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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:13:05 |只看该作者
COMPOSITE SEPARATION- A method of separat‐ ! b/ J# x7 C, U2 \4 Ling aircraft in a composite route system where, by" d. ]" {4 {% z0 p management of route and altitude assignments, a * R0 S" S: A0 ?) x. i( Y S3 Zcombination of half the lateral minimum specified for V/ ^. }6 t9 F" ]3 c4 T! ? the area concerned and half the vertical minimum is ?3 r: j$ ^* P$ v+ X applied. ' l3 |+ V9 g. h, U$ z8 v. A2 Z4 MCOMPULSORY REPORTING POINTS- Reporting 6 x3 M( B# T1 Upoints which must be reported to ATC. They are * X- S! G( u) M4 [designated on aeronautical charts by solid triangles or, Y( J6 _ {$ G filed in a flight plan as fixes selected to define direct - Q8 F# y8 |# b- {routes. These points are geographical locations + V& `" P. ^* o2 q$ U3 i1 G2 Jwhich are defined by navigation aids/fixes. Pilots) {$ [, m. `# v) `! `# ~ should discontinue position reporting over compul‐ $ P, i% s4 `( z2 F$ ~, {sory reporting points when informed by ATC that) _/ q( A$ y% ^7 N5 l: P their aircraft is in “radar contact.” ; o- Y% M3 I7 gCONFLICT ALERT- A function of certain air traffic / u9 P* n2 S y, G* g$ econtrol automated systems designed to alert radar 3 \, ]* A* G' [- ^7 C p9 gcontrollers to existing or pending situations between s6 b5 \& o* j# F tracked targets (known IFR or VFR aircraft) that; Y+ R( a- ^# Z. t4 ? require his/her immediate attention/action. : B4 v9 Q1 b- W; i5 ~(See MODE C INTRUDER ALERT.)& N) \' y: q% Z* }# k- u! k CONFLICT RESOLUTION- The resolution of; O7 a# D: S- y/ b1 ` potential conflictions between aircraft that are radar 6 B* M& B8 F1 }2 ridentified and in communication with ATC by 8 C$ j( j4 i4 y9 Kensuring that radar targets do not touch. Pertinent - o6 C: n. m4 b' h4 a) A. Ptraffic advisories shall be issued when this procedure6 _8 d1 C; P( n g! d% c& V is applied. - c7 ~, z* u G3 C3 h7 c. g) @# YNote:This procedure shall not be provided utilizing7 v) x& t: |, H' n) y q mosaic radar systems. # D8 d( X* i5 l wCONFORMANCE- The condition established when ) x3 ^( I+ _+ }' j, `an aircraft's actual position is within the conformance* Z6 T- E0 w- z4 J5 e& t: K8 l region constructed around that aircraft at its position,; p/ d+ a+ G" f0 k! g" W! U according to the trajectory associated with the% d! K! W A) h# g5 J aircraft's Current Plan. ; y2 j$ b& K& Z8 x7 ]' f" vCONFORMANCE REGION- A volume, bounded' }5 \" ~3 |0 n! p( a* K- W, d4 v; l laterally, vertically, and longitudinally, within which! C8 {! X0 W, C4 u1 s( d* ?' Y an aircraft must be at a given time in order to be in * X" f# |, ^- c. B- e3 G: fconformance with the Current Plan Trajectory for that- |: w6 {* Z$ w% D3 R5 j0 G- m* K aircraft. At a given time, the conformance region is 2 a2 {! `3 ^/ \; c- U. Edetermined by the simultaneous application of the2 t6 O5 K7 H6 b" Z lateral, vertical, and longitudinal conformance - [. }) c1 b* T5 Q i# C1 I' abounds for the aircraft at the position defined by time 1 b5 z1 K6 I0 ? a* t! J1 Z1 q) hand aircraft's trajectory." M. G: ~3 O7 J4 n6 { CONSOLAN- A low frequency, long‐distance : F/ G+ b% z- u4 G% [' l7 P( jNAVAID used principally for transoceanic naviga‐/ X$ s/ o& l" \: F4 ^ tions.3 C! f: j, ~/ v, j& @* m7 F, k CONTACTa. Establish communication with (followed by the $ T1 i2 a2 e0 Y9 |/ @7 zname of the facility and, if appropriate, the frequency, B9 W% z Q! N5 O to be used). 1 F2 m% G+ H5 P" nb. A flight condition wherein the pilot ascertains6 }, @( u: ]" l) G; ~ the attitude of his/her aircraft and navigates by visual Z3 m* F# B# e& X reference to the surface. / H3 O3 {/ K& c/ H* y1 @(See CONTACT APPROACH.) 4 U& @3 c& M+ N/ g' b% k) T+ I- K(See RADAR CONTACT.)5 \7 `- D2 n0 S' F7 ?( y2 g CONTACT APPROACH- An approach wherein an ! V8 P4 F6 N( a! H' Q+ caircraft on an IFR flight plan, having an air traffic9 c& J. Z0 J9 o8 R5 z* p1 w control authorization, operating clear of clouds with# c" s n+ [# g5 k at least 1 mile flight visibility and a reasonable8 m1 f. u! x$ p$ b expectation of continuing to the destination airport in6 @4 p: ]8 Y6 d those conditions, may deviate from the instrument3 I' F0 \& T3 ^# y approach procedure and proceed to the destination 9 e4 R5 u R& m5 dairport by visual reference to the surface. This 5 F7 D8 x' t2 Tapproach will only be authorized when requested by 1 i$ n, ]5 x5 V! j( ~# ]) I8 Kthe pilot and the reported ground visibility at the" s" j- O5 Y8 f- q% O+ x- l* ] destination airport is at least 1 statute mile. 3 ~/ u% F3 x0 E9 E(Refer to AIM.)+ H; J/ l; F7 U1 s6 Q CONTAMINATED RUNWAY- A runway is ! S K; i% [2 O0 a" _( Zconsidered contaminated whenever standing water,6 A' i3 w; k4 Y# u6 y ~! m2 v ice, snow, slush, frost in any form, heavy rubber, or5 Y$ U6 W" I! {- G other substances are present. A runway is contami‐" m7 g4 {9 C$ y7 V- U nated with respect to rubber deposits or other$ X' s2 `# r, X$ r friction‐degrading substances when the average . V" P4 a$ x4 r$ }. |friction value for any 500‐foot segment of the runway 3 t& M2 R: K. Cwithin the ALD fails below the recommended 9 N8 O: s5 c. D& xminimum friction level and the average friction value 4 v- b6 l2 m( D& Iin the adjacent 500‐foot segments falls below the9 X; K/ g. @5 s. _9 I0 h/ f5 P8 H maintenance planning friction level.$ Z. h ^8 E* z CONTERMINOUS U.S.- The 48 adjoining States 9 ^4 F5 e8 J2 x9 Z+ c: {and the District of Columbia. ~1 T# M9 o' U: V9 ^% ^7 `Pilot/Controller Glossary 2/14/08 6 F/ O( R: C1 T& o, R N( Y6 BPCG C-6# F* J% V5 V k1 J- L3 ~: @1 Z CONTINENTAL UNITED STATES- The 49 States6 u/ U3 _; e3 ~; p! E2 J" v& S+ E located on the continent of North America and the, R1 O8 Z$ b. | District of Columbia. . P7 q: q8 k8 ?+ u& bCONTINUE- When used as a control instruction; G4 \) d/ K! [( [ should be followed by another word or words ' r3 n3 Z9 u1 Bclarifying what is expected of the pilot. Example: k! _& D8 t4 J; z. f“continue taxi,” “continue descent,” “continue8 x& `, }; ?1 ?% l/ l' W inbound,” etc. " e5 m8 p% ]* S/ v* A, @( u9 K& t) lCONTROL AREA [ICAO]- A controlled airspace0 Z/ u9 u. E% e7 X extending upwards from a specified limit above the; }% D4 N% g5 W* Q* @; Q* ^2 H/ w/ d8 { earth. & o1 z) w0 @- D5 ~CONTROL SECTOR- An airspace area of defined' x$ x$ P. y; h$ {4 R horizontal and vertical dimensions for which a % U1 M) D1 e4 H* M% Scontroller or group of controllers has air traffic ' i# c* e! | L3 B/ w8 _" ? Qcontrol responsibility, normally within an air route b5 Z! |! E6 i$ Ltraffic control center or an approach control facility. ' u# l0 _& N" M* o& _6 OSectors are established based on predominant traffic 5 X8 a% n6 e. r/ Lflows, altitude strata, and controller workload. 5 A) c& y' ?- h6 s. ^ nPilot‐communications during operations within a , ?; S d, n7 N( z) ?) a) vsector are normally maintained on discrete frequen‐ + W2 m v& m) [- f( F5 Wcies assigned to the sector. 5 D# X6 }" W4 W7 _(See DISCRETE FREQUENCY.) ( N" b' R. t6 J2 H9 YCONTROL SLASH- A radar beacon slash repre‐# B# X$ P6 S/ }2 J% y senting the actual position of the associated aircraft. 7 @7 H5 j0 z8 {4 L% L+ F- v* HNormally, the control slash is the one closest to the4 M9 l1 ?. r# E/ n' W1 w" h( q0 H interrogating radar beacon site. When ARTCC radar6 R6 H2 i T- P& N2 L* m" {3 } is operating in narrowband (digitized) mode, the2 Y; T" y1 I6 ^3 p8 o4 F7 O% _# Q control slash is converted to a target symbol. / N; G# K8 M! Z+ nCONTROLLED AIR SPACE- An airspace of 4 U& r, {! a# T! w7 odefined dimensions within which air traffic control - R6 V0 a2 G7 _; ]& e' `* i4 b3 aservice is provided to IFR flights and to VFR flights; D# m0 E- N1 j( M! K in accordance with the airspace classification.# p6 ]7 L8 Z' t" E9 ?8 z a. Controlled airspace is a generic term that covers ( M! w4 E2 H3 B; B$ U# D1 |Class A, Class B, Class C, Class D, and Class E & r6 I# {1 e3 N7 `) A k; }3 B& y" @+ Kairspace. ; E% H1 z8 A: H) @( _b. Controlled airspace is also that airspace within , k3 C% a3 u0 b( v, kwhich all aircraft operators are subject to certain pilot0 w2 d2 R f' [) Y% E qualifications, operating rules, and equipment " r+ ~4 ^0 z. j* m& t. urequirem ents in 14 CFR Part 91 (for specific$ {5 U4 p! ?9 M1 `. \; R O operating requirements, please refer to 14 CFR r( C) G) ~4 P+ c8 IPart 91). For IFR operations in any class of controlled , w: ]( m$ G6 B# {. l0 w$ a( jairspace, a pilot must file an IFR flight plan and1 R% \& n i6 S: I0 V receive an appropriate ATC clearance. Each Class B, 7 K6 [+ k2 `/ e6 o( zClass C, and Class D airspace area designated for an $ S% b5 R9 s5 pairport contains at least one primary airport around- K2 ^4 F; J8 ^8 W& y, _ which the airspace is designated (for specific+ o; q' T" C( N1 I4 y% p, ] designations and descriptions of the airspace classes, + e8 i, g0 a& @/ gplease refer to 14 CFR Part 71). ! _+ {5 e! T5 q8 B3 O( O1 Z; S2 fc. Controlled airspace in the United States is/ e$ t( _2 B0 a4 u* p4 i+ x designated as follows:' M9 o6 Q) c* u7 u 1. CLASS A- Generally, that airspace from 1 Q j7 t P* \; ]/ t- w: N" N6 x18,000 feet MSL up to and including FL 600,) U# d& F4 o: I$ I2 r% _ including the airspace overlying the waters within 12 # q2 p; g! _; {- Jnautical miles of the coast of the 48 contiguous States7 a1 G) m3 E8 f/ c4 F p% V and Alaska. Unless otherwise authorized, all persons $ u0 T0 n, Q, O* E3 O3 rmust operate their aircraft under IFR. c( D$ t" ^& t8 H 2. CLASS B- Generally, that airspace from the# L( ]$ C* A. J& Y0 [. f# ? surface to 10,000 feet MSL surrounding the nation's- d; U0 _# ^ l* f: ^% p( R; u- H- H busiest airports in terms of airport operations or 0 ^' }5 k' X9 u. l% e7 Dpassenger enplanements. The configuration of each3 w7 \. o9 h$ n0 h$ E+ z% J Class B airspace area is individually tailored and O2 E4 U0 c7 b) ~# \consists of a surface area and two or more layers 6 ?) i. ^, D. F(some Class B airspaces areas resemble upside‐down' T! D, k, Q0 F8 C4 }% E wedding cakes), and is designed to contain all+ o) P! q. B; c9 p published instrument procedures once an aircraft2 k# I! \, _7 K4 v% { enters the airspace. An ATC clearance is required for 1 J X% `. L: q' nall aircraft to operate in the area, and all aircraft that 1 y y% R6 B6 K6 ` n( h. yare so cleared receive separation services within the' ~" m* \8 D* I: v* L+ T airspace. The cloud clearance requirement for VFR2 i' R& n3 [; a9 Y( \& O( M6 w+ M operations is “clear of clouds.” ; G: B6 p0 ~. J8 f5 {3. CLASS C- Generally, that airspace from the 0 A( w+ S: v4 n* h7 T' n- K4 Msurface to 4,000 feet above the airport elevation . u% b& N/ K( e+ S$ ](charted in MSL) surrounding those airports that 6 ]# y7 C m% R; F. Fhave an operational control tower, are serviced by a7 H' L) w: D% I# d! P0 a9 F radar approach control, and that have a certain + ]5 e5 u4 T* `5 m) x# w; F& Onumber of IFR operations or passenger enplane‐ / ^: D4 x: q! s ]9 |( jments. Although the configuration of each Class C' n: J- s) b+ C# F$ l3 J& a. K/ ?8 a area is individually tailored, the airspace usually% t- l% F; w" e: ]# Z consists of a surface area with a 5 nautical mile (NM)) w, d! z( I( c+ D u1 i. H radius, a circle with a 10NM radius that extends no0 {$ q- @! l. ^- a lower than 1,200 feet up to 4,000 feet above the9 J% M, p3 U* |( c+ q2 K1 u9 d airport elevation and an outer area that is not charted. ( X* w% K+ g9 J& R; oEach person must establish two‐way radio commu‐ . n" E9 ]$ y! K0 rnications with the ATC facility providing air traffic 8 V0 l+ j' c9 |( f8 c8 w9 dservices prior to entering the airspace and thereafter ! z5 }5 R6 {5 o% u/ Z4 T2 bmaintain those communications while within the8 k/ V8 R" Q6 q9 ]% ]; ^# S7 { airspace. VFR aircraft are only separated from IFR: N/ n# u/ D9 P# O aircraft within the airspace. ; ~. Z0 c+ f4 R" C9 j# g" \(See OUTER AREA.)' e, [' P! _" _, E" E 4. CLASS D- Generally, that airspace from the+ \% T: x4 q- B# \5 V& W1 [ surface to 2,500 feet above the airport elevation9 f+ l3 r: J6 Q* `7 o (charted in MSL) surrounding those airports that ( S" |- b5 d6 h" E6 m4 k% q& t- {% khave an operational control tower. The configuration $ C) b9 G; M! j" L5 ^of each Class D airspace area is individually tailored3 K/ S8 A9 d- Q# m5 V* C and when instrument procedures are published, the 8 t0 U! H7 N3 ~' cairspace will normally be designed to contain the L7 ]/ B+ H7 ^* y: F/ U procedures. Arrival extensions for instrument# O* r7 f: |2 [4 b approach procedures may be Class D or Class E2 |: E7 X2 u Q$ \4 @ Pilot/Controller Glossary 2/14/08 & n4 f6 O X3 A' [( S' g2 ^( xPCG C-7 9 O( |" m/ B, P: v0 Qairspace. Unless otherwise authorized, each person & n' Y) `& i! ?, ?must establish two‐way radio communications with9 n; v0 i1 F% ]9 g u$ A# s the ATC facility providing air traffic services prior to % ^; s7 A- B0 u* a) V. r' dentering the airspace and thereafter maintain those3 t! F- z7 s7 ^, Z& p communications while in the airspace. No separation / t/ C0 |$ S1 a( t6 Xservices are provided to VFR aircraft.8 ~- U O# e x* B9 g) C) f7 g* s 5. CLASS E- Generally, if the airspace is not% r+ e6 Y2 x/ d' A8 {- ?% U Class A, Class B, Class C, or Class D, and it is) X+ @6 O1 k, v1 { controlled airspace, it is Class E airspace. Class E 3 u1 v' O' Y' [0 K, l1 [airspace extends upward from either the surface or a6 v {+ s$ n; A, f designated altitude to the overlying or adjacent 8 |: c7 k- }% Pcontrolled airspace. When designated as a surface 0 A% x; k3 Y; k& O. R7 ~area, the airspace will be configured to contain all ' u- }, Z% H% p0 u ]3 B# Pinstrument procedures. Also in this class are Federal8 o: m; L. q( a airways, airspace beginning at either 700 or 1,200. Y5 Z5 w" `& B4 n feet AGL used to transition to/from the terminal or en 0 H; l, U3 z% ?# S8 C) k, `route environment, en route domestic, and offshore / V" D. t6 M3 eairspace areas designated below 18,000 feet MSL.* W8 u3 y6 N5 i9 t# z- }; R Unless designated at a lower altitude, Class E' W4 B6 i0 L' h5 y* Z/ v- h airspace begins at 14,500 MSL over the United9 b2 x5 Z1 d% x9 I' H States, including that airspace overlying the waters % f, t" w* p; y# vwithin 12 nautical miles of the coast of the 48 4 Z$ I7 N# |; v3 s; Tcontiguous States and Alaska, up to, but not ; s0 U' m' `, a7 x/ Tincluding 18,000 feet MSL, and the airspace above " X" m3 q+ U" b5 V9 ~& RFL 600.! ]( h/ e% T! z' j CONTROLLED AIRSPACE [ICAO]- An airspace' z- b0 A9 w$ a) o% [ of defined dimensions within which air traffic control% B+ G. s. X; S0 T7 S" u8 ^ service is provided to IFR flights and to VFR flights ' @$ V9 n# ?; U$ H1 X ?in accordance with the airspace classification. 3 y1 S7 u# E+ aNote:Controlled airspace is a generic term which ! D- H5 D+ ` N- _1 w& Q& V2 ucovers ATS airspace Classes A, B, C, D, and E.2 c! H! d* E. x# d7 U+ V4 V CONTROLLED TIME OF ARRIVAL- Arrival time2 E; p/ s7 L/ {+ C: e2 H* W2 Q! Y) @ assigned during a Traffic Management Program. This 7 ?7 q2 i+ L- S4 ?6 _) y, A! l0 }time may be modified due to adjustments or user; ~; b' h0 L; L options.* ?+ V# q" p" r* ~3 E' m1 q CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.) 3 t2 c! r" \9 R+ u& C$ ?4 ?7 TCONTROLLER [ICAO]- A person authorized to 2 `: R* Z0 k0 {provide air traffic control services.! S! w" e2 l3 W2 u CONTROLLER PILOT DATA LINK COMMU‐ & _$ K. C8 V" B- |NICATIONS (CPDLC)- A two-way digital very ) t% Y8 B1 D" R+ y1 chigh frequency (VHF) air/ground communications5 g a Q! w2 D, Z- v system that conveys textual air traffic control$ u: f g, l: w& U& r9 \* T messages between controllers and pilots.% ?/ s' U3 g1 V' a CONVECTIVE SIGMET- A weather advisory* X. n0 z4 \3 o3 N, c# J6 P8 v concerning convective weather significant to the 9 \5 H9 c3 O5 i! }safety of all aircraft. Convective SIGMETs are issued ( l! a' ^, [5 e2 m$ wfor tornadoes, lines of thunderstorms, embedded' K* W+ z( L- l8 s thunderstorms of any intensity level, areas of 4 f& q3 U, i. x4 i% Q0 Vthunderstorms greater than or equal to VIP level 4 0 M1 ~3 i% p) }5 E4 W4 {with an area coverage of 42 z. n, `( ^* \7 O4 Y0 R /10 (40%) or more, and hail9 V$ N5 D" B2 d; R9 ^2 A 3$ R& p; t$ M1 @ /4 inch or greater.* ~! b6 { x5 F' F( T6 m& }% Q (See AIRMET.)+ m2 Z; o2 E7 Z (See AWW.)" c0 }7 k8 ]7 n' v7 Z9 D (See CWA.) 9 g7 u1 U9 G* J" b(See SIGMET.) 4 Y, o) H* V! X( T3 b% O(Refer to AIM.) 4 L$ x3 ^8 N; r( UCONVECTIVE SIGNIFICANT METEOROLOG‐' [2 E$ H4 M0 [5 y ICAL INFORMATION(See CONVECTIVE SIGMET.)0 c! X3 c: F& f6 o0 S COORDINATES- The intersection of lines of8 {( Y1 `5 H( J2 V/ e+ E reference, usually expressed in degrees/minutes/ 7 L; g& h1 y ]. V! `- hseconds of latitude and longitude, used to determine8 e7 b9 h3 n# j position or location. 5 A' @" x: U: W& ECOORDINATION FIX- The fix in relation to which! x% z4 l$ G" `* j+ P facilities will handoff, transfer control of an aircraft,5 J( }' k4 s: [, ^" m( E, h4 N or coordinate flight progress data. For terminal- D3 w2 V* H5 S+ [4 T1 ^, G9 J facilities, it may also serve as a clearance for arriving- @/ }$ \; l9 \8 z7 v# q w aircraft.% v$ W. G. a! b h4 U# F3 J. a4 J w COPTER(See HELICOPTER.)) F5 W* O( C7 T1 s3 j" O4 r: X CORRECTION- An error has been made in the) c5 A9 h$ \) t$ C transmission and the correct version follows.* v+ H s" b5 { m8 A# R6 J9 r COUPLED APPROACH- A coupled approach is an & ^" f3 J1 b, W, _1 Qinstrument approach performed by the aircraft- L8 Q0 A1 v' v) d autopilot which is receiving position information( n4 c% @( `- F( T and/or steering commands from onboard navigation : R; i2 X8 _& `3 P, j4 b3 qequipment. In general, coupled nonprecision ap‐ ; Z4 {5 S5 m$ L5 o; nproaches must be discontinued and flown manually 4 J: N. Q2 r& a; ^( Qat altitudes lower than 50 feet below the minimum 5 J1 Q4 d) f0 R2 g: b9 ?descent altitude, and coupled precision approaches0 F4 [3 l3 t( Y2 Q1 T N must be flown manually below 50 feet AGL. 7 O* i, W* q% t* n* P* U7 |Note:Coupled and autoland approaches are flown; ?1 E, V# M2 t; w' @( @ in VFR and IFR. It is common for carriers to require ; E+ z0 c( X0 Ptheir crews to fly coupled approaches and autoland 7 W( y7 |9 X' G" happroaches (if certified) when the weather- f3 q, G9 C1 E. N conditions are less than approximately 4,000 RVR.1 Q+ e) L, L5 ?3 }% i (See AUTOLAND APPROACH.) " p% D- V' w1 v( d5 @1 T9 eCOURSEa. The intended direction of flight in the horizontal% N4 V; m& ?8 W/ M plane measured in degrees from north. * Y' y. m2 Y0 ~& M+ i% T9 Ob. The ILS localizer signal pattern usually ( t, I; @# a! X- uspecified as the front course or the back course.% }2 g+ x9 g& `' B; } Pilot/Controller Glossary 2/14/08 @4 X$ Y* n2 X' D( h* d PCG C-89 ]. i5 ?* d: Y `) Y% Z4 u c. The intended track along a straight, curved, or6 X. H1 @+ w! q1 g segmented MLS path.: [ n4 @9 Z; ~1 j+ ~' R q (See BEARING.) 5 j% i: J7 e0 G(See INSTRUMENT LANDING SYSTEM.) N! d- ~) i1 F" O: T (See MICROWAVE LANDING SYSTEM.)2 s! y- C1 @2 v0 A5 c (See RADIAL.)' {# k B3 o/ H CPDLC(See CONTROLLER PILOT DATA LINK& V$ [- l7 |# U: }9 X' `1 f- D COMMUNICATIONS.) 1 S8 F% _# z/ O/ [2 f; Z( pCPL [ICAO]-* d9 y! y1 }4 U6 Z, l4 ` (See ICAO term CURRENT FLIGHT PLAN.)) l% q0 \% y7 V2 R5 B! q0 v CRITICAL ENGINE- The engine which, upon3 s) m* v5 R& M7 j% t2 ^5 }1 M, T failure, would most adversely affect the performance8 Y& x' I8 g; Z or handling qualities of an aircraft. % H$ N* Q7 _6 O1 q( [* SCROSS (FIX) AT (ALTITUDE)- Used by ATC 3 c% a$ t) q1 J" ywhen a specific altitude restriction at a specified fix ' i+ n; J$ g: @1 W/ j" T; mis required. 8 g9 e" m" r5 n9 l2 }8 PCROSS (FIX) AT OR ABOVE (ALTITUDE)- Used : y) @- [+ c- t, q$ Eby ATC when an altitude restriction at a specified fix ( K$ i3 I: \/ e! iis required. It does not prohibit the aircraft from: K" `/ S# E0 s+ Y crossing the fix at a higher altitude than specified; 9 ~" z( T- V5 L% G( }however, the higher altitude may not be one that will: l& c. V6 Y: ^3 h violate a succeeding altitude restriction or altitude - i# X8 K; C. y" H" x) ]assignment.+ r/ i0 F' O& {' T% F1 |( a (See ALTITUDE RESTRICTION.): Q9 r/ g1 P( A% l4 c2 k (Refer to AIM.)( T' E; L2 u3 y6 `! q ~1 c* x CROSS (FIX) AT OR BELOW (ALTITUDE)- 1 z+ r) f; L* k0 tUsed by ATC when a maximum crossing altitude at - g6 C3 h9 ^+ ]$ `7 Za specific fix is required. It does not prohibit the + {4 U5 b# X- f0 ]/ raircraft from crossing the fix at a lower altitude;0 ~% T& u# |2 P' P however, it must be at or above the minimum IFR # P$ l8 B& I. I& Q% b/ o3 laltitude.8 d9 W, t8 |4 P6 y2 y; q v (See ALTITUDE RESTRICTION.) R. s [) @9 Y5 Q$ A% t5 E (See MINIMUM IFR ALTITUDES.) 0 @! ^$ L8 a, g* T/ ^ Q(Refer to 14 CFR Part 91.)0 F( i& t, `& ~1 X' J6 X% i* G CROSSWINDa. When used concerning the traffic pattern, the 6 h/ m$ O% @" {+ ]& t* L% |/ S2 V& Y9 wword means “crosswind leg.” 4 E& V/ P# r7 s2 s0 y0 N0 b(See TRAFFIC PATTERN.); X2 X! ~7 c5 s) F, j3 \ b. When used concerning wind conditions, the , W2 K& }% s6 D( _word means a wind not parallel to the runway or the - M( M! V: _+ }: [" A& ipath of an aircraft." [" j9 L+ E+ q) G3 W# F4 \- e, ` (See CROSSWIND COMPONENT.) - p: ]3 }+ \4 a& x5 b% F6 X% cCROSSWIND COMPONENT- The wind compo‐4 |# b+ j( h+ Z# } nent measured in knots at 90 degrees to the; U, J8 Y: c1 z* f; p longitudinal axis of the runway. ' p, F! e5 K: U- hCRUISE- Used in an ATC clearance to authorize a: u- n7 b1 \+ B) m$ I pilot to conduct flight at any altitude from the' X4 E9 j& Q8 v minimum IFR altitude up to and including the4 G2 B) p/ P" L) }# K# C7 [ altitude specified in the clearance. The pilot may - [" ^ \; O) U, k" A; zlevel off at any intermediate altitude within this block/ H T0 d* Q! u" D" H of airspace. Climb/descent within the block is to be / Z0 W2 J5 d# c7 v0 g9 j7 I4 Emade at the discretion of the pilot. However, once the + P1 y: l$ Z, F3 lpilot starts descent and verbally reports leaving an / i- `$ T. K7 Y- h( ealtitude in the block, he/she may not return to that! z& Y. I' R6 t& N0 E8 K altitude without additional ATC clearance. Further, it- {7 M$ y, K7 d* @/ O- A- s is approval for the pilot to proceed to and make an+ J" W" U) w8 x- `6 [ approach at destination airport and can be used in$ C7 N) f$ x) ?: i7 d$ l% S# z conjunction with:: t2 p3 c3 ~6 M V4 T$ |6 C# y a. An airport clearance limit at locations with a 6 ~& U# h; g4 M6 c$ cstandard/special instrument approach procedure. The1 l; l* {# k: {* R4 k CFRs require that if an instrument letdown to an $ o6 X5 h. Y& H( p) |/ k0 kairport is necessary, the pilot shall make the letdown) s' p5 S# W8 S6 e in accordance with a standard/special instrument ) N' m# g( r& A. u$ y8 c' Lapproach procedure for that airport, or6 S: A& j# {( }& Q& h5 Y, s( W# a b. An airport clearance limit at locations that are - l- I7 z% C4 G/ y2 i, c5 ywithin/below/outside controlled airspace and with‐9 K+ J$ q* j3 q7 ^2 m; f8 x, J out a standard/special instrument approach , l/ g2 q7 m" \9 A8 T8 }procedure. Such a clearance is NOT AUTHORIZA‐ ( j$ J0 O8 b* y5 U/ B8 e5 H0 Q: MTION for the pilot to descend under IFR conditions v& x# P, E; W/ zbelow the applicable minimum IFR altitude nor does 8 F4 h5 @5 |1 [it imply that ATC is exercising control over aircraft 8 Z* c% A+ h2 G" Min Class G airspace; however, it provides a means for. |0 H: c0 R- y& s" S$ X5 l! D the aircraft to proceed to destination airport, descend, 7 \$ c; b6 Z" yand land in accordance with applicable CFRs0 D. P5 O/ s2 \9 s, U- U2 @- v/ B governing VFR flight operations. Also, this provides# I: g/ X$ K( V. F search and rescue protection until such time as the. ~. ^* m3 e/ f0 A IFR flight plan is closed.0 O) ~, _8 e/ G2 u U/ S (See INSTRUMENT APPROACH( T% f6 x& R3 I$ L" Y PROCEDURE.). D( J- }1 ^" k* _( z! ^ CRUISE CLIMB- A climb technique employed by1 M& H8 m- ~5 D% ^1 @ aircraft, usually at a constant power setting, resulting# T4 P% W+ W4 N( r# e4 \, Z+ E in an increase of altitude as the aircraft weight+ z2 f, z0 w3 @9 ~ Q decreases.* l& b+ {6 S" b: Q CRUISING ALTITUDE- An altitude or flight level$ q5 h8 g8 L; _; ^ maintained during en route level flight. This is a , p7 f) |& E4 Fconstant altitude and should not be confused with a* D, Z" C2 ~8 ^: G( x- h8 j cruise clearance. 0 s$ Y4 s6 c; v. w! r7 _8 I(See ALTITUDE.) 