ATC

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c. Nonradar Arrival. An aircraft arriving at an airport without radar service or at an airport served by a radar facility and radar contact has not been Pilot/Controller Glossary 2/14/08 PCG N-3 established or has been terminated due to a lack of radar service to the airport. (See RADAR ARRIVAL.) (See RADAR SERVICE.) d. Nonradar Route. A flight path or route over which the pilot is performing his/her own navigation. The pilot may be receiving radar separation, radar monitoring, or other ATC services while on a nonradar route. (See RADAR ROUTE.) e. Nonradar Separation. The spacing of aircraft in accordance with established minima without the use of radar; e.g., vertical, lateral, or longitudinal separation. (See RADAR SEPARATION.) (See ICAO term NONRADAR SEPARATION.) NONRADAR SEPARATION [ICAO]- The separation used when aircraft position information is derived from sources other than radar. NON-RESTRICTIVE ROUTING (NRR)- Portions of a proposed route of flight where a user can flight plan the most advantageous flight path with no requirement to make reference to ground-based NAVAIDs. NOPAC(See NORTH PACIFIC.) NORDO(See LOST COMMUNICATIONS.) NORMAL OPERATING ZONE (NOZ)- The NOZ is the operating zone within which aircraft flight remains during normal independent simultaneous parallel ILS approaches.

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NORTH AMERICAN ROUTE- A numerically coded route preplanned over existing airway and route systems to and from specific coastal fixes serving the North Atlantic. North American Routes consist of the following: a. Common Route/Portion. That segment of a North American Route between the inland navigation facility and the coastal fix. b. Noncommon Route/Portion. That segment of a North American Route between the inland navigation facility and a designated North American terminal. c. Inland Navigation Facility. A navigation aid on a North American Route at which the common route and/or the noncommon route begins or ends. d. Coastal Fix. A navigation aid or intersection where an aircraft transitions between the domestic route structure and the oceanic route structure. NORTH AMERICAN ROUTE PROGRAM (NRP)- The NRP is a set of rules and procedures which are designed to increase the flexibility of user flight planning within published guidelines. NORTH MARK- A beacon data block sent by the host computer to be displayed by the ARTS on a 360 degree bearing at a locally selected radar azimuth and distance. The North Mark is used to ensure correct range/azimuth orientation during periods of CENRAP. NORTH PACIFIC- An organized route system between the Alaskan west coast and Japan. NOTAM(See NOTICE TO AIRMEN.) NOTAM [ICAO]- A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. a. I Distribution- Distribution by means of telecommunication. b. II Distribution- Distribution by means other than telecommunications.

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NOTIC E TO AIR MEN- A notice containing information (not known sufficiently in advance to publicize by other means) concerning the establishment, condition, or change in any component (facility, service, or procedure of, or hazard in the National Airspace System) the timely knowledge of which is essential to personnel concerned with flight operations. a. NOTAM(D)- A NOTAM given (in addition to local dissemination) distant dissemination beyond the area of responsibility of the Flight Service Station. These NOTAMs will be stored and available until canceled. b. NOTAM(L)- A NOTAM given local dissemination by voice and other means, such as telautograph and telephone, to satisfy local user requirements. c. FDC NOTAM- A NOTAM regulatory in nature, transmitted by USNOF and given system wide dissemination. (See ICAO term NOTAM.) Pilot/Controller Glossary 2/14/08 PCG N-4 NOTIC ES TO AIR MEN PUBLIC ATION- A publication issued every 28 days, designed primarily for the pilot, which contains current NOTAM information considered essential to the safety of flight as well as supplem ental data to other aeronautical publications. The contraction NTAP is used in NOTAM text. (See NOTICE TO AIRMEN.) NRR(See NON-RESTRICTIVE ROUTING.) NRS(See NAVIGATION REFERENCE SYSTEM.) NTAP(See NOTICES TO AIRMEN PUBLICATION.) NUMEROUS TARGETS VICINITY (LOCA­ TION)- A traffic advisory issued by ATC to advise pilots that targets on the radar scope are too numerous to issue individually. (See TRAFFIC ADVISORIES.) Pilot/Controller Glossary 2/14/08 PCG O-1 O OBSTACLE- An existing object, object of natural growth, or terrain at a fixed geographical location or which may be expected at a fixed location within a prescribed area with reference to which vertical clearance is or must be provided during flight operation. OBSTACLE DEPARTURE PROCEDURE (ODP)- A preplanned instrument flight rule (IFR) departure procedure printed for pilot use in textual or graphic form to provide obstruction clearance via the least onerous route from the term inal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC. (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (See STANDARD INSTRUMENT DEPARTURES.) (Refer to AIM.) OBSTACLE FREE ZONE- The OFZ is a three dimensional volume of airspace which protects for the transition of aircraft to and from the runway. The OFZ clearing standard precludes taxiing and parked airplanes and object penetrations, except for frangible NAVAID locations that are fixed by function. Additionally, vehicles, equipment, and personnel may be authorized by air traffic control to enter the area using the provisions of FAAO JO 7110.65, Para 3-1-5, VEHICLES/EQUIPMENT/ PERSONNEL ON RUNWAYS. The runway OFZ and when applicable, the inner-approach OFZ, and the inner-transitional OFZ, comprise the OFZ. a. Runway OFZ. The runway OFZ is a defined volume of airspace centered above the runway. The runway OFZ is the airspace above a surface whose elevation at any point is the same as the elevation of the nearest point on the runway centerline. The runway OFZ extends 200 feet beyond each end of the runway. The width is as follows: 1. For runways serving large airplanes, the greater of: (a) 400 feet, or (b) 180 feet, plus the wingspan of the most demanding airplane, plus 20 feet per 1,000 feet of airport elevation. 