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COMPOSITE SEPARATION- A method of separat‐
F9 K- Q' H [; v4 Eing aircraft in a composite route system where, by" T5 \* r- l1 }; O& ?
management of route and altitude assignments, a
! y" f" s& u* s( ~3 q4 h: |combination of half the lateral minimum specified for( r( t! v5 G- r
the area concerned and half the vertical minimum is2 Q+ R( Q e+ y V, }& u
applied.! L2 G. x4 H# M) I
COMPULSORY REPORTING POINTS- Reporting* h& h" }% e9 W# b x
points which must be reported to ATC. They are& t. H5 ~' |; Q& i- k
designated on aeronautical charts by solid triangles or
' H& F7 K8 I( z, E* Y1 S+ K6 x4 |filed in a flight plan as fixes selected to define direct; B, B3 F; h) Y, w. W
routes. These points are geographical locations; T z- }' j7 ^. y" L" Q$ k. y
which are defined by navigation aids/fixes. Pilots
. a) ]2 k# N, `$ `7 G hshould discontinue position reporting over compul‐
1 q5 \) e5 Z6 X t# Y9 e$ u& ysory reporting points when informed by ATC that
9 J- m% O5 ~4 I7 rtheir aircraft is in “radar contact.”" F3 ]' s4 a# G Q
CONFLICT ALERT- A function of certain air traffic
9 {9 y! \& m* p A5 N, \control automated systems designed to alert radar
3 @5 H; a/ l8 m$ X9 h- }controllers to existing or pending situations between2 A- w: {* s' J4 j. k+ k
tracked targets (known IFR or VFR aircraft) that
, \2 O: A( r& V/ P1 n4 E7 s& srequire his/her immediate attention/action.
, }" y2 u1 r# R4 S% m* L(See MODE C INTRUDER ALERT.)
' k' A$ U' I H% S* R% i4 [CONFLICT RESOLUTION- The resolution of
: q3 l, s6 L) v% gpotential conflictions between aircraft that are radar
3 e! A' _' Q: h% H% D. J- }( T% f) xidentified and in communication with ATC by
0 ] g; t3 R% D' pensuring that radar targets do not touch. Pertinent
0 S, U( f' |+ m5 U+ @. y- Ftraffic advisories shall be issued when this procedure
3 F- g, a3 C1 u4 k( J9 }3 D. a1 c0 Iis applied.3 r* m4 k& ?! e
Note:This procedure shall not be provided utilizing* S4 |+ z1 q9 W: i9 P* J- l- {4 p
mosaic radar systems.* [3 R9 l: @) M
CONFORMANCE- The condition established when
# i0 E; K; t6 ~& U9 N( Oan aircraft's actual position is within the conformance
* y0 ?% E, p& g- Aregion constructed around that aircraft at its position,, v) G* U: X: ?/ z
according to the trajectory associated with the
' H4 Z# {& u; D/ G7 x* gaircraft's Current Plan.4 ?/ X" c' H9 V
CONFORMANCE REGION- A volume, bounded
9 {. n9 r/ Q: T Platerally, vertically, and longitudinally, within which
6 L. `$ A3 p5 \) P, M4 f+ man aircraft must be at a given time in order to be in- J% n& d/ {9 e- \ W
conformance with the Current Plan Trajectory for that7 j5 m$ F- W Q% z5 \
aircraft. At a given time, the conformance region is5 Z! @+ E+ k* p' r) t; p9 c, P& d
determined by the simultaneous application of the1 R/ U; Y: D9 b) l( P# D+ y+ K9 O p
lateral, vertical, and longitudinal conformance
4 @' C/ T+ Y( d. n% y/ N7 tbounds for the aircraft at the position defined by time
+ n3 u5 N7 ~3 {- P. `and aircraft's trajectory.
+ O. H( ]# Z8 Z1 `CONSOLAN- A low frequency, long‐distance
6 n5 C$ T2 }0 }' RNAVAID used principally for transoceanic naviga‐3 s7 N) X, e i- F
tions.; Y2 h' R7 e* }+ z1 u
CONTACTa. Establish communication with (followed by the
- s/ q( z/ T3 Y0 I. q3 J5 Ename of the facility and, if appropriate, the frequency
7 k- }, A) j8 W8 K4 h. zto be used).' ]% u! E2 X. \$ J% ~
b. A flight condition wherein the pilot ascertains! W9 m7 A5 X) p- C; g8 N4 D8 F
the attitude of his/her aircraft and navigates by visual0 G; m9 n& G$ T; B C, Q* h% }
reference to the surface.& ]" B* G5 q3 I. o6 f( I' ^2 O
(See CONTACT APPROACH.)
: \) n, J9 H+ L5 W(See RADAR CONTACT.)
3 i1 R4 E2 S9 k! u z! ^CONTACT APPROACH- An approach wherein an. z3 w Y( n1 U$ Y; ^. Y/ I/ I
aircraft on an IFR flight plan, having an air traffic
# v( h6 b6 e9 x8 w/ E0 econtrol authorization, operating clear of clouds with8 b6 p3 |( @2 O
at least 1 mile flight visibility and a reasonable+ g0 f/ ^) y7 M) k7 q
expectation of continuing to the destination airport in
8 ~# g, }4 O% t3 n; e. N) K$ A; tthose conditions, may deviate from the instrument/ @7 O5 M: Z S* Q. F+ S- U
approach procedure and proceed to the destination3 y0 u4 W7 `1 L# {5 E- n
airport by visual reference to the surface. This. x6 T* V* S( q
approach will only be authorized when requested by3 C/ R1 g3 G4 G) i
the pilot and the reported ground visibility at the
% W) k2 f0 G! C, g/ C4 c: \destination airport is at least 1 statute mile." s8 ]2 Z+ [) o
(Refer to AIM.)
; `8 X: b2 v l" h+ Y7 ?CONTAMINATED RUNWAY- A runway is
- M# p2 _4 [# Z. A$ k( X- u6 {& B% oconsidered contaminated whenever standing water,/ D8 r' O( J2 r6 o
ice, snow, slush, frost in any form, heavy rubber, or
3 \. z& o0 `9 b& yother substances are present. A runway is contami‐
, |5 P D# r6 Snated with respect to rubber deposits or other6 q- f, ~/ |) m/ n* A; P& o9 x0 N; x, f
friction‐degrading substances when the average
- b% y, W/ W( N& [& F4 H+ ~/ A3 Xfriction value for any 500‐foot segment of the runway
- a9 ~' l! M- |* h0 u7 B+ ]! Owithin the ALD fails below the recommended/ `# H( Q Z+ m) b9 Y! `, G
minimum friction level and the average friction value/ g1 Z) T( s( W# b- K
in the adjacent 500‐foot segments falls below the9 N0 B7 F3 ?" B) U+ n# E2 @
maintenance planning friction level.) Z' a: `+ I- d E! s
CONTERMINOUS U.S.- The 48 adjoining States, H) @: E( Y9 D9 H6 P
and the District of Columbia.
$ y- A6 h J4 k! APilot/Controller Glossary 2/14/08
/ J) W0 X7 j0 O- F1 ?, d2 ePCG C-6- j3 E) o" Z$ v) O" h# R0 x! H
CONTINENTAL UNITED STATES- The 49 States P! | X# P4 K: w! B$ C9 W
located on the continent of North America and the
0 v/ v% j; I- a# Z" yDistrict of Columbia.
! i' X' n6 u# z4 r$ i8 {( vCONTINUE- When used as a control instruction1 i- N( F+ B3 p7 E+ ^& z0 r
should be followed by another word or words! m1 }4 v5 \& D: F; C; v
clarifying what is expected of the pilot. Example:
% p% w& ?& T8 j' ] D+ y! m! S0 h“continue taxi,” “continue descent,” “continue6 [; V& Y9 A3 x! J; J
inbound,” etc.
3 u! Y: x" t8 o2 jCONTROL AREA [ICAO]- A controlled airspace ^- y* H4 ]" H4 N: |
extending upwards from a specified limit above the) t4 [. r% H5 E: l/ O& X, B
earth.
- |9 t* D: L: x) u. ?CONTROL SECTOR- An airspace area of defined
9 h- W- R- B3 thorizontal and vertical dimensions for which a
6 r8 P0 V' o" y, T, Xcontroller or group of controllers has air traffic
0 g$ ]5 f- B' T: j; r7 p$ \control responsibility, normally within an air route# U8 C' O7 ?7 Q
traffic control center or an approach control facility.6 w! k: Y8 D3 c a9 b9 u
Sectors are established based on predominant traffic
6 h4 r) T; E. G7 D2 [* U Tflows, altitude strata, and controller workload.
* t+ v. y$ x. EPilot‐communications during operations within a
- \4 j, \) n1 Osector are normally maintained on discrete frequen‐
; |: A* v3 N# S! S) icies assigned to the sector.) r0 }1 y) w2 ^9 Y& T
(See DISCRETE FREQUENCY.)! V& \5 w; w" E$ r0 U$ ^* {
CONTROL SLASH- A radar beacon slash repre‐) V' {2 Z0 z8 m0 p7 \5 k% \9 b
senting the actual position of the associated aircraft.
; s6 o9 K/ A# N$ e+ ~/ F% sNormally, the control slash is the one closest to the
" e7 e. F* Y8 |+ X. @interrogating radar beacon site. When ARTCC radar
7 I3 }2 ^, U3 Uis operating in narrowband (digitized) mode, the) H" n, r9 z* \# S9 u
control slash is converted to a target symbol.
9 P0 X0 M! M x( ]. o' LCONTROLLED AIR SPACE- An airspace of, `, i# A2 r1 y Z/ C, R
defined dimensions within which air traffic control9 ]6 G( W: w5 q5 e# G3 J9 C5 i4 y
service is provided to IFR flights and to VFR flights
+ u* ?: z0 W! B: r3 M* _/ _in accordance with the airspace classification., N1 A, i# b: s! x7 y7 c
a. Controlled airspace is a generic term that covers H& `3 n. e2 W V3 z+ H
Class A, Class B, Class C, Class D, and Class E
$ T+ l& Y, m, sairspace.
% G# x- C5 V' p5 D3 S1 Rb. Controlled airspace is also that airspace within7 D1 r" `4 C v% H. n8 j
which all aircraft operators are subject to certain pilot
: }9 V7 _* W$ q. x% V6 Gqualifications, operating rules, and equipment0 {5 y2 ]5 R, ?4 \0 V. _
requirem ents in 14 CFR Part 91 (for specific: Z" M n! ]% }3 I: u0 v) q( r. F
operating requirements, please refer to 14 CFR
+ y# Y. ]8 f* h2 B/ YPart 91). For IFR operations in any class of controlled! I1 c8 j1 V% o$ L7 K& V$ l, n
airspace, a pilot must file an IFR flight plan and9 p6 x; m9 N1 X# e% V" X% }
receive an appropriate ATC clearance. Each Class B,
" y* r$ N/ l1 l4 NClass C, and Class D airspace area designated for an
* f" X/ @( m/ {+ q/ r8 C8 oairport contains at least one primary airport around+ y6 |+ \8 ^ ^# o8 v; Q! r- K
which the airspace is designated (for specific
- s( l G5 B" Q5 v& adesignations and descriptions of the airspace classes,, B( | z1 v; J
please refer to 14 CFR Part 71).2 X5 p" T6 m, K$ N: j: e6 R" U
c. Controlled airspace in the United States is
! m5 I! i/ l) W/ zdesignated as follows:2 G! A( I/ \. ~4 ^0 @
1. CLASS A- Generally, that airspace from
' z: Z4 x, A2 `/ v9 d18,000 feet MSL up to and including FL 600,8 K+ I0 P. w1 I M# P
including the airspace overlying the waters within 12
6 Q4 _$ j. x# |7 @+ d ]+ v% {6 anautical miles of the coast of the 48 contiguous States
2 X: x1 z! j j4 [) e4 ^and Alaska. Unless otherwise authorized, all persons
/ ]! c+ O# X% V. ?+ P0 x. k/ Tmust operate their aircraft under IFR.
# F( V) p; M0 k; z; ]) I' s0 R2. CLASS B- Generally, that airspace from the
8 V5 h9 k0 e7 @1 Nsurface to 10,000 feet MSL surrounding the nation's
# L& _( u! W/ w9 ubusiest airports in terms of airport operations or& @! S# P' N9 f" e
passenger enplanements. The configuration of each5 Q. z& ]$ s- m& Z
Class B airspace area is individually tailored and/ v4 I8 }- e- A- E# D8 I; o
consists of a surface area and two or more layers
W# Y' V% z7 o: `" z) o' a(some Class B airspaces areas resemble upside‐down2 ?6 D# Q1 [( B3 w9 _: b
wedding cakes), and is designed to contain all4 F) {, n, N( Z L0 i, p
published instrument procedures once an aircraft
; K1 k* W) Y, z5 v; c: \7 ~/ Q4 }enters the airspace. An ATC clearance is required for" H6 w& z" w' @, Y/ h R
all aircraft to operate in the area, and all aircraft that
! G+ J6 @7 |. _, \5 w Nare so cleared receive separation services within the/ n/ ^' Y, q; z# z
airspace. The cloud clearance requirement for VFR
9 ?! P" ?6 ]7 }" Eoperations is “clear of clouds.”
0 e8 M+ y9 \+ P& W9 Z5 B8 P3. CLASS C- Generally, that airspace from the: x# `: H3 _& [: ?
surface to 4,000 feet above the airport elevation
6 m( h, h% f! P y(charted in MSL) surrounding those airports that a; p; ~# f' W, B
have an operational control tower, are serviced by a. }) Z' b5 i$ s k; D2 O$ Z
radar approach control, and that have a certain
8 H. }# C7 C% \, K( t3 Y. D0 mnumber of IFR operations or passenger enplane‐' i9 n* [4 o$ y5 k; ~0 D
ments. Although the configuration of each Class C9 f9 Z9 {* {4 j5 @: M( t% Z4 u
area is individually tailored, the airspace usually+ Q5 R$ m( T& J3 R/ K
consists of a surface area with a 5 nautical mile (NM)
/ o n: p" ?1 Qradius, a circle with a 10NM radius that extends no
, m) v. ^& B3 ?' M, E3 xlower than 1,200 feet up to 4,000 feet above the. n, ~$ u0 j9 `4 m4 f* I* D; C
airport elevation and an outer area that is not charted.: ]0 ~, u* t1 }7 v* ]$ l* p
Each person must establish two‐way radio commu‐
9 d% \- m! B" z' r8 \+ ^! Gnications with the ATC facility providing air traffic' e4 \- N. d& ]* W+ U
services prior to entering the airspace and thereafter# d6 N$ }) t. M* ]6 o
maintain those communications while within the- v4 s a* M) o3 T* e9 P( z7 e, O
airspace. VFR aircraft are only separated from IFR. H/ D! e0 C T/ ^. v1 _% c
aircraft within the airspace.
