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COMPOSITE SEPARATION- A method of separat‐5 \$ L0 j' X1 a5 u3 M
ing aircraft in a composite route system where, by
, J: a6 c& R+ J7 smanagement of route and altitude assignments, a
/ a1 q8 @( O. }( Kcombination of half the lateral minimum specified for. E+ r; }% W4 ^$ }6 c& j' M) @" Q
the area concerned and half the vertical minimum is
7 V8 C" N; R8 M8 n% `applied.( H4 \6 o% q* T; {6 H" t: L
COMPULSORY REPORTING POINTS- Reporting
/ N( S. F: U. x' ^% O8 upoints which must be reported to ATC. They are
3 \( g. | ]8 X" Q* h6 Rdesignated on aeronautical charts by solid triangles or
2 m/ m" Q, |* D' p0 N- @; Jfiled in a flight plan as fixes selected to define direct
. j' j7 C/ a7 G9 o2 @: aroutes. These points are geographical locations, Z+ {# s- ~9 W' {. ?& h, D5 }
which are defined by navigation aids/fixes. Pilots$ L B2 m+ W; ? A" F
should discontinue position reporting over compul‐' }: q- u1 x4 Z. k$ G
sory reporting points when informed by ATC that
& W0 `: A& x% V' h$ v3 ^, Qtheir aircraft is in “radar contact.”
7 d% ?' v8 t `3 y4 y' |CONFLICT ALERT- A function of certain air traffic2 i# n H P& \9 `$ p U
control automated systems designed to alert radar
: l% |' \; ~2 E( q2 h qcontrollers to existing or pending situations between
% m# _+ [1 ^8 W2 rtracked targets (known IFR or VFR aircraft) that
, p" u# a" T6 ^6 e @require his/her immediate attention/action.7 s" P# ~$ t" w% y8 [
(See MODE C INTRUDER ALERT.)9 {- q5 a6 a# ^% u
CONFLICT RESOLUTION- The resolution of8 \/ T) G* E: k
potential conflictions between aircraft that are radar+ D! `9 d+ L7 l6 N# g: o7 o8 n
identified and in communication with ATC by4 C; W) X/ x5 i$ P5 x7 B
ensuring that radar targets do not touch. Pertinent
6 H2 I# J8 Q3 [3 e' N8 @$ ntraffic advisories shall be issued when this procedure
5 z! J4 j1 z% V: o. n ris applied." ` V* z( k- o' p
Note:This procedure shall not be provided utilizing
2 e6 ]: V4 Y7 Fmosaic radar systems.4 f$ H/ K. q4 U& K
CONFORMANCE- The condition established when
) j( a/ X3 G# l" {an aircraft's actual position is within the conformance9 |$ w7 n( H5 ~
region constructed around that aircraft at its position,
: p' K+ P A- L; D. o* Xaccording to the trajectory associated with the% U# X. y+ i% t) G
aircraft's Current Plan.( v" |1 ?, S3 O( T# c( E+ H1 j, s0 Q
CONFORMANCE REGION- A volume, bounded
* B9 ?0 I9 N2 ylaterally, vertically, and longitudinally, within which+ a' w8 X6 Z& n+ U. X2 g' }
an aircraft must be at a given time in order to be in
, r' e% z) K) b! qconformance with the Current Plan Trajectory for that$ B& ]* o. q7 Q6 D6 S
aircraft. At a given time, the conformance region is
" }, _! R, m3 ]% T" _& r" ddetermined by the simultaneous application of the5 m( g" c" ~. E7 Z
lateral, vertical, and longitudinal conformance% u7 C1 {0 E( I1 h7 _
bounds for the aircraft at the position defined by time) V- R2 {* l' z. L
and aircraft's trajectory.
7 M2 b, n' U' d2 w; _7 J9 h( gCONSOLAN- A low frequency, long‐distance) N( }+ j+ a; i: ^8 B
NAVAID used principally for transoceanic naviga‐
n5 b# V% C1 ^3 Otions.3 J( {7 b7 _: n! C
CONTACTa. Establish communication with (followed by the
4 T0 t1 l+ \. Pname of the facility and, if appropriate, the frequency
4 }9 P1 ]) I& U. v/ Pto be used).
7 Q% d9 Q. S% z8 b* N- V% Wb. A flight condition wherein the pilot ascertains" ]" ?4 ?9 v7 ]
the attitude of his/her aircraft and navigates by visual! V! |2 s T* i2 G# W3 H
reference to the surface.& Y/ z; g m) D2 [1 o
(See CONTACT APPROACH.)
- W5 W, _7 f# E: `3 L) i. V: b* R" S(See RADAR CONTACT.)
6 N$ {! y/ d$ [4 Q! k) ECONTACT APPROACH- An approach wherein an
3 [5 A# m' k) j4 k- T6 naircraft on an IFR flight plan, having an air traffic. x4 e+ H H0 G9 @% G
control authorization, operating clear of clouds with8 h y5 u m8 R4 c B' P( M; L
at least 1 mile flight visibility and a reasonable& r% |; [) i/ \6 R" E- w
expectation of continuing to the destination airport in( G5 T* s F, x' m
those conditions, may deviate from the instrument
+ {$ _1 N. `' happroach procedure and proceed to the destination
& k) E# ] z6 O) y; j, G4 j! mairport by visual reference to the surface. This0 K; K) Y4 E F, U" n2 {( G1 _
approach will only be authorized when requested by& I% R" `1 y2 O, b( M1 Y
the pilot and the reported ground visibility at the# o8 C4 i( M6 h; ^8 n+ v
destination airport is at least 1 statute mile.4 j, [* Z% v2 W
(Refer to AIM.)2 j3 v7 l7 A/ l! Q# Q/ m* z$ t' c
CONTAMINATED RUNWAY- A runway is
( s2 L6 G$ u8 d2 z1 y% T1 qconsidered contaminated whenever standing water,
: J/ w \% O! ~' Tice, snow, slush, frost in any form, heavy rubber, or
' G4 s9 ]3 h9 V0 j! [other substances are present. A runway is contami‐$ L2 r+ O. o/ ^9 I! l9 F
nated with respect to rubber deposits or other
9 |7 Z0 m3 e# y# z- ?# Ufriction‐degrading substances when the average
3 r; A/ M3 S$ @+ Y1 P, J4 afriction value for any 500‐foot segment of the runway
# s; q7 Z% |8 ?5 n9 ]- dwithin the ALD fails below the recommended4 G9 V0 b+ e% c4 }
minimum friction level and the average friction value
1 D" X9 l! H" B% Zin the adjacent 500‐foot segments falls below the
* V+ Y$ ~! A6 H0 Q' u. n g2 a3 Imaintenance planning friction level.
5 c* U3 g4 V7 s) H& U. MCONTERMINOUS U.S.- The 48 adjoining States
) C1 h# S2 l7 k! j9 |) Y Qand the District of Columbia.
0 f* S/ V& d9 f4 a ]0 l3 w0 VPilot/Controller Glossary 2/14/08: T9 @' e* U$ H9 r8 k
PCG C-6
' j+ I1 u$ u" \5 F; l( [CONTINENTAL UNITED STATES- The 49 States
& }0 V- d9 |# a: qlocated on the continent of North America and the
8 G; P9 e+ C2 Y1 e Y B% }, ZDistrict of Columbia.
/ r' m4 K/ K3 _9 }( U' c2 VCONTINUE- When used as a control instruction
( v, l( i$ t _ Pshould be followed by another word or words& M/ `2 r, W- k# |+ \3 t# e
clarifying what is expected of the pilot. Example:7 M+ Z' p' K r
“continue taxi,” “continue descent,” “continue0 f* {' m/ P' w/ ~. o# |3 q
inbound,” etc.3 ]/ k! {) s% R$ _0 @8 H* Q
CONTROL AREA [ICAO]- A controlled airspace t" }/ t- W9 L( a
extending upwards from a specified limit above the$ I: c: Z% c# v* `
earth.
8 }2 `9 R0 X* u G$ D& v7 m: lCONTROL SECTOR- An airspace area of defined
7 F9 v1 Z4 O7 Phorizontal and vertical dimensions for which a
- G# c8 q9 v; T: a) c, V+ Ucontroller or group of controllers has air traffic
7 z: {3 n7 Y& X, B: R, rcontrol responsibility, normally within an air route
. E* ^# c& o& A, H$ w* atraffic control center or an approach control facility.
4 p7 u1 V* Z" N8 `/ S7 PSectors are established based on predominant traffic7 ?: H+ c9 ]& B# G' |: q5 M
flows, altitude strata, and controller workload.
$ f- K' ^0 B( APilot‐communications during operations within a2 q5 J! Q' e$ U+ R5 K ~" b) a
sector are normally maintained on discrete frequen‐! ?' u0 ? D5 R: m
cies assigned to the sector.( L7 E; h) o( C3 Q* g8 R
(See DISCRETE FREQUENCY.)' X% R0 p* X: `0 G5 Y/ W# f3 |! j
CONTROL SLASH- A radar beacon slash repre‐ U, T4 @: w3 x
senting the actual position of the associated aircraft.
* w( w+ k' _5 H( Z- z5 UNormally, the control slash is the one closest to the3 n7 N, r9 i6 d1 T- R
interrogating radar beacon site. When ARTCC radar
) A: ]5 \( \- ]1 G' Tis operating in narrowband (digitized) mode, the
' q6 R( v( Q+ J1 O$ m+ E( Icontrol slash is converted to a target symbol.
8 b; t: C$ t/ y! {! V- W1 gCONTROLLED AIR SPACE- An airspace of
& A1 K5 l. h1 cdefined dimensions within which air traffic control3 d6 r. R% _$ l7 R, J
service is provided to IFR flights and to VFR flights- g2 I4 i! v- t% D7 m: K# Q
in accordance with the airspace classification.
& U* A! I0 |7 n, E, J; qa. Controlled airspace is a generic term that covers
e! l1 E; S2 J9 |* `" AClass A, Class B, Class C, Class D, and Class E
' u* G' C8 p. r5 u# ]" v% W' t) i. _. eairspace. ~, |- ~, {$ N
b. Controlled airspace is also that airspace within
) q4 x; Y5 {9 [* f9 `which all aircraft operators are subject to certain pilot# W |2 ~) |- K; U5 ?: J* g; ~
qualifications, operating rules, and equipment9 V. m, M3 J: {% _3 s
requirem ents in 14 CFR Part 91 (for specific% c" q# w) p' z1 \. j5 `* b, ?
operating requirements, please refer to 14 CFR% I6 W5 ]9 Z/ d3 ?( S$ K4 ^2 j
Part 91). For IFR operations in any class of controlled
8 a& d. k! T) D4 C9 E2 a1 Q* u/ g! r' Iairspace, a pilot must file an IFR flight plan and
9 n# `3 t' X: M. w4 O2 kreceive an appropriate ATC clearance. Each Class B,
. ~! j% T; P' X! t N+ H8 _0 _. GClass C, and Class D airspace area designated for an0 i$ b& E; i5 g
airport contains at least one primary airport around9 {' c; m& ]# u3 k, u/ ?4 c) U1 p
which the airspace is designated (for specific; e% F, e: T8 E$ Y; \
designations and descriptions of the airspace classes,. b: L# j4 m' ]7 R3 Y) |, T
please refer to 14 CFR Part 71).
. V9 E7 S6 y8 `* v0 D3 Mc. Controlled airspace in the United States is" f7 M* x% O0 b0 r
designated as follows:
4 c4 s4 z# x" Y0 c+ M1 X1. CLASS A- Generally, that airspace from7 K: {0 s$ R0 m' K9 }
18,000 feet MSL up to and including FL 600,
& u9 F$ \" \8 E& P- yincluding the airspace overlying the waters within 12
, _. j6 K$ V2 H/ d# {/ Dnautical miles of the coast of the 48 contiguous States
2 L- _, m: }! R4 i$ G& q Oand Alaska. Unless otherwise authorized, all persons
* k ^/ W8 F3 O6 E u- Zmust operate their aircraft under IFR.
) _, L8 b: C# g: w2. CLASS B- Generally, that airspace from the
: A2 r! f3 f$ }* J3 b. e& D7 Csurface to 10,000 feet MSL surrounding the nation's
: D( b( b$ z- E' f) u) {, w0 Mbusiest airports in terms of airport operations or
4 |6 l4 T9 p m0 Spassenger enplanements. The configuration of each# p! T1 U$ g3 _8 R( M2 m! A
Class B airspace area is individually tailored and1 p( S9 J) v. ~5 [- Y: h& [
consists of a surface area and two or more layers3 h0 r/ ^" |3 y' I2 Y
(some Class B airspaces areas resemble upside‐down
( R8 U+ b+ ]- V' Z" Lwedding cakes), and is designed to contain all
, y" e7 V& i( s" N& Z' I' ]- rpublished instrument procedures once an aircraft
& n4 }1 d8 a8 k$ L9 uenters the airspace. An ATC clearance is required for3 A; C0 R: ^( m3 ?5 o. `
all aircraft to operate in the area, and all aircraft that9 D/ W& I B5 _6 \8 Y! q/ O
are so cleared receive separation services within the$ u0 t. ^+ N1 E# O4 |& f
airspace. The cloud clearance requirement for VFR
" J8 t6 F. O1 }: P8 ~. zoperations is “clear of clouds.”
! [: U: Q6 r1 m3. CLASS C- Generally, that airspace from the8 ~, @* d, G; ~7 M+ o# I) I# l7 B7 U8 y
surface to 4,000 feet above the airport elevation* @" W( Z" P) y3 |, ~
(charted in MSL) surrounding those airports that# _9 l7 H2 L0 o# @
have an operational control tower, are serviced by a' M) H7 A) i( R) S
radar approach control, and that have a certain0 B7 w( x1 ?/ E; }4 U0 ]; e' U
number of IFR operations or passenger enplane‐
: ~- w2 o! F$ M3 `! F5 ]/ ]9 t Dments. Although the configuration of each Class C- H- r/ W3 [6 N
area is individually tailored, the airspace usually
! V. l; i; h, `) B/ I% Xconsists of a surface area with a 5 nautical mile (NM)
: X) k7 ]# M7 b5 Sradius, a circle with a 10NM radius that extends no
/ k: m- ~3 K: h+ y; F6 S/ Rlower than 1,200 feet up to 4,000 feet above the; M/ I7 A) ~0 |2 Y) C# N( X
airport elevation and an outer area that is not charted.) A0 x/ O% m7 C: `% |# t ^
Each person must establish two‐way radio commu‐
, w8 q& K4 y# _8 k: vnications with the ATC facility providing air traffic% L: w5 D- N. s
services prior to entering the airspace and thereafter
$ v# z1 @% t* ~6 m( X8 \* Omaintain those communications while within the) ^) T0 t; F, O( T
airspace. VFR aircraft are only separated from IFR1 Z/ R9 O* t6 G
aircraft within the airspace.
