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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‐ ing aircraft in a composite route system where, by management of route and altitude assignments, a combination of half the lateral minimum specified for the area concerned and half the vertical minimum is applied. COMPULSORY REPORTING POINTS- Reporting points which must be reported to ATC. They are designated on aeronautical charts by solid triangles or filed in a flight plan as fixes selected to define direct routes. These points are geographical locations which are defined by navigation aids/fixes. Pilots should discontinue position reporting over compul‐ sory reporting points when informed by ATC that their aircraft is in “radar contact.” CONFLICT ALERT- A function of certain air traffic control automated systems designed to alert radar controllers to existing or pending situations between tracked targets (known IFR or VFR aircraft) that require his/her immediate attention/action. (See MODE C INTRUDER ALERT.) CONFLICT RESOLUTION- The resolution of potential conflictions between aircraft that are radar identified and in communication with ATC by ensuring that radar targets do not touch. Pertinent traffic advisories shall be issued when this procedure is applied. Note:This procedure shall not be provided utilizing mosaic radar systems. CONFORMANCE- The condition established when an aircraft's actual position is within the conformance region constructed around that aircraft at its position, according to the trajectory associated with the aircraft's Current Plan. CONFORMANCE REGION- A volume, bounded laterally, vertically, and longitudinally, within which an aircraft must be at a given time in order to be in conformance with the Current Plan Trajectory for that aircraft. At a given time, the conformance region is determined by the simultaneous application of the lateral, vertical, and longitudinal conformance bounds for the aircraft at the position defined by time and aircraft's trajectory. CONSOLAN- A low frequency, long‐distance NAVAID used principally for transoceanic naviga‐ tions. CONTACTa. Establish communication with (followed by the name of the facility and, if appropriate, the frequency to be used). b. A flight condition wherein the pilot ascertains the attitude of his/her aircraft and navigates by visual reference to the surface. (See CONTACT APPROACH.) (See RADAR CONTACT.) CONTACT APPROACH- An approach wherein an aircraft on an IFR flight plan, having an air traffic control authorization, operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface. This approach will only be authorized when requested by the pilot and the reported ground visibility at the destination airport is at least 1 statute mile. (Refer to AIM.) CONTAMINATED RUNWAY- A runway is considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or other substances are present. A runway is contami‐ nated with respect to rubber deposits or other friction‐degrading substances when the average friction value for any 500‐foot segment of the runway within the ALD fails below the recommended minimum friction level and the average friction value in the adjacent 500‐foot segments falls below the maintenance planning friction level. CONTERMINOUS U.S.- The 48 adjoining States and the District of Columbia. Pilot/Controller Glossary 2/14/08 PCG C-6 CONTINENTAL UNITED STATES- The 49 States located on the continent of North America and the District of Columbia. CONTINUE- When used as a control instruction should be followed by another word or words clarifying what is expected of the pilot. Example: “continue taxi,” “continue descent,” “continue inbound,” etc. CONTROL AREA [ICAO]- A controlled airspace extending upwards from a specified limit above the earth. CONTROL SECTOR- An airspace area of defined horizontal and vertical dimensions for which a controller or group of controllers has air traffic control responsibility, normally within an air route traffic control center or an approach control facility. Sectors are established based on predominant traffic flows, altitude strata, and controller workload. Pilot‐communications during operations within a sector are normally maintained on discrete frequen‐ cies assigned to the sector. (See DISCRETE FREQUENCY.) CONTROL SLASH- A radar beacon slash repre‐ senting the actual position of the associated aircraft. Normally, the control slash is the one closest to the interrogating radar beacon site. When ARTCC radar is operating in narrowband (digitized) mode, the control slash is converted to a target symbol. CONTROLLED AIR SPACE- An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification. a. Controlled airspace is a generic term that covers Class A, Class B, Class C, Class D, and Class E airspace. b. Controlled airspace is also that airspace within which all aircraft operators are subject to certain pilot qualifications, operating rules, and equipment requirem ents in 14 CFR Part 91 (for specific operating requirements, please refer to 14 CFR Part 91). For IFR operations in any class of controlled airspace, a pilot must file an IFR flight plan and receive an appropriate ATC clearance. Each Class B, Class C, and Class D airspace area designated for an airport contains at least one primary airport around which the airspace is designated (for specific designations and descriptions of the airspace classes, please refer to 14 CFR Part 71). c. Controlled airspace in the United States is designated as follows: 1. CLASS A- Generally, that airspace from 18,000 feet MSL up to and including FL 600, including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska. Unless otherwise authorized, all persons must operate their aircraft under IFR. 2. CLASS B- Generally, that airspace from the surface to 10,000 feet MSL surrounding the nation's busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers (some Class B airspaces areas resemble upside‐down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. An ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace. The cloud clearance requirement for VFR operations is “clear of clouds.” 3. CLASS C- Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplane‐ ments. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a 5 nautical mile (NM) radius, a circle with a 10NM radius that extends no lower than 1,200 feet up to 4,000 feet above the airport elevation and an outer area that is not charted. Each person must establish two‐way radio commu‐ nications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace. VFR aircraft are only separated from IFR aircraft within the airspace. (See OUTER AREA.) 4. CLASS D- Generally, that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and when instrument procedures are published, the airspace will normally be designed to contain the procedures. Arrival extensions for instrument approach procedures may be Class D or Class E Pilot/Controller Glossary 2/14/08 PCG C-7 airspace. Unless otherwise authorized, each person must establish two‐way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace. No separation services are provided to VFR aircraft. 5. CLASS E- Generally, if the airspace is not Class A, Class B, Class C, or Class D, and it is controlled airspace, it is Class E airspace. Class E airspace extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace. When designated as a surface area, the airspace will be configured to contain all instrument procedures. Also in this class are Federal airways, airspace beginning at either 700 or 1,200 feet AGL used to transition to/from the terminal or en route environment, en route domestic, and offshore airspace areas designated below 18,000 feet MSL. Unless designated at a lower altitude, Class E airspace begins at 14,500 MSL over the United States, including that airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska, up to, but not including 18,000 feet MSL, and the airspace above FL 600. CONTROLLED AIRSPACE [ICAO]- An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification. Note:Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D, and E. CONTROLLED TIME OF ARRIVAL- Arrival time assigned during a Traffic Management Program. This time may be modified due to adjustments or user options. CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.) CONTROLLER [ICAO]- A person authorized to provide air traffic control services. CONTROLLER PILOT DATA LINK COMMU‐ NICATIONS (CPDLC)- A two-way digital very high frequency (VHF) air/ground communications system that conveys textual air traffic control messages between controllers and pilots. CONVECTIVE SIGMET- A weather advisory concerning convective weather significant to the safety of all aircraft. Convective SIGMETs are issued for tornadoes, lines of thunderstorms, embedded thunderstorms of any intensity level, areas of thunderstorms greater than or equal to VIP level 4 with an area coverage of 4 /10 (40%) or more, and hail 3 /4 inch or greater. (See AIRMET.) (See AWW.) (See CWA.) (See SIGMET.) (Refer to AIM.) CONVECTIVE SIGNIFICANT METEOROLOG‐ ICAL INFORMATION(See CONVECTIVE SIGMET.) COORDINATES- The intersection of lines of reference, usually expressed in degrees/minutes/ seconds of latitude and longitude, used to determine position or location. COORDINATION FIX- The fix in relation to which facilities will handoff, transfer control of an aircraft, or coordinate flight progress data. For terminal facilities, it may also serve as a clearance for arriving aircraft. COPTER(See HELICOPTER.) CORRECTION- An error has been made in the transmission and the correct version follows. COUPLED APPROACH- A coupled approach is an instrument approach performed by the aircraft autopilot which is receiving position information and/or steering commands from onboard navigation equipment. In general, coupled nonprecision ap‐ proaches must be discontinued and flown manually at altitudes lower than 50 feet below the minimum descent altitude, and coupled precision approaches must be flown manually below 50 feet AGL. Note:Coupled and autoland approaches are flown in VFR and IFR. It is common for carriers to require their crews to fly coupled approaches and autoland approaches (if certified) when the weather conditions are less than approximately 4,000 RVR. (See AUTOLAND APPROACH.) COURSEa. The intended direction of flight in the horizontal plane measured in degrees from north. b. The ILS localizer signal pattern usually specified as the front course or the back course. Pilot/Controller Glossary 2/14/08 PCG C-8 c. The intended track along a straight, curved, or segmented MLS path. (See BEARING.) (See INSTRUMENT LANDING SYSTEM.) (See MICROWAVE LANDING SYSTEM.) (See RADIAL.) CPDLC(See CONTROLLER PILOT DATA LINK COMMUNICATIONS.) CPL [ICAO]- (See ICAO term CURRENT FLIGHT PLAN.) CRITICAL ENGINE- The engine which, upon failure, would most adversely affect the performance or handling qualities of an aircraft. CROSS (FIX) AT (ALTITUDE)- Used by ATC when a specific altitude restriction at a specified fix is required. CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used by ATC when an altitude restriction at a specified fix is required. It does not prohibit the aircraft from crossing the fix at a higher altitude than specified; however, the higher altitude may not be one that will violate a succeeding altitude restriction or altitude assignment. (See ALTITUDE RESTRICTION.) (Refer to AIM.) CROSS (FIX) AT OR BELOW (ALTITUDE)- Used by ATC when a maximum crossing altitude at a specific fix is required. It does not prohibit the aircraft from crossing the fix at a lower altitude; however, it must be at or above the minimum IFR altitude. (See ALTITUDE RESTRICTION.) (See MINIMUM IFR ALTITUDES.) (Refer to 14 CFR Part 91.) CROSSWINDa. When used concerning the traffic pattern, the word means “crosswind leg.” (See TRAFFIC PATTERN.) b. When used concerning wind conditions, the word means a wind not parallel to the runway or the path of an aircraft. (See CROSSWIND COMPONENT.) CROSSWIND COMPONENT- The wind compo‐ nent measured in knots at 90 degrees to the longitudinal axis of the runway. CRUISE- Used in an ATC clearance to authorize a pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance. The pilot may level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, he/she may not return to that altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an approach at destination airport and can be used in conjunction with: a. An airport clearance limit at locations with a standard/special instrument approach procedure. The CFRs require that if an instrument letdown to an airport is necessary, the pilot shall make the letdown in accordance with a standard/special instrument approach procedure for that airport, or b. An airport clearance limit at locations that are within/below/outside controlled airspace and with‐ out a standard/special instrument approach procedure. Such a clearance is NOT AUTHORIZA‐ TION for the pilot to descend under IFR conditions below the applicable minimum IFR altitude nor does it imply that ATC is exercising control over aircraft in Class G airspace; however, it provides a means for the aircraft to proceed to destination airport, descend, and land in accordance with applicable CFRs governing VFR flight operations. Also, this provides search and rescue protection until such time as the IFR flight plan is closed. (See INSTRUMENT APPROACH PROCEDURE.) CRUISE CLIMB- A climb technique employed by aircraft, usually at a constant power setting, resulting in an increase of altitude as the aircraft weight decreases. CRUISING ALTITUDE- An altitude or flight level maintained during en route level flight. This is a constant altitude and should not be confused with a cruise clearance. (See ALTITUDE.) (See ICAO term CRUISING LEVEL.) CRUISING LEVEL(See CRUISING ALTITUDE.) CRUISING LEVEL [ICAO]- A level maintained during a significant portion of a flight. Pilot/Controller Glossary 2/14/08 PCG C-9 CT MESSAGE- An EDCT time generated by the ATCSCC to regulate traffic at arrival airports. Normally, a CT message is automatically transferred from the Traffic Management System computer to the NAS en route computer and appears as an EDCT. In the event of a communication failure between the TMS and the NAS, the CT message can be manually entered by the TMC at the en route facility. CTA(See CONTROLLED TIME OF ARRIVAL.) (See ICAO term CONTROL AREA.) CTAF(See COMMON TRAFFIC ADVISORY FREQUENCY.) CTAS(See CENTER TRACON AUTOMATION SYSTEM.) CTRD(See CERTIFIED TOWER RADAR DISPLAY.) CURRENT FLIGHT PLAN [ICAO]- The flight plan, including changes, if any, brought about by subsequent clearances. CURRENT PLAN- The ATC clearance the aircraft has received and is expected to fly. CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE APPROACH.) CWA(See CENTER WEATHER ADVISORY and WEATHER ADVISORY.) Pilot/Controller Glossary 2/14/08 PCG D-1 D D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL INFORMATION SERVICE.) DA [ICAO]- (See ICAO Term DECISION ALTITUDE/DECISION HEIGHT.) DAIR(See DIRECT ALTITUDE AND IDENTITY READOUT.) DANGER AREA [ICAO]- An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. Note:The term “Danger Area” is not used in reference to areas within the United States or any of its possessions or territories. DAS(See DELAY ASSIGNMENT.) DATA BLOCK(See ALPHANUMERIC DISPLAY.) DEAD RECKONING- Dead reckoning, as applied to flying, is the navigation of an airplane solely by means of computations based on airspeed, course, heading, wind direction, and speed, groundspeed, and elapsed time. DECIS ION ALTITUDE/DECIS ION HEIGHT [ICAO]- A specified altitude or height (A/H) in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note 1:Decision altitude [DA] is referenced to mean sea level [MSL] and decision height [DH] is referenced to the threshold elevation. Note 2:The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. DECISION HEIGHT- With respect to the operation of aircraft, means the height at which a decision must be made during an ILS, MLS, or PAR instrument approach to either continue the approach or to execute a missed approach. (See ICAO term DECISION ALTITUDE/DECISION HEIGHT.) DECODER- The device used to decipher signals received from ATCRBS transponders to effect their display as select codes. (See CODES.) (See RADAR.) DEFENSE VIS UAL FLIGHT RULES- Rules applicable to flights within an ADIZ conducted under the visual flight rules in 14 CFR Part 91. (See AIR DEFENSE IDENTIFICATION ZONE.) (Refer to 14 CFR Part 91.) (Refer to 14 CFR Part 99.) DELAY ASSIGNMENT (DAS)- Delays are distrib‐ uted to aircraft based on the traffic management program parameters. The delay assignment is calculated in 15-minute increments and appears as a table in