FSS

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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 involv- ing 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.)

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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 separat- ing aircraft in a composite route system where, by management of route and altitude assignments, a combination of half the lateral minimum specified for the area concerned and half the vertical minimum is applied.

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COMPULSORY REPORTING POINTS- Reporting points which must be reported to ATC. They are designated on aeronautical charts by solid triangles or filed in a flight plan as fixes selected to define direct routes. These points are geographical locations which are defined by navigation aids/fixes. Pilots should discontinue position reporting over compul- sory reporting points when informed by ATC that their aircraft is in “radar contact.” CONFLICT ALERT- A function of certain air traffic control automated systems designed to alert radar controllers to existing or pending situations between tracked targets (known IFR or VFR aircraft) that require his/her immediate attention/action. (See MODE C INTRUDER ALERT.) CONFLICT RESOLUTION- The resolution of potential conflictions between aircraft that are radar identified and in communication with ATC by ensuring that radar targets do not touch. Pertinent traffic advisories shall be issued when this procedure is applied. Note:_This procedure shall not be provided utilizing mosaic radar systems. CONFORMANCE- The condition established when an aircraft's actual position is within the conformance region constructed around that aircraft at its position, according to the trajectory associated with the aircraft's Current Plan. CONFORMANCE REGION- A volume, bounded laterally, vertically, and longitudinally, within which an aircraft must be at a given time in order to be in conformance with the Current Plan Trajectory for that aircraft. At a given time, the conformance region is determined by the simultaneous application of the lateral, vertical, and longitudinal conformance bounds for the aircraft at the position defined by time and aircraft's trajectory. CONSOLAN- A low frequency, long-distance NAVAID used principally for transoceanic naviga- tions.

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CONTACTa. Establish communication with (followed by the name of the facility and, if appropriate, the frequency to be used). b. A flight condition wherein the pilot ascertains the attitude of his/her aircraft and navigates by visual reference to the surface. (See CONTACT APPROACH.) (See RADAR CONTACT.) CONTACT APPROACH- An approach wherein an aircraft on an IFR flight plan, having an air traffic control authorization, operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface. This approach will only be authorized when requested by the pilot and the reported ground visibility at the destination airport is at least 1 statute mile. (Refer to AIM.) CONTAMINATED RUNWAY- A runway is considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or other substances are present. A runway is contami- nated with respect to rubber deposits or other friction-degrading substances when the average friction value for any 500-foot segment of the runway within the ALD fails below the recommended minimum friction level and the average friction value in the adjacent 500-foot segments falls below the maintenance planning friction level. CONTERMINOUS U.S.- The 48 adjoining States and the District of Columbia. Pilot/Controller Glossary 2/14/08 PCG C-6 CONTINENTAL UNITED STATES- The 49 States located on the continent of North America and the District of Columbia. CONTINUE- When used as a control instruction should be followed by another word or words clarifying what is expected of the pilot. Example: “continue taxi,” “continue descent,” “continue inbound,” etc.

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CONTROL AREA [ICAO]- A controlled airspace extending upwards from a specified limit above the earth. CONTROL SECTOR- An airspace area of defined horizontal and vertical dimensions for which a controller or group of controllers has air traffic control responsibility, normally within an air route traffic control center or an approach control facility. Sectors are established based on predominant traffic flows, altitude strata, and controller workload. Pilot-communications during operations within a sector are normally maintained on discrete frequen- cies assigned to the sector. (See DISCRETE FREQUENCY.) CONTROL SLASH- A radar beacon slash repre- senting the actual position of the associated aircraft. Normally, the control slash is the one closest to the interrogating radar beacon site. When ARTCC radar is operating in narrowband (digitized) mode, the control slash is converted to a target symbol. CONTROLLED AIR SPACE- An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification. a. Controlled airspace is a generic term that covers Class A, Class B, Class C, Class D, and Class E airspace. b. Controlled airspace is also that airspace within which all aircraft operators are subject to certain pilot qualifications, operating rules, and equipment requirem ents in 14 CFR Part 91 (for specific operating requirements, please refer to 14 CFR Part 91). For IFR operations in any class of controlled airspace, a pilot must file an IFR flight plan and receive an appropriate ATC clearance. Each Class B, Class C, and Class D airspace area designated for an airport contains at least one primary airport around which the airspace is designated (for specific designations and descriptions of the airspace classes, please refer to 14 CFR Part 71). c. Controlled airspace in the United States is designated as follows: 1. CLASS A- Generally, that airspace from 18,000 feet MSL up to and including FL 600, including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska. Unless otherwise authorized, all persons must operate their aircraft under IFR. 2. CLASS B- Generally, that airspace from the surface to 10,000 feet MSL surrounding the nation's busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers (some Class B airspaces areas resemble upside-down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. An ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace. The cloud clearance requirement for VFR operations is “clear of clouds.”

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3. CLASS C- Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplane- ments. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a 5 nautical mile (NM) radius, a circle with a 10NM radius that extends no lower than 1,200 feet up to 4,000 feet above the airport elevation and an outer area that is not charted. Each person must establish two-way radio commu- nications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace. VFR aircraft are only separated from IFR aircraft within the airspace. (See OUTER AREA.) 4. CLASS D- Generally, that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and when instrument procedures are published, the airspace will normally be designed to contain the procedures. Arrival extensions for instrument approach procedures may be Class D or Class E Pilot/Controller Glossary 2/14/08 PCG C-7 airspace. Unless otherwise authorized, each person must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace. No separation services are provided to VFR aircraft. 5. CLASS E- Generally, if the airspace is not Class A, Class B, Class C, or Class D, and it is controlled airspace, it is Class E airspace. Class E airspace extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace. When designated as a surface area, the airspace will be configured to contain all instrument procedures. Also in this class are Federal airways, airspace beginning at either 700 or 1,200 feet AGL used to transition to/from the terminal or en route environment, en route domestic, and offshore airspace areas designated below 18,000 feet MSL. Unless designated at a lower altitude, Class E airspace begins at 14,500 MSL over the United States, including that airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska, up to, but not including 18,000 feet MSL, and the airspace above FL 600. CONTROLLED AIRSPACE [ICAO]- An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification. Note:_Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D, and E. CONTROLLED TIME OF ARRIVAL- Arrival time assigned during a Traffic Management Program. This time may be modified due to adjustments or user options. CONTROLLER(See AIR TRAFFIC CONTROL SPECIALIST.) CONTROLLER [ICAO]- A person authorized to provide air traffic control services. CONTROLLER PILOT DATA LINK COMMU- NICATIONS (CPDLC)- A two-way digital very high frequency (VHF) air/ground communications system that conveys textual air traffic control messages between controllers and pilots.

