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COMPOSITE SEPARATION- A method of separat‐# V) ^+ O/ A- z
ing aircraft in a composite route system where, by
[ u( d% w: U X& dmanagement of route and altitude assignments, a* L* r) B" L2 F# a
combination of half the lateral minimum specified for/ T# _& O2 w3 Y! p I5 f! I
the area concerned and half the vertical minimum is8 b1 s5 `4 f x5 Y F
applied.
& A. y& e( ?# g3 U: @COMPULSORY REPORTING POINTS- Reporting" R4 G) G2 C0 r$ a" b: e% D
points which must be reported to ATC. They are: N2 r* w, p: ]1 s
designated on aeronautical charts by solid triangles or
( N8 L1 \% x# z( z& J9 d" J9 z: {filed in a flight plan as fixes selected to define direct- `7 w0 Q" |' D8 O
routes. These points are geographical locations
6 L2 z* Q- c1 Qwhich are defined by navigation aids/fixes. Pilots
! e4 A. V, T l% Q' V2 `should discontinue position reporting over compul‐0 X8 S* b7 G) B! e5 A* ~% l- k
sory reporting points when informed by ATC that; k9 g( \) i+ Q+ A: c# H
their aircraft is in “radar contact.”& R. H8 w6 }& }+ X
CONFLICT ALERT- A function of certain air traffic- W6 g1 ^. c4 c P5 c: Y( p/ \5 B
control automated systems designed to alert radar
+ [9 {9 o9 ^; q* k# }controllers to existing or pending situations between
7 I8 ]; n" H% k% g7 R1 { etracked targets (known IFR or VFR aircraft) that+ n: d6 u" z8 s: t s
require his/her immediate attention/action.
1 T2 J/ k* O- h1 t(See MODE C INTRUDER ALERT.)3 I) \7 s! U6 X! f3 b, W
CONFLICT RESOLUTION- The resolution of1 d" U3 A* |9 |" |
potential conflictions between aircraft that are radar
$ `9 J* {. G7 N6 {7 P) h/ _identified and in communication with ATC by
' E& b" R2 z9 S# u% b, z. Uensuring that radar targets do not touch. Pertinent
- m `6 j( ?8 I4 Ytraffic advisories shall be issued when this procedure S# ~3 m9 a% @9 f+ c) Q# N" g
is applied.
7 A3 b* }4 y" d" X: Y" x! c7 pNote:This procedure shall not be provided utilizing/ A$ ~9 B: f2 r* C* H8 k: ? O
mosaic radar systems.
5 S# O4 v- `# z: P7 K) F- ]CONFORMANCE- The condition established when
; v/ \' @: N' l5 s# N9 |3 Y8 Ian aircraft's actual position is within the conformance- [& Y$ W- A5 K' _7 }8 v
region constructed around that aircraft at its position,: r7 e- L. [* y; n
according to the trajectory associated with the2 | U' _3 S9 Q A; e% u
aircraft's Current Plan.4 w; t+ K6 ]) c$ J: H- `9 ~" A9 C
CONFORMANCE REGION- A volume, bounded/ J$ {) A0 p2 L$ F, l
laterally, vertically, and longitudinally, within which
7 u9 ?0 s5 J* P2 U0 W: Jan aircraft must be at a given time in order to be in
! k. B6 {! \; q" H$ G, Gconformance with the Current Plan Trajectory for that3 K) O, P- q' |- W
aircraft. At a given time, the conformance region is3 ]* X7 g7 ?4 z( {. |$ n- E
determined by the simultaneous application of the, \3 S0 N+ G5 N5 E' ?
lateral, vertical, and longitudinal conformance
4 q* d* d% Q, _ t0 n) obounds for the aircraft at the position defined by time2 ^; g/ r: |9 j/ a' p
and aircraft's trajectory.9 p. c9 g; i6 l6 z2 b
CONSOLAN- A low frequency, long‐distance. A% y7 `1 L. d! u
NAVAID used principally for transoceanic naviga‐, e( ]2 ]" B3 e# f4 ^
tions., {" f7 n2 O( ?8 ?8 g
CONTACTa. Establish communication with (followed by the( {+ d( [7 [7 G$ X9 u3 ?: L
name of the facility and, if appropriate, the frequency
4 f2 y8 m4 k8 k9 _& Qto be used).+ O; d U4 c y/ R( F
b. A flight condition wherein the pilot ascertains* p# P; \9 z, q2 |. r
the attitude of his/her aircraft and navigates by visual
1 ?$ M3 u$ A( C% h; g0 hreference to the surface.3 J% a5 C) r8 e- v/ b
(See CONTACT APPROACH.)3 h; P0 @) p; t0 H; T/ g9 k9 \" r
(See RADAR CONTACT.)
# ~: D. B0 l. xCONTACT APPROACH- An approach wherein an
, O7 h Y8 w4 t3 Z* a8 L, i$ ~1 Jaircraft on an IFR flight plan, having an air traffic9 C7 s8 G. z5 {# }
control authorization, operating clear of clouds with
8 z0 J; l( K% E7 h, Oat least 1 mile flight visibility and a reasonable
& x3 O+ K1 M8 ~( \' c; t# _expectation of continuing to the destination airport in C9 ]; j0 f" W* a/ G* R8 @; r; S
those conditions, may deviate from the instrument
Y" r6 d$ y, H, Y: lapproach procedure and proceed to the destination
/ l$ f, A2 r; F. q1 `9 Lairport by visual reference to the surface. This! Y* p9 D% f7 x9 y: g Y) q
approach will only be authorized when requested by
2 w6 q! x7 a' i' T& O( c; a* Bthe pilot and the reported ground visibility at the
1 L1 _% i7 w$ r1 tdestination airport is at least 1 statute mile.
% [4 n2 p% g& }- h1 t; `4 J(Refer to AIM.). C9 P4 {* J" r! U0 f
CONTAMINATED RUNWAY- A runway is- W! i0 a8 Y8 p. w- v
considered contaminated whenever standing water,
( y% X6 i5 H$ \% _ice, snow, slush, frost in any form, heavy rubber, or
& h9 f1 K8 h/ t; c* t! Pother substances are present. A runway is contami‐; k6 K# O2 E& V4 d$ }
nated with respect to rubber deposits or other
3 P9 E( t: P' H l1 J% y; N' S: Yfriction‐degrading substances when the average
" z9 N6 z" k3 Z3 Wfriction value for any 500‐foot segment of the runway
& S9 ?$ Z/ \) i2 Y swithin the ALD fails below the recommended" z( x% w4 O; H4 Z" a
minimum friction level and the average friction value
4 E, r- J! E5 Jin the adjacent 500‐foot segments falls below the
* V: y9 Y6 z d- n$ v$ R8 jmaintenance planning friction level.
$ a$ Y6 ~5 k6 v% R9 r4 sCONTERMINOUS U.S.- The 48 adjoining States
( A9 v2 r) s( P5 Sand the District of Columbia.
# `: R+ t) W9 K2 d, T" uPilot/Controller Glossary 2/14/08
! b1 U- B* N' D$ I* M& l9 t: Q& yPCG C-6' R1 I3 j. { B% ~+ h+ `
CONTINENTAL UNITED STATES- The 49 States
" [! Q# q1 ^8 Z, V }2 |' L" n, zlocated on the continent of North America and the7 s% s, W* }+ W5 a$ m, e/ x
District of Columbia." R, G. z0 ]6 F/ H! ^+ {
CONTINUE- When used as a control instruction
4 m5 J3 ?) a4 u: S- ~2 J/ ^should be followed by another word or words
0 n1 R/ o; J1 t- ?2 `7 Mclarifying what is expected of the pilot. Example:% u {6 T% v$ w* L' v
“continue taxi,” “continue descent,” “continue
9 h9 ^- F& p) \' ~4 ?inbound,” etc.6 H. R( B8 F# m& L J
CONTROL AREA [ICAO]- A controlled airspace" D6 L6 C4 W8 B, C
extending upwards from a specified limit above the; |! \) e8 p# S8 h5 a9 D0 L$ B) z) c
earth.5 I; d+ c1 i9 @+ ~% R. G' j
CONTROL SECTOR- An airspace area of defined1 k! q. G/ [8 O5 p: j
horizontal and vertical dimensions for which a& @4 U! m* T. `) H, n! `, ~. z
controller or group of controllers has air traffic
; H1 F1 V j( X v; l- bcontrol responsibility, normally within an air route
$ f$ W4 \5 a; \traffic control center or an approach control facility.
" o) H$ i0 Y) D) W% A) B% J5 a- BSectors are established based on predominant traffic) d _4 y+ a! H
flows, altitude strata, and controller workload., Q' t0 E3 y. S5 `1 a% b9 \) _ p
Pilot‐communications during operations within a
, r; D5 @6 ]7 ?: Q& I' m: psector are normally maintained on discrete frequen‐# O. j) S3 d8 P0 F6 z3 |" P1 S1 l
cies assigned to the sector.# S+ R7 N q, s
(See DISCRETE FREQUENCY.)
% D' r/ P; `8 \6 K) GCONTROL SLASH- A radar beacon slash repre‐) @! [$ S# A2 ^
senting the actual position of the associated aircraft.* @% N2 ^+ j% e; d# Z3 ~& ~8 a; U* ?( Y
Normally, the control slash is the one closest to the6 B }9 M+ e2 U% ?/ E6 c
interrogating radar beacon site. When ARTCC radar
9 T: j/ g3 S! \- q3 B# Wis operating in narrowband (digitized) mode, the
! }1 g1 P8 s3 [/ ]+ ?control slash is converted to a target symbol.
: Q; t! V& F* s) r: w( J" MCONTROLLED AIR SPACE- An airspace of- W1 ^0 J( M7 h; m. o& N
defined dimensions within which air traffic control! B. X. Z% C" g7 s' T
service is provided to IFR flights and to VFR flights$ \, r& u: t4 ?# \% [3 @% T
in accordance with the airspace classification./ g0 L/ S: o( j! [7 M
a. Controlled airspace is a generic term that covers
7 x2 p/ ~9 R4 r( F- @/ x TClass A, Class B, Class C, Class D, and Class E! J( \/ U( y+ P, G3 C5 E
airspace.
: h0 t, p6 Q7 z2 m/ \- Tb. Controlled airspace is also that airspace within
* |' V: l* a5 _which all aircraft operators are subject to certain pilot
3 H- T" L8 ~' Cqualifications, operating rules, and equipment+ L- J# L, S+ t( Q, p6 }
requirem ents in 14 CFR Part 91 (for specific# |: c; p9 Y: K! y( n/ [$ N
operating requirements, please refer to 14 CFR
3 [* D. b' z: n9 v' APart 91). For IFR operations in any class of controlled+ a) M* q4 O& t u
airspace, a pilot must file an IFR flight plan and7 N" z* {$ Y* Q4 o
receive an appropriate ATC clearance. Each Class B," a2 C( k; e Z8 r: M9 K. l3 j
Class C, and Class D airspace area designated for an
; a0 P z3 {$ U1 f4 Wairport contains at least one primary airport around2 r; x+ g$ j: g5 x, v- L' R
which the airspace is designated (for specific) u! o5 c6 B- t7 O6 s
designations and descriptions of the airspace classes,7 A. g1 \. H1 j% i3 y' o* `
please refer to 14 CFR Part 71).
+ s* R, d4 n/ I, V7 |/ i6 `c. Controlled airspace in the United States is2 b0 l5 E& m8 _1 @
designated as follows:
0 @/ P6 r% K M: O3 \1. CLASS A- Generally, that airspace from
+ m C: G- D: Q18,000 feet MSL up to and including FL 600,3 g# \; Y; ^! Y, I* { B* V
including the airspace overlying the waters within 12
/ q- R3 s0 V# @1 W8 cnautical miles of the coast of the 48 contiguous States
/ {" C& }! \! s! u7 G, k8 Jand Alaska. Unless otherwise authorized, all persons4 T) E2 _/ ^9 S1 A; u* M- c
must operate their aircraft under IFR.
1 [, {! x U4 g3 o; u* S/ x" Z+ {2. CLASS B- Generally, that airspace from the, q2 Z+ ^/ H4 l1 ~% {4 j, }
surface to 10,000 feet MSL surrounding the nation's
5 w- U! v4 ^$ Y$ w, Ybusiest airports in terms of airport operations or
6 f+ r/ u, @( l6 {passenger enplanements. The configuration of each
* B# B+ A$ c7 k0 P: FClass B airspace area is individually tailored and
5 q) j) J+ p- y& W% T, V& kconsists of a surface area and two or more layers; p. ?. E+ Z- b5 B
(some Class B airspaces areas resemble upside‐down
' l* z9 K' R z$ U" p Owedding cakes), and is designed to contain all: M8 h) \& c2 T: A3 Z: k
published instrument procedures once an aircraft9 `: d( p/ f. i7 X; m( p" G" g
enters the airspace. An ATC clearance is required for+ @5 h3 S5 T7 H. C m
all aircraft to operate in the area, and all aircraft that
2 _- x7 z0 @, Kare so cleared receive separation services within the P( N2 F- y. n3 o8 W- z
airspace. The cloud clearance requirement for VFR- ~7 G$ P- D- j5 N6 ^
operations is “clear of clouds.”6 b1 _( P \. ^( U- s/ Q4 u# T
3. CLASS C- Generally, that airspace from the. k* e% r* }7 Z' `1 v
surface to 4,000 feet above the airport elevation
4 \6 l3 Q8 E9 P k2 \& F(charted in MSL) surrounding those airports that
/ U4 b* _+ w; D7 z; _8 C4 x- h2 ]have an operational control tower, are serviced by a
; `# n3 ^8 A4 R- q8 Oradar approach control, and that have a certain4 p s% s" {" Y2 ^' A) a
number of IFR operations or passenger enplane‐* g9 \# r" _# }/ i2 R
ments. Although the configuration of each Class C& W c s! d* |" O1 |! S
area is individually tailored, the airspace usually
$ h5 G' f7 |' B( s, n" cconsists of a surface area with a 5 nautical mile (NM)
! m0 p) Y' N" ]! qradius, a circle with a 10NM radius that extends no
# ]; Q9 V: E4 _. A! k+ d; g- G/ Plower than 1,200 feet up to 4,000 feet above the
4 W. E! M; l1 V; H" Rairport elevation and an outer area that is not charted.
1 D* V1 q1 I6 t# F9 W0 f# CEach person must establish two‐way radio commu‐
9 r, E* O7 S2 C1 ?/ w# j& \9 |nications with the ATC facility providing air traffic
+ f4 _( X( j- s! ?services prior to entering the airspace and thereafter# f7 @) ]/ Q, |! R) S- P
maintain those communications while within the
- D% y. N8 b; F- M3 C b# Zairspace. VFR aircraft are only separated from IFR
% _8 b9 [* S1 v9 paircraft within the airspace." y+ Z/ e" }$ } N9 X/ k
(See OUTER AREA.)# k9 ~+ }1 ^: |* K1 h8 c' S5 [
4. CLASS D- Generally, that airspace from the
a9 ]" @4 Q- M% Z! Q- [: Q% rsurface to 2,500 feet above the airport elevation# |- B0 f7 l% J8 | v+ S) b2 ]
(charted in MSL) surrounding those airports that
8 {! @/ p- {& Ehave an operational control tower. The configuration9 e! _9 d0 W( b' e
of each Class D airspace area is individually tailored
* x, v6 }/ [8 l1 @( g+ Land when instrument procedures are published, the$ v- W8 o$ B: H9 c- B7 D
airspace will normally be designed to contain the
4 n" J4 J( K" t0 Q$ _1 T8 w# qprocedures. Arrival extensions for instrument8 u G7 d: h: Y* Q$ T( F% B5 \$ z
approach procedures may be Class D or Class E1 l$ k e0 }. o' u; D2 D9 `) Z
Pilot/Controller Glossary 2/14/08
2 ^3 r. B9 ]' W( mPCG C-7
8 \! n D% u. X/ I' Yairspace. Unless otherwise authorized, each person
, |: _) K, X! ~# vmust establish two‐way radio communications with6 Y& u, @6 L9 v/ t7 G6 P
the ATC facility providing air traffic services prior to' _: @# Y6 Y8 p9 a$ l5 s
entering the airspace and thereafter maintain those
- G- S1 M: f2 U7 ^2 qcommunications while in the airspace. No separation
* D" C% [# F* F% h- q* {1 `) [services are provided to VFR aircraft.
