PilotController Glossary

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PilotController Glossary

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Pilot/Controller Glossary 7/31/08 , W" k& i5 b) Y5 l; CPCG-1 PILOT/CONTROLLER 6 \. f0 T5 n$ \, n2 }+ p! dGLOSSARY $ O n5 ]3 _& E G- i1 P ^PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic 7 }5 @1 \& c1 B2 X1 D) UControl system. It includes those terms which are intended for pilot/controller communications. Those terms * T. q5 G7 m3 g6 U1 r- bmost frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily ; R7 z+ f* A9 Y* ]defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose. b. Because of the international nature of flying, terms used in the Lexicon, published by the International i4 m, A: m3 B( h+ O4 S# L# [Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM). ) D" r* F6 K+ V. S) {- I. Yc. This Glossary will be revised, as necessary, to maintain a common understanding of the system. 6 A* v( F, u [) VEXPLANATION OF CHANGES a. Terms Added: AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY b. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes. Pilot/Controller Glossary 2/14/08 PCG A-1 % a4 T4 m, Y5 P3 B% y9 ]( OA AAI(See ARRIVAL AIRCRAFT INTERVAL.) # J+ j; \( {. v, _ |. B2 }AAR(See AIRPORT ARRIVAL RATE.) 5 g7 y8 b& @* b" s' N' {ABBREVIATED IFR FLIGHT PLANS- An authorization by ATC requiring pilots to submit only + U4 }$ ~8 ?) c3 \that information needed for the purpose of ATC. It ; f; D5 O2 f" P f! b' ]includes only a small portion of the usual IFR flight plan information. In certain instances, this may be , H: l) Y6 w/ h) l7 i y. xonly aircraft identification, location, and pilot request. Other information may be requested if 7 F% X8 @% ~6 tneeded by ATC for separation/control purposes. It is frequently used by aircraft which are airborne and desire an instrument approach or by aircraft which are 7 ?3 i+ Z2 d0 g' ron the ground and desire a climb to VFR‐on‐top. % U( V! K" E7 L. e: _' g- V(See VFR‐ON‐TOP.) (Refer to AIM.) & F; c6 j0 R p& R0 ~+ mABEAM- An aircraft is “abeam” a fix, point, or & ~6 ~% E, j% m B/ Z0 Cobject when that fix, point, or object is approximately 90 degrees to the right or left of the aircraft track. Abeam indicates a general position rather than a ' `0 H6 x$ ?( {$ Yprecise point. " F( U0 E* q* w: t/ U7 `ABORT- To term inate a preplanned aircraft maneuver; e.g., an aborted takeoff. ACC [ICAO]- (See ICAO term AREA CONTROL CENTER.) ; r5 f/ ]" w1 P8 @ACCELERATE‐STOP DISTANCE AVAILABLE- The runway plus stopway length declared available and suitable for the acceleration and deceleration of 1 g9 E+ X5 V+ r \# c/ Q* Aan airplane aborting a takeoff. ACCELERATE‐STOP DISTANCE AVAILABLE [ICAO]- The length of the take‐off run available plus ! x3 T& A% y( n* a: xthe length of the stopway if provided. 2 G0 H9 F* g! u& ], _' vACDO(See AIR CARRIER DISTRICT OFFICE.) % `/ U& I6 \& O" e+ w+ I: s) q/ jACKNOWLEDGE- Let me know that you have - f8 K% ^: a; i' W+ creceived my message. (See ICAO term ACKNOWLEDGE.) . {' p) Y9 O, @ ~ACKNOWLEDGE [ICAO]- Let me know that you / H* r3 w: g1 i8 b9 Q" phave received and understood this message. ACL(See AIRCRAFT LIST.) * K' p. Y& y' H7 CACLS(See AUTOMATIC CARRIER LANDING 7 d. k H4 t& v6 xSYSTEM.) ACLT(See ACTUAL CALCULATED LANDING TIME.) - O0 ?, c6 n8 O, c7 bACROBATIC FLIGHT- An intentional maneuver " v6 b$ b8 q# J1 b% x2 E- oinvolving an abrupt change in an aircraft's attitude, an 8 W' G3 @, S8 i: V$ W) Q6 _abnormal attitude, or abnormal acceleration not necessary for normal flight. 4 X$ X) ]# ?, o0 U+ r( |" `(See ICAO term ACROBATIC FLIGHT.) (Refer to 14 CFR Part 91.) $ a' o( I8 V! f0 ~) UACROBATIC FLIGHT [ICAO]- Maneuvers inten‐ tionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an abnormal variation in speed. 9 Z. W2 r5 U; b8 X( W" p# a+ B7 eACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY * v3 L# y' e1 E1 s$ `: eRUNWAY.) 4 q$ y: a: D- f# W$ RACTUAL CALCULATED LANDING TIME- ' \9 C2 G/ r: e0 K: q' X" T/ tACLT is a flight's frozen calculated landing time. An 1 v" F, n% J {actual time determined at freeze calculated landing 3 }* H4 J+ e/ k0 m8 Gtime (FCLT) or meter list display interval (MLDI) for the adapted vertex for each arrival aircraft based upon ) b0 t# h9 }1 i/ k+ Arunway configuration, airport acceptance rate, airport arrival delay period, and other metered arrival aircraft. This time is either the vertex time of arrival & i7 C2 T i4 J* {9 q* u(VTA) of the aircraft or the tentative calculated 4 W* \1 w0 q% V' x5 y0 Mlanding time (TCLT)/ACLT of the previous aircraft plus the arrival aircraft interval (AAI), whichever is 6 [6 x2 }: [( h% ?later. This time will not be updated in response to the 6 J7 a+ i4 D! aaircraft's progress. 1 ?% S7 P: h* q) N1 \ACTUAL NAVIGATION PERFORMANCE (ANP)- 2 _& U6 L; ~& D+ N- I(See REQUIRED NAVIGATION u0 d3 n/ ]) i8 n- p& }* k5 vPERFORMANCE.) ADDITIONAL SERVICES- Advisory information provided by ATC which includes but is not limited to . s3 z! b6 i( kthe following: 0 Y U' D* z) ea. Traffic advisories. . z+ q$ ~2 l1 [b. Vectors, when requested by the pilot, to assist aircraft receiving traffic advisories to avoid observed % K+ @+ T/ s$ g2 a7 x* rtraffic. $ g/ j+ h4 R/ v9 v* ZPilot/Controller Glossary 2/14/08 3 h4 h& |' G8 O: @0 F' t# t0 ^PCG A-2 c. Altitude deviation information of 300 feet or . ~3 a# E7 n, k: F- }more from an assigned altitude as observed on a verified (reading correctly) automatic altitude readout (Mode C). ! ]. t+ G! `+ S1 f p, O0 d; ^9 ?8 ?d. Advisories that traffic is no longer a factor. e. Weather and chaff information. f. Weather assistance. g. Bird activity information. 3 q- B) y+ X) N" A* E0 z2 Wh. Holding pattern surveillance. Additional ser‐ 5 Y; C9 Z/ H1 v+ Q# ovices are provided to the extent possible contingent only upon the controller's capability to fit them into F7 r5 l4 N, G8 Ythe performance of higher priority duties and on the basis of limitations of the radar, volume of traffic, + \# }; V" I* d2 \frequency congestion, and controller workload. The controller has complete discretion for determining if he/she is able to provide or continue to provide a # j1 B5 o% \) p/ O5 u g2 Z- Cservice in a particular case. The controller's reason 1 A3 H2 x! ?" G' d2 T4 pnot to provide or continue to provide a service in a . Q r% z; X9 G" `! y1 n+ d' Tparticular case is not subject to question by the pilot 9 I! o# P6 W, K; K6 T- n* E4 band need not be made known to him/her. 1 v( w' T/ m& L' I. q; f# J(See TRAFFIC ADVISORIES.) (Refer to AIM.) ADF(See AUTOMATIC DIRECTION FINDER.) ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) ADLY(See ARRIVAL DELAY.) - {% {- i" R2 HADMINISTRATOR- The Federal Aviation Admin‐ istrator or any person to whom he/she has delegated his/her authority in the matter concerned. ADR(See AIRPORT DEPARTURE RATE.) ! y$ c0 p% q" x# S5 F% Y4 U, CADS [ICAO]- (See ICAO term AUTOMATIC DEPENDENT SURVEILLANCE.) 8 ?" `# H; T3 A j. ]- fADS-B(See AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST.) 7 E' k! L7 ~2 B8 b1 H& p+ q# JADS-C(See AUTOMATIC DEPENDENT 6 j5 q2 @( d5 jSURVEILLANCE-CONTRACT.) - {$ V' U; W5 f. Q- VADVISE INTENTIONS- Tell me what you plan to do. ADVISORY- Advice and information provided to assist pilots in the safe conduct of flight and aircraft movement. 6 b% u$ F/ l' @9 w; f4 E(See ADVISORY SERVICE.) Z) A- K& g3 q. I2 rADVISORY FREQUENCY- The appropriate fre‐ quency to be used for Airport Advisory Service. (See LOCAL AIRPORT ADVISORY.) (See UNICOM.) (Refer to ADVISORY CIRCULAR NO. 90‐42.) (Refer to AIM.) 2 I9 I% T8 p: j- CADVISORY SERVICE- Advice and information i) U' m7 B7 wprovided by a facility to assist pilots in the safe conduct of flight and aircraft movement. # _8 a) t. Z" I; p+ z; W$ t( D(See ADDITIONAL SERVICES.) (See EN ROUTE FLIGHT ADVISORY SERVICE.) * p/ _2 ^7 b8 n(See LOCAL AIRPORT ADVISORY.) (See RADAR ADVISORY.) * _* y2 b$ L) k2 R(See SAFETY ALERT.) (See TRAFFIC ADVISORIES.) 3 Y" f' x- H' Q1 @$ P(Refer to AIM.) 1 d* S0 w+ S; C$ ] A2 jAERIAL REFUELING- A procedure used by the 3 j3 U& b4 Y) h( K2 V Tmilitary to transfer fuel from one aircraft to another during flight. 3 L) F+ S; D7 P# y% W(Refer to VFR/IFR Wall Planning Charts.) AERODROME- A defined area on land or water # M7 R. d5 {, W" D0 v% ](including any buildings, installations and equip‐ ment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft. AERODROME BEACON [ICAO]- Aeronautical beacon used to indicate the location of an aerodrome ! { Q4 s& r) R: w( V' B4 Vfrom the air. AERODROME CONTROL SERVICE [ICAO]- Air ( V& c3 Z# M9 n! [# S, htraffic control service for aerodrome traffic. AERODROME CONTROL TOWER [ICAO]- A * m# m7 [0 M ?, o, f' Kunit established to provide air traffic control service to aerodrome traffic. AERODROME ELEVATION [ICAO]- The eleva‐ tion of the highest point of the landing area. AERODROME TRAFFIC CIRCUIT [ICAO]- The . b Y4 N$ C# G0 m! nspecified path to be flown by aircraft operating in the $ E1 C# F' p0 P, y. P( Y. E5 Bvicinity of an aerodrome. AERONAUTICAL BEACON- A visual NAVAID displaying flashes of white and/or colored light to 8 m) ^! O/ n$ _8 Rindicate the location of an airport, a heliport, a 8 V0 c* K# u$ Y5 fPilot/Controller Glossary 2/14/08 5 h( Z: d" w7 m: K5 f3 K3 FPCG A-3 landmark, a certain point of a Federal airway in mountainous terrain, or an obstruction. (See AIRPORT ROTATING BEACON.) 5 v. l/ ^, U$ |! ^/ o T(Refer to AIM.) AERONAUTICAL CHART- A map used in air navigation containing all or part of the following: topographic features, hazards and obstructions, Q" {2 k- s- s( w5 dnavigation aids, navigation routes, designated ! G# x7 F& B/ v% k$ hairspace, and airports. Commonly used aeronautical charts are: & c9 D: R1 H/ ]! Ua. Sectional Aeronautical Charts (1:500,000)- 2 z- T. G% g1 u4 G2 ]Designed for visual navigation of slow or medium speed aircraft. Topographic information on these * i% }) y) e; O0 I9 Q0 @charts features the portrayal of relief and a judicious & B9 k Z( r$ U u) [( t. Y: rselection of visual check points for VFR flight. 6 h2 p5 j) P5 w7 M1 \3 GAeronautical information includes visual and radio aids to navigation, airports, controlled airspace, # O: \) D- i; t) c9 p) f8 y" s* ^restricted areas, obstructions, and related data. b. VFR Terminal Area Charts (1:250,000)- ; e) ?! P m' A" rDepict Class B airspace which provides for the control or segregation of all the aircraft within Class $ y$ a# E/ p- k0 F$ L5 b. e8 qB airspace. The chart depicts topographic informa‐ tion and aeronautical information which includes ) a5 d! G( k7 F4 ^3 l, t( bvisual and radio aids to navigation, airports, ' ]/ J% W; o2 ^; j' E# Qcontrolled airspace, restricted areas, obstructions, and related data. 5 Z4 J5 Z6 c5 xc. World Aeronautical Charts (WAC) (1:1,000,000)- Provide a standard series of aeronau‐ tical charts covering land areas of the world at a size 3 _5 c# m( p: F2 Zand scale convenient for navigation by moderate $ t+ @0 N$ x; _. lspeed aircraft. Topographic information includes cities and towns, principal roads, railroads, distinc‐ tive landmarks, drainage, and relief. Aeronautical 9 K5 h4 f, Q& q- D& }8 pinform ation includes visual and radio aids to 9 o' t3 g6 A& L4 t* Xnavigation, airports, airways, restricted areas, ; m8 v, t) e2 v) pobstructions, and other pertinent data. d. En Route Low Altitude Charts- Provide / P& B8 F: g& X) v laeronautical information for en route instrument navigation (IF R) in the low altitude stratum. Information includes the portrayal of airways, limits 0 W4 {% Z* `) w& f* _of controlled airspace, position identification and frequencies of radio aids, selected airports, minimum en route and minimum obstruction clearance ( V7 H/ M# y$ o* xaltitudes, airway distances, reporting points, re‐ stricted areas, and related data. Area charts, which are 5 J) Z3 f% K q7 _3 Ta part of this series, furnish terminal data at a larger 3 H7 h- s$ Q$ {8 W. ~ Uscale in congested areas. ! T3 t/ W/ y5 T( h7 Z" S, K% k5 de. En Route High Altitude Charts- Provide 0 i1 l; P! _4 I V/ `aeronautical information for en route instrument navigation (IFR) in the high altitude stratum. Information includes the portrayal of jet routes, ' H3 T8 C& H. A. W+ s! Nidentification and frequencies of radio aids, selected airports, distances, time zones, special use airspace, and related information. 9 y- F. o8 t" ^! V$ p; jf. Instrument Approach Procedures (IAP) Charts- Portray the aeronautical data which is required to % Y5 ?: o3 E Y3 `! g/ r$ j$ X$ Fexecute an instrument approach to an airport. These ' T6 l; h' Y0 ycharts depict the procedures, including all related # X; G {. F' d1 e2 E" `data, and the airport diagram. Each procedure is 0 I: U( ]0 u7 V$ x/ K1 X5 Fdesignated for use with a specific type of electronic navigation system including NDB, TACAN, VOR, ILS/MLS, and RNAV. These charts are identified by the type of navigational aid(s) which provide final approach guidance. & L7 ^" B8 M% d. y* i3 R" q2 e9 }g. Instrument Departure Procedure (DP) Charts- ; z1 ^( o/ M2 d7 H# ?- jDesigned to expedite clearance delivery and to facilitate transition between takeoff and en route operations. Each DP is presented as a separate chart and may serve a single airport or more than one ; ^9 {3 b; t& [6 rairport in a given geographical location. . U' C3 m/ r8 N" `& z+ v, G4 vh. Standard Terminal Arrival (STAR) Charts- 6 \5 d# }- d$ m& J, _Designed to expedite air traffic control arrival procedures and to facilitate transition between en 2 q# z. H* U9 p' t8 Aroute and instrument approach operations. Each STAR procedure is presented as a separate chart and may serve a single airport or more than one airport in ( Y) X, H9 U3 o. n- Q1 fa given geographical location. i. Airport Taxi Charts- Designed to expedite the 0 X4 W% ?9 \/ W" }' cefficient and safe flow of ground traffic at an airport. % {2 V3 ^2 @% G" Q/ @These charts are identified by the official airport name; e.g., Ronald Reagan Washington National . C. z1 V& N) uAirport. 5 b7 \2 }% Y7 q; b8 i(See ICAO term AERONAUTICAL CHART.)

