OPERAÇÃO NA TERRA DO TIO SAM-1 - GLOSSÁRIO

Neste POST estão selecionados os termos considerados mais utilizados, ou que (provavelmente) sejam desconhecidos dos pilotos com pouca experiência. Para uma completa e atualizada informação, refira ao AIM.
Nota - os termos em “bold italics” foram considerados como os mais utilizados.

A

ABBREVIATED IFR FLIGHT PLANS− An authorization by ATC requiring pilots to submit only that information needed for the purpose of ATC. It includes only a small portion of the usual IFR flight plan information. It is frequently used by aircraft which are airborne and desire an instrument approach or by aircraft which are on the ground and desire a climb to VFR-on-top.

ACCELERATE-STOP DISTANCE AVAILABLE (ASDA)

The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane aborting a takeoff.

ACKNOWLEDGE− Let me know that you have received and understood this message.

ADMINISTRATOR− The Federal Aviation Administrator or any person to whom he/she has delegated his/her authority in the matter concerned.

ADVISE INTENTIONS− Tell me what you plan to do.

AERONAUTICAL INFORMATION MANUAL (AIM)− A primary FAA publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. It provides basic flight information, ATC Procedures and general instructional information concerning health, medical facts, factors affecting flight safety, accident and hazard reporting, and types of aeronautical charts and their use.

AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− The area of airspace over land or water, extending upward from the surface, within which the ready identification, the location, and the control of aircraft are required in the interest of national security.

a. Domestic Air Defense Identification Zone - An ADIZ within the United States along an international boundary of the United States.

b. Coastal Air Defense Identification Zone - An ADIZ over the coastal waters of the United States.

c. Distant Early Warning Identification Zone (DEWIZ) - An ADIZ over the coastal waters of the State of Alaska.

d. Land−Based Air Defense Identification Zone - An ADIZ over U.S. metropolitan areas, which is activated and deactivated as needed, with dimensions, activation dates and other relevant information disseminated via NOTAM.

AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) − A facility established to provide air traffic control service to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. When equipment capabilities and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft.

AIR TRAFFIC CLEARANCE− An authorization by air traffic control for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified traffic conditions within controlled airspace. The pilot-in-command of an aircraft may not deviate from the provisions of a visual flight rules (VFR) or instrument flight rules (IFR) air traffic clearance except in an emergency or unless an amended clearance has been obtained.

Additionally, the pilot may request a different clearance from that which has been issued by air traffic control (ATC) if information available to the pilot makes another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued. Pilots may also request clarification or amendment, as appropriate, any time a clearance is not fully understood, or considered unacceptable because of safety of flight. Controllers should, in such instances and to the extent of operational practicality and safety, honor the pilot’s request. 14 CFR Part 91.3(a) states: “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.”

THE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot’s opinion, would place the aircraft in jeopardy.

AIRCRAFT APPROACH CATEGORY− A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft must fit in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimums for the category for that speed must be used. For example, an aircraft which falls in Category A, but is circling to land at a speed in excess of 91 knots, must use the approach Category B minimums when circling to land.

The categories are as follows:

a. Category A− Speed less than 91 knots.

b. Category B− Speed 91 knots or more but less than 121 knots.

c. Category C− Speed 121 knots or more but less than 141 knots.

d. Category D− Speed 141 knots or more but less than 166 knots.

e. Category E− Speed 166 knots or more.

AIRCRAFT CLASSES− For the purposes of Wake Turbulence Separation Minima, ATC classifies aircraft as Heavy, Large, and Small as follows:

a. Heavy− Aircraft capable of takeoff weights of 300,000 pounds or more whether or not they are operating at this weight during a particular phase of flight.

b. Large− Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to but not including 300,000 pounds.

c. Small− Aircraft of 41,000 pounds or less maximum certificated takeoff weight.

AIRMET− In-flight weather advisories issued only to amend the area forecast concerning weather phenomena which are of operational interest to all aircraft and potentially hazardous to aircraft having limited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by SIGMETs or Convective SIGMETs. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 knots or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility less than 3 miles, and extensive mountain obscurement.

AIRPORT ADVISORY AREA− The area within ten miles of an airport without a control tower or where the tower is not in operation, and on which a Flight Service Station is located.

AIRPORT LIGHTING− various lighting aids that may be installed on an airport. Types of airport lighting include:

a. Approach Light System (ALS)− An airport lighting facility which provides visual guidance to landing aircraft by radiating light beams in a directional pattern by which the pilot aligns the aircraft with the extended centerline of the runway on his/her final approach for landing. Condenser- Discharge Sequential Flashing Lights/Sequenced Flashing Lights may be installed in conjunction with the ALS at some airports.

Types of Approach Light  Systems are:

. ALSF-1− Approach Light System with Sequenced Flashing Lights in ILS Cat-I configuration.

. ALSF-2− Approach Light System with Sequenced Flashing Lights in ILS Cat-II configuration. The ALSF-2 may operate as an SSALR when weather conditions permit.

. SSALF− Simplified Short Approach Light System with Sequenced Flashing Lights.

. SSALR− Simplified Short Approach Light System with Runway Alignment Indicator Lights.

. MALSF− Medium Intensity Approach Light System with Sequenced Flashing Lights.

. MALSR− Medium Intensity Approach Light System with Runway Alignment Indicator Lights.

. RLLS− Runway Lead-in Light System Consists of one or more series of flashing lights installed at or near ground level that provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures.

. RAIL− Runway Alignment Indicator Lights− Sequenced Flashing Lights which are installed only in combination with other light systems.

. ODALS− Omnidirectional Approach Lighting System consists of seven omnidirectional flashing lights located in the approach area of a non precision runway. Five lights are located on the runway centerline extended with the first light located 300 feet from the threshold and extending at equal intervals up to 1,500 feet from the threshold.

The other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet from the runway edge, or 75 feet from the runway edge when installed on a runway equipped with a VASI.

b. Runway Lights/Runway Edge Lights− Lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may be controlled or preset.

c. Touchdown Zone Lighting− Two rows of transverse light bars located symmetrically about the runway centerline normally at 100 foot intervals. The basic system extends 3,000 feet along the runway.

d. Runway Centerline Lighting− Flush centerline lights spaced at 50-foot intervals beginning 75 feet from the landing threshold and extending to within 75 feet of the opposite end of the runway.

e. Threshold Lights− Fixed green lights arranged symmetrically left and right of the runway centerline, identifying the runway threshold.

f. Runway End Identifier Lights (REIL)− Two synchronized flashing lights, one on each side of the runway threshold, which provide rapid and positive identification of the approach end of a particular runway.

g. Visual Approach Slope Indicator (VASI)− An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he/she is “on path”.

h. Precision Approach Path Indicator (PAPI)− An airport lighting facility, similar to VASI, providing vertical approach slope guidance to aircraft during approach to landing. PAPIs consist of a single row of either two or four lights, normally installed on the left side of the runway, and have an effective visual range of about 5 miles during the day and up to 20 miles at night.

i. Boundary Lights− Lights defining the perimeter of an airport or landing area.

AIRPORT MARKING AIDS− Markings used on runway and taxiway surfaces to identify a specific runway, a runway threshold, a centerline, a hold line, etc. A runway should be marked in accordance with its present usage such as:

a. Visual.

b. Non precision instrument.

c. Precision instrument.

AIRPORT SURVEILLANCE RADAR− Approach control radar used to detect and display an aircraft’s position in the terminal area. ASR provides range and azimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles.

AIRSPACE HIERARCHY− Within the airspace classes, there is a hierarchy and, in the event of an overlap of airspace: Class A preempts Class B, Class B preempts Class C, Class C preempts Class D, Class D preempts Class E, and Class E preempts Class G.