0 J; H$ E/ x0 M- m9 x+ k5 |5. CLASS E- Generally, if the airspace is not
5 a' u# m1 q3 F% FClass A, Class B, Class C, or Class D, and it is: U {* u& W7 c$ K
controlled airspace, it is Class E airspace. Class E0 ~3 e3 ^' ?8 ]4 h5 F2 p
airspace extends upward from either the surface or a9 y- k4 P; [) c: Q
designated altitude to the overlying or adjacent
" V. v4 A- K! \controlled airspace. When designated as a surface
7 w& f* f6 W$ X3 N" O7 f3 B Garea, the airspace will be configured to contain all
8 `! b M. L6 ?9 Iinstrument procedures. Also in this class are Federal
1 n- ^- v: s3 Y6 r# ?airways, airspace beginning at either 700 or 1,200
- ?8 ~7 E/ z/ ^& mfeet AGL used to transition to/from the terminal or en8 d: B$ ]) A: e0 \
route environment, en route domestic, and offshore
7 g+ u5 O; {9 G8 J* |airspace areas designated below 18,000 feet MSL.
+ R, j9 P- r& k) `5 o- uUnless designated at a lower altitude, Class E9 x" f9 g, V! r6 A2 h! d
airspace begins at 14,500 MSL over the United o: p' s( X0 \3 v' w
States, including that airspace overlying the waters
% O2 s z" t+ ?$ N% n& wwithin 12 nautical miles of the coast of the 48
) }9 E2 P" Z( p9 G- p! scontiguous States and Alaska, up to, but not
) s l3 X3 n1 ]5 F+ a- fincluding 18,000 feet MSL, and the airspace above1 |% f/ ] r# e
FL 600.8 S7 b+ _2 w* i; S
CONTROLLED AIRSPACE [ICAO]- An airspace
' m9 c& Z1 C* z8 s6 zof defined dimensions within which air traffic control
$ I) \- |. d5 X7 P& C. tservice is provided to IFR flights and to VFR flights7 a/ W& w1 i( {9 U
in accordance with the airspace classification.
+ {& \7 C5 p2 Q& S% h, E0 n0 r* Q, jNote:Controlled airspace is a generic term which' q- h5 R; b! b- h: r! U
covers ATS airspace Classes A, B, C, D, and E.
. _7 M$ V& D& P% |, U' p' _' j! qCONTROLLED TIME OF ARRIVAL- Arrival time
# ~3 J/ {% g- }1 N3 u, }assigned during a Traffic Management Program. This
1 K1 m- N& t! D4 Rtime may be modified due to adjustments or user; Y9 C1 `6 c8 O! }/ B9 N4 o1 e
options.: H) A' G, s/ j N% F
CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)' l7 h& F/ K- x L
CONTROLLER [ICAO]- A person authorized to5 Y) d' ^0 {% c" q: \
provide air traffic control services.
/ ~, G. }& \ yCONTROLLER PILOT DATA LINK COMMU‐$ [5 O1 f" [" [7 Q1 R
NICATIONS (CPDLC)- A two-way digital very
' [( e1 H; B( Y9 b3 i% Lhigh frequency (VHF) air/ground communications- l$ Y `, }7 O
system that conveys textual air traffic control: k( G4 ]; N+ V% d5 j
messages between controllers and pilots.
* E3 G' Q+ i- U, L5 a8 X0 QCONVECTIVE SIGMET- A weather advisory
8 N" _- f* q5 d4 ^. ^concerning convective weather significant to the
0 @- u5 t8 `- D' F' l- o8 O7 @ dsafety of all aircraft. Convective SIGMETs are issued, g# }6 F/ Z0 j( y0 u
for tornadoes, lines of thunderstorms, embedded4 a6 b o+ q) ] }
thunderstorms of any intensity level, areas of D3 z% U+ v6 \1 s, C9 I
thunderstorms greater than or equal to VIP level 4
& a( g, A8 ?, T: r! uwith an area coverage of 4
, w% J* X) V" t- H( n, s/10 (40%) or more, and hail
9 J% _+ L% o# h3* J% d7 U& N, M( B4 Y2 ^0 r
/4 inch or greater.
2 v$ K7 x% F% a0 L, O4 e(See AIRMET.)
8 H2 e: t( h2 A5 ` S! G/ q/ x(See AWW.)
' a0 Q8 N: ?* K- e1 O: y9 O% B2 a* c(See CWA.)( W& x3 ^( l* [8 z; C
(See SIGMET.)0 d) f( [2 s9 ~. ?, b8 @9 x
(Refer to AIM.)$ s9 |9 ~& u: G3 `# d7 {/ ~2 c
CONVECTIVE SIGNIFICANT METEOROLOG‐: I! c+ u+ L& N) N0 ]0 l
ICAL INFORMATION(See CONVECTIVE SIGMET.)! n2 d3 X8 j0 f7 q/ M
COORDINATES- The intersection of lines of
3 j3 J! \+ {. `4 r" rreference, usually expressed in degrees/minutes/
' \. I2 t0 o ^$ a* qseconds of latitude and longitude, used to determine; p2 \0 A8 b% r3 {3 o8 J! U
position or location.
) q8 x5 b+ ~( u/ j6 `1 OCOORDINATION FIX- The fix in relation to which
, y! x0 p% Y! u ~facilities will handoff, transfer control of an aircraft,5 b( I: D! f! {: o5 M9 G
or coordinate flight progress data. For terminal3 w& v7 x6 {) V" ?1 Z. g8 s
facilities, it may also serve as a clearance for arriving( z: ?2 O/ X) s/ o- ?
aircraft.
+ m) m7 E. W& ~+ WCOPTER(See HELICOPTER.)& e( [ f2 o. b* {& _. s7 @. O
CORRECTION- An error has been made in the
' N& d4 H4 q' f' k' s Stransmission and the correct version follows.
, V. }4 {& N, C- h" KCOUPLED APPROACH- A coupled approach is an
- V/ [/ x( d& T/ Zinstrument approach performed by the aircraft- D: H) h7 R1 P: k% r9 z
autopilot which is receiving position information
$ b, b) [0 W: Y, S# X8 N5 Band/or steering commands from onboard navigation x$ z' s# j j2 n- H! v
equipment. In general, coupled nonprecision ap‐6 `+ t# t" P+ V# d! [
proaches must be discontinued and flown manually% e* Y5 n0 y7 x
at altitudes lower than 50 feet below the minimum
! X0 N$ |4 x- hdescent altitude, and coupled precision approaches
* L! t ]$ o2 v! y2 _7 Omust be flown manually below 50 feet AGL.$ r6 T: X3 B+ z4 U0 x& b
Note:Coupled and autoland approaches are flown
9 [. i) ~5 N9 E4 Z+ I' |5 ~in VFR and IFR. It is common for carriers to require! m8 g% V9 ~+ t1 u9 I1 z9 }
their crews to fly coupled approaches and autoland$ I6 E; M% {8 n/ I6 x
approaches (if certified) when the weather5 j/ c$ h# L5 y" _1 e- c
conditions are less than approximately 4,000 RVR.
- {) {7 d* a4 }4 Q7 F8 L! o(See AUTOLAND APPROACH.)7 D+ P6 V& G; z3 D4 B, g$ b
COURSEa. The intended direction of flight in the horizontal, M8 V }) F7 i3 r! p/ z
plane measured in degrees from north.
) N, W" C, |* C9 wb. The ILS localizer signal pattern usually
# ^8 p2 H' N' m" y, g& s H6 D& Pspecified as the front course or the back course.1 M9 y2 K* O* I6 f" L/ h
Pilot/Controller Glossary 2/14/08# N! `6 y( C. j0 s$ b
PCG C-8
* P I+ h, k6 L0 C: E+ H- z, Ac. The intended track along a straight, curved, or9 v) C( p) E* U" A' R. I& w) F
segmented MLS path.
/ G9 ]( Y0 f' B* J(See BEARING.)
9 n2 g5 b( e0 X. z9 b(See INSTRUMENT LANDING SYSTEM.)
1 F/ F' [, w. {0 I' S(See MICROWAVE LANDING SYSTEM.)3 q( G3 M+ @: T6 {& z+ C" Q' W
(See RADIAL.)
4 s+ K# B" T; \4 eCPDLC(See CONTROLLER PILOT DATA LINK
6 X) ^0 Q) _1 J4 B% Z* kCOMMUNICATIONS.)
" }3 n# G% h# z! |, z- ?* l) qCPL [ICAO]-- R2 v, M% ]& T, u0 s( H! i4 q
(See ICAO term CURRENT FLIGHT PLAN.)
: }) c m& ~1 _, F- n& MCRITICAL ENGINE- The engine which, upon
5 N" W. Y( A. ?+ Lfailure, would most adversely affect the performance
" j; Q: m! H) r1 Q+ Q& por handling qualities of an aircraft.: m/ X' f7 ?7 W) f/ G4 l
CROSS (FIX) AT (ALTITUDE)- Used by ATC; @ }, `' Z+ L( ^. S
when a specific altitude restriction at a specified fix
0 u, T7 M9 l9 s8 a4 v/ vis required.
6 w9 V3 X. T: ACROSS (FIX) AT OR ABOVE (ALTITUDE)- Used+ i7 J1 R: W# P
by ATC when an altitude restriction at a specified fix
8 [6 ~% h$ K7 T T3 h9 W8 c9 fis required. It does not prohibit the aircraft from* }0 ^; W" F; Q" f4 s, G; @
crossing the fix at a higher altitude than specified;
3 Q, D8 `9 t) F6 s' xhowever, the higher altitude may not be one that will* ]: K [7 ]) r* w9 y
violate a succeeding altitude restriction or altitude
, K7 m3 D+ ?3 m7 h% Vassignment.
, q! O( \- i, d" v! ](See ALTITUDE RESTRICTION.)
. W& e' N( K" K7 T(Refer to AIM.)1 o6 I$ X6 o* T% F
CROSS (FIX) AT OR BELOW (ALTITUDE)-
+ {8 v5 |8 s6 f' G# ~4 MUsed by ATC when a maximum crossing altitude at
3 W- m$ r2 L5 N& ea specific fix is required. It does not prohibit the
h& [( t; U* c* q9 D6 Faircraft from crossing the fix at a lower altitude;
4 e5 f5 |! x9 I% ohowever, it must be at or above the minimum IFR* S3 c+ d' n2 s1 z6 K s
altitude.& |; @' a' N: a- L+ o+ Z; w
(See ALTITUDE RESTRICTION.)% J7 L6 f ?5 ^
(See MINIMUM IFR ALTITUDES.). C; d6 w: _! w" c: v
(Refer to 14 CFR Part 91.)0 G( L. F1 G% _8 |
CROSSWINDa. When used concerning the traffic pattern, the, }; j8 }; b) `- q# \; @1 s
word means “crosswind leg.”- q9 O6 X) x5 ~& d" ~9 g8 X
(See TRAFFIC PATTERN.)