4 v. o& ]' G; H+ \& l(See ICAO term CRUISING LEVEL.); C% S4 b4 H! {5 B# G CRUISING LEVEL(See CRUISING ALTITUDE.) # m* S* g# k2 C/ {6 t& qCRUISING LEVEL [ICAO]- A level maintained 3 ~0 o; @! u' a. w5 j, Kduring a significant portion of a flight. + B. l2 q3 P+ e( KPilot/Controller Glossary 2/14/081 O0 d* n6 I; A PCG C-9 + \6 b- V2 R; NCT MESSAGE- An EDCT time generated by the ; ^3 j3 }! [, rATCSCC to regulate traffic at arrival airports.6 }) V/ ]9 a( O M j6 x: i Normally, a CT message is automatically transferred 5 E+ [' |! `3 w( Ufrom the Traffic Management System computer to the 2 J. P3 }, ^( @NAS en route computer and appears as an EDCT. In : T" n7 {2 |& @3 m3 Sthe event of a communication failure between the7 W4 i! _4 v: W( i! P TMS and the NAS, the CT message can be manually : `. e$ }9 K) a* yentered by the TMC at the en route facility. ( e' ^/ o9 }$ CCTA(See CONTROLLED TIME OF ARRIVAL.) $ g$ V5 w/ g4 p G( G(See ICAO term CONTROL AREA.): C9 F; `) n y: d) _: w+ ~4 v' V; O CTAF(See COMMON TRAFFIC ADVISORY& u U1 n& y6 h j3 { FREQUENCY.)! q2 Q5 p4 n* o5 q CTAS(See CENTER TRACON AUTOMATION ( u+ w' n7 O! V$ MSYSTEM.)* i2 S0 L k# ^6 U CTRD(See CERTIFIED TOWER RADAR DISPLAY.) : ]+ F! C6 h3 I2 x1 l5 WCURRENT FLIGHT PLAN [ICAO]- The flight# K* B& k$ L* y* j4 t3 m! ^. ? plan, including changes, if any, brought about by : B2 n; Z! f7 [% x4 G1 Msubsequent clearances.& B& h; w; O* N2 u0 W CURRENT PLAN- The ATC clearance the aircraft : u. D* u$ ? z4 uhas received and is expected to fly. ) S! R+ g" i( q" B/ l9 U5 A" fCVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE & ?% U% m5 |+ LAPPROACH.)& o+ ~& Y4 u8 a' b$ m8 j: q4 A6 E CWA(See CENTER WEATHER ADVISORY and) r( P6 m! L8 n* L6 D1 ^8 @ WEATHER ADVISORY.) 5 J% J$ _$ I9 w! [+ @) |Pilot/Controller Glossary 2/14/08: W0 _ c1 l8 P O# r/ v PCG D-1$ X5 j+ ]0 f; t) T D- L/ q8 W C5 k: Z* n% ] D‐ATIS(See DIGITAL‐AUTOMATIC TERMINAL . b. k3 t" J; w$ n6 k& fINFORMATION SERVICE.)* ]: i/ G: B8 Z2 u( J+ j5 h DA [ICAO]- 0 u# M9 H: z0 U/ r(See ICAO Term DECISION' d8 W. K7 e. ` ALTITUDE/DECISION HEIGHT.), x/ f3 v, B7 B; x, t' n DAIR(See DIRECT ALTITUDE AND IDENTITY$ s$ B5 N8 g q3 v! O READOUT.)0 E: q; ]! l; h DANGER AREA [ICAO]- An airspace of defined 0 N2 `% ?1 x9 ]dimensions within which activities dangerous to the : W! H' D" k, A) z. U! Hflight of aircraft may exist at specified times. 3 @1 f( w* z2 VNote:The term “Danger Area” is not used in$ V2 {9 E0 ^* k; J reference to areas within the United States or any6 L8 R7 \0 F' L; h) L of its possessions or territories. ! W% W7 S( A% S+ S. cDAS(See DELAY ASSIGNMENT.)8 l3 [2 \9 R% Z& [' q. D DATA BLOCK(See ALPHANUMERIC DISPLAY.) ^) p2 i2 W% g3 `# ]DEAD RECKONING- Dead reckoning, as applied 0 y' o6 x7 _, {8 ^1 h E. hto flying, is the navigation of an airplane solely by/ [' M' i9 z- u& O9 S means of computations based on airspeed, course, 0 h6 J- g0 i- }0 Yheading, wind direction, and speed, groundspeed,5 J& u, `6 ~# N8 w0 l0 |2 G8 T and elapsed time.- ?: E% d/ w: E$ T- ? DECIS ION ALTITUDE/DECIS ION HEIGHT+ c3 y# T9 {3 [7 F- e' W" y1 O [ICAO]- A specified altitude or height (A/H) in the ' `0 @2 D) M. H; f# b/ e: S8 q% {precision approach at which a missed approach must . P( C- i o4 D5 k5 y% [be initiated if the required visual reference to 6 f" g* S% Z9 [* L! v- ~9 t ^continue the approach has not been established.* {9 c4 c0 k3 w9 J4 J! i y- c. w Note 1:Decision altitude [DA] is referenced to; x7 {7 `1 t' ?8 s% L mean sea level [MSL] and decision height [DH] is ' @/ {# q$ ~3 m* D& \3 m& \6 }# Rreferenced to the threshold elevation./ C2 A* C, S \. l! q& @9 B" r Note 2:The required visual reference means that# D y; s `3 H( ^. X* o6 ]) B! b section of the visual aids or of the approach area/ e. o: ]2 u7 I# l5 J which should have been in view for sufficient time* \4 s1 e) ?+ t, | for the pilot to have made an assessment of the - |2 p# U( x& _0 laircraft position and rate of change of position, in 3 G& ~$ O7 {+ Srelation to the desired flight path.1 @. E& Y. h$ ^& ^ DECISION HEIGHT- With respect to the operation3 ^ W/ b4 C) X @# H of aircraft, means the height at which a decision must : @0 d8 n; s! o1 ]9 I( ibe made during an ILS, MLS, or PAR instrument # w2 r6 E5 D1 [) X" N0 }approach to either continue the approach or to execute 7 _9 |. D) u: V3 g( l; Ba missed approach.8 x, u y4 m7 B# k5 y$ g (See ICAO term DECISION 9 S h A4 b6 R9 {( mALTITUDE/DECISION HEIGHT.)* u9 o S5 f) R& O6 K) J DECODER- The device used to decipher signals5 m# l5 w( E2 S& n" |& @ received from ATCRBS transponders to effect their! U H5 R u$ m* ~ display as select codes. ! p7 m- g# T+ L6 {& ]$ h5 I(See CODES.)$ g6 [& c! m b: c/ M3 z2 r; T, Y (See RADAR.) Q- ^$ B `+ L0 R9 {8 G/ DDEFENSE VIS UAL FLIGHT RULES- Rules 4 @) f/ y. d; s4 j, \( mapplicable to flights within an ADIZ conducted under1 B6 Q N1 T% k the visual flight rules in 14 CFR Part 91. # y8 K) N; h/ P1 M(See AIR DEFENSE IDENTIFICATION ZONE.)8 C1 \4 n, H# [( N3 _' ^ G5 w) ^ (Refer to 14 CFR Part 91.) , a/ b6 W- Y+ q* K(Refer to 14 CFR Part 99.) 8 |5 E' Q) P3 ?3 NDELAY ASSIGNMENT (DAS)- Delays are distrib‐ $ a' `7 q, E0 R- luted to aircraft based on the traffic management. v' w& R [, s6 m program parameters. The delay assignment is + ~( q6 G, H# \, Y9 l2 w3 Kcalculated in 15-minute increments and appears as a # g$ M' C% j5 [! W; ]table in Enhanced Traffic Management System9 v) h4 A* t) z0 S- {: v (ETMS).& o+ B% t) B1 J. i; l+ ~! q" a DELAY INDEFINITE (REASON IF KNOWN) 2 ^3 Q$ d$ D: z8 f3 WEXPECT FURTHER CLEARANCE (TIME)- Used 9 G1 d; A5 T nby ATC to inform a pilot when an accurate estimate: }1 p4 g! N' c- k8 d& p, J of the delay time and the reason for the delay cannot 7 p7 A* Y9 g( R- \2 j& e8 ~7 Zimmediately be determined; e.g., a disabled aircraft 9 l, g+ i2 y5 ?0 m' Aon the runway, terminal or center area saturation, 2 \$ e* }; G" E3 n# j, Cweather below landing minimums, etc.7 H; Q9 A6 G! b$ Q' Z (See EXPECT FURTHER CLEARANCE (TIME).) 0 h7 W: ] B5 U1 ^3 C( J- LDELAY TIME- The amount of time that the arrival# {' w: {' e1 c5 W2 V6 E- F$ r must lose to cross the meter fix at the assigned meter 9 A b V6 ?! qfix time. This is the difference between ACLT and 9 m/ g; r" ?% ?! ^! V( U, {5 CVTA.* h7 e/ D0 s7 s* B+ b DEPARTURE CENTER- The ARTCC having 9 n0 t( O: b& L3 Ljurisdiction for the airspace that generates a flight to% k; c6 c+ y. T- E. X# j( o the impacted airport." `& z! g, y$ p+ O DEPARTURE CONTROL- A function of an 6 q" f! ^- G% s: B$ ?( sapproach control facility providing air traffic control' m! t, l7 [" @' |5 T% M* B service for departing IFR and, under certain5 K: A- j5 W m; G3 _3 T& W conditions, VFR aircraft. 8 ]' E5 L8 L, e3 J) o' _$ e0 c(See APPROACH CONTROL FACILITY.) T6 ~; W) m/ k4 Y (Refer to AIM.)! K5 R9 [3 Y1 t4 U. `! O9 p! b6 `# m DEPARTURE SEQUENCING PROGRAM- A I% F. G0 _$ y3 J; x' Hprogram designed to assist in achieving a specified' U1 ~9 h0 |! \3 f/ N( H' x interval over a common point for departures.4 m7 e* G9 h/ ]3 q' S( p8 U/ K. x1 e Pilot/Controller Glossary 2/14/081 H; {7 n1 l9 L% a PCG D-22 F1 j* q4 d: e: w b DEPARTURE TIME- The time an aircraft becomes 1 c& E' m% l% b: eairborne.- v) F3 @; [; G) n3 M( o DESCENT SPEED ADJUSTMENTS- Speed decel‐1 G9 G5 Q1 D v7 z eration calculations made to determine an accurate $ @* p# r3 z$ o8 p) m! c" dVTA. These calculations start at the transition point 0 O- H+ |& x; q9 W) Jand use arrival speed segments to the vertex. . n2 p9 K) M6 _2 e. uDESIRED COURSEa. True- A predetermined desired course direction4 I; b; u: A" P to be followed (measured in degrees from true north).# M! p4 z, ]* z4 N H R" C b. Magnetic- A predetermined desired course 2 ]" d) _5 a0 |' u4 x+ Mdirection to be followed (measured in degrees from # L2 c5 V- q( olocal magnetic north). ) V7 B {% a ]3 UDESIRED TRACK- The planned or intended track: q$ a9 B* A" U4 b between two waypoints. It is measured in degrees' t: }1 q* H1 d- T* |( f from either magnetic or true north. The instantaneous ; G' M9 C" ^5 T' ^0 mangle may change from point to point along the great6 Y/ J- \2 P! H v. a3 B0 `- I circle track between waypoints.- ^' v' d7 y* r) f$ S DETRESFA (DISTRESS PHASE) [ICAO]- The . s J, V" {, J1 b& Vcode word used to designate an emergency phase 4 r- G9 y8 M; _$ y/ Y1 zwherein there is reasonable certainty that an aircraft6 v& P/ o3 o, I: Q p' y7 L, _ and its occupants are threatened by grave and , j! F9 l+ O7 C! simminent danger or require immediate assistance.. O+ i k2 f- @0 d1 U* d6 ] DEVIATIONSa. A departure from a current clearance, such as an 1 i2 r8 S% A0 e: ~: i* x/ Qoff course maneuver to avoid weather or turbulence. & s4 F7 g$ \8 ub. Where specifically authorized in the CFRs and! ^3 N# t) S, P. A requested by the pilot, ATC may permit pilots to2 ^* \! v, Q9 C: @$ L deviate from certain regulations.% `3 r I) }( J0 O4 s+ R (Refer to AIM.)# i3 ^8 B0 @1 N; v4 C; F1 q* k DF(See DIRECTION FINDER.)7 T L* H& c. W! A, m; C5 y4 a DF APPROACH PROCEDURE- Used under2 P3 Z& n* |; c5 v/ b. f/ s) h emergency conditions where another instrument + l/ W i& x) f/ M/ \7 C# eapproach procedure cannot be executed. DF guidance; r @7 F/ z& g for an instrument approach is given by ATC facilities 5 g. r$ U4 K$ m- h! Vwith DF capability." c4 V H) U+ ]8 P8 Q (See DF GUIDANCE.) + N# J+ M) y% E: K0 g% y(See DIRECTION FINDER.)% n! c# L( u$ @' u (Refer to AIM.)& \8 V: ]+ K, K, K; I F1 b DF FIX- The geographical location of an aircraft 5 E$ ?; o: o8 N7 eobtained by one or more direction finders.% |- B9 U" h: U1 R (See DIRECTION FINDER.) b& q5 x6 |% P! M5 B5 D4 J. cDF GUIDANCE- Headings provided to aircraft by; r" ]% ^" P* _ facilities equipped with direction finding equipment. ) n3 Q# `/ `3 FThese headings, if followed, will lead the aircraft to+ g" }5 m) `$ k2 L) }$ o5 r5 d a predetermined point such as the DF station or an ! `' ^" V8 D" |7 N7 m t$ C/ F+ w) Oairport. DF guidance is given to aircraft in distress or 5 Y8 _' g: u+ t6 d9 z* I& uto other aircraft which request the service. Practice0 S; Y7 H ]# } @% F DF guidance is provided when workload permits. ; @4 b6 s! D4 j; K9 t! b(See DIRECTION FINDER.)5 p* B9 Y& ~, g6 ~ (See DF FIX.) / b5 E0 ^: o! n& t; s(Refer to AIM.) 7 v. \1 B6 ^7 u% C1 u( @, F( iDF STEER(See DF GUIDANCE.) 0 W$ L( l6 b0 x) @; e Y7 sDH(See DECISION HEIGHT.) : }+ Z! e! T4 \/ y/ L( hDH [ICAO]- - `. m# a2 V. u(See ICAO Term DECISION ALTITUDE/& B" u" O7 {% o- l& K# }; C1 _ DECISION HEIGHT.) ! O7 z# k% ~0 h) N: J+ ]9 `; XDIGITAL‐AUTOMATIC TERMINAL INFORMA‐ 4 ~6 l+ k* N. P5 kTION SERVICE (D‐ATIS)- The service provides* |% ]: ]/ W# D1 D- X4 m! | text messages to aircraft, airlines, and other users " g* h0 c$ A) c, T0 Eoutside the standard reception range of conventional + M- P3 d4 h$ L% WATIS via landline and data link communications to% p; V& @2 U% Y0 A$ M* j the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to% I# V$ D6 L8 W. m3 p, P9 c. ~ all aircraft within range of existing transmitters. The9 F* P! F( W' j+ r+ @ Term inal Data Link System (TDLS) D‐ATIS6 \0 r5 ]$ [8 [5 V9 ^! y7 x9 z application uses weather inputs from local automated5 n- O, y* `/ ?5 R$ o weather sources or manually entered meteorological) z" {; s. S% z+ g A# l data together with preprogrammed menus to provide / N& b" Z5 C' p3 X, }. Nstandard information to users. Airports with D‐ATIS 7 N9 O/ I0 T+ w) n' E6 T% lcapability are listed in the Airport/Facility Directory. 9 s9 Y1 @: u( V/ c8 A5 Z! hDIGITAL TARGET- A computer-generated symbol' c& j7 e9 k' R/ w representing an aircraft's position, based on a primary3 h' [. e( o& [- P4 q return or radar beacon reply, shown on a digital$ p6 C. I7 K* p display.0 M4 A) d+ I% Q1 t: T8 |" \: C DIGITAL TERMINAL AUTOMATION SYSTEM 3 h; c! h$ C/ T$ A( I, p1 i(DTAS)- A system where digital radar and beacon - \$ U' a. n. C N0 C! Tdata is presented on digital displays and the# t: ]" C/ P3 |( x8 F% ?1 P/ Z operational program monitors the system perfor‐* _. v m6 N: M% R7 g3 ~0 l mance on a real-time basis. ; W3 U' n3 W+ R. `/ E3 @DIGITIZED TARGET- A computer-generated ( ~% Z* s8 I+ {indication shown on an analog radar display resulting 2 o/ F5 l- X9 ifrom a primary radar return or a radar beacon reply. v. c( y. w. |# YDIRECT- Straight line flight between two naviga‐ 8 j, R( m9 B5 t0 i0 C: Wtional aids, fixes, points, or any combination thereof.! ]7 U' B5 L; l+ s1 N& _# u; I) v5 e When used by pilots in describing off‐airway routes, ( X) m( P6 k4 B% H+ W2 tpoints defining direct route segments become- N' h5 `! R M0 A$ U5 O compulsory reporting points unless the aircraft is" m+ ^1 Y. g& i# v under radar contact.( r7 o3 [- |( e2 O' G, |* Q DIRECT ALTITUDE AND IDENTITY READ‐1 X# b) u- h+ ^ i( b3 F# ~& Q OUT- The DAIR System is a modification to the0 O. f$ k. Z$ L3 ]: U Pilot/Controller Glossary 2/14/08 0 y( G" x! b8 n, n9 s( NPCG D-3. Z$ d0 I# E& S4 z' @ AN/TPX‐42 Interrogator System. The Navy has two ! Q8 ?& E3 ^( fadaptations of the DAIR System‐Carrier Air Traffic ! v( R, v! h* g4 x# Y4 oControl Direct Altitude and Identification Readout* }% s B: {* W: O System for Aircraft Carriers and Radar Air Traffic- r& p" e/ u# u# \# [: R Control Facility Direct Altitude and Identity Readout & ` I0 g( e# V1 vSystem for land‐based terminal operations. The + R$ y% k9 N/ b }: H4 |1 \" FDAIR detects, tracks, and predicts secondary radar, _# ?4 Q+ a) M- j7 _* L aircraft targets. Targets are displayed by means of + u O4 X* H- [- |computer‐generated symbols and alphanumeric 1 h( k) z# X) e) i, h5 o0 y+ vcharacters depicting flight identification, altitude,$ O1 @2 i: c7 ^* P ground speed, and flight plan data. The DAIR System ; k' p8 _3 _# cis capable of interfacing with ARTCCs.1 _' K$ P. ?9 d) X3 z x DIRECTION FINDER- A radio receiver equipped ' D; M3 F( X6 R* A* E. twith a directional sensing antenna used to take, i1 s) i+ p9 g# k1 y' x6 d bearings on a radio transmitter. Specialized radio 5 n, e' W* \7 Adirection finders are used in aircraft as air navigation) m# i: S; n" K" K aids. Others are ground‐based, primarily to obtain a * \) N; ?& w/ m% W G0 r1 S“fix” on a pilot requesting orientation assistance or to ! e8 z! Z2 f j) D) @1 S( S7 \locate downed aircraft. A location “fix” is established ' p( n/ R; m0 H. U8 v6 wby the intersection of two or more bearing lines! x) h, S& {9 z% ^! e$ \$ w' l plotted on a navigational chart using either two ( S* w: P- V, m8 oseparately located Direction Finders to obtain a fix on # L9 @0 J( R: Dan aircraft or by a pilot plotting the bearing 3 o V3 {2 T" k7 eindications of his/her DF on two separately located4 A! z9 b: t" X* a" c: N' R ground‐based transmitters, both of which can be ( X( \0 n6 e6 Y9 T0 }( eidentified on his/her chart. UDFs receive signals in ! E* J9 O4 G ~* Q$ @! Dthe ultra high frequency radio broadcast band; VDFs . t2 i+ f6 c5 Gin the very high frequency band; and UVDFs in both 2 S u# m+ J8 V0 Y Jbands. ATC provides DF service at those air traffic 2 T+ ?- T, H8 m& S& |) S4 p. Ncontrol towers and flight service stations listed in the 7 k. R( m: D! H/ a! {# wAirport/Facility Directory and the DOD FLIP IFR En + j6 ?' k, V9 c5 G5 zRoute Supplement.4 X9 f6 H' q- X+ O* A- q4 N m3 K) R (See DF FIX.)6 X* y4 A6 V, ]8 s (See DF GUIDANCE.)' g x. n. K& f: X1 Y. H0 I DIRECTLY BEHIND- An aircraft is considered to - c$ C) l' V9 H: t! i, W+ C3 j0 ]* nbe operating directly behind when it is following the0 ~! m" O! Q. x; ~. x actual flight path of the lead aircraft over the surface l8 \' S1 O4 o$ O0 \, V- s H) Q of the earth except when applying wake turbulence+ _* E: E- o3 }: {0 [: t; [* X separation criteria. 5 N) G; c& |! e3 [' D+ MDISCRETE BEACON CODE(See DISCRETE CODE.) 6 s7 |/ A" ]0 |- q [DISCRETE CODE- As used in the Air Traffic ; u: O' T5 X0 T2 z; f+ hControl Radar Beacon System (ATCRBS), any one0 s' l! Q2 h! [3 A of the 4096 selectable Mode 3/A aircraft transponder$ F* U1 k/ L z3 G codes except those ending in zero zero; e.g., discrete + d, |: t& p# o( | Wcodes: 0010, 1201, 2317, 7777; nondiscrete codes:5 r; ?8 ]8 } }0 G" }) @ 0100, 1200, 7700. Nondiscrete codes are normally . v! j# k3 W3 N: k; R9 @: U2 [reserved for radar facilities that are not equipped with: @% X+ i7 D8 K& B/ K: m* |; v discrete decoding capability and for other purposes u1 \2 |9 N4 }$ Y4 W0 n such as emergencies (7700), VFR aircraft (1200), etc.1 _( N N( j1 a8 W, M) e, ^" S0 c (See RADAR.) 1 d* Z0 c' y* _/ d* p4 m5 L2 G(Refer to AIM.) + `9 g1 T5 o q+ ~; u% l" l: jDIS CRETE FREQUENCY- A separate radio/ W8 [ {. Q2 ~; d1 O$ s4 R frequency for use in direct pilot‐controller commu‐0 s5 H& E) h1 e8 Z nications in air traffic control which reduces ( p: d; a5 q9 Pfrequency congestion by controlling the number of) P3 w" W" M7 G* A7 u aircraft operating on a particular frequency at one 4 V" ]& }/ N0 itime. Discrete frequencies are normally designated% h0 k, L4 v7 t" b! z/ Q' ?7 f$ B. u for each control sector in en route/terminal ATC* Q5 a2 O5 ]! f4 c facilities. Discrete frequencies are listed in the / F3 }3 H2 n3 u0 wAirport/Facility Directory and the DOD FLIP IFR En- u# u* j( | h6 P% x* e3 f- z$ ^ Route Supplement. , ]% S+ G* y- {% m2 j4 p9 }8 X(See CONTROL SECTOR.) 8 q# l+ s& g, p4 VDISPLACED THRESHOLD- A threshold that is ; ?2 V0 Z' R/ a1 |$ klocated at a point on the runway other than the 4 C* p. ~) ]* edesignated beginning of the runway. % \" e2 c* o" n. A! X(See THRESHOLD.)( ]2 H) v3 D' N, l; t8 B+ G+ u (Refer to AIM.): ^+ n3 S, t1 c& }, ^9 U DISTANCE MEASURING EQUIPMENT- Equip‐' [. s! a' C# e: d1 W ment (airborne and ground) used to measure, in; {4 R2 M6 ~, e6 R nautical miles, the slant range distance of an aircraft8 ~' F. }7 b/ R( j2 R v from the DME navigational aid.' c6 Z6 O2 v: N$ v: {) N (See MICROWAVE LANDING SYSTEM.) ' z2 }6 _. Q( `7 k(See TACAN.)$ C: T& s' a* Q% f! E5 C (See VORTAC.) 1 h9 x' y, U/ }$ i0 B2 qDISTRESS- A condition of being threatened by 0 L5 z! B4 s0 n. y: s& ^; } R' V$ Qserious and/or imminent danger and of requiring% H) Z! K# Y% N1 [# J immediate assistance.& Z$ ^1 d7 \& V) A6 ^8 J* m DIVE BRAKES(See SPEED BRAKES.) $ {9 \( K: y' T7 D4 YDIVERSE VECTOR AREA- In a radar environ‐ $ n3 n) T, z4 G l6 V) s2 i8 Bment, that area in which a prescribed departure route F5 j0 c" N7 C2 ~ is not required as the only suitable route to avoid 8 A7 k4 r7 ^% K+ h2 o9 tobstacles. The area in which random radar vectors. `1 c% o) D$ i6 F8 z& X9 A0 h5 f' t below the MVA/MIA, established in accordance with G `" d U j1 S: m# S, Zthe TERPS criteria for diverse departures, obstacles 4 ~) n7 i) p4 a' Aand terrain avoidance, may be issued to departing4 ?3 A$ f/ m' b6 z aircraft.; O3 y' I/ W4 j/ Q% X DIVERSION (DVRSN)- Flights that are required to 2 o8 E: z% \ O% [land at other than their original destination for 0 ]3 I- F1 }4 P3 Areasons beyond the control of the pilot/company, e.g. / P$ ~8 l* B# S- w: k1 O! |1 Cperiods of significant weather.$ ~. b/ q' h- I" d7 F% J$ S8 R DME(See DISTANCE MEASURING EQUIPMENT.) ' ~( R; o7 q6 Z) k% p `Pilot/Controller Glossary 2/14/08 + L9 F' a2 b. ]' B( t' H- KPCG D-4. S* x3 p5 T+ c+ W9 S5 q. w DME FIX- A geographical position determined by9 K F5 m! Z ?, L reference to a navigational aid which provides # ^+ H4 W' C9 udistance and azimuth information. It is defined by a9 u2 _2 _5 F, w0 l specific distance in nautical miles and a radial,( _2 [* w/ ^9 I2 y! k azimuth, or course (i.e., localizer) in degrees9 Q f8 }2 P( P6 ~ m- }1 K6 V magnetic from that aid. , `8 D/ N' {& u(See DISTANCE MEASURING EQUIPMENT.)" ^) n% Z- Y8 D# t5 _! T% ? (See FIX.): B' A: L' B6 I" Q% u (See MICROWAVE LANDING SYSTEM.)$ s h% w. O8 u: D" |3 t) e DME SEPARATION- Spacing of aircraft in terms of c% ?: @: M* s+ [. b1 a7 P distances (nautical miles) determined by reference to 5 ?6 `- T5 E4 E$ odistance measuring equipment (DME). ) G8 U4 r+ }, n(See DISTANCE MEASURING EQUIPMENT.) # N1 p2 S8 B X7 nDOD FLIP- Department of Defense Flight Informa‐ . k# e, A( t/ d; {tion Publications used for flight planning, en route,, f6 }4 a' K/ l, U6 b and terminal operations. FLIP is produced by the 9 ~0 d3 D" G, I8 [; zNational Imagery and Mapping Agency (NIMA) for' T# t9 ^+ c" f world‐wide use. United States Government Flight ) c' U# o4 Y! h) e" pInformation Publications (en route charts and " A/ f$ X5 O1 p: C$ n* Winstrument approach procedure charts) are incorpo‐" ]4 ~ F9 ^* G8 ? ] rated in DOD FLIP for use in the National Airspace# l# y* ^) P6 V8 L' v' } System (NAS).2 i- y; ?% h2 W# k0 L DOMESTIC AIRSPACE- Airspace which overlies * }' A, |9 j2 ?9 o1 S7 V4 J0 Ythe continental land mass of the United States plus 4 Z( r0 ^8 K2 {Hawaii and U.S. possessions. Domestic airspace) a+ |* m9 S$ h% Y extends to 12 miles offshore. ! [: @: ^; w: ^! V/ O% ADOWNBURST- A strong downdraft which induces* K- S, S1 U' d8 w an outburst of damaging winds on or near the ground. ' X% l& X9 ?6 I$ I2 W! Z$ l aDamaging winds, either straight or curved, are highly- ] M9 p; d1 D5 v% N; D divergent. The sizes of downbursts vary from 1/2# x& o; f" p% c$ U6 ] W; f mile or less to more than 10 miles. An intense 6 U; |5 ]- n/ t9 ]/ V1 ^! ~- zdownburst often causes widespread damage. Damag‐8 ]. }2 x1 k- q ing winds, lasting 5 to 30 minutes, could reach speeds9 Y& H( J- r( V8 d. v* G as high as 120 knots. 4 d% T7 D: N5 K5 |* ^& z/ o, {5 fDOWNWIND LEG(See TRAFFIC PATTERN.), }# O3 f7 V. v DP(See INSTRUMENT DEPARTURE PROCEDURE.) & U& W% s' e9 v% ZDRAG CHUTE- A parachute device installed on 0 i' H: ^% T3 Z, a1 j* _/ lcertain aircraft which is deployed on landing roll to ) T' B$ K( ]( aassist in deceleration of the aircraft. " u- V, e/ K) M7 F6 L. ~DSP(See DEPARTURE SEQUENCING PROGRAM.) " j+ w1 f, K4 G+ KDT(See DELAY TIME.) 7 U. T% ?# k2 k% |8 V L$ SDTAS(See DIGITAL TERMINAL AUTOMATION7 ]3 Y5 v" G+ q" M7 \# ` SYSTEM.) , F; W6 i7 n3 iDUE REGARD- A phase of flight wherein an0 H5 r) b/ s8 N# s( _ aircraft commander of a State‐operated aircraft4 E0 T" {, }8 p" y- r assumes responsibility to separate his/her aircraft ( B- O' r2 z: Jfrom all other aircraft.; S7 ~0 V$ p* K8 k (See also FAAO JO 7110.65, Para 1-2-1, WORD ; {8 k& ~4 j; o, H# tMEANINGS.)4 N5 X w- _" `' F" w6 A DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY 9 g6 B, W# y3 m7 L% ?! DRUNWAY.) 8 Y' X9 U- ]1 Z- K; {/ JDVA(See DIVERSE VECTOR AREA.)9 u, O s$ ]$ ~ `: f DVFR(See DEFENSE VISUAL FLIGHT RULES.) 1 V& w( x. U5 c! @3 M3 f2 `8 rDVFR FLIGHT PLAN- A flight plan filed for a VFR- Y$ L9 N T0 g+ u! v3 a aircraft which intends to operate in airspace within 3 t0 U0 h. Q- [3 U& S& Gwhich the ready identification, location, and control . D: E; U, D$ ~) [# eof aircraft are required in the interest of national, U" y# o' [# W8 U \; M security.' D% L& k f3 _ t4 @ DVRSN(See DIVERSION.)0 Q+ p) v+ Z1 H9 c9 j: N DYNAMIC- Continuous review, evaluation, and % k; v. L% X- i2 h2 kchange to meet demands. 8 w' c n; t# U8 G% rDYNAMIC RESTRICTIONS- Those restrictions 5 y9 v6 Y/ S$ Z& timposed by the local facility on an “as needed” basis 2 B, z6 k7 ] G" |/ {! |7 v+ `to manage unpredictable fluctuations in traffic" w! W6 t s' l: q demands.8 W7 p3 V, _9 O Pilot/Controller Glossary 2/14/08 7 G: g2 E, [+ _/ A6 a; hPCG E-1 * [+ L7 X- q; g* s2 {. ^4 P6 ZE/ c) ^8 f4 I$ Y EAS(See EN ROUTE AUTOMATION SYSTEM.) ) o+ i' j: g. i) j, ?0 F2 CEDCT(See EXPECT DEPARTURE CLEARANCE& E+ H, G$ N ]0 M TIME.) 3 s- z8 r& ?+ }EFC(See EXPECT FURTHER CLEARANCE (TIME).) # I- i& W+ {' t/ X3 t4 TELT(See EMERGENCY LOCATOR TRANSMITTER.), b* V- I8 z# F1 A$ {+ s9 p2 h EMERGENCY- A distress or an urgency condition. : ?- D8 p9 h! U6 QEMERGENCY LOCATOR TRANSMITTER- A9 \4 W* D$ @6 w: u" Y, n: ~ radio transmitter attached to the aircraft structure ' q7 {, |9 N( l& Owhich operates from its own power source on. k0 {8 Q( o s/ `/ E6 q 121.5 MHz and 243.0 MHz. It aids in locating ) w( a {; u+ Z* O a/ _downed aircraft by radiating a downward sweeping2 _8 I1 e8 O" {" e' F audio tone, 2‐4 times per second. It is designed to- Z8 @% t' @ s# q I( j2 ~' l function without human action after an accident. 6 P* O) k: @* E: [(Refer to 14 CFR Part 91.) $ m* {+ G( B C" b8 B' Q(Refer to AIM.)$ z) S# _) B1 y! I( `/ i E‐MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE) N K7 G7 Q. O9 d WARNING.) 8 h" Z; x2 r U4 c: \3 JEN ROUTE AIR TRAFFIC CONTROL SER‐ 5 x9 \! T+ H9 K& o+ z% WVICES- Air traffic control service provided aircraft9 E) k$ l, C9 |4 g) J on IFR flight plans, generally by centers, when these 3 ` F# y9 ~+ Gaircraft are operating between departure and . V; s! `/ K7 \3 _0 qdestination terminal areas. When equipment, capa‐ 1 R u: W- V# Q3 e! Hbilities, and controller workload permit, certain3 H; I, z L& I2 | advisory/assistance services may be provided to VFR - @6 ]8 ?8 l' Y$ {aircraft.6 O+ {+ Q5 |2 r4 a (See AIR ROUTE TRAFFIC CONTROL3 O" M. Y$ S$ ~* M- d/ Y' a CENTER.) 