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COMPOSITE SEPARATION- A method of separat‐
! b/ J# x7 C, U2 \4 Ling aircraft in a composite route system where, by" d. ]" {4 {% z0 p
management of route and altitude assignments, a
* R0 S" S: A0 ?) x. i( Y S3 Zcombination of half the lateral minimum specified for V/ ^. }6 t9 F" ]3 c4 T! ?
the area concerned and half the vertical minimum is ?3 r: j$ ^* P$ v+ X
applied.
' l3 |+ V9 g. h, U$ z8 v. A2 Z4 MCOMPULSORY REPORTING POINTS- Reporting
6 x3 M( B# T1 Upoints which must be reported to ATC. They are
* X- S! G( u) M4 [designated on aeronautical charts by solid triangles or, Y( J6 _ {$ G
filed in a flight plan as fixes selected to define direct
- Q8 F# y8 |# b- {routes. These points are geographical locations
+ V& `" P. ^* o2 q$ U3 i1 G2 Jwhich are defined by navigation aids/fixes. Pilots) {$ [, m. `# v) `! `# ~
should discontinue position reporting over compul‐
$ P, i% s4 `( z2 F$ ~, {sory reporting points when informed by ATC that) _/ q( A$ y% ^7 N5 l: P
their aircraft is in “radar contact.”
; o- Y% M3 I7 gCONFLICT ALERT- A function of certain air traffic
/ u9 P* n2 S y, G* g$ econtrol automated systems designed to alert radar
3 \, ]* A* G' [- ^7 C p9 gcontrollers to existing or pending situations between s6 b5 \& o* j# F
tracked targets (known IFR or VFR aircraft) that; Y+ R( a- ^# Z. t4 ?
require his/her immediate attention/action.
: B4 v9 Q1 b- W; i5 ~(See MODE C INTRUDER ALERT.)& N) \' y: q% Z* }# k- u! k
CONFLICT RESOLUTION- The resolution of; O7 a# D: S- y/ b1 `
potential conflictions between aircraft that are radar
6 B* M& B8 F1 }2 ridentified and in communication with ATC by
8 C$ j( j4 i4 y9 Kensuring that radar targets do not touch. Pertinent
- o6 C: n. m4 b' h4 a) A. Ptraffic advisories shall be issued when this procedure6 _8 d1 C; P( n g! d% c& V
is applied.
- c7 ~, z* u G3 C3 h7 c. g) @# YNote:This procedure shall not be provided utilizing7 v) x& t: |, H' n) y q
mosaic radar systems.
# D8 d( X* i5 l wCONFORMANCE- The condition established when
) x3 ^( I+ _+ }' j, `an aircraft's actual position is within the conformance* Z6 T- E0 w- z4 J5 e& t: K8 l
region constructed around that aircraft at its position,; p/ d+ a+ G" f0 k! g" W! U
according to the trajectory associated with the% d! K! W A) h# g5 J
aircraft's Current Plan.
; y2 j$ b& K& Z8 x7 ]' f" vCONFORMANCE REGION- A volume, bounded' }5 \" ~3 |0 n! p( a* K- W, d4 v; l
laterally, vertically, and longitudinally, within which! C8 {! X0 W, C4 u1 s( d* ?' Y
an aircraft must be at a given time in order to be in
* X" f# |, ^- c. B- e3 G: fconformance with the Current Plan Trajectory for that- |: w6 {* Z$ w% D3 R5 j0 G- m* K
aircraft. At a given time, the conformance region is
2 a2 {! `3 ^/ \; c- U. Edetermined by the simultaneous application of the2 t6 O5 K7 H6 b" Z
lateral, vertical, and longitudinal conformance
- [. }) c1 b* T5 Q i# C1 I' abounds for the aircraft at the position defined by time
1 b5 z1 K6 I0 ? a* t! J1 Z1 q) hand aircraft's trajectory." M. G: ~3 O7 J4 n6 {
CONSOLAN- A low frequency, long‐distance
: F/ G+ b% z- u4 G% [' l7 P( jNAVAID used principally for transoceanic naviga‐/ X$ s/ o& l" \: F4 ^
tions.3 C! f: j, ~/ v, j& @* m7 F, k
CONTACTa. Establish communication with (followed by the
$ T1 i2 a2 e0 Y9 |/ @7 zname of the facility and, if appropriate, the frequency, B9 W% z Q! N5 O
to be used).
1 F2 m% G+ H5 P" nb. A flight condition wherein the pilot ascertains6 }, @( u: ]" l) G; ~
the attitude of his/her aircraft and navigates by visual Z3 m* F# B# e& X
reference to the surface.
/ H3 O3 {/ K& c/ H* y1 @(See CONTACT APPROACH.)
4 U& @3 c& M+ N/ g' b% k) T+ I- K(See RADAR CONTACT.)5 \7 `- D2 n0 S' F7 ?( y2 g
CONTACT APPROACH- An approach wherein an
! V8 P4 F6 N( a! H' Q+ caircraft on an IFR flight plan, having an air traffic9 c& J. Z0 J9 o8 R5 z* p1 w
control authorization, operating clear of clouds with# c" s n+ [# g5 k
at least 1 mile flight visibility and a reasonable8 m1 f. u! x$ p$ b
expectation of continuing to the destination airport in6 @4 p: ]8 Y6 d
those conditions, may deviate from the instrument3 I' F0 \& T3 ^# y
approach procedure and proceed to the destination
9 e4 R5 u R& m5 dairport by visual reference to the surface. This
5 F7 D8 x' t2 Tapproach will only be authorized when requested by
1 i$ n, ]5 x5 V! j( ~# ]) I8 Kthe pilot and the reported ground visibility at the" s" j- O5 Y8 f- q% O+ x- l* ]
destination airport is at least 1 statute mile.
3 ~/ u% F3 x0 E9 E(Refer to AIM.)+ H; J/ l; F7 U1 s6 Q
CONTAMINATED RUNWAY- A runway is
! S K; i% [2 O0 a" _( Zconsidered contaminated whenever standing water,6 A' i3 w; k4 Y# u6 y ~! m2 v
ice, snow, slush, frost in any form, heavy rubber, or5 Y$ U6 W" I! {- G
other substances are present. A runway is contami‐" m7 g4 {9 C$ y7 V- U
nated with respect to rubber deposits or other$ X' s2 `# r, X$ r
friction‐degrading substances when the average
. V" P4 a$ x4 r$ }. |friction value for any 500‐foot segment of the runway
3 t& M2 R: K. Cwithin the ALD fails below the recommended
9 N8 O: s5 c. D& xminimum friction level and the average friction value
4 v- b6 l2 m( D& Iin the adjacent 500‐foot segments falls below the9 X; K/ g. @5 s. _9 I0 h/ f5 P8 H
maintenance planning friction level.$ Z. h ^8 E* z
CONTERMINOUS U.S.- The 48 adjoining States
9 ^4 F5 e8 J2 x9 Z+ c: {and the District of Columbia.
~1 T# M9 o' U: V9 ^% ^7 `Pilot/Controller Glossary 2/14/08
6 F/ O( R: C1 T& o, R N( Y6 BPCG C-6# F* J% V5 V k1 J- L3 ~: @1 Z
CONTINENTAL UNITED STATES- The 49 States6 u/ U3 _; e3 ~; p! E2 J" v& S+ E
located on the continent of North America and the, R1 O8 Z$ b. |
District of Columbia.
. P7 q: q8 k8 ?+ u& bCONTINUE- When used as a control instruction; G4 \) d/ K! [( [
should be followed by another word or words
' r3 n3 Z9 u1 Bclarifying what is expected of the pilot. Example:
k! _& D8 t4 J; z. f“continue taxi,” “continue descent,” “continue8 x& `, }; ?1 ?% l/ l' W
inbound,” etc.
" e5 m8 p% ]* S/ v* A, @( u9 K& t) lCONTROL AREA [ICAO]- A controlled airspace0 Z/ u9 u. E% e7 X
extending upwards from a specified limit above the; }% D4 N% g5 W* Q* @; Q* ^2 H/ w/ d8 {
earth.
& o1 z) w0 @- D5 ~CONTROL SECTOR- An airspace area of defined' x$ x$ P. y; h$ {4 R
horizontal and vertical dimensions for which a
% U1 M) D1 e4 H* M% Scontroller or group of controllers has air traffic
' i# c* e! | L3 B/ w8 _" ? Qcontrol responsibility, normally within an air route
b5 Z! |! E6 i$ Ltraffic control center or an approach control facility.
' u# l0 _& N" M* o& _6 OSectors are established based on predominant traffic
5 X8 a% n6 e. r/ Lflows, altitude strata, and controller workload.
5 A) c& y' ?- h6 s. ^ nPilot‐communications during operations within a
, ?; S d, n7 N( z) ?) a) vsector are normally maintained on discrete frequen‐
+ W2 m v& m) [- f( F5 Wcies assigned to the sector.
5 D# X6 }" W4 W7 _(See DISCRETE FREQUENCY.)
( N" b' R. t6 J2 H9 YCONTROL SLASH- A radar beacon slash repre‐# B# X$ P6 S/ }2 J% y
senting the actual position of the associated aircraft.
7 @7 H5 j0 z8 {4 L% L+ F- v* HNormally, the control slash is the one closest to the4 M9 l1 ?. r# E/ n' W1 w" h( q0 H
interrogating radar beacon site. When ARTCC radar6 R6 H2 i T- P& N2 L* m" {3 }
is operating in narrowband (digitized) mode, the2 Y; T" y1 I6 ^3 p8 o4 F7 O% _# Q
control slash is converted to a target symbol.
/ N; G# K8 M! Z+ nCONTROLLED AIR SPACE- An airspace of
4 U& r, {! a# T! w7 odefined dimensions within which air traffic control
- R6 V0 a2 G7 _; ]& e' `* i4 b3 aservice is provided to IFR flights and to VFR flights; D# m0 E- N1 j( M! K
in accordance with the airspace classification.# p6 ]7 L8 Z' t" E9 ?8 z
a. Controlled airspace is a generic term that covers
( M! w4 E2 H3 B; B$ U# D1 |Class A, Class B, Class C, Class D, and Class E
& r6 I# {1 e3 N7 `) A k; }3 B& y" @+ Kairspace.
; E% H1 z8 A: H) @( _b. Controlled airspace is also that airspace within
, k3 C% a3 u0 b( v, kwhich all aircraft operators are subject to certain pilot0 w2 d2 R f' [) Y% E
qualifications, operating rules, and equipment
" r+ ~4 ^0 z. j* m& t. urequirem ents in 14 CFR Part 91 (for specific$ {5 U4 p! ?9 M1 `. \; R O
operating requirements, please refer to 14 CFR
r( C) G) ~4 P+ c8 IPart 91). For IFR operations in any class of controlled
, w: ]( m$ G6 B# {. l0 w$ a( jairspace, a pilot must file an IFR flight plan and1 R% \& n i6 S: I0 V
receive an appropriate ATC clearance. Each Class B,
7 K6 [+ k2 `/ e6 o( zClass C, and Class D airspace area designated for an
$ S% b5 R9 s5 pairport contains at least one primary airport around- K2 ^4 F; J8 ^8 W& y, _
which the airspace is designated (for specific+ o; q' T" C( N1 I4 y% p, ]
designations and descriptions of the airspace classes,
+ e8 i, g0 a& @/ gplease refer to 14 CFR Part 71).
! _+ {5 e! T5 q8 B3 O( O1 Z; S2 fc. Controlled airspace in the United States is/ e$ t( _2 B0 a4 u* p4 i+ x
designated as follows:' M9 o6 Q) c* u7 u
1. CLASS A- Generally, that airspace from
1 Q j7 t P* \; ]/ t- w: N" N6 x18,000 feet MSL up to and including FL 600,) U# d& F4 o: I$ I2 r% _
including the airspace overlying the waters within 12
# q2 p; g! _; {- Jnautical miles of the coast of the 48 contiguous States7 a1 G) m3 E8 f/ c4 F p% V
and Alaska. Unless otherwise authorized, all persons
$ u0 T0 n, Q, O* E3 O3 rmust operate their aircraft under IFR. c( D$ t" ^& t8 H
2. CLASS B- Generally, that airspace from the# L( ]$ C* A. J& Y0 [. f# ?
surface to 10,000 feet MSL surrounding the nation's- d; U0 _# ^ l* f: ^% p( R; u- H- H
busiest airports in terms of airport operations or
0 ^' }5 k' X9 u. l% e7 Dpassenger enplanements. The configuration of each3 w7 \. o9 h$ n0 h$ E+ z% J
Class B airspace area is individually tailored and
O2 E4 U0 c7 b) ~# \consists of a surface area and two or more layers
6 ?) i. ^, D. F(some Class B airspaces areas resemble upside‐down' T! D, k, Q0 F8 C4 }% E
wedding cakes), and is designed to contain all+ o) P! q. B; c9 p
published instrument procedures once an aircraft2 k# I! \, _7 K4 v% {
enters the airspace. An ATC clearance is required for
1 J X% `. L: q' nall aircraft to operate in the area, and all aircraft that
1 y y% R6 B6 K6 ` n( h. yare so cleared receive separation services within the' ~" m* \8 D* I: v* L+ T
airspace. The cloud clearance requirement for VFR2 i' R& n3 [; a9 Y( \& O( M6 w+ M
operations is “clear of clouds.”
; G: B6 p0 ~. J8 f5 {3. CLASS C- Generally, that airspace from the
0 A( w+ S: v4 n* h7 T' n- K4 Msurface to 4,000 feet above the airport elevation
. u% b& N/ K( e+ S$ ](charted in MSL) surrounding those airports that
6 ]# y7 C m% R; F. Fhave an operational control tower, are serviced by a7 H' L) w: D% I# d! P0 a9 F
radar approach control, and that have a certain
+ ]5 e5 u4 T* `5 m) x# w; F& Onumber of IFR operations or passenger enplane‐
/ ^: D4 x: q! s ]9 |( jments. Although the configuration of each Class C' n: J- s) b+ C# F$ l3 J& a. K/ ?8 a
area is individually tailored, the airspace usually% t- l% F; w" e: ]# Z
consists of a surface area with a 5 nautical mile (NM)) w, d! z( I( c+ D u1 i. H
radius, a circle with a 10NM radius that extends no0 {$ q- @! l. ^- a
lower than 1,200 feet up to 4,000 feet above the9 J% M, p3 U* |( c+ q2 K1 u9 d
airport elevation and an outer area that is not charted.