- R' D& B' X) ?% Z9 T9 V7 f(See OUTER AREA.): x7 F2 M' A2 {+ K
4. CLASS D- Generally, that airspace from the
/ d& t6 Y. B J) C) Dsurface to 2,500 feet above the airport elevation
& X1 o0 x& s) W* [(charted in MSL) surrounding those airports that0 t- P' |, i/ S: ?2 ^8 @7 k
have an operational control tower. The configuration$ n& K. l2 j* G; k
of each Class D airspace area is individually tailored! X* d% e, P& M. g6 B9 F* d
and when instrument procedures are published, the
# g+ x1 y9 @1 Hairspace will normally be designed to contain the
$ m+ H* I/ E% @# }: W4 Wprocedures. Arrival extensions for instrument
) q; }; y/ X7 v7 U- o- xapproach procedures may be Class D or Class E
: @" k0 E' k" {1 ^% fPilot/Controller Glossary 2/14/085 }* f' G. S/ F' D b" p
PCG C-7
. G% U; {; ?6 n( N2 t5 ]3 Qairspace. Unless otherwise authorized, each person
' X7 G% g7 x# }# ]: rmust establish two‐way radio communications with
; O% w- I$ _: i: N. L0 i! n6 h- Mthe ATC facility providing air traffic services prior to( U/ Y2 U9 E7 c- k( N* {# n
entering the airspace and thereafter maintain those
5 K% W, P; M- v E1 u. g' Zcommunications while in the airspace. No separation
) |7 X9 h4 f" e0 Mservices are provided to VFR aircraft./ [- a8 o n4 t4 N7 @% \- I, B
5. CLASS E- Generally, if the airspace is not& p* F9 }. G$ L, e/ p$ Q) f6 N
Class A, Class B, Class C, or Class D, and it is
; l* @/ _7 X$ d# j) N8 zcontrolled airspace, it is Class E airspace. Class E- M0 a* U0 j; ~: k
airspace extends upward from either the surface or a
+ c( Z a% S2 l8 V2 Y( |0 v9 w9 w# Tdesignated altitude to the overlying or adjacent
# a' P/ }3 s. ?' t; I/ ?controlled airspace. When designated as a surface3 U* }! q9 A, A1 d+ i$ Z6 m
area, the airspace will be configured to contain all
) m: N k" p( T* b# [/ d3 \8 Tinstrument procedures. Also in this class are Federal
, e4 o1 A4 u- c1 _& o: nairways, airspace beginning at either 700 or 1,200/ E( R# u9 B# l: ?4 ]
feet AGL used to transition to/from the terminal or en
7 `* h6 w6 {7 |: q0 |0 ?' l5 Oroute environment, en route domestic, and offshore
# w8 H2 c; k2 h; jairspace areas designated below 18,000 feet MSL.' @. X' ~# a) c8 l) a
Unless designated at a lower altitude, Class E& D6 v: }( {" u+ ?; @& W
airspace begins at 14,500 MSL over the United
1 ^ j, N0 k/ B. Q* VStates, including that airspace overlying the waters
. N* F" r5 o. }# B1 owithin 12 nautical miles of the coast of the 48" \$ r& P3 i2 p6 c! L
contiguous States and Alaska, up to, but not
( K2 z# V# o, j. ]including 18,000 feet MSL, and the airspace above
+ P5 `; w/ y9 F6 SFL 600.
. k- @, |2 @6 R- \' Y1 s; FCONTROLLED AIRSPACE [ICAO]- An airspace* [9 \) [. {$ W" N$ F+ Y. q! A4 h# C7 I
of defined dimensions within which air traffic control
; R' i. w6 p& c2 V' G9 Rservice is provided to IFR flights and to VFR flights% d# p9 `5 X7 z! C6 ?0 C1 f' q2 C
in accordance with the airspace classification.2 V* L1 ]9 i, {0 K( d" R C
Note:Controlled airspace is a generic term which
: l/ |9 V' g4 Ncovers ATS airspace Classes A, B, C, D, and E.0 w0 q; Q9 d8 D' Q; U
CONTROLLED TIME OF ARRIVAL- Arrival time
( N+ W/ I. O) y/ n! \9 _6 j9 ?' P: t5 Jassigned during a Traffic Management Program. This5 e/ H8 Z6 ?5 k( m" b. Y
time may be modified due to adjustments or user" A( I5 |$ n# J! E: Z+ E3 g5 X7 z# ]
options.
8 ~( i% n2 h7 Y ?CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)& `2 X. O* V1 y2 A- A: J
CONTROLLER [ICAO]- A person authorized to
9 A6 H O. a9 a$ d; f* I: Uprovide air traffic control services.6 w9 g) M: M% L6 [
CONTROLLER PILOT DATA LINK COMMU‐
, h& S- H& B; }" v! BNICATIONS (CPDLC)- A two-way digital very
- B/ o) s8 Q! f+ y% E% |high frequency (VHF) air/ground communications
! t( R# d9 ^! v1 B6 \2 gsystem that conveys textual air traffic control- M+ z @: L& D! x. r* v
messages between controllers and pilots.5 n' O1 ^7 b, Z% R# {# D7 v
CONVECTIVE SIGMET- A weather advisory
5 V% H9 g6 U; f/ Iconcerning convective weather significant to the
6 b; B0 v9 _* F; x- y0 csafety of all aircraft. Convective SIGMETs are issued
5 D8 \) W: j9 a& k1 X! L: qfor tornadoes, lines of thunderstorms, embedded
4 S% W! [+ s9 W* @$ |: Y" @7 athunderstorms of any intensity level, areas of
5 w3 U3 d( w- b7 d* {8 G [thunderstorms greater than or equal to VIP level 4) @$ _" {# F: T5 V9 Q: K* p7 d
with an area coverage of 4
8 i' T+ W7 `+ Y3 A& @/10 (40%) or more, and hail* G7 Q l {8 P
3 s5 _& n2 ~( b2 M4 K- o2 Q: J# `' l
/4 inch or greater.
2 h, v; t6 [! W& l+ ^(See AIRMET.)
8 n- `4 V0 y7 r4 g1 P(See AWW.)% ?0 e. c* f- L& Z: w2 C2 t$ z6 `! Z
(See CWA.)% H, X, P w- ~8 {
(See SIGMET.)4 b. p) R! N) [; y h* {) b$ G9 e
(Refer to AIM.)
8 \/ I8 _0 Y% Q- e0 E9 bCONVECTIVE SIGNIFICANT METEOROLOG‐
; q2 H* @" o. K$ m6 sICAL INFORMATION(See CONVECTIVE SIGMET.)/ ^ y$ j5 _5 K9 r8 C! `
COORDINATES- The intersection of lines of+ W& \8 S' c& I- _, @, Z0 B
reference, usually expressed in degrees/minutes/
1 p8 |$ s4 D) M/ ?seconds of latitude and longitude, used to determine
# S; t+ F# B0 T& \position or location.
$ \/ L8 ?! y% \COORDINATION FIX- The fix in relation to which5 y* q# `7 Q) Y" C4 w
facilities will handoff, transfer control of an aircraft,
+ X' ~' c+ d# r" B: y- s5 oor coordinate flight progress data. For terminal0 [ b: Q& m3 m
facilities, it may also serve as a clearance for arriving- k6 G( B: x; m$ D1 A
aircraft.
; A6 |* {4 f& N* w, ?: BCOPTER(See HELICOPTER.)6 b# b0 W) P$ \) a& \+ P; V+ j
CORRECTION- An error has been made in the
' v3 f" A- P6 [: T5 Y$ rtransmission and the correct version follows.
6 G7 `7 K* T0 dCOUPLED APPROACH- A coupled approach is an
2 j2 D/ g; k5 [4 E7 R0 o" dinstrument approach performed by the aircraft
% K' r* V! C, n0 J1 P* Iautopilot which is receiving position information
; L" r; [! C" \& u0 [2 L. w! Qand/or steering commands from onboard navigation2 _" w7 l- a9 F- F( O' u& I9 h. S4 W
equipment. In general, coupled nonprecision ap‐) o4 i" a9 |8 S, `' A. l9 d$ d
proaches must be discontinued and flown manually
2 s' s2 T! d3 ?# D6 gat altitudes lower than 50 feet below the minimum
' X6 `' n( U6 Idescent altitude, and coupled precision approaches
8 N) |8 V" J6 N7 c7 Bmust be flown manually below 50 feet AGL.: Z R3 e' w" M. X
Note:Coupled and autoland approaches are flown$ H- f/ ^: ?6 u- e+ H8 X
in VFR and IFR. It is common for carriers to require3 S! G6 ~$ x8 c1 O3 N+ V5 c
their crews to fly coupled approaches and autoland
/ v" C9 V- W* w; m" kapproaches (if certified) when the weather
* m5 t$ T% _7 S4 R: p! T3 k8 \conditions are less than approximately 4,000 RVR.1 L& m/ l. d. j% ]3 p) s. P8 c
(See AUTOLAND APPROACH.)
9 E4 u7 d2 P! _; I: SCOURSEa. The intended direction of flight in the horizontal! r( [. d! y* L
plane measured in degrees from north.
. L4 f- {& d: Q& S. ~b. The ILS localizer signal pattern usually
7 h1 G9 ~: e8 Z. h# m3 ^$ Dspecified as the front course or the back course.
. ~0 _1 A: a9 y6 tPilot/Controller Glossary 2/14/08
! P( |; y; y- \3 n6 \" Z; b3 OPCG C-8
$ R5 W+ j7 s! t+ y$ S) |, Gc. The intended track along a straight, curved, or
k, g g2 U F2 qsegmented MLS path.
/ P; E, }1 w2 F7 _( C6 E7 c/ O; d6 N. g(See BEARING.) L& T) Z8 l$ E2 J
(See INSTRUMENT LANDING SYSTEM.)
/ b3 a& ?' L4 j% @8 C" Q( P/ V `(See MICROWAVE LANDING SYSTEM.)
# t2 l/ {& R( [* ](See RADIAL.)2 n7 N' r4 S' S9 }! u, ]. T9 m
CPDLC(See CONTROLLER PILOT DATA LINK
4 z" G( ^0 R- r6 a3 nCOMMUNICATIONS.)- {2 u# K; \' S Q1 U4 y n! J1 T
CPL [ICAO]-/ s6 {, I/ Z1 c+ F
(See ICAO term CURRENT FLIGHT PLAN.): }$ e8 \& e; T; J3 Z& z
CRITICAL ENGINE- The engine which, upon6 S& f* L6 `( s/ F9 o4 E
failure, would most adversely affect the performance3 {0 ~) h# r1 y& m* m+ _
or handling qualities of an aircraft.5 _8 H+ U; ~! R! F
CROSS (FIX) AT (ALTITUDE)- Used by ATC
. d# e9 L9 i- i- K( e; y! ~5 f" K( M) uwhen a specific altitude restriction at a specified fix5 Y. v9 z9 a% v2 k
is required.8 U& s# N8 X( k4 B
CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used
0 U, H, |# j9 ]& P# z, ?3 o3 lby ATC when an altitude restriction at a specified fix- }# H1 B$ N! D7 x J$ [" I
is required. It does not prohibit the aircraft from
1 z7 k @- y. O o/ @ Kcrossing the fix at a higher altitude than specified;
3 k8 Z; o+ P9 |* H' t4 ihowever, the higher altitude may not be one that will
0 U( o M G8 vviolate a succeeding altitude restriction or altitude" N. K9 s8 S1 ~ P7 L7 `! o
assignment.
5 o9 ]8 e1 R3 N(See ALTITUDE RESTRICTION.) q. F( R( v9 W, [3 c
(Refer to AIM.)
) X3 i3 n$ z7 w7 gCROSS (FIX) AT OR BELOW (ALTITUDE)-5 O, }! u ?/ q0 T& ?: |
Used by ATC when a maximum crossing altitude at
. \6 g2 P" E F$ w2 E& s$ Aa specific fix is required. It does not prohibit the
" E) ^( u2 b/ u7 E( `aircraft from crossing the fix at a lower altitude;- O6 w2 ?# e' T) q# }8 Q2 [
however, it must be at or above the minimum IFR( j5 B$ z+ w+ r7 ^/ z$ v
altitude.
+ H2 k3 I& t5 f& g! k(See ALTITUDE RESTRICTION.)
8 m9 L: @" S m. [+ R; E# v(See MINIMUM IFR ALTITUDES.)
2 n# v% ^: J9 d: i! h$ Y. H+ C, P(Refer to 14 CFR Part 91.)
# p3 M) {9 z2 ?+ fCROSSWINDa. When used concerning the traffic pattern, the
9 x" u5 q4 m# Hword means “crosswind leg.”2 ~4 S0 h' \- N5 w3 ~
(See TRAFFIC PATTERN.)
" A: Q3 {# t3 p j/ @6 S" I( }b. When used concerning wind conditions, the9 _' v/ ~- ?# \, N( V4 q
word means a wind not parallel to the runway or the
! ]/ S' Q2 b$ [& gpath of an aircraft.
) R7 z; }8 V* c(See CROSSWIND COMPONENT.)