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AERONAUTICAL CHART [ICAO]- A representa‐ tion of a portion of the earth, its culture and relief, 1 O& T/ h N3 f3 w5 [$ i4 N" L" bspecifically designated to meet the requirements of ) }# j, _+ S' o, Vair navigation. AERONAUTICAL INFORMATION MANUAL (AIM)- A primary FAA publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. It provides basic flight information, ATC Procedures and general instruc‐ tional information concerning health, medical facts, factors affecting flight safety, accident and hazard & D" d, D2 N; T9 }8 w* m4 lreporting, and types of aeronautical charts and their use. AERONAUTICAL INFORMATION PUBLICA‐ TION (AIP) [ICAO]- A publication issued by or with 2/14/08 1 c3 G z. {/ E- i$ z) a& ]) QPCG A-4 the authority of a State and containing aeronautical " Q* u# M7 i. u. a$ _; L4 hinformation of a lasting character essential to air navigation. A/FD(See AIRPORT/FACILITY DIRECTORY.) AFFIRMATIVE- Yes. 1 H$ H) F4 s" P6 [: XAFIS(See AUTOMATIC FLIGHT INFORMATION 1 |4 E9 e- l) u0 |, T E+ bSERVICE - ALASKA FSSs ONLY.) AFP(See AIRSPACE FLOW PROGRAM.) 1 Q3 f# x. R3 C |( l+ hAIM(See AERONAUTICAL INFORMATION MANUAL.) AIP [ICAO]- 6 w0 d0 J2 K+ G; n1 N9 c) F. @5 x(See ICAO term AERONAUTICAL - K8 ]1 [1 ?* U2 q% gINFORMATION PUBLICATION.) # {$ {$ _; }) I9 lAIR CARRIER DISTRICT OFFICE- An FAA field " E! S1 q( P, i0 U$ goffice serving an assigned geographical area, staffed with Flight Standards personnel serving the aviation industry and the general public on matters related to the certification and operation of scheduled air : L) i$ t' |& ^3 Y7 c% q7 `carriers and other large aircraft operations. ?% X/ T, P* L! R; wAIR DEFENSE EMERGENCY- A military emer‐ gency condition declared by a designated authority. 6 R% d9 L% t: ^" x' ^This condition exists when an attack upon the 9 b% }' O$ ^$ F# X$ D" ^continental U.S., Alaska, Canada, or U.S. installa‐ : X1 |8 l4 ~, k% z- ?- f, k/ |tions in Greenland by hostile aircraft or missiles is ( ?+ ~' @8 z" T* c7 f/ cconsidered probable, is imminent, or is taking place. 7 h0 D: p% [) f" q1 k(Refer to AIM.) 1 a; Z7 ?+ l8 ^5 M6 @; a2 WAIR DEFENSE IDENTIFICATION ZONE (ADIZ)- & D7 S3 @+ d3 g7 u$ _. gThe area of airspace over land or water, extending # P; p* N7 Q$ z2 o* x. W% ~upward from the surface, within which the ready 2 t* x- j; l5 k+ Q7 Yidentification, the location, and the control of aircraft are required in the interest of national security. 5 ?! |; F8 q6 i8 ^, S" j3 |9 pa. Domestic Air Defense Identification Zone. An ADIZ within the United States along an international * o$ |: ^( Y. z3 v* }6 Z* B( mboundary of the United States. b. Coastal Air Defense Identification Zone. An ADIZ over the coastal waters of the United States. $ r( H2 K$ Z! Y/ P2 b/ K& Bc. Distant Early Warning Identification Zone (DEWIZ). An ADIZ over the coastal waters of the State of Alaska. d. Land-Based Air Defense Identification Zone. ' [5 D9 W5 G- j7 [% m; XAn ADIZ over U.S. metropolitan areas, which is activated and deactivated as needed, with dimen‐ E& g( {6 n. h2 Qsions, activation dates and other relevant information ; Z$ G8 @3 x$ g. x' x7 s6 Xdisseminated via NOTAM. - |* V4 w5 M ?% ~Note:ADIZ locations and operating and flight plan ) j+ q' O7 Z; B1 \" ^8 h% mrequirements for civil aircraft operations are speci‐ fied in 14 CFR Part 99. , E) @- v9 }& {6 |0 ~4 q2 _( S(Refer to AIM.) AIR NAVIGATION FACILITY- Any facility used in, available for use in, or designed for use in, aid of air navigation, including landing areas, lights, any 7 A5 H, Y. a! q- F( ^apparatus or equipment for disseminating weather information, for signaling, for radio‐directional % `% i2 [7 [- lfinding, or for radio or other electrical communica‐ / o/ x8 E M6 ~+ r, Y* dtion, and any other structure or mechanism having a * E3 N/ W1 z8 n6 N7 ^similar purpose for guiding or controlling flight in the air or the landing and takeoff of aircraft. (See NAVIGATIONAL AID.) % r* S) v8 m MAIR ROUTE SURVEILLANCE RADAR- Air route traffic control center (ARTCC) radar used primarily to detect and display an aircraft's position while en route between terminal areas. The ARSR enables controllers to provide radar air traffic control service 1 s4 A, F4 {& m1 Q$ q, M' H; ?9 ^when aircraft are within the ARSR coverage. In some instances, ARSR may enable an ARTCC to provide terminal radar services similar to but usually more limited than those provided by a radar approach & r6 C( C* B7 T9 P" Icontrol. 6 z: C5 G9 i @; Z6 j6 q+ }' RAIR ROUTE TRAFFIC CONTROL CENTER- A facility established to provide air traffic control + q0 |$ C0 T- Q- u( qservice to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. When equipment capabilities and controller workload permit, certain advisory/as‐ ; v: o3 r( |% ] a. K5 }3 ]sistance services may be provided to VFR aircraft. (See EN ROUTE AIR TRAFFIC CONTROL SERVICES.) ' c, M% [: G1 x) X0 E(Refer to AIM.) AIR TAXI- Used to describe a helicopter/VTOL / i2 y J5 e: N u9 x- J+ uaircraft movement conducted above the surface but normally not above 100 feet AGL. The aircraft may 3 y5 h: q9 n3 W2 z' Nproceed either via hover taxi or flight at speeds more than 20 knots. The pilot is solely responsible for ! d2 m3 C4 ] E5 `' b0 Jselecting a safe airspeed/altitude for the operation % m6 {2 i: K. @0 ^being conducted. 6 p/ I& j7 a1 p' N. P(See HOVER TAXI.) (Refer to AIM.) 0 k; k! G- R6 |+ B APilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-5 AIR TRAFFIC- Aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas. y7 ]$ O. V1 z(See ICAO term AIR TRAFFIC.) ) y7 a. H4 u# UAIR TRAFFIC [ICAO]- All aircraft in flight or operating on the maneuvering area of an aerodrome. 0 o* [! ^$ V6 W# Z$ _AIR TRAFFIC CLEARANCE- An authorization by " S9 d& y" @8 j7 Q- \! T" [air traffic control for the purpose of preventing , t( @6 F2 s5 h) x, Mcollision between known aircraft, for an aircraft to 8 `7 p; r8 Y9 E* L" Rproceed under specified traffic conditions within # N. n% @; x4 f7 [controlled airspace. The pilot‐in‐command of an aircraft may not deviate from the provisions of a visual flight rules (VFR) or instrument flight rules (IFR) air traffic clearance except in an emergency or unless an amended clearance has been obtained. Additionally, the pilot may request a different clearance from that which has been issued by air traffic control (ATC) if information available to the pilot makes another course of action more practicable # a$ g1 ~5 ?4 @. F# }& o" [ c2 cor if aircraft equipment limitations or company - S6 t% M0 d5 e3 P0 H& B4 H eprocedures forbid compliance with the clearance 0 o! ~6 z% P; O# A' a2 @issued. Pilots may also request clarification or 9 W) {/ V2 ?: r8 I/ aamendment, as appropriate, any time a clearance is 8 R+ p9 D. R! g1 m% T3 anot fully understood, or considered unacceptable ) |- \, r0 H3 ibecause of safety of flight. Controllers should, in : C) @5 e/ Z6 d. ?5 K1 o8 V8 {such instances and to the extent of operational 3 U+ j, B. X& `3 E- \practicality and safety, honor the pilot's request. 2 U; \' J' _) d2 k14 CFR Part 91.3(a) states: “The pilot in command of an aircraft is directly responsible for, and is the 3 X1 c1 D6 _; j4 Ofinal authority as to, the operation of that aircraft.” THE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if ATC issues a 5 }$ S# B9 S$ B# J' b. x* l0 Zclearance that would cause a pilot to deviate from a rule or regulation, or in the pilot's opinion, would 3 e; n, T4 S1 [. z6 a* X8 Wplace the aircraft in jeopardy. (See ATC INSTRUCTIONS.) (See ICAO term AIR TRAFFIC CONTROL CLEARANCE.) AIR TRAFFIC CONTROL- A service operated by 8 t) \+ u7 a7 D$ j8 `, |% Kappropriate authority to promote the safe, orderly and ! ]: o( Y" I7 P( U% Hexpeditious flow of air traffic. (See ICAO term AIR TRAFFIC CONTROL SERVICE.) AIR TRAFFIC CONTROL CLEARANCE [ICAO]- 3 ~/ |. w, d" }# n& t7 T( q9 C' nAuthorization for an aircraft to proceed under conditions specified by an air traffic control unit. 5 t( j% K; [! M0 c% Y) ]: ~+ FNote 1:For convenience, the term air traffic control clearance is frequently abbreviated to clearance # M/ R# R+ ]6 A6 Pwhen used in appropriate contexts. Note 2:The abbreviated term clearance may be , E \8 c& @) g+ z5 S( wprefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular ) K+ K j5 X! Nportion of flight to which the air traffic control clear‐ 9 d6 T: K" g0 F2 X1 _ance relates. AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) AIR TRAFFIC CONTROL SERVICE [ICAO]- A . L1 m ~# Q4 [) {3 n/ h0 uservice provided for the purpose of: a. reventing collisions: 1. Between aircraft; and 2. On the maneuvering area between aircraft and obstructions. & k" v* e5 A4 N" b( db. Expediting and maintaining an orderly flow of air traffic. AIR TRAFFIC CONTROL SPECIALIST- A person $ q! Z4 a; ?3 ]+ N6 _' N( k4 lauthorized to provide air traffic control service. 8 ~' \, s& b, L4 D0 P) }; g: p(See AIR TRAFFIC CONTROL.) 6 j+ G: k0 `# R p(See FLIGHT SERVICE STATION.) (See ICAO term CONTROLLER.) 9 a! E! y; y& o ]/ ]$ wAIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC) - An Air Traffic Tactical Operations facility responsible for monitoring and managing the flow of air traffic throughout the NAS, 9 T+ G( j- V7 T7 F% nproducing a safe, orderly, and expeditious flow of % f% R0 k2 Y2 O$ u. Straffic while minimizing delays. The following 3 s5 m+ E$ a" `: q/ cfunctions are located at the ATCSCC: a. Central Altitude Reservation Function 8 ?# k/ m2 s; m4 P7 {! {8 W(CARF). Responsible for coordinating, planning, and approving special user requirements under the & l$ y4 x. }0 T. V, V) hAltitude Reservation (ALTRV) concept. (See ALTITUDE RESERVATION.) b. Airport Reservation Office (ARO). Responsible for approving IFR flights at designated high density traffic airports (John F. Kennedy, LaGuardia, and Ronald Reagan Washington 7 ^; N( c$ [: q e9 Y. x* gNational) during specified hours. (Refer to 14 CFR Part 93.) (Refer to AIRPORT/FACILITY DIRECTORY.) 7/31/08 Pilot/Controller Glossary ) l# n J2 d) i- w* a5 L2/14/08 PCG A-6 2 P9 ?" C9 `7 w* B% y! n5 J2 D" gc. U.S. Notice to Airmen (NOTAM) Office. ' c5 ~. j; i0 D# \+ L+ WResponsible for collecting, maintaining, and distrib‐ uting NOTAMs for the U.S. civilian and military, as % S; Q! W- B( E! j5 m/ v: wwell as international aviation communities. ' `* M" u8 A; g Q- ?$ G9 |(See NOTICE TO AIRMEN.) d. Weather Unit. Monitor all aspects of weather for the U.S. that might affect aviation including cloud . i* f, |0 L5 c) A5 Z$ ^cover, visibility, winds, precipitation, thunderstorms, icing, turbulence, and more. Provide forecasts based , _; h' u8 Z1 T Fon observations and on discussions with meteorolo‐ gists from various National Weather Service offices, * g$ ~8 ^) u/ y1 |* |, HFAA facilities, airlines, and private weather services. AIR TRAFFIC SERVICE- A generic term meaning: a. Flight Information Service. 6 X4 f( k% D6 O) L$ A" v& xb. Alerting Service. c. Air Traffic Advisory Service. : j: P* e$ p+ i7 Y# L/ F+ W4 a6 a, Gd. Air Traffic Control Service: + ~) }# o6 h3 Y' d5 e$ D% d1. Area Control Service, 9 P4 o( _# s3 W2. Approach Control Service, or , [- t0 @8 c( s% J3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The term “ATS Route” is a generic term that includes “VOR Federal airways,” “colored Federal airways,” ) q; d, u# j- [# Q8 `5 e“jet routes,” and “RNAV routes.” The term “ATS route” does not replace these more familiar route 4 g! n# J: v7 n5 T. ~& q' i* rnames, but serves only as an overall title when listing ! R: O* c. u4 m' lthe types of routes that comprise the United States route structure. 