or the threshold elevation if that is more than vatethesystemandafull15min lighting duration is 7ft (2m) below the aerodrome elevation. An obstacle available. clearance height for a circling approach is referenced PILOT-IN-COMMAND (PIC) — The pilot responsible to the aerodrome elevation. for the operation and safety of the aircraft during flight NOTE 2: For convenience when both expressions are time. used they may be written in the form “obstacle clear- PITCH POINT — A fix/waypoint that serves as a tran- ance altitude/height” and abbreviated “OCA/H.” sition point from a departure procedure or the low alti- OBSTACLE FREE ZONE (OFZ) (ICAO) — The tude ground-based navigation structure into the high airspace above the inner approach surface, inner altitude waypoint system. transitional surfaces, and balked landing surface and POINT-IN-SPACE APPROACH(PinS)—The that portion of the strip bounded by these surfaces, point-in-space approach is based on a basic GNSS which is not penetrated by any fixed obstacle other non-precision approach procedure designed for than a low-mass and frangibly mounted one required helicopters only. It is aligned with a reference point for air navigation purposes. located to permit subsequent flight manoeuvring or OBSTRUCTION CLEARANCE LIMIT (OCL) — The approach and landing using visual manoeuvring in height above aerodrome elevation below which the adequate visual conditions to see and avoid obsta- minimum prescribed vertical clearance cannot be cles. maintained either on approach or in the event of a POINT-IN-SPACE REFERENCE POINT (PRP) — missed approach. Reference point for the point-in-space approach as OPERATIONAL CONTROL — Theexerciseof identified by the latitude and longitude of the MAPt. authority over the initiation, continuation, diversion PRECISION APPROACH (PA) PROCEDURE — or termination of a flight in the interest of the safety [see INSTRUMENT APPROACH PROCEDURE of the aircraft and the regularity and efficiency of the (IAP)]. flight. PRECISION APPROACH RADAR (PAR) — Primary OPERATOR — A person, organization or enterprise radar equipment used to determine the position of engaged in or offering to engage in an aircraft oper- an aircraft during final approach, in terms of lateral ation. and vertical deviations relative to a nominal approach PILOT CONTROLLED LIGHTING (PCL) (USA) — path, and in range relative to touchdown. (For other states see Air Traffic Control Rules and NOTE: Precision approach radars are designated Procedures.) to enable pilots of aircraft to be given guidance by Radio control of lighting is available at selected air- radio communication during the final stages of the ports to provide airborne control of lights by keying approach to land. the aircraft’s microphone. The control system consists of a 3-step control responsive to 7, 5, and/or 3 microphone clicks. The 3-step and 2-step lighting

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PRECISION OBJECT FREE ZONE (POFZ) (FAA) mediate/final approach segment. Procedure alti- — A volume of airspace above an area beginning tudes/heights are never below the Segment Minimum at the runway threshold, at the threshold elevation, Altitude (SMA) or Segment Minimum Safe Altitude and entered on the extended runway centerline. The (SMSA). standard POFZ is 200ft (60m) long and 800ft (240m) PROCEDURETURN(PT)(ICAO)—A maneuver in wide. The POFZ must be kept clear when an air- which a turn is made away from a designated track craft on a vertically guided final approach is within two followed by a turn in the opposite direction to permit nautical miles (NM) of the runway threshold and the the aircraft to intercept and proceed along the recip- reported ceiling is below 250ft and/or visibility less rocal of the designated track. than ¾ statute miles (SM) (or runway visual range NOTE 1: Procedure turns are designated “left” or below 4000ft). The POFZ is considered clear even “right” according to the direction of the initial turn. if the wing of the aircraft holding on a taxiway wait- ing for runway clearance penetrates the POFZ; how- NOTE 2: Procedure turns may be designated as ever, neither the fuselage nor the tail may infringe being made either in level flight or while descending, on the POFZ. For approaching aircraft, in the event according to the circumstances of each individual that a taxiing/parked aircraft or vehicle is not clear procedure. of the POFZ, air traffic control will provide advisories PROCEDURE TURN (PT) (USA) — The maneuver to the approaching aircraft regarding the position of prescribed when it is necessary to reverse direction the offending aircraft/vehicle. In this case the pilot to establish an aircraft on the intermediate approach of the approaching aircraft must decide to continue segment or final approach course. The outbound or abort the approach. When the reported ceiling is course, direction of turn, distance within which the below 800ft or visibility less than 2SM, departing air- turn must be completed, and minimum altitude are craft must do the following. When there is an air traffic specified in the procedure. However, unless other- control tower (ATCT) in operation, plan to hold at the wise restricted, the point at which the turn may be ILS hold line and hold as directed by air traffic control. commenced and the type and rate of turn are at the When there is no operating ATCT, honor the ILS hold discretion of the pilot. line and do not taxi into position and take-off if there PROCEDURE TURN INBOUND — That point of is an approaching aircraft within 2NM of the runway a procedure turn maneuver where course reversal threshold. has been completed and an aircraft is established PRE-DEPARTURE CLEARANCE (PDC) — An inbound on the intermediate approach segment or automated Clearance Delivery system relaying ATC final approach course. A report of “procedure turn departure clearances from the FAA to the user net- inbound” is normally used by ATC as a position report work computer for subsequent delivery to the cockpit for separation