( X* w% K+ g9 J& R; oEach person must establish two‐way radio commu‐
. n" E9 ]$ y! K0 rnications with the ATC facility providing air traffic
8 V0 l+ j' c9 |( f8 c8 w9 dservices prior to entering the airspace and thereafter
! z5 }5 R6 {5 o% u/ Z4 T2 bmaintain those communications while within the8 k/ V8 R" Q6 q9 ]% ]; ^# S7 {
airspace. VFR aircraft are only separated from IFR: N/ n# u/ D9 P# O
aircraft within the airspace.
; ~. Z0 c+ f4 R" C9 j# g" \(See OUTER AREA.)' e, [' P! _" _, E" E
4. CLASS D- Generally, that airspace from the+ \% T: x4 q- B# \5 V& W1 [
surface to 2,500 feet above the airport elevation9 f+ l3 r: J6 Q* `7 o
(charted in MSL) surrounding those airports that
( S" |- b5 d6 h" E6 m4 k% q& t- {% khave an operational control tower. The configuration
$ C) b9 G; M! j" L5 ^of each Class D airspace area is individually tailored3 K/ S8 A9 d- Q# m5 V* C
and when instrument procedures are published, the
8 t0 U! H7 N3 ~' cairspace will normally be designed to contain the L7 ]/ B+ H7 ^* y: F/ U
procedures. Arrival extensions for instrument# O* r7 f: |2 [4 b
approach procedures may be Class D or Class E2 |: E7 X2 u Q$ \4 @
Pilot/Controller Glossary 2/14/08
& n4 f6 O X3 A' [( S' g2 ^( xPCG C-7
9 O( |" m/ B, P: v0 Qairspace. Unless otherwise authorized, each person
& n' Y) `& i! ?, ?must establish two‐way radio communications with9 n; v0 i1 F% ]9 g u$ A# s
the ATC facility providing air traffic services prior to
% ^; s7 A- B0 u* a) V. r' dentering the airspace and thereafter maintain those3 t! F- z7 s7 ^, Z& p
communications while in the airspace. No separation
/ t/ C0 |$ S1 a( t6 Xservices are provided to VFR aircraft.8 ~- U O# e x* B9 g) C) f7 g* s
5. CLASS E- Generally, if the airspace is not% r+ e6 Y2 x/ d' A8 {- ?% U
Class A, Class B, Class C, or Class D, and it is) X+ @6 O1 k, v1 {
controlled airspace, it is Class E airspace. Class E
3 u1 v' O' Y' [0 K, l1 [airspace extends upward from either the surface or a6 v {+ s$ n; A, f
designated altitude to the overlying or adjacent
8 |: c7 k- }% Pcontrolled airspace. When designated as a surface
0 A% x; k3 Y; k& O. R7 ~area, the airspace will be configured to contain all
' u- }, Z% H% p0 u ]3 B# Pinstrument procedures. Also in this class are Federal8 o: m; L. q( a
airways, airspace beginning at either 700 or 1,200. Y5 Z5 w" `& B4 n
feet AGL used to transition to/from the terminal or en
0 H; l, U3 z% ?# S8 C) k, `route environment, en route domestic, and offshore
/ V" D. t6 M3 eairspace areas designated below 18,000 feet MSL.* W8 u3 y6 N5 i9 t# z- }; R
Unless designated at a lower altitude, Class E' W4 B6 i0 L' h5 y* Z/ v- h
airspace begins at 14,500 MSL over the United9 b2 x5 Z1 d% x9 I' H
States, including that airspace overlying the waters
% f, t" w* p; y# vwithin 12 nautical miles of the coast of the 48
4 Z$ I7 N# |; v3 s; Tcontiguous States and Alaska, up to, but not
; s0 U' m' `, a7 x/ Tincluding 18,000 feet MSL, and the airspace above
" X" m3 q+ U" b5 V9 ~& RFL 600.! ]( h/ e% T! z' j
CONTROLLED AIRSPACE [ICAO]- An airspace' z- b0 A9 w$ a) o% [
of defined dimensions within which air traffic control% B+ G. s. X; S0 T7 S" u8 ^
service is provided to IFR flights and to VFR flights
' @$ V9 n# ?; U$ H1 X ?in accordance with the airspace classification.
3 y1 S7 u# E+ aNote:Controlled airspace is a generic term which
! D- H5 D+ ` N- _1 w& Q& V2 ucovers ATS airspace Classes A, B, C, D, and E.2 c! H! d* E. x# d7 U+ V4 V
CONTROLLED TIME OF ARRIVAL- Arrival time2 E; p/ s7 L/ {+ C: e2 H* W2 Q! Y) @
assigned during a Traffic Management Program. This
7 ?7 q2 i+ L- S4 ?6 _) y, A! l0 }time may be modified due to adjustments or user; ~; b' h0 L; L
options.* ?+ V# q" p" r* ~3 E' m1 q
CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)
3 t2 c! r" \9 R+ u& C$ ?4 ?7 TCONTROLLER [ICAO]- A person authorized to
2 `: R* Z0 k0 {provide air traffic control services.! S! w" e2 l3 W2 u
CONTROLLER PILOT DATA LINK COMMU‐
& _$ K. C8 V" B- |NICATIONS (CPDLC)- A two-way digital very
) t% Y8 B1 D" R+ y1 chigh frequency (VHF) air/ground communications5 g a Q! w2 D, Z- v
system that conveys textual air traffic control$ u: f g, l: w& U& r9 \* T
messages between controllers and pilots.% ?/ s' U3 g1 V' a
CONVECTIVE SIGMET- A weather advisory* X. n0 z4 \3 o3 N, c# J6 P8 v
concerning convective weather significant to the
9 \5 H9 c3 O5 i! }safety of all aircraft. Convective SIGMETs are issued
( l! a' ^, [5 e2 m$ wfor tornadoes, lines of thunderstorms, embedded' K* W+ z( L- l8 s
thunderstorms of any intensity level, areas of
4 f& q3 U, i. x4 i% Q0 Vthunderstorms greater than or equal to VIP level 4
0 M1 ~3 i% p) }5 E4 W4 {with an area coverage of 42 z. n, `( ^* \7 O4 Y0 R
/10 (40%) or more, and hail9 V$ N5 D" B2 d; R9 ^2 A
3$ R& p; t$ M1 @
/4 inch or greater.* ~! b6 { x5 F' F( T6 m& }% Q
(See AIRMET.)+ m2 Z; o2 E7 Z
(See AWW.)" c0 }7 k8 ]7 n' v7 Z9 D
(See CWA.)
9 g7 u1 U9 G* J" b(See SIGMET.)
4 Y, o) H* V! X( T3 b% O(Refer to AIM.)
4 L$ x3 ^8 N; r( UCONVECTIVE SIGNIFICANT METEOROLOG‐' [2 E$ H4 M0 [5 y
ICAL INFORMATION(See CONVECTIVE SIGMET.)0 c! X3 c: F& f6 o0 S
COORDINATES- The intersection of lines of8 {( Y1 `5 H( J2 V/ e+ E
reference, usually expressed in degrees/minutes/
7 L; g& h1 y ]. V! `- hseconds of latitude and longitude, used to determine8 e7 b9 h3 n# j
position or location.
5 A' @" x: U: W& ECOORDINATION FIX- The fix in relation to which! x% z4 l$ G" `* j+ P
facilities will handoff, transfer control of an aircraft,5 J( }' k4 s: [, ^" m( E, h4 N
or coordinate flight progress data. For terminal- D3 w2 V* H5 S+ [4 T1 ^, G9 J
facilities, it may also serve as a clearance for arriving- @/ }$ \; l9 \8 z7 v# q w
aircraft.% v$ W. G. a! b h4 U# F3 J. a4 J w
COPTER(See HELICOPTER.)) F5 W* O( C7 T1 s3 j" O4 r: X
CORRECTION- An error has been made in the) c5 A9 h$ \) t$ C
transmission and the correct version follows.* v+ H s" b5 { m8 A# R6 J9 r
COUPLED APPROACH- A coupled approach is an
& ^" f3 J1 b, W, _1 Qinstrument approach performed by the aircraft- L8 Q0 A1 v' v) d
autopilot which is receiving position information( n4 c% @( `- F( T
and/or steering commands from onboard navigation
: R; i2 X8 _& `3 P, j4 b3 qequipment. In general, coupled nonprecision ap‐
; Z4 {5 S5 m$ L5 o; nproaches must be discontinued and flown manually
4 J: N. Q2 r& a; ^( Qat altitudes lower than 50 feet below the minimum
5 J1 Q4 d) f0 R2 g: b9 ?descent altitude, and coupled precision approaches0 F4 [3 l3 t( Y2 Q1 T N
must be flown manually below 50 feet AGL.
7 O* i, W* q% t* n* P* U7 |Note:Coupled and autoland approaches are flown; ?1 E, V# M2 t; w' @( @
in VFR and IFR. It is common for carriers to require
; E+ z0 c( X0 Ptheir crews to fly coupled approaches and autoland
7 W( y7 |9 X' G" happroaches (if certified) when the weather- f3 q, G9 C1 E. N
conditions are less than approximately 4,000 RVR.1 Q+ e) L, L5 ?3 }% i
(See AUTOLAND APPROACH.)
" p% D- V' w1 v( d5 @1 T9 eCOURSEa. The intended direction of flight in the horizontal% N4 V; m& ?8 W/ M
plane measured in degrees from north.
* Y' y. m2 Y0 ~& M+ i% T9 Ob. The ILS localizer signal pattern usually
( t, I; @# a! X- uspecified as the front course or the back course.% }2 g+ x9 g& `' B; }
Pilot/Controller Glossary 2/14/08 @4 X$ Y* n2 X' D( h* d
PCG C-89 ]. i5 ?* d: Y `) Y% Z4 u
c. The intended track along a straight, curved, or6 X. H1 @+ w! q1 g
segmented MLS path.: [ n4 @9 Z; ~1 j+ ~' R q
(See BEARING.)
5 j% i: J7 e0 G(See INSTRUMENT LANDING SYSTEM.) N! d- ~) i1 F" O: T
(See MICROWAVE LANDING SYSTEM.)2 s! y- C1 @2 v0 A5 c
(See RADIAL.)' {# k B3 o/ H
CPDLC(See CONTROLLER PILOT DATA LINK& V$ [- l7 |# U: }9 X' `1 f- D
COMMUNICATIONS.)
1 S8 F% _# z/ O/ [2 f; Z( pCPL [ICAO]-* d9 y! y1 }4 U6 Z, l4 `
(See ICAO term CURRENT FLIGHT PLAN.)) l% q0 \% y7 V2 R5 B! q0 v
CRITICAL ENGINE- The engine which, upon3 s) m* v5 R& M7 j% t2 ^5 }1 M, T
failure, would most adversely affect the performance8 Y& x' I8 g; Z
or handling qualities of an aircraft.
% H$ N* Q7 _6 O1 q( [* SCROSS (FIX) AT (ALTITUDE)- Used by ATC
3 c% a$ t) q1 J" ywhen a specific altitude restriction at a specified fix
' i+ n; J$ g: @1 W/ j" T; mis required.
8 g9 e" m" r5 n9 l2 }8 PCROSS (FIX) AT OR ABOVE (ALTITUDE)- Used
: y) @- [+ c- t, q$ Eby ATC when an altitude restriction at a specified fix
( K$ i3 I: \/ e! iis required. It does not prohibit the aircraft from: K" `/ S# E0 s+ Y
crossing the fix at a higher altitude than specified;
9 ~" z( T- V5 L% G( }however, the higher altitude may not be one that will: l& c. V6 Y: ^3 h
violate a succeeding altitude restriction or altitude
- i# X8 K; C. y" H" x) ]assignment.+ r/ i0 F' O& {' T% F1 |( a
(See ALTITUDE RESTRICTION.): Q9 r/ g1 P( A% l4 c2 k
(Refer to AIM.)( T' E; L2 u3 y6 `! q ~1 c* x
CROSS (FIX) AT OR BELOW (ALTITUDE)-
1 z+ r) f; L* k0 tUsed by ATC when a maximum crossing altitude at
- g6 C3 h9 ^+ ]$ `7 Za specific fix is required. It does not prohibit the
+ {4 U5 b# X- f0 ]/ raircraft from crossing the fix at a lower altitude;0 ~% T& u# |2 P' P
however, it must be at or above the minimum IFR
# P$ l8 B& I. I& Q% b/ o3 laltitude.8 d9 W, t8 |4 P6 y2 y; q v
(See ALTITUDE RESTRICTION.) R. s [) @9 Y5 Q$ A% t5 E
(See MINIMUM IFR ALTITUDES.)
0 @! ^$ L8 a, g* T/ ^ Q(Refer to 14 CFR Part 91.)0 F( i& t, `& ~1 X' J6 X% i* G
CROSSWINDa. When used concerning the traffic pattern, the
6 h/ m$ O% @" {+ ]& t* L% |/ S2 V& Y9 wword means “crosswind leg.”
4 E& V/ P# r7 s2 s0 y0 N0 b(See TRAFFIC PATTERN.); X2 X! ~7 c5 s) F, j3 \
b. When used concerning wind conditions, the
, W2 K& }% s6 D( _word means a wind not parallel to the runway or the
- M( M! V: _+ }: [" A& ipath of an aircraft." [" j9 L+ E+ q) G3 W# F4 \- e, `
(See CROSSWIND COMPONENT.)
- p: ]3 }+ \4 a& x5 b% F6 X% cCROSSWIND COMPONENT- The wind compo‐4 |# b+ j( h+ Z# }
nent measured in knots at 90 degrees to the; U, J8 Y: c1 z* f; p
longitudinal axis of the runway.