4 x7 @+ N5 |& h LCROSSWIND COMPONENT- The wind compo‐+ [6 a8 s# I6 K/ l. B
nent measured in knots at 90 degrees to the; D; m; t+ |- I$ G
longitudinal axis of the runway.% i( ]: h) R0 X) S
CRUISE- Used in an ATC clearance to authorize a) E+ A$ [* |! @/ [' d1 o
pilot to conduct flight at any altitude from the' ~7 }3 G8 d+ t; f1 K
minimum IFR altitude up to and including the2 Y! \+ z! U3 _3 H+ ~- b
altitude specified in the clearance. The pilot may
8 E: ~5 W. j$ Q5 L/ q0 @8 { jlevel off at any intermediate altitude within this block
$ h* J% [: }. l& o, I" c+ Yof airspace. Climb/descent within the block is to be
: U& [& `+ G. \% C9 T7 ?: Gmade at the discretion of the pilot. However, once the9 w, i8 e. u# A8 R! w/ t' f
pilot starts descent and verbally reports leaving an
) J7 _$ H2 L) D* S; {altitude in the block, he/she may not return to that! \ Z9 @. I5 z) H D% z5 h
altitude without additional ATC clearance. Further, it! O+ Y6 s" e! p" y6 ~7 z% I6 t. ~
is approval for the pilot to proceed to and make an
1 @- z3 B: z+ h1 ]3 { Rapproach at destination airport and can be used in0 N6 w$ a/ B7 a- x
conjunction with:9 r* z3 E, `! ]( D8 p9 F' j3 S
a. An airport clearance limit at locations with a5 _* x$ L& @. e
standard/special instrument approach procedure. The1 t( D4 u8 D& ?( I; z4 x% k r
CFRs require that if an instrument letdown to an- d0 e6 `4 }: [& X8 Z; G
airport is necessary, the pilot shall make the letdown2 h" k4 {# [1 c4 U C
in accordance with a standard/special instrument) C3 v3 a4 Z/ k6 M
approach procedure for that airport, or* |0 k$ D; M# j+ P
b. An airport clearance limit at locations that are
. g8 B9 u8 U- f, |" C) z; Ewithin/below/outside controlled airspace and with‐
6 i0 X: J0 w: B( I7 {! W. Pout a standard/special instrument approach$ A& s; ?* {+ L1 P2 `1 n
procedure. Such a clearance is NOT AUTHORIZA‐
7 n# p" f8 x# o; l7 BTION for the pilot to descend under IFR conditions
( v, Z) S( `0 O+ }% ]below the applicable minimum IFR altitude nor does5 C$ {) i0 h* A" n
it imply that ATC is exercising control over aircraft! v; K' x* n l! E( D
in Class G airspace; however, it provides a means for& q' A1 c- ?# k, S
the aircraft to proceed to destination airport, descend,' y$ J7 m) L* Y( S; S" x& ~
and land in accordance with applicable CFRs
6 W* O3 p& y0 v: g9 ?* x- ngoverning VFR flight operations. Also, this provides
, R: t8 g5 x' U' P# O- ~" s$ vsearch and rescue protection until such time as the' e; L5 V, L/ Y0 S: Q
IFR flight plan is closed.
0 N; H t, i8 }6 X6 C(See INSTRUMENT APPROACH
% c( f' M! h" f1 s: APROCEDURE.)
+ t1 `. T* L. s. Z9 nCRUISE CLIMB- A climb technique employed by6 ]8 a; H/ o, x
aircraft, usually at a constant power setting, resulting5 `( e8 \8 ~) B! R
in an increase of altitude as the aircraft weight/ x/ S Q9 S8 H5 V% P8 F& n+ ^5 _
decreases.& C1 _! z9 K% H# \
CRUISING ALTITUDE- An altitude or flight level! y% {* v% R, U- R$ w
maintained during en route level flight. This is a
$ P8 |( J0 N1 I8 g. pconstant altitude and should not be confused with a
( r* C1 X: X) n \* `6 v; scruise clearance.# p4 {" x! W. O* C" H3 ~1 P
(See ALTITUDE.)5 Y) s1 F* L+ P1 F( L6 V6 s
(See ICAO term CRUISING LEVEL.)5 N: _! `2 b: ?& ]3 Z' e1 f
CRUISING LEVEL(See CRUISING ALTITUDE.)
- `/ E/ c+ b! x% eCRUISING LEVEL [ICAO]- A level maintained3 A% [+ f' |# ?! I" B4 s! Y, o% s
during a significant portion of a flight.
* x( [9 N, Y2 U7 L) JPilot/Controller Glossary 2/14/08
' g3 l' Q9 z& Q/ a! D/ uPCG C-9# _. M& s2 v% g4 x8 j, j* E& k0 C' n
CT MESSAGE- An EDCT time generated by the/ V' X/ A* \( C" \; f9 J
ATCSCC to regulate traffic at arrival airports.. r+ v5 p5 {) v) P, G' P4 w4 W7 u
Normally, a CT message is automatically transferred
: w3 S" E* x2 Hfrom the Traffic Management System computer to the: V1 y i' i u# I
NAS en route computer and appears as an EDCT. In' b: g& A2 l0 M, [" j8 |
the event of a communication failure between the e6 L7 M; v* I o/ t+ ^9 |+ l) s
TMS and the NAS, the CT message can be manually
" d% c. d4 ]$ Z. { ^+ {1 \% Yentered by the TMC at the en route facility.. Z- k1 r: f: K
CTA(See CONTROLLED TIME OF ARRIVAL.)" P( e. c0 [' p& s9 x& X
(See ICAO term CONTROL AREA.)
, x' D1 k# q& x) d l6 w( y# DCTAF(See COMMON TRAFFIC ADVISORY
; t5 F" e' a R6 H! ], nFREQUENCY.)
4 J$ O! g8 r2 ^% gCTAS(See CENTER TRACON AUTOMATION5 R, P( w' y4 L: P
SYSTEM.)8 _* Q, E: y# l- t$ i o6 t
CTRD(See CERTIFIED TOWER RADAR DISPLAY.)
?4 c1 [0 p7 xCURRENT FLIGHT PLAN [ICAO]- The flight; Q: M7 \5 f! x' h! C: ?% M
plan, including changes, if any, brought about by2 z. {- _" b+ ]
subsequent clearances.
! R/ Q: J M" q6 e+ b3 t* eCURRENT PLAN- The ATC clearance the aircraft7 O6 X3 T1 t" n! x% F+ z9 {
has received and is expected to fly.+ R: l2 f" C* ?4 v4 t
CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE0 d- v- P e9 F% N% o6 p* f* B
APPROACH.)
8 m0 b$ y$ G8 n$ ^) D4 U+ ^: \0 u9 p L& rCWA(See CENTER WEATHER ADVISORY and0 U9 m+ c6 x5 g0 L$ t
WEATHER ADVISORY.)% b4 ?7 t9 Z+ ~+ _
Pilot/Controller Glossary 2/14/087 ? q5 _5 m2 y8 B# l/ m# @/ ^' E) o
PCG D-1" Y6 {8 V$ V3 C1 \2 O
D3 ~+ Y6 C$ U/ c0 _0 @( D" G8 g( m3 R6 G
D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL
+ | F& o& ~% c9 {3 yINFORMATION SERVICE.), Y0 I6 n4 m- o0 ~
DA [ICAO]-9 g, x' q1 D/ n( C2 j0 B
(See ICAO Term DECISION
/ l/ L5 N0 G) _ALTITUDE/DECISION HEIGHT.)0 T6 U5 J. h: z/ O
DAIR(See DIRECT ALTITUDE AND IDENTITY1 ]$ L, ~( G% \- e4 d$ K' R; N
READOUT.)4 E& J! g2 j3 a* _
DANGER AREA [ICAO]- An airspace of defined
" i) ` M; {3 s) Q+ Jdimensions within which activities dangerous to the2 B/ B8 {' e, d R
flight of aircraft may exist at specified times.
3 V5 z6 \7 p! @) g {) @Note:The term “Danger Area” is not used in
5 |* J) B) _9 Z! ?0 s+ kreference to areas within the United States or any6 |: F* R: U% ^ c. d1 w. q" j# W
of its possessions or territories.; N2 [. L: a7 @
DAS(See DELAY ASSIGNMENT.)
7 t0 D2 [ K4 B; |7 k. ^DATA BLOCK(See ALPHANUMERIC DISPLAY.)& y$ {+ c7 G; ] p0 c
DEAD RECKONING- Dead reckoning, as applied; k" M$ G0 V# W
to flying, is the navigation of an airplane solely by
" `% Q V1 z' Q# a9 q/ q3 ymeans of computations based on airspeed, course,
# M5 N3 K: ?3 v/ kheading, wind direction, and speed, groundspeed,
1 J- M r2 m; X3 w' d( v6 yand elapsed time.
: m! H3 }4 D: d" B; nDECIS ION ALTITUDE/DECIS ION HEIGHT
. x: |# U/ P" B$ }5 \- _4 O[ICAO]- A specified altitude or height (A/H) in the5 f3 L# s, i- a( W: D: K. x
precision approach at which a missed approach must
- z' D; h9 n- g" j1 ebe initiated if the required visual reference to
) G- M2 u3 C4 [continue the approach has not been established.6 V/ ^4 v0 z, ]' I
Note 1:Decision altitude [DA] is referenced to5 r# B: D1 a! i- D+ ?
mean sea level [MSL] and decision height [DH] is
% {" }, p/ w: A/ }referenced to the threshold elevation.) j1 L5 [" J8 X: [' ]
Note 2:The required visual reference means that
6 r$ h6 O3 w5 R6 `0 V5 z0 S9 Rsection of the visual aids or of the approach area% y- @. p! d; H0 b
which should have been in view for sufficient time5 l/ @, C) `6 C
for the pilot to have made an assessment of the
$ O6 O* b& j; u& i [aircraft position and rate of change of position, in" B) |9 s6 F2 g9 p, ~
relation to the desired flight path.9 P9 B& ?# x9 q5 m4 ^. [% l! l) ^- ^3 e
DECISION HEIGHT- With respect to the operation
! R4 ]( H* u* l7 Iof aircraft, means the height at which a decision must, M7 @7 u" y) W8 p& _* @0 Y
be made during an ILS, MLS, or PAR instrument
' T9 b, a4 ~2 F) d6 |8 k' xapproach to either continue the approach or to execute+ _# G% d( T& ?* o
a missed approach.1 S* ~1 j. g1 d
(See ICAO term DECISION
1 A4 L; K8 i) [2 ^' g' FALTITUDE/DECISION HEIGHT.)
, X Q# J" C7 S" E/ Q4 KDECODER- The device used to decipher signals. i, M6 d- I! h8 k$ V; a2 L
received from ATCRBS transponders to effect their
" T' B! n/ ~9 u" v3 U5 b. rdisplay as select codes.: J9 S8 a- w$ V9 V6 o4 a9 G
(See CODES.)
/ X# z% M# J7 l(See RADAR.)
* y/ ~, ?& `, i1 A. ~$ r; A. eDEFENSE VIS UAL FLIGHT RULES- Rules
9 i: m* O% F8 J# w* }: l; \3 y7 Uapplicable to flights within an ADIZ conducted under
; `' r" D7 h- m. J/ K/ ?" L' e$ @the visual flight rules in 14 CFR Part 91.
2 v3 d% E) ?- J3 Q(See AIR DEFENSE IDENTIFICATION ZONE.)7 Z0 S) I+ c; C+ j
(Refer to 14 CFR Part 91.)' E5 E! h* q+ G; ?; L
(Refer to 14 CFR Part 99.)
' e1 G% D! K @7 }' d) i/ lDELAY ASSIGNMENT (DAS)- Delays are distrib‐
, T& ^ a3 l, Duted to aircraft based on the traffic management5 _% Q: a! c% F; a
program parameters. The delay assignment is/ E7 v( W5 p0 o" f
calculated in 15-minute increments and appears as a
6 \* {7 b p& V( P Ctable in Enhanced Traffic Management System
: }& h& m* M5 r) k0 E0 b& v" C& y(ETMS).
6 c, M/ _6 k" cDELAY INDEFINITE (REASON IF KNOWN)
4 ]- P v6 l* @EXPECT FURTHER CLEARANCE (TIME)- Used
, z3 X, q# g( X: N4 H7 W0 m) Q7 R4 aby ATC to inform a pilot when an accurate estimate
, k3 U" x- f* E5 Y0 Pof the delay time and the reason for the delay cannot. |3 x! g& Z/ K! k# l( X2 q" s
immediately be determined; e.g., a disabled aircraft! f. E7 e( s+ R. x( A* ^: _7 K
on the runway, terminal or center area saturation,' B$ Z5 W; j/ i) S* k+ ^
weather below landing minimums, etc.
0 j$ U1 K8 w3 {' P& @8 ] r(See EXPECT FURTHER CLEARANCE (TIME).)8 y2 ` ^- t8 Q: M6 N w' o3 R
DELAY TIME- The amount of time that the arrival
8 b/ j0 g+ L+ n% Q0 L4 ymust lose to cross the meter fix at the assigned meter
$ J$ @% l5 A: |% {" W- F( g$ X# ofix time. This is the difference between ACLT and
& V: [% }" ?( N! fVTA.
( q- w# Q7 m' s& g; H- m6 @DEPARTURE CENTER- The ARTCC having
+ ~" G+ T+ P% Wjurisdiction for the airspace that generates a flight to2 U1 P% e9 g+ I* b' v c
the impacted airport. ]- U5 Q" j! |$ p
DEPARTURE CONTROL- A function of an5 R) G( i8 O+ h
approach control facility providing air traffic control
3 r8 e5 _1 @! |8 V" q4 z# [3 f9 ?service for departing IFR and, under certain2 W' P F9 [4 }( S
conditions, VFR aircraft.
X+ t6 S$ ~" ~! {(See APPROACH CONTROL FACILITY.)% U" V, s" Q+ q p; x, C2 O; D
(Refer to AIM.)
' o m1 W4 D- Y% f, xDEPARTURE SEQUENCING PROGRAM- A! a) @& J: V# ~, ^ t) J( i
program designed to assist in achieving a specified' _2 w! i7 ^; v$ o! o m
interval over a common point for departures.
7 h; M& q! o! Q( j& U$ A' ]. h9 h IPilot/Controller Glossary 2/14/08
; d. m' R; f" l( nPCG D-2
9 x# M$ A2 M! D" T3 l: lDEPARTURE TIME- The time an aircraft becomes
* f/ N# d* [3 g; b2 Bairborne.
" X- ^% \* A6 XDESCENT SPEED ADJUSTMENTS- Speed decel‐9 {5 i [2 O0 `1 M* p# {
eration calculations made to determine an accurate
. R' E# U; O# ?! FVTA. These calculations start at the transition point
7 O# t" S( i" j1 o% Hand use arrival speed segments to the vertex.( ~9 r6 e7 P2 d. n
DESIRED COURSEa. True- A predetermined desired course direction
; u8 f1 l- t/ k6 K9 v& i" r9 Hto be followed (measured in degrees from true north).
