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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:13:05 |只看该作者
COMPOSITE SEPARATION- A method of separat‐ 3 t, @) }" J+ k$ Fing aircraft in a composite route system where, by4 F- J# v6 Z. Z# i: O- `4 ]- h management of route and altitude assignments, a8 M* D3 M4 w! T# G+ f combination of half the lateral minimum specified for * X5 ~$ m4 ?# i9 y! W; Nthe area concerned and half the vertical minimum is 3 `8 c5 t- u# m* C: z5 vapplied. & i/ ]7 O: X' Z7 NCOMPULSORY REPORTING POINTS- Reporting / [ h* B" x9 Q3 r$ V% rpoints which must be reported to ATC. They are! E# d2 N$ c' | designated on aeronautical charts by solid triangles or; T5 l# `3 o: f/ O( \ filed in a flight plan as fixes selected to define direct/ f2 }7 @3 w6 a, Y L! S routes. These points are geographical locations. u. ?0 S+ {. j J, }2 s2 j" a J which are defined by navigation aids/fixes. Pilots . S( d7 J8 |4 I# I! X5 hshould discontinue position reporting over compul‐ 2 {* i R# V+ Z1 u( psory reporting points when informed by ATC that F" `: m9 \- `/ p. W* D2 P( rtheir aircraft is in “radar contact.”( q% I! E" h) Y4 z& L2 \8 Q CONFLICT ALERT- A function of certain air traffic( C- G* D4 n" t. N control automated systems designed to alert radar! n& }' n! q. A8 Q" h1 Z- g controllers to existing or pending situations between 3 `; q( Y, b; T4 f& l6 s3 ttracked targets (known IFR or VFR aircraft) that # P/ l% G. A" g* S6 [$ crequire his/her immediate attention/action.5 K# ]. w6 n6 {) J! Z% W2 G1 Z (See MODE C INTRUDER ALERT.)% P" C6 w+ o9 x6 m. |' A CONFLICT RESOLUTION- The resolution of , F6 n) r: G/ f y! }/ Ypotential conflictions between aircraft that are radar1 {9 `8 m' R/ B( Z& [0 ^$ T identified and in communication with ATC by& S7 Z" c* K4 m* F# K0 h. L& ?3 y) L ensuring that radar targets do not touch. Pertinent+ I* ]% s& {. r traffic advisories shall be issued when this procedure ) {2 d1 j4 W/ vis applied.3 W1 V( n: u8 F1 Z; v* d Note:This procedure shall not be provided utilizing s, F. k# p+ ^5 ]1 A0 n3 w G mosaic radar systems. * z8 ~0 A- \( NCONFORMANCE- The condition established when$ p! u* u* F- ~$ n. c H an aircraft's actual position is within the conformance I; s* n2 l/ J, `) |6 Z5 bregion constructed around that aircraft at its position, 2 z6 f3 c, h2 _0 u( m- @: saccording to the trajectory associated with the . G5 S3 a9 R) g1 Z9 T: A0 A+ Jaircraft's Current Plan. ' K2 `3 ~& s* A' g7 V( T+ N& t+ bCONFORMANCE REGION- A volume, bounded6 X$ N! ~* p' @ laterally, vertically, and longitudinally, within which! A! j% z% L; j/ O. V& c$ ^ _ an aircraft must be at a given time in order to be in: ~, W/ \) S( n; U7 h& K conformance with the Current Plan Trajectory for that4 b7 D/ T! z- Q0 n" { aircraft. At a given time, the conformance region is - f9 j) x9 ^ M ? ^determined by the simultaneous application of the 4 [7 C+ |' p) j, q. ylateral, vertical, and longitudinal conformance 5 H3 s/ x4 h/ _( |8 N6 L% K P( ubounds for the aircraft at the position defined by time 5 ~8 s! G7 s5 w o3 G. F" @' B4 land aircraft's trajectory. M9 n% I! E' ^+ e$ i! ^' WCONSOLAN- A low frequency, long‐distance" Q, q" y0 w; g" b& T2 \ F1 h9 } NAVAID used principally for transoceanic naviga‐ : ]0 X0 H) v% [( h3 m0 y' htions. ( Y7 ^! u$ D, x$ O$ ?' fCONTACTa. Establish communication with (followed by the 3 e& {7 Z8 J; |; f+ ~2 d4 _8 Z" Dname of the facility and, if appropriate, the frequency 0 K2 ~; e% \ D. oto be used).( w5 a2 Z/ ?1 @# R: L b. A flight condition wherein the pilot ascertains" ~9 w. S$ s0 l& ]( Y the attitude of his/her aircraft and navigates by visual - E. Y% o2 |. h& k( Z3 ^reference to the surface.$ }, O6 v }) k' h( y$ z* F (See CONTACT APPROACH.)9 J* n+ H. }) v1 g% ^; a6 E0 x (See RADAR CONTACT.)) f7 N7 m: A& O. P" M CONTACT APPROACH- An approach wherein an/ ]$ B3 c6 B! {# a aircraft on an IFR flight plan, having an air traffic( h: d3 `0 C: d! J control authorization, operating clear of clouds with & ?7 R# J. H8 k4 hat least 1 mile flight visibility and a reasonable; u# p1 l) p9 ~4 b4 | expectation of continuing to the destination airport in! h# P5 |$ E9 X- D- o; D7 [# j those conditions, may deviate from the instrument 6 q O# N4 t2 p: x# L' ?* w, |) Happroach procedure and proceed to the destination2 h- W+ ]. ^/ W1 S airport by visual reference to the surface. This R1 B0 e }. ^' ^) v# J approach will only be authorized when requested by, q$ _. l) F2 B; v8 T the pilot and the reported ground visibility at the - N3 y9 {$ P& h8 |4 T* S @destination airport is at least 1 statute mile. $ z3 L6 \$ x( V0 E(Refer to AIM.) 7 y9 x* [6 E2 _) P4 Y# ICONTAMINATED RUNWAY- A runway is ) t% c* J# I4 Y; Sconsidered contaminated whenever standing water,, \! W, q# I. P ice, snow, slush, frost in any form, heavy rubber, or ; c! W) C& Z m0 k# Eother substances are present. A runway is contami‐ 4 u, K2 ]8 N( K/ Inated with respect to rubber deposits or other" u+ J6 j4 P9 a2 q% u% C6 m$ n4 Q friction‐degrading substances when the average( l% t! m! n+ b" k friction value for any 500‐foot segment of the runway 3 ~+ q) u) N6 k+ ~( v0 w8 B) lwithin the ALD fails below the recommended & T3 f4 X) q$ d8 @1 ~minimum friction level and the average friction value $ T; J ~* l0 s7 d2 Yin the adjacent 500‐foot segments falls below the 8 |% W. U' R( x: H: |maintenance planning friction level./ K, k& R0 i7 G J. `& e) @/ j: z6 W CONTERMINOUS U.S.- The 48 adjoining States , ~. r7 g0 l2 W3 o" ^2 }) sand the District of Columbia. * G! T- A& D7 Z, I' IPilot/Controller Glossary 2/14/089 }8 f. J) A8 E' ~) t$ r3 P PCG C-6 2 h; S* f" l$ e! kCONTINENTAL UNITED STATES- The 49 States# x' ~- W! V) L9 I: M w located on the continent of North America and the 9 w- {9 |+ d' p o! \District of Columbia. ?9 j; v% O" i! a; RCONTINUE- When used as a control instruction, Q. e( |' H" K% E should be followed by another word or words1 x- ^9 N4 q5 }6 k clarifying what is expected of the pilot. Example: % c) ~! l7 `& _! C$ R“continue taxi,” “continue descent,” “continue! P. @* F0 A* ~8 ~1 g. V6 v inbound,” etc. m, q9 z* M( w N% b# tCONTROL AREA [ICAO]- A controlled airspace % x3 w% F- ]% X _ M) U9 }extending upwards from a specified limit above the) E- ^8 } f- v8 t4 s* t6 V; f! d earth. 0 m: U7 x0 J* v+ H" sCONTROL SECTOR- An airspace area of defined. e" x! X* G$ v0 p horizontal and vertical dimensions for which a : }$ r4 W/ ?1 k7 O# e" r: `controller or group of controllers has air traffic( j" ~0 K ]% G$ v6 \ control responsibility, normally within an air route 9 C ]9 v% z6 }; t) a1 x- x9 ktraffic control center or an approach control facility. " W+ {7 H: O7 d8 j' r" i# T2 FSectors are established based on predominant traffic, Q: [5 \* S- Y* S) F flows, altitude strata, and controller workload. + u" o, c6 d2 Z* q; }1 |1 UPilot‐communications during operations within a. s6 l6 [+ G3 Y' h/ a sector are normally maintained on discrete frequen‐ : ?' p1 [" b8 k3 }cies assigned to the sector.0 q1 r1 W) o3 ~6 {) V# k( W (See DISCRETE FREQUENCY.) 2 f6 @+ L! t j% kCONTROL SLASH- A radar beacon slash repre‐ 3 F2 v. i1 u) r. l2 R6 `6 q2 Gsenting the actual position of the associated aircraft.& L" J9 L* A: }& ^4 S. A& s) z Normally, the control slash is the one closest to the : \7 ^9 D m R1 s& uinterrogating radar beacon site. When ARTCC radar 9 R( q5 l* q" B2 uis operating in narrowband (digitized) mode, the 4 K) g/ g! \& C4 c5 l# E# d0 Pcontrol slash is converted to a target symbol. , J0 w/ g5 L; z8 D7 {CONTROLLED AIR SPACE- An airspace of & {, P3 b3 E" M6 ?' Z+ mdefined dimensions within which air traffic control; A O/ B& M: K' ~6 p8 y service is provided to IFR flights and to VFR flights P& ?8 q2 P, b* k: [in accordance with the airspace classification.7 s& t% t% Y+ K8 f# d a. Controlled airspace is a generic term that covers5 k6 s2 t3 y. r, g2 w+ b2 \, B$ h4 w Class A, Class B, Class C, Class D, and Class E ) Y+ ?2 S2 \* U; a& `airspace., Y* t. \5 d3 S7 |6 ^) `: ]+ r b. Controlled airspace is also that airspace within + u' |9 C G* E' Gwhich all aircraft operators are subject to certain pilot4 Z! A; J! y# ]7 O qualifications, operating rules, and equipment * c0 k2 J* \+ `: {& o7 h" }requirem ents in 14 CFR Part 91 (for specific . k3 x- m) R- O" loperating requirements, please refer to 14 CFR 8 j7 S, A: Z s& V3 S1 |0 l& KPart 91). For IFR operations in any class of controlled - t6 \' E" o6 z+ B* p8 Yairspace, a pilot must file an IFR flight plan and 0 _$ J9 ]) V" ^9 R7 D9 \( ~receive an appropriate ATC clearance. Each Class B,- }+ z x! b9 I& G% ? Class C, and Class D airspace area designated for an" [% {5 d6 P: d% b3 a- c J airport contains at least one primary airport around $ P4 O, z% z G! r# {1 jwhich the airspace is designated (for specific/ W& ` G9 `5 u( a3 r( O- A designations and descriptions of the airspace classes,: c# D+ z2 [2 R, ~, t7 K. {% V* c please refer to 14 CFR Part 71).6 k8 g! W( Z4 h" {; c c. Controlled airspace in the United States is* ~4 [) x0 P* y0 G# p1 `6 o6 y designated as follows:' P/ O |( D; b( ~ 1. CLASS A- Generally, that airspace from' ]& }$ m+ W+ q# U- p 18,000 feet MSL up to and including FL 600,8 X- }! V1 [$ Y9 J5 Z% ~+ w' d including the airspace overlying the waters within 128 J4 D v) g7 P. U8 w nautical miles of the coast of the 48 contiguous States 2 ]5 G- X) H7 O: Aand Alaska. Unless otherwise authorized, all persons * q3 ^6 H( O( kmust operate their aircraft under IFR. 6 x. L' U7 d+ K5 B, Q2. CLASS B- Generally, that airspace from the" ]9 H- a3 Z5 {4 H, w% E! q8 g: T surface to 10,000 feet MSL surrounding the nation's& N8 w3 p% x5 w3 r0 ^ busiest airports in terms of airport operations or: ^5 A8 M4 j$ C6 n passenger enplanements. The configuration of each ' L$ ^) X! ^1 Y, c; H' PClass B airspace area is individually tailored and / y0 N; ~/ B, [; E: {! d" A$ Kconsists of a surface area and two or more layers0 [/ c6 ^; H7 }1 C4 H! T/ L6 h8 D* G (some Class B airspaces areas resemble upside‐down# @8 }; r7 s6 y; k& K wedding cakes), and is designed to contain all1 u, z+ m& Z1 P5 A5 N& @ published instrument procedures once an aircraft! e: k" `# b F enters the airspace. An ATC clearance is required for + i# r! T" {5 O/ |- g; ball aircraft to operate in the area, and all aircraft that # S6 B% `1 ~3 ?$ `# O p9 Fare so cleared receive separation services within the 6 S) Q" G" R: X0 a. pairspace. The cloud clearance requirement for VFR4 t, z/ d; N; C% d operations is “clear of clouds.”: w7 P! E2 Y, W1 G& a$ S( z; a 3. CLASS C- Generally, that airspace from the 3 V: l5 ]1 |- J( Y! v( l" s+ Ysurface to 4,000 feet above the airport elevation ' U6 T0 L& z2 b7 f5 U2 G# f6 j(charted in MSL) surrounding those airports that 6 M9 P% X6 R! G8 _5 Chave an operational control tower, are serviced by a; `2 p% Q. @1 F& ^0 _* P radar approach control, and that have a certain. @6 X- o+ U- Q% r5 ?6 C- ^ number of IFR operations or passenger enplane‐ 4 f7 C# s# R- M$ ements. Although the configuration of each Class C ; L. P& O% I0 E. u6 ~" I, [# D" _area is individually tailored, the airspace usually% S4 R3 S8 m- W" S( h' d consists of a surface area with a 5 nautical mile (NM)( g- U# A ^! H5 H4 ^ radius, a circle with a 10NM radius that extends no ) K1 R/ g7 q" Blower than 1,200 feet up to 4,000 feet above the 5 E) n- Z- n3 T$ y% sairport elevation and an outer area that is not charted.* y4 a2 o3 ?) Y* L, o+ ~2 R Each person must establish two‐way radio commu‐) C& o( u; D" x- W& @ nications with the ATC facility providing air traffic * b7 R9 [* e( }9 U) H" N2 E* aservices prior to entering the airspace and thereafter, A1 B" q4 s. n- H& w" u9 R maintain those communications while within the7 [% W" K1 a4 @: T9 W+ ~ airspace. VFR aircraft are only separated from IFR 3 w) _8 t* J" `* ^0 [. oaircraft within the airspace. % \9 M) U) ~* J& H(See OUTER AREA.) / A/ x4 y- \& R4. CLASS D- Generally, that airspace from the H( Y K E. ~' W" ^4 H& Ssurface to 2,500 feet above the airport elevation. z+ a8 T- f) k (charted in MSL) surrounding those airports that $ E J+ \$ ]+ {' z, G9 L" b Xhave an operational control tower. The configuration 3 W% k& }4 r: e7 m8 N" ^of each Class D airspace area is individually tailored0 i3 c8 ?2 f1 y6 E# _; u' K% k1 \ and when instrument procedures are published, the' R: _; i+ o J, k3 x( X. M5 t$ n3 M airspace will normally be designed to contain the9 R: x5 o6 V, T0 \2 b6 u1 c procedures. Arrival extensions for instrument : M# q7 z& X( h5 V' eapproach procedures may be Class D or Class E ; Z" U2 }: B8 ?6 ]" I1 P% BPilot/Controller Glossary 2/14/080 f; d+ l( q8 S% \ PCG C-77 l. a1 R7 K2 S8 `8 v" f- Z+ V airspace. Unless otherwise authorized, each person q0 i- D! H9 _/ X4 \/ [. \must establish two‐way radio communications with- n J# G8 j F8 e the ATC facility providing air traffic services prior to; n) r) c# @; u2 ]5 I- X entering the airspace and thereafter maintain those9 Y9 p) C0 F6 \ communications while in the airspace. No separation 8 l+ x( G3 E6 ?/ I, bservices are provided to VFR aircraft. - ~9 U, w a- }' f5. CLASS E- Generally, if the airspace is not 5 F% E( a7 U- z+ k7 b0 cClass A, Class B, Class C, or Class D, and it is% |1 W! U# `5 C9 m: w5 C controlled airspace, it is Class E airspace. Class E0 q% Y+ y) `4 R' c, ~ airspace extends upward from either the surface or a( k% T/ m+ A( Z* M# {3 M( w designated altitude to the overlying or adjacent 8 }- s5 L! \2 |# v5 p9 `/ Fcontrolled airspace. When designated as a surface 5 ^1 O% v Q }' n9 }area, the airspace will be configured to contain all) ^4 W# J% z7 V9 C" v0 J# x instrument procedures. Also in this class are Federal# H8 Y4 ] U! }5 I z' r7 Q airways, airspace beginning at either 700 or 1,200" j4 m: d4 v5 [. }+ E5 b& k; } feet AGL used to transition to/from the terminal or en" j( U' p8 a6 q s route environment, en route domestic, and offshore 2 [. c, u* X3 c! J% H- P- Uairspace areas designated below 18,000 feet MSL.) @; }+ \' M4 z3 ^- P, n) X Unless designated at a lower altitude, Class E; v6 @, {5 D, D airspace begins at 14,500 MSL over the United ( e; \% L6 C5 J. R& AStates, including that airspace overlying the waters4 p6 x1 W- o9 x4 u! M within 12 nautical miles of the coast of the 48 ; Z7 y+ y: F; {4 Z1 icontiguous States and Alaska, up to, but not + G- W3 d6 o6 W2 J! R4 z: oincluding 18,000 feet MSL, and the airspace above 2 A' `$ t; n5 N. ?0 f# M# z IFL 600.! L6 ~( ~/ ?9 q5 ~* \ CONTROLLED AIRSPACE [ICAO]- An airspace * s# T( }; D- \) W1 R4 x2 mof defined dimensions within which air traffic control9 E: L" t6 j7 f7 n( T2 m Z$ _) k$ V service is provided to IFR flights and to VFR flights 9 g/ h, H& c) i. `8 y) |/ cin accordance with the airspace classification.3 ]* U1 o. y+ h9 P5 g0 X8 C7 h Note:Controlled airspace is a generic term which9 }3 @, N; z3 C5 B6 D( Q- p covers ATS airspace Classes A, B, C, D, and E./ `4 ~% y# f* q; h" ~4 E CONTROLLED TIME OF ARRIVAL- Arrival time * V* Y# C& h2 `2 ?5 _assigned during a Traffic Management Program. This 6 m2 a& K1 U D- ~time may be modified due to adjustments or user0 }2 j4 k/ } f/ ? options.: k2 _+ c2 x$ o" L$ x CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)4 c3 c; E% t! }) H; x CONTROLLER [ICAO]- A person authorized to 8 b* r( f, D: y; E5 S) G2 aprovide air traffic control services. 5 ^6 |0 P0 W/ w6 E# V6 S& \CONTROLLER PILOT DATA LINK COMMU‐ . w l$ d% q2 a. r0 H; \3 mNICATIONS (CPDLC)- A two-way digital very ! s( `: ?# L8 v3 R! U" v1 _! Zhigh frequency (VHF) air/ground communications 0 D1 G- o+ O! `2 [- hsystem that conveys textual air traffic control & T" B! F* U/ ymessages between controllers and pilots. " m8 I& [! B. b, K7 J& b: ^& }CONVECTIVE SIGMET- A weather advisory$ z$ g' b3 Y2 w Z concerning convective weather significant to the6 O R9 F& d0 @6 O' J2 _ safety of all aircraft. Convective SIGMETs are issued , p- k; x8 O! X t5 h' A9 @4 Ifor tornadoes, lines of thunderstorms, embedded 7 g6 C/ {. T/ G7 l7 Ithunderstorms of any intensity level, areas of 0 S( e: I: g3 N! V5 C- D7 Z1 c8 Zthunderstorms greater than or equal to VIP level 4 / X7 b! |& I; y6 Y9 P& ^+ \7 {8 |* Jwith an area coverage of 42 a6 g4 F e5 N) j% L( [ /10 (40%) or more, and hail + u! A& K& z: g) \3 l0 k3* t, ^5 {& S/ k /4 inch or greater. 7 J+ b* B$ g4 z5 e& r5 U(See AIRMET.) F8 }8 K5 y, k, C# _( ?! ]9 A (See AWW.) ( w& j* a2 S/ Q5 F; q(See CWA.) 2 H) p! x0 M1 ]' G(See SIGMET.) - V/ x D( I i9 C' k6 k+ r5 Y! n(Refer to AIM.) # h4 ^7 o/ q! P, b7 P( b! _CONVECTIVE SIGNIFICANT METEOROLOG‐; M7 k& v# \# U: _ ICAL INFORMATION(See CONVECTIVE SIGMET.)/ e2 }( p- V( Y& ~& ^ COORDINATES- The intersection of lines of # X8 {: k2 D. R' s& O. o7 xreference, usually expressed in degrees/minutes/ 7 ?" A+ p- U+ y) c7 U& pseconds of latitude and longitude, used to determine _/ {4 ^" T9 o* e! n7 }position or location.) Q9 [! @) J0 p% ^3 M COORDINATION FIX- The fix in relation to which, e0 {1 j- P# M7 R' h facilities will handoff, transfer control of an aircraft, 4 K4 w2 i3 J* Mor coordinate flight progress data. For terminal7 g2 O, [" M- z- i facilities, it may also serve as a clearance for arriving& ?& x9 `3 J/ c# G* u, w* x aircraft.9 C& p5 J- t" Y( }) C6 ` COPTER(See HELICOPTER.) & \1 H4 l( e5 ]& lCORRECTION- An error has been made in the ' D- \0 {( \9 t. V; gtransmission and the correct version follows. 7 _7 o7 x; a: v6 D! Q2 q& \' ]COUPLED APPROACH- A coupled approach is an ' Z; H, k; d! qinstrument approach performed by the aircraft, C p+ `% c+ B1 @) G autopilot which is receiving position information' |6 A+ p! k' k6 A& i \5 i and/or steering commands from onboard navigation/ O3 d. t6 z+ }: Z4 V8 j" O1 V/ a equipment. In general, coupled nonprecision ap‐ % x j: n6 S9 h! x$ rproaches must be discontinued and flown manually $ L8 |" f+ K* h; ]9 A) m- aat altitudes lower than 50 feet below the minimum ! M: q+ K8 a/ E4 pdescent altitude, and coupled precision approaches , c/ w! e% Z3 U' P! omust be flown manually below 50 feet AGL.9 L& f; `) D& J7 k) y Note:Coupled and autoland approaches are flown9 f7 I( w2 {, ?3 L4 U/ ~ in VFR and IFR. It is common for carriers to require O% e, B' w. J+ Z" [; _* jtheir crews to fly coupled approaches and autoland! b- f J: K, ^, a; v1 C5 a8 G: n approaches (if certified) when the weather 9 f" {$ f/ o7 y& B$ }- Uconditions are less than approximately 4,000 RVR.) F+ q F: y7 T ?( i+ m (See AUTOLAND APPROACH.)& d4 d* C$ s# d' c$ B7 n) I COURSEa. The intended direction of flight in the horizontal# i$ l% m& B3 I plane measured in degrees from north.2 `* n: \. v( r# ^% d1 b% f b. The ILS localizer signal pattern usually2 k( n! @+ _/ U# a& w* Y specified as the front course or the back course.* }7 R0 |" r+ v/ G) c Pilot/Controller Glossary 2/14/082 ~0 G @+ d1 G) N9 o" c) c PCG C-8 8 N7 I d& c. x) m6 cc. The intended track along a straight, curved, or 1 r d' f9 l3 z9 `% \& |; Z1 ~' lsegmented MLS path.+ O" d" k! I* R6 U# e, q (See BEARING.) , h- W2 Z: n' K; v/ N( E(See INSTRUMENT LANDING SYSTEM.) * _7 k& a+ t' I' m, s1 F$ [# y(See MICROWAVE LANDING SYSTEM.) ; B7 u% f4 Y1 I- h! o& V) D# {(See RADIAL.) / ?8 n3 N/ }6 K# _CPDLC(See CONTROLLER PILOT DATA LINK0 S+ p+ z* g/ U* t7 F COMMUNICATIONS.) - B J0 s2 y' q& w+ q# _CPL [ICAO]- 9 \4 N6 r) }! D- K/ ?8 d(See ICAO term CURRENT FLIGHT PLAN.)# u" Y7 b4 y2 |3 Q5 T CRITICAL ENGINE- The engine which, upon 3 n. b+ u+ u9 ?* lfailure, would most adversely affect the performance % n2 Z3 f/ ^8 |) V2 @7 U# uor handling qualities of an aircraft.6 G& x, V5 M1 c/ q* ]: G* n CROSS (FIX) AT (ALTITUDE)- Used by ATC + Z% ~% j9 J9 C; [' Ywhen a specific altitude restriction at a specified fix" Q1 u3 U' q5 d. j is required. , ]0 o9 B& `* ]/ D& x6 ~CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used4 q: H- D1 |+ e) d by ATC when an altitude restriction at a specified fix ) y+ Q4 m, Y3 ^8 T1 w/ Qis required. It does not prohibit the aircraft from7 A; @/ y1 U- w crossing the fix at a higher altitude than specified; # D) _) c5 P d* Vhowever, the higher altitude may not be one that will $ k5 [+ o# s6 h0 V3 N9 z- r+ G5 [0 {' `violate a succeeding altitude restriction or altitude v' j8 K& O. T1 a( W/ Y3 |assignment.1 F- |( J* L0 X- j (See ALTITUDE RESTRICTION.)8 K9 f8 d, {, M' a" H8 O- N1 Y (Refer to AIM.) 9 H& h+ L' @2 \9 ]CROSS (FIX) AT OR BELOW (ALTITUDE)- / q6 o0 g2 `! F$ r7 m1 CUsed by ATC when a maximum crossing altitude at 3 Y# x# W8 ]0 qa specific fix is required. It does not prohibit the$ W8 g9 g5 i5 `5 Z" X aircraft from crossing the fix at a lower altitude;) z' K4 |3 S! y6 C however, it must be at or above the minimum IFR 3 V' d$ z- D: ^3 G E; z7 _) ualtitude. 4 a6 h7 Q9 k: x" t8 \: V& e) x(See ALTITUDE RESTRICTION.) * n0 t$ @2 ]# `- g8 z) U2 X(See MINIMUM IFR ALTITUDES.)4 }- k! T% N% _* F8 W% _ (Refer to 14 CFR Part 91.)- [8 m! ^+ S6 i" v. ]5 K CROSSWINDa. When used concerning the traffic pattern, the , {, m! z# v4 G" |2 Iword means “crosswind leg.”6 `+ [! m; V' e0 l" s3 z/ N (See TRAFFIC PATTERN.)- p I; {/ I$ D& t1 p b. When used concerning wind conditions, the$ P8 w, g. s4 ^0 D' i1 s" M word means a wind not parallel to the runway or the) h6 a( q; o% q3 ^! \ path of an aircraft. * Z& b5 e* T' M( o$ {; @$ o(See CROSSWIND COMPONENT.); j `+ L* l! m: g2 H9 W% o* z CROSSWIND COMPONENT- The wind compo‐ ( ?) K. _' e) _2 A( \* q! Anent measured in knots at 90 degrees to the / m l# D3 h* M2 Q' W9 S1 Rlongitudinal axis of the runway.9 M8 |4 x/ F8 S9 [ CRUISE- Used in an ATC clearance to authorize a6 l& z$ f# p8 H0 l& n" f pilot to conduct flight at any altitude from the- x/ ]1 y; g9 p2 l. v minimum IFR altitude up to and including the * t$ J7 x8 K7 w% \. t; w; S8 caltitude specified in the clearance. The pilot may9 M( h* c+ |$ J: W# W! t* L level off at any intermediate altitude within this block1 ? f9 [6 a& F3 D of airspace. Climb/descent within the block is to be9 _; W: ^0 X' V/ t0 ^8 q2 c made at the discretion of the pilot. However, once the + e$ S! K) @% d) G0 i8 fpilot starts descent and verbally reports leaving an ; i0 F6 @8 B) c r) Taltitude in the block, he/she may not return to that : S9 z( U% J* V% }1 |) x* {9 Raltitude without additional ATC clearance. Further, it , Y6 X2 C. z* }' j+ \is approval for the pilot to proceed to and make an 2 S8 e: n9 O0 Napproach at destination airport and can be used in 3 G) c7 h0 u& ` o' e8 pconjunction with:# p( w6 R1 ~+ U8 W9 K a. An airport clearance limit at locations with a $ y! v- e( S7 ?) l' wstandard/special instrument approach procedure. The : e% c7 X. t) i& l& `$ Y1 T4 S$ P1 CCFRs require that if an instrument letdown to an+ j6 p- X9 R/ M8 B airport is necessary, the pilot shall make the letdown6 A" g) a$ j- N+ G$ {' l+ \3 r" ^ in accordance with a standard/special instrument 8 ]" m( {2 j8 O, ^% C2 \approach procedure for that airport, or* i# K$ ]% O' _ b. An airport clearance limit at locations that are) D. U& b+ [8 i; D# r3 Z1 k within/below/outside controlled airspace and with‐ D" Z" g* j2 r6 e; \! zout a standard/special instrument approach, i" ^" S+ m2 L" \, m procedure. Such a clearance is NOT AUTHORIZA‐2 Z0 C* e) _3 Y; p n; {! C TION for the pilot to descend under IFR conditions& L" f$ t% ^, @. I( x x7 o Y7 K below the applicable minimum IFR altitude nor does 4 Z1 c! I7 R0 }1 y, z2 l3 @ oit imply that ATC is exercising control over aircraft+ |# s# I4 D; X$ Q2 H0 D in Class G airspace; however, it provides a means for, f: ?2 _* \; ^9 E% y the aircraft to proceed to destination airport, descend,9 Z/ n. k" R3 d! \3 }4 } and land in accordance with applicable CFRs / k3 E% U1 o3 a0 E. S% Dgoverning VFR flight operations. Also, this provides, X+ y( f I' U( Q/ S search and rescue protection until such time as the ~* M: x5 o$ W0 u+ h IFR flight plan is closed.# k6 W. e0 W% G2 O, k8 q% P (See INSTRUMENT APPROACH1 z$ R2 \5 F$ }. f4 Q+ r# Q PROCEDURE.) N# c" L6 |; y& X( y% `5 M9 y CRUISE CLIMB- A climb technique employed by 9 i( b& \) Q, q2 u6 U3 m. ^aircraft, usually at a constant power setting, resulting 6 L' H+ W% p+ _* N5 iin an increase of altitude as the aircraft weight; {$ H0 V- S/ ~: E decreases. - E) u" S: O8 u5 C/ m8 ^CRUISING ALTITUDE- An altitude or flight level0 _/ I$ b2 ?: D; c maintained during en route level flight. This is a 8 d0 m" l- p, |- {/ mconstant altitude and should not be confused with a 2 }9 ~% q5 d, S3 O7 p" ~8 e* P, I$ \cruise clearance. . N9 }0 c" a8 N" b0 w: e$ V(See ALTITUDE.)) r3 u+ g9 B6 F2 T: j (See ICAO term CRUISING LEVEL.) " L2 D. U- ?. i8 f9 ZCRUISING LEVEL(See CRUISING ALTITUDE.) 4 C6 b' @4 B+ G0 }: Q& `; `CRUISING LEVEL [ICAO]- A level maintained + n6 ?