Pilot/Controller Glossary: C

A term that may be used in place of tentative or actual calculated landing time, whichever applies.

The indicated airspeed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.

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.

Initial voice contact between a facility and an aircraft, using the identification of the unit being called and the unit initiating the call.

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That portion of Canadian domestic airspace within which MNPS separation may be applied.

“Odd” or “Even” thousand‐foot altitudes or flight levels; e.g., 5,000, 6,000, 7,000, FL 250, FL 260, FL 270.

SeeALTITUDE

SeeFLIGHT LEVEL

SeeCARDINAL ALTITUDES

SeeCLEAR‐AIR TURBULENCE

A fix/waypoint that serves as a transition point from the high altitude waypoint navigation structure to an arrival procedure (STAR) or the low altitude ground-based navigation structure.

SeeCOMMUNITY-BASED ORGANIZATION

SeeCOMBINED CONTROL FACILITY

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.”

SeeICAO term CEILING

The height above the ground or water of the base of the lowest layer of cloud below 6,000 meters (20,000 feet) covering more than half the sky.

SeeAIR ROUTE TRAFFIC CONTROL CENTER

The specified airspace within which an air route traffic control center (ARTCC) provides air traffic control and advisory service.

SeeAIR ROUTE TRAFFIC CONTROL CENTER

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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.

SeeAIRMET

SeeCONVECTIVE SIGMET

SeeGRAPHICAL AIRMEN'S METEOROLOGICAL INFORMATION

SeeSAW

SeeSIGMET

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An organized route system between the U.S. West Coast and Hawaii.

SeeCENTRAL EAST PACIFIC

An FAA grant of approval for a specific flight operation or airspace authorization or waiver.

An FAA radar display certified for use in the NAS.

SeeCALL FOR RELEASE

SeeCONTINGENCY HAZARD AREA

Thin, narrow metallic reflectors of various lengths and frequency responses, used to reflect radar energy. These reflectors, when dropped from aircraft and allowed to drift downward, result in large targets on the radar display.

A series of civil/military flight information publications issued by FAA every 56 days consisting of the Chart Supplement U.S., Chart Supplement Alaska, and Chart Supplement Pacific.

A flight information publication designed for use with appropriate IFR or VFR charts which contains data on all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, airport diagrams, certain special notices, and non-regulatory procedures. Also included in this publication are selected entries needed to support the unique geographical operational conditions of Alaska. This publication is issued in one volume for the state of Alaska.

A flight information publication designed for use with appropriate IFR or VFR charts which contains data on all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, airport diagrams, certain special notices, and non-regulatory procedures. Also included in this publication are Instrument Approach Procedures (IAP), Departure Procedures (DP), and Standard Terminal Arrival (STAR) charts, along with selected entries needed to support the unique geographical operational conditions of the Pacific Oceanic region. This publication is issued in one volume for the Hawaiian Islands and other selected Pacific Islands.

A flight information publication designed for use with appropriate IFR or VFR charts which contains data on all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, airport diagrams, certain special notices, and non-regulatory procedures. This publication is issued for the conterminous U.S., Puerto Rico, and the Virgin Islands in seven volumes according to geographical area.

Charted VFR Flyways are flight paths recommended for use to bypass areas heavily traversed by large turbine‐powered aircraft. Pilot compliance with recommended flyways and associated altitudes is strictly voluntary. VFR Flyway Planning charts are published on the back of existing VFR Terminal Area charts.

An approach conducted while operating on an instrument flight rules (IFR) flight plan which authorizes the pilot of an aircraft to proceed visually and clear of clouds to the airport via visual landmarks and other information depicted on a charted visual flight procedure. This approach must be authorized and under the control of the appropriate air traffic control facility. Weather minimums required are depicted on the chart.

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

SeeCHASE

A form of turbulence.