purposes. via ACARS (Airline/Aviation VHF data link) where PROFILE — The orthogonal projection of a flight path aircraft are appropriately equipped, or to gate print- or portion thereof on the vertical surface containing ers for pilot pickup. the nominal track. PRESSURE ALTITUDE — An atmospheric pressure PROGNOSTIC CHART — A forecast of a specified expressed in terms of altitude which corresponds to meteorological element(s) for a specified time or that pressure in the Standard Atmosphere. period and a specified surface or portion of airspace, PREVAILING VISIBILITY — The greatest visibility depicted graphically on a chart. value, observed in accordance with the definition “vis- PROHIBITED AREA (ICAO) (USA) — [see SPECIAL ibility”, which is reached within at least half the hori- USE AIRSPACE (SUA)]. zon circle or within at least half of the surface of the QFE — [see ALTIMETER SETTING] aerodrome. These areas could comprise contiguous or non-contiguous sectors. QNE — [see ALTIMETER SETTING] NOTE: This value may be assessed by human QNH — [see ALTIMETER SETTING] observation and/or instrumented systems. When RACETRACK PROCEDURE (ICAO) — A procedure instruments are installed, they are used to obtain the designed to enable the aircraft to reduce altitude dur- best estimate of the prevailing visibility. ing the initial approach segment and/or establish the PRIMARY AREA — Adefinedareasymmetrically aircraft inbound when the entry into a reversal proce- disposed about the nominal flight track in which dure is not practical. full obstacle clearance is provided. (See also SEC- RADAR — A radio detection device which provides ONDARY AREA.) information on range, azimuth and/or elevation of PRIMARY RADAR — A radar system which uses objects. reflected radio signals. RADAR APPROACH — An approach, executed by PRIMARY SURVEILLANCE RADAR (PSR) — A an aircraft, under the direction of a radar controller. surveillance radar system which uses reflected radio RADAR CONTACT — The situation which exists signals. when the radar position of a particular aircraft is seen PROCEDURE ALTITUDE/HEIGHT — Are recom- and identified on a radar display. mended altitudes/heights developed in coordination RADAR SEPARATION — The separation used with Air Traffic Control requirements flown opera- when aircraft position information is derived from tionally at or above the minimum altitude/height and radar sources. established to accommodate a stabilized descent at a prescribed descent gradient/angle in the inter-

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RADAR WEATHER ECHO INTENSITY LEVELS — airport of intended operations. For those locations Existing radar systems cannot detect turbulence. having an RNAV chart published with LNAV/VNAV However, there is a direct correlation between minimums, a procedure note may be provided such the degree of turbulence and other weather features as "DME/DME RNP-0.3 NA." This means that RNP associated with thunderstorms and the radar weather aircraft dependent on DME/DME to achieve RNP-0.3 echo intensity. The National Weather Service has are not authorized to conduct this approach. Where categorized radar weather echo intensity for precip- DME facility availability is a factor, the note may itation into six levels. These levels are sometimes read "DME/DME RNP-0.3 authorized; ABC and expressed during communications as “VIP LEVEL” 1 XYZ required." This means that ABC and XYZ through 6 (derived from the component of the radar facilities have been determined by flight inspection that produces the information — Video Integrator to be required in the navigation solution to assure and Processor). The following list gives the “VIP RNP-0.3. VOR/DME updating must not be used for LEVELS” in relation to the precipitation intensity approach procedures. within a thunderstorm: RESCUE COORDINATION CENTER — Aunit responsible for promoting efficient organization of Level 1. WEAK search and rescue service and for coordinating the Level 2. MODERATE conduct of search and rescue operations within a Level 3. STRONG search and rescue region. Level 4. VERY STRONG RESCUE UNIT — A unit composed of trained per- Level 5. INTENSE sonnel and provided with equipment suitable for the expeditious conduct of search and rescue. Level 6. EXTREME RESTRICTED AREA (ICAO) (USA) — [see SPE- RADIO ALTIMETER / RADAR ALTIMETER — Air- CIAL USE AIRSPACE (SUA)]. craft equipment which makes use of the reflection of REVERSAL PROCEDURE — A procedure designed radio waves from the ground to determine the height to enable aircraft to reverse direction during the initial of the aircraft above the surface. approach segment of an instrument approach proce- RADIOTELEPHONY — A form of radio communica- dure. The sequence may include procedure turns or tion primarily intended for the exchange of information base turns. in the form of speech. RNAV APPROACH — An instrument approach pro- RADIOTELEPHONY NETWORK — Agroupof cedure which relies on aircraft area navigation equip- radiotelephony aeronautical stations which operate ment for navigation guidance. on and guard frequencies from the same family and RNP TYPE — A containment value expressed as a which support each other in a defined manner to distance in nautical miles from the intended position ensure maximum dependability of air-ground com- within which flights would be for at least 95 percent of munications and dissemination of air-ground traffic. the total flying time. REDUCED VERTICAL SEPARATION MINIMUMS EXAMPLE: RNP 4 represents a navigation accuracy (RVSM) — A reduction in the vertical separation of plus or minus 7.4km (4NM) on a 95 percent con- between FL290 – FL410 from 2000ft to 1000ft. tainment basis. REGIONAL AIR NAVIGATION AGREEMENT — ROUTE MINIMUM OFF-ROUTE ALTITUDE (Route Agreement approved by the Council of ICAO nor- MORA) — This is an altitude derived by Jeppesen. mally on the advice of a regional air navigation The Route MORA altitude provides reference point meeting. clearance within 10NM of the route centerline REPETITIVE FLIGHT PLAN (RPL) — A flight plan (regardless of the route width) and end fixes. Route related to a series of frequently recurring, regularly MORA values clear all reference points by 1000ft in operated individual flights with identical basic fea- areas where the highest reference points are 5000ft tures, submitted by an operator for retention and MSL or lower. Route MORA values clear all refer- repetitive use by ATS units. ence points by 2000ft in areas where the highest REPORTING POINT — A specified geographical reference points are 5001ft MSL or higher. When a location in relation to which the position of an aircraft Route MORA is shown along a route as “unknown” it can be reported. is due to incomplete or insufficient information. REQUIRED NAVIGATION PERFORMANCE RUNWAY — A defined rectangular area on a land (RNP) — A statement of navigation position accuracy aerodrome prepared for the landing and take-off of necessary for operation within a defined airspace. aircraft. RNP is performance-based and not dependent on a RUNWAY EDGE LIGHTS (ICAO) — Are provided for specific piece of equipment. RNP includes a descrip- a runway intended for use at night or for a precision tive number, the value being an indicator of the size approach runway intended for use by day or night. of the containment area (e.g., RNP-0.3, RNP-1, Runway edge lights shall be fixed lights showing vari- RNP-3, etc.). The different values are assigned to able white, except that: terminal, departure, and enroute operations. Some a. in the case of a displaced threshold, the lights aircraft have RNP approval in their AFM without a between the beginning of the runway and GPS sensor. The lowest level of sensors that the FAA the displaced threshold shall show red in the will support for RNP service is DME/DME. However, approach direction; and necessary DME signal may not be available at the

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b. a section of the lights 600m or one-third of the RUNWAY VISUAL RANGE (RVR) — The range over runway length, whichever is the less, at the which the pilot of an aircraft on the centre line of a remote end of the runway from the end at which runway can see the runway surface markings or the the take-off run is started, may show yellow. lights delineating the runway or identifying its centre RUNWAY EDGE LIGHTS (USA) — Lights used line. to outline the edges of runways during periods SAFETY-SENSITIVE PERSONNEL — Persons who of darkness or restricted visibility conditions. The might endanger aviation safety if they perform their light systems are classified according to the inten- duties and functions improperly including, but not lim- sity or brightness they are capable of producing: ited to, crew members, aircraft maintenance person- they are the High Intensity Runway Lights (HIRL), nel and air traffic controllers. Medium Intensity Runway Lights (MIRL), and the SEARCH AND RESCUE SERVICES UNIT — A Low Intensity Runway Lights (RL). The HIRL and generic term meaning, as the case may be, rescue MIRL systems have variable intensity controls, where coordination center, rescue subcenter or alerting the RLs normally have one intensity setting. post. a. The runway edge lights are white, except on SECONDARY AREA — A defined area on each side instrument runways amber replaces white on of the primary area located along the nominal flight the last 2000ft or half of the runway length, track in which decreasing obstacle clearance is pro- whichever is less, to form a caution zone for vided. (See also PRIMARY AREA). landings. SECONDARY RADAR — A radar system wherein a b. The lights marking the ends of the runway emit radio signal transmitted from a radar station initiates red light toward the runway to indicate the end the transmission of a radio signal from another sta- of runway to a departing aircraft and emit green tion. outward from the runway end to indicate the SECONDARY SURVEILLANCE RADAR (SSR) — A threshold to landing aircraft. surveillance radar system which uses transmitters/ RUNWAY HOLDING POSITION — A designated receivers (interrogators) and transponders. position intended to protect a runway, an obstacle SEGMENT MINIMUM ALTITUDE (SMA), or SEG- limitation surface, or an ILS/MLS critical/sensitive MENT MINIMUM SAFE ALTITUDE (SMSA) — An area at which taxiing aircraft and vehicles shall stop altitude that provides minimum obstacle clearance in and hold, unless otherwise authorized by the aero- each segment of a non-precision approach. Segment drome control tower. minimum (safe) altitudes can be considered “do not NOTE: In radiotelephony phraseologies, the expres- descend below” altitudes and can be lower than pro- sion “holding point” is used to designate the runway- cedure altitudes which are specifically developed to holding position. facilitate a constant rate or stabilized descent. RUNWAY INCURSION — Any occurrence at an aero- SEGMENTS OF AN INSTRUMENT APPROACH drome involving the incorrect presence of an aircraft, PROCEDURE — An instrument approach proce- vehicleorpersonontheprotectedareaofasurface dure may have as many as four separate segments designated for the landing and take-off of aircraft. depending on how the approach procedure is struc- RUNWAY MARKINGS — tured. a. Basic marking — Markings on runways used for ICAO — operations under visual flight rules consisting of a. Initial Approach — That segment of an instru- centerline markings and runway direction num- ment approach procedure between the initial bers and, if required, letters. approach fix and the intermediate approach fix b. Instrument marking — Markings on runways or, where applicable, the final approach fix or served by nonvisual navigation aids and point. intended for landings under instrument weather b. Intermediate Approach — That segment of conditions, consisting of basic marking plus an instrument approach procedure between threshold markings. either the intermediate approach fix and the c. All-weather (precision instrument) marking — final approach fix or point, or between the end