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PilotController Glossary [复制链接]

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发表于 2008-12-28 14:16:44 |只看该作者
NONMOVEMENT AREAS- Taxiways and apron, n; k; {- N3 K (ramp) areas not under the control of air traffic.: ^+ m# W$ y& j8 O NONPRECISION APPROACH(See NONPRECISION APPROACH) N9 u9 l1 H2 T PROCEDURE.) ; e Y8 [: L0 Z" E. aNONPRECISION APPROACH PROCEDURE- A $ i! V7 W( a7 m" O4 @3 Tstandard instrument approach procedure in which no" T! U3 L+ ]* u9 {; u electronic glideslope is provided; e.g., VOR, 2 C" j1 u8 Y8 B E1 ATACAN, NDB, LOC, ASR, LDA, or SDF+ I2 F2 R' Q0 ~ approaches.7 B" T; _3 l% o5 z, T% a' w NONRADAR- Precedes other terms and generally- v) S" G1 n& G( m: R means without the use of radar, such as: " C5 {1 P* w. m; v% t- Xa. Nonradar Approach. Used to describe instru‐ N& S) z8 X$ y ment approaches for which course guidance on final5 C5 s8 _( V6 t" h# C9 [. |. u" r approach is not provided by ground‐based precision; f8 K! k6 a1 b# `/ v or surveillance radar. Radar vectors to the final, Y; H( _5 S4 g4 E0 M approach course may or may not be provided by ATC. 2 S; P* P" j _9 f0 _. kExamples of nonradar approaches are VOR, NDB, U W4 G2 a+ B* m' h TACAN, and ILS/MLS approaches.4 T4 e1 k& `2 Q# b* g# \ (See FINAL APPROACH COURSE.)1 S `# M* a+ P/ J: f$ [/ K, |( y (See FINAL APPROACH‐IFR.) ! H2 R! l6 ~8 y) O2 T2 z% L8 N4 _(See INSTRUMENT APPROACH# ~% B, X. _1 B& V V3 [& b PROCEDURE.) % H7 R$ N+ |8 G. I(See RADAR APPROACH.) 2 a2 @: g4 ?8 g3 ob. Nonradar Approach Control. An ATC facility; w+ ?: g/ K& d3 `0 ^ providing approach control service without the use of 7 e. D' V; g# t! z8 `" oradar.! @1 [9 ?/ R) y0 v* q5 J (See APPROACH CONTROL FACILITY.) # P. L" R2 p! {/ i l(See APPROACH CONTROL SERVICE.) / ^) n* e" _) b* t9 S; |* a! xc. Nonradar Arrival. An aircraft arriving at an ' L+ d: p( C( I) o) ~airport without radar service or at an airport served by1 j. H7 r! O. z# _* F' Z2 A { a radar facility and radar contact has not been 6 C x5 m y1 r; T) ?Pilot/Controller Glossary 2/14/08 " ~* ~& Z& `5 VPCG N-3 ( E" ?* t# J9 Uestablished or has been terminated due to a lack of: o/ e5 ~8 H/ o- O radar service to the airport. % J" Z( M; A/ K4 A0 v; e8 \(See RADAR ARRIVAL.) 2 b% E$ s |3 j$ c2 m& m(See RADAR SERVICE.) 6 a6 X/ S Z- b0 a. Ld. Nonradar Route. A flight path or route over . v S" _& l ^, Q0 Z" x2 swhich the pilot is performing his/her own navigation. 9 V+ S) s. L8 i$ E4 \The pilot may be receiving radar separation, radar ' _5 W' T# |$ K* W4 dmonitoring, or other ATC services while on a4 c2 ^: `4 l3 Z v5 v, ?8 j nonradar route. 5 K$ k7 @0 C' N3 y8 u' Z: b(See RADAR ROUTE.) ' w: w9 L" L: _! ~1 S: r5 V+ c1 Ae. Nonradar Separation. The spacing of aircraft in 8 D* B; D! [& a: k2 t% z% m2 }0 Vaccordance with established minima without the use 4 t) s5 l& G- B( o/ u9 e! Sof radar; e.g., vertical, lateral, or longitudinal 7 r4 `) J! Y- p; Yseparation.2 S5 q9 S; r( [! [5 _& [ (See RADAR SEPARATION.) $ |# M8 h) J9 k. u(See ICAO term NONRADAR SEPARATION.)5 W" l; f/ p! m7 j" i NONRADAR SEPARATION [ICAO]- The separa‐ 3 Z, d; o S- g: ltion used when aircraft position information is) l. A9 m4 s+ X8 ]3 _7 i, r derived from sources other than radar., ^0 P! w4 ` ~9 e- Z NON-RESTRICTIVE ROUTING (NRR)- Portions( `: H! o" p, C; U Y& H4 t v of a proposed route of flight where a user can flight5 |9 k$ v/ e: Z6 R' f4 b4 r! x% B( ~( ~ plan the most advantageous flight path with no& ~$ f& O2 U1 n, C+ q% v requirement to make reference to ground-based 2 Z2 [* N$ V9 nNAVAIDs. 3 \1 O6 x* Q+ \0 u' tNOPAC(See NORTH PACIFIC.) 6 Y# r. r6 G7 x/ J' `6 mNORDO(See LOST COMMUNICATIONS.) , t: d8 w _, t. q6 Q+ h% A0 d( ?NORMAL OPERATING ZONE (NOZ)- The NOZ # k1 S) \0 `' e; m& vis the operating zone within which aircraft flight3 B5 q( P1 F+ r% d, J$ q remains during normal independent simultaneous 9 H+ e6 p5 U9 W2 ?$ ^8 w8 O1 t5 W$ Rparallel ILS approaches. 9 c* c h. x) D e) }NORTH AMERICAN ROUTE- A numerically* |* l* K/ L8 J [4 [ coded route preplanned over existing airway and : ^- R3 w$ q' _0 u$ C0 U7 R! ~route systems to and from specific coastal fixes 6 ]# A/ J* b2 y- {serving the North Atlantic. North American Routes, d* [0 b/ L' V1 E2 G$ _& e3 C- c consist of the following:& F- \& C8 k2 E a. Common Route/Portion. That segment of a: P8 M) q' L# r7 a0 r! i; | North American Route between the inland navigation& a/ Q6 n7 o1 F2 G; `% g' `' p) o facility and the coastal fix. 8 r! i$ q; H9 D) |4 \$ G( E% lb. Noncommon Route/Portion. That segment of a1 G; J/ M# I( I: k8 T0 Y2 Z North American Route between the inland navigation 4 I# ~- A5 F) F2 [- B1 I& n5 @facility and a designated North American terminal. 7 V4 ~/ Y) m {: I8 B0 Uc. Inland Navigation Facility. A navigation aid on% u. y# h" O, [8 \ a North American Route at which the common route 0 E' k; Q$ N, L9 Iand/or the noncommon route begins or ends.2 c2 W9 r9 j4 T3 ]5 [- I d. Coastal Fix. A navigation aid or intersection ) E7 }" d* y$ I' B5 G- t# X! Kwhere an aircraft transitions between the domestic g) ^1 ^, c( T8 t' q) g9 \route structure and the oceanic route structure.& w: a2 B# a& d! b; \. T1 X NORTH AMERICAN ROUTE PROGRAM (NRP)- ! r _6 H" `; j7 RThe NRP is a set of rules and procedures which are5 W% P) `" g# t7 o designed to increase the flexibility of user flight R G: A" o' S, u planning within published guidelines. / U0 k( m6 r) u. B% ]NORTH MARK- A beacon data block sent by the8 H5 H! x" [) C2 y$ e" n; A K5 o. q host computer to be displayed by the ARTS on a 360 # J7 N1 r5 P3 u, @; R7 a( E }degree bearing at a locally selected radar azimuth and B$ b0 U3 Z2 M3 A* \/ J! ldistance. The North Mark is used to ensure correct# @) h( ~( H; W* ^1 X( W# K* F range/azimuth orientation during periods of ' x- M9 b( i- W$ j+ DCENRAP. , J- n) |) q9 W6 h& u; ANORTH PACIFIC- An organized route system& }4 e" M1 @- p! z2 V( j6 K- p between the Alaskan west coast and Japan.$ q! @5 v" ?6 B4 w/ ]$ I( e" t NOTAM(See NOTICE TO AIRMEN.) 5 q" q5 A% A9 f9 Z' HNOTAM [ICAO]- A notice containing information ; [/ d) g4 Q Rconcerning the establishment, condition or change in 9 J7 e9 H% { j) t( m% ~5 T ?any aeronautical facility, service, procedure or - p0 N" L# w- w8 k T9 ihazard, the timely knowledge of which is essential to9 q7 W7 O! g7 b9 n8 D: i C personnel concerned with flight operations.% K. T( y. S5 w a. I Distribution- Distribution by means of ; h# e0 u' s1 Ytelecommunication. 9 S- V* o7 O7 t i5 sb. II Distribution- Distribution by means other / U8 U: q4 h% D: _than telecommunications. / U: l8 x0 G, H/ X, CNOTIC E TO AIR MEN- A notice containing6 z1 Q) z/ E* K% h information (not known sufficiently in advance to0 A; {: z4 `: m1 F2 H publicize by other means) concerning the establish‐0 N2 e' R z6 A7 g, ?1 m; m) } ment, condition, or change in any component " d- C* u) b* }9 _" d(facility, service, or procedure of, or hazard in the% d6 i! D' l; C: @$ v g. [& s National Airspace System) the timely knowledge of 7 n) ~0 M6 \5 Xwhich is essential to personnel concerned with flight 5 \" {& [4 q5 `* u- }operations." `% R& P% R6 I* U0 L: S a. NOTAM(D)- A NOTAM given (in addition to 1 ]6 n* F0 p4 L6 y1 `1 s& G m: b6 Xlocal dissemination) distant dissemination beyond , o' D: X3 S% D/ `4 l4 Ythe area of responsibility of the Flight Service # Z* B8 |& t6 M. K* A7 VStation. These NOTAMs will be stored and available/ o7 S* T, c1 e! n until canceled.0 J; Q+ Z- K# X) A* s b. NOTAM(L)- A NOTAM given local disse‐& T8 ^" f' k4 z: x" V5 L mination by voice and other means, such as : U7 f0 E9 t: k& Q0 n7 Stelautograph and telephone, to satisfy local user9 t. x( f0 g0 @ requirements. + r# j% O$ u* k9 m' B- Bc. FDC NOTAM- A NOTAM regulatory in, C$ o6 O9 g; k5 ~$ h* y nature, transmitted by USNOF and given system: Y+ x3 {4 Y# Z! e/ P* J, L wide dissemination.3 Z9 U1 n9 v5 `, M3 L& S) O (See ICAO term NOTAM.) & I' ]/ h5 }1 m5 ]2 z- `! K- }Pilot/Controller Glossary 2/14/082 ]5 v4 W& g* g$ |8 n& B PCG N-46 B* M' f% W# v8 \0 l NOTIC ES TO AIR MEN PUBLIC ATION- A ) |/ {2 a" ?7 N7 f" _8 N( C# b7 kpublication issued every 28 days, designed primarily( U/ {% w4 l* N4 r7 V for the pilot, which contains current NOTAM4 q4 M! l9 U o, |+ Q5 I information considered essential to the safety of / C5 |- O; T; C, ]flight as well as supplem ental data to other % R# v6 k/ ]/ G) z$ Kaeronautical publications. The contraction NTAP is( X# k8 s+ ~7 V" i r, g0 |* s used in NOTAM text. 3 B3 n; {' D$ ^7 A( a- o(See NOTICE TO AIRMEN.) 8 t, X# |& p1 n( P! e+ m9 pNRR(See NON-RESTRICTIVE ROUTING.) $ b; b# e0 l( k6 S6 k6 ANRS(See NAVIGATION REFERENCE SYSTEM.) ( [! } A% m, Q1 m8 eNTAP(See NOTICES TO AIRMEN PUBLICATION.)* y! s) H& G& `3 H P' T% ^ NUMEROUS TARGETS VICINITY (LOCA‐+ w& ~- V1 ?& f; q, ^3 A2 s6 t TION)- A traffic advisory issued by ATC to advise+ s# B( v6 ~: g3 D2 t! Z& u pilots that targets on the radar scope are too numerous 2 D7 G) q* I2 W# F) Q) i) Hto issue individually. " D' ]! r/ V+ i* c9 d& P(See TRAFFIC ADVISORIES.)8 F& ?# X$ L/ n8 l Pilot/Controller Glossary 2/14/08& D0 s6 a/ S; K6 Q ~6 d+ R/ i PCG O-1 [' O G6 v/ w% n# O' x2 {O8 l- y) l+ \5 L3 Y1 ?7 U3 U OBSTACLE- An existing object, object of natural * j' f9 C$ K& L) y% egrowth, or terrain at a fixed geographical location or, T' ^( R7 w: ]# W# _& ]" f# G4 b5 k which may be expected at a fixed location within a4 g @% z4 a3 ] prescribed area with reference to which vertical & \& ?- x' C/ W4 _' Fclearance is or must be provided during flight+ C5 n1 V, w& H, M operation. 8 S: K) Q/ k- A" OOBSTACLE DEPARTURE PROCEDURE (ODP)- : e3 d$ z8 Z" p4 JA preplanned instrument flight rule (IFR) departure% q: a8 j( U& T procedure printed for pilot use in textual or graphic( ^ x. q2 U8 [9 ]3 O; t1 d1 [2 Y5 v form to provide obstruction clearance via the least * P1 C+ g" G; ionerous route from the term inal area to the8 f, g9 d e' n6 G b# |+ q+ F appropriate en route structure. ODPs are recom‐ 0 `1 o' Z7 G8 {) P7 i% g! xmended for obstruction clearance and may be flown! I# ^; J$ b {7 h8 W without ATC clearance unless an alternate departure* U) F5 H! ]* C: M- a procedure (SID or radar vector) has been specifically5 M% d8 r& A3 I* G/ C x assigned by ATC. % V- M" g& N7 q' F/ d(See IFR TAKEOFF MINIMUMS AND - k# W8 D0 }9 dDEPARTURE PROCEDURES.) . Y7 R& y3 K0 P I( \+ |9 o- s+ @(See STANDARD INSTRUMENT6 ~( A$ B3 m5 b$ J9 q, x DEPARTURES.)+ P2 G$ [+ r8 n (Refer to AIM.) - B' B- C; G9 c' pOBSTACLE FREE ZONE- The OFZ is a three; O" T) [9 N3 O dimensional volume of airspace which protects for 4 x M; N @4 zthe transition of aircraft to and from the runway. The4 o4 ~) b* b# E( [8 \) D OFZ clearing standard precludes taxiing and parked& u! H. J# F/ Y3 }$ N- s( J1 {0 U7 o" ? airplanes and object penetrations, except for / M% Z9 r- a6 f7 _* i0 bfrangible NAVAID locations that are fixed by * w# H- B$ z, s% Ifunction. Additionally, vehicles, equipment, and \/ ~1 g2 B t+ E# I4 z W personnel may be authorized by air traffic control to) \+ g; |. b, r/ p, G! t% r! z enter the area using the provisions of FAAO JO3 v% E; I% b5 S' w1 N; C! n7 G 7110.65, Para 3-1-5, VEHICLES/EQUIPMENT/ G, x4 O9 _/ r1 k0 r& d5 N PERSONNEL ON RUNWAYS. The runway OFZ & `; K0 s/ a. n7 k, ~and when applicable, the inner‐approach OFZ, and 2 x# {' V. O) w( R( r& lthe inner‐transitional OFZ, comprise the OFZ.$ f& H9 c0 R0 s* ~ a. Runway OFZ. The runway OFZ is a defined 2 |" I4 d8 ~: o/ A8 \0 J- x: a2 Ivolume of airspace centered above the runway. The( ^ O/ g* A7 n runway OFZ is the airspace above a surface whose) }6 |0 P5 ^* @& a3 S6 f elevation at any point is the same as the elevation of3 G) }9 G+ t: w1 g/ p the nearest point on the runway centerline. The 7 }0 @" E# e; g- A, s! Mrunway OFZ extends 200 feet beyond each end of the 0 B1 Z3 w7 T# c$ m4 S4 krunway. The width is as follows:

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发表于 2008-12-28 14:16:53 |只看该作者
1. For runways serving large airplanes, the6 D [# w/ i5 e& J) J9 F' k greater of: ) H. |) k( G; u) d(a) 400 feet, or+ D' U0 l: }, s (b) 180 feet, plus the wingspan of the most 0 r% K; D8 }9 O/ M4 }; h0 Kdemanding airplane, plus 20 feet per 1,000 feet of( X7 L) h6 R9 e6 m- A airport elevation. ( n% S6 U& ?7 W1 j2 i2. For runways serving only small airplanes: 2 j* a k4 P: ]# Y. ~(a) 300 feet for precision instrument run‐ Z0 o6 o6 G6 Q/ R# h5 [6 a/ P ways.# s$ K$ _" U, j4 [ (b) 250 feet for other runways serving small. F* a! S9 S) i& Y airplanes with approach speeds of 50 knots, or more. 9 a3 F( \. d; D9 L1 U" N(c) 120 feet for other runways serving small$ ?, z, V" s+ k) B7 U9 @ airplanes with approach speeds of less than 50 knots.8 V- W ^9 a1 K0 W' ] b. Inner‐approach OFZ. The inner‐approach OFZ S% n. R5 M$ d5 I& v4 Nis a defined volume of airspace centered on the) a0 ^1 W* T, @4 e- j7 r3 W, p approach area. The inner‐approach OFZ applies only ! I* q1 H& H0 x' ~5 y4 _& }to runways with an approach lighting system. The 5 r/ }1 S& K/ [6 u9 xinner‐approach OFZ begins 200 feet from the runway# ]' ~( O9 O0 H threshold at the same elevation as the runway: @. W8 q* J7 x threshold and extends 200 feet beyond the last light / }( O9 ^7 A/ p" F* q" r- q( t1 n: {unit in the approach lighting system. The width of the! U4 [0 {1 t* o4 @" g, W* h inner‐approach OFZ is the same as the runway OFZ 5 C. f! c1 O6 i9 F$ s9 R1 J7 ~and rises at a slope of 50 (horizontal) to 1 (vertical) 9 F$ j8 O$ D2 W: {3 V! `. xfrom the beginning. 5 j0 d |) k2 vc. Inner‐transitional OFZ. The inner transitional 2 Q! H( a, P4 osurface OFZ is a defined volume of airspace along the ) o1 ^* J; w/ M% wsides of the runway and inner‐approach OFZ and% H" e6 h3 T" R- Q; R+ k applies only to precision instrument runways. The 4 V3 k( t+ B2 V( Binner‐transitional surface OFZ slopes 3 (horizontal) # [5 }: J; H" Q( ^- S1 T! ?to 1 (vertical) out from the edges of the runway OFZ ( h: d" s$ x4 a( ^6 R/ Tand inner‐approach OFZ to a height of 150 feet above , G% k, n1 A7 y$ d2 L+ dthe established airport elevation.3 C2 \: D5 o$ A (Refer to AC 150/5300‐13, Chapter 3.) . I- e, N* K- j/ I(Refer to FAAO JO 7110.65, Para 3-1-5, , \1 T8 |( Y6 l) s; W+ EVEHICLES/EQUIPMENT/PERSONNEL ON: D5 O' i% `+ W RUNWAYS.) , z. k. x1 w0 ]! @5 R0 ?1 }# f0 V1 ?OBSTRUCTION- Any object/obstacle exceeding % A/ p/ i% U1 b! [; Rthe obstruction standards specified by 14 CFR9 H! w, @8 R6 o( G8 A, s, D& H Part 77, Subpart C. $ m4 \4 X% C0 Y3 {OBSTRUCTION LIGHT- A light or one of a group 6 a4 Y% m+ I5 ?( m) I$ H" Vof lights, usually red or white, frequently mounted on1 o8 a3 U6 m$ ^ a surface structure or natural terrain to warn pilots of1 t& i5 c) }( o: m: l/ \ the presence of an obstruction. 9 V) s6 ~9 @6 @$ }1 ~/ y- }/ QOCEANIC AIRSPACE- Airspace over the oceans of! v* I# K9 i4 z* {3 p D: [ the world, considered international airspace, where, F; M7 }+ O7 Q( \# o oceanic separation and procedures per the Interna‐! L2 J+ N2 K% ]0 Y5 F tional Civil Aviation Organization are applied. $ N& P" ^! ~4 M5 e0 AResponsibility for the provisions of air traffic control ) `/ t+ k" e4 J6 ^Pilot/Controller Glossary 2/14/08: I* J5 s4 t* o5 j+ _! l6 ^* l PCG O-2& `) z* D4 h2 y service in this airspace is delegated to various' [3 D. @7 j8 h" b" Z3 Q countries, based generally upon geographic proximi‐ 8 V. j+ W# c% K, s& V5 Sty and the availability of the required resources. , X- Y( M4 t$ f) }7 fOCEANIC DISPLAY AND PLANNING SYS‐ % T7 m; q" t$ U; W: T' RTEM- An automated digital display system which - |$ I* K" p; l) s* hprovides flight data processing, conflict probe, and 6 L/ r+ s( J" u/ N7 ?situation display for oceanic air traffic control.# b0 Y: M$ |) r4 }8 R OCEANIC NAVIGATIONAL ERROR REPORT- A ) _4 t$ s* I3 X i( m6 t% ^report filed when an aircraft exiting oceanic airspace ) h P; j6 w5 h I) l v4 ?has been observed by radar to be off course. ONER7 k( L. o/ l/ S reporting parameters and procedures are contained in M) |7 ^1 a5 ~# {! A! y: _ FAAO 7110.82, Monitoring of Navigational Perfor‐8 z( @8 [' |3 o, | mance In Oceanic Areas.+ l2 U" |) j/ [- c( V4 R OCEANIC PUBLISHED ROUTE- A route estab‐ ! _2 a5 _3 X4 K' g0 Elished in international airspace and charted or6 j% z2 W8 k8 |2 v7 u described in flight information publications, such as$ k; \1 u) P3 K8 P' _4 Q Route Charts, DOD Enroute Charts, Chart Supple‐; m* M. T) g% l2 V4 {$ V ments, NOTAMs, and Track Messages. ) z9 U, ^; E# H* W* \* l- uOCEANIC TRANSITION ROUTE- An ATS route 8 H$ j5 O1 F! Hestablished for the purpose of transitioning aircraft 5 l$ m7 y/ b$ \# w. U, r; oto/from an organized track system.& n; t/ m9 G; \4 B) M5 M! R ODAPS(See OCEANIC DISPLAY AND PLANNING n, ]6 i; b! ?/ OSYSTEM.)) |6 X0 Y4 M( R% ?3 `& e3 q$ G ODP(See OBSTACLE DEPARTURE PROCEDURE.) 1 M/ j5 b9 D) K& V) k1 h1 ^OFF COURSE- A term used to describe a situation 9 N1 h& v& X& b( n: Vwhere an aircraft has reported a position fix or is : o5 U* E% k4 I7 G( p1 E3 hobserved on radar at a point not on the ATC‐approved+ s, H$ ?. Q7 B, F2 Y* M0 ^ route of flight. Y8 \8 r( _9 ~* _ OFF‐ROUTE VECTOR- A vector by ATC which ' h, \2 S0 g3 x* H Ctakes an aircraft off a previously assigned route.% x k) p* n3 y& g/ D; D+ b0 Z+ m Altitudes assigned by ATC during such vectors- ]( t# h5 _) P Q7 j, Y provide required obstacle clearance. 8 g% _! J" d8 O4 A" @5 d6 e COFFSET PARALLEL RUNWAYS- Staggered% I3 q; r! `3 D5 O7 r runways having centerlines which are parallel.; p6 t0 I, C, y9 a9 r! w( _: h" x OFFSHORE/CONTROL AIRSPACE AREA- That ; M% a% G5 j) p6 V% [# H3 ~; Xportion of airspace between the U.S. 12 NM limit and6 t2 U) s: b- n8 q the oceanic CTA/FIR boundary within which air 7 O$ v, o \) T: qtraffic control is exercised. These areas are & \0 f0 J9 w( J! ~( |established to provide air traffic control services./ ~# G; |: g: x& u3 n Offshore/Control Airspace Areas may be classified$ P1 `: z. f: {/ J) J5 M. _% ^ as either Class A airspace or Class E airspace.: m- s/ J- O4 S$ h! D* S OFT(See OUTER FIX TIME.) B* i! z* J5 t0 Y OM(See OUTER MARKER.)- E5 q/ c1 G; D, z2 s3 x OMEGA- An RNAV system designed for long‐range$ U6 D! W& R& L' n' \. v' Y navigation based upon ground‐based electronic* M( W( `, I, l: W. Z) j( \5 u navigational aid signals. # K/ E' l, V2 I; ^5 {7 AON COURSEa. Used to indicate that an aircraft is established on F- p4 p% g8 L! l$ P' W& Q* H& ` the route centerline., h Z7 I6 W; l8 |) L/ m$ f, v b. Used by ATC to advise a pilot making a radar" r( Q/ ?7 L0 {: [+ y approach that his/her aircraft is lined up on the final) W: M [- \) H approach course. p! |) }' c- u$ n; S& J (See ON‐COURSE INDICATION.)0 F- k1 l( Y2 I ON‐COURSE INDICATION- An indication on an- Y/ u. K. @$ n8 T% p# D instrument, which provides the pilot a visual means 7 a1 e% k3 [; F' qof determining that the aircraft is located on the " N" L$ A% p" X+ J% Ecenterline of a given navigational track, or an % u2 k5 |3 w0 Tindication on a radar scope that an aircraft is on a " `# A( B# E& M3 y8 l* ? rgiven track. 0 n( q0 P+ n) `7 ]9 o6 pONE‐MINUTE WEATHER- The most recent one 8 t Y1 ?3 a/ U- c- ?minute updated weather broadcast received by a pilot ) W2 ]2 r+ L' s' d' H& ufrom an uncontrolled airport ASOS/AWOS.2 O. G' `) L( e! P ONER(See OCEANIC NAVIGATIONAL ERROR 7 Y" c# {" S3 ? Y, C& u9 h% A7 U' UREPORT.)/ ~1 o; W3 R) j6 B# h' `/ { OPERATIONAL(See DUE REGARD.)7 @. T' V$ M. Y3 F- G+ _+ N/ G6 e% T OPPOSITE DIRECTION AIRCRAFT- Aircraft are" J+ N/ C3 W" W l operating in opposite directions when: 9 D. T, L& w7 o& ], A% na. They are following the same track in reciprocal& p; v7 o5 h: V+ z directions; or ! S6 u' N0 T$ U- `% Q- g3 j) e+ Zb. Their tracks are parallel and the aircraft are / g; w2 Q) r: Zflying in reciprocal directions; or" c# `8 P: b& q0 _; K0 m: w c. Their tracks intersect at an angle of more than : e% J x4 A- C: O135.3 ]$ p) f! N& p$ M; R6 B OPTION APPROACH- An approach requested and ( H1 s* k1 `- T7 ~conducted by a pilot which will result in either a 9 S9 N N& q: y& O$ Q- v2 R$ Ttouch‐and‐go, missed approach, low approach,% I5 K a0 Z$ B/ i! f& i# X7 d' B stop‐and‐go, or full stop landing.; L2 x' d/ B( x (See CLEARED FOR THE OPTION.) ' ]9 {9 r; O! ]2 r. t* B& c(Refer to AIM.)) a0 B$ M/ |0 T8 ^7 }1 w ORGANIZED TRACK SYSTEM- A series of ATS ]5 t8 e! ^% Q routes which are fixed and charted; i.e., CEP, / \ A% }: g7 A8 KNOPAC, or flexible and described by NOTAM; i.e., w; W2 _. f+ a' Q NAT TRACK MESSAGE.8 t0 q# u0 M) \1 Q. R; n; Y OROCA- An off‐route altitude which provides! O2 \& T' b7 l: O0 b( r obstruction clearance with a 1,000 foot buffer in * F8 ?, t' X9 \+ U7 G) KPilot/Controller Glossary 2/14/082 j; D% t: @. P$ \/ E$ T PCG O-3 * q Q7 |& x' ^3 X s" bnonmountainous terrain areas and a 2,000 foot buffer% o. @0 e, B/ c- @ in designated mountainous areas within the United0 C6 _2 o& }& D States. This altitude may not provide signal coverage( k9 L# l5 U! Z+ ~ from ground‐based navigational aids, air traffic9 K: I* Y8 s* ~9 P control radar, or communications coverage. 1 B8 K' w0 G& S0 a9 eOTR(See OCEANIC TRANSITION ROUTE.) & A! ^; C3 ?, J; @4 ]OTS(See ORGANIZED TRACK SYSTEM.) % z! ?+ @/ o, W+ aOUT- The conversation is ended and no response is ; R- j% p* m0 {4 y. s( f1 zexpected. 7 ~, t+ x0 {4 Z9 uOUTER AREA (associated with Class C airspace)-' I' h Y( J- K) s4 m Nonregulatory airspace surrounding designated: D7 ^ l+ f' _, ~ Class C airspace airports wherein ATC provides radar, k/ ]7 n& k2 ~ vectoring and sequencing on a full‐time basis for all- N9 X1 k' O4 b, m IFR and participating VFR aircraft. The service: t" N) `5 q% K: J& F" t provided in the outer area is called Class C service8 S( [& W& ~! |6 I: l which includes: IFR/IFR-standard IFR separation;2 Z: s3 L2 K8 X( A IFR/VFR-traffic advisories and conflict resolution;: }& @8 i% B2 e% i6 [- h and VFR/VFR-traffic advisories and, as appropriate, @. e" f9 q8 z+ C/ I8 D$ k+ Bsafety alerts. The normal radius will be 20 nautical ! i9 B5 t& e. o: Nmiles with some variations based on site‐specific' z w% j, W8 U; S$ l requirements. The outer area extends outward from; W8 S/ ~% U# [& s& i the primary Class C airspace airport and extends from 8 ` Y0 X5 Y) E) A& V1 v/ W; ~3 ithe lower limits of radar/radio coverage up to the + [% r e x/ [ceiling of the approach control's delegated airspace) K2 Q- @% j- N" p excluding the Class C charted area and other airspace, v' H9 b; E+ R6 d# q as appropriate.6 h2 p: h+ F' I8 s7 _% a0 F2 R (See CONFLICT RESOLUTION.) + ?4 r% s$ m( v% l, x+ G7 D' }$ J$ N% P(See CONTROLLED AIRSPACE.) 1 ?+ P1 O# [5 b3 C9 f7 ]) uOUTER COMPASS LOCATOR(See COMPASS LOCATOR.) # W% c2 w! n; POUTER FIX- A general term used within ATC to, ?; ^& ~) {; L$ p, O, A1 F9 f describe fixes in the terminal area, other than the final1 a3 E! I, \6 J2 t" k" e& U& A approach fix. Aircraft are normally cleared to these 8 z* v& Z% Z! ? y# Lfixes by an Air Route Traffic Control Center or an 6 K6 f7 ` X/ d* i6 Y: NApproach Control Facility. Aircraft are normally * ^* ] F- J) o0 `cleared from these fixes to the final approach fix or ( R/ O% p, B% l" |# E4 Mfinal approach course., U* Q0 T* t w; m$ _! m OR0 u( E( _5 R7 e& c9 k% g! J. d OUTER FIX- An adapted fix along the converted7 I8 b' F3 o5 q route of flight, prior to the meter fix, for which* i' Q/ S2 X7 X3 Q crossing times are calculated and displayed in the + S# E" e3 _: Q2 T. d( V# Y& Gmetering position list.6 S4 e$ T# f" E4 L: ~0 | OUTER FIX ARC- A semicircle, usually about a. F! p; \: N# G7 B" ~ 50-70 mile radius from a meter fix, usually in high. n% ?/ }; V8 n8 _( L: N! ~ altitude, which is used by CTAS/HOST to calculate 3 p2 x6 V$ ]# m9 H) Touter fix times and determine appropriate sector( L6 H; C8 D& | meter list assignments for aircraft on an established% v( d* m/ m" r/ O1 O, x0 `$ E& f arrival route that will traverse the arc.4 \$ F8 E/ n6 {- S8 f% u OUTER FIX TIME- A calculated time to depart the $ b6 v7 t& V* y' Q# }8 u9 Zouter fix in order to cross the vertex at the ACLT. The; j# R* D: ^7 P. \ time reflects descent speed adjustments and any+ o' x- T( b/ B" m/ h# D* _ applicable delay time that must be absorbed prior to ' H/ d! ?+ K Z, T5 H( Y% fcrossing the meter fix. - g5 ~3 h# c. z' i. }/ bOUTER MARKER- A marker beacon at or near the6 i0 d5 z0 ~% O5 x glideslope intercept altitude of an ILS approach. It is6 h/ R' [ F3 R8 Y keyed to transmit two dashes per second on a 400 Hz 0 C7 D8 r- v: Rtone, which is received aurally and visually by, W; W! h& v; I `" T compatible airborne equipment. The OM is normally; B0 I+ ^2 S6 M located four to seven miles from the runway threshold8 _' h* n( r( K# h) J% L on the extended centerline of the runway.9 \: m. Q( q) }+ i1 X (See INSTRUMENT LANDING SYSTEM.) : H9 I# [. d M(See MARKER BEACON.) 7 F; f6 [& Y6 f3 F3 C% _9 `% c(Refer to AIM.) 0 Y: O& z K, ]; b# v9 ~# A5 EOVER- My transmission is ended; I expect a2 }/ {1 O8 ^' P7 [ W, N response.