6 z2 _7 I$ s2 v( H/ V9 b3 Qb. When used concerning wind conditions, the
7 M0 y# l* a. r* }! gword means a wind not parallel to the runway or the
W1 m b2 C4 I2 g/ ]2 spath of an aircraft.' ]/ P" r9 h6 M1 c
(See CROSSWIND COMPONENT.)1 a2 O7 i* Q9 H0 W5 c: r
CROSSWIND COMPONENT- The wind compo‐1 ]# u* _. x" ~. i# k' P
nent measured in knots at 90 degrees to the
! N5 n( ~' k0 G- llongitudinal axis of the runway.% w' l/ h. Z5 p* V( c' [5 l6 e/ D8 Z, |
CRUISE- Used in an ATC clearance to authorize a
/ M/ L7 A- t% k* k4 n* Tpilot to conduct flight at any altitude from the& z( v+ [5 l7 [' ]* u# ~+ ~
minimum IFR altitude up to and including the8 m9 C$ P0 r- {
altitude specified in the clearance. The pilot may2 a6 ]6 m8 m' ]
level off at any intermediate altitude within this block% n- f5 Q9 G% t- U' Q( {5 w$ V
of airspace. Climb/descent within the block is to be
- G" O# J; A, ~) n) {9 ymade at the discretion of the pilot. However, once the
& x, L7 g" q5 h8 k3 m& }* ]* Bpilot starts descent and verbally reports leaving an: {, N, Y" a& U; z0 P
altitude in the block, he/she may not return to that
# N% E2 ^1 x, c& D% ?$ a2 z8 galtitude without additional ATC clearance. Further, it
5 n2 A) J5 H$ His approval for the pilot to proceed to and make an' J5 @' B. ~! u4 S, h& n0 E9 a
approach at destination airport and can be used in
$ `* B7 M d* v8 x. y" }* n* z; d* `conjunction with:
" p- C" i, J% m7 ~a. An airport clearance limit at locations with a
7 J5 G9 K+ i) B8 d [" G& Tstandard/special instrument approach procedure. The
4 {! F- z0 n: W; K: wCFRs require that if an instrument letdown to an. W# V& @ ]+ s$ X
airport is necessary, the pilot shall make the letdown3 @! t1 _- e1 z" |' K& l" W
in accordance with a standard/special instrument8 e: ?9 I3 l# e! o
approach procedure for that airport, or
7 e1 k! k. K. r2 K) w* H8 Q( {b. An airport clearance limit at locations that are& ^2 v* m6 C" J& h, c& ~' E
within/below/outside controlled airspace and with‐
* {. s3 T3 w7 V, \. Cout a standard/special instrument approach
. _6 e* W9 p% }* {/ u4 Gprocedure. Such a clearance is NOT AUTHORIZA‐7 G4 y, t L3 ~! R+ {) g+ W/ z8 K
TION for the pilot to descend under IFR conditions H& `( D, w' J( p4 _/ V3 _$ P4 @1 g3 B
below the applicable minimum IFR altitude nor does$ `; o5 D& A! G: G( m/ g+ F
it imply that ATC is exercising control over aircraft
f, m* Y0 A! K3 Lin Class G airspace; however, it provides a means for
( c3 n. U# E- Y" Cthe aircraft to proceed to destination airport, descend,
; c2 {: F+ F2 B7 r3 ]and land in accordance with applicable CFRs& o( A- b0 U+ a- o5 c* Q
governing VFR flight operations. Also, this provides
3 Y' [7 f$ r* x. J. g ~search and rescue protection until such time as the% N5 z; \$ M3 s2 |0 E; X, l! u' ~
IFR flight plan is closed." s6 r( a/ D2 s/ V. ]3 U/ c
(See INSTRUMENT APPROACH# ~3 e" x9 t: p, O' N* h( z
PROCEDURE.)3 m+ ?+ W( B, q) Y9 e- }
CRUISE CLIMB- A climb technique employed by
$ s% z( f: c$ raircraft, usually at a constant power setting, resulting
! Y2 s5 b& C- G r& G! J$ min an increase of altitude as the aircraft weight
g/ t* J/ j: _/ J3 p8 mdecreases.
; }9 N9 C( O1 d% ` \CRUISING ALTITUDE- An altitude or flight level
5 e. B" A1 W# L6 g) L8 R) Tmaintained during en route level flight. This is a: W% O0 B ]: [0 y. |9 D. B
constant altitude and should not be confused with a) E; M; t4 V7 l z" _
cruise clearance.
9 d* L& F3 I2 X; l, t' N* a(See ALTITUDE.)( d7 W3 y7 i( X* J, X& g: x: [" \
(See ICAO term CRUISING LEVEL.); m- C; R: Z- h, _1 y! g
CRUISING LEVEL(See CRUISING ALTITUDE.)3 z( [+ \% u0 u6 |# S- G
CRUISING LEVEL [ICAO]- A level maintained7 d2 i3 e( @ j9 S3 H2 D! u# d
during a significant portion of a flight.
/ N' F% Z! `- I! }* L; LPilot/Controller Glossary 2/14/08
5 e2 x- l: K, f7 N) O2 oPCG C-93 ?" k5 N0 P$ O5 L3 `4 F& J- c
CT MESSAGE- An EDCT time generated by the
' q9 W- Z3 t/ R2 k& e8 S8 JATCSCC to regulate traffic at arrival airports.+ T% Z* c" G* G+ T) y% F+ e$ F: ~
Normally, a CT message is automatically transferred
* w/ K- P. D6 j1 rfrom the Traffic Management System computer to the
5 R& Z v6 L# J5 o/ g! J7 bNAS en route computer and appears as an EDCT. In. O, k0 R; U) i F( h
the event of a communication failure between the
6 ^$ z4 R- C2 n5 u. {9 ?' ZTMS and the NAS, the CT message can be manually
1 g: V$ j' A/ ]& ~) V3 P2 centered by the TMC at the en route facility.9 M2 N2 y+ S4 n
CTA(See CONTROLLED TIME OF ARRIVAL.)
3 z* }5 s2 A$ ^7 |/ ]8 J(See ICAO term CONTROL AREA.)
1 a, h! v6 p) U6 rCTAF(See COMMON TRAFFIC ADVISORY% r# h3 Y1 m# W V* J6 ~0 _+ B
FREQUENCY.)
: ] h& w1 K6 Y! d+ _" F! JCTAS(See CENTER TRACON AUTOMATION6 {. _3 j( ^+ Q! [+ R
SYSTEM.)( u0 N0 C- A" }1 s: ]. u/ g
CTRD(See CERTIFIED TOWER RADAR DISPLAY.)' }4 J# o; ^1 N8 a6 k2 b5 b
CURRENT FLIGHT PLAN [ICAO]- The flight# t% K2 Y2 J+ q. x$ S8 K
plan, including changes, if any, brought about by1 T4 q9 ~' ]# s k/ p. b( K/ n
subsequent clearances.' L; b' }1 m. |2 R: V
CURRENT PLAN- The ATC clearance the aircraft* X( X" h K2 f+ |
has received and is expected to fly.( \- Z- H3 Z* h( F1 _! N
CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE
# |+ {' ?5 w3 |# g QAPPROACH.)
) e! T1 k2 v6 GCWA(See CENTER WEATHER ADVISORY and8 \; k0 I \# g
WEATHER ADVISORY.)
' l4 K/ H) n; o5 ^1 v; FPilot/Controller Glossary 2/14/08& P+ m8 w. S6 o* E) g
PCG D-14 \- ^6 o" j/ ^! T" [0 H: t/ V: {
D
8 m* x$ e7 L) n) dD‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL
1 r) [' |. s# `) y# nINFORMATION SERVICE.)! h$ ?) p( t. D/ H# I6 h2 r+ N E
DA [ICAO]-2 J1 h6 w% {1 W3 r
(See ICAO Term DECISION
. g/ i2 n% B6 f2 @ALTITUDE/DECISION HEIGHT.)) D1 q: o7 A- H5 U# x7 R0 P/ |$ Q! v
DAIR(See DIRECT ALTITUDE AND IDENTITY
7 m% n2 [6 M! u- LREADOUT.)
) \6 {$ N9 P8 MDANGER AREA [ICAO]- An airspace of defined3 B, w7 }# A+ d7 M, w3 P
dimensions within which activities dangerous to the
: u3 F0 M' d, ]5 X3 k! ?! T! Aflight of aircraft may exist at specified times.
8 l% i3 s8 F( LNote:The term “Danger Area” is not used in' _" D: Q8 C* Z. v; n" X
reference to areas within the United States or any( b& v5 v" l" J
of its possessions or territories.
" _: G$ ~3 _: d6 i9 k! mDAS(See DELAY ASSIGNMENT.)
2 Z `% m% i$ P5 H: i4 R' A/ {* R1 HDATA BLOCK(See ALPHANUMERIC DISPLAY.); g1 c e9 o6 d5 I
DEAD RECKONING- Dead reckoning, as applied* g E( f' _6 ^ ]+ r1 N( ~
to flying, is the navigation of an airplane solely by
' }5 k w+ l- L* }! V# @' Hmeans of computations based on airspeed, course,2 Q7 H. r* L5 D& Y8 ?- R
heading, wind direction, and speed, groundspeed,' z# ~! G! F8 x! ~# Q
and elapsed time.: r9 c3 g( R' J" Q1 s$ @
DECIS ION ALTITUDE/DECIS ION HEIGHT6 }* {6 M9 i- u0 Z; A, B4 w
[ICAO]- A specified altitude or height (A/H) in the; l( o5 e) m" A" S
precision approach at which a missed approach must
- t( W( X4 ], z2 p6 rbe initiated if the required visual reference to
( `! |; z' h! M9 `: gcontinue the approach has not been established.
, g2 [8 e% y8 [& w6 G$ ENote 1:Decision altitude [DA] is referenced to
5 H; A( r3 {4 ]4 R" ?0 |mean sea level [MSL] and decision height [DH] is
2 i3 E3 p& g& c: T0 z$ ireferenced to the threshold elevation.
) ?- N5 m" d5 H7 nNote 2:The required visual reference means that
3 }4 i/ I5 B9 U- Dsection of the visual aids or of the approach area
6 _: Y2 v0 V4 ?which should have been in view for sufficient time/ q- G) B( f6 H/ ?! M% k/ |3 l2 B+ {
for the pilot to have made an assessment of the
' P4 d; `+ ?( p2 J1 h4 laircraft position and rate of change of position, in
4 o ]3 S7 `5 p* ?& ]relation to the desired flight path.( P' ?' I* D u: n9 J+ Q
DECISION HEIGHT- With respect to the operation
* L6 w$ F1 S" ~3 j& J; Mof aircraft, means the height at which a decision must
2 i+ \! V- M1 q/ Zbe made during an ILS, MLS, or PAR instrument
! Y$ O. x, n2 E# dapproach to either continue the approach or to execute
4 Y& x7 i+ `, Va missed approach.
& y: L! C$ c5 `! V1 A(See ICAO term DECISION
9 ?" B3 r3 i$ \ALTITUDE/DECISION HEIGHT.)2 ?, ?9 @; \0 L$ S! M6 V7 Z5 `* F
DECODER- The device used to decipher signals. L2 r7 Y3 r5 E) q
received from ATCRBS transponders to effect their
6 @5 p2 E2 Y8 E/ O9 d& fdisplay as select codes.4 u- L! P1 `2 j4 J7 K: m* Y
(See CODES.)
+ B7 i+ Z; v8 b' J9 c" T# [(See RADAR.)
- B, R5 F. J( o x% u: t2 \. ]DEFENSE VIS UAL FLIGHT RULES- Rules! i" w% Z, B& Q" K% L
applicable to flights within an ADIZ conducted under* G3 y* s6 ]' o( e0 { |
the visual flight rules in 14 CFR Part 91.6 n5 Q7 x/ g- X( ?% ^: x
(See AIR DEFENSE IDENTIFICATION ZONE.)8 ~: K6 p Z9 m2 Y! k; b* N
(Refer to 14 CFR Part 91.)
- T. a! J# q/ v" J- ]+ H% i(Refer to 14 CFR Part 99.)9 G1 z7 `9 W' a, X" z
DELAY ASSIGNMENT (DAS)- Delays are distrib‐
1 |1 l6 R4 n {1 _9 _* quted to aircraft based on the traffic management
4 ?( B T3 ~# {2 J3 F; J3 m. Kprogram parameters. The delay assignment is
6 l; Z# O- U1 ^& Icalculated in 15-minute increments and appears as a
; a s2 _# e& `5 ^4 Mtable in Enhanced Traffic Management System
; [2 @' ~" ^; e" n a& ]( ?(ETMS).& M- w6 v. T! r" Q1 \/ R" q
DELAY INDEFINITE (REASON IF KNOWN)+ \* D# y Y x+ d" a
EXPECT FURTHER CLEARANCE (TIME)- Used B% ~3 @7 J; w; b
by ATC to inform a pilot when an accurate estimate9 P- i* T* \8 w4 M }& r
of the delay time and the reason for the delay cannot
6 j( A' d1 C& i/ O8 H. q& Qimmediately be determined; e.g., a disabled aircraft
. S# f: a9 H+ \, X$ Yon the runway, terminal or center area saturation,
0 Q1 n+ [% Z/ A- B8 K Dweather below landing minimums, etc.
$ I/ L6 ^+ s; b b4 D1 I(See EXPECT FURTHER CLEARANCE (TIME).)% L% J$ S8 s& B* J, t* Z" f% W
DELAY TIME- The amount of time that the arrival" I w- S: W8 M; S" N& g5 D3 R
must lose to cross the meter fix at the assigned meter
- F" b0 k$ E3 m; \2 z+ Zfix time. This is the difference between ACLT and
8 |' i+ b; F& A K5 NVTA.
3 ^( b' @4 P) |, x, b* B6 n9 QDEPARTURE CENTER- The ARTCC having
1 I- q* r' M# I. [; |1 b# N: Kjurisdiction for the airspace that generates a flight to( z, @+ K- M4 c3 u' b6 W0 J
the impacted airport.
) O* y: a" \7 @4 }" xDEPARTURE CONTROL- A function of an% L) }1 z- z" B; O8 J
approach control facility providing air traffic control
! P) u9 s/ z2 t+ D1 G; rservice for departing IFR and, under certain
- B9 n/ q% f; h# W$ Tconditions, VFR aircraft.
9 c7 B5 A# j4 ~3 @(See APPROACH CONTROL FACILITY.)4 Q0 I% y1 H, X7 S8 D; i0 m# K) Y
(Refer to AIM.)
' m# L( l& n+ m% U% w% \& ^, tDEPARTURE SEQUENCING PROGRAM- A* i$ _, u8 X& {: A# w
program designed to assist in achieving a specified" w" e% l3 i* a8 Y* P A
interval over a common point for departures.
2 V$ K2 q$ C5 f5 Z C$ {% m0 Y; [. n. WPilot/Controller Glossary 2/14/08
7 q2 S. E2 y& hPCG D-2
0 n; Z# v, W6 K8 C8 a$ WDEPARTURE TIME- The time an aircraft becomes7 }5 x; Q i0 a- [& s; Q; B: x# w' {
airborne./ _1 ]3 m) p3 h. j2 r+ J& \0 A$ ]
DESCENT SPEED ADJUSTMENTS- Speed decel‐% P, _) s& ?" \0 H; z5 c
eration calculations made to determine an accurate
+ |$ M, h' b4 }- m/ bVTA. These calculations start at the transition point6 v# w, M5 x! v- t j8 X9 @* m
and use arrival speed segments to the vertex.
/ [: h* n- l& E x+ o" GDESIRED COURSEa. True- A predetermined desired course direction& T+ C& X y4 |* x; F# f# o3 A# g
to be followed (measured in degrees from true north).