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CONVECTIVE SIGMET- A weather advisory concerning convective weather significant to the safety of all aircraft. Convective SIGMETs are issued for tornadoes, lines of thunderstorms, embedded thunderstorms of any intensity level, areas of thunderstorms greater than or equal to VIP level 4 with an area coverage of 4 /10 (40%) or more, and hail 3 /4 inch or greater. (See AIRMET.) (See AWW.) (See CWA.) (See SIGMET.) (Refer to AIM.) CONVECTIVE SIGNIFICANT METEOROLOG- ICAL INFORMATION(See CONVECTIVE SIGMET.) COORDINATES- The intersection of lines of reference, usually expressed in degrees/minutes/ seconds of latitude and longitude, used to determine position or location. COORDINATION FIX- The fix in relation to which facilities will handoff, transfer control of an aircraft, or coordinate flight progress data. For terminal facilities, it may also serve as a clearance for arriving aircraft. COPTER(See HELICOPTER.) CORRECTION- An error has been made in the transmission and the correct version follows. COUPLED APPROACH- A coupled approach is an instrument approach performed by the aircraft autopilot which is receiving position information and/or steering commands from onboard navigation equipment. In general, coupled nonprecision ap- proaches must be discontinued and flown manually at altitudes lower than 50 feet below the minimum descent altitude, and coupled precision approaches must be flown manually below 50 feet AGL. Note:_Coupled and autoland approaches are flown in VFR and IFR. It is common for carriers to require their crews to fly coupled approaches and autoland approaches (if certified) when the weather conditions are less than approximately 4,000 RVR. (See AUTOLAND APPROACH.) COURSEa. The intended direction of flight in the horizontal plane measured in degrees from north. b. The ILS localizer signal pattern usually specified as the front course or the back course. Pilot/Controller Glossary 2/14/08 PCG C-8 c. The intended track along a straight, curved, or segmented MLS path. (See BEARING.) (See INSTRUMENT LANDING SYSTEM.) (See MICROWAVE LANDING SYSTEM.) (See RADIAL.) CPDLC(See CONTROLLER PILOT DATA LINK COMMUNICATIONS.) CPL [ICAO]- (See ICAO term CURRENT FLIGHT PLAN.) CRITICAL ENGINE- The engine which, upon failure, would most adversely affect the performance or handling qualities of an aircraft. CROSS (FIX) AT (ALTITUDE)- Used by ATC when a specific altitude restriction at a specified fix is required. CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used by ATC when an altitude restriction at a specified fix is required. It does not prohibit the aircraft from crossing the fix at a higher altitude than specified; however, the higher altitude may not be one that will violate a succeeding altitude restriction or altitude assignment. (See ALTITUDE RESTRICTION.) (Refer to AIM.) CROSS (FIX) AT OR BELOW (ALTITUDE)- Used by ATC when a maximum crossing altitude at a specific fix is required. It does not prohibit the aircraft from crossing the fix at a lower altitude; however, it must be at or above the minimum IFR altitude. (See ALTITUDE RESTRICTION.) (See MINIMUM IFR ALTITUDES.) (Refer to 14 CFR Part 91.) CROSSWINDa. When used concerning the traffic pattern, the word means “crosswind leg.” (See TRAFFIC PATTERN.) b. When used concerning wind conditions, the word means a wind not parallel to the runway or the path of an aircraft. (See CROSSWIND COMPONENT.) CROSSWIND COMPONENT- The wind compo- nent measured in knots at 90 degrees to the longitudinal axis of the runway. CRUISE- Used in an ATC clearance to authorize a pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance. The pilot may level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, he/she may not return to that altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an approach at destination airport and can be used in conjunction with: a. An airport clearance limit at locations with a standard/special instrument approach procedure. The CFRs require that if an instrument letdown to an airport is necessary, the pilot shall make the letdown in accordance with a standard/special instrument approach procedure for that airport, or b. An airport clearance limit at locations that are within/below/outside controlled airspace and with- out a standard/special 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.) Pilot/Controller Glossary 2/14/08 PCG D-1 D D-ATIS(See DIGITAL-AUTOMATIC TERMINAL INFORMATION SERVICE.) DA [ICAO]- (See ICAO Term DECISION ALTITUDE/DECISION HEIGHT.) DAIR(See DIRECT ALTITUDE AND IDENTITY READOUT.) DANGER AREA [ICAO]- An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. Note:_The term “Danger Area” is not used in reference to areas within the United States or any of its possessions or territories. DAS(See DELAY ASSIGNMENT.) DATA BLOCK(See ALPHANUMERIC DISPLAY.) DEAD RECKONING- Dead reckoning, as applied to flying, is the navigation of an airplane solely by means of computations based on airspeed, course, heading, wind direction, and speed, groundspeed, and elapsed time. DECIS ION ALTITUDE/DECIS ION HEIGHT [ICAO]- A specified altitude or height (A/H) in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note 1:_Decision altitude [DA] is referenced to mean sea level [MSL] and decision height [DH] is referenced to the threshold elevation. Note 2:_The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. DECISION HEIGHT- With respect to the operation of aircraft, means the height at which a decision must be made during an ILS, MLS, or PAR instrument approach to either continue the approach or to execute a missed approach. (See ICAO term DECISION ALTITUDE/DECISION HEIGHT.) DECODER- The device used to decipher signals received from ATCRBS transponders to effect their display as select codes. (See CODES.) (See RADAR.) DEFENSE VIS UAL FLIGHT RULES- Rules applicable to flights within an ADIZ conducted under the visual flight rules in 14 CFR Part 91. (See AIR DEFENSE IDENTIFICATION ZONE.) (Refer to 14 CFR Part 91.) (Refer to 14 CFR Part 99.) DELAY ASSIGNMENT (DAS)- Delays are distrib- uted to aircraft based on the traffic management program parameters. The delay assignment is calculated in 15-minute increments and appears as a table in Enhanced Traffic Management System (ETMS). DELAY INDEFINITE (REASON IF KNOWN) EXPECT FURTHER CLEARANCE (TIME)- Used by ATC to inform a pilot when an accurate estimate of the delay time and the reason for the delay cannot immediately be determined; e.g., a disabled aircraft on the runway, terminal or center area saturation, weather below landing minimums, etc. (See EXPECT FURTHER CLEARANCE (TIME).) DELAY TIME- The amount of time that the arrival must lose to cross the meter fix at the assigned meter fix time. This is the difference between ACLT and VTA. DEPARTURE CENTER- The ARTCC having jurisdiction for the airspace that generates a flight to the impacted airport. DEPARTURE CONTROL- A function of an approach control facility providing air traffic control service for departing IFR and, under certain conditions, VFR aircraft. (See