2 T0 _3 X- b1 g1 G(See OUTER AREA.)( q4 X$ V7 B- E& h( i" m2 D
4. CLASS D- Generally, that airspace from the
$ I* _" k6 T! e+ S) P8 Psurface to 2,500 feet above the airport elevation$ q B0 I% t, R/ L8 x- S% P
(charted in MSL) surrounding those airports that
' p7 e8 e ^% ^, {" ihave an operational control tower. The configuration j' m4 z' Q5 h0 G; [
of each Class D airspace area is individually tailored' } O. @5 D& O8 w6 H
and when instrument procedures are published, the
9 I1 b# l% o: z- P: uairspace will normally be designed to contain the
, y; d& D, L2 sprocedures. Arrival extensions for instrument# E, W. T+ H, v( q' b
approach procedures may be Class D or Class E
3 Q/ Z3 S$ N6 s# ~- i1 j& ]& _# {0 sPilot/Controller Glossary 2/14/08
6 [0 D+ e; q8 M LPCG C-7
. w6 y. d4 ~0 Nairspace. Unless otherwise authorized, each person7 U( [# q% m) U! H2 D# e
must establish two‐way radio communications with
4 x6 v1 S' S; w$ Dthe ATC facility providing air traffic services prior to& O4 s8 t. i. l
entering the airspace and thereafter maintain those
0 U& X( i# ]0 G6 v5 wcommunications while in the airspace. No separation" {& a9 O7 p% N" _
services are provided to VFR aircraft.) X B" B9 ?. g+ H1 j( F6 z% e
5. CLASS E- Generally, if the airspace is not
" Z b6 ]! c# r' K7 zClass A, Class B, Class C, or Class D, and it is# [ ~4 U0 S5 X; F$ n( G' f/ Y W: J
controlled airspace, it is Class E airspace. Class E
6 N" Y# r( b' F! `2 w( u8 yairspace extends upward from either the surface or a$ \2 a! y' W6 l5 Q8 W
designated altitude to the overlying or adjacent
- s9 U3 _8 Z! P+ r% Ucontrolled airspace. When designated as a surface2 l. }( j, F* y+ q
area, the airspace will be configured to contain all
* z, a% W% b. I& w& o5 Finstrument procedures. Also in this class are Federal
; f+ i( s( T4 C2 F$ i. W# @& Dairways, airspace beginning at either 700 or 1,200
1 `% O5 U8 ^; |9 L) V9 Hfeet AGL used to transition to/from the terminal or en
3 u; O# b q7 I+ u" R; Z" hroute environment, en route domestic, and offshore
9 Z& s& [) E; B4 O# d# T' j( l' Uairspace areas designated below 18,000 feet MSL.& Q3 q4 X; F$ ^/ x/ M
Unless designated at a lower altitude, Class E
- x8 \" M, A( Q% v/ l4 [0 oairspace begins at 14,500 MSL over the United8 s3 M& E9 {6 x4 E6 T
States, including that airspace overlying the waters( V1 h. p6 ~! x
within 12 nautical miles of the coast of the 48
" _' _- m) C! S' a5 pcontiguous States and Alaska, up to, but not
. T! _: x3 R) m& c6 }+ o+ Q+ Dincluding 18,000 feet MSL, and the airspace above$ v; i( o3 p8 [" x
FL 600.
/ h% R: |: z# W1 a) k. g* x' _: zCONTROLLED AIRSPACE [ICAO]- An airspace( x2 R' k3 L4 Y/ `
of defined dimensions within which air traffic control" ^+ b/ I: ~) Z6 Y8 U( J
service is provided to IFR flights and to VFR flights
) n' P0 q% x7 a0 v# U6 [: Xin accordance with the airspace classification.4 \( p0 }+ u; o9 t* r1 I
Note:Controlled airspace is a generic term which
& O& [4 R0 B) `5 t) o+ O# n; {covers ATS airspace Classes A, B, C, D, and E.
/ R) p. O5 t- v; fCONTROLLED TIME OF ARRIVAL- Arrival time5 b: h! X" b" \: {, ?4 C) n" T" R
assigned during a Traffic Management Program. This
0 L e% m4 ^* v5 vtime may be modified due to adjustments or user7 O- d) \( E7 [: l3 I
options.& ]0 n- |- j5 @2 t$ c) M: A& A
CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.) g9 X, {6 v0 t1 J
CONTROLLER [ICAO]- A person authorized to# ], ]: j) I/ j
provide air traffic control services.
" k! _/ L' u' e3 U; H9 G2 a6 K. CCONTROLLER PILOT DATA LINK COMMU‐7 A7 r; |( D/ M- X8 Z1 C+ s4 [: n
NICATIONS (CPDLC)- A two-way digital very
, Z) _0 R' t$ Jhigh frequency (VHF) air/ground communications5 t: Z* ?3 Q9 h- x
system that conveys textual air traffic control5 R1 p- v# b3 |5 P! R
messages between controllers and pilots. S0 L& ^6 z% H% p, l0 n
CONVECTIVE SIGMET- A weather advisory! S( I9 x0 E% A4 v5 R
concerning convective weather significant to the
$ p2 s1 e# C7 isafety of all aircraft. Convective SIGMETs are issued1 i8 \" E% K7 w, Z
for tornadoes, lines of thunderstorms, embedded6 T/ v3 Y3 w K, _7 G/ I' N4 N
thunderstorms of any intensity level, areas of
5 w1 U! L% k7 O6 zthunderstorms greater than or equal to VIP level 4! b1 x% t. V7 u& t- ?
with an area coverage of 4
" {. p0 A6 R8 ]/ y& _/10 (40%) or more, and hail9 D, d& l, l) c- @2 J' y# j
35 T. l5 `; n6 H) [* E
/4 inch or greater.7 N' v8 L/ ^3 @- A% M) q1 a* m
(See AIRMET.); W) O9 B; K l) ]/ H" ?7 `' T$ [
(See AWW.)% B1 b$ t# x, h8 `2 m
(See CWA.)4 l0 a$ r9 H5 |0 f! V1 e. O* h
(See SIGMET.)
: \1 e# z( u: ?2 s; \(Refer to AIM.)
+ {1 B8 S% P. B7 y& H* I; qCONVECTIVE SIGNIFICANT METEOROLOG‐
U/ \/ @) J( `( F0 t4 `: AICAL INFORMATION(See CONVECTIVE SIGMET.)
6 i7 Q- b, V, _! I; `2 JCOORDINATES- The intersection of lines of
4 h" v3 G" V+ @1 I% ~$ yreference, usually expressed in degrees/minutes/6 n! v# A$ s8 H
seconds of latitude and longitude, used to determine
& f7 {3 n2 m8 K6 dposition or location.
5 Y9 [+ i. b4 b- VCOORDINATION FIX- The fix in relation to which
" k( x. r; `, M8 l0 ]) Jfacilities will handoff, transfer control of an aircraft,
0 J; u5 u( ?6 @$ E; Q2 C2 Hor coordinate flight progress data. For terminal
/ X) G3 _5 W; Z: E' Q1 C1 Kfacilities, it may also serve as a clearance for arriving
u; O5 G5 m `$ j; Baircraft./ n# |6 k( i. s/ t5 R f4 G1 h
COPTER(See HELICOPTER.)5 H, n" A. Q. e+ t: o) _; ]
CORRECTION- An error has been made in the
4 f9 o6 u: |9 N* T2 A) K& K7 v: Ptransmission and the correct version follows.
: x: l2 |% f) a/ e2 H2 N7 u' K. ]! i( U5 GCOUPLED APPROACH- A coupled approach is an
: E* v1 ?$ A, m8 m% linstrument approach performed by the aircraft% Q2 W' g6 l9 K. B$ ?6 x5 P9 z
autopilot which is receiving position information3 m' W' E% C% _: u2 d
and/or steering commands from onboard navigation) h+ `: k# w; }* j: a7 G
equipment. In general, coupled nonprecision ap‐0 K& h6 z* Y2 J& Q/ e+ v
proaches must be discontinued and flown manually |1 _+ F- n, j8 u0 u- o' M% T: r
at altitudes lower than 50 feet below the minimum
8 t! N0 H/ Q9 q" U5 g# S% {descent altitude, and coupled precision approaches( A3 P2 |( q8 D6 R/ ]0 N/ u/ v
must be flown manually below 50 feet AGL.
# p, Z7 o6 n0 m# ?Note:Coupled and autoland approaches are flown
( R# y% m# O8 xin VFR and IFR. It is common for carriers to require
6 k0 p& x. c* itheir crews to fly coupled approaches and autoland7 W, r6 G5 B: X! g! s8 D; Z
approaches (if certified) when the weather
& g: U, R) ~; i; W0 G2 P2 @% ~conditions are less than approximately 4,000 RVR.
! C5 q( N' }2 Q ]2 M' S+ j$ C(See AUTOLAND APPROACH.)
! V; z+ F# U- u0 Q& l c" YCOURSEa. The intended direction of flight in the horizontal, F q- F r' X! u
plane measured in degrees from north.
% E1 ]1 n. u3 ] l$ K" u1 L! zb. The ILS localizer signal pattern usually
) c" p7 g) b& P% M Jspecified as the front course or the back course.
* L8 S7 C6 k5 M5 t; EPilot/Controller Glossary 2/14/085 l' @" a$ w$ C7 x
PCG C-8, U- @3 v7 @( S# _1 m' r: X
c. The intended track along a straight, curved, or4 l& [. u& O; p8 h
segmented MLS path.
$ J% S/ J) F* E; O8 X P(See BEARING.)
* _- \, h( ]5 Q% X' D4 e(See INSTRUMENT LANDING SYSTEM.)* [5 i/ N$ b. M) ^7 _7 [% X
(See MICROWAVE LANDING SYSTEM.)
9 v1 X0 q- J" S9 g8 M# I* C \' ?7 ](See RADIAL.)
3 M* R$ X- L" R- N+ R; {! a, C5 `CPDLC(See CONTROLLER PILOT DATA LINK
8 q' |' t3 v: aCOMMUNICATIONS.)4 [6 |6 X1 [+ g' H5 l/ d
CPL [ICAO]-
@4 a# W5 b8 v1 J G7 m0 ^4 U(See ICAO term CURRENT FLIGHT PLAN.)9 t+ B2 J) A: }# D( ] \
CRITICAL ENGINE- The engine which, upon+ n2 D. z6 Q* x# N- j. f
failure, would most adversely affect the performance; t! B# E2 K* B0 c5 g( L
or handling qualities of an aircraft.( m; d: ~: B! ~7 I
CROSS (FIX) AT (ALTITUDE)- Used by ATC
I3 L: h; D# c `* ]" mwhen a specific altitude restriction at a specified fix
f" `3 c b1 `9 M$ H" [+ Zis required.5 Z. q6 k, ^5 }" l4 w5 A0 U
CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used
; n4 i( Q* G" ~1 W9 n1 fby ATC when an altitude restriction at a specified fix, k: d5 o0 { U. ^- y
is required. It does not prohibit the aircraft from6 I1 @2 a# h9 o- t
crossing the fix at a higher altitude than specified;& u+ J0 ^! R+ H$ z
however, the higher altitude may not be one that will, d, `0 J' [( L: H# Y& l2 X- ?
violate a succeeding altitude restriction or altitude" p( o! L5 r; t
assignment.8 Z* X- E( U2 a( n7 \5 U5 h. l
(See ALTITUDE RESTRICTION.)! R3 W9 r* v$ e3 k# B. C M! K& N1 N
(Refer to AIM.)+ |* ]' R( P3 n6 A2 Y- S8 r1 j
CROSS (FIX) AT OR BELOW (ALTITUDE)-2 w" \+ |4 o! {1 }$ b
Used by ATC when a maximum crossing altitude at" m; |! J, a* f+ P9 ?
a specific fix is required. It does not prohibit the
9 h$ K6 r3 I6 J. {! d+ maircraft from crossing the fix at a lower altitude;( X5 A' M5 y) S4 x$ A: \
however, it must be at or above the minimum IFR/ ~/ b) E, U: b5 V$ T ?9 x. \8 ^
altitude., k' b2 |1 `, F
(See ALTITUDE RESTRICTION.)1 j/ E; ~* Q: G
(See MINIMUM IFR ALTITUDES.)
! r% ]% O& @0 k* Z(Refer to 14 CFR Part 91.)
x6 X& f) p% a8 GCROSSWINDa. When used concerning the traffic pattern, the, q2 A" O2 o+ [$ z' Z7 {
word means “crosswind leg.”5 p+ }0 I6 y" `2 O( s! a; F, O
(See TRAFFIC PATTERN.)' F4 M; ^* n- O: O5 y. |
b. When used concerning wind conditions, the
: Y& x$ Y; Y/ q( D, X5 }3 I- Bword means a wind not parallel to the runway or the/ o& R& }9 n$ _, f
path of an aircraft.* S' o1 Y8 V. x
(See CROSSWIND COMPONENT.)
" L" n3 ?- r( g$ CCROSSWIND COMPONENT- The wind compo‐
/ W- D7 g9 K; Fnent measured in knots at 90 degrees to the# G+ B* i S& T1 d( f6 h2 M
longitudinal axis of the runway.