; Z! A% ^; R3 I3 n! Ib. Magnetic- A predetermined desired course
! N; d8 a2 j" T: edirection to be followed (measured in degrees from
; U1 {) c) c9 V# U `& a$ {local magnetic north).
4 C1 n. h& _- SDESIRED TRACK- The planned or intended track
! n: k, V$ B- vbetween two waypoints. It is measured in degrees
7 X! b& {: t4 J; ~7 Qfrom either magnetic or true north. The instantaneous
/ A& v3 r1 `5 R( [1 g- a7 eangle may change from point to point along the great
$ N- B" g& `5 x1 e3 ^8 ^4 hcircle track between waypoints.6 s, f- o, |& \: D: {! O& i. o
DETRESFA (DISTRESS PHASE) [ICAO]- The( d$ r6 s% x" K& R: s4 Y9 m. A
code word used to designate an emergency phase
$ L& f% l- x! \) r. X1 ^wherein there is reasonable certainty that an aircraft
, c$ i `' D4 @8 K1 z( G6 ^and its occupants are threatened by grave and
- M* D1 f* Q3 q, h+ {imminent danger or require immediate assistance./ I+ w+ @, i& t( }" y! t0 x
DEVIATIONSa. A departure from a current clearance, such as an8 E- Y, J8 C% e5 N) Z3 U2 l5 D
off course maneuver to avoid weather or turbulence., r/ ]+ n$ o4 d. a" ], A9 a
b. Where specifically authorized in the CFRs and' L. r$ l$ `. k
requested by the pilot, ATC may permit pilots to- ^* {% z# K$ l+ ~! ?; E/ e
deviate from certain regulations.
m8 L5 b; e( w9 C( a+ r(Refer to AIM.)
: s: G* e1 ?7 f2 IDF(See DIRECTION FINDER.) E1 Q; g2 T: d& A) u% r5 K
DF APPROACH PROCEDURE- Used under6 S, ]" B: p5 f3 g
emergency conditions where another instrument
" w* z/ D+ _! Japproach procedure cannot be executed. DF guidance
2 S4 `, ]& p% [8 b* |2 wfor an instrument approach is given by ATC facilities1 S, b% _: G0 X d
with DF capability.6 A2 ^. F) F& e; r/ v S7 F2 U
(See DF GUIDANCE.)
M2 a- H( z) G5 R(See DIRECTION FINDER.)
: v& p- R. r, J" {(Refer to AIM.)$ }' n4 C4 @3 a* H
DF FIX- The geographical location of an aircraft1 K, p- I5 T# a+ e$ h4 L8 Q' z
obtained by one or more direction finders.
. H% X9 W m! L" J+ o(See DIRECTION FINDER.)# |/ N. Q3 @/ s _+ q' }/ i
DF GUIDANCE- Headings provided to aircraft by: @7 p( V: ~# }7 d& e
facilities equipped with direction finding equipment.% v; o* Y. E. d0 J2 P
These headings, if followed, will lead the aircraft to
* h$ g' q: h' I3 ` e; Wa predetermined point such as the DF station or an
0 l. B+ L7 A8 }airport. DF guidance is given to aircraft in distress or
5 q7 g1 j/ P, ]* @2 [' F2 P& }% cto other aircraft which request the service. Practice) A; Z b% I: X" x
DF guidance is provided when workload permits.) Y; |' K& @6 R: l5 |% Q1 O
(See DIRECTION FINDER.) E$ b8 Z4 a+ V' P" S2 q
(See DF FIX.)- P& D. ?, ]' K/ B) E/ |. a5 A
(Refer to AIM.)1 s9 K& o L/ [
DF STEER(See DF GUIDANCE.)
' O/ ~" `: n2 o9 `* {DH(See DECISION HEIGHT.)
% T$ K [8 H5 K X) t% ?DH [ICAO]-
) |# _! a5 p6 B) i(See ICAO Term DECISION ALTITUDE/: J: i" E0 z( }; C
DECISION HEIGHT.)0 q$ ]/ f( t! g: O/ J- C+ J1 A, m% I
DIGITAL‐AUTOMATIC TERMINAL INFORMA‐
/ w: }2 K9 K- z7 Q, D% D+ XTION SERVICE (D‐ATIS)- The service provides: a8 `" q; g1 p! L U0 Z8 Q6 @
text messages to aircraft, airlines, and other users
4 s2 f* T$ K. ~ e! O6 qoutside the standard reception range of conventional
. T2 b' D& w: d7 g/ LATIS via landline and data link communications to0 `7 V7 E7 x+ O) I
the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to- S! y( \/ [7 p
all aircraft within range of existing transmitters. The
; |! X( Z- G i5 h$ W* `Term inal Data Link System (TDLS) D‐ATIS) s% F3 G5 a; M! a7 c" _2 v
application uses weather inputs from local automated
) u# h" P7 m6 n, a) Xweather sources or manually entered meteorological6 o8 X [5 o) ^
data together with preprogrammed menus to provide, D- S, m6 z6 P' Q. w
standard information to users. Airports with D‐ATIS
# O, U( j' M" X6 ?capability are listed in the Airport/Facility Directory.( i& X7 }$ o N& {8 g5 t
DIGITAL TARGET- A computer-generated symbol
# I9 M1 ]& K+ V" ?+ wrepresenting an aircraft's position, based on a primary" n. W# n: G. ^- d! j
return or radar beacon reply, shown on a digital
2 h6 ?1 E( W F" o: |" a J$ ~display.
, }) S& A% C4 FDIGITAL TERMINAL AUTOMATION SYSTEM
& Q4 D; M+ _! h; q' W0 b9 v) m(DTAS)- A system where digital radar and beacon2 [, N _- ?. ` ~: i: W) i
data is presented on digital displays and the
5 J3 N+ r* b5 e; k1 noperational program monitors the system perfor‐
% A% R) h+ B5 @! Z3 ~mance on a real-time basis.8 s7 C- a4 ?( ]/ s
DIGITIZED TARGET- A computer-generated
' S: v, Q- N6 K8 eindication shown on an analog radar display resulting
6 l' b3 P# Q) @5 Tfrom a primary radar return or a radar beacon reply.# @: i, q* Q9 l( m2 t
DIRECT- Straight line flight between two naviga‐
1 i& @' N% C4 b: ]tional aids, fixes, points, or any combination thereof.
9 F2 P/ M& l+ K' P0 RWhen used by pilots in describing off‐airway routes,) E! J q4 \" u. `4 `
points defining direct route segments become# u/ P6 |" O6 b' o* D9 k
compulsory reporting points unless the aircraft is
/ G: S, U7 Z' q4 _7 Q. gunder radar contact.9 g' x6 v8 N) h
DIRECT ALTITUDE AND IDENTITY READ‐
- [9 U, x# }, M+ y6 a( c) WOUT- The DAIR System is a modification to the
% F; ]/ Q! q6 @+ l" ]Pilot/Controller Glossary 2/14/08" H+ X x& [4 `8 N+ j- X
PCG D-3
: F N$ \ ?/ R+ U6 TAN/TPX‐42 Interrogator System. The Navy has two
5 Q3 i' m3 `3 }2 v, V9 r. Nadaptations of the DAIR System‐Carrier Air Traffic$ s) b% w' z ^
Control Direct Altitude and Identification Readout
" k: n8 u* \, V9 i, U+ S! aSystem for Aircraft Carriers and Radar Air Traffic# d/ Z$ J2 s3 D
Control Facility Direct Altitude and Identity Readout
0 S/ s7 F3 k# T+ l# ] E+ OSystem for land‐based terminal operations. The
7 k6 K7 N1 O& Q9 h( w+ uDAIR detects, tracks, and predicts secondary radar
0 Y6 t& M6 g/ w2 {8 V- Waircraft targets. Targets are displayed by means of
; R6 t! [% S0 h' g6 D8 ]. t6 v* Rcomputer‐generated symbols and alphanumeric' Q' W( ?8 P1 ]- U
characters depicting flight identification, altitude,+ S" f& t$ C/ G, @. P
ground speed, and flight plan data. The DAIR System
3 g* }4 u$ `3 v: i. W# |6 E, ris capable of interfacing with ARTCCs.
$ j" C, W3 T! k! r5 a4 bDIRECTION FINDER- A radio receiver equipped6 r% c; A t6 @# T
with a directional sensing antenna used to take# u0 l. u* k9 D0 R, x
bearings on a radio transmitter. Specialized radio8 E6 J. R# P8 ?( N8 U+ D
direction finders are used in aircraft as air navigation8 }5 ~+ B7 C% b, b, Q& i9 }
aids. Others are ground‐based, primarily to obtain a) [& p% D3 H5 ~" f5 I r) E% d ?
“fix” on a pilot requesting orientation assistance or to
, e% b* N7 Y4 [1 c \ m, d' K' f! Z" Nlocate downed aircraft. A location “fix” is established
5 H& m7 q) E9 Bby the intersection of two or more bearing lines# N# W2 q9 r$ ]8 b+ B. }
plotted on a navigational chart using either two
% M( R- X. v) u$ \: k Hseparately located Direction Finders to obtain a fix on5 [5 D+ l; f8 |( i
an aircraft or by a pilot plotting the bearing' M# e- U8 N1 _& V/ |" q1 A
indications of his/her DF on two separately located5 L7 t6 Y5 [7 n" H
ground‐based transmitters, both of which can be
8 Z- M+ W) U+ C3 D/ Zidentified on his/her chart. UDFs receive signals in& a; d1 s5 v( A1 h' \+ A0 ~
the ultra high frequency radio broadcast band; VDFs
# d- s7 O- K6 Y$ S$ Y% Tin the very high frequency band; and UVDFs in both
3 b2 e, V' O1 S3 zbands. ATC provides DF service at those air traffic- E3 p* c0 p5 H- [1 {
control towers and flight service stations listed in the- z9 F( k. A( E* ~, b- d
Airport/Facility Directory and the DOD FLIP IFR En
) t4 {+ F, J7 Y& b W; lRoute Supplement.
7 p2 }1 B% N4 r I- z; `(See DF FIX.)
/ g4 y0 H& _( D0 i0 Z5 a' X: _(See DF GUIDANCE.)
0 Q4 [7 T7 a: X& n& T( v% }2 k# yDIRECTLY BEHIND- An aircraft is considered to
+ q! t1 }7 |! v2 J! W( \+ m& {' ibe operating directly behind when it is following the4 T2 n. F! F. Z n+ M
actual flight path of the lead aircraft over the surface& d6 c& A4 x4 W0 @8 e) T
of the earth except when applying wake turbulence3 H) S. J, b& U6 r' x2 u& Y% R5 K! \
separation criteria.
0 N3 y- p5 v; yDISCRETE BEACON CODE(See DISCRETE CODE.) H* w3 O7 L. N1 L/ q
DISCRETE CODE- As used in the Air Traffic
" g5 \' N# y2 |: A# _3 ~Control Radar Beacon System (ATCRBS), any one
" ~, r# G3 ]! uof the 4096 selectable Mode 3/A aircraft transponder
" L! G: \$ U c& Mcodes except those ending in zero zero; e.g., discrete, W8 V: X& U* G
codes: 0010, 1201, 2317, 7777; nondiscrete codes:
$ v5 U0 w# i; N1 k6 x9 @0100, 1200, 7700. Nondiscrete codes are normally
9 K; j2 d% O/ E9 O$ e/ oreserved for radar facilities that are not equipped with* s$ _# m0 W( h+ N
discrete decoding capability and for other purposes$ p, \/ o! u+ I& ^( K
such as emergencies (7700), VFR aircraft (1200), etc.: b* @3 N3 l( ]" C7 V. ~$ H
(See RADAR.)' O/ C; p$ B1 S8 d
(Refer to AIM.)
9 A: G1 h* H9 l* v0 yDIS CRETE FREQUENCY- A separate radio% D( g+ ~% s6 e7 w7 X5 A: Y2 K
frequency for use in direct pilot‐controller commu‐' a: Q, U% B+ ~2 x, i
nications in air traffic control which reduces! d& M. ?" o4 e- e2 g
frequency congestion by controlling the number of
# L9 O+ M, U# N% \" }aircraft operating on a particular frequency at one
4 J% y8 F# \( f1 {( gtime. Discrete frequencies are normally designated
e3 q! ~1 v5 hfor each control sector in en route/terminal ATC
+ H4 M% X* d, C5 Ffacilities. Discrete frequencies are listed in the+ g4 n5 [" C2 d0 Y
Airport/Facility Directory and the DOD FLIP IFR En
$ m# t# \, i) a: ^Route Supplement." ~' x* J: S' g. i& Y
(See CONTROL SECTOR.)
2 u, N6 W' I9 {DISPLACED THRESHOLD- A threshold that is4 z* u4 j6 ~% V" Y# l
located at a point on the runway other than the' t, `2 x0 h) W+ M7 l2 |
designated beginning of the runway.3 d3 H5 J- ?9 a. s8 v# Q8 g1 p
(See THRESHOLD.): _- J% G3 B6 [# O9 b& O
(Refer to AIM.)1 N X1 g4 D7 X) n
DISTANCE MEASURING EQUIPMENT- Equip‐
* Z+ B6 F* S* d! I" O. t% e3 i! Sment (airborne and ground) used to measure, in
2 F, E" \# ]( T8 cnautical miles, the slant range distance of an aircraft
& l1 j: o1 C7 [from the DME navigational aid. C S" j5 o2 b
(See MICROWAVE LANDING SYSTEM.)+ n- E; b1 R, Y; x
(See TACAN.)* B% i& o6 S0 o# x! C+ o
(See VORTAC.)
& O0 u0 ^6 A2 L8 nDISTRESS- A condition of being threatened by/ H I+ s) i9 ? p1 N
serious and/or imminent danger and of requiring- c8 }) Q% [" I8 r+ \1 P& f
immediate assistance.# v8 |0 Y; X x L
DIVE BRAKES(See SPEED BRAKES.)
: C; V. t' n3 \8 o, dDIVERSE VECTOR AREA- In a radar environ‐
; t# K6 m, i( T1 Rment, that area in which a prescribed departure route
4 H9 o0 p0 \2 n$ D- C; k$ Ais not required as the only suitable route to avoid3 W% x) u) i# F: ?
obstacles. The area in which random radar vectors
# U0 B0 V5 B# _' @below the MVA/MIA, established in accordance with0 l: d/ n3 j3 I! T* h" a8 t5 q
the TERPS criteria for diverse departures, obstacles
8 n7 t# q: o% @5 b3 k1 uand terrain avoidance, may be issued to departing
! L# N" h; e/ P9 m1 e$ qaircraft.
