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COMMON POINT- A significant point over which
two or more aircraft will report passing or have
reported passing before proceeding on the same or
diverging tracks. To establish/maintain longitudinal
separation, a controller may determine a common
point not originally in the aircraft's flight plan and
then clear the aircraft to fly over the point.
(See SIGNIFICANT POINT.)
COMMON PORTION(See COMMON ROUTE.)
COMMON ROUTE- That segment of a North
American Route between the inland navigation
facility and the coastal fix.
OR
COMMON ROUTE- Typically the portion of a
RNAV STAR between the en route transition end
point and the runway transition start point; however,
the common route may only consist of a single point
that joins the en route and runway transitions.
COMMON TRAFFIC ADVISORY FREQUENCY
(CTAF)- A frequency designed for the purpose of
carrying out airport advisory practices while
operating to or from an airport without an operating
control tower. The CTAF may be a UNICOM,
Multicom, FSS, or tower frequency and is identified
in appropriate aeronautical publications.
(Refer to AC 90-42, Traffic Advisory Practices at
Airports Without Operating Control Towers.)
COMPASS LOCATOR- A low power, low or
medium frequency (L/MF) radio beacon installed at
the site of the outer or middle marker of an instrument
landing system (ILS). It can be used for navigation at
distances of approximately 15 miles or as authorized
in the approach procedure.
a. Outer Compass Locator (LOM)- A compass
locator installed at the site of the outer marker of an
instrument landing system.
(See OUTER MARKER.)
b. Middle Compass Locator (LMM)- A compass
locator installed at the site of the middle marker of an
instrument landing system.
(See MIDDLE MARKER.)
(See ICAO term LOCATOR.)
COMPASS ROSE- A circle, graduated in degrees,
printed on some charts or marked on the ground at an
airport. It is used as a reference to either true or
magnetic direction.
COMPLY WITH RESTRIC TIONS - An ATC
instruction that requires an aircraft being vectored
Pilot/Controller Glossary 2/14/08
PCG C-5
back onto an arrival or departure procedure to comply
with all altitude and/or speed restrictions depicted on
the procedure. This term may be used in lieu of
repeating each remaining restriction that appears on
the procedure.
COMPOSITE FLIGHT PLAN- A flight plan which
specifies VFR operation for one portion of flight and
IFR for another portion. It is used primarily in
military operations.
(Refer to AIM.)
COMPOSITE ROUTE SYSTEM- An organized
oceanic route structure, incorporating reduced lateral
spacing between routes, in which composite
separation is authorized.
COMPOSITE SEPARATION- A method of separat-
ing aircraft in a composite route system where, by
management of route and altitude assignments, a
combination of half the lateral minimum specified for
the area concerned and half the vertical minimum is
applied.
COMPULSORY REPORTING POINTS- Reporting
points which must be reported to ATC. They are
designated on aeronautical charts by solid triangles or
filed in a flight plan as fixes selected to define direct
routes. These points are geographical locations
which are defined by navigation aids/fixes. Pilots
should discontinue position reporting over compul-
sory reporting points when informed by ATC that
their aircraft is in “radar contact.”
CONFLICT ALERT- A function of certain air traffic
control automated systems designed to alert radar
controllers to existing or pending situations between
tracked targets (known IFR or VFR aircraft) that
require his/her immediate attention/action.
(See MODE C INTRUDER ALERT.)
CONFLICT RESOLUTION- The resolution of
potential conflictions between aircraft that are radar
identified and in communication with ATC by
ensuring that radar targets do not touch. Pertinent
traffic advisories shall be issued when this procedure
is applied.
Note:_This procedure shall not be provided utilizing
mosaic radar systems.
CONFORMANCE- The condition established when
an aircraft's actual position is within the conformance
region constructed around that aircraft at its position,
according to the trajectory associated with the
aircraft's Current Plan.
