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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 # H0 T! Q3 f% U- G8 ]4 B h* |(ramp) areas not under the control of air traffic." s9 ^$ y7 v' S5 d! z. M) a8 d NONPRECISION APPROACH(See NONPRECISION APPROACH . Y1 u" l Y; B# zPROCEDURE.) ' u9 E d: r$ j2 \7 ]NONPRECISION APPROACH PROCEDURE- A 8 a3 u# d7 F$ L _standard instrument approach procedure in which no- v4 ?" w" { ^3 D" X9 r electronic glideslope is provided; e.g., VOR," t% h, H; T8 M m2 J E TACAN, NDB, LOC, ASR, LDA, or SDF - j1 ?6 U4 T; j1 n5 l- z9 Zapproaches. 5 c# m# O- Z* x9 ?" X- u2 V9 kNONRADAR- Precedes other terms and generally4 G% W6 o3 y3 }( b$ C' T$ P means without the use of radar, such as:6 l2 Z# e- s" h a. Nonradar Approach. Used to describe instru‐ ' ]8 I3 Z) R. F% f) P3 dment approaches for which course guidance on final & `5 Y+ z; |1 p: [approach is not provided by ground‐based precision 4 L0 S' r7 Y0 b8 G1 T, Mor surveillance radar. Radar vectors to the final ! L: t; g. }2 z& Q0 z; `' }approach course may or may not be provided by ATC. $ D/ M( ~% g" W' C! XExamples of nonradar approaches are VOR, NDB, 1 X) I5 c3 A- g8 [5 I7 R5 \TACAN, and ILS/MLS approaches. + {5 j/ A4 a6 A3 I+ ?- q(See FINAL APPROACH COURSE.). w% D6 d3 X' X+ N! D8 y9 V (See FINAL APPROACH‐IFR.)/ k7 b# d+ b) d8 T% O9 s$ D2 @ (See INSTRUMENT APPROACH) l+ |0 J$ Y3 X6 B PROCEDURE.) 8 M" E7 l9 d4 J7 z' N8 W% b(See RADAR APPROACH.) " D/ p: P' n5 z6 n4 b9 h6 ]' A7 ob. Nonradar Approach Control. An ATC facility/ c1 o& q, G+ _; s, N$ k providing approach control service without the use of 7 _1 {/ ?, f2 pradar.) }' Q' N8 L2 g! R; ` (See APPROACH CONTROL FACILITY.)& w5 y1 p" F/ h& S! c5 w8 ~3 n3 | (See APPROACH CONTROL SERVICE.)5 r9 R$ e4 \; N+ Y# r L* u c. Nonradar Arrival. An aircraft arriving at an' e: O" q) b5 Y/ L$ s airport without radar service or at an airport served by$ I# {+ y( W* X# v; t5 t; f; A a radar facility and radar contact has not been 1 s0 M- T8 j. ]: iPilot/Controller Glossary 2/14/08 " h' j& ]; [, n9 a9 \) O- QPCG N-3 - I7 U. n& H5 H, }& t3 ^" pestablished or has been terminated due to a lack of ; \% |8 A8 Z6 w) C% {radar service to the airport. . k8 h- w) Z/ ^5 I0 [/ `(See RADAR ARRIVAL.)) s1 R5 f4 o+ |, T8 N (See RADAR SERVICE.) & ]. |' T: L! s4 Z! x) z) Dd. Nonradar Route. A flight path or route over / y) c& z* M. X) N, v$ Swhich the pilot is performing his/her own navigation. ' I1 `, H" g) D- QThe pilot may be receiving radar separation, radar7 b' L4 r3 l5 k monitoring, or other ATC services while on a ; D: l' F: @% ~" M8 p+ Hnonradar route. . P7 P" y- x& y, }$ f$ y- l3 v1 _(See RADAR ROUTE.)4 M3 @: l5 G# r! `+ m8 h0 S$ L& g e. Nonradar Separation. The spacing of aircraft in , }8 J8 k& X5 ^+ |5 |% D. J& q o, maccordance with established minima without the use* N4 }8 L* t- t$ f of radar; e.g., vertical, lateral, or longitudinal" d3 o; @& V1 f separation. ! B% X' Z+ Q) D e; ~: m, q(See RADAR SEPARATION.) ( ]4 h$ B% y* b) K* V(See ICAO term NONRADAR SEPARATION.) `, B* |. c; {7 q1 i1 INONRADAR SEPARATION [ICAO]- The separa‐" V! \4 s z: p" K5 o tion used when aircraft position information is 5 W3 K0 q2 g$ N$ C2 w2 x4 G Uderived from sources other than radar.- K6 J8 s; b1 `7 V. }% E$ X NON-RESTRICTIVE ROUTING (NRR)- Portions 9 H& I. b' A# V5 u" x( Jof a proposed route of flight where a user can flight / R! \& x( }) K4 jplan the most advantageous flight path with no ( v+ N! B7 u( b' _! T9 srequirement to make reference to ground-based 9 o0 Z( M, |9 Z- uNAVAIDs. & h3 G2 s @, C$ \1 T0 mNOPAC(See NORTH PACIFIC.) : ?# z6 W0 g9 O8 {7 L0 DNORDO(See LOST COMMUNICATIONS.) . N3 v: t: A3 m9 ONORMAL OPERATING ZONE (NOZ)- The NOZ7 L9 _" m; H7 t' J0 Q5 [6 t" P" A9 O is the operating zone within which aircraft flight# |' H7 J6 \ X, y remains during normal independent simultaneous ' |2 h1 j- }* n/ W; Rparallel ILS approaches." O& y/ |; k/ J! v- o0 X NORTH AMERICAN ROUTE- A numerically5 p7 S: n! a$ U+ C2 r coded route preplanned over existing airway and% Q6 {7 P; P4 S" f9 e& c! i route systems to and from specific coastal fixes7 l( h; s4 {7 }1 @" N/ w serving the North Atlantic. North American Routes 7 r* N$ A( d. c9 L& ~. ]+ U6 @consist of the following: 4 R; Y2 u: E* G* t8 s/ ]# X# \a. Common Route/Portion. That segment of a l( L. }4 U& x! b* KNorth American Route between the inland navigation 7 k6 y& r8 S1 O- h* kfacility and the coastal fix. + Q$ _3 ?- v8 W3 y& l9 D' r$ Cb. Noncommon Route/Portion. That segment of a; p6 K8 @- j( j2 \1 D North American Route between the inland navigation- g* o% M( Q4 d; b1 K) B facility and a designated North American terminal. 1 _6 D0 P. a# i# z# bc. Inland Navigation Facility. A navigation aid on : M7 j5 p7 z4 V {5 ja North American Route at which the common route. T/ g" ?& t) C) L {2 ? and/or the noncommon route begins or ends. # M7 _$ v1 I. |$ v9 y$ u, qd. Coastal Fix. A navigation aid or intersection ; k* T9 q w) }$ _where an aircraft transitions between the domestic# m0 Q2 T$ S: D t+ v route structure and the oceanic route structure.6 J: H( m' ]# o8 Q9 q! m NORTH AMERICAN ROUTE PROGRAM (NRP)- 5 f& |- J# k4 LThe NRP is a set of rules and procedures which are ) C2 q' Z0 T& `4 D/ hdesigned to increase the flexibility of user flight 9 A) z2 |, s- v6 x* Wplanning within published guidelines. 4 Z- K* @- \3 f* O$ \7 j4 aNORTH MARK- A beacon data block sent by the 3 u @+ @. i# yhost computer to be displayed by the ARTS on a 360 ( C0 H7 ?: z& \7 ]3 v& s3 ndegree bearing at a locally selected radar azimuth and 2 s+ R; @' D" [2 j7 \8 L* Pdistance. The North Mark is used to ensure correct5 I8 l* w( m8 r" D) b range/azimuth orientation during periods of0 ^( h& J5 {5 Y. N2 Q: n4 h CENRAP.7 {9 E+ T$ Q" l NORTH PACIFIC- An organized route system0 H& C: x- y# r: C2 O7 [4 l/ s between the Alaskan west coast and Japan.4 p/ a( }8 W/ i% Y& p. ` NOTAM(See NOTICE TO AIRMEN.) 2 ?* N2 f& _, e. f+ [NOTAM [ICAO]- A notice containing information6 K7 u! z4 ^( q' Z6 c& b concerning the establishment, condition or change in ; j% x# m: p4 qany aeronautical facility, service, procedure or3 x4 N+ c8 s5 |8 X/ x8 Y hazard, the timely knowledge of which is essential to % l4 ]) U; n+ s2 O6 F6 ~. P, S; Npersonnel concerned with flight operations.7 k1 x0 e+ O* k W4 | a. I Distribution- Distribution by means of " E9 X! `% q) `: C- V/ ctelecommunication.; O. @" b; O. G b. II Distribution- Distribution by means other 7 ^! d4 I5 l/ B* Gthan telecommunications.8 Z- ~+ `6 q1 s, `* I( _ q" H NOTIC E TO AIR MEN- A notice containing / W+ ^& i4 y+ jinformation (not known sufficiently in advance to ! y2 p6 k% O! O# @, _/ i" ?publicize by other means) concerning the establish‐ 5 w" Y# u8 X' P/ Dment, condition, or change in any component3 e) T$ z% U, X$ x# E (facility, service, or procedure of, or hazard in the # {: g9 f3 y# r$ @6 j& v9 |1 ]% I! q5 |National Airspace System) the timely knowledge of ) u7 w1 V% I- M- T8 Gwhich is essential to personnel concerned with flight7 L/ b/ }0 H* U operations./ |% f0 D3 [0 `% F1 l" [0 J. I1 r a. NOTAM(D)- A NOTAM given (in addition to, j; [+ p+ W @% H0 j' M local dissemination) distant dissemination beyond) o8 F# K1 s& c- ` the area of responsibility of the Flight Service ) @4 p# l; Y# a; v6 m2 Z3 P$ {Station. These NOTAMs will be stored and available . |7 F3 _& o4 |5 y1 e/ @9 ^7 O* ]( Kuntil canceled. + w5 P1 u. k' |- m8 a9 Z7 {b. NOTAM(L)- A NOTAM given local disse‐ ) Y4 u; u# U) ~0 Omination by voice and other means, such as' c4 O7 X6 X6 a, H telautograph and telephone, to satisfy local user 7 I( u( X# C# T0 \ _, A& Q7 nrequirements.8 ?% r. T! `+ P* H c. FDC NOTAM- A NOTAM regulatory in* c6 d2 M% U. ?4 A0 C nature, transmitted by USNOF and given system" N% _% z( H& O- W wide dissemination.6 j6 U' o( K0 s3 F$ f (See ICAO term NOTAM.) / ^& l( d4 d6 i# N2 E2 `2 T5 M3 hPilot/Controller Glossary 2/14/08 , t* v- o+ m0 z% c5 D, f2 \/ | FPCG N-4 ; b/ E4 p* B1 L/ p# MNOTIC ES TO AIR MEN PUBLIC ATION- A 4 }) u/ m# M/ x7 @: m0 Mpublication issued every 28 days, designed primarily ! _& ?. r. o) ?" j) nfor the pilot, which contains current NOTAM! `, ~( [. R7 y information considered essential to the safety of/ B1 a3 D: `9 _' g$ x flight as well as supplem ental data to other4 i1 _+ Q; K' H/ h, `' e# x+ u aeronautical publications. The contraction NTAP is5 e6 V# {! l( P; O7 b used in NOTAM text.' ^- {# M( t3 q8 u: x; k* ^' X6 c (See NOTICE TO AIRMEN.) J1 K% D# t, x, N& l# G NRR(See NON-RESTRICTIVE ROUTING.) " a% P1 N4 S9 fNRS(See NAVIGATION REFERENCE SYSTEM.) 1 x6 `# I& n% g9 P; q: fNTAP(See NOTICES TO AIRMEN PUBLICATION.) Y8 `1 m b8 `+ ^) p! U NUMEROUS TARGETS VICINITY (LOCA‐6 ^2 x8 t5 b% A6 C Y TION)- A traffic advisory issued by ATC to advise , e- s$ J9 S# U- t% X7 Tpilots that targets on the radar scope are too numerous : V: Q# ]0 R+ J2 o9 j- Hto issue individually.9 ]9 P L7 _2 k: U S (See TRAFFIC ADVISORIES.) 2 `$ e. ]1 w- j D. }* H+ {Pilot/Controller Glossary 2/14/08 Y. @1 y0 P' r- t( a. F PCG O-1 j) y4 T/ v) @8 l& x( F# K, V8 I! J O $ R" B* D# r( T% A% p! YOBSTACLE- An existing object, object of natural7 ] e# _- U/ |: r- ^ g% X growth, or terrain at a fixed geographical location or- x: l- _+ N ? which may be expected at a fixed location within a $ ^0 }; S. N/ Yprescribed area with reference to which vertical2 ?) C/ }3 j0 Z7 S" a0 E2 o clearance is or must be provided during flight7 s7 m, j+ S M- { operation. : u, l7 H" I: u! jOBSTACLE DEPARTURE PROCEDURE (ODP)- 7 f- Y7 m5 v9 H/ W) f5 i" d TA preplanned instrument flight rule (IFR) departure1 g! W; I. F& A7 { ^8 N" F. o procedure printed for pilot use in textual or graphic- U/ U/ j7 P: } ]2 r form to provide obstruction clearance via the least8 c" g4 w: n0 Y: N onerous route from the term inal area to the 1 W' A0 E2 W# B- mappropriate en route structure. ODPs are recom‐ 9 r' \. L" U+ u) o% P, w! Y% Umended for obstruction clearance and may be flown % ^" P- L9 ]6 d5 @* ?" M/ ?) Lwithout ATC clearance unless an alternate departure 2 a( j* g9 G0 k+ R% \" ~procedure (SID or radar vector) has been specifically+ n6 z5 e( @8 q* P7 Z assigned by ATC. ) f8 \7 a3 _% V3 u9 n(See IFR TAKEOFF MINIMUMS AND . c* _ a0 Y. gDEPARTURE PROCEDURES.) ' a8 G8 ]+ R/ W(See STANDARD INSTRUMENT7 K3 X: G- R/ U: C& x3 W2 _1 l* _ DEPARTURES.) 3 K) S8 X, ~% d Q) n% n2 _) e(Refer to AIM.)& E( w' E2 F C& j' E' d9 z1 I OBSTACLE FREE ZONE- The OFZ is a three + O6 \7 p: a% jdimensional volume of airspace which protects for % b2 v. J4 g) j: F! O' J. A# Vthe transition of aircraft to and from the runway. The ) o& N" H* @3 X- H& p5 L; R) }8 @OFZ clearing standard precludes taxiing and parked 7 H q. t) ?, U2 O' A6 C% V" U. Dairplanes and object penetrations, except for2 C( p' o, [1 k; R/ L) g frangible NAVAID locations that are fixed by 8 _) g* y' z& J. _function. Additionally, vehicles, equipment, and 0 y& y5 B& ~# t7 J. n) N: O4 S. |personnel may be authorized by air traffic control to) l7 q5 C9 r: D1 L: S" p enter the area using the provisions of FAAO JO6 X* g! U/ ]2 f8 u- K7 O4 ? 7110.65, Para 3-1-5, VEHICLES/EQUIPMENT/ / ?6 c# U5 L( B% Y% G/ SPERSONNEL ON RUNWAYS. The runway OFZ ! I% `$ X! ^- E- Pand when applicable, the inner‐approach OFZ, and @1 T+ h. V( qthe inner‐transitional OFZ, comprise the OFZ. g: g. y3 v+ w1 G9 } a. Runway OFZ. The runway OFZ is a defined3 r6 z: [/ D' h# w5 H0 f1 v volume of airspace centered above the runway. The3 Q6 {4 Y" Q& P5 M$ Z0 ^' e runway OFZ is the airspace above a surface whose T1 N/ b2 @; r: Z% r) N elevation at any point is the same as the elevation of. R: H. ^: Q* { the nearest point on the runway centerline. The& l4 K |$ r5 t: B runway OFZ extends 200 feet beyond each end of the. c" g1 ^$ g n. w$ Y runway. 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, the8 T3 Z4 k9 R% f6 W' h greater of: . x; F: a$ X7 Q& I8 w) S(a) 400 feet, or 3 I2 g( h: \ O+ Y! i" K(b) 180 feet, plus the wingspan of the most 0 u& v0 w5 i2 B- s( i, C+ @( }demanding airplane, plus 20 feet per 1,000 feet of 0 { S: D; x) U1 _airport elevation.7 r- `! V3 {* _. n. \" o 2. For runways serving only small airplanes:3 Y2 D* P! u6 w' ^/ J; w V0 T (a) 300 feet for precision instrument run‐ " F2 G0 ]7 q, O4 L2 h2 g/ o3 aways." E6 l6 Y" G8 K6 v (b) 250 feet for other runways serving small % v0 {! ^6 C _, Q7 d; o2 w8 ]+ jairplanes with approach speeds of 50 knots, or more. - ?% F5 t* p# B9 E# t(c) 120 feet for other runways serving small: l% K$ a4 c$ ^# i3 j5 z$ |$ Q: h airplanes with approach speeds of less than 50 knots. . _- D* R7 b1 H H5 x) Db. Inner‐approach OFZ. The inner‐approach OFZ% ~5 ?/ m' F0 L. M8 u+ O is a defined volume of airspace centered on the 8 E: ^, Q% y! tapproach area. The inner‐approach OFZ applies only6 X( H, b8 _3 a3 p, `* S3 t0 ` to runways with an approach lighting system. The6 u- I. u0 }8 O4 n inner‐approach OFZ begins 200 feet from the runway: l" N) [) b) v3 v8 W0 T6 I: z threshold at the same elevation as the runway3 E: Q) L! U4 z* ]' s# g threshold and extends 200 feet beyond the last light 3 v( T" z2 k. Y6 A5 g1 d, W2 hunit in the approach lighting system. The width of the 9 z9 C: B& F& ~inner‐approach OFZ is the same as the runway OFZ " u) i8 a# s, K! X! |$ a& Kand rises at a slope of 50 (horizontal) to 1 (vertical) : w% e6 n; _8 Afrom the beginning. % P7 g" ^) a: |0 S" _" m) K# vc. Inner‐transitional OFZ. The inner transitional3 Z" Y: X% x. M' g surface OFZ is a defined volume of airspace along the 5 M4 N7 Z8 J* gsides of the runway and inner‐approach OFZ and7 F( {' a u# i6 N applies only to precision instrument runways. The # T1 \+ ?0 d2 p8 a# X4 {inner‐transitional surface OFZ slopes 3 (horizontal) 4 a8 m! n2 [1 f: bto 1 (vertical) out from the edges of the runway OFZ 9 K! C2 `! }( d8 @- i2 land inner‐approach OFZ to a height of 150 feet above2 C. I T0 F( s0 l* C) J2 U8 x, F1 S the established airport elevation.6 K- q0 Y& o- t+ P, o8 n' O- ` (Refer to AC 150/5300‐13, Chapter 3.) 6 S( s; N7 `) C! z/ t2 M(Refer to FAAO JO 7110.65, Para 3-1-5, - F* c9 q5 N# C# _VEHICLES/EQUIPMENT/PERSONNEL ON / y+ Z9 o6 h* j, o$ yRUNWAYS.); D C2 X, u4 g5 Q OBSTRUCTION- Any object/obstacle exceeding + ?% ^7 H: |! k! G6 rthe obstruction standards specified by 14 CFR & E1 U. D% p0 r% w$ ?+ Z2 s8 rPart 77, Subpart C.7 s% q& h( J1 V, o6 `. i' p OBSTRUCTION LIGHT- A light or one of a group( ~2 j( E) L: U6 S+ N* E7 [ of lights, usually red or white, frequently mounted on( A ?9 h% f4 G- \+ s3 O4 k a surface structure or natural terrain to warn pilots of4 D8 ^, X+ `+ z1 G7 W the presence of an obstruction. ) L a9 I& J" P" E. D. ROCEANIC AIRSPACE- Airspace over the oceans of * I3 _# p' `" G: |the world, considered international airspace, where ( n' b" u7 e8 w5 P4 E# b) roceanic separation and procedures per the Interna‐ 0 y% f& n9 M5 [# x/ v, R5 ~7 Y- _6 ]tional Civil Aviation Organization are applied. 7 U/ h. m5 G u) q' c* fResponsibility for the provisions of air traffic control & F+ X' m- S" J0 HPilot/Controller Glossary 2/14/08$ W ^ d; V* N+ ` PCG O-2 " e* ?2 @- I* C: d6 V0 ?service in this airspace is delegated to various 1 Z4 B! q$ W; v$ p) {1 \countries, based generally upon geographic proximi‐: P$ x0 }7 F- I( }+ e ty and the availability of the required resources. * p( I7 \6 R1 i8 l, X. h& \OCEANIC DISPLAY AND PLANNING SYS‐ # [* n O7 V& O' YTEM- An automated digital display system which1 P* n/ C- s1 M6 [9 X+ Y; t provides flight data processing, conflict probe, and& ]2 T1 y" ], ?5 f* C situation display for oceanic air traffic control. 7 Y F+ n8 c4 n; s! {OCEANIC NAVIGATIONAL ERROR REPORT- A 5 |9 t9 \% {/ f* z; o8 ]2 Lreport filed when an aircraft exiting oceanic airspace9 P6 V9 \* p! V0 p$ [# Y- L has been observed by radar to be off course. ONER 9 m3 Y9 h X" B0 d( i7 yreporting parameters and procedures are contained in ( E% Z4 R4 Y" X% F1 o' m' G& d8 xFAAO 7110.82, Monitoring of Navigational Perfor‐ ) ~6 E; y' j' F1 U4 w, mmance In Oceanic Areas.* ]0 o' d) b3 E; W' O- z7 [ OCEANIC PUBLISHED ROUTE- A route estab‐ + q, M/ J) V$ b3 I" olished in international airspace and charted or - N! q' v/ D2 J* \: H& zdescribed in flight information publications, such as 8 l8 I% q; z( B+ \, D# WRoute Charts, DOD Enroute Charts, Chart Supple‐9 y5 ~" F) U) m) S' q" X: A ments, NOTAMs, and Track Messages.* Z5 M$ Z; L" Z; K6 M$ E- n OCEANIC TRANSITION ROUTE- An ATS route ( r1 C) o9 J, E) n6 G' C3 o6 iestablished for the purpose of transitioning aircraft3 T- |% L! |% y$ g to/from an organized track system.# {( x- p8 y5 } x) y% ?4 P ODAPS(See OCEANIC DISPLAY AND PLANNING' d9 Z a" g, G& _ SYSTEM.)" h. v4 k9 ` q3 L* o+ d ODP(See OBSTACLE DEPARTURE PROCEDURE.)" v; X9 e' O% M6 I& X OFF COURSE- A term used to describe a situation 0 V S6 y& z( Y: G, Hwhere an aircraft has reported a position fix or is 9 y [) g4 T _! a% Gobserved on radar at a point not on the ATC‐approved( Q) h0 B+ L( B route of flight.% j2 o, P3 u( |% @' s# t OFF‐ROUTE VECTOR- A vector by ATC which 9 U* x/ d# I+ I1 ]! V: m& f% {4 n1 Y0 vtakes an aircraft off a previously assigned route. 1 `: c( K2 K/ kAltitudes assigned by ATC during such vectors( b/ Y' P( m1 V2 F7 H provide required obstacle clearance., v4 p& q' B( o. c, r% q- d OFFSET PARALLEL RUNWAYS- Staggered) h% e, f) t! H2 ~% E9 ? runways having centerlines which are parallel. 3 M/ R+ ^+ T* o8 }OFFSHORE/CONTROL AIRSPACE AREA- That . w' o$ Q, v% u% E8 `portion of airspace between the U.S. 12 NM limit and - h7 H. S& G4 Z: ]' o. Q8 c2 Ethe oceanic CTA/FIR boundary within which air ( B! H: h3 k9 B( ^ \3 F( [* b- Ktraffic control is exercised. These areas are9 O4 L/ m! M, _! h5 X established to provide air traffic control services. 5 A7 U/ I2 i% j, P, ?Offshore/Control Airspace Areas may be classified 8 q+ Z$ m& c: H3 V+ G1 K, \: jas either Class A airspace or Class E airspace. * M5 M* P n3 eOFT(See OUTER FIX TIME.) ; k4 B& w3 {' A( m7 Q1 J) t1 V4 uOM(See OUTER MARKER.) 1 X% S9 u: X# R# Q) T, gOMEGA- An RNAV system designed for long‐range; b5 W, a3 D/ G7 Q navigation based upon ground‐based electronic6 f- N0 i3 \7 ^. d navigational aid signals. {! u' d+ |) A! m ON COURSEa. Used to indicate that an aircraft is established on2 N% x$ j- V5 k# y2 z8 } the route centerline.. @' z; Q0 }4 J b. Used by ATC to advise a pilot making a radar, n+ v& b' {4 D4 t& _# h6 m5 S approach that his/her aircraft is lined up on the final' f1 v F1 M: d6 @; K% P) I approach course. - q% U) Y1 Z+ {9 E(See ON‐COURSE INDICATION.) }, N9 _& f/ _( h9 u& \- \ON‐COURSE INDICATION- An indication on an & o- u d# {0 d" f; ~& tinstrument, which provides the pilot a visual means0 o* |; Q8 t# o$ v& [8 ?# T% t of determining that the aircraft is located on the 5 H# Z$ {* f+ Z- r3 S7 F; z8 W, ccenterline of a given navigational track, or an @3 C' u) K/ z5 k6 [' gindication on a radar scope that an aircraft is on a : G @; Y* |6 d+ d Y% z6 agiven track.1 S6 w; `" @: K' G- F5 e# G6 A ONE‐MINUTE WEATHER- The most recent one ( `& M3 `+ _% S/ B4 s: q6 xminute updated weather broadcast received by a pilot5 F( c D. S) d3 ~! l2 X; x% a/ | from an uncontrolled airport ASOS/AWOS.5 m; _* O" c# P4 ^( \8 r* ]5 H) t ONER(See OCEANIC NAVIGATIONAL ERROR 6 s5 P: E, P2 Y. R5 k+ w/ I& rREPORT.) 1 X% D1 H3 R$ `# l, D6 h4 A! DOPERATIONAL(See DUE REGARD.)& B) y3 \7 [" d OPPOSITE DIRECTION AIRCRAFT- Aircraft are , T0 j P9 n4 q9 Z: ~( Z3 x/ ?operating in opposite directions when:) V0 Y( V; p8 A' h* L1 q+ D; C a. They are following the same track in reciprocal * D* F" k* ~4 e0 _; C# p* Tdirections; or * w$ I; [" t( [8 M1 F( C% o% Db. Their tracks are parallel and the aircraft are P: ~: X! O# Q2 b& m1 Gflying in reciprocal directions; or - U! N# u: r% O" B3 o/ Sc. Their tracks intersect at an angle of more than ! k- y+ j# ~# t8 R+ \& _135.. q7 ^6 w$ S+ i' k { OPTION APPROACH- An approach requested and 3 z' k& M6 v% [# F0 t; M# |conducted by a pilot which will result in either a; M2 ~# x% C+ ~, N touch‐and‐go, missed approach, low approach, / O( w. L9 c4 _) E" u" b2 sstop‐and‐go, or full stop landing. ' m6 D3 O2 f* h. X# \: y+ @3 P(See CLEARED FOR THE OPTION.): Q4 f# w0 U D: q6 m5 n7 W (Refer to AIM.) 9 M5 Q0 g, L/ h e* Z/ d ^5 S5 vORGANIZED TRACK SYSTEM- A series of ATS ( y6 t3 |5 A2 o( R$ Q) E% croutes which are fixed and charted; i.e., CEP,( B/ ?& y) C3 {2 n' v5 X NOPAC, or flexible and described by NOTAM; i.e.,) M8 \2 y9 c5 g- H2 u NAT TRACK MESSAGE.) y7 p2 F# e- A3 k2 D9 j8 X7 E$ }% s OROCA- An off‐route altitude which provides: T% k. _* x2 ^ obstruction clearance with a 1,000 foot buffer in 5 i' Z. G1 ?! ~, lPilot/Controller Glossary 2/14/08 0 b: h( U" V5 L1 q1 D. YPCG O-32 x0 J N! J2 ^) X( t nonmountainous terrain areas and a 2,000 foot buffer- _6 r: ]1 k0 P- m1 e: h in designated mountainous areas within the United* M* Q% ]9 J4 `; |% b. E! D States. This altitude may not provide signal coverage 4 y2 R Q3 _4 ~* W1 d# Afrom ground‐based navigational aids, air traffic + y( w j- E7 Y: d3 I( @control radar, or communications coverage. ) z0 u2 K1 i! N1 C3 J9 MOTR(See OCEANIC TRANSITION ROUTE.) % ]: @2 z4 H& F" h. I$ SOTS(See ORGANIZED TRACK SYSTEM.) * F& e" X9 p( x+ TOUT- The conversation is ended and no response is 2 W- \+ G* W3 c5 F9 g3 eexpected. 3 v3 e. J& K$ q& d( rOUTER AREA (associated with Class C airspace)- * @' n4 Y" b0 iNonregulatory airspace surrounding designated! a" D$ A& C/ l8 N, M. K Class C airspace airports wherein ATC provides radar : g- P7 b4 H( S* U$ Avectoring and sequencing on a full‐time basis for all# n5 V0 Q) b7 C4 `5 G4 ]5 q IFR and participating VFR aircraft. The service ( G/ g+ {8 ?4 f2 l/ @+ K2 n M4 ]provided in the outer area is called Class C service! Q& G4 I8 k2 F! }9 B# d$ y, J which includes: IFR/IFR-standard IFR separation; / J' x: M, d {1 I- bIFR/VFR-traffic advisories and conflict resolution;5 b7 x$ s! M5 e2 L% R6 M" Q! g2 i and VFR/VFR-traffic advisories and, as appropriate, 2 `9 t; ]6 ~# [3 o% }4 v% X9 osafety alerts. The normal radius will be 20 nautical$ J9 g9 `! r; ~) m/ ~& P miles with some variations based on site‐specific + m1 z+ u# G( s% s( n3 w$ [requirements. The outer area extends outward from Q; }$ W n: m$ d. T3 r* D2 j the primary Class C airspace airport and extends from/ e+ e# X5 p; } the lower limits of radar/radio coverage up to the8 o! y4 K( [ y: u- t- Q ceiling of the approach control's delegated airspace9 V- c6 Z) \& b9 f4 c E( ] excluding the Class C charted area and other airspace5 Q8 n# q' X, c @# L3 e `- e: D6 n as appropriate. % n# K! G; Y. N1 n(See CONFLICT RESOLUTION.) V5 G- K" Z2 Q# O+ y(See CONTROLLED AIRSPACE.) 2 E5 q% |' t* B! j. l6 WOUTER COMPASS LOCATOR(See COMPASS LOCATOR.)" s7 A, |2 H8 o4 I OUTER FIX- A general term used within ATC to' l+ @& m: D2 c0 ]# t1 a describe fixes in the terminal area, other than the final % m `+ ^# }, xapproach fix. Aircraft are normally cleared to these( ^- c6 h! f3 P. m# m' a. V fixes by an Air Route Traffic Control Center or an - l5 W; E/ I' g: {- FApproach Control Facility. Aircraft are normally" g% y% F# M* X" w! b cleared from these fixes to the final approach fix or 5 V) D% G& h' Q/ V8 W; pfinal approach course.% q3 J: B6 ^$ _! D+ C# G) [ OR 4 L w; d H4 X' Z4 M6 F& L6 GOUTER FIX- An adapted fix along the converted ) R( e7 E* |, B& T: x5 yroute of flight, prior to the meter fix, for which3 m" `8 T4 S- }2 W crossing times are calculated and displayed in the 2 a; Z/ _1 K( o: C/ V8 jmetering position list. x% _& U$ \* q OUTER FIX ARC- A semicircle, usually about a4 M( h+ k! B# N$ I& z! N- J. @ 50-70 mile radius from a meter fix, usually in high 7 W+ X! |9 x* `5 H$ n+ T1 Oaltitude, which is used by CTAS/HOST to calculate & h3 p/ i" I2 q$ M1 J* Kouter fix times and determine appropriate sector + L2 G# q7 K7 Umeter list assignments for aircraft on an established / m! E: h4 q; S4 L& l2 a0 C. y; z% varrival route that will traverse the arc.9 R& C7 V9 O/ E" ~; t OUTER FIX TIME- A calculated time to depart the 4 i- C2 z% o" n! F% router fix in order to cross the vertex at the ACLT. The 2 t; W# }- S8 A* |) E+ |time reflects descent speed adjustments and any- Q/ C. F R( y1 U8 Z- |% _ applicable delay time that must be absorbed prior to ! j `0 D! G O: u1 Q- |) H Scrossing the meter fix. p+ o% i( @. p! n1 J R OUTER MARKER- A marker beacon at or near the+ {7 `1 U2 Y( \9 q% ]7 J/ w glideslope intercept altitude of an ILS approach. It is) X {& h1 `/ z/ X$ Q6 W. {9 f keyed to transmit two dashes per second on a 400 Hz 2 i9 J4 B/ m% R( Etone, which is received aurally and visually by4 g, ?) ^6 p" s8 K8 \" s% W: ` compatible airborne equipment. The OM is normally8 F& L9 o/ n! i5 M6 U located four to seven miles from the runway threshold . e* Z4 q; v: W: Zon the extended centerline of the runway." M7 ]& H- X6 Y* ]& Y4 r' n (See INSTRUMENT LANDING SYSTEM.) ( |& S) g, V* i% {" m/ {(See MARKER BEACON.) " y6 D* p0 b% \(Refer to AIM.); K: e7 R2 f' b: z5 c9 C; f OVER- My transmission is ended; I expect a ) D7 h# J: b6 x7 Q/ z0 b/ U. Nresponse.