- 注册时间
- 2008-9-13
- 最后登录
- 1970-1-1
- 在线时间
- 0 小时
- 阅读权限
- 200
- 积分
- 0
- 帖子
- 24482
- 精华
- 4
- UID
- 9
  
|
COMPOSITE SEPARATION- A method of separat‐$ A- r- B1 X1 [, C7 x
ing aircraft in a composite route system where, by9 r4 N/ N5 @' K
management of route and altitude assignments, a
/ D4 J* x& ]1 o+ K' L: z7 U5 Kcombination of half the lateral minimum specified for* W' F4 _1 V% x6 Q2 Z0 y
the area concerned and half the vertical minimum is/ [; J' F! A+ N& @1 s
applied.
$ z y2 B( E1 h! I( A) GCOMPULSORY REPORTING POINTS- Reporting
+ q" m& g1 K* @/ _* C' Q0 K" K/ _points which must be reported to ATC. They are
- C5 n o) r, i7 C' y8 V; M+ V1 ~designated on aeronautical charts by solid triangles or, r. i) J) L4 [% u% x2 j
filed in a flight plan as fixes selected to define direct0 J; T! \0 e# M# p9 K' t8 x
routes. These points are geographical locations" k# `( H) v2 b+ |
which are defined by navigation aids/fixes. Pilots
) F) Q# S! f% J( z5 I' Oshould discontinue position reporting over compul‐
! n& A9 b9 g+ n5 X2 D4 a3 k+ ssory reporting points when informed by ATC that5 Q7 k6 D1 V7 I n; ]
their aircraft is in “radar contact.”
( ]3 g( o( f4 N9 M9 i! @& rCONFLICT ALERT- A function of certain air traffic& x3 [! @2 u- Z
control automated systems designed to alert radar
$ s6 i3 v* B7 _' fcontrollers to existing or pending situations between
, _; Y6 h M& O, G3 C6 p; _' r+ stracked targets (known IFR or VFR aircraft) that2 t1 f) L6 `) g7 D. R6 E) W
require his/her immediate attention/action.9 E2 l; ~; E. |) m( m
(See MODE C INTRUDER ALERT.)6 {+ ?' }. z0 n$ I& G
CONFLICT RESOLUTION- The resolution of! Z- Q1 X8 p y! W' h
potential conflictions between aircraft that are radar! m1 u7 n& B& g# g3 O8 J7 ^
identified and in communication with ATC by
x5 D8 @2 f: m/ pensuring that radar targets do not touch. Pertinent
: F1 s: k# m- E+ O* Y( T$ [* ]traffic advisories shall be issued when this procedure$ [; P) i( n3 \2 M4 h9 s
is applied.- }5 X) f) W3 K
Note:This procedure shall not be provided utilizing/ D/ m8 Q# ]( r- s- K, x1 e$ `
mosaic radar systems.: i+ P2 s9 {; n8 v
CONFORMANCE- The condition established when7 @% f# r2 W! c& {
an aircraft's actual position is within the conformance
8 f+ k; }" z4 ^9 w- Hregion constructed around that aircraft at its position,8 | z5 C" m ^' b( {
according to the trajectory associated with the; a% r4 e5 N3 `
aircraft's Current Plan.
. ]5 u. c' M) k" t+ pCONFORMANCE REGION- A volume, bounded
8 P1 n; r: ~# g* f' B T; U6 ]laterally, vertically, and longitudinally, within which
: Z9 Y D& Q' q* [* Z! d9 man aircraft must be at a given time in order to be in: I, {; L; G4 ^1 j( t. _8 I) i
conformance with the Current Plan Trajectory for that+ n8 ?$ H( |$ U' Y
aircraft. At a given time, the conformance region is& Q( G8 O) [4 Y% d; Z N% J
determined by the simultaneous application of the: r) c. V& [, |/ }8 i6 A" c* U
lateral, vertical, and longitudinal conformance- u& E0 U% U4 ]/ u1 |
bounds for the aircraft at the position defined by time
" K- [2 e. o! a4 N) l# u0 pand aircraft's trajectory.* T3 d2 b5 k7 o0 q, I; f
CONSOLAN- A low frequency, long‐distance
* f v; W5 w$ R3 U+ I2 Q, l1 @NAVAID used principally for transoceanic naviga‐
5 ^, E M/ E) }$ Q Ptions.
. ?1 n& Z- X* `7 k( Z: \+ G- RCONTACTa. Establish communication with (followed by the1 N* [1 o g4 d4 m5 N+ x
name of the facility and, if appropriate, the frequency' _' s: ?* |" H
to be used).
) _; O/ v9 Q7 I; d3 X5 V" Sb. A flight condition wherein the pilot ascertains6 Y. G" `$ a# [" U" X& o6 A0 U# n
the attitude of his/her aircraft and navigates by visual* C& [8 E: S4 \# i5 }3 g& Y6 U
reference to the surface.. X" L6 s! z: ]2 \7 G5 g
(See CONTACT APPROACH.)
. a6 p4 ?' Y/ I( l' H4 U* N9 H0 o(See RADAR CONTACT.)
- S( P+ a( G2 k. x8 c5 `CONTACT APPROACH- An approach wherein an: v1 v8 l! `, G
aircraft on an IFR flight plan, having an air traffic
. w& p2 A! r' ucontrol authorization, operating clear of clouds with
}3 o1 U0 \& s- `; ]6 q2 O' lat least 1 mile flight visibility and a reasonable/ P& n* s- p; @* L: L
expectation of continuing to the destination airport in C5 g7 Z% z+ q! S/ }4 I5 Z
those conditions, may deviate from the instrument- e9 P+ y" v! k% y
approach procedure and proceed to the destination
; K* {. s" T8 ~; Pairport by visual reference to the surface. This8 A7 {; b9 @& J( E! M% B3 b2 ?
approach will only be authorized when requested by; Q# E9 L8 P% @& C u& T
the pilot and the reported ground visibility at the
3 g/ X# }) y0 L; a7 ?destination airport is at least 1 statute mile.& ~ ?9 M' Y* {) t$ t! u! {) T
(Refer to AIM.)
) q. a o: \8 c$ SCONTAMINATED RUNWAY- A runway is% B) R( R- B5 M$ d* O
considered contaminated whenever standing water,
: Z5 f8 R! D( z) Y' F" C0 G$ X) lice, snow, slush, frost in any form, heavy rubber, or
) M# P( }( w! N5 M* t! X1 ?) Mother substances are present. A runway is contami‐1 ]: |& h8 q/ c# Y' N7 z
nated with respect to rubber deposits or other5 v5 E' g6 ^, _% ?
friction‐degrading substances when the average1 O4 p8 Y9 f4 e- Y: t( F. U' z; {8 \
friction value for any 500‐foot segment of the runway
. e$ `4 g5 `0 r! Dwithin the ALD fails below the recommended3 G& h. ^% v5 t+ |
minimum friction level and the average friction value: Q) r0 P/ @3 M7 Z
in the adjacent 500‐foot segments falls below the
' ]5 B- x% h3 {+ g0 ymaintenance planning friction level.
& e% l. I# R' _0 j/ rCONTERMINOUS U.S.- The 48 adjoining States; v( p/ `0 y- _5 \
and the District of Columbia.7 q9 `' Y" }4 `9 T1 C1 d( H
Pilot/Controller Glossary 2/14/08
% L; u; b. d6 \- nPCG C-69 h+ h! q6 P2 N: o* `: X
CONTINENTAL UNITED STATES- The 49 States
3 r: @9 J: L' A( olocated on the continent of North America and the
& e2 ^8 C, Y s5 xDistrict of Columbia.) Y9 @: D6 W5 Z5 j! i% z
CONTINUE- When used as a control instruction
4 Q, I: ~6 W7 l. M1 w* f Qshould be followed by another word or words
$ j" w7 W/ T, pclarifying what is expected of the pilot. Example:
0 o3 v. j( g: \# p+ a5 \, a“continue taxi,” “continue descent,” “continue
9 m6 i- \+ s$ O1 einbound,” etc.
9 {+ p" R* v. u ]% q3 p. FCONTROL AREA [ICAO]- A controlled airspace
) c, z/ `% J" \& N& E& s V: pextending upwards from a specified limit above the" u& D& F' x: X# `8 k
earth.
+ I& X+ D: V: U3 lCONTROL SECTOR- An airspace area of defined9 e0 ?9 U$ N8 q
horizontal and vertical dimensions for which a+ J4 K6 s8 \" _: c" z7 f
controller or group of controllers has air traffic
. J3 m$ g- b5 d: Y% _! Kcontrol responsibility, normally within an air route
' n) g8 L( X2 `9 W+ G$ Ftraffic control center or an approach control facility.
# S; O8 Y4 B2 p2 c0 ASectors are established based on predominant traffic* G+ m! z, }5 K+ `0 Z: Y
flows, altitude strata, and controller workload.
: `& \8 x" _+ O' ~! wPilot‐communications during operations within a
4 q8 Y' t6 ?5 d0 isector are normally maintained on discrete frequen‐/ j7 F6 v! T( o
cies assigned to the sector.$ p4 s( ]( ?/ @0 q& _% w
(See DISCRETE FREQUENCY.)4 @6 a. R i) q ~9 O! ~6 F( _! [1 U
CONTROL SLASH- A radar beacon slash repre‐! n. ~" Z( E, @; k
senting the actual position of the associated aircraft.0 W) b" ~/ ^# r
Normally, the control slash is the one closest to the5 V7 l' i0 x" w. Q+ B% j3 M; a
interrogating radar beacon site. When ARTCC radar) U G/ H7 W) \$ k
is operating in narrowband (digitized) mode, the. J& E2 c# h5 X
control slash is converted to a target symbol.
" X7 H0 n6 j$ A2 cCONTROLLED AIR SPACE- An airspace of
! [. ]- ]( C# ^7 ydefined dimensions within which air traffic control
/ i) N9 }; ^( x( Oservice is provided to IFR flights and to VFR flights
, a$ v+ {" t! k9 Oin accordance with the airspace classification.
8 r1 w" T7 t, y. ]9 Z6 sa. Controlled airspace is a generic term that covers. [' A9 j5 K) e8 V
Class A, Class B, Class C, Class D, and Class E
5 g4 S; S2 p. n" V) h* Eairspace.
9 g3 ?% R% k6 q r& \0 }$ b7 K6 cb. Controlled airspace is also that airspace within
; ^7 Z9 s9 U y" C: }8 ^which all aircraft operators are subject to certain pilot
" b' W# J( b# G6 `( Vqualifications, operating rules, and equipment
/ A. I2 v, \, {0 zrequirem ents in 14 CFR Part 91 (for specific
& J- P* j, Q9 l( N' z" [5 r6 I4 Loperating requirements, please refer to 14 CFR3 K4 Q/ t$ Q$ Z( h
Part 91). For IFR operations in any class of controlled
9 H7 \ p5 [/ g$ D' U! y; ?* X0 _airspace, a pilot must file an IFR flight plan and
& y# {1 y: t9 L4 u% Vreceive an appropriate ATC clearance. Each Class B,& ]7 Q3 T; Y7 O
Class C, and Class D airspace area designated for an
j6 G5 V0 l! c- C% V1 G6 Gairport contains at least one primary airport around
9 A* C; k4 Q4 j1 f7 T* h, L! W2 t6 xwhich the airspace is designated (for specific
1 _" j; I: E" Zdesignations and descriptions of the airspace classes,8 h+ [, `5 l3 |" h, P! `
please refer to 14 CFR Part 71).
& y5 s8 U) Y" k7 O) k8 v) nc. Controlled airspace in the United States is
+ |: K) W3 U, }6 j% s Bdesignated as follows:
$ `0 }0 f6 S+ C1. CLASS A- Generally, that airspace from' _' X' o' S& w$ B. l
18,000 feet MSL up to and including FL 600,
- b1 B/ w- s% N1 e' lincluding the airspace overlying the waters within 12
5 q8 J. a8 V- N V7 ^# ~nautical miles of the coast of the 48 contiguous States
" I! J9 u4 O, F& K( I* |+ rand Alaska. Unless otherwise authorized, all persons! E/ n0 ?5 H2 ^/ b& ^* j
must operate their aircraft under IFR.
; i. t; v p1 Q7 a2. CLASS B- Generally, that airspace from the1 R5 s u2 Y! c& ~7 {8 `
surface to 10,000 feet MSL surrounding the nation's, \, S H: Y/ q1 g' H7 x8 R2 }
busiest airports in terms of airport operations or# O8 G* q T0 e' N
passenger enplanements. The configuration of each
" Q% z: W# ^: U9 k9 s# [6 s' }Class B airspace area is individually tailored and4 Z' u' O1 p. }
consists of a surface area and two or more layers0 ^ T# @! U6 T2 ~; I
(some Class B airspaces areas resemble upside‐down/ T( X/ e- d8 W% i
wedding cakes), and is designed to contain all
5 C' k8 Q; m0 v9 |published instrument procedures once an aircraft, q3 e# G: \/ R6 p
enters the airspace. An ATC clearance is required for
+ h& \! B5 x, N5 e* Fall aircraft to operate in the area, and all aircraft that
! l. w ^) |$ O9 Uare so cleared receive separation services within the3 M6 J: b6 u% A# x
airspace. The cloud clearance requirement for VFR, C& N8 Q0 @* P$ B; l+ W) g3 m, C
operations is “clear of clouds.”
" H; U' |! Z3 U& H0 K$ M) n3. CLASS C- Generally, that airspace from the
% p$ i" b3 i7 @surface to 4,000 feet above the airport elevation/ O3 |# |( v, k2 e
(charted in MSL) surrounding those airports that% t/ B3 w! j4 v9 P1 m
have an operational control tower, are serviced by a
% i! v; v; b6 p# jradar approach control, and that have a certain4 G- H) O+ u( Q4 d
number of IFR operations or passenger enplane‐2 A3 |4 m1 |3 x& p
ments. Although the configuration of each Class C: \2 t( Z, I* _ @ W+ M3 T O
area is individually tailored, the airspace usually
2 B0 D5 }$ p8 @. ^5 [3 nconsists of a surface area with a 5 nautical mile (NM)9 E$ L1 g+ N$ u% t7 @( F
radius, a circle with a 10NM radius that extends no
- M6 \' S; m. flower than 1,200 feet up to 4,000 feet above the) G5 K$ \; e! v& {+ B, N/ n
airport elevation and an outer area that is not charted.( z, x! [9 ^8 n3 B9 X" p( k2 t5 S
Each person must establish two‐way radio commu‐8 Z' Y9 c5 O+ f
nications with the ATC facility providing air traffic
3 x. e S$ O5 T+ \4 xservices prior to entering the airspace and thereafter
- `' ?; Q& \, _* h U u4 _maintain those communications while within the
1 ]0 p' c" ]( q* `1 r7 _: wairspace. VFR aircraft are only separated from IFR
5 |0 b- S, Z0 ?. Waircraft within the airspace.$ W% l. W- i: B6 A8 t' F+ r% E" \
(See OUTER AREA.)
