ATC

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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. 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.

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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. f. GPS is a space-base radio positioning, navigation, and time-transfer system. The system provides highly accurate position and velocity information, and precise time, on a continuous global basis, to an unlimited number of properly equipped users. The system is unaffected by weather, and provides a worldwide common grid reference system. (See ICAO term AREA NAVIGATION.) AREA NAVIGATION [IC AO]- A method of navigation which permits aircraft operation on any desired flight path within the coverage of station- referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. AREA NAVIGATION (RNAV) APPROACH CONFIGURATION: a. STANDARD T- An RNAV approach whose design allows direct flight to any one of three initial approach fixes (IAF) and eliminates the need for procedure turns. The standard design is to align the procedure on the extended centerline with the missed approach point (MAP) at the runway threshold, the final approach fix (FAF), and the initial approach/ intermediate fix (IAF/IF). The other two IAFs will be established perpendicular to the IF.

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b. MODIFIED T- An RNAV approach design for single or multiple runways where terrain or operational constraints do not allow for the standard T. The “T” may be modified by increasing or decreasing the angle from the corner IAF(s) to the IF or by eliminating one or both corner IAFs. c. STANDARD I- An RNAV approach design for a single runway with both corner IAFs eliminated. Course reversal or radar vectoring may be required at busy terminals with multiple runways. d. TERMINAL ARRIVAL AREA (TAA)- The TAA is controlled airspace established in conjunction with the Standard or Modified T and I RNAV approach configurations. In the standard TAA, there are three areas: straight-in, left base, and right base. The arc boundaries of the three areas of the TAA are published portions of the approach and allow aircraft to transition from the en route structure direct to the nearest IAF. TAAs will also eliminate or reduce Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-13 feeder routes, departure extensions, and procedure turns or course reversal. 1. STRAIGHT-IN AREA- A 30NM arc centered on the IF bounded by a straight line extending through the IF perpendicular to the intermediate course. 2. LEFT BASE AREA- A 30NM arc centered on the right corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc. 3. RIGHT BASE AREA- A 30NM arc centered on the left corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc. ARINC- An acronym for Aeronautical Radio, Inc., a corporation largely owned by a group of airlines. ARINC is licensed by the FCC as an aeronautical station and contracted by the FAA to provide communications support for air traffic control and meteorological services in portions of international airspace. ARMY AVIATION FLIGHT INFORMATION BULLETIN- A bulletin that provides air operation data covering Army, National Guard, and Army Reserve aviation activities. ARO(See AIRPORT RESERVATION OFFICE.) ARRESTING SYSTEM- A safety device consisting of two major components, namely, engaging or catching devices and energy absorption devices for the purpose of arresting both tailhook and/or nontailhook-equipped aircraft. It is used to prevent aircraft from overrunning runways when the aircraft cannot be stopped after landing or during aborted takeoff. Arresting systems have various names; e.g., arresting gear, hook device, wire barrier cable. (See ABORT.) (Refer to AIM.) ARRIVAL AIRCRAFT INTERVAL- An internally generated program in hundredths of minutes based upon the AAR. AAI is the desired optimum interval between successive arrival aircraft over the vertex. ARRIVAL CENTER- The ARTCC having jurisdiction for the impacted airport. ARRIVAL DELAY- A parameter which specifies a period of time in which no aircraft will be metered for arrival at the specified airport. ARRIVAL SECTOR- An operational control sector containing one or more meter fixes. ARRIVAL SECTOR ADVIS ORY LIS T- An ordered list of data on arrivals displayed at the PVD/MDM of the sector which controls the meter fix. ARRIVAL SEQUENCING PROGRAM- The automated program designed to assist in sequencing aircraft destined for the same airport. ARRIVAL TIME- The time an aircraft touches down on arrival. ARSR(See AIR ROUTE SURVEILLANCE RADAR.) ARTCC(See AIR ROUTE TRAFFIC CONTROL CENTER.) ARTS(See AUTOMATED RADAR TERMINAL SYSTEMS.) ASDA(See ACCELERATE-STOP DISTANCE AVAILABLE.) ASDA [ICAO]- (See ICAO Term ACCELERATE-STOP DISTANCE AVAILABLE.) ASDE(See AIRPORT SURFACE DETECTION EQUIPMENT.) ASF(See AIRPORT STREAM FILTER.) ASLAR(See AIRCRAFT SURGE LAUNCH AND RECOVERY.) ASP(See ARRIVAL SEQUENCING PROGRAM.) ASR(See AIRPORT SURVEILLANCE RADAR.) ASR APPROACH(See SURVEILLANCE APPROACH.) 