1 B: t: u6 l9 d9 }3 qAIRBORNE DELAY- Amount of delay to be encountered in airborne holding. AIRCRAFT- Device(s) that are used or intended to be used for flight in the air, and when used in air traffic / s$ s+ z, z$ D0 r. M7 m7 t; Qcontrol terminology, may include the flight crew. 0 R, o9 W1 o- o' n% E(See ICAO term AIRCRAFT.) F: l, K$ L# C# P3 M6 D$ f$ mAIRCRAFT [ICAO]- Any machine that can derive ! Q K; ~: d5 c( Nsupport in the atmosphere from the reactions of the air other than the reactions of the air against the earth's surface. AIRCRAFT APPROACH CATEGORY- A 1 @% m, e1 q2 Dgrouping of aircraft based on a speed of 1.3 times the N* A9 d8 u( k) \" Z$ Bstall speed in the landing configuration at maximum gross landing weight. An aircraft must fit in only one % R- u2 D5 Y' y7 E% S5 ?. W9 V ^7 xcategory. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimums for the category for that . z2 `- A7 \. r6 rspeed must be used. For example, an aircraft which falls in Category A, but is circling to land at a speed & a3 g M/ O6 ^2 T" \& _) G# win excess of 91 knots, must use the approach 7 S* m5 u& t' {) m2 rCategoryB minimums when circling to land. The categories are as follows: a. Category A- Speed less than 91 knots. b. Category B- Speed 91 knots or more but less than 121 knots. c. Category C- Speed 121 knots or more but less + X7 f! P! f! |7 S6 Tthan 141 knots. d. Category D- Speed 141 knots or more but less 2 ^8 g* z5 C3 b& r5 q" Lthan 166 knots. & `; D: A: \' ~e. Category E- Speed 166 knots or more. (Refer to 14 CFR Part 97.) # T7 a( a: Y3 o# nAIRCRAFT CLASSES- For the purposes of Wake Turbulence Separation Minima, ATC classifies aircraft as Heavy, Large, and Small as follows: a. Heavy- Aircraft capable of takeoff weights of 7 V- C) |2 A2 H6 P/ @1 O0 C- `8 Zmore than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight. + m$ X7 u3 j* Yb. Large- Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to 255,000 1 m% n0 M1 A# F0 l- L' t V1 @1 Rpounds. c. Small- Aircraft of 41,000 pounds or less maximum certificated takeoff weight. (Refer to AIM.) - H* a/ l- M. x) e/ P5 DAIRCRAFT CONFLICT- Predicted conflict, within ( b& |3 H: Q D* p& h9 YURET, of two aircraft, or between aircraft and airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or ; X" A/ X8 Z! e) C5 A4 p1 Dless. A Yellow alert is used when the predicted 6 G; a7 ^" i9 P' f% I( b7 c7 P) ominimum separation is between 5 and approximately 12 nautical miles. A Blue alert is used for conflicts + f* s7 e( @! M! _between an aircraft and predefined airspace. (See USER REQUEST EVALUATION TOOL.) & N4 s j1 k/ e' b8 ]4 _: P! i: B7 u5 nAIRCRAFT LIST (ACL)- A view available with URET that lists aircraft currently in or predicted to be - D+ f' a" b6 N4 m K+ M# f" R; nin a particular sector's airspace. The view contains textual flight data information in line format and may be sorted into various orders based on the specific needs of the sector team. (See USER REQUEST EVALUATION TOOL.) AIRCRAFT SURGE LAUNCH AND RECOVERY- Procedures used at USAF bases to ! q; q d8 M: Wprovide increased launch and recovery rates in % y1 z* m; I- H1 d9 Z* Vinstrument flight rules conditions. ASLAR is based on: ; V3 m( d' N- Q9 L& CPilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 S6 o4 q: ^$ q5 m9 cPCG A-7 a. Reduced separation between aircraft which is based on time or distance. Standard arrival separation applies between participants including multiple K4 p6 N. h' G9 Y8 eflights until the DRAG point. The DRAG point is a published location on an ASLAR approach where aircraft landing second in a formation slows to a * j- G: T* K) n/ D7 ypredetermined airspeed. The DRAG point is the reference point at which MARSA applies as expanding elements effect separation within a flight 3 y* L6 k0 f0 }4 wor between subsequent participating flights. 2 U# g$ o6 h. C \( {- H4 F, u4 ob. ASLAR procedures shall be covered in a Letter 7 t1 w3 L N, _5 qof Agreement between the responsible USAF military ATC facility and the concerned Federal Aviation Administration facility. Initial Approach / B- o9 G! z, ~, CFix spacing requirements are normally addressed as * }0 ?; q$ V/ Z# k0 X- f7 X8 s6 la minimum. AIRMEN'S METEOROLOGICAL INFORMATION(See AIRMET.) 6 x* l# s2 A& ^+ H. A, QAIRMET- In‐flight weather advisories issued only to amend the area forecast concerning weather 2 A, ^! d+ t- |/ M5 T: A$ jphenomena which are of operational interest to all / u4 e7 H s" laircraft and potentially hazardous to aircraft having g7 d0 Y5 S6 G# x$ ~/ Tlimited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by 8 N8 ?2 v* |: ]' n7 J$ V5 |SIGMETs or Convective SIGMETs. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 knots or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility 5 }9 ^, ?6 n: ~' K3 p) r( I* F9 Eless than 3 miles, and extensive mountain obscurement. (See AWW.) (See CONVECTIVE SIGMET.) (See CWA.) (See SIGMET.) - o1 N D- K0 M; J8 T+ s1 v(Refer to AIM.) C9 f! _+ d( F3 K x, q/ j* p% VAIRPORT- An area on land or water that is used or intended to be used for the landing and takeoff of aircraft and includes its buildings and facilities, if any. 0 g! p/ u" ]$ [$ TAIRPORT ADVISORY AREA- The area within ten miles of an airport without a control tower or where the tower is not in operation, and on which a Flight : V$ X, B% I. q; k/ {- D& p& C8 N, YService Station is located. " l4 e$ _1 Y: m: f* ~# s, Z+ ~- F(See LOCAL AIRPORT ADVISORY.) - k! m; B% O* q r4 \& e8 ~(Refer to AIM.) AIRPORT ARRIVAL RATE (AAR)- A dynamic 7 |, m+ z/ C Z4 s" k+ P+ e- vinput parameter specifying the number of arriving aircraft which an airport or airspace can accept from + y6 l0 h& l( E3 t8 H. G# b) Kthe ARTCC per hour. The AAR is used to calculate 2 b% g& B# M% |$ q7 ]8 n* cthe desired interval between successive arrival ( L* v, E! n' |4 vaircraft. AIRPORT DEPARTURE RATE (ADR)- A dynamic 4 Q+ l6 j) Z: W+ J9 Y, ~parameter specifying the number of aircraft which : N" I% w, S) O; `# v+ rcan depart an airport and the airspace can accept per . K" U5 Y5 a1 k: Vhour.

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AIRPORT ELEVATION- The highest point of an airport's usable runways measured in feet from mean sea level. (See TOUCHDOWN ZONE ELEVATION.) & n; ]; d; J$ B ](See ICAO term AERODROME ELEVATION.) AIRPORT/FACILITY DIRECTORY- A publication designed primarily as a pilot's operational manual % K' M) s5 x. ?, N- Ccontaining all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, and certain special notices and procedures. This publication is issued in seven volumes according to geographical area. AIRPORT LIGHTING- Various lighting aids that may be installed on an airport. Types of airport 6 o$ f1 Z) M% \+ X E7 Nlighting include: a. Approach Light System (ALS)- An airport / m" D" a% W4 z4 g9 zlighting facility which provides visual guidance to $ o; m1 h% ^+ f" @: s! t; _landing aircraft by radiating light beam s in a directional pattern by which the pilot aligns the aircraft with the extended centerline of the runway on : A% g8 v t2 Dhis/her final approach for landing. Condenser‐ Discharge Sequential Flashing Lights/Sequenced - Q; j6 o8 y9 [! ^# ?+ W; nFlashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light ( M( q) g) N8 T( L- l1 v NSystems are: % n' c: l0 h) o: m) v1. ALSF‐1- Approach Light System with : {: U2 U* s9 o5 P; W1 u* ^Sequenced Flashing Lights in ILS Cat‐I configura‐ ' U! D: S0 t0 e, E5 Btion. 2. ALSF‐2- Approach Light System with Sequenced Flashing Lights in ILS Cat‐II configura‐ tion. The ALSF‐2 may operate as an SSALR when 3 v! u0 f( c: E/ R7 cweather conditions permit. 3. SSALF- Simplified Short Approach Light : W8 m# i' b: r. S4 W8 |% ZSystem with Sequenced Flashing Lights. 9 O( [# R3 [" U7 B4. SSALR- Simplified Short Approach Light System with Runway Alignment Indicator Lights. ' l8 T2 I" Q5 _ g6 R% D5. MALSF- Medium Intensity Approach Light System with Sequenced Flashing Lights. 7/31/08 Pilot/Controller Glossary . W! Q) i& X$ l% K' D3 P2/14/08 PCG A-8 % `& D1 h7 b1 ]) m3 q" p6 x% ]6. MALSR- Medium Intensity Approach Light 5 {4 v/ _2 V! a0 D. Q0 W2 @System with Runway Alignment Indicator Lights. 8 C! L1 _# d2 S' {& y7. LDIN- Lead‐in‐light system- Consists of one or more series of flashing lights installed at or near ground level that provides positive visual $ a+ }' ^0 I" D/ F$ Q' Tguidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures. 8. RAIL- Runway Alignment Indicator Lights- Q4 d$ m/ U) a. cSequenced Flashing Lights which are installed only in combination with other light systems. - H# d" U# C2 a4 H$ k9. ODALS- Omnidirectional Approach Light‐ ing System consists of seven omnidirectional 2 C" Z0 O5 n2 P$ K! n9 Yflashing lights located in the approach area of a nonprecision runway. Five lights are located on the runway centerline extended with the first light " F- h m1 r5 Olocated 300 feet from the threshold and extending at . D1 [0 g; n( d9 C4 }" L& q8 Eequal intervals up to 1,500 feet from the threshold. The other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet 3 J5 g+ [+ g3 i* Q' O$ _3 Xfrom the runway edge, or 75 feet from the runway : I' W1 u/ y0 [edge when installed on a runway equipped with a VASI. (Refer to FAAO JO 6850.2, VISUAL GUIDANCE 8 y) J5 N7 t- D( S' X# U7 O. gLIGHTING SYSTEMS.) b. Runway Lights/Runway Edge Lights- Lights : q, [+ v2 L) h5 }6 [+ xhaving a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may be controlled or preset. : r9 \& U' h+ m V$ `c. Touchdown Zone Lighting- Two rows of transverse light bars located symmetrically about the + @. e9 p& F0 K9 C# c' [/ orunway centerline normally at 100 foot intervals. The basic system extends 3,000 feet along the runway. d. Runway Centerline Lighting- Flush centerline lights spaced at 50‐foot intervals beginning 75 feet ; m) v6 O5 k, f/ C" Ifrom the landing threshold and extending to within 75 ! u1 Y, D8 h6 s+ T1 d- _2 |- e. zfeet of the opposite end of the runway. % f+ m! l! H6 ~e. Threshold Lights- Fixed green lights arranged 5 N: d. ^" b- N, }symmetrically left and right of the runway centerline, identifying the runway threshold. f. Runway End Identifier Lights (REIL)- Two synchronized flashing lights, one on each side of the 2 `4 E: w0 @, S" j8 z8 Wrunway threshold, which provide rapid and positive identification of the approach end of a particular runway. g. Visual Approach Slope Indicator (VASI)- An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high + Y- Q) H4 P) r* Q1 U6 ]intensity red and white focused light beams which indicate to the pilot that he/she is “on path” if he/she sees red/white, “above path” if white/white, and + I R! I" M+ b' y& m0 U5 c“below path” if red/red. Some airports serving large . B( I# M$ d. `' z( w# N4 T% yaircraft have three‐bar VASIs which provide two visual glide paths to the same runway. / B# s8 S; S) S9 jh. recision Approach Path Indicator (PAPI)- An * I/ p% A5 a* k: A; I; |4 U8 uairport lighting facility, similar to VASI, providing 8 K2 J7 |& ~, a3 @" \0 [vertical approach slope guidance to aircraft during ) k6 Z5 L, \7 B- _% D1 Z7 Y2 xapproach to landing. PAPIs consist of a single row of either two or four lights, normally installed on the left side of the runway, and have an effective visual range of about 5 miles during the day and up to 20 miles at night. PAPIs radiate a directional pattern of high intensity red and white focused light beams which indicate that the pilot is “on path” if the pilot sees an / V' [4 s( V1 w6 ~5 iequal number of white lights and red lights, with / Y+ l+ Y3 U% \/ w1 twhite to the left of the red; “above path” if the pilot . I A q, A: S+ c5 H0 Gsees more white than red lights; and “below path” if the pilot sees more red than white lights. + v+ @; r$ b* ai. Boundary Lights- Lights defining the perimeter 7 ?! c! _, {0 G. v, g6 b0 E+ Eof an airport or landing area. 2 z: W# b0 f% Q8 R(Refer to AIM.) AIRPORT MARKING AIDS- Markings used on / Y! V+ {1 B' F1 M$ |( [8 grunway and taxiway surfaces to identify a specific 7 c8 N! ~# Y6 p5 b8 v# ~runway, a runway threshold, a centerline, a hold line, etc. A runway should be marked in accordance with its present usage such as: a. Visual. b. Nonprecision instrument. " B5 P( M9 W! H9 g- w- {/ x$ Lc. recision instrument. (Refer to AIM.) AIR PORT REFERENCE POINT (ARP)- The approximate geometric center of all usable runway surfaces. . A' G& K3 v* D7 w5 i6 o' xAIRPORT RESERVATION OFFICE- Office re‐ sponsible for monitoring the operation of the high . y5 v/ |# e! f- \% G) n4 ndensity rule. Receives and processes requests for IFR-operations at high density traffic airports. AIRPORT ROTATING BEACON- A visual NAVAID operated at many airports. At civil airports, alternating white and green flashes indicate the 1 i* i( d- e1 ?