APPROACH CLEARANCE− Authorization by ATC for a pilot to conduct an instrument approach.

APPROACH GATE− An imaginary point used within ATC as a basis for vectoring aircraft to the final approach course. The gate will be established along the final approach course 1 mile from the final approach fix on the side away from the airport and will be no closer than 5 miles from the landing threshold.

AREA NAVIGATION (RNAV)− A method of navigation which permits aircraft operation on any desired flight path within the coverage of ground− or space−based navigation aids or within the limits of the capability of self-contained aids, or a combination of these.

Note: Area navigation includes performance−based navigation as well as other operations that do not meet the definition of performance−based navigation.

AREA NAVIGATION (RNAV) APPROACH CONFIGURATION:

a. STANDARD T− An RNAV approach whose design allows direct flight to any one of three initial approach fixes (IAF) and eliminates the need for procedure turns. The standard design is to align the procedure on the extended centerline with the missed approach point (MAP) at the runway threshold, the final approach fix (FAF), and the initial approach/intermediate fix (IAF/IF). The other two IAFs will be established perpendicular to the IF.

b. MODIFIED T− An RNAV approach design for single or multiple runways where terrain or operational constraints do not allow for the standard T. The “T” may be modified by increasing or decreasing the angle from the corner IAF(s) to the IF or by eliminating one or both corner IAFs.

c. STANDARD I− An RNAV approach design for a single runway with both corner IAFs eliminated. Course reversal or radar vectoring may be required at busy terminals with multiple runways.

d. TERMINAL ARRIVAL AREA (TAA)− The TAA is controlled airspace established in conjunction with the Standard or Modified T and I RNAV approach configurations. In the standard TAA, there are three areas: straight-in, left base, and right base.

The arc boundaries of the three areas of the TAA are published portions of the approach and allow aircraft to transition from the en route structure direct to the nearest IAF. TAAs will also eliminate or reduce feeder routes, departure extensions, and procedure turns or course reversal.

1. STRAIGHT-IN AREA− A 30NM arc centered on the IF bounded by a straight line extending through the IF perpendicular to the intermediate course.

2. LEFT BASE AREA− A 30NM arc centered on the right corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc.

3. RIGHT BASE AREA− A 30NM arc centered on the left corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc.

ARINC− An acronym for Aeronautical Radio, Inc., a corporation largely owned by a group of airlines. ARINC is licensed by the FCC as an aeronautical station and contracted by the FAA to provide communications support for air traffic control and meteorological services in portions of international airspace.

ATC CLEARS− Used to prefix an ATC clearance when it is relayed to an aircraft by other than an air traffic controller.

ATC INSTRUCTIONS− Directives issued by air traffic control for the purpose of requiring a pilot to take specific actions; e.g., “Turn left heading two five zero,” “Go around,” “Clear the runway.”

AUTOMATED WEATHER SYSTEM− Any of the automated weather sensor platforms that collect weather data at airports and disseminate the weather information via radio and/or landline. The systems currently consist of the Automated Surface Observing System (ASOS), Automated Weather Sensor

System (AWSS) and Automated Weather Observation System (AWOS).

AUTOMATED UNICOM− Provides completely automated weather, radio check capability and airport advisory information on an Automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability will be published in the Airport/Facility Directory and approach charts.

AUTOMATIC ALTITUDE REPORTING− That function of a transponder which responds to Mode C interrogations by transmitting the aircraft’s altitude in 100-foot increments.

AUTOMATIC DEPENDENT SURVEILLANCE− BROADCAST (ADS-B)− A surveillance system in which an aircraft or vehicle to be detected is fitted with cooperative equipment in the form of a data link transmitter. The aircraft or vehicle periodically broadcasts its GPS−derived position and other information such as velocity over the data link, which is received by a ground−based transmitter/receiver (transceiver) for processing and display at an air traffic control facility.

AUTOMATIC DEPENDENT SURVEILLANCE− CONTRACT (ADS−C)− A data link position reporting system, controlled by a ground station, that establishes contracts with an aircraft’s avionics that occur automatically whenever specific events occur, or specific time intervals are reached.

AUTOMATIC TERMINAL INFORMATION SERVICE− The continuous broadcast of recorded non control information in selected terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information; e.g., “Los Angeles information Alfa. One three zero zero Coordinated Universal Time. Weather, measured ceiling two thousand overcast, visibility three, haze, smoke, temperature seven one, dew point five seven, wind two five zero at five, altimeter two niner niner six. I-L-S Runway Two Five Left approach in use, Runway Two Five Right closed, advise you have Alfa.”

AVAILABLE LANDING DISTANCE (ALD)− The portion of a runway available for landing and roll-out for aircraft cleared for LAHSO. This distance is measured from the landing threshold to the hold-short point.

AVIATION WEATHER SERVICE− A service provided by the National Weather Service (NWS) and FAA which collects and disseminates pertinent weather information for pilots, aircraft operators, and ATC. Available aviation weather reports and forecasts are displayed at each NWS office and FAA FSS.

B

BACK-TAXI− A term used by air traffic controllers to taxi an aircraft on the runway opposite to the traffic flow. The aircraft may be instructed to back-taxi to the beginning of the runway or at some point before reaching the runway end for the purpose of departure or to exit the runway.

BLAST PAD− A surface adjacent to the ends of a runway provided to reduce the erosive effect of jet blast and propeller wash.

BLIND SPOT− An area from which radio transmissions and/or radar echoes cannot be received. The term is also used to describe portions of the airport not visible from the control tower.

BLOCKED− Phraseology used to indicate that a radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions.

BRAKING ACTION (GOOD, FAIR, POOR, OR NIL)− A report of conditions on the airport movement area providing a pilot with a degree/quality of braking that he/she might expect. Braking action is reported in terms of good, fair, poor, or nil.

BRAKING ACTION ADVISORIES− When tower controllers have received runway braking action reports which include the terms “fair,” “poor,” or “nil,” or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS broadcast the statement, “Braking action advisories are in effect” on the ATIS broadcast. During the time braking action advisories are in effect, ATC will issue the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition information if not volunteered by controllers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing.

BROADCAST− Transmission of information for which an acknowledgement is not expected.

C

CALL FOR RELEASE− Wherein the overlying ARTCC requires a terminal facility to initiate verbal coordination to secure ARTCC approval for release of a departure into the en route environment.

CEILING − The heights above the earth’s surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken,” “overcast,” or “obscuration,” and not classified as “thin” or “partial.”

CENTER WEATHER ADVISORY− An unscheduled weather advisory issued by Center Weather Service Unit meteorologists for ATC use to alert pilots of existing or anticipated adverse weather conditions within the next 2 hours. A CWA may modify or redefine a SIGMET.

CHASE− An aircraft flown in proximity to another aircraft normally to observe its performance during training or testing.

CIRCLE TO RUNWAY (RUNWAY NUMBER)− Used by ATC to inform the pilot that he/she must circle to land because the runway in use is other than the runway aligned with the instrument approach procedure. When the direction of the circling maneuver in relation to the airport/runway is required, the controller will state the direction (eight cardinal compass points) and specify a left or right downwind or base leg as appropriate; e.g., “Cleared VOR Runway Three Six Approach circle to Runway Two Two,” or “Circle northwest of the airport for a right downwind to Runway Two Two.”

CLEAR AIR TURBULENCE (CAT)− Turbulence encountered in air where no clouds are present. This term is commonly applied to high-level turbulence associated with wind shear. CAT is often encountered in the vicinity of the jet stream.

