AIM

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4. Through the accumulation of night flying experience in a particular area, the operator will develop the ability to determine, prior to departure, which areas can be considered supporting high or low lighting conditions. Without that operational experi- ence, low lighting considerations should be applied by operators for both pre-flight planning and operations until high lighting conditions are observed or determined to be regularly available. b. Astronomical Definitions and Background Information for Night Operations 1. Definitions (a) Horizon. Wherever one is located on or near the Earth's surface, the Earth is perceived as essentially flat and, therefore, as a plane. If there are no visual obstructions, the apparent intersection of the sky with the Earth's (plane) surface is the horizon, which appears as a circle centered at the observer. For rise/set computations, the observer's eye is consid- ered to be on the surface of the Earth, so that the horizon is geometrically exactly 90 degrees from the local vertical direction. (b) Rise, Set. During the course of a day the Earth rotates once on its axis causing the phenomena of rising and setting. All celestial bodies, the Sun, Moon, stars and planets, seem to appear in the sky at the horizon to the East of any particular place, then to cross the sky and again disappear at the horizon to the West. Because the Sun and Moon appear as circular disks and not as points of light, a definition of rise or set must be very specific, because not all of either body is seen to rise or set at once. (c) Sunrise and sunset refer to the times when the upper edge of the disk of the Sun is on the horizon, considered unobstructed relative to the location of interest. Atmospheric conditions are assumed to be average, and the location is in a level region on the Earth's surface.

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(d) Moonrise and moonset times are com- puted for exactly the same circumstances as for sunrise and sunset. However, moonrise and moonset may occur at any time during a 24 hour period and, consequently, it is often possible for the Moon to be seen during daylight, and to have moonless nights. It is also possible that a moonrise or moonset does not occur relative to a specific place on a given date. (e) Transit. The transit time of a celestial body refers to the instant that its center crosses an imaginary line in the sky - the observer's meridian - running from north to south. (f) Twilight. Before sunrise and again after sunset there are intervals of time, known as “twilight,” during which there is natural light provided by the upper atmosphere, which does receive direct sunlight and reflects part of it toward the Earth's surface.

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(g) Civil twilight is defined to begin in the morning, and to end in the evening when the center of the Sun is geometrically 6 degrees below the horizon. This is the limit at which twilight illumination is sufficient, under good weather conditions, for terrestrial objects to be clearly distinguished. 2. Title 14 of the Code of Federal Regulations applies these concepts and definitions in addressing the definition of night (Section 1.1), the requirement for aircraft lighting (Section 91.209) and pilot recency of night experience (Section 61.67). AIM 2/14/08 10-2-9 Special Operations c. Information on Moon Phases and Changes in the Percentage of the Moon Illuminated From any location on the Earth, the Moon appears to be a circular disk which, at any specific time, is illuminated to some degree by direct sunlight. During each lunar orbit (a lunar month), we see the Moon's appearance change from not visibly illuminated through partially illuminated to fully illuminated, then back through partially illuminated to not illuminated again. There are eight distinct, tradition- ally recognized stages, called phases. The phases designate both the degree to which the Moon is illuminated and the geometric appearance of the illuminated part. These phases of the Moon, in the sequence of their occurrence (starting from New Moon), are listed in FIG 10-2-3. FIG 10-2-3 Phases of the Moon New Moon - The Moon's unilluminated side is facing the Earth. The Moon is not visible (except during a solar eclipse). Waxing Crescent - The Moon appears to be partly but less than one-half illuminated by direct sunlight. The fraction of the Moon's disk that is illuminated is increasing. First Quarter - One-half of the Moon appears to be illuminated by direct sunlight. The fraction of the Moon's disk that is illuminated is increasing. Waxing Gibbous - The Moon appears to be more than one-half but not fully illuminated by direct sunlight. The fraction of the Moon's disk that is illuminated is increasing. Full Moon - The Moon's illuminated side is facing the Earth. The Moon appears to be completely illuminated by direct sunlight. Waning Gibbous - The Moon appears to be more than one-half but not fully illuminated by direct sunlight. The fraction of the Moon's disk that is illuminated is decreasing. Last Quarter - One-half of the Moon appears to be illuminated by direct sunlight. The fraction of the Moon's disk that is illuminated is decreasing. Waning Crescent - The Moon appears to be partly but less than one-half illuminated by direct sunlight. The fraction of the Moon's disk that is illuminated is decreasing. AIM 2/14/08 10-2-10 Special Operations 1. The percent of the Moon's surface illumi- nated is a more refined, quantitative description of the Moon's appearance than is the phase. Considering the Moon as a circular disk, at New Moon the percent illuminated is 0; at First and Last Quarters it is 50%; and at Full Moon it is 100%. During the crescent phases the percent illuminated is between 0 and 50% and during gibbous phases it is between 50% and 100%. 2. For practical purposes, phases of the Moon and the percent of the Moon illuminated are independent of the location on the Earth from where the Moon is observed. That is, all the phases occur at the same time regardless of the observer's position. 3. For more detailed information, refer to the United States Naval Observatory site referenced below.

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d. Access to Astronomical Data for Determina- tion of Moon Rise, Moon Set, and Percentage of Lunar Disk Illuminated 1. Astronomical data for the determination of Moon rise and set and Moon phase may be obtained from the United States Naval Observatory using an interactive query available at: http://aa.usno.navy.mil/ 2. Click on “Data Services,” and then on “Complete Sun and Moon Data for One Day.” 3. You can obtain the times of sunrise, sunset, moonrise, moonset, transits of the Sun and Moon, and the beginning and end of civil twilight, along with information on the Moon's phase by specifying the date and location in one of the two forms on this web page and clicking on the “Get data” button at the end of the form. Form “A” is used for cities or towns in the U.S. or its territories. Form “B” for all other locations. An example of the data available from this site is shown in TBL 10-2-2. 4. Additionally, a yearly table may be constructed for a particular location by using the “Table of Sunrise/Sunset, Moonrise/Moonset, or Twilight Times for an Entire Year” selection. TBL 10-2-2 Sample of Astronomical Data Available from the Naval Observatory The following information is provided for New_Orleans, Orleans Parish, Louisiana (longitude W90.1, latitude N30.0) Tuesday 29 May 2007 Central Daylight Time SUN Begin civil twilight 5:34 a.m. Sunrise 6:01 a.m. Sun transit 12:58 p.m. Sunset 7:55 p.m. End civil twilight 8:22 p.m. MOON Moonrise 5:10 p.m. on preceding day Moonset 4:07 a.m. Moonrise 6:06 p.m. Moon transit 11:26 p.m. Moonset 4:41 a.m. on following day Phase of the Moon on 29 May: waxing gibbous with 95% of the Moon's visible disk illuminated. Full Moon on 31 May 2007 at 8:04 p.m. Central Daylight Time. 10-2-3. Landing Zone Safety a. This information is provided for use by helicopter emergency medical services (HEMS) pilots, program managers, medical personnel, law enforcement, fire, and rescue personnel to further their understanding of the safety issues concerning Landing Zones (LZs). It is recommended that HEMS operators establish working relationships with the ground responder organizations they may come in contact with in their flight operations and share this information in order to establish a common frame of reference for LZ selection, operations, and safety. AIM 2/14/08 10-2-11 Special Operations b. The information provided is largely based on the booklet, LZ - Preparing the Landing Zone, issued by National Emergency Medical Services Pilots Association (NEMSPA), and the guidance developed by the University of Tennessee Medical Center's LIFESTAR program, and is used with their permission. For additional information, go to http://www.nemspa.org/. c. Information concerning the estimation of wind velocity is based on the Beaufort Scale. See http://www.spc.noaa.gov/faq/tornado/beaufort.html for more information. d. Selecting a Scene LZ 1. If the situation requires the use of a helicopter, first check to see if there is an area large enough to land a helicopter safely. FIG 10-2-4 Recommended Minimum Landing Zone Dimensions 2. For the purposes of FIG 10-2-4 the follow- ing are provided as examples of relative helicopter size: (a) Small Helicopter: Bell 206/407, Euro- copter AS-350/355, BO-105, BK-117. (b) Medium Helicopter: Bell UH-1 (Huey) and derivatives (Bell 212/412), Bell 222/230/430 Sikorsky S-76, Eurocopter SA-365. (c) Large Helicopter: Boeing Chinook, Eurocopter Puma, Sikorsky H-60 series (Blackhawk), SK-92. 3. The LZ should be level, firm and free of loose debris that could possibly blow up into the rotor system.

