PilotController Glossary

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PilotController Glossary

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Pilot/Controller Glossary 7/31/08 PCG-1 1 ?1 H- v1 e" x8 ~' e2 EPILOT/CONTROLLER + x- v1 V X+ S8 wGLOSSARY 4 s; k0 h+ t0 b" UPURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic $ s# l/ U# w/ B- \Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose. \( n& T6 v r3 ^( sb. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM). 2 t# B/ D/ Z( j& S; ~# m- D$ Lc. This Glossary will be revised, as necessary, to maintain a common understanding of the system. ! s6 v: {# }6 @! VEXPLANATION OF CHANGES 3 o; n% x& k% d- A( P( pa. Terms Added: 2 D8 V' B- Y X1 J* uAUTOMATIC 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. . m$ L! m7 B& i7 ]Pilot/Controller Glossary 2/14/08 # d. g6 Q/ x- K# N- a% QPCG A-1 ) T+ ]* X! P3 {/ ^! ?A AAI(See ARRIVAL AIRCRAFT INTERVAL.) + u2 F- X2 E# f+ vAAR(See AIRPORT ARRIVAL RATE.) ABBREVIATED IFR FLIGHT PLANS- An authorization by ATC requiring pilots to submit only & w! q9 R9 q% `) ?6 jthat information needed for the purpose of ATC. It includes only a small portion of the usual IFR flight plan information. In certain instances, this may be ! I8 f- x5 p2 ^$ _; t$ ^only aircraft identification, location, and pilot ) Y/ C- f0 U0 L& C7 Drequest. Other information may be requested if 8 t* B3 @& D" b3 Fneeded by ATC for separation/control purposes. It is : n: R- y6 i7 K) G1 C4 u/ I6 o2 Ifrequently used by aircraft which are airborne and desire an instrument approach or by aircraft which are on the ground and desire a climb to VFR‐on‐top. 8 ^/ P7 y! q" W, [0 y5 T: e! m) F(See VFR‐ON‐TOP.) (Refer to AIM.) 4 o4 b- V7 V7 hABEAM- An aircraft is “abeam” a fix, point, or / m% r9 {( I8 U0 Q2 gobject 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 ; @! E# P" @ g, V1 Dprecise point. 2 u6 Y' n% ~! V+ c( y( qABORT- To term inate a preplanned aircraft - ]$ E: ?) j, y6 {' w/ S% [maneuver; e.g., an aborted takeoff. 8 g# F' ]# y7 q1 [ACC [ICAO]- ' w7 G: ^; M1 ^* O5 P( z' y+ o(See ICAO term AREA CONTROL CENTER.) 0 [8 K( G$ y# X) U) vACCELERATE‐STOP DISTANCE AVAILABLE- ) K7 S- [5 N6 i( {- nThe runway plus stopway length declared available ; }/ ?1 r0 B5 u$ D; ?3 iand suitable for the acceleration and deceleration of an airplane aborting a takeoff. ACCELERATE‐STOP DISTANCE AVAILABLE 0 j8 b9 U+ Z! `$ G1 Y* d[ICAO]- The length of the take‐off run available plus " R! y2 H* \1 d, X ?, Mthe length of the stopway if provided. ACDO(See AIR CARRIER DISTRICT OFFICE.) ) |1 Q: _3 n/ m3 j" u0 Y, Q# ^9 W' t# MACKNOWLEDGE- Let me know that you have received my message. (See ICAO term ACKNOWLEDGE.) ACKNOWLEDGE [ICAO]- Let me know that you . ~. F: G0 f( s0 c$ P8 Q! F. x% xhave received and understood this message. ; _) o8 p3 n2 G8 X& ?. _ACL(See AIRCRAFT LIST.) 1 W) d7 O) k" N' ?. y# uACLS(See AUTOMATIC CARRIER LANDING 1 v8 s6 u6 d6 i$ E fSYSTEM.) - Q7 m5 i8 y3 r+ W, qACLT(See ACTUAL CALCULATED LANDING TIME.) 2 G" o K: p. P5 r- D, i: c0 TACROBATIC FLIGHT- An intentional maneuver involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight. (See ICAO term ACROBATIC FLIGHT.) (Refer to 14 CFR Part 91.) 7 L" ?% ?4 E/ [ACROBATIC FLIGHT [ICAO]- Maneuvers inten‐ 3 X8 Y- m( Y% Z- J- d5 Vtionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an abnormal variation in speed. ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY 1 [1 `9 J5 [" C+ H- J' NRUNWAY.) ACTUAL CALCULATED LANDING TIME- ( X7 j) w/ g4 F; lACLT is a flight's frozen calculated landing time. An actual time determined at freeze calculated landing ! K# s/ m" s1 t% @ U! Ktime (FCLT) or meter list display interval (MLDI) for : K5 }! u0 S& X6 B# E1 f& F0 x$ x/ ^1 kthe adapted vertex for each arrival aircraft based upon 7 L- M3 e+ `+ L5 Irunway configuration, airport acceptance rate, airport arrival delay period, and other metered arrival - ]9 u J0 o2 [* I; {' jaircraft. This time is either the vertex time of arrival (VTA) of the aircraft or the tentative calculated landing time (TCLT)/ACLT of the previous aircraft plus the arrival aircraft interval (AAI), whichever is later. This time will not be updated in response to the aircraft's progress. t" O5 v( j K4 U) k2 ?1 [: `& S8 IACTUAL NAVIGATION PERFORMANCE (ANP)- (See REQUIRED NAVIGATION ) ]/ t+ f+ N7 r+ h% o! w6 T: ]PERFORMANCE.) ( o1 F, q% A' S k1 gADDITIONAL SERVICES- Advisory information provided by ATC which includes but is not limited to . R0 j# _, F0 r) I) X" ~the following: 0 X: W* \& _5 m. U7 c0 h" ha. Traffic advisories. / a0 }# L x ~! M# N7 {b. Vectors, when requested by the pilot, to assist aircraft receiving traffic advisories to avoid observed ' X% w |. z j4 x- n, Dtraffic. 7 r2 p/ {0 A t' v3 K. a# N' b& [Pilot/Controller Glossary 2/14/08 & K0 D+ O" U9 w& X0 ]5 _* oPCG A-2 c. Altitude deviation information of 300 feet or more from an assigned altitude as observed on a ( H8 ^# v. \( @ O8 |) L, xverified (reading correctly) automatic altitude readout (Mode C). - i4 ]* L, g# o/ C1 hd. Advisories that traffic is no longer a factor. e. Weather and chaff information. 1 F( w4 m& |) L: n6 V' h4 x9 mf. Weather assistance. 5 m' i: F3 c3 {4 xg. Bird activity information. h. Holding pattern surveillance. Additional ser‐ vices are provided to the extent possible contingent {+ {+ N* h4 u4 |: f" Vonly upon the controller's capability to fit them into the performance of higher priority duties and on the ; h# |6 m. l0 V& u+ U. j. \* A7 vbasis of limitations of the radar, volume of traffic, frequency congestion, and controller workload. The ; g( z3 h9 Z: zcontroller has complete discretion for determining if 4 c9 E7 j, S& c, S+ f; o2 k! [he/she is able to provide or continue to provide a + X5 q6 ?+ L g6 B1 V" z6 a$ Hservice in a particular case. The controller's reason 0 p3 U6 ~ s& m+ `not to provide or continue to provide a service in a particular case is not subject to question by the pilot and need not be made known to him/her. ! r9 M6 w( S0 B" M, o0 G& u9 S(See TRAFFIC ADVISORIES.) - j3 v; S6 R9 ](Refer to AIM.) # U( O; [+ d, U/ dADF(See AUTOMATIC DIRECTION FINDER.) ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) ; t# H( t) ?' a1 V" x3 }9 AADLY(See ARRIVAL DELAY.) ADMINISTRATOR- The Federal Aviation Admin‐ istrator or any person to whom he/she has delegated & Z8 N% H* k5 S3 ^. jhis/her authority in the matter concerned. ADR(See AIRPORT DEPARTURE RATE.) 0 k2 B, t5 q1 H V9 H- h- d( OADS [ICAO]- 7 j2 k2 u6 Q. l, P(See ICAO term AUTOMATIC DEPENDENT & ~- z- c N( A. D+ D) U1 LSURVEILLANCE.) + w) c' q6 d- c& M q" G: K* I1 OADS-B(See AUTOMATIC DEPENDENT / V2 z6 q; A. K- Z4 H# m! P) ~SURVEILLANCE-BROADCAST.) $ Q& ] T! E. RADS-C(See AUTOMATIC DEPENDENT 9 m2 k$ u$ y$ T* ySURVEILLANCE-CONTRACT.) ADVISE INTENTIONS- Tell me what you plan to ! K2 K5 o& T6 X0 R: udo. ADVISORY- Advice and information provided to assist pilots in the safe conduct of flight and aircraft movement. (See ADVISORY SERVICE.) o/ \ @5 ~; t& VADVISORY FREQUENCY- The appropriate fre‐ quency to be used for Airport Advisory Service. 8 H- K5 x) n7 o7 Q+ j(See LOCAL AIRPORT ADVISORY.) (See UNICOM.) (Refer to ADVISORY CIRCULAR NO. 90‐42.) (Refer to AIM.) * r9 d/ }" L. T% J3 U$ Z/ YADVISORY SERVICE- Advice and information provided by a facility to assist pilots in the safe 2 f+ `* ~/ q7 B6 b/ }5 lconduct of flight and aircraft movement. (See ADDITIONAL SERVICES.) (See EN ROUTE FLIGHT ADVISORY % Q+ ?8 t! A" M+ V& fSERVICE.) 6 U% u! j) Q) K, J5 g4 j- s(See LOCAL AIRPORT ADVISORY.) : R7 n Q! K; t6 s3 E$ z(See RADAR ADVISORY.) (See SAFETY ALERT.) (See TRAFFIC ADVISORIES.) (Refer to AIM.) # q( p) V( [: t3 p! x) Z$ t6 zAERIAL REFUELING- A procedure used by the # H, f) ^8 D, J3 ?0 L. `: T0 n# Dmilitary to transfer fuel from one aircraft to another 1 ^ t4 u* h& T: J$ F# gduring flight. 1 y9 Q, g" P3 o, V3 @(Refer to VFR/IFR Wall Planning Charts.) ; k4 A0 ?* h- D Y$ c, M0 IAERODROME- A defined area on land or water , D) q+ k0 @$ U, A/ R(including any buildings, installations and equip‐ ment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft. 9 G5 A$ U0 y1 `3 Y( ^ LAERODROME BEACON [ICAO]- Aeronautical beacon used to indicate the location of an aerodrome from the air. % T& W1 {) G- s' w% N' G, QAERODROME CONTROL SERVICE [ICAO]- Air ; T d5 J% q9 o% ]+ R6 I: Ktraffic control service for aerodrome traffic. AERODROME CONTROL TOWER [ICAO]- A unit established to provide air traffic control service + z8 Y6 h7 O: G" ?% J( Y$ Eto aerodrome traffic. & ?: R* d' A: |8 a3 K+ fAERODROME ELEVATION [ICAO]- The eleva‐ * j# v+ E$ c) T5 n: c- ^tion of the highest point of the landing area. ! q* ^7 j; d# _* \, N; n* o+ nAERODROME TRAFFIC CIRCUIT [ICAO]- The 9 y+ C8 f% G/ [9 b9 P- S+ ispecified path to be flown by aircraft operating in the vicinity of an aerodrome. AERONAUTICAL BEACON- A visual NAVAID # P! J* j9 i0 x2 `& M1 ]) F# Pdisplaying flashes of white and/or colored light to indicate the location of an airport, a heliport, a 7 g0 Z6 s5 K; h! ~/ h4 e ~5 YPilot/Controller Glossary 2/14/08 PCG A-3 6 V, b" `" N( \landmark, a certain point of a Federal airway in 4 U; X7 G/ p4 k3 ~- z+ I+ Nmountainous terrain, or an obstruction. 8 J1 v+ [3 t m# R7 f5 Q& D! [% s(See AIRPORT ROTATING BEACON.) 9 A; h# Q% }$ U* T" U/ k2 ](Refer to AIM.) " a1 Z, }: z2 s3 D& s5 ~( z' m; LAERONAUTICAL CHART- A map used in air $ N5 Z% P+ k1 S4 X( g: vnavigation containing all or part of the following: topographic features, hazards and obstructions, navigation aids, navigation routes, designated airspace, and airports. Commonly used aeronautical charts are: # O6 B( X ?: H* i F7 n: u2 U- N3 Ia. Sectional Aeronautical Charts (1:500,000)- 5 A) d; X. V! O3 `; ?+ s% jDesigned for visual navigation of slow or medium * X9 V1 |" |* L. l; i+ ^speed aircraft. Topographic information on these charts features the portrayal of relief and a judicious selection of visual check points for VFR flight. ( \6 b- ?% G0 |9 k5 U, i: BAeronautical information includes visual and radio 6 Y, D+ T) V; v/ }8 Z0 Eaids to navigation, airports, controlled airspace, restricted areas, obstructions, and related data. % r1 _ g7 E2 @/ ]9 |' Zb. VFR Terminal Area Charts (1:250,000)- Depict Class B airspace which provides for the ' Z _3 M: ] z2 s6 a; X4 Econtrol or segregation of all the aircraft within Class B airspace. The chart depicts topographic informa‐ , e: ~* s5 f% V4 l6 X- u/ K xtion and aeronautical information which includes - u) C, v: y) O% G1 ?7 l0 Tvisual and radio aids to navigation, airports, ! O2 j( U) `+ o$ [! Icontrolled airspace, restricted areas, obstructions, - x$ L0 ~" R- }' I; w$ G$ }and related data. c. World Aeronautical Charts (WAC) (1:1,000,000)- Provide a standard series of aeronau‐ ; p4 X0 ?1 a7 e% W; q! h8 b7 etical charts covering land areas of the world at a size and scale convenient for navigation by moderate speed aircraft. Topographic information includes 3 @7 i, D& G- E' [6 Q3 vcities and towns, principal roads, railroads, distinc‐ : i1 K- T @; ^( }& ?tive landmarks, drainage, and relief. Aeronautical 0 p4 e6 p% K4 kinform ation includes visual and radio aids to " z8 ]+ W9 J$ @* X! m# o. f0 G$ inavigation, airports, airways, restricted areas, & e8 m# a0 C3 f% k8 L# mobstructions, and other pertinent data. X2 h; N t; N3 b, nd. En Route Low Altitude Charts- Provide aeronautical information for en route instrument $ |$ X! L& w! h- P1 E$ ^navigation (IF R) in the low altitude stratum. ) i$ M) u! ~0 K9 c& Z8 ]( gInformation includes the portrayal of airways, limits : P2 ~/ ^, `$ j( }of controlled airspace, position identification and # L2 T4 E7 r2 M$ c! Wfrequencies of radio aids, selected airports, minimum en route and minimum obstruction clearance 2 `9 D* t4 T9 O2 t% y* \+ c4 daltitudes, airway distances, reporting points, re‐ 4 }* m, N1 O: C: cstricted areas, and related data. Area charts, which are 4 R) j' w# F& R8 ~" C' ]a part of this series, furnish terminal data at a larger & W5 N5 W& @' o6 C, K6 q+ w3 _scale in congested areas. 