5 e$ Z; c v& w" B(Refer to AIM.) 2 l! O" F: u U: ]% V$ BEN ROUTE AUTOMATION SYSTEM (EAS)- The; w0 l0 ` s, u% e( c9 B7 @& B complex integrated environment consisting of 8 d7 s5 b9 f" x: W) Xsituation display systems, surveillance systems and " K0 `) M; X) q! ?0 R+ [flight data processing, remote devices, decision- _" o# j6 N# x5 j$ o( j i support tools, and the related communications" ~. ]) ?5 J0 F& v0 L+ d equipment that form the heart of the automated IFR) t$ w: F3 H- S( x9 C+ x air traffic control system. It interfaces with automated3 l' T. \, J6 N2 N terminal systems and is used in the control of en route- g2 Q$ A) F2 W5 L m5 L IFR aircraft.$ e6 P D4 ]) a1 [ W2 _3 `5 @ (Refer to AIM.) ( [+ b' K1 B$ UEN ROUTE CHARTS(See AERONAUTICAL CHART.) 4 s' }) I; p6 r3 a7 XEN ROUTE DESCENT- Descent from the en route- V& v b5 I# G& R cruising altitude which takes place along the route of : I8 [& o1 }# ~' Gflight. ) R' m8 I' H8 S [5 sEN ROUTE FLIGHT ADVISORY SERVICE- A 8 o: J% N0 h7 ^! pservice specifically designed to provide, upon pilot. |0 B* {+ f" z3 I request, timely weather information pertinent to6 A0 t- i# P3 S his/her type of flight, intended route of flight, and' g( d+ R2 `$ T* i( h/ B1 @0 h altitude. The FSSs providing this service are listed in 4 V: t2 s O# a: E: T# bthe Airport/Facility Directory.! R/ A5 Y$ ^. \! n2 `9 W* b2 ` (See FLIGHT WATCH.) Z' ]( k) T ~(Refer to AIM.) 4 I: ?4 p/ j" M$ z, Z/ T, PEN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.)! V/ p7 Q1 J) w7 ^: p EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.)$ [; W/ F! v) \0 t* n) T& n( a# n EN ROUTE MINIMUM SAFE ALTITUDE WARN‐ ( K3 c1 d# _2 ~5 J3 T3 H: DING- A function of the EAS that aids the controller ; r6 g& y" g2 ^/ v7 C$ }by providing an alert when a tracked aircraft is below. [8 T5 w& q& e! O! V- } or predicted by the computer to go below a , A, R0 h( a- M* U7 m8 U. ?predetermined minimum IFR altitude (MIA)., E3 N& w9 n1 G9 m EN ROUTE SPACING PROGRAM (ESP)- A ; a4 u$ A3 W' H+ cprogram designed to assist the exit sector in ' o6 R& ^& g5 m; y( J9 t# [achieving the required in‐trail spacing. d7 }+ j9 z3 t# R EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a 9 @3 |0 I7 A$ N6 s+ B; TSID/STAR that connects to one or more en route# l" t; E0 ^7 M; m% g, J" J* C! r6 M airway/jet route. - R8 D6 B9 P X6 o8 n8 Y7 zb. RNAV STARs/SIDs. The portion of a STAR $ I/ Z* A/ I+ jpreceding the common route or point, or for a SID the, g8 g1 O# B# I; L portion following, that is coded for a specific en route ( X; |* [5 |1 _+ Ofix, airway or jet route. % i3 y4 ~1 P$ K5 M/ bESP(See EN ROUTE SPACING PROGRAM.) 8 Y3 @! @$ J# eESTABLISHED-To be stable or fixed on a route, 7 y! j# p& b# |# Croute segment, altitude, heading, etc. x* h% p1 I' {ESTIMATED ELAPSED TIME [IC AO]- The x( a( x8 X6 n3 c1 c estimated time required to proceed from one 8 o( u4 h+ G0 ^significant point to another.% F. s6 i4 k4 x (See ICAO Term TOTAL ESTIMATED ELAPSED' \2 v. @! x) A* @# V TIME.)" @' k* F$ E: K3 u Pilot/Controller Glossary 2/14/08. [7 v+ ^7 x+ v6 a) m' o PCG E-2 : l( w" s5 K! GESTIMATED OFF‐BLOCK TIME [ICAO]- The5 u0 J- w: {) ~3 w) s, K. o7 j estimated time at which the aircraft will commence . E) { T8 F( s* y# q, p1 Z+ Smovement associated with departure. . c" L# ~- A) k; Y2 q# DESTIMATED POSITION ERROR (EPE)- / ?6 N' n/ S* B/ F& J% k: F) Y5 s(See Required Navigation Performance)$ Z8 ? M$ W S# P S+ X' _0 `% | ESTIMATED TIME OF ARRIVAL- The time the7 G$ K9 K8 e" S j flight is estimated to arrive at the gate (scheduled ( e" Y3 @, a! Poperators) or the actual runway on times for ! f, @ ^ U! e* O( m0 lnonscheduled operators./ c* p- _7 o, p" L2 y ESTIMATED TIME EN ROUTE- The estimated 1 n" W+ n0 y: K% ~' G* ?6 hflying time from departure point to destination & {1 D4 A' b9 F* m7 w9 d% {6 R(lift‐off to touchdown). & c+ L4 g# n. A+ R0 u/ r0 Z* C& ?9 |ETA(See ESTIMATED TIME OF ARRIVAL.) ' L6 T6 a9 t9 ]6 jETE(See ESTIMATED TIME EN ROUTE.) - U7 R1 |' ^# E$ W, @. s1 F lEXECUTE MISSED APPROACH- Instructions / F6 S/ I: j# ^issued to a pilot making an instrument approach $ z, C- [. `+ b5 ]; U8 ^which means continue inbound to the missed 8 x9 H, B- Y: i* A4 |( ~+ }$ uapproach point and execute the missed approach , w2 q: m, k2 U6 ^3 iprocedure as described on the Instrument Approach0 O, m1 R" J1 ~( _ t! ]) C Procedure Chart or as previously assigned by ATC. % X8 a& A; k% f. HThe pilot may climb immediately to the altitude9 `& @# [) ~) _7 z% i' T specified in the missed approach procedure upon* l- {! A# ~- G) H making a missed approach. No turns should be- i0 k$ c, z( k8 \# } Q initiated prior to reaching the missed approach point.0 H, g0 a7 x0 z1 e1 v0 B' h6 r& V When conducting an ASR or PAR approach, execute' M' n$ ~$ E3 L& E the assigned missed approach procedure immediately; n* N; A2 g% H' [ A upon receiving instructions to “execute missed : R( B7 U- P5 z k$ Bapproach.” % @2 [8 `9 L" v9 t; L0 f(Refer to AIM.)- W# g" k; K, p+ z EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used2 s9 d) q, O* j/ o$ { under certain conditions to provide a pilot with an8 o+ l7 |8 Q/ y1 v- [2 Y altitude to be used in the event of two‐way # e6 ^) s8 d2 j0 ~. v0 e: V/ d/ Gcommunications failure. It also provides altitude * c! |; J1 S$ j0 G! y6 G5 \0 [information to assist the pilot in planning." o/ b9 m, f0 N2 I5 H; z" E0 z (Refer to AIM.) ! ~9 u7 ]+ m$ Z( U& n% x% M1 jEXPECT DEPARTURE CLEARANCE TIME$ \; c* v) {( z& |* f6 `, H& s (EDCT)- The runway release time assigned to an : B; j& l9 s' {$ E1 Saircraft in a traffic management program and shown8 S% y/ Y& F6 W0 [9 n on the flight progress strip as an EDCT. 4 K6 M% Y0 I! T8 y1 o(See GROUND DELAY PROGRAM.)2 g2 j( C8 l) I: ] EXPECT FURTHER CLEARANCE (TIME)- The ' p6 I' q$ n! N3 n- ^; qtime a pilot can expect to receive clearance beyond a $ `1 C# J9 Z6 o @6 K1 @clearance limit. - [! q. d% F) L+ UEXPECT FURTHER CLEARANCE VIA (AIR‐% y5 g+ V- Q! }4 u& u WAYS, ROUTES OR FIXES)- Used to inform a 9 y9 d* I M( y. x; E7 F/ k# ]+ ?5 fpilot of the routing he/she can expect if any part of the1 b/ B1 Z7 N0 i route beyond a short range clearance limit differs & F3 L7 X0 q* c O5 mfrom that filed. 3 P/ T' F" g& [) q3 x. |! EEXPEDITE- Used by ATC when prompt com‐+ G$ M' G( \/ ~ pliance is required to avoid the development of an ( [4 L6 D6 M0 X$ X- c0 S n, ~9 ~" [# t9 Nimminent situation. Expedite climb/descent normal‐ 2 i9 r" C6 `7 N5 J- tly indicates to a pilot that the approximate best rate : B$ x8 w: | C, ~- h/ X3 Vof climb/descent should be used without requiring an ; L6 u' m, n8 c. {! vexceptional change in aircraft handling characteris‐& d5 w" m$ H$ y& g0 U4 e2 E, l; o; ? tics. $ O. Z( ]+ _7 Y; g1 L9 ~3 dPilot/Controller Glossary 2/14/08# H* U, d7 T; x. Q! B* O PCG F-1 ^9 {8 ^/ e7 LF j( R4 z% C, Z" K# l, a* T, xFAF(See FINAL APPROACH FIX.)# n s4 R# H; `6 s5 F& y FAST FILE- A system whereby a pilot files a flight - ~: ]+ ?0 ?; Lplan via telephone that is tape recorded and then* N `; K7 s/ n. G% j: K0 K3 k transcribed for transmission to the appropriate air ; C9 P8 x9 B- U. htraffic facility. Locations having a fast file capability 7 U( n5 T0 i, y! j- ~9 Y# Qare contained in the Airport/Facility Directory.! ^1 v! i6 _1 S (Refer to AIM.)" }3 V# R$ e9 S F/ Y FAWP- Final Approach Waypoint " Y8 G& [ j- E# M7 _- FFCLT(See FREEZE CALCULATED LANDING TIME.)4 @2 w0 E, I. \( r6 o FEATHERED PROPELLER- A propeller whose1 N! d0 K+ g7 i) N$ l- ]# J blades have been rotated so that the leading and; x. g# y$ r/ \& u7 f trailing edges are nearly parallel with the aircraft 3 R0 j8 c! i3 _8 A1 Q ?5 B& k/ aflight path to stop or minimize drag and engine* C, Z: q/ [9 [, r0 M) Q, ~ rotation. Normally used to indicate shutdown of a4 x, A7 `- |. }+ `' T reciprocating or turboprop engine due to malfunc‐ 7 d; Z& L8 e0 b3 m, ^! ]9 Wtion. & @) X* T+ Y" \$ g- F" \FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.) ( ]% F8 \( R# @" b: J7 pFEEDER FIX- The fix depicted on Instrument( K) F u+ L- z" P1 @, r2 N4 g Approach Procedure Charts which establishes the8 s' f0 ~0 d: H% P+ W8 b starting point of the feeder route. 9 {) W8 K* F9 d9 F+ cFEEDER ROUTE- A route depicted on instrument* s$ R0 d% K6 x# \ approach procedure charts to designate routes for 3 k4 ?- I6 g8 q/ eaircraft to proceed from the en route structure to the ; A: u$ P+ f& @9 z! }0 q( x* Jinitial approach fix (IAF)." A7 @- e# A; f3 z5 h6 {, ~ ` (See INSTRUMENT APPROACH 8 n+ B9 ?) A8 G+ KPROCEDURE.)3 n7 \/ `: r; R4 Q FERRY FLIGHT- A flight for the purpose of:- y1 x$ l; O* d9 } a. Returning an aircraft to base. 4 J+ y/ ^, j$ Zb. Delivering an aircraft from one location to- A. {. C: W( w, G t5 v( ^) [6 a another.( ?6 K7 n3 `) a6 \ c. Moving an aircraft to and from a maintenance % q! C/ V$ Z& p1 D' F. A) @$ Tbase.- Ferry flights, under certain conditions, may be , S: X; N2 u! u/ |conducted under terms of a special flight permit.0 m" d- S2 I1 {' \ FIELD ELEVATION(See AIRPORT ELEVATION.) % K) \& K$ ]& }FILED- Normally used in conjunction with flight1 N# C/ s) O, O6 ~: R' i" j# ] plans, meaning a flight plan has been submitted to. [* q3 M- H' }) H6 V ATC.5 Y% J, t2 U) z. Y' ^5 O" v: J3 v FILED EN ROUTE DELAY- Any of the following' e4 e' D/ b* u( B preplanned delays at points/areas along the route of% C9 S$ n, d1 R4 Y( @+ O flight which require special flight plan filing and+ v1 I7 v6 G) h1 Y handling techniques. $ E2 g! o7 r/ g! p2 Ta. Terminal Area Delay. A delay within a terminal , I) L. d* k" Marea for touch‐and‐go, low approach, or other 8 n' r1 J- t% F/ q; r( e* {% {terminal area activity. 8 `6 y0 \; W& Pb. Special Use Airspace Delay. A delay within a/ ]2 z9 v9 l7 F# v+ |+ C4 V, \) U T Military Operations Area, Restricted Area, Warning# I6 J8 ^9 B' r4 l Area, or ATC Assigned Airspace. # W; n$ X( O6 rc. Aerial Refueling Delay. A delay within an + x! w$ T% J: a: s. Y8 VAerial Refueling Track or Anchor. ; |! h' x k! U G1 PFILED FLIGHT PLAN- The flight plan as filed with p3 V: ], s6 R. t. C an ATS unit by the pilot or his/her designated 7 h* R0 t7 B- e2 o% N5 _8 e3 E7 erepresentative without any subsequent changes or( {3 t4 K% K( R! B4 { clearances. 2 q, l. X( ^. R' |FINAL- Commonly used to mean that an aircraft is8 F5 x+ c/ M$ n on the final approach course or is aligned with a( \ a' O& m/ u5 B5 x" ^ landing area. ! ~) n4 {- h+ b2 A5 i* v$ p- \4 W" o(See FINAL APPROACH COURSE.)6 }' k) D% b. [' ~ (See FINAL APPROACH‐IFR.) . R! F( F/ L) E, H(See SEGMENTS OF AN INSTRUMENT - ~* [% T/ R; U/ y1 {APPROACH PROCEDURE.): [3 O& K- P4 T) U/ k: y) h FINAL APPROACH [ICAO]- That part of an# H. i# V9 `- n! N& o instrument approach procedure which commences at / {; h1 S; m( _( ^: I/ s/ pthe specified final approach fix or point, or where t7 E8 Q$ f/ C) B7 } such a fix or point is not specified.9 p8 e( ]0 l, Q- {7 K, W a. At the end of the last procedure turn, base turn % T% N6 J, i6 b1 ior inbound turn of a racetrack procedure, if specified; 1 z* S. v3 R( ] `- Aor2 O* O/ I$ G! u, t9 }. _ b. At the point of interception of the last track/ v# G* G6 j' W; X5 e/ b( o specified in the approach procedure; and ends at a, l* }* N0 A; u point in the vicinity of an aerodrome from which: 9 u- j/ ^. Q+ M0 ~1. A landing can be made; or% W# k) G/ T* ~2 B( V. H3 i6 b! C 2. A missed approach procedure is initiated. 3 K$ o4 o' o9 VFINAL APPROACH COURSE- A bearing/radial/4 w! o( W! v S: g2 a track of an instrument approach leading to a runway ; h/ T Y( T, O- \3 for an extended runway centerline all without regard( M/ L) a7 Y3 e, ^ to distance. 9 S- R3 A0 K- C5 FFINAL APPROACH FIX- The fix from which the 1 {6 T4 w) }- a2 T' Pfinal approach (IFR) to an airport is executed and ! S8 e+ s" ~, U" `5 m- jwhich identifies the beginning of the final approach 8 g. J; M0 _8 r: p$ f( K. R3 Esegment. It is designated on Government charts by 6 a/ g1 G# E, Q, ~* mthe Maltese Cross symbol for nonprecision# Y! Y$ R" W, b9 o- [! \2 A4 t Pilot/Controller Glossary 2/14/08 R: I- @6 E" ^% M# ? xPCG F-2, n7 W! k( Q' [- V; X7 z approaches and the lightning bolt symbol for1 f/ [3 a/ ~$ P# j2 |/ X precision approaches; or when ATC directs a * X+ t8 I) q# q$ a0 z6 Jlower‐than‐published glideslope/path intercept alti‐ 1 E9 N4 |9 F" _# w4 P ctude, it is the resultant actual point of the 5 B$ S' Z# q- H3 l# F, ?glideslope/path intercept.9 k$ \: a0 ~& n3 b (See FINAL APPROACH POINT.) 1 S) t. ^- g" M& G" q3 b! F(See GLIDESLOPE INTERCEPT ALTITUDE.)6 N1 }! I/ n4 C: A! m (See SEGMENTS OF AN INSTRUMENT0 v% `1 N4 P+ m APPROACH PROCEDURE.) 7 N- v- x5 L1 v% W; N! |& N! D/ f, @FINAL APPROACH‐IFR- The flight path of an - B' l$ X& b5 D+ kaircraft which is inbound to an airport on a final, ^8 H. I& H1 s4 |7 b8 n* G, V/ G instrument approach course, beginning at the final' w! V9 G. a, y# G0 E& e+ F* S' H, e% J approach fix or point and extending to the airport or " e' {4 I _- D$ c {* x& vthe point where a circle‐to‐land maneuver or a missed 5 }: H3 f- p; Fapproach is executed. 3 t, W+ r& V x( G5 W O(See FINAL APPROACH COURSE.) 4 s8 J" h5 Q) b1 }- A T' [(See FINAL APPROACH FIX.)/ |5 }) g& s1 E* i1 e- _* I (See FINAL APPROACH POINT.) 2 ^8 Z# m$ D$ w# B! W5 D(See SEGMENTS OF AN INSTRUMENT4 u" E; k2 e, P! _- [) R2 x APPROACH PROCEDURE.) ( D; l, O* d @0 H8 F9 }# \(See ICAO term FINAL APPROACH.) 2 `; z, K I3 }" b- W' EFINAL APPROACH POINT- The point, applicable$ E9 S; q0 P( W only to a nonprecision approach with no depicted ( n. R) O/ R2 |$ {4 t G" XFAF (such as an on airport VOR), where the aircraft a! q Z+ T9 i1 T' His established inbound on the final approach course6 a, A( q! ]& E2 r& S from the procedure turn and where the final approach 5 [$ n& Y, F4 ?: [" Xdescent may be commenced. The FAP serves as the 0 ?# ]( W4 x0 V% \ _* pFAF and identifies the beginning of the final( B1 K9 c' u) ~3 k approach segment. ' f$ g# i) k& V5 R' w(See FINAL APPROACH FIX.)4 U( |6 a9 Z/ ^9 J+ ~! ?0 t (See SEGMENTS OF AN INSTRUMENT5 Z- j5 M/ Q! ~9 t APPROACH PROCEDURE.); B6 P5 D, Q* M+ A3 L. u5 A. t9 [9 X FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT ! M' U% d `) o* t: f7 u- @9 vAPPROACH PROCEDURE.)) C2 o j( U, I1 w4 W" y1 v FINAL APPROACH SEGMENT [ICAO]- That % C. ?0 Z. a: g1 w% `segment of an instrument approach procedure in z. F. j; s3 g; lwhich alignment and descent for landing are 8 q/ w' F5 L( Q" {) T- Uaccomplished.; x' M: Z- p7 x) e+ N3 d FINAL CONTROLLER- The controller providing0 w7 g" q4 L% O information and final approach guidance during PAR 5 [/ h3 t) x" Mand ASR approaches utilizing radar equipment.0 `% o/ s9 V' _/ Z* `) v (See RADAR APPROACH.)% q$ S! p% B/ m5 d9 ~9 p FINAL GUARD SERVICE- A value added service. | {. L4 Q* s( Q provided in conjunction with LAA/RAA only during 0 {4 P: i5 r6 F4 z6 d" O9 `periods of significant and fast changing weather/ c3 y: Z5 \- ? conditions that may affect landing and takeoff 9 K& M- X7 c& t* c/ z2 g1 E% A4 Aoperations. ?- v: [( g2 W3 B: ?8 g FINAL MONITOR AID- A high resolution color ' Y# |8 n# R e7 X* @, l: H$ K1 T. Tdisplay that is equipped with the controller alert 8 ^" p3 c' W1 J7 xsystem hardware/software which is used in the # B: d9 I- B# e- Iprecision runway monitor (PRM) system. The 6 I7 Q9 o( u7 u2 S5 kdisplay includes alert algorithms providing the target9 g2 I6 e( v$ G6 o predictors, a color change alert when a target; x, X7 h9 s& K5 f: i& r penetrates or is predicted to penetrate the no3 J2 _/ K$ b# x+ @/ [* ?# H transgression zone (NTZ), a color change alert if the. W* ?% A M( p H0 ~) k/ g6 f aircraft transponder becomes inoperative, synthe‐ 2 i1 w) Y" F1 e! w/ F. T% \sized voice alerts, digital mapping, and like features ) I: S, T2 y2 F, P+ }- `contained in the PRM system. D: s$ r* o8 T% C3 F9 b (See RADAR APPROACH.), R) C5 a3 M! m% j8 o8 t" c FINAL MONITOR CONTROLLER- Air Traffic * q" t* f: _% i/ aControl Specialist assigned to radar monitor the5 _, l/ b% g3 G1 n+ s2 T& R( B flight path of aircraft during simultaneous parallel% |5 t* a. G. E- |4 A$ Z1 E9 ~ and simultaneous close parallel ILS approach6 }+ _. F2 i/ M+ k7 O operations. Each runway is assigned a final monitor ; A0 a3 G# k2 H' u) S; ]8 D# N& }5 Dcontroller during simultaneous parallel and simulta‐ 2 A$ ~( J4 P; O; H5 W- W% Kneous close parallel ILS approaches. Final monitor8 k" Y9 X; n: A# N5 A controllers shall utilize the Precision Runway S# _" x7 B5 j9 R# YMonitor (PRM) system during simultaneous close ; B0 \# c/ U) g" h2 n Wparallel ILS approaches.2 Q) |, k( b! {+ i. {1 G5 ? FIR(See FLIGHT INFORMATION REGION.) ^; j7 y+ v! b9 r' k; U: @ FIRST TIER CENTER- The ARTCC immediately4 p, u5 N0 |3 t, I! y8 K adjacent to the impacted center., b1 {& l- y x; d* g) L5 K, F6 e FIX- A geographical position determined by visual% ?2 e2 g- Y6 |0 ^ g2 K reference to the surface, by reference to one or more$ O( ]7 |* K [ radio NAVAIDs, by celestial plotting, or by another4 i3 f, G. H. F8 M navigational device.+ c9 e5 x2 D1 ^0 r" M FIX BALANCING- A process whereby aircraft are 2 L* n! V) C/ Y! Z- levenly distributed over several available arrival fixes; b+ a! a# f- J2 Y reducing delays and controller workload.. x" ~! C5 Z+ X6 C: x: q: b0 w FLAG- A warning device incorporated in certain; R4 x) x9 E# g8 z6 I2 ?8 [ airborne navigation and flight instruments indicating1 Y. s; B% q( T/ c7 O/ H1 t that:/ [, d3 |( x x a. Instruments are inoperative or otherwise not 7 J8 M7 Y+ C/ O) r. |% A5 loperating satisfactorily, or/ h2 r3 e( z+ c9 k b. Signal strength or quality of the received signal) ~& _- C- i4 [$ M: W0 }3 t+ T! S falls below acceptable values. / C+ _4 P5 b2 m5 W& yFLAG ALARM(See FLAG.) ; J* I2 d- m0 h, _) U: ]# J" pFLAMEOUT- An emergency condition caused by a8 }( z. A; @0 [ k. l& `& L- } loss of engine power.5 K# R' c c- Q: u+ D @ FLAMEOUT PATTERN- An approach normally- r$ R3 J! U+ `# j4 m conducted by a single‐engine military aircraft & x6 J: K+ i0 ~- x& x, oexperiencing loss or anticipating loss of engine2 g: l i. ^% i% U ~- A5 P Pilot/Controller Glossary 2/14/089 M* B1 y* Z" { B7 h. k, h, z PCG F-3 " U+ S* ]+ d+ B# C) Q7 L$ vpower or control. The standard overhead approach# |8 |8 U$ b$ {* m$ {# `3 E starts at a relatively high altitude over a runway + V4 k% F. D5 J" L(“high key”) followed by a continuous 180 degree & U6 Q: w3 d4 s; F0 K6 Rturn to a high, wide position (“low key”) followed by ) U. ?5 v1 z5 L, Za continuous 180 degree turn final. The standard( F' v/ d6 q7 b: g" w straight‐in pattern starts at a point that results in a, ?% A( i4 V% {; Q5 E straight‐in approach with a high rate of descent to the* ^$ {+ P! H, T( v7 n9 F% M& w5 h runway. Flameout approaches terminate in the type 4 Y }$ S% O7 D/ Y- F6 l5 }approach requested by the pilot (normally fullstop).! D& G! f. W8 b: }7 s% w! M FLIGHT CHECK- A call‐sign prefix used by FAA# g$ r3 P2 A. W4 o, R: } aircraft engaged in flight inspection/certification of ' p9 }+ v, H+ Y! T, _4 J/ R) }( Rnavigational aids and flight procedures. The word0 L9 w# r5 V2 a0 N) { “recorded” may be added as a suffix; e.g., “Flight " m) W( l' r5 {Check 320 recorded” to indicate that an automated# N$ m! `- C6 M: a8 a' B flight inspection is in progress in terminal areas. - L ~ m N! ^" |& F5 K(See FLIGHT INSPECTION.) ' C& G4 T+ n' e1 M0 c8 `4 j( `(Refer to AIM.), D3 m) b$ H% g3 Q6 W) `2 s FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.) ! D1 x- g: q% GFLIGHT INFORMATION REGION- An airspace of: ]& ?0 F m, i p defined dimensions within which Flight Information + K3 D3 J8 F# k& m0 p0 l; V; SService and Alerting Service are provided. ; j/ ^" n" W# xa. Flight Information Service. A service provided/ }0 d5 b" q3 |% p for the purpose of giving advice and information A) U' q6 k* `& Q. j: g. B# K3 Duseful for the safe and efficient conduct of flights.. \7 e: C$ \ I: N5 E/ l- d b. Alerting Service. A service provided to notify 1 k: ~6 e5 A' n' n, Iappropriate organizations regarding aircraft in need s; J% _2 _* _3 p/ bof search and rescue aid and to assist such# c b! |2 f! Q' q organizations as required. 4 U2 a. v5 W! E6 h* f- YFLIGHT INFORMATION SERVICE- A service& E" z% E6 g2 V3 i! t& s provided for the purpose of giving advice and# p0 z7 c5 d5 X8 K information useful for the safe and efficient conduct. v" ^, B1 `. f& B* q, i. p of flights. 9 n$ K* X' F+ g& }. [FLIGHT INSPECTION- Inflight investigation and . S& D* k! n" _6 k, uevaluation of a navigational aid to determine whether8 Z9 k( T. E4 R2 \) Z1 Q% x it meets established tolerances. . h6 o L5 |5 ^$ w/ P(See FLIGHT CHECK.) ' r |3 M& j+ }1 D- j(See NAVIGATIONAL AID.) 5 |( b4 q/ x: q3 ^FLIGHT LEVEL- A level of constant atmospheric . v7 ~6 Z2 a! c1 T9 l- Bpressure related to a reference datum of 29.92 inches8 k: t% C7 x$ c/ E, w" p of mercury. Each is stated in three digits that represent! [2 a, g, V3 i$ V8 a& y V; g hundreds of feet. For example, flight level (FL) 250 & }+ H! e; H5 t: x+ Srepresents a barometric altimeter indication of 5 Z! R: L2 K7 q0 u, e$ E& S25,000 feet; FL 255, an indication of 25,500 feet. Y* Q! m/ u: v+ v' _: G! ^2 E y (See ICAO term FLIGHT LEVEL.) , b5 S9 ~+ d5 b- jFLIGHT LEVEL [ICAO]- A surface of constant $ s, T) P! p) ?3 d) G" U% _" Datmospheric pressure which is related to a specific; f- e H1 J3 x) g pressure datum, 1013.2 hPa (1013.2 mb), and is- w0 I$ Z: _1 G9 b; c2 q4 _ separated from other such surfaces by specific ' o( a' ]$ Q3 v& F/ lpressure intervals.5 L I5 z7 R) e+ _3 S Note 1:A pressure type altimeter calibrated in & H. g2 h2 g$ l% uaccordance with the standard atmosphere:* M6 Q3 E) E6 s7 i5 j0 |" w' ?' d a. When set to a QNH altimeter setting, will6 R2 ?8 q$ H% j indicate altitude;9 Y) L) S3 Y. ? b. When set to a QFE altimeter setting, will6 C7 }: L7 L! l6 ]0 B1 u. I indicate height above the QFE reference datum;3 L* J/ \+ `, E' n2 F0 G- h and " i+ W9 f/ U; o% p N! }/ h0 yc. When set to a pressure of 1013.2 hPa 6 q) s. u F9 z(1013.2 mb), may be used to indicate flight levels. . n$ q' ^7 R# n% O3 } m& CNote 2:The terms `height' and `altitude,' used in - I, L# G6 M2 }7 L" n4 l, [Note 1 above, indicate altimetric rather than1 z4 K8 C/ d; H" c3 M geometric heights and altitudes.6 G9 a* V; N2 M( K3 N2 V" n FLIGHT LINE- A term used to describe the precise ; k9 E) }+ S7 @) o# {% r* C8 J c) G: S4 Kmovement of a civil photogrammetric aircraft along 7 M7 p$ |3 q% L \0 n" I3 d! Ja predetermined course(s) at a predetermined altitude 8 v/ W) n. `+ `" M, \during the actual photographic run. + ?8 X& N6 o, n/ L# eFLIGHT MANAGEMENT SYSTEMS- A comput‐% i2 N) s% s) D; {! P er system that uses a large data base to allow routes4 u8 E7 z2 X9 q! M' S! O to be preprogrammed and fed into the system by ; v, F7 {7 r* k, O1 J8 ^4 O d* Dmeans of a data loader. The system is constantly 2 @/ }& U8 ^$ Q2 e4 Z& q7 I, Kupdated with respect to position accuracy by . b. m+ x5 V9 O# sreference to conventional navigation aids. The: d" d3 A7 l% c& x1 C9 i# o sophisticated program and its associated data base6 u1 `: d8 t% m. z% t insures that the most appropriate aids are automati‐ |( c; o9 n" O+ ically selected during the information update cycle. $ W& @1 H' L IFLIGHT MANAGEMENT SYSTEM PROCE‐6 l. }( E# V" u8 M, L; s* k9 T DURE- An arrival, departure, or approach procedure + ]+ \: }$ B/ ?0 a5 [; W" udeveloped for use by aircraft with a slant (/) E or slant 6 C3 d @4 M; d: h4 D(/) F equipment suffix. / X9 |6 V0 Q$ Z/ nFLIGHT PATH- A line, course, or track along which* c% G: o5 q. {7 B- d6 u an aircraft is flying or intended to be flown.8 i, y; }7 S+ _; f& b+ x) x2 g) p (See COURSE.) 0 T0 @0 [/ v3 T* Z1 e- t0 D(See TRACK.) 4 ^" f' f# y I# B7 Y8 _FLIGHT PLAN- Specified information relating to) w1 P) \; m8 _ the intended flight of an aircraft that is filed orally or ; t$ d D, ~# V% v5 bin writing with an FSS or an ATC facility.( a, h0 U: f* b' l) e (See FAST FILE.)1 X( u$ Z& z: Q& ^% t( \ (See FILED.)( K9 J! @5 z5 k2 B$ y, ] (Refer to AIM.)