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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:13:05 |只看该作者
COMPOSITE SEPARATION- A method of separat‐$ A- r- B1 X1 [, C7 x ing aircraft in a composite route system where, by9 r4 N/ N5 @' K management of route and altitude assignments, a / D4 J* x& ]1 o+ K' L: z7 U5 Kcombination of half the lateral minimum specified for* W' F4 _1 V% x6 Q2 Z0 y the area concerned and half the vertical minimum is/ [; J' F! A+ N& @1 s applied. $ z y2 B( E1 h! I( A) GCOMPULSORY REPORTING POINTS- Reporting + q" m& g1 K* @/ _* C' Q0 K" K/ _points which must be reported to ATC. They are - C5 n o) r, i7 C' y8 V; M+ V1 ~designated on aeronautical charts by solid triangles or, r. i) J) L4 [% u% x2 j filed in a flight plan as fixes selected to define direct0 J; T! \0 e# M# p9 K' t8 x routes. These points are geographical locations" k# `( H) v2 b+ | which are defined by navigation aids/fixes. Pilots ) F) Q# S! f% J( z5 I' Oshould discontinue position reporting over compul‐ ! n& A9 b9 g+ n5 X2 D4 a3 k+ ssory reporting points when informed by ATC that5 Q7 k6 D1 V7 I n; ] their aircraft is in “radar contact.” ( ]3 g( o( f4 N9 M9 i! @& rCONFLICT ALERT- A function of certain air traffic& x3 [! @2 u- Z control automated systems designed to alert radar $ s6 i3 v* B7 _' fcontrollers to existing or pending situations between , _; Y6 h M& O, G3 C6 p; _' r+ stracked targets (known IFR or VFR aircraft) that2 t1 f) L6 `) g7 D. R6 E) W require his/her immediate attention/action.9 E2 l; ~; E. |) m( m (See MODE C INTRUDER ALERT.)6 {+ ?' }. z0 n$ I& G CONFLICT RESOLUTION- The resolution of! Z- Q1 X8 p y! W' h potential conflictions between aircraft that are radar! m1 u7 n& B& g# g3 O8 J7 ^ identified and in communication with ATC by x5 D8 @2 f: m/ pensuring that radar targets do not touch. Pertinent : F1 s: k# m- E+ O* Y( T$ [* ]traffic advisories shall be issued when this procedure$ [; P) i( n3 \2 M4 h9 s is applied.- }5 X) f) W3 K Note:This procedure shall not be provided utilizing/ D/ m8 Q# ]( r- s- K, x1 e$ ` mosaic radar systems.: i+ P2 s9 {; n8 v CONFORMANCE- The condition established when7 @% f# r2 W! c& { an aircraft's actual position is within the conformance 8 f+ k; }" z4 ^9 w- Hregion constructed around that aircraft at its position,8 | z5 C" m ^' b( { according to the trajectory associated with the; a% r4 e5 N3 ` aircraft's Current Plan. . ]5 u. c' M) k" t+ pCONFORMANCE REGION- A volume, bounded 8 P1 n; r: ~# g* f' B T; U6 ]laterally, vertically, and longitudinally, within which : Z9 Y D& Q' q* [* Z! d9 man aircraft must be at a given time in order to be in: I, {; L; G4 ^1 j( t. _8 I) i conformance with the Current Plan Trajectory for that+ n8 ?$ H( |$ U' Y aircraft. At a given time, the conformance region is& Q( G8 O) [4 Y% d; Z N% J determined by the simultaneous application of the: r) c. V& [, |/ }8 i6 A" c* U lateral, vertical, and longitudinal conformance- u& E0 U% U4 ]/ u1 | bounds for the aircraft at the position defined by time " K- [2 e. o! a4 N) l# u0 pand aircraft's trajectory.* T3 d2 b5 k7 o0 q, I; f CONSOLAN- A low frequency, long‐distance * f v; W5 w$ R3 U+ I2 Q, l1 @NAVAID used principally for transoceanic naviga‐ 5 ^, E M/ E) }$ Q Ptions. . ?1 n& Z- X* `7 k( Z: \+ G- RCONTACTa. Establish communication with (followed by the1 N* [1 o g4 d4 m5 N+ x name of the facility and, if appropriate, the frequency' _' s: ?* |" H to be used). ) _; O/ v9 Q7 I; d3 X5 V" Sb. A flight condition wherein the pilot ascertains6 Y. G" `$ a# [" U" X& o6 A0 U# n the attitude of his/her aircraft and navigates by visual* C& [8 E: S4 \# i5 }3 g& Y6 U reference to the surface.. X" L6 s! z: ]2 \7 G5 g (See CONTACT APPROACH.) . a6 p4 ?' Y/ I( l' H4 U* N9 H0 o(See RADAR CONTACT.) - S( P+ a( G2 k. x8 c5 `CONTACT APPROACH- An approach wherein an: v1 v8 l! `, G aircraft on an IFR flight plan, having an air traffic . w& p2 A! r' ucontrol authorization, operating clear of clouds with }3 o1 U0 \& s- `; ]6 q2 O' lat least 1 mile flight visibility and a reasonable/ P& n* s- p; @* L: L expectation of continuing to the destination airport in C5 g7 Z% z+ q! S/ }4 I5 Z those conditions, may deviate from the instrument- e9 P+ y" v! k% y approach procedure and proceed to the destination ; K* {. s" T8 ~; Pairport by visual reference to the surface. This8 A7 {; b9 @& J( E! M% B3 b2 ? approach will only be authorized when requested by; Q# E9 L8 P% @& C u& T the pilot and the reported ground visibility at the 3 g/ X# }) y0 L; a7 ?destination airport is at least 1 statute mile.& ~ ?9 M' Y* {) t$ t! u! {) T (Refer to AIM.) ) q. a o: \8 c$ SCONTAMINATED RUNWAY- A runway is% B) R( R- B5 M$ d* O considered contaminated whenever standing water, : Z5 f8 R! D( z) Y' F" C0 G$ X) lice, snow, slush, frost in any form, heavy rubber, or ) M# P( }( w! N5 M* t! X1 ?) Mother substances are present. A runway is contami‐1 ]: |& h8 q/ c# Y' N7 z nated with respect to rubber deposits or other5 v5 E' g6 ^, _% ? friction‐degrading substances when the average1 O4 p8 Y9 f4 e- Y: t( F. U' z; {8 \ friction value for any 500‐foot segment of the runway . e$ `4 g5 `0 r! Dwithin the ALD fails below the recommended3 G& h. ^% v5 t+ | minimum friction level and the average friction value: Q) r0 P/ @3 M7 Z in the adjacent 500‐foot segments falls below the ' ]5 B- x% h3 {+ g0 ymaintenance planning friction level. & e% l. I# R' _0 j/ rCONTERMINOUS U.S.- The 48 adjoining States; v( p/ `0 y- _5 \ and the District of Columbia.7 q9 `' Y" }4 `9 T1 C1 d( H Pilot/Controller Glossary 2/14/08 % L; u; b. d6 \- nPCG C-69 h+ h! q6 P2 N: o* `: X CONTINENTAL UNITED STATES- The 49 States 3 r: @9 J: L' A( olocated on the continent of North America and the & e2 ^8 C, Y s5 xDistrict of Columbia.) Y9 @: D6 W5 Z5 j! i% z CONTINUE- When used as a control instruction 4 Q, I: ~6 W7 l. M1 w* f Qshould be followed by another word or words $ j" w7 W/ T, pclarifying what is expected of the pilot. Example: 0 o3 v. j( g: \# p+ a5 \, a“continue taxi,” “continue descent,” “continue 9 m6 i- \+ s$ O1 einbound,” etc. 9 {+ p" R* v. u ]% q3 p. FCONTROL AREA [ICAO]- A controlled airspace ) c, z/ `% J" \& N& E& s V: pextending upwards from a specified limit above the" u& D& F' x: X# `8 k earth. + I& X+ D: V: U3 lCONTROL SECTOR- An airspace area of defined9 e0 ?9 U$ N8 q horizontal and vertical dimensions for which a+ J4 K6 s8 \" _: c" z7 f controller or group of controllers has air traffic . J3 m$ g- b5 d: Y% _! Kcontrol responsibility, normally within an air route ' n) g8 L( X2 `9 W+ G$ Ftraffic control center or an approach control facility. # S; O8 Y4 B2 p2 c0 ASectors are established based on predominant traffic* G+ m! z, }5 K+ `0 Z: Y flows, altitude strata, and controller workload. : `& \8 x" _+ O' ~! wPilot‐communications during operations within a 4 q8 Y' t6 ?5 d0 isector are normally maintained on discrete frequen‐/ j7 F6 v! T( o cies assigned to the sector.$ p4 s( ]( ?/ @0 q& _% w (See DISCRETE FREQUENCY.)4 @6 a. R i) q ~9 O! ~6 F( _! [1 U CONTROL SLASH- A radar beacon slash repre‐! n. ~" Z( E, @; k senting the actual position of the associated aircraft.0 W) b" ~/ ^# r Normally, the control slash is the one closest to the5 V7 l' i0 x" w. Q+ B% j3 M; a interrogating radar beacon site. When ARTCC radar) U G/ H7 W) \$ k is operating in narrowband (digitized) mode, the. J& E2 c# h5 X control slash is converted to a target symbol. " X7 H0 n6 j$ A2 cCONTROLLED AIR SPACE- An airspace of ! [. ]- ]( C# ^7 ydefined dimensions within which air traffic control / i) N9 }; ^( x( Oservice is provided to IFR flights and to VFR flights , a$ v+ {" t! k9 Oin accordance with the airspace classification. 8 r1 w" T7 t, y. ]9 Z6 sa. Controlled airspace is a generic term that covers. [' A9 j5 K) e8 V Class A, Class B, Class C, Class D, and Class E 5 g4 S; S2 p. n" V) h* Eairspace. 9 g3 ?% R% k6 q r& \0 }$ b7 K6 cb. Controlled airspace is also that airspace within ; ^7 Z9 s9 U y" C: }8 ^which all aircraft operators are subject to certain pilot " b' W# J( b# G6 `( Vqualifications, operating rules, and equipment / A. I2 v, \, {0 zrequirem ents in 14 CFR Part 91 (for specific & J- P* j, Q9 l( N' z" [5 r6 I4 Loperating requirements, please refer to 14 CFR3 K4 Q/ t$ Q$ Z( h Part 91). For IFR operations in any class of controlled 9 H7 \ p5 [/ g$ D' U! y; ?* X0 _airspace, a pilot must file an IFR flight plan and & y# {1 y: t9 L4 u% Vreceive an appropriate ATC clearance. Each Class B,& ]7 Q3 T; Y7 O Class C, and Class D airspace area designated for an j6 G5 V0 l! c- C% V1 G6 Gairport contains at least one primary airport around 9 A* C; k4 Q4 j1 f7 T* h, L! W2 t6 xwhich the airspace is designated (for specific 1 _" j; I: E" Zdesignations and descriptions of the airspace classes,8 h+ [, `5 l3 |" h, P! ` please refer to 14 CFR Part 71). & y5 s8 U) Y" k7 O) k8 v) nc. Controlled airspace in the United States is + |: K) W3 U, }6 j% s Bdesignated as follows: $ `0 }0 f6 S+ C1. CLASS A- Generally, that airspace from' _' X' o' S& w$ B. l 18,000 feet MSL up to and including FL 600, - b1 B/ w- s% N1 e' lincluding the airspace overlying the waters within 12 5 q8 J. a8 V- N V7 ^# ~nautical miles of the coast of the 48 contiguous States " I! J9 u4 O, F& K( I* |+ rand Alaska. Unless otherwise authorized, all persons! E/ n0 ?5 H2 ^/ b& ^* j must operate their aircraft under IFR. ; i. t; v p1 Q7 a2. CLASS B- Generally, that airspace from the1 R5 s u2 Y! c& ~7 {8 ` surface to 10,000 feet MSL surrounding the nation's, \, S H: Y/ q1 g' H7 x8 R2 } busiest airports in terms of airport operations or# O8 G* q T0 e' N passenger enplanements. The configuration of each " Q% z: W# ^: U9 k9 s# [6 s' }Class B airspace area is individually tailored and4 Z' u' O1 p. } consists of a surface area and two or more layers0 ^ T# @! U6 T2 ~; I (some Class B airspaces areas resemble upside‐down/ T( X/ e- d8 W% i wedding cakes), and is designed to contain all 5 C' k8 Q; m0 v9 |published instrument procedures once an aircraft, q3 e# G: \/ R6 p enters the airspace. An ATC clearance is required for + h& \! B5 x, N5 e* Fall aircraft to operate in the area, and all aircraft that ! l. w ^) |$ O9 Uare so cleared receive separation services within the3 M6 J: b6 u% A# x airspace. The cloud clearance requirement for VFR, C& N8 Q0 @* P$ B; l+ W) g3 m, C operations is “clear of clouds.” " H; U' |! Z3 U& H0 K$ M) n3. CLASS C- Generally, that airspace from the % p$ i" b3 i7 @surface to 4,000 feet above the airport elevation/ O3 |# |( v, k2 e (charted in MSL) surrounding those airports that% t/ B3 w! j4 v9 P1 m have an operational control tower, are serviced by a % i! v; v; b6 p# jradar approach control, and that have a certain4 G- H) O+ u( Q4 d number of IFR operations or passenger enplane‐2 A3 |4 m1 |3 x& p ments. Although the configuration of each Class C: \2 t( Z, I* _ @ W+ M3 T O area is individually tailored, the airspace usually 2 B0 D5 }$ p8 @. ^5 [3 nconsists of a surface area with a 5 nautical mile (NM)9 E$ L1 g+ N$ u% t7 @( F radius, a circle with a 10NM radius that extends no - M6 \' S; m. flower than 1,200 feet up to 4,000 feet above the) G5 K$ \; e! v& {+ B, N/ n airport elevation and an outer area that is not charted.( z, x! [9 ^8 n3 B9 X" p( k2 t5 S Each person must establish two‐way radio commu‐8 Z' Y9 c5 O+ f nications with the ATC facility providing air traffic 3 x. e S$ O5 T+ \4 xservices prior to entering the airspace and thereafter - `' ?; Q& \, _* h U u4 _maintain those communications while within the 1 ]0 p' c" ]( q* `1 r7 _: wairspace. VFR aircraft are only separated from IFR 5 |0 b- S, Z0 ?. Waircraft within the airspace.$ W% l. W- i: B6 A8 t' F+ r% E" \ (See OUTER AREA.) . q. T3 m7 E/ r& w# h4. CLASS D- Generally, that airspace from the + N: s# K: L; y+ _" ]surface to 2,500 feet above the airport elevation 1 a/ E' C3 m- _. g( A- C3 h(charted in MSL) surrounding those airports that ( N& ] s2 Z) C9 G% uhave an operational control tower. The configuration % e+ k6 b& f2 m( qof each Class D airspace area is individually tailored# S; h% m4 _0 ^! f- G and when instrument procedures are published, the7 `+ q1 Q. A5 j [ airspace will normally be designed to contain the + l5 g S+ I7 s1 h- r1 L& gprocedures. Arrival extensions for instrument 7 E w) i0 |' a2 K9 e: oapproach procedures may be Class D or Class E; z6 T; A% ]8 q7 Z Pilot/Controller Glossary 2/14/08- ?0 C6 j, c, S E: d PCG C-7 $ p- O# ]8 Y. `$ e3 g% t: Qairspace. Unless otherwise authorized, each person ' P1 J& @1 M& |( b; ~" fmust establish two‐way radio communications with ( y9 Q- {2 Q g" o/ E Nthe ATC facility providing air traffic services prior to8 X) _: i0 C* M0 z entering the airspace and thereafter maintain those $ |& j' Q/ J/ s0 x0 Hcommunications while in the airspace. No separation - k) J) h( w8 _$ h9 kservices are provided to VFR aircraft. & U! X' Z3 Q2 o8 F* O: n% z5. CLASS E- Generally, if the airspace is not8 z) G3 o3 R8 G: f; F Class A, Class B, Class C, or Class D, and it is$ Y& H# w1 E. ?" ]* e. {) u) U' p. E controlled airspace, it is Class E airspace. Class E . e0 j" b" W, O; o; W- \airspace extends upward from either the surface or a! a+ @5 H7 ]) s" l* L3 P designated altitude to the overlying or adjacent7 T* A( b. I' T controlled airspace. When designated as a surface6 F2 w3 @3 k2 s- f8 e$ x5 u/ S. t) X area, the airspace will be configured to contain all 7 b9 u" ^# R4 {* z$ sinstrument procedures. Also in this class are Federal9 ]2 Q4 ?; H8 n9 E airways, airspace beginning at either 700 or 1,200 $ P2 o! u" P( ~. }0 J% Lfeet AGL used to transition to/from the terminal or en/ ^# H3 F- o, {3 p0 O route environment, en route domestic, and offshore " z: z% d/ M. ~$ ~airspace areas designated below 18,000 feet MSL. : ?. E* V8 A, W0 |; i+ U6 h/ O5 OUnless designated at a lower altitude, Class E- j9 ?9 L( O V9 A, T, y& [0 z airspace begins at 14,500 MSL over the United- G& }7 P! V6 f9 Q5 E0 n States, including that airspace overlying the waters / c1 L/ Q, B6 w0 x6 _# bwithin 12 nautical miles of the coast of the 48 / n) v* _+ i6 E1 }' \ Dcontiguous States and Alaska, up to, but not 6 O( G- x. p$ c) G/ rincluding 18,000 feet MSL, and the airspace above* v# E6 H+ A& t FL 600.* o6 Z4 q' f* B3 O' R) v* ^: u CONTROLLED AIRSPACE [ICAO]- An airspace+ H7 O4 ^" Y4 E+ e of defined dimensions within which air traffic control5 Q0 e! q1 S# Y2 Z2 ^) m V$ g3 l: A1 k service is provided to IFR flights and to VFR flights ' ~' t( k+ e9 kin accordance with the airspace classification.7 }, C; R: }& Y' n6 [ Note:Controlled airspace is a generic term which 1 ] {5 _# z5 X$ n6 ~, }7 p% lcovers ATS airspace Classes A, B, C, D, and E.* @/ J7 F4 ]1 ?) `5 e CONTROLLED TIME OF ARRIVAL- Arrival time7 l, ]/ X( }, i/ q" M0 Y9 ~0 Q9 U assigned during a Traffic Management Program. This 7 x7 c: [ v( K f; etime may be modified due to adjustments or user 3 j* |! u! | v& M6 ^options. * T) ` \1 e$ C d! uCONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)& ^' v2 q5 x2 M) |( ^ g CONTROLLER [ICAO]- A person authorized to # k& D/ F2 v) P7 ]8 _( H2 zprovide air traffic control services. " Q7 a! T1 o6 O3 s+ Z8 ^6 T4 BCONTROLLER PILOT DATA LINK COMMU‐7 ?/ C3 g3 u* h4 ^; J4 \ NICATIONS (CPDLC)- A two-way digital very( D5 C- [, e. E- B% }. g6 _! B high frequency (VHF) air/ground communications: c; M6 L$ C8 L( U& C$ r( c: p" b system that conveys textual air traffic control 9 `4 J& u; ]8 }; Smessages between controllers and pilots. 0 M: }* M0 v/ B3 V) PCONVECTIVE SIGMET- A weather advisory+ b- P9 u$ B7 p concerning convective weather significant to the ' i2 b. H- C0 N6 ~4 ?safety of all aircraft. Convective SIGMETs are issued * H1 f5 ]+ C1 q7 ?1 v6 o* ^% t! ffor tornadoes, lines of thunderstorms, embedded6 e! p! ^5 G' x# w, `$ s9 X% h3 |% @ thunderstorms of any intensity level, areas of , g( q7 j. |+ Q0 ^- D9 ]% ythunderstorms greater than or equal to VIP level 4 1 V0 c1 F! G& c2 {/ a) ^% Fwith an area coverage of 41 w- s: z9 w0 t+ P; U) ]0 Z: g /10 (40%) or more, and hail * C( V7 ~ W0 [6 d) o( q33 A4 J; a2 \! e- Z& i/ C /4 inch or greater.' S |! B# e4 P4 ^ (See AIRMET.) # X( c! r' u- z- Y(See AWW.) 5 ], ]3 G* K" n) k, E(See CWA.)& H' F! I1 i* R/ i: ]2 w0 |9 e; d (See SIGMET.) , ?5 B, A9 O6 n- N& G" p5 i(Refer to AIM.) 0 s$ x+ \: K0 C0 p9 E4 TCONVECTIVE SIGNIFICANT METEOROLOG‐1 e6 O4 \- }$ e" n ICAL INFORMATION(See CONVECTIVE SIGMET.)9 Q1 Z+ }% m. w COORDINATES- The intersection of lines of5 A' b" l& N& T3 `7 i9 L L; L- C$ G) H reference, usually expressed in degrees/minutes/6 H1 n1 ]5 v2 P6 D seconds of latitude and longitude, used to determine ; ^# t A9 U$ p* t$ v. A. kposition or location. 7 G3 {3 I7 w- _8 `0 a5 q* YCOORDINATION FIX- The fix in relation to which 3 p. n8 Z ^- _: Ffacilities will handoff, transfer control of an aircraft,9 i* n1 `' S' v* B8 V5 {0 | or coordinate flight progress data. For terminal 4 S1 Z0 y% l3 hfacilities, it may also serve as a clearance for arriving 1 W/ E$ n# q v3 @aircraft.8 E# q/ T# {; p# A% m! Q8 O- S6 V COPTER(See HELICOPTER.)* ?& ^8 l/ o9 B+ ^* f: U CORRECTION- An error has been made in the( U8 r0 H) M, D/ @. p transmission and the correct version follows.% v$ @4 l! x2 H0 o; p: U/ f COUPLED APPROACH- A coupled approach is an! N4 }! ?+ N R instrument approach performed by the aircraft: F! A) ]0 T5 |; m) Z autopilot which is receiving position information/ _- y5 F8 O( l* l# z. _- N and/or steering commands from onboard navigation * S: {$ X, h+ ~3 e5 B7 pequipment. In general, coupled nonprecision ap‐& b8 e& Y( r" Y+ D proaches must be discontinued and flown manually + g4 F3 V& G3 h+ A& a1 ^at altitudes lower than 50 feet below the minimum1 D4 K! p# K. L( M- Z e z descent altitude, and coupled precision approaches, l$ `4 x+ e- _ must be flown manually below 50 feet AGL.7 s! q! Q6 B3 z2 ^! L* O. @* E Note:Coupled and autoland approaches are flown. B4 _* S! k5 P/ o7 u% l M in VFR and IFR. It is common for carriers to require! v7 T% }8 l9 R: X/ v E; C) q their crews to fly coupled approaches and autoland n4 m) W5 c+ g6 Z4 ?approaches (if certified) when the weather `3 r# c# Y A: z/ q+ dconditions are less than approximately 4,000 RVR. # ]2 F6 c6 M6 l$ n: x(See AUTOLAND APPROACH.)9 r$ y3 i, j N) y/ e9 I COURSEa. The intended direction of flight in the horizontal" B5 r2 Z" H5 i: E- P" f plane measured in degrees from north.# f9 d& g- z; J/ I' q b. The ILS localizer signal pattern usually . O, x7 ]2 c! r8 |+ hspecified as the front course or the back course. 0 P {! S4 f4 e% f$ _Pilot/Controller Glossary 2/14/084 T' A. ?' S3 J" e5 A; U6 J- h PCG C-8 * G) A" v3 v. I8 O6 mc. The intended track along a straight, curved, or4 q% c+ h6 T( ? I' e7 { segmented MLS path. " e. K. w/ _1 g) E# j& l6 _# M" B! O(See BEARING.) - H9 }# B& `1 h- Z" k9 a7 c(See INSTRUMENT LANDING SYSTEM.) m$ d: O9 n7 B(See MICROWAVE LANDING SYSTEM.)6 k) `' y2 u5 o$ T6 s (See RADIAL.); D' l1 z `: U7 a1 h+ Y0 \ CPDLC(See CONTROLLER PILOT DATA LINK7 d* i7 I, S4 o" ^ t( \8 N COMMUNICATIONS.) 5 {2 X! f, X6 P# D+ R3 d4 GCPL [ICAO]- n5 B m+ i0 W5 f5 S (See ICAO term CURRENT FLIGHT PLAN.)% S* d; _/ D8 S& `* j CRITICAL ENGINE- The engine which, upon2 Y$ w5 C* Q! Z failure, would most adversely affect the performance 1 B/ o6 [. v/ |* Q7 Lor handling qualities of an aircraft. 0 r0 K8 ]# t2 {! ?4 dCROSS (FIX) AT (ALTITUDE)- Used by ATC1 j! R2 t: n% i0 Q2 b when a specific altitude restriction at a specified fix* N7 Y' V/ B l is required. E8 N3 a1 z2 V e7 E* h1 pCROSS (FIX) AT OR ABOVE (ALTITUDE)- Used5 ~, X: L' D3 t4 o; x1 I i by ATC when an altitude restriction at a specified fix 3 p: [) D3 p- ~! kis required. It does not prohibit the aircraft from* z9 y+ Y6 a* F3 ?8 L crossing the fix at a higher altitude than specified;' g! }6 Q6 e% E) R0 @ however, the higher altitude may not be one that will- ]* b, M1 P) H p) L+ K violate a succeeding altitude restriction or altitude6 \1 d, K' Q1 r1 q* v assignment.% u; ?. M, X0 g (See ALTITUDE RESTRICTION.)) b; r6 j3 ]3 D& M) I: h (Refer to AIM.), q& }0 i: x2 t' h CROSS (FIX) AT OR BELOW (ALTITUDE)-! ?/ W; F: B2 O G/ q) ~& G, X9 m Used by ATC when a maximum crossing altitude at" R* O# Y. y: B- Y a specific fix is required. It does not prohibit the 9 X: V2 _- N. i: N) j2 X E0 i/ Xaircraft from crossing the fix at a lower altitude; , n ^* N5 |% l" |; P, y* Fhowever, it must be at or above the minimum IFR% H. s* ^1 E/ N$ L& i2 w altitude./ C2 R6 K/ ]+ j' M. C (See ALTITUDE RESTRICTION.) 5 k6 Q8 h% N. O0 g I(See MINIMUM IFR ALTITUDES.) 9 _, Q/ M n8 a5 |2 `0 M; r7 g s(Refer to 14 CFR Part 91.)6 \0 A* Q+ o( g- K- w& b8 [2 _& Z CROSSWINDa. When used concerning the traffic pattern, the- j/ F% B& V q" N word means “crosswind leg.” 6 A% b! B7 J2 d1 J(See TRAFFIC PATTERN.) % }; j- g% Z4 N3 O' _7 \b. When used concerning wind conditions, the) s6 s) S; }+ b word means a wind not parallel to the runway or the / r, P7 i1 C: }path of an aircraft.9 f$ x' E: L6 S7 B- P) P5 l (See CROSSWIND COMPONENT.)' E- p/ V$ M2 A3 @& B! A8 V. t CROSSWIND COMPONENT- The wind compo‐ & ]' X" H" U+ c5 b2 Enent measured in knots at 90 degrees to the- B3 G# `( _( _. \6 u longitudinal axis of the runway.' o# P2 j. L6 q! n CRUISE- Used in an ATC clearance to authorize a 2 T! b2 e% w+ z+ C. _pilot to conduct flight at any altitude from the9 @5 X1 K, L2 K m5 F minimum IFR altitude up to and including the$ _6 |! ]5 j, P I, u- G9 w altitude specified in the clearance. The pilot may . m8 u4 Y' T- |% \level off at any intermediate altitude within this block 1 K" z! l2 n1 T$ ?* [, zof airspace. Climb/descent within the block is to be + e9 f+ i' Z/ S9 N# cmade at the discretion of the pilot. However, once the T& d% {, d y pilot starts descent and verbally reports leaving an & `& s0 l. y: A; V) paltitude in the block, he/she may not return to that & X! q3 z9 w+ q7 w8 }altitude without additional ATC clearance. Further, it3 c' q6 T: \2 _% A: L- d% F9 U is approval for the pilot to proceed to and make an ) @0 R7 \) C$ A/ H3 {approach at destination airport and can be used in5 S* x. H, f2 G9 q" W conjunction with:5 Q* Y0 r- v3 H3 W* t: W+ \ a. An airport clearance limit at locations with a0 s# F3 d4 A+ C( K7 ] standard/special instrument approach procedure. The/ ]# Z: `0 C& [ C% L CFRs require that if an instrument letdown to an 0 p" E3 F6 R6 \1 ~3 F$ \airport is necessary, the pilot shall make the letdown . r, e. `3 k( d* h5 ^1 uin accordance with a standard/special instrument3 W# N1 x# }0 S) {# X5 H approach procedure for that airport, or. v! \' |# o# ?" D: h& t7 n b. An airport clearance limit at locations that are 9 b/ P1 d% z7 dwithin/below/outside controlled airspace and with‐1 W6 w5 `' {, v, V- c out a standard/special instrument approach : M0 ]1 G4 O# dprocedure. Such a clearance is NOT AUTHORIZA‐ * ]5 W2 L% s& T; G5 g2 vTION for the pilot to descend under IFR conditions$ e/ C/ q. |8 Q9 _% a% `; K7 ^ below the applicable minimum IFR altitude nor does . a7 M/ W, Z- ^. q" w: u* tit imply that ATC is exercising control over aircraft( B' D4 q7 t: G' ? in Class G airspace; however, it provides a means for! i- A/ n$ Z% Z( c& } the aircraft to proceed to destination airport, descend,4 u, S d* [ i1 r p7 X and land in accordance with applicable CFRs - y1 ]( C9 u1 o2 M. dgoverning VFR flight operations. Also, this provides% t5 H: W4 ?. P5 j, H search and rescue protection until such time as the/ ?/ c+ _. W! |1 x/ D IFR flight plan is closed. ' U: J- U3 x9 V r5 I(See INSTRUMENT APPROACH$ P) @$ N6 i; n. r+ G) u2 q# D PROCEDURE.) 8 ^2 L5 J0 R* q: P) A7 @' c; SCRUISE CLIMB- A climb technique employed by. V8 h' S, W- R( g! S# C aircraft, usually at a constant power setting, resulting7 L, h9 ^) g4 o1 T- D% ], ~ in an increase of altitude as the aircraft weight8 j) h* ^2 w* O* n) x decreases. 5 ? r( _) ?4 L0 WCRUISING ALTITUDE- An altitude or flight level - J1 ? p! P b/ \maintained during en route level flight. This is a 7 V+ `& a) `% w$ hconstant altitude and should not be confused with a - J. |! \% f$ i5 ~8 hcruise clearance./ I" n, w% s {) `# G (See ALTITUDE.)0 a# D$ k+ U/ I- e (See ICAO term CRUISING LEVEL.)# x% @0 d4 C- G CRUISING LEVEL(See CRUISING ALTITUDE.)# z$ u' F. ]/ E# y9 ^ CRUISING LEVEL [ICAO]- A level maintained8 g7 E1 m; X( |. ? during a significant portion of a flight. , F; D; Z& }3 \Pilot/Controller Glossary 2/14/08 J) u' l2 O9 I3 R$ A% n PCG C-9* h1 M) N$ n! Z CT MESSAGE- An EDCT time generated by the7 i3 y, G3 B7 q+ h! n& O ATCSCC to regulate traffic at arrival airports.