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4. The LZ should be clear of people, vehicles and obstructions such as trees, poles and wires. Remember that wires are difficult to see from the air. The LZ must also be free of stumps, brush, post and large rocks. See FIG 10-2-5. FIG 10-2-5 Landing Zone Hazards 5. Keep spectators back at least 200 feet. Keep emergency vehicles 100 feet away and have fire equipment (if available) standing by. Ground personnel should wear eye protection, if available, during landing and takeoff operations. To avoid loose objects being blown around in the LZ, hats should be removed; if helmets are worn, chin straps must be securely fastened. 6. Fire fighters (if available) should wet down the LZ if it is extremely dusty. AIM 2/14/08 10-2-12 Special Operations e. Helping the Flightcrew Locate the Scene 1. If the LZ coordinator has access to a GPS unit, the exact latitude and longitude of the LZ should be relayed to the HEMS pilot. If unable to contact the pilot directly, relay the information to the HEMS ground communications specialist for relaying to the pilot, so that they may locate your scene more efficiently. Recognize that the aircraft may approach from a direction different than the direct path from the takeoff point to the scene, as the pilot may have to detour around terrain, obstructions or weather en_route. 2. Especially in daylight hours, mountainous and densely populated areas can make sighting a scene from the air difficult. Often, the LZ coordinator on the ground will be asked if she or he can see or hear the helicopter. 3. Flightcrews use a clock reference method for directing one another's attention to a certain direction from the aircraft. The nose of the aircraft is always 12_o'clock, the right side is 3 o'clock, etc. When the LZ coordinator sees the aircraft, he/she should use this method to assist the flightcrew by indicating the scene's clock reference position from the nose of the aircraft. For example, “Accident scene is located at your 2 o'clock position.” See FIG 10-2-6. FIG 10-2-6 “Clock” System for Identifying Positions Relative to the Nose of the Aircraft 4. When the helicopter approaches the scene, it will normally orbit at least one time as the flight crew observes the wind direction and obstacles that could interfere with the landing. This is often referred to as the “high reconnaissance” maneuver. f. Wind Direction and Touchdown Area 1. Determine from which direction the wind is blowing. Helicopters normally land and takeoff into the wind. 2. If contact can be established with the pilot, either directly or indirectly through the HEMS ground communications specialist, describe the wind in terms of the direction the wind is from and the speed. 3. Common natural sources of wind direction information are smoke, dust, vegetation movement, water streaks and waves. Flags, pennants, streamers can also be used. When describing the direction, use the compass direction from which the wind is blowing (example: from the North-West). 4. Wind speed can be measured by small hand-held measurement devices, or an observer's estimate can be used to provide velocity information. The wind value should be reported in knots (nautical miles per hour). If unable to numerically measure wind speed, use TBL 10-2-3 to estimate velocity. Also, report if the wind conditions are gusty, or if the wind direction or velocity is variable or has changed recently. 5. If any obstacle(s) exist, insure their descrip- tion, position and approximate height are communicated to the pilot on the initial radio call. AIM 2/14/08 10-2-13 Special Operations TBL 10-2-3 Table of Common References for Estimating Wind Velocity Wind (Knots) Wind Classification Appearance of Wind Effects On the Water On Land Less than 1 Calm Sea surface smooth and mirror-like Calm, smoke rises vertically 1-3 Light Air Scaly ripples, no foam crests Smoke drift indicates wind direction, wind vanes are still 4-6 Light Breeze Small wavelets, crests glassy, no breaking Wind felt on face, leaves rustle, vanes begin to move 7-10 Gentle Breeze Large wavelets, crests begin to break, scattered whitecaps Leaves and small twigs constantly moving, light flags extended 11-16 Moderate Breeze Small waves 1-4 ft. becoming longer, numerous whitecaps Dust, leaves, and loose paper lifted, small tree branches move 17-21 Fresh Breeze Moderate waves 4-8 ft. taking longer form, many whitecaps, some spray Small trees in leaf begin to sway 22-27 Strong Breeze Larger waves 8-13 ft., whitecaps common, more spray Larger tree branches moving, whistling in wires 28-33 Near Gale Sea heaps up, waves 13-20 ft., white foam streaks off breakers Whole trees moving, resistance felt walking against wind 34-40 Gale Moderately high (13-20 ft.) waves of greater length, edges of crests begin to break into spindrift, foam blown in streaks Whole trees in motion, resistance felt walking against wind 41-47 Strong Gale High waves (20 ft.), sea begins to roll, dense streaks of foam, spray may reduce visibility Slight structural damage occurs, slate blows off roofs 48-55 Storm Very high waves (20-30 ft.) with overhanging crests, sea white with densely blown foam, heavy rolling, lowered visibility Seldom experienced on land, trees broken or uprooted, “considerable structural damage” 56-63 Violent Storm Exceptionally high (30-45 ft.) waves, foam patches cover sea, visibility more reduced 64+ Hurricane Air filled with foam, waves over 45_ft., sea completely white with driving spray, visibility greatly reduced EXAMPLE- Wind from the South-East, estimated speed 15 knots. Wind shifted from North-East about fifteen minutes ago, and is gusty. AIM 2/14/08 10-2-14 Special Operations g. Night LZs 1. There are several ways to light a night LZ: (a) Mark the touchdown area with five lights or road flares, one in each corner and one indicating the direction of the wind. See FIG 10-2-7. FIG 10-2-7 Recommended Lighting for Landing Zone Operations at Night NOTE- Road flares are an intense source of ignition and may be unsuitable or dangerous in certain conditions. In any case, they must be closely managed and firefighting equipment should be present when used. Other light sources are preferred, if available. (b) If chemical light sticks may be used, care should be taken to assure they are adequately secured against being dislodged by the helicopter's rotor wash. (c) Another method of marking a LZ uses four emergency vehicles with their low beam headlights aimed toward the intended landing area. (d) A third method for marking a LZ uses two vehicles. Have the vehicles direct their headlight beams into the wind, crossing at the center of the LZ. (If fire/rescue personnel are available, the reflective stripes on their bunker gear will assist the pilot greatly.) 2. At night, spotlights, flood lights and hand lights used to define the LZ are not to be pointed at the helicopter. However, they are helpful when pointed toward utility poles, trees or other hazards to the landing aircraft. White lights such as spotlights, flashbulbs and hi-beam headlights ruin the pilot's night vision and temporarily blind him. Red lights, however, are very helpful in finding accident locations and do not affect the pilot's night vision as significantly. 3. As in Day LZ operations, ensure radio contact is accomplished between ground and air, if possible. h. Ground Guide 1. When the helicopter is in sight, one person should assist the LZ Coordinator by guiding the helicopter into a safe landing area. In selecting an LZ Coordinator, recognize that medical personnel usually are very busy with the patient at this time. It is recommended that the LZ Coordinator be someone other than a medical responder, if possible. Eye protection should be worn. The ground guide should stand with his/her back to the wind and his/her arms raised over his/her head (flashlights in each hand for night operations.) 2. The pilot will confirm the LZ sighting by radio. If possible, once the pilot has identified the LZ, the ground guide should move out of the LZ. 3. As the helicopter turns into the wind and begins a descent, the LZ coordinator should provide assistance by means of radio contact, or utilize the “unsafe signal” to wave off the helicopter if the LZ is not safe (see FIG 10-2-8). The LZ Coordinator should be far enough from the touchdown area that he/she can still maintain visual contact with the pilot. i. Assisting the Crew 1. After the helicopter has landed, do not approach the helicopter. The crew will approach you. 2. Be prepared to assist the crew by providing security for the helicopter. If asked to provide security, allow no one but the crew to approach the aircraft. 3. Once the patient is prepared and ready to load, allow the crew to open the doors to the helicopter and guide the loading of the patient. 4. When approaching or departing the helicop- ter, always be aware of the tail rotor and always follow the directions of the crew. Working around a running helicopter can be potentially dangerous. The environment is very noisy and, with exhaust gases and rotor wash, often windy. In scene operations, the surface may be uneven, soft, or slippery which can lead to tripping. Be very careful of your footing in this environment. AIM 2/14/08 10-2-15 Special Operations 5. The tail rotor poses a special threat to working around a running helicopter. The tail rotor turns many times faster than the main rotor, and is often invisible even at idle engine power. Avoid walking towards the tail of a helicopter beyond the end of the cabin, unless specifically directed by the crew. NOTE- Helicopters typically have doors on the sides of the cabin, but many use aft mounted “clamshell” type doors for loading and unloading patients on litters or stretchers. When using these doors, it is important to avoid moving any further aft than necessary to operate the doors and load/unload the patient. Again, always comply with the crew’s instructions. j. General Rules 1. When working around helicopters, always approach and depart from the front, never from the rear. Approaching from the rear can increase your risk of being struck by the tail rotor, which, when at operating engine speed, is nearly invisible. 