% j9 Y4 S* T: w7 ^: q& `8 M5 c$ T OVERHEAD MANEUVER- A series of predeter‐ + j( n6 s- h5 b9 vmined maneuvers prescribed for aircraft (often in : Y8 n2 D0 Y- S- _formation) for entry into the visual flight rules (VFR); v3 W# z! p: \- k" h, Z traffic pattern and to proceed to a landing. An ' c6 Z5 j% k* |/ @' U3 W8 foverhead maneuver is not an instrument flight rules1 q% r5 e& `" T. ^5 Y+ Q (IFR) approach procedure. An aircraft executing an$ a! u2 ?. c- z overhead maneuver is considered VFR and the IFR 8 I& ]. h8 C) o7 ]4 i1 Qflight plan is cancelled when the aircraft reaches the9 t# R3 _# J" n0 `! |( f “initial point” on the initial approach portion of the # u4 b: P* P1 A) @7 g# ]9 @$ Cmaneuver. The pattern usually specifies the $ [4 v3 M( c( u; |1 Yfollowing:* b7 B1 d" s' x# b( O3 H a. The radio contact required of the pilot. " e' m7 |1 H" Gb. The speed to be maintained. 2 t3 {; k' e6 B+ e6 B4 ac. An initial approach 3 to 5 miles in length., @0 U/ P/ Q& n/ ~ d. An elliptical pattern consisting of two 180: i: m# k1 c! b$ y: n1 C degree turns. 9 i* i' k* y _2 xe. A break point at which the first 180 degree turn* C# z Q' G+ [' Z! ? is started. 4 P. [* U% C9 k& K, e9 T7 p4 i' }f. The direction of turns.( t; Y/ n: d7 }9 u4 p+ V g. Altitude (at least 500 feet above the convention‐ " W$ B( \' ^& |3 c: K0 ral pattern).& J: E+ w1 @2 H1 R! e h. A “Roll‐out” on final approach not less than 1/4 ' d1 v9 O. V$ [/ v9 umile from the landing threshold and not less than 300! y& o3 z# b2 B; n) ~9 E feet above the ground.8 p/ c6 {. l3 U% r" A Pilot/Controller Glossary 2/14/08( h! O& L& h% Q' J PCG O-46 C' j/ L8 }& a& e8 s& m OVERLYING CENTER- The ARTCC facility that 0 }* c6 K3 |' k. S1 G& ^0 q) X9 Ris responsible for arrival/departure operations at a ( R* p. X, _5 l/ g; r) |, yspecific terminal. / l$ O; ^% A/ b) V5 ]Pilot/Controller Glossary 2/14/08. t& g* h4 {$ K PCG P-1. ^( P+ ?2 e2 Y W P4 D; s, w0 R3 O+ R P TIME(See PROPOSED DEPARTURE TIME.) 0 {' v2 B7 O: N5 X RP‐ACP(See PREARRANGED COORDINATION" b0 c/ ]+ }" \ N: D PROCEDURES.) : b. J2 ]/ e3 W+ D& { RPAN‐PAN- The international radio‐telephony urgen‐' n+ g3 y4 ]: }4 {# R cy signal. When repeated three times, indicates % Y! o. q* J5 I$ auncertainty or alert followed by the nature of the% [ H* |9 Q5 q, o urgency. 4 S) t0 y8 U" v' S(See MAYDAY.) ) h9 I* W2 w7 ^9 A$ Z, b) B(Refer to AIM.) ; l8 ?: ~1 g( M2 }PAR(See PRECISION APPROACH RADAR.) $ J3 n! f6 w$ a& W9 S5 KPAR [ICAO]-2 R; j3 Y9 ?. j1 m" b% B (See ICAO Term PRECISION APPROACH m6 o1 n' `! r9 DRADAR.)+ ^6 f8 l* a9 f) R PARALLEL ILS APPROACHES- Approaches to 3 Z8 x* |/ N. }; G. |( O/ Oparallel runways by IFR aircraft which, when ( I7 K) N* M% ~8 S4 iestablished inbound toward the airport on the8 L+ C4 G8 m7 u- e adjacent final approach courses, are radar‐separated- A$ u) ?) U$ Q( F by at least 2 miles." ? q. L$ B$ F3 Q! K0 K (See FINAL APPROACH COURSE.). o2 h9 B+ V+ E. M; w0 f( ^ (See SIMULTANEOUS ILS APPROACHES.)5 ?9 F) E! v+ L, V; ~" w+ W# q PARALLEL MLS APPROACHES(See PARALLEL ILS APPROACHES.)* w' p% K# |; S& A/ A* p# _. G, r; [ PARALLEL OFFSET ROUTE- A parallel track to3 `1 |1 @+ M: Z( z% k the left or right of the designated or established3 n% X! S4 v' j( y& G airway/route. Normally associated with Area Navi‐9 d" f* O; A4 o9 z9 \0 ` gation (RNAV) operations. * z5 a8 C1 X D& l% @(See AREA NAVIGATION.)" N( Q/ W- k0 }- I8 H! X* B1 e# ]9 Y PARALLEL RUNWAYS- Two or more runways at N+ v4 G$ f) X) Athe same airport whose centerlines are parallel. In1 s; [# o2 z- U addition to runway number, parallel runways are 4 y7 X, d( h1 j/ @& q- o) O, V/ Xdesignated as L (left) and R (right) or, if three parallel 9 P: ?5 R1 n# U @3 P& Prunways exist, L (left), C (center), and R (right).( o3 ?( i, b! P' U% @- Z$ q' B6 L PBCT(See PROPOSED BOUNDARY CROSSING . \' m/ |5 `# d4 S( x* mTIME.). s3 e+ s' M3 U% [- ?9 N& N/ w PDC(See PRE-DEPARTURE CLEARANCE.)3 h, j8 ^; N" J5 @ PERMANENT ECHO- Radar signals reflected from2 Y! o1 S* ~0 c* H! q: `: a fixed objects on the earth's surface; e.g., buildings,. I% Q- w) Y; g towers, terrain. Permanent echoes are distinguished' g2 h+ F8 {& O& D: W8 F& j4 j from “ground clutter” by being definable locations- B5 O! s8 D- ~ x! k0 O" k rather than large areas. Under certain conditions they, p: [ `" O0 i5 T' s1 \7 R! P$ S may be used to check radar alignment. + U+ ^ K, ?4 j8 y: z3 r/ p8 ?PHOTO RECONNAISSANCE- Military activity! G$ a) `) x! k, Y: Z6 I: ?. O that requires locating individual photo targets and 3 Q% b) |& `& y- y* k' S7 U4 W$ E' C6 |0 Xnavigating to the targets at a preplanned angle and3 b9 K6 w9 n9 l, C& H altitude. The activity normally requires a lateral route . U6 {% Z! O6 Q: M. q; Uwidth of 16 NM and altitude range of 1,500 feet to 8 e2 w7 Q# v Q, [10,000 feet AGL.4 b& b9 p8 E9 m" T PILOT BRIEFING- A service provided by the FSS5 ~# k8 D" k; [- G to assist pilots in flight planning. Briefing items may ( X. ~5 v; ^# z( b6 E6 w5 ^! _include weather information, NOTAMS, military5 c, U1 y' |; Q4 z' ` activities, flow control information, and other items" J9 @. I& H4 ~+ T7 T as requested. 8 f9 c9 _3 i& y" r/ _, X. i(Refer to AIM.) * q H/ l$ ^1 v5 L [# ^9 OPILOT IN COMMAND- The pilot responsible for . `" D$ p. ~: Y3 N/ B _# Lthe operation and safety of an aircraft during flight ! ^ N# D$ E8 {6 Ctime. ' a+ H% X# U6 [0 ?3 Y- s(Refer to 14 CFR Part 91.)# |( A% X8 w: d% b PILOT WEATHER REPORT- A report of meteoro‐ 0 j+ a0 }6 H# |+ |, Y9 R+ V# llogical phenomena encountered by aircraft in flight. ) V( g6 q! F6 F(Refer to AIM.) 7 ?2 m/ t7 X2 n! y/ q( g, e' I$ X, }PILOT'S DISCRETION- When used in conjunc‐, q& z" b6 _5 m, g, `9 W% s" W tion with altitude assignments, means that ATC has : s9 b1 e' q( @0 l" qoffered the pilot the option of starting climb or% A( g4 ` l+ O9 I" F descent whenever he/she wishes and conducting the; T7 F, O8 _ X3 E3 J7 I7 g7 ~ climb or descent at any rate he/she wishes. He/she * B8 _( p9 R+ X7 _6 s6 ?/ Nmay temporarily level off at any intermediate @' _, V1 w* T* d! z9 I9 \8 m altitude. However, once he/she has vacated an' e6 q3 r" P9 m+ x' K/ r4 Q altitude, he/she may not return to that altitude. 7 e8 A( b6 w; O4 K$ p9 q4 bPIREP(See PILOT WEATHER REPORT.) & O) ~. M, L# `: ]& ^ uPITCH POINT- A fix/waypoint that serves as a0 X8 N) n% K/ R transition point from a departure procedure or the low / b* x$ E! Y7 I/ h0 F. m$ {7 ~' Qaltitude ground-based navigation structure into the " {; R7 p3 i3 J2 m! rhigh altitude waypoint system.; M# ?) C8 q- C PLANS DISPLAY- A display available in URET * N, j* E- A( l; V" B5 j0 gthat provides detailed flight plan and predicted - }$ {. }, V5 @9 A Gconflict information in textual format for requested- \# C' {! w$ J- R Current Plans and all Trial Plans. 9 B) f. F1 Y1 D2 n(See USER REQUEST EVALUATION TOOL.)2 x2 k5 [$ v/ G/ n Pilot/Controller Glossary 2/14/08 # J5 ?' I3 c) X: I3 H3 KPCG P-23 Q7 f, h9 w4 ?5 d* A$ B POFZ(See PRECISION OBSTACLE FREE ZONE.)2 K, G0 R, `. Q7 j) x POINT OUT(See RADAR POINT OUT.)6 z2 K; X; I. z9 | POINT-TO-POINT (PTP)- A level of NRR service, q* O1 j7 I. }) i/ @, c( v for aircraft that is based on traditional waypoints in) `, c% r, o5 { E9 Q. p their FMSs or RNAV equipage. T$ d/ M; D5 E' G5 m POLAR TRACK STRUCTURE- A system of- }! E* O% }. q( A- G! A organized routes between Iceland and Alaska which & i0 H# U# w+ a' C$ poverlie Canadian MNPS Airspace.* O5 }: r2 B1 K* f K POSITION AND HOLD- Used by ATC to inform a ' u+ Q5 u* a: L2 H% y& A, n5 Ppilot to taxi onto the departure runway in takeoff6 L9 ^4 l/ m9 M" g' E" S' P1 S; @ position and hold. It is not authorization for takeoff. # j7 K9 e) K; l; ^8 ~9 QIt is used when takeoff clearance cannot immediately/ r7 g) ]: E; Z* Q" M/ O" S be issued because of traffic or other reasons.7 `& p$ z7 o2 n' P (See CLEARED FOR TAKEOFF.)( }. \* M A9 K POSITION REPORT- A report over a known + J$ j7 q" _3 ^7 E! ilocation as transmitted by an aircraft to ATC. % R1 z$ |5 J& E7 w(Refer to AIM.)6 X. r2 X6 l! `, R z4 T/ _7 a POSITION SYMBOL- A computer‐generated: H5 O3 }! m/ s. ~' J0 D indication shown on a radar display to indicate the % E; G* t+ ^6 b& P% i8 T, i6 D, Tmode of tracking.9 P) a5 A! a% Q) f' N6 T+ {: ? POSITIVE CONTROL- The separation of all air$ ~4 `. V- h: Z1 P( Y traffic within designated airspace by air traffic / M) g; b3 P& m* C- D) ?& Qcontrol. ( F: A1 d; _+ [: D' rPRACTICE INSTRUMENT APPROACH- An* p J6 p$ K3 z0 D9 I. ?5 t9 t instrument approach procedure conducted by a VFR6 z+ u* x+ s( S, k- S3 j, K) h or an IFR aircraft for the purpose of pilot training or / M/ ~: a6 [1 i7 ]( k% w1 q* ]$ @proficiency demonstrations.) c% r' C+ a1 N3 ~4 r, }8 p PRE-DEPARTURE CLEARANCE- An application 1 o0 c( \0 F( f. I1 Ywith the Terminal Data Link System (TDLS) that 6 g h2 h7 H: S9 tprovides clearance information to subscribers, + M r0 Q; K3 A, C5 f \# q1 Gthrough a service provider, in text to the cockpit or- P# |! a0 P* q7 P/ i gate printer./ X9 ?% Y. P! T6 e1 B PREARRANGED COORDINATION- A standard‐. n$ ^, {& k7 s ized procedure which permits an air traffic controller; N6 @; n* C y to enter the airspace assigned to another air traffic" O! U2 q, P& v/ S, l+ u controller without verbal coordination. The proce‐2 e6 b# H. _3 c! F) p dures are defined in a facility directive which ensures 6 h0 j4 w, t3 R1 N2 rstandard separation between aircraft. " O3 o3 P' v* l7 t8 ]: H; XPREARRANGED COORDINATION PROCE‐ " t8 M) o5 K+ T r$ cDURES- A facility's standardized procedure that" ]; X0 J! }& x9 J% n c3 j( N describes the process by which one controller shall# ^$ v1 C7 I& ` t3 S allow an aircraft to penetrate or transit another, L0 m; m. v0 s( C controller's airspace in a manner that assures standard4 @; P) j, S. e7 A separation without individual coordination for each* T S2 k; M* z1 [" H& {/ u aircraft.9 q/ b' \# C" m) ~# O# c PRECIP ITATION- Any or all form s of water % f9 o! X! n+ n3 T0 B0 d/ dparticles (rain, sleet, hail, or snow) that fall from the 7 ?# C% q) C- \; j. Yatmosphere and reach the surface.4 Z; [" n. o* J. a2 D3 v; a* g/ ^ PRECIPITATION RADAR WEATHER DE‐ 4 W' w+ r$ A: o: CSCRIPTIONS - Existing radar systems cannot detect. a+ q6 H! l: r" b& W turbulence. However, there is a direct correlation7 X5 x/ D9 P- y5 u4 a! a between the degree of turbulence and other weather ! R' d n+ _& P6 Gfeatures associated with thunderstorms and the 1 d# e" M ^: d% S* q zweather radar precipitation intensity. Controllers will) y& G0 P1 S% r/ f) C issue (where capable) precipitation intensity as 4 f* q1 ?5 k! P0 w gobserved by radar when using weather and radar8 T2 v+ n* ^/ A1 v processor (WARP) or NAS ground based digital 9 H) i; o5 {. x6 b: ^radars with weather capabilities. When precipitation ! c) s9 u8 K2 J& Dintensity information is not available, the intensity 0 f- e, p& l" t+ q4 Mwill be described as UNKNOWN. When intensity , D l; {- Q1 g5 `( Klevels can be determined, they shall be described as: $ l+ y) A0 m0 g2 ~( b5 l$ Na. LIGHT (< 30 dBZ) % M, L5 A8 }. a6 tb. MODERATE (30 to 40 dBZ) ) c. f/ z0 J, V: O3 [c. HEAVY (> 40 to 50 dBZ)+ G/ o# B( S- j; Q+ k5 f d. EXTREME (> 50 dBZ) 2 ^% B, H* W* i$ N4 u, r. W' F$ O(Refer to AC 00-45, Aviation Weather Services.) 1 m1 U5 e; U" |( s# d3 @* b2 vPRECISION APPROACH(See PRECISION APPROACH PROCEDURE.)9 c; u8 K( w, I3 B. ] M, {2 P3 R PRECISION APPROACH PROCEDURE- A stan‐* ~7 B* P- F1 b8 u" h( \5 o dard instrument approach procedure in which an " ? B; v" {' J8 s/ a7 selectronic glideslope/glidepath is provided; e.g., ILS, 7 q- K9 v( W( e$ W1 w4 \8 X" PMLS, and PAR.. }- u5 \* A8 S+ v9 |, o (See INSTRUMENT LANDING SYSTEM.)3 }5 N1 [ K6 E: A. K (See MICROWAVE LANDING SYSTEM.) ; }1 v5 @/ K5 `: k$ Q(See PRECISION APPROACH RADAR.)0 N9 x5 c& j: Z( F) K( Y. C PRECISION APPROACH RADAR- Radar equip‐ Y" b* e' A5 ]5 V/ D; Qment in some ATC facilities operated by the FAA% Z5 @% s w4 ]5 Q" | and/or the military services at joint‐use civil/military, v* N# H) R9 M* j3 d# [ locations and separate military installations to detect ) E I& x2 e# V, U; Sand display azimuth, elevation, and range of aircraft- X6 Z' i6 n0 E6 x0 a on the final approach course to a runway. This 9 m1 C! G2 f, f" i; f1 N$ ^equipment may be used to monitor certain nonradar ' e& U. ?( |* e2 z% {; Xapproaches, but is primarily used to conduct a' m% Q9 b! ]' \/ r) o# `2 B) ?: A' F precision instrument approach (PAR) wherein the 3 h% J6 o& i# b, W4 Y6 Fcontroller issues guidance instructions to the pilot! }: V# Q. D& _/ d: u: }1 F based on the aircraft's position in relation to the final6 ?# d2 S6 b) r approach course (azimuth), the glidepath (elevation),/ R+ B8 x C1 m4 @2 r& N1 l+ z; `. [ Pilot/Controller Glossary 2/14/08; E8 q) l' D& q9 [4 P8 _' t PCG P-3 # b# Q( l" I7 u x. y. cand the distance (range) from the touchdown point on( a1 H( J: `' v the runway as displayed on the radar scope. : W* V$ }7 h. F( w" Q/ b0 {+ ]* zNote:The abbreviation “PAR” is also used to 7 Z+ _; f c' W2 N, c9 fdenote preferential arrival routes in ARTCC 2 \, J$ Q6 {3 U' i7 Hcomputers.1 G* h* f" ~2 ] (See GLIDEPATH.)$ X$ I6 L, ?# j2 @ { (See PAR.)8 z8 V% z3 |8 `$ }7 _+ I (See PREFERENTIAL ROUTES.)/ C$ f C: [( b (See ICAO term PRECISION APPROACH " L B2 z! l: z4 NRADAR.)+ J; \4 s, f/ W; y5 R0 B# L2 ~! Q% d (Refer to AIM.)4 w) }" _ J, N" O7 u PRECISION APPROACH RADAR [ICAO]- Pri‐ + ^) L0 s1 J- Bmary radar equipment used to determine the position: C; M5 r+ e* o8 b+ d of an aircraft during final approach, in terms of lateral 1 d" T8 `2 M9 K, S q4 Q: b5 Mand vertical deviations relative to a nominal approach % P" M6 k# m; s9 S+ Z, Fpath, and in range relative to touchdown.0 x: i9 O7 b7 c; t( E& e6 k% Z Note:Precision approach radars are designed to $ I" N: Z5 k- W( u# oenable pilots of aircraft to be given guidance by0 ~+ I( N/ w/ j: A/ M* R# R radio communication during the final stages of the 4 Z3 y1 l! T# M7 S. d# X6 t# Uapproach to land. 5 v% _2 e6 [# }% }PRECISION OBSTACLE FREE ZONE (POFZ)- & b3 U+ M5 A7 R- lAn 800 foot wide by 200 foot long area centered on- y& c+ Y! ^1 E/ p M9 n the runway centerline adjacent to the threshold / J2 J0 N. B: fdesigned to protect aircraft flying precision% h e4 z7 J1 p+ d approaches from ground vehicles and other aircraft& I) @9 k1 N$ N. g( X; X when ceiling is less than 250 feet or visibility is less( o. o" @! [. B% Z- N than 3/4 statute mile (or runway visual range below- D- `$ b7 E7 v7 d" y 4,000 feet.); @3 X9 j3 x# R& j; i PRECISION RUNWAY MONITOR (PRM)- Pro‐ 9 w% z9 W' u- v* j$ evides air traffic controllers with high precision: T- I3 o8 }: z7 j3 k) j! d secondary surveillance data for aircraft on final% K; P& L8 c2 Z7 j( r' d approach to parallel runways that have extended( i J* {2 l O8 B centerlines separated by less than 4,300 feet. High/ M- p- e: M+ T0 _4 i! g8 p resolution color monitoring displays (FMA) are / e, [ M$ A4 s+ S9 E8 |. N. ~required to present surveillance track data to 6 y) e9 S8 X$ O/ X' hcontrollers along with detailed maps depicting 8 {6 s' R1 a5 V! e: h& M; uapproaches and no transgression zone. , A# Z1 p0 {' m z7 aPREFERENTIAL ROUTES- Preferential routes . J" |9 o. T" q* E8 b+ _% ~, l(PDRs, PARs, and PDARs) are adapted in ARTCC! s4 u( o5 @4 H: M7 Y8 n1 ^ computers to accomplish inter/intrafacility controller 8 `% b i" Y2 icoordination and to assure that flight data is posted at; z4 p% u% i1 c4 b$ K the proper control positions. Locations having a need% l7 q! b8 N L4 w for these specific inbound and outbound routes! K: i6 a( h# h. E' U$ j9 [ normally publish such routes in local facility8 e, u3 o3 L2 S3 v# s bulletins, and their use by pilots minimizes flight 1 S3 I1 n* S1 u6 `$ x3 lplan route amendments. When the workload or traffic# I' p$ K, p" e; J1 ^4 ^ situation permits, controllers normally provide radar+ V+ p9 f9 P" c; c vectors or assign requested routes to minimize/ D0 f2 |+ X, e C5 J. H circuitous routing. Preferential routes are usually% U0 c# a6 {! y+ u: L& ] confined to one ARTCC's area and are referred to by) ^9 E7 D+ A3 b the following names or acronyms: # E5 B7 w$ o5 {5 F0 a0 o# sa. referential Departure Route (PDR). A specific) q+ @' F: _3 r6 |: z) A departure route from an airport or terminal area to an : ~3 Y: [% M/ J$ v4 a* uen route point where there is no further need for flow, y* k8 L9 g1 y+ V# G/ L' a control. It may be included in an Instrument 8 f1 t* ~' t( |& h* x9 J) @Departure Procedure (DP) or a Preferred IFR Route. 8 J# I8 z6 j; Fb. referential Arrival Route (PAR). A specific # s. ?5 R& v R: tarrival route from an appropriate en route point to an : e! n$ Q$ [% ]& |) P- D4 h$ i9 B) Vairport or terminal area. It may be included in a ' R) ?0 o: C4 [/ f8 {Standard Terminal Arrival (STAR) or a Preferred IFR & W: j2 N( l) QRoute. The abbreviation “PAR” is used primarily I" z' y% G# y1 V. F within the ARTCC and should not be confused with ( H! Q5 w* O! Q+ V6 k; t8 qthe abbreviation for Precision Approach Radar.. K i; D* p/ R3 p. v+ w c. referential Departure and Arrival Route$ f K/ g7 u& }5 i/ m (PDAR). A route between two terminals which are & i6 e3 M2 Q# l) _. uwithin or immediately adjacent to one ARTCC's area.( B- k6 f3 z# S5 _9 h% X7 g% l) F" l- k# Z PDARs are not synonymous with Preferred IFR $ ~) Y @! W: Z; i5 M8 | E) uRoutes but may be listed as such as they do 1 U! @# j5 }+ n) Maccomplish essentially the same purpose. 7 }3 ]% h3 d$ z7 F' E(See PREFERRED IFR ROUTES.) u7 _/ u% H" b( x9 J& G PREFERRED IFR ROUTES- Routes established9 ^+ ]9 G( I; r& p' d$ B between busier airports to increase system efficiency 8 i9 x6 W: y% q# rand capacity. They normally extend through one or ) W* A6 @9 s c+ R3 y8 P# \* Smore ARTCC areas and are designed to achieve # z+ C' o: _/ B( y$ Fbalanced traffic flows among high density terminals., m. S" i7 X" G: y" t IFR clearances are issued on the basis of these routes - u* P5 h. m8 s/ \" u) W* sexcept when severe weather avoidance procedures or - m; W1 F/ i+ `0 b5 Y, m; d( k- y: Wother factors dictate otherwise. Preferred IFR Routes & Y, i. `) C# x2 \/ L) h; fare listed in the Airport/Facility Directory. If a flight* o7 {8 Q7 \/ w( w+ {# e) t is planned to or from an area having such routes but+ ^& ~' S: S. b the departure or arrival point is not listed in the. `/ x% x! U f3 w Airport/Facility Directory, pilots may use that part of 2 b t u1 |7 Fa Preferred IFR Route which is appropriate for the ! V8 b8 G6 s. [# v+ T# ^departure or arrival point that is listed. Preferred IFR& L/ P& P2 x& z( k/ V5 k5 }. A, m Routes are correlated with DPs and STARs and may+ E! c) u G2 d5 ]$ P be defined by airways, jet routes, direct routes 7 o5 j3 V; @" w% V0 I9 M1 rbetween NAVAIDs, Waypoints, NAVAID radials/0 P, n! J5 V( m* R DME, or any combinations thereof. $ G4 F2 j+ M. \; l# d# _; K Y$ t(See CENTER'S AREA.) , C0 k7 x& U/ o' L(See INSTRUMENT DEPARTURE / B5 k9 T9 T: z; xPROCEDURE.): F& G+ x4 _' ^5 T( n* N6 Z, Y (See PREFERENTIAL ROUTES.)/ m" {1 I$ C& M" Q: F (See STANDARD TERMINAL ARRIVAL.)6 B/ C: U9 ]3 U (Refer to AIRPORT/FACILITY DIRECTORY.)4 K% a4 }5 b# Z. x: a (Refer to NOTICES TO AIRMEN PUBLICATION.) , ~( d( r F& z7 }9 cPRE‐FLIGHT PILOT BRIEFING(See PILOT BRIEFING.)& ?2 {6 `( y4 |* C- [ ~ PREVAILING VISIBILITY(See VISIBILITY.)- O2 J1 W+ [$ r' o! j6 u Pilot/Controller Glossary 2/14/087 Z. p% I+ b, D6 r7 Y/ ^6 `9 g; z PCG P-4 : d8 D8 H4 K& ]8 u! l9 z( CPRIMARY RADAR TARGET- An analog or digital) ~' H& d2 e- D; D. ]' ~/ H8 r target, exclusive of a secondary radar target, 3 I2 b3 P) O& _9 q+ J! N# p4 z; ~* wpresented on a radar display.- K) b2 [/ u$ x5 c3 d PRM(See ILS PRM APPROACH and PRECISION; w: N3 E3 L& o" H6 d RUNWAY MONITOR.) 7 Y+ l) i2 n& w+ C( ?% b) jPROCEDURE TURN- The maneuver prescribed ' X, T) l2 F- m H' vwhen it is necessary to reverse direction to establish! Z( u+ M! E5 K' Z' c" v# U3 V% t an aircraft on the intermediate approach segment or: [: c k/ n! d, [3 n: K/ P ^ final approach course. The outbound course,( ^2 o$ n3 E9 o& _! s/ Z; T0 M direction of turn, distance within which the turn must% O6 j9 `4 Y/ K# } be completed, and minimum altitude are specified in5 S \1 }) x1 W, g3 @, r- u& z the procedure. However, unless otherwise restricted,2 p' r( t/ }9 e the point at which the turn may be commenced and # C3 a2 ~0 e& n; ethe type and rate of turn are left to the discretion of the4 G7 F( _! g0 \$ ]8 s pilot. ! G% G$ M- R. g- b: [(See ICAO term PROCEDURE TURN.) # {! I0 Y9 M" d# {5 _7 zPROCEDURE TURN [ICAO]- A maneuver in/ T$ }, e& A ^% L7 N' K which a turn is made away from a designated track1 q/ t$ ^2 P$ B% @& X, F followed by a turn in the opposite direction to permit ; @) h/ T, J) L- \+ dthe aircraft to intercept and proceed along the% r* H. l: v$ n& I; V: d reciprocal of the designated track.( S1 }/ R) s5 L7 ] Note 1:Procedure turns are designated “left” or 7 O6 L1 F; J& ^# y- V7 I' Q“right” according to the direction of the initial turn. 6 k6 w0 R# J# A- X6 P$ j2 xNote 2:Procedure turns may be designated as4 p8 q$ H) e$ S; x being made either in level flight or while" `9 K w7 c& \' ]0 B l8 M1 e8 f# n! A descending, according to the circumstances of) m) {4 C3 _( O' b" K each individual approach procedure. + X" C' O( n1 Q: G! Z9 v' a' E3 ]% SPROCEDURE TURN INBOUND- That point of a6 ^5 P J( l/ k6 p9 L+ H/ N* N# Y procedure turn maneuver where course reversal has( M0 h. p V6 C" W2 G+ v) ~# p been completed and an aircraft is established inbound 9 l9 k& s+ o; h& ^, k( C' h% e( lon the intermediate approach segment or final % D) L& ?1 X# [+ X, Z7 n2 F$ Sapproach course. A report of “procedure turn 1 C7 J) U% L# @- P7 Binbound” is normally used by ATC as a position5 c! B" h5 r+ h5 G* Q0 N: D report for separation purposes. a3 @. C6 f* I/ [% s- Z (See FINAL APPROACH COURSE.)( x- U8 Y8 ^3 f5 t- L9 O4 p. z. Y (See PROCEDURE TURN.) 2 L; Q# `. c( V% Z, I9 u" x% E(See SEGMENTS OF AN INSTRUMENT / o) r8 _7 C2 E* zAPPROACH PROCEDURE.) : ?/ i/ _" Q, r5 pPROFILE DESCENT- An uninterrupted descent 7 W' G7 _. J' D2 {( ~+ c \4 d(except where level flight is required for speed 9 p) y( X3 ~ a7 t, c5 I) C! Tadjustment; e.g., 250 knots at 10,000 feet MSL) from" I/ _1 m4 l: f( ? cruising altitude/level to interception of a glideslope 7 X/ U; ~7 K! j/ S6 P3 ror to a minimum altitude specified for the initial or 0 S# d7 F; s2 u$ Kintermediate approach segment of a nonprecision - {0 _ i- l) |9 U5 {# Ninstrument approach. The profile descent normally / b9 _; [4 E+ [7 L1 B3 W! H, D7 l+ vterm inates at the approach gate or where the7 v. p4 [0 V' V# ]- q! H9 B5 i8 G$ ^ glideslope or other appropriate minimum altitude is 5 Q" B. C7 m, C5 x: o! d0 c; zintercepted. $ n( m+ |5 p2 oPROGRESS REPORT(See POSITION REPORT.)' x3 \# V2 l/ \" B2 j PROGRESSIVE TAXI- Precise taxi instructions H5 v p0 K: N7 }$ Z1 jgiven to a pilot unfamiliar with the airport or issued( p% d2 |( C! E# B2 ^8 O2 f& g+ F in stages as the aircraft proceeds along the taxi route.6 q$ Q, p' X) d* z' A PROHIBITED AREA(See SPECIAL USE AIRSPACE.)6 P) Y- ^; ]7 \1 ~0 H7 w (See ICAO term PROHIBITED AREA.)! @/ m* G) o& i+ y0 } PROHIBITED AREA [ICAO]- An airspace of ' I) R' n# D0 l. S! udefined dimensions, above the land areas or territorial$ w1 j# C* I8 W- s1 E" |5 N9 Y waters of a State, within which the flight of aircraft , A* @9 T+ M X- m* Lis prohibited.! B# C+ _- U7 E \. {6 R PROPOSED BOUNDARY CROSSING TIME-) n7 u: m, ~5 r3 l& [ Each center has a PBCT parameter for each internal . N8 H4 |' x( |5 `. M! Kairport. Proposed internal flight plans are transmitted8 z" s7 e" X" g+ P" e3 H to the adjacent center if the flight time along the0 ^7 a7 T( p( |! W proposed route from the departure airport to the , m1 [. {% H6 |1 Rcenter boundary is less than or equal to the value of ' P4 h" l; |- ~PBCT or if airport adaptation specifies transmission) s$ n7 {$ [: X* e: W7 r regardless of PBCT. 1 a" ^$ j, H( T; e- X; e% r' yPROPOSED DEPARTURE TIME- The time that the, p, O, S' I) E& z aircraft expects to become airborne.- c5 Z8 m6 A1 `$ X/ E PROTECTED AIRSPACE- The airspace on either# I5 _7 D% J& ^6 v side of an oceanic route/track that is equal to one‐half+ {7 b6 g4 j% p7 M9 r, \ the lateral separation minimum except where8 ]; y+ E- M2 W. @# G reduction of protected airspace has been authorized.( ?, y* W" g0 R0 |, ]7 L, n4 X- g PT(See PROCEDURE TURN.)& P3 z3 P C6 g( x4 t" ] PTP(See POINT-TO-POINT.). |& ~6 X6 O4 {; Q7 N- O5 p PTS(See POLAR TRACK STRUCTURE.) + t: T0 H9 q# H7 T0 i! bPUBLISHED ROUTE- A route for which an IFR . p: V8 C7 }/ I8 W. E; t# X8 u" qaltitude has been established and published; e.g., & [' _3 U, k( z/ X" ^! G4 dFederal Airways, Jet Routes, Area Navigation" T# u* a' o& \9 j* h Routes, Specified Direct Routes. - C( [& R& L. cPilot/Controller Glossary 2/14/08 7 E0 \4 W. v$ JPCG Q-1 ! A$ F u7 [* G8 \; q& TQ. b' f+ b2 x1 y* a Q ROUTE- `Q' is the designator assigned to 6 j8 j/ U& d; E2 l, C# Upublished RNAV routes used by the United States. ; E$ A5 _9 _2 C- ?- x% S1 iQNE- The barometric pressure used for the standard0 ]: u$ Z; F% I; k$ p6 D4 J altimeter setting (29.92 inches Hg.).5 k2 J4 u. l5 P/ O2 D' g QNH- The barometric pressure as reported by a . S0 ~3 R$ ?8 [: i Dparticular station.