- K4 N5 N1 b* j- u" ~/ s Normally, a CT message is automatically transferred( V2 d) G! H3 _8 Y/ `+ H2 e from the Traffic Management System computer to the G' Q6 P% q; w6 V( m+ N NAS en route computer and appears as an EDCT. In - I7 _7 d5 n+ @: Lthe event of a communication failure between the/ Y% S" r& K% w TMS and the NAS, the CT message can be manually * ^. P$ z) B# n3 B/ n( f: D$ h; bentered by the TMC at the en route facility. , h% |6 }( j7 B b+ u; ]7 j8 O; Z7 iCTA(See CONTROLLED TIME OF ARRIVAL.)$ U- p) A5 d0 g9 w (See ICAO term CONTROL AREA.) + c( a8 \, Y- r) R; s' zCTAF(See COMMON TRAFFIC ADVISORY 7 W& T% q' h& `) y6 B0 r* xFREQUENCY.) 4 J% q% R, Y6 G% \. Y8 w+ u( H5 hCTAS(See CENTER TRACON AUTOMATION6 w, S: I. g6 _4 t- g SYSTEM.)- E/ k& ~: |; I( D! T, W CTRD(See CERTIFIED TOWER RADAR DISPLAY.)( R* @5 B. ~. O" @+ q CURRENT FLIGHT PLAN [ICAO]- The flight( v3 L# w7 A4 k plan, including changes, if any, brought about by - a) r( ]" x1 t4 C S* F. Csubsequent clearances. 9 S/ R( }6 t( N4 h+ K& K2 _2 mCURRENT PLAN- The ATC clearance the aircraft* O# J& w# q1 z& i has received and is expected to fly. : d6 w4 ]7 D5 K( ~4 C: GCVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE* @5 [6 Z( E1 J# p* m; R APPROACH.) ) X/ j# J( U7 ~7 _5 ^' hCWA(See CENTER WEATHER ADVISORY and+ L! B" p& J- k, G! g( \9 L WEATHER ADVISORY.)0 d* r. R% q5 I: G. w3 ~$ q Pilot/Controller Glossary 2/14/08# z# E7 D3 }% s1 Y* W. T2 O3 k- ]$ G PCG D-1' { w$ ]- z8 N, w! } D* }1 ^' }0 i7 r5 s D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL . y& t! ^# {7 Z7 oINFORMATION SERVICE.) ' A# Z3 _ r/ V8 F3 _* u0 ]DA [ICAO]-3 J5 w% ~' {; f/ D- h (See ICAO Term DECISION 8 B2 t+ [( z; x; k. y) F' G% m0 mALTITUDE/DECISION HEIGHT.) 9 p: e9 K. U+ I1 y9 N* nDAIR(See DIRECT ALTITUDE AND IDENTITY& D& x" X& T2 O1 \& P READOUT.) S7 l/ M" [2 ~- z5 _DANGER AREA [ICAO]- An airspace of defined - h: S1 i. Y! |1 rdimensions within which activities dangerous to the( x2 k2 `( L8 a( [0 E flight of aircraft may exist at specified times. / I/ A" g8 l/ [3 {Note:The term “Danger Area” is not used in 7 i a8 K& O& R% d5 s0 Yreference to areas within the United States or any+ V& w3 d1 z( c# B2 r6 W of its possessions or territories. " E: T5 D) J' E1 Z& ?" L$ o2 j; oDAS(See DELAY ASSIGNMENT.) P# i) i( K- W) j6 N1 DDATA BLOCK(See ALPHANUMERIC DISPLAY.)& H: l. l' F$ g, ^0 ? DEAD RECKONING- Dead reckoning, as applied - X6 x0 D$ z. ~8 B9 Wto flying, is the navigation of an airplane solely by + Z3 b* k' {5 a2 C/ ?means of computations based on airspeed, course,8 s7 q$ k! ^/ V5 p2 b& X* `" S) L heading, wind direction, and speed, groundspeed, 3 E w, X& T% T5 Band elapsed time. * r: N2 O1 t% j3 j4 }) pDECIS ION ALTITUDE/DECIS ION HEIGHT) V% r+ B1 U, Y9 v/ X [ICAO]- A specified altitude or height (A/H) in the : E4 [" R& F# \& T# b) b/ q- ?1 Vprecision approach at which a missed approach must/ o7 m* E2 `2 i/ R* O) v be initiated if the required visual reference to 7 U B" Y4 O6 o8 n3 dcontinue the approach has not been established. 2 Y; }$ A6 i) i( x# B0 ^Note 1:Decision altitude [DA] is referenced to 1 t9 p/ l6 O9 O$ M) T0 pmean sea level [MSL] and decision height [DH] is 5 p$ W( k: C# e3 ]% ^6 _7 Z5 ]% qreferenced to the threshold elevation.2 \* N% K+ w( }2 A( w7 h Note 2:The required visual reference means that ( H7 ^6 ?' ^/ z* J8 z/ r0 dsection of the visual aids or of the approach area ( a! K. ^6 i+ d/ u8 \& jwhich should have been in view for sufficient time + Y2 z) j: c4 Gfor the pilot to have made an assessment of the / @. E( P) O! w% X2 raircraft position and rate of change of position, in& _" l& T" U+ ]# M& S$ b9 v t2 N relation to the desired flight path. 7 Q' [; y6 \# i iDECISION HEIGHT- With respect to the operation 3 _. Z. y2 H9 o1 y( gof aircraft, means the height at which a decision must $ H1 F7 p1 f; R) ^be made during an ILS, MLS, or PAR instrument5 R1 X# v5 r; L- p approach to either continue the approach or to execute 4 U7 S/ ?: _1 U7 Z% Za missed approach. & U; u1 Q3 {( Z: F(See ICAO term DECISION , d& i9 O- p7 s8 E4 |: }" CALTITUDE/DECISION HEIGHT.) $ x9 w3 K+ ?+ R J/ W! ~! k- RDECODER- The device used to decipher signals 0 m: F: g# u; V* k4 q% `9 `$ A: M' ^received from ATCRBS transponders to effect their( I0 c2 ?' H+ j+ Y8 [! O; | display as select codes.& v8 U! {& N5 n1 S( `" ~6 k (See CODES.) 2 i+ g# s9 N9 E# l(See RADAR.) , g* X6 T' x1 z# b* @$ LDEFENSE VIS UAL FLIGHT RULES- Rules5 u! @1 U" C, y4 L, V4 d* S2 Q( G applicable to flights within an ADIZ conducted under& e X2 q- d4 W* ]! k5 L the visual flight rules in 14 CFR Part 91., j: ]9 D3 U5 j ?7 k3 K# y! h (See AIR DEFENSE IDENTIFICATION ZONE.)& d+ P e! M& a+ n- N5 D (Refer to 14 CFR Part 91.) 1 a) V8 \( q' o8 g4 C" K, r(Refer to 14 CFR Part 99.)/ u, `4 T- m# G' U; L6 h2 T DELAY ASSIGNMENT (DAS)- Delays are distrib‐ * l3 \1 I9 v) z& outed to aircraft based on the traffic management + t0 ^) T( c9 ^5 S, ~program parameters. The delay assignment is ; v6 Z8 r3 b1 H$ `# A& D( tcalculated in 15-minute increments and appears as a 1 Y0 y, d8 N- f7 T5 { ~' R$ r0 e stable in Enhanced Traffic Management System+ M& c0 u" d( t2 ` (ETMS). 1 K+ m) i) Q/ c5 mDELAY INDEFINITE (REASON IF KNOWN)6 g) \' s: ]5 l EXPECT FURTHER CLEARANCE (TIME)- Used 6 L! u& u* h$ `# G/ B3 u. j7 z) Zby ATC to inform a pilot when an accurate estimate3 r# `/ E) D7 ^- Y; E2 d6 Z of the delay time and the reason for the delay cannot 5 L, l7 D+ C: T+ R _) eimmediately be determined; e.g., a disabled aircraft$ d5 ~; |+ f# r! P. W on the runway, terminal or center area saturation,4 s8 ^' @4 L3 e weather below landing minimums, etc. - d$ Q/ [3 o8 |) G. i" E& X2 b9 y( H(See EXPECT FURTHER CLEARANCE (TIME).) ; s' ^: u- g I) V( \DELAY TIME- The amount of time that the arrival; t V f% E3 w2 B( O must lose to cross the meter fix at the assigned meter% {2 ~( g4 N \* G5 G7 b; E: k fix time. This is the difference between ACLT and 9 [" h! t. t* Y5 F& s; \* E l" p5 ?3 UVTA. & U5 B6 Q1 x, q# eDEPARTURE CENTER- The ARTCC having 9 f* U& F, Q+ \, h; B) ~! Y5 A$ Xjurisdiction for the airspace that generates a flight to 1 }* c) V" q2 X* u. d8 E0 d6 Tthe impacted airport. ( s% [: s7 _6 R9 u: T9 `DEPARTURE CONTROL- A function of an . _) y+ {3 _" |% tapproach control facility providing air traffic control ) s9 L( L% G1 Q; V4 s2 j+ bservice for departing IFR and, under certain ' e7 j3 c- }, }2 zconditions, VFR aircraft. 5 ^% @7 `4 [" J- j' S(See APPROACH CONTROL FACILITY.)( d( t6 b3 H/ M$ j (Refer to AIM.) / H) B, {# j0 i ]DEPARTURE SEQUENCING PROGRAM- A0 c; z& h7 h% N N0 \4 s) X @ program designed to assist in achieving a specified0 }/ j4 W6 O4 O9 g. W" H# d interval over a common point for departures. . {/ z# c, ]& ZPilot/Controller Glossary 2/14/08 / W) R2 v6 M2 }* W2 P1 x/ u8 r/ bPCG D-2 # u0 B, ]0 k$ F3 w! i5 w& qDEPARTURE TIME- The time an aircraft becomes % k+ P3 x( }5 P3 `airborne. ( n+ @1 ^8 f7 M- @, Y5 @DESCENT SPEED ADJUSTMENTS- Speed decel‐ 9 T6 Q1 N+ z }- n& A8 Eeration calculations made to determine an accurate - D" r8 D' u2 h5 @ eVTA. These calculations start at the transition point) M- g: n$ V! _& D6 I3 ^1 O- | and use arrival speed segments to the vertex.. r7 a* Y4 x+ [- R$ h9 N DESIRED COURSEa. True- A predetermined desired course direction , y" @- H9 G( I1 K, Z- ?; Qto be followed (measured in degrees from true north).! M! B7 R# T6 _; ]# P+ \ b. Magnetic- A predetermined desired course8 a7 j9 K: ]( d; Y8 e direction to be followed (measured in degrees from# ?4 R6 m% V; ]& R! H local magnetic north).& D( x' {8 l! f: ^5 k5 ~8 M DESIRED TRACK- The planned or intended track6 r: I5 V# u3 _. Z" j between two waypoints. It is measured in degrees : [3 h/ `! t- c+ Kfrom either magnetic or true north. The instantaneous ' [9 h- T9 {, A1 ]- N# mangle may change from point to point along the great9 f& l/ ?/ u3 N; Y circle track between waypoints. & e5 n* @3 k! e) D' [: J6 d( UDETRESFA (DISTRESS PHASE) [ICAO]- The 7 a& Y ~- A' ^5 acode word used to designate an emergency phase : K; h D) k% J% z0 a! s" Z1 zwherein there is reasonable certainty that an aircraft% L3 a/ K& a# W and its occupants are threatened by grave and 9 ^! y( \/ J3 k' G+ Simminent danger or require immediate assistance. ( E! ^. d, r: y6 E" @% V8 mDEVIATIONSa. A departure from a current clearance, such as an % N1 E8 J$ f% v. N# g( e% zoff course maneuver to avoid weather or turbulence. 7 H- o% U3 q) _: f- ~: z8 ab. Where specifically authorized in the CFRs and% M& r% l. S/ [2 B# p4 K/ G+ { requested by the pilot, ATC may permit pilots to9 {5 u( K5 s3 ~8 c+ p, A( U; p+ d deviate from certain regulations.# s h/ |' V% o" R. R5 ? (Refer to AIM.) 9 W. x) n, Z- c( X: RDF(See DIRECTION FINDER.). |4 G. e% }; [) d6 \ DF APPROACH PROCEDURE- Used under$ `1 |- W+ u8 ] emergency conditions where another instrument6 F" r# `- `; o2 m7 U0 }4 D approach procedure cannot be executed. DF guidance4 x3 T6 U$ f; ]5 c. [ for an instrument approach is given by ATC facilities : l( k" O7 b/ Y5 B fwith DF capability.2 M" G9 `9 q4 a/ e1 _ (See DF GUIDANCE.)$ z4 v# u3 _' ?) A. t) n% S7 g' Q (See DIRECTION FINDER.)7 y4 |! u0 F! k3 g# w3 L) s0 | (Refer to AIM.) 9 `$ X9 E d' [7 r MDF FIX- The geographical location of an aircraft6 U0 u& E# J4 k' u+ o obtained by one or more direction finders. 1 p% D: k! D5 W(See DIRECTION FINDER.) ; \: r: l: O% f/ s3 |' y( k2 ^DF GUIDANCE- Headings provided to aircraft by8 R( Z3 s9 X) W* F1 k5 k facilities equipped with direction finding equipment.1 V# D1 m9 n1 ^5 y6 I These headings, if followed, will lead the aircraft to 3 `0 ?# L! K/ u2 Ka predetermined point such as the DF station or an) _ f- H8 V2 @/ { airport. DF guidance is given to aircraft in distress or5 k9 o- e* h6 i5 E' w to other aircraft which request the service. Practice 6 ?& Z% L& r, j s$ oDF guidance is provided when workload permits.% E( b+ V3 r# F0 G (See DIRECTION FINDER.)$ S' e2 c7 t M" m (See DF FIX.) - x+ q u$ r( q* [4 L, Y$ ~* l, [(Refer to AIM.)2 p* c+ t% N; G4 ]% p4 t3 o. ?; j DF STEER(See DF GUIDANCE.)- R/ s3 i4 e6 {: B DH(See DECISION HEIGHT.)# L* Z9 t5 Y" F" k! E/ C DH [ICAO]-/ w6 M# A) D) e! D- Z5 f0 ` (See ICAO Term DECISION ALTITUDE/ q% b" g( j+ p) Z- [6 p DECISION HEIGHT.) . P# }8 S! J# q7 }% g; f! Z# f5 d! P) iDIGITAL‐AUTOMATIC TERMINAL INFORMA‐ / `6 w+ m6 c$ k- [% nTION SERVICE (D‐ATIS)- The service provides 8 o% K! f( Q B( } v1 C/ Ytext messages to aircraft, airlines, and other users+ H9 ?2 K: p" Y- o! ]6 R outside the standard reception range of conventional Z# d* a- w$ @1 o# tATIS via landline and data link communications to8 A! X$ [' `. p' N6 Q the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to. ?. \3 a" u) P4 I( \7 d3 x all aircraft within range of existing transmitters. The) ^2 b4 F8 X P. _+ V Term inal Data Link System (TDLS) D‐ATIS1 e, w4 f3 ~8 o4 u application uses weather inputs from local automated 3 }2 \2 n2 W2 Uweather sources or manually entered meteorological7 A) F0 H4 O1 p0 Q. \5 c3 ^ data together with preprogrammed menus to provide/ Y @+ K5 `* K( c! {2 d' K& i standard information to users. Airports with D‐ATIS$ u G: y% g ~% _3 J5 K capability are listed in the Airport/Facility Directory. ) t( }4 t# \1 kDIGITAL TARGET- A computer-generated symbol 3 a* ]: D2 P; ]1 [8 Nrepresenting an aircraft's position, based on a primary , V* q Y: i$ y Ureturn or radar beacon reply, shown on a digital 2 s( x1 P0 `; m' _6 r7 q3 o4 S, \display.5 o5 |4 h3 U7 w# Q( @, v DIGITAL TERMINAL AUTOMATION SYSTEM 6 R# @: Q) j5 K(DTAS)- A system where digital radar and beacon) ^% z- k; F4 H3 O) R data is presented on digital displays and the ! Z0 K9 T3 V8 Hoperational program monitors the system perfor‐ 1 u" g ^1 e' `/ q0 omance on a real-time basis./ g' [- ]- n% ~9 i- N DIGITIZED TARGET- A computer-generated/ K3 l6 @; @/ w6 m8 k* d indication shown on an analog radar display resulting9 s) y; [" h( ^& ]* U. M L3 |6 B from a primary radar return or a radar beacon reply. 6 S, n$ z6 ?2 j6 a( ]7 l% _* oDIRECT- Straight line flight between two naviga‐ ; P. ?7 Z% ~4 ^0 _+ H! Rtional aids, fixes, points, or any combination thereof. ) {2 ~1 p# Z8 z: W% A* aWhen used by pilots in describing off‐airway routes,$ F- B( p2 k$ g6 Q points defining direct route segments become . y7 a9 P. {! T3 xcompulsory reporting points unless the aircraft is + u5 u3 ~- x+ _1 Wunder radar contact.% n4 [" o( a' F* F( D, F" c7 ^; M DIRECT ALTITUDE AND IDENTITY READ‐ 6 G5 f" {. h; o j. M) rOUT- The DAIR System is a modification to the 4 o& _$ X- z, `8 \6 dPilot/Controller Glossary 2/14/08. S: w; e% Q! Y% M- q9 f4 w PCG D-36 e2 B8 R" ?" k! e+ d( m q AN/TPX‐42 Interrogator System. The Navy has two & \: C- `6 z+ R9 o. F1 ~adaptations of the DAIR System‐Carrier Air Traffic r+ G: ^. A+ |" TControl Direct Altitude and Identification Readout 8 L s) @9 i: @8 ~System for Aircraft Carriers and Radar Air Traffic. i. a. i1 `- A& {. b2 S% q, Y Control Facility Direct Altitude and Identity Readout 6 p4 P2 p; Q% U- C6 USystem for land‐based terminal operations. The; c# Z# p4 |4 |8 I DAIR detects, tracks, and predicts secondary radar % a% V. F7 ]( zaircraft targets. Targets are displayed by means of " I6 r6 |1 X* t8 r% _) Ncomputer‐generated symbols and alphanumeric e5 ]6 _2 f" T; tcharacters depicting flight identification, altitude, $ c* Y+ b! W0 F V$ d3 @ground speed, and flight plan data. The DAIR System $ E7 }0 k4 E( Z# \is capable of interfacing with ARTCCs.: S8 d, V# Q7 ~ DIRECTION FINDER- A radio receiver equipped" X6 s2 m, s; x4 w/ @) B. |+ K with a directional sensing antenna used to take* M& ?* c, a) e x bearings on a radio transmitter. Specialized radio; X1 j# s2 _+ J* R$ a" O direction finders are used in aircraft as air navigation+ {, B7 E1 F( w( ]* A/ E aids. Others are ground‐based, primarily to obtain a0 i G1 W! p { “fix” on a pilot requesting orientation assistance or to . E( i# f# S5 K! E! H Blocate downed aircraft. A location “fix” is established & G, ]2 w: Q# F3 e/ I& ~by the intersection of two or more bearing lines $ Z2 `/ u; f3 w3 O4 E7 P' {plotted on a navigational chart using either two e3 r9 ?! M" D) s% X: l2 x separately located Direction Finders to obtain a fix on . A; ^5 d. k9 \/ \0 |3 zan aircraft or by a pilot plotting the bearing ' {! Y+ z" a( j" {indications of his/her DF on two separately located - z9 \( Q) \+ V. Yground‐based transmitters, both of which can be/ K" M e8 Q% ]+ l- K identified on his/her chart. UDFs receive signals in ) f. {8 |, r4 E! @the ultra high frequency radio broadcast band; VDFs $ G" u0 {9 ]! \in the very high frequency band; and UVDFs in both / \0 m* y9 v) p/ u2 h2 T/ E0 Cbands. ATC provides DF service at those air traffic% j6 }" N2 ^+ w4 k7 g: J ? `8 c control towers and flight service stations listed in the 2 U3 K! x1 F* oAirport/Facility Directory and the DOD FLIP IFR En ; f4 p. m5 ~+ wRoute Supplement. 0 k- w; b5 U5 X9 e6 U(See DF FIX.)% R& y+ R/ W' \. H$ x, M( q (See DF GUIDANCE.) l! q4 z% j* JDIRECTLY BEHIND- An aircraft is considered to ! f. q$ j6 l i3 j( {; pbe operating directly behind when it is following the) T4 N9 \' W, C actual flight path of the lead aircraft over the surface 5 ^0 D' E8 h0 |8 Vof the earth except when applying wake turbulence3 S. H, N; @* N) U# [. G6 i separation criteria.4 p/ I1 b6 e/ z- g* p# m, f8 t3 X DISCRETE BEACON CODE(See DISCRETE CODE.)3 A. W0 c7 Z+ o7 ^ DISCRETE CODE- As used in the Air Traffic8 x4 s, P+ J" b& f Control Radar Beacon System (ATCRBS), any one / t5 U3 W* |. @of the 4096 selectable Mode 3/A aircraft transponder ' }/ ^0 _' d8 l9 t1 y3 z6 Pcodes except those ending in zero zero; e.g., discrete # B, |) r+ X0 g* A* r# y7 Tcodes: 0010, 1201, 2317, 7777; nondiscrete codes: % \ U! I+ l2 B0100, 1200, 7700. Nondiscrete codes are normally ( B* a+ N ^1 p5 \reserved for radar facilities that are not equipped with9 G! r: U$ Z" @: K discrete decoding capability and for other purposes9 @% B5 M& l$ }2 q such as emergencies (7700), VFR aircraft (1200), etc. + n, @ W/ n$ m* @# \(See RADAR.) 5 H1 e9 @8 j0 N1 k(Refer to AIM.)& W* v8 x$ m- |, T DIS CRETE FREQUENCY- A separate radio + l# b9 Z* z6 ]8 hfrequency for use in direct pilot‐controller commu‐ 2 h2 A z' G, Z' }5 y* k0 Fnications in air traffic control which reduces $ I8 n5 Q9 x2 Afrequency congestion by controlling the number of ' @; Y5 d7 p* T7 Z1 N/ A4 Q0 Oaircraft operating on a particular frequency at one P3 @; M. R* B/ l. @8 Qtime. Discrete frequencies are normally designated5 T0 Y4 j( ^4 n2 k( P for each control sector in en route/terminal ATC ! d$ R. |* e2 t1 l7 Ofacilities. Discrete frequencies are listed in the 6 Z* o( R/ U CAirport/Facility Directory and the DOD FLIP IFR En % e( b$ r$ n! T: v, V; a. TRoute Supplement. / h% v. ]+ z7 E6 V6 F$ N! R0 |(See CONTROL SECTOR.); R+ S, n1 n0 O DISPLACED THRESHOLD- A threshold that is* O( L' R: }- Q1 p U) p' V8 X located at a point on the runway other than the1 l- ]# T8 f4 [. a. m0 q Y designated beginning of the runway. 9 R2 n5 F; v4 I$ {- k' {8 w(See THRESHOLD.) 3 d7 X5 w; M1 [/ u7 {$ E(Refer to AIM.)$ a' T. ] d- ?% L DISTANCE MEASURING EQUIPMENT- Equip‐% D! Z8 W7 M. r$ |; E8 I0 J5 i3 N ment (airborne and ground) used to measure, in0 j2 W/ N$ D O, Z& `0 q; y% x nautical miles, the slant range distance of an aircraft % O! Y$ Q/ l. b2 D J' Ffrom the DME navigational aid. / Z2 }7 H6 B }- \* [; `(See MICROWAVE LANDING SYSTEM.)( b) n5 w7 P- z8 ]. V& z- Z (See TACAN.), q2 | a l. D/ B (See VORTAC.) $ ^) n: r: n: A: e1 HDISTRESS- A condition of being threatened by5 O1 A2 f* s7 f V; E; Z4 h) w$ Y9 f serious and/or imminent danger and of requiring , P+ e- w% H7 jimmediate assistance. 1 @! H& ^ v# k9 GDIVE BRAKES(See SPEED BRAKES.) / ~9 t& h' d3 u) ^DIVERSE VECTOR AREA- In a radar environ‐0 F$ T% q+ a: E2 v/ A3 x( \6 \1 |6 U2 j- m ment, that area in which a prescribed departure route' |* u% Z T, c9 B is not required as the only suitable route to avoid 4 H: r- j k a8 n" V/ z' eobstacles. The area in which random radar vectors5 |9 Z1 r4 S% h6 H4 g+ S below the MVA/MIA, established in accordance with# o, w; |6 j; T2 ~- v" n( q the TERPS criteria for diverse departures, obstacles 7 [3 \+ b% i. l% B: ]) Pand terrain avoidance, may be issued to departing - M4 u% o4 ~8 ]3 q- @aircraft./ `3 d$ x3 N6 m2 k! d2 w, x/ m DIVERSION (DVRSN)- Flights that are required to% ? w: ~7 [/ t M land at other than their original destination for; {$ i" q7 w) q+ m$ o" C' n+ ~ reasons beyond the control of the pilot/company, e.g.( l* h2 k+ z# ^9 k6 K4 I) j# o periods of significant weather. 8 i8 ^0 \2 b" n$ [' `8 @DME(See DISTANCE MEASURING EQUIPMENT.)8 ~" _+ C' p. T. i, U( E4 ?, b Pilot/Controller Glossary 2/14/08 . [/ j, i* y. l% \! uPCG D-4' O0 w! y8 N+ Y& P/ s t DME FIX- A geographical position determined by7 d: g+ F, Y( r! L/ x reference to a navigational aid which provides! y, F3 R3 e+ o distance and azimuth information. It is defined by a 1 l- ?' r8 n# C# B7 X6 Y0 ~( fspecific distance in nautical miles and a radial, d6 w5 |0 Z2 V& P8 M0 q azimuth, or course (i.e., localizer) in degrees ( \4 \8 |. e [4 e7 E4 X3 J, dmagnetic from that aid. e' v. }1 O5 x d" g, t8 O(See DISTANCE MEASURING EQUIPMENT.). J' f: Y; \' t, \ (See FIX.) 7 ]7 \6 z& {- _(See MICROWAVE LANDING SYSTEM.) 5 r) A6 {7 P9 t: |' _DME SEPARATION- Spacing of aircraft in terms of ! z5 ]/ A- x; H) Fdistances (nautical miles) determined by reference to ' `# ^$ K. \ E8 i% ?0 w) u' q% _distance measuring equipment (DME).- h; {4 F9 c# F2 A (See DISTANCE MEASURING EQUIPMENT.)& E4 W$ h% ]. v DOD FLIP- Department of Defense Flight Informa‐3 |% x( Z4 d+ }! d tion Publications used for flight planning, en route, 3 \, ?. f. F# F1 c/ o$ v7 Cand terminal operations. FLIP is produced by the, ?$ N2 U# R* k; @; v: `* k National Imagery and Mapping Agency (NIMA) for* A0 ?1 q# ]) L; U6 w: k4 e7 ~3 f world‐wide use. United States Government Flight) a N& ~2 H' s3 o5 P5 e; S( u0 Z. Z Information Publications (en route charts and8 h" m! L) l5 |- Z2 U9 z instrument approach procedure charts) are incorpo‐; u3 |; v- g1 p, N5 o rated in DOD FLIP for use in the National Airspace + d) [9 }3 e5 H0 ]7 P+ mSystem (NAS).+ B# E }( b3 B# L, p DOMESTIC AIRSPACE- Airspace which overlies- f% x& O$ t* y) O. C& d the continental land mass of the United States plus4 o. a# t+ c# Z* ^ Hawaii and U.S. possessions. Domestic airspace4 ?; q J) g! U3 X( @ extends to 12 miles offshore. ) J6 W) K% G( j7 L: J5 p4 _DOWNBURST- A strong downdraft which induces% y F6 F: j+ n$ O1 {! c* F$ w0 V u u an outburst of damaging winds on or near the ground. ( ]' _- Q: X) X6 S9 m5 n7 qDamaging winds, either straight or curved, are highly 9 [2 f+ r& o2 x$ B2 I: y( c+ c$ {divergent. The sizes of downbursts vary from 1/2 $ U$ ]7 L* ~+ t/ Z! X9 C% E" D, qmile or less to more than 10 miles. An intense7 M( |' }& v/ f1 }3 O downburst often causes widespread damage. Damag‐' c! N" b4 [2 b) t$ o* U% i6 |! G ing winds, lasting 5 to 30 minutes, could reach speeds 7 ^: f5 D2 A4 h) l) Kas high as 120 knots. : H" c) {4 W* T& m# tDOWNWIND LEG(See TRAFFIC PATTERN.)3 E8 h2 A# @, J" D DP(See INSTRUMENT DEPARTURE PROCEDURE.): N' m" l) I4 d1 V, e* g1 T DRAG CHUTE- A parachute device installed on ( m- ]2 \: O+ Y# S" \; s$ `, Z3 }certain aircraft which is deployed on landing roll to5 `1 G( U" p/ x3 ]1 I h5 s assist in deceleration of the aircraft.# b" ~; F! ~6 \ \1 d DSP(See DEPARTURE SEQUENCING PROGRAM.) 9 b4 } Y/ z5 d1 YDT(See DELAY TIME.)2 d; j$ J1 j! o1 U DTAS(See DIGITAL TERMINAL AUTOMATION / k8 A3 x% a/ }1 Z4 I+ M: O. ySYSTEM.) # o L) V$ O7 T! t) C9 gDUE REGARD- A phase of flight wherein an & B1 a% E* ~4 j, R7 N/ D7 X. Laircraft commander of a State‐operated aircraft$ \; E9 _% k& t0 m1 t+ G assumes responsibility to separate his/her aircraft 1 Z# h( `! z2 M3 [! ufrom all other aircraft.' T$ P% O7 ~, S9 s7 z9 C7 m (See also FAAO JO 7110.65, Para 1-2-1, WORD / h* O6 |3 ]/ xMEANINGS.) J0 U* Q1 y" H5 Q' ] \DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY2 K# n* b; w4 a( ?" Z. v1 o RUNWAY.)% e n3 B+ W+ M9 q4 G/ Y DVA(See DIVERSE VECTOR AREA.) 3 p2 o* ?! c0 O% x) X8 E8 P- YDVFR(See DEFENSE VISUAL FLIGHT RULES.)/ \- g# C1 f9 F( g3 L DVFR FLIGHT PLAN- A flight plan filed for a VFR ) p2 N U2 ~# @. d. [. E- _aircraft which intends to operate in airspace within2 Y: x$ |) ~; \- M0 G7 r' a which the ready identification, location, and control+ p* v @, N$ ?# ] of aircraft are required in the interest of national# Q+ ~0 L3 i8 @0 G' J+ ^ security. & u4 E# y" |- l# V- }" z* tDVRSN(See DIVERSION.)( `) S0 Y1 J' T F DYNAMIC- Continuous review, evaluation, and6 N& W/ d" M7 Q& s5 X' q% Z change to meet demands.0 @" ]0 R+ o# u3 \0 l) P- y' Y1 L DYNAMIC RESTRICTIONS- Those restrictions 1 [: R( [6 j- V& O9 x v6 a' ~imposed by the local facility on an “as needed” basis " V- f7 G" c' d7 Gto manage unpredictable fluctuations in traffic2 o( z' C: b; q i$ o1 l6 ~5 w demands.+ w8 ^" E5 [6 {0 l" p3 a( ?5 ] Pilot/Controller Glossary 2/14/08# g0 D6 I9 s! W. @- ~0 A7 o PCG E-1 ' f/ h# Z+ |: H: j7 e# s/ jE , h; o" K) Y' ~; c1 IEAS(See EN ROUTE AUTOMATION SYSTEM.) ; M2 I0 {4 N2 F- Q- CEDCT(See EXPECT DEPARTURE CLEARANCE5 u: w8 E! V: d" P5 F% d7 B2 z: s TIME.) , U6 h1 f$ L$ f+ X3 \EFC(See EXPECT FURTHER CLEARANCE (TIME).) ' L$ ]% q9 O$ Z _$ kELT(See EMERGENCY LOCATOR TRANSMITTER.) + s I) M: G3 X& J0 [2 B- H5 gEMERGENCY- A distress or an urgency condition.8 a: U0 m$ {* h$ x4 z- p; o EMERGENCY LOCATOR TRANSMITTER- A 8 z8 l" i1 k8 _: P5 n( Tradio transmitter attached to the aircraft structure7 {. F) R! S6 ]+ O which operates from its own power source on5 R2 ?: E, m( U/ l7 A* m$ c9 M* z 121.5 MHz and 243.0 MHz. It aids in locating% A$ _: b2 d/ H) t downed aircraft by radiating a downward sweeping ! f& d% t* F- K+ o' `audio tone, 2‐4 times per second. It is designed to1 N: M1 p3 o3 T( B, l function without human action after an accident. * o& }3 w6 r6 {" i; G+ F9 @9 |(Refer to 14 CFR Part 91.) $ f: E& {2 S. R$ D5 E(Refer to AIM.)/ b/ p! V- | u8 J1 q) j E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE, H) o( Q) v6 Y9 | U# J WARNING.) * W( c* m2 G6 n2 e" b% U2 LEN ROUTE AIR TRAFFIC CONTROL SER‐ ( D9 m, m4 {* {0 eVICES- Air traffic control service provided aircraft * b2 a* b* X4 Q% J) non IFR flight plans, generally by centers, when these% P. q# C1 j) m( h0 U, d& P aircraft are operating between departure and" k6 t) ^+ {$ s9 v: O7 [ destination terminal areas. When equipment, capa‐9 A' I& R' t+ t2 A/ `5 g0 J bilities, and controller workload permit, certain5 g1 h7 K9 t" L* ~, n' |4 J advisory/assistance services may be provided to VFR1 k) _; L6 J; P6 C( h- ?7 O aircraft.