' p, F! e5 K: U- hCRUISE- Used in an ATC clearance to authorize a: u- n7 b1 \+ B) m$ I
pilot to conduct flight at any altitude from the' X4 E9 j& Q8 v
minimum IFR altitude up to and including the4 G2 B) p/ P" L) }# K# C7 [
altitude specified in the clearance. The pilot may
- [" ^ \; O) U, k" A; zlevel off at any intermediate altitude within this block/ H T0 d* Q! u" D" H
of airspace. Climb/descent within the block is to be
/ Z0 W2 J5 d# c7 v0 g9 j7 I4 Emade at the discretion of the pilot. However, once the
+ P1 y: l$ Z, F3 lpilot starts descent and verbally reports leaving an
/ i- `$ T. K7 Y- h( ealtitude in the block, he/she may not return to that! z& Y. I' R6 t& N0 E8 K
altitude without additional ATC clearance. Further, it- {7 M$ y, K7 d* @/ O- A- s
is approval for the pilot to proceed to and make an+ J" W" U) w8 x- `6 [
approach at destination airport and can be used in$ C7 N) f$ x) ?: i7 d$ l% S# z
conjunction with:: t2 p3 c3 ~6 M V4 T$ |6 C# y
a. An airport clearance limit at locations with a
6 ~& U# h; g4 M6 c$ cstandard/special instrument approach procedure. The1 l; l* {# k: {* R4 k
CFRs require that if an instrument letdown to an
$ o6 X5 h. Y& H( p) |/ k0 kairport is necessary, the pilot shall make the letdown) s' p5 S# W8 S6 e
in accordance with a standard/special instrument
) N' m# g( r& A. u$ y8 c' Lapproach procedure for that airport, or6 S: A& j# {( }& Q& h5 Y, s( W# a
b. An airport clearance limit at locations that are
- l- I7 z% C4 G/ y2 i, c5 ywithin/below/outside controlled airspace and with‐9 K+ J$ q* j3 q7 ^2 m; f8 x, J
out a standard/special instrument approach
, l/ g2 q7 m" \9 A8 T8 }procedure. Such a clearance is NOT AUTHORIZA‐
( j$ J0 O8 b* y5 U/ B8 e5 H0 Q: MTION for the pilot to descend under IFR conditions
v& x# P, E; W/ zbelow the applicable minimum IFR altitude nor does
8 F4 h5 @5 |1 [it imply that ATC is exercising control over aircraft
8 Z* c% A+ h2 G" Min Class G airspace; however, it provides a means for. |0 H: c0 R- y& s" S$ X5 l! D
the aircraft to proceed to destination airport, descend,
7 \$ c; b6 Z" yand land in accordance with applicable CFRs0 D. P5 O/ s2 \9 s, U- U2 @- v/ B
governing VFR flight operations. Also, this provides# I: g/ X$ K( V. F
search and rescue protection until such time as the. ~. ^* m3 e/ f0 A
IFR flight plan is closed.0 O) ~, _8 e/ G2 u U/ S
(See INSTRUMENT APPROACH( T% f6 x& R3 I$ L" Y
PROCEDURE.). D( J- }1 ^" k* _( z! ^
CRUISE CLIMB- A climb technique employed by1 M& H8 m- ~5 D% ^1 @
aircraft, usually at a constant power setting, resulting# T4 P% W+ W4 N( r# e4 \, Z+ E
in an increase of altitude as the aircraft weight+ z2 f, z0 w3 @9 ~ Q
decreases.* l& b+ {6 S" b: Q
CRUISING ALTITUDE- An altitude or flight level$ q5 h8 g8 L; _; ^
maintained during en route level flight. This is a
, p7 f) |& E4 Fconstant altitude and should not be confused with a* D, Z" C2 ~8 ^: G( x- h8 j
cruise clearance.
0 s$ Y4 s6 c; v. w! r7 _8 I(See ALTITUDE.)
4 v. o& ]' G; H+ \& l(See ICAO term CRUISING LEVEL.); C% S4 b4 H! {5 B# G
CRUISING LEVEL(See CRUISING ALTITUDE.)
# m* S* g# k2 C/ {6 t& qCRUISING LEVEL [ICAO]- A level maintained
3 ~0 o; @! u' a. w5 j, Kduring a significant portion of a flight.
+ B. l2 q3 P+ e( KPilot/Controller Glossary 2/14/081 O0 d* n6 I; A
PCG C-9
+ \6 b- V2 R; NCT MESSAGE- An EDCT time generated by the
; ^3 j3 }! [, rATCSCC to regulate traffic at arrival airports.6 }) V/ ]9 a( O M j6 x: i
Normally, a CT message is automatically transferred
5 E+ [' |! `3 w( Ufrom the Traffic Management System computer to the
2 J. P3 }, ^( @NAS en route computer and appears as an EDCT. In
: T" n7 {2 |& @3 m3 Sthe event of a communication failure between the7 W4 i! _4 v: W( i! P
TMS and the NAS, the CT message can be manually
: `. e$ }9 K) a* yentered by the TMC at the en route facility.
( e' ^/ o9 }$ CCTA(See CONTROLLED TIME OF ARRIVAL.)
$ g$ V5 w/ g4 p G( G(See ICAO term CONTROL AREA.): C9 F; `) n y: d) _: w+ ~4 v' V; O
CTAF(See COMMON TRAFFIC ADVISORY& u U1 n& y6 h j3 {
FREQUENCY.)! q2 Q5 p4 n* o5 q
CTAS(See CENTER TRACON AUTOMATION
( u+ w' n7 O! V$ MSYSTEM.)* i2 S0 L k# ^6 U
CTRD(See CERTIFIED TOWER RADAR DISPLAY.)
: ]+ F! C6 h3 I2 x1 l5 WCURRENT FLIGHT PLAN [ICAO]- The flight# K* B& k$ L* y* j4 t3 m! ^. ?
plan, including changes, if any, brought about by
: B2 n; Z! f7 [% x4 G1 Msubsequent clearances.& B& h; w; O* N2 u0 W
CURRENT PLAN- The ATC clearance the aircraft
: u. D* u$ ? z4 uhas received and is expected to fly.
) S! R+ g" i( q" B/ l9 U5 A" fCVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE
& ?% U% m5 |+ LAPPROACH.)& o+ ~& Y4 u8 a' b$ m8 j: q4 A6 E
CWA(See CENTER WEATHER ADVISORY and) r( P6 m! L8 n* L6 D1 ^8 @
WEATHER ADVISORY.)
5 J% J$ _$ I9 w! [+ @) |Pilot/Controller Glossary 2/14/08: W0 _ c1 l8 P O# r/ v
PCG D-1$ X5 j+ ]0 f; t) T
D- L/ q8 W C5 k: Z* n% ]
D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL
. b. k3 t" J; w$ n6 k& fINFORMATION SERVICE.)* ]: i/ G: B8 Z2 u( J+ j5 h
DA [ICAO]-
0 u# M9 H: z0 U/ r(See ICAO Term DECISION' d8 W. K7 e. `
ALTITUDE/DECISION HEIGHT.), x/ f3 v, B7 B; x, t' n
DAIR(See DIRECT ALTITUDE AND IDENTITY$ s$ B5 N8 g q3 v! O
READOUT.)0 E: q; ]! l; h
DANGER AREA [ICAO]- An airspace of defined
0 N2 `% ?1 x9 ]dimensions within which activities dangerous to the
: W! H' D" k, A) z. U! Hflight of aircraft may exist at specified times.
3 @1 f( w* z2 VNote:The term “Danger Area” is not used in$ V2 {9 E0 ^* k; J
reference to areas within the United States or any6 L8 R7 \0 F' L; h) L
of its possessions or territories.
! W% W7 S( A% S+ S. cDAS(See DELAY ASSIGNMENT.)8 l3 [2 \9 R% Z& [' q. D
DATA BLOCK(See ALPHANUMERIC DISPLAY.)
^) p2 i2 W% g3 `# ]DEAD RECKONING- Dead reckoning, as applied
0 y' o6 x7 _, {8 ^1 h E. hto flying, is the navigation of an airplane solely by/ [' M' i9 z- u& O9 S
means of computations based on airspeed, course,
0 h6 J- g0 i- }0 Yheading, wind direction, and speed, groundspeed,5 J& u, `6 ~# N8 w0 l0 |2 G8 T
and elapsed time.- ?: E% d/ w: E$ T- ?
DECIS ION ALTITUDE/DECIS ION HEIGHT+ c3 y# T9 {3 [7 F- e' W" y1 O
[ICAO]- A specified altitude or height (A/H) in the
' `0 @2 D) M. H; f# b/ e: S8 q% {precision approach at which a missed approach must
. P( C- i o4 D5 k5 y% [be initiated if the required visual reference to
6 f" g* S% Z9 [* L! v- ~9 t ^continue the approach has not been established.* {9 c4 c0 k3 w9 J4 J! i y- c. w
Note 1:Decision altitude [DA] is referenced to; x7 {7 `1 t' ?8 s% L
mean sea level [MSL] and decision height [DH] is
' @/ {# q$ ~3 m* D& \3 m& \6 }# Rreferenced to the threshold elevation./ C2 A* C, S \. l! q& @9 B" r
Note 2:The required visual reference means that# D y; s `3 H( ^. X* o6 ]) B! b
section of the visual aids or of the approach area/ e. o: ]2 u7 I# l5 J
which should have been in view for sufficient time* \4 s1 e) ?+ t, |
for the pilot to have made an assessment of the
- |2 p# U( x& _0 laircraft position and rate of change of position, in
3 G& ~$ O7 {+ Srelation to the desired flight path.1 @. E& Y. h$ ^& ^
DECISION HEIGHT- With respect to the operation3 ^ W/ b4 C) X @# H
of aircraft, means the height at which a decision must
: @0 d8 n; s! o1 ]9 I( ibe made during an ILS, MLS, or PAR instrument
# w2 r6 E5 D1 [) X" N0 }approach to either continue the approach or to execute
7 _9 |. D) u: V3 g( l; Ba missed approach.8 x, u y4 m7 B# k5 y$ g
(See ICAO term DECISION
9 S h A4 b6 R9 {( mALTITUDE/DECISION HEIGHT.)* u9 o S5 f) R& O6 K) J
DECODER- The device used to decipher signals5 m# l5 w( E2 S& n" |& @
received from ATCRBS transponders to effect their! U H5 R u$ m* ~
display as select codes.
! p7 m- g# T+ L6 {& ]$ h5 I(See CODES.)$ g6 [& c! m b: c/ M3 z2 r; T, Y
(See RADAR.)
Q- ^$ B `+ L0 R9 {8 G/ DDEFENSE VIS UAL FLIGHT RULES- Rules
4 @) f/ y. d; s4 j, \( mapplicable to flights within an ADIZ conducted under1 B6 Q N1 T% k
the visual flight rules in 14 CFR Part 91.
# y8 K) N; h/ P1 M(See AIR DEFENSE IDENTIFICATION ZONE.)8 C1 \4 n, H# [( N3 _' ^ G5 w) ^
(Refer to 14 CFR Part 91.)
, a/ b6 W- Y+ q* K(Refer to 14 CFR Part 99.)
8 |5 E' Q) P3 ?3 NDELAY ASSIGNMENT (DAS)- Delays are distrib‐
$ a' `7 q, E0 R- luted to aircraft based on the traffic management. v' w& R [, s6 m
program parameters. The delay assignment is
+ ~( q6 G, H# \, Y9 l2 w3 Kcalculated in 15-minute increments and appears as a
# g$ M' C% j5 [! W; ]table in Enhanced Traffic Management System9 v) h4 A* t) z0 S- {: v
(ETMS).& o+ B% t) B1 J. i; l+ ~! q" a
DELAY INDEFINITE (REASON IF KNOWN)
2 ^3 Q$ d$ D: z8 f3 WEXPECT FURTHER CLEARANCE (TIME)- Used
9 G1 d; A5 T nby ATC to inform a pilot when an accurate estimate: }1 p4 g! N' c- k8 d& p, J
of the delay time and the reason for the delay cannot
7 p7 A* Y9 g( R- \2 j& e8 ~7 Zimmediately be determined; e.g., a disabled aircraft
9 l, g+ i2 y5 ?0 m' Aon the runway, terminal or center area saturation,
2 \$ e* }; G" E3 n# j, Cweather below landing minimums, etc.7 H; Q9 A6 G! b$ Q' Z
(See EXPECT FURTHER CLEARANCE (TIME).)
0 h7 W: ] B5 U1 ^3 C( J- LDELAY TIME- The amount of time that the arrival# {' w: {' e1 c5 W2 V6 E- F$ r
must lose to cross the meter fix at the assigned meter
9 A b V6 ?! qfix time. This is the difference between ACLT and
9 m/ g; r" ?% ?! ^! V( U, {5 CVTA.* h7 e/ D0 s7 s* B+ b
DEPARTURE CENTER- The ARTCC having
9 n0 t( O: b& L3 Ljurisdiction for the airspace that generates a flight to% k; c6 c+ y. T- E. X# j( o
the impacted airport." `& z! g, y$ p+ O
DEPARTURE CONTROL- A function of an
6 q" f! ^- G% s: B$ ?( sapproach control facility providing air traffic control' m! t, l7 [" @' |5 T% M* B
service for departing IFR and, under certain5 K: A- j5 W m; G3 _3 T& W
conditions, VFR aircraft.
8 ]' E5 L8 L, e3 J) o' _$ e0 c(See APPROACH CONTROL FACILITY.) T6 ~; W) m/ k4 Y
(Refer to AIM.)! K5 R9 [3 Y1 t4 U. `! O9 p! b6 `# m
DEPARTURE SEQUENCING PROGRAM- A
I% F. G0 _$ y3 J; x' Hprogram designed to assist in achieving a specified' U1 ~9 h0 |! \3 f/ N( H' x
interval over a common point for departures.4 m7 e* G9 h/ ]3 q' S( p8 U/ K. x1 e
Pilot/Controller Glossary 2/14/081 H; {7 n1 l9 L% a
PCG D-22 F1 j* q4 d: e: w b
DEPARTURE TIME- The time an aircraft becomes
1 c& E' m% l% b: eairborne.- v) F3 @; [; G) n3 M( o
DESCENT SPEED ADJUSTMENTS- Speed decel‐1 G9 G5 Q1 D v7 z
eration calculations made to determine an accurate
$ @* p# r3 z$ o8 p) m! c" dVTA. These calculations start at the transition point
0 O- H+ |& x; q9 W) Jand use arrival speed segments to the vertex.
. n2 p9 K) M6 _2 e. uDESIRED COURSEa. True- A predetermined desired course direction4 I; b; u: A" P
to be followed (measured in degrees from true north).# M! p4 z, ]* z4 N H R" C
b. Magnetic- A predetermined desired course
2 ]" d) _5 a0 |' u4 x+ Mdirection to be followed (measured in degrees from
# L2 c5 V- q( olocal magnetic north).
) V7 B {% a ]3 UDESIRED TRACK- The planned or intended track: q$ a9 B* A" U4 b
between two waypoints. It is measured in degrees' t: }1 q* H1 d- T* |( f
from either magnetic or true north. The instantaneous
; G' M9 C" ^5 T' ^0 mangle may change from point to point along the great6 Y/ J- \2 P! H v. a3 B0 `- I
circle track between waypoints.- ^' v' d7 y* r) f$ S
DETRESFA (DISTRESS PHASE) [ICAO]- The
. s J, V" {, J1 b& Vcode word used to designate an emergency phase
4 r- G9 y8 M; _$ y/ Y1 zwherein there is reasonable certainty that an aircraft6 v& P/ o3 o, I: Q p' y7 L, _
and its occupants are threatened by grave and
, j! F9 l+ O7 C! simminent danger or require immediate assistance.. O+ i k2 f- @0 d1 U* d6 ]
DEVIATIONSa. A departure from a current clearance, such as an
1 i2 r8 S% A0 e: ~: i* x/ Qoff course maneuver to avoid weather or turbulence.