2. To prevent injury or damage from the main rotor, never raise anything over your head. 3. If the helicopter landed on a slope, approach and depart from the down slope side only. 4. When the helicopter is loaded and ready for take off, keep the departure path free of vehicles and spectators. In an emergency, this area is needed to execute a landing. k. Hazardous Chemicals and Gases 1. Responding to accidents involving hazardous materials requires special handling by fire/rescue units on the ground. Equally important are the preparations and considerations for helicopter operations in these areas. 2. Hazardous materials of concern are those which are toxic, poisonous, flammable, explosive, irritating, or radioactive in nature. Helicopter ambulance crews normally don’t carry protective suits or breathing apparatuses to protect them from hazardous materials. 3. The helicopter ambulance crew must be told of hazardous materials on the scene in order to avoid the contamination of the crew. Patients/victims contaminated by hazardous materials may require special precautions in packaging before loading on the aircraft for the medical crew’s protection, or may be transported by other means. 4. Hazardous chemicals and gases may be fatal to the unprotected person if inhaled or absorbed through the skin. 5. Upon initial radio contact, the helicopter crew must be made aware of any hazardous gases in the area. Never assume that the crew has already been informed. If the aircraft were to fly through the hazardous gases, the crew could be poisoned and/or the engines could develop mechanical problems. 6. Poisonous or irritating gases may cling to a victim’s clothing and go unnoticed until the patient is loaded and the doors of the helicopter are closed. To avoid possible compromise of the crew, all of these patients must be decontaminated prior to loading. l. Hand Signals 1. If unable to make radio contact with the HEMS pilot, use the following signals: FIG 10-2-8 Recommended Landing Zone Ground Signals AIM 2/14/10-2-16 Special Operations m. Emergency Situations 1. In the event of a helicopter accident in the vicinity of the LZ, consider the following: (a) Emergency Exits: (1) Doors and emergency exits are typically prominently marked. If possible, operators should familiarize ground responders with the door system on their helicopter in preparation for an emergency event. (2) In the event of an accident during the LZ operation, be cautious of hazards such as sharp and jagged metal, plastic windows, glass, any rotating components, such as the rotors, and fire sources, such as the fuel tank(s) and the engine. (b) Fire Suppression: Helicopters used in HEMS operations are usually powered by turboshaft engines, which use jet fuel. Civil HEMS aircraft typically carry between 50 and 250 gallons of fuel, depending upon the size of the helicopter, and planned flight duration, and the fuel remaining after flying to the scene. Use water to control heat and use foam over fuel to keep vapors from ignition sources. 10-2-4. Emergency Medical Service (EMS) Multiple Helicopter Operations a. Background. EMS helicopter operators often overlap other EMS operator areas. Standardized procedures can enhance the safety of operating multiple helicopters to landing zones (LZs) and to hospital heliports. Communication is the key to successful operations and in maintaining organization between helicopters, ground units and communication centers. EMS helicopter operators which operate in the same areas should establish joint operating procedures and provide them to related agencies. b. Recommended Procedures. 1. Landing Zone Operations. The first helicopter to arrive on-scene should establish communications with the ground unit at least 10 NMs from the LZ to receive a LZ briefing and to provide ground control the number of helicopters that can be expected. An attempt should be made to contact other helicopters on 123.025 to pass on to them pertinent LZ information and the ground unit’s frequency. Subsequent helicopters arriving on scene should establish communications on 123.025 at least 10 NMs from the LZ. After establishing contact on 123.025, they should contact the ground unit for additional information. All helicopters should monitor 123.025 at all times. (a) If the landing zone is not established by the ground unit when the first helicopter arrives, then the first helicopter should establish altitude and orbit location requirements for the other arriving helicopters. Recommended altitude separation between helicopters is 500 feet (weather and airspace permitting). Helicopters can orbit on cardinal headings from the scene coordinates. (See FIG 10-2-9.) (b) Upon landing in the LZ, the first helicopter should update the other helicopters on the LZ conditions, i.e., space, hazards and terrain. (c) Before initiating any helicopter movement to leave the LZ, all operators should attempt to contact other helicopters on 123.025, and state their position and route of flight intentions for departing the LZ. 2. Hospital Operations. Because many hospitals require landing permission and have established procedures (frequencies to monitor, primary and secondary routes for approaches and departures, and orbiting areas if the heliport is occupied) pilots should always receive a briefing from the appropriate facility (communication center, flight following, etc.) before proceeding to the hospital. (a) In the event of multiple helicopters coming into the hospital heliport, the helicopter nearest to the heliport should contact other inbound helicopters on 123.025 and establish intentions. Follow the guidelines established in the LZ operations. (b) To facilitate approach times, the pilot-in- command of the helicopter occupying the hospital heliport should advise any other operators whether the patient will be off loaded with the rotor blades turning or stopped, and the approximate time to do so. (c) Before making any helicopter movement to leave the hospital heliport, all operators should attempt to contact other helicopters on 123.025 and state their position and route of flight intentions for departing the heliport. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 10-2-17 Special Operations FIG 10-2-9 EMS Multiple Helicopter LZ/Heliport Operation NOTE- If the LZ/hospital heliport weather conditions or airspace altitude restrictions prohibit the recommended vertical separation, 1 NM separations should be kept between helicopter orbit areas. 7/31/08 AIM AIM 2/14/08 Appendix 1-1 Bird/Other Wildlife Strike Report Appendix 1. Bird/Other Wildlife Strike Report AIM 2/14/08 Appendix 1-2 Bird/Other Wildlife Strike Report FOLD AND TAPE HERE AIM 2/14/08 Appendix 2-1 Volcanic Activity Reporting Form (VAR) Appendix 2. Volcanic Activity Reporting Form (VAR) E-mail address: GVN@volcano.si.edu AIM 2/14/08 Appendix 3-1 Laser Beam Exposure Questionnaire Appendix 3. Laser Beam Exposure Questionnaire AIM 2/14/08 Appendix 4-1 Abbreviations/Acronyms Appendix 4. Abbreviations/Acronyms As used in this manual, the following abbreviations/ acronyms have the meanings indicated. Abbreviation/ Acronym Meaning AAWU . . . . . Alaskan Aviation Weather Unit AC . . . . . . . . Advisory Circular ACAR . . . . . Aircraft Communications Addressing and Reporting System ADCUS . . . . Advise Customs ADDS . . . . . . Aviation Digital Data Service ADF . . . . . . . Automatic Direction Finder ADIZ . . . . . . Air Defense Identification Zone ADS-B . . . . . Automatic Dependent Surveillance-Broadcast AFB . . . . . . . Air Force Base AFCS . . . . . . Automatic Flight Control System A/FD . . . . . . Airport/Facility Directory AFIS . . . . . . . Automatic Flight Information Service AFM . . . . . . . Aircraft Flight Manual AFSS . . . . . . Automated Flight Service Station AGL . . . . . . . Above Ground Level AHRS . . . . . . Attitude Heading Reference System AIM . . . . . . . Aeronautical Information Manual AIRMET . . . Airmen’s Meteorological Information ALD . . . . . . . Available Landing Distance ALS . . . . . . . Approach Light Systems AMSL . . . . . Above Mean Sea Level ANP . . . . . . . Actual Navigation Performance AOCC . . . . . Airline Operations Control Center AP . . . . . . . . Autopilot System APV . . . . . . . Approach with Vertical Guidance ARENA . . . . Areas Noted for Attention ARFF IC . . . . Aircraft Rescue and Fire Fighting Incident Commander ARINC . . . . . Aeronautical Radio Incorporated ARO . . . . . . . Airport Reservations Office ARSA . . . . . . Airport Radar Service Area ARSR . . . . . . Air Route Surveillance Radar ARTCC . . . . . Air Route Traffic Control Center ARTS . . . . . . Automated Radar Terminal System ASDE-X . . . Airport Surface Detection Equipment - Model X ASOS . . . . . . Automated Surface Observing System ASR . . . . . . . Airport Surveillance Radar ASRS . . . . . . Aviation Safety Reporting System ATC . . . . . . . Air Traffic Control Abbreviation/ Acronym Meaning ATCRBS . . . . Air Traffic Control Radar Beacon System ATCSCC . . . . Air Traffic Control System Command Center ATCT . . . . . . Airport Traffic Control Tower ATD . . . . . . . Along-Track Distance ATIS . . . . . . . Automatic Terminal Information Service ATT . . . . . . . Attitude Retention System AWC . . . . . . . Aviation Weather Center AWOS . . . . . Automated Weather Observing System AWSS . . . . . . Automated Weather Sensor System AWTT . . . . . Aviation Weather Technology Transfer AWW . . . . . . Severe Weather Forecast Alert BBS . . . . . . . Bulletin Board System BC . . . . . . . . Back Course C/A . . . . . . . . Coarse Acquisition CARTS . . . . . Common Automated Radar Terminal System (ARTS) (to include ARTS IIIE and ARTS IIE) CAT . . . . . . . Clear Air Turbulence CD . . . . . . . . Controller Display CDI . . . . . . . . Course Deviation Indicator CDR . . . . . . . Coded Departure Route CERAP . . . . . Combined Center/RAPCON CFA . . . . . . . Controlled Firing Area CFIT . . . . . . . Controlled Flight into Terrain CFR . . . . . . . Code of Federal Regulations COA . . . . . . . Certificate of Waiver or Authorization CPDLC . . . . . Controller Pilot Data Link Communications CTAF . . . . . . Common Traffic Advisory Frequency CVFP . . . . . . Charted Visual Flight Procedure CVRS . . . . . . Computerized Voice Reservation System CWA . . . . . . . Center Weather Advisory CWSU . . . . . Center Weather Service Unit DA . . . . . . . . Decision Altitude DCA . . . . . . . Ronald Reagan Washington National Airport DCP . . . . . . . Data Collection Package DER . . . . . . . Departure End of Runway DF . . . . . . . . Direction Finder DH . . . . . . . . Decision Height DME . . . . . . . Distance Measuring Equipment DME/N . . . . . Standard DME DME/P . . . . . Precision