# b1 ^$ }. _% C, k: d& Pduring a significant portion of a flight. : Z+ W* q& X% Y" y% o0 EPilot/Controller Glossary 2/14/08 9 t# i9 |( ~( ]+ j4 x* uPCG C-9 % V( u+ V- N3 S" t: C9 D; oCT MESSAGE- An EDCT time generated by the + U. v/ b3 B! z3 \* }8 A) h; ~ATCSCC to regulate traffic at arrival airports.$ \' `# W0 f2 I1 I Normally, a CT message is automatically transferred: B, m' k3 r5 Q3 B6 W; T from the Traffic Management System computer to the& q% D& B5 L. P* D5 }; |+ ?' X NAS en route computer and appears as an EDCT. In$ c& F* F+ K7 _# S5 ?4 H6 { the event of a communication failure between the# D% u2 j k. d" } TMS and the NAS, the CT message can be manually ) ~' j }* m+ \entered by the TMC at the en route facility.# e$ a L- I+ s; w ^ CTA(See CONTROLLED TIME OF ARRIVAL.) - R ?# g: V8 T1 U* `# K( A(See ICAO term CONTROL AREA.) " z7 m5 @+ Q" Z: r' R% `1 b; \CTAF(See COMMON TRAFFIC ADVISORY( W1 U2 a0 e! C/ U! C* p# Y FREQUENCY.) q( g: f: W* S0 i CTAS(See CENTER TRACON AUTOMATION o/ g9 q6 E0 O. u7 K SYSTEM.) & ]5 z% X& b+ JCTRD(See CERTIFIED TOWER RADAR DISPLAY.) & w( J$ F1 V- M2 KCURRENT FLIGHT PLAN [ICAO]- The flight + d9 \4 `5 |+ I4 Yplan, including changes, if any, brought about by ; h4 r1 y# x7 qsubsequent clearances." ^4 V% q, P: r6 C CURRENT PLAN- The ATC clearance the aircraft& r& I$ J6 E+ {7 ^ has received and is expected to fly.7 E6 d! ~* |& J9 s* @. J9 S CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE* _8 j; |0 R1 K( D) v' a/ @ APPROACH.)8 }+ a$ A( X5 A% G+ `2 m CWA(See CENTER WEATHER ADVISORY and! d1 S! ~5 o M WEATHER ADVISORY.) # R2 h" a& i# I. M" D1 F4 }Pilot/Controller Glossary 2/14/08- b4 J1 P/ B4 m0 {# s. ^- X PCG D-1( t1 o! X0 _. \; I7 |' x6 C( u D 0 E4 Y" B* O) M1 J6 g& \D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL5 k% D0 }; F; o2 C; J4 ] INFORMATION SERVICE.)) C" r) E* W2 A% P$ |( d6 x, `8 K DA [ICAO]-6 ^ V2 g3 ~3 o (See ICAO Term DECISION . p6 E% H) r1 G! g) i* g: ?ALTITUDE/DECISION HEIGHT.) + W: m8 ~. B4 R6 F; \+ CDAIR(See DIRECT ALTITUDE AND IDENTITY6 n8 Z7 K% h, I, p$ H9 q READOUT.) : }8 K8 r) m" ]; I0 }1 d8 k; mDANGER AREA [ICAO]- An airspace of defined $ T. A! D" h+ K, v0 edimensions within which activities dangerous to the8 e( q/ \0 _: r# H& m flight of aircraft may exist at specified times. 6 Y% v% U M7 F( I+ hNote:The term “Danger Area” is not used in- G' C3 R" {: m! R reference to areas within the United States or any # a, I7 ]' G$ j* h# |8 Kof its possessions or territories.& e1 l' N& {9 K$ h1 d/ W( ?: Z DAS(See DELAY ASSIGNMENT.)% Q8 t d, G1 v! A! W DATA BLOCK(See ALPHANUMERIC DISPLAY.) , ]3 B* @) o0 \' v2 LDEAD RECKONING- Dead reckoning, as applied , K+ h( T( K1 j4 T# c7 Lto flying, is the navigation of an airplane solely by0 _6 Y! X( C& I means of computations based on airspeed, course, $ q8 N) W" Y7 J: l) t# |heading, wind direction, and speed, groundspeed, 2 s5 c, I8 O6 v/ i$ ?and elapsed time. 6 x n0 Y( e/ W7 D& o6 i; pDECIS ION ALTITUDE/DECIS ION HEIGHT ( D- Q9 w' }7 b: g4 F! u U[ICAO]- A specified altitude or height (A/H) in the! J( U; z4 X y9 T; u& _; F+ a1 S precision approach at which a missed approach must O' X0 I1 w8 M1 V5 X7 G4 G+ o be initiated if the required visual reference to * q1 J1 Y8 o' L1 N: N( t! Pcontinue the approach has not been established. $ X- w& m6 w$ d/ ENote 1:Decision altitude [DA] is referenced to' H; F1 ^2 O3 j6 E$ T1 O! [ mean sea level [MSL] and decision height [DH] is8 ^* E) U s0 V( k& B, e) U5 N referenced to the threshold elevation.: I* X) @! u+ l0 F% P! E Note 2:The required visual reference means that + h% O& G) p$ J8 O8 o5 ]% U, gsection of the visual aids or of the approach area9 Y, U8 y8 `$ z H M- i which should have been in view for sufficient time# r1 N6 M# B$ i0 I for the pilot to have made an assessment of the # @* G: Q0 X G5 F$ }0 Kaircraft position and rate of change of position, in / B. y, a3 L* j) G; @+ {5 T+ |relation to the desired flight path. ! G) b/ @9 z, k+ t W. Q9 ^DECISION HEIGHT- With respect to the operation 4 e" M- ~% v8 M7 Q4 k( r1 D1 X5 x eof aircraft, means the height at which a decision must! }) S2 g6 a5 E) C be made during an ILS, MLS, or PAR instrument . F$ v4 j+ F, j) D, H M- ]approach to either continue the approach or to execute! a# I' m: x$ f c* ?5 a a missed approach. 8 N% D- b! X% w; G4 V(See ICAO term DECISION& L) h \- R3 B ALTITUDE/DECISION HEIGHT.) - V2 w! ~, R7 Q+ |6 ~" v# U8 [2 T7 ODECODER- The device used to decipher signals( o2 `% D- F9 T0 N! V" m received from ATCRBS transponders to effect their* S% L7 t( O. |6 _2 b' C$ r& n display as select codes. - R6 f6 P3 |2 ]6 U# h+ v(See CODES.) $ x1 m) k! r3 B! J(See RADAR.)6 e5 ]0 _) i# d& d0 a5 Z1 T DEFENSE VIS UAL FLIGHT RULES- Rules& l$ N1 r! v% j4 Z6 R applicable to flights within an ADIZ conducted under 1 k( D+ D: a: Qthe visual flight rules in 14 CFR Part 91. 4 O l" G0 S* N$ D+ Y1 `7 `- M(See AIR DEFENSE IDENTIFICATION ZONE.) . d- X8 Z# t7 R, ~" A(Refer to 14 CFR Part 91.)+ F! a* ~2 \! \1 P) S, s+ u7 }2 A (Refer to 14 CFR Part 99.) 7 k: q& T3 V( I7 T$ oDELAY ASSIGNMENT (DAS)- Delays are distrib‐ M% w K: c9 y- {$ r# K( J, h% Z uted to aircraft based on the traffic management & ^8 Y) w0 y8 uprogram parameters. The delay assignment is 6 K5 [1 ^" Z1 h9 \7 z- y( [. Ycalculated in 15-minute increments and appears as a - \# g( ~( _; U6 v# Z% d3 Mtable in Enhanced Traffic Management System 7 {8 {% R+ {' L6 H(ETMS).+ [7 Z/ X6 L1 }3 G DELAY INDEFINITE (REASON IF KNOWN)7 U$ _5 q) L3 \8 E# P5 ^/ | EXPECT FURTHER CLEARANCE (TIME)- Used; m) U. B ~# \& @3 S* a' O9 | by ATC to inform a pilot when an accurate estimate 2 G. h& w5 ~; E( w. i. Gof the delay time and the reason for the delay cannot& ?" Q1 j# I! z( w- _* O% [# { immediately be determined; e.g., a disabled aircraft 3 j8 h9 `' `) v( H5 u, kon the runway, terminal or center area saturation, ) E. A h2 G( I5 q$ Iweather below landing minimums, etc.1 v7 `" y$ i/ j5 ?9 I (See EXPECT FURTHER CLEARANCE (TIME).) $ v6 ]6 h+ G0 ^/ F1 \4 L, _DELAY TIME- The amount of time that the arrival$ i* Q+ R2 l4 ^# b) u. T must lose to cross the meter fix at the assigned meter/ r8 ?6 |2 Q5 o fix time. This is the difference between ACLT and 9 O- m7 N+ g: V) YVTA. 1 `4 h' t, u3 }2 R8 XDEPARTURE CENTER- The ARTCC having3 s, W5 \9 Y& g1 Z1 C1 h5 J$ i jurisdiction for the airspace that generates a flight to8 V- o; A! ?( b5 u& P9 s" n/ D the impacted airport. 8 a5 e$ P r; N* M" t. FDEPARTURE CONTROL- A function of an! \! a/ U7 s3 Q" N2 U! i. U approach control facility providing air traffic control- s. a- ?* r. e! W service for departing IFR and, under certain3 \5 r6 }. e# A8 A* J, @; o) [ conditions, VFR aircraft. $ p4 i: ^6 Q9 v7 ]# m# F& |(See APPROACH CONTROL FACILITY.)# y" J+ G% S7 A1 s4 V. t; I (Refer to AIM.) / ^7 H3 G$ Y( _DEPARTURE SEQUENCING PROGRAM- A $ q5 w; x% c/ J9 I5 P; ^- ?) k+ Z+ lprogram designed to assist in achieving a specified ; I" _, j' c0 C( x6 xinterval over a common point for departures.( g. {6 C! R/ g% V3 b. R4 G2 ~; \ Pilot/Controller Glossary 2/14/08 d3 F4 U: r: x! v, L PCG D-2$ F4 @! b0 H5 ^' |) m# T0 W DEPARTURE TIME- The time an aircraft becomes ! L" U8 D- _; G7 ]0 Uairborne.* z$ c. o _: `% C9 r8 }* c DESCENT SPEED ADJUSTMENTS- Speed decel‐/ ~9 Y+ ~; z+ B' e9 C eration calculations made to determine an accurate' ]6 I/ U3 M& s VTA. These calculations start at the transition point# I( Z+ s4 G0 Z( Q) R4 b/ ~ and use arrival speed segments to the vertex.* H3 D' o. B+ O% j0 b. G. o DESIRED COURSEa. True- A predetermined desired course direction 5 s5 ?% \9 ]& v* n6 kto be followed (measured in degrees from true north). ; v _& g2 D4 Z5 M( fb. Magnetic- A predetermined desired course , E8 p) u2 K0 X3 R4 `direction to be followed (measured in degrees from; b* A$ r$ m; r2 g) H* `+ f local magnetic north).. Y' r: D9 Q! u: Y6 K" W9 X$ \ DESIRED TRACK- The planned or intended track$ H3 M' i1 f5 n( S, M$ P" S. s; \5 n7 M0 t between two waypoints. It is measured in degrees 4 L- c3 i. n6 g7 ~5 q) n% O# e/ ~( ]from either magnetic or true north. The instantaneous ; X* v5 O' G9 V3 @angle may change from point to point along the great * [7 R# t$ u8 T% K4 S. J& V; Fcircle track between waypoints. ; C E8 H# [9 |, EDETRESFA (DISTRESS PHASE) [ICAO]- The % { n1 K. }; e4 Wcode word used to designate an emergency phase 6 m+ Q% O- Q# K% `5 ywherein there is reasonable certainty that an aircraft 1 l& z8 H7 |$ M6 N1 T* hand its occupants are threatened by grave and , [( W9 ~$ N8 P* f4 ] R- pimminent danger or require immediate assistance. : r0 Y! C3 D8 |$ \9 jDEVIATIONSa. A departure from a current clearance, such as an ; m% J8 Z5 ^! ^; q7 n( V3 m/ Hoff course maneuver to avoid weather or turbulence.7 E" H( b( f0 B M b. Where specifically authorized in the CFRs and0 n- l; E; m* t" R# R2 c requested by the pilot, ATC may permit pilots to " Y$ _0 j! }8 {4 R3 l5 Qdeviate from certain regulations. 7 h0 A% G: n6 {) K(Refer to AIM.)7 H% B' y5 @5 T1 d DF(See DIRECTION FINDER.). [) A. J5 m0 I DF APPROACH PROCEDURE- Used under ; _, n0 |0 S! t/ Qemergency conditions where another instrument; A2 o: K& ]$ Z# E. I3 k- s9 A/ ~ approach procedure cannot be executed. DF guidance; S9 ~0 |6 f( ]" m for an instrument approach is given by ATC facilities 3 |( Q$ S! \3 v* Bwith DF capability. * L5 c$ Y% L& ?: ^(See DF GUIDANCE.): [. @8 y9 b7 o (See DIRECTION FINDER.) 6 S1 T( r4 K0 |+ m) k& e# S+ w- ~+ A1 o(Refer to AIM.) 1 M! N; W) p8 PDF FIX- The geographical location of an aircraft 3 H3 k/ m/ Y+ A5 P$ m7 Kobtained by one or more direction finders.. f+ U! Y& c! ]: |' a+ s$ E (See DIRECTION FINDER.) ! |# l8 w+ d6 }) e5 e+ |5 N+ FDF GUIDANCE- Headings provided to aircraft by : B t, o; b8 x2 y3 z9 Z6 \facilities equipped with direction finding equipment. 9 D+ [! Q+ T5 KThese headings, if followed, will lead the aircraft to 4 W' o D8 k( {a predetermined point such as the DF station or an & M" `5 {! @+ M k- t# @1 Oairport. DF guidance is given to aircraft in distress or3 @. x4 e! ~3 u% ~/ G: A. b* U3 R to other aircraft which request the service. Practice # {/ I+ D/ C! b' eDF guidance is provided when workload permits.. e/ [. U$ d! P- L6 D% Y. U (See DIRECTION FINDER.) 3 A0 d! x* t; ^* J(See DF FIX.), S% N" v1 F# l# d (Refer to AIM.) 5 |: ]" L3 m# S$ \# ]0 jDF STEER(See DF GUIDANCE.) ! @5 _+ z% |4 uDH(See DECISION HEIGHT.) 2 C% d4 E+ Y3 F5 @! z \, J: m0 lDH [ICAO]-$ I* K- {( \; S& L$ s (See ICAO Term DECISION ALTITUDE/ ( j; A& p4 P1 S" w R; W u$ oDECISION HEIGHT.)$ H. K P" O5 N( T DIGITAL‐AUTOMATIC TERMINAL INFORMA‐ . S: a8 V4 \1 G+ z( qTION SERVICE (D‐ATIS)- The service provides ' L5 V1 _6 B8 _! |1 Gtext messages to aircraft, airlines, and other users * `9 V/ \7 O& O! s X% toutside the standard reception range of conventional $ q$ U* {6 {5 V9 T$ RATIS via landline and data link communications to 2 N% R$ o" `3 q2 v% k+ cthe cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to ' r# l1 \" F4 x4 B6 jall aircraft within range of existing transmitters. The 8 D% r6 M" O# Q' n4 i! L) @# @1 lTerm inal Data Link System (TDLS) D‐ATIS7 H% F) |$ `+ [- Z. V$ F( j( d application uses weather inputs from local automated* C! z6 D* P' }9 { G3 q+ G: n4 [) d" n* c weather sources or manually entered meteorological$ O( S5 A0 E: K# X \" } data together with preprogrammed menus to provide8 m% I; y. z, t; E2 b; Q2 k8 `2 I" q standard information to users. Airports with D‐ATIS B1 t; i! R% F capability are listed in the Airport/Facility Directory., @: K) i# D" q9 s t DIGITAL TARGET- A computer-generated symbol0 a B; U7 t- p9 ~0 n4 b2 C* O representing an aircraft's position, based on a primary % E6 {" m; g( ]. e, \0 S4 k9 C. areturn or radar beacon reply, shown on a digital& O C! W, Y" Q display." V3 U- w4 i' n7 m' z DIGITAL TERMINAL AUTOMATION SYSTEM 9 Q% @0 l. Z- e' ? Y- X: F, w(DTAS)- A system where digital radar and beacon# ?& ^1 B! n% D1 ? data is presented on digital displays and the1 P: s- U8 x/ O. T/ [' l; P x operational program monitors the system perfor‐! v4 _" E5 M) x* Y% v+ F mance on a real-time basis.) H" Y5 S4 K# ?' C7 k DIGITIZED TARGET- A computer-generated6 d4 J4 x" I' p4 y indication shown on an analog radar display resulting( e$ B; o* ?. `8 ?6 r# [' R0 w from a primary radar return or a radar beacon reply. $ `) }6 T3 q. t6 RDIRECT- Straight line flight between two naviga‐3 Z( e) v3 R6 r$ Z! l7 Z tional aids, fixes, points, or any combination thereof. 5 j) V3 k/ s1 b( Q2 T- o9 c- yWhen used by pilots in describing off‐airway routes,; z8 s' M+ \1 c" m @ points defining direct route segments become, ~1 r; J9 l: H. | compulsory reporting points unless the aircraft is0 f% g' ?. G! E; Y under radar contact.* y% N. [; g) F& r, f DIRECT ALTITUDE AND IDENTITY READ‐ 8 K# D4 d1 n; E/ tOUT- The DAIR System is a modification to the ; S6 M2 R- Z0 n! Y. H& o: @Pilot/Controller Glossary 2/14/08 : o, b* M+ _+ kPCG D-3 : k/ R# U$ m/ A g, O. E9 \) @2 g4 |AN/TPX‐42 Interrogator System. The Navy has two * R! f* e- o6 dadaptations of the DAIR System‐Carrier Air Traffic ; ?1 U: K9 P# j; W5 c# ^Control Direct Altitude and Identification Readout # N* \. y: n' }& S; R) z0 b$ G3 \' }System for Aircraft Carriers and Radar Air Traffic 7 Y+ o: h$ G KControl Facility Direct Altitude and Identity Readout 8 c( c$ p5 h5 v4 WSystem for land‐based terminal operations. The 5 E5 m2 V# `! i) m! b d1 i NDAIR detects, tracks, and predicts secondary radar/ _* z. q& H5 }9 ^- |4 K" ` aircraft targets. Targets are displayed by means of / X2 A9 l, V" |3 q$ ~computer‐generated symbols and alphanumeric1 C" |2 c( Z5 m characters depicting flight identification, altitude, 6 \# Q/ \0 ?# C% d8 Bground speed, and flight plan data. The DAIR System ( v6 V3 j( X5 ~is capable of interfacing with ARTCCs.9 {$ O$ D" U+ J9 \0 \% X! y DIRECTION FINDER- A radio receiver equipped6 r) `: P1 ~7 t& N" m" ?7 L with a directional sensing antenna used to take& `$ V+ K7 B9 p7 N- ^- |2 J bearings on a radio transmitter. Specialized radio # ]+ n! }1 I7 bdirection finders are used in aircraft as air navigation 2 N3 [$ J1 l9 o. d* z! q$ U `aids. Others are ground‐based, primarily to obtain a 4 @* i6 }( F) Z1 e6 M, {! t( o“fix” on a pilot requesting orientation assistance or to3 Q# Q2 ?2 T! ? z( q# T; U locate downed aircraft. A location “fix” is established- s4 E, V k1 u0 W. s4 m9 z by the intersection of two or more bearing lines q2 ]/ A7 y( A6 u6 |1 @plotted on a navigational chart using either two * {+ w; O( [7 X# Tseparately located Direction Finders to obtain a fix on1 S: ^5 J" y- x4 z4 N) U& P5 {+ ^ an aircraft or by a pilot plotting the bearing9 z% i- J6 }, l7 X3 j# Z! W indications of his/her DF on two separately located- ^/ e, g3 M' C ground‐based transmitters, both of which can be( q: `3 I$ Z3 U9 \' i- b1 u3 n identified on his/her chart. UDFs receive signals in 2 ^ [; Y* c, ~7 W/ r5 athe ultra high frequency radio broadcast band; VDFs 2 t g; M3 h0 b P3 B9 ]in the very high frequency band; and UVDFs in both9 r) [; Y; A1 t* o: C! z$ }# g bands. ATC provides DF service at those air traffic$ q! ^; C# J' { control towers and flight service stations listed in the7 g, F' V; R+ U' [# K. R Airport/Facility Directory and the DOD FLIP IFR En , U7 c- Q: G; t2 l# aRoute Supplement. 0 z! ^! O8 x" F8 ?, Q/ v H(See DF FIX.) M4 `* F% F0 z3 ~& _& S: W4 r(See DF GUIDANCE.) , k$ u) ~2 ~& m7 r' wDIRECTLY BEHIND- An aircraft is considered to ' `5 V& b2 S8 c, e8 w! tbe operating directly behind when it is following the' k6 D7 d6 M( Y( [% k3 Q actual flight path of the lead aircraft over the surface # c. R4 K% q& q* `of the earth except when applying wake turbulence 4 n- j1 b L* A7 w2 V Lseparation criteria.% Y$ H3 U+ t: }& z8 b5 f4 M DISCRETE BEACON CODE(See DISCRETE CODE.) ( r. D6 o5 d6 ]7 ?8 ]8 K4 E9 \DISCRETE CODE- As used in the Air Traffic# Q/ i" n6 w v Control Radar Beacon System (ATCRBS), any one ( j7 c c, w! K. k& [6 X" F8 N& W3 G1 yof the 4096 selectable Mode 3/A aircraft transponder1 h A+ U; v+ [1 S) ?6 W! r codes except those ending in zero zero; e.g., discrete 1 H4 u$ Y; H( a5 L3 p4 _' w$ ccodes: 0010, 1201, 2317, 7777; nondiscrete codes:- t; L3 H) \& D5 M& b# ]( T- S8 k 0100, 1200, 7700. Nondiscrete codes are normally$ v# r) b9 H& q reserved for radar facilities that are not equipped with6 n, @4 Y2 d5 E, E: B discrete decoding capability and for other purposes) N; E5 o, Z! v+ u5 M such as emergencies (7700), VFR aircraft (1200), etc. , ~. _) V# Y t# z) ?(See RADAR.) 3 _+ N0 ` o1 | v(Refer to AIM.) " H0 g- `. s$ W* QDIS CRETE FREQUENCY- A separate radio / w7 }0 d. \; a: u& j# cfrequency for use in direct pilot‐controller commu‐ # b* {* ?# H0 Bnications in air traffic control which reduces- }- h& t) P3 D; Z& V frequency congestion by controlling the number of3 F& g4 o6 h0 u% i5 P* D3 a aircraft operating on a particular frequency at one N4 C- V: S/ Gtime. Discrete frequencies are normally designated $ K. o2 W9 y0 W( m* Rfor each control sector in en route/terminal ATC - |% |% |, E I7 M' l j" @; Ufacilities. Discrete frequencies are listed in the/ P6 A: d, m) d ] Airport/Facility Directory and the DOD FLIP IFR En 7 Y0 P7 U$ S; j) m7 v& p& j$ a0 o$ SRoute Supplement. 0 @ P- y: g5 m(See CONTROL SECTOR.)% N3 f5 {5 H0 ~. s0 V5 H# P% m DISPLACED THRESHOLD- A threshold that is : b+ y6 N8 B& Z6 K& x- Plocated at a point on the runway other than the 7 }% ^, g! m" H8 R4 Y3 c. Ldesignated beginning of the runway.: k- f" u7 S/ A- S6 \ (See THRESHOLD.) . q% n5 b) T7 d(Refer to AIM.) 6 t5 g! s% c2 X9 a# J# ?DISTANCE MEASURING EQUIPMENT- Equip‐6 o$ p* U7 ~$ p' y ment (airborne and ground) used to measure, in $ `# J" l+ b( F( A6 Nnautical miles, the slant range distance of an aircraft 6 `: X/ m. [/ hfrom the DME navigational aid.. _9 w2 A" l" U1 \+ b8 y (See MICROWAVE LANDING SYSTEM.) 1 e9 D: J- n# o& @: w(See TACAN.) , p8 r4 m) C. B2 U) p: ]: z" C" n, F(See VORTAC.)0 U9 K3 G: i- s! l. Y1 X8 R- b DISTRESS- A condition of being threatened by5 W# N5 w5 b8 L3 D* q7 E1 j# U serious and/or imminent danger and of requiring8 z+ b& ^/ s. R' e( p$ B' R immediate assistance. $ |3 d, E% g: Y* Q# d4 I- v6 ~4 ?! yDIVE BRAKES(See SPEED BRAKES.)9 y! D" A6 C/ ]% [8 a# G+ u( ^ DIVERSE VECTOR AREA- In a radar environ‐3 W% M/ `7 b7 l% ~& S0 z2 s; Q ment, that area in which a prescribed departure route 7 j6 }6 A( B1 B9 ?- k% ?is not required as the only suitable route to avoid, R9 G4 a2 y; A7 W8 Y+ C2 x. ] obstacles. The area in which random radar vectors 5 d6 j" [3 f) ~( n4 }below the MVA/MIA, established in accordance with* Q5 D: A0 d" M; o2 I the TERPS criteria for diverse departures, obstacles: f6 @: a3 d% t7 ?* w and terrain avoidance, may be issued to departing 6 T( b% a$ L7 H7 Uaircraft. - T+ @' k8 k8 O7 P/ q! M& a7 L/ ]DIVERSION (DVRSN)- Flights that are required to ( H' Y. X+ B! mland at other than their original destination for3 o* O: V# `, S4 ~8 v: ? reasons beyond the control of the pilot/company, e.g.. u7 o2 B/ e: y5 k( P# I: e periods of significant weather. V( [5 V5 ?3 _& d* R5 ?, [; G DME(See DISTANCE MEASURING EQUIPMENT.)* Q( h( U4 M7 ?2 L Pilot/Controller Glossary 2/14/08 " x& F- P- y+ t7 oPCG D-4 0 W' l5 _# l: _+ [ b2 z iDME FIX- A geographical position determined by . C* ~( x0 A, o8 b9 treference to a navigational aid which provides & c# q) v( m) x4 d6 g: Ydistance and azimuth information. It is defined by a8 ?$ l4 `6 H2 S+ b8 w& L7 ? specific distance in nautical miles and a radial,7 v2 _6 x2 k D' e4 t azimuth, or course (i.e., localizer) in degrees% ^$ d5 d) d& p' P4 t magnetic from that aid. # W! N; V" Y6 t' m(See DISTANCE MEASURING EQUIPMENT.) 0 v3 ~2 O% P% t4 J; Z/ ](See FIX.) " r- [3 B. b. A9 c( x(See MICROWAVE LANDING SYSTEM.)9 T( Q: e, [5 I0 b DME SEPARATION- Spacing of aircraft in terms of, n/ W3 x1 Y- A distances (nautical miles) determined by reference to 3 k: e. E' Q1 q2 Z, i6 h1 p& p# gdistance measuring equipment (DME).7 ~/ ^( F9 n1 R1 m2 l5 ?4 j (See DISTANCE MEASURING EQUIPMENT.)' M; D! `! ]7 G, L$ t6 W" { DOD FLIP- Department of Defense Flight Informa‐0 n4 j. e* A& X tion Publications used for flight planning, en route, 2 c" r$ F( \5 O( ^$ v0 p+ L+ kand terminal operations. FLIP is produced by the+ A1 j' d/ M N' {6 S8 d National Imagery and Mapping Agency (NIMA) for 0 q$ M3 \: e" k, J/ Kworld‐wide use. United States Government Flight ]1 L/ o3 w4 \, G' U! uInformation Publications (en route charts and* U( \" D \$ r/ j. I* W instrument approach procedure charts) are incorpo‐: H5 Y1 a) S$ V7 N8 z/ S rated in DOD FLIP for use in the National Airspace2 f4 B0 P( N, m( n System (NAS). c f- X0 n; w+ i DOMESTIC AIRSPACE- Airspace which overlies , U/ E! m5 ~- j; c. athe continental land mass of the United States plus 0 @" U7 ^" d a6 X' R0 w; G; hHawaii and U.S. possessions. Domestic airspace 2 }+ J k6 w, m7 e) {, c+ r: Hextends to 12 miles offshore.+ Z, ]7 {3 U; f8 U DOWNBURST- A strong downdraft which induces 6 R& t4 G& ]2 k2 A4 @an outburst of damaging winds on or near the ground. & U/ c. i {! k0 H% {0 ^Damaging winds, either straight or curved, are highly # y1 Q& s# s# g3 r5 m( qdivergent. The sizes of downbursts vary from 1/21 E& y& _9 C, I mile or less to more than 10 miles. An intense4 g* r3 r0 r9 b* C9 `: _ downburst often causes widespread damage. Damag‐ * j4 x, w+ @; D* p9 o0 Hing winds, lasting 5 to 30 minutes, could reach speeds0 s- ^# p/ x1 D+ z# e7 X) G2 H as high as 120 knots. + y1 O: L( h6 |% o8 U& pDOWNWIND LEG(See TRAFFIC PATTERN.)3 R3 o7 t2 n' S. u DP(See INSTRUMENT DEPARTURE PROCEDURE.) 9 e( x0 N; O. X( cDRAG CHUTE- A parachute device installed on 7 ]" a1 [% U' U' w' ccertain aircraft which is deployed on landing roll to 5 ^6 C( [! l7 `3 h, sassist in deceleration of the aircraft.0 D3 w0 _) J- B+ F4 o& ^ DSP(See DEPARTURE SEQUENCING PROGRAM.) ; m8 g7 j% q# s: @, L5 B0 {3 nDT(See DELAY TIME.)+ }. T: R( y) U5 D DTAS(See DIGITAL TERMINAL AUTOMATION - e j5 _& |# ]6 y) A4 qSYSTEM.)7 G- h' c+ I {6 u2 C' R DUE REGARD- A phase of flight wherein an 9 L' A n3 q U$ Uaircraft commander of a State‐operated aircraft6 H- t; {0 D5 |4 D. `7 T+ f assumes responsibility to separate his/her aircraft # A X' a$ u! ^" R3 R4 d! N8 Gfrom all other aircraft. % }. [# \ ^& Z& s1 P% V; [+ {! D(See also FAAO JO 7110.65, Para 1-2-1, WORD1 _8 ]9 Q3 T! J* T8 Y6 p MEANINGS.)/ @, S" x+ s+ I- w& k9 f! a DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY 3 \" h, j5 a) N9 aRUNWAY.)$ @% Z, o. D$ x8 t, { DVA(See DIVERSE VECTOR AREA.). b6 E3 G7 y q8 H6 n- Y( v% t DVFR(See DEFENSE VISUAL FLIGHT RULES.) ! U5 h$ l( ]! n. bDVFR FLIGHT PLAN- A flight plan filed for a VFR + g) K' [! D8 o2 D& r- x; B1 Haircraft which intends to operate in airspace within5 k, n1 W2 N% z2 h1 o9 a which the ready identification, location, and control1 W1 ]* R8 @5 N, ]: h; n* a of aircraft are required in the interest of national0 T" N$ K% ?# { b security.2 t7 L) ]' Z8 [8 o% L DVRSN(See DIVERSION.) ; Q3 G. s) g) w, @5 a6 @DYNAMIC- Continuous review, evaluation, and ( k2 U2 k% B4 Wchange to meet demands. 0 `) l3 n; S# p' F9 DDYNAMIC RESTRICTIONS- Those restrictions$ ^2 t+ M! w% i imposed by the local facility on an “as needed” basis$ q* n, D: j: } to manage unpredictable fluctuations in traffic3 S# n) |7 g' H) q+ j demands. ' Y5 j% t, C8 h) {8 V: C3 ZPilot/Controller Glossary 2/14/08: R$ M# `4 r; Q+ d6 E' _ PCG E-1 8 z" I5 q4 n" T; U9 @3 B4 P, I. m' nE % s4 }' B5 `# e0 [% K1 Y/ lEAS(See EN ROUTE AUTOMATION SYSTEM.) & l) _* D2 v/ B& f3 O2 MEDCT(See EXPECT DEPARTURE CLEARANCE 5 A* S1 q( N! a" w) W* z: lTIME.) : p6 p c8 u/ L; Q6 C5 ]EFC(See EXPECT FURTHER CLEARANCE (TIME).) 9 k7 J1 B% q- x( O: w8 {* w% H0 yELT(See EMERGENCY LOCATOR TRANSMITTER.)0 t: }& O2 u( f3 L( F EMERGENCY- A distress or an urgency condition. : v0 z* A) I, w, `6 _& t ^$ P% P: ?1 \EMERGENCY LOCATOR TRANSMITTER- A 8 p( |6 f9 A2 M) p: ?radio transmitter attached to the aircraft structure 0 _, {7 S* ]# R, W* G( ^which operates from its own power source on3 @ Z+ n3 y: `4 U t/ I L' V 121.5 MHz and 243.0 MHz. It aids in locating& A) b. l. j0 V3 [ downed aircraft by radiating a downward sweeping# T% w, D& w. |' [ audio tone, 2‐4 times per second. It is designed to * ~5 n) M$ ]# ~$ Y! kfunction without human action after an accident. 6 V5 c% {) B% a" P& d2 F(Refer to 14 CFR Part 91.) ' m# o6 I; J$ r& m8 i Y" Q(Refer to AIM.)6 M- V* ]+ J. U" i7 K2 l+ H E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE- i9 Y+ g) j5 W' k3 ^+ Y0 B7 h WARNING.). p0 `% ^ B6 w$ E& ~3 X3 {% | EN ROUTE AIR TRAFFIC CONTROL SER‐2 t" O Z8 c8 B7 _ VICES- Air traffic control service provided aircraft 9 C- Q0 _" |! }% g$ W+ `( I: J1 ~on IFR flight plans, generally by centers, when these5 d' u7 V; e7 R( Y3 e aircraft are operating between departure and " R( s. B/ N5 C6 W* O+ u6 ~destination terminal areas. When equipment, capa‐ , h! Q+ u( X1 b) v% Ibilities, and controller workload permit, certain 1 R8 k. S7 j9 D0 i7 u Gadvisory/assistance services may be provided to VFR7 w$ m q, g. |4 ~8 x$ p* a+ u aircraft. 