2. For runways serving only small airplanes: (a) 300 feet for precision instrument runways. (b) 250 feet for other runways serving small airplanes with approach speeds of 50 knots, or more. (c) 120 feet for other runways serving small airplanes with approach speeds of less than 50 knots. b. Inner-approach OFZ. The inner-approach OFZ is a defined volume of airspace centered on the approach area. The inner-approach OFZ applies only to runways with an approach lighting system. The inner-approach OFZ begins 200 feet from the runway threshold at the same elevation as the runway threshold and extends 200 feet beyond the last light unit in the approach lighting system. The width of the inner-approach OFZ is the same as the runway OFZ and rises at a slope of 50 (horizontal) to 1 (vertical) from the beginning. c. Inner-transitional OFZ. The inner transitional surface OFZ is a defined volume of airspace along the sides of the runway and inner-approach OFZ and applies only to precision instrument runways. The inner-transitional surface OFZ slopes 3 (horizontal) to 1 (vertical) out from the edges of the runway OFZ and inner-approach OFZ to a height of 150 feet above the established airport elevation. (Refer to AC 150/5300-13, Chapter 3.) (Refer to FAAO JO 7110.65, Para 3-1-5, VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS.) OBSTRUCTION- Any object/obstacle exceeding the obstruction standards specified by 14 CFR Part 77, Subpart C. OBSTRUCTION LIGHT- A light or one of a group of lights, usually red or white, frequently mounted on a surface structure or natural terrain to warn pilots of the presence of an obstruction. OCEANIC AIRSPACE- Airspace over the oceans of the world, considered international airspace, where oceanic separation and procedures per the International Civil Aviation Organization are applied. Responsibility for the provisions of air traffic control Pilot/Controller Glossary 2/14/08 PCG O-2 service in this airspace is delegated to various countries, based generally upon geographic proximity and the availability of the required resources. OCEANIC DISPLAY AND PLANNING SYS­ TEM- An automated digital display system which provides flight data processing, conflict probe, and situation display for oceanic air traffic control. OCEANIC NAVIGATIONAL ERROR REPORT- A report filed when an aircraft exiting oceanic airspace has been observed by radar to be off course. ONER reporting parameters and procedures are contained in FAAO 7110.82, Monitoring of Navigational Performance In Oceanic Areas. OCEANIC PUBLISHED ROUTE- A route established in international airspace and charted or described in flight information publications, such as Route Charts, DOD Enroute Charts, Chart Supplements, NOTAMs, and Track Messages. OCEANIC TRANSITION ROUTE- An ATS route established for the purpose of transitioning aircraft to/from an organized track system. ODAPS(See OCEANIC DISPLAY AND PLANNING SYSTEM.) ODP(See OBSTACLE DEPARTURE PROCEDURE.) OFF COURSE- A term used to describe a situation where an aircraft has reported a position fix or is observed on radar at a point not on the ATC-approved route of flight. OFF-ROUTE VECTOR- A vector by ATC which takes an aircraft off a previously assigned route. Altitudes assigned by ATC during such vectors provide required obstacle clearance. OFFSET PARALLEL RUNWAYS- Staggered runways having centerlines which are parallel. OFFSHORE/CONTROL AIRSPACE AREA- That portion of airspace between the U.S. 12 NM limit and the oceanic CTA/FIR boundary within which air traffic control is exercised. These areas are established to provide air traffic control services. Offshore/Control Airspace Areas may be classified as either Class A airspace or Class E airspace. OFT(See OUTER FIX TIME.) OM(See OUTER MARKER.) OMEGA- An RNAV system designed for long-range navigation based upon ground-based electronic navigational aid signals. ON COURSEa. Used to indicate that an aircraft is established on the route centerline. b. Used by ATC to advise a pilot making a radar approach that his/her aircraft is lined up on the final approach course. (See ON-COURSE INDICATION.) ON-COURSE INDICATION- An indication on an instrument, which provides the pilot a visual means of determining that the aircraft is located on the centerline of a given navigational track, or an indication on a radar scope that an aircraft is on a given track. ONE-MINUTE WEATHER- The most recent one minute updated weather broadcast received by a pilot from an uncontrolled airport ASOS/AWOS. ONER(See OCEANIC NAVIGATIONAL ERROR REPORT.) OPERATIONAL(See DUE REGARD.) OPPOSITE DIRECTION AIRCRAFT- Aircraft are operating in opposite directions when: a. They are following the same track in reciprocal directions; or b. Their tracks are parallel and the aircraft are flying in reciprocal directions; or c. Their tracks intersect at an angle of more than 135_. OPTION APPROACH- An approach requested and conducted by a pilot which will result in either a touch-and-go, missed approach, low approach, stop-and-go, or full stop landing. (See CLEARED FOR THE OPTION.) (Refer to AIM.) ORGANIZED TRACK SYSTEM- A series of ATS routes which are fixed and charted; i.e., CEP, NOPAC, or flexible and described by NOTAM; i.e., NAT TRACK MESSAGE. OROCA- An off-route altitude which provides obstruction clearance with a 1,000 foot buffer in Pilot/Controller Glossary 2/14/08 PCG O-3 nonmountainous terrain areas and a 2,000 foot buffer in designated mountainous areas within the United States. This altitude may not provide signal coverage from ground-based navigational aids, air traffic control radar, or communications coverage. OTR(See OCEANIC TRANSITION ROUTE.) OTS(See ORGANIZED TRACK SYSTEM.) OUT- The conversation is ended and no response is expected. OUTER AREA (associated with Class C airspace)- Nonregulatory airspace surrounding designated Class C airspace airports wherein ATC provides radar vectoring and sequencing on a full-time basis for all IFR and participating VFR aircraft. The service provided in the outer area is called Class C service which includes: IFR/IFR-standard IFR separation; IFR/VFR-traffic advisories and conflict resolution; and VFR/VFR-traffic advisories and, as appropriate, safety alerts. The normal radius will be 20 nautical miles with some variations based on site-specific requirements. The outer area extends outward from the primary Class C airspace airport and extends from the lower limits of radar/radio coverage up to the ceiling of the approach control's delegated airspace excluding the Class C charted area and other airspace as appropriate. (See CONFLICT RESOLUTION.) (See CONTROLLED AIRSPACE.) OUTER COMPASS LOCATOR(See COMPASS LOCATOR.) OUTER FIX- A general term used within ATC to describe