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COMPOSITE SEPARATION- A method of separat‐' n- |2 O9 P6 b2 J! f6 ~
ing aircraft in a composite route system where, by) B. b2 d( T' n& [# _3 G* V
management of route and altitude assignments, a) X k4 G% E! q
combination of half the lateral minimum specified for9 c% v% r) e0 T( m& L
the area concerned and half the vertical minimum is; N. E4 U5 U& D* [! h8 S. O
applied.
. [. c8 n' U, M3 \5 d6 \- s; oCOMPULSORY REPORTING POINTS- Reporting7 ~: N7 }6 Q* G, X, |$ F& p1 w
points which must be reported to ATC. They are
2 g: D% |* Z( \" Ddesignated on aeronautical charts by solid triangles or
/ K7 w1 V; J6 I% v) B, m7 Dfiled in a flight plan as fixes selected to define direct8 c4 ]+ T! g" Y" K) j
routes. These points are geographical locations7 ~- \$ O3 e+ }3 {8 l
which are defined by navigation aids/fixes. Pilots
3 u, \ l( F# {( Cshould discontinue position reporting over compul‐
6 Y$ @& k, b) q7 a/ Dsory reporting points when informed by ATC that3 b: _; y5 r3 Z m+ I. [# Z
their aircraft is in “radar contact.”
: C8 k* n# u8 Y# UCONFLICT ALERT- A function of certain air traffic
" _- f% L2 l4 ]control automated systems designed to alert radar
5 E4 g* K s ?! |2 l3 Lcontrollers to existing or pending situations between; ^% q$ M3 h6 o% w1 a- U
tracked targets (known IFR or VFR aircraft) that
6 E7 w* Y' d4 x* Crequire his/her immediate attention/action.$ c. J& }0 Y+ P4 P( O9 L
(See MODE C INTRUDER ALERT.)0 Q( {9 y$ d" Z1 m( U0 g" [
CONFLICT RESOLUTION- The resolution of
; k0 W4 {8 u7 \& s, F* npotential conflictions between aircraft that are radar9 u8 `% i" n( B8 @! E3 L9 @
identified and in communication with ATC by
/ c s7 b' H% e; \4 Aensuring that radar targets do not touch. Pertinent
4 s' }* u! C# p& v( }9 }1 Ftraffic advisories shall be issued when this procedure
' e6 f+ c1 X! C: v, F. V @is applied.2 C9 d7 l2 s6 R$ u- S: ~7 a
Note:This procedure shall not be provided utilizing
4 j' i7 v7 w& j/ l cmosaic radar systems.6 P2 s4 z6 Q2 i- m5 M |
CONFORMANCE- The condition established when
/ r8 z8 ?- q7 n6 s$ J: T2 ~) man aircraft's actual position is within the conformance3 Q: T# d. J8 S2 }
region constructed around that aircraft at its position,& R: O2 a/ i" i/ g7 K. I
according to the trajectory associated with the
7 y8 n8 l( B% z/ Jaircraft's Current Plan.
2 [! ~+ l$ x7 T/ _# L5 y" YCONFORMANCE REGION- A volume, bounded
7 \# C, @) L, j% H: L# flaterally, vertically, and longitudinally, within which% `% n! d7 l' a0 g/ r9 \ n
an aircraft must be at a given time in order to be in
# J( ^6 R+ V* Fconformance with the Current Plan Trajectory for that
( R2 G3 Z. M D8 \4 K+ x) `aircraft. At a given time, the conformance region is( c$ F9 H7 E# |
determined by the simultaneous application of the
; h, c) ?" V) O, _ ulateral, vertical, and longitudinal conformance
3 p! i% H) o( t" o5 l, Ubounds for the aircraft at the position defined by time
: y5 H W4 w" v8 pand aircraft's trajectory.
+ \6 Q1 H; q5 M) ECONSOLAN- A low frequency, long‐distance/ D# S2 m( A5 x1 p& Y8 D$ {
NAVAID used principally for transoceanic naviga‐
: v. \) v0 m4 x! xtions.
- R4 E; l" H5 e" LCONTACTa. Establish communication with (followed by the. K# }' i c a/ ] ?0 w4 D
name of the facility and, if appropriate, the frequency( G& F' T8 c/ q0 p' g" z
to be used).: A/ Y' _/ i2 S4 D4 }% l. D
b. A flight condition wherein the pilot ascertains
% @+ x; T2 l$ k( J0 Pthe attitude of his/her aircraft and navigates by visual
% v+ y; k& a# q; Y5 p# W2 Sreference to the surface.
: G: Q1 O6 G. z" V f& q(See CONTACT APPROACH.)
( P' m! B) U- w# }2 k2 v) D% g9 i(See RADAR CONTACT.)" s# E; u! ~ [9 ^7 d6 ?+ R# @( ~: |9 j
CONTACT APPROACH- An approach wherein an8 R) g% i( d& ^, [3 c# i
aircraft on an IFR flight plan, having an air traffic; ?7 A# I3 V1 t5 Z- E% `3 C
control authorization, operating clear of clouds with
" d; c- F5 T$ @! wat least 1 mile flight visibility and a reasonable c$ c M8 F! s# o
expectation of continuing to the destination airport in
3 E, _" U1 f- hthose conditions, may deviate from the instrument6 ]+ P m. t/ S' o9 A& ?0 h2 l
approach procedure and proceed to the destination
4 `# ]4 Y- Q+ [. yairport by visual reference to the surface. This
9 a7 [3 v% x+ h6 j2 |* ~$ qapproach will only be authorized when requested by
8 X& j% }5 z) [the pilot and the reported ground visibility at the
6 i/ n9 |# ]7 M: j# E( u% Hdestination airport is at least 1 statute mile.
0 M9 [) L) z; T' L8 V(Refer to AIM.) I) @# B5 s) g6 H0 r; \3 K, |% g
CONTAMINATED RUNWAY- A runway is
/ B, g! D9 ~6 D5 {2 W5 b2 pconsidered contaminated whenever standing water,
) `4 l8 R5 z7 `, f1 ?ice, snow, slush, frost in any form, heavy rubber, or) U, {2 k* O$ l
other substances are present. A runway is contami‐) h: d; D0 e2 E* Q& y m' u; I
nated with respect to rubber deposits or other
% C) A6 x# s* D, G. k1 E1 Y. V* Sfriction‐degrading substances when the average w) u1 q9 r k5 \/ y2 z
friction value for any 500‐foot segment of the runway
- s' G+ ]$ F6 r2 n6 g' {+ Y) awithin the ALD fails below the recommended! M* h( X' {( t
minimum friction level and the average friction value
- {8 p) j9 J1 t- _0 }0 Xin the adjacent 500‐foot segments falls below the% I/ _/ a0 ]# |0 m9 H6 O
maintenance planning friction level.
: O7 ^5 N' u7 {9 E+ f+ yCONTERMINOUS U.S.- The 48 adjoining States# p" \* p2 [' I+ V
and the District of Columbia.
5 i; a% q* B! ]8 D3 t3 V8 t' w1 xPilot/Controller Glossary 2/14/080 B3 v N7 v! S! v% j' U
PCG C-6( u8 @/ c3 p- s, g: c9 I
CONTINENTAL UNITED STATES- The 49 States
! U h; Y: E& h3 Q: w( y- elocated on the continent of North America and the+ P8 O( G2 [, W) ?. d
District of Columbia.* k% n; U3 `2 h6 T' H/ L6 Q1 v4 ]+ R+ h
CONTINUE- When used as a control instruction
) L& {: N' C0 g2 ]3 |4 wshould be followed by another word or words
; b6 x4 F" P7 Mclarifying what is expected of the pilot. Example:8 f7 T. t# R% X! ?
“continue taxi,” “continue descent,” “continue- M, I; j5 k& h# r6 ? g
inbound,” etc.$ b( x' b1 X" z5 B( R' Z/ i
CONTROL AREA [ICAO]- A controlled airspace
8 n* M8 P% C! v# z- Yextending upwards from a specified limit above the, I0 x5 a* z+ F0 o- _5 l
earth.2 b1 f0 S9 R, b ^/ R' g& I7 v
CONTROL SECTOR- An airspace area of defined
9 V' Z( ~3 P6 Dhorizontal and vertical dimensions for which a! a) o, j: r+ @2 g# H, \9 U' }
controller or group of controllers has air traffic
4 p" f% d Z; C* |- F" zcontrol responsibility, normally within an air route- r8 ]: n$ P0 B, X! h+ R
traffic control center or an approach control facility.
: b2 l( T0 P5 o$ @Sectors are established based on predominant traffic+ y9 n& o/ G6 u
flows, altitude strata, and controller workload.9 `& V+ ^% P2 C5 |4 p/ f
Pilot‐communications during operations within a" D/ Z& B* F4 s& X3 ~4 f7 f% r
sector are normally maintained on discrete frequen‐9 T4 d7 e% c$ @! P
cies assigned to the sector." q0 }; l/ P- d( A9 u4 K
(See DISCRETE FREQUENCY.)7 S5 W' h. z+ ^+ T2 n
CONTROL SLASH- A radar beacon slash repre‐
) Q6 u! p( O. k i3 ?$ Usenting the actual position of the associated aircraft.
% \) \1 f4 b1 }* QNormally, the control slash is the one closest to the1 F. U6 Y5 @, _
interrogating radar beacon site. When ARTCC radar
+ L; N! g& |- I) ~. his operating in narrowband (digitized) mode, the
- j6 v* F s$ L& N, f% Rcontrol slash is converted to a target symbol.$ S1 e& V, ]+ b" E. Z
CONTROLLED AIR SPACE- An airspace of
3 f. q( O# k, m2 wdefined dimensions within which air traffic control
: r0 @* X! C, b. l+ Y% ]8 Kservice is provided to IFR flights and to VFR flights/ x: `$ k# @; `5 L& h$ ?4 |+ }. E
in accordance with the airspace classification.
8 V" ^% ^1 J4 b% l( r6 I4 A8 H7 la. Controlled airspace is a generic term that covers( z, [$ |- z4 ^' b, o* Z) g/ W
Class A, Class B, Class C, Class D, and Class E
* m8 ~2 I/ e4 Y0 ~/ a: i6 m& v5 }airspace.
; a% a8 h$ ^5 s yb. Controlled airspace is also that airspace within; W! [. e, c! Z7 I
which all aircraft operators are subject to certain pilot
: |5 U) b# @, H- M2 equalifications, operating rules, and equipment: @) x4 W! d. F
requirem ents in 14 CFR Part 91 (for specific# q4 A7 O3 \. Y1 [, `
operating requirements, please refer to 14 CFR1 E- R. V& u, H# x6 j4 D) T
Part 91). For IFR operations in any class of controlled& R: G0 M& U) k5 Q# W3 i l! K' R
airspace, a pilot must file an IFR flight plan and9 v/ q! F. y* ?! r: c
receive an appropriate ATC clearance. Each Class B,- o n, {& V2 N
Class C, and Class D airspace area designated for an
( K5 y4 K5 x' \4 Y0 h5 K0 Tairport contains at least one primary airport around5 _( J+ ~! L( a; a+ {; F
which the airspace is designated (for specific
7 }& p- V# X( w3 C+ x$ E6 @3 Ndesignations and descriptions of the airspace classes,
2 s6 U4 l8 ~7 U% t- vplease refer to 14 CFR Part 71).: N& |5 _/ }2 j* M6 `
c. Controlled airspace in the United States is( S$ F. P. G c" F6 D, q- k
designated as follows:. k/ u# E P* e
1. CLASS A- Generally, that airspace from
! g s; {3 H( {" I9 q7 }18,000 feet MSL up to and including FL 600,
' V! g5 i0 a7 X' y) y# z# Q. Z0 qincluding the airspace overlying the waters within 12
- x y t0 d& {, O& m6 s. Dnautical miles of the coast of the 48 contiguous States
3 M3 N4 c6 A" ~& A9 P3 Tand Alaska. Unless otherwise authorized, all persons1 Z3 y% M x# N5 l4 M' x2 m
must operate their aircraft under IFR.1 L3 |; B3 j+ u& K0 v" F3 n W2 I7 U5 s
2. CLASS B- Generally, that airspace from the
- k1 J' E. S; p7 M8 asurface to 10,000 feet MSL surrounding the nation's
+ {1 ^4 Q* V) f. w; Zbusiest airports in terms of airport operations or4 r* o+ z! ~. R3 p# |
passenger enplanements. The configuration of each3 s% W# W1 j, T2 S, ?+ Y5 z
Class B airspace area is individually tailored and
! k; S, p8 [& p+ D% \consists of a surface area and two or more layers
- }$ A- D& N( D$ w0 {7 Y0 N2 j(some Class B airspaces areas resemble upside‐down
5 p) I1 a+ O. B5 awedding cakes), and is designed to contain all
- b# d; |/ N: O' [$ Hpublished instrument procedures once an aircraft7 H8 e; f4 B5 v n
enters the airspace. An ATC clearance is required for" k7 d4 ?; m/ R% s
all aircraft to operate in the area, and all aircraft that2 t4 ~* u, g; w
are so cleared receive separation services within the
" F' j/ A9 x+ _airspace. The cloud clearance requirement for VFR! z* X# D! W) l. o7 s2 O) I* K0 J, U
operations is “clear of clouds.”. k8 A1 O: x) M2 D1 \5 J
3. CLASS C- Generally, that airspace from the
# F8 j' I; C. Y; v6 \: L) Msurface to 4,000 feet above the airport elevation! U7 J2 N: _* Y- q6 p8 K' A- I8 f
(charted in MSL) surrounding those airports that# o* D' d! T: z" K, T
have an operational control tower, are serviced by a! g! }, q: _% K& ^
radar approach control, and that have a certain
3 Z; s" \- N b( l* l( ]number of IFR operations or passenger enplane‐% Y0 y2 e( Y9 r
ments. Although the configuration of each Class C+ r/ k* M ^6 _4 l7 a
area is individually tailored, the airspace usually# J; S' Z+ i& q' l3 d0 l0 h$ k/ y! b
consists of a surface area with a 5 nautical mile (NM)
4 D* t; N, f4 b$ Xradius, a circle with a 10NM radius that extends no+ O% X3 k+ ?8 P' t
lower than 1,200 feet up to 4,000 feet above the0 U$ `5 d. [ B. d& Y/ l0 f$ ~
airport elevation and an outer area that is not charted.4 n; {. W$ n( ~4 G
Each person must establish two‐way radio commu‐9 ^" Z# @$ Q/ Z! ?3 I- K- M/ [3 \/ X
nications with the ATC facility providing air traffic
3 a/ L3 i: F2 U+ ?services prior to entering the airspace and thereafter: b5 t$ O" N; U) N! R- b! q, Q: ~
maintain those communications while within the
! C! Y+ N6 ^) f$ h+ h2 Oairspace. VFR aircraft are only separated from IFR$ C" X/ u0 d6 Q) e) z. y* Y
aircraft within the airspace.