CLEAR OF THE RUNWAY−

a. Taxiing aircraft, which is approaching a runway, is clear of the runway when all parts of the aircraft are held short of the applicable runway holding position marking.

b. A pilot or controller may consider an aircraft, which is exiting or crossing a runway, to be clear of the runway when all parts of the aircraft are beyond the runway edge and there are no restrictions to its continued movement beyond the applicable runway holding position marking.

c. Pilots and controllers shall exercise good judgment to ensure that adequate separation exists between all aircraft on runways and taxiways at airports with inadequate runway edge lines or holding position markings.

CLEARANCE LIMIT− The fix, point, or location to which an aircraft is cleared when issued an air traffic clearance.

CLEARANCE VOID IF NOT OFF BY (TIME)− Used by ATC to advise an aircraft that the departure clearance is automatically canceled if takeoff is not made prior to a specified time. The pilot must obtain a new clearance or cancel his/her IFR flight plan if not off by the specified time.

CLEARED (Type of) APPROACH− ATC authorization for an aircraft to execute a specific instrument approach procedure to an airport; e.g., “Cleared ILS Runway Three Six Approach.”

CLEARED AS FILED− Means the aircraft is cleared to proceed in accordance with the route of flight filed in the flight plan. This clearance does not include the altitude, DP, or DP Transition.

CLEARED FOR THE OPTION− ATC authorization for an aircraft to make a touch-and-go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student’s performance under changing situations.

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.

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.

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.

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.

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.

COASTAL FIX− A navigation aid or intersection where an aircraft transitions between the domestic route structure and the oceanic route structure.

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.

COMPLY WITH RESTRICTIONS− An ATC instruction that requires an aircraft being vectored 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.

COMPULSORY REPORTING POINTS− Reporting points which must be reported to ATC. They are designated on aeronautical charts by solid triangles or filed in a flight plan as fixes selected to define direct routes. These points are geographical locations which are defined by navigation aids/fixes. Pilots should discontinue position reporting over compulsory reporting points when informed by ATC that their aircraft is in “radar contact.”

CONFIDENCE MANEUVER− A confidence maneuver consists of one or more turns, a climb or descent, or other maneuver to determine if the pilot in command (PIC) is able to receive and comply with ATC instructions.

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.

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.

CONTAMINATED RUNWAY− A runway is considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or other substances are present. A runway is contaminated with respect to rubber deposits or other friction-degrading substances when the average friction value for any 500-foot segment of the runway within the ALD fails below the recommended minimum friction level and the average friction value in the adjacent 500-foot segments falls below the maintenance planning friction level.

CONTERMINOUS U.S.− The 48 adjoining States and the District of Columbia.

CONTINENTAL UNITED STATES− The 49 States located on the continent of North America and the District of Columbia.

CONTROLLED AIRSPACE− 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 requirements 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:

. 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.

. 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.”

. CLASS C− Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements.

Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a 5 nautical mile (NM) radius, a circle with a 10NM radius that extends no lower than 1,200 feet up to 4,000 feet above the airport elevation and an outer area that is not charted.

Each person must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace. VFR aircraft are only separated from IFR aircraft within the airspace.

. 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 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.

. 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.

CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)− A two−way digital very high frequency (VHF) air/ground communications system that conveys textual air traffic control messages between controllers and pilots.

CONVECTIVE SIGMET− A weather advisory concerning convective weather significant to the safety of all aircraft. Convective SIGMETs are issued for tornadoes, lines of thunderstorms, embedded thunderstorms of any intensity level, areas of thunderstorms greater than or equal to VIP level 4 with an area coverage of 4/10 (40%) or more, and hail 3/4 inch or greater.

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 non precision approaches must be discontinued and flown manually at altitudes lower than 50 feet below the minimum descent altitude, and coupled precision approaches must be flown manually below 50 feet AGL.

Note: Coupled and autoland approaches are flown in VFR and IFR. It is common for carriers to require their crews to fly coupled approaches and autoland approaches (if certified) when the weather conditions are less than approximately 4,000 RVR.

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.

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.

CROSSWIND−

a. When used concerning the traffic pattern, the word means “crosswind leg.”

b. When used concerning wind conditions, the word means a wind not parallel to the runway or the path of an aircraft.

CROSSWIND COMPONENT− The wind component measured in knots at 90 degrees to the longitudinal axis of the runway.

CRUISE− Used in an ATC clearance to authorize a pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance. The pilot may level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, he/she may not return to that altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an approach at destination airport and can be used in conjunction with:

a. An airport clearance limit at locations with a standard/special instrument approach procedure. The CFRs require that if an instrument letdown to an airport is necessary, the pilot shall make the letdown in accordance with a standard/special instrument approach procedure for that airport, or

b. An airport clearance limit at locations that are within/below/outside controlled airspace and without a standard/special instrument approach procedure. Such a clearance is NOT AUTHORIZATION 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.

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.

CURRENT PLAN− The ATC clearance the aircraft has received and is expected to fly.

D

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.

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.

DELAY TIME− The amount of time that the arrival must lose to cross the meter fix at the assigned meter fix time.

DEPARTURE TIME− The time an aircraft becomes airborne.

DEVIATIONS−

a. 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.

DIGITAL-AUTOMATIC TERMINAL INFORMATION 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 computer−synthesized voice message that can be transmitted to all aircraft within range of existing transmitters. The Terminal Data Link System (TDLS) D-ATIS application uses weather inputs from local automated weather sources or manually entered meteorological data together with preprogrammed menus to provide standard information to users. Airports with D-ATIS capability are listed in the Airport/Facility Directory.

DIRECT− Straight line flight between two navigational aids, fixes, points, or any combination thereof. When used by pilots in describing off-airway routes, points defining direct route segments become compulsory reporting points unless the aircraft is under radar contact.

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, example:

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.

DISCRETE FREQUENCY− A separate radio frequency for use in direct pilot-controller communications in air traffic control which reduces frequency congestion by controlling the number of aircraft operating on a particular frequency at one time. Discrete frequencies are normally designated for each control sector in en route/terminal ATC facilities. Discrete frequencies are listed in the Airport/Facility Directory and the DOD FLIP IFR En Route Supplement.

DISTRESS− A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.

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.

DOD FLIP− Department of Defense Flight Information Publications used for flight planning, en route, and terminal operations. FLIP is produced by the National Geospatial−Intelligence Agency (NGA) for world-wide use. United States Government Flight Information Publications (en route charts and instrument approach procedure charts) are incorporated in DOD FLIP for use in the National Airspace System (NAS).

DOMESTIC AIRSPACE− Airspace which overlies the continental land mass of the United States plus Hawaii and U.S. possessions. Domestic airspace extends to 12 miles offshore.

DOWNBURST− A strong downdraft which induces an outburst of damaging winds on or near the ground. Damaging winds, either straight or curved, are highly divergent. The sizes of downbursts vary from 1/2  mile or less to more than 10 miles. An intense downburst often causes widespread damage. Damaging winds, lasting 5 to 30 minutes, could reach speeds as high as 120 knots.

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.

E

EMERGENCY− A distress or an urgency condition.

EN ROUTE AIR TRAFFIC CONTROL SERVICES− Air traffic control service provided aircraft on IFR flight plans, generally by centers, when these aircraft are operating between departure and destination terminal areas. When equipment, capabilities, and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft.

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.

ESTABLISHED−To be stable or fixed on a route, route segment, altitude, heading, etc.

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.”

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.

EXPECT FURTHER CLEARANCE (TIME)− The time a pilot can expect to receive clearance beyond a clearance limit.

EXPECT FURTHER CLEARANCE VIA (AIRWAYS, ROUTES OR FIXES)− Used to inform a pilot of the routing he/she can expect if any part of the route beyond a short range clearance limit differs from that filed.

EXPEDITE− Used by ATC when prompt compliance is required to avoid the development of an imminent situation. Expedite climb/descent normally indicates to a pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteristics.

F

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).

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.

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.