( B7 Q' e% s( f; W6 [& R( i FLIGHT PLAN AREA- The geographical area * k, Z. N, [* rassigned by regional air traffic divisions to a flight- O- p( ]3 p( O9 K/ q service station for the purpose of search and rescue ) Z$ d0 z, {6 Q+ X* A1 ufor VFR aircraft, issuance of NOTAMs, pilot- ^( M& \+ L" M: g) d' j briefing, in‐flight services, broadcast, emergency3 [$ x! ~8 t2 k, `, g5 d* b services, flight data processing, international opera‐ " I: P7 o: T7 X9 n$ X: q: ?6 qtions, and aviation weather services. Three letter" i) l) M: Q5 E* P4 ^8 g' X5 h& q1 R Pilot/Controller Glossary 2/14/08 ! l( m! c6 v% e' ]6 u7 CPCG F-4+ x9 { Y" b/ y+ f$ Z identifiers are assigned to every flight service station6 J7 h: s' s) @3 R# h! ] and are annotated in AFDs and FAAO JO 7350.8, ( y- v# I$ |# b& D$ bLOCATION IDENTIFIERS, as tie‐in facilities. . b2 n7 I3 p) q7 M6 K(See FAST FILE.): Y4 W9 G0 G o. e8 ^# M& M. V (See FILED.) - f+ P8 S9 R z% E g(Refer to AIM.), S5 e: ^0 |3 ~, e S FLIGHT RECORDER- A general term applied to 0 S& ]5 c/ q+ u# B6 Wany instrument or device that records information9 K. ^' \$ ^, b7 u& ? about the performance of an aircraft in flight or about [$ D+ Q( Y; T& d% X2 c- ? conditions encountered in flight. Flight recorders5 j5 K: J! Q) I" ~ may make records of airspeed, outside air / |/ n9 ]1 b/ M+ q% V. f2 z" Z/ ^temperature, vertical acceleration, engine RPM,, n& K) M: O7 N( Z' ]# ? manifold pressure, and other pertinent variables for a 6 w* `; l9 X! f% Dgiven flight. & E+ ^. B9 x |) s(See ICAO term FLIGHT RECORDER.)* K8 ?+ Z% H9 e, K2 n FLIGHT RECORDER [ICAO]- Any type of8 I% B# C) B" Y& H" P, {+ R recorder installed in the aircraft for the purpose of/ ]8 \3 p& U9 C' ` complementing accident/incident investigation. 2 ~% h+ m! |) _Note:See Annex 6 Part I, for specifications relating * i. u- _; n/ bto flight recorders.3 ^7 [' m$ j& y FLIGHT SERVICE STATION- Air traffic facilities3 y! }: `+ H$ U1 X which provide pilot briefing, en route communica‐- Q" z, O* K% p4 }8 I tions and VFR search and rescue services, assist lost , N6 U+ r* ~' t9 N2 O) _aircraft and aircraft in emergency situations, relay 4 K3 C- G E- fATC clearances, originate Notices to Airmen, 1 i9 L2 k2 Q0 Cbroadcast aviation weather and NAS information, - a9 C" t/ o3 u5 ^* wand receive and process IFR flight plans. In addition," Z, v1 b7 d6 G# ^: @. V6 E at selected locations, FSSs provide En Route Flight 5 M! L; ?/ }& b, Z/ zAdvisory Service (Flight Watch), issue airport) j' b3 a; U7 a2 U$ i9 P% l advisories, and advise Customs and Immigration of5 z7 g# Y' j6 j# j; ~2 t d transborder flights. Selected Flight Service Stations3 r; o* F: a+ z. F9 _ in Alaska also provide TWEB recordings and take / l% }4 c+ _* N% G6 l' Sweather observations. # Z0 N6 b8 \ ?9 _. |/ {# c. ?(Refer to AIM.) 0 m3 v1 w' G- I# a7 E0 R8 FFLIGHT STANDARDS DISTRICT OFFICE- An" O. Q: s2 r6 B3 k: p0 v FAA field office serving an assigned geographical9 N2 {. N+ @7 U) X area and staffed with Flight Standards personnel who4 w9 ~7 V h% Y! B% D+ L! \! ^ serve the aviation industry and the general public on0 b* J/ M. C! L matters relating to the certification and operation of ' w7 O+ [& Z7 U1 k" oair carrier and general aviation aircraft. Activities + k: n5 ^3 ~# ?/ Ginclude general surveillance of operational safety,4 Q f8 w$ ^1 U$ o4 t certification of airmen and aircraft, accident' e8 K) A& C* b( N* G prevention, investigation, enforcement, etc.3 |" V3 e* F; R1 J1 w& |! D. u9 ] FLIGHT TEST- A flight for the purpose of: ( P9 ? r; y0 b/ f% y2 z9 I# N& g$ z4 ~a. Investigating the operation/flight characteris‐ , Q/ V- E _$ J8 {. btics of an aircraft or aircraft component. 8 d/ l: |% J+ t* P3 G/ @6 db. Evaluating an applicant for a pilot certificate or7 c$ }1 [$ ^& ]3 ]7 o3 h0 J( u( p rating. ) V6 P% g5 t& [FLIGHT VISIBILITY(See VISIBILITY.)& S8 n8 a1 U v( G7 r FLIGHT WATCH- A shortened term for use in & H9 \1 A' S& f/ i9 {! o4 u3 Tair‐ground contacts to identify the flight service ( t' \1 t: ^7 h2 ]7 j9 j8 `( D9 Ystation providing En Route Flight Advisory Service; l7 a: @$ e2 s$ j4 k/ ?( t) |2 B e.g., “Oakland Flight Watch.” 3 E0 B, I; P7 c0 c( b, p! ](See EN ROUTE FLIGHT ADVISORY , T- E0 V$ O9 j% ]) x6 Q3 n2 K, nSERVICE.) % N3 H1 n: n/ o6 C! M. a' }/ SFLIP(See DOD FLIP.)0 d. R9 z6 v2 c; p& @4 p FLY HEADING (DEGREES)- Informs the pilot of ; ^$ J% D9 E9 Q9 X* [the heading he/she should fly. The pilot may have to ( \- P0 r( C+ j4 }0 {turn to, or continue on, a specific compass direction $ J" {, F1 t2 D u4 D8 Ain order to comply with the instructions. The pilot is+ J, J) N# B" S# e8 h expected to turn in the shorter direction to the heading2 V. F' k2 J% k% ] unless otherwise instructed by ATC.0 F: B" c2 c5 | Y# I7 d FLY‐BY WAYPOINT- A fly‐by waypoint requires : \7 I; T- I6 Bthe use of turn anticipation to avoid overshoot of the# o: g7 s+ c. m4 M6 q. p# [4 m! x next flight segment., W0 H [# z5 y# \; E+ m. E- q FLY‐OVER WAYPOINT- A fly‐over waypoint ~ W1 R3 D1 X( Iprecludes any turn until the waypoint is overflown5 R& N b m( M/ w$ m and is followed by an intercept maneuver of the next 5 a# k5 S2 ^ X# P6 x- Cflight segment. 5 M. ~+ F) }; Y+ Q9 Q" a- k4 uFMA(See FINAL MONITOR AID.)/ X+ ]# }! i, g8 R FMS(See FLIGHT MANAGEMENT SYSTEM.) ) X3 ?0 @+ @- j* c3 I _FMSP(See FLIGHT MANAGEMENT SYSTEM% m }+ w: ^& W4 v PROCEDURE.)1 Z( {. Z, `' \4 z. G2 N9 m FORMATION FLIGHT- More than one aircraft: h: r0 I. W) m0 H which, by prior arrangement between the pilots,8 v# I" L& W8 _; K' y5 ~% p/ E operate as a single aircraft with regard to navigation" Q, a0 E1 f, b, }- K4 P A% U0 N and position reporting. Separation between aircraft. K8 d8 `/ |1 _/ N4 Q& _ within the formation is the responsibility of the flight + _1 j- z, ~+ }: d4 }6 Lleader and the pilots of the other aircraft in the flight. , ^4 D, U( E- ]) ?2 D6 [ fThis includes transition periods when aircraft within3 j) V/ G k# U% w. j) k the formation are maneuvering to attain separation A, }2 G- I' h o7 Z. j6 ?from each other to effect individual control and5 `4 G" G3 g: f6 b8 C3 J; g5 F( [6 K during join‐up and breakaway.. g2 ~7 W" K; e9 {: [ a. A standard form ation is one in which a ( r3 B! ~: V1 e+ a3 X! I$ gproximity of no more than 1 mile laterally or & x+ |( l/ c% M$ h8 q# Qlongitudinally and within 100 feet vertically from the- A: G; O( A- T flight leader is maintained by each wingman. $ C) g ?1 Y9 n( K$ g0 G. K# Hb. Nonstandard formations are those operating5 M* @1 L# @+ C* z0 e. M8 l under any of the following conditions: # U& b. Z7 Z! MPilot/Controller Glossary 2/14/08& A. q8 G7 _# ]' x0 m PCG F-5 8 T* a1 B7 Z7 V$ y1. When the flight leader has requested and ATC / D. c g8 Y5 }" Zhas approved other than standard form ation $ j; s; O2 Y3 j( G+ v2 \dimensions.; P K5 P) l' L' [ 2. When operating within an authorized altitude - r7 M1 Q! M' I6 s5 L; yreservation (ALTRV) or under the provisions of a% I J6 a& | J7 E letter of agreement. ) J4 F/ ]8 X& V- x2 U& j$ W. g/ Q: o3. When the operations are conducted in ^& L' y+ ~2 x1 E0 t2 z airspace specifically designed for a special activity. . p/ t: T- H0 n% i; W5 T6 a8 w(See ALTITUDE RESERVATION.) ' m6 |. Q" O5 C) j a, m* c) j(Refer to 14 CFR Part 91.) 6 L8 X% t) H6 m4 k3 H0 f9 YFRC(See REQUEST FULL ROUTE CLEARANCE.) " ?1 V6 G& I! Y; S; ^; L6 AFREEZE/FROZEN- Terms used in referring to7 m: m4 O# p: x5 _% A arrivals which have been assigned ACLTs and to the% m: ~7 V/ X0 p4 c lists in which they are displayed. * J3 a3 _5 Z5 C5 b* |6 ?# t- p0 rFREEZE CALCULATED LANDING TIME- A, Y6 j s' X( c dynamic parameter number of minutes prior to the 5 u( g2 m* V W% E4 J* q9 Ymeter fix calculated time of arrival for each aircraft3 P" {+ W# ^4 v' M when the TCLT is frozen and becomes an ACLT (i.e.,; z) s. Z7 @! i( d+ M the VTA is updated and consequently the TCLT is" X& X. T, k, C5 n* X modified as appropriate until FCLT minutes prior to " V/ ?6 y1 K& n. C: Ometer fix calculated time of arrival, at which time ) M, p* D+ _$ r5 nupdating is suspended and an ACLT and a frozen! t3 h& Y4 t! g meter fix crossing time (MFT) is assigned).2 @) j0 W# u' q7 a5 F4 `. z% Z" Z FREEZE HORIZON- The time or point at which an & w8 o" | j% j9 ]aircraft's STA becomes fixed and no longer fluctuates ( n$ n( x# r5 `6 Rwith each radar update. This setting insures a constant : @! q+ [# v& [. ttime for each aircraft, necessary for the metering' a) r7 o6 m/ P0 N* a( q controller to plan his/her delay technique. This 6 i* N; U' ?/ O q5 b0 A1 Msetting can be either in distance from the meter fix or ! Y7 w; k n- T& V. \$ z5 La prescribed flying time to the meter fix.; Q D9 O$ ` a; { FREEZE SPEED PARAMETER- A speed adapted8 s* V; x2 u$ R* K( g for each aircraft to determine fast and slow aircraft. # T: b( n: D1 K* cFast aircraft freeze on parameter FCLT and slow5 Z6 N! N% q9 c1 g4 o9 J' n aircraft freeze on parameter MLDI.2 _& L) g9 k! }9 i8 [" i! ] FRICTION MEASUREMENT- A measurement of5 M E% i, V, ~0 ]- E3 A v the friction characteristics of the runway pavement, b6 `9 }; K# X" r9 B) t: m; N& ` surface using continuous self‐watering friction : e. b. O; W% f$ M, ymeasurement equipment in accordance with the, M a2 l F, c6 f0 C specifications, procedures and schedules contained 6 S% Z' I8 P5 o6 Cin AC 150/5320-12, Measurement, Construction, + V9 _, n0 }. Iand Maintenance of Skid Resistant Airport Pavement+ X7 [) D( O0 G# I Surfaces. 5 ^5 P2 I+ u+ H C* _- FFSDO(See FLIGHT STANDARDS DISTRICT OFFICE.)- @& k- d; ]! S/ p/ k8 D% T FSPD(See FREEZE SPEED PARAMETER.) 1 w* L4 w* U2 O/ Z* C6 h. ^FSS(See FLIGHT SERVICE STATION.) : `7 o8 G$ p3 F# ^3 F3 jFUEL DUMPING- Airborne release of usable fuel.) {1 C) A" |; D This does not include the dropping of fuel tanks.. H' ?. }+ g5 f3 b* H (See JETTISONING OF EXTERNAL STORES.)9 I# b m& W$ p8 m k) L FUEL REMAINING- A phrase used by either pilots8 X! j8 b# p: E or controllers when relating to the fuel remaining on: i6 d ?2 p+ U F( F board until actual fuel exhaustion. When transmitting( O% d2 ~. j8 G) U$ a8 Q. E3 \0 n* Y such information in response to either a controller 9 r9 B' Q: ]) v0 @; ^9 zquestion or pilot initiated cautionary advisory to air7 e. l4 M! y' ?# ] traffic control, pilots will state the APPROXIMATE# R3 L: j4 d# x. w# S4 a1 g7 o4 Q NUMBER OF MINUTES the flight can continue 6 v8 ?' q( ]7 S! Jwith the fuel remaining. All reserve fuel SHOULD ! J& Q/ D3 Q# e; z* `BE INCLUDED in the time stated, as should an$ D. u; ~5 Y7 U& B0 r# x& S } allowance for established fuel gauge system error. % _' o t( f* V% q' l2 |7 u0 |FUEL SIPHONING- Unintentional release of fuel( ]0 ^( E( c9 L( @: d caused by overflow, puncture, loose cap, etc./ J) w, {$ X9 @5 |3 b( u FUEL VENTING(See FUEL SIPHONING.) + `9 L/ I" x* J6 i" qPilot/Controller Glossary 2/14/08 8 `8 o) a! E* r; k9 y3 QPCG G-1% I: h- l! `* l6 z G

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发表于 2008-12-28 14:13:18 |只看该作者
GATE HOLD PROCEDURES- Procedures at " p4 t& [- U# t, I8 D- [9 hselected airports to hold aircraft at the gate or other 4 h: b5 M; ^7 |ground location whenever departure delays exceed or 6 @- w* w/ U2 v7 uare anticipated to exceed 15 minutes. The sequence+ z) U6 V+ D. R! s/ j7 d# K$ g0 Q% ` for departure will be maintained in accordance with, X0 d2 R3 B# s5 ~3 H* g4 d' z initial call‐up unless modified by flow control! T" U+ \1 {( f8 O4 ?0 g: R$ U. O restrictions. Pilots should monitor the ground! v, m" J: i$ g5 k control/clearance delivery frequency for engine ( x! M# N$ P" X- [( t9 b/ r# `start/taxi advisories or new proposed start/taxi time8 ^; Y% }% B0 u. [ if the delay changes.

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发表于 2008-12-28 14:14:19 |只看该作者
GBT(See GROUND-BASED TRANSCEIVER.)8 W, [; m2 t: i* [+ c GCA(See GROUND CONTROLLED APPROACH.) . h- r: P- x1 F! ? Y6 l) HGDP(See GROUND DELAY PROGRAM.) 2 i: w( q+ ~+ R" C% o: l8 tGENERAL AVIATION- That portion of civil, I- E5 T& T; ]* b6 c9 C% z4 l aviation which encompasses all facets of aviation- W- B5 B% L+ G2 M" n except air carriers holding a certificate of public% [8 Z7 {: F+ r7 j convenience and necessity from the Civil Aeronau‐& G6 G9 J( h+ f! R8 p3 Z; e tics Board and large aircraft commercial operators. + o+ |% n: C5 o9 G7 _0 [(See ICAO term GENERAL AVIATION.) a' \% Z7 [2 x7 m GENERAL AVIATION [ICAO]- All civil aviation 5 K/ ], S: f! t moperations other than scheduled air services and 8 m" j: q0 K6 f* ^8 gnonscheduled air transport operations for remunera‐ 5 F5 D- ?7 I9 d) d( j1 i# G6 qtion or hire. # K/ W+ T2 W; [0 iGEO MAP- The digitized map markings associated/ E4 e) R( ]1 R3 E9 |4 I1 l; { with the ASR‐9 Radar System. 4 k# v; Z7 s& U2 R% j6 N0 S: Y, CGLIDEPATH(See GLIDESLOPE.) & i& \0 d$ D: n8 O! X b' ~) PGLIDEPATH [ICAO]- A descent profile determined # n9 `1 B9 U6 c" efor vertical guidance during a final approach.8 g x) c+ J( x, i | GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.)9 Y2 [+ Q+ V$ w/ N9 \ GLIDESLOPE- Provides vertical guidance for - N1 c+ C+ E( X7 W/ |aircraft during approach and landing. The glideslope/' `+ f% I8 Z7 `" u- O5 v3 @ glidepath is based on the following: + I2 A3 W% S0 Pa. Electronic components emitting signals which / w7 T. q- w% W) a: L* Vprovide vertical guidance by reference to airborne5 z, l4 V# J) |% H( t7 M instruments during instrument approaches such as8 o2 w, Q) N2 x, i+ L ILS/MLS, or * n8 c0 ]* A6 E/ {- q" ob. Visual ground aids, such as VASI, which # N) P; a n4 q1 a* @. u5 s6 Jprovide vertical guidance for a VFR approach or for 6 ~2 Y$ s$ K; jthe visual portion of an instrument approach and; O3 D" h# q3 v landing.. Y: _7 Q5 `3 @, i c. AR. Used by ATC to inform an aircraft making: h7 J2 ?0 @: f+ r2 o4 D a PAR approach of its vertical position (elevation) % K5 `3 _7 d+ U& M( i5 _( ?relative to the descent profile. " y& e8 s9 T( X* i(See ICAO term GLIDEPATH.)+ f- l6 d; H/ | G2 \9 `5 e GLIDESLOPE INTERCEPT ALTITUDE- The* f) R: E& v4 r# n8 A( s9 G minimum altitude to intercept the glideslope/path on 0 h7 ]; r1 z2 F2 {a precision approach. The intersection of the 4 n5 F3 V* M. U# a/ lpublished intercept altitude with the glideslope/path, ' J* j$ b' n \. p; T, Ndesignated on Government charts by the lightning7 I8 ?, H2 n. `# S$ }. P: q bolt symbol, is the precision FAF; however, when the4 C% S6 |7 t5 n5 i- U" t; _ approach chart shows an alternative lower glideslope ( ?7 @6 S, B% K* sintercept altitude, and ATC directs a lower altitude, N/ T0 d# h9 x* w+ u) w. Y the resultant lower intercept position is then the FAF.' h2 `' }6 X& X1 x (See FINAL APPROACH FIX.) " m A+ Q7 ?/ R' ?5 ]! i& j(See SEGMENTS OF AN INSTRUMENT " d3 z |; d2 B5 f0 {8 ]APPROACH PROCEDURE.)1 ?; q. ~0 Z, [. m GLOBAL POSITIONING SYSTEM (GPS)- A4 ]1 U2 S, u7 a& _- @( V: n% [ space‐base radio positioning, navigation, and' Q3 H6 u% a. ^5 O6 B/ l+ W$ Q time‐transfer system. The system provides highly8 V+ V& c6 z! }$ i accurate position and velocity information, and 2 ]8 e: s! E, N' f7 P6 [, p/ gprecise time, on a continuous global basis, to an* @0 ?, L9 X$ S- f4 L6 [ unlimited number of properly equipped users. The( p$ d' q$ }( T& G9 ^% z- X system is unaffected by weather, and provides a% z- m! A2 L7 t worldwide common grid reference system. The GPS : G8 q. J" H2 C8 Rconcept is predicated upon accurate and continuous! a$ C& u2 A3 a$ n knowledge of the spatial position of each satellite in 2 K8 |+ j m) Q+ H5 wthe system with respect to time and distance from a& B* U% ^* p1 x% p! \5 M! c transmitting satellite to the user. The GPS receiver( W7 y: }9 M# ] automatically selects appropriate signals from the1 K1 ?) y+ q2 B- Z$ S satellites in view and translates these into three‐# q% v+ ^0 B1 a* g1 Z dimensional position, velocity, and time. System A! E: S K7 @2 T accuracy for civil users is normally 100 meters 9 C7 ~1 Q) @5 L) {5 jhorizontally. + j9 i, H2 ]5 c- B1 m/ M' W. sGO AHEAD- Proceed with your message. Not to be( o% [' \1 @/ V& I4 D( O" L/ L used for any other purpose. " S4 j% O. _1 T' NGO AROUND- Instructions for a pilot to abandon! K! P1 c6 q4 v. D# W his/her approach to landing. Additional instructions# T- F8 S+ R4 U- ^ may follow. Unless otherwise advised by ATC, a $ J: `3 j2 g$ Z6 iVFR aircraft or an aircraft conducting visual# X- W. r; U$ q, h( f& s6 z# r0 R approach should overfly the runway while climbing / b ^* r% W1 e4 c, @# P$ K9 pto traffic pattern altitude and enter the traffic pattern / `" T7 Y" Y: Q$ yvia the crosswind leg. A pilot on an IFR flight plan % `& f F' M3 a% ?9 ^, WPilot/Controller Glossary 2/14/08' a3 F. z" L1 ^, I PCG G-2 / i3 W1 i: b2 P+ [; R2 S Amaking an instrument approach should execute the * a) n, S' Y0 y% O* ?published missed approach procedure or proceed as1 u, M& @3 V0 N2 g instructed by ATC; e.g., “Go around” (additional - u& Q7 i+ H9 Y& minstructions if required). * @: U' p+ r, A- ^" t( j% Y- S. X2 {9 r(See LOW APPROACH.) X' c* E# J( F- v(See MISSED APPROACH.)! l' D: Z2 Z, L7 a GPD(See GRAPHIC PLAN DISPLAY.)% z1 G: L: e0 _0 {- j GPS(See GLOBAL POSITIONING SYSTEM.)4 D' z" I4 @8 }8 g, [( v GRAPHIC PLAN DIS PLAY (GPD)- A view 0 n$ H0 J. A# q C; @, ?available with URET that provides a graphic display ' ~) A( g' v; u0 \3 Sof aircraft, traffic, and notification of predicted) p: O2 P4 m- O: d conflicts. Graphic routes for Current Plans and Trial0 _. |0 E- _# { Plans are displayed upon controller request. ( E( h. T# l1 k Q(See USER REQUEST EVALUATION TOOL.) / Y# i4 Y+ c, O: ^3 EGROUND-BASED TRANSCEIVER (GBT)- The) f! J* {: j1 j6 E ground-based transmitter/receiver (transceiver) re‐ - ^" d* l' ]4 E( i4 \: ?/ _, a7 kceives automatic dependent surveillance-broadcast # H2 z R0 g! B, v" T; Y: fmessages, which are forwarded to an air traffic 6 L9 X4 R/ y! ?5 _! t+ Tcontrol facility for processing and display with other+ K1 ]8 B Q% y radar targets on the plan position indicator (radar " F8 @3 G: r5 R; g0 i7 _2 Sdisplay).3 w9 p. D/ E5 a (See AUTOMATIC DEPENDENT * @; }( L: c8 D" y: J( hSURVEILLANCE‐BROADCAST.) ]) S# ~8 g7 h GROUND CLUTTER- A pattern produced on the2 U! T& Y" ~0 J4 X; l& P8 I$ B/ b radar scope by ground returns which may degrade / k8 Z$ s" Q9 _other radar returns in the affected area. The effect of . m! a T* h& P1 rground clutter is minimized by the use of moving0 J# \7 {1 `- Y# O$ Z8 C( p target indicator (MTI) circuits in the radar equipment& y5 R; a7 [) {' q7 D) U' [6 J resulting in a radar presentation which displays only 4 s# G1 V" i: X; Etargets which are in motion. ; \+ W( t$ }4 F. z) e7 ^; ? L(See CLUTTER.) # S8 e2 g. |8 A7 u' ]GROUND COMMUNICATION OUTLET (GCO)-. \) s- _. z5 M1 ?& d4 {* w An unstaffed, remotely controlled, ground/ground / r% |5 R5 Y% b9 D% Tcommunications facility. Pilots at uncontrolled7 ~8 ?+ ` \8 l x airports may contact ATC and FSS via VHF to a7 Q. w* g0 R- N6 }* U telephone connection to obtain an instrument( B7 T2 a) |# c" c) R8 M9 {; h clearance or close a VFR or IFR flight plan. They may 9 y" R+ P9 P" r8 talso get an updated weather briefing prior to takeoff. / Q% D8 h$ s/ O7 G/ kPilots will use four “key clicks” on the VHF radio to4 I, f- G4 p; z8 B contact the appropriate ATC facility or six “key 2 `$ x! A* ^+ z* h4 Aclicks” to contact the FSS. The GCO system is % |0 ]" B8 a1 Dintended to be used only on the ground.3 W" i! D, v6 L4 C) W5 t0 G- M GROUND CONTROLLED APPROACH- A radar; D4 G! x3 i& I9 A+ d approach system operated from the ground by air : c1 X) D Q4 A6 Otraffic control personnel transmitting instructions to7 h7 g8 o5 I7 W0 [ the pilot by radio. The approach may be conducted9 d; D) C' M! L: l8 c! A! V with surveillance radar (ASR) only or with both & i1 q5 u$ v* S0 v7 i& Rsurveillance and precision approach radar (PAR). + P9 n3 b1 d4 M8 bUsage of the term “GCA” by pilots is discouraged2 ~& N6 X- j+ \1 S" ~; W except when referring to a GCA facility. Pilots should) `0 e# b( Q; A- E8 m specifically request a “PAR” approach when a+ i6 E) q7 ~- y+ R* t precision radar approach is desired or request an + R- g8 f. Z4 G8 W“ASR” or “surveillance” approach when a nonpreci‐ # U# s4 U3 Y+ s8 Y1 p+ K5 u& ]sion radar approach is desired. % S7 M# S2 M1 F- }! Q- X(See RADAR APPROACH.) 2 K7 p! k2 H9 }, bGROUND DELAY PROGRAM (GDP)- A traffic 1 i# m( W3 h- ^; x4 cmanagement process administered by the ATCSCC; 4 W; x8 r( `2 t1 a) R5 G( }" [% owhen aircraft are held on the ground. The purpose of+ k7 l/ o9 U' o J6 z! B the program is to support the TM mission and limit - v M" V- m! Bairborne holding. It is a flexible program and may be# s" Y, \/ a1 l7 ?; a- Y implemented in various forms depending upon the0 l9 e2 Q+ \9 S0 R) n needs of the AT system. Ground delay programs* M3 H; a; s4 L: z# I8 w# m9 q provide for equitable assignment of delays to all - W, h- i) {/ I0 l1 xsystem users.8 |( W4 P+ G4 A' D/ U, O$ k GROUND SPEED- The speed of an aircraft relative o; j' m/ h( _- vto the surface of the earth. ) s! D: Z7 M" p: g$ V3 Z# L M' SGROUND STOP (GS)- The GS is a process that; j8 D$ t$ s6 ]' {& _/ B; r6 S requires aircraft that meet a specific criteria to remain . Q; y: ]/ q' Z7 [: non the ground. The criteria may be airport specific, ?7 R* c3 e j. |, W airspace specific, or equipment specific; for example, 6 q% Q( M& X2 |3 ]! N, ^, Uall departures to San Francisco, or all departures 7 _' g% L+ K1 f* u; oentering Yorktown sector, or all Category I and II! H2 s- ^7 H1 ]( f% t7 a aircraft going to Charlotte. GSs normally occur with. \) D& Q( D# E+ E3 J3 _2 _ little or no warning.! X3 d) g; @) W6 e: V GROUND VISIBILITY(See VISIBILITY.) 7 T0 {$ S e/ m# P% zGS(See GROUND STOP.) P% {( N x# R: ~Pilot/Controller Glossary 2/14/08+ z; A; h V, a8 q! n PCG H-1; T3 B! Y# ? j3 ~7 l9 { H 4 `, m: z! S8 `6 }4 a7 iHAA(See HEIGHT ABOVE AIRPORT.)1 b) Q1 Q& K s' O9 y HAL(See HEIGHT ABOVE LANDING.) 3 G7 K+ I6 ?& Q& n6 @3 ~HANDOFF- An action taken to transfer the radar 4 b' B. u9 H/ r7 c: Nidentification of an aircraft from one controller to 9 B7 }7 r7 X$ |0 vanother if the aircraft will enter the receiving 4 }# S- Q6 G) } @0 h+ icontroller's airspace and radio communications with: v7 _2 ?* A3 _- V+ a the aircraft will be transferred. 0 k- o3 W Z1 a* E) F3 {7 mHAR(See HIGH ALTITUDE REDESIGN.) & a( }; k" z1 W0 T& lHAT(See HEIGHT ABOVE TOUCHDOWN.) , v9 O' v0 Q7 g7 W* ~7 E) pHAVE NUMBERS- Used by pilots to inform ATC- J& ~/ H" X- t7 n1 x that they have received runway, wind, and altimeter. r- ~ j( M* L7 Y' r information only. + n# m3 D+ \0 P, M% L; F7 j; Q& @HAZARDOUS INFLIGHT WEATHER ADVISO‐ / h( h+ `) k( N" N# yRY SERVICE- Continuous recorded hazardous' c( Z+ W+ n" V' i" ` inflight weather forecasts broadcasted to airborne; N9 x( \; h! m' o pilots over selected VOR outlets defined as an # R( X8 a3 h/ t4 BHIWAS BROADCAST AREA.7 `. i7 e5 L( r f+ e HAZARDOUS WEATHER INFORMATION-& g! n# ?) M! B" \ Summary of significant meteorological information; P1 J, W2 f8 V* \1 S: g9 i5 I* `+ G (SIGMET/WS), convective significant meteorologi‐ M% Y$ a0 H/ N! q* ~1 g0 n cal information (convective SIGMET/WST), urgent9 b1 b- F; a9 ~, ]# B( i pilot weather reports (urgent PIREP/UUA), center Q# s$ h8 M& X) `3 jweather advisories (CWA), airmen's meteorological . R* ~/ O% a0 Z) H4 o- y3 u/ uinformation (AIRMET/WA) and any other weather' y4 z. r8 X& ~8 T" N4 k such as isolated thunderstorms that are rapidly . \% P4 Q& V% X+ B, Y8 Bdeveloping and increasing in intensity, or low + _* z4 z: k; ~- T0 Bceilings and visibilities that are becoming wide‐ ! o! k- b: L9 ~, Y$ Xspread which is considered significant and are not 3 D2 B5 n% h# g6 Yincluded in a current hazardous weather advisory. - O: ~ q6 [+ ]$ s: A) W; uHEAVY (AIRCRAFT)-1 V2 ~! E% i$ N. Z$ L! Q (See AIRCRAFT CLASSES.)6 ]3 P$ ?6 U) j' M HEIGHT ABOVE AIRPORT- The height of the % Z1 u7 H5 Z1 c) qMinimum Descent Altitude above the published r2 J4 w, _* i& X& r; f& o airport elevation. This is published in conjunction ! N# u( L* d2 _) L1 ?) cwith circling minimums. J6 o7 ?' t5 [# V, b2 Y (See MINIMUM DESCENT ALTITUDE.)$ p$ \, d( r+ H: R, Z HEIGHT ABOVE LANDING- The height above a3 U5 r5 I; o S5 M& D0 P designated helicopter landing area used for helicopter5 t& t+ e2 ^3 p% _9 v instrument approach procedures. 1 @! g, w# [ D( G(Refer to 14 CFR Part 97.) / d' q7 ?4 n! E/ ^3 @% s {HEIGHT ABOVE TOUCHDOWN- The height of3 _7 g; }) Y8 _ e/ ?" g- d( h$ s the Decision Height or Minimum Descent Altitude; t0 T6 R% y; o* G6 F above the highest runway elevation in the touchdown. R# P, h: C* l' H) F zone (first 3,000 feet of the runway). HAT is - j$ J9 e# J5 w# {# x1 t& Bpublished on instrument approach charts in conjunc‐ 0 m. z6 e. c) N" F3 c. Ltion with all straight‐in minimums. 4 r2 g f/ o; q0 L(See DECISION HEIGHT.)- q; N' ?& Q" q$ k" j (See MINIMUM DESCENT ALTITUDE.)2 I! Q" @# J0 o) H HELICOPTER- Rotorcraft that, for its horizontal ( g B! [- |- n9 _* C. jmotion, depends principally on its engine‐driven $ Q i k% y$ ~* H6 y) u. T/ P% rrotors. 2 Z+ V; Q' s- @+ H5 U2 V(See ICAO term HELICOPTER.)