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-14 ASSOCIATED- A radar target displaying a data block with flight identification and altitude information. (See UNASSOCIATED.) ATC(See AIR TRAFFIC CONTROL.) ATC ADVISES- Used to prefix a message of noncontrol information when it is relayed to an aircraft by other than an air traffic controller. (See ADVISORY.) ATC ASSIGNED AIRSPACE- Airspace of defined vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between the specified activities being conducted within the assigned airspace and other IFR air traffic. (See SPECIAL USE AIRSPACE.) ATC CLEARANCE(See AIR TRAFFIC CLEARANCE.) ATC CLEARS- Used to prefix an ATC clearance when it is relayed to an aircraft by other than an air traffic controller. ATC INSTRUCTIONS- Directives issued by air traffic control for the purpose of requiring a pilot to take specific actions; e.g., “Turn left heading two five zero,” “Go around,” “Clear the runway.” (Refer to 14 CFR Part 91.) ATC PREFERRED ROUTE NOTIFICATION- URET notification to the appropriate controller of the need to determine if an ATC preferred route needs to be applied, based on destination airport. (See ROUTE ACTION NOTIFICATION.) (See USER REQUEST EVALUATION TOOL.) ATC PREFERRED ROUTES- Preferred routes that are not automatically applied by Host. ATC REQUESTS- Used to prefix an ATC request when it is relayed to an aircraft by other than an air traffic controller. ATCAA(See ATC ASSIGNED AIRSPACE.) ATCRBS(See RADAR.) ATCSCC(See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.) ATCT(See TOWER.) ATD(See ALONG-TRACK DISTANCE.) ATIS(See AUTOMATIC TERMINAL INFORMATION SERVICE.) ATIS [ICAO]- (See ICAO Term AUTOMATIC TERMINAL INFORMATION SERVICE.) ATS ROUTE [ICAO]- A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services. Note:_The term “ATS Route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure, etc. AUTOLAND APPROACH- An autoland approach is a precision instrument approach to touchdown and, in some cases, through the landing rollout. An autoland approach is performed by the aircraft autopilot which is receiving position information and/or steering commands from onboard navigation equipment. Note:_Autoland and coupled 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 COUPLED APPROACH.) AUTOMATED INFORMATION TRANSFER- A precoordinated process, specifically defined in facility directives, during which a transfer of altitude control and/or radar identification is accomplished without verbal coordination between controllers using information communicated in a full data block. AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM- A facility which can deliver, in a matter of minutes, a surface picture (SURPIC) of vessels in the area of a potential or actual search and rescue incident, including their predicted positions and their characteristics. (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT CONTINGENCIES.) AUTOMATED PROBLEM DETECTION (APD)- An Automation Processing capability that compares trajectories in order to predict conflicts. Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-15 AUTOMATED PROBLEM DETECTION BOUNDARY (APB)- The adapted distance beyond a facilities boundary defining the airspace within which URET performs conflict detection. (See USER REQUEST EVALUATION TOOL.) AUTOMATED PROBLEM DETECTION IN­ HIBITED AREA (APDIA)- Airspace surrounding a terminal area within which APD is inhibited for all flights within that airspace. AUTOMATED RADAR TERMINAL SYSTEMS (ARTS)- A generic term for several tracking systems included in the Terminal Automation Systems (TAS). ARTS plus a suffix roman numeral denotes a major modification to that system. a. ARTS IIIA. The Radar Tracking and Beacon Tracking Level (RT&BTL) of the modular, programmable automated radar terminal system. ARTS IIIA detects, tracks, and predicts primary as well as secondary radar-derived aircraft targets. This more sophisticated computer-driven system upgrades the existing ARTS III system by providing improved tracking, continuous data recording, and fail-soft capabilities. b. Common ARTS. Includes ARTS IIE, ARTS IIIE; and ARTS IIIE with ACD (see DTAS) which combines functionalities of the previous ARTS systems. c. Program mable Indicator Data Processor (P IDP). The PIDP is a modification to the AN/TPX-42 interrogator system currently installed in fixed RAPCONs. The PIDP detects, tracks, and predicts secondary radar aircraft targets. These are displayed by means of computer-generated symbols and alphanumeric characters depicting flight identification, aircraft altitude, ground speed, and flight plan data. Although primary radar targets are not tracked, they are displayed coincident with the secondary radar targets as well as with the other symbols and alphanumerics. The system has the capability of interfacing with ARTCCs. AUTOMATED WEATHER SYSTEM- Any of the automated weather sensor platforms that collect weather data at airports and disseminate the weather information via radio and/or landline. The systems currently consist of the Automated Surface Observing System (ASOS), Automated Weather Sensor System (AWSS) and Automated Weather Observation System (AWOS). AUTOMATED UNICOM- Provides completely automated weather, radio check capability and airport advisory information on an Automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability will be published in the Airport/Facility Directory and approach charts. AUTOMATIC ALTITUDE REPORT(See ALTITUDE READOUT.) AUTOMATIC ALTITUDE REPORTING- That function of a transponder which responds to Mode C interrogations by transmitting the aircraft's altitude in 100-foot increments. AUTOMATIC CARRIER LANDING SYSTEM- U.S. Navy final approach equipment consisting of precision tracking radar coupled to a computer data link to provide continuous information to the aircraft, monitoring capability to the pilot, and a backup approach system. AUTOMATIC DEPENDENT SURVEILLANCE (ADS) [ICAO]- A surveillance technique in which aircraft automatically provide, via a data link, data derived from on-board navigation and position fixing systems, including aircraft identification, four dimensional position and additional data as appropriate. AUTOMATIC DEPENDENT SURVEILLANCE- BROADCAST (ADS-B)- A surveillance system in which an aircraft or vehicle to be detected is fitted with cooperative equipment in the form