- c# Z' c5 z @5 s' ~! R3 mb. Magnetic- A predetermined desired course% b6 @3 g8 a5 { [* s$ v
direction to be followed (measured in degrees from
& E; b6 w& |9 O& Q; o" w9 a2 W& a! Ilocal magnetic north).! ^, w: g1 V5 N# C6 p
DESIRED TRACK- The planned or intended track
: j5 B8 l& v- H: a, h: u$ hbetween two waypoints. It is measured in degrees( P& i; g( h1 o N5 a( D$ ^
from either magnetic or true north. The instantaneous, Q$ a* B+ i I- A( w$ {; u
angle may change from point to point along the great
. ? X, V- u( D/ F; f; Vcircle track between waypoints.
: F/ t8 L- r- p- [2 q; P1 T" z) V. gDETRESFA (DISTRESS PHASE) [ICAO]- The
9 o# k, ~! t3 z7 ^# R! u. Y7 t4 Dcode word used to designate an emergency phase
; k; @* H, ?" C' A- @wherein there is reasonable certainty that an aircraft
$ q- q [" P. a# y( |( ?and its occupants are threatened by grave and
1 ~3 e& f1 c# v- i+ s5 ?; himminent danger or require immediate assistance.( V0 S0 h* @7 n; v5 w$ A0 E
DEVIATIONSa. A departure from a current clearance, such as an
. u8 g) X3 S% h# foff course maneuver to avoid weather or turbulence.( v0 ^" P4 j4 D! f7 ?! U, A) r
b. Where specifically authorized in the CFRs and
. z8 ]7 r" v& w& ]7 A/ B. T9 [requested by the pilot, ATC may permit pilots to
: l* T2 n2 D3 [% Tdeviate from certain regulations.
6 ?- L# s/ y( _) ~(Refer to AIM.)2 ^! g |/ O" x5 O+ f; I
DF(See DIRECTION FINDER.)# i9 u- J- F3 l+ W3 {
DF APPROACH PROCEDURE- Used under
: C* `. J1 {) T# H6 z) D. wemergency conditions where another instrument y% t8 ?) y8 z% C5 q0 l
approach procedure cannot be executed. DF guidance; n) z! D; f; \
for an instrument approach is given by ATC facilities0 G. _" b- k: V% t+ J6 B
with DF capability.3 n3 }2 J1 R2 Q8 a+ B: v+ z2 h" C
(See DF GUIDANCE.)
5 p, R r1 ~& V: O. u N(See DIRECTION FINDER.)
- P2 T( E' F" W4 w$ t. q( X, T3 H4 |(Refer to AIM.)
* I8 L6 V- e4 UDF FIX- The geographical location of an aircraft+ A, {: w& B5 k8 O4 p6 F; g. M( `
obtained by one or more direction finders.
/ N2 L, |: d C# d+ t(See DIRECTION FINDER.)
! Z5 j) c/ i) n* hDF GUIDANCE- Headings provided to aircraft by6 J$ Q5 g7 k8 V; S) A
facilities equipped with direction finding equipment.
5 C. h* l& `) c& d3 r+ q3 tThese headings, if followed, will lead the aircraft to& C9 ^: @) {4 W' A) O- |# ?) n
a predetermined point such as the DF station or an
+ T- x! z/ E6 m: @airport. DF guidance is given to aircraft in distress or9 |7 @" M A p9 M
to other aircraft which request the service. Practice
1 v' X" P. Z4 v% JDF guidance is provided when workload permits.# U9 v$ ?* l5 h/ f4 ?
(See DIRECTION FINDER.)
" T2 b$ A7 l* t: ^2 o(See DF FIX.)$ n+ F( \/ l) o' l" a; R6 ?
(Refer to AIM.)
( Q" F9 w& a% |9 t3 L3 w+ k+ f4 RDF STEER(See DF GUIDANCE.)
6 j$ Q# G9 R# C# }4 GDH(See DECISION HEIGHT.)- [; g x9 X- c e' ]
DH [ICAO]-9 c9 ]) h' a; K6 c
(See ICAO Term DECISION ALTITUDE// j9 F; T) l3 p
DECISION HEIGHT.)2 |- ]% z7 T. w: i" v* \. s$ x6 k; `
DIGITAL‐AUTOMATIC TERMINAL INFORMA‐# z/ ?" X! F* b1 B, K+ U% H/ v
TION SERVICE (D‐ATIS)- The service provides
/ B' Z' L9 R% {# u' L* rtext messages to aircraft, airlines, and other users
' I3 j* Z/ l% k, ^$ M% Koutside the standard reception range of conventional/ U$ ^! ?9 I* N6 b
ATIS via landline and data link communications to( e6 p ]7 L& H
the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to. j; J8 Z) e$ P. Q8 Z) ~! J8 G- e( ?
all aircraft within range of existing transmitters. The
& b/ W& z" V& R1 O% @/ p8 @1 xTerm inal Data Link System (TDLS) D‐ATIS
# m: l9 d; |) u Yapplication uses weather inputs from local automated
8 \' m6 t" K% F y' }weather sources or manually entered meteorological- C& M* d5 d5 ^% ~9 S+ N# r
data together with preprogrammed menus to provide
: W6 h( N: y" x, \standard information to users. Airports with D‐ATIS- l" [/ _. A, K# K; D4 i0 K3 d
capability are listed in the Airport/Facility Directory./ ]0 I5 f( s8 }4 v3 O6 H1 }
DIGITAL TARGET- A computer-generated symbol
o7 _6 o0 G6 p3 c; wrepresenting an aircraft's position, based on a primary
% n3 q! X0 c' i4 ]return or radar beacon reply, shown on a digital- y/ E$ d9 r( d( m( C5 ?
display.9 _* J2 C' ]3 ^6 g
DIGITAL TERMINAL AUTOMATION SYSTEM
0 v7 y0 q8 ^: m" Z* p, y(DTAS)- A system where digital radar and beacon
4 R) K D- C( C3 Z( i- c+ _! H5 Gdata is presented on digital displays and the8 W3 P9 r; v1 X6 u3 [7 [0 @
operational program monitors the system perfor‐: \6 \5 \- w! ]1 v7 {
mance on a real-time basis.
8 E3 F! j! P2 ~& Q8 }DIGITIZED TARGET- A computer-generated
l" \! F# B: ~7 F3 o* E1 j9 Zindication shown on an analog radar display resulting1 f3 o& z9 Y! W6 e! M4 b: x& L
from a primary radar return or a radar beacon reply.
7 _5 b8 k! ?/ Y- V* h5 c+ ?; ]/ Y7 [DIRECT- Straight line flight between two naviga‐
+ h7 M/ w( q! G( }tional aids, fixes, points, or any combination thereof.' d6 u7 P% P4 m0 w& ^ s
When used by pilots in describing off‐airway routes,
1 O+ @- f% H( F( |2 ^8 kpoints defining direct route segments become
/ @ {% k! Q, {/ `compulsory reporting points unless the aircraft is- c: x8 ?8 a5 r9 p4 F
under radar contact.
# S7 h! h$ Z+ U6 HDIRECT ALTITUDE AND IDENTITY READ‐. ^# Q0 G0 o! Z8 x. `& t
OUT- The DAIR System is a modification to the
6 D. X- q! c" S) k4 \3 IPilot/Controller Glossary 2/14/08
& G w4 a& d. T8 @ P5 b2 p! c6 IPCG D-3
7 y3 d5 k; K- v0 V/ ?6 @AN/TPX‐42 Interrogator System. The Navy has two; @# l% s8 A8 r/ N1 q/ E
adaptations of the DAIR System‐Carrier Air Traffic& [) r% O/ c, W5 T- D3 X- n* {6 F
Control Direct Altitude and Identification Readout' O9 z0 u8 c& g% r$ e$ P
System for Aircraft Carriers and Radar Air Traffic5 \8 {# ?$ x) B% l& z6 n |
Control Facility Direct Altitude and Identity Readout0 I" _7 X) n) L& T$ b; {
System for land‐based terminal operations. The: I2 a* M0 g$ ]2 J9 \& g
DAIR detects, tracks, and predicts secondary radar- l, J. x- c9 E* @4 d* E
aircraft targets. Targets are displayed by means of4 s) d+ A* y6 P. V+ t0 U5 Q
computer‐generated symbols and alphanumeric9 @, W' J4 O; N l0 _- r
characters depicting flight identification, altitude,
) ?3 ^- W6 T- p& M) D4 g+ gground speed, and flight plan data. The DAIR System* `# l+ I: h% Z: t. d4 ?
is capable of interfacing with ARTCCs.' ?, x) j* V0 C$ ] T8 y
DIRECTION FINDER- A radio receiver equipped" z( J& Y% `2 s
with a directional sensing antenna used to take! O- @3 a: a. x' k5 Q$ D
bearings on a radio transmitter. Specialized radio
$ D. h+ u3 J* L8 p1 m5 _direction finders are used in aircraft as air navigation
, `& h. O$ \: c- B4 V7 m9 _aids. Others are ground‐based, primarily to obtain a
# p: `# z0 \, z- c* L/ \“fix” on a pilot requesting orientation assistance or to
2 D" Z( H* ]# f2 y! D+ h, k" Z( ~* F8 Zlocate downed aircraft. A location “fix” is established
: J& B1 V# ?, W; Eby the intersection of two or more bearing lines
& m. N4 X u4 n# N/ u3 r1 mplotted on a navigational chart using either two$ N* X9 \8 N& j8 z
separately located Direction Finders to obtain a fix on
* y- f& U7 X m8 Z/ S. n* M% Ban aircraft or by a pilot plotting the bearing
( m* I7 \+ `- @5 u( yindications of his/her DF on two separately located- F' q* D& B( t2 ]2 y! ?
ground‐based transmitters, both of which can be
' p' M1 e3 H/ g- e4 ]- Eidentified on his/her chart. UDFs receive signals in
8 f- B% k- l* |& t1 Uthe ultra high frequency radio broadcast band; VDFs/ d1 [5 k+ w; n! O
in the very high frequency band; and UVDFs in both
2 r# c% M9 Y5 e8 g! K+ ubands. ATC provides DF service at those air traffic
' ~) U1 i6 C0 Q* _ S7 e4 E* Q, qcontrol towers and flight service stations listed in the( a* D$ p' c4 v* H
Airport/Facility Directory and the DOD FLIP IFR En
! Q/ P3 h/ L# r7 n9 F% n. J" l, @5 T- eRoute Supplement.
9 g. O7 _% ~2 ]: Z/ c) |0 U(See DF FIX.)
' Q/ r/ ?( p. G* ?(See DF GUIDANCE.)
' Z4 l: S; `: HDIRECTLY BEHIND- An aircraft is considered to
5 Q) K* g; m) I2 R* Ebe operating directly behind when it is following the
' M2 ~2 a. }3 p% hactual flight path of the lead aircraft over the surface5 h# e. @2 C; n; @$ ^- T
of the earth except when applying wake turbulence8 v: L8 L' r! j& K+ G$ p
separation criteria.+ ~( R1 z7 S& b4 C5 L( W
DISCRETE BEACON CODE(See DISCRETE CODE.)
! ?: `/ c W: Q uDISCRETE CODE- As used in the Air Traffic6 t. f" _( I4 o3 I
Control Radar Beacon System (ATCRBS), any one& \* v; Z" o7 b5 K- @
of the 4096 selectable Mode 3/A aircraft transponder
! F7 \2 ~" z) {$ S: m: scodes except those ending in zero zero; e.g., discrete
& {9 p2 w& r5 Ycodes: 0010, 1201, 2317, 7777; nondiscrete codes:
: _# C) N( y( B" e X2 I8 m0100, 1200, 7700. Nondiscrete codes are normally& Z9 D: f+ E3 w
reserved for radar facilities that are not equipped with
- H/ f1 k2 B2 u: t' m& V7 r! O8 Xdiscrete decoding capability and for other purposes4 b1 m: `, i# h5 h* A
such as emergencies (7700), VFR aircraft (1200), etc.6 t0 ^' F) m' n3 \$ l1 J
(See RADAR.)
' l9 e: ?8 ^6 K0 N& N(Refer to AIM.)
+ v2 _9 @5 G4 }. P" LDIS CRETE FREQUENCY- A separate radio
5 W& s2 X# c2 N/ ?4 S6 |frequency for use in direct pilot‐controller commu‐1 H9 a% J( t: v
nications in air traffic control which reduces* s! _! ~5 w- q' D) M
frequency congestion by controlling the number of
/ b3 q. M+ u: R9 W; saircraft operating on a particular frequency at one
$ J! ^; H2 r. f4 H v9 T# a' gtime. Discrete frequencies are normally designated' r' V- V: `& R5 I# M8 ]
for each control sector in en route/terminal ATC) ^9 p$ Z2 z' z% P8 g
facilities. Discrete frequencies are listed in the- i! _; v6 V7 S
Airport/Facility Directory and the DOD FLIP IFR En# T5 @, e5 k% O" ~3 O0 W% r
Route Supplement.
$ P0 X( }' A$ m ^ k9 @5 }; N5 r(See CONTROL SECTOR.)0 w5 q5 B: G; g
DISPLACED THRESHOLD- A threshold that is1 B- S. p, Y# Q" N: J1 D# `) p
located at a point on the runway other than the
. {0 Y% l5 n" H2 Mdesignated beginning of the runway.# Q! n: } v2 u# K" {" R/ I9 w4 t
(See THRESHOLD.)0 A% f0 c: _$ q+ H- I I3 I C
(Refer to AIM.)
' q9 f. r( \2 {; _$ Q3 cDISTANCE MEASURING EQUIPMENT- Equip‐
, G L4 w& U+ Q. e4 A2 N! K# o b' S% ement (airborne and ground) used to measure, in' E$ r* @- l# z
nautical miles, the slant range distance of an aircraft
8 z6 Y! N* K& x+ S1 e! P# afrom the DME navigational aid.6 c9 X w& C9 V) E- |
(See MICROWAVE LANDING SYSTEM.)