DME DOD . . . . . . . Department of Defense 7/31/08 AIM AIM 2/14/Appendix 4-2 Abbreviations/Acronyms Abbreviation/ Acronym Meaning DP . . . . . . . . Instrument Departure Procedure DPU . . . . . . . Data Processor Unit DRT . . . . . . . Diversion Recovery Tool DRVSM . . . . Domestic Reduced Vertical Separation Minimum DUATS . . . . . Direct User Access Terminal System DVA . . . . . . . Diverse Vector Area DVFR . . . . . . Defense Visual Flight Rules DVRSN . . . . Diversion EDCT . . . . . . Expect Departure Clearance Time EFAS . . . . . . En Route Flight Advisory Service ELT . . . . . . . . Emergency Locator Transmitter EMAS . . . . . Engineered Materials Arresting System EPE . . . . . . . Estimate of Position Error ESV . . . . . . . Expanded Service Volume ETA . . . . . . . Estimated Time of Arrival ETD . . . . . . . Estimated Time of Departure ETE . . . . . . . Estimated Time En Route EWINS . . . . . Enhanced Weather Information System EWR . . . . . . . Newark International Airport FA . . . . . . . . . Area Forecast FAA . . . . . . . Federal Aviation Administration FAF . . . . . . . . Final Approach Fix FAWP . . . . . . Final Approach Waypoint FB . . . . . . . . . Fly-by FCC . . . . . . . Federal Communications Commission FD . . . . . . . . Flight Director System FDC . . . . . . . Flight Data Center FDE . . . . . . . Fault Detection and Exclusion FIR . . . . . . . . Flight Information Region FIS . . . . . . . . Flight Information Service FISDL . . . . . Flight Information Services Data Link FLIP . . . . . . . Flight Information Publication FMS . . . . . . . Flight Management System FMSP . . . . . . Flight Management System Procedure FO . . . . . . . . Fly-over FPNM . . . . . . Feet Per Nautical Mile FSDO . . . . . . Flight Standards District Office FSS . . . . . . . . Flight Service Station GBAS . . . . . . Ground Based Augmentation System GEO . . . . . . . Geostationary Satellite GLS . . . . . . . GNSS Landing System GNSS . . . . . . Global Navigation Satellite System GNSSP . . . . . Global Navigation Satellite System Panel GPS . . . . . . . Global Positioning System GRI . . . . . . . . Group Repetition Interval GSD . . . . . . . Geographical Situation Display Abbreviation/ Acronym Meaning GUS . . . . . . . Ground Uplink Station HAT . . . . . . . Height Above Touchdown HDTA . . . . . . High Density Traffic Airports HEMS . . . . . Helicopter Emergency Medical Services HIRL . . . . . . High Intensity Runway Lights HIWAS . . . . . Hazardous Inflight Weather Advisory Service HRR . . . . . . . Helicopter Rapid Refueling Procedures Hz . . . . . . . . . Hertz IAF . . . . . . . . Initial Approach Fix IAP . . . . . . . . Instrument Approach Procedure IAS . . . . . . . . Indicated Air Speed IAWP . . . . . . Initial Approach Waypoint ICAO . . . . . . International Civil Aviation Organization IF . . . . . . . . . Intermediate Fix IFIM . . . . . . . International Flight Information Manual IFR . . . . . . . . Instrument Flight Rules ILS . . . . . . . . Instrument Landing System ILS/PRM . . . Instrument Landing System/Precision Runway Monitor IM . . . . . . . . . Inner Marker IMC . . . . . . . Instrument Meteorological Conditions INS . . . . . . . . Inertial Navigation System IOC . . . . . . . . Initial Operational Capability IR . . . . . . . . . IFR Military Training Route IRU . . . . . . . . Inertial Reference Unit ITWS . . . . . . Integrated Terminal Weather System JFK . . . . . . . . John F. Kennedy International Airport kHz . . . . . . . . Kilohertz LAA . . . . . . . Local Airport Advisory LAAS . . . . . . Local Area Augmentation System LAHSO . . . . Land and Hold Short Operations LAWRS . . . . Limited Aviation Weather Reporting Station LDA . . . . . . . Localizer Type Directional Aid LDA/PRM . . Localizer Type Directional Aid/Precision Runway Monitor LGA . . . . . . . LaGuardia Airport LIRL . . . . . . . Low Intensity Runway Lights LLWAS . . . . . Low Level Wind Shear Alert System LLWAS NE . Low Level Wind Shear Alert System Network Expansion LLWAS-RS . Low Level Wind Shear Alert System Relocation/Sustainment LNAV . . . . . . Lateral Navigation LOC . . . . . . . Localizer LOP . . . . . . . Line-of-position LORAN . . . . Long Range Navigation System 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 Appendix 4-3 Abbreviations/Acronyms Abbreviation/ Acronym Meaning LP . . . . . . . . . Localizer Performance LPV . . . . . . . Localizer Performance with Vertical Guidance LZ . . . . . . . . . Landing Zone MAHWP . . . Missed Approach Holding Waypoint MAP . . . . . . . Missed Approach Point MAWP . . . . . Missed Approach Waypoint MDA . . . . . . Minimum Descent Altitude MEA . . . . . . . Minimum En Route Altitude MEARTS . . . Micro En Route Automated Radar Tracking System METAR . . . . Aviation Routine Weather Report MHz . . . . . . . Megahertz MIRL . . . . . . Medium Intensity Runway Lights MLS . . . . . . . Microwave Landing System MM . . . . . . . Middle Marker MOA . . . . . . Military Operations Area MOCA . . . . . Minimum Obstruction Clearance Altitude MRA . . . . . . Minimum Reception Altitude MRB . . . . . . . Magnetic Reference Bearing MSA . . . . . . . Minimum Safe Altitude MSAW . . . . . Minimum Safe Altitude Warning MSL . . . . . . . Mean Sea Level MTI . . . . . . . Moving Target Indicator MTOS . . . . . . Mountain Obscuration MTR . . . . . . . Military Training Route MVA . . . . . . . Minimum Vectoring Altitude MWA . . . . . . Mountain Wave Activity MWO . . . . . . Meteorological Watch Office NACO . . . . . National Aeronautical Charting Office NAS . . . . . . . National Airspace System NASA . . . . . . National Aeronautics and Space Administration NAVAID . . . . Navigational Aid NAVCEN . . . Coast Guard Navigation Center NCWF . . . . . National Convective Weather Forecast NDB . . . . . . . Nondirectional Radio Beacon NEXRAD . . . Next Generation Weather Radar NFDC . . . . . . National Flight Data Center NGA . . . . . . . National Geospatial-Intelligence Agency NIDS . . . . . . National Institute for Discovery Sciences NM . . . . . . . . Nautical Mile NMAC . . . . . Near Midair Collision NOAA . . . . . National Oceanic and Atmospheric Administration NOPAC . . . . North Pacific NoPT . . . . . . No Procedure Turn Required NOTAM . . . . Notice to Airmen Abbreviation/ Acronym Meaning NPA . . . . . . . Nonprecision Approach NRS . . . . . . . Navigation Reference System NSA . . . . . . . National Security Area NSW . . . . . . . No Significant Weather NTAP . . . . . . Notices to Airmen Publication NTSB . . . . . . National Transportation Safety Board NTZ . . . . . . . No Transgression Zone NWS . . . . . . . National Weather Service OAT . . . . . . . Outside Air Temperature OBS . . . . . . . Omni-bearing Selector ODP . . . . . . . Obstacle Departure Procedure OIS . . . . . . . . Operational Information System OIS . . . . . . . . Obstacle Identification Surface OM . . . . . . . . Outer Marker ORD . . . . . . . Chicago O’Hare International Airport PA . . . . . . . . . Precision Approach PAPI . . . . . . . Precision Approach Path Indicator PAR . . . . . . . Precision Approach Radar PAR . . . . . . . Preferred Arrival Route PC . . . . . . . . . Personal Computer P/CG . . . . . . . Pilot/Controller Glossary PDC . . . . . . . Pre-departure Clearance PFD . . . . . . . Personal Flotation Device PinS . . . . . . . Point-in-Space PIREP . . . . . . Pilot Weather Report POB . . . . . . . Persons on Board POFZ . . . . . . Precision Obstacle Free Zone POI . . . . . . . . Principal Operations Inspector PPS . . . . . . . . Precise Positioning Service PRM . . . . . . . Precision Runway Monitor PT . . . . . . . . . Procedure Turn QICP . . . . . . Qualified Internet Communications Provider RA . . . . . . . . Resolution Advisory RAA . . . . . . . Remote Advisory Airport RAIM . . . . . . Receiver Autonomous Integrity Monitoring RAIS . . . . . . Remote Airport Information Service RBDT . . . . . . Ribbon Display Terminals RCAG . . . . . Remote Center Air/Ground RCC . . . . . . . Rescue Coordination Center RCLS . . . . . . Runway Centerline Lighting System RCO . . . . . . . Remote Communications Outlet RD . . . . . . . . Rotor Diameter REIL . . . . . . . Runway End Identifier Lights RFM . . . . . . . Rotorcraft Flight Manual RLIM . . . . . . Runway Light Intensity Monitor RMI . . . . . . . Radio Magnetic Indicator 7/08 31/AIM AIM 2/14/Appendix 4-4 Abbreviations/Acronyms Abbreviation/ Acronym Meaning RNAV . . . . . . Area Navigation RNP . . . . . . . Required Navigation Performance ROC . . . . . . . Required Obstacle Clearance RPAT . . . . . . RNP Parallel Approach Runway Transitions RVR . . . . . . . Runway Visual Range RVSM . . . . . . Reduced Vertical Separation Minimum SAAAR . . . . Special Aircraft and Aircrew Authorization Required SAM . . . . . . . System Area Monitor SAR . . . . . . . Search and Rescue SAS . . . . . . . Stability Augmentation System SBAS . . . . . . Satellite-based Augmentation System SCAT-1 DGPS . . . . . . Special Category I Differential GPS SDF . . . . . . . Simplified Directional Facility SFL . . . . . . . . Sequenced Flashing Lights SFR . . . . . . . Special Flight Rules SIAP . . . . . . . Standard Instrument Approach Procedure SID . . . . . . . . Standard Instrument Departure SIGMET . . . . Significant Meteorological Information SM . . . . . . . . Statute Mile SMGCS . . . . Surface Movement Guidance Control System SNR . . . . . . . Signal-to-noise Ratio SOIA . . . . . . Simultaneous Offset Instrument Approaches SOP . . . . . . . Standard Operating Procedure SPC . . . . . . . Storm Prediction Center SPS . . . . . . . . Standard Positioning Service STAR . . . . . . Standard Terminal Arrival STARS . . . . . Standard Terminal Automation Replacement System STMP . . . . . . Special Traffic Management Program SWSL . . . . . . Supplemental Weather Service Locations TA . . . . . . . . . Traffic Advisory TAA . . . . . . . Terminal Arrival Area TAC . . . . . . . Terminal Area Chart TACAN . . . . Tactical Air Navigation TAF . . . . . . . Aerodrome Forecast TAS . . . . . . . True Air Speed TCAS . . . . . . Traffic Alert and Collision Avoidance System TCH . . . . . . . Threshold Crossing Height TD . . . . . . . . Time Difference TDLS . . . . . . Tower Data Link System TDWR . . . . . Terminal Doppler Weather Radar TDZL . . . . . . Touchdown Zone Lights TEC . . . . . . . Tower En Route Control Abbreviation/ Acronym Meaning TIBS . . . . . . . Telephone Information Briefing Service TIPH . . . . . . . Taxi into Position and Hold TIS . . . . . . . . Traffic Information Service TIS-B . . . . . . Traffic Information Service-Broadcast TLS . . . . . . . Transponder Landing System TPP . . . . . . . . Terminal Procedures Publications TRSA . . . . . . Terminal Radar Service Area TSO . . . . . . . Technical Standard Order TWEB . . . . . Transcribed Weather Broadcast TWIB . . . . . . Terminal Weather Information for Pilots System UA . . . . . . . . Unmanned Aircraft UAS . . . . . . . Unmanned Aircraft System UAV . . . . . . . Unmanned Aerial Vehicle UFO . . . . . . . Unidentified Flying Object UHF . . . . . . . Ultrahigh Frequency U.S. . . . . . . . United States USCG . . . . . . United States Coast Guard UTC . . . . . . . Coordinated Universal Time UWS . . . . . . . Urgent Weather SIGMET VAR . . . . . . . Volcanic Activity Reporting VASI . . . . . . . Visual Approach Slope Indicator VCOA . . . . . Visual Climb Over the Airport VDA . . . . . . . Vertical Descent Angle VDP . . . . . . . Visual Descent Point VFR . . . . . . . Visual Flight Rules VGSI . . . . . . Visual Glide Slope Indicator VHF . . . . . . . Very High Frequency VIP . . . . . . . . Video Integrator Processor VMC . . . . . . Visual Meteorological Conditions VMINI . . . . . . Instrument flight minimum speed, utilized in complying with minimum limit speed requirements for instrument flight VNAV . . . . . . Vertical Navigation VNE . . . . . . . Never exceed speed VNEI . . . . . . . Instrument flight never exceed speed, utilized instead of VNE for compliance with maximum limit speed requirements for instrument flight VOR . . . . . . . Very High Frequency Omni-directional Range VORTAC . . . VHF Omni-directional Range/Tactical Air Navigation VOT . . . . . . . VOR Test Facility VR . . . . . . . . VFR Military Training Route VREF. . . . . . . . . The reference landing approach speed, usually about 1.3 times Vso plus 50 percent of the wind gust speed in excess of the mean wind speed. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 Appendix 4-5 Abbreviations/Acronyms Abbreviation/ Acronym Meaning VSO. . . . . . . . . . The stalling speed or the minimum steady flight speed in the landing configuration at maximum weight. VTF . . . . . . . Vector to Final VV . . . . . . . . Vertical Visibility VVI . . . . . . . Vertical Velocity Indicator VY . . . . . . . . Speed for best rate of climb VYI . . . . . . . . Instrument climb speed, utilized instead of VY for compliance with the climb requirements for instrument flight WA . . . . . . . . AIRMET WAAS . . . . . Wide Area Augmentation System WAC . . . . . . . World Aeronautical Chart WFO . . . . . . . Weather Forecast Office WGS-84 . . . . World Geodetic System of 1984 Abbreviation/ Acronym Meaning WMO . . . . . . World Meteorological Organization WMS . . . . . . Wide-Area Master Station WMSC . . . . . Weather Message Switching Center WMSCR . . . . Weather Message Switching Center Replacement WP . . . . . . . . Waypoint WRS . . . . . . . Wide-Area Ground Reference Station WS . . . . . . . . SIGMET WSO . . . . . . Weather Service Office WSP . . . . . . . Weather System Processor WST . . . . . . . Convective Significant Meteorological Information WW . . . . . . . Severe Weather Watch Bulletin 07 2 AIM 31/3/15/7110.65R CHG 7/08 Pilot/Controller Glossary 7/31/08 PCG-1

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PILOT/CONTROLLER GLOSSARY PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose. b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM). c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. EXPLANATION OF CHANGES a. Terms Added: AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSS ONLY b. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes. Pilot/Controller Glossary 2/14/08 PCG A-1 A AAI(See ARRIVAL AIRCRAFT INTERVAL.) AAR(See AIRPORT ARRIVAL RATE.) ABBREVIATED IFR FLIGHT PLANS- An authorization by ATC requiring pilots to submit only that information needed for the purpose of ATC. It includes only a small portion of the usual IFR flight plan information. In certain instances, this may be only aircraft identification, location, and pilot request. Other information may be requested if needed by ATC for separation/control purposes. It is frequently used by aircraft which are airborne and desire an instrument approach or by aircraft which are on the ground and desire a climb to VFR-on-top. (See VFR-ON-TOP.) (Refer to AIM.) ABEAM- An aircraft is “abeam” a fix, point, or object when that fix, point, or object is approximately 90 degrees to the right or left of the aircraft track. Abeam indicates a general position rather than a precise point. ABORT- To term inate a preplanned aircraft maneuver; e.g., an aborted takeoff. ACC [ICAO]- (See ICAO term AREA CONTROL CENTER.) ACCELERATE-STOP DISTANCE AVAILABLE- The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane aborting a takeoff. ACCELERATE-STOP DISTANCE AVAILABLE [ICAO]- The length of the take-off run available plus the length of the stopway if provided. ACDO(See AIR CARRIER DISTRICT OFFICE.) ACKNOWLEDGE- Let me know that you have received my message. (See ICAO term ACKNOWLEDGE.) ACKNOWLEDGE [ICAO]- Let me know that you have received and understood this message. ACL(See AIRCRAFT LIST.) ACLS(See AUTOMATIC CARRIER LANDING SYSTEM.) ACLT(See ACTUAL CALCULATED LANDING TIME.) ACROBATIC FLIGHT- An intentional maneuver involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight. (See ICAO term ACROBATIC FLIGHT.) (Refer to 14 CFR Part 91.) ACROBATIC FLIGHT [ICAO]- Maneuvers inten- tionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an abnormal variation in speed. ACTIVE RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY RUNWAY.) ACTUAL CALCULATED LANDING TIME- ACLT is a flight's frozen calculated landing time. An actual time determined at freeze calculated landing time (FCLT) or meter list display interval (MLDI) for the adapted vertex for each arrival aircraft based upon runway configuration, airport acceptance rate, airport arrival delay period, and other metered arrival aircraft. This time is either the vertex time of arrival (VTA) of the aircraft or the tentative calculated landing time (TCLT)/ACLT of the previous aircraft plus the arrival aircraft interval (AAI), whichever is later. This time will not be updated in response to the aircraft's progress. ACTUAL NAVIGATION PERFORMANCE (ANP)- (See REQUIRED NAVIGATION PERFORMANCE.) ADDITIONAL SERVICES- Advisory information provided by ATC which includes but is not limited to the following: a. Traffic advisories. b. Vectors, when requested by the pilot, to assist aircraft receiving traffic advisories to avoid observed traffic. Pilot/Controller Glossary 2/14/08 PCG A-2 c. Altitude deviation information of 300 feet or more from an assigned altitude as observed on a verified (reading correctly) automatic altitude readout (Mode C). d. Advisories that traffic is no longer a factor. e. Weather and chaff information. f. Weather assistance. g. Bird activity information. h. Holding pattern surveillance. Additional ser- vices are provided to the extent possible contingent only upon the controller's capability to fit them into the performance of higher priority duties and on the basis of limitations of the radar, volume of traffic, frequency congestion, and controller workload. The controller has complete discretion for determining if he/she is able to provide or continue to provide a service in a particular case. The controller's reason not to provide or continue to provide a service in a particular case is not subject to question by the pilot and need not be made known to him/her. (See TRAFFIC ADVISORIES.) (Refer to AIM.) ADF(See AUTOMATIC DIRECTION FINDER.) ADIZ(See AIR DEFENSE IDENTIFICATION ZONE.) ADLY(See ARRIVAL DELAY.) ADMINISTRATOR- The Federal Aviation Admin- istrator or any person to whom he/she has delegated his/her authority in the matter concerned. ADR(See AIRPORT DEPARTURE RATE.) ADS [ICAO]- (See ICAO term AUTOMATIC DEPENDENT SURVEILLANCE.) ADS-B(See AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST.) ADS-C(See AUTOMATIC DEPENDENT SURVEILLANCE-CONTRACT.) ADVISE INTENTIONS- Tell me what you plan to do. ADVISORY- Advice and information provided to assist pilots in the safe conduct of flight and aircraft movement. (See ADVISORY SERVICE.) ADVISORY FREQUENCY- The appropriate fre- quency to be used for Airport Advisory Service. (See LOCAL AIRPORT ADVISORY.) (See UNICOM.) (Refer to ADVISORY CIRCULAR NO. 90-42.) (Refer to AIM.) ADVISORY SERVICE- Advice and information provided by a facility to assist pilots in the safe conduct of flight and aircraft movement. (See ADDITIONAL SERVICES.) (See EN ROUTE FLIGHT ADVISORY SERVICE.) (See LOCAL AIRPORT ADVISORY.) (See RADAR ADVISORY.) (See SAFETY ALERT.) (See TRAFFIC ADVISORIES.) (Refer to AIM.) AERIAL REFUELING- A procedure used by the military to transfer fuel from one aircraft to another during flight. (Refer to VFR/IFR Wall Planning Charts.) AERODROME- A defined area on land or water (including any buildings, installations and equip- ment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft. AERODROME BEACON [ICAO]- Aeronautical beacon used to indicate the location of an aerodrome from the air. AERODROME CONTROL SERVICE [ICAO]- Air traffic control service for aerodrome traffic. AERODROME CONTROL TOWER [ICAO]- A unit established to provide air traffic control service to aerodrome traffic. AERODROME ELEVATION [ICAO]- The eleva- tion of the highest point of the landing area. AERODROME TRAFFIC CIRCUIT [ICAO]- The specified path to be flown by aircraft operating in the vicinity of an aerodrome. AERONAUTICAL BEACON- A visual NAVAID displaying flashes of white and/or colored light to indicate the location of an airport, a heliport, a Pilot/Controller Glossary 2/14/08 PCG A-3 landmark, a certain point of a Federal airway in mountainous terrain, or an obstruction. (See AIRPORT ROTATING BEACON.) (Refer to AIM.) AERONAUTICAL CHART- A map used in air navigation containing all or part of the following: topographic features, hazards and obstructions, navigation aids, navigation routes, designated airspace, and airports. Commonly used aeronautical charts are: a. Sectional Aeronautical Charts (1:500,000)- Designed for visual navigation of slow or medium speed aircraft. Topographic information on these charts features the portrayal of relief and a judicious selection of visual check points for VFR flight. Aeronautical information includes visual and radio aids to navigation, airports, controlled