Enhanced Traffic Management System (ETMS). DELAY INDEFINITE (REASON IF KNOWN) EXPECT FURTHER CLEARANCE (TIME)- Used by ATC to inform a pilot when an accurate estimate of the delay time and the reason for the delay cannot immediately be determined; e.g., a disabled aircraft on the runway, terminal or center area saturation, weather below landing minimums, etc. (See EXPECT FURTHER CLEARANCE (TIME).) DELAY TIME- The amount of time that the arrival must lose to cross the meter fix at the assigned meter fix time. This is the difference between ACLT and VTA. DEPARTURE CENTER- The ARTCC having jurisdiction for the airspace that generates a flight to the impacted airport. DEPARTURE CONTROL- A function of an approach control facility providing air traffic control service for departing IFR and, under certain conditions, VFR aircraft. (See APPROACH CONTROL FACILITY.) (Refer to AIM.) DEPARTURE SEQUENCING PROGRAM- A program designed to assist in achieving a specified interval over a common point for departures. Pilot/Controller Glossary 2/14/08 PCG D-2 DEPARTURE TIME- The time an aircraft becomes airborne. DESCENT SPEED ADJUSTMENTS- Speed decel‐ eration calculations made to determine an accurate VTA. These calculations start at the transition point and use arrival speed segments to the vertex. DESIRED COURSEa. True- A predetermined desired course direction to be followed (measured in degrees from true north). b. Magnetic- A predetermined desired course direction to be followed (measured in degrees from local magnetic north). DESIRED TRACK- The planned or intended track between two waypoints. It is measured in degrees from either magnetic or true north. The instantaneous angle may change from point to point along the great circle track between waypoints. DETRESFA (DISTRESS PHASE) [ICAO]- The code word used to designate an emergency phase wherein there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance. DEVIATIONSa. A departure from a current clearance, such as an off course maneuver to avoid weather or turbulence. b. Where specifically authorized in the CFRs and requested by the pilot, ATC may permit pilots to deviate from certain regulations. (Refer to AIM.) DF(See DIRECTION FINDER.) DF APPROACH PROCEDURE- Used under emergency conditions where another instrument approach procedure cannot be executed. DF guidance for an instrument approach is given by ATC facilities with DF capability. (See DF GUIDANCE.) (See DIRECTION FINDER.) (Refer to AIM.) DF FIX- The geographical location of an aircraft obtained by one or more direction finders. (See DIRECTION FINDER.) DF GUIDANCE- Headings provided to aircraft by facilities equipped with direction finding equipment. These headings, if followed, will lead the aircraft to a predetermined point such as the DF station or an airport. DF guidance is given to aircraft in distress or to other aircraft which request the service. Practice DF guidance is provided when workload permits. (See DIRECTION FINDER.) (See DF FIX.) (Refer to AIM.) DF STEER(See DF GUIDANCE.) DH(See DECISION HEIGHT.) DH [ICAO]- (See ICAO Term DECISION ALTITUDE/ DECISION HEIGHT.) DIGITAL‐AUTOMATIC TERMINAL INFORMA‐ TION SERVICE (D‐ATIS)- The service provides text messages to aircraft, airlines, and other users outside the standard reception range of conventional ATIS via landline and data link communications to the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to all aircraft within range of existing transmitters. The Term inal Data Link System (TDLS) D‐ATIS application uses weather inputs from local automated weather sources or manually entered meteorological data together with preprogrammed menus to provide standard information to users. Airports with D‐ATIS capability are listed in the Airport/Facility Directory. DIGITAL TARGET- A computer-generated symbol representing an aircraft's position, based on a primary return or radar beacon reply, shown on a digital display. DIGITAL TERMINAL AUTOMATION SYSTEM (DTAS)- A system where digital radar and beacon data is presented on digital displays and the operational program monitors the system perfor‐ mance on a real-time basis. DIGITIZED TARGET- A computer-generated indication shown on an analog radar display resulting from a primary radar return or a radar beacon reply. DIRECT- Straight line flight between two naviga‐ tional aids, fixes, points, or any combination thereof. When used by pilots in describing off‐airway routes, points defining direct route segments become compulsory reporting points unless the aircraft is under radar contact. DIRECT ALTITUDE AND IDENTITY READ‐ OUT- The DAIR System is a modification to the Pilot/Controller Glossary 2/14/08 PCG D-3 AN/TPX‐42 Interrogator System. The Navy has two adaptations of the DAIR System‐Carrier Air Traffic Control Direct Altitude and Identification Readout System for Aircraft Carriers and Radar Air Traffic Control Facility Direct Altitude and Identity Readout System for land‐based terminal operations. The DAIR detects, tracks, and predicts secondary radar aircraft targets. Targets are displayed by means of computer‐generated symbols and alphanumeric characters depicting flight identification, altitude, ground speed, and flight plan data. The DAIR System is capable of interfacing with ARTCCs. DIRECTION FINDER- A radio receiver equipped with a directional sensing antenna used to take bearings on a radio transmitter. Specialized radio direction finders are used in aircraft as air navigation aids. Others are ground‐based, primarily to obtain a “fix” on a pilot requesting orientation assistance or to locate downed aircraft. A location “fix” is established by the intersection of two or more bearing lines plotted on a navigational chart using either two separately located Direction Finders to obtain a fix on an aircraft or by a pilot plotting the bearing indications of his/her DF on two separately located ground‐based transmitters, both of which can be identified on his/her chart. UDFs receive signals in the ultra high frequency radio broadcast band; VDFs in the very high frequency band; and UVDFs in both bands. ATC provides DF service at those air traffic control towers and flight service stations listed in the Airport/Facility Directory and the DOD FLIP IFR En Route Supplement. (See DF FIX.) (See DF GUIDANCE.) DIRECTLY BEHIND- An aircraft is considered to be operating directly behind when it is following the actual flight path of the lead aircraft over the surface of the earth except when applying wake turbulence separation criteria. DISCRETE BEACON CODE(See DISCRETE CODE.) DISCRETE CODE- As used in the Air Traffic Control Radar Beacon System (ATCRBS), any one of the 4096 selectable Mode 3/A aircraft transponder codes except those ending in zero zero; e.g., discrete codes: 0010, 1201, 2317, 7777; nondiscrete codes: 0100, 1200, 7700. Nondiscrete codes are normally reserved for radar facilities that are not equipped with discrete decoding capability and for other purposes such as emergencies (7700), VFR aircraft (1200), etc. (See RADAR.) (Refer to AIM.) DIS CRETE FREQUENCY- A separate radio frequency for use in direct pilot‐controller commu‐ nications in air traffic control which reduces frequency congestion by controlling the number of aircraft operating on a particular frequency at one time. Discrete frequencies are normally designated for each control sector in en route/terminal ATC facilities. Discrete frequencies are listed in the Airport/Facility Directory and the DOD FLIP IFR En Route Supplement. (See CONTROL SECTOR.) DISPLACED THRESHOLD- A threshold that is located at a point on the runway other than the designated beginning of the runway. (See THRESHOLD.) (Refer to AIM.) DISTANCE MEASURING EQUIPMENT- Equip‐ ment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. (See MICROWAVE LANDING SYSTEM.) (See TACAN.) (See VORTAC.) DISTRESS- A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance. DIVE BRAKES(See SPEED BRAKES.) DIVERSE VECTOR AREA- In a radar environ‐ ment, that area in which a prescribed departure route is not required as the only suitable route to avoid obstacles. The area in which random radar vectors below the MVA/MIA, established in accordance with the TERPS criteria for diverse departures, obstacles and terrain avoidance, may be issued to departing aircraft. DIVERSION (DVRSN)- Flights that are required to land at other than their original destination for reasons beyond the control of the pilot/company, e.g. periods of significant weather. DME(See DISTANCE MEASURING EQUIPMENT.) Pilot/Controller Glossary 2/14/08 PCG D-4 DME FIX- A geographical position determined by reference to a navigational aid which provides distance and azimuth information. It is defined by a specific distance in nautical miles and a radial, azimuth, or course (i.e., localizer) in degrees magnetic from that aid. (See DISTANCE MEASURING EQUIPMENT.) (See FIX.) (See MICROWAVE LANDING SYSTEM.) DME SEPARATION- Spacing of aircraft in terms of distances (nautical miles) determined by reference to distance measuring equipment (DME). (See DISTANCE MEASURING EQUIPMENT.) DOD FLIP- Department of Defense Flight Informa‐ tion Publications used for flight planning, en route, and terminal operations. FLIP is produced by the National Imagery and Mapping Agency (NIMA) for world‐wide use. United States Government Flight Information Publications (en route charts and instrument approach procedure charts) are incorpo‐ rated in DOD FLIP for use in the National Airspace System (NAS). DOMESTIC AIRSPACE- Airspace which overlies the continental land mass of the United States plus Hawaii and U.S. possessions. Domestic airspace extends to 12 miles offshore. DOWNBURST- A strong downdraft which induces an outburst of damaging winds on or near the ground. Damaging winds, either straight or curved, are highly divergent. The sizes of downbursts vary from 1/2 mile or less to more than 10 miles. An intense downburst often causes widespread damage. Damag‐ ing winds, lasting 5 to 30 minutes, could reach speeds as high as 120 knots. DOWNWIND LEG(See TRAFFIC PATTERN.) DP(See INSTRUMENT DEPARTURE PROCEDURE.) DRAG CHUTE- A parachute device installed on certain aircraft which is deployed on landing roll to assist in deceleration of the aircraft. DSP(See DEPARTURE SEQUENCING PROGRAM.) DT(See DELAY TIME.) DTAS(See DIGITAL TERMINAL AUTOMATION SYSTEM.) DUE REGARD- A phase of flight wherein an aircraft commander of a State‐operated aircraft assumes responsibility to separate his/her aircraft from all other aircraft. (See also FAAO JO 7110.65, Para 1-2-1, WORD MEANINGS.) DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY RUNWAY.) DVA(See DIVERSE VECTOR AREA.) DVFR(See DEFENSE VISUAL FLIGHT RULES.) DVFR FLIGHT PLAN- A flight plan filed for a VFR aircraft which intends to operate in airspace within which the ready identification, location, and control of aircraft are required in the interest of national security. DVRSN(See DIVERSION.) DYNAMIC- Continuous review, evaluation, and change to meet demands. DYNAMIC RESTRICTIONS- Those restrictions imposed by the local facility on an “as needed” basis to manage unpredictable fluctuations in traffic demands. Pilot/Controller Glossary 2/14/08 PCG E-1 E EAS(See EN ROUTE AUTOMATION SYSTEM.) EDCT(See EXPECT DEPARTURE CLEARANCE TIME.) EFC(See EXPECT FURTHER CLEARANCE (TIME).) ELT(See EMERGENCY LOCATOR TRANSMITTER.) EMERGENCY- A distress or an urgency condition. EMERGENCY LOCATOR TRANSMITTER- A radio transmitter attached to the aircraft structure which operates from its own power source on 121.5 MHz and 243.0 MHz. It aids in locating downed aircraft by radiating a downward sweeping audio tone, 2‐4 times per second. It is designed to function without human action after an accident. (Refer to 14 CFR Part 91.) (Refer to AIM.) E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE WARNING.) EN ROUTE AIR TRAFFIC CONTROL SER‐ VICES- Air traffic control service provided aircraft on IFR flight plans, generally by centers, when these aircraft are operating between departure and destination terminal areas. When equipment, capa‐ bilities, and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) EN ROUTE AUTOMATION SYSTEM (EAS)- The complex integrated environment consisting of situation display systems, surveillance systems and flight data processing, remote devices, decision support tools, and the related communications equipment that form the heart of the automated IFR air traffic control system. It interfaces with automated terminal systems and is used in the control of en route IFR aircraft. (Refer to AIM.) EN ROUTE CHARTS(See AERONAUTICAL CHART.) EN ROUTE DESCENT- Descent from the en route cruising altitude which takes place along the route of flight. EN ROUTE FLIGHT ADVISORY SERVICE- A service specifically designed to provide, upon pilot request, timely weather information pertinent to his/her type of flight, intended route of flight, and altitude. The FSSs providing this service are listed in the Airport/Facility Directory. (See FLIGHT WATCH.) (Refer to AIM.) EN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.) EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.) EN ROUTE MINIMUM SAFE ALTITUDE WARN‐ ING- A function of the EAS that aids the controller by providing an alert when a tracked aircraft is below or predicted by the computer to go below a predetermined minimum IFR altitude (MIA). EN ROUTE SPACING PROGRAM (ESP)- A program designed to assist the exit sector in achieving the required in‐trail spacing. EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a SID/STAR that connects to one or more en route airway/jet route. b. RNAV STARs/SIDs. The portion of a STAR preceding the common route or point, or for a SID the portion following, that is coded for a specific en route fix, airway or jet route. ESP(See EN ROUTE SPACING PROGRAM.) ESTABLISHED-To be stable or fixed on a route, route segment, altitude, heading, etc. ESTIMATED ELAPSED TIME [IC AO]- The estimated time required to proceed from one significant point to another. (See ICAO Term TOTAL ESTIMATED ELAPSED TIME.) Pilot/Controller Glossary 2/14/08 PCG E-2 ESTIMATED OFF‐BLOCK TIME [ICAO]- The estimated time at which the aircraft will commence movement associated with departure. ESTIMATED POSITION ERROR (EPE)- (See Required Navigation Performance) ESTIMATED TIME OF ARRIVAL- The time the flight is estimated to arrive at the gate (scheduled operators) or the actual runway on times for nonscheduled operators. ESTIMATED TIME EN ROUTE- The estimated flying time from departure point to destination (lift‐off to touchdown). ETA(See ESTIMATED TIME OF ARRIVAL.) ETE(See ESTIMATED TIME EN ROUTE.) EXECUTE MISSED APPROACH- Instructions issued to a pilot making an instrument approach which means continue inbound to the missed approach point and execute the missed approach procedure as described on the Instrument Approach Procedure Chart or as previously assigned by ATC. The pilot may climb immediately to the altitude specified in the missed approach procedure upon making a missed approach. No turns should be initiated prior to reaching the missed approach point. When conducting an ASR or PAR approach, execute the assigned missed approach procedure immediately upon receiving instructions to “execute missed approach.” (Refer to AIM.) EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used under certain conditions to provide a pilot with an altitude to be used in the event of two‐way communications failure. It also provides altitude information to assist the pilot in planning. (Refer to AIM.) EXPECT DEPARTURE CLEARANCE TIME (EDCT)- The runway release time assigned to an aircraft in a traffic management program and shown on the flight progress strip as an EDCT. (See GROUND DELAY PROGRAM.) EXPECT FURTHER CLEARANCE (TIME)- The time a pilot can expect to receive clearance beyond a clearance limit. EXPECT FURTHER CLEARANCE VIA (AIR‐ WAYS, ROUTES OR FIXES)- Used to inform a pilot of the routing he/she can expect if any part of the route beyond a short range clearance limit differs from that filed. EXPEDITE- Used by ATC when prompt com‐ pliance is required to avoid the development of an imminent situation. Expedite climb/descent normal‐ ly indicates to a pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteris‐ tics. Pilot/Controller Glossary 2/14/08 PCG F-1 F FAF(See FINAL APPROACH FIX.) FAST FILE- A system whereby a pilot files a flight plan via telephone that is tape recorded and then transcribed for transmission to the appropriate air traffic facility. Locations having a fast file capability are contained in the Airport/Facility Directory. (Refer to AIM.) FAWP- Final Approach Waypoint FCLT(See FREEZE CALCULATED LANDING TIME.) FEATHERED PROPELLER- A propeller whose blades have been rotated so that the leading and trailing edges are nearly parallel with the aircraft flight path to stop or minimize drag and engine rotation. Normally used to indicate shutdown of a reciprocating or turboprop engine due to malfunc‐ tion. FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.) FEEDER FIX- The fix depicted on Instrument Approach Procedure Charts which establishes the starting point of the feeder route. FEEDER ROUTE- A route depicted on instrument approach procedure charts to designate routes for aircraft to proceed from the en route structure to the initial approach fix (IAF). (See INSTRUMENT APPROACH PROCEDURE.) FERRY FLIGHT- A flight for the purpose of: a. Returning an aircraft to base. b. Delivering an aircraft from one location to another. c. Moving an aircraft to and from a maintenance base.