. q. T3 m7 E/ r& w# h4. CLASS D- Generally, that airspace from the
+ N: s# K: L; y+ _" ]surface to 2,500 feet above the airport elevation
1 a/ E' C3 m- _. g( A- C3 h(charted in MSL) surrounding those airports that
( N& ] s2 Z) C9 G% uhave an operational control tower. The configuration
% e+ k6 b& f2 m( qof each Class D airspace area is individually tailored# S; h% m4 _0 ^! f- G
and when instrument procedures are published, the7 `+ q1 Q. A5 j [
airspace will normally be designed to contain the
+ l5 g S+ I7 s1 h- r1 L& gprocedures. Arrival extensions for instrument
7 E w) i0 |' a2 K9 e: oapproach procedures may be Class D or Class E; z6 T; A% ]8 q7 Z
Pilot/Controller Glossary 2/14/08- ?0 C6 j, c, S E: d
PCG C-7
$ p- O# ]8 Y. `$ e3 g% t: Qairspace. Unless otherwise authorized, each person
' P1 J& @1 M& |( b; ~" fmust establish two‐way radio communications with
( y9 Q- {2 Q g" o/ E Nthe ATC facility providing air traffic services prior to8 X) _: i0 C* M0 z
entering the airspace and thereafter maintain those
$ |& j' Q/ J/ s0 x0 Hcommunications while in the airspace. No separation
- k) J) h( w8 _$ h9 kservices are provided to VFR aircraft.
& U! X' Z3 Q2 o8 F* O: n% z5. CLASS E- Generally, if the airspace is not8 z) G3 o3 R8 G: f; F
Class A, Class B, Class C, or Class D, and it is$ Y& H# w1 E. ?" ]* e. {) u) U' p. E
controlled airspace, it is Class E airspace. Class E
. e0 j" b" W, O; o; W- \airspace extends upward from either the surface or a! a+ @5 H7 ]) s" l* L3 P
designated altitude to the overlying or adjacent7 T* A( b. I' T
controlled airspace. When designated as a surface6 F2 w3 @3 k2 s- f8 e$ x5 u/ S. t) X
area, the airspace will be configured to contain all
7 b9 u" ^# R4 {* z$ sinstrument procedures. Also in this class are Federal9 ]2 Q4 ?; H8 n9 E
airways, airspace beginning at either 700 or 1,200
$ P2 o! u" P( ~. }0 J% Lfeet AGL used to transition to/from the terminal or en/ ^# H3 F- o, {3 p0 O
route environment, en route domestic, and offshore
" z: z% d/ M. ~$ ~airspace areas designated below 18,000 feet MSL.
: ?. E* V8 A, W0 |; i+ U6 h/ O5 OUnless designated at a lower altitude, Class E- j9 ?9 L( O V9 A, T, y& [0 z
airspace begins at 14,500 MSL over the United- G& }7 P! V6 f9 Q5 E0 n
States, including that airspace overlying the waters
/ c1 L/ Q, B6 w0 x6 _# bwithin 12 nautical miles of the coast of the 48
/ n) v* _+ i6 E1 }' \ Dcontiguous States and Alaska, up to, but not
6 O( G- x. p$ c) G/ rincluding 18,000 feet MSL, and the airspace above* v# E6 H+ A& t
FL 600.* o6 Z4 q' f* B3 O' R) v* ^: u
CONTROLLED AIRSPACE [ICAO]- An airspace+ H7 O4 ^" Y4 E+ e
of defined dimensions within which air traffic control5 Q0 e! q1 S# Y2 Z2 ^) m V$ g3 l: A1 k
service is provided to IFR flights and to VFR flights
' ~' t( k+ e9 kin accordance with the airspace classification.7 }, C; R: }& Y' n6 [
Note:Controlled airspace is a generic term which
1 ] {5 _# z5 X$ n6 ~, }7 p% lcovers ATS airspace Classes A, B, C, D, and E.* @/ J7 F4 ]1 ?) `5 e
CONTROLLED TIME OF ARRIVAL- Arrival time7 l, ]/ X( }, i/ q" M0 Y9 ~0 Q9 U
assigned during a Traffic Management Program. This
7 x7 c: [ v( K f; etime may be modified due to adjustments or user
3 j* |! u! | v& M6 ^options.
* T) ` \1 e$ C d! uCONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)& ^' v2 q5 x2 M) |( ^ g
CONTROLLER [ICAO]- A person authorized to
# k& D/ F2 v) P7 ]8 _( H2 zprovide air traffic control services.
" Q7 a! T1 o6 O3 s+ Z8 ^6 T4 BCONTROLLER PILOT DATA LINK COMMU‐7 ?/ C3 g3 u* h4 ^; J4 \
NICATIONS (CPDLC)- A two-way digital very( D5 C- [, e. E- B% }. g6 _! B
high frequency (VHF) air/ground communications: c; M6 L$ C8 L( U& C$ r( c: p" b
system that conveys textual air traffic control
9 `4 J& u; ]8 }; Smessages between controllers and pilots.
0 M: }* M0 v/ B3 V) PCONVECTIVE SIGMET- A weather advisory+ b- P9 u$ B7 p
concerning convective weather significant to the
' i2 b. H- C0 N6 ~4 ?safety of all aircraft. Convective SIGMETs are issued
* H1 f5 ]+ C1 q7 ?1 v6 o* ^% t! ffor tornadoes, lines of thunderstorms, embedded6 e! p! ^5 G' x# w, `$ s9 X% h3 |% @
thunderstorms of any intensity level, areas of
, g( q7 j. |+ Q0 ^- D9 ]% ythunderstorms greater than or equal to VIP level 4
1 V0 c1 F! G& c2 {/ a) ^% Fwith an area coverage of 41 w- s: z9 w0 t+ P; U) ]0 Z: g
/10 (40%) or more, and hail
* C( V7 ~ W0 [6 d) o( q33 A4 J; a2 \! e- Z& i/ C
/4 inch or greater.' S |! B# e4 P4 ^
(See AIRMET.)
# X( c! r' u- z- Y(See AWW.)
5 ], ]3 G* K" n) k, E(See CWA.)& H' F! I1 i* R/ i: ]2 w0 |9 e; d
(See SIGMET.)
, ?5 B, A9 O6 n- N& G" p5 i(Refer to AIM.)
0 s$ x+ \: K0 C0 p9 E4 TCONVECTIVE SIGNIFICANT METEOROLOG‐1 e6 O4 \- }$ e" n
ICAL INFORMATION(See CONVECTIVE SIGMET.)9 Q1 Z+ }% m. w
COORDINATES- The intersection of lines of5 A' b" l& N& T3 `7 i9 L L; L- C$ G) H
reference, usually expressed in degrees/minutes/6 H1 n1 ]5 v2 P6 D
seconds of latitude and longitude, used to determine
; ^# t A9 U$ p* t$ v. A. kposition or location.
7 G3 {3 I7 w- _8 `0 a5 q* YCOORDINATION FIX- The fix in relation to which
3 p. n8 Z ^- _: Ffacilities will handoff, transfer control of an aircraft,9 i* n1 `' S' v* B8 V5 {0 |
or coordinate flight progress data. For terminal
4 S1 Z0 y% l3 hfacilities, it may also serve as a clearance for arriving
1 W/ E$ n# q v3 @aircraft.8 E# q/ T# {; p# A% m! Q8 O- S6 V
COPTER(See HELICOPTER.)* ?& ^8 l/ o9 B+ ^* f: U
CORRECTION- An error has been made in the( U8 r0 H) M, D/ @. p
transmission and the correct version follows.% v$ @4 l! x2 H0 o; p: U/ f
COUPLED APPROACH- A coupled approach is an! N4 }! ?+ N R
instrument approach performed by the aircraft: F! A) ]0 T5 |; m) Z
autopilot which is receiving position information/ _- y5 F8 O( l* l# z. _- N
and/or steering commands from onboard navigation
* S: {$ X, h+ ~3 e5 B7 pequipment. In general, coupled nonprecision ap‐& b8 e& Y( r" Y+ D
proaches must be discontinued and flown manually
+ g4 F3 V& G3 h+ A& a1 ^at altitudes lower than 50 feet below the minimum1 D4 K! p# K. L( M- Z e z
descent altitude, and coupled precision approaches, l$ `4 x+ e- _
must be flown manually below 50 feet AGL.7 s! q! Q6 B3 z2 ^! L* O. @* E
Note:Coupled and autoland approaches are flown. B4 _* S! k5 P/ o7 u% l M
in VFR and IFR. It is common for carriers to require! v7 T% }8 l9 R: X/ v E; C) q
their crews to fly coupled approaches and autoland
n4 m) W5 c+ g6 Z4 ?approaches (if certified) when the weather
`3 r# c# Y A: z/ q+ dconditions are less than approximately 4,000 RVR.
# ]2 F6 c6 M6 l$ n: x(See AUTOLAND APPROACH.)9 r$ y3 i, j N) y/ e9 I
COURSEa. The intended direction of flight in the horizontal" B5 r2 Z" H5 i: E- P" f
plane measured in degrees from north.# f9 d& g- z; J/ I' q
b. The ILS localizer signal pattern usually
. O, x7 ]2 c! r8 |+ hspecified as the front course or the back course.
0 P {! S4 f4 e% f$ _Pilot/Controller Glossary 2/14/084 T' A. ?' S3 J" e5 A; U6 J- h
PCG C-8
* G) A" v3 v. I8 O6 mc. The intended track along a straight, curved, or4 q% c+ h6 T( ? I' e7 {
segmented MLS path.
" e. K. w/ _1 g) E# j& l6 _# M" B! O(See BEARING.)
- H9 }# B& `1 h- Z" k9 a7 c(See INSTRUMENT LANDING SYSTEM.)
m$ d: O9 n7 B(See MICROWAVE LANDING SYSTEM.)6 k) `' y2 u5 o$ T6 s
(See RADIAL.); D' l1 z `: U7 a1 h+ Y0 \
CPDLC(See CONTROLLER PILOT DATA LINK7 d* i7 I, S4 o" ^ t( \8 N
COMMUNICATIONS.)
5 {2 X! f, X6 P# D+ R3 d4 GCPL [ICAO]- n5 B m+ i0 W5 f5 S
(See ICAO term CURRENT FLIGHT PLAN.)% S* d; _/ D8 S& `* j
CRITICAL ENGINE- The engine which, upon2 Y$ w5 C* Q! Z
failure, would most adversely affect the performance
1 B/ o6 [. v/ |* Q7 Lor handling qualities of an aircraft.
0 r0 K8 ]# t2 {! ?4 dCROSS (FIX) AT (ALTITUDE)- Used by ATC1 j! R2 t: n% i0 Q2 b
when a specific altitude restriction at a specified fix* N7 Y' V/ B l
is required.
E8 N3 a1 z2 V e7 E* h1 pCROSS (FIX) AT OR ABOVE (ALTITUDE)- Used5 ~, X: L' D3 t4 o; x1 I i
by ATC when an altitude restriction at a specified fix
3 p: [) D3 p- ~! kis required. It does not prohibit the aircraft from* z9 y+ Y6 a* F3 ?8 L
crossing the fix at a higher altitude than specified;' g! }6 Q6 e% E) R0 @
however, the higher altitude may not be one that will- ]* b, M1 P) H p) L+ K
violate a succeeding altitude restriction or altitude6 \1 d, K' Q1 r1 q* v
assignment.% u; ?. M, X0 g
(See ALTITUDE RESTRICTION.)) b; r6 j3 ]3 D& M) I: h
(Refer to AIM.), q& }0 i: x2 t' h
CROSS (FIX) AT OR BELOW (ALTITUDE)-! ?/ W; F: B2 O G/ q) ~& G, X9 m
Used by ATC when a maximum crossing altitude at" R* O# Y. y: B- Y
a specific fix is required. It does not prohibit the
9 X: V2 _- N. i: N) j2 X E0 i/ Xaircraft from crossing the fix at a lower altitude;
, n ^* N5 |% l" |; P, y* Fhowever, it must be at or above the minimum IFR% H. s* ^1 E/ N$ L& i2 w
altitude./ C2 R6 K/ ]+ j' M. C
(See ALTITUDE RESTRICTION.)
5 k6 Q8 h% N. O0 g I(See MINIMUM IFR ALTITUDES.)
9 _, Q/ M n8 a5 |2 `0 M; r7 g s(Refer to 14 CFR Part 91.)6 \0 A* Q+ o( g- K- w& b8 [2 _& Z
CROSSWINDa. When used concerning the traffic pattern, the- j/ F% B& V q" N
word means “crosswind leg.”