[! b9 n- e' N7 p) M `! a( ZCRUISE- Used in an ATC clearance to authorize a8 W8 O e8 f2 x& K) w; K! m1 n
pilot to conduct flight at any altitude from the; ?1 C) n: s8 H; }# P' U+ Q9 G$ a+ H
minimum IFR altitude up to and including the ?5 O' m" V: _4 \+ H. K3 r) Z
altitude specified in the clearance. The pilot may
* n7 p+ t$ w2 S1 C% l. X, Slevel off at any intermediate altitude within this block) A* ]' d4 n3 A1 [; P% V+ K+ R
of airspace. Climb/descent within the block is to be
' U0 Z; V; D7 H5 i# qmade at the discretion of the pilot. However, once the
# B* ?+ x J& @* g. Vpilot starts descent and verbally reports leaving an) ^) A! y+ X( b+ T) x
altitude in the block, he/she may not return to that
6 u. Z' v2 G5 t- t% daltitude without additional ATC clearance. Further, it' q$ P4 }, a3 m% q' A ]
is approval for the pilot to proceed to and make an
1 n' C3 Y. A* ]8 r+ Zapproach at destination airport and can be used in; R5 t1 p& Z B% d* s
conjunction with:3 g8 G2 i( t @) A
a. An airport clearance limit at locations with a7 E: f! Y/ K b6 [2 j& H. _' N
standard/special instrument approach procedure. The
8 [- Q' C1 h' I( G6 [CFRs require that if an instrument letdown to an
6 I1 c; m! @( bairport is necessary, the pilot shall make the letdown+ w- N4 b O% }: a+ \
in accordance with a standard/special instrument
+ h2 k7 H. n) z5 {- b8 fapproach procedure for that airport, or, E1 g1 T, D# g$ G+ n+ A: ~$ G
b. An airport clearance limit at locations that are+ G, N: f5 P6 Q0 [5 f1 @$ D Y, ]
within/below/outside controlled airspace and with‐' Y9 z$ X8 i' x; }# F+ J
out a standard/special instrument approach0 \1 ^/ r- u. ^8 d" ]8 T
procedure. Such a clearance is NOT AUTHORIZA‐. C9 ~5 o9 G* t) H4 U3 B/ \
TION for the pilot to descend under IFR conditions A' F$ s$ s6 a9 ]# @3 R2 a
below the applicable minimum IFR altitude nor does& a2 Z/ {; @ X3 u- h( S
it imply that ATC is exercising control over aircraft
- k3 b7 j; s6 ?in Class G airspace; however, it provides a means for
) N! y' F7 [" G) q) P7 K4 lthe aircraft to proceed to destination airport, descend,( R2 `; u6 W6 W4 i5 e! Z# Q1 o* l
and land in accordance with applicable CFRs. U# u: E( o: h2 D, i
governing VFR flight operations. Also, this provides: f- ~6 y0 u5 N" K( |4 |* C8 v
search and rescue protection until such time as the
/ @# G5 y, H7 z1 KIFR flight plan is closed.
7 l+ g. X! G0 W3 E(See INSTRUMENT APPROACH
: c. H: G. U1 ?) R: DPROCEDURE.)
/ D- D- u. w% {5 ]9 O8 ^CRUISE CLIMB- A climb technique employed by
' Z% G3 C- b2 k% y2 \aircraft, usually at a constant power setting, resulting
: K$ G0 R0 I+ ?% S8 Hin an increase of altitude as the aircraft weight& J* T1 [& z" w, F3 Q) g$ L; y
decreases.: t) ~5 A0 m0 X/ G' F' O) I
CRUISING ALTITUDE- An altitude or flight level/ p% _; c+ r1 L O$ L" G, p
maintained during en route level flight. This is a6 Q7 D- F# y2 F. Z. Z$ E
constant altitude and should not be confused with a: r6 P9 E/ K8 b& F6 h& A$ M
cruise clearance. }3 m5 x1 }- J {. F+ _
(See ALTITUDE.) V2 N9 F7 _- a/ F3 b O
(See ICAO term CRUISING LEVEL.)
& r. I9 u' @1 j. F% G* A' @8 u3 WCRUISING LEVEL(See CRUISING ALTITUDE.)
7 X% e0 L% W. H8 D9 [0 uCRUISING LEVEL [ICAO]- A level maintained% W6 P& B9 K( W5 V
during a significant portion of a flight.
% @, y+ C8 y* g* I ]! PPilot/Controller Glossary 2/14/08/ f* |/ l7 |: t. |3 x4 [
PCG C-99 @ D, O T( s. a x/ G: B
CT MESSAGE- An EDCT time generated by the+ @% ~' v% v3 b+ O
ATCSCC to regulate traffic at arrival airports.
6 s- n! `- q, |) @Normally, a CT message is automatically transferred* t6 C: ^& {3 s9 L; {0 h# e+ s
from the Traffic Management System computer to the
. T2 \) u* O# c/ K; }% z! N7 v' @NAS en route computer and appears as an EDCT. In, z9 F- q! L1 X7 D0 m
the event of a communication failure between the" L0 i7 y, B$ I" D' C' n, h" Q
TMS and the NAS, the CT message can be manually
0 K( p# |1 L- A- j2 A) }entered by the TMC at the en route facility.
% D' z, e- p2 ~8 l& c; t" UCTA(See CONTROLLED TIME OF ARRIVAL.)& @) m$ y4 `! g. i
(See ICAO term CONTROL AREA.)
0 g% T) W, s6 Q# g* d# uCTAF(See COMMON TRAFFIC ADVISORY
) ]4 p, D, v% W6 t+ m' v& M t1 ]FREQUENCY.)8 O. j1 ?2 J$ N; q
CTAS(See CENTER TRACON AUTOMATION/ k1 A e$ d! H. U( ]& X% d
SYSTEM.)
0 r8 v, R) n: ?4 dCTRD(See CERTIFIED TOWER RADAR DISPLAY.)
6 R5 X1 _' M$ i$ }, R( K( W4 dCURRENT FLIGHT PLAN [ICAO]- The flight
% b- \" u6 _9 v- ~+ R7 r: oplan, including changes, if any, brought about by
4 _3 \; Q' d& D Vsubsequent clearances.
! L& \+ X7 F3 P! n+ YCURRENT PLAN- The ATC clearance the aircraft& n5 Q6 @4 Q3 L1 ?4 G8 w; T [
has received and is expected to fly.
# R* J: d3 j+ b4 @) s/ OCVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE. K" l9 c8 W) y- B7 E% G
APPROACH.). P/ X) a+ Y& T8 y
CWA(See CENTER WEATHER ADVISORY and! @* A( s. Z1 q
WEATHER ADVISORY.)! K5 a! Y1 S$ ]. E) W6 j# J$ y
Pilot/Controller Glossary 2/14/08
0 Y% i+ h% S' J% CPCG D-1
$ ?) @2 ~2 s& h. v9 L9 I K ND
) S# T4 H( h6 m, |6 ^- B1 b. CD‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL
2 |( b |; A t- a1 K% mINFORMATION SERVICE.)
0 s; d. O. h6 Y2 z; Y. y9 oDA [ICAO]-
+ H" V" u6 T, u2 N$ F(See ICAO Term DECISION3 c6 ?/ p7 f. G1 d8 O3 z
ALTITUDE/DECISION HEIGHT.)2 g$ C- ]. `0 A1 b* k
DAIR(See DIRECT ALTITUDE AND IDENTITY
, d0 \/ d6 {3 t+ s( w( E, q2 pREADOUT.): ~' r# e* d& x: v/ [
DANGER AREA [ICAO]- An airspace of defined ?. c ?2 i7 [( S) c9 K3 w
dimensions within which activities dangerous to the
9 \) q; X4 H+ H1 T. ?flight of aircraft may exist at specified times.) B" `* a, a1 Y4 _/ C& k, T
Note:The term “Danger Area” is not used in7 _, a% B x& s) i* H! z, j
reference to areas within the United States or any/ [6 k/ {" G7 v
of its possessions or territories.4 j S; C7 ^- g! Q
DAS(See DELAY ASSIGNMENT.). W: o6 I& C; P' U! u' b( @! S
DATA BLOCK(See ALPHANUMERIC DISPLAY.)
: H* b4 X8 _: {! mDEAD RECKONING- Dead reckoning, as applied
. ^' ]6 D ]0 _& wto flying, is the navigation of an airplane solely by, \; N. \- i5 v/ k# [
means of computations based on airspeed, course,8 m8 e6 E8 d9 d/ ~% j' y( Z/ g
heading, wind direction, and speed, groundspeed,$ Q" g% ]# ?. T4 [1 a' Q; p
and elapsed time.* w2 A) {6 Y- o! |/ N! m8 k$ \& @+ ~: X
DECIS ION ALTITUDE/DECIS ION HEIGHT
/ f. W& A2 |& ?' K- w6 J% R) x) h[ICAO]- A specified altitude or height (A/H) in the
" u& B2 Z( N. @9 P% P9 A" U. _8 Nprecision approach at which a missed approach must) L' z0 C* U3 b, |% P. x; Z% @
be initiated if the required visual reference to- e0 d. S. P% O, O7 ]' h
continue the approach has not been established.8 e7 i. |0 M8 o" e
Note 1:Decision altitude [DA] is referenced to
2 Z, I! n6 Y1 `! Gmean sea level [MSL] and decision height [DH] is
# e, e( J; Q9 d7 c4 S0 D4 R, T( Creferenced to the threshold elevation.
4 \, I0 w$ q- g7 TNote 2:The required visual reference means that. {2 t; W/ u9 V# U/ @# i, f
section of the visual aids or of the approach area# w& Z3 K q$ N3 c( o4 ~
which should have been in view for sufficient time* a! o3 M8 L, b
for the pilot to have made an assessment of the
6 T* f* @, ~6 U7 Y+ d! baircraft position and rate of change of position, in
' w$ A9 x( w# x2 F0 d/ W' irelation to the desired flight path.: O8 |6 t6 ?0 z! h) Q1 O
DECISION HEIGHT- With respect to the operation
1 {' \- W* a4 S$ wof aircraft, means the height at which a decision must; P0 S4 h6 C3 s6 J
be made during an ILS, MLS, or PAR instrument( A Q2 a+ K* M9 }- F
approach to either continue the approach or to execute
0 ~! k6 h- f( ya missed approach.
: P( T- W. ?6 a(See ICAO term DECISION" {* }2 f) |3 i8 {
ALTITUDE/DECISION HEIGHT.)$ v, G5 U. H3 V# ?: ^
DECODER- The device used to decipher signals! f/ s8 J0 S* Q0 h
received from ATCRBS transponders to effect their- V( K4 a1 t3 s- J/ S
display as select codes.; d( e. T% ?( f
(See CODES.)6 ]1 f; }' B' O: E1 O1 _
(See RADAR.)5 s; X) T& U( d" J) L5 }
DEFENSE VIS UAL FLIGHT RULES- Rules5 j: n3 S3 s, B9 p
applicable to flights within an ADIZ conducted under
+ ^" a. e5 l! z/ O6 p! {. S9 A7 ethe visual flight rules in 14 CFR Part 91.! K, w+ A! d7 h
(See AIR DEFENSE IDENTIFICATION ZONE.)$ [. w8 x+ C! l0 F, K3 T
(Refer to 14 CFR Part 91.)0 c( C, K! ~( x" j, j( ]1 O
(Refer to 14 CFR Part 99.)4 i& K0 |. H. W% k/ c( K% H' t9 S6 n
DELAY ASSIGNMENT (DAS)- Delays are distrib‐5 z7 D. l+ n$ Q* p! b4 G; P
uted to aircraft based on the traffic management
4 x* w) _* |- ]; ~9 ]! z2 yprogram parameters. The delay assignment is2 N$ f/ \* \; k, @
calculated in 15-minute increments and appears as a2 s3 Z4 o5 \. M9 y4 E' x
table in Enhanced Traffic Management System
/ x0 k$ e3 Y. s( L9 A(ETMS).2 p4 D# B- d* R. F+ S
DELAY INDEFINITE (REASON IF KNOWN)) I# C2 E% e- V& `
EXPECT FURTHER CLEARANCE (TIME)- Used: O3 i' \: x$ y7 V
by ATC to inform a pilot when an accurate estimate
6 I; V9 j- t- n5 @ Wof the delay time and the reason for the delay cannot
$ Y0 n& s! S0 x. Dimmediately be determined; e.g., a disabled aircraft8 H3 N9 h+ P* B; b. A4 j0 f# P
on the runway, terminal or center area saturation,
, ]0 p% V1 K1 L7 A. ^7 V; n8 oweather below landing minimums, etc.
* l) N) H0 m/ m! E(See EXPECT FURTHER CLEARANCE (TIME).)
) s: d# `6 v; {/ z) X0 d, `* nDELAY TIME- The amount of time that the arrival: Q' @. B" @; X+ T% P
must lose to cross the meter fix at the assigned meter
2 x7 g( L) \% I- vfix time. This is the difference between ACLT and+ D# @. d9 z3 s) b- l
VTA.) ^5 v4 B' J$ `" ]7 X
DEPARTURE CENTER- The ARTCC having# V1 C# q" C; ?5 c5 @6 }/ |: X
jurisdiction for the airspace that generates a flight to P/ f9 }7 O# T! c6 t; e& Z& B
the impacted airport.) Q4 t, S4 y4 ^$ T7 J
DEPARTURE CONTROL- A function of an
) k1 d4 N3 ^' D$ napproach control facility providing air traffic control
; n9 `4 q+ B- t3 y2 r% g; i& {! cservice for departing IFR and, under certain
" U8 p# D# ^% F( T, w6 fconditions, VFR aircraft.8 B; O h0 v% {! W. H
(See APPROACH CONTROL FACILITY.)' i! n: t+ ^8 z2 m+ C6 y
(Refer to AIM.)( ?* ^/ j h- d$ H
DEPARTURE SEQUENCING PROGRAM- A
5 ^: s/ r- q5 z9 [program designed to assist in achieving a specified
$ x# v/ I; C( k! O4 B. M5 linterval over a common point for departures.
- X g' z, T1 d9 d3 ZPilot/Controller Glossary 2/14/087 S8 g7 q# t6 } O
PCG D-2
6 }1 p2 X: s5 z/ NDEPARTURE TIME- The time an aircraft becomes
% b1 T1 k" i, O( v% |airborne.
