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RUNWAY HEADING- The magnetic direction that
corresponds with the runway centerline extended, not
the painted runway number. When cleared to “fly or
maintain runway heading,” pilots are expected to fly
or maintain the heading that corresponds with the
extended centerline of the departure runway. Drift
correction shall not be applied; e.g., Runway 4, actual
Pilot/Controller Glossary 2/14/08
PCG R-7
magnetic heading of the runway centerline 044, fly
044.
RUNWAY IN USE/ACTIVE RUNWAY/DUTY
RUNWAY- Any runway or runways currently being
used for takeoff or landing. When multiple runways
are used, they are all considered active runways. In
the metering sense, a selectable adapted item which
specifies the landing runway configuration or
direction of traffic flow. The adapted optimum flight
plan from each transition fix to the vertex is
determined by the runway configuration for arrival
metering processing purposes.
RUNWAY LIGHTS(See AIRPORT LIGHTING.)
RUNWAY MARKINGS(See AIRPORT MARKING AIDS.)
RUNWAY OVERRUN- In military aviation exclu-
sively, a stabilized or paved area beyond the end of a
runway, of the same width as the runway plus
shoulders, centered on the extended runway
centerline.
RUNWAY PROFILE DESCENT- An instrument
flight rules (IFR) air traffic control arrival procedure
to a runway published for pilot use in graphic and/or
textual form and may be associated with a STAR.
Runway Profile Descents provide routing and may
depict crossing altitudes, speed restrictions, and
headings to be flown from the en route structure to the
point where the pilot will receive clearance for and
execute an instrument approach procedure. A
Runway Profile Descent may apply to more than one
runway if so stated on the chart.
(Refer to AIM.)
RUNWAY SAFETY AREA- A defined surface
surrounding the runway prepared, or suitable, for
reducing the risk of damage to airplanes in the event
of an undershoot, overshoot, or excursion from the
runway. The dimensions of the RSA vary and can be
determined by using the criteria contained within
AC 150/5300-13, Airport Design, Chapter 3.
Figure_3-1 in AC 150/5300-13 depicts the RSA. The
design standards dictate that the RSA shall be:
a. Cleared, graded, and have no potentially
hazardous ruts, humps, depressions, or other surface
variations;
b. Drained by grading or storm sewers to prevent
water accumulation;
c. Capable, under dry conditions, of supporting
snow rem oval equipment, aircraft rescue and
firefighting equipment, and the occasional passage of
aircraft without causing structural damage to the
aircraft; and,
d. Free of objects, except for objects that need to
be located in the runway safety area because of their
function. These objects shall be constructed on low
impact resistant supports (frangible mounted struc-
tures) to the lowest practical height with the frangible
point no higher than 3 inches above grade.
(Refer to AC 150/5300-13, Airport Design,
Chapter 3.)
RUNWAY TRANSITIONa. Conventional STARs/SIDs. The portion of a
STAR/SID that serves a particular runway or
runways at an airport.
b. RNAV STARs/SIDs. Defines a path(s) from
the common route to the final point(s) on a STAR. For
a SID, the common route that serves a particular
runway or runways at an airport.
RUNWAY USE PROGRAM- A noise abatement
runway selection plan designed to enhance noise
abatement efforts with regard to airport communities
for arriving and departing aircraft. These plans are
developed into runway use programs and apply to all
turbojet aircraft 12,500 pounds or heavier; turbojet
aircraft less than 12,500 pounds are included only if
the airport proprietor determines that the aircraft
creates a noise problem. Runway use programs are
coordinated with FAA offices, and safety criteria
used in these programs are developed by the Office of
Flight Operations. Runway use program s are
administered by the Air Traffic Service as “Formal”
or “Informal” programs.
a. Formal Runway Use Program- An approved
noise abatement program which is defined and
acknowledged in a Letter of Understanding between
Flight Operations, Air Traffic Service, the airport
proprietor, and the users. Once established, participa-
tion in the program is mandatory for aircraft operators
and pilots as provided for in 14 CFR Section 91.129.
b. Informal Runway Use Program- An approved
noise abatement program which does not require a
Letter of Understanding, and participation in the
program is voluntary for aircraft operators/pilots.
Pilot/Controller Glossary 2/14/08
PCG R-8
RUNWAY VISIBILITY VALUE(See VISIBILITY.)