6 A% b! B7 J2 d1 J(See TRAFFIC PATTERN.)
% }; j- g% Z4 N3 O' _7 \b. When used concerning wind conditions, the) s6 s) S; }+ b
word means a wind not parallel to the runway or the
/ r, P7 i1 C: }path of an aircraft.9 f$ x' E: L6 S7 B- P) P5 l
(See CROSSWIND COMPONENT.)' E- p/ V$ M2 A3 @& B! A8 V. t
CROSSWIND COMPONENT- The wind compo‐
& ]' X" H" U+ c5 b2 Enent measured in knots at 90 degrees to the- B3 G# `( _( _. \6 u
longitudinal axis of the runway.' o# P2 j. L6 q! n
CRUISE- Used in an ATC clearance to authorize a
2 T! b2 e% w+ z+ C. _pilot to conduct flight at any altitude from the9 @5 X1 K, L2 K m5 F
minimum IFR altitude up to and including the$ _6 |! ]5 j, P I, u- G9 w
altitude specified in the clearance. The pilot may
. m8 u4 Y' T- |% \level off at any intermediate altitude within this block
1 K" z! l2 n1 T$ ?* [, zof airspace. Climb/descent within the block is to be
+ e9 f+ i' Z/ S9 N# cmade at the discretion of the pilot. However, once the T& d% {, d y
pilot starts descent and verbally reports leaving an
& `& s0 l. y: A; V) paltitude in the block, he/she may not return to that
& X! q3 z9 w+ q7 w8 }altitude without additional ATC clearance. Further, it3 c' q6 T: \2 _% A: L- d% F9 U
is approval for the pilot to proceed to and make an
) @0 R7 \) C$ A/ H3 {approach at destination airport and can be used in5 S* x. H, f2 G9 q" W
conjunction with:5 Q* Y0 r- v3 H3 W* t: W+ \
a. An airport clearance limit at locations with a0 s# F3 d4 A+ C( K7 ]
standard/special instrument approach procedure. The/ ]# Z: `0 C& [ C% L
CFRs require that if an instrument letdown to an
0 p" E3 F6 R6 \1 ~3 F$ \airport is necessary, the pilot shall make the letdown
. r, e. `3 k( d* h5 ^1 uin accordance with a standard/special instrument3 W# N1 x# }0 S) {# X5 H
approach procedure for that airport, or. v! \' |# o# ?" D: h& t7 n
b. An airport clearance limit at locations that are
9 b/ P1 d% z7 dwithin/below/outside controlled airspace and with‐1 W6 w5 `' {, v, V- c
out a standard/special instrument approach
: M0 ]1 G4 O# dprocedure. Such a clearance is NOT AUTHORIZA‐
* ]5 W2 L% s& T; G5 g2 vTION for the pilot to descend under IFR conditions$ e/ C/ q. |8 Q9 _% a% `; K7 ^
below the applicable minimum IFR altitude nor does
. a7 M/ W, Z- ^. q" w: u* tit imply that ATC is exercising control over aircraft( B' D4 q7 t: G' ?
in Class G airspace; however, it provides a means for! i- A/ n$ Z% Z( c& }
the aircraft to proceed to destination airport, descend,4 u, S d* [ i1 r p7 X
and land in accordance with applicable CFRs
- y1 ]( C9 u1 o2 M. dgoverning VFR flight operations. Also, this provides% t5 H: W4 ?. P5 j, H
search and rescue protection until such time as the/ ?/ c+ _. W! |1 x/ D
IFR flight plan is closed.
' U: J- U3 x9 V r5 I(See INSTRUMENT APPROACH$ P) @$ N6 i; n. r+ G) u2 q# D
PROCEDURE.)
8 ^2 L5 J0 R* q: P) A7 @' c; SCRUISE CLIMB- A climb technique employed by. V8 h' S, W- R( g! S# C
aircraft, usually at a constant power setting, resulting7 L, h9 ^) g4 o1 T- D% ], ~
in an increase of altitude as the aircraft weight8 j) h* ^2 w* O* n) x
decreases.
5 ? r( _) ?4 L0 WCRUISING ALTITUDE- An altitude or flight level
- J1 ? p! P b/ \maintained during en route level flight. This is a
7 V+ `& a) `% w$ hconstant altitude and should not be confused with a
- J. |! \% f$ i5 ~8 hcruise clearance./ I" n, w% s {) `# G
(See ALTITUDE.)0 a# D$ k+ U/ I- e
(See ICAO term CRUISING LEVEL.)# x% @0 d4 C- G
CRUISING LEVEL(See CRUISING ALTITUDE.)# z$ u' F. ]/ E# y9 ^
CRUISING LEVEL [ICAO]- A level maintained8 g7 E1 m; X( |. ?
during a significant portion of a flight.
, F; D; Z& }3 \Pilot/Controller Glossary 2/14/08 J) u' l2 O9 I3 R$ A% n
PCG C-9* h1 M) N$ n! Z
CT MESSAGE- An EDCT time generated by the7 i3 y, G3 B7 q+ h! n& O
ATCSCC to regulate traffic at arrival airports.- K4 N5 N1 b* j- u" ~/ s
Normally, a CT message is automatically transferred( V2 d) G! H3 _8 Y/ `+ H2 e
from the Traffic Management System computer to the G' Q6 P% q; w6 V( m+ N
NAS en route computer and appears as an EDCT. In
- I7 _7 d5 n+ @: Lthe event of a communication failure between the/ Y% S" r& K% w
TMS and the NAS, the CT message can be manually
* ^. P$ z) B# n3 B/ n( f: D$ h; bentered by the TMC at the en route facility.
, h% |6 }( j7 B b+ u; ]7 j8 O; Z7 iCTA(See CONTROLLED TIME OF ARRIVAL.)$ U- p) A5 d0 g9 w
(See ICAO term CONTROL AREA.)
+ c( a8 \, Y- r) R; s' zCTAF(See COMMON TRAFFIC ADVISORY
7 W& T% q' h& `) y6 B0 r* xFREQUENCY.)
4 J% q% R, Y6 G% \. Y8 w+ u( H5 hCTAS(See CENTER TRACON AUTOMATION6 w, S: I. g6 _4 t- g
SYSTEM.)- E/ k& ~: |; I( D! T, W
CTRD(See CERTIFIED TOWER RADAR DISPLAY.)( R* @5 B. ~. O" @+ q
CURRENT FLIGHT PLAN [ICAO]- The flight( v3 L# w7 A4 k
plan, including changes, if any, brought about by
- a) r( ]" x1 t4 C S* F. Csubsequent clearances.
9 S/ R( }6 t( N4 h+ K& K2 _2 mCURRENT PLAN- The ATC clearance the aircraft* O# J& w# q1 z& i
has received and is expected to fly.
: d6 w4 ]7 D5 K( ~4 C: GCVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE* @5 [6 Z( E1 J# p* m; R
APPROACH.)
) X/ j# J( U7 ~7 _5 ^' hCWA(See CENTER WEATHER ADVISORY and+ L! B" p& J- k, G! g( \9 L
WEATHER ADVISORY.)0 d* r. R% q5 I: G. w3 ~$ q
Pilot/Controller Glossary 2/14/08# z# E7 D3 }% s1 Y* W. T2 O3 k- ]$ G
PCG D-1' { w$ ]- z8 N, w! }
D* }1 ^' }0 i7 r5 s
D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL
. y& t! ^# {7 Z7 oINFORMATION SERVICE.)
' A# Z3 _ r/ V8 F3 _* u0 ]DA [ICAO]-3 J5 w% ~' {; f/ D- h
(See ICAO Term DECISION
8 B2 t+ [( z; x; k. y) F' G% m0 mALTITUDE/DECISION HEIGHT.)
9 p: e9 K. U+ I1 y9 N* nDAIR(See DIRECT ALTITUDE AND IDENTITY& D& x" X& T2 O1 \& P
READOUT.)
S7 l/ M" [2 ~- z5 _DANGER AREA [ICAO]- An airspace of defined
- h: S1 i. Y! |1 rdimensions within which activities dangerous to the( x2 k2 `( L8 a( [0 E
flight of aircraft may exist at specified times.
/ I/ A" g8 l/ [3 {Note:The term “Danger Area” is not used in
7 i a8 K& O& R% d5 s0 Yreference to areas within the United States or any+ V& w3 d1 z( c# B2 r6 W
of its possessions or territories.
" E: T5 D) J' E1 Z& ?" L$ o2 j; oDAS(See DELAY ASSIGNMENT.)
P# i) i( K- W) j6 N1 DDATA BLOCK(See ALPHANUMERIC DISPLAY.)& H: l. l' F$ g, ^0 ?
DEAD RECKONING- Dead reckoning, as applied
- X6 x0 D$ z. ~8 B9 Wto flying, is the navigation of an airplane solely by
+ Z3 b* k' {5 a2 C/ ?means of computations based on airspeed, course,8 s7 q$ k! ^/ V5 p2 b& X* `" S) L
heading, wind direction, and speed, groundspeed,
3 E w, X& T% T5 Band elapsed time.
* r: N2 O1 t% j3 j4 }) pDECIS ION ALTITUDE/DECIS ION HEIGHT) V% r+ B1 U, Y9 v/ X
[ICAO]- A specified altitude or height (A/H) in the
: E4 [" R& F# \& T# b) b/ q- ?1 Vprecision approach at which a missed approach must/ o7 m* E2 `2 i/ R* O) v
be initiated if the required visual reference to
7 U B" Y4 O6 o8 n3 dcontinue the approach has not been established.
2 Y; }$ A6 i) i( x# B0 ^Note 1:Decision altitude [DA] is referenced to
1 t9 p/ l6 O9 O$ M) T0 pmean sea level [MSL] and decision height [DH] is
5 p$ W( k: C# e3 ]% ^6 _7 Z5 ]% qreferenced to the threshold elevation.2 \* N% K+ w( }2 A( w7 h
Note 2:The required visual reference means that
( H7 ^6 ?' ^/ z* J8 z/ r0 dsection of the visual aids or of the approach area
( a! K. ^6 i+ d/ u8 \& jwhich should have been in view for sufficient time
+ Y2 z) j: c4 Gfor the pilot to have made an assessment of the
/ @. E( P) O! w% X2 raircraft position and rate of change of position, in& _" l& T" U+ ]# M& S$ b9 v t2 N
relation to the desired flight path.
7 Q' [; y6 \# i iDECISION HEIGHT- With respect to the operation
3 _. Z. y2 H9 o1 y( gof aircraft, means the height at which a decision must
$ H1 F7 p1 f; R) ^be made during an ILS, MLS, or PAR instrument5 R1 X# v5 r; L- p
approach to either continue the approach or to execute
4 U7 S/ ?: _1 U7 Z% Za missed approach.
& U; u1 Q3 {( Z: F(See ICAO term DECISION
, d& i9 O- p7 s8 E4 |: }" CALTITUDE/DECISION HEIGHT.)
$ x9 w3 K+ ?+ R J/ W! ~! k- RDECODER- The device used to decipher signals
0 m: F: g# u; V* k4 q% `9 `$ A: M' ^received from ATCRBS transponders to effect their( I0 c2 ?' H+ j+ Y8 [! O; |
display as select codes.& v8 U! {& N5 n1 S( `" ~6 k
(See CODES.)
2 i+ g# s9 N9 E# l(See RADAR.)
, g* X6 T' x1 z# b* @$ LDEFENSE VIS UAL FLIGHT RULES- Rules5 u! @1 U" C, y4 L, V4 d* S2 Q( G
applicable to flights within an ADIZ conducted under& e X2 q- d4 W* ]! k5 L
the visual flight rules in 14 CFR Part 91., j: ]9 D3 U5 j ?7 k3 K# y! h
(See AIR DEFENSE IDENTIFICATION ZONE.)& d+ P e! M& a+ n- N5 D
(Refer to 14 CFR Part 91.)
1 a) V8 \( q' o8 g4 C" K, r(Refer to 14 CFR Part 99.)/ u, `4 T- m# G' U; L6 h2 T
DELAY ASSIGNMENT (DAS)- Delays are distrib‐
* l3 \1 I9 v) z& outed to aircraft based on the traffic management
+ t0 ^) T( c9 ^5 S, ~program parameters. The delay assignment is
; v6 Z8 r3 b1 H$ `# A& D( tcalculated in 15-minute increments and appears as a
1 Y0 y, d8 N- f7 T5 { ~' R$ r0 e stable in Enhanced Traffic Management System+ M& c0 u" d( t2 `
(ETMS).
1 K+ m) i) Q/ c5 mDELAY INDEFINITE (REASON IF KNOWN)6 g) \' s: ]5 l
EXPECT FURTHER CLEARANCE (TIME)- Used
6 L! u& u* h$ `# G/ B3 u. j7 z) Zby ATC to inform a pilot when an accurate estimate3 r# `/ E) D7 ^- Y; E2 d6 Z
of the delay time and the reason for the delay cannot
5 L, l7 D+ C: T+ R _) eimmediately be determined; e.g., a disabled aircraft$ d5 ~; |+ f# r! P. W
on the runway, terminal or center area saturation,4 s8 ^' @4 L3 e
weather below landing minimums, etc.
- d$ Q/ [3 o8 |) G. i" E& X2 b9 y( H(See EXPECT FURTHER CLEARANCE (TIME).)
; s' ^: u- g I) V( \DELAY TIME- The amount of time that the arrival; t V f% E3 w2 B( O
must lose to cross the meter fix at the assigned meter% {2 ~( g4 N \* G5 G7 b; E: k
fix time. This is the difference between ACLT and
9 [" h! t. t* Y5 F& s; \* E l" p5 ?3 UVTA.
& U5 B6 Q1 x, q# eDEPARTURE CENTER- The ARTCC having
9 f* U& F, Q+ \, h; B) ~! Y5 A$ Xjurisdiction for the airspace that generates a flight to
1 }* c) V" q2 X* u. d8 E0 d6 Tthe impacted airport.
( s% [: s7 _6 R9 u: T9 `DEPARTURE CONTROL- A function of an
. _) y+ {3 _" |% tapproach control facility providing air traffic control
) s9 L( L% G1 Q; V4 s2 j+ bservice for departing IFR and, under certain
' e7 j3 c- }, }2 zconditions, VFR aircraft.
5 ^% @7 `4 [" J- j' S(See APPROACH CONTROL FACILITY.)( d( t6 b3 H/ M$ j
(Refer to AIM.)
/ H) B, {# j0 i ]DEPARTURE SEQUENCING PROGRAM- A0 c; z& h7 h% N N0 \4 s) X @
program designed to assist in achieving a specified0 }/ j4 W6 O4 O9 g. W" H# d
interval over a common point for departures.
. {/ z# c, ]& ZPilot/Controller Glossary 2/14/08
/ W) R2 v6 M2 }* W2 P1 x/ u8 r/ bPCG D-2
# u0 B, ]0 k$ F3 w! i5 w& qDEPARTURE TIME- The time an aircraft becomes
% k+ P3 x( }5 P3 `airborne.
( n+ @1 ^8 f7 M- @, Y5 @DESCENT SPEED ADJUSTMENTS- Speed decel‐
9 T6 Q1 N+ z }- n& A8 Eeration calculations made to determine an accurate
- D" r8 D' u2 h5 @ eVTA. These calculations start at the transition point) M- g: n$ V! _& D6 I3 ^1 O- |
and use arrival speed segments to the vertex.. r7 a* Y4 x+ [- R$ h9 N
DESIRED COURSEa. True- A predetermined desired course direction
, y" @- H9 G( I1 K, Z- ?; Qto be followed (measured in degrees from true north).! M! B7 R# T6 _; ]# P+ \
b. Magnetic- A predetermined desired course8 a7 j9 K: ]( d; Y8 e
direction to be followed (measured in degrees from# ?4 R6 m% V; ]& R! H
local magnetic north).& D( x' {8 l! f: ^5 k5 ~8 M
DESIRED TRACK- The planned or intended track6 r: I5 V# u3 _. Z" j
between two waypoints. It is measured in degrees
: [3 h/ `! t- c+ Kfrom either magnetic or true north. The instantaneous
' [9 h- T9 {, A1 ]- N# mangle may change from point to point along the great9 f& l/ ?/ u3 N; Y
circle track between waypoints.