9 m' j/ q) O9 p# ~8 h+ k/ `5 W# jDESCENT SPEED ADJUSTMENTS- Speed decel‐. y7 k8 l. N% P8 v: `! N" f
eration calculations made to determine an accurate! S. ~& V! F8 Q& l: u' U# ~" O( K
VTA. These calculations start at the transition point# f# ~$ e2 ]' w' a% \" ~! V
and use arrival speed segments to the vertex.* u ?6 h4 ^ x
DESIRED COURSEa. True- A predetermined desired course direction
9 Y$ x; Z5 O; {$ qto be followed (measured in degrees from true north).
w" V& H4 S! S' R# I/ x/ jb. Magnetic- A predetermined desired course
6 ?) w" Y' }6 z8 D% a! \- Udirection to be followed (measured in degrees from' P3 j- R6 l- A( ]! z
local magnetic north).& X% }- |$ l% v/ @) A
DESIRED TRACK- The planned or intended track( T3 N) P6 x3 d7 W
between two waypoints. It is measured in degrees
4 }1 C% C, B* r7 r" ^" dfrom either magnetic or true north. The instantaneous3 R3 a; ]+ @- E- p' p1 y% O0 r
angle may change from point to point along the great
) T8 E+ T7 m& ?% z* jcircle track between waypoints.8 w2 J6 t( v) C
DETRESFA (DISTRESS PHASE) [ICAO]- The) j. S8 r2 U0 m; t7 M! |) \
code word used to designate an emergency phase; |* b$ Q- C8 ~% Z: C
wherein there is reasonable certainty that an aircraft
2 l: M1 E& t$ g" R hand its occupants are threatened by grave and. ^) r9 ~" P8 I p' T- `3 e
imminent danger or require immediate assistance.
e: a) |6 i0 J$ _$ p6 s8 a- R. p& l9 ODEVIATIONSa. A departure from a current clearance, such as an
9 t) I2 [) ]0 ^+ |- Eoff course maneuver to avoid weather or turbulence.. X# t5 N: O$ @
b. Where specifically authorized in the CFRs and
! G' N! t2 g. r, W( h5 Zrequested by the pilot, ATC may permit pilots to
0 p( D8 S( b, Sdeviate from certain regulations.7 `( R/ l! d) A N
(Refer to AIM.)( v# }* q; u) j- ?' a! \
DF(See DIRECTION FINDER.)
! }4 E2 G$ L6 YDF APPROACH PROCEDURE- Used under( {4 A" q( J3 k/ A3 o
emergency conditions where another instrument! o y2 W5 e% O$ ~/ W
approach procedure cannot be executed. DF guidance! x' r& P- [/ I P. d9 ^, v
for an instrument approach is given by ATC facilities! n* x. w; S. L0 _/ ]
with DF capability.
! ?. m' S/ q2 V, u* J* r(See DF GUIDANCE.)7 a6 u& @' w! h
(See DIRECTION FINDER.)$ u# P- v7 G! ~/ O7 I* |9 b' Y
(Refer to AIM.). P7 z0 q! E+ R$ }& K' J
DF FIX- The geographical location of an aircraft y" N. ^" d$ m* o
obtained by one or more direction finders.
+ u+ X2 @" P2 l" @(See DIRECTION FINDER.): e/ f9 S' I3 p& f( w
DF GUIDANCE- Headings provided to aircraft by
2 n0 a8 V% k7 q+ yfacilities equipped with direction finding equipment.
) p. e2 d( B3 s* Y5 _/ fThese headings, if followed, will lead the aircraft to
9 D$ c$ t5 U: N: V6 f; n9 wa predetermined point such as the DF station or an
3 z4 L, |& F+ ]$ tairport. DF guidance is given to aircraft in distress or+ {1 ~& y" m. r' E( F
to other aircraft which request the service. Practice8 E- d# D) @! a c& J" T# w0 U
DF guidance is provided when workload permits.0 }. P3 f$ f. R$ ~$ I$ l
(See DIRECTION FINDER.)6 f! }) }/ x' `% K8 U
(See DF FIX.)" `5 x7 B9 B% A
(Refer to AIM.)
% j$ T8 x: h( V- t9 z2 pDF STEER(See DF GUIDANCE.) {& z: ^" X, l
DH(See DECISION HEIGHT.)
) F- P2 C/ |) ~' ~DH [ICAO]-
" T- s" m% C' i& H. o5 X(See ICAO Term DECISION ALTITUDE/% w+ B" L4 b% k9 }* s! W4 |
DECISION HEIGHT.)5 s& L) j* q8 H( C, l9 }$ C0 R
DIGITAL‐AUTOMATIC TERMINAL INFORMA‐5 o. B; [: s, j7 \; c' L! {
TION SERVICE (D‐ATIS)- The service provides
" S+ ^) d4 U/ \1 ^& Q% Q1 g$ d; F! ` ctext messages to aircraft, airlines, and other users
) c/ ~7 d( Y o; Youtside the standard reception range of conventional
3 A2 t: \# j( \- X u8 Z: cATIS via landline and data link communications to" [; L/ t* Z4 N- x
the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to
9 K9 i0 C" H$ I! vall aircraft within range of existing transmitters. The: e+ a, ?- ?4 {; f; ?; M
Term inal Data Link System (TDLS) D‐ATIS
, g; u+ u7 H0 b3 @; }4 h1 X: H% Bapplication uses weather inputs from local automated4 g5 e: k5 k6 M5 D
weather sources or manually entered meteorological. u1 V3 z _; m& }6 N& B5 U8 ~
data together with preprogrammed menus to provide
6 t! S- T: r" N {standard information to users. Airports with D‐ATIS' i! G' Z+ l, G/ L; t! L' B
capability are listed in the Airport/Facility Directory.
' r' r& }6 F% Q: B- z8 |* l+ F4 aDIGITAL TARGET- A computer-generated symbol& Y# a: T8 F" b1 d \ e
representing an aircraft's position, based on a primary
8 d. ]: |. A. s& V, i+ Treturn or radar beacon reply, shown on a digital
3 D7 `0 ?0 k5 R9 F/ Z7 o+ }, ydisplay.
9 j6 O9 X% w$ N; r9 Q+ kDIGITAL TERMINAL AUTOMATION SYSTEM
9 J8 m5 [/ U _$ L: E(DTAS)- A system where digital radar and beacon
+ ?' x9 z5 e! G Y* F2 ~data is presented on digital displays and the
+ p6 \5 _# L3 z: `' x" Soperational program monitors the system perfor‐
& X' S$ l2 E/ z7 T+ {mance on a real-time basis.
6 `; D* _+ Q. f# NDIGITIZED TARGET- A computer-generated
- f8 _3 P- t! M+ d1 Aindication shown on an analog radar display resulting
% h! Z) v- y ]: X) G7 xfrom a primary radar return or a radar beacon reply.6 ^# V/ X& x6 p7 C4 M! b0 H& v
DIRECT- Straight line flight between two naviga‐
" A: b( M8 ?) P* C' wtional aids, fixes, points, or any combination thereof.9 ^! E ~( I3 R: `+ J
When used by pilots in describing off‐airway routes,7 b0 ]6 R: Z8 }" d
points defining direct route segments become% X% l8 M2 y+ m1 ^% u# ?
compulsory reporting points unless the aircraft is4 e( o9 B4 j% J# }
under radar contact.
9 R2 k5 y; U! V( b' A2 f) q. i$ uDIRECT ALTITUDE AND IDENTITY READ‐; E N" a. q: b
OUT- The DAIR System is a modification to the
1 _" }! ]7 k' k: J. ~Pilot/Controller Glossary 2/14/08, l5 [1 e5 q( `6 g: L
PCG D-3# o1 [! v- m* m( w/ |
AN/TPX‐42 Interrogator System. The Navy has two5 z4 p- b. n; E& [
adaptations of the DAIR System‐Carrier Air Traffic
8 H: ^- i5 f8 N1 W" dControl Direct Altitude and Identification Readout7 D& v8 i! g2 j2 C
System for Aircraft Carriers and Radar Air Traffic
% F/ q: r0 }& I4 b; ]8 I0 C( ZControl Facility Direct Altitude and Identity Readout
0 D/ Z- I7 p5 p5 @5 ^System for land‐based terminal operations. The8 h, {) n0 d) `
DAIR detects, tracks, and predicts secondary radar
! `% H8 z; X M/ Saircraft targets. Targets are displayed by means of
+ D! I, w/ I) L8 Z- b/ Qcomputer‐generated symbols and alphanumeric
! |/ ]/ s5 Q6 e1 l4 bcharacters depicting flight identification, altitude,4 M" ?0 s" W8 \' P5 J) C
ground speed, and flight plan data. The DAIR System5 P. X* V, C7 v& a& @
is capable of interfacing with ARTCCs.
9 t3 T0 a# @2 r$ }3 ODIRECTION FINDER- A radio receiver equipped1 x1 W. H9 Y1 ?$ ^$ j8 I) w) @% I
with a directional sensing antenna used to take) m7 J, L7 g( t& b6 J: c+ N! }1 L
bearings on a radio transmitter. Specialized radio: G! t6 |* H: U- h9 H- }/ K
direction finders are used in aircraft as air navigation
2 b3 p9 I/ A& R8 jaids. Others are ground‐based, primarily to obtain a
4 Y; J1 ^5 h" v7 c6 z h# x5 V. n8 N“fix” on a pilot requesting orientation assistance or to9 |/ o8 l' w- b! y2 f1 b t; t( ]. s
locate downed aircraft. A location “fix” is established
* F/ C9 [- G _1 s. Q8 W9 J3 \; yby the intersection of two or more bearing lines6 C. }7 c" z: g9 r/ P" i
plotted on a navigational chart using either two9 b8 i ]9 E3 ?) ?3 t
separately located Direction Finders to obtain a fix on
, _: w, Q6 v3 d) b# tan aircraft or by a pilot plotting the bearing
5 k- U- E. g# b2 o" `4 \2 a! m' B8 \indications of his/her DF on two separately located
0 `# ^! S' \# i, y0 z' E+ Mground‐based transmitters, both of which can be
2 e1 r' C* ?3 }8 Q" ]+ s: j5 @identified on his/her chart. UDFs receive signals in& ~& u' k6 N& l) p5 d( |
the ultra high frequency radio broadcast band; VDFs9 O% [' j0 z2 L$ ~
in the very high frequency band; and UVDFs in both
4 l. D8 k0 c8 _' q: {! Hbands. ATC provides DF service at those air traffic/ O5 [% U0 ]0 k2 t
control towers and flight service stations listed in the6 w$ R& [* u6 Y. ~
Airport/Facility Directory and the DOD FLIP IFR En
% j- `% M& c, G: M9 w" O, ARoute Supplement.4 C% |& S# g# h: r# _. D" j
(See DF FIX.); }/ ]* }5 P4 Q: V2 R8 j& E; a
(See DF GUIDANCE.)
, }/ v' ~. v/ Y4 X+ k5 tDIRECTLY BEHIND- An aircraft is considered to
0 i5 c9 _7 i+ hbe operating directly behind when it is following the" g3 |3 K. X a7 x) `, k
actual flight path of the lead aircraft over the surface
# {3 t, C0 d4 l3 m/ Zof the earth except when applying wake turbulence6 o* z! D6 ]) }1 ~1 T7 \9 n
separation criteria.! q. S' x3 A" V
DISCRETE BEACON CODE(See DISCRETE CODE.): Z; w# P) }8 |$ a- F
DISCRETE CODE- As used in the Air Traffic6 R. W* j, Z* L- [2 s
Control Radar Beacon System (ATCRBS), any one
0 L* u! N- q$ H& X9 \( eof the 4096 selectable Mode 3/A aircraft transponder
9 ~" d5 s' z7 q' U3 f& B0 icodes except those ending in zero zero; e.g., discrete4 P( k9 M9 B; ~( R" D, U
codes: 0010, 1201, 2317, 7777; nondiscrete codes:" P. Q5 V: f/ R3 \
0100, 1200, 7700. Nondiscrete codes are normally S9 E1 Z* j% H
reserved for radar facilities that are not equipped with( M$ k- X* \ }$ o7 O
discrete decoding capability and for other purposes
1 C* ~# u4 q& @. M. Usuch as emergencies (7700), VFR aircraft (1200), etc.
* u! U3 q$ I4 R* e2 O(See RADAR.)
. W; ?& c: q/ {% H' A! V(Refer to AIM.)
, Z. e) U# |) g2 fDIS CRETE FREQUENCY- A separate radio
' N) \; n$ l; h$ Q- K, m9 O; I* bfrequency for use in direct pilot‐controller commu‐
8 R g% l _" t' C/ ~nications in air traffic control which reduces
8 h' h! z6 _$ Q6 F. w0 I5 afrequency congestion by controlling the number of" e7 v# Z4 j. a" T5 o7 f8 ]1 @
aircraft operating on a particular frequency at one
! O, Y2 v3 h7 e8 t# u( Z) jtime. Discrete frequencies are normally designated% f+ f2 b/ r+ K' G, v
for each control sector in en route/terminal ATC8 g8 h2 y6 n: n/ l. T% z
facilities. Discrete frequencies are listed in the# @' c5 W0 N6 N% B
Airport/Facility Directory and the DOD FLIP IFR En
" e) Z$ D7 W' q4 V" o8 |Route Supplement./ ^& w& \9 s6 R1 n, ~
(See CONTROL SECTOR.)2 e7 Q X: [+ E9 Q. P
DISPLACED THRESHOLD- A threshold that is) T, H1 M, q. N8 u6 R. _
located at a point on the runway other than the# x& b1 m- v9 A9 w
designated beginning of the runway.2 g2 U4 o3 v/ R( O& V
(See THRESHOLD.)5 l6 F: A: S/ N! J3 J6 w
(Refer to AIM.)
& b* Z! I5 ?0 ^/ _8 aDISTANCE MEASURING EQUIPMENT- Equip‐9 |+ ~ B! g3 m8 z
ment (airborne and ground) used to measure, in2 s) z$ \( _! k9 ^+ Z' E
nautical miles, the slant range distance of an aircraft0 O* x4 a! l9 O( r
from the DME navigational aid.) y& G6 U2 F5 w- L2 g) z( K
(See MICROWAVE LANDING SYSTEM.)) q. Z) S% d o) W
(See TACAN.)6 S/ s/ g6 d* S) R" `
(See VORTAC.); }- m$ ~1 ~( h: N
DISTRESS- A condition of being threatened by
* u4 |% j4 Z, m4 ?2 S: D0 @# Kserious and/or imminent danger and of requiring
6 G3 T! M1 Y5 Y6 l6 F; ~, h* Simmediate assistance.4 j( E. x3 }5 B6 R) p' y
DIVE BRAKES(See SPEED BRAKES.)