1. Light Chop– Turbulence that causes slight, rapid and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude.
2. Moderate Chop– Turbulence similar to Light Chop but of greater intensity. It causes rapid bumps or jolts without appreciable changes in aircraft altitude or attitude.

SeeTURBULENCE

TO‐LAND MANEUVER- A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight‐in landing from an instrument approach is not possible or is not desirable. At tower controlled airports, this maneuver is made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport.

SeeCIRCLE TO RUNWAY

SeeLANDING MINIMUMS

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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.”

SeeCIRCLE‐TO‐LAND MANEUVER

SeeLANDING MINIMUMS

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SeeCIRCLE‐TO‐LAND MANEUVER

SeeCIRCLE‐TO‐LAND MANEUVER

SeeCONTROLLED AIRSPACE

Aircraft operations other than public use.

SeeCONTROLLED AIRSPACE

SeeCONTROLLED AIRSPACE

SeeCONTROLLED AIRSPACE

SeeCONTROLLED AIRSPACE

SeeCONTROLLED AIRSPACE

Airspace that is not designated in 14 CFR part 71 as Class A, Class B, Class C, Class D, or Class E controlled airspace is Class G (uncontrolled) airspace.

(See UNCONTROLLED AIRSPACE.)

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.

SeeWIND SHEAR

SeeJET STREAM

1. 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.
2. 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.
3. Pilots and controllers must 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.

SeeAIR TRAFFIC CLEARANCE

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

SeeICAO term CLEARANCE LIMIT

The point to which an aircraft is granted an air traffic control clearance.

Used by ATC to advise an aircraft that the departure release is automatically canceled if takeoff is not made prior to a specified time. The expiration of a clearance void time does not cancel the departure clearance or IFR flight plan. It withdraws the pilot's authority to depart IFR until a new departure release/release time has been issued by ATC. Pilots who choose to depart VFR after their clearance void time has expired should not depart using the previously assigned IFR transponder code.

SeeICAO term CLEARANCE VOID TIME

A time specified by an air traffic control unit at which a clearance ceases to be valid unless the aircraft concerned has already taken action to comply therewith.

ATC authorization for an aircraft to execute any standard or special instrument approach procedure for that airport. Normally, an aircraft will be cleared for a specific instrument approach procedure.

SeeCLEARED (Type of APPROACH.)

SeeINSTRUMENT APPROACH PROCEDURE

Refer to14 CFR part 91

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ATC authorization for an aircraft to execute a specific instrument approach procedure to an airport; e.g., “Cleared ILS Runway Three Six Approach.”

SeeAPPROACH CLEARANCE

SeeINSTRUMENT APPROACH PROCEDURE

Refer to14 CFR part 91

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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.

SeeREQUEST FULL ROUTE CLEARANCE

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ATC authorization for an aircraft to depart. It is predicated on known traffic and known physical airport conditions.

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. Pilots should advise ATC if they decide to remain on the runway, of any delay in their stop and go, delay clearing the runway, or are unable to comply with the instruction(s).

SeeOPTION APPROACH

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ATC authorization for an aircraft to make intermediate stops at specified airports without refiling a flight plan while en route to the clearance limit.

ATC authorization for an aircraft to land. It is predicated on known traffic and known physical airport conditions.

An area beyond the takeoff runway under the control of airport authorities within which terrain or fixed obstacles may not extend above specified limits. These areas may be required for certain turbine‐powered operations and the size and upward slope of the clearway will differ depending on when the aircraft was certificated.

Refer to14 CFR part 1

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.

SeeSPECIAL VFR CONDITIONS

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That portion of flight operation between takeoff and the initial cruising altitude.

An abbreviated ATC clearance that requires compliance with the procedure lateral path, associated speed restrictions, and altitude restrictions along the cleared route or procedure.

Two parallel runways whose extended centerlines are separated by less than 4,300 feet and at least 3000 feet (750 feet for SOIA operations) for which ATC is authorized to conduct simultaneous independent approach operations. PRM and simultaneous close parallel appear in approach title. Dual communications, special pilot training, an Attention All Users Page (AAUP), NTZ monitoring by displays that have aural and visual alerting algorithms are required. A high update rate surveillance sensor is required for certain runway or approach course spacing.