APPROACH CONTROL FACILITY.) (Refer to AIM.) DEPARTURE SEQUENCING PROGRAM- A program designed to assist in achieving a specified interval over a common point for departures. Pilot/Controller Glossary 2/14/08 PCG D-2 DEPARTURE TIME- The time an aircraft becomes airborne. DESCENT SPEED ADJUSTMENTS- Speed decel- eration calculations made to determine an accurate VTA. These calculations start at the transition point and use arrival speed segments to the vertex. DESIRED COURSEa. True- A predetermined desired course direction to be followed (measured in degrees from true north). b. Magnetic- A predetermined desired course direction to be followed (measured in degrees from local magnetic north). DESIRED TRACK- The planned or intended track between two waypoints. It is measured in degrees from either magnetic or true north. The instantaneous angle may change from point to point along the great circle track between waypoints. DETRESFA (DISTRESS PHASE) [ICAO]- The code word used to designate an emergency phase wherein there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance. DEVIATIONSa. A departure from a current clearance, such as an off course maneuver to avoid weather or turbulence. b. Where specifically authorized in the CFRs and requested by the pilot, ATC may permit pilots to deviate from certain regulations. (Refer to AIM.) DF(See DIRECTION FINDER.) DF APPROACH PROCEDURE- Used under emergency conditions where another instrument approach procedure cannot be executed. DF guidance for an instrument approach is given by ATC facilities with DF capability. (See DF GUIDANCE.) (See DIRECTION FINDER.) (Refer to AIM.) DF FIX- The geographical location of an aircraft obtained by one or more direction finders. (See DIRECTION FINDER.) DF GUIDANCE- Headings provided to aircraft by facilities equipped with direction finding equipment. These headings, if followed, will lead the aircraft to a predetermined point such as the DF station or an airport. DF guidance is given to aircraft in distress or to other aircraft which request the service. Practice DF guidance is provided when workload permits. (See DIRECTION FINDER.) (See DF FIX.) (Refer to AIM.) DF STEER(See DF GUIDANCE.) DH(See DECISION HEIGHT.) DH [ICAO]- (See ICAO Term DECISION ALTITUDE/ DECISION HEIGHT.) DIGITAL-AUTOMATIC TERMINAL INFORMA- TION SERVICE (D-ATIS)- The service provides text messages to aircraft, airlines, and other users outside the standard reception range of conventional ATIS via landline and data link communications to the cockpit. Also, the service provides a computersynthesized voice message that can be transmitted to all aircraft within range of existing transmitters. The 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 perfor- mance on a real-time basis. DIGITIZED TARGET- A computer-generated indication shown on an analog radar display resulting from a primary radar return or a radar beacon reply. DIRECT- Straight line flight between two naviga- tional aids, fixes, points, or any combination thereof. When used by pilots in describing off-airway routes, points defining direct route segments become compulsory reporting points unless the aircraft is under radar contact. DIRECT ALTITUDE AND IDENTITY READ- OUT- The DAIR System is a modification to the Pilot/Controller Glossary 2/14/08 PCG D-3 AN/TPX-42 Interrogator System. The Navy has two adaptations of the DAIR System-Carrier Air Traffic Control Direct Altitude and Identification Readout System for Aircraft Carriers and Radar Air Traffic Control Facility Direct Altitude and Identity Readout System for land-based terminal operations. The DAIR detects, tracks, and predicts secondary radar aircraft targets. Targets are displayed by means of computer-generated symbols and alphanumeric characters depicting flight identification, altitude, ground speed, and flight plan data. The DAIR System is capable of interfacing with ARTCCs. DIRECTION FINDER- A radio receiver equipped with a directional sensing antenna used to take bearings on a radio transmitter. Specialized radio direction finders are used in aircraft as air navigation aids. Others are ground-based, primarily to obtain a “fix” on a pilot requesting orientation assistance or to locate downed aircraft. A location “fix” is established by the intersection of two or more bearing lines plotted on a navigational chart using either two separately located Direction Finders to obtain a fix on an aircraft or by a pilot plotting the bearing indications of his/her DF on two separately located ground-based transmitters, both of which can be identified on his/her chart. UDFs receive signals in the ultra high frequency radio broadcast band; VDFs in the very high frequency band; and UVDFs in both bands. ATC provides DF service at those air traffic control towers and flight service stations listed in the Airport/Facility Directory and the DOD FLIP IFR En Route Supplement. (See DF FIX.) (See DF GUIDANCE.) DIRECTLY BEHIND- An aircraft is considered to be operating directly behind when it is following the actual flight path of the lead aircraft over the surface of the earth except when applying wake turbulence separation criteria. DISCRETE BEACON CODE(See DISCRETE CODE.) DISCRETE CODE- As used in the Air Traffic Control Radar Beacon System (ATCRBS), any one of the 4096 selectable Mode 3/A aircraft transponder codes except those ending in zero zero; e.g., discrete codes: 0010, 1201, 2317, 7777; nondiscrete codes: 0100, 1200, 7700. Nondiscrete codes are normally reserved for radar facilities that are not equipped with discrete decoding capability and for other purposes such as emergencies (7700), VFR aircraft (1200), etc. (See RADAR.) (Refer to AIM.) DIS CRETE FREQUENCY- A separate radio frequency for use in direct pilot-controller commu- nications 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- Equip- ment (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 environ- ment, 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 Informa- tion 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 incorpo- rated 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. Damag- ing 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 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, capa- bilities, 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. 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 com- pliance is required to avoid the development of an imminent situation. Expedite climb/descent normal- ly indicates to a pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteris- tics. Pilot/Controller Glossary 2/14/08 PCG F-1 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 malfunc- tion. 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. 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 alti- tude, 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.) 