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发表于 2008-12-28 14:14:39 |只看该作者
HELICOPTER [ICAO]- A heavier‐than‐air aircraft0 m1 ~& f6 W. i/ h- d supported in flight chiefly by the reactions of the air& C) v/ n" C9 A on one or more power‐driven rotors on substantially ; N$ n1 Y$ E! h5 F. b; l! Nvertical axes.- q4 _& m7 W4 ~* T HELIPAD- A small, designated area, usually with a # u$ d! E9 n8 D# [prepared surface, on a heliport, airport, landing/take‐ ( Y t- }7 I7 `2 z7 N& X9 E- zoff area, apron/ramp, or movement area used for 2 [- V: ~" ^* f( R/ H4 @8 w/ ztakeoff, landing, or parking of helicopters. ! f* Q. p; W' D. f2 e, HHELIPORT- An area of land, water, or structure used% i% l# D6 X* Z. R or intended to be used for the landing and takeoff of- b% G# X1 u2 d( z helicopters and includes its buildings and facilities if2 n+ t: l$ S* V! e$ A) ?# a: @3 O any. ' d3 G$ t; o+ I; | z. a7 K. dHELIPORT REFERENCE POINT (HRP)- The d, Z- A4 n! ~) d. ?* pgeographic center of a heliport. 2 S8 P/ E4 y( J# v& m4 bHERTZ- The standard radio equivalent of frequency 8 _( X8 \4 [" C# r( |" Cin cycles per second of an electromagnetic wave.- D! N# t9 u/ d. l4 q* h; n: z$ Y% E Kilohertz (kHz) is a frequency of one thousand cycles : \" f; P' G# |1 Eper second. Megahertz (MHz) is a frequency of one/ K9 G8 a% P/ ?$ Z million cycles per second. " [4 E U8 j) e: u2 _HF(See HIGH FREQUENCY.)" D: { ], o% y6 r. C7 [2 A HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.)1 O2 O; z# x1 V$ `% [ HIGH ALTITUDE REDESIGN (HAR)- A level of- O6 R" E$ [/ {5 x non-restrictive routing (NRR) service for aircraft4 |" S6 f. P3 u; ^8 a that have all waypoints associated with the HAR, ^0 l! a8 m$ Z" D program in their flight management systems or- u( T! Z" B+ B/ E RNAV equipage.- Q& F: M6 D* ?% a8 K% ? h) S7 M Pilot/Controller Glossary 2/14/08 2 t( q. ~. P: b& s8 N8 RPCG H-2& D/ w3 y- R. O& X3 ^0 ` HIGH FREQUENCY- The frequency band between 3 S- H# O$ I y$ m3 and 30 MHz.! n3 T. w/ e7 c (See HIGH FREQUENCY COMMUNICATIONS.)0 [2 N* @6 e1 J! x/ X HIGH FREQUENCY COMMUNICATIONS- High * {3 \: H7 x3 q( ` tradio frequencies (HF) between 3 and 30 MHz used 4 x5 @5 X4 e* M. e- s* `for air‐to‐ground voice communication in overseas5 p# c1 ~9 B8 K9 f operations.5 y+ x$ @' ?) J& p7 [ HIGH SPEED EXIT(See HIGH SPEED TAXIWAY.)0 }% A! C. @2 g7 m7 n) c0 e4 _: M HIGH SPEED TAXIWAY- A long radius taxiway! B4 i5 _) P8 r% Y designed and provided with lighting or marking to: y7 m1 p2 G5 F3 e define the path of aircraft, traveling at high speed (up 0 K" V/ _' a- z: qto 60 knots), from the runway center to a point on the& i* F$ @; t4 B4 |: Q- l- u" h" ] center of a taxiway. Also referred to as long radius. _5 S' N. U7 L- d- V+ v exit or turn‐off taxiway. The high speed taxiway is0 e7 L) Z) @ b, b1 R$ H0 H% V( D, ` designed to expedite aircraft turning off the runway 6 g0 [7 p, ^7 K+ fafter landing, thus reducing runway occupancy time." l) J! c3 d: ~0 a% D# H* c# [6 s HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.) q$ w* K2 u& ]" G7 u8 w HIWAS(See HAZARDOUS INFLIGHT WEATHER " T0 \7 b/ v2 F% eADVISORY SERVICE.) % }' J% L- ^% v3 P" F6 m, V, ~4 ~HIWAS AREA(See HAZARDOUS INFLIGHT WEATHER3 w* \8 h$ c7 J" k+ U; X ADVISORY SERVICE.) - N" S, P# O7 i2 \* P& C) sHIWAS BROADCAST AREA- A geographical area " z% }4 l$ Z' W2 }0 ^ A. Tof responsibility including one or more HIWAS & p3 c$ Z1 m' }0 |outlet areas assigned to an AFSS/FSS for hazardous( q' o( h1 d, t8 @" p- b8 I; a weather advisory broadcasting. ) B% h: i8 @2 c S* kHIWAS OUTLET AREA- An area defined as a 150) T- l8 ]* v T. Z z NM radius of a HIWAS outlet, expanded as necessary ; e2 T, }/ l, M. @to provide coverage. 4 R6 _" O/ [; I3 s3 aHOLD FOR RELEASE- Used by ATC to delay an1 q/ Z2 S% P& O aircraft for traffic management reasons; i.e., weather,* U0 k% F* _& Q2 d* g k. D' t traffic volume, etc. Hold for release instructions ]! S( j2 |: g2 |, {$ Z% u (including departure delay information) are used to . v8 Y. V, o2 _8 W4 Finform a pilot or a controller (either directly or* Q. B+ X5 H3 ]: a) i through an authorized relay) that an IFR departure 7 x6 V% y! O3 J" X, h! H7 yclearance is not valid until a release time or additional - F+ @5 A) F. }instructions have been received. * |/ c4 Q* r, K(See ICAO term HOLDING POINT.)3 v% R! ~, b$ w! @ HOLD IN LIEU OF PROCEDURE TURN- A hold ; V5 P9 x6 E# a3 \- V0 N- ^in lieu of procedure turn shall be established over a : _; @! S0 g* a7 {: b4 g6 m% Kfinal or intermediate fix when an approach can be 2 }5 u9 B# h9 xmade from a properly aligned holding pattern. The9 u! f/ o0 u$ k" C7 `) W" r hold in lieu of procedure turn permits the pilot to* a+ M5 \+ b4 u align with the final or intermediate segment of the 0 I; m* S2 O1 `0 X4 e# I- _/ Q: happroach and/or descend in the holding pattern to an . {! |9 o% l _4 c! E6 h* Jaltitude that will permit a normal descent to the final # n: ?! ^7 ^3 i' ?' japproach fix altitude. The hold in lieu of procedure : C- I3 k& V* q8 xturn is a required maneuver (the same as a procedure! ]( Q5 g( F+ Y* m7 P turn) unless the aircraft is being radar vectored to the 8 |# ?. u' O9 d" w5 C6 x$ |final approach course, when “NoPT” is shown on the " n5 X$ r f1 n+ _; U, U! fapproach chart, or when the pilot requests or the$ m( ]+ @7 i& o% d+ V controller advises the pilot to make a “straight-in” / ~" g" [* X. y4 S+ `* X- Dapproach. 2 O$ v/ {; P" C MHOLD PROCEDURE- A predetermined maneuver ! ^+ x: S% A- D( s/ c2 ?which keeps aircraft within a specified airspace while $ M& Q* V# X" j5 R7 e1 T5 }awaiting further clearance from air traffic control.- V$ O7 I! @7 d8 Z9 s7 U Also used during ground operations to keep aircraft2 W* r! A4 E- I& ?2 P! N$ K within a specified area or at a specified point while* ^1 Q; M& N7 U+ X( U5 J$ w awaiting further clearance from air traffic control. Y. R7 o- D& }1 o! p(See HOLDING FIX.). y+ S+ E: k4 d; K4 c' U (Refer to AIM.)/ l/ c2 M6 D4 g( K( p2 l HOLDING FIX- A specified fix identifiable to a; W- L6 O) Z* l+ y" v; d9 K* W pilot by NAVAIDs or visual reference to the ground 1 I( J% N8 t! w3 }used as a reference point in establishing and 1 ~/ F* _1 x* L m4 W3 J7 Lmaintaining the position of an aircraft while holding. ; @6 T5 o* I/ p* G(See FIX.) . n2 e% u) m: n- y(See VISUAL HOLDING.) 1 {3 P0 s2 @& G% ~& |(Refer to AIM.) ; B; A' h7 s( R6 J6 iHOLDING POINT [ICAO]- A specified location,% T6 J7 B5 V$ l- \$ x identified by visual or other means, in the vicinity of 4 c9 r3 x/ y5 i3 V( o3 l& qwhich the position of an aircraft in flight is ' K! |$ X ?: n3 d$ {maintained in accordance with air traffic control* O; ?4 c, g# k2 e7 ^ clearances.1 ]% {# M B. O7 K4 J- k HOLDING PROCEDURE(See HOLD PROCEDURE.) * T2 l) i- j$ O- i7 z7 f2 T5 tHOLD‐SHORT POINT- A point on the runway . _: a# [$ ^3 ?& kbeyond which a landing aircraft with a LAHSO1 F/ y% |* G+ D& G( _2 n clearance is not authorized to proceed. This point 9 [/ V- O8 b# U0 Gmay be located prior to an intersecting runway, . r+ h) j: W7 Ztaxiway, predetermined point, or approach/departure" P" x# }/ L0 V) U, U/ z4 V5 _# L5 I0 T flight path. ( a4 [0 I/ v4 G& l$ ]HOLD‐SHORT POSITION LIGHTS- Flashing3 s; |6 t' c2 X: S) N% i in‐pavement white lights located at specified. p# s; f# N4 T- N2 b$ t hold‐short points. ) I" u6 R% L( YHOLD‐SHORT POSITION MARKING- The Y d: v: t, n S. \ painted runway marking located at the hold‐short7 C$ x$ e4 ^9 F$ C point on all LAHSO runways. ' t0 V Q8 O$ m& r& d/ f- E! [. cHOLD‐SHORT POSITION SIGNS- Red and white+ R& h- V( l, N. n9 T5 T holding position signs located alongside the i4 e2 |! w8 d* g7 [0 r# u, shold‐short point.7 O$ T* y( V; V0 _7 }- ^ Pilot/Controller Glossary 2/14/08 1 R* s6 m# b9 c6 EPCG H-3$ S' {% \" T1 f# u' J/ l HOMING- Flight toward a NAVAID, without9 o0 g* c, \. f5 q8 X7 q$ x/ E correcting for wind, by adjusting the aircraft heading ( f/ Q9 T! p/ J& f5 |) q! r- Sto maintain a relative bearing of zero degrees./ s I1 [ h5 w; f" t0 y (See BEARING.)/ I, }& i2 Z9 ?5 u. i# Y1 D (See ICAO term HOMING.) 8 l( ^2 {4 X& cHOMING [ICAO]- The procedure of using the ; b4 V4 m, H: [9 i% Kdirection‐finding equipment of one radio station with : W7 i0 V& ?: k( ythe emission of another radio station, where at least 0 G: y1 l$ D3 ?' d4 \% kone of the stations is mobile, and whereby the mobile1 h" _4 o9 r& l( Y$ A( h station proceeds continuously towards the other % ~) Y! T( c" t+ @station. - ^( I: Q0 h/ n0 m* Y5 x; {HOVER CHECK- Used to describe when a d% [% i8 j1 R5 _/ u7 } helicopter/VTOL aircraft requires a stabilized hover# D0 U( h& f- m1 A% f% R- w3 t to conduct a performance/power check prior to hover2 `" J6 m: b, ?0 W% b4 Q taxi, air taxi, or takeoff. Altitude of the hover will7 R$ K( _% l: {1 s9 [ vary based on the purpose of the check. 2 u# ^2 F8 [" @) zHOVER TAXI- Used to describe a helicopter/VTOL Z+ Y" s. k( s! @' maircraft movement conducted above the surface and : t; y9 m- o9 q. Bin ground effect at airspeeds less than approximately ' V9 A0 Q% @" \0 j4 v$ j- K/ V20 knots. The actual height may vary, and some ' j6 Y' C. V% J( a* n' F5 dhelicopters may require hover taxi above 25 feet AGL 9 g# q- V# @7 L4 C6 tto reduce ground effect turbulence or provide3 p4 H* p9 n7 R* \0 f; { clearance for cargo slingloads.; k& M8 b4 w Y (See AIR TAXI.); F6 T$ o. c5 M' q (See HOVER CHECK.), F+ v; w m' U1 \& V0 a, | (Refer to AIM.) ' C: Q* W5 l' ?8 g7 P7 O% w+ NHOW DO YOU HEAR ME?- A question relating to ) o0 r9 R% o) u: @8 [6 B3 Ythe quality of the transmission or to determine how: v9 T, Y( H. `8 S0 ]% ^8 N% o! \% @ well the transmission is being received. / o( d8 Q- m$ s9 L- qHZ(See HERTZ.)) I# [1 y) i/ j# O9 | Pilot/Controller Glossary 2/14/08 . B9 k8 a3 L' Q' i, ]! bPCG I-14 R: N3 P1 b! O I* [# n e: x/ [ {3 S" h+ z I SAY AGAIN- The message will be repeated. 4 P2 Z8 Q& H/ i8 M& T) j. ]" u4 IIAF(See INITIAL APPROACH FIX.) 7 P1 n- K- E$ z# F% p! [' U3 _IAP(See INSTRUMENT APPROACH* X- K* u5 j, q+ R/ s7 D7 L" [ PROCEDURE.)$ i: n+ B# _' ~7 i$ M/ e% b IAWP- Initial Approach Waypoint 8 }! F* T8 b2 yICAO(See ICAO Term INTERNATIONAL CIVIL 8 J7 _0 W g; T/ I) i3 y. b# xAVIATION ORGANIZATION.) / `7 s& A2 D1 ]9 a% u7 P2 w# T4 XICING- The accumulation of airframe ice.: Z) B6 \3 |! T/ L9 M F Types of icing are:3 d6 V1 y9 w j4 l2 n7 M, R5 C1 Y a. Rime Ice- Rough, milky, opaque ice formed by) T+ Q( e6 c$ B) m+ @: I the instantaneous freezing of small supercooled9 f: P/ O& i$ F: `: @- ?/ p% p water droplets. + W' k/ q8 o3 T* I/ \( V% H9 e1 S0 _/ C4 pb. Clear Ice- A glossy, clear, or translucent ice4 N4 e; W3 }# x% [! f' m formed by the relatively slow freezing or large+ U6 c- i6 Z8 j5 n supercooled water droplets. , V/ N3 F2 p- @" e( C' Bc. Mixed- A mixture of clear ice and rime ice.& w3 \5 y3 k6 _ Intensity of icing: 3 r+ F* e* U3 t) ^) G4 W& fa. Trace- Ice becomes perceptible. Rate of 5 X7 E% T" D9 x! Uaccumulation is slightly greater than the rate of ) U4 z+ z* j* {9 h; m0 x% tsublimation. Deicing/anti‐icing equipment is not * ~& _% y6 q U' y1 `utilized unless encountered for an extended period of Q# i& d, ?. b' C5 H2 V: V1 Ttime (over 1 hour). * w) Q/ R/ t$ `: B& ub. Light- The rate of accumulation may create a. O0 r- Q) l% h3 z2 q b9 j) ] problem if flight is prolonged in this environment5 c# p {. J2 G/ k/ N4 i$ e3 W9 a (over 1 hour). Occasional use of deicing/anti‐icing ; J* G' f; s$ X2 H, wequipment removes/prevents accumulation. It does4 A& q( v; i( A not present a problem if the deicing/anti‐icing8 S' U9 V2 T8 n3 b equipment is used.* l7 D9 D1 A% c+ l c. Moderate- The rate of accumulation is such that. }4 n5 [" ^4 _: w even short encounters become potentially hazardous ( q) e6 e! N1 }# O+ J6 q/ sand use of deicing/anti‐icing equipment or flight" M- w# `7 b, }8 A8 D, U- \ diversion is necessary.6 e* f# {6 _$ J" z+ A4 n: D d. Severe- The rate of accumulation is such that 2 I! J: p( F1 E" h$ J! @4 mdeicing/anti‐icing equipment fails to reduce or* y g6 T* u; }; Q control the hazard. Immediate flight diversion is - r; y0 }+ A' y% q9 onecessary. : U' I( Q0 ~4 R; g* Z! nIDENT- A request for a pilot to activate the aircraft ( P& X( R h. I( H& E7 x& r9 Mtransponder identification feature. This will help the . C! k, `. ^% v8 b* \controller to confirm an aircraft identity or to identify# @9 B8 W9 s. a2 q- D( _ an aircraft.) v* u$ c& @& G- I1 O% I (Refer to AIM.)% _8 c, @; Y* u( d/ [$ D! C' ]- A IDENT FEATURE- The special feature in the Air6 G% P' C4 M9 Y5 L7 M4 b6 Q Traffic Control Radar Beacon System (ATCRBS)6 T0 `* a2 P8 p4 h( x5 V% l, ? equipment. It is used to immediately distinguish one : w- T! l G! sdisplayed beacon target from other beacon targets.8 D8 C5 k* \8 H/ F- |2 i( Q (See IDENT.) . v3 h" E* F5 ?IF(See INTERMEDIATE FIX.) 2 T+ T7 {5 T4 \! r- M" P9 o( K s* f4 K: TIFIM(See INTERNATIONAL FLIGHT INFORMATION 6 T& y2 q: i& b1 E# O) hMANUAL.) 6 ?6 Y: b( \ T4 [0 _7 q* X2 R1 yIF NO TRANSMISSION RECEIVED FOR- J* Z9 P- x \* B6 i1 R (TIME)- Used by ATC in radar approaches to prefix! G' y/ L' e/ v5 T- K+ D procedures which should be followed by the pilot in ; @3 g G( l& S' g: Q, N2 T3 Vevent of lost communications. 6 k( W# G1 A4 Z$ l(See LOST COMMUNICATIONS.) / j% Y9 b1 A- G: R7 G" Z; e) O& ZIFR(See INSTRUMENT FLIGHT RULES.) 9 Y9 h+ y/ u' {1 |' m0 r- ^IFR AIRCRAFT- An aircraft conducting flight in& C& g4 g1 L! n2 r) r accordance with instrument flight rules." g3 | z! R2 t6 {0 N; ]' b3 _; Z' Y IFR CONDITIONS- Weather conditions below the, s# Z6 u& u j+ R/ [ minimum for flight under visual flight rules.; Z5 {# u3 x* b/ K, [7 H0 J (See INSTRUMENT METEOROLOGICAL3 U% ]. E7 Z/ {0 d' f5 v/ ] CONDITIONS.) 1 o) @# u8 u8 x4 t8 h6 A9 Q% ~IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND: @* ~9 w* o: G/ _ DEPARTURE PROCEDURES.) : m O* V. q o. Q; d' s(Refer to AIM.) 9 @, O+ w5 G% F& B( @% j/ cIFR FLIGHT(See IFR AIRCRAFT.)9 ~2 U: l+ A6 R* i, D/ n IFR LANDING MINIMUMS(See LANDING MINIMUMS.): c% M) g N. W* M4 p IFR MILITARY TRAINING ROUTES (IR)- Routes 8 k1 V( a. Q7 r Lused by the Department of Defense and associated" d' E9 Y- m1 w, m Reserve and Air Guard units for the purpose of 9 x1 t4 q' z/ k/ ?# I; }conducting low‐altitude navigation and tactical: a, g" j; {( I& T3 X* f& Q: _ training in both IFR and VFR weather conditions* F: ?) A9 ]# ]0 t5 U' H below 10,000 feet MSL at airspeeds in excess of 250 0 P" f) I/ Y: C- S8 Lknots IAS. : Q& I$ y- x7 q: V$ w( o: V& TIFR TAKEOFF MINIMUMS AND DEPARTURE 8 S5 ?# h( ` rPROCEDURES- Title 14 Code of Federal2 O* a# Z; n% f3 I% D Pilot/Controller Glossary 2/14/08* g- }/ N' O! j4 o- o3 R PCG I-2

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发表于 2008-12-28 14:14:55 |只看该作者
Regulations Part 91, prescribes standard takeoff rules; h( n! w5 z) @0 e& W, ^ for certain civil users. At some airports, obstructions y* I) _& c3 m7 e% l# z: aor other factors require the establishm ent of. Y$ A" K$ f, f nonstandard takeoff minimums, departure proce‐ ' J# o4 ?' e8 bdures, or both to assist pilots in avoiding obstacles% s q- ?( h' K9 \9 d during climb to the minimum en route altitude. Those4 m0 y. \$ R* M* A& t airports are listed in FAA/DOD Instrument Approach, U. n M! o9 d7 t. I Procedures (IAPs) Charts under a section entitled. y8 u8 h9 Y' F0 g “IFR Takeoff Minimums and Departure Procedures.” 8 [, ?( t8 c' ~" RThe FAA/DOD IAP chart legend illustrates the . w" p% c, r" ]( r/ [( _1 W" asymbol used to alert the pilot to nonstandard takeoff - Q; y# Q0 M5 Aminimums and departure procedures. When depart‐ , n q% u9 \7 B' X0 Q5 b W% [ing IFR from such airports or from any airports where* @' I# ?% {; u$ ^ there are no departure procedures, DPs, or ATC % m& x- }! C) L q5 z2 Tfacilities available, pilots should advise ATC of any 9 A$ a4 i2 h8 sdeparture limitations. Controllers may query a pilot: X- ?8 h E6 `6 B, }4 X to determine acceptable departure directions, turns,4 F- u1 ], V) z4 p, y or headings after takeoff. Pilots should be familiar n7 f% H, d( }+ x6 e1 ^/ } with the departure procedures and must assure that) }$ U2 r, I) t# ^5 k) l( ^$ s their aircraft can meet or exceed any specified climb . v& l1 g `; g6 B7 H+ {) pgradients.3 `& N! W" ?* z6 w, H IF/IAWP- Intermediate Fix/Initial Approach Way‐ 9 L3 g9 k: H) e6 {4 m2 Zpoint. The waypoint where the final approach course; D' ^% S+ k% w( r of a T approach meets the crossbar of the T. When 2 O$ P9 U( N+ h* o5 D' Z- A) R# `4 vdesignated (in conjunction with a TAA) this $ L$ y! z- E* T% G$ e) pwaypoint will be used as an IAWP when approaching) S" T2 w8 J2 e) X" o- x4 W the airport from certain directions, and as an IFWP( V( r. |$ [4 Y0 v+ Y' w when beginning the approach from another IAWP.; _ |7 @6 R* _8 e3 n9 ?3 D IFWP- Intermediate Fix Waypoint ; t7 v9 d+ k. ]7 e/ SILS(See INSTRUMENT LANDING SYSTEM.) 9 W, R" X+ e+ m3 vILS CATEGORIES- 1. ILS Category I. An ILS , k, s& |8 `% napproach procedure which provides for approach to / p- h$ A/ g- q' p+ aa height above touchdown of not less than 200 feet & n2 P! K5 P* Q+ H' J6 K: P( Tand with runway visual range of not less than 1,800 - \( s' s; {' a3 m/ e1 ^feet.- 2. ILS Category II. An ILS approach procedure2 C$ Q3 n; B& y ^7 M3 f which provides for approach to a height above" U8 n& Y: v9 }+ H touchdown of not less than 100 feet and with runway# G% R9 c' v9 H, b6 W, O. r5 f visual range of not less than 1,200 feet.- 3. ILS ' E9 p& d3 z% fCategory III: $ \4 ?5 F( l% I, a4 T+ fa. IIIA.-An ILS approach procedure which9 h8 c$ g/ k @8 e& P9 ~ provides for approach without a decision height6 y. j" u! U- m1 `+ U+ s minimum and with runway visual range of not less. d1 F8 A- z2 M6 n' d0 ]& \3 `1 e than 700 feet. , r$ {* C" N% O w+ N/ ub. IIIB.-An ILS approach procedure which ; O7 r. f. v5 w4 ~provides for approach without a decision height3 X2 ]3 y: `7 G( k. k/ r' H minimum and with runway visual range of not less ( M4 W6 D k7 m! W5 xthan 150 feet.! k1 v3 O5 |7 N0 h% o( o( A7 m c. IIIC.-An ILS approach procedure which& m" n8 b3 t# B6 U0 J, K) A# q provides for approach without a decision height5 h( } n, K5 D) `! Z5 q minimum and without runway visual range3 E+ {3 M3 x7 o3 o& y minimum. + Y9 ^( F0 }% W: o! RILS PRM APPROACH- An instrument landing( o, N0 y& }& R* T! P! R' G system (ILS) approach conducted to parallel runways , m0 M+ R3 \1 I/ e. {% y0 xwhose extended centerlines are separated by less than q; x3 Q1 }+ ~/ N4,300 feet and the parallel runways have a Precision / }+ n% ~9 `8 S7 dRunway Monitoring (PRM) system that permits ' y* Y9 w' x* P8 A/ y. N# msimultaneous independent ILS approaches. . I7 ~9 q- w! OIM(See INNER MARKER.)7 g( p8 o( @3 K& i9 H) c+ c, x IMC(See INSTRUMENT METEOROLOGICAL) q6 S8 l% d4 ~- R. e5 F' I CONDITIONS.) c% Y; }3 y3 `6 J7 @9 e! H5 J IMMEDIATELY- Used by ATC or pilots when such+ V" ?; Q* l/ G$ N( k. y2 w8 T8 b' T action compliance is required to avoid an imminent ! |8 r R _0 |; r( V+ q1 asituation. 3 Q+ f( |/ P+ Q- o" `5 R% D" j) MINCERFA (Uncertainty Phase) [ICAO]- A situation/ \; F! `' j' o5 c) l: @' I wherein uncertainty exists as to the safety of an: u0 T* C2 m1 r: `% d3 W aircraft and its occupants.; D. f z9 k) E: u- O) M6 ^ INCREASE SPEED TO (SPEED)- ( s$ ]% @7 Y }0 ]; n& S3 O(See SPEED ADJUSTMENT.) ! b* r9 U/ k$ k. |; |5 D4 e; ~' UINERTIAL NAVIGATION SYSTEM- An RNAV * C7 Y- Y3 g( I. K# F9 wsystem which is a form of self‐contained navigation.0 W2 j% _5 i* u# ~% t7 I (See Area Navigation/RNAV.)3 X" H" o- N4 y7 q' f INFLIGHT REFUELING(See AERIAL REFUELING.)2 `" }2 {6 c3 @. g' H# x3 T; p INFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.) & g9 \; K7 J* _* _+ LINFORMATION REQUEST- A request originated # `- h; r9 E iby an FSS for information concerning an overdue( @* p) ^7 q8 f8 D+ p7 i# E: m. ` VFR aircraft. 4 o2 H( [' y4 `% C6 E0 x6 j! q7 C' MINITIAL APPROACH FIX- The fixes depicted on ) R. A( R! E0 rinstrument approach procedure charts that identify : g/ T8 B F, N# [the beginning of the initial approach segment(s)./ j3 L6 f# E+ ^ (See FIX.) # T: P$ V& B9 u+ d# t3 x# X0 Y- V- o! H(See SEGMENTS OF AN INSTRUMENT+ m: I. Y" Y: W8 T7 F APPROACH PROCEDURE.)+ Q9 h, w F7 Q p7 |4 ]1 w8 r INITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT# Z# N) p& N# m& v; J( [ APPROACH PROCEDURE.). c, Z. O$ t. X2 b0 C& N% a% k INITIAL APPROACH SEGMENT [ICAO]- That; o$ Y# B3 s: n. ~/ |# | segment of an instrument approach procedure. ~2 e7 }& z; L: s) C9 e0 K: A" G' r between the initial approach fix and the intermediate9 Q9 ?3 u) A, @" \ approach fix or, where applicable, the final approach " `; X0 X1 F V# U9 q0 W6 }) v0 E4 Jfix or point.2 L& I1 _, q! i2 w Pilot/Controller Glossary 2/14/08 " }; M$ O4 l; j+ y, XPCG I-3; t7 l- H, G8 d- S1 f* q INLAND NAVIGATION FACILITY- A navigation1 v* v0 ?7 k7 O* c aid on a North American Route at which the common & z& J+ |% m! j$ [: I; `2 V5 V9 Xroute and/or the noncommon route begins or ends.9 N" Y8 n6 _; i9 e% K* ? INNER MARKER- A marker beacon used with an * {4 s4 l8 S4 t, nILS (CAT II) precision approach located between the0 v0 ^* P5 u7 D- i6 U3 t2 E middle marker and the end of the ILS runway,/ ]+ Q) a% O$ D! x. | transmitting a radiation pattern keyed at six dots per! H0 @7 P# O; A# m second and indicating to the pilot, both aurally and - f; ]# D) o# O* r3 H' svisually, that he/she is at the designated decision8 w4 \* z/ H7 {4 r; l3 j height (DH), normally 100 feet above the touchdown/ F( t6 Z/ [; T5 C* ]; L zone elevation, on the ILS CAT II approach. It also$ U+ P* ?8 h; W5 D! J+ k marks progress during a CAT III approach.% b4 I' y" v3 z7 S/ ?( X1 w: x (See INSTRUMENT LANDING SYSTEM.)9 f" W: ^. g O' p1 M/ P (Refer to AIM.)2 I; M- \$ F. D$ t INNER MARKER BEACON(See INNER MARKER.) % X: k5 B; A2 U9 I% O: QINREQ(See INFORMATION REQUEST.) % P K0 {, j) M% {INS(See INERTIAL NAVIGATION SYSTEM.) % \1 O8 ]7 ~/ ~. FINSTRUMENT APPROACH(See INSTRUMENT APPROACH0 F$ M+ c8 d" W% c( ?4 ] |* ] PROCEDURE.)/ s/ o7 v' U* n& V, [" \8 O# R4 G INSTRUMENT APPROACH PROCEDURE- A, u1 Q; o- [0 @# T9 q* L) o series of predetermined maneuvers for the orderly6 \5 l* a& B) D- g6 ?/ s$ [0 a4 m% U transfer of an aircraft under instrument flight " ], J. z, [: r, tconditions from the beginning of the initial approach( L1 S8 |, [( Q3 c( L3 w to a landing or to a point from which a landing may ' q8 Y4 c% A; L% W6 rbe made visually. It is prescribed and approved for a ) k9 g+ f0 o+ x$ p0 z c. ]specific airport by competent authority.% |' ~% E( q. X6 x (See SEGMENTS OF AN INSTRUMENT 3 k* y+ [) v& o6 }& r! CAPPROACH PROCEDURE.) / g" c6 ^( R7 y+ Y! ]! _& k/ S8 O(Refer to 14 CFR Part 91.) ( \ d# ]4 U: b% X+ S: N$ E8 f(Refer to AIM.) 0 ] R6 ]7 q5 A1 ba. U.S. civil standard instrument approach 5 _6 _3 ]0 L7 b) H- m, B9 gprocedures are approved by the FAA as prescribed / w3 n& d$ d5 P E, o! m7 Kunder 14 CFR Part 97 and are available for public & M. [9 ^4 w3 \+ Suse. ) I" [8 m+ Y; W7 v- p# v$ Vb. U.S. military standard instrument approach : T: z9 q5 w. \( pprocedures are approved and published by the " h1 I# s8 M! ^/ { JDepartment of Defense. 