- Ferry flights, under certain conditions, may be conducted under terms of a special flight permit. FIELD ELEVATION(See AIRPORT ELEVATION.) FILED- Normally used in conjunction with flight plans, meaning a flight plan has been submitted to ATC. FILED EN ROUTE DELAY- Any of the following preplanned delays at points/areas along the route of flight which require special flight plan filing and handling techniques. a. Terminal Area Delay. A delay within a terminal area for touch‐and‐go, low approach, or other terminal area activity. b. Special Use Airspace Delay. A delay within a Military Operations Area, Restricted Area, Warning Area, or ATC Assigned Airspace. c. Aerial Refueling Delay. A delay within an Aerial Refueling Track or Anchor. FILED FLIGHT PLAN- The flight plan as filed with an ATS unit by the pilot or his/her designated representative without any subsequent changes or clearances. FINAL- Commonly used to mean that an aircraft is on the final approach course or is aligned with a landing area. (See FINAL APPROACH COURSE.) (See FINAL APPROACH‐IFR.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH [ICAO]- That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified. a. At the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or b. At the point of interception of the last track specified in the approach procedure; and ends at a point in the vicinity of an aerodrome from which: 1. A landing can be made; or 2. A missed approach procedure is initiated. FINAL APPROACH COURSE- A bearing/radial/ track of an instrument approach leading to a runway or an extended runway centerline all without regard to distance. FINAL APPROACH FIX- The fix from which the final approach (IFR) to an airport is executed and which identifies the beginning of the final approach segment. It is designated on Government charts by the Maltese Cross symbol for nonprecision Pilot/Controller Glossary 2/14/08 PCG F-2 approaches and the lightning bolt symbol for precision approaches; or when ATC directs a lower‐than‐published glideslope/path intercept alti‐ tude, it is the resultant actual point of the glideslope/path intercept. (See FINAL APPROACH POINT.) (See GLIDESLOPE INTERCEPT ALTITUDE.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH‐IFR- The flight path of an aircraft which is inbound to an airport on a final instrument approach course, beginning at the final approach fix or point and extending to the airport or the point where a circle‐to‐land maneuver or a missed approach is executed. (See FINAL APPROACH COURSE.) (See FINAL APPROACH FIX.) (See FINAL APPROACH POINT.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (See ICAO term FINAL APPROACH.) FINAL APPROACH POINT- The point, applicable only to a nonprecision approach with no depicted FAF (such as an on airport VOR), where the aircraft is established inbound on the final approach course from the procedure turn and where the final approach descent may be commenced. The FAP serves as the FAF and identifies the beginning of the final approach segment. (See FINAL APPROACH FIX.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH SEGMENT [ICAO]- That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. FINAL CONTROLLER- The controller providing information and final approach guidance during PAR and ASR approaches utilizing radar equipment. (See RADAR APPROACH.) FINAL GUARD SERVICE- A value added service provided in conjunction with LAA/RAA only during periods of significant and fast changing weather conditions that may affect landing and takeoff operations. FINAL MONITOR AID- A high resolution color display that is equipped with the controller alert system hardware/software which is used in the precision runway monitor (PRM) system. The display includes alert algorithms providing the target predictors, a color change alert when a target penetrates or is predicted to penetrate the no transgression zone (NTZ), a color change alert if the aircraft transponder becomes inoperative, synthe‐ sized voice alerts, digital mapping, and like features contained in the PRM system. (See RADAR APPROACH.) FINAL MONITOR CONTROLLER- Air Traffic Control Specialist assigned to radar monitor the flight path of aircraft during simultaneous parallel and simultaneous close parallel ILS approach operations. Each runway is assigned a final monitor controller during simultaneous parallel and simulta‐ neous close parallel ILS approaches. Final monitor controllers shall utilize the Precision Runway Monitor (PRM) system during simultaneous close parallel ILS approaches. FIR(See FLIGHT INFORMATION REGION.) FIRST TIER CENTER- The ARTCC immediately adjacent to the impacted center. FIX- A geographical position determined by visual reference to the surface, by reference to one or more radio NAVAIDs, by celestial plotting, or by another navigational device. FIX BALANCING- A process whereby aircraft are evenly distributed over several available arrival fixes reducing delays and controller workload. FLAG- A warning device incorporated in certain airborne navigation and flight instruments indicating that: a. Instruments are inoperative or otherwise not operating satisfactorily, or b. Signal strength or quality of the received signal falls below acceptable values. FLAG ALARM(See FLAG.) FLAMEOUT- An emergency condition caused by a loss of engine power. FLAMEOUT PATTERN- An approach normally conducted by a single‐engine military aircraft experiencing loss or anticipating loss of engine Pilot/Controller Glossary 2/14/08 PCG F-3 power or control. The standard overhead approach starts at a relatively high altitude over a runway (“high key”) followed by a continuous 180 degree turn to a high, wide position (“low key”) followed by a continuous 180 degree turn final. The standard straight‐in pattern starts at a point that results in a straight‐in approach with a high rate of descent to the runway. Flameout approaches terminate in the type approach requested by the pilot (normally fullstop). FLIGHT CHECK- A call‐sign prefix used by FAA aircraft engaged in flight inspection/certification of navigational aids and flight procedures. The word “recorded” may be added as a suffix; e.g., “Flight Check 320 recorded” to indicate that an automated flight inspection is in progress in terminal areas. (See FLIGHT INSPECTION.) (Refer to AIM.) FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.) FLIGHT INFORMATION REGION- An airspace of defined dimensions within which Flight Information Service and Alerting Service are provided. a. Flight Information Service. A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. b. Alerting Service. A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid and to assist such organizations as required. FLIGHT INFORMATION SERVICE- A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. FLIGHT INSPECTION- Inflight investigation and evaluation of a navigational aid to determine whether it meets established tolerances. (See FLIGHT CHECK.) (See NAVIGATIONAL AID.) FLIGHT LEVEL- A level of constant atmospheric pressure related to a reference datum of 29.92 inches of mercury. Each is stated in three digits that represent hundreds of feet. For example, flight level (FL) 250 represents a barometric altimeter indication of 25,000 feet; FL 255, an indication of 25,500 feet. (See ICAO term FLIGHT LEVEL.) FLIGHT LEVEL [ICAO]- A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hPa (1013.2 mb), and is separated from other such surfaces by specific pressure intervals. Note 1:A pressure type altimeter calibrated in accordance with the standard atmosphere: a. When set to a QNH altimeter setting, will indicate altitude; b. When set to a QFE altimeter setting, will indicate height above the QFE reference datum; and c. When set to a pressure of 1013.2 hPa (1013.2 mb), may be used to indicate flight levels. Note 2:The terms `height' and `altitude,' used in Note 1 above, indicate altimetric rather than geometric heights and altitudes. FLIGHT LINE- A term used to describe the precise movement of a civil photogrammetric aircraft along a predetermined course(s) at a predetermined altitude during the actual photographic run. FLIGHT MANAGEMENT SYSTEMS- A comput‐ er system that uses a large data base to allow routes to be preprogrammed and fed into the system by means of a data loader. The system is constantly updated with respect to position accuracy by reference to conventional navigation aids. The sophisticated program and its associated data base insures that the most appropriate aids are automati‐ cally selected during the information update cycle. FLIGHT MANAGEMENT SYSTEM PROCE‐ DURE- An arrival, departure, or approach procedure developed for use by aircraft with a slant (/) E or slant (/) F equipment suffix. FLIGHT PATH- A line, course, or track along which an aircraft is flying or intended to be flown. (See COURSE.) (See TRACK.) FLIGHT PLAN- Specified information relating to the intended flight of an aircraft that is filed orally or in writing with an FSS or an ATC facility. (See FAST FILE.) (See FILED.) (Refer to AIM.) FLIGHT PLAN AREA- The geographical area assigned by regional air traffic divisions to a flight service station for the purpose of search and rescue for VFR aircraft, issuance of NOTAMs, pilot briefing, in‐flight services, broadcast, emergency services, flight data processing, international opera‐ tions, and aviation weather services. Three letter Pilot/Controller Glossary 2/14/08 PCG F-4 identifiers are assigned to every flight service station and are annotated in AFDs and FAAO JO 7350.8, LOCATION IDENTIFIERS, as tie‐in facilities. (See FAST FILE.) (See FILED.) (Refer to AIM.) FLIGHT RECORDER- A general term applied to any instrument or device that records information about the performance of an aircraft in flight or about conditions encountered in flight. Flight recorders may make records of airspeed, outside air temperature, vertical acceleration, engine RPM, manifold pressure, and other pertinent variables for a given flight. (See ICAO term FLIGHT RECORDER.) FLIGHT RECORDER [ICAO]- Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation. Note:See Annex 6 Part I, for specifications relating to flight recorders. FLIGHT SERVICE STATION- Air traffic facilities which provide pilot briefing, en route communica‐ tions and VFR search and rescue services, assist lost aircraft and aircraft in emergency situations, relay ATC clearances, originate Notices to Airmen, broadcast aviation weather and NAS information, and receive and process IFR flight plans. In addition, at selected locations, FSSs provide En Route Flight Advisory Service (Flight Watch), issue airport advisories, and advise Customs and Immigration of transborder flights. Selected Flight Service Stations in Alaska also provide TWEB recordings and take weather observations. (Refer to AIM.) FLIGHT STANDARDS DISTRICT OFFICE- An FAA field office serving an assigned geographical area and staffed with Flight Standards personnel who serve the aviation industry and the general public on matters relating to the certification and operation of air carrier and general aviation aircraft. Activities include general surveillance of operational safety, certification of airmen and aircraft, accident prevention, investigation, enforcement, etc. FLIGHT TEST- A flight for the purpose of: a. Investigating the operation/flight characteris‐ tics of an aircraft or aircraft component. b. Evaluating an applicant for a pilot certificate or rating. FLIGHT VISIBILITY(See VISIBILITY.) FLIGHT WATCH- A shortened term for use in air‐ground contacts to identify the flight service station providing En Route Flight Advisory Service; e.g., “Oakland Flight Watch.” (See EN ROUTE FLIGHT ADVISORY SERVICE.) FLIP(See DOD FLIP.) FLY HEADING (DEGREES)- Informs the pilot of the heading he/she should fly. The pilot may have to turn to, or continue on, a specific compass direction in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading unless otherwise instructed by ATC. FLY‐BY WAYPOINT- A fly‐by waypoint requires the use of turn anticipation to avoid overshoot of the next flight segment. FLY‐OVER WAYPOINT- A fly‐over waypoint precludes any turn until the waypoint is overflown and is followed by an intercept maneuver of the next flight segment. FMA(See FINAL MONITOR AID.) FMS(See FLIGHT MANAGEMENT SYSTEM.) FMSP(See FLIGHT MANAGEMENT SYSTEM PROCEDURE.) FORMATION FLIGHT- More than one aircraft which, by prior arrangement between the pilots, operate as a single aircraft with regard to navigation and position reporting. Separation between aircraft within the formation is the responsibility of the flight leader and the pilots of the other aircraft in the flight. This includes transition periods when aircraft within the formation are maneuvering to attain separation from each other to effect individual control and during join‐up and breakaway. a. A standard form ation is one in which a proximity of no more than 1 mile laterally or longitudinally and within 100 feet vertically from the flight leader is maintained by each wingman. b. Nonstandard formations are those operating under any of the following conditions: Pilot/Controller Glossary 2/14/08 PCG F-5 1. When the flight leader has requested and ATC has approved other than standard form ation dimensions. 2. When operating within an authorized altitude reservation (ALTRV) or under the provisions of a letter of agreement. 3. When the operations are conducted in airspace specifically designed for a special activity. (See ALTITUDE RESERVATION.) (Refer to 14 CFR Part 91.) FRC(See REQUEST FULL ROUTE CLEARANCE.) FREEZE/FROZEN- Terms used in referring to arrivals which have been assigned ACLTs and to the lists in which they are displayed. FREEZE CALCULATED LANDING TIME- A dynamic parameter number of minutes prior to the meter fix calculated time of arrival for each aircraft when the TCLT is frozen and becomes an ACLT (i.e., the VTA is updated and consequently the TCLT is modified as appropriate until FCLT minutes prior to meter fix calculated time of arrival, at which time updating is suspended and an ACLT and a frozen meter fix crossing time (MFT) is assigned). FREEZE HORIZON- The time or point at which an aircraft's STA becomes fixed and no longer fluctuates with each radar update. This setting insures a constant time for each aircraft, necessary for the metering controller to plan his/her delay technique. This setting can be either in distance from the meter fix or a prescribed flying time to the meter fix. FREEZE SPEED PARAMETER- A speed adapted for each aircraft to determine fast and slow aircraft. Fast aircraft freeze on parameter FCLT and slow aircraft freeze on parameter MLDI. FRICTION MEASUREMENT- A measurement of the friction characteristics of the runway pavement surface using continuous self‐watering friction measurement equipment in accordance with the specifications, procedures and schedules contained in AC 150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces. FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.) FSPD(See FREEZE SPEED PARAMETER.) FSS(See FLIGHT SERVICE STATION.) FUEL DUMPING- Airborne release of usable fuel. This does not include the dropping of fuel tanks. (See JETTISONING OF EXTERNAL STORES.) FUEL REMAINING- A phrase used by either pilots or controllers when relating to the fuel remaining on board until actual fuel exhaustion. When transmitting such information in response to either a controller question or pilot initiated cautionary advisory to air traffic control, pilots will state the APPROXIMATE NUMBER OF MINUTES the flight can continue with the fuel remaining. All reserve fuel SHOULD BE INCLUDED in the time stated, as should an allowance for established fuel gauge system error. FUEL SIPHONING- Unintentional release of fuel caused by overflow, puncture, loose cap, etc. FUEL VENTING(See FUEL SIPHONING.) Pilot/Controller Glossary 2/14/08 PCG G-1 G