fixes in the terminal area, other than the final approach fix. Aircraft are normally cleared to these fixes by an Air Route Traffic Control Center or an Approach Control Facility. Aircraft are normally cleared from these fixes to the final approach fix or final approach course. OR OUTER FIX- An adapted fix along the converted route of flight, prior to the meter fix, for which crossing times are calculated and displayed in the metering position list. OUTER FIX ARC- A semicircle, usually about a 50-70 mile radius from a meter fix, usually in high altitude, which is used by CTAS/HOST to calculate outer fix times and determine appropriate sector meter list assignments for aircraft on an established arrival route that will traverse the arc. OUTER FIX TIME- A calculated time to depart the outer fix in order to cross the vertex at the ACLT. The time reflects descent speed adjustments and any applicable delay time that must be absorbed prior to crossing the meter fix. OUTER MARKER- A marker beacon at or near the glideslope intercept altitude of an ILS approach. It is keyed to transmit two dashes per second on a 400 Hz tone, which is received aurally and visually by compatible airborne equipment. The OM is normally located four to seven miles from the runway threshold on the extended centerline of the runway. (See INSTRUMENT LANDING SYSTEM.) (See MARKER BEACON.) (Refer to AIM.) OVER- My transmission is ended; I expect a response. OVERHEAD MANEUVER- A series of predetermined maneuvers prescribed for aircraft (often in formation) for entry into the visual flight rules (VFR) traffic pattern and to proceed to a landing. An overhead maneuver is not an instrument flight rules (IFR) approach procedure. An aircraft executing an overhead maneuver is considered VFR and the IFR flight plan is cancelled when the aircraft reaches the “initial point” on the initial approach portion of the maneuver. The pattern usually specifies the following: a. The radio contact required of the pilot. b. The speed to be maintained. c. An initial approach 3 to 5 miles in length. d. An elliptical pattern consisting of two 180 degree turns. e. A break point at which the first 180 degree turn is started. f. The direction of turns. g. Altitude (at least 500 feet above the conventional pattern). h. A “Roll-out” on final approach not less than 1/4 mile from the landing threshold and not less than 300 feet above the ground. Pilot/Controller Glossary 2/14/08 PCG O-4 OVERLYING CENTER- The ARTCC facility that is responsible for arrival/departure operations at a specific terminal. Pilot/Controller Glossary 2/14/08 PCG P-1 P P TIME(See PROPOSED DEPARTURE TIME.) P-ACP(See PREARRANGED COORDINATION PROCEDURES.) PAN-PAN- The international radio-telephony urgency signal. When repeated three times, indicates uncertainty or alert followed by the nature of the urgency. (See MAYDAY.) (Refer to AIM.) PAR(See PRECISION APPROACH RADAR.) PAR [ICAO]- (See ICAO Term PRECISION APPROACH RADAR.) PARALLEL ILS APPROACHES- Approaches to parallel runways by IFR aircraft which, when established inbound toward the airport on the adjacent final approach courses, are radar-separated by at least 2 miles. (See FINAL APPROACH COURSE.) (See SIMULTANEOUS ILS APPROACHES.) PARALLEL MLS APPROACHES(See PARALLEL ILS APPROACHES.) PARALLEL OFFSET ROUTE- A parallel track to the left or right of the designated or established airway/route. Normally associated with Area Navigation (RNAV) operations. (See AREA NAVIGATION.) PARALLEL RUNWAYS- Two or more runways at the same airport whose centerlines are parallel. In addition to runway number, parallel runways are designated as L (left) and R (right) or, if three parallel runways exist, L (left), C (center), and R (right). PBCT(See PROPOSED BOUNDARY CROSSING TIME.) PDC(See PRE-DEPARTURE CLEARANCE.) PERMANENT ECHO- Radar signals reflected from fixed objects on the earth's surface; e.g., buildings, towers, terrain. Permanent echoes are distinguished from “ground clutter” by being definable locations rather than large areas. Under certain conditions they may be used to check radar alignment. PHOTO RECONNAISSANCE- Military activity that requires locating individual photo targets and navigating to the targets at a preplanned angle and altitude. The activity normally requires a lateral route width of 16 NM and altitude range of 1,500 feet to 10,000 feet AGL. PILOT BRIEFING- A service provided by the FSS to assist pilots in flight planning. Briefing items may include weather information, NOTAMS, military activities, flow control information, and other items as requested. (Refer to AIM.) PILOT IN COMMAND- The pilot responsible for the operation and safety of an aircraft during flight time. (Refer to 14 CFR Part 91.) PILOT WEATHER REPORT- A report of meteorological phenomena encountered by aircraft in flight. (Refer to AIM.) PILOT'S DISCRETION- When used in conjunction with altitude assignments, means that ATC has offered the pilot the option of starting climb or descent whenever he/she wishes and conducting the climb or descent at any rate he/she wishes. He/she may temporarily level off at any intermediate altitude. However, once he/she has vacated an altitude, he/she may not return to that altitude. PIREP(See PILOT WEATHER REPORT.) PITCH POINT- A fix/waypoint that serves as a transition point from a departure procedure or the low altitude ground-based navigation structure into the high altitude waypoint system. PLANS DISPLAY- A display available in URET that provides detailed flight plan and predicted conflict information in textual format for requested Current Plans and all Trial Plans. (See USER REQUEST EVALUATION TOOL.) Pilot/Controller Glossary 2/14/08 PCG P-2 POFZ(See PRECISION OBSTACLE FREE ZONE.) POINT OUT(See RADAR POINT OUT.) POINT-TO-POINT (PTP)- A level of NRR service for aircraft that is based on traditional waypoints in their FMSs or RNAV equipage. POLAR TRACK STRUCTURE- A system of organized routes between Iceland and Alaska which overlie Canadian MNPS Airspace. POSITION AND HOLD- Used by ATC to inform a pilot to taxi onto the departure runway in takeoff position and hold. It is not authorization for takeoff. It is used when takeoff clearance cannot immediately be issued because of traffic or other reasons. (See CLEARED FOR TAKEOFF.) POSITION REPORT- A report over a known location as transmitted by an aircraft to ATC. (Refer to AIM.) POSITION SYMBOL- A computer-generated indication shown on a radar display to indicate the mode of tracking. POSITIVE CONTROL- The