& e5 n* @3 k! e) D' [: J6 d( UDETRESFA (DISTRESS PHASE) [ICAO]- The
7 a& Y ~- A' ^5 acode word used to designate an emergency phase
: K; h D) k% J% z0 a! s" Z1 zwherein there is reasonable certainty that an aircraft% L3 a/ K& a# W
and its occupants are threatened by grave and
9 ^! y( \/ J3 k' G+ Simminent danger or require immediate assistance.
( E! ^. d, r: y6 E" @% V8 mDEVIATIONSa. A departure from a current clearance, such as an
% N1 E8 J$ f% v. N# g( e% zoff course maneuver to avoid weather or turbulence.
7 H- o% U3 q) _: f- ~: z8 ab. Where specifically authorized in the CFRs and% M& r% l. S/ [2 B# p4 K/ G+ {
requested by the pilot, ATC may permit pilots to9 {5 u( K5 s3 ~8 c+ p, A( U; p+ d
deviate from certain regulations.# s h/ |' V% o" R. R5 ?
(Refer to AIM.)
9 W. x) n, Z- c( X: RDF(See DIRECTION FINDER.). |4 G. e% }; [) d6 \
DF APPROACH PROCEDURE- Used under$ `1 |- W+ u8 ]
emergency conditions where another instrument6 F" r# `- `; o2 m7 U0 }4 D
approach procedure cannot be executed. DF guidance4 x3 T6 U$ f; ]5 c. [
for an instrument approach is given by ATC facilities
: l( k" O7 b/ Y5 B fwith DF capability.2 M" G9 `9 q4 a/ e1 _
(See DF GUIDANCE.)$ z4 v# u3 _' ?) A. t) n% S7 g' Q
(See DIRECTION FINDER.)7 y4 |! u0 F! k3 g# w3 L) s0 |
(Refer to AIM.)
9 `$ X9 E d' [7 r MDF FIX- The geographical location of an aircraft6 U0 u& E# J4 k' u+ o
obtained by one or more direction finders.
1 p% D: k! D5 W(See DIRECTION FINDER.)
; \: r: l: O% f/ s3 |' y( k2 ^DF GUIDANCE- Headings provided to aircraft by8 R( Z3 s9 X) W* F1 k5 k
facilities equipped with direction finding equipment.1 V# D1 m9 n1 ^5 y6 I
These headings, if followed, will lead the aircraft to
3 `0 ?# L! K/ u2 Ka predetermined point such as the DF station or an) _ f- H8 V2 @/ {
airport. DF guidance is given to aircraft in distress or5 k9 o- e* h6 i5 E' w
to other aircraft which request the service. Practice
6 ?& Z% L& r, j s$ oDF guidance is provided when workload permits.% E( b+ V3 r# F0 G
(See DIRECTION FINDER.)$ S' e2 c7 t M" m
(See DF FIX.)
- x+ q u$ r( q* [4 L, Y$ ~* l, [(Refer to AIM.)2 p* c+ t% N; G4 ]% p4 t3 o. ?; j
DF STEER(See DF GUIDANCE.)- R/ s3 i4 e6 {: B
DH(See DECISION HEIGHT.)# L* Z9 t5 Y" F" k! E/ C
DH [ICAO]-/ w6 M# A) D) e! D- Z5 f0 `
(See ICAO Term DECISION ALTITUDE/ q% b" g( j+ p) Z- [6 p
DECISION HEIGHT.)
. P# }8 S! J# q7 }% g; f! Z# f5 d! P) iDIGITAL‐AUTOMATIC TERMINAL INFORMA‐
/ `6 w+ m6 c$ k- [% nTION SERVICE (D‐ATIS)- The service provides
8 o% K! f( Q B( } v1 C/ Ytext messages to aircraft, airlines, and other users+ H9 ?2 K: p" Y- o! ]6 R
outside the standard reception range of conventional
Z# d* a- w$ @1 o# tATIS via landline and data link communications to8 A! X$ [' `. p' N6 Q
the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to. ?. \3 a" u) P4 I( \7 d3 x
all aircraft within range of existing transmitters. The) ^2 b4 F8 X P. _+ V
Term inal Data Link System (TDLS) D‐ATIS1 e, w4 f3 ~8 o4 u
application uses weather inputs from local automated
3 }2 \2 n2 W2 Uweather sources or manually entered meteorological7 A) F0 H4 O1 p0 Q. \5 c3 ^
data together with preprogrammed menus to provide/ Y @+ K5 `* K( c! {2 d' K& i
standard information to users. Airports with D‐ATIS$ u G: y% g ~% _3 J5 K
capability are listed in the Airport/Facility Directory.
) t( }4 t# \1 kDIGITAL TARGET- A computer-generated symbol
3 a* ]: D2 P; ]1 [8 Nrepresenting an aircraft's position, based on a primary
, V* q Y: i$ y Ureturn or radar beacon reply, shown on a digital
2 s( x1 P0 `; m' _6 r7 q3 o4 S, \display.5 o5 |4 h3 U7 w# Q( @, v
DIGITAL TERMINAL AUTOMATION SYSTEM
6 R# @: Q) j5 K(DTAS)- A system where digital radar and beacon) ^% z- k; F4 H3 O) R
data is presented on digital displays and the
! Z0 K9 T3 V8 Hoperational program monitors the system perfor‐
1 u" g ^1 e' `/ q0 omance on a real-time basis./ g' [- ]- n% ~9 i- N
DIGITIZED TARGET- A computer-generated/ K3 l6 @; @/ w6 m8 k* d
indication shown on an analog radar display resulting9 s) y; [" h( ^& ]* U. M L3 |6 B
from a primary radar return or a radar beacon reply.
6 S, n$ z6 ?2 j6 a( ]7 l% _* oDIRECT- Straight line flight between two naviga‐
; P. ?7 Z% ~4 ^0 _+ H! Rtional aids, fixes, points, or any combination thereof.
) {2 ~1 p# Z8 z: W% A* aWhen used by pilots in describing off‐airway routes,$ F- B( p2 k$ g6 Q
points defining direct route segments become
. y7 a9 P. {! T3 xcompulsory reporting points unless the aircraft is
+ u5 u3 ~- x+ _1 Wunder radar contact.% n4 [" o( a' F* F( D, F" c7 ^; M
DIRECT ALTITUDE AND IDENTITY READ‐
6 G5 f" {. h; o j. M) rOUT- The DAIR System is a modification to the
4 o& _$ X- z, `8 \6 dPilot/Controller Glossary 2/14/08. S: w; e% Q! Y% M- q9 f4 w
PCG D-36 e2 B8 R" ?" k! e+ d( m q
AN/TPX‐42 Interrogator System. The Navy has two
& \: C- `6 z+ R9 o. F1 ~adaptations of the DAIR System‐Carrier Air Traffic
r+ G: ^. A+ |" TControl Direct Altitude and Identification Readout
8 L s) @9 i: @8 ~System for Aircraft Carriers and Radar Air Traffic. i. a. i1 `- A& {. b2 S% q, Y
Control Facility Direct Altitude and Identity Readout
6 p4 P2 p; Q% U- C6 USystem for land‐based terminal operations. The; c# Z# p4 |4 |8 I
DAIR detects, tracks, and predicts secondary radar
% a% V. F7 ]( zaircraft targets. Targets are displayed by means of
" I6 r6 |1 X* t8 r% _) Ncomputer‐generated symbols and alphanumeric
e5 ]6 _2 f" T; tcharacters depicting flight identification, altitude,
$ c* Y+ b! W0 F V$ d3 @ground speed, and flight plan data. The DAIR System
$ E7 }0 k4 E( Z# \is capable of interfacing with ARTCCs.: S8 d, V# Q7 ~
DIRECTION FINDER- A radio receiver equipped" X6 s2 m, s; x4 w/ @) B. |+ K
with a directional sensing antenna used to take* M& ?* c, a) e x
bearings on a radio transmitter. Specialized radio; X1 j# s2 _+ J* R$ a" O
direction finders are used in aircraft as air navigation+ {, B7 E1 F( w( ]* A/ E
aids. Others are ground‐based, primarily to obtain a0 i G1 W! p {
“fix” on a pilot requesting orientation assistance or to
. E( i# f# S5 K! E! H Blocate downed aircraft. A location “fix” is established
& G, ]2 w: Q# F3 e/ I& ~by the intersection of two or more bearing lines
$ Z2 `/ u; f3 w3 O4 E7 P' {plotted on a navigational chart using either two e3 r9 ?! M" D) s% X: l2 x
separately located Direction Finders to obtain a fix on
. A; ^5 d. k9 \/ \0 |3 zan aircraft or by a pilot plotting the bearing
' {! Y+ z" a( j" {indications of his/her DF on two separately located
- z9 \( Q) \+ V. Yground‐based transmitters, both of which can be/ K" M e8 Q% ]+ l- K
identified on his/her chart. UDFs receive signals in
) f. {8 |, r4 E! @the ultra high frequency radio broadcast band; VDFs
$ G" u0 {9 ]! \in the very high frequency band; and UVDFs in both
/ \0 m* y9 v) p/ u2 h2 T/ E0 Cbands. ATC provides DF service at those air traffic% j6 }" N2 ^+ w4 k7 g: J ? `8 c
control towers and flight service stations listed in the
2 U3 K! x1 F* oAirport/Facility Directory and the DOD FLIP IFR En
; f4 p. m5 ~+ wRoute Supplement.
0 k- w; b5 U5 X9 e6 U(See DF FIX.)% R& y+ R/ W' \. H$ x, M( q
(See DF GUIDANCE.)
l! q4 z% j* JDIRECTLY BEHIND- An aircraft is considered to
! f. q$ j6 l i3 j( {; pbe operating directly behind when it is following the) T4 N9 \' W, C
actual flight path of the lead aircraft over the surface
5 ^0 D' E8 h0 |8 Vof the earth except when applying wake turbulence3 S. H, N; @* N) U# [. G6 i
separation criteria.4 p/ I1 b6 e/ z- g* p# m, f8 t3 X
DISCRETE BEACON CODE(See DISCRETE CODE.)3 A. W0 c7 Z+ o7 ^
DISCRETE CODE- As used in the Air Traffic8 x4 s, P+ J" b& f
Control Radar Beacon System (ATCRBS), any one
/ t5 U3 W* |. @of the 4096 selectable Mode 3/A aircraft transponder
' }/ ^0 _' d8 l9 t1 y3 z6 Pcodes except those ending in zero zero; e.g., discrete
# B, |) r+ X0 g* A* r# y7 Tcodes: 0010, 1201, 2317, 7777; nondiscrete codes:
% \ U! I+ l2 B0100, 1200, 7700. Nondiscrete codes are normally
( B* a+ N ^1 p5 \reserved for radar facilities that are not equipped with9 G! r: U$ Z" @: K
discrete decoding capability and for other purposes9 @% B5 M& l$ }2 q
such as emergencies (7700), VFR aircraft (1200), etc.
+ n, @ W/ n$ m* @# \(See RADAR.)
5 H1 e9 @8 j0 N1 k(Refer to AIM.)& W* v8 x$ m- |, T
DIS CRETE FREQUENCY- A separate radio
+ l# b9 Z* z6 ]8 hfrequency for use in direct pilot‐controller commu‐
2 h2 A z' G, Z' }5 y* k0 Fnications in air traffic control which reduces
$ I8 n5 Q9 x2 Afrequency congestion by controlling the number of
' @; Y5 d7 p* T7 Z1 N/ A4 Q0 Oaircraft operating on a particular frequency at one
P3 @; M. R* B/ l. @8 Qtime. Discrete frequencies are normally designated5 T0 Y4 j( ^4 n2 k( P
for each control sector in en route/terminal ATC
! d$ R. |* e2 t1 l7 Ofacilities. Discrete frequencies are listed in the
6 Z* o( R/ U CAirport/Facility Directory and the DOD FLIP IFR En
% e( b$ r$ n! T: v, V; a. TRoute Supplement.
/ h% v. ]+ z7 E6 V6 F$ N! R0 |(See CONTROL SECTOR.); R+ S, n1 n0 O
DISPLACED THRESHOLD- A threshold that is* O( L' R: }- Q1 p U) p' V8 X
located at a point on the runway other than the1 l- ]# T8 f4 [. a. m0 q Y
designated beginning of the runway.
9 R2 n5 F; v4 I$ {- k' {8 w(See THRESHOLD.)
3 d7 X5 w; M1 [/ u7 {$ E(Refer to AIM.)$ a' T. ] d- ?% L
DISTANCE MEASURING EQUIPMENT- Equip‐% D! Z8 W7 M. r$ |; E8 I0 J5 i3 N
ment (airborne and ground) used to measure, in0 j2 W/ N$ D O, Z& `0 q; y% x
nautical miles, the slant range distance of an aircraft
% O! Y$ Q/ l. b2 D J' Ffrom the DME navigational aid.
/ Z2 }7 H6 B }- \* [; `(See MICROWAVE LANDING SYSTEM.)( b) n5 w7 P- z8 ]. V& z- Z
(See TACAN.), q2 | a l. D/ B
(See VORTAC.)
$ ^) n: r: n: A: e1 HDISTRESS- A condition of being threatened by5 O1 A2 f* s7 f V; E; Z4 h) w$ Y9 f
serious and/or imminent danger and of requiring
, P+ e- w% H7 jimmediate assistance.
1 @! H& ^ v# k9 GDIVE BRAKES(See SPEED BRAKES.)