4 p2 O/ z+ B( Cc. Special instrument approach procedures are' a3 W- D! k" O4 |$ [ approved by the FAA for individual operators but are" A3 E' a2 [# h7 Q) x' ]2 b not published in 14 CFR Part 97 for public use. " a" r K' a( Y, [% k: {) S0 A(See ICAO term INSTRUMENT APPROACH! h4 l4 I3 a. C% H- O PROCEDURE.) 4 O2 l" k0 A% `2 k$ ?8 kINSTRUMENT APPROACH PROCEDURE9 [+ i" l/ \1 Z8 {- q [ICAO]- A series of predetermined maneuvers by1 _( R5 l$ g5 l8 i# H, T+ J; _; x reference to flight instruments with specified" o- r/ p2 I$ X+ Q% P. ` protection from obstacles from the initial approach$ c/ |+ k2 i9 d: `2 N& F' M4 u fix, or where applicable, from the beginning of a5 z) j i6 [. I defined arrival route to a point from which a landing' P) g* {- d+ z% I7 O# I* U ~ can be completed and thereafter, if a landing is not 4 Y( U+ H; E" Y9 t! \completed, to a position at which holding or en route @: `2 [& e( N3 l" Z0 u# W obstacle clearance criteria apply.6 T: j+ U9 O/ R INSTRUMENT APPROACH PROCEDURES- i K0 m, D) x* C# W9 f' d CHARTS(See AERONAUTICAL CHART.) ' \2 A' }5 H7 d4 X% Q. }/ }& `* [INSTRUMENT DEPARTURE PROCEDURE $ n( t1 F2 F. L2 k- b1 Y @4 v(DP)- A preplanned instrument flight rule (IFR)$ C9 \ k% l; v4 Y, ~ departure procedure published for pilot use, in9 Q. ~4 q4 h( s+ o7 Z7 y/ z$ U: {* L- @ graphic or textual format, that provides obstruction + \8 d5 b5 q, R' Y3 g7 h2 [; gclearance from the terminal area to the appropriate en+ {1 R# c6 H1 h# W* `# i route structure. There are two types of DP, Obstacle - D0 ]- E! P' [- M& B FDeparture Procedure (ODP), printed either textually! Y$ W9 V8 P4 q. Z9 [* \' C0 B or graphically, and, Standard Instrument Departure8 A4 N/ @2 q' @ (SID), which is always printed graphically. 4 z% o0 @: F0 B2 q3 c9 h+ L(See IFR TAKEOFF MINIMUMS AND8 ]2 q: A5 T6 |$ [. { DEPARTURE PROCEDURES.)1 W& s- L! s0 |- r$ K (See OBSTACLE DEPARTURE PROCEDURES.) 3 _& B. x5 V1 }2 k/ v(See STANDARD INSTRUMENT DEPARTURES.) + N! `+ E6 t7 q3 Z(Refer to AIM.)1 k2 ?+ z, S- ]! I+ V INSTRUMENT DEPARTURE PROCEDURE (DP) ; r1 W$ H0 @, k, {3 F( k5 X5 lCHARTS(See AERONAUTICAL CHART.); d0 f1 r- y& m9 f6 K0 k) M INSTRUMENT FLIGHT RULES- Rules governing 1 ?2 X- m1 U1 C K8 t# Rthe procedures for conducting instrument flight. Also 7 |5 v4 g9 f: W3 Va term used by pilots and controllers to indicate type( q/ k! U% ]7 M' ~+ p of flight plan.3 @7 n* K8 e! l2 H; N. t (See INSTRUMENT METEOROLOGICAL 0 G8 m8 q7 T. [- i( [CONDITIONS.) " U0 ]2 U6 G! a9 P$ N2 O$ p# ?. f' a(See VISUAL FLIGHT RULES.) 6 i+ G' C# z z8 i: U(See VISUAL METEOROLOGICAL $ R% t) U8 N+ Y" {5 _$ ^CONDITIONS.) * i i/ a" C3 O, `* m3 C(See ICAO term INSTRUMENT FLIGHT * Z, j! W G+ j- @RULES.) $ c0 e% w! X% h: W; E(Refer to AIM.)# \% O4 _4 x' l INSTRUMENT FLIGHT RULES [ICAO]- A set of ; `) }6 C4 k0 n0 ?% g' a: Arules governing the conduct of flight under ( G# D" Y0 d+ R& J4 tinstrument meteorological conditions. 1 `3 ~8 U/ U- ]8 }/ j. a- j7 e1 ~INSTRUMENT LANDING SYSTEM- A precision5 I3 |7 q r( V; o3 g. Z9 Y# b6 b4 w instrument approach system which normally consists! R, h7 I2 E' s of the following electronic components and visual 7 L% B# f' t, c5 K5 H1 q. @! w: Yaids:6 z1 r5 K" O u) U Pilot/Controller Glossary 2/14/085 \: q& T4 o/ l( ]+ p, d$ H PCG I-4 ! h M2 e2 z6 m$ _( C B: Xa. Localizer. : G% ]. j6 ^: g+ t" h(See LOCALIZER.) ! R. `- l& n5 m, F j# ob. Glideslope. : N# P$ n1 }' I2 G(See GLIDESLOPE.)0 ?$ W. Q2 ~$ L- o. @$ b c. Outer Marker. - Z( j) E. M& n$ \6 U(See OUTER MARKER.)" o. G* r, c4 D, `/ k+ V d. Middle Marker.( k, x" x( U) G+ R" I F' j( k1 L (See MIDDLE MARKER.) 5 Y7 _) L9 L9 o/ he. Approach Lights.- k" h$ h |' A$ t! ]8 U (See AIRPORT LIGHTING.) : q/ y5 [! e4 v9 k(Refer to 14 CFR Part 91.)9 `' H) D4 S8 u (Refer to AIM.) @* b8 t6 N4 [1 e# f: _ INSTRUMENT METEOROLOGICAL CONDI‐ $ ?& e. o) D0 u" ~6 z/ sTIONS- Meteorological conditions expressed in8 r! z" P. t3 [& B G terms of visibility, distance from cloud, and ceiling |" i4 w5 j: G% D! m- vless than the minima specified for visual meteorolog‐ 8 L5 s, z" I3 Z2 G: jical conditions.$ q( Q5 g: B) q6 A- G (See INSTRUMENT FLIGHT RULES.)1 [: F6 A- h7 [6 `' C2 } (See VISUAL FLIGHT RULES.) # B% @. K/ I- ?6 P(See VISUAL METEOROLOGICAL5 U9 n$ S* [3 ^* k5 x9 ~ CONDITIONS.)9 T8 R$ p g; b1 _ INSTRUMENT RUNWAY- A runway equipped( G" j0 O) G7 a; O with electronic and visual navigation aids for which9 B, c, f N5 Y5 N5 u a precision or nonprecision approach procedure8 J7 P# m4 M2 |! W, E3 ~ having straight‐in landing minimums has been, ?, M. {7 k$ {/ E) y5 E3 u approved. 6 X/ g/ n/ a! V1 j(See ICAO term INSTRUMENT RUNWAY.)- M2 K' g$ ?% ^ INSTRUMENT RUNWAY [ICAO]- One of the 1 [, s; r2 m3 `6 y" i2 {following types of runways intended for the5 n+ a) ]+ u, N/ E operation of aircraft using instrument approach( c" u' R- |' p$ w0 j& M/ R procedures: ; {3 X- ~. z" s# ?. o6 c& ~: ga. Nonprecision Approach Runway-An instru‐ 9 |: i: O) R; l3 zment runway served by visual aids and a nonvisual 7 {: q/ d& C% r; |3 G: B& e1 ?* ]aid providing at least directional guidance adequate1 k f! d5 n: U+ F1 d for a straight‐in approach. 4 {8 Z* k. }- p& y4 O* A; K+ G- z+ pb. recision Approach Runway, Category I-An " q3 H3 K8 N6 G" {0 pinstrument runway served by ILS and visual aids5 B2 J# c T9 ]! l; u2 _ intended for operations down to 60 m (200 feet)7 r4 s: J( v* p( C& ^6 s decision height and down to an RVR of the order of+ E7 U' L4 l+ X' G 800 m.; _3 v* k: O7 j1 J c. recision Approach Runway, Category II-An 1 E0 `' g6 M1 G6 ]& Ninstrument runway served by ILS and visual aids 5 g$ v" V2 R( [ A# r( J( W5 yintended for operations down to 30 m (100 feet) 5 R2 v: w+ c2 e6 F7 a* `4 I/ ?decision height and down to an RVR of the order of E1 s% Y( \2 f 400 m." B6 i$ b% [4 F d. recision Approach Runway, Category III-An 6 f3 Q1 p( o8 O6 b0 e' Z( @instrument runway served by ILS to and along the $ W% z2 R K$ m: a5 h5 v- ^# Ysurface of the runway and: 3 f. f0 G z" G$ b) I# E7 M. p1. Intended for operations down to an RVR of! ^% H; m2 D; b2 q7 X3 }8 ^ the order of 200 m (no decision height being ; S$ y3 M5 s; g4 T. e; Capplicable) using visual aids during the final phase of - ?5 V, k* S' _) flanding; 0 X! j& {( x' I1 P6 O8 R2 e9 P2. Intended for operations down to an RVR of ! [0 E) W/ P# u. ] G2 \7 ]the order of 50 m (no decision height being , q6 |' s8 ]* b( Rapplicable) using visual aids for taxiing; - W. W8 X. X9 ^3. Intended for operations without reliance on 6 O( p1 x" n& Z/ W* R# m) x( Pvisual reference for landing or taxiing. : [+ R( E3 G8 F% p; gNote 1:See Annex 10 Volume I, Part I, Chapter 3,$ f. w6 ~9 t8 T8 U0 O, O! b) o" g for related ILS specifications.- u$ L; ^( {! }. a6 V! ?+ | Note 2:Visual aids need not necessarily be : V+ C. U9 Y/ p! Y! `matched to the scale of nonvisual aids provided.% o& \, H9 _. m* o The criterion for the selection of visual aids is the / O0 b3 x4 N, @4 b9 h# `% T2 J0 Nconditions in which operations are intended to be 1 a& S% ~) w! k+ t; e Sconducted. ! t# ?& W5 e& E) UINTEGRITY- The ability of a system to provide0 h% f7 N* q! z( A timely warnings to users when the system should not 8 [4 i: r3 d) S2 Ebe used for navigation. ( I' v& L: L* X5 f& yINTERMEDIATE APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT 9 g* V3 y/ T" h- UAPPROACH PROCEDURE.)4 W) \5 M! F0 a; h/ P6 a INTERMEDIATE APPROACH SEGMENT7 U2 |, ]/ a2 f0 @7 C2 _6 f [ICAO]- That segment of an instrument approach7 F# {1 b: |( y6 r* i. t7 G4 o procedure between either the intermediate approach % f' K7 v' t9 c1 Mfix and the final approach fix or point, or between the$ t$ x; j0 S. L4 A end of a reversal, race track or dead reckoning track# j% d- G% D" Y; r4 C procedure and the final approach fix or point, as & I! W' Y4 l; g" _) {0 Wappropriate. + r5 ^. l+ }# b9 G; jINTERMEDIATE FIX- The fix that identifies the 8 Q! e" d. X7 i2 Zbeginning of the intermediate approach segment of an ; y( P( N# [0 A" K( Einstrument approach procedure. The fix is not / Q l' e% C- n4 ^2 x4 B6 ]% Hnormally identified on the instrument approach chart. |( P5 U' U9 p7 z! m as an intermediate fix (IF). ( Q5 x3 ^5 `0 n, e0 |4 \(See SEGMENTS OF AN INSTRUMENT( n7 o7 G( \4 Z0 q% l APPROACH PROCEDURE.) H; F5 ^) |/ L8 Y; ?9 K2 I- ]INTERMEDIATE LANDING- On the rare occasion x4 V5 p; [) {0 u; S3 L that this option is requested, it should be approved. 8 [3 a& ^( S+ y' C. @7 p* a1 lThe departure center, however, must advise the7 J7 q- N' S# T; } ATCSCC so that the appropriate delay is carried over * {4 K4 [; X; H# h/ K% aand assigned at the interm ediate airport. An- f$ s7 [, x& i$ k" |8 O intermediate landing airport within the arrival center * w6 E/ W5 l0 d. ?9 w; ?! ~0 u3 Nwill not be accepted without coordination with and0 Y7 j$ ?7 N) J7 n. }. z' C+ k, g+ l9 k the approval of the ATCSCC.$ G' B5 L# o' j7 Y1 A# O INTERNATIONAL AIRPORT- Relating to interna‐ 6 W! G5 F$ c6 c% J- Z2 Gtional flight, it means:! C- L8 K3 W* L: [$ ]8 C Pilot/Controller Glossary 2/14/08 ; b# L( p' |: M* T6 JPCG I-5 & c( e' v; S( [- R; m6 J1 ma. An airport of entry which has been designated1 Z ]/ X, q h6 a1 D- I) `7 ^ by the Secretary of Treasury or Commissioner of 8 w" a0 n& m0 LCustoms as an international airport for customs `4 g; W' T% |( `) B) p* \/ Lservice.9 b) P- Z' ~( t4 V' p8 Q- o; k b. A landing rights airport at which specific5 o) a- s. d G( K$ A permission to land must be obtained from customs 9 U: Y( E* f! H ^ S7 Yauthorities in advance of contemplated use. . z# A* _. H. }! V! e/ K8 Sc. Airports designated under the Convention on 6 C; m: s& E) A% lInternational Civil Aviation as an airport for use by+ ]$ m2 Z0 Z6 v+ ~5 H; l! v international commercial air transport and/or interna‐7 n" M9 Z8 H; B$ x+ A tional general aviation.5 \3 k/ C; q5 F (See ICAO term INTERNATIONAL AIRPORT.) % S7 u1 U$ Q% Y4 J8 S7 d V/ B3 a(Refer to AIRPORT/FACILITY DIRECTORY.) " l) u1 h, p B- a8 Y& l(Refer to IFIM.)/ _8 m6 _/ @ A4 z1 [% f6 { INTERNATIONAL AIRPORT [ICAO]- Any airport + e; Q/ d o% R" f( m8 g7 udesignated by the Contracting State in whose7 d& T E4 c2 I: ?+ K# z* X territory it is situated as an airport of entry and 6 k" p7 w( t0 n. ]3 F+ tdeparture for international air traffic, where the6 Y4 m$ }2 m, K$ L& q formalities incident to customs, immigration, public 5 m9 x* T, w$ S/ l4 mhealth, animal and plant quarantine and similar/ \9 _6 s" h! {) D procedures are carried out.4 o/ `9 F7 ]2 Z' F. i2 } INTERNATIONAL CIVIL AVIATION ORGA‐0 p5 F% {# m. ` N NIZATION [ICAO]- A specialized agency of the! W* s H, \+ Z- y( m% W/ Q+ p o United Nations whose objective is to develop the + n& U" f3 ?* E( K" Jprinciples and techniques of international air 3 z# @" r$ D7 a# p, anavigation and to foster planning and development of + M, N& w4 j! H6 g$ n2 |international civil air transport.& \4 ^7 }3 s, k/ J a. Regions include:$ ?* Y- z2 _, L* E; Z 1. African‐Indian Ocean Region: ^) N& [( a& v9 @- ~# k: v 2. Caribbean Region ! o' j3 n# r6 f+ {, l3. European Region - x8 Y' s0 R" t' p0 w2 T# L* E4. Middle East/Asia Region' r0 w2 i8 I+ x! f$ z/ L; e 5. North American Region' N3 i( i7 b8 d; Y8 @4 m 6. North Atlantic Region2 F: K# w" I3 p7 e, m s7 D 7. acific Region # c7 |/ w$ s% v& W l+ J4 e- o! p8. South American Region # i( _, T8 Q% g! A3 k; xINTERNATIONAL FLIGHT INFORMATION $ ~, Z- X) x0 x: JMANUAL- A publication designed primarily as a . I" Z$ `) _% c' U* Epilot's preflight planning guide for flights into 2 \. }2 `; M- ` B3 wforeign airspace and for flights returning to the U.S.' s& z. O i- K4 s from foreign locations." M0 ^: n% m$ C+ ]5 ~$ i INTERROGATOR- The ground‐based surveillance 6 s) J }# s! lradar beacon transmitter‐receiver, which normally% I# t" @( ?: q scans in synchronism with a prim ary radar, 0 v9 M) @9 ^' Z( |transmitting discrete radio signals which repetitious‐ 0 W, K# {7 ?3 B/ L6 Lly request all transponders on the mode being used to" v, z- V* C* u z/ ]" m1 M reply. The replies received are mixed with the 1 P% c3 ?& Y, C# ~" Yprimary radar returns and displayed on the same plan) Q1 ]- e+ Q0 Z S2 E. P6 r position indicator (radar scope). Also, applied to the / e& U' z7 `8 C; U6 x/ ?! dairborne element of the TACAN/DME system.9 r" Y' A: R/ l" [+ n, F1 V' @+ x (See TRANSPONDER.) 2 g& Z8 y! L5 ]+ }(Refer to AIM.) : ]. `' K- ~& ~. m# ^INTERSECTING RUNWAYS- Two or more 5 o4 x) t6 M! k! Arunways which cross or meet within their lengths. 7 n/ O3 _5 ^% R6 S) g' O2 t! i$ c(See INTERSECTION.)

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INTERSECTIONa. A point defined by any combination of courses, * n) o0 E. {! _/ ?! f0 H1 Nradials, or bearings of two or more navigational aids./ N& U: }1 G1 v+ R9 W% t" i b. Used to describe the point where two runways,; S6 B& |) W/ m( Q& |! C a runway and a taxiway, or two taxiways cross or ( e) h8 ^, t% p2 o$ t% ameet.9 b }% d) r. w/ T+ J) ^, f INTERSECTION DEPARTURE- A departure from; f( U+ s6 \: v" ~9 \ any runway intersection except the end of the runway. " a: R! K" c2 @! l4 o( n# r(See INTERSECTION.) 2 Q- S+ V7 Z4 m/ j! A c$ A! ZINTERSECTION TAKEOFF(See INTERSECTION DEPARTURE.) / M2 C& e* A. j( ~5 C2 dIR(See IFR MILITARY TRAINING ROUTES.) ' @5 I1 ~: f7 J9 b4 {Pilot/Controller Glossary 2/14/08 " Z2 W1 G" B& l6 W2 y1 ZPCG J-19 r3 Q( K. {# ^2 m( c J

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JAMMING- Electronic or mechanical interference * q6 u; m5 ]- L- d$ k+ f, Zwhich may disrupt the display of aircraft on radar or , i4 J. N( j$ u4 s6 i c' u- E3 nthe transmission/reception of radio communications/: g0 ^- M, p) C$ _7 D! @9 X/ t$ C' H navigation.( q" E% r* p% a) x% J- C JET BLAST- Jet engine exhaust (thrust stream# e; b. z6 y2 d4 a turbulence). + O* i2 Q! @4 M" _7 x G5 m(See WAKE TURBULENCE.) * I- P" s( [4 U6 T" P0 }: vJET ROUTE- A route designed to serve aircraft' C4 l% L: k2 n, }0 q! \# a operations from 18,000 feet MSL up to and including + F; O5 P2 ~, \, L4 d f" N, Jflight level 450. The routes are referred to as “J”, c0 U& d0 B$ l routes with numbering to identify the designated 9 B& ]1 X! e* n# f! @route; e.g., J105. - n0 n* j1 m3 g(See Class A AIRSPACE.), d5 J! r! A) ^; b% D (Refer to 14 CFR Part 71.)0 `5 f' M2 m2 w' _/ _8 `9 V JET STREAM- A migrating stream of high‐speed. Y7 Y) W9 Z4 c3 O: I3 L winds present at high altitudes., `) u% |; S# l V$ W6 N* F JETTISONING OF EXTERNAL STORES- Air‐ 1 o* r) v! ~) M1 xborne release of external stores; e.g., tiptanks, 3 T% W, v" [ g3 j. F' Gordnance. 9 Q) Z+ p y( }0 V( m; [! a8 n(See FUEL DUMPING.)- A1 ?$ B( f. k8 }$ d (Refer to 14 CFR Part 91.)) X2 E. R( C. ?4 Y/ w. P JOINT USE RESTRICTED AREA(See RESTRICTED AREA.) . z, J0 l9 A" Z8 e) y6 W; ZPilot/Controller Glossary 2/14/08 . z6 L6 A( E! A) u# F7 l( c# U$ V( CPCG K-1 7 y8 F1 w9 t% Z& K nK+ a" P8 t0 ^ \$ S M* l: _ KNOWN TRAFFIC- With respect to ATC clear‐ % J6 a8 `+ H! Tances, means aircraft whose altitude, position, and $ [9 L" F9 {4 K" h8 i6 L$ Nintentions are known to ATC. " B1 W$ Y- ?7 ? v+ J7 t, ^! }' OPilot/Controller Glossary 2/14/08 # z3 S% l: c+ c+ A& |, v: bPCG L-1 . q* {" U) `: ?$ w! u) ~L6 | v8 E9 I) B' v( j: n LAA(See LOCAL AIRPORT ADVISORY.)2 Z3 P/ U; Y5 o g9 _ LAAS(See LOW ALTITUDE ALERT SYSTEM.)3 f" G8 o# d' ^$ ] LAHSO- An acronym for “Land and Hold Short 0 }# K' W+ W- m: \0 r: m7 O, X' q; [Operation.” These operations include landing and ! S# b- q @" T% B, rholding short of an intersecting runway, a taxiway, a* [9 @" W( n, @# Q: N' ]$ ] predetermined point, or an approach/departure! l$ u9 O) w% H flightpath.9 j; g6 p c5 O$ i1 o( V) f; h; \ LAHSO‐DRY- Land and hold short operations on $ P0 y z/ u( Arunways that are dry.! s/ K* ^/ s; F1 ^+ N* M+ K LAHSO‐WET- Land and hold short operations on " _2 ]. n/ N- U1 W# h0 r/ z7 rrunways that are wet (but not contaminated). " j5 k$ t0 b! SLAND AND HOLD SHORT OPERATIONS - + Y9 c2 f. t. d* J/ E' [, L7 n3 tOperations which include simultaneous takeoffs and ! m0 q& P o1 d7 G: M7 Nlandings and/or simultaneous landings when a& O# o! R1 I" A& \2 C$ }5 B j* A landing aircraft is able and is instructed by the% R! W" T' ~% B3 i% v) j' L* r controller to hold‐short of the intersecting runway/ 9 ]# K( l1 {1 c8 ~taxiway or designated hold‐short point. Pilots are 3 G, Z% K# B4 Y4 d+ O Oexpected to promptly inform the controller if the hold6 Y* i, a4 i& p: y8 P short clearance cannot be accepted. % N' w b! ~! X(See PARALLEL RUNWAYS.) ; {2 S2 k" K% }: {+ U- x, n(Refer to AIM.) * P4 }( ~ _( C- ULANDING AREA- Any locality either on land,) f8 a+ |% u* w) S: f* N7 z water, or structures, including airports/heliports and . ~$ _3 M8 X( |3 N, j; i8 d/ K3 rintermediate landing fields, which is used, or 9 a/ e* I& ]) W _intended to be used, for the landing and takeoff of ( E2 N/ l! {3 l; F2 k1 R/ [! Jaircraft whether or not facilities are provided for the # h1 o7 H) ^ ~# D- ]shelter, servicing, or for receiving or discharging 4 Y' u% ^2 Q0 w; f# A; }passengers or cargo. ( F: X5 t" |+ i3 t' ~4 K' T(See ICAO term LANDING AREA.) J' D1 q0 z4 v! cLANDING AREA [ICAO]- That part of a movement , ]' U4 C4 @; Y& W' F) ?) Qarea intended for the landing or take‐off of aircraft.) h1 y8 |# n- ` LANDING DIRECTION INDICATOR- A device 7 v7 `! r8 z1 f1 B# @' Iwhich visually indicates the direction in which 3 f7 e5 m D; H5 Q7 W- Z* clandings and takeoffs should be made.& a2 p% f" E; D0 z. V/ S- N (See TETRAHEDRON.) ! s" r/ u. {% i# U(Refer to AIM.)7 o9 t' Y8 m" O0 L LANDING DISTANCE AVAILABLE [ICAO]- The) D8 R# K/ Z2 |5 y4 A4 ? length of runway which is declared available and4 V1 k& [6 u6 S9 o suitable for the ground run of an aeroplane landing.% c5 ]! U0 f! e5 K& H( [ P4 P LANDING MINIMUMS- The minimum visibility - Q6 r' Q1 i% T: |4 Fprescribed for landing a civil aircraft while using an 6 I9 e6 D V' einstrument approach procedure. The minimum2 D" _# `, @8 G! } applies with other limitations set forth in 14 CFR1 K _: b) G' v Part 91 with respect to the Minimum Descent6 T* t5 w, y8 p1 K9 e( V& G! R Altitude (MDA) or Decision Height (DH) prescribed ; s# y" E8 \0 o1 K" Cin the instrument approach procedures as follows: * d6 G8 G0 R7 r" p& \* Va. Straight‐in landing minimums. A statement of 8 ]/ \# S- P7 E3 s; s; L: SMDA and visibility, or DH and visibility, required for8 u. N; c: {& g; ~8 ~, p1 ~0 J# K a straight‐in landing on a specified runway, or * Q0 E& P, i' G! A1 q+ V* Cb. Circling minimums. A statement of MDA and( ]/ z9 l. j) x6 G/ a) [) z visibility required for the circle‐to‐land maneuver." V W/ s# P: e! @2 I5 O Note:Descent below the established MDA or DH is9 T% c' H0 y+ o8 D/ N. D- o7 I* k not authorized during an approach unless the! p, ?& x' M$ a+ r4 N6 m aircraft is in a position from which a normal# U. x9 r7 M8 q$ e+ q u; L approach to the runway of intended landing can be / @( q; `% d" N, c1 X5 Z0 Pmade and adequate visual reference to required - f9 b# [1 |2 o$ z& U3 K0 C8 _visual cues is maintained.1 d4 b+ m2 E, Q! F! u5 w (See CIRCLE‐TO‐LAND MANEUVER.) 9 h' y3 n" W: ?* j& T) }(See DECISION HEIGHT.)8 M. i/ M! ]- n8 w0 e) J (See INSTRUMENT APPROACH9 U6 V, b6 k9 F PROCEDURE.) * q+ T1 _% r" O5 o8 i* H' ?(See MINIMUM DESCENT ALTITUDE.)3 m& u, O7 Y2 W! u2 v( o0 { (See STRAIGHT‐IN LANDING.) 9 j; n2 c! q7 p3 H9 C(See VISIBILITY.)) ]9 |$ L7 Y' B9 n3 r+ s# E (Refer to 14 CFR Part 91.)% R" M& f5 ]! p) @0 b LANDING ROLL- The distance from the point of: o, P, c; y4 O5 a( {, x# G4 u touchdown to the point where the aircraft can be" h% [' z0 H1 {- k- \% J brought to a stop or exit the runway. , j: K( q' {4 A! ?, [LANDING SEQUENCE- The order in which ' I5 E, c" D! H' Paircraft are positioned for landing. * C2 n7 ^; P1 y; \$ ](See APPROACH SEQUENCE.) 9 w4 g# e0 R/ `LAST ASSIGNED ALTITUDE- The last altitude/ . h5 F0 @3 v+ @6 W8 W8 Uflight level assigned by ATC and acknowledged by $ }! x2 X! k" R# Z9 D! Pthe pilot.. [7 ?( e9 i6 P0 i( }! S (See MAINTAIN.) " G3 O( }& Q3 |( K(Refer to 14 CFR Part 91.) . m2 y( w+ X* A9 wLATERAL NAVIGATION (LNAV)– A function of; E5 {7 T+ K/ g6 \ area navigation (RNAV) equipment which calculates,( f# B1 i7 w8 P" n- F displays, and provides lateral guidance to a profile or/ C) l5 L- H& g, Y) B% l) w path. 6 ~8 T# |$ I% j/ G9 M2 v/ yLATERAL SEPARATION- The lateral spacing of ' q* d' d$ s/ L# h$ U4 ?& E, `aircraft at the same altitude by requiring operation on8 o0 F" `& F( c& @3 `, \ Q different routes or in different geographical locations. 4 v( X. Z/ i$ i7 b G5 K' B% p- @(See SEPARATION.), {1 q' v8 O+ t& z, ^' ] Pilot/Controller Glossary 2/14/08 1 r% \1 N4 {4 m8 }# N7 aPCG L-2! ^. A8 B' O: r# l9 W LDA(See LOCALIZER TYPE DIRECTIONAL AID.)5 n, H+ p8 k2 u% C+ `* S (See ICAO Term LANDING DISTANCE- }3 D- ], A( u2 P" t* ^ AVAILABLE.)# r. H- n4 q% D# V/ ] LF(See LOW FREQUENCY.) + |; S' ~2 R5 ?; a7 QLIGHTED AIRPORT- An airport where runway and) ~( @5 i0 Z+ A3 ~; l9 W obstruction lighting is available. " p& x) U# S4 B7 O4 `% i, _% P/ \1 `(See AIRPORT LIGHTING.)+ ?/ e8 Z- z" p. R (Refer to AIM.) 4 G1 |2 s! @7 V1 lLIGHT GUN- A handheld directional light signaling$ C8 a/ n( B. w: f: w device which emits a brilliant narrow beam of white,9 z7 L$ K2 y, o. \1 B( h# t green, or red light as selected by the tower controller. 2 h. F- W1 k4 t& @6 X" H2 m/ jThe color and type of light transmitted can be used to* g. J6 J& a+ X approve or disapprove anticipated pilot actions where% U: S* x X, c radio communication is not available. The light gun1 {4 c3 z- G3 k/ F% T is used for controlling traffic operating in the vicinity 4 n8 i9 o+ I; m. fof the airport and on the airport movement area.$ ~! b, v% C" t( A' h0 ? (Refer to AIM.) - F/ G! ?, ?3 o' SLOCAL AIRPORT ADVISORY (LAA)- A service & A2 @' U/ ?7 M6 X. Bprovided by facilities, which are located on the9 d& {" _7 e' s. }! l+ R- w5 R landing airport, have a discrete ground-to-air # d1 w* Q/ h! U5 ^+ Y2 Vcommunication frequency or the tower frequency / s+ a0 V# K0 y& E* gwhen the tower is closed, automated weather4 q1 }3 q. R2 |; q* M7 Z( m reporting with voice broadcasting, and a continuous # w! S- |6 x) f9 x2 a$ bASOS/AWOS data display, other continuous direct2 L' \: u3 u/ ~& { reading instruments, or manual observations avail‐ $ G( O2 f: K4 ]) B" O" xable to the specialist. % f3 K3 B% w/ T$ {) Y1 C. g(See AIRPORT ADVISORY AREA.) ! t1 e3 s3 u# u2 T6 mLOCAL TRAFFIC- Aircraft operating in the traffic4 S1 J/ b( }" h) Y2 _& t pattern or within sight of the tower, or aircraft known & G$ i/ D" q+ U( _2 Mto be departing or arriving from flight in local practice% L8 z# t6 [) y1 f q6 G areas, or aircraft executing practice instrument0 ] j6 p7 \' p* }, I, w0 h! Z4 f approaches at the airport. . c3 I6 N/ d B2 L; P8 ?( Z& b(See TRAFFIC PATTERN.)