' X" P7 }# V, R* c% P(See OUTER AREA.)
& b8 u, Q& [) |1 X4. CLASS D- Generally, that airspace from the& [2 Y' i: Q" s, ]/ O3 J
surface to 2,500 feet above the airport elevation
4 f/ ?- e! k6 }( Y7 P; h(charted in MSL) surrounding those airports that
/ Z6 l7 z: N' U1 N; T, [have an operational control tower. The configuration6 E1 O6 ^8 y- y" ]0 O
of each Class D airspace area is individually tailored& u: x" h* q7 `( X x
and when instrument procedures are published, the$ e$ g( Z9 [! h+ D. s; o
airspace will normally be designed to contain the
2 l$ S* ^- L+ D# c0 V+ T& d4 i$ k9 kprocedures. Arrival extensions for instrument
# L' s0 u0 ]; l( [9 ^& q: gapproach procedures may be Class D or Class E
, |4 D- Z) a- i& r* z8 N( Z4 L+ wPilot/Controller Glossary 2/14/08
8 W. C2 g% _- B3 d/ BPCG C-7
. F: F3 Y; M5 B$ c7 }$ Y: bairspace. Unless otherwise authorized, each person/ d1 q) O' j, C7 @
must establish two‐way radio communications with/ j7 Q* C9 {: Z) @" p
the ATC facility providing air traffic services prior to% R' U! C q# [5 h. d, f2 @
entering the airspace and thereafter maintain those
) E4 s" M' R% {: e) k1 A6 [$ ]communications while in the airspace. No separation
5 d+ Y+ f# I g' y( h% P6 jservices are provided to VFR aircraft.
+ F$ ` q8 V6 D% v: {5. CLASS E- Generally, if the airspace is not
7 n, _8 c3 ]! |. X: q; S3 JClass A, Class B, Class C, or Class D, and it is6 ]0 K! A- W$ I4 v2 R7 u' q9 g
controlled airspace, it is Class E airspace. Class E
3 j( t7 F" P3 L" p, O7 q0 jairspace extends upward from either the surface or a
; ` N7 h/ E. W+ ?9 m Gdesignated altitude to the overlying or adjacent
- @$ r+ F$ h: N: m4 p+ ~controlled airspace. When designated as a surface
7 D2 H/ v. X9 I' {" @area, the airspace will be configured to contain all" z- J/ B2 ^4 ?
instrument procedures. Also in this class are Federal1 V$ ?5 P( t) D3 h3 n
airways, airspace beginning at either 700 or 1,2002 B. H2 v m" o) U5 Q4 |
feet AGL used to transition to/from the terminal or en( `5 k* l' o4 T) j/ m6 y, g
route environment, en route domestic, and offshore
& S! [) G% U& G mairspace areas designated below 18,000 feet MSL.
+ b* i6 L$ ^6 }7 e+ ]Unless designated at a lower altitude, Class E
0 H$ Y4 V& F* L J9 @! {7 kairspace begins at 14,500 MSL over the United5 a! ?% J9 \6 ^# y/ D" {
States, including that airspace overlying the waters
0 N( V5 l9 B) l1 Lwithin 12 nautical miles of the coast of the 48
/ I6 H" j1 t& L7 e8 }contiguous States and Alaska, up to, but not
* m9 O9 X8 a6 y1 q" l/ e* E- y, R) gincluding 18,000 feet MSL, and the airspace above
7 w+ F) v, I$ k* T/ WFL 600.0 ~$ L8 E7 x5 ~- A$ v+ ~6 D. N! d
CONTROLLED AIRSPACE [ICAO]- An airspace
+ W8 T' F0 s8 u/ `! l _* kof defined dimensions within which air traffic control
% \1 r5 t: }4 o; X x# W# oservice is provided to IFR flights and to VFR flights- U. I% {8 I- R: O- X# P
in accordance with the airspace classification.
1 U) G7 z9 h9 x6 j! WNote:Controlled airspace is a generic term which
+ Z( s8 ^9 e# I: W$ c" c& xcovers ATS airspace Classes A, B, C, D, and E.
8 T! [- S+ V- r: x5 wCONTROLLED TIME OF ARRIVAL- Arrival time8 U# n. q6 |( T, o7 I
assigned during a Traffic Management Program. This2 E. x/ C8 S/ X, T7 F
time may be modified due to adjustments or user
; h: @2 {+ G9 v( s) Yoptions.
5 R* ~; T. m, Z6 {. @CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)$ h% X [6 U" K4 T: y
CONTROLLER [ICAO]- A person authorized to% w* W3 y8 h* ^
provide air traffic control services.
@) _. s: ^: r5 G- HCONTROLLER PILOT DATA LINK COMMU‐
/ K6 C2 T; H+ f( z7 l7 r1 y [NICATIONS (CPDLC)- A two-way digital very* e" ^. V, r6 {- i
high frequency (VHF) air/ground communications Z% L0 P Z' q; [- ~
system that conveys textual air traffic control
0 z3 J( o% q: u( w9 l* l; ymessages between controllers and pilots.
e8 W' z1 J$ R. T0 }CONVECTIVE SIGMET- A weather advisory
8 \) f3 p# E. i- _/ R) vconcerning convective weather significant to the
5 P& B/ Y$ h$ a {( F0 D* F& D1 esafety of all aircraft. Convective SIGMETs are issued
3 S0 e/ _' ?0 G- H1 mfor tornadoes, lines of thunderstorms, embedded' _+ W2 V/ P7 _. |3 `, x6 Y: L
thunderstorms of any intensity level, areas of. C: \: E+ u9 Q) X) z
thunderstorms greater than or equal to VIP level 4& @. v1 K& W; b$ r
with an area coverage of 45 y1 V; E" ]6 o# L4 w
/10 (40%) or more, and hail3 R H/ ]: U. l* H% X! v. t" Z
3- {8 K7 \$ s `5 g2 G& ~3 k, j" p
/4 inch or greater.
+ ?6 {. P9 G" o" a' s(See AIRMET.)
7 ?5 T( a" c* Q3 o S(See AWW.)
' y$ C9 {! u& n. G! C* S(See CWA.)
5 R; {0 K% R J" Y. E2 h, s(See SIGMET.)
# ?. j8 u. _. Y) |+ |(Refer to AIM.)- w& p* k2 X9 B2 E: t' K; t
CONVECTIVE SIGNIFICANT METEOROLOG‐/ b2 ^& L( i; B2 y2 v4 l$ Z
ICAL INFORMATION(See CONVECTIVE SIGMET.)8 `# ]. e* q8 Q4 y" `" r) I5 Z1 c
COORDINATES- The intersection of lines of
5 W3 }3 f5 x- b# Q: q: \) freference, usually expressed in degrees/minutes/
# ~2 ?9 j1 l8 S' x/ ~* ~seconds of latitude and longitude, used to determine
, J t: D1 }. _+ w! T* u' @position or location.
, X; n7 O1 Z- e8 \/ D' p n2 nCOORDINATION FIX- The fix in relation to which
; Z E0 C2 b2 ^facilities will handoff, transfer control of an aircraft,
F- i: i" e# s F) nor coordinate flight progress data. For terminal, P: b# Y. u. u i( J& i( R# E
facilities, it may also serve as a clearance for arriving
6 }; p% {" P, _7 G; jaircraft.. i2 U8 c. P8 g3 b
COPTER(See HELICOPTER.)3 N% l- q3 H- X; B' d- X
CORRECTION- An error has been made in the
1 {8 J) ^: n1 A3 x- c4 q# Utransmission and the correct version follows.
; f8 v, k6 @( k7 J6 O7 dCOUPLED APPROACH- A coupled approach is an
* r: C7 ~* K9 W' A; }) sinstrument approach performed by the aircraft5 n* g6 W8 U& e$ d3 d4 I7 o
autopilot which is receiving position information
; Y, e- D, p$ E0 S- a" @. cand/or steering commands from onboard navigation
- N7 z+ ?+ {! c8 k0 eequipment. In general, coupled nonprecision ap‐
% n/ }$ n3 ` J2 w. Rproaches must be discontinued and flown manually4 A1 o9 u6 l* @; a; @5 K
at altitudes lower than 50 feet below the minimum
/ t |7 v1 P) @7 }4 e4 @! Sdescent altitude, and coupled precision approaches# u) P: s- n' b3 J6 ^& G; s$ w
must be flown manually below 50 feet AGL.
7 l6 N0 J" {; Z& Q/ N/ t( B* LNote:Coupled and autoland approaches are flown
7 f0 y; k9 m; @ H$ Z0 hin VFR and IFR. It is common for carriers to require6 `' N" F# B- H0 O. {) d
their crews to fly coupled approaches and autoland& s( B2 {& I1 \8 X
approaches (if certified) when the weather. s+ y: ~6 h+ o8 x6 M6 Z+ Q O% [/ g) B
conditions are less than approximately 4,000 RVR.
: T4 n4 Y m; K% d(See AUTOLAND APPROACH.)
# h" H# H' I3 e* j/ G2 Q7 V! gCOURSEa. The intended direction of flight in the horizontal
" U6 w( S1 @+ l6 C2 iplane measured in degrees from north.! m: @* h, }3 D1 z
b. The ILS localizer signal pattern usually
. i/ ?; T5 ^ U) wspecified as the front course or the back course.
& {' x7 n1 j7 U5 U7 ~! V* ~Pilot/Controller Glossary 2/14/08
- u8 |. c7 V: s! OPCG C-8
2 X" d7 w( h0 n/ P) Xc. The intended track along a straight, curved, or, p# K) C! d2 x9 z
segmented MLS path.& M) U0 K6 x. a+ {" E" o; x
(See BEARING.)
$ m8 V, N" r% p$ b7 B. P(See INSTRUMENT LANDING SYSTEM.)
; \* Y$ P3 c5 ]+ k! d(See MICROWAVE LANDING SYSTEM.)$ [" [/ T0 U! l; l o1 s6 B
(See RADIAL.)
: P5 y# k. _# B6 p6 N2 NCPDLC(See CONTROLLER PILOT DATA LINK
+ @' ?8 E. l7 s6 n$ dCOMMUNICATIONS.)
& q8 g N. e" X7 {# n* s0 ] _CPL [ICAO]-
- m) T% U1 y3 B6 B" O* J(See ICAO term CURRENT FLIGHT PLAN.)
* o4 ?; r4 G3 n$ O+ XCRITICAL ENGINE- The engine which, upon
- z V9 N, \) p( qfailure, would most adversely affect the performance
( S9 O; \" P' D1 Y0 Q9 |6 vor handling qualities of an aircraft.
3 a; a0 d9 e8 GCROSS (FIX) AT (ALTITUDE)- Used by ATC" ?9 O. ?. V) \0 n, r g+ q
when a specific altitude restriction at a specified fix
% b& ]/ ]# k: Z) I' \* O, Sis required.
1 F& X, N( n: Z% U+ x4 j c) k6 JCROSS (FIX) AT OR ABOVE (ALTITUDE)- Used
; _* b, C, W" j- K# L3 Uby ATC when an altitude restriction at a specified fix8 o+ V: h7 d3 J
is required. It does not prohibit the aircraft from
7 _9 Y. j( s) S p- r1 Hcrossing the fix at a higher altitude than specified;$ l1 z: x# A% f) Y. I
however, the higher altitude may not be one that will7 G% i/ x1 C4 m3 b* j6 M& d, y
violate a succeeding altitude restriction or altitude
! n( ]% Y% o! W: d8 Jassignment.# X V$ e. `/ i9 Q8 i( D, A) ]
(See ALTITUDE RESTRICTION.)
; F8 p8 s2 J' ^( c4 N9 Z(Refer to AIM.)
! T5 V% O( Q* k0 O7 `5 TCROSS (FIX) AT OR BELOW (ALTITUDE)-
4 d g @- f$ L3 G. u4 K- B6 pUsed by ATC when a maximum crossing altitude at4 S. W. \3 y/ z, l4 v) U
a specific fix is required. It does not prohibit the1 K& K, h- w: d
aircraft from crossing the fix at a lower altitude;7 N6 ?" Z4 B5 } E1 r
however, it must be at or above the minimum IFR
1 ?; n8 S6 z- S1 B! ?' Faltitude.
$ M( P3 a* m, U- ~$ v9 V0 z( ?" X' ^(See ALTITUDE RESTRICTION.)
8 _4 K c O+ ?. y/ K3 J(See MINIMUM IFR ALTITUDES.), ?3 L6 [6 i1 K, F0 j( v
(Refer to 14 CFR Part 91.), `9 U* h; @1 z8 q7 j1 i
CROSSWINDa. When used concerning the traffic pattern, the
6 p4 m: y& b \* a iword means “crosswind leg.”
' l# g% V9 Y7 A2 T, ^(See TRAFFIC PATTERN.)
: R% B- B* r; jb. When used concerning wind conditions, the
& V+ m, x' c' B- X. C N7 Uword means a wind not parallel to the runway or the2 @2 w4 \) `2 t3 `9 z4 ~ T7 ]
path of an aircraft.
- [3 S$ E8 } ?( `. ]1 ~1 r(See CROSSWIND COMPONENT.)