9 e% [" f( X. |! r/ G+ S(See AIR ROUTE TRAFFIC CONTROL0 y/ N8 }- V9 Y4 h0 v8 Z' P CENTER.) . l1 U! w4 T8 n) O s7 ]: O(Refer to AIM.)% b; N/ A, R7 ]* v; y& t% G, S1 ~4 T EN ROUTE AUTOMATION SYSTEM (EAS)- The 8 z& |# N, O0 Ncomplex integrated environment consisting of 4 x2 ?2 ^: N% U. l: q* W$ d2 `( Ysituation display systems, surveillance systems and" F& R0 L$ S9 z# {# [* z flight data processing, remote devices, decision & a! e) ]1 m- qsupport tools, and the related communications ! \. G& J9 v2 D2 A! o: H% Oequipment that form the heart of the automated IFR( D y. G! j$ ~ air traffic control system. It interfaces with automated" J2 o& \- ^2 {1 ?% O" p' D terminal systems and is used in the control of en route) e0 F" {6 Z8 \1 y! o# _ IFR aircraft.& a& v! U7 s, \, C# J5 B+ v (Refer to AIM.) & J( N5 z$ o% B) i4 g0 VEN ROUTE CHARTS(See AERONAUTICAL CHART.)( c) O% _2 R" @) w7 V9 A/ y- e EN ROUTE DESCENT- Descent from the en route 9 z" t# T( u( w1 e7 s* ycruising altitude which takes place along the route of7 x* d) Z8 B9 D$ A. _ flight.- b8 t4 Q, R' E, f0 M EN ROUTE FLIGHT ADVISORY SERVICE- A- h, ~% I( q2 Q+ F+ J service specifically designed to provide, upon pilot% Q$ Z7 r: b9 z2 M% t3 p request, timely weather information pertinent to 3 j o; R6 o9 E" q w0 rhis/her type of flight, intended route of flight, and Y: U Q+ [& e% Z$ k2 Jaltitude. The FSSs providing this service are listed in + o6 b2 k. r3 x( ?) othe Airport/Facility Directory., c6 ~8 I; p) U4 u- ?+ X (See FLIGHT WATCH.)+ D" k L; T7 o- W" ^) H (Refer to AIM.)1 i- h+ ]: g$ s6 D EN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)6 \7 B7 n% G8 M( U' X0 u EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)1 ?$ E- T! G; ~: v3 n8 C EN ROUTE MINIMUM SAFE ALTITUDE WARN‐1 r( W% u5 ~) ~0 [* \: A, ^ ING- A function of the EAS that aids the controller ) G) R& }" v( H& Wby providing an alert when a tracked aircraft is below3 K& Z8 I- X) n9 G0 d or predicted by the computer to go below a , o+ E, N7 B3 } @7 mpredetermined minimum IFR altitude (MIA). 7 b. w$ k" o! D. W/ sEN ROUTE SPACING PROGRAM (ESP)- A , M. V, G6 }$ C; Uprogram designed to assist the exit sector in ) j# V) V( J% h) u* Y' Dachieving the required in‐trail spacing. $ W7 n8 r9 Z- D; K. V* a* ]* d- [EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a9 ]* y- J# O U( i SID/STAR that connects to one or more en route0 A5 D, t3 {6 p/ K! a7 w8 ? airway/jet route. 5 X& v {8 j8 Ib. RNAV STARs/SIDs. The portion of a STAR4 l' C% D$ W1 l: g+ K5 r preceding the common route or point, or for a SID the, h$ ~; k# v$ ?# O Y portion following, that is coded for a specific en route* x a! t3 B3 x: C% V8 q+ V, X fix, airway or jet route. ) G5 V8 F% v; u, l2 oESP(See EN ROUTE SPACING PROGRAM.) ; _+ _/ L% g' p3 ^) W* X% xESTABLISHED-To be stable or fixed on a route,4 E w" T ~4 l: h7 M route segment, altitude, heading, etc. * N, b! i4 g1 ]6 GESTIMATED ELAPSED TIME [IC AO]- The % A2 I+ `9 E/ z' Y( R/ d3 p" S3 Oestimated time required to proceed from one7 v |- ~9 @# o8 n significant point to another.4 B, K+ j1 }3 S5 k (See ICAO Term TOTAL ESTIMATED ELAPSED ' K& ^5 T( k3 z+ ]( B7 V6 w: iTIME.) " v4 D0 s5 Z1 fPilot/Controller Glossary 2/14/086 Y- t( [6 {. q. z) S9 s PCG E-2, c& O( ^. |, @( b B0 e ESTIMATED OFF‐BLOCK TIME [ICAO]- The + U1 l0 z- {( K; M' Zestimated time at which the aircraft will commence" X4 i0 s Z$ d1 t; u movement associated with departure., C7 x# g8 A% h ESTIMATED POSITION ERROR (EPE)-. ?! T+ X; c& Z (See Required Navigation Performance) 9 M1 s! e% @! G, rESTIMATED TIME OF ARRIVAL- The time the * |, V0 w# B u/ x* Mflight is estimated to arrive at the gate (scheduled . u/ f! A$ d# R: l5 Aoperators) or the actual runway on times for' G* H5 W; L- n/ W( L nonscheduled operators. 2 j% J6 q; V% a5 lESTIMATED TIME EN ROUTE- The estimated 7 |" a, {" |# b3 qflying time from departure point to destination , L; H2 h v- j(lift‐off to touchdown).$ q: V4 ?7 n, \% p9 U; J ETA(See ESTIMATED TIME OF ARRIVAL.). f8 {" o4 C1 Z2 ^; K. H+ d ETE(See ESTIMATED TIME EN ROUTE.) 3 ~3 S- `' ?0 AEXECUTE MISSED APPROACH- Instructions" K% q; |9 I1 Y* U2 I issued to a pilot making an instrument approach* T" Q( n9 m1 p& z; z. N) V which means continue inbound to the missed & b9 O; U. h# z. v# l/ A: Dapproach point and execute the missed approach( g* c3 H. |% x& I; y procedure as described on the Instrument Approach * ~0 O3 J6 {1 cProcedure Chart or as previously assigned by ATC. ) p1 w% }& ], {4 j1 l7 cThe pilot may climb immediately to the altitude / ~/ H6 P& z0 F" F! Q3 i; j* ]6 Nspecified in the missed approach procedure upon ( A0 h" N W% F) Q3 o5 ^- D0 I$ V: Imaking a missed approach. No turns should be/ |+ M) ^. `/ Y initiated prior to reaching the missed approach point.: `/ j3 i9 v& \" H4 M {( S! n When conducting an ASR or PAR approach, execute9 p7 v8 D9 w+ S5 C* j, p) @, b the assigned missed approach procedure immediately + k6 f6 D# R" f0 C' M% x6 Eupon receiving instructions to “execute missed 6 {+ P7 R) T: A& x3 @2 b0 z, J! qapproach.”5 c% j2 T G+ W7 l (Refer to AIM.) - L1 t9 h9 d- D) gEXPECT (ALTITUDE) AT (TIME) or (FIX)- Used : J2 ]: l! s1 v7 v. t# k/ M8 m/ _& wunder certain conditions to provide a pilot with an # O* }2 S2 c- c& f% L+ S1 [altitude to be used in the event of two‐way R0 Q6 U P8 R O, M, K communications failure. It also provides altitude 3 l. Z4 `% u: V1 q* d; {information to assist the pilot in planning. , ?# z! n( s( {5 y(Refer to AIM.) 2 h$ V5 p. a1 HEXPECT DEPARTURE CLEARANCE TIME) c: Q2 @$ L$ ]/ t (EDCT)- The runway release time assigned to an, t& d7 E% _+ L# @# n% \ aircraft in a traffic management program and shown0 W! a5 P. ?* w& _* l% g( N on the flight progress strip as an EDCT.9 O0 T2 }5 N/ k8 ]: e- P" `# g (See GROUND DELAY PROGRAM.) ; F4 k z8 W9 n( pEXPECT FURTHER CLEARANCE (TIME)- The 7 } x* o: f6 ^& Z) m9 W; ]time a pilot can expect to receive clearance beyond a4 F# ^: D" M* o5 T, Y( o% Y' C" x! U clearance limit. , v; Q% k/ j7 a+ q- p( v9 R" b; o4 REXPECT FURTHER CLEARANCE VIA (AIR‐ : @/ q& W- I: g( t3 [# bWAYS, ROUTES OR FIXES)- Used to inform a7 ?- ~9 ?: w5 t/ ]. z' b pilot of the routing he/she can expect if any part of the 4 `+ ?) i8 M" [" ]- Rroute beyond a short range clearance limit differs! |- z' _$ ]! h" ^- z3 f1 Y$ c from that filed. ' _4 [8 G" R! ]/ s* XEXPEDITE- Used by ATC when prompt com‐ ?4 p5 D' j7 L$ g* \pliance is required to avoid the development of an ) z3 Y4 ]1 N0 I8 h2 C1 jimminent situation. Expedite climb/descent normal‐ 9 D; a7 p* P+ F7 e: l0 P. oly indicates to a pilot that the approximate best rate9 R' J1 `$ m/ s: y8 Q, u3 I5 |; Y9 N of climb/descent should be used without requiring an ) C% I" x8 ~4 w. b# J5 G& ^exceptional change in aircraft handling characteris‐* u- ^( b% x0 J. T tics. 6 k, P \1 }* U+ Z4 U9 B' ]* s- zPilot/Controller Glossary 2/14/08 1 ^+ Q$ {3 h) `) r( s# s& I2 tPCG F-1# T0 T- J2 ?, t& [ F. d/ C/ R' g( x8 k) o; ^' d6 O FAF(See FINAL APPROACH FIX.)" m. J- M1 g2 O8 F3 d FAST FILE- A system whereby a pilot files a flight4 F' v/ H/ {! ~0 M0 f plan via telephone that is tape recorded and then* Z: ]* z4 w4 z. s# \" ~7 d0 a transcribed for transmission to the appropriate air+ f6 F6 |* L( W! i: J- _ traffic facility. Locations having a fast file capability ! P" i2 X; S3 o' P/ I- {" {are contained in the Airport/Facility Directory.: ~9 p% B4 Q7 v% d, |' t2 v8 T (Refer to AIM.) : q6 M! b) ~: l+ q% r1 }- LFAWP- Final Approach Waypoint b" n; E$ X$ c5 x FCLT(See FREEZE CALCULATED LANDING TIME.) + H5 s3 u# {9 t' Z3 T' z, ]8 lFEATHERED PROPELLER- A propeller whose $ ?5 H. X/ Z( E5 n' ]$ qblades have been rotated so that the leading and; V, m. m$ S9 c# C, l+ w trailing edges are nearly parallel with the aircraft2 T$ s; D- q8 v* u: u p7 H, Q }: c flight path to stop or minimize drag and engine' \" W( T. g, I' p) @ rotation. Normally used to indicate shutdown of a0 b! \8 [1 z9 }. u; i reciprocating or turboprop engine due to malfunc‐ " z0 J9 {/ ^2 p% q0 l8 ltion. ; ~- y# W. s; o+ v. _4 S6 tFEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.) : w4 V4 ^& _0 k+ H8 f7 H0 D) CFEEDER FIX- The fix depicted on Instrument8 A' ?4 R- R6 t% M( t0 @: r7 \7 w Approach Procedure Charts which establishes the" x2 ], u [7 Y$ c3 U starting point of the feeder route.0 U5 r; B- ]2 @; i: g/ r FEEDER ROUTE- A route depicted on instrument 2 K6 h- W+ p, F V! yapproach procedure charts to designate routes for . S3 L6 H6 H8 Z9 L) H1 @' X3 Daircraft to proceed from the en route structure to the / Z) n* [1 o% f4 x% ?; m$ n4 M' Qinitial approach fix (IAF).9 k, q2 q- ^: V (See INSTRUMENT APPROACH8 v6 I9 x8 p: _+ g PROCEDURE.) $ J$ L+ V: i9 S" D) K5 o1 LFERRY FLIGHT- A flight for the purpose of: ( @; n w9 |1 B0 _% va. Returning an aircraft to base. 0 I/ j0 ?1 D4 Kb. Delivering an aircraft from one location to# {3 j7 _% [4 h) A+ Y5 O+ T* m7 J another. " K' A& N- x) l( Y! W' nc. Moving an aircraft to and from a maintenance! C/ [ [6 ^6 v; G0 h Q base.- Ferry flights, under certain conditions, may be1 N. X) J d6 t' G, c7 g, I( _/ o conducted under terms of a special flight permit.$ X! n2 u# g5 S# i4 b FIELD ELEVATION(See AIRPORT ELEVATION.)" {0 F. ^) E, n6 O% ~ FILED- Normally used in conjunction with flight 8 g8 D& S" P* h: |3 \' Eplans, meaning a flight plan has been submitted to 1 `$ }& a8 k$ k1 G) W5 B6 jATC.5 x. ~" r8 ^. s2 k FILED EN ROUTE DELAY- Any of the following & H3 C) o( `4 y6 epreplanned delays at points/areas along the route of D4 [& c' v; j" [* [flight which require special flight plan filing and , S) E4 h* u0 L% d, shandling techniques. ) v6 h1 \7 F4 ba. Terminal Area Delay. A delay within a terminal ( _5 x: {2 n7 u$ D r# p/ s B! ^area for touch‐and‐go, low approach, or other * D" ]+ d) c1 {/ T: d$ dterminal area activity.+ W3 W+ k3 J& n# m8 i' W b. Special Use Airspace Delay. A delay within a & m6 e, S. k; O* cMilitary Operations Area, Restricted Area, Warning . v! f2 A0 S; k* y$ ]Area, or ATC Assigned Airspace. ( M8 G: |& T& L, Q6 F: n5 g+ tc. Aerial Refueling Delay. A delay within an - q3 K% e S4 g5 V5 gAerial Refueling Track or Anchor. : n$ I) D3 r7 n* b" R& \ b! BFILED FLIGHT PLAN- The flight plan as filed with ; y$ @& k( U, w) S6 ean ATS unit by the pilot or his/her designated- _7 F3 ?. B# `4 z' ?8 c0 I, T8 _ representative without any subsequent changes or 0 w" Z }5 H! J# j* b4 @1 \clearances." Q4 l5 s& V! T; e FINAL- Commonly used to mean that an aircraft is& z4 D; Y2 T- C2 f/ r on the final approach course or is aligned with a( v. s' o3 p* X landing area.: _* V( X: V. l M8 ^' G5 O4 C (See FINAL APPROACH COURSE.) - H& K% j) D" c8 W# R(See FINAL APPROACH‐IFR.) + J' f4 t$ a/ C1 z: m( z(See SEGMENTS OF AN INSTRUMENT( F6 p' ?- j a' ?+ [! P APPROACH PROCEDURE.) & R9 e% Y) A5 f3 |- k; k: L* sFINAL APPROACH [ICAO]- That part of an 5 l7 s2 q# U2 uinstrument approach procedure which commences at $ a4 l6 E5 R) C2 z qthe specified final approach fix or point, or where8 {" Y( b* K$ |) \4 o8 q+ C8 a% S; ?$ A: [ such a fix or point is not specified.' t% Q6 w; t5 i% V a. At the end of the last procedure turn, base turn / h- k# E& c kor inbound turn of a racetrack procedure, if specified; - Y. v/ a8 X/ a: q; t; vor- {5 O6 x0 x6 \ b. At the point of interception of the last track $ I4 Y( f, i7 w8 t; Bspecified in the approach procedure; and ends at a1 o) M* X8 l& ?" C% v: Z9 q5 ~( [) l point in the vicinity of an aerodrome from which: , A& Q) C6 g7 ]* @7 Y# l) {% i1. A landing can be made; or0 Z" b0 c& U/ g 2. A missed approach procedure is initiated. 1 v& b0 A# N. i: EFINAL APPROACH COURSE- A bearing/radial/- x' {- D, r. A$ a& J, V track of an instrument approach leading to a runway * ?) [- `6 a; b* Bor an extended runway centerline all without regard " U2 O0 c' |, b+ W3 O8 z/ ]to distance. ) x; G9 b# \: M1 q& hFINAL APPROACH FIX- The fix from which the2 M$ c1 F) L4 H: J7 P- S/ Z% r/ Q final approach (IFR) to an airport is executed and) _0 t& \! J% C9 I which identifies the beginning of the final approach 5 h8 J* J! Y! o8 @: |# I7 F' X8 E8 y8 Dsegment. It is designated on Government charts by8 P ]6 I; k$ K3 c/ W( j the Maltese Cross symbol for nonprecision # k3 H4 w/ p' n: `2 a& w, L2 H8 E- `Pilot/Controller Glossary 2/14/08 9 o2 {/ K! S$ z/ D: aPCG F-2 % i& z7 G( D- Y# O5 o1 Napproaches and the lightning bolt symbol for 0 F3 t# K9 `- x* B! P$ x3 p0 aprecision approaches; or when ATC directs a& l: _/ u- @) Y; u6 X0 [4 r* \ lower‐than‐published glideslope/path intercept alti‐ 9 D6 x7 M9 R% c ctude, it is the resultant actual point of the $ W+ O2 w( I: f/ s4 B1 nglideslope/path intercept.2 c: R2 |- H8 p (See FINAL APPROACH POINT.)" p( ?$ p6 n4 z2 e: l! } (See GLIDESLOPE INTERCEPT ALTITUDE.)2 ?$ T1 Q& l* @2 G3 c (See SEGMENTS OF AN INSTRUMENT' w. ~: w U- Z, l! q APPROACH PROCEDURE.). R$ F" N/ P4 x FINAL APPROACH‐IFR- The flight path of an* V. m$ i( a0 i# }7 U! I aircraft which is inbound to an airport on a final + `( F# _, U4 k& v- I) \ minstrument approach course, beginning at the final , w0 m' A4 ?# V7 o# Capproach fix or point and extending to the airport or - J6 c4 I' G% Z* A0 rthe point where a circle‐to‐land maneuver or a missed # f& R- U0 `( p! {' r$ x, Napproach is executed. - [: `, s. O3 O( h+ y(See FINAL APPROACH COURSE.)" U9 }, x7 V3 X* f/ Y" p' o* _ (See FINAL APPROACH FIX.)5 u3 p/ j0 k1 a1 @; s! u; p (See FINAL APPROACH POINT.) ) r' }( { Q& W3 r( ]0 G5 x(See SEGMENTS OF AN INSTRUMENT 8 {8 t- @" V# }; {7 nAPPROACH PROCEDURE.)( |4 }1 ?6 O0 T (See ICAO term FINAL APPROACH.)( [5 \& y+ `, A t) K5 l FINAL APPROACH POINT- The point, applicable" ^- ?& O- i6 ~8 P8 X( Y3 l( B0 b& I/ D only to a nonprecision approach with no depicted 6 Q& b9 n8 b' H+ LFAF (such as an on airport VOR), where the aircraft * c6 N0 X. u2 U, sis established inbound on the final approach course % t( A' K3 X' X" m, X- A5 @6 Cfrom the procedure turn and where the final approach 7 ^5 I' R. h5 q( a0 n0 Udescent may be commenced. The FAP serves as the , e8 n0 y% Q& M4 m1 T6 iFAF and identifies the beginning of the final$ F0 b( u9 L7 A+ A( ?7 |3 g2 f approach segment. # ]" F6 v+ x4 T- m6 c(See FINAL APPROACH FIX.)$ u; S, I* V$ z+ {4 J- y) Y2 ~ (See SEGMENTS OF AN INSTRUMENT" i0 Q$ _6 Z7 c APPROACH PROCEDURE.) $ u2 m* g" F: b0 v) s2 XFINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT; V0 A0 I ` a3 @3 } APPROACH PROCEDURE.) / x* D+ n. ^9 L3 t! R( _' ~6 k2 gFINAL APPROACH SEGMENT [ICAO]- That* {- N! J* j1 M* Y3 y, ?& N7 v segment of an instrument approach procedure in % N- J+ B- q& p1 ?% T `9 Ewhich alignment and descent for landing are & R4 _8 R" _ f' n) Xaccomplished.7 i) I% m* c4 S5 \; \: M4 J FINAL CONTROLLER- The controller providing / ~0 j( s. y* j" C( _4 K6 Oinformation and final approach guidance during PAR9 Y; I( Q, y2 T6 l! p5 e and ASR approaches utilizing radar equipment. b0 Z! c/ ]/ e% e( B P, s (See RADAR APPROACH.) ( |* R1 Z, I5 ?- n. p/ KFINAL GUARD SERVICE- A value added service: S- ` T. r: H' G provided in conjunction with LAA/RAA only during . W! I. F8 r5 i8 P+ r. g: uperiods of significant and fast changing weather 1 O- y/ k% n6 A& pconditions that may affect landing and takeoff: \, |7 q! t- h' B k operations. : j6 j- B. A, u9 w! Z1 fFINAL MONITOR AID- A high resolution color5 @8 m! ~: y3 B+ B) P display that is equipped with the controller alert $ e+ p; D; ~8 D( n, J; _% N" ^system hardware/software which is used in the2 ]8 n1 B' V# ]7 N; c0 y; B& S1 D precision runway monitor (PRM) system. The 9 h/ s* O8 G) [1 w0 L$ M0 xdisplay includes alert algorithms providing the target * l C+ x1 w$ G. ?, t V. \4 spredictors, a color change alert when a target7 H- d& b. S3 o2 T* }6 b4 c penetrates or is predicted to penetrate the no : H0 j+ Z, s! ^# d0 Q3 rtransgression zone (NTZ), a color change alert if the1 i2 J9 G- b/ @ aircraft transponder becomes inoperative, synthe‐ ! {4 K: ^& Y# \) g1 c6 E- F( I, lsized voice alerts, digital mapping, and like features 4 n7 q8 W0 Z7 P- j4 N) A4 Pcontained in the PRM system. - R. @. a+ c4 r" n9 ^2 z(See RADAR APPROACH.) . j! y: U7 K' o+ d& R; q. e- ~5 RFINAL MONITOR CONTROLLER- Air Traffic 2 M L! D3 [2 U6 Q, B- \7 F, E$ k; fControl Specialist assigned to radar monitor the6 E. y" q/ X' H' |% \9 v2 d flight path of aircraft during simultaneous parallel , @8 x# g- M9 x+ g: X- Kand simultaneous close parallel ILS approach& E' d8 i, \5 e- @2 W7 F# ] u operations. Each runway is assigned a final monitor & A$ ?) ]9 i e" e9 [# K pcontroller during simultaneous parallel and simulta‐ 1 `% e6 B& a5 pneous close parallel ILS approaches. Final monitor# j# Z3 m! \& w5 ^7 g l+ ^" f controllers shall utilize the Precision Runway 7 U% q$ P) P6 T! g* q' G# @: aMonitor (PRM) system during simultaneous close2 K" p4 Q8 S% b9 A parallel ILS approaches.. k+ q) ?5 ?# x* W2 f+ K0 p8 o: @& Y/ o9 T FIR(See FLIGHT INFORMATION REGION.) * w8 ^4 F. }5 D/ f; E, \$ B) |FIRST TIER CENTER- The ARTCC immediately # {( C* ?" c& n, s9 Badjacent to the impacted center. - j' S! B& F' iFIX- A geographical position determined by visual ' Z4 r' s2 T h$ Preference to the surface, by reference to one or more 1 @5 u+ R% I [+ d. R$ Tradio NAVAIDs, by celestial plotting, or by another % _# Q. M& E+ v- anavigational device.+ }7 U: O& s/ [7 {8 U' W7 \ FIX BALANCING- A process whereby aircraft are) U3 ~0 l6 }3 X1 G% g; J& i evenly distributed over several available arrival fixes # v/ m' s" h/ L2 ~# t+ w& g creducing delays and controller workload.( {* R9 i/ l9 x- X FLAG- A warning device incorporated in certain; J7 q& Y0 [9 F; Q. Q3 u airborne navigation and flight instruments indicating 5 C( Q3 H' v8 ?+ j( g+ C$ s" ]that: $ i6 `: C0 c# v$ o9 Oa. Instruments are inoperative or otherwise not1 A% r2 K) q. Q u( b, n- p/ x! L operating satisfactorily, or3 o) A1 S y( V8 W* }6 ~ b. Signal strength or quality of the received signal( k) m: J V5 a7 G5 N falls below acceptable values.7 v+ D3 p" l& }' a- E. B FLAG ALARM(See FLAG.)% j( Y' W3 J# x FLAMEOUT- An emergency condition caused by a & G2 {. \' n3 wloss of engine power.- p# y/ j4 }) n, K* G" }( I" ^+ k FLAMEOUT PATTERN- An approach normally ( p0 @" d+ ?( Xconducted by a single‐engine military aircraft # \$ U* z0 {2 V% B/ lexperiencing loss or anticipating loss of engine 1 R6 Y f! {/ [Pilot/Controller Glossary 2/14/08 7 i6 j& H+ q* p: ~PCG F-3& }/ X- z- I4 e. q8 V1 h power or control. The standard overhead approach 1 v0 }0 I9 S9 l' ~1 rstarts at a relatively high altitude over a runway ' I# h( U- U1 L. I/ h1 f(“high key”) followed by a continuous 180 degree/ P2 n# F/ m( {9 b turn to a high, wide position (“low key”) followed by 9 M& D1 l4 Q5 Ga continuous 180 degree turn final. The standard & a/ B6 V' C3 E# D3 [( Wstraight‐in pattern starts at a point that results in a 2 a# s0 O, a5 o7 d3 ~straight‐in approach with a high rate of descent to the 6 l8 q+ J: v% w) I/ F. [- krunway. Flameout approaches terminate in the type 0 x% y) Z9 A: W& ]approach requested by the pilot (normally fullstop). ; l, ~8 @2 y1 xFLIGHT CHECK- A call‐sign prefix used by FAA9 B% ~9 L, H2 a$ Y, F' P; } aircraft engaged in flight inspection/certification of6 d! [. @4 Q! I8 o1 R m navigational aids and flight procedures. The word6 ], M' T" b! {' l9 G6 x" K- P9 ~ “recorded” may be added as a suffix; e.g., “Flight q6 q# U; C* d/ ^) J4 \& rCheck 320 recorded” to indicate that an automated / v2 l2 v. j* X8 W9 Uflight inspection is in progress in terminal areas.( C* C' m" K: f% m f (See FLIGHT INSPECTION.) / m& @& ]- i6 P(Refer to AIM.)* [& v/ C; p4 ^& j/ w& U FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.) 8 p) |+ W5 o( Y3 ?# Y' nFLIGHT INFORMATION REGION- An airspace of ; X. I7 A% W* G3 K0 z) edefined dimensions within which Flight Information* V3 g9 Z$ x o' B6 j0 A Service and Alerting Service are provided.7 u$ a( E% L6 w$ }% Y6 o7 E, j a. Flight Information Service. A service provided1 x+ o+ ~( ?2 N2 x for the purpose of giving advice and information7 _' M0 i3 r }7 x3 |: E ? useful for the safe and efficient conduct of flights.7 `& w1 o) Y' C+ U) } b. Alerting Service. A service provided to notify ; a8 Z/ ~+ U6 d4 X) p0 Z( y' lappropriate organizations regarding aircraft in need 1 g' }0 w2 ?( b1 E P% u7 T* Vof search and rescue aid and to assist such 9 S2 o: t) V, Q8 |: korganizations as required. - J* {/ G/ B. d k$ O: qFLIGHT INFORMATION SERVICE- A service & P; s' \' i% F; u8 d: A( vprovided for the purpose of giving advice and . s/ s# P' u6 W# f( P, [information useful for the safe and efficient conduct3 G# T+ Z* @2 q, i, z of flights.; s0 ]5 H9 Y6 r# a4 W3 ^ FLIGHT INSPECTION- Inflight investigation and 4 [4 {" I5 [! ]" C! R+ T6 Kevaluation of a navigational aid to determine whether; G& Q% v7 V6 m3 t it meets established tolerances., ~0 D1 s! V s: g9 d; o4 J (See FLIGHT CHECK.)& x( \) @( g/ m3 ?) j9 F (See NAVIGATIONAL AID.) ' }, _! X `# U. c, uFLIGHT LEVEL- A level of constant atmospheric 4 t% ?, @. Y; R7 c" M9 k; a6 Qpressure related to a reference datum of 29.92 inches 0 Y7 G0 u1 h5 Q+ v+ mof mercury. Each is stated in three digits that represent 3 l- f0 n2 p3 `' ]) Ehundreds of feet. For example, flight level (FL) 250 ; F7 Z+ t, O% L. y4 Q2 _2 ?& Jrepresents a barometric altimeter indication of ( l/ _& ?" J+ Z" j1 \2 Q0 u6 U+ S25,000 feet; FL 255, an indication of 25,500 feet.0 Z+ Y+ n# n, b" b3 u: \1 s9 Z (See ICAO term FLIGHT LEVEL.) M. q; y$ p8 Z4 y; p: i FLIGHT LEVEL [ICAO]- A surface of constant ; V; k( H+ E) Xatmospheric pressure which is related to a specific6 H) I. E# C0 t( B4 ~ pressure datum, 1013.2 hPa (1013.2 mb), and is9 l: @9 J- f" k/ t separated from other such surfaces by specific . x# P( x. D+ N' e% tpressure intervals. : K! S8 h; d/ U$ @& b/ s$ H# sNote 1:A pressure type altimeter calibrated in+ `/ [3 d/ W6 E" v: q4 ^& M accordance with the standard atmosphere: ; q' r B1 @( S! E! pa. When set to a QNH altimeter setting, will1 Q# F1 `7 q" w+ v( o* b) \ indicate altitude;- L7 H" S+ z( B8 Y8 c1 j( X b. When set to a QFE altimeter setting, will 7 T$ C: c0 F3 k; t- bindicate height above the QFE reference datum;$ ]: D4 d2 I$ S5 D s; V, e( g and - r# B, r& k# w% x- U! O& Hc. When set to a pressure of 1013.2 hPa # k8 M2 S5 u8 i3 O% w' v(1013.2 mb), may be used to indicate flight levels.' [9 e$ A" D9 Z* \5 r8 r5 t3 l Note 2:The terms `height' and `altitude,' used in ; G. D0 j4 ^0 Z9 _* _Note 1 above, indicate altimetric rather than ; o! s8 T3 y# j+ P7 q! u# dgeometric heights and altitudes. # ^: x& K; U [! W8 ?+ e- UFLIGHT LINE- A term used to describe the precise: \' ?5 f4 `, s. P# F$ t+ z movement of a civil photogrammetric aircraft along* S+ T1 B0 L5 |! P: i a predetermined course(s) at a predetermined altitude& t7 h5 X6 `! T( J! y- n/ f6 k during the actual photographic run.$ w# \/ }/ ?* e/ r/ N FLIGHT MANAGEMENT SYSTEMS- A comput‐% e V1 w W, v. ~2 F er system that uses a large data base to allow routes* f+ [ I7 o: F) s to be preprogrammed and fed into the system by) O a) F4 W8 }0 ~; N5 x means of a data loader. The system is constantly * m- z4 B+ U9 ~0 x& Bupdated with respect to position accuracy by6 F* L2 _7 l6 l& `5 p& D# U" B/ l reference to conventional navigation aids. The , k) G! ?; r$ Tsophisticated program and its associated data base3 ]; |2 _* C9 Y% o8 L1 f insures that the most appropriate aids are automati‐$ R: e3 u( z! i( e% G cally selected during the information update cycle.+ t, d4 _( w: i( @ FLIGHT MANAGEMENT SYSTEM PROCE‐; r4 C6 _2 j5 Y/ J DURE- An arrival, departure, or approach procedure: \/ \" U, d8 z) a. T; B$ R: f developed for use by aircraft with a slant (/) E or slant8 Y4 K6 b. C! R4 ] a+ P3 i# ?) d (/) F equipment suffix. % D- {+ W0 G8 s9 DFLIGHT PATH- A line, course, or track along which 7 J/ a( b; J- Ran aircraft is flying or intended to be flown., x: `/ y% e: g; c; W! L& } (See COURSE.) 6 B" [4 L/ e7 |6 [(See TRACK.). J' K# _$ n/ q& a9 [5 X8 D FLIGHT PLAN- Specified information relating to 6 U0 }. i! v$ _5 N' l a& bthe intended flight of an aircraft that is filed orally or" @# I* }" e& T, e$ h1 L) Q- N in writing with an FSS or an ATC facility. & }$ F1 W1 [+ j, s(See FAST FILE.)2 k7 j5 W- P0 n2 C1 |, ` (See FILED.)