7 J/ b% F& j! V6 S3 ie. En Route High Altitude Charts- Provide 6 ~ Z( f% R3 R; |3 vaeronautical information for en route instrument ' R# e8 e# M. C& Anavigation (IFR) in the high altitude stratum. & l! w$ C I: W. N, MInformation includes the portrayal of jet routes, ' {1 e, k$ _6 w# aidentification and frequencies of radio aids, selected + c5 h" e6 k5 J/ }airports, distances, time zones, special use airspace, and related information. f. Instrument Approach Procedures (IAP) Charts- Portray the aeronautical data which is required to execute an instrument approach to an airport. These / ? z4 D0 L2 r6 {; K) O" ]charts depict the procedures, including all related ( z& w1 s" z9 {: ddata, and the airport diagram. Each procedure is 4 V3 O5 l X) L$ s$ \designated 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 9 [& y0 |. p+ a( C7 ^approach guidance. ! c4 T0 ~- @' Q+ E3 Hg. Instrument Departure Procedure (DP) Charts- / Y m% ~% b/ D( J9 xDesigned to expedite clearance delivery and to facilitate transition between takeoff and en route ! o3 L: S x, w- w9 h. i% G$ Foperations. Each DP is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location. 6 @: s! M* f' Sh. Standard Terminal Arrival (STAR) Charts- Designed to expedite air traffic control arrival % d) K3 f7 p' ?9 [, T1 @procedures and to facilitate transition between en route 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 a given geographical location. 1 ?7 Q3 w4 j. J6 U6 |2 v3 O$ Di. Airport Taxi Charts- Designed to expedite the 1 w+ v( d4 C! v7 U% n' y; j+ {6 Y+ kefficient and safe flow of ground traffic at an airport. : L0 f8 T2 E/ u- U MThese charts are identified by the official airport name; e.g., Ronald Reagan Washington National Airport. + D+ T8 {9 M. e% O$ ~7 v(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, specifically designated to meet the requirements of air navigation. AERONAUTICAL INFORMATION MANUAL (AIM)- A primary FAA publication whose purpose 9 Z, j( O2 ^# w( `is to instruct airmen about operating in the National Airspace System of the U.S. It provides basic flight ! U! C* q$ h! Z; b" W8 m, binformation, ATC Procedures and general instruc‐ , Z/ Q0 Y* v& E0 a' htional information concerning health, medical facts, factors affecting flight safety, accident and hazard 1 @' R1 S& ?6 o3 Hreporting, and types of aeronautical charts and their use. AERONAUTICAL INFORMATION PUBLICA‐ TION (AIP) [ICAO]- A publication issued by or with 2/14/08 # x& O6 R' w' D* n' c4 ^9 tPCG A-4 ) E$ ^1 T, O. i5 x4 hthe authority of a State and containing aeronautical information of a lasting character essential to air navigation. 0 [& }8 |; @; T# f' TA/FD(See AIRPORT/FACILITY DIRECTORY.) AFFIRMATIVE- Yes. AFIS(See AUTOMATIC FLIGHT INFORMATION 1 O8 i! b4 P3 A9 E& W2 v$ XSERVICE - ALASKA FSSs ONLY.) 5 d4 ~8 \/ H% ^6 CAFP(See AIRSPACE FLOW PROGRAM.) / S& F( y( h2 v& ^7 J# S+ l% CAIM(See AERONAUTICAL INFORMATION MANUAL.) % ] C6 S: O1 s* i1 [$ n3 ~AIP [ICAO]- 3 D: R4 k& Q( S( G8 U; x# Z(See ICAO term AERONAUTICAL INFORMATION PUBLICATION.) AIR CARRIER DISTRICT OFFICE- An FAA field office serving an assigned geographical area, staffed with Flight Standards personnel serving the aviation industry and the general public on matters related to - n3 u2 {% x" q/ S4 Xthe certification and operation of scheduled air carriers and other large aircraft operations. ; C; X, M8 f3 FAIR DEFENSE EMERGENCY- A military emer‐ gency condition declared by a designated authority. This condition exists when an attack upon the . I4 e( T: O' C; b b0 p* Scontinental U.S., Alaska, Canada, or U.S. installa‐ ' }- m3 F% q+ i4 xtions in Greenland by hostile aircraft or missiles is * M" F7 u1 n; n vconsidered probable, is imminent, or is taking place. / {$ ?/ N8 L4 b8 g1 b(Refer to AIM.) AIR DEFENSE IDENTIFICATION ZONE (ADIZ)- The area of airspace over land or water, extending upward from the surface, within which the ready : ]% j- @+ {0 r' Q+ aidentification, the location, and the control of aircraft are required in the interest of national security. I7 h# Q8 K- \0 ja. Domestic Air Defense Identification Zone. An " y1 z5 d7 Z" n! B, H2 X: P0 BADIZ within the United States along an international # l8 i, ]5 \/ k. pboundary of the United States. 2 q% V. X1 C6 N- I+ Gb. Coastal Air Defense Identification Zone. An 8 x4 N+ U3 F4 h5 R7 t, C2 FADIZ over the coastal waters of the United States. c. Distant Early Warning Identification Zone (DEWIZ). An ADIZ over the coastal waters of the State of Alaska. ( ~7 Y3 F) T- q1 ld. Land-Based Air Defense Identification Zone. * v3 r6 R3 g7 F# O" n. cAn ADIZ over U.S. metropolitan areas, which is / ]* `3 I6 t9 L" u* D: Mactivated and deactivated as needed, with dimen‐ 0 b3 e+ o/ c( l) ksions, activation dates and other relevant information , `1 N s- y2 U! R. `* cdisseminated via NOTAM. Note:ADIZ locations and operating and flight plan requirements for civil aircraft operations are speci‐ 7 U$ H# ?) D+ h+ [4 G7 G% Ified in 14 CFR Part 99. # \/ y7 O" Q+ S5 T7 B(Refer to AIM.) - T$ f! i+ o1 g* ?& vAIR NAVIGATION FACILITY- Any facility used in, available for use in, or designed for use in, aid of 9 ~$ u* t" x* R2 o6 h1 Lair navigation, including landing areas, lights, any apparatus or equipment for disseminating weather information, for signaling, for radio‐directional ) P) O$ c+ F7 wfinding, or for radio or other electrical communica‐ # P, x+ G$ Z5 C; b% j% ]; |tion, and any other structure or mechanism having a similar purpose for guiding or controlling flight in the * o* u& j/ a5 \+ Y2 s2 Hair or the landing and takeoff of aircraft. (See NAVIGATIONAL AID.) 1 G5 r+ Z0 j, `& L& v, _7 |AIR ROUTE SURVEILLANCE RADAR- Air route traffic control center (ARTCC) radar used primarily 9 ]% q5 e- C6 ?7 K, z* lto detect and display an aircraft's position while en * E, H1 h+ e1 p2 G% ~+ Nroute between terminal areas. The ARSR enables controllers to provide radar air traffic control service when aircraft are within the ARSR coverage. In some instances, ARSR may enable an ARTCC to provide 7 {7 K8 t4 e1 |6 _1 [9 Pterminal radar services similar to but usually more 5 M& T$ L1 C4 k0 ]* B6 y9 c2 tlimited than those provided by a radar approach control. AIR ROUTE TRAFFIC CONTROL CENTER- A 7 q# T& V1 i. f$ C: ?$ B8 `" Mfacility established to provide air traffic control service to aircraft operating on IFR flight plans ( e+ M$ f0 u( i& h: n/ kwithin controlled airspace and principally during the en route phase of flight. When equipment capabilities 3 i) y2 ~( z3 j) T) q6 q; Rand controller workload permit, certain advisory/as‐ ' {4 ^! f$ \ X! e7 f6 xsistance services may be provided to VFR aircraft. (See EN ROUTE AIR TRAFFIC CONTROL # c c* ~+ b# B" |% pSERVICES.) (Refer to AIM.) # S0 s d3 P( c* dAIR TAXI- Used to describe a helicopter/VTOL aircraft movement conducted above the surface but - P7 ]# d7 U6 h1 U) c0 u' J7 `normally not above 100 feet AGL. The aircraft may 2 j$ e/ I& j9 n9 ?proceed either via hover taxi or flight at speeds more ! b2 B6 |: d7 D2 {" n$ ]; Zthan 20 knots. The pilot is solely responsible for selecting a safe airspeed/altitude for the operation 1 m& H2 m9 j! [4 x" Xbeing conducted. ( Q6 x6 p) s7 Y! s+ F- _8 e+ R8 o(See HOVER TAXI.) (Refer to AIM.) ! L# \% G0 l1 [: f z6 G% T, hPilot/Controller Glossary 7/31/08 : A U1 D+ o5 ?/ o( RPilot/Controller Glossary 2/14/08 # B% z/ J( k0 n4 w6 H- iPCG A-5 8 e9 l( g2 G0 h( aAIR TRAFFIC- Aircraft operating in the air or on an " X- j5 g* D/ ]" [, {! q" qairport surface, exclusive of loading ramps and parking areas. (See ICAO term AIR TRAFFIC.) AIR TRAFFIC [ICAO]- All aircraft in flight or operating on the maneuvering area of an aerodrome. : X# p, R; k$ I' M, |AIR TRAFFIC CLEARANCE- An authorization by / x/ n8 D) g6 \ N! N- sair traffic control for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified traffic conditions within , d# Y4 y7 q6 j$ h: ~controlled airspace. The pilot‐in‐command of an aircraft may not deviate from the provisions of a 8 M; C" S; `0 nvisual flight rules (VFR) or instrument flight rules 7 X N* E9 A; L2 K" p7 |(IFR) air traffic clearance except in an emergency or - t F0 ^0 r5 ^2 N% w: x7 Iunless an amended clearance has been obtained. 0 C5 Q, O' P# K3 \Additionally, the pilot may request a different clearance from that which has been issued by air " g D* ^) L3 P, z4 O; ?" Z! rtraffic control (ATC) if information available to the ' O/ I& t2 I3 n6 H3 U4 }pilot makes another course of action more practicable or if aircraft equipment limitations or company 9 i+ |# R3 F4 ^6 C8 hprocedures forbid compliance with the clearance issued. Pilots may also request clarification or amendment, as appropriate, any time a clearance is not fully understood, or considered unacceptable because of safety of flight. Controllers should, in 7 U6 I9 d$ N6 V1 [6 @: h: X+ msuch instances and to the extent of operational practicality and safety, honor the pilot's request. 9 z) C, v- M! p. s* S2 `14 CFR Part 91.3(a) states: “The pilot in command 7 G$ m! O h2 Mof an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.” & S+ Z7 q" B; ]& D4 xTHE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot's opinion, would place the aircraft in jeopardy. 1 G+ r' T' c4 y! e5 D. p' b, w5 Y(See ATC INSTRUCTIONS.) + Z% D' i+ e& ]3 Y0 L, U(See ICAO term AIR TRAFFIC CONTROL CLEARANCE.) 7 `% x; y( i0 K. IAIR TRAFFIC CONTROL- A service operated by appropriate authority to promote the safe, orderly and 9 _6 Q+ {' G: rexpeditious flow of air traffic. 4 p* [ `" x* p! ?6 |" ?6 c6 R) E(See ICAO term AIR TRAFFIC CONTROL : m) i8 t# n. c- F& ?! `SERVICE.) AIR TRAFFIC CONTROL CLEARANCE [ICAO]- Authorization for an aircraft to proceed under & b# K7 D9 ~5 {/ m9 nconditions specified by an air traffic control unit. Note 1:For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts. 9 w) J! L) C! qNote 2:The abbreviated term clearance may be 2 O! t. Y/ z) r _9 `' {7 g- r7 z4 M: oprefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular $ p# G! R0 R* u5 E3 Aportion of flight to which the air traffic control clear‐ 6 W$ y, E- L) | \, x lance relates. AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) AIR TRAFFIC CONTROL SERVICE [ICAO]- A service provided for the purpose of: ' Y( L5 }: ~$ ]- M4 d4 q0 S8 x* sa. reventing collisions: 1. Between aircraft; and 2. On the maneuvering area between aircraft and obstructions. 8 t6 ^4 \% H* G. S/ \) q, Jb. Expediting and maintaining an orderly flow of 7 Q9 D7 A. m5 j6 T# a- L) X+ ^ Nair traffic. , g2 ]5 a* N2 D" }: h% wAIR TRAFFIC CONTROL SPECIALIST- A person authorized to provide air traffic control service. (See AIR TRAFFIC CONTROL.) (See FLIGHT SERVICE STATION.) (See ICAO term CONTROLLER.) AIR 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, 1 k* ]! K: }5 Yproducing a safe, orderly, and expeditious flow of 7 }) g/ r; n, m9 X: c; W! Ttraffic while minimizing delays. The following functions are located at the ATCSCC: 3 l _9 l% M: Pa. Central Altitude Reservation Function (CARF). Responsible for coordinating, planning, 1 y& k( y7 H$ t0 M9 w! J$ uand approving special user requirements under the Altitude Reservation (ALTRV) concept. - x; P6 d# g K/ b* V3 m(See ALTITUDE RESERVATION.) b. Airport Reservation Office (ARO). Responsible for approving IFR flights at designated 0 D8 ~9 Z; \ X+ i! E8 Thigh density traffic airports (John F. Kennedy, + p" u. |) ^; XLaGuardia, and Ronald Reagan Washington , E5 {5 a& F$ a8 p3 I7 E( w4 YNational) during specified hours. - X0 ~0 X8 Y, d$ e(Refer to 14 CFR Part 93.) 6 a* N9 a- X* g3 E; F: `9 G(Refer to AIRPORT/FACILITY DIRECTORY.) 7/31/08 Pilot/Controller Glossary . v+ L" S# h& f5 @: I6 y0 H5 F2/14/08 PCG A-6 c. U.S. Notice to Airmen (NOTAM) Office. Responsible for collecting, maintaining, and distrib‐ U0 y4 V* Y9 o5 e% zuting NOTAMs for the U.S. civilian and military, as well as international aviation communities. 9 r) W6 w5 }9 T, s(See NOTICE TO AIRMEN.) d. Weather Unit. Monitor all aspects of weather : g, m: I m0 ^. I; x" Pfor the U.S. that might affect aviation including cloud 1 s2 A: Z# I% G$ |9 mcover, visibility, winds, precipitation, thunderstorms, ' P @& a) m- g0 B# o" @icing, turbulence, and more. Provide forecasts based on observations and on discussions with meteorolo‐ gists from various National Weather Service offices, FAA facilities, airlines, and private weather services. $ N2 L2 ]; n% V( U/ j3 C3 x* u$ ZAIR TRAFFIC SERVICE- A generic term meaning: 4 P( d" S% d; Za. Flight Information Service. b. Alerting Service. 6 {" A; F9 [; j$ u8 |9 _) ac. Air Traffic Advisory Service. d. Air Traffic Control Service: 1. Area Control Service, 2. Approach Control Service, or 2 E7 m& a2 A( F6 u+ Q+ k3. Airport Control Service.