CONFORMANCE REGION- A volume, bounded
laterally, vertically, and longitudinally, within which
an aircraft must be at a given time in order to be in
conformance with the Current Plan Trajectory for that
aircraft. At a given time, the conformance region is
determined by the simultaneous application of the
lateral, vertical, and longitudinal conformance
bounds for the aircraft at the position defined by time
and aircraft's trajectory.
CONSOLAN- A low frequency, long-distance
NAVAID used principally for transoceanic naviga-
tions.
CONTACTa. Establish communication with (followed by the
name of the facility and, if appropriate, the frequency
to be used).
b. A flight condition wherein the pilot ascertains
the attitude of his/her aircraft and navigates by visual
reference to the surface.
(See CONTACT APPROACH.)
(See RADAR CONTACT.)
CONTACT APPROACH- An approach wherein an
aircraft on an IFR flight plan, having an air traffic
control authorization, operating clear of clouds with
at least 1 mile flight visibility and a reasonable
expectation of continuing to the destination airport in
those conditions, may deviate from the instrument
approach procedure and proceed to the destination
airport by visual reference to the surface. This
approach will only be authorized when requested by
the pilot and the reported ground visibility at the
destination airport is at least 1 statute mile.
(Refer to AIM.)
CONTAMINATED RUNWAY- A runway is
considered contaminated whenever standing water,
ice, snow, slush, frost in any form, heavy rubber, or
other substances are present. A runway is contami-
nated with respect to rubber deposits or other
friction-degrading substances when the average
friction value for any 500-foot segment of the runway
within the ALD fails below the recommended
minimum friction level and the average friction value
in the adjacent 500-foot segments falls below the
maintenance planning friction level.
CONTERMINOUS U.S.- The 48 adjoining States
and the District of Columbia.
Pilot/Controller Glossary 2/14/08
PCG C-6
CONTINENTAL UNITED STATES- The 49 States
located on the continent of North America and the
District of Columbia.
CONTINUE- When used as a control instruction
should be followed by another word or words
clarifying what is expected of the pilot. Example:
“continue taxi,” “continue descent,” “continue
inbound,” etc.
CONTROL AREA [ICAO]- A controlled airspace
extending upwards from a specified limit above the
earth.
CONTROL SECTOR- An airspace area of defined
horizontal and vertical dimensions for which a
controller or group of controllers has air traffic
control responsibility, normally within an air route
traffic control center or an approach control facility.
Sectors are established based on predominant traffic
flows, altitude strata, and controller workload.
Pilot-communications during operations within a
sector are normally maintained on discrete frequen-
cies assigned to the sector.
(See DISCRETE FREQUENCY.)
CONTROL SLASH- A radar beacon slash repre-
senting the actual position of the associated aircraft.
Normally, the control slash is the one closest to the
interrogating radar beacon site. When ARTCC radar
is operating in narrowband (digitized) mode, the
control slash is converted to a target symbol.
CONTROLLED AIR SPACE- An airspace of
defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights
in accordance with the airspace classification.
a. Controlled airspace is a generic term that covers
Class A, Class B, Class C, Class D, and Class E
airspace.
b. Controlled airspace is also that airspace within
which all aircraft operators are subject to certain pilot
qualifications, operating rules, and equipment
requirem ents in 14 CFR Part 91 (for specific
operating requirements, please refer to 14 CFR
Part 91). For IFR operations in any class of controlled
airspace, a pilot must file an IFR flight plan and
receive an appropriate ATC clearance. Each Class B,
Class C, and Class D airspace area designated for an
airport contains at least one primary airport around
which the airspace is designated (for specific
designations and descriptions of the airspace classes,
please refer to 14 CFR Part 71).
c. Controlled airspace in the United States is
designated as follows:
1. CLASS A- Generally, that airspace from
18,000 feet MSL up to and including FL 600,
including the airspace overlying the waters within 12
nautical miles of the coast of the 48 contiguous States
and Alaska. Unless otherwise authorized, all persons
must operate their aircraft under IFR.