& s4 F7 g$ \8 ub. Where specifically authorized in the CFRs and! ^3 N# t) S, P. A
requested by the pilot, ATC may permit pilots to2 ^* \! v, Q9 C: @$ L
deviate from certain regulations.% `3 r I) }( J0 O4 s+ R
(Refer to AIM.)# i3 ^8 B0 @1 N; v4 C; F1 q* k
DF(See DIRECTION FINDER.)7 T L* H& c. W! A, m; C5 y4 a
DF APPROACH PROCEDURE- Used under2 P3 Z& n* |; c5 v/ b. f/ s) h
emergency conditions where another instrument
+ l/ W i& x) f/ M/ \7 C# eapproach procedure cannot be executed. DF guidance; r @7 F/ z& g
for an instrument approach is given by ATC facilities
5 g. r$ U4 K$ m- h! Vwith DF capability." c4 V H) U+ ]8 P8 Q
(See DF GUIDANCE.)
+ N# J+ M) y% E: K0 g% y(See DIRECTION FINDER.)% n! c# L( u$ @' u
(Refer to AIM.)& \8 V: ]+ K, K, K; I F1 b
DF FIX- The geographical location of an aircraft
5 E$ ?; o: o8 N7 eobtained by one or more direction finders.% |- B9 U" h: U1 R
(See DIRECTION FINDER.)
b& q5 x6 |% P! M5 B5 D4 J. cDF GUIDANCE- Headings provided to aircraft by; r" ]% ^" P* _
facilities equipped with direction finding equipment.
) n3 Q# `/ `3 FThese headings, if followed, will lead the aircraft to+ g" }5 m) `$ k2 L) }$ o5 r5 d
a predetermined point such as the DF station or an
! `' ^" V8 D" |7 N7 m t$ C/ F+ w) Oairport. DF guidance is given to aircraft in distress or
5 Y8 _' g: u+ t6 d9 z* I& uto other aircraft which request the service. Practice0 S; Y7 H ]# } @% F
DF guidance is provided when workload permits.
; @4 b6 s! D4 j; K9 t! b(See DIRECTION FINDER.)5 p* B9 Y& ~, g6 ~
(See DF FIX.)
/ b5 E0 ^: o! n& t; s(Refer to AIM.)
7 v. \1 B6 ^7 u% C1 u( @, F( iDF STEER(See DF GUIDANCE.)
0 W$ L( l6 b0 x) @; e Y7 sDH(See DECISION HEIGHT.)
: }+ Z! e! T4 \/ y/ L( hDH [ICAO]-
- `. m# a2 V. u(See ICAO Term DECISION ALTITUDE/& B" u" O7 {% o- l& K# }; C1 _
DECISION HEIGHT.)
! O7 z# k% ~0 h) N: J+ ]9 `; XDIGITAL‐AUTOMATIC TERMINAL INFORMA‐
4 ~6 l+ k* N. P5 kTION SERVICE (D‐ATIS)- The service provides* |% ]: ]/ W# D1 D- X4 m! |
text messages to aircraft, airlines, and other users
" g* h0 c$ A) c, T0 Eoutside the standard reception range of conventional
+ M- P3 d4 h$ L% WATIS via landline and data link communications to% p; V& @2 U% Y0 A$ M* j
the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to% I# V$ D6 L8 W. m3 p, P9 c. ~
all aircraft within range of existing transmitters. The9 F* P! F( W' j+ r+ @
Term inal Data Link System (TDLS) D‐ATIS6 \0 r5 ]$ [8 [5 V9 ^! y7 x9 z
application uses weather inputs from local automated5 n- O, y* `/ ?5 R$ o
weather sources or manually entered meteorological) z" {; s. S% z+ g A# l
data together with preprogrammed menus to provide
/ N& b" Z5 C' p3 X, }. Nstandard information to users. Airports with D‐ATIS
7 N9 O/ I0 T+ w) n' E6 T% lcapability are listed in the Airport/Facility Directory.
9 s9 Y1 @: u( V/ c8 A5 Z! hDIGITAL TARGET- A computer-generated symbol' c& j7 e9 k' R/ w
representing an aircraft's position, based on a primary3 h' [. e( o& [- P4 q
return or radar beacon reply, shown on a digital$ p6 C. I7 K* p
display.0 M4 A) d+ I% Q1 t: T8 |" \: C
DIGITAL TERMINAL AUTOMATION SYSTEM
3 h; c! h$ C/ T$ A( I, p1 i(DTAS)- A system where digital radar and beacon
- \$ U' a. n. C N0 C! Tdata is presented on digital displays and the# t: ]" C/ P3 |( x8 F% ?1 P/ Z
operational program monitors the system perfor‐* _. v m6 N: M% R7 g3 ~0 l
mance on a real-time basis.
; W3 U' n3 W+ R. `/ E3 @DIGITIZED TARGET- A computer-generated
( ~% Z* s8 I+ {indication shown on an analog radar display resulting
2 o/ F5 l- X9 ifrom a primary radar return or a radar beacon reply.
v. c( y. w. |# YDIRECT- Straight line flight between two naviga‐
8 j, R( m9 B5 t0 i0 C: Wtional aids, fixes, points, or any combination thereof.! ]7 U' B5 L; l+ s1 N& _# u; I) v5 e
When used by pilots in describing off‐airway routes,
( X) m( P6 k4 B% H+ W2 tpoints defining direct route segments become- N' h5 `! R M0 A$ U5 O
compulsory reporting points unless the aircraft is" m+ ^1 Y. g& i# v
under radar contact.( r7 o3 [- |( e2 O' G, |* Q
DIRECT ALTITUDE AND IDENTITY READ‐1 X# b) u- h+ ^ i( b3 F# ~& Q
OUT- The DAIR System is a modification to the0 O. f$ k. Z$ L3 ]: U
Pilot/Controller Glossary 2/14/08
0 y( G" x! b8 n, n9 s( NPCG D-3. Z$ d0 I# E& S4 z' @
AN/TPX‐42 Interrogator System. The Navy has two
! Q8 ?& E3 ^( fadaptations of the DAIR System‐Carrier Air Traffic
! v( R, v! h* g4 x# Y4 oControl Direct Altitude and Identification Readout* }% s B: {* W: O
System for Aircraft Carriers and Radar Air Traffic- r& p" e/ u# u# \# [: R
Control Facility Direct Altitude and Identity Readout
& ` I0 g( e# V1 vSystem for land‐based terminal operations. The
+ R$ y% k9 N/ b }: H4 |1 \" FDAIR detects, tracks, and predicts secondary radar, _# ?4 Q+ a) M- j7 _* L
aircraft targets. Targets are displayed by means of
+ u O4 X* H- [- |computer‐generated symbols and alphanumeric
1 h( k) z# X) e) i, h5 o0 y+ vcharacters depicting flight identification, altitude,$ O1 @2 i: c7 ^* P
ground speed, and flight plan data. The DAIR System
; k' p8 _3 _# cis capable of interfacing with ARTCCs.1 _' K$ P. ?9 d) X3 z x
DIRECTION FINDER- A radio receiver equipped
' D; M3 F( X6 R* A* E. twith a directional sensing antenna used to take, i1 s) i+ p9 g# k1 y' x6 d
bearings on a radio transmitter. Specialized radio
5 n, e' W* \7 Adirection finders are used in aircraft as air navigation) m# i: S; n" K" K
aids. Others are ground‐based, primarily to obtain a
* \) N; ?& w/ m% W G0 r1 S“fix” on a pilot requesting orientation assistance or to
! e8 z! Z2 f j) D) @1 S( S7 \locate downed aircraft. A location “fix” is established
' p( n/ R; m0 H. U8 v6 wby the intersection of two or more bearing lines! x) h, S& {9 z% ^! e$ \$ w' l
plotted on a navigational chart using either two
( S* w: P- V, m8 oseparately located Direction Finders to obtain a fix on
# L9 @0 J( R: Dan aircraft or by a pilot plotting the bearing
3 o V3 {2 T" k7 eindications of his/her DF on two separately located4 A! z9 b: t" X* a" c: N' R
ground‐based transmitters, both of which can be
( X( \0 n6 e6 Y9 T0 }( eidentified on his/her chart. UDFs receive signals in
! E* J9 O4 G ~* Q$ @! Dthe ultra high frequency radio broadcast band; VDFs
. t2 i+ f6 c5 Gin the very high frequency band; and UVDFs in both
2 S u# m+ J8 V0 Y Jbands. ATC provides DF service at those air traffic
2 T+ ?- T, H8 m& S& |) S4 p. Ncontrol towers and flight service stations listed in the
7 k. R( m: D! H/ a! {# wAirport/Facility Directory and the DOD FLIP IFR En
+ j6 ?' k, V9 c5 G5 zRoute Supplement.4 X9 f6 H' q- X+ O* A- q4 N m3 K) R
(See DF FIX.)6 X* y4 A6 V, ]8 s
(See DF GUIDANCE.)' g x. n. K& f: X1 Y. H0 I
DIRECTLY BEHIND- An aircraft is considered to
- c$ C) l' V9 H: t! i, W+ C3 j0 ]* nbe operating directly behind when it is following the0 ~! m" O! Q. x; ~. x
actual flight path of the lead aircraft over the surface l8 \' S1 O4 o$ O0 \, V- s H) Q
of the earth except when applying wake turbulence+ _* E: E- o3 }: {0 [: t; [* X
separation criteria.
5 N) G; c& |! e3 [' D+ MDISCRETE BEACON CODE(See DISCRETE CODE.)
6 s7 |/ A" ]0 |- q [DISCRETE CODE- As used in the Air Traffic
; u: O' T5 X0 T2 z; f+ hControl Radar Beacon System (ATCRBS), any one0 s' l! Q2 h! [3 A
of the 4096 selectable Mode 3/A aircraft transponder$ F* U1 k/ L z3 G
codes except those ending in zero zero; e.g., discrete
+ d, |: t& p# o( | Wcodes: 0010, 1201, 2317, 7777; nondiscrete codes:5 r; ?8 ]8 } }0 G" }) @
0100, 1200, 7700. Nondiscrete codes are normally
. v! j# k3 W3 N: k; R9 @: U2 [reserved for radar facilities that are not equipped with: @% X+ i7 D8 K& B/ K: m* |; v
discrete decoding capability and for other purposes u1 \2 |9 N4 }$ Y4 W0 n
such as emergencies (7700), VFR aircraft (1200), etc.1 _( N N( j1 a8 W, M) e, ^" S0 c
(See RADAR.)
1 d* Z0 c' y* _/ d* p4 m5 L2 G(Refer to AIM.)
+ `9 g1 T5 o q+ ~; u% l" l: jDIS CRETE FREQUENCY- A separate radio/ W8 [ {. Q2 ~; d1 O$ s4 R
frequency for use in direct pilot‐controller commu‐0 s5 H& E) h1 e8 Z
nications in air traffic control which reduces
( p: d; a5 q9 Pfrequency congestion by controlling the number of) P3 w" W" M7 G* A7 u
aircraft operating on a particular frequency at one
4 V" ]& }/ N0 itime. Discrete frequencies are normally designated% h0 k, L4 v7 t" b! z/ Q' ?7 f$ B. u
for each control sector in en route/terminal ATC* Q5 a2 O5 ]! f4 c
facilities. Discrete frequencies are listed in the
/ F3 }3 H2 n3 u0 wAirport/Facility Directory and the DOD FLIP IFR En- u# u* j( | h6 P% x* e3 f- z$ ^
Route Supplement.
, ]% S+ G* y- {% m2 j4 p9 }8 X(See CONTROL SECTOR.)
8 q# l+ s& g, p4 VDISPLACED THRESHOLD- A threshold that is
; ?2 V0 Z' R/ a1 |$ klocated at a point on the runway other than the
4 C* p. ~) ]* edesignated beginning of the runway.
% \" e2 c* o" n. A! X(See THRESHOLD.)( ]2 H) v3 D' N, l; t8 B+ G+ u
(Refer to AIM.): ^+ n3 S, t1 c& }, ^9 U
DISTANCE MEASURING EQUIPMENT- Equip‐' [. s! a' C# e: d1 W
ment (airborne and ground) used to measure, in; {4 R2 M6 ~, e6 R
nautical miles, the slant range distance of an aircraft8 ~' F. }7 b/ R( j2 R v
from the DME navigational aid.' c6 Z6 O2 v: N$ v: {) N
(See MICROWAVE LANDING SYSTEM.)
' z2 }6 _. Q( `7 k(See TACAN.)$ C: T& s' a* Q% f! E5 C
(See VORTAC.)
1 h9 x' y, U/ }$ i0 B2 qDISTRESS- A condition of being threatened by
0 L5 z! B4 s0 n. y: s& ^; } R' V$ Qserious and/or imminent danger and of requiring% H) Z! K# Y% N1 [# J
immediate assistance.& Z$ ^1 d7 \& V) A6 ^8 J* m
DIVE BRAKES(See SPEED BRAKES.)
