POFZ(See PRECISION OBSTACLE FREE ZONE.)
POINT OUT(See RADAR POINT OUT.)
POINT-TO-POINT (PTP)- A level of NRR service
for aircraft that is based on traditional waypoints in
their FMSs or RNAV equipage.
POLAR TRACK STRUCTURE- A system of
organized routes between Iceland and Alaska which
overlie Canadian MNPS Airspace.
POSITION AND HOLD- Used by ATC to inform a
pilot to taxi onto the departure runway in takeoff
position and hold. It is not authorization for takeoff.
It is used when takeoff clearance cannot immediately
be issued because of traffic or other reasons.
(See CLEARED FOR TAKEOFF.)
POSITION REPORT- A report over a known
location as transmitted by an aircraft to ATC.
(Refer to AIM.)
POSITION SYMBOL- A computer-generated
indication shown on a radar display to indicate the
mode of tracking.
POSITIVE CONTROL- The separation of all air
traffic within designated airspace by air traffic
control.
PRACTICE INSTRUMENT APPROACH- An
instrument approach procedure conducted by a VFR
or an IFR aircraft for the purpose of pilot training or
proficiency demonstrations.
PRE-DEPARTURE CLEARANCE- An application
with the Terminal Data Link System (TDLS) that
provides clearance information to subscribers,
through a service provider, in text to the cockpit or
gate printer.
PREARRANGED COORDINATION- A standard-
ized procedure which permits an air traffic controller
to enter the airspace assigned to another air traffic
controller without verbal coordination. The proce-
dures are defined in a facility directive which ensures
standard separation between aircraft.
PREARRANGED COORDINATION PROCE-
DURES- A facility's standardized procedure that
describes the process by which one controller shall
allow an aircraft to penetrate or transit another
controller's airspace in a manner that assures standard
separation without individual coordination for each
aircraft.
PRECIP ITATION- Any or all form s of water
particles (rain, sleet, hail, or snow) that fall from the
atmosphere and reach the surface.
PRECIPITATION RADAR WEATHER DE-
SCRIPTIONS - Existing radar systems cannot detect
turbulence. However, there is a direct correlation
between the degree of turbulence and other weather
features associated with thunderstorms and the
weather radar precipitation intensity. Controllers will
issue (where capable) precipitation intensity as
observed by radar when using weather and radar
processor (WARP) or NAS ground based digital
radars with weather capabilities. When precipitation
intensity information is not available, the intensity
will be described as UNKNOWN. When intensity
levels can be determined, they shall be described as:
a. LIGHT (< 30 dBZ)
b. MODERATE (30 to 40 dBZ)
c. HEAVY (> 40 to 50 dBZ)
d. EXTREME (> 50 dBZ)
(Refer to AC 00-45, Aviation Weather Services.)
PRECISION APPROACH(See PRECISION APPROACH PROCEDURE.)
PRECISION APPROACH PROCEDURE- A stan-
dard instrument approach procedure in which an
electronic glideslope/glidepath is provided; e.g., ILS,
MLS, and PAR.
(See INSTRUMENT LANDING SYSTEM.)
(See MICROWAVE LANDING SYSTEM.)
(See PRECISION APPROACH RADAR.)
PRECISION APPROACH RADAR- Radar equip-
ment in some ATC facilities operated by the FAA
and/or the military services at joint-use civil/military
locations and separate military installations to detect
and display azimuth, elevation, and range of aircraft
on the final approach course to a runway. This
equipment may be used to monitor certain nonradar
approaches, but is primarily used to conduct a
precision instrument approach (PAR) wherein the
controller issues guidance instructions to the pilot
based on the aircraft's position in relation to the final
approach course (azimuth), the glidepath (elevation),
Pilot/Controller Glossary 2/14/08
PCG P-3
and the distance (range) from the touchdown point on
the runway as displayed on the radar scope.
Note:_The abbreviation “PAR” is also used to
denote preferential arrival routes in ARTCC
computers.
(See GLIDEPATH.)
(See PAR.)
(See PREFERENTIAL ROUTES.)
(See ICAO term PRECISION APPROACH
RADAR.)
(Refer to AIM.)
PRECISION APPROACH RADAR - Pri-
mary radar equipment used to determine the position
of an aircraft during final approach, in terms of lateral
and vertical deviations relative to a nominal approach
path, and in range relative to touchdown.
Note:_Precision approach radars are designed to
enable pilots of aircraft to be given guidance by
radio communication during the final stages of the
approach to land.
PRECISION OBSTACLE FREE ZONE (POFZ)-
An 800 foot wide by 200 foot long area centered on
the runway centerline adjacent to the threshold
designed to protect aircraft flying precision
approaches from ground vehicles and other aircraft
when ceiling is less than 250 feet or visibility is less
than 3/4 statute mile (or runway visual range below
4,000 feet.)
PRECISION RUNWAY MONITOR (PRM)- Pro-
vides air traffic controllers with high precision
secondary surveillance data for aircraft on final
approach to parallel runways that have extended
centerlines separated by less than 4,300 feet. High
resolution color monitoring displays (FMA) are
required to present surveillance track data to
controllers along with detailed maps depicting
approaches and no transgression zone.
PREFERENTIAL ROUTES- Preferential routes
(PDRs, PARs, and PDARs) are adapted in ARTCC
computers to accomplish inter/intrafacility controller
coordination and to assure that flight data is posted at
the proper control positions. Locations having a need
for these specific inbound and outbound routes
normally publish such routes in local facility
bulletins, and their use by pilots minimizes flight
plan route amendments. When the workload or traffic
situation permits, controllers normally provide radar
vectors or assign requested routes to minimize
circuitous routing. Preferential routes are usually
confined to one ARTCC's area and are referred to by
the following names or acronyms:
a. Preferential Departure Route (PDR). A specific
departure route from an airport or terminal area to an
en route point where there is no further need for flow
control. It may be included in an Instrument
Departure Procedure (DP) or a Preferred IFR Route.
b. Preferential Arrival Route (PAR). A specific
arrival route from an appropriate en route point to an
airport or terminal area. It may be included in a
Standard Terminal Arrival (STAR) or a Preferred IFR
Route. The abbreviation “PAR” is used primarily
within the ARTCC and should not be confused with
the abbreviation for Precision Approach Radar.
c. Preferential Departure and Arrival Route
(PDAR). A route between two terminals which are
within or immediately adjacent to one ARTCC's area.
PDARs are not synonymous with Preferred IFR
Routes but may be listed as such as they do
accomplish essentially the same purpose.
(See PREFERRED IFR ROUTES.)
PREFERRED IFR ROUTES- Routes established
between busier airports to increase system efficiency
and capacity. They normally extend through one or
more ARTCC areas and are designed to achieve
balanced traffic flows among high density terminals.
IFR clearances are issued on the basis of these routes
except when severe weather avoidance procedures or
other factors dictate otherwise. Preferred IFR Routes
are listed in the Airport/Facility Directory. If a flight
is planned to or from an area having such routes but
the departure or arrival point is not listed in the
Airport/Facility Directory, pilots may use that part of
a Preferred IFR Route which is appropriate for the
departure or arrival point that is listed. Preferred IFR
Routes are correlated with DPs and STARs and may
be defined by airways, jet routes, direct routes
between NAVAIDs, Waypoints, NAVAID radials/
DME, or any combinations thereof.
(See CENTER'S AREA.)
(See INSTRUMENT DEPARTURE
PROCEDURE.)
(See PREFERENTIAL ROUTES.)
(See STANDARD TERMINAL ARRIVAL.)
(Refer to AIRPORT/FACILITY DIRECTORY.)
(Refer to NOTICES TO AIRMEN PUBLICATION.)
PRE-FLIGHT PILOT BRIEFING(See PILOT BRIEFING.)
PREVAILING VISIBILITY(See VISIBILITY.)
Pilot/Controller Glossary 2/14/08
PCG P-4
PRIMARY RADAR TARGET- An analog or digital
target, exclusive of a secondary radar target,
presented on a radar display.
PRM(See ILS PRM APPROACH and PRECISION
RUNWAY MONITOR.)
PROCEDURE TURN- The maneuver prescribed
when it is necessary to reverse direction to establish
an aircraft on the intermediate approach segment or
final approach course. The outbound course,
direction of turn, distance within which the turn must
be completed, and minimum altitude are specified in
the procedure. However, unless otherwise restricted,
the point at which the turn may be commenced and
the type and rate of turn are left to the discretion of the
pilot.
(See ICAO term PROCEDURE TURN.)
PROCEDURE TURN - A maneuver in
which a turn is made away from a designated track
followed by a turn in the opposite direction to permit
the aircraft to intercept and proceed along the
reciprocal of the designated track.
Note 1:_Procedure turns are designated “left” or
“right” according to the direction of the initial turn.
Note 2:_Procedure turns may be designated as
being made either in level flight or while
descending, according to the circumstances of
each individual approach procedure.
PROCEDURE TURN INBOUND- That point of a
procedure turn maneuver where course reversal has
been completed and an aircraft is established inbound
on the intermediate approach segment or final
approach course. A report of “procedure turn
inbound” is normally used by ATC as a position
report for separation purposes.
(See FINAL APPROACH COURSE.)