3 X. A. |, L* M' o8 k2 UDIVERSION (DVRSN)- Flights that are required to
. e2 o" [! _0 b; Hland at other than their original destination for8 _% f$ ^0 @1 p
reasons beyond the control of the pilot/company, e.g.* z- A6 I9 f* w$ f& e" l
periods of significant weather.: K5 l6 S7 p0 f
DME(See DISTANCE MEASURING EQUIPMENT.); z9 {, p: u4 X, S+ t' i
Pilot/Controller Glossary 2/14/08
# x4 v4 \2 W m. BPCG D-49 F; t0 K7 _" C8 n h- T
DME FIX- A geographical position determined by$ `9 ]$ G" @% v( S0 n# K
reference to a navigational aid which provides: N1 s o* B J8 E: o9 m
distance and azimuth information. It is defined by a4 r) J4 |8 X4 }+ @6 W
specific distance in nautical miles and a radial,& s5 ^7 H+ u: n
azimuth, or course (i.e., localizer) in degrees, H' t# x' w$ n/ S5 \
magnetic from that aid.5 S# {- P- w8 x/ |/ b+ P( Q$ A8 j
(See DISTANCE MEASURING EQUIPMENT.)& R- Y4 [3 ~+ }
(See FIX.)8 y; X, c/ ?! P) I z) }
(See MICROWAVE LANDING SYSTEM.)3 w5 n& H1 D+ Y
DME SEPARATION- Spacing of aircraft in terms of
5 P1 L! y9 x0 \& ^/ T& H$ K: rdistances (nautical miles) determined by reference to- [& B. N0 G& p7 c' Q
distance measuring equipment (DME).
3 T0 r B% |$ t+ x9 q7 }$ H4 S(See DISTANCE MEASURING EQUIPMENT.)' A9 b ?: O3 N8 v {! u
DOD FLIP- Department of Defense Flight Informa‐" C& e8 [1 y: N
tion Publications used for flight planning, en route,
% t" \, j! V* @$ t* @1 j' ^4 Dand terminal operations. FLIP is produced by the
- a1 l0 S5 `8 rNational Imagery and Mapping Agency (NIMA) for8 E; g8 @1 `( B5 T5 Q; b5 g
world‐wide use. United States Government Flight
2 `7 |- ?0 z, _, e# zInformation Publications (en route charts and. e/ _5 O0 R& [" \0 J% `8 Y9 s
instrument approach procedure charts) are incorpo‐
8 D$ x# t) o, j1 d( p# A) Crated in DOD FLIP for use in the National Airspace( w: D( m& @1 s7 d9 {! g
System (NAS).
4 B0 j [8 r% q" S$ Z: ~5 N# LDOMESTIC AIRSPACE- Airspace which overlies1 r9 _' [2 F0 f$ D, F0 u
the continental land mass of the United States plus( u6 N' ?+ X1 l
Hawaii and U.S. possessions. Domestic airspace
" ]' M5 Q0 {( o# @! vextends to 12 miles offshore.8 J0 D+ h! b3 l6 S% \/ Q
DOWNBURST- A strong downdraft which induces
! H& X2 C8 y5 X) y4 q- t& Aan outburst of damaging winds on or near the ground.
5 |" e. R$ s' G8 L4 D4 ADamaging winds, either straight or curved, are highly# F& `. l& |, O7 p7 T; P/ l
divergent. The sizes of downbursts vary from 1/2
5 X2 X7 Y5 M, r- k0 J1 `mile or less to more than 10 miles. An intense, l/ _$ N2 `1 {
downburst often causes widespread damage. Damag‐# r2 e" X8 }! @
ing winds, lasting 5 to 30 minutes, could reach speeds, c3 U8 i: b0 U" c
as high as 120 knots.8 M+ Y& h7 j9 K3 j
DOWNWIND LEG(See TRAFFIC PATTERN.)
$ j( \* O5 S& S" R2 Q. [DP(See INSTRUMENT DEPARTURE PROCEDURE.)8 O" h% n" E( v( p
DRAG CHUTE- A parachute device installed on
- \% f+ i9 s7 _2 y' ]( ecertain aircraft which is deployed on landing roll to
' K" E( Y# M& P) [& `& uassist in deceleration of the aircraft.8 `5 a3 w" R- l0 A: z8 f: }# M
DSP(See DEPARTURE SEQUENCING PROGRAM.)
! n$ E. M% m* ^. }DT(See DELAY TIME.)& X) f6 Y& j& Z; @
DTAS(See DIGITAL TERMINAL AUTOMATION! S' e1 Y# K. o9 L" A
SYSTEM.)
/ o8 @# w+ x! K3 ]$ V6 z7 DDUE REGARD- A phase of flight wherein an7 Q: K5 Z( h- U2 J) I R8 B
aircraft commander of a State‐operated aircraft
$ S: S3 ]% K: [2 Hassumes responsibility to separate his/her aircraft
W( w3 k- t$ Wfrom all other aircraft.
0 _/ e! k4 w% P4 q( B8 c; d(See also FAAO JO 7110.65, Para 1-2-1, WORD
" F: u0 V6 e( x" h/ J* qMEANINGS.)7 d/ N" _/ N/ I& k' u
DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY+ p$ z; \9 h/ v6 ^
RUNWAY.)) A) @* e" p z3 d7 w& M: v. l
DVA(See DIVERSE VECTOR AREA.)
9 I( V( p" |2 g: O, ^) FDVFR(See DEFENSE VISUAL FLIGHT RULES.)
$ T. z1 `9 w ^# dDVFR FLIGHT PLAN- A flight plan filed for a VFR
4 p) l; P. |2 R+ ~) `2 O9 R+ t/ Maircraft which intends to operate in airspace within4 p7 Q _* \0 t8 Q; d
which the ready identification, location, and control& O! F; M ^9 k9 Q
of aircraft are required in the interest of national
+ q! N' p) T2 ]6 L5 ?security.
# n3 A9 I& C8 W0 H4 E7 lDVRSN(See DIVERSION.)
8 K# t( n* |0 d. Z) bDYNAMIC- Continuous review, evaluation, and
$ ]2 w: w) F3 T) i! ^6 Qchange to meet demands.# l8 N* d5 L- U0 C1 i& c
DYNAMIC RESTRICTIONS- Those restrictions2 a8 E3 S0 m3 F5 X9 y: o3 L8 ?3 U. V% G
imposed by the local facility on an “as needed” basis
3 p. f: T/ o# Q9 U$ @7 Zto manage unpredictable fluctuations in traffic
! n9 [* S7 O9 C$ X& v% g8 s8 G& F% Y9 Udemands.7 p* l$ i- r( {- E/ n
Pilot/Controller Glossary 2/14/08
0 d- F0 ?; P9 ]/ N7 |1 m$ H4 APCG E-1, O/ {7 o: Y8 [3 J9 n
E. P, G @+ ?" C" N
EAS(See EN ROUTE AUTOMATION SYSTEM.)$ ~3 D. f' H0 f' }
EDCT(See EXPECT DEPARTURE CLEARANCE/ A- `6 P! `: q3 c9 ~4 t2 I4 x
TIME.)
, k7 L0 R; ~% o( G3 T, P- q5 ]- DEFC(See EXPECT FURTHER CLEARANCE (TIME).)
& I8 Q( L3 a4 c# p" r2 a' cELT(See EMERGENCY LOCATOR TRANSMITTER.)" N# R$ U Q0 ~" T2 F$ }
EMERGENCY- A distress or an urgency condition.5 i, ?+ p% B' ^4 O4 D! d, y
EMERGENCY LOCATOR TRANSMITTER- A. A# g2 \8 i) t% `1 k6 C2 G4 H
radio transmitter attached to the aircraft structure
( g3 e: J6 q d5 Awhich operates from its own power source on
* H- Z0 T3 e! G4 V121.5 MHz and 243.0 MHz. It aids in locating0 m$ s/ ?' H3 T9 q
downed aircraft by radiating a downward sweeping4 U q# U+ p5 h* |2 J/ |
audio tone, 2‐4 times per second. It is designed to4 g6 M& H% s2 v8 W& N
function without human action after an accident.8 g* R7 S5 D [
(Refer to 14 CFR Part 91.)* }& Z9 Y9 R5 b( B
(Refer to AIM.)2 J' B* @7 V) m6 i
E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE
- O, d5 W/ o! Y# [6 ~+ ~+ |8 zWARNING.)- G4 T& D) ~+ c
EN ROUTE AIR TRAFFIC CONTROL SER‐/ X. I& E x2 c8 h. u+ l U
VICES- Air traffic control service provided aircraft5 ^, }) ^5 H3 t! e. Q, |
on IFR flight plans, generally by centers, when these! s$ ]& c- v) t
aircraft are operating between departure and
7 x6 j3 K/ v( Y8 L; Z, pdestination terminal areas. When equipment, capa‐
1 m9 y; b7 e2 V$ d7 J* Dbilities, and controller workload permit, certain3 T, Z2 I; d9 G* P$ E
advisory/assistance services may be provided to VFR
% l& \# u" ~( s) w: O& Jaircraft.
2 n& n% c1 w+ d/ ~" N- @ w8 g(See AIR ROUTE TRAFFIC CONTROL
) v% L7 d" a5 c" m3 d) MCENTER.)
* }7 G% S; C2 J(Refer to AIM.)
9 `% h1 B+ x/ {# z: g$ S4 yEN ROUTE AUTOMATION SYSTEM (EAS)- The
: [8 l' l) Z. V: W7 Ucomplex integrated environment consisting of
& W8 p7 `, w6 Y h E, _6 w7 Xsituation display systems, surveillance systems and
B8 |. Z9 H' R# M' R9 gflight data processing, remote devices, decision
/ c/ A3 e0 E( t$ ~support tools, and the related communications
/ w' H- W E/ q) B9 fequipment that form the heart of the automated IFR
0 b/ j+ t' c+ a! i1 F, xair traffic control system. It interfaces with automated
" H% s2 h% u9 s& u a1 Tterminal systems and is used in the control of en route
) [* D% w- u }$ k8 Z! kIFR aircraft.9 R( W! @: C7 @' X" e. @
(Refer to AIM.)
; F9 k( S" ?& F' q. v, DEN ROUTE CHARTS(See AERONAUTICAL CHART.)
) J! E5 w; x) L) |. l+ dEN ROUTE DESCENT- Descent from the en route
0 n8 c% k5 F& Y: b* C9 ?cruising altitude which takes place along the route of
# Q3 W+ D7 c; X8 }" U) Q# [flight.
9 ?0 B, C% I* \7 \3 a8 oEN ROUTE FLIGHT ADVISORY SERVICE- A
' J5 s3 N1 X/ r6 T5 b" ^% W! m$ Yservice specifically designed to provide, upon pilot
& ~2 W& ~& ]/ F& wrequest, timely weather information pertinent to; `( U2 |6 J+ |/ i$ |
his/her type of flight, intended route of flight, and
$ K ?/ O9 J7 [altitude. The FSSs providing this service are listed in
* [% I. v T3 g0 B3 cthe Airport/Facility Directory.; F) x- v; z6 w5 Z) w
(See FLIGHT WATCH.)# ?. v" v; M0 o- d4 ] {
(Refer to AIM.)9 q9 I0 }3 i) d6 w6 @* L
EN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)3 U$ \& g. E6 [4 n
EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.) P2 l" f9 |% F8 c4 n: j
EN ROUTE MINIMUM SAFE ALTITUDE WARN‐! f! [# Z$ X0 x* ?6 \# h* v
ING- A function of the EAS that aids the controller; A R/ k5 g8 r+ I$ B( b# f: n
by providing an alert when a tracked aircraft is below' J& m) ?! V8 `
or predicted by the computer to go below a7 v% q# e# N9 T1 \8 a+ i8 j, Q
predetermined minimum IFR altitude (MIA).8 _+ q/ H! Z- c }. l( H
EN ROUTE SPACING PROGRAM (ESP)- A3 M8 B# L& P9 L% M4 i, \
program designed to assist the exit sector in
" h- ^- H1 p3 T( O8 Q3 M/ H/ f# Vachieving the required in‐trail spacing.
3 P: M6 {) d( @EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a% s3 u. R# E# a9 S1 h# {+ }6 L
SID/STAR that connects to one or more en route
0 D. N7 y* x( q7 Tairway/jet route.
( ?1 ^* j: \" U) W6 \3 \. Gb. RNAV STARs/SIDs. The portion of a STAR
0 d* Y9 d+ n6 q$ z+ D5 h: Ppreceding the common route or point, or for a SID the
: R3 P( ?. E. ?5 A3 U1 iportion following, that is coded for a specific en route% h3 N) V: y' V- Y7 h
fix, airway or jet route.
; Q9 }' I' q# |3 t7 C4 sESP(See EN ROUTE SPACING PROGRAM.)
1 Z7 @1 F- n }& U) U/ a& WESTABLISHED-To be stable or fixed on a route,
/ ^% Z5 \1 l: V3 T3 droute segment, altitude, heading, etc.7 R( J& m9 V2 W8 m8 q: l7 s
ESTIMATED ELAPSED TIME [IC AO]- The
9 M3 G, K4 h! t1 C. [9 `% I8 ~ Westimated time required to proceed from one
0 Z: j$ `! H+ b1 Asignificant point to another.
, V3 {( L3 W" W) w A. |(See ICAO Term TOTAL ESTIMATED ELAPSED
, r! r8 V( N. C+ U3 b/ kTIME.)
6 c9 I$ D; ?9 k: Q/ Z. b& E1 XPilot/Controller Glossary 2/14/08
, D3 _5 B. `0 n8 t4 cPCG E-2
% d/ o1 V/ d5 P4 EESTIMATED OFF‐BLOCK TIME [ICAO]- The; e! k1 J/ [; j& _8 N( @, p
estimated time at which the aircraft will commence. l- [! X) e- h" o& v* V, I: I7 t
movement associated with departure." t$ g2 u5 D, q/ u9 B1 I
ESTIMATED POSITION ERROR (EPE)-* K+ ` P7 X$ n, l
(See Required Navigation Performance)7 a- |# J+ D8 p; E2 B
ESTIMATED TIME OF ARRIVAL- The time the
9 ^* m. o7 v! ^0 X: cflight is estimated to arrive at the gate (scheduled
P7 S7 I/ g# ^& ^# ~0 O9 voperators) or the actual runway on times for" p3 y8 t$ u: F: B8 K' u& W
nonscheduled operators.