Marking on runways served by nonvisual pre- of a reversal, race track or dead reckoning track cision approach aids and on runways having procedure and the final approach fix or point, special operational requirements, consisting of as appropriate. instrument markings plus landing zone mark- c. Final Approach — That segment of an instru- ings and side strips. ment approach procedure in which alignment RUNWAY STRIP — A defined area including the run- and descent for landing are accomplished. way and stopway, if provided, intended: d. Missed Approach Procedure — The procedure a. to reduce the risk of damage to aircraft running to be followed if the approach cannot be contin- offarunway;and ued. b. to protect aircraft flying over it during take-off or USA — landing operations. a. Initial Approach — The segment between the initial approach fix and the intermediate fix or the point where the aircraft is established on the intermediate course or final course.

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b. Intermediate Approach — The segment SNOW (on the ground) — between the intermediate fix or point and the a. Dry snow. Snow which can be blown if loose or, if final approach fix. compacted by hand, will fall apart upon release; c. Final Approach — The segment between the specific gravity: up to but not including 0.35. final approach fix or point and the runway, airport b. Wet snow. Snow which, if compacted by hand, or missed approach point. will stick together and tend to or form a snowball; d. Missed Approach — The segment between the specific gravity: 0.35 up to but not including 0.5. missed approach point, or point of arrival at deci- c. Compacted snow. Snow which has been com- sion height, and the missed approach fix at the pressed into a solid mass that resists further prescribed altitude. compression and will hold together or break up SEGREGATED PARALLEL OPERATIONS — into lumps if picked up; specific gravity: 0.5 and Simultaneous operations on parallel or near-parallel over. instrument runways in which one runway is used SPECIAL USE AIRSPACE — Airspace of defined exclusively for approaches and the other runway is dimensions identified by an area on the surface of the used exclusively for departures. earth wherein activities must be confined because SELECTIVE CALL SYSTEM (SELCAL) — Asystem of their nature and/or wherein limitations may be which permits the selective calling of individual air- imposed upon aircraft operations that are not a part craft over radiotelephone channels linking a ground of those activities. Types of special use airspace are: station with the aircraft. a. Alert Area (USA) — Airspace which may con- SHORELINE — A line following the general contour tain a high volume of pilot training activities or an of the shore, except that in cases of inlets or bays less unusual type of aerial activity, neither of which is than 30NM in width, the line shall pass directly across hazardous to aircraft. Alert Areas are depicted the inlet or bay to intersect the general contour on the on aeronautical charts for the information of non- opposite side. participating pilots. All activities within an Alert SIDESTEP MANEUVER — A visual maneuver Area are conducted in accordance with Federal accomplished by a pilot at the completion of an Aviation Regulations, and pilots of participating instrument approach to permit a straight-in landing aircraft as well as pilots transiting the area are on a parallel runway not more than 1200ft to either equally responsible for collision avoidance. side of the runway to which the instrument approach b. Controlled Firing Area (USA) — Airspace was conducted. wherein activities are conducted under con- SIGMET INFORMATION — Information issued by ditions so controlled as to eliminate hazards a meteorological watch office concerning the occur- to non participating aircraft and to ensure the rence or expected occurrence of specified en route safety of persons and property on the ground. weather phenomena which may affect the safety of c. Danger Area (ICAO) — An airspace of defined aircraft operations. dimensions within which activities dangerous to SIGNAL AREA — An area on an aerodrome used for the flight of aircraft may exist at specified times. the display of ground signals. d. Military Operations Area (MOA) (USA) — A SIGNIFICANT POINT — A specified geographical MOA is airspace established outside of a Class location used in defining an ATS route or the flight “A” airspace area to separate or segregate cer- path of an aircraft and for other navigation and ATS tain nonhazardous military activities from IFR purposes. traffic and to identify for VFR traffic where these activities are conducted. NOTE: There are three categories of significant points: ground-based navigation aid, intersection e. Prohibited Area (ICAO) — An airspace of and waypoint. In the context of this definition, inter- defined dimensions, above the land areas or section is a significant point expressed as radials, territorial waters of a State, within which the bearings and/or distances from ground-based navi- flight of aircraft is prohibited. gation aids. Prohibited Area (USA) — Airspace designated SLUSH — Water-saturated snow which with a heel- under FAR Part 73 within which no person may and-toe slap-down motion against the ground will be operate an aircraft without the permission of the displaced with a splatter; specific gravity: 0.5 up to using agency. 0.8. f. Restricted Area (ICAO) — An airspace of NOTE: Combinations of ice, snow and/or standing defined dimensions, above the land areas or water may, especially when rain, rain and snow, or territorial waters of a State, within which the snow is falling, produce substances with specific flight of aircraft is restricted in accordance with gravities in excess of 0.8. These substances, due to certain specified conditions. their high water/ice content, will have a transparent rather than a cloudy appearance and, at the higher specific gravities, will be readily distinguishable from slush.