(See PROCEDURE TURN.)
(See SEGMENTS OF AN INSTRUMENT
APPROACH PROCEDURE.)
PROFILE DESCENT- An uninterrupted descent
(except where level flight is required for speed
adjustment; e.g., 250 knots at 10,000 feet MSL) from
cruising altitude/level to interception of a glideslope
or to a minimum altitude specified for the initial or
intermediate approach segment of a nonprecision
instrument approach. The profile descent normally
term inates at the approach gate or where the
glideslope or other appropriate minimum altitude is
intercepted.
PROGRESS REPORT(See POSITION REPORT.)
PROGRESSIVE TAXI- Precise taxi instructions
given to a pilot unfamiliar with the airport or issued
in stages as the aircraft proceeds along the taxi route.
PROHIBITED AREA(See SPECIAL USE AIRSPACE.)
(See ICAO term PROHIBITED AREA.)
PROHIBITED AREA - An airspace of
defined dimensions, above the land areas or territorial
waters of a State, within which the flight of aircraft
is prohibited.
PROPOSED BOUNDARY CROSSING TIME-
Each center has a PBCT parameter for each internal
airport. Proposed internal flight plans are transmitted
to the adjacent center if the flight time along the
proposed route from the departure airport to the
center boundary is less than or equal to the value of
PBCT or if airport adaptation specifies transmission
regardless of PBCT.
PROPOSED DEPARTURE TIME- The time that the
aircraft expects to become airborne.
PROTECTED AIRSPACE- The airspace on either
side of an oceanic route/track that is equal to one-half
the lateral separation minimum except where
reduction of protected airspace has been authorized.
PT(See PROCEDURE TURN.)
PTP(See POINT-TO-POINT.)
PTS(See POLAR TRACK STRUCTURE.)
PUBLISHED ROUTE- A route for which an IFR
altitude has been established and published; e.g.,
Federal Airways, Jet Routes, Area Navigation
Routes, Specified Direct Routes.
Pilot/Controller Glossary 2/14/08
PCG Q-1
Q
Q ROUTE- `Q' is the designator assigned to
published RNAV routes used by the United States.
QNE- The barometric pressure used for the standard
altimeter setting (29.92 inches Hg.).
QNH- The barometric pressure as reported by a
particular station.
QUADRANT- A quarter part of a circle, centered on
a NAVAID, oriented clockwise from magnetic north
as follows: NE quadrant 000-089, SE quadrant
090-179, SW quadrant 180-269, NW quadrant
270-359.
QUEUING(See STAGING/QUEUING.)
QUICK LOOK- A feature of the EAS and ARTS
which provides the controller the capability to
display full data blocks of tracked aircraft from other
control positions.
Pilot/Controller Glossary 2/14/08
PCG R-1
R
RAA(See REMOTE AIRPORT ADVISORY.)
RADAR- A device which, by measuring the time
interval between transmission and reception of radio
pulses and correlating the angular orientation of the
radiated antenna beam or beams in azimuth and/or
elevation, provides information on range, azimuth,
and/or elevation of objects in the path of the
transmitted pulses.
a. Primary Radar- A radar system in which a
minute portion of a radio pulse transmitted from a site
is reflected by an object and then received back at that
site for processing and display at an air traffic control
facility.
b. Secondary Radar/Radar Beacon (ATCRBS)- A
radar system in which the object to be detected is
fitted with cooperative equipment in the form of a
radio receiver/transmitter (transponder). Radar
pulses transmitted from the searching transmitter/re-
ceiver (interrogator) site are received in the
cooperative equipment and used to trigger a
distinctive transmission from the transponder. This
reply transmission, rather than a reflected signal, is
then received back at the transmitter/receiver site for
processing and display at an air traffic control facility.
(See INTERROGATOR.)
(See TRANSPONDER.)
(See ICAO term RADAR.)
(Refer to AIM.)
RADAR - A radio detection device which
provides information on range, azimuth and/or
elevation of objects.
a. Primary Radar- Radar system which uses
reflected radio signals.
b. Secondary Radar- Radar system wherein a
radio signal transmitted from a radar station initiates
the transmission of a radio signal from another
station.
RADAR ADVISORY- The provision of advice and
information based on radar observations.
(See ADVISORY SERVICE.)
RADAR ALTIMETER(See RADIO ALTIMETER.)
RADAR APPROACH- An instrument approach
procedure which utilizes Precision Approach Radar
(PAR) or Airport Surveillance Radar (ASR).
(See AIRPORT SURVEILLANCE RADAR.)
(See INSTRUMENT APPROACH
PROCEDURE.)
(See PRECISION APPROACH RADAR.)
(See SURVEILLANCE APPROACH.)
(See ICAO term RADAR APPROACH.)
(Refer to AIM.)
RADAR APPROACH - An approach,
executed by an aircraft, under the direction of a radar
controller.
RADAR APPROACH CONTROL FACILITY- A
terminal ATC facility that uses radar and nonradar
capabilities to provide approach control services to
aircraft arriving, departing, or transiting airspace
controlled by the facility.
(See APPROACH CONTROL SERVICE.)
a. Provides radar ATC services to aircraft
operating in the vicinity of one or more civil and/or
military airports in a terminal area. The facility may
provide services of a ground controlled approach
(GCA); i.e., ASR and PAR approaches. A radar
approach control facility may be operated by FAA,
USAF, US Army, USN, USMC, or jointly by FAA
and a military service. Specific facility nomencla-
tures are used for administrative purposes only and
are related to the physical location of the facility and
the operating service generally as follows:
1. Army Radar Approach Control (ARAC)
(Army).
2. Radar Air Traffic Control Facility (RATCF)
(Navy/FAA).
3. Radar Approach Control (RAPCON) (Air
Force/FAA).
4. Term inal Radar Approach Control
(TRACON) (FAA).
5. Air Traffic Control Tower (ATCT) (FAA).
(Only those towers delegated approach control
authority.)
RADAR ARRIVAL- An aircraft arriving at an
airport served by a radar facility and in radar contact
with the facility.
(See NONRADAR.)
Pilot/Controller Glossary 2/14/08
PCG R-2
RADAR BEACON(See RADAR.)
RADAR CLUTTER - The visual indication
on a radar display of unwanted signals.
RADAR CONTACTa. Used by ATC to inform an aircraft that it is
identified on the radar display and radar flight
following will be provided until radar identification
is terminated. Radar service may also be provided
within the limits of necessity and capability. When a
pilot is inform ed of “radar contact,” he/she
automatically discontinues reporting over compulso-
ry reporting points.
(See RADAR CONTACT LOST.)
(See RADAR FLIGHT FOLLOWING.)
(See RADAR SERVICE.)
(See RADAR SERVICE TERMINATED.)
(Refer to AIM.)
b. The term used to inform the controller that the
aircraft is identified and approval is granted for the
aircraft to enter the receiving controllers airspace.
(See ICAO term RADAR CONTACT.)
RADAR CONTACT - The situation which
exists when the radar blip or radar position symbol of
a particular aircraft is seen and identified on a radar
display.
RADAR CONTACT LOST- Used by ATC to inform
a pilot that radar data used to determine the aircraft's
position is no longer being received, or is no longer
reliable and radar service is no longer being provided.
The loss may be attributed to several factors
including the aircraft merging with weather or ground
clutter, the aircraft operating below radar line of sight
coverage, the aircraft entering an area of poor radar
return, failure of the aircraft transponder, or failure of
the ground radar equipment.
(See CLUTTER.)
(See RADAR CONTACT.)
RADAR ENVIRONMENT- An area in which radar
service may be provided.
(See ADDITIONAL SERVICES.)
(See RADAR CONTACT.)
(See RADAR SERVICE.)
(See TRAFFIC ADVISORIES.)
RADAR FLIGHT FOLLOWING- The observation
of the progress of radar identified aircraft, whose
primary navigation is being provided by the pilot,
wherein the controller retains and correlates the
aircraft identity with the appropriate target or target
symbol displayed on the radar scope.
(See RADAR CONTACT.)
(See RADAR SERVICE.)
(Refer to AIM.)
RADAR IDENTIFIC ATION- The process of
ascertaining that an observed radar target is the radar
return from a particular aircraft.
(See RADAR CONTACT.)
(See RADAR SERVICE.)
(See ICAO term RADAR IDENTIFICATION.)
RADAR IDENTIFICATION - The process
of correlating a particular radar blip or radar position
symbol with a specific aircraft.
RADAR IDENTIFIED AIRCRAFT- An aircraft, the
position of which has been correlated with an
observed target or symbol on the radar display.
(See RADAR CONTACT.)
(See RADAR CONTACT LOST.)
RADAR MONITORING(See RADAR SERVICE.)
RADAR NAVIGATIONAL GUIDANCE(See RADAR SERVICE.)
RADAR POINT OUT- An action taken by a
controller to transfer the radar identification of an
aircraft to another controller if the aircraft will or may
enter the airspace or protected airspace of another
controller and radio communications will not be
transferred.
RADAR REQUIRED- A term displayed on charts
and approach plates and included in FDC NOTAMs
to alert pilots that segments of either an instrument
approach procedure or a route are not navigable
because of either the absence or unusability of a
NAVAID. The pilot can expect to be provided radar
navigational guidance while transiting segments
labeled with this term.