of a data link transmitter. The aircraft or vehicle periodically broadcasts its GPS-derived position and other information such as velocity over the data link, which is received by a ground-based transmitter/receiver (transceiver) for processing and display at an air traffic control facility. (See GLOBAL POSITIONING SYSTEM.) (See GROUND-BASED TRANSCEIVER.) AUTOMATIC DEPENDENT SURVEILLANCE- CONTRACT (ADS-C)- A data link position reporting system, controlled by a ground station, that establishes contracts with an aircraft's avionics that occur automatically whenever specific events occur, or specific time intervals are reached. AUTOMATIC DIRECTION FINDER- An aircraft radio navigation system which senses and indicates the direction to a L/MF nondirectional radio beacon (NDB) ground transmitter. Direction is indicated to 7/31/08 Pilot/Controller Glossary 2/14/08 PCG A-16 the pilot as a magnetic bearing or as a relative bearing to the longitudinal axis of the aircraft depending on the type of indicator installed in the aircraft. In certain applications, such as military, ADF operations may be based on airborne and ground transmitters in the VHF/UHF frequency spectrum. (See BEARING.) (See NONDIRECTIONAL BEACON.) AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSSs ONLY- The continuous broadcast of recorded non-control information at airports in Alaska where a FSS provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of essential but routine information such as weather, wind, altimeter, favored runway, breaking action, airport NOTAMs, and other applicable information. The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS frequency.) AUTOMATIC TERMINAL INFORMATION SERVICE- The continuous broadcast of recorded noncontrol information in selected terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information; e.g., “Los Angeles information Alfa. One three zero zero Coordinated Universal Time. Weather, measured ceiling two thousand overcast, visibility three, haze, smoke, temperature seven one, dew point five seven, wind two five zero at five, altimeter two niner niner six. I-L-S Runway Two Five Left approach in use, Runway Two Five Right closed, advise you have Alfa.” (See ICAO term AUTOMATIC TERMINAL INFORMATION SERVICE.) (Refer to AIM.) AUTOMATIC TERMINAL INFORMATION SERVICE [ICAO]- The provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a specified portion of the day. AUTOROTATION- A rotorcraft flight condition in which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion. a. Autorotative Landing/Touchdown Autorotation. Used by a pilot to indicate that the landing will be made without applying power to the rotor. b. Low Level Autorotation. Commences at an altitude well below the traffic pattern, usually below 100 feet AGL and is used primarily for tactical military training. c. 180 degrees Autorotation. Initiated from a downwind heading and is commenced well inside the normal traffic pattern. “Go around” may not be possible during the latter part of this maneuver. AVAILABLE LANDING DISTANCE (ALD)- The portion of a runway available for landing and roll-out for aircraft cleared for LAHSO. This distance is measured from the landing threshold to the hold-short point. AVIATION WEATHER SERVIC E- A service provided by the National Weather Service (NWS) and FAA which collects and disseminates pertinent weather information for pilots, aircraft operators, and ATC. Available aviation weather reports and forecasts are displayed at each NWS office and FAA FSS. (See EN ROUTE FLIGHT ADVISORY SERVICE.) (See TRANSCRIBED WEATHER BROADCAST.) (See WEATHER ADVISORY.) (Refer to AIM.) AWW(See SEVERE WEATHER FORECAST ALERTS.) AZIMUTH (MLS)- A magnetic bearing extending from an MLS navigation facility. Note:_Azimuth bearings are described as magnetic and are referred to as “azimuth” in radio telephone communications. Pilot/Controller Glossary 7/31/08 Pilot/Controller Glossary 2/14/08 PCG B-1 B BACK-TAXI- A term used by air traffic controllers to taxi an aircraft on the runway opposite to the traffic flow. The aircraft may be instructed to back-taxi to the beginning of the runway or at some point before reaching the runway end for the purpose of departure or to exit the runway. BASE LEG(See TRAFFIC PATTERN.) BEACON(See AERONAUTICAL BEACON.) (See AIRPORT ROTATING BEACON.) (See AIRWAY BEACON.) (See MARKER BEACON.) (See NONDIRECTIONAL BEACON.) (See RADAR.) BEARING- The horizontal direction to or from any point, usually measured clockwise from true north, magnetic north, or some other reference point through 360 degrees. (See NONDIRECTIONAL BEACON.) BELOW MINIMUMS- Weather conditions below the minimums prescribed by regulation for the particular action involved; e.g., landing minimums, takeoff minimums. BLAST FENCE- A barrier that is used to divert or dissipate jet or propeller blast. BLIND SPEED- The rate of departure or closing of a target relative to the radar antenna at which cancellation of the primary radar target by moving target indicator (MTI) circuits in the radar equipment causes a reduction or complete loss of signal. (See ICAO term BLIND VELOCITY.) BLIND SPOT- An area from which radio transmissions and/or radar echoes cannot be received. The term is also used to describe portions of the airport not visible from the control tower. BLIND TRANSMISSION(See TRANSMITTING IN THE BLIND.) BLIND VELOCITY [ICAO]- The radial velocity of a moving target such that the target is not seen on primary radars fitted with certain forms of fixed echo suppression. BLIND ZONE(See BLIND SPOT.) BLOCKED- Phraseology used to indicate that a radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions. BOUNDARY LIGHTS(See AIRPORT LIGHTING.) BRAKING