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AIR TRAFFIC SERVICE (ATS) ROUTES - The 8 w" N2 F2 F6 [3 rterm “ATS Route” is a generic term that includes , M& _( F9 _, l& a* z, d& n8 y“VOR Federal airways,” “colored Federal airways,” * w3 ?- [( ~. R“jet routes,” and “RNAV routes.” The term “ATS 7 |% H. Q; Y( wroute” does not replace these more familiar route 8 v3 o, ?) ]4 M* G- ]names, but serves only as an overall title when listing the types of routes that comprise the United States route structure. ' e! }; x2 c2 u7 C+ {AIRBORNE DELAY- Amount of delay to be encountered in airborne holding. 9 S3 Q, b9 l& @4 b! {9 gAIRCRAFT- Device(s) that are used or intended to + E8 ^3 G# ?, o3 wbe used for flight in the air, and when used in air traffic 9 p7 {& p! v- w9 k) d( J4 O* e, ?control terminology, may include the flight crew. 0 [8 w* L& l9 N) K: Q(See ICAO term AIRCRAFT.) AIRCRAFT [ICAO]- Any machine that can derive support 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 \8 ]/ [) y5 S: f0 Y6 y4 Mgrouping of aircraft based on a speed of 1.3 times the * v8 A6 p! @! |2 n) cstall speed in the landing configuration at maximum gross landing weight. An aircraft must fit in only one ( Z0 o4 B, S9 F/ U) tcategory. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a + W- d3 z! n0 i5 R& y# Jcategory, the minimums for the category for that speed must be used. For example, an aircraft which falls in Category A, but is circling to land at a speed in excess of 91 knots, must use the approach CategoryB minimums when circling to land. The ( l( c6 m/ Y( t+ w! c. O* Qcategories are as follows: a. Category A- Speed less than 91 knots. ( Y; x( r7 A+ `& V% L4 C: Q" xb. Category B- Speed 91 knots or more but less 8 Z- \/ n+ R5 z! ?" H; v- Mthan 121 knots. 0 Y' ^5 n9 ?+ l9 cc. Category C- Speed 121 knots or more but less 6 p* @" v5 b; B' l5 O9 xthan 141 knots. d. Category D- Speed 141 knots or more but less 8 z" a- s- ]9 y% v- ], _than 166 knots. 2 f0 g: \& k* ?e. Category E- Speed 166 knots or more. (Refer to 14 CFR Part 97.) 0 s2 D/ w' M' l: q7 v5 C4 CAIRCRAFT CLASSES- For the purposes of Wake ' r2 i' e9 s! i# V8 `! E) M9 E, O& kTurbulence Separation Minima, ATC classifies 0 s) s1 V k) faircraft as Heavy, Large, and Small as follows: a. Heavy- Aircraft capable of takeoff weights of . h0 s8 v& T9 A& ]" w* ]" Pmore than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight. b. Large- Aircraft of more than 41,000 pounds, / m1 r; Y) a% g( Nmaximum certificated takeoff weight, up to 255,000 4 r! t4 d1 l. v Opounds. 8 Y5 ]/ [ F' ac. Small- Aircraft of 41,000 pounds or less maximum certificated takeoff weight. 5 W/ A. m8 H. _. k% D- N a! G6 `(Refer to AIM.) - ?3 w0 M& x6 E9 z6 U8 A3 [AIRCRAFT CONFLICT- Predicted conflict, within URET, 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 3 e/ ?6 X3 a) z" [7 s' uless. A Yellow alert is used when the predicted 1 Z: V5 y" V3 Kminimum separation is between 5 and approximately 12 nautical miles. A Blue alert is used for conflicts $ I l# `# _3 ` d$ {, V. Ibetween an aircraft and predefined airspace. 1 H# j/ {$ A* U2 y6 {" p(See USER REQUEST EVALUATION TOOL.) AIRCRAFT LIST (ACL)- A view available with URET that lists aircraft currently in or predicted to be in 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.) " H7 z, f& k! z9 X. [AIRCRAFT SURGE LAUNCH AND RECOVERY- Procedures used at USAF bases to : n9 X* q; {) A! O8 n1 Tprovide increased launch and recovery rates in instrument flight rules conditions. ASLAR is based / t! d. f9 O* B" Aon: Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-7 ; ]; x i0 S: J1 Ca. Reduced separation between aircraft which is based on time or distance. Standard arrival separation applies between participants including multiple ( n k6 S/ _6 Y" T( p0 ?flights 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 , p3 G# E( n- {predetermined airspeed. The DRAG point is the reference point at which MARSA applies as expanding elements effect separation within a flight & x* `9 m3 p, For between subsequent participating flights. ' j) S) q% u3 b, s# ]+ Mb. ASLAR procedures shall be covered in a Letter $ o$ F4 K d1 ^7 U7 r: c3 Dof Agreement between the responsible USAF 8 I7 Z+ {/ w/ W3 \# N, smilitary ATC facility and the concerned Federal 0 P( w9 G m8 J+ B& sAviation Administration facility. Initial Approach ( t2 [$ F5 C; j: F* u' DFix spacing requirements are normally addressed as ' M, v4 I4 Q* \6 M6 Ua minimum. ) z$ m( ?. ]. U2 h. u# \AIRMEN'S METEOROLOGICAL INFORMATION(See AIRMET.) AIRMET- In‐flight weather advisories issued only 5 k) d: f; q2 t) N/ Qto amend the area forecast concerning weather 9 g+ \' ]& t0 a& S, f6 O, I) ophenomena which are of operational interest to all / D3 k1 Q/ @( x* qaircraft and potentially hazardous to aircraft having ; L! ^9 C; T7 m) J+ ]5 Flimited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by SIGMETs or Convective SIGMETs. AIRMETs ; a' |8 g. H8 j% r8 ucover moderate icing, moderate turbulence, sustained . ^5 P" M# B; G6 n1 k1 C I9 Bwinds of 30 knots or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility less than 3 miles, and extensive mountain 3 X" [9 b& ~2 K* d3 h8 Q) qobscurement. 6 ^, _# ^* y! f. M; U(See AWW.) 7 j( N' i5 \( V: W) W; O) W(See CONVECTIVE SIGMET.) (See CWA.) # e6 ]0 T) b; w% ]. X(See SIGMET.) % O4 N% z* B+ x. X) u' ](Refer to AIM.) AIRPORT- An area on land or water that is used or 9 E- Y/ Q% M; L$ X/ Jintended to be used for the landing and takeoff of aircraft and includes its buildings and facilities, if any. AIRPORT ADVISORY AREA- The area within ten miles of an airport without a control tower or where : {% l" E7 Z# y* w. N: P+ \the tower is not in operation, and on which a Flight / ~% T Z( S' ^$ ZService Station is located. (See LOCAL AIRPORT ADVISORY.) (Refer to AIM.) 9 y% K0 j0 D5 f# S, |AIRPORT ARRIVAL RATE (AAR)- A dynamic input parameter specifying the number of arriving 5 ?( D5 z: b5 A, s$ T: daircraft which an airport or airspace can accept from 0 B+ f7 _9 Q) e' r0 q. |; x( Xthe ARTCC per hour. The AAR is used to calculate the desired interval between successive arrival 0 ]( \: W1 Z3 ^, N. }$ ?aircraft. AIRPORT DEPARTURE RATE (ADR)- A dynamic ! g& {( D6 e. Cparameter specifying the number of aircraft which can depart an airport and the airspace can accept per 3 T; ] t6 F0 H' | Y/ b0 phour.

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AIRPORT ELEVATION- The highest point of an 9 k( B, J2 ?* S! J; [1 v; F( dairport's usable runways measured in feet from mean sea level. ! S" c9 Y- P% i(See TOUCHDOWN ZONE ELEVATION.) 2 K2 f4 S" J4 x/ l" G) h. I5 b( k: E(See ICAO term AERODROME ELEVATION.) : x9 s$ A( Y/ U* O" F; P* k6 u. }AIRPORT/FACILITY DIRECTORY- A publication / j! C& e6 k, X- p) N+ o" gdesigned primarily as a pilot's operational manual + O% G7 R) R1 ]' G, zcontaining all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, and certain special notices and 9 C6 `) u) J# wprocedures. This publication is issued in seven 2 R# m0 I1 x2 M8 k3 Yvolumes according to geographical area. AIRPORT LIGHTING- Various lighting aids that 7 p# [1 _% H: v" W% b* }1 Rmay be installed on an airport. Types of airport lighting include: a. Approach Light System (ALS)- An airport , Q9 l9 g) v' Q2 u. B; Mlighting facility which provides visual guidance to landing aircraft by radiating light beam s in a 6 C( `. ?& e$ J7 \directional pattern by which the pilot aligns the . y! m1 @7 b# r+ C8 o0 [" E/ Gaircraft with the extended centerline of the runway on his/her final approach for landing. Condenser‐ 4 O' R! A$ I. iDischarge Sequential Flashing Lights/Sequenced Flashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light 3 |" O) l' L% H& f' G, |( M- c: Q8 R/ kSystems are: - I2 F) B/ D. N1. ALSF‐1- Approach Light System with 2 ^9 r- W9 O6 [# A; r5 E& L% j mSequenced Flashing Lights in ILS Cat‐I configura‐ ( D* C' O; {$ a Ftion. 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 weather conditions permit. 3. SSALF- Simplified Short Approach Light % R; j5 }; ^ `% D( K! k# Y( ESystem with Sequenced Flashing Lights. 4. SSALR- Simplified Short Approach Light ) m" V2 D# ^3 @( n1 H( oSystem with Runway Alignment Indicator Lights. 5. MALSF- Medium Intensity Approach Light 5 W; V L5 A% KSystem with Sequenced Flashing Lights. `/ x0 J( q3 a/ T" h7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-8 , s+ ^8 z j8 T6. MALSR- Medium Intensity Approach Light ' w! e! E+ G+ u: W" ?System with Runway Alignment Indicator Lights. 6 M. {' ?. j8 e3 E6 v7. LDIN- Lead‐in‐light system- Consists of one or more series of flashing lights installed at or near ground level that provides positive visual ( @5 ?" X4 N! n- I1 }guidance along an approach path, either curving or 8 W8 D) ~, @4 h' a4 sstraight, where special problems exist with hazardous % K4 L" D) N. vterrain, obstructions, or noise abatement procedures. 5 H* w# U. a0 ]0 n8. RAIL- Runway Alignment Indicator Lights- # {2 J8 A5 l" O, T0 Y$ _2 a. wSequenced Flashing Lights which are installed only in combination with other light systems. ; G5 D& y+ K6 k3 _! l5 h9 Q9. ODALS- Omnidirectional Approach Light‐ # q4 G. C/ q! c2 y2 Uing System consists of seven omnidirectional ) N# ^- j' t6 k8 x1 Xflashing lights located in the approach area of a 1 T. e* L# u; m1 L( G8 ~nonprecision runway. Five lights are located on the 9 c1 t" A S# h3 crunway centerline extended with the first light located 300 feet from the threshold and extending at equal intervals up to 1,500 feet from the threshold. 6 Z8 `- W' P& E9 v+ n* }9 DThe other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet " y! `: i+ A7 Q- Yfrom the runway edge, or 75 feet from the runway * c' c+ z, v0 f6 [# G' ^edge when installed on a runway equipped with a VASI. % q' u7 K8 w% Z2 c(Refer to FAAO JO 6850.2, VISUAL GUIDANCE LIGHTING SYSTEMS.) 0 K, d, c6 ^6 ~" J& j* Rb. Runway Lights/Runway Edge Lights- Lights having a prescribed angle of emission used to define & ]$ e# o4 i* C3 }+ I: q0 |the lateral limits of a runway. Runway lights are " I% ]$ \! {; U9 z' s" Iuniformly spaced at intervals of approximately 200 feet, and the intensity may be controlled or preset. 7 w; U5 S. ?* z5 l9 Oc. Touchdown Zone Lighting- Two rows of ) w% k7 c* c# D$ n9 }2 `1 Ltransverse light bars located symmetrically about the 6 M5 Z0 ^4 u8 n4 I! d1 w3 d6 N! y0 `runway centerline normally at 100 foot intervals. The 6 N! P7 G5 f( B1 qbasic system extends 3,000 feet along the runway. d. Runway Centerline Lighting- Flush centerline lights spaced at 50‐foot intervals beginning 75 feet , ?, ~# F+ M& kfrom the landing threshold and extending to within 75 3 T' \! Z/ [3 F6 c( Pfeet of the opposite end of the runway. e. Threshold Lights- Fixed green lights arranged symmetrically left and right of the runway centerline, , L- J3 J- |/ N5 b5 |identifying the runway threshold. . x- E$ ~! K" q+ ?5 Pf. Runway End Identifier Lights (REIL)- Two 2 H. K5 ^ R4 I, y! @ ssynchronized flashing lights, one on each side of the ( f* M% `2 q! ^. l9 N$ l# n0 rrunway threshold, which provide rapid and positive 6 G! ]3 P5 b9 s X* xidentification of the approach end of a particular runway. g. Visual Approach Slope Indicator (VASI)- An 2 ]0 H, \% d0 R- H0 Y5 W4 v" sairport lighting facility providing vertical visual approach slope guidance to aircraft during approach 4 M) E2 X. {: q+ u( s1 o- Z9 ?to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he/she is “on path” if he/she : t. b8 |& C) M' d! ]7 usees red/white, “above path” if white/white, and * c% [( a6 m+ x5 ~2 \“below path” if red/red. Some airports serving large 6 k& } R: v- @! h( Z/ Z9 eaircraft have three‐bar VASIs which provide two visual glide paths to the same runway. : O; G+ D* L/ Y+ J+ Dh. recision Approach Path Indicator (PAPI)- An * j+ J1 u' |* a$ ^5 y" K; g" dairport lighting facility, similar to VASI, providing ) R' s3 i1 Z, w2 w# r% Kvertical approach slope guidance to aircraft during approach to landing. PAPIs consist of a single row of v" _# s" y- v& s1 e; M2 A8 ^( heither 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 5 o g6 e3 t9 }: x) y6 H6 D9 Pnight. PAPIs radiate a directional pattern of high 8 }* a5 b2 t: |, f. \intensity red and white focused light beams which + K3 G6 L! {6 ?