(See RADAR ROUTE.)
(See RADAR SERVICE.)
RADAR ROUTE- A flight path or route over which
an aircraft is vectored. Navigational guidance and
altitude assignments are provided by ATC.
(See FLIGHT PATH.)
(See ROUTE.)
RADAR SEPARATION(See RADAR SERVICE.)
Pilot/Controller Glossary 2/14/08
PCG R-3
RADAR SERVICE- A term which encompasses one
or more of the following services based on the use of
radar which can be provided by a controller to a pilot
of a radar identified aircraft.
a. Radar Monitoring- The radar flight-following
of aircraft, whose primary navigation is being
performed by the pilot, to observe and note deviations
from its authorized flight path, airway, or route.
When being applied specifically to radar monitoring
of instrument approaches; i.e., with precision
approach radar (PAR) or radar monitoring of
simultaneous ILS/MLS approaches, it includes
advice and instructions whenever an aircraft nears or
exceeds the prescribed PAR safety limit or
simultaneous ILS/MLS no transgression zone.
(See ADDITIONAL SERVICES.)
(See TRAFFIC ADVISORIES.)
b. Radar Navigational Guidance- Vectoring
aircraft to provide course guidance.
c. Radar Separation- Radar spacing of aircraft in
accordance with established minima.
(See ICAO term RADAR SERVICE.)
RADAR SERVICE - Term used to indicate
a service provided directly by means of radar.
a. Monitoring- The use of radar for the purpose of
providing aircraft with information and advice
relative to significant deviations from nominal flight
path.
b. Separation- The separation used when aircraft
position information is derived from radar sources.
RADAR SERVICE TERMINATED- Used by ATC
to inform a pilot that he/she will no longer be
provided any of the services that could be received
while in radar contact. Radar service is automatically
terminated, and the pilot is not advised in the
following cases:
a. An aircraft cancels its IFR flight plan, except
within Class B airspace, Class C airspace, a TRSA,
or where Basic Radar service is provided.
b. An aircraft conducting an instrument, visual, or
contact approach has landed or has been instructed to
change to advisory frequency.
c. An arriving VFR aircraft, receiving radar
service to a tower-controlled airport within Class B
airspace, Class C airspace, a TRSA, or where
sequencing service is provided, has landed; or to all
other airports, is instructed to change to tower or
advisory frequency.
d. An aircraft completes a radar approach.
RADAR SURVEILLANCE- The radar observation
of a given geographical area for the purpose of
performing some radar function.
RADAR TRAFFIC ADVISORIES- Advisories
issued to alert pilots to known or observed radar
traffic which may affect the intended route of flight
of their aircraft.
(See TRAFFIC ADVISORIES.)
RADAR TRAFFIC INFORMATION SERVICE(See TRAFFIC ADVISORIES.)
RADAR VECTORING - Provision of
navigational guidance to aircraft in the form of
specific headings, based on the use of radar.
RADIAL- A magnetic bearing extending from a
VOR/VORTAC/TACAN navigation facility.
RADIOa. A device used for communication.
b. Used to refer to a flight service station; e.g.,
“Seattle Radio” is used to call Seattle FSS.
RADIO ALTIMETER- Aircraft equipment which
makes use of the reflection of radio waves from the
ground to determine the height of the aircraft above
the surface.
RADIO BEACON(See NONDIRECTIONAL BEACON.)
RADIO DETECTION AND RANGING(See RADAR.)
RADIO MAGNETIC INDICATOR- An aircraft
navigational instrument coupled with a gyro compass
or similar compass that indicates the direction of a
selected NAVAID and indicates bearing with respect
to the heading of the aircraft.
RAIS(See REMOTE AIRPORT INFORMATION
SERVICE.)
RAMP(See APRON.)
RANDOM ALTITUDE- An altitude inappropriate
for direction of flight and/or not in accordance with
FAAO JO 7110.65, Para 4-5-1, VERTICAL
SEPARATION MINIMA.
Pilot/Controller Glossary 2/14/08
PCG R-4
RANDOM ROUTE- Any route not established or
charted/published or not otherwise available to all
users.
RC(See ROAD RECONNAISSANCE.)
RCAG(See REMOTE COMMUNICATIONS
AIR/GROUND FACILITY.)
RCC(See RESCUE COORDINATION CENTER.)
RCO(See REMOTE COMMUNICATIONS OUTLET.)
RCR(See RUNWAY CONDITION READING.)
READ BACK- Repeat my message back to me.
RECEIVER AUTONOMOUS INTEGRITY MON-
ITORING (RAIM)- A technique whereby a civil
GNSS receiver/processor determines the integrity of
the GNSS navigation signals without reference to
sensors or non-DoD integrity systems other than the
receiver itself. This determination is achieved by a
consistency check among redundant pseudorange
measurements.
RECEIVING CONTROLLER- A controller/facility
receiving control of an aircraft from another
controller/facility.
RECEIVING FACILITY(See RECEIVING CONTROLLER.)
RECONFORMANCE- The automated process of
bringing an aircraft's Current Plan Trajectory into
conformance with its track.
REDUCE SPEED TO (SPEED)-
(See SPEED ADJUSTMENT.)
REIL(See RUNWAY END IDENTIFIER LIGHTS.)
RELEASE TIME- A departure time restriction
issued to a pilot by ATC (either directly or through an
authorized relay) when necessary to separate a
departing aircraft from other traffic.
(See ICAO term RELEASE TIME.)
RELEASE TIME - Time prior to which an
aircraft should be given further clearance or prior to
which it should not proceed in case of radio failure.
REMOTE AIRPORT ADVISORY (RAA)- A
remote service which may be provided by facilities,
which are not located on the landing airport, but have
a discrete ground-to-air communication frequency
or tower frequency when the tower is closed,
automated weather reporting with voice available to
the pilot at the landing airport, and a continuous
ASOS/AWOS data display, other direct reading
instruments, or manual observation is available to the
AFSS specialist.
REMOTE AIRPORT INFORMATION SERVICE
(RAIS)- A temporary service provided by facilities,
which are not located on the landing airport, but have
communication capability and automated weather
reporting available to the pilot at the landing airport.
REMOTE COMMUNICATIONS AIR/GROUND
FACILITY- An unmanned VHF/UHF transmitter/
receiver facility which is used to expand ARTCC
air/ground communications coverage and to facilitate
direct contact between pilots and controllers. RCAG
facilities are sometimes not equipped with emergen-
cy frequencies 121.5 MHz and 243.0 MHz.
(Refer to AIM.)
REMOTE COMMUNICATIONS OUTLET- An
unmanned communications facility remotely con-
trolled by air traffic personnel. RCOs serve FSSs.
RTRs serve terminal ATC facilities. An RCO or RTR
may be UHF or VHF and will extend the
communication range of the air traffic facility. There
are several classes of RCOs and RTRs. The class is
determined by the number of transmitters or
receivers. Classes A through G are used primarily for
air/ground purposes. RCO and RTR class O
facilities are nonprotected outlets subject to
undetected and prolonged outages. RCO (O's) and
RTR (O's) were established for the express purpose
of providing ground-to-ground communications
between air traffic control specialists and pilots
located at a satellite airport for delivering en route
clearances, issuing departure authorizations, and
acknowledging instrument flight rules cancellations
or departure/landing times. As a secondary function,
they may be used for advisory purposes whenever the
aircraft is below the coverage of the primary
air/ground frequency.
REMOTE TRANSMITTER/RECEIVER(See REMOTE COMMUNICATIONS OUTLET.)
Pilot/Controller Glossary 2/14/08
PCG R-5
REPORT- Used to instruct pilots to advise ATC of
specified information; e.g., “Report passing Hamil-
ton VOR.”
REPORTING POINT- A geographical location in
relation to which the position of an aircraft is
reported.
(See COMPULSORY REPORTING POINTS.)
(See ICAO term REPORTING POINT.)
(Refer to AIM.)
REPORTING POINT - A specified geo-
graphical location in relation to which the position of
an aircraft can be reported.
REQUEST FULL ROUTE CLEARANCE- Used
by pilots to request that the entire route of flight be
read verbatim in an ATC clearance. Such request
should be made to preclude receiving an ATC
clearance based on the original filed flight plan when
a filed IFR flight plan has been revised by the pilot,
company, or operations prior to departure.
REQUIRED NAVIGATION PERFORMANCE
(RNP)– A statement of the navigational performance
necessary for operation within a defined airspace.
The following terms are commonly associated with
RNP:
a. Required Navigation Performance Level or
Type (RNP-X). A value, in nautical miles (NM), from
the intended horizontal position within which an
aircraft would be at least 95-percent of the total flying
time.
b. Required Navigation Performance (RNP)
Airspace. A generic term designating airspace, route
(s), leg (s), operation (s), or procedure (s) where
minimum required navigational performance (RNP)
have been established.
c. Actual Navigation Performance (ANP). A
measure of the current estimated navigational
performance. Also referred to as Estimated Position
Error (EPE).
d. Estimated Position Error (EPE). A measure of
the current estimated navigational performance. Also
referred to as Actual Navigation Performance (ANP).
e. Lateral Navigation (LNAV). A function of area
navigation (RNAV) equipment which calculates,
displays, and provides lateral guidance to a profile or
path.
f. Vertical Navigation (VNAV). A function of area
navigation (RNAV) equipment which calculates,
displays, and provides vertical guidance to a profile
or path.