* I. z7 I5 E" V2 N" z1 j. f: ]" p QUADRANT- A quarter part of a circle, centered on# V0 g1 u) {6 Q* k a NAVAID, oriented clockwise from magnetic north ' x* \1 T3 L3 B: c) Qas follows: NE quadrant 000‐089, SE quadrant & I/ ^- q! [: ^* l& x090‐179, SW quadrant 180‐269, NW quadrant ' S. @& s$ m+ C; k( W270‐359. % g7 L5 O4 A& R! I7 P+ oQUEUING(See STAGING/QUEUING.); U3 k' U. m2 A$ H QUICK LOOK- A feature of the EAS and ARTS ' O( d- `$ {# t7 t0 r+ H! kwhich provides the controller the capability to # H, K4 c) x+ R; M" X* Q) l9 ldisplay full data blocks of tracked aircraft from other # x& n2 L1 x+ U/ |) |+ Xcontrol positions. 6 e$ x8 F5 K Z1 W. zPilot/Controller Glossary 2/14/08% O4 S8 Y( e8 B( E- y* ^0 f" C3 p PCG R-16 V7 G# h1 c9 g$ F$ N& Z; t+ { R# r* W" _1 D F! L8 E RAA(See REMOTE AIRPORT ADVISORY.) # q6 U1 i2 f# f4 T: o5 R ], l/ u+ tRADAR- A device which, by measuring the time * p5 h. d# Q& b) R# X: Qinterval between transmission and reception of radio 1 r1 A$ R! p. n* ~' s2 ~4 L* v5 ?0 b$ V! Jpulses and correlating the angular orientation of the7 o* g" _# H! y. b radiated antenna beam or beams in azimuth and/or + W9 N5 @$ f& melevation, provides information on range, azimuth, , j! l" r0 F+ J* |, qand/or elevation of objects in the path of the 1 [; @- R% x9 l6 ?& e. Stransmitted pulses. + T& D+ S& `' Y2 B; wa. rimary Radar- A radar system in which a9 G4 C( O, ?6 A& @8 g- m! T' {2 g minute portion of a radio pulse transmitted from a site 0 S0 g& f0 a. [8 gis reflected by an object and then received back at that + I. p! _3 N# G& t/ t$ b4 o$ @site for processing and display at an air traffic control ' ?$ P) p# h/ S/ Xfacility. 1 ?2 Z. Y0 O& r; L& K3 Q' ?% Ib. Secondary Radar/Radar Beacon (ATCRBS)- A - \5 d& V$ l7 Y9 t( H: K" nradar system in which the object to be detected is4 o; a* q2 k5 P- Q" n9 ~ fitted with cooperative equipment in the form of a+ R3 A3 h% |% C: N radio receiver/transmitter (transponder). Radar . b2 H0 U) m& }# f0 ]1 Spulses transmitted from the searching transmitter/re‐ " G& Q# n* d# F" j% Xceiver (interrogator) site are received in the/ O1 `$ g1 s3 m" c7 E( y cooperative equipment and used to trigger a $ q9 R" v: ?3 V) Edistinctive transmission from the transponder. This 8 ~% d/ b( R+ Preply transmission, rather than a reflected signal, is L: p t( k' x: X N9 h7 M; {then received back at the transmitter/receiver site for( w4 D" c5 n5 E, b processing and display at an air traffic control facility.( Z5 w6 ?9 F. B/ V. @9 F$ C! l1 T: U7 i (See INTERROGATOR.) 4 s1 o( U+ C' l6 p. v(See TRANSPONDER.) ) }# w% r' w+ M2 m) o, e6 d(See ICAO term RADAR.) . G# e4 A. ?1 q! `" t' t(Refer to AIM.)/ P- r. l0 }# [( W9 k! w* v RADAR [ICAO]- A radio detection device which8 p/ b# J4 V( { Z2 Q$ q8 ]8 w: _0 } provides information on range, azimuth and/or" k5 w. C" ?5 ~' k; J' P, o. A `& } elevation of objects.7 @6 P# v3 s. H* ^ a. rimary Radar- Radar system which uses$ ~7 n% H: M! z/ \+ X2 C. |/ p reflected radio signals. * |# x( d* w8 i8 yb. Secondary Radar- Radar system wherein a/ D1 C" R1 Y n% B! M0 C radio signal transmitted from a radar station initiates 8 m) [# M7 Z( Jthe transmission of a radio signal from another 8 E) V8 ^; Z% c/ _3 ], X" Ystation. ; S/ h( [' {, r3 F- |! i4 Z+ TRADAR ADVISORY- The provision of advice and1 P& _7 @ ~- C- v" J8 h& \& o information based on radar observations. - c" U0 D7 a; o8 m(See ADVISORY SERVICE.)4 h: n1 \6 N6 o% f RADAR ALTIMETER(See RADIO ALTIMETER.) # p0 x& D9 }8 qRADAR APPROACH- An instrument approach3 o% A9 w8 F& _- L4 q# u' d procedure which utilizes Precision Approach Radar / S7 B) d8 t. n; a(PAR) or Airport Surveillance Radar (ASR). / G: H# q8 P$ T(See AIRPORT SURVEILLANCE RADAR.)9 V O+ ]5 u9 N6 { (See INSTRUMENT APPROACH : ?4 H; z/ {$ B7 \0 C) ^" x- E. lPROCEDURE.) ; Q% u: g! L: ?(See PRECISION APPROACH RADAR.) # D3 k* [7 D& x, [) ~( J(See SURVEILLANCE APPROACH.) + e5 [0 [( X8 L) x t) w(See ICAO term RADAR APPROACH.) q5 y! h9 Z. y8 f4 w* i) T+ `(Refer to AIM.)% K" _* X4 z6 M+ S' Y RADAR APPROACH [ICAO]- An approach,9 K: U% ~" ^& A5 ~/ V+ e8 U executed by an aircraft, under the direction of a radar , x8 O/ R0 H6 f' }controller. ; d# o- n& ?8 O) l/ N7 j) LRADAR APPROACH CONTROL FACILITY- A1 q: o! a" `3 N1 G0 y( E' [ terminal ATC facility that uses radar and nonradar 9 a4 V( [/ n2 o8 @capabilities to provide approach control services to% s8 A1 u+ I0 y' \' T* T. T aircraft arriving, departing, or transiting airspace . A8 z% ~6 p+ T; l3 \controlled by the facility.5 D: X4 Q' Q* y% l2 p# ~' q) E (See APPROACH CONTROL SERVICE.)" a0 c' f2 `6 @5 `8 u a. rovides radar ATC services to aircraft: r, @/ E- W5 c+ W, T* a operating in the vicinity of one or more civil and/or 5 g% P1 I. q+ y: B: [/ Omilitary airports in a terminal area. The facility may# Z& P$ P+ m+ p3 `2 ~" m4 _ Q- F provide services of a ground controlled approach G B0 @) e7 k(GCA); i.e., ASR and PAR approaches. A radar + Y: g! z9 i# u' v/ aapproach control facility may be operated by FAA, 0 k" }. }+ |& F9 ~; W0 {! |+ qUSAF, US Army, USN, USMC, or jointly by FAA ) a# r) p0 X: Land a military service. Specific facility nomencla‐* K$ b5 ~# z0 `' p tures are used for administrative purposes only and' X' U5 Q; `% ] are related to the physical location of the facility and x# d1 [& J& l! b) B$ W: C/ N the operating service generally as follows:9 [& @+ h$ l9 }8 Y) a 1. Army Radar Approach Control (ARAC): W( {% o* y c; k% ] (Army). ' F2 J' H, A3 m* G$ l2. Radar Air Traffic Control Facility (RATCF)" X8 l l8 U9 C% N5 O# y& k (Navy/FAA). 9 U! {9 M& v# s4 Q3 o/ j! R3. Radar Approach Control (RAPCON) (Air 9 t! K0 t* W- s' W% z2 b3 l8 AForce/FAA).) M; i4 ]6 G9 ]4 V2 g* O# @8 X 4. Term inal Radar Approach Control * w3 V. J% ]8 S0 ?! J- @(TRACON) (FAA).* L( M6 }4 |& W$ M. D" V+ f 5. Air Traffic Control Tower (ATCT) (FAA). ; y" Y$ U `+ P; W0 P(Only those towers delegated approach control1 C& W( o$ t/ I authority.)* ^" [# Z# z5 Q, I RADAR ARRIVAL- An aircraft arriving at an2 U! x8 M) D, W6 R( f* l7 B# f# y airport served by a radar facility and in radar contact , `0 n) [( _% E( K% k# Rwith the facility.$ p( f, m& m1 u ~2 q: m (See NONRADAR.)/ y6 K g6 R( h7 |. h0 J% Z7 i Pilot/Controller Glossary 2/14/08 " I4 w$ A" U" e ^+ E- ~/ OPCG R-2 8 H- W; p+ [( ]* n4 P1 d4 z& n ZRADAR BEACON(See RADAR.)" n' @9 c" f7 T. I; p RADAR CLUTTER [ICAO]- The visual indication }; P: Y0 v2 s, w: S on a radar display of unwanted signals.8 [; @' E$ ~& t! W2 F! X RADAR CONTACTa. Used by ATC to inform an aircraft that it is# m. O1 w' u2 ]0 ?8 Z+ W: f0 P identified on the radar display and radar flight + {( w+ s" ~5 P E/ {following will be provided until radar identification/ e, N" r( a) u S- J5 k is terminated. Radar service may also be provided 0 A) n2 f8 ?9 P) S2 P+ ^& awithin the limits of necessity and capability. When a# ~, d/ `! e+ I) I. K0 q6 ]4 { pilot is inform ed of “radar contact,” he/she + Z, p1 }# \; |4 A2 t J; Iautomatically discontinues reporting over compulso‐ 7 i- p5 H4 `& x) Hry reporting points.0 \6 M- |( Y$ Z (See RADAR CONTACT LOST.) ! [# N+ H3 c6 J8 _( Y4 d(See RADAR FLIGHT FOLLOWING.) 9 L" n; R: T/ f, p, X' G. M(See RADAR SERVICE.)1 n& t. e' ]7 z7 `) N (See RADAR SERVICE TERMINATED.) 5 ~% F9 E/ x K- s) Q# O(Refer to AIM.)/ p0 Y7 W, u2 B% v% I b. The term used to inform the controller that the 9 T: t! W( _% Y( \: laircraft is identified and approval is granted for the 3 ~: [+ `1 S8 ^2 Kaircraft to enter the receiving controllers airspace.6 ~' A* M7 z! O& F2 D8 k' a! m% g (See ICAO term RADAR CONTACT.) 0 X* `, s# {0 X3 NRADAR CONTACT [ICAO]- The situation which , E# a8 N. t% K0 W0 |' g) yexists when the radar blip or radar position symbol of! P. E5 Z! s x3 r: H: t- d a particular aircraft is seen and identified on a radar " D r9 m9 E5 j1 e% }! }display. A" d U% S0 V! X% ` RADAR CONTACT LOST- Used by ATC to inform, m9 m; D: y$ r( M6 \- |+ Q a pilot that radar data used to determine the aircraft's + o, @8 p/ q3 ~4 w0 r* H. {9 c+ ?8 p6 vposition is no longer being received, or is no longer * {% p" M9 e0 }+ creliable and radar service is no longer being provided.& `% l/ \9 z) A- Z! o& W5 ` The loss may be attributed to several factors ! H: a9 r- q. h5 }9 rincluding the aircraft merging with weather or ground" K" G0 K' P2 R, \ clutter, the aircraft operating below radar line of sight 8 \, A1 Q$ k4 Y* _6 Gcoverage, the aircraft entering an area of poor radar , R' R& Q7 R" X! Hreturn, failure of the aircraft transponder, or failure of( _3 ~4 g: q2 _9 V0 u8 [7 ^# ] the ground radar equipment.+ H+ O' _$ u- Q+ L1 U (See CLUTTER.)5 [" J7 j" n- F3 ? (See RADAR CONTACT.) ' m* w4 K* S$ q1 R" ]RADAR ENVIRONMENT- An area in which radar Y1 H- n6 a; \: |service may be provided. . D* j4 h# N$ m+ p- u2 S9 @- u* L(See ADDITIONAL SERVICES.)4 w% X; c! w0 ^* r (See RADAR CONTACT.) " h4 q9 o% c8 o6 x(See RADAR SERVICE.) 5 ^ `. V2 Z6 {' z/ M+ @, Q(See TRAFFIC ADVISORIES.) 3 m- g: M# ?8 _7 pRADAR FLIGHT FOLLOWING- The observation * U' a7 ]; F+ X8 f" r4 ?6 V% rof the progress of radar identified aircraft, whose: r @; b. E: D ?. n primary navigation is being provided by the pilot, 9 L+ q, b8 j# B* q, x" d/ v8 Rwherein the controller retains and correlates the $ D+ y4 S$ J! q5 ]. }4 c1 y- j7 haircraft identity with the appropriate target or target9 ] u8 }! F4 d) R symbol displayed on the radar scope.* m# q9 j) h+ I* t/ O( U. @ (See RADAR CONTACT.) . Y4 u% Q9 n0 [1 J0 ~, X(See RADAR SERVICE.) # N E6 j+ f( p$ ?! _(Refer to AIM.)1 E: [* A* {" |+ x! B& D RADAR IDENTIFIC ATION- The process of9 U* U$ [9 K8 j" `- J: x ascertaining that an observed radar target is the radar( o' e K- p& J* `: c return from a particular aircraft.; y5 r3 Q r+ Z9 k (See RADAR CONTACT.)1 g, f2 r$ D' _3 L. w2 o8 m& H (See RADAR SERVICE.) ! ]' U! ^4 P% G+ t3 n1 O K; U# M(See ICAO term RADAR IDENTIFICATION.) 5 [. n. } g7 u4 T1 b- HRADAR IDENTIFICATION [ICAO]- The process ; @! r$ m" N+ U7 q l) p0 A* nof correlating a particular radar blip or radar position) H( s$ o$ j6 w2 n, ?( d" V) E# ] symbol with a specific aircraft. 4 k/ }4 V4 h9 ~3 X" v( K( QRADAR IDENTIFIED AIRCRAFT- An aircraft, the 1 Q, V0 {6 M" E4 R# ? |position of which has been correlated with an S! }9 P5 y4 ~% k: W$ E5 t6 s) Pobserved target or symbol on the radar display. # w' e$ Q. w6 L* \2 w(See RADAR CONTACT.) # v, I; Q. o& T/ o. K; H% y. y(See RADAR CONTACT LOST.) - S$ L0 L! p' s* D9 w) TRADAR MONITORING(See RADAR SERVICE.)' H' ]4 M, A+ d# a1 N4 r3 ~7 X q RADAR NAVIGATIONAL GUIDANCE(See RADAR SERVICE.) ^3 d8 X2 O# w7 q RADAR POINT OUT- An action taken by a ' Q& L; W. t2 i# B q2 r2 Xcontroller to transfer the radar identification of an. `7 H5 r1 O0 K) B1 L aircraft to another controller if the aircraft will or may% `& Z) @) Z, F. b1 R enter the airspace or protected airspace of another 4 x9 s( b! W Q# V& gcontroller and radio communications will not be ! N4 ~& P& J# z8 P5 ptransferred. 7 z' ~+ ^% a0 W$ i# v- iRADAR REQUIRED- A term displayed on charts 8 G& R) ^! n- z" n( |and approach plates and included in FDC NOTAMs 1 m3 m) v$ `. ^8 vto alert pilots that segments of either an instrument 8 l( J9 h: a" q6 J4 o4 f9 s& Papproach procedure or a route are not navigable K3 Q i) I7 P' b( B* c because of either the absence or unusability of a 5 c1 h3 H* d& a! ~' V0 U- o) JNAVAID. The pilot can expect to be provided radar , u2 D+ w2 P# S1 ]navigational guidance while transiting segments6 a* W U( A* B/ i$ t" ` labeled with this term.8 `4 I/ d$ c; P% |% _5 p" k) v (See RADAR ROUTE.) ( a: A8 i p n4 j(See RADAR SERVICE.)1 h6 Q( b" [' G: ~7 o! { RADAR ROUTE- A flight path or route over which & L& g4 K1 S( Gan aircraft is vectored. Navigational guidance and $ S* z6 j6 {8 O4 Saltitude assignments are provided by ATC.7 }8 w3 `* s" F0 V! S (See FLIGHT PATH.) 3 A* U' k, |( h- l- D/ X(See ROUTE.)5 i: B5 } h# ] RADAR SEPARATION(See RADAR SERVICE.) $ \+ k5 t8 a/ `" J9 h: b9 fPilot/Controller Glossary 2/14/08 , Z2 ]. A0 |! uPCG R-3 0 C i& D, Z* U% x* f- q) z0 y+ ]RADAR SERVICE- A term which encompasses one 0 [; W3 y, e% o" ior more of the following services based on the use of" g5 M- P! z5 J8 Q) N0 n( s$ I$ K radar which can be provided by a controller to a pilot& c$ l) ~4 g6 u7 a; _) t$ B of a radar identified aircraft.3 u9 J1 n5 ^3 T$ t6 \ }3 T a. Radar Monitoring- The radar flight‐following1 m: f( [+ Y; Y6 Z5 Q2 `7 ~ of aircraft, whose primary navigation is being 9 F! g m6 F4 ?" I& operformed by the pilot, to observe and note deviations7 ]7 L2 E6 h) S: ] from its authorized flight path, airway, or route.6 D- e$ b9 i# ~ When being applied specifically to radar monitoring/ B8 ^* U, U6 z+ y$ O, u) B9 T of instrument approaches; i.e., with precision . K8 Y* M2 |( p6 uapproach radar (PAR) or radar monitoring of : U' u" s$ A6 I/ _7 A6 hsimultaneous ILS/MLS approaches, it includes h7 ]" z2 T. d% ?: G advice and instructions whenever an aircraft nears or) F C, U2 _) F- R exceeds the prescribed PAR safety limit or , t" m3 N: n. {8 }8 g2 n! y. d( qsimultaneous ILS/MLS no transgression zone. % G9 F, W7 N. P(See ADDITIONAL SERVICES.): |. l! S! Q: `' M1 K4 _* o, q S (See TRAFFIC ADVISORIES.)* S4 E9 y* P+ f K0 s b. Radar Navigational Guidance- Vectoring4 Z2 G* W$ x/ k5 Z& ?9 L aircraft to provide course guidance.. G( A1 V& K' @3 F+ Y c. Radar Separation- Radar spacing of aircraft in) G' \: m6 f9 y) n7 t accordance with established minima.( t, ^+ v8 N- L (See ICAO term RADAR SERVICE.) 3 {- g3 j( |% RRADAR SERVICE [ICAO]- Term used to indicate + @. k& K5 ^) ra service provided directly by means of radar.& S+ @5 O' G o( l$ B a. Monitoring- The use of radar for the purpose of) n/ c6 g& M! j providing aircraft with information and advice& Z) T( _7 P4 p4 L; d relative to significant deviations from nominal flight , k1 O/ h# v& Y: w$ o/ h( r- `path., L' d2 r1 m, C" ^: { b. Separation- The separation used when aircraft) Z3 n' U, Q E" U; l7 y3 E position information is derived from radar sources.$ Y6 Q: E- X3 i3 Z RADAR SERVICE TERMINATED- Used by ATC! \5 u, v# K; l! e2 q! P0 F- e to inform a pilot that he/she will no longer be% j; b; B9 a- f# r. p& d provided any of the services that could be received 5 @; c7 i% i1 pwhile in radar contact. Radar service is automatically & K* Y/ ^* P0 k" H# u _8 A9 x5 Lterminated, and the pilot is not advised in the8 m6 m6 M8 x1 I: {) S4 @' u following cases:# C" c% Z3 b# M9 F/ q' f" d a. An aircraft cancels its IFR flight plan, except 9 L2 P0 ]. Y5 S" N* Bwithin Class B airspace, Class C airspace, a TRSA, 3 L$ W: t9 E+ Q& } m: v, L% ior where Basic Radar service is provided.4 r0 c6 i; n( _ b. An aircraft conducting an instrument, visual, or8 [$ ]/ e: W$ ^0 S contact approach has landed or has been instructed to2 T% t" ]/ p2 i! K change to advisory frequency. 7 `2 K5 F' a8 k" O) Cc. An arriving VFR aircraft, receiving radar( n, G! F3 `/ c( n! |3 K service to a tower‐controlled airport within Class B+ V) G7 U7 o% G5 ^/ }8 M! K2 D airspace, Class C airspace, a TRSA, or where ' j2 L: j( H& c7 t& Q# H7 `sequencing service is provided, has landed; or to all * r0 Y" a' G. Iother airports, is instructed to change to tower or - U! V& J& y/ ~: Y; N3 V5 p/ P# cadvisory frequency.' O5 D4 l9 }; r0 f% K, v9 Z d. An aircraft completes a radar approach. % @" _* i4 W: @1 B" DRADAR SURVEILLANCE- The radar observation- y1 c8 N$ ]" @ of a given geographical area for the purpose of8 `+ t ~3 d8 e6 F* R! V+ K performing some radar function. , g. d T; n( [, g. B4 a1 I4 W" |5 `RADAR TRAFFIC ADVISORIES- Advisories * _. g# o0 E# _) C( _issued to alert pilots to known or observed radar/ t. q9 y5 b! g* J8 M- M; y traffic which may affect the intended route of flight % n; [1 k. ]. dof their aircraft. ) k- D9 j6 L' O3 y) g(See TRAFFIC ADVISORIES.)# A0 x2 h0 t% j4 w" T/ s RADAR TRAFFIC INFORMATION SERVICE(See TRAFFIC ADVISORIES.) " V" Y! l4 j+ o3 z2 r$ C* r2 YRADAR VECTORING [ICAO]- Provision of 0 ^8 a2 G8 q0 e5 f: _navigational guidance to aircraft in the form of ) u6 A5 O# V* f( h) Nspecific headings, based on the use of radar., N8 _+ @: G d& O- L; w7 ? RADIAL- A magnetic bearing extending from a & p% z+ Z2 T/ D9 ]6 L+ J m9 BVOR/VORTAC/TACAN navigation facility.; z8 G1 T* {1 P, s RADIOa. A device used for communication. 2 z. a3 b3 A" Lb. Used to refer to a flight service station; e.g.,# ~) }$ V; `' ]% f. e3 z; k" b( Z “Seattle Radio” is used to call Seattle FSS./ `* p4 l9 b2 C0 X9 J2 e' F RADIO ALTIMETER- Aircraft equipment which* r# U6 T& E4 T6 k makes use of the reflection of radio waves from the: G" q5 C( I" a ground to determine the height of the aircraft above1 u- m; U- y- s, N the surface. ( u+ w# i o" r' j) j9 yRADIO BEACON(See NONDIRECTIONAL BEACON.) ) H) R' g: B, {8 u% SRADIO DETECTION AND RANGING(See RADAR.)& _4 D1 k: ? M$ U3 j; E RADIO MAGNETIC INDICATOR- An aircraft 0 p% K6 A! ]+ y$ hnavigational instrument coupled with a gyro compass ! l% t8 X/ `6 j- kor similar compass that indicates the direction of a % s- l: P% k2 y. Dselected NAVAID and indicates bearing with respect 8 \8 Z) N- j* e9 Uto the heading of the aircraft. 3 R$ K0 W8 @& B( v7 ]/ I9 eRAIS(See REMOTE AIRPORT INFORMATION2 r ?5 c# b) c" j3 p% ` SERVICE.)5 E- a) e! G* P RAMP(See APRON.) # K; u6 Q6 U3 h* r0 @3 a& hRANDOM ALTITUDE- An altitude inappropriate ) @* y* f; _! L1 gfor direction of flight and/or not in accordance with 0 P( x3 O, {7 CFAAO JO 7110.65, Para 4-5-1, VERTIC AL & a5 q- W( B' a& d! l7 |SEPARATION MINIMA. : t) w( z+ c- v+ R, i3 j! a- iPilot/Controller Glossary 2/14/08 , u, {1 V6 A& DPCG R-4 6 y- F9 y9 {2 PRANDOM ROUTE- Any route not established or# x2 M/ H8 w7 U2 A( R charted/published or not otherwise available to all0 ]. t8 Y3 `8 I( T users. 0 y0 a5 _" X8 q4 r( V4 RRC(See ROAD RECONNAISSANCE.) % d! V% g$ Q9 ~) d& C) U ARCAG(See REMOTE COMMUNICATIONS 5 q! G) W S% fAIR/GROUND FACILITY.)! {5 {$ X4 m0 @/ V9 Y3 `$ F7 l RCC(See RESCUE COORDINATION CENTER.)3 L9 ?4 D4 Z a8 {& Z RCO(See REMOTE COMMUNICATIONS OUTLET.) & [1 [9 }9 y" o1 l7 hRCR(See RUNWAY CONDITION READING.) / |9 h$ e2 @" Q9 l8 ~READ BACK- Repeat my message back to me. / c' c4 W) l# O2 q5 ^RECEIVER AUTONOMOUS INTEGRITY MON‐ ! Z% E1 \' o& x, DITORING (RAIM)- A technique whereby a civil : |- y$ g# V- g( D- C) bGNSS receiver/processor determines the integrity of . V! F' |! Z Q1 v+ x5 C* V* @the GNSS navigation signals without reference to # @9 C8 G: K- D6 x1 Wsensors or non‐DoD integrity systems other than the * _# f( [# |. ~3 H4 V0 r/ |$ ~7 yreceiver itself. This determination is achieved by a5 @0 U, `8 z% L consistency check among redundant pseudorange 8 G# \$ m& [3 Smeasurements. y2 a0 ^1 `* I RECEIVING CONTROLLER- A controller/facility6 {. J- g% M' h receiving control of an aircraft from another8 A. ^5 P# T. K& b controller/facility.' m" q1 _: Z1 V: T; L RECEIVING FACILITY(See RECEIVING CONTROLLER.) ; f" H( ~2 u: v" | c) BRECONFORMANCE- The automated process of! o" E K# f' b bringing an aircraft's Current Plan Trajectory into# u/ k, o K E! Z6 Q7 k conformance with its track. 7 N1 e. m' x+ S* `( B4 Y& j9 TREDUCE SPEED TO (SPEED)-9 A5 a9 S# T& P3 S (See SPEED ADJUSTMENT.) . k9 y1 \; |9 G- O( [REIL(See RUNWAY END IDENTIFIER LIGHTS.) + ^/ s+ F) p. v; o& p' g, I" lRELEASE TIME- A departure time restriction7 p+ b4 G8 m9 R0 a: g issued to a pilot by ATC (either directly or through an! E1 J1 @ z" T- I authorized relay) when necessary to separate a: G( i% k: o/ G- s1 w departing aircraft from other traffic. 1 M5 n7 w0 G$ W9 E(See ICAO term RELEASE TIME.) " `& ^4 C! Y8 T2 l uRELEASE TIME [ICAO]- Time prior to which an 0 k& z# R' z1 T# Oaircraft should be given further clearance or prior to3 H) D' e( q7 U* r which it should not proceed in case of radio failure." @/ s1 l; ^. a# l. a REMOTE AIR PORT ADVIS ORY (RAA)- A+ ^2 `9 h+ `0 N; R remote service which may be provided by facilities,. K; |% N4 C: S& L2 k, | which are not located on the landing airport, but have 3 Q- y' j; A! @ U" |a discrete ground-to-air communication frequency : }. n1 m* U! z" F' p2 Z. `or tower frequency when the tower is closed,( h) Q: T) [2 O* u9 T! g6 N3 @ automated weather reporting with voice available to6 E) }% s4 O" i& h& F% e the pilot at the landing airport, and a continuous% w, X9 Y6 @5 _9 Z' R( p( v$ c# S ASOS/AWOS data display, other direct reading B: p( f# I/ b4 i- O. I+ Einstruments, or manual observation is available to the- D8 s) E! X7 a+ g9 i AFSS specialist. . |5 a. ]3 t3 T8 h7 O$ U8 BREMOTE AIRPORT INFORMATION SERVICE 3 u, `6 \5 u: N. U* G p% ^(RAIS)- A temporary service provided by facilities, 4 \7 O8 t, ~$ ]3 i. {# \7 i" @7 Z$ Jwhich are not located on the landing airport, but have : M% J3 d9 P3 p& C: D/ acommunication capability and automated weather 0 ?4 |* M- o0 Y; e& E2 B n1 R Qreporting available to the pilot at the landing airport. 2 J9 b. c( J7 H$ \' N' \2 ]6 N: e' _2 tREMOTE COMMUNICATIONS AIR/GROUND7 E0 w, K- _4 f: q4 a4 U FACILITY- An unmanned VHF/UHF transmitter/3 W J- L: O2 ]2 i3 V3 F8 Q* t! T$ Y receiver facility which is used to expand ARTCC . N" b1 m. W" [/ G# n2 {air/ground communications coverage and to facilitate % ]. c# \* Q1 ~) G& V Kdirect contact between pilots and controllers. RCAG2 o- B7 ^; a, P' M3 ^ facilities are sometimes not equipped with emergen‐ 4 e6 W D" U d7 [: z* Fcy frequencies 121.5 MHz and 243.0 MHz. ! M9 @; B/ H# p3 Z(Refer to AIM.) $ k) Y5 K2 Y0 LREMOTE COMMUNICATIONS OUTLET- An ' O7 D8 e" p3 F7 Dunmanned communications facility remotely con‐ & i- ~- s* e* I! W* R3 ctrolled by air traffic personnel. RCOs serve FSSs.* ?/ P. n/ v: e! y+ w- z4 @3 ? RTRs serve terminal ATC facilities. An RCO or RTR; @& p6 R# D6 N- P# S$ r; R- j may be UHF or VHF and will extend the% t9 X4 I' n3 W- b communication range of the air traffic facility. There 2 k4 I D; M! r+ Q1 C E# |# {are several classes of RCOs and RTRs. The class is8 C: [1 i) ~. Y3 _! r, _ determ ined by the number of transmitters or 9 D0 Y7 g& c8 X$ h' v) {receivers. Classes A through G are used primarily for / X+ G; h) J5 Vair/ground purposes. RCO and RTR class O 7 K' ]# ?4 K$ q4 l/ |facilities are nonprotected outlets subject to ( k# v3 E# Q1 _% g7 R9 lundetected and prolonged outages. RCO (O's) and$ H9 W. e* E! c+ a RTR (O's) were established for the express purpose) t$ V6 y+ e, \0 D; c& y of providing ground‐to‐ground communications7 w# s/ }# R2 M: P$ @2 o8 z between air traffic control specialists and pilots/ |4 k% t. u! G6 B0 d" X6 i. Q7 X located at a satellite airport for delivering en route ( @% U" H0 r. E1 m: y0 d, M* P8 zclearances, issuing departure authorizations, and+ E1 J8 c1 J8 @3 b& E3 R; X! E4 E acknowledging instrument flight rules cancellations 9 o; _- d7 R$ Z8 }5 K$ W1 k! I& N# dor departure/landing times. As a secondary function, * N7 S/ `3 |+ mthey may be used for advisory purposes whenever the7 }: Z% @- N1 n( C7 M9 q aircraft is below the coverage of the primary 5 ~& k1 P! A$ J3 s! a$ b* p2 sair/ground frequency.' {; e: B4 t3 ~! } REMOTE TRANSMITTER/RECEIVER(See REMOTE COMMUNICATIONS OUTLET.) & ~6 u. h) O+ b, U: gPilot/Controller Glossary 2/14/08/ v7 K# _7 K2 @7 p PCG R-5 ( h2 E. e/ \7 b- g0 {# j- ZREPORT- Used to instruct pilots to advise ATC of 3 _; I: {$ n5 N$ p' D& |specified information; e.g., “Report passing Hamil‐ ! z- R0 `$ f Q& ~ton VOR.” 5 ]. b8 }3 u/ Q( A& Q* x/ `- cREPORTING POINT- A geographical location in5 l) ]3 \4 p! D: t( [" l9 r0 d$ m. q relation to which the position of an aircraft is. Y1 b5 n' R9 h/ N reported.: t! P. y2 E! D( x) L! g (See COMPULSORY REPORTING POINTS.)/ x- S" }- i$ [0 p (See ICAO term REPORTING POINT.) ( G1 ^$ c% u4 N% z1 k(Refer to AIM.) 7 |8 G. ^2 ^3 y1 u0 x V4 fREPORTING POINT [ICAO]- A specified geo‐# f: U, C( W% d D3 }* ?* k% g graphical location in relation to which the position of& O! e8 X, ~( c; ^/ W/ i an aircraft can be reported. $ u1 \$ J2 c& S7 |REQUEST FULL ROUTE CLEARANCE- Used ' d5 ?! {* Y U5 nby pilots to request that the entire route of flight be 1 J7 a+ M' J4 O. Z: A1 t5 \read verbatim in an ATC clearance. Such request7 s5 D+ }- n, F( ^; [; i should be made to preclude receiving an ATC 9 G/ M' B: r e: y! Jclearance based on the original filed flight plan when ( [! ? f, Z6 e [: q+ Aa filed IFR flight plan has been revised by the pilot,$ z. `3 P* W, Z$ V5 F' H company, or operations prior to departure.* Q3 P3 v9 R; }0 N6 d REQUIRED NAVIGATION PERFORMANCE $ W5 B- K( K2 k+ v5 @' D(RNP)– A statement of the navigational performance; d* H+ ?! u. Z5 C8 @. i/ @. I0 X necessary for operation within a defined airspace. 