: S+ t2 w, q) r# h& c(See TACAN.)& z1 E' \0 \7 b( D: P
(See VORTAC.)& w: c; V2 Z/ s! d! M! c3 Q
DISTRESS- A condition of being threatened by8 \0 u8 X2 Y" @$ x0 \1 [
serious and/or imminent danger and of requiring
$ b) e7 e6 h/ O- aimmediate assistance.6 D7 ^; A( ~' q6 r0 u$ x1 T5 } O( T
DIVE BRAKES(See SPEED BRAKES.)8 {# E0 p0 n0 x9 R* m& I r
DIVERSE VECTOR AREA- In a radar environ‐
; m3 ?' R+ ?/ c$ c( iment, that area in which a prescribed departure route9 D* | i7 G( m v+ @8 i
is not required as the only suitable route to avoid
7 z9 N$ e4 ], N( g% wobstacles. The area in which random radar vectors
: X9 k9 x$ b1 \below the MVA/MIA, established in accordance with
- o0 a% H% @5 {' {' ~# Vthe TERPS criteria for diverse departures, obstacles2 b/ e% Z) E+ f
and terrain avoidance, may be issued to departing
3 Q5 i/ L" x3 O0 ?+ H9 X' t* Caircraft.
+ i: Y$ p2 h6 `; s' `9 n8 X8 CDIVERSION (DVRSN)- Flights that are required to" V* W3 H' k3 {) J: X9 e/ u- g2 I! c# q
land at other than their original destination for; y A# G1 k# j2 Z$ }- ?' v
reasons beyond the control of the pilot/company, e.g.
0 b) D1 N' T7 A8 Kperiods of significant weather.& D4 S: c8 R. x4 l0 D3 e
DME(See DISTANCE MEASURING EQUIPMENT.)
) u! X3 a* M, k4 FPilot/Controller Glossary 2/14/08
R4 ?7 A7 U( [( n+ `: j/ Y2 a8 H! HPCG D-4
7 `* C0 ]8 m2 Y& F+ p% hDME FIX- A geographical position determined by
$ e; x0 e; c0 F' s& Z! @! B0 I8 oreference to a navigational aid which provides
2 _( h4 i* t$ {3 Ddistance and azimuth information. It is defined by a
! @9 J9 \) P$ ?5 i- Ispecific distance in nautical miles and a radial,* U' F$ t# s, x
azimuth, or course (i.e., localizer) in degrees7 p" P) M7 [7 ^6 g# C' N8 [
magnetic from that aid.
5 D2 q' M! f* w) o% r( K(See DISTANCE MEASURING EQUIPMENT.)
/ S* N1 J" q. E6 f# v(See FIX.)
9 U+ U/ n( A: O5 h) P+ B, [(See MICROWAVE LANDING SYSTEM.)
& ]9 `$ |2 } J8 n" ?: |" yDME SEPARATION- Spacing of aircraft in terms of
5 I( P$ P0 Y5 S7 Mdistances (nautical miles) determined by reference to2 R# V) P- l2 ~5 z: u$ i
distance measuring equipment (DME).% p- ?5 ~9 s) I9 p$ b P9 R
(See DISTANCE MEASURING EQUIPMENT.)% S, C9 M) R! V3 ^
DOD FLIP- Department of Defense Flight Informa‐
% X: v0 J) }, P: F( v" z! [% Dtion Publications used for flight planning, en route,/ U) N# X5 A" a2 ?
and terminal operations. FLIP is produced by the
3 ?' M H3 s2 i3 I% n8 N; _National Imagery and Mapping Agency (NIMA) for
0 b$ Y; _& \, Oworld‐wide use. United States Government Flight8 K1 t& \( t: [# N, V" _
Information Publications (en route charts and
+ [# \5 X+ \( t, j" L5 Winstrument approach procedure charts) are incorpo‐( N: w/ B( S# `# W: j# f
rated in DOD FLIP for use in the National Airspace
; F7 [& i) J2 t% ]System (NAS).6 _7 H: ]% c* F0 ^8 }
DOMESTIC AIRSPACE- Airspace which overlies, v- W* }" {( F4 k
the continental land mass of the United States plus
; R* H9 [% c0 p" x) K. CHawaii and U.S. possessions. Domestic airspace5 G* n+ s7 w+ T. C& B/ C' Q
extends to 12 miles offshore.) K0 i' ~3 X; N. U: T
DOWNBURST- A strong downdraft which induces
9 [' Z5 l1 A* C/ c! F0 k: Y0 L6 ran outburst of damaging winds on or near the ground.
$ E6 [8 l. q& pDamaging winds, either straight or curved, are highly. w! Z9 g$ T, ?1 t
divergent. The sizes of downbursts vary from 1/2
1 P2 s& K& M' z" j6 Ymile or less to more than 10 miles. An intense
) Q! f- U% J7 C& b" vdownburst often causes widespread damage. Damag‐
4 _ _6 k; T- Y/ J; b8 ging winds, lasting 5 to 30 minutes, could reach speeds, {9 X' o0 q' K& ]3 f4 R
as high as 120 knots." c1 H$ _6 t) ]7 l" }
DOWNWIND LEG(See TRAFFIC PATTERN.)
9 g: x9 G' k6 Q* z) `8 v3 U7 YDP(See INSTRUMENT DEPARTURE PROCEDURE.)
5 t. h* `$ m' f2 h8 R4 i' @* PDRAG CHUTE- A parachute device installed on
; h) v- ?! W0 Q& h% _3 B& Z/ Rcertain aircraft which is deployed on landing roll to1 f+ R! L6 I5 _- J9 O
assist in deceleration of the aircraft.6 w8 D5 ^% b$ F; A% V$ ]
DSP(See DEPARTURE SEQUENCING PROGRAM.)9 {5 L$ f2 D3 K6 G m
DT(See DELAY TIME.)$ a6 w0 V2 F! z% l. K
DTAS(See DIGITAL TERMINAL AUTOMATION$ T% E' _- x0 R7 H+ P; d7 L' \$ m
SYSTEM.)
7 O6 ]# H9 m( k- o. uDUE REGARD- A phase of flight wherein an/ k% u. s7 n, X( @! ?: V
aircraft commander of a State‐operated aircraft5 ^6 L L) \5 ?8 f% B$ O7 [& K
assumes responsibility to separate his/her aircraft4 W; m: \( r5 p2 e; J3 C
from all other aircraft.
2 [ J( _/ U: `6 q& b" Q(See also FAAO JO 7110.65, Para 1-2-1, WORD) ? T3 v1 X8 ?( S6 n
MEANINGS.)1 v5 p! i, {) L; f
DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY1 ^6 l1 S I6 d) L
RUNWAY.)7 l+ F1 F7 W1 J& `1 \
DVA(See DIVERSE VECTOR AREA.)
. v; k: b3 C0 {+ ]! x. u) @$ yDVFR(See DEFENSE VISUAL FLIGHT RULES.)
* E. _5 \7 z' ^5 f2 _- TDVFR FLIGHT PLAN- A flight plan filed for a VFR
2 Y' w, @4 g/ N1 Xaircraft which intends to operate in airspace within. \, c5 ~1 u3 t# F
which the ready identification, location, and control
+ _8 M. F' d) W) Q2 ?of aircraft are required in the interest of national
- A. t& N/ L% |# t% Lsecurity.
' R- x4 `) f! Q, H; ^3 X$ o$ vDVRSN(See DIVERSION.)
6 Y% @- j+ n3 nDYNAMIC- Continuous review, evaluation, and
7 \; c$ l: D6 Vchange to meet demands./ A- r* Z* v8 H6 S, ], m
DYNAMIC RESTRICTIONS- Those restrictions
1 R/ y8 Q, {- L; z4 ~3 y: @% nimposed by the local facility on an “as needed” basis4 r8 b9 n# K8 Y w4 R
to manage unpredictable fluctuations in traffic
$ R' x. y. ]3 S# |2 O; Hdemands.
9 H3 U$ M; C; M) W: s3 R. oPilot/Controller Glossary 2/14/08
9 A% \) L6 x5 f$ @- uPCG E-15 l/ C9 m: i2 U( j2 M8 _3 u- O
E
8 x: I. G; ]0 S( xEAS(See EN ROUTE AUTOMATION SYSTEM.)1 t! ~6 s y+ C0 e% [5 }
EDCT(See EXPECT DEPARTURE CLEARANCE
" {0 V4 ^- M* \TIME.)* p+ R" d+ r& a3 X
EFC(See EXPECT FURTHER CLEARANCE (TIME).)
; i8 L* h1 H8 Z6 x) ~. P. v! X4 JELT(See EMERGENCY LOCATOR TRANSMITTER.)' v2 b" |4 s/ D% g. | G" h
EMERGENCY- A distress or an urgency condition.
2 K7 i# T! }8 Y8 U: B; u! oEMERGENCY LOCATOR TRANSMITTER- A
( ?& z' d) V9 L: G Gradio transmitter attached to the aircraft structure) P* {" ?* h- V# y$ B
which operates from its own power source on6 O* h3 |8 l! a2 S
121.5 MHz and 243.0 MHz. It aids in locating
$ m) n% v; C& h6 x$ ]$ Ydowned aircraft by radiating a downward sweeping
, ]' L1 N+ U/ p& s& ^. |3 \* z- jaudio tone, 2‐4 times per second. It is designed to# I6 S; a- I+ s0 w$ w2 p0 Y, r
function without human action after an accident.- x% T& C9 |5 i/ p: ]. Z J
(Refer to 14 CFR Part 91.)
' J2 G" t, p/ V6 Y(Refer to AIM.)
, N) I7 V4 O N* L8 y$ OE‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE
2 ^& ^/ E& B4 n8 b5 t/ vWARNING.)
- u. I3 r6 H, O% ?* K q3 mEN ROUTE AIR TRAFFIC CONTROL SER‐- Q. f5 \& Q" p% N* y/ f3 P" S$ U' I
VICES- Air traffic control service provided aircraft
# q) Z- R {% k8 `1 w& x" _on IFR flight plans, generally by centers, when these; g& o& Q3 q9 k0 ?
aircraft are operating between departure and7 i9 W3 r5 [, Y6 L
destination terminal areas. When equipment, capa‐8 d$ U3 i; ?. y3 s# w, A# L
bilities, and controller workload permit, certain8 m, k+ l7 i; h' _# P
advisory/assistance services may be provided to VFR4 ]+ f7 @& k" q8 ~% O
aircraft. E. L/ V2 d0 F, U/ r5 U% C9 d. S9 ?
(See AIR ROUTE TRAFFIC CONTROL) L" |% ]3 y7 w6 K% b. K/ u3 d
CENTER.)( ]2 d9 U, Q; @- S
(Refer to AIM.)
' K- p0 G" B# W" D% q# [9 @. dEN ROUTE AUTOMATION SYSTEM (EAS)- The
. E# I' D$ q9 ~complex integrated environment consisting of
0 g& Y2 T. t3 [( m7 W' ^$ \! w, g! [situation display systems, surveillance systems and
: C, v6 l+ Z: m- f3 J5 C( }flight data processing, remote devices, decision6 q: ^" i0 `0 |. b3 @1 d8 W
support tools, and the related communications* P( p. M J' o: ]3 z
equipment that form the heart of the automated IFR
8 { W! B3 {) ~air traffic control system. It interfaces with automated0 z6 P6 q; d' B) V
terminal systems and is used in the control of en route
: K4 F) J5 c( \. c3 x/ DIFR aircraft.
; X1 K$ b$ Z0 ]% b) g(Refer to AIM.)# |5 e1 F6 Q5 Y5 J
EN ROUTE CHARTS(See AERONAUTICAL CHART.)
5 E, j k( b6 L' Q/ I/ b+ [EN ROUTE DESCENT- Descent from the en route
9 ?# l' j4 f9 e' N7 b) bcruising altitude which takes place along the route of
' J$ p7 ]' @( Zflight.6 U7 r f8 D) ]# U' v: w
EN ROUTE FLIGHT ADVISORY SERVICE- A1 g) B2 V4 f6 Z" b( v
service specifically designed to provide, upon pilot" [+ P! E9 D% E1 `2 t/ ]) R v4 j
request, timely weather information pertinent to
' W/ a7 C! |4 F3 Qhis/her type of flight, intended route of flight, and
# j i+ V% h( q" i, b* E4 g. R. [# ]) Maltitude. The FSSs providing this service are listed in+ T" K" n+ i1 k1 m1 ~% P. w
the Airport/Facility Directory.
" O5 [2 Z q1 T' {3 ^3 B/ R. A(See FLIGHT WATCH.)! ^3 u' K8 b" G; B; X8 q
(Refer to AIM.)
+ z. E3 S! T9 e. r6 REN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)
6 Y+ l2 `) M* z" [8 i1 VEN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)1 e; T$ ~( j# h( ~
EN ROUTE MINIMUM SAFE ALTITUDE WARN‐
" }9 R# o" x5 f2 \0 ~7 TING- A function of the EAS that aids the controller
' ?0 p5 G+ Y. b7 Y& ?/ L6 Rby providing an alert when a tracked aircraft is below/ y+ R$ t0 h1 {1 u9 d" k
or predicted by the computer to go below a
7 H" l8 x% ~" Q1 lpredetermined minimum IFR altitude (MIA).
4 \' ?; y4 \- A4 P, V; _' C% mEN ROUTE SPACING PROGRAM (ESP)- A6 I/ [( G/ g- P3 o0 g. U
program designed to assist the exit sector in/ U b# e. ]% H- A1 w" v( h* ~
achieving the required in‐trail spacing.
. u" F7 F( h0 O. H; w; R& [+ b* _ FEN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a
3 Z5 U, d0 _$ D$ PSID/STAR that connects to one or more en route# w# W4 w1 E( v
airway/jet route.
2 S7 z# z6 {1 h' eb. RNAV STARs/SIDs. The portion of a STAR
% G4 L, K/ N9 ?4 I+ B# @/ wpreceding the common route or point, or for a SID the
0 v! N; J+ V' wportion following, that is coded for a specific en route ]$ f, S6 q1 m! X
fix, airway or jet route.
% _2 D2 A4 s# u. z% B* J1 q. ]ESP(See EN ROUTE SPACING PROGRAM.)
7 X' t2 z$ R/ |5 N* D4 z. h+ J) YESTABLISHED-To be stable or fixed on a route,9 Y1 B9 Y) s- K
route segment, altitude, heading, etc.
c s4 T' l T1 tESTIMATED ELAPSED TIME [IC AO]- The6 D0 Z+ W+ K3 i/ k
estimated time required to proceed from one
6 q1 W, I9 d5 f m4 K% Esignificant point to another./ f* D! V8 l1 Y& h/ H) d. W
(See ICAO Term TOTAL ESTIMATED ELAPSED
: x K! l9 [. {* o& nTIME.)% z$ d: v* }. g% L+ |, N) t
Pilot/Controller Glossary 2/14/08. }- N* G5 O" e' h' x
PCG E-2% [# K* X' q" X% `5 y" b8 L( A
ESTIMATED OFF‐BLOCK TIME [ICAO]- The/ {. \9 D1 `3 a+ d/ C4 r( C
estimated time at which the aircraft will commence* S4 ^0 e1 f( J4 o [0 {
movement associated with departure. l! L' q& \( d2 r. `- N
ESTIMATED POSITION ERROR (EPE)-/ s0 h! E3 Q+ U8 q J
(See Required Navigation Performance)
" F# C# d5 K) F" ~6 R- D4 G( ]0 aESTIMATED TIME OF ARRIVAL- The time the H3 [: _+ h; `- ?- j
flight is estimated to arrive at the gate (scheduled
! n4 [: H/ `9 E; t& U; Y. Yoperators) or the actual runway on times for3 y. g& U' M9 m% O* z7 G0 H% L# S
nonscheduled operators.5 @3 o8 K& |. {0 ^9 f
ESTIMATED TIME EN ROUTE- The estimated
) ?) t; N& Y0 N1 \6 kflying time from departure point to destination0 c" b# ^) j3 J& g0 {
(lift‐off to touchdown).