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.) FINAL GUARD SERVICE- A value added service provided in conjunction with LAA/RAA only during periods of significant and fast changing weather conditions that may affect landing and takeoff operations. FINAL MONITOR AID- A high resolution color display that is equipped with the controller alert system hardware/software which is used in the precision runway monitor (PRM) system. The display includes alert algorithms providing the target predictors, a color change alert when a target penetrates or is predicted to penetrate the no transgression zone (NTZ), a color change alert if the aircraft transponder becomes inoperative, synthe- sized voice alerts, digital mapping, and like features contained in the PRM system. (See RADAR APPROACH.) FINAL MONITOR CONTROLLER- Air Traffic Control Specialist assigned to radar monitor the flight path of aircraft during simultaneous parallel and simultaneous close parallel ILS approach operations. Each runway is assigned a final monitor controller during simultaneous parallel and simulta- neous close parallel ILS approaches. Final monitor controllers shall utilize the Precision Runway Monitor (PRM) system during simultaneous close parallel ILS approaches. FIR(See FLIGHT INFORMATION REGION.) FIRST TIER CENTER- The ARTCC immediately adjacent to the impacted center. FIX- A geographical position determined by visual reference to the surface, by reference to one or more radio NAVAIDs, by celestial plotting, or by another navigational device. FIX BALANCING- A process whereby aircraft are evenly distributed over several available arrival fixes reducing delays and controller workload. FLAG- A warning device incorporated in certain airborne navigation and flight instruments indicating that: a. Instruments are inoperative or otherwise not operating satisfactorily, or b. Signal strength or quality of the received signal falls below acceptable values. FLAG ALARM(See FLAG.) FLAMEOUT- An emergency condition caused by a loss of engine power. FLAMEOUT PATTERN- An approach normally conducted by a single-engine military aircraft experiencing loss or anticipating loss of engine Pilot/Controller Glossary 2/14/08 PCG F-3 power or control. The standard overhead approach starts at a relatively high altitude over a runway (“high key”) followed by a continuous 180 degree turn to a high, wide position (“low key”) followed by a continuous 180 degree turn final. The standard straight-in pattern starts at a point that results in a straight-in approach with a high rate of descent to the runway. Flameout approaches terminate in the type approach requested by the pilot (normally fullstop). FLIGHT CHECK- A call-sign prefix used by FAA aircraft engaged in flight inspection/certification of navigational aids and flight procedures. The word “recorded” may be added as a suffix; e.g., “Flight Check 320 recorded” to indicate that an automated flight inspection is in progress in terminal areas. (See FLIGHT INSPECTION.) (Refer to AIM.) FLIGHT FOLLOWING(See TRAFFIC ADVISORIES.) FLIGHT INFORMATION REGION- An airspace of defined dimensions within which Flight Information Service and Alerting Service are provided. a. Flight Information Service. A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. b. Alerting Service. A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid and to assist such organizations as required. FLIGHT INFORMATION SERVICE- A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. FLIGHT INSPECTION- Inflight investigation and evaluation of a navigational aid to determine whether it meets established tolerances. (See FLIGHT CHECK.) (See NAVIGATIONAL AID.) FLIGHT LEVEL- A level of constant atmospheric pressure related to a reference datum of 29.92 inches of mercury. Each is stated in three digits that represent hundreds of feet. For example, flight level (FL) 250 represents a barometric altimeter indication of 25,000 feet; FL 255, an indication of 25,500 feet. (See ICAO term FLIGHT LEVEL.) FLIGHT LEVEL [ICAO]- A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hPa (1013.2 mb), and is separated from other such surfaces by specific pressure intervals. Note 1:_A pressure type altimeter calibrated in accordance with the standard atmosphere: a. When set to a QNH altimeter setting, will indicate altitude; b. When set to a QFE altimeter setting, will indicate height above the QFE reference datum; and

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c. When set to a pressure of 1013.2 hPa (1013.2 mb), may be used to indicate flight levels. Note 2:_The terms `height' and `altitude,' used in Note 1 above, indicate altimetric rather than geometric heights and altitudes. FLIGHT LINE- A term used to describe the precise movement of a civil photogrammetric aircraft along a predetermined course(s) at a predetermined altitude during the actual photographic run. FLIGHT MANAGEMENT SYSTEMS- A comput- er system that uses a large data base to allow routes to be preprogrammed and fed into the system by means of a data loader. The system is constantly updated with respect to position accuracy by reference to conventional navigation aids. The sophisticated program and its associated data base insures that the most appropriate aids are automati- cally selected during the information update cycle. FLIGHT MANAGEMENT SYSTEM PROCE- DURE- An arrival, departure, or approach procedure developed for use by aircraft with a slant (/) E or slant (/) F equipment suffix. FLIGHT PATH- A line, course, or track along which an aircraft is flying or intended to be flown. (See COURSE.) (See TRACK.) FLIGHT PLAN- Specified information relating to the intended flight of an aircraft that is filed orally or in writing with an FSS or an ATC facility. (See FAST FILE.) (See FILED.) (Refer to AIM.) FLIGHT PLAN AREA- The geographical area assigned by regional air traffic divisions to a flight service station for the purpose of search and rescue for VFR aircraft, issuance of NOTAMs, pilot briefing, in-flight services, broadcast, emergency services, flight data processing, international opera- tions, and aviation weather services. Three letter Pilot/Controller Glossary 2/14/08 PCG F-4 identifiers are assigned to every flight service station and are annotated in AFDs and FAAO JO 7350.8, LOCATION IDENTIFIERS, as tie-in facilities. (See FAST FILE.) (See FILED.) (Refer to AIM.) FLIGHT RECORDER- A general term applied to any instrument or device that records information about the performance of an aircraft in flight or about conditions encountered in flight. Flight recorders may make records of airspeed, outside air temperature, vertical acceleration, engine RPM, manifold pressure, and other pertinent variables for a given flight. (See ICAO term FLIGHT RECORDER.) FLIGHT RECORDER [ICAO]- Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation. Note:_See Annex 6 Part I, for specifications relating to flight recorders. FLIGHT SERVICE STATION- Air traffic facilities which provide pilot briefing, en route communica- tions and VFR search and rescue services, assist lost aircraft and aircraft in emergency situations, relay ATC clearances, originate Notices to Airmen, broadcast aviation weather and NAS information, and receive and process IFR flight plans. In addition, at selected locations, FSSs provide En Route Flight Advisory Service (Flight