airspace, restricted areas, obstructions, and related data. b. VFR Terminal Area Charts (1:250,000)- Depict Class B airspace which provides for the control or segregation of all the aircraft within Class B airspace. The chart depicts topographic informa- tion and aeronautical information which includes visual and radio aids to navigation, airports, controlled airspace, restricted areas, obstructions, and related data. c. World Aeronautical Charts (WAC) (1:1,000,000)- Provide a standard series of aeronau- tical charts covering land areas of the world at a size and scale convenient for navigation by moderate speed aircraft. Topographic information includes cities and towns, principal roads, railroads, distinc- tive landmarks, drainage, and relief. Aeronautical inform ation includes visual and radio aids to navigation, airports, airways, restricted areas, obstructions, and other pertinent data. d. En Route Low Altitude Charts- Provide aeronautical information for en route instrument navigation (IF R) in the low altitude stratum. Information includes the portrayal of airways, limits of controlled airspace, position identification and frequencies of radio aids, selected airports, minimum en route and minimum obstruction clearance altitudes, airway distances, reporting points, re- stricted areas, and related data. Area charts, which are a part of this series, furnish terminal data at a larger scale in congested areas. e. En Route High Altitude Charts- Provide aeronautical information for en route instrument navigation (IFR) in the high altitude stratum. Information includes the portrayal of jet routes, identification and frequencies of radio aids, selected airports, distances, time zones, special use airspace, and related information. f. Instrument Approach Procedures (IAP) Charts- Portray the aeronautical data which is required to execute an instrument approach to an airport. These charts depict the procedures, including all related data, and the airport diagram. Each procedure is designated for use with a specific type of electronic navigation system including NDB, TACAN, VOR, ILS/MLS, and RNAV. These charts are identified by the type of navigational aid(s) which provide final approach guidance. g. Instrument Departure Procedure (DP) Charts- Designed to expedite clearance delivery and to facilitate transition between takeoff and en route operations. Each DP is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location. h. Standard Terminal Arrival (STAR) Charts- Designed to expedite air traffic control arrival procedures and to facilitate transition between en route and instrument approach operations. Each STAR procedure is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location. i. Airport Taxi Charts- Designed to expedite the efficient and safe flow of ground traffic at an airport. These charts are identified by the official airport name; e.g., Ronald Reagan Washington National Airport. (See ICAO term AERONAUTICAL CHART.) AERONAUTICAL CHART [ICAO]- A representa- tion of a portion of the earth, its culture and relief, specifically designated to meet the requirements of air navigation. AERONAUTICAL INFORMATION MANUAL (AIM)- A primary FAA publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. It provides basic flight information, ATC Procedures and general instruc- tional information concerning health, medical facts, factors affecting flight safety, accident and hazard reporting, and types of aeronautical charts and their use. AERONAUTICAL INFORMATION PUBLICA- TION (AIP) [ICAO]- A publication issued by or with 2/14/08 PCG A-4 the authority of a State and containing aeronautical information of a lasting character essential to air navigation. A/FD(See AIRPORT/FACILITY DIRECTORY.) AFFIRMATIVE- Yes. AFIS(See AUTOMATIC FLIGHT INFORMATION SERVICE - ALASKA FSSs ONLY.) AFP(See AIRSPACE FLOW PROGRAM.) AIM(See AERONAUTICAL INFORMATION MANUAL.) AIP [ICAO]- (See ICAO term AERONAUTICAL INFORMATION PUBLICATION.) AIR CARRIER DISTRICT OFFICE- An FAA field office serving an assigned geographical area, staffed with Flight Standards personnel serving the aviation industry and the general public on matters related to the certification and operation of scheduled air carriers and other large aircraft operations. AIR DEFENSE EMERGENCY- A military emer- gency condition declared by a designated authority. This condition exists when an attack upon the continental U.S., Alaska, Canada, or U.S. installa- tions in Greenland by hostile aircraft or missiles is considered probable, is imminent, or is taking place. (Refer to AIM.) AIR DEFENSE IDENTIFICATION ZONE (ADIZ)- The area of airspace over land or water, extending upward from the surface, within which the ready identification, the location, and the control of aircraft are required in the interest of national security. a. Domestic Air Defense Identification Zone. An ADIZ within the United States along an international boundary of the United States. b. Coastal Air Defense Identification Zone. An ADIZ over the coastal waters of the United States. c. Distant Early Warning Identification Zone (DEWIZ). An ADIZ over the coastal waters of the State of Alaska. d. Land-Based Air Defense Identification Zone. An ADIZ over U.S. metropolitan areas, which is activated and deactivated as needed, with dimen- sions, activation dates and other relevant information disseminated via NOTAM. Note:_ADIZ locations and operating and flight plan requirements for civil aircraft operations are speci- fied in 14 CFR Part 99. (Refer to AIM.) AIR NAVIGATION FACILITY- Any facility used in, available for use in, or designed for use in, aid of air navigation, including landing areas, lights, any apparatus or equipment for disseminating weather information, for signaling, for radio-directional finding, or for radio or other electrical communica- tion, and any other structure or mechanism having a similar purpose for guiding or controlling flight in the air or the landing and takeoff of aircraft. (See NAVIGATIONAL AID.) AIR ROUTE SURVEILLANCE RADAR- Air route traffic control center (ARTCC) radar used primarily to detect and display an aircraft's position while en route between terminal areas. The ARSR enables controllers to provide radar air traffic control service when aircraft are within the ARSR coverage. In some instances, ARSR may enable an ARTCC to provide terminal radar services similar to but usually more limited than those provided by a radar approach control. AIR ROUTE TRAFFIC CONTROL CENTER- A facility established to provide air traffic control service to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. When equipment capabilities and controller workload permit, certain advisory/as- sistance services may be provided to VFR aircraft. (See EN ROUTE AIR TRAFFIC CONTROL SERVICES.) (Refer to AIM.) AIR TAXI- Used to describe a helicopter/VTOL aircraft movement conducted above the surface but normally not above 100 feet AGL. The aircraft may proceed either via hover taxi or flight at speeds more than 20 knots. The pilot is solely responsible for selecting a safe airspeed/altitude for the operation being conducted. (See HOVER TAXI.) (Refer to AIM.) Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-5 AIR TRAFFIC- Aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas. (See ICAO term AIR TRAFFIC.) AIR TRAFFIC [ICAO]- All aircraft in flight or operating on the maneuvering area of an aerodrome. AIR TRAFFIC CLEARANCE- An authorization by air traffic control for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified traffic conditions within controlled airspace. The pilot-in-command of an aircraft may not deviate from the provisions of a visual flight rules (VFR) or instrument flight rules (IFR) air traffic clearance except in an emergency or unless an amended clearance has been obtained. Additionally, the pilot may request a different clearance from that which has been issued by air traffic control (ATC) if information available to the pilot makes another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued. Pilots may also request clarification or amendment, as appropriate, any time a clearance is not fully understood, or considered unacceptable because of safety of flight. Controllers should, in such instances and to the extent of operational practicality and safety, honor the pilot's request. 14 CFR Part 91.3(a) states: “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.” THE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot's opinion, would place the aircraft in jeopardy. (See ATC INSTRUCTIONS.) (See ICAO term AIR TRAFFIC CONTROL CLEARANCE.) AIR TRAFFIC CONTROL- A service operated by appropriate authority to promote the safe, orderly and expeditious flow of air traffic. (See ICAO term AIR TRAFFIC CONTROL SERVICE.) AIR TRAFFIC CONTROL CLEARANCE [ICAO]- Authorization for an aircraft to proceed under conditions specified by an air traffic control unit. Note 1:_For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts. Note 2:_The abbreviated term clearance may be prefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular portion of flight to which the air traffic control clear- ance relates. AIR TRAFFIC CONTROL SERVICE(See AIR TRAFFIC CONTROL.) AIR TRAFFIC CONTROL SERVICE [ICAO]- A service provided for the purpose of: a. Preventing collisions: 1. Between aircraft; and 2. On the maneuvering area between aircraft and obstructions. b. Expediting and maintaining an orderly flow of air traffic. AIR TRAFFIC CONTROL SPECIALIST- A person authorized to provide air traffic control service. (See AIR TRAFFIC CONTROL.) (See FLIGHT SERVICE STATION.) (See ICAO term CONTROLLER.) AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC) - An Air Traffic Tactical Operations facility responsible for monitoring and managing the flow of air traffic throughout the NAS, producing a safe, orderly, and expeditious flow of traffic while minimizing delays. The following functions are located at the ATCSCC: a. Central Altitude Reservation Function (CARF). Responsible for coordinating, planning, and approving special user requirements under the Altitude Reservation (ALTRV) concept. (See ALTITUDE RESERVATION.) b. Airport Reservation Office (ARO). Responsible for approving IFR flights at designated high density traffic airports (John F. Kennedy, LaGuardia, and Ronald Reagan Washington National) during specified hours. (Refer to 14 CFR Part 93.) (Refer to AIRPORT/FACILITY DIRECTORY.) 