$ {9 \( K: y' T7 D4 YDIVERSE VECTOR AREA- In a radar environ‐
$ n3 n) T, z4 G l6 V) s2 i8 Bment, that area in which a prescribed departure route F5 j0 c" N7 C2 ~
is not required as the only suitable route to avoid
8 A7 k4 r7 ^% K+ h2 o9 tobstacles. The area in which random radar vectors. `1 c% o) D$ i6 F8 z& X9 A0 h5 f' t
below the MVA/MIA, established in accordance with
G `" d U j1 S: m# S, Zthe TERPS criteria for diverse departures, obstacles
4 ~) n7 i) p4 a' Aand terrain avoidance, may be issued to departing4 ?3 A$ f/ m' b6 z
aircraft.; O3 y' I/ W4 j/ Q% X
DIVERSION (DVRSN)- Flights that are required to
2 o8 E: z% \ O% [land at other than their original destination for
0 ]3 I- F1 }4 P3 Areasons beyond the control of the pilot/company, e.g.
/ P$ ~8 l* B# S- w: k1 O! |1 Cperiods of significant weather.$ ~. b/ q' h- I" d7 F% J$ S8 R
DME(See DISTANCE MEASURING EQUIPMENT.)
' ~( R; o7 q6 Z) k% p `Pilot/Controller Glossary 2/14/08
+ L9 F' a2 b. ]' B( t' H- KPCG D-4. S* x3 p5 T+ c+ W9 S5 q. w
DME FIX- A geographical position determined by9 K F5 m! Z ?, L
reference to a navigational aid which provides
# ^+ H4 W' C9 udistance and azimuth information. It is defined by a9 u2 _2 _5 F, w0 l
specific distance in nautical miles and a radial,( _2 [* w/ ^9 I2 y! k
azimuth, or course (i.e., localizer) in degrees9 Q f8 }2 P( P6 ~ m- }1 K6 V
magnetic from that aid.
, `8 D/ N' {& u(See DISTANCE MEASURING EQUIPMENT.)" ^) n% Z- Y8 D# t5 _! T% ?
(See FIX.): B' A: L' B6 I" Q% u
(See MICROWAVE LANDING SYSTEM.)$ s h% w. O8 u: D" |3 t) e
DME SEPARATION- Spacing of aircraft in terms of c% ?: @: M* s+ [. b1 a7 P
distances (nautical miles) determined by reference to
5 ?6 `- T5 E4 E$ odistance measuring equipment (DME).
) G8 U4 r+ }, n(See DISTANCE MEASURING EQUIPMENT.)
# N1 p2 S8 B X7 nDOD FLIP- Department of Defense Flight Informa‐
. k# e, A( t/ d; {tion Publications used for flight planning, en route,, f6 }4 a' K/ l, U6 b
and terminal operations. FLIP is produced by the
9 ~0 d3 D" G, I8 [; zNational Imagery and Mapping Agency (NIMA) for' T# t9 ^+ c" f
world‐wide use. United States Government Flight
) c' U# o4 Y! h) e" pInformation Publications (en route charts and
" A/ f$ X5 O1 p: C$ n* Winstrument approach procedure charts) are incorpo‐" ]4 ~ F9 ^* G8 ? ]
rated in DOD FLIP for use in the National Airspace# l# y* ^) P6 V8 L' v' }
System (NAS).2 i- y; ?% h2 W# k0 L
DOMESTIC AIRSPACE- Airspace which overlies
* }' A, |9 j2 ?9 o1 S7 V4 J0 Ythe continental land mass of the United States plus
4 Z( r0 ^8 K2 {Hawaii and U.S. possessions. Domestic airspace) a+ |* m9 S$ h% Y
extends to 12 miles offshore.
! [: @: ^; w: ^! V/ O% ADOWNBURST- A strong downdraft which induces* K- S, S1 U' d8 w
an outburst of damaging winds on or near the ground.
' X% l& X9 ?6 I$ I2 W! Z$ l aDamaging winds, either straight or curved, are highly- ] M9 p; d1 D5 v% N; D
divergent. The sizes of downbursts vary from 1/2# x& o; f" p% c$ U6 ] W; f
mile or less to more than 10 miles. An intense
6 U; |5 ]- n/ t9 ]/ V1 ^! ~- zdownburst often causes widespread damage. Damag‐8 ]. }2 x1 k- q
ing winds, lasting 5 to 30 minutes, could reach speeds9 Y& H( J- r( V8 d. v* G
as high as 120 knots.
4 d% T7 D: N5 K5 |* ^& z/ o, {5 fDOWNWIND LEG(See TRAFFIC PATTERN.), }# O3 f7 V. v
DP(See INSTRUMENT DEPARTURE PROCEDURE.)
& U& W% s' e9 v% ZDRAG CHUTE- A parachute device installed on
0 i' H: ^% T3 Z, a1 j* _/ lcertain aircraft which is deployed on landing roll to
) T' B$ K( ]( aassist in deceleration of the aircraft.
" u- V, e/ K) M7 F6 L. ~DSP(See DEPARTURE SEQUENCING PROGRAM.)
" j+ w1 f, K4 G+ KDT(See DELAY TIME.)
7 U. T% ?# k2 k% |8 V L$ SDTAS(See DIGITAL TERMINAL AUTOMATION7 ]3 Y5 v" G+ q" M7 \# `
SYSTEM.)
, F; W6 i7 n3 iDUE REGARD- A phase of flight wherein an0 H5 r) b/ s8 N# s( _
aircraft commander of a State‐operated aircraft4 E0 T" {, }8 p" y- r
assumes responsibility to separate his/her aircraft
( B- O' r2 z: Jfrom all other aircraft.; S7 ~0 V$ p* K8 k
(See also FAAO JO 7110.65, Para 1-2-1, WORD
; {8 k& ~4 j; o, H# tMEANINGS.)4 N5 X w- _" `' F" w6 A
DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY
9 g6 B, W# y3 m7 L% ?! DRUNWAY.)
8 Y' X9 U- ]1 Z- K; {/ JDVA(See DIVERSE VECTOR AREA.)9 u, O s$ ]$ ~ `: f
DVFR(See DEFENSE VISUAL FLIGHT RULES.)
1 V& w( x. U5 c! @3 M3 f2 `8 rDVFR FLIGHT PLAN- A flight plan filed for a VFR- Y$ L9 N T0 g+ u! v3 a
aircraft which intends to operate in airspace within
3 t0 U0 h. Q- [3 U& S& Gwhich the ready identification, location, and control
. D: E; U, D$ ~) [# eof aircraft are required in the interest of national, U" y# o' [# W8 U \; M
security.' D% L& k f3 _ t4 @
DVRSN(See DIVERSION.)0 Q+ p) v+ Z1 H9 c9 j: N
DYNAMIC- Continuous review, evaluation, and
% k; v. L% X- i2 h2 kchange to meet demands.
8 w' c n; t# U8 G% rDYNAMIC RESTRICTIONS- Those restrictions
5 y9 v6 Y/ S$ Z& timposed by the local facility on an “as needed” basis
2 B, z6 k7 ] G" |/ {! |7 v+ `to manage unpredictable fluctuations in traffic" w! W6 t s' l: q
demands.8 W7 p3 V, _9 O
Pilot/Controller Glossary 2/14/08
7 G: g2 E, [+ _/ A6 a; hPCG E-1
* [+ L7 X- q; g* s2 {. ^4 P6 ZE/ c) ^8 f4 I$ Y
EAS(See EN ROUTE AUTOMATION SYSTEM.)
) o+ i' j: g. i) j, ?0 F2 CEDCT(See EXPECT DEPARTURE CLEARANCE& E+ H, G$ N ]0 M
TIME.)
3 s- z8 r& ?+ }EFC(See EXPECT FURTHER CLEARANCE (TIME).)
# I- i& W+ {' t/ X3 t4 TELT(See EMERGENCY LOCATOR TRANSMITTER.), b* V- I8 z# F1 A$ {+ s9 p2 h
EMERGENCY- A distress or an urgency condition.
: ?- D8 p9 h! U6 QEMERGENCY LOCATOR TRANSMITTER- A9 \4 W* D$ @6 w: u" Y, n: ~
radio transmitter attached to the aircraft structure
' q7 {, |9 N( l& Owhich operates from its own power source on. k0 {8 Q( o s/ `/ E6 q
121.5 MHz and 243.0 MHz. It aids in locating
) w( a {; u+ Z* O a/ _downed aircraft by radiating a downward sweeping2 _8 I1 e8 O" {" e' F
audio tone, 2‐4 times per second. It is designed to- Z8 @% t' @ s# q I( j2 ~' l
function without human action after an accident.
6 P* O) k: @* E: [(Refer to 14 CFR Part 91.)
$ m* {+ G( B C" b8 B' Q(Refer to AIM.)$ z) S# _) B1 y! I( `/ i
E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE) N K7 G7 Q. O9 d
WARNING.)
8 h" Z; x2 r U4 c: \3 JEN ROUTE AIR TRAFFIC CONTROL SER‐
5 x9 \! T+ H9 K& o+ z% WVICES- Air traffic control service provided aircraft9 E) k$ l, C9 |4 g) J
on IFR flight plans, generally by centers, when these
3 ` F# y9 ~+ Gaircraft are operating between departure and
. V; s! `/ K7 \3 _0 qdestination terminal areas. When equipment, capa‐
1 R u: W- V# Q3 e! Hbilities, and controller workload permit, certain3 H; I, z L& I2 |
advisory/assistance services may be provided to VFR
- @6 ]8 ?8 l' Y$ {aircraft.6 O+ {+ Q5 |2 r4 a
(See AIR ROUTE TRAFFIC CONTROL3 O" M. Y$ S$ ~* M- d/ Y' a
CENTER.)
5 e$ Z; c v& w" B(Refer to AIM.)
2 l! O" F: u U: ]% V$ BEN ROUTE AUTOMATION SYSTEM (EAS)- The; w0 l0 ` s, u% e( c9 B7 @& B
complex integrated environment consisting of
8 d7 s5 b9 f" x: W) Xsituation display systems, surveillance systems and
" K0 `) M; X) q! ?0 R+ [flight data processing, remote devices, decision- _" o# j6 N# x5 j$ o( j i
support tools, and the related communications" ~. ]) ?5 J0 F& v0 L+ d
equipment that form the heart of the automated IFR) t$ w: F3 H- S( x9 C+ x
air traffic control system. It interfaces with automated3 l' T. \, J6 N2 N
terminal systems and is used in the control of en route- g2 Q$ A) F2 W5 L m5 L
IFR aircraft.$ e6 P D4 ]) a1 [ W2 _3 `5 @
(Refer to AIM.)
( [+ b' K1 B$ UEN ROUTE CHARTS(See AERONAUTICAL CHART.)
4 s' }) I; p6 r3 a7 XEN ROUTE DESCENT- Descent from the en route- V& v b5 I# G& R
cruising altitude which takes place along the route of
: I8 [& o1 }# ~' Gflight.
) R' m8 I' H8 S [5 sEN ROUTE FLIGHT ADVISORY SERVICE- A
8 o: J% N0 h7 ^! pservice specifically designed to provide, upon pilot. |0 B* {+ f" z3 I
request, timely weather information pertinent to6 A0 t- i# P3 S
his/her type of flight, intended route of flight, and' g( d+ R2 `$ T* i( h/ B1 @0 h
altitude. The FSSs providing this service are listed in
4 V: t2 s O# a: E: T# bthe Airport/Facility Directory.! R/ A5 Y$ ^. \! n2 `9 W* b2 `
(See FLIGHT WATCH.)
Z' ]( k) T ~(Refer to AIM.)
4 I: ?4 p/ j" M$ z, Z/ T, PEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)! V/ p7 Q1 J) w7 ^: p
EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)$ [; W/ F! v) \0 t* n) T& n( a# n
EN ROUTE MINIMUM SAFE ALTITUDE WARN‐
( K3 c1 d# _2 ~5 J3 T3 H: DING- A function of the EAS that aids the controller
; r6 g& y" g2 ^/ v7 C$ }by providing an alert when a tracked aircraft is below. [8 T5 w& q& e! O! V- }
or predicted by the computer to go below a
, A, R0 h( a- M* U7 m8 U. ?predetermined minimum IFR altitude (MIA)., E3 N& w9 n1 G9 m
EN ROUTE SPACING PROGRAM (ESP)- A
; a4 u$ A3 W' H+ cprogram designed to assist the exit sector in
' o6 R& ^& g5 m; y( J9 t# [achieving the required in‐trail spacing. d7 }+ j9 z3 t# R
EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a
9 @3 |0 I7 A$ N6 s+ B; TSID/STAR that connects to one or more en route# l" t; E0 ^7 M; m% g, J" J* C! r6 M
airway/jet route.
- R8 D6 B9 P X6 o8 n8 Y7 zb. RNAV STARs/SIDs. The portion of a STAR
$ I/ Z* A/ I+ jpreceding the common route or point, or for a SID the, g8 g1 O# B# I; L
portion following, that is coded for a specific en route
( X; |* [5 |1 _+ Ofix, airway or jet route.
% i3 y4 ~1 P$ K5 M/ bESP(See EN ROUTE SPACING PROGRAM.)
8 Y3 @! @$ J# eESTABLISHED-To be stable or fixed on a route,
7 y! j# p& b# |# Croute segment, altitude, heading, etc.
x* h% p1 I' {ESTIMATED ELAPSED TIME [IC AO]- The x( a( x8 X6 n3 c1 c
estimated time required to proceed from one
8 o( u4 h+ G0 ^significant point to another.% F. s6 i4 k4 x
(See ICAO Term TOTAL ESTIMATED ELAPSED' \2 v. @! x) A* @# V
TIME.)" @' k* F$ E: K3 u
Pilot/Controller Glossary 2/14/08. [7 v+ ^7 x+ v6 a) m' o
PCG E-2
: l( w" s5 K! GESTIMATED OFF‐BLOCK TIME [ICAO]- The5 u0 J- w: {) ~3 w) s, K. o7 j
estimated time at which the aircraft will commence
. E) { T8 F( s* y# q, p1 Z+ Smovement associated with departure.