( e( o) _0 m3 U' @* P3 ^( O6 \- ? LOCALIZER- The component of an ILS which6 t; p' U$ g' q provides course guidance to the runway.! T9 Z% b7 w' i% e* A! U (See INSTRUMENT LANDING SYSTEM.): g {, S! r2 L+ ^ (See ICAO term LOCALIZER COURSE.) Y3 ~" O. C& M) I% Q* ?' A (Refer to AIM.) + v- [+ u0 h! m& G& h8 lLOCALIZER COURSE [ICAO]- The locus of . ]% K- l$ l9 I; S; gpoints, in any given horizontal plane, at which the 0 j2 u' B( M$ L* pDDM (difference in depth of modulation) is zero.1 X5 M4 q' H4 d+ x! r. K LOCALIZER OFFSET- An angular offset of the 4 M8 ^3 c4 g% D# ylocalizer from the runway extended centerline in a7 |: G3 M; Y- _) R direction away from the no transgression zone (NTZ) & i O, c/ ^& m( i0 l- Rthat increases the normal operating zone (NOZ) 9 N1 O! g1 t! Z' a4 n( u5 z: f ~width. An offset requires a 50 foot increase in DH and* q$ F5 a9 z9 F+ g' S7 n' W5 q8 \ is not authorized for CAT II and CAT III approaches.! n. ^7 T( n& y" Y/ C, ~, F8 @ LOCALIZER TYPE DIRECTIONAL AID- A5 S, v5 _1 a" H1 f$ T. B NAVAID used for nonprecision instrument ap‐ 0 t! l2 }# q. k* Dproaches with utility and accuracy comparable to a % \/ N: Y. Y3 k7 m8 F( _/ t* x/ Clocalizer but which is not a part of a complete ILS and9 K2 m& R* C) _0 F2 Z; C9 N* Z& f: U+ ` is not aligned with the runway. 8 i0 q" y9 x% \( n(Refer to AIM.) / P4 z6 ]9 e) PLOCALIZER USABLE DISTANCE- The maxi‐ A3 P- p5 Y; o$ g, wmum distance from the localizer transmitter at a% I i7 \0 l" e- m specified altitude, as verified by flight inspection, at 2 `# ]4 f7 g9 Z6 i2 d: Dwhich reliable course information is continuously + C9 z! `/ q/ W( v" K5 @received.6 l0 Y/ h, Z" w: Q5 R5 d, }, [ (Refer to AIM.); c6 H9 @3 G9 p! w. {8 l LOCATOR [ICAO]- An LM/MF NDB used as an aid ) z, h! D0 @, t7 t* V" j% dto final approach. ! n/ m. a$ W/ L) x3 M8 hNote:A locator usually has an average radius of 0 h5 Q! e* d2 R1 `rated coverage of between 18.5 and 46.3 km (10 - P n" U% `1 o6 Q1 Wand 25 NM). 9 `, g- X$ u' q: L" H! HLONG RANGE NAVIGATION(See LORAN.) 4 _" T" J; ~6 }3 nLONGITUDINAL SEPARATION- The longitudi‐* q: B3 V, T; I7 h! } nal spacing of aircraft at the same altitude by a' M+ H* m, u: u# N. L minimum distance expressed in units of time or # K2 |1 z1 v- M' ?miles.2 I# u+ I5 c7 _1 @8 L (See SEPARATION.) ; n3 {# o+ C9 V3 G1 A0 a(Refer to AIM.)5 e6 O. j, W- E& V LORAN- An electronic navigational system by / o* U# |5 m% U `* e* vwhich hyperbolic lines of position are determined by " C/ D9 i$ D; tmeasuring the difference in the time of reception of ' c) U9 D# i* G6 e8 F. Jsynchronized pulse signals from two fixed transmit‐' W4 T+ C; e9 O* |. a* a. r @ ters. Loran A operates in the 1750‐1950 kHz " F- L; u" c7 p" k6 }2 D. Tfrequency band. Loran C and D operate in the# p6 T* m7 [" N8 H( H3 e 100‐110 kHz frequency band. 9 W! V9 f* l5 J5 H5 b(Refer to AIM.)$ W2 Z! L' @7 X4 Y4 k; n% N4 y LOST COMMUNICATIONS- Loss of the ability to9 u8 t# K/ g! F) N communicate by radio. Aircraft are sometimes 3 L. o0 F7 Q6 o, I8 u' @referred to as NORDO (No Radio). Standard pilot7 {; J- N! p- ^1 S$ t0 i procedures are specified in 14 CFR Part 91. Radar - K. H7 Y% N& \. l8 @controllers issue procedures for pilots to follow in the 0 k* L" `( ~5 X5 Kevent of lost communications during a radar approach ; l* }2 ]) W2 Y) s9 V, Lwhen weather reports indicate that an aircraft will4 j+ B' {1 i- Q* Q likely encounter IFR weather conditions during the + F) ^8 p' U8 q% p. ?+ eapproach.; }: n0 ~) V" x0 _- p (Refer to 14 CFR Part 91.)6 W4 b. c0 R/ K3 v4 B2 y& i (Refer AIM.)- I$ u6 ?+ |7 P1 F* R# {9 n+ K Pilot/Controller Glossary 2/14/08) o5 S/ \5 }. }6 b5 J3 i7 x PCG L-37 z J, {* I$ |0 e LOW ALTITUDE AIRWAY STRUCTURE- The7 y; d! @" ^( O5 K8 R9 q network of airways serving aircraft operations up to" o# h& M2 X7 l G; e9 F# ^ but not including 18,000 feet MSL. 5 f3 L: B; K/ \ U" v(See AIRWAY.)7 i4 ?9 M# X, ?' U; B3 t- M' p (Refer to AIM.) ( Q9 r" T: D+ tLOW ALTITUDE ALERT, CHECK YOUR ALTI‐ ! B+ p$ J# u% c) }( q) _TUDE IMMEDIATELY(See SAFETY ALERT.); B) U$ p$ Z, m. \ LOW ALTITUDE ALERT SYSTEM- An auto‐ & G7 t$ d# Q5 w+ o r+ q6 `/ tmated function of the TPX‐42 that alerts the; k: ], m1 t' e; q% P0 v controller when a Mode C transponder equipped8 l7 k% M6 B" T! @ aircraft on an IFR flight plan is below a* }# c1 _+ a) c+ h! j4 S" p$ W( j predetermined minimum safe altitude. If requested 2 [8 l' \% _( fby the pilot, Low Altitude Alert System monitoring 2 ]2 B7 T0 J) t' U( {) C2 a7 ]% L r, ois also available to VFR Mode C transponder 6 G. G9 M/ E4 T: F4 T# n1 a- Tequipped aircraft." P1 k/ D2 _/ c5 j- y5 P6 P, z# @ LOW APPROACH- An approach over an airport or * X; ~! S+ K) U2 Mrunway following an instrument approach or a VFR . X1 e+ ~+ @+ c7 Lapproach including the go‐around maneuver where" a' r( q x* z- x; T the pilot intentionally does not make contact with the . j7 R4 s4 d# q# {+ l! x; Erunway.4 B1 b$ S. ?# D6 g. P ?% f; e2 i! { (Refer to AIM.) 3 S# ?3 e' T9 ^1 y, }LOW FREQUENCY- The frequency band between) S7 X; `( u6 G, e 30 and 300 kHz. , A5 V) M6 z2 U(Refer to AIM.)) z8 q4 h8 f% q LPV- A type of approach with vertical guidance 4 @9 v# L1 g$ }( f$ a(APV) based on WAAS, published on RNAV (GPS) % P8 p |" a0 H- ?$ happroach charts. This procedure takes advantage of8 u1 O$ J0 o* c, ?$ |/ p the precise lateral guidance available from WAAS.2 }7 L" y. s6 B$ O5 d The minima is published as a decision altitude (DA). + W) w4 j# n/ m z# ^( r: hPilot/Controller Glossary 2/14/084 ^" J& N v' [& Z% F, B+ O PCG M-1 / e: L5 P5 \4 `0 G x A4 d! ]M$ C3 w7 S& Q# A# A! f5 c MAA(See MAXIMUM AUTHORIZED ALTITUDE.)" |% d. ]# V& u+ J# Z; z MACH NUMBER- The ratio of true airspeed to the 6 ^2 f8 r( ?4 _+ N4 ispeed of sound; e.g., MACH .82, MACH 1.6.9 f: C+ y7 o! V' `: o8 G7 Y; Q (See AIRSPEED.)6 o" t) K% E! H, o4 R8 \. w$ L MACH TECHNIQUE [ICAO]- Describes a control/ _" a) [6 T v) ^. H: [5 M technique used by air traffic control whereby turbojet9 |( n3 ]1 r3 y& |* O aircraft operating successively along suitable routes* t" i* q: C; ~, @) G, C are cleared to maintain appropriate MACH numbers' t/ Z8 B7 ~- c- z& j for a relevant portion of the en route phase of flight. 0 l4 T# P! v5 y+ ]. ~The principle objective is to achieve improved: l0 v" b/ C; ` utilization of the airspace and to ensure that / z( M( d7 L1 dseparation between successive aircraft does not $ ?- }3 ^6 S4 ?; y0 `3 P) N1 kdecrease below the established minima.( }7 K/ D' }2 o MAHWP- Missed Approach Holding Waypoint 1 G [* t: l# M$ zMAINTAINa. Concerning altitude/flight level, the term 7 L, T( T9 n; ~ q v6 R3 `means to remain at the altitude/flight level specified.) s/ n4 n& g t# D, M The phrase “climb and” or “descend and” normally1 f2 {5 |! R- c$ R/ ~0 l6 U/ E precedes “maintain” and the altitude assignment; 0 C1 c- d1 V9 J! p% B( r( L( Ie.g., “descend and maintain 5,000.” 2 B7 B# v: {. m5 Db. Concerning other ATC instructions, the term is: V$ F1 d8 d* H/ } used in its literal sense; e.g., maintain VFR. C4 P H0 O' H) E# ~3 p MAINTENANCE PLANNING FRICTION - ]: |9 `& a. t7 s! {- qLEVEL- The friction level specified in & ?! G. Z& d: R; ]AC 150/5320‐12, Measurement, Construction, and/ B6 w) r7 E/ S8 y7 O! E Maintenance of Skid Resistant Airport Pavement 8 u: p9 M9 o% @$ n% B$ y6 z; ASurfaces, which represents the friction value below$ [ V8 K" ~8 ~0 m8 i% u* I) Z which the runway pavem ent surface rem ains + t, Z9 Q' Y2 \8 m7 cacceptable for any category or class of aircraft 8 v; \( l/ q% i- I7 D9 Roperations but which is beginning to show signs of' W' h/ n, H( \6 C0 q deterioration. This value will vary depending on the `) t& Z4 W) Q! d particular friction measurement equipment used. + j! J" Y2 [% f' P9 t: XMAKE SHORT APPROACH- Used by ATC to4 W5 r' m `6 \+ I inform a pilot to alter his/her traffic pattern so as to6 [3 A6 I& i/ E: Z0 p" ` make a short final approach.% h Z# w0 b4 k5 h. s/ Q& u) @4 ? (See TRAFFIC PATTERN.) - H2 A9 a* T% l5 s. i9 PMAN PORTABLE AIR DEFENSE SYSTEMS L+ E4 R- [( e( C(MANPADS)- MANPADS are lightweight, shoul‐' P9 I$ J3 N- `% P, V# k6 c2 z9 i der-launched, missile systems used to bring down ' T) m2 N9 i3 B9 A, i8 Raircraft and create mass casualties. The potential for8 Q7 x" K5 d7 H3 T9 g MANPADS use against airborne aircraft is real and # |7 y1 ^( |" w0 H+ q! e6 H; z/ Rrequires familiarity with the subject. Terrorists2 Y4 _4 o* L' e2 P7 ? choose MANPADS because the weapons are low " _- l" S' ~8 T. X5 Y" i( hcost, highly mobile, require minimal set-up time, and# P+ [ a; G. q; ? are easy to use and maintain. Although the weapons - w* {8 J' Y' s6 ~& Ohave limited range, and their accuracy is affected by . i3 m# o0 H! w. @2 E9 z* V/ Cpoor visibility and adverse weather, they can be fired6 _$ A7 ^/ r% V* S1 ]7 W from anywhere on land or from boats where there is$ D, Y/ f3 o: o) u, y) W1 R$ S unrestricted visibility to the target.# @9 O0 y+ r$ N% k* i0 q MANDATORY ALTITUDE- An altitude depicted+ }! `8 {1 A4 S5 ]8 s on an instrument Approach Procedure Chart % a! y1 A4 n4 u0 \8 srequiring the aircraft to maintain altitude at the , K$ d9 w0 Y+ t4 F1 I: E& p+ ndepicted value. 7 u! k, e2 T9 q. X# IMANPADS(See MAN PORTABLE AIR DEFENSE ^' b# O- D% o$ `8 ? SYSTEMS.)3 P" f& _. e+ X: d! n$ L1 a4 o MAP(See MISSED APPROACH POINT.)2 h0 M2 [* `5 O. y* D MARKER BEACON- An electronic navigation 9 p3 @2 w4 h% T2 rfacility transmitting a 75 MHz vertical fan or/ y ?& x& h& N; x5 y$ _4 m" @ boneshaped radiation pattern. Marker beacons are $ Y8 T |' o: `' `" Uidentified by their modulation frequency and keying 1 W, L6 P3 K8 S5 h" { Mcode, and when received by compatible airborne ' n, f( |7 A3 fequipment, indicate to the pilot, both aurally and' v; u. l* C3 } O visually, that he/she is passing over the facility.( y. [2 k0 O! @! x- z! p5 x: B (See INNER MARKER.) 5 n; m1 i, J& N(See MIDDLE MARKER.)* K1 N* B+ v3 e+ A8 w3 H! ? (See OUTER MARKER.)" o$ V" B* [! S( c (Refer to AIM.)

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MARSA(See MILITARY AUTHORITY ASSUMES9 @( D- x2 K: n" n* ?# B RESPONSIBILITY FOR SEPARATION OF # J2 `4 R- z# X) XAIRCRAFT.)2 C% j* s9 d6 y) B MAWP- Missed Approach Waypoint ; N2 {5 u" E( O& m0 [: m# mMAXIMUM AUTHORIZED ALTITUDE- A pub‐4 K. ~) [: B9 x9 d9 n( ?! I# A lished altitude representing the maximum usable ; X" Y' ? X, \5 ualtitude or flight level for an airspace structure or. B" \0 H. d! W; S" s6 `/ g route segment. It is the highest altitude on a Federal ) h: P/ u! C( ?; s, l' v. Xairway, jet route, area navigation low or high route," ~2 ?. F" U2 l5 q7 m8 M: e or other direct route for which an MEA is designated, q7 k4 P5 E N3 }* z l9 b in 14 CFR Part 95 at which adequate reception of" v, M* _! W" W7 V+ r* g6 J navigation aid signals is assured.' f) |: |6 B; t8 D MAYDAY- The international radiotelephony distress 8 D+ b( D8 S% _3 `6 v9 |, M* ksignal. When repeated three times, it indicates ) f; l* Q& y& u5 h$ @* J5 E! x! uPilot/Controller Glossary 2/14/082 x7 P, c2 t5 @( J3 k& \- V PCG M-2 7 ?. x1 k) ]" C0 ]1 limminent and grave danger and that immediate& A' s* n; a2 |2 V$ i assistance is requested. 5 G* X, j0 f6 s+ G! L9 |(See PAN‐PAN.)9 D8 c* @# S; k% F8 A9 C (Refer to AIM.): z) x6 |4 v( P/ J( v MCA(See MINIMUM CROSSING ALTITUDE.)% d- o( a4 ?( g) A0 w MDA(See MINIMUM DESCENT ALTITUDE.)8 L& M% c, i; q, N5 o7 M1 t6 q MEA(See MINIMUM EN ROUTE IFR ALTITUDE.) I X* Y- B/ W6 T. ZMEARTS(See MICRO‐EN ROUTE AUTOMATED RADAR ' A. v3 J8 H/ j0 W1 {, q. U8 D1 ?0 V4 OTRACKING SYSTEM.)4 y9 q9 R: Q" K% ?. s6 o METEOROLOGICAL IMPACT STATEMENT-# ~7 m- J% r+ r, G7 R& f An unscheduled planning forecast describing: [- a: l1 [0 e! k; D/ N9 _. @) R conditions expected to begin within 4 to 12 hours1 P# g6 R/ \( {7 _- \ which may impact the flow of air traffic in a specific 5 c1 u# z! M5 [, gcenter's (ARTCC) area. 7 c( A5 g6 C$ W2 f$ I! N( K7 WMETER FIX ARC- A semicircle, equidistant from ! S7 ~5 D* e( J" N v1 b- N5 ta meter fix, usually in low altitude relatively close to ' }6 ?' c7 R; C1 K% p$ f3 mthe meter fix, used to help CTAS/HOST calculate a) P- I( D! Y- Y4 I# c4 f meter time, and determine appropriate sector meter ' B: ^) C0 N( G1 U" l; @, Slist assignments for aircraft not on an established 6 D/ B$ d* x9 C( {" c4 h7 carrival route or assigned a meter fix.6 q9 l+ v# G, P4 u& w& _ METER FIX TIME/SLOT TIME- A calculated time , N# b3 T9 }2 A( I" p. I2 C& n4 d' \to depart the meter fix in order to cross the vertex at2 E5 A3 s8 @6 m, F0 c8 a the ACLT. This time reflects descent speed1 I, o3 T4 p. h0 ~; @; a+ V9 F' o7 u adjustment and any applicable time that must be; U W# a% X! a$ A! c! L absorbed prior to crossing the meter fix.- F- c, R d; X. A" u- c METER LIST(See ARRIVAL SECTOR ADVISORY LIST.), B+ s% j9 }- M) B: { METER LIST DISPLAY INTERVAL- A dynamic; t7 y0 c# m% _9 j! t; n; R% ^3 u parameter which controls the number of minutes0 F0 R/ T" {$ D' l$ i prior to the flight plan calculated time of arrival at the* x5 s" P+ J+ C$ G meter fix for each aircraft, at which time the TCLT is * Q, u* N5 E* A5 Pfrozen and becomes an ACLT; i.e., the VTA is+ W5 A7 a! J9 w- ^0 h4 g$ m updated and consequently the TCLT modified as |% T/ N! \/ X( {: ^+ M3 F appropriate until frozen at which time updating is6 ~0 {( X( N0 p) A: [4 x' a suspended and an ACLT is assigned. When frozen," a6 j. l/ R5 o5 w+ r the flight entry is inserted into the arrival sector's ( I0 r( {( `6 Q; s' F9 } R- _1 \6 G, vmeter list for display on the sector PVD/MDM. 3 ]8 t" w3 R; Q& |' lMLDI is used if filed true airspeed is less than or + O- J& {! a6 s, @: E/ aequal to freeze speed parameters (FSPD).0 C5 z9 }* n7 x6 v METERING- A method of time‐regulating arrival ! Y! | I a) M7 Mtraffic flow into a terminal area so as not to exceed a - b! W& o$ n+ V9 v) P) Cpredetermined terminal acceptance rate.$ ^2 y I2 P7 u METERING AIRPORTS- Airports adapted for ) X1 A! y. }+ i* u# vmetering and for which optimum flight paths are / j( }5 Y7 Y. u. Tdefined. A maximum of 15 airports may be adapted. " r3 W! E3 X) R5 c' BMETERING FIX- A fix along an established route * J( m1 L1 C. k" p9 Yfrom over which aircraft will be metered prior to( `$ J" F/ s, r" Y entering terminal airspace. Normally, this fix should 5 \2 H) d8 m' K% Zbe established at a distance from the airport which: K, t8 c- C/ S8 T2 e1 X3 G0 \ will facilitate a profile descent 10,000 feet above" S; a) N8 O y7 f' w) Z0 A) h6 y7 n airport elevation (AAE) or above. a1 _$ ^# Q/ b) C2 C: G METERING POSITION(S )- Adapted PVDs/ Q, O& u3 \, M- ?% k2 {MDMs and associated “D” positions eligible for 1 a; U$ s5 X6 P7 X# [* `# h7 W. r8 Odisplay of a metering position list. A maximum of 7 r. e2 F, l7 yfour PVDs/MDMs may be adapted.8 K5 j+ d7 S- e9 R6 b METERING POSITION LIST- An ordered list of! O( @8 S9 q2 A8 H, t) ? data on arrivals for a selected metering airport " Y3 R+ r! X! ?# F9 b5 P. |displayed on a metering position PVD/MDM. ( M; a) V% L, Y- u" u# L/ jMFT(See METER FIX TIME/SLOT TIME.)2 h* ^- @% D; F. o8 [$ Y MHA(See MINIMUM HOLDING ALTITUDE.)9 E! \* Q7 ~% g8 x MIA(See MINIMUM IFR ALTITUDES.) ( P4 V$ d3 N! {' qMICROBURST- A small downburst with outbursts4 b* ` m1 \2 {$ t of damaging winds extending 2.5 miles or less. In u7 c/ P$ g! S8 T+ b/ i3 E8 u spite of its small horizontal scale, an intense 4 _/ T6 f+ I5 K. amicroburst could induce wind speeds as high as 150 4 ~) B6 i7 x2 L& B6 J8 K: h! Hknots 0 v2 F7 @* G& M(Refer to AIM.)" J1 A( A* d6 C; V7 p" P, } MIC RO‐EN ROUTE AUTOMATED RADAR( ~; z! I: X4 t, k% q6 Y6 |4 c TRACKING SYSTEM (MEARTS)- An automated. p+ J& o! E- @" Q o) F) o radar and radar beacon tracking system capable of" ~& a# h+ ^5 h" w employing both short‐range (ASR) and long‐range ( l% V) L& M+ D' @(ARSR) radars. This microcomputer driven system & n; U4 c0 U3 h; _provides improved tracking, continuous data record‐; C5 d! G0 c" B( o: M; B ing, and use of full digital radar displays. ) P) P& Y1 y2 NMICROWAVE LANDING SYSTEM- A precision0 X) |. T( T$ W$ [9 T5 a* y instrument approach system operating in the* \9 I! t" P( l2 { w microwave spectrum which normally consists of the - Y* h" {# d, g$ w; bfollowing components: ( A; M% q8 ~. N$ R8 {8 H) q) Ga. Azimuth Station.3 k0 F$ D, L; ] b. Elevation Station.- \' t6 c1 v f2 d2 O$ d/ \ c. recision Distance Measuring Equipment.2 B9 d: R0 [* c8 [# }: {& I (See MLS CATEGORIES.)- v5 [2 U/ _) |" ]6 i2 y% ~ MID RVR(See VISIBILITY.) # v! `$ N! t3 T. rMIDDLE COMPASS LOCATOR(See COMPASS LOCATOR.) ; p* T) [5 n( f6 K( j6 ePilot/Controller Glossary 2/14/08 " n# h9 I: |1 X0 P- n9 SPCG M-3 , G3 t8 a+ }5 D' D$ [MIDDLE MARKER- A marker beacon that defines; U- `6 u! ^4 g! T& M a point along the glideslope of an ILS normally! d' ?2 ^0 u; ^ located at or near the point of decision height (ILS/ t% m3 J2 H! f Category I). It is keyed to transmit alternate dots and % N* z" d& o% ?8 F" Y G/ F" r2 Mdashes, with the alternate dots and dashes keyed at the $ P/ X& d. Q, w. T6 jrate of 95 dot/dash combinations per minute on a9 D; `9 u6 `! I* b 1300 Hz tone, which is received aurally and visually. F' h1 i4 X. W( ? by compatible airborne equipment. 9 m1 T. G* u' ~$ M' Q& {! G(See INSTRUMENT LANDING SYSTEM.), Z: S+ z3 h' X# H' C1 t (See MARKER BEACON.)! B; M9 m/ v7 Y! h6 X (Refer to AIM.) 7 T2 Z' H4 ^/ }4 e' {$ e. ^MILES‐IN‐TRAIL- A specified distance between' y# z/ B/ \, z4 X aircraft, normally, in the same stratum associated % L- T0 ~/ D9 E$ ]' uwith the same destination or route of flight.& O& L) _$ K5 m/ I5 }- } MILITARY AUTHORITY ASSUMES RESPONSI‐' x: b3 k- M! N* C BILITY FOR SEPARATION OF AIRCRAFT- A, t+ _; t6 X% c7 U) c2 m2 J3 u condition whereby the military services involved % k, ?5 V% [: w5 w3 U. Fassume responsibility for separation between ' O0 n+ m9 N7 m4 yparticipating military aircraft in the ATC system. It is2 S A m" u4 d0 g# \$ { used only for required IFR operations which are - `7 c' F* a) R2 E; Gspecified in letters of agreement or other appropriate . ]# v) A4 \) L; g2 J9 MFAA or military documents. 3 q R) O' Z2 d+ M3 rMILITARY LANDING ZONE- A landing strip used. t* O+ J$ U* q1 l, i exclusively by the military for training. A military : h& L- p& O7 O/ y: H4 a* r% alanding zone does not carry a runway designation.! @( N/ X8 ]: I q5 F8 A4 q MILITARY OPERATIONS AREA(See SPECIAL USE AIRSPACE.)2 X' z6 k7 q$ F( W0 R8 a MILITARY TRAINING ROUTES- Airspace of % |% b. E5 ~6 T; Q) a6 qdefined vertical and lateral dimensions established $ l5 X$ A1 y2 p! s$ T4 m' t8 @for the conduct of military flight training at airspeeds ! g% [8 a$ e- P) U8 w2 W/ din excess of 250 knots IAS.& [ ?4 B Q6 a (See IFR MILITARY TRAINING ROUTES.) - R% m7 ~* B) p" E: b8 a(See VFR MILITARY TRAINING ROUTES.) 8 w$ K# k/ S. G& p0 I% g( s1 {MINIMA(See MINIMUMS.)8 |5 H8 N/ Q |& Q MINIMUM CROSSING ALTITUDE- The lowest ' C( G3 p# G$ F# |. J& N, Kaltitude at certain fixes at which an aircraft must cross+ A2 j( ?5 k3 z: t# J. ^4 p' a5 S$ } when proceeding in the direction of a higher4 s/ W3 b+ y V& c minimum en route IFR altitude (MEA).( q( F- [' b$ ?+ t7 ? (See MINIMUM EN ROUTE IFR ALTITUDE.)) Y: m9 W1 C, Q MINIMUM DESCENT ALTITUDE- The lowest0 T' ?9 l: T0 s: l6 F/ l altitude, expressed in feet above mean sea level, to" o9 b: x' y* \6 @7 |- r% h which descent is authorized on final approach or # K9 u( R3 ]' Z- u- M0 S) L2 Eduring circle‐to‐land maneuvering in execution of a % ]( e( P4 n! K) x+ \standard instrument approach procedure where no 0 R/ V7 b) L2 ^5 uelectronic glideslope is provided.2 {$ [& b2 q6 Z9 ?) b% m8 a (See NONPRECISION APPROACH5 K. |' k, g) E8 X& b# y8 F! ]5 s PROCEDURE.)0 V# _9 o+ J3 A6 p8 [7 a MINIMUM EN ROUTE IFR ALTITUDE (MEA)-! b0 l& |; N0 K$ l5 o- k The lowest published altitude between radio fixes* W0 B0 }5 N/ [" J. o7 l; G: d which assures acceptable navigational signal cover‐) u" x* } ~+ @ age and meets obstacle clearance requirements ! Z+ T G) ?5 N& b& D/ \/ M& O8 Sbetween those fixes. The MEA prescribed for a0 j1 f( M, ~/ b" s Federal airway or segment thereof, area navigation$ h: ]4 z/ x9 w! O low or high route, or other direct route applies to the 2 H0 p& |; R8 m. n6 x" Aentire width of the airway, segment, or route between . z s. x- d& G$ O* [the radio fixes defining the airway, segment, or route. 4 K/ f& n0 B& F" l( s: N" q, u2 S(Refer to 14 CFR Part 91.)* a7 \# W/ b& \; f# N, M (Refer to 14 CFR Part 95.)& u2 u H% k" |1 J. e8 h (Refer to AIM.)8 \$ }4 b, t1 K! Q& T; W4 n! B% y MINIMUM FRICTION LEVEL- The friction level& c7 z. @8 d3 j7 E: T! O5 l specified in AC 150/5320‐12, Measurem ent,4 R5 j6 i+ M8 P+ K2 P1 `. Y3 o5 g Construction, and Maintenance of Skid Resistant ) g# d' F! p# e& X% iAirport Pavement Surfaces, that represents the/ @+ S6 u. [# X+ l" Q/ T minimum recommended wet pavement surface. U" p. O+ k. U friction value for any turbojet aircraft engaged in 8 k" C4 k+ P% l' }; V4 d3 \LAHSO. This value will vary with the particular / X( O! ~1 _7 F/ z2 b/ F! {friction measurement equipment used. P q7 }, }* |! m" R1 pMINIMUM FUEL- Indicates that an aircraft's fuel : i% j3 m. i! S1 n# f: ~supply has reached a state where, upon reaching the) @8 r: |0 y D& s& Y destination, it can accept little or no delay. This is not1 a0 w$ P5 q P' Z% ?8 T an emergency situation but merely indicates an ! I' d6 X6 z+ ~) _. i& B( }emergency situation is possible should any undue ! R1 g1 P' r, t6 E. m5 O) @delay occur. # R6 F2 y1 ~0 R c- @* h- a7 g(Refer to AIM.) , o: Z! B* T1 h! sMINIMUM HOLDING ALTITUDE- The lowest, n' U7 J% m9 s6 M( u/ x, c altitude prescribed for a holding pattern which . @9 N; ~* m( passures navigational signal coverage, communica‐! E6 h' l/ h2 H& P" r6 g tions, and meets obstacle clearance requirements. + |8 |/ ]+ ^; y! c7 X/ hMINIMUM IFR ALTITUDES (MIA)- Minimum / Y1 V3 W) n6 }- _altitudes for IFR operations as prescribed in 14 CFR8 Q5 j# l- S5 W Part 91. These altitudes are published on aeronautical. d' `" m+ }) O& D/ }9 f- j charts and prescribed in 14 CFR Part 95 for airways ) c3 n# @/ }3 ^6 ]3 D0 ^* M" e3 _and routes, and in 14 CFR Part 97 for standard( v; j. a& @# v1 P/ f( j instrument approach procedures. If no applicable, q* p- f6 L% ^- \ minimum altitude is prescribed in 14 CFR Part 95 or, X' n3 B1 A( \' s 14 CFR Part 97, the following minimum IFR - b) [* E9 N0 ]5 ualtitude applies: ( B8 s4 s; h d- d4 `4 s& Va. In designated mountainous areas, 2,000 feet! R- L3 {6 E+ j! c above the highest obstacle within a horizontal8 N5 A# ~( r( a/ d5 d9 Q/ Z distance of 4 nautical miles from the course to be 9 G" ^: Q9 y Dflown; or 0 m9 N8 s2 n9 j- {$ B" U0 M9 O6 H: `. |Pilot/Controller Glossary 2/14/08 }: z* ^4 `; T4 A& ]* u0 K1 MPCG M-46 j4 {& E' y! Q9 S% N/ K+ u! E b. Other than mountainous areas, 1,000 feet above 3 o, t4 P& J6 ]6 {the highest obstacle within a horizontal distance of 4" n) k5 e$ X' |1 M v6 G+ h& w7 u nautical miles from the course to be flown; or * ~/ P' Y, c( I- \c. As otherwise authorized by the Administrator+ ?* c4 B1 F1 P: v7 ^ or assigned by ATC. 2 r5 M) J! z( N M+ s(See MINIMUM CROSSING ALTITUDE.) 0 C7 y- }" |& `$ L7 s) b(See MINIMUM EN ROUTE IFR ALTITUDE.)! b+ d) |; C" [3 B3 m2 e- g; L3 [' R (See MINIMUM OBSTRUCTION CLEARANCE ~5 Q% S" q8 ~ ALTITUDE.)% i; f( b, e7 i; y( H) R (See MINIMUM SAFE ALTITUDE.) 2 H: F. [: H- [; n* j(See MINIMUM VECTORING ALTITUDE.)9 ]: N1 f8 P( G# v* A, a' Q' d (Refer to 14 CFR Part 91.)