2. CLASS B- Generally, that airspace from the
surface to 10,000 feet MSL surrounding the nation's
busiest airports in terms of airport operations or
passenger enplanements. The configuration of each
Class B airspace area is individually tailored and
consists of a surface area and two or more layers
(some Class B airspaces areas resemble upside-down
wedding cakes), and is designed to contain all
published instrument procedures once an aircraft
enters the airspace. An ATC clearance is required for
all aircraft to operate in the area, and all aircraft that
are so cleared receive separation services within the
airspace. The cloud clearance requirement for VFR
operations is “clear of clouds.”
3. CLASS C- Generally, that airspace from the
surface to 4,000 feet above the airport elevation
(charted in MSL) surrounding those airports that
have an operational control tower, are serviced by a
radar approach control, and that have a certain
number of IFR operations or passenger enplane-
ments. Although the configuration of each Class C
area is individually tailored, the airspace usually
consists of a surface area with a 5 nautical mile (NM)
radius, a circle with a 10NM radius that extends no
lower than 1,200 feet up to 4,000 feet above the
airport elevation and an outer area that is not charted.
Each person must establish two-way radio commu-
nications with the ATC facility providing air traffic
services prior to entering the airspace and thereafter
maintain those communications while within the
airspace. VFR aircraft are only separated from IFR
aircraft within the airspace.
(See OUTER AREA.)
4. CLASS D- Generally, that airspace from the
surface to 2,500 feet above the airport elevation
(charted in MSL) surrounding those airports that
have an operational control tower. The configuration
of each Class D airspace area is individually tailored
and when instrument procedures are published, the
airspace will normally be designed to contain the
procedures. Arrival extensions for instrument
approach procedures may be Class D or Class E
Pilot/Controller Glossary 2/14/08
PCG C-7
airspace. Unless otherwise authorized, each person
must establish two-way radio communications with
the ATC facility providing air traffic services prior to
entering the airspace and thereafter maintain those
communications while in the airspace. No separation
services are provided to VFR aircraft.
5. CLASS E- Generally, if the airspace is not
Class A, Class B, Class C, or Class D, and it is
controlled airspace, it is Class E airspace. Class E
airspace extends upward from either the surface or a
designated altitude to the overlying or adjacent
controlled airspace. When designated as a surface
area, the airspace will be configured to contain all
instrument procedures. Also in this class are Federal
airways, airspace beginning at either 700 or 1,200
feet AGL used to transition to/from the terminal or en
route environment, en route domestic, and offshore
airspace areas designated below 18,000 feet MSL.
Unless designated at a lower altitude, Class E
airspace begins at 14,500 MSL over the United
States, including that airspace overlying the waters
within 12 nautical miles of the coast of the 48
contiguous States and Alaska, up to, but not
including 18,000 feet MSL, and the airspace above
FL 600.
CONTROLLED AIRSPACE [ICAO]- An airspace
of defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights
in accordance with the airspace classification.
Note:_Controlled airspace is a generic term which
covers ATS airspace Classes A, B, C, D, and E.
CONTROLLED TIME OF ARRIVAL- Arrival time
assigned during a Traffic Management Program. This
time may be modified due to adjustments or user
options.
CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.)
CONTROLLER [ICAO]- A person authorized to
provide air traffic control services.
CONTROLLER PILOT DATA LINK COMMU-
NICATIONS (CPDLC)- A two-way digital very
high frequency (VHF) air/ground communications
system that conveys textual air traffic control
messages between controllers and pilots.
CONVECTIVE SIGMET- A weather advisory
concerning convective weather significant to the
safety of all aircraft. Convective SIGMETs are issued
for tornadoes, lines of thunderstorms, embedded
thunderstorms of any intensity level, areas of
thunderstorms greater than or equal to VIP level 4
with an area coverage of 4
/10 (40%) or more, and hail
3
/4 inch or greater.
(See AIRMET.)
(See AWW.)
(See CWA.)
(See SIGMET.)
(Refer to AIM.)