FINAL APPROACH COURSE (FAC)− 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 (FAF)− 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 non-precision approaches and the lightning bolt symbol for precision approaches; or when ATC directs a lower-than-published glideslope/ path intercept altitude, it is the resultant actual point of the glideslope/path intercept.

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.

FINAL APPROACH POINT− The point, applicable only to a non-precision 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.

FINAL CONTROLLER− The controller providing information and final approach guidance during PAR and ASR approaches utilizing radar equipment.

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.

FLAMEOUT− An emergency condition caused by a loss of engine power.

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.

FLIGHT INFORMATION REGION (FIR) − 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−BROADCAST (FIS−B)− A ground broadcast service provided through the ADS−B Broadcast Services network over the UAT data link that operates on 978 MHz. The FIS−B system provides pilots and flight crews of properly equipped aircraft with a cockpit display of certain aviation weather and aeronautical information.

FLIGHT INSPECTION− In flight investigation and evaluation of a navigational aid to determine whether it meets established tolerances.

FLIGHT SERVICE STATION (FSS) − An air traffic facility which provides pilot briefings, flight plan processing, en route radio communications, search and rescue services, and assistance to lost aircraft and aircraft in emergency situations. FSS also relays ATC clearances, processes Notices to Airmen, and broadcasts aviation weather and aeronautical information.

In addition, at selected locations, FSS provides En Route Flight Advisory Service (Flight Watch) and Airport Advisory Service (AAS) and takes airport weather observations.

FLIGHT STANDARDS DISTRICT OFFICE ( FSDO) - 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 characteristics of an aircraft or aircraft component.

b. Evaluating an applicant for a pilot certificate or rating.

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.”

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.

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.

FUEL DUMPING− Airborne release of usable fuel. This does not include the dropping of fuel tanks.

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.

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.

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.

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.

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 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).

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.

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 nonprecision radar approach is desired.

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.

H

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.

HAVE NUMBERS− Used by pilots to inform ATC that they have received runway, wind, and altimeter information only.

HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE− Continuous recorded hazardous in flight 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 meteorological 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 widespread which is considered significant and are not included in a current hazardous weather advisory.

HEIGHT ABOVE AIRPORT− The height of the Minimum Descent Altitude above the published airport elevation. This is published in conjunction with circling minimums.

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 conjunction with all straight-in minimums.

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.

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.

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.

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.

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.

HOMING− Flight toward a NAVAID, without correcting for wind, by adjusting the aircraft heading to maintain a relative bearing of zero degrees.

HOW DO YOU HEAR ME?− A question relating to the quality of the transmission or to determine how well the transmission is being received.

I

IAWP− Initial Approach Waypoint

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.

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.

IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES− Title 14 Code of Federal Regulations Part 91, prescribes standard takeoff rules for certain civil users. At some airports, obstructions or other factors require the establishment of nonstandard takeoff minimums, departure procedures, 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 departing 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 Waypoint.

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 CATEGORIES

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.

Special Authorization Category I.  An ILS approach procedure which provides for approach to a height above touchdown of not less than 150 feet and with runway visual range of not less than 1,400 feet, HUD to DH.

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 (with autoland or HUD to touchdown and noted on authorization, RVR 1,000 feet).

Special Authorization Category II with Reduced Lighting.

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 with autoland or HUD to touchdown and noted on authorization (no touchdown zone and centerline lighting are required).

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.

IMMEDIATELY−Used by ATC or pilots when such action compliance is required to avoid an imminent situation.

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).

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.

INTEGRITY− The ability of a system to provide timely warnings to users when the system should not be used for navigation.

INTERMEDIATE FIX− The fix that identifies the beginning of the intermediate approach segment of an instrument approach procedure. The fix is not normally identified on the instrument approach chart as an intermediate fix (IF).

INTERNATIONAL CIVIL AVIATION ORGANIZATION − A specialized agency of the United Nations whose objective is to develop the principles and techniques of international air navigation and to foster planning and development of international civil air transport.

INTERNATIONAL FLIGHT INFORMATION MANUAL− A publication designed primarily as a pilot’s preflight planning guide for flights into foreign airspace and for flights returning to the U.S. from foreign locations.

INTERSECTION DEPARTURE− A departure from any runway intersection except the end of the runway.

J

JAMMING− Electronic or mechanical interference which may disrupt the display of aircraft on radar or the transmission/reception of radio communications/ navigation.

JET BLAST− Jet engine exhaust (thrust stream turbulence).

JET ROUTE− A route designed to serve aircraft operations from 18,000 feet MSL up to and including flight level 450. The routes are referred to as “J” routes with numbering to identify the designated route; e.g., J105.

JET STREAM− A migrating stream of high-speed winds present at high altitudes.

K

KNOWN TRAFFIC− With respect to ATC clearances, means aircraft whose altitude, position, and intentions are known to ATC.

L

LAND AND HOLD SHORT OPERATIONS - (LAHSO) − Operations which include simultaneous takeoffs and landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller to hold-short of the intersecting runway/taxiway or designated hold-short point. Pilots are expected to promptly inform the controller if the hold short clearance cannot be accepted.

LANDING DISTANCE AVAILABLE (LDA)− The runway length declared available and suitable for a landing airplane.

LANDING MINIMUMS− The minimum visibility prescribed for landing a civil aircraft while using an instrument approach procedure. The minimum applies with other limitations set forth in 14 CFR Part 91 with respect to the Minimum Descent Altitude (MDA) or Decision Height (DH) prescribed in the instrument approach procedures as follows:

a. Straight-in landing minimums. A statement of MDA and visibility, or DH and visibility, required for a straight-in landing on a specified runway, or

b. Circling minimums. A statement of MDA and visibility required for the circle-to-land maneuver.

Note: Descent below the established MDA or DH is not authorized during an approach unless the aircraft is in a position from which a normal approach to the runway of intended landing can be made and adequate visual reference to required visual cues is maintained.

LANDING ROLL− The distance from the point of touchdown to the point where the aircraft can be brought to a stop or exit the runway.

LAST ASSIGNED ALTITUDE− The last altitude/flight level assigned by ATC and acknowledged by the pilot.

LIGHTED AIRPORT− An airport where runway and obstruction lighting is available.

LIGHT GUN− A handheld directional light signaling device which emits a brilliant narrow beam of white, green, or red light as selected by the tower controller. The color and type of light transmitted can be used to approve or disapprove anticipated pilot actions where radio communication is not available.

LINE UP AND WAIT (LUAW)− Used by ATC to inform a pilot to taxi onto the departure runway to line up and wait. It is not authorization for takeoff.

LOCAL AIRPORT ADVISORY (LAA)− A service provided by facilities, which are located on the landing airport, have a discrete ground−to−air communication frequency or the tower frequency when the tower is closed, automated weather reporting with voice broadcasting, and a continuous ASOS/AWSS/AWOS data display, other continuous direct reading instruments, or manual observations available to the specialist.

LOCAL TRAFFIC− Aircraft operating in the traffic pattern or within sight of the tower, or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport.

LOCALIZER OFFSET− An angular offset of the localizer from the runway extended centerline in a direction away from the no transgression zone (NTZ) that increases the normal operating zone (NOZ) width. An offset requires a 50 foot increase in DH and is not authorized for CAT II and CAT III approaches.

LOCALIZER TYPE DIRECTIONAL AID− A NAVAID used for non precision instrument approaches with utility and accuracy comparable to a localizer but which is not a part of a complete ILS and is not aligned with the runway.

LOST COMMUNICATIONS− Loss of the ability to communicate by radio. Aircraft are sometimes referred to as NORDO (No Radio). Standard pilot procedures are specified in 14 CFR Part 91. Radar controllers issue procedures for pilots to follow in the event of lost communications during a radar approach when weather reports indicate that an aircraft will likely encounter IFR weather conditions during the approach.