& findicate that the pilot is “on path” if the pilot sees an - r" b# }* S( w8 A* _5 Yequal number of white lights and red lights, with white to the left of the red; “above path” if the pilot sees more white than red lights; and “below path” if + `3 Y' @7 ?3 {0 P9 Qthe pilot sees more red than white lights. i. Boundary Lights- Lights defining the perimeter of an airport or landing area. (Refer to AIM.) AIRPORT MARKING AIDS- Markings used on runway and taxiway surfaces to identify a specific runway, a runway threshold, a centerline, a hold line, etc. A runway should be marked in accordance with ! r; i1 [6 _; J+ n9 pits present usage such as: # D/ n4 t/ B% o1 H! F7 M& @a. Visual. 9 Z; X! x" A8 u2 E9 b2 D i/ Ab. Nonprecision instrument. c. recision instrument. (Refer to AIM.) AIR PORT REFERENCE POINT (ARP)- The approximate geometric center of all usable runway 0 U8 K1 d+ w8 Y. _7 O @0 csurfaces. AIRPORT RESERVATION OFFICE- Office re‐ / U( C, a( s$ G# d9 hsponsible for monitoring the operation of the high density 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, 3 K1 l2 _- @& x- Salternating white and green flashes indicate the 3 s/ _1 | p blocation of the airport. At military airports, the 9 a1 ^! K2 h) c" E; ~beacons flash alternately white and green, but are Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 ; D6 g% i! M [# X6 a5 HPCG A-9 / a% g* V' E f7 Tdifferentiated from civil beacons by dualpeaked (two quick) white flashes between the green flashes. (See INSTRUMENT FLIGHT RULES.) 2 V& R7 t+ z3 X- F; X# S(See SPECIAL VFR OPERATIONS.) ) Y6 c) G( L& A6 Z9 F" @1 K- w(See ICAO term AERODROME BEACON.) ! F+ F* s' G! O) Q" ^/ A6 o(Refer to AIM.) AIRPORT STREAM FILTER (ASF)- An on/off / P! f; p9 S8 V5 [6 Rfilter that allows the conflict notification function to ( L7 K- q7 y3 m7 v. sbe inhibited for arrival streams into single or multiple # B8 M! `! Y& ~- B+ vairports to prevent nuisance alerts. AIRPORT SURFACE DETECTION EQUIPMENT (ASDE)- Surveillance equipment specifically de‐ signed to detect aircraft, vehicular traffic, and other . ?- j0 ?' D% y) j9 G A lobjects, on the surface of an airport, and to present the 0 B2 J" |% p- G- x' f$ a# ximage on a tower display. Used to augment visual observation by tower personnel of aircraft and/or vehicular movements on runways and taxiways. ) x% w. ?+ b \1 A. z+ H8 JThere 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 Movement Radar and multilateration. Data from ) E# ~% z" o& V8 ~5 U+ O2 I1 s4 ]these two sources are fused and presented on a digital display. / W( ^" I) x3 C. p1 F% ^c. ASDE-3X- an ASDE-X system that uses the , O( Q7 ?5 O& H- L/ |* _' aASDE-3 Surface Movement Radar. ! P, i. T; a. k- y6 {0 Q5 vAIRPORT SURVEILLANCE RADAR- Approach 5 d* {3 Q4 {! l% V, Fcontrol radar used to detect and display an aircraft's + j: x7 A% `' _$ U1 }2 g1 u/ v1 qposition in the terminal area. ASR provides range and 8 g+ [9 R% R0 f: q1 Kazimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles. AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) ( z/ o. V* ^# a. e0 _8 NAIRPORT TRAFFIC CONTROL SERVICE- A , y- H7 d& \: Bservice provided by a control tower for aircraft ! }$ M5 i. p, e/ J ^operating on the movement area and in the vicinity of an airport. (See MOVEMENT AREA.) ! W5 @9 `* |3 w+ C(See TOWER.) & G7 H5 c* ~. G(See ICAO term AERODROME CONTROL + `% u5 ~- b+ R; cSERVICE.) AIRPORT TRAFFIC CONTROL TOWER(See TOWER.) AIRSPACE CONFLICT- Predicted conflict of an W w3 j I; F) N- k! Jaircraft and active Special Activity Airspace (SAA). - x0 S, o7 F& o; U: o! d, FAIRSPACE FLOW PROGRAM (AFP)- AFP is a Traffic Management (TM) process administered by - {: s4 o. |4 ~+ O9 tthe Air Traffic Control System Command Center (ATCSCC) where aircraft are assigned an Expect , c, @4 E4 r7 l, Z& JDeparture Clearance Time (EDCT) in order to manage capacity and demand for a specific area of the National Airspace System (NAS). The purpose of the 4 G& G3 }. H: @! w9 D1 K' [program is to mitigate the effects of en route constraints. It is a flexible program and may be implemented in various forms depending upon the needs of the air traffic system. AIRSPACE HIERARCHY- Within the airspace ' e; u2 U$ U, cclasses, there is a hierarchy and, in the event of an 4 D" h( M7 e8 xoverlap of airspace: Class A preempts Class B, Class B preempts Class C, Class C preempts Class D, Class D preempts Class E, and Class E preempts Class G. ) j1 y& o5 j; O# \AIRSPEED- The speed of an aircraft relative to its surrounding air mass. The unqualified term / H W- @/ N" b, z4 ?“airspeed” means one of the following: ; X! {, d' e) A# v% g! ua. Indicated Airspeed- The speed shown on the aircraft airspeed indicator. This is the speed used in pilot/controller communications under the general term “airspeed.” (Refer to 14 CFR Part 1.) ( j: `; [$ q2 @3 I# t- U" wb. True Airspeed- The airspeed of an aircraft relative to undisturbed air. Used primarily in flight planning and en route portion of flight. When used in ' p- |7 h/ i& @: l- R! u( spilot/controller communications, it is referred to as + ^5 S% W$ j3 s0 y/ a“true airspeed” and not shortened to “airspeed.” + [$ H8 E7 `5 A+ IAIRSTART- The starting of an aircraft engine while the aircraft is airborne, preceded by engine shutdown : h, g1 C2 W6 r ]9 P x+ n( mduring training flights or by actual engine failure. $ E; K" }" X: f/ V5 [AIRWAY- A Class E airspace area established in the 1 y8 v0 r: K3 {8 aform of a corridor, the centerline of which is defined 1 G4 d/ @ a* H9 wby radio navigational aids. - x6 J6 f ]+ N# T(See FEDERAL AIRWAYS.) , x0 f& a( ~% L2 H# c(See ICAO term AIRWAY.) (Refer to 14 CFR Part 71.) 2 _1 b8 x0 K# r" O+ v(Refer to AIM.) + X8 I& }6 Q4 b+ L; d0 U( WAIRWAY [ICAO]- A control area or portion thereof " r& L' g. _3 restablished in the form of corridor equipped with radio navigational aids. % w% g* q) h+ `2 }AIRWAY BEACON- Used to mark airway segments in remote mountain areas. The light flashes Morse : x8 W( B/ n9 G4 QCode to identify the beacon site. (Refer to AIM.) - L& O2 z& d1 q' m9 R" IAIT(See AUTOMATED INFORMATION TRANSFER.) 7/31/08 Pilot/Controller Glossary % F0 Q, Z2 u* D$ k3 u2/14/08 0 I- B9 b+ U c. @) SPCG A-10 % ^( Y2 J' |0 N& U3 SALERFA (Alert Phase) [ICAO]- A situation wherein apprehension exists as to the safety of an aircraft and its occupants. ALERT- A notification to a position that there is an aircraft‐to‐aircraft or aircraft‐to‐airspace conflict, as detected by Automated Problem - k, Q5 _& n: f: ]* I, FDetection (APD). , M: d# a3 V* v& s& N8 [; A( r& tALERT AREA(See SPECIAL USE AIRSPACE.) ALERT NOTICE- A request originated by a flight 9 `$ q4 H- K. g# y! v0 pservice station (FSS) or an air route traffic control center (ARTCC) for an extensive communication ' X7 }* m9 R9 l/ Y6 J! ysearch for overdue, unreported, or missing aircraft. , H! r$ l# A6 w$ C* m" dALERTING SERVICE- A service provided to notify ' f9 C9 F& Q% K u2 k3 {1 Y/ Sappropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required. 3 h, [; D6 ]' w* q1 uALNOT(See ALERT NOTICE.) ALONG-TRACK DISTANCE (ATD)- The distance measured from a point‐in‐space by systems using ( U1 j* X7 a4 m( m4 h6 n4 xarea navigation reference capabilities that are not 2 c) S$ w. ` Nsubject to slant range errors. + Z z5 e7 g% S' z/ J6 GALPHANUMERIC DISPLAY- Letters and numer‐ als used to show identification, altitude, beacon code, 3 N. J3 O; Y$ y" k' ^& Kand other information concerning a target on a radar # k6 ?7 j& R* }* ]) Bdisplay. (See AUTOMATED RADAR TERMINAL SYSTEMS.)

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ALTERNATE AERODROME [ICAO]- An aero‐ 6 r6 E3 n( Z. d% Q6 zdrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Note:The aerodrome from which a flight departs $ Y% h2 B6 e& h' D u* B( Z kmay also be an en‐route or a destination alternate aerodrome for the flight. " Q/ c1 ^& ]% |- \, y( u, ?/ BALTERNATE AIRPORT- An airport at which an aircraft may land if a landing at the intended airport , Z( Z, z3 ~& u" i) p: z1 _- nbecomes inadvisable. + ]5 L w0 q H, B(See ICAO term ALTERNATE AERODROME.) ALTIMETER SETTING- The barometric pressure 1 g; T, z) b* ]/ e. Mreading used to adjust a pressure altimeter for 7 N/ j# d& ^6 c1 h% j2 u5 a4 i |variations in existing atmospheric pressure or to the 8 Q) V% j3 r2 x. s3 B& C# z- Sstandard altimeter setting (29.92). 4 Q" l X$ d5 C3 I0 {(Refer to 14 CFR Part 91.) (Refer to AIM.) " f \% \ j+ m. ?/ nALTITUDE- The height of a level, point, or object measured in feet Above Ground Level (AGL) or from ' p) k( Y; x' \1 b Z/ NMean Sea Level (MSL). (See FLIGHT LEVEL.) ; } U$ ?1 w' O- _" r1 La. MSL Altitude- Altitude expressed in feet n+ {. Z: c% k; J. j: c+ kmeasured from mean sea level. ( ?/ A$ d$ Z" T) K! _* o% ~4 P( fb. AGL Altitude- Altitude expressed in feet ( v l$ J/ J" w- N' I$ C1 qmeasured above ground level. c. Indicated Altitude- The altitude as shown by an 6 O! T; s0 Q) X+ p) Q4 oaltimeter. On a pressure or barometric altimeter it is altitude as shown uncorrected for instrument error and uncompensated for variation from standard atmospheric conditions. ! r; c$ M8 c0 U(See ICAO term ALTITUDE.) ALTITUDE [ICAO]- The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL). ALTITUDE READOUT- An aircraft's altitude, transmitted via the Mode C transponder feature, that 0 {# \2 }& k" l; R, ais visually displayed in 100‐foot increments on a ( L; x" `2 {9 B. \radar scope having readout capability. & u; F: L' V% W( ^! ~0 E(See ALPHANUMERIC DISPLAY.) . Y" A1 a1 N! Q% R(See AUTOMATED RADAR TERMINAL ' D! \% X2 ~7 ySYSTEMS.) (Refer to AIM.) ALTITUDE RESERVATION- Airspace utilization under prescribed conditions normally employed for # {3 ^6 o( K, \the mass movement of aircraft or other special user , x; V4 B) ~6 v2 Z3 V: `requirem ents which cannot otherwise be ' b2 E9 V+ c* Qaccomplished. ALTRVs are approved by the ; }0 h! f4 L1 u0 pappropriate FAA facility. ( s% Z6 }: D8 B9 G3 }(See AIR TRAFFIC CONTROL SYSTEM & @7 f. `) {( O' [COMMAND CENTER.) ALTITUDE RESTRICTION- An altitude or alti‐ 0 W1 N! w6 M# Z5 Gtudes, stated in the order flown, which are to be " T4 M6 |& W' }4 v! |6 _/ Ymaintained until reaching a specific point or time. " U2 [! K M! i5 RAltitude restrictions may be issued by ATC due to traffic, terrain, or other airspace considerations. 8 l# i+ U( c" {$ x/ `7 }ALTITUDE RESTRICTIONS ARE CANCELED- Adherence to previously imposed altitude restric‐ tions is no longer required during a climb or descent. 5 h7 |# t8 }) ]5 a# m: oALTRV(See ALTITUDE RESERVATION.) . z) n3 g2 ~* _' ~" a* AAMVER(See AUTOMATED MUTUAL‐ASSISTANCE 2 x$ D9 C- q& q2 r0 O& D; MVESSEL RESCUE SYSTEM.) APB(See AUTOMATED PROBLEM DETECTION * }: U- w: S" G0 `, nBOUNDARY.) j6 m" N7 O$ ^% ?0 |' p* q5 ]Pilot/Controller Glossary 7/31/08 5 g2 j+ [9 P3 hPilot/Controller Glossary 2/14/08 PCG A-11 APD(See AUTOMATED PROBLEM DETECTION.) APDIA(See AUTOMATED PROBLEM DETECTION ! t- o- k# d7 V" W7 w3 a$ f4 |INHIBITED AREA.) # Y+ b8 O. j2 A( @APPROACH CLEARANCE- Authorization by 4 |/ I0 U4 h4 {. _% JATC for a pilot to conduct an instrument approach. The type of instrument approach for which a clearance and other pertinent information is provided in the approach clearance when required. ; N' ]; \2 Q. @7 ~9 }) Z. `7 V(See CLEARED APPROACH.) + ^- \4 F R3 P! I(See INSTRUMENT APPROACH PROCEDURE.) (Refer to AIM.) (Refer to 14 CFR Part 91.) APPROACH CONTROL FACILITY- A terminal 9 V* S( l0 G. ?' W8 k- OATC facility that provides approach control service in a terminal area. (See APPROACH CONTROL SERVICE.) (See RADAR APPROACH CONTROL 3 N* \1 L1 Q8 ]6 {% LFACILITY.) APPROACH CONTROL SERVICE- Air traffic control service provided by an approach control facility for arriving and departing VFR/IFR aircraft 1 v9 e7 h6 \2 O' \and, on occasion, en route aircraft. At some airports & g2 o( F+ `# ~9 R2 Wnot served by an approach control facility, the 6 V% B0 V6 W- O3 |3 X7 jARTCC provides limited approach control service. 