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Restricted Area (USA) — Airspace designated SUBSTITUTE ROUTE — A route assigned to pilots under Part 73, within which the flight of air- when any part of an airway or route is unusable craft, while not wholly prohibited, is subject because of navaid status. to restriction. Most restricted areas are des- SUNSET AND SUNRISE — The mean solar times ignated joint use and IFR/VFR operations in of sunset and sunrise as published in the Nautical the area may be authorized by the controlling Almanac, converted to local standard time for the ATC facility when it is not being utilized by the locality concerned. Within Alaska, the end of evening using agency. Restricted areas are depicted on civil twilight and the beginning of morning civil twilight, enroute charts. Where joint use is authorized, as defined for each locality. the name of the ATC controlling facility is also SURFACE MOVEMENT GUIDANCE AND CON- shown. TROL SYSTEM (SMGCS) (USA) — Provisions for g. Warning Area (USA) — A warning area is guidance and control or regulation for facilities, infor- airspace of defined dimensions from 3NM out- mation, and advice necessary for pilots of aircraft ward from the coast of the United States, that and drivers of ground vehicles to find their way on the contains activity that may be hazardous to airport during low visibility operations and to keep nonparticipating aircraft. The purpose of such the aircraft or vehicles on the surfaces or within the warning areas is to warn nonparticipating pilots areas intended for their use. Low visibility operations of the potential danger. A warning area may be for this system means reported conditions of RVR located over domestic or international waters or 1200 or less. both. SURVEILLANCE APPROACH (ASR) — An instru- SPECIAL VFR FLIGHT — A VFR flight cleared by ment approach wherein the air traffic controller issues air traffic control to operate within a control zone in instructions, for pilot compliance, based on aircraft meteorological conditions below VMC. position in relation to the final approach course STANDARD INSTRUMENT ARRIVAL (STAR) (azimuth), and the distance (range) from the end (ICAO) — A designated instrument flight rule (IFR) of the runway as displayed on the controller’s radar arrival route linking a significant point, normally on scope. The controller will provide recommended an ATS route, with a point from which a published altitudes on final approach if requested by the pilot. instrument approach procedure can be commenced. SURVEILLANCE RADAR — Radar equipment used STANDARD INSTRUMENT DEPARTURE (SID) to determine the position of an aircraft in range and (ICAO) — A designated instrument flight rule (IFR) azimuth. departure route linking the aerodrome or a specified TAKE-OFF DISTANCE AVAILABLE (TODA) runway of the aerodrome with a specified point, (ICAO) — The length of the take-off run avail- normally on a designated ATS route, at which the able plus the length of the clearway, if provided. enroute phase of a flight commences. TAKE-OFF RUN AVAILABLE (TORA) (ICAO) — The STANDARD INSTRUMENT DEPARTURE (SID) length of runway declared available and suitable for (USA) — A preplanned instrument flight rule (IFR) the ground run of an airplane taking off. air traffic control departure procedure printed for pilot TAXIING — Movement of an aircraft on the surface of use in graphic and/or textual form. SIDs provide tran- an aerodrome under its own power, excluding take-off sition from the terminal to the appropriate enroute and landing. structure. TAXIWAY — A defined path on a land aerodrome STANDARD ISOBARIC SURFACE — An isobaric established for the taxiing of aircraft and intended to surface used on a world-wide basis for representing provide a link between one part of the aerodrome and and analyzing the conditions in the atmosphere. another, including: STANDARD TERMINAL ARRIVAL ROUTE (STAR) Aircraft Stand Taxilane — A portion of an apron (USA) — A preplanned instrument flight rule (IFR) air designated as a taxiway and intended to provide traffic control arrival procedure published for pilot use access to aircraft stands only. in graphic and/or textual form. STARs provide transi- tionfromtheenroutestructuretoanouterfixoran Apron Taxiway — A portion of a taxiway system instrument approach fix/arrival waypoint in the termi- located on an apron and intended to provide a nal area. through taxi route across the apron. STATION DECLINATION — The orientation with Rapid Exit Taxiway — A taxiway connected to a respect to true north of VHF transmitted signals. runway at an acute angle and designed to allow The orientation is originally made to agree with the landing aeroplanes to turn off at higher speeds magnetic variation (an uncontrollable global phenom- than are achieved on other exit taxi-ways and enon) at the site. Hence station declination (fixed by thereby minimizing runway occupancy times. man) may differ from changed magnetic variation TERMINAL CONTROL AREA (ICAO) — Acontrol until the station is reoriented. area normally established at the confluence of ATS STOPWAY — A defined rectangular area on the routes in the vicinity of one or more major aero- ground at the end of take-off run available prepared dromes. as a suitable area in which an aircraft can be stopped TERMINAL ARRIVAL AREA (FAA) / TERMINAL in the case of an abandoned take-off. AREA ALTITUDE (TAA) (ICAO) — Provides a seamless and efficient transition from the enroute structure to the terminal environment to an underly-