RESCUE COORDINATION CENTER- A search
and rescue (SAR) facility equipped and manned to
coordinate and control SAR operations in an area
designated by the SAR plan. The U.S. Coast Guard
and the U.S. Air Force have responsibility for the
operation of RCCs.
(See ICAO term RESCUE CO-ORDINATION
CENTRE.)
RESCUE CO-ORDINATION CENTRE - A
unit responsible for promoting efficient organization
of search and rescue service and for coordinating the
conduct of search and rescue operations within a
search and rescue region.
RESOLUTION ADVISORY-A display indication
given to the pilot by the traffic alert and collision
avoidance systems (TCAS II) recommending a
maneuver to increase vertical separation relative to an
intruding aircraft. Positive, negative, and vertical
speed limit (VSL) advisories constitute the resolution
advisories. A resolution advisory is also classified as
corrective or preventive
RESTRICTED AREA(See SPECIAL USE AIRSPACE.)
(See ICAO term RESTRICTED AREA.)
RESTRICTED AREA - An airspace of
defined dimensions, above the land areas or territorial
waters of a State, within which the flight of aircraft
is restricted in accordance with certain specified
conditions.
RESUME NORMAL SPEED- Used by ATC to
advise a pilot that previously issued speed control
restrictions are deleted. An instruction to “resume
normal speed” does not delete speed restrictions that
are applicable to published procedures of upcoming
segments of flight, unless specifically stated by ATC.
This does not relieve the pilot of those speed
restrictions which are applicable to 14 CFR
Section 91.117.
RESUME OWN NAVIGATION- Used by ATC to
advise a pilot to resume his/her own navigational
responsibility. It is issued after completion of a radar
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vector or when radar contact is lost while the aircraft
is being radar vectored.
(See RADAR CONTACT LOST.)
(See RADAR SERVICE TERMINATED.)
RMI(See RADIO MAGNETIC INDICATOR.)
RNAV(See AREA NAVIGATION.)
(See ICAO Term AREA NAVIGATION.)
RNAV APPROACH- An instrument approach
procedure which relies on aircraft area navigation
equipment for navigational guidance.
(See AREA NAVIGATION.)
(See INSTRUMENT APPROACH
PROCEDURE.)
ROAD RECONNAISSANCE- Military activity
requiring navigation along roads, railroads, and
rivers. Reconnaissance route/route segments are
seldom along a straight line and normally require a
lateral route width of 10 NM to 30 NM and an altitude
range of 500 feet to 10,000 feet AGL.
ROGER- I have received all of your last
transmission. It should not be used to answer a
question requiring a yes or a no answer.
(See AFFIRMATIVE.)
(See NEGATIVE.)
ROLLOUT RVR(See VISIBILITY.)
ROUTE- A defined path, consisting of one or more
courses in a horizontal plane, which aircraft traverse
over the surface of the earth.
(See AIRWAY.)
(See JET ROUTE.)
(See PUBLISHED ROUTE.)
(See UNPUBLISHED ROUTE.)
ROUTE ACTION NOTIFICATION- URET notifi-
cation that a PAR/PDR/PDAR has been applied to the
flight plan.
(See ATC PREFERRED ROUTE
NOTIFICATION.)
(See USER REQUEST EVALUATION TOOL.)
ROUTE SEGMENT- As used in Air Traffic Control,
a part of a route that can be defined by two
navigational fixes, two NAVAIDs, or a fix and a
NAVAID.
(See FIX.)
(See ROUTE.)
(See ICAO term ROUTE SEGMENT.)
ROUTE SEGMENT - A portion of a route to
be flown, as defined by two consecutive significant
points specified in a flight plan.
RSA(See RUNWAY SAFETY AREA.)
RTR(See REMOTE TRANSMITTER/RECEIVER.)
RUNWAY- A defined rectangular area on a land
airport prepared for the landing and takeoff run of
aircraft along its length. Runways are normally
numbered in relation to their magnetic direction
rounded off to the nearest 10 degrees; e.g., Runway
1, Runway 25.
(See PARALLEL RUNWAYS.)
(See ICAO term RUNWAY.)
RUNWAY - A defined rectangular area on a
land aerodrome prepared for the landing and take-off
of aircraft.
RUNWAY CENTERLINE LIGHTING(See AIRPORT LIGHTING.)
RUNWAY CONDITION READING- Numerical
decelerometer readings relayed by air traffic
controllers at USAF and certain civil bases for use by
the pilot in determining runway braking action.
These readings are routinely relayed only to USAF
and Air National Guard Aircraft.
(See BRAKING ACTION.)
RUNWAY END IDENTIFIER LIGHTS(See AIRPORT LIGHTING.)
RUNWAY GRADIENT- The average slope, mea-
sured in percent, between two ends or points on a
runway. Runway gradient is depicted on Government
aerodrome sketches when total runway gradient
exceeds 0.3%.
RUNWAY HEADING- The magnetic direction that
corresponds with the runway centerline extended, not
the painted runway number. When cleared to “fly or
maintain runway heading,” pilots are expected to fly
or maintain the heading that corresponds with the
extended centerline of the departure runway. Drift
correction shall not be applied; e.g., Runway 4, actual
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magnetic heading of the runway centerline 044, fly
044.
RUNWAY IN USE/ACTIVE RUNWAY/DUTY
RUNWAY- Any runway or runways currently being
used for takeoff or landing. When multiple runways
are used, they are all considered active runways. In
the metering sense, a selectable adapted item which
specifies the landing runway configuration or
direction of traffic flow. The adapted optimum flight
plan from each transition fix to the vertex is
determined by the runway configuration for arrival
metering processing purposes.
RUNWAY LIGHTS(See AIRPORT LIGHTING.)
RUNWAY MARKINGS(See AIRPORT MARKING AIDS.)
RUNWAY OVERRUN- In military aviation exclu-
sively, a stabilized or paved area beyond the end of a
runway, of the same width as the runway plus
shoulders, centered on the extended runway
centerline.
RUNWAY PROFILE DESCENT- An instrument
flight rules (IFR) air traffic control arrival procedure
to a runway published for pilot use in graphic and/or
textual form and may be associated with a STAR.
Runway Profile Descents provide routing and may
depict crossing altitudes, speed restrictions, and
headings to be flown from the en route structure to the
point where the pilot will receive clearance for and
execute an instrument approach procedure. A
Runway Profile Descent may apply to more than one
runway if so stated on the chart.
(Refer to AIM.)
RUNWAY SAFETY AREA- A defined surface
surrounding the runway prepared, or suitable, for
reducing the risk of damage to airplanes in the event
of an undershoot, overshoot, or excursion from the
runway. The dimensions of the RSA vary and can be
determined by using the criteria contained within
AC 150/5300-13, Airport Design, Chapter 3.
Figure_3-1 in AC 150/5300-13 depicts the RSA. The
design standards dictate that the RSA shall be:
a. Cleared, graded, and have no potentially
hazardous ruts, humps, depressions, or other surface
variations;
b. Drained by grading or storm sewers to prevent
water accumulation;
c. Capable, under dry conditions, of supporting
snow rem oval equipment, aircraft rescue and
firefighting equipment, and the occasional passage of
aircraft without causing structural damage to the
aircraft; and,
d. Free of objects, except for objects that need to
be located in the runway safety area because of their
function. These objects shall be constructed on low
impact resistant supports (frangible mounted struc-
tures) to the lowest practical height with the frangible
point no higher than 3 inches above grade.
(Refer to AC 150/5300-13, Airport Design,
Chapter 3.)
RUNWAY TRANSITIONa. Conventional STARs/SIDs. The portion of a
STAR/SID that serves a particular runway or
runways at an airport.
b. RNAV STARs/SIDs. Defines a path(s) from
the common route to the final point(s) on a STAR. For
a SID, the common route that serves a particular
runway or runways at an airport.
RUNWAY USE PROGRAM- A noise abatement
runway selection plan designed to enhance noise
abatement efforts with regard to airport communities
for arriving and departing aircraft. These plans are
developed into runway use programs and apply to all
turbojet aircraft 12,500 pounds or heavier; turbojet
aircraft less than 12,500 pounds are included only if
the airport proprietor determines that the aircraft
creates a noise problem. Runway use programs are
coordinated with FAA offices, and safety criteria
used in these programs are developed by the Office of
Flight Operations. Runway use program s are
administered by the Air Traffic Service as “Formal”
or “Informal” programs.
a. Formal Runway Use Program- An approved
noise abatement program which is defined and
acknowledged in a Letter of Understanding between
Flight Operations, Air Traffic Service, the airport
proprietor, and the users. Once established, participa-
tion in the program is mandatory for aircraft operators
and pilots as provided for in 14 CFR Section 91.129.
b. Informal Runway Use Program- An approved
noise abatement program which does not require a
Letter of Understanding, and participation in the
program is voluntary for aircraft operators/pilots.
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RUNWAY VISIBILITY VALUE(See VISIBILITY.)
RUNWAY VISUAL RANGE(See VISIBILITY.)