9 ^6 Y9 ?- ]6 f, Z7 hCROSSWIND COMPONENT- The wind compo‐
# `) \8 d) X8 R9 Jnent measured in knots at 90 degrees to the
& Z& r2 D* K* x# q3 ?$ wlongitudinal axis of the runway./ W/ Y+ t( ~/ Q- A. g& S0 Z
CRUISE- Used in an ATC clearance to authorize a
2 i) _) d/ q; }9 dpilot to conduct flight at any altitude from the
9 w% T) I6 S' B* m# ^minimum IFR altitude up to and including the
0 B+ r4 K6 l4 o+ c+ x! ^3 laltitude specified in the clearance. The pilot may2 B* X( m( o/ ]
level off at any intermediate altitude within this block2 ], [3 W1 j. z
of airspace. Climb/descent within the block is to be6 H5 Q, L: i' R/ C# j3 i
made at the discretion of the pilot. However, once the& s( u, y. g j" Y9 m( P6 k" v/ q
pilot starts descent and verbally reports leaving an
8 ?5 }9 S3 {5 e0 Yaltitude in the block, he/she may not return to that
' L& M$ S4 [6 ]altitude without additional ATC clearance. Further, it
9 A/ Q+ }8 n2 b3 _* Ris approval for the pilot to proceed to and make an
$ K2 W4 ~* s" Q# F$ p4 Y7 b k5 W iapproach at destination airport and can be used in
7 l# P$ i9 Q# F0 K% nconjunction with:; p: B* \+ _7 ~; C1 H3 C, M8 c. l; \" j" [
a. An airport clearance limit at locations with a' m, j) _! ^8 Z: Q
standard/special instrument approach procedure. The6 X$ v# s+ C+ K% Y3 s2 h
CFRs require that if an instrument letdown to an, P/ |* d/ `6 z6 d1 W
airport is necessary, the pilot shall make the letdown
* G4 y9 Z% d' gin accordance with a standard/special instrument* D- c- ^$ I) Q+ |
approach procedure for that airport, or( E6 E/ ^, R" I& P% k! J
b. An airport clearance limit at locations that are' v7 l& W9 `! N3 H4 [$ L$ x2 n
within/below/outside controlled airspace and with‐
: g( N# C* v9 d) p b( o( gout a standard/special instrument approach$ D" N9 g: `1 V
procedure. Such a clearance is NOT AUTHORIZA‐$ m+ t5 L* h7 W& B. L9 n
TION for the pilot to descend under IFR conditions
" r; T+ R$ l" V& K1 K# `% d! [below the applicable minimum IFR altitude nor does, [' j7 ^4 a" t6 Z" `
it imply that ATC is exercising control over aircraft* ~3 r. i: b+ N, p( u$ \$ s
in Class G airspace; however, it provides a means for
) d2 L( _3 j% C7 zthe aircraft to proceed to destination airport, descend,
7 j$ _- H. W# a1 Z% N7 e$ T7 a7 v5 c- Dand land in accordance with applicable CFRs4 f3 N& f, a @: Z+ m
governing VFR flight operations. Also, this provides. R8 K0 t$ [6 u) [1 d7 S/ a
search and rescue protection until such time as the- W, s" }8 h! l7 p5 ?! u- e
IFR flight plan is closed.
7 j( Q+ i% O2 W" T: s1 P(See INSTRUMENT APPROACH
! l0 a1 ^5 g: T+ l/ }PROCEDURE.)
5 M& T7 c0 H0 y! h' WCRUISE CLIMB- A climb technique employed by
' M: W {. n, o0 i8 L1 Z" B* U2 Xaircraft, usually at a constant power setting, resulting
* q+ ?$ W, c1 s1 Ein an increase of altitude as the aircraft weight4 x! U) v& a1 v, @" s7 i1 D
decreases.7 S1 k8 K ^! I& a& j- c. l
CRUISING ALTITUDE- An altitude or flight level
7 b! g# y0 G$ x" R9 y1 \maintained during en route level flight. This is a
* u: u) B- a6 ^) ]5 zconstant altitude and should not be confused with a
3 I* a; |/ ?! U$ qcruise clearance.
9 q! p+ f# F" F ~# G4 b2 t- O9 X" [(See ALTITUDE.)5 m/ \' n. u. c: U b
(See ICAO term CRUISING LEVEL.)
* a9 _$ ?- @/ g' B6 P: bCRUISING LEVEL(See CRUISING ALTITUDE.). ~% R$ h( k7 i
CRUISING LEVEL [ICAO]- A level maintained; \: {/ u! e/ N7 w4 I( {' b5 \
during a significant portion of a flight.
1 `3 l' T7 p4 M6 w. C6 APilot/Controller Glossary 2/14/08( n; g/ h! m: Z$ @, J
PCG C-92 A' B+ J( ~1 o$ Z; [0 c0 p
CT MESSAGE- An EDCT time generated by the8 T4 D/ B& l- L) a# n2 C
ATCSCC to regulate traffic at arrival airports.
' e$ a6 |" F7 n1 aNormally, a CT message is automatically transferred: D) c0 ]0 @1 R+ ?1 _% M+ ]4 r# h
from the Traffic Management System computer to the% W3 P% b0 d7 k k) Q
NAS en route computer and appears as an EDCT. In$ v: ]; F; e* V: H( [& M( Z
the event of a communication failure between the. I; X, d- [9 T% \4 }; D; c6 ^; m
TMS and the NAS, the CT message can be manually
$ Q' o8 k) ^& v9 b8 [$ u5 ventered by the TMC at the en route facility.
. {# v2 N( ~" b4 R1 RCTA(See CONTROLLED TIME OF ARRIVAL.). d$ k& D6 C" r0 Y# g3 l, M- U% I
(See ICAO term CONTROL AREA.)
* L H0 V: ~8 Q* HCTAF(See COMMON TRAFFIC ADVISORY) x9 {' s7 b6 X c
FREQUENCY.)' z1 A. z: M J# U0 Y
CTAS(See CENTER TRACON AUTOMATION
- Y8 @/ p( o9 p0 [* T0 r) o) y. X! eSYSTEM.)9 e K. \4 l' |2 \! k. x
CTRD(See CERTIFIED TOWER RADAR DISPLAY.)
3 b( v0 g) M( {2 b1 n. w8 ACURRENT FLIGHT PLAN [ICAO]- The flight
, E" @- L+ ]! i' M. T, ^+ x* tplan, including changes, if any, brought about by
2 [4 } V. O. ^# K2 psubsequent clearances.) K8 p E; t' {
CURRENT PLAN- The ATC clearance the aircraft+ ?7 H/ P8 q# I; ?+ U+ O, `
has received and is expected to fly.' q& M7 d9 c( q
CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE- h$ w) \; [. q! e
APPROACH.)+ h. I7 [& L2 F& ^) F8 D
CWA(See CENTER WEATHER ADVISORY and4 U) z- a) r( I! J' _4 k f
WEATHER ADVISORY.)$ p* R7 J! r% u9 q: ~- z( `3 i
Pilot/Controller Glossary 2/14/08
4 J: ]! l5 o2 w, \. jPCG D-1
: M# S, K0 M R, ND
: M8 K# [- J. J. `3 rD‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL7 _% \1 u9 G$ y" v* c
INFORMATION SERVICE.). N$ M: O/ A: \ D* _
DA [ICAO]-9 F7 w5 c) i% X: {, `4 m8 b% \
(See ICAO Term DECISION% n0 C+ G0 T/ e9 l0 y4 R2 B
ALTITUDE/DECISION HEIGHT.)# }7 | u N2 R$ n4 \
DAIR(See DIRECT ALTITUDE AND IDENTITY
2 s- B: ^) G, E, u; p BREADOUT.)
4 w* k3 _" J: p8 g- Z( [* vDANGER AREA [ICAO]- An airspace of defined1 _% p" d. N& i- ?5 @4 V. m
dimensions within which activities dangerous to the
- V( n0 g( P( W# Y4 z' I* @flight of aircraft may exist at specified times.7 O, b/ f+ o, B% Z1 L
Note:The term “Danger Area” is not used in& ^3 `! L4 h% b* f u+ T: F: i1 E: h
reference to areas within the United States or any
( v6 N% K+ ~: h \of its possessions or territories./ \1 m# V% l5 `7 e! g
DAS(See DELAY ASSIGNMENT.)' V; J' f! O; s9 e, v2 m" G
DATA BLOCK(See ALPHANUMERIC DISPLAY.)
$ x6 g5 d( q* h: P+ f+ Q- U! `DEAD RECKONING- Dead reckoning, as applied/ [2 B0 g1 f: V; B
to flying, is the navigation of an airplane solely by
( n4 n3 z7 M) I1 ^6 I# {9 gmeans of computations based on airspeed, course,
; V3 x# ^7 `6 F# |0 F# u+ `heading, wind direction, and speed, groundspeed,
; {! ?# D ?/ b8 C% R7 b( A2 zand elapsed time.
# b6 C0 ?1 E1 p: M. a3 Y; R8 O# |DECIS ION ALTITUDE/DECIS ION HEIGHT
0 M1 U: N6 V7 Y1 N Y. M, U[ICAO]- A specified altitude or height (A/H) in the; c4 n0 f) R+ H$ C: A. i
precision approach at which a missed approach must
8 L& l* `+ w9 A0 b3 C0 e8 o% W$ ]* abe initiated if the required visual reference to
- q3 i. R! V$ H& [0 a7 [5 scontinue the approach has not been established.
, \8 b5 `1 i9 ZNote 1:Decision altitude [DA] is referenced to* ]6 Q# I' ^, O) o1 {" N3 F
mean sea level [MSL] and decision height [DH] is2 H; W8 f7 v( [: Y7 g
referenced to the threshold elevation.
; ]* l8 O6 w z1 PNote 2:The required visual reference means that: K& t, E% b3 D2 q0 n+ [$ Z
section of the visual aids or of the approach area- X6 D" {1 R# U5 d$ f
which should have been in view for sufficient time, S8 o- h2 x$ J1 v. p
for the pilot to have made an assessment of the
% q# v8 F, \/ k# C/ }9 b) d' k4 Xaircraft position and rate of change of position, in
! v( |" ^3 s9 M7 krelation to the desired flight path.
/ u1 ]$ h1 l$ A6 E: }5 @3 F1 ?DECISION HEIGHT- With respect to the operation- W$ L: U4 }- ~7 C4 K( Z
of aircraft, means the height at which a decision must0 v1 o7 T V ^) z
be made during an ILS, MLS, or PAR instrument" ^8 i4 j+ l& ^# X8 I" y
approach to either continue the approach or to execute0 K+ A; z0 |" I& b
a missed approach.- y, t' m, }% {
(See ICAO term DECISION
2 ^* g$ w0 L; F! o2 pALTITUDE/DECISION HEIGHT.)0 p* q2 A) i7 k4 ~" Z
DECODER- The device used to decipher signals
7 e0 ~; O8 C# w8 e9 zreceived from ATCRBS transponders to effect their
) b2 p6 x D/ @- q3 I& ~display as select codes.
* S$ W0 s5 L+ j' t/ F2 M(See CODES.)
6 S0 t( U2 e; O(See RADAR.)
) @6 Y- S! A2 @DEFENSE VIS UAL FLIGHT RULES- Rules& s2 Y# [" |) l
applicable to flights within an ADIZ conducted under
; v/ P( Q# d0 [% M* p1 Z1 kthe visual flight rules in 14 CFR Part 91.
, B! f5 I/ s7 O6 o1 V# g(See AIR DEFENSE IDENTIFICATION ZONE.)
n9 n: ?# x; Q; r3 S(Refer to 14 CFR Part 91.); u, j$ Z: G5 \/ h( W
(Refer to 14 CFR Part 99.)+ v4 n. T% A8 l3 |- I1 }% U: @
DELAY ASSIGNMENT (DAS)- Delays are distrib‐
# F; T" R, I8 zuted to aircraft based on the traffic management
) h8 Z' G- J! v1 c+ |/ h1 D* D @program parameters. The delay assignment is
3 i/ q- l' |; {+ z2 bcalculated in 15-minute increments and appears as a3 N n8 v+ T9 R
table in Enhanced Traffic Management System
2 ^: a) U- l/ r6 N) i" P(ETMS).; X4 G. ?2 i$ s: q( G# b. @0 p
DELAY INDEFINITE (REASON IF KNOWN)' c/ _7 S" I0 T" q1 A; B
EXPECT FURTHER CLEARANCE (TIME)- Used9 u7 B6 ]7 d* Y" A5 X: F
by ATC to inform a pilot when an accurate estimate
2 ^3 c+ L9 X* yof the delay time and the reason for the delay cannot) i' g. D1 P- \1 j) [
immediately be determined; e.g., a disabled aircraft$ a, ~/ r; t' z, k' W
on the runway, terminal or center area saturation,1 s; R4 U& v% N8 Z$ B2 G' J
weather below landing minimums, etc.' D6 y/ M! S. K, _8 A
(See EXPECT FURTHER CLEARANCE (TIME).)' y$ j& K& Y: ~5 Z3 Z5 X, `) A+ P
DELAY TIME- The amount of time that the arrival
5 P) J6 G0 |6 e4 g; amust lose to cross the meter fix at the assigned meter
+ v( H' y$ O: f* F+ C0 v, ufix time. This is the difference between ACLT and* _. J' A; ^2 _
VTA.+ q u' K2 ` u$ J( r1 o
DEPARTURE CENTER- The ARTCC having6 w4 w, D# i, _# x' g* t$ A1 G
jurisdiction for the airspace that generates a flight to2 _( t$ M# T% Q" M+ Y0 R' s
the impacted airport. r2 e3 Z: U, f8 t& O! }' L
DEPARTURE CONTROL- A function of an
; v! j# a' s1 japproach control facility providing air traffic control
/ N: U: V, R3 ?1 Z! G' z) fservice for departing IFR and, under certain) b& S# ]) J# r, t* j
conditions, VFR aircraft.
( h# j. s# d/ o2 k6 `& Y0 Q(See APPROACH CONTROL FACILITY.)
$ |7 N- ^4 t. A7 P$ n(Refer to AIM.)+ n% m. E$ w* F9 f
DEPARTURE SEQUENCING PROGRAM- A
6 l7 y' M1 y" X" i1 K* Nprogram designed to assist in achieving a specified
! A- {" X" s5 vinterval over a common point for departures.
- P) C7 T& C) t" uPilot/Controller Glossary 2/14/08, W5 `1 H+ {5 _2 R: i& ~: J0 K
PCG D-23 u; ]# b* O& r( E
DEPARTURE TIME- The time an aircraft becomes
- l/ L4 g, X j) U* H" i4 Y) f: |6 Sairborne.7 N( N! y8 O# E n2 \0 O8 w3 H
DESCENT SPEED ADJUSTMENTS- Speed decel‐! h: o5 v9 L" d7 v
eration calculations made to determine an accurate" O6 R4 T0 G! N+ O8 B3 h. V
VTA. These calculations start at the transition point/ y' M5 P' I# c R/ j" P; ]
and use arrival speed segments to the vertex.8 H; j# ?2 d7 g; {
DESIRED COURSEa. True- A predetermined desired course direction
6 y, {) z, t+ J! {' S3 e1 A' G& N7 \to be followed (measured in degrees from true north). P- q& |* y: o' |! Z" K! n3 p
b. Magnetic- A predetermined desired course
# ~: Z% Y$ y4 F) ~! S% D. T/ Qdirection to be followed (measured in degrees from7 Y* b& S4 {( J
local magnetic north).