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© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED. 22 INTRODUCTION 25 NOV 11 GLOSSARY ing RNAV instrument approach procedure for FMS participating VFR aircraft. Service provided in a and/or GPS equipped aircraft. Minimum altitudes TRSA is called Stage III Service. Pilots’ participation depict standard obstacle clearances compatible is urged but is not mandatory. with the associated instrument approach procedure. THRESHOLD (THR) — The beginning of that portion TAAs will not be found on all RNAV procedures, of the runway usable for landing. particularly in areas with a heavy concentration of THRESHOLD CROSSING HEIGHT (TCH) — The air traffic. When the TAA is published, it replaces the theoretical height above the runway threshold at MSA for that approach procedure. A standard race- which the aircraft’s glide slope antenna (or equiva- track holding pattern may be provided at the center lent position) would be if the aircraft maintains the IAF, and if present may be necessary for course trajectory of the ILS glide slope, MLS glide path or reversal and for altitude adjustment for entry into the charted descent angle. procedure. In the latter case, the pattern provides an extended distance for the descent as required TOTAL ESTIMATED ELAPSED TIME — For IFR by the procedure. The published procedure will be flights, the estimated time required from take-off to annotated to indicate when the course reversal is not arrive over that designated point, defined by refer- necessary when flying within a particular TAA (e.g., ence to navigation aids, from which it is intended "NoPT"). Otherwise, the pilot is expected to execute that an instrument approach procedure will be com- the course reversal under the provisions of 14 CFR menced, or, if no navigation aid is associated with Section 91.175 (USA). The pilot may elect to use the the destination aerodrome, to arrive over the destina- course reversal pattern when it is not required by tion aerodrome. For VFR flights, the estimated time the procedure, but must inform air traffic control and required from take-off to arrive over the destination receive clearance to do so. aerodrome. TERMINAL VFR RADAR SERVICE (USA) — A TOUCHDOWN — The point where the nominal glide national program instituted to extend the terminal path intercepts the runway. radar services provided instrument flight rules (IFR) NOTE: “Touchdown” as defined above is only a datum aircraft to visual flight rules (VFR) aircraft. The pro- and is not necessarily the actual point at which the gram is divided into four types of service referred to aircraft will touch the runway. as basic radar service, terminal radar service area TOUCHDOWN ZONE ELEVATION (TDZE) — The (TRSA) service, Class “B” service and Class “C” highest elevation in the first 3000ft of the landing sur- service. face. a. Basic Radar Service — These services are TRACK — The projection on the earth’s surface of provided for VFR aircraft by all commissioned thepathofanaircraft,thedirectionofwhichpathat terminal radar facilities. Basic radar service any point is usually expressed in degrees from North includes safety alerts, traffic advisories, limited (true, magnetic or grid). radar vectoring when requested by the pilot, and TRAFFIC ALERT AND COLLISION AVOIDANCE sequencing at locations where procedures have SYSTEM (TCAS) — An airborne collision avoidance been established for this purpose and/or when system based on radar beacon signals which oper- covered by a letter of agreement. The purpose ates independent of ground-based equipment. of this service is to adjust the flow of arriving IFR and VFR aircraft into the traffic pattern in a TCAS-I generates traffic advisory only; safe and orderly manner and to provide traffic TCAS-II generates traffic advisories, and resolution advisories to departing VFR aircraft. (collision avoidance) advisories in the vertical plane. b. TRSA Service — This service provides, in addi- TRAFFIC AVOIDANCE ADVICE — Advice provided tion to basic radar service, sequencing of all by an air traffic services unit specifying manoeuvres IFR and participating VFR aircraft to the pri- to assist a pilot to avoid a collision. mary airport and separation between all partici- TRAFFIC INFORMATION — Information issued by pating VFR aircraft. The purpose of this service an air traffic services unit to alert a pilot to other is to provide separation between all participating knownorobservedairtrafficwhichmaybeinprox- VFR aircraft and all IFR aircraft operating within imity to the position or intended route of flight and to the area defined as a TRSA. help the pilot avoid a collision. c. Class “B” Service — This service provides, in TRANSITION ALTITUDE (TA) — The altitude in the addition to basic radar service, approved sep- vicinity of an airport at or below which the vertical aration of aircraft based on IFR, VFR, and/or position of an aircraft is controlled by reference to weight, and sequencing of VFR arrivals to the altitudes (MSL). primary airport(s). TRANSITION HEIGHT — The height in the vicinity d. Class “C” Service — This service provides, of an airport at or below which the vertical position in addition to basic radar service, approved of an aircraft is expressed in height above the airport separation between IFR and VFR aircraft, and reference datum. sequencing of VFR aircraft, and sequencing of TRANSITION LAYER — Theairspacebetweenthe VFR arrivals to the primary airport. transition altitude and the transition level. Aircraft TERMINAL RADAR SERVICE AREA (TRSA) descending through the transition layer will use (USA) — Airspace surrounding designated airports altimeters set to local station pressure, while depart- wherein ATC provides radar vectoring, sequencing and separation on a full-time basis for all IFR and