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S
SAA(See SPECIAL ACTIVITY AIRSPACE.)
SAFETY ALERT- A safety alert issued by ATC to
aircraft under their control if ATC is aware the aircraft
is at an altitude which, in the controller's judgment,
places the aircraft in unsafe proximity to terrain,
obstructions, or other aircraft. The controller may
discontinue the issuance of further alerts if the pilot
advises he/she is taking action to correct the situation
or has the other aircraft in sight.
a. Terrain/Obstruction Alert- A safety alert issued
by ATC to aircraft under their control if ATC is aware
the aircraft is at an altitude which, in the controller's
judgment, places the aircraft in unsafe proximity to
terrain/obstructions; e.g., “Low Altitude Alert, check
your altitude immediately.”
b. Aircraft Conflict Alert- A safety alert issued by
ATC to aircraft under their control if ATC is aware of
an aircraft that is not under their control at an altitude
which, in the controller's judgment, places both
aircraft in unsafe proximity to each other. With the
alert, ATC will offer the pilot an alternate course of
action when feasible; e.g., “Traffic Alert, advise you
turn right heading zero niner zero or climb to eight
thousand immediately.”
Note:_The issuance of a safety alert is contingent
upon the capability of the controller to have an
awareness of an unsafe condition. The course of
action provided will be predicated on other traffic
under ATC control. Once the alert is issued, it is
solely the pilot's prerogative to determine what
course of action, if any, he/she will take.
SAFETY LOGIC SYSTEM- A software enhance-
ment to ASDE-3, ASDE-X, and ASDE-3X, that
predicts the path of aircraft landing and/or departing,
and/or vehicular movements on runways. Visual and
aural alarms are activated when the safety logic
projects a potential collision. The Airport Movement
Area Safety System (AMASS) is a safety logic
system enhancement to the ASDE-3. The Safety
Logic System for ASDE-X and ASDE-3X is an
integral part of the software program.
SAFETY LOGIC SYSTEM ALERTSa. ALERT- An actual situation involving two real
safety logic tracks (aircraft/aircraft, aircraft/vehicle,
or aircraft/other tangible object) that safety logic has
predicted will result in an imminent collision, based
upon the current set of Safety Logic parameters.
b. FALSE ALERT1. Alerts generated by one or more false
surface-radar targets that the system has interpreted
as real tracks and placed into safety logic.
2. Alerts in which the safety logic software did
not perform correctly, based upon the design
specifications and the current set of Safety Logic
parameters.
c. NUISANCE ALERT- An alert in which one or
more of the following is true:
1. The alert is generated by a known situation
that is not considered an unsafe operation, such as
LAHSO or other approved operations.
2. The alert is generated by inaccurate secon-
dary radar data received by the Safety Logic System.
3. The alert is generated by surface radar targets
caused by moderate or greater precipitation.
4. One or more of the aircraft involved in the
alert is not intending to use a runway (i.e., helicopter,
pipeline patrol, non-Mode C overflight, etc.).
d. VALID NON-ALERT- A situation in which
the safety logic software correctly determines that an
alert is not required, based upon the design
specifications and the current set of Safety Logic
parameters.
e. INVALID NON-ALERT- A situation in which
the safety logic software did not issue an alert when
an alert was required, based upon the design
specifications.
SAIL BACK- A maneuver during high wind
conditions (usually with power off) where float plane
movement is controlled by water rudders/opening
and closing cabin doors.
SAME DIRECTION AIRCRAFT- Aircraft are
operating in the same direction when:
a. They are following the same track in the same
direction; or
b. Their tracks are parallel and the aircraft are
flying in the same direction; or
c. Their tracks intersect at an angle of less than 45
degrees.
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SAR(See SEARCH AND RESCUE.)
SAY AGAIN- Used to request a repeat of the last
transmission. Usually specifies transmission or
portion thereof not understood or received; e.g., “Say
again all after ABRAM VOR.”
SAY ALTITUDE- Used by ATC to ascertain an
aircraft's specific altitude/flight level. When the
aircraft is climbing or descending, the pilot should
state the indicated altitude rounded to the nearest 100
feet.
SAY HEADING- Used by ATC to request an aircraft
heading. The pilot should state the actual heading of
the aircraft.
SCHEDULED TIME OF ARRIVAL (STA)- A STA
is the desired time that an aircraft should cross a
certain point (landing or metering fix). It takes other
traffic and airspace configuration into account. A
STA time shows the results of the TMA scheduler
that has calculated an arrival time according to
parameters such as optimized spacing, aircraft
performance, and weather.
SDF(See SIMPLIFIED DIRECTIONAL FACILITY.)
SEA LANE- A designated portion of water outlined
by visual surface markers for and intended to be used
by aircraft designed to operate on water.
SEARCH AND RESCUE- A service which seeks
missing aircraft and assists those found to be in need
of assistance. It is a cooperative effort using the
facilities and services of available Federal, state and
local agencies. The U.S. Coast Guard is responsible
for coordination of search and rescue for the Maritime
Region, and the U.S. Air Force is responsible for
search and rescue for the Inland Region. Information
pertinent to search and rescue should be passed
through any air traffic facility or be transmitted
directly to the Rescue Coordination Center by
telephone.
(See FLIGHT SERVICE STATION.)
(See RESCUE COORDINATION CENTER.)
(Refer to AIM.)
SEARCH AND RESCUE FACILITY- A facility
responsible for maintaining and operating a search
and rescue (SAR) service to render aid to persons and
property in distress. It is any SAR unit, station, NET,
or other operational activity which can be usefully
employed during an SAR Mission; e.g., a Civil Air
Patrol Wing, or a Coast Guard Station.
(See SEARCH AND RESCUE.)
SECONDARY RADAR TARGET- A target derived
from a transponder return presented on a radar
display.
SECTIONAL AERONAUTICAL CHARTS(See AERONAUTICAL CHART.)
SECTOR LIST DROP INTERVAL- A parameter
number of minutes after the meter fix time when
arrival aircraft will be deleted from the arrival sector
list.
SEE AND AVOID- When weather conditions
permit, pilots operating IFR or VFR are required to
observe and maneuver to avoid other aircraft.
Right-of-way rules are contained in 14 CFR Part 91.
SEGMENTED CIR CLE- A system of visual
indicators designed to provide traffic pattern
information at airports without operating control
towers.
(Refer to AIM.)
SEGMENTS OF AN INSTRUMENT APPROACH
PROCEDURE- An instrument approach procedure
may have as many as four separate segm ents
depending on how the approach procedure is
structured.
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 approach course.
(See ICAO term INITIAL APPROACH
SEGMENT.)
b. Intermediate Approach- The segment between
the intermediate fix or point and the final approach
fix.
(See ICAO term INTERMEDIATE APPROACH
SEGMENT.)
c. Final Approach- The segment between the final
approach fix or point and the runway, airport, or
missed approach point.
(See ICAO term FINAL APPROACH SEGMENT.)
d. Missed Approach- The segment between the
missed approach point or the point of arrival at
Pilot/Controller Glossary 2/14/08
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decision height and the missed approach fix at the
prescribed altitude.
(Refer to 14 CFR Part 97.)
(See ICAO term MISSED APPROACH
PROCEDURE.)
SEPARATION- In air traffic control, the spacing of
aircraft to achieve their safe and orderly movement in
flight and while landing and taking off.
(See SEPARATION MINIMA.)
(See ICAO term SEPARATION.)
SEPARATION - Spacing between aircraft,
levels or tracks.
SEPARATION MINIMA- The minimum longitudi-
nal, lateral, or vertical distances by which aircraft are
spaced through the application of air traffic control
procedures.
(See SEPARATION.)
SERVICE- A generic term that designates functions
or assistance available from or rendered by air traffic
control. For example, Class C service would denote
the ATC services provided within a Class C airspace
area.
SEVERE WEATHER AVOIDANCE PLAN- An
approved plan to minimize the affect of severe
weather on traffic flows in impacted terminal and/or
ARTCC areas. SWAP is normally implemented to
provide the least disruption to the ATC system when
flight through portions of airspace is difficult or
impossible due to severe weather.
SEVERE WEATHER FORECAST ALERTS-
Preliminary messages issued in order to alert users
that a Severe Weather Watch Bulletin (WW) is being
issued. These messages define areas of possible
severe thunderstorms or tornado activity. The
messages are unscheduled and issued as required by
the Storm Prediction Center (SPC) at Norman,
Oklahoma.
(See AIRMET.)
(See CONVECTIVE SIGMET.)
(See CWA.)
(See SIGMET.)
SFA(See SINGLE FREQUENCY APPROACH.)
SFO(See SIMULATED FLAMEOUT.)
SHF(See SUPER HIGH FREQUENCY.)
SHORT RANGE CLEARANCE- A clearance
issued to a departing IFR flight which authorizes IFR
flight to a specific fix short of the destination while
air traffic control facilities are coordinating and
obtaining the complete clearance.
SHORT TAKEOFF AND LANDING AIRCRAFT-
An aircraft which, at some weight within its approved
operating weight, is capable of operating from a
STOL runway in compliance with the applicable
STOL characteristics, airworthiness, operations,
noise, and pollution standards.
(See VERTICAL TAKEOFF AND LANDING
AIRCRAFT.)