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发表于 2008-12-28 14:13:18 |只看该作者

GATE HOLD PROCEDURES- Procedures at selected airports to hold aircraft at the gate or other ground location whenever departure delays exceed or are anticipated to exceed 15 minutes. The sequence for departure will be maintained in accordance with initial call‐up unless modified by flow control restrictions. Pilots should monitor the ground control/clearance delivery frequency for engine start/taxi advisories or new proposed start/taxi time if the delay changes.

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发表于 2008-12-28 14:14:19 |只看该作者

GBT(See GROUND-BASED TRANSCEIVER.) GCA(See GROUND CONTROLLED APPROACH.) GDP(See GROUND DELAY PROGRAM.) GENERAL AVIATION- That portion of civil aviation which encompasses all facets of aviation except air carriers holding a certificate of public convenience and necessity from the Civil Aeronau‐ tics Board and large aircraft commercial operators. (See ICAO term GENERAL AVIATION.) GENERAL AVIATION [ICAO]- All civil aviation operations other than scheduled air services and nonscheduled air transport operations for remunera‐ tion or hire. GEO MAP- The digitized map markings associated with the ASR‐9 Radar System. GLIDEPATH(See GLIDESLOPE.) GLIDEPATH [ICAO]- A descent profile determined for vertical guidance during a final approach. GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.) GLIDESLOPE- Provides vertical guidance for aircraft during approach and landing. The glideslope/ glidepath is based on the following: a. Electronic components emitting signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as ILS/MLS, or b. Visual ground aids, such as VASI, which provide vertical guidance for a VFR approach or for the visual portion of an instrument approach and landing. c.

AR. Used by ATC to inform an aircraft making a PAR approach of its vertical position (elevation) relative to the descent profile. (See ICAO term GLIDEPATH.) GLIDESLOPE INTERCEPT ALTITUDE- The minimum altitude to intercept the glideslope/path on a precision approach. The intersection of the published intercept altitude with the glideslope/path, designated on Government charts by the lightning bolt symbol, is the precision FAF; however, when the approach chart shows an alternative lower glideslope intercept altitude, and ATC directs a lower altitude, the resultant lower intercept position is then the FAF. (See FINAL APPROACH FIX.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) GLOBAL POSITIONING SYSTEM (GPS)- A space‐base radio positioning, navigation, and time‐transfer system. The system provides highly accurate position and velocity information, and precise time, on a continuous global basis, to an unlimited number of properly equipped users. The system is unaffected by weather, and provides a worldwide common grid reference system. The GPS concept is predicated upon accurate and continuous knowledge of the spatial position of each satellite in the system with respect to time and distance from a transmitting satellite to the user. The GPS receiver automatically selects appropriate signals from the satellites in view and translates these into three‐ dimensional position, velocity, and time. System accuracy for civil users is normally 100 meters horizontally. GO AHEAD- Proceed with your message. Not to be used for any other purpose. GO AROUND- Instructions for a pilot to abandon his/her approach to landing. Additional instructions may follow. Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg. A pilot on an IFR flight plan Pilot/Controller Glossary 2/14/08 PCG G-2 making an instrument approach should execute the published missed approach procedure or proceed as instructed by ATC; e.g., “Go around” (additional instructions if required). (See LOW APPROACH.) (See MISSED APPROACH.) GPD(See GRAPHIC PLAN DISPLAY.) GPS(See GLOBAL POSITIONING SYSTEM.) GRAPHIC PLAN DIS PLAY (GPD)- A view available with URET that provides a graphic display of aircraft, traffic, and notification of predicted conflicts. Graphic routes for Current Plans and Trial Plans are displayed upon controller request. (See USER REQUEST EVALUATION TOOL.) GROUND-BASED TRANSCEIVER (GBT)- The ground-based transmitter/receiver (transceiver) re‐ ceives automatic dependent surveillance-broadcast messages, which are forwarded to an air traffic control facility for processing and display with other radar targets on the plan position indicator (radar display). (See AUTOMATIC DEPENDENT SURVEILLANCE‐BROADCAST.) GROUND CLUTTER- A pattern produced on the radar scope by ground returns which may degrade other radar returns in the affected area. The effect of ground clutter is minimized by the use of moving target indicator (MTI) circuits in the radar equipment resulting in a radar presentation which displays only targets which are in motion. (See CLUTTER.) GROUND COMMUNICATION OUTLET (GCO)- An unstaffed, remotely controlled, ground/ground communications facility. Pilots at uncontrolled airports may contact ATC and FSS via VHF to a telephone connection to obtain an instrument clearance or close a VFR or IFR flight plan. They may also get an updated weather briefing prior to takeoff. Pilots will use four “key clicks” on the VHF radio to contact the appropriate ATC facility or six “key clicks” to contact the FSS. The GCO system is intended to be used only on the ground. GROUND CONTROLLED APPROACH- A radar approach system operated from the ground by air traffic control personnel transmitting instructions to the pilot by radio. The approach may be conducted with surveillance radar (ASR) only or with both surveillance and precision approach radar (PAR). Usage of the term “GCA” by pilots is discouraged except when referring to a GCA facility. Pilots should specifically request a “PAR” approach when a precision radar approach is desired or request an “ASR” or “surveillance” approach when a nonpreci‐ sion radar approach is desired. (See RADAR APPROACH.) GROUND DELAY PROGRAM (GDP)- A traffic management process administered by the ATCSCC; when aircraft are held on the ground. The purpose of the program is to support the TM mission and limit airborne holding. It is a flexible program and may be implemented in various forms depending upon the needs of the AT system. Ground delay programs provide for equitable assignment of delays to all system users. GROUND SPEED- The speed of an aircraft relative to the surface of the earth. GROUND STOP (GS)- The GS is a process that requires aircraft that meet a specific criteria to remain on the ground. The criteria may be airport specific, airspace specific, or equipment specific; for example, all departures to San Francisco, or all departures entering Yorktown sector, or all Category I and II aircraft going to Charlotte. GSs normally occur with little or no warning. GROUND VISIBILITY(See VISIBILITY.) GS(See GROUND STOP.) Pilot/Controller Glossary 2/14/08 PCG H-1 H HAA(See HEIGHT ABOVE AIRPORT.) HAL(See HEIGHT ABOVE LANDING.) HANDOFF- An action taken to transfer the radar identification of an aircraft from one controller to another if the aircraft will enter the receiving controller's airspace and radio communications with the aircraft will be transferred. HAR(See HIGH ALTITUDE REDESIGN.) HAT(See HEIGHT ABOVE TOUCHDOWN.) HAVE NUMBERS- Used by pilots to inform ATC that they have received runway, wind, and altimeter information only. HAZARDOUS INFLIGHT WEATHER ADVISO‐ RY SERVICE- Continuous recorded hazardous inflight weather forecasts broadcasted to airborne pilots over selected VOR outlets defined as an HIWAS BROADCAST AREA. HAZARDOUS WEATHER INFORMATION- Summary of significant meteorological information (SIGMET/WS), convective significant meteorologi‐ cal information (convective SIGMET/WST), urgent pilot weather reports (urgent PIREP/UUA), center weather advisories (CWA), airmen's meteorological information (AIRMET/WA) and any other weather such as isolated thunderstorms that are rapidly developing and increasing in intensity, or low ceilings and visibilities that are becoming wide‐ spread which is considered significant and are not included in a current hazardous weather advisory. HEAVY (AIRCRAFT)- (See AIRCRAFT CLASSES.) HEIGHT ABOVE AIRPORT- The height of the Minimum Descent Altitude above the published airport elevation. This is published in conjunction with circling minimums. (See MINIMUM DESCENT ALTITUDE.) HEIGHT ABOVE LANDING- The height above a designated helicopter landing area used for helicopter instrument approach procedures. (Refer to 14 CFR Part 97.) HEIGHT ABOVE TOUCHDOWN- The height of the Decision Height or Minimum Descent Altitude above the highest runway elevation in the touchdown zone (first 3,000 feet of the runway). HAT is published on instrument approach charts in conjunc‐ tion with all straight‐in minimums. (See DECISION HEIGHT.) (See MINIMUM DESCENT ALTITUDE.) HELICOPTER- Rotorcraft that, for its horizontal motion, depends principally on its engine‐driven rotors. (See ICAO term HELICOPTER.)