RUNWAY VISUAL RANGE(See VISIBILITY.)
Pilot/Controller Glossary 2/14/08
PCG S-1
S
SAA(See SPECIAL ACTIVITY AIRSPACE.)
SAFETY ALERT- A safety alert issued by ATC to
aircraft under their control if ATC is aware the aircraft
is at an altitude which, in the controller's judgment,
places the aircraft in unsafe proximity to terrain,
obstructions, or other aircraft. The controller may
discontinue the issuance of further alerts if the pilot
advises he/she is taking action to correct the situation
or has the other aircraft in sight.
a. Terrain/Obstruction Alert- A safety alert issued
by ATC to aircraft under their control if ATC is aware
the aircraft is at an altitude which, in the controller's
judgment, places the aircraft in unsafe proximity to
terrain/obstructions; e.g., “Low Altitude Alert, check
your altitude immediately.”
b. Aircraft Conflict Alert- A safety alert issued by
ATC to aircraft under their control if ATC is aware of
an aircraft that is not under their control at an altitude
which, in the controller's judgment, places both
aircraft in unsafe proximity to each other. With the
alert, ATC will offer the pilot an alternate course of
action when feasible; e.g., “Traffic Alert, advise you
turn right heading zero niner zero or climb to eight
thousand immediately.”
Note:_The issuance of a safety alert is contingent
upon the capability of the controller to have an
awareness of an unsafe condition. The course of
action provided will be predicated on other traffic
under ATC control. Once the alert is issued, it is
solely the pilot's prerogative to determine what
course of action, if any, he/she will take.
SAFETY LOGIC SYSTEM- A software enhance-
ment to ASDE-3, ASDE-X, and ASDE-3X, that
predicts the path of aircraft landing and/or departing,
and/or vehicular movements on runways. Visual and
aural alarms are activated when the safety logic
projects a potential collision. The Airport Movement
Area Safety System (AMASS) is a safety logic
system enhancement to the ASDE-3. The Safety
Logic System for ASDE-X and ASDE-3X is an
integral part of the software program.
SAFETY LOGIC SYSTEM ALERTSa. ALERT- An actual situation involving two real
safety logic tracks (aircraft/aircraft, aircraft/vehicle,
or aircraft/other tangible object) that safety logic has
predicted will result in an imminent collision, based
upon the current set of Safety Logic parameters.
b. FALSE ALERT1. Alerts generated by one or more false
surface-radar targets that the system has interpreted
as real tracks and placed into safety logic.
2. Alerts in which the safety logic software did
not perform correctly, based upon the design
specifications and the current set of Safety Logic
parameters.
c. NUISANCE ALERT- An alert in which one or
more of the following is true:
1. The alert is generated by a known situation
that is not considered an unsafe operation, such as
LAHSO or other approved operations.
2. The alert is generated by inaccurate secon-
dary radar data received by the Safety Logic System.
3. The alert is generated by surface radar targets
caused by moderate or greater precipitation.
4. One or more of the aircraft involved in the
alert is not intending to use a runway (i.e., helicopter,
pipeline patrol, non-Mode C overflight, etc.).
d. VALID NON-ALERT- A situation in which
the safety logic software correctly determines that an
alert is not required, based upon the design
specifications and the current set of Safety Logic
parameters.
e. INVALID NON-ALERT- A situation in which
the safety logic software did not issue an alert when
an alert was required, based upon the design
specifications.
SAIL BACK- A maneuver during high wind
conditions (usually with power off) where float plane
movement is controlled by water rudders/opening
and closing cabin doors.
SAME DIRECTION AIRCRAFT- Aircraft are
operating in the same direction when:
a. They are following the same track in the same
direction; or
b. Their tracks are parallel and the aircraft are
flying in the same direction; or
c. Their tracks intersect at an angle of less than 45
degrees.
Pilot/Controller Glossary 2/14/08
PCG S-2
SAR(See SEARCH AND RESCUE.)
SAY AGAIN- Used to request a repeat of the last
transmission. Usually specifies transmission or
portion thereof not understood or received; e.g., “Say
again all after ABRAM VOR.”
SAY ALTITUDE- Used by ATC to ascertain an
aircraft's specific altitude/flight level. When the
aircraft is climbing or descending, the pilot should
state the indicated altitude rounded to the nearest 100
feet.