7 f' H; ?! S' r) K- G$ u2 jDESIRED TRACK- The planned or intended track
& Y( z7 a& W( W% s0 W( gbetween two waypoints. It is measured in degrees/ g# Q, N: O6 O8 g
from either magnetic or true north. The instantaneous& I/ ?; p6 b- H$ J" G2 C1 m
angle may change from point to point along the great- p: r% @6 Q1 B4 m- W; }; b5 i# B
circle track between waypoints.0 \* S$ G; h+ B1 G: H4 E$ b0 O
DETRESFA (DISTRESS PHASE) [ICAO]- The' E* W/ n# U, `; p5 \9 G- f& d
code word used to designate an emergency phase
$ o, p$ A- C& Xwherein there is reasonable certainty that an aircraft
5 U( i3 T& ~* a. E8 u- eand its occupants are threatened by grave and
- j. t7 B* f, Q4 c' O; D& \3 J! Yimminent danger or require immediate assistance.7 s5 b; z, x k% p) h- \
DEVIATIONSa. A departure from a current clearance, such as an( g' S) x+ m! Y; \0 P
off course maneuver to avoid weather or turbulence.3 z: U: E/ S, b5 N4 v P$ x
b. Where specifically authorized in the CFRs and
- D1 h: W0 U. G! X) ~ zrequested by the pilot, ATC may permit pilots to
0 D4 l2 \3 S' `3 [: H; w9 D cdeviate from certain regulations.- z0 \7 g9 N4 m$ r; |
(Refer to AIM.)
2 R; t* c3 ]2 X, k3 cDF(See DIRECTION FINDER.)
* k# c. N |$ [( ]' x: ?& z) g5 GDF APPROACH PROCEDURE- Used under' n9 K. y: w3 u& Y# n0 f t
emergency conditions where another instrument
5 s% d( ]7 o5 f( i& @2 \8 U; @: ^4 H' [approach procedure cannot be executed. DF guidance
# [4 L l$ a/ V5 X8 E+ Pfor an instrument approach is given by ATC facilities
! l" O" W* D7 [1 J. |with DF capability.6 A1 ^( Y& j4 ^6 D# v* r$ t; T( W
(See DF GUIDANCE.)
4 y8 x% k) u: O3 w% ~(See DIRECTION FINDER.)
! d2 Q9 i0 |3 _0 }(Refer to AIM.)
3 ?2 r% i' R p1 R, fDF FIX- The geographical location of an aircraft
* l4 i* p' y- Dobtained by one or more direction finders.1 g! U; m$ y2 V7 K5 ]
(See DIRECTION FINDER.)
0 |: m- }) {$ n& lDF GUIDANCE- Headings provided to aircraft by
8 e7 P' \ f& ufacilities equipped with direction finding equipment.$ i: ]0 Y" e' U; v, D
These headings, if followed, will lead the aircraft to
) o4 N8 Z" r; P) O4 R% ^! Va predetermined point such as the DF station or an
6 q8 W6 w2 w9 Y/ ~/ Aairport. DF guidance is given to aircraft in distress or- T, g+ y" Y2 x' h
to other aircraft which request the service. Practice6 H2 [* Y0 i2 X0 N# Q. t
DF guidance is provided when workload permits.
" u; u) }7 E- ](See DIRECTION FINDER.)8 b( T4 E; U* u3 `8 j% X
(See DF FIX.)
* c _5 z" z8 ^5 r/ b(Refer to AIM.)1 r/ R7 v9 p7 A! l. Y% B) Y
DF STEER(See DF GUIDANCE.). ?" z) p8 F' z4 S' L
DH(See DECISION HEIGHT.)
; [, F3 l4 z+ b5 p7 [DH [ICAO]-
* S' a7 S4 Z. ^5 T9 A% _(See ICAO Term DECISION ALTITUDE/
, u% _( T# B6 A5 `2 n9 X- U- kDECISION HEIGHT.)' _& T' g+ t8 o' I
DIGITAL‐AUTOMATIC TERMINAL INFORMA‐" M5 u7 V5 {4 c5 c7 d# y9 w
TION SERVICE (D‐ATIS)- The service provides
* l$ {* G K$ atext messages to aircraft, airlines, and other users2 K% L+ A- _ J/ B
outside the standard reception range of conventional
4 P/ U* u, g K FATIS via landline and data link communications to
5 B( c& S: w+ F5 F, B. dthe cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to. h' M# H3 g5 E- V) E. l+ D
all aircraft within range of existing transmitters. The6 ~( s+ D' X- j3 `. s; d4 U
Term inal Data Link System (TDLS) D‐ATIS0 T/ I% n3 k2 G( Q+ b* N
application uses weather inputs from local automated
' u% a6 _, q5 z! w5 p; Lweather sources or manually entered meteorological) o( l" }& H1 J! q" }
data together with preprogrammed menus to provide4 d: a2 \$ ^, h' N$ h8 q
standard information to users. Airports with D‐ATIS6 z/ ]# F8 ^; k j9 K% R/ X# [
capability are listed in the Airport/Facility Directory.: V a, V# [' e& z0 g3 ?5 u
DIGITAL TARGET- A computer-generated symbol' k) c* O' ?2 X3 C# @5 x% t8 j8 Y
representing an aircraft's position, based on a primary# K) x. T- `3 x6 K5 T6 t
return or radar beacon reply, shown on a digital
; @" N3 N% x# L3 K0 b: q6 ^- |display.
M5 C! f/ n, DDIGITAL TERMINAL AUTOMATION SYSTEM) W# ]% F: l# p( w% \
(DTAS)- A system where digital radar and beacon8 b; [6 G% X- ?6 k* a- p
data is presented on digital displays and the
5 o0 x0 [0 r' @ ~, r* f! Aoperational program monitors the system perfor‐3 {+ j. ]2 e; @# x9 k$ u+ C
mance on a real-time basis.4 Z# B* v- y8 w1 T- \' u7 _6 ~( I
DIGITIZED TARGET- A computer-generated
, S: y; `9 {) _6 xindication shown on an analog radar display resulting2 z" ? o7 i2 n# L; D* t
from a primary radar return or a radar beacon reply.: b3 s4 U+ l8 e+ y
DIRECT- Straight line flight between two naviga‐
. F* Y; z+ ?& a* L& ntional aids, fixes, points, or any combination thereof.
+ w# K3 [5 v1 a+ {( IWhen used by pilots in describing off‐airway routes," f$ k; X( y/ Q" t8 `" ~" b
points defining direct route segments become
( L# V1 P5 `+ n5 i+ M9 {compulsory reporting points unless the aircraft is
8 X$ V. B T3 Lunder radar contact./ ?: L5 W3 G! R( K5 h
DIRECT ALTITUDE AND IDENTITY READ‐1 P% R& f% x( q& a3 t3 q
OUT- The DAIR System is a modification to the* B2 s: C2 d% P+ L7 l& ]
Pilot/Controller Glossary 2/14/08: F& f+ W, C4 J; E4 }- A
PCG D-3
; I& x, {' ?2 p4 e* WAN/TPX‐42 Interrogator System. The Navy has two
' Z( A6 j' J9 Z! _6 Vadaptations of the DAIR System‐Carrier Air Traffic
# V4 a2 |( R4 i8 S8 R+ d% e# a7 _Control Direct Altitude and Identification Readout
' P7 E4 `8 r' j; [5 `: TSystem for Aircraft Carriers and Radar Air Traffic
" Y% {+ y( }8 X' _6 w3 E! ~3 ZControl Facility Direct Altitude and Identity Readout
4 ]' D Y5 C- H) U# fSystem for land‐based terminal operations. The& B7 O. N0 R* @; k1 o% V, B
DAIR detects, tracks, and predicts secondary radar
1 z( }' n* G+ b- d+ faircraft targets. Targets are displayed by means of4 @) n1 @6 v/ U. [6 p
computer‐generated symbols and alphanumeric
, _+ p: p* ^9 [characters depicting flight identification, altitude,
5 T4 W3 [0 N) i- b% w: bground speed, and flight plan data. The DAIR System
) K9 x m( C" Nis capable of interfacing with ARTCCs.
( G$ }: [; N( |* bDIRECTION FINDER- A radio receiver equipped
( h. F- o0 n* u8 ]( dwith a directional sensing antenna used to take
7 _* L6 _+ A! ?. t; H! m% S, z6 f& Nbearings on a radio transmitter. Specialized radio
! C7 p6 Q$ r( S3 E# l3 Kdirection finders are used in aircraft as air navigation" y* E6 f h0 B, S* c8 T( _0 h) s
aids. Others are ground‐based, primarily to obtain a
( c, d" F m) Z# Z+ h“fix” on a pilot requesting orientation assistance or to6 b& j& k U$ Y$ @: Z4 g
locate downed aircraft. A location “fix” is established9 V2 i- ` N, D! u1 q, D
by the intersection of two or more bearing lines! A; g& [, d2 A, a; K4 y- k
plotted on a navigational chart using either two' _! O9 Z- ^4 y+ b) M6 C/ y! H8 M
separately located Direction Finders to obtain a fix on
2 w' t+ _9 j3 A- q6 V( T- Gan aircraft or by a pilot plotting the bearing
}7 }0 p) _- K# i: Zindications of his/her DF on two separately located
) k% b3 c8 |( _/ Vground‐based transmitters, both of which can be
1 F$ v {) o/ P/ kidentified on his/her chart. UDFs receive signals in; G1 I% L6 V) ?5 u
the ultra high frequency radio broadcast band; VDFs) L" n/ w, \9 O1 H8 H1 L
in the very high frequency band; and UVDFs in both+ u" o! I Y, y1 a$ \
bands. ATC provides DF service at those air traffic
9 f4 i+ Y7 C& _control towers and flight service stations listed in the
* u) s( }& ]9 x5 _6 zAirport/Facility Directory and the DOD FLIP IFR En
- r! q2 C; O) l) g2 i8 \Route Supplement.
1 o+ x! U, s# G/ s4 A) H(See DF FIX.)) _4 D8 I7 D3 o. d
(See DF GUIDANCE.)1 `9 c7 k6 q, @6 P; T
DIRECTLY BEHIND- An aircraft is considered to
9 e5 v% `8 ]1 i8 Abe operating directly behind when it is following the7 K* x: T" S9 {5 m, r: O% |
actual flight path of the lead aircraft over the surface
% C* q) x. n( j5 v3 \of the earth except when applying wake turbulence
0 v2 W- S$ ` |6 K0 C" y( Iseparation criteria.
, e0 }3 O0 @# \: R5 o% g% gDISCRETE BEACON CODE(See DISCRETE CODE.)* R2 @5 t- q6 \! n5 [1 K
DISCRETE CODE- As used in the Air Traffic+ p- k6 ]- Y: x( V
Control Radar Beacon System (ATCRBS), any one
6 [! s5 H/ Q5 E' V- n. fof the 4096 selectable Mode 3/A aircraft transponder
n" d& W# c, g/ i- z4 ^codes except those ending in zero zero; e.g., discrete
- m( s, p" E% Ecodes: 0010, 1201, 2317, 7777; nondiscrete codes:% e7 I2 O2 f/ m2 s9 u9 `; C8 d" F
0100, 1200, 7700. Nondiscrete codes are normally
$ p9 V M* N) i0 m6 zreserved for radar facilities that are not equipped with5 H; S, d |; \% ?
discrete decoding capability and for other purposes
9 R2 ?* j0 m* h# Osuch as emergencies (7700), VFR aircraft (1200), etc.1 S0 A( T; d& I& U" K K. e
(See RADAR.)) t0 o4 n! e- }9 B4 q
(Refer to AIM.)
' h* h" h/ U6 ?5 T/ ~) Q- p5 _DIS CRETE FREQUENCY- A separate radio
! r; i/ I' F, d5 A. U( p' x/ ifrequency for use in direct pilot‐controller commu‐* i3 q- e3 Y' b) k( W
nications in air traffic control which reduces$ k+ K3 m" p6 k) Y
frequency congestion by controlling the number of' k9 s0 y7 s. ]: ?! _/ a8 X4 P+ S
aircraft operating on a particular frequency at one: Y- }6 `$ p# N4 x; b+ C5 n
time. Discrete frequencies are normally designated
' `# K; X6 e8 z+ @- {; Ffor each control sector in en route/terminal ATC
3 v8 E! C. N/ Pfacilities. Discrete frequencies are listed in the
6 Y8 T5 d0 i JAirport/Facility Directory and the DOD FLIP IFR En
; T! d M! R0 ]* v/ M; E9 K. C7 HRoute Supplement.
; L0 ~, ?# V6 Q/ X. F% u9 Y(See CONTROL SECTOR.)* y9 [7 }1 q6 ]! k4 J7 i% \1 p! C9 p
DISPLACED THRESHOLD- A threshold that is
+ S# u( E: ]" I. tlocated at a point on the runway other than the9 K- J4 D$ F0 T1 |3 H, t1 y1 F
designated beginning of the runway.
) ^' ]4 w) p5 X! M(See THRESHOLD.)0 Z" [+ j. I2 m) W
(Refer to AIM.)
- }$ @6 Y4 I/ R9 z' G5 S5 ]" ?DISTANCE MEASURING EQUIPMENT- Equip‐ U0 z! v2 W* \$ R$ V
ment (airborne and ground) used to measure, in: v8 g% Q' x; i6 ]8 q% k [
nautical miles, the slant range distance of an aircraft( [( N) K8 E4 J h7 u( E
from the DME navigational aid.
2 W) ]2 R. \# A7 H% d(See MICROWAVE LANDING SYSTEM.)
% Q4 k$ f+ {9 X7 J(See TACAN.)5 t) O1 N7 y3 {3 W# X: z! v7 Y
(See VORTAC.)) y& p3 C2 O2 p" N, z: _$ X4 B
DISTRESS- A condition of being threatened by! U5 T: @% P$ l
serious and/or imminent danger and of requiring
7 V4 s- H4 A! ?5 b) N1 |9 {8 simmediate assistance.1 V; M- B! y) A7 B* A3 p
DIVE BRAKES(See SPEED BRAKES.)