separation of all air traffic within designated airspace by air traffic control. PRACTICE INSTRUMENT APPROACH- An instrument approach procedure conducted by a VFR or an IFR aircraft for the purpose of pilot training or proficiency demonstrations. PRE-DEPARTURE CLEARANCE- An application with the Terminal Data Link System (TDLS) that provides clearance information to subscribers, through a service provider, in text to the cockpit or gate printer. PREARRANGED COORDINATION- A standardized procedure which permits an air traffic controller to enter the airspace assigned to another air traffic controller without verbal coordination. The procedures are defined in a facility directive which ensures standard separation between aircraft. PREARRANGED COORDINATION PROCE­ DURES- A facility's standardized procedure that describes the process by which one controller shall allow an aircraft to penetrate or transit another controller's airspace in a manner that assures standard separation without individual coordination for each aircraft. PRECIP ITATION- Any or all form s of water particles (rain, sleet, hail, or snow) that fall from the atmosphere and reach the surface. PRECIPITATION RADAR WEATHER DE­ SCRIPTIONS - Existing radar systems cannot detect turbulence. However, there is a direct correlation between the degree of turbulence and other weather features associated with thunderstorms and the weather radar precipitation intensity. Controllers will issue (where capable) precipitation intensity as observed by radar when using weather and radar processor (WARP) or NAS ground based digital radars with weather capabilities. When precipitation intensity information is not available, the intensity will be described as UNKNOWN. When intensity levels can be determined, they shall be described as: a. LIGHT (< 30 dBZ) b. MODERATE (30 to 40 dBZ) c. HEAVY (> 40 to 50 dBZ) d. EXTREME (> 50 dBZ) (Refer to AC 00-45, Aviation Weather Services.) PRECISION APPROACH(See PRECISION APPROACH PROCEDURE.) PRECISION APPROACH PROCEDURE- A standard instrument approach procedure in which an electronic glideslope/glidepath is provided; e.g., ILS, MLS, and PAR. (See INSTRUMENT LANDING SYSTEM.) (See MICROWAVE LANDING SYSTEM.) (See PRECISION APPROACH RADAR.) PRECISION APPROACH RADAR- Radar equipment in some ATC facilities operated by the FAA and/or the military services at joint-use civil/military locations and separate military installations to detect and display azimuth, elevation, and range of aircraft on the final approach course to a runway. This equipment may be used to monitor certain nonradar approaches, but is primarily used to conduct a precision instrument approach (PAR) wherein the controller issues guidance instructions to the pilot based on the aircraft's position in relation to the final approach course (azimuth), the glidepath (elevation), Pilot/Controller Glossary 2/14/08 PCG P-3 and the distance (range) from the touchdown point on the runway as displayed on the radar scope. Note:_The abbreviation “PAR” is also used to denote preferential arrival routes in ARTCC computers. (See GLIDEPATH.) (See PAR.) (See PREFERENTIAL ROUTES.) (See ICAO term PRECISION APPROACH RADAR.) (Refer to AIM.) PRECISION APPROACH RADAR [ICAO]- Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateral and vertical deviations relative to a nominal approach path, and in range relative to touchdown. Note:_Precision approach radars are designed to enable pilots of aircraft to be given guidance by radio communication during the final stages of the approach to land. PRECISION OBSTACLE FREE ZONE (POFZ)- An 800 foot wide by 200 foot long area centered on the runway centerline adjacent to the threshold designed to protect aircraft flying precision approaches from ground vehicles and other aircraft when ceiling is less than 250 feet or visibility is less than 3/4 statute mile (or runway visual range below 4,000 feet.) PRECISION RUNWAY MONITOR (PRM)- Provides air traffic controllers with high precision secondary surveillance data for aircraft on final approach to parallel runways that have extended centerlines separated by less than 4,300 feet. High resolution color monitoring displays (FMA) are required to present surveillance track data to controllers along with detailed maps depicting approaches and no transgression zone. PREFERENTIAL ROUTES- Preferential routes (PDRs, PARs, and PDARs) are adapted in ARTCC computers to accomplish inter/intrafacility controller coordination and to assure that flight data is posted at the proper control positions. Locations having a need for these specific inbound and outbound routes normally publish such routes in local facility bulletins, and their use by pilots minimizes flight plan route amendments. When the workload or traffic situation permits, controllers normally provide radar vectors or assign requested routes to minimize circuitous routing. Preferential routes are usually confined to one ARTCC's area and are referred to by the following names or acronyms: a. Preferential Departure Route (PDR). A specific departure route from an airport or terminal area to an en route point where there is no further need for flow control. It may be included in an Instrument Departure Procedure (DP) or a Preferred IFR Route. b. Preferential Arrival Route (PAR). A specific arrival route from an appropriate en route point to an airport or terminal area. It may be included in a Standard Terminal Arrival (STAR) or a Preferred IFR Route. The abbreviation “PAR” is used primarily within the ARTCC and should not be confused with the abbreviation for Precision Approach Radar. c. Preferential Departure and Arrival Route (PDAR). A route between two terminals which are within or immediately adjacent to one ARTCC's area. PDARs are not synonymous with Preferred IFR Routes but may be listed as such as they do accomplish essentially the same purpose. (See PREFERRED IFR ROUTES.) PREFERRED IFR ROUTES- Routes established between busier airports to increase system efficiency and capacity. They normally extend through one or more ARTCC areas and are designed to achieve balanced traffic flows among high density terminals. IFR clearances are issued on the basis of these routes except when severe weather avoidance procedures or other factors dictate otherwise. Preferred IFR Routes are listed in the Airport/Facility Directory. If a flight is planned to or from an area having such routes but the departure or arrival point is not listed in the Airport/Facility Directory, pilots may use