# l9 Y. }$ I, Slocation of the airport. At military airports, the beacons flash alternately white and green, but are & c& o% a0 B: U- `Pilot/Controller Glossary 7/31/08 ( e/ ~) v+ S) WPilot/Controller Glossary 2/14/08 PCG A-9 differentiated from civil beacons by dualpeaked (two ( @- V. W; _, `quick) white flashes between the green flashes. 7 b0 J+ U# I9 {) l* I, Y' A(See INSTRUMENT FLIGHT RULES.) (See SPECIAL VFR OPERATIONS.) $ i8 w" H* X: q: |(See ICAO term AERODROME BEACON.) , O% L. m' y$ v- D5 E(Refer to AIM.) AIRPORT STREAM FILTER (ASF)- An on/off filter that allows the conflict notification function to 7 B' d# M3 I D$ vbe inhibited for arrival streams into single or multiple 3 _3 V" }2 s" m {: l+ p/ _$ {airports to prevent nuisance alerts. AIRPORT SURFACE DETECTION EQUIPMENT & Z9 m, W' L7 h- l0 c(ASDE)- Surveillance equipment specifically de‐ signed to detect aircraft, vehicular traffic, and other objects, on the surface of an airport, and to present the 3 Y9 F$ n7 s1 vimage on a tower display. Used to augment visual observation by tower personnel of aircraft and/or ) z3 ]0 c, E: U bvehicular movements on runways and taxiways. 7 H/ h0 [! l2 n) |# s, s2 pThere are three ASDE systems deployed in the NAS: a. ASDE-3- a Surface Movement Radar. b. ASDE-X- a system that uses a X-band Surface # [9 O, y5 Q2 g3 r! y% XMovement Radar and multilateration. Data from these two sources are fused and presented on a digital ' C/ Z% r3 H1 ndisplay. c. ASDE-3X- an ASDE-X system that uses the ASDE-3 Surface Movement Radar. , k/ v9 @" l7 b- WAIRPORT SURVEILLANCE RADAR- Approach control radar used to detect and display an aircraft's , n, b; m O% P' u/ G% r5 \! x aposition in the terminal area. ASR provides range and azimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles. 1 b8 W) B. X4 L8 G [AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) AIRPORT TRAFFIC CONTROL SERVICE- A 9 o- C6 T1 g7 r- x# p* t' eservice provided by a control tower for aircraft operating on the movement area and in the vicinity of 7 [& \) F3 j/ ]% j2 Ian airport. (See MOVEMENT AREA.) 8 D# c7 v' ^/ N# X) Y0 |(See TOWER.) 9 `9 y3 I+ @; ]" x5 V( I6 T$ @(See ICAO term AERODROME CONTROL ) s+ `' ]) z2 R4 K# FSERVICE.) AIRPORT TRAFFIC CONTROL TOWER(See TOWER.) 8 e' F* y( I- {$ `AIRSPACE CONFLICT- Predicted conflict of an aircraft and active Special Activity Airspace (SAA). AIRSPACE FLOW PROGRAM (AFP)- AFP is a . D: l# a) }3 }9 \0 `Traffic Management (TM) process administered by % y8 m1 x$ |) y; _, W2 n) lthe Air Traffic Control System Command Center (ATCSCC) where aircraft are assigned an Expect Departure Clearance Time (EDCT) in order to manage capacity and demand for a specific area of the ' M9 E6 D5 K }) B! JNational Airspace System (NAS). The purpose of the program is to mitigate the effects of en route constraints. It is a flexible program and may be C9 U# @7 W0 H$ _5 a H6 Himplemented in various forms depending upon the 0 l! {) A; M& t- h' `$ K3 K9 K1 gneeds of the air traffic system. ' k( g4 ^" \- @/ L: _ MAIRSPACE HIERARCHY- Within the airspace classes, there is a hierarchy and, in the event of an overlap of airspace: Class A preempts Class B, Class # D7 ~1 P% n( n9 V' B% {: HB preempts Class C, Class C preempts Class D, Class D preempts Class E, and Class E preempts Class G. 6 E5 V5 Q1 `! P G; f CAIRSPEED- The speed of an aircraft relative to its , F2 h3 {! v' H/ C2 {+ Ysurrounding air mass. The unqualified term . N) S" V: @' ?“airspeed” means one of the following: . y3 ]# Y5 r* W" [6 b; w: @a. Indicated Airspeed- The speed shown on the 2 a' O! H" @. { q: I* h2 {3 F5 `0 laircraft airspeed indicator. This is the speed used in % m3 [9 h! I( d: o5 @pilot/controller communications under the general term “airspeed.” & l3 `* Q1 C7 [; [: p) X(Refer to 14 CFR Part 1.) b. True Airspeed- The airspeed of an aircraft # {/ y4 C5 \& p3 H' G$ H# _# mrelative to undisturbed air. Used primarily in flight ' i! x, z0 M% `4 F+ G+ Yplanning and en route portion of flight. When used in 0 A" K! v; d) qpilot/controller communications, it is referred to as 4 n( O: g+ c4 Y8 I% b( B“true airspeed” and not shortened to “airspeed.” AIRSTART- The starting of an aircraft engine while the aircraft is airborne, preceded by engine shutdown during training flights or by actual engine failure. AIRWAY- A Class E airspace area established in the ( \' V' @7 {9 Q0 O. A$ J' r1 R2 |" Mform of a corridor, the centerline of which is defined by radio navigational aids. (See FEDERAL AIRWAYS.) (See ICAO term AIRWAY.) K) k; v6 {; X7 i" h+ C* o+ a(Refer to 14 CFR Part 71.) (Refer to AIM.) AIRWAY [ICAO]- A control area or portion thereof , ~7 @& ~( C: L! v& R$ r0 S3 X2 Yestablished in the form of corridor equipped with 3 _3 G) ]2 d$ O$ q) c7 [; t4 w9 M* vradio navigational aids. AIRWAY BEACON- Used to mark airway segments in remote mountain areas. The light flashes Morse ; \8 S+ E3 g* `' u0 D9 ~, y, rCode to identify the beacon site. (Refer to AIM.) ; x B- ]! _+ s s5 uAIT(See AUTOMATED INFORMATION TRANSFER.) 7/31/08 Pilot/Controller Glossary 2/14/08 0 m: \+ M8 C- SPCG A-10 , ~, _2 T: j$ ~6 j8 {8 G' oALERFA (Alert Phase) [ICAO]- A situation wherein 2 P% Y2 r" n# r) ~7 {9 F fapprehension exists as to the safety of an aircraft and : S. s6 o. i' N+ d; ]+ Vits occupants. ALERT- A notification to a position that there : j1 x* D, C( y- Q9 r3 z& y5 s2 K6 cis an aircraft‐to‐aircraft or aircraft‐to‐airspace conflict, as detected by Automated Problem Detection (APD). ALERT AREA(See SPECIAL USE AIRSPACE.) ALERT NOTICE- A request originated by a flight . Q! Q( E1 b" A( uservice station (FSS) or an air route traffic control 7 ]: \2 w" @! j7 Q$ Jcenter (ARTCC) for an extensive communication search for overdue, unreported, or missing aircraft. % H' q! g1 S' n& ` Q5 S! k" mALERTING SERVICE- A service provided to notify appropriate organizations regarding aircraft in need * G0 X- n. s, M. m3 |of search and rescue aid and assist such organizations as required. ALNOT(See ALERT NOTICE.) 2 y: ~& I8 X S( i/ e! DALONG-TRACK DISTANCE (ATD)- The distance 0 s5 B- [- F( t8 X' [ Emeasured from a point‐in‐space by systems using area navigation reference capabilities that are not subject to slant range errors. . S( w! l+ A% g3 L( N! KALPHANUMERIC DISPLAY- Letters and numer‐ 3 k/ _0 G' T. `# `5 l& X/ h, ials used to show identification, altitude, beacon code, and other information concerning a target on a radar 0 U2 R5 J# n9 p# g7 o5 W$ \display. , q8 ~, E9 M) u0 a1 Q(See AUTOMATED RADAR TERMINAL SYSTEMS.)

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ALTERNATE AERODROME [ICAO]- An aero‐ ; B0 r# x# e( Edrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed $ b2 W7 M% u7 S+ V, Yto or to land at the aerodrome of intended landing. Note:The aerodrome from which a flight departs 8 u& G$ J. H+ G9 A% A3 Tmay also be an en‐route or a destination alternate 5 D. P; C$ m6 R2 O* V" Daerodrome for the flight. ALTERNATE AIRPORT- An airport at which an # d$ ?/ k) D" U, q4 v. B2 jaircraft may land if a landing at the intended airport becomes inadvisable. 2 `2 D. B$ z5 }6 t. i' n% {(See ICAO term ALTERNATE AERODROME.) 7 i1 \, N8 P7 H! T6 ]$ c9 OALTIMETER SETTING- The barometric pressure reading used to adjust a pressure altimeter for variations in existing atmospheric pressure or to the standard altimeter setting (29.92). 9 ~ I- w) U: U) ]0 Q/ t(Refer to 14 CFR Part 91.) , {8 W2 N$ W( c" l2 |& p5 C(Refer to AIM.) ALTITUDE- The height of a level, point, or object measured in feet Above Ground Level (AGL) or from 9 {( S7 I* O0 p" O4 ^& KMean Sea Level (MSL). (See FLIGHT LEVEL.) a. MSL Altitude- Altitude expressed in feet 1 s, c0 ? C, D- |. ?4 l7 omeasured from mean sea level. b. AGL Altitude- Altitude expressed in feet measured above ground level. 2 P2 R5 y8 v$ Tc. Indicated Altitude- The altitude as shown by an altimeter. On a pressure or barometric altimeter it is 6 A7 L+ J; R1 g6 H+ u$ ]& Ualtitude as shown uncorrected for instrument error and uncompensated for variation from standard atmospheric conditions. 8 b4 B" ~( Z2 ]$ D(See ICAO term ALTITUDE.) ALTITUDE [ICAO]- The vertical distance of a level, a point or an object considered as a point, measured $ U9 ^' D) w# m k3 ^1 w( A6 c" B# Tfrom mean sea level (MSL). 9 x* c) T8 m; y* L; F4 a+ ZALTITUDE READOUT- An aircraft's altitude, : V) F9 ?/ y7 ftransmitted via the Mode C transponder feature, that : D; Q% B+ s" s+ ^# |( n5 }, Ois visually displayed in 100‐foot increments on a radar scope having readout capability. (See ALPHANUMERIC DISPLAY.) (See AUTOMATED RADAR TERMINAL SYSTEMS.) # C# \, z1 M V* |: X(Refer to AIM.) ALTITUDE RESERVATION- Airspace utilization under prescribed conditions normally employed for the mass movement of aircraft or other special user requirem ents which cannot otherwise be accomplished. ALTRVs are approved by the ! h& A0 {6 c* S) Aappropriate FAA facility. * o K0 u; P, _- @* D(See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.) ALTITUDE RESTRICTION- An altitude or alti‐ tudes, stated in the order flown, which are to be - ]- G6 H C# mmaintained until reaching a specific point or time. Altitude restrictions may be issued by ATC due to traffic, terrain, or other airspace considerations. ) m. M; K f9 U: GALTITUDE RESTRICTIONS ARE CANCELED- Adherence to previously imposed altitude restric‐ tions is no longer required during a climb or descent. : {4 X7 ]5 V o: m2 vALTRV(See ALTITUDE RESERVATION.) 9 d- q& d+ `; @& s. a2 y- P$ gAMVER(See AUTOMATED MUTUAL‐ASSISTANCE + {- i* {* t+ }& xVESSEL RESCUE SYSTEM.) APB(See AUTOMATED PROBLEM DETECTION BOUNDARY.) 8 e2 s! _) N9 o) RPilot/Controller Glossary 7/31/08 $ R- p [ E: f) V( T, Y# ~Pilot/Controller Glossary 2/14/08 PCG A-11 APD(See AUTOMATED PROBLEM DETECTION.) APDIA(See AUTOMATED PROBLEM DETECTION INHIBITED AREA.) APPROACH CLEARANCE- Authorization by ATC for a pilot to conduct an instrument approach. ' _6 g6 b, q. m3 p& TThe type of instrument approach for which a clearance and other pertinent information is provided in the approach clearance when required. & @& u: [6 a. o! A( z(See CLEARED APPROACH.) & M w6 u- g5 O6 w- s9 {; t(See INSTRUMENT APPROACH PROCEDURE.) (Refer to AIM.) (Refer to 14 CFR Part 91.) APPROACH CONTROL FACILITY- A terminal ATC facility that provides approach control service in a terminal area. ; n3 f/ c$ _! b% Q6 H+ i3 \(See APPROACH CONTROL SERVICE.) (See RADAR APPROACH CONTROL & V- `, N6 Z7 ~; w7 YFACILITY.) 