( L6 R. X! {; r (See AIR ROUTE TRAFFIC CONTROL 5 B( i- v4 j9 bCENTER.)$ E( Z, x' o w r% Q& u (Refer to AIM.) . @0 A3 [7 r8 w/ P) n4 F: mEN ROUTE AUTOMATION SYSTEM (EAS)- The- C2 @% q4 X/ V# d( [% E/ ^ complex integrated environment consisting of 0 x9 X/ T$ v3 d* S0 c( [1 R) ssituation display systems, surveillance systems and " W' [% V( H; V! N0 w* iflight data processing, remote devices, decision/ W. S: y% d3 Z% _0 d support tools, and the related communications 0 y* X" C7 R. S2 |2 O) _$ @: uequipment that form the heart of the automated IFR9 c) m/ L+ E1 ] air traffic control system. It interfaces with automated) U5 c3 ^; j/ U: i+ j terminal systems and is used in the control of en route . X1 _" s/ N* ` F. DIFR aircraft.1 k k- H& }! W+ ~ (Refer to AIM.) 7 M5 m3 E5 O$ u2 z9 ~3 s1 rEN ROUTE CHARTS(See AERONAUTICAL CHART.)5 W9 l& _$ O; ~3 G* W1 u( e/ j* b EN ROUTE DESCENT- Descent from the en route 8 k p1 x. p! i! i' dcruising altitude which takes place along the route of ! B# d6 V1 ?8 E( N4 O4 X1 Vflight.2 [ x% @& u; k2 W EN ROUTE FLIGHT ADVISORY SERVICE- A8 e* E6 f% ^. x/ ]( r service specifically designed to provide, upon pilot ! J ] m2 q6 a, @" ^request, timely weather information pertinent to3 V( X, ]! e( A3 w& |+ H9 H his/her type of flight, intended route of flight, and+ e3 X5 H% A# q" H: ~4 M- d0 L altitude. The FSSs providing this service are listed in ! m# D; K, A8 Ethe Airport/Facility Directory. 1 g7 N) }0 ~% {/ |. D(See FLIGHT WATCH.)) X6 D! K, J$ H (Refer to AIM.) 5 \* W1 p$ X. p- P, JEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)5 x; e! ^3 W$ z* }; d EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.) 2 d6 G. ^4 P/ A, d3 x$ |EN ROUTE MINIMUM SAFE ALTITUDE WARN‐ % T) c5 j3 r1 g! Y* W" f- `, XING- A function of the EAS that aids the controller h6 `; I- ~: Z( sby providing an alert when a tracked aircraft is below 2 c2 n- W+ T/ Z5 g3 I0 J' w: q! g, xor predicted by the computer to go below a & `2 y" {5 d# y9 t# Dpredetermined minimum IFR altitude (MIA).: D+ U" N( o4 f; v0 i; i( G EN ROUTE SPACING PROGRAM (ESP)- A " `. J8 W4 u0 H1 T K$ Xprogram designed to assist the exit sector in 6 |: O8 m: T: sachieving the required in‐trail spacing. % a8 _& K0 b. YEN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a G/ Y7 k( x+ P, }/ N$ @" ^ SID/STAR that connects to one or more en route* g% t/ H3 [8 u; V* @$ n airway/jet route. ) k% o# K2 P/ |' v+ w! e: ~9 o9 p) `b. RNAV STARs/SIDs. The portion of a STAR % ~5 k; L3 A- j0 e3 t* Upreceding the common route or point, or for a SID the& f$ l [) z! ?# C# v( b, f1 [ portion following, that is coded for a specific en route 2 W/ Y* N2 v5 _. a3 z3 K) Kfix, airway or jet route. 1 _, ?, r& _# e+ l) G, `+ BESP(See EN ROUTE SPACING PROGRAM.) . Z) a9 I C2 p* e; P( s, ^1 bESTABLISHED-To be stable or fixed on a route,+ I# ]; T5 h) G4 \4 b/ B) r" e route segment, altitude, heading, etc. - M! c9 ^% w$ ~3 T/ U8 DESTIMATED ELAPSED TIME [IC AO]- The + | h& s v- Q1 c2 ^; l% I9 J' [2 @estimated time required to proceed from one0 W) m* }8 E) m' j3 t4 o+ I! s; R significant point to another.# p- y1 R, L& r& s$ n) {% l, ]( s (See ICAO Term TOTAL ESTIMATED ELAPSED) z; P, x5 h1 b$ { TIME.)0 Q5 @# s% k& _+ d0 Z/ [ Pilot/Controller Glossary 2/14/08 9 d8 o. A0 r( ^; aPCG E-2) P) E- X6 P0 s4 X& Y1 n ESTIMATED OFF‐BLOCK TIME [ICAO]- The: d# Q1 Y" _6 ], _ estimated time at which the aircraft will commence! o5 Z% P+ d7 } movement associated with departure.3 X! S& |4 L- S) b: H x u, p3 m ESTIMATED POSITION ERROR (EPE)- ' ]7 z+ p% r. p2 A& H/ t! B6 U, q(See Required Navigation Performance). ^2 E4 K8 Q+ b ESTIMATED TIME OF ARRIVAL- The time the _ V& |6 P! t+ _5 s flight is estimated to arrive at the gate (scheduled. `, X( _, d7 ~; h8 F5 W: N operators) or the actual runway on times for 2 t8 x) k$ z ?" U' R) Enonscheduled operators. ' ?& s- i# M1 T' hESTIMATED TIME EN ROUTE- The estimated' U& R$ I6 z( N7 X! ^2 D/ T flying time from departure point to destination , u4 ?: {7 L0 X, d6 W: i. p$ a(lift‐off to touchdown).6 W: `0 @' P1 W3 ` ETA(See ESTIMATED TIME OF ARRIVAL.); [6 T7 P t; K: u( I0 F ETE(See ESTIMATED TIME EN ROUTE.)* Q+ q4 M4 i% F. P2 c0 n, ^5 j EXECUTE MISSED APPROACH- Instructions * q1 }- g, t! N/ W! Jissued to a pilot making an instrument approach ) @1 B% {. F# u' [5 M" uwhich means continue inbound to the missed& X. q) c3 @0 x' G3 L9 E; p" } approach point and execute the missed approach8 e9 x1 O2 n# g& b8 T- T procedure as described on the Instrument Approach ( [* p& c& g. D# M* U3 ^Procedure Chart or as previously assigned by ATC. 2 g/ C# m1 J5 k- d. cThe pilot may climb immediately to the altitude. Q" j5 s4 r/ h1 p/ U8 T specified in the missed approach procedure upon/ W9 [' t: N/ d( K6 Z0 B/ F making a missed approach. No turns should be7 ^( \$ M) H6 T! \. L6 K8 z initiated prior to reaching the missed approach point.$ [+ [/ Z1 F1 B. f When conducting an ASR or PAR approach, execute * v; H+ U* M- _. L7 a. s0 Wthe assigned missed approach procedure immediately) l1 D- @% d$ l% S# V& Y0 Z upon receiving instructions to “execute missed 7 Y# R: _8 F! Japproach.” 2 \" Z; d: i i8 b0 ^# I(Refer to AIM.) - z$ ]" V- J: KEXPECT (ALTITUDE) AT (TIME) or (FIX)- Used" d+ v% _$ q. ^# h c4 i9 ^ under certain conditions to provide a pilot with an9 ~6 \8 K) \! d5 J6 \, f, V( Q altitude to be used in the event of two‐way0 L& O8 k! w. V3 \ communications failure. It also provides altitude# s) H) P0 M* d information to assist the pilot in planning.' m' I+ @! [7 K- E (Refer to AIM.) * ~0 [, y# I9 f, S2 b2 B7 ~EXPECT DEPARTURE CLEARANCE TIME3 ?6 J- m$ {! x2 E* }" d& z (EDCT)- The runway release time assigned to an ) L, _& f# |# u9 @) s) paircraft in a traffic management program and shown$ f& R. {- h0 B- a on the flight progress strip as an EDCT. " w; U) |, p7 ^8 k3 g1 ~(See GROUND DELAY PROGRAM.) 2 c2 Y2 v' I- S! Z* fEXPECT FURTHER CLEARANCE (TIME)- The6 ?' t( Z" u/ R! F1 h time a pilot can expect to receive clearance beyond a ' `! R* n- K* i$ f. [- p" Xclearance limit.; `! T0 v4 Z9 D7 b7 s0 i/ R EXPECT FURTHER CLEARANCE VIA (AIR‐; P; T' A; p: i( t) I5 h l) c7 y WAYS, ROUTES OR FIXES)- Used to inform a* g% s* a% H, s/ o) l pilot of the routing he/she can expect if any part of the % h1 L: {" g* Z$ _# T4 O; _route beyond a short range clearance limit differs 6 f/ U$ x6 |; M! g5 [, Afrom that filed. 7 e* E+ G# u, u! \# NEXPEDITE- Used by ATC when prompt com‐) ~( x+ z0 K; u: X; j' [ pliance is required to avoid the development of an( l! m- I) ~- o: h8 ^) Y& F imminent situation. Expedite climb/descent normal‐6 k7 \# q+ O) ?9 t5 L" b! M ly indicates to a pilot that the approximate best rate/ U5 L+ A. ], _' b0 j+ h' c of climb/descent should be used without requiring an9 [0 ]2 r+ N$ s9 | h$ r9 U9 H1 k# ^ exceptional change in aircraft handling characteris‐ * A; `& y L8 J4 atics." b; y$ }4 H+ ~' h0 T Pilot/Controller Glossary 2/14/08 2 Q+ p. z( V @- c& X0 @+ qPCG F-1 ( L) B3 Q6 I; s/ {( PF 5 |5 C: h- Q+ y. u6 t _$ IFAF(See FINAL APPROACH FIX.) # |+ m& b4 W0 o$ M+ B; r. cFAST FILE- A system whereby a pilot files a flight 4 s9 s1 u2 U' bplan via telephone that is tape recorded and then8 _3 l$ ]( H: V! o6 O& U0 o7 k* l0 ^ transcribed for transmission to the appropriate air; j: t4 P- D# M3 g- `5 R9 x traffic facility. Locations having a fast file capability x+ x% d! L# B. w4 ~( j) C0 J4 j are contained in the Airport/Facility Directory. ) M* b( _" n3 g4 n(Refer to AIM.)4 T& X5 V5 g: z+ k FAWP- Final Approach Waypoint 0 S5 {; |9 I: q2 gFCLT(See FREEZE CALCULATED LANDING TIME.)4 C' H+ W( |# L8 z. M5 R FEATHERED PROPELLER- A propeller whose 0 r' B! a% F2 ]: O" J$ Qblades have been rotated so that the leading and4 P: B1 B1 B% M$ [, W: v4 x, o3 D. K trailing edges are nearly parallel with the aircraft - O5 k4 i* m% I8 O* |& F( tflight path to stop or minimize drag and engine* X f; Y; z# I2 V1 @# b rotation. Normally used to indicate shutdown of a2 P8 Q0 X. L2 h: X# ~9 M8 d4 L reciprocating or turboprop engine due to malfunc‐. K$ S, Y( E: [ tion. " Q6 F: q% T- }/ QFEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.), H4 K. l& E3 _' g* {6 o FEEDER FIX- The fix depicted on Instrument* S/ W7 e/ c m( i3 Z- K# E Approach Procedure Charts which establishes the Q" B6 }* p+ }0 l3 } starting point of the feeder route. 9 P3 w* p# w7 T( }6 Z5 ^/ Y' KFEEDER ROUTE- A route depicted on instrument" w Q! r! M1 z2 |+ I approach procedure charts to designate routes for ; y# e3 {4 W; Waircraft to proceed from the en route structure to the ) |( X7 l* j. u" v f6 Cinitial approach fix (IAF). ; S3 Q0 V8 z& n(See INSTRUMENT APPROACH+ Z! F0 {# {% l1 Y: L( n PROCEDURE.) ~' d) N( o! C3 FFERRY FLIGHT- A flight for the purpose of:4 W7 c/ F- Q- `$ V. `* F a. Returning an aircraft to base. 4 W1 w1 a6 z/ {( i/ Cb. Delivering an aircraft from one location to r s7 b$ Y6 T1 g$ G another. $ W* x# P/ G ~$ M% O, ]4 f3 mc. Moving an aircraft to and from a maintenance3 q: H; N6 }9 n; O base.- Ferry flights, under certain conditions, may be0 v: u$ k8 d% u' K. z2 P0 I4 c/ @% M conducted under terms of a special flight permit.1 C- c' k- W) w FIELD ELEVATION(See AIRPORT ELEVATION.) * C( t* S' y1 ]" `& U% K/ dFILED- Normally used in conjunction with flight! X: N8 B( }: l0 W plans, meaning a flight plan has been submitted to ; }+ f+ q1 T( [$ Q3 J7 ]ATC. 5 Q9 h7 [+ E1 f6 N( w4 iFILED EN ROUTE DELAY- Any of the following 3 V) e# \5 z& H0 Opreplanned delays at points/areas along the route of- c9 \; S& A" Q. W$ x flight which require special flight plan filing and: C( ^6 G5 p/ W handling techniques.* h+ r' f! w5 u) M a. Terminal Area Delay. A delay within a terminal . }2 ?4 v r" R, p/ xarea for touch‐and‐go, low approach, or other # o4 {0 G' e; ^% R M4 Sterminal area activity. 3 G) h9 b; Q }/ B) I# \ Hb. Special Use Airspace Delay. A delay within a, @1 G: z4 Q" e3 |1 D. t' w$ c( n" y: W Military Operations Area, Restricted Area, Warning' g5 S6 q" V; H v Area, or ATC Assigned Airspace. 6 y- q; f, T5 N! Ic. Aerial Refueling Delay. A delay within an 5 B) }: C' ^1 M5 V2 f' m* SAerial Refueling Track or Anchor.: a: R8 h, h# m+ [% Z FILED FLIGHT PLAN- The flight plan as filed with; z5 _; c9 q3 n3 @7 x. I# h% B2 C an ATS unit by the pilot or his/her designated& g( L, \/ J4 ?7 l( n, F representative without any subsequent changes or 9 J( x0 x* p7 b9 M0 Dclearances.3 D, l( t: A# C/ ~# g6 Q; ~ FINAL- Commonly used to mean that an aircraft is4 k5 [6 u a+ W7 H, J0 g$ L on the final approach course or is aligned with a3 L! l2 \% Q! w9 A landing area. # x* q' M( q2 C) c; e. Z& X# l(See FINAL APPROACH COURSE.) J) o$ H: P# m0 K' @0 e; {(See FINAL APPROACH‐IFR.). V$ T* \8 Q" g (See SEGMENTS OF AN INSTRUMENT 0 _( n f- j" b9 r. h! B$ Y. _APPROACH PROCEDURE.) / ]7 p! v$ O9 f; ?7 w! sFINAL APPROACH [ICAO]- That part of an ! d( x5 J% i7 D; e$ p5 k) g$ Minstrument approach procedure which commences at & V* k6 r; B# |( gthe specified final approach fix or point, or where 3 ~" v7 m: B7 [9 Isuch a fix or point is not specified.: K4 q& s8 ?$ A, ?0 w8 W a. At the end of the last procedure turn, base turn 3 h' J& m8 e3 _" L0 r4 c3 Ior inbound turn of a racetrack procedure, if specified;( f% B2 c" b/ N* Y0 D or( L9 x& V I" z1 W9 z b. At the point of interception of the last track 5 Z7 C! A+ Y. w8 _/ [0 O/ S) especified in the approach procedure; and ends at a8 E" X, o) Z7 D( D; i point in the vicinity of an aerodrome from which:# [: t" ^8 K @- n7 c& S2 B9 A 1. A landing can be made; or , A% d; m5 x9 M2. A missed approach procedure is initiated. ' j! F' M# R2 S( ]6 ZFINAL APPROACH COURSE- A bearing/radial/ 0 j) m% X' R- u. P# ~% Ltrack of an instrument approach leading to a runway , ?6 ~3 \* T, X& For an extended runway centerline all without regard7 i* i% b/ R8 k f to distance. * Y9 o) i$ D1 A1 @* RFINAL APPROACH FIX- The fix from which the 9 j7 P' j7 z. [! N& B6 o4 tfinal approach (IFR) to an airport is executed and ( p6 S9 U, B2 |. X" u8 m: twhich identifies the beginning of the final approach * v9 U" C3 X. g+ D0 [5 I" I0 Bsegment. It is designated on Government charts by' V' k' F- I5 G9 ? the Maltese Cross symbol for nonprecision : ]* t$ l( w6 d2 R8 WPilot/Controller Glossary 2/14/08 4 y$ O; S. @3 P( ^+ @* w& R" D- bPCG F-2 ( z8 z) C% T8 @# |' xapproaches and the lightning bolt symbol for4 p8 |* B% D6 i7 y: B/ W precision approaches; or when ATC directs a- N5 W' j% N: a2 j lower‐than‐published glideslope/path intercept alti‐8 J: B, {# e& G tude, it is the resultant actual point of the 2 u; b* { Q) G6 _/ u( bglideslope/path intercept. ; m* X* g7 R) `9 O; L5 C+ K% W; S+ R(See FINAL APPROACH POINT.)* R' X+ u9 S/ \: N. ^& N ^ (See GLIDESLOPE INTERCEPT ALTITUDE.)) y! ~! I1 b! K# @ (See SEGMENTS OF AN INSTRUMENT0 H$ d4 N2 O5 y9 v. o. b APPROACH PROCEDURE.) 0 p/ x w) k2 {/ o* Y- P+ g) gFINAL APPROACH‐IFR- The flight path of an % G* A, M. ~2 \8 m9 K7 vaircraft which is inbound to an airport on a final # d1 ]+ @8 `, B1 G0 J, oinstrument approach course, beginning at the final ' s. ^1 H7 v, p- k" k, |7 F, N0 m8 g# Kapproach fix or point and extending to the airport or: ?- z( W- g% J the point where a circle‐to‐land maneuver or a missed $ U) x& K0 Q& x! G3 ?5 z mapproach is executed.5 F" ?) B% \" a# A$ ~2 ]& B (See FINAL APPROACH COURSE.). w+ W6 `9 @+ d3 ?+ s- L (See FINAL APPROACH FIX.)( w- p) r; W. L2 q- Q4 d) Y/ q (See FINAL APPROACH POINT.) ! f4 t8 f1 f: s: _2 c( x( O; d(See SEGMENTS OF AN INSTRUMENT ; `4 ^; ?6 r8 w7 x) D+ @APPROACH PROCEDURE.) + \6 {, m( @) {0 B(See ICAO term FINAL APPROACH.)& h$ u. O# a, t7 v/ o/ ~( h FINAL APPROACH POINT- The point, applicable/ |4 S* C2 i1 u) Z, I8 z2 B only to a nonprecision approach with no depicted 4 g6 ?/ U0 i- T2 \" [2 U4 e% ^FAF (such as an on airport VOR), where the aircraft! n+ [0 z5 i# z6 K9 |5 u is established inbound on the final approach course ( d# R2 e6 k5 J x) U, F" Nfrom the procedure turn and where the final approach3 G) c" K- `1 T5 R* q$ v! o o+ n descent may be commenced. The FAP serves as the 1 o; Z- Y! x9 f1 x3 aFAF and identifies the beginning of the final 2 t3 `/ K$ D; I" fapproach segment. $ E8 @' `! Z3 \(See FINAL APPROACH FIX.)% _1 ^8 J6 {' x6 M5 Y (See SEGMENTS OF AN INSTRUMENT 3 A6 E$ x0 L0 ^/ LAPPROACH PROCEDURE.)3 t3 T" Z" e3 e. g: ^" D FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT ! e8 D3 a/ `. X, J* FAPPROACH PROCEDURE.) 2 a( F3 A% m# u" F- \7 rFINAL APPROACH SEGMENT [ICAO]- That0 m! Y6 s7 W1 w- V) f& ~ segment of an instrument approach procedure in ! i0 B7 Y5 z% j8 S; \1 ?% D/ z awhich alignment and descent for landing are 7 ~! P6 O6 K0 n5 p) Jaccomplished." ^. G- |# H! K; f. v FINAL CONTROLLER- The controller providing) }. a* D9 t3 y( @7 {, R+ G information and final approach guidance during PAR # J8 [/ j9 E3 q& z( h$ Zand ASR approaches utilizing radar equipment. + S5 {0 d. c" i1 u& w5 n1 q! J% k(See RADAR APPROACH.), h* X% } O/ ]- l, k/ @- @$ b* X FINAL GUARD SERVICE- A value added service , [, |7 }8 ^5 [7 h/ |' b A* jprovided in conjunction with LAA/RAA only during* x+ a) _. k( U/ }9 O. C periods of significant and fast changing weather % M) k' Z. b: [+ L! o" hconditions that may affect landing and takeoff ( J9 ]9 ?) u1 L/ }; o4 Z) qoperations.) H+ I+ n$ s8 `" e0 w; z FINAL MONITOR AID- A high resolution color % }$ W9 O P2 y$ }8 M, F. udisplay that is equipped with the controller alert, ]2 V/ j1 W; j# k+ f# { system hardware/software which is used in the ! z( y6 f% f% q; R1 H- A- wprecision runway monitor (PRM) system. The. R! F- K% t' f display includes alert algorithms providing the target ) }/ J( t" o- H1 Z0 mpredictors, a color change alert when a target% R% O% r. R( \" e penetrates or is predicted to penetrate the no / J4 u$ P7 g/ }2 Ctransgression zone (NTZ), a color change alert if the/ C3 J1 N8 j+ S0 s- q aircraft transponder becomes inoperative, synthe‐ ( ~/ x1 r4 N l+ O M+ U3 y+ m0 m% ^sized voice alerts, digital mapping, and like features % p" Y. Y1 B, O- Z* Scontained in the PRM system.6 u, g9 Z- R" C* o+ x( f (See RADAR APPROACH.)# p ~6 D# n$ S, Q1 E FINAL MONITOR CONTROLLER- Air Traffic . n7 c8 |. s2 C& ?6 p6 p& W. vControl Specialist assigned to radar monitor the 5 ?# h4 W( _0 t7 _% M/ t; oflight path of aircraft during simultaneous parallel ; W1 c7 K& |! {6 k3 o$ ?and simultaneous close parallel ILS approach : o h; t9 Z, c; Yoperations. Each runway is assigned a final monitor ! w: \$ @5 m3 t7 r4 C c: jcontroller during simultaneous parallel and simulta‐ * A* I1 b' z3 O$ T8 Uneous close parallel ILS approaches. Final monitor $ ^7 d& S; I3 o5 j4 G& Fcontrollers shall utilize the Precision Runway ! }8 i5 _( _; w% o# W; kMonitor (PRM) system during simultaneous close 3 j4 t( h' @- _, ~parallel ILS approaches.) d( u+ U5 Q5 O6 i1 K4 Q, R4 L# \ FIR(See FLIGHT INFORMATION REGION.) - b* R9 \4 _+ ]$ x. S0 x: L$ X. `FIRST TIER CENTER- The ARTCC immediately 4 ]! Y! R# [ {- d" D2 ^2 u- g& nadjacent to the impacted center. $ o8 M) J: a$ ]3 h$ B( H) ZFIX- A geographical position determined by visual + |- P9 Y$ l; S" }3 Zreference to the surface, by reference to one or more / M# r- V! h4 J# |9 wradio NAVAIDs, by celestial plotting, or by another3 Q" Q( o( X: P navigational device., J& g' `; E+ V# k8 L4 K FIX BALANCING- A process whereby aircraft are P. I E$ y- l ?: [& j% Cevenly distributed over several available arrival fixes% b( J7 I& R! E: X4 C* O reducing delays and controller workload. 1 ^0 I* x v( U$ g8 {* e$ mFLAG- A warning device incorporated in certain 8 U; v D+ }, [% {airborne navigation and flight instruments indicating 1 @3 R3 Q# M+ Z: @0 D$ ethat: F8 _) C0 Z- j/ N; T. w a. Instruments are inoperative or otherwise not 0 s0 n2 t) ?3 E1 v8 Voperating satisfactorily, or" g1 r* Z- Q7 u3 W+ } b. Signal strength or quality of the received signal ( d$ C. G2 z1 f$ H0 pfalls below acceptable values. % v6 D8 V* `- ?: T! Q7 VFLAG ALARM(See FLAG.) 6 N$ P {) p8 J( ]" U3 w+ c$ PFLAMEOUT- An emergency condition caused by a3 L* k4 {) _' G2 M" e loss of engine power. ' b/ c1 P7 Z: nFLAMEOUT PATTERN- An approach normally $ w7 |- _2 V1 J2 u5 f6 U$ bconducted by a single‐engine military aircraft5 d7 G. U' f% d+ I$ L$ G experiencing loss or anticipating loss of engine , z( a: W2 {: g; J. W& oPilot/Controller Glossary 2/14/08 2 B' g& M! X; z$ uPCG F-3! O8 }2 y& G. ^7 K# u power or control. The standard overhead approach 5 z2 R; W' J6 ~! y+ r! H( |starts at a relatively high altitude over a runway; @6 @! P8 ~- g6 X (“high key”) followed by a continuous 180 degree: Z) d& p& H1 O turn to a high, wide position (“low key”) followed by9 a. b) h" y6 G: D! j2 ^ a continuous 180 degree turn final. The standard* k% k# C( k! p& }! |2 S" k# m3 N straight‐in pattern starts at a point that results in a3 \4 W0 ]0 m2 F. T1 O' K3 Q straight‐in approach with a high rate of descent to the # m4 R( y/ H9 g5 f2 G+ Erunway. Flameout approaches terminate in the type3 N6 J6 S# [. B- o: N approach requested by the pilot (normally fullstop). 9 r, X5 N3 l2 `. eFLIGHT CHECK- A call‐sign prefix used by FAA3 }! Y4 E0 k- `5 M1 U8 N: D aircraft engaged in flight inspection/certification of ( F: m* P# G7 j/ s" ^/ Q' ^navigational aids and flight procedures. The word: }; V" K4 z, w3 I) E, ^ “recorded” may be added as a suffix; e.g., “Flight6 \) [% r( q& R# i( n Check 320 recorded” to indicate that an automated * l% M2 ~& t/ p* u- iflight inspection is in progress in terminal areas. 5 W, O( D% f y3 }& k/ A: ?, I(See FLIGHT INSPECTION.) 1 o: C9 ^( _9 F) O8 v(Refer to AIM.): U! b. g: z9 k7 s! S' ]/ e' ?' x FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)) B: Y0 l6 N1 P( V5 F FLIGHT INFORMATION REGION- An airspace of : S6 ^. n) N7 d: V3 z2 [4 hdefined dimensions within which Flight Information/ H+ I. C7 c4 z# @2 T# {& `, A Service and Alerting Service are provided.9 c( [, p- ?( J0 j, z) D1 R' a" A! h a. Flight Information Service. A service provided2 y7 u5 o' r% Q8 D$ {7 y for the purpose of giving advice and information % h3 l6 E; i! S% l9 zuseful for the safe and efficient conduct of flights.: L! {0 m% v" S4 D- g b. Alerting Service. A service provided to notify 9 G" F/ h1 C# D$ K$ d5 @# Lappropriate organizations regarding aircraft in need , \4 p5 d* y5 F8 U* k5 Eof search and rescue aid and to assist such% T0 N/ d9 V( L2 i; }6 ] organizations as required.$ h8 A2 Z- w) e& K FLIGHT INFORMATION SERVICE- A service ( f) k v& U0 N/ B8 Fprovided for the purpose of giving advice and ' j z, ^2 @7 S. u" i" a: Rinformation useful for the safe and efficient conduct" Y9 H% p- L. y of flights. ' `3 A5 P$ s! M8 N( R2 pFLIGHT INSPECTION- Inflight investigation and 5 i. o; W: E( y8 _* D- @evaluation of a navigational aid to determine whether+ Z# l7 s4 Z0 W. O9 e7 ]) G it meets established tolerances.2 e2 x1 _1 Y3 a5 [. b, Q (See FLIGHT CHECK.) & ~* ]1 f8 }$ w" p$ B(See NAVIGATIONAL AID.) # r( |* t& T n R: y) JFLIGHT LEVEL- A level of constant atmospheric * z. O5 N- I! j4 Qpressure related to a reference datum of 29.92 inches - _) D/ Y9 g0 I, B4 n0 Vof mercury. Each is stated in three digits that represent4 _5 a8 r8 j6 c hundreds of feet. For example, flight level (FL) 250 ( a% h# {( L; \8 Trepresents a barometric altimeter indication of: V$ A" R7 x4 M8 B 25,000 feet; FL 255, an indication of 25,500 feet.5 O% A% W1 Z8 l V (See ICAO term FLIGHT LEVEL.) 1 }2 Q# m* ]# x# DFLIGHT LEVEL [ICAO]- A surface of constant ) n" m q% h' M/ J: ]atmospheric pressure which is related to a specific9 y( I" y4 U# Y, W& v pressure datum, 1013.2 hPa (1013.2 mb), and is) G+ x) ~5 U4 ?$ W1 ] separated from other such surfaces by specific" [5 U4 _" E8 S- v8 }5 ?3 ~ pressure intervals.5 e5 B" p* B% u" { Note 1:A pressure type altimeter calibrated in" `. q- u. X% a+ e4 n# D* h accordance with the standard atmosphere:! F) M V3 q5 `/ R( b: F a. When set to a QNH altimeter setting, will5 d7 x. S# Q! N indicate altitude;+ B: V# x: K: G b. When set to a QFE altimeter setting, will( A" c+ I2 V1 X indicate height above the QFE reference datum; + q2 N; ]# b3 Hand1 W7 L0 O+ f# z( R c. When set to a pressure of 1013.2 hPa 6 w. A( q# P2 p% k(1013.2 mb), may be used to indicate flight levels. ~* N3 Y# ~8 l- ANote 2:The terms `height' and `altitude,' used in 9 j. n' l- z' h8 v5 L$ M1 ]1 INote 1 above, indicate altimetric rather than( q z, r: s" T$ U geometric heights and altitudes. ) B: p) F/ y) @+ B1 mFLIGHT LINE- A term used to describe the precise* f* x# n8 `, |; T3 F( _& L movement of a civil photogrammetric aircraft along- s& i! L' ]& q2 O" K" R a predetermined course(s) at a predetermined altitude) h$ ?" O( Z7 d# T8 Q. v during the actual photographic run.4 \2 ]% `4 I \) B1 B- Z d FLIGHT MANAGEMENT SYSTEMS- A comput‐ 1 I( A5 T: h8 S. |9 x. `er system that uses a large data base to allow routes" v4 u& f4 j+ z5 ~ to be preprogrammed and fed into the system by , {( x7 `6 I/ m$ I+ y( emeans of a data loader. The system is constantly 8 @2 C" ?1 I# ~2 oupdated with respect to position accuracy by - S: F, k. G8 c7 f! Z) p2 `reference to conventional navigation aids. The & ^' C; f: N3 E" @. _. f- a* L$ O1 csophisticated program and its associated data base ^; f' t+ W+ _+ R$ C7 finsures that the most appropriate aids are automati‐ 6 t4 f L! k7 D3 {" t8 D Lcally selected during the information update cycle.' s+ r7 C1 W1 N FLIGHT MANAGEMENT SYSTEM PROCE‐ / P8 s2 J: K4 U" S6 T1 ZDURE- An arrival, departure, or approach procedure ( D; ]7 e% ~: G" S7 t7 R* V" P0 ddeveloped for use by aircraft with a slant (/) E or slant # @6 p5 K) A0 Q4 t. x4 G/ M4 B(/) F equipment suffix. 1 F/ \- ? c" M! x% s, A! }, |# d$ `FLIGHT PATH- A line, course, or track along which ! g7 m R8 e+ r7 \an aircraft is flying or intended to be flown. * C& \- B" N$ R4 E(See COURSE.) / T0 D9 V8 R1 s(See TRACK.)/ @ C! `5 b% g! b, e6 e- c FLIGHT PLAN- Specified information relating to . X. S' F9 ^9 w/ j& Zthe intended flight of an aircraft that is filed orally or' `, @ l1 C/ x in writing with an FSS or an ATC facility.: ^0 a6 x1 u' N& e o7 g: X$ v% {* F (See FAST FILE.) , W4 b8 w) l) X l4 u2 m/ G(See FILED.)1 k0 O1 k" Q5 q, y( p. l0 x (Refer to AIM.)