LOW ALTITUDE AIRWAY STRUCTURE− The network of airways serving aircraft operations up to but not including 18,000 feet MSL.

LOW ALTITUDE ALERT SYSTEM− An automated function of the TPX-42 that alerts the controller when a Mode C transponder equipped aircraft on an IFR flight plan is below a predetermined minimum safe altitude. If requested by the pilot, Low Altitude Alert System monitoring is also available to VFR Mode C transponder equipped aircraft.

LOW APPROACH− An approach over an airport or runway following an instrument approach or a VFR approach including the go-around maneuver where the pilot intentionally does not make contact with the runway.

LPV− A type of approach with vertical guidance (APV) based on WAAS, published on RNAV (GPS) approach charts. This procedure takes advantage of the precise lateral guidance available from WAAS. The minima is published as a decision altitude (DA).

M

MAINTAIN−

a. Concerning altitude/flight level, the term means to remain at the altitude/flight level specified. The phrase “climb and” or “descend and” normally precedes “maintain” and the altitude assignment; e.g., “descend and maintain 5,000.”

b. Concerning other ATC instructions, the term is used in its literal sense; e.g., maintain VFR.

MAKE SHORT APPROACH− Used by ATC to inform a pilot to alter his/her traffic pattern so as to make a short final approach.

MAYDAY− The international radiotelephony distress signal. When repeated three times, it indicates imminent and grave danger and that immediate assistance is requested.

MICROBURST− A small downburst with outbursts of damaging winds extending 2.5 miles or less. In spite of its small horizontal scale, an intense microburst could induce wind speeds as high as 150 knots

MICROWAVE LANDING SYSTEM (MLS)− A precision instrument approach system operating in the microwave spectrum which normally consists of the following components:

a. Azimuth Station.

b. Elevation Station.

c. Precision Distance Measuring Equipment.

MINIMUM CROSSING ALTITUDE− The lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of a higher minimum en route IFR altitude (MEA).

MINIMUM EN ROUTE IFR ALTITUDE (MEA)−The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes. The MEA prescribed for a Federal airway or segment thereof, area navigation low or high route, or other direct route applies to the entire width of the airway, segment, or route between the radio fixes defining the airway, segment, or route.

MINIMUM FRICTION LEVEL− The friction level specified in AC 150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces, that represents the minimum recommended wet pavement surface friction value for any turbojet aircraft engaged in LAHSO. This value will vary with the particular friction measurement equipment used.

MINIMUM FUEL− Indicates that an aircraft’s fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur.

MINIMUM HOLDING ALTITUDE− The lowest altitude prescribed for a holding pattern which assures navigational signal coverage, communications, and meets obstacle clearance requirements.

MINIMUM IFR ALTITUDES (MIA)− Minimum altitudes for IFR operations as prescribed in 14 CFR Part 91. These altitudes are published on aeronautical charts and prescribed in 14 CFR Part 95 for airways and routes, and in 14 CFR Part 97 for standard instrument approach procedures. If no applicable minimum altitude is prescribed in 14 CFR Part 95 or 14 CFR Part 97, the following minimum IFR altitude applies:

a. In designated mountainous areas, 2,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or

b. Other than mountainous areas, 1,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or c. As otherwise authorized by the Administrator or assigned by ATC.

MINIMUM NAVIGATION PERFORMANCE SPECIFICATION (MNPS)− A set of standards which require aircraft to have a minimum navigation performance capability in order to operate in MNPS designated airspace. In addition, aircraft must be certified by their State of Registry for MNPS operation.

MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)− The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigational signal coverage only within 25 statute (22 nautical) miles of a VOR.

MINIMUM SAFE ALTITUDE−

a. The minimum altitude specified in 14 CFR Part 91 for various aircraft operations.

b. Altitudes depicted on approach charts which provide at least 1,000 feet of obstacle clearance for emergency use within a specified distance from the navigation facility upon which a procedure is predicated. These altitudes will be identified as Minimum Sector Altitudes or Emergency Safe Altitudes and are established as follows:

1. Minimum Sector Altitudes. Altitudes depicted on approach charts which provide at least

1,000 feet of obstacle clearance within a 25-mile radius of the navigation facility upon which the procedure is predicated. Sectors depicted on approach charts must be at least 90 degrees in scope. These altitudes are for emergency use only and do not necessarily assure acceptable navigational signal coverage.

2. Emergency Safe Altitudes. Altitudes depicted on approach charts which provide at least 1,000 feet of obstacle clearance in non mountainous areas and 2,000 feet of obstacle clearance in designated mountainous areas within a 100-mile radius of the navigation facility upon which the procedure is predicated and normally used only in military procedures. These altitudes are identified on published procedures as “Emergency Safe Altitudes.”

MINIMUM SAFE ALTITUDE WARNING− A function of the ARTS III computer that aids the controller by alerting him/her when a tracked Mode C equipped aircraft is below or is predicted by the computer to go below a predetermined minimum safe altitude.

MISSED APPROACH−

a. A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. The route of flight and altitude are shown on instrument approach procedure charts. A pilot executing a missed approach prior to the Missed Approach Point (MAP) must continue along the final approach to the MAP.

b. A term used by the pilot to inform ATC that he/she is executing the missed approach.

c. At locations where ATC radar service is provided, the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure.

MISSED APPROACH POINT− A point prescribed in each instrument approach procedure at which a missed approach procedure shall be executed if the required visual reference does not exist.

MONITOR− (When used with communication transfer) listen on a specific frequency and stand by for instructions. Under normal circumstances do not establish communications.

MOVING TARGET INDICATOR (MTI)− An electronic device which will permit radar scope presentation only from targets which are in motion. A partial remedy for ground clutter.

N

NATIONAL AIRSPACE SYSTEM (NAS) − The common network of U.S. airspace; air navigation facilities, equipment and services, airports or landing areas; aeronautical charts, information and services; rules, regulations and procedures, technical information, and manpower and material. Included are system components shared jointly with the military.

NATIONAL FLIGHT DATA CENTER− A facility in Washington D.C., established by FAA to operate a central aeronautical information service for the collection, validation, and dissemination of aeronautical data in support of the activities of government, industry, and the aviation community. The information is published in the National Flight Data Digest.

NATIONAL FLIGHT DATA DIGEST− A daily (except weekends and Federal holidays) publication of flight information appropriate to aeronautical charts, aeronautical publications, Notices to Airmen, or other media serving the purpose of providing operational flight data essential to safe and efficient aircraft operations.

NAVAID CLASSES− VOR, VORTAC, and TACAN aids are classed according to their operational use. The three classes of NAVAIDs are:

a. T− Terminal.

b. L− Low altitude.

c. H− High altitude.

Note: The normal service range for T, L, and H class aids is found in the AIM.

NEGATIVE− “No,” or “permission not granted,” or “that is not correct.”

NEGATIVE CONTACT− Used by pilots to inform ATC that:

a. Previously issued traffic is not in sight. It may be followed by the pilot’s request for the controller to provide assistance in avoiding the traffic.

b. They were unable to contact ATC on a particular frequency.

NO GYRO APPROACH− A radar approach/vector provided in case of a malfunctioning gyro-compass or directional gyro. Instead of providing the pilot with headings to be flown, the controller observes the radar track and issues control instructions “turn right/left” or “stop turn” as appropriate.

NO TRANSGRESSION ZONE (NTZ)− The NTZ is a 2,000 foot wide zone, located equidistant between parallel runway final approach courses in which flight is not allowed.

NONAPPROACH CONTROL TOWER− Authorizes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D airspace. The primary function of a non approach control tower is the sequencing of aircraft in the traffic pattern and on the landing area. Non approach control towers also separate aircraft operating under instrument flight rules clearances from approach controls and centers. They provide ground control services to aircraft, vehicles, personnel, and equipment on the airport movement area.