CONVECTIVE SIGNIFICANT METEOROLOG-
ICAL INFORMATION(See CONVECTIVE SIGMET.)
COORDINATES- The intersection of lines of
reference, usually expressed in degrees/minutes/
seconds of latitude and longitude, used to determine
position or location.
COORDINATION FIX- The fix in relation to which
facilities will handoff, transfer control of an aircraft,
or coordinate flight progress data. For terminal
facilities, it may also serve as a clearance for arriving
aircraft.
COPTER(See HELICOPTER.)
CORRECTION- An error has been made in the
transmission and the correct version follows.
COUPLED APPROACH- A coupled approach is an
instrument approach performed by the aircraft
autopilot which is receiving position information
and/or steering commands from onboard navigation
equipment. In general, coupled nonprecision ap-
proaches must be discontinued and flown manually
at altitudes lower than 50 feet below the minimum
descent altitude, and coupled precision approaches
must be flown manually below 50 feet AGL.
Note:_Coupled and autoland approaches are flown
in VFR and IFR. It is common for carriers to require
their crews to fly coupled approaches and autoland
approaches (if certified) when the weather
conditions are less than approximately 4,000 RVR.
(See AUTOLAND APPROACH.)
COURSEa. The intended direction of flight in the horizontal
plane measured in degrees from north.
b. The ILS localizer signal pattern usually
specified as the front course or the back course.
Pilot/Controller Glossary 2/14/08
PCG C-8
c. The intended track along a straight, curved, or
segmented MLS path.
(See BEARING.)
(See INSTRUMENT LANDING SYSTEM.)
(See MICROWAVE LANDING SYSTEM.)
(See RADIAL.)
CPDLC(See CONTROLLER PILOT DATA LINK
COMMUNICATIONS.)
CPL [ICAO]-
(See ICAO term CURRENT FLIGHT PLAN.)
CRITICAL ENGINE- The engine which, upon
failure, would most adversely affect the performance
or handling qualities of an aircraft.
CROSS (FIX) AT (ALTITUDE)- Used by ATC
when a specific altitude restriction at a specified fix
is required.
CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used
by ATC when an altitude restriction at a specified fix
is required. It does not prohibit the aircraft from
crossing the fix at a higher altitude than specified;
however, the higher altitude may not be one that will
violate a succeeding altitude restriction or altitude
assignment.
(See ALTITUDE RESTRICTION.)
(Refer to AIM.)
CROSS (FIX) AT OR BELOW (ALTITUDE)-
Used by ATC when a maximum crossing altitude at
a specific fix is required. It does not prohibit the
aircraft from crossing the fix at a lower altitude;
however, it must be at or above the minimum IFR
altitude.
(See ALTITUDE RESTRICTION.)
(See MINIMUM IFR ALTITUDES.)
(Refer to 14 CFR Part 91.)
CROSSWINDa. When used concerning the traffic pattern, the
word means “crosswind leg.”
(See TRAFFIC PATTERN.)
b. When used concerning wind conditions, the
word means a wind not parallel to the runway or the
path of an aircraft.
(See CROSSWIND COMPONENT.)
CROSSWIND COMPONENT- The wind compo-
nent measured in knots at 90 degrees to the
longitudinal axis of the runway.
CRUISE- Used in an ATC clearance to authorize a
pilot to conduct flight at any altitude from the
minimum IFR altitude up to and including the
altitude specified in the clearance. The pilot may
level off at any intermediate altitude within this block
of airspace. Climb/descent within the block is to be
made at the discretion of the pilot. However, once the
pilot starts descent and verbally reports leaving an
altitude in the block, he/she may not return to that
altitude without additional ATC clearance. Further, it
is approval for the pilot to proceed to and make an
approach at destination airport and can be used in
conjunction with:
a. An airport clearance limit at locations with a
standard/special instrument approach procedure. The
CFRs require that if an instrument letdown to an
airport is necessary, the pilot shall make the letdown
in accordance with a standard/special instrument
approach procedure for that airport, or
b. An airport clearance limit at locations that are
within/below/outside controlled airspace and with-
out a standard/special instrum ent approach
procedure. Such a clearance is NOT AUTHORIZA-
TION for the pilot to descend under IFR conditions
below the applicable minimum IFR altitude nor does
it imply that ATC is exercising control over aircraft
in Class G airspace; however, it provides a means for
the aircraft to proceed to destination airport, descend,
and land in accordance with applicable CFRs
governing VFR flight operations. Also, this provides
search and rescue protection until such time as the
IFR flight plan is closed.