that part of a Preferred IFR Route which is appropriate for the departure or arrival point that is listed. Preferred IFR Routes are correlated with DPs and STARs and may be defined by airways, jet routes, direct routes between NAVAIDs, Waypoints, NAVAID radials/ DME, or any combinations thereof. (See CENTER'S AREA.) (See INSTRUMENT DEPARTURE PROCEDURE.) (See PREFERENTIAL ROUTES.) (See STANDARD TERMINAL ARRIVAL.) (Refer to AIRPORT/FACILITY DIRECTORY.) (Refer to NOTICES TO AIRMEN PUBLICATION.) PRE-FLIGHT PILOT BRIEFING(See PILOT BRIEFING.) PREVAILING VISIBILITY(See VISIBILITY.) Pilot/Controller Glossary 2/14/08 PCG P-4 PRIMARY RADAR TARGET- An analog or digital target, exclusive of a secondary radar target, presented on a radar display. PRM(See ILS PRM APPROACH and PRECISION RUNWAY MONITOR.) PROCEDURE TURN- The maneuver prescribed when it is necessary to reverse direction to establish an aircraft on the intermediate approach segment or final approach course. The outbound course, direction of turn, distance within which the turn must be completed, and minimum altitude are specified in the procedure. However, unless otherwise restricted, the point at which the turn may be commenced and the type and rate of turn are left to the discretion of the pilot. (See ICAO term PROCEDURE TURN.) PROCEDURE TURN [ICAO]- A maneuver in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Note 1:_Procedure turns are designated “left” or “right” according to the direction of the initial turn. Note 2:_Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual approach procedure. PROCEDURE TURN INBOUND- That point of a procedure turn maneuver where course reversal has been completed and an aircraft is established inbound on the intermediate approach segment or final approach course. A report of “procedure turn inbound” is normally used by ATC as a position report for separation purposes. (See FINAL APPROACH COURSE.) (See PROCEDURE TURN.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) PROFILE DESCENT- An uninterrupted descent (except where level flight is required for speed adjustment; e.g., 250 knots at 10,000 feet MSL) from cruising altitude/level to interception of a glideslope or to a minimum altitude specified for the initial or intermediate approach segment of a nonprecision instrument approach. The profile descent normally term inates at the approach gate or where the glideslope or other appropriate minimum altitude is intercepted. PROGRESS REPORT(See POSITION REPORT.) PROGRESSIVE TAXI- Precise taxi instructions given to a pilot unfamiliar with the airport or issued in stages as the aircraft proceeds along the taxi route. PROHIBITED AREA(See SPECIAL USE AIRSPACE.) (See ICAO term PROHIBITED AREA.) PROHIBITED AREA [ICAO]- An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited. PROPOSED BOUNDARY CROSSING TIME- Each center has a PBCT parameter for each internal airport. Proposed internal flight plans are transmitted to the adjacent center if the flight time along the proposed route from the departure airport to the center boundary is less than or equal to the value of PBCT or if airport adaptation specifies transmission regardless of PBCT. PROPOSED DEPARTURE TIME- The time that the aircraft expects to become airborne. PROTECTED AIRSPACE- The airspace on either side of an oceanic route/track that is equal to one-half the lateral separation minimum except where reduction of protected airspace has been authorized. PT(See PROCEDURE TURN.) PTP(See POINT-TO-POINT.) PTS(See POLAR TRACK STRUCTURE.) PUBLISHED ROUTE- A route for which an IFR altitude has been established and published; e.g., Federal Airways, Jet Routes, Area Navigation Routes, Specified Direct Routes. Pilot/Controller Glossary 2/14/08 PCG Q-1 Q Q ROUTE- `Q' is the designator assigned to published RNAV routes used by the United States. QNE- The barometric pressure used for the standard altimeter setting (29.92 inches Hg.). QNH- The barometric pressure as reported by a particular station. QUADRANT- A quarter part of a circle, centered on a NAVAID, oriented clockwise from magnetic north as follows: NE quadrant 000-089, SE quadrant 090-179, SW quadrant 180-269, NW quadrant 270-359. QUEUING(See STAGING/QUEUING.) QUICK LOOK- A feature of the EAS and ARTS which provides the controller the capability to display full data blocks of tracked aircraft from other control positions. JO 7110.65S 2/14/08 -2 Pilot/Controller Glossary 2/14/08 PCG R-1 R RAA(See REMOTE AIRPORT ADVISORY.) RADAR- A device which, by measuring the time interval between transmission and reception of radio pulses and correlating the angular orientation of the radiated antenna beam or beams in azimuth and/or elevation, provides information on range, azimuth, and/or elevation of objects in the path of the transmitted pulses. a. Primary Radar- A radar system in which a minute portion of a radio pulse transmitted from a site is reflected by an object and then received back at that site for processing and display at an air traffic control facility. b. Secondary Radar/Radar Beacon (ATCRBS)- A radar system in which the object to be detected is fitted with cooperative equipment in the form of a radio receiver/transmitter (transponder). Radar pulses transmitted from the searching transmitter/receiver (interrogator) site are received in the cooperative equipment and used to trigger a distinctive transmission from the transponder. This reply transmission, rather than a reflected signal, is then received back at the transmitter/receiver site for processing and display at an air traffic control facility. (See INTERROGATOR.) (See TRANSPONDER.) (See ICAO term RADAR.) (Refer to AIM.) RADAR [ICAO]- A radio detection device which provides information on range, azimuth and/or elevation of objects. a. Primary Radar- Radar system which uses reflected radio signals. b. Secondary Radar- Radar system wherein a radio signal transmitted from a radar station initiates the transmission of a radio signal from another station. RADAR ADVISORY- The provision of advice and information based on radar observations. (See ADVISORY SERVICE.) RADAR ALTIMETER(See RADIO ALTIMETER.) RADAR APPROACH- An instrument approach procedure which utilizes Precision Approach Radar (PAR) or Airport Surveillance Radar (ASR). (See AIRPORT SURVEILLANCE RADAR.) (See INSTRUMENT APPROACH PROCEDURE.) (See PRECISION APPROACH RADAR.) (See SURVEILLANCE APPROACH.) (See ICAO term RADAR APPROACH.) (Refer to AIM.) RADAR APPROACH [ICAO]- An approach, executed by an aircraft, under the direction of a radar controller. RADAR APPROACH CONTROL FACILITY- A terminal ATC facility that uses radar and nonradar capabilities to provide approach control services to aircraft arriving, departing, or transiting airspace controlled by the facility. (See APPROACH CONTROL SERVICE.) a. Provides radar ATC services to aircraft operating in the vicinity of one or more civil and/or military airports in a terminal area. The facility may provide services of a ground controlled approach (GCA); i.e., ASR and PAR approaches. A radar approach control facility may be operated by FAA, USAF, US Army, USN, USMC, or jointly by FAA and a military service. Specific facility nomenclatures are used for administrative purposes only and are related to the physical location of the facility and the operating service generally as follows:

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1. Army Radar Approach Control (ARAC) (Army). 2. Radar Air Traffic Control Facility (RATCF) (Navy/FAA). 3. Radar Approach Control (RAPCON) (Air Force/FAA). 4. Term inal Radar Approach Control (TRACON) (FAA). 5. Air Traffic Control Tower (ATCT) (FAA). (Only those towers delegated approach control authority.) RADAR ARRIVAL- An aircraft arriving at an airport served by a radar facility and in radar contact with the facility. (See NONRADAR.) Pilot/Controller Glossary 2/14/08 PCG R-2 RADAR BEACON(See RADAR.) RADAR CLUTTER [ICAO]- The visual indication on a radar display of unwanted signals. RADAR CONTACTa. Used by ATC to inform an aircraft that it is identified on the radar display and radar flight following will be provided until radar identification is terminated. Radar service may also be provided within the limits of necessity and capability. When a pilot is inform ed of “radar contact,” he/she automatically discontinues reporting over compulsory reporting points. (See RADAR CONTACT LOST.) (See RADAR FLIGHT FOLLOWING.) (See RADAR SERVICE.) (See RADAR SERVICE TERMINATED.) (Refer to AIM.) b. The term used to inform the controller that the aircraft is identified and approval is granted for the aircraft to enter the receiving controllers airspace. (See ICAO term RADAR CONTACT.) RADAR CONTACT [ICAO]- The situation which exists when the radar blip or radar position symbol of a particular aircraft is seen and identified on a radar display. RADAR CONTACT LOST- Used by ATC to inform a pilot that radar data used to determine the aircraft's position is no longer being received, or is no longer reliable and radar service is no longer being provided. The loss may be attributed to several factors including the aircraft merging with weather or ground clutter, the aircraft operating below radar line of sight coverage, the aircraft entering an area of poor radar return, failure of the aircraft transponder, or failure of the ground radar equipment. (See CLUTTER.) (See RADAR CONTACT.) RADAR ENVIRONMENT- An area in which radar service may be provided. (See ADDITIONAL SERVICES.) (See RADAR CONTACT.) (See RADAR SERVICE.) (See TRAFFIC ADVISORIES.) RADAR FLIGHT FOLLOWING- The observation of the progress of radar identified aircraft, whose primary navigation is being provided by the pilot, wherein the controller retains and correlates the aircraft identity with the appropriate target or target symbol displayed on the radar scope. (See RADAR CONTACT.) (See RADAR SERVICE.) (Refer to AIM.) RADAR IDENTIFIC ATION- The process of ascertaining that an observed radar target is the radar return from a particular aircraft. (See RADAR CONTACT.) (See RADAR SERVICE.) (See ICAO term RADAR IDENTIFICATION.) RADAR IDENTIFICATION [ICAO]- The process of correlating a particular radar blip or radar position symbol with a specific aircraft. RADAR IDENTIFIED AIRCRAFT- An aircraft, the position of which has been correlated with an observed target or symbol on the radar display. (See RADAR CONTACT.) (See RADAR CONTACT LOST.) RADAR MONITORING(See RADAR SERVICE.) RADAR NAVIGATIONAL GUIDANCE(See RADAR SERVICE.) RADAR POINT OUT- An action taken by a controller to transfer the radar identification of an aircraft to another controller if the aircraft will or may enter the airspace or protected airspace of another controller and radio communications will not be transferred. RADAR REQUIRED- A term displayed on charts and approach plates and included in FDC NOTAMs to alert pilots that segments of either an instrument approach procedure or a route are not navigable because of either the absence or unusability of a NAVAID. The pilot can expect to be provided radar navigational guidance while transiting segments labeled with this term. (See RADAR ROUTE.) (See RADAR SERVICE.) RADAR ROUTE- A flight path or route over which an aircraft is vectored. Navigational guidance and altitude assignments are provided by ATC. (See FLIGHT PATH.) (See ROUTE.) RADAR SEPARATION(See RADAR SERVICE.) Pilot/Controller Glossary 2/14/08 PCG R-3 RADAR SERVICE- A term which encompasses one or more of the following services based on the use of radar which can be provided by a controller to a pilot of a radar identified aircraft. a. Radar Monitoring- The radar flight-following of aircraft, whose primary navigation is being performed by the pilot, to observe and note deviations from its authorized flight path, airway, or route. When being applied specifically to radar monitoring of instrument approaches; i.e., with precision approach radar (PAR) or radar monitoring of simultaneous ILS/MLS approaches, it includes advice and instructions whenever an aircraft nears or exceeds the prescribed PAR safety limit or simultaneous ILS/MLS no transgression zone. (See ADDITIONAL SERVICES.) (See TRAFFIC ADVISORIES.) b. Radar Navigational Guidance- Vectoring aircraft to provide course guidance. c. Radar Separation- Radar spacing of aircraft in accordance with established minima. (See ICAO term RADAR SERVICE.) RADAR SERVICE [ICAO]- Term used to indicate a service provided directly by means of radar. a. Monitoring- The use of radar for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path. b. Separation- The separation used when aircraft position information is derived from radar sources. RADAR SERVICE TERMINATED- Used by ATC to inform a pilot that he/she will no longer be provided any of the services that could be received while in radar contact. Radar service is automatically terminated, and the pilot is not advised in the following cases: a. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, a TRSA, or where Basic Radar service is provided. b. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to change to advisory frequency. c. An arriving VFR aircraft, receiving radar service to a tower-controlled airport within Class B airspace, Class C airspace, a TRSA, or where sequencing service is provided, has landed; or to all other airports, is instructed to change to tower or advisory frequency. d. An aircraft completes a radar approach. RADAR SURVEILLANCE- The radar observation of a given geographical area for the purpose of performing some radar function. RADAR TRAFFIC ADVISORIES- Advisories issued to alert pilots to known or observed radar traffic which may affect the intended route of flight of their aircraft. (See TRAFFIC ADVISORIES.) RADAR TRAFFIC INFORMATION SERVICE(See TRAFFIC ADVISORIES.) RADAR VECTORING [ICAO]- Provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar. RADIAL- A magnetic bearing extending from a VOR/VORTAC/TACAN navigation facility. RADIOa. A device used for communication. b. Used to refer to a flight service station; e.g., “Seattle Radio” is used to call Seattle FSS. RADIO ALTIMETER- Aircraft equipment which makes use of the reflection of radio waves from the ground to determine the height of the aircraft above the surface. RADIO BEACON(See NONDIRECTIONAL BEACON.) RADIO DETECTION AND RANGING(See RADAR.) RADIO MAGNETIC INDICATOR- An aircraft navigational instrument coupled with a gyro compass or similar compass that indicates the direction of a selected NAVAID and indicates bearing with respect to the heading of the aircraft. RAIS(See REMOTE AIRPORT INFORMATION SERVICE.) RAMP(See APRON.) RANDOM ALTITUDE- An altitude inappropriate for direction of flight and/or not in accordance with FAAO JO 7110.65, Para 4-5-1, VERTIC AL SEPARATION MINIMA. Pilot/Controller Glossary 2/14/08 PCG R-4 RANDOM ROUTE- Any route not established or charted/published or not otherwise available to all users. RC(See ROAD RECONNAISSANCE.) RCAG(See REMOTE COMMUNICATIONS AIR/GROUND FACILITY.) RCC(See RESCUE COORDINATION CENTER.) RCO(See REMOTE COMMUNICATIONS OUTLET.) RCR(See RUNWAY CONDITION READING.) READ BACK- Repeat my message back to me. RECEIVER AUTONOMOUS INTEGRITY MON­ ITORING (RAIM)- A technique whereby a civil GNSS receiver/processor determines the integrity of the GNSS navigation signals without reference to sensors or non-DoD integrity systems other than the receiver itself. This determination is achieved by a consistency check among redundant pseudorange measurements. RECEIVING CONTROLLER- A controller/facility receiving control of an aircraft from another controller/facility. RECEIVING FACILITY(See RECEIVING CONTROLLER.) RECONFORMANCE- The automated process of bringing an aircraft's Current Plan Trajectory into conformance with its track. REDUCE SPEED TO (SPEED)- (See SPEED ADJUSTMENT.) REIL(See RUNWAY END IDENTIFIER LIGHTS.) RELEASE TIME- A departure time restriction issued to a pilot by ATC (either directly or through an authorized relay) when necessary to separate a departing aircraft from other traffic. (See ICAO term RELEASE TIME.) RELEASE TIME [ICAO]- Time prior to which an aircraft should be given further clearance or prior to which it should not proceed in case of radio failure. REMOTE AIRPORT ADVISORY (RAA)- A remote service which may be provided by facilities, which are not located on the landing airport, but have a discrete ground-to-air communication frequency or tower frequency when the tower is closed, automated weather reporting with voice available to the pilot at the landing airport, and a continuous ASOS/AWOS data display, other direct reading instruments, or manual observation is available to the AFSS specialist. REMOTE AIRPORT INFORMATION SERVICE (RAIS)- A temporary service provided by facilities, which are not located on the landing airport, but have communication capability and automated weather reporting available to the pilot at the landing airport. REMOTE COMMUNICATIONS AIR/GROUND FACILITY- An unmanned VHF/UHF transmitter/ receiver facility which is used to expand ARTCC air/ground communications coverage and to facilitate direct contact between pilots and controllers. RCAG facilities are sometimes not equipped with emergency frequencies 121.5 MHz and 243.0 MHz. (Refer to AIM.) REMOTE COMMUNICATIONS OUTLET- An unmanned communications facility remotely controlled by air traffic personnel. RCOs serve FSSs. RTRs serve terminal ATC facilities. An RCO or RTR may be UHF or VHF and will extend the communication range of the air traffic facility. There are several classes of RCOs and RTRs. The class is determ ined by the number of transmitters or receivers. Classes A through G are used primarily for air/ground purposes. RCO and RTR class O facilities are nonprotected outlets subject to undetected and prolonged outages. RCO (O's) and RTR (O's) were established for the express purpose of providing ground-to-ground communications between air traffic control specialists and pilots located at a satellite airport for delivering en route clearances, issuing departure authorizations, and acknowledging instrument flight rules cancellations or departure/landing times. As a secondary function, they may be used for advisory purposes whenever the aircraft is below the coverage of the primary air/ground frequency. REMOTE TRANSMITTER/RECEIVER(See REMOTE COMMUNICATIONS OUTLET.) Pilot/Controller Glossary 2/14/08 PCG R-5 REPORT- Used to instruct pilots to advise ATC of specified information; e.g., “Report passing Hamilton VOR.” REPORTING POINT- A geographical location in relation to which the position of an aircraft is reported. (See COMPULSORY REPORTING POINTS.) (See ICAO term REPORTING POINT.) (Refer to AIM.) REPORTING POINT [ICAO]- A specified geographical location in relation to which the position of an aircraft can be reported. REQUEST FULL ROUTE CLEARANCE- Used by pilots to request that the entire route of flight be read verbatim in an ATC clearance. Such request should be made to preclude receiving an ATC clearance based on the original filed flight plan when a filed IFR flight plan has been revised by the pilot, company, or operations prior to departure. REQUIRED NAVIGATION PERFORMANCE (RNP)– A statement of the navigational performance necessary for operation within a defined airspace. The following terms are commonly associated with RNP: a. Required Navigation Performance Level or Type (RNP-X). A value, in nautical miles (NM), from the intended horizontal position within which an aircraft would be at least 95-percent of the total flying time. b. Required