NONPRECISION APPROACH PROCEDURE− A standard instrument approach procedure in which no electronic glideslope is provided; e.g., VOR, TACAN, NDB, LOC, ASR, LDA, or SDF approaches.

NONRADAR− Precedes other terms and generally means without the use of radar, such as:

a. Nonradar Approach. Used to describe instrument approaches for which course guidance on final approach is not provided by ground-based precision or surveillance radar. Radar vectors to the final approach course may or may not be provided by ATC. Examples of non radar approaches are VOR, NDB, TACAN, and ILS/MLS approaches.

b. Nonradar Approach Control. An ATC facility providing approach control service without the use of radar.

c. Non radar 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 established or has been terminated due to a lack of radar service to the airport.

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.

e. Nonradar Separation. The spacing of aircraft in accordance with established minima without the use of radar; e.g., vertical, lateral, or longitudinal separation.

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.

NORDO (No Radio)− Aircraft that cannot or do not communicate by radio when radio communication is required are referred to as “NORDO.”

NOTICE TO AIRMEN− 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. FDC NOTAM− A NOTAM regulatory in nature, transmitted by USNOF and given system wide dissemination.

NOTICES TO AIRMEN PUBLICATION− 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 supplemental data to other aeronautical publications. The contraction NTAP is used in NOTAM text.

NUMEROUS TARGETS VICINITY (LOCATION)−

A traffic advisory issued by ATC to advise pilots that targets on the radar scope are too numerous to issue individually.

O

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 terminal 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.

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.

ON COURSE−

a. 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.

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.

OROCA− An off-route altitude which provides obstruction clearance with a 1,000 foot buffer in non mountainous 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.

OUT− The conversation is ended and no response is expected.

OUTER AREA (associated with Class C airspace)− Non regulatory 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.

OVER− My transmission is ended; I expect a response.

P

PAN-PAN− The international radio-telephony urgency signal. When repeated three times, indicates uncertainty or alert followed by the nature of the urgency.

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.

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.

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).

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.

PILOT WEATHER REPORT− A report of meteorological phenomena encountered by aircraft in flight.

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.

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.

PRECIPITATION− Any or all forms of water particles (rain, sleet, hail, or snow) that fall from the atmosphere and reach the surface.

PRECIPITATION RADAR WEATHER DESCRIPTIONS

− 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)

PRECISION APPROACH RADAR (PAR)− 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), 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.

PREDICTIVE WIND SHEAR ALERT SYSTEM (PWS)− A self−contained system used onboard some aircraft to alert the flight crew to the presence of a potential wind shear. PWS systems typically monitor 3 miles ahead and 25 degrees left and right of the aircraft’s heading at or below 1200’ AGL. Departing flights may receive a wind shear alert after they start the takeoff roll and may elect to abort the takeoff. Aircraft on approach receiving an alert may elect to go around or perform a wind shear escape maneuver.

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.

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.

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 terminates at the approach gate or where the glideslope or other appropriate minimum altitude is intercepted.

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.

PROCEDURE VISUAL SEGMENT− A segment on an IAP chart annotated as “Fly Visual to Airport” or “Fly Visual.” A dashed arrow will indicate the visual flight path on the profile and plan view with an associated note on the approximate heading and distance. The visual segment should be flown as a dead reckoning course while maintaining visual conditions.

Q

Q ROUTE− ‘Q’ is the designator assigned to published RNAV routes used by the United States.

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.

R

RADAR ADVISORY− The provision of advice and information based on radar observations.

RADAR APPROACH− An instrument approach procedure which utilizes Precision Approach Radar (PAR) or Airport Surveillance Radar (ASR).

RADAR CONTACT− 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 informed of “radar contact,” he/she automatically discontinues reporting over compulsory reporting points.

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.

RADAR ENVIRONMENT− An area in which radar service may be provided.

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.

RADAR ROUTE− A flight path or route over which an aircraft is vectored. Navigational guidance and altitude assignments are provided by ATC.

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.

b. Radar Navigational Guidance− Vectoring aircraft to provide course guidance.

c. Radar Separation− Radar spacing of aircraft in accordance with established minima.

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.

RADIO−

a. A device used for communication.

b. Used to refer to a flight service station; e.g., “Seattle Radio” is used to call Seattle FSS.

READ BACK− Repeat my message back to me.

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.

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/AWSS/AWOS data display, other direct reading instruments, or manual observation is

available to the FSS 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.

REPORT− Used to instruct pilots to advise ATC of specified information; e.g., “Report passing Hamilton VOR.”

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.

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.

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 vector or when radar contact is lost while the aircraft is being radar vectored.

RNAV APPROACH− An instrument approach procedure which relies on aircraft area navigation equipment for navigational guidance.

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.

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.

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 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.

RUNWAY PROFILE DESCENT (RPD)− 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.

S

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.

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.

SEARCH AND RESCUE (SAR)− 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 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.

PROCEDURE− An instrument approach procedure may have as many as four separate segments 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.

b. Intermediate Approach− The segment between the intermediate fix or point and the final approach fix.

c. Final Approach− The segment between the final approach fix or point and the runway, airport, or missed approach point.

d. Missed Approach− The segment between the missed approach point or the point of arrival at decision height and the missed approach fix at the prescribed altitude.

SEPARATION MINIMA− The minimum longitudinal, lateral, or vertical distances by which aircraft are spaced through the application of air traffic control procedures.

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.

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.

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.

SIGMET ( SIGNIFICANT METEOROLOGICAL INFORMATION)− 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.

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.

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.

SPEAK SLOWER− Used in verbal communications as a request to reduce speech rate.

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 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.

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.

e. Restricted Area− Airspace designated under 14 CFR Part 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction.

Most restricted areas are designated joint use and IFR/VFR operations in the area may be authorized by the controlling ATC facility when it is not being utilized by the using agency. Restricted areas are depicted on en route charts. Where joint use is authorized, the name of the ATC controlling facility is also shown.

f. Warning Area− A warning area is airspace of defined dimensions extending from 3 nautical miles outward from the coast of the United States, that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning area is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both.

SPECIAL VFR OPERATIONS− Aircraft operating in accordance with clearances within Class B, C, D, and E surface areas in weather conditions less than the basic VFR weather minima. Such operations must be requested by the pilot and approved by ATC.

SPEED ADJUSTMENT− An ATC procedure used to request pilots to adjust aircraft speed to a specific value for the purpose of providing desired spacing.

Pilots are expected to maintain a speed of plus or minus 10 knots or 0.02 Mach number of the specified speed. Examples of speed adjustments are:

a. “Increase/reduce speed to Mach point (number.)”

b. “Increase/reduce speed to (speed in knots)” or “Increase/reduce speed (number of knots) knots.”

SPEED SEGMENTS− Portions of the arrival route between the transition point and the vertex along the optimum flight path for which speeds and altitudes are specified. There is one set of arrival speed segments adapted from each transition point to each vertex. Each set may contain up to six segments.

SQUAWK (Mode, Code, Function)− Activate specific modes/codes/functions on the aircraft transponder; e.g., “Squawk three/alpha, two one zero five, low.”

STAND BY− Means the controller or pilot must pause for a few seconds, usually to attend to other duties of a higher priority. Also means to wait as in “stand by for clearance.” The caller should reestablish contact if a delay is lengthy. “Stand by” is not an approval or denial.

STATE AIRCRAFT− Aircraft used in military, customs and police service, in the exclusive service of any government, or of any political subdivision, thereof including the government of any state, territory, or possession of the United States or the District of Columbia, but not including any government-owned aircraft engaged in carrying persons or property for commercial purposes.