Watch), issue airport advisories, and advise Customs and Immigration of transborder flights. Selected Flight Service Stations in Alaska also provide TWEB recordings and take weather observations. (Refer to AIM.) FLIGHT STANDARDS DISTRICT OFFICE- An FAA field office serving an assigned geographical area and staffed with Flight Standards personnel who serve the aviation industry and the general public on matters relating to the certification and operation of air carrier and general aviation aircraft. Activities include general surveillance of operational safety, certification of airmen and aircraft, accident prevention, investigation, enforcement, etc. FLIGHT TEST- A flight for the purpose of: a. Investigating the operation/flight characteris- tics of an aircraft or aircraft component. b. Evaluating an applicant for a pilot certificate or rating. FLIGHT VISIBILITY(See VISIBILITY.) FLIGHT WATCH- A shortened term for use in air-ground contacts to identify the flight service station providing En Route Flight Advisory Service; e.g., “Oakland Flight Watch.” (See EN ROUTE FLIGHT ADVISORY SERVICE.) FLIP(See DOD FLIP.) FLY HEADING (DEGREES)- Informs the pilot of the heading he/she should fly. The pilot may have to turn to, or continue on, a specific compass direction in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading unless otherwise instructed by ATC. FLY-BY WAYPOINT- A fly-by waypoint requires the use of turn anticipation to avoid overshoot of the next flight segment. FLY-OVER WAYPOINT- A fly-over waypoint precludes any turn until the waypoint is overflown and is followed by an intercept maneuver of the next flight segment. FMA(See FINAL MONITOR AID.) FMS(See FLIGHT MANAGEMENT SYSTEM.) FMSP(See FLIGHT MANAGEMENT SYSTEM PROCEDURE.) FORMATION FLIGHT- More than one aircraft which, by prior arrangement between the pilots, operate as a single aircraft with regard to navigation and position reporting. Separation between aircraft within the formation is the responsibility of the flight leader and the pilots of the other aircraft in the flight. This includes transition periods when aircraft within the formation are maneuvering to attain separation from each other to effect individual control and during join-up and breakaway. a. A standard form ation is one in which a proximity of no more than 1 mile laterally or longitudinally and within 100 feet vertically from the flight leader is maintained by each wingman. b. Nonstandard formations are those operating under any of the following conditions: Pilot/Controller Glossary 2/14/08 PCG F-5 1. When the flight leader has requested and ATC has approved other than standard form ation dimensions. 2. When operating within an authorized altitude reservation (ALTRV) or under the provisions of a letter of agreement. 3. When the operations are conducted in airspace specifically designed for a special activity. (See ALTITUDE RESERVATION.) (Refer to 14 CFR Part 91.) FRC(See REQUEST FULL ROUTE CLEARANCE.) FREEZE/FROZEN- Terms used in referring to arrivals which have been assigned ACLTs and to the lists in which they are displayed. FREEZE CALCULATED LANDING TIME- A dynamic parameter number of minutes prior to the meter fix calculated time of arrival for each aircraft when the TCLT is frozen and becomes an ACLT (i.e., the VTA is updated and consequently the TCLT is modified as appropriate until FCLT minutes prior to meter fix calculated time of arrival, at which time updating is suspended and an ACLT and a frozen meter fix crossing time (MFT) is assigned). FREEZE HORIZON- The time or point at which an aircraft's STA becomes fixed and no longer fluctuates with each radar update. This setting insures a constant time for each aircraft, necessary for the metering controller to plan his/her delay technique. This setting can be either in distance from the meter fix or a prescribed flying time to the meter fix. FREEZE SPEED PARAMETER- A speed adapted for each aircraft to determine fast and slow aircraft. Fast aircraft freeze on parameter FCLT and slow aircraft freeze on parameter MLDI. FRICTION MEASUREMENT- A measurement of the friction characteristics of the runway pavement surface using continuous self-watering friction measurement equipment in accordance with the specifications, procedures and schedules contained in AC 150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces. FSDO(See FLIGHT STANDARDS DISTRICT OFFICE.) FSPD(See FREEZE SPEED PARAMETER.) FSS(See FLIGHT SERVICE STATION.) FUEL DUMPING- Airborne release of usable fuel. This does not include the dropping of fuel tanks. (See JETTISONING OF EXTERNAL STORES.) FUEL REMAINING- A phrase used by either pilots or controllers when relating to the fuel remaining on board until actual fuel exhaustion. When transmitting such information in response to either a controller question or pilot initiated cautionary advisory to air traffic control, pilots will state the APPROXIMATE NUMBER OF MINUTES the flight can continue with the fuel remaining. All reserve fuel SHOULD BE INCLUDED in the time stated, as should an allowance for established fuel gauge system error. FUEL SIPHONING- Unintentional release of fuel caused by overflow, puncture, loose cap, etc. FUEL VENTING(See FUEL SIPHONING.) Pilot/Controller Glossary 2/14/08 PCG G-1 G GATE HOLD PROCEDURES- Procedures at selected airports to hold aircraft at the gate or other ground location whenever departure delays exceed or are anticipated to exceed 15 minutes. The sequence for departure will be maintained in accordance with initial call-up unless modified by flow control restrictions. Pilots should monitor the ground control/clearance delivery frequency for engine start/taxi advisories or new proposed start/taxi time if the delay changes. GBT(See GROUND-BASED TRANSCEIVER.) GCA(See GROUND CONTROLLED APPROACH.) GDP(See GROUND DELAY PROGRAM.) GENERAL AVIATION- That portion of civil aviation which encompasses all facets of aviation except air carriers holding a certificate of public convenience and necessity from the Civil Aeronau- tics Board and large aircraft commercial operators. (See ICAO term GENERAL AVIATION.) GENERAL AVIATION [ICAO]- All civil aviation operations other than scheduled air services and nonscheduled air transport operations for remunera- tion or hire. GEO MAP- The digitized map markings associated with the ASR-9 Radar System. GLIDEPATH(See GLIDESLOPE.) GLIDEPATH [ICAO]- A descent profile determined for vertical guidance during a final approach. GLIDEPATH INTERCEPT ALTITUDE(See GLIDESLOPE INTERCEPT ALTITUDE.) GLIDESLOPE- Provides vertical guidance for aircraft during approach and landing. The glideslope/ glidepath is based on the following: a. Electronic components emitting signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as ILS/MLS, or b. Visual ground aids, such as VASI, which provide vertical guidance for a VFR approach or for the visual portion of an instrument approach and landing. c. PAR. Used by ATC to inform an aircraft making a PAR approach of its vertical position (elevation) relative to the descent profile. (See ICAO term GLIDEPATH.) GLIDESLOPE INTERCEPT ALTITUDE- The minimum altitude to intercept the glideslope/path on a precision approach. The intersection of the published intercept altitude with the glideslope/path, designated on Government charts by the lightning bolt symbol, is the precision FAF; however, when the approach chart shows an alternative lower glideslope intercept altitude, and ATC directs a lower altitude, the resultant lower intercept position is then the FAF. (See FINAL APPROACH FIX.