7 s* _1 @1 L# ]% yAPPROACH CONTROL SERVICE- Air traffic . n8 ~7 K3 B) ]4 {4 X3 fcontrol service provided by an approach control facility for arriving and departing VFR/IFR aircraft and, on occasion, en route aircraft. At some airports not served by an approach control facility, the ARTCC provides limited approach control service. (See ICAO term APPROACH CONTROL SERVICE.) # K" k7 [8 `1 e9 D0 s(Refer to AIM.) APPROACH CONTROL SERVICE [ICAO]- Air traffic control service for arriving or departing controlled flights. APPROACH GATE- An imaginary point used & k! l6 k- j/ u+ Rwithin ATC as a basis for vectoring aircraft to the final approach course. The gate will be established along the final approach course 1 mile from the final approach fix on the side away from the airport and will be no closer than 5 miles from the landing threshold. APPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.) APPROACH SEQUENCE- The order in which aircraft are positioned while on approach or awaiting approach clearance. $ j6 [9 n5 N/ }* x(See LANDING SEQUENCE.) (See ICAO term APPROACH SEQUENCE.) G5 E: |9 F) r$ uAPPROACH SEQUENCE [ICAO]- The order in which two or more aircraft are cleared to approach to 8 _9 p% i$ j/ H$ \" {land at the aerodrome. APPROACH SPEED- The recommended speed - g8 M9 q: ?/ X. ?( i5 G6 K! ]contained in aircraft manuals used by pilots when making an approach to landing. This speed will vary " H7 d) ~" U* n L$ b' Nfor different segments of an approach as well as for aircraft weight and configuration. APPROPRIATE ATS AUTHORITY [ICAO]- The relevant authority designated by the State responsible * H# s% b& s. E& b" j9 B( zfor providing air traffic services in the airspace 4 Z+ C: J7 S% ^: H% U6 m+ X/ Vconcerned. In the United States, the “appropriate ATS ! M; c) J% ?* }- Hauthority” is the Program Director for Air Traffic Planning and Procedures, ATP‐1. APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant ( p+ r* U7 D& cauthority is the State of Registry. ( w6 ]" f8 m# ]b. Regarding flight over other than the high seas: the relevant authority is the State having sovereignty ( j# M) v# C- s$ d. E a" uover the territory being overflown. APPROPRIATE OBSTACLE CLEARANCE MINIMUM ALTITUDE- Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) ( c, Y+ J% A( H) o# U(See MINIMUM OBSTRUCTION CLEARANCE 9 U! A* U7 y! g: MALTITUDE.) - d* M. [6 M: H3 {3 g) y+ g# t(See MINIMUM VECTORING ALTITUDE.) APPROPRIATE TERRAIN CLEARANCE MINIMUM ALTITUDE- Any of the following: 5 n3 o% i: z% b; ]; E# y# l(See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) (See MINIMUM OBSTRUCTION CLEARANCE - i( S7 w/ h. e/ a @ALTITUDE.) , j9 x1 l3 o% h/ L i* i) x(See MINIMUM VECTORING ALTITUDE.) & [& s0 B7 M0 B) p6 `1 |0 jAPRON- A defined area on an airport or heliport 8 t, I% j* ]! c' n6 J) o1 iintended to accommodate aircraft for purposes of ! ?6 t$ I9 d& ~ w1 Yloading or unloading passengers or cargo, refueling, # Z- D8 P& e0 |5 H) hparking, or maintenance. With regard to seaplanes, a ramp is used for access to the apron from the water. - f: \% ]0 U& P5 b5 U, I(See ICAO term APRON.) , P5 s" {( ~3 k+ i! \# zAPRON [IC AO]- A defined area, on a land aerodrome, intended to accommodate aircraft for 4 ?, \/ X' N( A0 M T$ npurposes of loading or unloading passengers, mail or % {: V3 P9 ]% ycargo, refueling, parking or maintenance. " ^3 W. ?/ H8 X1 l" r% u7 jARC- The track over the ground of an aircraft flying at a constant distance from a navigational aid by / Z! A4 f9 d! _5 dreference to distance measuring equipment (DME). ! r3 c! e0 ?+ E, |+ G7/31/08 Pilot/Controller Glossary ) d6 Q3 Y4 I% f" y8 X9 B# T2/14/08 PCG A-12 AREA CONTROL CENTER [ICAO]- An air traffic control facility primarily responsible for ATC services being provided IFR aircraft during the en 7 x) T1 Z# C7 O1 a, wroute phase of flight. The U.S. equivalent facility is 3 [+ e/ k. C/ A* D6 {3 N% Ian air route traffic control center (ARTCC). ! Y9 \6 w0 s2 QAREA NAVIGATION- Area Navigation (RNAV) provides enhanced navigational capability to the 6 s3 k! p3 B# M0 I1 S; tpilot. RNAV equipment can compute the airplane V- n h& g* W$ w& jposition, actual track and ground speed and then provide meaningful information relative to a route of 1 ^4 Q1 F! y, c. D, T# V7 zflight selected by the pilot. Typical equipment will . h i% q5 W7 u* Jprovide the pilot with distance, time, bearing and , n% `3 m; { h2 c4 Zcrosstrack error relative to the selected “TO” or “active” waypoint and the selected route. Several ; h( K2 J% I# `' R, wdistinctly different navigational systems with different navigational performance characteristics are capable of providing area navigational functions. , U8 W7 P9 b4 N4 D- pPresent day RNAV includes INS, LORAN, VOR/ & w3 k8 w' j1 Y; dDME, and GPS systems. Modern multi‐sensor systems can integrate one or more of the above Y% h9 d+ s e4 w! o- Q3 A5 bsystems to provide a more accurate and reliable 8 q9 C m) u4 ]# qnavigational system. Due to the different levels of performance, area navigational capabilities can ! G% L5 e7 t) Y3 {/ l( hsatisfy different levels of required navigational performance (RNP). The major types of equipment are: a. VORTAC referenced or Course Line Computer (CLC) systems, which account for the greatest % i- F, a5 W5 W$ e- Y4 @4 o x. Rnumber of RNAV units in use. To function, the CLC 1 M4 n1 G, q v, ^/ z! xmust be within the service range of a VORTAC. * i5 o5 }* @ x m: x0 B3 wb. OMEGA/VLF, although two separate systems, 1 g! z3 O1 `9 x7 a/ Y" Qcan be considered as one operationally. A long‐range navigation system based upon Very Low Frequency , ]2 C7 k* E( a3 p! h( b6 c# [" j& aradio signals transmitted from a total of 17 stations 9 ?( q# a% M/ d+ P* cworldwide. " s2 D" S Q# xc. Inertial (INS) systems, which are totally + N5 l N1 A* H" hself‐contained and require no information from external references. They provide aircraft position & K6 ~& b# b1 c, Q% I/ e# G+ P Uand navigation information in response to signals 5 |" p! B. x% Oresulting from inertial effects on components within : o" n5 I, n: S' Z! c# I' a4 Zthe system. d. MLS Area Navigation (MLS/RNAV), which ! J. E: O$ B6 l, r1 P1 {provides area navigation with reference to an MLS # ?2 g+ O" L' a& Y, zground facility. 9 m9 b0 h% x7 {8 Me. LORAN‐C is a long‐range radio navigation system that uses ground waves transmitted at low frequency to provide user position information at . U& e, M, }+ E3 rranges of up to 600 to 1,200 nautical miles at both en 5 S6 y2 w! {- `0 U" n! lroute and approach altitudes. The usable signal coverage areas are determined by the signal‐to‐noise 0 |2 B! V& e2 M! t4 O' [ratio, the envelope‐to‐cycle difference, and the geometric relationship between the positions of the user and the transmitting stations. 8 V. Z5 e8 |; G1 ~f. GPS is a space‐base radio positioning, navigation, and time‐transfer system. The system 8 Y2 e3 l& F# {provides highly accurate position and velocity 1 m" D& d! y" N' q1 F. Ginformation, and precise time, on a continuous global : N) n3 d3 Q- I6 j8 U0 v* Obasis, to an unlimited number of properly equipped users. The system is unaffected by weather, and provides a worldwide common grid reference / w; `8 Q! ~7 E" O2 a5 j! Dsystem. % N! ~* {( d) Z! a( u+ o6 N- {# {(See ICAO term AREA NAVIGATION.) 6 i Y: i# D* r ]& Z8 H7 sAREA NAVIGATION [IC AO]- A method of % a/ a, s8 ^% [* b* cnavigation which permits aircraft operation on any desired flight path within the coverage of station‐ / z! i/ C5 I0 B" M5 v- ureferenced navigation aids or within the limits of the capability of self‐contained aids, or a combination of ( X1 J5 D& o4 Q6 Z0 y! sthese. + ?# b9 f3 Q1 q9 P% {" dAREA NAVIGATION (RNAV) APPROACH CONFIGURATION: a. STANDARD T- An RNAV approach whose design allows direct flight to any one of three initial approach fixes (IAF) and eliminates the need for 8 @; G! \# p" ~$ }% J; L" Kprocedure turns. The standard design is to align the , L' @; q3 g% E `. uprocedure on the extended centerline with the missed approach point (MAP) at the runway threshold, the final approach fix (FAF), and the initial approach/ intermediate fix (IAF/IF). The other two IAFs will be & B" k2 N; x6 S5 Q% }- h4 _established perpendicular to the IF. b. MODIFIED T- An RNAV approach design for - n" p$ c6 J" O6 a3 ? t3 }. dsingle or multiple runways where terrain or operational constraints do not allow for the standard T. The “T” may be modified by increasing or 2 z8 r/ @. i- k0 s' D4 Xdecreasing the angle from the corner IAF(s) to the IF : T& `( r2 P6 Ror by eliminating one or both corner IAFs. c. STANDARD I- An RNAV approach design for a single runway with both corner IAFs eliminated. ! B+ O, j0 s/ u3 NCourse reversal or radar vectoring may be required at - o, n8 j6 m0 B7 q8 G/ t( _busy terminals with multiple runways. d. TERMINAL ARRIVAL AREA (TAA)- The TAA is controlled airspace established in conjunction , n8 N( Q. c$ W. x) awith the Standard or Modified T and I RNAV approach configurations. In the standard TAA, there are three areas: straight‐in, left base, and right base. The arc boundaries of the three areas of the TAA are % a7 X! m2 t5 ~7 J, v! n. Epublished portions of the approach and allow aircraft to transition from the en route structure direct to the * C/ T* B) d f/ u" Tnearest IAF. TAAs will also eliminate or reduce Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-13 6 w# _. I4 V1 x7 X: a) R+ o3 u+ a: Nfeeder routes, departure extensions, and procedure turns or course reversal. 1. STRAIGHT‐IN AREA- A 30NM arc centered on the IF bounded by a straight line 7 g( \' p1 A7 [; Y5 l3 dextending through the IF perpendicular to the intermediate course. 2. LEFT BASE AREA- A 30NM arc centered on the right corner IAF. The area shares a boundary with the straight‐in area except that it extends out for 30NM from the IAF and is bounded on the other side ) e) {! A! w% uby a line extending from the IF through the FAF to the ; R3 s# c2 v0 u. @) q7 W7 Barc. ! {! {( z% N' j: J' `1 Z; u3. RIGHT BASE AREA- A 30NM arc centered on the left corner IAF. The area shares a boundary with the straight‐in area except that it extends out for 30NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc. * _" n6 u' h8 ~6 z4 yARINC- An acronym for Aeronautical Radio, Inc., a corporation largely owned by a group of airlines. ) x+ e" j: W8 v: o3 A5 lARINC is licensed by the FCC as an aeronautical station and contracted by the FAA to provide communications support for air traffic control and " K0 y6 H8 I4 D& s C; lmeteorological services in portions of international airspace. , p% Y1 X/ g" ~" N0 T+ |ARMY AVIATION FLIGHT INFORMATION % j, @3 T$ m# u/ cBULLETIN- A bulletin that provides air operation data covering Army, National Guard, and Army % X+ A$ }/ r% ?' [5 S, C/ Y" cReserve aviation activities. " {% Z& y: h7 |9 i; [; M" c5 o3 gARO(See AIRPORT RESERVATION OFFICE.) ARRESTING SYSTEM- A safety device consisting of two major components, namely, engaging or catching devices and energy absorption devices for the purpose of arresting both tailhook and/or nontailhook‐equipped aircraft. It is used to prevent : o F3 V3 m7 u3 j" B: f/ Xaircraft from overrunning runways when the aircraft ; R8 X6 R9 ^. e( i6 V7 x }cannot be stopped after landing or during aborted takeoff. Arresting systems have various names; e.g., arresting gear, hook device, wire barrier cable. - k3 D+ u" P: a% O(See ABORT.) & T! [, m% s1 P(Refer to AIM.)