* d5 E6 r: `6 [9 Q8 P. o) B OVERHEAD MANEUVER- A series of predeter‐ 5 h& i7 L) P8 ymined maneuvers prescribed for aircraft (often in' C, z) ]3 _' s$ S formation) for entry into the visual flight rules (VFR) * o4 i" M+ \! s) m$ X1 xtraffic pattern and to proceed to a landing. An+ u" I6 L# @; u. u1 @ q9 }6 B overhead maneuver is not an instrument flight rules' G6 y/ d/ P4 A: e (IFR) approach procedure. An aircraft executing an $ k# s) o* R0 s$ R7 \, i) B8 V' poverhead maneuver is considered VFR and the IFR# y1 ^$ Q. v7 O- a) L# t( G: b flight plan is cancelled when the aircraft reaches the2 E- g, p4 z5 T; i8 P4 { “initial point” on the initial approach portion of the 8 l$ @6 W. j2 J' t3 C. @7 c) qmaneuver. The pattern usually specifies the' O& _% }, l9 i M" N5 M/ R6 M, ` following:3 [% g9 T6 w/ m/ q a. The radio contact required of the pilot. 4 n" N5 C9 y3 \0 _2 @; jb. The speed to be maintained.4 e7 Q. t0 E8 K+ V$ k c. An initial approach 3 to 5 miles in length. 7 M3 T' z: w- K- jd. An elliptical pattern consisting of two 1809 U4 z+ F" c% P( S! j degree turns.9 p- m3 \ Z& R6 i* P( [ e. A break point at which the first 180 degree turn6 n# X0 n1 J) ]( B0 E! ` is started.! o0 y* O/ { S w$ S- c- X+ z: n/ A f. The direction of turns.. Q! K' p3 {4 z g. Altitude (at least 500 feet above the convention‐" U' G. P$ P6 R" E. \/ W) _% L al pattern). ( c. Y* }" G0 Wh. A “Roll‐out” on final approach not less than 1/4 1 |6 L5 K3 V+ ^6 Rmile from the landing threshold and not less than 3000 ^) {( J/ n: d8 i9 }4 G feet above the ground. $ L6 p1 [( i9 a5 O5 _# LPilot/Controller Glossary 2/14/08/ l2 d2 b/ J# f8 X/ X PCG O-4 * y1 c$ [$ r0 X0 ?" E! P& YOVERLYING CENTER- The ARTCC facility that / y X% u: n' Mis responsible for arrival/departure operations at a. E3 u2 W, p% z# ^1 K4 u1 U specific terminal. # j7 G% f. B$ [) d; t. VPilot/Controller Glossary 2/14/086 I1 n4 T5 j* v$ |2 m P/ V PCG P-1 0 n' g9 `/ A* E- mP# I4 ?+ E; s1 l# P4 s" U4 x P TIME(See PROPOSED DEPARTURE TIME.)# S$ _8 r9 c$ h5 @ P‐ACP(See PREARRANGED COORDINATION ! o) u5 |& G. o4 k$ } Z3 xPROCEDURES.) & p+ {. r0 ]6 K1 F+ aPAN‐PAN- The international radio‐telephony urgen‐ ; j, b# ]5 b2 j# Jcy signal. When repeated three times, indicates % i' U+ D7 W7 U* }. iuncertainty or alert followed by the nature of the( o4 G: A, `" y* s$ A0 _* ^# K urgency. , M0 o2 e- N/ a( W1 g( _(See MAYDAY.)3 V$ ^, y& _5 |/ B$ L$ V$ w5 y* d& n (Refer to AIM.) " j) a- u! [# ZPAR(See PRECISION APPROACH RADAR.)' d' L) s1 |( }! ^0 y2 P' \& D; y PAR [ICAO]-& Q. Z% a, ~' |/ `* Q (See ICAO Term PRECISION APPROACH% C0 K( e- J3 F% c4 X" N) c, G RADAR.)/ M1 h# C7 T: K PARALLEL ILS APPROACHES- Approaches to * r+ p0 V; p& K6 b5 W' q8 h* ?parallel runways by IFR aircraft which, when9 X" _) W6 V4 v! X/ X4 m. \ established inbound toward the airport on the / H2 D# h: k% ? uadjacent final approach courses, are radar‐separated- X, w6 J& x, D5 o) T by at least 2 miles.8 T/ m! ^, ~( ~' b8 h (See FINAL APPROACH COURSE.)/ A5 p2 l% k% h (See SIMULTANEOUS ILS APPROACHES.) 0 Y8 F4 G4 B- G. GPARALLEL MLS APPROACHES(See PARALLEL ILS APPROACHES.): z# n; B7 k |; O1 G- \( s PARALLEL OFFSET ROUTE- A parallel track to 7 P2 P2 b7 {: F8 xthe left or right of the designated or established- G- h, Z$ @: Y' W, t airway/route. Normally associated with Area Navi‐, C% y- E" t! X, n& _' _* o gation (RNAV) operations.3 p; U" P: r' V8 z% |, N2 l (See AREA NAVIGATION.)4 r7 @% s2 z8 z4 G6 k PARALLEL RUNWAYS- Two or more runways at ( w: j& W A N+ w) N% Y8 g" O5 ?the same airport whose centerlines are parallel. In" _5 G: W! }5 t/ x addition to runway number, parallel runways are 5 G1 L1 B& h" v4 e4 L. Pdesignated as L (left) and R (right) or, if three parallel ' y6 M6 a# T6 f8 u8 ?- mrunways exist, L (left), C (center), and R (right). * G a, V* Y8 ]0 a7 XPBCT(See PROPOSED BOUNDARY CROSSING, k X" b: r' y" }2 u( |* X9 T TIME.)# V2 [( L J- G PDC(See PRE-DEPARTURE CLEARANCE.). g7 T: v, u" O- b2 k( I& ` PERMANENT ECHO- Radar signals reflected from 5 q* }3 J1 b# Lfixed objects on the earth's surface; e.g., buildings, * N% ?; f( q# m) P3 I6 j; H6 U/ t5 ~towers, terrain. Permanent echoes are distinguished4 G6 j$ _3 `% G$ u from “ground clutter” by being definable locations ; E( f; P$ A _rather than large areas. Under certain conditions they ) B4 z) r6 H& kmay be used to check radar alignment.9 u6 y. g0 Z5 Q7 j( g; i PHOTO RECONNAISSANCE- Military activity& A9 d0 S( B/ M that requires locating individual photo targets and & u7 J& a& a8 _! ]; n' X4 j, Qnavigating to the targets at a preplanned angle and * ]. Q+ w" L/ [altitude. The activity normally requires a lateral route 1 N5 |5 m8 `# ?2 g6 _! b* }0 N; |width of 16 NM and altitude range of 1,500 feet to7 |0 s& E& [; Z& F3 y6 e0 L 10,000 feet AGL.; n# U5 c: u6 g& i7 |/ s# F- d. b PILOT BRIEFING- A service provided by the FSS% [. ~* z1 u$ S6 B9 B to assist pilots in flight planning. Briefing items may " _: s3 }# b; Y& [5 b5 h+ Einclude weather information, NOTAMS, military ; a( Y- I) e$ q1 A" y8 I2 Uactivities, flow control information, and other items & \/ w; e' u" bas requested. ! B% k. P* r. V" z l% g(Refer to AIM.) : S5 @. \7 j# U f; f! mPILOT IN COMMAND- The pilot responsible for; o8 q7 _$ i! z& d the operation and safety of an aircraft during flight % V4 W6 P9 l( b/ W& dtime." c) K* E3 _; F& a9 h8 B4 B (Refer to 14 CFR Part 91.) $ Z% `2 o( U X% q" \2 [4 lPILOT WEATHER REPORT- A report of meteoro‐ / D; {8 ?7 N: ]logical phenomena encountered by aircraft in flight.# x! C4 N" e, i8 v% {. X (Refer to AIM.)- b3 c7 n/ i7 `: T" Y PILOT'S DISCRETION- When used in conjunc‐- ^; H; R8 L. \0 x5 k4 a tion with altitude assignments, means that ATC has 2 f) o* _- M! m& V8 }0 L; R" aoffered the pilot the option of starting climb or ' \% A4 `) N# F) i( ldescent whenever he/she wishes and conducting the0 B6 n L& _4 Z8 C E0 m$ [ climb or descent at any rate he/she wishes. He/she 8 i9 a' `" }% [# k5 @; Dmay temporarily level off at any intermediate8 N0 P. ?; Y4 T$ P7 D; Q- |+ C altitude. However, once he/she has vacated an3 J* l v- J& {% l# | I, A0 n! c altitude, he/she may not return to that altitude.9 g2 F- w- P0 e PIREP(See PILOT WEATHER REPORT.) 0 Z) X* |$ d8 hPITCH POINT- A fix/waypoint that serves as a 3 G- `" d8 z' Ptransition point from a departure procedure or the low 2 G6 l: B7 D+ l) E- y6 h; ~$ _" ~altitude ground-based navigation structure into the4 D* b- B+ S. k2 G m0 \ high altitude waypoint system.2 ?' M( b8 W% d PLANS DISPLAY- A display available in URET & N8 D( o t2 U9 F# W! m4 D$ tthat provides detailed flight plan and predicted$ G. |9 U; x5 v conflict information in textual format for requested ' @% a) ^8 y0 S3 V- l( RCurrent Plans and all Trial Plans.7 d6 R) B2 T+ R: j( a (See USER REQUEST EVALUATION TOOL.)# J6 K$ z6 W' p& { Pilot/Controller Glossary 2/14/08- _% E1 l& j W+ g3 x, \ PCG P-2! `8 B) ?( m' F) F8 k+ h6 M POFZ(See PRECISION OBSTACLE FREE ZONE.) ; t+ W/ W, b& A6 [) n3 \$ m% H6 MPOINT OUT(See RADAR POINT OUT.). J( F" Z# T8 Q* V POINT-TO-POINT (PTP)- A level of NRR service$ d/ Z5 ~; `" j5 R7 c; B. M% d5 [ for aircraft that is based on traditional waypoints in6 t! o a' t- ?7 M: ^4 D their FMSs or RNAV equipage.3 { r+ z/ s8 G3 I* F3 u! Q POLAR TRACK STRUCTURE- A system of( m1 e2 c2 G( ~! J8 V organized routes between Iceland and Alaska which' F( w5 Z, U* I# d overlie Canadian MNPS Airspace.( E" L. B0 e6 U& X( i/ L; ^ POSITION AND HOLD- Used by ATC to inform a5 l4 g2 z# q; R6 t' y7 K5 o pilot to taxi onto the departure runway in takeoff 8 h/ n1 S1 v% l0 cposition and hold. It is not authorization for takeoff. / t6 N& }- L' L5 l, X% ~4 _% u! nIt is used when takeoff clearance cannot immediately9 }% I6 y. w- m8 a4 v+ q be issued because of traffic or other reasons. 4 ?6 D) U6 G. s- ?9 V) ]8 W* g6 C(See CLEARED FOR TAKEOFF.)+ I3 R F1 v: x; B Y% d5 g POSITION REPORT- A report over a known - ^# ?* {$ v5 c% t) b4 R' dlocation as transmitted by an aircraft to ATC. ; J6 p+ B7 k2 N2 `(Refer to AIM.) $ h+ E2 y* \) u! H. ?' X4 zPOSITION SYMBOL- A computer‐generated9 b7 Y, k [! c* g. Y4 E8 a& H0 E( Z indication shown on a radar display to indicate the # v5 E- B3 P# [ g1 g3 cmode of tracking." j% p# h# U0 L7 t POSITIVE CONTROL- The separation of all air 2 P# V8 i- L0 z/ x. ttraffic within designated airspace by air traffic ) r7 L4 M0 `# X/ c! b/ d: {control." y, \2 {( q- [+ [ PRACTICE INSTRUMENT APPROACH- An 4 @5 Q# b4 _( @. ~/ Xinstrument approach procedure conducted by a VFR 5 X# P: ]4 t1 a. p. }: C6 N7 q! c hor an IFR aircraft for the purpose of pilot training or * t7 Y, {) d! M8 ]% cproficiency demonstrations. 3 T- w$ Z q% j, d1 R' p0 A, `PRE-DEPARTURE CLEARANCE- An application4 y, ]+ \- s$ b9 J) B7 V" r with the Terminal Data Link System (TDLS) that * s$ e7 `, K' v& E9 K) p- `/ |provides clearance information to subscribers,( c/ {) E D0 F through a service provider, in text to the cockpit or 3 k a8 Y- v! _! ]gate printer. 3 u( O& K2 Y4 n3 O* i1 z) x1 ePREARRANGED COORDINATION- A standard‐$ I0 q; {) h# ]% W ized procedure which permits an air traffic controller w; \/ p4 E% l* I to enter the airspace assigned to another air traffic8 l" [8 D& q% W3 s- ` controller without verbal coordination. The proce‐2 `) k" f. C' D2 m dures are defined in a facility directive which ensures1 g+ N7 e- J, M! ~ standard separation between aircraft.! |* l6 e6 I( P0 v# y PREARRANGED COORDINATION PROCE‐ . R u- N9 D, e! s L5 YDURES- A facility's standardized procedure that ; ?0 a' b! [ u, r s, ]- W: wdescribes the process by which one controller shall+ ^- Z1 D2 r2 _/ |- `" | allow an aircraft to penetrate or transit another ' I: N t( u0 ?controller's airspace in a manner that assures standard 7 j* D1 k3 k) K0 iseparation without individual coordination for each+ |' \ b: ]$ j) W! [0 b$ |2 j aircraft. 3 b+ `9 ? W2 Q% |6 h9 UPRECIP ITATION- Any or all form s of water8 |. z& ]& A, V8 m& \ particles (rain, sleet, hail, or snow) that fall from the * _! q1 {; e& Datmosphere and reach the surface. 2 {$ S8 y1 S, c# P3 e IPRECIPITATION RADAR WEATHER DE‐( d# x$ D" T: F2 X0 w7 L; |, ~, g SCRIPTIONS - Existing radar systems cannot detect $ T$ m2 b1 x* M& Y$ J" J3 M3 n7 Hturbulence. However, there is a direct correlation$ c6 N: t$ I0 g between the degree of turbulence and other weather . F: h! b! w d8 `9 gfeatures associated with thunderstorms and the + \/ r% C! o6 c' q a6 \! s0 w. Wweather radar precipitation intensity. Controllers will3 v$ n3 `: ^5 N! o issue (where capable) precipitation intensity as 2 L' K: {: q2 {observed by radar when using weather and radar 6 P, ]$ j. k& gprocessor (WARP) or NAS ground based digital & l; R. E& \/ g+ ~radars with weather capabilities. When precipitation( C" q9 Z' F! J0 ?7 Q8 I6 ~ intensity information is not available, the intensity1 I. `; j0 h% r- y will be described as UNKNOWN. When intensity- O$ W; f. S' r& k8 ^, j/ Z* R levels can be determined, they shall be described as:) n# V* y0 `! z0 V a. LIGHT (< 30 dBZ)% `, Q) g3 ^" v" M) X b. MODERATE (30 to 40 dBZ) + y/ i% x% B- D* Sc. HEAVY (> 40 to 50 dBZ) 8 D5 R" R7 y2 X7 F; u6 s9 Ad. EXTREME (> 50 dBZ) $ ?. a4 l6 {" m0 H3 ?: n, v(Refer to AC 00-45, Aviation Weather Services.)8 I2 S4 B: B+ m PRECISION APPROACH(See PRECISION APPROACH PROCEDURE.)& D4 k, E0 X% r PRECISION APPROACH PROCEDURE- A stan‐ ! e; k- i- n Adard instrument approach procedure in which an2 [ S( J$ a' S electronic glideslope/glidepath is provided; e.g., ILS,* S6 M# \. X0 k) m MLS, and PAR. & C% i& a0 u2 F+ i(See INSTRUMENT LANDING SYSTEM.)) d S" I2 w2 J (See MICROWAVE LANDING SYSTEM.) 3 i% Q# B7 I2 }! C5 O; k9 E& m: b(See PRECISION APPROACH RADAR.) 2 q( X6 d: k6 b: q! i3 tPRECISION APPROACH RADAR- Radar equip‐! s- Y h4 ?+ X- X+ E1 ` ment in some ATC facilities operated by the FAA% ]9 N7 L& X6 f- n& s and/or the military services at joint‐use civil/military0 i/ h& m* J1 i5 K locations and separate military installations to detect 0 X) {. F* W3 g! T9 x/ Oand display azimuth, elevation, and range of aircraft $ y V: R. h# _4 f+ p- }on the final approach course to a runway. This; i- @4 q2 k$ t0 z equipment may be used to monitor certain nonradar. q) c9 b; ]" \( c% Y approaches, but is primarily used to conduct a$ v( {: @% z* ?; o2 [1 g precision instrument approach (PAR) wherein the4 V! x; c. f6 `8 |9 p# L controller issues guidance instructions to the pilot 4 x) w5 J7 R$ z9 I+ E" k6 Qbased on the aircraft's position in relation to the final # @% s8 K0 Z' [$ X8 n: W4 f1 R! Mapproach course (azimuth), the glidepath (elevation), @# R# g- B$ q% S$ E: _ Pilot/Controller Glossary 2/14/08. O. {' _/ j( V2 r PCG P-3- I5 \$ o+ n- ]; o$ `" w h: } and the distance (range) from the touchdown point on& _, l, G/ r" F( a u the runway as displayed on the radar scope. # p! ^/ F9 o# ], JNote:The abbreviation “PAR” is also used to9 E: {# l5 p6 ]/ R: h denote preferential arrival routes in ARTCC& K8 B* W ?% q4 V# i computers. ) R# X, t7 h* U3 e K. c(See GLIDEPATH.) 9 D- K, P( T; R( _1 G7 q% O(See PAR.) 9 L; T% q2 y: l- y9 f(See PREFERENTIAL ROUTES.) ) F' A2 N* X9 A" S0 m(See ICAO term PRECISION APPROACH2 @9 B. Z+ H( A8 K l+ ` RADAR.) ( P4 V2 }; E* l* V# a( U(Refer to AIM.); \( a' |" P4 \7 N# t1 v% `" `6 h# Y PRECISION APPROACH RADAR [ICAO]- Pri‐ + D) P% e; i: A: {2 ]" Smary radar equipment used to determine the position2 A6 f( `% {, y; Y7 e7 G2 N of an aircraft during final approach, in terms of lateral ( c: S7 x% p& r' E- yand vertical deviations relative to a nominal approach# w1 V5 }* ]3 k# `' E5 _/ N path, and in range relative to touchdown. ) o+ F3 H: k; O* g" G/ LNote:Precision approach radars are designed to' H9 \( W* S( e- c5 E enable pilots of aircraft to be given guidance by 5 K+ n( o0 {* ?3 i8 a; lradio communication during the final stages of the2 B6 |0 V% H3 N2 Y- ^1 o approach to land.9 _) B- g3 y6 A+ ^ PRECISION OBSTACLE FREE ZONE (POFZ)-/ `! a5 Z; P' c An 800 foot wide by 200 foot long area centered on" U4 a: ?) }9 A) ~7 L: [1 u the runway centerline adjacent to the threshold5 B# T& b8 \! I5 S& F) W! R1 \' e8 g designed to protect aircraft flying precision 6 x# F9 @1 v2 Z7 R; L) D( N/ Happroaches from ground vehicles and other aircraft' V; B8 d, K: Q when ceiling is less than 250 feet or visibility is less" z3 ~9 G; i: Z" c- W* l# c than 3/4 statute mile (or runway visual range below9 S0 J+ E3 T2 U& v/ t$ ?0 q 4,000 feet.) 2 U% I! g- G9 U) FPRECISION RUNWAY MONITOR (PRM)- Pro‐* w+ a b& @3 {, } vides air traffic controllers with high precision- |5 b- q; L( l- r secondary surveillance data for aircraft on final % u& Y' {( d2 H1 T; [8 {6 S1 |1 zapproach to parallel runways that have extended1 V3 O4 v+ ^ l& e2 v3 Z1 T+ G) | centerlines separated by less than 4,300 feet. High+ O+ k0 v. E3 n! F# H resolution color monitoring displays (FMA) are * E2 v$ f! u4 o6 O" F" X+ Nrequired to present surveillance track data to2 _( {9 A. }$ b8 k' ?' n controllers along with detailed maps depicting , Y$ D: V3 d9 o$ ~4 E$ Yapproaches and no transgression zone. ! |+ b" q* n/ RPREFERENTIAL ROUTES- Preferential routes2 p& Q* Q2 A/ _" V% a4 h' I (PDRs, PARs, and PDARs) are adapted in ARTCC + F" s! J6 v8 z1 s5 Scomputers to accomplish inter/intrafacility controller7 k( S' V3 O4 j2 n+ I% q3 v, g3 C coordination and to assure that flight data is posted at 5 c# G$ @8 O1 c& Dthe proper control positions. Locations having a need% N1 X' Z2 R ]; o9 i9 E for these specific inbound and outbound routes; U( _) z! T+ t$ h8 } normally publish such routes in local facility 5 y* e' h4 m2 m2 x8 B9 v' cbulletins, and their use by pilots minimizes flight+ C" v+ E3 l4 b; R- T2 j% v/ u plan route amendments. When the workload or traffic, N+ _: F: I, Q situation permits, controllers normally provide radar 8 A- ]* l+ G7 _) b# s( gvectors or assign requested routes to minimize 1 a6 c5 r8 a, m8 \8 }2 B3 d( B: @circuitous routing. Preferential routes are usually. M6 [9 [3 @4 j+ w6 K confined to one ARTCC's area and are referred to by/ W+ m' h( ]( t9 q9 s the following names or acronyms: 0 F3 c5 }% ?: L8 u7 ja. referential Departure Route (PDR). A specific- V% \" ^+ T* \% ^5 t% q departure route from an airport or terminal area to an : t! c! w- h2 v% ?0 }en route point where there is no further need for flow . a- g3 L. F" E# ~* T( _control. It may be included in an Instrument & i! V5 x$ i% m. U$ SDeparture Procedure (DP) or a Preferred IFR Route.8 I4 r! w0 \- O# V8 V( D b. referential Arrival Route (PAR). A specific5 b- y6 d% D6 S/ }! Y: T arrival route from an appropriate en route point to an9 E o# h& B; w# Q airport or terminal area. It may be included in a7 {, t0 k% f h9 |7 ]* C Standard Terminal Arrival (STAR) or a Preferred IFR8 ~; x) E% b) q$ e6 d) c& m Route. The abbreviation “PAR” is used primarily% T- H& S, `. ^4 ]$ o within the ARTCC and should not be confused with- s8 p" R0 @+ [8 X, ^ the abbreviation for Precision Approach Radar. z3 s% `- x1 G3 Q( ~- Q$ M c. referential Departure and Arrival Route & u' T9 }' l; }! B(PDAR). A route between two terminals which are 3 ^- B6 I+ ]. J6 z2 _3 xwithin or immediately adjacent to one ARTCC's area. ) r- V5 ^# X2 m7 _6 zPDARs are not synonymous with Preferred IFR 9 U0 a0 ?. ^; q& J/ @. `3 _/ FRoutes but may be listed as such as they do 0 |1 e8 a/ y3 f) F* [3 ~accomplish essentially the same purpose.9 J5 {2 i6 H" r" H3 @: ` (See PREFERRED IFR ROUTES.) 1 w6 A+ V1 _8 z$ @& H8 ZPREFERRED IFR ROUTES- Routes established; [9 G0 ?: z$ S0 U5 g between busier airports to increase system efficiency/ s/ f( R" m i0 d and capacity. They normally extend through one or7 [. V. w3 `; |4 E9 g0 ~6 s more ARTCC areas and are designed to achieve 9 F b1 j/ @9 B- B8 Q: ~% C$ q; `balanced traffic flows among high density terminals. ! }# Q/ m4 h! |5 M- {$ tIFR clearances are issued on the basis of these routes + B: k1 X* G* A7 {9 v ^* xexcept when severe weather avoidance procedures or7 `: R6 I) |" X% e" S7 G+ I other factors dictate otherwise. Preferred IFR Routes$ ]; h* d. b" I1 m7 e are listed in the Airport/Facility Directory. If a flight $ K" v; Y8 U7 o6 d) s9 G" ^9 Ris planned to or from an area having such routes but s8 j, E' f1 ]7 w3 Sthe departure or arrival point is not listed in the ( v, G/ ]* |2 |/ F. s$ dAirport/Facility Directory, pilots may use that part of 1 M- _- G$ f# E- `# d( s$ Wa Preferred IFR Route which is appropriate for the - c1 d8 Y5 }1 e1 edeparture or arrival point that is listed. Preferred IFR # ^4 N y H. G5 V/ @. P, IRoutes are correlated with DPs and STARs and may $ ?( y- o7 p8 @; U5 nbe defined by airways, jet routes, direct routes$ M1 c* }8 n2 G6 v- V9 | between NAVAIDs, Waypoints, NAVAID radials/; b! k9 Y# n, V% s3 l5 A+ C: U DME, or any combinations thereof.3 f- j; Z( Q7 A! k7 ^4 K" x (See CENTER'S AREA.) ( B8 V" Z! H/ Z7 p(See INSTRUMENT DEPARTURE' s2 B+ H2 }$ g$ r4 Q& f7 j PROCEDURE.)- w1 E* u/ Q" h- Q (See PREFERENTIAL ROUTES.) % p" M& X$ z6 s x: j. `7 }3 @" K, Z(See STANDARD TERMINAL ARRIVAL.) 1 q: f( i3 W4 D+ T: E(Refer to AIRPORT/FACILITY DIRECTORY.) 5 B' X3 q+ w+ ?& M9 @ P(Refer to NOTICES TO AIRMEN PUBLICATION.)+ }, _9 p8 H" Z' W5 f PRE‐FLIGHT PILOT BRIEFING(See PILOT BRIEFING.) " Y: ?$ o+ Y% o( HPREVAILING VISIBILITY(See VISIBILITY.)$ {3 q/ o7 @: M% F( \$ l6 I Pilot/Controller Glossary 2/14/08( ?2 A. i7 ~7 C7 v8 ? PCG P-4 % G- |9 ]+ u2 e, rPRIMARY RADAR TARGET- An analog or digital9 q' P% p+ K7 r; n target, exclusive of a secondary radar target, 6 @3 J/ Q# ^0 U0 c5 r! B- _presented on a radar display.0 l' l( K7 S; i8 ]5 I1 y PRM(See ILS PRM APPROACH and PRECISION' V& t- H0 h8 h( D RUNWAY MONITOR.) 4 t# P" l' {5 t* O+ I2 q) B7 ~* tPROCEDURE TURN- The maneuver prescribed5 ^- `* h- S. i; Y( ~1 J! l5 y i when it is necessary to reverse direction to establish. P1 x) _, u F7 |, A an aircraft on the intermediate approach segment or , L: [ d* u2 m! sfinal approach course. The outbound course, 5 x9 |! m+ f% E( |, }direction of turn, distance within which the turn must 8 d( S& [* E7 M8 W3 o- M0 v1 Vbe completed, and minimum altitude are specified in 5 F$ h. q: e1 D! ^1 o2 athe procedure. However, unless otherwise restricted, $ P( |: Y8 O, R, h' j2 Rthe point at which the turn may be commenced and: F) [; R) Y" p, V0 ?; R4 ? the type and rate of turn are left to the discretion of the+ ]4 x+ r3 R) }1 ?1 D/ u pilot. 9 Q* |% ?4 u3 K0 P0 K6 H4 s(See ICAO term PROCEDURE TURN.)# c9 F1 c! M7 p/ y& p& ]* a+ C PROCEDURE TURN [ICAO]- A maneuver in 0 v2 ^6 [* S1 R5 D5 P3 U! qwhich a turn is made away from a designated track 6 ?' E: I4 W! K1 o. z# dfollowed by a turn in the opposite direction to permit* h+ D$ n4 K: F1 T* ? the aircraft to intercept and proceed along the 7 R& v& V4 E# F) v% c) }+ lreciprocal of the designated track.5 D4 g1 c4 g! D: u8 R Note 1:Procedure turns are designated “left” or3 W1 ] e3 M6 J g “right” according to the direction of the initial turn.1 O( Q: w: N, n$ D+ v6 K Note 2:Procedure turns may be designated as' e- E8 }0 g, a( c being made either in level flight or while) K& l0 v* o2 Y: D D descending, according to the circumstances of1 Y# Y: {" k1 b) a) \1 c each individual approach procedure.+ N; g, X+ O- ?+ T7 L2 A PROCEDURE TURN INBOUND- That point of a2 F, Z' _% P$ {' L/ x procedure turn maneuver where course reversal has5 ~, y# j% I+ }* U+ ]: B$ T2 l1 q been completed and an aircraft is established inbound6 o! x4 _9 L" U' P0 X2 w1 b on the intermediate approach segment or final 8 h I9 |; i8 Uapproach course. A report of “procedure turn 1 E+ Q' R6 v5 r* B3 }% finbound” is normally used by ATC as a position+ ]+ ^1 k; d* G9 R: |6 c report for separation purposes.1 a5 i8 \* z1 m( o! v3 z (See FINAL APPROACH COURSE.)4 ?2 @) m* ~4 S$ q (See PROCEDURE TURN.)+ N1 q: v; v" P) j+ | (See SEGMENTS OF AN INSTRUMENT9 N1 f0 r, E! k1 ]2 A APPROACH PROCEDURE.)& J) y% `# v p; v; H PROFILE DESCENT- An uninterrupted descent 5 G5 F: A- I- t2 t(except where level flight is required for speed 6 A* e+ {/ o8 ?; R# y' L" a" sadjustment; e.g., 250 knots at 10,000 feet MSL) from % t! l3 Y) g d: Wcruising altitude/level to interception of a glideslope3 k7 _' E' s7 j& ^, \6 C# M# i or to a minimum altitude specified for the initial or( U, O: t& I; ?; W4 a intermediate approach segment of a nonprecision 8 o* I' `( k- w5 vinstrument approach. The profile descent normally % ?1 l) t/ W6 P7 D8 r" `term inates at the approach gate or where the. u+ i% n# [1 } glideslope or other appropriate minimum altitude is 7 l$ s: h& K1 @% E) g2 t- qintercepted. ( \6 y7 ~2 g8 @PROGRESS REPORT(See POSITION REPORT.) 6 g! F& V3 T; y. Q2 NPROGRESSIVE TAXI- Precise taxi instructions ( I+ t7 z) v5 |7 [1 y* n, ~given to a pilot unfamiliar with the airport or issued* u' _1 s: x+ e9 g4 n. | in stages as the aircraft proceeds along the taxi route. j% M$ V7 l: q& \9 w+ z/ W8 e PROHIBITED AREA(See SPECIAL USE AIRSPACE.)4 V3 o0 N' W+ x! I9 @, R (See ICAO term PROHIBITED AREA.) : |/ z' {% e+ y! QPROHIBITED AREA [ICAO]- An airspace of/ l0 I3 S; H$ H5 b defined dimensions, above the land areas or territorial $ c* x6 m7 E" ~8 W, jwaters of a State, within which the flight of aircraft & y- C5 J: | w% _( E" k! u! wis prohibited.. G0 @, y$ C8 Y2 z3 ?& G( A9 ?5 | PROPOSED BOUNDARY CROSSING TIME- 5 o1 h7 u+ O, f8 f7 _, q) ]+ P2 UEach center has a PBCT parameter for each internal 7 d& l N- } D: O( n' C5 _4 `airport. Proposed internal flight plans are transmitted# x5 u; v7 Z( E, N4 p& O8 E; t to the adjacent center if the flight time along the 7 [2 K4 q- v: \proposed route from the departure airport to the ) n! s# _% f9 _" u) V: xcenter boundary is less than or equal to the value of7 q" v9 |/ [$ {8 o5 y PBCT or if airport adaptation specifies transmission+ p: a9 x) N6 ~# M3 O regardless of PBCT.- Q; Y( H8 y* s5 m* U PROPOSED DEPARTURE TIME- The time that the& u) g4 ?$ [! Q; e aircraft expects to become airborne.; ^. P3 o0 }, S5 K PROTECTED AIRSPACE- The airspace on either + Z' T4 X1 _! ?9 l5 E0 y0 Rside of an oceanic route/track that is equal to one‐half: A8 f5 q; a* y3 |# S% j! s the lateral separation minimum except where 8 H" z* m1 w, O% ?* Jreduction of protected airspace has been authorized." h* F% q8 Z7 E, h8 ] PT(See PROCEDURE TURN.) 6 g9 n% i4 p; t5 m2 N, dPTP(See POINT-TO-POINT.)& k. Z* }0 h% Z( J* ?; c. K PTS(See POLAR TRACK STRUCTURE.)5 Y* [* x* q7 c6 c2 ~4 C" T PUBLISHED ROUTE- A route for which an IFR , ]' h. K* ]) Valtitude has been established and published; e.g.,, O, e1 J0 n; k# k( X' Z8 A Federal Airways, Jet Routes, Area Navigation - q. m( D% \3 ZRoutes, Specified Direct Routes.. X# ~& ^5 s$ J, R$ x8 T Pilot/Controller Glossary 2/14/08 : ~+ x8 w8 X- k s, ]PCG Q-1. \0 Y& ~8 x7 u, C Q : @/ W7 U" j7 Y' f9 VQ ROUTE- `Q' is the designator assigned to- W9 f6 o4 B) a6 ?# u% x4 u# R published RNAV routes used by the United States.5 b( t' R# [8 Z6 l QNE- The barometric pressure used for the standard 1 b# B8 V6 Z2 D; e' Jaltimeter setting (29.92 inches Hg.)