STEPDOWN FIX− A fix permitting additional descent within a segment of an instrument approach procedure by identifying a point at which a controlling obstacle has been safely overflown.

STEREO ROUTE− A routinely used route of flight established by users and ARTCCs identified by a coded name; e.g., ALPHA 2. These routes minimize flight plan handling and communications.

STOP ALTITUDE SQUAWK− Used by ATC to inform an aircraft to turn-off the automatic altitude reporting feature of its transponder. It is issued when the verbally reported altitude varies 300 feet or more from the automatic altitude report.

STOP AND GO− A procedure wherein an aircraft will land, make a complete stop on the runway, and then commence a takeoff from that point.

STOP SQUAWK (Mode or Code)− Used by ATC to tell the pilot to turn specified functions of the aircraft transponder off.

STOPOVER FLIGHT PLAN− A flight plan format which permits in a single submission the filing of a sequence of flight plans through interim full-stop destinations to a final destination.

STOPWAY− An area beyond the takeoff runway no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff.

STRAIGHT-IN APPROACH IFR− An instrument approach wherein final approach is begun without first having executed a procedure turn, not necessarily completed with a straight-in landing or made to straight-in landing minimums.

STRAIGHT-IN APPROACH VFR− Entry into the traffic pattern by interception of the extended runway centerline (final approach course) without executing any other portion of the traffic pattern.

SURVEILLANCE APPROACH− An instrument approach wherein the air traffic controller issues instructions, for pilot compliance, based on aircraft position in relation to the final approach course (azimuth), and the distance (range) from the end of the runway as displayed on the controller’s radar scope. The controller will provide recommended altitudes on final approach if requested by the pilot.

T

TAKEOFF DISTANCE AVAILABLE (TODA)– The takeoff run available plus the length of any remaining runway or clearway beyond the far end of the takeoff run available.

TAKEOFF RUN AVAILABLE (TORA) – The runway length declared available and suitable for the ground run of an airplane taking off.

TERMINAL AREA− A general term used to describe airspace in which approach control service or airport traffic control service is provided.

TERMINAL DATA LINK SYSTEM (TDLS)− A system that provides Digital Automatic Terminal Information Service (D−ATIS) both on a specified radio frequency and also, for subscribers, in a text message via data link to the cockpit or to a gate printer. TDLS also provides Pre−departure Clearances (PDC), at selected airports, to subscribers, through a service provider, in text to the cockpit or to a gate printer. In addition, TDLS will emulate the Flight Data Input/Output (FDIO) information within the control tower.

TERMINAL RADAR SERVICE AREA (TRSA)− Airspace surrounding designated airports wherein ATC provides radar vectoring, sequencing, and separation on a full-time basis for all IFR and participating VFR aircraft. The AIM contains an explanation of TRSA.

TRSAs are depicted on VFR aeronautical charts.

Pilot participation is urged but is not mandatory.

TERMINAL VFR RADAR SERVICE− A national program instituted to extend the terminal radar services provided instrument flight rules (IFR) aircraft to visual flight rules (VFR) aircraft. The program is divided into four types service referred to as basic radar service, terminal radar service area (TRSA) service, Class B service and Class C service.

The type of service provided at a particular location is contained in the Airport/Facility Directory.

a. Basic Radar Service− These services are provided for VFR aircraft by all commissioned terminal radar facilities. Basic radar service includes safety alerts, traffic advisories, limited radar vectoring when requested by the pilot, and sequencing at locations where procedures have been established for this purpose and/or when covered by a letter of agreement. The purpose of this service is to adjust the flow of arriving IFR and VFR aircraft into the traffic pattern in a safe and orderly manner and to provide traffic advisories to departing VFR aircraft.

b. TRSA Service− This service provides, in addition to basic radar service, sequencing of all IFR and participating VFR aircraft to the primary airport and separation between all participating VFR aircraft. The purpose of this service is to provide separation between all participating VFR aircraft and all IFR aircraft operating within the area defined as a TRSA.

c. Class C Service− This service provides, in addition to basic radar service, approved separation between IFR and VFR aircraft, and sequencing of VFR aircraft, and sequencing of VFR arrivals to the primary airport.

d. Class B Service− This service provides, in addition to basic radar service, approved separation of aircraft based on IFR, VFR, and/or weight, and sequencing of VFR arrivals to the primary airport(s).

TERRAIN AWARENESS WARNING SYSTEM (TAWS)− An on−board, terrain proximity alerting system providing the aircrew ‘Low Altitude warnings’ to allow immediate pilot action.

THAT IS CORRECT− The understanding you have is right.

TORCHING− The burning of fuel at the end of an exhaust pipe or stack of a reciprocating aircraft engine, the result of an excessive richness in the fuel air mixture.

TOUCHDOWN−

a. The point at which an aircraft first makes contact with the landing surface.

b. Concerning a precision radar approach (PAR), it is the point where the glide path intercepts the landing surface.

TOUCHDOWN ZONE− The first 3,000 feet of the runway beginning at the threshold. The area is used for determination of Touchdown Zone Elevation in the development of straight-in landing minimums for instrument approaches.

TOUCHDOWN ZONE ELEVATION− The highest elevation in the first 3,000 feet of the landing surface. TDZE is indicated on the instrument approach procedure chart when straight-in landing minimums are authorized.

TOWER EN ROUTE CONTROL SERVICE− The control of IFR en route traffic within delegated airspace between two or more adjacent approach control facilities. This service is designed to expedite traffic and reduce control and pilot communication requirements.

TRAFFIC ALERT (aircraft call sign), TURN (left/right) IMMEDIATELY, (climb/descend) AND MAINTAIN (altitude).

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)− An airborne collision avoidance system based on radar beacon signals which operates independent of ground-based equipment. TCAS-I generates traffic advisories only. TCAS-II generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane.

TRAFFIC INFORMATION SERVICE−

BROADCAST (TIS−B)− The broadcast of ATC derived traffic information to ADS−B equipped (1090ES or UAT) aircraft. The source of this traffic information is derived from ground−based air traffic surveillance sensors, typically from radar targets.

TIS−B service will be available throughout the NAS where there are both adequate surveillance coverage (radar) and adequate broadcast coverage from ADS−B ground stations. Loss of TIS−B will occur when an aircraft enters an area not covered by the GBT network. If this occurs in an area with adequate surveillance coverage (radar), nearby aircraft that remain within the adequate broadcast coverage (ADS−B) area will view the first aircraft. TIS−B may continue when an aircraft enters an area with inadequate surveillance coverage (radar); nearby aircraft that remain within the adequate broadcast coverage (ADS−B) area will not view the first aircraft.

TRAFFIC IN SIGHT− Used by pilots to inform a controller that previously issued traffic is in sight.

TRAFFIC NO FACTOR− Indicates that the traffic described in a previously issued traffic advisory is no factor.

TRAFFIC NO LONGER OBSERVED− Indicates that the traffic described in a previously issued traffic advisory is no longer depicted on radar, but may still be a factor.

TRAFFIC PATTERN− The traffic flow that is prescribed for aircraft landing at, taxiing on, or taking off from an airport. The components of a typical traffic pattern are upwind leg, crosswind leg, downwind leg, base leg, and final approach.

a. Upwind Leg− A flight path parallel to the landing runway in the direction of landing.

b. Crosswind Leg− A flight path at right angles to the landing runway off its upwind end.

c. Downwind Leg− A flight path parallel to the landing runway in the direction opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg.

d. Base Leg− A flight path at right angles to the landing runway off its approach end. The base leg normally extends from the downwind leg to the intersection of the extended runway centerline.

e. Final Approach- A flight path in the direction of landing along the extended runway centerline. The final approach normally extends from the base leg to the runway. An aircraft making a straight-in approach VFR is also considered to be on final approach.