8 w9 o) D8 ~" F; L0 b# ?9 ]The following terms are commonly associated with M& r; d& t3 d4 l" X" H3 t6 Z0 wRNP:# K% y" [) g7 s g+ c* d a. Required Navigation Performance Level or ; A' o! `* o" |. x* lType (RNP‐X). A value, in nautical miles (NM), from0 `# J8 h' q+ P% R; o the intended horizontal position within which an 7 S6 M; z7 m9 _" r' paircraft would be at least 95‐percent of the total flying/ B" V, N2 K; g0 p. G time.4 a0 O7 ~' t( @2 t* a, D+ M. Y b. Required Navigation Performance (RNP)% k4 |( i, B5 o. X5 N6 S" e7 w Airspace. A generic term designating airspace, route5 w( K- j2 d; [ (s), leg (s), operation (s), or procedure (s) where2 g9 D1 T" d) J. i9 |- x4 K minimum required navigational performance (RNP): s- m8 K7 ~1 g. a5 q' T have been established.' J0 d$ o; X& j' ]+ Z: f c. Actual Navigation Performance (ANP). A% V8 {6 G0 l& W8 i- b& m measure of the current estimated navigational 9 D" U" N' p: w; `) ^performance. Also referred to as Estimated Position * E# H4 a3 x+ F) qError (EPE)./ u# X% |; H1 |: |9 M d. Estimated Position Error (EPE). A measure of & Q, M- C3 |1 V. J' Vthe current estimated navigational performance. Also4 Y$ N% C" ]' v; z3 J8 h referred to as Actual Navigation Performance (ANP). E) w7 |( p$ ue. Lateral Navigation (LNAV). A function of area [" P& B& b8 a* E9 C. J navigation (RNAV) equipment which calculates,5 y- O* Y8 { ?, z displays, and provides lateral guidance to a profile or ; ?7 l* |7 J$ zpath.0 z" l# B6 C0 ?7 {5 Z# ~ f. Vertical Navigation (VNAV). A function of area + R4 Y* _5 T; f3 J: ~navigation (RNAV) equipment which calculates, 3 O: q } g$ F. Kdisplays, and provides vertical guidance to a profile ! ?5 Z8 X. c) }6 w$ For path.( _% k+ I& B. l. D; a RESCUE COORDINATION CENTER- A search ) C b& g( I; E" J* k9 R J/ B6 n0 Eand rescue (SAR) facility equipped and manned to " X$ `+ B B9 A b' Zcoordinate and control SAR operations in an area 3 J- S: |3 L8 Q" J. W( ^8 Mdesignated by the SAR plan. The U.S. Coast Guard8 D# G$ I- N( b* {. z* ` and the U.S. Air Force have responsibility for the 4 w/ W! ]' y' x9 B( ^/ foperation of RCCs. 6 C0 W( `; J E5 m1 K* Z(See ICAO term RESCUE CO‐ORDINATION& v8 K. b% Q& q& W- t CENTRE.) ! { V: y4 p# x! H! F% O' uRESCUE CO‐ORDINATION CENTRE [ICAO]- A + A% }9 z* R5 Ounit responsible for promoting efficient organization $ R7 _3 k! ^# }/ X" s4 Rof search and rescue service and for coordinating the( |$ E: d" D; U* ^/ n3 W; O conduct of search and rescue operations within a + j! C& q d- Q7 U/ k h& nsearch and rescue region.% Y' i6 S9 @3 B; T# v4 X RESOLUTION ADVISORY-A display indication. B4 }: R$ v& X1 f8 W5 A given to the pilot by the traffic alert and collision. Z9 y. ?( E5 [9 }. c: n avoidance systems (TCAS II) recommending a s" N) F$ U( f+ j1 A9 x% Amaneuver to increase vertical separation relative to an 7 N- p( }$ l6 @4 Yintruding aircraft. Positive, negative, and vertical' C/ r) ^6 n2 S' V3 s+ \+ ` speed limit (VSL) advisories constitute the resolution : p9 s+ ]: o S6 Y9 radvisories. A resolution advisory is also classified as 6 r. @5 u8 Z: O/ ocorrective or preventive9 j h: b8 [: U& G RESTRICTED AREA(See SPECIAL USE AIRSPACE.) ' A' c. V' N3 N6 o( ?+ E$ @(See ICAO term RESTRICTED AREA.) " X2 m# o; [; B7 `7 eRESTRICTED AREA [ICAO]- An airspace of6 O8 {* t/ ^' P5 Z; t8 [ defined dimensions, above the land areas or territorial " K4 {2 h! m5 h0 a( h4 R9 Jwaters of a State, within which the flight of aircraft9 ^( |8 G/ K( a! ^7 r is restricted in accordance with certain specified) N* n% N: `$ Y9 t% v9 N conditions. 4 p, H' N1 M' ^0 Q1 HRESUME NORMAL SPEED- Used by ATC to & X9 j# M" b* I% y! k3 V8 t" h4 radvise a pilot that previously issued speed control 8 B9 F) D0 a7 ^/ g. x0 Zrestrictions are deleted. An instruction to “resume 6 j/ @" j0 B. E `normal speed” does not delete speed restrictions that# t' Y( {+ B) `) l% B+ C. O$ d are applicable to published procedures of upcoming 2 ]3 n$ M" S1 ysegments of flight, unless specifically stated by ATC. 4 {& _% P/ r% ?$ ^This does not relieve the pilot of those speed6 c9 P: X( c# w restrictions which are applicable to 14 CFR # T0 V8 H, a- w$ T" p: ~Section 91.117.3 p9 D3 l1 I3 @. E) s RESUME OWN NAVIGATION- Used by ATC to% n9 [, e! S: q. E advise a pilot to resume his/her own navigational 7 I" p5 `/ k2 j! i, bresponsibility. It is issued after completion of a radar . V# \5 V/ c) p+ z, S7 }& @& x3 cPilot/Controller Glossary 2/14/08 ( ?. N& I z# K9 @' ^PCG R-6 + j0 A" S; ?8 Z; R7 E% gvector or when radar contact is lost while the aircraft ; g' z0 e4 d: wis being radar vectored.1 I# Y# y- ~5 a# b (See RADAR CONTACT LOST.)0 B1 d/ X3 b: u4 Y (See RADAR SERVICE TERMINATED.)6 h( f/ X2 n* v RMI(See RADIO MAGNETIC INDICATOR.)8 d6 K% h3 ~: M RNAV(See AREA NAVIGATION.)9 @; N( E8 R8 A: X( G* g8 k7 G, _- P (See ICAO Term AREA NAVIGATION.)- U% B" c. w' u9 j6 X& Z R RNAV APPROACH- An instrument approach6 Y) U# f* o) ~% B2 [( j procedure which relies on aircraft area navigation* B, M" |8 @ W% ~0 g9 u+ m% i equipment for navigational guidance.5 ~& u5 s3 W! K+ D. l (See AREA NAVIGATION.)- N4 @8 W4 b& Q2 s (See INSTRUMENT APPROACH * g x5 i/ C. f6 nPROCEDURE.) S% f6 k7 K% s D1 v, v4 ` ROAD RECONNAISSANCE- Military activity* T/ L$ c" {4 f1 n! E, d% g9 o# s/ ~ requiring navigation along roads, railroads, and- c. D1 X" T$ G# s rivers. Reconnaissance route/route segments are ; o; l3 Y0 U! ^2 |1 K6 \seldom along a straight line and normally require a & M& Y- z( Y& }8 P: K5 }" zlateral route width of 10 NM to 30 NM and an altitude ' V* U) _2 n4 r" Yrange of 500 feet to 10,000 feet AGL. ) r+ O- W3 K+ j+ r7 KROGER- I have received all of your last$ E) C- z2 G9 [: O$ [ transmission. It should not be used to answer a2 F- l3 y% m' g: b0 a question requiring a yes or a no answer.# q' `7 E; F) B( K/ O (See AFFIRMATIVE.) 7 K$ I5 V4 E8 _! i' z! q" V, \3 J(See NEGATIVE.) 6 h) \ y& z2 Q" `* N( tROLLOUT RVR(See VISIBILITY.)$ z# B$ d% _2 Q, q! P1 I# m3 ^" w ROUTE- A defined path, consisting of one or more* d) W) h+ H$ t5 O5 a courses in a horizontal plane, which aircraft traverse # O1 V. c( \0 R, H4 e# xover the surface of the earth./ s% j8 o2 l1 x3 B (See AIRWAY.) / D0 T7 I2 {+ b j* Z(See JET ROUTE.)9 h; ?3 i& q: X/ [' A0 W (See PUBLISHED ROUTE.)8 F' X, o, Z' }# u) k( ?: R (See UNPUBLISHED ROUTE.) 0 E4 G4 ^0 B6 S2 M! U6 e4 u2 OROUTE ACTION NOTIFICATION- URET notifi‐ . A/ K, d3 l3 n% O; X% g# p Jcation that a PAR/PDR/PDAR has been applied to the ! g/ Q- {- c' F: Wflight plan. Q- T p6 P, i, z) w) p(See ATC PREFERRED ROUTE* V$ D" ^4 T) E& Q' |+ X NOTIFICATION.)) X8 G) y( V" b3 m0 K (See USER REQUEST EVALUATION TOOL.) ; W0 F8 f% T3 `- K% O2 C2 EROUTE SEGMENT- As used in Air Traffic Control,) @+ o2 Y" i3 z/ L. O1 V3 u a part of a route that can be defined by two% T. Y( c& S0 u; L& k navigational fixes, two NAVAIDs, or a fix and a $ Y$ T4 Z# |( j/ o6 h2 r8 pNAVAID.8 w& `7 C- L+ S; s, b; d6 ] (See FIX.) : W- n, Q5 {3 h m7 O. r; |0 b(See ROUTE.) ' x& m5 p6 j' Z* k+ F+ @(See ICAO term ROUTE SEGMENT.). K3 b$ W; B! B ROUTE SEGMENT [ICAO]- A portion of a route to9 c% D% u4 U0 i; d8 K) B9 q be flown, as defined by two consecutive significant / Y% a( t" J& Apoints specified in a flight plan.4 R# `# F: o) }% v, k RSA(See RUNWAY SAFETY AREA.)$ E H1 F' V$ e% S* l- k RTR(See REMOTE TRANSMITTER/RECEIVER.) " F/ B) P, d: \ b P6 C+ P5 PRUNWAY- A defined rectangular area on a land $ |8 I. U" h: Q& {% ^! ]0 rairport prepared for the landing and takeoff run of5 k4 `8 R7 z* q! G/ g8 x% G aircraft along its length. Runways are normally 3 l% c& |, h5 |4 V. Onumbered in relation to their magnetic direction 6 ]8 l1 M( R6 }7 Grounded off to the nearest 10 degrees; e.g., Runway ( }) z; J w& Q8 r5 V3 A1, Runway 25. # U; [1 W8 E8 o! }" J% ~(See PARALLEL RUNWAYS.); _9 g; i4 d: ?# Z% r (See ICAO term RUNWAY.)- F: k, t1 _( R0 a. d RUNWAY [ICAO]- A defined rectangular area on a+ X; ^! f1 `- z8 R4 m9 I7 @9 D land aerodrome prepared for the landing and take‐off 1 A( j6 b& Q5 ^7 p& l& z/ Q2 Gof aircraft.8 @2 X# C7 E1 ?$ S6 T: Q0 H RUNWAY CENTERLINE LIGHTING(See AIRPORT LIGHTING.) ! y/ f% S7 z4 LRUNWAY CONDITION READING- Numerical , G* A9 ~+ @9 X; }0 K$ K1 qdecelerometer readings relayed by air traffic6 w' V# K* C' r+ p* n controllers at USAF and certain civil bases for use by( g* t: l+ m4 e) [, K! E& @1 P8 b the pilot in determining runway braking action. ! R4 l# x- Z2 b% oThese readings are routinely relayed only to USAF 7 E1 i) j% l5 T2 D2 Y' Gand Air National Guard Aircraft. 1 g5 O2 H! n8 h(See BRAKING ACTION.)7 ^! f0 H( Z% k1 J# v; f7 J' d1 w RUNWAY END IDENTIFIER LIGHTS(See AIRPORT LIGHTING.) ! H4 z' S: @6 n9 D( d9 `6 ]RUNWAY GRADIENT- The average slope, mea‐8 B: Z9 O. Z4 E) ^% P sured in percent, between two ends or points on a5 M- X3 u) l! e' i' ]+ A& h4 Q; a runway. Runway gradient is depicted on Government 9 o) l8 V3 y$ Q! w. laerodrome sketches when total runway gradient% i; E, r9 w. W! t$ L exceeds 0.3%. ! \" o% B7 G6 Q- j! r9 hRUNWAY HEADING- The magnetic direction that0 o% G5 N+ {0 ^$ s2 O8 g7 K: G corresponds with the runway centerline extended, not9 _$ D, |6 K$ U& v+ J- ? the painted runway number. When cleared to “fly or) L/ H- j; D& H$ @ maintain runway heading,” pilots are expected to fly( z& l! E$ d, n6 f: C2 P or maintain the heading that corresponds with the& k) U3 U6 x, F extended centerline of the departure runway. Drift- t: \. V; Q4 K0 a/ t" r" ?6 q" L6 P correction shall not be applied; e.g., Runway 4, actual2 X/ ]) X2 [& G: l Pilot/Controller Glossary 2/14/08! S, h' H0 H. z b% O PCG R-7 ) {; @, {0 p2 G7 O0 q! ?magnetic heading of the runway centerline 044, fly $ j$ v+ N. ]- ~044. 7 {. E0 @9 |1 x0 b: bRUNWAY IN USE/ACTIVE RUNWAY/DUTY5 h5 }. n- v O! y- Z* d- S RUNWAY- Any runway or runways currently being : }, M* w4 |# q% n- F9 B6 oused for takeoff or landing. When multiple runways & _5 i$ Z H* y& q$ [are used, they are all considered active runways. In # Z( [ I4 U2 }7 t$ P6 J: lthe metering sense, a selectable adapted item which% q2 Y+ m. N9 c specifies the landing runway configuration or& E# X4 N& u. D direction of traffic flow. The adapted optimum flight: i7 K8 _# X- [4 q$ Q plan from each transition fix to the vertex is 0 _. u2 I7 ~! T# ^determined by the runway configuration for arrival 5 }6 N9 R3 e9 {. Y0 I0 bmetering processing purposes.6 }- l7 J7 q3 D3 W RUNWAY LIGHTS(See AIRPORT LIGHTING.)& |' B, j/ N _- |" x; x, s RUNWAY MARKINGS(See AIRPORT MARKING AIDS.) 1 `( ^! Q5 {1 i2 T" g9 jRUNWAY OVERRUN- In military aviation exclu‐; Q& L- B4 }5 E9 a' S* K6 W7 j; B sively, a stabilized or paved area beyond the end of a : N# K g7 u2 xrunway, of the same width as the runway plus9 e: Q4 }- k' F. X- i shoulders, centered on the extended runway ~0 b+ U: o# t: [! D centerline. 3 K) g' e9 j; W: ^" [RUNWAY PROFILE DESCENT- An instrument & j4 F8 p$ {& P) c+ k1 Z2 q hflight rules (IFR) air traffic control arrival procedure . g9 ~! r- p- d& Cto a runway published for pilot use in graphic and/or1 X8 ^0 C6 C/ ~ textual form and may be associated with a STAR.4 c) a }! Y1 B9 g$ z. z Runway Profile Descents provide routing and may- f' W# N( [. q0 S: c. k, ^; w depict crossing altitudes, speed restrictions, and ! p6 y+ n% ~4 m, |' q3 V) |headings to be flown from the en route structure to the( E' t- `+ p- c3 E point where the pilot will receive clearance for and4 P" u8 K. u/ ` execute an instrument approach procedure. A* z: ^) y( t, `% H; U Runway Profile Descent may apply to more than one- J; G. x: z5 f9 t4 n, g; l runway if so stated on the chart.; Y# c9 }, p, t$ z, ] (Refer to AIM.) 8 H. _) N3 d' e0 K5 O6 L9 }# I/ HRUNWAY SAFETY AREA- A defined surface 2 j6 n4 }" o. y& Z; E8 U% s% @surrounding the runway prepared, or suitable, for! t' }7 c% l8 Q+ ?* B# e reducing the risk of damage to airplanes in the event' T5 Q6 T1 N) Q | of an undershoot, overshoot, or excursion from the* ]$ n/ E. o9 T: `4 h( K runway. The dimensions of the RSA vary and can be 1 S; ]$ Z' y, z4 G9 tdetermined by using the criteria contained within 9 M( T, ^) r# F( y7 V& n+ [AC 150/5300‐13, Airport Design, Chapter 3. 0 k+ ` Q5 m9 SFigure3-1 in AC 150/5300‐13 depicts the RSA. The ' ?/ T0 }6 Y8 v8 P% N' fdesign standards dictate that the RSA shall be:' ? f N- U$ h$ ~6 x! [ a. Cleared, graded, and have no potentially . A' r- d* b! h/ ^hazardous ruts, humps, depressions, or other surface 4 j$ ^% U. v7 [- y% j/ P6 Bvariations; 0 ]+ t/ Z/ X- Z5 Z' g Zb. Drained by grading or storm sewers to prevent) ^2 m. X0 B" L, o3 }( B3 ^ water accumulation; _5 |, r. w; f3 M" E& s c. Capable, under dry conditions, of supporting 4 y7 g7 G: b5 h' Y9 \snow rem oval equipment, aircraft rescue and& S- o I0 C% a firefighting equipment, and the occasional passage of$ R* M* w% k* @! b; L+ l V/ H* @ aircraft without causing structural damage to the; t# [7 L) A* d/ \1 a; Q& a [9 \# c$ B aircraft; and, ; l2 @9 Y0 T W+ W7 M$ |1 \6 zd. Free of objects, except for objects that need to & N2 U* J) D/ W( _1 gbe located in the runway safety area because of their* A9 b- Z! R# B function. These objects shall be constructed on low) Y% w! d: O# n, a p0 l$ F" f impact resistant supports (frangible mounted struc‐( j! L' G6 L" q tures) to the lowest practical height with the frangible ; _$ F8 L0 J# F, {7 [5 r, \; n. Upoint no higher than 3 inches above grade.9 l. m' Y' x& U (Refer to AC 150/5300‐13, Airport Design, G: A H- v! L' B. l3 @( n+ BChapter 3.)3 g, s7 B. q! S6 W1 f RUNWAY TRANSITIONa. Conventional STARs/SIDs. The portion of a' B9 V4 d L6 i p- v6 T# T0 | STAR/SID that serves a particular runway or, _' p, }8 t4 }7 U/ [$ p8 w runways at an airport.& W! [6 A' O! y$ S8 o7 b& c" D b. RNAV STARs/SIDs. Defines a path(s) from ) H- P1 B. v R' O( h; B6 othe common route to the final point(s) on a STAR. For / ~1 }0 s+ t7 |, j% f Wa SID, the common route that serves a particular# r) D- P# }4 H% D: A& N runway or runways at an airport. * Y+ ]) ^& z2 \RUNWAY USE PROGRAM- A noise abatement2 t9 ?4 U7 d8 c7 j, b- ^ runway selection plan designed to enhance noise ; f Z# o5 b2 D7 y5 a% B5 }* N: cabatement efforts with regard to airport communities- K$ i. D& i4 l+ r* D for arriving and departing aircraft. These plans are , t) ]' P, G! w) M; Y: mdeveloped into runway use programs and apply to all! F) h2 t. w, ?! L* o# X turbojet aircraft 12,500 pounds or heavier; turbojet 1 O/ z5 W+ M6 T5 _' Saircraft less than 12,500 pounds are included only if , L8 \1 T( c* S9 M5 ]' q+ r' @the airport proprietor determines that the aircraft 3 `7 E. R$ b3 O3 O: l3 |creates a noise problem. Runway use programs are; {5 \) u( M9 d, e+ { coordinated with FAA offices, and safety criteria( S. W2 {% U) j* p( r- O3 D7 G used in these programs are developed by the Office of- ~; v5 B4 E0 p5 u' Q8 B6 M Flight Operations. Runway use program s are * @$ Y0 V/ I! Xadministered by the Air Traffic Service as “Formal”# z$ i; r" g! l% X( K or “Informal” programs.9 ]9 h3 W) T$ ]4 k a. Formal Runway Use Program- An approved - h1 e x7 a9 Z) u2 cnoise abatement program which is defined and + `, F- f$ F3 d( p; K" F5 p$ W" |% packnowledged in a Letter of Understanding between , M0 F) G3 O: BFlight Operations, Air Traffic Service, the airport2 x2 ~) o6 f# u2 {0 L4 @& `% ^! V8 | proprietor, and the users. Once established, participa‐ 5 ?$ _+ l; l: i( y5 Dtion in the program is mandatory for aircraft operators # Y+ l, z3 D! z& ^and pilots as provided for in 14 CFR Section 91.129. ' K: }+ U) O2 b' H: u+ ^b. Informal Runway Use Program- An approved# m5 |- m* I0 c noise abatement program which does not require a 3 o' A z9 h% V& b3 ?' O' |/ MLetter of Understanding, and participation in the ' @& B+ f! f% R0 `% rprogram is voluntary for aircraft operators/pilots.# M/ s4 d8 J! @ Pilot/Controller Glossary 2/14/08 # X3 `# Q4 a1 j. g, h; U! ?PCG R-8; Y1 c. X7 z2 W- Y" S9 ^4 B RUNWAY VISIBILITY VALUE(See VISIBILITY.) u, S0 k% H& D/ ], cRUNWAY VISUAL RANGE(See VISIBILITY.) / j: q( y% @" T$ \Pilot/Controller Glossary 2/14/08 $ b" Q) q4 d: O- [PCG S-1 # A8 W* Y# A" ^! }2 KS9 M4 H3 `3 r6 J3 `' [$ L SAA(See SPECIAL ACTIVITY AIRSPACE.) 5 R2 P" q4 P* f8 ]: PSAFETY ALERT- A safety alert issued by ATC to , L! W# }+ F, s) \( G; Naircraft under their control if ATC is aware the aircraft # q& c$ c3 f9 Dis at an altitude which, in the controller's judgment,8 Y X5 o- U1 H0 C places the aircraft in unsafe proximity to terrain," p _5 f& c. j! c. h2 r; m# t+ u1 f obstructions, or other aircraft. The controller may ) w4 O# p# l- |! g) P0 }: Rdiscontinue the issuance of further alerts if the pilot# H. G4 d! I, G0 b0 q advises he/she is taking action to correct the situation2 @0 A& [7 ~/ I4 k+ j# f+ X or has the other aircraft in sight. 8 `' s% ~! n: ~ ea. Terrain/Obstruction Alert- A safety alert issued ' u6 p" D% E2 n2 o# Fby ATC to aircraft under their control if ATC is aware " Z3 C7 q+ `: [. H2 Mthe aircraft is at an altitude which, in the controller's ! s: z) {! R/ G+ jjudgment, places the aircraft in unsafe proximity to - W, |; n( A" n: uterrain/obstructions; e.g., “Low Altitude Alert, check ! z7 G, e# q- Yyour altitude immediately.” , J9 t2 [1 h# Y3 ~) B( l- K( a' qb. Aircraft Conflict Alert- A safety alert issued by% m% L6 n7 ]: h/ A6 o ATC to aircraft under their control if ATC is aware of$ W2 C( R( n8 H* ~ an aircraft that is not under their control at an altitude ; B$ a' T/ p2 B5 s5 mwhich, in the controller's judgment, places both 0 h: ^& I3 M6 paircraft in unsafe proximity to each other. With the 8 U3 B2 _4 ?& w1 T1 b! \5 y; V+ valert, ATC will offer the pilot an alternate course of 7 }: O0 y! y: R( @2 N" Uaction when feasible; e.g., “Traffic Alert, advise you $ {7 q: E: o8 M) ~turn right heading zero niner zero or climb to eight ' |* S# ]8 j6 R; Vthousand immediately.” : P2 e# a/ e X0 h2 ?Note:The issuance of a safety alert is contingent+ z& {1 H$ g) `- c" n7 z) ] upon the capability of the controller to have an @( R, `* h* ~6 P5 M# W2 Qawareness of an unsafe condition. The course of7 A( D9 Y1 K' j2 _0 \# m( N4 a action provided will be predicated on other traffic6 J/ ?# R% s- A; x under ATC control. Once the alert is issued, it is ! S) {$ v( g8 r' A6 B/ D& _0 asolely the pilot's prerogative to determine what4 s9 H+ `5 J5 d; N+ O- u' ` course of action, if any, he/she will take. 3 G- p2 C) S! L6 @6 USAFETY LOGIC SYSTEM- A software enhance‐ # d/ ^ J. @$ x9 o' t$ ~! _/ `ment to ASDE-3, ASDE-X, and ASDE-3X, that - B# _& b- G, w3 c$ Apredicts the path of aircraft landing and/or departing, % U- ^- u. j3 Land/or vehicular movements on runways. Visual and, R5 E& j2 r. N aural alarms are activated when the safety logic ' v- ^ Y" r1 Q) o7 yprojects a potential collision. The Airport Movement 0 d( Q8 T6 [- P! U$ ~1 KArea Safety System (AMASS) is a safety logic ; k4 ]5 m& Y% Ssystem enhancement to the ASDE-3. The Safety$ }$ \; {; ]( k Logic System for ASDE-X and ASDE-3X is an, O$ T; E5 ~* W% A6 ^ integral part of the software program. N2 O& N' H. T2 H# B SAFETY LOGIC SYSTEM ALERTSa. ALERT- An actual situation involving two real) y l* `8 _) k) S Q safety logic tracks (aircraft/aircraft, aircraft/vehicle, 5 ^) v( A0 T$ N" wor aircraft/other tangible object) that safety logic has ( \( y6 L& p/ Vpredicted will result in an imminent collision, based4 h! w( N5 k" ~' d2 P+ P* F( P upon the current set of Safety Logic parameters. 9 d V5 h( ?! n% E; kb. FALSE ALERT1. Alerts generated by one or more false ' S1 A. x% ?& D" |surface-radar targets that the system has interpreted3 h. Z: B# }, B as real tracks and placed into safety logic. 7 z& Q6 S7 e. ?+ @; r, W2. Alerts in which the safety logic software did 4 d1 h- m5 [+ wnot perform correctly, based upon the design # `$ @& u! }% q. Z6 f! rspecifications and the current set of Safety Logic 7 h7 M- X3 N) Z2 I3 a1 z* w- a* Aparameters.& s# I9 Q* V, _, Y) O; Y4 O c. NUISANCE ALERT- An alert in which one or & S5 K( d5 S/ y: c* {more of the following is true:2 s; ?# x8 [9 q$ C# V 1. The alert is generated by a known situation! ^1 ?" i& w& D; g7 Z4 r& O that is not considered an unsafe operation, such as 4 U% c) U/ \ C5 c' iLAHSO or other approved operations. . @! f! s( ^) E. Y# v Q2. The alert is generated by inaccurate secon‐1 x# V, g7 z) u4 y1 b0 Z dary radar data received by the Safety Logic System. * B8 Q% u5 U7 ]* J3. The alert is generated by surface radar targets R- G. ?" O+ k' G: ], o0 Y" ecaused by moderate or greater precipitation.$ r# M# h6 \8 ?. ]" u- u" s6 ^' ~ 4. One or more of the aircraft involved in the 4 }: `+ h% }0 l# A% g7 Y( }alert is not intending to use a runway (i.e., helicopter,# ^/ v# B. X ]) p3 ~+ ]5 r6 J pipeline patrol, non-Mode C overflight, etc.).4 s) @9 c( z7 `8 p7 h* g+ e d. VALID NON-ALERT- A situation in which. [- k* T! F; G2 s$ y( Y. M# p7 m the safety logic software correctly determines that an 9 l) [( I# h* J( y7 e8 galert is not required, based upon the design! ?3 C- r" o% x specifications and the current set of Safety Logic & U, p. g4 P* }% Rparameters. ) Q( H7 N! B3 K; y% j% De. INVALID NON-ALERT- A situation in which 6 B. C& E$ x6 I! r" Ithe safety logic software did not issue an alert when* {* ]+ g5 N* ]: `6 M an alert was required, based upon the design' C2 ^% ]$ A" w- `: o specifications.$ \7 l, p$ D$ h3 `7 v# R ? g$ [4 z SAIL BACK- A maneuver during high wind3 B; L L$ k9 E6 R conditions (usually with power off) where float plane' _8 p" h+ E# d% O3 k. M movement is controlled by water rudders/opening / [: t: h1 q; Z0 ]( c' t* Aand closing cabin doors. 5 ~7 I/ q+ |! c4 fSAME DIRECTION AIRCRAFT- Aircraft are% c# T; \. B- C. }! b6 g3 [% g# Q7 Z operating in the same direction when:7 E: K! e+ ]0 d" }; e' O2 B a. They are following the same track in the same! ]3 v' Q9 ^8 K" e8 C direction; or @: }& F" T( }; d+ I9 ?b. Their tracks are parallel and the aircraft are# F% w0 s1 g4 X1 g# W flying in the same direction; or( F' o6 G3 o3 P6 |: r: W c. Their tracks intersect at an angle of less than 45 9 n/ |5 [1 g1 O9 P' _" d# i* Udegrees.5 j7 h( Q/ o/ \ Pilot/Controller Glossary 2/14/08 . K3 B* T- ~5 Q2 n/ L2 HPCG S-2, B/ A# Q/ R+ R6 J2 d. f* Y SAR(See SEARCH AND RESCUE.) b0 k/ Q/ |" L( Q0 f( zSAY AGAIN- Used to request a repeat of the last2 P" E3 J8 _9 A& h p$ K transmission. Usually specifies transmission or : u& p# v6 ]( ~$ U% l9 C+ g6 yportion thereof not understood or received; e.g., “Say E, b( p. v/ |- P" ^7 \ again all after ABRAM VOR.”1 I# q" E' _/ p SAY ALTITUDE- Used by ATC to ascertain an 2 @4 V. }3 n w% Z- ?# qaircraft's specific altitude/flight level. When the: E) j, ^% X7 ^7 t) T- X: g: D8 ] aircraft is climbing or descending, the pilot should 7 _( Q) ^& z5 Y+ e9 Astate the indicated altitude rounded to the nearest 100 S$ B; C+ c A# Q% |feet. 1 j1 t. I8 L& |SAY HEADING- Used by ATC to request an aircraft 3 N1 _6 \/ k8 |9 ]) h C& U& U6 Sheading. The pilot should state the actual heading of m l; l0 f+ H, ~% Gthe aircraft. ( a- I6 V2 T+ @# }$ |+ xSCHEDULED TIME OF ARRIVAL (STA)- A STA- G/ }6 E9 L9 f/ s0 J is the desired time that an aircraft should cross a( u$ l5 H& T8 D$ ?/ G certain point (landing or metering fix). It takes other , v! e8 Y y0 \; S& |; p; d0 M( `* Etraffic and airspace configuration into account. A" [1 s4 D6 i' v' X1 t8 R STA time shows the results of the TMA scheduler 2 f# } P3 s+ k' j/ y; z9 Ithat has calculated an arrival time according to/ z, L& g9 V8 z1 L5 ~: C+ k parameters such as optimized spacing, aircraft# D( u& b/ e# S4 W' J6 m& t# | performance, and weather., }1 b V: @% E2 \ SDF(See SIMPLIFIED DIRECTIONAL FACILITY.)0 W; u4 s6 q# s- f8 x+ A3 u SEA LANE- A designated portion of water outlined - Q1 m; k) {! i0 ^$ t7 i8 Rby visual surface markers for and intended to be used- q2 M' q, T! w: W1 G& f9 A by aircraft designed to operate on water. 9 x& a' J8 [1 ~% t) P) _% eSEARCH AND RESCUE- A service which seeks - H- h7 @( e/ P& y( v7 c3 @missing aircraft and assists those found to be in need2 l) l9 d6 e" }: T2 j& Q$ J+ w of assistance. It is a cooperative effort using the7 e4 i& ?6 ]$ r. o" p facilities and services of available Federal, state and 9 R- v5 t5 q* W0 jlocal agencies. The U.S. Coast Guard is responsible6 E& H" u; P+ ]2 j3 {, d. f) Y& p for coordination of search and rescue for the Maritime! p4 R T ~" d0 ~( E2 E# E Region, and the U.S. Air Force is responsible for' ]' @! ^/ b O, d$ G- ] search and rescue for the Inland Region. Information 3 R, ^' y ^7 @& G, v! @1 ]* Zpertinent to search and rescue should be passed" L7 j2 |) j# G/ K' Z& _ through any air traffic facility or be transmitted: n. N1 x" }5 `' L/ b, O directly to the Rescue Coordination Center by+ E% c$ i) D. o. Z9 B telephone. : m" W& a- P+ e(See FLIGHT SERVICE STATION.)' b" ?& O" J* a" g/ U/ k4 R0 `" Z (See RESCUE COORDINATION CENTER.)1 N4 y$ b/ J+ o: C) e+ v( _9 w (Refer to AIM.)- M6 T1 b5 w/ P SEARCH AND RESCUE FACILITY- A facility ; i. a V: t1 F; \4 m- }' tresponsible for maintaining and operating a search 6 q" c3 u4 z3 N0 b# f' aand rescue (SAR) service to render aid to persons and ) B7 v! J9 |# A% Zproperty in distress. It is any SAR unit, station, NET, % s5 ?* ^. I. Ior other operational activity which can be usefully / @0 w4 R1 ]7 V( L, J* vemployed during an SAR Mission; e.g., a Civil Air/ z8 o" _2 q/ N2 I2 G* A Patrol Wing, or a Coast Guard Station.& X6 ~' N0 M4 C, `$ x5 f (See SEARCH AND RESCUE.) $ r* g) c5 i7 {7 N) [5 Y* ISECONDARY RADAR TARGET- A target derived/ s y6 J2 c% p$ {% Y1 t/ Y from a transponder return presented on a radar, R% U& q# ^6 h, d+ } display. 7 q5 t. E, c" BSECTIONAL AERONAUTICAL CHARTS(See AERONAUTICAL CHART.), i, Q- K7 f+ _: S H Y; t) N SECTOR LIST DROP INTERVAL- A parameter' v+ s, M6 a( A! f3 }5 q4 s% V6 | number of minutes after the meter fix time when 2 D$ w& J H+ q Y" _. Warrival aircraft will be deleted from the arrival sector) p( X0 X6 h: R list.