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ARRIVAL AIRCRAFT INTERVAL- An internally 2 V6 {/ V) Z- ~% R4 E m2 y) Zgenerated program in hundredths of minutes based ' t4 g0 P7 S+ @# Qupon the AAR. AAI is the desired optimum interval 3 T+ X- W1 \. ]between successive arrival aircraft over the vertex. ARRIVAL CENTER- The ARTCC having jurisdic‐ + z/ r( i+ N6 g- |8 _/ ition for the impacted airport. ARRIVAL DELAY- A parameter which specifies a $ h+ E' |$ t! I4 ]* }period of time in which no aircraft will be metered for * C5 S6 _. j5 L- ]arrival at the specified airport. ARRIVAL SECTOR- An operational control sector 1 u7 i" Z: K# M; ]& Q0 @: [containing one or more meter fixes. . G" D: S7 a; P! [ARRIVAL SECTOR ADVIS ORY LIS T- An ordered list of data on arrivals displayed at the PVD/MDM of the sector which controls the meter ( G8 S' R# x9 {. q+ I* R+ ]0 zfix. 1 |9 O/ z! x$ T5 w; gARRIVAL SEQUENCING PROGRAM- The auto‐ ; M( |( j! X- X/ _: l% Wmated program designed to assist in sequencing aircraft destined for the same airport. ARRIVAL TIME- The time an aircraft touches down - f' P- `; [# U4 _on arrival. ARSR(See AIR ROUTE SURVEILLANCE RADAR.) ARTCC(See AIR ROUTE TRAFFIC CONTROL & R0 c2 O" \2 t0 V( P9 @0 QCENTER.) ARTS(See AUTOMATED RADAR TERMINAL SYSTEMS.) ' f! W1 M1 Z5 |% v0 E3 B2 y$ YASDA(See ACCELERATE‐STOP DISTANCE , s }" p ^( P. A" oAVAILABLE.) # Y. ^0 p# F$ vASDA [ICAO]- (See ICAO Term ACCELERATE‐STOP : f+ ~, X# _" m' L' T% SDISTANCE AVAILABLE.) ASDE(See AIRPORT SURFACE DETECTION EQUIPMENT.) ASF(See AIRPORT STREAM FILTER.) 5 w" h, R) Z" ^( `ASLAR(See AIRCRAFT SURGE LAUNCH AND RECOVERY.) ASP(See ARRIVAL SEQUENCING PROGRAM.) $ ^. N2 r; g/ ^2 F) l. @" qASR(See AIRPORT SURVEILLANCE RADAR.) : E, ?7 y' O1 j) ZASR APPROACH(See SURVEILLANCE APPROACH.) 7/31/08 Pilot/Controller Glossary * C' y" \) B% ]- e: _& w2/14/08 PCG A-14 ASSOCIATED- A radar target displaying a data , b/ u6 H% R/ D; U' Rblock with flight identification and altitude * F) U! D9 N' l- rinformation. 1 q: i, G$ @" D2 s B* { V(See UNASSOCIATED.) ; L0 u9 @5 |0 I6 R) q4 yATC(See AIR TRAFFIC CONTROL.) ATC ADVISES- Used to prefix a message of noncontrol information when it is relayed to an , C/ H% v, h! y8 daircraft by other than an air traffic controller. (See ADVISORY.) : X" J, P" f4 }) v$ {/ rATC ASSIGNED AIRSPACE- Airspace of defined vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between * o# N- Z: O7 o" m' _9 k2 jthe specified activities being conducted within the assigned airspace and other IFR air traffic. # N8 D& h. O, C2 M1 ?0 ~(See SPECIAL USE AIRSPACE.) : T k3 j4 s% E! iATC CLEARANCE(See AIR TRAFFIC CLEARANCE.) ATC CLEARS- Used to prefix an ATC clearance when it is relayed to an aircraft by other than an air * j3 d& U+ _! f6 c. k( ytraffic controller. ATC INSTRUCTIONS- Directives issued by air traffic control for the purpose of requiring a pilot to 6 c2 |+ i& d6 x! E6 x: {0 S9 m5 Otake specific actions; e.g., “Turn left heading two five * _ f& w3 a7 Rzero,” “Go around,” “Clear the runway.” / A9 l/ w) i9 V( o) x(Refer to 14 CFR Part 91.) ( @; n0 @! s- B$ R+ PATC PREFERRED ROUTE NOTIFICATION- URET notification to the appropriate controller of the , o p6 V/ N( S9 l Wneed to determine if an ATC preferred route needs to 8 \9 z" z& t" i2 V: Bbe applied, based on destination airport. ) }# x4 V6 s% y* ]2 {(See ROUTE ACTION NOTIFICATION.) . L" G+ I$ B& {# a5 Z5 l( E(See USER REQUEST EVALUATION TOOL.) ATC PREFERRED ROUTES- Preferred routes that are not automatically applied by Host. 4 F4 L2 ~2 U2 M! ]$ uATC REQUESTS- Used to prefix an ATC request 2 A2 q5 Z }9 Ewhen it is relayed to an aircraft by other than an air traffic controller. ATCAA(See ATC ASSIGNED AIRSPACE.) ATCRBS(See RADAR.) ATCSCC(See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.) ATCT(See TOWER.) ATD(See ALONG-TRACK DISTANCE.) ( ]$ ^9 c( p( \ATIS(See AUTOMATIC TERMINAL INFORMATION . `. _, {, ^% k7 u* USERVICE.) ATIS [ICAO]- 8 ?* ~0 ]6 [4 |7 v4 \4 ^, n; G(See ICAO Term AUTOMATIC TERMINAL , G" \4 ?% C" t7 C$ q2 J) EINFORMATION SERVICE.) 2 j. |7 t/ L W1 g/ V( |1 hATS ROUTE [ICAO]- A specified route designed for channelling the flow of traffic as necessary for the / S+ l( d; e- l3 `2 K! \provision of air traffic services. % q4 n) O& o* u+ P0 y( J% XNote:The term “ATS Route” is used to mean vari‐ 1 O' G0 P2 U) K$ nously, airway, advisory route, controlled or 4 U5 e A8 D% N% J6 t! nuncontrolled route, arrival or departure, etc. AUTOLAND APPROACH- An autoland approach is a precision instrument approach to touchdown and, in some cases, through the landing rollout. An 7 t6 W) l' D; Iautoland approach is performed by the aircraft autopilot which is receiving position information ( K8 X% Z5 l" b* tand/or steering commands from onboard navigation - w5 L6 c, y- A. K7 W9 D0 i, j0 Iequipment. Note:Autoland and coupled approaches are flown 6 g& G. R8 @# d, Y( C! y, z4 z E, s9 \9 bin VFR and IFR. It is common for carriers to require ! z/ G( P1 K- A2 \. R( k8 `3 }their crews to fly coupled approaches and autoland approaches (if certified) when the weather condi‐ tions are less than approximately 4,000 RVR. (See COUPLED APPROACH.) 8 h/ \# h+ p/ E. {5 _/ |AUTOMATED INFORMATION TRANSFER- A ! e! o5 l! k% h! B3 uprecoordinated process, specifically defined in facility directives, during which a transfer of altitude control and/or radar identification is accomplished without verbal coordination between controllers 3 v7 V2 @/ y/ ?; h6 {2 a' Zusing information communicated in a full data block. # i1 Z, J3 X$ w& cAUTOMATED MUTUAL‐ASSISTANCE VESSEL RESCUE SYSTEM- A facility which can deliver, in a matter of minutes, a surface picture (SURPIC) of ! l6 B. g9 a4 c1 M- p7 z+ ~9 vvessels in the area of a potential or actual search and rescue incident, including their predicted positions # m+ F9 U0 K* {/ L1 h6 s7 F- Vand their characteristics. (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT ) l+ G$ s- A5 [" j0 [8 M; gCONTINGENCIES.) + M& O* I+ c6 b$ ]: e: R+ P: wAUTOMATED PROBLEM DETECTION (APD)- % O( X9 F; Y2 GAn Automation Processing capability that compares $ N# X2 C: @2 Z( C e% r6 htrajectories in order to predict conflicts. Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 . S0 w; _2 o5 O. e8 Y6 \) W x: rPCG A-15 * Y; y2 q8 m) I/ \8 ^5 e% U: fAUTOMATED PROBLEM DETECTION ( a! q+ a p! s+ A" c5 LBOUNDARY (APB)- The adapted distance beyond 7 q5 z* K3 m( [6 y* Ka facilities boundary defining the airspace within which URET performs conflict detection. 4 z3 F" _: @0 j2 g) z(See USER REQUEST EVALUATION TOOL.) AUTOMATED PROBLEM DETECTION IN‐ HIBITED AREA (APDIA)- Airspace surrounding a terminal area within which APD is inhibited for all flights within that airspace. ' `8 r! I) w# ?- P6 S' yAUTOMATED RADAR TERMINAL SYSTEMS 9 i; b# J3 W1 V3 ^' \: k9 W- B/ K(ARTS)- A generic term for several tracking systems included in the Terminal Automation Systems (TAS). / W7 R$ O5 L N* [5 \# g0 {ARTS plus a suffix roman numeral denotes a major modification to that system. a. ARTS IIIA. The Radar Tracking and Beacon Tracking Level (RT&BTL) of the modular, 1 m1 P, f* Z) x" b% Bprogrammable automated radar terminal system. ARTS IIIA detects, tracks, and predicts primary as well as secondary radar‐derived aircraft targets. This more sophisticated computer‐driven system up‐ grades the existing ARTS III system by providing ( n. A& }7 B+ a' cimproved tracking, continuous data recording, and 5 E! F, _: H0 Ufail‐soft capabilities. b. Common ARTS. Includes ARTS IIE, ARTS 8 x8 n$ \6 J4 Y2 o% T. bIIIE; and ARTS IIIE with ACD (see DTAS) which combines functionalities of the previous ARTS ; t- u4 D( b' i8 ?0 ]8 g* Isystems. c. rogram mable Indicator Data Processor (P IDP). The PIDP is a modification to the 1 X: }& w/ Z2 P4 o4 _AN/TPX-42 interrogator system currently installed in fixed RAPCONs. The PIDP detects, tracks, and 3 {6 t! {( t' u/ G2 k8 {predicts secondary radar aircraft targets. These are displayed by means of computer-generated symbols and alphanumeric characters depicting flight identifi‐ cation, aircraft altitude, ground speed, and flight plan 9 t: a" a! ?* R4 o6 Wdata. Although primary radar targets are not tracked, they are displayed coincident with the secondary radar targets as well as with the other symbols and 2 M2 Z( [/ q/ G8 N& O) f* Halphanumerics. The system has the capability of ; T4 \7 }' n4 Yinterfacing with ARTCCs. / {- O3 D0 C3 h' `AUTOMATED WEATHER SYSTEM- Any of the 6 w% A$ j, C Y% {automated weather sensor platforms that collect weather data at airports and disseminate the weather 8 q1 C) T! G4 E- ~$ j- {information via radio and/or landline. The systems currently consist of the Automated Surface Observ‐ ing System (ASOS), Automated Weather Sensor / y! }. J8 a' D' D4 tSystem (AWSS) and Automated Weather Observa‐ tion System (AWOS). 2 J8 V* L8 o' S/ @* H/ j+ ]AUTOMATED UNICOM- Provides completely automated weather, radio check capability and airport . i# n$ \" h6 b. tadvisory information on an Automated UNICOM 1 @5 y- G1 a4 {! L6 K6 ssystem. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability will be published in the Airport/Facility Directory and approach charts. 6 e; j3 O9 z5 v F {' MAUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) AUTOMATIC ALTITUDE REPORTING- That function of a transponder which responds to Mode C 9 A/ X [+ }6 Z! t5 ?interrogations by transmitting the aircraft's altitude in 100‐foot increments. / K9 n* j* s+ \& N0 wAUTOMATIC CARRIER LANDING SYSTEM- U.S. Navy final approach equipment consisting of / j+ L- b, G2 ?precision tracking radar coupled to a computer data link to provide continuous information to the aircraft, ) o$ o9 @- f% x1 D' {) j; _- Rmonitoring capability to the pilot, and a backup approach system. AUTOMATIC DEPENDENT SURVEILLANCE (ADS) [ICAO]- A surveillance technique in which aircraft automatically provide, via a data link, data 3 Z1 `# P0 P9 F e* T( Hderived from on-board navigation and position fixing systems, including aircraft identification, four dimensional position and additional data as appropriate. AUTOMATIC DEPENDENT SURVEILLANCE- BROADCAST (ADS‐B)- A surveillance system in which an aircraft or vehicle to be detected is fitted with cooperative equipment in the form of a data link transmitter. The aircraft or vehicle periodically 0 p8 L7 _, e" [& w8 C* {3 U' Tbroadcasts its GPS-derived position and other 3 v$ i5 M3 o5 x' s7 pinformation such as velocity over the data link, which % b$ r \! X: V5 Z% T) \is received by a ground-based transmitter/receiver & S$ P$ H) q+ S: x(transceiver) for processing and display at an air traffic control facility. 1 c$ ~) K; r. O8 T: q( |, L(See GLOBAL POSITIONING SYSTEM.) ! P) S1 ?5 {0 V; r/ M(See GROUND-BASED TRANSCEIVER.) " z) y! L# C, ^7 d' vAUTOMATIC DEPENDENT SURVEILLANCE- CONTRACT (ADS-C)- A data link position reporting system, controlled by a ground station, that establishes contracts with an aircraft's avionics that , d+ ~: }# y- J L6 B: loccur automatically whenever specific events occur, # B, z, o3 `8 K$ M8 s0 W% m; Dor specific time intervals are reached. AUTOMATIC DIRECTION FINDER- An aircraft radio navigation system which senses and indicates , _% g1 j I( `$ Lthe direction to a L/MF nondirectional radio beacon (NDB) ground transmitter. Direction is indicated to 7/31/08 Pilot/Controller Glossary & A0 }/ V$ P4 k* U4 m2/14/08 PCG A-16 ; j q; |8 P/ uthe pilot as a magnetic bearing or as a relative bearing . w6 a f1 ~0 [/ _9 t$ M# {6 Vto the longitudinal axis of the aircraft depending on 7 y7 p7 r ^9 b2 Fthe type of indicator installed in the aircraft. In certain 0 H9 z% `1 R7 Y" @' f+ N$ f$ _& lapplications, such as military, ADF operations may be based on airborne and ground transmitters in the $ Y9 K( L' S: ]5 k8 YVHF/UHF frequency spectrum. (See BEARING.) (See NONDIRECTIONAL BEACON.) AUTOMATIC FLIGHT INFORMATION / _& a1 J6 I( z: HSERVICE (AFIS) - ALASKA FSSs ONLY- The continuous broadcast of recorded non-control - E, o8 C1 o3 {! binformation at airports in Alaska where a FSS provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of essential but routine information such as weather, " r& T, X8 Z4 @4 h: kwind, altimeter, favored runway, breaking action, " F( c9 P( z0 E/ l8 l+ T) mairport NOTAMs, and other applicable information. 2 D' [+ \9 }8 P3 yThe information is continuously broadcast over a - N* n3 [5 |* v) _' Z/ xdiscrete VHF radio frequency (usually the ASOS frequency.) AUTOMATIC TERMINAL INFORMATION & d* T/ s I- L5 |' { T9 f# Q$ iSERVICE- The continuous broadcast of recorded 8 o4 f& h9 u( mnoncontrol information in selected terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information; e.g., “Los Angeles information Alfa. One three zero zero Coordinated Universal Time. Weather, measured ceiling two thousand overcast, visibility three, haze, smoke, temperature seven one, dew point five seven, wind two five zero at five, ' B- b9 T9 x& l3 u# zaltimeter two niner niner six. I‐L‐S Runway Two Five 3 n {/ o' Y3 `Left approach in use, Runway Two Five Right closed, advise you have Alfa.” (See ICAO term AUTOMATIC TERMINAL 2 @' V" l; u5 w; y. }INFORMATION SERVICE.) & X* ^6 A8 U8 S* u0 [4 t(Refer to AIM.) AUTOMATIC TERMINAL INFORMATION SERVICE [ICAO]- The provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a specified portion of the day. ! \& Z* B- k& H2 j( b% ?AUTOROTATION- A rotorcraft flight condition in . e' ^9 ]: I% X: `" ?$ w' L* |which the lifting rotor is driven entirely by action of 6 I3 }' S- @9 J$ Q% O6 l. k. c( nthe air when the rotorcraft is in motion. a. Autorotative Landing/Touchdown Autorota‐ tion. Used by a pilot to indicate that the landing will / k9 x1 N9 ^0 e+ N" ]8 ?; wbe made without applying power to the rotor. ) y) k! N0 F8 e5 zb. Low Level Autorotation. Commences at an altitude well below the traffic pattern, usually below 1 k \- A, X4 d100 feet AGL and is used primarily for tactical - I( w: S2 p5 A% B0 ~3 R0 n- ?8 wmilitary training. c. 180 degrees Autorotation. Initiated from a 1 p- C5 l5 K. Ldownwind heading and is commenced well inside the normal traffic pattern. “Go around” may not be # i, n8 w% u) h3 U. k9 {possible during the latter part of this maneuver. 1 b& o% f0 e% C8 tAVAILABLE LANDING DISTANCE (ALD)- The : d& n) M: D0 e% C, P0 oportion of a runway available for landing and roll‐out y: ^8 K$ \! w4 W2 f% x ~0 Zfor aircraft cleared for LAHSO. This distance is measured from the landing threshold to the , T: }- `/ X0 v6 Y% u1 hhold‐short point. % w% O- k$ y7 EAVIATION WEATHER SERVIC E- A service ' e. H" U4 ?: |3 ?) x6 Dprovided by the National Weather Service (NWS) and / w8 I; a3 Q: B7 J* KFAA which collects and disseminates pertinent weather information for pilots, aircraft operators, and ATC. Available aviation weather reports and ) Q& Y; z, T$ e- x8 U& g5 b5 }% K( A) {, ^forecasts are displayed at each NWS office and FAA FSS. (See EN ROUTE FLIGHT ADVISORY SERVICE.) (See TRANSCRIBED WEATHER BROADCAST.) (See WEATHER ADVISORY.) ' h- V, H1 m( y8 U(Refer to AIM.)