- U+ y5 C5 P* M" y) r9 P FLIGHT PLAN AREA- The geographical area 0 R, V- y+ ]: E2 r# d2 fassigned by regional air traffic divisions to a flight + n- }6 c/ c. K8 L& q/ S# [service station for the purpose of search and rescue / }# Y9 B" N) I* |& G2 tfor VFR aircraft, issuance of NOTAMs, pilot5 d7 X+ ]2 R$ U) |2 W2 {+ [# e7 ^! t briefing, in‐flight services, broadcast, emergency ' W$ p( E0 N7 L6 B. `services, flight data processing, international opera‐6 A1 r5 Z9 d8 K, S tions, and aviation weather services. Three letter8 h7 q; i B9 Z# O% h Pilot/Controller Glossary 2/14/08 % m: |' A2 p% b1 q* i/ BPCG F-4 7 w$ _' _/ T1 E* \identifiers are assigned to every flight service station & M" \& [# b4 O5 o8 [1 Y0 u( o, Y; W( Q: ]and are annotated in AFDs and FAAO JO 7350.8, $ {% A$ P! B. ~' c7 O4 uLOCATION IDENTIFIERS, as tie‐in facilities.+ f- \, e& W5 o, V- h' s! O) W (See FAST FILE.)8 _- h3 l) k# |" c& Z3 I% L (See FILED.) % B1 |' i9 ~3 I) u(Refer to AIM.) 5 A7 f: S! h7 S f- b8 IFLIGHT RECORDER- A general term applied to # J. s% ~# u) F) l$ M; dany instrument or device that records information ' B0 \% `8 z( ]about the performance of an aircraft in flight or about ) D4 X3 d! g9 E5 R; Tconditions encountered in flight. Flight recorders2 ^0 a2 u+ V( }* M may make records of airspeed, outside air' M! O: o2 T* \0 X: s temperature, vertical acceleration, engine RPM, 2 m) v- { E5 v4 o: ^: _2 O: vmanifold pressure, and other pertinent variables for a% ?& X8 F( X9 d, ~$ g given flight./ g" ?, O2 x/ o8 ~' a/ B1 _$ i (See ICAO term FLIGHT RECORDER.) 6 j! S3 o3 c$ T2 h. QFLIGHT RECORDER [ICAO]- Any type of/ F* K& _& S% K$ E. d: e recorder installed in the aircraft for the purpose of 0 l: o8 c* u# Z7 s4 S# U& Q ~; W4 O8 _complementing accident/incident investigation. . |/ n1 D a. S5 h6 s# }% ANote:See Annex 6 Part I, for specifications relating* o. B3 }6 u6 J; | to flight recorders. & i, M" D" J+ J- yFLIGHT SERVICE STATION- Air traffic facilities 3 Z7 t% ^- y' Ywhich provide pilot briefing, en route communica‐" H& H; \ s' o( r tions and VFR search and rescue services, assist lost : w; U6 d5 x4 haircraft and aircraft in emergency situations, relay + k W. z$ m" HATC clearances, originate Notices to Airmen,8 o3 C7 I: K' F" n$ T broadcast aviation weather and NAS information,: K. Y% X- ]" H! ^- [. I; q9 s* b$ q% [& n and receive and process IFR flight plans. In addition, ' V1 O' s; Y) ?: b! Xat selected locations, FSSs provide En Route Flight! e8 ~9 A' \( j: U: Z0 x Advisory Service (Flight Watch), issue airport \* y* s8 {8 m( \- Y6 sadvisories, and advise Customs and Immigration of : j8 l8 y) j9 E7 f, ~transborder flights. Selected Flight Service Stations ) E4 a7 x8 H) u2 k4 ^# r! S- yin Alaska also provide TWEB recordings and take ~ X1 X" }# L2 o' W6 H n- P weather observations.3 J! F' Y$ b( u( @6 L (Refer to AIM.). z, @- n! v0 Z; I' h! K1 I FLIGHT STANDARDS DISTRICT OFFICE- An/ O# Y Q' _5 V6 ~0 Y FAA field office serving an assigned geographical ' A* R$ _3 V! Xarea and staffed with Flight Standards personnel who ) C5 u& }( c4 A+ O1 r* U5 |# Fserve the aviation industry and the general public on! ?9 j" ^: a2 u% U matters relating to the certification and operation of! Z5 z2 O1 [* c/ u5 Z* r0 ~ air carrier and general aviation aircraft. Activities3 q* q# h7 o; n include general surveillance of operational safety,9 _+ \# |% i! S k0 B8 @+ w) N certification of airmen and aircraft, accident9 c! \' F( x3 q9 y7 G prevention, investigation, enforcement, etc.; R3 `1 A+ c( p+ _/ L: E8 I5 Z y* ` FLIGHT TEST- A flight for the purpose of:6 |! J+ z$ h+ ?0 _+ v" E a. Investigating the operation/flight characteris‐ , m' o$ A1 }/ v3 V. q* ftics of an aircraft or aircraft component./ s0 b- s: w. ^+ } b. Evaluating an applicant for a pilot certificate or3 Z- m$ |& c$ h O4 n1 [8 h7 K rating.% T& ~+ r" C1 R& n# r% E) C FLIGHT VISIBILITY(See VISIBILITY.), U0 R# p! `) w/ g+ a. O+ X, W FLIGHT WATCH- A shortened term for use in' F: X* ]1 q8 [. k: v8 J( @1 M air‐ground contacts to identify the flight service E3 t" p* B6 k% ?. r station providing En Route Flight Advisory Service; * E$ p* p5 g) z8 te.g., “Oakland Flight Watch.”% @8 M7 l8 c% u8 I+ z/ o/ Y (See EN ROUTE FLIGHT ADVISORY + B1 |& e& F* U/ w' LSERVICE.)! W9 @$ L/ C3 P# K* e FLIP(See DOD FLIP.) $ Y w; s7 i7 ?! yFLY HEADING (DEGREES)- Informs the pilot of + E" ~( M, T5 w2 i/ Pthe heading he/she should fly. The pilot may have to' n3 o" Q8 K& G: N8 m2 I, m& w; r turn to, or continue on, a specific compass direction 6 `0 R4 u+ H, fin order to comply with the instructions. The pilot is% ~6 E4 A8 i" R7 e+ }1 ], u expected to turn in the shorter direction to the heading " g) L' R5 m# E- u& O j1 C! [: ?unless otherwise instructed by ATC. - q. A. n) U- @# K6 UFLY‐BY WAYPOINT- A fly‐by waypoint requires& \" R: g; \2 v. y! ?( i2 m the use of turn anticipation to avoid overshoot of the. d) A, j1 `) u5 e7 B8 y) x next flight segment.: ?" K: q8 Q: Y7 S5 j4 @" I FLY‐OVER WAYPOINT- A fly‐over waypoint $ @& R5 e8 m) d8 {precludes any turn until the waypoint is overflown ; s$ k' d. ~% E9 _4 L( hand is followed by an intercept maneuver of the next % c& l$ z1 S( t( c. { r/ C: Z$ }7 [flight segment. ) k( x5 R C/ C# f0 \ N% DFMA(See FINAL MONITOR AID.) - M3 U+ k9 h! L; PFMS(See FLIGHT MANAGEMENT SYSTEM.) - o5 g0 Z/ G' J9 CFMSP(See FLIGHT MANAGEMENT SYSTEM * I: {, `/ V; uPROCEDURE.)) @: v/ r% V! u" y FORMATION FLIGHT- More than one aircraft \, c7 i: w$ [3 I which, by prior arrangement between the pilots, * K( ^. G& L5 E4 H0 Boperate as a single aircraft with regard to navigation . y- D' y1 ~, R% wand position reporting. Separation between aircraft L' c$ R/ z& jwithin the formation is the responsibility of the flight# ~2 \2 y/ L+ [5 | leader and the pilots of the other aircraft in the flight.0 |$ }$ t. Y" F+ w' O& i This includes transition periods when aircraft within4 o" R( P4 @5 Y7 p/ K the formation are maneuvering to attain separation. U3 R% l! f% `) |. ] from each other to effect individual control and ; A0 l: ]' L, J9 b' o& ~during join‐up and breakaway. : ?$ H- o, @' W sa. A standard form ation is one in which a 6 O' x6 K" ?: ~' ]5 q9 A, i/ ~ v/ g/ Lproximity of no more than 1 mile laterally or 4 m, G7 E0 c: G" Plongitudinally and within 100 feet vertically from the( X# C2 [. u P% ?# W flight leader is maintained by each wingman. , q0 r) D) ]3 ub. Nonstandard formations are those operating 3 f, ^/ H% p/ X5 v g. w- y* runder any of the following conditions: ( U3 S* [3 C) z. S) B* ?Pilot/Controller Glossary 2/14/08 , x+ q) ]8 V& \PCG F-5! c* ^" ]6 r! b; u( l) F 1. When the flight leader has requested and ATC* x% {2 z' N, U4 t has approved other than standard form ation & x1 K/ J5 w$ u. Mdimensions.8 M/ V& p# C9 g' D- N- {. X 2. When operating within an authorized altitude( `0 \4 `8 g; d' D reservation (ALTRV) or under the provisions of a" U! J3 p* |% `2 B, B letter of agreement. : r3 _) ^6 m8 ]; @* \; j. Q3. When the operations are conducted in , n p4 y* H8 pairspace specifically designed for a special activity.) O4 Q& c2 L g0 L+ A (See ALTITUDE RESERVATION.); F! F* k" j1 b% o* d( a) a (Refer to 14 CFR Part 91.) 7 z( h0 l6 ]4 EFRC(See REQUEST FULL ROUTE CLEARANCE.) 6 |. Z# f( a9 m1 l0 X EFREEZE/FROZEN- Terms used in referring to' u. R7 R* Z2 Q" ~. {8 Q3 X arrivals which have been assigned ACLTs and to the 7 c& s( e. J5 ]lists in which they are displayed.$ O! V/ {1 m/ J- Q) L FREEZE CALCULATED LANDING TIME- A6 i+ @5 O, ]. j' O dynamic parameter number of minutes prior to the8 X/ E4 ?+ q3 W' @/ i6 L! u meter fix calculated time of arrival for each aircraft 4 f R& N" g9 H5 r) [& q& ?+ ]when the TCLT is frozen and becomes an ACLT (i.e., + e% O# t$ s2 k4 i8 X7 S5 kthe VTA is updated and consequently the TCLT is( k, D7 `! C3 ]7 | modified as appropriate until FCLT minutes prior to ! c" U- }3 d8 G: qmeter fix calculated time of arrival, at which time; l' o0 m" x6 d/ c2 [$ y updating is suspended and an ACLT and a frozen \- D5 C- b0 F/ w2 G meter fix crossing time (MFT) is assigned). ) Z$ v: ~* @* m* Y9 j% z% uFREEZE HORIZON- The time or point at which an # ]8 E/ G0 |! g' o" Aaircraft's STA becomes fixed and no longer fluctuates : p' S4 u' o& o$ Owith each radar update. This setting insures a constant 1 Z- u* `4 V: N% F4 Ktime for each aircraft, necessary for the metering ' W4 {" t+ u: Y$ }$ Zcontroller to plan his/her delay technique. This/ C8 D8 l) M( p" }8 Z setting can be either in distance from the meter fix or8 s: r2 i! S* D* |# v a prescribed flying time to the meter fix.$ w8 M1 F, d: S1 c FREEZE SPEED PARAMETER- A speed adapted% C* ~3 T. a- S1 k for each aircraft to determine fast and slow aircraft. % j; T. b, f; c: QFast aircraft freeze on parameter FCLT and slow # H a0 u! d3 o8 A# F5 ~4 ~# Z( I3 Raircraft freeze on parameter MLDI.; L1 V' A( z, R: Q, n* t8 H FRICTION MEASUREMENT- A measurement of , S; N B5 k7 ~+ }5 Q, Hthe friction characteristics of the runway pavement 1 E$ S; B. D( @, ~* D3 f/ |0 Vsurface using continuous self‐watering friction: a/ }: l' Z) ^" B. T& t. _1 V measurement equipment in accordance with the8 h) I1 \. J& m* @4 v, v specifications, procedures and schedules contained {+ X0 z5 O( ~! z+ ain AC 150/5320-12, Measurement, Construction, 0 j4 F4 c. t% g% \and Maintenance of Skid Resistant Airport Pavement 7 r+ J. O/ M2 E4 bSurfaces. 6 p# {" k, D2 G4 `; u7 X) K) q2 jFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.) 9 o8 a. C6 ~+ Q& I' I2 G1 X! AFSPD(See FREEZE SPEED PARAMETER.) $ n8 D8 s. i; @FSS(See FLIGHT SERVICE STATION.) 9 E+ j; k: [( C/ H0 |2 x8 {FUEL DUMPING- Airborne release of usable fuel. 3 c" Y) ]5 X- r( I; BThis does not include the dropping of fuel tanks.% J L5 z+ i6 j! N7 { (See JETTISONING OF EXTERNAL STORES.) 8 z- O1 A+ ?' ]* lFUEL REMAINING- A phrase used by either pilots # D2 f t) O: g( l3 aor controllers when relating to the fuel remaining on: G3 c" m, F2 [ board until actual fuel exhaustion. When transmitting 5 j: J. X# A* { ^! d7 d# vsuch information in response to either a controller + ^% K3 `, B$ z" R" Y# Pquestion or pilot initiated cautionary advisory to air# n4 }& j4 x& d8 T [- Z4 @ traffic control, pilots will state the APPROXIMATE . H. `' Y, r6 `+ V/ Y- BNUMBER OF MINUTES the flight can continue 6 I3 M) {* Q& F$ N5 ~with the fuel remaining. All reserve fuel SHOULD( n( k; Y# _) \/ v- ~ BE INCLUDED in the time stated, as should an/ j" {( Q0 `$ p& ~ allowance for established fuel gauge system error. ; J5 G- Y' X% ]) X- ^FUEL SIPHONING- Unintentional release of fuel - T! e4 D+ i: k2 z* J. u& v0 W- }caused by overflow, puncture, loose cap, etc.4 ^6 a3 ] u% z# I& z/ z0 E FUEL VENTING(See FUEL SIPHONING.) 1 p3 w4 V; a+ s5 I: oPilot/Controller Glossary 2/14/08 3 H( o l) U* H; KPCG G-11 P7 X+ F: _& ?+ h. `4 ?6 d G

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GATE HOLD PROCEDURES- Procedures at . Z6 e3 R" A/ S4 T3 A9 n" E% }selected airports to hold aircraft at the gate or other s. N# u% ?" A5 H: A8 Y' k& hground location whenever departure delays exceed or3 p6 [( t- Q8 {: v1 W are anticipated to exceed 15 minutes. The sequence 2 Y# X$ J5 O; C* j2 {4 t% x8 hfor departure will be maintained in accordance with+ ?/ S( f: w% J( O8 O initial call‐up unless modified by flow control ' Z5 A2 l. \) Arestrictions. Pilots should monitor the ground / H; A8 D/ ~0 J2 R: j5 wcontrol/clearance delivery frequency for engine5 A" N; I3 k' N2 v2 y1 | start/taxi advisories or new proposed start/taxi time1 N: K0 E3 r( \3 r! l if the delay changes.

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GBT(See GROUND-BASED TRANSCEIVER.) " X- a' r" W3 c# {' ]& P5 A5 P% wGCA(See GROUND CONTROLLED APPROACH.) ! c- x6 D) N: M0 ~8 @GDP(See GROUND DELAY PROGRAM.) |6 G8 k9 P6 r( F/ BGENERAL AVIATION- That portion of civil- }- i3 W- q% J4 D, M9 k aviation which encompasses all facets of aviation+ |# Y3 N+ B0 L& _+ y except air carriers holding a certificate of public 1 F! R1 _9 @/ j( w) j cconvenience and necessity from the Civil Aeronau‐7 z6 ?6 ^0 l: ~% u n: j tics Board and large aircraft commercial operators./ t6 t d, R8 m3 | (See ICAO term GENERAL AVIATION.)4 t2 s n4 t u7 a; W' X# O GENERAL AVIATION [ICAO]- All civil aviation, G# N9 r& E3 C4 }, K5 p8 E% `3 m$ D operations other than scheduled air services and3 K5 p' _, J+ H! w nonscheduled air transport operations for remunera‐+ ~, f5 e1 J2 P8 u9 ? tion or hire. 1 k5 z. Y+ u4 @; J" w- nGEO MAP- The digitized map markings associated 6 x7 n% Q, w% F, e8 d/ vwith the ASR‐9 Radar System. 5 E' \! |3 ~/ k N1 @GLIDEPATH(See GLIDESLOPE.)6 n. K. n' e; h1 o' W GLIDEPATH [ICAO]- A descent profile determined & r. k# z0 P) C7 G( d2 gfor vertical guidance during a final approach.) ]8 A% @" X5 ]% Z( }% a GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.) S. x; q1 z; C8 [. S1 cGLIDESLOPE- Provides vertical guidance for4 T" _9 @+ i# u' P, ~6 t aircraft during approach and landing. The glideslope/ 3 W; j3 V" O* Vglidepath is based on the following: * F: F$ ]& q3 L5 _- U' Y* wa. Electronic components emitting signals which) Q8 L9 [7 ^' \ l& x# E provide vertical guidance by reference to airborne7 ^4 y) m1 ?4 ^/ e/ z! o& C# L instruments during instrument approaches such as+ W! A6 X6 x8 b% _+ b ILS/MLS, or, f9 t J" j2 W' r# }- N2 i b. Visual ground aids, such as VASI, which! K2 o6 b, j, y0 S2 m( @9 Q; B provide vertical guidance for a VFR approach or for ! E# A) P( ~3 k# [+ M6 ^- w) ^the visual portion of an instrument approach and 0 D9 }7 ~+ f; s4 W, G- }landing. 0 s- p7 {/ l1 _; u' Kc. AR. Used by ATC to inform an aircraft making- q% i4 r; N5 B5 H/ v a PAR approach of its vertical position (elevation) " r8 X8 h( [" J, {* Urelative to the descent profile.( r6 K5 X/ c, u' i4 v2 i (See ICAO term GLIDEPATH.) + C! D: E% i2 L" b! n+ ?; q' GGLIDESLOPE INTERCEPT ALTITUDE- The: f/ j% n# B1 v( Z minimum altitude to intercept the glideslope/path on( @) Q' l0 v; m9 e a precision approach. The intersection of the( c7 K s+ J7 \ published intercept altitude with the glideslope/path, 3 z* ~& V1 Y$ O) ydesignated on Government charts by the lightning ; w9 |+ v4 F* B$ M, [bolt symbol, is the precision FAF; however, when the/ P; `1 a: c. d& ~$ h approach chart shows an alternative lower glideslope) y) w) @. @# E% {' y intercept altitude, and ATC directs a lower altitude,6 O7 p& _$ q2 T! G& l% t' | the resultant lower intercept position is then the FAF.: g; w* q( e; o% ]1 p2 S (See FINAL APPROACH FIX.)+ F8 G4 b( Z% k8 J (See SEGMENTS OF AN INSTRUMENT ) P& q! X6 W8 a5 N: t* Z; iAPPROACH PROCEDURE.) * N/ y8 T3 A& g( y+ {8 LGLOBAL POSITIONING SYSTEM (GPS)- A# @0 R# z- J0 Q' f9 }; M! w space‐base radio positioning, navigation, and 5 b" N v) D; F! g- vtime‐transfer system. The system provides highly , X7 ~% n% S, n" waccurate position and velocity information, and( m$ B2 d9 t, k/ [0 x# { precise time, on a continuous global basis, to an. M2 i* u" N3 R" W" ]# S: t unlimited number of properly equipped users. The 9 U4 O W9 c- v+ Fsystem is unaffected by weather, and provides a / j* m( n) e, f5 L) _worldwide common grid reference system. The GPS ; i+ R1 [5 E+ \concept is predicated upon accurate and continuous & @, \6 U. w1 I) [2 U$ ~knowledge of the spatial position of each satellite in% I* A7 @( v/ I& e' x the system with respect to time and distance from a; c0 y6 K, `( e- x transmitting satellite to the user. The GPS receiver 2 r3 b7 M/ @1 ~& fautomatically selects appropriate signals from the! g, ~5 r! |0 |0 I( I satellites in view and translates these into three‐ * U. ^- M% s: f% b; |2 u/ _dimensional position, velocity, and time. System ; ^" P, e1 L9 ?5 i5 E1 raccuracy for civil users is normally 100 meters 6 @8 G7 Z$ y. H$ w- m+ s, u) qhorizontally.% o* H) H5 J7 q6 b/ V GO AHEAD- Proceed with your message. Not to be ' K9 H) x) c# B! B! X2 ~) k7 m! cused for any other purpose. ! p; s. e5 Q0 N- l4 x# J6 zGO AROUND- Instructions for a pilot to abandon/ z" _# |3 D' u# c1 I' ?( O his/her approach to landing. Additional instructions* @3 W$ |, |1 C may follow. Unless otherwise advised by ATC, a2 l" ~- S! r" [( V0 c VFR aircraft or an aircraft conducting visual1 I" M- O2 F8 w: f0 G approach should overfly the runway while climbing + H' r4 t4 ~, U6 q- jto traffic pattern altitude and enter the traffic pattern - j3 ~: a' n: M' uvia the crosswind leg. A pilot on an IFR flight plan) {" E( l9 a% Y# f. Q$ ~- C4 l Pilot/Controller Glossary 2/14/08) g; n/ S* y7 e6 ^3 O PCG G-25 t9 r. X7 O% `5 K0 C, I making an instrument approach should execute the 2 p3 y/ V1 V7 G8 Apublished missed approach procedure or proceed as : d/ b/ ~5 \6 h2 rinstructed by ATC; e.g., “Go around” (additional" v4 E" m. w- a instructions if required).3 {) c1 k6 @. z# @ (See LOW APPROACH.) ; B! g. X. o3 ?' ]1 M(See MISSED APPROACH.) ; A0 X0 V' a# P' B- ?9 UGPD(See GRAPHIC PLAN DISPLAY.) 5 g/ f( i: F1 i% V+ QGPS(See GLOBAL POSITIONING SYSTEM.) " S- y% q% T* M7 ~9 ^- kGRAPHIC PLAN DIS PLAY (GPD)- A view0 k# U% [( R# f: n# Y/ H' d available with URET that provides a graphic display , C1 V& U" _7 t& ^1 H% xof aircraft, traffic, and notification of predicted ( a& E0 O( I0 Q0 b; r/ Dconflicts. Graphic routes for Current Plans and Trial 4 r% d' E* a# J6 O/ C. _Plans are displayed upon controller request. 7 w0 k. c4 E. z6 P(See USER REQUEST EVALUATION TOOL.) 5 E' H b1 @% r+ MGROUND-BASED TRANSCEIVER (GBT)- The" }9 e! q& f6 @0 {% m1 j, M3 u6 _" J ground-based transmitter/receiver (transceiver) re‐ [: y, _, D8 J; ]! |+ l& ^2 Rceives automatic dependent surveillance-broadcast 6 U' W9 a9 Q% ~" J9 q: ymessages, which are forwarded to an air traffic7 h$ ~( ^' ^5 U) q! \" O control facility for processing and display with other / f( h0 r" k* h" ? N( R: }9 Qradar targets on the plan position indicator (radar . b. ?% J# r5 z: R+ Pdisplay). * c+ M' N! F! G7 r( T(See AUTOMATIC DEPENDENT! v" ~& a) d& ]; e p SURVEILLANCE‐BROADCAST.)5 Q* X5 ^0 j+ L( y GROUND CLUTTER- A pattern produced on the ! y( F5 J, a$ Z- M9 Z6 X. xradar scope by ground returns which may degrade 2 ^' i8 D" ^* B. M! [& i2 F' qother radar returns in the affected area. The effect of4 ^5 e: f, A. H+ W6 |+ j ground clutter is minimized by the use of moving2 b% G: T8 Q1 k target indicator (MTI) circuits in the radar equipment) a' q6 N: u% G4 w resulting in a radar presentation which displays only7 ^( T& q$ \) B4 E- ] X targets which are in motion. 6 P/ |# V/ F, r6 _(See CLUTTER.) * A2 O+ n4 Q, [. g" UGROUND COMMUNICATION OUTLET (GCO)- 8 `! J* f' P# z) `+ k( XAn unstaffed, remotely controlled, ground/ground5 F: ~7 ~, N w$ n' F8 \( e: e communications facility. Pilots at uncontrolled + w' ^( M) Q4 |, B& r: ^airports may contact ATC and FSS via VHF to a, d6 a5 Y3 }8 T telephone connection to obtain an instrument4 p! S, I. F3 g4 k$ a/ O. t. e clearance or close a VFR or IFR flight plan. They may : b3 O/ ~' G3 h! b# w; E9 A$ h. Salso get an updated weather briefing prior to takeoff.9 s# J% P) G, S Pilots will use four “key clicks” on the VHF radio to& e8 T c g" M2 l# `! T5 Z contact the appropriate ATC facility or six “key # u& h& q2 w" Q2 aclicks” to contact the FSS. The GCO system is " H5 O$ h7 [6 r/ N- t& |intended to be used only on the ground. P" a% n3 m# d6 } GROUND CONTROLLED APPROACH- A radar* ~% l3 F3 n' R, \. ^& @ approach system operated from the ground by air / N" ?0 T7 f; }9 \) r. etraffic control personnel transmitting instructions to- n _6 w% J, A7 i8 G) ` the pilot by radio. The approach may be conducted % Q# W4 [; f+ {! vwith surveillance radar (ASR) only or with both# ?2 ~9 m0 G- I: G2 C surveillance and precision approach radar (PAR). 8 Z g3 o2 [$ A% dUsage of the term “GCA” by pilots is discouraged ! r. e" f1 G, p& Q- Qexcept when referring to a GCA facility. Pilots should 7 a7 o0 `) d6 S2 I2 s Vspecifically request a “PAR” approach when a4 n: I W4 _# C6 W2 l7 D& q precision radar approach is desired or request an 7 ^, R, T$ t% w2 ~3 q8 ?0 q“ASR” or “surveillance” approach when a nonpreci‐! E$ Q7 i) |# Q) i! T# ^ sion radar approach is desired. 2 j: R7 n+ e4 D6 U(See RADAR APPROACH.)% t7 @, }4 ~' c/ \% E: x GROUND DELAY PROGRAM (GDP)- A traffic " M' f: w! `7 C5 T; `3 `! U6 D0 Fmanagement process administered by the ATCSCC;8 j$ E9 e0 s1 A T9 ]& Q- |" v when aircraft are held on the ground. The purpose of " Q5 [2 ^9 _$ M5 S2 qthe program is to support the TM mission and limit2 x3 G B9 n$ }% J% S0 } n airborne holding. It is a flexible program and may be8 M5 {3 n) N8 G2 e implemented in various forms depending upon the4 i; L( H' x) @. W0 a# Y5 A needs of the AT system. Ground delay programs 7 h; v8 Y) R ]9 h& e Cprovide for equitable assignment of delays to all 9 P {% w; @. ]2 n5 s8 Z& nsystem users. ( F# x- M. O; {3 i$ ZGROUND SPEED- The speed of an aircraft relative+ y9 R: \- O% `5 g to the surface of the earth. / Y1 C3 V1 }6 ], N5 E( t& pGROUND STOP (GS)- The GS is a process that' V5 C; m- D" g$ A requires aircraft that meet a specific criteria to remain0 n- a; D; ~/ ?; R0 c& h x' b0 A on the ground. The criteria may be airport specific, + W! J* H; k0 A" Aairspace specific, or equipment specific; for example, 5 I9 ] o4 d! B+ ^, A, `; nall departures to San Francisco, or all departures1 u; D6 R8 `4 U2 ?; T entering Yorktown sector, or all Category I and II; X' h* L5 Z" a aircraft going to Charlotte. GSs normally occur with/ V# e. a4 N' F. a! J little or no warning.% x+ t5 T7 o" f, Q7 v" K6 x! i& z' R GROUND VISIBILITY(See VISIBILITY.) 7 h5 f7 N+ ~" ^GS(See GROUND STOP.)# x+ U% x8 h: h0 ~: Z& G2 M Pilot/Controller Glossary 2/14/08! V2 e( f+ N3 k7 r5 u PCG H-1 3 p, I# J( E k0 XH . X {; L6 F/ d! yHAA(See HEIGHT ABOVE AIRPORT.), X6 v4 ?- x3 K0 I& ?2 R HAL(See HEIGHT ABOVE LANDING.) : @- M! i3 y) p1 F! S1 @2 `. uHANDOFF- An action taken to transfer the radar " C+ _9 f8 v, |% d6 H2 cidentification of an aircraft from one controller to 2 H1 b S$ v# j( lanother if the aircraft will enter the receiving ; n, g5 {! s9 ~( l# Zcontroller's airspace and radio communications with 0 ]# z, s& A! y& J$ Z9 Y/ I9 ?( ?the aircraft will be transferred.& j6 k6 K0 y9 a/ Z3 s HAR(See HIGH ALTITUDE REDESIGN.) ( ?2 }( h' z1 q- i5 `0 aHAT(See HEIGHT ABOVE TOUCHDOWN.) 0 B1 _4 g5 K- |' E l' H8 Z+ I6 IHAVE NUMBERS- Used by pilots to inform ATC6 C, C( i7 \% G8 O that they have received runway, wind, and altimeter * l( [* ~' X8 Z6 P' k) \information only. & I f6 H" u/ O6 ?5 ]3 OHAZARDOUS INFLIGHT WEATHER ADVISO‐ 1 s" M5 Q4 _4 O0 NRY SERVICE- Continuous recorded hazardous+ v1 t6 o) K! w6 F inflight weather forecasts broadcasted to airborne. [# q ^" L4 g- I# i pilots over selected VOR outlets defined as an ( X8 t% j( z7 Z: V" U7 LHIWAS BROADCAST AREA. Q/ Z/ R9 |5 V3 L+ ]! n HAZARDOUS WEATHER INFORMATION- m+ n% |( m2 \, d, K Summary of significant meteorological information* G7 ~% ^ _. D5 k3 O% N (SIGMET/WS), convective significant meteorologi‐' o8 E5 T, p" d* ]) H( f& x% R cal information (convective SIGMET/WST), urgent ' f3 Q$ }' @( A' y0 L. }4 Hpilot weather reports (urgent PIREP/UUA), center m, V, W @: {* @! g9 \( H weather advisories (CWA), airmen's meteorological ' n4 a8 u S; J3 R$ X, sinformation (AIRMET/WA) and any other weather 1 ?8 P0 E; J! R/ n: m6 K0 Osuch as isolated thunderstorms that are rapidly( W6 `5 O" t5 u+ Y( U developing and increasing in intensity, or low3 ? p. \! W* A ceilings and visibilities that are becoming wide‐7 X m% t' u; X) @0 d" o$ g. p spread which is considered significant and are not$ z8 Z5 z J9 o/ w5 M( E included in a current hazardous weather advisory.3 m# |$ M" _. q& v) H3 [ HEAVY (AIRCRAFT)-, \2 j1 K% G. d# L3 V5 u: c (See AIRCRAFT CLASSES.)6 [6 j) b. r# d6 \/ A4 ^8 D+ a HEIGHT ABOVE AIRPORT- The height of the4 I u4 W6 J0 c+ u. B Minimum Descent Altitude above the published) H" A* |% m& O `4 p4 t airport elevation. This is published in conjunction ' G) L3 f6 n/ V" H4 S. ^* \& hwith circling minimums. $ N A8 @0 o6 X6 ?3 ]3 U/ x6 t; z! ?(See MINIMUM DESCENT ALTITUDE.) % A/ f! T3 m8 M& _HEIGHT ABOVE LANDING- The height above a ' L/ R6 R8 {1 |3 w& Zdesignated helicopter landing area used for helicopter2 z7 |/ b% u4 Q3 \" W& p instrument approach procedures. . D5 ?3 w1 w' D$ n8 o0 R. m(Refer to 14 CFR Part 97.) 8 }( c4 [4 `6 I! C+ R# \. [HEIGHT ABOVE TOUCHDOWN- The height of 7 W/ s, V/ L* z/ r! mthe Decision Height or Minimum Descent Altitude # v8 Y7 u8 W. tabove the highest runway elevation in the touchdown* ?& f$ `+ Y7 e* H" ~ zone (first 3,000 feet of the runway). HAT is4 W) s+ r3 O2 V/ ]4 h- h. ]$ @ published on instrument approach charts in conjunc‐' @# P0 X: v) F6 t) Q tion with all straight‐in minimums.# \7 f2 e; i Y- N- o! B (See DECISION HEIGHT.) " p4 }) E6 a# `4 Z5 T; p* G(See MINIMUM DESCENT ALTITUDE.)8 Z0 A- J3 V& r5 H HELICOPTER- Rotorcraft that, for its horizontal 4 G7 C% |0 e- ymotion, depends principally on its engine‐driven' a; I0 v' D2 v- ~7 Z rotors.9 h5 G" C. O9 O. v1 I (See ICAO term HELICOPTER.)