., Q' k+ {/ H. m: v. F# W' f3 E QNH- The barometric pressure as reported by a- u% l1 M. L; `- Z particular station.8 S- L7 v) F/ b+ k1 X QUADRANT- A quarter part of a circle, centered on3 J: f9 X1 t8 \1 c' C" W a NAVAID, oriented clockwise from magnetic north% z+ K/ Z. `, V) a as follows: NE quadrant 000‐089, SE quadrant * K$ v( {2 L' N6 r$ g090‐179, SW quadrant 180‐269, NW quadrant : n z9 f& a+ Q+ B$ C) K1 i6 _* c' H) \270‐359. 0 O: {* p# Q, gQUEUING(See STAGING/QUEUING.)/ G9 Q; Y- p- D- R- x5 O QUICK LOOK- A feature of the EAS and ARTS : m) E! I e1 D6 X* t/ x2 Fwhich provides the controller the capability to 9 y1 U: j! U0 w O. C. h. q# ldisplay full data blocks of tracked aircraft from other4 s8 Q) X K' a$ W8 Q: v control positions. - S& e% h4 q; ?' fPilot/Controller Glossary 2/14/08 : H. y% t* \7 u) O8 u+ yPCG R-1+ }" h2 ?. c5 c8 m3 }; Z# R5 H R % H. d7 ]' i; |* MRAA(See REMOTE AIRPORT ADVISORY.) ( O: R7 a7 M5 y/ N3 k0 KRADAR- A device which, by measuring the time" z, |3 D7 u, j2 T7 b interval between transmission and reception of radio 1 v. h2 Z) [# }pulses and correlating the angular orientation of the / @ o, z5 q+ J& y. L; qradiated antenna beam or beams in azimuth and/or% ~( ]3 ?/ }" Q, }8 c* b: P, \ elevation, provides information on range, azimuth,7 Q3 A$ R! ~0 @ l" G ~* p& ] and/or elevation of objects in the path of the 8 O' O* W* h* Vtransmitted pulses.- j; a# B3 \' u4 C# `) n- U3 {+ v a. rimary Radar- A radar system in which a3 f% s2 g& |: o: z: } minute portion of a radio pulse transmitted from a site & L! J# c( k: l% q: a/ P) o% Tis reflected by an object and then received back at that1 Q k9 N, e) I6 S% W- _ site for processing and display at an air traffic control7 X4 D' a3 A$ V: |* Q5 E facility. T, `' F$ Z) x2 _8 }0 q, f2 u' Nb. Secondary Radar/Radar Beacon (ATCRBS)- A$ y, U* ]! o5 o" J6 V9 @2 o radar system in which the object to be detected is, N2 X6 N+ p# r3 e& I- ^; m3 H" W* [ fitted with cooperative equipment in the form of a # Q8 k6 Y4 H. }. z9 Cradio receiver/transmitter (transponder). Radar ; T) p) e7 E/ @# h9 T% \pulses transmitted from the searching transmitter/re‐ " n8 m& F3 ?' B: oceiver (interrogator) site are received in the : i4 k+ [, k7 ~; |8 j ccooperative equipment and used to trigger a ) W3 A7 w8 q$ @+ a, ~% ~distinctive transmission from the transponder. This0 _/ q9 t( s4 I3 L7 | reply transmission, rather than a reflected signal, is `& K& @: M0 P: q+ E% a( @$ cthen received back at the transmitter/receiver site for & i; F3 x4 @8 E/ o( S Eprocessing and display at an air traffic control facility. 0 Y; X+ Y$ {1 s' U# V" I# k# C(See INTERROGATOR.)3 P: ~6 j; A& X9 F0 ?* {! b B (See TRANSPONDER.)0 m% Z/ ?' y( G- V; n' Q (See ICAO term RADAR.)) f1 Y1 d) B* i (Refer to AIM.) # J; Y* y$ v$ X2 }; ~RADAR [ICAO]- A radio detection device which , R H, Q9 d/ V4 c J! Dprovides information on range, azimuth and/or0 ~+ e' ~$ p1 t: ] elevation of objects.6 H, L. p2 i4 B2 L, W) z- C; Z1 Q a. rimary Radar- Radar system which uses+ v; f) J: }" p0 \, L! I# ? reflected radio signals. 6 j4 b" R5 h* p5 L/ d" |b. Secondary Radar- Radar system wherein a % ^! X; t. ^- z3 r% F' ]) eradio signal transmitted from a radar station initiates T- a* z, w) z7 C) t. fthe transmission of a radio signal from another/ {! h& K# r4 h; y! ]% } station. - D6 ]9 I3 ?# a d2 T5 SRADAR ADVISORY- The provision of advice and ' \) X& s4 l" Sinformation based on radar observations.# T6 L' S7 M5 |% F3 u (See ADVISORY SERVICE.) $ p' e$ X5 s* m) a: [) XRADAR ALTIMETER(See RADIO ALTIMETER.) / Z) D9 i* b/ `# fRADAR APPROACH- An instrument approach9 f) u( p* M$ {# m procedure which utilizes Precision Approach Radar( J+ h$ {1 W P3 ~ (PAR) or Airport Surveillance Radar (ASR).4 R5 T7 ~- F! T! @# O% d0 ? (See AIRPORT SURVEILLANCE RADAR.) & F. \% c" _ l4 i1 M7 ](See INSTRUMENT APPROACH+ J+ y, j! x/ F( K% H4 j2 n$ V PROCEDURE.) ' A2 ?, r; B D1 M" H a7 w(See PRECISION APPROACH RADAR.); M9 h; w- U# f7 f* o2 X7 e( Z# | (See SURVEILLANCE APPROACH.) - F% z! o/ x3 O(See ICAO term RADAR APPROACH.)7 s5 _" @/ K( z, c (Refer to AIM.)0 T: C! a# @2 V) n RADAR APPROACH [ICAO]- An approach,- I# {5 u# ?4 s executed by an aircraft, under the direction of a radar, y' q; Y) N) t1 B+ i y controller. ; e# f4 E4 W" i) l+ e# r; n, C8 MRADAR APPROACH CONTROL FACILITY- A, {# q" R; m* y- } terminal ATC facility that uses radar and nonradar2 J0 W& o4 P, b j- i capabilities to provide approach control services to 3 v- i1 ^8 x; \aircraft arriving, departing, or transiting airspace ' `0 v. r/ w9 Zcontrolled by the facility.& ~" w3 m3 o2 M (See APPROACH CONTROL SERVICE.)' O1 d1 T8 @8 | a. rovides radar ATC services to aircraft 6 C! a! p N! Z% G2 y. E; w# s3 Yoperating in the vicinity of one or more civil and/or ; Y- E/ _' z$ I w/ `military airports in a terminal area. The facility may6 L5 N. E; \3 d0 ~% O$ q provide services of a ground controlled approach& c# J3 P( T s& h, p+ @ (GCA); i.e., ASR and PAR approaches. A radar : x# z& C7 t& S" F' japproach control facility may be operated by FAA, + F1 |. [. r( {8 Q, [1 S cUSAF, US Army, USN, USMC, or jointly by FAA 1 t7 R+ l- {; \+ k8 c0 {and a military service. Specific facility nomencla‐: n! p% n, v4 N; z2 s3 V4 e tures are used for administrative purposes only and 5 T7 m' c7 F2 a% X8 O. jare related to the physical location of the facility and % [: `+ o( G+ E$ J+ Xthe operating service generally as follows: - u; v4 N( y0 f6 ~$ c1. Army Radar Approach Control (ARAC) * b g$ G0 L& X9 S; G) X(Army). 0 T. Z4 e) k" \8 z2 f2. Radar Air Traffic Control Facility (RATCF): m' f% y! I7 T2 g (Navy/FAA)., g: b& y X9 j) P2 F0 ~ 3. Radar Approach Control (RAPCON) (Air $ I T1 ^4 U0 x7 NForce/FAA). 4 M5 b: N& V: d; @& L/ Q4. Term inal Radar Approach Control # M' Y6 F3 g9 y(TRACON) (FAA). 4 \9 X7 g# o1 u4 f& x5. Air Traffic Control Tower (ATCT) (FAA). ; E5 Y5 A" @4 t! X7 H(Only those towers delegated approach control p) M9 r! Y2 o6 s4 J authority.)5 x6 n% z, z4 i2 q, e7 G, D2 u+ Y RADAR ARRIVAL- An aircraft arriving at an 3 k& r) B. E) s. x' nairport served by a radar facility and in radar contact* y! d; E& b3 O5 _ with the facility. % r) I/ S+ ~* }* w(See NONRADAR.)3 b/ y/ H( b* D% _4 L Pilot/Controller Glossary 2/14/08& f. l$ A$ W1 g8 y PCG R-27 g+ u8 \0 h/ T/ [# D: x RADAR BEACON(See RADAR.)$ W* X- H8 f- w RADAR CLUTTER [ICAO]- The visual indication+ |0 L/ y9 f7 w1 k on a radar display of unwanted signals.0 u$ s% k: x9 V7 a" ^# H RADAR CONTACTa. Used by ATC to inform an aircraft that it is 1 N" t$ _) h* e' h) }identified on the radar display and radar flight / ]! S0 \' ?& Ifollowing will be provided until radar identification . ^% |5 L9 N" x# Pis terminated. Radar service may also be provided ' F" j6 d: a- ]within the limits of necessity and capability. When a, s6 V5 F( i2 U; b! {" ] pilot is inform ed of “radar contact,” he/she. v5 |' S3 n, C2 X5 t# h2 ^1 K( {( f automatically discontinues reporting over compulso‐ , r/ q( ]: n# O, ~6 H1 ]9 Qry reporting points. 3 ]8 q3 F' Y, y7 p% |( W(See RADAR CONTACT LOST.) ( ?2 O- d. S5 \ l" D(See RADAR FLIGHT FOLLOWING.)6 Z& n0 L, r7 y( A4 ? (See RADAR SERVICE.) " `8 G$ @& X; X5 M5 u/ {- a(See RADAR SERVICE TERMINATED.) 8 }! S, X) E% p% g% I(Refer to AIM.) 3 l# v& B( I- ]$ J" g- P" Gb. The term used to inform the controller that the ( P1 K% \% p* N* ~. x' M( naircraft is identified and approval is granted for the 0 p1 s: ]1 W" H' s7 }6 [aircraft to enter the receiving controllers airspace. 1 k0 ]4 D# T2 X! _(See ICAO term RADAR CONTACT.) 8 V, \0 D, ]# E- j+ M* eRADAR CONTACT [ICAO]- The situation which , J9 F4 o: Q& K0 M2 a" Yexists when the radar blip or radar position symbol of ' Y# b; o! i' J- N# g; Da particular aircraft is seen and identified on a radar - R5 x% K' t! K4 q' Ydisplay. o8 v" j" V N1 yRADAR CONTACT LOST- Used by ATC to inform) u3 ]* t# f2 H( s1 r, k a pilot that radar data used to determine the aircraft's ; k8 t, m# ] p5 n* o: Z, hposition is no longer being received, or is no longer # V K, F# Q% Yreliable and radar service is no longer being provided.( L! h) a3 o! I/ I4 | The loss may be attributed to several factors. x* {7 o& {4 w8 i7 z" l; H including the aircraft merging with weather or ground 5 v2 l3 Z1 ^ Q: i1 e4 C5 Q; aclutter, the aircraft operating below radar line of sight y& [( U8 F0 }! Y2 Wcoverage, the aircraft entering an area of poor radar5 @- q; z$ _. k1 ^) T return, failure of the aircraft transponder, or failure of 0 K- Y7 |7 |0 i- F& Cthe ground radar equipment.+ D$ d3 A' O r4 H (See CLUTTER.): v, `) U4 i+ v! X \" G (See RADAR CONTACT.) : w r- T4 `/ H. vRADAR ENVIRONMENT- An area in which radar+ ^; S) _+ |7 o5 x. Z3 b service may be provided. 0 ]) `4 D2 G) W& j(See ADDITIONAL SERVICES.) + ^- ?/ O; w7 ?# b% M8 _4 c(See RADAR CONTACT.) ( E! S# F( c6 s(See RADAR SERVICE.) 4 z* v. m; T; |* U: b6 `9 m(See TRAFFIC ADVISORIES.) 4 R! G- W* k' o3 H9 c0 Y. s& YRADAR FLIGHT FOLLOWING- The observation1 I! L( `5 v! _1 Q( {6 Z: r of the progress of radar identified aircraft, whose 9 T- w2 R L5 fprimary navigation is being provided by the pilot,8 _) D4 L& m( S+ y3 h) |2 E1 y8 x wherein the controller retains and correlates the 0 T, j" l5 {" _7 `aircraft identity with the appropriate target or target; D4 I) L9 B+ J5 ?, P4 P$ d1 ` symbol displayed on the radar scope. 6 Y7 Q* X i. o6 T4 ^(See RADAR CONTACT.) . H+ i5 L( h' u" z- I" M& |9 s(See RADAR SERVICE.) 8 x) ]1 V+ y* _, Q- n! v+ k(Refer to AIM.) ) b+ m" f2 H! I- V1 sRADAR IDENTIFIC ATION- The process of! O: q v9 `& T5 z( t( J ascertaining that an observed radar target is the radar2 N6 ~% `" V* O5 D, e return from a particular aircraft.% D9 H# ^: N+ l) g* K* |6 y% {# h (See RADAR CONTACT.)% A9 W& n, _ ~- r/ l# N! ]- | (See RADAR SERVICE.) / s2 G6 M5 J& D+ E# E/ ^8 D' b(See ICAO term RADAR IDENTIFICATION.)9 T. j. E/ Q$ g: ^4 j# G2 a3 J RADAR IDENTIFICATION [ICAO]- The process0 n& R* j( L) i" U' i) h$ \ of correlating a particular radar blip or radar position& W3 h2 b! H+ M$ a symbol with a specific aircraft. ' j* r% n9 l- J; {- W) n* mRADAR IDENTIFIED AIRCRAFT- An aircraft, the$ i2 g; w8 z% S8 m; { position of which has been correlated with an8 g; b- o% T/ i" g1 | observed target or symbol on the radar display. ! d+ ~& g4 ^% F) d(See RADAR CONTACT.)( K9 I, A' _" c1 Y- ~; N (See RADAR CONTACT LOST.)0 Y4 F' H) F! ]4 I7 f RADAR MONITORING(See RADAR SERVICE.)7 V5 A: m$ A) q RADAR NAVIGATIONAL GUIDANCE(See RADAR SERVICE.) , @4 P$ y1 k4 vRADAR POINT OUT- An action taken by a 4 a# o! u' v2 xcontroller to transfer the radar identification of an ( {, L" L. s! Saircraft to another controller if the aircraft will or may : i/ } s6 I* b' C" Nenter the airspace or protected airspace of another* O6 }: u; ], H controller and radio communications will not be2 [0 N: O+ e2 h* @6 z( F3 ~& N transferred. , j' \* t( o' z* @/ cRADAR REQUIRED- A term displayed on charts8 ~7 o# g* l+ P3 b& G3 M7 l and approach plates and included in FDC NOTAMs3 _: P2 U/ z1 A) J to alert pilots that segments of either an instrument ; ]# ]2 Y1 @8 L& vapproach procedure or a route are not navigable 0 f9 Y# D x% j) R3 A8 ~because of either the absence or unusability of a! C5 l( y% Z$ |% B* D NAVAID. The pilot can expect to be provided radar* V9 p: ?! v! ~' H navigational guidance while transiting segments1 V" R+ h$ T+ o# v) n labeled with this term. b3 k, C8 x2 T( j(See RADAR ROUTE.)# M' _5 g$ F% D7 M. T8 B$ e (See RADAR SERVICE.)# c# U- M0 E4 M3 _ RADAR ROUTE- A flight path or route over which, `) ]3 _: {6 m* D an aircraft is vectored. Navigational guidance and, r% d& b- B8 y" s( G altitude assignments are provided by ATC. 8 D& Z# W$ F, \4 e: j(See FLIGHT PATH.) 6 H1 q" A% [ w. _(See ROUTE.) 6 w% u- Y. z6 M: ERADAR SEPARATION(See RADAR SERVICE.) ) D# w L X0 A# `Pilot/Controller Glossary 2/14/083 D8 C6 ?4 \4 n' x( S; y& b PCG R-3+ D, d, \, P2 F7 F RADAR SERVICE- A term which encompasses one 1 I. v0 @. T0 x( Q. D+ oor more of the following services based on the use of ( q! {. [$ N8 E: i2 P) Vradar which can be provided by a controller to a pilot9 X Z, J+ c) T of a radar identified aircraft. 5 I& U) y* ]7 Y/ n# Ia. Radar Monitoring- The radar flight‐following. Z8 ~% e7 _) O of aircraft, whose primary navigation is being0 Q; F1 S2 |% |7 e1 P5 @9 n5 ` performed by the pilot, to observe and note deviations/ P5 }$ R/ ^0 {( v) j1 C% e from its authorized flight path, airway, or route. J2 H& H$ _0 c* FWhen being applied specifically to radar monitoring5 e8 t5 }3 @: Q; ~9 W8 d9 R1 Y of instrument approaches; i.e., with precision, l7 ]/ W$ F Q$ c- E& j* e( } approach radar (PAR) or radar monitoring of 3 X0 @5 ?. i% t* W) v- L% i+ ]& Asimultaneous ILS/MLS approaches, it includes; l, p- l0 b- C+ `7 W7 u advice and instructions whenever an aircraft nears or- t% U% C; j* p: c exceeds the prescribed PAR safety limit or( p# Q4 H) w l simultaneous ILS/MLS no transgression zone.% i8 I3 Q: g* C) R& m (See ADDITIONAL SERVICES.) ) ?9 {3 O2 S2 a, I(See TRAFFIC ADVISORIES.): [+ `) G$ }$ @' i3 O% c: M% H b. Radar Navigational Guidance- Vectoring& Q i3 U- P3 y) v4 o6 l aircraft to provide course guidance.! m' v. l$ e7 o4 ~8 p6 @/ H$ a c. Radar Separation- Radar spacing of aircraft in 8 R7 c# F9 L+ A8 Z* e1 Iaccordance with established minima./ Z/ [( D1 Q! ?9 T (See ICAO term RADAR SERVICE.)* Y- o F, {! n3 ~7 u- d6 I3 ~ RADAR SERVICE [ICAO]- Term used to indicate 3 C9 B2 V& } H& N% Pa service provided directly by means of radar./ d5 Y2 u+ p9 |+ t: D# j2 T. i9 D a. Monitoring- The use of radar for the purpose of9 K* E# k1 n# h providing aircraft with information and advice4 f9 P9 j2 ~) f v# W; V relative to significant deviations from nominal flight 3 D- p, R% Y9 d# Zpath. ( F$ v! f$ W P+ V; cb. Separation- The separation used when aircraft' j& e" I) d- e2 X position information is derived from radar sources.9 H& U/ b! H! n4 j RADAR SERVICE TERMINATED- Used by ATC' l% b" j7 d5 ]3 X to inform a pilot that he/she will no longer be# j( Z: ]$ D( ]$ Z% ] provided any of the services that could be received 8 P$ R3 c8 f$ awhile in radar contact. Radar service is automatically9 _) q5 p0 W7 T4 t terminated, and the pilot is not advised in the 5 ], q/ j8 Q( V: W7 d# xfollowing cases:2 W/ g# u0 l+ t& D% N) q1 P! w a. An aircraft cancels its IFR flight plan, except! R, w) }8 z4 A0 h! x7 O, f% Q& ? within Class B airspace, Class C airspace, a TRSA, & L- Q2 M. J7 I2 ?or where Basic Radar service is provided.7 G+ T8 @' _- E4 @6 i# L9 U b. An aircraft conducting an instrument, visual, or5 D3 I: b @7 e. g. r contact approach has landed or has been instructed to' H2 I1 c$ q( a! O- y- U) u# [ change to advisory frequency.# U! d! A( }. G! [- o% P5 ]& _+ r c. An arriving VFR aircraft, receiving radar5 \9 |6 l& L: D3 e, M service to a tower‐controlled airport within Class B# _' p( C. ], z3 W# X, ] airspace, Class C airspace, a TRSA, or where0 N. q4 ?* s/ ?5 @. h3 H# A$ k sequencing service is provided, has landed; or to all ) U# q- \* P, W/ Tother airports, is instructed to change to tower or * p& l0 e0 _* N6 Y. e4 i4 cadvisory frequency.3 @; D9 ?5 X% N) x! q. U d. An aircraft completes a radar approach. \% ^- n- t$ \) x( C U9 o/ X6 t& {RADAR SURVEILLANCE- The radar observation q1 u( ?4 V8 \% M2 z2 pof a given geographical area for the purpose of$ G$ c& w* [3 |$ f2 x6 f performing some radar function." w/ b! \2 K7 T% P RADAR TRAFFIC ADVISORIES- Advisories ; m7 U) k1 K0 uissued to alert pilots to known or observed radar 7 M6 s! t& J1 l# x( a% l/ g1 @traffic which may affect the intended route of flight 9 q2 ^) H+ g( v! S2 Z2 wof their aircraft. ' ^7 l ?7 L* F3 `(See TRAFFIC ADVISORIES.)9 F* v% ^8 \. s$ `7 \3 j RADAR TRAFFIC INFORMATION SERVICE(See TRAFFIC ADVISORIES.) & o: Y9 R4 C7 b. M" xRADAR VECTORING [ICAO]- Provision of8 ~; I- o3 m+ p* E! E5 n1 O! M navigational guidance to aircraft in the form of! V( D& T) D3 f0 ^4 K( \ specific headings, based on the use of radar. # G5 i* c* {: A6 Y8 p) [- g" jRADIAL- A magnetic bearing extending from a- h9 Q" a# p2 G7 p0 w6 K VOR/VORTAC/TACAN navigation facility. 0 u2 U% Y0 B1 ~7 x" X0 c" W7 M. dRADIOa. A device used for communication.7 N8 R6 e0 y% j' @' N- b b. Used to refer to a flight service station; e.g.,0 b5 b5 t5 r5 l4 e! B" u “Seattle Radio” is used to call Seattle FSS. ' s( P" v" K ?! P" w+ @RADIO ALTIMETER- Aircraft equipment which" v& c6 q8 }6 X6 G makes use of the reflection of radio waves from the! q2 M' u/ n" n5 N ground to determine the height of the aircraft above, s/ [# f3 z: A3 U1 W9 I the surface.$ m9 I6 \* `6 \, ~ RADIO BEACON(See NONDIRECTIONAL BEACON.)2 V2 t( R/ C4 ]7 f. f$ K& r1 c RADIO DETECTION AND RANGING(See RADAR.)$ \1 N) X8 q$ Z P RADIO MAGNETIC INDICATOR- An aircraft0 \" l$ x# E: k+ S, n( z% {) N5 g1 A' H navigational instrument coupled with a gyro compass' q* b+ |2 |! y1 B" v$ ` or similar compass that indicates the direction of a $ Q1 s, X9 ]! g$ x6 gselected NAVAID and indicates bearing with respect 1 e. V5 B5 R! B6 c) e# |. m! S9 ^to the heading of the aircraft. & r, @, R; f' X( B) xRAIS(See REMOTE AIRPORT INFORMATION O1 @" k! c6 y! Z1 C7 J3 K9 jSERVICE.)4 r, a5 D! B! i6 h RAMP(See APRON.)8 w3 _8 S7 T" i$ c RANDOM ALTITUDE- An altitude inappropriate $ T- W: I. n5 q- e8 N! Ifor direction of flight and/or not in accordance with $ [ q& s N+ ^+ k- ~8 Y uFAAO JO 7110.65, Para 4-5-1, VERTIC AL ) j; |* d5 ^- i' e8 b9 pSEPARATION MINIMA.3 t" ]% L( ]0 W% n4 D Pilot/Controller Glossary 2/14/086 i# I. i# E7 T. b PCG R-4 ( ]' S. n. U& W H! d9 s' k% U& tRANDOM ROUTE- Any route not established or P* v/ x9 A/ ]- [' ^/ ~charted/published or not otherwise available to all $ Y0 g, F: K6 N0 o+ K# uusers. E8 I8 M- y0 D RC(See ROAD RECONNAISSANCE.) 1 o) c! c- G5 RRCAG(See REMOTE COMMUNICATIONS7 {, U! C' u/ a. v AIR/GROUND FACILITY.) 2 Q9 [! J3 ]! Q; L. o# I+ vRCC(See RESCUE COORDINATION CENTER.) , x+ s+ s0 V4 ~) U" M$ c! ]RCO(See REMOTE COMMUNICATIONS OUTLET.). n6 F, D" s7 e% C. {( I/ [5 |- L RCR(See RUNWAY CONDITION READING.) 6 r: o! Q6 \0 J0 Z6 c) M" UREAD BACK- Repeat my message back to me.5 P1 }0 R) S: l% o RECEIVER AUTONOMOUS INTEGRITY MON‐; ?' {( F' R1 M) A2 F, [; G ITORING (RAIM)- A technique whereby a civil/ a& Z2 M+ A ?7 p5 u GNSS receiver/processor determines the integrity of. E9 [8 l ~. d7 r0 c2 N% b the GNSS navigation signals without reference to2 d, Z! R6 d% @5 k0 h sensors or non‐DoD integrity systems other than the $ A5 U% l' m0 g; `+ @# E; Xreceiver itself. This determination is achieved by a- ^- }. k) o# P6 C3 G# V) B: Q consistency check among redundant pseudorange . |- `1 ~/ T7 Omeasurements.! B/ u! Q1 L# | RECEIVING CONTROLLER- A controller/facility 2 k- V8 X* i) G" f8 y! @* Jreceiving control of an aircraft from another ( P1 C: g8 q$ T2 y! z* a2 N9 [( p3 Mcontroller/facility.2 T2 M- S) S$ b+ ?5 x; U RECEIVING FACILITY(See RECEIVING CONTROLLER.) & \' ?) D s( U2 h: `9 pRECONFORMANCE- The automated process of 2 [% i; e: f& R% _( w T" }bringing an aircraft's Current Plan Trajectory into+ `0 [! o X, a conformance with its track.1 |' G1 g! h, B) c REDUCE SPEED TO (SPEED)- $ S! U5 i' d0 K* [1 D% l. g/ V(See SPEED ADJUSTMENT.)1 r, X0 V8 A7 E REIL(See RUNWAY END IDENTIFIER LIGHTS.) " g9 x( l2 f. M0 Q) S( m( hRELEASE TIME- A departure time restriction G( B2 q& e; [$ }! ^8 o7 c. Y6 o issued to a pilot by ATC (either directly or through an * ^) _' j$ }5 G x* k! X. z5 cauthorized relay) when necessary to separate a : W- m( g6 [- f6 w/ Y! v mdeparting aircraft from other traffic. / V- @8 L/ b: ]2 s(See ICAO term RELEASE TIME.) " S3 e5 F5 l/ l4 [RELEASE TIME [ICAO]- Time prior to which an 4 _" _# t$ H/ `: h" S$ |% C- ^aircraft should be given further clearance or prior to4 n' @& J0 h1 K1 v$ h6 k which it should not proceed in case of radio failure. , n! r5 Z8 s$ Y8 P4 UREMOTE AIR PORT ADVIS ORY (RAA)- A M/ a8 }. r3 J! B) F+ E6 Fremote service which may be provided by facilities,' [, e5 a0 l7 z# P+ G2 D which are not located on the landing airport, but have3 A2 E1 n: l1 Y& N& U1 V a discrete ground-to-air communication frequency ' ^2 q: z7 C! ~or tower frequency when the tower is closed, & |6 ]: A$ Q* H! o* Eautomated weather reporting with voice available to ; _7 o+ I. v/ n" ?% c: nthe pilot at the landing airport, and a continuous ; c$ B. b" B0 k3 LASOS/AWOS data display, other direct reading6 x+ y; v' N" [# X6 \- S instruments, or manual observation is available to the % B9 z( \/ y j3 a0 H+ d/ U. SAFSS specialist." a, g7 p9 Y, z6 u9 Y! w8 Z: ] REMOTE AIRPORT INFORMATION SERVICE" s: e1 t- w. A9 \! B# _ (RAIS)- A temporary service provided by facilities,% q' s! }: o( l' ] P; v# v5 X which are not located on the landing airport, but have; { X7 k9 j# z communication capability and automated weather8 b2 J& t! O8 w [ reporting available to the pilot at the landing airport.. o; K9 U5 O `7 { REMOTE COMMUNICATIONS AIR/GROUND 3 y* [. ~- `+ B' U' wFACILITY- An unmanned VHF/UHF transmitter/ H/ a6 e# ]/ }% @) P. C1 w receiver facility which is used to expand ARTCC7 B' B- f: U' j1 u4 q1 \6 i$ { air/ground communications coverage and to facilitate 1 t A+ t4 A- [5 G7 V5 g% K4 U2 Q) [direct contact between pilots and controllers. RCAG! W! n1 }- E- D; O! Y facilities are sometimes not equipped with emergen‐7 s) B3 n, k4 H cy frequencies 121.5 MHz and 243.0 MHz.2 r/ F7 b. V$ D# a) \ (Refer to AIM.) & P1 b# H! K% R) cREMOTE COMMUNICATIONS OUTLET- An$ {7 x- q# o8 B$ S unmanned communications facility remotely con‐8 }- c5 g8 X3 W7 e trolled by air traffic personnel. RCOs serve FSSs./ S* b$ ~+ D; t; @ RTRs serve terminal ATC facilities. An RCO or RTR 0 ` C6 A# w% T% Bmay be UHF or VHF and will extend the ( D' U" A7 [& D+ ^4 ncommunication range of the air traffic facility. There6 k. Q: q2 Y0 H+ z$ {1 H are several classes of RCOs and RTRs. The class is / u4 @+ }5 d, j. Q- Udeterm ined by the number of transmitters or5 b- A5 j. A0 \9 k2 V receivers. Classes A through G are used primarily for 7 }4 B8 n8 Z. L) J" N8 Hair/ground purposes. RCO and RTR class O 4 l6 `& g4 ~) w! t. ]" _facilities are nonprotected outlets subject to ; n R" y% F1 Y0 s, `7 I( Gundetected and prolonged outages. RCO (O's) and! U+ H; f, m w! [ RTR (O's) were established for the express purpose6 Z+ s! i/ R1 Z6 c& I of providing ground‐to‐ground communications 7 j w! t. [ @between air traffic control specialists and pilots) \$ Y) C4 i$ o) ` located at a satellite airport for delivering en route; X. B; k! Y! n9 K) p; B! z( @* _) X2 A clearances, issuing departure authorizations, and ' A" W- b* l( [2 lacknowledging instrument flight rules cancellations3 Z$ v) B. _; M3 } or departure/landing times. As a secondary function,* k$ H3 [6 n( D7 F$ Z they may be used for advisory purposes whenever the ) V! x+ c: l- c7 @- s1 h& h8 g! K7 Aaircraft is below the coverage of the primary 4 p7 y8 F) p; b$ t8 T+ Cair/ground frequency. / r% ~# R" ^5 J6 l8 l% OREMOTE TRANSMITTER/RECEIVER(See REMOTE COMMUNICATIONS OUTLET.) # u! V& i4 n1 |2 `* X0 }Pilot/Controller Glossary 2/14/08 ' ?$ |# Y' S: r, CPCG R-51 h D H/ m. j' F REPORT- Used to instruct pilots to advise ATC of , M, e$ \8 y7 T' ^) Cspecified information; e.g., “Report passing Hamil‐( H, J) B: g2 N. C1 G2 {5 N1 w ton VOR.”3 n0 S2 p* ?6 \ r. j7 a b REPORTING POINT- A geographical location in 5 ^9 y& [: x, H" grelation to which the position of an aircraft is T% B5 C& Y8 h9 Treported. 9 m5 h- {: H4 z" B: t& W(See COMPULSORY REPORTING POINTS.)9 y. M6 a( ^8 w/ Q& ? (See ICAO term REPORTING POINT.) 3 I0 B4 [( U O r' C( D+ j: T(Refer to AIM.) # K0 S8 {% e' c, _( N% k8 r% e6 RREPORTING POINT [ICAO]- A specified geo‐ 7 N, e/ _' X9 y7 zgraphical location in relation to which the position of & b- s' `" f! K/ S( h8 ~an aircraft can be reported. ; J' O0 }& G/ s# ?. |4 ~1 \REQUEST FULL ROUTE CLEARANCE- Used2 Y1 j) `* V K# v _1 d7 e by pilots to request that the entire route of flight be7 ?' q( a7 J! |# P read verbatim in an ATC clearance. Such request* `: w' |* P) x! r% m should be made to preclude receiving an ATC* W$ x% P2 ]) l' X+ w clearance based on the original filed flight plan when! g0 D5 Q3 y d8 O+ B3 Q! x/ | a filed IFR flight plan has been revised by the pilot, & t. A" ]2 {" ?1 b/ u& g$ c; icompany, or operations prior to departure. 1 s0 P2 }9 z% Y8 fREQUIRED NAVIGATION PERFORMANCE : i- s0 |$ |3 ~0 f) O(RNP)– A statement of the navigational performance" j, _: g* C0 ]4 V' w# P necessary for operation within a defined airspace.( F/ _3 O7 Y" a) ^0 b The following terms are commonly associated with ! \* R6 [* C' w }6 p# k% O- e# V) Y5 qRNP:# h5 b% I# Q. _ t( {, ^ a. Required Navigation Performance Level or 3 j% {- O! \6 r& o7 g2 gType (RNP‐X). A value, in nautical miles (NM), from6 v0 @# L4 r5 e d" k9 [ the intended horizontal position within which an5 k: W; S4 n( x% Z7 W& S B# n' x aircraft would be at least 95‐percent of the total flying$ @' |" R! u( i4 S time. 1 O# T0 P) S% D2 w) L! ~2 @b. Required Navigation Performance (RNP) * v2 x; [+ B3 q w' EAirspace. A generic term designating airspace, route 2 I( H+ ~8 O1 s. ^' | N( ?