9 e1 V3 M; z! c+ e! h% i( b/ e) ^ESTIMATED TIME EN ROUTE- The estimated
% }' D0 f* C, ^1 A. eflying time from departure point to destination
9 t( S8 z/ t8 T/ V% s3 x7 {, e k- g(lift‐off to touchdown).
6 K* _: L$ Y" SETA(See ESTIMATED TIME OF ARRIVAL.)
7 y4 C9 B z) l; DETE(See ESTIMATED TIME EN ROUTE.)1 [- c- h4 e) Q5 S2 V
EXECUTE MISSED APPROACH- Instructions
1 ]0 f" X8 X( N4 \issued to a pilot making an instrument approach7 X+ _. m$ Y$ _( o+ @' H2 W: V
which means continue inbound to the missed6 {9 v w5 E( B% a6 `
approach point and execute the missed approach
: u* K. ]$ B1 c3 zprocedure as described on the Instrument Approach
% C9 }+ H- {6 A- bProcedure Chart or as previously assigned by ATC.
4 u( X$ Q3 o2 i' w, W& FThe pilot may climb immediately to the altitude
5 @% ^8 @- b: C5 ~ P# D$ v9 rspecified in the missed approach procedure upon
! q# j- Z# J8 q- z, z: U' r% b- o% gmaking a missed approach. No turns should be0 D5 f: @4 n# K. ?/ p2 b
initiated prior to reaching the missed approach point.4 Y/ p+ ?* a1 P
When conducting an ASR or PAR approach, execute
& M* Z/ l, P7 I9 y' F. ithe assigned missed approach procedure immediately
. N; L3 @) ]; jupon receiving instructions to “execute missed
% _- Q( f4 H! m! y% W V3 s9 T$ {- Aapproach.”/ B) {1 o; D, D- W1 A8 ^$ R
(Refer to AIM.)
+ F0 y5 }# {" ?$ e' r! k) K2 _3 H' ^EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used
. t7 f, ]5 s% Lunder certain conditions to provide a pilot with an( r3 R- W: a% G9 Y
altitude to be used in the event of two‐way
7 }: @( o8 E/ i' R1 y& W! T- E* Bcommunications failure. It also provides altitude9 {1 ^( N2 V7 z: u* G- {
information to assist the pilot in planning.
5 a, J" ]2 x6 ^% h" r; f- W% g(Refer to AIM.)
9 h8 B& Z1 t! ~EXPECT DEPARTURE CLEARANCE TIME
) V" [! z; `& i& C+ \9 `(EDCT)- The runway release time assigned to an# j8 H. A3 P8 r5 N; h* T+ g. M) _
aircraft in a traffic management program and shown
/ m8 d7 w: u- Q9 C9 h0 von the flight progress strip as an EDCT.6 p2 [6 P5 D# W6 f; {
(See GROUND DELAY PROGRAM.)* `( s0 n/ }. G' A! M2 ?
EXPECT FURTHER CLEARANCE (TIME)- The
; p; A7 C G( Z& Xtime a pilot can expect to receive clearance beyond a3 y7 q1 [ {8 a8 ~9 T
clearance limit.; {' m! F' Z! R
EXPECT FURTHER CLEARANCE VIA (AIR‐3 y. Y- z* C. ?# z) V% F5 d% S
WAYS, ROUTES OR FIXES)- Used to inform a
( ]" E' p8 C4 a# V: ypilot of the routing he/she can expect if any part of the
" u+ |) P3 W* ^route beyond a short range clearance limit differs# ]. Z) i$ A7 Y$ T% y2 k
from that filed.
K9 y4 U4 A* FEXPEDITE- Used by ATC when prompt com‐
% p; w8 t3 Q% {2 w$ t: `7 o: }pliance is required to avoid the development of an
+ l- t5 k3 h7 c8 s! r$ ]4 P: Wimminent situation. Expedite climb/descent normal‐
7 J4 K- z/ B" u+ M* t& E wly indicates to a pilot that the approximate best rate
7 m. x# d, y7 f& n& V' x: C3 {of climb/descent should be used without requiring an( I7 x* S* ^6 z: _3 U
exceptional change in aircraft handling characteris‐
; e. U0 C) A2 W8 Z+ ]8 n& ltics.
; b; i. z$ G) a( \& A0 ~Pilot/Controller Glossary 2/14/08% @3 e2 }* G) k1 Y5 j" N- V
PCG F-1/ U: [, J& X! @( k8 l' ^
F
! i9 Q$ t6 w% B) UFAF(See FINAL APPROACH FIX.)
0 m; m0 I ~7 [7 s# w/ G% S, C `FAST FILE- A system whereby a pilot files a flight
, o c Y; F9 [: Jplan via telephone that is tape recorded and then1 F4 k, J$ z& i7 A- {% l/ K8 R
transcribed for transmission to the appropriate air
$ d% n3 I% g, i4 q! ftraffic facility. Locations having a fast file capability
4 M1 q& R1 I; N1 F# c4 ~3 z* aare contained in the Airport/Facility Directory.3 N; B" s: Y9 L. c& I
(Refer to AIM.)
+ ?$ V/ l' w& P+ |. H, R8 r$ Z( x5 HFAWP- Final Approach Waypoint
2 R4 S' j; Z2 j% g8 i6 TFCLT(See FREEZE CALCULATED LANDING TIME.)
9 _2 G+ w* f: ~5 cFEATHERED PROPELLER- A propeller whose
& l; {# B8 L$ m/ ^blades have been rotated so that the leading and
5 `: x% W) v, b9 Ftrailing edges are nearly parallel with the aircraft
* o# v% d% L4 |9 a! [0 fflight path to stop or minimize drag and engine' v' B: `8 i9 x$ O1 I
rotation. Normally used to indicate shutdown of a
* g0 p6 I t+ n( Z9 ireciprocating or turboprop engine due to malfunc‐3 h9 a7 y) t5 e! L4 D. t4 V1 H0 u
tion.
0 \: H% s* H c( T5 [FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.)! ~% q+ K( A' G2 e% |
FEEDER FIX- The fix depicted on Instrument
( Y4 R2 f' ?/ a. H. z: A% fApproach Procedure Charts which establishes the& `/ ?6 T! W3 x- W: U# {9 W6 a
starting point of the feeder route.
$ ` v; [3 R$ LFEEDER ROUTE- A route depicted on instrument
& {9 y% q* L- h" S# E Capproach procedure charts to designate routes for
1 o5 {4 e! @/ Q) O6 D* t- Jaircraft to proceed from the en route structure to the
F) b. l' I6 |3 }initial approach fix (IAF).
& d4 n# Y: ]9 T! [+ a; F0 P/ g. y(See INSTRUMENT APPROACH, c& x6 [! `/ a, s" G
PROCEDURE.)3 \* J, h$ W# @ [/ H. h' E3 \) v k1 h
FERRY FLIGHT- A flight for the purpose of:
9 S+ w5 ~/ H. {* v; t8 H# ea. Returning an aircraft to base.9 N0 o7 }- I2 j0 L- A/ z ^
b. Delivering an aircraft from one location to* v+ ~. M6 r0 l- w M1 ~0 e
another.
2 o' e! }+ |3 _ {' ^c. Moving an aircraft to and from a maintenance
% Q7 ?' O) x; ^, c$ |base.- Ferry flights, under certain conditions, may be3 z( _7 Z I# @! o. f
conducted under terms of a special flight permit.
8 |' u4 \3 h% \- C& ~. LFIELD ELEVATION(See AIRPORT ELEVATION.)" S# Q3 |5 W3 E. P2 G, |
FILED- Normally used in conjunction with flight
9 t2 G: Y& i: N; q7 Lplans, meaning a flight plan has been submitted to
( g* \2 p7 f2 s; S) L! dATC.0 t$ F6 w" b5 S& C" b
FILED EN ROUTE DELAY- Any of the following. p' b% j2 Z' @; p W7 }3 b
preplanned delays at points/areas along the route of
% x( F/ m% z# R2 }$ Xflight which require special flight plan filing and
7 H- \6 I g3 }$ L* Ohandling techniques.9 ^! ]2 ^- ]7 Z8 s/ L/ x
a. Terminal Area Delay. A delay within a terminal
i ^ W, }, k% T2 E5 A9 Parea for touch‐and‐go, low approach, or other
$ x: @+ E: g( S/ Y* K; u G0 ^terminal area activity.
- N" z- n' a! N2 H ib. Special Use Airspace Delay. A delay within a6 m! b$ C* ^- U: w8 W. |2 y3 N
Military Operations Area, Restricted Area, Warning
) d! R3 [: D1 x0 R# {Area, or ATC Assigned Airspace.) [: w+ _$ ?* d# n0 m/ d% i- k/ V, i
c. Aerial Refueling Delay. A delay within an
. K% V, |4 Q) ^" fAerial Refueling Track or Anchor.8 M0 K% j- r& M# n2 D# _
FILED FLIGHT PLAN- The flight plan as filed with# q7 a0 C J9 G, i# {3 s& w
an ATS unit by the pilot or his/her designated
9 X; Q# r1 i* U' d M3 J) zrepresentative without any subsequent changes or
7 G p- ] D2 F& gclearances.% t4 N) P3 B* o8 P
FINAL- Commonly used to mean that an aircraft is, m" k( r$ C% d5 L7 b3 D5 d( m
on the final approach course or is aligned with a
4 k+ D6 C I; O* m1 Qlanding area.
K& p- e7 q& u ](See FINAL APPROACH COURSE.)! P0 c; s% _8 A' k$ L+ G+ @
(See FINAL APPROACH‐IFR.)0 k8 u8 r, Q4 ^8 m4 o* t
(See SEGMENTS OF AN INSTRUMENT
( q: J$ w" n d# mAPPROACH PROCEDURE.)
' }( N; i4 C! L) K C GFINAL APPROACH [ICAO]- That part of an! Y( J: R' e }2 q
instrument approach procedure which commences at
, ~9 `% e; Q4 L# s2 \/ pthe specified final approach fix or point, or where
6 e5 B6 W7 O& U+ F6 |such a fix or point is not specified.& |+ q" L$ ^# i4 L
a. At the end of the last procedure turn, base turn2 x) ^4 F+ [- m1 t Q
or inbound turn of a racetrack procedure, if specified;8 G6 I |& n% c" O/ B
or
7 B9 j1 {. M V& s8 R; K4 Z9 qb. At the point of interception of the last track
9 D. ?, F! \4 z; v/ Nspecified in the approach procedure; and ends at a
6 t8 _6 b8 y1 `; c/ B9 z. V p/ Apoint in the vicinity of an aerodrome from which:7 c1 a3 [8 Y8 {8 v3 _* Q G
1. A landing can be made; or1 W' k8 ]" C. @1 l+ e" @( |( Z
2. A missed approach procedure is initiated.- [7 a2 C4 s3 w+ y- Z
FINAL APPROACH COURSE- A bearing/radial/
+ F/ c$ A, s( u$ ]track of an instrument approach leading to a runway
0 I7 s' {, {, V0 lor an extended runway centerline all without regard( c' @( S& \ q
to distance.; i b0 L1 ^. h- N$ s
FINAL APPROACH FIX- The fix from which the
2 q9 T1 R( H7 \( Z. J+ yfinal approach (IFR) to an airport is executed and
# x; @1 s, F3 E iwhich identifies the beginning of the final approach8 }4 `5 X/ ?3 X
segment. It is designated on Government charts by
8 ? ?9 d% [" e5 w" rthe Maltese Cross symbol for nonprecision" _% ?# G4 i% M. o {
Pilot/Controller Glossary 2/14/08
7 ~+ G7 @: u+ B5 TPCG F-2! I2 C8 b* b( V/ l
approaches and the lightning bolt symbol for
. j* n& w& W2 M0 o* [6 A! S7 Iprecision approaches; or when ATC directs a
}* I8 {& D% N: blower‐than‐published glideslope/path intercept alti‐1 o/ @2 E$ v" K) g: D$ o( K
tude, it is the resultant actual point of the
4 q7 T/ I* j1 r- O+ P/ Jglideslope/path intercept.
. g" b: o3 i( ?, g( _(See FINAL APPROACH POINT.)
3 ~/ Z; m6 s0 D) R(See GLIDESLOPE INTERCEPT ALTITUDE.)
l; w5 n0 s4 V( J(See SEGMENTS OF AN INSTRUMENT+ X1 Y" H- d/ n. M# O; }4 U3 x
APPROACH PROCEDURE.), P+ s/ \5 d5 M
FINAL APPROACH‐IFR- The flight path of an3 |! r v, a ~! T+ J" m+ `. s
aircraft which is inbound to an airport on a final
7 N- Q. U4 R! O7 |. t1 Linstrument approach course, beginning at the final# T5 W: _% d: D
approach fix or point and extending to the airport or( [1 {7 \) s4 Q0 X! d' s! s
the point where a circle‐to‐land maneuver or a missed
& X5 @1 u0 {4 Japproach is executed.) F, P$ C# G& x0 T
(See FINAL APPROACH COURSE.)
: |. U1 ~% K) ]1 } J(See FINAL APPROACH FIX.)1 R( g- g: Z% ?: L- u6 @
(See FINAL APPROACH POINT.)
0 o: Q3 @9 O# I7 ^(See SEGMENTS OF AN INSTRUMENT0 Q0 M7 m+ x4 p' p6 ]
APPROACH PROCEDURE.)8 w4 i9 n$ z! [. S
(See ICAO term FINAL APPROACH.)+ x% H3 d0 m0 k+ s! p; Q
FINAL APPROACH POINT- The point, applicable( s/ S: u* D. v8 W4 t; a5 J
only to a nonprecision approach with no depicted
: V2 z) b$ H- U# |. L6 xFAF (such as an on airport VOR), where the aircraft0 R3 e4 A' L% V, r1 D0 O' W
is established inbound on the final approach course1 o% Q8 _7 F' l2 u* f% ]) R5 \& y t9 Z
from the procedure turn and where the final approach3 o" X- }, A& m6 E) y1 A1 ?
descent may be commenced. The FAP serves as the, {. q( j9 z% O) Y4 U1 u1 b" |8 C j
FAF and identifies the beginning of the final
3 R2 D; t- I% y/ v- C( uapproach segment.
3 e: `6 q6 ^( V9 S(See FINAL APPROACH FIX.)