SAY HEADING- Used by ATC to request an aircraft
heading. The pilot should state the actual heading of
the aircraft.
SCHEDULED TIME OF ARRIVAL (STA)- A STA
is the desired time that an aircraft should cross a
certain point (landing or metering fix). It takes other
traffic and airspace configuration into account. A
STA time shows the results of the TMA scheduler
that has calculated an arrival time according to
parameters such as optimized spacing, aircraft
performance, and weather.
SDF(See SIMPLIFIED DIRECTIONAL FACILITY.)
SEA LANE- A designated portion of water outlined
by visual surface markers for and intended to be used
by aircraft designed to operate on water.
SEARCH AND RESCUE- A service which seeks
missing aircraft and assists those found to be in need
of assistance. It is a cooperative effort using the
facilities and services of available Federal, state and
local agencies. The U.S. Coast Guard is responsible
for coordination of search and rescue for the Maritime
Region, and the U.S. Air Force is responsible for
search and rescue for the Inland Region. Information
pertinent to search and rescue should be passed
through any air traffic facility or be transmitted
directly to the Rescue Coordination Center by
telephone.
(See FLIGHT SERVICE STATION.)
(See RESCUE COORDINATION CENTER.)
(Refer to AIM.)
SEARCH AND RESCUE FACILITY- A facility
responsible for maintaining and operating a search
and rescue (SAR) service to render aid to persons and
property in distress. It is any SAR unit, station, NET,
or other operational activity which can be usefully
employed during an SAR Mission; e.g., a Civil Air
Patrol Wing, or a Coast Guard Station.
(See SEARCH AND RESCUE.)
SECONDARY RADAR TARGET- A target derived
from a transponder return presented on a radar
display.
SECTIONAL AERONAUTICAL CHARTS(See AERONAUTICAL CHART.)
SECTOR LIST DROP INTERVAL- A parameter
number of minutes after the meter fix time when
arrival aircraft will be deleted from the arrival sector
list.
SEE AND AVOID- When weather conditions
permit, pilots operating IFR or VFR are required to
observe and maneuver to avoid other aircraft.
Right-of-way rules are contained in 14 CFR Part 91.
SEGMENTED CIR CLE- A system of visual
indicators designed to provide traffic pattern
information at airports without operating control
towers.
(Refer to AIM.)
SEGMENTS OF AN INSTRUMENT APPROACH
PROCEDURE- An instrument approach procedure
may have as many as four separate segm ents
depending on how the approach procedure is
structured.
a. Initial Approach- The segment between the
initial approach fix and the intermediate fix or the
point where the aircraft is established on the
intermediate course or final approach course.
(See ICAO term INITIAL APPROACH
SEGMENT.)
b. Intermediate Approach- The segment between
the intermediate fix or point and the final approach
fix.
(See ICAO term INTERMEDIATE APPROACH
SEGMENT.)
c. Final Approach- The segment between the final
approach fix or point and the runway, airport, or
missed approach point.
(See ICAO term FINAL APPROACH SEGMENT.)
d. Missed Approach- The segment between the
missed approach point or the point of arrival at
Pilot/Controller Glossary 2/14/08
PCG S-3
decision height and the missed approach fix at the
prescribed altitude.
(Refer to 14 CFR Part 97.)
(See ICAO term MISSED APPROACH
PROCEDURE.)
SEPARATION- In air traffic control, the spacing of
aircraft to achieve their safe and orderly movement in
flight and while landing and taking off.
(See SEPARATION MINIMA.)
(See ICAO term SEPARATION.)
SEPARATION [ICAO]- Spacing between aircraft,
levels or tracks.
SEPARATION MINIMA- The minimum longitudi-
nal, lateral, or vertical distances by which aircraft are
spaced through the application of air traffic control
procedures.
(See SEPARATION.)
SERVICE- A generic term that designates functions
or assistance available from or rendered by air traffic
control. For example, Class C service would denote
the ATC services provided within a Class C airspace
area.
SEVERE WEATHER AVOIDANCE PLAN- An
approved plan to minimize the affect of severe
weather on traffic flows in impacted terminal and/or
ARTCC areas. SWAP is normally implemented to
provide the least disruption to the ATC system when
flight through portions of airspace is difficult or
impossible due to severe weather.