" M5 J3 z8 k* N9 ?( qDIVERSE VECTOR AREA- In a radar environ‐
$ s6 W! Y, S& O) T1 Nment, that area in which a prescribed departure route
, L( f$ t5 w! l) {9 O1 Y# ris not required as the only suitable route to avoid3 T7 l' [% t" K( c: I2 }& o+ m
obstacles. The area in which random radar vectors/ F4 Y$ ~5 b: H) ]6 j& \: F
below the MVA/MIA, established in accordance with
+ g& |. t7 l3 r7 E. | z+ }& W7 c) h4 ^the TERPS criteria for diverse departures, obstacles
- d9 C6 x+ m! X: [! s' Z5 hand terrain avoidance, may be issued to departing
% R$ K+ d3 X1 H+ Q9 p& ?aircraft.
8 _. B2 u# }, j* d8 G' F% IDIVERSION (DVRSN)- Flights that are required to0 R; d( N3 j; L$ h% C6 p3 R
land at other than their original destination for
$ l) R# h3 G, ^! q6 E1 ~# z# Areasons beyond the control of the pilot/company, e.g.' r, z& k+ \5 m( B5 @
periods of significant weather.4 o; r$ i t4 f7 X4 c8 M, @
DME(See DISTANCE MEASURING EQUIPMENT.)
/ S, w$ u7 L4 f2 tPilot/Controller Glossary 2/14/085 \1 E3 e( g' K) Q
PCG D-40 b6 u4 i' C" q; `# S
DME FIX- A geographical position determined by" w4 b& [$ G; n; m R; H/ Y
reference to a navigational aid which provides
9 W1 W( S7 B" o8 o' ydistance and azimuth information. It is defined by a7 u, ^6 c- z& w9 q4 _
specific distance in nautical miles and a radial,9 e1 G/ X. N( n8 T2 T5 q* Y6 N
azimuth, or course (i.e., localizer) in degrees o5 Z6 @0 n1 k3 Y
magnetic from that aid.! v. Z( z3 y( \+ H0 A3 N3 n. q) K
(See DISTANCE MEASURING EQUIPMENT.)
Z1 g8 c5 G" s/ a, {* r(See FIX.)
$ z) Q7 A( L4 h9 D(See MICROWAVE LANDING SYSTEM.)
- w# a" y8 m( n7 aDME SEPARATION- Spacing of aircraft in terms of! m& m% g% I: i& ]) Z/ ~' u
distances (nautical miles) determined by reference to2 C1 d% x& T2 L- Q; y
distance measuring equipment (DME).
y$ O1 K* \) I# W" I(See DISTANCE MEASURING EQUIPMENT.)
1 e8 ~6 G3 t$ uDOD FLIP- Department of Defense Flight Informa‐
o- }, y0 {8 ^" ytion Publications used for flight planning, en route,3 F; B: w! s# A( Z* G$ v1 C
and terminal operations. FLIP is produced by the- w9 @# W3 B( g+ [% |, d* J; B
National Imagery and Mapping Agency (NIMA) for* l; G9 ~3 }4 g: J8 F* J# T
world‐wide use. United States Government Flight3 z0 w8 c# B) Y/ x1 u
Information Publications (en route charts and
: S, L% N5 k# f7 R/ Pinstrument approach procedure charts) are incorpo‐
" H- L* Z" ]% h5 r, p! prated in DOD FLIP for use in the National Airspace
+ l$ W0 m, `2 Q2 BSystem (NAS).- A4 ~: I$ J% ^& {
DOMESTIC AIRSPACE- Airspace which overlies6 B) o, g' G2 Y5 ?
the continental land mass of the United States plus
+ q. R, E" N: A8 W% {- ~Hawaii and U.S. possessions. Domestic airspace0 L, y+ \4 ]4 v+ \3 Z, L! ?+ ]
extends to 12 miles offshore.* k! c" n& u4 L' o( ^
DOWNBURST- A strong downdraft which induces) p2 g$ ]1 [# a w& t2 D
an outburst of damaging winds on or near the ground.! x3 P+ \' B6 K* P# L
Damaging winds, either straight or curved, are highly
0 W2 \' y* a6 P: Jdivergent. The sizes of downbursts vary from 1/2
# I0 d% ~/ C% k% n: N' S8 k$ R% Xmile or less to more than 10 miles. An intense, m- L# P. |' [1 M0 k. B3 M2 a
downburst often causes widespread damage. Damag‐
K* O5 _0 _6 W& l& Z0 @ing winds, lasting 5 to 30 minutes, could reach speeds4 y6 x) E4 U& f2 v* K/ x: Q
as high as 120 knots.% g. s$ o6 C ^* }& q; m8 `
DOWNWIND LEG(See TRAFFIC PATTERN.)
4 `! i8 ~, J5 G0 X7 d! _3 q$ R2 mDP(See INSTRUMENT DEPARTURE PROCEDURE.)( e: K3 ]* e2 |7 P, W2 J
DRAG CHUTE- A parachute device installed on
$ p0 L5 `3 _; e. K3 h8 Ycertain aircraft which is deployed on landing roll to3 g6 ]- V* r: w ~# k" x1 y
assist in deceleration of the aircraft.
5 y, z3 j& M8 oDSP(See DEPARTURE SEQUENCING PROGRAM.)2 J! }% I% t, i% V) ?9 m
DT(See DELAY TIME.) r4 c8 T- y4 b8 C2 c, y
DTAS(See DIGITAL TERMINAL AUTOMATION& F: {- ?5 [- }+ R
SYSTEM.)- @" q5 H; _! t* b0 Y3 n
DUE REGARD- A phase of flight wherein an
" r9 t o3 t; B# k: C) naircraft commander of a State‐operated aircraft
4 F; a# c4 v; F! |0 s5 G& eassumes responsibility to separate his/her aircraft
+ \$ ?9 K' S2 |7 R& Kfrom all other aircraft.
2 n! h( ^& C+ I- ~* `(See also FAAO JO 7110.65, Para 1-2-1, WORD
+ {8 n1 r. c; F# `6 X( ~; N: ZMEANINGS.)
5 a. ]' \' g+ X9 C% i0 H! E; ^9 \DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY# Z# g/ ^5 \1 Q: I4 P- W. U% }
RUNWAY.)4 c0 ^, }$ ~' }: p( X9 ]* [* H3 u
DVA(See DIVERSE VECTOR AREA.)$ D8 w; {% M1 `7 k
DVFR(See DEFENSE VISUAL FLIGHT RULES.)7 j+ r$ p% y4 i. M& i1 o& ]
DVFR FLIGHT PLAN- A flight plan filed for a VFR- _9 E9 U6 Q! \) Y! k4 r, n2 L
aircraft which intends to operate in airspace within: n, B8 i( p8 k
which the ready identification, location, and control2 w) |, v, n, Y! Y
of aircraft are required in the interest of national, M, r$ u9 r; T- X4 R
security.3 L, h+ r) [9 N2 R
DVRSN(See DIVERSION.)2 L$ f) P" W* ^# l; @: ^
DYNAMIC- Continuous review, evaluation, and0 `' s: p6 H" c- p$ O+ Q
change to meet demands.# B8 F1 Y" Y) y# t! T h! Z* c: O, {8 h
DYNAMIC RESTRICTIONS- Those restrictions
, t/ h6 g2 V# f* I, p5 b% y5 Wimposed by the local facility on an “as needed” basis* s, C, ^% d6 j
to manage unpredictable fluctuations in traffic* x; _3 a- P6 q1 m) t3 W4 U
demands.' a0 u3 c* p k
Pilot/Controller Glossary 2/14/081 h; z/ a0 k: K. p# c/ z2 g$ a0 d# l
PCG E-1
: u3 v; L# j4 i# ZE
# A2 c# D& O) m: V7 e7 eEAS(See EN ROUTE AUTOMATION SYSTEM.)5 N o# a: h% V/ q
EDCT(See EXPECT DEPARTURE CLEARANCE1 R/ {' E3 M# W9 `* o- F7 H0 r5 I8 Q1 X
TIME.)
/ g3 m! j# z: v4 B, c) m$ b5 Z" \EFC(See EXPECT FURTHER CLEARANCE (TIME).)
$ r5 u9 z* Z6 d0 fELT(See EMERGENCY LOCATOR TRANSMITTER.)' n H! d2 X4 a6 p
EMERGENCY- A distress or an urgency condition.
& [6 h$ f% q9 qEMERGENCY LOCATOR TRANSMITTER- A; V3 V8 ?' h3 b! L
radio transmitter attached to the aircraft structure' [! O) f1 m4 m* K; g& ~
which operates from its own power source on5 P" M8 c; p, u6 D7 G' |
121.5 MHz and 243.0 MHz. It aids in locating
* A$ R. x7 U) Y- A# Edowned aircraft by radiating a downward sweeping
, `1 U8 O1 v2 y* Qaudio tone, 2‐4 times per second. It is designed to/ O9 S+ O% E; [: ^
function without human action after an accident.# A$ r/ ?1 O: W3 |, c) N
(Refer to 14 CFR Part 91.)1 @+ }5 G- u( U* n T4 }$ Q, u
(Refer to AIM.)
5 l" F- |! d: q( u, J7 XE‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE
/ q2 }& w1 e! K4 |WARNING.)
/ {! z* D A/ A- WEN ROUTE AIR TRAFFIC CONTROL SER‐, `! Q1 z0 n6 R1 P1 f
VICES- Air traffic control service provided aircraft
. x- E+ j$ V4 N! `9 f" T9 t; r" oon IFR flight plans, generally by centers, when these
+ R8 B1 ?# E! x; Maircraft are operating between departure and6 E2 w$ e5 q/ Q. s
destination terminal areas. When equipment, capa‐
8 Y u+ W2 i4 ?bilities, and controller workload permit, certain; }+ ]! j0 {2 f
advisory/assistance services may be provided to VFR3 y% ^1 E! ~# f; Q# }& a. `4 n
aircraft.
) D9 u, E6 {, b d(See AIR ROUTE TRAFFIC CONTROL
6 B3 A5 |" j; XCENTER.)" Q* j8 M0 I/ r/ r. V5 P" H. p
(Refer to AIM.)( C- `9 U0 w" A3 ?0 N# a. |$ _
EN ROUTE AUTOMATION SYSTEM (EAS)- The+ |: l9 i' l! f, c
complex integrated environment consisting of7 ~2 ~ R/ T' G+ V
situation display systems, surveillance systems and. J- X3 I2 y I0 @0 o
flight data processing, remote devices, decision
( A h d- Y# t4 Jsupport tools, and the related communications
1 b y; ?& U& A! u% i# Q @equipment that form the heart of the automated IFR' L" o, Z7 `% D' T5 V) K( q' {
air traffic control system. It interfaces with automated+ \5 J3 b. W9 S2 y, C
terminal systems and is used in the control of en route" R. W5 m# v3 G3 e+ L
IFR aircraft.$ [2 J* V- N8 z9 R2 g: X3 Q
(Refer to AIM.)* J( i: U3 b* l/ J% X
EN ROUTE CHARTS(See AERONAUTICAL CHART.); ]- j$ o! M( P2 c d; \
EN ROUTE DESCENT- Descent from the en route
5 O$ j5 I8 j- m& rcruising altitude which takes place along the route of
: ]3 u! i5 f+ ~1 D4 Jflight.
1 ?. A* @0 C; i: |0 @' }$ MEN ROUTE FLIGHT ADVISORY SERVICE- A; W) Z k) @! G
service specifically designed to provide, upon pilot
8 ?1 e( _: F& B# irequest, timely weather information pertinent to
4 n! h# ~' `. I: Q1 m1 C" A* Whis/her type of flight, intended route of flight, and( G9 \& ]* d" h; ^, M
altitude. The FSSs providing this service are listed in
, V1 q. }, q P: o% Zthe Airport/Facility Directory.& i- p, e* w4 r3 h4 c
(See FLIGHT WATCH.)' C5 l* R0 k0 P) V! O1 c
(Refer to AIM.)
i9 ~3 W, {' aEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)
; y; i3 C* b! R9 YEN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)
% d# v/ c& }- X% LEN ROUTE MINIMUM SAFE ALTITUDE WARN‐: f! X8 b% s" ]' a G# j
ING- A function of the EAS that aids the controller
7 T" }4 k+ b) ^6 o/ V! eby providing an alert when a tracked aircraft is below2 B/ V5 K2 q# ^$ J
or predicted by the computer to go below a: f M0 ?5 k/ n9 H) m
predetermined minimum IFR altitude (MIA).: a; j$ x1 W4 x3 C4 j2 s: c
EN ROUTE SPACING PROGRAM (ESP)- A
, T5 ^" |% O; }7 P8 V- h. \% d9 \program designed to assist the exit sector in4 [4 o4 n' c4 I: j0 R3 {, D# v
achieving the required in‐trail spacing.
( g7 S2 ^4 { [6 a* dEN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a1 J0 Q7 W/ k9 S1 u6 o5 C: t
SID/STAR that connects to one or more en route* Z8 J- l) g* [% h# ?% _
airway/jet route.3 s( w; [" |* t' M
b. RNAV STARs/SIDs. The portion of a STAR4 x: A! U( n1 v/ [
preceding the common route or point, or for a SID the
4 Y, u1 n2 K% a# }1 Fportion following, that is coded for a specific en route
! _& g2 W# u1 m: [ f/ I# B- xfix, airway or jet route.
% s7 F' M8 N4 pESP(See EN ROUTE SPACING PROGRAM.)" f# Z# N- f" ^' g4 M" m) Q/ \3 s
ESTABLISHED-To be stable or fixed on a route,, O0 i4 N# u0 p- `$ g
route segment, altitude, heading, etc.
( Y8 L/ g, K. d* @5 cESTIMATED ELAPSED TIME [IC AO]- The
1 Y1 n$ S6 j1 S8 [0 w; H$ ]/ F2 V$ ~estimated time required to proceed from one2 b. V- f% l$ @" d* a. I
significant point to another.2 b; m$ w0 V# J: D; h
(See ICAO Term TOTAL ESTIMATED ELAPSED' Z3 F. W6 |% z, A* @& V# r3 I
TIME.)0 F( s* Y4 _9 l
Pilot/Controller Glossary 2/14/083 b7 B/ K# R7 ]9 k
PCG E-2
+ T& `# @2 ^4 j0 W; n4 H0 e8 |: [ESTIMATED OFF‐BLOCK TIME [ICAO]- The
5 Z6 w+ t7 G, M4 A" f% h( x. x% ]estimated time at which the aircraft will commence
$ l4 s" p, e: I9 o1 ^% Omovement associated with departure.