/ ~9 t& h' d3 u) ^DIVERSE VECTOR AREA- In a radar environ‐0 F$ T% q+ a: E2 v/ A3 x( \6 \1 |6 U2 j- m
ment, that area in which a prescribed departure route' |* u% Z T, c9 B
is not required as the only suitable route to avoid
4 H: r- j k a8 n" V/ z' eobstacles. The area in which random radar vectors5 |9 Z1 r4 S% h6 H4 g+ S
below the MVA/MIA, established in accordance with# o, w; |6 j; T2 ~- v" n( q
the TERPS criteria for diverse departures, obstacles
7 [3 \+ b% i. l% B: ]) Pand terrain avoidance, may be issued to departing
- M4 u% o4 ~8 ]3 q- @aircraft./ `3 d$ x3 N6 m2 k! d2 w, x/ m
DIVERSION (DVRSN)- Flights that are required to% ? w: ~7 [/ t M
land at other than their original destination for; {$ i" q7 w) q+ m$ o" C' n+ ~
reasons beyond the control of the pilot/company, e.g.( l* h2 k+ z# ^9 k6 K4 I) j# o
periods of significant weather.
8 i8 ^0 \2 b" n$ [' `8 @DME(See DISTANCE MEASURING EQUIPMENT.)8 ~" _+ C' p. T. i, U( E4 ?, b
Pilot/Controller Glossary 2/14/08
. [/ j, i* y. l% \! uPCG D-4' O0 w! y8 N+ Y& P/ s t
DME FIX- A geographical position determined by7 d: g+ F, Y( r! L/ x
reference to a navigational aid which provides! y, F3 R3 e+ o
distance and azimuth information. It is defined by a
1 l- ?' r8 n# C# B7 X6 Y0 ~( fspecific distance in nautical miles and a radial, d6 w5 |0 Z2 V& P8 M0 q
azimuth, or course (i.e., localizer) in degrees
( \4 \8 |. e [4 e7 E4 X3 J, dmagnetic from that aid.
e' v. }1 O5 x d" g, t8 O(See DISTANCE MEASURING EQUIPMENT.). J' f: Y; \' t, \
(See FIX.)
7 ]7 \6 z& {- _(See MICROWAVE LANDING SYSTEM.)
5 r) A6 {7 P9 t: |' _DME SEPARATION- Spacing of aircraft in terms of
! z5 ]/ A- x; H) Fdistances (nautical miles) determined by reference to
' `# ^$ K. \ E8 i% ?0 w) u' q% _distance measuring equipment (DME).- h; {4 F9 c# F2 A
(See DISTANCE MEASURING EQUIPMENT.)& E4 W$ h% ]. v
DOD FLIP- Department of Defense Flight Informa‐3 |% x( Z4 d+ }! d
tion Publications used for flight planning, en route,
3 \, ?. f. F# F1 c/ o$ v7 Cand terminal operations. FLIP is produced by the, ?$ N2 U# R* k; @; v: `* k
National Imagery and Mapping Agency (NIMA) for* A0 ?1 q# ]) L; U6 w: k4 e7 ~3 f
world‐wide use. United States Government Flight) a N& ~2 H' s3 o5 P5 e; S( u0 Z. Z
Information Publications (en route charts and8 h" m! L) l5 |- Z2 U9 z
instrument approach procedure charts) are incorpo‐; u3 |; v- g1 p, N5 o
rated in DOD FLIP for use in the National Airspace
+ d) [9 }3 e5 H0 ]7 P+ mSystem (NAS).+ B# E }( b3 B# L, p
DOMESTIC AIRSPACE- Airspace which overlies- f% x& O$ t* y) O. C& d
the continental land mass of the United States plus4 o. a# t+ c# Z* ^
Hawaii and U.S. possessions. Domestic airspace4 ?; q J) g! U3 X( @
extends to 12 miles offshore.
) J6 W) K% G( j7 L: J5 p4 _DOWNBURST- A strong downdraft which induces% y F6 F: j+ n$ O1 {! c* F$ w0 V u u
an outburst of damaging winds on or near the ground.
( ]' _- Q: X) X6 S9 m5 n7 qDamaging winds, either straight or curved, are highly
9 [2 f+ r& o2 x$ B2 I: y( c+ c$ {divergent. The sizes of downbursts vary from 1/2
$ U$ ]7 L* ~+ t/ Z! X9 C% E" D, qmile or less to more than 10 miles. An intense7 M( |' }& v/ f1 }3 O
downburst often causes widespread damage. Damag‐' c! N" b4 [2 b) t$ o* U% i6 |! G
ing winds, lasting 5 to 30 minutes, could reach speeds
7 ^: f5 D2 A4 h) l) Kas high as 120 knots.
: H" c) {4 W* T& m# tDOWNWIND LEG(See TRAFFIC PATTERN.)3 E8 h2 A# @, J" D
DP(See INSTRUMENT DEPARTURE PROCEDURE.): N' m" l) I4 d1 V, e* g1 T
DRAG CHUTE- A parachute device installed on
( m- ]2 \: O+ Y# S" \; s$ `, Z3 }certain aircraft which is deployed on landing roll to5 `1 G( U" p/ x3 ]1 I h5 s
assist in deceleration of the aircraft.# b" ~; F! ~6 \ \1 d
DSP(See DEPARTURE SEQUENCING PROGRAM.)
9 b4 } Y/ z5 d1 YDT(See DELAY TIME.)2 d; j$ J1 j! o1 U
DTAS(See DIGITAL TERMINAL AUTOMATION
/ k8 A3 x% a/ }1 Z4 I+ M: O. ySYSTEM.)
# o L) V$ O7 T! t) C9 gDUE REGARD- A phase of flight wherein an
& B1 a% E* ~4 j, R7 N/ D7 X. Laircraft commander of a State‐operated aircraft$ \; E9 _% k& t0 m1 t+ G
assumes responsibility to separate his/her aircraft
1 Z# h( `! z2 M3 [! ufrom all other aircraft.' T$ P% O7 ~, S9 s7 z9 C7 m
(See also FAAO JO 7110.65, Para 1-2-1, WORD
/ h* O6 |3 ]/ xMEANINGS.)
J0 U* Q1 y" H5 Q' ] \DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY2 K# n* b; w4 a( ?" Z. v1 o
RUNWAY.)% e n3 B+ W+ M9 q4 G/ Y
DVA(See DIVERSE VECTOR AREA.)
3 p2 o* ?! c0 O% x) X8 E8 P- YDVFR(See DEFENSE VISUAL FLIGHT RULES.)/ \- g# C1 f9 F( g3 L
DVFR FLIGHT PLAN- A flight plan filed for a VFR
) p2 N U2 ~# @. d. [. E- _aircraft which intends to operate in airspace within2 Y: x$ |) ~; \- M0 G7 r' a
which the ready identification, location, and control+ p* v @, N$ ?# ]
of aircraft are required in the interest of national# Q+ ~0 L3 i8 @0 G' J+ ^
security.
& u4 E# y" |- l# V- }" z* tDVRSN(See DIVERSION.)( `) S0 Y1 J' T F
DYNAMIC- Continuous review, evaluation, and6 N& W/ d" M7 Q& s5 X' q% Z
change to meet demands.0 @" ]0 R+ o# u3 \0 l) P- y' Y1 L
DYNAMIC RESTRICTIONS- Those restrictions
1 [: R( [6 j- V& O9 x v6 a' ~imposed by the local facility on an “as needed” basis
" V- f7 G" c' d7 Gto manage unpredictable fluctuations in traffic2 o( z' C: b; q i$ o1 l6 ~5 w
demands.+ w8 ^" E5 [6 {0 l" p3 a( ?5 ]
Pilot/Controller Glossary 2/14/08# g0 D6 I9 s! W. @- ~0 A7 o
PCG E-1
' f/ h# Z+ |: H: j7 e# s/ jE
, h; o" K) Y' ~; c1 IEAS(See EN ROUTE AUTOMATION SYSTEM.)
; M2 I0 {4 N2 F- Q- CEDCT(See EXPECT DEPARTURE CLEARANCE5 u: w8 E! V: d" P5 F% d7 B2 z: s
TIME.)
, U6 h1 f$ L$ f+ X3 \EFC(See EXPECT FURTHER CLEARANCE (TIME).)
' L$ ]% q9 O$ Z _$ kELT(See EMERGENCY LOCATOR TRANSMITTER.)
+ s I) M: G3 X& J0 [2 B- H5 gEMERGENCY- A distress or an urgency condition.8 a: U0 m$ {* h$ x4 z- p; o
EMERGENCY LOCATOR TRANSMITTER- A
8 z8 l" i1 k8 _: P5 n( Tradio transmitter attached to the aircraft structure7 {. F) R! S6 ]+ O
which operates from its own power source on5 R2 ?: E, m( U/ l7 A* m$ c9 M* z
121.5 MHz and 243.0 MHz. It aids in locating% A$ _: b2 d/ H) t
downed aircraft by radiating a downward sweeping
! f& d% t* F- K+ o' `audio tone, 2‐4 times per second. It is designed to1 N: M1 p3 o3 T( B, l
function without human action after an accident.
* o& }3 w6 r6 {" i; G+ F9 @9 |(Refer to 14 CFR Part 91.)
$ f: E& {2 S. R$ D5 E(Refer to AIM.)/ b/ p! V- | u8 J1 q) j
E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE, H) o( Q) v6 Y9 | U# J
WARNING.)
* W( c* m2 G6 n2 e" b% U2 LEN ROUTE AIR TRAFFIC CONTROL SER‐
( D9 m, m4 {* {0 eVICES- Air traffic control service provided aircraft
* b2 a* b* X4 Q% J) non IFR flight plans, generally by centers, when these% P. q# C1 j) m( h0 U, d& P
aircraft are operating between departure and" k6 t) ^+ {$ s9 v: O7 [
destination terminal areas. When equipment, capa‐9 A' I& R' t+ t2 A/ `5 g0 J
bilities, and controller workload permit, certain5 g1 h7 K9 t" L* ~, n' |4 J
advisory/assistance services may be provided to VFR1 k) _; L6 J; P6 C( h- ?7 O
aircraft.( L6 R. X! {; r
(See AIR ROUTE TRAFFIC CONTROL
5 B( i- v4 j9 bCENTER.)$ E( Z, x' o w r% Q& u
(Refer to AIM.)
. @0 A3 [7 r8 w/ P) n4 F: mEN ROUTE AUTOMATION SYSTEM (EAS)- The- C2 @% q4 X/ V# d( [% E/ ^
complex integrated environment consisting of
0 x9 X/ T$ v3 d* S0 c( [1 R) ssituation display systems, surveillance systems and
" W' [% V( H; V! N0 w* iflight data processing, remote devices, decision/ W. S: y% d3 Z% _0 d
support tools, and the related communications
0 y* X" C7 R. S2 |2 O) _$ @: uequipment that form the heart of the automated IFR9 c) m/ L+ E1 ]
air traffic control system. It interfaces with automated) U5 c3 ^; j/ U: i+ j
terminal systems and is used in the control of en route
. X1 _" s/ N* ` F. DIFR aircraft.1 k k- H& }! W+ ~
(Refer to AIM.)
7 M5 m3 E5 O$ u2 z9 ~3 s1 rEN ROUTE CHARTS(See AERONAUTICAL CHART.)5 W9 l& _$ O; ~3 G* W1 u( e/ j* b
EN ROUTE DESCENT- Descent from the en route
8 k p1 x. p! i! i' dcruising altitude which takes place along the route of
! B# d6 V1 ?8 E( N4 O4 X1 Vflight.2 [ x% @& u; k2 W
EN ROUTE FLIGHT ADVISORY SERVICE- A8 e* E6 f% ^. x/ ]( r
service specifically designed to provide, upon pilot
! J ] m2 q6 a, @" ^request, timely weather information pertinent to3 V( X, ]! e( A3 w& |+ H9 H
his/her type of flight, intended route of flight, and+ e3 X5 H% A# q" H: ~4 M- d0 L
altitude. The FSSs providing this service are listed in
! m# D; K, A8 Ethe Airport/Facility Directory.
1 g7 N) }0 ~% {/ |. D(See FLIGHT WATCH.)) X6 D! K, J$ H
(Refer to AIM.)
5 \* W1 p$ X. p- P, JEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)5 x; e! ^3 W$ z* }; d
EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)
2 d6 G. ^4 P/ A, d3 x$ |EN ROUTE MINIMUM SAFE ALTITUDE WARN‐
% T) c5 j3 r1 g! Y* W" f- `, XING- A function of the EAS that aids the controller
h6 `; I- ~: Z( sby providing an alert when a tracked aircraft is below
2 c2 n- W+ T/ Z5 g3 I0 J' w: q! g, xor predicted by the computer to go below a
& `2 y" {5 d# y9 t# Dpredetermined minimum IFR altitude (MIA).: D+ U" N( o4 f; v0 i; i( G
EN ROUTE SPACING PROGRAM (ESP)- A
" `. J8 W4 u0 H1 T K$ Xprogram designed to assist the exit sector in
6 |: O8 m: T: sachieving the required in‐trail spacing.
% a8 _& K0 b. YEN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a G/ Y7 k( x+ P, }/ N$ @" ^
SID/STAR that connects to one or more en route* g% t/ H3 [8 u; V* @$ n
airway/jet route.
) k% o# K2 P/ |' v+ w! e: ~9 o9 p) `b. RNAV STARs/SIDs. The portion of a STAR
% ~5 k; L3 A- j0 e3 t* Upreceding the common route or point, or for a SID the& f$ l [) z! ?# C# v( b, f1 [
portion following, that is coded for a specific en route
2 W/ Y* N2 v5 _. a3 z3 K) Kfix, airway or jet route.
1 _, ?, r& _# e+ l) G, `+ BESP(See EN ROUTE SPACING PROGRAM.)
. Z) a9 I C2 p* e; P( s, ^1 bESTABLISHED-To be stable or fixed on a route,+ I# ]; T5 h) G4 \4 b/ B) r" e
route segment, altitude, heading, etc.
- M! c9 ^% w$ ~3 T/ U8 DESTIMATED ELAPSED TIME [IC AO]- The
+ | h& s v- Q1 c2 ^; l% I9 J' [2 @estimated time required to proceed from one0 W) m* }8 E) m' j3 t4 o+ I! s; R
significant point to another.# p- y1 R, L& r& s$ n) {% l, ]( s
(See ICAO Term TOTAL ESTIMATED ELAPSED) z; P, x5 h1 b$ {
TIME.)0 Q5 @# s% k& _+ d0 Z/ [
Pilot/Controller Glossary 2/14/08
9 d8 o. A0 r( ^; aPCG E-2) P) E- X6 P0 s4 X& Y1 n
ESTIMATED OFF‐BLOCK TIME [ICAO]- The: d# Q1 Y" _6 ], _
estimated time at which the aircraft will commence! o5 Z% P+ d7 }
movement associated with departure.3 X! S& |4 L- S) b: H x u, p3 m
ESTIMATED POSITION ERROR (EPE)-
' ]7 z+ p% r. p2 A& H/ t! B6 U, q(See Required Navigation Performance). ^2 E4 K8 Q+ b
ESTIMATED TIME OF ARRIVAL- The time the _ V& |6 P! t+ _5 s
flight is estimated to arrive at the gate (scheduled. `, X( _, d7 ~; h8 F5 W: N
operators) or the actual runway on times for
2 t8 x) k$ z ?" U' R) Enonscheduled operators.