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-6 c. U.S. Notice to Airmen (NOTAM) Office. Responsible for collecting, maintaining, and distrib- uting NOTAMs for the U.S. civilian and military, as well as international aviation communities. (See NOTICE TO AIRMEN.) d. Weather Unit. Monitor all aspects of weather for the U.S. that might affect aviation including cloud cover, visibility, winds, precipitation, thunderstorms, icing, turbulence, and more. Provide forecasts based on observations and on discussions with meteorolo- gists from various National Weather Service offices, FAA facilities, airlines, and private weather services. AIR TRAFFIC SERVICE- A generic term meaning: a. Flight Information Service. b. Alerting Service. c. Air Traffic Advisory Service. d. Air Traffic Control Service: 1. Area Control Service, 2. Approach Control Service, or 3. Airport Control Service. AIR TRAFFIC SERVICE (ATS) ROUTES - The term “ATS Route” is a generic term that includes “VOR Federal airways,” “colored Federal airways,” “jet routes,” and “RNAV routes.” The term “ATS route” does not replace these more familiar route names, but serves only as an overall title when listing the types of routes that comprise the United States route structure. AIRBORNE DELAY- Amount of delay to be encountered in airborne holding. AIRCRAFT- Device(s) that are used or intended to be used for flight in the air, and when used in air traffic control terminology, may include the flight crew. (See ICAO term AIRCRAFT.) AIRCRAFT [ICAO]- Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth's surface. AIRCRAFT APPROACH CATEGORY- A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft must fit in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimums for the category for that speed must be used. For example, an aircraft which falls in Category A, but is circling to land at a speed in excess of 91 knots, must use the approach Category_B minimums when circling to land. The categories are as follows: a. Category A- Speed less than 91 knots. b. Category B- Speed 91 knots or more but less than 121 knots. c. Category C- Speed 121 knots or more but less than 141 knots. d. Category D- Speed 141 knots or more but less than 166 knots. e. Category E- Speed 166 knots or more. (Refer to 14 CFR Part 97.) AIRCRAFT CLASSES- For the purposes of Wake Turbulence Separation Minima, ATC classifies aircraft as Heavy, Large, and Small as follows: a. Heavy- Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight. b. Large- Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to 255,000 pounds. c. Small- Aircraft of 41,000 pounds or less maximum certificated takeoff weight. (Refer to AIM.) AIRCRAFT CONFLICT- Predicted conflict, within URET, of two aircraft, or between aircraft and airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or less. A Yellow alert is used when the predicted minimum separation is between 5 and approximately 12 nautical miles. A Blue alert is used for conflicts between an aircraft and predefined airspace. (See USER REQUEST EVALUATION TOOL.) AIRCRAFT LIST (ACL)- A view available with URET that lists aircraft currently in or predicted to be in a particular sector's airspace. The view contains textual flight data information in line format and may be sorted into various orders based on the specific needs of the sector team. (See USER REQUEST EVALUATION TOOL.) AIRCRAFT SURGE LAUNCH AND RECOVERY- Procedures used at USAF bases to provide increased launch and recovery rates in instrument flight rules conditions. ASLAR is based on: Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-7 a. Reduced separation between aircraft which is based on time or distance. Standard arrival separation applies between participants including multiple flights until the DRAG point. The DRAG point is a published location on an ASLAR approach where aircraft landing second in a formation slows to a predetermined airspeed. The DRAG point is the reference point at which MARSA applies as expanding elements effect separation within a flight or between subsequent participating flights. b. ASLAR procedures shall be covered in a Letter of Agreement between the responsible USAF military ATC facility and the concerned Federal Aviation Administration facility. Initial Approach Fix spacing requirements are normally addressed as a minimum. AIRMEN'S METEOROLOGICAL INFORMATION(See AIRMET.) AIRMET- In-flight weather advisories issued only to amend the area forecast concerning weather phenomena which are of operational interest to all aircraft and potentially hazardous to aircraft having limited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by SIGMETs or Convective SIGMETs. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 knots or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility less than 3 miles, and extensive mountain obscurement. (See AWW.) (See CONVECTIVE SIGMET.) (See CWA.) (See SIGMET.) (Refer to AIM.) AIRPORT- An area on land or water that is used or intended to be used for the landing and takeoff of aircraft and includes its buildings and facilities, if any. AIRPORT ADVISORY AREA- The area within ten miles of an airport without a control tower or where the tower is not in operation, and on which a Flight Service Station is located. (See LOCAL AIRPORT ADVISORY.) (Refer to AIM.) AIRPORT ARRIVAL RATE (AAR)- A dynamic input parameter specifying the number of arriving aircraft which an airport or airspace can accept from the ARTCC per hour. The AAR is used to calculate the desired interval between successive arrival aircraft. AIRPORT DEPARTURE RATE (ADR)- A dynamic parameter specifying the number of aircraft which can depart an airport and the airspace can accept per hour. AIRPORT ELEVATION- The highest point of an airport's usable runways measured in feet from mean sea level. (See TOUCHDOWN ZONE ELEVATION.) (See ICAO term AERODROME ELEVATION.) AIRPORT/FACILITY DIRECTORY- A publication designed primarily as a pilot's operational manual containing all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, and certain special notices and procedures. This publication is issued in seven volumes according to geographical area. AIRPORT LIGHTING- Various lighting aids that may be installed on an airport. Types of airport lighting include: a. Approach Light System (ALS)- An airport lighting facility which provides visual guidance to landing aircraft by radiating light beam s in a directional pattern by which the pilot aligns the aircraft with the extended centerline of the runway on his/her final approach for landing. Condenser- Discharge Sequential Flashing Lights/Sequenced Flashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light Systems are: 1. ALSF-1- Approach Light System with Sequenced Flashing Lights in ILS Cat-I configura- tion. 2. ALSF-2- Approach Light System with Sequenced Flashing Lights in ILS Cat-II configura- tion. The ALSF-2 may operate as an SSALR when weather conditions permit. 3. SSALF- Simplified Short Approach Light System with Sequenced Flashing Lights. 4. SSALR- Simplified Short Approach Light System with Runway Alignment Indicator Lights. 5. MALSF- Medium Intensity Approach Light System with Sequenced Flashing Lights. 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-8 6. MALSR- Medium Intensity Approach Light System with Runway Alignment Indicator Lights. 7. LDIN- Lead-in-light system- Consists of one or more series of flashing lights installed at or near ground level that provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures. 8. RAIL- Runway Alignment Indicator Lights- Sequenced Flashing Lights which are installed only in combination with other light systems. 9. ODALS- Omnidirectional Approach Light- ing System consists of seven omnidirectional flashing lights located in the approach area of a nonprecision runway. Five lights are located on the runway centerline extended with the first light located 300 feet from the threshold and extending at equal intervals up to 1,500 feet from the threshold. The other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet from the runway edge, or 75 feet from the runway edge when installed on a runway equipped with a VASI. (Refer to FAAO JO 6850.2, VISUAL GUIDANCE LIGHTING SYSTEMS.) b. Runway Lights/Runway Edge Lights- Lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may be controlled or preset. c. Touchdown Zone Lighting- Two rows of transverse light bars located symmetrically about the runway centerline normally at 100 foot intervals. The basic system extends 3,000 feet along the runway. d. Runway Centerline Lighting- Flush centerline lights spaced at 50-foot intervals beginning 75 feet from the landing threshold and extending to within 75 feet of the opposite end of the runway. e. Threshold Lights- Fixed green lights arranged symmetrically left and right of the runway centerline, identifying the runway threshold. f. Runway End Identifier Lights (REIL)- Two synchronized flashing lights, one on each side of the runway threshold, which provide rapid and positive identification of the approach end of a particular runway. g. Visual Approach Slope Indicator (VASI)- An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he/she is “on path” if he/she sees red/white, “above path” if white/white, and “below path” if red/red. Some airports serving large aircraft have three-bar VASIs which provide two visual glide paths to the same runway. h. Precision Approach Path Indicator (PAPI)- An airport lighting facility, similar to VASI, providing vertical approach slope guidance to aircraft during approach to landing. PAPIs consist of a single row of either two or four lights, normally installed on the left side of the runway, and have an effective visual range of about 5 miles during the day and up to 20 miles at night. PAPIs radiate a directional pattern of high intensity red and white focused light beams which indicate that the pilot is “on path” if the pilot sees an equal number of white lights and red lights, with white to the left of the red; “above path” if the pilot sees more white than red lights; and “below path” if the pilot sees more red than white lights. i. Boundary Lights- Lights defining the perimeter of an airport or landing area. (Refer to AIM.) AIRPORT MARKING AIDS- Markings used on runway and taxiway surfaces to identify a specific runway, a runway threshold, a centerline, a hold line, etc. A runway should be marked in accordance with its present usage such as: a. Visual. b. Nonprecision instrument. c. Precision instrument. (Refer to AIM.)