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AWW(See SEVERE WEATHER FORECAST ALERTS.) AZIMUTH (MLS)- A magnetic bearing extending from an MLS navigation facility. Note:Azimuth bearings are described as magnetic w S" u! I7 q& \$ vand are referred to as “azimuth” in radio telephone 7 L- ^, l% W+ U. ?. o7 F) r scommunications. Pilot/Controller Glossary 7/31/08 # Y8 p5 m. t+ O) q% \' ?; kPilot/Controller Glossary 2/14/08 PCG B-1 , S. E) f- l: @3 i6 WB BACK‐TAXI- A term used by air traffic controllers to taxi an aircraft on the runway opposite to the traffic flow. The aircraft may be instructed to back‐taxi to & m9 {6 h0 o2 x( Q% f) kthe beginning of the runway or at some point before reaching the runway end for the purpose of departure or to exit the runway. % r" c$ R/ _7 X% V5 H' s, _5 o, _BASE LEG(See TRAFFIC PATTERN.) 8 @/ L) Y: N5 NBEACON(See AERONAUTICAL BEACON.) (See AIRPORT ROTATING BEACON.) (See AIRWAY BEACON.) 3 k$ g* K3 R. t( S6 Z(See MARKER BEACON.) (See NONDIRECTIONAL BEACON.) . u" {9 o/ X1 n(See RADAR.) / l- [; l9 o1 r' c5 }' GBEARING- The horizontal direction to or from any ( ^3 V- v5 _9 Z+ g ^2 ]# qpoint, usually measured clockwise from true north, + t. H8 J3 V/ t+ o1 Q' V/ Y, ?magnetic north, or some other reference point through 360 degrees. 7 O' u: H9 e7 F(See NONDIRECTIONAL BEACON.) 0 |# J, n8 @; P' C" ~' [; P6 g& I1 ~BELOW MINIMUMS- Weather conditions below 7 b: G1 P; x! }% a, w$ S) h/ b2 n0 uthe minimums prescribed by regulation for the ( @% @6 J# Y" F4 |, Lparticular action involved; e.g., landing minimums, & |+ Y9 t) X7 o0 w# @takeoff minimums. ; h7 t8 G/ K( O# n! X' }) P xBLAST FENCE- A barrier that is used to divert or dissipate jet or propeller blast. % x& m6 D- u- x& cBLIND SPEED- The rate of departure or closing of 5 v- h% R/ B9 i0 @; w$ Q! o1 X( ua target relative to the radar antenna at which cancellation of the primary radar target by moving target indicator (MTI) circuits in the radar equipment causes a reduction or complete loss of signal. (See ICAO term BLIND VELOCITY.) 1 L2 A( z8 ?/ |. }6 B, tBLIND SPOT- An area from which radio ' a$ y; o3 { I( R: E: q7 Htransmissions and/or radar echoes cannot be received. The term is also used to describe portions of the airport not visible from the control tower. BLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.) 1 @# _$ I7 o2 VBLIND VELOCITY [ICAO]- The radial velocity of 5 ]" ?2 ]5 Q) Ya moving target such that the target is not seen on * M5 G9 G6 A. C* ?" Y. O7 Wprimary radars fitted with certain forms of fixed echo / E& Z( b& M6 z7 s! e( l% psuppression. BLIND ZONE(See BLIND SPOT.) BLOCKED- Phraseology used to indicate that a radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions. BOUNDARY LIGHTS(See AIRPORT LIGHTING.) BRAKING ACTION (GOOD, FAIR, POOR, OR NIL)- A report of conditions on the airport . l$ ]/ U" j0 U! A4 wmovement area providing a pilot with a degree/ $ e% C+ ^; ~# J3 w6 _7 Fquality of braking that he/she might expect. Braking $ H8 h2 V# Y* R" F& }+ Waction is reported in terms of good, fair, poor, or nil. 3 l/ ~! j: P6 B(See RUNWAY CONDITION READING.) 3 F$ ?3 ~! f# d5 i6 m6 E+ U0 XBRAKING ACTION ADVISORIES- When tower 1 I" \3 V6 _' Lcontrollers have received runway braking action ) M6 e0 c# E. b& S6 y- m/ {, d+ w( v1 ireports which include the terms “poor” or “nil,” or whenever weather conditions are conducive to # g: n h; t3 g' `: Q+ ?- @3 rdeteriorating or rapidly changing runway braking ! J8 j8 Z; E! g( W c- e4 j7 zconditions, the tower will include on the ATIS / r3 O, j8 T! a- V8 L. hbroadcast the statement, “BRAKING ACTION ADVISORIES ARE IN EFFECT.” During the time Braking Action Advisories are in effect, ATC will - @' }0 {+ d( K' `) Uissue the latest braking action report for the runway ( ~8 {5 o" n3 `' L/ {in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking : H* f1 _$ c6 t" |conditions and should request current runway condition inform ation if not volunteered by 3 s& f9 b) W* d& g* dcontrollers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing. BREAKOUT- A technique to direct aircraft out of 4 u1 j# I3 b' r4 g; V! T4 p& ]the approach stream. In the context of close parallel operations, a breakout is used to direct threatened & d/ s: U( p( U; g. \/ ~2 Faircraft away from a deviating aircraft. i1 _ A6 r7 GBROADCAST- Transmission of information for which an acknowledgement is not expected. # ^3 T1 _* F! L& \' s; ~(See ICAO term BROADCAST.) BROADCAST [ICAO]- A transmission of informa‐ 7 F' {# o$ U9 F X9 @& ition relating to air navigation that is not addressed to . O, J l' L: K) g3 ?5 Ua specific station or stations. 6 ^8 O0 D1 W3 k# LPilot/Controller Glossary 2/14/08 PCG C-1 " r1 @8 e! O8 nC CALCULATED LANDING TIME- A term that may be used in place of tentative or actual calculated landing time, whichever applies. CALL FOR RELEASE- Wherein the overlying ARTCC requires a terminal facility to initiate verbal coordination to secure ARTCC approval for release of a departure into the en route environment. CALL UP- Initial voice contact between a facility $ z" {4 w! }* D; F- oand an aircraft, using the identification of the unit being called and the unit initiating the call. 5 @0 i# N/ R) [6 I: W7 i(Refer to AIM.) CANADIAN MINIMUM NAVIGATION PERFOR‐ MANCE SPECIFICATION AIRSPACE- That 9 L/ F& c: c# Y8 Y1 I1 Iportion of Canadian domestic airspace within which MNPS separation may be applied. ) D$ Y: N+ v" T# B$ y$ K: UCARDINAL ALTITUDES - “Odd” or “Even” 3 f8 \; Z e6 B+ t% }' h% ithousand‐foot altitudes or flight levels; e.g., 5,000, 6,000, 7,000, FL 250, FL 260, FL 270. ; X2 I3 P r! W: E(See ALTITUDE.) - A7 T! K& O* Q; T1 N6 [% P(See FLIGHT LEVEL.) CARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.) 8 N/ _ a$ B+ m0 g, P& _CAT(See CLEAR‐AIR TURBULENCE.) CATCH POINT- A fix/waypoint that serves as a , {0 E9 o/ x9 q* g+ ]transition point from the high altitude waypoint navigation structure to an arrival procedure (STAR) or the low altitude ground-based navigation structure. - K8 d! |6 u3 S& UCEILING- The heights above the earth's surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken, ” “overcast,” or “obscuration,” and not classified as “thin” or 3 l# @5 r: J& N1 N- O“partial.” (See ICAO term CEILING.) 8 q$ H( x; L" |, z' O, ~CEILING [ICAO]- The height above the ground or + }, J4 s4 v2 n nwater of the base of the lowest layer of cloud below 8 ^, }+ J/ h9 w' x% h6,000 meters (20,000 feet) covering more than half the sky. , D; ?3 k, a# JCENRAP(See CENTER RADAR ARTS PRESENTATION/PROCESSING.) ( Y( I& @# |' S8 j b/ R. [8 RCENRAP‐PLUS(See CENTER RADAR ARTS PRESENTATION/PROCESSING‐PLUS.) CENTER(See AIR ROUTE TRAFFIC CONTROL CENTER.) 7 F% R3 O% Z1 s* R/ k1 wCENTER'S AREA- The specified airspace within ; `8 u# ~# }) F+ V; B% [8 ?which an air route traffic control center (ARTCC) provides air traffic control and advisory service. ' S& w0 u, j M$ l(See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) , b4 R& y) l( y% S+ OCENTER RADAR ARTS PRESENTATION/ PROCESSING- A computer program developed to / ^) G" s. Z4 x- sprovide a back‐up system for airport surveillance radar in the event of a failure or malfunction. The 2 z7 Z9 z% s. g" S7 e F+ p$ ~program uses air route traffic control center radar for the processing and presentation of data on the ARTS - P5 I- B9 Z8 q8 k, G( `4 [IIA or IIIA displays. CENTER RADAR ARTS PRESENTATION/ PROCESSING‐PLUS- A computer program developed to provide a back‐up system for airport surveillance radar in the event of a terminal secondary ( y- u1 M6 i8 w& gradar system failure. The program uses a combination of Air Route Traffic Control Center Radar and 2 S8 K( \) O/ wterminal airport surveillance radar primary targets displayed simultaneously for the processing and ; A! U, L* `: apresentation of data on the ARTS IIA or IIIA displays. 7 Z! g# c% X" u* e* q: OCENTER TRACON AUTOMATION SYSTEM 6 X B& Z4 Q( Y% C3 y6 n3 P(CTAS)- A computerized set of programs designed to aid Air Route Traffic Control Centers and TRACONs in the management and control of air 6 k8 `/ I1 c2 ?0 ^6 [# ttraffic. 3 P. n- ]/ i& ]$ e; _7 `/ H/ eCENTER WEATHER ADVISORY- An unsched‐ . w! Q i" b, l! ouled weather advisory issued by Center Weather Service Unit meteorologists for ATC use to alert pilots of existing or anticipated adverse weather conditions within the next 2 hours. A CWA may 7 P7 ]4 p. K# a7 P5 g6 e* Tmodify or redefine a SIGMET. * C/ C3 W' m9 j(See AWW.) (See AIRMET.) (See CONVECTIVE SIGMET.) 6 K( Q2 V% t" U* @(See SIGMET.) " [! ?9 l2 h* l N0 h(Refer to AIM.) 8 M6 Q& w4 e, t2 CPilot/Controller Glossary 2/14/08 PCG C-2 CENTRAL EAST PACIFIC- An organized route s+ r. d0 d( V+ E0 `* esystem between the U.S. West Coast and Hawaii. . J' Y1 F9 I3 ?! H8 a* l* F, p# _7 ?* vCEP(See CENTRAL EAST PACIFIC.) 2 u. |1 F. @8 qCERAP(See COMBINED CENTER‐RAPCON.) CERTIFIED TOWER RADAR DISPLAY (CTRD)- A FAA radar display certified for use in the NAS. CFR(See CALL FOR RELEASE.) CHAFF- Thin, narrow metallic reflectors of various lengths and frequency responses, used to reflect radar energy. These reflectors when dropped from aircraft 7 q( H0 R/ ?' m% G' f4 j+ h5 n% ]and allowed to drift downward result in large targets on the radar display. t% E9 j# B C" n, `0 FCHARTED VFR FLYWAYS- Charted VFR Fly‐ ways are flight paths recommended for use to bypass areas heavily traversed by large turbine‐powered aircraft. Pilot compliance with recommended ' n6 v+ h$ n) H1 X) wflyways and associated altitudes is strictly voluntary. VFR Flyway Planning charts are published on the back of existing VFR Terminal Area charts. , K) U* C1 ^% HCHARTED VISUAL FLIGHT PROCEDURE ) s9 o. I3 M5 FAPPROACH- An approach conducted while operating on an instrument flight rules (IFR) flight plan which authorizes the pilot of an aircraft to proceed visually and clear of clouds to the airport via visual landmarks and other information depicted on # T: w9 E. a- ~) V, U+ c3 j4 l% h6 Fa charted visual flight procedure. This approach must ' }4 t) G( L) Ube authorized and under the control of the appropriate air traffic control facility. Weather minimums required are depicted on the chart. CHASE- An aircraft flown in proximity to another aircraft normally to observe its performance during # o) v. K4 s2 _5 `training or testing. CHASE AIRCRAFT(See CHASE.) ) R' Q$ V/ g" D! F* \CIRCLE‐TO‐LAND MANEUVER- A maneuver ' G7 @7 r" ?' f# x% Rinitiated by the pilot to align the aircraft with a runway for landing when a straight‐in landing from an instrument approach is not possible or is not desirable. At tower controlled airports, this maneuver : e6 q5 B# d$ U* }5 ~7 X. vis made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport. 5 |5 g% K0 i7 l0 }(See CIRCLE TO RUNWAY.) ! K6 H" N( Y' d2 [! n(See LANDING MINIMUMS.) 3 H/ ~8 c. P% S/ R(Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)- Used by ATC to inform the pilot that he/she must ! w! d* f, ]- G, Hcircle to land because the runway in use is other than * s7 _, ~2 O8 k$ |5 J, [the runway aligned with the instrument approach procedure. When the direction of the circling maneuver in relation to the airport/runway is required, the controller will state the direction (eight cardinal compass points) and specify a left or right downwind or base leg as appropriate; e.g., “Cleared VOR Runway Three Six Approach circle to Runway Two Two,” or “Circle northwest of the airport for a right downwind to Runway Two Two.” (See CIRCLE‐TO‐LAND MANEUVER.) % u3 f0 w- I& p h0 K(See LANDING MINIMUMS.) y$ Z! |5 C4 H H(Refer to AIM.) CIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.) CIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.) CIRCLING MINIMA(See LANDING MINIMUMS.) CLASS A AIRSPACE(See CONTROLLED AIRSPACE.) B c$ U3 F; K) p0 [) K/ @CLASS B AIRSPACE(See CONTROLLED AIRSPACE.) CLASS C AIRSPACE(See CONTROLLED AIRSPACE.) 