2 _, c- m; t8 M$ A(See ICAO term APPROACH CONTROL SERVICE.) : m) ]- _# Q: U z7 v/ \# w2 J- @ t(Refer to AIM.) " T7 q1 O4 r! Z# X5 sAPPROACH CONTROL SERVICE [ICAO]- Air traffic control service for arriving or departing controlled flights. 5 i g! W5 D: ?9 I( QAPPROACH GATE- An imaginary point used - e: z$ Z# N U6 j- w7 Rwithin ATC as a basis for vectoring aircraft to the final approach course. The gate will be established 0 y9 Q3 S7 X1 T& jalong the final approach course 1 mile from the final 9 R1 A0 |4 ?1 e. zapproach fix on the side away from the airport and ) N# j D+ y7 \. P0 J1 ]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 * f% Z0 n# M: w# ~6 W/ `. Wapproach clearance. (See LANDING SEQUENCE.) (See ICAO term APPROACH SEQUENCE.) 7 |7 K% q$ f) ]2 H2 B% K2 MAPPROACH SEQUENCE [ICAO]- The order in ( Y- r$ Y5 y3 P$ G M I2 twhich two or more aircraft are cleared to approach to land at the aerodrome. APPROACH SPEED- The recommended speed / q) g1 X$ T$ _0 m5 lcontained in aircraft manuals used by pilots when making an approach to landing. This speed will vary $ ?. u0 n/ _3 Qfor different segments of an approach as well as for 1 a2 ?: ^1 s; F/ `! X+ vaircraft weight and configuration. APPROPRIATE ATS AUTHORITY [ICAO]- The relevant authority designated by the State responsible # U5 S! g1 ~: W1 `4 dfor providing air traffic services in the airspace * ?+ U) b1 T( t8 n8 e7 u) hconcerned. In the United States, the “appropriate ATS " f" ~* v5 S, N$ Y( z4 O4 yauthority” is the Program Director for Air Traffic 1 A' i4 f+ U2 R" F/ G3 \+ E! ~6 s. RPlanning and Procedures, ATP‐1. ( C, e8 ?6 j- F: U4 ^; Z+ TAPPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant authority is the State of Registry. + ]; w* y& z0 F0 J* ab. Regarding flight over other than the high seas: + E8 M- I% V _* J+ {$ `' y2 Uthe relevant authority is the State having sovereignty 9 v) I* u1 Z. pover the territory being overflown. 7 ~; O; B4 R. u2 d: t2 DAPPROPRIATE OBSTACLE CLEARANCE MINIMUM ALTITUDE- Any of the following: ! q0 P, {( g0 D! r/ P(See MINIMUM EN ROUTE IFR ALTITUDE.) , d$ h, ?+ U3 F8 N9 B8 _(See MINIMUM IFR ALTITUDE.) 7 L! \/ |9 \! g2 G' T' H9 P+ {(See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) 4 K* p3 u: c- k+ kAPPROPRIATE TERRAIN CLEARANCE MINIMUM ALTITUDE- Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) 1 f, _7 s2 s! Z( n+ G: F(See MINIMUM IFR ALTITUDE.) 5 h4 e! W4 ^# Q7 K7 x(See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) APRON- A defined area on an airport or heliport 8 l. v1 M0 ?) t5 ^; kintended to accommodate aircraft for purposes of ( o8 `3 Q+ l& W0 L9 v$ y, dloading or unloading passengers or cargo, refueling, ; _/ X0 i9 {8 E+ j/ k# F# S& tparking, or maintenance. With regard to seaplanes, a ramp is used for access to the apron from the water. (See ICAO term APRON.) APRON [IC AO]- A defined area, on a land aerodrome, intended to accommodate aircraft for 6 ^4 k. h7 H& Q- opurposes of loading or unloading passengers, mail or cargo, refueling, parking or maintenance. ARC- The track over the ground of an aircraft flying at a constant distance from a navigational aid by * ?: q6 J' a/ Ireference to distance measuring equipment (DME). ( q- m5 |/ f8 Y4 z; `7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-12 AREA CONTROL CENTER [ICAO]- An air traffic 7 ]5 G9 @5 p2 N; t; ?' `% ~0 Dcontrol facility primarily responsible for ATC services being provided IFR aircraft during the en route phase of flight. The U.S. equivalent facility is an air route traffic control center (ARTCC). AREA NAVIGATION- Area Navigation (RNAV) provides enhanced navigational capability to the Z1 h; G! j# g3 Npilot. RNAV equipment can compute the airplane position, actual track and ground speed and then provide meaningful information relative to a route of flight selected by the pilot. Typical equipment will provide the pilot with distance, time, bearing and crosstrack error relative to the selected “TO” or “active” waypoint and the selected route. Several distinctly different navigational systems with - W2 P& d8 M" P7 `different navigational performance characteristics ' K" S/ J% ~1 e5 J1 a9 ~" W" O2 y6 @are capable of providing area navigational functions. Present day RNAV includes INS, LORAN, VOR/ DME, and GPS systems. Modern multi‐sensor 8 p2 f/ }$ {5 }- ^, r% L/ ?( |( tsystems can integrate one or more of the above systems to provide a more accurate and reliable & B6 p* d$ k/ h! vnavigational system. Due to the different levels of 6 l+ G0 [% r) w: x" \) {( kperformance, area navigational capabilities can satisfy different levels of required navigational performance (RNP). The major types of equipment are: 8 r+ h; V* x. ea. VORTAC referenced or Course Line Computer 1 y: A s+ a% L% @) ]; q' h2 x2 G(CLC) systems, which account for the greatest / n: }# x+ q4 \ s$ h7 m; J* Fnumber of RNAV units in use. To function, the CLC must be within the service range of a VORTAC. b. OMEGA/VLF, although two separate systems, + \: G! v; p( _7 n! t' p; fcan be considered as one operationally. A long‐range ; h5 V$ n- C! S" Nnavigation system based upon Very Low Frequency radio signals transmitted from a total of 17 stations 2 X: L( \! t; ?& s8 l2 e0 i7 C7 @# Gworldwide. c. Inertial (INS) systems, which are totally + i- x x4 t# P9 e3 h, vself‐contained and require no information from ; y. X5 h$ F9 yexternal references. They provide aircraft position and navigation information in response to signals resulting from inertial effects on components within the system. d. MLS Area Navigation (MLS/RNAV), which * z4 L! M) B# R* O9 m8 Pprovides area navigation with reference to an MLS 4 ~ g5 E) z( V6 @% Q, b1 c1 ^ground facility. e. LORAN‐C is a long‐range radio navigation system that uses ground waves transmitted at low frequency to provide user position information at 7 k) ?0 f( w$ N# E f; `9 Pranges of up to 600 to 1,200 nautical miles at both en + `5 r6 l" b D' K% t, y" _route and approach altitudes. The usable signal coverage areas are determined by the signal‐to‐noise 2 K; O3 x( r y9 A; y1 i. q* y: nratio, the envelope‐to‐cycle difference, and the + R/ O, R3 r$ X: bgeometric relationship between the positions of the user and the transmitting stations. , ^* d% v/ O4 N- m+ | ?" Bf. GPS is a space‐base radio positioning, - K% N6 Z; {7 u/ v' M4 Qnavigation, and time‐transfer system. The system + \% O7 P. y" \* h1 Iprovides highly accurate position and velocity information, and precise time, on a continuous global basis, to an unlimited number of properly equipped 0 z# t) H ~6 G3 j u n3 Q( susers. The system is unaffected by weather, and provides a worldwide common grid reference system. (See ICAO term AREA NAVIGATION.) ( v+ u7 P8 m: |! a u9 D5 K! n9 YAREA NAVIGATION [IC AO]- A method of : u$ T! y8 D5 }; T( F8 O* znavigation which permits aircraft operation on any desired flight path within the coverage of station‐ referenced navigation aids or within the limits of the capability of self‐contained aids, or a combination of # y o9 k) U2 B5 ?; z0 Vthese. AREA NAVIGATION (RNAV) APPROACH CONFIGURATION: $ @: z5 B3 Z$ i! t) j, d' A% r/ Ca. STANDARD T- An RNAV approach whose $ Y5 M0 B) G, `) adesign allows direct flight to any one of three initial approach fixes (IAF) and eliminates the need for procedure turns. The standard design is to align the procedure on the extended centerline with the missed approach point (MAP) at the runway threshold, the % C- _1 x- m! H+ t" G( H! I6 Dfinal approach fix (FAF), and the initial approach/ & @0 G5 m7 ?- N tintermediate fix (IAF/IF). The other two IAFs will be established perpendicular to the IF. b. MODIFIED T- An RNAV approach design for single or multiple runways where terrain or . ~ Q# F- s$ B: R/ d' Q6 P% ^operational constraints do not allow for the standard T. The “T” may be modified by increasing or ) y ?3 [, j/ f8 V8 N" ydecreasing the angle from the corner IAF(s) to the IF 3 k" N" |9 z) a2 m$ W" ]" ?$ \8 Ior by eliminating one or both corner IAFs. c. STANDARD I- An RNAV approach design for 7 n* n$ y. c; M% ?/ L: ~a single runway with both corner IAFs eliminated. 9 s* \" R# ]! g3 NCourse reversal or radar vectoring may be required at busy terminals with multiple runways. 6 F$ c w! Y, k2 id. TERMINAL ARRIVAL AREA (TAA)- The 1 Z# A& P) n3 a4 k6 h$ b: FTAA is controlled airspace established in conjunction with the Standard or Modified T and I RNAV 9 n5 W5 F) H6 ]1 W7 Japproach configurations. In the standard TAA, there are three areas: straight‐in, left base, and right base. # D E/ P/ R! B/ e9 kThe arc boundaries of the three areas of the TAA are published portions of the approach and allow aircraft to transition from the en route structure direct to the % c% G1 N" K, j" znearest IAF. TAAs will also eliminate or reduce 5 F3 {2 G f1 h; H: cPilot/Controller Glossary 7/31/08 . |$ M# ]6 a9 I# R. S+ lPilot/Controller Glossary 2/14/08 # `5 t& {6 @6 C9 [' L; I1 a3 h [PCG A-13 % m/ B# `3 z4 \2 dfeeder routes, departure extensions, and procedure 5 R2 P" X& a, ~turns or course reversal. 1. STRAIGHT‐IN AREA- A 30NM arc centered on the IF bounded by a straight line 7 u- g% z# ^7 t. Bextending through the IF perpendicular to the intermediate course. 0 r! i9 M n9 q9 T: E2. LEFT BASE AREA- A 30NM arc centered 8 T7 r7 W' E( d! n1 d8 c2 C$ kon the right corner IAF. The area shares a boundary with the straight‐in area except that it extends out for & V5 a1 @% A$ f/ \: w0 R/ F30NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc. 6 D. }9 t% e! u& W3. RIGHT BASE AREA- A 30NM arc centered 0 {0 q4 k" ?0 eon the left corner IAF. The area shares a boundary ) t$ M V7 g' Swith the straight‐in area except that it extends out for 30NM from the IAF and is bounded on the other side - ~, w, N, |6 Z+ _2 e0 |0 ?by a line extending from the IF through the FAF to the 0 B( }8 ]0 M6 w7 karc. 1 U# ~' V" f% ~2 j kARINC- An acronym for Aeronautical Radio, Inc., 0 u/ z# V" j$ z, Za corporation largely owned by a group of airlines. $ i# ?3 t4 t7 V) B5 Y2 `% t7 S4 yARINC is licensed by the FCC as an aeronautical % H) L @, D4 f4 y( tstation and contracted by the FAA to provide 5 C7 B) c* j7 s1 V& Hcommunications support for air traffic control and : P" w# |$ w/ Z, Y. K7 C# F' o' xmeteorological services in portions of international airspace. ARMY AVIATION FLIGHT INFORMATION BULLETIN- A bulletin that provides air operation + ?, }0 o' }& a- c/ m. r3 Fdata covering Army, National Guard, and Army # U9 Y& t/ J7 V$ Q) hReserve aviation activities. * k3 l1 S$ |% \4 ]ARO(See AIRPORT RESERVATION OFFICE.) ARRESTING SYSTEM- A safety device consisting 7 W1 C0 b( `: ~1 A& n* I$ ?of two major components, namely, engaging or catching devices and energy absorption devices for 3 ]3 q4 b- S g7 t, a0 z6 lthe purpose of arresting both tailhook and/or nontailhook‐equipped aircraft. It is used to prevent aircraft from overrunning runways when the aircraft cannot be stopped after landing or during aborted 5 c" X( u- P( M# J! E$ Q' itakeoff. Arresting systems have various names; e.g., arresting gear, hook device, wire barrier cable. ( s& S7 _# e. G9 T( ]) \(See ABORT.) * _6 q; j% J' {(Refer to AIM.)