' ?& s- i# M1 T' hESTIMATED TIME EN ROUTE- The estimated' U& R$ I6 z( N7 X! ^2 D/ T
flying time from departure point to destination
, u4 ?: {7 L0 X, d6 W: i. p$ a(lift‐off to touchdown).6 W: `0 @' P1 W3 `
ETA(See ESTIMATED TIME OF ARRIVAL.); [6 T7 P t; K: u( I0 F
ETE(See ESTIMATED TIME EN ROUTE.)* Q+ q4 M4 i% F. P2 c0 n, ^5 j
EXECUTE MISSED APPROACH- Instructions
* q1 }- g, t! N/ W! Jissued to a pilot making an instrument approach
) @1 B% {. F# u' [5 M" uwhich means continue inbound to the missed& X. q) c3 @0 x' G3 L9 E; p" }
approach point and execute the missed approach8 e9 x1 O2 n# g& b8 T- T
procedure as described on the Instrument Approach
( [* p& c& g. D# M* U3 ^Procedure Chart or as previously assigned by ATC.
2 g/ C# m1 J5 k- d. cThe pilot may climb immediately to the altitude. Q" j5 s4 r/ h1 p/ U8 T
specified in the missed approach procedure upon/ W9 [' t: N/ d( K6 Z0 B/ F
making a missed approach. No turns should be7 ^( \$ M) H6 T! \. L6 K8 z
initiated prior to reaching the missed approach point.$ [+ [/ Z1 F1 B. f
When conducting an ASR or PAR approach, execute
* v; H+ U* M- _. L7 a. s0 Wthe assigned missed approach procedure immediately) l1 D- @% d$ l% S# V& Y0 Z
upon receiving instructions to “execute missed
7 Y# R: _8 F! Japproach.”
2 \" Z; d: i i8 b0 ^# I(Refer to AIM.)
- z$ ]" V- J: KEXPECT (ALTITUDE) AT (TIME) or (FIX)- Used" d+ v% _$ q. ^# h c4 i9 ^
under certain conditions to provide a pilot with an9 ~6 \8 K) \! d5 J6 \, f, V( Q
altitude to be used in the event of two‐way0 L& O8 k! w. V3 \
communications failure. It also provides altitude# s) H) P0 M* d
information to assist the pilot in planning.' m' I+ @! [7 K- E
(Refer to AIM.)
* ~0 [, y# I9 f, S2 b2 B7 ~EXPECT DEPARTURE CLEARANCE TIME3 ?6 J- m$ {! x2 E* }" d& z
(EDCT)- The runway release time assigned to an
) L, _& f# |# u9 @) s) paircraft in a traffic management program and shown$ f& R. {- h0 B- a
on the flight progress strip as an EDCT.
" w; U) |, p7 ^8 k3 g1 ~(See GROUND DELAY PROGRAM.)
2 c2 Y2 v' I- S! Z* fEXPECT FURTHER CLEARANCE (TIME)- The6 ?' t( Z" u/ R! F1 h
time a pilot can expect to receive clearance beyond a
' `! R* n- K* i$ f. [- p" Xclearance limit.; `! T0 v4 Z9 D7 b7 s0 i/ R
EXPECT FURTHER CLEARANCE VIA (AIR‐; P; T' A; p: i( t) I5 h l) c7 y
WAYS, ROUTES OR FIXES)- Used to inform a* g% s* a% H, s/ o) l
pilot of the routing he/she can expect if any part of the
% h1 L: {" g* Z$ _# T4 O; _route beyond a short range clearance limit differs
6 f/ U$ x6 |; M! g5 [, Afrom that filed.
7 e* E+ G# u, u! \# NEXPEDITE- Used by ATC when prompt com‐) ~( x+ z0 K; u: X; j' [
pliance is required to avoid the development of an( l! m- I) ~- o: h8 ^) Y& F
imminent situation. Expedite climb/descent normal‐6 k7 \# q+ O) ?9 t5 L" b! M
ly indicates to a pilot that the approximate best rate/ U5 L+ A. ], _' b0 j+ h' c
of climb/descent should be used without requiring an9 [0 ]2 r+ N$ s9 | h$ r9 U9 H1 k# ^
exceptional change in aircraft handling characteris‐
* A; `& y L8 J4 atics." b; y$ }4 H+ ~' h0 T
Pilot/Controller Glossary 2/14/08
2 Q+ p. z( V @- c& X0 @+ qPCG F-1
( L) B3 Q6 I; s/ {( PF
5 |5 C: h- Q+ y. u6 t _$ IFAF(See FINAL APPROACH FIX.)
# |+ m& b4 W0 o$ M+ B; r. cFAST FILE- A system whereby a pilot files a flight
4 s9 s1 u2 U' bplan via telephone that is tape recorded and then8 _3 l$ ]( H: V! o6 O& U0 o7 k* l0 ^
transcribed for transmission to the appropriate air; j: t4 P- D# M3 g- `5 R9 x
traffic facility. Locations having a fast file capability x+ x% d! L# B. w4 ~( j) C0 J4 j
are contained in the Airport/Facility Directory.
) M* b( _" n3 g4 n(Refer to AIM.)4 T& X5 V5 g: z+ k
FAWP- Final Approach Waypoint
0 S5 {; |9 I: q2 gFCLT(See FREEZE CALCULATED LANDING TIME.)4 C' H+ W( |# L8 z. M5 R
FEATHERED PROPELLER- A propeller whose
0 r' B! a% F2 ]: O" J$ Qblades have been rotated so that the leading and4 P: B1 B1 B% M$ [, W: v4 x, o3 D. K
trailing edges are nearly parallel with the aircraft
- O5 k4 i* m% I8 O* |& F( tflight path to stop or minimize drag and engine* X f; Y; z# I2 V1 @# b
rotation. Normally used to indicate shutdown of a2 P8 Q0 X. L2 h: X# ~9 M8 d4 L
reciprocating or turboprop engine due to malfunc‐. K$ S, Y( E: [
tion.
" Q6 F: q% T- }/ QFEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.), H4 K. l& E3 _' g* {6 o
FEEDER FIX- The fix depicted on Instrument* S/ W7 e/ c m( i3 Z- K# E
Approach Procedure Charts which establishes the Q" B6 }* p+ }0 l3 }
starting point of the feeder route.
9 P3 w* p# w7 T( }6 Z5 ^/ Y' KFEEDER ROUTE- A route depicted on instrument" w Q! r! M1 z2 |+ I
approach procedure charts to designate routes for
; y# e3 {4 W; Waircraft to proceed from the en route structure to the
) |( X7 l* j. u" v f6 Cinitial approach fix (IAF).
; S3 Q0 V8 z& n(See INSTRUMENT APPROACH+ Z! F0 {# {% l1 Y: L( n
PROCEDURE.)
~' d) N( o! C3 FFERRY FLIGHT- A flight for the purpose of:4 W7 c/ F- Q- `$ V. `* F
a. Returning an aircraft to base.
4 W1 w1 a6 z/ {( i/ Cb. Delivering an aircraft from one location to r s7 b$ Y6 T1 g$ G
another.
$ W* x# P/ G ~$ M% O, ]4 f3 mc. Moving an aircraft to and from a maintenance3 q: H; N6 }9 n; O
base.- Ferry flights, under certain conditions, may be0 v: u$ k8 d% u' K. z2 P0 I4 c/ @% M
conducted under terms of a special flight permit.1 C- c' k- W) w
FIELD ELEVATION(See AIRPORT ELEVATION.)
* C( t* S' y1 ]" `& U% K/ dFILED- Normally used in conjunction with flight! X: N8 B( }: l0 W
plans, meaning a flight plan has been submitted to
; }+ f+ q1 T( [$ Q3 J7 ]ATC.
5 Q9 h7 [+ E1 f6 N( w4 iFILED EN ROUTE DELAY- Any of the following
3 V) e# \5 z& H0 Opreplanned delays at points/areas along the route of- c9 \; S& A" Q. W$ x
flight which require special flight plan filing and: C( ^6 G5 p/ W
handling techniques.* h+ r' f! w5 u) M
a. Terminal Area Delay. A delay within a terminal
. }2 ?4 v r" R, p/ xarea for touch‐and‐go, low approach, or other
# o4 {0 G' e; ^% R M4 Sterminal area activity.
3 G) h9 b; Q }/ B) I# \ Hb. Special Use Airspace Delay. A delay within a, @1 G: z4 Q" e3 |1 D. t' w$ c( n" y: W
Military Operations Area, Restricted Area, Warning' g5 S6 q" V; H v
Area, or ATC Assigned Airspace.
6 y- q; f, T5 N! Ic. Aerial Refueling Delay. A delay within an
5 B) }: C' ^1 M5 V2 f' m* SAerial Refueling Track or Anchor.: a: R8 h, h# m+ [% Z
FILED FLIGHT PLAN- The flight plan as filed with; z5 _; c9 q3 n3 @7 x. I# h% B2 C
an ATS unit by the pilot or his/her designated& g( L, \/ J4 ?7 l( n, F
representative without any subsequent changes or
9 J( x0 x* p7 b9 M0 Dclearances.3 D, l( t: A# C/ ~# g6 Q; ~
FINAL- Commonly used to mean that an aircraft is4 k5 [6 u a+ W7 H, J0 g$ L
on the final approach course or is aligned with a3 L! l2 \% Q! w9 A
landing area.
# x* q' M( q2 C) c; e. Z& X# l(See FINAL APPROACH COURSE.)
J) o$ H: P# m0 K' @0 e; {(See FINAL APPROACH‐IFR.). V$ T* \8 Q" g
(See SEGMENTS OF AN INSTRUMENT
0 _( n f- j" b9 r. h! B$ Y. _APPROACH PROCEDURE.)
/ ]7 p! v$ O9 f; ?7 w! sFINAL APPROACH [ICAO]- That part of an
! d( x5 J% i7 D; e$ p5 k) g$ Minstrument approach procedure which commences at
& V* k6 r; B# |( gthe specified final approach fix or point, or where
3 ~" v7 m: B7 [9 Isuch a fix or point is not specified.: K4 q& s8 ?$ A, ?0 w8 W
a. At the end of the last procedure turn, base turn
3 h' J& m8 e3 _" L0 r4 c3 Ior inbound turn of a racetrack procedure, if specified;( f% B2 c" b/ N* Y0 D
or( L9 x& V I" z1 W9 z
b. At the point of interception of the last track
5 Z7 C! A+ Y. w8 _/ [0 O/ S) especified in the approach procedure; and ends at a8 E" X, o) Z7 D( D; i
point in the vicinity of an aerodrome from which:# [: t" ^8 K @- n7 c& S2 B9 A
1. A landing can be made; or
, A% d; m5 x9 M2. A missed approach procedure is initiated.
' j! F' M# R2 S( ]6 ZFINAL APPROACH COURSE- A bearing/radial/
0 j) m% X' R- u. P# ~% Ltrack of an instrument approach leading to a runway
, ?6 ~3 \* T, X& For an extended runway centerline all without regard7 i* i% b/ R8 k f
to distance.
* Y9 o) i$ D1 A1 @* RFINAL APPROACH FIX- The fix from which the
9 j7 P' j7 z. [! N& B6 o4 tfinal approach (IFR) to an airport is executed and
( p6 S9 U, B2 |. X" u8 m: twhich identifies the beginning of the final approach
* v9 U" C3 X. g+ D0 [5 I" I0 Bsegment. It is designated on Government charts by' V' k' F- I5 G9 ?
the Maltese Cross symbol for nonprecision
: ]* t$ l( w6 d2 R8 WPilot/Controller Glossary 2/14/08
4 y$ O; S. @3 P( ^+ @* w& R" D- bPCG F-2
( z8 z) C% T8 @# |' xapproaches and the lightning bolt symbol for4 p8 |* B% D6 i7 y: B/ W
precision approaches; or when ATC directs a- N5 W' j% N: a2 j
lower‐than‐published glideslope/path intercept alti‐8 J: B, {# e& G
tude, it is the resultant actual point of the
2 u; b* { Q) G6 _/ u( bglideslope/path intercept.
; m* X* g7 R) `9 O; L5 C+ K% W; S+ R(See FINAL APPROACH POINT.)* R' X+ u9 S/ \: N. ^& N ^
(See GLIDESLOPE INTERCEPT ALTITUDE.)) y! ~! I1 b! K# @
(See SEGMENTS OF AN INSTRUMENT0 H$ d4 N2 O5 y9 v. o. b
APPROACH PROCEDURE.)
0 p/ x w) k2 {/ o* Y- P+ g) gFINAL APPROACH‐IFR- The flight path of an
% G* A, M. ~2 \8 m9 K7 vaircraft which is inbound to an airport on a final
# d1 ]+ @8 `, B1 G0 J, oinstrument approach course, beginning at the final
' s. ^1 H7 v, p- k" k, |7 F, N0 m8 g# Kapproach fix or point and extending to the airport or: ?- z( W- g% J
the point where a circle‐to‐land maneuver or a missed
$ U) x& K0 Q& x! G3 ?5 z mapproach is executed.5 F" ?) B% \" a# A$ ~2 ]& B
(See FINAL APPROACH COURSE.). w+ W6 `9 @+ d3 ?+ s- L
(See FINAL APPROACH FIX.)( w- p) r; W. L2 q- Q4 d) Y/ q
(See FINAL APPROACH POINT.)
! f4 t8 f1 f: s: _2 c( x( O; d(See SEGMENTS OF AN INSTRUMENT
; `4 ^; ?6 r8 w7 x) D+ @APPROACH PROCEDURE.)