A vector or reroute clearance that includes a return to route point and updates ERAM to accurately reflect the anticipated route (e.g., a QU route pick that anticipates length of vector and includes the next fix that ties into the route of flight.)

A runway that is unusable for aircraft operations. Only the airport management/military operations office can close a runway.

Successive operations involving takeoffs and landings or low approaches where the aircraft does not exit the traffic pattern.

A cloud is a visible accumulation of minute water droplets and/or ice particles in the atmosphere above the Earth's surface. Cloud differs from ground fog, fog, or ice fog only in that the latter are, by definition, in contact with the Earth's surface.

SeeCALCULATED LANDING TIME

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.

SeeCHAFF

SeeGROUND CLUTTER

SeePRECIPITATION

SeeTARGET

SeeICAO term RADAR CLUTTER

SeeCANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE

SeeCERTIFICATE OF WAIVER OR AUTHORIZATION

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

The number assigned to a particular multiple pulse reply signal transmitted by a transponder.

SeeDISCRETE CODE

A correction in feet, based on height above airport and temperature, that is added to the aircraft's indicated altitude to offset the effect of cold temperature on true altitude.

CTOP is a traffic management program administered by the Air Traffic Control System Command Center (ATCSCC) that manages demand through constrained airspace, while considering operator preference with regard to both route and delay as defined in a Trajectory Options Set (TOS).

An air traffic facility that combines the functions of an ARTCC and a radar approach control facility.

SeeAIR ROUTE TRAFFIC CONTROL CENTER

SeeRADAR APPROACH CONTROL FACILITY

A significant point over which two or more aircraft will report passing or have reported passing before proceeding on the same or diverging tracks. To establish/maintain longitudinal separation, a controller may determine a common point not originally in the aircraft's flight plan and then clear the aircraft to fly over the point.

SeeSIGNIFICANT POINT

SeeCOMMON ROUTE

That segment of a North American Route between the inland navigation facility and the coastal fix.

OR

SeeSEGMENTS OF A SID/STAR

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.

SeeDESIGNATED COMMON TRAFFIC ADVISORY FREQUENCY (CTAF AREA.)

Refer toAC 90‐66, Non-Towered Airport Flight Operations

A membership-based entity, described under Section 501(a,c), whose mission is the furtherance of model aviation. (see also, 49 United States Code (USC) §44809 (h) and Advisory Circular (AC) 91-57).

A low power, low or medium frequency (L/MF) radio beacon installed at the site of the outer or middle marker of an instrument landing system (ILS). It can be used for navigation at distances of approximately 15 miles or as authorized in the approach procedure.

1. Outer Compass Locator (LOM)- A compass locator installed at the site of the outer marker of an instrument landing system.

SeeOUTER MARKER

1. Middle Compass Locator (LMM)- A compass locator installed at the site of the middle marker of an instrument landing system.

SeeMIDDLE MARKER

SeeICAO term LOCATOR

A circle, graduated in degrees, printed on some charts or marked on the ground at an airport. It is used as a reference to either true or magnetic direction.

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.

A flight plan which specifies VFR operation for one portion of flight and IFR for another portion. It is used primarily in military operations.

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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.”

A Computer Navigation Fix is a point defined by a latitude/longitude coordinate and is required to support Performance-Based Navigation (PBN) operations. A five-letter identifier denoting a CNF can be found next to an “x" on en route charts and on some approach charts. Eventually, all CNFs will be labeled and begin with the letters “CF" followed by three consonants (e.g., `CFWBG'). CNFs are not recognized by ATC, are not contained in ATC fix or automation databases, and are not used for ATC purposes. Pilots should not use CNFs for point-to-point navigation (e.g., proceed direct), filing a flight plan, or in aircraft/ATC communications. Use of CNFs has not been adopted or recognized by the International Civil Aviation Organization (ICAO).