# d: O5 c, f6 } v6 z9 pDIVERSE VECTOR AREA- In a radar environ‐& O p" u5 r( x* z
ment, that area in which a prescribed departure route/ F. `7 z( t! I/ K6 ]0 {
is not required as the only suitable route to avoid" @% v0 y6 h7 H. [- X/ ]
obstacles. The area in which random radar vectors
) ~; f, o/ a* O5 _3 n- \below the MVA/MIA, established in accordance with8 Z4 m# {6 H8 n2 |+ `
the TERPS criteria for diverse departures, obstacles2 f5 O. ~1 |; ^, v8 g
and terrain avoidance, may be issued to departing
& e% Q9 T1 x2 l2 P& V( ]2 yaircraft.
5 c: ^% t+ L+ C3 Z% K) G# _DIVERSION (DVRSN)- Flights that are required to- U: d: r/ ~. V
land at other than their original destination for; e: f0 D9 r2 b5 [. E$ {5 U
reasons beyond the control of the pilot/company, e.g.& o t k) ?: w' p" [
periods of significant weather.3 u( s/ V7 O, ?: g+ T- E
DME(See DISTANCE MEASURING EQUIPMENT.)
# m, @9 {! F+ LPilot/Controller Glossary 2/14/08- _1 U" p( w; B3 ^4 L
PCG D-4! p: O, [: Z. c. d H f( I3 A- J
DME FIX- A geographical position determined by( S. R8 l8 I* l% B
reference to a navigational aid which provides {* V9 x [! r0 r4 ^, B) b
distance and azimuth information. It is defined by a- y$ ~# v' I$ ]+ N+ U6 v0 Z
specific distance in nautical miles and a radial,- G7 e2 F0 {, l2 I
azimuth, or course (i.e., localizer) in degrees) z i: b$ w7 u
magnetic from that aid.
5 L( y% K( i9 m) y(See DISTANCE MEASURING EQUIPMENT.)
+ B7 u1 x0 F& C5 S) b1 g+ k(See FIX.)
: M/ F+ n1 T9 `& Q8 P6 @! d(See MICROWAVE LANDING SYSTEM.)1 A. d4 T5 Z% f5 N
DME SEPARATION- Spacing of aircraft in terms of
: s; r: K, a- n) ?3 Pdistances (nautical miles) determined by reference to) T7 _; N9 Y$ Q X# H
distance measuring equipment (DME).* k# d& O3 ]* h' Y6 a
(See DISTANCE MEASURING EQUIPMENT.)
8 n5 c! h9 t# f/ t" _- e4 xDOD FLIP- Department of Defense Flight Informa‐. _2 e7 s. D' l: |& `, @
tion Publications used for flight planning, en route,1 X8 E9 _8 Y0 Y, y; e* h
and terminal operations. FLIP is produced by the
( T1 r- D4 w$ D0 {National Imagery and Mapping Agency (NIMA) for
9 S* o$ I+ x4 U" V+ D# F* u- Cworld‐wide use. United States Government Flight
, J* @; j" R% M. S7 v; P! X( x$ ~Information Publications (en route charts and/ P4 O( C) m/ c- K7 L
instrument approach procedure charts) are incorpo‐8 F3 T P1 o1 {" W4 r# R) U
rated in DOD FLIP for use in the National Airspace" T* ]1 E; R' S# A9 T% U0 H
System (NAS).4 [) a0 a. F* h* A& M: H$ A
DOMESTIC AIRSPACE- Airspace which overlies
! R$ R# r- |: @: ]the continental land mass of the United States plus! _9 U7 |& u+ Z- T2 k4 C6 y
Hawaii and U.S. possessions. Domestic airspace
& P+ q0 H7 k: }8 h# g+ ?extends to 12 miles offshore.
0 q6 N! J8 c1 yDOWNBURST- A strong downdraft which induces t5 R! R' ]% W- f% w
an outburst of damaging winds on or near the ground.
7 q& r8 c- S3 P) r" EDamaging winds, either straight or curved, are highly( \! _* l' V0 C
divergent. The sizes of downbursts vary from 1/2. q" A' Y+ w9 f& s2 f# H2 r0 Q
mile or less to more than 10 miles. An intense
* a$ }$ T- m4 S8 A- tdownburst often causes widespread damage. Damag‐
6 e6 M* E, J7 O* K; J" T/ Bing winds, lasting 5 to 30 minutes, could reach speeds
& R9 B4 [. k- K/ ~# e. k! C4 las high as 120 knots.' ]7 J _" o" \! G
DOWNWIND LEG(See TRAFFIC PATTERN.)- z4 z ]0 w) X5 H! r
DP(See INSTRUMENT DEPARTURE PROCEDURE.)) [! c D2 R3 X) @. U/ U
DRAG CHUTE- A parachute device installed on
: J+ P$ S9 h) C kcertain aircraft which is deployed on landing roll to# U) H2 u3 Z# n5 f
assist in deceleration of the aircraft.! Z B0 K8 R$ @
DSP(See DEPARTURE SEQUENCING PROGRAM.): p- \) `2 p" A# J
DT(See DELAY TIME.)
% J$ M5 Q! q3 ?5 l2 }( }5 VDTAS(See DIGITAL TERMINAL AUTOMATION$ ~/ N1 J" y+ P& Z z* O7 L
SYSTEM.)
" X; S$ Q, V; B& v' {( q$ MDUE REGARD- A phase of flight wherein an
L9 f. F; |: Z; ?, paircraft commander of a State‐operated aircraft7 I/ Q8 O7 d/ F# Y! ~8 |& C
assumes responsibility to separate his/her aircraft2 H: g% e; z, e, w% [# @% f
from all other aircraft., \/ N* W: H \* E) w
(See also FAAO JO 7110.65, Para 1-2-1, WORD0 d7 Y3 w9 Y) P1 c0 K
MEANINGS.)
+ O/ z" @/ _8 Q- g, HDUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY
/ V+ C# t5 j4 C { ~0 L: E$ w1 ^RUNWAY.)9 u# j: Q2 g( w9 o6 ~; A( ~* T: J
DVA(See DIVERSE VECTOR AREA.)
% v! c' ~6 ^' s8 r+ [: U1 V1 m4 O: ?DVFR(See DEFENSE VISUAL FLIGHT RULES.)
" B1 j- v* u! H8 hDVFR FLIGHT PLAN- A flight plan filed for a VFR. o; g" q# w; @- G ~# c% {8 ?6 ?. ~
aircraft which intends to operate in airspace within
3 A+ o7 F' y! {: N fwhich the ready identification, location, and control, ~$ z+ C( v+ M" N0 C! _" J6 j3 b
of aircraft are required in the interest of national% D4 R. s/ X4 F+ g
security.7 r1 s- r! O, X/ x# d H
DVRSN(See DIVERSION.)
: _' [7 d# {! ^0 S- `! u5 rDYNAMIC- Continuous review, evaluation, and
8 U4 P% @$ g) Mchange to meet demands.+ q8 P: q. a1 o' R, K: G
DYNAMIC RESTRICTIONS- Those restrictions
2 Q& \- c7 b8 W( o$ K. iimposed by the local facility on an “as needed” basis& Y1 l) {$ D0 D# O" V6 t
to manage unpredictable fluctuations in traffic" O0 `- P& z# h# ]3 W
demands.
, K' _& K3 K+ B6 y; `Pilot/Controller Glossary 2/14/08
" `4 v2 [2 W$ B, ^ v6 XPCG E-1
3 i9 W1 t' l7 w1 B( r! r1 QE
3 T5 s: ]* T2 H5 E) p2 A) F8 P" fEAS(See EN ROUTE AUTOMATION SYSTEM.) E* U/ T: o9 i, R
EDCT(See EXPECT DEPARTURE CLEARANCE
/ Q" ]6 l# f% b+ eTIME.)
+ z( q6 K! A6 {+ Y% C) DEFC(See EXPECT FURTHER CLEARANCE (TIME).)1 Q9 D+ Z' z, _0 ~
ELT(See EMERGENCY LOCATOR TRANSMITTER.)7 U' L* @6 i2 X$ h u; g
EMERGENCY- A distress or an urgency condition.2 l% `! V$ ~' b, x& t$ L
EMERGENCY LOCATOR TRANSMITTER- A
+ P, B+ Y* e- R5 ~( Q# Oradio transmitter attached to the aircraft structure, z Z5 t* x L! U- [
which operates from its own power source on3 }: X4 n( o7 s# l: M: |
121.5 MHz and 243.0 MHz. It aids in locating0 k( g# V9 l0 W2 {9 r) L2 T! e% V
downed aircraft by radiating a downward sweeping$ l. @( \, t; x/ c+ @& u6 }' Y3 h& i. c
audio tone, 2‐4 times per second. It is designed to& V5 Y+ h& u4 D0 B4 U4 i
function without human action after an accident.1 M8 H& t# F' z
(Refer to 14 CFR Part 91.) x. U9 E' S+ X \2 A
(Refer to AIM.)/ l8 A" ^6 \6 G2 n5 h
E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE
! G9 k2 _6 z% m: r2 k2 \8 `$ PWARNING.)
8 V7 H6 o. |' ~& WEN ROUTE AIR TRAFFIC CONTROL SER‐5 z L6 _& a5 F0 H2 h4 i, ]
VICES- Air traffic control service provided aircraft
5 n) q* [4 i u8 eon IFR flight plans, generally by centers, when these1 O* q7 p8 e' ?! c3 r* S
aircraft are operating between departure and
8 [) d- Y$ D" x0 ?; Idestination terminal areas. When equipment, capa‐
6 i8 S, u: F9 E5 Q: R3 N8 Cbilities, and controller workload permit, certain
! M8 H$ g$ ~+ j# H/ v! Ladvisory/assistance services may be provided to VFR: c; I$ d% z% t& q! J- |& o* I
aircraft.
( b2 q& W+ r% W/ F7 [$ r5 k(See AIR ROUTE TRAFFIC CONTROL
9 y4 j6 A8 j+ \6 S- `( xCENTER.)
! x. u# h- M) H) P(Refer to AIM.)( d! b! h# J5 B$ A% \7 L
EN ROUTE AUTOMATION SYSTEM (EAS)- The, t5 M+ I, ]! f4 ^ M8 N8 s5 `! z
complex integrated environment consisting of
& D8 G/ E* b# x! qsituation display systems, surveillance systems and$ {4 }, P8 ~' g7 M2 H6 b6 u
flight data processing, remote devices, decision
" g) B0 d$ O) U0 N* O$ Q& `support tools, and the related communications
- R% \& S. }$ v& Y9 nequipment that form the heart of the automated IFR
s7 q; @9 m4 G& z- c& W5 n. _, zair traffic control system. It interfaces with automated- o% U7 Y5 l* D7 m! L" r" h
terminal systems and is used in the control of en route/ Q) `% k# Q+ J6 M( v3 I
IFR aircraft.
0 }' b- O( \& @" g9 W0 p' ~(Refer to AIM.)3 B; `& Y& S2 O1 [4 H! b" I2 Y
EN ROUTE CHARTS(See AERONAUTICAL CHART.)& n) m. Y O$ T
EN ROUTE DESCENT- Descent from the en route7 L6 o; T6 h1 W% k, k
cruising altitude which takes place along the route of8 R6 y. ~+ j3 R
flight.* i7 L4 q: h; z( ~# S
EN ROUTE FLIGHT ADVISORY SERVICE- A6 j8 ]1 {+ }8 \) i, E
service specifically designed to provide, upon pilot/ q: s% {. R. |' F/ D W3 C
request, timely weather information pertinent to
7 b+ k+ ]' J! K; E; q, ?his/her type of flight, intended route of flight, and
) x5 D, S! P( F. ]5 T. k$ K0 T- ]altitude. The FSSs providing this service are listed in
, [" e4 n0 h( kthe Airport/Facility Directory.- J* w) q9 \4 q4 F8 I
(See FLIGHT WATCH.)
# `6 E2 s2 I$ |; d(Refer to AIM.)
. |6 q( v/ J+ yEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)
/ i: L, O) a; f( L. v! |EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)( O5 c5 Q/ I2 O& V/ t) C' O
EN ROUTE MINIMUM SAFE ALTITUDE WARN‐+ t- ~9 u2 T, \; Z+ M# n
ING- A function of the EAS that aids the controller+ [! V4 U) r) d5 ]" [
by providing an alert when a tracked aircraft is below/ U" d/ s# R, ]
or predicted by the computer to go below a
2 g" O: C3 A& a3 b* }0 Tpredetermined minimum IFR altitude (MIA).
4 f- ~; |3 i- w( Q ?7 fEN ROUTE SPACING PROGRAM (ESP)- A
3 o5 b1 x. J R3 t* a; Cprogram designed to assist the exit sector in5 E% U% q k8 Y2 ]6 v
achieving the required in‐trail spacing.
2 }1 d/ z( O$ j# j% ~EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a
$ M* f" H+ B0 V) i* b6 N5 g) R* i- ?SID/STAR that connects to one or more en route5 h! f: N! X" X3 q! Z# d/ {1 {
airway/jet route.
" x* U! ^ t+ `5 {$ {" zb. RNAV STARs/SIDs. The portion of a STAR
. `$ g, s8 G6 l6 f+ Z3 u8 wpreceding the common route or point, or for a SID the
7 j1 F8 s2 f9 |9 x+ e6 e1 R wportion following, that is coded for a specific en route, E8 M, R! A& ]) ?1 D
fix, airway or jet route.
- g3 _7 M7 P2 z# A: J U6 jESP(See EN ROUTE SPACING PROGRAM.)
+ _% A l0 X, Y. H( d, CESTABLISHED-To be stable or fixed on a route,
q+ N8 u! n5 |8 d3 ]. S1 d- eroute segment, altitude, heading, etc.
0 P& {4 l! l. G; jESTIMATED ELAPSED TIME [IC AO]- The. m4 q6 v1 o) ?2 m* `
estimated time required to proceed from one `" I- y: r3 X6 |; f- _2 h
significant point to another.) h- }1 Q# O* i. |5 G& k1 r: f
(See ICAO Term TOTAL ESTIMATED ELAPSED% z5 i! X. W7 B9 ^% y# J5 ^9 ^- t
TIME.)6 m! _3 V8 w! a
Pilot/Controller Glossary 2/14/08
) R9 n4 ?" l! ~% aPCG E-2; E" @4 Q; g0 z8 I) q3 ^* s
ESTIMATED OFF‐BLOCK TIME [ICAO]- The2 p; k7 U0 b$ e* b6 e1 M
estimated time at which the aircraft will commence, z! {* y( N& Q0 d. ]3 ]( }& j4 n6 J$ y
movement associated with departure.