TRANSMITTING IN THE BLIND− A transmission from one station to other stations in circumstances where two-way communication cannot be established, but where it is believed that the called stations may be able to receive the transmission.

TRANSPONDER OBSERVED − Phraseology used to inform a VFR pilot the aircraft’s assigned beacon code and position have been observed. Specifically, this term conveys to a VFR pilot the transponder reply has been observed and its position correlated for transit through the designated area.

TURBOJET AIRCRAFT− An aircraft having a jet engine in which the energy of the jet operates a turbine which in turn operates the air compressor.

TURBOPROP AIRCRAFT− An aircraft having a jet engine in which the energy of the jet operates a turbine which drives the propeller.

U

UNABLE− Indicates inability to comply with a specific instruction, request, or clearance.

UNDER THE HOOD− Indicates that the pilot is using a hood to restrict visibility outside the cockpit while simulating instrument flight. An appropriately rated pilot is required in the other control seat while this operation is being conducted.

UNICOM− A nongovernment communication facility which may provide airport information at certain airports. Locations and frequencies of UNICOMs are shown on aeronautical charts and publications.

UNRELIABLE (GPS/WAAS)− An advisory to pilots indicating the expected level of service of the GPS and/or WAAS may not be available. Pilots must then determine the adequacy of the signal for desired use.

URGENCY− A condition of being concerned about safety and of requiring timely but not immediate assistance; a potential distress condition.

V

VERIFY− Request confirmation of information; e.g., “verify assigned altitude.”

VERIFY SPECIFIC DIRECTION OF TAKEOFF (OR TURNS AFTER TAKEOFF)− Used by ATC to ascertain an aircraft’s direction of takeoff and/or direction of turn after takeoff. It is normally used for IFR departures from an airport not having a control tower. When direct communication with the pilot is not possible, the request and information may be relayed through an FSS, dispatcher, or by other means.

VFR NOT RECOMMENDED− An advisory provided by a flight service station to a pilot during a preflight or inflight weather briefing that flight under visual flight rules is not recommended. To be given when the current and/or forecast weather conditions are at or below VFR minimums. It does not abrogate the pilot’s authority to make his/her own decision.

VFR-ON-TOP− ATC authorization for an IFR aircraft to operate in VFR conditions at any appropriate VFR altitude (as specified in 14 CFR and as restricted by ATC). A pilot receiving this authorization must comply with the VFR visibility, distance from cloud criteria, and the minimum IFR altitudes specified in 14 CFR Part 91. The use of this term does not relieve controllers of their responsibility to separate aircraft in Class B and Class C airspace or TRSAs as required by FAAO JO 7110.65.

VISIBILITY− The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. Visibility is reported as statute miles, hundreds of feet or meters.

a. Flight Visibility− The average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.

b. Ground Visibility− Prevailing horizontal visibility near the earth’s surface as reported by the United States National Weather Service or an accredited observer.

c. Prevailing Visibility− The greatest horizontal visibility equaled or exceeded throughout at least half the horizon circle which need not necessarily be continuous.

d. Runway Visibility Value (RVV)− The visibility determined for a particular runway by a transmissometer. A meter provides a continuous indication of the visibility (reported in miles or fractions of miles) for the runway. RVV is used in lieu of prevailing visibility in determining minimums for a particular runway.

e. Runway Visual Range (RVR)− An instrumentally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway from the approach end. It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is based on the measurement of a transmissometer made near the touchdown point of the instrument runway and is reported in hundreds of feet. RVR is used in lieu of RVV and/or prevailing visibility in determining minimums for a particular runway.

1. Touchdown RVR− The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone.

2. Mid-RVR− The RVR readout values obtained from RVR equipment located midfield of the runway.

3. Rollout RVR− The RVR readout values obtained from RVR equipment located nearest the rollout end of the runway.

VISUAL APPROACH− An approach conducted on an instrument flight rules (IFR) flight plan which authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot must, at all times, have either the airport or the preceding aircraft in sight.

This approach must be authorized and under the control of the appropriate air traffic control facility. Reported weather at the airport must be ceiling at or above 1,000 feet and visibility of 3 miles or greater.

VISUAL CLIMB OVER AIRPORT (VCOA)− A departure option for an IFR aircraft, operating in visual meteorological conditions equal to or greater than the specified visibility and ceiling, to visually conduct climbing turns over the airport to the published “climb−to” altitude from which to proceed with the instrument portion of the departure. VCOA procedures are developed to avoid obstacles greater than 3 statute miles from the departure end of the runway as an alternative to complying with climb gradients greater than 200 feet per nautical mile.

These procedures are published in the ‘Take−Off Minimums and (Obstacle) Departure Procedures’ section of the Terminal Procedures Publications.

VISUAL DESCENT POINT− A defined point on the final approach course of a nonprecision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the pilot.

VISUAL SEPARATION− A means employed by ATC to separate aircraft in terminal areas and en route airspace in the NAS. There are two ways to effect this separation:

a. The tower controller sees the aircraft involved and issues instructions, as necessary, to ensure that the aircraft avoid each other.

b. A pilot sees the other aircraft involved and upon instructions from the controller provides his/her own separation by maneuvering his/her aircraft as necessary to avoid it. This may involve following another aircraft or keeping it in sight until it is no longer a factor.

VORTAC− A navigation aid providing VOR azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME) at one site.

VORTICES− Circular patterns of air created by the movement of an airfoil through the air when generating lift. As an airfoil moves through the atmosphere in sustained flight, an area of area of low pressure is created above it. The air flowing from the high pressure area to the low pressure area around and about the tips of the airfoil tends to roll up into two rapidly rotating vortices, cylindrical in shape. These vortices are the most predominant parts of aircraft wake turbulence and their rotational force is dependent upon the wing loading, gross weight, and speed of the generating aircraft. The vortices from medium to heavy aircraft can be of extremely high velocity and hazardous to smaller aircraft.

VOT− A ground facility which emits a test signal to check VOR receiver accuracy. Some VOTs are available to the user while airborne, and others are limited to ground use only.

W

WAKE TURBULENCE− Phenomena resulting from the passage of an aircraft through the atmosphere. The term includes vortices, thrust stream turbulence, jet blast, jet wash, propeller wash, and rotor wash both on the ground and in the air.

WAYPOINT− A predetermined geographical position used for route/instrument approach definition, progress reports, published VFR routes, visual  reporting points or points for transitioning and/or circumnavigating controlled and/or special use airspace, that is defined relative to a VORTAC station or in terms of latitude/longitude coordinates.

WEATHER ADVISORY− In aviation weather forecast practice, an expression of hazardous weather conditions not predicted in the area forecast, as they affect the operation of air traffic and as prepared by the NWS.

WHEN ABLE− When used in conjunction with ATC instructions, gives the pilot the latitude to delay compliance until a condition or event has been reconciled. Unlike “pilot discretion,” when instructions are prefaced “when able,” the pilot is expected to seek the first opportunity to comply. Once a maneuver has been initiated, the pilot is expected to continue until the specifications of the instructions have been met. “When able,” should not be used when expeditious compliance is required.

WIDE-AREA AUGMENTATION SYSTEM (WAAS)− The WAAS is a satellite navigation system consisting of the equipment and software which augments the GPS Standard Positioning Service (SPS). The WAAS provides enhanced integrity, accuracy, availability, and continuity over and above GPS SPS. The differential correction function provides improved accuracy required for precision approach.

WILCO− I have received your message, understand it, and will comply with it.

WIND SHEAR ESCAPE– An unplanned abortive maneuver initiated by the pilot in command (PIC) as a result of onboard cockpit systems.

WORDS TWICE−

a. As a request: “Communication is difficult. Please say every phrase twice.”

b. As information: “Since communications are difficult, every phrase in this message will be spoken twice.”

Happy Landings.