! ~1 z2 @) {; g, I( h" f(See SEGMENTS OF AN INSTRUMENT- g9 v' K- r( K4 f; o3 O
APPROACH PROCEDURE.)* V# N3 u8 o$ ]
FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT
/ a& @7 _' ^" f0 bAPPROACH PROCEDURE.)
3 \$ E4 P) C- Z& a- mFINAL APPROACH SEGMENT [ICAO]- That% h; p; x" ~: g$ o
segment of an instrument approach procedure in
) {6 F; j6 c/ F9 Z v2 \which alignment and descent for landing are, w) l2 a7 m+ J0 h7 R% e: ]
accomplished./ c$ r1 H2 y5 y& I3 F
FINAL CONTROLLER- The controller providing. s" H% g+ ]# d3 U
information and final approach guidance during PAR& ]) o# T! O: v
and ASR approaches utilizing radar equipment.: A; U9 y# l0 x$ X' t
(See RADAR APPROACH.)' m! [$ ]+ j4 o2 d& s
FINAL GUARD SERVICE- A value added service8 V/ K# H7 j' e" a( k
provided in conjunction with LAA/RAA only during
6 l+ G! `8 Q. o1 ~. g6 O& ?periods of significant and fast changing weather$ F+ V5 S" d: R+ l
conditions that may affect landing and takeoff; P6 R1 F9 ]8 G( ^. n
operations.; |3 }+ F$ V2 I/ A6 M
FINAL MONITOR AID- A high resolution color- ^& d2 H. o/ z+ L
display that is equipped with the controller alert8 ~, }8 A0 a0 D j, V' ]3 D* z
system hardware/software which is used in the
4 }5 K% e9 ?: ~5 a' u: iprecision runway monitor (PRM) system. The1 M4 r9 w6 M9 H3 F% {
display includes alert algorithms providing the target# B/ g& m% }2 ]% x; ~1 p: S
predictors, a color change alert when a target: h8 k% R, c5 E7 ]1 ]1 A9 r) j1 Z
penetrates or is predicted to penetrate the no
0 {1 E8 y% [3 q) ytransgression zone (NTZ), a color change alert if the& y( h) I% b* l2 N% R' N8 y
aircraft transponder becomes inoperative, synthe‐: G7 w3 \; U2 k) n
sized voice alerts, digital mapping, and like features
4 _+ |/ S8 F) Zcontained in the PRM system.
6 d3 o: @# k( W6 {# ?8 H(See RADAR APPROACH.)
$ H, c0 B: \) E' c; I9 @) t* PFINAL MONITOR CONTROLLER- Air Traffic
g1 i! W% m1 [0 i8 O$ rControl Specialist assigned to radar monitor the
, F( X ?- X) l5 M. Y2 hflight path of aircraft during simultaneous parallel
$ ?1 q0 s! l3 Aand simultaneous close parallel ILS approach/ ?# E! t2 A# N
operations. Each runway is assigned a final monitor
, a: p i d4 g. {4 p$ ]+ scontroller during simultaneous parallel and simulta‐
* q+ K% P# a6 Uneous close parallel ILS approaches. Final monitor( U3 ?: {4 x* }
controllers shall utilize the Precision Runway9 o# w$ X4 _0 i6 M9 {7 A& Q Z
Monitor (PRM) system during simultaneous close; o; e* r. B# F* Q: `2 a' u
parallel ILS approaches.
- C( L9 X+ m$ T+ P0 v4 V' J& h6 fFIR(See FLIGHT INFORMATION REGION.)3 t* E$ t8 R. S' a* r. s) k# J* ]! x
FIRST TIER CENTER- The ARTCC immediately
6 A. f+ r) J; ]( T4 r& |. s5 Badjacent to the impacted center.
5 ]! _/ P) i j) k- o S% dFIX- A geographical position determined by visual; R. W, n2 j8 a$ T9 P/ n9 A! \
reference to the surface, by reference to one or more4 g) O8 a& V% A7 g4 W' Q& a3 y/ v' ]
radio NAVAIDs, by celestial plotting, or by another! W; d1 D3 ^$ Z, w, ] T: }0 e6 q
navigational device.
- H2 Y, ~; C* i. p7 N( ]FIX BALANCING- A process whereby aircraft are; E7 z* A' X) H, k0 I0 G7 ^ U
evenly distributed over several available arrival fixes! D- v5 ^2 }) O* j2 q$ n+ [
reducing delays and controller workload.
6 ?" }' A8 c% R& {; G' J FFLAG- A warning device incorporated in certain
7 L! V) G3 E' U( R* Q; e( mairborne navigation and flight instruments indicating
# p0 {2 D# ` T0 k1 t: p6 l( [, ythat:
* D* r7 `) ~! F' `$ \a. Instruments are inoperative or otherwise not
& }/ f( e" A$ i! woperating satisfactorily, or
$ G; U; S9 A4 Tb. Signal strength or quality of the received signal/ Y3 [6 Y- X+ C5 F+ f- b" h. G
falls below acceptable values.
: f: c. v H# T/ AFLAG ALARM(See FLAG.) w4 _8 ?1 S' p4 o! p
FLAMEOUT- An emergency condition caused by a
# [" H7 {; j! f; a3 |! lloss of engine power.$ g% Z/ O- U# l. d3 K8 Q! T
FLAMEOUT PATTERN- An approach normally
! ^5 p: i6 q* f0 ~, Hconducted by a single‐engine military aircraft
5 K9 W/ Z$ w& E3 U( Rexperiencing loss or anticipating loss of engine
! s$ Z1 `+ i8 I/ }Pilot/Controller Glossary 2/14/08
. ~8 |4 O+ \/ lPCG F-3
5 U; {$ [& h5 Z' `3 v- i% Lpower or control. The standard overhead approach9 x: O# `2 {- S
starts at a relatively high altitude over a runway9 p& I* ]$ B& S+ U' O
(“high key”) followed by a continuous 180 degree( a& y9 r& ?4 P ~$ s# R
turn to a high, wide position (“low key”) followed by
, u9 f1 U2 X( `' ~: l; h) Ia continuous 180 degree turn final. The standard- U) M! z; F- D+ |
straight‐in pattern starts at a point that results in a$ I) Z; N0 x/ T7 F7 g& z5 U5 T
straight‐in approach with a high rate of descent to the
9 ?' i5 i2 [. ?% H$ C$ ~- Rrunway. Flameout approaches terminate in the type4 N$ ?1 f, Y, w1 l# m
approach requested by the pilot (normally fullstop). H9 Y$ ?1 ?8 p Q( _, s
FLIGHT CHECK- A call‐sign prefix used by FAA' P1 w8 c9 h3 D: K" ~. g6 _/ I
aircraft engaged in flight inspection/certification of9 X) ?" s6 W) X( Q. p
navigational aids and flight procedures. The word
( ?/ B5 i, o) |6 _; ]" N! M* O5 r“recorded” may be added as a suffix; e.g., “Flight
3 _) G( o% R1 A* {# T; @4 MCheck 320 recorded” to indicate that an automated
' U# I$ Q# Q4 u! ~. _flight inspection is in progress in terminal areas.
8 y6 Q. [' u7 P% h. B+ p(See FLIGHT INSPECTION.)0 H0 V' h' K& ~) J* s- e, Z+ U
(Refer to AIM.)" \$ a1 h5 X* L0 z9 S( Y* @! P
FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)* b8 t! R6 b; K, {/ n
FLIGHT INFORMATION REGION- An airspace of
! d2 H6 M4 \% e% H8 M$ Gdefined dimensions within which Flight Information& K2 u+ q4 U7 A% w; r
Service and Alerting Service are provided.% M* U) q; d4 A5 w4 K
a. Flight Information Service. A service provided/ C' Y& m2 P' C) T, L$ W+ x. q Y
for the purpose of giving advice and information
3 f# y9 V, \8 ~5 j- T! I' Puseful for the safe and efficient conduct of flights.
" \9 X8 V1 w" y4 P& ib. Alerting Service. A service provided to notify o1 W- r" m4 d9 I
appropriate organizations regarding aircraft in need; A% V" ^. S; K" ^9 i; d) t
of search and rescue aid and to assist such9 A& v! n( i" l/ d; F+ L% ^
organizations as required.. {& l8 @0 g2 m/ G' ?
FLIGHT INFORMATION SERVICE- A service
/ |% i6 z8 C- Nprovided for the purpose of giving advice and/ H( L; y9 M+ U A2 n2 d9 B. d
information useful for the safe and efficient conduct6 p8 W0 P2 |8 k) ?
of flights.: M' J- g! ]" H" B7 j
FLIGHT INSPECTION- Inflight investigation and
# }; d! T2 @$ M f- H& K- j& R% I8 bevaluation of a navigational aid to determine whether# ~8 j- _ p8 r( k" P' o
it meets established tolerances.
9 \& ^3 T( s1 I5 ~0 w( z ?(See FLIGHT CHECK.)& i( D' m- R" v8 C, g7 {
(See NAVIGATIONAL AID.)+ z( g9 B0 Y. I8 I
FLIGHT LEVEL- A level of constant atmospheric5 F2 H$ p( E" m: M
pressure related to a reference datum of 29.92 inches
" W4 ^; G% P" B& z. bof mercury. Each is stated in three digits that represent* ]+ f% I y5 n5 d' d1 G' X
hundreds of feet. For example, flight level (FL) 250 k1 V- W- [+ j9 O' c
represents a barometric altimeter indication of3 v: A, r6 f; J4 O9 P
25,000 feet; FL 255, an indication of 25,500 feet.2 h, n1 T* m8 O; a
(See ICAO term FLIGHT LEVEL.)) ^& I! e8 R" ]2 q
FLIGHT LEVEL [ICAO]- A surface of constant! u" S. d l+ j7 p# d$ N; @
atmospheric pressure which is related to a specific+ I, L* j) L: |& G
pressure datum, 1013.2 hPa (1013.2 mb), and is4 u+ f5 O5 U* O3 }
separated from other such surfaces by specific
! i7 d/ z; _/ wpressure intervals.2 y) p9 @" |% W" B8 X
Note 1:A pressure type altimeter calibrated in1 J2 V+ H* [% W; r
accordance with the standard atmosphere:
. V2 o3 s7 R5 l9 G: |% c& E: xa. When set to a QNH altimeter setting, will) d+ X @* D9 y) O& V9 }
indicate altitude;
2 v' Z" ?) i' D5 }' rb. When set to a QFE altimeter setting, will
. x2 x& H5 r+ W7 @" Y5 rindicate height above the QFE reference datum;
' t8 _, Q3 h& |, \: cand
* z) S6 {0 d6 [6 ] rc. When set to a pressure of 1013.2 hPa
# L3 j: V: d1 S" h$ C: U(1013.2 mb), may be used to indicate flight levels.7 Q. D* O6 \' S p- e' E- B8 ]
Note 2:The terms `height' and `altitude,' used in3 I3 h9 _0 a6 M0 E8 M+ w
Note 1 above, indicate altimetric rather than
1 q3 s8 p- i; c( p( \/ X( J9 Ygeometric heights and altitudes.; [# O9 r$ G' q
FLIGHT LINE- A term used to describe the precise& Z/ o0 q) B' |' F. B h/ W8 J, l. k
movement of a civil photogrammetric aircraft along% \4 _4 f+ V. r1 W1 F1 @- j
a predetermined course(s) at a predetermined altitude9 K# z* ~& K* |1 G8 S
during the actual photographic run.
: q- y- ?) e4 c; F: J q$ Q3 f. NFLIGHT MANAGEMENT SYSTEMS- A comput‐* [ F9 i% H! E/ j
er system that uses a large data base to allow routes
3 p7 A6 p7 f2 q1 S' P* I4 G( E! Mto be preprogrammed and fed into the system by: A2 j: _% ~( x E$ u1 I8 x9 V
means of a data loader. The system is constantly
. G2 _: A% P5 o) V7 |# i+ ]updated with respect to position accuracy by
8 z; H% C4 u/ Q+ U. Ereference to conventional navigation aids. The% J; L4 T0 Y8 }# D+ M4 G
sophisticated program and its associated data base, ]6 n4 q* h+ ~" c
insures that the most appropriate aids are automati‐
; v5 y* ^/ W9 I$ H$ v: Kcally selected during the information update cycle.
0 i+ G$ n- z3 E( z$ mFLIGHT MANAGEMENT SYSTEM PROCE‐
/ d. u& n- `. r7 x+ s* GDURE- An arrival, departure, or approach procedure
1 x; X# X, ]# a0 s) ?- Y' ^- Gdeveloped for use by aircraft with a slant (/) E or slant
% i, `4 V5 \. f(/) F equipment suffix.
2 x2 o# P, r! ^+ s' C/ MFLIGHT PATH- A line, course, or track along which
: a( d1 P1 V* [- L: |4 n+ Qan aircraft is flying or intended to be flown.) d" {/ Z0 e) A! @; a9 t
(See COURSE.)- g: l: W) J" h y1 w$ {2 F
(See TRACK.)- a. p) g2 p3 D0 [6 p8 x
FLIGHT PLAN- Specified information relating to+ d/ W; L% v q( l% W+ t
the intended flight of an aircraft that is filed orally or
" K. T: |* s4 a! u+ |; ]' gin writing with an FSS or an ATC facility.- C3 D( H5 p* L( Q. P' O
(See FAST FILE.)# _! ?) z h& ?& A' F/ k" h% i2 z
(See FILED.)
& z; W' |0 n. W) M+ M( t/ J(Refer to AIM.)$ l y: N; U$ E; f
FLIGHT PLAN AREA- The geographical area
; j, ~- p5 w j, K/ M- vassigned by regional air traffic divisions to a flight( A+ [; ~ H6 ?/ Y0 h7 E$ B) L
service station for the purpose of search and rescue& X3 W7 Q* V2 f( P Y j
for VFR aircraft, issuance of NOTAMs, pilot9 m7 D& ?- |8 ?' B% t( \
briefing, in‐flight services, broadcast, emergency: _9 s5 G9 {. c& q/ k+ j- O$ c
services, flight data processing, international opera‐
& k. N( \) l, w% z# Ytions, and aviation weather services. Three letter. ?: W- ]$ L( ]& W( s- j+ Z9 H3 _
Pilot/Controller Glossary 2/14/08
& {4 o- E" H- n, GPCG F-4& f4 L1 y+ r6 T% R: q$ g
identifiers are assigned to every flight service station# w- {+ O" L3 Z- ?- A5 {$ a5 A j
and are annotated in AFDs and FAAO JO 7350.8,+ K0 X, r$ |5 H0 T7 ]. d- D
LOCATION IDENTIFIERS, as tie‐in facilities.% j! Y" y: d2 Y- C
(See FAST FILE.)+ E+ ^ `+ `1 z* Z% B
(See FILED.)