ACTION (GOOD, FAIR, POOR, OR NIL)- A report of conditions on the airport movement area providing a pilot with a degree/ quality of braking that he/she might expect. Braking action is reported in terms of good, fair, poor, or nil. (See RUNWAY CONDITION READING.) BRAKING ACTION ADVISORIES- When tower controllers have received runway braking action reports which include the terms “poor” or “nil,” or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS broadcast the statement, “BRAKING ACTION ADVISORIES ARE IN EFFECT.” During the time Braking Action Advisories are in effect, ATC will issue the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition inform ation if not volunteered by controllers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing. BREAKOUT- A technique to direct aircraft out of the approach stream. In the context of close parallel operations, a breakout is used to direct threatened aircraft away from a deviating aircraft. BROADCAST- Transmission of information for which an acknowledgement is not expected. (See ICAO term BROADCAST.) BROADCAST [ICAO]- A transmission of information relating to air navigation that is not addressed to a specific station or stations. JO 7110.65S 2/14/08 -2 Pilot/Controller Glossary 2/14/08 PCG C-1 C CALCULATED LANDING TIME- A term that may be used in place of tentative or actual calculated landing time, whichever applies. CALL FOR RELEASE- Wherein the overlying ARTCC requires a terminal facility to initiate verbal coordination to secure ARTCC approval for release of a departure into the en route environment. CALL UP- Initial voice contact between a facility and an aircraft, using the identification of the unit being called and the unit initiating the call. (Refer to AIM.) CANADIAN MINIMUM NAVIGATION PERFOR­ MANCE SPECIFICATION AIRSPACE- That portion of Canadian domestic airspace within which MNPS separation may be applied. CARDINAL ALTITUDES - “Odd” or “Even” thousand-foot altitudes or flight levels; e.g., 5,000, 6,000, 7,000, FL 250, FL 260, FL 270. (See ALTITUDE.) (See FLIGHT LEVEL.) CARDINAL FLIGHT LEVELS(See CARDINAL ALTITUDES.) CAT(See CLEAR-AIR TURBULENCE.) CATCH POINT- A fix/waypoint that serves as a transition point from the high altitude waypoint navigation structure to an arrival procedure (STAR) or the low altitude ground-based navigation structure. CEILING- The heights above the earth's surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken, ” “overcast,” or “obscuration,” and not classified as “thin” or “partial.” (See ICAO term CEILING.) CEILING [ICAO]- The height above the ground or water of the base of the lowest layer of cloud below 6,000 meters (20,000 feet) covering more than half the sky. CENRAP(See CENTER RADAR ARTS PRESENTATION/PROCESSING.) CENRAP-PLUS(See CENTER RADAR ARTS PRESENTATION/PROCESSING-PLUS.) CENTER(See AIR ROUTE TRAFFIC CONTROL CENTER.) CENTER'S AREA- The specified airspace within which an air route traffic control center (ARTCC) provides air traffic control and advisory service. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) CENTER RADAR ARTS PRESENTATION/ PROCESSING- A computer program developed to provide a back-up system for airport surveillance radar in the event of a failure or malfunction. The program uses air route traffic control center radar for the processing and presentation of data on the ARTS IIA or IIIA displays. CENTER RADAR ARTS PRESENTATION/ PROCESSING-P LUS- A computer program developed to provide a back-up system for airport surveillance radar in the event of a terminal secondary radar system failure. The program uses a combination of Air Route Traffic Control Center Radar and terminal airport surveillance radar primary targets displayed simultaneously for the processing and presentation of data on the ARTS IIA or IIIA displays. CENTER TRACON AUTOMATION SYSTEM (CTAS)- A computerized set of programs designed to aid Air Route Traffic Control Centers and TRACONs in the management and control of air traffic. CENTER WEATHER ADVISORY- An unscheduled weather advisory issued by Center Weather Service Unit meteorologists for ATC use to alert pilots of existing or anticipated adverse weather conditions within the next 2 hours. A CWA may modify or redefine a SIGMET. (See AWW.) (See AIRMET.) (See CONVECTIVE SIGMET.) (See SIGMET.) (Refer to AIM.) Pilot/Controller Glossary 2/14/08 PCG C-2 CENTRAL EAST PACIFIC- An organized route system between the U.S. West Coast and Hawaii. CEP(See CENTRAL EAST PACIFIC.) CERAP(See COMBINED CENTER-RAPCON.) CERTIFIED TOWER RADAR DISPLAY (CTRD)- A FAA radar display certified for use in the NAS. CFR(See CALL FOR RELEASE.) CHAFF- Thin, narrow metallic reflectors of various lengths and frequency responses, used to reflect radar energy. These reflectors when dropped from aircraft and allowed to drift downward result in large targets on the radar display. CHARTED VFR FLYWAYS- Charted VFR Flyways are flight paths recommended for use to bypass areas heavily traversed by large turbine-powered aircraft. Pilot compliance with recommended flyways and associated altitudes is strictly voluntary. VFR Flyway Planning charts are published on the back of existing VFR Terminal Area charts. CHARTED VISUAL FLIGHT PROCEDURE APPROACH- An approach conducted while operating on an instrument flight rules (IFR) flight plan which authorizes the pilot of an aircraft to proceed visually and clear of clouds to the airport via visual landmarks and other information depicted on a charted visual flight procedure. This approach must be authorized and under the control of the appropriate air traffic control facility. Weather minimums required are depicted on the chart. CHASE- An aircraft flown in proximity to another aircraft