3 D% K7 T: R; E7 o* _$ L) S' Y' uCLASS D AIRSPACE(See CONTROLLED AIRSPACE.) 3 P% ]6 K$ H' sCLASS E AIRSPACE(See CONTROLLED AIRSPACE.) 2 Z; D; L" P+ n) \) b( E4 @CLASS G AIRSPACE- That airspace not designated # `" V" k, }; T1 @& w- Has Class A, B, C, D or E. ' r; [; T) b' ]' H( M& T2 FCLEAR AIR TURBULENCE (CAT)- Turbulence % b( S* ?$ B# [2 Z( Fencountered in air where no clouds are present. This term is commonly applied to high‐level turbulence . J- c' O& S* d0 {associated with wind shear. CAT is often encountered + w1 P2 M; ~( Q: C/ ]in the vicinity of the jet stream. (See WIND SHEAR.) (See JET STREAM.) 5 t# o j. F* K8 FCLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a runway, is clear of the runway when all parts of the Pilot/Controller Glossary 2/14/08 PCG C-3 aircraft are held short of the applicable runway holding position marking. 2 {$ g* e c) p; P5 n0 P. Kb. A pilot or controller may consider an aircraft, + H0 {5 k$ T5 Kwhich is exiting or crossing a runway, to be clear of $ F3 ^; C2 W' z3 _" i9 Mthe runway when all parts of the aircraft are beyond 5 H& A# ?8 X3 x& Kthe runway edge and there are no restrictions to its continued movement beyond the applicable runway holding position marking. 8 i' I$ E% Z6 ~1 L' g# D+ rc. ilots and controllers shall exercise good 4 k6 b0 T/ ~! Vjudgement to ensure that adequate separation exists 2 Z# O0 d# o0 \: P3 m7 ubetween all aircraft on runways and taxiways at airports with inadequate runway edge lines or holding position markings. CLEARANCE(See AIR TRAFFIC CLEARANCE.) CLEARANCE LIMIT- The fix, point, or location to which an aircraft is cleared when issued an air traffic 0 j2 r# {, S& z" [# pclearance. $ T8 \0 m1 Q6 `" }5 V(See ICAO term CLEARANCE LIMIT.) CLEARANCE LIMIT [ICAO]- The point of which & p* Q/ k X' ], i& [: t' r" F Tan aircraft is granted an air traffic control clearance. 5 m5 C0 b1 d& e4 {, L1 WCLEARANCE VOID IF NOT OFF BY (TIME)- * a" R4 T3 }) H, ?# aUsed by ATC to advise an aircraft that the departure clearance is automatically canceled if takeoff is not ! R/ p5 \4 E, X" k. y( ]6 kmade prior to a specified time. The pilot must obtain a new clearance or cancel his/her IFR flight plan if not off by the specified time. 1 R& V1 t6 P8 D% m9 x* l+ U2 O(See ICAO term CLEARANCE VOID TIME.) . {! B( }# U m# K% uCLEARANCE VOID TIME [IC AO]- A time # K% I0 U2 t# M' _" T+ Kspecified by an air traffic control unit at which a 0 q) \3 K3 k8 H( g6 i4 K( P* [. Iclearance ceases to be valid unless the aircraft concerned has already taken action to comply 1 H0 ~% L c7 t. ^$ T& g0 w" g# Otherewith. CLEARED APPROACH- ATC authorization for an : p7 E' x! s8 d+ b8 q7 Z( Oaircraft to execute any standard or special instrument + x- G7 x7 V3 r. Dapproach procedure for that airport. Normally, an 3 |5 e2 A; \7 F* Y0 caircraft will be cleared for a specific instrument 6 S0 Y m( j( ?( L# Kapproach procedure. 5 F( j9 Y x1 @ b+ R, I(See CLEARED (Type of) APPROACH.) (See INSTRUMENT APPROACH 6 G ^# a7 f/ M8 L$ }+ K2 \PROCEDURE.) 6 P* V7 t; P: d" n# ^(Refer to 14 CFR Part 91.) (Refer to AIM.) ) Y) ]& a2 l+ M3 U! D; F- XCLEARED (Type of) APPROACH- ATC authoriza‐ " o3 U+ n6 q& i0 K, W% O( y0 Vtion for an aircraft to execute a specific instrument 6 o! \! I$ m! H% i3 papproach procedure to an airport; e.g., “Cleared ILS Runway Three Six Approach.” 5 w+ H8 W% {: e7 z g; X7 \(See APPROACH CLEARANCE.) * m* P9 T% Y/ E! ~6 l$ Z(See INSTRUMENT APPROACH PROCEDURE.) (Refer to 14 CFR Part 91.) (Refer to AIM.) 8 |% R: T8 ]+ U7 @5 YCLEARED AS FILED- Means the aircraft is cleared to proceed in accordance with the route of flight filed # i2 P. [: Z _8 t \4 Z: Q+ }in the flight plan. This clearance does not include the / X9 G Q1 R! e2 l# |( w- Paltitude, DP, or DP Transition. (See REQUEST FULL ROUTE CLEARANCE.) (Refer to AIM.) & H4 k- G$ p, Y1 FCLEARED FOR TAKEOFF- ATC authorization for an aircraft to depart. It is predicated on known traffic and known physical airport conditions. CLEARED FOR THE OPTION- ATC authoriza‐ * T# o3 ?) F ]. V5 o' S% otion for an aircraft to make a touch‐and‐go, low " f5 _. `1 W. r* N4 Bapproach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally 6 e Q1 D4 H5 c: s% f0 u. q& gused in training so that an instructor can evaluate a 7 L' Y& x: e; f y6 Ostudent's performance under changing situations. (See OPTION APPROACH.) (Refer to AIM.) CLEARED THROUGH- ATC authorization for an 6 _- Y3 j# u( W& caircraft to make intermediate stops at specified / A4 a, h& ?3 E$ O" Fairports without refiling a flight plan while en route % V1 u+ z _1 v, Vto the clearance limit. CLEARED TO LAND- ATC authorization for an ) S7 U5 Q9 W: H, `4 i- Saircraft to land. It is predicated on known traffic and known physical airport conditions. & X0 F% Z5 ?2 lCLEARWAY- An area beyond the takeoff runway under the control of airport authorities within which 8 `& ~+ e3 o: L; oterrain or fixed obstacles may not extend above specified limits. These areas may be required for 7 d! E" j0 u5 U- k3 {, T% Bcertain turbine‐powered operations and the size and upward slope of the clearway will differ depending on & A/ f2 }7 |0 K, Fwhen the aircraft was certificated. (Refer to 14 CFR Part 1.) $ `, ~3 C6 s# f" ~, }+ o0 _CLIMB TO VFR- ATC authorization for an aircraft 4 J9 J2 u+ t9 N& }& m1 _to climb to VFR conditions within Class B, C, D, and 7 V! `# {# l, S2 `7 GE surface areas when the only weather limitation is restricted visibility. The aircraft must remain clear of clouds while climbing to VFR. (See SPECIAL VFR CONDITIONS.) (Refer to AIM.) CLIMBOUT- That portion of flight operation 3 @" N- Q6 Z7 U; v l, w; zbetween takeoff and the initial cruising altitude. $ Z% \$ b( V% Y/ c: UPilot/Controller Glossary 2/14/08 6 h- ]" h: C, v' a' jPCG C-4 ) w, w2 m/ Z0 k9 h/ E5 u; J& A. sCLOSE PARALLEL RUNWAYS- Two parallel # H8 y$ b! L! i8 T1 _- k! d) r3 Drunways whose extended centerlines are separated by ; {5 ~* ~; o9 y0 k C8 I- ^less than 4,300 feet, having a Precision Runway $ W+ ^/ n! S' N* X# hMonitoring (PRM) system that permits simultaneous 5 l4 N `$ y) N' Sindependent ILS approaches. CLOSED RUNWAY- A runway that is unusable for aircraft operations. Only the airport management/ 9 L, k1 W& P& Tmilitary operations office can close a runway. CLOSED TRAFFIC- Successive operations involv‐ % a, p! {% S! @ing takeoffs and landings or low approaches where + z d; [# E- _. d% {the aircraft does not exit the traffic pattern. 5 k8 P" r, z" z/ t6 |CLOUD- A cloud is a visible accumulation of . a+ Y7 A8 o/ c7 c0 Mminute water droplets and/or ice particles in the 2 p4 l" j! w/ G- w) watmosphere above the Earth's surface. Cloud differs 4 s! M6 P! k/ mfrom ground fog, fog, or ice fog only in that the latter & P4 A$ J' W' fare, by definition, in contact with the Earth's surface. CLT(See CALCULATED LANDING TIME.) CLUTTER- In radar operations, clutter refers to the & k0 e# B( s( Q+ ^3 R* x# sreception and visual display of radar returns caused by precipitation, chaff, terrain, numerous aircraft targets, or other phenomena. Such returns may limit or preclude ATC from providing services based on " a) W. O) V2 H$ g$ J* @radar. ( O# g( J9 @2 Q! c(See CHAFF.) & ^1 j* V/ r0 w0 n" t4 ^ n(See GROUND CLUTTER.) 8 v7 ]8 L3 u% P9 @(See PRECIPITATION.) 0 t) k* }2 W: a! y; o1 j, K, C/ w(See TARGET.) . `$ ]- K1 ~- J7 ^, ^" @(See ICAO term RADAR CLUTTER.) CMNPS(See CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE.) ) X" ?& f+ r& OCOASTAL FIX- A navigation aid or intersection where an aircraft transitions between the domestic route structure and the oceanic route structure. & ^3 n, i: Y% y# q6 HCODES- The number assigned to a particular multiple pulse reply signal transmitted by a 6 R1 Q' A4 G- q: i+ Ftransponder. (See DISCRETE CODE.) " i7 W1 E; [9 ^COMBINED CENTER‐RAPCON- An air traffic facility which combines the functions of an ARTCC * F9 }! f0 O, a9 a5 w- }and a radar approach control facility. " {$ @$ }. P& N, Y& Y9 x(See AIR ROUTE TRAFFIC CONTROL CENTER.) 7 X( W( |9 {: Q1 z) W(See RADAR APPROACH CONTROL + l* S8 F$ O; h. V) D7 HFACILITY.) 2 @3 z) a, U8 GCOMMON POINT- A significant point over which two or more aircraft will report passing or have reported passing before proceeding on the same or 5 u3 k- d( j* ~! p" q4 ydiverging tracks. To establish/maintain longitudinal * C& q& j3 E# b6 N% E& y8 kseparation, a controller may determine a common % a- c* M0 i. n) C' j. ]point not originally in the aircraft's flight plan and 9 x i2 Q* V% I# o. `" M# k* |then clear the aircraft to fly over the point. (See SIGNIFICANT POINT.) , c( J% V" y/ H+ Q$ k$ @COMMON PORTION(See COMMON ROUTE.) # K5 {8 {& {' |$ b* E: QCOMMON ROUTE- That segment of a North 4 `7 _( S% A$ q; j, ZAmerican Route between the inland navigation 4 V) K' {2 I, B# b5 ~0 kfacility and the coastal fix. OR COMMON ROUTE- Typically the portion of a RNAV STAR between the en route transition end point and the runway transition start point; however, the common route may only consist of a single point that joins the en route and runway transitions. COMMON TRAFFIC ADVISORY FREQUENCY (CTAF)- A frequency designed for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, 4 T4 u( O( U1 y3 Z/ k. JMulticom, FSS, or tower frequency and is identified in appropriate aeronautical publications. " k. i9 T8 w) h: j(Refer to AC 90‐42, Traffic Advisory Practices at : K _2 Y$ P- c) w, D z6 |6 C9 mAirports Without Operating Control Towers.) 0 `6 i( W2 ?5 ^% x( _/ dCOMPASS LOCATOR- A low power, low or 2 o# V; u0 g. t: t7 y+ }; smedium frequency (L/MF) radio beacon installed at 8 K4 G5 R" f1 n, u8 ythe site of the outer or middle marker of an instrument landing system (ILS). It can be used for navigation at distances of approximately 15 miles or as authorized }9 G" x: _5 rin the approach procedure. a. Outer Compass Locator (LOM)- A compass locator installed at the site of the outer marker of an & J% r$ A* }8 @instrument landing system. & z& o3 N2 H$ Y7 \/ Q% V- k$ G(See OUTER MARKER.) b. Middle Compass Locator (LMM)- A compass 7 t3 d& V4 D5 E \7 H6 n, _& i8 Xlocator installed at the site of the middle marker of an instrument landing system. ; |! b1 T: P" i, H4 K% w(See MIDDLE MARKER.) (See ICAO term LOCATOR.)

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COMPASS ROSE- A circle, graduated in degrees, # O1 q2 i, _1 S+ Kprinted on some charts or marked on the ground at an 8 [! m+ O/ C& z# z7 c4 Cairport. It is used as a reference to either true or magnetic direction. COMPLY WITH RESTRIC TIONS - An ATC 2 b6 D- m8 m$ ]$ r" pinstruction that requires an aircraft being vectored ! y8 j& {9 V/ j2 h5 \, APilot/Controller Glossary 2/14/08 PCG C-5 back onto an arrival or departure procedure to comply # d' P3 w, e% ]$ a: Y7 f/ swith all altitude and/or speed restrictions depicted on the procedure. This term may be used in lieu of 6 B& S) S6 M( i/ G* j- Y+ H6 @: ^+ Prepeating each remaining restriction that appears on the procedure. $ c9 n& y- t- d) H% j# f/ `COMPOSITE FLIGHT PLAN- A flight plan which . x6 u9 P+ @% jspecifies VFR operation for one portion of flight and " k! i) H3 n, j0 I7 Y, ?% h. |) ~1 tIFR for another portion. It is used primarily in military operations. 6 o6 r% k# v. P5 d7 ?' q(Refer to AIM.) + O6 V; y: n( p* w& Q3 m9 C' gCOMPOSITE ROUTE SYSTEM- An organized " Y1 s+ E7 j: G; Y5 aoceanic route structure, incorporating reduced lateral 0 A. E) ^( p0 J8 Kspacing between routes, in which composite 7 W8 Z# L' \& c8 p1 {* oseparation is authorized.