& v7 n" ]7 Q' p1 x7 F& B+ f& N' R SEE AND AVOID- When weather conditions 3 F/ e+ r# o1 ] E4 Z6 Qpermit, pilots operating IFR or VFR are required to9 q( k9 z0 s H. ~ observe and maneuver to avoid other aircraft. - `# _& f5 W" n9 f0 L. x! n, }Right‐of‐way rules are contained in 14 CFR Part 91. 3 w/ Z! R/ }* [) H& a5 L+ eSEGMENTED CIR CLE- A system of visual j" m4 ?, \3 y9 f9 u. m0 v indicators designed to provide traffic pattern2 h9 Q3 i) P- C! K6 O: `/ y4 z) |0 H information at airports without operating control 7 n: P0 Q# q' S3 }towers. ) \5 J: m9 y3 |* T(Refer to AIM.)* z% c7 a" Q1 K SEGMENTS OF AN INSTRUMENT APPROACH% T2 n! }8 C S6 ^- X: F% _ PROCEDURE- An instrument approach procedure% |+ O3 W/ T( _3 F; j may have as many as four separate segm ents 3 [" l: R3 N) K# [! adepending on how the approach procedure is! ?0 O8 y# q i' D$ d. X3 l structured.8 l5 n: N" O! v a. Initial Approach- The segment between the 3 j7 Q8 N. A& P$ f! W2 Zinitial approach fix and the intermediate fix or the 2 j4 ~+ b; T6 T$ Y6 T+ Cpoint where the aircraft is established on the t b" j$ ?' ]# `, D8 ?( J9 bintermediate course or final approach course.5 K" a1 |) D# D7 G5 z' H; o (See ICAO term INITIAL APPROACH) v/ Z, _7 V/ r0 ^' D+ e7 o SEGMENT.)+ W1 @0 t9 _( |) e b. Intermediate Approach- The segment between * W$ y2 a9 X6 V8 Lthe intermediate fix or point and the final approach1 s2 H& }9 a4 H1 `1 G5 o fix.; Y u2 T0 `- I& k/ N# y Q" _ (See ICAO term INTERMEDIATE APPROACH& l1 L; j0 w& [7 x9 x2 E. ^ SEGMENT.)5 u* Q( L" p$ p) `& L, e, p4 ~+ P c. Final Approach- The segment between the final9 A" ?0 u' t( G+ Y5 } approach fix or point and the runway, airport, or6 j+ l3 Y9 n( I) Q& O" g, j$ L missed approach point. 7 {3 m- p- K0 Z0 L* Z \2 L(See ICAO term FINAL APPROACH SEGMENT.)2 @4 P0 m% S- v3 T2 T3 U* b+ S d. Missed Approach- The segment between the 5 E' _5 _1 l+ rmissed approach point or the point of arrival at( H A2 D* E/ ?/ d$ k7 E+ J( p Pilot/Controller Glossary 2/14/08 2 z) ?* q: C4 fPCG S-3 1 O" `# o0 ]" d1 K" tdecision height and the missed approach fix at the 2 Q7 X2 ^2 u0 w* p. \prescribed altitude. : a1 I3 b, g/ A. ^/ G7 R+ q! s(Refer to 14 CFR Part 97.)3 B. O- l" L) k6 r( ^ (See ICAO term MISSED APPROACH4 z% X0 Y' h" ^5 f PROCEDURE.)' p2 z5 z0 U7 B$ i0 L* g7 J SEPARATION- In air traffic control, the spacing of' J6 c0 p$ a, B( g aircraft to achieve their safe and orderly movement in 3 W8 n$ M9 G( O4 Z' {! qflight and while landing and taking off. , \ l1 G+ r ?) _(See SEPARATION MINIMA.) " c! H: W" Y9 u. c(See ICAO term SEPARATION.)1 K: J0 Z$ D! Y2 y! b8 N SEPARATION [ICAO]- Spacing between aircraft, & O' h4 U+ c# v0 V+ u. ulevels or tracks. r$ f! A& V/ h" z7 q% D8 A* E( i SEPARATION MINIMA- The minimum longitudi‐, c4 J% @% E+ R4 M a" d% [' d nal, lateral, or vertical distances by which aircraft are % r) w( U$ e2 a6 ~; {spaced through the application of air traffic control8 R. e+ R* K6 [( h* F* d procedures. # @4 u @( z6 w1 I(See SEPARATION.) 3 g4 y5 V$ O7 S. K9 ^SERVICE- A generic term that designates functions4 V- T3 m/ `2 x( X3 a: p# d: g6 B2 j or assistance available from or rendered by air traffic4 f( w9 v* X. l0 y control. For example, Class C service would denote h3 O9 h$ s$ cthe ATC services provided within a Class C airspace: x& q, J5 R* B' |9 r& u" ` area. , c+ w. ~! u& n& b) XSEVERE WEATHER AVOIDANCE PLAN- An 0 Q& H1 S' R9 z+ r qapproved plan to minimize the affect of severe. }0 y$ L# i& T( o5 X. T/ r weather on traffic flows in impacted terminal and/or5 \* |1 \4 F7 D5 {* ^ ARTCC areas. SWAP is normally implemented to ' i, `! o" e) c, D5 E& U1 Yprovide the least disruption to the ATC system when 2 m! K+ o" n) zflight through portions of airspace is difficult or0 T; G g2 q% R- G impossible due to severe weather. 1 u1 y* a5 k' H( _, B& x5 P5 ?SEVERE WEATHER FORECAST ALERTS-( }0 @8 h, L5 Y1 w: X; _' M Preliminary messages issued in order to alert users* y: ~5 e/ ~- q2 L" o( N6 u that a Severe Weather Watch Bulletin (WW) is being 6 j2 j3 @ d% i' Nissued. These messages define areas of possible& s* f+ t! m7 Q) C3 X severe thunderstorms or tornado activity. The * c# g" I& {9 g9 B5 [messages are unscheduled and issued as required by ) p* O' Y$ i) s J3 ^: T* X4 tthe Storm Prediction Center (SPC) at Norman, " u F& S0 I2 O4 ^Oklahoma. - x& B$ H4 M3 h8 o a& X: e(See AIRMET.)$ s( l! K4 E; p( u/ J, ~% C+ H (See CONVECTIVE SIGMET.) 0 x- b, g% p+ X9 R(See CWA.)4 G& C. J1 s$ y v (See SIGMET.)9 F5 C; E4 C, @6 W SFA(See SINGLE FREQUENCY APPROACH.) ! d" }2 u0 y1 t% }SFO(See SIMULATED FLAMEOUT.) : Z5 x+ N( S- U5 S$ o, c7 ZSHF(See SUPER HIGH FREQUENCY.)6 C4 G2 o' W- I* i! p, ] SHORT RANGE CLEARANCE- A clearance, o7 i$ n# g$ c1 U# I8 a issued to a departing IFR flight which authorizes IFR 3 l' n- h, k# s3 oflight to a specific fix short of the destination while 1 E' e& g" Y" X$ |2 Q/ H Dair traffic control facilities are coordinating and! k2 J; {. n) c$ K, P% e obtaining the complete clearance. 8 b$ J( H2 B6 J& d$ ^+ }SHORT TAKEOFF AND LANDING AIRCRAFT-$ X& _& \% l3 x7 n An aircraft which, at some weight within its approved9 R6 a7 q; U! h operating weight, is capable of operating from a" F3 D6 r0 q' n7 V$ B STOL runway in compliance with the applicable : @, v: O% Q& v& `! R: [* E6 ASTOL characteristics, airworthiness, operations, $ s9 X; Y9 f$ O) g5 Ynoise, and pollution standards. ; X8 @: p5 G0 C(See VERTICAL TAKEOFF AND LANDING/ s! Q* t7 M; ^0 I# A$ b AIRCRAFT.) 4 E! B: f1 f$ a9 @9 j1 I* s2 ASIAP(See STANDARD INSTRUMENT APPROACH 8 s8 u- e& p) ^PROCEDURE.) : I- m& D& `# c; O- w( M5 LSID(See STANDARD INSTRUMENT DEPARTURE.)! q# ^% z/ B% `( q5 Y SIDESTEP MANEUVER- A visual maneuver9 d/ u- a3 k& Z; K2 h1 l accomplished by a pilot at the completion of an # C! l7 P. D pinstrument approach to permit a straight‐in landing 7 x7 U( [5 w! E( {on a parallel runway not more than 1,200 feet to either + U! c( C5 u% E0 r% Q+ V- `7 lside of the runway to which the instrument approach- d# ~$ a% {+ R% \' P was conducted.7 C8 k# G) J& H; F (Refer to AIM.) ' H2 M1 `0 d3 K0 G! P/ i7 r! v/ qSIGMET- A weather advisory issued concerning ' W; k7 S" ]4 n) w' \' Aweather significant to the safety of all aircraft. 0 G9 H0 Q J8 c+ E. N7 K- s! P7 {SIGMET advisories cover severe and extreme; B9 t/ Q0 D. g1 L# K; f( T! ~ turbulence, severe icing, and widespread dust or ! w: E$ Z$ `$ ?; g. I, v0 ^- `8 ? Psandstorms that reduce visibility to less than 3 miles. * U3 P" i$ T2 k, y; z(See AIRMET.) ( J3 \$ k+ W# E" U9 A( b: n; s(See AWW.) # @7 T0 q% u9 Q; l" M$ z; ?' \(See CONVECTIVE SIGMET.) g" M2 W1 _6 m3 \4 i' b7 W(See CWA.) : U# I( ?* n$ M% G$ N8 g+ [(See ICAO term SIGMET INFORMATION.) : s8 S; N: u" ?: Z& U) g(Refer to AIM.)% V" y2 D, U0 R1 V2 @) L SIGMET INFORMATION [ICAO]- Information9 j: Y4 N0 s) {0 Z' e; \ issued by a meteorological watch office concerning: i% P3 q1 R7 e8 V/ n the occurrence or expected occurrence of specified 5 o7 I6 }7 j# yen‐route weather phenomena which may affect the( C6 z8 D) X/ k$ j6 T% K9 ?9 h) V% q safety of aircraft operations. - X# V5 E. p {" ISIGNIFICANT METEOROLOGICAL INFOR‐ 0 b& r5 Z0 Q0 T: O# |4 ?MATION(See SIGMET.). R6 B# {" {% C2 z7 H v SIGNIFICANT POINT- A point, whether a named/ A1 g1 ?2 r" X( w intersection, a NAVAID, a fix derived from a8 [0 I9 U0 }; a. v' H Pilot/Controller Glossary 2/14/08( i/ X# u/ x T2 l& y9 t3 e7 q PCG S-4& M; q& o S4 j* M5 Q NAVAID(s), or geographical coordinate expressed in: F9 ]+ F1 V0 Z* \2 w5 e# C( @1 @8 N degrees of latitude and longitude, which is $ B# q5 Z3 O1 I# p5 r5 l, y/ z" mestablished for the purpose of providing separation,6 W2 ]& t- d, E7 e# H. e as a reporting point, or to delineate a route of flight.1 `/ I6 c0 f$ ?9 f5 q3 J9 H* U! W' [ SIMPLIFIED DIRECTIONAL FACILITY- A 8 T7 B {1 y% x- f: s. JNAVAID used for nonprecision instrument ap‐ * t ^ x. N( P/ L- R0 K2 Sproaches. The final approach course is similar to that0 o7 ^6 m% X' S' `2 g of an ILS localizer except that the SDF course may be/ P2 R) ?+ w2 ~$ e7 U, {. K' X; O offset from the runway, generally not more than 3 # u u5 ]5 r% [0 m$ F( Ldegrees, and the course may be wider than the6 f1 c8 L( r, }: Q localizer, resulting in a lower degree of accuracy. 6 K# Q- J& S+ C(Refer to AIM.)$ i @- X( F& P# r. Q SIMULATED FLAMEOUT- A practice approach # J2 ~" d0 J) ]1 U6 L6 H, A# hby a jet aircraft (normally military) at idle thrust to a: n6 M* s* w& Z1 n; t runway. The approach may start at a runway (high" w3 }4 |2 v3 Q' R9 V key) and may continue on a relatively high and wide / I8 h4 I9 ~: t" _0 D1 h7 Adownwind leg with a continuous turn to final. It2 n5 R* N, \# V# G: W( M1 ]& Z j terminates in landing or low approach. The purpose 4 d# _' u5 n% |% uof this approach is to simulate a flameout. 0 D) ~& P! b% l+ r(See FLAMEOUT.)/ C0 n; R+ A" y; o4 @6 m* D! `( N SIMULTANEOUS ILS APPROACHES- An ap‐# a# a1 l8 R2 ^8 q+ m2 D proach system permitting simultaneous ILS/MLS 9 E, H; Y5 V$ a0 V9 l4 Sapproaches to airports having parallel runways - Z0 |. d2 H U; M% Eseparated by at least 4,300 feet between centerlines. 4 ~: f7 |5 D$ R9 oIntegral parts of a total system are ILS/MLS, radar,' W2 m2 ]. x4 T! v, w communications, ATC procedures, and appropriate 9 @" T' y: c S& }airborne equipment. 0 r/ b R; c+ }0 ^9 @$ v# k(See PARALLEL RUNWAYS.) - }, Y8 k! k: O8 U5 J(Refer to AIM.) ; x: ~; Q" y( l: k- d( jSIMULTANEOUS MLS APPROACHES(See SIMULTANEOUS ILS APPROACHES.) : C! f8 Q- q' Y- ~: gSINGLE DIRECTION ROUTES- Preferred IFR0 e# y7 d4 d- m Routes which are sometimes depicted on high , h1 n% P# T/ L6 V& Saltitude en route charts and which are normally flown1 e5 E* U1 i6 X8 {3 x1 h5 [. U9 Q in one direction only." i; d' D/ l8 C* G0 O (See PREFERRED IFR ROUTES.) ) V0 p" A; d& k5 s( g0 |' T% v(Refer to AIRPORT/FACILITY DIRECTORY.) 2 _' O9 Y9 \9 H, _4 o- _SINGLE FREQUENCY APPROACH- A service " t2 K" ?* R$ g) C3 [3 Z- mprovided under a letter of agreement to military8 t8 L: `4 F% ]9 @ single‐piloted turbojet aircraft which permits use of : d1 ]4 I$ r' @a single UHF frequency during approach for landing. 5 a. N) {% R" U: P" sPilots will not normally be required to change . d: e$ \$ u7 A0 ^2 {frequency from the beginning of the approach to . W( B8 Q' {5 X5 q9 Otouchdown except that pilots conducting an en route9 w* H8 E; u \ descent are required to change frequency when 6 I5 X: ]/ I9 |' G# s( Dcontrol is transferred from the air route traffic control/ ^$ P" G7 z+ @" ?1 ` center to the terminal facility. The abbreviation! u- T, H0 s- ^ “SFA” in the DOD FLIP IFR Supplement under/ \3 Y+ \5 o- M “Communications” indicates this service is available! O$ K# |2 n9 v+ a. o! v) | at an aerodrome.! \- n7 ]+ t8 D% x, X& @ SINGLE‐PILOTED AIRCRAFT- A military turbo‐ " r i% n+ S; n& @/ vjet aircraft possessing one set of flight controls, 9 f3 `- i4 ]5 T/ B$ o. \' a; ltandem cockpits, or two sets of flight controls but 4 j9 y2 ~% D% t3 Z$ toperated by one pilot is considered single‐piloted by- U6 M* b) q0 |; H$ o, a0 B" M ATC when determining the appropriate air traffic & z/ q" k4 f7 L: b6 C+ hservice to be applied. & y4 Y/ w6 @ H8 G: ~(See SINGLE FREQUENCY APPROACH.) 9 s& Y6 R: R! j# XSKYSPOTTER- A pilot who has received special‐* Q5 r& d. @& a) p% O0 f% W: a ized training in observing and reporting inflight s, Z' c( T8 o! l weather phenomena.8 k2 Z" E2 k9 }& q0 C3 P. q SLASH- A radar beacon reply displayed as an5 E% [% T% h0 X( m elongated target. , N; C5 D5 J5 s( z4 j4 V) KSLDI(See SECTOR LIST DROP INTERVAL.) 2 I- }1 K' e: PSLOT TIME(See METER FIX TIME/SLOT TIME.) # N/ K/ _* w6 a; O" R6 ASLOW TAXI- To taxi a float plane at low power or - t' W; N% j& D- s; ulow RPM." Q2 v2 V: ]: t8 f3 L4 |" B4 p SN(See SYSTEM STRATEGIC NAVIGATION.)( C" \/ ]4 ^! P% A+ z SPEAK SLOWER- Used in verbal communications: ?, B. ?2 e* _' k" i3 Q' w as a request to reduce speech rate.* t! R a% T, X G SPECIAL ACTIVITY AIRSPACE (SAA)- Any 1 I% b, w$ o) Y% j! B- `( J- Eairspace with defined dimensions within the National ( F+ G3 p* B1 H2 Z/ z; S" zAirspace System wherein limitations may be & Z( J' ]4 y( A2 Fimposed upon aircraft operations. This airspace may, l9 E- B/ n0 L a/ q! B be restricted areas, prohibited areas, military8 {" [ C4 k; }( u* p operations areas, air ATC assigned airspace, and any % [& V: G/ W* `- Q A+ V1 ~other designated airspace areas. The dimensions of4 `+ m4 i/ M$ F" K this airspace are programmed into URET and can be9 p7 d6 @5 j7 n. K designated as either active or inactive by screen entry. 8 T8 ]* V ^2 q; u) B% i) ], |Aircraft trajectories are constantly tested against the' F- q$ q# n/ H/ h, ` dimensions of active areas and alerts issued to the ( ?) N# w; w9 h$ N1 Zapplicable sectors when violations are predicted.1 D7 S& |* J- ~& b- x8 p( F (See USER REQUEST EVALUATION TOOL.) 3 w' N' s5 p, \; hSPECIAL EMERGENCY- A condition of air piracy x; K/ J* i7 A. o; k+ i' d or other hostile act by a person(s) aboard an aircraft ! s% e/ T' l4 n; s! i% ~which threatens the safety of the aircraft or its* i' u& y' t7 |9 x% S passengers.) {7 w/ C8 j) z% k0 U3 C SPECIAL INSTRUMENT APPROACH PROCE‐ # ~: X8 X3 h! r @' L: JDURE(See INSTRUMENT APPROACH PROCEDURE.)8 H+ `5 U( P* d0 B7 Q# j9 e: ` Pilot/Controller Glossary 2/14/08/ [' Z+ l0 H; X PCG S-52 T* p7 l& ?. p3 k- Q# _/ H SPECIAL USE AIRSPACE- Airspace of defined $ o/ c' k$ W* u6 _/ _2 `dimensions identified by an area on the surface of the2 ^1 C6 d) d$ w, n" S' q+ w earth wherein activities must be confined because of3 F' m8 v( r2 x7 O their nature and/or wherein limitations may be& i: a. t0 A" V' s% R imposed upon aircraft operations that are not a part of ( k: F3 c9 Y& A" [0 y; s6 i1 u$ _those activities. Types of special use airspace are:: ~4 B4 c3 U9 m" h) o a. Alert Area- Airspace which may contain a high 3 w3 w7 ~% u. W/ `% ^7 evolume of pilot training activities or an unusual type0 o' A1 }/ D- q) `7 G9 @ of aerial activity, neither of which is hazardous to % q+ N% d W5 d1 e9 ^; Laircraft. Alert Areas are depicted on aeronautical) o# \6 p. N! e5 H; N0 N charts for the information of nonparticipating pilots./ x- c, P- q( f' C All activities within an Alert Area are conducted in2 y0 Y' ^& D& P2 H accordance with Federal Aviation Regulations, and& W$ D# X! X9 L; @; g$ E% p pilots of participating aircraft as well as pilots # f. T# ]2 m7 i0 {transiting the area are equally responsible for @" M ?( _' P( C' y9 f" L5 X. ?collision avoidance. , y ]4 X+ i/ |4 ab. Controlled Firing Area- Airspace wherein . M" u9 j2 ?. e3 ?activities are conducted under conditions so ; f1 F! \7 E9 H& T* j2 gcontrolled as to eliminate hazards to nonparticipating2 e6 M- G, C. i# [5 l1 W. E aircraft and to ensure the safety of persons and 0 ?; ]+ b7 Z- T7 C# Dproperty on the ground.! D* v* D8 m0 q8 y c. Military Operations Area (MOA)- A MOA is / N8 }0 c: I- z" X$ _' Eairspace established outside of Class A airspace area- a/ A# b4 m( d. k to separate or segregate certain nonhazardous! r. C) K* M' U4 Q" P$ m military activities from IFR traffic and to identify for 5 ]9 }' g0 Z9 U4 A S8 TVFR traffic where these activities are conducted.8 ]9 X7 x! l1 E# c; g. c: ]- {* m6 y& J7 J (Refer to AIM.) * o' U* h' G6 K8 ~! @d. rohibited Area- Airspace designated under 5 I& q; p8 I- Y+ S- \14 CFR Part 73 within which no person may operate i2 `! T: B: N r9 Qan aircraft without the permission of the using: w; Q( p. |* z2 E% d# L3 a agency. # m: r c9 S1 j9 {0 X" w. e(Refer to AIM.)* }: s4 W. l9 S. R( ~/ } (Refer to En Route Charts.) : N n2 K1 F* v0 ^- {; S. ]e. Restricted Area- Airspace designated under* G; j' p3 ~- U 14 CFR Part 73, within which the flight of aircraft, + G8 C" _* W7 t* a, [' T( Lwhile not wholly prohibited, is subject to restriction.9 u/ }; q6 `- p Most restricted areas are designated joint use and" _& d3 `5 k/ d; z4 |. b4 @+ f IFR/VFR operations in the area may be authorized by8 D- b& O8 ?7 `) Y. b the controlling ATC facility when it is not being 8 e2 E, d, O9 A6 Gutilized by the using agency. Restricted areas are0 J$ Y/ e* p" Q6 t depicted on en route charts. Where joint use is 5 D# ^7 O2 b3 x3 T% u. nauthorized, the name of the ATC controlling facility - i" l+ \1 T- s3 |& N& iis also shown. - ?% H# [+ U1 m0 [(Refer to 14 CFR Part 73.); ~* X1 T+ n, O" a9 _" ] (Refer to AIM.)8 ]9 H- Q6 O- F6 C f. Warning Area- A warning area is airspace of9 j4 x- J7 x9 a defined dimensions extending from 3 nautical miles1 z! w @) i* ?& X+ N- a; V4 x outward from the coast of the United States, that* n0 k4 L4 ^9 V. V8 C3 S! j% w contains activity that may be hazardous to h' J" @! a7 q' K/ i8 ]8 t: Y, Qnonparticipating aircraft. The purpose of such8 x: R4 E3 @8 R2 c warning area is to warn nonparticipating pilots of the - D" n x. T1 @4 l8 g; D% ~potential danger. A warning area may be located over0 @# l, `9 E5 U8 P( p0 h k domestic or international waters or both. . I4 Z! G3 _( W, w, g) N7 USPECIAL VFR CONDITIONS- Meteorological z4 J9 I2 ^& | jconditions that are less than those required for basic . u3 r3 S6 K* h# l; `VFR flight in Class B, C, D, or E surface areas and1 {; q! g ^8 O n- E in which some aircraft are permitted flight under8 s% K( {) V, L- i visual flight rules. % T4 s+ x8 _1 Y' l: A5 o# k6 g; i(See SPECIAL VFR OPERATIONS.) 6 u/ `* n9 \( u" j(Refer to 14 CFR Part 91.) $ q9 a( Z( P* ]! A3 G7 \: Q6 lSPECIAL VFR FLIGHT [ICAO]- A VFR flight $ c/ r5 c$ T8 E5 Pcleared by air traffic control to operate within Class 9 ]. h/ W3 V! E5 H4 KB, C, D, and E surface areas in metrological " |+ Q- f* h9 y9 z7 Fconditions below VMC.4 J* p2 T/ D2 b! _3 w. p' P0 Q SPECIAL VFR OPERATIONS- Aircraft operating , }5 o. h, B/ r* ?; zin accordance with clearances within Class B, C, D, % k+ B. K; S/ X3 |8 Dand E surface areas in weather conditions less than the& V) q4 N6 y# H6 q2 _8 c- r basic VFR weather minima. Such operations must be/ Q7 r# S8 E7 ?7 r* N4 I5 @, n/ z requested by the pilot and approved by ATC.4 t" r- L( s1 `, W( c8 a (See SPECIAL VFR CONDITIONS.) 5 s: P% m, c6 F- \! o(See ICAO term SPECIAL VFR FLIGHT.) |7 Y2 U5 a0 ]SPEED(See AIRSPEED.) " t7 [- ?! x0 S9 ~, E0 p4 D. w5 W( c) F(See GROUND SPEED.) . W- n- T& z/ k H! }/ OSPEED ADJUSTMENT- An ATC procedure used to 2 K! J) L$ q' grequest pilots to adjust aircraft speed to a specific; s6 [( M' N4 p& q5 v value for the purpose of providing desired spacing. F& P$ O. ]% } | Pilots are expected to maintain a speed of plus or ! C4 Z# ?% g! @' Kminus 10 knots or 0.02 Mach number of the specified9 U8 o4 Q: u% p* {. h1 E4 L speed. Examples of speed adjustments are:/ h) g/ U9 Y/ N$ r a. “Increase/reduce speed to Mach point (num‐ % D, |) A% i) p' l5 z! Q- d8 |ber.)”6 _" B8 j4 r' \5 V5 u+ o b. “Increase/reduce speed to (speed in knots)” or2 y8 b, X7 \0 L$ C9 \ “Increase/reduce speed (number of knots) knots.” ; K' Z1 { N4 s3 r0 vSPEED BRAKES- Moveable aerodynamic devices& M' S1 q5 D- h, _ on aircraft that reduce airspeed during descent and 5 W$ c1 J( i# k$ y. E8 S/ qlanding. ) \: ~# K l: X2 k' E5 N, _7 jSPEED SEGMENTS- Portions of the arrival route . _$ K: _, L! z8 j* Y; cbetween the transition point and the vertex along the 9 S- x: o5 v. T. w3 v1 a; Eoptimum flight path for which speeds and altitudes j4 k1 h0 p# l3 R* ]( F are specified. There is one set of arrival speed 8 ^ ^% J6 h# I! Z2 w7 ~" k/ wsegments adapted from each transition point to each8 W2 \( o& w. u vertex. Each set may contain up to six segments. % _6 Y4 L" }1 x$ s5 l2 K' E1 nSQUAWK (Mode, Code, Function)- Activate P5 {4 G- O& t8 H* z% b specific modes/codes/functions on the aircraft2 @+ ]8 W2 G& i transponder; e.g., “Squawk three/alpha, two one zero ) l1 {/ l! Q5 t) \! ]" B( Tfive, low.” & Y! d/ w, \9 I$ G4 D, S5 Z* h(See TRANSPONDER.) M6 @5 }0 T" r9 v5 i8 zPilot/Controller Glossary 2/14/08 3 Q9 d8 @$ K4 a) C& tPCG S-6 1 y5 C0 g+ q! Z+ N" O5 ySTA(See SCHEDULED TIME OF ARRIVAL.)0 e8 e# V6 {! g STAGING/QUEUING- The placement, integration,& R$ I, M; q" z% _+ _; p and segregation of departure aircraft in designated1 o' X! A7 y. h/ q; d$ }1 l movement areas of an airport by departure fix, EDCT, M& i2 \9 o) A; ?: V: \: y5 ` and/or restriction. 7 H4 J% N% u; X( D3 rSTAND BY- Means the controller or pilot must* `+ i4 }0 f7 G! B pause for a few seconds, usually to attend to other . b7 p% S7 K+ @duties of a higher priority. Also means to wait as in! c7 r3 Y+ u" e' n$ H “stand by for clearance. ” The caller should 2 O$ ], P+ h I' K3 K- h: {reestablish contact if a delay is lengthy. “Stand by” is {* s# {" e" onot an approval or denial., K( A" t- G, P- ^( S* Q) B STANDARD INSTRUMENT APPROACH PRO‐& | Z0 P! V" j8 l' D9 \' P4 t CEDURE (SIAP)-9 @! u, W9 m6 T# O9 @9 u% M* \ (See INSTRUMENT APPROACH PROCEDURE.) $ P: t2 R5 h5 [+ r; d3 C m' ~STANDARD INSTRUMENT DEPARTURE (SID)-2 O" L( _/ p! |0 P) O# ~ A preplanned instrument flight rule (IFR) air traffic; g, y4 v+ a! E6 ?% b control (ATC) departure procedure printed for & f& i) G: X8 spilot/controller use in graphic form to provide8 }# D# o. B4 [1 i7 l* ` obstacle clearance and a transition from the terminal! L7 h0 u" w( I$ `( K$ v area to the appropriate en route structure. SIDs are ; g! i4 @: E0 b$ W+ ^primarily designed for system enhancement to . v' w; G- f Z# J: u# |expedite traffic flow and to reduce pilot/controller. J- A4 E( n I5 U2 K0 k workload. ATC clearance must always be received9 w. P5 Q3 v4 W6 a8 g7 ` prior to flying a SID., E- O3 o6 A1 H$ ]2 p (See IFR TAKEOFF MINIMUMS AND & O+ S7 o6 u/ R C" f' BDEPARTURE PROCEDURES.)* ^% ]2 K, I5 Q7 {5 c (See OBSTACLE DEPARTURE PROCEDURE.) 9 _ N6 a$ o, s(Refer to AIM.) 8 X2 ^" i8 W3 h6 i2 A9 oSTANDARD RATE TURN- A turn of three degrees ) Q" J. I7 D# b" ~* O( P1 `per second.0 L0 D3 b+ J+ ?( |2 C STANDARD TERMINAL ARRIVAL- A pre‐; ^0 a! ?7 l8 y9 \4 D planned instrument flight rule (IFR) air traffic control 1 A' H- m! o$ l, [* S) e+ carrival procedure published for pilot use in graphic/ ]( J' m/ T! _6 Y and/or textual form. STARs provide transition from 2 p+ u6 `' O; w! |the en route structure to an outer fix or an instrument ( S% J. A* j# ?) h2 |1 happroach fix/arrival waypoint in the terminal area.# }/ ]9 E3 j% M STANDARD TERMINAL ARRIVAL CHARTS(See AERONAUTICAL CHART.) 3 z0 F; W" V- c6 V7 Z: I9 G! ~STANDARD TERMINAL AUTOMATION RE‐ . M( p7 W- \* l% A) t) w1 A! ?PLACEMENT SYSTEM (STARS)- * I' V3 p2 r! M% f(See DTAS.)+ x, I, F* } w3 V) R7 j1 Z STAR(See STANDARD TERMINAL ARRIVAL.)) R3 ~. w3 x5 y3 R4 j STATE AIRCRAFT- Aircraft used in military,8 @1 p% @' P6 W: F customs and police service, in the exclusive service U- v! L G+ i7 Kof any government, or of any political subdivision, - x1 F4 p+ \" T T X4 R) pthereof including the government of any state,- W! C9 K! s Z7 U3 U& X# S) ^% L territory, or possession of the United States or the # x- P) p+ @7 YDistrict of Columbia, but not including any( s2 X! N; X3 ?; |: [ government‐owned aircraft engaged in carrying 3 i9 H% X3 w* ]4 a7 Ypersons or property for commercial purposes., z1 x- v- H1 w; B# \8 o STATIC RESTRICTIONS- Those restrictions that q8 K \1 [$ e/ l- y) w) @( P are usually not subject to change, fixed, in place,- I. C+ ] V( O+ V: ~' b! B and/or published.* c- F' u8 c T+ b2 `2 ~! \0 o: l STATIONARY RESERVATIONS- Altitude reserva‐ & }! Y2 H( ]7 E) k7 P( G& n: ^# b; ztions which encompass activities in a fixed area.% h1 V+ Y5 M2 `' q0 d1 Z: z Stationary reservations may include activities, such 7 |& j; K+ f" t, J, c7 h5 v: [4 ~as special tests of weapons systems or equipment,( P4 Z* S, [5 `/ |& p1 K* `3 J& D; W certain U.S. Navy carrier, fleet, and anti‐submarine 2 ^; R6 p" [* q1 a6 a* Q+ noperations, rocket, missile and drone operations, and 7 v2 ^; K9 a) x1 {/ Mcertain aerial refueling or similar operations.+ b6 i* W( G0 [3 R V! i \9 q STEP TAXI- To taxi a float plane at full power or $ f" U# f3 H1 ]; G3 @! W. Ehigh RPM.7 O3 z4 Y. G7 q STEP TURN- A maneuver used to put a float plane ( C' B3 }! \1 _3 c0 {in a planing configuration prior to entering an active 0 g3 z5 E% X1 z1 Tsea lane for takeoff. The STEP TURN maneuver 9 }5 D; _5 ~3 [' jshould only be used upon pilot request.4 D& @+ V' M' [$ T! ^/ ^0 ^6 Q [ STEPDOWN FIX- A fix permitting additional \7 E& s+ }$ v4 w descent within a segment of an instrument approach 4 B: {: l8 \0 Y+ G$ uprocedure by identifying a point at which a & v1 Z2 k9 z- O; h v. zcontrolling obstacle has been safely overflown. + w3 q4 I9 c) B# g u$ a1 p# XSTEREO ROUTE- A routinely used route of flight' E& B* e4 F9 S: W3 ~ established by users and ARTCCs identified by a" h! r, V5 i; S7 o coded name; e.g., ALPHA 2. These routes minimize ! M9 K5 Z9 n5 ~9 t% Fflight plan handling and communications. 8 k% G- B$ ~* \( [- @STOL AIRCRAFT(See SHORT TAKEOFF AND LANDING - J P; z7 d- x+ iAIRCRAFT.) ) ?/ f5 }/ L y: F3 v) MSTOP ALTITUDE SQUAWK- Used by ATC to 9 Z0 _0 [# r. j7 }8 L- x& f4 z- einform an aircraft to turn‐off the automatic altitude/ W0 ~2 B2 M6 H% X# j' v& \. L. R reporting feature of its transponder. It is issued when " o, G' r$ Z$ _3 T0 }1 N* l( a) bthe verbally reported altitude varies 300 feet or more ^6 \8 s% ^/ ? T9 { from the automatic altitude report. 