normally to observe its performance during training or testing. CHASE AIRCRAFT(See CHASE.) CIRCLE-TO-LAND MANEUVER- A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable. At tower controlled airports, this maneuver is made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport. (See CIRCLE TO RUNWAY.) (See LANDING MINIMUMS.) (Refer to AIM.) CIRCLE TO RUNWAY (RUNWAY NUMBER)- Used by ATC to inform the pilot that he/she must circle to land because the runway in use is other than the runway aligned with the instrument approach procedure. When the direction of the circling maneuver in relation to the airport/runway is required, the controller will state the direction (eight cardinal compass points) and specify a left or right downwind or base leg as appropriate; e.g., “Cleared VOR Runway Three Six Approach circle to Runway Two Two,” or “Circle northwest of the airport for a right downwind to Runway Two Two.” (See CIRCLE-TO-LAND MANEUVER.) (See LANDING MINIMUMS.) (Refer to AIM.) CIRCLING APPROACH(See CIRCLE-TO-LAND MANEUVER.) CIRCLING MANEUVER(See CIRCLE-TO-LAND MANEUVER.) CIRCLING MINIMA(See LANDING MINIMUMS.) CLASS A AIRSPACE(See CONTROLLED AIRSPACE.) CLASS B AIRSPACE(See CONTROLLED AIRSPACE.) CLASS C AIRSPACE(See CONTROLLED AIRSPACE.) CLASS D AIRSPACE(See CONTROLLED AIRSPACE.) CLASS E AIRSPACE(See CONTROLLED AIRSPACE.) CLASS G AIRSPACE- That airspace not designated as Class A, B, C, D or E. CLEAR AIR TURBULENCE (CAT)- Turbulence encountered in air where no clouds are present. This term is commonly applied to high-level turbulence associated with wind shear. CAT is often encountered in the vicinity of the jet stream. (See WIND SHEAR.) (See JET STREAM.) CLEAR OF THE RUNWAYa. Taxiing aircraft, which is approaching a runway, is clear of the runway when all parts of the Pilot/Controller Glossary 2/14/08 PCG C-3 aircraft are held short of the applicable runway holding position marking. b. A pilot or controller may consider an aircraft, which is exiting or crossing a runway, to be clear of the runway when all parts of the aircraft are beyond the runway edge and there are no restrictions to its continued movement beyond the applicable runway holding position marking. c. Pilots and controllers shall exercise good judgement to ensure that adequate separation exists between all aircraft on runways and taxiways at airports with inadequate runway edge lines or holding position markings. CLEARANCE(See AIR TRAFFIC CLEARANCE.) CLEARANCE LIMIT- The fix, point, or location to which an aircraft is cleared when issued an air traffic clearance. (See ICAO term CLEARANCE LIMIT.) CLEARANCE LIMIT [ICAO]- The point of which an aircraft is granted an air traffic control clearance. CLEARANCE VOID IF NOT OFF BY (TIME)- Used by ATC to advise an aircraft that the departure clearance is automatically canceled if takeoff is not made prior to a specified time. The pilot must obtain a new clearance or cancel his/her IFR flight plan if not off by the specified time. (See ICAO term CLEARANCE VOID TIME.) CLEARANCE VOID TIME [IC AO]- A time specified by an air traffic control unit at which a clearance ceases to be valid unless the aircraft concerned has already taken action to comply therewith. CLEARED APPROACH- ATC authorization for an aircraft to execute any standard or special instrument approach procedure for that airport. Normally, an aircraft will be cleared for a specific instrument approach procedure. (See CLEARED (Type of) APPROACH.) (See INSTRUMENT APPROACH PROCEDURE.) (Refer to 14 CFR Part 91.) (Refer to AIM.) CLEARED (Type of) APPROACH- ATC authorization for an aircraft to execute a specific instrument approach procedure to an airport; e.g., “Cleared ILS Runway Three Six Approach.” (See APPROACH CLEARANCE.) (See INSTRUMENT APPROACH PROCEDURE.) (Refer to 14 CFR Part 91.) (Refer to AIM.) CLEARED AS FILED- Means the aircraft is cleared to proceed in accordance with the route of flight filed in the flight plan. This clearance does not include the altitude, DP, or DP Transition. (See REQUEST FULL ROUTE CLEARANCE.) (Refer to AIM.) CLEARED FOR TAKEOFF- ATC authorization for an aircraft to depart. It is predicated on known traffic and known physical airport conditions. CLEARED FOR THE OPTION- ATC authorization for an aircraft to make a touch-and-go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student's performance under changing situations. (See OPTION APPROACH.) (Refer to AIM.) CLEARED THROUGH- ATC authorization for an aircraft to make intermediate stops at specified airports without refiling a flight plan while en route to the clearance limit. CLEARED TO LAND- ATC authorization for an aircraft to land. It is predicated on known traffic and known physical airport conditions. CLEARWAY- An area beyond the takeoff runway under the control of airport authorities within which terrain or fixed obstacles may not extend above specified limits. These areas may be required for certain turbine-powered operations and the size and upward slope of the clearway will differ depending on when the aircraft was certificated. (Refer to 14 CFR Part 1.) CLIMB TO VFR- ATC authorization for an aircraft to climb to VFR conditions within Class B, C, D, and E surface areas when the only weather limitation is restricted visibility. The aircraft must remain clear of clouds while climbing to VFR. (See SPECIAL VFR CONDITIONS.) (Refer to AIM.) CLIMBOUT- That portion of flight operation between takeoff and the initial cruising altitude. Pilot/Controller Glossary 2/14/08 PCG C-4 CLOSE PARALLEL RUNWAYS- Two parallel runways whose extended centerlines are separated by less than 4,300 feet, having a Precision Runway Monitoring (PRM) system that permits simultaneous independent ILS