# x: k2 M" Q3 k9 B& z (Refer to AIM.) " P; e2 c$ P1 E8 [- I8 eFLIGHT PLAN AREA- The geographical area: k# t$ d5 {4 X: V0 _ assigned by regional air traffic divisions to a flight $ ]" F Z2 ]+ ` t% m/ Z. {service station for the purpose of search and rescue* |7 i9 ]& q2 I for VFR aircraft, issuance of NOTAMs, pilot2 m, b4 O% k ?! @ briefing, in‐flight services, broadcast, emergency0 `8 R# Z3 a' t5 M3 f services, flight data processing, international opera‐ + e; G+ {( Q/ I( D* N% p+ t: Btions, and aviation weather services. Three letter . @. P& W9 X1 [ q/ P3 } G) ePilot/Controller Glossary 2/14/08. L" W8 G: f4 y- E7 ` PCG F-4 " ]5 M8 E# I) M0 V, g9 f7 bidentifiers are assigned to every flight service station ) S: t6 g9 n% S5 V( j3 mand are annotated in AFDs and FAAO JO 7350.8, $ ^# g4 c! F' E- q$ G# ~LOCATION IDENTIFIERS, as tie‐in facilities. k5 F+ ~7 G, [1 e% P0 e" D. P(See FAST FILE.) 6 q8 C: v1 @$ |(See FILED.)1 a1 g* F7 q& `# O (Refer to AIM.), U$ e1 Y% _: p8 H3 q9 m FLIGHT RECORDER- A general term applied to & n V" H0 x0 T- u# jany instrument or device that records information 9 ?' a- C. r, [: U& Yabout the performance of an aircraft in flight or about ! o! I, N4 J3 w1 N- W0 [# C8 H5 jconditions encountered in flight. Flight recorders: X9 k% W1 G+ p- J6 f5 W may make records of airspeed, outside air$ V5 B% i* q, R( W8 W temperature, vertical acceleration, engine RPM, ) |2 H8 f1 E( X+ v; l4 C" `4 kmanifold pressure, and other pertinent variables for a 1 ?0 ]3 b& ?# B2 g; H( Cgiven flight. 4 _* l6 ]# s* B- B; l5 y(See ICAO term FLIGHT RECORDER.)2 y; G3 T% T: x FLIGHT RECORDER [ICAO]- Any type of! x& K+ |. a9 F1 d* m recorder installed in the aircraft for the purpose of * E- S& b7 c4 r' B" ucomplementing accident/incident investigation.; h. c. t, \1 Y, O! ? Note:See Annex 6 Part I, for specifications relating; h0 c4 O9 t) }% M" N: J5 m0 L! O( } to flight recorders. 4 J3 _' o7 }4 n+ i8 M3 U% M* z. SFLIGHT SERVICE STATION- Air traffic facilities 0 L4 Z4 k& A, b3 T, gwhich provide pilot briefing, en route communica‐ ' u6 A' v' O, W3 J; q. g; wtions and VFR search and rescue services, assist lost h& Q1 ^- R. U aircraft and aircraft in emergency situations, relay 0 [" t2 |* X: E# y8 D' m" DATC clearances, originate Notices to Airmen, 3 e8 R' X4 \9 l' [( qbroadcast aviation weather and NAS information, # \) T$ v2 K' kand receive and process IFR flight plans. In addition,: X2 s1 r: ]- E0 i) }" z' u" N at selected locations, FSSs provide En Route Flight 7 T# O- e6 r4 O8 OAdvisory Service (Flight Watch), issue airport + I* t: ]3 ], @ a Oadvisories, and advise Customs and Immigration of7 Z* N/ c9 F- {9 W3 N transborder flights. Selected Flight Service Stations * R5 u `5 }2 N! B. {in Alaska also provide TWEB recordings and take * H& K" U+ Z+ r" Aweather observations.: e2 Q4 c, j& c (Refer to AIM.) 3 Q- j3 ^3 i7 N/ MFLIGHT STANDARDS DISTRICT OFFICE- An3 e; W& ~ R- r2 N FAA field office serving an assigned geographical 4 W: E. Y i+ ?6 ^6 k6 harea and staffed with Flight Standards personnel who * G& _2 I7 [. E* u" V6 s; Z( Cserve the aviation industry and the general public on k" c) e* z$ v% h8 g' T matters relating to the certification and operation of5 G3 z2 H1 y! I W2 I, v3 J# o air carrier and general aviation aircraft. Activities & e6 `8 `+ x" p7 E. U. uinclude general surveillance of operational safety,0 x( }) Y5 l/ v" V0 w& P/ F5 G7 g certification of airmen and aircraft, accident 5 y" e# i- c2 S# T+ H; W) Kprevention, investigation, enforcement, etc. 9 _: t) f9 _' M4 I& G' hFLIGHT TEST- A flight for the purpose of: g4 o4 a$ X G, q* t% ?, N8 \" ^a. Investigating the operation/flight characteris‐. G P6 S7 A' M! `0 v `: A/ u tics of an aircraft or aircraft component.4 c" H; d# {, H5 F7 F* u% j5 W: W b. Evaluating an applicant for a pilot certificate or 5 |$ l1 g# }# Prating.( _1 ~, m; f1 O5 v FLIGHT VISIBILITY(See VISIBILITY.)2 k% |- u- \+ J7 s FLIGHT WATCH- A shortened term for use in; h6 x, N& U5 q air‐ground contacts to identify the flight service; d' z+ g4 Y; Q: J. ~ station providing En Route Flight Advisory Service;7 R7 s$ s4 B) B" S% u6 ? e.g., “Oakland Flight Watch.” ' ]# M' W t- ^: O# ]( A. Y' N6 h& ~(See EN ROUTE FLIGHT ADVISORY ; \# v7 b' d$ X, N! |$ k5 NSERVICE.)0 J+ I% K" e) p8 _ l' y- F2 t FLIP(See DOD FLIP.) 7 Z* d5 b8 Q" OFLY HEADING (DEGREES)- Informs the pilot of 7 \$ f/ e" ]0 y/ M# n+ _ L4 Q ?the heading he/she should fly. The pilot may have to / ]& c4 N2 F# X% C4 g% Cturn to, or continue on, a specific compass direction & B+ [/ w; I: x4 m3 B. Gin order to comply with the instructions. The pilot is ; q; y6 `' ~ M6 lexpected to turn in the shorter direction to the heading: r$ j& M. C9 Y& F unless otherwise instructed by ATC. # G$ r. X. ]1 d* {FLY‐BY WAYPOINT- A fly‐by waypoint requires5 ?; _$ r# s) U the use of turn anticipation to avoid overshoot of the6 O: B6 a! O/ e, \' b next flight segment. s: Q/ e! [# l FLY‐OVER WAYPOINT- A fly‐over waypoint ' H! y$ N- c$ n/ Yprecludes any turn until the waypoint is overflown # X; |! ], q" y7 O3 ]and is followed by an intercept maneuver of the next$ b- m/ y# G1 Z flight segment. ' B0 \: X3 f0 c: mFMA(See FINAL MONITOR AID.)' c$ t: U5 N$ Q6 w! `8 ^' b FMS(See FLIGHT MANAGEMENT SYSTEM.)/ n# d% \, x: m+ C FMSP(See FLIGHT MANAGEMENT SYSTEM ! V/ q Z; a! K8 h* cPROCEDURE.) 7 H" I9 r8 Z. q8 P4 hFORMATION FLIGHT- More than one aircraft+ V$ Z! b" F: @ b3 U4 V8 { which, by prior arrangement between the pilots,$ L7 }$ t; w' T$ q$ P- d; x operate as a single aircraft with regard to navigation8 y; Z& X+ j4 L3 q C9 b and position reporting. Separation between aircraft ' c/ ` ~5 e4 Y& k; O# fwithin the formation is the responsibility of the flight. P5 ^5 {1 a( _ leader and the pilots of the other aircraft in the flight. - h$ S l; l6 _' p4 T0 gThis includes transition periods when aircraft within7 b& f# {4 G8 z the formation are maneuvering to attain separation , B$ r5 a2 s% Q& j8 K; D2 z4 l& Qfrom each other to effect individual control and# b; K( C" X% v, K, [3 k; k. { during join‐up and breakaway.; ?* [+ C" [% t, D' s+ y a. A standard form ation is one in which a 9 b! d7 P1 ~3 lproximity of no more than 1 mile laterally or 5 l9 J' ~( U. E/ y% [8 Ilongitudinally and within 100 feet vertically from the! U. G j$ J( W- t flight leader is maintained by each wingman. ( {& {2 D9 G( ]2 ab. Nonstandard formations are those operating. y1 u& Y( b, m1 r+ Q under any of the following conditions: ) u& |( L% D7 R1 OPilot/Controller Glossary 2/14/08 ! ^/ O) I% j0 t8 N' BPCG F-54 N( _4 X1 r7 `; z 1. When the flight leader has requested and ATC! O- ~! }7 E& X' T has approved other than standard form ation 4 w+ ~3 w1 Y" h+ }dimensions.0 v# Q5 P T. e& z8 u( q" T0 I 2. When operating within an authorized altitude ; D# f, G7 i0 w4 i, ?3 creservation (ALTRV) or under the provisions of a + O0 K$ W# @7 Zletter of agreement.3 u% @* y/ ]' y# g4 U 3. When the operations are conducted in3 m# o$ i" l. l9 s. B1 g airspace specifically designed for a special activity. " M( h# f! g& h/ @4 V(See ALTITUDE RESERVATION.) 4 y! k' D1 s7 h+ Y6 n5 b(Refer to 14 CFR Part 91.)& ^6 b/ P9 }0 ?2 i FRC(See REQUEST FULL ROUTE CLEARANCE.) P, O ?. v! l1 C v. g* n FREEZE/FROZEN- Terms used in referring to8 ]8 f N4 k" O$ c5 M: y2 [1 v arrivals which have been assigned ACLTs and to the ; M! |0 P* A! h' y% h, x1 clists in which they are displayed. . p' D- s: I/ `2 TFREEZE CALCULATED LANDING TIME- A1 s0 I2 _) C4 |" B$ h. O dynamic parameter number of minutes prior to the4 ?8 }. m G2 K& | meter fix calculated time of arrival for each aircraft 5 J' B4 c) j Q( ~; vwhen the TCLT is frozen and becomes an ACLT (i.e., ( ?8 r) F- a0 G0 O# Uthe VTA is updated and consequently the TCLT is & Q0 w7 e4 I2 M5 Gmodified as appropriate until FCLT minutes prior to$ {7 I3 k# U! k: h: J meter fix calculated time of arrival, at which time 8 v [* Z% ^: I" ?- P- Aupdating is suspended and an ACLT and a frozen" U7 v1 g* a& V/ u8 C, B meter fix crossing time (MFT) is assigned). " j6 h6 \ r1 @6 uFREEZE HORIZON- The time or point at which an- ^0 h7 \% \; @8 g. J! @/ B. j aircraft's STA becomes fixed and no longer fluctuates ( Q0 U; o( V7 }6 @with each radar update. This setting insures a constant $ C/ ~7 `) p/ t( Ptime for each aircraft, necessary for the metering8 S% K/ r/ M5 G controller to plan his/her delay technique. This: f. ?4 J U3 y7 G; a9 a2 h0 y+ { setting can be either in distance from the meter fix or 1 J& M' `% M' O6 `+ n& Na prescribed flying time to the meter fix.; S, N- l# J( l FREEZE SPEED PARAMETER- A speed adapted- |9 E7 o* R3 F4 V for each aircraft to determine fast and slow aircraft.2 C$ N1 b" k1 o8 @( M Fast aircraft freeze on parameter FCLT and slow; T2 m0 X5 Y$ z4 j4 L8 ` aircraft freeze on parameter MLDI.8 U; ?5 a0 i/ T' _, a FRICTION MEASUREMENT- A measurement of ) E6 u! O& w8 Q# I- Rthe friction characteristics of the runway pavement / r+ s2 ^) j5 E- ?surface using continuous self‐watering friction: u; s1 {% U) d. e0 \3 S1 P8 s9 e measurement equipment in accordance with the, ?3 N2 W N- v8 e; r6 I7 F specifications, procedures and schedules contained , x5 ]3 R: o/ v0 Nin AC 150/5320-12, Measurement, Construction,5 H0 ^+ N/ @/ k: u3 j" f8 { and Maintenance of Skid Resistant Airport Pavement" j% x0 V$ U+ |' z) |3 t Surfaces.6 b3 V) F U$ j FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.); A2 T# D5 J% I$ l4 i+ @& Z FSPD(See FREEZE SPEED PARAMETER.)# i0 d4 n, j8 C" K FSS(See FLIGHT SERVICE STATION.)( c0 |! H$ n _6 P9 Y% A FUEL DUMPING- Airborne release of usable fuel. ( _1 [3 j/ H3 R) AThis does not include the dropping of fuel tanks.9 l6 p8 [$ I9 |/ {, r; k+ f (See JETTISONING OF EXTERNAL STORES.)9 m: i2 {! X# K' d FUEL REMAINING- A phrase used by either pilots " j( }: \6 k3 L6 V$ }. W; Mor controllers when relating to the fuel remaining on 8 j! E, H: c0 [' k# T, w) Tboard until actual fuel exhaustion. When transmitting 9 y/ }; i) k: p7 n }3 D- @such information in response to either a controller6 v1 E5 r$ u. S! S; T question or pilot initiated cautionary advisory to air5 z+ K2 K1 x# e traffic control, pilots will state the APPROXIMATE. V' N* n1 n |1 k, T# A NUMBER OF MINUTES the flight can continue7 [( ~1 a+ U- g with the fuel remaining. All reserve fuel SHOULD6 o8 {; i& v6 [! {: q; t- s& e BE INCLUDED in the time stated, as should an3 o2 C8 _. t9 X" B. I allowance for established fuel gauge system error.1 V- p5 R" S! u" H FUEL SIPHONING- Unintentional release of fuel 0 K K4 p9 M) t3 Mcaused by overflow, puncture, loose cap, etc.2 Q; z/ V8 B0 F# R FUEL VENTING(See FUEL SIPHONING.) 9 V9 ] X, m2 a) z7 N6 x. \& lPilot/Controller Glossary 2/14/08! |" t# m* U4 c* o7 o' ?% E' i0 \ PCG G-1 7 w) z( N3 q* D% n+ `3 rG

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GATE HOLD PROCEDURES- Procedures at , a7 g' L7 M d- Vselected airports to hold aircraft at the gate or other $ s7 @& u/ X/ r9 E- x5 P& Dground location whenever departure delays exceed or1 n( X& l" I: r, v4 n: ?1 O5 \ are anticipated to exceed 15 minutes. The sequence : ?" n9 O! c: N1 E; y7 Z7 ufor departure will be maintained in accordance with 0 O6 P- Q% [6 Tinitial call‐up unless modified by flow control$ X4 i8 U5 s* ?1 Y restrictions. Pilots should monitor the ground ! N3 l: X5 Z& k" R w x1 p! Y$ ycontrol/clearance delivery frequency for engine ) ?6 G, `5 U8 A3 }start/taxi advisories or new proposed start/taxi time9 T2 c) i) X6 f# j" {: ? if the delay changes.

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GBT(See GROUND-BASED TRANSCEIVER.) 2 N4 J* m$ s: L3 kGCA(See GROUND CONTROLLED APPROACH.) . ^- e: z; t! r8 [0 [) o nGDP(See GROUND DELAY PROGRAM.) ! [. Y: p3 ?0 g! J2 W y/ r$ U4 SGENERAL AVIATION- That portion of civil1 x! @1 g* Q$ _+ g9 x aviation which encompasses all facets of aviation : b4 Y% N8 O" o- R- sexcept air carriers holding a certificate of public . f2 ?/ b% P0 p- G! Lconvenience and necessity from the Civil Aeronau‐+ _' l2 A7 r/ R7 k8 {) A/ D tics Board and large aircraft commercial operators.* A( d0 _* q7 \/ E( ` V (See ICAO term GENERAL AVIATION.)# m% e) K9 P: A: x* F. F) Y GENERAL AVIATION [ICAO]- All civil aviation - |5 Y4 v2 _7 x, uoperations other than scheduled air services and 4 L5 l! C" s3 @( }9 b' }2 Znonscheduled air transport operations for remunera‐7 U. c; a! E+ n8 \4 u | tion or hire.+ B- C$ W1 \3 ]* k$ p) H R GEO MAP- The digitized map markings associated 1 V6 t1 I6 O6 [9 Fwith the ASR‐9 Radar System.1 w9 S- }& i0 d GLIDEPATH(See GLIDESLOPE.)1 A, `" M/ J R& m9 u* t+ B% @ GLIDEPATH [ICAO]- A descent profile determined 7 V; P% |" C* D4 D0 I: ofor vertical guidance during a final approach. : p4 A4 I' D1 v5 h( PGLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.) , w3 |( @1 z2 IGLIDESLOPE- Provides vertical guidance for 6 M) U5 P, {( E0 C% Eaircraft during approach and landing. The glideslope/ ! ^2 \5 d% N/ @9 j1 cglidepath is based on the following:2 L( h: j1 W" ^; `4 M, _3 U a. Electronic components emitting signals which% B" r( ]: q' N7 L provide vertical guidance by reference to airborne# Z) n: Y) N7 _; Q. A instruments during instrument approaches such as $ E1 y0 q1 d; |% P! Q3 e* rILS/MLS, or8 S) {+ {9 J) ~0 C4 w. r b. Visual ground aids, such as VASI, which! Z" ~$ y# t( k& Z) _; Y2 _- i provide vertical guidance for a VFR approach or for / i2 [8 \1 x; r0 D! T dthe visual portion of an instrument approach and0 T+ G" h/ |1 d+ i+ [4 T, R landing. $ |0 S+ @* ~1 X/ c1 D! tc. AR. Used by ATC to inform an aircraft making- v2 V" \1 w# w4 p, c a PAR approach of its vertical position (elevation) ! u* ?5 [& q- x+ P- N2 U! prelative to the descent profile.* f# f o2 P4 R/ P( t (See ICAO term GLIDEPATH.) 7 H( g! U5 F) kGLIDESLOPE INTERCEPT ALTITUDE- The8 o+ k& M. ^) V minimum altitude to intercept the glideslope/path on! g, G5 w+ S, I8 u; E. M/ m/ z0 e a precision approach. The intersection of the! d- q2 r- h |& i! Y published intercept altitude with the glideslope/path,' {( w4 {( Q5 h' L designated on Government charts by the lightning C. N0 `7 q( T( U; Zbolt symbol, is the precision FAF; however, when the 3 O/ h* t6 X1 f$ q4 N/ T$ ~, vapproach chart shows an alternative lower glideslope& }) J+ j/ e7 o! L; J intercept altitude, and ATC directs a lower altitude, 4 E" l% j- n4 \# n/ Jthe resultant lower intercept position is then the FAF.. C/ O& @" T; p& _( t (See FINAL APPROACH FIX.) 2 r1 N( U7 g+ X3 B(See SEGMENTS OF AN INSTRUMENT 3 D* H% r: i t9 @ G2 ]1 pAPPROACH PROCEDURE.) 1 u D# X6 e# y4 IGLOBAL POSITIONING SYSTEM (GPS)- A # c* G. n; C8 O1 espace‐base radio positioning, navigation, and 4 f' H* F( w) P4 L: u9 }time‐transfer system. The system provides highly " v( l; N. @- ^accurate position and velocity information, and - Y+ h7 p7 U/ Q3 H1 tprecise time, on a continuous global basis, to an # B! Q; S1 I; c9 V2 xunlimited number of properly equipped users. The9 w4 X$ k0 r% q- w2 a& k/ Q system is unaffected by weather, and provides a6 J$ O" ^* x" W, J3 V# o2 O worldwide common grid reference system. The GPS% a& W$ e3 ~6 D* Z/ r concept is predicated upon accurate and continuous5 n5 ]$ F9 P9 Y/ l N% B8 x) F knowledge of the spatial position of each satellite in+ ?; Q* S5 v& l3 {. | the system with respect to time and distance from a2 U- q% o" O- N0 x" q" p& Q* ~- I/ w/ G transmitting satellite to the user. The GPS receiver O* B5 }! s( R# S p1 ` automatically selects appropriate signals from the : N8 v6 Q1 \' a4 w0 E2 Z; qsatellites in view and translates these into three‐ # x2 R4 x/ Q9 J6 m+ v& W& udimensional position, velocity, and time. System ! v% Z/ o+ i0 @) f; R, i2 u* `accuracy for civil users is normally 100 meters5 k+ J( G1 x' U; u% ^! o horizontally. 4 Y. M7 o, Z" o" Y7 x/ tGO AHEAD- Proceed with your message. Not to be ( D& t% u* J, f& g" w! S6 Rused for any other purpose.5 M, A& R* M6 m. L9 {) G, [3 H& I GO AROUND- Instructions for a pilot to abandon : F& h1 c# p; p9 v) Yhis/her approach to landing. Additional instructions " v, `8 P7 S& L i* v; Amay follow. Unless otherwise advised by ATC, a9 Z+ R& e+ {9 J* v! f7 ? VFR aircraft or an aircraft conducting visual* O7 i3 e+ |' N+ [9 H approach should overfly the runway while climbing9 A9 f) Y+ Y# p/ S& P& x) P to traffic pattern altitude and enter the traffic pattern 7 {+ E. a ~4 y& z3 h; W" B& W: S2 Mvia the crosswind leg. A pilot on an IFR flight plan - p# j8 m. X$ g8 G6 _ oPilot/Controller Glossary 2/14/08 * G: ?1 y: Y4 G: {' x& RPCG G-2* u$ M: f7 J L making an instrument approach should execute the % s' U, P& h- U5 M2 q& vpublished missed approach procedure or proceed as, t- Y$ s/ t5 X" X" c3 O+ P) } instructed by ATC; e.g., “Go around” (additional5 I, F" C/ l* b& C6 k5 }; d instructions if required). 5 n! E) c4 q) V* `6 a; o- \/ I(See LOW APPROACH.) 4 L$ |0 ?1 K" ^" m) W" G/ [(See MISSED APPROACH.) 0 `4 O* z2 S6 R/ Y. @# bGPD(See GRAPHIC PLAN DISPLAY.) 7 c& ^0 k+ `5 z$ ^- Q* oGPS(See GLOBAL POSITIONING SYSTEM.) * T9 E ]$ U0 p- HGRAPHIC PLAN DIS PLAY (GPD)- A view9 n: N- M" ]1 a) E available with URET that provides a graphic display) T- g, H, B3 V( r- D3 s$ T: i# m of aircraft, traffic, and notification of predicted 1 k: c4 s, ]1 O Uconflicts. Graphic routes for Current Plans and Trial ' D5 }& n2 @; p5 `9 APlans are displayed upon controller request. 0 P3 e }* A" B2 F(See USER REQUEST EVALUATION TOOL.)2 T! \7 ^0 ~# |5 d! b3 R! D$ A GROUND-BASED TRANSCEIVER (GBT)- The3 {- G0 u | J" Y# h ground-based transmitter/receiver (transceiver) re‐ 3 S/ U- b/ z2 i& A H7 M+ \) S9 ?ceives automatic dependent surveillance-broadcast) I; w3 b0 [7 C5 e4 { messages, which are forwarded to an air traffic/ @2 {/ s0 Q' Y2 r( U% q control facility for processing and display with other . ]) c7 d# x. [+ a3 K8 Fradar targets on the plan position indicator (radar. P. N! F* r) f+ S# q1 Q+ g) G display).; n3 e- n% ~8 z (See AUTOMATIC DEPENDENT" { C4 W% h5 b2 T2 a+ r SURVEILLANCE‐BROADCAST.) _9 [1 f/ h' P6 Y' I1 H GROUND CLUTTER- A pattern produced on the % C& L0 b, Q7 u/ T. K0 Gradar scope by ground returns which may degrade. I, d+ M3 y. T+ a! z other radar returns in the affected area. The effect of- e& j8 ^5 A1 f: B/ _ ground clutter is minimized by the use of moving4 d6 Y- ^ [9 G0 [ target indicator (MTI) circuits in the radar equipment# P# A' d6 _/ {. G9 f resulting in a radar presentation which displays only 4 M/ i) U+ M' Xtargets which are in motion. * t% R, f- a6 F& O) }3 T" ?, M$ N2 Z6 f(See CLUTTER.) ( V7 U/ J% E- vGROUND COMMUNICATION OUTLET (GCO)- ( Y3 E3 p: W, ^. k3 d/ kAn unstaffed, remotely controlled, ground/ground0 v+ S+ l" a; L& f1 s communications facility. Pilots at uncontrolled * M& k, e- M: L6 T! lairports may contact ATC and FSS via VHF to a 1 R) w; E- `7 r1 N! wtelephone connection to obtain an instrument 9 D5 R5 V% e) ]! m# ^/ Q& Nclearance or close a VFR or IFR flight plan. They may 4 e8 z" K; F% f( a; ^/ Ialso get an updated weather briefing prior to takeoff.9 X8 ~* X5 s# F" F5 N2 R. e Pilots will use four “key clicks” on the VHF radio to / D i6 ~" `! @contact the appropriate ATC facility or six “key, u% ?) A# J, |' |9 x4 I clicks” to contact the FSS. The GCO system is( Q7 [5 E6 J/ O intended to be used only on the ground. 1 A' D' v* r1 F: F) N* P* K; v/ VGROUND CONTROLLED APPROACH- A radar # o! n* t9 T, g! d6 N J& G$ Iapproach system operated from the ground by air * ?$ W# k* q0 V- K! W4 ftraffic control personnel transmitting instructions to ! g; p# W4 q- |) {; ?( ~ M# vthe pilot by radio. The approach may be conducted . x- H9 S5 v) T& f$ Y# ^with surveillance radar (ASR) only or with both 5 b$ z) z7 d9 k/ n4 usurveillance and precision approach radar (PAR).6 `/ j5 C: C( Q& j* M Usage of the term “GCA” by pilots is discouraged ! K& @$ @4 r2 u: f& k. X: t7 Texcept when referring to a GCA facility. Pilots should " S T# T F# \% [+ f: Hspecifically request a “PAR” approach when a. L" J" l0 _; U! I8 M precision radar approach is desired or request an o! ^: [2 H9 x$ S“ASR” or “surveillance” approach when a nonpreci‐) d' w: g6 q" d: d e sion radar approach is desired." ~; `9 a# p4 [7 ?7 F (See RADAR APPROACH.)4 n1 M7 n( C1 P; Z' S$ s. L GROUND DELAY PROGRAM (GDP)- A traffic; P# ?; W% v* v3 u5 W: P4 X management process administered by the ATCSCC; # K/ q1 @$ r H: ?. qwhen aircraft are held on the ground. The purpose of( O3 m2 ~- ^1 K {. m- C) Z4 q the program is to support the TM mission and limit: E5 e5 e& \$ t$ t8 I& } airborne holding. It is a flexible program and may be" ]+ t8 c3 k6 k1 I% Q9 U9 P% _ implemented in various forms depending upon the 4 W+ D* H) j& }/ l3 |8 l8 e4 F8 A* oneeds of the AT system. Ground delay programs : g/ f* \; p" r; Lprovide for equitable assignment of delays to all$ A: }) w5 z! q$ T# C) | system users. 4 X) r2 C6 v( D1 ?9 aGROUND SPEED- The speed of an aircraft relative8 B, x/ f+ x) Z0 W1 O. t3 } to the surface of the earth.1 L. b6 z$ ~/ V+ _' j! D) R- j GROUND STOP (GS)- The GS is a process that6 q+ N7 d/ K5 U' @- V3 X requires aircraft that meet a specific criteria to remain # K8 T9 U/ W" w5 j1 N/ I! c" _$ {on the ground. The criteria may be airport specific,) Y) i4 r% z: C airspace specific, or equipment specific; for example,8 Y$ u, V! C2 Q q, H3 | all departures to San Francisco, or all departures . R7 l) h b" K" V9 ?entering Yorktown sector, or all Category I and II9 e% B( ?8 c @4 H4 g aircraft going to Charlotte. GSs normally occur with 5 h6 L( x8 n, R* @/ `little or no warning., t3 k1 h, o& e% K8 j% ~ GROUND VISIBILITY(See VISIBILITY.) / p5 p! s) i* s# K; s* yGS(See GROUND STOP.) $ }9 x ` w) F nPilot/Controller Glossary 2/14/08 9 `3 [8 d( W. p6 U. h$ TPCG H-1 * {! x! }. r T" S- h: vH ( [% |( x7 `" W( {' M1 ^HAA(See HEIGHT ABOVE AIRPORT.) 0 {. u( `6 y' t L# C: n2 UHAL(See HEIGHT ABOVE LANDING.)' V j( M5 I+ Q0 D# A% `4 {) F HANDOFF- An action taken to transfer the radar # {! T! Y7 f- N0 Yidentification of an aircraft from one controller to8 X( O* t3 J) e/ q8 |" o4 ?1 z another if the aircraft will enter the receiving - I5 m* r5 J/ J4 v$ {controller's airspace and radio communications with 7 H9 s! u. Z. i2 v$ Tthe aircraft will be transferred.( |) g( Q4 L: n% y; B; w5 V+ ^; ~ HAR(See HIGH ALTITUDE REDESIGN.)' x/ f7 v+ k$ @. k( ]4 y( r2 b HAT(See HEIGHT ABOVE TOUCHDOWN.)9 Y& p% \- i" ?0 Q7 U8 i3 D HAVE NUMBERS- Used by pilots to inform ATC x8 @0 Q$ Z) s0 Fthat they have received runway, wind, and altimeter4 c' v" a% w, p$ F' ? information only.5 i* k* G, @3 V6 o HAZARDOUS INFLIGHT WEATHER ADVISO‐ 0 w- H) K: \* V4 }8 m1 U DRY SERVICE- Continuous recorded hazardous 1 O0 X' b1 U$ Q) _inflight weather forecasts broadcasted to airborne ( d8 R+ k3 |0 c2 ppilots over selected VOR outlets defined as an# J; F3 h4 j0 U HIWAS BROADCAST AREA. ' R1 ~7 N2 h. J5 l0 u+ k; mHAZARDOUS WEATHER INFORMATION- 5 p0 N! o2 W- s1 R- t) fSummary of significant meteorological information5 \5 P1 q* G5 X% H (SIGMET/WS), convective significant meteorologi‐ 0 a0 C$ n2 I U# o3 g3 ncal information (convective SIGMET/WST), urgent9 T$ i6 p- G$ ]2 _" C: [ pilot weather reports (urgent PIREP/UUA), center " J$ c4 {1 u$ Yweather advisories (CWA), airmen's meteorological ; k. j6 Z% `, U8 W" \( c: B2 yinformation (AIRMET/WA) and any other weather& p' j: R) F% c5 u such as isolated thunderstorms that are rapidly3 U; k( V0 i3 {/ z# B3 ]9 r developing and increasing in intensity, or low; U+ P+ Z$ h6 D- \ ceilings and visibilities that are becoming wide‐9 M2 c) v1 q! u4 g2 b spread which is considered significant and are not, K. @5 e/ ~% R% I9 a$ x8 h9 l included in a current hazardous weather advisory.% X/ }8 t4 C8 \- L+ a/ D) v3 b- f6 E HEAVY (AIRCRAFT)- . y* G0 @# i! l$ p3 L' R) |(See AIRCRAFT CLASSES.) 7 _0 Q7 g- Q7 A5 f0 T! G5 T7 a% cHEIGHT ABOVE AIRPORT- The height of the $ Y/ H3 Q k$ \8 R6 kMinimum Descent Altitude above the published ! V; \' D- {+ P- U4 p* lairport elevation. This is published in conjunction + c( o ^- T5 Y" o: Rwith circling minimums.+ f6 Y' `7 j" F0 M& H8 i (See MINIMUM DESCENT ALTITUDE.) 6 G2 B9 S( M' @0 jHEIGHT ABOVE LANDING- The height above a + B- `" g0 y4 wdesignated helicopter landing area used for helicopter 9 m# j. ^/ \2 ~3 a% v2 [/ Binstrument approach procedures. # S) @, w( X3 f( |4 m(Refer to 14 CFR Part 97.): A! r' w! j) @1 J& ] HEIGHT ABOVE TOUCHDOWN- The height of6 R, A3 a/ b+ k. e' N the Decision Height or Minimum Descent Altitude- U9 b* Q3 a7 T( H1 | above the highest runway elevation in the touchdown# g% V; ^9 j( } c zone (first 3,000 feet of the runway). HAT is4 a- l ]& }1 r9 D" t, U published on instrument approach charts in conjunc‐ & q* F% ~- r/ n, C6 A( xtion with all straight‐in minimums.6 q" V) h2 Y3 |9 d (See DECISION HEIGHT.)! a( P S0 h' ]& _ (See MINIMUM DESCENT ALTITUDE.)# q% C. l8 r7 g$ Q# o HELICOPTER- Rotorcraft that, for its horizontal 5 {' q( O4 \2 D' i8 gmotion, depends principally on its engine‐driven , v7 Q1 e- q/ j. A: a {- d; T4 zrotors.; z0 }! O3 V- F (See ICAO term HELICOPTER.)