2 q" X! Z0 H6 F% y8 F; OETA(See ESTIMATED TIME OF ARRIVAL.)
% l/ O) K% d( E. wETE(See ESTIMATED TIME EN ROUTE.)
' T% o' E0 }4 U c9 Y6 qEXECUTE MISSED APPROACH- Instructions1 y5 T% s0 Q$ `. z- a' ^
issued to a pilot making an instrument approach# f) [2 Y: V# f' O
which means continue inbound to the missed$ _# I& k$ ?& x- z% _: k% t) u
approach point and execute the missed approach
/ c; V5 r K! h2 _' J. Tprocedure as described on the Instrument Approach% J4 n. I& \3 ? M. T8 \6 N; q8 Z! b
Procedure Chart or as previously assigned by ATC.
5 R6 Q' n5 M" F) o7 sThe pilot may climb immediately to the altitude3 V# I. A- j$ ~& u7 I9 W9 i
specified in the missed approach procedure upon
* R0 N2 }5 s9 r) `making a missed approach. No turns should be- e$ i9 l: J3 Y! O
initiated prior to reaching the missed approach point.) h- Y* Z# Z- {# T
When conducting an ASR or PAR approach, execute% [4 u9 V, |/ O
the assigned missed approach procedure immediately! x, d9 t4 ?3 V3 s4 R8 m* _
upon receiving instructions to “execute missed
0 x; S$ y2 I0 ^. x4 V7 E papproach.”/ `8 `% T0 V R. I5 X
(Refer to AIM.)
" W' r7 K' V; S4 |+ T8 TEXPECT (ALTITUDE) AT (TIME) or (FIX)- Used
* [4 E! `' Q- p# @$ F; z, yunder certain conditions to provide a pilot with an
- ^6 w/ c3 Q& ?altitude to be used in the event of two‐way. I) x- A6 L* P: n2 M* A$ s" V$ O
communications failure. It also provides altitude
7 K4 B/ s( x% J E! ]3 o3 Binformation to assist the pilot in planning.) S9 E& f2 P I, W
(Refer to AIM.)
' B2 z% G; o' b! `" _EXPECT DEPARTURE CLEARANCE TIME h, h% T8 E3 A
(EDCT)- The runway release time assigned to an
* L7 l- G% U9 L; N7 R' kaircraft in a traffic management program and shown+ B' J* \& A7 B" ?2 [
on the flight progress strip as an EDCT. g& Z+ Y p0 g/ x
(See GROUND DELAY PROGRAM.)) k9 P6 w7 I$ h2 @ ]" X
EXPECT FURTHER CLEARANCE (TIME)- The% @+ C v+ Z. P- \
time a pilot can expect to receive clearance beyond a
5 V# v: `' y( Z s- H7 Z5 |5 h1 F9 Sclearance limit.
5 ?: V, ~- R$ e; r& \# U& P6 nEXPECT FURTHER CLEARANCE VIA (AIR‐& ]# y% N+ o4 P/ {
WAYS, ROUTES OR FIXES)- Used to inform a
) d% H H1 G2 W/ d u3 C; i* {pilot of the routing he/she can expect if any part of the" g5 @. F# n1 q7 H9 T
route beyond a short range clearance limit differs* R0 G" M9 [ T! s
from that filed.0 c+ A- B6 t2 I1 _9 _, H
EXPEDITE- Used by ATC when prompt com‐
9 A# X( [0 O5 |3 {4 L! R, C wpliance is required to avoid the development of an
4 ?* v5 |7 v/ ^: A- Zimminent situation. Expedite climb/descent normal‐
: k9 u3 G Y, [8 y8 R, l Z- R" ply indicates to a pilot that the approximate best rate
* w' o3 p0 @. b0 oof climb/descent should be used without requiring an
7 N, \% Y) a% Q. J2 v' oexceptional change in aircraft handling characteris‐" n- L3 Y$ J& W$ k5 x% C
tics.
* k; V- n( V8 LPilot/Controller Glossary 2/14/08
0 v |4 K8 d9 M7 \7 q. {+ H" I* WPCG F-1
* H7 x8 S) }; N. ?8 {. _F
' a5 Z7 X! N7 f* DFAF(See FINAL APPROACH FIX.)
8 I5 W0 h9 m# Y6 c8 U E) WFAST FILE- A system whereby a pilot files a flight8 I+ N( [# {& h {1 W( f
plan via telephone that is tape recorded and then
: T+ |" N: a n* ~transcribed for transmission to the appropriate air
) V( Z3 c3 W9 I: G& wtraffic facility. Locations having a fast file capability) h+ H' K: C. k3 Z, p+ ?
are contained in the Airport/Facility Directory.
- D, i, S7 ~2 t1 c* U) H+ N& B& u(Refer to AIM.)* V$ y6 T9 O" T
FAWP- Final Approach Waypoint
3 w( f$ q' T! V1 V# EFCLT(See FREEZE CALCULATED LANDING TIME.)
5 W1 U8 Q# X9 t: ?1 U5 ]1 FFEATHERED PROPELLER- A propeller whose. {( w- Y5 a6 i4 {
blades have been rotated so that the leading and
" ^; A3 t, x3 N6 R, n: I5 K" K/ qtrailing edges are nearly parallel with the aircraft4 S" }3 c6 N; h3 R. D5 K
flight path to stop or minimize drag and engine
. W; h( E5 I' u" arotation. Normally used to indicate shutdown of a
* h% a: R$ S! preciprocating or turboprop engine due to malfunc‐
" |- G# F, P0 D% Ption.. l4 Q( y, j- A& A& Z, X9 h1 l
FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.)
$ L7 L* T& \; d2 n0 R/ tFEEDER FIX- The fix depicted on Instrument
( m) F) V" v' x. s v5 y$ Z2 yApproach Procedure Charts which establishes the
+ Q! L) g% s5 ^( istarting point of the feeder route.3 o: x! D& y' w" C
FEEDER ROUTE- A route depicted on instrument7 r5 K* D G8 G- I
approach procedure charts to designate routes for
. G t! Z. b6 |. y8 j ]aircraft to proceed from the en route structure to the& h* I: H2 b% K" p4 b5 v
initial approach fix (IAF).3 R9 J) H7 D4 |
(See INSTRUMENT APPROACH
3 d+ ^$ z) p" a/ v$ WPROCEDURE.)& r0 |- S. C# m+ h* D9 Y, j0 F8 m
FERRY FLIGHT- A flight for the purpose of:
/ Q0 L) f& F7 S/ Ta. Returning an aircraft to base.
" h6 ^7 J: | x! k: wb. Delivering an aircraft from one location to- j$ R% {; F& O) O, W0 N
another.0 a3 N: ~2 L' f0 \& n+ Q
c. Moving an aircraft to and from a maintenance
& b! d: i- y8 Z E4 y% Lbase.- Ferry flights, under certain conditions, may be6 J9 w5 {, K7 H( ~
conducted under terms of a special flight permit.2 S& n8 Z, J; i2 i w5 V
FIELD ELEVATION(See AIRPORT ELEVATION.)
$ ~4 S$ _* J. [0 h0 F; `" yFILED- Normally used in conjunction with flight8 d! H- O2 F5 { A% y1 d
plans, meaning a flight plan has been submitted to* }1 Y* c& A5 p/ L' N
ATC.$ x) y7 s/ d. U' j1 A
FILED EN ROUTE DELAY- Any of the following3 z3 c* P' N2 v" y6 e
preplanned delays at points/areas along the route of
& Y% I) z z) G; a) h$ J% ]flight which require special flight plan filing and2 d* v) z" y& f. D0 Z; y( S
handling techniques.
7 b1 Q5 n. A. n9 f) |a. Terminal Area Delay. A delay within a terminal) e6 S9 q: f7 c" {% d, v a
area for touch‐and‐go, low approach, or other$ G, S+ X& X* a" E6 o' A$ D3 V
terminal area activity.
7 Z4 O" r& j9 l8 ^b. Special Use Airspace Delay. A delay within a
" P" h7 y5 B. T" ^2 M+ dMilitary Operations Area, Restricted Area, Warning* |% ]/ e- r9 Z& W7 z/ }+ Q3 X! F+ r
Area, or ATC Assigned Airspace.
$ p0 ]- J/ k0 O3 x+ F5 ?c. Aerial Refueling Delay. A delay within an
4 _" }8 ?" P! r8 gAerial Refueling Track or Anchor.
. O; }- x) r( I1 F, r j! BFILED FLIGHT PLAN- The flight plan as filed with9 b: E9 F/ p' B# X; x
an ATS unit by the pilot or his/her designated+ u: n/ _0 q t. `
representative without any subsequent changes or
/ d" X8 P E% ^. gclearances.
0 ~* q% d9 x( O/ c7 n! C) VFINAL- Commonly used to mean that an aircraft is! a) X, A7 K0 T+ @* J- j
on the final approach course or is aligned with a
) [& ^" u' Q% @: Flanding area.! q4 m4 [, x6 B. e! i4 B8 r
(See FINAL APPROACH COURSE.)7 ^) N* `1 F1 Y4 p4 n( ~) X! H
(See FINAL APPROACH‐IFR.)
+ c$ i- B# q4 c: Z(See SEGMENTS OF AN INSTRUMENT+ |: y1 Q9 v0 W, J% n
APPROACH PROCEDURE.)
$ @8 ~4 C4 G; QFINAL APPROACH [ICAO]- That part of an9 M `# H+ Z+ ~: ~5 w- Q+ n
instrument approach procedure which commences at
! E3 P) K0 y8 w3 T% |6 n& c9 wthe specified final approach fix or point, or where
! {* \: G) t) M) o# @- tsuch a fix or point is not specified.
' c; ~$ i! P4 ?' c1 qa. At the end of the last procedure turn, base turn
- J! S/ x% I2 X' F4 m- E: E( zor inbound turn of a racetrack procedure, if specified;, ~# d' D( g2 T- p
or
/ I' r/ S) V0 I9 v4 d8 Ib. At the point of interception of the last track: u/ v* ^5 \$ l6 N3 ]
specified in the approach procedure; and ends at a/ R% |* X* ^1 v4 |1 g
point in the vicinity of an aerodrome from which:
: e. `+ @7 M: B8 {4 m6 u0 o1. A landing can be made; or
5 E; I6 E1 M t- y7 ~% u2 O2. A missed approach procedure is initiated.
' p' _2 |, J. P* xFINAL APPROACH COURSE- A bearing/radial/
1 q% F# }7 [; M; v9 O. S" V# Itrack of an instrument approach leading to a runway
% ]2 A/ k6 W$ F7 P) K( `or an extended runway centerline all without regard
% f/ d( Q' m+ q$ Z; S2 C" C( `to distance.( _% F$ J7 e3 ]- _5 h4 ^
FINAL APPROACH FIX- The fix from which the( S9 P) ~+ `3 A) ]% L
final approach (IFR) to an airport is executed and
* `- f4 K3 D; B, s4 Uwhich identifies the beginning of the final approach' y, V0 W: B: U: z" y
segment. It is designated on Government charts by3 O- B7 S! y5 {* F8 V
the Maltese Cross symbol for nonprecision$ e( M5 J% _/ m# `+ W1 h& Y, x
Pilot/Controller Glossary 2/14/08
6 l& j9 g% ?4 n& iPCG F-2
/ r% ?/ f W L n" L% happroaches and the lightning bolt symbol for" R2 ?7 M) n& V
precision approaches; or when ATC directs a
+ O& z& J% [! l$ i' u3 Y N! blower‐than‐published glideslope/path intercept alti‐: h8 D- _# ]( l" Q L# Y+ d/ ^! \
tude, it is the resultant actual point of the
6 G" ~" R: W b" A! Y9 G7 Xglideslope/path intercept.
$ v# y+ ~6 R% X$ [( n' `" i. t# {(See FINAL APPROACH POINT.)
& u: b& y, b. _7 h6 H7 O" @1 S(See GLIDESLOPE INTERCEPT ALTITUDE.); x8 i v. U8 l+ h- k4 o. J
(See SEGMENTS OF AN INSTRUMENT
" x, K. c l% t- }APPROACH PROCEDURE.)0 R4 @$ ~7 J, o1 y8 K1 H7 x z- p6 K
FINAL APPROACH‐IFR- The flight path of an
' E! O% d* Q4 o0 \% M* \aircraft which is inbound to an airport on a final3 L" [/ V& g9 i- [$ p& ]
instrument approach course, beginning at the final' y2 { {7 f: S# H( c: H5 s) c' J" @
approach fix or point and extending to the airport or0 H. q2 @! \% S' J J
the point where a circle‐to‐land maneuver or a missed
+ N! @' c* v! v! g. }' b7 K& ~approach is executed.5 |: ?* h, B, q
(See FINAL APPROACH COURSE.)
1 L/ X& B3 m+ W, {* k) h3 _ V- F(See FINAL APPROACH FIX.)
( F$ f4 o8 ?9 ]' g5 E; @2 P(See FINAL APPROACH POINT.)
& {) J3 r: W$ }(See SEGMENTS OF AN INSTRUMENT3 R8 m5 X$ l4 O
APPROACH PROCEDURE.)