SEVERE WEATHER FORECAST ALERTS-
Preliminary messages issued in order to alert users
that a Severe Weather Watch Bulletin (WW) is being
issued. These messages define areas of possible
severe thunderstorms or tornado activity. The
messages are unscheduled and issued as required by
the Storm Prediction Center (SPC) at Norman,
Oklahoma.
(See AIRMET.)
(See CONVECTIVE SIGMET.)
(See CWA.)
(See SIGMET.)
SFA(See SINGLE FREQUENCY APPROACH.)
SFO(See SIMULATED FLAMEOUT.)
SHF(See SUPER HIGH FREQUENCY.)
SHORT RANGE CLEARANCE- A clearance
issued to a departing IFR flight which authorizes IFR
flight to a specific fix short of the destination while
air traffic control facilities are coordinating and
obtaining the complete clearance.
SHORT TAKEOFF AND LANDING AIRCRAFT-
An aircraft which, at some weight within its approved
operating weight, is capable of operating from a
STOL runway in compliance with the applicable
STOL characteristics, airworthiness, operations,
noise, and pollution standards.
(See VERTICAL TAKEOFF AND LANDING
AIRCRAFT.)
SIAP(See STANDARD INSTRUMENT APPROACH
PROCEDURE.)
SID(See STANDARD INSTRUMENT DEPARTURE.)
SIDESTEP MANEUVER- A visual maneuver
accomplished by a pilot at the completion of an
instrument approach to permit a straight-in landing
on a parallel runway not more than 1,200 feet to either
side of the runway to which the instrument approach
was conducted.
(Refer to AIM.)
SIGMET- A weather advisory issued concerning
weather significant to the safety of all aircraft.
SIGMET advisories cover severe and extreme
turbulence, severe icing, and widespread dust or
sandstorms that reduce visibility to less than 3 miles.
(See AIRMET.)
(See AWW.)
(See CONVECTIVE SIGMET.)
(See CWA.)
(See ICAO term SIGMET INFORMATION.)
(Refer to AIM.)
SIGMET INFORMATION [ICAO]- Information
issued by a meteorological watch office concerning
the occurrence or expected occurrence of specified
en-route weather phenomena which may affect the
safety of aircraft operations.
SIGNIFICANT METEOROLOGICAL INFOR-
MATION(See SIGMET.)
SIGNIFICANT POINT- A point, whether a named
intersection, a NAVAID, a fix derived from a
Pilot/Controller Glossary 2/14/08
PCG S-4
NAVAID(s), or geographical coordinate expressed in
degrees of latitude and longitude, which is
established for the purpose of providing separation,
as a reporting point, or to delineate a route of flight.
SIMPLIFIED DIRECTIONAL FACILITY- A
NAVAID used for nonprecision instrument ap-
proaches. The final approach course is similar to that
of an ILS localizer except that the SDF course may be
offset from the runway, generally not more than 3
degrees, and the course may be wider than the
localizer, resulting in a lower degree of accuracy.
(Refer to AIM.)
SIMULATED FLAMEOUT- A practice approach
by a jet aircraft (normally military) at idle thrust to a
runway. The approach may start at a runway (high
key) and may continue on a relatively high and wide
downwind leg with a continuous turn to final. It
terminates in landing or low approach. The purpose
of this approach is to simulate a flameout.
(See FLAMEOUT.)
SIMULTANEOUS ILS APPROACHES- An ap-
proach system permitting simultaneous ILS/MLS
approaches to airports having parallel runways
separated by at least 4,300 feet between centerlines.
Integral parts of a total system are ILS/MLS, radar,
communications, ATC procedures, and appropriate
airborne equipment.
(See PARALLEL RUNWAYS.)
(Refer to AIM.)
SIMULTANEOUS MLS APPROACHES(See SIMULTANEOUS ILS APPROACHES.)
SINGLE DIRECTION ROUTES- Preferred IFR
Routes which are sometimes depicted on high
altitude en route charts and which are normally flown
in one direction only.
(See PREFERRED IFR ROUTES.)
(Refer to AIRPORT/FACILITY DIRECTORY.)
SINGLE FREQUENCY APPROACH- A service
provided under a letter of agreement to military
single-piloted turbojet aircraft which permits use of
a single UHF frequency during approach for landing.