Navigation Performance (RNP) Airspace. A generic term designating airspace, route (s), leg (s), operation (s), or procedure (s) where minimum required navigational performance (RNP) have been established. c. Actual Navigation Performance (ANP). A measure of the current estimated navigational performance. Also referred to as Estimated Position Error (EPE). d. Estimated Position Error (EPE). A measure of the current estimated navigational performance. Also referred to as Actual Navigation Performance (ANP). e. Lateral Navigation (LNAV). A function of area navigation (RNAV) equipment which calculates, displays, and provides lateral guidance to a profile or path. f. Vertical Navigation (VNAV). A function of area navigation (RNAV) equipment which calculates, displays, and provides vertical guidance to a profile or path. RESCUE COORDINATION CENTER- A search and rescue (SAR) facility equipped and manned to coordinate and control SAR operations in an area designated by the SAR plan. The U.S. Coast Guard and the U.S. Air Force have responsibility for the operation of RCCs. (See ICAO term RESCUE CO-ORDINATION CENTRE.) RESCUE CO-ORDINATION CENTRE [ICAO]- A unit responsible for promoting efficient organization of search and rescue service and for coordinating the conduct of search and rescue operations within a search and rescue region. RESOLUTION ADVISORY-A display indication given to the pilot by the traffic alert and collision avoidance systems (TCAS II) recommending a maneuver to increase vertical separation relative to an intruding aircraft. Positive, negative, and vertical speed limit (VSL) advisories constitute the resolution advisories. A resolution advisory is also classified as corrective or preventive RESTRICTED AREA(See SPECIAL USE AIRSPACE.) (See ICAO term RESTRICTED AREA.) RESTRICTED AREA [ICAO]- An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions. RESUME NORMAL SPEED- Used by ATC to advise a pilot that previously issued speed control restrictions are deleted. An instruction to “resume normal speed” does not delete speed restrictions that are applicable to published procedures of upcoming segments of flight, unless specifically stated by ATC. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117. RESUME OWN NAVIGATION- Used by ATC to advise a pilot to resume his/her own navigational responsibility. It is issued after completion of a radar Pilot/Controller Glossary 2/14/08 PCG R-6 vector or when radar contact is lost while the aircraft is being radar vectored. (See RADAR CONTACT LOST.) (See RADAR SERVICE TERMINATED.) RMI(See RADIO MAGNETIC INDICATOR.) RNAV(See AREA NAVIGATION.) (See ICAO Term AREA NAVIGATION.) RNAV APPROACH- An instrument approach procedure which relies on aircraft area navigation equipment for navigational guidance. (See AREA NAVIGATION.) (See INSTRUMENT APPROACH PROCEDURE.) ROAD RECONNAISSANCE- Military activity requiring navigation along roads, railroads, and rivers. Reconnaissance route/route segments are seldom along a straight line and normally require a lateral route width of 10 NM to 30 NM and an altitude range of 500 feet to 10,000 feet AGL. ROGER- I have received all of your last transmission. It should not be used to answer a question requiring a yes or a no answer. (See AFFIRMATIVE.) (See NEGATIVE.) ROLLOUT RVR(See VISIBILITY.) ROUTE- A defined path, consisting of one or more courses in a horizontal plane, which aircraft traverse over the surface of the earth. (See AIRWAY.) (See JET ROUTE.) (See PUBLISHED ROUTE.) (See UNPUBLISHED ROUTE.) ROUTE ACTION NOTIFICATION- URET notification that a PAR/PDR/PDAR has been applied to the flight plan. (See ATC PREFERRED ROUTE NOTIFICATION.) (See USER REQUEST EVALUATION TOOL.) ROUTE SEGMENT- As used in Air Traffic Control, a part of a route that can be defined by two navigational fixes, two NAVAIDs, or a fix and a NAVAID. (See FIX.) (See ROUTE.) (See ICAO term ROUTE SEGMENT.) ROUTE SEGMENT [ICAO]- A portion of a route to be flown, as defined by two consecutive significant points specified in a flight plan. RSA(See RUNWAY SAFETY AREA.) RTR(See REMOTE TRANSMITTER/RECEIVER.) RUNWAY- A defined rectangular area on a land airport prepared for the landing and takeoff run of aircraft along its length. Runways are normally numbered in relation to their magnetic direction rounded off to the nearest 10 degrees; e.g., Runway 1, Runway 25. (See PARALLEL RUNWAYS.) (See ICAO term RUNWAY.) RUNWAY [ICAO]- A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. RUNWAY CENTERLINE LIGHTING(See AIRPORT LIGHTING.) RUNWAY CONDITION READING- Numerical decelerometer readings relayed by air traffic controllers at USAF and certain civil bases for use by the pilot in determining runway braking action. These readings are routinely relayed only to USAF and Air National Guard Aircraft. (See BRAKING ACTION.) RUNWAY END IDENTIFIER LIGHTS(See AIRPORT LIGHTING.) RUNWAY GRADIENT- The average slope, measured in percent, between two ends or points on a runway. Runway gradient is depicted on Government aerodrome sketches when total runway gradient exceeds 0.3%. 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 exclusively, 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 structures) 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, participation 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 enhancement 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 secondary 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.)

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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.)

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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 longitudinal, lateral, or vertical distances by which aircraft are spaced through the application of air traffic control procedures. (See SEPARATION.)

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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.)

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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 approaches. 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.)

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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 approach 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 turbojet 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 specialized 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.

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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.)