approaches. CLOSED RUNWAY- A runway that is unusable for aircraft operations. Only the airport management/ military operations office can close a runway. CLOSED TRAFFIC- Successive operations involving takeoffs and landings or low approaches where the aircraft does not exit the traffic pattern. CLOUD- A cloud is a visible accumulation of minute water droplets and/or ice particles in the atmosphere above the Earth's surface. Cloud differs from ground fog, fog, or ice fog only in that the latter are, by definition, in contact with the Earth's surface. CLT(See CALCULATED LANDING TIME.) CLUTTER- In radar operations, clutter refers to the reception and visual display of radar returns caused by precipitation, chaff, terrain, numerous aircraft targets, or other phenomena. Such returns may limit or preclude ATC from providing services based on radar. (See CHAFF.) (See GROUND CLUTTER.) (See PRECIPITATION.) (See TARGET.) (See ICAO term RADAR CLUTTER.) CMNPS(See CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE.) COASTAL FIX- A navigation aid or intersection where an aircraft transitions between the domestic route structure and the oceanic route structure. CODES- The number assigned to a particular multiple pulse reply signal transmitted by a transponder. (See DISCRETE CODE.) COMBINED CENTER-RAPCON- An air traffic facility which combines the functions of an ARTCC and a radar approach control facility. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (See RADAR APPROACH CONTROL FACILITY.) 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.)

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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 separating 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 compulsory reporting points when informed by ATC that their aircraft is in “radar contact.”

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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 navigations. 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 contaminated 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 frequencies assigned to the sector. (See DISCRETE FREQUENCY.) CONTROL SLASH- A radar beacon slash representing 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 enplanements. 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 communications 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 approaches 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 component 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 without a standard/special instrument 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.) JO 7110.65S 2/14/08 -2 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 distributed 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 deceleration 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 Term inal 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 performance 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 navigational 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.) (Refer to AIM.) DIS CRETE FREQUENCY- A separate radio frequency for use in direct pilot-controller communications in air traffic control which reduces frequency congestion by controlling the number of aircraft operating on a particular frequency at one time. Discrete frequencies are normally designated for each control sector in en route/terminal ATC facilities. Discrete frequencies are listed in the Airport/Facility Directory and the DOD FLIP IFR En Route Supplement. (See CONTROL SECTOR.) DISPLACED THRESHOLD- A threshold that is located at a point on the runway other than the designated beginning of the runway. (See THRESHOLD.) (Refer to AIM.) DISTANCE MEASURING EQUIPMENT- Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. (See MICROWAVE LANDING SYSTEM.) (See TACAN.) (See VORTAC.) DISTRESS- A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance. DIVE BRAKES(See SPEED BRAKES.) DIVERSE VECTOR AREA- In a radar environment, that area in which a prescribed departure route is not required as the only suitable route to avoid obstacles. The area in which random radar vectors below the MVA/MIA, established in accordance with the TERPS criteria for diverse departures, obstacles and terrain avoidance, may be issued to departing aircraft. DIVERSION (DVRSN)- Flights that are required to land at other than their original destination for reasons beyond the control of the pilot/company, e.g. periods of significant weather. DME(See DISTANCE MEASURING EQUIPMENT.) Pilot/Controller Glossary 2/14/08 PCG D-4 DME FIX- A geographical position determined by reference to a navigational aid which provides distance and azimuth information. It is defined by a specific distance in nautical miles and a radial, azimuth, or course (i.e., localizer) in degrees magnetic from that aid. (See DISTANCE MEASURING EQUIPMENT.) (See FIX.) (See MICROWAVE LANDING SYSTEM.) DME SEPARATION- Spacing of aircraft in terms of distances (nautical miles) determined by reference to distance measuring equipment (DME). (See DISTANCE MEASURING EQUIPMENT.) DOD FLIP- Department of Defense Flight Information Publications used for flight planning, en route, and terminal operations. FLIP is produced by the National Imagery and Mapping Agency (NIMA) for world-wide use. United States Government Flight Information Publications (en route charts and instrument approach procedure charts) are incorporated in DOD FLIP for use in the National Airspace System (NAS). DOMESTIC AIRSPACE- Airspace which overlies the continental land mass of the United States plus Hawaii and U.S. possessions. Domestic airspace extends to 12 miles offshore. DOWNBURST- A strong downdraft which induces an outburst of damaging winds on or near the ground. Damaging