(s), leg (s), operation (s), or procedure (s) where7 x+ B2 S+ @+ Z4 V- y4 p minimum required navigational performance (RNP) # Z c( C/ I5 g9 G5 j9 |have been established./ {6 V, R0 {1 q- _2 u7 J w4 } c. Actual Navigation Performance (ANP). A2 n# G1 u$ P( N0 l3 H5 b' j measure of the current estimated navigational % P8 s8 N* E. P. vperformance. Also referred to as Estimated Position6 P5 T7 H$ X9 C3 p8 Z1 i Error (EPE).3 d1 {3 u* h$ ^# u d. Estimated Position Error (EPE). A measure of- k+ I3 N% |* P* g+ g M+ H the current estimated navigational performance. Also 9 x' L+ T3 |4 x9 s: h& rreferred to as Actual Navigation Performance (ANP). , E" U+ d, f: A Ze. Lateral Navigation (LNAV). A function of area 7 g; ^2 U+ m7 g) \# z! cnavigation (RNAV) equipment which calculates,. n0 f# ~8 _0 F5 p; t displays, and provides lateral guidance to a profile or" j$ B4 M' i/ Z" @ path. # [: x# i' X3 pf. Vertical Navigation (VNAV). A function of area - r" t. V1 |: c: X% T9 Dnavigation (RNAV) equipment which calculates, 2 ]: D2 { n# }8 c& a6 Mdisplays, and provides vertical guidance to a profile / O0 r" O( s6 i y0 e7 Yor path.. q0 n+ n; d3 z( N RESCUE COORDINATION CENTER- A search - Y0 W8 m" K/ N, K% D7 G! band rescue (SAR) facility equipped and manned to ) Z* V/ ^7 j1 |coordinate and control SAR operations in an area6 t( d2 z6 F5 y7 g0 Z designated by the SAR plan. The U.S. Coast Guard6 E; w$ |' W. ~7 Z- t and the U.S. Air Force have responsibility for the, L! u# Q* ]) |2 ]% e4 ] operation of RCCs.7 z$ e1 s. ^0 Z1 @+ d1 T (See ICAO term RESCUE CO‐ORDINATION + V k4 ?5 c6 q- \! h) T7 ]2 MCENTRE.) ; Q8 T3 s: J, Z6 URESCUE CO‐ORDINATION CENTRE [ICAO]- A& }5 i0 E u1 _; q( D0 s unit responsible for promoting efficient organization , g% i9 C) K9 j6 w' e/ @- Q# ~: Qof search and rescue service and for coordinating the8 `% T0 O a9 b p3 t; K% @0 ~ conduct of search and rescue operations within a, a1 E g% F( t+ T- T$ C search and rescue region. ( t& I. |* y, C# IRESOLUTION ADVISORY-A display indication+ Y$ k, f% f6 ?/ }: Q6 x$ | given to the pilot by the traffic alert and collision 8 b% q& v/ J) d0 m F+ ~! L% h7 ^avoidance systems (TCAS II) recommending a4 @; z5 {( {5 A- X3 f+ M maneuver to increase vertical separation relative to an% e+ V* R7 U$ Y$ B8 Y+ S intruding aircraft. Positive, negative, and vertical8 W, ]4 D1 u( A9 }* g2 U2 L' v speed limit (VSL) advisories constitute the resolution' p3 V6 s% U m! S advisories. A resolution advisory is also classified as- W" [6 k# i3 _, r# E corrective or preventive; {! l* \4 L' C" a0 L/ }% e RESTRICTED AREA(See SPECIAL USE AIRSPACE.)& q) C% s. P6 g2 ]7 n (See ICAO term RESTRICTED AREA.) 2 t: W2 M& s( L) H$ sRESTRICTED AREA [ICAO]- An airspace of 5 A1 Y& E& ^! k1 Mdefined dimensions, above the land areas or territorial 1 I' d5 ]7 ~0 U/ Q5 v: d$ |waters of a State, within which the flight of aircraft & q+ x K' L$ ]: H( O6 E. sis restricted in accordance with certain specified $ j$ W0 Y8 ]! T' M# e# \5 G, ~4 pconditions. % k, n4 V4 ]5 b0 j& @9 F& [RESUME NORMAL SPEED- Used by ATC to 2 F. E) j& s5 V. M' madvise a pilot that previously issued speed control4 N2 P2 |! w3 i4 X restrictions are deleted. An instruction to “resume 5 y: @3 J% G3 hnormal speed” does not delete speed restrictions that4 k5 a/ [+ g, @6 F. d. } are applicable to published procedures of upcoming9 G0 m* x @4 z( }8 h segments of flight, unless specifically stated by ATC.1 D1 [! Z! _$ Y/ y- _ This does not relieve the pilot of those speed+ k$ A B/ X Q6 K0 T' D restrictions which are applicable to 14 CFR 4 [0 P5 L- f: I+ H- m5 V3 p/ CSection 91.117. ( F0 f0 i' E9 o* HRESUME OWN NAVIGATION- Used by ATC to ' R2 a; N7 m6 V* ]% x$ ~$ K# Gadvise a pilot to resume his/her own navigational2 z. F% n) m9 s# D s. E( B responsibility. It is issued after completion of a radar A1 f, q2 n6 v" |% @Pilot/Controller Glossary 2/14/08# X$ B0 t3 d$ Y. L& b4 s PCG R-6- x2 a: M. K) i0 u6 ^ vector or when radar contact is lost while the aircraft 3 R/ {4 |& _, A6 y. pis being radar vectored./ }( n9 R: \5 t. Q" w (See RADAR CONTACT LOST.): a# w1 v/ c- d5 U- k q/ k) a (See RADAR SERVICE TERMINATED.)4 y7 P4 G8 R$ R5 r" S- H- a* x RMI(See RADIO MAGNETIC INDICATOR.) 2 d* ?! ?* ^4 g/ p7 l# CRNAV(See AREA NAVIGATION.) 2 G& t, l |0 q' [ N(See ICAO Term AREA NAVIGATION.) # n5 c: [5 p$ Z) y7 KRNAV APPROACH- An instrument approach " x8 { j4 A, @6 y" v5 W( vprocedure which relies on aircraft area navigation $ u z, X" v/ ?; Y0 O3 fequipment for navigational guidance. ' y3 F" C, I9 E' {/ S' A(See AREA NAVIGATION.) , j7 L: z- J7 A(See INSTRUMENT APPROACH4 m. K9 V& P% r PROCEDURE.) 2 v. R! A) h5 } [+ { }ROAD RECONNAISSANCE- Military activity5 u5 Q* t( P/ s3 M* N requiring navigation along roads, railroads, and. Q1 ~- ?/ _ d: a+ K( b+ y rivers. Reconnaissance route/route segments are8 \8 E4 q% z# @ }" d seldom along a straight line and normally require a 6 g& k) U; p, R2 F7 U8 D5 K* @lateral route width of 10 NM to 30 NM and an altitude5 W: F) c& m: p4 D range of 500 feet to 10,000 feet AGL.7 ]$ ?& R5 \& u2 p1 k ROGER- I have received all of your last 4 Z- q$ r* X0 g: jtransmission. It should not be used to answer a : j, |* ], D% zquestion requiring a yes or a no answer.: K8 r) I/ | C* r1 o4 Y (See AFFIRMATIVE.) ' c# C* S0 E, }- M& m9 S(See NEGATIVE.) V' j( \8 r% O" ^9 N" g8 o# M, f ROLLOUT RVR(See VISIBILITY.) # Q; u3 O* Z1 J& D$ s, s7 iROUTE- A defined path, consisting of one or more " l# f. G1 Z- \courses in a horizontal plane, which aircraft traverse7 C' I. Z; F' _" {: G" a4 O2 \- P over the surface of the earth. - e7 d& W) P! u2 p7 I1 e0 }1 r(See AIRWAY.) ; P$ ?0 A/ m& f) D- w! }, r(See JET ROUTE.) * W2 }) O, g% s5 i" W ](See PUBLISHED ROUTE.)2 Y& c9 u/ S' Y3 F. w (See UNPUBLISHED ROUTE.)4 [) W6 M# s! q" k9 t ROUTE ACTION NOTIFICATION- URET notifi‐ 5 C& y2 V6 v. R( r! e, B) Zcation that a PAR/PDR/PDAR has been applied to the" ^" e8 h: ?6 f7 o flight plan.# E3 B' q* V% f6 A (See ATC PREFERRED ROUTE ) H0 @5 d+ M3 x. kNOTIFICATION.) 9 A! b! g. D" P5 b: H# s" P# g(See USER REQUEST EVALUATION TOOL.)2 u* u, D( V" @% n4 h; \) ? ROUTE SEGMENT- As used in Air Traffic Control,' |4 V# D a1 y3 y, }) D5 a, i, n a part of a route that can be defined by two ) ^6 z$ Z: ], g$ F' G7 \4 D+ Lnavigational fixes, two NAVAIDs, or a fix and a% [! `' H! h. J: ]: x, M NAVAID. : Z* _5 E$ |' ?3 E. h$ U(See FIX.)$ t0 D8 u @ y7 M5 B (See ROUTE.) 1 k# w. ], Q9 c(See ICAO term ROUTE SEGMENT.)6 x) K4 g1 K2 ] ROUTE SEGMENT [ICAO]- A portion of a route to5 Q1 T R# ?3 \* h& V, ?1 ` be flown, as defined by two consecutive significant# {" U6 K1 n' |6 w: C* w4 X points specified in a flight plan.) v: \% v/ R \2 f( X RSA(See RUNWAY SAFETY AREA.) F2 z" M: P; Y+ t! I5 ?/ a0 n RTR(See REMOTE TRANSMITTER/RECEIVER.)4 }% f$ n4 n2 R" s9 Z4 k' V) W RUNWAY- A defined rectangular area on a land 5 E8 S# X2 y" h, R3 M$ eairport prepared for the landing and takeoff run of" }, E7 y F; { aircraft along its length. Runways are normally ; s P/ A/ ], i$ v+ jnumbered in relation to their magnetic direction ( p2 I& Z/ e$ X* g& {) z& Vrounded off to the nearest 10 degrees; e.g., Runway9 [: b3 a+ e* }5 i- m& [) }; n* V 1, Runway 25.7 ?: ]) `, d, s6 f; y' P (See PARALLEL RUNWAYS.); B# m1 h0 R% h/ ~' j! [ (See ICAO term RUNWAY.)' ~% U3 C' f! [% t RUNWAY [ICAO]- A defined rectangular area on a2 E% g/ n8 A) X0 P$ r: m( h land aerodrome prepared for the landing and take‐off& U" p2 r4 e% @3 P- e of aircraft. 2 g( E; Z3 g3 K. f G3 uRUNWAY CENTERLINE LIGHTING(See AIRPORT LIGHTING.) 2 w# H* w" N$ C( ~& rRUNWAY CONDITION READING- Numerical 0 h* n; b" I* s" D' N7 P% d X, [decelerometer readings relayed by air traffic % o V% _& A9 J# J1 Rcontrollers at USAF and certain civil bases for use by* D2 x1 m; b3 r& N, z! }' ]/ I the pilot in determining runway braking action.2 r( s, V2 y% I/ f These readings are routinely relayed only to USAF , {/ e) D3 _/ H5 D6 J# Uand Air National Guard Aircraft.6 s, M" ], t# v" z% x (See BRAKING ACTION.)7 s+ M5 a: V/ Q. u3 a" M) x( w RUNWAY END IDENTIFIER LIGHTS(See AIRPORT LIGHTING.) $ h8 S& R" |4 R( z& D! s8 `" jRUNWAY GRADIENT- The average slope, mea‐# `$ Z. y; \. p0 {, _ sured in percent, between two ends or points on a0 S K; o+ g t2 Y- n runway. Runway gradient is depicted on Government - w( z% m) x- f# naerodrome sketches when total runway gradient ' I1 S( v/ s' g1 wexceeds 0.3%. $ o! D( m1 M- ~1 p4 i! xRUNWAY HEADING- The magnetic direction that . Z6 u4 q9 u/ {# ?" P$ ^. ^6 t3 }corresponds with the runway centerline extended, not / c1 a. j) f9 u6 p& ?the painted runway number. When cleared to “fly or 2 P! }' v1 b: v+ p# l ?& ]maintain runway heading,” pilots are expected to fly. |: {2 e. N% A* M+ y1 w1 }6 c or maintain the heading that corresponds with the " Z! h& ?: Z2 Z' f5 n; Qextended centerline of the departure runway. Drift 0 @/ R! r+ r" I. H9 _correction shall not be applied; e.g., Runway 4, actual $ I: v8 f% M1 i( ZPilot/Controller Glossary 2/14/08( ~* q( i; ~0 Q6 ]0 L PCG R-7, V) L' g0 q5 a' h2 H magnetic heading of the runway centerline 044, fly, ?$ o) Z# l/ [1 E* \: w 044. & Q1 W$ \& G. g5 xRUNWAY IN USE/ACTIVE RUNWAY/DUTY ) g$ Z* }; ^4 J) n$ hRUNWAY- Any runway or runways currently being ) q. ^' y2 S o* j [6 zused for takeoff or landing. When multiple runways 5 j, Q+ \$ `2 T6 O. d# mare used, they are all considered active runways. In " R/ L" f* S: u* ethe metering sense, a selectable adapted item which 6 Q/ ?9 V6 s; k7 a( I. qspecifies the landing runway configuration or 6 h% L4 B8 q8 j& s, X" ~direction of traffic flow. The adapted optimum flight : d; q# P+ R z: U, Zplan from each transition fix to the vertex is, K" B2 C, |& J% x determined by the runway configuration for arrival 1 T/ y( Q! V" S; \1 i6 Pmetering processing purposes. ( l; Q3 u& r; d9 cRUNWAY LIGHTS(See AIRPORT LIGHTING.) . _9 k9 }% h. eRUNWAY MARKINGS(See AIRPORT MARKING AIDS.)* n2 K* w( q) t* m. Z RUNWAY OVERRUN- In military aviation exclu‐% n) n: o+ D( P' k X sively, a stabilized or paved area beyond the end of a# K% Z |6 c3 ~- U3 o3 m! E runway, of the same width as the runway plus k- O9 r9 B% Z5 m1 D3 Lshoulders, centered on the extended runway) i$ s( v/ \' E5 L centerline.8 Q; E- t0 t4 C3 z M0 q" {9 z/ P RUNWAY PROFILE DESCENT- An instrument& S1 }, d" G( W5 i2 n7 F% o flight rules (IFR) air traffic control arrival procedure . ]& r( C t/ o' r. S+ F' ?' @9 Ato a runway published for pilot use in graphic and/or 7 p, R9 r' J" A% _9 ^textual form and may be associated with a STAR. ( X- H8 d4 R& D/ ?% f; URunway Profile Descents provide routing and may5 a3 r2 G" Z$ p7 ~- [1 l depict crossing altitudes, speed restrictions, and 1 I- Y) ?2 _, A$ b1 {( J7 Xheadings to be flown from the en route structure to the 0 K( u" c, z) }8 r5 S' Xpoint where the pilot will receive clearance for and ; C* ?# r( G3 q: e1 z, Q. wexecute an instrument approach procedure. A0 V3 U" G: R9 o# T, p Runway Profile Descent may apply to more than one4 s# M* f3 C8 T+ }2 { runway if so stated on the chart. ( O! E3 `: `6 `1 m9 n+ E* p(Refer to AIM.) A& n. s8 U) E6 u. C6 V! S2 FRUNWAY SAFETY AREA- A defined surface* E2 c" d3 |2 h- o( B) |& ?' i9 g surrounding the runway prepared, or suitable, for % L* V) _: a4 B- k8 Y3 _reducing the risk of damage to airplanes in the event 4 J. T# \8 n# p) C# c" }of an undershoot, overshoot, or excursion from the ; k- t' Q4 V) W1 xrunway. The dimensions of the RSA vary and can be - ?6 N8 {' i1 O5 A. Ndetermined by using the criteria contained within# D5 t& e( ^! @5 `/ J! r! T AC 150/5300‐13, Airport Design, Chapter 3. # h& K U# p, t% oFigure3-1 in AC 150/5300‐13 depicts the RSA. The , P+ m: f8 k( [9 E6 k9 wdesign standards dictate that the RSA shall be:* d# i$ I5 ~1 O, } a. Cleared, graded, and have no potentially6 I0 H/ G4 n, O% a Y! U hazardous ruts, humps, depressions, or other surface0 L6 M! p$ g# o. ^! |# o* a variations;- ^/ u/ h: E. s. O' Z b. Drained by grading or storm sewers to prevent 7 w7 r5 n: Y v/ xwater accumulation; + b q6 D% v5 X' y, X: Xc. Capable, under dry conditions, of supporting! @$ a6 g2 A/ ~& B8 X snow rem oval equipment, aircraft rescue and: m* M) Y3 Z6 |& z9 G+ O+ w6 [" S firefighting equipment, and the occasional passage of 1 I% U2 w! Q C: taircraft without causing structural damage to the ' P. N4 R3 c5 G) I8 G$ haircraft; and,$ R( c/ v! o, S8 B: H d. Free of objects, except for objects that need to ; Z2 V3 G( B6 k/ o/ N7 Dbe located in the runway safety area because of their 6 y+ P0 `% }: {- p% J6 d1 {function. These objects shall be constructed on low 5 a% P( h4 l. ?7 R2 j: h* Himpact resistant supports (frangible mounted struc‐ 4 j6 _' G: f, l- x- {1 W& Htures) to the lowest practical height with the frangible. }, S' F8 t& {# g7 a. _6 L point no higher than 3 inches above grade. - p* `+ c( A* x$ i7 j(Refer to AC 150/5300‐13, Airport Design,: R# g, ^ s' @% j- E! k+ ] Chapter 3.) , h/ ~# x" d+ a m+ M w- N1 @RUNWAY TRANSITIONa. Conventional STARs/SIDs. The portion of a " E* H/ a! T5 U ESTAR/SID that serves a particular runway or % }# c+ C5 [( u9 m( Hrunways at an airport.' H, n- e( w5 ]7 l u- h8 | b. RNAV STARs/SIDs. Defines a path(s) from$ ? [% c6 j I, @/ S0 N* V Q4 } the common route to the final point(s) on a STAR. For / F. c" e) M. ~6 M# ^5 Ta SID, the common route that serves a particular P* ?3 [/ g2 e S# Z2 A runway or runways at an airport. 2 K9 f+ z7 ?7 P' A- b: }RUNWAY USE PROGRAM- A noise abatement / b2 E Z! U" yrunway selection plan designed to enhance noise 6 a I! l! L/ P% D" S# @abatement efforts with regard to airport communities& u7 a/ t8 v/ `/ ~7 @, j( ~ for arriving and departing aircraft. These plans are/ i3 l6 J% G/ l% a developed into runway use programs and apply to all9 q8 V1 H2 |! Z+ J turbojet aircraft 12,500 pounds or heavier; turbojet. T% I0 t6 n' ~6 P$ O# q, T aircraft less than 12,500 pounds are included only if ' `) J& A! h3 o( ~" |7 Hthe airport proprietor determines that the aircraft , L: [% L j. ycreates a noise problem. Runway use programs are% k+ s# f r; n& N# s$ X1 U coordinated with FAA offices, and safety criteria( h6 O9 U/ E& \& m# e used in these programs are developed by the Office of 7 t/ M! V9 H! d1 Z" W+ {Flight Operations. Runway use program s are N3 _% q0 C" z7 F- L8 D administered by the Air Traffic Service as “Formal”9 p1 i }# |; b3 H; g, [( J or “Informal” programs. . G: F1 n- W7 `; X1 k! N- A7 la. Formal Runway Use Program- An approved$ n2 r$ w( P- r/ m3 u- t8 \ noise abatement program which is defined and ; T v& C* }+ s5 {/ j. Iacknowledged in a Letter of Understanding between7 _' O! u2 C% B Flight Operations, Air Traffic Service, the airport1 M& N( C+ T3 v7 V# U proprietor, and the users. Once established, participa‐( N3 V% X/ |" M( H tion in the program is mandatory for aircraft operators 8 u$ e8 U8 e3 k( X# g% e! T. Fand pilots as provided for in 14 CFR Section 91.129. # |5 R0 v" r' J/ ^' T$ Db. Informal Runway Use Program- An approved7 f" v9 D7 j' Y, \6 g- h5 q2 W: t noise abatement program which does not require a , ]7 j/ m+ F% B9 XLetter of Understanding, and participation in the+ }- R8 l6 n0 m/ D* z# Q% y program is voluntary for aircraft operators/pilots.7 E6 z% I9 W/ z2 J Pilot/Controller Glossary 2/14/08 9 A! }3 h9 R! Z# h$ K* v3 bPCG R-8 0 k$ L7 |. o* i, P1 B) X8 L0 iRUNWAY VISIBILITY VALUE(See VISIBILITY.) " q/ S5 h6 q0 m3 a0 m p8 ]RUNWAY VISUAL RANGE(See VISIBILITY.)- y8 v2 \* i- f Pilot/Controller Glossary 2/14/08 5 d+ i8 H6 |2 |4 b$ XPCG S-1 " A- Z7 G+ c5 D9 A+ P- h5 E( bS8 M1 u" L3 H: Z0 A SAA(See SPECIAL ACTIVITY AIRSPACE.) : J/ K' X' W. F* K% L" V0 iSAFETY ALERT- A safety alert issued by ATC to 4 b6 C3 a: q0 W& a) a! t7 `7 D: W# Haircraft under their control if ATC is aware the aircraft! D2 W/ V) Y, `+ _7 N" G' v is at an altitude which, in the controller's judgment, 3 J3 S8 i/ I; k! \1 u- lplaces the aircraft in unsafe proximity to terrain,+ f/ M7 M1 s% g6 ~7 v" T obstructions, or other aircraft. The controller may ! {! _: B$ c" x. Y. X* Hdiscontinue the issuance of further alerts if the pilot % b/ F" e8 j7 T/ r" X! R3 iadvises he/she is taking action to correct the situation% B, Z' U5 @' j/ x; i or has the other aircraft in sight. & S! V0 c) ^! ~9 \: X) Oa. Terrain/Obstruction Alert- A safety alert issued( |( C/ @4 z% O! ] by ATC to aircraft under their control if ATC is aware9 j4 x, Q+ I3 Q& K+ _ the aircraft is at an altitude which, in the controller's$ b$ R- V; o8 d9 T' q1 f judgment, places the aircraft in unsafe proximity to 0 ^) w1 u, v5 K$ {% x" Bterrain/obstructions; e.g., “Low Altitude Alert, check 1 P% y, R* d& j" L* u* M; nyour altitude immediately.”2 c2 _1 i9 R; j3 X$ r b. Aircraft Conflict Alert- A safety alert issued by& C2 @9 h: z6 x7 _5 q% e ATC to aircraft under their control if ATC is aware of 2 I8 l5 A3 N1 g) G6 Han aircraft that is not under their control at an altitude / `1 O4 |; p' i4 k3 b* Y6 bwhich, in the controller's judgment, places both 1 }+ _6 s+ U0 }aircraft in unsafe proximity to each other. With the! M; E+ m- |3 y" x. W alert, ATC will offer the pilot an alternate course of5 j; J3 r. ^$ _0 F* u# }! H action when feasible; e.g., “Traffic Alert, advise you! L2 L( D! p; R# R* D* j3 ]& R turn right heading zero niner zero or climb to eight( S) p, S1 G L; K( O5 Y thousand immediately.”9 U# {' Q- a" m% J) r Note:The issuance of a safety alert is contingent$ n5 ^3 ~8 m& ], ^0 F, N upon the capability of the controller to have an # g5 \) O0 r- o0 k! m3 c- O) Qawareness of an unsafe condition. The course of6 [" L' p: W& l8 s action provided will be predicated on other traffic ( A! k+ n$ R) }2 w8 n: S4 ?under ATC control. Once the alert is issued, it is4 y% E8 n1 e M( [ solely the pilot's prerogative to determine what 1 Q0 Z8 V6 U) z) o+ v9 dcourse of action, if any, he/she will take.9 N3 c1 P2 I: S1 ]' h1 N. R9 P SAFETY LOGIC SYSTEM- A software enhance‐9 Q ~& A7 r, l6 Y& V2 L ment to ASDE-3, ASDE-X, and ASDE-3X, that) k5 B b3 z [+ }0 t* N# _) n2 G" U9 K predicts the path of aircraft landing and/or departing, $ |3 Y& B# x0 p0 I0 e; Q dand/or vehicular movements on runways. Visual and 5 H [) P! b& g' [1 M% S4 E$ W$ Jaural alarms are activated when the safety logic # Z; {8 y' E$ P2 N; S" Eprojects a potential collision. The Airport Movement1 p @. u6 M/ S& w9 n c Area Safety System (AMASS) is a safety logic ! E m% M8 u4 t( ]system enhancement to the ASDE-3. The Safety ( Y& p5 _7 w/ n7 B3 ?Logic System for ASDE-X and ASDE-3X is an6 n# l! r/ w* A$ K0 ] integral part of the software program.- L3 q4 N/ ?. h% i SAFETY LOGIC SYSTEM ALERTSa. ALERT- An actual situation involving two real 4 w0 `5 v6 Y/ S; b( E' [safety logic tracks (aircraft/aircraft, aircraft/vehicle,6 w! k [1 h# I6 U: r* n/ b or aircraft/other tangible object) that safety logic has 4 V$ ~2 m+ j( l9 l7 C+ Kpredicted will result in an imminent collision, based* \ n3 Z1 n5 [6 n$ W$ E: x upon the current set of Safety Logic parameters.5 u; h1 W: f6 Z# v9 @, {, I b. FALSE ALERT1. Alerts generated by one or more false4 W# J' {+ J* \# W surface-radar targets that the system has interpreted8 j1 ?$ @' e- N( {2 v& i as real tracks and placed into safety logic. & Y0 j; f1 X2 i3 Q" V6 G2. Alerts in which the safety logic software did; \! q& u/ g& c d' b not perform correctly, based upon the design * b4 \+ O: A7 E/ Pspecifications and the current set of Safety Logic" f3 ?' q! }7 G8 E. w' }' D) S parameters.! M$ i5 d: `* c% z c. NUISANCE ALERT- An alert in which one or : N1 w& R+ D6 Omore of the following is true: 9 K ]) }. R, b( V# \1. The alert is generated by a known situation% J# s* ]; p" u( X that is not considered an unsafe operation, such as 1 D0 L0 M5 u; W: C6 B, t( R$ Y* }LAHSO or other approved operations.' g! U! H# \$ A 2. The alert is generated by inaccurate secon‐ 7 |0 r+ _3 M* y5 k5 r! _dary radar data received by the Safety Logic System.* k* o6 h3 x( D5 k6 Q1 ~$ y 3. The alert is generated by surface radar targets 6 [1 w. `2 v) Y- R. {caused by moderate or greater precipitation., Q4 }, O9 d3 g6 q3 V0 q, R' X 4. One or more of the aircraft involved in the' N" n N$ C/ p. X& ? alert is not intending to use a runway (i.e., helicopter,; f3 }0 Q3 G* r3 g _2 F& ~% L$ t' Y pipeline patrol, non-Mode C overflight, etc.).- S( W9 n6 X5 j9 ?1 H' U0 c d. VALID NON-ALERT- A situation in which ; q0 y1 x0 }8 b. g0 f) z1 hthe safety logic software correctly determines that an ! s. P% C1 ~7 A" Z* S2 m5 Yalert is not required, based upon the design: B, {/ ?( e+ H- D, O' K7 i- B specifications and the current set of Safety Logic 5 m4 Y* ^3 t6 j0 e+ |9 _* i% jparameters. ' e0 n3 ?& k [& y& i$ X6 q, X' J0 _e. INVALID NON-ALERT- A situation in which 4 V9 m# i' i4 Q$ Nthe safety logic software did not issue an alert when& v8 i. d4 t+ U y4 J; d) [ an alert was required, based upon the design' u/ z. H* P J ^ specifications.$ o! B& E x4 S* h" O" `& { SAIL BACK- A maneuver during high wind/ C2 |" b) V) ^; {, E. E! q conditions (usually with power off) where float plane7 H0 l- w* x- L# j. k5 f! @: ?. { movement is controlled by water rudders/opening + _; i* ]7 ^ t0 Jand closing cabin doors. v/ |, ~& E( I' A1 K SAME DIRECTION AIRCRAFT- Aircraft are. ?# _3 s0 F6 v( U operating in the same direction when: . A) _2 F0 B( d$ v* Y5 B6 ma. They are following the same track in the same3 b6 {+ A+ r* `% a! h2 S; H direction; or% E# I9 Y7 G Y: C, b+ m b. Their tracks are parallel and the aircraft are( s1 S4 V, D% _- Z% M flying in the same direction; or Z3 k3 j( q; Z5 N+ ~/ ?# \c. Their tracks intersect at an angle of less than 45 % p) a7 H" a( v4 B4 N. ^degrees. 7 ]2 o2 G2 k- CPilot/Controller Glossary 2/14/08# y5 Q+ i$ g* t* G0 W7 G PCG S-2$ ~: U: q; M6 D( F5 A/ A SAR(See SEARCH AND RESCUE.) 4 I& R8 G7 ^9 kSAY AGAIN- Used to request a repeat of the last 7 P3 F) P+ }5 e5 C6 a3 otransmission. Usually specifies transmission or. ]& b+ f/ A5 z! m1 L' w1 }7 @ portion thereof not understood or received; e.g., “Say 1 I& q; s; P. d& G9 K' Eagain all after ABRAM VOR.” . I4 e: h+ i0 XSAY ALTITUDE- Used by ATC to ascertain an" a' t @" w5 m# a8 t- Z8 I aircraft's specific altitude/flight level. When the+ M. `! i- y) W2 J; Q7 w2 [ aircraft is climbing or descending, the pilot should* K! o, w( [" B+ n. ?- I+ O) j6 t state the indicated altitude rounded to the nearest 100 ) b. R# ^4 B3 p" L2 h8 z% S ^feet.1 q# D. y5 p0 u' m: Y; q9 Y SAY HEADING- Used by ATC to request an aircraft7 k" f3 k) z+ Q3 K heading. The pilot should state the actual heading of " A7 l( D' i5 I& @the aircraft.- g( z6 ~# B% x SCHEDULED TIME OF ARRIVAL (STA)- A STA) M0 Q7 d( n, _! m. | is the desired time that an aircraft should cross a " ^8 s6 a3 r, E/ K5 i: n- ecertain point (landing or metering fix). It takes other ( e% } Y. H3 l+ Z7 Q& _traffic and airspace configuration into account. A 6 I3 w+ q+ b; | H+ jSTA time shows the results of the TMA scheduler 2 w [0 T- `; k+ T; S: w- qthat has calculated an arrival time according to ( O) o0 S- G5 R$ X# W$ Pparameters such as optimized spacing, aircraft $ E! R8 |; X, U% l2 fperformance, and weather.; h, i+ Z. p) p, z. X4 { SDF(See SIMPLIFIED DIRECTIONAL FACILITY.)2 n; T2 j6 _. x% ?, C! [2 T SEA LANE- A designated portion of water outlined6 C! H' ?) N! A( H& e; K# Y by visual surface markers for and intended to be used. h6 ` P( K+ q7 A- y& Z2 o8 m by aircraft designed to operate on water. 6 V$ [: m, _- L7 ^' a5 DSEARCH AND RESCUE- A service which seeks+ I+ @; `( d# k' O' U missing aircraft and assists those found to be in need ) ?8 g F% ~1 m' R, s8 W3 O( a( Tof assistance. It is a cooperative effort using the {. Q0 d/ R# S! p7 ofacilities and services of available Federal, state and ; @) R8 p; ^/ \* Klocal agencies. The U.S. Coast Guard is responsible) e8 {" O3 w% v, o# Q9 l: S for coordination of search and rescue for the Maritime( x$ B5 M+ T' m6 Z Region, and the U.S. Air Force is responsible for- o9 k. n" |3 V+ @( o p search and rescue for the Inland Region. Information 9 b8 d' y& q" G: L: `4 x+ }pertinent to search and rescue should be passed1 r- | E, ?: y/ J through any air traffic facility or be transmitted , z) ~7 ?7 q1 H# v9 V1 d4 ]0 @directly to the Rescue Coordination Center by + j: s: O) T4 r$ R Q# f* wtelephone.# S8 X/ `( L& R. C (See FLIGHT SERVICE STATION.)/ K' Y5 I% w: n- C: L (See RESCUE COORDINATION CENTER.)( o+ j; }6 x% X (Refer to AIM.) 2 n: c5 C7 P+ @& W, s& y7 o! KSEARCH AND RESCUE FACILITY- A facility% Q' G* o4 r- B responsible for maintaining and operating a search1 {5 l+ s% q- X" v2 I. M and rescue (SAR) service to render aid to persons and / O9 E8 N8 I" U9 [: d- V+ L4 vproperty in distress. It is any SAR unit, station, NET,9 t' K" R& ^) G2 [4 A( W7 @1 G! J or other operational activity which can be usefully0 P7 ~( Q& _0 k0 f* c# x employed during an SAR Mission; e.g., a Civil Air 6 b6 B9 Y% c9 L) x$ ?# gPatrol Wing, or a Coast Guard Station.% Z7 k/ l; ]5 P, J: ~1 k& o7 g3 W (See SEARCH AND RESCUE.): X" u, R' e! t4 [: R% \! }& ^: U SECONDARY RADAR TARGET- A target derived5 W3 f* ~7 F# i' N- B# t from a transponder return presented on a radar 1 c4 I& t. |% @% D, z) B+ `4 s0 Vdisplay.7 h! q0 P) E' p SECTIONAL AERONAUTICAL CHARTS(See AERONAUTICAL CHART.) t" q( s2 i3 z$ t0 T hSECTOR LIST DROP INTERVAL- A parameter) H% c! V& Y( x2 ~1 a number of minutes after the meter fix time when . a0 o* a2 m! ?