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) GLOBAL POSITIONING SYSTEM (GPS)- 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. The GPS concept is predicated upon accurate and continuous knowledge of the spatial position of each satellite in the system with respect to time and distance from a transmitting satellite to the user. The GPS receiver automatically selects appropriate signals from the satellites in view and translates these into three- dimensional position, velocity, and time. System accuracy for civil users is normally 100 meters horizontally. GO AHEAD- Proceed with your message. Not to be used for any other purpose. GO AROUND- Instructions for a pilot to abandon his/her approach to landing. Additional instructions may follow. Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg. A pilot on an IFR flight plan Pilot/Controller Glossary 2/14/08 PCG G-2 making an instrument approach should execute the published missed approach procedure or proceed as instructed by ATC; e.g., “Go around” (additional instructions if required). (See LOW APPROACH.) (See MISSED APPROACH.) GPD(See GRAPHIC PLAN DISPLAY.) GPS(See GLOBAL POSITIONING SYSTEM.) GRAPHIC PLAN DIS PLAY (GPD)- A view available with URET that provides a graphic display of aircraft, traffic, and notification of predicted conflicts. Graphic routes for Current Plans and Trial Plans are displayed upon controller request. (See USER REQUEST EVALUATION TOOL.) GROUND-BASED TRANSCEIVER (GBT)- The ground-based transmitter/receiver (transceiver) re- ceives automatic dependent surveillance-broadcast messages, which are forwarded to an air traffic control facility for processing and display with other radar targets on the plan position indicator (radar display). (See AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST.) GROUND CLUTTER- A pattern produced on the radar scope by ground returns which may degrade other radar returns in the affected area. The effect of ground clutter is minimized by the use of moving target indicator (MTI) circuits in the radar equipment resulting in a radar presentation which displays only targets which are in motion. (See CLUTTER.) GROUND COMMUNICATION OUTLET (GCO)- An unstaffed, remotely controlled, ground/ground communications facility. Pilots at uncontrolled airports may contact ATC and FSS via VHF to a telephone connection to obtain an instrument clearance or close a VFR or IFR flight plan. They may also get an updated weather briefing prior to takeoff. Pilots will use four “key clicks” on the VHF radio to contact the appropriate ATC facility or six “key clicks” to contact the FSS. The GCO system is intended to be used only on the ground. GROUND CONTROLLED APPROACH- A radar approach system operated from the ground by air traffic control personnel transmitting instructions to the pilot by radio. The approach may be conducted with surveillance radar (ASR) only or with both surveillance and precision approach radar (PAR). Usage of the term “GCA” by pilots is discouraged except when referring to a GCA facility. Pilots should specifically request a “PAR” approach when a precision radar approach is desired or request an “ASR” or “surveillance” approach when a nonpreci- sion radar approach is desired. (See RADAR APPROACH.) GROUND DELAY PROGRAM (GDP)- A traffic management process administered by the ATCSCC; when aircraft are held on the ground. The purpose of the program is to support the TM mission and limit airborne holding. It is a flexible program and may be implemented in various forms depending upon the needs of the AT system. Ground delay programs provide for equitable assignment of delays to all system users. GROUND SPEED- The speed of an aircraft relative to the surface of the earth. GROUND STOP (GS)- The GS is a process that requires aircraft that meet a specific criteria to remain on the ground. The criteria may be airport specific, airspace specific, or equipment specific; for example, all departures to San Francisco, or all departures entering Yorktown sector, or all Category I and II aircraft going to Charlotte. GSs normally occur with little or no warning. GROUND VISIBILITY(See VISIBILITY.) GS(See GROUND STOP.) Pilot/Controller Glossary 2/14/08 PCG H-1 H HAA(See HEIGHT ABOVE AIRPORT.) HAL(See HEIGHT ABOVE LANDING.) HANDOFF- An action taken to transfer the radar identification of an aircraft from one controller to another if the aircraft will enter the receiving controller's airspace and radio communications with the aircraft will be transferred. HAR(See HIGH ALTITUDE REDESIGN.) HAT(See HEIGHT ABOVE TOUCHDOWN.) HAVE NUMBERS- Used by pilots to inform ATC that they have received runway, wind, and altimeter information only. HAZARDOUS INFLIGHT WEATHER ADVISO- RY SERVICE- Continuous recorded hazardous inflight weather forecasts broadcasted to airborne pilots over selected VOR outlets defined as an HIWAS BROADCAST AREA. HAZARDOUS WEATHER INFORMATION- Summary of significant meteorological information (SIGMET/WS), convective significant meteorologi- cal information (convective SIGMET/WST), urgent pilot weather reports (urgent PIREP/UUA), center weather advisories (CWA), airmen's meteorological information (AIRMET/WA) and any other weather such as isolated thunderstorms that are rapidly developing and increasing in intensity, or low ceilings and visibilities that are becoming wide- spread which is considered significant and are not included in a current hazardous weather advisory. HEAVY (AIRCRAFT)- (See AIRCRAFT CLASSES.) HEIGHT ABOVE AIRPORT- The height of the Minimum Descent Altitude above the published airport elevation. This is published in conjunction with circling minimums. (See MINIMUM DESCENT ALTITUDE.) HEIGHT ABOVE LANDING- The height above a designated helicopter landing area used for helicopter instrument approach procedures. (Refer to 14 CFR Part 97.) HEIGHT ABOVE TOUCHDOWN- The height of the Decision Height or Minimum Descent Altitude above the highest runway elevation in the touchdown zone (first 3,000 feet of the runway). HAT is published on instrument approach charts in conjunc- tion with all straight-in minimums. (See DECISION HEIGHT.) (See MINIMUM DESCENT ALTITUDE.) HELICOPTER- Rotorcraft that, for its horizontal motion, depends principally on its engine-driven rotors. (See ICAO term HELICOPTER.) HELICOPTER [ICAO]- A heavier-than-air aircraft supported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes. HELIPAD- A small, designated area, usually with a prepared surface, on a heliport, airport, landing/take- off area, apron/ramp, or movement area used for takeoff, landing, or parking of helicopters. HELIPORT- An