(See INSTRUMENT APPROACH
PROCEDURE.)
CRUISE CLIMB- A climb technique employed by
aircraft, usually at a constant power setting, resulting
in an increase of altitude as the aircraft weight
decreases.
CRUISING ALTITUDE- An altitude or flight level
maintained during en route level flight. This is a
constant altitude and should not be confused with a
cruise clearance.
(See ALTITUDE.)
(See ICAO term CRUISING LEVEL.)
CRUISING LEVEL(See CRUISING ALTITUDE.)
CRUISING LEVEL [ICAO]- A level maintained
during a significant portion of a flight.
Pilot/Controller Glossary 2/14/08
PCG C-9
CT MESSAGE- An EDCT time generated by the
ATCSCC to regulate traffic at arrival airports.
Normally, a CT message is automatically transferred
from the Traffic Management System computer to the
NAS en route computer and appears as an EDCT. In
the event of a communication failure between the
TMS and the NAS, the CT message can be manually
entered by the TMC at the en route facility.
CTA(See CONTROLLED TIME OF ARRIVAL.)
(See ICAO term CONTROL AREA.)
CTAF(See COMMON TRAFFIC ADVISORY
FREQUENCY.)
CTAS(See CENTER TRACON AUTOMATION
SYSTEM.)
CTRD(See CERTIFIED TOWER RADAR DISPLAY.)
CURRENT FLIGHT PLAN [ICAO]- The flight
plan, including changes, if any, brought about by
subsequent clearances.
CURRENT PLAN- The ATC clearance the aircraft
has received and is expected to fly.
CVFP APPROACH(See CHARTED VISUAL FLIGHT PROCEDURE
APPROACH.)
CWA(See CENTER WEATHER ADVISORY and
WEATHER ADVISORY.)
Pilot/Controller Glossary 2/14/08
PCG D-1
D
D-ATIS(See DIGITAL-AUTOMATIC TERMINAL
INFORMATION SERVICE.)
DA [ICAO]-
(See ICAO Term DECISION
ALTITUDE/DECISION HEIGHT.)
DAIR(See DIRECT ALTITUDE AND IDENTITY
READOUT.)
DANGER AREA [ICAO]- An airspace of defined
dimensions within which activities dangerous to the
flight of aircraft may exist at specified times.
Note:_The term “Danger Area” is not used in
reference to areas within the United States or any
of its possessions or territories.
DAS(See DELAY ASSIGNMENT.)
DATA BLOCK(See ALPHANUMERIC DISPLAY.)
DEAD RECKONING- Dead reckoning, as applied
to flying, is the navigation of an airplane solely by
means of computations based on airspeed, course,
heading, wind direction, and speed, groundspeed,
and elapsed time.
DECIS ION ALTITUDE/DECIS ION HEIGHT
[ICAO]- A specified altitude or height (A/H) in the
precision approach at which a missed approach must
be initiated if the required visual reference to
continue the approach has not been established.
Note 1:_Decision altitude [DA] is referenced to
mean sea level [MSL] and decision height [DH] is
referenced to the threshold elevation.
Note 2:_The required visual reference means that
section of the visual aids or of the approach area
which should have been in view for sufficient time
for the pilot to have made an assessment of the
aircraft position and rate of change of position, in
relation to the desired flight path.