4 `9 B; l, ? ?# l# m(See ALTITUDE READOUT.)' s) e" e) y2 [ (See TRANSPONDER.)7 D6 j$ w( V' |7 J* R! p; i" r STOP AND GO- A procedure wherein an aircraft - m/ |7 i% ^( S" G E$ Qwill land, make a complete stop on the runway, and2 ^. o* g' q+ h/ F# I then commence a takeoff from that point.0 s! j+ b: V/ ]) r (See LOW APPROACH.)/ s. V# _1 q/ z( e8 N (See OPTION APPROACH.) 6 ~5 H5 y* _; D9 X% b5 rPilot/Controller Glossary 2/14/08 {* T& k1 D% y# Q5 q1 nPCG S-7+ h5 J D5 q r2 Z4 h/ | STOP BURST(See STOP STREAM.) 4 I4 a; a! z! q* S0 B# ISTOP BUZZER(See STOP STREAM.) / `/ f! ~4 v( m0 s. m( WSTOP SQUAWK (Mode or Code)- Used by ATC to $ d9 w' \$ G7 Ltell the pilot to turn specified functions of the aircraft9 H$ C8 H6 S- W* `& y transponder off.! } u, ^ d* i! n% ~& b; S6 ^4 z; a (See STOP ALTITUDE SQUAWK.)& D! Q1 N9 z. ]1 \ (See TRANSPONDER.) 5 T* P; l' M- I' ]' `: g" [; {STOP STREAM- Used by ATC to request a pilot to $ h) z( ^, a* Y" x- b7 zsuspend electronic attack activity. 3 P& M' G3 i$ g, h% e( r: z(See JAMMING.) 1 d+ M4 O8 `! E& KSTOPOVER FLIGHT PLAN- A flight plan format' J' I1 G" O N# f, N. p which permits in a single submission the filing of a 3 R6 S" V- Q4 |sequence of flight plans through interim full‐stop $ _: Q) v2 Q% C2 D, X- q8 @. \destinations to a final destination.- A3 J9 r2 i" ~* a3 D' y" L STOPWAY- An area beyond the takeoff runway no ( H* ~. D, c. V) F) J9 Pless wide than the runway and centered upon the2 M' d$ u: X8 b$ Y( T extended centerline of the runway, able to support the + y2 C4 e' I0 O, {* G% a9 M$ j7 iairplane during an aborted takeoff, without causing 9 S4 h8 v, H0 k5 ]8 w: kstructural damage to the airplane, and designated by! r( w4 a( Q+ J% d the airport authorities for use in decelerating the 0 c& `2 K& t5 X& Oairplane during an aborted takeoff.; |7 A3 C+ H% Z: r0 Y STRAIGHT‐IN APPROACH IFR- An instrument o* N! f* f8 t, Dapproach wherein final approach is begun without$ ?/ d# ~" P2 \# ]" y( I/ Y# e. q first having executed a procedure turn, not, m! ?% H* h" D4 ]& F4 m5 w, q" q! \ necessarily completed with a straight‐in landing or 5 T, W8 s! N6 J; \: {made to straight‐in landing minimums.( i% g& e2 [: l6 m7 j0 W (See LANDING MINIMUMS.)9 P0 L8 G( L {+ a (See STRAIGHT‐IN APPROACH VFR.) ; y6 |. O# w0 r3 i(See STRAIGHT‐IN LANDING.) ( f b) v9 A4 H. I$ C8 ^8 qSTRAIGHT‐IN APPROACH VFR- Entry into the - J8 @1 ~+ d7 Y6 Btraffic pattern by interception of the extended runway0 `3 G& ?, j0 K& P o" E centerline (final approach course) without executing' ]4 ]6 b+ D4 G# j1 r$ [ any other portion of the traffic pattern.8 v* m: |% k- {; M (See TRAFFIC PATTERN.) 9 e3 d/ j/ L" h+ D$ [& n: g- @6 xSTRAIGHT‐IN LANDING- A landing made on a- [9 }6 H# ~! Q0 m* R* c- y2 W3 \3 W runway aligned within 30 of the final approach, t# S; M5 p' c: x3 N& g course following completion of an instrument / J* O, f7 w( n2 y) T9 k7 Vapproach.- r6 j: X% s1 t: }& \( i9 i" L (See STRAIGHT‐IN APPROACH IFR.) # N O, E; R' f9 RSTRAIGHT‐IN LANDING MINIMUMS(See LANDING MINIMUMS.) a2 y# ?* O |STRAIGHT‐IN MINIMUMS(See STRAIGHT‐IN LANDING MINIMUMS.) . I4 E. s1 Z; r# P3 Y- oSTRATEGIC PLANNING- Planning whereby ! H# {0 ?- ]# ]3 Nsolutions are sought to resolve potential conflicts. 8 [, P) K* V7 X) @* e8 G& qSUBSTITUTE ROUTE- A route assigned to pilots * r0 h' R6 d3 F5 G# N' rwhen any part of an airway or route is unusable- Y! { j- S6 G+ |4 ~. Q because of NAVAID status. These routes consist of: $ t5 ?. y d! }+ ~a. Substitute routes which are shown on U.S.) ^7 h& M1 \9 {5 k9 s ~ C n, g+ g Government charts.& I" y3 q% r$ z$ Z7 R b. Routes defined by ATC as specific NAVAID ( C; o1 Y7 k$ U) O5 Sradials or courses.4 s2 J" L& I3 s% x c. Routes defined by ATC as direct to or between * ]8 [" t5 D; YNAVAIDs.0 W7 e9 q, s7 X: s$ r d SUNSET AND SUNRISE- The mean solar times of2 Q9 k2 `& c U1 ~1 C) O+ C! i sunset and sunrise as published in the Nautical 7 m! h* S( c) hAlmanac, converted to local standard time for the ( B4 P6 ^: @- zlocality concerned. Within Alaska, the end of evening ( g9 N. v( `* Tcivil twilight and the beginning of morning civil* P: ?' O$ Y/ ^ twilight, as defined for each locality.8 k/ ?, t9 v- w/ i* j* G8 X2 ?, w SUPER HIGH FREQUENCY- The frequency band" \. f# _* |5 X& q6 Q9 y' m, o# n between 3 and 30 gigahertz (GHz). The elevation and 2 n( @9 S' q+ y+ r/ U# Y( Z! Jazimuth stations of the microwave landing system- X- |0 D. t* W$ W0 ^2 t4 k" R% b operate from 5031 MHz to 5091 MHz in this3 o7 k$ B3 G1 _0 e1 C* J spectrum. " M V8 }9 ?& t$ `9 V! c! k# E+ zSUPPLEMENTAL WEATHER SERVICE LOCA‐1 i1 }% g/ `, A5 o TION- Airport facilities staffed with contract, I D& ?5 Y; v. ?, U personnel who take weather observations and7 ^" P7 g9 I9 h% Z# { provide current local weather to pilots via telephone* L+ O$ L$ Y" @; `' | or radio. (All other services are provided by the parent2 Y- w/ A9 I3 G8 Y1 w7 I FSS.) ; q i$ d2 ^' u( m1 j3 R9 s1 JSUPPS- Refers to ICAO Document 7030 Regional( b5 d" j% W9 a% R5 S/ L Supplementary Procedures. SUPPS contain proce‐9 |5 d1 u. b3 q [ dures for each ICAO Region which are unique to that- r$ h* r7 U( X) B4 @ Region and are not covered in the worldwide% O( m, i ]# ?* Q V2 I+ s# l provisions identified in the ICAO Air Navigation+ ^) |& H1 t. I) ~ Plan. Procedures contained in Chapter 8 are based in9 t! j ^& b# K7 }( Z1 e; T6 i part on those published in SUPPS. / n/ N H* H; L, q5 v: }SURFACE AREA- The airspace contained by the6 B1 c, @: I1 Z# f lateral boundary of the Class B, C, D, or E airspace6 j! |5 @9 e! E, H designated for an airport that begins at the surface and 8 u0 X: b: y7 N8 P, n& Pextends upward., O P* N7 w4 x! U; M4 ~ SURPIC- A description of surface vessels in the area ' I2 Z0 L h- g' n/ G% lof a Search and Rescue incident including their+ Y6 `/ ^" p3 ^' `( z predicted positions and their characteristics.% j4 X+ I3 s- l& ` (Refer to FAAO JO 7110.65, Para 10-6-4,6 [5 y+ b# J _0 | INFLIGHT CONTINGENCIES.)! _" d i8 Q6 s' m5 o U: g) C SURVEILLANCE APPROACH- An instrument) T9 T+ P+ C6 a4 d! H5 @' s2 V approach wherein the air traffic controller issues + d, D5 a4 R- I+ {instructions, for pilot compliance, based on aircraft 5 U9 ?0 Y: E' k; g# _Pilot/Controller Glossary 2/14/08 , G6 A& {0 k# x5 J8 ?6 w. y) _PCG S-8 d" I6 A; N, _" Uposition in relation to the final approach course & @( ]( p% h& c) z0 m(azimuth), and the distance (range) from the end of ' k i( W& o/ m- }3 ^# n" {the runway as displayed on the controller's radar5 A( X9 Z! d& C1 f7 F scope. The controller will provide recommended 3 F# l v. [- a7 T4 Taltitudes on final approach if requested by the pilot.' _* _) z4 Y c/ P7 x3 m (Refer to AIM.)6 @7 m# s/ H9 K SWAP(See SEVERE WEATHER AVOIDANCE PLAN.) ! n0 x* t. H" w+ K) HSWSL(See SUPPLEMENTAL WEATHER SERVICE$ V5 ~5 S) v! W* p. X) e+ v LOCATION.)% p8 d% Z5 e I SYSTEM STRATEGIC NAVIGATION- Military 1 U* Z% J# N* Factivity accomplished by navigating along a : r8 w* t) x3 X) s2 L* ~. cpreplanned route using internal aircraft systems to 7 l9 F, C t: o0 Y% [/ Cmaintain a desired track. This activity normally " i8 ]3 w, ^/ D. j8 m" lrequires a lateral route width of 10 NM and altitude, d7 |' r- e s0 @1 O" O range of 1,000 feet to 6,000 feet AGL with some route # W' K* H. @) c \segments that permit terrain following.) ]# `% F* t, B5 ^ Pilot/Controller Glossary 2/14/08 - q, {8 D4 ^8 n+ WPCG T-1 - p$ E. q6 H9 f! g5 j; W! vT6 ] R6 B( {* N TACAN(See TACTICAL AIR NAVIGATION.) a+ ]9 H! w8 @+ @TACAN‐ONLY AIRCRAFT- An aircraft, normally. P, l" c' K% H3 i& }3 I( m0 n military, possessing TACAN with DME but no VOR ) p" ^9 W$ _1 S3 _navigational system capability. Clearances must* N1 J( E: H$ l6 w0 A specify TACAN or VORTAC fixes and approaches.. q1 ?& S6 A% f4 ~ TACTICAL AIR NAVIGATION- An ultra‐high3 m# F, H: A6 n5 U9 X4 T4 I) L frequency electronic rho‐theta air navigation aid & d" X1 P* ^7 [which provides suitably equipped aircraft a & ]2 r w- [. O, W" Jcontinuous indication of bearing and distance to the) z; g; Z3 F. Q+ | TACAN station. [1 K, U) E0 q8 r(See VORTAC.) . b) @. J& {& _7 F(Refer to AIM.) ! q6 `- p. s- J- ]5 TTAILWIND- Any wind more than 90 degrees to the % R+ d! o! x9 Q- Qlongitudinal axis of the runway. The magnetic6 a) L! E3 z/ [ direction of the runway shall be used as the basis for 0 r8 G& @: u, B2 e& q% k, Sdetermining the longitudinal axis.! G+ b# f6 K) w/ D5 S) { TAKEOFF AREA(See LANDING AREA.)# b3 o7 F5 ]3 v8 G* D TAKE‐OFF DISTANCE AVAILABLE [ICAO]- The8 | J* a/ ^7 p3 ^ length of the take‐off run available plus the length of * _5 w6 b4 I; m8 R* jthe clearway, if provided./ O. U) q1 C! f! j; ]) B7 s4 b$ b3 C TAKE‐OFF RUN AVAILABLE [ICAO]- The length 6 i9 q: J3 l7 K) f& W" G' m9 O* f0 jof runway declared available and suitable for the 5 F! a$ G( `9 \- r/ d f: aground run of an aeroplane take‐off. ' G& @% Z# \) {$ I( k+ o0 qTARGET- The indication shown on an analog# L% [- E! O! C: u display resulting from a primary radar return or a 2 [3 p3 x1 y6 V5 K$ kradar beacon reply. 7 w# \3 t+ I8 o* L(See ASSOCIATED.)3 O. r& L X1 Z5 T (See DIGITAL TARGET.)$ S' K8 }* N" W" N9 p6 H (See DIGITIZED RADAR TARGET.)6 [) z& N2 Z. P1 N9 ^ x (See PRIMARY RADAR TARGET.) 2 r- L" g/ _3 q' _' K+ h(See RADAR.) 9 }, ~0 Y2 n8 v- y, `(See SECONDARY RADAR TARGET.)- Z( B! }% ~6 }" G6 K (See TARGET SYMBOL.) % J4 T; C/ _" y* P8 {(See ICAO term TARGET.)2 r& ?$ g/ |) o/ } (See UNASSOCIATED.)7 U0 w. z1 Q6 r: M1 O8 e/ w, X TARGET [ICAO]- In radar: 9 O; a# R6 ]# { \a. Generally, any discrete object which reflects or* G9 j* [( T0 {$ P4 k v( u8 C' a retransmits energy back to the radar equipment. v: }9 f! d7 G, \ b. Specifically, an object of radar search or 5 }1 H* k6 l, }/ ~8 [4 O! Ysurveillance.6 Y5 j1 f! P- n( a, z; ~& y TARGET RESOLUTION- A process to ensure that" T% Q- j. v- v& x, [ `- L correlated radar targets do not touch. Target3 G$ s# L& r1 N& N, S# ~0 l resolution shall be applied as follows: / F9 s* ?6 Y5 }# M7 x4 j& k7 p! m& La. Between the edges of two primary targets or the 4 @! f3 O% W. q3 r- H9 h, Sedges of the ASR‐9 primary target symbol. & c* j8 s6 u9 I( A5 [0 [# D6 nb. Between the end of the beacon control slash and, ~) v, A( W8 ]: R" Y the edge of a primary target. ' \! K; f, G% Hc. Between the ends of two beacon control slashes.' c- f$ I6 i7 J. \, B0 V Note 1:MANDATORY TRAFFIC ADVISORIES. i z" R7 t% i- _- ?5 ^ AND SAFETY ALERTS SHALL BE ISSUED" a% w- `/ Z: z' H" R0 O! c WHEN THIS PROCEDURE IS USED./ a1 L) ~* @2 L Note 2:This procedure shall not be provided1 R% z( G. }! d$ Z7 f% m5 h utilizing mosaic radar systems.+ \# v6 @3 S' k- r& z; t. ?$ V TARGET SYMBOL- A computer‐generated indica‐5 k. o+ l' n$ j$ k8 ^ tion shown on a radar display resulting from a 9 L* Q+ b7 F4 d8 L+ w+ e5 ~primary radar return or a radar beacon reply.! \ _ b3 ?. {, s TAS(See TERMINAL AUTOMATION SYSTEMS.)- o. j! Z% |$ C+ w3 z TAWS(See TERRAIN AWARENESS WARNING 1 k. ~. I- i2 e, [( a9 wSYSTEM.) 1 u3 N8 V1 t) p, nTAXI- The movement of an airplane under its own ; o! N3 L8 w. X2 ^/ Jpower on the surface of an airport (14 CFR5 I% D8 N0 d b$ y. s% Z Section 135.100 [Note]). Also, it describes the 9 n/ F- Q; w8 t M% A0 Ssurface movement of helicopters equipped with, O2 X- M' P5 U( b( c; H, v wheels./ j& ~4 f+ @9 ?+ ? (See AIR TAXI.)$ `6 d' o1 V' e (See HOVER TAXI.)" m! s. H- F' e7 J) y5 ] (Refer to 14 CFR Section 135.100.), t8 n% r! c/ w1 X K/ T) D (Refer to AIM.) 9 Q {* ^1 F% R( b+ w2 Y( hTAXI PATTERNS- Patterns established to illustrate, ~$ t) X/ @0 Z+ S the desired flow of ground traffic for the different( ]- Q5 f U. \3 {( ^) F4 ? runways or airport areas available for use. 3 h. k' p+ g" e% ?TCAS(See TRAFFIC ALERT AND COLLISION1 i g; t ~& w1 P. L* Q AVOIDANCE SYSTEM.) + o$ O. [% n* ~! D2 DTCH(See THRESHOLD CROSSING HEIGHT.) # J' X) ]: w6 U3 o: Y pTCLT(See TENTATIVE CALCULATED LANDING / i# u& k. D; @/ K; f$ Z. UTIME.)' r9 d* |) o* G: |: K7 G9 e& W TDLS(See TERMINAL DATA LINK SYSTEM.) ( O2 c) q' d6 @; } N- zPilot/Controller Glossary 2/14/081 X6 e2 ?$ V% j$ D# _% I8 v9 B PCG T-2 # v$ a/ I/ z9 R5 d p( L/ PTDZE(See TOUCHDOWN ZONE ELEVATION.)* f) k# Z/ a6 H# ]( z% z# h TELEPHONE INFORMATION BRIEFING SER‐ : h/ \7 e S) M2 J/ J7 @: H0 O! }VIC E- A continuous telephone recording of + r0 Y( I" E" r3 ]0 f2 dmeteorological and/or aeronautical information. 8 {8 b8 v A& m: D8 o$ \(Refer to AIM.)9 Q. M3 }) H, _8 Z TENTATIVE CALCULATED LANDING TIME- A; k, q( _1 m1 ?. {) N: v projected time calculated for adapted vertex for each 0 [& A# ~1 x2 n& h* tarrival aircraft based upon runway configuration, : V6 ], }: f/ w& j. |airport acceptance rate, airport arrival delay period,4 F# [' v/ M _+ S) ?5 Q and other metered arrival aircraft. This time is either ; L& n6 |% [" r, D2 M/ mthe VTA of the aircraft or the TCLT/ACLT of the * w, c4 x- ~- N2 A9 qprevious aircraft plus the AAI, whichever is later. 7 y' q0 y* G$ N$ n) z& s$ S TThis time will be updated in response to an aircraft's9 B6 O8 S: z p7 }& W) p' ^ progress and its current relationship to other arrivals. n( _7 Z0 V& S1 @6 F TERMINAL AREA- A general term used to describe! Q% O2 O6 H- x% o, |# n) ? airspace in which approach control service or airport - G4 v9 `& s1 ?; ntraffic control service is provided. 6 ]6 {& \+ x# QTERMINAL AREA FACILITY- A facility provid‐9 C7 I% p, Z* o M ing air traffic control service for arriving and% _( q% g3 J3 b0 l( e7 F/ l departing IFR, VFR, Special VFR, and on occasion! j2 {. C F1 T9 q en route aircraft., @1 G" V- Y/ O1 P# a2 r/ r (See APPROACH CONTROL FACILITY.)8 G! p2 {, T m% S1 w (See TOWER.) - M: i4 G# Y/ p5 x! r& L$ H6 @/ nTERMINAL AUTOMATION SYSTEMS (TAS)-; M, t2 V' Q9 E i1 T: F. i. Q: A TAS is used to identify the numerous automated / V y5 y* b8 a% ytracking systems including ARTS IIE, ARTS IIIA, & l" Q& N# X9 _+ x+ i6 ZARTS IIIE, STARS, and MEARTS. ( c/ U/ |# T$ S3 ?, [* R9 XTERMINAL DATA LINK SYSTEM (TDLS)- A $ c6 V7 q9 E6 x3 }! Zsystem that provides Digital Automatic Terminal . P. s0 |( F5 L$ KInformation Service (D-ATIS) both on a specified8 l& _4 J8 b X7 |) U+ J( h radio frequency and also, for subscribers, in a text % p: N/ x; I6 P3 R, cmessage via data link to the cockpit or to a gate! b8 T+ Q5 o/ H& D printer. TDLS also provides Pre-departure Clear‐ . P, X7 L/ U& A5 h0 {6 k O8 }ances (PDC), at selected airports, to subscribers,) q4 d8 L6 @: }4 x' X) g- }2 w through a service provider, in text to the cockpit or to 1 D* O* y9 k8 [* pa gate printer. In addition, TDLS will emulate the2 ]' w" r- y- f+ _4 B7 r Flight Data Input/Output (FDIO) information within: l) C7 l$ ~ P% B2 ] the control tower.) D5 F/ f# L. A" h7 N TERMINAL RADAR SERVICE AREA- Airspace( F9 @! l n C) g8 K/ _3 u surrounding designated airports wherein ATC % c1 o, I) C2 u9 zprovides radar vectoring, sequencing, and separation Q6 y4 v1 i* Y: k9 zon a full‐time basis for all IFR and participating VFR/ k% l. b- w% g9 J+ Y$ r& `8 \& [' e aircraft. The AIM contains an explanation of TRSA. 2 m" {$ t& B" g+ DTRSAs are depicted on VFR aeronautical charts.% k7 y: u4 C, M7 l/ r3 V( b Pilot participation is urged but is not mandatory. % K8 h4 Z0 \' lTERMINAL VFR RADAR SERVICE- A national 5 S3 k5 I* s8 F5 ?program instituted to extend the terminal radar 3 V6 a. A2 y; T7 t b$ |2 [services provided instrument flight rules (IFR) b# z1 o9 p" h; |" }aircraft to visual flight rules (VFR) aircraft. The1 M. }# }, e ~5 u( U, a- | program is divided into four types service referred to - y& I0 j E! jas basic radar service, terminal radar service area( \6 F" }' B# {, i O (TRSA) service, Class B service and Class C service. ' G% f% I G+ T. C; G4 q0 W; m" iThe type of service provided at a particular location; Z, _( X3 {$ d) k" |* g5 y( a is contained in the Airport/Facility Directory. 3 x7 X& N" \7 Ea. Basic Radar Service- These services are* u& W2 j. ?- e8 S4 s8 {+ P+ K provided for VFR aircraft by all commissioned $ H- Q1 i3 u/ e1 o# mterminal radar facilities. Basic radar service includes # Y" k0 b3 U# X( q' j+ N |* Ksafety alerts, traffic advisories, limited radar - y3 z2 R; g1 yvectoring when requested by the pilot, and , k$ ?% j' w; ~; l5 _9 m5 Vsequencing at locations where procedures have been 2 p# x: w1 W1 [1 J: Zestablished for this purpose and/or when covered by' N6 S' R% Z* |$ l- x9 `# k a letter of agreement. The purpose of this service is to ( K: v; D5 z! x* @0 u" O# iadjust the flow of arriving IFR and VFR aircraft into . L: m; Q! D. \# Vthe traffic pattern in a safe and orderly manner and to) {. Z9 Y2 I( l provide traffic advisories to departing VFR aircraft. ?! Z9 w7 d6 q: S% s4 M% W4 c' sb. TRSA Service- This service provides, in & z. Q1 d' b! p5 h- Vaddition to basic radar service, sequencing of all IFR* k% o6 M. V- Y0 b! E and participating VFR aircraft to the primary airport % L: G+ ~+ y. l L# A, z1 o& |and separation between all participating VFR + [; L6 L) @, i, @' R( ?/ Jaircraft. The purpose of this service is to provide : F8 }% T u2 Vseparation between all participating VFR aircraft and0 ]6 P" h, r" l K: F, t all IFR aircraft operating within the area defined as a & C+ _/ c7 o1 p. i0 TTRSA.- [& G$ J' g# Z) D% ]' A% K3 M c. Class C Service- This service provides, in% C% G4 ]& {. F, w: D$ a2 t addition to basic radar service, approved separation ( b; i+ t" @9 b/ |7 dbetween IFR and VFR aircraft, and sequencing of6 ]2 o3 [4 h2 A8 m. X; ^ R VFR aircraft, and sequencing of VFR arrivals to the ( D9 t5 L1 m0 I9 J5 x9 ~( Jprimary airport.7 c5 A# Q7 e$ {1 L d. Class B Service- This service provides, in0 U( n7 S H; p$ p) n0 O addition to basic radar service, approved separation 0 B6 M( Q$ s$ p. D6 A: Q. l6 Mof aircraft based on IFR, VFR, and/or weight, and + C* ^. G5 p( g/ R* N. Fsequencing of VFR arrivals to the primary airport(s).. ^6 a& {, ]8 r5 b! p (See CONTROLLED AIRSPACE.)( \+ |* I ]/ @, G* [3 ~ (See TERMINAL RADAR SERVICE AREA.)6 g9 z E" g. G" U (Refer to AIM.) / [' L+ B @. \(Refer to AIRPORT/FACILITY DIRECTORY.)- Z9 E7 j( {7 y/ _1 l TERMINAL‐VERY HIGH FREQUENCY OMNI‐! t, g i v T) c DIRECTIONAL RANGE STATION- A very high4 M& f7 \, `9 L- u frequency terminal omnirange station located on or : {8 w) E$ r3 y. Q9 @4 a) V2 bnear an airport and used as an approach aid. 3 H9 o# d1 D1 r2 s$ i# z% [( b(See NAVIGATIONAL AID.)$ r o7 E0 i6 D/ A (See VOR.)& p" A9 ]0 e- ^$ `7 C& A TERRAIN AWARENESS WARNING SYSTEM" c( V8 Y# \: V2 m, s (TAWS)- An on-board, terrain proximity alerting- j4 A: d1 a+ f% h Pilot/Controller Glossary 2/14/08 2 F- j0 ^. K5 hPCG T-3 & d% T# a- K+ V. b" nsystem providing the aircrew `Low Altitude7 ^' ?2 H; l' m2 C: ]+ Q# d1 j warnings' to allow immediate pilot action.+ j# Q, ]6 N) @+ v6 G, ] TERRAIN FOLLOWING- The flight of a military 9 R) o% q, S& p& e" ~8 A7 maircraft maintaining a constant AGL altitude above ( m. Q" T) q# W% I5 n" ~the terrain or the highest obstruction. The altitude of9 }3 ]/ _ Q9 w* d4 U the aircraft will constantly change with the varying 7 x0 D/ q) d: T7 o4 {* [terrain and/or obstruction. 9 h% c" q% p1 a" _% cTETRAHEDRON- A device normally located on 5 b( [* |; X" J3 L, ? n. y) S" c& duncontrolled airports and used as a landing direction - c, a5 i0 Y% A! F& nindicator. The small end of a tetrahedron points in the1 ]8 |# v* H$ z direction of landing. At controlled airports, the+ L* w9 k" K D. i, |. n5 U tetrahedron, if installed, should be disregarded- y1 \4 B9 X* F. s+ H( x because tower instructions supersede the indicator.* [1 v( B& ?, ~4 r& v3 f (See SEGMENTED CIRCLE.) 9 @- J. \/ ]. v4 C: w1 f* ?: y(Refer to AIM.) 5 g Q7 a" a# X$ n( w! \TF(See TERRAIN FOLLOWING.)$ I! d0 B& {3 S4 ^; _ THAT IS CORRECT- The understanding you have2 W$ p" H5 @& r& e is right. . Z4 t/ d( S& y4 u# I" `1 ^360 OVERHEAD(See OVERHEAD MANEUVER.)3 b6 I4 F3 E# I3 Y8 z THRESHOLD- The beginning of that portion of the g; c/ P' u1 r N2 v0 b runway usable for landing.+ N3 X) @8 M2 F c' a3 A; C- K o (See AIRPORT LIGHTING.)% V5 z+ Z, o! _) f6 t% P (See DISPLACED THRESHOLD.) 1 p# V0 L& ^* { C$ b) UTHRESHOLD CROSSING HEIGHT- The theoreti‐+ |) d! e. u% f" j$ k5 u cal height above the runway threshold at which the ! {6 G9 }1 ^1 k5 u5 oaircraft's glideslope antenna would be if the aircraft 3 L5 |5 O3 z% m1 Fmaintains the trajectory established by the mean ILS1 ?3 D5 s8 q2 G% \& B glideslope or MLS glidepath." C, J3 e+ f4 n$ K$ n: F (See GLIDESLOPE.)( V% } K2 T* B! m, Q0 }- @- X" F8 \ (See THRESHOLD.) / x6 w* p6 S& T; g- a3 zTHRESHOLD LIGHTS(See AIRPORT LIGHTING.) ' ]6 a& \! j( cTIBS(See TELEPHONE INFORMATION BRIEFING : U7 T7 L' m$ A, mSERVICE.)2 x, t7 g, J5 w TIME GROUP- Four digits representing the hour % r' {. o" t& J/ h) g* ?and minutes from the Coordinated Universal Time1 L# ?# |0 x$ X9 Z3 r (UTC) clock. FAA uses UTC for all operations. The! W& a) w* ~2 m/ Q1 }3 n6 s9 j$ [ term “ZULU” may be used to denote UTC. The word 9 e& e \2 s7 z6 `“local” or the time zone equivalent shall be used to# ]. v- U. m0 b! L denote local when local time is given during radio and " ~) @6 p7 H( s6 |& otelephone communications. When written, a time ; Q: {1 s; ]) Q3 Z/ V. ~zone designator is used to indicate local time; e.g.8 n7 W5 a$ q) C* A “0205M” (Mountain). The local time may be based % \- N+ m+ O4 ~+ F2 |8 P* V4 |% ]on the 24‐hour clock system. The day begins at 0000 + |0 Q% n3 S! W d$ Hand ends at 2359.! t7 ~" d8 o7 U9 b5 e) r TMA(See TRAFFIC MANAGEMENT ADVISOR.) $ G6 L- m- M9 [7 W" x/ W% @! ]TMPA(See TRAFFIC MANAGEMENT PROGRAM% [( C& W V4 T q5 N( \4 { U ALERT.)1 b9 H2 a# [9 c E9 m# t {3 n TMU(See TRAFFIC MANAGEMENT UNIT.): X7 n3 f' P/ ~0 k( _# J: N TODA [ICAO]-3 X" ^$ P$ {: c9 e/ A* @* e (See ICAO Term TAKE‐OFF DISTANCE ( [, }0 ^, Y X; z/ d0 W- t; BAVAILABLE.)! f Y: x7 k( l# X8 w) p/ o+ [- b TORA [ICAO]- * f+ S. g. a" Z. D& O# U: J(See ICAO Term TAKE‐OFF RUN AVAILABLE.)% m5 P& y$ A" @: k TORCHING- The burning of fuel at the end of an , Q4 @+ Q( g; c ]1 k& D8 rexhaust pipe or stack of a reciprocating aircraft, F2 N/ m4 [, G* J; o" K: W engine, the result of an excessive richness in the fuel& R4 p4 X( J( W. q, ^4 D air mixture. ) z$ a5 B* a4 f; l! dTOTAL ESTIMATED ELAPSED TIME [ICAO]-& A, [8 a( ^3 s- Q F6 g( E- ^ For IFR flights, the estimated time required from " V& s0 O0 D* {take‐off to arrive over that designated point, defined 7 Q, n- `# X! {! i' F: q, f0 dby reference to navigation aids, from which it is 7 m, L0 d; f% f1 p8 Q4 \% V; Wintended that an instrument approach procedure will6 ~3 W9 R1 G3 x W. {6 o be commenced, or, if no navigation aid is associated/ T0 ]; ~" `5 s; x( j7 G/ b, j with the destination aerodrome, to arrive over the $ \4 |( F1 x P. ?3 y4 ~: ]9 Vdestination aerodrom e. For VFR flights, the* l8 S' j/ b- O estimated time required from take‐off to arrive over % Y& u: B' n/ A3 k1 }/ @the destination aerodrome. % ^5 M4 g4 a7 q2 n% }(See ICAO term ESTIMATED ELAPSED TIME.) : h' u% k* O1 F4 v0 Y- _TOUCH‐AND‐GO- An operation by an aircraft that + d) D* u: v- I Olands and departs on a runway without stopping or8 y9 @4 z* b& W8 l- b' v exiting the runway.3 [( S- S5 Q$ ~" l9 u* W1 D- ` TOUCH‐AND‐GO LANDING(See TOUCH‐AND‐GO.)& q3 [8 P; u$ _: y7 c7 ?" H TOUCHDOWNa. The point at which an aircraft first makes+ d0 a/ i' w, F, V! {8 Q7 Y contact with the landing surface.' Y0 z- s U5 J _2 s b. Concerning a precision radar approach (PAR),5 T T& U% T% n$ e it is the point where the glide path intercepts the/ O5 }) V& m# ?& d3 Z3 q+ w landing surface. 9 P* F5 d; W1 j) S( m(See ICAO term TOUCHDOWN.) & D/ X. o0 T4 wPilot/Controller Glossary 2/14/080 i% J( O! c& V! c8 \- r% J PCG T-4. d' K9 R4 R: P. z% { TOUCHDOWN [ICAO]- The point where the " _% h0 ~8 E8 Mnominal glide path intercepts the runway.$ q( Y( H3 x$ K- k8 U Note:Touchdown as defined above is only a datum, b# I! |9 J) U5 B8 @' J8 A and is not necessarily the actual point at which the 0 `, Q* p" `0 |aircraft will touch the runway.; `2 _/ A: ]. p! ~ TOUCHDOWN RVR(See VISIBILITY.)9 q3 I4 z# O( I: v+ e: Z4 R' T' x TOUCHDOWN ZONE- The first 3,000 feet of the9 m. m6 s- ]9 d e! j0 U runway beginning at the threshold. The area is used ! [" w0 |( `- w7 K% cfor determination of Touchdown Zone Elevation in3 U2 p6 R. L- X' H" R/ N( [7 e the development of straight‐in landing minimums for! L9 N$ ]+ z5 w0 I$ [ instrument approaches.0 B/ u, J/ e4 t# w) Z8 |( J (See ICAO term TOUCHDOWN ZONE.) " Z* P5 z% V/ t% e" gTOUCHDOWN ZONE [ICAO]- The portion of a4 Q- ~8 Z0 G5 w# [ runway, beyond the threshold, where it is intended$ l$ q6 e; {! m+ B6 Q$ Q" O landing aircraft first contact the runway. V: K& F/ p1 ?& a! A TOUCHDOWN ZONE ELEVATION- The highest7 Z( B+ r, ^" \ E' C" D elevation in the first 3,000 feet of the landing surface. ) l }( p# \3 P5 y X3 s2 D( z. MTDZE is indicated on the instrument approach 2 x( X, E: H2 [" ^" f; a2 l3 lprocedure chart when straight‐in landing minimums! B6 B, O: u ?, V are authorized. 3 V' S/ O! y( i5 @$ t, E" r" p(See TOUCHDOWN ZONE.)