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AIR PORT REFERENCE POINT (ARP)- The approximate geometric center of all usable runway surfaces. AIRPORT RESERVATION OFFICE- Office re- sponsible for monitoring the operation of the high density rule. Receives and processes requests for IFR-operations at high density traffic airports. AIRPORT ROTATING BEACON- A visual NAVAID operated at many airports. At civil airports, alternating white and green flashes indicate the location of the airport. At military airports, the beacons flash alternately white and green, but are Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-9 differentiated from civil beacons by dualpeaked (two quick) white flashes between the green flashes. (See INSTRUMENT FLIGHT RULES.) (See SPECIAL VFR OPERATIONS.) (See ICAO term AERODROME BEACON.) (Refer to AIM.) AIRPORT STREAM FILTER (ASF)- An on/off filter that allows the conflict notification function to be inhibited for arrival streams into single or multiple airports to prevent nuisance alerts. AIRPORT SURFACE DETECTION EQUIPMENT (ASDE)- Surveillance equipment specifically de- signed to detect aircraft, vehicular traffic, and other objects, on the surface of an airport, and to present the image on a tower display. Used to augment visual observation by tower personnel of aircraft and/or vehicular movements on runways and taxiways. There are three ASDE systems deployed in the NAS: a. ASDE-3- a Surface Movement Radar. b. ASDE-X- a system that uses a X-band Surface Movement Radar and multilateration. Data from these two sources are fused and presented on a digital display. c. ASDE-3X- an ASDE-X system that uses the ASDE-3 Surface Movement Radar. AIRPORT SURVEILLANCE RADAR- Approach control radar used to detect and display an aircraft's position in the terminal area. ASR provides range and azimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles. AIRPORT TAXI CHARTS(See AERONAUTICAL CHART.) AIRPORT TRAFFIC CONTROL SERVICE- A service provided by a control tower for aircraft operating on the movement area and in the vicinity of an airport. (See MOVEMENT AREA.) (See TOWER.) (See ICAO term AERODROME CONTROL SERVICE.) AIRPORT TRAFFIC CONTROL TOWER(See TOWER.) AIRSPACE CONFLICT- Predicted conflict of an aircraft and active Special Activity Airspace (SAA). AIRSPACE FLOW PROGRAM (AFP)- AFP is a Traffic Management (TM) process administered by the Air Traffic Control System Command Center (ATCSCC) where aircraft are assigned an Expect Departure Clearance Time (EDCT) in order to manage capacity and demand for a specific area of the National Airspace System (NAS). The purpose of the program is to mitigate the effects of en route constraints. It is a flexible program and may be implemented in various forms depending upon the needs of the air traffic system. AIRSPACE HIERARCHY- Within the airspace classes, there is a hierarchy and, in the event of an overlap of airspace: Class A preempts Class B, Class B preempts Class C, Class C preempts Class D, Class D preempts Class E, and Class E preempts Class G. AIRSPEED- The speed of an aircraft relative to its surrounding air mass. The unqualified term “airspeed” means one of the following: a. Indicated Airspeed- The speed shown on the aircraft airspeed indicator. This is the speed used in pilot/controller communications under the general term “airspeed.” (Refer to 14 CFR Part 1.) b. True Airspeed- The airspeed of an aircraft relative to undisturbed air. Used primarily in flight planning and en route portion of flight. When used in pilot/controller communications, it is referred to as “true airspeed” and not shortened to “airspeed.” AIRSTART- The starting of an aircraft engine while the aircraft is airborne, preceded by engine shutdown during training flights or by actual engine failure. AIRWAY- A Class E airspace area established in the form of a corridor, the centerline of which is defined by radio navigational aids. (See FEDERAL AIRWAYS.) (See ICAO term AIRWAY.) (Refer to 14 CFR Part 71.) (Refer to AIM.) AIRWAY [ICAO]- A control area or portion thereof established in the form of corridor equipped with radio navigational aids. AIRWAY BEACON- Used to mark airway segments in remote mountain areas. The light flashes Morse Code to identify the beacon site. (Refer to AIM.) AIT(See AUTOMATED INFORMATION TRANSFER.) 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-10 ALERFA (Alert Phase) [ICAO]- A situation wherein apprehension exists as to the safety of an aircraft and its occupants. ALERT- A notification to a position that there is an aircraft-to-aircraft or aircraft-to-airspace conflict, as detected by Automated Problem Detection (APD). ALERT AREA(See SPECIAL USE AIRSPACE.) ALERT NOTICE- A request originated by a flight service station (FSS) or an air route traffic control center (ARTCC) for an extensive communication search for overdue, unreported, or missing aircraft. ALERTING SERVICE- A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required. ALNOT(See ALERT NOTICE.) ALONG-TRACK DISTANCE (ATD)- The distance measured from a point-in-space by systems using area navigation reference capabilities that are not subject to slant range errors. ALPHANUMERIC DISPLAY- Letters and numer- als used to show identification, altitude, beacon code, and other information concerning a target on a radar display. (See AUTOMATED RADAR TERMINAL SYSTEMS.) ALTERNATE AERODROME [ICAO]- An aero- drome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Note:_The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for the flight. ALTERNATE AIRPORT- An airport at which an aircraft may land if a landing at the intended airport becomes inadvisable. (See ICAO term ALTERNATE AERODROME.) ALTIMETER SETTING- The barometric pressure reading used to adjust a pressure altimeter for variations in existing atmospheric pressure or to the standard altimeter setting (29.92). (Refer to 14 CFR Part 91.) (Refer to AIM.) ALTITUDE- The height of a level, point, or object measured in feet Above Ground Level (AGL) or from Mean Sea Level (MSL). (See FLIGHT LEVEL.) a. MSL Altitude- Altitude expressed in feet measured from mean sea level. b. AGL Altitude- Altitude expressed in feet measured above ground level. c. Indicated Altitude- The altitude as shown by an altimeter. On a pressure or barometric altimeter it is altitude as shown uncorrected for instrument error and uncompensated for variation from standard atmospheric conditions. (See ICAO term ALTITUDE.) ALTITUDE [ICAO]- The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL). ALTITUDE READOUT- An aircraft's altitude, transmitted via the Mode C transponder feature, that is visually displayed in 100-foot increments on a radar scope having readout capability. (See ALPHANUMERIC DISPLAY.) (See AUTOMATED RADAR TERMINAL SYSTEMS.) (Refer to AIM.) ALTITUDE RESERVATION- Airspace utilization under prescribed conditions normally employed for the mass movement of aircraft or other special user requirem ents which cannot otherwise be accomplished. ALTRVs are approved by the appropriate FAA facility. (See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.) ALTITUDE RESTRICTION- An altitude or alti- tudes, stated in the order flown, which are to be maintained until reaching a specific point or time. Altitude restrictions may be issued by ATC due to traffic, terrain, or other airspace considerations. ALTITUDE RESTRICTIONS ARE CANCELED- Adherence to previously imposed altitude restric- tions is no longer required during a climb or descent. ALTRV(See ALTITUDE RESERVATION.) AMVER(See AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM.) APB(See AUTOMATED PROBLEM DETECTION BOUNDARY.) Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-11 APD(See AUTOMATED PROBLEM DETECTION.) APDIA(See AUTOMATED PROBLEM DETECTION INHIBITED AREA.) APPROACH CLEARANCE- Authorization by ATC for a pilot to conduct an instrument approach. The type of instrum ent approach for which a clearance and other pertinent information is provided in the approach clearance when required. (See CLEARED APPROACH.) (See INSTRUMENT APPROACH PROCEDURE.) (Refer to AIM.) (Refer to 14 CFR Part 91.) APPROACH CONTROL FACILITY- A terminal ATC facility that provides approach control service in a terminal area. (See APPROACH CONTROL SERVICE.) (See RADAR APPROACH CONTROL FACILITY.) APPROACH CONTROL SERVICE- Air traffic control service provided by an approach control facility for arriving and departing VFR/IFR aircraft and, on occasion, en route aircraft. At some airports not served by an approach control facility, the ARTCC provides limited approach control service. (See ICAO term APPROACH CONTROL SERVICE.) (Refer to AIM.) APPROACH CONTROL SERVICE [ICAO]- Air traffic control service for arriving or departing controlled flights. APPROACH GATE- An imaginary point used within ATC as a basis for vectoring aircraft to the final approach course. The gate will be established along the final approach course 1 mile from the final approach fix on the side away from the airport and will be no closer than 5 miles from the landing threshold.

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APPROACH LIGHT SYSTEM(See AIRPORT LIGHTING.) APPROACH SEQUENCE- The order in which aircraft are positioned while on approach or awaiting approach clearance. (See LANDING SEQUENCE.) (See ICAO term APPROACH SEQUENCE.) APPROACH SEQUENCE [ICAO]- The order in which two or more aircraft are cleared to approach to land at the aerodrome. APPROACH SPEED- The recommended speed contained in aircraft manuals used by pilots when making an approach to landing. This speed will vary for different segments of an approach as well as for aircraft weight and configuration. APPROPRIATE ATS AUTHORITY [ICAO]- The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned. In the United States, the “appropriate ATS authority” is the Program Director for Air Traffic Planning and Procedures, ATP-1. APPROPRIATE AUTHORITYa. Regarding flight over the high seas: the relevant authority is the State of Registry.

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b. Regarding flight over other than the high seas: the relevant authority is the State having sovereignty over the territory being overflown. APPROPRIATE OBSTACLE CLEARANCE MINIMUM ALTITUDE- Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) APPROPRIATE TERRAIN CLEARANCE MINIMUM ALTITUDE- Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) APRON- A defined area on an airport or heliport intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, parking, or maintenance. With regard to seaplanes, a ramp is used for access to the apron from the water. (See ICAO term APRON.) APRON [IC AO]- A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, refueling, parking or maintenance. ARC- The track over the ground of an aircraft flying at a constant distance from a navigational aid by reference to distance measuring equipment (DME). 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-12 AREA CONTROL CENTER [ICAO]- An air traffic control facility primarily responsible for ATC services being provided IFR aircraft during the en route phase of flight. The U.S. equivalent facility is an air route traffic control center (ARTCC). AREA NAVIGATION- Area Navigation (RNAV) provides enhanced navigational capability to the pilot. RNAV equipment can compute the airplane position, actual track and ground speed and then provide meaningful information relative to a route of flight selected by the pilot. Typical equipment will provide the pilot with distance, time, bearing and crosstrack error relative to the selected “TO” or “active” waypoint and the selected route. Several distinctly different navigational systems with different navigational performance characteristics are capable of providing area navigational functions. Present day RNAV includes INS, LORAN, VOR/ DME, and GPS systems. Modern multi-sensor systems can integrate one or more of the above systems to provide a more accurate and reliable navigational system. Due to the different levels of performance, area navigational capabilities can satisfy different levels of required navigational performance (RNP). The major types of equipment are: a. VORTAC referenced or Course Line Computer (CLC) systems, which account for the greatest number of RNAV units in use. To function, the CLC must be within the service range of a VORTAC. b. OMEGA/VLF, although two separate systems, can be considered as one operationally. A long-range navigation system based upon Very Low Frequency radio signals transmitted from a total of 17 stations worldwide.

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c. Inertial (INS) systems, which are totally self-contained and require no information from external references. They provide aircraft position and navigation information in response to signals resulting from inertial effects on components within the system. d. MLS Area Navigation (MLS/RNAV), which provides area navigation with reference to an MLS ground facility. e. LORAN-C is a long-range radio navigation system that uses ground waves transmitted at low frequency to provide user position information at ranges of up to 600 to 1,200 nautical miles at both en route and approach altitudes. The usable signal coverage areas are determined by the signal-to-noise ratio, the envelope-to-cycle difference, and the geometric relationship between the positions of the user and the transmitting stations.