1 |: D3 R u& T/ Q0 U8 i Q3 Y* W, _ESTIMATED POSITION ERROR (EPE)-
$ D) H; d- e D) t8 Q" Y. {(See Required Navigation Performance)
0 a% r. r. H6 l1 AESTIMATED TIME OF ARRIVAL- The time the, p/ [; t# c0 l, Z) L# q8 b
flight is estimated to arrive at the gate (scheduled
5 j2 Z% Z0 q" Coperators) or the actual runway on times for& s2 `0 }0 d z8 ^2 w2 y6 L
nonscheduled operators.
" o& z. B2 Z" Q: YESTIMATED TIME EN ROUTE- The estimated
, j) q2 p7 Q3 }1 Nflying time from departure point to destination3 t( M3 a( ^9 M
(lift‐off to touchdown).
! |( B8 {4 W& l/ ~$ Y6 y! H" @ETA(See ESTIMATED TIME OF ARRIVAL.)
) W. c1 c% r+ f5 ^& i5 }" cETE(See ESTIMATED TIME EN ROUTE.) Z5 D- |7 H$ X& G& {- X* x' |2 s
EXECUTE MISSED APPROACH- Instructions; n" s, H5 l+ n ]1 r
issued to a pilot making an instrument approach8 |9 F; w& y# {
which means continue inbound to the missed
" r9 Z$ l- p' l4 Japproach point and execute the missed approach
* p2 y! O7 d# F! `* nprocedure as described on the Instrument Approach
: n$ o" j% ?. W& X8 }Procedure Chart or as previously assigned by ATC.5 ~- ]& Y: q: m5 u+ A! v4 p. J
The pilot may climb immediately to the altitude
: }+ B$ P0 {( c# h3 k6 ]specified in the missed approach procedure upon
: E) I d7 q; c5 h/ i2 [making a missed approach. No turns should be' |9 e2 B. b; f
initiated prior to reaching the missed approach point.( f/ w! K1 O( M/ z
When conducting an ASR or PAR approach, execute
& l6 s0 x* k% x! Othe assigned missed approach procedure immediately% Y) f. d4 M" h- ]: y/ _$ J
upon receiving instructions to “execute missed0 c5 T0 ]0 d! U$ Y- b' q1 h
approach.”
/ M+ v2 G' Z: n1 L7 l/ [(Refer to AIM.) x y3 b) I7 C8 M2 I
EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used$ v! A5 V: p/ k$ F a7 o
under certain conditions to provide a pilot with an9 ~/ n3 W* V2 u: B! o
altitude to be used in the event of two‐way
; {' L* l o6 P9 _/ zcommunications failure. It also provides altitude
: p4 U6 i, @! X+ x; u. j/ Ainformation to assist the pilot in planning.
) i( W7 E9 {; c3 B" }1 N' [5 v$ j(Refer to AIM.)8 l q; M2 n/ k1 S" `1 v( V
EXPECT DEPARTURE CLEARANCE TIME( |- s# X& ^* h( s! ~7 f/ B
(EDCT)- The runway release time assigned to an
. I- O' b+ G1 |; Baircraft in a traffic management program and shown
/ J0 [ W6 i8 c9 N: b6 U( Aon the flight progress strip as an EDCT.$ a0 |. W, m! i$ l* C( Z
(See GROUND DELAY PROGRAM.)
X" |2 v* ~9 WEXPECT FURTHER CLEARANCE (TIME)- The
5 s2 V" ~# R# a7 e5 wtime a pilot can expect to receive clearance beyond a
4 R; r3 E" ?# w0 g* x4 _clearance limit.
. N/ t$ \0 v. E( TEXPECT FURTHER CLEARANCE VIA (AIR‐
. E4 O6 J+ z: S- w6 YWAYS, ROUTES OR FIXES)- Used to inform a \, z: J+ ]# H" Z4 {
pilot of the routing he/she can expect if any part of the4 D/ u5 t' Z: |) M: p2 c
route beyond a short range clearance limit differs- h6 t2 A8 i% Z; y/ Q# b
from that filed.( Y1 z( k; _ _# z W1 k
EXPEDITE- Used by ATC when prompt com‐
9 e2 S9 D* p$ ]# y Qpliance is required to avoid the development of an
) \+ g7 ^& T5 U8 O" Q0 B4 m* Vimminent situation. Expedite climb/descent normal‐
: y0 k* z5 y+ S |( T* A H* Nly indicates to a pilot that the approximate best rate. }& V$ d }& ^5 ?, Z! z4 O, ]5 H
of climb/descent should be used without requiring an
6 W3 }1 T, Z, |" n4 }" T& Lexceptional change in aircraft handling characteris‐2 w. p4 s# C8 v8 I
tics.# o; r. ~& y: s% p
Pilot/Controller Glossary 2/14/089 ]! L/ Z: ~6 p6 p) ?! y
PCG F-1
( S3 V0 \8 u i0 F4 d# ~" M$ ^9 bF
/ \5 C% G$ {( m& |FAF(See FINAL APPROACH FIX.)/ v, r w4 i# { v
FAST FILE- A system whereby a pilot files a flight
" k$ ~% }3 b1 z. C, Hplan via telephone that is tape recorded and then) o" Z$ d7 B" J
transcribed for transmission to the appropriate air
3 h" @, q* \; b" g3 j/ k+ Gtraffic facility. Locations having a fast file capability
* F& M. d. Z% P' q: ]are contained in the Airport/Facility Directory.
7 }; g. @+ x/ B, N, o0 {, P& R(Refer to AIM.)5 u y2 k B) _6 N
FAWP- Final Approach Waypoint
) h; r! N+ t2 d' b4 k' _& Y4 pFCLT(See FREEZE CALCULATED LANDING TIME.)3 W& [9 e3 v; n6 U
FEATHERED PROPELLER- A propeller whose
4 }8 z+ b9 J! c& z' dblades have been rotated so that the leading and
9 e/ V' m+ w$ k% Btrailing edges are nearly parallel with the aircraft
3 ^) n9 ?7 z! V+ C, I/ l: Yflight path to stop or minimize drag and engine7 m& [7 M! t6 ]. V) x. ]9 W$ R
rotation. Normally used to indicate shutdown of a: q8 P7 h5 Q- U) k* k; I
reciprocating or turboprop engine due to malfunc‐
. j& Q x& V; I! w( D# J, Mtion.0 y5 C# A8 x O! u
FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.)
" w$ @5 c4 Z4 k1 _) |FEEDER FIX- The fix depicted on Instrument' N& u3 _& q1 x+ S) y0 |4 R) ^* \
Approach Procedure Charts which establishes the8 |# p+ P& j" j
starting point of the feeder route.& i+ g8 v& i5 y9 W1 R8 ]
FEEDER ROUTE- A route depicted on instrument7 C$ j+ D$ m. D1 m
approach procedure charts to designate routes for; A5 U2 S4 j+ G+ Q7 S* z
aircraft to proceed from the en route structure to the9 w( T1 I! q% O u7 k) a
initial approach fix (IAF).2 b8 B h+ w3 f0 S9 Y6 o' N' [
(See INSTRUMENT APPROACH/ {: ^* ^. j# F, Q# ~& ~" b) ~
PROCEDURE.)
# ^- c4 b( v. p$ L4 f- L, BFERRY FLIGHT- A flight for the purpose of:$ h4 e: Q3 V( ]# O' P8 O
a. Returning an aircraft to base.' h- v. X i0 H: t% M7 _' ^4 ]8 k
b. Delivering an aircraft from one location to; U' l. E' i/ w6 a! ?* S8 u
another.3 i* k: N7 b- ?% Y# K1 E$ ?* B2 A
c. Moving an aircraft to and from a maintenance+ c3 N" C+ C( [) U9 p4 }- P
base.- Ferry flights, under certain conditions, may be7 [' a1 h' J1 y0 |
conducted under terms of a special flight permit.
. V! C- h( L% W# D# X- RFIELD ELEVATION(See AIRPORT ELEVATION.)3 O/ D0 h" x# P* p3 x, ?3 M
FILED- Normally used in conjunction with flight H* W M- {9 E" x2 U
plans, meaning a flight plan has been submitted to
2 r2 Z# H3 X7 s x# u F- [3 QATC.0 Z! B3 R) ]6 h/ {5 c/ Y1 t) B# K
FILED EN ROUTE DELAY- Any of the following
! A: L. T! P, E, O% Opreplanned delays at points/areas along the route of. U" j$ Z% N; P5 Y+ G
flight which require special flight plan filing and7 } j* n! K& J$ K& I1 Z4 d6 l
handling techniques.6 F. m( ~. y H0 Z* r" p2 e
a. Terminal Area Delay. A delay within a terminal9 o, o; h- Q& C8 t' b, M4 i
area for touch‐and‐go, low approach, or other
, f3 m6 X0 q: v* Y O4 ?) ^1 Oterminal area activity.# N! A& o2 Z4 i: e
b. Special Use Airspace Delay. A delay within a
6 {) U4 b. N0 a7 ZMilitary Operations Area, Restricted Area, Warning
4 n0 B1 X9 E) G6 fArea, or ATC Assigned Airspace.7 @; ~: }8 d4 k
c. Aerial Refueling Delay. A delay within an
- k! Z+ l8 f4 T# d8 E2 KAerial Refueling Track or Anchor.
f2 N% p3 Q( h' ~$ e0 |' Q0 |; `FILED FLIGHT PLAN- The flight plan as filed with3 _& v! ?, N8 v2 b0 h
an ATS unit by the pilot or his/her designated; H. i, K ~+ G+ {# c
representative without any subsequent changes or/ L& {) @0 C g: e) C5 s/ X8 I
clearances.
" e+ E# [: ?( P& n: `FINAL- Commonly used to mean that an aircraft is
$ _1 B+ N# C# i, E- `on the final approach course or is aligned with a* `! \2 I( J% f* T2 I: f4 x
landing area.
3 o8 g/ N# G" [/ m2 k/ X(See FINAL APPROACH COURSE.)
: Q% ?& O5 `& ?9 k0 Y5 n(See FINAL APPROACH‐IFR.)
0 X& |8 s0 [5 K% u3 W. V5 E(See SEGMENTS OF AN INSTRUMENT
9 g4 n' j- T: y, p! Y5 kAPPROACH PROCEDURE.)
/ g, x1 s+ e( f5 nFINAL APPROACH [ICAO]- That part of an
! A" d9 S @- t6 g& m* g; d; tinstrument approach procedure which commences at- x$ N# J- n; q5 I6 z
the specified final approach fix or point, or where
! t- F$ g4 w9 F+ y! Q" z* usuch a fix or point is not specified.
* R/ ^0 m2 h$ l E3 N, x2 Za. At the end of the last procedure turn, base turn
6 f) o: o+ {- u6 eor inbound turn of a racetrack procedure, if specified;* |( A4 d) g7 j- v% h: V* Y
or
. Y" _/ H9 k$ o6 ~b. At the point of interception of the last track7 b5 G8 U: j9 ?7 F7 r
specified in the approach procedure; and ends at a/ ?% S( Y6 O2 h2 H
point in the vicinity of an aerodrome from which:- _- {" z* T8 l: K7 R
1. A landing can be made; or! `) P4 w6 N! J
2. A missed approach procedure is initiated.
8 ^' g, S* o) ]) z- C; jFINAL APPROACH COURSE- A bearing/radial/
- \, q3 u8 _2 w; U) Btrack of an instrument approach leading to a runway) C2 z, X$ _, s, p
or an extended runway centerline all without regard
: v) `$ l/ y) D* {: zto distance.
- E7 z4 J6 I+ SFINAL APPROACH FIX- The fix from which the _1 |& x3 K [& z. a6 C
final approach (IFR) to an airport is executed and5 a9 w' Z% n U/ |8 ?. M
which identifies the beginning of the final approach* R Q) A' A7 g) w9 o
segment. It is designated on Government charts by ~# m, |% @. O _/ S
the Maltese Cross symbol for nonprecision
7 D( p9 h* B/ u1 IPilot/Controller Glossary 2/14/08; D! C3 t- t% [* j" ^ w' d
PCG F-2
3 g3 W7 T6 s5 Q1 i/ s% U- Xapproaches and the lightning bolt symbol for
, f) s, u" D/ u1 t+ E$ W1 Fprecision approaches; or when ATC directs a W9 i/ I# z- K9 d1 E2 S% @/ j* U/ i J
lower‐than‐published glideslope/path intercept alti‐
6 x2 p7 y" ~" H3 L$ @& H8 ], ?tude, it is the resultant actual point of the, e s/ V' s3 U$ A
glideslope/path intercept.
2 |1 H& q$ M7 X; n2 Q1 O) @$ l ^(See FINAL APPROACH POINT.)$ j$ B# E: u. K. l
(See GLIDESLOPE INTERCEPT ALTITUDE.)( v/ d) h& q5 p) z' Q8 y5 t
(See SEGMENTS OF AN INSTRUMENT
6 J' _6 Z9 e5 k- C5 Q9 QAPPROACH PROCEDURE.)
% Q9 q) C. [, Q8 b" S" MFINAL APPROACH‐IFR- The flight path of an$ k& a( A$ Q' i
aircraft which is inbound to an airport on a final
: O+ V: A; ~ \: winstrument approach course, beginning at the final2 ]" Q- [$ B5 e7 _6 s$ W$ w4 U
approach fix or point and extending to the airport or
. e! Z4 r, |( athe point where a circle‐to‐land maneuver or a missed
1 l) t. [3 H' ^6 c+ Y1 iapproach is executed.
$ {, m* N9 g4 j(See FINAL APPROACH COURSE.). U" F( ?, H$ @% V f x. x$ c4 N
(See FINAL APPROACH FIX.)# y0 z( \. x' ^# b/ T7 q7 Y3 e
(See FINAL APPROACH POINT.); j+ @2 s) i2 W( g
(See SEGMENTS OF AN INSTRUMENT! w/ I! Y* |! Y" B6 M' _* s9 S
APPROACH PROCEDURE.)
( s6 F4 O5 r4 f, C; E) T4 n, O(See ICAO term FINAL APPROACH.)