DECISION HEIGHT- With respect to the operation
of aircraft, means the height at which a decision must
be made during an ILS, MLS, or PAR instrument
approach to either continue the approach or to execute
a missed approach.
(See ICAO term DECISION
ALTITUDE/DECISION HEIGHT.)
DECODER- The device used to decipher signals
received from ATCRBS transponders to effect their
display as select codes.
(See CODES.)
(See RADAR.)
DEFENSE VIS UAL FLIGHT RULES- Rules
applicable to flights within an ADIZ conducted under
the visual flight rules in 14 CFR Part 91.
(See AIR DEFENSE IDENTIFICATION ZONE.)
(Refer to 14 CFR Part 91.)
(Refer to 14 CFR Part 99.)
DELAY ASSIGNMENT (DAS)- Delays are distrib-
uted to aircraft based on the traffic management
program parameters. The delay assignment is
calculated in 15-minute increments and appears as a
table in Enhanced Traffic Management System
(ETMS).
DELAY INDEFINITE (REASON IF KNOWN)
EXPECT FURTHER CLEARANCE (TIME)- Used
by ATC to inform a pilot when an accurate estimate
of the delay time and the reason for the delay cannot
immediately be determined; e.g., a disabled aircraft
on the runway, terminal or center area saturation,
weather below landing minimums, etc.
(See EXPECT FURTHER CLEARANCE (TIME).)
DELAY TIME- The amount of time that the arrival
must lose to cross the meter fix at the assigned meter
fix time. This is the difference between ACLT and
VTA.
DEPARTURE CENTER- The ARTCC having
jurisdiction for the airspace that generates a flight to
the impacted airport.
DEPARTURE CONTROL- A function of an
approach control facility providing air traffic control
service for departing IFR and, under certain
conditions, VFR aircraft.
(See APPROACH CONTROL FACILITY.)
(Refer to AIM.)
DEPARTURE SEQUENCING PROGRAM- A
program designed to assist in achieving a specified
interval over a common point for departures.
Pilot/Controller Glossary 2/14/08
PCG D-2
DEPARTURE TIME- The time an aircraft becomes
airborne.
DESCENT SPEED ADJUSTMENTS- Speed decel-
eration calculations made to determine an accurate
VTA. These calculations start at the transition point
and use arrival speed segments to the vertex.
DESIRED COURSEa. True- A predetermined desired course direction
to be followed (measured in degrees from true north).
b. Magnetic- A predetermined desired course
direction to be followed (measured in degrees from
local magnetic north).
DESIRED TRACK- The planned or intended track
between two waypoints. It is measured in degrees
from either magnetic or true north. The instantaneous
angle may change from point to point along the great
circle track between waypoints.
DETRESFA (DISTRESS PHASE) [ICAO]- The
code word used to designate an emergency phase
wherein there is reasonable certainty that an aircraft
and its occupants are threatened by grave and
imminent danger or require immediate assistance.
DEVIATIONSa. A departure from a current clearance, such as an
off course maneuver to avoid weather or turbulence.
b. Where specifically authorized in the CFRs and
requested by the pilot, ATC may permit pilots to
deviate from certain regulations.
(Refer to AIM.)
DF(See DIRECTION FINDER.)
DF APPROACH PROCEDURE- Used under
emergency conditions where another instrument
approach procedure cannot be executed. DF guidance
for an instrument approach is given by ATC facilities
with DF capability.
(See DF GUIDANCE.)
(See DIRECTION FINDER.)
(Refer to AIM.)
DF FIX- The geographical location of an aircraft
obtained by one or more direction finders.
(See DIRECTION FINDER.)
DF GUIDANCE- Headings provided to aircraft by
facilities equipped with direction finding equipment.
These headings, if followed, will lead the aircraft to
a predetermined point such as the DF station or an
airport. DF guidance is given to aircraft in distress or
to other aircraft which request the service. Practice
DF guidance is provided when workload permits.
(See DIRECTION FINDER.)
(See DF FIX.)
(Refer to AIM.)
DF STEER(See DF GUIDANCE.)