Pilots will not normally be required to change
frequency from the beginning of the approach to
touchdown except that pilots conducting an en route
descent are required to change frequency when
control is transferred from the air route traffic control
center to the terminal facility. The abbreviation
“SFA” in the DOD FLIP IFR Supplement under
“Communications” indicates this service is available
at an aerodrome.
SINGLE-PILOTED AIRCRAFT- A military turbo-
jet aircraft possessing one set of flight controls,
tandem cockpits, or two sets of flight controls but
operated by one pilot is considered single-piloted by
ATC when determining the appropriate air traffic
service to be applied.
(See SINGLE FREQUENCY APPROACH.)
SKYSPOTTER- A pilot who has received special-
ized training in observing and reporting inflight
weather phenomena.
SLASH- A radar beacon reply displayed as an
elongated target.
SLDI(See SECTOR LIST DROP INTERVAL.)
SLOT TIME(See METER FIX TIME/SLOT TIME.)
SLOW TAXI- To taxi a float plane at low power or
low RPM.
SN(See SYSTEM STRATEGIC NAVIGATION.)
SPEAK SLOWER- Used in verbal communications
as a request to reduce speech rate.
SPECIAL ACTIVITY AIRSPACE (SAA)- Any
airspace with defined dimensions within the National
Airspace System wherein limitations may be
imposed upon aircraft operations. This airspace may
be restricted areas, prohibited areas, military
operations areas, air ATC assigned airspace, and any
other designated airspace areas. The dimensions of
this airspace are programmed into URET and can be
designated as either active or inactive by screen entry.
Aircraft trajectories are constantly tested against the
dimensions of active areas and alerts issued to the
applicable sectors when violations are predicted.
(See USER REQUEST EVALUATION TOOL.)
SPECIAL EMERGENCY- A condition of air piracy
or other hostile act by a person(s) aboard an aircraft
which threatens the safety of the aircraft or its
passengers.
SPECIAL INSTRUMENT APPROACH PROCE-
DURE(See INSTRUMENT APPROACH PROCEDURE.)
Pilot/Controller Glossary 2/14/08
PCG S-5
SPECIAL USE AIRSPACE- Airspace of defined
dimensions identified by an area on the surface of the
earth wherein activities must be confined because of
their nature and/or wherein limitations may be
imposed upon aircraft operations that are not a part of
those activities. Types of special use airspace are:
a. Alert Area- Airspace which may contain a high
volume of pilot training activities or an unusual type
of aerial activity, neither of which is hazardous to
aircraft. Alert Areas are depicted on aeronautical
charts for the information of nonparticipating pilots.
All activities within an Alert Area are conducted in
accordance with Federal Aviation Regulations, and
pilots of participating aircraft as well as pilots
transiting the area are equally responsible for
collision avoidance.
b. Controlled Firing Area- Airspace wherein
activities are conducted under conditions so
controlled as to eliminate hazards to nonparticipating
aircraft and to ensure the safety of persons and
property on the ground.
c. Military Operations Area (MOA)- A MOA is
airspace established outside of Class A airspace area
to separate or segregate certain nonhazardous
military activities from IFR traffic and to identify for
VFR traffic where these activities are conducted.
(Refer to AIM.)
d. Prohibited Area- Airspace designated under
14 CFR Part 73 within which no person may operate
an aircraft without the permission of the using
agency.
(Refer to AIM.)
(Refer to En Route Charts.)
e. Restricted Area- Airspace designated under
14 CFR Part 73, within which the flight of aircraft,
while not wholly prohibited, is subject to restriction.
Most restricted areas are designated joint use and
IFR/VFR operations in the area may be authorized by
the controlling ATC facility when it is not being
utilized by the using agency. Restricted areas are
depicted on en route charts. Where joint use is
authorized, the name of the ATC controlling facility
is also shown.
(Refer to 14 CFR Part 73.)
(Refer to AIM.)
f. Warning Area- A warning area is airspace of
defined dimensions extending from 3 nautical miles
outward from the coast of the United States, that
contains activity that may be hazardous to
nonparticipating aircraft. The purpose of such
warning area is to warn nonparticipating pilots of the
potential danger. A warning area may be located over
domestic or international waters or both.