. c" L# ~- A) k; Y2 q# DESTIMATED POSITION ERROR (EPE)-
/ ?6 N' n/ S* B/ F& J% k: F) Y5 s(See Required Navigation Performance)$ Z8 ? M$ W S# P S+ X' _0 `% |
ESTIMATED TIME OF ARRIVAL- The time the7 G$ K9 K8 e" S j
flight is estimated to arrive at the gate (scheduled
( e" Y3 @, a! Poperators) or the actual runway on times for
! f, @ ^ U! e* O( m0 lnonscheduled operators./ c* p- _7 o, p" L2 y
ESTIMATED TIME EN ROUTE- The estimated
1 n" W+ n0 y: K% ~' G* ?6 hflying time from departure point to destination
& {1 D4 A' b9 F* m7 w9 d% {6 R(lift‐off to touchdown).
& c+ L4 g# n. A+ R0 u/ r0 Z* C& ?9 |ETA(See ESTIMATED TIME OF ARRIVAL.)
' L6 T6 a9 t9 ]6 jETE(See ESTIMATED TIME EN ROUTE.)
- U7 R1 |' ^# E$ W, @. s1 F lEXECUTE MISSED APPROACH- Instructions
/ F6 S/ I: j# ^issued to a pilot making an instrument approach
$ z, C- [. `+ b5 ]; U8 ^which means continue inbound to the missed
8 x9 H, B- Y: i* A4 |( ~+ }$ uapproach point and execute the missed approach
, w2 q: m, k2 U6 ^3 iprocedure as described on the Instrument Approach0 O, m1 R" J1 ~( _ t! ]) C
Procedure Chart or as previously assigned by ATC.
% X8 a& A; k% f. HThe pilot may climb immediately to the altitude9 `& @# [) ~) _7 z% i' T
specified in the missed approach procedure upon* l- {! A# ~- G) H
making a missed approach. No turns should be- i0 k$ c, z( k8 \# } Q
initiated prior to reaching the missed approach point.0 H, g0 a7 x0 z1 e1 v0 B' h6 r& V
When conducting an ASR or PAR approach, execute' M' n$ ~$ E3 L& E
the assigned missed approach procedure immediately; n* N; A2 g% H' [ A
upon receiving instructions to “execute missed
: R( B7 U- P5 z k$ Bapproach.”
% @2 [8 `9 L" v9 t; L0 f(Refer to AIM.)- W# g" k; K, p+ z
EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used2 s9 d) q, O* j/ o$ {
under certain conditions to provide a pilot with an8 o+ l7 |8 Q/ y1 v- [2 Y
altitude to be used in the event of two‐way
# e6 ^) s8 d2 j0 ~. v0 e: V/ d/ Gcommunications failure. It also provides altitude
* c! |; J1 S$ j0 G! y6 G5 \0 [information to assist the pilot in planning." o/ b9 m, f0 N2 I5 H; z" E0 z
(Refer to AIM.)
! ~9 u7 ]+ m$ Z( U& n% x% M1 jEXPECT DEPARTURE CLEARANCE TIME$ \; c* v) {( z& |* f6 `, H& s
(EDCT)- The runway release time assigned to an
: B; j& l9 s' {$ E1 Saircraft in a traffic management program and shown8 S% y/ Y& F6 W0 [9 n
on the flight progress strip as an EDCT.
4 K6 M% Y0 I! T8 y1 o(See GROUND DELAY PROGRAM.)2 g2 j( C8 l) I: ]
EXPECT FURTHER CLEARANCE (TIME)- The
' p6 I' q$ n! N3 n- ^; qtime a pilot can expect to receive clearance beyond a
$ `1 C# J9 Z6 o @6 K1 @clearance limit.
- [! q. d% F) L+ UEXPECT FURTHER CLEARANCE VIA (AIR‐% y5 g+ V- Q! }4 u& u
WAYS, ROUTES OR FIXES)- Used to inform a
9 y9 d* I M( y. x; E7 F/ k# ]+ ?5 fpilot of the routing he/she can expect if any part of the1 b/ B1 Z7 N0 i
route beyond a short range clearance limit differs
& F3 L7 X0 q* c O5 mfrom that filed.
3 P/ T' F" g& [) q3 x. |! EEXPEDITE- Used by ATC when prompt com‐+ G$ M' G( \/ ~
pliance is required to avoid the development of an
( [4 L6 D6 M0 X$ X- c0 S n, ~9 ~" [# t9 Nimminent situation. Expedite climb/descent normal‐
2 i9 r" C6 `7 N5 J- tly indicates to a pilot that the approximate best rate
: B$ x8 w: | C, ~- h/ X3 Vof climb/descent should be used without requiring an
; L6 u' m, n8 c. {! vexceptional change in aircraft handling characteris‐& d5 w" m$ H$ y& g0 U4 e2 E, l; o; ?
tics.
$ O. Z( ]+ _7 Y; g1 L9 ~3 dPilot/Controller Glossary 2/14/08# H* U, d7 T; x. Q! B* O
PCG F-1
^9 {8 ^/ e7 LF
j( R4 z% C, Z" K# l, a* T, xFAF(See FINAL APPROACH FIX.)# n s4 R# H; `6 s5 F& y
FAST FILE- A system whereby a pilot files a flight
- ~: ]+ ?0 ?; Lplan via telephone that is tape recorded and then* N `; K7 s/ n. G% j: K0 K3 k
transcribed for transmission to the appropriate air
; C9 P8 x9 B- U. htraffic facility. Locations having a fast file capability
7 U( n5 T0 i, y! j- ~9 Y# Qare contained in the Airport/Facility Directory.! ^1 v! i6 _1 S
(Refer to AIM.)" }3 V# R$ e9 S F/ Y
FAWP- Final Approach Waypoint
" Y8 G& [ j- E# M7 _- FFCLT(See FREEZE CALCULATED LANDING TIME.)4 @2 w0 E, I. \( r6 o
FEATHERED PROPELLER- A propeller whose1 N! d0 K+ g7 i) N$ l- ]# J
blades have been rotated so that the leading and; x. g# y$ r/ \& u7 f
trailing edges are nearly parallel with the aircraft
3 R0 j8 c! i3 _8 A1 Q ?5 B& k/ aflight path to stop or minimize drag and engine* C, Z: q/ [9 [, r0 M) Q, ~
rotation. Normally used to indicate shutdown of a4 x, A7 `- |. }+ `' T
reciprocating or turboprop engine due to malfunc‐
7 d; Z& L8 e0 b3 m, ^! ]9 Wtion.
& @) X* T+ Y" \$ g- F" \FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.)
( ]% F8 \( R# @" b: J7 pFEEDER FIX- The fix depicted on Instrument( K) F u+ L- z" P1 @, r2 N4 g
Approach Procedure Charts which establishes the8 s' f0 ~0 d: H% P+ W8 b
starting point of the feeder route.
9 {) W8 K* F9 d9 F+ cFEEDER ROUTE- A route depicted on instrument* s$ R0 d% K6 x# \
approach procedure charts to designate routes for
3 k4 ?- I6 g8 q/ eaircraft to proceed from the en route structure to the
; A: u$ P+ f& @9 z! }0 q( x* Jinitial approach fix (IAF)." A7 @- e# A; f3 z5 h6 {, ~ `
(See INSTRUMENT APPROACH
8 n+ B9 ?) A8 G+ KPROCEDURE.)3 n7 \/ `: r; R4 Q
FERRY FLIGHT- A flight for the purpose of:- y1 x$ l; O* d9 }
a. Returning an aircraft to base.
4 J+ y/ ^, j$ Zb. Delivering an aircraft from one location to- A. {. C: W( w, G t5 v( ^) [6 a
another.( ?6 K7 n3 `) a6 \
c. Moving an aircraft to and from a maintenance
% q! C/ V$ Z& p1 D' F. A) @$ Tbase.- Ferry flights, under certain conditions, may be
, S: X; N2 u! u/ |conducted under terms of a special flight permit.0 m" d- S2 I1 {' \
FIELD ELEVATION(See AIRPORT ELEVATION.)
% K) \& K$ ]& }FILED- Normally used in conjunction with flight1 N# C/ s) O, O6 ~: R' i" j# ]
plans, meaning a flight plan has been submitted to. [* q3 M- H' }) H6 V
ATC.5 Y% J, t2 U) z. Y' ^5 O" v: J3 v
FILED EN ROUTE DELAY- Any of the following' e4 e' D/ b* u( B
preplanned delays at points/areas along the route of% C9 S$ n, d1 R4 Y( @+ O
flight which require special flight plan filing and+ v1 I7 v6 G) h1 Y
handling techniques.
$ E2 g! o7 r/ g! p2 Ta. Terminal Area Delay. A delay within a terminal
, I) L. d* k" Marea for touch‐and‐go, low approach, or other
8 n' r1 J- t% F/ q; r( e* {% {terminal area activity.
8 `6 y0 \; W& Pb. Special Use Airspace Delay. A delay within a/ ]2 z9 v9 l7 F# v+ |+ C4 V, \) U T
Military Operations Area, Restricted Area, Warning# I6 J8 ^9 B' r4 l
Area, or ATC Assigned Airspace.
# W; n$ X( O6 rc. Aerial Refueling Delay. A delay within an
+ x! w$ T% J: a: s. Y8 VAerial Refueling Track or Anchor.
; |! h' x k! U G1 PFILED FLIGHT PLAN- The flight plan as filed with p3 V: ], s6 R. t. C
an ATS unit by the pilot or his/her designated
7 h* R0 t7 B- e2 o% N5 _8 e3 E7 erepresentative without any subsequent changes or( {3 t4 K% K( R! B4 {
clearances.
2 q, l. X( ^. R' |FINAL- Commonly used to mean that an aircraft is8 F5 x+ c/ M$ n
on the final approach course or is aligned with a( \ a' O& m/ u5 B5 x" ^
landing area.
! ~) n4 {- h+ b2 A5 i* v$ p- \4 W" o(See FINAL APPROACH COURSE.)6 }' k) D% b. [' ~
(See FINAL APPROACH‐IFR.)
. R! F( F/ L) E, H(See SEGMENTS OF AN INSTRUMENT
- ~* [% T/ R; U/ y1 {APPROACH PROCEDURE.): [3 O& K- P4 T) U/ k: y) h
FINAL APPROACH [ICAO]- That part of an# H. i# V9 `- n! N& o
instrument approach procedure which commences at
/ {; h1 S; m( _( ^: I/ s/ pthe specified final approach fix or point, or where t7 E8 Q$ f/ C) B7 }
such a fix or point is not specified.9 p8 e( ]0 l, Q- {7 K, W
a. At the end of the last procedure turn, base turn
% T% N6 J, i6 b1 ior inbound turn of a racetrack procedure, if specified;
1 z* S. v3 R( ] `- Aor2 O* O/ I$ G! u, t9 }. _
b. At the point of interception of the last track/ v# G* G6 j' W; X5 e/ b( o
specified in the approach procedure; and ends at a, l* }* N0 A; u
point in the vicinity of an aerodrome from which:
9 u- j/ ^. Q+ M0 ~1. A landing can be made; or% W# k) G/ T* ~2 B( V. H3 i6 b! C
2. A missed approach procedure is initiated.
3 K$ o4 o' o9 VFINAL APPROACH COURSE- A bearing/radial/4 w! o( W! v S: g2 a
track of an instrument approach leading to a runway
; h/ T Y( T, O- \3 for an extended runway centerline all without regard( M/ L) a7 Y3 e, ^
to distance.
9 S- R3 A0 K- C5 FFINAL APPROACH FIX- The fix from which the
1 {6 T4 w) }- a2 T' Pfinal approach (IFR) to an airport is executed and
! S8 e+ s" ~, U" `5 m- jwhich identifies the beginning of the final approach
8 g. J; M0 _8 r: p$ f( K. R3 Esegment. It is designated on Government charts by
6 a/ g1 G# E, Q, ~* mthe Maltese Cross symbol for nonprecision# Y! Y$ R" W, b9 o- [! \2 A4 t
Pilot/Controller Glossary 2/14/08
R: I- @6 E" ^% M# ? xPCG F-2, n7 W! k( Q' [- V; X7 z
approaches and the lightning bolt symbol for1 f/ [3 a/ ~$ P# j2 |/ X
precision approaches; or when ATC directs a
* X+ t8 I) q# q$ a0 z6 Jlower‐than‐published glideslope/path intercept alti‐
1 E9 N4 |9 F" _# w4 P ctude, it is the resultant actual point of the
5 B$ S' Z# q- H3 l# F, ?glideslope/path intercept.9 k$ \: a0 ~& n3 b
(See FINAL APPROACH POINT.)
1 S) t. ^- g" M& G" q3 b! F(See GLIDESLOPE INTERCEPT ALTITUDE.)6 N1 }! I/ n4 C: A! m
(See SEGMENTS OF AN INSTRUMENT0 v% `1 N4 P+ m
APPROACH PROCEDURE.)
7 N- v- x5 L1 v% W; N! |& N! D/ f, @FINAL APPROACH‐IFR- The flight path of an
- B' l$ X& b5 D+ kaircraft which is inbound to an airport on a final, ^8 H. I& H1 s4 |7 b8 n* G, V/ G
instrument approach course, beginning at the final' w! V9 G. a, y# G0 E& e+ F* S' H, e% J
approach fix or point and extending to the airport or
" e' {4 I _- D$ c {* x& vthe point where a circle‐to‐land maneuver or a missed
5 }: H3 f- p; Fapproach is executed.
3 t, W+ r& V x( G5 W O(See FINAL APPROACH COURSE.)
4 s8 J" h5 Q) b1 }- A T' [(See FINAL APPROACH FIX.)/ |5 }) g& s1 E* i1 e- _* I
(See FINAL APPROACH POINT.)
2 ^8 Z# m$ D$ w# B! W5 D(See SEGMENTS OF AN INSTRUMENT4 u" E; k2 e, P! _- [) R2 x
APPROACH PROCEDURE.)
( D; l, O* d @0 H8 F9 }# \(See ICAO term FINAL APPROACH.)
2 `; z, K I3 }" b- W' EFINAL APPROACH POINT- The point, applicable$ E9 S; q0 P( W
only to a nonprecision approach with no depicted
( n. R) O/ R2 |$ {4 t G" XFAF (such as an on airport VOR), where the aircraft
a! q Z+ T9 i1 T' His established inbound on the final approach course6 a, A( q! ]& E2 r& S
from the procedure turn and where the final approach
5 [$ n& Y, F4 ?: [" Xdescent may be commenced. The FAP serves as the
0 ?# ]( W4 x0 V% \ _* pFAF and identifies the beginning of the final( B1 K9 c' u) ~3 k
approach segment.