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ARRIVAL AIRCRAFT INTERVAL- An internally Z8 l/ r2 G i9 Ggenerated program in hundredths of minutes based upon the AAR. AAI is the desired optimum interval ' E: G1 {; P( y% Dbetween successive arrival aircraft over the vertex. ARRIVAL CENTER- The ARTCC having jurisdic‐ ! x" P6 Y, c4 v5 M! r8 Z# e$ Ition for the impacted airport. ARRIVAL DELAY- A parameter which specifies a 2 k& l+ n5 Y4 j' @/ m5 f4 s5 \period of time in which no aircraft will be metered for arrival at the specified airport. - r x! E; v. j- `6 z9 T2 TARRIVAL SECTOR- An operational control sector 6 Q0 |, t, B6 f+ I+ T2 Tcontaining one or more meter fixes. . ^8 o2 w$ N! y: `" \/ D d" A6 `) ^ARRIVAL SECTOR ADVIS ORY LIS T- An 4 P0 Y: Z: |( i. C& C/ h( tordered list of data on arrivals displayed at the PVD/MDM of the sector which controls the meter ) f5 _7 A, w' o- w) ^fix. ARRIVAL SEQUENCING PROGRAM- The auto‐ mated program designed to assist in sequencing aircraft destined for the same airport. ( c, p8 l1 V" @ s; h- e" @1 Q3 FARRIVAL TIME- The time an aircraft touches down : y5 m, z8 F1 y- n$ R3 Uon arrival. ARSR(See AIR ROUTE SURVEILLANCE RADAR.) ARTCC(See AIR ROUTE TRAFFIC CONTROL CENTER.) " h" q3 J& v }6 Y0 u: PARTS(See AUTOMATED RADAR TERMINAL 7 f3 Z+ z0 ?5 Y" R: x. [SYSTEMS.) ASDA(See ACCELERATE‐STOP DISTANCE AVAILABLE.) % D, u2 x% C& i% ~ASDA [ICAO]- (See ICAO Term ACCELERATE‐STOP + k, I% l$ \5 p* u' T" \DISTANCE AVAILABLE.) ASDE(See AIRPORT SURFACE DETECTION EQUIPMENT.) 9 C0 E: i/ [9 B! q9 n/ xASF(See AIRPORT STREAM FILTER.) 5 z7 F) F# U+ J; R; b& PASLAR(See AIRCRAFT SURGE LAUNCH AND RECOVERY.) . M/ G( f R+ |$ y, ^; pASP(See ARRIVAL SEQUENCING PROGRAM.) 3 u/ Y3 E" U* M$ ~2 F& AASR(See AIRPORT SURVEILLANCE RADAR.) ( C( A7 `4 E& |+ i, |5 m+ m* K5 l. pASR APPROACH(See SURVEILLANCE APPROACH.) 7/31/08 Pilot/Controller Glossary 2/14/08 3 v. K' A( g: {, ~PCG A-14 ASSOCIATED- A radar target displaying a data block with flight identification and altitude # V4 ~; ^+ u% \2 z% ]% I b- Xinformation. (See UNASSOCIATED.) - D9 {& c0 ~% d6 e+ }- Y3 ?& T% a, cATC(See AIR TRAFFIC CONTROL.) 0 o% Q6 ?+ \ I$ [2 WATC ADVISES- Used to prefix a message of 4 k2 S) D3 l5 W) ^3 Rnoncontrol information when it is relayed to an + w( @" _7 w# O+ B1 D7 faircraft by other than an air traffic controller. (See ADVISORY.) ATC ASSIGNED AIRSPACE- Airspace of defined vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between 8 `0 b, Y" F0 o3 D: ~the specified activities being conducted within the assigned airspace and other IFR air traffic. ) E. T' z4 z0 p* V(See SPECIAL USE AIRSPACE.) 9 @9 L7 g& Q' W; v$ W6 @ATC 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 traffic controller. ATC INSTRUCTIONS- Directives issued by air " X( Q# Y8 F: l8 Q, j9 U) Wtraffic control for the purpose of requiring a pilot to take specific actions; e.g., “Turn left heading two five zero,” “Go around,” “Clear the runway.” (Refer to 14 CFR Part 91.) 2 k" t1 e0 B" t3 C/ i9 ^6 ?ATC PREFERRED ROUTE NOTIFICATION- ( }- r- k; o8 K! ~/ k0 Y1 J& kURET notification to the appropriate controller of the ( e6 S1 C" G6 W/ J$ vneed to determine if an ATC preferred route needs to be applied, based on destination airport. (See ROUTE ACTION NOTIFICATION.) " O* b$ d* Z% e8 U(See USER REQUEST EVALUATION TOOL.) % V0 q+ }8 t- A1 J/ o8 @- gATC PREFERRED ROUTES- Preferred routes that 0 B8 C: z) V3 O |3 H! r |are not automatically applied by Host. 9 S0 {" m$ [2 u: L$ V$ i5 Q6 XATC REQUESTS- Used to prefix an ATC request when it is relayed to an aircraft by other than an air - g" ?( C: A w# w* u2 K% etraffic controller. ATCAA(See ATC ASSIGNED AIRSPACE.) ATCRBS(See RADAR.) ATCSCC(See AIR TRAFFIC CONTROL SYSTEM ( @+ u: f* Z& j8 A1 SCOMMAND CENTER.) 1 N1 U% ?8 ^5 }! U6 x) _2 C# RATCT(See TOWER.) ATD(See ALONG-TRACK DISTANCE.) 3 ~% y8 o( \, v3 k& n# ~) F, Y2 gATIS(See AUTOMATIC TERMINAL INFORMATION SERVICE.) ATIS [ICAO]- (See ICAO Term AUTOMATIC TERMINAL / m. I) X4 t+ g4 r$ N9 u+ FINFORMATION SERVICE.) ! ~' D3 q/ Y2 x' `. ^ATS ROUTE [ICAO]- A specified route designed for channelling the flow of traffic as necessary for the 0 s; b7 n$ R6 vprovision of air traffic services. ! j, z9 V) k& z- d$ s/ H0 TNote:The term “ATS Route” is used to mean vari‐ ously, airway, advisory route, controlled or 4 G' v6 h/ P y4 F$ M4 nuncontrolled route, arrival or departure, etc. AUTOLAND APPROACH- An autoland approach 1 `) G0 C o ?% Q) f4 J$ Qis a precision instrument approach to touchdown and, in some cases, through the landing rollout. An autoland approach is performed by the aircraft 1 \1 L6 i5 U0 y$ @/ L& Oautopilot which is receiving position information and/or steering commands from onboard navigation equipment. 8 K }8 f3 z0 ]& W; tNote:Autoland and coupled approaches are flown . g' ?8 t/ r; win VFR and IFR. It is common for carriers to require 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.) AUTOMATED INFORMATION TRANSFER- A precoordinated process, specifically defined in : u4 |" A0 X4 k% D0 lfacility directives, during which a transfer of altitude 2 B( j! I; s8 Z* v3 _control and/or radar identification is accomplished without verbal coordination between controllers using information communicated in a full data block. AUTOMATED MUTUAL‐ASSISTANCE VESSEL & b2 t( r% H# a* j7 B0 H" |/ K$ W. sRESCUE SYSTEM- A facility which can deliver, in $ z- W2 O$ k5 G8 Oa matter of minutes, a surface picture (SURPIC) of vessels in the area of a potential or actual search and 9 c, w( Q0 p9 j/ o! K# n1 S" crescue incident, including their predicted positions and their characteristics. - t5 V# P* N! }$ \+ t(See FAAO JO 7110.65, Para 10-6-4, INFLIGHT 1 x* v8 q1 n+ C9 i! j4 G# GCONTINGENCIES.) ' y! O6 T3 s; m+ g6 p9 AAUTOMATED PROBLEM DETECTION (APD)- % j! i, ]+ p8 BAn Automation Processing capability that compares " ~ ]4 ]7 X% F4 u1 {1 u3 G2 Itrajectories in order to predict conflicts. ( g- _% b" X" o }( }2 h& U) \Pilot/Controller Glossary 7/31/08 2 E1 F% m' X0 x f. A _& PPilot/Controller Glossary 2/14/08 PCG A-15 AUTOMATED PROBLEM DETECTION BOUNDARY (APB)- The adapted distance beyond % c/ i, x9 x" N G9 ia facilities boundary defining the airspace within which URET performs conflict detection. 0 \6 x/ ^) X* Z6 ~% G; f(See USER REQUEST EVALUATION TOOL.) 3 c- t$ _7 D u2 o1 T+ O7 r" OAUTOMATED PROBLEM DETECTION IN‐ 2 ? l8 D& A8 k; S5 [$ |9 B2 CHIBITED AREA (APDIA)- Airspace surrounding a terminal area within which APD is inhibited for all flights within that airspace. , U' P8 [+ f, L- YAUTOMATED RADAR TERMINAL SYSTEMS (ARTS)- A generic term for several tracking systems 9 Z4 F$ T; Q& a$ a$ s6 eincluded in the Terminal Automation Systems (TAS). 9 W$ z, K$ R1 S) J3 X! c# E1 qARTS plus a suffix roman numeral denotes a major modification to that system. ' U# j( E% U. r* Q; @/ F) Ya. ARTS IIIA. The Radar Tracking and Beacon ' |6 K. k n( k; rTracking Level (RT&BTL) of the modular, programmable automated radar terminal system. ARTS IIIA detects, tracks, and predicts primary as well as secondary radar‐derived aircraft targets. This " {" p9 ~2 R7 b! |8 {2 rmore sophisticated computer‐driven system up‐ grades the existing ARTS III system by providing improved tracking, continuous data recording, and fail‐soft capabilities. - x& l* |- N' x Pb. Common ARTS. Includes ARTS IIE, ARTS IIIE; and ARTS IIIE with ACD (see DTAS) which 5 S% i8 V8 z9 i4 f+ I5 [combines functionalities of the previous ARTS % O8 y) g! l# S- E) p, ]systems. c. rogram mable Indicator Data Processor (P IDP). The PIDP is a modification to the 4 p1 a/ x* J/ z4 U+ l) xAN/TPX-42 interrogator system currently installed in fixed RAPCONs. The PIDP detects, tracks, and }3 g) {) }7 z ~) Q. o- `8 \predicts secondary radar aircraft targets. These are displayed by means of computer-generated symbols , S- F: C! Q6 v1 y$ Q6 G: Y3 {and alphanumeric characters depicting flight identifi‐ cation, aircraft altitude, ground speed, and flight plan . Y# J5 z" B4 c' R5 X$ }data. Although primary radar targets are not tracked, they are displayed coincident with the secondary radar targets as well as with the other symbols and & [. h% p3 \' d: `! v* L4 Y5 Qalphanumerics. The system has the capability of interfacing with ARTCCs. AUTOMATED WEATHER SYSTEM- Any of the automated weather sensor platforms that collect weather data at airports and disseminate the weather 2 i: @; k3 [8 Iinformation via radio and/or landline. The systems currently consist of the Automated Surface Observ‐ ing System (ASOS), Automated Weather Sensor ( O, K& c: I4 m! {- D* cSystem (AWSS) and Automated Weather Observa‐ ) v9 Z2 H7 c A/ Jtion System (AWOS). AUTOMATED UNICOM- Provides completely ' _5 q1 ?2 B, ^automated weather, radio check capability and airport ! O! a9 W3 V8 H2 `advisory information on an Automated UNICOM 5 S2 k: P6 r. e \, lsystem. These systems offer a variety of features, typically selectable by microphone clicks, on the ! v( u" N( _+ z$ ]9 V) BUNICOM frequency. Availability will be published in the Airport/Facility Directory and approach charts. AUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) % y6 V7 J- h! ^' SAUTOMATIC ALTITUDE REPORTING- That 5 }% W4 P! E% R1 d# @function of a transponder which responds to Mode C interrogations by transmitting the aircraft's altitude ! q4 F( j* k; |9 k# Ein 100‐foot increments. AUTOMATIC CARRIER LANDING SYSTEM- ! v+ e7 P1 v1 CU.S. Navy final approach equipment consisting of - E" a; ~# L4 r. e2 ]7 D. K0 y' Sprecision tracking radar coupled to a computer data link to provide continuous information to the aircraft, ) d4 N j7 L5 e# l" L% D) I8 cmonitoring capability to the pilot, and a backup approach system. 9 A$ q8 X. V. V) w- I/ |AUTOMATIC DEPENDENT SURVEILLANCE (ADS) [ICAO]- A surveillance technique in which aircraft automatically provide, via a data link, data & s& F& j; ?: F ~derived from on-board navigation and position 0 @! y, }2 }/ E& o; l T8 Gfixing systems, including aircraft identification, four * Z- b! m% v4 ^, T8 _0 A( Xdimensional position and additional data as 6 J4 W5 l9 @% f; m. Sappropriate. 1 B: g# _# O$ p' _+ sAUTOMATIC DEPENDENT SURVEILLANCE- f; ]% s% }* e4 x* m# W6 TBROADCAST (ADS‐B)- A surveillance system in 0 }) v2 s4 j& bwhich an aircraft or vehicle to be detected is fitted with cooperative equipment in the form of a data link 7 u. _9 d- s# xtransmitter. The aircraft or vehicle periodically broadcasts its GPS-derived position and other 1 g \( b$ M Sinformation such as velocity over the data link, which is received by a ground-based transmitter/receiver & j: R" s/ z4 j2 [# |. w$ m(transceiver) for processing and display at an air 6 l0 c7 @! P' i; o8 q6 o' X! \traffic control facility. (See GLOBAL POSITIONING SYSTEM.) 6 }$ p" ~' n3 ~3 [8 v. ` y(See GROUND-BASED TRANSCEIVER.) AUTOMATIC DEPENDENT SURVEILLANCE- CONTRACT (ADS-C)- A data link position reporting system, controlled by a ground station, that 0 |/ d( j2 ~9 p- Q+ F6 H6 g A3 Iestablishes contracts with an aircraft's avionics that # Y5 Y. M4 Y: ^5 D: g9 r; ~3 Foccur automatically whenever specific events occur, or specific time intervals are reached. AUTOMATIC DIRECTION FINDER- An aircraft + o4 d4 g' w4 a, u9 yradio navigation system which senses and indicates the direction to a L/MF nondirectional radio beacon 8 C$ ~& d o% I+ T6 g3 }(NDB) ground transmitter. Direction is indicated to 7/31/08 Pilot/Controller Glossary & I/ O$ y6 Y2 z. |. d2/14/08 8 u1 {9 k/ e/ M; kPCG A-16 7 d; s* G$ M" g! g$ J* m. fthe pilot as a magnetic bearing or as a relative bearing to the longitudinal axis of the aircraft depending on the type of indicator installed in the aircraft. In certain applications, such as military, ADF operations may be based on airborne and ground transmitters in the % g, Y2 d# C' d' gVHF/UHF frequency spectrum. 9 ?$ a" x* r" m, H(See BEARING.) (See NONDIRECTIONAL BEACON.) ) i2 N( F5 w. S0 j* q$ ]; W+ w9 BAUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSSs ONLY- The + r, w5 T* ~1 u/ @* @" e: U/ Wcontinuous broadcast of recorded non-control information at airports in Alaska where a FSS / I. T% P1 D1 {0 _2 X. tprovides local airport advisory service. The AFIS + k- L, I' ~. E/ `1 d$ kbroadcast automates the repetitive transmission of essential but routine information such as weather, wind, altimeter, favored runway, breaking action, 3 z8 E4 k* p% t7 d: S3 a2 [airport NOTAMs, and other applicable information. . ~9 d% X! J6 S+ ]$ j# ]9 t5 C" p1 eThe information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS ( l G' f7 I7 {3 c0 x O! Ffrequency.) 5 ]5 A1 `# J; RAUTOMATIC TERMINAL INFORMATION 6 P% J5 q8 w& r' eSERVICE- The continuous broadcast of recorded noncontrol 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 * E, U/ X' y! D5 R3 p0 binformation; e.g., “Los Angeles information Alfa. 2 V# o% [8 k/ x$ m' P/ KOne three zero zero Coordinated Universal Time. Weather, measured ceiling two thousand overcast, visibility three, haze, smoke, temperature seven one, ) Q7 M" J3 N" U- x! M) i$ P2 Rdew point five seven, wind two five zero at five, altimeter two niner niner six. I‐L‐S Runway Two Five 8 a# P L# S9 {! p$ vLeft approach in use, Runway Two Five Right closed, advise you have Alfa.” (See ICAO term AUTOMATIC TERMINAL INFORMATION SERVICE.) ' a4 \9 ]3 K$ B8 N& b(Refer to AIM.) & Z7 h+ ^) a/ T2 ^0 |/ g- O8 N' ?4 qAUTOMATIC TERMINAL INFORMATION 2 c, l/ m0 J% _; ]SERVICE [ICAO]- The provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts & h4 j; e. M: C' g' w" k. [5 Y- Othroughout the day or a specified portion of the day. ) v. m, J# ?. DAUTOROTATION- A rotorcraft flight condition in which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion. + l5 ?5 ?8 R5 l8 r# `' Wa. Autorotative Landing/Touchdown Autorota‐ tion. Used by a pilot to indicate that the landing will be made without applying power to the rotor. 0 S, n h- r, v: Tb. Low Level Autorotation. Commences at an D+ f' W& m/ Paltitude well below the traffic pattern, usually below 100 feet AGL and is used primarily for tactical + H4 E! X+ ~: A# z4 P1 Zmilitary training. c. 180 degrees Autorotation. Initiated from a - @; C- X n. E" odownwind heading and is commenced well inside the normal traffic pattern. “Go around” may not be possible during the latter part of this maneuver. AVAILABLE LANDING DISTANCE (ALD)- The 4 Q$ T6 @- W, ] {5 Kportion of a runway available for landing and roll‐out for aircraft cleared for LAHSO. This distance is measured from the landing threshold to the hold‐short point. AVIATION WEATHER SERVIC E- A service - P; j; i7 g& Z; n9 ~) t5 U5 \) S" qprovided by the National Weather Service (NWS) and FAA which collects and disseminates pertinent . ?: f0 A1 z- \6 u b! m! iweather information for pilots, aircraft operators, and / k, b; _5 ~6 j f; xATC. Available aviation weather reports and forecasts are displayed at each NWS office and FAA $ n, f: u* ~* O2 }2 l0 e# {FSS. (See EN ROUTE FLIGHT ADVISORY / z/ P+ J0 A7 f4 G8 A6 nSERVICE.) % S0 |* `* z2 b- S2 q& G1 b(See TRANSCRIBED WEATHER BROADCAST.) ( m" c4 T1 ^; |! M% W- ^( @& J(See WEATHER ADVISORY.) 2 ]3 [9 @: r9 ~(Refer to AIM.)