+ c2 V6 yarrival aircraft will be deleted from the arrival sector 3 A3 g3 ~7 n. e6 x1 \list.7 b; E+ ]/ z( W SEE AND AVOID- When weather conditions$ Z' ^/ X( ^: ~* g* t" e( e permit, pilots operating IFR or VFR are required to 4 u0 A2 A1 t+ e" Bobserve and maneuver to avoid other aircraft. ' T$ }& [9 C7 \, |" v5 nRight‐of‐way rules are contained in 14 CFR Part 91.; L' f) M, K: x: b SEGMENTED CIR CLE- A system of visual: p( [0 O: s$ C. a indicators designed to provide traffic pattern 4 K3 z, w9 ]9 H ~ S$ I2 linformation at airports without operating control* ^7 X9 i- I( m3 Q( r% v" f. _ towers./ g4 S# k' W& H (Refer to AIM.) $ ?2 X/ f& A) c9 SSEGMENTS OF AN INSTRUMENT APPROACH . C& C, ? l9 V, C4 xPROCEDURE- An instrument approach procedure* z( i3 W! Q0 Q' R may have as many as four separate segm ents) |9 v( t8 F6 g3 `$ s7 S4 b1 ?/ B; S& @ depending on how the approach procedure is5 j" s. J; |' Z ?& u' y structured.. K4 B! V% S Y4 M" [* ?( ] a. Initial Approach- The segment between the " t9 D {6 B/ e6 i8 w- s& b- Einitial approach fix and the intermediate fix or the8 B5 [" G; J2 `+ B! I) b point where the aircraft is established on the9 g4 l% ]+ A! `( f9 p( d intermediate course or final approach course. / I5 U( E4 f$ b; _6 g(See ICAO term INITIAL APPROACH ! C; b0 \9 h4 C( k* C6 jSEGMENT.) 4 W4 S( r L, `7 U# B- I1 e: `b. Intermediate Approach- The segment between+ R/ ?0 Y$ s$ O. d* r the intermediate fix or point and the final approach7 P8 o1 Y& [( M5 X6 M fix. : k! j/ c9 ^# X/ Z& `) Z0 k(See ICAO term INTERMEDIATE APPROACH$ ^5 n% x, ]( z' }! v! J SEGMENT.)) X) U2 z: B# f# t c. Final Approach- The segment between the final 2 y: x1 @: a. I9 ?. [approach fix or point and the runway, airport, or# \% _. u7 d! g9 d3 ` missed approach point.8 Z! k: ~: ? v7 F (See ICAO term FINAL APPROACH SEGMENT.)+ W6 B; o0 V) H6 e9 U0 |& e/ d d. Missed Approach- The segment between the& S. Z. K# B2 ^, E. E$ m4 z3 d missed approach point or the point of arrival at 7 g. D9 R; A1 W3 H t; HPilot/Controller Glossary 2/14/08 . U2 a( w1 L4 dPCG S-3 , ]1 c5 L' \! H8 l8 qdecision height and the missed approach fix at the5 J# @% \( w) ~) ^% G prescribed altitude.: C' P# |: M" _6 N$ O* c: Y2 B (Refer to 14 CFR Part 97.)8 C6 W0 H& }- Q- _: D- K- E (See ICAO term MISSED APPROACH " K! P% N, N6 F$ ]( T5 LPROCEDURE.)" @! x" U" x0 |7 a6 w" b9 A7 d0 d SEPARATION- In air traffic control, the spacing of 0 A9 r, y+ ^, r+ x% Q+ Y& k$ Z4 N E2 Haircraft to achieve their safe and orderly movement in * [8 |' M- i6 I* `flight and while landing and taking off. $ V0 w0 g$ p# b: g(See SEPARATION MINIMA.)# [/ i$ T$ _, o) P (See ICAO term SEPARATION.)9 m9 A4 n1 G B6 R( y5 ~ SEPARATION [ICAO]- Spacing between aircraft,/ F8 I3 U( h: q* A- y& `& k levels or tracks., o$ x+ j: f# }+ K) T+ A SEPARATION MINIMA- The minimum longitudi‐ : Z# F; d6 V4 W( Unal, lateral, or vertical distances by which aircraft are ' r% r" s w; [4 c8 R2 r7 S* x" Zspaced through the application of air traffic control ) X# l+ m+ X/ f/ ?9 [. hprocedures. ! X. j* ~2 d8 V4 ~(See SEPARATION.)" v* p' J4 i" O% ]& e. v" b, ` SERVICE- A generic term that designates functions5 q6 o- ?$ ~/ L1 _6 M or assistance available from or rendered by air traffic" k0 O; v2 X0 v7 }; N G1 k control. For example, Class C service would denote9 r2 J0 I' v O the ATC services provided within a Class C airspace ; a1 k: s4 f- {/ Earea. ! m$ \0 Q% ?% C% F3 |: USEVERE WEATHER AVOIDANCE PLAN- An % i& T& `+ P9 g4 J' y6 Eapproved plan to minimize the affect of severe& b) T. H4 y2 ^- g1 Z2 t weather on traffic flows in impacted terminal and/or ! z1 x' }# S, u$ K0 C0 sARTCC areas. SWAP is normally implemented to 7 s- F& G4 c6 K" d# O1 n) hprovide the least disruption to the ATC system when & U+ g# n! ~/ P: U) o* K- N- J! f- F8 Dflight through portions of airspace is difficult or 8 F' i+ I( C) N& ]2 Q, Limpossible due to severe weather.9 J" U W s6 {* G- Z0 M3 r SEVERE WEATHER FORECAST ALERTS-$ s3 z4 S: l2 \: h2 k" T Preliminary messages issued in order to alert users# R% C9 n1 x v& b/ H, h) X# M that a Severe Weather Watch Bulletin (WW) is being : z8 H+ l+ M. @/ ]issued. These messages define areas of possible 1 N7 \2 k* b7 j% s5 ]severe thunderstorms or tornado activity. The5 Y9 p, E* \, e' C3 y messages are unscheduled and issued as required by 6 J. @% U, o6 D z* [3 J) @the Storm Prediction Center (SPC) at Norman, * n/ T( b6 o+ C% ?5 s6 y& Z8 _Oklahoma. 0 j C% ^5 ?: m" K+ l) J(See AIRMET.) " z% D& F1 L% n) u2 s(See CONVECTIVE SIGMET.)# {) o1 `: z% S; H- D( P (See CWA.) + u6 C1 D- e* I: D, x) k(See SIGMET.)7 h& ~. L0 P- i% q) w: g: r( O SFA(See SINGLE FREQUENCY APPROACH.)4 ?0 p4 I! S9 g! ?* m/ q* b; K SFO(See SIMULATED FLAMEOUT.)6 K4 g6 B5 N! c# _ SHF(See SUPER HIGH FREQUENCY.) # M4 X6 q6 f* _ |1 z0 m* ~SHORT RANGE CLEARANCE- A clearance : \3 W( q5 n& {2 xissued to a departing IFR flight which authorizes IFR n" F b% d( W* ]( F. M( l7 R9 x4 R flight to a specific fix short of the destination while" E# E- P( `5 d/ J i$ n- \" m air traffic control facilities are coordinating and! j/ a' J$ r' b obtaining the complete clearance.5 _3 b8 B( J5 I SHORT TAKEOFF AND LANDING AIRCRAFT- 4 h. I% C! \) _9 u- gAn aircraft which, at some weight within its approved " M! ^' L% L8 b, K; K Koperating weight, is capable of operating from a 6 J* ~& n+ ]# h1 J0 ySTOL runway in compliance with the applicable N/ x6 R* G. P. |! j STOL characteristics, airworthiness, operations,& M( V; q1 {( Z5 `0 [7 { noise, and pollution standards. D+ L8 _1 l: K7 G& p9 y: h(See VERTICAL TAKEOFF AND LANDING - ~8 A. {4 v N7 OAIRCRAFT.) - W1 J' f( j, f& BSIAP(See STANDARD INSTRUMENT APPROACH 8 A* M) `+ L9 B) UPROCEDURE.) 8 T* u b9 w: x, c; O' I1 bSID(See STANDARD INSTRUMENT DEPARTURE.)& k% R& A2 f% V* Q SIDESTEP MANEUVER- A visual maneuver: Y" k- W+ ^; D- m; c/ g8 d accomplished by a pilot at the completion of an( q! } L* `) t3 S7 N% {. O instrument approach to permit a straight‐in landing* \2 N0 `6 @: ~ g+ k* G on a parallel runway not more than 1,200 feet to either; @4 w! g# [7 y) W5 N& f side of the runway to which the instrument approach8 Y& S. k3 Z8 z was conducted. ! @. k, i# |2 r5 Q! u(Refer to AIM.) ) ?) s! O# ]/ @7 |! P, rSIGMET- A weather advisory issued concerning/ q3 G% `3 u: [( {* s, I weather significant to the safety of all aircraft. , Y1 `$ T+ b3 `& E9 K9 SSIGMET advisories cover severe and extreme7 R, M6 Q( T+ t! v8 R, O( I turbulence, severe icing, and widespread dust or6 _* {8 O* F! [' e4 ?- Y sandstorms that reduce visibility to less than 3 miles. - Y: T* p3 x$ b# K' l Y! F/ B+ Y(See AIRMET.); h. H$ `- H1 F4 y( J; J (See AWW.). M& d! N$ z2 Z) X1 s (See CONVECTIVE SIGMET.) 5 u3 m. c$ k( c7 z(See CWA.) 7 P& W; M: |/ B% p; K9 i) m(See ICAO term SIGMET INFORMATION.) & L; F2 f5 v! P, c `(Refer to AIM.)' D2 a& C' i) F" C+ D: k2 s SIGMET INFORMATION [ICAO]- Information % g9 Z& s( H6 [% qissued by a meteorological watch office concerning) p9 D4 T/ x3 E' l the occurrence or expected occurrence of specified9 d$ _! I' B. ~% T# Q, _2 l: m Q en‐route weather phenomena which may affect the 8 P! ^" [4 {7 W& o: }6 Usafety of aircraft operations. 7 x2 W/ q/ ^' d% hSIGNIFICANT METEOROLOGICAL INFOR‐9 I, A- R+ A- H4 U6 ]) k6 c |+ R MATION(See SIGMET.) . n, G2 d* F2 _5 ]8 G0 ?SIGNIFICANT POINT- A point, whether a named6 }0 `+ ~ Q1 N) [" e# x! @ intersection, a NAVAID, a fix derived from a4 ?& x* N1 o8 o' \3 c Pilot/Controller Glossary 2/14/08 / t/ p6 L! P! x7 A; VPCG S-4 * l- U k) S: A2 X0 N1 ] sNAVAID(s), or geographical coordinate expressed in 0 v, T/ U4 B: w) S2 g% o7 ?% xdegrees of latitude and longitude, which is & I. q. Q9 e Z5 _; v) A+ |# Festablished for the purpose of providing separation,( W" Q& x: Z( x; `+ C4 V as a reporting point, or to delineate a route of flight. 7 P4 o% S* V2 g, Y& [) eSIMPLIFIED DIRECTIONAL FACILITY- A & l) q# J1 X. @8 E, [NAVAID used for nonprecision instrument ap‐3 g J) e+ a& I! p, `4 _ proaches. The final approach course is similar to that7 L; `+ }7 G( |2 f! r of an ILS localizer except that the SDF course may be 6 @- Q5 Q# J7 r4 P, `offset from the runway, generally not more than 3 " X8 Z8 ~9 w, G, S+ tdegrees, and the course may be wider than the - p) m7 s+ N1 l2 a- P. k! Z, Flocalizer, resulting in a lower degree of accuracy.# F2 O' W; W! z& v (Refer to AIM.) 0 e7 q' g9 W8 j; I7 u% J3 m4 f9 dSIMULATED FLAMEOUT- A practice approach& C4 V: j# R) D9 S# w by a jet aircraft (normally military) at idle thrust to a 1 P: q" l/ u+ ~& C$ Srunway. The approach may start at a runway (high - i0 A7 N0 V6 i! i. n( jkey) and may continue on a relatively high and wide, I5 c* ^+ Q' M downwind leg with a continuous turn to final. It " {, [. g8 A, s6 ]terminates in landing or low approach. The purpose+ p1 Q4 F0 H$ H( J( e2 [ of this approach is to simulate a flameout." L# T; S; U+ E! f (See FLAMEOUT.)) B# |$ Q. L. `8 D) s SIMULTANEOUS ILS APPROACHES- An ap‐ 0 p, J: Y! ~ h' {, t1 b5 Fproach system permitting simultaneous ILS/MLS1 s3 C/ G2 }8 N% _7 u2 l2 E approaches to airports having parallel runways 9 w! D- J: [& d& eseparated by at least 4,300 feet between centerlines.- B7 n2 ^. O0 {8 L1 q8 d8 t Integral parts of a total system are ILS/MLS, radar,2 x1 }8 a# {* w8 ^ communications, ATC procedures, and appropriate2 X* ?: Y% x) Q% q* x airborne equipment. % K7 N$ o" g$ U" U" u- O(See PARALLEL RUNWAYS.) 6 V$ o7 U" Y+ Q- @: u5 F(Refer to AIM.) 7 ^! @4 x4 f4 t% ~; rSIMULTANEOUS MLS APPROACHES(See SIMULTANEOUS ILS APPROACHES.) % Y6 L" Z j/ m5 R- h0 ~0 Q& RSINGLE DIRECTION ROUTES- Preferred IFR 8 B8 C$ S! _- \3 J Q: oRoutes which are sometimes depicted on high * B; t+ _# P) R( j3 Ualtitude en route charts and which are normally flown & h/ Z8 M0 u: G+ Yin one direction only. , w0 b: C; g7 d9 z# R(See PREFERRED IFR ROUTES.)5 R, C, \ ~" U0 ?/ A (Refer to AIRPORT/FACILITY DIRECTORY.) 9 E- o& l1 z6 Y9 Q: USINGLE FREQUENCY APPROACH- A service # N! ] y& l# Q" Bprovided under a letter of agreement to military 9 v) w: ~6 o) @" y: V( Isingle‐piloted turbojet aircraft which permits use of . o! I4 A0 O* Q* e1 ]: W0 T, e. v' t da single UHF frequency during approach for landing.7 a% n4 y7 y' l9 V, H* J Pilots will not normally be required to change 2 X' A6 C" `& [. L" xfrequency from the beginning of the approach to3 P6 i) G: I0 X/ P7 V touchdown except that pilots conducting an en route0 f0 b# D6 a5 ]4 Y descent are required to change frequency when " b5 Y- @5 t! T* p/ |3 K6 `control is transferred from the air route traffic control \4 x7 [. m7 n4 |) e5 M+ t center to the terminal facility. The abbreviation 5 Q$ ]3 x) S1 j0 E“SFA” in the DOD FLIP IFR Supplement under+ s l5 z: w; D8 F$ y. P “Communications” indicates this service is available 5 {$ Q. J8 x7 Y5 F T8 V" xat an aerodrome.: D2 `: ?8 g, _1 l SINGLE‐PILOTED AIRCRAFT- A military turbo‐ 6 i$ I) b# ^' P9 I. ^8 ?jet aircraft possessing one set of flight controls,6 x6 ~5 P* y! Z0 F6 R# M. Y; z tandem cockpits, or two sets of flight controls but. h% [: l, P+ D2 E T operated by one pilot is considered single‐piloted by7 ]2 F5 m- o4 R9 C( q ATC when determining the appropriate air traffic+ i4 e; y. X6 y$ {" U7 s& q service to be applied., u8 K' w) k6 }1 [$ W9 Z; { (See SINGLE FREQUENCY APPROACH.) 7 Z& [, M1 V) mSKYSPOTTER- A pilot who has received special‐6 X, O- K1 Z5 T; S ized training in observing and reporting inflight 0 }6 j J$ l6 c$ T4 U. yweather phenomena.9 ^& `4 _: h( R& O( r, [ SLASH- A radar beacon reply displayed as an* h; `+ a Z @0 s) `! L elongated target. $ e9 s! j. g, @$ O9 WSLDI(See SECTOR LIST DROP INTERVAL.) - }( U# j# R8 x3 NSLOT TIME(See METER FIX TIME/SLOT TIME.)+ C% z( S" h- F+ s/ B+ Y; A SLOW TAXI- To taxi a float plane at low power or 2 h8 y! _8 o5 t9 L4 @low RPM. ! b* B d* V4 M- }( I' C$ B* T( xSN(See SYSTEM STRATEGIC NAVIGATION.) " B3 q. r0 z5 F( T. N; MSPEAK SLOWER- Used in verbal communications 3 s# U R( ~" R5 E3 nas a request to reduce speech rate.; \3 {/ d! A$ L$ g6 g9 Z( W4 w$ |8 c( d SPECIAL ACTIVITY AIRSPACE (SAA)- Any& ]) M3 c8 u0 J/ e" v) `3 s airspace with defined dimensions within the National$ e% S" n9 `0 X( ?6 [& d) Y8 v Airspace System wherein limitations may be 1 ~* `$ P$ }8 M- X/ D% X7 O5 T9 s3 H( Vimposed upon aircraft operations. This airspace may$ h$ o0 W i& m# \! l( t5 _5 @ be restricted areas, prohibited areas, military 8 ^* i0 [. N. Uoperations areas, air ATC assigned airspace, and any 4 n( j1 i& F# lother designated airspace areas. The dimensions of 3 q1 |! H; w* m& m* n) Dthis airspace are programmed into URET and can be. b o2 D- N. @6 E! I0 N: ` designated as either active or inactive by screen entry. M7 ?+ g) h& z, O, ZAircraft trajectories are constantly tested against the - \4 c, D" b) Ddimensions of active areas and alerts issued to the) J. |% i% X1 z# | ^* p a applicable sectors when violations are predicted. + Q' R; I7 N, l(See USER REQUEST EVALUATION TOOL.)2 J- u6 r' H4 O* B: n( H SPECIAL EMERGENCY- A condition of air piracy 9 e( f, N* Z7 j6 Tor other hostile act by a person(s) aboard an aircraft2 r& \" g% z4 W# K; W which threatens the safety of the aircraft or its8 H: y* O5 S- G6 M% e$ ]! h passengers. 8 [) Q1 @6 Y0 U7 ?3 k) ^SPECIAL INSTRUMENT APPROACH PROCE‐ $ {+ J2 \6 B1 \$ qDURE(See INSTRUMENT APPROACH PROCEDURE.): `& ?/ u r! y7 `& t1 }* ]" \, x! q; S Pilot/Controller Glossary 2/14/08 4 `( E. g& Z( D+ W( S" NPCG S-5# l) d- t# w8 L4 ~2 b* V SPECIAL USE AIRSPACE- Airspace of defined + Y, r' U* F/ E$ _7 ydimensions identified by an area on the surface of the3 H( e+ ^ _( `6 H7 W* }% e earth wherein activities must be confined because of 4 W: ~5 O% I# S, O2 W: u9 [5 qtheir nature and/or wherein limitations may be5 v% ^4 E) N$ ` imposed upon aircraft operations that are not a part of# ~. T/ |; P7 M: u those activities. Types of special use airspace are:" e. A+ ]& d% L! ]3 T; w& ` a. Alert Area- Airspace which may contain a high! x' H0 Z8 E6 c; G) t' { v, a$ R# X volume of pilot training activities or an unusual type8 f' i: i* S1 S3 D of aerial activity, neither of which is hazardous to+ i! V7 i) i. s- m7 l aircraft. Alert Areas are depicted on aeronautical8 h" ?* K5 o' G1 h! u charts for the information of nonparticipating pilots. / G z7 ~ M( F" o" U3 p1 uAll activities within an Alert Area are conducted in 6 k* a3 }" J) Y* h$ a8 S! P8 e" d3 Jaccordance with Federal Aviation Regulations, and. O: C* H1 f+ o% f5 d F8 y3 F/ v pilots of participating aircraft as well as pilots ) l+ @$ l8 h! G) a8 R; T! [transiting the area are equally responsible for3 E/ t/ N [, O ^" [" ~' u1 c collision avoidance.0 E( n( O$ G1 p1 f0 g( B b. Controlled Firing Area- Airspace wherein 3 l8 C" Z! K: d! J% t" Yactivities are conducted under conditions so + t B" k0 q- E5 G3 o) P" R2 kcontrolled as to eliminate hazards to nonparticipating * F/ k0 E: x0 S+ |7 ], |5 iaircraft and to ensure the safety of persons and " I% }- f% g- C+ ]property on the ground.0 }8 s# u5 s9 x1 H' s1 S c. Military Operations Area (MOA)- A MOA is & n3 }4 @7 R' c0 \- L+ l0 }airspace established outside of Class A airspace area ( {1 {; U/ u9 ?- ^to separate or segregate certain nonhazardous/ ]6 @) w8 l6 e3 T8 I* ~" k military activities from IFR traffic and to identify for+ l; d: K8 t. ?+ B# T VFR traffic where these activities are conducted.; Z1 l0 @* D! J* L2 ]) R# h5 |7 p (Refer to AIM.)2 x3 I+ Q/ k/ D0 D! }/ M/ \% g d. rohibited Area- Airspace designated under C! G$ z: k4 \- J14 CFR Part 73 within which no person may operate4 d( ]/ i! O7 H3 ^& ~, Z an aircraft without the permission of the using # I/ _7 E! s1 ]% Hagency. ) \1 s) J9 |- t! B# q: F(Refer to AIM.)) s& X/ K6 r q1 y (Refer to En Route Charts.)+ ?( u8 X2 |' n8 ? e. Restricted Area- Airspace designated under+ |) L$ A" h7 C2 F 14 CFR Part 73, within which the flight of aircraft, 3 M& B0 u0 q' x. O7 Y6 _* awhile not wholly prohibited, is subject to restriction. ' o: n& q3 @& j! }3 qMost restricted areas are designated joint use and, i. Y) Y1 W& m* {1 I, p; U IFR/VFR operations in the area may be authorized by& x B; J5 I4 f the controlling ATC facility when it is not being 9 Z$ f0 A e! U3 Y9 |( ~% _7 ~utilized by the using agency. Restricted areas are' J# @+ D! o, d) { depicted on en route charts. Where joint use is 4 }4 E8 g6 X$ H2 Z7 h/ Y; s- Lauthorized, the name of the ATC controlling facility . R& w+ }+ t6 `1 ^+ m7 w3 Y, Yis also shown. `' z9 h0 C" R6 ^ (Refer to 14 CFR Part 73.) * s" o% G, y f(Refer to AIM.)6 U' V5 {+ z9 c* C. ? f. Warning Area- A warning area is airspace of) f0 g7 s" @1 J+ {9 {4 B/ w defined dimensions extending from 3 nautical miles " s$ D b& C4 S4 \( ooutward from the coast of the United States, that, D0 c) K$ P; U" j/ t" D contains activity that may be hazardous to % a9 Q9 i1 H! W+ c. ynonparticipating aircraft. The purpose of such# R6 c3 m Q1 |; s* S! `' X; c warning area is to warn nonparticipating pilots of the5 q, f, i' G6 ?/ s( R: J potential danger. A warning area may be located over D1 l0 N* A' [1 ], rdomestic or international waters or both. 6 _ G" a: ?6 c! I( P' f5 YSPECIAL VFR CONDITIONS- Meteorological ) M1 M2 k' n4 O Z4 tconditions that are less than those required for basic8 V! M4 X& _" |4 W2 U VFR flight in Class B, C, D, or E surface areas and" O. {( i0 C$ d8 d in which some aircraft are permitted flight under) k. I5 ~+ D7 W( a$ r visual flight rules.7 D/ F9 x6 M" D9 Q: d: D (See SPECIAL VFR OPERATIONS.) ' O1 `5 U) a( d7 R(Refer to 14 CFR Part 91.) + j8 p) E1 E, @' F0 d K5 vSPECIAL VFR FLIGHT [ICAO]- A VFR flight & t P0 d7 B2 bcleared by air traffic control to operate within Class ; W; O2 O+ C1 \9 N5 r& dB, C, D, and E surface areas in metrological# t" u( J: Q+ T9 W) K conditions below VMC.& p6 \. N' P8 G3 v SPECIAL VFR OPERATIONS- Aircraft operating / i* U/ c Q7 G2 ?+ tin accordance with clearances within Class B, C, D,& R+ Z& ?! ~2 E$ M; I+ `( f and E surface areas in weather conditions less than the) ?+ r( k2 Q, @, ?% K0 ^' c5 a basic VFR weather minima. Such operations must be - k* d. `0 n: E5 O# xrequested by the pilot and approved by ATC.6 `' n" `. N& m6 B (See SPECIAL VFR CONDITIONS.)8 ~8 {, ]! U1 ^4 ?1 n2 b (See ICAO term SPECIAL VFR FLIGHT.), _$ f' M! M. \! `/ m9 }& F) { SPEED(See AIRSPEED.) ) o( C* t. n2 x& }(See GROUND SPEED.)' p. N0 w* i% G% g2 Y8 V7 i+ Z SPEED ADJUSTMENT- An ATC procedure used to 5 V- K' M$ ~* W% [! p q |) lrequest pilots to adjust aircraft speed to a specific * |- Q" p1 I- s# |value for the purpose of providing desired spacing. 9 c( E7 z$ {' g7 sPilots are expected to maintain a speed of plus or6 e* H! y# {& Z' S3 f4 U$ H minus 10 knots or 0.02 Mach number of the specified 0 k2 R9 f4 @" d+ qspeed. Examples of speed adjustments are: \! L& B S! h' V. F, Oa. “Increase/reduce speed to Mach point (num‐$ j/ d: ^8 s w: m' u( }9 b: K ber.)” 8 T: q5 H' t$ E5 V; h" v' {2 db. “Increase/reduce speed to (speed in knots)” or ) ~+ A- p5 ^% s3 [3 L& L“Increase/reduce speed (number of knots) knots.” : \( a2 ?* c: Y: sSPEED BRAKES- Moveable aerodynamic devices0 Q: {2 |4 {4 J% z6 p+ V# F6 a on aircraft that reduce airspeed during descent and. R' x3 M; G& A. t& m2 }/ X landing. K& c' h6 C' P- C7 M: m8 f" ESPEED SEGMENTS- Portions of the arrival route U+ ?* C$ p+ e2 i' Q3 mbetween the transition point and the vertex along the % A3 W* v1 B. |& z; f) Roptimum flight path for which speeds and altitudes; o& {' J! u5 f3 W8 v( `! o are specified. There is one set of arrival speed 3 \3 s! O9 _7 bsegments adapted from each transition point to each, n0 F* T; z7 d/ D1 a, o4 ~8 g( a vertex. Each set may contain up to six segments. ' s) {" t) ` `# N& R! ^' oSQUAWK (Mode, Code, Function)- Activate& ?% P4 U& }' l8 O, t* L, i specific modes/codes/functions on the aircraft & F) \( Z3 T \- k) a% S. w& B* C) itransponder; e.g., “Squawk three/alpha, two one zero8 h: X% p5 f7 F2 A) h, G) h five, low.”2 W* }+ Z4 }% U- v& x b (See TRANSPONDER.) 6 G3 O x7 a; r5 f) C$ t7 a. sPilot/Controller Glossary 2/14/08 0 q- ?" s% p4 _: hPCG S-6 * d. V$ k A$ s* N- `8 M6 ^STA(See SCHEDULED TIME OF ARRIVAL.)0 t. d+ K. W' }1 d STAGING/QUEUING- The placement, integration,( s4 w2 [1 \5 v( J8 ^/ N and segregation of departure aircraft in designated " w: `8 y" h+ u% x8 h: S- t5 Hmovement areas of an airport by departure fix, EDCT, " E- V+ O: | e" h% Q2 ~and/or restriction.' {; }; g! c9 E, C. R. F STAND BY- Means the controller or pilot must; m2 K" |$ v) d0 D pause for a few seconds, usually to attend to other 2 J1 |8 e& R0 E& V1 A9 ]duties of a higher priority. Also means to wait as in8 N( Z1 a) o* Y& s' ` “stand by for clearance. ” The caller should - v/ x( N$ ^. t: ~& i, u+ U+ H, nreestablish contact if a delay is lengthy. “Stand by” is . t5 {! R! A4 j4 }. C/ b, h- q; unot an approval or denial.# ]" A' _& z+ p7 x4 ?/ t STANDARD INSTRUMENT APPROACH PRO‐1 u: K3 B9 V& S# o CEDURE (SIAP)-) D+ o9 ~% z3 L& `* W) }4 w (See INSTRUMENT APPROACH PROCEDURE.)" E7 J% q% H& k+ W- D) q STANDARD INSTRUMENT DEPARTURE (SID)-. k; p* f# s% E- d& b% C; L A preplanned instrument flight rule (IFR) air traffic $ k: A1 X, \7 I% }2 f0 icontrol (ATC) departure procedure printed for* M# i1 V/ L: C* a pilot/controller use in graphic form to provide: \* v- R/ K) D+ f6 B obstacle clearance and a transition from the terminal; z* Q F7 v6 g: z8 y8 H1 q+ F6 ^ area to the appropriate en route structure. SIDs are# E" W0 }$ J0 L% B$ n# z/ E( J primarily designed for system enhancement to8 v0 N6 c+ Y& j9 C expedite traffic flow and to reduce pilot/controller & W" e0 w" K! [' l( T/ ~# a! F! ?) {workload. ATC clearance must always be received5 Z% H, c$ m2 @ prior to flying a SID. & U7 j4 y& {" O' y5 e, G' U& a- z(See IFR TAKEOFF MINIMUMS AND 9 _' @) k+ a2 J2 }9 o0 @8 _' T( pDEPARTURE PROCEDURES.) * K3 }8 |% b$ m(See OBSTACLE DEPARTURE PROCEDURE.) ( X* |, d; l3 T$ E(Refer to AIM.)& \" d: m! U3 U) I/ C& U8 T STANDARD RATE TURN- A turn of three degrees @! i! Q' p2 j9 A/ a- x. @4 W- zper second. ; l8 P- J2 R) S7 w; nSTANDARD TERMINAL ARRIVAL- A pre‐ 0 E/ J) J7 U* i: bplanned instrument flight rule (IFR) air traffic control " \0 n* x( T! k% l. s6 Darrival procedure published for pilot use in graphic& f1 |' x7 x) r) y' Z8 D and/or textual form. STARs provide transition from" X) D. g3 D: M6 ^- I, R the en route structure to an outer fix or an instrument9 k3 E8 a j/ \7 r( N approach fix/arrival waypoint in the terminal area.* I& k2 g* ]4 }! H/ O9 X. | STANDARD TERMINAL ARRIVAL CHARTS(See AERONAUTICAL CHART.) 1 y- J+ V+ b# h) E0 {! HSTANDARD TERMINAL AUTOMATION RE‐ , v( ^$ y5 X. _1 h, V* IPLACEMENT SYSTEM (STARS)-7 v+ ]5 K1 o, _! \, z (See DTAS.), v G1 u: a5 e0 j. y& ^7 O STAR(See STANDARD TERMINAL ARRIVAL.) 6 r2 ?3 ~: s( Q9 P/ r' Z8 SSTATE AIRCRAFT- Aircraft used in military, 0 L7 B% d+ O, I( Zcustoms and police service, in the exclusive service8 ?& W% w& V! E. u8 L: ] u( ^ of any government, or of any political subdivision,% `) f+ S Y% `# r1 X1 R thereof including the government of any state,( L5 }+ G7 U* {, K territory, or possession of the United States or the, a0 I, ^8 m' ~" F1 G District of Columbia, but not including any: [) K1 T( [' V government‐owned aircraft engaged in carrying; Q' ]# ?0 h# i P persons or property for commercial purposes.$ O% o& n' p( D% k7 g STATIC RESTRICTIONS- Those restrictions that( G; D# L+ s3 m/ }0 ?) t8 y are usually not subject to change, fixed, in place,' J; U# C$ u* o' T2 Y& u4 @# v and/or published.7 _0 e4 S+ x( `+ L0 K8 Q STATIONARY RESERVATIONS- Altitude reserva‐ 3 h9 ]3 F% o3 E2 k! [tions which encompass activities in a fixed area.! I( m( x& [; L& d' O Stationary reservations may include activities, such * T- c1 c5 g8 Z7 c i1 Vas special tests of weapons systems or equipment, & X% J9 c ] W+ i! ?certain U.S. Navy carrier, fleet, and anti‐submarine @4 y* W/ A9 v7 y, }8 Z operations, rocket, missile and drone operations, and. l2 f( u) S5 N+ @- r- {9 l( Y certain aerial refueling or similar operations.& c$ f1 @/ B, Y3 Z b, x9 g STEP TAXI- To taxi a float plane at full power or ) H6 A8 n; o' o% m$ f$ W4 khigh RPM. - P8 }% ?3 f7 E5 X* SSTEP TURN- A maneuver used to put a float plane# }+ ?5 e' O9 f8 b# C9 J in a planing configuration prior to entering an active: `0 A4 N# H) b# a5 e sea lane for takeoff. The STEP TURN maneuver9 c' Q6 Z* y5 g4 k' B' o3 X should only be used upon pilot request. & u; Q" X9 Y1 \$ p, YSTEPDOWN FIX- A fix permitting additional 1 f" x+ C& F' {# _ fdescent within a segment of an instrument approach3 r- H, t j. K6 n8 ]) Q6 C: Y r; k procedure by identifying a point at which a % x l! ?5 |" D5 c6 mcontrolling obstacle has been safely overflown. 9 W: x9 g% _1 m3 _6 ^. O3 ]1 HSTEREO ROUTE- A routinely used route of flight . z; s- W4 x9 j. k0 C+ Gestablished by users and ARTCCs identified by a " T5 M3 n: j* c* b; ]) {1 m, g: ?coded name; e.g., ALPHA 2. These routes minimize _' N. k, y* f" Y9 `flight plan handling and communications. 