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HELICOPTER [ICAO]- A heavier‐than‐air aircraft0 o! S! Q8 E7 V5 u supported in flight chiefly by the reactions of the air ; f* I6 `2 u/ b' F8 lon one or more power‐driven rotors on substantially5 S; W4 c% ]+ Z# i9 g e% G. ?- [ vertical axes. . k" |* Y8 @& k5 oHELIPAD- A small, designated area, usually with a 7 n1 p# z% r# y" y; e3 oprepared surface, on a heliport, airport, landing/take‐ 6 ]& v% {; h% G1 W6 H3 Poff area, apron/ramp, or movement area used for" v4 G# M, q% }0 s# l5 Q; t takeoff, landing, or parking of helicopters. 3 b5 o6 C! P* Z# G% L; M @# `HELIPORT- An area of land, water, or structure used 7 ]6 ~# r' o; v4 B% i# Oor intended to be used for the landing and takeoff of6 Y! F/ D/ c+ Z helicopters and includes its buildings and facilities if ' S3 o ? A5 {* A1 U! ]8 W+ \- Sany.: Z0 o3 N! }9 G# b% p) K: }( u HELIPORT REFERENCE POINT (HRP)- The! m Y" f2 o' Q* Q# X+ K geographic center of a heliport. $ ?9 ]2 [$ b: g' JHERTZ- The standard radio equivalent of frequency - A4 V. T- U' [6 n6 B, \) h3 |in cycles per second of an electromagnetic wave. 5 M+ i7 q" U+ f+ f" NKilohertz (kHz) is a frequency of one thousand cycles& F" q- l- k8 v' m9 U per second. Megahertz (MHz) is a frequency of one * `1 r: d/ P: i5 p3 i. T2 V' L0 ^% n5 cmillion cycles per second.$ l. G9 B# v. d! ?8 g2 c) E HF(See HIGH FREQUENCY.)- O i* ^" ~9 s4 E# H* |1 ` HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.)6 u- V0 e1 }( b- s+ P W0 s: D HIGH ALTITUDE REDESIGN (HAR)- A level of * S% R, c4 a. |9 Xnon-restrictive routing (NRR) service for aircraft + B6 ]' N( K) dthat have all waypoints associated with the HAR9 [ P6 d, S, E7 ] program in their flight management systems or' ^8 L1 d+ }# s* U" T RNAV equipage. $ W1 V% G5 x% R. {. G! }Pilot/Controller Glossary 2/14/085 h/ X$ F; n5 e# P& g PCG H-2( ?3 {- m% I7 F. O" X; v w; {, C( f. | HIGH FREQUENCY- The frequency band between ( o# Q. T+ y% B0 j: l8 g5 z1 h3 and 30 MHz. 6 K! D( v: \; F3 v0 h# D! U(See HIGH FREQUENCY COMMUNICATIONS.) P/ c/ v+ a5 G5 [9 f- E9 S/ SHIGH FREQUENCY COMMUNICATIONS- High+ r3 E$ c# ?8 I- D! o radio frequencies (HF) between 3 and 30 MHz used3 V# p! l3 N8 Q' J$ z" z3 D6 t+ |- v+ O for air‐to‐ground voice communication in overseas 6 i% w9 p1 K4 O' ^; P2 _operations. 0 M: e8 l- O6 ]HIGH SPEED EXIT(See HIGH SPEED TAXIWAY.)/ n h3 c# ~6 `3 _ HIGH SPEED TAXIWAY- A long radius taxiway2 t6 \ d" J6 \5 p7 X- R x; I designed and provided with lighting or marking to/ E7 F. Y3 O6 `8 n% b" w define the path of aircraft, traveling at high speed (up 2 `; q( H7 r9 Jto 60 knots), from the runway center to a point on the $ ^/ I1 D4 A a* V% Icenter of a taxiway. Also referred to as long radius3 s3 {2 L( Z7 h/ q+ l exit or turn‐off taxiway. The high speed taxiway is ; C9 Q( j, a- v. L# Fdesigned to expedite aircraft turning off the runway ' }9 a* X& g% Z$ J; Z- Cafter landing, thus reducing runway occupancy time.4 P9 h5 }( y9 ]8 [" e4 y( G HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.)2 n: S, y4 Y, Z8 Q. J! X% l HIWAS(See HAZARDOUS INFLIGHT WEATHER 7 M2 J; X9 i$ ?ADVISORY SERVICE.) $ j2 G9 \2 ^+ UHIWAS AREA(See HAZARDOUS INFLIGHT WEATHER ) X* T- F8 E: @* e" c" HADVISORY SERVICE.) ?3 v! i5 E4 y HIWAS BROADCAST AREA- A geographical area/ t$ a/ s8 m/ q7 v of responsibility including one or more HIWAS $ {- q9 R- Z' A$ K2 A! T. ]& Poutlet areas assigned to an AFSS/FSS for hazardous & _' O! i: {. }6 A4 a, Iweather advisory broadcasting. L) J: r: M" J' U4 \HIWAS OUTLET AREA- An area defined as a 150 $ w' B$ E8 r: G8 |8 vNM radius of a HIWAS outlet, expanded as necessary : F- z) ~" B$ h* r9 Rto provide coverage.$ e( p8 e- Q* K" L2 u, |9 |2 v HOLD FOR RELEASE- Used by ATC to delay an: T( W2 y6 N! k( u aircraft for traffic management reasons; i.e., weather,( B8 Y* S- i# I$ L' M traffic volume, etc. Hold for release instructions ' \, g( U/ G9 e2 |# P9 m# N(including departure delay information) are used to# o4 G- g# ^6 g3 H inform a pilot or a controller (either directly or& X- c- t$ D6 ]) B+ O* k* D through an authorized relay) that an IFR departure$ ?% e8 H0 T9 Z4 w4 x0 |1 `* A: a9 x clearance is not valid until a release time or additional # [1 b4 s' G% J3 f% F2 Qinstructions have been received. / Z1 _! j! p* v) }& U- l9 N2 ?(See ICAO term HOLDING POINT.)* _* _6 ?: ~, q6 R# N1 M HOLD IN LIEU OF PROCEDURE TURN- A hold. B5 }; C V' B& U. m/ V& U6 G in lieu of procedure turn shall be established over a9 r6 b; d& x- K3 h3 F+ c final or intermediate fix when an approach can be% @6 g2 z3 b6 }4 R made from a properly aligned holding pattern. The0 _% h% |7 w, }+ z# U hold in lieu of procedure turn permits the pilot to& G2 d! i) Z `. k* i align with the final or intermediate segment of the- j: v8 b( G5 K% p, ?. t approach and/or descend in the holding pattern to an0 h$ g, ^& x. [& Q5 f; d3 w/ Y altitude that will permit a normal descent to the final: _, i$ U" t0 p v4 i. @3 C, n" [6 D approach fix altitude. The hold in lieu of procedure3 m, y+ F2 F) Y- h; E4 o0 _- L+ X turn is a required maneuver (the same as a procedure 6 U( I# L! ?: F. @) u, }" {) sturn) unless the aircraft is being radar vectored to the5 |- h8 O; N+ b4 F9 h: e final approach course, when “NoPT” is shown on the: i# [0 Z$ H+ G2 }- v approach chart, or when the pilot requests or the ( j6 ~+ J" S. k& ycontroller advises the pilot to make a “straight-in”4 A# \8 v3 q' }) c approach. K6 N9 h; F& v7 \3 ^' K7 C HOLD PROCEDURE- A predetermined maneuver 9 r# I! k2 h- }& O" C$ f# I: Ewhich keeps aircraft within a specified airspace while+ M- x: s4 P+ u, H/ q# C3 G awaiting further clearance from air traffic control., s% [1 u7 Z* j1 C% f. W Also used during ground operations to keep aircraft * |3 R+ w* }* c. Jwithin a specified area or at a specified point while ( _' k( h2 P1 X' Z7 x9 f2 g1 Nawaiting further clearance from air traffic control. 7 _& v' E3 c( Z(See HOLDING FIX.) 1 p( c6 r7 U+ V(Refer to AIM.) $ I2 c) ^# @( N# U' i, k7 {HOLDING FIX- A specified fix identifiable to a , f3 Z' S: Y( |2 {pilot by NAVAIDs or visual reference to the ground' {/ K4 q5 d; C. T, d1 G- W used as a reference point in establishing and 6 R3 D$ }4 R. X) O+ Tmaintaining the position of an aircraft while holding. , L2 l& Z* N3 H* c+ i(See FIX.) ( S& J+ ]" C H# L(See VISUAL HOLDING.) ^; O8 q/ c5 n- P9 z! K (Refer to AIM.) : U/ N: Y9 R, h, c' C: O, ]4 HHOLDING POINT [ICAO]- A specified location, 9 N; l+ Q8 r4 T- k# midentified by visual or other means, in the vicinity of! r- Q! e0 |4 s7 ^1 V" B/ z# L which the position of an aircraft in flight is ; I* |$ z0 p, U6 M S+ q I( K5 Kmaintained in accordance with air traffic control/ u# S' I: w/ X" B. c' V: N6 C clearances.# u, V( t' ~! r5 z0 a HOLDING PROCEDURE(See HOLD PROCEDURE.)8 W) _8 h% }3 R b HOLD‐SHORT POINT- A point on the runway+ Y3 X# e1 k1 ]3 d( J8 h4 U! D' h beyond which a landing aircraft with a LAHSO / X' W1 a/ X! J! dclearance is not authorized to proceed. This point * ~; W# J$ B7 H/ S( j) k, Imay be located prior to an intersecting runway,$ C; O9 {6 k. t1 H: D taxiway, predetermined point, or approach/departure, e, [+ }" F% L flight path.7 ]& i( e* r n0 B, b. s4 q HOLD‐SHORT POSITION LIGHTS- Flashing ' @ o) J7 v9 a4 Z( h0 P6 Cin‐pavement white lights located at specified# S" _6 {' B. Y/ u, |: I8 I. I hold‐short points. ; k* a9 U! b7 e9 @5 }HOLD‐SHORT POSITION MARKING- The+ }) o9 r9 P$ Y2 r+ d" r5 D6 l" L painted runway marking located at the hold‐short n; S- F. l8 ^+ s+ H point on all LAHSO runways. 2 o5 r. `5 y0 r7 t& yHOLD‐SHORT POSITION SIGNS- Red and white , j: ?/ V8 ?" ^: G& h$ zholding position signs located alongside the" Q# ?* \4 A/ M- V; o hold‐short point." E6 r" o$ Q* {; ~( O, G0 K5 [0 u: j Pilot/Controller Glossary 2/14/08" V/ h8 L9 u/ D6 j X9 N Y: c PCG H-3 . p! _' d% |5 G2 X( }, b$ s+ qHOMING- Flight toward a NAVAID, without * O1 I2 X" ^6 ^# Pcorrecting for wind, by adjusting the aircraft heading 1 R& c; e. J2 X, H+ C: Q9 Kto maintain a relative bearing of zero degrees.8 W6 E( D* e8 [, C3 } r- }0 e- O (See BEARING.) ; O P3 r0 J: n0 q9 ~. ?(See ICAO term HOMING.) / [! o9 u( b T5 d/ H3 x OHOMING [ICAO]- The procedure of using the- u1 R) y' }% H0 F; w( ?9 b direction‐finding equipment of one radio station with& S5 o5 _5 X4 ~' Z the emission of another radio station, where at least0 _/ y5 j9 ~" D5 q one of the stations is mobile, and whereby the mobile. z* F* K2 t; e$ d+ I9 L station proceeds continuously towards the other. d! a; C- K# h: e station.- @' D4 ]' ?" J% y/ w0 y& d HOVER CHECK- Used to describe when a+ z) w* N6 P3 g8 E @ helicopter/VTOL aircraft requires a stabilized hover! z0 L* X, @& S to conduct a performance/power check prior to hover- X8 `) w4 v- j+ H: Y, _ taxi, air taxi, or takeoff. Altitude of the hover will 2 W2 ^! A, b$ d* r* u3 r; d2 dvary based on the purpose of the check.8 G. Q' p0 j1 n, D0 L2 t: j HOVER TAXI- Used to describe a helicopter/VTOL , |$ P$ q; Z! A% N& Raircraft movement conducted above the surface and % h- O. D. T0 nin ground effect at airspeeds less than approximately 6 ^: Z8 O' b8 C" ~ [) ]" u/ b20 knots. The actual height may vary, and some" n, X" z2 `) X+ Z! P9 L helicopters may require hover taxi above 25 feet AGL 0 }9 j3 n0 a/ W& c: Hto reduce ground effect turbulence or provide ( N% H$ H! g) J3 Q- Sclearance for cargo slingloads. % [4 i2 v; j% b- t# N) N(See AIR TAXI.) 3 f5 {1 C! F! U7 D2 k* e1 k(See HOVER CHECK.) ( r( |! `: D& d N) B" V- }(Refer to AIM.)1 Z; H7 {- m7 B) `# `" k9 |4 b HOW DO YOU HEAR ME?- A question relating to ' _; x& @7 l; I" s) ^3 s% Dthe quality of the transmission or to determine how % h% C5 T0 N- F# s# ]* Ywell the transmission is being received. 9 ?' b8 W9 P2 ]# C$ PHZ(See HERTZ.)7 U# e' X' O ] Pilot/Controller Glossary 2/14/08 {1 I2 _0 I5 z ~9 D) iPCG I-1/ c8 z" I0 K6 Y5 Q$ U8 j I 0 F' e3 s2 G! i$ E. h% h% c# uI SAY AGAIN- The message will be repeated.# T3 \( L: c( W3 z& F! ^ w IAF(See INITIAL APPROACH FIX.)6 P" N9 G0 _1 [9 |9 r; { IAP(See INSTRUMENT APPROACH0 U8 Y$ [* P( \ PROCEDURE.) 4 H+ u. F/ e; i* u) AIAWP- Initial Approach Waypoint/ W& g1 l% u% T/ ?( X d ICAO(See ICAO Term INTERNATIONAL CIVIL$ s9 v/ T1 [0 ]# Y$ }& q& G AVIATION ORGANIZATION.) 4 F" o$ j; L3 H7 PICING- The accumulation of airframe ice. & V1 r) Y. g, H& GTypes of icing are: $ h: p; k7 w0 h6 I$ Y; n7 Ta. Rime Ice- Rough, milky, opaque ice formed by & q5 W- t, g& i: t9 ]2 Fthe instantaneous freezing of small supercooled P/ ^$ F; p6 Q. }' y+ i# y water droplets.8 n0 H4 s: h1 \' _/ Q b. Clear Ice- A glossy, clear, or translucent ice, C" v. B! k, g+ |" q' }7 C! {4 u formed by the relatively slow freezing or large+ M& r, M- o y% r supercooled water droplets. 9 e7 j6 ?4 l0 V/ [c. Mixed- A mixture of clear ice and rime ice. - W: T* z3 Z. a0 ~Intensity of icing:: r6 i" I: w7 d! h' | a. Trace- Ice becomes perceptible. Rate of. y5 B# G9 @9 ?+ O# u7 Y accumulation is slightly greater than the rate of6 @3 i* S7 j" L) X3 O! J7 L% O | sublimation. Deicing/anti‐icing equipment is not . u, E9 R, j; I* c j8 V* P k3 \utilized unless encountered for an extended period of, K6 ^" u- @' Z( W D time (over 1 hour).; O" n5 G% M8 y) H \& ^3 Z b. Light- The rate of accumulation may create a % a2 w9 @$ x1 V# a" ~problem if flight is prolonged in this environment$ q1 z. ?+ W3 U+ p (over 1 hour). Occasional use of deicing/anti‐icing ~* E9 s) s) }/ y; v" V& {3 ^( \ equipment removes/prevents accumulation. It does 1 o, }3 ]' _" q* {# Hnot present a problem if the deicing/anti‐icing 3 L0 P# O$ X3 X/ Z9 hequipment is used.: V. A9 U% F5 ^; w1 y c. Moderate- The rate of accumulation is such that 3 `: ~8 v0 Q, E4 u0 reven short encounters become potentially hazardous# d( C% `' u, O4 u8 S/ _ and use of deicing/anti‐icing equipment or flight1 ?! I1 f9 ?1 ~ diversion is necessary.: L1 f' I; a1 w- ~! z( ~+ ~ d. Severe- The rate of accumulation is such that$ o# T5 {0 S3 |/ | deicing/anti‐icing equipment fails to reduce or9 b* a$ R/ d) u! R3 G$ X# R control the hazard. Immediate flight diversion is ; t0 [. z2 F# n/ @4 @6 bnecessary. + {$ o4 g$ k) d: D( lIDENT- A request for a pilot to activate the aircraft. T, p0 c$ g; f. a+ L3 m( O1 l transponder identification feature. This will help the $ p* P+ r' ?5 Q7 c) r, ^! ~controller to confirm an aircraft identity or to identify 2 t" C" w* w! kan aircraft.0 D% l* n* R V, z% @+ z (Refer to AIM.) 5 C- Z- g% c% m, \8 P( bIDENT FEATURE- The special feature in the Air0 B& t! i* l+ w0 b* S. [4 R' E' T/ C Traffic Control Radar Beacon System (ATCRBS) & e8 C; a( E+ u" }4 ~: {equipment. It is used to immediately distinguish one $ ^; a. l; {6 f0 b Hdisplayed beacon target from other beacon targets. ) m3 D% K/ A% p d4 C: a$ X) n(See IDENT.) % [/ g O6 O' z) ^' D# Z$ kIF(See INTERMEDIATE FIX.) ( ]' J2 a( T" m. C9 Y9 `IFIM(See INTERNATIONAL FLIGHT INFORMATION 4 O. e/ X4 K9 s6 e2 ?8 A; O. LMANUAL.) * v# h$ ?, |' f% bIF NO TRANSMISSION RECEIVED FOR+ ^. `& j8 o! p, ^0 i5 M4 b (TIME)- Used by ATC in radar approaches to prefix $ v$ o! Q, \8 A/ c- Eprocedures which should be followed by the pilot in ! F4 k6 u. Q/ L9 n& g" devent of lost communications. + f& `- _: I1 r! m8 d8 T* |(See LOST COMMUNICATIONS.) 8 K- {) G3 R- m* L& @3 TIFR(See INSTRUMENT FLIGHT RULES.) # Q+ |0 g, f) O3 V- Q! W; ?IFR AIRCRAFT- An aircraft conducting flight in 3 t# p6 c" ]4 S# ~5 A( `$ J# laccordance with instrument flight rules.1 M) J1 S( u! w+ {1 x: A" n IFR CONDITIONS- Weather conditions below the) P& ]* U$ J4 M minimum for flight under visual flight rules.* O5 c) `# G6 Z' P/ k0 V, m% Z/ L (See INSTRUMENT METEOROLOGICAL# F! j8 X% J& j2 ~* t& y8 B& K CONDITIONS.)9 C0 \9 ~ R$ W IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND7 P9 d) u N6 x f, \ DEPARTURE PROCEDURES.) 8 C* J1 Q& X+ A! E, b(Refer to AIM.) * N; K5 [/ I- z8 G* GIFR FLIGHT(See IFR AIRCRAFT.)4 t! R7 c# a+ o& E; w1 M IFR LANDING MINIMUMS(See LANDING MINIMUMS.)' ]+ F f& o; B' c0 L1 ?" e; ^- c IFR MILITARY TRAINING ROUTES (IR)- Routes * Q! _- a4 w; }; J+ Lused by the Department of Defense and associated% ?3 ?5 g- b$ g; z! a. I* p8 b6 ]3 V Reserve and Air Guard units for the purpose of; l' q& }, H4 O' r% k conducting low‐altitude navigation and tactical5 H/ _1 p7 } r training in both IFR and VFR weather conditions& @/ r' q! ]* }$ S1 }9 B* N below 10,000 feet MSL at airspeeds in excess of 250& `, Y. S0 Q4 V$ m, I: y knots IAS. % m; M/ p5 a7 nIFR TAKEOFF MINIMUMS AND DEPARTURE n. o: E( Y$ E% Q5 ~) c' APROCEDURES- Title 14 Code of Federal 2 { l1 X8 \9 q7 vPilot/Controller Glossary 2/14/08& a5 e, I( P: P$ y- `# P PCG I-2

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Regulations Part 91, prescribes standard takeoff rules $ L2 a3 s# W3 ~2 bfor certain civil users. At some airports, obstructions 5 D7 h6 Z: u' I2 J) U. Uor other factors require the establishm ent of$ @6 b1 P7 R+ Q" O nonstandard takeoff minimums, departure proce‐ # X% r0 ?7 y1 t. o3 ]6 hdures, or both to assist pilots in avoiding obstacles # m3 t* C8 H9 U! R1 B% w0 ]during climb to the minimum en route altitude. Those1 {. Z! Z: T. [4 F m airports are listed in FAA/DOD Instrument Approach, Q% [1 r% P7 X% `% M5 V Procedures (IAPs) Charts under a section entitled ( ?5 a3 B. z1 {9 q6 P“IFR Takeoff Minimums and Departure Procedures.” l6 A+ w: F) @1 L9 H# ^The FAA/DOD IAP chart legend illustrates the $ o: C' e+ \1 D. m+ psymbol used to alert the pilot to nonstandard takeoff4 p$ L/ Q" x' }1 d minimums and departure procedures. When depart‐; t3 c& X. S/ n% N' s- W ing IFR from such airports or from any airports where ' Q9 @& R1 |; K2 i8 Othere are no departure procedures, DPs, or ATC* D: ^8 h% a* R( A8 a2 Q2 Q facilities available, pilots should advise ATC of any& E1 `0 V: M. h: _ y, p departure limitations. Controllers may query a pilot 6 `1 K( H: e7 m: a8 Yto determine acceptable departure directions, turns, ; z, \9 o" u7 E& \or headings after takeoff. Pilots should be familiar4 k; }& e6 k- h with the departure procedures and must assure that - N7 @, w+ N$ X8 S% k+ atheir aircraft can meet or exceed any specified climb * \; r1 r& g7 X) jgradients. ' }4 @2 D% d0 Y! B! TIF/IAWP- Intermediate Fix/Initial Approach Way‐ 2 H9 ^, ~ Q* ]$ H8 l6 Xpoint. The waypoint where the final approach course 2 b4 h' m5 c( `of a T approach meets the crossbar of the T. When 7 h( a8 b. `$ V# M8 k4 `designated (in conjunction with a TAA) this, ]% r; n8 L, F3 x u9 L8 U+ y waypoint will be used as an IAWP when approaching 0 d3 L$ w- v c/ zthe airport from certain directions, and as an IFWP- W0 S7 G0 [% {. F, r when beginning the approach from another IAWP. # a% f4 E& O. u* wIFWP- Intermediate Fix Waypoint 3 t% T H/ ~, CILS(See INSTRUMENT LANDING SYSTEM.) $ A7 C/ c- L" J5 w9 |/ l4 OILS CATEGORIES- 1. ILS Category I. An ILS 8 t+ W7 C8 D8 ?4 wapproach procedure which provides for approach to , y) v6 y2 v' }" z& N: Da height above touchdown of not less than 200 feet/ M( k3 b8 u3 W, D/ k* j. | and with runway visual range of not less than 1,800 & y. L( b& C% ]" |, ofeet.- 2. ILS Category II. An ILS approach procedure) B `# ?! O) q6 }0 Q which provides for approach to a height above6 u' P! p8 S' v" H2 f$ k touchdown of not less than 100 feet and with runway% I, B) K- F9 p0 X* e0 U visual range of not less than 1,200 feet.- 3. ILS * L/ o$ H# L. R; {7 qCategory III: $ j- _* ?% T6 W1 l: ~7 ~/ _& W" \a. IIIA.-An ILS approach procedure which $ H+ O9 K% g& t% `3 z2 D- C, k' Bprovides for approach without a decision height 6 W4 _1 s; r* L" B D7 E$ p# C: tminimum and with runway visual range of not less6 ?% H' Y6 h# A% J4 h3 e2 O2 d than 700 feet.% N- f$ Z5 Q y% a2 [4 c7 B b. IIIB.-An ILS approach procedure which $ c) J1 W3 \0 O+ k2 ]- w9 p: N. ]+ @provides for approach without a decision height, n# T: Q- p7 s. E minimum and with runway visual range of not less 4 d; J' g8 [1 k" i3 c" ]than 150 feet.% Q3 N& z3 l j& ~ c. IIIC.-An ILS approach procedure which \6 E) u: w( B8 z/ v; [provides for approach without a decision height 9 O( D' N' q% ^' a! t; W: Lminimum and without runway visual range0 W/ a# p0 {9 S- Z minimum. " \; I5 p \4 _8 \; b% A5 ^ILS PRM APPROACH- An instrument landing # a) @1 E4 G6 L) g: n9 q Vsystem (ILS) approach conducted to parallel runways8 t" O8 }) m* ^/ R& s whose extended centerlines are separated by less than3 M8 T( u+ _8 O2 K" A- k4 s0 f 4,300 feet and the parallel runways have a Precision0 `* r/ ~- {& R- _2 @% U6 S" V Runway Monitoring (PRM) system that permits6 ^! w0 `5 J; U& p; W; g simultaneous independent ILS approaches. 7 R6 d |& r: LIM(See INNER MARKER.)$ ^3 @& N2 u5 c& V! y IMC(See INSTRUMENT METEOROLOGICAL3 a @" c" y$ `* k& i% i CONDITIONS.) 8 M0 P; N; `+ e V# mIMMEDIATELY- Used by ATC or pilots when such & n! I }9 T0 M4 B: X: Daction compliance is required to avoid an imminent8 ]3 `5 \3 }6 n O3 U, l& i situation. ' j* \: W* t) H& k% cINCERFA (Uncertainty Phase) [ICAO]- A situation- r' W* M* b1 } wherein uncertainty exists as to the safety of an * e! w: I% F+ Q# ^$ ?, Paircraft and its occupants.- _; |# n) X1 G# p* [1 K INCREASE SPEED TO (SPEED)-8 c4 X* R. R1 P4 U3 o* f (See SPEED ADJUSTMENT.) 7 `3 k( _' S8 N( O( g& ]INERTIAL NAVIGATION SYSTEM- An RNAV, O- E( t* {2 \' h% |; L6 U- E system which is a form of self‐contained navigation.: c4 Q E" h$ R0 R* i2 R- E (See Area Navigation/RNAV.)' _! ^* `; d3 ]6 [! n. d INFLIGHT REFUELING(See AERIAL REFUELING.) 3 t2 n& p1 Q; k' Z3 Y' m5 x O" GINFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.)) T4 v6 P) x4 w# _: j3 n9 n INFORMATION REQUEST- A request originated ; x* O/ S: i, ~% T" Iby an FSS for information concerning an overdue9 s" |4 }" R2 o( i0 b; F VFR aircraft.. s7 W5 e5 `. f! o( m INITIAL APPROACH FIX- The fixes depicted on8 u( w( m6 X1 \9 _' y: m instrument approach procedure charts that identify f: {0 `4 p2 k# m8 ^the beginning of the initial approach segment(s). , _4 N( P. ~* A h2 d1 F(See FIX.) 1 \3 }. x# W8 ]7 G2 J( t(See SEGMENTS OF AN INSTRUMENT; H7 v2 P* N0 P: I' Q# F+ B8 \ APPROACH PROCEDURE.) - }0 [$ Y, w4 qINITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT- d n- j1 |- \1 `2 a" S) U APPROACH PROCEDURE.) ) k3 M( U/ [, B: E5 I% H/ R! sINITIAL APPROACH SEGMENT [ICAO]- That $ |2 _: g6 x; f0 q! qsegment of an instrument approach procedure 4 M& L) }9 M$ ^6 I$ T) d" Abetween the initial approach fix and the intermediate( i5 @. S+ A9 `3 C; k2 P approach fix or, where applicable, the final approach# ~4 h7 ^, ]8 i3 |8 |7 J2 t fix or point. ; R5 c* _- L% H3 k* cPilot/Controller Glossary 2/14/08 & z8 u2 F( X+ `9 EPCG I-3/ S2 Y4 K" Y/ \8 S* C9 a INLAND NAVIGATION FACILITY- A navigation3 A* \& S7 U" a* p" r! z aid on a North American Route at which the common ' } p1 O: @/ Qroute and/or the noncommon route begins or ends. 3 J; R- M E( w* z2 MINNER MARKER- A marker beacon used with an 1 y; L8 [" F& n3 lILS (CAT II) precision approach located between the6 s: u, N8 R" g7 k* q: I middle marker and the end of the ILS runway, w) y/ B6 s, M: G& K8 utransmitting a radiation pattern keyed at six dots per ) h1 i- S2 g7 b; G: U. Zsecond and indicating to the pilot, both aurally and9 a; J" [% z8 B/ k1 b/ A( r: A$ f visually, that he/she is at the designated decision% k8 z" j3 _0 A- \' o height (DH), normally 100 feet above the touchdown. z1 A8 @- R @! i) | zone elevation, on the ILS CAT II approach. It also: n% C6 p$ o5 A* T' a" b marks progress during a CAT III approach.2 f7 q0 b4 d! L' d; }9 k( }& Z2 G (See INSTRUMENT LANDING SYSTEM.) ; I- ~- }( T) W- P& W(Refer to AIM.) ; L" X* R! o% i6 `2 oINNER MARKER BEACON(See INNER MARKER.)" L- l0 l6 n0 v5 C! K {$ k INREQ(See INFORMATION REQUEST.)% b$ ]! D3 m! ?6 B8 s" y, r6 @* S% c INS(See INERTIAL NAVIGATION SYSTEM.)% R# g4 b( [- v, L$ N INSTRUMENT APPROACH(See INSTRUMENT APPROACH. i$ t3 q" ^% v4 \6 w1 Q PROCEDURE.) 6 C7 S# I/ g# ]6 d1 HINSTRUMENT APPROACH PROCEDURE- A$ C% T! l3 |3 }' A+ n3 K" m series of predetermined maneuvers for the orderly' X0 ^' o! _0 F$ I transfer of an aircraft under instrument flight( b$ D1 F/ m. w" u conditions from the beginning of the initial approach: z9 `0 c: S) l5 U; q to a landing or to a point from which a landing may6 n- A- J2 M- _: \& q% y be made visually. It is prescribed and approved for a4 ?! \3 a' d$ W" P; `( b specific airport by competent authority." M( W6 h) v, I N- p" J' w (See SEGMENTS OF AN INSTRUMENT ' X+ F2 h0 K# F' bAPPROACH PROCEDURE.)+ X- Q7 X" ]1 } (Refer to 14 CFR Part 91.) # d9 Q" R7 a( k! O( ?: t(Refer to AIM.)% Y; V2 t1 P" z0 t a. U.S. civil standard instrument approach $ r& C% \" X- i, Xprocedures are approved by the FAA as prescribed ! r. c7 z, |0 N5 Tunder 14 CFR Part 97 and are available for public * u) e% a3 R% d Nuse. ! |' @3 q, M8 o& t+ U# _9 vb. U.S. military standard instrument approach: a5 B0 F5 Y# y procedures are approved and published by the & l6 k" p0 n0 q. f* HDepartment of Defense.4 `& O$ p4 P& Z c. Special instrument approach procedures are$ h2 w( e6 ^: T2 w% { approved by the FAA for individual operators but are b- y+ Y% T. w+ |1 m" C- S4 Q. Unot published in 14 CFR Part 97 for public use. & d/ ] R7 [8 [9 V/ Y& d(See ICAO term INSTRUMENT APPROACH$ ? a/ N3 S8 s0 N0 L* t8 p, D PROCEDURE.) 