- v3 M; o& \) U: b TOUCHDOWN ZONE LIGHTING(See AIRPORT LIGHTING.) % ]% Z( l1 l: sTOWER- A terminal facility that uses air/ground 4 H+ q. m4 M( S! F1 q+ ?7 mcommunications, visual signaling, and other devices , o% W' p7 v$ o2 g3 r( \& Fto provide ATC services to aircraft operating in the3 J" m1 f ~# E vicinity of an airport or on the movement area. ! q$ L/ {0 ~: f! z$ oAuthorizes aircraft to land or takeoff at the airport1 g% T: g. Z# Z' V6 S controlled by the tower or to transit the Class D' d- z; @* |; a airspace area regardless of flight plan or weather * k: n* r, d1 n( Y$ b7 qconditions (IFR or VFR). A tower may also provide ! U2 n/ Y8 K. Qapproach control services (radar or nonradar). ; N4 [ H" Z) u7 ^9 V4 f x(See AIRPORT TRAFFIC CONTROL SERVICE.)) K o( p, }) ^ (See APPROACH CONTROL FACILITY.)) t. }" e, l) p& O" \7 A (See APPROACH CONTROL SERVICE.)0 p0 m( R, Q x ~4 d (See MOVEMENT AREA.) . U# b( ^+ t: p& u( V(See TOWER EN ROUTE CONTROL! B- ?; m/ P: i- i SERVICE.)1 [) ^: C( x, X0 I! \ (See ICAO term AERODROME CONTROL " C; b h. g& O! J+ xTOWER.)5 ^( y4 g9 W& l1 j4 b (Refer to AIM.) 1 r' T% M' f( S: W9 I0 s4 a9 lTOWER EN ROUTE CONTROL SERVICE- The ( S6 e8 K, X$ `4 D% u2 g1 Mcontrol of IFR en route traffic within delegated . |" f1 u; G) U# w4 \7 t1 qairspace between two or more adjacent approach1 j1 s+ j" o5 d- W6 x control facilities. This service is designed to expedite9 W) v$ C m" { traffic and reduce control and pilot communication9 r( M8 W; z& s' |5 \+ u1 l requirements. " ~: G c- ]+ ^# t2 u( Y+ OTOWER TO TOWER(See TOWER EN ROUTE CONTROL; e" R# c; T8 R$ U SERVICE.) 8 a3 D9 z5 f6 L! FTPX‐42- A numeric beacon decoder equipment/ t) G9 {( @1 B! Y1 r& p system. It is designed to be added to terminal radar: Y) q* U1 t7 G" C/ m: V systems for beacon decoding. It provides rapid target 9 \' P& d1 O- K* s5 Nidentification, reinforcement of the primary radar) M" v2 r; w, H6 @ target, and altitude information from Mode C.) m @/ Z5 d$ @. B (See AUTOMATED RADAR TERMINAL " I: p& z7 r% GSYSTEMS.) ; q; t' ?6 [) W% R" z(See TRANSPONDER.) 5 G( D6 Z8 G! A& {* Z. J3 ~TRACEABLE PRESSURE STANDARD- The9 ^/ p' m0 G2 g: i+ I facility station pressure instrument, with certifica‐/ f, C! \6 t1 W1 _1 e. g tion/calibration traceable to the National Institute of C# m2 ^# ]) s7 W Standards and Technology. Traceable pressure& z" _( O2 e0 `; f; \' k5 }, \ standards may be mercurial barometers, commis‐/ ]# N- z9 c4 Q {- d/ k sioned ASOS or dual transducer AWOS, or portable) R8 F# }( U" D6 s$ F/ E pressure standards or DASI., }+ q4 f$ f m9 T8 \6 H TRACK- The actual flight path of an aircraft over the . x2 U$ T" J3 e/ esurface of the earth.7 F; l, d4 _. F6 ~% Z (See COURSE.)6 `2 Z- t" V$ e7 v: i) e5 r3 G2 Z5 y H (See FLIGHT PATH.)* a& G8 _; A1 T) m0 X8 z7 { (See ROUTE.) ! z; Q" R6 m) L' }1 C6 }) |; @+ d(See ICAO term TRACK.) : K M3 \; `9 G4 @- v3 @ wTRACK [ICAO]- The projection on the earth's- i) X5 Z3 t+ l2 d' a& p surface of the path of an aircraft, the direction of0 v* y" u# ~8 L7 } which path at any point is usually expressed in( a+ ?% |+ [0 g& `2 r. [" O degrees from North (True, Magnetic, or Grid). ) f4 q( `- j( L& c6 q7 yTRAFFICa. A term used by a controller to transfer radar! K8 O: u a4 O/ S, p identification of an aircraft to another controller for . l& q7 I: q4 A+ l3 ]the purpose of coordinating separation action. Traffic$ m; J; L1 l, l" ?0 F# ] is normally issued:& a0 \8 ^/ v8 z0 e* z 1. In response to a handoff or point out,+ l* x! K+ r. M! j$ O) @" V0 f, i 2. In anticipation of a handoff or point out, or 9 k. p1 {0 Y+ o7 @3. In conjunction with a request for control of an j, Z0 |. ]- h# g: g1 Laircraft.8 p: I3 B5 E! o" Z$ ~ b. A term used by ATC to refer to one or more % z1 @ | E3 Q$ D' b. Uaircraft. - |/ i8 N8 [$ S" h1 v. _+ UTRAFFIC ADVISORIES- Advisories issued to alert + n# a/ H& o' v) }) Z) ~8 Epilots to other known or observed air traffic which8 Y. I3 v: Y4 n7 D7 k) B9 f7 i( I" L5 ? may be in such proximity to the position or intended 9 K4 T! a. v( Mroute of flight of their aircraft to warrant their& C" b# ], W% Y, w/ F attention. Such advisories may be based on:6 ]& v% v# b% [* @5 k1 |. o a. Visual observation.+ x" [' h$ [" `6 R! w5 i0 K! I Pilot/Controller Glossary 2/14/08 ( N# n, t$ i- x! lPCG T-57 f0 N5 g' W+ \ b. Observation of radar identified and nonidenti‐1 m' [& `2 x3 I1 Z1 P% u) z2 e! M( j fied aircraft targets on an ATC radar display, or 2 W" x6 @+ ^2 n* Q1 r" m( fc. Verbal reports from pilots or other facilities. , H) j5 Q' o, C! G! P% aNote 1:The word “traffic” followed by additional7 K/ J- c/ \" u/ ~( m information, if known, is used to provide such9 M9 f, ^; Y5 {" v. f advisories; e.g., “Traffic, 2 o'clock, one zero miles,' w) E8 p% @3 t; c! F" {0 p& g southbound, eight thousand.”0 e1 o$ h' b4 v- k2 S Note 2:Traffic advisory service will be provided to$ I& B$ p! @& h$ b3 \' v the extent possible depending on higher priority9 M8 L9 d; _! u( I duties of the controller or other limitations; e.g.,: t2 \" m0 l2 z! _6 y! z radar limitations, volume of traffic, frequency3 V* S: I- S5 B# n) s congestion, or controller workload. Radar/ $ }- M/ L/ k: s2 _+ h, G; bnonradar traffic advisories do not relieve the pilot - D' L9 g. D1 V" F8 |/ @" ~of his/her responsibility to see and avoid other ' E3 j* Z& X0 d* o4 I7 |aircraft. Pilots are cautioned that there are many 8 G' O) K. n! r4 ftimes when the controller is not able to give traffic 9 I4 u, L" H W# o0 W7 ladvisories concerning all traffic in the aircraft's: l1 Y( N n+ V( }! C proximity; in other words, when a pilot requests or / h+ L, Z9 h8 z: s* _$ Q" T" iis receiving traffic advisories, he/she should not ( B8 J6 ?3 s6 J- N3 bassume that all traffic will be issued. 9 D5 w5 f+ c2 _6 z) g, i(Refer to AIM.)- _6 q3 K8 H7 G: _$ d TRAFFIC ALERT (aircraft call sign), TURN : ~4 D/ w- g G: K9 g0 C(left/right) IMMEDIATELY, (climb/descend) AND8 l0 e" \6 x! H N MAINTAIN (altitude). ' u5 W* y, I. X& M$ g2 V8 p( J(See SAFETY ALERT.) ( x' r! D! ]' DTRAFFIC ALERT AND COLLISION AVOID‐ # p4 N/ G" s4 g: k! oANCE SYSTEM- An airborne collision avoidance3 t! J2 W9 U9 O& Q- x& L system based on radar beacon signals which operates( V5 n, F) \' U6 X- C7 p+ ^5 y independent of ground‐based equipment. TCAS‐I9 `9 g* h+ Q. `: S( e; \6 [6 v generates traffic advisories only. TCAS‐II generates 8 F( I& r% |6 |5 ^8 I+ T V; atraffic advisories, and resolution (collision avoid‐( }: O" ~+ f" y8 k8 ^ D/ P ance) advisories in the vertical plane.( c [! H& U6 ?2 F+ h& @# ^; `) s# K TRAFFIC INFORMATION(See TRAFFIC ADVISORIES.)+ Y: S v9 ~* h; [2 h TRAFFIC IN SIGHT- Used by pilots to inform a ) u& S/ Q& h k, Hcontroller that previously issued traffic is in sight.# c9 Z& a" u, v5 w- G! O (See NEGATIVE CONTACT.) G$ l3 T4 U4 Y(See TRAFFIC ADVISORIES.) - P- A0 l% Y) eTRAFFIC MANAGEMENT ADVISOR (TMA)- A v9 W' a" c M- Fcomputerized tool which assists Traffic Management# e2 b7 X. P. [0 ^; h Coordinators to efficiently schedule arrival traffic to/ s/ i+ `. A( W- A/ l _9 m& ]! B a metered airport, by calculating meter fix times and / N/ z: h- G+ X" ^+ ^5 idelays then sending that information to the sector! n, A7 x1 a4 U- W0 E controllers. ! G" a6 K8 x' c/ _$ H( m! O) B9 gTRAFFIC MANAGEMENT PROGRAM ALERT- : e0 B! o3 ~7 m3 ]A term used in a Notice to Airmen (NOTAM) issued 2 v1 R1 R: [/ Vin conjunction with a special traffic management 3 A* Z# }$ s( O' G/ }; Pprogram to alert pilots to the existence of the program : I$ e h$ i, R9 Dand to refer them to either the Notices to Airmen # Z9 S' [2 L! ?7 R% |publication or a special traffic management program & W8 H* R9 ?8 |2 {advisory message for program details. The contrac‐ t; U" D% a5 {/ A' P tion TMPA is used in NOTAM text.6 p. j0 R7 J+ n. t6 O4 t TRAFFIC MANAGEMENT UNIT- The entity in. S4 K4 s+ L. `4 b* k ARTCCs and designated terminals directly involved ; @+ R0 `/ b; G1 R F% Ein the active management of facility traffic. Usually , C: s3 g" t2 ^" q) }; funder the direct supervision of an assistant manager : _7 S# A6 s1 t4 ~' e; Ffor traffic management. ' z& z! G/ F4 T2 ^3 {TRAFFIC NO FACTOR- Indicates that the traffic' h7 r5 V! `. H+ l described in a previously issued traffic advisory is no 7 M+ P4 m( z0 x' qfactor. 6 N& p9 s D! e% t: BTRAFFIC NO LONGER OBSERVED- Indicates ! ?* `3 x+ L" T+ N$ z& M2 athat the traffic described in a previously issued traffic7 L* x9 S6 z1 }5 A advisory is no longer depicted on radar, but may still- \ c; o' @$ n1 g3 d4 ] be a factor. 4 o7 ?& \2 Z1 W1 R1 A( oTRAFFIC PATTERN- The traffic flow that is , O8 r: L" c! M5 i% Sprescribed for aircraft landing at, taxiing on, or taking; a3 u% O. e- l6 C; r3 ~ off from an airport. The components of a typical* i, C- I6 w v( L1 h traffic pattern are upwind leg, crosswind leg,& o# o0 \- }' `( F, w downwind leg, base leg, and final approach. & ^# `+ J' R) p# h( Ta. Upwind Leg- A flight path parallel to the! i( j+ }; Y5 ~. B# V landing runway in the direction of landing. ! b% d5 U. ]" r$ ab. Crosswind Leg- A flight path at right angles to ! f* F: i4 T4 N* T( {the landing runway off its upwind end.8 `- l; t4 W6 p c. Downwind Leg- A flight path parallel to the 0 _; _9 y# a) O5 |; Rlanding runway in the direction opposite to landing. ' ^" U1 h- C% A* }- VThe downwind leg normally extends between the 0 }9 R8 Q( H% U1 C+ v0 P' L8 K2 {: T$ Qcrosswind leg and the base leg.- q7 B7 f* M1 K4 i" k d. Base Leg- A flight path at right angles to the2 o$ m7 L8 J7 O, [9 U landing runway off its approach end. The base leg 4 i8 ^0 f! ~$ K3 t, X! jnormally extends from the downwind leg to the x. M4 U: C& { m intersection of the extended runway centerline.3 p* B5 ]1 G* `1 G e. Final Approach. A flight path in the direction of! O+ q. [( d! @ landing along the extended runway centerline. The; o2 {) k$ L8 r5 W3 o final approach normally extends from the base leg to % q) ^/ T6 R: R2 N- c1 Wthe runway. An aircraft making a straight‐in approach+ F, w7 i+ N6 K# g# I. E VFR is also considered to be on final approach.! I/ i4 p+ C: ^4 S% W4 [" n/ b (See STRAIGHT‐IN APPROACH VFR.)" {) G3 [& R3 j/ C. r) Z) v (See TAXI PATTERNS.): [, D3 _5 j* i (See ICAO term AERODROME TRAFFIC : c; ]2 u$ h6 Q7 [( wCIRCUIT.) 1 Q" |( f$ i# ?) y4 L(Refer to 14 CFR Part 91.) ' x% o6 H6 e* L9 R* s. @/ U(Refer to AIM.)4 `, B; Z7 M$ D, h3 N _ TRAFFIC SITUATION DISPLAY (TSD)- TSD is a 6 g- C3 H4 d. H0 H' lcomputer system that receives radar track data from+ s" a- S+ i9 i4 E all 20 CONUS ARTCCs, organizes this data into a' c6 Q; g* X. @$ ~2 l mosaic display, and presents it on a computer screen. ' J- t6 q4 p9 }: U% g5 D% q1 ^Pilot/Controller Glossary 2/14/08 / e# [0 q; Z$ w- e! I6 C: bPCG T-6 2 {3 e: H9 e# y; M9 Z! hThe display allows the traffic management coordina‐( x# m7 f$ u. {6 J( t+ O( Q tor multiple methods of selection and highlighting of" Y& {/ m% u% F, y0 j( m individual aircraft or groups of aircraft. The user has 0 ^1 A0 F8 n" N! G- |- F- Rthe option of superimposing these aircraft positions & R- e+ L7 A. ]8 K* k2 o ?1 Dover any number of background displays. These , p/ T. E2 S: E2 N) [background options include ARTCC boundaries, any & \) a) C1 m+ W- hstratum of en route sector boundaries, fixes, airways,: U# O: v# N' }& D military and other special use airspace, airports, and) o9 f5 e& l; D' m E$ O geopolitical boundaries. By using the TSD, a& @2 @% K/ X$ r2 U coordinator can monitor any number of traffic% c; J! u7 G) U situations or the entire systemwide traffic flows. 1 B, _* Q" @% y' UTRAJECTORY- A URET representation of the path5 h- ~3 {8 J: U9 Z# [0 o; [5 E6 q0 n an aircraft is predicted to fly based upon a Current' J: B# X/ _+ d# K Plan or Trial Plan.0 p7 Y! c8 ~# X' g6 o (See USER REQUEST EVALUATION TOOL.) M8 K/ M" l% V& O" `4 z TRAJECTORY MODELING- The automated pro‐0 U2 {9 V$ k4 P$ {: U3 m0 o cess of calculating a trajectory.3 m6 g$ D4 i j. o; c" c; J TRANSCRIBED WEATHER BROADCAST- A . g: w) E4 D' a' V/ L- u' d! ?continuous recording of meteorological and aeronau‐ # u r; z' n9 ^# F4 Itical information that is broadcast on L/MF and VOR6 t8 m6 Q* s5 t* M) n facilities for pilots. (Provided only in Alaska.)0 V ?6 M" f& \* d V/ x (Refer to AIM.) 7 \9 G1 H/ E: i* h( h3 t9 `7 ?TRANSFER OF CONTROL- That action whereby / ?) a4 \$ y+ @: L( l' ?the responsibility for the separation of an aircraft is9 I/ G/ I/ L' x n0 Z/ o/ z- \ transferred from one controller to another. ' C) G! _4 `6 O u(See ICAO term TRANSFER OF CONTROL.) ' r) o3 P& ^9 V$ QTRANSFER OF CONTROL [ICAO]- Transfer of 2 p3 H7 W& Z0 J( ^- K% k8 p% M% y |responsibility for providing air traffic control service.0 W, p0 C, k7 B TRANSFERRING CONTROLLER- A controller/ 1 A1 \, K! h6 O6 |& N9 ofacility transferring control of an aircraft to another4 V8 q5 ]/ p* N4 | g controller/facility. 1 j: h1 N8 {2 u' J% y(See ICAO term TRANSFERRING1 A) K, S& z) d$ ^2 c UNIT/CONTROLLER.)1 S; ~/ p" S M7 K8 Z9 F5 t: X6 O TRANSFERRING FACILITY(See TRANSFERRING CONTROLLER.). I/ ]/ j) \" ~" h8 q: u8 X TRANSFERRING UNIT/CONTROLLER [ICAO]- : E6 z* p0 s; R/ K+ U6 \Air traffic control unit/air traffic controller in the9 _. ?+ m% R# L, ? process of transferring the responsibility for ! [: b9 s' F+ Y. lproviding air traffic control service to an aircraft to 9 ], ^2 }- E8 @1 tthe next air traffic control unit/air traffic controller 6 m, h# \9 @7 H4 jalong the route of flight.9 I7 Z; H. d0 l0 z, j Y% i Note:See definition of accepting unit/controller.& ]1 b8 h+ Q( x4 F TRANSITIONa. The general term that describes the change from ; L$ z: t3 }- T. M- }# Lone phase of flight or flight condition to another; e.g., ! f. y/ p3 b+ J. r; }: Gtransition from en route flight to the approach or9 \& B5 a! f1 N5 x( I. P transition from instrument flight to visual flight. 0 K% h8 c& n1 c; S6 S4 N& x! \b. A published procedure (DP Transition) used to % C$ v; n2 v W0 I6 Aconnect the basic DP to one of several en route 9 k& e* h5 y5 H6 Q* Qairways/jet routes, or a published procedure (STAR' ~8 H+ S' E d$ v Transition) used to connect one of several en route ! S" u9 ?& |2 R+ Dairways/jet routes to the basic STAR. : ~) R. P- n! a9 X(Refer to DP/STAR Charts.) 2 j% g/ ^2 L# X5 z2 H+ F4 g* pTRANSITION POINT- A point at an adapted ! M: `# K. v. ]number of miles from the vertex at which an arrival & D9 p2 q+ K4 B# G. R1 N" {7 eaircraft would normally commence descent from its & R8 D j. j6 T& |- [en route altitude. This is the first fix adapted on the % Q: q" Q o' f" J* sarrival speed segments./ E) z f' B# g6 m TRANSITION WAYPOINT- The waypoint that ' y$ n1 r- b h* |0 V# `4 Ndefines the beginning of a runway or en route 1 w! k$ V! J6 z- ktransition on an RNAV SID or STAR. 6 |2 g' P7 }8 N! A! h8 v1 yTRANSITIONAL AIRSPACE- That portion of, i" S% ?4 o+ y: C% D controlled airspace wherein aircraft change from one : q4 O6 [1 S4 I& C/ zphase of flight or flight condition to another.9 z! j+ n: v6 H/ t TRANSMISSOMETER- An apparatus used to3 z+ x3 I, J$ e, F1 a determine visibility by measuring the transmission of - d( N% I( a, x& X) ^, J- t5 llight through the atmosphere. It is the measurement! v" b, |, L# V1 M/ d source for determining runway visual range (RVR)8 A+ T' {8 M# E8 f# K# H7 L and runway visibility value (RVV).+ t4 Y# a" V: E/ P& ~5 K (See VISIBILITY.) ! W: I% v( r: z' t5 DTRANSMITTING IN THE BLIND- A transmis‐8 ~6 ^' M) H7 y8 u sion from one station to other stations in / X# h# ^1 D. i4 b5 ccircumstances where two‐way communication * U! w( X- B0 J, j- c. gcannot be established, but where it is believed that the - K$ w& I$ W3 q$ @1 ucalled stations may be able to receive the- T0 s. L$ X) t( o transmission. ' q2 A$ Q- x% u4 Q+ ^* B0 z4 GTRANSPONDER- The airborne radar beacon0 W! u2 M6 z2 C8 s2 e0 O# V! F( C receiver/transmitter portion of the Air Traffic Control5 k4 Y }. I9 P2 A* W7 h Radar Beacon System (ATCRBS) which automati‐+ |/ f) n/ B& K! Y% `9 }! N6 `5 a cally receives radio signals from interrogators on the : C; e; Y- c3 Gground, and selectively replies with a specific reply 8 J H& t# `0 r2 m8 I4 i" bpulse or pulse group only to those interrogations5 F8 y+ g/ f) L: X. |3 ~% a5 l being received on the mode to which it is set to \& a$ ?; T2 arespond. 2 ]4 d& x; q. s% A0 X& N! R6 t# T+ h, f; U(See INTERROGATOR.) " s1 B! P+ z9 t& g(See ICAO term TRANSPONDER.)9 w! ^0 N9 ]. y. c( o0 q! p (Refer to AIM.) B, @) c9 R# e' [' MTRANSPONDER [ICAO]- A receiver/transmitter 5 q5 R c1 M3 B, c9 a1 H5 twhich will generate a reply signal upon proper + E2 V9 ]1 j& p3 ]interrogation; the interrogation and reply being on& G& _, ~4 Q) R% O different frequencies.6 A4 W; R2 @( p TRANSPONDER CODES(See CODES.) " S2 V$ [/ U9 \" _1 y/ tPilot/Controller Glossary 2/14/08 + {! L; ^8 ^* u6 i6 j( SPCG T-7) |! Z5 v# P" B3 X# _8 F TRIAL PLAN- A proposed amendment which7 n3 W$ a* z' y- f- y$ @5 \ ^ utilizes automation to analyze and display potential2 Y* K/ A5 M# J5 c7 z conflicts along the predicted trajectory of the selected 8 y: d/ x5 h" @* D9 y2 faircraft. ; @3 S( l* ^' P6 u, H" |0 ~TRSA(See TERMINAL RADAR SERVICE AREA.) 4 e% f0 Z. x. m5 ~4 z1 RTSD(See TRAFFIC SITUATION DISPLAY.) / w, g$ ~: v) E8 G$ w1 v, @TURBOJET AIRCRAFT- An aircraft having a jet 0 z4 b7 K- p5 i8 I/ ?engine in which the energy of the jet operates a7 t3 `* ~: W) M2 ^( A turbine which in turn operates the air compressor. 7 R4 j7 N% ?7 t2 aTURBOPROP AIRCRAFT- An aircraft having a jet0 e- _* q! l y; Q8 P5 m+ ^+ _ engine in which the energy of the jet operates a : j4 }! g0 u9 m M' J! g" _turbine which drives the propeller. + i W! M) g) ~, x LTURN ANTICIPATION- (maneuver anticipation).* F8 ~7 w$ G" n TVOR(See TERMINAL‐VERY HIGH FREQUENCY0 {7 }' o/ L) {3 d% R1 W+ I OMNIDIRECTIONAL RANGE STATION.). L, L; M9 `; d- b/ ^+ N$ A8 ^ TWEB(See TRANSCRIBED WEATHER BROADCAST.) 6 K4 s1 I e% |# rTWO‐WAY RADIO COMMUNICATIONS FAIL‐ # H4 b6 ]# p- Y+ f$ ^URE(See LOST COMMUNICATIONS.) % ~# I8 |/ M4 j4 l* i D: QPilot/Controller Glossary 2/14/08" E6 M1 j) B, c7 W7 T( O9 P7 ~! r1 g PCG U-1 7 ^: ~1 j* E- O! \* G; ?U % G$ ~ E" R2 _0 q2 gUDF(See DIRECTION FINDER.) 7 s1 `, o# j7 L. @UHF(See ULTRAHIGH FREQUENCY.)4 P2 a- n: l5 r ULTRAHIGH FREQUENCY- The frequency band4 O2 H) m* W" k4 g between 300 and 3,000 MHz. The bank of radio" D6 u5 d9 K2 ~ frequencies used for military air/ground voice5 _: h; ?& t% [7 R0 g communications. In some instances this may go as5 I3 ^2 k* j& D* z0 F2 R low as 225 MHz and still be referred to as UHF.& f, M& Q/ `3 ^# i* f0 e ULTRALIGHT VEHICLE- An aeronautical vehicle 9 e" V) O# T S; ~! \& `1 Boperated for sport or recreational purposes which ; S4 c( a; `4 {8 |7 [4 ]5 ldoes not require FAA registration, an airworthiness3 U- h9 m$ W) C* }6 @+ Y certificate, nor pilot certification. They are primarily2 L. o' P7 F9 M) A; ~: Y single occupant vehicles, although some two‐place& \* k5 M I3 h6 R, ^& e vehicles are authorized for training purposes. " Y; I* R# `! ?9 f" y5 E4 L# FOperation of an ultralight vehicle in certain airspace . A% c" f3 N& j$ D# Hrequires authorization from ATC. - @. W* r5 Z& [; ]& c6 S(Refer to 14 CFR Part 103.) ; S. L- Y2 I5 p$ `' OUNABLE- Indicates inability to comply with a/ T2 T+ U! V! p specific instruction, request, or clearance. / f% ]) R. I4 m P$ C9 q4 G* fUNASSOCIATED- A radar target that does not . p" W% ]& u( {$ Odisplay a data block with flight identification and: v1 N9 x) Z) N0 J* s8 K altitude information.8 Y. |. h; L" ?% o: j (See ASSOCIATED.)6 O6 K' V; T/ Y. S UNDER THE HOOD- Indicates that the pilot is ! \2 Y/ x, \2 Z' W4 \using a hood to restrict visibility outside the cockpit! x0 S' q# u0 V: k+ p while simulating instrument flight. An appropriately % F) W" t' e7 o$ J; hrated pilot is required in the other control seat while 8 Z. |$ h9 I% |& @7 Uthis operation is being conducted.+ S2 G: f' \* J$ n! U' k M* p. q (Refer to 14 CFR Part 91.)( V1 j+ `% ]! l) H7 `( f0 M* s UNFROZEN- The Scheduled Time of Arrival (STA) $ Q3 L' c, k$ Xtags, which are still being rescheduled by traffic2 [& F O% L2 D1 s management advisor (TMA) calculations. The 9 h C0 b k: {5 C, k1 C( t/ p Yaircraft will remain unfrozen until the time the 1 K' _, ^6 Y; m& \# `/ y5 T4 }corresponding estimated time of arrival (ETA) tag ! Z4 v$ h+ G- `1 hpasses the preset freeze horizon for that aircraft's0 ^- }1 ~4 k- r0 |: U+ ]- v stream class. At this point the automatic rescheduling - E3 K; W* W) b/ o' Rwill stop, and the STA becomes “frozen.”1 g @: k! _$ a: y UNICOM- A nongovernment communication facil‐& d' j* C2 z. n' y) Z" e* K8 b ity which may provide airport information at certain ! s: a1 k1 {* Y- B; C0 y6 [; [# fairports. Locations and frequencies of UNICOMs are # D# J) N/ R- ^* ~+ Bshown on aeronautical charts and publications. 5 h& ]$ y' U$ d4 ~' F0 V7 I(See AIRPORT/FACILITY DIRECTORY.) 3 o6 K$ {: \$ E7 J0 Z+ W(Refer to AIM.) 2 [8 B5 g) D8 E! U9 z4 T0 {UNPUBLISHED ROUTE- A route for which no $ q$ h( ?+ S! Z+ aminimum altitude is published or charted for pilot % Y0 b d' i9 |1 P% g9 P% ^: Quse. It may include a direct route between NAVAIDs, . H3 y) i6 ~' [8 e3 va radial, a radar vector, or a final approach course % X/ C& P V" V' @0 bbeyond the segments of an instrument approach + R" v2 l) a( {' y7 y! i9 F4 Xprocedure.2 k; z3 ~/ n" w/ n! l (See PUBLISHED ROUTE.)/ i, l) p0 G7 m5 ^' |7 X9 ~/ } (See ROUTE.); Z/ j; ~8 }% }/ G$ { UNRELIABLE (GPS/WAAS)- An advisory to! }8 t0 q. v P: a0 h) P' T pilots indicating the expected level of service of the 2 i" A8 X4 [, n- I. }GPS and/or WAAS may not be available. Pilots must3 L! L2 j- k* O" P5 e" ]8 f then determine the adequacy of the signal for desired 4 r) Q, e( k! H1 b# g9 duse.1 }- h- ?: b2 k# m UPWIND LEG(See TRAFFIC PATTERN.)1 x) j5 E0 i2 X+ v5 D0 u7 a URET(See USER REQUEST EVALUATION TOOL.) # ?5 E2 S2 Z% i+ }2 q4 PURGENCY- A condition of being concerned about& ]( G' [8 B ]) r: p safety and of requiring timely but not immediate- a" C5 m: q6 Y. a assistance; a potential distress condition.! E0 J+ @' r+ O$ v( R (See ICAO term URGENCY.) * G# x: `: N: P% u* UURGENCY [ICAO]- A condition concerning the) i1 m' K3 q3 q2 ~% a- w& ~ safety of an aircraft or other vehicle, or of person on+ r& q+ y& x. Q. |. | board or in sight, but which does not require 4 [- D# \& H: f/ |immediate assistance. - B: P# C3 A- C/ ZUSAFIB(See ARMY AVIATION FLIGHT INFORMATION 2 c- [9 x7 X6 X! i' zBULLETIN.) / W' k/ e! Z' h0 z: ~USER REQUEST EVALUATION TOOL (URET)-, j8 A" C6 o8 u" p4 B; W7 k User Request Evaluation Tool is an automated tool' B! C# F5 E; ^0 q* E provided at each Radar Associate position in selected, w0 ^: N' k& d9 X+ X* D En Route facilities. This tool utilizes flight and radar8 M3 _ _6 N) V* N data to determine present and future trajectories for ; e. z7 {* @9 f nall active and proposal aircraft and provides 4 Q4 i- X2 A( I! n7 @1 E# [enhanced, automated flight data management.0 C" P" `2 f5 f UVDF(See DIRECTION FINDER.)% E, X$ b5 Z) \8 |9 x* G5 t Pilot/Controller Glossary 2/14/08# W; F6 T8 e% l, ] y* U( d PCG V-17 X# h1 D% {$ Q V ' Y$ f* h& m- C# e+ wVASI(See VISUAL APPROACH SLOPE INDICATOR.), I4 V! f3 S2 O% h( p+ N VCOA(See VISUAL CLIMB OVER AIRPORT.) 8 Q, g: N4 s( C, `" d# ?& i* P3 FVDF(See DIRECTION FINDER.) % i3 I* x. {+ v8 kVDP(See VISUAL DESCENT POINT.)4 ~9 X& _5 a0 ~. i8 i! A2 O+ Z' G VECTOR- A heading issued to an aircraft to provide/ b3 j: a) s) P( O2 y navigational guidance by radar.3 c1 }4 z/ q" h( u x- l$ a (See ICAO term RADAR VECTORING.)& q# e% o, ]1 B6 r VERIFY- Request confirmation of information;1 j! I; Q* ?8 l+ s& o e.g., “verify assigned altitude.” % P! K* o! W W; A7 n% [( c9 }VERIFY SPECIFIC DIRECTION OF TAKEOFF 6 L! c7 y: \) _4 E(OR TURNS AFTER TAKEOFF)- Used by ATC to) ~2 z9 H! p+ b1 s9 R+ @1 f7 _ ascertain an aircraft's direction of takeoff and/or ' i+ G: {9 Z- t$ o% h9 y& qdirection of turn after takeoff. It is normally used for$ l" O E' `" m7 f: v IFR departures from an airport not having a control J) N5 y' O7 c- b3 y# n3 etower. When direct communication with the pilot is ' O' y; R$ v- }& g8 Z2 D- gnot possible, the request and information may be 1 x6 F% y- S$ k1 Z/ D# Nrelayed through an FSS, dispatcher, or by other C& _5 @( e) ]8 R$ O means.- `9 i& Z( u, p0 W9 e/ Y, V) D% J4 p% w3 z (See IFR TAKEOFF MINIMUMS AND. ^" i( w0 D( t/ g3 D5 t0 a+ @ DEPARTURE PROCEDURES.), B& D& k0 i7 D9 P# F VERTEX- The last fix adapted on the arrival speed . g+ \' @3 c% O1 ^segments. Normally, it will be the outer marker of the4 `" P9 ~6 p. o& }, ~* y runway in use. However, it may be the actual/ P }7 m! k1 T. [4 z) } threshold or other suitable common point on the # F( t1 Y" q- @/ R6 P' Napproach path for the particular runway configura‐, u! r0 D3 L/ j6 k tion.5 }5 B; R7 t. p* o VERTEX TIME OF ARRIVAL- A calculated time of 3 U' H) p. n+ Y2 ?% g0 k& t" c& ^aircraft arrival over the adapted vertex for the runway2 G& j9 j9 _9 M" l configuration in use. The time is calculated via the4 E/ _. b# R% }8 U( j: i optimum flight path using adapted speed segments. " I, Q% |- z& C4 i: o; v6 E8 sVERTICAL NAVIGATION (VNAV)– A function of + F& Y' y- w" S2 j2 Garea navigation (RNAV) equipment which calculates,( e, a$ X0 |: e; h displays, and provides vertical guidance to a profile2 l9 t& D5 K8 P' _ or path. ; V* u, J2 ~6 a& ~VERTICAL SEPARATION- Separation established " B- j; ?