' @0 J, k) L$ i. x(See ICAO term FINAL APPROACH.)" y) S$ A+ M, r" Y2 f& C8 ~. g
FINAL APPROACH POINT- The point, applicable
3 m7 L) }; b4 g6 X' a4 J' n0 [& Conly to a nonprecision approach with no depicted
* c Q2 o) `+ e: T* FFAF (such as an on airport VOR), where the aircraft
; v! @3 K U! h: F$ R5 l" [" y7 eis established inbound on the final approach course
3 e9 M! j! ?$ Dfrom the procedure turn and where the final approach, l Q- J5 Q& z/ o+ T; B- ?
descent may be commenced. The FAP serves as the* z' u6 z8 j- C3 I7 H0 t
FAF and identifies the beginning of the final/ t1 R" S5 T1 ` `! m+ D% S1 j1 I
approach segment.& M% y8 U" ], V% ^- `5 Y
(See FINAL APPROACH FIX.)
) x+ c' U2 J, L, ]0 ]: ?(See SEGMENTS OF AN INSTRUMENT- h4 F( {5 o+ G% s. t9 H
APPROACH PROCEDURE.)
, `* i8 @" T+ m8 gFINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT$ K: H" D6 \% ^. t, k
APPROACH PROCEDURE.)" {/ p* c) I9 c$ r. \- n0 Z
FINAL APPROACH SEGMENT [ICAO]- That( \5 C: S& A: k& p v5 D' P- q
segment of an instrument approach procedure in
7 \9 s! T) N5 Z1 t, Iwhich alignment and descent for landing are
' O- z; c+ G1 I/ yaccomplished.
; Q& p0 d/ B1 h% l1 ?6 }FINAL CONTROLLER- The controller providing/ Q( t! b' M+ |( b& L
information and final approach guidance during PAR
; F. i: I1 a- g4 [( i4 X5 jand ASR approaches utilizing radar equipment.
7 H8 ?! n8 O1 O8 u T1 c(See RADAR APPROACH.)
/ h9 U/ U" Y# n0 _1 U4 P5 GFINAL GUARD SERVICE- A value added service
8 G1 F& f- w# _* d& z! vprovided in conjunction with LAA/RAA only during% [! d6 O6 Y0 g. D
periods of significant and fast changing weather Q! s- C( ?2 o6 V( ~; i
conditions that may affect landing and takeoff
2 p6 G" ]; [# f6 d7 T4 E& aoperations.
& C% d1 g/ `6 I1 z9 QFINAL MONITOR AID- A high resolution color
% t% r/ K% J' Q4 j1 y* E4 U) g* p1 vdisplay that is equipped with the controller alert
: B; ^# _+ U7 O, Qsystem hardware/software which is used in the
% X& b9 q+ B+ ^: l0 V7 {precision runway monitor (PRM) system. The
/ t" Z9 y6 f1 @& l) M7 z9 \; ndisplay includes alert algorithms providing the target0 Q+ ?$ }* T6 v; Y8 D
predictors, a color change alert when a target
6 G: g+ L! A% L/ Zpenetrates or is predicted to penetrate the no
$ H0 n& |( d* B; J* Q5 y, _transgression zone (NTZ), a color change alert if the
/ A8 A2 z2 v* x* }5 m) ?* M$ Aaircraft transponder becomes inoperative, synthe‐
5 y( X: W" H8 e. S, L$ }" g! psized voice alerts, digital mapping, and like features7 ^* s1 M# Z! L' k
contained in the PRM system.
: o O+ u; R" e: N. I6 |9 @. D(See RADAR APPROACH.)! {3 M# V3 w9 Z# f7 k
FINAL MONITOR CONTROLLER- Air Traffic
+ w8 P- ^* x; o+ U" f! SControl Specialist assigned to radar monitor the# X2 K/ U) ~' g x) f9 m" P
flight path of aircraft during simultaneous parallel
. ]; S: q% W* K8 E. Rand simultaneous close parallel ILS approach; t9 c- m4 l7 e( T
operations. Each runway is assigned a final monitor+ A5 ~- n3 C3 a) D j
controller during simultaneous parallel and simulta‐
: X6 Z+ S# c9 `+ Rneous close parallel ILS approaches. Final monitor" X, T9 Q3 |( p( b. R3 X6 M8 B
controllers shall utilize the Precision Runway
# z' O+ n+ Y& _0 N- }8 q4 } W- RMonitor (PRM) system during simultaneous close0 k# C6 ?% {- c) Y2 ]
parallel ILS approaches.# l3 n7 k4 Q* O
FIR(See FLIGHT INFORMATION REGION.)- d% P, n+ L! \! k n) M: u7 R
FIRST TIER CENTER- The ARTCC immediately% S0 A+ a4 X/ X5 U9 g: e8 ~" x
adjacent to the impacted center.! k4 d7 ?% [" O! C* G
FIX- A geographical position determined by visual1 S3 l9 s G X
reference to the surface, by reference to one or more* e$ | J, s8 a" R" H
radio NAVAIDs, by celestial plotting, or by another+ }; p0 x0 k) O2 }; M1 N+ I
navigational device.
- t! Q8 n" M) A2 b1 V4 cFIX BALANCING- A process whereby aircraft are" c& `" q, c- \# x/ _3 r! C1 M [+ z
evenly distributed over several available arrival fixes6 U; T( c' \* E- G3 T2 {4 {% [
reducing delays and controller workload.
# b7 X5 N1 `" r2 u' z+ N" UFLAG- A warning device incorporated in certain( U/ c- n2 J' u# z2 O1 f5 s
airborne navigation and flight instruments indicating$ u& D; E" \7 U2 {+ y
that:
6 F% R2 X K' p9 ?8 Q ia. Instruments are inoperative or otherwise not
7 L! T8 M) _1 V1 }! E6 H& |operating satisfactorily, or k7 y0 D+ P; t0 h. L
b. Signal strength or quality of the received signal( _/ i* p6 h I" p5 ^
falls below acceptable values.
# y% c; o! X" s6 vFLAG ALARM(See FLAG.)* l' ~5 X; w$ i2 F5 y8 P
FLAMEOUT- An emergency condition caused by a$ E# B, M0 w$ j8 I
loss of engine power./ D4 X$ ^* g: w7 s. @% u0 B
FLAMEOUT PATTERN- An approach normally
9 | D; K% Z0 \) l9 B6 Nconducted by a single‐engine military aircraft# ^9 V: @& U) X" ]: Y5 D
experiencing loss or anticipating loss of engine
2 @" d n4 z8 l# B# c9 n: H0 ]+ iPilot/Controller Glossary 2/14/08
+ K0 D! o1 u1 x' C' x/ HPCG F-3- `) u* H, _. d+ D+ P. X
power or control. The standard overhead approach( q6 y* e2 L/ w3 B f, \
starts at a relatively high altitude over a runway6 [( Z! d( [- i+ g' ~
(“high key”) followed by a continuous 180 degree1 A3 B; F8 g% O* R0 X. }/ ^# D
turn to a high, wide position (“low key”) followed by
; [, l5 f9 r) ]1 l% T& a# Ka continuous 180 degree turn final. The standard
+ z* o( _' l- v- r+ B8 r, c5 h& Istraight‐in pattern starts at a point that results in a
6 N% o5 X. U. G. }0 b. z! |) Dstraight‐in approach with a high rate of descent to the
: a' o" R! _3 _! c7 h3 U0 Srunway. Flameout approaches terminate in the type, R' P' p; F( |, m6 f8 B; F; x7 e
approach requested by the pilot (normally fullstop).$ B3 u* v4 W4 o0 v; _
FLIGHT CHECK- A call‐sign prefix used by FAA
7 ]3 N2 _& M4 V: H' haircraft engaged in flight inspection/certification of
$ t6 q5 C2 v0 i; _3 m' nnavigational aids and flight procedures. The word
1 \' v- I) C# R! m$ ~“recorded” may be added as a suffix; e.g., “Flight
7 M6 ]" B2 D) y* E1 t* @Check 320 recorded” to indicate that an automated
, Y3 b! n5 B- f8 D7 q+ o6 Q/ _flight inspection is in progress in terminal areas.
7 H3 M0 N* |9 [: M" T3 s(See FLIGHT INSPECTION.)
, @$ ]4 H3 @( B" ~; W(Refer to AIM.)
) [" q! D1 f/ ?9 l- n( _5 f1 O7 S2 KFLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)! K0 l' ~3 T& i! B8 j u
FLIGHT INFORMATION REGION- An airspace of
/ F+ ~& V1 j7 d- V) f% Bdefined dimensions within which Flight Information7 @9 Y& R3 m. ~
Service and Alerting Service are provided.# u. E5 F5 M2 u$ F( I' k" Z) X* O; Y
a. Flight Information Service. A service provided
2 l% U( U, C2 r/ xfor the purpose of giving advice and information+ M( c& M, I& q$ p+ l
useful for the safe and efficient conduct of flights.
& P, I' O1 M5 {$ u. R6 @. vb. Alerting Service. A service provided to notify$ }. E8 G y5 H4 w z A0 Y
appropriate organizations regarding aircraft in need
' O. `1 z2 W4 w! V0 vof search and rescue aid and to assist such# C& J8 r0 J, I5 \9 N; }
organizations as required.! ^$ e' x' E# N$ M8 Z
FLIGHT INFORMATION SERVICE- A service
7 H' J. Q; Y. Jprovided for the purpose of giving advice and
( D- c0 ?& Q9 n, k5 f% kinformation useful for the safe and efficient conduct+ g- T% l; t$ ?& `
of flights.9 u V2 l1 o# U& k7 j
FLIGHT INSPECTION- Inflight investigation and( p) R& f/ ]5 O/ f
evaluation of a navigational aid to determine whether
# a7 X2 k2 \ H! e. @it meets established tolerances.1 G! o0 x% _2 X, f
(See FLIGHT CHECK.)( e7 L4 ]& w% Z; n. A- a' a9 q
(See NAVIGATIONAL AID.), K/ q7 `1 y' s: n1 f* C, X
FLIGHT LEVEL- A level of constant atmospheric7 [3 f Y" c4 b) t6 Q7 V% o2 H8 B
pressure related to a reference datum of 29.92 inches( o b! o3 U1 f$ U$ [
of mercury. Each is stated in three digits that represent
7 C' U' m2 j/ q& k: ^/ Y0 o! |' Khundreds of feet. For example, flight level (FL) 2505 a' g* j0 m. n6 ?) M J) W' ]
represents a barometric altimeter indication of4 U# E; }& u- o* |6 D; \
25,000 feet; FL 255, an indication of 25,500 feet.0 l( e a7 S0 F. A! n3 @
(See ICAO term FLIGHT LEVEL.)
8 i% _5 Z0 Y8 [FLIGHT LEVEL [ICAO]- A surface of constant
1 d) f, z* I" U: D# Natmospheric pressure which is related to a specific
, n; O# y. U4 A+ p2 i* Y _pressure datum, 1013.2 hPa (1013.2 mb), and is( w l- @0 e9 P
separated from other such surfaces by specific
( y: q8 N# i5 ppressure intervals.# |1 y1 e; x4 v9 @% j5 q! R
Note 1:A pressure type altimeter calibrated in
5 P2 H6 u& H& [' {$ k+ A8 F' Yaccordance with the standard atmosphere:: k( W3 q. D& F# D! I
a. When set to a QNH altimeter setting, will6 L1 I% j5 ^8 x; d
indicate altitude;
& O6 v4 x0 @8 ^b. When set to a QFE altimeter setting, will
+ p1 z% ~8 ^3 n& s4 X J' hindicate height above the QFE reference datum;
4 q' h6 f, m ^+ w! M7 n0 C6 x* E' gand
* I4 D$ Z' o F6 Y# G9 kc. When set to a pressure of 1013.2 hPa* l* m9 [; P$ _5 g; c |
(1013.2 mb), may be used to indicate flight levels.( h( E' D2 { k) @/ v- i
Note 2:The terms `height' and `altitude,' used in
- ], }4 O+ J: |# X: P& K2 b+ \Note 1 above, indicate altimetric rather than
: I; s' Q) x% [4 S$ @3 P: U3 Ygeometric heights and altitudes.
- [4 Y9 |. ~ j) MFLIGHT LINE- A term used to describe the precise
% ]7 M- K# n) e I) Umovement of a civil photogrammetric aircraft along: b& p: J. n% ^5 K5 f
a predetermined course(s) at a predetermined altitude8 B% N4 s$ I- R, c- H
during the actual photographic run.: U' {$ H& l/ _* {& ~
FLIGHT MANAGEMENT SYSTEMS- A comput‐$ [5 X ]$ X% |& k( Z3 P: o1 L
er system that uses a large data base to allow routes' Q& h' b- B3 n+ M% Q: }3 [
to be preprogrammed and fed into the system by* j6 |5 L9 W5 I' s! u) H" P
means of a data loader. The system is constantly
/ c8 ]6 }: W/ N Y4 rupdated with respect to position accuracy by2 z$ e3 Q$ r6 ~' U! W( C
reference to conventional navigation aids. The9 r2 J- E, ? q; Z3 r' i8 C
sophisticated program and its associated data base& j. i# X" y' J( n
insures that the most appropriate aids are automati‐
' d. y& z9 S+ C) @! X" Q( Rcally selected during the information update cycle.
5 J- J% R' K3 f7 ]# M% M4 A' d8 |FLIGHT MANAGEMENT SYSTEM PROCE‐. l) O7 T1 h/ r
DURE- An arrival, departure, or approach procedure
1 n8 @3 v5 \. w+ Pdeveloped for use by aircraft with a slant (/) E or slant
/ j! n# n( l5 n# `- k; Y/ L(/) F equipment suffix.7 P( u j" ], F8 [6 u4 r
FLIGHT PATH- A line, course, or track along which
( r8 t2 g/ o q* s/ Z/ i" ian aircraft is flying or intended to be flown.
5 X- s/ c- {8 h. \ p/ o! W+ ~(See COURSE.)
$ z/ _6 l: G6 e$ V9 J* Q5 ]9 Q- q, }$ l(See TRACK.)+ r8 }; X5 U% a4 h( L/ K$ q& F( Q
FLIGHT PLAN- Specified information relating to2 d. [* X6 h/ I/ p3 z% ]. r8 j
the intended flight of an aircraft that is filed orally or5 t- h4 c7 [; A) `+ [6 m7 Q
in writing with an FSS or an ATC facility.* }/ L9 [4 t: j5 r
(See FAST FILE.)) J; v5 W! S+ i" S
(See FILED.)
2 |. I$ ~2 J: a* W! k, ^(Refer to AIM.)