7 ]& v; a+ S' S! U( XINSTRUMENT APPROACH PROCEDURE9 N7 \. `0 f6 M( D [ICAO]- A series of predetermined maneuvers by n6 N9 {% v5 W7 Y1 j. H" J( I reference to flight instruments with specified + ?: b4 Y4 y; Z* aprotection from obstacles from the initial approach " E0 R4 \3 \3 G) @; k# Kfix, or where applicable, from the beginning of a- ]5 e. Z# N r& @' H7 v1 y$ _ defined arrival route to a point from which a landing# n9 N2 X& [, s/ g5 f* e$ ]4 i can be completed and thereafter, if a landing is not 3 l8 C8 ^; R$ V" O. E5 ]# Pcompleted, to a position at which holding or en route3 ~5 o3 X, k3 W4 B5 [8 W3 L% D6 N3 Q; r obstacle clearance criteria apply.! g% C* E' K! u2 I/ y* a( [ INSTRUMENT APPROACH PROCEDURES 6 q. ]8 }$ R' C y7 E5 rCHARTS(See AERONAUTICAL CHART.)7 P1 J- _5 E( @ INSTRUMENT DEPARTURE PROCEDURE5 A3 J9 q7 Y' y2 l* Y- g1 U g (DP)- A preplanned instrument flight rule (IFR) 9 ?/ H) ~2 j8 d3 D! adeparture procedure published for pilot use, in ) [* E. \0 N5 Q7 Zgraphic or textual format, that provides obstruction3 D/ x7 U* G6 g clearance from the terminal area to the appropriate en( Z) U" c0 ]3 P: C* w2 R route structure. There are two types of DP, Obstacle! y8 ~. \' I! d0 ]4 m+ ~6 t9 U Departure Procedure (ODP), printed either textually% \% f3 E u8 j, c or graphically, and, Standard Instrument Departure/ H( U, X8 d! U' _4 T' h# V0 q s (SID), which is always printed graphically.( C# M* |2 A3 q& P (See IFR TAKEOFF MINIMUMS AND 7 e0 H- {% d+ B* B0 m8 P8 e& dDEPARTURE PROCEDURES.) : \9 }9 X. m( D( N(See OBSTACLE DEPARTURE PROCEDURES.) ( r9 u0 t4 q3 u5 \: c6 G, t(See STANDARD INSTRUMENT DEPARTURES.) 6 z+ u$ l* }8 Y+ D(Refer to AIM.) i6 V9 P7 U2 X$ P INSTRUMENT DEPARTURE PROCEDURE (DP) 1 ]2 s5 F0 c6 d6 TCHARTS(See AERONAUTICAL CHART.). h7 E7 E$ k7 s. w) |( n3 l% V: ? INSTRUMENT FLIGHT RULES- Rules governing+ r8 U! t" E( y& z) S3 \ the procedures for conducting instrument flight. Also0 Y! U5 |9 o7 k* n4 m a term used by pilots and controllers to indicate type 0 W6 \9 Y- e4 b. p# mof flight plan. & F9 {/ z/ ~% Y2 ^7 i9 t3 I(See INSTRUMENT METEOROLOGICAL- L+ q( G' E- _0 f+ Z, r7 p# q CONDITIONS.) 4 t9 Y3 l2 _9 X(See VISUAL FLIGHT RULES.) " z2 L: N' E) z* X) l(See VISUAL METEOROLOGICAL- a, E7 z' y- f1 I" z7 L( k# q$ Y- I CONDITIONS.) # F# }- C$ U" L+ e# A6 Y; e(See ICAO term INSTRUMENT FLIGHT 0 J4 z8 I( _3 v% ~ fRULES.) / M" i6 L1 F! s6 t(Refer to AIM.) 7 U4 E$ Z5 {# U c f6 GINSTRUMENT FLIGHT RULES [ICAO]- A set of2 o; G; L+ b- L6 n# G rules governing the conduct of flight under% z Q" I" c/ D! X: \ instrument meteorological conditions.5 h0 b. O5 m+ F: b8 a% w INSTRUMENT LANDING SYSTEM- A precision9 e- k8 e/ H" p! t instrument approach system which normally consists ; \3 P+ q8 n1 ]1 [1 a, Cof the following electronic components and visual4 b0 N9 S3 s* u aids: ; i# H/ o" a+ V& JPilot/Controller Glossary 2/14/08$ g/ a& I; J. U9 L PCG I-4" h) O ?$ a1 P: I a. Localizer. % e* h$ g. l( H% A. C6 j$ b4 ~(See LOCALIZER.)7 y& l; q( L- ^7 z9 x% Y o# @. ]9 r b. Glideslope. . Z+ b' x0 A7 j(See GLIDESLOPE.) 1 `/ ]+ l9 p# ~3 i; M. A0 x kc. Outer Marker.2 \/ W- v7 ?6 b5 b% C (See OUTER MARKER.) % ^, Y# w7 h2 z4 Md. Middle Marker./ E7 t" \, _8 ?4 k. I (See MIDDLE MARKER.) 2 _4 S" {# \; R# X2 O: B* f3 J. Se. Approach Lights. / M" M' n, P. E ?' G' g# @; M(See AIRPORT LIGHTING.)1 B( ]; e" A" Z' q+ K (Refer to 14 CFR Part 91.)4 g' T& c! L# C% u7 R; B" Q; [. ] (Refer to AIM.)2 m. {. l( f( `0 {8 f$ R% u INSTRUMENT METEOROLOGICAL CONDI‐ % z# e' B) w$ p* eTIONS- Meteorological conditions expressed in$ s+ F1 ?& o2 W0 @* A terms of visibility, distance from cloud, and ceiling! P) x" {* j. @9 w4 J6 c less than the minima specified for visual meteorolog‐ ( H+ Z" O& a) I. [6 J: M4 {ical conditions.% V5 K/ {1 o1 ^) } (See INSTRUMENT FLIGHT RULES.)" x' i2 x, I2 j7 z (See VISUAL FLIGHT RULES.) 0 ?3 D7 L" \- {; o7 H(See VISUAL METEOROLOGICAL- ^9 o3 a7 a6 j2 Z0 x) x9 K$ Q CONDITIONS.)" l! z5 M. Y" J8 J INSTRUMENT RUNWAY- A runway equipped # Q6 m* ]. C3 B( J; d% d3 ?& ]with electronic and visual navigation aids for which$ b1 O- k1 v4 s6 t, H& K2 Z a precision or nonprecision approach procedure : {: t5 r6 d6 h- G) _6 fhaving straight‐in landing minimums has been , h. d3 ]: A* t% c$ e1 qapproved.- ~& \# ^5 k& j; F' ?/ C (See ICAO term INSTRUMENT RUNWAY.)5 |/ ~0 }) Q6 A3 b$ L$ [% y+ c INSTRUMENT RUNWAY [ICAO]- One of the/ b! Z/ u: x, m3 c3 |, N following types of runways intended for the2 ]; K% S0 [. p6 Q$ N8 H0 X# S operation of aircraft using instrument approach 1 Q2 u+ u: X) M; _4 [procedures:. t4 p, P# n& Y9 |& v" O a. Nonprecision Approach Runway-An instru‐& u0 q* T" ^: j" A5 V ment runway served by visual aids and a nonvisual {7 j' @: E3 c' d- [( j1 u aid providing at least directional guidance adequate # A6 I2 y Z5 o |& tfor a straight‐in approach. ; o& O I' u$ y- J: ~% cb. recision Approach Runway, Category I-An 9 v* L& l; ]1 Y$ K- Vinstrument runway served by ILS and visual aids ( S ? R S4 J0 I/ J6 V2 aintended for operations down to 60 m (200 feet)6 E+ L, t0 i- t# t3 I6 x decision height and down to an RVR of the order of* e6 }: n7 p" O) }! k4 L6 _1 [& i 800 m. ) y9 @% k! L1 R, c- ^: Y; jc. recision Approach Runway, Category II-An" m3 H2 M4 x. V- w! m2 u4 h instrument runway served by ILS and visual aids : l# k# q$ V# k7 Y, xintended for operations down to 30 m (100 feet)/ t0 B2 k" T( E* Y5 I: b decision height and down to an RVR of the order of3 P- L3 b2 p6 m# u 400 m. # ]0 A9 d* w+ G1 e+ A, a0 v/ a1 Xd. recision Approach Runway, Category III-An0 k& r$ p) B; V# k instrument runway served by ILS to and along the 7 g3 B$ y( ]6 f" X& Vsurface of the runway and: 1 Z; \# q& m! ~7 F* l3 T# d" \/ M1. Intended for operations down to an RVR of: Q9 v! h& P5 D; Q$ V) r the order of 200 m (no decision height being ; g7 W6 m2 |: o9 f$ J5 C. Mapplicable) using visual aids during the final phase of . V2 S, W' G% v. xlanding;9 y+ @% ^+ q& c+ C 2. Intended for operations down to an RVR of. h: n1 W5 e. [$ l1 L4 b, J5 n: i) Y the order of 50 m (no decision height being+ c8 B9 c6 {# @, o0 E) q applicable) using visual aids for taxiing; ) r/ T$ {1 l7 i/ i& y+ M3 H3. Intended for operations without reliance on0 A+ z, [ s7 [) y: {/ ]1 T visual reference for landing or taxiing. 8 }: l1 }9 O; JNote 1:See Annex 10 Volume I, Part I, Chapter 3, 0 v* M% D8 d. {for related ILS specifications.1 q, z. a6 g- C' F! o! b$ l Note 2:Visual aids need not necessarily be 6 F, H6 G6 t$ f2 c; D" y/ kmatched to the scale of nonvisual aids provided." m# G3 A' R# b9 h$ B2 } The criterion for the selection of visual aids is the2 J" M; l. g0 Q& v% x3 D conditions in which operations are intended to be. l, n, \! R6 P! ?3 S& h: Y% p conducted. ; _: z+ o# v% i* p% |0 ?' DINTEGRITY- The ability of a system to provide ( T' u: C, @& ~5 X8 ~, H1 ytimely warnings to users when the system should not 1 a; R3 t0 O5 Jbe used for navigation.* w' l2 |5 \! s# L( w* \8 Y INTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT : ^7 {6 L% X7 G# L" p8 g* s6 KAPPROACH PROCEDURE.) $ v+ `& z9 V0 ?' M9 wINTERMEDIATE APPROACH SEGMENT8 I, c) j! c. g5 Q& w [ICAO]- That segment of an instrument approach ( y) }' G! m0 `procedure between either the intermediate approach/ [/ t, Z# N$ Z! n fix and the final approach fix or point, or between the 9 N" i3 N0 U# M, d; lend of a reversal, race track or dead reckoning track( j4 N) j2 M G, |0 B procedure and the final approach fix or point, as 9 O7 \% w( l& M. G" v" wappropriate. + M/ X( j9 W! E8 M! vINTERMEDIATE FIX- The fix that identifies the * J- s1 f- k6 R8 g4 V" Cbeginning of the intermediate approach segment of an+ `1 n _+ K- ]) u, B instrument approach procedure. The fix is not0 ~( g3 Y$ ?* S) M normally identified on the instrument approach chart' c' Y X# V% ?7 [ as an intermediate fix (IF). ' c3 r g, e" s" P" U' @(See SEGMENTS OF AN INSTRUMENT6 n+ ?; k3 I) r: d APPROACH PROCEDURE.) + P. ~" ~' z B9 _: P8 T% z8 hINTERMEDIATE LANDING- On the rare occasion 5 ]6 t/ Q# O5 G* r$ T1 sthat this option is requested, it should be approved. ' Q9 ?$ M% f! V0 Z* ^' kThe departure center, however, must advise the' i1 z9 x s4 d' X9 o ATCSCC so that the appropriate delay is carried over & n' d7 z6 q- ~0 F ]# Tand assigned at the interm ediate airport. An & u0 ~% p) b8 Eintermediate landing airport within the arrival center+ W0 u C# _8 f- E. o will not be accepted without coordination with and 1 E/ L- J& K& z7 `; Q8 J) sthe approval of the ATCSCC. ( p- a8 z& O# q& C4 w8 RINTERNATIONAL AIRPORT- Relating to interna‐! _( P x0 G/ n, G tional flight, it means:! s0 B ~/ p8 C1 m Pilot/Controller Glossary 2/14/08 - V8 i! H$ w& v2 ZPCG I-5 $ M; @$ \& Y4 W5 ta. An airport of entry which has been designated: }$ i2 [- Q2 R5 [ by the Secretary of Treasury or Commissioner of $ Y& l+ V) g( H3 S7 B8 T+ {+ KCustoms as an international airport for customs8 Q& \: c/ t$ M6 O service. 5 j4 _( r, J& j D& |b. A landing rights airport at which specific ( K- q: H; n1 ~+ y/ y4 E$ ^permission to land must be obtained from customs+ b! X9 I7 M! ^3 B9 Y7 K authorities in advance of contemplated use. 0 R- Q# V8 }: l, r1 @c. Airports designated under the Convention on/ g) d U7 u5 U' t5 a* M International Civil Aviation as an airport for use by% @/ E0 S" V# W8 ], k international commercial air transport and/or interna‐/ f$ J9 i5 b n- S# e tional general aviation. . O' p0 k: z% Y/ ~& O(See ICAO term INTERNATIONAL AIRPORT.)6 G0 G4 x) D& r (Refer to AIRPORT/FACILITY DIRECTORY.)/ p/ ~- j4 N3 M; D- _8 p1 ` (Refer to IFIM.)" n- z" S# r; r+ j5 Q) E INTERNATIONAL AIRPORT [ICAO]- Any airport/ b( v) U H0 ^. n% w/ Y$ z designated by the Contracting State in whose ) a" J' U) W( t' Xterritory it is situated as an airport of entry and. _& s/ G0 G' m" [( E* p departure for international air traffic, where the 3 g% M1 `, }+ Q5 P8 [/ S/ g% uformalities incident to customs, immigration, public1 l& F) V8 h) P8 [ health, animal and plant quarantine and similar / ~& r/ }* y+ @& z- X) Hprocedures are carried out. 8 x8 v. o! c* V" r/ SINTERNATIONAL CIVIL AVIATION ORGA‐8 y3 S+ A7 ~# [* Q% Z NIZATION [ICAO]- A specialized agency of the , [3 p9 U0 r) z8 l) KUnited Nations whose objective is to develop the " G: h1 e( p0 vprinciples and techniques of international air 5 \+ ^) u3 Y* Anavigation and to foster planning and development of0 x3 _) t/ V E; g ~* G Q' ? international civil air transport. / P j( J. S' Ra. Regions include: . v s% i5 p( k3 e* v ]1. African‐Indian Ocean Region 6 t# B* n, p* \& k$ l$ Q2. Caribbean Region ; h5 F4 [+ m$ M7 d3. European Region9 s8 t& K) X+ R# Y! k 4. Middle East/Asia Region ) I) I" B$ ^/ c" g |' J# x3 F5. North American Region 1 R' W$ H. P; n$ x- Y9 B6. North Atlantic Region . q& x5 |1 D8 H7. acific Region * m- G# h. M0 ~; X8 p) S5 w8. South American Region* N2 u( e! |8 T7 V4 u7 S4 I INTERNATIONAL FLIGHT INFORMATION 9 Z2 ^' M4 C: h$ G4 h+ OMANUAL- A publication designed primarily as a $ T* }$ w) O1 ypilot's preflight planning guide for flights into4 G8 I# _- q ^" c/ W0 u& R foreign airspace and for flights returning to the U.S.6 m# [* ?/ U! e# O7 M from foreign locations. 9 m) ~3 ?2 I. A; d. s/ uINTERROGATOR- The ground‐based surveillance6 ~0 j) r# o+ a/ b+ Z( k5 v radar beacon transmitter‐receiver, which normally! g$ Q$ q# Q+ W: t2 L2 f* N4 M* c scans in synchronism with a prim ary radar,- }! ]9 P' z ^7 r; {) g transmitting discrete radio signals which repetitious‐ 8 ?! I+ {& U. I2 t3 Gly request all transponders on the mode being used to% p5 s& M1 q' S2 o reply. The replies received are mixed with the7 M. {3 U: W! k primary radar returns and displayed on the same plan 4 k; Y# u* z! y1 C+ f& r- m" ^position indicator (radar scope). Also, applied to the9 }4 b5 V3 F& _; Q+ K airborne element of the TACAN/DME system. " t. \7 g) x/ E(See TRANSPONDER.)2 Y9 S4 h+ ~% F* k6 p, [, J, Q; _. y (Refer to AIM.). K0 b+ M. O0 F( o5 d4 f' G INTERSECTING RUNWAYS- Two or more2 F! T* W- {% V, E. R runways which cross or meet within their lengths.1 P2 ]6 {- e) W/ m. ^6 Z4 R (See INTERSECTION.)

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INTERSECTIONa. A point defined by any combination of courses, $ a: J0 _- E* J# n8 uradials, or bearings of two or more navigational aids. 7 w0 Y6 l# T! x! X! |& A5 Y: tb. Used to describe the point where two runways,6 V3 G+ h& s0 C# T a runway and a taxiway, or two taxiways cross or ( Q# T/ L4 j7 s x: @: x. k& i- Kmeet.* e. I) K `; r) h INTERSECTION DEPARTURE- A departure from $ C4 Z% w" {) {& S+ n( l9 Dany runway intersection except the end of the runway.# v0 H8 f! V- c$ x: U2 s (See INTERSECTION.)) I0 F% u3 Z% H6 ~- d5 b INTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.): l T& K2 i& A" z ~ IR(See IFR MILITARY TRAINING ROUTES.) . T: I9 T6 T% e' v) t1 s( GPilot/Controller Glossary 2/14/08 . v- D3 _$ Y7 sPCG J-1( Y5 i- c% }% O* e, \0 t9 J J

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发表于 2008-12-28 14:15:29 |只看该作者
JAMMING- Electronic or mechanical interference ; _ L+ B N& E' V! zwhich may disrupt the display of aircraft on radar or 2 R8 x+ {5 x6 o6 k9 `2 cthe transmission/reception of radio communications/ ! _7 s- _ u/ f0 ?8 qnavigation.7 S1 W0 f w' E6 } JET BLAST- Jet engine exhaust (thrust stream $ F# |5 |& V+ R; dturbulence). ' i$ t3 D& l- M, ?(See WAKE TURBULENCE.) 5 n+ P% M9 m" P! \' h+ R, ]JET ROUTE- A route designed to serve aircraft . d/ ^) u7 k( T$ b. B0 |operations from 18,000 feet MSL up to and including # [) w3 C3 h9 L5 z: T |! ~2 oflight level 450. The routes are referred to as “J” - ~4 }0 q" W" i5 D7 Vroutes with numbering to identify the designated 7 h- |, R4 }) D! s( M/ _3 K* oroute; e.g., J105.$ H) l7 V# i& b (See Class A AIRSPACE.) 7 I* V: Y+ x9 O+ I(Refer to 14 CFR Part 71.)5 [. ~# o( r6 G) A5 n JET STREAM- A migrating stream of high‐speed( W4 ^8 l$ g/ ]7 W winds present at high altitudes.0 @8 r% U, _$ R: n' { JETTISONING OF EXTERNAL STORES- Air‐ * P( ]5 G3 H, _! U# Uborne release of external stores; e.g., tiptanks,0 j( m! H/ e. u! B$ b. b3 \ ordnance. + j& U# ?. I1 p- K4 k(See FUEL DUMPING.) # \( C/ J$ {6 Z- \) m" f+ W# X(Refer to 14 CFR Part 91.) # M2 M7 J) ?. ?' C9 T* UJOINT USE RESTRICTED AREA(See RESTRICTED AREA.)* \& n1 d% [. B Pilot/Controller Glossary 2/14/08; B& c% I6 _8 j" a PCG K-18 n, V5 c' q2 o7 y/ S K - o: a2 A m3 C7 I: l' v+ TKNOWN TRAFFIC- With respect to ATC clear‐ % W3 D+ g; I1 H0 Kances, means aircraft whose altitude, position, and 7 g8 T H# [* R3 l/ Hintentions are known to ATC. p* ^) G b5 z4 ^0 `7 {0 f$ z }/ t Pilot/Controller Glossary 2/14/08% [: u9 E5 q/ |) x" T0 \- R6 k PCG L-1% B! Y2 m8 I n, f) c L 6 J. L- R" _& E' `7 S9 I+ s: e pLAA(See LOCAL AIRPORT ADVISORY.) : }& w: h5 R0 a" i: FLAAS(See LOW ALTITUDE ALERT SYSTEM.)# Y5 q# }' Q+ s8 L' h/ m LAHSO- An acronym for “Land and Hold Short 7 K% I, x3 @7 {' K( r$ dOperation.” These operations include landing and ; F: D7 {0 k, K8 \6 t- B6 yholding short of an intersecting runway, a taxiway, a # [3 i8 A5 T' h7 }* b6 bpredetermined point, or an approach/departure 7 @5 Z3 g% L s2 ^8 C& t) W2 ?flightpath. $ X0 A F! D. j. w1 W7 E7 DLAHSO‐DRY- Land and hold short operations on 6 G' N6 ~2 i" s2 xrunways that are dry. 5 U/ `/ s/ a5 W1 K* B5 b: GLAHSO‐WET- Land and hold short operations on3 w8 u0 s ]* ?2 C/ H k- ^ runways that are wet (but not contaminated).8 f. G/ R0 Z; l& ^ LAND AND HOLD SHORT OPERATIONS - 6 G. _$ y- I7 J: @+ D1 POperations which include simultaneous takeoffs and ) x7 L* \% b+ r3 [5 s0 p6 ?landings and/or simultaneous landings when a) \* I& i( I: Q% M& z landing aircraft is able and is instructed by the* G7 I: F0 e& R- U/ l$ [8 P controller to hold‐short of the intersecting runway/0 p. t" \" Z, l5 V taxiway or designated hold‐short point. Pilots are* D. s$ e8 P+ H4 O, L" X) ` expected to promptly inform the controller if the hold $ I/ l5 Q4 Z @: kshort clearance cannot be accepted. 5 C6 R! l) y9 R/ s(See PARALLEL RUNWAYS.)9 c% n/ @ S6 H2 G5 p, b (Refer to AIM.). c6 Y, i' |+ o/ k1 n LANDING AREA- Any locality either on land,% {9 G1 s& |3 x4 q4 k water, or structures, including airports/heliports and6 U0 K& `- L- O intermediate landing fields, which is used, or 7 i& b% u' F+ C) Jintended to be used, for the landing and takeoff of . M7 k- t# ]+ T0 B. r. eaircraft whether or not facilities are provided for the: f6 z6 y. _* y) G8 j9 R, \ shelter, servicing, or for receiving or discharging 8 A; o9 G4 y/ P9 y8 Rpassengers or cargo.+ S6 o) X4 J' d, M (See ICAO term LANDING AREA.)1 o6 M8 N5 b1 U5 V+ s7 ?# J8 T; a. n. T LANDING AREA [ICAO]- That part of a movement % p7 S: E% a+ |4 |" warea intended for the landing or take‐off of aircraft. ( F5 g3 t" P# c; ~1 @& w. ~LANDING DIRECTION INDICATOR- A device) J, E: C2 e3 g C which visually indicates the direction in which# J* ^( r0 e% d: F( D landings and takeoffs should be made.1 D+ g0 u: s. ~2 J (See TETRAHEDRON.)) [2 V& M* M" W3 e& q (Refer to AIM.) $ F: @$ u# [* w# g: f# l- Q3 SLANDING DISTANCE AVAILABLE [ICAO]- The8 W' J3 N, d( B: q" E4 \. l length of runway which is declared available and" p) t7 ?9 [- T I. k- L0 }# F suitable for the ground run of an aeroplane landing. : o& Z5 w! b+ \& }! w0 ALANDING MINIMUMS- The minimum visibility* l! a1 P! _4 F) n4 z prescribed for landing a civil aircraft while using an/ O% B% w. O% ]: t0 ?: x2 g$ r instrument approach procedure. The minimum 1 s' l# s7 O" e2 u+ S6 J# Rapplies with other limitations set forth in 14 CFR$ `3 @. q7 w; o. s( A# V/ V Part 91 with respect to the Minimum Descent ! U x7 C0 y: V& w4 q! IAltitude (MDA) or Decision Height (DH) prescribed+ x' \- V" p6 O- D5 f3 ^ in the instrument approach procedures as follows:. h; S5 g1 x9 D, m% D+ m a. Straight‐in landing minimums. A statement of6 I0 w9 p6 f+ G! ]: v. n) p" l MDA and visibility, or DH and visibility, required for) ?! D2 q7 ^$ J' D) L q' y% s; D a straight‐in landing on a specified runway, or) n4 s, J6 T3 ]8 d3 u b. Circling minimums. A statement of MDA and 1 H$ R3 Y* s; M7 t" q+ w- Vvisibility required for the circle‐to‐land maneuver. . a% Z5 U! _( d; o4 }3 ~Note:Descent below the established MDA or DH is; A" ^1 Z, ~* H. K: g5 V+ { not authorized during an approach unless the y1 s2 K9 o7 V2 h! saircraft is in a position from which a normal2 D* {5 K+ V; Y" [- } approach to the runway of intended landing can be% g# V+ d5 d* r, M' v+ w1 |# ] made and adequate visual reference to required% t" I( H$ X- F8 B, [1 u visual cues is maintained. . |7 v. H" g# R( P9 n: X2 h0 |+ P(See CIRCLE‐TO‐LAND MANEUVER.)* w; d; ?# D4 r (See DECISION HEIGHT.)% {! `8 ` s' h2 C (See INSTRUMENT APPROACH ) \1 k4 A% U) h% h0 }3 pPROCEDURE.)& D- }' E2 E5 c5 j) e6 j- b (See MINIMUM DESCENT ALTITUDE.) 9 @7 Y; w( F& J! f- r/ {(See STRAIGHT‐IN LANDING.)4 G. B4 P* \# G( i6 f (See VISIBILITY.)' x) s! y. {5 t9 M& y" w& j7 o @ (Refer to 14 CFR Part 91.)! g9 J2 E6 Q8 Y LANDING ROLL- The distance from the point of % D0 b' [5 t8 b8 @( Btouchdown to the point where the aircraft can be - H1 K$ }& i; j4 w, y. W$ _brought to a stop or exit the runway.$ ~0 p( Y% u3 D( I% j+ o. W LANDING SEQUENCE- The order in which# d. u- j/ f( N6 q; S aircraft are positioned for landing. & ]0 C6 _* @! B+ n. |(See APPROACH SEQUENCE.), G" m2 J) E* u/ @/ h& w; W3 g LAST ASSIGNED ALTITUDE- The last altitude/" y6 V) I5 d7 d# V4 n flight level assigned by ATC and acknowledged by 1 h5 n! m2 a7 _8 l j: Kthe pilot.! x6 z5 F+ m& Q+ U. [2 s (See MAINTAIN.)3 W) L1 t2 D; W (Refer to 14 CFR Part 91.)1 t" k1 z# N8 K2 R' Y LATERAL NAVIGATION (LNAV)– A function of3 {& _; }" j* Z0 W) F" B4 d7 ~ area navigation (RNAV) equipment which calculates, * [/ I9 j' ?2 hdisplays, and provides lateral guidance to a profile or8 `- \/ w* B6 \- b' _ path.; m, V2 z' @" m LATERAL SEPARATION- The lateral spacing of , J3 X# f) c8 f* B& Y: Uaircraft at the same altitude by requiring operation on8 }; z/ b! V$ C, ~ different routes or in different geographical locations. 9 e* O; z0 G+ k( j* y(See SEPARATION.)4 K/ x9 L' b6 g$ G3 Y0 w Pilot/Controller Glossary 2/14/08 * G9 F/ l% X4 l3 FPCG L-2 ! t/ g, A' F5 c) D6 ~: RLDA(See LOCALIZER TYPE DIRECTIONAL AID.)( K4 I: X9 ~- K2 H& S5 f( h (See ICAO Term LANDING DISTANCE 2 N. g, ]8 K. s8 ^8 DAVAILABLE.)7 r; ~' t6 _( m4 u% _) n LF(See LOW FREQUENCY.)6 m0 S0 m1 m" Z W( z7 w LIGHTED AIRPORT- An airport where runway and \& S4 m5 Q+ E/ G3 mobstruction lighting is available. " q! y! X0 k7 r5 D3 R* i(See AIRPORT LIGHTING.) 4 e0 c/ h" A( \& N) s; y(Refer to AIM.) 0 P1 A. |; a0 D7 e4 m* n' GLIGHT GUN- A handheld directional light signaling ) }3 e' y+ F+ U5 i" \device which emits a brilliant narrow beam of white,5 _% H/ m' p( g green, or red light as selected by the tower controller. + I2 l, c& }$ J3 P/ K2 n7 J, wThe color and type of light transmitted can be used to , I1 T" r, }, {5 t5 x! v- l5 uapprove or disapprove anticipated pilot actions where: P2 B- t( I; P: }& l radio communication is not available. The light gun 2 n J! E& G& N9 z9 ais used for controlling traffic operating in the vicinity 3 K6 i- ?3 J4 v# T a1 zof the airport and on the airport movement area.4 m+ f7 h5 n1 h7 g& L6 N (Refer to AIM.)8 q7 L0 k$ g& k0 ^2 j LOCAL AIRPORT ADVISORY (LAA)- A service0 ?! @( D! ?* @- R1 j5 @ provided by facilities, which are located on the 0 \. G' c/ r, C( Z9 i6 I" o/ [landing airport, have a discrete ground-to-air 0 D5 U! {* n2 X* Icommunication frequency or the tower frequency: f9 o$ F3 t0 B$ y) x8 k/ W when the tower is closed, automated weather 5 m% H$ S/ b+ d, _/ X( ereporting with voice broadcasting, and a continuous $ @# D: \# M$ E1 }% P9 KASOS/AWOS data display, other continuous direct & \8 G. U, ^3 r- T' E8 breading instruments, or manual observations avail‐ * j/ ^0 C% S+ p/ ^! gable to the specialist. 3 H' N: Z1 a0 t, M; G5 d9 u: P(See AIRPORT ADVISORY AREA.) : C6 k a$ a* [& H4 |2 DLOCAL TRAFFIC- Aircraft operating in the traffic6 v# |" l% |: F( b pattern or within sight of the tower, or aircraft known ) a/ n& z2 y$ rto be departing or arriving from flight in local practice# L9 D {' ?1 c; x) |7 _1 u/ x areas, or aircraft executing practice instrument4 Y) [. m$ C7 M approaches at the airport. x7 G* p k$ x3 Y/ ?/ u- y7 Q. P(See TRAFFIC PATTERN.) 5 |$ E$ `, }6 ]4 n5 p8 b* U$ tLOCALIZER- The component of an ILS which& i- c Q# @' n! f: {2 j2 D provides course guidance to the runway. 1 V! b" ]* i4 C/ E1 O0 R8 t(See INSTRUMENT LANDING SYSTEM.)0 X: j7 D1 m7 N- X0 i1 E (See ICAO term LOCALIZER COURSE.) 