( X0 j' r. d5 F! m: mby assignment of different altitudes or flight levels.* Q7 x% d; A+ ]* j (See SEPARATION.) + p$ [! F! T; @ T9 U(See ICAO term VERTICAL SEPARATION.)3 j5 L% Q4 A4 E% |+ r# q1 O VERTICAL SEPARATION [ICAO]- Separation2 R, w+ _* n3 Z- e' g between aircraft expressed in units of vertical6 r( D# X3 R, n9 k% @. ^! O distance. $ A7 \$ w9 f5 I yVERTICAL TAKEOFF AND LANDING AIR‐$ C" v# t' t y7 R; }8 r CRAFT- Aircraft capable of vertical climbs and/or ' b3 v( U% p0 Kdescents and of using very short runways or small5 L i: _ P, M& q+ E" e areas for takeoff and landings. These aircraft include, ?/ @& ]# J% N5 ^+ v7 @ but are not limited to, helicopters.2 F# Q# g! _9 i5 \0 Z; b+ a (See SHORT TAKEOFF AND LANDING . P* E. ~+ H9 ^2 z" J3 pAIRCRAFT.) 7 ]" p. B3 ?9 y( ~& vVERY HIGH FREQUENCY- The frequency band$ i0 T6 K8 ~- R' z# z( w' O between 30 and 300 MHz. Portions of this band, 108& o" C1 l6 m+ g: V0 [% L/ o to 118 MHz, are used for certain NAVAIDs; 118 to 2 a1 q( k. g& m( D) b/ f4 F5 l136 MHz are used for civil air/ground voice 6 h6 i. T" }- j) i8 wcommunications. Other frequencies in this band are W2 V7 R, u' E) U% _1 s% Vused for purposes not related to air traffic control. ; k- N! O# b8 X) p# z2 z4 pVERY HIGH FREQUENCY OMNIDIRECTION‐9 x5 `- L3 k' g7 p AL RANGE STATION(See VOR.) . _! E& D d$ q2 sVERY LOW FREQUENCY- The frequency band . \# |3 V) h5 j/ @ ubetween 3 and 30 kHz.8 E; U& v+ r; d0 ~; o s; I2 z VFR(See VISUAL FLIGHT RULES.) 9 z& v' P' A' L- \& pVFR AIRCRAFT- An aircraft conducting flight in8 ^- k D" } j/ y ~! B5 S, ` accordance with visual flight rules.' `" I# ], R: n (See VISUAL FLIGHT RULES.) ) L. o! m1 v2 T# _) N4 B5 Y6 dVFR CONDITIONS- Weather conditions equal to" \3 A8 S; p4 d+ x$ I) y or better than the minimum for flight under visual* Y7 w K( z. X( Z4 L+ F$ t flight rules. The term may be used as an ATC & S% J" H9 {* ~3 m7 L/ sclearance/instruction only when: 2 Y% t) P" m, C. b9 K1 ra. An IFR aircraft requests a climb/descent in ) G" c/ S( g M8 XVFR conditions. * i8 I- }& P( H f2 }b. The clearance will result in noise abatement % k& |! \- f/ z' O, g2 h* Hbenefits where part of the IFR departure route does ( H( {( B5 F6 @9 M1 H/ s( ]/ k2 vnot conform to an FAA approved noise abatement % q2 {+ g! E: ` L! o- j/ troute or altitude.* v: l1 @) n' v c. A pilot has requested a practice instrument & v# `. N# L2 g1 ]3 Kapproach and is not on an IFR flight plan. 3 @8 U$ C3 M- {Note:All pilots receiving this authorization must, D2 ?% _6 s* `7 C ] v6 L2 C4 { comply with the VFR visibility and distance from: P) [: s% f4 _& D$ ^1 m9 W cloud criteria in 14 CFR Part 91. Use of the term$ w: Z4 B3 c, D5 w( R( g3 w% v K does not relieve controllers of their responsibility to. S' K" ]- ~: j& S0 n. ]& [ separate aircraft in Class B and Class C airspace 1 b. z$ h6 h4 f! S' c; `or TRSAs as required by FAAO JO 7110.65. When& {* G0 S; f$ `' A Pilot/Controller Glossary 2/14/08 2 X9 R; L8 ?1 B5 A1 |. mPCG V-24 E# {3 [. q1 A3 S$ \ used as an ATC clearance/instruction, the term , P. H( b* E% O4 Kmay be abbreviated “VFR;” e.g., “MAINTAIN . w- F; `& E+ t' Y; T" d0 PVFR,” “CLIMB/DESCEND VFR,” etc. 3 |3 k; O2 R; d$ B# g; [VFR FLIGHT(See VFR AIRCRAFT.). r9 t7 h9 n5 d: C |: ] VFR MILITARY TRAINING ROUTES- Routes " S6 O: E9 q3 F/ {1 P3 R% ]used by the Department of Defense and associated : g1 i2 J- w! ?Reserve and Air Guard units for the purpose of 8 Y( c$ p3 n1 k+ e* F' I. D: {/ |" ~conducting low‐altitude navigation and tactical; D B! \+ p1 q. E' {% P training under VFR below 10,000 feet MSL at0 F% X$ k3 e7 Y' A airspeeds in excess of 250 knots IAS." Z0 N9 E: t7 Q1 o2 D VFR NOT RECOMMENDED- An advisory 1 z" A9 K: y7 Y& O0 N9 Y4 Z0 rprovided by a flight service station to a pilot during 8 [ M$ d; S7 h$ s2 B$ g, Ca preflight or inflight weather briefing that flight; G. U7 ?! y2 y1 r: ] under visual flight rules is not recommended. To be 1 o& P% n j3 g! v$ h% y Dgiven when the current and/or forecast weather' V1 v, F! K' D1 r/ }+ t' d conditions are at or below VFR minimums. It does e6 N$ P0 Z' T% vnot abrogate the pilot's authority to make his/her own C( J) W5 {( ~$ ], ydecision./ a' R. H! m5 Z7 v) \2 x$ ]! a- m VFR‐ON‐TOP- ATC authorization for an IFR9 G1 T+ s( ^- N1 Z aircraft to operate in VFR conditions at any7 _5 x+ W0 Y" f) E1 ]; s5 m appropriate VFR altitude (as specified in 14 CFR and 0 V/ R0 [- O! x* U7 Fas restricted by ATC). A pilot receiving this ! k) q3 B7 k0 {/ f+ zauthorization must comply with the VFR visibility, ! V3 X& Z4 \2 \% G: ]4 |- vdistance from cloud criteria, and the minimum IFR 7 N: O, d o5 taltitudes specified in 14 CFR Part 91. The use of this/ X$ k# V( v, l$ @ term does not relieve controllers of their responsibil‐6 h. G1 \0 F8 t; L; h) o6 ` ity to separate aircraft in Class B and Class C airspace " t0 n, N: h2 lor TRSAs as required by FAAO JO 7110.65.' f0 n1 T6 h# r1 p8 S H VFR TERMINAL AREA CHARTS(See AERONAUTICAL CHART.) 8 S: `* n4 v- r4 X% M& J4 MVFR WAYPOINT(See WAYPOINT.)0 x/ y% W" X1 z1 D# V VHF(See VERY HIGH FREQUENCY.)9 P# f. a( y3 Y' a7 ]( @$ `2 M VHF OMNIDIRECTIONAL RANGE/TACTICAL 5 @6 y% s8 R. b- F9 DAIR NAVIGATION(See VORTAC.)) g0 Q+ a7 ^* Z: Y6 ?' L VIDEO MAP- An electronically displayed map on # V* X2 b2 `8 a7 dthe radar display that may depict data such as airports,* O- d( Y4 R/ d3 o heliports, runway centerline extensions, hospital( e# f* J& E7 i; E2 Y# V emergency landing areas, NAVAIDs and fixes, % a8 r% L$ p! U- A& O, ^, I( a/ W) S! ?reporting points, airway/route centerlines, bound‐ / |0 y1 A$ g7 t1 varies, handoff points, special use tracks, obstructions,1 c0 N0 A* q4 @) ~. Q6 o" Y prominent geographic features, map alignment2 X0 L/ A% {. W, }5 j indicators, range accuracy marks, minimum vector‐ 9 c' i# }9 f& m1 r4 e* L% K5 _ing altitudes. * O a; e, W0 q; W: hVIS IBILITY- The ability, as determ ined by ( G4 j4 H/ n5 g' _3 @3 r8 E4 Fatmospheric conditions and expressed in units of 3 |1 b4 f1 Y" m5 w8 y. k9 I( bdistance, to see and identify prominent unlighted ( O5 S0 R0 u( Wobjects by day and prominent lighted objects by: X) `6 z& Z) \, f3 d night. Visibility is reported as statute miles, hundreds 6 ~ R+ h2 E! Q$ D) W4 P9 Cof feet or meters.3 J0 T5 I% b% k l) D (Refer to 14 CFR Part 91.)5 F, Z5 W( N( C& c7 L# W (Refer to AIM.)9 X6 e2 G" F7 y7 [/ ^ a. Flight Visibility- The average forward horizon‐, W$ M% d/ S; F* J. K tal distance, from the cockpit of an aircraft in flight,, N" ^6 h2 H9 O5 }6 O u: E K at which prominent unlighted objects may be seen5 ~" {1 o& ?3 t5 S" q# t% j2 Q5 l0 ]$ X and identified by day and prominent lighted objects + j; b X ~& k- {5 e6 Z2 vmay be seen and identified by night. & b. n) l3 [. ]% @b. Ground Visibility- Prevailing horizontal visi‐ 6 x- q. `/ E8 nbility near the earth's surface as reported by the , ?; S5 F$ ~: v ~United States National Weather Service or an0 L4 l4 }$ G; b1 ?% A accredited observer. 9 O# ~. l4 V$ E% Sc. revailing Visibility- The greatest horizontal3 i3 j; V' `- Q8 f. ~ visibility equaled or exceeded throughout at least half {' g& A9 ]2 r6 j; _. P* H0 t6 \ the horizon circle which need not necessarily be 7 b4 H n+ k" N4 y: N% jcontinuous. % m6 w3 j6 n3 xd. Runway Visibility Value (RVV)- The visibility ) j/ |1 s0 @* @2 d& ddetermined for a particular runway by a transmis‐. K! \! x/ h6 g# s someter. A meter provides a continuous indication of 3 @) S3 M. a, F3 A2 `9 ?3 s0 [the visibility (reported in miles or fractions of miles)1 @9 W) y K+ I1 [& r for the runway. RVV is used in lieu of prevailing6 {8 `& \* z- l% W5 M visibility in determining minimums for a particular, _# e% |: F, H/ H runway.) J5 t) q% Y' F! N6 s e. Runway Visual Range (RVR)- An instrumen‐9 Z. N; O$ N- P1 F/ ^, H tally derived value, based on standard calibrations, Q2 ?/ G, g2 ~3 H: q that represents the horizontal distance a pilot will see6 n' ^: V& w6 W6 W3 Q8 B1 k" \ down the runway from the approach end. It is based 4 s" g& D$ ?6 N F4 zon the sighting of either high intensity runway lights# o6 r. _+ Y% _& ^4 E or on the visual contrast of other targets whichever / @7 d p1 P- ]# e q1 eyields the greater visual range. RVR, in contrast to ~& O& T9 ~$ O. h o/ Q prevailing or runway visibility, is based on what a$ x9 A+ s. @* I& }8 T pilot in a moving aircraft should see looking down the 8 U: }5 U+ [3 y$ B8 Orunway. RVR is horizontal visual range, not slant$ l! D* L4 E4 X7 G/ I visual range. It is based on the measurement of a 9 b' g2 O7 J9 w3 i7 b0 Qtransmissometer made near the touchdown point of0 r, s% U1 X) S8 s the instrument runway and is reported in hundreds of4 w: L+ d7 P4 u* l; z% Q6 R feet. RVR is used in lieu of RVV and/or prevailing 5 s4 w: p7 W2 [- L3 Pvisibility in determining minimums for a particular : X$ Q3 K9 d* T: P0 k f4 Vrunway. : H8 Y4 E' f; A& [1. Touchdown RVR- The RVR visibility8 O0 k( ?* o: _+ b1 T. T readout values obtained from RVR equipment$ |) k8 R& U% W5 k" R serving the runway touchdown zone.* \) b; B; T! D9 r. p# U Pilot/Controller Glossary 2/14/08 + ^, P$ W3 X& V" D! u% nPCG V-3# D8 z) ?3 g8 J4 @ 2. Mid‐RVR- The RVR readout values obtained / |8 D( c9 T: Z# n3 Wfrom RVR equipment located midfield of the runway. 6 J7 T! q1 ?, o7 B3. Rollout RVR- The RVR readout values / H8 `/ a4 `0 k x5 aobtained from RVR equipment located nearest the 7 d! H3 k$ w) Urollout end of the runway.+ C/ |7 A# ` S2 g% K# Q (See ICAO term FLIGHT VISIBILITY.) 9 n0 f& m& i; U% y0 ?! N(See ICAO term GROUND VISIBILITY.)" R) \2 Y4 ^" n) U/ u; Y (See ICAO term RUNWAY VISUAL RANGE.) s) v5 E# s8 W(See ICAO term VISIBILITY.) 2 Y1 R% _' H/ o3 w! ?8 I. u- k1 b sVISIBILITY [ICAO]- The ability, as determined by) B* c) R5 o8 l0 @5 B7 }& Z6 s atmospheric conditions and expressed in units of0 N: L: M6 _, M9 L b, ^9 h distance, to see and identify prominent unlighted3 w+ x1 W2 K g8 y7 M1 V objects by day and prominent lighted objects by . j) z% u% k3 D: ~# E& G2 Gnight. ) G8 {: {* J; |% T1 Ka. Flight Visibility-The visibility forward from ; \. i! V$ W [" Y- v+ j- qthe cockpit of an aircraft in flight." @ k' l1 B+ a6 a6 R v b. Ground Visibility-The visibility at an aero‐ 9 {; d2 f" l- u, e5 `! i1 e' ?5 y! Fdrome as reported by an accredited observer.2 n# N/ @( }, t# C: `3 o c. Runway Visual Range [RVR]-The range over 1 e/ M w2 C x# x5 G1 wwhich the pilot of an aircraft on the centerline of a : |7 i2 M" h4 p% {" g3 w( m- yrunway can see the runway surface markings or the4 U7 ]& ]% v3 r3 Z% o% c lights delineating the runway or identifying its @" O- s; ?/ _: z4 e: k" Mcenterline. d* w, E s4 |VISUAL APPROACH- An approach conducted on* u: y+ L' S* \( M* d an instrument flight rules (IFR) flight plan which t) q7 U- O, ?# Aauthorizes the pilot to proceed visually and clear of3 ]: H% ?: U+ d clouds to the airport. The pilot must, at all times, have' _3 F! V* r2 H" U- r7 G: N either the airport or the preceding aircraft in sight. ( o7 b# R5 U5 G% \( R1 [) qThis approach must be authorized and under the7 s' C1 W' Z# L control of the appropriate air traffic control facility.6 ]$ K5 h% [6 R- a Reported weather at the airport must be ceiling at or $ G4 z. y& z' X% ?6 c5 y3 g# Qabove 1,000 feet and visibility of 3 miles or greater. 8 y5 J" S0 I) Z(See ICAO term VISUAL APPROACH.) 1 s" e7 x1 o% |' {# C$ e: |4 mVISUAL APPROACH [ICAO]- An approach by an& k; s: Y0 _+ r IFR flight when either part or all of an instrument W R" N1 l6 s( {! f5 c approach procedure is not completed and the; f% i+ `0 V9 ~3 l$ d approach is executed in visual reference to terrain.* y5 p) |" G9 p7 q VISUAL APPROACH SLOPE INDICATOR(See AIRPORT LIGHTING.)( {, e' q+ x R A) y4 U! y VISUAL CLIMB OVER AIRPORT (VCOA)- A 2 q% S I/ r. ]$ r* e4 Rdeparture option for an IFR aircraft, operating in : M+ B; J& V) C9 mvisual meteorological conditions equal to or greater 4 j; C8 q- O; X9 _6 mthan the specified visibility and ceiling, to visually ) l* k7 E, E1 S0 b0 |2 @2 b6 Vconduct climbing turns over the airport to the ) @* F& T! `; `" h/ hpublished “climb-to” altitude from which to proceed / Q6 @0 o+ Q( \4 ]% V3 ]6 ]with the instrument portion of the departure. VCOA 0 K* C$ w0 ~2 |- |2 c& _procedures are developed to avoid obstacles greater 4 R: k) j. R9 Ethan 3 statute miles from the departure end of the0 t& H h/ i& u4 c8 n runway as an alternative to complying with climb ( s( W# O( \% z' L B: E+ jgradients greater than 200 feet per nautical mile.9 S8 j2 q/ E$ X3 _ These procedures are published in the `Take-Off ( x+ U" w1 z& \" o" nMinimums and (Obstacle) Departure Procedures' * ^- ^/ |0 E1 @5 B; _& Bsection of the Terminal Procedures Publications. , Z; K. r. B/ k5 ?6 r* U+ t(See AIM.)* U3 q" L0 S: m VISUAL DESCENT POINT- A defined point on the & w ^: K; _9 \/ K# Q" Qfinal approach course of a nonprecision straight‐in ' t# M0 f" M3 N: B: j" m$ eapproach procedure from which normal descent from 4 c0 r; Y. B0 f$ G6 othe MDA to the runway touchdown point may be ) U# K% h4 z. p+ \: Ncommenced, provided the approach threshold of that . c, m' g/ t6 Q8 e# x9 Qrunway, or approach lights, or other markings/ q; ]! X/ w& V4 b9 I1 @ e0 c identifiable with the approach end of that runway are6 I: w4 g0 V9 @$ Q) z clearly visible to the pilot. & |# `# z! K8 N. Y& ~. M% [VISUAL FLIGHT RULES- Rules that govern the ( V( w6 y7 h( |2 Z) i( e3 |procedures for conducting flight under visual4 k$ Z5 I$ C2 R. h, J$ B5 ^ conditions. The term “VFR” is also used in the {" j- c% B9 r8 `& f* P United States to indicate weather conditions that are ! J" c- f4 @+ l/ E& G8 X; Tequal to or greater than minimum VFR requirements.) G" T2 o, ?4 D- q3 b6 V+ N9 ~/ o In addition, it is used by pilots and controllers to & E% @4 H" K" `2 w0 Z4 L( I4 Nindicate type of flight plan. 5 f( M! i/ a# U5 P" I(See INSTRUMENT FLIGHT RULES.) 6 G" K# W/ \. c9 I( f& K(See INSTRUMENT METEOROLOGICAL/ n# P! T2 I( i) S Z3 S CONDITIONS.) 7 {2 i1 N3 V2 r2 Y2 v' {! {(See VISUAL METEOROLOGICAL " m4 v9 V5 _- T4 O$ D. S2 WCONDITIONS.)5 O" {3 b, x( L P (Refer to 14 CFR Part 91.)3 T- k: B$ q- y. m/ c (Refer to AIM.) ! ?4 T; T c8 b* ~+ x3 q4 lVISUAL HOLDING- The holding of aircraft at - U) J1 e( j* K0 Zselected, prominent geographical fixes which can be z3 {% y$ |: O9 o% u easily recognized from the air.* B- L/ R3 C; ] ^3 }: h& Y1 x (See HOLDING FIX.) I/ A( u V1 A8 L! P! E" @VISUAL METEOROLOGICAL CONDITIONS-) f' _0 ~2 M7 Z3 |& s' V: s Meteorological conditions expressed in terms of 4 |1 M7 D' H1 a; l. ?visibility, distance from cloud, and ceiling equal to or * @% e9 d6 p: K; @) zbetter than specified minima. ) S: C( B1 q% R% z7 O+ G% e(See INSTRUMENT FLIGHT RULES.) - I- L8 R) B6 ^+ r/ I(See INSTRUMENT METEOROLOGICAL & R) h2 R; K- v( y- d# {7 B3 g. o* DCONDITIONS.) : M$ f# T+ J' D: D' w& i(See VISUAL FLIGHT RULES.) 0 C' b9 N% R0 B" tVISUAL SEPARATION- A means employed by! E6 p( V$ Q# t, i+ m# l ATC to separate aircraft in terminal areas and en route. m3 K% ]1 P h9 a( a$ Y airspace in the NAS. There are two ways to effect this: L- r9 X' e+ a) {6 h8 Y separation: ( S6 i% V$ J- c; h. ]% V( sa. The tower controller sees the aircraft involved ! T H' @ d4 Kand issues instructions, as necessary, to ensure that5 y* }- V* `5 G$ H/ ~ the aircraft avoid each other.9 t ^+ u3 j2 p b. A pilot sees the other aircraft involved and upon + P3 W( P; c& a6 U$ T6 `7 einstructions from the controller provides his/her own- q8 V; U$ h# J# `9 a( {5 P T3 ^2 K7 {' h1 z Pilot/Controller Glossary 2/14/08 & c6 W- o; H% t5 I. ePCG V-4" D+ C/ \3 H3 O separation by maneuvering his/her aircraft as 6 l9 Y( `" ^4 T cnecessary to avoid it. This may involve following: a s! E1 H) y0 w4 t/ ~ another aircraft or keeping it in sight until it is no3 ^7 e% G" n D, Z: R$ D+ s d longer a factor. ! c) [: f! s' H5 X0 x- X# ?' ](See SEE AND AVOID.) ) x. C! g/ ?7 o(Refer to 14 CFR Part 91.)" j! | o) d1 a+ | VLF(See VERY LOW FREQUENCY.) 7 [$ W& g; J# F z+ L! d! {' ?VMC(See VISUAL METEOROLOGICAL 8 k! X* Z6 ?% s* z# k1 RCONDITIONS.) 5 Y7 I$ y! s! ?, k) h* hVOICE SWITCHING AND CONTROL SYSTEM- & O) N+ f; U0 C+ rThe VSCS is a computer controlled switching system3 R4 |2 g% S' | that provides air traffic controllers with all voice: M7 H2 [3 J0 b9 V8 L$ n; q circuits (air to ground and ground to ground)& p- s# z2 ?+ f8 O5 ` necessary for air traffic control. + O% `, t: m! c3 T9 G5 m2 M+ q% Y* _(See VOICE SWITCHING AND CONTROL8 R2 K7 }" k0 W6 k' O/ k* T! b SYSTEM.): C7 _1 X0 v3 h0 j+ E- U/ S (Refer to AIM.)/ C9 d6 F& J: [, j4 h VOR- A ground‐based electronic navigation aid' H2 z! W: J- m3 I! B. m% _# W8 t transmitting very high frequency navigation signals, * L3 o8 _/ {, `& M360 degrees in azimuth, oriented from magnetic , r6 t1 E9 v' u, m7 [, knorth. Used as the basis for navigation in the National $ q* d4 N, c8 c% y. f6 g3 C+ k6 ]! I4 [Airspace System. The VOR periodically identifies/ J" p# Y/ L' C+ w# G itself by Morse Code and may have an additional+ q! O I& E* C voice identification feature. Voice features may be: k* }8 s% Y4 ]+ ^ used by ATC or FSS for transmitting instructions/ . z9 `( [( W0 @9 B/ l/ q3 Binformation to pilots. * c8 V/ ~+ Z! K(See NAVIGATIONAL AID.) ; v0 W) [: p7 E( B5 k: T. U* g(Refer to AIM.) 7 d/ G$ L0 b/ L" j1 ^6 [! w5 ZVOR TEST SIGNAL(See VOT.)0 \ y- H- ]5 M* \# c! G+ a VORTAC- A navigation aid providing VOR 0 i3 |" ], I4 Z1 L9 Q, R5 a9 kazimuth, TACAN azimuth, and TACAN distance( l. X( S; M/ ^5 t$ p: T( t measuring equipment (DME) at one site.$ Q* f3 O" B8 u (See DISTANCE MEASURING EQUIPMENT.) 7 O- g: {, H2 P(See NAVIGATIONAL AID.) " p1 S3 L, Q0 F. A9 w$ Y5 M(See TACAN.)& F0 B2 q7 h0 a) O2 \2 O9 _( ] (See VOR.)/ Y$ r( ~5 o: g0 u" D3 R (Refer to AIM.)2 s3 e. S: h, r$ ]9 w9 M VORTICES- Circular patterns of air created by the5 S: K' {% a5 d6 n movem ent of an airfoil through the air when5 L# H# Z$ N0 N3 t( K% l generating lift. As an airfoil moves through the- x3 W( P* R! [4 `. w atmosphere in sustained flight, an area of area of low 4 C* A2 [- E3 N, ^/ c( |pressure is created above it. The air flowing from the( Q* g. b) S; t& n# g4 {- Q+ f5 J high pressure area to the low pressure area around and 5 k/ T: Z4 O B4 p. Tabout the tips of the airfoil tends to roll up into two( D5 d, E( g _+ R rapidly rotating vortices, cylindrical in shape. These1 P/ `5 y- L L1 \ vortices are the most predominant parts of aircraft- d9 z P% j1 Y' M3 J wake turbulence and their rotational force is 8 ^3 G8 H" R# \: F2 F; ddependent upon the wing loading, gross weight, and % F. J, O# [! w3 k9 g9 Y% q( lspeed of the generating aircraft. The vortices from# \5 S4 [) a6 Z medium to heavy aircraft can be of extremely high * N$ J; `, p) W5 _) Evelocity and hazardous to smaller aircraft. 7 `% q! B9 E: ^6 t4 F$ [(See AIRCRAFT CLASSES.) 7 c" A$ w, [0 p, l& i2 U% T0 E6 A$ k5 t(See WAKE TURBULENCE.) $ I8 f8 f2 w" ^$ m: }3 [! C(Refer to AIM.) 8 t0 c% c8 ]$ }VOT- A ground facility which emits a test signal to 1 S2 l- \/ J7 O9 D+ U% Ycheck VOR receiver accuracy. Some VOTs are& b# T, c. U+ [9 E" ^ available to the user while airborne, and others are: y b# _+ P% q4 g9 C% U7 r limited to ground use only.' r8 g( u: e4 g- r+ N (See AIRPORT/FACILITY DIRECTORY.) 3 V" }9 p4 K$ O; e {3 c9 w(Refer to 14 CFR Part 91.)6 @/ X4 ^5 q" B4 r0 D (Refer to AIM.) 6 i6 k" W8 B* n+ v4 a NVR(See VFR MILITARY TRAINING ROUTES.)" S7 @9 Z$ ]/ q' X* p3 e( l VSCS(See VOICE SWITCHING AND CONTROL $ Y: l; U& W# H+ ?5 W9 T9 b5 O; ?- mSYSTEM.)& ]+ P3 ^ P3 C5 L* A VTA(See VERTEX TIME OF ARRIVAL.) - J3 n# k: A( J( G, s* kVTOL AIRCRAFT(See VERTICAL TAKEOFF AND LANDING 1 V; D6 r9 b- k+ @. D3 ~% GAIRCRAFT.) . q6 |/ g; v, l( q" EPilot/Controller Glossary 2/14/08" m- k- y! t' r d% B+ b1 s7 ~' ^% a PCG W-1 $ w, p# O: \- P: MW 0 p% p) s8 C) E3 @WA(See AIRMET.)4 [/ R+ G: c* A/ H6 @ K. K (See WEATHER ADVISORY.). x0 `* h+ B$ E WAAS(See WIDE‐AREA AUGMENTATION SYSTEM.)! `) d2 y6 J# {( B* s WAKE TURBULENCE- Phenomena resulting from9 a# i# |+ X. h- q the passage of an aircraft through the atmosphere. 3 G; [) V$ E2 ^* a rThe term includes vortices, thrust stream turbulence,) `! W8 E% J( V) r& y$ D% [ jet blast, jet wash, propeller wash, and rotor wash 3 q- n8 n7 b" Y! tboth on the ground and in the air.5 F l. M1 t; T8 c: G& A (See AIRCRAFT CLASSES.) " j$ G o7 g3 b: I& u z& X. T1 r0 P2 J(See JET BLAST.) - T3 N+ J/ u9 u(See VORTICES.) ; J' V3 N2 ]' _) k. P0 ^$ n* ~; v(Refer to AIM.) 5 V6 W* T3 ]0 I8 r4 a" M. H/ @5 SWARNING AREA(See SPECIAL USE AIRSPACE.) ; ~7 O( | \" {) e4 F4 tWAYPOINT- A predetermined geographical posi‐ 6 H% K' g/ {' x/ Z5 i5 ztion used for route/instrument approach definition,0 l2 d. ?' j L3 N progress reports, published VFR routes, visual 1 j& L+ ^/ c9 P$ P3 Ireporting points or points for transitioning and/or% ^; R, I- l+ j3 e K" w: W circumnavigating controlled and/or special use # U# Z. R4 p; p- ]airspace, that is defined relative to a VORTAC station 7 @) \" ^' i3 k: M" @7 qor in terms of latitude/longitude coordinates.2 E* e! d4 N# g6 Z& I' m( Y WEATHER ADVISORY- In aviation weather 9 Z6 V& k& O4 c4 Qforecast practice, an expression of hazardous weather ' |0 Z6 @- q4 O1 k# X; \ G2 ^conditions not predicted in the area forecast, as they 3 x8 y/ h; {! M6 o$ |affect the operation of air traffic and as prepared by " h2 k! {) @7 X ^" [the NWS. 6 _1 ]4 r; z0 S" {/ Y1 p(See AIRMET.) . g# O+ ]$ z* \7 Y2 q" X* h(See SIGMET.) y( C& M9 D1 ?: [: T- G5 e1 xWHEN ABLE- When used in conjunction with ATC+ k+ k0 @+ L z6 E instructions, gives the pilot the latitude to delay8 V. t0 g# j' i compliance until a condition or event has been ! ~3 Z0 X. z# v$ {reconciled. Unlike “pilot discretion,” when instruc‐/ C. D0 G2 F9 n# Y0 i5 d% U tions are prefaced “when able,” the pilot is expected L0 o# I) _4 ^9 T to seek the first opportunity to comply. Once a ! y0 H4 i4 x) g+ @ Tmaneuver has been initiated, the pilot is expected to: ^& U( h$ T0 o continue until the specifications of the instructions# L. C3 v' e* F. p9 E6 x+ d2 f have been met. “When able,” should not be used 1 K! X' k6 R% ~% @9 _' awhen expeditious compliance is required.) I5 i2 u! [; z WIDE‐AREA AUGMENTATION SYSTEM' h( j0 D- F" I; J# o, S; z (WAAS)- The WAAS is a satellite navigation system + l- [) I# E- e. t6 B4 u `$ econsisting of the equipment and software which }. A. d8 i( V3 A4 x1 t augments the GPS Standard Positioning Service , Q, H k; f5 u0 r3 {(SPS). The WAAS provides enhanced integrity,; @. o+ Q i5 a7 R v accuracy, availability, and continuity over and above ; J+ y+ [( K1 gGPS SPS. The differential correction function$ S4 ~* f8 G/ H0 Q t! P provides improved accuracy required for precision 2 V% ^" s0 l, Yapproach.. e# Z' X/ x; @, n9 ^1 j WILCO- I have received your message, understand 3 v! b# V* U# _1 z+ m/ dit, and will comply with it.) d( \# t2 R* d* ?6 O, [ WIND GRID DISPLAY- A display that presents the' O1 @, q0 t" G6 B; x latest forecasted wind data overlaid on a map of the 3 I5 R% m K% T) p0 W4 D& b% `ARTCC area. Wind data is automatically entered and 5 _9 g8 G% o- i, H7 W! L( ?2 Iupdated periodically by transmissions from the) Y% ]/ ?2 g, h! }6 f6 h' w National Weather Service. Winds at specific8 J8 {4 I: u$ }& T3 H0 H) I altitudes, along with temperatures and air pressure x- e q4 t& o3 kcan be viewed.2 n, l" G& }$ H5 a, N* L1 m# N+ s WIND SHEAR- A change in wind speed and/or wind0 X7 H+ `: K3 Y# n4 h: W direction in a short distance resulting in a tearing or 2 s+ X: ~9 L7 F4 \$ B |" l2 K! k% @shearing effect. It can exist in a horizontal or vertical6 W, P& P+ j. `( t direction and occasionally in both.+ k0 }1 q: l$ G/ \# s U8 X WING TIP VORTICES(See VORTICES.)6 c( u1 [) I: g/ h5 l0 q WORDS TWICEa. As a request: “Communication is difficult.7 J b/ H9 t% s# i Please say every phrase twice.”( J/ N" o M, o H' A }7 x b. As information: “Since communications are, W9 Z+ G$ r8 h" F/ h difficult, every phrase in this message will be spoken" A7 s( Y3 R7 Z1 r+ B1 X) L0 ?) G$ }6 g twice.”4 c+ p& y9 |" v- @4 M0 r8 @. C WORLD AERONAUTICAL CHARTS(See AERONAUTICAL CHART.)0 P( f3 `7 J1 k* Z' y. q9 w2 x WS(See SIGMET.)- S/ p* j3 a3 c4 L3 F6 Y2 v5 m2 Z (See WEATHER ADVISORY.) 8 l W5 Q5 ^/ p+ \% p+ gWST(See CONVECTIVE SIGMET.) I$ j6 V0 }/ r" ?(See WEATHER ADVISORY.)

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23#
发表于 2009-12-12 23:26:41 |只看该作者
12346559798

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24#
发表于 2010-2-19 23:12:01 |只看该作者
谢谢,收到了

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25#
发表于 2010-2-20 00:16:04 |只看该作者
感觉永远是没法学完,除非我能获得永远的生命。

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26#
发表于 2010-6-1 10:27:36 |只看该作者
看啊看你,系诶下额

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27#
发表于 2010-6-3 13:05:33 |只看该作者

谢谢 ,楼主辛苦了~~

谢谢 ,楼主辛苦了~~

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28#
发表于 2010-6-10 20:52:18 |只看该作者
看看,谢谢分享了

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29#
发表于 2010-6-21 23:31:53 |只看该作者
好。。。。。。。。

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30#
发表于 2010-8-28 18:29:31 |只看该作者
非常感谢楼主,辛苦了

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