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MINIMUM NAVIGATION PERFORMANCE: b( D+ z6 q7 H0 o# n6 q# D SPECIFICATION- A set of standards which require( e% ?* [* i a8 z5 ?6 l aircraft to have a minimum navigation performance" }! v! k( ^& f+ r capability in order to operate in MNPS designated( i9 a V$ g( B0 Q* O airspace. In addition, aircraft must be certified by , I1 c6 `0 Q9 U9 T% ltheir State of Registry for MNPS operation.& O$ T( P" N3 b7 F3 F i MINIMUM NAVIGATION PERFORMANCE 6 w3 {; c% T1 N+ `- E; ]3 v% m1 ^& ~SPECIFICATION AIRSPACE- Designated airspace4 ?5 s7 j& Q$ d! W" R in which MNPS procedures are applied between : J% L1 L, S* T& \% gMNPS certified and equipped aircraft. Under certain( G R; S8 Q# F' [5 w% \, z conditions, non‐MNPS aircraft can operate in5 B" t3 e, l. e) j j! ] MNPSA. However, standard oceanic separation - E5 T9 A( N$ z& L# `; @minima is provided between the non‐MNPS aircraft 2 c/ i' y6 h! [: t' Y& g4 E% G( dand other traffic. Currently, the only designated7 o' i! B7 w2 n b/ H0 x C MNPSA is described as follows:3 ?9 M0 J3 `8 g$ ]+ _ a. Between FL 285 and FL 420;* ?9 p/ T0 H* c8 p: [3 b b. Between latitudes 27N and the North Pole;- i, X! k! \0 A& s" f2 [' \ c. In the east, the eastern boundaries of the CTAs 5 @( D( S* f7 ]5 C4 d4 J5 ISanta Maria Oceanic, Shanwick Oceanic, and 6 u, {! O0 ^, U4 IReykjavik; 5 K5 I& l3 V, n2 @d. In the west, the western boundaries of CTAs 9 [; ?: [3 T/ f+ g+ ~. vReykjavik and Gander Oceanic and New York8 q& m1 u6 |# [& G' A! Q* } y Oceanic excluding the area west of 60W and south$ {4 A9 i3 L- y of 3830'N. ' C$ P, h, @# [% R9 U, A G5 DMINIMUM OBSTRUCTION CLEARANCE ALTI‐ 4 t4 E8 }! J, ~3 b- z* A6 m1 ?: MTUDE (MOCA)- The lowest published altitude in3 n& }+ @1 p, ~3 H' T effect between radio fixes on VOR airways, . ?6 h2 P5 c( ~# x% Eoff‐airway routes, or route segments which meets : b" I# W9 a8 z/ e; V- H9 W+ Cobstacle clearance requirements for the entire route8 B, S: p: M! n2 s# v& q- L" a* Q segment and which assures acceptable navigational4 @. L2 ?+ T4 _ signal coverage only within 25 statute (22 nautical) / v& g9 @5 J8 Y( ]7 g" ?1 qmiles of a VOR. : n2 H f* H! L1 g' d: J4 C2 ?) G(Refer to 14 CFR Part 91.) 2 Q0 t6 q' k. G! Q& m/ k2 G& k(Refer to 14 CFR Part 95.)5 k3 }2 V6 e, d& b. A3 P, O8 z- F0 W MINIMUM RECEPTION ALTITUDE- The lowest& f) ]" N$ I) Y/ h9 ~. G altitude at which an intersection can be determined. * g& \3 K9 W( o* l% L \(Refer to 14 CFR Part 95.)! p! d$ d+ I* D5 w' N- Q MINIMUM SAFE ALTITUDEa. The minimum altitude specified in 14 CFR 6 J* B) `8 {: t3 D KPart 91 for various aircraft operations. * X- \# ?" e% Q8 V) L" S! pb. Altitudes depicted on approach charts which ; U8 `. s: |# `, V" R' D. {provide at least 1,000 feet of obstacle clearance for8 I0 N. Q, b4 r3 y5 } emergency use within a specified distance from the9 |3 i" p6 _$ ^0 {" s. O5 h navigation facility upon which a procedure is % d/ J2 @9 G: K$ s3 R u3 M" Spredicated. These altitudes will be identified as0 s) N2 J1 m2 m+ l. r Minimum Sector Altitudes or Emergency Safe 4 P4 t% c, w: T, C1 `5 |Altitudes and are established as follows:5 F% r4 P! {8 F6 Y7 y2 K 1. Minimum Sector Altitudes. Altitudes de‐ 6 S& B p3 Z3 ^8 t2 O$ jpicted on approach charts which provide at least& H9 h- ]; r: U' `8 ` 1,000 feet of obstacle clearance within a 25‐mile , d$ G& c- t8 W6 e' K" |% Zradius of the navigation facility upon which the 5 Z: x- x) z# T" X8 e$ W3 D9 Xprocedure is predicated. Sectors depicted on 6 r; t9 g" U* h: n0 y9 W% @: happroach charts must be at least 90 degrees in scope. 2 {. v, I3 Y" U- t4 O' ZThese altitudes are for emergency use only and do not , Q1 v! L9 P8 P! z1 h' O, y9 |! W8 Hnecessarily assure acceptable navigational signal0 Y: Q# u4 b8 c1 ~2 X0 m8 g+ Q: Z coverage.: Y- c$ h8 s9 @$ ]4 B2 y( h) p (See ICAO term Minimum Sector Altitude.)! g3 y! P6 S; t' r! t8 ` 2. Emergency Safe Altitudes. Altitudes de‐! Z1 c9 P% _6 y0 [6 |! h6 S picted on approach charts which provide at least" |% B. ^/ f6 U; m 1,000 feet of obstacle clearance in nonmountainous / q* O+ v7 ]6 ] s) ?# C. v# nareas and 2,000 feet of obstacle clearance in 2 A8 y, C, Y4 i8 cdesignated mountainous areas within a 100‐mile 9 ]; ?* P! F0 w4 xradius of the navigation facility upon which the % Q. U) p _, C( m1 wprocedure is predicated and normally used only in 2 l" `- [, t5 \+ g& s3 g9 @military procedures. These altitudes are identified on' e3 l$ q2 t" c T( J- o- t4 a published procedures as “Emergency Safe Alti‐ N2 _4 B+ E5 i( ~tudes.”2 X8 f: @8 r+ y- {9 ^ MINIMUM SAFE ALTITUDE WARNING- A ; f8 c* b8 E; Jfunction of the ARTS III computer that aids the1 s. {2 J5 S! e% R8 ~+ c4 E controller by alerting him/her when a tracked Mode $ n/ x, h3 T% w7 \7 g5 {C equipped aircraft is below or is predicted by the 6 X- N: N/ ^/ c7 Hcomputer to go below a predetermined minimum safe 8 }- p' l( Q* k4 r; Paltitude. t3 {. R' {: t5 |, a) z) A (Refer to AIM.)1 ^7 t- K6 ?4 |( [+ \/ L MINIMUM SECTOR ALTITUDE [ICAO]- The$ D6 C3 h" o5 l- Q/ Z lowest altitude which may be used under emergency ' W9 N' X x, _' econditions which will provide a minimum clearance 8 T% d1 z) K% [' fof 300 m (1,000 feet) above all obstacles located in 2 ~. f6 |' N$ g( k# ban area contained within a sector of a circle of 46 km% Q5 m( H; Q& J9 d; E! d$ J (25 NM) radius centered on a radio aid to navigation. # t' r1 L! U; S1 p$ Y9 AMINIMUMS- Weather condition requirements * G; l6 r* r4 G4 d! m: b9 V3 L* Testablished for a particular operation or type of 5 Y2 Q/ J! d7 xPilot/Controller Glossary 2/14/08; {# _- q3 F' N. Z5 P PCG M-5 9 o7 R1 a: P4 B* W' eoperation; e.g., IFR takeoff or landing, alternate " }0 V3 [$ Y7 W+ C; ~airport for IFR flight plans, VFR flight, etc. " ?* C5 K2 T! M2 y H- P4 I" N2 U(See IFR CONDITIONS.)' E" h4 I) b {4 c0 q: i. H6 J (See IFR TAKEOFF MINIMUMS AND $ H# a7 t& v# V! ]$ \DEPARTURE PROCEDURES.)/ C& i7 X( n# N u (See LANDING MINIMUMS.)0 }- s* }. `/ D$ R& w (See VFR CONDITIONS.) " {2 |) Z) n# H+ v) z O9 U(Refer to 14 CFR Part 91.) 7 X6 p/ q: \( U" F7 Q$ t1 ~(Refer to AIM.) ! x2 ^0 i+ ~+ I* }/ A1 ~( s5 lMINIMUM VECTORING ALTITUDE (MVA)- % ~, G# F. r! J: o( ?: TThe lowest MSL altitude at which an IFR aircraft will3 X) `3 X v$ }" J* b be vectored by a radar controller, except as otherwise; a4 R6 s2 i, Q$ N$ a; _ authorized for radar approaches, departures, and 9 Z8 d2 v- H+ K, g2 ?+ z; smissed approaches. The altitude meets IFR obstacle , o' @3 z0 B$ ~' qclearance criteria. It may be lower than the published3 Y- v/ j* B! @- p. V MEA along an airway or J‐route segment. It may be 8 {) @$ A' m- sutilized for radar vectoring only upon the controller's7 {" K( O; L2 W, l6 | determination that an adequate radar return is being1 l. p( o5 O1 a n received from the aircraft being controlled. Charts ' L* m- q; `/ _! }depicting minimum vectoring altitudes are normally 8 x; _$ `, v/ a5 w& ]: c$ F& Mavailable only to the controllers and not to pilots.* @) Z9 v1 J9 v8 G+ ? (Refer to AIM.) W9 ^, Y5 S: p$ g MINUTES‐IN‐TRAIL- A specified interval be‐2 w/ |1 ~+ b5 z# t& d) G1 r tween aircraft expressed in time. This method would . M3 E' I4 J7 F9 y' k+ b/ c3 q& Xmore likely be utilized regardless of altitude. ; M+ H( D7 D: M$ J& r" O7 O( [MIS(See METEOROLOGICAL IMPACT 0 G7 O, u( A4 F$ m! F4 `STATEMENT.)( Q9 [: P, ^' a' ?' g MISSED APPROACH- " O; x9 X& ?2 l1 O3 S/ ia. A maneuver conducted by a pilot when an. M& I! f/ Y( l" E+ v( i. j" t instrument approach cannot be completed to a. g" x, ?$ a+ p/ R9 M landing. The route of flight and altitude are shown on0 p/ ?- ~% e b% @ | instrument approach procedure charts. A pilot. [$ P' {9 N2 t2 U" P! s0 M executing a missed approach prior to the Missed' r" X6 D" y! Q, y9 g Approach Point (MAP) must continue along the final5 a3 f! T3 G$ j! d approach to the MAP.- l# n# a+ `/ T" j0 q# E b. A term used by the pilot to inform ATC that ! H5 B* q |0 p! P$ M* [he/she is executing the missed approach., F; N7 r' a1 H. ^8 c: H3 _ c. At locations where ATC radar service is * k- i) u8 u8 U( d" wprovided, the pilot should conform to radar vectors 9 i) @- H. m/ S7 j- ], b- j$ twhen provided by ATC in lieu of the published* d( L2 z. g; W2 r. c+ ?5 ? missed approach procedure.: n8 O; \( W8 W0 A (See MISSED APPROACH POINT.)& _, V! N* L% v' v$ n$ l( P (Refer to AIM.)' H& m$ {/ d$ k6 @% }2 u) o MISSED APPROACH POINT- A point prescribed2 A% P! |( b+ ^) w in each instrument approach procedure at which a : @: Y1 `7 N3 y4 Vmissed approach procedure shall be executed if the " S' h- W) h" s3 T' yrequired visual reference does not exist.* P- n z# i( v0 a5 a$ u (See MISSED APPROACH.)' f, P+ \: i- B6 V6 x# g (See SEGMENTS OF AN INSTRUMENT/ x2 X8 i! r* R! A7 J APPROACH PROCEDURE.)! ^9 E* z/ z7 V0 z MISSED APPROACH PROCEDURE [ICAO]- The , C2 W. R9 j$ d, ?0 T. \6 Aprocedure to be followed if the approach cannot be ! B% m; b5 j* T& }8 ocontinued. 5 \1 }" r( V, o% k& V9 l4 EMISSED APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT & ~+ y4 y) r( U! L4 e/ f8 LAPPROACH PROCEDURE.)3 F! G) B* m" w! S7 Q3 R+ \ MLDI(See METER LIST DISPLAY INTERVAL.) $ f ~; L$ w2 D8 JMLS(See MICROWAVE LANDING SYSTEM.) 7 S- r7 q" B4 X! uMLS CATEGORIESa. MLS Category I. An MLS approach procedure & K& r& T7 d @& Z- G1 Zwhich provides for an approach to a height above- b/ v# u0 H5 { ]4 q touchdown of not less than 200 feet and a runway 3 \* x3 d$ R8 j4 wvisual range of not less than 1,800 feet. % l* f3 b3 P \8 S& u4 }b. MLS Category II. Undefined until data gather‐ ' ^ e# q- i( @" x+ U/ xing/analysis completion. 6 s6 c0 l \& J# b1 `- uc. MLS Category III. Undefined until data8 [/ q" y" b& U+ r gathering/analysis completion. ( J1 e+ H* |0 G$ iMM(See MIDDLE MARKER.) 7 z5 m/ L y) e5 w) i; GMNPS(See MINIMUM NAVIGATION PERFORMANCE 7 q* \1 K0 Z& ~; \7 N6 }) nSPECIFICATION.) 5 H/ z/ n+ H3 c( D8 c4 a) ~MNPSA(See MINIMUM NAVIGATION PERFORMANCE- 8 m: U7 r4 S6 N: fSPECIFICATION AIRSPACE.)8 `7 P) V* `) ~: H8 b MOA(See MILITARY OPERATIONS AREA.) % ]9 z' L+ G, Q* T' U# \2 UMOCA(See MINIMUM OBSTRUCTION CLEARANCE' Y$ g" S1 y# \; I% F ALTITUDE.) " Y8 n/ ]+ k2 \4 KMODE- The letter or number assigned to a specific0 j6 o/ B5 }) J pulse spacing of radio signals transmitted or received % N7 b2 A# s6 L* G+ x+ Cby ground interrogator or airborne transponder- m: L* B5 I) s Q# g! m u' D( S$ ? components of the Air Traffic Control Radar Beacon6 l# i4 P9 g- u1 i5 u; i Pilot/Controller Glossary 2/14/08" P& h9 `+ R; M3 L PCG M-6' s! Y7 a* M4 W+ Q( f: a1 U, u System (ATCRBS). Mode A (military Mode 3) and # [$ E M7 o2 B! KMode C (altitude reporting) are used in air traffic ( Q4 M4 _6 v) r; G8 y2 M! Wcontrol. ) r6 [/ A6 z3 U: G3 K9 a. V(See INTERROGATOR.)1 P& T! o+ ^( g: }+ B9 e (See RADAR.)+ F" q& Z/ b" g0 K (See TRANSPONDER.) : B2 Y5 ]# e/ g: P(See ICAO term MODE.) # u3 K. h2 k" }8 g8 r& L(Refer to AIM.)& P- o: M* e p7 J. r3 Q MODE (SSR MODE) [ICAO]- The letter or number0 |2 D9 }( S/ X assigned to a specific pulse spacing of the( z$ K8 @9 A. X- c5 x2 T interrogation signals transmitted by an interrogator. $ Q; A# f4 g+ ]+ YThere are 4 modes, A, B, C and D specified in Annex ( W9 ?" p* ]2 l) j1 F3 n8 E5 e10, corresponding to four different interrogation P! N9 [7 t$ D$ f% t1 A8 Z1 bpulse spacings.3 u5 c: m, O7 _2 U/ t* d+ r MODE C INTRUDER ALERT- A function of: _& \8 V, C; v7 n' F( f# j certain air traffic control automated systems designed0 l* Y* f, s' N9 A+ L: k to alert radar controllers to existing or pending, j& _; H8 I. N2 I3 J situations between a tracked target (known IFR or 9 \! n% g% h7 {. e& {VFR aircraft) and an untracked target (unknown IFR6 u6 q. x7 Z4 K% {* w6 ?) w1 |5 _ or VFR aircraft) that requires immediate attention/) M# c, \$ h& g action.) ~) h2 b0 Y7 F+ T: J (See CONFLICT ALERT.)

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MONITOR- (When used with communication ) }. _. j! _5 Y7 j6 C) Rtransfer) listen on a specific frequency and stand by * |4 E5 b0 k0 D( cfor instructions. Under normal circumstances do not7 T. z0 o6 F4 f8 b establish communications. 3 Z- H; O! i1 {' qMONITOR ALERT (MA)- A function of the ETMS( e' E4 S( E% S that provides traffic management personnel with a$ Z) M( c4 f7 h# b" l4 k" ? tool for predicting potential capacity problems in : v# F" Y% \1 X+ p7 [individual operational sectors. The MA is an+ @, x$ v0 j) s0 C indication that traffic management personnel need to + l& U7 L0 e9 T8 W7 [- e' xanalyze a particular sector for actual activity and to & U$ k! h* L. v9 n" Zdetermine the required action(s), if any, needed to ' v" {8 H& x) a Y. r% J& M6 ]7 xcontrol the demand.# X2 u! u$ V' X* L/ l+ w8 g' e1 P MONITOR ALERT PARAMETER (MAP)- The4 k# s( G6 R6 M+ }2 A number designated for use in monitor alert& p' G& D* P; ]" |8 V0 l- Z processing by the ETMS. The MAP is designated for - z% T3 D) S7 x8 ^8 L9 e/ B$ I2 _: ^& Oeach operational sector for increments of 15 minutes.* z( c% w, n: k1 |) P8 w MOSAIC/MULTI-SENSOR MODE- Accepts posi‐ : E- b& }% R6 {tional data from multiple radar or ADS-B sites.* F# G3 q" N9 F" Z, \ Targets are displayed from a single source within a + m1 F7 I5 {( }radar sort box according to the hierarchy of the 6 c; d: n3 c! X3 u; R. ^) ?3 Dsources assigned. ' ?: z% j9 U. T, s; `MOVEMENT AREA- The runways, taxiways, and ( l1 H5 t' i) M2 y8 g2 ]' q" @other areas of an airport/heliport which are utilized ! b: S; n Z, l( f$ {+ K5 \for taxiing/hover taxiing, air taxiing, takeoff, and * y; m/ |/ P, F# {, q2 `landing of aircraft, exclusive of loading ramps and " z7 B) `3 }6 m2 T5 L- kparking areas. At those airports/heliports with a. t7 b3 E, b) @8 m7 d9 B# F5 o$ N tower, specific approval for entry onto the movement # f( d( V8 r, g9 Tarea must be obtained from ATC., f5 ~3 \6 W7 f' e1 l& f! M (See ICAO term MOVEMENT AREA.)4 ]2 Q5 C g, g% R4 X' V MOVEMENT AREA [ICAO]- That part of an' X# ^: a! }& o2 g5 V$ A- O. ~ aerodrome to be used for the takeoff, landing and% n2 J% |5 f- W) s5 d3 ~8 a. h5 K3 i+ P taxiing of aircraft, consisting of the maneuvering area) q/ I8 ?6 w2 ^( u, ` and the apron(s). 2 R5 f3 n, {1 }- N# ZMOVING TARGET INDICATOR- An electronic * Z: G0 ~8 s' d( j( X/ F- `3 C2 D1 |device which will permit radar scope presentation , y Q# s/ t I" ^" D, Monly from targets which are in motion. A partial ( t' o5 e% s" u8 L) X wremedy for ground clutter. $ a& Z0 M/ A5 F; bMRA(See MINIMUM RECEPTION ALTITUDE.), L7 q! P7 v- U. |( L- Y MSA(See MINIMUM SAFE ALTITUDE.)) i1 S) L f. C: R3 i$ e9 Q8 R# N MSAW(See MINIMUM SAFE ALTITUDE WARNING.) * d$ t, D9 U# |7 T$ gMTI(See MOVING TARGET INDICATOR.) 4 E# \5 l0 l( W1 c6 XMTR(See MILITARY TRAINING ROUTES.); d: p! G _1 g/ M" O# U _/ R; K MULTICOM- A mobile service not open to public . l, }* v' {3 D- Ncorrespondence used to provide communications$ [( p& u! y- V! b( E essential to conduct the activities being performed by) p9 N* J7 [$ C9 V! Q: V2 G+ T( | or directed from private aircraft. $ l4 \) E" `" x' B! c7 y [# ^MULTIPLE RUNWAYS- The utilization of a6 \2 S, @0 e& D9 z7 m dedicated arrival runway(s) for departures and a7 O- E- ]' S G. ~* I& P dedicated departure runway(s) for arrivals when: _8 z, L$ p/ B% m feasible to reduce delays and enhance capacity. ) z8 V1 E5 P# q+ z& tMVA(See MINIMUM VECTORING ALTITUDE.) 6 l" m6 G/ l; |( c$ ^5 JPilot/Controller Glossary 2/14/08 2 t) o# E g+ k% zPCG N-1 3 I3 O% T6 ?, R1 [' oN% G, o# C9 E) l, z0 ?7 |% }! G NAS(See NATIONAL AIRSPACE SYSTEM.) 5 n- E' ]+ z7 m7 `$ @; [- i! F4 t9 |NATIONAL AIRSPACE SYSTEM- The common ) f, z# \6 m- h1 Gnetwork of U.S. airspace; air navigation facilities, 9 W* R! l/ ]- ^2 z8 j3 o/ Aequipment and services, airports or landing areas;! [6 U* [ X0 N aeronautical charts, information and services; rules,2 {5 x# d* [, T; ^ regulations and procedures, technical information, 9 [; |" g) M- p% q# d; mand manpower and material. Included are system" j8 b, v/ h- d% p components shared jointly with the military.) ]3 g( r: B0 Z( e9 l: T NATIONAL BEACON CODE ALLOCATION % |* L0 h: \' t3 P/ R) p3 |- tPLAN AIRSPACE- Airspace over United States 3 y5 N) \% i8 j9 }$ oterritory located within the North American continent: E( q+ i: _9 X% E between Canada and Mexico, including adjacent $ q' C/ J" P6 l) p ?; T) hterritorial waters outward to about boundaries of/ X( Z' i% E( |: ~2 B. N5 `2 ~! E oceanic control areas (CTA)/Flight Information . ]4 I1 t' d% ^! E% y# G5 l' tRegions (FIR). 2 [) e# n/ d& x3 I(See FLIGHT INFORMATION REGION.) 3 |* L1 G# N+ {$ TNATIONAL FLIGHT DATA CENTER- A facility in# L, q, b& u! ~% ]" m& ?. H Washington D.C., established by FAA to operate a / }: q! c9 _1 H& jcentral aeronautical information service for the 4 v! b- [' A$ s* [collection, validation, and dissemination of aeronau‐ ) h1 E! S6 F F5 vtical data in support of the activities of government, # S3 Y0 R4 w" k0 x7 C5 E) A/ Sindustry, and the aviation community. The informa‐9 c# G, z% D4 P4 R2 ?) z tion is published in the National Flight Data Digest. ; o% c, T0 b3 U/ j) ]) ?(See NATIONAL FLIGHT DATA DIGEST.)) X) Q' s0 L( Q# M# X% O NATIONAL FLIGHT DATA DIGEST- A daily / ^% c* k! r$ L* ]4 U/ O7 f(except weekends and Federal holidays) publication * I3 {, _0 R! J8 l6 h- J8 b2 dof flight information appropriate to aeronautical x* R% O6 \; {6 a+ i& t charts, aeronautical publications, Notices to Airmen, & p, L/ T9 H7 F, Xor other media serving the purpose of providing& E2 ^2 M4 ~; a0 t/ \3 G `4 ?" T operational flight data essential to safe and efficient U, C- D3 z* X+ B& xaircraft operations. 8 q; G! N h5 m& @ [7 Y9 ^4 U. VNATIONAL SEARCH AND RESCUE PLAN- An+ F: Z: Q3 g! ?, g. _ interagency agreement which provides for the0 p9 y0 }/ ^ I. D# z effective utilization of all available facilities in all / r* m3 t: N2 g5 \# jtypes of search and rescue missions./ _: x7 }' a, P3 M NAVAID(See NAVIGATIONAL AID.)' j% U$ e* v3 ~( ?4 I+ [$ K NAVAID CLASSES- VOR, VORTAC, and TACAN + q3 I4 ^, l/ r0 @1 zaids are classed according to their operational use.8 @' Y- G% l, }) L9 i4 R The three classes of NAVAIDs are: 8 W3 ^8 e) ]. ]a. T- Terminal. + Z& R9 O* Y. i9 G1 Y. Xb. L- Low altitude. # Y0 X, [; i9 [c. H- High altitude.2 M/ h& N7 N- ~ Note:The normal service range for T, L, and H class5 p9 Y8 P2 _+ |* i aids is found in the AIM. Certain operational9 S, ], v; a8 V. V- Q8 o0 } requirements make it necessary to use some of. V8 }% s- {) g) F* A& d4 G these aids at greater service ranges than$ r$ }& N7 e: l( {4 G specified. Extended range is made possible, g' r/ p" y! i# v$ F& y through flight inspection determinations. Some5 N O+ A& h6 D aids also have lesser service range due to location, - c7 T0 U+ B* Q( i: o8 U7 pterrain, frequency protection, etc. Restrictions to & ?# B1 D2 g7 z1 A/ Q0 Mservice range are listed in Airport/Facility 9 F, z) |: F" u( D3 TDirectory. . ^5 R* B7 F* h/ p, RNAVIGABLE AIRSPACE- Airspace at and above9 e2 R, C7 T4 N# _" L the minimum flight altitudes prescribed in the CFRs. c+ Z. `2 N+ Z* H- z) X including airspace needed for safe takeoff and' w0 f6 c Z1 y9 _5 A landing.2 l% {+ u8 f7 ~: n& D (Refer to 14 CFR Part 91.)6 b! \0 a0 Y- r: q; D NAVIGATION REFERENCE SYSTEM (NRS)-4 R1 y- K- ?, q! m$ U+ X The NRS is a system of waypoints developed for use& A( B, p/ J6 l4 D/ M( I- ^$ `# x within the United States for flight planning and5 _7 y1 D3 l$ ~' c" R' q* R$ w navigation without reference to ground based N+ X6 p/ m! [& e5 S$ gnavigational aids. The NRS waypoints are located in1 l, }0 e; M, r* D a grid pattern along defined latitude and longitude 9 l \2 J2 d- F6 {0 Y1 Klines. The initial use of the NRS will be in the high c7 W+ [8 ^; u1 T0 saltitude environment in conjunction with the High# V$ x8 [- S$ N Altitude Redesign initiative. The NRS waypoints are 6 p* r; b: @" {# t1 _intended for use by aircraft capable of point-to-point6 {0 ]5 v) e' w3 {" l9 [0 `1 R4 C9 j navigation.* ^1 _" H$ q- K" Z5 o) L, E/ \ NAVIGATIONAL AID- Any visual or electronic: \. E# p1 Q4 _. h device airborne or on the surface which provides ! z) Y: h0 i" Dpoint‐to‐point guidance information or position data # @6 \5 J! r0 r( [to aircraft in flight. " |1 [- h$ z4 Z9 W9 f" @(See AIR NAVIGATION FACILITY.)3 G1 T0 ?5 z# ~- o8 M NBCAP AIRSPACE(See NATIONAL BEACON CODE ALLOCATION& b/ a- ?3 l* J! O, V. } PLAN AIRSPACE.)/ w- S/ A5 F" Z; ^ NDB(See NONDIRECTIONAL BEACON.)6 L7 W2 ?2 M4 {" i* p0 U$ S4 a3 m" n NEGATIVE- “No,” or “permission not granted,” or ( J/ `" k! `4 F3 k) V“that is not correct.”: R/ _2 b* C( U, o NEGATIVE CONTACT- Used by pilots to inform/ \/ n5 H e8 A; ] ATC that: ; c4 m2 J8 A# I- O. W! Na. reviously issued traffic is not in sight. It may / m G: J: e! y* |! S t9 {be followed by the pilot's request for the controller to. F" g3 r5 f7 m& C9 c7 z# v; n% U provide assistance in avoiding the traffic. 5 ]4 m6 X9 P5 j2 b! fb. They were unable to contact ATC on a* d, W4 Y/ M9 ]- }6 `$ I. r. K6 c particular frequency. ; B! S+ U' p* ~& v) o- O0 VPilot/Controller Glossary 2/14/08 ; N7 s! g# C- w& R fPCG N-2 % G6 {! B8 |" w" vNFDC(See NATIONAL FLIGHT DATA CENTER.) , N9 _% Z5 ?# ], cNFDD(See NATIONAL FLIGHT DATA DIGEST.) 6 }5 S, L( ` |NIGHT- The time between the end of evening civil ) V3 u8 q2 X* }/ d$ btwilight and the beginning of morning civil twilight,+ F! a X$ S9 [) L' u* F( k as published in the American Air Almanac, converted * H% b; C' s/ Q C2 Z% Y6 y- P7 l5 cto local time. & P4 J) h1 ^7 [ n: N# ^) j(See ICAO term NIGHT.) / U5 o W1 y: X: m) ONIGHT [ICAO]- The hours between the end of 2 C4 Z1 P* ]( r: j% f" I kevening civil twilight and the beginning of morning + W4 i5 e$ w. P" p$ t8 Q7 i5 Rcivil twilight or such other period between sunset and. m5 P0 T3 f$ _+ Q. i( Z( i, g# Q sunrise as may be specified by the appropriate1 X# O' K/ R# Q' e+ W6 Z# z authority.% V3 @! T6 q( z" l6 N T, M* ~0 w Note:Civil twilight ends in the evening when the4 Y( K& U* [; u8 H7 q8 O+ j center of the sun's disk is 6 degrees below the! Q& x N' o! s/ v; N4 L/ F7 z- b9 p% @ horizon and begins in the morning when the center+ I% H1 G, T. c' q; ?; f of the sun's disk is 6 degrees below the horizon. ! m# p+ b* p. H& f) r5 p3 T& ZNO GYRO APPROACH- A radar approach/vector ; u; q4 Q) C, U1 Y/ u1 H: l1 s$ {provided in case of a malfunctioning gyro‐compass 2 r+ h0 Q- A+ Hor directional gyro. Instead of providing the pilot . R3 N5 L$ M0 ?, J# Zwith headings to be flown, the controller observes the / B! t+ z y# p* ~% p" }3 jradar track and issues control instructions “turn! f8 ` L% ^% H8 i! @ right/left” or “stop turn” as appropriate. . E+ d' a( ], B: Z(Refer to AIM.)/ M$ c4 L$ l' m, j NO GYRO VECTOR(See NO GYRO APPROACH.) $ X$ H" g" [: W0 m. y5 l/ HNO TRANSGRESSION ZONE (NTZ)- The NTZ is& j, f$ s! P# U' v; J a 2,000 foot wide zone, located equidistant between 0 A* n4 L! |2 h2 K. s, `: v$ f/ Kparallel runway final approach courses in which6 F6 a/ k: d' V3 D+ A; v flight is not allowed.: h+ u! l( G& A8 [ NONAPPROACH CONTROL TOWER- Author‐2 i3 k2 R: V. v X izes aircraft to land or takeoff at the airport controlled/ H' a u$ O" V1 n# g2 l+ m by the tower or to transit the Class D airspace. The 6 a# K3 V1 o) u# ]4 E2 i1 I ^primary function of a nonapproach control tower is $ F3 j' o! K5 z3 t* @; J$ _the sequencing of aircraft in the traffic pattern and on & k% v- x3 r- _4 X; h4 u4 Z2 c* E+ Vthe landing area. Nonapproach control towers also7 o5 J& z& f9 { separate aircraft operating under instrument flight8 _, w: \) F# x7 C E: m0 W rules clearances from approach controls and centers.2 ~$ Q5 W8 ^' U. o1 ^+ e/ V6 e They provide ground control services to aircraft,8 S! j& c0 W$ d( N5 Q vehicles, personnel, and equipment on the airport8 E1 I; Z& b, y' E/ h5 F! R/ v( n d movement area./ B% W0 U! F) W% W: U NONCOMMON ROUTE/PORTION- That segment2 S' T9 D/ o7 _5 A7 p* ]$ L7 _ of a North American Route between the inland. L+ g% \* X! `8 U3 X" u navigation facility and a designated North American 8 C! r9 Y% _, d% v( {" mterminal. 0 k! q+ Z# A) h9 H" D% kNONCOMPOSITE SEPARATION- Separation in5 ~, o1 Z w- _- U, {8 R w$ b accordance with minima other than the composite2 r% w* G+ t# I separation minimum specified for the area con‐0 R; o) u$ ?$ c1 ^* U; a cerned.) X3 |; z5 m: h& h NONDIRECTIONAL BEACON- An L/MF or UHF : H+ @: M+ X+ g5 Z% Oradio beacon transmitting nondirectional signals7 p, ?* A8 {1 {* f @6 _ whereby the pilot of an aircraft equipped with; y2 S1 G/ c$ Q U6 }* \6 R direction finding equipment can determine his/her 7 E' M# ^/ {) M2 Obearing to or from the radio beacon and “home” on or$ t1 |, G' a4 M5 g6 q track to or from the station. When the radio beacon is 7 _0 p( p# h* @/ O/ W6 Vinstalled in conjunction with the Instrument Landing. D% a$ _/ ^0 s4 g7 T6 n System marker, it is normally called a Compass 8 Z" }- x& A- E7 k+ fLocator., D3 W5 v, a$ l1 y% X7 L (See AUTOMATIC DIRECTION FINDER.)1 ^- a% h/ B% Q g (See COMPASS LOCATOR.)

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