3 T! V1 u0 V+ F0 e! [STOL AIRCRAFT(See SHORT TAKEOFF AND LANDING + o6 |1 Q: k$ n" Y4 t1 B4 wAIRCRAFT.) m$ {" p% _9 a2 m STOP ALTITUDE SQUAWK- Used by ATC to0 B& q; u |: {& |, N' x inform an aircraft to turn‐off the automatic altitude # h' u1 u2 O* v7 @reporting feature of its transponder. It is issued when" n! o! s% d7 T3 @# }4 ~% n the verbally reported altitude varies 300 feet or more 4 d9 y5 l- k, Bfrom the automatic altitude report.0 ^; T4 ^6 ?% u (See ALTITUDE READOUT.). @: d6 q; l% l, L" C; _2 p0 c (See TRANSPONDER.) # x( H5 v: v6 ?. l2 Z+ KSTOP AND GO- A procedure wherein an aircraft$ V4 l3 b& n3 p$ O' W( ?) t will land, make a complete stop on the runway, and0 Z8 C0 J, g9 _7 ~3 n then commence a takeoff from that point. + R$ ?# Z8 ]8 u( g# l1 B A/ f6 B(See LOW APPROACH.) 1 J1 p: i6 ?' Q$ r(See OPTION APPROACH.); h8 Z1 {5 E$ @& W Pilot/Controller Glossary 2/14/081 F3 p3 m% ` D! G4 h, C PCG S-79 |4 ^/ K7 c7 L7 ^ STOP BURST(See STOP STREAM.) ) f$ `" L1 E$ [6 j' b& o! KSTOP BUZZER(See STOP STREAM.)9 y5 v6 T* @7 H. I, Q4 t STOP SQUAWK (Mode or Code)- Used by ATC to9 i u0 }4 h' w; ]! M7 l& X tell the pilot to turn specified functions of the aircraft " [1 y# ~. |7 q [7 Ttransponder off. 4 q u+ z7 { a2 j& B(See STOP ALTITUDE SQUAWK.)% D$ w8 D3 a0 Z6 q2 \ (See TRANSPONDER.)$ V- b: ]7 n% D8 ~" \2 n5 s$ a. O; V STOP STREAM- Used by ATC to request a pilot to 2 f' l+ }. x& }! osuspend electronic attack activity.7 A& K6 o# j# @ (See JAMMING.)4 a$ m4 p& s" |5 { STOPOVER FLIGHT PLAN- A flight plan format7 A- }# }9 I" N& V' E which permits in a single submission the filing of a " E# N2 R5 Q% L" y( E6 Xsequence of flight plans through interim full‐stop . @% {8 A+ s( s- Z$ ~2 pdestinations to a final destination. 6 ]; Q3 `, N# D. J6 G# }; DSTOPWAY- An area beyond the takeoff runway no ) p* a4 \8 a0 o; X ?less wide than the runway and centered upon the$ M9 [1 [, q' d( l: ?; ]* L extended centerline of the runway, able to support the & t. o% P1 e0 U* h+ bairplane during an aborted takeoff, without causing" D& v3 `3 a$ O* D% C8 R4 u+ { structural damage to the airplane, and designated by * u" t' D) o" G& ~# @( wthe airport authorities for use in decelerating the- L+ ~. E2 j2 e# i5 u5 u airplane during an aborted takeoff. : `6 ]0 O D$ g9 Y6 L" r6 oSTRAIGHT‐IN APPROACH IFR- An instrument: y; A. U: K: m approach wherein final approach is begun without 4 U. j4 \2 Q R. w6 {2 Ufirst having executed a procedure turn, not0 x; C1 z2 j- K; A* _' K2 N necessarily completed with a straight‐in landing or% I3 q3 T, H+ ~9 A, ]; g made to straight‐in landing minimums. ' {9 `2 ]& h" r* \6 r(See LANDING MINIMUMS.) ) Q7 I7 d2 s4 i+ c8 }, U# T(See STRAIGHT‐IN APPROACH VFR.) ) I1 I9 M% E9 ~(See STRAIGHT‐IN LANDING.) # u. ^# W& O/ c- h& D8 y1 qSTRAIGHT‐IN APPROACH VFR- Entry into the" I: J8 _% R$ f3 i2 { traffic pattern by interception of the extended runway ! y1 Q: ~7 ^: scenterline (final approach course) without executing 3 Q: l4 \- E# e$ p; ~any other portion of the traffic pattern.1 Y8 D' d2 Z7 t, ?7 \9 } O (See TRAFFIC PATTERN.)4 x5 E4 R' t7 P* y2 }+ I! _* T& }# P STRAIGHT‐IN LANDING- A landing made on a9 ^" i$ |3 Y1 P runway aligned within 30 of the final approach 4 c- U" W8 Q- l ^5 r2 r2 ucourse following completion of an instrument8 \) `, v& N4 X approach.6 Y: i$ W P) y$ A+ S4 ` (See STRAIGHT‐IN APPROACH IFR.) ' x4 D6 J/ V% L0 p* CSTRAIGHT‐IN LANDING MINIMUMS(See LANDING MINIMUMS.)/ J q/ b- z5 B1 A STRAIGHT‐IN MINIMUMS(See STRAIGHT‐IN LANDING MINIMUMS.)4 s! ^7 @" m! E! h STRATEGIC PLANNING- Planning whereby, P4 C$ ^, J9 m2 w6 m3 ]. H& [ solutions are sought to resolve potential conflicts. 4 o" i! v& R5 }$ `* Q9 kSUBSTITUTE ROUTE- A route assigned to pilots/ c* t/ g1 b; M* g& A3 p l" U; s when any part of an airway or route is unusable , U2 ]" }# E+ o; ~- |% jbecause of NAVAID status. These routes consist of:8 N$ K) [" d4 S& @" L a. Substitute routes which are shown on U.S. ) g0 r7 p0 ~: I! DGovernment charts. 6 [+ C. k; |+ L4 p Y$ E8 r3 ib. Routes defined by ATC as specific NAVAID & V/ ?$ H, @# Q3 V# G5 ^1 lradials or courses.0 q# Q/ {3 E# Q+ u( _1 D c. Routes defined by ATC as direct to or between" C$ B6 H3 U h, [% h% z NAVAIDs.; b4 y5 n1 }, c) e1 x7 `. G SUNSET AND SUNRISE- The mean solar times of , T f$ D) e4 m8 W% {1 R7 lsunset and sunrise as published in the Nautical9 O9 t( j6 u2 b7 M Almanac, converted to local standard time for the% S& M* G, h' Z4 D- J locality concerned. Within Alaska, the end of evening # z1 ?7 N7 T( M+ H8 zcivil twilight and the beginning of morning civil! l3 n* E F$ E# W2 s twilight, as defined for each locality. " _2 `% z* }0 m- M$ }SUPER HIGH FREQUENCY- The frequency band ; k! g. ]1 B D+ L$ Z/ }2 Q" fbetween 3 and 30 gigahertz (GHz). The elevation and $ m: a4 u3 O4 B7 eazimuth stations of the microwave landing system$ [* M: R& b0 g- [& G, S- j operate from 5031 MHz to 5091 MHz in this / u0 R7 w) r- n0 Uspectrum. ! I! }! k0 R1 b6 {! H% _& o& @SUPPLEMENTAL WEATHER SERVICE LOCA‐ / l6 {* q: Q" }; KTION- Airport facilities staffed with contract 7 E7 d% ?9 c+ g. x8 I, o0 zpersonnel who take weather observations and 9 a; J6 w+ V5 K+ Lprovide current local weather to pilots via telephone ! ]$ {0 p! B/ C! n6 s6 X9 Wor radio. (All other services are provided by the parent 4 \0 @- z0 x, W2 W3 c; Z6 Z, vFSS.) 3 C8 _* f$ a4 O; ISUPPS- Refers to ICAO Document 7030 Regional# g* ?3 }" w" d1 r7 E Supplementary Procedures. SUPPS contain proce‐2 W+ X& |" u+ J k: P' n* u/ U dures for each ICAO Region which are unique to that A9 R0 Q: d$ O) Y+ Z; E Region and are not covered in the worldwide. @& T/ _0 H, t provisions identified in the ICAO Air Navigation& A( l7 i! t% r& w; q1 G1 E Plan. Procedures contained in Chapter 8 are based in 9 A4 C0 h7 g; R5 C0 O( U( upart on those published in SUPPS.# @' ]6 ?. A6 G$ L SURFACE AREA- The airspace contained by the& @5 P% {. ~8 v6 y8 G lateral boundary of the Class B, C, D, or E airspace: Y( [2 H5 i; M8 B+ v designated for an airport that begins at the surface and # }/ R$ {5 j7 e+ ~# L! m9 Sextends upward. $ {; r( o" P" c% YSURPIC- A description of surface vessels in the area. D5 Y' S; U- G3 I( v( _% p of a Search and Rescue incident including their- M0 J5 Z+ p3 y6 i predicted positions and their characteristics.2 e& H! z, A0 v T% Z3 l$ v8 g' h' C (Refer to FAAO JO 7110.65, Para 10-6-4,) q2 Z# T# X' F9 S& E* U8 P INFLIGHT CONTINGENCIES.)3 h. S3 H2 p$ A3 |+ w SURVEILLANCE APPROACH- An instrument " ~- e2 x; }$ y, `4 oapproach wherein the air traffic controller issues & e5 ^4 Y. V2 h; p7 _+ Q: Xinstructions, for pilot compliance, based on aircraft / {4 G. G8 N0 b9 V. q& |Pilot/Controller Glossary 2/14/08 & e6 V4 w9 n3 I$ U7 EPCG S-8 , v+ ?+ v3 [, ~, V1 Yposition in relation to the final approach course 5 O k# @6 l/ h' A; a" Q(azimuth), and the distance (range) from the end of; z' Y' V2 K: h" q the runway as displayed on the controller's radar9 A2 C! k3 E2 m4 {( [9 z( Q Z( T scope. The controller will provide recommended % O6 m* y2 [. U' r8 ealtitudes on final approach if requested by the pilot.# W+ E) A8 z- H% d (Refer to AIM.)4 `9 z5 _3 p' H) I1 \3 ] SWAP(See SEVERE WEATHER AVOIDANCE PLAN.)7 E7 ~7 A) `% [ SWSL(See SUPPLEMENTAL WEATHER SERVICE - ~! e: F) H, ^3 p ILOCATION.)/ d7 J$ U. ~& K+ q% ]' H0 d SYSTEM STRATEGIC NAVIGATION- Military 3 z' y7 x' k D# n+ h$ l* A3 wactivity accomplished by navigating along a 8 _& g9 s+ l: g" [3 E7 I" \preplanned route using internal aircraft systems to M4 A' _' f, [% J& r' d5 t. [maintain a desired track. This activity normally7 Z; @; W9 A+ J- w requires a lateral route width of 10 NM and altitude' Q" D+ a a8 c' |) g range of 1,000 feet to 6,000 feet AGL with some route ( x; X3 U! n1 N, ^* Q8 `$ v& D- z7 I) bsegments that permit terrain following.0 p9 k" y2 u" q" x Pilot/Controller Glossary 2/14/08 % ~: O4 S- Z9 wPCG T-1 0 @9 m# ^: V0 C; o5 LT; W3 P" O5 o0 p, f% n; H TACAN(See TACTICAL AIR NAVIGATION.)' M4 K! F: G6 q TACAN‐ONLY AIRCRAFT- An aircraft, normally' O! C3 X6 R# \. _, X: U2 l military, possessing TACAN with DME but no VOR8 T) h2 c! _' `/ \ navigational system capability. Clearances must8 Y+ W! n9 o5 I% P) N$ A7 E1 G specify TACAN or VORTAC fixes and approaches. + z2 k: q& h+ z' T0 ?TACTICAL AIR NAVIGATION- An ultra‐high + i# P( o8 z: U) ^frequency electronic rho‐theta air navigation aid! k5 V5 P3 D( b. b( I7 L which provides suitably equipped aircraft a : E- e7 c# t) p" n* f& R% wcontinuous indication of bearing and distance to the 9 l% ]8 i+ Y( \6 v0 hTACAN station. ! A" x! z" x' Q& B/ L( d(See VORTAC.) " E) N# V/ F- {4 y! s% v7 w4 s6 B3 G(Refer to AIM.) . o& C# o* I; i" }& s; _; p9 RTAILWIND- Any wind more than 90 degrees to the- m* S' c+ l! m( r5 ?4 t* V+ ^ longitudinal axis of the runway. The magnetic: J5 [; [: u' I# d direction of the runway shall be used as the basis for- w5 {5 ^. T) F" W1 Q, s4 ? determining the longitudinal axis.% z9 Y/ l; f0 b. b$ V9 H7 w TAKEOFF AREA(See LANDING AREA.)% a8 k# U6 c% W" C. C( J TAKE‐OFF DISTANCE AVAILABLE [ICAO]- The 2 _$ o- l: f0 J2 o) Vlength of the take‐off run available plus the length of5 s# ^" J) Q5 A8 {; N, {$ |- U5 h- T the clearway, if provided.* j$ o* M7 u: S/ X1 F TAKE‐OFF RUN AVAILABLE [ICAO]- The length& i8 n0 H% w& J" F \# Q* c of runway declared available and suitable for the + n4 W' k5 C; U3 u- hground run of an aeroplane take‐off.3 K0 _2 u y+ B TARGET- The indication shown on an analog" ]% P7 x- ?* Q display resulting from a primary radar return or a 9 N) z% O$ S; m) p0 v& n- M7 _radar beacon reply. " T- B/ @8 w' ^(See ASSOCIATED.) y5 @8 U& [, B(See DIGITAL TARGET.) [: b) k: L) z1 T. x, L(See DIGITIZED RADAR TARGET.) * [, w) E; s# i6 l5 m# V1 w# o% I" X(See PRIMARY RADAR TARGET.) 5 [% @* c% J# \$ Y. m(See RADAR.) / Z; ]" [7 g( X J(See SECONDARY RADAR TARGET.)9 N0 t1 K, [% F6 v7 k" a9 M3 i: S (See TARGET SYMBOL.) : Q0 U5 g7 y8 A* O0 K(See ICAO term TARGET.) + |6 J, v. M9 m k(See UNASSOCIATED.) 0 L O3 f) n4 O2 }) w) F4 WTARGET [ICAO]- In radar: " w) [( r% C' F1 W/ k2 ka. Generally, any discrete object which reflects or . R8 m+ |+ Q' b# \" C$ gretransmits energy back to the radar equipment. # ]# a( ]* X) P% I/ T- G% |b. Specifically, an object of radar search or. m& D# P: y) `/ W) \& x, W! P surveillance. 1 x% B4 I! C4 d1 z6 P5 [$ gTARGET RESOLUTION- A process to ensure that " q" N0 C, z$ f# Z% H2 }correlated radar targets do not touch. Target4 g8 f, x) V9 U resolution shall be applied as follows:/ r \0 [ E9 c6 S+ k2 E a. Between the edges of two primary targets or the 7 p9 `' P, F3 P) Medges of the ASR‐9 primary target symbol., |" f+ p+ v$ @7 H b. Between the end of the beacon control slash and7 r7 @7 O! a' x# c; W3 W. B the edge of a primary target. 0 _. Y3 m+ s0 y0 vc. Between the ends of two beacon control slashes. . [) i! T* ^ N q+ [4 \- A; `& ANote 1:MANDATORY TRAFFIC ADVISORIES " N5 i. K& k1 E1 ]4 D7 ?/ ~AND SAFETY ALERTS SHALL BE ISSUED 3 K! B5 c( a- I: L2 i. A. X0 o; MWHEN THIS PROCEDURE IS USED. ) c4 D! D- B# z: {! TNote 2:This procedure shall not be provided3 W) y$ C y3 K# o+ ^0 e# @! f utilizing mosaic radar systems.) e3 D" T# a# r% B- i- v8 t4 E( r TARGET SYMBOL- A computer‐generated indica‐ + D4 t' y) s0 I6 j* s5 Z mtion shown on a radar display resulting from a 3 z; v+ c9 x* C/ k+ } Cprimary radar return or a radar beacon reply. , U6 }0 W0 x9 [9 OTAS(See TERMINAL AUTOMATION SYSTEMS.)- @5 t/ c" _0 m; W8 c TAWS(See TERRAIN AWARENESS WARNING9 }4 [) o3 |4 F+ W# H7 J) e' ` SYSTEM.)* g/ s, _: g- J: e TAXI- The movement of an airplane under its own & Q6 m9 u, u0 f9 l/ I* Fpower on the surface of an airport (14 CFR - i0 k0 h) E9 ESection 135.100 [Note]). Also, it describes the 9 [1 ~: S0 D* @surface movement of helicopters equipped with ' k, P: |( F" } v2 _/ W, C1 Mwheels. / [. i' e) r/ h5 R/ k(See AIR TAXI.)$ K- i0 G8 s* |; m! p& c/ W7 [ (See HOVER TAXI.) : @5 m4 v; A* t; \* o) h* {(Refer to 14 CFR Section 135.100.): m. R6 S/ [3 K0 D0 E! [ (Refer to AIM.) 2 U. Z; i% ~. B8 f8 @TAXI PATTERNS- Patterns established to illustrate ' X5 I4 K& V$ ?( x" f+ A/ T% gthe desired flow of ground traffic for the different) J: ^( x. @' p0 c6 n5 s0 ~ runways or airport areas available for use.4 S" M& h2 p7 a7 S; @ TCAS(See TRAFFIC ALERT AND COLLISION $ ?" Q K5 j' e% JAVOIDANCE SYSTEM.)0 _& D3 j7 M4 O3 L- M: o$ J: y( a: ` TCH(See THRESHOLD CROSSING HEIGHT.)# W' Z9 }% x9 ~6 G TCLT(See TENTATIVE CALCULATED LANDING ; M+ D1 D% `6 ]+ |TIME.)& \: b& r6 B/ x7 z# W$ h# Z) [ TDLS(See TERMINAL DATA LINK SYSTEM.) 9 Z. d+ M1 \7 N4 t2 V5 s+ u2 rPilot/Controller Glossary 2/14/08+ K0 ~# z6 i4 U B9 H PCG T-2 ; d' H, U/ {! ^/ D) G+ yTDZE(See TOUCHDOWN ZONE ELEVATION.) 0 ^4 X- \2 ?4 [% d* _TELEPHONE INFORMATION BRIEFING SER‐ ; d3 Z& ]$ j& x& ]5 X2 t" OVIC E- A continuous telephone recording of 3 h+ u/ j- z3 ^& c* I" emeteorological and/or aeronautical information. 7 \7 L5 L0 k9 \/ Y8 O(Refer to AIM.)2 I9 ~4 r! t1 U7 p @+ \3 `! n TENTATIVE CALCULATED LANDING TIME- A* `( [" n: h9 I; O! W+ N7 a; t& S projected time calculated for adapted vertex for each) w3 C2 G, c" p j arrival aircraft based upon runway configuration, 6 }3 |# T/ j0 J0 H7 u* yairport acceptance rate, airport arrival delay period, n: d. u8 r& W6 L+ P and other metered arrival aircraft. This time is either ' I( b' w/ X# C# C/ Dthe VTA of the aircraft or the TCLT/ACLT of the 1 r8 i0 j, I" i/ E- W) gprevious aircraft plus the AAI, whichever is later.0 @, `+ b1 w+ r7 }5 H; s6 A9 m: ? This time will be updated in response to an aircraft's % P9 f+ G0 ?( w1 Fprogress and its current relationship to other arrivals.4 O, Q- K& A, y4 w5 L% F! B TERMINAL AREA- A general term used to describe$ \6 A0 C+ _0 e' J& e, h airspace in which approach control service or airport , _. q+ J: y: W2 ~/ Z3 Z2 _3 v* ltraffic control service is provided.% V( L& Q8 d( } L$ Z TERMINAL AREA FACILITY- A facility provid‐ . M" l) f0 j3 b: F$ y% ging air traffic control service for arriving and 6 d* ^ j4 A: K0 \1 M+ gdeparting IFR, VFR, Special VFR, and on occasion8 x. |# z. M0 h0 t en route aircraft.0 G0 h( h0 L9 k2 p- g/ p2 w (See APPROACH CONTROL FACILITY.) 2 |' W- V: w, H; U7 O(See TOWER.)) N4 U+ ]. |8 o0 D% k3 w9 K' c TERMINAL AUTOMATION SYSTEMS (TAS)-! _ B" W6 ]# | TAS is used to identify the numerous automated, ^; Q6 ^8 M! O! D& f# j tracking systems including ARTS IIE, ARTS IIIA,( h* n8 l5 m3 F: b7 Q$ _+ q ARTS IIIE, STARS, and MEARTS. # X# ~9 [* ^& o7 h9 {: N: `TERMINAL DATA LINK SYSTEM (TDLS)- A& m7 }" e6 s1 w, H2 [ system that provides Digital Automatic Terminal * P4 F s% \: A H. R+ q* qInformation Service (D-ATIS) both on a specified . l$ R" q$ i: A1 k2 Y3 N! iradio frequency and also, for subscribers, in a text0 K5 ?8 {5 R/ P message via data link to the cockpit or to a gate5 r# u/ w. H# e+ y+ v7 E$ c printer. TDLS also provides Pre-departure Clear‐) L* `* K0 `* `% y$ D' Q ances (PDC), at selected airports, to subscribers, * I) y7 I% ?$ L' fthrough a service provider, in text to the cockpit or to m* a; w3 b: f, W6 O a gate printer. In addition, TDLS will emulate the W3 y; F% G% @- L Flight Data Input/Output (FDIO) information within# H3 D- Q; V4 W B g6 i the control tower.6 d* _5 y: Z/ v4 A4 C: {9 w5 K TERMINAL RADAR SERVICE AREA- Airspace & O4 b. R' L9 h! _1 n7 K8 \2 A: jsurrounding designated airports wherein ATC ' b- W+ W. {' e2 D! R7 b+ Q1 t$ r5 Iprovides radar vectoring, sequencing, and separation5 L4 r: w# ]( d& k on a full‐time basis for all IFR and participating VFR/ f7 }! f8 ~6 |' D0 K4 @ aircraft. The AIM contains an explanation of TRSA. # B4 x7 Q, B1 m+ k" S0 XTRSAs are depicted on VFR aeronautical charts.: m; I. [0 n6 C1 \, `$ \ Pilot participation is urged but is not mandatory. * u# x3 t a! p8 U$ VTERMINAL VFR RADAR SERVICE- A national5 o8 M6 b# U3 T* _' l program instituted to extend the terminal radar; e( o5 B4 y/ {- a4 F+ t: @ services provided instrument flight rules (IFR)% L5 G8 J& l1 f' |- T: y8 ~ aircraft to visual flight rules (VFR) aircraft. The 2 l* V1 R9 a( R& r# w5 n; Gprogram is divided into four types service referred to6 M. e1 g. f6 a) E1 V# m! c as basic radar service, terminal radar service area 4 d; {6 C* H' N( W M(TRSA) service, Class B service and Class C service. $ d$ @1 E- E- m" X. \2 NThe type of service provided at a particular location 8 y5 y: D2 v. m7 u7 D. `+ M! X) ?is contained in the Airport/Facility Directory. 2 P: {1 I: x1 m5 c! E g3 {# Oa. Basic Radar Service- These services are$ c+ C; F9 x+ p1 u provided for VFR aircraft by all commissioned& y& T: }' o- X- |* r& j# v terminal radar facilities. Basic radar service includes2 c0 J! J) m5 i z. | safety alerts, traffic advisories, limited radar$ m7 E9 B% ^3 j4 \8 @* G3 C/ y vectoring when requested by the pilot, and; A! _7 Z7 e# ^. M. A9 M sequencing at locations where procedures have been; n8 B2 f# f2 F( J established for this purpose and/or when covered by' C& A( k; N/ d( v" U a letter of agreement. The purpose of this service is to/ q- P" I3 D# u$ i: @ adjust the flow of arriving IFR and VFR aircraft into# j7 R0 n2 f6 Q; R' r" p- | the traffic pattern in a safe and orderly manner and to 9 a* ]8 h( D- W ~" X& cprovide traffic advisories to departing VFR aircraft.2 g( s# |/ i0 X9 [0 M b. TRSA Service- This service provides, in0 W; g& ^- `; p3 m+ g' Z7 |. |7 H3 { addition to basic radar service, sequencing of all IFR8 d% O/ |- `4 m3 |$ |3 V6 e$ W0 @ and participating VFR aircraft to the primary airport 7 Q" b( h, {2 e1 ?" U8 Cand separation between all participating VFR/ a r3 b! {2 \2 G aircraft. The purpose of this service is to provide" A4 b7 Y2 {* l8 u separation between all participating VFR aircraft and 1 V7 J r' t1 Eall IFR aircraft operating within the area defined as a# N. ]/ j* S) a9 ~9 e& m& l+ t TRSA.0 t. J9 l# P4 [* Q1 t( y c. Class C Service- This service provides, in5 Z) M7 I x% _7 r) n t addition to basic radar service, approved separation' J- P' T. K& c" ?9 c, G between IFR and VFR aircraft, and sequencing of o/ m( L* i a d5 y+ ~6 I( F VFR aircraft, and sequencing of VFR arrivals to the% T7 l/ c/ f# T' X$ @: T primary airport. & ?. Q. h* x* D j9 c0 Td. Class B Service- This service provides, in # L9 |8 C7 V, h. G( o7 a: @7 D( uaddition to basic radar service, approved separation' E! g X8 E. ~# Z* ]9 S; U4 | of aircraft based on IFR, VFR, and/or weight, and; s- x5 ^% N2 y: f. O sequencing of VFR arrivals to the primary airport(s). 5 i3 p, A* a0 W6 J) B+ L(See CONTROLLED AIRSPACE.)- @2 z! j8 S: f (See TERMINAL RADAR SERVICE AREA.)9 a& c* s; D( _3 D2 S( H, Z4 M (Refer to AIM.)* _9 Z4 \ h! T (Refer to AIRPORT/FACILITY DIRECTORY.) I6 V! L: v: `! k) e TERMINAL‐VERY HIGH FREQUENCY OMNI‐ p1 H$ Q* h& _7 e: K DIRECTIONAL RANGE STATION- A very high+ q* Y" w- ?& d# R# Q" l' J frequency terminal omnirange station located on or, v6 p/ }5 v# o7 y7 H+ v7 m near an airport and used as an approach aid.+ _4 q5 P/ m5 P- E" h7 a4 y% Z (See NAVIGATIONAL AID.): b+ R3 O: Z3 |- k0 {9 B5 F" d8 X6 D (See VOR.) [0 T8 a8 r: ~) @! | TERRAIN AWARENESS WARNING SYSTEM) b7 ~+ d0 q1 z W8 ^ (TAWS)- An on-board, terrain proximity alerting 9 y) z' P# c! F2 F, {- u( vPilot/Controller Glossary 2/14/088 r( T$ Z3 o6 a9 T8 s, u1 [ PCG T-3 0 E" S" }3 Y9 B& C' A) a& f% esystem providing the aircrew `Low Altitude ! `: z$ E) W4 t% E! @! zwarnings' to allow immediate pilot action. ) O; Z5 U, U1 C6 |! t7 s8 UTERRAIN FOLLOWING- The flight of a military0 f' h" A6 F3 N/ k6 d, y2 z aircraft maintaining a constant AGL altitude above: @% z8 Q, ?. A8 D; ` the terrain or the highest obstruction. The altitude of 6 J/ e' t( F- y8 r1 f, `the aircraft will constantly change with the varying# m# r& K8 b: ` terrain and/or obstruction.6 o: P) P# ?1 V/ r$ V8 g/ y1 P TETRAHEDRON- A device normally located on, v4 L# M: ~. `' ^. H uncontrolled airports and used as a landing direction$ N* P/ M% i$ R* X) n indicator. The small end of a tetrahedron points in the6 r, l+ \% B8 _4 u' [( e9 L# E& } direction of landing. At controlled airports, the # E$ m+ a" q1 b- Jtetrahedron, if installed, should be disregarded: a4 ~' N% W, s9 K* O( U/ e% m3 H8 y because tower instructions supersede the indicator. 9 ^3 [( r+ k, i# c; J3 I2 m& S7 z(See SEGMENTED CIRCLE.)1 R0 I6 ?$ V0 g0 G (Refer to AIM.)" H9 }7 v* g" Z C TF(See TERRAIN FOLLOWING.)3 z; `. z. F. K6 M THAT IS CORRECT- The understanding you have $ ^" n/ J- v8 \5 n6 {is right. W/ g* L, N2 ?6 }" { 360 OVERHEAD(See OVERHEAD MANEUVER.) 5 D7 b6 t2 o; S& d2 l0 pTHRESHOLD- The beginning of that portion of the2 v( {6 Q) M/ ?8 T runway usable for landing. : y% W& r: F& Y) c- c0 d) T5 x(See AIRPORT LIGHTING.) 5 h/ p0 F5 h2 k- k e; a, L4 j(See DISPLACED THRESHOLD.)0 J5 p9 ~2 L5 `- @0 A7 F1 g* Y0 P THRESHOLD CROSSING HEIGHT- The theoreti‐. @# n4 b$ T5 n1 Q% Q+ D" I5 y cal height above the runway threshold at which the ( r5 B6 O1 m" r. E+ i3 {# Daircraft's glideslope antenna would be if the aircraft0 Q3 b% j J# O maintains the trajectory established by the mean ILS . E' |. N8 l" _4 N0 T2 Mglideslope or MLS glidepath." {$ z* u/ D! h' t8 t; t; f n" q (See GLIDESLOPE.)% B8 s$ }2 |0 F3 D (See THRESHOLD.)1 @* Z v; B6 H' G$ e* W THRESHOLD LIGHTS(See AIRPORT LIGHTING.) ( Z8 o& |, B: f; O8 P4 U, b3 QTIBS(See TELEPHONE INFORMATION BRIEFING 7 i" g: x: m4 _0 I0 }SERVICE.); V8 g8 \" ^2 @% o# Y TIME GROUP- Four digits representing the hour' a1 ~& N$ [6 K7 y" j and minutes from the Coordinated Universal Time; o. G8 K5 l' c (UTC) clock. FAA uses UTC for all operations. The" \% v( d/ K$ a7 Y term “ZULU” may be used to denote UTC. The word5 L" S9 b9 |8 o+ T9 X" W' C, x/ c “local” or the time zone equivalent shall be used to 5 |3 ]9 [! w) h& Q" O0 w, Qdenote local when local time is given during radio and' q! U% {0 t+ v/ v/ ` telephone communications. When written, a time5 z2 o. ^5 z; |* W7 q2 o9 r zone designator is used to indicate local time; e.g.3 d5 ~' D; P. V% Z2 [! t “0205M” (Mountain). The local time may be based 1 p6 [6 ?' }' Oon the 24‐hour clock system. The day begins at 0000 $ O6 s& i3 H. V2 e3 }and ends at 2359. + w, t( r) _3 ?3 n' ?' aTMA(See TRAFFIC MANAGEMENT ADVISOR.) V; S |* V4 v- C) \) T4 @, zTMPA(See TRAFFIC MANAGEMENT PROGRAM 3 ~- k5 Q5 u. b- H: c% MALERT.); R, q% X: g3 B2 z4 [4 W, O: a TMU(See TRAFFIC MANAGEMENT UNIT.)) g$ A. a; G8 e: v* s0 W TODA [ICAO]- ! |4 W/ ?1 ?. } S! w/ j(See ICAO Term TAKE‐OFF DISTANCE: C3 n, C4 s; ^; I/ e& \ AVAILABLE.)6 L1 F, I, V2 }- a7 p TORA [ICAO]-. L, V4 T3 w$ e* L! q (See ICAO Term TAKE‐OFF RUN AVAILABLE.) 1 N+ f$ T6 v- m2 LTORCHING- The burning of fuel at the end of an 2 `3 d/ M+ B% nexhaust pipe or stack of a reciprocating aircraft7 }* S0 d& H5 U9 s0 v' E) q engine, the result of an excessive richness in the fuel 6 n/ W% A! `5 U! F9 T. k$ yair mixture.! s3 g9 b" h8 S- H TOTAL ESTIMATED ELAPSED TIME [ICAO]-3 i+ @. q. d* \; r For IFR flights, the estimated time required from; Z* m5 Q/ {! U" } take‐off to arrive over that designated point, defined% r9 D1 C, r9 A/ {8 `6 m" x- G# X by reference to navigation aids, from which it is; j0 `" q- u7 c7 ~7 t# }$ t, J intended that an instrument approach procedure will4 \: G/ v) T* B" i& @ be commenced, or, if no navigation aid is associated * X# O+ ], E; f9 D( {8 G% H4 D2 N) A& Bwith the destination aerodrome, to arrive over the* M% f7 b; W& |) X# V destination aerodrom e. For VFR flights, the# B9 w* a. p7 q& R8 | estimated time required from take‐off to arrive over : [6 ~& Q9 L6 d/ s! W* |the destination aerodrome." {# y$ G, w( u0 O (See ICAO term ESTIMATED ELAPSED TIME.) 9 }9 X# Y! _+ f) H9 T9 t( j; ITOUCH‐AND‐GO- An operation by an aircraft that" H- ?) T& A1 Y8 ~1 W5 r+ F) { lands and departs on a runway without stopping or - R7 T2 d, ^5 W2 } F0 M" i( Aexiting the runway./ K$ w, _9 v' C& ]" ?0 r+ X6 {. Y& \/ z0 M TOUCH‐AND‐GO LANDING(See TOUCH‐AND‐GO.)$ \4 X1 {. l- v9 I5 p TOUCHDOWNa. The point at which an aircraft first makes ?" N+ j$ n% f. N5 v contact with the landing surface. 4 M- b b; m# cb. Concerning a precision radar approach (PAR), # M6 L& V9 ?6 U' Xit is the point where the glide path intercepts the" c7 w+ \9 u6 G/ I% D7 x& x landing surface. 9 C! G8 ~' ~# i( {5 U(See ICAO term TOUCHDOWN.)! @! a8 O; g9 C# M Pilot/Controller Glossary 2/14/08$ P* S3 T7 F1 F% ? PCG T-4 3 Y6 ~3 d4 Y/ G7 l q# aTOUCHDOWN [ICAO]- The point where the ( o7 @! G" x+ d qnominal glide path intercepts the runway. 6 V9 r; R7 t1 f2 K: ^Note:Touchdown as defined above is only a datum8 D. S. n% ?7 S3 t. V and is not necessarily the actual point at which the; O$ ^/ A9 o& h. X9 V# {! A- F A: S, D aircraft will touch the runway. 9 D; k: {8 }$ f. b( q aTOUCHDOWN RVR(See VISIBILITY.)- N# V4 f" P. H( \ q, ^ TOUCHDOWN ZONE- The first 3,000 feet of the ) z/ d, V- n& y8 t1 [; d' [runway beginning at the threshold. The area is used# l6 c# G7 a; r7 }* h- [2 R+ L7 I for determination of Touchdown Zone Elevation in! E. E/ }2 y# N/ @& n the development of straight‐in landing minimums for 7 f* q7 m% }0 {& B5 cinstrument approaches. : G! q5 ]( A2 u% i3 z7 a(See ICAO term TOUCHDOWN ZONE.)* n/ r5 i$ a J5 p) A0 Y% w TOUCHDOWN ZONE [ICAO]- The portion of a8 k) ?3 [; k% _ t' F5 j4 p, _ runway, beyond the threshold, where it is intended + i8 K3 e7 ?( e$ i% e- Xlanding aircraft first contact the runway. 