DH(See DECISION HEIGHT.)
DH [ICAO]-
(See ICAO Term DECISION ALTITUDE/
DECISION HEIGHT.)
DIGITAL-AUTOMATIC TERMINAL INFORMA-
TION SERVICE (D-ATIS)- The service provides
text messages to aircraft, airlines, and other users
outside the standard reception range of conventional
ATIS via landline and data link communications to
the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to
all aircraft within range of existing transmitters. The
Terminal Data Link System (TDLS) D-ATIS
application uses weather inputs from local automated
weather sources or manually entered meteorological
data together with preprogrammed menus to provide
standard information to users. Airports with D-ATIS
capability are listed in the Airport/Facility Directory.
DIGITAL TARGET- A computer-generated symbol
representing an aircraft's position, based on a primary
return or radar beacon reply, shown on a digital
display.
DIGITAL TERMINAL AUTOMATION SYSTEM
(DTAS)- A system where digital radar and beacon
data is presented on digital displays and the
operational program monitors the system perfor-
mance on a real-time basis.
DIGITIZED TARGET- A computer-generated
indication shown on an analog radar display resulting
from a primary radar return or a radar beacon reply.
DIRECT- Straight line flight between two naviga-
tional aids, fixes, points, or any combination thereof.
When used by pilots in describing off-airway routes,
points defining direct route segments become
compulsory reporting points unless the aircraft is
under radar contact.
DIRECT ALTITUDE AND IDENTITY READ-
OUT- The DAIR System is a modification to the
Pilot/Controller Glossary 2/14/08
PCG D-3
AN/TPX-42 Interrogator System. The Navy has two
adaptations of the DAIR System-Carrier Air Traffic
Control Direct Altitude and Identification Readout
System for Aircraft Carriers and Radar Air Traffic
Control Facility Direct Altitude and Identity Readout
System for land-based terminal operations. The
DAIR detects, tracks, and predicts secondary radar
aircraft targets. Targets are displayed by means of
computer-generated symbols and alphanumeric
characters depicting flight identification, altitude,
ground speed, and flight plan data. The DAIR System
is capable of interfacing with ARTCCs.
DIRECTION FINDER- A radio receiver equipped
with a directional sensing antenna used to take
bearings on a radio transmitter. Specialized radio
direction finders are used in aircraft as air navigation
aids. Others are ground-based, primarily to obtain a
“fix” on a pilot requesting orientation assistance or to
locate downed aircraft. A location “fix” is established
by the intersection of two or more bearing lines
plotted on a navigational chart using either two
separately located Direction Finders to obtain a fix on
an aircraft or by a pilot plotting the bearing
indications of his/her DF on two separately located
ground-based transmitters, both of which can be
identified on his/her chart. UDFs receive signals in
the ultra high frequency radio broadcast band; VDFs
in the very high frequency band; and UVDFs in both
bands. ATC provides DF service at those air traffic
control towers and flight service stations listed in the
Airport/Facility Directory and the DOD FLIP IFR En
Route Supplement.
(See DF FIX.)
(See DF GUIDANCE.)
DIRECTLY BEHIND- An aircraft is considered to
be operating directly behind when it is following the
actual flight path of the lead aircraft over the surface
of the earth except when applying wake turbulence
separation criteria.
DISCRETE BEACON CODE(See DISCRETE CODE.)
DISCRETE CODE- As used in the Air Traffic
Control Radar Beacon System (ATCRBS), any one
of the 4096 selectable Mode 3/A aircraft transponder
codes except those ending in zero zero; e.g., discrete
codes: 0010, 1201, 2317, 7777; nondiscrete codes:
0100, 1200, 7700. Nondiscrete codes are normally
reserved for radar facilities that are not equipped with
discrete decoding capability and for other purposes
such as emergencies (7700), VFR aircraft (1200), etc.
(See RADAR.) |
|
IP卡
狗仔卡
发表于 2008-12-21 00:36:29
显身卡