SIAP(See STANDARD INSTRUMENT APPROACH
PROCEDURE.)
SID(See STANDARD INSTRUMENT DEPARTURE.)
SIDESTEP MANEUVER- A visual maneuver
accomplished by a pilot at the completion of an
instrument approach to permit a straight-in landing
on a parallel runway not more than 1,200 feet to either
side of the runway to which the instrument approach
was conducted.
(Refer to AIM.)
SIGMET- A weather advisory issued concerning
weather significant to the safety of all aircraft.
SIGMET advisories cover severe and extreme
turbulence, severe icing, and widespread dust or
sandstorms that reduce visibility to less than 3 miles.
(See AIRMET.)
(See AWW.)
(See CONVECTIVE SIGMET.)
(See CWA.)
(See ICAO term SIGMET INFORMATION.)
(Refer to AIM.)
SIGMET INFORMATION - Information
issued by a meteorological watch office concerning
the occurrence or expected occurrence of specified
en-route weather phenomena which may affect the
safety of aircraft operations.
SIGNIFICANT METEOROLOGICAL INFOR-
MATION(See SIGMET.)
SIGNIFICANT POINT- A point, whether a named
intersection, a NAVAID, a fix derived from a
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NAVAID(s), or geographical coordinate expressed in
degrees of latitude and longitude, which is
established for the purpose of providing separation,
as a reporting point, or to delineate a route of flight.
SIMPLIFIED DIRECTIONAL FACILITY- A
NAVAID used for nonprecision instrument ap-
proaches. The final approach course is similar to that
of an ILS localizer except that the SDF course may be
offset from the runway, generally not more than 3
degrees, and the course may be wider than the
localizer, resulting in a lower degree of accuracy.
(Refer to AIM.)
SIMULATED FLAMEOUT- A practice approach
by a jet aircraft (normally military) at idle thrust to a
runway. The approach may start at a runway (high
key) and may continue on a relatively high and wide
downwind leg with a continuous turn to final. It
terminates in landing or low approach. The purpose
of this approach is to simulate a flameout.
(See FLAMEOUT.)
SIMULTANEOUS ILS APPROACHES- An ap-
proach system permitting simultaneous ILS/MLS
approaches to airports having parallel runways
separated by at least 4,300 feet between centerlines.
Integral parts of a total system are ILS/MLS, radar,
communications, ATC procedures, and appropriate
airborne equipment.
(See PARALLEL RUNWAYS.)
(Refer to AIM.)
SIMULTANEOUS MLS APPROACHES(See SIMULTANEOUS ILS APPROACHES.)
SINGLE DIRECTION ROUTES- Preferred IFR
Routes which are sometimes depicted on high
altitude en route charts and which are normally flown
in one direction only.
(See PREFERRED IFR ROUTES.)
(Refer to AIRPORT/FACILITY DIRECTORY.)
SINGLE FREQUENCY APPROACH- A service
provided under a letter of agreement to military
single-piloted turbojet aircraft which permits use of
a single UHF frequency during approach for landing.
Pilots will not normally be required to change
frequency from the beginning of the approach to
touchdown except that pilots conducting an en route
descent are required to change frequency when
control is transferred from the air route traffic control
center to the terminal facility. The abbreviation
“SFA” in the DOD FLIP IFR Supplement under
“Communications” indicates this service is available
at an aerodrome.
SINGLE-PILOTED AIRCRAFT- A military turbo-
jet aircraft possessing one set of flight controls,
tandem cockpits, or two sets of flight controls but
operated by one pilot is considered single-piloted by
ATC when determining the appropriate air traffic
service to be applied.
(See SINGLE FREQUENCY APPROACH.)
SKYSPOTTER- A pilot who has received special-
ized training in observing and reporting inflight
weather phenomena.
SLASH- A radar beacon reply displayed as an
elongated target.
SLDI(See SECTOR LIST DROP INTERVAL.)
SLOT TIME(See METER FIX TIME/SLOT TIME.)
SLOW TAXI- To taxi a float plane at low power or
low RPM.
SN(See SYSTEM STRATEGIC NAVIGATION.)
SPEAK SLOWER- Used in verbal communications
as a request to reduce speech rate.
SPECIAL ACTIVITY AIRSPACE (SAA)- Any
airspace with defined dimensions within the National
Airspace System wherein limitations may be
imposed upon aircraft operations. This airspace may
be restricted areas, prohibited areas, military
operations areas, air ATC assigned airspace, and any
other designated airspace areas. The dimensions of
this airspace are programmed into URET and can be
designated as either active or inactive by screen entry.
Aircraft trajectories are constantly tested against the
dimensions of active areas and alerts issued to the
applicable sectors when violations are predicted.
(See USER REQUEST EVALUATION TOOL.)
SPECIAL EMERGENCY- A condition of air piracy
or other hostile act by a person(s) aboard an aircraft
which threatens the safety of the aircraft or its
passengers.
SPECIAL INSTRUMENT APPROACH PROCE-
DURE(See INSTRUMENT APPROACH PROCEDURE.)
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SPECIAL USE AIRSPACE- Airspace of defined
dimensions identified by an area on the surface of the
earth wherein activities must be confined because of
their nature and/or wherein limitations may be
imposed upon aircraft operations that are not a part of
those activities. Types of special use airspace are:
a. Alert Area- Airspace which may contain a high
volume of pilot training activities or an unusual type
of aerial activity, neither of which is hazardous to
aircraft. Alert Areas are depicted on aeronautical
charts for the information of nonparticipating pilots.
All activities within an Alert Area are conducted in
accordance with Federal Aviation Regulations, and
pilots of participating aircraft as well as pilots
transiting the area are equally responsible for
collision avoidance.
b. Controlled Firing Area- Airspace wherein
activities are conducted under conditions so
controlled as to eliminate hazards to nonparticipating
aircraft and to ensure the safety of persons and
property on the ground.
c. Military Operations Area (MOA)- A MOA is
airspace established outside of Class A airspace area
to separate or segregate certain nonhazardous
military activities from IFR traffic and to identify for
VFR traffic where these activities are conducted.
(Refer to AIM.)
d. Prohibited Area- Airspace designated under
14 CFR Part 73 within which no person may operate
an aircraft without the permission of the using
agency.
(Refer to AIM.)
(Refer to En Route Charts.)
e. Restricted Area- Airspace designated under
14 CFR Part 73, within which the flight of aircraft,
while not wholly prohibited, is subject to restriction.
Most restricted areas are designated joint use and
IFR/VFR operations in the area may be authorized by
the controlling ATC facility when it is not being
utilized by the using agency. Restricted areas are
depicted on en route charts. Where joint use is
authorized, the name of the ATC controlling facility
is also shown.
(Refer to 14 CFR Part 73.)
(Refer to AIM.)
f. Warning Area- A warning area is airspace of
defined dimensions extending from 3 nautical miles
outward from the coast of the United States, that
contains activity that may be hazardous to
nonparticipating aircraft. The purpose of such
warning area is to warn nonparticipating pilots of the
potential danger. A warning area may be located over
domestic or international waters or both.
SPECIAL VFR CONDITIONS- Meteorological
conditions that are less than those required for basic
VFR flight in Class B, C, D, or E surface areas and
in which some aircraft are permitted flight under
visual flight rules.
(See SPECIAL VFR OPERATIONS.)
(Refer to 14 CFR Part 91.)
SPECIAL VFR FLIGHT - A VFR flight
cleared by air traffic control to operate within Class
B, C, D, and E surface areas in metrological
conditions below VMC.
SPECIAL VFR OPERATIONS- Aircraft operating
in accordance with clearances within Class B, C, D,
and E surface areas in weather conditions less than the
basic VFR weather minima. Such operations must be
requested by the pilot and approved by ATC.
(See SPECIAL VFR CONDITIONS.)
(See ICAO term SPECIAL VFR FLIGHT.)
SPEED(See AIRSPEED.)
(See GROUND SPEED.)
SPEED ADJUSTMENT- An ATC procedure used to
request pilots to adjust aircraft speed to a specific
value for the purpose of providing desired spacing.
Pilots are expected to maintain a speed of plus or
minus 10 knots or 0.02 Mach number of the specified
speed. Examples of speed adjustments are:
a. “Increase/reduce speed to Mach point (num-
ber.)”
b. “Increase/reduce speed to (speed in knots)” or
“Increase/reduce speed (number of knots) knots.”
SPEED BRAKES- Moveable aerodynamic devices
on aircraft that reduce airspeed during descent and
landing.
SPEED SEGMENTS- Portions of the arrival route
between the transition point and the vertex along the
optimum flight path for which speeds and altitudes
are specified. There is one set of arrival speed
segments adapted from each transition point to each
vertex. Each set may contain up to six segments.
SQUAWK (Mode, Code, Function)- Activate
specific modes/codes/functions on the aircraft
transponder; e.g., “Squawk three/alpha, two one zero
five, low.”
(See TRANSPONDER.)
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STA(See SCHEDULED TIME OF ARRIVAL.)
STAGING/QUEUING- The placement, integration,
and segregation of departure aircraft in designated
movement areas of an airport by departure fix, EDCT,
and/or restriction.