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HELICOPTER [ICAO]- A heavier‐than‐air aircraft* x' k% I+ o" q7 g% V6 r5 H supported in flight chiefly by the reactions of the air2 C! c* g; T* E, f on one or more power‐driven rotors on substantially # T" m# a3 S5 n8 N+ R7 f9 avertical axes.$ k8 J0 ` @. d* E HELIPAD- A small, designated area, usually with a , ~. \: ]! K% Q9 x+ G6 P4 Fprepared surface, on a heliport, airport, landing/take‐ $ V" J+ F1 C0 ^off area, apron/ramp, or movement area used for$ P6 z0 {# K- p5 M/ V: C5 ^, i takeoff, landing, or parking of helicopters.# o$ m# e$ k7 v) |" U. N HELIPORT- An area of land, water, or structure used+ `' b) i' E6 E- Z9 z or intended to be used for the landing and takeoff of) M4 R" T+ o& [; ?* \ helicopters and includes its buildings and facilities if& n6 z$ h1 K* J4 w! i any. 8 x* C. `# D+ T- jHELIPORT REFERENCE POINT (HRP)- The9 o& G9 \; h$ _5 M" ?; o geographic center of a heliport./ c# [2 f5 K, U8 K$ M% B HERTZ- The standard radio equivalent of frequency # ?7 N. H7 f* g4 d- hin cycles per second of an electromagnetic wave. % c: A7 y% \( v% u4 T! [/ H/ IKilohertz (kHz) is a frequency of one thousand cycles 2 r9 W% `& {8 z$ i4 yper second. Megahertz (MHz) is a frequency of one% I6 c3 {) P& I# g3 O" M million cycles per second. # f$ \' Y+ a* B4 aHF(See HIGH FREQUENCY.) ) }5 u( l2 R: K2 d: h/ ^HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.)( N9 V7 [' j$ D2 x3 R HIGH ALTITUDE REDESIGN (HAR)- A level of 4 }% Q1 w' `, U! @non-restrictive routing (NRR) service for aircraft 3 n# N2 q+ _: m, Lthat have all waypoints associated with the HAR 2 J* I4 `$ F+ h* V! N* x- \2 Mprogram in their flight management systems or 9 ]# o9 U& _$ o! X7 q4 _RNAV equipage. 1 H+ `9 Z; q3 Y% K/ s/ O6 c! iPilot/Controller Glossary 2/14/08 {/ G% W, G2 W* } PCG H-2 + P8 R, E5 ]4 {HIGH FREQUENCY- The frequency band between* H7 o8 \$ y; d/ a5 { 3 and 30 MHz.1 K4 x: i* M7 d+ N/ k% |. J* D (See HIGH FREQUENCY COMMUNICATIONS.) + c' ?4 g% |0 |- Z. L7 Y) BHIGH FREQUENCY COMMUNICATIONS- High, k! L; X Y$ Q radio frequencies (HF) between 3 and 30 MHz used * ~, f4 h- h. y1 ?( U! n8 j1 Y! mfor air‐to‐ground voice communication in overseas' j0 s9 ~6 W% g% p2 \8 q operations. ; u# A5 y: h) RHIGH SPEED EXIT(See HIGH SPEED TAXIWAY.) 0 s L0 `0 n8 x/ }4 zHIGH SPEED TAXIWAY- A long radius taxiway) d6 w! ^' E7 e( B7 [7 m2 L6 R" s designed and provided with lighting or marking to% j2 f2 M/ K, H- e& K8 K6 G define the path of aircraft, traveling at high speed (up 4 ~5 \8 _ T* B% b/ fto 60 knots), from the runway center to a point on the, k4 s6 ~7 ~- r$ d# M center of a taxiway. Also referred to as long radius9 ]. u2 h r# C E0 s. Q- D: l exit or turn‐off taxiway. The high speed taxiway is 5 V: I( ]! Q# H V7 c! V9 Z, [3 ldesigned to expedite aircraft turning off the runway: n2 W6 Y' Q# _) }4 N( X after landing, thus reducing runway occupancy time.' r& S0 T' ?$ h \) c ] o" J HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.); q, \8 ~/ M8 o6 f) { HIWAS(See HAZARDOUS INFLIGHT WEATHER, s5 d: @/ }+ a& o& ^ ADVISORY SERVICE.) & r% [& q9 \. @" \ BHIWAS AREA(See HAZARDOUS INFLIGHT WEATHER% D+ Z; r2 s1 J; m ADVISORY SERVICE.) & D2 S( j* L [5 RHIWAS BROADCAST AREA- A geographical area% h8 H' p" j* l% o0 U of responsibility including one or more HIWAS % W: u2 j1 T% w; g. F4 R Y: A& Foutlet areas assigned to an AFSS/FSS for hazardous ( {( j7 b+ M! R( A- {weather advisory broadcasting.% Y* k& S, Z+ ` HIWAS OUTLET AREA- An area defined as a 150% X$ t- r) B# g) i' P NM radius of a HIWAS outlet, expanded as necessary ( `( r, w5 f3 s/ Z/ Qto provide coverage. ' B; R* \6 y: [1 KHOLD FOR RELEASE- Used by ATC to delay an 2 R N [8 d5 [: D5 D$ Raircraft for traffic management reasons; i.e., weather,+ |2 }' d. N. ]) v5 r. b% b traffic volume, etc. Hold for release instructions % @1 _6 j! I2 Y(including departure delay information) are used to- m% @0 W' L$ d+ [ a inform a pilot or a controller (either directly or; `# A$ ` H" d. v+ ? through an authorized relay) that an IFR departure 1 t+ q. s: Z" s2 \$ Z" \clearance is not valid until a release time or additional. \) \$ t2 m' C instructions have been received.( L) g. g; e; ?, f7 x, q0 o j (See ICAO term HOLDING POINT.) + z4 _" E: m8 {: {9 x* uHOLD IN LIEU OF PROCEDURE TURN- A hold+ U6 q4 @6 i$ M6 c! f in lieu of procedure turn shall be established over a ' W4 q/ M! s3 \, o7 }" k7 [final or intermediate fix when an approach can be4 k6 Z0 D+ T* o ]' A5 L made from a properly aligned holding pattern. The( R4 L8 ^ |6 \6 s5 W3 e hold in lieu of procedure turn permits the pilot to% a. A1 F$ A0 e align with the final or intermediate segment of the ; D3 r3 j0 a& N& w5 X6 h, I& d# Q8 bapproach and/or descend in the holding pattern to an + b( w# ^5 S# D- e( U9 Oaltitude that will permit a normal descent to the final4 h9 E* M7 V" c+ ?8 `3 m' _ approach fix altitude. The hold in lieu of procedure 9 G- k9 `' z( g6 Eturn is a required maneuver (the same as a procedure T- Q# g* x) M7 r turn) unless the aircraft is being radar vectored to the ) q M4 A3 M6 P4 yfinal approach course, when “NoPT” is shown on the 0 v c: q, E1 K7 d2 Xapproach chart, or when the pilot requests or the * p5 Y, ^4 ~( r0 Y, |controller advises the pilot to make a “straight-in”9 ^3 C& e& \6 P0 g% f1 J approach.0 S2 [' F# b) I3 ]$ l* P5 c \ HOLD PROCEDURE- A predetermined maneuver E+ o# t5 @6 U* T& s" C& ^6 ] which keeps aircraft within a specified airspace while 7 I/ i7 Y) n' k. x3 [awaiting further clearance from air traffic control. $ j* X5 I& M, I6 V: L4 W+ Q! P8 B i4 sAlso used during ground operations to keep aircraft 7 E% j; Q+ c: l ewithin a specified area or at a specified point while " E2 W' A m$ ~9 g: nawaiting further clearance from air traffic control.; a! H: j( A% |; X* ?/ ?' u (See HOLDING FIX.)1 @( J3 S9 _& a }7 Q (Refer to AIM.)3 u+ f8 U- \1 g! \3 i HOLDING FIX- A specified fix identifiable to a , e/ |% E( p9 d+ d9 o- ipilot by NAVAIDs or visual reference to the ground 1 v# `7 o% i# t3 _9 _used as a reference point in establishing and0 ~( h! X9 C* [, \: l/ M7 J maintaining the position of an aircraft while holding. 1 \ {8 p' B3 y4 U( _. g6 f0 F(See FIX.)) I4 Y- W! _2 G) O (See VISUAL HOLDING.)2 ]$ z0 L' [* ?5 s- _# ]5 {% f (Refer to AIM.) + h! Y8 B8 W5 H5 xHOLDING POINT [ICAO]- A specified location, . n! ^7 q; ?8 l% i1 D: g+ v& ^7 Yidentified by visual or other means, in the vicinity of. P0 {. z! ]1 `1 D! U( z which the position of an aircraft in flight is6 G' F6 K9 K7 _1 b8 F3 x3 u3 f5 d% B maintained in accordance with air traffic control: L! e# e& @: q' r$ @ clearances.1 s& l% P% r- @6 l& j2 h& G+ O HOLDING PROCEDURE(See HOLD PROCEDURE.), Q7 h& }4 C: n HOLD‐SHORT POINT- A point on the runway2 T. k( @# J/ v5 N( G+ _! m beyond which a landing aircraft with a LAHSO$ j. n. B" g/ j& q- e clearance is not authorized to proceed. This point2 [* G0 E+ N' J" s, o may be located prior to an intersecting runway, 4 O. l! \% j3 ~. E/ C; h2 r1 }taxiway, predetermined point, or approach/departure0 |6 ^5 n$ T+ Z9 y5 W9 v- n( j flight path.7 u, _+ H- s8 ^, w: P HOLD‐SHORT POSITION LIGHTS- Flashing& J( V& ~& h! U1 B8 m/ B& x) i in‐pavement white lights located at specified % A! M9 I5 Y/ `$ v* T0 ]/ {hold‐short points." R5 @3 C5 t) M2 b HOLD‐SHORT POSITION MARKING- The y6 L( `! \1 E, Q6 t/ p+ E0 S( K painted runway marking located at the hold‐short 2 z% l4 E6 U* r* R) e) p2 V: y9 P0 Cpoint on all LAHSO runways. ' p% L1 i5 Z8 A3 k/ G2 z' NHOLD‐SHORT POSITION SIGNS- Red and white # b) v9 W7 M0 m+ oholding position signs located alongside the ; X4 Y& w+ T& ^0 ?7 z' Thold‐short point. 8 f# g% I5 M7 ^4 W: W9 {Pilot/Controller Glossary 2/14/08 1 m h( g- k% T4 `. h" {PCG H-3; h Y1 ]% i6 ^; }" b HOMING- Flight toward a NAVAID, without 3 }7 V8 A/ x, u4 d3 N- ccorrecting for wind, by adjusting the aircraft heading & z. Z- d$ z, v2 T4 H! Y6 X; Cto maintain a relative bearing of zero degrees. ( D& e+ }0 h, j/ _) I. ~# X(See BEARING.) , y# Q, ^3 k, s; J }(See ICAO term HOMING.) : E- {: i7 ?$ Y, [; r( o T2 ?* ?HOMING [ICAO]- The procedure of using the* P0 E2 u5 S5 X8 C$ E1 i. V direction‐finding equipment of one radio station with ]+ @: T6 d3 y- wthe emission of another radio station, where at least 1 X7 g. K+ j5 |9 _one of the stations is mobile, and whereby the mobile 8 P0 Z T+ ?9 [% ^9 Kstation proceeds continuously towards the other) n7 j0 B- f- K! k$ E( Q& F station. 6 p. t# Z& V; d( k, g1 Y- T: uHOVER CHECK- Used to describe when a 1 V. j( Z& b* n+ s' t; x+ vhelicopter/VTOL aircraft requires a stabilized hover + I0 J _# ^3 h6 @% Cto conduct a performance/power check prior to hover. |. |2 N/ f/ M* Y9 z taxi, air taxi, or takeoff. Altitude of the hover will: i; V1 }! o' l: u" `% V+ @; g vary based on the purpose of the check. + k, V$ w4 A% R& e: G. ?5 M/ PHOVER TAXI- Used to describe a helicopter/VTOL % r( E4 v0 O4 H4 t% yaircraft movement conducted above the surface and7 U y$ D/ w( X* p in ground effect at airspeeds less than approximately5 i* } u! y$ _$ b/ [& _ 20 knots. The actual height may vary, and some/ {- {5 u4 R E" B% p$ M2 k helicopters may require hover taxi above 25 feet AGL* l9 V* W6 T6 M2 F& n to reduce ground effect turbulence or provide0 t; A6 A) r8 P9 L6 V clearance for cargo slingloads. 4 l" ^( \( A, D( Y2 G(See AIR TAXI.)4 n% Q+ l/ m, K% S$ q) P$ u( w (See HOVER CHECK.)- h$ S8 p8 b% w. f9 W (Refer to AIM.) % C n5 d2 |1 C$ J! gHOW DO YOU HEAR ME?- A question relating to 1 ^9 P# d" P" e3 Rthe quality of the transmission or to determine how 1 K; V! Q& k1 \* nwell the transmission is being received. ' N2 O) N! I/ d! X9 D3 UHZ(See HERTZ.) , [; n; K( l* i+ Q' |9 @Pilot/Controller Glossary 2/14/08 ' M# \& v: w" w8 DPCG I-1+ Y$ C& x3 c$ `# y I9 Z" u: @! }7 |( K, V2 v" |& Y9 z! H I SAY AGAIN- The message will be repeated.5 I: U* L; p8 d1 } IAF(See INITIAL APPROACH FIX.)* [% p+ S5 [$ I7 Q- G* B- W IAP(See INSTRUMENT APPROACH8 s0 J6 M! A6 w9 c, p0 g PROCEDURE.) & ^0 N5 p, [3 G' fIAWP- Initial Approach Waypoint / w# u% \; G- n" e! [/ AICAO(See ICAO Term INTERNATIONAL CIVIL& L7 E: P6 s' K& L( a AVIATION ORGANIZATION.) . N; o% X1 b! A& c/ ?5 B( iICING- The accumulation of airframe ice. ; r! ^3 J( l5 ]Types of icing are: ) S' D& ?. x5 y' ]! ga. Rime Ice- Rough, milky, opaque ice formed by" ^* ~# S. P3 a the instantaneous freezing of small supercooled& u- b: B- _) P; ` water droplets.5 l. y- [- Q2 c b. Clear Ice- A glossy, clear, or translucent ice . a" _$ n, r9 qformed by the relatively slow freezing or large * M% s6 c: Q) D5 ?( X. f- asupercooled water droplets. {: {* X" o0 E( {6 w1 [/ L( oc. Mixed- A mixture of clear ice and rime ice. ! x! |2 q) P; k' R* ]+ r8 xIntensity of icing: 0 r, K$ v2 q1 F" _" v7 |a. Trace- Ice becomes perceptible. Rate of6 Q% C) g- m& e2 t# M0 | accumulation is slightly greater than the rate of # @$ p# o- V$ `4 [* {4 F: }sublimation. Deicing/anti‐icing equipment is not ( U' \$ h5 S7 q) o9 k! _" ?utilized unless encountered for an extended period of5 c, m- ^" q2 ^! Z4 G1 Q7 u time (over 1 hour). ; b2 c! O4 S( C+ _- A# Tb. Light- The rate of accumulation may create a2 F; U3 x) m8 O6 }& H problem if flight is prolonged in this environment- x# s# v5 o8 t9 r$ H2 l4 e (over 1 hour). Occasional use of deicing/anti‐icing ' c5 C9 `) \! ], T; Qequipment removes/prevents accumulation. It does * ^3 @; r. w& |% [not present a problem if the deicing/anti‐icing . ]% B' }# T5 I# L4 Nequipment is used. - _( @) q) }; N( sc. Moderate- The rate of accumulation is such that- _ H, @0 y; u" ` even short encounters become potentially hazardous" _. P1 n, |2 K7 H. C and use of deicing/anti‐icing equipment or flight 6 U0 \2 N! F N/ h6 zdiversion is necessary. ' R) f p6 ]' P9 Ad. Severe- The rate of accumulation is such that- [8 j7 Q" Y" I) d deicing/anti‐icing equipment fails to reduce or ) `, M$ C1 {0 z, d5 I2 ^% G# vcontrol the hazard. Immediate flight diversion is& G4 L5 K8 c: m2 L necessary. ) O: a4 N, v) p3 D% {9 w3 wIDENT- A request for a pilot to activate the aircraft - Z& s$ K9 U5 T& {0 l& }3 _3 s4 Htransponder identification feature. This will help the2 a! E" y* T- s# y2 w& k4 u3 w controller to confirm an aircraft identity or to identify 1 `4 r. E9 b# N1 h/ j" ^* Fan aircraft. ! h: O% A3 z# p& r6 g. {(Refer to AIM.) 7 U) W2 X D6 n) d; Q. ? O l) cIDENT FEATURE- The special feature in the Air ; o( V; c0 Y0 e/ g2 k* `Traffic Control Radar Beacon System (ATCRBS) 2 G t3 ` X, ^equipment. It is used to immediately distinguish one ' K, J& _- x" V5 Idisplayed beacon target from other beacon targets. # q: ?, e/ _& B1 |5 f(See IDENT.) " g7 [% c' U/ j, G( }! {IF(See INTERMEDIATE FIX.) 4 T! r3 b7 z9 m6 D; uIFIM(See INTERNATIONAL FLIGHT INFORMATION ; W: c2 R) Q% K( `. `: m6 }( dMANUAL.) * ]" F; E2 [- L! S% q9 XIF NO TRANSMISSION RECEIVED FOR " T) {! N" E S2 C! d3 k(TIME)- Used by ATC in radar approaches to prefix' n( E2 x* j8 I7 m procedures which should be followed by the pilot in ! [2 u# s; O( K$ D5 v6 k- o4 ]event of lost communications.6 Y" O5 p* D9 [- f5 T (See LOST COMMUNICATIONS.)" u! j% I3 b) }# u IFR(See INSTRUMENT FLIGHT RULES.)7 v; J4 m$ w% ^; c0 s( n IFR AIRCRAFT- An aircraft conducting flight in : F( { A) t/ B9 V# }accordance with instrument flight rules. ; k: b$ ~: ^7 `) r" t8 gIFR CONDITIONS- Weather conditions below the. \0 H) A& H C+ { @" V minimum for flight under visual flight rules.7 l3 B' A$ ]2 u/ Z! p. r (See INSTRUMENT METEOROLOGICAL [9 u! {7 |9 K" }+ |. Y CONDITIONS.) & Y1 o( @/ c# ZIFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND 0 g: x/ \2 B8 T/ r5 vDEPARTURE PROCEDURES.) ( P2 M- ]- {0 @7 k, d( [% A% A; F(Refer to AIM.) , n2 L" l* k: N- Y0 C6 YIFR FLIGHT(See IFR AIRCRAFT.), f, g5 X9 F# z IFR LANDING MINIMUMS(See LANDING MINIMUMS.)- U) X9 ^- @& |! Q IFR MILITARY TRAINING ROUTES (IR)- Routes # B! a M _9 q, Qused by the Department of Defense and associated j. `$ N" f' E( @ Reserve and Air Guard units for the purpose of * |; P( W0 I3 z' Hconducting low‐altitude navigation and tactical + B/ z) m; z5 P: k* qtraining in both IFR and VFR weather conditions ! Q" G* Z0 u7 S2 ?7 Obelow 10,000 feet MSL at airspeeds in excess of 250. E% W' o' c. q& k0 d. [ knots IAS. G7 ?# z+ U$ R8 p IFR TAKEOFF MINIMUMS AND DEPARTURE. D; J+ b t; ]& J" P8 s PROCEDURES- Title 14 Code of Federal 3 g. }2 F! w# T& \" [Pilot/Controller Glossary 2/14/085 J5 j0 Q- w- `$ N4 X PCG I-2

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Regulations Part 91, prescribes standard takeoff rules * a4 D* {2 s# p# Q: V! [for certain civil users. At some airports, obstructions. x# J$ v* O$ a7 B or other factors require the establishm ent of 7 c, j; a. h1 V0 Q/ y/ `. cnonstandard takeoff minimums, departure proce‐ & d# Q2 Y6 H8 i4 l/ w) wdures, or both to assist pilots in avoiding obstacles# X5 ^- A3 k Y during climb to the minimum en route altitude. Those * b0 q' |9 ?0 E% x' Q& v, xairports are listed in FAA/DOD Instrument Approach* D9 ]4 A6 O2 e0 F, M Procedures (IAPs) Charts under a section entitled 7 T$ H5 a5 n& u0 P4 k“IFR Takeoff Minimums and Departure Procedures.”+ R2 C& D. M* E. Y }- E8 z# Z The FAA/DOD IAP chart legend illustrates the + d+ n" O# u5 W3 ^/ v3 j; _symbol used to alert the pilot to nonstandard takeoff" x7 O% b5 A( W minimums and departure procedures. When depart‐ $ Z! r# q) r7 I% s8 _2 Ring IFR from such airports or from any airports where9 [ i3 t' ^* e. I there are no departure procedures, DPs, or ATC " O5 B0 J# x% }) w9 ufacilities available, pilots should advise ATC of any 8 O9 D+ h$ i7 [7 I) [' y0 udeparture limitations. Controllers may query a pilot( F |3 y; W# d3 T: x9 j to determine acceptable departure directions, turns,1 d. K9 m' ^; ^$ r or headings after takeoff. Pilots should be familiar ! e% d% q+ H' Y/ f$ Pwith the departure procedures and must assure that! A. y3 q; D# L! v their aircraft can meet or exceed any specified climb - ]0 K: }) O6 G6 a( M1 {gradients.* ~% d; P% c7 J$ C: g( b IF/IAWP- Intermediate Fix/Initial Approach Way‐ - f" I+ p8 t4 H9 |point. The waypoint where the final approach course, b6 L D- I6 B8 Z& v of a T approach meets the crossbar of the T. When! B2 U/ y2 L: l" T7 z$ i designated (in conjunction with a TAA) this p, K* G& K3 Q waypoint will be used as an IAWP when approaching6 D$ U. g3 Z* n& R! P$ z+ K the airport from certain directions, and as an IFWP' J3 C: x' ?5 m+ q$ M. `( Y( O when beginning the approach from another IAWP. 8 n1 e8 _" o7 z4 ?" L! _0 Q! @$ jIFWP- Intermediate Fix Waypoint 4 x1 B- e' C, ]4 |7 N* M5 m. LILS(See INSTRUMENT LANDING SYSTEM.) " M0 u/ h! k0 k& G0 wILS CATEGORIES- 1. ILS Category I. An ILS o* g* W! R, napproach procedure which provides for approach to+ k) x7 n3 c' G4 d3 A a height above touchdown of not less than 200 feet/ t ~. a3 d( B7 ?8 |; E7 k4 k and with runway visual range of not less than 1,800 + `: ^, ?) ^( n# J7 v) i0 Zfeet.- 2. ILS Category II. An ILS approach procedure 7 d7 m' H! R2 o! M4 t! v$ Bwhich provides for approach to a height above* s2 h( |& b, @' `7 } touchdown of not less than 100 feet and with runway # Y3 e& x: D! p4 p( rvisual range of not less than 1,200 feet.- 3. ILS 3 f& K& }4 P! b* w9 cCategory III: l; p& v0 ] m! Ta. IIIA.-An ILS approach procedure which ; b% @4 U+ C- j2 Q8 Qprovides for approach without a decision height * ?" F( @# h4 q& M* w g9 sminimum and with runway visual range of not less( }8 e. \' ~2 `6 y3 a6 O than 700 feet. : `. a }4 `* k. y0 {4 xb. IIIB.-An ILS approach procedure which 5 n) B: \) j+ |; G: `provides for approach without a decision height % I4 o G# E& o6 ^- v+ Q9 J% Tminimum and with runway visual range of not less9 ]- _$ v% m$ }6 q& n1 Q than 150 feet. ) d* o" S; d1 I( p- k! a; \; c( Yc. IIIC.-An ILS approach procedure which % d! X; }& _- eprovides for approach without a decision height % M, r5 s. U6 |0 F' M$ Vminimum and without runway visual range * L: [7 I; a, }& `" a; M. Jminimum. - m5 X& S8 K( m" n! a0 _ILS PRM APPROACH- An instrument landing 8 y5 d4 |; B" X: qsystem (ILS) approach conducted to parallel runways 5 f1 g& l3 A: c# L6 ?whose extended centerlines are separated by less than # g7 b6 ^" L! P& H) {4,300 feet and the parallel runways have a Precision) W& x1 ^9 Z5 T3 s/ g Runway Monitoring (PRM) system that permits # g. p, U5 a- V# t4 G- Fsimultaneous independent ILS approaches.& v- t! \/ N) K IM(See INNER MARKER.) + f9 S7 V- ]" T" l0 bIMC(See INSTRUMENT METEOROLOGICAL( h. w# E y6 `: U. ~' e CONDITIONS.) ! U: A1 h% p# @8 c% v. c! \IMMEDIATELY- Used by ATC or pilots when such & u i T R2 ~) F+ s% I% waction compliance is required to avoid an imminent; Z1 }: I; n( `+ p8 }4 Z! `0 h situation.- O! U) h- G6 e1 N6 t INCERFA (Uncertainty Phase) [ICAO]- A situation 8 M" t1 M6 y9 }7 J$ Fwherein uncertainty exists as to the safety of an7 B3 Z9 |$ \3 ^. j; E aircraft and its occupants. % }- M/ i$ L/ h' |+ Q( v* SINCREASE SPEED TO (SPEED)-. Q" C K: n! D (See SPEED ADJUSTMENT.)% @5 x; m0 `0 K; w3 g INERTIAL NAVIGATION SYSTEM- An RNAV- D( ] G" w5 i/ _ system which is a form of self‐contained navigation. " S5 H4 |# L# |0 L8 d, f4 Z0 k(See Area Navigation/RNAV.)( @" ^# p* u) f4 ` INFLIGHT REFUELING(See AERIAL REFUELING.)3 k. V' Y7 R3 l INFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.): T+ O! B8 p' r% C2 e0 \! ^) p INFORMATION REQUEST- A request originated : j8 o& D" o' U4 [by an FSS for information concerning an overdue: h) D B, p5 N VFR aircraft.* o" i k4 c. X9 |- y INITIAL APPROACH FIX- The fixes depicted on# n: ^- s! k* C5 f. \+ l instrument approach procedure charts that identify - B' b0 R" R$ ]. p7 D' Othe beginning of the initial approach segment(s). ' Y" [3 G" D0 ^# t% [(See FIX.)3 s. h! r0 A/ W8 ?# }) ` (See SEGMENTS OF AN INSTRUMENT, n% d+ Y4 e5 g# V, h APPROACH PROCEDURE.) ! V/ j) c4 x, U( J0 n) eINITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT * c& I( v; H |- f% N8 V P( Y0 r( I! NAPPROACH PROCEDURE.) h$ ~* k4 |; J, A$ B. d' R: A8 ~ g" C INITIAL APPROACH SEGMENT [ICAO]- That/ M! C1 H. h \ segment of an instrument approach procedure 2 w# {9 {; k- l9 z6 kbetween the initial approach fix and the intermediate + t p0 l9 @ f0 Y* r- _approach fix or, where applicable, the final approach* a. I5 t) v, A" Y: [8 j6 @/ X fix or point.4 p) U/ J& _) G/ s+ c: r, F Pilot/Controller Glossary 2/14/08: ?( [8 D# R1 c8 B9 Z- i* \ PCG I-3. V3 Z1 M( N/ r1 \ c/ o8 C INLAND NAVIGATION FACILITY- A navigation ' g0 _$ B7 f& \$ a1 ? Faid on a North American Route at which the common/ F8 ]7 D# Y: |0 w& |% x route and/or the noncommon route begins or ends. : q5 x- x! i! jINNER MARKER- A marker beacon used with an; W* b+ y% {* K- y ILS (CAT II) precision approach located between the ( u! Q5 W/ l' U9 Wmiddle marker and the end of the ILS runway,: Y( D5 C2 M4 k3 f, x+ ? transmitting a radiation pattern keyed at six dots per 2 S1 X! Q& G8 D+ ?( ^second and indicating to the pilot, both aurally and + Q F0 a& L. ovisually, that he/she is at the designated decision 9 G0 ?! N6 }0 s) D G, o o& W4 ^height (DH), normally 100 feet above the touchdown 1 F0 d: ]9 y3 q" W) Y! d$ azone elevation, on the ILS CAT II approach. It also , S" P$ ~" v' T( I5 \ Q* Tmarks progress during a CAT III approach.; B+ c* z& g# H; R; d (See INSTRUMENT LANDING SYSTEM.) + G; y3 z, S1 Z1 e% K# c(Refer to AIM.)& r! o, G2 @/ m, }$ |* @ INNER MARKER BEACON(See INNER MARKER.) * @8 [6 z# t) {$ g8 MINREQ(See INFORMATION REQUEST.) & B8 ?6 h" @& bINS(See INERTIAL NAVIGATION SYSTEM.)3 J U9 J1 c9 t' t INSTRUMENT APPROACH(See INSTRUMENT APPROACH% O) r1 r' ?' q( U( Y! D6 |& C; W" K PROCEDURE.)3 o% U5 A. p, s4 G INSTRUMENT APPROACH PROCEDURE- A 0 T* M/ w! q: P8 m) Y2 D: h! H xseries of predetermined maneuvers for the orderly $ g& N6 J" v: S2 Ttransfer of an aircraft under instrument flight 5 A0 Z/ Q% z* y6 d; aconditions from the beginning of the initial approach; _* m8 y/ c4 ~3 `& D6 `5 C0 e2 O to a landing or to a point from which a landing may {7 W, ?9 P4 C' c( f* k* D be made visually. It is prescribed and approved for a % }7 i/ @5 N( L9 C; a; o0 H7 Hspecific airport by competent authority.4 i- t" J% H% l* g2 q! _5 q8 ^ (See SEGMENTS OF AN INSTRUMENT ) H* T$ a% ^! l0 N* CAPPROACH PROCEDURE.)0 B: }+ S3 \! p1 D (Refer to 14 CFR Part 91.) , r8 h& `* e/ s- |4 I' W(Refer to AIM.) ' W( v' `* c1 [3 ba. U.S. civil standard instrument approach 0 s$ L* ^6 [6 Rprocedures are approved by the FAA as prescribed : x! d: M1 V( Z9 k' Sunder 14 CFR Part 97 and are available for public , j# J: W1 T+ {: Buse.: n0 o4 ^% D/ E; T4 c1 n. P, i7 F b. U.S. military standard instrument approach4 ]4 A' j4 d0 P+ F, I# L procedures are approved and published by the2 m) ?( j- }# [6 p+ i* s Department of Defense.% s9 x( Y% p; X5 S# k c. Special instrument approach procedures are 9 Y( _$ X6 J; j9 A5 X( z9 ?