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发表于 2008-12-28 14:14:39 |只看该作者

HELICOPTER [ICAO]- A heavier‐than‐air aircraft supported in flight chiefly by the reactions of the air on one or more power‐driven rotors on substantially vertical axes. HELIPAD- A small, designated area, usually with a prepared surface, on a heliport, airport, landing/take‐ off area, apron/ramp, or movement area used for takeoff, landing, or parking of helicopters. HELIPORT- An area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters and includes its buildings and facilities if any. HELIPORT REFERENCE POINT (HRP)- The geographic center of a heliport. HERTZ- The standard radio equivalent of frequency in cycles per second of an electromagnetic wave. Kilohertz (kHz) is a frequency of one thousand cycles per second. Megahertz (MHz) is a frequency of one million cycles per second. HF(See HIGH FREQUENCY.) HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.) HIGH ALTITUDE REDESIGN (HAR)- A level of non-restrictive routing (NRR) service for aircraft that have all waypoints associated with the HAR program in their flight management systems or RNAV equipage. Pilot/Controller Glossary 2/14/08 PCG H-2 HIGH FREQUENCY- The frequency band between 3 and 30 MHz. (See HIGH FREQUENCY COMMUNICATIONS.) HIGH FREQUENCY COMMUNICATIONS- High radio frequencies (HF) between 3 and 30 MHz used for air‐to‐ground voice communication in overseas operations. HIGH SPEED EXIT(See HIGH SPEED TAXIWAY.) HIGH SPEED TAXIWAY- A long radius taxiway designed and provided with lighting or marking to define the path of aircraft, traveling at high speed (up to 60 knots), from the runway center to a point on the center of a taxiway. Also referred to as long radius exit or turn‐off taxiway. The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time. HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.) HIWAS(See HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE.) HIWAS AREA(See HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE.) HIWAS BROADCAST AREA- A geographical area of responsibility including one or more HIWAS outlet areas assigned to an AFSS/FSS for hazardous weather advisory broadcasting. HIWAS OUTLET AREA- An area defined as a 150 NM radius of a HIWAS outlet, expanded as necessary to provide coverage. HOLD FOR RELEASE- Used by ATC to delay an aircraft for traffic management reasons; i.e., weather, traffic volume, etc. Hold for release instructions (including departure delay information) are used to inform a pilot or a controller (either directly or through an authorized relay) that an IFR departure clearance is not valid until a release time or additional instructions have been received. (See ICAO term HOLDING POINT.) HOLD IN LIEU OF PROCEDURE TURN- A hold in lieu of procedure turn shall be established over a final or intermediate fix when an approach can be made from a properly aligned holding pattern. The hold in lieu of procedure turn permits the pilot to align with the final or intermediate segment of the approach and/or descend in the holding pattern to an altitude that will permit a normal descent to the final approach fix altitude. The hold in lieu of procedure turn is a required maneuver (the same as a procedure turn) unless the aircraft is being radar vectored to the final approach course, when “NoPT” is shown on the approach chart, or when the pilot requests or the controller advises the pilot to make a “straight-in” approach. HOLD PROCEDURE- A predetermined maneuver which keeps aircraft within a specified airspace while awaiting further clearance from air traffic control. Also used during ground operations to keep aircraft within a specified area or at a specified point while awaiting further clearance from air traffic control. (See HOLDING FIX.) (Refer to AIM.) HOLDING FIX- A specified fix identifiable to a pilot by NAVAIDs or visual reference to the ground used as a reference point in establishing and maintaining the position of an aircraft while holding. (See FIX.) (See VISUAL HOLDING.) (Refer to AIM.) HOLDING POINT [ICAO]- A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in flight is maintained in accordance with air traffic control clearances. HOLDING PROCEDURE(See HOLD PROCEDURE.) HOLD‐SHORT POINT- A point on the runway beyond which a landing aircraft with a LAHSO clearance is not authorized to proceed. This point may be located prior to an intersecting runway, taxiway, predetermined point, or approach/departure flight path. HOLD‐SHORT POSITION LIGHTS- Flashing in‐pavement white lights located at specified hold‐short points. HOLD‐SHORT POSITION MARKING- The painted runway marking located at the hold‐short point on all LAHSO runways. HOLD‐SHORT POSITION SIGNS- Red and white holding position signs located alongside the hold‐short point. Pilot/Controller Glossary 2/14/08 PCG H-3 HOMING- Flight toward a NAVAID, without correcting for wind, by adjusting the aircraft heading to maintain a relative bearing of zero degrees. (See BEARING.) (See ICAO term HOMING.) HOMING [ICAO]- The procedure of using the direction‐finding equipment of one radio station with the emission of another radio station, where at least one of the stations is mobile, and whereby the mobile station proceeds continuously towards the other station. HOVER CHECK- Used to describe when a helicopter/VTOL aircraft requires a stabilized hover to conduct a performance/power check prior to hover taxi, air taxi, or takeoff. Altitude of the hover will vary based on the purpose of the check. HOVER TAXI- Used to describe a helicopter/VTOL aircraft movement conducted above the surface and in ground effect at airspeeds less than approximately 20 knots. The actual height may vary, and some helicopters may require hover taxi above 25 feet AGL to reduce ground effect turbulence or provide clearance for cargo slingloads. (See AIR TAXI.) (See HOVER CHECK.) (Refer to AIM.) HOW DO YOU HEAR ME?- A question relating to the quality of the transmission or to determine how well the transmission is being received. HZ(See HERTZ.) Pilot/Controller Glossary 2/14/08 PCG I-1 I I SAY AGAIN- The message will be repeated. IAF(See INITIAL APPROACH FIX.) IAP(See INSTRUMENT APPROACH PROCEDURE.) IAWP- Initial Approach Waypoint ICAO(See ICAO Term INTERNATIONAL CIVIL AVIATION ORGANIZATION.) ICING- The accumulation of airframe ice. Types of icing are: a. Rime Ice- Rough, milky, opaque ice formed by the instantaneous freezing of small supercooled water droplets. b. Clear Ice- A glossy, clear, or translucent ice formed by the relatively slow freezing or large supercooled water droplets. c. Mixed- A mixture of clear ice and rime ice. Intensity of icing: a. Trace- Ice becomes perceptible. Rate of accumulation is slightly greater than the rate of sublimation. Deicing/anti‐icing equipment is not utilized unless encountered for an extended period of time (over 1 hour). b. Light- The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of deicing/anti‐icing equipment removes/prevents accumulation. It does not present a problem if the deicing/anti‐icing equipment is used. c. Moderate- The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti‐icing equipment or flight diversion is necessary. d. Severe- The rate of accumulation is such that deicing/anti‐icing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary. IDENT- A request for a pilot to activate the aircraft transponder identification feature. This will help the controller to confirm an aircraft identity or to identify an aircraft. (Refer to AIM.) IDENT FEATURE- The special feature in the Air Traffic Control Radar Beacon System (ATCRBS) equipment. It is used to immediately distinguish one displayed beacon target from other beacon targets. (See IDENT.) IF(See INTERMEDIATE FIX.) IFIM(See INTERNATIONAL FLIGHT INFORMATION MANUAL.) IF NO TRANSMISSION RECEIVED FOR (TIME)- Used by ATC in radar approaches to prefix procedures which should be followed by the pilot in event of lost communications. (See LOST COMMUNICATIONS.) IFR(See INSTRUMENT FLIGHT RULES.) IFR AIRCRAFT- An aircraft conducting flight in accordance with instrument flight rules. IFR CONDITIONS- Weather conditions below the minimum for flight under visual flight rules. (See INSTRUMENT METEOROLOGICAL CONDITIONS.) IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (Refer to AIM.) IFR FLIGHT(See IFR AIRCRAFT.) IFR LANDING MINIMUMS(See LANDING MINIMUMS.) IFR MILITARY TRAINING ROUTES (IR)- Routes used by the Department of Defense and associated Reserve and Air Guard units for the purpose of conducting low‐altitude navigation and tactical training in both IFR and VFR weather conditions below 10,000 feet MSL at airspeeds in excess of 250 knots IAS. IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES- Title 14 Code of Federal Pilot/Controller Glossary 2/14/08 PCG I-2

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Regulations Part 91, prescribes standard takeoff rules for certain civil users. At some airports, obstructions or other factors require the establishm ent of nonstandard takeoff minimums, departure proce‐ dures, or both to assist pilots in avoiding obstacles during climb to the minimum en route altitude. Those airports are listed in FAA/DOD Instrument Approach Procedures (IAPs) Charts under a section entitled “IFR Takeoff Minimums and Departure Procedures.” The FAA/DOD IAP chart legend illustrates the symbol used to alert the pilot to nonstandard takeoff minimums and departure procedures. When depart‐ ing IFR from such airports or from any airports where there are no departure procedures, DPs, or ATC facilities available, pilots should advise ATC of any departure limitations. Controllers may query a pilot to determine acceptable departure directions, turns, or headings after takeoff. Pilots should be familiar with the departure procedures and must assure that their aircraft can meet or exceed any specified climb gradients. IF/IAWP- Intermediate Fix/Initial Approach Way‐ point. The waypoint where the final approach course of a T approach meets the crossbar of the T. When designated (in conjunction with a TAA) this waypoint will be used as an IAWP when approaching the airport from certain directions, and as an IFWP when beginning the approach from another IAWP. IFWP- Intermediate Fix Waypoint ILS(See INSTRUMENT LANDING SYSTEM.) ILS CATEGORIES- 1. ILS Category I. An ILS approach procedure which provides for approach to a height above touchdown of not less than 200 feet and with runway visual range of not less than 1,800 feet.- 2. ILS Category II. An ILS approach procedure which provides for approach to a height above touchdown of not less than 100 feet and with runway visual range of not less than 1,200 feet.- 3. ILS Category III: a. IIIA.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 700 feet. b. IIIB.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 150 feet. c. IIIC.-An ILS approach procedure which provides for approach without a decision height minimum and without runway visual range minimum. ILS PRM APPROACH- An instrument landing system (ILS) approach conducted to parallel runways whose extended centerlines are separated by less than 4,300 feet and the parallel runways have a Precision Runway Monitoring (PRM) system that permits simultaneous independent ILS approaches. IM(See INNER MARKER.) IMC(See INSTRUMENT METEOROLOGICAL CONDITIONS.) IMMEDIATELY- Used by ATC or pilots when such action compliance is required to avoid an imminent situation. INCERFA (Uncertainty Phase) [ICAO]- A situation wherein uncertainty exists as to the safety of an aircraft and its occupants. INCREASE SPEED TO (SPEED)- (See SPEED ADJUSTMENT.) INERTIAL NAVIGATION SYSTEM- An RNAV system which is a form of self‐contained navigation. (See Area Navigation/RNAV.) INFLIGHT REFUELING(See AERIAL REFUELING.) INFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.) INFORMATION REQUEST- A request originated by an FSS for information concerning an overdue VFR aircraft. INITIAL APPROACH FIX- The fixes depicted on instrument approach procedure charts that identify the beginning of the initial approach segment(s). (See FIX.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) INITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) INITIAL APPROACH SEGMENT [ICAO]- That segment of an instrument approach procedure between the initial approach fix and the intermediate approach fix or, where applicable, the final approach fix or point. Pilot/Controller Glossary 2/14/08 PCG I-3 INLAND NAVIGATION FACILITY- A navigation aid on a North American Route at which the common route and/or the noncommon route begins or ends. INNER MARKER- A marker beacon used with an ILS (CAT II) precision approach located between the middle marker and the end of the ILS runway, transmitting a radiation pattern keyed at six dots per second and indicating to the pilot, both aurally and visually, that he/she is at the designated decision height (DH), normally 100 feet above the touchdown zone elevation, on the ILS CAT II approach. It also marks progress during a CAT III approach. (See INSTRUMENT LANDING SYSTEM.) (Refer to AIM.) INNER MARKER BEACON(See INNER MARKER.) INREQ(See INFORMATION REQUEST.) INS(See INERTIAL NAVIGATION SYSTEM.) INSTRUMENT APPROACH(See INSTRUMENT APPROACH PROCEDURE.) INSTRUMENT APPROACH PROCEDURE- A series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing or to a point from which a landing may be made visually. It is prescribed and approved for a specific airport by competent authority. (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (Refer to 14 CFR Part 91.) (Refer to AIM.) a. U.S. civil standard instrument approach procedures are approved by the FAA as prescribed under 14 CFR Part 97 and are available for public use. b. U.S. military standard instrument approach procedures are approved and published by the Department of Defense. c. Special instrument approach procedures are approved by the FAA for individual operators but are not published in 14 CFR Part 97 for public use. (See ICAO term INSTRUMENT APPROACH PROCEDURE.) INSTRUMENT APPROACH PROCEDURE [ICAO]- A series of predetermined maneuvers by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en route obstacle clearance criteria apply. INSTRUMENT APPROACH PROCEDURES CHARTS(See AERONAUTICAL CHART.) INSTRUMENT DEPARTURE PROCEDURE (DP)- A preplanned instrument flight rule (IFR) departure procedure published for pilot use, in graphic or textual format, that provides obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DP, Obstacle Departure Procedure (ODP), printed either textually or graphically, and, Standard Instrument Departure (SID), which is always printed graphically. (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (See OBSTACLE DEPARTURE PROCEDURES.) (See STANDARD INSTRUMENT DEPARTURES.) (Refer to AIM.) INSTRUMENT DEPARTURE PROCEDURE (DP) CHARTS(See AERONAUTICAL CHART.) INSTRUMENT FLIGHT RULES- Rules governing the procedures for conducting instrument flight. Also a term used by pilots and controllers to indicate type of flight plan. (See INSTRUMENT METEOROLOGICAL CONDITIONS.) (See VISUAL FLIGHT RULES.) (See VISUAL METEOROLOGICAL CONDITIONS.) (See ICAO term INSTRUMENT FLIGHT RULES.) (Refer to AIM.) INSTRUMENT FLIGHT RULES [ICAO]- A set of rules governing the conduct of flight under instrument meteorological conditions. INSTRUMENT LANDING SYSTEM- A precision instrument approach system which normally consists of the following electronic components and visual aids: Pilot/Controller Glossary 2/14/08 PCG I-4 a. Localizer. (See LOCALIZER.) b. Glideslope. (See GLIDESLOPE.) c. Outer Marker. (See OUTER MARKER.) d. Middle Marker. (See MIDDLE MARKER.) e. Approach Lights. (See AIRPORT LIGHTING.) (Refer to 14 CFR Part 91.) (Refer to AIM.) INSTRUMENT METEOROLOGICAL CONDI‐ TIONS- Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling less than the minima specified for visual meteorolog‐ ical conditions. (See INSTRUMENT FLIGHT RULES.) (See VISUAL FLIGHT RULES.) (See VISUAL METEOROLOGICAL CONDITIONS.) INSTRUMENT RUNWAY- A runway equipped with electronic and visual navigation aids for which a precision or nonprecision approach procedure having straight‐in landing minimums has been approved. (See ICAO term INSTRUMENT RUNWAY.) INSTRUMENT RUNWAY [ICAO]- One of the following types of runways intended for the operation of aircraft using instrument approach procedures: a. Nonprecision Approach Runway-An instru‐ ment runway served by visual aids and a nonvisual aid providing at least directional guidance adequate for a straight‐in approach. b.