winds, either straight or curved, are highly divergent. The sizes of downbursts vary from 1/2 mile or less to more than 10 miles. An intense downburst often causes widespread damage. Damaging winds, lasting 5 to 30 minutes, could reach speeds as high as 120 knots. DOWNWIND LEG(See TRAFFIC PATTERN.) DP(See INSTRUMENT DEPARTURE PROCEDURE.) DRAG CHUTE- A parachute device installed on certain aircraft which is deployed on landing roll to assist in deceleration of the aircraft. DSP(See DEPARTURE SEQUENCING PROGRAM.) DT(See DELAY TIME.) DTAS(See DIGITAL TERMINAL AUTOMATION SYSTEM.) DUE REGARD- A phase of flight wherein an aircraft commander of a State-operated aircraft assumes responsibility to separate his/her aircraft from all other aircraft. (See also FAAO JO 7110.65, Para 1-2-1, WORD MEANINGS.) DUTY RUNWAY(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY RUNWAY.) DVA(See DIVERSE VECTOR AREA.) DVFR(See DEFENSE VISUAL FLIGHT RULES.) DVFR FLIGHT PLAN- A flight plan filed for a VFR aircraft which intends to operate in airspace within which the ready identification, location, and control of aircraft are required in the interest of national security. DVRSN(See DIVERSION.) DYNAMIC- Continuous review, evaluation, and change to meet demands. DYNAMIC RESTRICTIONS- Those restrictions imposed by the local facility on an “as needed” basis to manage unpredictable fluctuations in traffic demands. Pilot/Controller Glossary 2/14/08 PCG E-1

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E EAS(See EN ROUTE AUTOMATION SYSTEM.) EDCT(See EXPECT DEPARTURE CLEARANCE TIME.) EFC(See EXPECT FURTHER CLEARANCE (TIME).) ELT(See EMERGENCY LOCATOR TRANSMITTER.) EMERGENCY- A distress or an urgency condition. EMERGENCY LOCATOR TRANSMITTER- A radio transmitter attached to the aircraft structure which operates from its own power source on 121.5 MHz and 243.0 MHz. It aids in locating downed aircraft by radiating a downward sweeping audio tone, 2-4 times per second. It is designed to function without human action after an accident. (Refer to 14 CFR Part 91.) (Refer to AIM.) E-MSAW(See EN ROUTE MINIMUM SAFE ALTITUDE WARNING.) EN ROUTE AIR TRAFFIC CONTROL SER­ VICES- Air traffic control service provided aircraft on IFR flight plans, generally by centers, when these aircraft are operating between departure and destination terminal areas. When equipment, capabilities, and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) EN ROUTE AUTOMATION SYSTEM (EAS)- The complex integrated environment consisting of situation display systems, surveillance systems and flight data processing, remote devices, decision support tools, and the related communications equipment that form the heart of the automated IFR air traffic control system. It interfaces with automated terminal systems and is used in the control of en route IFR aircraft. (Refer to AIM.) EN ROUTE CHARTS(See AERONAUTICAL CHART.) EN ROUTE DESCENT- Descent from the en route cruising altitude which takes place along the route of flight.

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EN ROUTE FLIGHT ADVISORY SERVICE- A service specifically designed to provide, upon pilot request, timely weather information pertinent to his/her type of flight, intended route of flight, and altitude. The FSSs providing this service are listed in the Airport/Facility Directory. (See FLIGHT WATCH.) (Refer to AIM.) EN ROUTE HIGH ALTITUDE CHARTS(See AERONAUTICAL CHART.) EN ROUTE LOW ALTITUDE CHARTS(See AERONAUTICAL CHART.) EN ROUTE MINIMUM SAFE ALTITUDE WARN­ ING- A function of the EAS that aids the controller by providing an alert when a tracked aircraft is below or predicted by the computer to go below a predetermined minimum IFR altitude (MIA). EN ROUTE SPACING PROGRAM (ESP)- A program designed to assist the exit sector in achieving the required in-trail spacing. EN ROUTE TRANSITIONa. Conventional STARs/SIDs. The portion of a SID/STAR that connects to one or more en route airway/jet route. b. RNAV STARs/SIDs. The portion of a STAR preceding the common route or point, or for a SID the portion following, that is coded for a specific en route fix, airway or jet route. ESP(See EN ROUTE SPACING PROGRAM.) ESTABLISHED-To be stable or fixed on a route, route segment, altitude, heading, etc. ESTIMATED ELAPSED TIME [IC AO]- The estimated time required to proceed from one significant point to another. (See ICAO Term TOTAL ESTIMATED ELAPSED TIME.) Pilot/Controller Glossary 2/14/08 PCG E-2 ESTIMATED OFF-BLOCK TIME [ICAO]- The estimated time at which the aircraft will commence movement associated with departure. ESTIMATED POSITION ERROR (EPE)- (See Required Navigation Performance) ESTIMATED TIME OF ARRIVAL- The time the flight is estimated to arrive at the gate (scheduled operators) or the actual runway on times for nonscheduled operators. ESTIMATED TIME EN ROUTE- The estimated flying time from departure point to destination (lift-off to touchdown). ETA(See ESTIMATED TIME OF ARRIVAL.) ETE(See ESTIMATED TIME EN ROUTE.) EXECUTE MISSED APPROACH- Instructions issued to a pilot making an instrument approach which means continue inbound to the missed approach point and execute the missed approach procedure as described on the Instrument Approach Procedure Chart or as previously assigned by ATC. The pilot may climb immediately to the altitude specified in the missed approach procedure upon making a missed approach. No turns should be initiated prior to reaching the missed approach point. When conducting an ASR or PAR approach, execute the assigned missed approach procedure immediately upon receiving instructions to “execute missed approach.” (Refer to AIM.) EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used under certain conditions to