4 q0 w5 [" d8 z( O% fTOUCHDOWN ZONE ELEVATION- The highest# |: t) F1 @7 s5 B8 H- f elevation in the first 3,000 feet of the landing surface. 4 X3 U' l" C6 S' C7 OTDZE is indicated on the instrument approach 3 q) A9 n: B, mprocedure chart when straight‐in landing minimums : w7 R" Y8 H8 ?are authorized.( A3 e* T# {& L- [( s$ f (See TOUCHDOWN ZONE.)5 D8 _7 K' K( j ^. J TOUCHDOWN ZONE LIGHTING(See AIRPORT LIGHTING.) 6 b7 ~/ D& W, u5 L' UTOWER- A terminal facility that uses air/ground & }) \- K8 B8 x, ?; Mcommunications, visual signaling, and other devices ! U5 }7 J6 W' V3 M7 Dto provide ATC services to aircraft operating in the ) K2 u6 ^$ T, {9 Q* }* Cvicinity of an airport or on the movement area., M( \8 Y' y; S% _2 \ Authorizes aircraft to land or takeoff at the airport# \0 I/ h- ^ I9 S6 O, m& ` controlled by the tower or to transit the Class D$ x% e& Q7 s! H- G [ airspace area regardless of flight plan or weather 0 {; M# ^# [( S, A, P) Aconditions (IFR or VFR). A tower may also provide * m# m; n2 m( t; x) Eapproach control services (radar or nonradar).: Z6 L8 z& ]" j, T (See AIRPORT TRAFFIC CONTROL SERVICE.)# L- v" `0 t9 g6 i6 x$ W (See APPROACH CONTROL FACILITY.) 1 b, _' h5 d+ R$ ?(See APPROACH CONTROL SERVICE.)- W' m+ o# l9 p9 I& t0 X( h6 N (See MOVEMENT AREA.)9 [+ X- R0 M" d! x( W (See TOWER EN ROUTE CONTROL % j! U% U, m( uSERVICE.) ; c9 C: F: ~, l& a" T' Z% z(See ICAO term AERODROME CONTROL 9 Q- |! r5 C( Z. W$ [% Y; V% JTOWER.) + W& R7 W% }9 g5 L(Refer to AIM.)7 P8 |3 E; _0 Y* Q8 \ TOWER EN ROUTE CONTROL SERVICE- The- [1 f1 K, U H6 L2 M control of IFR en route traffic within delegated 1 B; C( A! U1 X+ ^$ h7 Bairspace between two or more adjacent approach# x0 R* R" _/ B0 u1 I control facilities. This service is designed to expedite ; r: X- o$ a* P4 r% p' @traffic and reduce control and pilot communication : o, t! x3 q7 p8 v6 r, b$ B& Yrequirements.5 P9 Z* X2 j6 T7 | TOWER TO TOWER(See TOWER EN ROUTE CONTROL " A1 P/ J2 i! _; ~! @) M) YSERVICE.) % @8 ^0 z/ _6 O6 m. ], X* ITPX‐42- A numeric beacon decoder equipment/ 9 }2 H% M* ~1 t9 s5 @system. It is designed to be added to terminal radar + b( M4 V* U& ~$ i$ R, |- qsystems for beacon decoding. It provides rapid target( C3 Q2 n; [& ~ O @ identification, reinforcement of the primary radar ! J8 m4 [/ Z M3 d7 etarget, and altitude information from Mode C.. i& U- D! l S$ j (See AUTOMATED RADAR TERMINAL* J0 ?9 A9 ~; f7 S R6 k" H& V. ~ SYSTEMS.) ' d ?/ ~/ v$ L$ `* w! Z8 j" [* N$ [7 e(See TRANSPONDER.)" J6 a: y$ n4 e# {2 _ TRACEABLE PRESSURE STANDARD- The8 M. L% J# L/ O* h facility station pressure instrument, with certifica‐ 4 z1 H" k; o) u+ Ation/calibration traceable to the National Institute of 3 H5 y- H% [8 Q1 W# oStandards and Technology. Traceable pressure 6 k; D% D0 \4 ^) z, x0 Mstandards may be mercurial barometers, commis‐! Y+ B$ A" F1 c7 F- j; Y sioned ASOS or dual transducer AWOS, or portable! x0 t1 T2 w) F9 H; [5 k6 m pressure standards or DASI." m! M- m2 z4 P# p+ l J TRACK- The actual flight path of an aircraft over the( o o1 e( t" t0 P& p surface of the earth. 9 V8 }6 o8 g3 P- j" `+ U" A(See COURSE.) * s+ h# @! f; R(See FLIGHT PATH.) ) u1 h/ ]0 {2 j/ i(See ROUTE.)+ `4 J3 c _3 ~$ ~ (See ICAO term TRACK.) % R8 C4 B7 Z$ [TRACK [ICAO]- The projection on the earth's# I/ C! X" S+ B5 k( Y6 x surface of the path of an aircraft, the direction of / C, e y6 x7 U% n/ zwhich path at any point is usually expressed in - ~" D" ?: v2 Gdegrees from North (True, Magnetic, or Grid). : W* G1 d0 I& CTRAFFICa. A term used by a controller to transfer radar1 i% z/ k W' d- t! o d* h identification of an aircraft to another controller for 9 b8 g" i0 z( G( Y* W0 ~the purpose of coordinating separation action. Traffic: J) c" R" [% P! e; E is normally issued:/ I/ B8 {4 x0 L 1. In response to a handoff or point out,; }: e/ a$ I7 G1 j- Y6 s 2. In anticipation of a handoff or point out, or : ~/ n. j7 u0 z0 W' K+ ]2 I) l m3. In conjunction with a request for control of an1 C# M) {- Y' e6 Y0 d/ r) {6 R9 {1 Y aircraft. 3 x: D& @) y0 R; n0 vb. A term used by ATC to refer to one or more ) b6 D0 I# L* C; k% ^aircraft. , C" S. E$ m( b- i5 {" U+ w PTRAFFIC ADVISORIES- Advisories issued to alert 8 F: V1 k/ Y: P+ c5 Dpilots to other known or observed air traffic which$ Z3 M1 w9 _4 N% G7 f5 Z& V7 G may be in such proximity to the position or intended4 ?% w: Q( h* Q7 k! R% L route of flight of their aircraft to warrant their s$ ]: ]. O; e' j7 X6 [/ z; ?attention. Such advisories may be based on: % p8 j( c3 `1 t3 ma. Visual observation.9 ~+ M# H1 i7 N+ Z/ z6 Z% n) G Pilot/Controller Glossary 2/14/082 I: q# d5 [# [ G# A' d* x) ~" U PCG T-58 I% j1 r% O$ r+ e P! y0 |+ f, [ b. Observation of radar identified and nonidenti‐ ( g8 ]. s# G+ z7 ?5 r# a& M- Ufied aircraft targets on an ATC radar display, or + b j2 q" }( V4 @+ G4 _4 m& r; cc. Verbal reports from pilots or other facilities.9 m, {3 r- y, \* o, c* W' K' z Note 1:The word “traffic” followed by additional 4 I+ {& M# z3 U6 [3 K6 ?+ binformation, if known, is used to provide such/ p% B B$ }( Z; I advisories; e.g., “Traffic, 2 o'clock, one zero miles, " o8 Q6 W H; u) t+ hsouthbound, eight thousand.”8 e$ G( |! h7 p Note 2:Traffic advisory service will be provided to + F$ b$ K) R: y9 R; e& Dthe extent possible depending on higher priority3 T3 ?9 Z+ m' t$ v duties of the controller or other limitations; e.g., 3 Y, _: |: E: d( k" a% ^radar limitations, volume of traffic, frequency( B# Q* O. `7 P0 W) Z5 W4 }3 l- y congestion, or controller workload. Radar/( R( t) P: n# w/ ?" w% `, m" S nonradar traffic advisories do not relieve the pilot: d8 M k4 \8 ~, I of his/her responsibility to see and avoid other 9 \) A5 x% `% ~$ @aircraft. Pilots are cautioned that there are many7 z2 C. p# c! I v) `$ R1 k times when the controller is not able to give traffic # a) L5 i1 v$ q; K) }" madvisories concerning all traffic in the aircraft's9 r* ^0 G% M! g2 j; u' z proximity; in other words, when a pilot requests or* ?7 ?# m, o4 B {1 R is receiving traffic advisories, he/she should not9 G: O7 H% m* Y' K assume that all traffic will be issued. - z7 B1 r$ e5 Q; k4 K, R) L(Refer to AIM.)9 d& E+ E$ @# g) |8 t4 V1 a: D3 p TRAFFIC ALERT (aircraft call sign), TURN+ ?2 `' \" O* I6 ]' [ (left/right) IMMEDIATELY, (climb/descend) AND% o0 y$ p$ ~! ?5 | MAINTAIN (altitude). 8 k) H. ~8 R% P/ v; Z+ M(See SAFETY ALERT.); H% |4 c6 c9 x TRAFFIC ALERT AND COLLISION AVOID‐ 1 I5 v' |( W# z) } L% h' dANCE SYSTEM- An airborne collision avoidance + A) O, X1 l6 jsystem based on radar beacon signals which operates# Y% T2 A6 {) ^5 d6 p& n7 j independent of ground‐based equipment. TCAS‐I % |5 d5 p0 ~- g) e+ J1 Mgenerates traffic advisories only. TCAS‐II generates / |8 G* P1 E }4 X, a7 atraffic advisories, and resolution (collision avoid‐9 Y9 g( h" y/ u4 A* d ance) advisories in the vertical plane.4 I1 P k' P4 w! b' h; K# L TRAFFIC INFORMATION(See TRAFFIC ADVISORIES.): _& G( x6 Z5 V7 y1 Y+ e% s8 l7 X TRAFFIC IN SIGHT- Used by pilots to inform a 6 L% K- k) W: e) X% [4 F+ S6 g8 lcontroller that previously issued traffic is in sight. ; l( g5 e2 A; n5 m" i' j$ j(See NEGATIVE CONTACT.)! c/ ^" C" x+ W" W9 P& S (See TRAFFIC ADVISORIES.), v+ R3 C+ C, _# [5 Q- ^ TRAFFIC MANAGEMENT ADVISOR (TMA)- A " c, F* m7 t$ S) I- R+ Ecomputerized tool which assists Traffic Management- m1 d: a8 v* S, x# D- j Coordinators to efficiently schedule arrival traffic to . \$ h) y& H" l' Z$ t- ba metered airport, by calculating meter fix times and 0 L8 T+ a/ a: v5 Vdelays then sending that information to the sector: g( v% m0 K) |9 ]# [ controllers. 4 `4 h1 D; g. N6 W3 sTRAFFIC MANAGEMENT PROGRAM ALERT- ( x7 K% [) M8 a( @* vA term used in a Notice to Airmen (NOTAM) issued 5 y$ i% J4 G u1 i, S0 I$ Tin conjunction with a special traffic management e9 q4 D+ u6 _2 R/ x: Kprogram to alert pilots to the existence of the program, M7 O# e2 w+ C8 R+ h& u. Z. H and to refer them to either the Notices to Airmen $ l( O( Q# n& q j, Y# u0 ^publication or a special traffic management program 9 q7 f! Y0 p) W u8 J7 Aadvisory message for program details. The contrac‐* Y3 K; P- h5 Q- ~5 u7 p tion TMPA is used in NOTAM text. ) ~* I$ ~; }1 I* ]TRAFFIC MANAGEMENT UNIT- The entity in: O. F" T Q6 ]& s9 \9 J; l ARTCCs and designated terminals directly involved) `% H) C) t+ R, i1 e in the active management of facility traffic. Usually 4 D& s% l) ~! d( G8 v( }under the direct supervision of an assistant manager 9 b/ b# u! w% T6 w6 ~for traffic management. 0 v$ U& T2 L+ g3 {3 \5 s: CTRAFFIC NO FACTOR- Indicates that the traffic 0 R* H1 m6 r9 \% h/ G8 |" I9 sdescribed in a previously issued traffic advisory is no0 N) @. E c9 M1 F& N _9 s3 Y factor.; y6 x* S" T% d! E1 W8 S' l6 C TRAFFIC NO LONGER OBSERVED- Indicates" A( F/ ]+ X# V" n% [5 c that the traffic described in a previously issued traffic4 `$ p+ x+ e1 \7 n l/ E8 I C7 z. K) K& i4 N advisory is no longer depicted on radar, but may still # o9 W% D0 V# ?) [/ E3 nbe a factor.& Q/ Z* G, T2 D* Q; y" }1 y, ` TRAFFIC PATTERN- The traffic flow that is0 V/ y% Q- ]! r( p1 ^9 b prescribed for aircraft landing at, taxiing on, or taking d) i& b* P8 j/ n9 Hoff from an airport. The components of a typical' U6 d& {$ D0 C" W% k& K# V traffic pattern are upwind leg, crosswind leg, c! y' j. Q& U) C8 c1 b downwind leg, base leg, and final approach.( v! ^ g$ U. ]7 U8 W: _ _% _$ c a. Upwind Leg- A flight path parallel to the0 M7 ^ g) M- H/ K landing runway in the direction of landing. * z4 s) B6 X2 [" s) k3 Lb. Crosswind Leg- A flight path at right angles to ; g( l; l1 d) c9 z+ Tthe landing runway off its upwind end.+ Z: P$ `- r9 V* `* i2 N6 k c. Downwind Leg- A flight path parallel to the ; B0 q8 l2 w8 ^% G2 D; Z# Glanding runway in the direction opposite to landing.$ N. b0 A7 X1 O& b The downwind leg normally extends between the( f& T2 w/ |- X crosswind leg and the base leg.% s/ r E7 n/ k+ y6 x d. Base Leg- A flight path at right angles to the; a, T+ D- v* x: c' p! N4 r landing runway off its approach end. The base leg3 }7 i4 M4 |: p4 ^, z0 a7 b; w& X normally extends from the downwind leg to the $ {- q9 e% s( o' L/ E2 rintersection of the extended runway centerline.* d+ t) `4 g) R- ]6 e3 ` e. Final Approach. A flight path in the direction of- w& Z) s W+ r4 @2 M landing along the extended runway centerline. The3 n4 k9 }/ r/ b8 x2 ^8 M" X. j final approach normally extends from the base leg to( S7 z. w' N7 @2 ` the runway. An aircraft making a straight‐in approach 8 ?0 j$ i2 v B6 Z; GVFR is also considered to be on final approach. ( Y+ X: L9 r2 g$ U* y0 g' m9 Q(See STRAIGHT‐IN APPROACH VFR.): D7 z! Z- l' r (See TAXI PATTERNS.) * c* R& C+ ~' k& w. n; j* H(See ICAO term AERODROME TRAFFIC - a C* R: v8 ^$ l' V1 @* R6 JCIRCUIT.) " L @# y* e+ g, ]9 q$ h [- H" K(Refer to 14 CFR Part 91.)3 `, ~" m( _, r* ?; f' `4 S (Refer to AIM.)/ ^4 b5 S k1 e) Q# C; w! J1 H4 U TRAFFIC SITUATION DISPLAY (TSD)- TSD is a0 i, ^; l5 Y2 N, b# n computer system that receives radar track data from$ }" C& J- o7 v all 20 CONUS ARTCCs, organizes this data into a : k/ @ F% B: P/ ~; ^0 S/ |mosaic display, and presents it on a computer screen. : ~7 s9 a7 [ L+ E( j: e5 W5 `Pilot/Controller Glossary 2/14/08& b$ |# Y! D! H+ c PCG T-6) U- Q5 Y/ M4 j& J [- E' I The display allows the traffic management coordina‐ 4 e* }1 `* t3 ~. ]tor multiple methods of selection and highlighting of: Y. z A# }, a; f8 N7 Y individual aircraft or groups of aircraft. The user has ( d, y5 U/ q. S9 [9 i6 {) Sthe option of superimposing these aircraft positions 0 E& m- Y8 U6 c! c, C- Nover any number of background displays. These . N4 e6 G6 ~, Ebackground options include ARTCC boundaries, any0 _" x& |, O( w6 q! C+ j stratum of en route sector boundaries, fixes, airways,0 P; p' a9 }2 A1 L military and other special use airspace, airports, and ' D* l7 X. V1 O7 T- t# m+ |% b0 Fgeopolitical boundaries. By using the TSD, a3 P4 k. c9 P& r coordinator can monitor any number of traffic" C+ L9 v8 n" v! ~0 Z1 R situations or the entire systemwide traffic flows. 4 f `# t( g) [& h$ ZTRAJECTORY- A URET representation of the path& k5 {! n+ I+ S8 |2 S) r! I an aircraft is predicted to fly based upon a Current 7 y8 L/ r+ `, L1 X3 GPlan or Trial Plan., \, t6 e$ s+ `( j (See USER REQUEST EVALUATION TOOL.) 3 k) v3 b+ C9 U3 M) ?TRAJECTORY MODELING- The automated pro‐; F' d8 w' Y2 I& Q, H cess of calculating a trajectory. ) d1 q# k# s: q- @ x: P! T+ ^TRANSCRIBED WEATHER BROADCAST- A & b+ ]9 N9 H) f& u" c. L+ |3 jcontinuous recording of meteorological and aeronau‐" g2 x l5 G+ C! A tical information that is broadcast on L/MF and VOR + g' P7 [' p" Z1 Q: Bfacilities for pilots. (Provided only in Alaska.). {2 N9 s& A/ P) V7 Z (Refer to AIM.) % s) Z' \0 A- M+ x# ]5 Y. I3 aTRANSFER OF CONTROL- That action whereby/ [! b3 z+ f6 w3 k, B P2 x+ ^' v the responsibility for the separation of an aircraft is1 k% f5 z- G. A0 i/ N) L* j transferred from one controller to another.2 W3 d# x q1 g5 s: b7 g! a (See ICAO term TRANSFER OF CONTROL.) ! n3 b n& g8 o1 O! `TRANSFER OF CONTROL [ICAO]- Transfer of0 C% B& \" D5 v9 i responsibility for providing air traffic control service.; Z% b( P* a4 T0 ^) E TRANSFERRING CONTROLLER- A controller/& M5 T& {0 z3 \* K0 ~ facility transferring control of an aircraft to another/ k$ A% F8 s# I) u$ K controller/facility. 8 g7 o5 F+ H5 q% c0 J& u6 Z8 Y(See ICAO term TRANSFERRING# g4 t- S& X. ]: W6 Z9 u" ` UNIT/CONTROLLER.) % a# m$ Q# b. i' _0 A8 qTRANSFERRING FACILITY(See TRANSFERRING CONTROLLER.)4 w. w8 U `9 J+ p3 t$ } TRANSFERRING UNIT/CONTROLLER [ICAO]- ( I3 X( R: w3 E# X3 {6 J' I. |. X. tAir traffic control unit/air traffic controller in the( F( L! ~3 R# B k9 f! a5 u* x3 ] process of transferring the responsibility for * q0 H' z. N) h# b7 N6 X, ]providing air traffic control service to an aircraft to/ V- B8 e: | L! ]6 X the next air traffic control unit/air traffic controller - p& F5 k% C. W4 y& z& Qalong the route of flight.0 W' x, `! N8 }: C% Y Note:See definition of accepting unit/controller. - j4 D1 I3 B) ~" ]6 b( oTRANSITIONa. The general term that describes the change from. f. w/ c$ D; v; q; q- R* \% f7 e one phase of flight or flight condition to another; e.g., ! C D! C2 @- B0 Y) \1 s! ktransition from en route flight to the approach or* m7 M% c$ U" J) @0 E, d/ t2 S transition from instrument flight to visual flight.4 g7 U4 Q( x% F# z, n( j& ^ b. A published procedure (DP Transition) used to. ?) U1 @) ]. ^( ~% U1 \) \& F connect the basic DP to one of several en route( a, Q) U! U& L' S airways/jet routes, or a published procedure (STAR6 s; L$ p7 t0 W; l Transition) used to connect one of several en route + S# s7 H: y, y2 s7 Xairways/jet routes to the basic STAR. # p% l5 S8 _$ M7 @% X1 o; n( \(Refer to DP/STAR Charts.)) u ^' `8 y& D9 }3 {" h TRANSITION POINT- A point at an adapted 4 z' W. k; L: |) q" Y: ~0 znumber of miles from the vertex at which an arrival 9 w# ]6 _6 c {2 W Naircraft would normally commence descent from its( e! |' V0 t7 `( I en route altitude. This is the first fix adapted on the 1 \( |! E* d" Q) Y& q; i, larrival speed segments. ' P1 u. Q1 [1 i ~TRANSITION WAYPOINT- The waypoint that \" }% v% n. {; G$ I+ E1 k2 b: p defines the beginning of a runway or en route $ ~, K% P. e# btransition on an RNAV SID or STAR.$ c( r& d3 e6 M TRANSITIONAL AIRSPACE- That portion of' U0 v f' f+ F, R$ B controlled airspace wherein aircraft change from one) F3 q: }& n) g! f3 J phase of flight or flight condition to another.; W4 O4 [' b: b. o6 @3 F; O& _ TRANSMISSOMETER- An apparatus used to 4 w z# |- R4 Edetermine visibility by measuring the transmission of - i/ {0 D8 ]" O3 F3 klight through the atmosphere. It is the measurement4 o$ e7 U& x" t# y8 H source for determining runway visual range (RVR) ) k1 v" l. G7 `, _& ?and runway visibility value (RVV). $ P. b( h5 q4 r( I9 r(See VISIBILITY.)7 e1 |! X/ @+ b) W TRANSMITTING IN THE BLIND- A transmis‐ * s! f" G) k' g7 ]5 w1 X( z, Ssion from one station to other stations in , M, n) |/ m" W9 b/ \! ucircumstances where two‐way communication - I. Q/ }9 t/ |3 l% y1 }cannot be established, but where it is believed that the( ?% n! Q7 T' \# ~ called stations may be able to receive the: r1 Z6 Q/ Y# v- I8 C/ u: s# S transmission.: h( A% J. M) {2 j/ \ TRANSPONDER- The airborne radar beacon) C8 w3 v L1 i: c receiver/transmitter portion of the Air Traffic Control( u) e: \1 _' Z n! N/ V Radar Beacon System (ATCRBS) which automati‐ * x4 c% B, ]/ f7 n2 r, S# D. U2 L/ Mcally receives radio signals from interrogators on the' Y2 S1 a$ y) c5 l1 a# z4 @, E# X ground, and selectively replies with a specific reply% ]( W& X, S+ K; z9 m pulse or pulse group only to those interrogations , Z/ r0 t) q* @( a& K) hbeing received on the mode to which it is set to, h! a, |: ~$ S7 k* ?8 ?' }( `+ j- B respond. ; Z5 x! T- f7 `! j) ~$ A7 f- B(See INTERROGATOR.)* C2 b' _! y9 i, K% z (See ICAO term TRANSPONDER.) ' ?/ X9 [4 y1 E3 U0 s(Refer to AIM.) $ N/ d: b3 X9 t: r, _, L5 a8 o+ N0 GTRANSPONDER [ICAO]- A receiver/transmitter2 m" C) p O" ^& q. Q* I. G which will generate a reply signal upon proper' X2 S# D. Y7 j1 ?# v interrogation; the interrogation and reply being on 8 S" D5 |' F- d! V( Ddifferent frequencies.6 G* C1 [/ _, v0 ` TRANSPONDER CODES(See CODES.)0 a# I! r0 T9 T0 ~! J) ^0 l Pilot/Controller Glossary 2/14/08- j* {0 a$ f: S* F6 z' Q' L PCG T-7( V2 O9 F9 _- ^* {& ~, `7 w# I TRIAL PLAN- A proposed amendment which ; q! P1 r4 P5 r" h2 \utilizes automation to analyze and display potential 0 r/ e0 \: I1 I% Econflicts along the predicted trajectory of the selected' @+ i8 w, t- ~ aircraft.& C4 y- @2 A/ M/ m* C# \ TRSA(See TERMINAL RADAR SERVICE AREA.) , K7 Z. h3 T9 L" WTSD(See TRAFFIC SITUATION DISPLAY.) 9 i0 M# N& b! u. t! c* |0 HTURBOJET AIRCRAFT- An aircraft having a jet$ w% w/ M/ f+ `$ {' i) A4 a engine in which the energy of the jet operates a % D! W2 X& n! @6 p3 @' W# M0 B% dturbine which in turn operates the air compressor. 4 W7 x# i- ?9 I n/ G/ d, sTURBOPROP AIRCRAFT- An aircraft having a jet / v, J1 R$ Q& Sengine in which the energy of the jet operates a % `2 }3 T; x4 J- a" n! a' jturbine which drives the propeller. 6 C/ D* W- I: r- y, b2 ATURN ANTICIPATION- (maneuver anticipation).) e( L' ?1 {, L' b8 @8 g/ t TVOR(See TERMINAL‐VERY HIGH FREQUENCY ' p5 u2 q1 Q7 u0 R6 a1 G* I3 uOMNIDIRECTIONAL RANGE STATION.)) R( D% z' a# f1 }. ~ TWEB(See TRANSCRIBED WEATHER BROADCAST.)4 s1 O3 D/ @9 x: X. r5 I# I% H TWO‐WAY RADIO COMMUNICATIONS FAIL‐% T8 i1 {9 @& e+ j) ^% s URE(See LOST COMMUNICATIONS.) # J' `' h0 r7 uPilot/Controller Glossary 2/14/08 : j( C4 u" o, rPCG U-1* J0 ~& G! q/ I9 o" \ U 4 r- ~" @1 m. ?; _, MUDF(See DIRECTION FINDER.) - O4 }: y3 a0 Z# r3 a" p# DUHF(See ULTRAHIGH FREQUENCY.) ! F7 G; K$ n5 L) O: x9 RULTRAHIGH FREQUENCY- The frequency band ) R2 }& n* n% l* [) ybetween 300 and 3,000 MHz. The bank of radio! Z% h/ I/ K2 a5 e. q* U frequencies used for military air/ground voice: p4 a/ J P2 ~ communications. In some instances this may go as , K# Y/ q. J2 q$ ~+ a Dlow as 225 MHz and still be referred to as UHF.( {2 P- P; k/ Z ULTRALIGHT VEHICLE- An aeronautical vehicle 0 I& i) w0 u! w7 joperated for sport or recreational purposes which4 U9 N& D. d& i" z4 l does not require FAA registration, an airworthiness8 ], T/ a3 o5 N/ k0 B o; R certificate, nor pilot certification. They are primarily ' I, H) a2 ~1 u1 k5 D% _: asingle occupant vehicles, although some two‐place . \: M9 B- V# W5 T9 @. m6 wvehicles are authorized for training purposes.' G% f W4 ~2 G2 K5 J7 s, X Operation of an ultralight vehicle in certain airspace0 m: d1 g4 u" g" M8 [ requires authorization from ATC. * p$ y8 Q. {3 ?) ~, h6 o7 o4 E(Refer to 14 CFR Part 103.)+ H- C) |4 V# `9 U& x# {, L UNABLE- Indicates inability to comply with a, |3 w% T* h# c* } specific instruction, request, or clearance.7 w/ }; K$ _1 l UNASSOCIATED- A radar target that does not+ O8 K9 i _$ I W display a data block with flight identification and 3 H; ]. B* k/ f/ ^altitude information. 4 _0 c* d6 ~' U! R* f$ O' u(See ASSOCIATED.) 5 u7 M! b7 G- V# ]+ X! AUNDER THE HOOD- Indicates that the pilot is! g9 i L/ O0 t3 Y using a hood to restrict visibility outside the cockpit/ s( n8 F; U+ t. a+ K) s$ ?: B# q while simulating instrument flight. An appropriately : `2 s& D3 U3 [' frated pilot is required in the other control seat while # W" Q! j5 ? _7 [7 V! y0 F2 b hthis operation is being conducted. 8 V7 |0 M. ^6 F4 @9 b6 k(Refer to 14 CFR Part 91.) 3 M; z% X; P% P1 Z+ k" a. SUNFROZEN- The Scheduled Time of Arrival (STA)% u5 y: ^- u! y5 C; H# N- l! Y tags, which are still being rescheduled by traffic2 |+ j0 E2 ]! }) i) ` management advisor (TMA) calculations. The : G+ K( V5 A, x4 t! R0 y" Baircraft will remain unfrozen until the time the , w1 J/ V0 x4 U8 |3 ]5 l- D1 a# A: bcorresponding estimated time of arrival (ETA) tag 0 p/ L8 b2 f' g% S! h; Jpasses the preset freeze horizon for that aircraft's 2 R$ r% J) y- P% U+ F2 wstream class. At this point the automatic rescheduling% S, o8 C) g% A' S+ V7 F1 H) W: R will stop, and the STA becomes “frozen.” % w- h& i" p; C3 QUNICOM- A nongovernment communication facil‐ 7 i" X, D: n: n; Lity which may provide airport information at certain ' b& T8 p) w7 S/ x1 j7 s( Gairports. Locations and frequencies of UNICOMs are 9 v% c) N4 d6 j0 I7 d0 dshown on aeronautical charts and publications. 6 g" O2 i$ B) C6 ](See AIRPORT/FACILITY DIRECTORY.)4 J) v) S$ @0 {' T- } (Refer to AIM.) 3 P" D$ g% U3 R, k4 |2 i% h+ yUNPUBLISHED ROUTE- A route for which no6 g6 G1 _' J) \, h- `; Y minimum altitude is published or charted for pilot+ i2 K/ h& h1 d, O use. It may include a direct route between NAVAIDs, & ] X4 Q3 \( I6 _a radial, a radar vector, or a final approach course* m, x& A2 ?) y4 S8 r; Z3 b( @ beyond the segments of an instrument approach, ^( i5 g% J' v procedure./ T# S" f2 a& b (See PUBLISHED ROUTE.) 5 ~+ Y5 y; x3 d/ @( v4 T& y(See ROUTE.) [; O4 i9 S+ ? UNRELIABLE (GPS/WAAS)- An advisory to ; v8 q7 ]5 @8 p# j& o$ F6 y f' ]( n' Upilots indicating the expected level of service of the$ v @+ N* u: o$ n- F GPS and/or WAAS may not be available. Pilots must ( N0 V0 {# m7 s: _then determine the adequacy of the signal for desired / Q: l4 @, @: S0 s+ huse.$ E" F' J( ?6 z8 S UPWIND LEG(See TRAFFIC PATTERN.) ( z, l! ~" `* G: I* e/ |& AURET(See USER REQUEST EVALUATION TOOL.) ' ?9 a% k/ |5 ?# V8 i/ cURGENCY- A condition of being concerned about - a7 ?+ _; I' h: ^safety and of requiring timely but not immediate $ j- ^% V* m* a- q! \assistance; a potential distress condition.& r! v; V) _/ \ a (See ICAO term URGENCY.) 2 Q2 i* P/ M& f, aURGENCY [ICAO]- A condition concerning the; o# t1 T2 p }* a, M+ W safety of an aircraft or other vehicle, or of person on ' z& D% ]6 l- e" J8 Tboard or in sight, but which does not require/ A# O$ D4 n+ q7 }9 I immediate assistance. ) ]% r6 e% _! q3 R/ N7 @USAFIB(See ARMY AVIATION FLIGHT INFORMATION 7 v9 g# \8 J( h: p/ MBULLETIN.) : L5 @% K' a8 f* q1 E% J- d- oUSER REQUEST EVALUATION TOOL (URET)- 3 X- h1 x7 A; I/ M$ c9 d+ MUser Request Evaluation Tool is an automated tool , r# { n: Q. U9 Y1 a h2 Uprovided at each Radar Associate position in selected * U" ~1 E: c) D' g2 SEn Route facilities. This tool utilizes flight and radar5 B9 F$ N% m h# i2 k1 ], F% K data to determine present and future trajectories for6 W/ A* [$ i" l- w4 H all active and proposal aircraft and provides 9 I5 G3 u5 ]8 ]5 o- @" Henhanced, automated flight data management. 3 J/ L0 d" c: ?UVDF(See DIRECTION FINDER.) * B' Y! G% {; nPilot/Controller Glossary 2/14/082 j5 w% r7 R* V% ^* u& Y PCG V-1/ M Z% z+ ]* X" g' c9 o V + L; k& J, R+ R8 hVASI(See VISUAL APPROACH SLOPE INDICATOR.) : g+ e; O" t$ MVCOA(See VISUAL CLIMB OVER AIRPORT.) $ V5 [( z X5 `3 ]VDF(See DIRECTION FINDER.) : d0 E, q0 X J# PVDP(See VISUAL DESCENT POINT.) 3 v# o2 l2 n2 gVECTOR- A heading issued to an aircraft to provide * o W; j% ?1 o9 K1 ^navigational guidance by radar. 9 p5 y; {/ Y: t7 k W(See ICAO term RADAR VECTORING.) . {- k" B$ M, e5 ^' YVERIFY- Request confirmation of information; 2 G, T' ^, d0 s: s, B* w# be.g., “verify assigned altitude.” # C! m+ _9 M4 W- w- IVERIFY SPECIFIC DIRECTION OF TAKEOFF4 f) I; w. i/ |$ R$ T! _ (OR TURNS AFTER TAKEOFF)- Used by ATC to# W. p6 ?$ s) M v/ Q+ i9 [ ascertain an aircraft's direction of takeoff and/or0 Z, l& z; h: ~, K5 x direction of turn after takeoff. It is normally used for7 a5 A$ L. r! |# ~6 w2 } IFR departures from an airport not having a control5 v& u6 ~% \$ ?, f0 E tower. When direct communication with the pilot is 6 Y- d' f+ b9 u. j/ p7 Qnot possible, the request and information may be K9 l9 b: W! s9 B& w2 G relayed through an FSS, dispatcher, or by other # b2 }4 R5 J: S' C3 v& Xmeans.