* Qapproved by the FAA for individual operators but are8 c D n7 z& p. d7 ] not published in 14 CFR Part 97 for public use.) N4 t" A' e l- T$ q% k (See ICAO term INSTRUMENT APPROACH/ J- |) M! o* n PROCEDURE.) ' h1 Q8 Q) U+ V- ` m% M2 U: LINSTRUMENT APPROACH PROCEDURE% k8 }+ D) Q% b! \+ ^& g [ICAO]- A series of predetermined maneuvers by; f8 ]* d7 }0 K reference to flight instruments with specified / G- e* I/ q8 @5 R; fprotection from obstacles from the initial approach, I# {/ @8 ^! ` fix, or where applicable, from the beginning of a ( j. s/ n# m: T/ j* `defined arrival route to a point from which a landing9 V. ~- Y: }7 P9 q' J& [( Y- g can be completed and thereafter, if a landing is not9 Z7 G! b* `9 V completed, to a position at which holding or en route % t0 T. p( V6 r) z% Z# m- Zobstacle clearance criteria apply. 0 Y6 V2 C/ \: AINSTRUMENT APPROACH PROCEDURES . |- H( f ]$ Y9 E* E* TCHARTS(See AERONAUTICAL CHART.) K& Q4 t3 I( T# U9 t5 qINSTRUMENT DEPARTURE PROCEDURE . u- y, D) b9 ?6 s2 X/ q(DP)- A preplanned instrument flight rule (IFR) O. `7 s* d! e; x0 q/ E9 bdeparture procedure published for pilot use, in 2 l4 Q: A& V: {4 u( Dgraphic or textual format, that provides obstruction. [5 h3 j3 n+ k0 P% i! Y Y clearance from the terminal area to the appropriate en$ m, o H1 {/ U/ M) e route structure. There are two types of DP, Obstacle * g7 f; s# x" A7 L, zDeparture Procedure (ODP), printed either textually ( F" g7 b$ y- r7 I3 lor graphically, and, Standard Instrument Departure9 i( N9 |) h2 u" Y (SID), which is always printed graphically. + O4 Y& n2 L- Y5 l(See IFR TAKEOFF MINIMUMS AND. z- ~6 E" k; \" h DEPARTURE PROCEDURES.)! `# ~# \; n$ H. T+ y3 c* [ (See OBSTACLE DEPARTURE PROCEDURES.) 6 n4 \* U6 E. S(See STANDARD INSTRUMENT DEPARTURES.)3 A3 {* L& a9 y) u" ? (Refer to AIM.) 1 ?6 R- f5 W9 V% _3 E7 @INSTRUMENT DEPARTURE PROCEDURE (DP). ^* z5 {1 {. t- q CHARTS(See AERONAUTICAL CHART.) 3 D- l6 d7 o8 s" }/ O: c+ N2 U8 x: ?INSTRUMENT FLIGHT RULES- Rules governing 1 E! \# B7 B0 S0 N) pthe procedures for conducting instrument flight. Also) X) \9 j3 W3 p; j j" ` a term used by pilots and controllers to indicate type2 c- g0 I. l7 y of flight plan. ( u( G# m) k5 x' h3 K(See INSTRUMENT METEOROLOGICAL& K' Y9 \! y i CONDITIONS.) 3 w5 N( b* a5 y5 J- j; d(See VISUAL FLIGHT RULES.) B+ @- q- C, n, f Z+ U% d (See VISUAL METEOROLOGICAL 3 B: ~3 }8 j- g% [0 t) N# QCONDITIONS.)1 _5 M% F9 @. L# p) e4 f (See ICAO term INSTRUMENT FLIGHT ! G5 A' i7 [! LRULES.) ) N7 N' Y- Q! _(Refer to AIM.)- I" h. l, B# v INSTRUMENT FLIGHT RULES [ICAO]- A set of : j# r- ^& f$ f6 t' L( ~* Srules governing the conduct of flight under 0 ?& h+ f/ R, n! L- L0 L9 Cinstrument meteorological conditions.$ t( _2 K! Z% ?# {. A a; `: J INSTRUMENT LANDING SYSTEM- A precision$ f: M3 D& _! U N/ ] instrument approach system which normally consists4 d( W3 f: O$ D of the following electronic components and visual / n+ R' Y) G9 r( o, {aids: 7 N3 _. n) m% i5 O+ x, i, DPilot/Controller Glossary 2/14/08 9 t; z* `- D8 y+ ?PCG I-4 5 d7 u$ A- @3 ?/ F: la. Localizer.! V5 f! e( c: f- J (See LOCALIZER.) . X2 c0 o+ X) |2 {* h* @b. Glideslope. 9 V. D: e0 J! S(See GLIDESLOPE.)2 R! A, G1 P. A4 ?; h, W1 Q- p c. Outer Marker. 4 i/ z! T% v) }' a(See OUTER MARKER.) 5 F8 d* l0 P5 E rd. Middle Marker. # h& @4 G- t7 n" \ u6 ^8 d6 a(See MIDDLE MARKER.) 3 k! ?% G3 _, u; L4 S$ }e. Approach Lights. g% P9 h9 y) B g) b (See AIRPORT LIGHTING.) ; o7 D& W/ u) z# e+ K' `(Refer to 14 CFR Part 91.)7 v0 O3 C) {, B5 c- V (Refer to AIM.)/ O" v5 @& `, Y( d" o INSTRUMENT METEOROLOGICAL CONDI‐ & I# h4 v/ t# X) Z$ Z/ fTIONS- Meteorological conditions expressed in# n) O0 o( o1 s: i, f terms of visibility, distance from cloud, and ceiling3 p0 W1 H, A: Y1 ^; n- r2 U less than the minima specified for visual meteorolog‐ & ?# x2 N* b; t0 i" ^# Nical conditions. 0 Z$ t1 Y7 V% [; {! j9 c(See INSTRUMENT FLIGHT RULES.) 6 B: A* n) b9 w" l" {8 ^(See VISUAL FLIGHT RULES.) ( K, i# t1 _& g- j: J& o+ `5 z(See VISUAL METEOROLOGICAL4 d! e, \5 {/ c5 l3 g- H& s CONDITIONS.)9 Z+ T/ k$ X: \3 F- f+ F8 P INSTRUMENT RUNWAY- A runway equipped) P/ u7 n( S/ B- [& r v( V with electronic and visual navigation aids for which 9 x d% I4 S/ c! @4 U/ ^a precision or nonprecision approach procedure 3 }6 ^ J' o9 {$ khaving straight‐in landing minimums has been }5 ]4 P6 \4 o/ G, i8 B9 _5 yapproved.! K& u5 P9 G8 q; M* y9 G (See ICAO term INSTRUMENT RUNWAY.) D/ }$ h A3 k" C: Y/ RINSTRUMENT RUNWAY [ICAO]- One of the , N' |7 H% ]7 x$ wfollowing types of runways intended for the + U) G; U8 G* @7 J: Xoperation of aircraft using instrument approach0 Y* ~5 b, a! t# X6 t: _8 E. M1 _ procedures:4 i! J4 z5 }" a, K* E" Y a. Nonprecision Approach Runway-An instru‐ 5 B# f; Z$ F! \ment runway served by visual aids and a nonvisual 1 o/ g9 G7 R- k3 maid providing at least directional guidance adequate ; |5 k. u) u) d t' A; s7 ?for a straight‐in approach.- H! `( K5 u& b/ V" d0 e b. recision Approach Runway, Category I-An 0 ]3 A- d1 G$ n: R6 b! k" zinstrument runway served by ILS and visual aids 9 ^* ^) R5 X3 y- p$ rintended for operations down to 60 m (200 feet)8 y3 _& b c2 E5 s8 F% i1 ? decision height and down to an RVR of the order of+ A7 ~- i/ a) d- `+ N7 I1 V+ B 800 m.$ |7 a* B3 Y0 K* Y5 c$ y4 K c. recision Approach Runway, Category II-An * d. h) ^7 o5 q; d1 f8 U, `instrument runway served by ILS and visual aids6 ~. E9 i: f1 w intended for operations down to 30 m (100 feet)8 T% j) x/ c9 r7 o7 u; t8 k decision height and down to an RVR of the order of * b: n8 y, l' k# d: a2 J400 m. . j: j4 B) N; z9 od. recision Approach Runway, Category III-An ) }( f& @8 U+ h; l" linstrument runway served by ILS to and along the5 n; R$ r; n' Y4 Y# [6 L& Z surface of the runway and:% C# r5 Z9 a- Z1 L 1. Intended for operations down to an RVR of 4 `* R: f0 k" W$ Nthe order of 200 m (no decision height being / y" d8 M" h6 Capplicable) using visual aids during the final phase of k& o/ O D6 X landing; ( Z8 i5 \7 N5 H* u1 W1 h8 e9 ~2. Intended for operations down to an RVR of3 O4 z3 Q. j7 y0 X the order of 50 m (no decision height being ! C9 L# Z F$ `- ~& yapplicable) using visual aids for taxiing; ' e9 ~. A( l R8 `* ?3. Intended for operations without reliance on 8 H: M8 |. Z. S- R+ L! avisual reference for landing or taxiing.# z* ?1 {% z1 } Note 1:See Annex 10 Volume I, Part I, Chapter 3, ' T0 {, I4 ~+ j) f7 V) F; e6 kfor related ILS specifications. / A3 w6 O, O3 ZNote 2:Visual aids need not necessarily be% `5 t# C) T2 {' [6 ~ matched to the scale of nonvisual aids provided. 2 g3 [# H `" A& t2 t" T6 e/ y8 ~The criterion for the selection of visual aids is the H! f O4 {, T. K5 m conditions in which operations are intended to be * _# c& E! K: X' E+ _" D! `' Hconducted." j0 R4 r. K: @% h! m% w) X INTEGRITY- The ability of a system to provide . z$ a6 i* M% \* S! y6 ytimely warnings to users when the system should not 3 D+ Q$ u1 v# x3 w: V4 ]be used for navigation.8 H' g9 q8 p* ^+ ^( C/ B INTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT 8 A. m' ?6 l) {5 o9 Q' pAPPROACH PROCEDURE.) 8 p+ Q$ U7 ~; D& W4 _; l! N1 N" CINTERMEDIATE APPROACH SEGMENT2 r! i7 j. { q; R9 D/ G [ICAO]- That segment of an instrument approach ; ~" H9 P7 _! z; L) t: J8 c8 U' m6 l U/ Lprocedure between either the intermediate approach: u( }. M1 f6 S z3 I fix and the final approach fix or point, or between the3 W1 ]# x7 l1 c$ \ end of a reversal, race track or dead reckoning track 8 C4 J4 |( i$ t9 ]0 Mprocedure and the final approach fix or point, as, n+ q/ }6 b* G- i appropriate. 0 u& J8 _9 K& M& M! x! IINTERMEDIATE FIX- The fix that identifies the ) H3 }1 j4 ^1 M5 n2 {beginning of the intermediate approach segment of an 1 v% E. N& a& c# s9 qinstrument approach procedure. The fix is not1 p7 |! d/ s5 @- I F" \ }$ v normally identified on the instrument approach chart% m( L% N; [2 V6 B, R9 } as an intermediate fix (IF).# t: \- H& ?# [8 h& H (See SEGMENTS OF AN INSTRUMENT5 k% f5 U0 m4 g; g APPROACH PROCEDURE.) . `& s" n2 G$ \+ LINTERMEDIATE LANDING- On the rare occasion 0 l/ W9 q4 m/ [9 }& \( I& h) ^; hthat this option is requested, it should be approved. 8 u; E' I8 V7 }+ |$ {3 HThe departure center, however, must advise the - V. f1 S8 f; k$ R+ RATCSCC so that the appropriate delay is carried over& B- L3 W! B, k5 l, M4 k and assigned at the interm ediate airport. An8 ^- |& E; a& @; N: C intermediate landing airport within the arrival center( M% L" |" K6 Y will not be accepted without coordination with and1 g; L0 x* n8 y$ ]" z% \! M/ { the approval of the ATCSCC.* |8 p) e' t: ]. { INTERNATIONAL AIRPORT- Relating to interna‐ 6 Z) c' W6 ~6 W: l7 ]3 u) \! ]# ational flight, it means: ! E2 p' Z* V9 d% WPilot/Controller Glossary 2/14/08+ f/ [% h. I% }: n7 ]1 c! [ PCG I-5 ) N% L3 ]9 p' B; V: f; @7 \ Ma. An airport of entry which has been designated 2 ]7 m: {- K- m5 P5 u. iby the Secretary of Treasury or Commissioner of D# P+ ~0 p# X Customs as an international airport for customs " M5 K5 Q/ F: X- ?0 S1 c$ F8 ?service.+ S- N J6 i0 j* X$ W b. A landing rights airport at which specific$ x, i. A+ a) u6 S0 T3 b5 w2 g permission to land must be obtained from customs! u7 |( J3 ?) `0 M: {9 b# i7 \3 [9 Q! n authorities in advance of contemplated use. 6 u+ ?$ |$ ?) P' @c. Airports designated under the Convention on* F8 I7 `8 T, G& O2 G9 T/ \1 @; y International Civil Aviation as an airport for use by8 n3 u+ U' f3 k7 Z" V0 Y( ~ international commercial air transport and/or interna‐ 0 `: w& S$ h1 Q9 ~; j8 s) P+ U7 d& jtional general aviation. - A! t ~( z- }0 t" a( _9 A' |(See ICAO term INTERNATIONAL AIRPORT.)$ S- X8 e/ t4 U M( A (Refer to AIRPORT/FACILITY DIRECTORY.)) q7 ^+ V8 g. e5 E8 c) O (Refer to IFIM.): z* J5 s) j- |: \1 |0 S) Y0 Z INTERNATIONAL AIRPORT [ICAO]- Any airport1 i6 S/ S) Y0 M a, c, r6 @* y designated by the Contracting State in whose; {4 ]6 L2 U- V9 {5 ]" K- u0 v* x territory it is situated as an airport of entry and " W+ R8 N. m& {# q$ r& |departure for international air traffic, where the9 g& p$ ]; w+ z- l5 Y formalities incident to customs, immigration, public7 a% ^/ H. P# P7 _0 |; U health, animal and plant quarantine and similar ! ^. l4 S* n( R/ z$ W. R( @! Q o1 fprocedures are carried out. ( p, R; Y* w: R7 LINTERNATIONAL CIVIL AVIATION ORGA‐; r. n8 W6 V, W& c, H NIZATION [ICAO]- A specialized agency of the' z: Z6 _0 Y. g+ |3 V United Nations whose objective is to develop the- {; t0 [ ^" L- ~0 \ principles and techniques of international air + ?1 |! {& z, J& ?* j$ \navigation and to foster planning and development of7 E. Y( a7 v" n; g: L international civil air transport., _, J, G9 F+ l- n/ ~ O a. Regions include: $ T; z. D: \ W1. African‐Indian Ocean Region * r* Q! q( |7 [1 B- A$ y7 I2. Caribbean Region 5 x. Z6 Q% O1 A; L3. European Region & v6 J' J0 A! a' W/ I4. Middle East/Asia Region 4 C/ e9 J, y, O' @( t) S W* i. O5 c5. North American Region 0 W8 j& t `( H/ x# `6. North Atlantic Region+ u4 A) Y5 f! s5 { 7. acific Region 4 ~: ^/ k1 K2 N6 ]8 g* X8. South American Region % v% r! Y2 p0 X4 QINTERNATIONAL FLIGHT INFORMATION8 b: g0 i1 @: n MANUAL- A publication designed primarily as a, j& K4 _ }- X6 _8 k pilot's preflight planning guide for flights into / m) ^3 e0 g- j$ L; G0 Mforeign airspace and for flights returning to the U.S. $ `: L2 u5 e" Y1 X" p6 f6 ]3 s( Pfrom foreign locations. ( q Z+ h0 y# _- D# _INTERROGATOR- The ground‐based surveillance2 b }, O4 r9 _! [! f& F radar beacon transmitter‐receiver, which normally 6 e0 H% j+ X* ]9 ?% Y4 dscans in synchronism with a prim ary radar,, n+ ^' W/ \4 }( C! W* J) P/ o transmitting discrete radio signals which repetitious‐ ' F% o/ t" E* [$ uly request all transponders on the mode being used to 4 z+ z7 r1 _$ f* Z5 t- c9 Vreply. The replies received are mixed with the# U, w n" [5 Y primary radar returns and displayed on the same plan * x3 Q6 b. h/ ]position indicator (radar scope). Also, applied to the1 u! Q2 ]& r* d5 _ airborne element of the TACAN/DME system. ( h' I# e+ z) U1 \. {2 h$ O5 \; ^0 t(See TRANSPONDER.) # H9 n% G+ o+ N9 H(Refer to AIM.) ! f3 V6 I7 j4 _# wINTERSECTING RUNWAYS- Two or more " }# D# v* z6 n! g jrunways which cross or meet within their lengths. ! a/ N5 S) F4 j1 x. L: h) ~(See INTERSECTION.)

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INTERSECTIONa. A point defined by any combination of courses,3 c% B6 k$ \5 j, n# q radials, or bearings of two or more navigational aids.6 M: { A/ r. ]2 l b. Used to describe the point where two runways, % z3 s* S+ m" h x2 p b, u; L5 `a runway and a taxiway, or two taxiways cross or 7 A' d1 E3 ?9 \# ]meet.8 K$ V+ O/ w& F$ n INTERSECTION DEPARTURE- A departure from 8 F2 [3 X; D6 M( K7 m( [3 u' l+ Hany runway intersection except the end of the runway. ' L7 a+ A& }- p+ D. T3 r- k(See INTERSECTION.) 2 g8 g$ \3 w( J3 ]8 TINTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.) 0 n) B" Q0 W; t) Q. s; uIR(See IFR MILITARY TRAINING ROUTES.)1 |. U& q* @7 q5 t; J8 j% T Pilot/Controller Glossary 2/14/083 m% g* {, s$ R2 i PCG J-1% x. K* V' M# y& H, f w2 m J

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发表于 2008-12-28 14:15:29 |只看该作者
JAMMING- Electronic or mechanical interference4 S* J' K/ k$ d which may disrupt the display of aircraft on radar or & {. U2 Z" H P+ g5 Y, R {the transmission/reception of radio communications/ 4 r! l2 }/ K! b0 _navigation. 0 {6 U- Y5 g" |9 T I1 G6 zJET BLAST- Jet engine exhaust (thrust stream % ~ C: j2 I4 T& Sturbulence). 4 c7 G0 ?. z6 C: }5 ^4 z(See WAKE TURBULENCE.) 3 K% B6 a' |" z- `JET ROUTE- A route designed to serve aircraft/ |, i. w8 L/ \: b8 e operations from 18,000 feet MSL up to and including8 h, U5 K- ^& Z) e7 h5 Q# N flight level 450. The routes are referred to as “J” 1 f, r% l, z! S- Oroutes with numbering to identify the designated ; [2 g) r: t8 w( _- lroute; e.g., J105. 8 @: k! Z0 \& c3 c; Q' E(See Class A AIRSPACE.) $ d- ~7 v, b/ j2 q, [, Y* J(Refer to 14 CFR Part 71.) 3 h. m6 d1 ^( D0 F/ oJET STREAM- A migrating stream of high‐speed 2 x% y) _. b6 Q7 Q, o, T/ D; Z; p* vwinds present at high altitudes.3 o0 K) f& i4 o& z; J* Y& N JETTISONING OF EXTERNAL STORES- Air‐ 4 H7 K9 G8 y, ~borne release of external stores; e.g., tiptanks,4 i$ n% b9 T) @# Z; m ordnance.2 M0 k" d) { x4 X) U/ | (See FUEL DUMPING.) ) B- n' }/ M* u0 x! R(Refer to 14 CFR Part 91.)) \ r" j: O( }, ?) R9 { JOINT USE RESTRICTED AREA(See RESTRICTED AREA.) P. ~$ q& z( |4 e+ m2 FPilot/Controller Glossary 2/14/08 * ?+ d( e7 z: p- R% @PCG K-1 D5 {9 @0 G8 o) uK' U7 ?, y3 N5 E" \& E KNOWN TRAFFIC- With respect to ATC clear‐/ B; E, D4 a7 [0 k ances, means aircraft whose altitude, position, and' `8 z/ ]7 ~' B6 q7 R. c6 n intentions are known to ATC. 4 _& u9 a, X: T) M' x9 e( ~Pilot/Controller Glossary 2/14/08 s/ `. i) T# u* G; [# y PCG L-1# P& q6 ]; A" Y4 A. y L 6 C. S5 ]8 A5 m8 N7 ]) t1 bLAA(See LOCAL AIRPORT ADVISORY.)4 ?' M" c# P4 R3 Q5 h, y LAAS(See LOW ALTITUDE ALERT SYSTEM.) / z( n9 O0 ]4 p; C6 I/ }! D9 J- U; U5 XLAHSO- An acronym for “Land and Hold Short* Z0 A, }' k/ r Operation.” These operations include landing and* g) _: }: d8 B/ O, i8 q" f holding short of an intersecting runway, a taxiway, a$ r- `/ Z7 Y! I) W/ [) d8 F predetermined point, or an approach/departure % O$ k: D/ s; r7 k& @) l( |flightpath. : q8 W$ x Z4 q$ FLAHSO‐DRY- Land and hold short operations on 7 B% {: `! u) F5 prunways that are dry. ) K5 e! S$ I7 c! X1 L* @, R# YLAHSO‐WET- Land and hold short operations on - W2 c% h A, r. t' R4 z- brunways that are wet (but not contaminated).2 e% s! r* ^' j* K) O LAND AND HOLD SHORT OPERATIONS - 9 m8 i1 d# a5 Y0 O" IOperations which include simultaneous takeoffs and! _- Q( \2 b# @- R- ]( W/ p/ X landings and/or simultaneous landings when a ( \5 A4 y4 S1 u; S" M8 ^landing aircraft is able and is instructed by the # Y' r8 }- E8 B9 h+ {controller to hold‐short of the intersecting runway/+ W6 O: N: u J! h: ^ taxiway or designated hold‐short point. Pilots are 5 \. l. I" \8 y+ S4 ]& M+ f0 wexpected to promptly inform the controller if the hold( c" z8 l& l3 r0 e short clearance cannot be accepted.+ F+ S5 j1 L& b' }* H (See PARALLEL RUNWAYS.)5 |3 v/ ?, F" e& I7 y (Refer to AIM.) 4 d, C! ?+ E2 z7 }* nLANDING AREA- Any locality either on land, ! p0 z; p: N7 a; a* Q/ @* fwater, or structures, including airports/heliports and ; ~& D9 O5 Z2 ~2 uintermediate landing fields, which is used, or , |8 b( j" g" P. R0 G. u W Nintended to be used, for the landing and takeoff of" O9 a5 e; }* D& C! T& k aircraft whether or not facilities are provided for the 8 Q7 i6 k" \. \0 |* nshelter, servicing, or for receiving or discharging 8 C* N" Q% d" }5 }passengers or cargo. u6 I4 H# O4 f4 s (See ICAO term LANDING AREA.) + R; a( t5 {- d4 l5 ALANDING AREA [ICAO]- That part of a movement . [* Y0 w. p7 D0 j, o( f$ zarea intended for the landing or take‐off of aircraft.1 w3 a3 [# d; a& X4 g+ n LANDING DIRECTION INDICATOR- A device3 g6 A+ G0 [# B+ K which visually indicates the direction in which : K y. n* [; }7 h1 w! j( A( flandings and takeoffs should be made. ' c' n( W1 _1 X- z3 _(See TETRAHEDRON.)/ C. _" ]! {5 V' E, f3 _; `1 D (Refer to AIM.) 0 d8 l% N8 y1 q! k6 i: G lLANDING DISTANCE AVAILABLE [ICAO]- The, S+ f! k7 l3 u- P& s# r length of runway which is declared available and 0 b- ?2 f/ L' {( s( M1 ^+ usuitable for the ground run of an aeroplane landing.9 |% r5 Q z, [( O LANDING MINIMUMS- The minimum visibility# [2 x: {* x# u- D# d+ S prescribed for landing a civil aircraft while using an9 M! }* O' a6 t ?! |+ C5 [ instrument approach procedure. The minimum 5 ~, q; ]7 b" O q. Zapplies with other limitations set forth in 14 CFR& V; q' [: R" M- H2 M Part 91 with respect to the Minimum Descent! e7 `& {, V7 e/ | Altitude (MDA) or Decision Height (DH) prescribed ( v4 C' b: F. Y3 n/ Lin the instrument approach procedures as follows:. {1 I }$ b0 v) N' S1 l' e8 Z, k0 M a. Straight‐in landing minimums. A statement of3 Y% A5 u& W3 K, N) U9 c MDA and visibility, or DH and visibility, required for! u$ B/ O3 e/ M0 Z8 | a straight‐in landing on a specified runway, or 4 Q9 |2 R$ j$ n3 H; S& Vb. Circling minimums. A statement of MDA and $ [2 a/ N Z3 C- z( n d# Gvisibility required for the circle‐to‐land maneuver.6 C3 y2 u8 t S3 ] Note:Descent below the established MDA or DH is5 W: ?' i" q8 I( s1 u) H7 _& o not authorized during an approach unless the5 v; U( \( D% r! t# T aircraft is in a position from which a normal 1 q. q4 ?4 d0 E2 S8 i( q1 N& |+ {( rapproach to the runway of intended landing can be" w2 h/ U8 Z* @4 L2 u- [ made and adequate visual reference to required6 o, |) S9 q/ ~0 U2 m visual cues is maintained. # r& D( y8 k' [3 D$ q& V/ H(See CIRCLE‐TO‐LAND MANEUVER.) $ j W* R& F [(See DECISION HEIGHT.) 5 T5 B( _/ o& T(See INSTRUMENT APPROACH& s2 h. \( z$ C" c& ` PROCEDURE.) # a) H! ?; B; a5 ]* e(See MINIMUM DESCENT ALTITUDE.)/ S5 o6 B* h% r+ T- r (See STRAIGHT‐IN LANDING.)- H% c! o% Z5 |" G6 M (See VISIBILITY.) & o# I/ u$ ^" x8 {4 g(Refer to 14 CFR Part 91.)1 x* q/ I' e' v9 q* D" V LANDING ROLL- The distance from the point of 3 S& k- Y, u$ ~" _touchdown to the point where the aircraft can be1 D A' K) C3 ^, {7 M: [ brought to a stop or exit the runway.+ g+ L( k3 Z' k: b LANDING SEQUENCE- The order in which 0 G1 v/ p% V5 haircraft are positioned for landing.1 C" Q( l( ^1 t% V8 M (See APPROACH SEQUENCE.) ' o2 ^1 P/ |7 X1 T: TLAST ASSIGNED ALTITUDE- The last altitude/ ( L/ d8 U. Y+ [8 r3 Z$ Mflight level assigned by ATC and acknowledged by- O" ~" a2 l1 ^9 O/ D) d, ?, | the pilot. 6 M2 @/ r* o3 U+ [ P, H6 I(See MAINTAIN.) f3 q9 B+ }* H: }6 V( I6 Q% W. M(Refer to 14 CFR Part 91.)2 P6 ~+ _$ i3 ~2 R- W- L LATERAL NAVIGATION (LNAV)– A function of 9 Q. x$ O- E* Q( Y4 A9 ]area navigation (RNAV) equipment which calculates,' _# b8 r+ K5 z- }8 ?: u displays, and provides lateral guidance to a profile or; Z' ]4 f) w/ n path. * n$ p1 H5 i+ @8 f6 `+ S# mLATERAL SEPARATION- The lateral spacing of 4 f+ R2 a: ]! Z, |: waircraft at the same altitude by requiring operation on # M2 |) ]0 c& F& V3 C3 |9 I7 G' @different routes or in different geographical locations. 8 u- F* X, s8 o' r( b(See SEPARATION.)7 D% j' X' q% @1 q! T9 N Pilot/Controller Glossary 2/14/084 o7 U9 X: w1 f% `1 G1 `9 p PCG L-28 a5 h% q6 [$ p8 _2 \* M LDA(See LOCALIZER TYPE DIRECTIONAL AID.)$ M, }+ A: \& }: d2 T0 I6 T/ i | (See ICAO Term LANDING DISTANCE6 b G7 U4 R% q) ^/ F: u AVAILABLE.) 5 p7 ?: E# I, ?$ ^2 G. p6 j6 M$ yLF(See LOW FREQUENCY.)3 l4 o( R$ ^+ B' n8 p9 u1 B LIGHTED AIRPORT- An airport where runway and& a5 x/ B9 C) y, Z6 u obstruction lighting is available., t! q9 n1 i4 N! ^5 d. q. u9 X (See AIRPORT LIGHTING.) ) i. V8 N& k! M: ^5 |+ R7 q(Refer to AIM.); w) j; C' E. H3 n( i( q$ f! V! |) [ LIGHT GUN- A handheld directional light signaling * O& Y; _: \3 Q$ y* G5 xdevice which emits a brilliant narrow beam of white," w- K, I4 }% ~5 m @# T m green, or red light as selected by the tower controller.$ m' X: s3 s" t7 v, x; U The color and type of light transmitted can be used to # M: \. e/ u9 I% Y2 F' h* B$ ^approve or disapprove anticipated pilot actions where* [# x/ z- q7 M1 ?8 i$ k radio communication is not available. The light gun , H6 P2 |9 s/ x7 `: Kis used for controlling traffic operating in the vicinity - V* j5 a0 l8 w( y+ q) L6 \of the airport and on the airport movement area. # x& v! x/ x, |) W5 D* G3 f( [(Refer to AIM.)$ H3 d5 g* ^$ Z2 z n0 C) y LOCAL AIRPORT ADVISORY (LAA)- A service9 z6 s8 ]/ y7 |% K6 z9 w provided by facilities, which are located on the5 M; w5 V! u! I2 q landing airport, have a discrete ground-to-air o2 }& K) A8 z' R" B communication frequency or the tower frequency7 m0 J7 f8 @+ }. l d3 O when the tower is closed, automated weather - d7 O9 ]$ [. y. w" xreporting with voice broadcasting, and a continuous B$ Z3 H0 j$ D% [ASOS/AWOS data display, other continuous direct6 M3 {! j6 o+ V0 y- `) y$ S reading instruments, or manual observations avail‐0 w5 ?; w6 G; R) t2 u able to the specialist. P) M/ O' ?8 |& K5 h(See AIRPORT ADVISORY AREA.) % Y/ ?$ [) E2 g7 dLOCAL TRAFFIC- Aircraft operating in the traffic + C" J1 n; i5 i( V4 R+ O! Opattern or within sight of the tower, or aircraft known' z1 W5 }0 {$ Q% [+ m* d* c0 U to be departing or arriving from flight in local practice5 L! F9 K5 U }4 H areas, or aircraft executing practice instrument; X z8 R9 Y( y& s. v approaches at the airport. 6 r# V6 s4 t( e# S' X" Q$ t5 G(See TRAFFIC PATTERN.) , l8 z/ _4 f e% S! n* S) pLOCALIZER- The component of an ILS which ) B! i0 m1 S3 a8 x- q8 r; P- k, W; qprovides course guidance to the runway.! [8 E, x- N3 u g$ d" v (See INSTRUMENT LANDING SYSTEM.) ' a. i: C7 A4 d, q6 g(See ICAO term LOCALIZER COURSE.) / f( [* r1 j; p5 l2 R% R; v+ S, r L(Refer to AIM.)9 E9 H: P, Q7 P# x& m LOCALIZER COURSE [ICAO]- The locus of* u. Y! n# j2 `7 o7 [1 L points, in any given horizontal plane, at which the0 s! T( E5 p5 m( P; j DDM (difference in depth of modulation) is zero. - t9 e! t9 U6 E" @ \6 b0 L/ zLOCALIZER OFFSET- An angular offset of the , V, l7 D) o0 ?: m. Z# [localizer from the runway extended centerline in a. P( h) T/ n$ K* }9 @9 u direction away from the no transgression zone (NTZ): K7 _) T& N9 S- v/ l5 o3 l3 n: q that increases the normal operating zone (NOZ) $ P' d2 b* Y$ a5 U0 uwidth. An offset requires a 50 foot increase in DH and; ` T( _1 w2 v# {9 w! E1 N is not authorized for CAT II and CAT III approaches.