SPECIAL VFR CONDITIONS- Meteorological
conditions that are less than those required for basic
VFR flight in Class B, C, D, or E surface areas and
in which some aircraft are permitted flight under
visual flight rules.
(See SPECIAL VFR OPERATIONS.)
(Refer to 14 CFR Part 91.)
SPECIAL VFR FLIGHT [ICAO]- A VFR flight
cleared by air traffic control to operate within Class
B, C, D, and E surface areas in metrological
conditions below VMC.
SPECIAL VFR OPERATIONS- Aircraft operating
in accordance with clearances within Class B, C, D,
and E surface areas in weather conditions less than the
basic VFR weather minima. Such operations must be
requested by the pilot and approved by ATC.
(See SPECIAL VFR CONDITIONS.)
(See ICAO term SPECIAL VFR FLIGHT.)
SPEED(See AIRSPEED.)
(See GROUND SPEED.)
SPEED ADJUSTMENT- An ATC procedure used to
request pilots to adjust aircraft speed to a specific
value for the purpose of providing desired spacing.
Pilots are expected to maintain a speed of plus or
minus 10 knots or 0.02 Mach number of the specified
speed. Examples of speed adjustments are:
a. “Increase/reduce speed to Mach point (num-
ber.)”
b. “Increase/reduce speed to (speed in knots)” or
“Increase/reduce speed (number of knots) knots.”
SPEED BRAKES- Moveable aerodynamic devices
on aircraft that reduce airspeed during descent and
landing.
SPEED SEGMENTS- Portions of the arrival route
between the transition point and the vertex along the
optimum flight path for which speeds and altitudes
are specified. There is one set of arrival speed
segments adapted from each transition point to each
vertex. Each set may contain up to six segments.
SQUAWK (Mode, Code, Function)- Activate
specific modes/codes/functions on the aircraft
transponder; e.g., “Squawk three/alpha, two one zero
five, low.”
(See TRANSPONDER.)
Pilot/Controller Glossary 2/14/08
PCG S-6
STA(See SCHEDULED TIME OF ARRIVAL.)
STAGING/QUEUING- The placement, integration,
and segregation of departure aircraft in designated
movement areas of an airport by departure fix, EDCT,
and/or restriction.
STAND BY- Means the controller or pilot must
pause for a few seconds, usually to attend to other
duties of a higher priority. Also means to wait as in
“stand by for clearance. ” The caller should
reestablish contact if a delay is lengthy. “Stand by” is
not an approval or denial.
STANDARD INSTRUMENT APPROACH PRO-
CEDURE (SIAP)-
(See INSTRUMENT APPROACH PROCEDURE.)
STANDARD INSTRUMENT DEPARTURE (SID)-
A preplanned instrument flight rule (IFR) air traffic
control (ATC) departure procedure printed for
pilot/controller use in graphic form to provide
obstacle clearance and a transition from the terminal
area to the appropriate en route structure. SIDs are
primarily designed for system enhancement to
expedite traffic flow and to reduce pilot/controller
workload. ATC clearance must always be received
prior to flying a SID.
(See IFR TAKEOFF MINIMUMS AND
DEPARTURE PROCEDURES.)
(See OBSTACLE DEPARTURE PROCEDURE.)
(Refer to AIM.)
STANDARD RATE TURN- A turn of three degrees
per second.
STANDARD TERMINAL ARRIVAL- A pre-
planned instrument flight rule (IFR) air traffic control
arrival procedure published for pilot use in graphic
and/or textual form. STARs provide transition from
the en route structure to an outer fix or an instrument
approach fix/arrival waypoint in the terminal area.
STANDARD TERMINAL ARRIVAL CHARTS(See AERONAUTICAL CHART.)
STANDARD TERMINAL AUTOMATION RE-
PLACEMENT SYSTEM (STARS)-
(See DTAS.)
STAR(See STANDARD TERMINAL ARRIVAL.)
STATE AIRCRAFT- Aircraft used in military,
customs and police service, in the exclusive service
of any government, or of any political subdivision,
thereof including the government of any state,
territory, or possession of the United States or the
District of Columbia, but not including any
government-owned aircraft engaged in carrying
persons or property for commercial purposes.
STATIC RESTRICTIONS- Those restrictions that
are usually not subject to change, fixed, in place,
and/or published.