! Z% P* B [8 D1 ?6 }. _FLIGHT PLAN AREA- The geographical area: T7 y) H8 O0 V) J+ Q
assigned by regional air traffic divisions to a flight
% d% u! a( i0 Y' \( V w. gservice station for the purpose of search and rescue
, G. T5 \! @8 \for VFR aircraft, issuance of NOTAMs, pilot4 Y" y% p) ]+ z/ n. _" \
briefing, in‐flight services, broadcast, emergency
. C* O5 d6 W9 l1 r2 h7 B: vservices, flight data processing, international opera‐% E* h u+ }& Y& t
tions, and aviation weather services. Three letter) S D! c. `) i& p1 d$ k% f& _4 ^
Pilot/Controller Glossary 2/14/08
( G0 c) t( `( Q0 L7 kPCG F-44 d8 [ R: j, U; U
identifiers are assigned to every flight service station
6 M) V: ~1 p' C) O$ @- Zand are annotated in AFDs and FAAO JO 7350.8," Z( p0 Q6 `; X8 I, b
LOCATION IDENTIFIERS, as tie‐in facilities.
3 u$ A, G( ^& l. B# R/ a2 w(See FAST FILE.)4 `* |/ U. Z9 O: Y) Y5 S; \" L9 j
(See FILED.)2 `) k* t( K5 ?) F
(Refer to AIM.)
8 ~% b# N7 j Y w2 FFLIGHT RECORDER- A general term applied to2 c8 B! q/ H$ P3 _$ V
any instrument or device that records information
1 x' A, o! W8 H0 S/ F; [about the performance of an aircraft in flight or about6 X* D4 M. l7 g8 T* D' U7 u* c
conditions encountered in flight. Flight recorders
& N; {3 x1 G/ {0 o2 K8 D) J) Zmay make records of airspeed, outside air3 m# y& o& H1 a2 T7 U$ W- E- J( n
temperature, vertical acceleration, engine RPM,2 t. g F }3 P
manifold pressure, and other pertinent variables for a
9 S" ?. U% M) B& Ygiven flight.
0 o- C9 y8 [7 {' q(See ICAO term FLIGHT RECORDER.)
$ w$ p* `9 X7 ~ d ?FLIGHT RECORDER [ICAO]- Any type of
7 P8 G" I5 o2 |9 I( trecorder installed in the aircraft for the purpose of5 a" U6 j; A# @! W8 ~& B" T
complementing accident/incident investigation.
. J4 J c4 n1 ZNote:See Annex 6 Part I, for specifications relating
3 J! O- h/ d. V* Z8 w% Pto flight recorders.* b8 e7 g' G( R! u" U
FLIGHT SERVICE STATION- Air traffic facilities
. C$ V# ~- q4 l( R+ z( v' j5 Mwhich provide pilot briefing, en route communica‐3 I6 H. Q s+ c* b* U
tions and VFR search and rescue services, assist lost4 f5 f k0 P' m, n/ x1 ]
aircraft and aircraft in emergency situations, relay
& |3 Q1 Z; R+ Q5 RATC clearances, originate Notices to Airmen," J4 Z3 J |. k" h6 x8 B3 @3 B
broadcast aviation weather and NAS information,
~/ k: r7 m; L/ {and receive and process IFR flight plans. In addition,2 [5 o* w) y5 x" ^" L4 N9 I
at selected locations, FSSs provide En Route Flight8 w& R7 P' k" T d
Advisory Service (Flight Watch), issue airport
* l4 r3 H% {7 s. N9 e3 [: {* wadvisories, and advise Customs and Immigration of+ F& }& S8 Z* C6 q& |- ~2 e& P: A
transborder flights. Selected Flight Service Stations* l7 T* J# G6 q z; t$ g e
in Alaska also provide TWEB recordings and take3 u. `) t* P7 b1 M: }
weather observations.( g n; X& o P8 M# Y" z
(Refer to AIM.)/ E: P* [0 `1 B W9 P
FLIGHT STANDARDS DISTRICT OFFICE- An
2 o3 _- |/ y4 Z5 s$ IFAA field office serving an assigned geographical
: s+ r+ v E9 Q, {7 a! ^; Sarea and staffed with Flight Standards personnel who
8 d/ f- h1 }: P0 d& |3 S- m( P- W9 nserve the aviation industry and the general public on4 h& T. P5 } Z$ i
matters relating to the certification and operation of
# { ]* C: ~+ P' r4 z6 Gair carrier and general aviation aircraft. Activities/ C$ R9 g& O! e* J" I5 V" f
include general surveillance of operational safety,
- g; F5 M# Z) D& |' z% J8 V9 bcertification of airmen and aircraft, accident* b! y5 |. B7 w1 ^
prevention, investigation, enforcement, etc.% V" x# n4 R3 [3 W( n6 _3 W( p+ Y
FLIGHT TEST- A flight for the purpose of:; F; O1 n Z M- ?% k: u
a. Investigating the operation/flight characteris‐, o2 ]+ }6 _4 Y" Z, m" ^
tics of an aircraft or aircraft component.0 p$ e- w7 |5 J& ?; E
b. Evaluating an applicant for a pilot certificate or, Q) x! b6 K3 s. Z0 T
rating.
6 F2 ?" r) a; Q# p1 g( ~FLIGHT VISIBILITY(See VISIBILITY.); q1 P& u6 N4 }# v
FLIGHT WATCH- A shortened term for use in0 V7 U& K( R0 W/ L" K& j0 [
air‐ground contacts to identify the flight service, }" v3 P) q/ I5 R' S
station providing En Route Flight Advisory Service;+ C% `5 s% v( e8 V l
e.g., “Oakland Flight Watch.”8 y7 d0 \% \$ A' l+ }
(See EN ROUTE FLIGHT ADVISORY1 T1 D) w* o' q& U! n3 r
SERVICE.)
8 m) S: H$ A: l6 h2 x/ rFLIP(See DOD FLIP.)
6 N5 k# t- g/ f1 s eFLY HEADING (DEGREES)- Informs the pilot of1 s. v- ]( Y) f5 [! |. S# x
the heading he/she should fly. The pilot may have to
, e3 m9 ~6 t/ ~! ?' uturn to, or continue on, a specific compass direction1 B+ A( i) W% [5 \
in order to comply with the instructions. The pilot is
& q# p2 a3 H a" _3 M" xexpected to turn in the shorter direction to the heading) u$ V8 t/ j8 l! e& l# H
unless otherwise instructed by ATC.
1 ~. }" }2 n7 Z( l2 KFLY‐BY WAYPOINT- A fly‐by waypoint requires
2 v5 |9 Z+ [. S3 K! t; ~2 N5 Z% ?the use of turn anticipation to avoid overshoot of the
. J1 @' h7 ?. h' xnext flight segment.( o" j8 g' t, x* ]% u
FLY‐OVER WAYPOINT- A fly‐over waypoint* e n$ y# r% W7 [1 A
precludes any turn until the waypoint is overflown$ D' A; E( c- f0 K6 k( V# [
and is followed by an intercept maneuver of the next
. D- L' ^ k2 F* d/ ]5 t6 [1 iflight segment.1 D2 ?; O+ D' N( S! X/ s9 K
FMA(See FINAL MONITOR AID.)" W* h& H" S& L( \. ~+ E" |
FMS(See FLIGHT MANAGEMENT SYSTEM.)7 [4 e) G4 U6 p$ U4 u. f
FMSP(See FLIGHT MANAGEMENT SYSTEM" K& U, N6 x! N0 w8 b
PROCEDURE.)
e% ~% [0 }: h; L4 b( hFORMATION FLIGHT- More than one aircraft
4 ?1 L/ ?* [* `# g$ Wwhich, by prior arrangement between the pilots,
, Q! b1 f8 R# {$ Zoperate as a single aircraft with regard to navigation
, d& d* v2 `* Q2 ?3 @4 Kand position reporting. Separation between aircraft
) H( l& }4 ]6 H- j: W. lwithin the formation is the responsibility of the flight
6 X; Q5 [* y6 H8 S Uleader and the pilots of the other aircraft in the flight.
4 q. v3 Y0 I3 bThis includes transition periods when aircraft within7 |9 f5 A" ^1 [
the formation are maneuvering to attain separation7 M% b+ x+ g9 Q# Z) E
from each other to effect individual control and! _6 N3 S. ^9 `6 W$ T" W# ^
during join‐up and breakaway.
$ @4 r- F# k* H9 L& Ya. A standard form ation is one in which a9 x& F- l; r- u6 ^: ]' [. j; M% D
proximity of no more than 1 mile laterally or
, @( L, F5 A! P/ ~$ \4 K) o* j dlongitudinally and within 100 feet vertically from the% t6 g( \: p9 p( Y W$ T
flight leader is maintained by each wingman.
5 `% N+ t! b( \& G2 V' J8 Qb. Nonstandard formations are those operating
( a1 S! z" G S8 @, U$ eunder any of the following conditions:
3 i; ^% V8 T" ]( Y kPilot/Controller Glossary 2/14/08
' E: k- D$ b& NPCG F-5& O. s2 ?0 B! ~- e
1. When the flight leader has requested and ATC
: j% r; i# N+ {' b3 @+ Ehas approved other than standard form ation
/ Y+ K0 v! y2 W7 l; zdimensions. ~/ F8 Z. W! |* y; g2 Z
2. When operating within an authorized altitude! X; g' R7 H4 Y2 D
reservation (ALTRV) or under the provisions of a2 `( G, h4 G) I9 S4 h0 `+ m6 m; [' L
letter of agreement.8 V% ?2 U5 S4 A
3. When the operations are conducted in
' ~1 \8 ^# L. N' |7 mairspace specifically designed for a special activity.+ U8 C; [- \. n( ?. e9 Y& e; s5 |2 E
(See ALTITUDE RESERVATION.)
* m) B9 ~! A3 g7 \2 W(Refer to 14 CFR Part 91.)6 G3 m0 J, \/ v! Q7 ~ e3 S+ q' S1 U1 `
FRC(See REQUEST FULL ROUTE CLEARANCE.)0 ~# Q" D& T, M* d4 K7 u. g
FREEZE/FROZEN- Terms used in referring to
$ p- L- q# \+ T; F/ iarrivals which have been assigned ACLTs and to the
$ n) L$ h( d# `* j0 Elists in which they are displayed.+ ^( b4 P" n* _ Z0 D+ Q( r0 b
FREEZE CALCULATED LANDING TIME- A
' s, V) E( O/ ]+ j! [dynamic parameter number of minutes prior to the& s$ y; @- s5 u
meter fix calculated time of arrival for each aircraft
7 x% s1 X! Q1 n, twhen the TCLT is frozen and becomes an ACLT (i.e.,
4 ]. i4 }/ E$ |6 `# `3 P& x! wthe VTA is updated and consequently the TCLT is9 B {- d. X4 o- W
modified as appropriate until FCLT minutes prior to K P' o& S6 W6 ]3 h
meter fix calculated time of arrival, at which time3 `! u4 R% y8 L$ Z$ f
updating is suspended and an ACLT and a frozen: b" E6 w& {7 B* k- [* a
meter fix crossing time (MFT) is assigned).
6 R' I2 v* ? Z. rFREEZE HORIZON- The time or point at which an, N5 Q0 @1 k3 A2 r
aircraft's STA becomes fixed and no longer fluctuates0 L/ ^' J2 ]7 z6 m( K2 y
with each radar update. This setting insures a constant
6 O) W" C- T9 [. Dtime for each aircraft, necessary for the metering
3 H# @. I# d: }! j0 j! h7 pcontroller to plan his/her delay technique. This! p8 @. h" h4 d8 y
setting can be either in distance from the meter fix or8 ?$ E3 s% u0 n, _$ [# U4 Z! S$ L; a
a prescribed flying time to the meter fix.
/ J* r7 B( b. lFREEZE SPEED PARAMETER- A speed adapted, i& q2 n$ Q! Q) _
for each aircraft to determine fast and slow aircraft.
+ s0 E5 G: j$ Y# o5 a# R( TFast aircraft freeze on parameter FCLT and slow
# k# U1 a" B+ [! }aircraft freeze on parameter MLDI.) A. V2 W0 V H7 b- K
FRICTION MEASUREMENT- A measurement of7 Q6 V% g( k3 ^, }* O2 F1 Y
the friction characteristics of the runway pavement
/ n8 n. Z. q0 `3 D$ c- w+ osurface using continuous self‐watering friction+ ^0 M3 k7 k1 u- `+ h
measurement equipment in accordance with the
# P& h; h" n3 C3 {specifications, procedures and schedules contained
# k& t% n6 K5 u3 U! | x$ t0 I. min AC 150/5320-12, Measurement, Construction,
% U' r( h- a! nand Maintenance of Skid Resistant Airport Pavement, C1 B; c' l* E9 ], E! r
Surfaces.$ j4 H) X* K9 S* J. y, c
FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)1 c& _8 G2 ^# d* x- E2 ^# s
FSPD(See FREEZE SPEED PARAMETER.)
8 f% u% E7 k1 s/ {% p. sFSS(See FLIGHT SERVICE STATION.)
" m) N4 Z0 [+ c$ Z3 F$ ~/ l! qFUEL DUMPING- Airborne release of usable fuel.
9 g1 N1 t, F( A* f0 {# U, J: yThis does not include the dropping of fuel tanks.1 O8 w1 q" W) A( O
(See JETTISONING OF EXTERNAL STORES.)
+ B! H7 z) \# O. l9 h" bFUEL REMAINING- A phrase used by either pilots
, D) \, s# ^: w: mor controllers when relating to the fuel remaining on
+ S6 a$ w2 n1 wboard until actual fuel exhaustion. When transmitting
! Y- t( k& V) p6 F$ [: bsuch information in response to either a controller
3 I: r. D/ A* R+ N/ [2 Fquestion or pilot initiated cautionary advisory to air
2 J `7 v+ D4 K) g% Ntraffic control, pilots will state the APPROXIMATE
1 w: l7 n$ m7 }# `. }' zNUMBER OF MINUTES the flight can continue
, Y/ H- |$ J( N/ Owith the fuel remaining. All reserve fuel SHOULD: O U; R8 y2 G! ]* Y
BE INCLUDED in the time stated, as should an F- \3 Q- l; Y
allowance for established fuel gauge system error.
1 m; O2 y6 t. YFUEL SIPHONING- Unintentional release of fuel
: n( u- C& \) [+ bcaused by overflow, puncture, loose cap, etc.
! G( L3 A" W2 |$ v* H& nFUEL VENTING(See FUEL SIPHONING.)4 s& i* j$ T9 r- j* p6 _
Pilot/Controller Glossary 2/14/08" j* K# J6 O. q- q% r* y
PCG G-1
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