provide a pilot with an altitude to be used in the event of two-way communications failure. It also provides altitude information to assist the pilot in planning. (Refer to AIM.) EXPECT DEPARTURE CLEARANCE TIME (EDCT)- The runway release time assigned to an aircraft in a traffic management program and shown on the flight progress strip as an EDCT. (See GROUND DELAY PROGRAM.) EXPECT FURTHER CLEARANCE (TIME)- The time a pilot can expect to receive clearance beyond a clearance limit. EXPECT FURTHER CLEARANCE VIA (AIR­ WAYS, ROUTES OR FIXES)- Used to inform a pilot of the routing he/she can expect if any part of the route beyond a short range clearance limit differs from that filed. EXPEDITE- Used by ATC when prompt compliance is required to avoid the development of an imminent situation. Expedite climb/descent normally indicates to a pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteristics. Pilot/Controller Glossary 2/14/08 PCG F-1

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F FAF(See FINAL APPROACH FIX.) FAST FILE- A system whereby a pilot files a flight plan via telephone that is tape recorded and then transcribed for transmission to the appropriate air traffic facility. Locations having a fast file capability are contained in the Airport/Facility Directory. (Refer to AIM.) FAWP- Final Approach Waypoint FCLT(See FREEZE CALCULATED LANDING TIME.) FEATHERED PROPELLER- A propeller whose blades have been rotated so that the leading and trailing edges are nearly parallel with the aircraft flight path to stop or minimize drag and engine rotation. Normally used to indicate shutdown of a reciprocating or turboprop engine due to malfunction. FEDERAL AIRWAYS(See LOW ALTITUDE AIRWAY STRUCTURE.) FEEDER FIX- The fix depicted on Instrument Approach Procedure Charts which establishes the starting point of the feeder route. FEEDER ROUTE- A route depicted on instrument approach procedure charts to designate routes for aircraft to proceed from the en route structure to the initial approach fix (IAF). (See INSTRUMENT APPROACH PROCEDURE.) FERRY FLIGHT- A flight for the purpose of: a. Returning an aircraft to base. b. Delivering an aircraft from one location to another. c. Moving an aircraft to and from a maintenance base.- Ferry flights, under certain conditions, may be conducted under terms of a special flight permit. FIELD ELEVATION(See AIRPORT ELEVATION.) FILED- Normally used in conjunction with flight plans, meaning a flight plan has been submitted to ATC. FILED EN ROUTE DELAY- Any of the following preplanned delays at points/areas along the route of flight which require special flight plan filing and handling techniques. a. Terminal Area Delay. A delay within a terminal area for touch-and-go, low approach, or other terminal area activity. b. Special Use Airspace Delay. A delay within a Military Operations Area, Restricted Area, Warning Area, or ATC Assigned Airspace. c. Aerial Refueling Delay. A delay within an Aerial Refueling Track or Anchor. FILED FLIGHT PLAN- The flight plan as filed with an ATS unit by the pilot or his/her designated representative without any subsequent changes or clearances. FINAL- Commonly used to mean that an aircraft is on the final approach course or is aligned with a landing area. (See FINAL APPROACH COURSE.) (See FINAL APPROACH-IFR.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH [ICAO]- That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified.

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a. At the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or b. At the point of interception of the last track specified in the approach procedure; and ends at a point in the vicinity of an aerodrome from which: 1. A landing can be made; or 2. A missed approach procedure is initiated. FINAL APPROACH COURSE- A bearing/radial/ track of an instrument approach leading to a runway or an extended runway centerline all without regard to distance. FINAL APPROACH FIX- The fix from which the final approach (IFR) to an airport is executed and which identifies the beginning of the final approach segment. It is designated on Government charts by the Maltese Cross symbol for nonprecision Pilot/Controller Glossary 2/14/08 PCG F-2 approaches and the lightning bolt symbol for precision approaches; or when ATC directs a lower-than-published glideslope/path intercept altitude, it is the resultant actual point of the glideslope/path intercept. (See FINAL APPROACH POINT.) (See GLIDESLOPE INTERCEPT ALTITUDE.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH-IFR- The flight path of an aircraft which is inbound to an airport on a final instrument approach course, beginning at the final approach fix or point and extending to the airport or the point where a circle-to-land maneuver or a missed approach is executed. (See FINAL APPROACH COURSE.) (See FINAL APPROACH FIX.) (See FINAL APPROACH POINT.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (See ICAO term FINAL APPROACH.)

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FINAL APPROACH POINT- The point, applicable only to a nonprecision approach with no depicted FAF (such as an on airport VOR), where the aircraft is established inbound on the final approach course from the procedure turn and where the final approach descent may be commenced. The FAP serves as the FAF and identifies the beginning of the final approach segment. (See FINAL APPROACH FIX.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FINAL APPROACH SEGMENT [ICAO]- That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. FINAL CONTROLLER- The controller providing information and final approach guidance during PAR and ASR approaches utilizing radar equipment. (See RADAR APPROACH.)