When an airport operator cannot monitor the condition of the movement area or airfield surface area, this information is issued as a NOTAM. Usually necessitated due to staffing, operating hours or other mitigating factors associated with airport operations.

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.

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.

SeeMODE C INTRUDER ALERT

The resolution of potential conflictions between aircraft that are radar identified and in communication with ATC by ensuring that radar targets do not touch. Pertinent traffic advisories must be issued when this procedure is applied.

The condition established when an aircraft's actual position is within the conformance region constructed around that aircraft at its position, according to the trajectory associated with the aircraft's Current Plan.

A volume, bounded laterally, vertically, and longitudinally, within which an aircraft must be at a given time in order to be in conformance with the Current Plan Trajectory for that aircraft. At a given time, the conformance region is determined by the simultaneous application of the lateral, vertical, and longitudinal conformance bounds for the aircraft at the position defined by time and aircraft's trajectory.

A virtual connection between the ground system and the aircraft for the exchange of CPDLC messages.

A low frequency, long‐distance NAVAID used principally for transoceanic navigations.

Meter Reference Elements (MREs) that are actively scheduled by TBFM. Constraint satisfaction occurs when the Scheduled Time of Arrival generated for each metered flight conforms to all the scheduling constraints specified at all the applicable CSPs.

1. Establish communication with (followed by the name of the facility and, if appropriate, the frequency to be used).
2. A flight condition wherein the pilot ascertains the attitude of his/her aircraft and navigates by visual reference to the surface.

SeeCONTACT APPROACH

SeeRADAR CONTACT

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.

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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.

The 48 adjoining States and the District of Columbia.

The 49 States located on the continent of North America and the District of Columbia.

Used by ATC. Areas of airspace that are defined and distributed in advance of a launch or reentry operation and are activated in response to a failure.

SeeAIRCRAFT HAZARD AREA

SeeREFINED HAZARD AREA

SeeTRANSITIONAL HAZARD AREA

When used as a control instruction should be followed by another word or words clarifying what is expected of the pilot. Example: “continue taxi,” “continue descent,” “continue inbound,” etc.

A controlled airspace extending upwards from a specified limit above the earth.

An airspace area of defined horizontal and vertical dimensions for which a controller or group of controllers has air traffic control responsibility, normally within an air route traffic control center or an approach control facility. Sectors are established based on predominant traffic flows, altitude strata, and controller workload. Pilot communications during operations within a sector are normally maintained on discrete frequencies assigned to the sector.

SeeDISCRETE FREQUENCY

A radar beacon slash representing the actual position of the associated aircraft. Normally, the control slash is the one closest to the interrogating radar beacon site. When ARTCC radar is operating in narrowband (digitized) mode, the control slash is converted to a target symbol.

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.

1. Controlled airspace is a generic term that covers Class A, Class B, Class C, Class D, and Class E airspace.
2. 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).
3. Controlled airspace in the United States is designated as follows:
4. 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.
5. 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 airspace 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.”
6. 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 NM radius, a circle with a 10 NM 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.

SeeOUTER AREA

1. 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.
2. 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.

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.

Arrival time assigned during a Traffic Management Program. This time may be modified due to adjustments or user options.

SeeAIR TRAFFIC CONTROL SPECIALIST

A person authorized to provide air traffic control services.

A two-way digital communications system that conveys textual air traffic control messages between controllers and pilots using ground or satellite-based radio relay stations.

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.

SeeAIRMET

SeeCWA

SeeGRAPHICAL AIRMEN'S METEOROLOGICAL INFORMATION

SeeSAW

SeeSIGMET

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SeeCONVECTIVE SIGMET

Any surveillance system, such as secondary surveillance radar (SSR), wide-area multilateration (WAM), or ADS-B, that is dependent upon the presence of certain equipment onboard the aircraft or vehicle to be detected.

SeeAUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST

SeeNON-COOPERATIVE SURVEILLANCE

SeeRADAR

SeeWIDE AREA MULTILATERATION

The intersection of lines of reference, usually expressed in degrees/minutes/seconds of latitude and longitude, used to determine position or location.

The fix in relation to which facilities will handoff, transfer control of an aircraft, or coordinate flight progress data. For terminal facilities, it may also serve as a clearance for arriving aircraft.

(See HELICOPTER.)

An error has been made in the transmission and the correct version follows.

An instrument approach performed by the aircraft autopilot, and/or visually depicted on the flight director, which is receiving position information and/or steering commands from onboard navigational equipment. In general, coupled non-precision approaches must be flown manually (autopilot disengaged) at altitudes lower than 50 feet AGL below the minimum descent altitude, and coupled precision approaches must be flown manually (autopilot disengaged) below 50 feet AGL unless authorized to conduct autoland operations. Coupled instrument approaches are commonly flown to the allowable IFR weather minima established by the operator or PIC, or flown VFR for training and safety.

Adds additional Constraint Satisfaction Points for metered aircraft along their route. This provides the ability to merge flows upstream from the meter fix and results in a more optimal distribution of delays over a greater distance from the airport, increased meter list accuracy, and more accurate delivery to the meter fix.

1. The intended direction of flight in the horizontal plane measured in degrees from north.
2. The ILS localizer signal pattern usually specified as the front course or the back course.

SeeBEARING

SeeINSTRUMENT LANDING SYSTEM

SeeRADIAL

SeeCONTROLLER PILOT DATA LINK COMMUNICATIONS

SeeICAO term CURRENT FLIGHT PLAN

A person assigned to perform an operational duty. A UAS crewmember includes the remote pilot in command, the person manipulating the controls, and visual observers but may also include other persons as appropriate or required to ensure the safe operation of the UAS (e.g., sensor operator, ground control station operator).

The engine which, upon failure, would most adversely affect the performance or handling qualities of an aircraft.

Used by ATC when a specific altitude restriction at a specified fix is required.

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.

SeeALTITUDE RESTRICTION

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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.

SeeALTITUDE RESTRICTION

SeeMINIMUM IFR ALTITUDES

Refer to14 CFR part 91

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

SeeTRAFFIC PATTERN

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

SeeCROSSWIND COMPONENT

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

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:

1. 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 must make the letdown in accordance with a standard/special instrument approach procedure for that airport, or
2. 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.

SeeINSTRUMENT APPROACH PROCEDURE

A climb technique employed by aircraft, usually at a constant power setting, resulting in an increase of altitude as the aircraft weight decreases.

An altitude or flight level maintained during en route level flight. This is a constant altitude and should not be confused with a cruise clearance.

SeeALTITUDE

SeeICAO term CRUISING LEVEL

SeeCRUISING ALTITUDE

A level maintained during a significant portion of a flight.

SeeCONSTRAINT SATISFACTION POINT

An EDCT time generated by the ATCSCC to regulate traffic at arrival airports. Normally, a CT message is automatically transferred from the traffic management system computer to the NAS en route computer and appears as an EDCT. In the event of a communication failure between the traffic management system computer and the NAS, the CT message can be manually entered by the TMC at the en route facility.

SeeCONTROLLED TIME OF ARRIVAL

SeeICAO term CONTROL AREA

SeeCOMMON TRAFFIC ADVISORY FREQUENCY

SeeCOLLABORATIVE TRAJECTORY OPTIONS PROGRAM

SeeCERTIFIED TOWER RADAR DISPLAY

The flight plan, including changes, if any, brought about by subsequent clearances.

SeeCHARTED VISUAL FLIGHT PROCEDURE APPROACH

SeeCENTER WEATHER ADVISORY and WEATHER ADVISORY

SeeCONSOLIDATED WAKE TURBULENCE