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AWW(See SEVERE WEATHER FORECAST + A' ~! B% C. z. {ALERTS.) AZIMUTH (MLS)- A magnetic bearing extending : P3 N- k' }5 Z# l) w' ffrom an MLS navigation facility. & W2 s* ^9 a+ j U7 f/ R0 q$ w& NNote:Azimuth bearings are described as magnetic ; |/ P& c8 {/ Fand are referred to as “azimuth” in radio telephone communications. 4 k4 U3 s! S, B, j# c; X" NPilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG B-1 B 9 N) r1 E V" c, [# f& VBACK‐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 + [8 {! ^6 L" [9 F- W& @( ~the beginning of the runway or at some point before & t4 a5 C7 k( T- B1 r0 W( K3 _reaching the runway end for the purpose of departure or to exit the runway. BASE LEG(See TRAFFIC PATTERN.) BEACON(See AERONAUTICAL BEACON.) (See AIRPORT ROTATING BEACON.) (See AIRWAY BEACON.) % {7 {2 D- c' w(See MARKER BEACON.) (See NONDIRECTIONAL BEACON.) (See RADAR.) BEARING- The horizontal direction to or from any . ?. W6 P. A/ b- F/ Kpoint, usually measured clockwise from true north, 7 V2 F" ~ V) [9 B' emagnetic north, or some other reference point ; P, Y8 h+ Q, Y0 M: E6 ^2 sthrough 360 degrees. 3 S" }0 [) P0 H; k ~/ \, g(See NONDIRECTIONAL BEACON.) BELOW MINIMUMS- Weather conditions below : C: @# E" s; ]& j% \, Qthe minimums prescribed by regulation for the " @1 w/ |6 k5 [particular action involved; e.g., landing minimums, ( D/ p/ t, T$ j2 j6 p2 Z8 Utakeoff minimums. ( r# X$ e6 t4 M- EBLAST FENCE- A barrier that is used to divert or ) a$ F& F' d2 t5 n7 r' _6 xdissipate jet or propeller blast. w; u! Z6 j( s2 p- mBLIND SPEED- The rate of departure or closing of f% \; h: U" G5 h+ ca target relative to the radar antenna at which cancellation of the primary radar target by moving $ l8 w, ^& h, U( L) s* T) ttarget indicator (MTI) circuits in the radar equipment causes a reduction or complete loss of signal. : D4 A: K) t/ w( g6 r(See ICAO term BLIND VELOCITY.) * [, @0 j }; Q1 [2 J) NBLIND SPOT- An area from which radio transmissions 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.) / u H* D# r% u2 B# @, k& ZBLIND VELOCITY [ICAO]- The radial velocity of : L6 `- K* T x( Sa moving target such that the target is not seen on 4 b; ^0 m) z1 i: f" }/ Kprimary radars fitted with certain forms of fixed echo suppression. 8 S8 n% K. X; |$ E$ s; oBLIND ZONE(See BLIND SPOT.) " y) \" i) @" ]2 }# s c) jBLOCKED- Phraseology used to indicate that a radio transmission has been distorted or interrupted 2 j p; }7 }! F) odue to multiple simultaneous radio transmissions. 3 J2 a: U1 a. P3 ABOUNDARY LIGHTS(See AIRPORT LIGHTING.) ) W# m! q, _) ?, w8 a# P. ?4 NBRAKING ACTION (GOOD, FAIR, POOR, OR NIL)- A report of conditions on the airport movement area providing a pilot with a degree/ quality of braking that he/she might expect. Braking action is reported in terms of good, fair, poor, or nil. 7 |* c% F, w' ?2 f( h+ P(See RUNWAY CONDITION READING.) BRAKING ACTION ADVISORIES- When tower : ~; [2 M' n1 W% O8 Fcontrollers have received runway braking action reports which include the terms “poor” or “nil,” or whenever weather conditions are conducive to & i3 I! G6 h' O! l% {$ `deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS # F9 f$ `# |6 gbroadcast the statement, “BRAKING ACTION + l% W8 E3 V3 |ADVISORIES ARE IN EFFECT.” During the time 6 v r) C; ?* @; pBraking Action Advisories are in effect, ATC will ; @: J( V& s, Z! H8 ~, ?issue the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots 5 Z$ @. D0 X+ J) u. z( Vshould be prepared for deteriorating braking 4 M: a* X3 I W' ]6 K+ u. \conditions and should request current runway 0 J. N7 C* W! k* u/ tcondition inform ation if not volunteered by + ~0 a: v9 T: r7 dcontrollers. Pilots should also be prepared to provide a descriptive runway condition report to controllers # H8 L" F) w8 ?$ s5 i& Eafter landing. BREAKOUT- A technique to direct aircraft out of the approach stream. In the context of close parallel + M/ F* s" g# s7 ~operations, a breakout is used to direct threatened , J' Q8 @# u) ^3 i" V: C9 {aircraft away from a deviating aircraft. " k9 _/ [( `" Y8 N& j% @BROADCAST- Transmission of information for which an acknowledgement is not expected. (See ICAO term BROADCAST.) BROADCAST [ICAO]- A transmission of informa‐ tion relating to air navigation that is not addressed to a specific station or stations. ; {4 T! p* b2 o- A% k( C0 ^) uPilot/Controller Glossary 2/14/08 , L2 F- w5 ?' n% I" Y: xPCG C-1 C CALCULATED LANDING TIME- A term that may be used in place of tentative or actual calculated ) b& Y" s2 o8 a6 n1 t Llanding time, whichever applies. 9 I1 z5 V6 r0 M; I' l+ y# {8 TCALL FOR RELEASE- Wherein the overlying ARTCC requires a terminal facility to initiate verbal - p3 f( C4 y9 B) P0 d/ Tcoordination to secure ARTCC approval for release of a departure into the en route environment. 5 k# a& a) C/ o( k5 uCALL UP- Initial voice contact between a facility % s) R6 e' k3 D, p- W3 g/ tand an aircraft, using the identification of the unit being called and the unit initiating the call. : p$ W: K6 E) U' C(Refer to AIM.) 2 f) X. o' g6 `' g6 ?CANADIAN MINIMUM NAVIGATION PERFOR‐ MANCE SPECIFICATION AIRSPACE- That * o! g: t5 V/ g3 Vportion of Canadian domestic airspace within which 3 I% J8 N z; {' uMNPS separation may be applied. CARDINAL ALTITUDES - “Odd” or “Even” thousand‐foot altitudes or flight levels; e.g., 5,000, 6,000, 7,000, FL 250, FL 260, FL 270. (See ALTITUDE.) $ H& ?; Y' {4 Z) k(See FLIGHT LEVEL.) CARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.) # @: H6 ~* N% C( Z3 g( qCAT(See CLEAR‐AIR TURBULENCE.) CATCH POINT- A fix/waypoint that serves as a 9 K( D% v$ j- a" q6 ^! }& ]# r5 ttransition point from the high altitude waypoint 2 U2 Y' d2 r6 C) L9 Q+ cnavigation structure to an arrival procedure (STAR) or the low altitude ground-based navigation 7 H3 F, v' {8 J+ e; X8 `structure. 2 X- s2 _# K7 M1 `4 oCEILING- The heights above the earth's surface of ( R! o1 j: y" o' j6 N$ othe lowest layer of clouds or obscuring phenomena that is reported as “broken, ” “overcast,” or . P# V1 J; T& _% y“obscuration,” and not classified as “thin” or “partial.” 8 @4 d. v5 U; v7 ^5 U) f(See ICAO term CEILING.) CEILING [ICAO]- The height above the ground or $ j7 R' q1 K/ A) ~4 l/ Pwater of the base of the lowest layer of cloud below - O- ]7 z; ]1 C( l" Q5 k/ z6,000 meters (20,000 feet) covering more than half 5 \7 e' ]+ f0 f& s O; f I2 Pthe sky. CENRAP(See CENTER RADAR ARTS PRESENTATION/PROCESSING.) / i# }# ~- `+ A- MCENRAP‐PLUS(See CENTER RADAR ARTS % L) e6 }3 P3 `; M- L, iPRESENTATION/PROCESSING‐PLUS.) # j' @; j& T9 K5 ?& s/ GCENTER(See AIR ROUTE TRAFFIC CONTROL 2 D$ L1 \0 e1 @% ]) vCENTER.) CENTER'S AREA- The specified airspace within 8 m$ d; E& g& Z) C$ `which an air route traffic control center (ARTCC) provides air traffic control and advisory service. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) CENTER RADAR ARTS PRESENTATION/ PROCESSING- A computer program developed to 6 B! g1 q+ S0 tprovide a back‐up system for airport surveillance radar in the event of a failure or malfunction. The program uses air route traffic control center radar for the processing and presentation of data on the ARTS / x+ a5 p+ g7 dIIA or IIIA displays. ; e9 o) a) s3 C1 }3 ECENTER RADAR ARTS PRESENTATION/ 7 C/ r. z. N) f% i5 x a% EPROCESSING‐PLUS- A computer program 5 M$ f; e- j/ [5 x6 l/ Wdeveloped to provide a back‐up system for airport surveillance radar in the event of a terminal secondary 5 F5 |5 C M1 x- Y9 G/ rradar system failure. The program uses a combination * ]5 s& _0 U$ g6 aof Air Route Traffic Control Center Radar and terminal airport surveillance radar primary targets displayed simultaneously for the processing and presentation of data on the ARTS IIA or IIIA displays. CENTER TRACON AUTOMATION SYSTEM (CTAS)- A computerized set of programs designed to aid Air Route Traffic Control Centers and TRACONs in the management and control of air traffic. * J% I3 W9 b8 nCENTER WEATHER ADVISORY- An unsched‐ uled weather advisory issued by Center Weather Service Unit meteorologists for ATC use to alert & @, {" y3 u& ]- `5 N) K! N* w& t& upilots of existing or anticipated adverse weather 8 B" i: l. q( U) u# |! A$ tconditions within the next 2 hours. A CWA may modify or redefine a SIGMET. ! D4 C6 [6 b* ]/ J$ S(See AWW.) (See AIRMET.) 7 T4 z# x0 T; A4 d2 C(See CONVECTIVE SIGMET.) i1 f( B) K2 Q0 v4 d% |; V(See SIGMET.) 6 F# T0 |5 D, o7 X( r9 m(Refer to AIM.) 5 t3 h* b0 S# Q% F* [4 y) uPilot/Controller Glossary 2/14/08 PCG C-2 + `4 g8 M/ i# A/ l8 bCENTRAL EAST PACIFIC- An organized route system between the U.S. West Coast and Hawaii. , O3 [1 Y9 h% ^* vCEP(See CENTRAL EAST PACIFIC.) 9 Q7 F$ d, A; R" c$ Y% G, SCERAP(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 + A+ r* V! L' r3 j3 `and allowed to drift downward result in large targets on the radar display. CHARTED VFR FLYWAYS- Charted VFR Fly‐ / b% V, `: u @7 q3 `* R! }ways are flight paths recommended for use to bypass areas heavily traversed by large turbine‐powered aircraft. Pilot compliance with recommended 0 J( @& A1 |" M0 L) b) p7 `flyways and associated altitudes is strictly voluntary. # f9 Y$ G9 _; FVFR Flyway Planning charts are published on the 5 H% T) _! I5 z; j2 c* hback of existing VFR Terminal Area charts. CHARTED VISUAL FLIGHT PROCEDURE APPROACH- An approach conducted while 9 F' _- H) r* P0 x" ioperating on an instrument flight rules (IFR) flight plan which authorizes the pilot of an aircraft to ' p0 U( W' V4 s6 u5 n' l+ Gproceed visually and clear of clouds to the airport via visual landmarks and other information depicted on a charted visual flight procedure. This approach must be authorized and under the control of the appropriate 8 e; j+ n V! u. q: o# A. Kair traffic control facility. Weather minimums / U& V( i3 J' i- m9 `3 \required are depicted on the chart. . ^1 s( _& ?4 O) RCHASE- An aircraft flown in proximity to another ' h7 q1 b& E. M" _( jaircraft normally to observe its performance during training or testing. ; i0 v) w& [# q1 ?8 ^2 |CHASE AIRCRAFT(See CHASE.) / ~7 F8 J# x( _* p! c( H, ^! sCIRCLE‐TO‐LAND MANEUVER- A maneuver - q& F0 I7 X2 Uinitiated by the pilot to align the aircraft with a # ~; ^/ ^% P! z0 _! Q9 Xrunway for landing when a straight‐in landing from an instrument approach is not possible or is not : v, L; Z( n; `" u4 Kdesirable. At tower controlled airports, this maneuver is made only after ATC authorization has been & y1 H+ s( Z7 J: [obtained and the pilot has established required visual reference to the airport. + ?: D# n" R6 M }(See CIRCLE TO RUNWAY.) (See LANDING MINIMUMS.) 7 X7 j( K6 l& C; }(Refer to AIM.)