recision Approach Runway, Category I-An instrument runway served by ILS and visual aids intended for operations down to 60 m (200 feet) decision height and down to an RVR of the order of 800 m. c.

recision Approach Runway, Category II-An instrument runway served by ILS and visual aids intended for operations down to 30 m (100 feet) decision height and down to an RVR of the order of 400 m. d.

recision Approach Runway, Category III-An instrument runway served by ILS to and along the surface of the runway and: 1. Intended for operations down to an RVR of the order of 200 m (no decision height being applicable) using visual aids during the final phase of landing; 2. Intended for operations down to an RVR of the order of 50 m (no decision height being applicable) using visual aids for taxiing; 3. Intended for operations without reliance on visual reference for landing or taxiing. Note 1:See Annex 10 Volume I, Part I, Chapter 3, for related ILS specifications. Note 2:Visual aids need not necessarily be matched to the scale of nonvisual aids provided. The criterion for the selection of visual aids is the conditions in which operations are intended to be conducted. INTEGRITY- The ability of a system to provide timely warnings to users when the system should not be used for navigation. INTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) INTERMEDIATE APPROACH SEGMENT [ICAO]- That segment of an instrument approach procedure between either the intermediate approach fix and the final approach fix or point, or between the end of a reversal, race track or dead reckoning track procedure and the final approach fix or point, as appropriate. INTERMEDIATE FIX- The fix that identifies the beginning of the intermediate approach segment of an instrument approach procedure. The fix is not normally identified on the instrument approach chart as an intermediate fix (IF). (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) INTERMEDIATE LANDING- On the rare occasion that this option is requested, it should be approved. The departure center, however, must advise the ATCSCC so that the appropriate delay is carried over and assigned at the interm ediate airport. An intermediate landing airport within the arrival center will not be accepted without coordination with and the approval of the ATCSCC. INTERNATIONAL AIRPORT- Relating to interna‐ tional flight, it means: Pilot/Controller Glossary 2/14/08 PCG I-5 a. An airport of entry which has been designated by the Secretary of Treasury or Commissioner of Customs as an international airport for customs service. b. A landing rights airport at which specific permission to land must be obtained from customs authorities in advance of contemplated use. c. Airports designated under the Convention on International Civil Aviation as an airport for use by international commercial air transport and/or interna‐ tional general aviation. (See ICAO term INTERNATIONAL AIRPORT.) (Refer to AIRPORT/FACILITY DIRECTORY.) (Refer to IFIM.) INTERNATIONAL AIRPORT [ICAO]- Any airport designated by the Contracting State in whose territory it is situated as an airport of entry and departure for international air traffic, where the formalities incident to customs, immigration, public health, animal and plant quarantine and similar procedures are carried out. INTERNATIONAL CIVIL AVIATION ORGA‐ NIZATION [ICAO]- A specialized agency of the United Nations whose objective is to develop the principles and techniques of international air navigation and to foster planning and development of international civil air transport. a. Regions include: 1. African‐Indian Ocean Region 2. Caribbean Region 3. European Region 4. Middle East/Asia Region 5. North American Region 6. North Atlantic Region 7.

acific Region 8. South American Region INTERNATIONAL FLIGHT INFORMATION MANUAL- A publication designed primarily as a pilot's preflight planning guide for flights into foreign airspace and for flights returning to the U.S. from foreign locations. INTERROGATOR- The ground‐based surveillance radar beacon transmitter‐receiver, which normally scans in synchronism with a prim ary radar, transmitting discrete radio signals which repetitious‐ ly request all transponders on the mode being used to reply. The replies received are mixed with the primary radar returns and displayed on the same plan position indicator (radar scope). Also, applied to the airborne element of the TACAN/DME system. (See TRANSPONDER.) (Refer to AIM.) INTERSECTING RUNWAYS- Two or more runways which cross or meet within their lengths. (See INTERSECTION.)

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INTERSECTIONa. A point defined by any combination of courses, radials, or bearings of two or more navigational aids. b. Used to describe the point where two runways, a runway and a taxiway, or two taxiways cross or meet. INTERSECTION DEPARTURE- A departure from any runway intersection except the end of the runway. (See INTERSECTION.) INTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.) IR(See IFR MILITARY TRAINING ROUTES.) Pilot/Controller Glossary 2/14/08 PCG J-1 J

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JAMMING- Electronic or mechanical interference which may disrupt the display of aircraft on radar or the transmission/reception of radio communications/ navigation. JET BLAST- Jet engine exhaust (thrust stream turbulence). (See WAKE TURBULENCE.) JET ROUTE- A route designed to serve aircraft operations from 18,000 feet MSL up to and including flight level 450. The routes are referred to as “J” routes with numbering to identify the designated route; e.g., J105. (See Class A AIRSPACE.) (Refer to 14 CFR Part 71.) JET STREAM- A migrating stream of high‐speed winds present at high altitudes. JETTISONING OF EXTERNAL STORES- Air‐ borne release of external stores; e.g., tiptanks, ordnance. (See FUEL DUMPING.) (Refer to 14 CFR Part 91.) JOINT USE RESTRICTED AREA(See RESTRICTED AREA.) Pilot/Controller Glossary 2/14/08 PCG K-1 K KNOWN TRAFFIC- With respect to ATC clear‐ ances, means aircraft whose altitude, position, and intentions are known to ATC. Pilot/Controller Glossary 2/14/08 PCG L-1 L LAA(See LOCAL AIRPORT ADVISORY.) LAAS(See LOW ALTITUDE ALERT SYSTEM.) LAHSO- An acronym for “Land and Hold Short Operation.” These operations include landing and holding short of an intersecting runway, a taxiway, a predetermined point, or an approach/departure flightpath. LAHSO‐DRY- Land and hold short operations on runways that are dry. LAHSO‐WET- Land and hold short operations on runways that are wet (but not contaminated). LAND AND HOLD SHORT OPERATIONS - Operations which include simultaneous takeoffs and landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller to hold‐short of the intersecting runway/ taxiway or designated hold‐short point. Pilots are expected to promptly inform the controller if the hold short clearance cannot be accepted. (See PARALLEL RUNWAYS.) (Refer to AIM.) LANDING AREA- Any locality either on land, water, or structures, including airports/heliports and intermediate landing fields, which is used, or intended to be used, for the landing and takeoff of aircraft whether or not facilities are provided for the shelter, servicing, or for receiving or discharging passengers or cargo. (See ICAO term LANDING AREA.) LANDING AREA [ICAO]- That part of a movement area intended for the landing or take‐off of aircraft. LANDING DIRECTION INDICATOR- A device which visually indicates the direction in which landings and takeoffs should be made. (See TETRAHEDRON.) (Refer to AIM.) LANDING DISTANCE AVAILABLE [ICAO]- The length of runway which is declared available and suitable for the ground run of an aeroplane landing. LANDING MINIMUMS- The minimum visibility prescribed for landing a civil aircraft while using an instrument approach procedure. The minimum applies with other limitations set forth in 14 CFR Part 91 with respect to the Minimum Descent Altitude (MDA) or Decision Height (DH) prescribed in the instrument approach procedures as follows: a. Straight‐in landing minimums. A statement of MDA and visibility, or DH and visibility, required for a straight‐in landing on a specified runway, or b. Circling minimums. A statement of MDA and visibility required for the circle‐to‐land maneuver. Note:Descent below the established MDA or DH is not authorized during an approach unless the aircraft is in a position from which a normal approach to the runway of intended landing can be made and adequate visual reference to required visual cues is maintained. (See CIRCLE‐TO‐LAND MANEUVER.) (See DECISION HEIGHT.) (See INSTRUMENT APPROACH PROCEDURE.) (See MINIMUM DESCENT ALTITUDE.) (See STRAIGHT‐IN LANDING.) (See VISIBILITY.) (Refer to 14 CFR Part 91.) LANDING ROLL- The distance from the point of touchdown to the point where the aircraft can be brought to a stop or exit the runway. LANDING SEQUENCE- The order in which aircraft are positioned for landing. (See APPROACH SEQUENCE.) LAST ASSIGNED ALTITUDE- The last altitude/ flight level assigned by ATC and acknowledged by the pilot. (See MAINTAIN.) (Refer to 14 CFR Part 91.) LATERAL NAVIGATION (LNAV)– A function of area navigation (RNAV) equipment which calculates, displays, and provides lateral guidance to a profile or path. LATERAL SEPARATION- The lateral spacing of aircraft at the same altitude by requiring operation on different routes or in different geographical locations. (See SEPARATION.) Pilot/Controller Glossary 2/14/08 PCG L-2 LDA(See LOCALIZER TYPE DIRECTIONAL AID.) (See ICAO Term LANDING DISTANCE AVAILABLE.) LF(See LOW FREQUENCY.) LIGHTED AIRPORT- An airport where runway and obstruction lighting is available. (See AIRPORT LIGHTING.) (Refer to AIM.) LIGHT GUN- A handheld directional light signaling device which emits a brilliant narrow beam of white, green, or red light as selected by the tower controller. The color and type of light transmitted can be used to approve or disapprove anticipated pilot actions where radio communication is not available. The light gun is used for controlling traffic operating in the vicinity of the airport and on the airport movement area. (Refer to AIM.) LOCAL AIRPORT ADVISORY (LAA)- A service provided by facilities, which are located on the landing airport, have a discrete ground-to-air communication frequency or the tower frequency when the tower is closed, automated weather reporting with voice broadcasting, and a continuous ASOS/AWOS data display, other continuous direct reading instruments, or manual observations avail‐ able to the specialist. (See AIRPORT ADVISORY AREA.) LOCAL TRAFFIC- Aircraft operating in the traffic pattern or within sight of the tower, or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport. (See TRAFFIC PATTERN.) LOCALIZER- The component of an ILS which provides course guidance to the runway. (See INSTRUMENT LANDING SYSTEM.) (See ICAO term LOCALIZER COURSE.) (Refer to AIM.) LOCALIZER COURSE [ICAO]- The locus of points, in any given horizontal plane, at which the DDM (difference in depth of modulation) is zero. LOCALIZER OFFSET- An angular offset of the localizer from the runway extended centerline in a direction away from the no transgression zone (NTZ) that increases the normal operating zone (NOZ) width. An offset requires a 50 foot increase in DH and is not authorized for CAT II and CAT III approaches. LOCALIZER TYPE DIRECTIONAL AID- A NAVAID used for nonprecision instrument ap‐ proaches with utility and accuracy comparable to a localizer but which is not a part of a complete ILS and is not aligned with the runway. (Refer to AIM.) LOCALIZER USABLE DISTANCE- The maxi‐ mum distance from the localizer transmitter at a specified altitude, as verified by flight inspection, at which reliable course information is continuously received. (Refer to AIM.) LOCATOR [ICAO]- An LM/MF NDB used as an aid to final approach. Note:A locator usually has an average radius of rated coverage of between 18.5 and 46.3 km (10 and 25 NM). LONG RANGE NAVIGATION(See LORAN.) LONGITUDINAL SEPARATION- The longitudi‐ nal spacing of aircraft at the same altitude by a minimum distance expressed in units of time or miles. (See SEPARATION.) (Refer to AIM.) LORAN- An electronic navigational system by which hyperbolic lines of position are determined by measuring the difference in the time of reception of synchronized pulse signals from two fixed transmit‐ ters. Loran A operates in the 1750‐1950 kHz frequency band. Loran C and D operate in the 100‐110 kHz frequency band. (Refer to AIM.) LOST COMMUNICATIONS- Loss of the ability to communicate by radio. Aircraft are sometimes referred to as NORDO (No Radio). Standard pilot procedures are specified in 14 CFR Part 91. Radar controllers issue procedures for pilots to follow in the event of lost communications during a radar approach when weather reports indicate that an aircraft will likely encounter IFR weather conditions during the approach. (Refer to 14 CFR Part 91.) (Refer AIM.) Pilot/Controller Glossary 2/14/08 PCG L-3 LOW ALTITUDE AIRWAY STRUCTURE- The network of airways serving aircraft operations up to but not including 18,000 feet MSL. (See AIRWAY.) (Refer to AIM.) LOW ALTITUDE ALERT, CHECK YOUR ALTI‐ TUDE IMMEDIATELY(See SAFETY ALERT.) LOW ALTITUDE ALERT SYSTEM- An auto‐ mated function of the TPX‐42 that alerts the controller when a Mode C transponder equipped aircraft on an IFR flight plan is below a predetermined minimum safe altitude. If requested by the pilot, Low Altitude Alert System monitoring is also available to VFR Mode C transponder equipped aircraft. LOW APPROACH- An approach over an airport or runway following an instrument approach or a VFR approach including the go‐around maneuver where the pilot intentionally does not make contact with the runway. (Refer to AIM.) LOW FREQUENCY- The frequency band between 30 and 300 kHz. (Refer to AIM.) LPV- A type of approach with vertical guidance (APV) based on WAAS, published on RNAV (GPS) approach charts. This procedure takes advantage of the precise lateral guidance available from WAAS. The minima is published as a decision altitude (DA). Pilot/Controller Glossary 2/14/08 PCG M-1 M MAA(See MAXIMUM AUTHORIZED ALTITUDE.) MACH NUMBER- The ratio of true airspeed to the speed of sound; e.g., MACH .82, MACH 1.6. (See AIRSPEED.) MACH TECHNIQUE [ICAO]- Describes a control technique used by air traffic control whereby turbojet aircraft operating successively along suitable routes are cleared to maintain appropriate MACH numbers for a relevant portion of the en route phase of flight. The principle objective is to achieve improved utilization of the airspace and to ensure that separation between successive aircraft does not decrease below the established minima. MAHWP- Missed Approach Holding Waypoint MAINTAINa. Concerning altitude/flight level, the term means to remain at the altitude/flight level specified. The phrase “climb and” or “descend and” normally precedes “maintain” and the altitude assignment; e.g., “descend and maintain 5,000.” b. Concerning other ATC instructions, the term is used in its literal sense; e.g., maintain VFR. MAINTENANCE PLANNING FRICTION LEVEL- The friction level specified in AC 150/5320‐12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces, which represents the friction value below which the runway pavem ent surface rem ains acceptable for any category or class of aircraft operations but which is beginning to show signs of deterioration. This value will vary depending on the particular friction measurement equipment used. MAKE SHORT APPROACH- Used by ATC to inform a pilot to alter his/her traffic pattern so as to make a short final approach. (See TRAFFIC PATTERN.) MAN PORTABLE AIR DEFENSE SYSTEMS (MANPADS)- MANPADS are lightweight, shoul‐ der-launched, missile systems used to bring down aircraft and create mass casualties. The potential for MANPADS use against airborne aircraft is real and requires familiarity with the subject. Terrorists choose MANPADS because the weapons are low cost, highly mobile, require minimal set-up time, and are easy to use and maintain. Although the weapons have limited range, and their accuracy is affected by poor visibility and adverse weather, they can be fired from anywhere on land or from boats where there is unrestricted visibility to the target. MANDATORY ALTITUDE- An altitude depicted on an instrument Approach Procedure Chart requiring the aircraft to maintain altitude at the depicted value. MANPADS(See MAN PORTABLE AIR DEFENSE SYSTEMS.) MAP(See MISSED APPROACH POINT.) MARKER BEACON- An electronic navigation facility transmitting a 75 MHz vertical fan or boneshaped radiation pattern. Marker beacons are identified by their modulation frequency and keying code, and when received by compatible airborne equipment, indicate to the pilot, both aurally and visually, that he/she is passing over the facility. (See INNER MARKER.) (See MIDDLE MARKER.) (See OUTER MARKER.) (Refer to AIM.)