* |+ A+ r7 e6 G0 Q1 V LOCALIZER TYPE DIRECTIONAL AID- A , M# M$ n% n2 z) S) Z# UNAVAID used for nonprecision instrument ap‐ 1 \. P! p8 Q; I& D' v" c$ Lproaches with utility and accuracy comparable to a1 b* L/ V6 w# U9 T2 z5 ] localizer but which is not a part of a complete ILS and 5 i7 e" x2 N6 |3 a8 ^: ~ jis not aligned with the runway. $ {4 L. a1 c7 p$ S4 ?(Refer to AIM.) D% L, X) d) M, l7 a LOCALIZER USABLE DISTANCE- The maxi‐8 U2 H) D \( N! k0 U9 Q mum distance from the localizer transmitter at a. w/ Q: X5 s) O& v specified altitude, as verified by flight inspection, at & ^( D: h) e3 j8 w3 W$ C9 nwhich reliable course information is continuously; \. l. C1 I) }* A- h- g received.) c% \( X% v/ m. x (Refer to AIM.) 8 P; O' {0 O% ~% VLOCATOR [ICAO]- An LM/MF NDB used as an aid + ]; W; l- _: {. u% S. a/ A' Ito final approach. . |4 C* y3 A1 c* \) oNote:A locator usually has an average radius of / n+ u8 X, ]' W" s2 i2 |4 I; u; x4 Nrated coverage of between 18.5 and 46.3 km (10 . A8 }# j0 Z; S" ~and 25 NM). 8 C0 c4 ?6 Z- C9 A- @LONG RANGE NAVIGATION(See LORAN.) . i7 q+ F; p5 c. Y% b# _( _LONGITUDINAL SEPARATION- The longitudi‐ : p7 w, H/ b2 W" X$ p& m& W$ onal spacing of aircraft at the same altitude by a 8 i5 M8 x/ z$ r6 g. k- ] \. Kminimum distance expressed in units of time or) h& o8 N, l) G- g9 g; ], G miles. $ J: M: p- z6 Y4 L) D8 z+ x(See SEPARATION.): g7 m. a! ?3 ]( D) h (Refer to AIM.) ( `& M9 b. i( p, i; i h! |LORAN- An electronic navigational system by ! K' ? J( }( q$ o" t8 Zwhich hyperbolic lines of position are determined by ! T6 G. E+ L# u8 `measuring the difference in the time of reception of" }: o5 a0 n# f' s u1 w synchronized pulse signals from two fixed transmit‐ # x5 Z" }8 f( b) k& fters. Loran A operates in the 1750‐1950 kHz % u5 z( A+ y4 W$ C5 O) X$ wfrequency band. Loran C and D operate in the4 \6 r! [0 V4 l4 h% C3 p& ~ 100‐110 kHz frequency band. - l4 ?! c# ?/ x% R( J9 |% X(Refer to AIM.) 9 S/ F/ i. C# C2 E1 Q7 \3 }& {LOST COMMUNICATIONS- Loss of the ability to l2 Y0 }1 b. Y; o8 T# b communicate by radio. Aircraft are sometimes 6 S5 k0 Q$ a5 ~4 }. e8 g, Y, U$ o3 l {referred to as NORDO (No Radio). Standard pilot& \9 p* d( X# x' } procedures are specified in 14 CFR Part 91. Radar& J# x2 q8 r2 a( v$ o* r% E controllers issue procedures for pilots to follow in the & b2 D( ] T+ l$ m: U! ?. t/ y i7 hevent of lost communications during a radar approach1 Z. n& S7 H5 P0 p+ ~ when weather reports indicate that an aircraft will % V/ M6 ]7 \, _$ @1 xlikely encounter IFR weather conditions during the- u7 y+ J# k! w6 o& j# m0 x% W approach.0 |1 O2 d' G, j* b3 S6 @ (Refer to 14 CFR Part 91.)7 n4 a; u W c0 H% ^ (Refer AIM.) n" W2 @ E4 k2 \Pilot/Controller Glossary 2/14/08 1 y( z1 X# B$ ]$ ^2 yPCG L-3 4 \: O/ H: G- bLOW ALTITUDE AIRWAY STRUCTURE- The8 f% c1 d) a2 X2 w! t% Q; f. U) o" T0 n network of airways serving aircraft operations up to. |& o6 k0 I3 y) \/ k6 [ but not including 18,000 feet MSL.* z: V9 U M; ~ x (See AIRWAY.) - v: C6 ]- u) D p% E/ N(Refer to AIM.) $ f6 X# G9 P3 P& p& T/ l! rLOW ALTITUDE ALERT, CHECK YOUR ALTI‐# O4 w( b P7 E' c TUDE IMMEDIATELY(See SAFETY ALERT.) $ {3 ^; \+ K; ALOW ALTITUDE ALERT SYSTEM- An auto‐ 3 h; A, ? w1 \; W8 Kmated function of the TPX‐42 that alerts the ! i4 A( g4 x" }% H, ]9 kcontroller when a Mode C transponder equipped6 R! R( y# q! e/ R4 f aircraft on an IFR flight plan is below a6 K6 T# o" K0 [: V0 q predetermined minimum safe altitude. If requested 7 p/ I5 ?+ l9 [5 I3 Hby the pilot, Low Altitude Alert System monitoring2 Q. x5 G8 C. k3 ]) Z is also available to VFR Mode C transponder 5 |/ t+ U$ w- V \& f' zequipped aircraft. 0 k* \0 o T+ b1 R* w: j1 l1 c# H) SLOW APPROACH- An approach over an airport or# K: w0 b( o. s: g( Y) v; ]5 q runway following an instrument approach or a VFR7 S) v" U6 q( \5 J8 w" N* o approach including the go‐around maneuver where ! `, u6 x5 Q+ ]5 Ithe pilot intentionally does not make contact with the. G- S9 j7 Z2 C& @- X- u0 M9 o runway.$ O5 \. c6 l/ @/ P (Refer to AIM.) , g' K" I/ e6 h4 r U; gLOW FREQUENCY- The frequency band between ' \+ s6 J d, p9 ~! d6 U30 and 300 kHz. " \. R% b' K+ m% i; n! k(Refer to AIM.) ! z- h+ R5 m2 dLPV- A type of approach with vertical guidance3 n2 F9 |) d( n' J- Z2 p (APV) based on WAAS, published on RNAV (GPS) 7 w: S. Z/ E) N" T3 Sapproach charts. This procedure takes advantage of1 `/ E7 K2 U3 W$ A the precise lateral guidance available from WAAS.! n8 q* o) t( H2 k The minima is published as a decision altitude (DA). ! ]) k' P- O1 b* t9 @. t @, a+ _Pilot/Controller Glossary 2/14/08" G9 @! {5 _& W PCG M-16 a# v3 i; g! i; f# W+ @& l M+ ?% E. j! j2 k1 |# R MAA(See MAXIMUM AUTHORIZED ALTITUDE.); m" p8 J/ q; W# t( j MACH NUMBER- The ratio of true airspeed to the ' ]) H, T$ s2 Z" uspeed of sound; e.g., MACH .82, MACH 1.6.0 D' N& c% |8 ], q7 X (See AIRSPEED.) 8 M q- Y1 F5 s1 j+ Z3 q6 vMACH TECHNIQUE [ICAO]- Describes a control . |) w x: a: P, n; p% \technique used by air traffic control whereby turbojet8 u0 z. S# i _( Z! e aircraft operating successively along suitable routes ; [+ C9 l9 V1 U1 ^are cleared to maintain appropriate MACH numbers! h" A3 b0 I$ X H+ x* S7 S for a relevant portion of the en route phase of flight. * |5 ^3 E% u$ K5 w; K; ?. AThe principle objective is to achieve improved & r0 k' k9 f, [1 x$ {4 P- p2 w8 ~utilization of the airspace and to ensure that+ s! n9 O+ j2 m$ s* ~8 j" @/ x separation between successive aircraft does not 6 c% }- B, M* F( Odecrease below the established minima.; w: c3 H$ F9 V2 k" w MAHWP- Missed Approach Holding Waypoint - B- g. p. k3 c) z7 DMAINTAINa. Concerning altitude/flight level, the term : o- V5 c8 O% P" ]means to remain at the altitude/flight level specified. 8 R6 X) O, Q" M7 OThe phrase “climb and” or “descend and” normally 4 U2 B, {: b- _' J# ?6 Yprecedes “maintain” and the altitude assignment;2 n7 d! @! ~! e) `9 J; E1 u5 r- h$ G/ M e.g., “descend and maintain 5,000.”) d* ~7 f0 h& F9 C& z b. Concerning other ATC instructions, the term is 5 V' ^! f7 t0 [used in its literal sense; e.g., maintain VFR. & U/ B7 X/ {2 G( Z' ~MAINTENANCE PLANNING FRICTION! i, p& |. H1 P% l3 V* N LEVEL- The friction level specified in+ R' U, I0 @# d7 X4 z( Y3 d AC 150/5320‐12, Measurement, Construction, and 1 l; \, z/ `% _) Y4 T7 {' oMaintenance of Skid Resistant Airport Pavement + [( L8 u! M$ n, Y% `0 ?+ gSurfaces, which represents the friction value below 3 m5 B: J6 P; @* Hwhich the runway pavem ent surface rem ains 7 U0 B( { `) m$ Q' h% ^2 {acceptable for any category or class of aircraft8 P. W3 R4 @5 k# n6 ^ operations but which is beginning to show signs of @7 F$ I* m6 y' j deterioration. This value will vary depending on the4 D- T0 R. p) N) R8 a( H. F6 U5 P7 ` particular friction measurement equipment used.: C0 ?" E4 c( ? I* o0 k" ` MAKE SHORT APPROACH- Used by ATC to$ ~) [9 `& X4 c2 r n/ t4 m inform a pilot to alter his/her traffic pattern so as to7 }" }! v/ `* n1 i6 k" ] make a short final approach. . `" t3 p# p% f9 w% P. V+ \(See TRAFFIC PATTERN.) # c+ G0 H) E* D" kMAN PORTABLE AIR DEFENSE SYSTEMS 3 O5 L' C# u3 y k. A(MANPADS)- MANPADS are lightweight, shoul‐ ; T4 j0 S8 j7 Y4 ~5 Uder-launched, missile systems used to bring down3 v _2 Y9 {1 z* X _) Q aircraft and create mass casualties. The potential for' Z4 G% K H1 ?- `# h% y( t2 ]- x MANPADS use against airborne aircraft is real and ) j# z3 N- }8 Irequires familiarity with the subject. Terrorists, _* K6 t( s7 J8 c choose MANPADS because the weapons are low U' ]0 D5 @& X% u( D# X- g y cost, highly mobile, require minimal set-up time, and G1 d# D$ \3 F4 V Q* n5 L( kare easy to use and maintain. Although the weapons2 m# G8 p* n" A) O% a# i have limited range, and their accuracy is affected by7 y! z. M! @7 R poor visibility and adverse weather, they can be fired H5 _8 N& D1 y, K( dfrom anywhere on land or from boats where there is - \# @1 r! V' Q5 [unrestricted visibility to the target.% b' P9 f; ^. i3 }, c% r MANDATORY ALTITUDE- An altitude depicted 8 ~; \' R( T g* M8 ion an instrument Approach Procedure Chart ' P! C! {5 p) D/ i2 Arequiring the aircraft to maintain altitude at the 6 }# a* X5 f' S) gdepicted value.# t C( \0 x: q MANPADS(See MAN PORTABLE AIR DEFENSE9 Q, P- W( [0 i$ Y8 z SYSTEMS.)1 P0 {+ Y9 w4 g2 ]$ @5 w) j MAP(See MISSED APPROACH POINT.) M. B7 v) {5 ^! i! b6 P MARKER BEACON- An electronic navigation( m! c1 p# ]3 L1 R' f8 Z facility transmitting a 75 MHz vertical fan or . ]# m+ b9 a, Kboneshaped radiation pattern. Marker beacons are% P R7 E2 i) P7 v+ x0 Y/ z. A# ~ identified by their modulation frequency and keying2 Y `3 g5 e2 Z5 X% [4 n0 ]8 S; M$ H# ^ code, and when received by compatible airborne * C) A% u7 U* }6 Sequipment, indicate to the pilot, both aurally and " @5 z" Z* H. ~# Y w6 |" D. Tvisually, that he/she is passing over the facility. & o: v" y3 S1 Y(See INNER MARKER.)! r' w5 {( Q7 X" e5 v; c$ |; k (See MIDDLE MARKER.) x D$ S" i: A' K(See OUTER MARKER.)% g8 m* A+ f- g/ I. r6 s7 d+ G (Refer to AIM.)

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发表于 2008-12-28 14:15:58 |只看该作者
MARSA(See MILITARY AUTHORITY ASSUMES- A4 g6 J0 T7 a; c$ M1 y) ^ RESPONSIBILITY FOR SEPARATION OF/ h' M, O& P/ D& z* a AIRCRAFT.) / J! \" n+ N* cMAWP- Missed Approach Waypoint0 B* B5 d( Q! X5 D6 B x4 f MAXIMUM AUTHORIZED ALTITUDE- A pub‐# G" C- O# |5 O lished altitude representing the maximum usable ! k( {$ y+ S) Q$ Q" W' ualtitude or flight level for an airspace structure or. ? S6 p- e! h route segment. It is the highest altitude on a Federal 6 T& X+ f' u5 |& Q1 w" Xairway, jet route, area navigation low or high route, 6 t3 r/ B! l5 K( g( Jor other direct route for which an MEA is designated + v! s) v5 f! F8 c& W: o6 Rin 14 CFR Part 95 at which adequate reception of " f" b0 b7 }' dnavigation aid signals is assured. , v' q; n# C4 q% ?+ Z, gMAYDAY- The international radiotelephony distress 5 M, O' S2 ~) K) t. N' h: esignal. When repeated three times, it indicates4 j2 b- G; O9 k7 M: Z* K* Z! Z1 f Pilot/Controller Glossary 2/14/080 r; u& X7 }5 k$ @) d PCG M-2+ k+ C' C- w- B6 ?1 x5 c imminent and grave danger and that immediate / E! s/ u. n, s* q {assistance is requested. o- I5 F* e- i) D (See PAN‐PAN.)& g' o/ L1 D- R$ o. R. r (Refer to AIM.) # o. C8 U; ~6 Y6 C+ H3 wMCA(See MINIMUM CROSSING ALTITUDE.); X4 I' ]2 \. X MDA(See MINIMUM DESCENT ALTITUDE.)" q2 I/ c5 n; n; ` r, x MEA(See MINIMUM EN ROUTE IFR ALTITUDE.)3 F: Y9 _9 ^$ S MEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR5 U) }" l/ ]4 |. Z' T% P TRACKING SYSTEM.)) W1 R4 M& L6 X! |6 s METEOROLOGICAL IMPACT STATEMENT- / `# h+ t8 j k9 \$ b* \( I. vAn unscheduled planning forecast describing * q/ P" X! G; p+ S9 {conditions expected to begin within 4 to 12 hours ! M, j, I. u" u0 q* e' @: mwhich may impact the flow of air traffic in a specific # p1 U4 q$ X" N9 t( v. bcenter's (ARTCC) area.! @; `' b; X/ a, u- _6 s METER FIX ARC- A semicircle, equidistant from e' K& A/ T* L* M+ n1 d, Oa meter fix, usually in low altitude relatively close to) k! I, o c: i the meter fix, used to help CTAS/HOST calculate a, p2 Y1 A* G9 K% b meter time, and determine appropriate sector meter * X5 W$ a0 }, L v2 `7 E( O2 Flist assignments for aircraft not on an established 4 x& G1 s5 V9 [1 t4 `0 R& Xarrival route or assigned a meter fix. ) f2 W# K+ ]+ c- qMETER FIX TIME/SLOT TIME- A calculated time 3 {( E% l2 @8 [' V& B, A! ?to depart the meter fix in order to cross the vertex at2 ]* g2 I; I; T8 s9 z. m the ACLT. This time reflects descent speed ! F/ W! Y. x) Z( x+ Y- I% sadjustment and any applicable time that must be , b. N% b6 [" A' ?2 P- W# o cabsorbed prior to crossing the meter fix. 9 Q$ d; j# ]% WMETER LIST(See ARRIVAL SECTOR ADVISORY LIST.)1 w% _0 `4 j) H D& l METER LIST DISPLAY INTERVAL- A dynamic 2 W7 J* }4 S& W8 F) `( }2 b, G, S& aparameter which controls the number of minutes $ ?) S4 @1 A, T% p/ kprior to the flight plan calculated time of arrival at the, f+ a7 m2 {1 m) L meter fix for each aircraft, at which time the TCLT is 8 w' `1 ?6 V, k$ [3 O3 y" kfrozen and becomes an ACLT; i.e., the VTA is( U& L# D' H# g9 J3 I updated and consequently the TCLT modified as' O( U, b; @ I* ~7 m8 Q+ B+ O appropriate until frozen at which time updating is , R" b$ s9 D6 W+ vsuspended and an ACLT is assigned. When frozen,. p: x9 Y" u/ \! W$ Y+ z. q the flight entry is inserted into the arrival sector's 6 b; e( E0 Y- v3 _5 ]) r( B! G# Umeter list for display on the sector PVD/MDM. + M1 k$ z9 J: O" h: OMLDI is used if filed true airspeed is less than or |9 B. x# W+ z( K" R# aequal to freeze speed parameters (FSPD). 5 c% a; R8 w% W1 o% @METERING- A method of time‐regulating arrival: d$ `$ J: P& `. H( m- Z0 l) R traffic flow into a terminal area so as not to exceed a2 M2 Z0 R7 T$ q! j6 ~ predetermined terminal acceptance rate. 7 k: W; l8 Z3 k6 K6 y9 hMETERING AIRPORTS- Airports adapted for0 S- O. x" q _9 }' \) J' o metering and for which optimum flight paths are3 C; d' g/ S s- y: a% C0 m1 |& Y defined. A maximum of 15 airports may be adapted.* T$ G" R8 S* Z! U METERING FIX- A fix along an established route 9 B; l6 r# g3 v: u. h; ]from over which aircraft will be metered prior to% H9 |7 p( X0 V4 p+ G1 r+ {' i+ ~* k! Y0 m entering terminal airspace. Normally, this fix should + P! h+ ^6 o; D# q0 B2 ebe established at a distance from the airport which n) [& D9 y; i5 r will facilitate a profile descent 10,000 feet above E9 y' i1 [( sairport elevation (AAE) or above. / s4 L j3 R4 b f( l! ~METERING POSITION(S )- Adapted PVDs/: F" q- L2 n8 ]) G1 f* @ MDMs and associated “D” positions eligible for $ W( d( Z' w9 H# n" odisplay of a metering position list. A maximum of 7 J3 v8 |2 D) }/ Tfour PVDs/MDMs may be adapted. " ~% z3 N; s: h5 Q2 |METERING POSITION LIST- An ordered list of 9 ~2 `, L# V0 Q1 a. Z/ Y0 w |) cdata on arrivals for a selected metering airport 5 m' n) H6 R0 ddisplayed on a metering position PVD/MDM. # t. w3 C8 g5 I) [MFT(See METER FIX TIME/SLOT TIME.)) B. ?+ g/ C6 j& S& v' F. | MHA(See MINIMUM HOLDING ALTITUDE.) # ]6 a$ u- H V5 Y* rMIA(See MINIMUM IFR ALTITUDES.)2 @7 Z. j: D) ~, s" `6 m MICROBURST- A small downburst with outbursts4 r: `9 R# C% L5 @, D. M of damaging winds extending 2.5 miles or less. In - _7 l3 j/ j" W9 Dspite of its small horizontal scale, an intense6 Z5 I P7 g8 i microburst could induce wind speeds as high as 150 ( n2 {) t& D- v2 n+ Mknots$ K7 V( k' ~1 U5 ?! V4 L& L2 g1 I (Refer to AIM.)+ ^3 H( ^1 \5 D& S) U2 w. ` MIC RO‐EN ROUTE AUTOMATED RADAR % n% j& C/ m$ g0 u3 |7 }+ STRACKING SYSTEM (MEARTS)- An automated : C9 J0 N% @8 Z# ?1 i2 E Iradar and radar beacon tracking system capable of * p- M3 n2 ?2 s8 J' T$ \7 y2 z( k$ N/ iemploying both short‐range (ASR) and long‐range % Y1 F$ g) W* g(ARSR) radars. This microcomputer driven system# z8 X) m7 v! Z- X provides improved tracking, continuous data record‐ 7 [3 v$ K' I. m" l3 L8 ]3 Hing, and use of full digital radar displays.8 S) r- k3 e: ~" O |) o MICROWAVE LANDING SYSTEM- A precision- u* Y/ I: Y. ` instrument approach system operating in the % n: n* P/ f4 w' O2 e& P# [microwave spectrum which normally consists of the ' D9 T+ I. \& B4 r2 hfollowing components:/ l T3 w/ P' I1 j3 X p% A& z a. Azimuth Station.# M7 a5 t( u U b. Elevation Station.0 n1 k9 e% H3 ^( ]# r c. recision Distance Measuring Equipment.; @ C" O/ K6 \# t8 A+ _ (See MLS CATEGORIES.)4 W) i @4 M9 o( u, A9 O MID RVR(See VISIBILITY.) / u1 l- _/ H4 P' T5 j( `MIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.) , x- F3 C; X( I# p! sPilot/Controller Glossary 2/14/08% w; B6 o9 r/ k( S9 F9 E/ }6 ^+ Q PCG M-3 ; x- S* d$ ?5 u- c$ E( g0 |MIDDLE MARKER- A marker beacon that defines ! U( J' W4 N. d1 {7 \a point along the glideslope of an ILS normally5 Z K4 F8 H8 W9 H, B6 E3 s) d located at or near the point of decision height (ILS( y. N3 a7 R! V! M5 [. j6 O, S Category I). It is keyed to transmit alternate dots and ! R6 q, `0 y4 e# S6 x, Vdashes, with the alternate dots and dashes keyed at the" `% r9 R/ i7 r5 N5 w7 p rate of 95 dot/dash combinations per minute on a% s# O ~! d7 T' N) F/ a6 W1 V. @ 1300 Hz tone, which is received aurally and visually ! n2 m3 x: Q) d: h+ J \" f3 p. g8 Pby compatible airborne equipment. 9 Y( Q9 G, g2 U$ Y4 S(See INSTRUMENT LANDING SYSTEM.) / K ~ L7 T$ C9 _* M; |" n6 e(See MARKER BEACON.) - q& F# H, R7 x \% T1 j9 o" _) V(Refer to AIM.) 6 f9 w$ U8 z# _& s# rMILES‐IN‐TRAIL- A specified distance between A* |) s% w: m$ [; ]* T/ H* J aircraft, normally, in the same stratum associated3 |+ v7 v) ~* S) x with the same destination or route of flight. 6 @: U' g3 u/ @! |MILITARY AUTHORITY ASSUMES RESPONSI‐ 8 Y! V9 K7 ~% pBILITY FOR SEPARATION OF AIRCRAFT- A) |$ I& A( M1 y/ x- f condition whereby the military services involved0 z! F# ?2 q. V' v/ V5 ^ assume responsibility for separation between7 n$ F+ V; a8 @$ X participating military aircraft in the ATC system. It is0 }8 C2 p4 {) i- b: ] used only for required IFR operations which are ) {% U/ o7 f, r6 m& r) w3 N; xspecified in letters of agreement or other appropriate& M, T3 [5 H0 n9 D6 v' x$ Q8 y FAA or military documents. ; o* e7 _. d6 ^' e0 D7 l4 J7 yMILITARY LANDING ZONE- A landing strip used 0 H' p6 _/ r* N8 V8 g* uexclusively by the military for training. A military & N9 T- n2 @4 w# P: Klanding zone does not carry a runway designation. - M. Z& [% i8 R1 X3 T& r4 `MILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.)0 s) k' n! i9 M7 q2 x: n& } MILITARY TRAINING ROUTES- Airspace of & e7 |3 g% F( Bdefined vertical and lateral dimensions established9 m2 j" h0 s' J: n. f' G for the conduct of military flight training at airspeeds3 d, w I6 `0 R in excess of 250 knots IAS. 7 E3 r) L9 X! U(See IFR MILITARY TRAINING ROUTES.)4 |8 }$ f9 d) G) D; I (See VFR MILITARY TRAINING ROUTES.). P6 U- n" m# [+ I1 Q' u* D [7 l MINIMA(See MINIMUMS.)' m1 F) j/ e9 |" B; f MINIMUM CROSSING ALTITUDE- The lowest/ [& k5 h* }6 O9 q) |6 M4 c, H- x altitude at certain fixes at which an aircraft must cross 9 x N! q& E' c# jwhen proceeding in the direction of a higher y1 \- N, H& `' ^- n! u" k minimum en route IFR altitude (MEA).8 a2 J4 F! |/ T( | W# s (See MINIMUM EN ROUTE IFR ALTITUDE.) / \4 f* b) y% [MINIMUM DESCENT ALTITUDE- The lowest: U' f5 ?" I) ~$ I% u/ Q3 T6 j/ c/ c! ? altitude, expressed in feet above mean sea level, to) V* j$ _- H1 i# z, d' Z D which descent is authorized on final approach or- j6 I' A i$ x7 {7 o4 S: Y$ h during circle‐to‐land maneuvering in execution of a " y1 e: P [! [- e- v( D: vstandard instrument approach procedure where no 1 W4 m5 J. Q) t6 y7 Gelectronic glideslope is provided., X/ C1 {0 i6 m& ? (See NONPRECISION APPROACH 0 K- G3 i0 k8 qPROCEDURE.): O3 M; Z; B @( K- a MINIMUM EN ROUTE IFR ALTITUDE (MEA)- 7 U- _0 x% n2 `* Q3 x6 n: oThe lowest published altitude between radio fixes " d) B. j! ^0 ]- A( Nwhich assures acceptable navigational signal cover‐) W- }! g* |. w# X+ _8 [8 S age and meets obstacle clearance requirements1 u5 D7 w; b! l% F( ~3 V; c" A# M3 k between those fixes. The MEA prescribed for a: e' S5 f7 C# N3 c+ f' U+ x Federal airway or segment thereof, area navigation- w- R" M/ ]# `! x: x6 Y7 _: j! X3 z low or high route, or other direct route applies to the 3 T6 U: d* _% Y# \; G1 jentire width of the airway, segment, or route between ) |" I: `1 [( Q% sthe radio fixes defining the airway, segment, or route.* e3 S" `* S ~0 {. s# v (Refer to 14 CFR Part 91.) ' E' {( Q: k4 f" Q T8 }$ X(Refer to 14 CFR Part 95.): {8 u2 Y4 n2 v' i2 N (Refer to AIM.)2 K: O1 u B4 s MINIMUM FRICTION LEVEL- The friction level2 C/ q/ z( D0 }' u1 ] specified in AC 150/5320‐12, Measurem ent,( h& X( ]& \( p8 |9 c+ a/ } Construction, and Maintenance of Skid Resistant $ k5 a- i. [4 EAirport Pavement Surfaces, that represents the 6 l) K1 a& k% y& Wminimum recommended wet pavement surface L: q6 Y6 E" j- L' G8 _( ] friction value for any turbojet aircraft engaged in ) h2 U2 t) z' }& YLAHSO. This value will vary with the particular& V8 N+ @+ ^8 ~0 o friction measurement equipment used.- |7 i6 M4 v; Z% z9 I MINIMUM FUEL- Indicates that an aircraft's fuel/ M6 [. J. B/ W" N, S4 N supply has reached a state where, upon reaching the # b9 @" J# ^, h! q/ P: m: |destination, it can accept little or no delay. This is not % O$ b. Y8 o, D# d aan emergency situation but merely indicates an' t; ^4 |( d7 f8 c' R- P. K" w emergency situation is possible should any undue: q* x* N5 s1 T delay occur.9 N# o& `5 D5 }5 Q6 g (Refer to AIM.)" o- ^( w/ s# m% z' U5 m6 { MINIMUM HOLDING ALTITUDE- The lowest 9 ^2 L2 C8 S% S: q( Q+ ~5 @8 {altitude prescribed for a holding pattern which $ }3 Y1 y; |* f9 qassures navigational signal coverage, communica‐ 3 _- R+ T7 K2 L, v. X% y7 Dtions, and meets obstacle clearance requirements.4 }, r" h- _( f7 V MINIMUM IFR ALTITUDES (MIA)- Minimum2 j1 T8 u% W2 M# Z# |, `# X altitudes for IFR operations as prescribed in 14 CFR , ?% {/ ^/ X W" S4 ZPart 91. These altitudes are published on aeronautical; w8 h! i; s6 ]; |! c charts and prescribed in 14 CFR Part 95 for airways 3 h8 }. s# _2 z; \4 X U/ B1 `! g: Cand routes, and in 14 CFR Part 97 for standard" y- u$ B2 @5 R" e instrument approach procedures. If no applicable G4 t; F! w# i [- a6 w minimum altitude is prescribed in 14 CFR Part 95 or ( Q7 ]" o$ E) @- B) r" C14 CFR Part 97, the following minimum IFR5 _* Q1 A g" ^" k6 D altitude applies: 2 O2 z. y( b s! z+ wa. In designated mountainous areas, 2,000 feet # E+ l1 ?. P3 ]3 o8 }above the highest obstacle within a horizontal ' w w3 F4 @6 [" F6 idistance of 4 nautical miles from the course to be 0 P9 d% w& T0 C& T+ bflown; or% g$ [2 V. p1 X* ]' t4 V, ]5 } Pilot/Controller Glossary 2/14/08 1 i) [. B t- IPCG M-4 $ D8 f1 Y# }! v. }3 H; {b. Other than mountainous areas, 1,000 feet above / G( J" Q- o# a$ O3 ^. dthe highest obstacle within a horizontal distance of 4: E1 p! R+ s, F9 D5 Y/ V nautical miles from the course to be flown; or- d0 G" |- x. Y! z' b9 c# S6 n c. As otherwise authorized by the Administrator * m& H$ p7 E0 _0 y8 kor assigned by ATC., y, U6 ?2 N1 y0 U( a (See MINIMUM CROSSING ALTITUDE.)( Y# L v' e, x; ^! X$ | (See MINIMUM EN ROUTE IFR ALTITUDE.) + C+ n3 d. v2 N5 X, b, N) K(See MINIMUM OBSTRUCTION CLEARANCE' H% U- I8 p. c% P- W* m7 A ALTITUDE.) * m: V, P9 I2 P0 y- c(See MINIMUM SAFE ALTITUDE.)* h0 X# G1 k# D [( p2 K7 ?; g (See MINIMUM VECTORING ALTITUDE.) * a3 Y& V6 `. m# Q(Refer to 14 CFR Part 91.)