area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters and includes its buildings and facilities if any. HELIPORT REFERENCE POINT (HRP)- The geographic center of a heliport. HERTZ- The standard radio equivalent of frequency in cycles per second of an electromagnetic wave. Kilohertz (kHz) is a frequency of one thousand cycles per second. Megahertz (MHz) is a frequency of one million cycles per second. HF(See HIGH FREQUENCY.) HF COMMUNICATIONS(See HIGH FREQUENCY COMMUNICATIONS.) HIGH ALTITUDE REDESIGN (HAR)- A level of non-restrictive routing (NRR) service for aircraft that have all waypoints associated with the HAR program in their flight management systems or RNAV equipage. Pilot/Controller Glossary 2/14/08 PCG H-2 HIGH FREQUENCY- The frequency band between 3 and 30 MHz. (See HIGH FREQUENCY COMMUNICATIONS.) HIGH FREQUENCY COMMUNICATIONS- High radio frequencies (HF) between 3 and 30 MHz used for air-to-ground voice communication in overseas operations. HIGH SPEED EXIT(See HIGH SPEED TAXIWAY.) HIGH SPEED TAXIWAY- A long radius taxiway designed and provided with lighting or marking to define the path of aircraft, traveling at high speed (up to 60 knots), from the runway center to a point on the center of a taxiway. Also referred to as long radius exit or turn-off taxiway. The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time. HIGH SPEED TURNOFF(See HIGH SPEED TAXIWAY.) HIWAS(See HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE.) HIWAS AREA(See HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE.) HIWAS BROADCAST AREA- A geographical area of responsibility including one or more HIWAS outlet areas assigned to an AFSS/FSS for hazardous weather advisory broadcasting. HIWAS OUTLET AREA- An area defined as a 150 NM radius of a HIWAS outlet, expanded as necessary to provide coverage. HOLD FOR RELEASE- Used by ATC to delay an aircraft for traffic management reasons; i.e., weather, traffic volume, etc. Hold for release instructions (including departure delay information) are used to inform a pilot or a controller (either directly or through an authorized relay) that an IFR departure clearance is not valid until a release time or additional instructions have been received. (See ICAO term HOLDING POINT.) HOLD IN LIEU OF PROCEDURE TURN- A hold in lieu of procedure turn shall be established over a final or intermediate fix when an approach can be made from a properly aligned holding pattern. The hold in lieu of procedure turn permits the pilot to align with the final or intermediate segment of the approach and/or descend in the holding pattern to an altitude that will permit a normal descent to the final approach fix altitude. The hold in lieu of procedure turn is a required maneuver (the same as a procedure turn) unless the aircraft is being radar vectored to the final approach course, when “NoPT” is shown on the approach chart, or when the pilot requests or the controller advises the pilot to make a “straight-in” approach. HOLD PROCEDURE- A predetermined maneuver which keeps aircraft within a specified airspace while awaiting further clearance from air traffic control. Also used during ground operations to keep aircraft within a specified area or at a specified point while awaiting further clearance from air traffic control. (See HOLDING FIX.) (Refer to AIM.) HOLDING FIX- A specified fix identifiable to a pilot by NAVAIDs or visual reference to the ground used as a reference point in establishing and maintaining the position of an aircraft while holding. (See FIX.) (See VISUAL HOLDING.) (Refer to AIM.) HOLDING POINT [ICAO]- A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in flight is maintained in accordance with air traffic control clearances. HOLDING PROCEDURE(See HOLD PROCEDURE.) HOLD-SHORT POINT- A point on the runway beyond which a landing aircraft with a LAHSO clearance is not authorized to proceed. This point may be located prior to an intersecting runway, taxiway, predetermined point, or approach/departure flight path. HOLD-SHORT POSITION LIGHTS- Flashing in-pavement white lights located at specified hold-short points. HOLD-SHORT POSITION MARKING- The painted runway marking located at the hold-short point on all LAHSO runways. HOLD-SHORT POSITION SIGNS- Red and white holding position signs located alongside the hold-short point. Pilot/Controller Glossary 2/14/08 PCG H-3 HOMING- Flight toward a NAVAID, without correcting for wind, by adjusting the aircraft heading to maintain a relative bearing of zero degrees. (See BEARING.) (See ICAO term HOMING.) HOMING [ICAO]- The procedure of using the direction-finding equipment of one radio station with the emission of another radio station, where at least one of the stations is mobile, and whereby the mobile station proceeds continuously towards the other station. HOVER CHECK- Used to describe when a helicopter/VTOL aircraft requires a stabilized hover to conduct a performance/power check prior to hover taxi, air taxi, or takeoff. Altitude of the hover will vary based on the purpose of the check. HOVER TAXI- Used to describe a helicopter/VTOL aircraft movement conducted above the surface and in ground effect at airspeeds less than approximately 20 knots. The actual height may vary, and some helicopters may require hover taxi above 25 feet AGL to reduce ground effect turbulence or provide clearance for cargo slingloads. (See AIR TAXI.) (See HOVER CHECK.) (Refer to AIM.) HOW DO YOU HEAR ME?- A question relating to the quality of the transmission or to determine how well the transmission is being received. HZ(See HERTZ.) Pilot/Controller Glossary 2/14/08 PCG I-1 I I SAY AGAIN- The message will be repeated. IAF(See INITIAL APPROACH FIX.) IAP(See INSTRUMENT APPROACH PROCEDURE.) IAWP- Initial Approach Waypoint ICAO(See ICAO Term INTERNATIONAL CIVIL AVIATION ORGANIZATION.) ICING- The accumulation of airframe ice. Types of icing are: a. Rime Ice- Rough, milky, opaque ice formed by the instantaneous freezing of small supercooled water droplets. b. Clear Ice- A glossy, clear, or translucent ice formed by the relatively slow freezing or large supercooled water droplets. c. Mixed- A mixture of clear ice and rime ice. Intensity of icing: a. Trace- Ice becomes perceptible. Rate of accumulation is slightly greater than the rate of sublimation. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1 hour). b. Light- The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does not present a problem if the deicing/anti-icing equipment is used. c. Moderate- The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment or flight diversion is necessary. d. Severe- The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary. IDENT- A request for a pilot to activate the aircraft transponder identification feature. This will help the controller to confirm an aircraft identity or to identify an aircraft. (Refer to AIM.) IDENT FEATURE- The special feature in the Air Traffic Control Radar Beacon System (ATCRBS) equipment. It is used to immediately distinguish one displayed beacon target from other beacon targets. (See IDENT.) IF(See INTERMEDIATE FIX.) IFIM(See INTERNATIONAL FLIGHT INFORMATION MANUAL.) IF NO TRANSMISSION RECEIVED FOR (TIME)- Used by ATC in radar approaches to prefix procedures which should be followed by the pilot in event of lost communications. (See LOST COMMUNICATIONS.) IFR(See INSTRUMENT FLIGHT RULES.) IFR AIRCRAFT- An aircraft conducting flight in accordance with instrument flight rules. IFR CONDITIONS- Weather conditions below the minimum for flight under visual flight rules. (See INSTRUMENT METEOROLOGICAL CONDITIONS.) IFR DEPARTURE PROCEDURE(See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (Refer to AIM.) IFR FLIGHT(See IFR AIRCRAFT.) IFR LANDING MINIMUMS(See LANDING MINIMUMS.) IFR MILITARY TRAINING ROUTES (IR)- Routes used by the Department of Defense and associated Reserve and Air Guard units for the purpose of conducting low-altitude navigation and tactical training in both IFR and VFR weather conditions below 10,000 feet MSL at airspeeds in excess of 250 knots IAS. IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES- Title 14 Code of Federal Pilot/Controller Glossary 2/14/08 PCG I-2 Regulations Part 91, prescribes standard takeoff rules for certain civil users. At some airports, obstructions or other factors require the establishm ent of nonstandard takeoff minimums, departure proce- dures, or both to assist pilots in avoiding obstacles during climb to the minimum en route altitude. Those airports are listed in FAA/DOD Instrument Approach Procedures (IAPs) Charts under a section entitled “IFR Takeoff Minimums and Departure Procedures.” The FAA/DOD IAP chart legend illustrates the symbol used to alert the pilot to nonstandard takeoff minimums and departure procedures. When depart- ing IFR from such airports or from any airports where there are no departure procedures, DPs, or ATC facilities available, pilots should advise ATC of any departure limitations. Controllers may query a pilot to determine acceptable departure directions, turns, or headings after takeoff. Pilots should be familiar with the departure procedures and must assure that their aircraft can meet or exceed any specified climb gradients. IF/IAWP- Intermediate Fix/Initial Approach Way- point. The waypoint where the final approach course of a T approach meets the crossbar of the T. When designated (in conjunction with a TAA) this waypoint will be used as an IAWP when approaching the airport from certain directions, and as an IFWP when beginning the approach from another IAWP. IFWP- Intermediate Fix Waypoint ILS(See INSTRUMENT LANDING SYSTEM.) ILS CATEGORIES- 1. ILS Category I. An ILS approach procedure which provides for approach to a height above touchdown of not less than 200 feet and with runway visual range of not less than 1,800 feet.- 2. ILS Category II. An ILS approach procedure which provides for approach to a height above touchdown of not less than 100 feet and with runway visual range of not less than 1,200 feet.- 3. ILS Category III: a. IIIA.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 700 feet. b. IIIB.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 150 feet. c. IIIC.-An ILS approach procedure which provides for approach without a decision height minimum and without runway visual range minimum. ILS PRM APPROACH- An instrument landing system (ILS) approach conducted to parallel runways whose extended centerlines are separated by less than 4,300 feet and the parallel runways have a Precision Runway Monitoring (PRM) system that permits simultaneous independent ILS approaches. IM(See INNER MARKER.) IMC(See INSTRUMENT METEOROLOGICAL CONDITIONS.) IMMEDIATELY- Used by ATC or pilots when such action compliance is required to avoid an imminent situation. INCERFA (Uncertainty Phase) [ICAO]- A situation wherein uncertainty exists as to the safety of an aircraft and its occupants. INCREASE SPEED TO (SPEED)- (See SPEED ADJUSTMENT.) INERTIAL NAVIGATION SYSTEM- An RNAV system which is a form of self-contained navigation. (See Area Navigation/RNAV.) INFLIGHT REFUELING(See AERIAL REFUELING.) INFLIGHT WEATHER ADVISORY(See WEATHER ADVISORY.) INFORMATION REQUEST- A request originated by an FSS for information concerning an overdue VFR aircraft. INITIAL APPROACH FIX- The fixes depicted on instrument approach procedure charts that identify the beginning of the initial approach segment(s). (See FIX.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) INITIAL APPROACH SEGMENT(See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) INITIAL APPROACH SEGMENT [ICAO]- That segment of an instrument approach procedure between the initial approach fix and the intermediate approach fix or, where applicable, the final approach fix or point. Pilot/Controller Glossary 2/14/08 PCG I-3 INLAND NAVIGATION FACILITY- A navigation aid on a North American Route at which the common route and/or the noncommon route begins or ends. INNER MARKER- A marker beacon used with an ILS (CAT II) precision approach located between the middle marker and the end of the ILS runway, transmitting a radiation pattern keyed at six dots per second and indicating to the pilot, both aurally and visually, that he/she is at the designated decision height (DH), normally 100 feet above the touchdown zone elevation, on the ILS CAT II approach. It also marks progress during a CAT III approach. (See INSTRUMENT LANDING SYSTEM.) (Refer to AIM.)

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INNER MARKER BEACON(See INNER MARKER.) INREQ(See INFORMATION REQUEST.) INS(See INERTIAL NAVIGATION SYSTEM.) INSTRUMENT APPROACH(See INSTRUMENT APPROACH PROCEDURE.) INSTRUMENT APPROACH PROCEDURE- A series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing or to a point from which a landing may be made visually. It is prescribed and approved for a specific airport by competent authority. (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (Refer to 14 CFR Part 91.) (Refer to AIM.) a. U.S. civil standard instrument approach procedures are approved by the FAA as prescribed under 14 CFR Part 97 and are available for public use. b. U.S. military standard instrument approach procedures are approved and published by the Department of Defense. c. Special instrument approach procedures are approved by the FAA for individual operators but are not published in 14 CFR Part 97 for public use. (See ICAO term INSTRUMENT APPROACH PROCEDURE.) INSTRUMENT APPROACH PROCEDURE [ICAO]- A series of predetermined maneuvers by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en route obstacle clearance criteria apply. INSTRUMENT APPROACH PROCEDURES CHARTS(See AERONAUTICAL CHART.) INSTRUMENT DEPARTURE PROCEDURE (DP)- A preplanned instrument flight rule (IFR) departure procedure published for pilot use, in graphic or textual format, that provides obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DP, Obstacle Departure Procedure (ODP), printed either textually or graphically, and, Standard Instrument Departure (SID), which is always printed graphically. (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (See OBSTACLE DEPARTURE PROCEDURES.) (See STANDARD INSTRUMENT DEPARTURES.) (Refer to AIM.)