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MARSA(See MILITARY AUTHORITY ASSUMES RESPONSIBILITY FOR SEPARATION OF AIRCRAFT.) MAWP- Missed Approach Waypoint MAXIMUM AUTHORIZED ALTITUDE- A pub‐ lished altitude representing the maximum usable altitude or flight level for an airspace structure or route segment. It is the highest altitude on a Federal airway, jet route, area navigation low or high route, or other direct route for which an MEA is designated in 14 CFR Part 95 at which adequate reception of navigation aid signals is assured. MAYDAY- The international radiotelephony distress signal. When repeated three times, it indicates Pilot/Controller Glossary 2/14/08 PCG M-2 imminent and grave danger and that immediate assistance is requested. (See PAN‐PAN.) (Refer to AIM.) MCA(See MINIMUM CROSSING ALTITUDE.) MDA(See MINIMUM DESCENT ALTITUDE.) MEA(See MINIMUM EN ROUTE IFR ALTITUDE.) MEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR TRACKING SYSTEM.) METEOROLOGICAL IMPACT STATEMENT- An unscheduled planning forecast describing conditions expected to begin within 4 to 12 hours which may impact the flow of air traffic in a specific center's (ARTCC) area. METER FIX ARC- A semicircle, equidistant from a meter fix, usually in low altitude relatively close to the meter fix, used to help CTAS/HOST calculate a meter time, and determine appropriate sector meter list assignments for aircraft not on an established arrival route or assigned a meter fix. METER FIX TIME/SLOT TIME- A calculated time to depart the meter fix in order to cross the vertex at the ACLT. This time reflects descent speed adjustment and any applicable time that must be absorbed prior to crossing the meter fix. METER LIST(See ARRIVAL SECTOR ADVISORY LIST.) METER LIST DISPLAY INTERVAL- A dynamic parameter which controls the number of minutes prior to the flight plan calculated time of arrival at the meter fix for each aircraft, at which time the TCLT is frozen and becomes an ACLT; i.e., the VTA is updated and consequently the TCLT modified as appropriate until frozen at which time updating is suspended and an ACLT is assigned. When frozen, the flight entry is inserted into the arrival sector's meter list for display on the sector PVD/MDM. MLDI is used if filed true airspeed is less than or equal to freeze speed parameters (FSPD). METERING- A method of time‐regulating arrival traffic flow into a terminal area so as not to exceed a predetermined terminal acceptance rate. METERING AIRPORTS- Airports adapted for metering and for which optimum flight paths are defined. A maximum of 15 airports may be adapted. METERING FIX- A fix along an established route from over which aircraft will be metered prior to entering terminal airspace. Normally, this fix should be established at a distance from the airport which will facilitate a profile descent 10,000 feet above airport elevation (AAE) or above. METERING POSITION(S )- Adapted PVDs/ MDMs and associated “D” positions eligible for display of a metering position list. A maximum of four PVDs/MDMs may be adapted. METERING POSITION LIST- An ordered list of data on arrivals for a selected metering airport displayed on a metering position PVD/MDM. MFT(See METER FIX TIME/SLOT TIME.) MHA(See MINIMUM HOLDING ALTITUDE.) MIA(See MINIMUM IFR ALTITUDES.) MICROBURST- A small downburst with outbursts of damaging winds extending 2.5 miles or less. In spite of its small horizontal scale, an intense microburst could induce wind speeds as high as 150 knots (Refer to AIM.) MIC RO‐EN ROUTE AUTOMATED RADAR TRACKING SYSTEM (MEARTS)- An automated radar and radar beacon tracking system capable of employing both short‐range (ASR) and long‐range (ARSR) radars. This microcomputer driven system provides improved tracking, continuous data record‐ ing, and use of full digital radar displays. MICROWAVE LANDING SYSTEM- A precision instrument approach system operating in the microwave spectrum which normally consists of the following components: a. Azimuth Station. b. Elevation Station. c.

recision Distance Measuring Equipment. (See MLS CATEGORIES.) MID RVR(See VISIBILITY.) MIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.) Pilot/Controller Glossary 2/14/08 PCG M-3 MIDDLE MARKER- A marker beacon that defines a point along the glideslope of an ILS normally located at or near the point of decision height (ILS Category I). It is keyed to transmit alternate dots and dashes, with the alternate dots and dashes keyed at the rate of 95 dot/dash combinations per minute on a 1300 Hz tone, which is received aurally and visually by compatible airborne equipment. (See INSTRUMENT LANDING SYSTEM.) (See MARKER BEACON.) (Refer to AIM.) MILES‐IN‐TRAIL- A specified distance between aircraft, normally, in the same stratum associated with the same destination or route of flight. MILITARY AUTHORITY ASSUMES RESPONSI‐ BILITY FOR SEPARATION OF AIRCRAFT- A condition whereby the military services involved assume responsibility for separation between participating military aircraft in the ATC system. It is used only for required IFR operations which are specified in letters of agreement or other appropriate FAA or military documents. MILITARY LANDING ZONE- A landing strip used exclusively by the military for training. A military landing zone does not carry a runway designation. MILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.) MILITARY TRAINING ROUTES- Airspace of defined vertical and lateral dimensions established for the conduct of military flight training at airspeeds in excess of 250 knots IAS. (See IFR MILITARY TRAINING ROUTES.) (See VFR MILITARY TRAINING ROUTES.) MINIMA(See MINIMUMS.) MINIMUM CROSSING ALTITUDE- The lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of a higher minimum en route IFR altitude (MEA). (See MINIMUM EN ROUTE IFR ALTITUDE.) MINIMUM DESCENT ALTITUDE- The lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle‐to‐land maneuvering in execution of a standard instrument approach procedure where no electronic glideslope is provided. (See NONPRECISION APPROACH PROCEDURE.) MINIMUM EN ROUTE IFR ALTITUDE (MEA)- The lowest published altitude between radio fixes which assures acceptable navigational signal cover‐ age and meets obstacle clearance requirements between those fixes. The MEA prescribed for a Federal airway or segment thereof, area navigation low or high route, or other direct route applies to the entire width of the airway, segment, or route between the radio fixes defining the airway, segment, or route. (Refer to 14 CFR Part 91.) (Refer to 14 CFR Part 95.) (Refer to AIM.) MINIMUM FRICTION LEVEL- The friction level specified in AC 150/5320‐12, Measurem ent, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces, that represents the minimum recommended wet pavement surface friction value for any turbojet aircraft engaged in LAHSO. This value will vary with the particular friction measurement equipment used. MINIMUM FUEL- Indicates that an aircraft's fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur. (Refer to AIM.) MINIMUM HOLDING ALTITUDE- The lowest altitude prescribed for a holding pattern which assures navigational signal coverage, communica‐ tions, and meets obstacle clearance requirements. MINIMUM IFR ALTITUDES (MIA)- Minimum altitudes for IFR operations as prescribed in 14 CFR Part 91. These altitudes are published on aeronautical charts and prescribed in 14 CFR Part 95 for airways and routes, and in 14 CFR Part 97 for standard instrument approach procedures. If no applicable minimum altitude is prescribed in 14 CFR Part 95 or 14 CFR Part 97, the following minimum IFR altitude applies: a. In designated mountainous areas, 2,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or Pilot/Controller Glossary 2/14/08 PCG M-4 b. Other than mountainous areas, 1,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or c. As otherwise authorized by the Administrator or assigned by ATC. (See MINIMUM CROSSING ALTITUDE.) (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM SAFE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) (Refer to 14 CFR Part 91.)