ing aircraft climbing through the layer will be using VIBAL — (Visibilité Balise) Is the method whereby standard altimeter setting (QNE) of 29.92 inches of a human observer (or pilot in take-off position) deter- Mercury, 1013.2 millibars, or 1013.2 hectopascals. mines the RVR by counting specific markers adjacent TRANSITION LEVEL (TL) — The lowest flight level to the runway or by counting runway edge lights. available for use above the transition altitude. VISIBILITY (ICAO) — The ability, as determined by TROPICAL CYCLONE — Generic term for a atmospheric conditions and expressed in units of dis- non-frontal synoptic-scale cyclone originating over tance, to see and identify prominent unlighted objects tropical or sub-tropical waters with organized con- by day and prominent lighted objects by night. vection and definite cyclonic surface wind circulation. a. Flight Visibility — The visibility forward from the TROPICAL CYCLONE ADVISORY CENTRE cockpitofanaircraftinflight. (TCAC) — A meteorological centre designated b. Ground Visibility — The visibility at an aero- by regional air navigation agreement to provide drome as reported by an accredited observer. advisory information to meteorological watch offices, c. Runway Visual Range (RVR) — The range over world area forecast centres and international OPMET which the pilot of an aircraft on the centerline of databanks regarding the position, forecast direction a runway can see the runway surface markings and speed of movement, central pressure and maxi- or the lights delineating the runway or identifying mum surface wind of tropical cyclones. its centerline. TURN ANTICIPATION — Turning maneuver initiated VISIBILITY (USA) — The ability, as determined by prior to reaching the actual airspace fix or turn point atmospheric conditions and expressed in units of dis- that is intended to keep the aircraft within established tance, to see and identify prominent unlighted objects airway or route boundaries. by day and prominent lighted objects by night. Visibil- UNCERTAINTY PHASE — A situation wherein ity is reported as statute or nautical miles, hundreds uncertainty exists as to the safety of an aircraft and of feet or meters. its occupants. a. Flight Visibility — The average forward horizon- UNMANNED FREE BALLOON — A non-power- tal distance, from the cockpit of an aircraft in driven, unmanned, lighter-than-air aircraft in free flight, at which prominent unlighted objects may flight. be seen and identified by day and prominent NOTE: Unmanned free balloons are classified as lighted objects may be seen and identified by heavy, medium or light in accordance with specifica- night. tions contained in ICAO Rules of the Air, Annex 2, b. Ground Visibility — Prevailing horizontal visibil- Appendix 4. ity near the earth’s surface as reported by the UPPER-AIR CHART — A meteorological chart relat- United States National Weather Service or an ing to a specified upper-air surface or layer of the accredited observer. atmosphere. c. Prevailing Visibility — The greatest horizontal URGENCY — A condition concerning the safety of an visibility equaled or exceeded throughout at aircraft or other vehicle, or of some person on board least half the horizon circle which need not or within sight, but which does not require immediate necessarily be continuous. assistance. d. Runway Visibility Value (RVV) — The visibility VECTORING — Provision of navigational guidance determined for a particular runway by a trans- to aircraft in the form of specific headings, based on missometer. A meter provides a continuous indi- the use of an ATS surveillance system. cation of the visibility (reported in miles or frac- tions of miles) for the runway. RVV is used in lieu VERTICAL NAVIGATION (VNAV) — That function of prevailing visibility in determining minimums of RNAV equipment which provides guidance in the for a particular runway. vertical plane. e. Runway Visual Range (RVR) — An instru- VERTICAL PATH ANGLE (VPA) (ICAO) — Angle of mentally derived value, based on standard the published final approach descent in Baro-VNAV calibrations, that represents the horizontal dis- procedures. tance a pilot will see down the runway from VERTICAL PATH ANGLE (VPA) (USA) — The the approach end; it is based on the sighting descent angle shown on some non-precision of either high intensity runway lights or on the approaches describing the geometric descent path visual contrast of other targets whichever yields from the Final approach fix (FAF), or on occasion the greater visual range. RVR, in contrast to from an intervening stepdown fix, to the Threshold prevailing or runway visibility, is based on what Crossing Height (TCH). This angle may or may not a pilot in a moving aircraft should see look- coincide with the angle projected by a Visual Glide ing down the runway. RVR is horizontal visual Slope Indicator (VASI, PAPI, PLASI, etc.) range, not slant visual range. It is based on the VERY HIGH FREQUENCY (VHF) — The frequencies measurement of a transmissometer made near between 30MHz and 300MHz (200MHz – 3GHz is the touchdown point of the instrument runway considered as UHF in the Aviation). and is reported in hundreds of feet. RVR is VFR FLIGHT — A flight conducted in accordance used in lieu of RVV and/or prevailing visibility in with the visual flight rules. determining minimums for a particular runway.