& _8 y! q8 ]1 B- d! \(Refer to AIM.)
) F3 E) S0 I- F& rFLIGHT RECORDER- A general term applied to& I n4 E' _, o& |& H
any instrument or device that records information
- D, j- j" S/ N/ Q/ ^about the performance of an aircraft in flight or about
* e% L9 v- k9 O% [' |conditions encountered in flight. Flight recorders
" m( u6 M5 z5 emay make records of airspeed, outside air
, y- B2 r$ s% P$ Htemperature, vertical acceleration, engine RPM,8 F1 w! V4 H7 V3 B& }
manifold pressure, and other pertinent variables for a
* y% Y0 }- k$ u- o5 Z% igiven flight.
& a5 F0 P8 n& L) b(See ICAO term FLIGHT RECORDER.)+ [( K% W d- W/ i/ {
FLIGHT RECORDER [ICAO]- Any type of
! Q9 j/ ^! C2 Z0 ^recorder installed in the aircraft for the purpose of
4 S8 c, d4 w3 U6 h0 k3 ~$ } Ecomplementing accident/incident investigation.
8 H+ s9 {- s2 Z1 X( z$ HNote:See Annex 6 Part I, for specifications relating
0 N/ _% Q& C2 j* C$ [7 G6 zto flight recorders.' z! i$ h9 j* S9 v
FLIGHT SERVICE STATION- Air traffic facilities
; h0 n+ W$ I/ I+ O/ H9 ^) Lwhich provide pilot briefing, en route communica‐6 q6 w9 |+ l7 P+ f: r, \# B# }
tions and VFR search and rescue services, assist lost/ T) d* ?0 S* E! A! u* a# v- d' O, [
aircraft and aircraft in emergency situations, relay
6 q( O3 p2 }# S5 P: @# J0 DATC clearances, originate Notices to Airmen,
- P& e- j9 ~: _- J$ c L0 @broadcast aviation weather and NAS information,+ r( {7 P5 s* @! R* e `- }7 _
and receive and process IFR flight plans. In addition,
9 s! d4 m0 i& U1 b5 Pat selected locations, FSSs provide En Route Flight
8 P5 m0 v( [0 G( |( L$ o* G& W4 hAdvisory Service (Flight Watch), issue airport; Y9 Q5 G# O0 E2 P5 \. L @3 x
advisories, and advise Customs and Immigration of
. P ^# \, p( ctransborder flights. Selected Flight Service Stations
/ P( i4 [& N6 _. D7 q3 z1 }in Alaska also provide TWEB recordings and take
. V. s; J& J4 J# S7 Aweather observations.
. m' C' ~* Z, b8 ^& V(Refer to AIM.)# L/ h1 Q* i( E
FLIGHT STANDARDS DISTRICT OFFICE- An! L* c) g# Z- T ~9 Z
FAA field office serving an assigned geographical; ?7 _8 W2 E' K6 N' O
area and staffed with Flight Standards personnel who3 x: L; F! S9 b! p
serve the aviation industry and the general public on/ c7 m$ Q% {8 L% l4 \
matters relating to the certification and operation of/ a6 ^$ _6 z& b9 M6 j! e! s
air carrier and general aviation aircraft. Activities0 P1 ~4 J. j2 i8 C
include general surveillance of operational safety,
* J+ Y4 o3 f& h1 p7 z/ @# x+ w/ Ocertification of airmen and aircraft, accident
5 e6 v) j) q6 T' wprevention, investigation, enforcement, etc.
: } c+ t4 p8 E# J2 W6 |5 mFLIGHT TEST- A flight for the purpose of:
& Q2 u% r& C2 D* N/ f' _a. Investigating the operation/flight characteris‐& a3 {5 I D9 E1 ? e; V5 ~
tics of an aircraft or aircraft component.
2 g: |0 k N- J: O5 x- {b. Evaluating an applicant for a pilot certificate or
3 i( i& n4 r X0 ~, H: ~rating.8 r3 z6 i6 E0 I- Y3 W* X
FLIGHT VISIBILITY(See VISIBILITY.)
$ p& t4 p9 `% w( x5 RFLIGHT WATCH- A shortened term for use in3 B6 B. y. m: Q( h; @/ w/ W# [! G
air‐ground contacts to identify the flight service1 N6 C6 {7 f, h( a/ W2 ~! [
station providing En Route Flight Advisory Service;8 Y$ {0 S; @6 P$ v
e.g., “Oakland Flight Watch.”
2 T# U/ `1 T7 \; y" @0 p$ t(See EN ROUTE FLIGHT ADVISORY( T+ u4 X! T6 y( l
SERVICE.)# j& G h# g* B6 P6 e% m g5 y
FLIP(See DOD FLIP.)8 \7 t- x$ z+ l( P- C5 i' X
FLY HEADING (DEGREES)- Informs the pilot of: q; o3 T2 h% \. q
the heading he/she should fly. The pilot may have to+ ~% u" }+ ~, O" {4 }6 z
turn to, or continue on, a specific compass direction
1 S8 w. x: F; f M. }3 a4 [/ ]in order to comply with the instructions. The pilot is/ p, x& c4 v ` a2 @/ N6 V
expected to turn in the shorter direction to the heading
5 c2 N2 x0 x+ U K( r2 b) ^unless otherwise instructed by ATC.$ I- W$ `0 X9 _$ J1 @
FLY‐BY WAYPOINT- A fly‐by waypoint requires
$ p' ?! o7 I: C# vthe use of turn anticipation to avoid overshoot of the
% O5 Z- e+ z* x3 P" {7 V! ]next flight segment.
* t0 Z; {% l, n. @, GFLY‐OVER WAYPOINT- A fly‐over waypoint6 r6 n# l& ~; J. b% @0 I
precludes any turn until the waypoint is overflown- D) e8 w! R' I% \; x5 |
and is followed by an intercept maneuver of the next6 C; o* Q0 D, O2 b5 [
flight segment.
. ?8 b6 A7 B+ }8 @FMA(See FINAL MONITOR AID.)
/ j) G( D$ `- g8 P& ~0 lFMS(See FLIGHT MANAGEMENT SYSTEM.)) K& X3 n+ W* P) \" C: V, \2 `3 U
FMSP(See FLIGHT MANAGEMENT SYSTEM% [% h1 f5 T: W6 I: h
PROCEDURE.)3 T6 r8 k9 l& C
FORMATION FLIGHT- More than one aircraft
7 l8 T! J- X) C8 \: A/ O hwhich, by prior arrangement between the pilots,5 e, ?% _* i, r% ?5 q. p! A& N' H
operate as a single aircraft with regard to navigation
2 l3 b9 u, H0 j Eand position reporting. Separation between aircraft3 {0 c6 w8 Z; M
within the formation is the responsibility of the flight/ G9 |! g; f- I' b* ~5 m
leader and the pilots of the other aircraft in the flight.
* N- ]7 S) S8 j1 O5 o: ^This includes transition periods when aircraft within
% b0 g1 Q W( e% Zthe formation are maneuvering to attain separation
$ |' @( K% [0 E% w! \, zfrom each other to effect individual control and6 p+ Q7 }- T- m' c+ i$ {8 x3 t
during join‐up and breakaway.
/ Y1 E6 o, O! v; _a. A standard form ation is one in which a/ K7 r- W0 C9 \' H/ h
proximity of no more than 1 mile laterally or$ e3 T9 x2 Z& `* n: T
longitudinally and within 100 feet vertically from the, K8 x. K6 m8 z
flight leader is maintained by each wingman.
% ]$ t; J0 ~$ u9 A3 ~b. Nonstandard formations are those operating
* h/ r, l0 K) i8 X" J' o. punder any of the following conditions:
7 P/ S0 S6 F' D: D4 C3 QPilot/Controller Glossary 2/14/08; G- X6 K" D6 z& X, ~+ v6 n
PCG F-5
1 z$ @7 R2 t1 L4 G9 p1. When the flight leader has requested and ATC% ~$ w1 ?7 l, \" _; Z
has approved other than standard form ation7 P# K8 I1 [6 I4 Z' S% @+ ?" i
dimensions.% n" U9 t6 T" M5 }
2. When operating within an authorized altitude
0 a/ I0 y8 T- w/ H/ X m& H3 n3 v; hreservation (ALTRV) or under the provisions of a
6 C2 \* B3 M7 x) ]( ~letter of agreement.
0 c! F- j, _5 G6 s: m3. When the operations are conducted in, }& j9 J# b' q* z# n3 Y5 Q
airspace specifically designed for a special activity.
6 y! @! {/ ^& t) v9 C5 j ?(See ALTITUDE RESERVATION.). I4 s, y4 S5 @$ ?3 ]* L
(Refer to 14 CFR Part 91.)
8 [# q7 I* `# e3 E& f5 i# TFRC(See REQUEST FULL ROUTE CLEARANCE.)! \* t& Z( J- J( F, u
FREEZE/FROZEN- Terms used in referring to
6 t% n4 M5 p0 X5 J i# i% jarrivals which have been assigned ACLTs and to the N' P; l0 f( ?, ]; |
lists in which they are displayed.5 r j1 Z: j3 U5 M5 i
FREEZE CALCULATED LANDING TIME- A$ P3 I, s9 b. ~% i3 c' t* V
dynamic parameter number of minutes prior to the
# _* f/ ^" Z0 X) j/ k: m! Ymeter fix calculated time of arrival for each aircraft
9 ^( x( f; `" u: |when the TCLT is frozen and becomes an ACLT (i.e.,# g1 m5 @* n8 r
the VTA is updated and consequently the TCLT is
6 d: D9 Y1 W P3 c: B" gmodified as appropriate until FCLT minutes prior to7 ~. j( n6 h, V3 H) T0 N7 s" K
meter fix calculated time of arrival, at which time
+ V1 | O2 } y0 Gupdating is suspended and an ACLT and a frozen' v! Z8 H: r" S0 [/ |9 U( z) h
meter fix crossing time (MFT) is assigned)., ]9 j/ D! @1 [. L: O
FREEZE HORIZON- The time or point at which an
$ ~3 ^0 s- G0 t6 o& Maircraft's STA becomes fixed and no longer fluctuates
$ O9 o" s4 W, J# _+ w* {. ?with each radar update. This setting insures a constant
% o2 \4 z) y, P2 {8 w3 V' |time for each aircraft, necessary for the metering1 g) M$ d! }& T1 X4 m4 S
controller to plan his/her delay technique. This) j8 D0 V; X4 {) J7 ]9 o8 a" v
setting can be either in distance from the meter fix or2 T$ R0 w: v/ U* s, Q: f$ X
a prescribed flying time to the meter fix.
* U& F- E+ R0 Z) m3 y" Q5 YFREEZE SPEED PARAMETER- A speed adapted
H) n0 X% |1 H8 d& L8 M: Xfor each aircraft to determine fast and slow aircraft.# X9 ]: q0 g( d1 P; Y
Fast aircraft freeze on parameter FCLT and slow
) k% M' X$ q) w6 d( k2 laircraft freeze on parameter MLDI.2 g* ~1 f6 N8 P: ~1 |8 j& d
FRICTION MEASUREMENT- A measurement of
& R: B6 A! T( E. j/ n! e7 dthe friction characteristics of the runway pavement
3 t/ R0 ^( P6 C- s0 ksurface using continuous self‐watering friction z( t6 Z- _; n/ }/ p( J+ t
measurement equipment in accordance with the
7 g8 v1 I3 e) O" U, Wspecifications, procedures and schedules contained. a6 {# A2 V; V' x! S2 [
in AC 150/5320-12, Measurement, Construction,8 k* U/ _) W- A* o) w& |
and Maintenance of Skid Resistant Airport Pavement0 w+ R4 N, F! t" R
Surfaces./ z+ ~# f- H6 s, E+ Z) D
FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)+ T4 \3 M2 v( o1 ^+ |0 d; {. n
FSPD(See FREEZE SPEED PARAMETER.)2 ?: p6 B% j8 G7 r9 j9 S, u# y
FSS(See FLIGHT SERVICE STATION.)
& f0 ]5 g* J7 j" z# d& e0 Y* UFUEL DUMPING- Airborne release of usable fuel.
, d3 R0 N. Z$ V3 CThis does not include the dropping of fuel tanks.
0 L. Y! U) `+ M' o/ d6 |" j(See JETTISONING OF EXTERNAL STORES.)7 B" E( K" z/ ?/ A
FUEL REMAINING- A phrase used by either pilots
) k% B& K! R7 A6 dor controllers when relating to the fuel remaining on4 i. d0 w& k+ t5 ^1 @4 A+ j
board until actual fuel exhaustion. When transmitting4 G' j. O' F/ m S' }2 a
such information in response to either a controller) ?! d( L! `5 J: G2 P& r% K: S9 U- L+ e
question or pilot initiated cautionary advisory to air3 X& |# o/ ^, F/ w) v
traffic control, pilots will state the APPROXIMATE, ]4 j+ X8 J" ^
NUMBER OF MINUTES the flight can continue! \9 Q8 @& l- {" }
with the fuel remaining. All reserve fuel SHOULD {# {: S& Z. d8 \1 d6 o2 n
BE INCLUDED in the time stated, as should an. n0 @1 x- h' {0 q
allowance for established fuel gauge system error.2 ~% |7 ?5 n$ a# G- W6 j6 X4 R, b
FUEL SIPHONING- Unintentional release of fuel
9 R3 g2 c3 G- }! |0 V: z7 Ycaused by overflow, puncture, loose cap, etc.
! u$ Z# ~2 N" g1 J4 CFUEL VENTING(See FUEL SIPHONING.)3 E, U6 g* Q3 V* s- U" U& R6 T# S
Pilot/Controller Glossary 2/14/08- f1 G- Q7 W6 C
PCG G-1
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