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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
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