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MINIMUM NAVIGATION PERFORMANCE SPECIFICATION- A set of standards which require aircraft to have a minimum navigation performance capability in order to operate in MNPS designated airspace. In addition, aircraft must be certified by their State of Registry for MNPS operation. MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE- Designated airspace in which MNPS procedures are applied between MNPS certified and equipped aircraft. Under certain conditions, non‐MNPS aircraft can operate in MNPSA. However, standard oceanic separation minima is provided between the non‐MNPS aircraft and other traffic. Currently, the only designated MNPSA is described as follows: a. Between FL 285 and FL 420; b. Between latitudes 27N and the North Pole; c. In the east, the eastern boundaries of the CTAs Santa Maria Oceanic, Shanwick Oceanic, and Reykjavik; d. In the west, the western boundaries of CTAs Reykjavik and Gander Oceanic and New York Oceanic excluding the area west of 60W and south of 3830'N. MINIMUM OBSTRUCTION CLEARANCE ALTI‐ TUDE (MOCA)- The lowest published altitude in effect between radio fixes on VOR airways, off‐airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigational signal coverage only within 25 statute (22 nautical) miles of a VOR. (Refer to 14 CFR Part 91.) (Refer to 14 CFR Part 95.) MINIMUM RECEPTION ALTITUDE- The lowest altitude at which an intersection can be determined. (Refer to 14 CFR Part 95.) MINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR Part 91 for various aircraft operations. b. Altitudes depicted on approach charts which provide at least 1,000 feet of obstacle clearance for emergency use within a specified distance from the navigation facility upon which a procedure is predicated. These altitudes will be identified as Minimum Sector Altitudes or Emergency Safe Altitudes and are established as follows: 1. Minimum Sector Altitudes. Altitudes de‐ picted on approach charts which provide at least 1,000 feet of obstacle clearance within a 25‐mile radius of the navigation facility upon which the procedure is predicated. Sectors depicted on approach charts must be at least 90 degrees in scope. These altitudes are for emergency use only and do not necessarily assure acceptable navigational signal coverage. (See ICAO term Minimum Sector Altitude.) 2. Emergency Safe Altitudes. Altitudes de‐ picted on approach charts which provide at least 1,000 feet of obstacle clearance in nonmountainous areas and 2,000 feet of obstacle clearance in designated mountainous areas within a 100‐mile radius of the navigation facility upon which the procedure is predicated and normally used only in military procedures. These altitudes are identified on published procedures as “Emergency Safe Alti‐ tudes.” MINIMUM SAFE ALTITUDE WARNING- A function of the ARTS III computer that aids the controller by alerting him/her when a tracked Mode C equipped aircraft is below or is predicted by the computer to go below a predetermined minimum safe altitude. (Refer to AIM.) MINIMUM SECTOR ALTITUDE [ICAO]- The lowest altitude which may be used under emergency conditions which will provide a minimum clearance of 300 m (1,000 feet) above all obstacles located in an area contained within a sector of a circle of 46 km (25 NM) radius centered on a radio aid to navigation. MINIMUMS- Weather condition requirements established for a particular operation or type of Pilot/Controller Glossary 2/14/08 PCG M-5 operation; e.g., IFR takeoff or landing, alternate airport for IFR flight plans, VFR flight, etc. (See IFR CONDITIONS.) (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (See LANDING MINIMUMS.) (See VFR CONDITIONS.) (Refer to 14 CFR Part 91.) (Refer to AIM.) MINIMUM VECTORING ALTITUDE (MVA)- The lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures, and missed approaches. The altitude meets IFR obstacle clearance criteria. It may be lower than the published MEA along an airway or J‐route segment. It may be utilized for radar vectoring only upon the controller's determination that an adequate radar return is being received from the aircraft being controlled. Charts depicting minimum vectoring altitudes are normally available only to the controllers and not to pilots. (Refer to AIM.) MINUTES‐IN‐TRAIL- A specified interval be‐ tween aircraft expressed in time. This method would more likely be utilized regardless of altitude. MIS(See METEOROLOGICAL IMPACT STATEMENT.) MISSED APPROACH- a. A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. The route of flight and altitude are shown on instrument approach procedure charts. A pilot executing a missed approach prior to the Missed Approach Point (MAP) must continue along the final approach to the MAP. b. A term used by the pilot to inform ATC that he/she is executing the missed approach. c. At locations where ATC radar service is provided, the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure. (See MISSED APPROACH POINT.) (Refer to AIM.) MISSED APPROACH POINT- A point prescribed in each instrument approach procedure at which a missed approach procedure shall be executed if the required visual reference does not exist. (See MISSED APPROACH.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) MISSED APPROACH PROCEDURE [ICAO]- The procedure to be followed if the approach cannot be continued. MISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) MLDI(See METER LIST DISPLAY INTERVAL.) MLS(See MICROWAVE LANDING SYSTEM.) MLS CATEGORIESa. MLS Category I. An MLS approach procedure which provides for an approach to a height above touchdown of not less than 200 feet and a runway visual range of not less than 1,800 feet. b. MLS Category II. Undefined until data gather‐ ing/analysis completion. c. MLS Category III. Undefined until data gathering/analysis completion. MM(See MIDDLE MARKER.) MNPS(See MINIMUM NAVIGATION PERFORMANCE SPECIFICATION.) MNPSA(See MINIMUM NAVIGATION PERFORMANCE- SPECIFICATION AIRSPACE.) MOA(See MILITARY OPERATIONS AREA.) MOCA(See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) MODE- The letter or number assigned to a specific pulse spacing of radio signals transmitted or received by ground interrogator or airborne transponder components of the Air Traffic Control Radar Beacon Pilot/Controller Glossary 2/14/08 PCG M-6 System (ATCRBS). Mode A (military Mode 3) and Mode C (altitude reporting) are used in air traffic control. (See INTERROGATOR.) (See RADAR.) (See TRANSPONDER.) (See ICAO term MODE.) (Refer to AIM.) MODE (SSR MODE) [ICAO]- The letter or number assigned to a specific pulse spacing of the interrogation signals transmitted by an interrogator. There are 4 modes, A, B, C and D specified in Annex 10, corresponding to four different interrogation pulse spacings. MODE C INTRUDER ALERT- A function of certain air traffic control automated systems designed to alert radar controllers to existing or pending situations between a tracked target (known IFR or VFR aircraft) and an untracked target (unknown IFR or VFR aircraft) that requires immediate attention/ action. (See CONFLICT ALERT.)

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MONITOR- (When used with communication transfer) listen on a specific frequency and stand by for instructions. Under normal circumstances do not establish communications. MONITOR ALERT (MA)- A function of the ETMS that provides traffic management personnel with a tool for predicting potential capacity problems in individual operational sectors. The MA is an indication that traffic management personnel need to analyze a particular sector for actual activity and to determine the required action(s), if any, needed to control the demand. MONITOR ALERT PARAMETER (MAP)- The number designated for use in monitor alert processing by the ETMS. The MAP is designated for each operational sector for increments of 15 minutes. MOSAIC/MULTI-SENSOR MODE- Accepts posi‐ tional data from multiple radar or ADS-B sites. Targets are displayed from a single source within a radar sort box according to the hierarchy of the sources assigned. MOVEMENT AREA- The runways, taxiways, and other areas of an airport/heliport which are utilized for taxiing/hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and parking areas. At those airports/heliports with a tower, specific approval for entry onto the movement area must be obtained from ATC. (See ICAO term MOVEMENT AREA.) MOVEMENT AREA [ICAO]- That part of an aerodrome to be used for the takeoff, landing and taxiing of aircraft, consisting of the maneuvering area and the apron(s). MOVING TARGET INDICATOR- An electronic device which will permit radar scope presentation only from targets which are in motion. A partial remedy for ground clutter. MRA(See MINIMUM RECEPTION ALTITUDE.) MSA(See MINIMUM SAFE ALTITUDE.) MSAW(See MINIMUM SAFE ALTITUDE WARNING.) MTI(See MOVING TARGET INDICATOR.) MTR(See MILITARY TRAINING ROUTES.) MULTICOM- A mobile service not open to public correspondence used to provide communications essential to conduct the activities being performed by or directed from private aircraft. MULTIPLE RUNWAYS- The utilization of a dedicated arrival runway(s) for departures and a dedicated departure runway(s) for arrivals when feasible to reduce delays and enhance capacity. MVA(See MINIMUM VECTORING ALTITUDE.) Pilot/Controller Glossary 2/14/08 PCG N-1 N NAS(See NATIONAL AIRSPACE SYSTEM.) NATIONAL AIRSPACE SYSTEM- The common network of U.S. airspace; air navigation facilities, equipment and services, airports or landing areas; aeronautical charts, information and services; rules, regulations and procedures, technical information, and manpower and material. Included are system components shared jointly with the military. NATIONAL BEACON CODE ALLOCATION PLAN AIRSPACE- Airspace over United States territory located within the North American continent between Canada and Mexico, including adjacent territorial waters outward to about boundaries of oceanic control areas (CTA)/Flight Information Regions (FIR). (See FLIGHT INFORMATION REGION.) NATIONAL FLIGHT DATA CENTER- A facility in Washington D.C., established by FAA to operate a central aeronautical information service for the collection, validation, and dissemination of aeronau‐ tical data in support of the activities of government, industry, and the aviation community. The informa‐ tion is published in the National Flight Data Digest. (See NATIONAL FLIGHT DATA DIGEST.) NATIONAL FLIGHT DATA DIGEST- A daily (except weekends and Federal holidays) publication of flight information appropriate to aeronautical charts, aeronautical publications, Notices to Airmen, or other media serving the purpose of providing operational flight data essential to safe and efficient aircraft operations. NATIONAL SEARCH AND RESCUE PLAN- An interagency agreement which provides for the effective utilization of all available facilities in all types of search and rescue missions. NAVAID(See NAVIGATIONAL AID.) NAVAID CLASSES- VOR, VORTAC, and TACAN aids are classed according to their operational use. The three classes of NAVAIDs are: a. T- Terminal. b. L- Low altitude. c. H- High altitude. Note:The normal service range for T, L, and H class aids is found in the AIM. Certain operational requirements make it necessary to use some of these aids at greater service ranges than specified. Extended range is made possible through flight inspection determinations. Some aids also have lesser service range due to location, terrain, frequency protection, etc. Restrictions to service range are listed in Airport/Facility Directory. NAVIGABLE AIRSPACE- Airspace at and above the minimum flight altitudes prescribed in the CFRs including airspace needed for safe takeoff and landing. (Refer to 14 CFR Part 91.) NAVIGATION REFERENCE SYSTEM (NRS)- The NRS is a system of waypoints developed for use within the United States for flight planning and navigation without reference to ground based navigational aids. The NRS waypoints are located in a grid pattern along defined latitude and longitude lines. The initial use of the NRS will be in the high altitude environment in conjunction with the High Altitude Redesign initiative. The NRS waypoints are intended for use by aircraft capable of point-to-point navigation. NAVIGATIONAL AID- Any visual or electronic device airborne or on the surface which provides point‐to‐point guidance information or position data to aircraft in flight. (See AIR NAVIGATION FACILITY.) NBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION PLAN AIRSPACE.) NDB(See NONDIRECTIONAL BEACON.) NEGATIVE- “No,” or “permission not granted,” or “that is not correct.” NEGATIVE CONTACT- Used by pilots to inform ATC that: a.

reviously issued traffic is not in sight. It may be followed by the pilot's request for the controller to provide assistance in avoiding the traffic. b. They were unable to contact ATC on a particular frequency. Pilot/Controller Glossary 2/14/08 PCG N-2 NFDC(See NATIONAL FLIGHT DATA CENTER.) NFDD(See NATIONAL FLIGHT DATA DIGEST.) NIGHT- The time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local time. (See ICAO term NIGHT.) NIGHT [ICAO]- The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise as may be specified by the appropriate authority. Note:Civil twilight ends in the evening when the center of the sun's disk is 6 degrees below the horizon and begins in the morning when the center of the sun's disk is 6 degrees below the horizon. NO GYRO APPROACH- A radar approach/vector provided in case of a malfunctioning gyro‐compass or directional gyro. Instead of providing the pilot with headings to be flown, the controller observes the radar track and issues control instructions “turn right/left” or “stop turn” as appropriate. (Refer to AIM.) NO GYRO VECTOR(See NO GYRO APPROACH.) NO TRANSGRESSION ZONE (NTZ)- The NTZ is a 2,000 foot wide zone, located equidistant between parallel runway final approach courses in which flight is not allowed. NONAPPROACH CONTROL TOWER- Author‐ izes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D airspace. The primary function of a nonapproach control tower is the sequencing of aircraft in the traffic pattern and on the landing area. Nonapproach control towers also separate aircraft operating under instrument flight rules clearances from approach controls and centers. They provide ground control services to aircraft, vehicles, personnel, and equipment on the airport movement area. NONCOMMON ROUTE/PORTION- That segment of a North American Route between the inland navigation facility and a designated North American terminal. NONCOMPOSITE SEPARATION- Separation in accordance with minima other than the composite separation minimum specified for the area con‐ cerned. NONDIRECTIONAL BEACON- An L/MF or UHF radio beacon transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction finding equipment can determine his/her bearing to or from the radio beacon and “home” on or track to or from the station. When the radio beacon is installed in conjunction with the Instrument Landing System marker, it is normally called a Compass Locator. (See AUTOMATIC DIRECTION FINDER.) (See COMPASS LOCATOR.)

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