1 p$ L4 e4 ~1 s7 V( }7 n0 o4 G; P(Refer to AIM.) * w0 c' M4 a/ tLOCALIZER COURSE [ICAO]- The locus of# [1 y1 o+ S9 m# Q, ` points, in any given horizontal plane, at which the+ d6 b* u, [9 }% d; ]5 o. b DDM (difference in depth of modulation) is zero.. ?# r& q* j! G# J% S ~/ H2 K! g LOCALIZER OFFSET- An angular offset of the) p" I: u. W+ V8 o( G b# N localizer from the runway extended centerline in a 4 e' w( R1 m3 Y( @% t9 ]8 adirection away from the no transgression zone (NTZ) G0 t$ k' i$ o& F' f2 l+ N# k$ [- T that increases the normal operating zone (NOZ) N4 _7 f( o8 m# r width. An offset requires a 50 foot increase in DH and$ A; `2 ? e. r j is not authorized for CAT II and CAT III approaches. + a$ G$ }& \( N/ y2 i" P0 mLOCALIZER TYPE DIRECTIONAL AID- A $ L% T, x- }8 }4 y2 rNAVAID used for nonprecision instrument ap‐ ' a# H6 v8 W1 E9 Bproaches with utility and accuracy comparable to a' T" ?9 _8 W6 m0 Z5 s localizer but which is not a part of a complete ILS and 9 G' C' X8 E. k( vis not aligned with the runway.& {7 s0 M# b* O2 C7 ` (Refer to AIM.) & d6 J: l! z9 B) ^$ J- ^( {LOCALIZER USABLE DISTANCE- The maxi‐ " L, u' h- _, ^mum distance from the localizer transmitter at a 4 O1 K9 {+ A( C5 sspecified altitude, as verified by flight inspection, at ! m( B W E( j1 b% iwhich reliable course information is continuously 3 \$ |0 R3 ?( G+ G. Q8 b0 }received., Q$ V0 R, [6 m (Refer to AIM.). N+ ]3 z R+ n$ r( A4 W3 K3 u" J( ^ LOCATOR [ICAO]- An LM/MF NDB used as an aid" O+ }- K/ V4 F! c$ k0 X4 \+ m8 w to final approach.( w4 K. E7 R$ s- `. F7 q& q Note:A locator usually has an average radius of " N0 z o/ S! R! k2 o* Urated coverage of between 18.5 and 46.3 km (10. C% Y6 Z( Q6 W9 w and 25 NM).# H8 I8 N0 d) F) T LONG RANGE NAVIGATION(See LORAN.) - b8 n& ] q. ?1 @LONGITUDINAL SEPARATION- The longitudi‐7 D0 o8 N3 N, [ f- \9 B" Z% Q nal spacing of aircraft at the same altitude by a* B# G/ p, b* R) m( P. e minimum distance expressed in units of time or . }0 @1 k0 J7 C3 Z& qmiles. - B& e+ [% r. i |- }(See SEPARATION.)4 J2 z6 B7 B4 M! p (Refer to AIM.)$ P) l( _* |8 a# q" V) t LORAN- An electronic navigational system by 4 a5 X8 e0 V* Hwhich hyperbolic lines of position are determined by# i/ y+ c3 x3 B; g4 Z* W, E9 e5 Y measuring the difference in the time of reception of 4 ?3 k9 G& }( L M/ ~synchronized pulse signals from two fixed transmit‐8 d! P4 S) R, j" `% U+ h ters. Loran A operates in the 1750‐1950 kHz 4 @. b$ ?# O }- v( O9 l' G' h9 cfrequency band. Loran C and D operate in the ; R7 y2 C5 K/ N100‐110 kHz frequency band. ; y: D" _1 E+ s0 `1 t(Refer to AIM.)5 X4 N0 Y% X% ~# v LOST COMMUNICATIONS- Loss of the ability to ) J; N% U& i1 l0 j8 K( Ecommunicate by radio. Aircraft are sometimes 2 q5 o. w2 b9 V& O3 lreferred to as NORDO (No Radio). Standard pilot; ^) N8 I2 G& V z procedures are specified in 14 CFR Part 91. Radar # c4 {8 q& }' Econtrollers issue procedures for pilots to follow in the 1 ?( | G/ o! z- j H3 C! Uevent of lost communications during a radar approach - b+ b; m, k5 r3 Fwhen weather reports indicate that an aircraft will! t" I8 l& D+ ~# Q, @ likely encounter IFR weather conditions during the: o; W# L) m; J S- U0 n3 E approach. 4 c1 _( Q% v0 U: D, b(Refer to 14 CFR Part 91.)0 [3 Q, C( O. D (Refer AIM.)- i* a- }% I# p Pilot/Controller Glossary 2/14/085 W; ~0 b3 y6 a9 U PCG L-3 5 ]; p# E0 f0 U7 @9 t. m# i' cLOW ALTITUDE AIRWAY STRUCTURE- The& F" I( f5 b: @0 I- y5 n network of airways serving aircraft operations up to) g, v. R8 a8 x0 r but not including 18,000 feet MSL. ) z: i* M9 z: A. g% P* U# ^(See AIRWAY.)! n: P5 P0 M' t% H6 Q; g W (Refer to AIM.)6 f( ?+ {4 `/ D8 [ LOW ALTITUDE ALERT, CHECK YOUR ALTI‐ 3 i7 t; u5 i3 I* V6 ]) }0 S$ R0 g6 h, lTUDE IMMEDIATELY(See SAFETY ALERT.) 4 X( ^7 o. s3 G6 Z+ Z! Y# X3 XLOW ALTITUDE ALERT SYSTEM- An auto‐4 n8 R# f; x$ c; m( \7 b/ d mated function of the TPX‐42 that alerts the7 H% e. |1 A0 j controller when a Mode C transponder equipped o* o8 N+ G. m1 d, N aircraft on an IFR flight plan is below a 7 r& n# {' d: N) C: Mpredetermined minimum safe altitude. If requested' n4 d0 U& p3 |- l$ o9 k* f by the pilot, Low Altitude Alert System monitoring 8 Y) j8 t$ I! Xis also available to VFR Mode C transponder % J" f V/ e; }equipped aircraft. 3 p3 ]& ~0 l/ V# A( rLOW APPROACH- An approach over an airport or 0 U. ?% x B7 l5 _runway following an instrument approach or a VFR B% \0 Y2 j# }$ Oapproach including the go‐around maneuver where ' a, i4 ]9 q+ ^the pilot intentionally does not make contact with the! Q. w# u' \8 a7 d runway.: Q0 G$ u0 G/ y N! o6 E, m (Refer to AIM.)2 ~; t* i# }/ [* l! |9 y9 G LOW FREQUENCY- The frequency band between. h7 T/ o3 Y1 a" v 30 and 300 kHz. 4 @9 j% f7 {# M(Refer to AIM.) B2 M. y; J, o3 L9 ]' U* lLPV- A type of approach with vertical guidance . w, l p0 p" H; N* S(APV) based on WAAS, published on RNAV (GPS) 7 A9 s4 D- C9 eapproach charts. This procedure takes advantage of 1 D* ]' O' ] dthe precise lateral guidance available from WAAS. ; A C0 w/ _* d8 OThe minima is published as a decision altitude (DA).% B* W5 @3 Z7 O8 l Pilot/Controller Glossary 2/14/08 6 ~! u& W- M6 E5 f: GPCG M-1 % e: i! D }7 h1 g& dM3 M+ r* g$ S; ]* e MAA(See MAXIMUM AUTHORIZED ALTITUDE.); w% V. w9 ?: a8 G6 a, C/ G MACH NUMBER- The ratio of true airspeed to the1 Z) n* c Y9 w speed of sound; e.g., MACH .82, MACH 1.6. ' k' {/ v9 i) n* r' b d(See AIRSPEED.) ' e9 A) t% {. J& p3 } B8 ZMACH TECHNIQUE [ICAO]- Describes a control0 Z9 F+ c, o, T1 o$ c3 B W technique used by air traffic control whereby turbojet " v! ]& _' [( c, b& D3 \aircraft operating successively along suitable routes - Z% T% S. u& [; d: J. d( Vare cleared to maintain appropriate MACH numbers a- a$ ]' f0 J$ x) r: h! Vfor a relevant portion of the en route phase of flight.3 ~- X- w: d2 F2 R, `( d The principle objective is to achieve improved1 A1 h9 u7 C6 j utilization of the airspace and to ensure that& J7 D- D% D8 p separation between successive aircraft does not + X2 C m9 G0 @! g9 h1 p( {- cdecrease below the established minima. + K) L! o# I+ v( f$ j, gMAHWP- Missed Approach Holding Waypoint 8 A' ?0 Y9 _ \: aMAINTAINa. Concerning altitude/flight level, the term ) Y. M1 c% P+ d7 {) p' u) qmeans to remain at the altitude/flight level specified.5 I; q% O8 _3 Z The phrase “climb and” or “descend and” normally 2 ~& k' K4 X! M( C. s. [precedes “maintain” and the altitude assignment;9 @5 S" \! l, w% O e.g., “descend and maintain 5,000.”: t6 g5 U2 F: j" l( D5 v0 W" `! E b. Concerning other ATC instructions, the term is+ m& `; W" X) T- b' O& A( m used in its literal sense; e.g., maintain VFR. , y8 g$ j& V) E) XMAINTENANCE PLANNING FRICTION$ d0 [2 E2 u$ P8 G8 q LEVEL- The friction level specified in + @, V0 _" k% ]- ]AC 150/5320‐12, Measurement, Construction, and , G, b1 Q5 |7 w( }4 I7 Q) tMaintenance of Skid Resistant Airport Pavement; |- V! `' T; Y6 J6 a Surfaces, which represents the friction value below 0 M& q4 J! d6 p0 w1 ywhich the runway pavem ent surface rem ains+ v' T! g% X1 r7 W( R4 H acceptable for any category or class of aircraft' j% w9 x3 f L& a5 d operations but which is beginning to show signs of0 w, [8 E0 L8 z$ j D5 p2 v) v deterioration. This value will vary depending on the 7 k4 c7 Y+ g6 s2 c: \particular friction measurement equipment used.8 X& W$ D7 i$ S7 ?) b3 p; j* V! C MAKE SHORT APPROACH- Used by ATC to 5 g- s T2 k W' Qinform a pilot to alter his/her traffic pattern so as to 6 ]1 B: S6 f6 s; umake a short final approach. + y3 s, b% z6 c. d(See TRAFFIC PATTERN.) , T1 U0 q* D: ~! E. W/ O; C2 m C; |MAN PORTABLE AIR DEFENSE SYSTEMS 7 ~! A( \' g6 M/ v, z7 o6 V* T+ `+ q(MANPADS)- MANPADS are lightweight, shoul‐ ) f; l3 @8 A1 h' n, lder-launched, missile systems used to bring down t) \. e4 D" }% J aircraft and create mass casualties. The potential for4 a5 R- [1 a2 x( [5 P3 n: V MANPADS use against airborne aircraft is real and0 S" v, E5 W: z8 g$ m* } requires familiarity with the subject. Terrorists 4 O8 ?7 Y8 o7 schoose MANPADS because the weapons are low W3 P6 N3 o- Hcost, highly mobile, require minimal set-up time, and c/ C$ q3 S! p are easy to use and maintain. Although the weapons ; m5 m( P3 h% t lhave limited range, and their accuracy is affected by * o3 _9 ^* j }4 m8 _' c; d6 Q( fpoor visibility and adverse weather, they can be fired 5 m9 G5 D4 }3 L3 }" `6 o# i ^& h4 t. Nfrom anywhere on land or from boats where there is" E; g9 p+ |; ? unrestricted visibility to the target. 9 @* ?: A0 ~/ \, F7 IMANDATORY ALTITUDE- An altitude depicted% @. E7 A/ }4 ~( V: a! r# B on an instrument Approach Procedure Chart % y1 [" r S8 ]requiring the aircraft to maintain altitude at the " d* U' f1 L. e. g4 }depicted value. " S8 E6 S; @) U9 h5 B3 b0 t- q% W' z4 pMANPADS(See MAN PORTABLE AIR DEFENSE ( D/ J. x7 K P8 l0 ISYSTEMS.) 1 ]& m! |* J7 M5 X, |& N& c2 HMAP(See MISSED APPROACH POINT.)" V3 [/ b9 |7 |8 C' C8 L+ q MARKER BEACON- An electronic navigation* Q1 r7 { U, Q9 _) R# U3 z6 \$ S/ I facility transmitting a 75 MHz vertical fan or * E. e& A7 D! r m) q; g2 cboneshaped radiation pattern. Marker beacons are 5 T" o4 L, i1 N1 G# I1 Yidentified by their modulation frequency and keying ( A$ p8 S5 L* p' V8 {code, and when received by compatible airborne! I* k: J: P8 |; S+ [" ` equipment, indicate to the pilot, both aurally and 4 l5 a$ [" ~$ P6 yvisually, that he/she is passing over the facility.; F5 U: G& \3 Q# n6 s. D# A (See INNER MARKER.) 5 ?7 E" P- Q8 F" l C8 V(See MIDDLE MARKER.)- c6 j _5 J- C; R# T (See OUTER MARKER.)6 |0 |) V5 J9 u (Refer to AIM.)

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18#
发表于 2008-12-28 14:15:58 |只看该作者
MARSA(See MILITARY AUTHORITY ASSUMES0 ^! k* t) s- M4 h RESPONSIBILITY FOR SEPARATION OF! S* z" C8 d1 n7 H: F2 @/ d AIRCRAFT.) + t) p8 c' l+ F# x z9 W8 rMAWP- Missed Approach Waypoint6 j/ \: P2 `9 O MAXIMUM AUTHORIZED ALTITUDE- A pub‐ 9 B E) x8 b( b/ I- hlished altitude representing the maximum usable ) q# B* H( c; q/ L0 D! Ialtitude or flight level for an airspace structure or/ ^" u% R! a) v& T1 S' k. @% H. S route segment. It is the highest altitude on a Federal# X# t" k* U! `9 ^ airway, jet route, area navigation low or high route,% ~7 I9 l1 y! c& [5 `1 v5 h+ h5 x or other direct route for which an MEA is designated - ~$ C" X5 H3 I8 k2 |in 14 CFR Part 95 at which adequate reception of6 h% ]. p7 f( ^ Q! s4 l3 f0 g# S navigation aid signals is assured./ V8 I, L) b$ {" F) b MAYDAY- The international radiotelephony distress 3 M4 j1 q$ C/ @( D$ T7 Psignal. When repeated three times, it indicates 7 G0 t" b' D$ \$ iPilot/Controller Glossary 2/14/08 5 h: j/ x, g* |4 {' f7 MPCG M-21 g1 t# C: y, w5 G% i) \# e9 @ imminent and grave danger and that immediate . n% Q \- X% [# P: \assistance is requested./ Y+ \8 s+ I5 I3 [/ r" y2 T+ M Z (See PAN‐PAN.) : q' k* X- g0 X+ H(Refer to AIM.)2 i7 J6 J, P3 ~& |9 j& f7 O( ~3 S MCA(See MINIMUM CROSSING ALTITUDE.) : _ y- Z6 G" B P& ~9 GMDA(See MINIMUM DESCENT ALTITUDE.) " v6 @9 Z" E3 p+ _MEA(See MINIMUM EN ROUTE IFR ALTITUDE.) 0 k2 l- l& S, p' A% s/ tMEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR & Q, M5 s" o4 M. v8 P$ ?+ i5 hTRACKING SYSTEM.)% F8 I) M8 O) M8 I) @9 z* n METEOROLOGICAL IMPACT STATEMENT- % @4 ]0 w) Y3 [; Q ? F: AAn unscheduled planning forecast describing0 Y8 ]; |7 g: |. I& R+ o conditions expected to begin within 4 to 12 hours % m! M, o8 r0 u9 w6 Kwhich may impact the flow of air traffic in a specific , S0 M( p4 d4 M; h; y5 H( y7 Dcenter's (ARTCC) area. j8 N. M: t2 r METER FIX ARC- A semicircle, equidistant from( q! b) s7 M& S a meter fix, usually in low altitude relatively close to B2 j. I* @% k. X. C- M( D. ithe meter fix, used to help CTAS/HOST calculate a 6 T6 q0 l1 Y9 m0 {' N1 umeter time, and determine appropriate sector meter* ^$ i6 V* P' j0 ?3 w0 }' b, _ list assignments for aircraft not on an established3 K0 g' c$ t9 B6 @& t) O9 ^% e) d arrival route or assigned a meter fix. % E! m1 O/ y8 B6 k( TMETER FIX TIME/SLOT TIME- A calculated time : Y/ [, h& J( q) I# Lto depart the meter fix in order to cross the vertex at ; B I, ]* s5 N& B$ F8 _the ACLT. This time reflects descent speed6 r9 ~9 @0 C0 b adjustment and any applicable time that must be I: p" @1 Z3 R; t absorbed prior to crossing the meter fix.' t! j0 `2 y8 ]/ i6 a METER LIST(See ARRIVAL SECTOR ADVISORY LIST.)9 I) J. |1 f+ j3 m+ {! T METER LIST DISPLAY INTERVAL- A dynamic4 O' z6 I: B# l4 B% o! t& u parameter which controls the number of minutes 7 |, y z9 `% c% }. oprior to the flight plan calculated time of arrival at the- j2 v2 \: e. F. _# v( Y; S( z$ A meter fix for each aircraft, at which time the TCLT is5 l! B0 g3 v! B- k! } frozen and becomes an ACLT; i.e., the VTA is! K# v+ I- ]* y/ C& y) W updated and consequently the TCLT modified as 9 Z; G! M& Y% E ]9 l2 D* Mappropriate until frozen at which time updating is * c1 I! G2 O: P2 Y) Q2 Csuspended and an ACLT is assigned. When frozen,' Z; |; `. l# G* M- m6 i3 ` the flight entry is inserted into the arrival sector's , s3 Y6 h% A/ l! ^" B. G. Emeter list for display on the sector PVD/MDM.2 r+ } z% o" F' f q2 o+ f/ X MLDI is used if filed true airspeed is less than or , D% O; Q, V0 ]) B% ^9 ?, a! c( {equal to freeze speed parameters (FSPD). 4 b& G6 d) }) A" B; p' R6 D5 nMETERING- A method of time‐regulating arrival o6 V; s8 K3 Y, u9 H) ]) J; O7 x traffic flow into a terminal area so as not to exceed a0 P3 s3 h( Y R7 {8 l6 c/ Y4 s3 V predetermined terminal acceptance rate. , m' E5 y1 `, h" b9 A+ cMETERING AIRPORTS- Airports adapted for$ P+ e. G8 Q2 X. r! r8 v1 J metering and for which optimum flight paths are' A( P6 r4 I' q* @9 m6 O$ k3 ], l defined. A maximum of 15 airports may be adapted.! J; ]# u4 z0 x% A$ x METERING FIX- A fix along an established route 8 F; V: @0 f$ H5 z) U% ^1 Dfrom over which aircraft will be metered prior to6 A! K+ u& O" m- |' w entering terminal airspace. Normally, this fix should # B# U# G' S- Fbe established at a distance from the airport which " l, D# L- @* j! h. vwill facilitate a profile descent 10,000 feet above- W" u' B! U4 B airport elevation (AAE) or above. - Z. R$ p0 S3 ^METERING POSITION(S )- Adapted PVDs/ 0 d. H, `/ f" f1 jMDMs and associated “D” positions eligible for L& P2 K/ O1 y: x3 ~display of a metering position list. A maximum of % p' [# d8 K8 G! _9 c; ufour PVDs/MDMs may be adapted. 8 y. H" K, j% |4 a" ~' r' iMETERING POSITION LIST- An ordered list of7 x2 U# U0 v& [3 V6 ^. M* l data on arrivals for a selected metering airport3 E: F2 c5 Q- g* L displayed on a metering position PVD/MDM. 1 `- y& a- D; P2 {/ sMFT(See METER FIX TIME/SLOT TIME.)0 t! X* X* M# N4 A5 ?% a' Z) ? MHA(See MINIMUM HOLDING ALTITUDE.). E" _+ z( q* U MIA(See MINIMUM IFR ALTITUDES.)/ ?# w {# S, o$ s MICROBURST- A small downburst with outbursts& D8 R# R/ [0 Z" o+ h of damaging winds extending 2.5 miles or less. In ; T7 Z ?$ P/ d- h( l! @spite of its small horizontal scale, an intense" k: i ^8 c) ?4 _" c/ G( b k* I microburst could induce wind speeds as high as 150 4 l# \/ ]+ X5 e- y% [8 Bknots- Q( @8 }2 A' Q6 ~ (Refer to AIM.)& T( I% Q: o @: {1 ^ MIC RO‐EN ROUTE AUTOMATED RADAR6 Y9 B5 u2 h* @4 Z, W TRACKING SYSTEM (MEARTS)- An automated K! |* D1 {7 v( h radar and radar beacon tracking system capable of8 ], ]: w& n v( h5 P$ F' w0 Y- e employing both short‐range (ASR) and long‐range ; d G x( }) h" M4 v/ G(ARSR) radars. This microcomputer driven system / @1 S) R0 B$ ]. m: uprovides improved tracking, continuous data record‐ - X, ~! C- j# H) s5 q0 A8 H3 }7 d& ting, and use of full digital radar displays. % f2 a7 R5 u" u1 VMICROWAVE LANDING SYSTEM- A precision ! l F1 p$ Y- J' L8 p- U# Minstrument approach system operating in the 6 B- x5 n+ j) `- j! N1 hmicrowave spectrum which normally consists of the 3 K$ O: Z- c1 ]* E/ O$ u! Cfollowing components:- @- G& l g# m# t9 A+ d- Y a. Azimuth Station.7 ^& P& B# X5 m( h. r- m b. Elevation Station.: W/ S, ] \! @: Q8 a- L c. recision Distance Measuring Equipment.* F" \; h x$ v% } (See MLS CATEGORIES.) 4 ~/ |! B: B6 T8 N4 jMID RVR(See VISIBILITY.) / m* G7 S7 n! z2 z6 `MIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.) D% E* @) ~; i6 oPilot/Controller Glossary 2/14/08, o; W; @) K1 H7 L PCG M-3 3 I( R# q5 h: w/ u0 O o, p2 [8 ^MIDDLE MARKER- A marker beacon that defines ( a& h D* R: r! `a point along the glideslope of an ILS normally' w3 h; `% U8 c4 Y9 {3 |% `! F located at or near the point of decision height (ILS ' o, q9 i% f8 s: ?( i2 {Category I). It is keyed to transmit alternate dots and# I& t% ^; f, |7 l2 s. b dashes, with the alternate dots and dashes keyed at the , f: ~' h2 ?/ Erate of 95 dot/dash combinations per minute on a # }0 T1 l! O1 Q+ X' S1300 Hz tone, which is received aurally and visually4 I2 M7 e/ L( r& X+ ]: o+ @) L by compatible airborne equipment. . t3 Y; B2 s2 G7 M' ~, ](See INSTRUMENT LANDING SYSTEM.) ) t( b! h3 ~! d8 ~; _' R' [* y+ ^(See MARKER BEACON.)/ {( L- d; x( C. c: K (Refer to AIM.)' U, \' Z: \0 ]: k( H+ }0 T MILES‐IN‐TRAIL- A specified distance between. f6 O- k8 _# J aircraft, normally, in the same stratum associated% g5 ]7 {) j2 q, ?' b J with the same destination or route of flight. ( `. _# @& i+ q c5 lMILITARY AUTHORITY ASSUMES RESPONSI‐# ^9 C- N% a# p k) ~ ] BILITY FOR SEPARATION OF AIRCRAFT- A " M% n& O8 b0 kcondition whereby the military services involved 8 H" {' _5 v+ Z* K: `6 xassume responsibility for separation between 5 I) N N/ d/ [: Z8 S% mparticipating military aircraft in the ATC system. It is6 c9 a& z# P/ S) k used only for required IFR operations which are " [ Q/ q0 C2 k5 D" Y, P) w5 t7 Vspecified in letters of agreement or other appropriate5 q V. B, O" J. s: R; |& C FAA or military documents. 9 o2 v& f4 t7 }, cMILITARY LANDING ZONE- A landing strip used6 F* i- L' a1 ^: e" n& w( w6 a exclusively by the military for training. A military, Z/ r$ z, A0 y. n4 P5 V: W landing zone does not carry a runway designation.: ?- C7 r4 z2 k0 U/ N+ E- T MILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.)* i2 L7 D& O( T2 J. p MILITARY TRAINING ROUTES- Airspace of' p- j4 ^/ \& {4 T/ f4 q defined vertical and lateral dimensions established * f+ p% M4 J/ [6 z/ I' S0 C/ u9 Wfor the conduct of military flight training at airspeeds 2 J4 S8 r- \% M4 Sin excess of 250 knots IAS. , i6 c0 x Y4 j- Z/ d0 P* u(See IFR MILITARY TRAINING ROUTES.)4 B$ |5 v# y5 K( V& n W (See VFR MILITARY TRAINING ROUTES.): _, e) m5 w0 [1 `: S2 M6 M MINIMA(See MINIMUMS.)- g3 f5 g: c+ Z, n. X' p0 H" ^ MINIMUM CROSSING ALTITUDE- The lowest 5 {! e$ c2 z. `altitude at certain fixes at which an aircraft must cross- r2 A& x. Q" Y, ^2 u3 u- X8 K0 b8 d when proceeding in the direction of a higher; i; r* ]9 B) F minimum en route IFR altitude (MEA).% K+ h2 B% E9 t0 A$ j5 W5 w; \2 J (See MINIMUM EN ROUTE IFR ALTITUDE.) 4 ]! T' F7 x' U- uMINIMUM DESCENT ALTITUDE- The lowest$ i/ B" j) e7 ^6 K- M8 v' P altitude, expressed in feet above mean sea level, to" y c+ V' ^) n0 ~% j7 U2 m which descent is authorized on final approach or $ D* \) M7 m1 {1 M/ Aduring circle‐to‐land maneuvering in execution of a. y5 {7 D2 _1 P) }( @$ Y9 Y standard instrument approach procedure where no% u4 ]) K8 l) C4 r/ M" ]/ y) a electronic glideslope is provided. $ J/ D& p: j2 q+ M# I(See NONPRECISION APPROACH& `# m+ u6 r! @( V PROCEDURE.)/ Q( Z6 R( ~, ?$ Y+ o5 G- P* a MINIMUM EN ROUTE IFR ALTITUDE (MEA)-; l$ r2 H, W7 q# W The lowest published altitude between radio fixes ) M1 T$ ?1 b! \( b/ C- zwhich assures acceptable navigational signal cover‐ # F1 `/ m% V8 P8 z& cage and meets obstacle clearance requirements / ?- U/ G" L' g6 I& _" C+ xbetween those fixes. The MEA prescribed for a6 H% }4 b, ]5 R1 X+ j2 k; E Federal airway or segment thereof, area navigation 6 P1 j3 z2 P Y* i/ t3 A, Ulow or high route, or other direct route applies to the ; q$ k( W4 Z& b8 bentire width of the airway, segment, or route between) ~; t9 C7 e6 \/ M5 t9 v the radio fixes defining the airway, segment, or route. : V! z* R) E9 R/ ~* P+ `4 D(Refer to 14 CFR Part 91.) * m8 t+ w8 |5 X/ D9 Y(Refer to 14 CFR Part 95.)* P/ ^8 g- a2 `9 h: n (Refer to AIM.)( K( F% o$ x h; d) V MINIMUM FRICTION LEVEL- The friction level* R2 ?7 S# O& V( G9 v" n, C specified in AC 150/5320‐12, Measurem ent, 2 r+ U. k+ s8 g7 X0 nConstruction, and Maintenance of Skid Resistant 0 C1 ]" x$ \! d5 OAirport Pavement Surfaces, that represents the' ]9 N- w; a" K5 L' i2 u minimum recommended wet pavement surface 2 Q% ?/ ^" y. |friction value for any turbojet aircraft engaged in ( a# j' V, U8 l3 J& uLAHSO. This value will vary with the particular 4 E. e! L& x7 q$ `0 \3 I8 pfriction measurement equipment used. ! c* u* s8 n/ } b6 XMINIMUM FUEL- Indicates that an aircraft's fuel4 ?# W, O5 ?6 ] supply has reached a state where, upon reaching the : ^/ _% M+ _0 P8 N1 `; I: D, S; V! i+ Qdestination, it can accept little or no delay. This is not ) R$ {( O& Q$ r4 O2 Zan emergency situation but merely indicates an : }$ v- }/ Q3 v6 l( U8 u, ?emergency situation is possible should any undue ) b- U3 F* b! edelay occur.9 w& r3 a8 |, [# _- E0 H+ K3 | (Refer to AIM.) ( P7 X5 o" `, _% }, }7 b% }MINIMUM HOLDING ALTITUDE- The lowest 0 v; N+ Q$ u$ i4 I# V8 Kaltitude prescribed for a holding pattern which, ^% t) R( y: t assures navigational signal coverage, communica‐ 1 j( @$ m2 S- ?tions, and meets obstacle clearance requirements. , `6 W+ Q% ^/ ?) U- AMINIMUM IFR ALTITUDES (MIA)- Minimum 1 D( `* v6 V1 Valtitudes for IFR operations as prescribed in 14 CFR8 h3 C$ Y2 a5 ^( U: {1 c) B0 _4 z Part 91. These altitudes are published on aeronautical 9 q# F1 K2 a! f7 P% C8 _0 [charts and prescribed in 14 CFR Part 95 for airways + I9 F7 ?( C* O- A6 N0 z ?: zand routes, and in 14 CFR Part 97 for standard& x: C1 R; [1 p' b# h instrument approach procedures. If no applicable2 Y; s% N5 q" _; \4 l minimum altitude is prescribed in 14 CFR Part 95 or5 T1 S9 R: v! J# g0 ?6 @5 [ 14 CFR Part 97, the following minimum IFR2 Y. H, D1 Q$ n, C: [2 I altitude applies: c' z- c( _% N' ?a. In designated mountainous areas, 2,000 feet& Z5 j/ k; l+ |9 ~9 D9 { above the highest obstacle within a horizontal; |+ S0 \6 P' o" k, s distance of 4 nautical miles from the course to be 9 y: B" s/ S8 G/ Tflown; or, D5 v8 C B7 F, [$ F Pilot/Controller Glossary 2/14/087 G# ~* E9 T1 d- A/ D PCG M-4 9 d' x O/ I1 a! s' Bb. Other than mountainous areas, 1,000 feet above * }' X6 a9 |+ W( Z' Dthe highest obstacle within a horizontal distance of 4 & i, N8 p' t2 D$ g) q$ onautical miles from the course to be flown; or # p5 C7 `# w- Q) D# b9 P( Q) h1 wc. As otherwise authorized by the Administrator; A+ u2 C" |+ I7 c# s p8 f or assigned by ATC. . D: \# {6 q: s& H(See MINIMUM CROSSING ALTITUDE.) $ N ?) }& J. p* J! I& b) l, o(See MINIMUM EN ROUTE IFR ALTITUDE.); H6 v1 A9 e8 H# `6 L (See MINIMUM OBSTRUCTION CLEARANCE 9 Z% V2 p1 `( W, L$ `1 v/ e6 uALTITUDE.) 4 P' s+ p* L% ?/ A8 {" |(See MINIMUM SAFE ALTITUDE.). L5 f: W; v$ o5 S& l (See MINIMUM VECTORING ALTITUDE.), y3 n, A3 q$ ?8 i% ` (Refer to 14 CFR Part 91.)