STATIONARY RESERVATIONS- Altitude reserva-
tions which encompass activities in a fixed area.
Stationary reservations may include activities, such
as special tests of weapons systems or equipment,
certain U.S. Navy carrier, fleet, and anti-submarine
operations, rocket, missile and drone operations, and
certain aerial refueling or similar operations.
STEP TAXI- To taxi a float plane at full power or
high RPM.
STEP TURN- A maneuver used to put a float plane
in a planing configuration prior to entering an active
sea lane for takeoff. The STEP TURN maneuver
should only be used upon pilot request.
STEPDOWN FIX- A fix permitting additional
descent within a segment of an instrument approach
procedure by identifying a point at which a
controlling obstacle has been safely overflown.
STEREO ROUTE- A routinely used route of flight
established by users and ARTCCs identified by a
coded name; e.g., ALPHA 2. These routes minimize
flight plan handling and communications.
STOL AIRCRAFT(See SHORT TAKEOFF AND LANDING
AIRCRAFT.)
STOP ALTITUDE SQUAWK- Used by ATC to
inform an aircraft to turn-off the automatic altitude
reporting feature of its transponder. It is issued when
the verbally reported altitude varies 300 feet or more
from the automatic altitude report.
(See ALTITUDE READOUT.)
(See TRANSPONDER.)
STOP AND GO- A procedure wherein an aircraft
will land, make a complete stop on the runway, and
then commence a takeoff from that point.
(See LOW APPROACH.)
(See OPTION APPROACH.)
Pilot/Controller Glossary 2/14/08
PCG S-7
STOP BURST(See STOP STREAM.)
STOP BUZZER(See STOP STREAM.)
STOP SQUAWK (Mode or Code)- Used by ATC to
tell the pilot to turn specified functions of the aircraft
transponder off.
(See STOP ALTITUDE SQUAWK.)
(See TRANSPONDER.)
STOP STREAM- Used by ATC to request a pilot to
suspend electronic attack activity.
(See JAMMING.)
STOPOVER FLIGHT PLAN- A flight plan format
which permits in a single submission the filing of a
sequence of flight plans through interim full-stop
destinations to a final destination.
STOPWAY- An area beyond the takeoff runway no
less wide than the runway and centered upon the
extended centerline of the runway, able to support the
airplane during an aborted takeoff, without causing
structural damage to the airplane, and designated by
the airport authorities for use in decelerating the
airplane during an aborted takeoff.
STRAIGHT-IN APPROACH IFR- An instrument
approach wherein final approach is begun without
first having executed a procedure turn, not
necessarily completed with a straight-in landing or
made to straight-in landing minimums.
(See LANDING MINIMUMS.)
(See STRAIGHT-IN APPROACH VFR.)
(See STRAIGHT-IN LANDING.)
STRAIGHT-IN APPROACH VFR- Entry into the
traffic pattern by interception of the extended runway
centerline (final approach course) without executing
any other portion of the traffic pattern.
(See TRAFFIC PATTERN.)
STRAIGHT-IN LANDING- A landing made on a
runway aligned within 30_ of the final approach
course following completion of an instrument
approach.
(See STRAIGHT-IN APPROACH IFR.)
STRAIGHT-IN LANDING MINIMUMS(See LANDING MINIMUMS.)
STRAIGHT-IN MINIMUMS(See STRAIGHT-IN LANDING MINIMUMS.)
STRATEGIC PLANNING- Planning whereby
solutions are sought to resolve potential conflicts.
SUBSTITUTE ROUTE- A route assigned to pilots
when any part of an airway or route is unusable
because of NAVAID status. These routes consist of:
a. Substitute routes which are shown on U.S.
Government charts.
b. Routes defined by ATC as specific NAVAID
radials or courses.
c. Routes defined by ATC as direct to or between
NAVAIDs.
SUNSET AND SUNRISE- The mean solar times of
sunset and sunrise as published in the Nautical
Almanac, converted to local standard time for the
locality concerned. Within Alaska, the end of evening
civil twilight and the beginning of morning civil
twilight, as defined for each locality.
SUPER HIGH FREQUENCY- The frequency band
between 3 and 30 gigahertz (GHz). The elevation and
azimuth stations of the microwave landing system
operate from 5031 MHz to 5091 MHz in this
spectrum. |
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