STAND BY- Means the controller or pilot must
pause for a few seconds, usually to attend to other
duties of a higher priority. Also means to wait as in
“stand by for clearance. ” The caller should
reestablish contact if a delay is lengthy. “Stand by” is
not an approval or denial.
STANDARD INSTRUMENT APPROACH PRO-
CEDURE (SIAP)-
(See INSTRUMENT APPROACH PROCEDURE.)
STANDARD INSTRUMENT DEPARTURE (SID)-
A preplanned instrument flight rule (IFR) air traffic
control (ATC) departure procedure printed for
pilot/controller use in graphic form to provide
obstacle clearance and a transition from the terminal
area to the appropriate en route structure. SIDs are
primarily designed for system enhancement to
expedite traffic flow and to reduce pilot/controller
workload. ATC clearance must always be received
prior to flying a SID.
(See IFR TAKEOFF MINIMUMS AND
DEPARTURE PROCEDURES.)
(See OBSTACLE DEPARTURE PROCEDURE.)
(Refer to AIM.)
STANDARD RATE TURN- A turn of three degrees
per second.
STANDARD TERMINAL ARRIVAL- A pre-
planned instrument flight rule (IFR) air traffic control
arrival procedure published for pilot use in graphic
and/or textual form. STARs provide transition from
the en route structure to an outer fix or an instrument
approach fix/arrival waypoint in the terminal area.
STANDARD TERMINAL ARRIVAL CHARTS(See AERONAUTICAL CHART.)
STANDARD TERMINAL AUTOMATION RE-
PLACEMENT SYSTEM (STARS)-
(See DTAS.)
STAR(See STANDARD TERMINAL ARRIVAL.)
STATE AIRCRAFT- Aircraft used in military,
customs and police service, in the exclusive service
of any government, or of any political subdivision,
thereof including the government of any state,
territory, or possession of the United States or the
District of Columbia, but not including any
government-owned aircraft engaged in carrying
persons or property for commercial purposes.
STATIC RESTRICTIONS- Those restrictions that
are usually not subject to change, fixed, in place,
and/or published.
STATIONARY RESERVATIONS- Altitude reserva-
tions which encompass activities in a fixed area.
Stationary reservations may include activities, such
as special tests of weapons systems or equipment,
certain U.S. Navy carrier, fleet, and anti-submarine
operations, rocket, missile and drone operations, and
certain aerial refueling or similar operations.
STEP TAXI- To taxi a float plane at full power or
high RPM.
STEP TURN- A maneuver used to put a float plane
in a planing configuration prior to entering an active
sea lane for takeoff. The STEP TURN maneuver
should only be used upon pilot request.
STEPDOWN FIX- A fix permitting additional
descent within a segment of an instrument approach
procedure by identifying a point at which a
controlling obstacle has been safely overflown.
STEREO ROUTE- A routinely used route of flight
established by users and ARTCCs identified by a
coded name; e.g., ALPHA 2. These routes minimize
flight plan handling and communications.
STOL AIRCRAFT(See SHORT TAKEOFF AND LANDING
AIRCRAFT.)
STOP ALTITUDE SQUAWK- Used by ATC to
inform an aircraft to turn-off the automatic altitude
reporting feature of its transponder. It is issued when
the verbally reported altitude varies 300 feet or more
from the automatic altitude report.
(See ALTITUDE READOUT.)
(See TRANSPONDER.)
STOP AND GO- A procedure wherein an aircraft
will land, make a complete stop on the runway, and
then commence a takeoff from that point.
(See LOW APPROACH.)
(See OPTION APPROACH.)
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STOP BURST(See STOP STREAM.)
STOP BUZZER(See STOP STREAM.)
STOP SQUAWK (Mode or Code)- Used by ATC to
tell the pilot to turn specified functions of the aircraft
transponder off.
(See STOP ALTITUDE SQUAWK.)
(See TRANSPONDER.)
STOP STREAM- Used by ATC to request a pilot to
suspend electronic attack activity.
(See JAMMING.)
STOPOVER FLIGHT PLAN- A flight plan format
which permits in a single submission the filing of a
sequence of flight plans through interim full-stop
destinations to a final destination.
STOPWAY- An area beyond the takeoff runway no
less wide than the runway and centered upon the
extended centerline of the runway, able to support the
airplane during an aborted takeoff, without causing
structural damage to the airplane, and designated by
the airport authorities for use in decelerating the
airplane during an aborted takeoff.
STRAIGHT-IN APPROACH IFR- An instrument
approach wherein final approach is begun without
first having executed a procedure turn, not
necessarily completed with a straight-in landing or
made to straight-in landing minimums.
(See LANDING MINIMUMS.)
(See STRAIGHT-IN APPROACH VFR.)
(See STRAIGHT-IN LANDING.)
STRAIGHT-IN APPROACH VFR- Entry into the
traffic pattern by interception of the extended runway
centerline (final approach course) without executing
any other portion of the traffic pattern.
(See TRAFFIC PATTERN.)
STRAIGHT-IN LANDING- A landing made on a
runway aligned within 30_ of the final approach
course following completion of an instrument
approach.
(See STRAIGHT-IN APPROACH IFR.)
STRAIGHT-IN LANDING MINIMUMS(See LANDING MINIMUMS.)
STRAIGHT-IN MINIMUMS(See STRAIGHT-IN LANDING MINIMUMS.)
STRATEGIC PLANNING- Planning whereby
solutions are sought to resolve potential conflicts.
SUBSTITUTE ROUTE- A route assigned to pilots
when any part of an airway or route is unusable
because of NAVAID status. These routes consist of:
a. Substitute routes which are shown on U.S.
Government charts.
b. Routes defined by ATC as specific NAVAID
radials or courses.
c. Routes defined by ATC as direct to or between
NAVAIDs.
SUNSET AND SUNRISE- The mean solar times of
sunset and sunrise as published in the Nautical
Almanac, converted to local standard time for the
locality concerned. Within Alaska, the end of evening
civil twilight and the beginning of morning civil
twilight, as defined for each locality.
SUPER HIGH FREQUENCY- The frequency band
between 3 and 30 gigahertz (GHz). The elevation and
azimuth stations of the microwave landing system
operate from 5031 MHz to 5091 MHz in this
spectrum.
SUPPLEMENTAL WEATHER SERVICE LOCA-
TION- Airport facilities staffed with contract
personnel who take weather observations and
provide current local weather to pilots via telephone
or radio. (All other services are provided by the parent
FSS.)
SUPPS- Refers to ICAO Document 7030 Regional
Supplementary Procedures. SUPPS contain proce-
dures for each ICAO Region which are unique to that
Region and are not covered in the worldwide
provisions identified in the ICAO Air Navigation
Plan. Procedures contained in Chapter 8 are based in
part on those published in SUPPS.
SURFACE AREA- The airspace contained by the
lateral boundary of the Class B, C, D, or E airspace
designated for an airport that begins at the surface and
extends upward.
SURPIC- A description of surface vessels in the area
of a Search and Rescue incident including their
predicted positions and their characteristics.
(Refer to FAAO JO 7110.65, Para 10-6-4,
INFLIGHT CONTINGENCIES.)
SURVEILLANCE APPROACH- An instrument
approach wherein the air traffic controller issues
instructions, for pilot compliance, based on aircraft
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position in relation to the final approach course
(azimuth), and the distance (range) from the end of
the runway as displayed on the controller's radar
scope. The controller will provide recommended
altitudes on final approach if requested by the pilot.
(Refer to AIM.)
SWAP(See SEVERE WEATHER AVOIDANCE PLAN.)
SWSL(See SUPPLEMENTAL WEATHER SERVICE
LOCATION.)
SYSTEM STRATEGIC NAVIGATION- Military
activity accomplished by navigating along a
preplanned route using internal aircraft systems to
maintain a desired track. This activity normally
requires a lateral route width of 10 NM and altitude
range of 1,000 feet to 6,000 feet AGL with some route
segments that permit terrain following.
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T
TACAN(See TACTICAL AIR NAVIGATION.)
TACAN-ONLY AIRCRAFT- An aircraft, normally
military, possessing TACAN with DME but no VOR
navigational system capability. Clearances must
specify TACAN or VORTAC fixes and approaches.
TACTICAL AIR NAVIGATION- An ultra-high
frequency electronic rho-theta air navigation aid
which provides suitably equipped aircraft a
continuous indication of bearing and distance to the
TACAN station.
(See VORTAC.)
(Refer to AIM.)
TAILWIND- Any wind more than 90 degrees to the
longitudinal axis of the runway. The magnetic
direction of the runway shall be used as the basis for
determining the longitudinal axis.
TAKEOFF AREA(See LANDING AREA.)
TAKE-OFF DISTANCE AVAILABLE - The
length of the take-off run available plus the length of
the clearway, if provided.
TAKE-OFF RUN AVAILABLE - The length
of runway declared available and suitable for the
ground run of an aeroplane take-off.
TARGET- The indication shown on an analog
display resulting from a primary radar return or a
radar beacon reply.
(See ASSOCIATED.)
(See DIGITAL TARGET.)
(See DIGITIZED RADAR TARGET.)
(See PRIMARY RADAR TARGET.)
(See RADAR.)
(See SECONDARY RADAR TARGET.)
(See TARGET SYMBOL.)