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发表于 2008-12-28 14:16:14 |只看该作者
MINIMUM NAVIGATION PERFORMANCE - C T0 _* E; L- ~! T7 u0 lSPECIFICATION- A set of standards which require 7 N% D6 Z0 w; L8 Zaircraft to have a minimum navigation performance+ g- j) Z7 S& Q capability in order to operate in MNPS designated ! W% J6 F W+ i3 C! ]4 wairspace. In addition, aircraft must be certified by & |$ i7 X3 c ^; ]their State of Registry for MNPS operation.3 q3 }. P. B' {+ D9 p6 T. u8 S r MINIMUM NAVIGATION PERFORMANCE a+ J- N: ^ k3 e4 n+ C SPECIFICATION AIRSPACE- Designated airspace4 _% V: C1 ^. ]% u) O in which MNPS procedures are applied between/ B- X; G0 Y0 p5 s& {& F MNPS certified and equipped aircraft. Under certain$ s# F) Y8 ~# o9 M4 F2 ^# P9 t4 v: L' m conditions, non‐MNPS aircraft can operate in1 H# C$ ^: U9 D$ Y7 s MNPSA. However, standard oceanic separation9 v1 j6 ]2 r, s5 F minima is provided between the non‐MNPS aircraft & i' V- O5 I4 q' S/ l+ P" Wand other traffic. Currently, the only designated ! @! s% ?, U1 [6 O$ P: {MNPSA is described as follows: 5 J) b" l1 g$ T6 Y5 Z& Z% Pa. Between FL 285 and FL 420; - L$ X1 M; d% W" d' b5 Zb. Between latitudes 27N and the North Pole;6 ~; [( _3 v- G$ d- c5 s7 w7 ] c. In the east, the eastern boundaries of the CTAs 9 G. P9 _2 t! |4 c' E. `Santa Maria Oceanic, Shanwick Oceanic, and9 \0 s V' |9 W5 C/ e2 D6 { Reykjavik; " ?( b N' r; zd. In the west, the western boundaries of CTAs2 v2 t! n- _. X2 t k8 G! @ Reykjavik and Gander Oceanic and New York $ C) H. ]: L0 NOceanic excluding the area west of 60W and south. E) z1 Y2 I( u" h+ W5 N* F of 3830'N.7 E9 ? e0 J( v$ C& q5 W; @: o MINIMUM OBSTRUCTION CLEARANCE ALTI‐; n8 ]# S1 ^) O! _& {- z TUDE (MOCA)- The lowest published altitude in " E; P/ ?4 ^7 f& v4 ceffect between radio fixes on VOR airways, ; W7 o5 G3 D; Y! k9 d1 x% _" J) T( voff‐airway routes, or route segments which meets3 Z+ ^% X9 W* M* } obstacle clearance requirements for the entire route4 B q; o/ L- M) Z segment and which assures acceptable navigational ' T9 m6 G( R8 e/ o, _2 Dsignal coverage only within 25 statute (22 nautical) 5 L( ]0 D }% i8 ?, hmiles of a VOR.& [! [! h' e7 y j2 j) Z (Refer to 14 CFR Part 91.) f8 w% ^& `* S4 p(Refer to 14 CFR Part 95.)/ f0 S* F7 _9 ~7 @+ @ MINIMUM RECEPTION ALTITUDE- The lowest$ J7 c. R. u% v$ t altitude at which an intersection can be determined. ' n+ }* O0 o( e% E(Refer to 14 CFR Part 95.)- ~. L" q. q' Q/ ^4 g7 l MINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR: S4 B7 `* j. X, z, B$ y7 i: t Part 91 for various aircraft operations.2 ]( r8 J5 `- E$ O$ Y3 _+ i9 E; a b. Altitudes depicted on approach charts which 0 D/ s2 ?- R1 Q2 I9 Z8 R' N) B; uprovide at least 1,000 feet of obstacle clearance for ( u( f: G' P' S; i3 remergency use within a specified distance from the/ k+ m2 o4 p( O4 B navigation facility upon which a procedure is3 T& D2 P2 W7 r% k predicated. These altitudes will be identified as# q3 y8 t; a: ?$ Y0 g Minimum Sector Altitudes or Emergency Safe9 G3 F" z+ x. k* V5 y4 H Altitudes and are established as follows:2 I4 j0 s f1 r" z+ U$ u/ G1 H 1. Minimum Sector Altitudes. Altitudes de‐1 |# C2 C: r1 G! {; M picted on approach charts which provide at least- a6 }3 `* p( D: \0 u( Y6 Q 1,000 feet of obstacle clearance within a 25‐mile ! g n2 _& B# \7 M8 `) ]$ G8 Uradius of the navigation facility upon which the0 k7 t% H! n, j% J! R m- H6 r procedure is predicated. Sectors depicted on& }- `, F- O# C" ~- w2 }: s approach charts must be at least 90 degrees in scope. 7 }9 h' H+ B0 s9 jThese altitudes are for emergency use only and do not 7 O. B. O. @ c4 mnecessarily assure acceptable navigational signal # Y9 f# q& v" A& X Ocoverage. & I. n5 N2 |: i$ J, w6 ]9 n(See ICAO term Minimum Sector Altitude.) 6 t# h5 l8 n, K. P2. Emergency Safe Altitudes. Altitudes de‐2 R* r0 G3 K& i, [2 \ b4 _ picted on approach charts which provide at least 7 A3 u- H H9 b/ A7 w1,000 feet of obstacle clearance in nonmountainous 0 U x n: O0 r. L5 z! f. Vareas and 2,000 feet of obstacle clearance in' e$ O# B0 a8 |2 g/ A3 M& L8 O `4 }. v designated mountainous areas within a 100‐mile* W) a( t4 {) O, E+ n v8 e radius of the navigation facility upon which the . B4 d- ^. z4 g4 Q8 V' v; ]1 Uprocedure is predicated and normally used only in) x w% z k9 X: z' e: M military procedures. These altitudes are identified on- ~1 r8 Z( d& I& P published procedures as “Emergency Safe Alti‐ + T& I5 i8 O7 o5 z9 S8 x" \( Ktudes.” $ b4 N+ i( R- _6 k# M! q; aMINIMUM SAFE ALTITUDE WARNING- A# t+ p* P0 _+ {1 E function of the ARTS III computer that aids the : B X( e6 }- s qcontroller by alerting him/her when a tracked Mode2 r: A) S$ A" h3 n' C. ~& ^ C equipped aircraft is below or is predicted by the 6 O @6 G" C& m6 [- K, f4 Tcomputer to go below a predetermined minimum safe: i" b: i) [* ]* g6 o altitude. ) P, f* s* v& ]8 \- e2 t. j(Refer to AIM.) 1 s: P& ]- I/ o+ fMINIMUM SECTOR ALTITUDE [ICAO]- The $ V$ C) G, ~- K, A9 h, [- d7 q" {lowest altitude which may be used under emergency" J" V X8 ^2 `! Y' b+ \! I7 B& k conditions which will provide a minimum clearance 6 V5 R7 X) ~# I8 |6 t7 E, dof 300 m (1,000 feet) above all obstacles located in! o' ]) j) U( h# V7 U/ E an area contained within a sector of a circle of 46 km( l! {9 s9 D" g, g8 g (25 NM) radius centered on a radio aid to navigation. ! \9 e1 y8 |+ a( n$ S6 nMINIMUMS- Weather condition requirements $ R8 J% x7 l f( r' ^" c: V) ?$ xestablished for a particular operation or type of5 p8 Z; O9 l6 |! n: g, k Pilot/Controller Glossary 2/14/08 - @- P/ X, C/ U8 Q& {PCG M-5 * T: m% t, m x$ [( S" b( \operation; e.g., IFR takeoff or landing, alternate 4 ~/ p; M- R* N. _" t! Uairport for IFR flight plans, VFR flight, etc.1 k% G! A( N+ f3 |2 U9 V (See IFR CONDITIONS.)8 ~* ~$ j; M, X% G# j (See IFR TAKEOFF MINIMUMS AND 8 D. p+ r5 [" Y, Z! aDEPARTURE PROCEDURES.). I2 g: a9 ]7 W$ f1 \+ r (See LANDING MINIMUMS.)- c+ _( e1 ~- b. g3 {# m5 _$ c* Z0 | (See VFR CONDITIONS.) 8 f- o. ]- E5 r: ^(Refer to 14 CFR Part 91.)) T0 k. g; U' G( R# q: o7 J (Refer to AIM.)" E( d) Y3 Z: F0 L! b C" k7 s MINIMUM VECTORING ALTITUDE (MVA)-+ c+ m: b5 `5 l% P The lowest MSL altitude at which an IFR aircraft will1 Z. o5 [2 T% u* Z* W0 X be vectored by a radar controller, except as otherwise ! y# ~6 L: G& [& z! m) jauthorized for radar approaches, departures, and6 a7 f3 ~7 ]' F6 I9 g& d! r missed approaches. The altitude meets IFR obstacle' h9 _$ g; n% M, t4 g clearance criteria. It may be lower than the published- {' b5 g% h" l; D* U$ { MEA along an airway or J‐route segment. It may be! \2 a1 ]; _8 C z utilized for radar vectoring only upon the controller's : P0 J5 `/ n& ?# U& \determination that an adequate radar return is being' A' H7 x' \* }: @1 G: ` received from the aircraft being controlled. Charts: `) l0 C* b2 J# v1 l depicting minimum vectoring altitudes are normally/ `* J4 b3 z! E( G available only to the controllers and not to pilots. ( w# P8 t9 T$ G+ a$ o! H- ]# U(Refer to AIM.)9 t2 H# @6 s( q MINUTES‐IN‐TRAIL- A specified interval be‐" f; d, D, ^# }4 W6 M" u) ? tween aircraft expressed in time. This method would ) c9 f+ v1 ], f% cmore likely be utilized regardless of altitude. * [1 I8 `* G8 |- C+ ^MIS(See METEOROLOGICAL IMPACT! q. O, d' h/ {, B$ C STATEMENT.), o, `* X. G; {6 k6 a5 @! b' ]3 B& f+ { MISSED APPROACH-5 n6 o& G4 z% v8 `9 @8 k a. A maneuver conducted by a pilot when an , X& L$ I, l& Y8 f/ \/ f( ?5 cinstrument approach cannot be completed to a % u$ G- F& v; C. Z1 Elanding. The route of flight and altitude are shown on1 v. F# |4 b q instrument approach procedure charts. A pilot . ]3 q: z5 v0 Fexecuting a missed approach prior to the Missed4 A& S5 ~$ W' u Approach Point (MAP) must continue along the final 6 e- K) Z2 h8 G% z- G+ f+ j' Dapproach to the MAP.5 f0 N* R# `9 e0 ~* f4 y b. A term used by the pilot to inform ATC that H7 d0 \) d1 D6 M6 xhe/she is executing the missed approach. 1 I0 y5 }$ {' B6 @8 R. o% m: gc. At locations where ATC radar service is/ _* [! p0 Z% }' }- a3 | provided, the pilot should conform to radar vectors - l4 y# B) U0 W, nwhen provided by ATC in lieu of the published & d- o4 F$ i" `' Z( y1 `missed approach procedure.* J q9 g1 F+ r" \6 s (See MISSED APPROACH POINT.) , V" C; a! ?1 a4 N6 C7 @- g, A$ ^+ k(Refer to AIM.) _& N; p, |) D MISSED APPROACH POINT- A point prescribed ! [" p8 g6 y6 k$ \2 ~0 e( q0 |in each instrument approach procedure at which a " r' T/ u- n Y( e# C B5 S! X3 {8 |( `6 imissed approach procedure shall be executed if the $ N) \$ x( o6 _6 l2 u! e# c7 Y4 Prequired visual reference does not exist., _9 A% o' h C: X7 X& s (See MISSED APPROACH.) : q. W6 K* }% _4 h* I% p& q/ m; {(See SEGMENTS OF AN INSTRUMENT! Z$ o" z2 o L' [ APPROACH PROCEDURE.)3 B N* N! B) S+ K) ]* i3 `7 S MISSED APPROACH PROCEDURE [ICAO]- The; N0 Y/ W" A/ y$ D# n# D4 p" w" z% ` procedure to be followed if the approach cannot be 1 @. U8 Z, M" k4 Q% v9 L& @$ P( t7 kcontinued.) R" g- q) N' |$ L MISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT " X# B/ \, Y, y' W- OAPPROACH PROCEDURE.)$ C# j. S9 a) a# u MLDI(See METER LIST DISPLAY INTERVAL.) / U0 V* y% v# P* W2 l% Q; eMLS(See MICROWAVE LANDING SYSTEM.) : e8 P% Z7 [5 F* E8 e9 ^MLS CATEGORIESa. MLS Category I. An MLS approach procedure% z8 c# D- [- q; y which provides for an approach to a height above % K, b- V% W d7 p8 C" J5 G- ?touchdown of not less than 200 feet and a runway 5 m+ m# ?" c; S) I) c0 Z- D: ]visual range of not less than 1,800 feet. 6 r# @3 V& b0 {- h' R5 s6 `7 Wb. MLS Category II. Undefined until data gather‐ # I- F9 s3 o& E5 J: F8 x* jing/analysis completion.3 {$ c$ c; [2 T* N i& H% ` c. MLS Category III. Undefined until data ! ]+ [6 B! r! @: t, R+ M0 ~+ ^gathering/analysis completion.8 _- h; T" \! H! e6 j/ [ MM(See MIDDLE MARKER.)# }0 q6 ^3 d: ~7 R. n8 y' v MNPS(See MINIMUM NAVIGATION PERFORMANCE1 i( E# H0 q+ d( j# N4 v$ m SPECIFICATION.) - w0 k! E1 S! t/ E z! fMNPSA(See MINIMUM NAVIGATION PERFORMANCE- 7 q8 g0 J- {& J. \9 O7 x( \SPECIFICATION AIRSPACE.)2 p$ b3 c% u& M6 @2 @2 O' G5 i. `. q MOA(See MILITARY OPERATIONS AREA.)1 u+ X) O6 |/ ^% E* A4 V8 e MOCA(See MINIMUM OBSTRUCTION CLEARANCE; s0 T$ E0 ~! n' w3 d ALTITUDE.) 5 k. Z( _8 W& P( O: fMODE- The letter or number assigned to a specific# y$ H! U: i# e: a4 [ pulse spacing of radio signals transmitted or received7 T4 g$ {; J, c- t; [) E by ground interrogator or airborne transponder 5 P, [9 w$ O f$ H* S; Rcomponents of the Air Traffic Control Radar Beacon ! a, `% W) @; m2 p3 |Pilot/Controller Glossary 2/14/08 . M: t2 x4 e5 C; l2 RPCG M-6$ P `3 Z! i, C' g' e2 |" h( l System (ATCRBS). Mode A (military Mode 3) and6 a' H, \5 Y; [9 m( x. c! q3 X Mode C (altitude reporting) are used in air traffic 7 E, K# p- i& T! L) v" K6 B: {control.( q/ p) ~1 |( X2 _! [ U) a$ ~) { (See INTERROGATOR.) , h2 s2 X. ~. k! `6 K3 g/ P(See RADAR.) / e O, g8 v/ N9 K4 B# W; T! }(See TRANSPONDER.) , {. z4 m- q2 N9 L( s, o$ m/ @(See ICAO term MODE.)! j. x A! ?2 o: A& ]6 p (Refer to AIM.)& n: J8 W1 r3 x' E. I" n# |* K MODE (SSR MODE) [ICAO]- The letter or number9 c! U7 l' l" D( g7 x' k assigned to a specific pulse spacing of the3 [# c. ~( Q7 W interrogation signals transmitted by an interrogator.8 i+ n% O5 G7 ?2 U$ \. u There are 4 modes, A, B, C and D specified in Annex ( N+ @6 v* @ D0 h/ _7 Q9 q, W% Z" m10, corresponding to four different interrogation7 S! [ u0 f( q" { pulse spacings. $ l" N- B# s, c8 L4 ZMODE C INTRUDER ALERT- A function of / r+ B6 r& D9 Q- H1 S) bcertain air traffic control automated systems designed$ C% l0 h- P& K. L to alert radar controllers to existing or pending$ |, U$ \: w5 k$ ]( q1 m3 ^ situations between a tracked target (known IFR or1 I( ^/ V q$ Q! M3 Z VFR aircraft) and an untracked target (unknown IFR , g( X v9 I7 \3 f7 a* ]* |! D& Gor VFR aircraft) that requires immediate attention/ 6 I" o3 K+ y' M# K& i. D, M8 Naction. " Y: B( i( H& P2 l+ I b(See CONFLICT ALERT.)

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MONITOR- (When used with communication6 \0 w6 t5 p4 p/ a" Z4 c7 i: w& q transfer) listen on a specific frequency and stand by" b3 b h" ~* S3 Y: {9 d4 U for instructions. Under normal circumstances do not / h( K" G3 k2 ~6 n. i* Restablish communications. : E( ]% D$ u( U# A6 g+ lMONITOR ALERT (MA)- A function of the ETMS 9 X2 v( f) G: Jthat provides traffic management personnel with a" D- E0 R2 {& b6 S5 I0 |# K tool for predicting potential capacity problems in * @1 s& D. X- q9 ^7 Mindividual operational sectors. The MA is an j- A0 k, j0 V1 M, ~5 G: rindication that traffic management personnel need to0 p6 u# W9 r V' V6 \; Z# ] analyze a particular sector for actual activity and to( Z. @% W8 k8 p) |2 w. o6 @7 r determine the required action(s), if any, needed to6 B, O2 \7 X }8 d2 j% n3 a$ } control the demand.8 [. N7 f. m0 R2 z3 P MONITOR ALERT PARAMETER (MAP)- The # |: m& y) y# Cnumber designated for use in monitor alert( [3 ?8 E9 j: j, s2 J processing by the ETMS. The MAP is designated for9 G; g5 U& u( N9 C: ~ each operational sector for increments of 15 minutes. ' a7 S+ }% t+ n; N/ T4 }MOSAIC/MULTI-SENSOR MODE- Accepts posi‐ 0 T4 b8 }: D2 `( W& U/ Ptional data from multiple radar or ADS-B sites. 1 U1 C3 v$ J6 F/ Z% T$ ?+ ~; ?Targets are displayed from a single source within a 3 B# q0 H5 V* B2 p7 Cradar sort box according to the hierarchy of the: f1 W( c9 O; l1 n sources assigned. ; C6 M4 Y# R. a8 L$ v0 KMOVEMENT AREA- The runways, taxiways, and1 |$ v7 }7 C( i: x other areas of an airport/heliport which are utilized * h S6 B$ T! F, I/ Hfor taxiing/hover taxiing, air taxiing, takeoff, and, `5 C4 {: w! z& E* A r; y landing of aircraft, exclusive of loading ramps and& J6 _& k+ J; U2 R parking areas. At those airports/heliports with a ( L" x; @! N2 @+ z* G- htower, specific approval for entry onto the movement# h. Y; b- K# R; u; I area must be obtained from ATC. % j' z( Z" o* Q7 L" H(See ICAO term MOVEMENT AREA.)9 G W4 ~9 ]2 V, J) ?! `% t* X, [ MOVEMENT AREA [ICAO]- That part of an ! t5 K8 x" X$ G2 @# e$ ]8 Naerodrome to be used for the takeoff, landing and 2 t' f% B& @+ Q, ?; \taxiing of aircraft, consisting of the maneuvering area7 @+ P" a, |* o1 V( l$ [0 s5 | and the apron(s).! T( x+ f+ n2 o% {' t MOVING TARGET INDICATOR- An electronic/ l- p; X6 c& D( ]3 Q7 V, A% q device which will permit radar scope presentation' k3 m" |0 ]3 N# g; K! N% q only from targets which are in motion. A partial - A( ^# r3 D, y0 d" `% w$ xremedy for ground clutter.0 _4 `* K C0 E1 d. `3 I MRA(See MINIMUM RECEPTION ALTITUDE.)0 ~3 n- f( l; }3 a2 V% X MSA(See MINIMUM SAFE ALTITUDE.)6 j5 Y: ]7 V _9 l/ i8 z) U( U MSAW(See MINIMUM SAFE ALTITUDE WARNING.)9 m- V1 R' b9 {' }5 j: d MTI(See MOVING TARGET INDICATOR.) 1 s' a# v ]& n& d) J% N# pMTR(See MILITARY TRAINING ROUTES.)7 B) q/ m$ P, J i7 F MULTICOM- A mobile service not open to public L7 o Y+ {, O: j fcorrespondence used to provide communications' V3 a4 n! z6 I/ T) l" [ essential to conduct the activities being performed by9 K% H2 K$ f5 y( P! _7 R or directed from private aircraft. - ~& l; D3 D$ \2 b% b. NMULTIPLE RUNWAYS- The utilization of a $ m$ e* B! h$ J# Kdedicated arrival runway(s) for departures and a / ^+ G( v: z" g: E1 x9 Jdedicated departure runway(s) for arrivals when ; D; y+ J1 E6 \feasible to reduce delays and enhance capacity.% \% i& {0 z' v) n: M MVA(See MINIMUM VECTORING ALTITUDE.); \9 `8 x7 g7 a- z, W Pilot/Controller Glossary 2/14/08 5 n( F: Q' t6 H7 \. APCG N-1! O) v* l9 ], A N2 i5 q' a- E m9 J) k& G: y NAS(See NATIONAL AIRSPACE SYSTEM.)- v2 t4 [1 P- C; P6 Q NATIONAL AIRSPACE SYSTEM- The common ( D4 A. S. M. Y ~network of U.S. airspace; air navigation facilities,: _# A7 }0 C% o% W equipment and services, airports or landing areas; O/ U, F, ~( waeronautical charts, information and services; rules,1 t: m$ |) P& v) ], m( e4 r9 b regulations and procedures, technical information, ; d+ k: B! ~: eand manpower and material. Included are system$ g% H9 G: J6 w! i7 Y$ e8 i1 t components shared jointly with the military. 4 c5 o) x: b! x7 F" JNATIONAL BEACON CODE ALLOCATION: h) p# c( t O2 r; J' D PLAN AIRSPACE- Airspace over United States: Z4 X$ i1 S/ t( h* I territory located within the North American continent5 G& B8 t" y: a! | between Canada and Mexico, including adjacent8 R; Y/ Y; Q- d' p8 v- p% l territorial waters outward to about boundaries of( t" f- k9 Z' r0 Z+ Y oceanic control areas (CTA)/Flight Information5 M. z& {' v' t1 q( o/ T! G& [ Regions (FIR).) [9 a3 I1 l7 z1 U (See FLIGHT INFORMATION REGION.)- n1 f; I# }, }) `8 n, e- i NATIONAL FLIGHT DATA CENTER- A facility in1 `; ?: o4 m& G9 r- w Washington D.C., established by FAA to operate a " N9 X9 |7 ^% Q- k U+ ^# wcentral aeronautical information service for the 9 p- c! C( ^$ M! I* w) I; I2 ncollection, validation, and dissemination of aeronau‐5 D: k/ s. ~- t: V% B" p' ~ tical data in support of the activities of government, 2 q& r5 k, n0 S$ i$ g( \4 Vindustry, and the aviation community. The informa‐* j& G a3 p8 k& l: `3 k% K3 w tion is published in the National Flight Data Digest. $ ^9 {* F g. d# [(See NATIONAL FLIGHT DATA DIGEST.) & C& L! {0 e6 }: t; ^NATIONAL FLIGHT DATA DIGEST- A daily& ^$ P2 N! w, b. U6 Y i2 n( R (except weekends and Federal holidays) publication8 m6 g2 f& K- J- B of flight information appropriate to aeronautical& A3 i; [3 Q* h charts, aeronautical publications, Notices to Airmen, # t2 k% D* l& D% ?3 x+ ]7 S, C t$ Por other media serving the purpose of providing, E/ f% h9 P5 l operational flight data essential to safe and efficient+ g; C. N4 Q% K* |* G$ j aircraft operations. 9 f0 n, D! G3 Y; H& [% v) I3 B( O8 ^NATIONAL SEARCH AND RESCUE PLAN- An - M) K; C# _ @3 w1 F3 ~7 Cinteragency agreement which provides for the . q4 o4 w& H" m) u- V+ E' V5 [effective utilization of all available facilities in all ' {- W6 {/ W4 h: J- ~' E8 k/ Dtypes of search and rescue missions. ) _ r" R: l9 \* l% D7 [4 tNAVAID(See NAVIGATIONAL AID.) 8 m. E8 `* w4 Y8 X1 T- _NAVAID CLASSES- VOR, VORTAC, and TACAN4 _: y- Q+ }: m aids are classed according to their operational use.7 i+ f1 j4 [2 H+ T The three classes of NAVAIDs are: 0 i$ X5 O1 j" ]) V- aa. T- Terminal. ) ]% c% I* f9 h3 Lb. L- Low altitude. 3 Q0 [& p3 I! Vc. H- High altitude.- I y# ~. ~3 H+ T L, ~: d Note:The normal service range for T, L, and H class! _) e" k. b/ G aids is found in the AIM. Certain operational , d( M) s+ L& S" T# j* Y) Krequirements make it necessary to use some of% F3 O* I# r' U0 ~; ]. [ these aids at greater service ranges than; @5 [' E- `7 { specified. Extended range is made possible3 v: h" r0 k* G0 f7 T0 B" S8 P through flight inspection determinations. Some Q" `/ F6 p1 B6 E0 n+ Taids also have lesser service range due to location, . o' q/ l z _( ?' zterrain, frequency protection, etc. Restrictions to6 t h5 B, `. L2 Y. M" M service range are listed in Airport/Facility e- Q( E8 K* E) I/ x Directory. * N/ j* B7 O2 X) H C) yNAVIGABLE AIRSPACE- Airspace at and above% M6 u0 ]3 N5 D- g/ C0 E$ O0 S& d& d the minimum flight altitudes prescribed in the CFRs g% l d4 y9 E( T3 l' rincluding airspace needed for safe takeoff and( l: h0 R, ]3 g( }' f landing./ N4 Z/ x) i% h. G" S: j (Refer to 14 CFR Part 91.): P6 K( w. C G1 X- F& J NAVIGATION REFERENCE SYSTEM (NRS)- - w/ p s6 z7 X) y4 o! oThe NRS is a system of waypoints developed for use 1 l1 X: f0 N7 Y6 H/ O/ ~1 ]within the United States for flight planning and & x0 u! s2 `( Y/ s. l6 j5 A# F# Lnavigation without reference to ground based 3 v7 M( G+ n$ F, Q W1 i2 Fnavigational aids. The NRS waypoints are located in! g$ ]. C1 g# j$ R/ V7 v9 O a grid pattern along defined latitude and longitude / K/ K% k( [! P, d$ O3 D4 f9 }lines. The initial use of the NRS will be in the high7 P+ V$ f% t! u) A altitude environment in conjunction with the High 9 T: L0 M1 I6 q7 b. eAltitude Redesign initiative. The NRS waypoints are# S6 m* x% a! k0 A R intended for use by aircraft capable of point-to-point% P& i( r" l8 O1 A; T navigation.: } R. ^& p$ m3 F$ E: A5 h4 Y NAVIGATIONAL AID- Any visual or electronic3 y8 k" J+ f7 T( W$ }( p+ U6 h device airborne or on the surface which provides 6 a. p* B# ^1 n( ]point‐to‐point guidance information or position data% X+ @1 z2 k0 x. u! G to aircraft in flight. ; W7 k' l! B, X, v/ f2 o(See AIR NAVIGATION FACILITY.)/ u8 J! w, k. e0 v) ~+ U7 J NBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION ' f( X y6 K/ s P! U4 V% V ~4 mPLAN AIRSPACE.)3 {0 Y6 W2 I0 S% x" T( x9 [% n NDB(See NONDIRECTIONAL BEACON.), ^' O- `' a1 L7 s* S2 ?4 { NEGATIVE- “No,” or “permission not granted,” or4 E) b( e% |4 @7 v9 b5 v2 T “that is not correct.”5 P1 y9 N; I$ C0 V3 Y NEGATIVE CONTACT- Used by pilots to inform + o: p5 c. |, }3 E wATC that: " F' x5 u+ U; r) y7 G( z6 ca. reviously issued traffic is not in sight. It may 7 B4 Z/ W. H& W. }4 B% ybe followed by the pilot's request for the controller to7 u$ b8 @ v# V6 \9 c0 r) R+ ]2 ~ provide assistance in avoiding the traffic.4 m: u/ T' R) |1 @$ x2 c b. They were unable to contact ATC on a) X4 D* u2 ^2 s3 M) k+ g& Q particular frequency. 1 M# p! {& e7 EPilot/Controller Glossary 2/14/08. w3 u z" O r PCG N-2 ( N$ F' C$ H' j. C$ B4 jNFDC(See NATIONAL FLIGHT DATA CENTER.)# D9 S: t" T5 i4 z" Z NFDD(See NATIONAL FLIGHT DATA DIGEST.)- X8 D, r0 Q& k; M L NIGHT- The time between the end of evening civil " o6 B; Z' e& Q; \% E+ Ztwilight and the beginning of morning civil twilight,; ~* P% T6 y% _0 ] as published in the American Air Almanac, converted ! e6 n2 t, N- S- H, ?7 c9 x# y3 \to local time. ; x9 C) L2 S9 F+ {$ g( R; T; F(See ICAO term NIGHT.) 3 F" ~+ J5 q$ ~, U. XNIGHT [ICAO]- The hours between the end of 0 ]3 q5 e& k. D# l9 Pevening civil twilight and the beginning of morning# [5 M, M& T4 b# ^, B civil twilight or such other period between sunset and . B% e* V" z8 }' Nsunrise as may be specified by the appropriate# e; S2 L0 N0 J authority.7 c4 F" c2 S1 B V% \: \ Note:Civil twilight ends in the evening when the 3 {& F) d( \0 Xcenter of the sun's disk is 6 degrees below the + _# @' r% ?- c- U' J1 e, p' {( I4 W% ihorizon and begins in the morning when the center ' f* A. M4 I* `( K$ Z# {% Oof the sun's disk is 6 degrees below the horizon.1 ] r& m) ]+ H NO GYRO APPROACH- A radar approach/vector ( s2 q4 \$ ?7 \/ [provided in case of a malfunctioning gyro‐compass9 b9 I. [& D: ^# ^' q* S% X! {* V or directional gyro. Instead of providing the pilot & F ]" n% N7 [; Y2 W5 Cwith headings to be flown, the controller observes the4 ~8 N* i6 x4 z radar track and issues control instructions “turn ) M6 j$ S4 d2 Zright/left” or “stop turn” as appropriate. . w9 n0 a J0 Q. }9 [(Refer to AIM.) : ]) X! u% b; `$ ]: kNO GYRO VECTOR(See NO GYRO APPROACH.) ! F' g3 `( J0 N5 XNO TRANSGRESSION ZONE (NTZ)- The NTZ is ! J) Y7 f8 C4 @: oa 2,000 foot wide zone, located equidistant between 7 S# F" g/ H( M T7 u. O9 Xparallel runway final approach courses in which 9 `* P3 c0 D- Q7 i# q" C9 ~flight is not allowed. ' w7 J3 b' c- u3 gNONAPPROACH CONTROL TOWER- Author‐ 1 x, c* T+ G$ [2 jizes aircraft to land or takeoff at the airport controlled 9 S/ s4 H+ Y( o; mby the tower or to transit the Class D airspace. The 6 G" w) e# [$ ~1 G9 oprimary function of a nonapproach control tower is 5 F e* t0 z3 p) G( w" }: W1 C) ]the sequencing of aircraft in the traffic pattern and on 5 `# ?8 |& Z/ h" b+ @4 Wthe landing area. Nonapproach control towers also ' f( e8 a6 {! x! ?8 d' [+ Nseparate aircraft operating under instrument flight! \) c, l4 ~# K, K rules clearances from approach controls and centers.8 a: K. Y8 _8 j+ `" {, l% X They provide ground control services to aircraft, 6 P" |9 w* M/ }* |- F [vehicles, personnel, and equipment on the airport % H( g+ ?6 f& X7 }( `9 |movement area.5 y5 I3 d) X' b5 G NONCOMMON ROUTE/PORTION- That segment% P% \. @' j4 A1 ?# a& p of a North American Route between the inland 5 Z5 G! m) Q! {4 x# vnavigation facility and a designated North American1 |, ^# l K" G7 S; d& l6 t) } terminal. 9 p& x3 [# l' r+ ]NONCOMPOSITE SEPARATION- Separation in" R# [7 N) T+ Z8 d* n, m9 T accordance with minima other than the composite G+ a1 F5 a! m: @1 K, h, e \2 S separation minimum specified for the area con‐. b) R% U' ~6 f$ u x1 M) X cerned.# S5 J7 ~6 w; F) n NONDIRECTIONAL BEACON- An L/MF or UHF ! u. f4 P3 o$ m b6 f; Jradio beacon transmitting nondirectional signals5 T3 z9 b# U; g1 j1 ? whereby the pilot of an aircraft equipped with ( d, N9 E) C: P% p: Idirection finding equipment can determine his/her # {( T/ ^' M% i7 D( l+ v5 sbearing to or from the radio beacon and “home” on or8 m8 N6 l0 }7 h7 P# Z0 B; B. u; J track to or from the station. When the radio beacon is$ }3 ~+ h/ y/ e" n: j installed in conjunction with the Instrument Landing0 G e: m: X" r) Y System marker, it is normally called a Compass ' l/ l8 ?7 r* i3 y. i' _Locator.' k& d( m( K2 J( p' t3 U (See AUTOMATIC DIRECTION FINDER.)2 `9 B4 l* z9 h {/ Q1 y' D (See COMPASS LOCATOR.)

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