9 z3 g3 m4 m0 K0 {& @' \ESTIMATED POSITION ERROR (EPE)-7 {# L' G1 ?$ C7 ? [* d8 B
(See Required Navigation Performance)
/ C1 c7 x. j: ^3 j) ?/ D0 @1 s4 cESTIMATED TIME OF ARRIVAL- The time the
! }% f o5 g( h3 h+ Nflight is estimated to arrive at the gate (scheduled0 e5 H4 ~4 y2 ^5 I( ]7 Q b
operators) or the actual runway on times for7 v; V" K" Z, v: {( B' H! y* {
nonscheduled operators.* `. c8 ]2 C: t: s8 L
ESTIMATED TIME EN ROUTE- The estimated
6 i' g1 [, ]1 y t$ y, Kflying time from departure point to destination
G3 S" G7 i% d' ?* o(lift‐off to touchdown).
: _1 u9 X* l$ f( j& q- X! |ETA(See ESTIMATED TIME OF ARRIVAL.)
# z( u' ^/ b- `8 U% bETE(See ESTIMATED TIME EN ROUTE.)5 ?" o" E# Y5 p; a9 w# P+ _
EXECUTE MISSED APPROACH- Instructions, q& t( Y4 _- {, u
issued to a pilot making an instrument approach
V8 O2 y: j7 U' ]8 |which means continue inbound to the missed
4 a% b1 J/ n1 g9 |/ ^approach point and execute the missed approach
" U, W; U- N1 S$ A. B2 {procedure as described on the Instrument Approach! ^* }0 O" Y& t3 g
Procedure Chart or as previously assigned by ATC. b3 m/ ^7 C8 @/ y( ?/ I
The pilot may climb immediately to the altitude8 p. g6 C, T; @/ m
specified in the missed approach procedure upon' i* `1 o: X% x7 e% x, o
making a missed approach. No turns should be2 ]! b" _% a8 R, j5 {% I
initiated prior to reaching the missed approach point.( U2 o% x t, _6 D9 k' N2 _
When conducting an ASR or PAR approach, execute9 Z& `, b& h$ a# x/ ^, o
the assigned missed approach procedure immediately
1 [# a/ x, i/ k. Dupon receiving instructions to “execute missed
) n5 C4 @# H- p$ japproach.”- U' G. g% M( n, K9 i7 ^
(Refer to AIM.)2 o. W" B% M' y
EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used) f6 }" ]/ D' f6 I4 w0 D* q
under certain conditions to provide a pilot with an
; w% e0 t/ \; V9 V, g* }7 l% j$ Qaltitude to be used in the event of two‐way& p6 ?1 F/ ^' X3 `; R3 N3 F# N
communications failure. It also provides altitude3 q6 m6 }- _% O4 Z/ g$ I8 l, a
information to assist the pilot in planning.) e& U7 @! l" l8 n; l
(Refer to AIM.)
4 g, V2 T% B, w* kEXPECT DEPARTURE CLEARANCE TIME0 f% C6 _- ?' e! p- A
(EDCT)- The runway release time assigned to an
" m5 ] g4 I# G9 G6 Y& X, daircraft in a traffic management program and shown
5 \3 W( g+ @! b6 I0 O0 u3 E1 ^on the flight progress strip as an EDCT.
) a$ I1 w; L8 p, P1 E(See GROUND DELAY PROGRAM.)
) t% V9 ^; b) H% ^! PEXPECT FURTHER CLEARANCE (TIME)- The j/ @5 h! m/ i$ d% S2 g; \
time a pilot can expect to receive clearance beyond a9 m6 x/ S! R) V% _' l
clearance limit.7 M; v/ z1 X" x
EXPECT FURTHER CLEARANCE VIA (AIR‐
( A! I- Q8 P @) ~1 Q1 K" tWAYS, ROUTES OR FIXES)- Used to inform a3 j W0 w: n9 c; p, J# b9 G0 W7 J- k* b
pilot of the routing he/she can expect if any part of the" l) T* V( I9 g) s
route beyond a short range clearance limit differs! F7 u* j9 f$ C% B3 t& x) y
from that filed.7 E- t- N% O. k
EXPEDITE- Used by ATC when prompt com‐+ a& M. {: r4 {# V+ @1 X8 P2 |
pliance is required to avoid the development of an2 H: z( C6 y( k; M
imminent situation. Expedite climb/descent normal‐& o4 ~- S7 X k( Y4 C+ E1 R
ly indicates to a pilot that the approximate best rate
3 @1 Z. E0 w" I- K$ a1 \3 hof climb/descent should be used without requiring an
$ c! P$ n4 h. X: {exceptional change in aircraft handling characteris‐
2 S, s% |5 f' A7 Utics.
1 C6 |: ^& n+ `; e: aPilot/Controller Glossary 2/14/08
/ p2 G3 I1 Y" k% S1 |PCG F-1# t* j1 _8 k* |3 W$ K
F
( q( T5 a0 J/ Y- W3 MFAF(See FINAL APPROACH FIX.)
+ q$ t: x7 K# W" i) qFAST FILE- A system whereby a pilot files a flight
$ s- f; Y- C" u# }9 \+ e; Dplan via telephone that is tape recorded and then
* B6 m! ~$ v m$ i7 |% t5 F. Itranscribed for transmission to the appropriate air
$ e7 Q$ o$ w9 A! Y$ btraffic facility. Locations having a fast file capability! z4 I3 W7 _' d/ J4 a2 R
are contained in the Airport/Facility Directory.
5 @4 {. W/ f) n2 G8 t(Refer to AIM.)
: u) R' f8 C B: X4 k: E. v- |FAWP- Final Approach Waypoint; n8 j" I8 K0 O2 t$ a
FCLT(See FREEZE CALCULATED LANDING TIME.)8 B8 I8 A6 a/ r
FEATHERED PROPELLER- A propeller whose" W( d* m, K P# `1 [, N# f$ [
blades have been rotated so that the leading and: O1 L( f7 P. _+ K# V
trailing edges are nearly parallel with the aircraft
& w! f+ A; ^7 Vflight path to stop or minimize drag and engine
- ^- l& u8 s$ Crotation. Normally used to indicate shutdown of a
" g- c, f6 }$ q, C4 P. P9 V" ]5 H* ]reciprocating or turboprop engine due to malfunc‐
4 m" i6 f% R$ ~! r2 e" vtion.
# m5 r o) t7 q8 sFEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.)" Q) E, {- l8 N) g& ~
FEEDER FIX- The fix depicted on Instrument
5 a) O# c& [3 s) l: \. B, u* oApproach Procedure Charts which establishes the1 L7 }# r8 N9 h. O1 W
starting point of the feeder route.
2 X6 F6 W! U TFEEDER ROUTE- A route depicted on instrument
7 l3 p# }, @/ n" D5 c1 Japproach procedure charts to designate routes for
/ m7 Q* a' D; Gaircraft to proceed from the en route structure to the
+ j6 B7 Z0 J/ y, D7 a9 _initial approach fix (IAF).
$ {) S2 W* Q4 |(See INSTRUMENT APPROACH" j- G, [( u) M' q, i6 h" T4 `
PROCEDURE.)
( N F7 m0 P6 Q, j l; hFERRY FLIGHT- A flight for the purpose of: O+ ?% [! x* L. `& ~! r% o
a. Returning an aircraft to base.4 V) o+ @+ M; B) m
b. Delivering an aircraft from one location to
$ ^! h! D. m+ x$ V2 Ganother.
4 t; I/ [, ~* V" G" Z, i6 s' u2 uc. Moving an aircraft to and from a maintenance
2 b: M ~ m0 U& D" X% Rbase.- Ferry flights, under certain conditions, may be9 D6 ^& X4 e/ S$ K5 [+ ]( v7 e; ?
conducted under terms of a special flight permit.
4 s7 l5 K) f" lFIELD ELEVATION(See AIRPORT ELEVATION.)
' x2 @( w% G4 K$ AFILED- Normally used in conjunction with flight
( L/ S" e( |7 J1 kplans, meaning a flight plan has been submitted to: L- L" |* T! C; p# P5 V8 e
ATC.7 b# [; l5 K D- v# K I% L
FILED EN ROUTE DELAY- Any of the following
. g5 e( q: F% H o, Cpreplanned delays at points/areas along the route of
& O1 H0 M! \4 ^; Sflight which require special flight plan filing and
7 u$ b; M7 o+ B- q. R' {/ p6 shandling techniques.
! Q* |! v% w4 r- ^8 p! qa. Terminal Area Delay. A delay within a terminal" o( X8 _$ t9 _/ g/ A. Z- X
area for touch‐and‐go, low approach, or other) b( X! `4 ]' I% Z; M
terminal area activity.
, Q5 _, X, l: N( g3 g0 t8 Rb. Special Use Airspace Delay. A delay within a0 C* V3 |/ _" R* X
Military Operations Area, Restricted Area, Warning% {- M0 f M s4 V
Area, or ATC Assigned Airspace.
3 @5 g( r2 E5 H$ t$ U: l$ Lc. Aerial Refueling Delay. A delay within an
' N0 ~% O- I2 X* c$ W) |$ d& HAerial Refueling Track or Anchor./ A$ J* k% \# H" g
FILED FLIGHT PLAN- The flight plan as filed with
# s8 m; \; l' p( c4 { dan ATS unit by the pilot or his/her designated4 e! w1 t$ p" O7 w5 S; x$ K
representative without any subsequent changes or+ k/ B) [9 B, L2 T/ m" A, [: ~
clearances.8 Y( j( Q, x& Y$ U# l% T" Q& Q; I
FINAL- Commonly used to mean that an aircraft is
8 i6 n" d# ?0 e* K. fon the final approach course or is aligned with a; v( a* m9 m* D. W6 v; ]9 q
landing area., v: [: {4 q- V0 H
(See FINAL APPROACH COURSE.)5 `' y5 i6 ^/ p# E7 M7 {8 _
(See FINAL APPROACH‐IFR.)& v% G8 t* K* \0 {0 ~5 i
(See SEGMENTS OF AN INSTRUMENT
$ Y6 \: a1 w, m' ^0 ?APPROACH PROCEDURE.)
1 j# X/ l+ r5 V9 AFINAL APPROACH [ICAO]- That part of an6 ^% n& t9 |4 x C- u: h
instrument approach procedure which commences at
% ^0 U- |, j7 ~. u' `the specified final approach fix or point, or where+ c- L+ J" \2 P" ]- h0 |* J. f! U
such a fix or point is not specified.
- i+ ?1 Z y* H7 i: I% l# x0 K- Ra. At the end of the last procedure turn, base turn6 s7 D: l7 q: ?& @. m
or inbound turn of a racetrack procedure, if specified;6 l( j: g5 X4 W' {5 D4 v0 ^% o* y
or2 V7 Z( F' w7 \0 ^3 k6 i* Z- ^4 A
b. At the point of interception of the last track& }: n+ I- @. n0 e$ a
specified in the approach procedure; and ends at a
0 [0 G) G3 Q/ H' G, cpoint in the vicinity of an aerodrome from which: ?6 Y! V' ]" u$ Y* \
1. A landing can be made; or4 J% s& V8 l8 a7 Q; j* R ~ p2 K
2. A missed approach procedure is initiated.
U1 _/ X6 j1 A4 M+ j6 b: \* WFINAL APPROACH COURSE- A bearing/radial/
, j) U1 H k- m- otrack of an instrument approach leading to a runway
" D: {3 D$ g8 r# s: Uor an extended runway centerline all without regard2 A8 m4 B. q9 H- ^) h
to distance.
! W- ^7 ^9 b/ Q+ j2 SFINAL APPROACH FIX- The fix from which the
D; s1 o, V: ~/ P1 y3 }% dfinal approach (IFR) to an airport is executed and ^* a8 ?3 r$ L2 X8 O+ P
which identifies the beginning of the final approach
* {; g5 z5 I9 o) `segment. It is designated on Government charts by
3 R9 V) W! K6 b5 {! r2 Rthe Maltese Cross symbol for nonprecision4 G$ ?2 L! X& ^7 |) F+ \2 t
Pilot/Controller Glossary 2/14/083 X% ?9 `$ ?# V0 k, x! ]
PCG F-24 o0 O) v5 p4 a' [( n
approaches and the lightning bolt symbol for
2 W+ G1 F; z% V/ Aprecision approaches; or when ATC directs a
$ @- A- z9 Q) I' p& ^lower‐than‐published glideslope/path intercept alti‐
2 T! s2 r$ g% u/ S+ m! Btude, it is the resultant actual point of the& ^% h, A$ M8 j' N
glideslope/path intercept.
/ J7 ^! f/ b1 d+ v(See FINAL APPROACH POINT.)- b# v; f% x5 V2 h; Z
(See GLIDESLOPE INTERCEPT ALTITUDE.)3 C) c) i! X! H, `; F
(See SEGMENTS OF AN INSTRUMENT
6 c' B! D! K, j% t( \3 u) KAPPROACH PROCEDURE.)0 `" T$ Y+ Y/ h/ J
FINAL APPROACH‐IFR- The flight path of an
; h( ?* C4 I( H# q+ S8 t1 raircraft which is inbound to an airport on a final4 P0 E1 n6 `+ K
instrument approach course, beginning at the final
2 h8 `9 v) x' `3 tapproach fix or point and extending to the airport or
" L3 |& Q2 |: t6 |% D d, Nthe point where a circle‐to‐land maneuver or a missed
2 E5 i- P8 a/ h& ^approach is executed.
, ]: [- A( W; c6 {% |! K) t(See FINAL APPROACH COURSE.)9 U+ k! x( E/ ]0 d: B
(See FINAL APPROACH FIX.)7 w3 }+ A, W1 ~, ^1 _
(See FINAL APPROACH POINT.)/ ]+ e1 p. G: M( C
(See SEGMENTS OF AN INSTRUMENT0 t: ?9 i" S6 Q& n9 S _; }5 B
APPROACH PROCEDURE.)
' Z" c0 h% g& n1 K1 T2 S(See ICAO term FINAL APPROACH.)