(See ICAO term TARGET.)
(See UNASSOCIATED.)
TARGET - In radar:
a. Generally, any discrete object which reflects or
retransmits energy back to the radar equipment.
b. Specifically, an object of radar search or
surveillance.
TARGET RESOLUTION- A process to ensure that
correlated radar targets do not touch. Target
resolution shall be applied as follows:
a. Between the edges of two primary targets or the
edges of the ASR-9 primary target symbol.
b. Between the end of the beacon control slash and
the edge of a primary target.
c. Between the ends of two beacon control slashes.
Note 1:_MANDATORY TRAFFIC ADVISORIES
AND SAFETY ALERTS SHALL BE ISSUED
WHEN THIS PROCEDURE IS USED.
Note 2:_This procedure shall not be provided
utilizing mosaic radar systems.
TARGET SYMBOL- A computer-generated indica-
tion shown on a radar display resulting from a
primary radar return or a radar beacon reply.
TAS(See TERMINAL AUTOMATION SYSTEMS.)
TAWS(See TERRAIN AWARENESS WARNING
SYSTEM.)
TAXI- The movement of an airplane under its own
power on the surface of an airport (14 CFR
Section 135.100 ). Also, it describes the
surface movement of helicopters equipped with
wheels.
(See AIR TAXI.)
(See HOVER TAXI.)
(Refer to 14 CFR Section 135.100.)
(Refer to AIM.)
TAXI PATTERNS- Patterns established to illustrate
the desired flow of ground traffic for the different
runways or airport areas available for use.
TCAS(See TRAFFIC ALERT AND COLLISION
AVOIDANCE SYSTEM.)
TCH(See THRESHOLD CROSSING HEIGHT.)
TCLT(See TENTATIVE CALCULATED LANDING
TIME.)
TDLS(See TERMINAL DATA LINK SYSTEM.)
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TDZE(See TOUCHDOWN ZONE ELEVATION.)
TELEPHONE INFORMATION BRIEFING SER-
VIC E- A continuous telephone recording of
meteorological and/or aeronautical information.
(Refer to AIM.)
TENTATIVE CALCULATED LANDING TIME- A
projected time calculated for adapted vertex for each
arrival aircraft based upon runway configuration,
airport acceptance rate, airport arrival delay period,
and other metered arrival aircraft. This time is either
the VTA of the aircraft or the TCLT/ACLT of the
previous aircraft plus the AAI, whichever is later.
This time will be updated in response to an aircraft's
progress and its current relationship to other arrivals.
TERMINAL AREA- A general term used to describe
airspace in which approach control service or airport
traffic control service is provided.
TERMINAL AREA FACILITY- A facility provid-
ing air traffic control service for arriving and
departing IFR, VFR, Special VFR, and on occasion
en route aircraft.
(See APPROACH CONTROL FACILITY.)
(See TOWER.)
TERMINAL AUTOMATION SYSTEMS (TAS)-
TAS is used to identify the numerous automated
tracking systems including ARTS IIE, ARTS IIIA,
ARTS IIIE, STARS, and MEARTS.
TERMINAL DATA LINK SYSTEM (TDLS)- A
system that provides Digital Automatic Terminal
Information Service (D-ATIS) both on a specified
radio frequency and also, for subscribers, in a text
message via data link to the cockpit or to a gate
printer. TDLS also provides Pre-departure Clear-
ances (PDC), at selected airports, to subscribers,
through a service provider, in text to the cockpit or to
a gate printer. In addition, TDLS will emulate the
Flight Data Input/Output (FDIO) information within
the control tower.
TERMINAL RADAR SERVICE AREA- Airspace
surrounding designated airports wherein ATC
provides radar vectoring, sequencing, and separation
on a full-time basis for all IFR and participating VFR
aircraft. The AIM contains an explanation of TRSA.
TRSAs are depicted on VFR aeronautical charts.
Pilot participation is urged but is not mandatory.
TERMINAL VFR RADAR SERVICE- A national
program instituted to extend the terminal radar
services provided instrument flight rules (IFR)
aircraft to visual flight rules (VFR) aircraft. The
program is divided into four types service referred to
as basic radar service, terminal radar service area
(TRSA) service, Class B service and Class C service.
The type of service provided at a particular location
is contained in the Airport/Facility Directory.
a. Basic Radar Service- These services are
provided for VFR aircraft by all commissioned
terminal radar facilities. Basic radar service includes
safety alerts, traffic advisories, limited radar
vectoring when requested by the pilot, and
sequencing at locations where procedures have been
established for this purpose and/or when covered by
a letter of agreement. The purpose of this service is to
adjust the flow of arriving IFR and VFR aircraft into
the traffic pattern in a safe and orderly manner and to
provide traffic advisories to departing VFR aircraft.
b. TRSA Service- This service provides, in
addition to basic radar service, sequencing of all IFR
and participating VFR aircraft to the primary airport
and separation between all participating VFR
aircraft. The purpose of this service is to provide
separation between all participating VFR aircraft and
all IFR aircraft operating within the area defined as a
TRSA.
c. Class C Service- This service provides, in
addition to basic radar service, approved separation
between IFR and VFR aircraft, and sequencing of
VFR aircraft, and sequencing of VFR arrivals to the
primary airport.
d. Class B Service- This service provides, in
addition to basic radar service, approved separation
of aircraft based on IFR, VFR, and/or weight, and
sequencing of VFR arrivals to the primary airport(s).
(See CONTROLLED AIRSPACE.)
(See TERMINAL RADAR SERVICE AREA.)
(Refer to AIM.)
(Refer to AIRPORT/FACILITY DIRECTORY.)
TERMINAL-VERY HIGH FREQUENCY OMNI-
DIRECTIONAL RANGE STATION- A very high
frequency terminal omnirange station located on or
near an airport and used as an approach aid.
(See NAVIGATIONAL AID.)
(See VOR.)
TERRAIN AWARENESS WARNING SYSTEM
(TAWS)- An on-board, terrain proximity alerting
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system providing the aircrew `Low Altitude
warnings' to allow immediate pilot action.
TERRAIN FOLLOWING- The flight of a military
aircraft maintaining a constant AGL altitude above
the terrain or the highest obstruction. The altitude of
the aircraft will constantly change with the varying
terrain and/or obstruction.
TETRAHEDRON- A device normally located on
uncontrolled airports and used as a landing direction
indicator. The small end of a tetrahedron points in the
direction of landing. At controlled airports, the
tetrahedron, if installed, should be disregarded
because tower instructions supersede the indicator.
(See SEGMENTED CIRCLE.)
(Refer to AIM.)
TF(See TERRAIN FOLLOWING.)
THAT IS CORRECT- The understanding you have
is right.
360 OVERHEAD(See OVERHEAD MANEUVER.)
THRESHOLD- The beginning of that portion of the
runway usable for landing.
(See AIRPORT LIGHTING.)
(See DISPLACED THRESHOLD.)
THRESHOLD CROSSING HEIGHT- The theoreti-
cal height above the runway threshold at which the
aircraft's glideslope antenna would be if the aircraft
maintains the trajectory established by the mean ILS
glideslope or MLS glidepath.
(See GLIDESLOPE.)
(See THRESHOLD.)
THRESHOLD LIGHTS(See AIRPORT LIGHTING.)
TIBS(See TELEPHONE INFORMATION BRIEFING
SERVICE.)
TIME GROUP- Four digits representing the hour
and minutes from the Coordinated Universal Time
(UTC) clock. FAA uses UTC for all operations. The
term “ZULU” may be used to denote UTC. The word
“local” or the time zone equivalent shall be used to
denote local when local time is given during radio and
telephone communications. When written, a time
zone designator is used to indicate local time; e.g.
“0205M” (Mountain). The local time may be based
on the 24-hour clock system. The day begins at 0000
and ends at 2359.
TMA(See TRAFFIC MANAGEMENT ADVISOR.)
TMPA(See TRAFFIC MANAGEMENT PROGRAM
ALERT.)
TMU(See TRAFFIC MANAGEMENT UNIT.)
TODA -
(See ICAO Term TAKE-OFF DISTANCE
AVAILABLE.)
TORA -
(See ICAO Term TAKE-OFF RUN AVAILABLE.)
TORCHING- The burning of fuel at the end of an
exhaust pipe or stack of a reciprocating aircraft
engine, the result of an excessive richness in the fuel
air mixture.
TOTAL ESTIMATED ELAPSED TIME -
For IFR flights, the estimated time required from
take-off to arrive over that designated point, defined
by reference to navigation aids, from which it is
intended that an instrument approach procedure will
be commenced, or, if no navigation aid is associated
with the destination aerodrome, to arrive over the
destination aerodrom e. For VFR flights, the
estimated time required from take-off to arrive over
the destination aerodrome.
(See ICAO term ESTIMATED ELAPSED TIME.)
TOUCH-AND-GO- An operation by an aircraft that
lands and departs on a runway without stopping or
exiting the runway.
TOUCH-AND-GO LANDING(See TOUCH-AND-GO.)
TOUCHDOWNa. The point at which an aircraft first makes
contact with the landing surface.
b. Concerning a precision radar approach (PAR),
it is the point where the glide path intercepts the
landing surface.
(See ICAO term TOUCHDOWN.)
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