, j8 T0 e% Y* H4 A: q3 VFINAL APPROACH POINT- The point, applicable! p' d( y; e" U/ m
only to a nonprecision approach with no depicted
! y: B- c- F& o) A, D7 XFAF (such as an on airport VOR), where the aircraft
, `: Q, f9 x9 Z9 |6 m8 `( s9 tis established inbound on the final approach course
, u/ Q; e5 D# F: P& H0 rfrom the procedure turn and where the final approach/ l. c3 U# c8 x
descent may be commenced. The FAP serves as the
' h( y6 |. U$ S% {FAF and identifies the beginning of the final6 J2 r" L9 J% M7 z4 X
approach segment.& j/ K w4 P( O) C" H _, z
(See FINAL APPROACH FIX.)' G, H5 m, I! M7 a. g
(See SEGMENTS OF AN INSTRUMENT: N9 k% w `, _: R! X$ C
APPROACH PROCEDURE.). z& b( O3 k# E
FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT
) }& L$ d% i; W$ |* pAPPROACH PROCEDURE.)! U8 y' Z9 b# ~/ }& N9 _# A/ W
FINAL APPROACH SEGMENT [ICAO]- That
3 K7 ?; u, \8 H- y! Lsegment of an instrument approach procedure in
8 J/ Y4 d$ b. P1 `2 w; zwhich alignment and descent for landing are) L( s% z4 v' i3 y; J# ~6 T- k
accomplished.6 h) _" o/ M- D& Z# n! N% c
FINAL CONTROLLER- The controller providing
6 Z7 d8 W/ h5 ^; E6 y0 e, ~information and final approach guidance during PAR
" K. m+ P _! o1 B3 j0 aand ASR approaches utilizing radar equipment.3 o' `+ F; R. S0 _# [2 N8 h/ ~& d
(See RADAR APPROACH.)( M, y& |8 |9 B2 n" o" \0 v
FINAL GUARD SERVICE- A value added service$ s% w& L9 E/ _* Z3 ?1 p
provided in conjunction with LAA/RAA only during
( J+ a7 K) D, @* ]! Vperiods of significant and fast changing weather
0 @7 @& I* m5 i+ Hconditions that may affect landing and takeoff
% o6 g; i/ ~7 p% O1 t4 {operations.3 I) |) x) I8 `
FINAL MONITOR AID- A high resolution color
" w# \+ S7 N! adisplay that is equipped with the controller alert
6 R+ x+ @/ m2 t& v+ t' l$ Y# }) Esystem hardware/software which is used in the
( f7 ~( T* l6 ?. k5 L+ |precision runway monitor (PRM) system. The
1 V+ P# J2 e& D1 Vdisplay includes alert algorithms providing the target
/ V* j$ O5 l% ^2 I; o: g5 bpredictors, a color change alert when a target6 d4 S4 F5 l4 c e, ]& P
penetrates or is predicted to penetrate the no
* e4 e- F9 x* l5 y2 P2 g4 o/ {transgression zone (NTZ), a color change alert if the
6 Q. h3 S4 [( _! s# E+ _" daircraft transponder becomes inoperative, synthe‐
8 t6 g( d2 H) N* Psized voice alerts, digital mapping, and like features% Y6 F7 s: {, R; U0 m6 a J
contained in the PRM system.
/ ?! F" H& |3 W9 p- Q(See RADAR APPROACH.)
) i; d$ }" u* G1 [5 M: [FINAL MONITOR CONTROLLER- Air Traffic2 N6 V5 h6 r* y
Control Specialist assigned to radar monitor the# }$ o/ ~* K# s- h8 L& z
flight path of aircraft during simultaneous parallel: o/ f) v2 d) M8 t
and simultaneous close parallel ILS approach
2 J7 W3 H$ q/ h8 b& l: Moperations. Each runway is assigned a final monitor
5 t% g6 E; V k9 A" M" \controller during simultaneous parallel and simulta‐- e A8 z9 K0 S- _: z% x0 f
neous close parallel ILS approaches. Final monitor* s3 O' X' f1 D' z7 j
controllers shall utilize the Precision Runway
% x( W4 x) K0 U2 R# I9 qMonitor (PRM) system during simultaneous close/ ^8 Y, M2 c8 `( O* ^2 @# O1 s- Q- K
parallel ILS approaches.. @0 H. C: a2 H: o9 P8 J
FIR(See FLIGHT INFORMATION REGION.)
2 s) M6 j$ a" y& B! | dFIRST TIER CENTER- The ARTCC immediately
. w3 k' w7 k9 g& ?adjacent to the impacted center.: e" W. m0 z- h
FIX- A geographical position determined by visual
; H& q2 M4 |: F: Q5 t7 Vreference to the surface, by reference to one or more0 `- Z( L7 V. {& ^2 S! l& a
radio NAVAIDs, by celestial plotting, or by another$ N5 z& {, T. f( V! f
navigational device.* q; |3 t ~! \* u8 Z$ G
FIX BALANCING- A process whereby aircraft are7 k# `4 B3 V/ i. A5 `
evenly distributed over several available arrival fixes
, X6 I C' B, s+ xreducing delays and controller workload.; F5 d/ Y: z% A' X- o) H" ` g
FLAG- A warning device incorporated in certain( u5 l: F4 W6 u; N- i
airborne navigation and flight instruments indicating: U- `) Q( u% P& b
that:
9 r8 r k# Q" a) j- `5 x. W# n9 f9 ma. Instruments are inoperative or otherwise not
2 P6 z8 B- l G1 s2 X' f* q9 S" Foperating satisfactorily, or
; q, f; A2 J' |# }b. Signal strength or quality of the received signal
2 [5 k, y/ U( M) H7 m' zfalls below acceptable values.6 |" {- n' l* D2 N5 V- b
FLAG ALARM(See FLAG.). R# w) c8 v( e \" y: m2 Z8 n: b7 E
FLAMEOUT- An emergency condition caused by a
' b* [- c' E. _4 t( c5 p' y5 uloss of engine power.
5 p1 [% O$ [+ s, zFLAMEOUT PATTERN- An approach normally
3 t {' T! D4 A3 F2 gconducted by a single‐engine military aircraft) X# P3 y5 u! v- v. ?1 \; G
experiencing loss or anticipating loss of engine
( Z9 u1 Z9 J4 ~Pilot/Controller Glossary 2/14/08
: h7 g6 E) c0 g; ~/ p, C7 t/ RPCG F-3/ W! v0 M. y6 {. m) @
power or control. The standard overhead approach
2 F2 \- ]/ T9 B7 t Z* cstarts at a relatively high altitude over a runway% ~ B4 ?. I% U1 h V2 ~$ {
(“high key”) followed by a continuous 180 degree9 j5 @0 F5 c) W
turn to a high, wide position (“low key”) followed by) U' p6 I: H! [$ C! n
a continuous 180 degree turn final. The standard
* X+ e5 n4 |( }- rstraight‐in pattern starts at a point that results in a
5 `4 C" z1 Z, r- f+ s N3 mstraight‐in approach with a high rate of descent to the9 U, G8 N) f7 s: E. V+ E5 u
runway. Flameout approaches terminate in the type' @3 w; Z* F( U- _3 H9 o, D0 D
approach requested by the pilot (normally fullstop).7 z2 P% K+ j* W3 }
FLIGHT CHECK- A call‐sign prefix used by FAA$ T- u3 d8 Z( _; B& Q# a8 O: d& O
aircraft engaged in flight inspection/certification of
) u, z5 j f5 F' ]+ [. s6 Q# Gnavigational aids and flight procedures. The word" @# h4 E. _, n3 K0 N! B' H
“recorded” may be added as a suffix; e.g., “Flight9 P/ ]" {) l9 A$ n! u0 h X4 E. a
Check 320 recorded” to indicate that an automated
/ ^9 W% D+ P3 p) ]" ^flight inspection is in progress in terminal areas.$ {! R+ m. H, r9 Z9 l+ ]$ e$ c
(See FLIGHT INSPECTION.)
" G3 i2 w2 a; ]3 ?) T: m9 p: s(Refer to AIM.)" J! A* a7 N8 O- P
FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)4 N& p, ]( g" ~! Z+ b' T) N+ L" Y
FLIGHT INFORMATION REGION- An airspace of
8 d6 s, g7 \, J+ m1 zdefined dimensions within which Flight Information( ]2 h2 ^/ V6 n& S, y" j x4 K& v
Service and Alerting Service are provided.
0 C/ S2 l4 v) b: L4 C5 ra. Flight Information Service. A service provided
/ d( x# G1 n; B; Q) Sfor the purpose of giving advice and information
/ c6 h1 |% G$ E3 Guseful for the safe and efficient conduct of flights.
6 w! k) j3 d! @9 }6 ~% lb. Alerting Service. A service provided to notify2 x: C. I# `* w- f4 {% `
appropriate organizations regarding aircraft in need
9 u$ h0 i7 u8 o, D: c/ [1 X% Tof search and rescue aid and to assist such/ l2 ~- f9 N8 K, ^' y7 k* y8 t& _
organizations as required.
" C$ R0 l! N) vFLIGHT INFORMATION SERVICE- A service( } n6 i) G' h4 J v. b3 V; q# K
provided for the purpose of giving advice and
# n) [% y: U3 finformation useful for the safe and efficient conduct
0 C2 e5 O, S; C) e, q) C% bof flights.
6 C& H G/ q, k+ @: G0 Z7 vFLIGHT INSPECTION- Inflight investigation and
- C+ g2 [0 q1 i8 K y% U* Xevaluation of a navigational aid to determine whether5 ~6 G% \7 g( m: s# y7 [3 J
it meets established tolerances.: X( Z+ \2 Z* T
(See FLIGHT CHECK.)7 q" |# g; ^, D, H! V3 u6 O
(See NAVIGATIONAL AID.)
$ D* W8 W( J2 j( `: S. K/ rFLIGHT LEVEL- A level of constant atmospheric2 s1 `! @& F# P$ [: h1 m4 I
pressure related to a reference datum of 29.92 inches
& j4 U! a0 j J1 t; _2 U7 Uof mercury. Each is stated in three digits that represent' z0 J. n. \# t. J& _0 l
hundreds of feet. For example, flight level (FL) 250- v' b9 q/ \( y
represents a barometric altimeter indication of
% ? j6 _$ f4 M4 ]3 k25,000 feet; FL 255, an indication of 25,500 feet.
' l+ C6 i1 {- w( E) Y6 ](See ICAO term FLIGHT LEVEL.)
3 n- O) _8 o0 q" {1 vFLIGHT LEVEL [ICAO]- A surface of constant. K# X6 P' a' p6 W; B9 Z! y
atmospheric pressure which is related to a specific/ z7 q# W b0 b+ K
pressure datum, 1013.2 hPa (1013.2 mb), and is- j3 ?3 ?2 o/ M$ ]
separated from other such surfaces by specific
( D2 ]- a- j. E6 k5 W! ~ ^pressure intervals.: a b8 z# g7 f) P4 v
Note 1:A pressure type altimeter calibrated in3 {6 N1 m, d; Z6 e
accordance with the standard atmosphere:" s3 A! q5 @ ?/ w" c
a. When set to a QNH altimeter setting, will
9 O7 ~6 x: @- ^5 g' g4 s1 @indicate altitude;
7 X! i4 m, D# B* P( @b. When set to a QFE altimeter setting, will! L w3 \, v7 k, v1 }
indicate height above the QFE reference datum;
& ^6 b1 ~+ A% P/ @) \4 hand( \0 {5 ?# |1 E @
c. When set to a pressure of 1013.2 hPa
6 g1 u0 I& g$ X( n0 E(1013.2 mb), may be used to indicate flight levels.
$ Q w' g7 J; L$ P; B5 ZNote 2:The terms `height' and `altitude,' used in
- L& k q! k# H2 o8 [+ d+ m5 kNote 1 above, indicate altimetric rather than9 ^/ b. I. J8 z4 a) L" d# Y! L
geometric heights and altitudes.7 |5 v# g" d. O) B, p
FLIGHT LINE- A term used to describe the precise8 o( M Q3 V' b& H% R
movement of a civil photogrammetric aircraft along- O$ B' b2 \ n/ S" d2 f
a predetermined course(s) at a predetermined altitude
3 |3 Z: H) F: eduring the actual photographic run.( c- ~. Z: `) I9 ?& e* i
FLIGHT MANAGEMENT SYSTEMS- A comput‐
$ @2 S+ X# P' ker system that uses a large data base to allow routes: q; H; J4 `% A$ n7 E
to be preprogrammed and fed into the system by9 z T) M' `2 p7 ?/ j; w% @
means of a data loader. The system is constantly* p2 {' _0 M5 N3 M$ B4 j* H# B
updated with respect to position accuracy by' P' i0 Q' g. R* K; g
reference to conventional navigation aids. The" i% _' ?# T$ A. D7 V
sophisticated program and its associated data base/ H/ z$ Y' P1 @! A' L
insures that the most appropriate aids are automati‐+ Y2 |; {7 N* Q6 C6 @
cally selected during the information update cycle.9 j9 R* O8 m* g4 f$ J
FLIGHT MANAGEMENT SYSTEM PROCE‐/ ^4 J; R9 Q) i. w
DURE- An arrival, departure, or approach procedure
8 W; I% F5 n! s. G& y# |- S! qdeveloped for use by aircraft with a slant (/) E or slant
* p) @( k3 e' f- ](/) F equipment suffix.
$ A) o, j" x/ H) PFLIGHT PATH- A line, course, or track along which8 o8 }; b" d: @" f
an aircraft is flying or intended to be flown.. V) v* x3 ~( o7 R; M5 _) x
(See COURSE.)
4 {4 \, L, C. m(See TRACK.)
+ `7 a' c: x* F* n4 TFLIGHT PLAN- Specified information relating to
/ e' g7 V; j: jthe intended flight of an aircraft that is filed orally or. ^9 a3 w& O# H Z& L6 n
in writing with an FSS or an ATC facility.# c; S1 I- D8 J# `+ g7 U& r
(See FAST FILE.)# y3 i& P2 U5 ]. ~! u' b1 P
(See FILED.)
% P0 m3 s2 k; H(Refer to AIM.)