+ {+ R5 {' t {/ TFINAL APPROACH POINT- The point, applicable- h$ |* p4 x# ~/ ]
only to a nonprecision approach with no depicted
, E s6 Y; p! u0 ?4 T8 @ eFAF (such as an on airport VOR), where the aircraft
9 M0 L; e& Z/ p! pis established inbound on the final approach course
. ]7 j% L. b" l: d* i' q( Ffrom the procedure turn and where the final approach
7 h z" w! q/ c# idescent may be commenced. The FAP serves as the
; Q# R3 [( A4 [( }, t S% AFAF and identifies the beginning of the final( P) i4 d3 `# g3 J' \+ j
approach segment.
: R9 N; R4 F. ~$ c0 G4 G7 ^(See FINAL APPROACH FIX.)
. E" n/ _! d% v" P" s7 P(See SEGMENTS OF AN INSTRUMENT* R- [/ Y8 G- { M
APPROACH PROCEDURE.)
/ K0 K0 ?4 e. {/ ?7 r9 j9 uFINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT
" ~5 y8 }4 I U% D: x3 v! W+ z5 QAPPROACH PROCEDURE.), D! c, _1 ]# b
FINAL APPROACH SEGMENT [ICAO]- That
4 I7 a1 s% g* ~( U) N' r5 xsegment of an instrument approach procedure in
/ Q( i8 s/ s( Iwhich alignment and descent for landing are) A' J! @6 P: |: N$ b% t
accomplished./ b) ?6 _( o' c; n) n1 ~& ^
FINAL CONTROLLER- The controller providing& ]- K' P4 J* S0 V. z3 l, F" e4 E
information and final approach guidance during PAR8 m1 @' I# }* ?# H+ j
and ASR approaches utilizing radar equipment.0 x& |. q1 p0 C3 l4 c7 c
(See RADAR APPROACH.)2 Y9 S% w# M5 V3 c1 E
FINAL GUARD SERVICE- A value added service; H( M* I* S3 ~9 ]1 X& L$ h
provided in conjunction with LAA/RAA only during9 o2 N2 f7 X% m7 O0 B
periods of significant and fast changing weather3 k; J6 s# H% i. D5 x
conditions that may affect landing and takeoff% `5 B; b0 j; P. j8 P" w6 _5 x9 P
operations.
/ {5 B7 m4 t/ `! cFINAL MONITOR AID- A high resolution color
2 [4 I# w& D: T) Y. Ndisplay that is equipped with the controller alert
8 x/ ]7 J" W/ q3 A$ ]/ c: h: rsystem hardware/software which is used in the
" o- p2 g) @# fprecision runway monitor (PRM) system. The, ^% |+ ~' ~- q0 [1 U: K4 G
display includes alert algorithms providing the target: ^- H; t4 {% ?* E4 a4 P* c; _
predictors, a color change alert when a target1 M! g- W& K- o j+ B6 F9 V
penetrates or is predicted to penetrate the no
4 p9 o) J: ]1 z4 m, C2 v* R& |$ V D* Xtransgression zone (NTZ), a color change alert if the9 e; q) R1 V1 c- s
aircraft transponder becomes inoperative, synthe‐* o3 x( x% L1 h
sized voice alerts, digital mapping, and like features. \9 D$ d5 ~ E7 A7 h' s; R/ T
contained in the PRM system.
! `4 P5 b7 G: N U; i(See RADAR APPROACH.): N7 p+ S8 G8 x# N, f
FINAL MONITOR CONTROLLER- Air Traffic
9 G/ b$ w6 u, q- Q r' n1 T( d2 E) kControl Specialist assigned to radar monitor the
a- j. b& e7 _$ d6 nflight path of aircraft during simultaneous parallel
) J8 z( L$ B# S9 @; h3 Jand simultaneous close parallel ILS approach
2 M, b( k% G8 ~7 Moperations. Each runway is assigned a final monitor7 v- f9 H6 B3 P2 V4 Z& ~
controller during simultaneous parallel and simulta‐
% y: n- U+ O3 E" }$ X8 g* a8 Gneous close parallel ILS approaches. Final monitor
9 p j! X4 O6 d% E# [4 M# vcontrollers shall utilize the Precision Runway
- k. j' i; q/ q* A7 n3 g7 ?- c. YMonitor (PRM) system during simultaneous close7 v8 G9 R, x% c9 m- g* Z) Y) M
parallel ILS approaches.
n' `0 w) J' ~, Z/ w9 O* QFIR(See FLIGHT INFORMATION REGION.)+ z# O) n& u4 D& q# l: ]5 M; W/ A
FIRST TIER CENTER- The ARTCC immediately
( w/ M7 ]$ R1 P% oadjacent to the impacted center." {# l2 u" ^+ c4 }( B! [! E
FIX- A geographical position determined by visual B7 y" m0 e5 S4 I( g
reference to the surface, by reference to one or more3 R/ C- I+ o4 J! j9 M
radio NAVAIDs, by celestial plotting, or by another; Y6 M" `7 N3 ^/ c9 w2 V5 k0 |. E
navigational device.. h# ~1 ?9 z3 V
FIX BALANCING- A process whereby aircraft are8 k8 `9 {3 y) g
evenly distributed over several available arrival fixes
; b, q8 j: [1 e1 L2 }3 Y8 ireducing delays and controller workload.
7 z1 ^* M' e' ^' s8 L4 N) TFLAG- A warning device incorporated in certain, ` s+ A# Y) I6 e' {4 i
airborne navigation and flight instruments indicating
8 c1 K' @: E$ E$ l; n! l) k9 d. C' rthat: S4 ~, }2 V1 j8 `6 {$ y4 l
a. Instruments are inoperative or otherwise not
' v) r# Q1 K8 F) I; Y c2 X' Zoperating satisfactorily, or$ }7 W8 p& b9 h) ]! h1 q* |" i
b. Signal strength or quality of the received signal
1 f2 S' x# K C* sfalls below acceptable values.- e" c; C% c d$ j% ?& D
FLAG ALARM(See FLAG.)0 D' j _( u: j9 p: f
FLAMEOUT- An emergency condition caused by a; f: X1 ]& y4 y# M& Q
loss of engine power.) Q: ~* V6 d6 Z+ y
FLAMEOUT PATTERN- An approach normally# ~6 Q3 }6 O; ?7 Y
conducted by a single‐engine military aircraft6 V# B0 ]! ?/ g% T* P" o
experiencing loss or anticipating loss of engine6 b5 l" R4 c! n, e7 l# V
Pilot/Controller Glossary 2/14/08
' K5 F1 p, s$ ^' WPCG F-3! d0 \ P4 N" {" F. P
power or control. The standard overhead approach* R4 x% N: x7 i
starts at a relatively high altitude over a runway
6 R% Y2 G$ b5 U" Y5 x(“high key”) followed by a continuous 180 degree1 g) m: j* n/ a) ]% Q
turn to a high, wide position (“low key”) followed by
" c- N/ n. q: A/ t0 G! L: P$ K# ^3 da continuous 180 degree turn final. The standard
2 F% w: U& Q" k( ^straight‐in pattern starts at a point that results in a
9 ]2 f8 l9 l$ }3 nstraight‐in approach with a high rate of descent to the
$ q/ F* @' y% r( Hrunway. Flameout approaches terminate in the type
' _0 U( Z5 F; Q- Yapproach requested by the pilot (normally fullstop).$ J$ j/ P$ ^3 L- K+ j5 V: \0 [
FLIGHT CHECK- A call‐sign prefix used by FAA
' i+ u5 D. ~; Z9 v6 D' ?- j4 e$ waircraft engaged in flight inspection/certification of- Q& O5 c1 u! D8 t! G- J9 B
navigational aids and flight procedures. The word, Y" d$ U3 q# q/ @ b% R% m. \
“recorded” may be added as a suffix; e.g., “Flight3 g2 [: J9 |9 U+ o I) p+ `3 ~& n( @
Check 320 recorded” to indicate that an automated' u7 V$ m! n' X+ m4 B
flight inspection is in progress in terminal areas.
5 g! w) Q+ k; X. C9 @2 X2 N& A(See FLIGHT INSPECTION.)$ L% r* y9 `) u$ o$ C
(Refer to AIM.)7 ^+ }- L) K- D' Z9 C( C9 }. `
FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)
2 o' c3 g7 L- Y0 jFLIGHT INFORMATION REGION- An airspace of( K1 w* ^& a. h
defined dimensions within which Flight Information& ], L F5 c+ S/ f+ ]. U0 q
Service and Alerting Service are provided.1 }' O$ J o7 v; N: t) F' m6 F
a. Flight Information Service. A service provided# A0 d9 f R1 z1 B9 I2 @) e P
for the purpose of giving advice and information" v) M# G8 V! _7 G& \/ q
useful for the safe and efficient conduct of flights.1 @' `+ g0 P) F3 F
b. Alerting Service. A service provided to notify
o6 H/ o, |' o3 xappropriate organizations regarding aircraft in need$ T2 c6 J) Q' J* f$ ] O6 \ ?
of search and rescue aid and to assist such
( _, k5 g% s6 s7 {2 Y3 }organizations as required.( F% S5 u% {! z% e5 D
FLIGHT INFORMATION SERVICE- A service u' b/ h# P. ^; ~% V+ c7 q) w
provided for the purpose of giving advice and
8 [ y1 ?! g2 k# y5 Q. s4 iinformation useful for the safe and efficient conduct( a* j9 a) C0 w: V
of flights.! d B: }* i8 I3 l4 M, p
FLIGHT INSPECTION- Inflight investigation and3 }$ u+ h2 r9 q+ i+ _+ `- r
evaluation of a navigational aid to determine whether
- `1 k1 D1 \& e& G( z# V* Vit meets established tolerances.
) x9 K) [7 b3 ]$ x. H(See FLIGHT CHECK.)" d7 m/ j% B' t9 i# N4 |& U6 [/ q: g
(See NAVIGATIONAL AID.)
8 Z' n, H& h+ `1 [! {7 MFLIGHT LEVEL- A level of constant atmospheric$ B8 K9 k% q$ Y# C0 M
pressure related to a reference datum of 29.92 inches
$ o2 N0 F; x* _0 J5 kof mercury. Each is stated in three digits that represent
- @$ z* @& B5 J- u) @' [! O; Khundreds of feet. For example, flight level (FL) 250
: R- R O0 p: yrepresents a barometric altimeter indication of" j: L2 B' g. ^ k7 l
25,000 feet; FL 255, an indication of 25,500 feet.
) U, y% |& W6 @- q(See ICAO term FLIGHT LEVEL.); U3 n4 z0 P$ b9 R/ A6 x Y
FLIGHT LEVEL [ICAO]- A surface of constant
$ Z {' U* [% Z! c/ aatmospheric pressure which is related to a specific/ M2 }3 x9 ~( H: ]
pressure datum, 1013.2 hPa (1013.2 mb), and is
0 z! V0 V3 {5 zseparated from other such surfaces by specific
' d0 r2 L' ?( [pressure intervals.+ ?7 y' {0 u: {0 L
Note 1:A pressure type altimeter calibrated in! l: }$ j, R. K& k3 B" s& J
accordance with the standard atmosphere:
2 |. a0 o/ v, d0 Za. When set to a QNH altimeter setting, will
2 R8 j5 s, _& H% ]. t c: oindicate altitude;
! X V1 w6 d7 n' I- ^5 F8 rb. When set to a QFE altimeter setting, will
' U m$ K0 ?' x. dindicate height above the QFE reference datum;
! z2 c: o7 v; a7 \7 land$ v a s N5 \8 f9 X
c. When set to a pressure of 1013.2 hPa
! K/ h0 ]: z" J* b(1013.2 mb), may be used to indicate flight levels.# @" W% A: R/ \" ^7 `0 T! H
Note 2:The terms `height' and `altitude,' used in8 a$ S) `7 o6 w3 s8 w- Y
Note 1 above, indicate altimetric rather than
2 B z9 N0 H3 H9 \" g7 S* {, ^geometric heights and altitudes.
) y' f7 i" @4 d4 W0 VFLIGHT LINE- A term used to describe the precise5 s" B0 J2 D& n4 T2 P
movement of a civil photogrammetric aircraft along
% N+ I5 x9 v6 L$ [ n$ r' fa predetermined course(s) at a predetermined altitude
" l9 P W) _7 @5 ~, y. {during the actual photographic run.
# a5 q) V, U9 p. pFLIGHT MANAGEMENT SYSTEMS- A comput‐( G+ x0 A. b: B- S
er system that uses a large data base to allow routes3 L3 K; w- |5 w3 c/ O
to be preprogrammed and fed into the system by
' u* ?- X0 t4 N9 r0 tmeans of a data loader. The system is constantly
! z1 A* W9 n3 K! ^updated with respect to position accuracy by3 f; k+ M0 Z4 I
reference to conventional navigation aids. The0 |) u, ? T9 c
sophisticated program and its associated data base4 I) G) s& k3 M' P+ C
insures that the most appropriate aids are automati‐$ \; A0 v- z+ C1 |& ^
cally selected during the information update cycle.
: L+ S1 ]8 S3 B- ?FLIGHT MANAGEMENT SYSTEM PROCE‐
6 {# l1 ~7 Z3 G' GDURE- An arrival, departure, or approach procedure \ i+ A6 J8 m) B) S2 [
developed for use by aircraft with a slant (/) E or slant, \( z6 N- k" ]: J! \/ ~
(/) F equipment suffix.# A2 ^7 ^* T7 A" W Z4 V
FLIGHT PATH- A line, course, or track along which9 Y& b" |- x) V1 B1 X
an aircraft is flying or intended to be flown.
( n; V( o/ x; [) F& v1 o3 d: i6 ?(See COURSE.)" H: N0 z* z) ^7 A3 P3 J# e
(See TRACK.)
h- {7 y& B+ Y% E' |2 iFLIGHT PLAN- Specified information relating to
, q6 X+ J% w0 X T5 A: y* `the intended flight of an aircraft that is filed orally or3 l0 k' t( P m: @5 `" D0 A
in writing with an FSS or an ATC facility., A2 I# _& k% w) E! G
(See FAST FILE.)
1 Q* \) ~2 B5 h B(See FILED.)
+ D& x2 m7 M5 B(Refer to AIM.)