+ \6 {, m( @) {0 B(See ICAO term FINAL APPROACH.)& h$ u. O# a, t7 v/ o/ ~( h
FINAL APPROACH POINT- The point, applicable/ |4 S* C2 i1 u) Z, I8 z2 B
only to a nonprecision approach with no depicted
4 g6 ?/ U0 i- T2 \" [2 U4 e% ^FAF (such as an on airport VOR), where the aircraft! n+ [0 z5 i# z6 K9 |5 u
is established inbound on the final approach course
( d# R2 e6 k5 J x) U, F" Nfrom the procedure turn and where the final approach3 G) c" K- `1 T5 R* q$ v! o o+ n
descent may be commenced. The FAP serves as the
1 o; Z- Y! x9 f1 x3 aFAF and identifies the beginning of the final
2 t3 `/ K$ D; I" fapproach segment.
$ E8 @' `! Z3 \(See FINAL APPROACH FIX.)% _1 ^8 J6 {' x6 M5 Y
(See SEGMENTS OF AN INSTRUMENT
3 A6 E$ x0 L0 ^/ LAPPROACH PROCEDURE.)3 t3 T" Z" e3 e. g: ^" D
FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT
! e8 D3 a/ `. X, J* FAPPROACH PROCEDURE.)
2 a( F3 A% m# u" F- \7 rFINAL APPROACH SEGMENT [ICAO]- That0 m! Y6 s7 W1 w- V) f& ~
segment of an instrument approach procedure in
! i0 B7 Y5 z% j8 S; \1 ?% D/ z awhich alignment and descent for landing are
7 ~! P6 O6 K0 n5 p) Jaccomplished." ^. G- |# H! K; f. v
FINAL CONTROLLER- The controller providing) }. a* D9 t3 y( @7 {, R+ G
information and final approach guidance during PAR
# J8 [/ j9 E3 q& z( h$ Zand ASR approaches utilizing radar equipment.
+ S5 {0 d. c" i1 u& w5 n1 q! J% k(See RADAR APPROACH.), h* X% } O/ ]- l, k/ @- @$ b* X
FINAL GUARD SERVICE- A value added service
, [, |7 }8 ^5 [7 h/ |' b A* jprovided in conjunction with LAA/RAA only during* x+ a) _. k( U/ }9 O. C
periods of significant and fast changing weather
% M) k' Z. b: [+ L! o" hconditions that may affect landing and takeoff
( J9 ]9 ?) u1 L/ }; o4 Z) qoperations.) H+ I+ n$ s8 `" e0 w; z
FINAL MONITOR AID- A high resolution color
% }$ W9 O P2 y$ }8 M, F. udisplay that is equipped with the controller alert, ]2 V/ j1 W; j# k+ f# {
system hardware/software which is used in the
! z( y6 f% f% q; R1 H- A- wprecision runway monitor (PRM) system. The. R! F- K% t' f
display includes alert algorithms providing the target
) }/ J( t" o- H1 Z0 mpredictors, a color change alert when a target% R% O% r. R( \" e
penetrates or is predicted to penetrate the no
/ J4 u$ P7 g/ }2 Ctransgression zone (NTZ), a color change alert if the/ C3 J1 N8 j+ S0 s- q
aircraft transponder becomes inoperative, synthe‐
( ~/ x1 r4 N l+ O M+ U3 y+ m0 m% ^sized voice alerts, digital mapping, and like features
% p" Y. Y1 B, O- Z* Scontained in the PRM system.6 u, g9 Z- R" C* o+ x( f
(See RADAR APPROACH.)# p ~6 D# n$ S, Q1 E
FINAL MONITOR CONTROLLER- Air Traffic
. n7 c8 |. s2 C& ?6 p6 p& W. vControl Specialist assigned to radar monitor the
5 ?# h4 W( _0 t7 _% M/ t; oflight path of aircraft during simultaneous parallel
; W1 c7 K& |! {6 k3 o$ ?and simultaneous close parallel ILS approach
: o h; t9 Z, c; Yoperations. Each runway is assigned a final monitor
! w: \$ @5 m3 t7 r4 C c: jcontroller during simultaneous parallel and simulta‐
* A* I1 b' z3 O$ T8 Uneous close parallel ILS approaches. Final monitor
$ ^7 d& S; I3 o5 j4 G& Fcontrollers shall utilize the Precision Runway
! }8 i5 _( _; w% o# W; kMonitor (PRM) system during simultaneous close
3 j4 t( h' @- _, ~parallel ILS approaches.) d( u+ U5 Q5 O6 i1 K4 Q, R4 L# \
FIR(See FLIGHT INFORMATION REGION.)
- b* R9 \4 _+ ]$ x. S0 x: L$ X. `FIRST TIER CENTER- The ARTCC immediately
4 ]! Y! R# [ {- d" D2 ^2 u- g& nadjacent to the impacted center.
$ o8 M) J: a$ ]3 h$ B( H) ZFIX- A geographical position determined by visual
+ |- P9 Y$ l; S" }3 Zreference to the surface, by reference to one or more
/ M# r- V! h4 J# |9 wradio NAVAIDs, by celestial plotting, or by another3 Q" Q( o( X: P
navigational device., J& g' `; E+ V# k8 L4 K
FIX BALANCING- A process whereby aircraft are
P. I E$ y- l ?: [& j% Cevenly distributed over several available arrival fixes% b( J7 I& R! E: X4 C* O
reducing delays and controller workload.
1 ^0 I* x v( U$ g8 {* e$ mFLAG- A warning device incorporated in certain
8 U; v D+ }, [% {airborne navigation and flight instruments indicating
1 @3 R3 Q# M+ Z: @0 D$ ethat: F8 _) C0 Z- j/ N; T. w
a. Instruments are inoperative or otherwise not
0 s0 n2 t) ?3 E1 v8 Voperating satisfactorily, or" g1 r* Z- Q7 u3 W+ }
b. Signal strength or quality of the received signal
( d$ C. G2 z1 f$ H0 pfalls below acceptable values.
% v6 D8 V* `- ?: T! Q7 VFLAG ALARM(See FLAG.)
6 N$ P {) p8 J( ]" U3 w+ c$ PFLAMEOUT- An emergency condition caused by a3 L* k4 {) _' G2 M" e
loss of engine power.
' b/ c1 P7 Z: nFLAMEOUT PATTERN- An approach normally
$ w7 |- _2 V1 J2 u5 f6 U$ bconducted by a single‐engine military aircraft5 d7 G. U' f% d+ I$ L$ G
experiencing loss or anticipating loss of engine
, z( a: W2 {: g; J. W& oPilot/Controller Glossary 2/14/08
2 B' g& M! X; z$ uPCG F-3! O8 }2 y& G. ^7 K# u
power or control. The standard overhead approach
5 z2 R; W' J6 ~! y+ r! H( |starts at a relatively high altitude over a runway; @6 @! P8 ~- g6 X
(“high key”) followed by a continuous 180 degree: Z) d& p& H1 O
turn to a high, wide position (“low key”) followed by9 a. b) h" y6 G: D! j2 ^
a continuous 180 degree turn final. The standard* k% k# C( k! p& }! |2 S" k# m3 N
straight‐in pattern starts at a point that results in a3 \4 W0 ]0 m2 F. T1 O' K3 Q
straight‐in approach with a high rate of descent to the
# m4 R( y/ H9 g5 f2 G+ Erunway. Flameout approaches terminate in the type3 N6 J6 S# [. B- o: N
approach requested by the pilot (normally fullstop).
9 r, X5 N3 l2 `. eFLIGHT CHECK- A call‐sign prefix used by FAA3 }! Y4 E0 k- `5 M1 U8 N: D
aircraft engaged in flight inspection/certification of
( F: m* P# G7 j/ s" ^/ Q' ^navigational aids and flight procedures. The word: }; V" K4 z, w3 I) E, ^
“recorded” may be added as a suffix; e.g., “Flight6 \) [% r( q& R# i( n
Check 320 recorded” to indicate that an automated
* l% M2 ~& t/ p* u- iflight inspection is in progress in terminal areas.
5 W, O( D% f y3 }& k/ A: ?, I(See FLIGHT INSPECTION.)
1 o: C9 ^( _9 F) O8 v(Refer to AIM.): U! b. g: z9 k7 s! S' ]/ e' ?' x
FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.)) B: Y0 l6 N1 P( V5 F
FLIGHT INFORMATION REGION- An airspace of
: S6 ^. n) N7 d: V3 z2 [4 hdefined dimensions within which Flight Information/ H+ I. C7 c4 z# @2 T# {& `, A
Service and Alerting Service are provided.9 c( [, p- ?( J0 j, z) D1 R' a" A! h
a. Flight Information Service. A service provided2 y7 u5 o' r% Q8 D$ {7 y
for the purpose of giving advice and information
% h3 l6 E; i! S% l9 zuseful for the safe and efficient conduct of flights.: L! {0 m% v" S4 D- g
b. Alerting Service. A service provided to notify
9 G" F/ h1 C# D$ K$ d5 @# Lappropriate organizations regarding aircraft in need
, \4 p5 d* y5 F8 U* k5 Eof search and rescue aid and to assist such% T0 N/ d9 V( L2 i; }6 ]
organizations as required.$ h8 A2 Z- w) e& K
FLIGHT INFORMATION SERVICE- A service
( f) k v& U0 N/ B8 Fprovided for the purpose of giving advice and
' j z, ^2 @7 S. u" i" a: Rinformation useful for the safe and efficient conduct" Y9 H% p- L. y
of flights.
' `3 A5 P$ s! M8 N( R2 pFLIGHT INSPECTION- Inflight investigation and
5 i. o; W: E( y8 _* D- @evaluation of a navigational aid to determine whether+ Z# l7 s4 Z0 W. O9 e7 ]) G
it meets established tolerances.2 e2 x1 _1 Y3 a5 [. b, Q
(See FLIGHT CHECK.)
& ~* ]1 f8 }$ w" p$ B(See NAVIGATIONAL AID.)
# r( |* t& T n R: y) JFLIGHT LEVEL- A level of constant atmospheric
* z. O5 N- I! j4 Qpressure related to a reference datum of 29.92 inches
- _) D/ Y9 g0 I, B4 n0 Vof mercury. Each is stated in three digits that represent4 _5 a8 r8 j6 c
hundreds of feet. For example, flight level (FL) 250
( a% h# {( L; \8 Trepresents a barometric altimeter indication of: V$ A" R7 x4 M8 B
25,000 feet; FL 255, an indication of 25,500 feet.5 O% A% W1 Z8 l V
(See ICAO term FLIGHT LEVEL.)
1 }2 Q# m* ]# x# DFLIGHT LEVEL [ICAO]- A surface of constant
) n" m q% h' M/ J: ]atmospheric pressure which is related to a specific9 y( I" y4 U# Y, W& v
pressure datum, 1013.2 hPa (1013.2 mb), and is) G+ x) ~5 U4 ?$ W1 ]
separated from other such surfaces by specific" [5 U4 _" E8 S- v8 }5 ?3 ~
pressure intervals.5 e5 B" p* B% u" {
Note 1:A pressure type altimeter calibrated in" `. q- u. X% a+ e4 n# D* h
accordance with the standard atmosphere:! F) M V3 q5 `/ R( b: F
a. When set to a QNH altimeter setting, will5 d7 x. S# Q! N
indicate altitude;+ B: V# x: K: G
b. When set to a QFE altimeter setting, will( A" c+ I2 V1 X
indicate height above the QFE reference datum;
+ q2 N; ]# b3 Hand1 W7 L0 O+ f# z( R
c. When set to a pressure of 1013.2 hPa
6 w. A( q# P2 p% k(1013.2 mb), may be used to indicate flight levels.
~* N3 Y# ~8 l- ANote 2:The terms `height' and `altitude,' used in
9 j. n' l- z' h8 v5 L$ M1 ]1 INote 1 above, indicate altimetric rather than( q z, r: s" T$ U
geometric heights and altitudes.
) B: p) F/ y) @+ B1 mFLIGHT LINE- A term used to describe the precise* f* x# n8 `, |; T3 F( _& L
movement of a civil photogrammetric aircraft along- s& i! L' ]& q2 O" K" R
a predetermined course(s) at a predetermined altitude) h$ ?" O( Z7 d# T8 Q. v
during the actual photographic run.4 \2 ]% `4 I \) B1 B- Z d
FLIGHT MANAGEMENT SYSTEMS- A comput‐
1 I( A5 T: h8 S. |9 x. `er system that uses a large data base to allow routes" v4 u& f4 j+ z5 ~
to be preprogrammed and fed into the system by
, {( x7 `6 I/ m$ I+ y( emeans of a data loader. The system is constantly
8 @2 C" ?1 I# ~2 oupdated with respect to position accuracy by
- S: F, k. G8 c7 f! Z) p2 `reference to conventional navigation aids. The
& ^' C; f: N3 E" @. _. f- a* L$ O1 csophisticated program and its associated data base
^; f' t+ W+ _+ R$ C7 finsures that the most appropriate aids are automati‐
6 t4 f L! k7 D3 {" t8 D Lcally selected during the information update cycle.' s+ r7 C1 W1 N
FLIGHT MANAGEMENT SYSTEM PROCE‐
/ P8 s2 J: K4 U" S6 T1 ZDURE- An arrival, departure, or approach procedure
( D; ]7 e% ~: G" S7 t7 R* V" P0 ddeveloped for use by aircraft with a slant (/) E or slant
# @6 p5 K) A0 Q4 t. x4 G/ M4 B(/) F equipment suffix.
1 F/ \- ? c" M! x% s, A! }, |# d$ `FLIGHT PATH- A line, course, or track along which
! g7 m R8 e+ r7 \an aircraft is flying or intended to be flown.
* C& \- B" N$ R4 E(See COURSE.)
/ T0 D9 V8 R1 s(See TRACK.)/ @ C! `5 b% g! b, e6 e- c
FLIGHT PLAN- Specified information relating to
. X. S' F9 ^9 w/ j& Zthe intended flight of an aircraft that is filed orally or' `, @ l1 C/ x
in writing with an FSS or an ATC facility.: ^0 a6 x1 u' N& e o7 g: X$ v% {* F
(See FAST FILE.)