7 Y* D# A2 H, E/ [5 `2 e j/ xFLIGHT PLAN AREA- The geographical area
: c( U8 H! M" j) a. v8 D* E, aassigned by regional air traffic divisions to a flight
u+ s% T6 w/ }service station for the purpose of search and rescue7 B1 N" m, q! `4 P% D% x
for VFR aircraft, issuance of NOTAMs, pilot( E/ Y2 j4 T# F. M
briefing, in‐flight services, broadcast, emergency+ f1 @& R. s% @0 A$ w
services, flight data processing, international opera‐
* h6 C; ~, Z- R, |: }4 {' ations, and aviation weather services. Three letter
- w0 O4 n# V# Z- [! Y; d4 CPilot/Controller Glossary 2/14/08
, r& f, {) D3 B X% A4 V5 dPCG F-4' |! P& T" m1 G7 `% w1 ^" ~
identifiers are assigned to every flight service station
+ c# N( ^6 z# hand are annotated in AFDs and FAAO JO 7350.8," k( ^0 K9 N8 C9 y
LOCATION IDENTIFIERS, as tie‐in facilities.. P" c. b" ]9 o
(See FAST FILE.)
0 Z+ I! Y# ?7 E/ e- E(See FILED.)
J8 {" |! k/ r(Refer to AIM.)4 J( X$ j+ ~* `7 ]
FLIGHT RECORDER- A general term applied to0 _ R' z8 h! p! I
any instrument or device that records information
$ i$ Q( v! W; b* S, v0 { Zabout the performance of an aircraft in flight or about
$ b3 y0 {& X6 {% ?9 Z) _conditions encountered in flight. Flight recorders) I3 p# {1 i8 j5 k
may make records of airspeed, outside air$ r; V; E' N6 f; b& T
temperature, vertical acceleration, engine RPM,
( \( z# @& W7 hmanifold pressure, and other pertinent variables for a" q" x; B' R: _9 B, |
given flight.7 a9 B! Y0 H8 Y3 `1 e8 L! B, c* j
(See ICAO term FLIGHT RECORDER.)
: m$ ?7 l" p3 b4 oFLIGHT RECORDER [ICAO]- Any type of
2 A/ _1 X9 T, @; N8 @recorder installed in the aircraft for the purpose of
3 u9 L1 G) [' D) m; G- d4 `complementing accident/incident investigation.
6 A! }" ]0 g8 g: Z5 D6 DNote:See Annex 6 Part I, for specifications relating
( o" N5 Z6 `; \+ F, y% l# ]6 p: Gto flight recorders.' ^: E% w4 {! H9 N/ l
FLIGHT SERVICE STATION- Air traffic facilities) q9 d S& e1 x x/ P/ |
which provide pilot briefing, en route communica‐# _$ p/ p' U. z
tions and VFR search and rescue services, assist lost7 B7 S& ^, I3 a1 D7 k0 t7 |& N
aircraft and aircraft in emergency situations, relay
! Q* P3 U5 m* U/ h; M7 S* ZATC clearances, originate Notices to Airmen,9 P+ M) b) N1 H7 a7 q1 ]4 Q
broadcast aviation weather and NAS information,* z' m5 q9 l- f
and receive and process IFR flight plans. In addition,5 g4 O# ~7 f9 I6 e4 ^: b/ y+ [
at selected locations, FSSs provide En Route Flight% r. y; p) D$ n* w2 K" Y
Advisory Service (Flight Watch), issue airport
' c B! `6 ^( ^9 \advisories, and advise Customs and Immigration of1 T5 r% K$ A' y* _2 c8 ?
transborder flights. Selected Flight Service Stations
- K; C h) Z/ c7 R3 k2 Min Alaska also provide TWEB recordings and take2 l; s- V, n$ H4 s2 n2 ^1 j
weather observations.( J, ~' l$ [& u2 V+ g5 S' }
(Refer to AIM.)
& Q2 ~0 O. ^- m& PFLIGHT STANDARDS DISTRICT OFFICE- An
# T+ V! b- G0 `2 mFAA field office serving an assigned geographical; h ]; H8 |; ]8 t L" G
area and staffed with Flight Standards personnel who
) ~ d b5 |0 s& I5 Oserve the aviation industry and the general public on
x% s! l* D$ [% [/ Pmatters relating to the certification and operation of& o* e0 m; v/ Q, @! A
air carrier and general aviation aircraft. Activities
0 }; ]! u9 P2 sinclude general surveillance of operational safety, o- J+ a/ P7 S/ k" w
certification of airmen and aircraft, accident
4 |1 M) A* u' Iprevention, investigation, enforcement, etc., Q i+ c9 ]; x; e1 b6 |3 l
FLIGHT TEST- A flight for the purpose of:/ N5 T% s5 [2 |& ^& z* C0 U- K: g& }
a. Investigating the operation/flight characteris‐
* B# O' n9 n" E* a0 Ytics of an aircraft or aircraft component.
& O# M9 r8 B" _& ?) zb. Evaluating an applicant for a pilot certificate or! Z; U. M( h8 \3 N' F- ~
rating.
% V6 z7 c8 H* D/ `FLIGHT VISIBILITY(See VISIBILITY.)
' j. j2 x8 j7 W# X/ s8 xFLIGHT WATCH- A shortened term for use in
( X: t# R9 `9 O/ H9 Q2 fair‐ground contacts to identify the flight service
" c; W* g6 L3 V' [0 o N- Q, sstation providing En Route Flight Advisory Service;" l4 A( {$ w7 Q9 |3 U0 y$ \$ n
e.g., “Oakland Flight Watch.”% E/ Z: u1 m0 g5 y! C1 _# i
(See EN ROUTE FLIGHT ADVISORY8 x% E) |6 A; T) p
SERVICE.)3 j+ i& \# ]" o; t; N- L; `1 s
FLIP(See DOD FLIP.)
3 O. q. \; @ a+ m& h' P! nFLY HEADING (DEGREES)- Informs the pilot of3 G& U% m9 j0 V- V. q
the heading he/she should fly. The pilot may have to* v4 i3 z0 B0 d. l
turn to, or continue on, a specific compass direction
/ M: [ L* X8 x" E. z" }in order to comply with the instructions. The pilot is
; D7 P: ]7 |" x7 Dexpected to turn in the shorter direction to the heading
$ n: Y2 d' B a! b' C" R" m3 m8 Eunless otherwise instructed by ATC.
8 B7 i+ H) K' {# t: EFLY‐BY WAYPOINT- A fly‐by waypoint requires% e& D% a6 f+ L9 Q* e6 G) l* ]& F
the use of turn anticipation to avoid overshoot of the
: c! \2 p6 d" S4 x7 Anext flight segment.
( ]* Z9 N/ \$ f7 t9 aFLY‐OVER WAYPOINT- A fly‐over waypoint
# Y) `2 S7 J1 s* i4 [$ [0 Eprecludes any turn until the waypoint is overflown$ K C% b( ]# H* I5 L
and is followed by an intercept maneuver of the next
4 ^3 b n* q' U0 c4 \# `flight segment.' s* n& @6 j; N( {8 k2 N. ^+ t7 M
FMA(See FINAL MONITOR AID.)
, j2 t" _+ g2 rFMS(See FLIGHT MANAGEMENT SYSTEM.)$ L; i4 K: A3 y3 t
FMSP(See FLIGHT MANAGEMENT SYSTEM! G- G0 ]$ w: k$ s/ p2 W. i/ Z7 X
PROCEDURE.)) u: {/ p7 T6 o
FORMATION FLIGHT- More than one aircraft" V6 I( p4 x* W. z0 C
which, by prior arrangement between the pilots,3 ?4 V. b/ U" A; J1 V# Z
operate as a single aircraft with regard to navigation4 H. w5 G9 z! c! `3 h1 w
and position reporting. Separation between aircraft
* f1 p7 e0 ^0 R% awithin the formation is the responsibility of the flight
% R% {2 J* c1 D E( I& X8 hleader and the pilots of the other aircraft in the flight.$ @+ |/ w# w* g: Y3 H3 u7 j
This includes transition periods when aircraft within
5 P: C+ R: S& K6 j) X" zthe formation are maneuvering to attain separation( y& C& ?: T5 W y3 b# w" P
from each other to effect individual control and
2 E x4 b% w6 }2 i0 e( U4 k7 W$ M) [during join‐up and breakaway.7 _/ a- x/ V8 ~3 O
a. A standard form ation is one in which a
: P$ w8 {4 y- q, e" b. J2 Tproximity of no more than 1 mile laterally or6 k3 s% [1 i* C- P' }) F2 N+ w
longitudinally and within 100 feet vertically from the
" z& ^9 Y% h# X5 v( }flight leader is maintained by each wingman.
X. V; e" f7 k$ Kb. Nonstandard formations are those operating
8 h! a, F+ U* F; a$ s- W' n5 vunder any of the following conditions:
: W; G0 p4 o6 S- Q( O SPilot/Controller Glossary 2/14/08# `7 s6 x5 F$ Y' m
PCG F-5
/ ? `7 L2 c: f4 W7 N5 x L1. When the flight leader has requested and ATC& s* I( h! }- o# D5 r8 m% }1 f
has approved other than standard form ation
7 E- v" B$ G! S6 X; A/ hdimensions.; ^7 M4 |0 ^. M% u0 [5 ^0 w
2. When operating within an authorized altitude
( A' V+ D7 _( s: ?- L5 n5 ereservation (ALTRV) or under the provisions of a6 U/ Y4 W1 T9 B: M- C
letter of agreement.* l) @) O( |* p2 |
3. When the operations are conducted in
% D* Q* _7 Y& q J- c$ Gairspace specifically designed for a special activity.
5 d& G6 a7 q! V7 {- @; K(See ALTITUDE RESERVATION.)# q' U0 h# O. k# v" Q( o
(Refer to 14 CFR Part 91.)9 E6 w9 n+ |+ G! X8 r' U! {
FRC(See REQUEST FULL ROUTE CLEARANCE.)- L: M6 y6 S1 v6 k
FREEZE/FROZEN- Terms used in referring to
$ C/ G, _ H1 uarrivals which have been assigned ACLTs and to the6 ]# i7 G% t) l( E% }9 s7 L, W
lists in which they are displayed., y4 ]1 l0 @# m+ D: b, ?
FREEZE CALCULATED LANDING TIME- A
( M2 M& j" S& I8 udynamic parameter number of minutes prior to the, w3 O# W: s( e. v" p0 p- k
meter fix calculated time of arrival for each aircraft0 Y! J+ Y. P+ T) ]7 p
when the TCLT is frozen and becomes an ACLT (i.e.,7 Q! a, l( W, _$ D. ]3 _9 _( J- u
the VTA is updated and consequently the TCLT is' q5 m! O0 i) \$ Y: }
modified as appropriate until FCLT minutes prior to
. c2 ?& w; g6 u* t; ? o# K$ A& _& vmeter fix calculated time of arrival, at which time
W( i+ n3 ~: t( i8 @" B l) M E" Uupdating is suspended and an ACLT and a frozen6 e# u9 g! L/ C
meter fix crossing time (MFT) is assigned).8 L/ }5 e0 \5 _ _9 S' F
FREEZE HORIZON- The time or point at which an
" p" z3 Z8 ~! o) F4 p: Iaircraft's STA becomes fixed and no longer fluctuates
- b7 X( ~. l4 d0 n5 owith each radar update. This setting insures a constant
0 U4 I: a" ?' V# B! ctime for each aircraft, necessary for the metering
; N0 ?+ E+ _, b2 ?/ q7 ucontroller to plan his/her delay technique. This
+ l |" D2 ?% K3 P; Xsetting can be either in distance from the meter fix or
/ Q& L5 n/ ?3 M5 r, R& Ua prescribed flying time to the meter fix.
7 g' _+ H) |. a) HFREEZE SPEED PARAMETER- A speed adapted) J6 D8 F9 u; J- H* h7 L4 N
for each aircraft to determine fast and slow aircraft.3 c8 c' s% s/ G7 Z" }
Fast aircraft freeze on parameter FCLT and slow
6 z6 V4 S4 a+ z- L' B gaircraft freeze on parameter MLDI.& h1 {5 v3 K" j0 B/ K/ H) j! N
FRICTION MEASUREMENT- A measurement of
# m, K" u z6 B- |/ fthe friction characteristics of the runway pavement
) l' W m8 u6 Xsurface using continuous self‐watering friction, P8 e5 D' F$ N" S) u8 ~
measurement equipment in accordance with the6 |4 k+ O3 I6 O- S. H8 W9 O( s
specifications, procedures and schedules contained0 }* U' L$ x2 }: S- A) q" s: p
in AC 150/5320-12, Measurement, Construction,
7 e0 j, W3 `2 i2 U1 Q3 j ]/ band Maintenance of Skid Resistant Airport Pavement
' t0 D3 Z: ` y% nSurfaces.
0 E; {9 @, ]' ~& s9 g0 a. hFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)6 ^; A# U8 _( P$ m# ~% W4 @
FSPD(See FREEZE SPEED PARAMETER.)2 e' `/ A6 U2 f
FSS(See FLIGHT SERVICE STATION.)' q h. Y2 Y+ K) O5 q
FUEL DUMPING- Airborne release of usable fuel.
- z! E4 I+ S' k: }0 {# LThis does not include the dropping of fuel tanks.' {+ I- b0 L2 a" ]( V
(See JETTISONING OF EXTERNAL STORES.)
5 V' |1 r: _2 q, s. C$ p; oFUEL REMAINING- A phrase used by either pilots# c, }' r" [4 ]' D+ y
or controllers when relating to the fuel remaining on8 B; p# M7 T. w) q4 b8 z K
board until actual fuel exhaustion. When transmitting' S; c# A( C) W* d: I/ s8 {; S
such information in response to either a controller- ]% k6 N8 ]! W0 M ]- R
question or pilot initiated cautionary advisory to air# ~( M: Z: d" q7 d x$ d/ ^
traffic control, pilots will state the APPROXIMATE
0 n6 B- n- o4 t- MNUMBER OF MINUTES the flight can continue6 M' {0 z. A& S6 l' S1 s
with the fuel remaining. All reserve fuel SHOULD
8 W. V4 W' S: @BE INCLUDED in the time stated, as should an8 O" c% ?/ Z& R6 t
allowance for established fuel gauge system error." W; B2 q k- x- w: [
FUEL SIPHONING- Unintentional release of fuel
7 K0 ^1 d s; B: b( F" Wcaused by overflow, puncture, loose cap, etc.2 l! ]. |- G6 S1 V
FUEL VENTING(See FUEL SIPHONING.)
: f n4 ~9 B8 R8 I& K8 g3 V8 H) cPilot/Controller Glossary 2/14/088 O5 W( z) h% D: h; Q
PCG G-1& {; X8 K4 v$ ]. }1 a- L# H6 H E
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