' f$ g# i) k& V5 R' w(See FINAL APPROACH FIX.)4 U( |6 a9 Z/ ^9 J+ ~! ?0 t
(See SEGMENTS OF AN INSTRUMENT5 Z- j5 M/ Q! ~9 t
APPROACH PROCEDURE.); B6 P5 D, Q* M+ A3 L. u5 A. t9 [9 X
FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT
! M' U% d `) o* t: f7 u- @9 vAPPROACH PROCEDURE.)) C2 o j( U, I1 w4 W" y1 v
FINAL APPROACH SEGMENT [ICAO]- That
% C. ?0 Z. a: g1 w% `segment of an instrument approach procedure in
z. F. j; s3 g; lwhich alignment and descent for landing are
8 q/ w' F5 L( Q" {) T- Uaccomplished.; x' M: Z- p7 x) e+ N3 d
FINAL CONTROLLER- The controller providing0 w7 g" q4 L% O
information and final approach guidance during PAR
5 [/ h3 t) x" Mand ASR approaches utilizing radar equipment.0 `% o/ s9 V' _/ Z* `) v
(See RADAR APPROACH.)% q$ S! p% B/ m5 d9 ~9 p
FINAL GUARD SERVICE- A value added service. | {. L4 Q* s( Q
provided in conjunction with LAA/RAA only during
0 {4 P: i5 r6 F4 z6 d" O9 `periods of significant and fast changing weather/ c3 y: Z5 \- ?
conditions that may affect landing and takeoff
9 K& M- X7 c& t* c/ z2 g1 E% A4 Aoperations. ?- v: [( g2 W3 B: ?8 g
FINAL MONITOR AID- A high resolution color
' Y# |8 n# R e7 X* @, l: H$ K1 T. Tdisplay that is equipped with the controller alert
8 ^" p3 c' W1 J7 xsystem hardware/software which is used in the
# B: d9 I- B# e- Iprecision runway monitor (PRM) system. The
6 I7 Q9 o( u7 u2 S5 kdisplay includes alert algorithms providing the target9 g2 I6 e( v$ G6 o
predictors, a color change alert when a target; x, X7 h9 s& K5 f: i& r
penetrates or is predicted to penetrate the no3 J2 _/ K$ b# x+ @/ [* ?# H
transgression zone (NTZ), a color change alert if the. W* ?% A M( p H0 ~) k/ g6 f
aircraft transponder becomes inoperative, synthe‐
2 i1 w) Y" F1 e! w/ F. T% \sized voice alerts, digital mapping, and like features
) I: S, T2 y2 F, P+ }- `contained in the PRM system. D: s$ r* o8 T% C3 F9 b
(See RADAR APPROACH.), R) C5 a3 M! m% j8 o8 t" c
FINAL MONITOR CONTROLLER- Air Traffic
* q" t* f: _% i/ aControl Specialist assigned to radar monitor the5 _, l/ b% g3 G1 n+ s2 T& R( B
flight path of aircraft during simultaneous parallel% |5 t* a. G. E- |4 A$ Z1 E9 ~
and simultaneous close parallel ILS approach6 }+ _. F2 i/ M+ k7 O
operations. Each runway is assigned a final monitor
; A0 a3 G# k2 H' u) S; ]8 D# N& }5 Dcontroller during simultaneous parallel and simulta‐
2 A$ ~( J4 P; O; H5 W- W% Kneous close parallel ILS approaches. Final monitor8 k" Y9 X; n: A# N5 A
controllers shall utilize the Precision Runway
S# _" x7 B5 j9 R# YMonitor (PRM) system during simultaneous close
; B0 \# c/ U) g" h2 n Wparallel ILS approaches.2 Q) |, k( b! {+ i. {1 G5 ?
FIR(See FLIGHT INFORMATION REGION.) ^; j7 y+ v! b9 r' k; U: @
FIRST TIER CENTER- The ARTCC immediately4 p, u5 N0 |3 t, I! y8 K
adjacent to the impacted center., b1 {& l- y x; d* g) L5 K, F6 e
FIX- A geographical position determined by visual% ?2 e2 g- Y6 |0 ^ g2 K
reference to the surface, by reference to one or more$ O( ]7 |* K [
radio NAVAIDs, by celestial plotting, or by another4 i3 f, G. H. F8 M
navigational device.+ c9 e5 x2 D1 ^0 r" M
FIX BALANCING- A process whereby aircraft are
2 L* n! V) C/ Y! Z- levenly distributed over several available arrival fixes; b+ a! a# f- J2 Y
reducing delays and controller workload.. x" ~! C5 Z+ X6 C: x: q: b0 w
FLAG- A warning device incorporated in certain; R4 x) x9 E# g8 z6 I2 ?8 [
airborne navigation and flight instruments indicating1 Y. s; B% q( T/ c7 O/ H1 t
that:/ [, d3 |( x x
a. Instruments are inoperative or otherwise not
7 J8 M7 Y+ C/ O) r. |% A5 loperating satisfactorily, or/ h2 r3 e( z+ c9 k
b. Signal strength or quality of the received signal) ~& _- C- i4 [$ M: W0 }3 t+ T! S
falls below acceptable values.
/ C+ _4 P5 b2 m5 W& yFLAG ALARM(See FLAG.)
; J* I2 d- m0 h, _) U: ]# J" pFLAMEOUT- An emergency condition caused by a8 }( z. A; @0 [ k. l& `& L- }
loss of engine power.5 K# R' c c- Q: u+ D @
FLAMEOUT PATTERN- An approach normally- r$ R3 J! U+ `# j4 m
conducted by a single‐engine military aircraft
& x6 J: K+ i0 ~- x& x, oexperiencing loss or anticipating loss of engine2 g: l i. ^% i% U ~- A5 P
Pilot/Controller Glossary 2/14/089 M* B1 y* Z" { B7 h. k, h, z
PCG F-3
" U+ S* ]+ d+ B# C) Q7 L$ vpower or control. The standard overhead approach# |8 |8 U$ b$ {* m$ {# `3 E
starts at a relatively high altitude over a runway
+ V4 k% F. D5 J" L(“high key”) followed by a continuous 180 degree
& U6 Q: w3 d4 s; F0 K6 Rturn to a high, wide position (“low key”) followed by
) U. ?5 v1 z5 L, Za continuous 180 degree turn final. The standard( F' v/ d6 q7 b: g" w
straight‐in pattern starts at a point that results in a, ?% A( i4 V% {; Q5 E
straight‐in approach with a high rate of descent to the* ^$ {+ P! H, T( v7 n9 F% M& w5 h
runway. Flameout approaches terminate in the type
4 Y }$ S% O7 D/ Y- F6 l5 }approach requested by the pilot (normally fullstop).! D& G! f. W8 b: }7 s% w! M
FLIGHT CHECK- A call‐sign prefix used by FAA# g$ r3 P2 A. W4 o, R: }
aircraft engaged in flight inspection/certification of
' p9 }+ v, H+ Y! T, _4 J/ R) }( Rnavigational aids and flight procedures. The word0 L9 w# r5 V2 a0 N) {
“recorded” may be added as a suffix; e.g., “Flight
" m) W( l' r5 {Check 320 recorded” to indicate that an automated# N$ m! `- C6 M: a8 a' B
flight inspection is in progress in terminal areas.
- L ~ m N! ^" |& F5 K(See FLIGHT INSPECTION.)
' C& G4 T+ n' e1 M0 c8 `4 j( `(Refer to AIM.), D3 m) b$ H% g3 Q6 W) `2 s
FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)
! D1 x- g: q% GFLIGHT INFORMATION REGION- An airspace of: ]& ?0 F m, i p
defined dimensions within which Flight Information
+ K3 D3 J8 F# k& m0 p0 l; V; SService and Alerting Service are provided.
; j/ ^" n" W# xa. Flight Information Service. A service provided/ }0 d5 b" q3 |% p
for the purpose of giving advice and information
A) U' q6 k* `& Q. j: g. B# K3 Duseful for the safe and efficient conduct of flights.. \7 e: C$ \ I: N5 E/ l- d
b. Alerting Service. A service provided to notify
1 k: ~6 e5 A' n' n, Iappropriate organizations regarding aircraft in need
s; J% _2 _* _3 p/ bof search and rescue aid and to assist such# c b! |2 f! Q' q
organizations as required.
4 U2 a. v5 W! E6 h* f- YFLIGHT INFORMATION SERVICE- A service& E" z% E6 g2 V3 i! t& s
provided for the purpose of giving advice and# p0 z7 c5 d5 X8 K
information useful for the safe and efficient conduct. v" ^, B1 `. f& B* q, i. p
of flights.
9 n$ K* X' F+ g& }. [FLIGHT INSPECTION- Inflight investigation and
. S& D* k! n" _6 k, uevaluation of a navigational aid to determine whether8 Z9 k( T. E4 R2 \) Z1 Q% x
it meets established tolerances.
. h6 o L5 |5 ^$ w/ P(See FLIGHT CHECK.)
' r |3 M& j+ }1 D- j(See NAVIGATIONAL AID.)
5 |( b4 q/ x: q3 ^FLIGHT LEVEL- A level of constant atmospheric
. v7 ~6 Z2 a! c1 T9 l- Bpressure related to a reference datum of 29.92 inches8 k: t% C7 x$ c/ E, w" p
of mercury. Each is stated in three digits that represent! [2 a, g, V3 i$ V8 a& y V; g
hundreds of feet. For example, flight level (FL) 250
& }+ H! e; H5 t: x+ Srepresents a barometric altimeter indication of
5 Z! R: L2 K7 q0 u, e$ E& S25,000 feet; FL 255, an indication of 25,500 feet. Y* Q! m/ u: v+ v' _: G! ^2 E y
(See ICAO term FLIGHT LEVEL.)
, b5 S9 ~+ d5 b- jFLIGHT LEVEL [ICAO]- A surface of constant
$ s, T) P! p) ?3 d) G" U% _" Datmospheric pressure which is related to a specific; f- e H1 J3 x) g
pressure datum, 1013.2 hPa (1013.2 mb), and is- w0 I$ Z: _1 G9 b; c2 q4 _
separated from other such surfaces by specific
' o( a' ]$ Q3 v& F/ lpressure intervals.5 L I5 z7 R) e+ _3 S
Note 1:A pressure type altimeter calibrated in
& H. g2 h2 g$ l% uaccordance with the standard atmosphere:* M6 Q3 E) E6 s7 i5 j0 |" w' ?' d
a. When set to a QNH altimeter setting, will6 R2 ?8 q$ H% j
indicate altitude;9 Y) L) S3 Y. ?
b. When set to a QFE altimeter setting, will6 C7 }: L7 L! l6 ]0 B1 u. I
indicate height above the QFE reference datum;3 L* J/ \+ `, E' n2 F0 G- h
and
" i+ W9 f/ U; o% p N! }/ h0 yc. When set to a pressure of 1013.2 hPa
6 q) s. u F9 z(1013.2 mb), may be used to indicate flight levels.
. n$ q' ^7 R# n% O3 } m& CNote 2:The terms `height' and `altitude,' used in
- I, L# G6 M2 }7 L" n4 l, [Note 1 above, indicate altimetric rather than1 z4 K8 C/ d; H" c3 M
geometric heights and altitudes.6 G9 a* V; N2 M( K3 N2 V" n
FLIGHT LINE- A term used to describe the precise
; k9 E) }+ S7 @) o# {% r* C8 J c) G: S4 Kmovement of a civil photogrammetric aircraft along
7 M7 p$ |3 q% L \0 n" I3 d! Ja predetermined course(s) at a predetermined altitude
8 v/ W) n. `+ `" M, \during the actual photographic run.
+ ?8 X& N6 o, n/ L# eFLIGHT MANAGEMENT SYSTEMS- A comput‐% i2 N) s% s) D; {! P
er system that uses a large data base to allow routes4 u8 E7 z2 X9 q! M' S! O
to be preprogrammed and fed into the system by
; v, F7 {7 r* k, O1 J8 ^4 O d* Dmeans of a data loader. The system is constantly
2 @/ }& U8 ^$ Q2 e4 Z& q7 I, Kupdated with respect to position accuracy by
. b. m+ x5 V9 O# sreference to conventional navigation aids. The: d" d3 A7 l% c& x1 C9 i# o
sophisticated program and its associated data base6 u1 `: d8 t% m. z% t
insures that the most appropriate aids are automati‐
|( c; o9 n" O+ ically selected during the information update cycle.
$ W& @1 H' L IFLIGHT MANAGEMENT SYSTEM PROCE‐6 l. }( E# V" u8 M, L; s* k9 T
DURE- An arrival, departure, or approach procedure
+ ]+ \: }$ B/ ?0 a5 [; W" udeveloped for use by aircraft with a slant (/) E or slant
6 C3 d @4 M; d: h4 D(/) F equipment suffix.
/ X9 |6 V0 Q$ Z/ nFLIGHT PATH- A line, course, or track along which* c% G: o5 q. {7 B- d6 u
an aircraft is flying or intended to be flown.8 i, y; }7 S+ _; f& b+ x) x2 g) p
(See COURSE.)
0 T0 @0 [/ v3 T* Z1 e- t0 D(See TRACK.)
4 ^" f' f# y I# B7 Y8 _FLIGHT PLAN- Specified information relating to) w1 P) \; m8 _
the intended flight of an aircraft that is filed orally or
; t$ d D, ~# V% v5 bin writing with an FSS or an ATC facility.( a, h0 U: f* b' l) e
(See FAST FILE.)1 X( u$ Z& z: Q& ^% t( \
(See FILED.)( K9 J! @5 z5 k2 B$ y, ]
(Refer to AIM.)( B7 Q' e% s( f; W6 [& R( i
FLIGHT PLAN AREA- The geographical area
* k, Z. N, [* rassigned by regional air traffic divisions to a flight- O- p( ]3 p( O9 K/ q
service station for the purpose of search and rescue
) Z$ d0 z, {6 Q+ X* A1 ufor VFR aircraft, issuance of NOTAMs, pilot- ^( M& \+ L" M: g) d' j
briefing, in‐flight services, broadcast, emergency3 [$ x! ~8 t2 k, `, g5 d* b
services, flight data processing, international opera‐
" I: P7 o: T7 X9 n$ X: q: ?6 qtions, and aviation weather services. Three letter" i) l) M: Q5 E* P4 ^8 g' X5 h& q1 R
Pilot/Controller Glossary 2/14/08
! l( m! c6 v% e' ]6 u7 CPCG F-4+ x9 { Y" b/ y+ f$ Z
identifiers are assigned to every flight service station6 J7 h: s' s) @3 R# h! ]
and are annotated in AFDs and FAAO JO 7350.8,
( y- v# I$ |# b& D$ bLOCATION IDENTIFIERS, as tie‐in facilities.