9 C) F# [' S( }- `FLIGHT PLAN AREA- The geographical area
i4 a: U' |/ K1 u$ lassigned by regional air traffic divisions to a flight: w3 Z6 {/ @8 o) C( d4 M6 L. P+ X
service station for the purpose of search and rescue2 K" N7 N" `7 P- u" `
for VFR aircraft, issuance of NOTAMs, pilot
& K9 d3 P& J" rbriefing, in‐flight services, broadcast, emergency% q9 q+ v: l6 t* E, R- @# v* ?: d
services, flight data processing, international opera‐
% h8 H- y" X% b" gtions, and aviation weather services. Three letter
/ ?! z" V0 h# V" RPilot/Controller Glossary 2/14/08
+ ~5 O$ x5 x2 X2 y$ o7 L- e" APCG F-4
5 |- {3 j: I. d) U* kidentifiers are assigned to every flight service station R% I! S' v% `4 C5 E R) j
and are annotated in AFDs and FAAO JO 7350.8,
9 B# d" ]: L5 q3 C: E0 t- XLOCATION IDENTIFIERS, as tie‐in facilities.' n; K# z6 Y7 M9 W' c& S
(See FAST FILE.)2 ^$ |/ {; d8 ~+ @& k, F
(See FILED.)) Z8 o7 x; ?$ C% @, I8 T* \
(Refer to AIM.)- R* h6 z6 Z: p0 a: q
FLIGHT RECORDER- A general term applied to
( O( S( H, e" P0 q% X4 Vany instrument or device that records information) a$ q" [+ w& i
about the performance of an aircraft in flight or about; G/ i( i3 I0 I" i1 ]. q
conditions encountered in flight. Flight recorders
6 a! ?" G" G! m* B- v0 Fmay make records of airspeed, outside air& a3 ` a+ |! j: S6 F6 b4 X0 _
temperature, vertical acceleration, engine RPM,; ^/ w; S! O: [2 S7 i3 ^
manifold pressure, and other pertinent variables for a1 U4 B6 Q; f' c2 s/ V9 I4 C7 x2 y0 c
given flight.
! K4 X' I* K' q(See ICAO term FLIGHT RECORDER.)
- k4 P0 n% k, a/ k2 C# O9 E RFLIGHT RECORDER [ICAO]- Any type of
: Y/ D2 X7 I$ q8 u9 k. R1 z8 Drecorder installed in the aircraft for the purpose of
$ n; r: Z( w1 }, m+ S ]) Xcomplementing accident/incident investigation.+ z: a5 z8 D! P+ S& B
Note:See Annex 6 Part I, for specifications relating' E- a. C+ m% z9 _* V" X1 `
to flight recorders.
$ i' F9 a+ n$ R sFLIGHT SERVICE STATION- Air traffic facilities3 c/ p7 J" y- R" U& T
which provide pilot briefing, en route communica‐ b ^( I3 O! ^/ Z2 Q" ?* d
tions and VFR search and rescue services, assist lost
3 `6 E/ F2 r/ {* haircraft and aircraft in emergency situations, relay
8 G/ { D H1 ^. {ATC clearances, originate Notices to Airmen,
0 ~- Q( Q2 t3 lbroadcast aviation weather and NAS information,
! i1 D; y; p6 gand receive and process IFR flight plans. In addition,
- r5 g7 g6 ]" V1 B0 r$ h6 K: }at selected locations, FSSs provide En Route Flight1 [7 J7 q, g8 E
Advisory Service (Flight Watch), issue airport0 A7 `4 A) d6 D( I3 Y) |8 ]
advisories, and advise Customs and Immigration of
5 z9 H8 T! T7 J4 Ytransborder flights. Selected Flight Service Stations
8 F* t4 l$ A( c7 Nin Alaska also provide TWEB recordings and take; G& F; D. Q' x
weather observations.
7 Q: f4 x* l% E(Refer to AIM.)& O2 ~* F' _& r) H6 s8 G+ f
FLIGHT STANDARDS DISTRICT OFFICE- An
9 O) ]6 a R) H0 s- x7 FFAA field office serving an assigned geographical
8 f5 n; b) p$ U. a5 _# Qarea and staffed with Flight Standards personnel who
" D3 B! W% p! w! P% @serve the aviation industry and the general public on
* E# G [6 T/ N) z7 b4 Kmatters relating to the certification and operation of/ a ]/ W4 g7 q* ?% D
air carrier and general aviation aircraft. Activities# w( c9 U: B; W) d( f8 x# B; ~5 o
include general surveillance of operational safety,0 H1 B5 ]2 B' v1 `
certification of airmen and aircraft, accident
* P1 i/ a: u; E0 g* O# W& Y$ yprevention, investigation, enforcement, etc.- u; A/ ^- u' `7 B+ ]
FLIGHT TEST- A flight for the purpose of:
5 r$ S" e; ]" n! ka. Investigating the operation/flight characteris‐7 T+ b' j& E' @5 e
tics of an aircraft or aircraft component./ i/ P. Y/ K; _9 L0 M5 s/ j1 K( e
b. Evaluating an applicant for a pilot certificate or: r& o; Z; M' E7 |" f' k) s* H2 ^
rating.
3 @ H* v# G& h( k( ~FLIGHT VISIBILITY(See VISIBILITY.)* G) S K$ s8 `' T) ^8 k5 V
FLIGHT WATCH- A shortened term for use in8 k$ C! D) e8 f& O' y
air‐ground contacts to identify the flight service6 S- n) H2 V W1 t' L
station providing En Route Flight Advisory Service;, F* v+ e1 i- F" m9 p
e.g., “Oakland Flight Watch.”
- J" u/ z6 J' U% s. n- ~(See EN ROUTE FLIGHT ADVISORY0 _2 j" t3 m8 h
SERVICE.) @1 }' z- S5 F8 r: ^
FLIP(See DOD FLIP.)3 w* S# w5 C. D/ z* [
FLY HEADING (DEGREES)- Informs the pilot of* w9 M- J9 d4 t" a$ [) z# E
the heading he/she should fly. The pilot may have to. b- R; t3 [0 X
turn to, or continue on, a specific compass direction
: V f* |% D8 Z( r1 zin order to comply with the instructions. The pilot is6 }2 x4 V4 M$ J Q- Z& S
expected to turn in the shorter direction to the heading
) V8 e. O$ w* s m' x: A- }unless otherwise instructed by ATC.
5 P! B3 Q. E( ]: x o2 D1 EFLY‐BY WAYPOINT- A fly‐by waypoint requires" F- |6 ^3 e1 J* m( |. b+ E
the use of turn anticipation to avoid overshoot of the- u2 _# y# e& Z! R% l7 n4 l
next flight segment.
2 o4 W3 X3 I7 B( b4 E6 L6 g s0 d+ SFLY‐OVER WAYPOINT- A fly‐over waypoint1 n, \8 J$ P5 ~0 o
precludes any turn until the waypoint is overflown N( D* J& ^1 m! t
and is followed by an intercept maneuver of the next
( `( E+ `5 m$ C1 O8 U( gflight segment.
, @8 k; N1 S. ]( W- {2 bFMA(See FINAL MONITOR AID.)
) Y0 F3 I0 I' [FMS(See FLIGHT MANAGEMENT SYSTEM.)
) u1 N2 g- l- h- L5 dFMSP(See FLIGHT MANAGEMENT SYSTEM# Y1 J, Z1 y2 x/ f! c0 N
PROCEDURE.)/ I8 E, o" \0 `. H# _
FORMATION FLIGHT- More than one aircraft4 f" s2 M1 L& a
which, by prior arrangement between the pilots,6 [% N; z7 E2 _( }3 R
operate as a single aircraft with regard to navigation
- ]9 B2 G) z: n" B2 yand position reporting. Separation between aircraft" u8 Y; p, R k- Z8 A* z
within the formation is the responsibility of the flight" v6 p: J" N F& _
leader and the pilots of the other aircraft in the flight.
+ e4 y+ G7 v: gThis includes transition periods when aircraft within% U; i' J0 x! g- F1 E
the formation are maneuvering to attain separation
- f! s) i1 u8 K8 T5 Y8 F% L' Zfrom each other to effect individual control and6 f4 B0 {8 i2 r7 S+ W0 _% Q
during join‐up and breakaway. R# [+ R$ D. H2 n8 t1 A
a. A standard form ation is one in which a
- ?/ {. T% T9 t; ?% J* m7 pproximity of no more than 1 mile laterally or
7 X+ i% _) b% U; T, Y, ~longitudinally and within 100 feet vertically from the
) r% P2 K8 w, Zflight leader is maintained by each wingman.8 o, n# W% G H$ m D
b. Nonstandard formations are those operating
; c3 H; G. i$ N$ L* ]5 ?under any of the following conditions:
/ J7 [* }/ U( x1 A3 d* ]Pilot/Controller Glossary 2/14/086 e \9 N# X2 b+ t
PCG F-5
8 A( R r; x; c4 r" J7 g6 P1. When the flight leader has requested and ATC
. z6 Q, [, ?, V3 F* jhas approved other than standard form ation
$ `& H2 ~. C( C; y& z3 edimensions.; L1 W& u/ k; l9 j8 G5 G- D
2. When operating within an authorized altitude
* }) w% D- O) D0 V7 t6 e( Mreservation (ALTRV) or under the provisions of a( z# z5 W; t$ V
letter of agreement.
, B2 l4 _9 X+ y8 D1 Z Q6 f9 z2 l7 ~3. When the operations are conducted in1 |6 f. i+ D( i0 g
airspace specifically designed for a special activity.
O/ ?+ z, I; F$ Y(See ALTITUDE RESERVATION.)
# v& p' H% O- }7 m(Refer to 14 CFR Part 91.)( ?/ o- Y2 v, F+ m+ q
FRC(See REQUEST FULL ROUTE CLEARANCE.)
* G9 o, d0 _( t2 h8 V- nFREEZE/FROZEN- Terms used in referring to7 R5 {' ?# j6 O, \
arrivals which have been assigned ACLTs and to the s M6 e! y+ x+ Q% U+ h; J+ {
lists in which they are displayed.
9 P! w' T) n* {& S6 l& G G1 m8 Z! XFREEZE CALCULATED LANDING TIME- A6 B" r9 J) E# g
dynamic parameter number of minutes prior to the
( i* G' S* [+ Y4 e. Nmeter fix calculated time of arrival for each aircraft
; @) v8 W& U' I/ Q0 _+ t( ?9 Iwhen the TCLT is frozen and becomes an ACLT (i.e.,: ?4 ]1 ^% m$ a
the VTA is updated and consequently the TCLT is
# E( Q, p( N$ q4 umodified as appropriate until FCLT minutes prior to7 a% p/ H, E6 s
meter fix calculated time of arrival, at which time+ X& @$ s- r, h
updating is suspended and an ACLT and a frozen
" L: K: f" P1 X9 k1 V3 y4 \meter fix crossing time (MFT) is assigned).
* {5 g6 I V1 _" P% zFREEZE HORIZON- The time or point at which an G3 d: k& V/ M. S2 {( ~
aircraft's STA becomes fixed and no longer fluctuates
, Y; b% m* L8 _' q& c; b# Z2 ?with each radar update. This setting insures a constant
! G$ g+ y- `1 s' n+ t$ Itime for each aircraft, necessary for the metering
7 }" l# ]/ D$ O% J+ p4 Jcontroller to plan his/her delay technique. This
9 ~9 |$ }$ ?3 j% V* l. Osetting can be either in distance from the meter fix or
% y% ^( J3 F* M& m( G% |/ n, fa prescribed flying time to the meter fix.+ y$ c+ _: R2 h$ {
FREEZE SPEED PARAMETER- A speed adapted( [% f9 \( s1 W/ [
for each aircraft to determine fast and slow aircraft.* C W% u% J2 B7 A0 S- h
Fast aircraft freeze on parameter FCLT and slow6 n8 C) ~/ z" P! K, L, Y
aircraft freeze on parameter MLDI.4 T3 s2 n) h) u) W! m9 x
FRICTION MEASUREMENT- A measurement of: u m9 m A: ~0 \( q5 D
the friction characteristics of the runway pavement, E0 M4 }2 k% D% v
surface using continuous self‐watering friction$ A; }6 d5 a& ^% [0 o9 P4 I, ]
measurement equipment in accordance with the
. C" g# O2 ^2 E. w, c! T5 ?/ xspecifications, procedures and schedules contained
! _- k, t$ I1 ~" lin AC 150/5320-12, Measurement, Construction,
9 I" l1 d- W4 B2 Kand Maintenance of Skid Resistant Airport Pavement) Q: p4 G/ K/ h
Surfaces.
P* B# P- I3 u1 q6 ?8 H/ bFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)
# p; z& q) Y3 f' T2 p" X1 X5 ~FSPD(See FREEZE SPEED PARAMETER.)
9 l$ `' ~8 e8 \) P9 p( F! v8 QFSS(See FLIGHT SERVICE STATION.)) [7 o9 y) x$ }% T
FUEL DUMPING- Airborne release of usable fuel.
' o( G% t3 d/ q' h% nThis does not include the dropping of fuel tanks.
+ a6 A! W! L! N& _0 \% B/ r(See JETTISONING OF EXTERNAL STORES.)6 X+ t2 h; y" V% X" ]% ], }
FUEL REMAINING- A phrase used by either pilots, b$ d J# j& B4 O9 w$ H
or controllers when relating to the fuel remaining on, K* m; D' {/ d( s7 o7 `
board until actual fuel exhaustion. When transmitting
, g; J1 n) l- S N7 Csuch information in response to either a controller, O7 f: O; w# U+ p+ T, i
question or pilot initiated cautionary advisory to air
5 A. C8 K, x# s! e& J! O; r5 |traffic control, pilots will state the APPROXIMATE
$ Q& ~ Y; \3 T0 S7 LNUMBER OF MINUTES the flight can continue
U# m7 Y% j# T0 q7 e: ?+ M& H, cwith the fuel remaining. All reserve fuel SHOULD
) m% \8 h, W" T, lBE INCLUDED in the time stated, as should an
5 D/ c4 N( f2 dallowance for established fuel gauge system error.
% _; V2 f7 t" DFUEL SIPHONING- Unintentional release of fuel
y: x) ~* n% w$ k& R0 a: N* L* b4 ~caused by overflow, puncture, loose cap, etc.
+ a! ^# W+ u5 Q8 d3 V) k! LFUEL VENTING(See FUEL SIPHONING.)! S: k3 I; [3 A
Pilot/Controller Glossary 2/14/08" U/ X# f: B' C* Z0 g* a( |
PCG G-1
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