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1. Touchdown RVR — The RVR visibility WAYPOINT — A specified geographical location readout values obtained from RVR equip- used to define an area navigation route or the flight ment serving the runway touchdown zone. path of an aircraft employing area navigation. Way- 2. Mid-RVR — The RVR readout values points are identified as either: obtained from RVR equipment located Fly-by waypoint — A fly-by waypoint requires the midfield of the runway. use of turn anticipation to avoid overshoot of the 3. Rollout RVR — The RVR readout values next flight segment; or obtained from RVR equipment located Fly-over waypoint — A fly-over waypoint pre- nearest the rollout end of the runway. cludes any turn until the waypoint is overflown VISUAL APPROACH (ICAO) — An approach by and is followed by an intercept maneuver of the an IFR flight when either part or all of an instru- next flight segment. ment approach procedure is not completed and the WEATHER SYSTEMS PROCESSOR (WSP) — approach is executed in visual reference to terrain. An add-on weather processor to selected Airport VISUAL APPROACH (USA) — An approach con- Surveillance Radar (ASR)-9 facilities that adds ducted on an instrument flight rules (IFR) flight plan Doppler weather radar capability and provides wind which authorizes the pilot to proceed visually and shear and microburst warnings. The system gives clear of clouds to the airport. The pilot must, at all controllers timely and accurate warnings for relaying times, have either the airport or the preceding aircraft to pilots via radio communications. The WSP also in sight. This approach must be authorized and under provides controllers with thunderstorm cell locations the control of the appropriate air traffic control facility. and movement as well as the predicted future posi- Reported weather at the airport must be ceiling at or tion and intensity of wind shifts that may affect airport above 1000ft and visibility of 3 miles or greater. operations. The system can also process precipitation data to reduce false severe weather reports VISUAL DESCENT POINT (VDP) — A defined point caused by anomalous propagation. on the final approach course of a non-precision straight-in approach procedure from which normal WIDE AREA AUGMENTATION SYSTEM (WAAS) — descent from the MDA to the runway touchdown WAAS is a navigation system developed for civil avi- point may be commenced, provided the approach ation that provides extremely accurate horizontal threshold of that runway, or approach lights, or other and vertical navigation for all classes of aircraft in markings identifiable with the approach end of that all phases of flight - including enroute navigation, runway are clearly visible to the pilot. airport departures, and airport arrivals. This includes VISUAL MANOEUVRING (CIRCLING) AREA — vertically-guided landing approaches in instrument meteorological conditions at all qualified locations. The area in which obstacle clearance should be taken into consideration for aircraft carrying out a WORLD AREA FORECAST CENTRE (WAFC) — circling approach. A meteorological centre designated to prepare and VISUAL METEOROLOGICAL CONDITIONS issue significant weather forecasts and upper-air forecasts in digital and/or pictorial form on a global basis (VMC) — Meteorological conditions expressed in direct States by appropriate means as part of the terms of visibility, distance from cloud, and ceiling aeronautical fixed service. equal to or better than specified minima. WORLD AREA FORECAST SYSTEM (WAFS) — NOTE: The specified minima are contained in ICAO Rules of the Air, Annex 2, Chapter 4. A world-wide system by which world area forecast centres provide aeronautical meteorological en-route VOLMET BROADCAST — Routine broadcast of forecasts in uniform standardized formats. meteorological information for aircraft in flight. VOLCANIC ASH ADVISORY CENTRE (VAAC) — A meteorological centre designated by regional air navigation agreement to provide advisory information to meteorological watch offices, area control centres, flight information centres, world area forecast centres, relevant regional area forecast centres and international OPMET data banks regarding the lateral and vertical extent and forecast movement of volcanic ash in the atmosphere following volcanic eruptions. VOLMET BROADCAST — Provision of current aerodrome meteorological reports (METAR) and special meteorological reports (SPECI), aerodrome forecasts (TAF), SIGMET by means of continuous and repetitive voice broadcasts for aircraft in flight. VOLMET DATA LINK SERVICE (D-VOLMET) — Provision of current METAR, SPECI, TAF, SIGMET, special air-reports not covered by SIGMET and, where available, AIRMET via data link. WARNING AREA (USA) — [see SPECIAL USE AIRSPACE (SUA)].

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