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发表于 2008-12-28 14:16:14 |只看该作者
MINIMUM NAVIGATION PERFORMANCE/ V* A* b& m. j8 K( M SPECIFICATION- A set of standards which require 0 k. e( d4 A$ M2 v' t9 U- G6 Raircraft to have a minimum navigation performance # D- G3 s" [3 g- @capability in order to operate in MNPS designated5 }2 V3 R6 u! u B w airspace. In addition, aircraft must be certified by) V: P6 Q7 ^7 s/ `+ G$ m k# g2 @ their State of Registry for MNPS operation.% K5 t2 U6 M! J% U* | MINIMUM NAVIGATION PERFORMANCE' b. ~& P, a( `% V# j/ S) I SPECIFICATION AIRSPACE- Designated airspace ( `- y- y1 k2 r2 b' lin which MNPS procedures are applied between % `. m* @7 p' [4 z6 u8 S/ xMNPS certified and equipped aircraft. Under certain9 R8 o* ~. u' w2 s7 i% C conditions, non‐MNPS aircraft can operate in, _. m3 X( {5 N/ } MNPSA. However, standard oceanic separation n: B {; U2 i7 H& j- r minima is provided between the non‐MNPS aircraft ! P! v: n6 T" P) @and other traffic. Currently, the only designated6 t2 o! \( a7 U MNPSA is described as follows: 4 f; {5 `5 y$ P7 o) V7 Za. Between FL 285 and FL 420; 5 x9 [" P8 d; @/ nb. Between latitudes 27N and the North Pole;/ t" R3 Z8 `! P0 W' J) Z c. In the east, the eastern boundaries of the CTAs $ c/ S# {' x7 s2 QSanta Maria Oceanic, Shanwick Oceanic, and- S4 e. C2 B n7 p0 w- K8 K Reykjavik;) o" f3 m+ l* j, a d. In the west, the western boundaries of CTAs 6 E2 Y3 ^$ C; q9 S0 zReykjavik and Gander Oceanic and New York 6 Y2 L3 e% L0 n5 T! M9 hOceanic excluding the area west of 60W and south( a z" J4 k( V3 b of 3830'N.+ [* R5 ?: W% p n5 \( B MINIMUM OBSTRUCTION CLEARANCE ALTI‐( Q$ b- J4 J3 ]6 M TUDE (MOCA)- The lowest published altitude in - @; X: h7 p/ b6 }0 F" geffect between radio fixes on VOR airways, 8 H( `0 k8 G P: yoff‐airway routes, or route segments which meets8 |% k" s5 m9 V$ `3 | obstacle clearance requirements for the entire route ( l. o4 w8 k( n" Psegment and which assures acceptable navigational3 `7 O2 l) v+ M" i, Q signal coverage only within 25 statute (22 nautical) 9 b6 G; l1 V& d Tmiles of a VOR. * D1 I3 [$ o$ z1 e1 W9 V(Refer to 14 CFR Part 91.) 5 E; O. T* u# N# B5 m(Refer to 14 CFR Part 95.) 2 J4 C( `/ t; RMINIMUM RECEPTION ALTITUDE- The lowest/ x- F6 w' [: B altitude at which an intersection can be determined.+ z6 e: x8 F/ E/ s0 m5 N; G (Refer to 14 CFR Part 95.) 8 w; @) \5 X9 E3 e ?1 L0 NMINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR5 y& ~: w3 }8 j3 P+ f, y Part 91 for various aircraft operations.) h+ o* Q9 x6 x6 Z, \. z2 S; A b. Altitudes depicted on approach charts which ) }) p& ~# v; s7 w; C/ m2 s5 |provide at least 1,000 feet of obstacle clearance for- H) V3 ~2 v- l emergency use within a specified distance from the 4 i9 O' C* t/ y7 k( w0 O9 w/ a2 k- lnavigation facility upon which a procedure is2 `# ?. I }7 E# | predicated. These altitudes will be identified as & ~: Q& U1 ?: w. U( TMinimum Sector Altitudes or Emergency Safe 5 g& P/ q- _; t j5 V" ~Altitudes and are established as follows: - E2 q, B+ E E. g1. Minimum Sector Altitudes. Altitudes de‐ 0 m6 I8 M" V9 w7 Ppicted on approach charts which provide at least6 L5 r1 x; w# K- S5 S$ A3 D1 G 1,000 feet of obstacle clearance within a 25‐mile 7 I3 s3 l# D: E9 }# Eradius of the navigation facility upon which the V! q E( Z2 R+ \9 I9 k$ wprocedure is predicated. Sectors depicted on ' J U0 A% y% R8 h+ Mapproach charts must be at least 90 degrees in scope. ; i( t6 ?( e' k9 r oThese altitudes are for emergency use only and do not' J) T4 I7 d, _$ s$ W necessarily assure acceptable navigational signal : l1 J. k. Q/ S& Z: y: M' U7 Scoverage. ! {) H: v% R+ M r(See ICAO term Minimum Sector Altitude.)+ e3 U C$ c* M( |0 n: k% N# }7 x# E 2. Emergency Safe Altitudes. Altitudes de‐) m# a4 Z- ]& [; K8 A9 v! [ picted on approach charts which provide at least) h. Z- x/ [+ ?* m& e 1,000 feet of obstacle clearance in nonmountainous0 d0 E$ X' y. T, y }: y0 | areas and 2,000 feet of obstacle clearance in: R0 A5 |- j, l! ] designated mountainous areas within a 100‐mile* }7 o- U; d6 |, ?$ h3 Z) U% A radius of the navigation facility upon which the * h$ h" b4 u5 dprocedure is predicated and normally used only in ) I4 i. ?4 m( N4 T* _) Q rmilitary procedures. These altitudes are identified on1 h7 @/ V8 ~8 p3 v7 G* Z published procedures as “Emergency Safe Alti‐ , }% D3 [2 Y6 j# U3 j, g0 x! ]2 etudes.” 0 C: `/ O+ t5 o! f dMINIMUM SAFE ALTITUDE WARNING- A 9 C, R5 ^' A4 T6 u" [, i. Y/ ?/ Ufunction of the ARTS III computer that aids the ! R& Z1 t0 O r1 B" rcontroller by alerting him/her when a tracked Mode 6 x* e; t& E! i: D2 `7 yC equipped aircraft is below or is predicted by the% Y( H) l# [% ]' v computer to go below a predetermined minimum safe / A: z; {& u. L+ O- U) |altitude. M- Z# k2 ^6 K# W {+ L! @$ R" t5 d(Refer to AIM.) 0 p y" G+ ]6 a0 HMINIMUM SECTOR ALTITUDE [ICAO]- The , `. }+ P- d! Q, V8 U( O1 clowest altitude which may be used under emergency , ?. |) K- H# q' wconditions which will provide a minimum clearance 6 r |" v. E6 mof 300 m (1,000 feet) above all obstacles located in 6 F& E/ j; E- v2 S/ |2 t z- t2 nan area contained within a sector of a circle of 46 km# }. N5 }0 C' i6 ]. O* k* Q: I8 ~ (25 NM) radius centered on a radio aid to navigation. " P& z/ w+ x! Z9 J/ [: V5 FMINIMUMS- Weather condition requirements 3 Y/ I; s a( f" M% |established for a particular operation or type of) I: G2 @* u! `) L4 m Pilot/Controller Glossary 2/14/08! b8 g( B( m! A0 D0 f PCG M-5 + A& X" C% e( k0 I# N+ }operation; e.g., IFR takeoff or landing, alternate' l; T0 O8 C8 C; U* A2 U0 S airport for IFR flight plans, VFR flight, etc.- Z- }: r& D4 y" H# K1 ^& X. U (See IFR CONDITIONS.)9 v8 u, T. \/ f2 u (See IFR TAKEOFF MINIMUMS AND" R8 @" G. |) j. u( t7 A DEPARTURE PROCEDURES.)$ S+ k( W. I2 V$ J% r& Z' r+ ` (See LANDING MINIMUMS.) * Y4 W3 M, T, N& R(See VFR CONDITIONS.)% f# ]* t) B7 F (Refer to 14 CFR Part 91.) 7 {3 o7 D' l5 F: H7 x$ l9 @(Refer to AIM.) 1 e8 t3 Y. E$ R. r; p6 a7 mMINIMUM VECTORING ALTITUDE (MVA)-- @0 U- K- ^0 X4 U3 m9 H" O The lowest MSL altitude at which an IFR aircraft will / g( k% w* J- [% {be vectored by a radar controller, except as otherwise6 ]3 ^7 F: }3 v# j authorized for radar approaches, departures, and 8 y! G; @" a5 O: U& \& Qmissed approaches. The altitude meets IFR obstacle% i" l/ F0 {3 S2 ]. D3 w clearance criteria. It may be lower than the published, i! x3 Z- t3 ^& B1 C, W MEA along an airway or J‐route segment. It may be) Q6 R7 Q- ~* C* \- y4 O" W; c; P: _ utilized for radar vectoring only upon the controller's H! w* L8 |0 f2 f* a8 }5 Z/ ddetermination that an adequate radar return is being 9 K! K, T7 C5 T3 ereceived from the aircraft being controlled. Charts 6 z; b5 r3 n4 t* W& j fdepicting minimum vectoring altitudes are normally ' |" x* ^. }! v: Y7 Eavailable only to the controllers and not to pilots. # M X) |2 w! n4 N1 ?(Refer to AIM.) 7 r9 g/ ?7 w4 S- T5 w: tMINUTES‐IN‐TRAIL- A specified interval be‐& |: T+ [. w: z; j4 a; w. j' v+ ` tween aircraft expressed in time. This method would. H" Q9 s$ S+ U8 T7 p+ X more likely be utilized regardless of altitude.2 y7 ]% s! N- V4 {5 F ?& Y2 b MIS(See METEOROLOGICAL IMPACT 6 ?$ `, n( g/ `- uSTATEMENT.)# [& b5 g; i- N: n) G7 a9 u/ Q2 P MISSED APPROACH-5 q! c+ y! `. r# M5 } a. A maneuver conducted by a pilot when an8 G) K: q; m' ]# I( b4 k instrument approach cannot be completed to a% c0 ^7 g, c& }- B) C landing. The route of flight and altitude are shown on- h) s1 e: x& t instrument approach procedure charts. A pilot : [0 N; j" C0 I5 A1 a1 iexecuting a missed approach prior to the Missed , N& T! t" T6 n+ f# {# H7 g' JApproach Point (MAP) must continue along the final. z. ?9 S0 w0 H, R& e6 L approach to the MAP.% i7 |# q. J, t |4 `5 ]5 D b. A term used by the pilot to inform ATC that 0 A' C$ j3 s' a% w8 f) u" }: I' q( }he/she is executing the missed approach. % y3 w% [' b" h( [c. At locations where ATC radar service is0 g$ `7 A5 O% d' y e& B4 t% c provided, the pilot should conform to radar vectors) h6 m6 C! f9 C) u# o- e when provided by ATC in lieu of the published 6 w4 ]& u; \) P, f' ymissed approach procedure.5 ^) ]5 e# E# H7 \0 k (See MISSED APPROACH POINT.) 7 U# m5 D9 _: v/ k% \. ~(Refer to AIM.) " N% i' Y- H" q8 ?1 P/ d" TMISSED APPROACH POINT- A point prescribed 1 W( s# s, u8 Zin each instrument approach procedure at which a + |6 W+ G, o6 V7 b. Tmissed approach procedure shall be executed if the # d& x( z& ^ N0 d: p* P' d" urequired visual reference does not exist.9 M0 ]/ e. q8 Y& `- N/ t0 ? (See MISSED APPROACH.)0 ^' _- R- Z; A( g. Y (See SEGMENTS OF AN INSTRUMENT " i# W: Q# z! u9 u$ @$ iAPPROACH PROCEDURE.): U n+ M0 \. o( M, F MISSED APPROACH PROCEDURE [ICAO]- The* c t4 j, x& l+ { procedure to be followed if the approach cannot be 5 T/ C& `4 E1 Y2 @3 icontinued.$ Y! j. o; Z8 e g MISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT # N6 o9 O9 c+ lAPPROACH PROCEDURE.)% j6 S% R0 S* F7 Z! |+ h; Z MLDI(See METER LIST DISPLAY INTERVAL.)! |6 ?7 q& P6 M8 Y7 H MLS(See MICROWAVE LANDING SYSTEM.) % w( ~9 H7 z6 M; G! ^MLS CATEGORIESa. MLS Category I. An MLS approach procedure2 B+ V u# T! E$ M which provides for an approach to a height above # n! w9 s( G$ M! rtouchdown of not less than 200 feet and a runway" x9 U! R { f5 _' `+ e visual range of not less than 1,800 feet. 1 M, v4 `2 J& b% Q7 {# Vb. MLS Category II. Undefined until data gather‐ 1 t) n1 Z( b1 ]ing/analysis completion. " ~$ Y, J3 o' m) ]4 f6 Dc. MLS Category III. Undefined until data9 W$ |9 d2 D$ @$ H8 y: y& h' J gathering/analysis completion. $ d9 u2 F0 y' YMM(See MIDDLE MARKER.)- x9 Z: d/ z7 g0 P9 ^ MNPS(See MINIMUM NAVIGATION PERFORMANCE 6 w, M! n4 x sSPECIFICATION.) 9 _3 d5 O& Z+ v$ sMNPSA(See MINIMUM NAVIGATION PERFORMANCE- / e" D7 a, b1 c4 |SPECIFICATION AIRSPACE.) 9 ~& _' s2 U7 N; \; gMOA(See MILITARY OPERATIONS AREA.)3 ?* i3 R: M, l$ `8 @ MOCA(See MINIMUM OBSTRUCTION CLEARANCE ; w" S( R8 i' m: RALTITUDE.)" a; }1 f' T5 z3 G MODE- The letter or number assigned to a specific 3 T/ t& l$ @: ^" y( fpulse spacing of radio signals transmitted or received2 e, s; S. c$ [7 d) n+ }7 `0 a by ground interrogator or airborne transponder, S+ D0 m. i* Q) U components of the Air Traffic Control Radar Beacon . K4 i {% w9 ]/ P' m7 dPilot/Controller Glossary 2/14/08/ m* z0 o) D: S; ~) w) l) r PCG M-6 : l7 P1 H/ E. x& X5 |" dSystem (ATCRBS). Mode A (military Mode 3) and & B; b: B+ ^% ~1 l, Q: LMode C (altitude reporting) are used in air traffic5 Y: p5 w5 a( O$ B0 ^/ B control." [4 j+ g- Q2 D: ^0 q( c4 l (See INTERROGATOR.) + Y4 n* H0 E4 Z* R(See RADAR.) ]& v9 K$ d5 \, |8 [ (See TRANSPONDER.) ; G8 D; Z4 \- J2 K- {5 a(See ICAO term MODE.) 6 ^) R/ T( o4 c4 t+ P(Refer to AIM.)' ]% s& e9 v, T' }; N MODE (SSR MODE) [ICAO]- The letter or number2 V1 o7 W$ z0 C6 f4 F$ V assigned to a specific pulse spacing of the9 @/ I/ z9 y1 P% i6 ^9 B/ h, [. s interrogation signals transmitted by an interrogator.+ z( P: B1 q: d g There are 4 modes, A, B, C and D specified in Annex3 R- e3 Y& D- z% c7 v2 m 10, corresponding to four different interrogation7 A6 p* \" @8 u4 ^7 ?7 @ pulse spacings. - j; L4 j+ S! ?$ g7 ?/ h; g* H' vMODE C INTRUDER ALERT- A function of 9 [4 R. N+ G9 n0 ~6 j9 |certain air traffic control automated systems designed 6 v$ l7 \& m3 J1 Z5 G( P# \to alert radar controllers to existing or pending0 m" G+ {8 x* s3 ^2 i situations between a tracked target (known IFR or & L& y- S1 u" HVFR aircraft) and an untracked target (unknown IFR 5 L- A; t4 w+ B* P( eor VFR aircraft) that requires immediate attention/% d8 A0 l5 T2 O action. : s2 u+ r$ [! ?$ l+ R5 ~* P" U(See CONFLICT ALERT.)

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MONITOR- (When used with communication4 c& [# L8 M7 T2 i, G* v6 d. o transfer) listen on a specific frequency and stand by ) N% y# u2 F" r% D/ p9 C: @for instructions. Under normal circumstances do not1 I0 }" M3 d d1 f% u b' P9 o establish communications. 1 |/ v: I, k" ^. p. ~4 Q1 g0 PMONITOR ALERT (MA)- A function of the ETMS # Z0 n2 }: n( Fthat provides traffic management personnel with a: X7 U0 m7 x. G& t" }' l, a tool for predicting potential capacity problems in 0 c ~4 O5 m# W) yindividual operational sectors. The MA is an/ G) c2 l6 b" R2 y indication that traffic management personnel need to8 {: O$ b! p. V6 E analyze a particular sector for actual activity and to ! b2 s" \1 n7 f, idetermine the required action(s), if any, needed to 9 ], N! k( a; I% X$ R$ J/ \control the demand. # v% s \# k8 a5 G6 s+ ]3 ]# m' p/ dMONITOR ALERT PARAMETER (MAP)- The ; h4 P* L$ R; I# J' znumber designated for use in monitor alert , ~, M% k& O* Z+ S( M: Q/ cprocessing by the ETMS. The MAP is designated for 7 a6 A! R# x0 Feach operational sector for increments of 15 minutes. : s* P! J# X0 b& _+ {5 OMOSAIC/MULTI-SENSOR MODE- Accepts posi‐) S; x& y9 C2 @7 d+ p) a6 D tional data from multiple radar or ADS-B sites." A+ z! M* W7 D6 v8 G; {+ o! V Targets are displayed from a single source within a 6 i! I7 i3 f) \9 J3 t1 T$ Cradar sort box according to the hierarchy of the & ~2 { X3 v& y" ]( ]! f7 ?sources assigned. ' W9 ]' h7 d0 V0 G" dMOVEMENT AREA- The runways, taxiways, and" U; d0 ?$ W, k# q0 W2 G/ b7 }) h" t' K other areas of an airport/heliport which are utilized 7 R0 }7 I+ r- m. U+ z# Kfor taxiing/hover taxiing, air taxiing, takeoff, and 1 I0 k# e: H) O/ p" X0 ?landing of aircraft, exclusive of loading ramps and6 S# U+ s8 Y6 e z' b parking areas. At those airports/heliports with a& K1 i& ]% _% K1 y. s' Q4 f tower, specific approval for entry onto the movement: Y& a( ?& q8 p& E& d2 Z6 y area must be obtained from ATC.) S2 V( H4 C* }# t2 ~ (See ICAO term MOVEMENT AREA.) 4 K3 o' p, ^$ BMOVEMENT AREA [ICAO]- That part of an( S: o" z% Y, u. @ aerodrome to be used for the takeoff, landing and$ `0 m# Z* N( z2 j! @/ T2 | taxiing of aircraft, consisting of the maneuvering area % @5 K& o+ ~7 H: |( {- eand the apron(s). ; g' s% y, P) F9 O0 [7 l% e. qMOVING TARGET INDICATOR- An electronic & ]1 m" i! m6 M- ^, a( Q# Sdevice which will permit radar scope presentation2 R6 m( n2 C* D" W K! t; v only from targets which are in motion. A partial ( G) ~' o, R7 I8 l8 o u/ Dremedy for ground clutter. : B- G; o8 d' z3 G6 K8 v) P7 KMRA(See MINIMUM RECEPTION ALTITUDE.) ; N0 W% W4 v2 j4 ?; B( t1 s8 [8 K+ bMSA(See MINIMUM SAFE ALTITUDE.)$ b( ~2 g4 L A1 Z5 x MSAW(See MINIMUM SAFE ALTITUDE WARNING.)5 ^. @7 V6 Y. U MTI(See MOVING TARGET INDICATOR.)- k2 k5 u2 ~, a; k L MTR(See MILITARY TRAINING ROUTES.) / r" V/ F0 h" Z* Q) T% EMULTICOM- A mobile service not open to public3 K5 k" Q' a7 L0 i2 F' J; \( f h correspondence used to provide communications# M& H% C% k+ Y1 G& B# J: ] essential to conduct the activities being performed by % X: o5 B7 M+ H3 o7 Yor directed from private aircraft.# b) ^0 [& U1 F) C g9 C MULTIPLE RUNWAYS- The utilization of a 2 j5 j3 ^0 O1 B V3 ydedicated arrival runway(s) for departures and a* B. g5 R) Y/ I2 r1 q1 T dedicated departure runway(s) for arrivals when# u/ c6 Y+ K( O" }) e P feasible to reduce delays and enhance capacity.9 F9 Q: r+ E# F5 M) E MVA(See MINIMUM VECTORING ALTITUDE.) + Z1 v5 K# N6 J9 BPilot/Controller Glossary 2/14/08, G, r. h; a$ ?: W7 { g7 _3 ` PCG N-1" M+ \, q1 T1 x2 H: @ N * v# {, o! Y, O3 M2 K, y) NNAS(See NATIONAL AIRSPACE SYSTEM.)- U! q1 e$ u, G5 n" t NATIONAL AIRSPACE SYSTEM- The common$ w- z- D% j* c$ x% Y+ E network of U.S. airspace; air navigation facilities,* k- }3 v2 T o# l9 t equipment and services, airports or landing areas;* a( x' W! Y: a aeronautical charts, information and services; rules,8 e, C. p8 \- A regulations and procedures, technical information, $ _# B2 \6 y; B6 T+ i' g0 F$ Kand manpower and material. Included are system6 O$ e8 @6 Z. |4 I2 m; {6 S: `' R components shared jointly with the military. ; A+ I8 b+ B( mNATIONAL BEACON CODE ALLOCATION % P h4 n, Y7 T9 o, iPLAN AIRSPACE- Airspace over United States0 }: f5 F) j1 _9 _* ?$ s8 }# m territory located within the North American continent ) J. c4 b% h' u/ g7 s" J2 {between Canada and Mexico, including adjacent 1 L! X& _, \# _. d' y2 a y) W4 Jterritorial waters outward to about boundaries of9 E, Q, q: j$ N& a( }2 ^* ]$ P oceanic control areas (CTA)/Flight Information( e4 d1 C; {+ v# ?6 v3 F5 K Regions (FIR). + N+ _ C; |+ y& H(See FLIGHT INFORMATION REGION.) 4 r, b* S& |; ~# ZNATIONAL FLIGHT DATA CENTER- A facility in! i# q: y" k; ~9 r Washington D.C., established by FAA to operate a5 A0 G! C2 c& P3 n; {( p central aeronautical information service for the / i! [* O( }' ncollection, validation, and dissemination of aeronau‐ - S; b! b- f! A; Jtical data in support of the activities of government, ) K4 C; i$ n }+ e# Kindustry, and the aviation community. The informa‐$ F' o7 r; N1 |7 U tion is published in the National Flight Data Digest.( h* H6 R8 ^! H# R. M/ A (See NATIONAL FLIGHT DATA DIGEST.)7 u/ R2 K$ M. x NATIONAL FLIGHT DATA DIGEST- A daily 8 G( C& f0 b* g# q(except weekends and Federal holidays) publication# O+ ]4 N/ T" }8 G, E( H* `. n of flight information appropriate to aeronautical6 f& M0 L% ]3 |6 L charts, aeronautical publications, Notices to Airmen,1 U9 _1 I, r4 z2 U5 z4 P/ M; e or other media serving the purpose of providing 0 O* G0 {) { Zoperational flight data essential to safe and efficient/ H) ?6 C7 C3 \5 ]5 r1 k aircraft operations. 6 d$ X5 b- i x$ U# P$ LNATIONAL SEARCH AND RESCUE PLAN- An ?- l% e1 Z" C interagency agreement which provides for the& H" _/ r# H1 c; R effective utilization of all available facilities in all! @: ~4 W* G7 u& L types of search and rescue missions. - t9 E% x2 O; I1 YNAVAID(See NAVIGATIONAL AID.) ! r0 u/ y( ~2 o$ T" \2 I7 fNAVAID CLASSES- VOR, VORTAC, and TACAN 6 u3 a7 ~% T ~3 u0 D( qaids are classed according to their operational use. $ t( Q- E/ L6 Q7 iThe three classes of NAVAIDs are:$ a' _. k9 @' O# y8 F a. T- Terminal.6 E0 H, P: t5 T( h8 K! b4 V b. L- Low altitude. / f# R5 m0 Q2 X" o: Ic. H- High altitude.+ Y H* V5 }- q4 b4 S, x Note:The normal service range for T, L, and H class, I o! x9 d) `# p# ]8 E aids is found in the AIM. Certain operational 2 }$ g" N) e, l) t2 m5 u" grequirements make it necessary to use some of$ {: l4 R# d$ Q6 i+ o- X8 M these aids at greater service ranges than. ]$ n8 I, O p: X& V# r specified. Extended range is made possible& ^6 _" S5 J. U# N2 [7 V' x4 I through flight inspection determinations. Some) k% T7 G1 T) O- l9 Q: B aids also have lesser service range due to location, " b8 W8 |' ]- s+ pterrain, frequency protection, etc. Restrictions to, P" j& R7 u: t; f8 E% J! y service range are listed in Airport/Facility2 z; b" O i( r v1 e Directory. : q+ U4 M& E+ t E- z5 }NAVIGABLE AIRSPACE- Airspace at and above , q6 P8 M6 w9 @. m" j. Xthe minimum flight altitudes prescribed in the CFRs & e0 [+ y1 D% |' F2 }7 dincluding airspace needed for safe takeoff and 6 W6 E$ d+ G" h7 P1 jlanding.9 h, p |8 t' B" W7 e (Refer to 14 CFR Part 91.). c9 {' ?6 h8 F+ d; `; x NAVIGATION REFERENCE SYSTEM (NRS)-" w3 n# b4 |9 K- K8 q The NRS is a system of waypoints developed for use6 K1 }0 J4 q) }, r- R6 ?4 Q; [ within the United States for flight planning and ' n( U: L0 |: ]" Q6 znavigation without reference to ground based ; G9 q+ M5 x, J, A. r; anavigational aids. The NRS waypoints are located in * ?* a; F% X6 f4 G! E: u0 ma grid pattern along defined latitude and longitude) W) o, _. B+ Z; }* j$ ^" }6 h lines. The initial use of the NRS will be in the high& y; t, C7 w5 e& f* r6 X$ j altitude environment in conjunction with the High 1 V# p! I# { V1 m9 KAltitude Redesign initiative. The NRS waypoints are ( A* ?( b! {7 W/ d* q# wintended for use by aircraft capable of point-to-point 3 l5 E1 R$ v$ k6 Bnavigation.; c7 d0 T4 F& S. ? NAVIGATIONAL AID- Any visual or electronic + O9 A" \! Q/ K: g/ h) ldevice airborne or on the surface which provides6 p6 E( M# ^$ z! a1 B& [ point‐to‐point guidance information or position data/ t9 b3 s4 r/ f! o3 q5 j to aircraft in flight.! a1 e6 t/ p9 }1 K; H& M (See AIR NAVIGATION FACILITY.)* ~ B! |( a' t NBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION6 L, W5 _+ w7 d" ]: l0 m7 q/ \1 s$ o PLAN AIRSPACE.)+ i; D6 o, y7 [! a1 _) F NDB(See NONDIRECTIONAL BEACON.)9 A6 V9 ?7 S' f( R NEGATIVE- “No,” or “permission not granted,” or- j! P+ _7 f! M “that is not correct.” ' o( ^, J m8 [, [7 z5 PNEGATIVE CONTACT- Used by pilots to inform # k) l% X& Y# _4 ~% C. N' QATC that: 6 M# z9 k: {: A/ ua. reviously issued traffic is not in sight. It may * Q2 M3 m3 n% J! cbe followed by the pilot's request for the controller to 5 K0 W( a- N3 [& V9 _3 g1 h1 H- Uprovide assistance in avoiding the traffic. ) X. T- T# `. d T8 h' ^) g* Jb. They were unable to contact ATC on a& W `& m: G5 C; d particular frequency. ) @! W& @5 E' s6 u6 S* KPilot/Controller Glossary 2/14/08 3 J, T) Q- N+ l- _PCG N-2 : X# F1 {" n2 b: c' wNFDC(See NATIONAL FLIGHT DATA CENTER.) # s: q; V5 ]8 A5 Y. M. w. i# vNFDD(See NATIONAL FLIGHT DATA DIGEST.) ; F7 [' ^/ J- G5 G+ X9 hNIGHT- The time between the end of evening civil; I/ y& s( Z0 q# c \ twilight and the beginning of morning civil twilight, ) z) G2 \, o; Y: Vas published in the American Air Almanac, converted0 k) G/ o* p# |- l3 ?/ ^& r to local time.4 e2 g* y9 O( i (See ICAO term NIGHT.) : v) c! G: ~& D1 f0 Y& [+ RNIGHT [ICAO]- The hours between the end of" a; Z G' l+ F! x: s: Q evening civil twilight and the beginning of morning % N. `4 l$ X! bcivil twilight or such other period between sunset and 6 ]! X+ k/ ~$ \ O2 lsunrise as may be specified by the appropriate- E8 X' E7 X6 \5 W, f4 H: g authority. + b6 \% A9 F! Q$ x, \Note:Civil twilight ends in the evening when the ! ^: z F) \' c: |% k: j3 ncenter of the sun's disk is 6 degrees below the+ S0 P. t. t& `4 i: J% G E horizon and begins in the morning when the center $ o* S! V9 _3 F F. B+ A5 h% Hof the sun's disk is 6 degrees below the horizon.; ]- V+ Y5 ^6 x/ n) [) s) [ NO GYRO APPROACH- A radar approach/vector * Z2 g0 Q" u6 }provided in case of a malfunctioning gyro‐compass R3 O7 I8 V4 _6 r1 O or directional gyro. Instead of providing the pilot& e* a! n# W. p" t; C with headings to be flown, the controller observes the8 i7 w2 t; r& y l* ~ J5 S/ m: U radar track and issues control instructions “turn ) i1 n4 u' X# }' w; f5 Wright/left” or “stop turn” as appropriate.! m3 t# L: P/ T3 v9 w( J (Refer to AIM.) ( {2 D3 W! i% Q1 Z JNO GYRO VECTOR(See NO GYRO APPROACH.) ; T; T/ b4 a: V9 Z- YNO TRANSGRESSION ZONE (NTZ)- The NTZ is2 A7 D- U/ n- I+ t! d3 g! R a 2,000 foot wide zone, located equidistant between 6 m P9 J" b" J9 Q1 C- _parallel runway final approach courses in which/ `' C, r; \- i$ v9 `3 z2 t! j flight is not allowed. * {+ M0 c" {( a! [: U. V9 @# Z P9 |NONAPPROACH CONTROL TOWER- Author‐$ x: |$ G) }4 w. o& P3 q0 m izes aircraft to land or takeoff at the airport controlled ) @& R) k- }3 P# ^5 t: |6 }! mby the tower or to transit the Class D airspace. The! K( N5 g9 q# W) ^9 D: g4 ~, \ e primary function of a nonapproach control tower is 1 ^5 q2 H$ X) }" G" J! f/ qthe sequencing of aircraft in the traffic pattern and on ( H) [/ c! L3 C! F+ y, ^3 b8 ithe landing area. Nonapproach control towers also ' a! A5 D j3 `- X4 bseparate aircraft operating under instrument flight0 }2 R9 s3 Y, _) n$ r! L rules clearances from approach controls and centers. ( w1 u9 u/ z& xThey provide ground control services to aircraft,0 i/ Y5 \$ i8 ?- {9 }2 S vehicles, personnel, and equipment on the airport6 O& f3 O: H3 \& q$ n6 r movement area.# P8 H3 R/ v6 h3 d }8 P NONCOMMON ROUTE/PORTION- That segment " w' ^* E! o- l. f+ \of a North American Route between the inland9 r6 y: |& G$ P$ n navigation facility and a designated North American" T6 D) N. k, V4 C" _ terminal.# I) n: _3 q1 F0 {( p3 R NONCOMPOSITE SEPARATION- Separation in4 p% i1 d6 P2 h/ [$ A" U7 ~: I accordance with minima other than the composite ; [% W {: ?# U2 U) ?2 ]( z( Q+ Lseparation minimum specified for the area con‐ ' I; X; x3 ?6 T I5 S( v: Qcerned." Z; a |2 B: ~7 x) Y NONDIRECTIONAL BEACON- An L/MF or UHF( \& e4 ~" w! K0 h" s radio beacon transmitting nondirectional signals9 u% L% H& h2 v" G( Z whereby the pilot of an aircraft equipped with# R7 [% N0 K. B o direction finding equipment can determine his/her & Q6 A/ }2 k6 r4 ]bearing to or from the radio beacon and “home” on or + B, h7 d( H: R9 p- Ctrack to or from the station. When the radio beacon is$ c9 }( ?& r2 o! ^, b% d- D installed in conjunction with the Instrument Landing" o+ w: C$ G+ V) V* H+ U; {2 _+ e System marker, it is normally called a Compass* z8 {' z- x: t- L# }) L Locator. 9 [' ]4 S7 O. b6 T- _(See AUTOMATIC DIRECTION FINDER.) ; _7 ~ e! t/ E3 G5 U(See COMPASS LOCATOR.)

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