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CIRCLE TO RUNWAY (RUNWAY NUMBER)- 2 P0 V2 @) R5 O, QUsed by ATC to inform the pilot that he/she must 3 y, V, `8 L0 a! y( _' Hcircle to land because the runway in use is other than % w7 `# V* x2 P. _- u* [2 Nthe 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 ( }$ k* k4 Q, W8 g- ~VOR Runway Three Six Approach circle to Runway Two Two,” or “Circle northwest of the airport for a right downwind to Runway Two Two.” . S8 W0 z7 E/ i) k0 w% J! z(See CIRCLE‐TO‐LAND MANEUVER.) , y3 r2 r/ z0 m: G(See LANDING MINIMUMS.) (Refer to AIM.) CIRCLING APPROACH(See CIRCLE‐TO‐LAND MANEUVER.) CIRCLING MANEUVER(See CIRCLE‐TO‐LAND MANEUVER.) CIRCLING MINIMA(See LANDING MINIMUMS.) : v H7 ^: k( l, MCLASS A AIRSPACE(See CONTROLLED AIRSPACE.) CLASS B AIRSPACE(See CONTROLLED AIRSPACE.) , ]' d" }: L$ m0 O' SCLASS C AIRSPACE(See CONTROLLED AIRSPACE.) ; b2 R# Y5 k1 ^8 QCLASS D AIRSPACE(See CONTROLLED AIRSPACE.) 3 W* y4 ~" L. NCLASS E AIRSPACE(See CONTROLLED AIRSPACE.) CLASS G AIRSPACE- That airspace not designated % Q" ]2 s5 {3 U4 a3 Yas Class A, B, C, D or E. 6 d& v4 q( p! K* P' I( B: h% K2 cCLEAR AIR TURBULENCE (CAT)- Turbulence encountered in air where no clouds are present. This ( Q* y8 J0 V& m" Bterm is commonly applied to high‐level turbulence / A: ^7 Z; V) R* aassociated with wind shear. CAT is often encountered + e/ f! X0 X- a1 Jin the vicinity of the jet stream. $ }9 c" J+ {8 r( {3 D% h- ~(See WIND SHEAR.) (See JET STREAM.) 9 ]9 P* F4 L( z/ UCLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a runway, is clear of the runway when all parts of the 2 A( D+ `" b# g4 K6 l! {' NPilot/Controller Glossary 2/14/08 ! K) F$ J: ]; s7 yPCG C-3 aircraft are held short of the applicable runway ) O) F: B# O# A* S% d' ^holding position marking. b. A pilot or controller may consider an aircraft, - x0 p$ o/ H( K9 }0 g1 ?5 kwhich is exiting or crossing a runway, to be clear of W! z5 ~, j; K! h5 Pthe runway when all parts of the aircraft are beyond 2 T0 ]0 i& a6 O9 gthe runway edge and there are no restrictions to its continued movement beyond the applicable runway 7 h7 S$ ^! L" m# Eholding position marking. ; q; a6 p& [. O0 lc. ilots and controllers shall exercise good 4 K! T6 B% B: V, w, D7 @judgement to ensure that adequate separation exists + Z" D8 n `- G' D' b) K0 Wbetween all aircraft on runways and taxiways at " `! D. F, _1 ?' V. h) d+ }airports with inadequate runway edge lines or + |+ {- x! W1 d8 ~3 @, R+ E+ ^3 vholding position markings. 3 Y, J8 @$ x1 d2 V+ YCLEARANCE(See AIR TRAFFIC CLEARANCE.) " |9 @' v) Z( o& Z% X7 G7 J+ KCLEARANCE LIMIT- The fix, point, or location to , m# O" O N; l9 o ~- mwhich an aircraft is cleared when issued an air traffic clearance. # u; V) C8 F* e(See ICAO term CLEARANCE LIMIT.) 7 O1 o- E; t7 d5 T8 t {# I, f: _CLEARANCE LIMIT [ICAO]- The point of which an aircraft is granted an air traffic control clearance. CLEARANCE VOID IF NOT OFF BY (TIME)- % d. |6 A2 O, f" R/ D e6 I1 t3 jUsed by ATC to advise an aircraft that the departure * Q0 r# g* k5 N2 }: u1 yclearance is automatically canceled if takeoff is not made prior to a specified time. The pilot must obtain a new clearance or cancel his/her IFR flight plan if not & ]8 P8 k. g4 A. t$ p5 {off by the specified time. (See ICAO term CLEARANCE VOID TIME.) " X t2 E4 x0 a ~' _1 x0 iCLEARANCE VOID TIME [IC AO]- A time specified by an air traffic control unit at which a clearance ceases to be valid unless the aircraft concerned has already taken action to comply therewith. CLEARED APPROACH- ATC authorization for an aircraft to execute any standard or special instrument approach procedure for that airport. Normally, an aircraft will be cleared for a specific instrument approach procedure. (See CLEARED (Type of) APPROACH.) (See INSTRUMENT APPROACH 2 i$ y9 `: Y8 E9 MPROCEDURE.) (Refer to 14 CFR Part 91.) " ?* A F, ^5 d* \$ D(Refer to AIM.) CLEARED (Type of) APPROACH- ATC authoriza‐ tion for an aircraft to execute a specific instrument : {! M5 E d$ d/ t" capproach procedure to an airport; e.g., “Cleared ILS 1 y. W7 g) Y) N8 H5 w. k( a, mRunway Three Six Approach.” $ _: \! L I5 V! x(See APPROACH CLEARANCE.) (See INSTRUMENT APPROACH . y% Z# e# J( {- h: EPROCEDURE.) # I# Q' I8 B4 R' T(Refer to 14 CFR Part 91.) (Refer to AIM.) CLEARED AS FILED- Means the aircraft is cleared to proceed in accordance with the route of flight filed 3 k$ ^* q. x3 s5 F- pin the flight plan. This clearance does not include the altitude, DP, or DP Transition. (See REQUEST FULL ROUTE CLEARANCE.) 0 A2 I9 ^4 V- q! t2 [0 P7 J(Refer to AIM.) ; g' P$ R& L+ B) t3 {CLEARED FOR TAKEOFF- ATC authorization for an aircraft to depart. It is predicated on known . r+ w) p& J4 u' O1 m; ltraffic and known physical airport conditions. 0 U9 I2 g" v i2 oCLEARED FOR THE OPTION- ATC authoriza‐ * V; P1 K [* g& i, W7 ^ [) Jtion for an aircraft to make a touch‐and‐go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a * ^2 X" I* y2 k+ E0 T6 Y$ H7 n) kstudent's performance under changing situations. ' v4 H1 Q- C/ h# K0 z f) u(See OPTION APPROACH.) 6 q# ?4 r# E, J9 z; X) ^6 V(Refer to AIM.) 5 u( j3 Q' ~7 q; p% n3 I8 ICLEARED THROUGH- ATC authorization for an aircraft to make intermediate stops at specified airports without refiling a flight plan while en route to the clearance limit. CLEARED TO LAND- ATC authorization for an / o9 E" U; j/ f& h0 xaircraft to land. It is predicated on known traffic and known physical airport conditions. % O! }5 q7 Z6 F! a! Z/ V: z, F! L6 gCLEARWAY- An area beyond the takeoff runway under the control of airport authorities within which 3 }* d) w4 _. b# Q* e6 Y2 x" Pterrain or fixed obstacles may not extend above ( a* N0 {# t1 J$ n! j, Z# f- fspecified limits. These areas may be required for + P( d& a" Z0 A8 V% {certain turbine‐powered operations and the size and $ _+ w' I- i- y7 j1 @upward slope of the clearway will differ depending on ! q: R/ s7 ]! k j4 @0 M1 ?when the aircraft was certificated. (Refer to 14 CFR Part 1.) CLIMB TO VFR- ATC authorization for an aircraft 8 J; ]/ e2 ~/ Q$ n# dto climb to VFR conditions within Class B, C, D, and " l' P/ D. J4 fE surface areas when the only weather limitation is + ?# o0 h+ T* {2 @- z- k( w, T6 Yrestricted visibility. The aircraft must remain clear of clouds while climbing to VFR. (See SPECIAL VFR CONDITIONS.) 1 q7 B* P9 j" F8 p% G(Refer to AIM.) CLIMBOUT- That portion of flight operation 2 ~! A- V3 l( H" K% J$ {between takeoff and the initial cruising altitude. Pilot/Controller Glossary 2/14/08 PCG C-4 ! T2 ]& Q2 |# C+ S9 a6 _CLOSE PARALLEL RUNWAYS- Two parallel 8 ?% Z% \# s; ?9 x* h. O" f' lrunways whose extended centerlines are separated by less than 4,300 feet, having a Precision Runway Monitoring (PRM) system that permits simultaneous : G+ r1 M( m! v4 ~. ~, A4 Aindependent ILS approaches. CLOSED RUNWAY- A runway that is unusable for % _4 F; |8 y6 J2 P, ~aircraft operations. Only the airport management/ , ^: q+ c2 a: l4 \4 wmilitary operations office can close a runway. CLOSED TRAFFIC- Successive operations involv‐ ing takeoffs and landings or low approaches where the aircraft does not exit the traffic pattern. CLOUD- A cloud is a visible accumulation of , ^) K; Y6 k8 o: J- q6 W A: E! sminute water droplets and/or ice particles in the atmosphere above the Earth's surface. Cloud differs from ground fog, fog, or ice fog only in that the latter $ _% b* u5 N8 W2 @; }9 Oare, by definition, in contact with the Earth's surface. CLT(See CALCULATED LANDING TIME.) + [& O3 X) y% x V4 R# kCLUTTER- In radar operations, clutter refers to the & K4 N. t2 s3 t, `) s3 preception and visual display of radar returns caused by precipitation, chaff, terrain, numerous aircraft " M- ^- M7 _0 Q5 dtargets, or other phenomena. Such returns may limit or preclude ATC from providing services based on radar. + R* R: q. U2 a( l(See CHAFF.) ; s( j# D1 }5 J( x(See GROUND CLUTTER.) . U6 g: Y, P( t I(See PRECIPITATION.) (See TARGET.) " n" g1 B) M& z }) C(See ICAO term RADAR CLUTTER.) 6 g, H* \6 U3 g! ?1 [CMNPS(See CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE.) COASTAL FIX- A navigation aid or intersection where an aircraft transitions between the domestic 1 ^0 G T5 m# E+ O3 ]( R# `route structure and the oceanic route structure. ! l3 g% M+ s9 uCODES- The number assigned to a particular multiple pulse reply signal transmitted by a # F* D$ _- ]6 v3 h! Ftransponder. (See DISCRETE CODE.) - Y' }8 H8 u$ q. I, yCOMBINED CENTER‐RAPCON- An air traffic facility which combines the functions of an ARTCC - l! F& w3 v1 c4 Jand a radar approach control facility. (See AIR ROUTE TRAFFIC CONTROL CENTER.) ) O* w, `: T6 O- I) G% _(See RADAR APPROACH CONTROL ( o/ M2 e9 ]* ~/ T* l& d1 |FACILITY.) COMMON POINT- A significant point over which 0 v/ ^6 Q. j( m% G4 Etwo or more aircraft will report passing or have reported passing before proceeding on the same or diverging tracks. To establish/maintain longitudinal 1 ?. }0 |- B f0 Wseparation, a controller may determine a common + y% p4 L8 M+ E a8 \0 ]7 Dpoint not originally in the aircraft's flight plan and then clear the aircraft to fly over the point. # G5 u( f1 d+ q% _, l( K% x(See SIGNIFICANT POINT.) COMMON PORTION(See COMMON ROUTE.) COMMON ROUTE- That segment of a North 7 N+ J. F6 X; u, P0 z, V u+ lAmerican Route between the inland navigation facility and the coastal fix. OR COMMON ROUTE- Typically the portion of a RNAV STAR between the en route transition end + F- s2 P- @3 | ~9 Y* G8 gpoint and the runway transition start point; however, the common route may only consist of a single point 5 b+ U, u+ ~6 H: X1 Ythat joins the en route and runway transitions. - ~1 i: ]5 ?' O7 q0 W0 B: ZCOMMON TRAFFIC ADVISORY FREQUENCY 6 m6 }% C: I+ M(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, Multicom, FSS, or tower frequency and is identified 8 f( c' K9 V1 g& J& _7 A O$ x3 |in appropriate aeronautical publications. 5 l! V n. ?' J% k$ _; f+ \& u(Refer to AC 90‐42, Traffic Advisory Practices at - q: a0 J6 ~: p# \& Z( ZAirports Without Operating Control Towers.) 8 f: F2 a$ \# Q5 t. H1 ?COMPASS LOCATOR- A low power, low or 6 M5 y' _* w# Y, W. amedium frequency (L/MF) radio beacon installed at the site of the outer or middle marker of an instrument 8 a! ]) {3 I& ~landing system (ILS). It can be used for navigation at ; m* r6 a" `* n6 E/ G, x: r- }. Wdistances of approximately 15 miles or as authorized 6 S% e: {' m0 K3 F0 [in the approach procedure. . r9 a2 u. M# sa. Outer Compass Locator (LOM)- A compass * v3 K# b6 t9 V: `- q" Blocator installed at the site of the outer marker of an instrument landing system. (See OUTER MARKER.) . U% `+ `/ l( k9 F) h0 W2 P2 db. Middle Compass Locator (LMM)- A compass + a$ X) L$ S# \" V$ e8 A4 Zlocator installed at the site of the middle marker of an instrument landing system. 4 w* m' C6 V; x5 V4 c# V(See MIDDLE MARKER.) (See ICAO term LOCATOR.)

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COMPASS ROSE- A circle, graduated in degrees, / H) |& w% x) M* f) ~printed on some charts or marked on the ground at an 1 a* a7 x: t4 s) Fairport. It is used as a reference to either true or magnetic direction. 7 {; C* r2 J6 M0 c% n( x4 d% @5 ?COMPLY WITH RESTRIC TIONS - An ATC instruction that requires an aircraft being vectored Pilot/Controller Glossary 2/14/08 PCG C-5 back onto an arrival or departure procedure to comply with all altitude and/or speed restrictions depicted on the procedure. This term may be used in lieu of & O3 Z# C0 }4 j. }6 Crepeating each remaining restriction that appears on the procedure. COMPOSITE FLIGHT PLAN- A flight plan which 8 ?% w9 h$ h3 x+ P: Xspecifies VFR operation for one portion of flight and 7 S9 ^7 e7 K! `% |' k2 iIFR for another portion. It is used primarily in military operations. (Refer to AIM.) 5 J. c4 f: A) w O' m; WCOMPOSITE ROUTE SYSTEM- An organized oceanic route structure, incorporating reduced lateral * v3 L; h9 |+ N+ Q% tspacing between routes, in which composite separation is authorized.