& z8 t5 @2 E0 t (See IFR TAKEOFF MINIMUMS AND* U6 T# x) l7 q, Z9 ^ x) f DEPARTURE PROCEDURES.) " Y, `' @6 O" f( ^2 s# hVERTEX- The last fix adapted on the arrival speed 1 H* P% P' i. k) {, W [segments. Normally, it will be the outer marker of the # K9 t; b. C# e, Z& s( N4 Frunway in use. However, it may be the actual; k2 q. H0 z8 u+ s" k5 D1 Q threshold or other suitable common point on the 1 L, [9 p. B9 b, _7 b$ Y9 Japproach path for the particular runway configura‐ : d& `, u7 ?) l+ P+ }5 e1 Ction.7 d( ^: i8 ~/ j* N% v VERTEX TIME OF ARRIVAL- A calculated time of 4 }: o7 k1 t1 l% c, Zaircraft arrival over the adapted vertex for the runway . d, j$ m G) E( ^7 Z5 v( Yconfiguration in use. The time is calculated via the 9 B# |: z! h( w$ }optimum flight path using adapted speed segments. % e. i; F/ `% d" V+ rVERTICAL NAVIGATION (VNAV)– A function of 9 a d5 z1 G8 t+ V- Harea navigation (RNAV) equipment which calculates, / z8 [: f+ u: f# r6 z% G+ \4 Z2 G. Fdisplays, and provides vertical guidance to a profile 6 `. F2 h/ q% i# P0 ]" X! h y! ]or path.1 b1 }4 L% j" r- K: C VERTICAL SEPARATION- Separation established& e% ^- `! C6 _7 e$ n" a by assignment of different altitudes or flight levels. : V8 e& r- o6 R% z(See SEPARATION.) * {; W. d) j4 K) i4 m r(See ICAO term VERTICAL SEPARATION.)0 Y" [% p2 l; U- T+ h' A VERTICAL SEPARATION [ICAO]- Separation 0 g' [% f; p9 @between aircraft expressed in units of vertical ! K2 l: ?' I$ h" k+ `# B1 g* o3 {distance. . N7 {) D& o6 u% D& X# y, {VERTICAL TAKEOFF AND LANDING AIR‐/ w% L' Z. v L: ~9 S CRAFT- Aircraft capable of vertical climbs and/or; U {8 q, l; f U' b4 F8 k( O descents and of using very short runways or small1 E) F4 q& L1 s' S) a areas for takeoff and landings. These aircraft include, " W' E# h1 v7 e8 ^+ m( f- g1 `but are not limited to, helicopters. }" Z9 F8 B! G% m, x, T (See SHORT TAKEOFF AND LANDING A" j5 w; V1 [; k& k- ZAIRCRAFT.): m; N6 c% i: q5 H( x ?2 H VERY HIGH FREQUENCY- The frequency band) R$ t% S M1 j# J7 m' p between 30 and 300 MHz. Portions of this band, 108 % n/ q- ^- o4 o; S- ]1 o, wto 118 MHz, are used for certain NAVAIDs; 118 to ! T* A$ X: ]1 U* t: s+ a5 M) H& }136 MHz are used for civil air/ground voice1 ]. H$ A% `- [- n communications. Other frequencies in this band are) l* W8 d0 @) F6 ?* x- t1 {% o used for purposes not related to air traffic control. ; k H. _" j6 T0 H9 GVERY HIGH FREQUENCY OMNIDIRECTION‐ 2 r6 u" n# Z) D% E2 cAL RANGE STATION(See VOR.) 3 q: n2 m R' R& u4 WVERY LOW FREQUENCY- The frequency band1 T8 n/ }9 @7 b3 ^8 n( k" k& i6 Z between 3 and 30 kHz. + x( F6 e* g$ yVFR(See VISUAL FLIGHT RULES.) 3 { A- m: U: i0 n+ yVFR AIRCRAFT- An aircraft conducting flight in 7 v r0 W+ c% x6 C8 o! Saccordance with visual flight rules.5 C' o/ p5 M- X (See VISUAL FLIGHT RULES.) ) @# P; G d {$ dVFR CONDITIONS- Weather conditions equal to. g. y5 r* N% X0 i. P, \7 n- T or better than the minimum for flight under visual , {- ?/ G3 r( ]# y3 Q! vflight rules. The term may be used as an ATC7 S+ H4 ^- r- S1 |/ @ clearance/instruction only when: " E" j% O7 S2 ~4 _5 U8 V5 va. An IFR aircraft requests a climb/descent in3 F! _6 o" j3 L. l! X% ? VFR conditions.1 l( F7 F+ ?& j) U% k- ]" r b. The clearance will result in noise abatement / u0 d9 a& s% c; P& ybenefits where part of the IFR departure route does + P: K' p; d6 l9 e4 p1 [8 anot conform to an FAA approved noise abatement9 T' F- V5 {$ o) Y route or altitude.4 ~8 K4 T/ T, v/ i9 U c. A pilot has requested a practice instrument% [' v `8 ^& V5 q% [- q approach and is not on an IFR flight plan.; Z+ B1 I) g7 j2 y Note:All pilots receiving this authorization must . y! f) l% W. T) i5 k1 Xcomply with the VFR visibility and distance from " T0 {4 u% |' s% K) O0 ]cloud criteria in 14 CFR Part 91. Use of the term ( Q1 h$ F. { p9 J( _% \does not relieve controllers of their responsibility to ) d0 _0 y; e6 j) }1 V7 t& E( ?separate aircraft in Class B and Class C airspace; P0 X- Q$ u5 M' T; [5 H- z: Z* Q or TRSAs as required by FAAO JO 7110.65. When1 l5 [2 i% u8 ~1 T( u' t8 n. P" z Pilot/Controller Glossary 2/14/08 j+ N4 @1 N' H2 b PCG V-2( W/ h! |/ r! l/ T used as an ATC clearance/instruction, the term& i3 k% E) F; B p( Q may be abbreviated “VFR;” e.g., “MAINTAIN1 {9 i; `& D+ Z; z/ F VFR,” “CLIMB/DESCEND VFR,” etc. + d7 c0 V4 W4 k# I+ CVFR FLIGHT(See VFR AIRCRAFT.) : I9 d* J; _/ Z* i3 t; r5 fVFR MILITARY TRAINING ROUTES- Routes; h/ Z( f2 L- m% h" s used by the Department of Defense and associated/ e% u* f9 E6 H/ L Reserve and Air Guard units for the purpose of! E+ w$ [9 [ X* o8 f6 i& { conducting low‐altitude navigation and tactical Y5 i: f6 G& B0 A* M training under VFR below 10,000 feet MSL at 5 K& j$ @6 D& s4 |; Nairspeeds in excess of 250 knots IAS. : l; g* C1 B" Q3 x1 D) rVFR NOT RECOMMENDED- An advisory# _6 f7 `5 w) L4 U2 p provided by a flight service station to a pilot during 0 J; H9 R. s) q, T& M3 Aa preflight or inflight weather briefing that flight) o+ L) i5 c9 i4 [ under visual flight rules is not recommended. To be- ?- J$ m V/ ]8 O2 F2 b7 O5 a given when the current and/or forecast weather& u/ p5 d; j% c1 n' v) z conditions are at or below VFR minimums. It does . ~9 q6 [5 Z. H4 g g; H% Z0 S7 R% w5 {not abrogate the pilot's authority to make his/her own; F. I. c/ q! i$ ?1 u% a decision.( N9 ~0 X, \" S( V7 Q VFR‐ON‐TOP- ATC authorization for an IFR % `7 s4 M4 b* R( d0 Gaircraft to operate in VFR conditions at any$ ~* E7 u& y5 A appropriate VFR altitude (as specified in 14 CFR and$ k3 B1 ~, L1 u8 _* J as restricted by ATC). A pilot receiving this* `7 i4 b6 x8 L# Z authorization must comply with the VFR visibility,2 n* b6 N1 ^# F) ~) Y distance from cloud criteria, and the minimum IFR ' ` x2 u$ r1 M& \' |altitudes specified in 14 CFR Part 91. The use of this 2 M5 t9 S; o, P X! tterm does not relieve controllers of their responsibil‐8 l; U8 Y" a8 S; x3 c ity to separate aircraft in Class B and Class C airspace ; w S2 C @" X' C' L. `5 }- d: Nor TRSAs as required by FAAO JO 7110.65.2 g5 k) f |; A. q F! O: e1 h4 P VFR TERMINAL AREA CHARTS(See AERONAUTICAL CHART.)" u) I0 V" d4 W) m) C VFR WAYPOINT(See WAYPOINT.)- E6 B7 `6 ?' }3 {0 T0 g8 ] VHF(See VERY HIGH FREQUENCY.)8 ~7 k. J! I$ m1 I: ] VHF OMNIDIRECTIONAL RANGE/TACTICAL 1 U: I- }; R, D) Z/ s2 ]" ?AIR NAVIGATION(See VORTAC.)1 `& F9 K# R% w VIDEO MAP- An electronically displayed map on) g, _& p; |1 l1 B o0 {+ f9 o the radar display that may depict data such as airports,1 ]+ M6 c3 k; x1 g& D heliports, runway centerline extensions, hospital `# q- S& a: \; ?: p" v emergency landing areas, NAVAIDs and fixes, 2 ~$ x% S5 `. z! V; L/ Oreporting points, airway/route centerlines, bound‐' z; n- ~$ z! t aries, handoff points, special use tracks, obstructions, : Q4 x7 w4 p1 j5 |: X3 w; \. B- iprominent geographic features, map alignment 9 A1 {4 T2 s6 ], `2 S8 D& r Tindicators, range accuracy marks, minimum vector‐$ K: Y& [! U3 u ing altitudes.5 P- ?$ ~8 F" W9 m* F5 } VIS IBILITY- The ability, as determ ined by: v% u, P/ G$ U3 Z& S5 z5 P- O atmospheric conditions and expressed in units of + }! N* N. j% s( I6 Ndistance, to see and identify prominent unlighted4 X/ L) R0 m; W1 V- ^1 z* r objects by day and prominent lighted objects by5 C$ c( P) D( B4 M night. Visibility is reported as statute miles, hundreds $ u1 I, A2 g; I$ {- H' |4 q8 I# G# Yof feet or meters.! Q; o6 X% ]8 C1 K3 e* B (Refer to 14 CFR Part 91.)) p8 V& X5 c M5 r0 t- D4 j (Refer to AIM.) # j% L* Y4 y2 {, O) {3 Ja. Flight Visibility- The average forward horizon‐ % J3 {. }1 \/ u" P% Wtal distance, from the cockpit of an aircraft in flight,; J0 f1 ~, B/ E1 S" c/ U) [, m6 X at which prominent unlighted objects may be seen % a& X# m! o( B3 G3 A7 I' tand identified by day and prominent lighted objects) g: {* F) |' j% L/ r: E may be seen and identified by night. + k5 @) v {& T! z1 K6 w1 l2 Fb. Ground Visibility- Prevailing horizontal visi‐6 t; H5 F. _" Y bility near the earth's surface as reported by the- D6 E% z2 ^) Z. Q) ?& P United States National Weather Service or an " J9 o& J: m; f l0 {) ]accredited observer. # c3 f. n& Y7 \$ h9 S6 ^5 Yc. revailing Visibility- The greatest horizontal( V1 t7 v5 @/ B visibility equaled or exceeded throughout at least half 9 b! l' p" _9 _/ H7 j- g2 M7 v8 B9 athe horizon circle which need not necessarily be * s5 K6 {2 P, d" `# _8 H& U- Bcontinuous. ( c4 f$ N% y0 a0 ?* L0 G+ Hd. Runway Visibility Value (RVV)- The visibility " U6 W2 S5 S8 X) B7 |determined for a particular runway by a transmis‐1 `2 m7 I, r- O" Z someter. A meter provides a continuous indication of7 e' P% R1 o. I& {& Z: b9 T the visibility (reported in miles or fractions of miles)! z2 t0 N& R7 B: N- ^/ ^; ` for the runway. RVV is used in lieu of prevailing* K! o* v) R- v1 s+ `' h+ ` visibility in determining minimums for a particular% A" z/ G( y7 `+ O, s runway.) F) A7 f- Z4 w" L% f e. Runway Visual Range (RVR)- An instrumen‐ : a3 _; n5 U. Y8 Itally derived value, based on standard calibrations, ) p E5 n9 [0 [1 f& a7 k$ Zthat represents the horizontal distance a pilot will see s+ \8 S* }( J; p0 S% Rdown the runway from the approach end. It is based ( h, j( p/ {: r, A1 Ton the sighting of either high intensity runway lights9 h" Y0 Z0 r, M- P or on the visual contrast of other targets whichever / ^) S1 p; r' V! Ryields the greater visual range. RVR, in contrast to $ L+ I0 A. w6 Uprevailing or runway visibility, is based on what a 2 ^& _% m; Z; D+ x! ^1 M* t7 Lpilot in a moving aircraft should see looking down the & ]9 e; Q% u2 J: L" ], Y/ p( [" B4 z" q* ?runway. RVR is horizontal visual range, not slant& }0 d) `2 ^& m& h visual range. It is based on the measurement of a+ q+ N" t' m8 ?6 W transmissometer made near the touchdown point of 6 m5 [) r, c6 Z0 D; wthe instrument runway and is reported in hundreds of 3 t/ X- x V+ g3 ifeet. RVR is used in lieu of RVV and/or prevailing + N9 `- z) X" J1 {) _8 u' Ovisibility in determining minimums for a particular I7 S ~9 p" Q5 a runway. - `# C- t: d% ~& y" B1. Touchdown RVR- The RVR visibility+ a: }$ y' r4 w readout values obtained from RVR equipment # \& [ f1 |1 R$ `9 nserving the runway touchdown zone.3 @3 B( k# E. c9 |- u: Q- M) N- T Pilot/Controller Glossary 2/14/08, n" K/ L2 e' Z7 u: u1 k PCG V-33 w% f& i- r6 }* w& C' R! a5 H 2. Mid‐RVR- The RVR readout values obtained 1 D! v- I2 o, e0 L* H2 ifrom RVR equipment located midfield of the runway.5 a# L7 N& i3 Z0 o; ~- u$ B7 t 3. Rollout RVR- The RVR readout values- R. F+ i& M2 Y( V! }& Z obtained from RVR equipment located nearest the & E( Z8 @' Y- W! Vrollout end of the runway. $ w2 h" h% r7 f) }(See ICAO term FLIGHT VISIBILITY.); C0 f( @/ y* m5 Q1 i (See ICAO term GROUND VISIBILITY.)$ y1 \1 w: O4 T3 | (See ICAO term RUNWAY VISUAL RANGE.)3 f# N0 N$ U8 N$ K (See ICAO term VISIBILITY.) 8 n2 l# p( |3 W2 Q# nVISIBILITY [ICAO]- The ability, as determined by7 b5 g! g2 [ X1 K% N atmospheric conditions and expressed in units of) s9 j0 M: F# ]% G2 M5 j6 L distance, to see and identify prominent unlighted& Y7 ~7 T7 m y9 [) y; l objects by day and prominent lighted objects by ' g* @/ G' B Ynight.3 N6 S, v, p! c2 a a. Flight Visibility-The visibility forward from$ I9 O0 ? y$ [' D! ? v8 n the cockpit of an aircraft in flight.6 O* J/ R6 c+ s# j* H b. Ground Visibility-The visibility at an aero‐ 1 J8 V4 U, Y8 p( Q% R, ]/ l9 Odrome as reported by an accredited observer.9 g/ d1 z; o. ?: E9 e% u# R c. Runway Visual Range [RVR]-The range over* i5 p: T- K! V' ~) W& q: S% }! F which the pilot of an aircraft on the centerline of a ; H5 R9 F7 \8 q0 z: ?runway can see the runway surface markings or the 9 q! k0 e9 Z! L9 `+ Klights delineating the runway or identifying its! D2 p) e+ c% a3 ~+ S! v centerline.* G+ h. s# u u) U G8 Q/ u9 J7 k VISUAL APPROACH- An approach conducted on0 k1 t: N( W0 e7 b8 Q an instrument flight rules (IFR) flight plan which 3 G& j6 T- }8 {& s8 X+ n# J5 sauthorizes the pilot to proceed visually and clear of 4 I# J. O& |: U, _/ |clouds to the airport. The pilot must, at all times, have0 v% h8 Z7 Z1 v+ Y/ K8 G( ~ either the airport or the preceding aircraft in sight. 0 H) S& Q2 S1 E* \" d# h2 _4 ZThis approach must be authorized and under the) _0 ?5 p8 T6 q) w) P8 S2 D control of the appropriate air traffic control facility.0 k% _7 C6 [2 @+ l% R Reported weather at the airport must be ceiling at or7 h/ {/ J5 O# @* q2 ]) K7 \ above 1,000 feet and visibility of 3 miles or greater. $ u. l$ l. J1 ?% `3 E5 j/ J(See ICAO term VISUAL APPROACH.) 4 v( _! u& g3 [- Y8 M u. M( ZVISUAL APPROACH [ICAO]- An approach by an0 v# D- l X4 d6 I1 W4 m4 _/ t* j IFR flight when either part or all of an instrument9 m" x1 \* x4 ?, g approach procedure is not completed and the6 b5 V" Y# g- m6 a6 n approach is executed in visual reference to terrain.4 ~# s4 J. D5 Q9 @7 { VISUAL APPROACH SLOPE INDICATOR(See AIRPORT LIGHTING.) - ^ j- i# _, E, WVISUAL CLIMB OVER AIRPORT (VCOA)- A6 C. s! s8 p$ e" _4 m3 k' D. \0 q' k departure option for an IFR aircraft, operating in % L. O p3 Q& ]) Ivisual meteorological conditions equal to or greater & Q; o6 o" }+ |" z5 |than the specified visibility and ceiling, to visually! K- N0 k8 Z5 {4 ], U( Y conduct climbing turns over the airport to the - R4 N" x# e) E+ `% S, P" c, @% b% Opublished “climb-to” altitude from which to proceed * `3 a, @ I, |( C5 gwith the instrument portion of the departure. VCOA 6 s& ]* s# s) aprocedures are developed to avoid obstacles greater3 V' e X: d/ c) B/ ~# P) z than 3 statute miles from the departure end of the5 E1 }1 ^6 @: B runway as an alternative to complying with climb7 \+ z0 b& R- ?* f4 U; W* W gradients greater than 200 feet per nautical mile. - i5 `5 M; ~; |# zThese procedures are published in the `Take-Off3 g8 n6 W% F. }' }* H Minimums and (Obstacle) Departure Procedures' 4 g: m' ]' l) ~. X6 l- Wsection of the Terminal Procedures Publications. ' y7 g8 ~$ f9 W& d: C/ t(See AIM.) : H4 P% ^' p+ @& ~+ l& BVISUAL DESCENT POINT- A defined point on the1 Y W9 u1 ]/ ^' S% f/ L final approach course of a nonprecision straight‐in( H& k6 [8 ?* A' U approach procedure from which normal descent from4 [2 T0 y0 T3 o# f/ F3 N the MDA to the runway touchdown point may be 8 G' O. ^7 s! Z7 \commenced, provided the approach threshold of that * O1 F8 H' k* n# \2 f' x+ Hrunway, or approach lights, or other markings( I6 G9 u- r' z; i5 O identifiable with the approach end of that runway are ; \7 v6 f# P; ~7 W) }2 Kclearly visible to the pilot.4 d7 P2 j0 |- {' M VISUAL FLIGHT RULES- Rules that govern the & b4 e7 v A4 J& \# F' ]! Oprocedures for conducting flight under visual ! k* ~3 {) B( W2 O; }0 C5 m! hconditions. The term “VFR” is also used in the * i; ]6 w) V: _% vUnited States to indicate weather conditions that are 0 |5 v4 m, `7 W/ T' h" N, G4 @7 Pequal to or greater than minimum VFR requirements." y2 V" Y1 Z9 F1 ^8 \2 H! K1 k) e In addition, it is used by pilots and controllers to ' B3 c- o4 |& m; }' hindicate type of flight plan.. }- n' P* r7 k9 z (See INSTRUMENT FLIGHT RULES.) 4 D- S: X5 l3 b# c3 T! T6 n(See INSTRUMENT METEOROLOGICAL % z: Z) S' `, ^0 H9 ^4 ~% a, K: ACONDITIONS.) 7 F9 r& ]( V# H(See VISUAL METEOROLOGICAL ) s! d/ r0 V. t$ ZCONDITIONS.): w: v5 J4 ^7 f* W (Refer to 14 CFR Part 91.): E. C' D3 D6 e; V (Refer to AIM.)9 u/ y9 `4 k6 g3 I* ~7 D VISUAL HOLDING- The holding of aircraft at & r/ y! L3 c& M# ?. Z$ Hselected, prominent geographical fixes which can be 4 h7 [4 V# ~+ r) O2 Ueasily recognized from the air.5 E9 I$ C. F* ?) O4 i2 }$ ` (See HOLDING FIX.). H$ G& J7 s& m* ^- e VISUAL METEOROLOGICAL CONDITIONS- 6 H3 j: I6 K! w7 M% ]9 T* U; K* ~0 Y0 mMeteorological conditions expressed in terms of/ H4 x) b, |, s: `# ]4 T visibility, distance from cloud, and ceiling equal to or 1 Y9 k$ z7 Z0 g) L6 Q% c- bbetter than specified minima.* B3 e- o! _" A( W (See INSTRUMENT FLIGHT RULES.)' }/ l5 a7 }* ^( n& a3 D+ r2 n( G (See INSTRUMENT METEOROLOGICAL ]( _* ?! N. CCONDITIONS.)6 s& Q& r: ^. i% a V. {/ X4 p (See VISUAL FLIGHT RULES.)$ B- d5 g( s% d- V$ ^ VISUAL SEPARATION- A means employed by; ]4 ?; h7 n8 d% P# [" c8 `7 D" L ATC to separate aircraft in terminal areas and en route- z3 t. z5 j* I1 Z* { airspace in the NAS. There are two ways to effect this / Q1 ]2 d! ~1 ]! w+ m) ?separation:4 A1 E4 V# g4 `2 B# @ a. The tower controller sees the aircraft involved r. A9 m4 ~7 ]- i2 w and issues instructions, as necessary, to ensure that - @( r! ~+ R: W8 d7 o; Wthe aircraft avoid each other.) E* F" X( ?! S7 Y4 o1 ~ b. A pilot sees the other aircraft involved and upon . k6 {7 Y- u+ cinstructions from the controller provides his/her own + V3 ?) L+ [. ~8 ~1 ?$ aPilot/Controller Glossary 2/14/081 H7 Z* P& G, c; K, B PCG V-4 ~ w: ?+ N; r& [, Iseparation by maneuvering his/her aircraft as ) m! k( d( e/ N/ e( y, r- d- Gnecessary to avoid it. This may involve following f+ S7 b7 i9 ^: nanother aircraft or keeping it in sight until it is no 7 e8 q: e6 f- @$ J3 q) glonger a factor. K% O$ M! q! \ (See SEE AND AVOID.) ) H- a4 `$ j% }7 R$ U(Refer to 14 CFR Part 91.) / e2 t. O' q1 Y- |, w2 _6 DVLF(See VERY LOW FREQUENCY.) 1 N! a/ C, o% n% h8 Y: mVMC(See VISUAL METEOROLOGICAL- V0 N) B1 w' N3 @" E. U CONDITIONS.) , ~8 t" b, Z' G# VVOICE SWITCHING AND CONTROL SYSTEM- ! {+ D& j# P" x/ ?5 cThe VSCS is a computer controlled switching system . x+ ? E5 r2 {. @; A- k$ O0 Rthat provides air traffic controllers with all voice ! v; K* S8 Z/ q9 B; ucircuits (air to ground and ground to ground) H% ^( ]. G8 e0 b necessary for air traffic control.6 x/ C0 Y% B" Z (See VOICE SWITCHING AND CONTROL9 E+ m, ]. e x6 E- S8 r+ \9 m SYSTEM.)) S* ?) D5 M0 [/ \ (Refer to AIM.) ' ~6 _; L- |) q5 oVOR- A ground‐based electronic navigation aid : v" N9 Q" T: Z" O7 c" b8 qtransmitting very high frequency navigation signals, * d9 X# C0 S% w, s/ ]0 W360 degrees in azimuth, oriented from magnetic . o: m5 U- U3 V# Hnorth. Used as the basis for navigation in the National ( u9 m0 Q6 o9 c; H/ E7 |( GAirspace System. The VOR periodically identifies : ]& C! n. e6 P8 {* K3 Gitself by Morse Code and may have an additional8 ^1 | X, Y. U V voice identification feature. Voice features may be $ k1 U: {- d7 D+ R2 e6 P2 D( Cused by ATC or FSS for transmitting instructions/ 4 r9 x2 m) Y; cinformation to pilots.- f! v" b: Z/ A' h# [' l (See NAVIGATIONAL AID.) 1 v# ^; \( ]4 _4 C5 j& g(Refer to AIM.) 9 u# b5 k- T# M/ I) ?7 T* HVOR TEST SIGNAL(See VOT.) & ~- T) u5 C- t/ g1 AVORTAC- A navigation aid providing VOR ! Z }. |5 ], k4 Hazimuth, TACAN azimuth, and TACAN distance & r- [% O8 ~8 a5 {measuring equipment (DME) at one site.7 v& t: c, M# b, v) @% Z. ? (See DISTANCE MEASURING EQUIPMENT.) $ }8 H2 B% }' U5 p5 _/ n: }(See NAVIGATIONAL AID.) 2 z2 R( A$ k; \* g+ c% i(See TACAN.)9 t: r* A }. H; D, s! M (See VOR.) + m( j; m& J ?! c4 I* L7 E(Refer to AIM.) L$ k$ J: ?+ h- ^2 V" | VORTICES- Circular patterns of air created by the : W) h0 f6 O6 f1 A5 d3 Pmovem ent of an airfoil through the air when 8 A- U/ i s) B9 }3 Egenerating lift. As an airfoil moves through the8 _: z9 a! z1 n, ~% F atmosphere in sustained flight, an area of area of low$ a: |' S0 u( D5 G9 | pressure is created above it. The air flowing from the $ \; y1 c( |0 }6 H4 o8 Mhigh pressure area to the low pressure area around and& x# ?& @* ^% |: B6 F about the tips of the airfoil tends to roll up into two1 r, p) y1 R/ U8 A2 f rapidly rotating vortices, cylindrical in shape. These" E- a' y. r* K/ s) N) | vortices are the most predominant parts of aircraft 9 a# O) y/ L! X; M1 Uwake turbulence and their rotational force is" @$ E" T: }; F- O% z! T* H* z5 P dependent upon the wing loading, gross weight, and * E8 a; g% H; Q: s! ?% E1 zspeed of the generating aircraft. The vortices from( \( |1 c% h+ R medium to heavy aircraft can be of extremely high0 C& }. ^+ F7 o g6 W0 w velocity and hazardous to smaller aircraft. 8 s, k+ |9 f! b0 w& g(See AIRCRAFT CLASSES.)7 d# a! y/ f. |6 x7 e6 J C (See WAKE TURBULENCE.); I2 ?& X2 Q6 p% k5 {8 E (Refer to AIM.)+ E5 w. V* L% S0 ], T) G! C VOT- A ground facility which emits a test signal to - ]8 K6 s: F) u- H. Bcheck VOR receiver accuracy. Some VOTs are9 j$ b* B" @7 c$ g available to the user while airborne, and others are( e5 B: j6 ~$ I, ^6 e& m limited to ground use only." j8 ]) R6 C7 K% s (See AIRPORT/FACILITY DIRECTORY.) ) H# e2 M6 {, w# u, r(Refer to 14 CFR Part 91.) * \- W1 c- N- j8 v6 s: A(Refer to AIM.)+ e- \8 p% i7 O4 I' `; m VR(See VFR MILITARY TRAINING ROUTES.)9 a. O# u( U' k% V3 H* |. m' T7 s VSCS(See VOICE SWITCHING AND CONTROL 4 F) u, n% q' N- w2 p+ YSYSTEM.) 6 |7 ^' y: }3 cVTA(See VERTEX TIME OF ARRIVAL.) ) `) C: S4 H; u3 _) H" T% aVTOL AIRCRAFT(See VERTICAL TAKEOFF AND LANDING7 U P" g$ X/ t+ Q, T3 p" V- z AIRCRAFT.) w- T& E1 Y; Y2 l- A Pilot/Controller Glossary 2/14/08 , L. _0 K! b# f0 MPCG W-1 $ s# A7 p1 `1 u/ D# `W ! v" z' R1 l2 v. \; vWA(See AIRMET.), V; E# l3 _( v7 v+ d (See WEATHER ADVISORY.)( f- \: B. B+ }+ d WAAS(See WIDE‐AREA AUGMENTATION SYSTEM.)# C' j! p X0 r$ S' a- R L- m WAKE TURBULENCE- Phenomena resulting from5 M1 W% Z$ c$ M0 f, [ the passage of an aircraft through the atmosphere.) q* L- n3 U- |+ X9 W6 q- i+ O" N The term includes vortices, thrust stream turbulence,- j, j. \2 }" S3 \; Z3 T jet blast, jet wash, propeller wash, and rotor wash% F9 ^9 J- m) v0 V% X% x both on the ground and in the air. 3 R# e$ q6 q0 z; r5 f# a5 B(See AIRCRAFT CLASSES.) F7 q, k) i* k- y9 d (See JET BLAST.) ! a% c, W& h& f* Y( D0 D4 ~(See VORTICES.)/ y( \! h# e* S) E (Refer to AIM.)( _7 q% E" H; f: U2 |: J) ^8 [ WARNING AREA(See SPECIAL USE AIRSPACE.) - A, X( A) e% w2 ?WAYPOINT- A predetermined geographical posi‐ 1 V4 I9 w# R0 z# a6 o9 o' Ztion used for route/instrument approach definition,9 s, R5 W/ S7 t progress reports, published VFR routes, visual ! }0 f* o3 z oreporting points or points for transitioning and/or # L0 s+ Y. g3 A# U; x0 F8 Ccircumnavigating controlled and/or special use6 E- c2 |$ Y h: _8 h+ w airspace, that is defined relative to a VORTAC station 4 b- P* X6 m6 m# O- ]1 Z! aor in terms of latitude/longitude coordinates.# D; M. S5 ]$ x6 W8 N( [% m8 p. P WEATHER ADVISORY- In aviation weather: O( m' F: X3 _/ K* }. Y; d forecast practice, an expression of hazardous weather 0 l# q* W" O3 k3 i" @9 E, Z: iconditions not predicted in the area forecast, as they: U# f$ l! j2 j affect the operation of air traffic and as prepared by # \$ T, N" u' _8 hthe NWS.! U+ z& e; T! {% W8 o3 L. h. i (See AIRMET.)* S2 S5 h0 `* \2 G (See SIGMET.)4 k; Z1 m. \' l ] WHEN ABLE- When used in conjunction with ATC 5 n; k f* S, c( h* L1 }instructions, gives the pilot the latitude to delay / O9 y6 F& a$ t) I) t( z1 V3 }compliance until a condition or event has been 6 S. N/ \: A2 X) G& Ireconciled. Unlike “pilot discretion,” when instruc‐ $ x; a" l- m: E. Mtions are prefaced “when able,” the pilot is expected. B8 k% b8 e) O$ D7 [: W# n to seek the first opportunity to comply. Once a6 @) B Y8 M( n( f0 E) y4 \4 F maneuver has been initiated, the pilot is expected to 5 m9 M7 z- B. P c. @continue until the specifications of the instructions ' g7 D+ E1 O3 j" xhave been met. “When able,” should not be used- S7 D, A+ R4 c when expeditious compliance is required.4 d: ?, c8 w' s$ X: L, Z: j) k WIDE‐AREA AUGMENTATION SYSTEM 2 `: S' F' P! R9 E. k(WAAS)- The WAAS is a satellite navigation system- Z- f% M. @: z+ V consisting of the equipment and software which 8 d: O6 f; C; F0 r" Waugments the GPS Standard Positioning Service ! D- `1 T2 U/ D7 |# h7 ](SPS). The WAAS provides enhanced integrity, : e8 F: b) ~1 d# h1 kaccuracy, availability, and continuity over and above ! N. p, z" v! N. bGPS SPS. The differential correction function + R0 o6 E4 J, k+ Pprovides improved accuracy required for precision' L1 H# U! N& a* }7 T h approach.' M/ E' U- v. O" v, q8 m WILCO- I have received your message, understand& I7 L- m3 S* k7 z% N9 Q; e, n it, and will comply with it. + Q$ W1 w! S9 f8 n/ y3 LWIND GRID DISPLAY- A display that presents the 2 M7 L6 C: B/ j: }4 w6 Qlatest forecasted wind data overlaid on a map of the' B9 r8 G, p# l, `2 K, s+ k, l ARTCC area. Wind data is automatically entered and + P" F1 |/ T7 }8 o" Xupdated periodically by transmissions from the6 }$ Q9 z$ d4 e1 R2 L+ w3 i7 m National Weather Service. Winds at specific " Z7 w! N7 G# [altitudes, along with temperatures and air pressure; n9 J$ v1 d2 ]: Q, T can be viewed. ; _+ l3 t& A* w* J. iWIND SHEAR- A change in wind speed and/or wind 2 d C: s: l, i# o. Cdirection in a short distance resulting in a tearing or ! b- u6 I3 _& f5 S! h# A7 u. Yshearing effect. It can exist in a horizontal or vertical : o a; e$ d' T, X5 e j8 Mdirection and occasionally in both. 3 O$ ~2 B H9 |, _WING TIP VORTICES(See VORTICES.)+ a% W. U' E9 n WORDS TWICEa. As a request: “Communication is difficult. & V2 G3 W) i0 x: J Q8 q- UPlease say every phrase twice.” 1 U: `: x+ V% D- G4 B1 D6 B& h/ ]9 ab. As information: “Since communications are* A0 B, c1 L& V# B difficult, every phrase in this message will be spoken # {( `! p# y3 b n( v' b2 atwice.”" \+ U9 n+ N1 ^, H6 g WORLD AERONAUTICAL CHARTS(See AERONAUTICAL CHART.) ) ], P/ e- a9 t0 gWS(See SIGMET.)& c6 F5 m7 C+ V& B (See WEATHER ADVISORY.)- c3 e) n! @: ]. A) X WST(See CONVECTIVE SIGMET.): d: N/ K. U' v1 U( U% o+ T0 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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