, W4 b8 w) l) X l4 u2 m/ G(See FILED.)1 k0 O1 k" Q5 q, y( p. l0 x
(Refer to AIM.)- U+ y5 C5 P* M" y) r9 P
FLIGHT PLAN AREA- The geographical area
0 R, V- y+ ]: E2 r# d2 fassigned by regional air traffic divisions to a flight
+ n- }6 c/ c. K8 L& q/ S# [service station for the purpose of search and rescue
/ }# Y9 B" N) I* |& G2 tfor VFR aircraft, issuance of NOTAMs, pilot5 d7 X+ ]2 R$ U) |2 W2 {+ [# e7 ^! t
briefing, in‐flight services, broadcast, emergency
' W$ p( E0 N7 L6 B. `services, flight data processing, international opera‐6 A1 r5 Z9 d8 K, S
tions, and aviation weather services. Three letter8 h7 q; i B9 Z# O% h
Pilot/Controller Glossary 2/14/08
% m: |' A2 p% b1 q* i/ BPCG F-4
7 w$ _' _/ T1 E* \identifiers are assigned to every flight service station
& M" \& [# b4 O5 o8 [1 Y0 u( o, Y; W( Q: ]and are annotated in AFDs and FAAO JO 7350.8,
$ {% A$ P! B. ~' c7 O4 uLOCATION IDENTIFIERS, as tie‐in facilities.+ f- \, e& W5 o, V- h' s! O) W
(See FAST FILE.)8 _- h3 l) k# |" c& Z3 I% L
(See FILED.)
% B1 |' i9 ~3 I) u(Refer to AIM.)
5 A7 f: S! h7 S f- b8 IFLIGHT RECORDER- A general term applied to
# J. s% ~# u) F) l$ M; dany instrument or device that records information
' B0 \% `8 z( ]about the performance of an aircraft in flight or about
) D4 X3 d! g9 E5 R; Tconditions encountered in flight. Flight recorders2 ^0 a2 u+ V( }* M
may make records of airspeed, outside air' M! O: o2 T* \0 X: s
temperature, vertical acceleration, engine RPM,
2 m) v- { E5 v4 o: ^: _2 O: vmanifold pressure, and other pertinent variables for a% ?& X8 F( X9 d, ~$ g
given flight./ g" ?, O2 x/ o8 ~' a/ B1 _$ i
(See ICAO term FLIGHT RECORDER.)
6 j! S3 o3 c$ T2 h. QFLIGHT RECORDER [ICAO]- Any type of/ F* K& _& S% K$ E. d: e
recorder installed in the aircraft for the purpose of
0 l: o8 c* u# Z7 s4 S# U& Q ~; W4 O8 _complementing accident/incident investigation.
. |/ n1 D a. S5 h6 s# }% ANote:See Annex 6 Part I, for specifications relating* o. B3 }6 u6 J; |
to flight recorders.
& i, M" D" J+ J- yFLIGHT SERVICE STATION- Air traffic facilities
3 Z7 t% ^- y' Ywhich provide pilot briefing, en route communica‐" H& H; \ s' o( r
tions and VFR search and rescue services, assist lost
: w; U6 d5 x4 haircraft and aircraft in emergency situations, relay
+ k W. z$ m" HATC clearances, originate Notices to Airmen,8 o3 C7 I: K' F" n$ T
broadcast aviation weather and NAS information,: K. Y% X- ]" H! ^- [. I; q9 s* b$ q% [& n
and receive and process IFR flight plans. In addition,
' V1 O' s; Y) ?: b! Xat selected locations, FSSs provide En Route Flight! e8 ~9 A' \( j: U: Z0 x
Advisory Service (Flight Watch), issue airport
\* y* s8 {8 m( \- Y6 sadvisories, and advise Customs and Immigration of
: j8 l8 y) j9 E7 f, ~transborder flights. Selected Flight Service Stations
) E4 a7 x8 H) u2 k4 ^# r! S- yin Alaska also provide TWEB recordings and take ~ X1 X" }# L2 o' W6 H n- P
weather observations.3 J! F' Y$ b( u( @6 L
(Refer to AIM.). z, @- n! v0 Z; I' h! K1 I
FLIGHT STANDARDS DISTRICT OFFICE- An/ O# Y Q' _5 V6 ~0 Y
FAA field office serving an assigned geographical
' A* R$ _3 V! Xarea and staffed with Flight Standards personnel who
) C5 u& }( c4 A+ O1 r* U5 |# Fserve the aviation industry and the general public on! ?9 j" ^: a2 u% U
matters relating to the certification and operation of! Z5 z2 O1 [* c/ u5 Z* r0 ~
air carrier and general aviation aircraft. Activities3 q* q# h7 o; n
include general surveillance of operational safety,9 _+ \# |% i! S k0 B8 @+ w) N
certification of airmen and aircraft, accident9 c! \' F( x3 q9 y7 G
prevention, investigation, enforcement, etc.; R3 `1 A+ c( p+ _/ L: E8 I5 Z y* `
FLIGHT TEST- A flight for the purpose of:6 |! J+ z$ h+ ?0 _+ v" E
a. Investigating the operation/flight characteris‐
, m' o$ A1 }/ v3 V. q* ftics of an aircraft or aircraft component./ s0 b- s: w. ^+ }
b. Evaluating an applicant for a pilot certificate or3 Z- m$ |& c$ h O4 n1 [8 h7 K
rating.% T& ~+ r" C1 R& n# r% E) C
FLIGHT VISIBILITY(See VISIBILITY.), U0 R# p! `) w/ g+ a. O+ X, W
FLIGHT WATCH- A shortened term for use in' F: X* ]1 q8 [. k: v8 J( @1 M
air‐ground contacts to identify the flight service E3 t" p* B6 k% ?. r
station providing En Route Flight Advisory Service;
* E$ p* p5 g) z8 te.g., “Oakland Flight Watch.”% @8 M7 l8 c% u8 I+ z/ o/ Y
(See EN ROUTE FLIGHT ADVISORY
+ B1 |& e& F* U/ w' LSERVICE.)! W9 @$ L/ C3 P# K* e
FLIP(See DOD FLIP.)
$ Y w; s7 i7 ?! yFLY HEADING (DEGREES)- Informs the pilot of
+ E" ~( M, T5 w2 i/ Pthe heading he/she should fly. The pilot may have to' n3 o" Q8 K& G: N8 m2 I, m& w; r
turn to, or continue on, a specific compass direction
6 `0 R4 u+ H, fin order to comply with the instructions. The pilot is% ~6 E4 A8 i" R7 e+ }1 ], u
expected to turn in the shorter direction to the heading
" g) L' R5 m# E- u& O j1 C! [: ?unless otherwise instructed by ATC.
- q. A. n) U- @# K6 UFLY‐BY WAYPOINT- A fly‐by waypoint requires& \" R: g; \2 v. y! ?( i2 m
the use of turn anticipation to avoid overshoot of the. d) A, j1 `) u5 e7 B8 y) x
next flight segment.: ?" K: q8 Q: Y7 S5 j4 @" I
FLY‐OVER WAYPOINT- A fly‐over waypoint
$ @& R5 e8 m) d8 {precludes any turn until the waypoint is overflown
; s$ k' d. ~% E9 _4 L( hand is followed by an intercept maneuver of the next
% c& l$ z1 S( t( c. { r/ C: Z$ }7 [flight segment.
) k( x5 R C/ C# f0 \ N% DFMA(See FINAL MONITOR AID.)
- M3 U+ k9 h! L; PFMS(See FLIGHT MANAGEMENT SYSTEM.)
- o5 g0 Z/ G' J9 CFMSP(See FLIGHT MANAGEMENT SYSTEM
* I: {, `/ V; uPROCEDURE.)) @: v/ r% V! u" y
FORMATION FLIGHT- More than one aircraft \, c7 i: w$ [3 I
which, by prior arrangement between the pilots,
* K( ^. G& L5 E4 H0 Boperate as a single aircraft with regard to navigation
. y- D' y1 ~, R% wand position reporting. Separation between aircraft
L' c$ R/ z& jwithin the formation is the responsibility of the flight# ~2 \2 y/ L+ [5 |
leader and the pilots of the other aircraft in the flight.0 |$ }$ t. Y" F+ w' O& i
This includes transition periods when aircraft within4 o" R( P4 @5 Y7 p/ K
the formation are maneuvering to attain separation. U3 R% l! f% `) |. ]
from each other to effect individual control and
; A0 l: ]' L, J9 b' o& ~during join‐up and breakaway.
: ?$ H- o, @' W sa. A standard form ation is one in which a
6 O' x6 K" ?: ~' ]5 q9 A, i/ ~ v/ g/ Lproximity of no more than 1 mile laterally or
4 m, G7 E0 c: G" Plongitudinally and within 100 feet vertically from the( X# C2 [. u P% ?# W
flight leader is maintained by each wingman.
, q0 r) D) ]3 ub. Nonstandard formations are those operating
3 f, ^/ H% p/ X5 v g. w- y* runder any of the following conditions:
( U3 S* [3 C) z. S) B* ?Pilot/Controller Glossary 2/14/08
, x+ q) ]8 V& \PCG F-5! c* ^" ]6 r! b; u( l) F
1. When the flight leader has requested and ATC* x% {2 z' N, U4 t
has approved other than standard form ation
& x1 K/ J5 w$ u. Mdimensions.8 M/ V& p# C9 g' D- N- {. X
2. When operating within an authorized altitude( `0 \4 `8 g; d' D
reservation (ALTRV) or under the provisions of a" U! J3 p* |% `2 B, B
letter of agreement.
: r3 _) ^6 m8 ]; @* \; j. Q3. When the operations are conducted in
, n p4 y* H8 pairspace specifically designed for a special activity.) O4 Q& c2 L g0 L+ A
(See ALTITUDE RESERVATION.); F! F* k" j1 b% o* d( a) a
(Refer to 14 CFR Part 91.)
7 z( h0 l6 ]4 EFRC(See REQUEST FULL ROUTE CLEARANCE.)
6 |. Z# f( a9 m1 l0 X EFREEZE/FROZEN- Terms used in referring to' u. R7 R* Z2 Q" ~. {8 Q3 X
arrivals which have been assigned ACLTs and to the
7 c& s( e. J5 ]lists in which they are displayed.$ O! V/ {1 m/ J- Q) L
FREEZE CALCULATED LANDING TIME- A6 i+ @5 O, ]. j' O
dynamic parameter number of minutes prior to the8 X/ E4 ?+ q3 W' @/ i6 L! u
meter fix calculated time of arrival for each aircraft
4 f R& N" g9 H5 r) [& q& ?+ ]when the TCLT is frozen and becomes an ACLT (i.e.,
+ e% O# t$ s2 k4 i8 X7 S5 kthe VTA is updated and consequently the TCLT is( k, D7 `! C3 ]7 |
modified as appropriate until FCLT minutes prior to
! c" U- }3 d8 G: qmeter fix calculated time of arrival, at which time; l' o0 m" x6 d/ c2 [$ y
updating is suspended and an ACLT and a frozen \- D5 C- b0 F/ w2 G
meter fix crossing time (MFT) is assigned).
) Z$ v: ~* @* m* Y9 j% z% uFREEZE HORIZON- The time or point at which an
# ]8 E/ G0 |! g' o" Aaircraft's STA becomes fixed and no longer fluctuates
: p' S4 u' o& o$ Owith each radar update. This setting insures a constant
1 Z- u* `4 V: N% F4 Ktime for each aircraft, necessary for the metering
' W4 {" t+ u: Y$ }$ Zcontroller to plan his/her delay technique. This/ C8 D8 l) M( p" }8 Z
setting can be either in distance from the meter fix or8 s: r2 i! S* D* |# v
a prescribed flying time to the meter fix.$ w8 M1 F, d: S1 c
FREEZE SPEED PARAMETER- A speed adapted% C* ~3 T. a- S1 k
for each aircraft to determine fast and slow aircraft.
% j; T. b, f; c: QFast aircraft freeze on parameter FCLT and slow
# H a0 u! d3 o8 A# F5 ~4 ~# Z( I3 Raircraft freeze on parameter MLDI.; L1 V' A( z, R: Q, n* t8 H
FRICTION MEASUREMENT- A measurement of
, S; N B5 k7 ~+ }5 Q, Hthe friction characteristics of the runway pavement
1 E$ S; B. D( @, ~* D3 f/ |0 Vsurface using continuous self‐watering friction: a/ }: l' Z) ^" B. T& t. _1 V
measurement equipment in accordance with the8 h) I1 \. J& m* @4 v, v
specifications, procedures and schedules contained
{+ X0 z5 O( ~! z+ ain AC 150/5320-12, Measurement, Construction,
0 j4 F4 c. t% g% \and Maintenance of Skid Resistant Airport Pavement
7 r+ J. O/ M2 E4 bSurfaces.
6 p# {" k, D2 G4 `; u7 X) K) q2 jFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)
9 o8 a. C6 ~+ Q& I' I2 G1 X! AFSPD(See FREEZE SPEED PARAMETER.)
$ n8 D8 s. i; @FSS(See FLIGHT SERVICE STATION.)
9 E+ j; k: [( C/ H0 |2 x8 {FUEL DUMPING- Airborne release of usable fuel.
3 c" Y) ]5 X- r( I; BThis does not include the dropping of fuel tanks.% J L5 z+ i6 j! N7 {
(See JETTISONING OF EXTERNAL STORES.)
8 z- O1 A+ ?' ]* lFUEL REMAINING- A phrase used by either pilots
# D2 f t) O: g( l3 aor controllers when relating to the fuel remaining on: G3 c" m, F2 [
board until actual fuel exhaustion. When transmitting
5 j: J. X# A* { ^! d7 d# vsuch information in response to either a controller
+ ^% K3 `, B$ z" R" Y# Pquestion or pilot initiated cautionary advisory to air# n4 }& j4 x& d8 T [- Z4 @
traffic control, pilots will state the APPROXIMATE
. H. `' Y, r6 `+ V/ Y- BNUMBER OF MINUTES the flight can continue
6 I3 M) {* Q& F$ N5 ~with the fuel remaining. All reserve fuel SHOULD( n( k; Y# _) \/ v- ~
BE INCLUDED in the time stated, as should an/ j" {( Q0 `$ p& ~
allowance for established fuel gauge system error.
; J5 G- Y' X% ]) X- ^FUEL SIPHONING- Unintentional release of fuel
- T! e4 D+ i: k2 z* J. u& v0 W- }caused by overflow, puncture, loose cap, etc.4 ^6 a3 ] u% z# I& z/ z0 E
FUEL VENTING(See FUEL SIPHONING.)
1 p3 w4 V; a+ s5 I: oPilot/Controller Glossary 2/14/08
3 H( o l) U* H; KPCG G-11 P7 X+ F: _& ?+ h. `4 ?6 d
G |
|