. b2 n7 I3 p) q7 M6 K(See FAST FILE.): Y4 W9 G0 G o. e8 ^# M& M. V
(See FILED.)
- f+ P8 S9 R z% E g(Refer to AIM.), S5 e: ^0 |3 ~, e S
FLIGHT RECORDER- A general term applied to
0 S& ]5 c/ q+ u# B6 Wany instrument or device that records information9 K. ^' \$ ^, b7 u& ?
about the performance of an aircraft in flight or about [$ D+ Q( Y; T& d% X2 c- ?
conditions encountered in flight. Flight recorders5 j5 K: J! Q) I" ~
may make records of airspeed, outside air
/ |/ n9 ]1 b/ M+ q% V. f2 z" Z/ ^temperature, vertical acceleration, engine RPM,, n& K) M: O7 N( Z' ]# ?
manifold pressure, and other pertinent variables for a
6 w* `; l9 X! f% Dgiven flight.
& E+ ^. B9 x |) s(See ICAO term FLIGHT RECORDER.)* K8 ?+ Z% H9 e, K2 n
FLIGHT RECORDER [ICAO]- Any type of8 I% B# C) B" Y& H" P, {+ R
recorder installed in the aircraft for the purpose of/ ]8 \3 p& U9 C' `
complementing accident/incident investigation.
2 ~% h+ m! |) _Note:See Annex 6 Part I, for specifications relating
* i. u- _; n/ bto flight recorders.3 ^7 [' m$ j& y
FLIGHT SERVICE STATION- Air traffic facilities3 y! }: `+ H$ U1 X
which provide pilot briefing, en route communica‐- Q" z, O* K% p4 }8 I
tions and VFR search and rescue services, assist lost
, N6 U+ r* ~' t9 N2 O) _aircraft and aircraft in emergency situations, relay
4 K3 C- G E- fATC clearances, originate Notices to Airmen,
1 i9 L2 k2 Q0 Cbroadcast aviation weather and NAS information,
- a9 C" t/ o3 u5 ^* wand receive and process IFR flight plans. In addition," Z, v1 b7 d6 G# ^: @. V6 E
at selected locations, FSSs provide En Route Flight
5 M! L; ?/ }& b, Z/ zAdvisory Service (Flight Watch), issue airport) j' b3 a; U7 a2 U$ i9 P% l
advisories, and advise Customs and Immigration of5 z7 g# Y' j6 j# j; ~2 t d
transborder flights. Selected Flight Service Stations3 r; o* F: a+ z. F9 _
in Alaska also provide TWEB recordings and take
/ l% }4 c+ _* N% G6 l' Sweather observations.
# Z0 N6 b8 \ ?9 _. |/ {# c. ?(Refer to AIM.)
0 m3 v1 w' G- I# a7 E0 R8 FFLIGHT STANDARDS DISTRICT OFFICE- An" O. Q: s2 r6 B3 k: p0 v
FAA field office serving an assigned geographical9 N2 {. N+ @7 U) X
area and staffed with Flight Standards personnel who4 w9 ~7 V h% Y! B% D+ L! \! ^
serve the aviation industry and the general public on0 b* J/ M. C! L
matters relating to the certification and operation of
' w7 O+ [& Z7 U1 k" oair carrier and general aviation aircraft. Activities
+ k: n5 ^3 ~# ?/ Ginclude general surveillance of operational safety,4 Q f8 w$ ^1 U$ o4 t
certification of airmen and aircraft, accident' e8 K) A& C* b( N* G
prevention, investigation, enforcement, etc.3 |" V3 e* F; R1 J1 w& |! D. u9 ]
FLIGHT TEST- A flight for the purpose of:
( P9 ? r; y0 b/ f% y2 z9 I# N& g$ z4 ~a. Investigating the operation/flight characteris‐
, Q/ V- E _$ J8 {. btics of an aircraft or aircraft component.
8 d/ l: |% J+ t* P3 G/ @6 db. Evaluating an applicant for a pilot certificate or7 c$ }1 [$ ^& ]3 ]7 o3 h0 J( u( p
rating.
) V6 P% g5 t& [FLIGHT VISIBILITY(See VISIBILITY.)& S8 n8 a1 U v( G7 r
FLIGHT WATCH- A shortened term for use in
& H9 \1 A' S& f/ i9 {! o4 u3 Tair‐ground contacts to identify the flight service
( t' \1 t: ^7 h2 ]7 j9 j8 `( D9 Ystation providing En Route Flight Advisory Service; l7 a: @$ e2 s$ j4 k/ ?( t) |2 B
e.g., “Oakland Flight Watch.”
3 E0 B, I; P7 c0 c( b, p! ](See EN ROUTE FLIGHT ADVISORY
, T- E0 V$ O9 j% ]) x6 Q3 n2 K, nSERVICE.)
% N3 H1 n: n/ o6 C! M. a' }/ SFLIP(See DOD FLIP.)0 d. R9 z6 v2 c; p& @4 p
FLY HEADING (DEGREES)- Informs the pilot of
; ^$ J% D9 E9 Q9 X* [the heading he/she should fly. The pilot may have to
( \- P0 r( C+ j4 }0 {turn to, or continue on, a specific compass direction
$ J" {, F1 t2 D u4 D8 Ain order to comply with the instructions. The pilot is+ J, J) N# B" S# e8 h
expected to turn in the shorter direction to the heading2 V. F' k2 J% k% ]
unless otherwise instructed by ATC.0 F: B" c2 c5 | Y# I7 d
FLY‐BY WAYPOINT- A fly‐by waypoint requires
: \7 I; T- I6 Bthe use of turn anticipation to avoid overshoot of the# o: g7 s+ c. m4 M6 q. p# [4 m! x
next flight segment., W0 H [# z5 y# \; E+ m. E- q
FLY‐OVER WAYPOINT- A fly‐over waypoint
~ W1 R3 D1 X( Iprecludes any turn until the waypoint is overflown5 R& N b m( M/ w$ m
and is followed by an intercept maneuver of the next
5 a# k5 S2 ^ X# P6 x- Cflight segment.
5 M. ~+ F) }; Y+ Q9 Q" a- k4 uFMA(See FINAL MONITOR AID.)/ X+ ]# }! i, g8 R
FMS(See FLIGHT MANAGEMENT SYSTEM.)
) X3 ?0 @+ @- j* c3 I _FMSP(See FLIGHT MANAGEMENT SYSTEM% m }+ w: ^& W4 v
PROCEDURE.)1 Z( {. Z, `' \4 z. G2 N9 m
FORMATION FLIGHT- More than one aircraft: h: r0 I. W) m0 H
which, by prior arrangement between the pilots,8 v# I" L& W8 _; K' y5 ~% p/ E
operate as a single aircraft with regard to navigation" Q, a0 E1 f, b, }- K4 P A% U0 N
and position reporting. Separation between aircraft. K8 d8 `/ |1 _/ N4 Q& _
within the formation is the responsibility of the flight
+ _1 j- z, ~+ }: d4 }6 Lleader and the pilots of the other aircraft in the flight.
, ^4 D, U( E- ]) ?2 D6 [ fThis includes transition periods when aircraft within3 j) V/ G k# U% w. j) k
the formation are maneuvering to attain separation
A, }2 G- I' h o7 Z. j6 ?from each other to effect individual control and5 `4 G" G3 g: f6 b8 C3 J; g5 F( [6 K
during join‐up and breakaway.. g2 ~7 W" K; e9 {: [
a. A standard form ation is one in which a
( r3 B! ~: V1 e+ a3 X! I$ gproximity of no more than 1 mile laterally or
& x+ |( l/ c% M$ h8 q# Qlongitudinally and within 100 feet vertically from the- A: G; O( A- T
flight leader is maintained by each wingman.
$ C) g ?1 Y9 n( K$ g0 G. K# Hb. Nonstandard formations are those operating5 M* @1 L# @+ C* z0 e. M8 l
under any of the following conditions:
# U& b. Z7 Z! MPilot/Controller Glossary 2/14/08& A. q8 G7 _# ]' x0 m
PCG F-5
8 T* a1 B7 Z7 V$ y1. When the flight leader has requested and ATC
/ D. c g8 Y5 }" Zhas approved other than standard form ation
$ j; s; O2 Y3 j( G+ v2 \dimensions.; P K5 P) l' L' [
2. When operating within an authorized altitude
- r7 M1 Q! M' I6 s5 L; yreservation (ALTRV) or under the provisions of a% I J6 a& | J7 E
letter of agreement.
) J4 F/ ]8 X& V- x2 U& j$ W. g/ Q: o3. When the operations are conducted in ^& L' y+ ~2 x1 E0 t2 z
airspace specifically designed for a special activity.
. p/ t: T- H0 n% i; W5 T6 a8 w(See ALTITUDE RESERVATION.)
' m6 |. Q" O5 C) j a, m* c) j(Refer to 14 CFR Part 91.)
6 L8 X% t) H6 m4 k3 H0 f9 YFRC(See REQUEST FULL ROUTE CLEARANCE.)
" ?1 V6 G& I! Y; S; ^; L6 AFREEZE/FROZEN- Terms used in referring to7 m: m4 O# p: x5 _% A
arrivals which have been assigned ACLTs and to the% m: ~7 V/ X0 p4 c
lists in which they are displayed.
* J3 a3 _5 Z5 C5 b* |6 ?# t- p0 rFREEZE CALCULATED LANDING TIME- A, Y6 j s' X( c
dynamic parameter number of minutes prior to the
5 u( g2 m* V W% E4 J* q9 Ymeter fix calculated time of arrival for each aircraft3 P" {+ W# ^4 v' M
when the TCLT is frozen and becomes an ACLT (i.e.,; z) s. Z7 @! i( d+ M
the VTA is updated and consequently the TCLT is" X& X. T, k, C5 n* X
modified as appropriate until FCLT minutes prior to
" V/ ?6 y1 K& n. C: Ometer fix calculated time of arrival, at which time
) M, p* D+ _$ r5 nupdating is suspended and an ACLT and a frozen! t3 h& Y4 t! g
meter fix crossing time (MFT) is assigned).2 @) j0 W# u' q7 a5 F4 `. z% Z" Z
FREEZE HORIZON- The time or point at which an
& w8 o" | j% j9 ]aircraft's STA becomes fixed and no longer fluctuates
( n$ n( x# r5 `6 Rwith each radar update. This setting insures a constant
: @! q+ [# v& [. ttime for each aircraft, necessary for the metering' a) r7 o6 m/ P0 N* a( q
controller to plan his/her delay technique. This
6 i* N; U' ?/ O q5 b0 A1 Msetting can be either in distance from the meter fix or
! Y7 w; k n- T& V. \$ z5 La prescribed flying time to the meter fix.; Q D9 O$ ` a; {
FREEZE SPEED PARAMETER- A speed adapted8 s* V; x2 u$ R* K( g
for each aircraft to determine fast and slow aircraft.
# T: b( n: D1 K* cFast aircraft freeze on parameter FCLT and slow5 Z6 N! N% q9 c1 g4 o9 J' n
aircraft freeze on parameter MLDI.2 _& L) g9 k! }9 i8 [" i! ]
FRICTION MEASUREMENT- A measurement of5 M E% i, V, ~0 ]- E3 A v
the friction characteristics of the runway pavement, b6 `9 }; K# X" r9 B) t: m; N& `
surface using continuous self‐watering friction
: e. b. O; W% f$ M, ymeasurement equipment in accordance with the, M a2 l F, c6 f0 C
specifications, procedures and schedules contained
6 S% Z' I8 P5 o6 Cin AC 150/5320-12, Measurement, Construction,
+ V9 _, n0 }. Iand Maintenance of Skid Resistant Airport Pavement+ X7 [) D( O0 G# I
Surfaces.
5 ^5 P2 I+ u+ H C* _- FFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)- @& k- d; ]! S/ p/ k8 D% T
FSPD(See FREEZE SPEED PARAMETER.)
1 w* L4 w* U2 O/ Z* C6 h. ^FSS(See FLIGHT SERVICE STATION.)
: `7 o8 G$ p3 F# ^3 F3 jFUEL DUMPING- Airborne release of usable fuel.) {1 C) A" |; D
This does not include the dropping of fuel tanks.. H' ?. }+ g5 f3 b* H
(See JETTISONING OF EXTERNAL STORES.)9 I# b m& W$ p8 m k) L
FUEL REMAINING- A phrase used by either pilots8 X! j8 b# p: E
or controllers when relating to the fuel remaining on: i6 d ?2 p+ U F( F
board until actual fuel exhaustion. When transmitting( O% d2 ~. j8 G) U$ a8 Q. E3 \0 n* Y
such information in response to either a controller
9 r9 B' Q: ]) v0 @; ^9 zquestion or pilot initiated cautionary advisory to air7 e. l4 M! y' ?# ]
traffic control, pilots will state the APPROXIMATE# R3 L: j4 d# x. w# S4 a1 g7 o4 Q
NUMBER OF MINUTES the flight can continue
6 v8 ?' q( ]7 S! Jwith the fuel remaining. All reserve fuel SHOULD
! J& Q/ D3 Q# e; z* `BE INCLUDED in the time stated, as should an$ D. u; ~5 Y7 U& B0 r# x& S }
allowance for established fuel gauge system error.
% _' o t( f* V% q' l2 |7 u0 |FUEL SIPHONING- Unintentional release of fuel( ]0 ^( E( c9 L( @: d
caused by overflow, puncture, loose cap, etc./ J) w, {$ X9 @5 |3 b( u
FUEL VENTING(See FUEL SIPHONING.)
+ `9 L/ I" x* J6 i" qPilot/Controller Glossary 2/14/08
8 `8 o) a! E* r; k9 y3 QPCG G-1% I: h- l! `* l6 z
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