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Pilot and Controller Terms


 

a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose.

b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader’s convenience, there are also cross-references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM).

c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.

 

EXPLANATION OF CHANGES

 

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. In certain instances, this may be only aircraft identification, location, and pilot request. Other information may be requested if needed by ATC for separation/control purposes. 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.

AIRBORNE REROUTE (ABRR) − A capability within the Traffic Flow Management System used for the timely development and implementation of tactical reroutes for airborne aircraft. This capability defines a set of aircraft−specific reroutes that address a certain traffic flow problem and then electronically transmits them to En Route Automation Modernization (ERAM) for execution by the appropriate sector controllers.

AUTOMATED TERMINAL PROXIMITY ALERT (ATPA) − Monitors the separation of aircraft on the Final Approach Course (FAC), displaying a graphical notification (cone and/or mileage) when a potential loss of separation is detected. The warning cone (Yellow) will display at 45 seconds and the alert cone (Red) will display at 24 seconds prior to the predicted loss of separation. The current distance between two aircraft on the final will be displayed in line 3 of the full data block of the trailing aircraft in corresponding colors.

AVIATION WATCH NOTIFICATION MESSAGE − The Storm Prediction Center (SPC) issues Aviation Watch Notification Messages (SAW) to provide an area threat alert for the aviation meteorology community to forecast organized severe thunderstorms that may produce tornadoes, large hail, and/or convective damaging winds as indicated in Public Watch Notification Messages within the Continental U.S. A SAW message provides a description of the type of watch issued by SPC, a valid time, an approximation of the area in a watch, and primary hazard(s).

CLOSED-LOOP CLEARANCE − 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 the vector and includes the next fix that ties into the route of flight.)

COLD TEMPERATURE CORRECTION − 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.

CONSOLIDATED WAKE TURBULENCE (CWT) − A version of RECAT that has nine categories, A through I, that refines the grouping of aircraft while optimizing wake turbulence separation.

CONSTRAINT SATISFACTION POINT (CSP) − 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.

COUPLED SCHEDULING (CS)/ EXTENDED METERING (XM) − 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.

DELAY COUNTDOWN TIMER (DCT) − The display of the delay that must be absorbed by a flight prior to crossing a Meter Reference Element (MRE) to meet the TBFM Scheduled Time of Arrival (STA). It is calculated by taking the difference between the frozen STA and the Estimated Time of Arrival (ETA).

DELAY INDEFINITE (REASON IF KNOWN) EXPECT FURTHER CLEARANCE (TIME) − Used by ATC to inform a pilot when an accurate estimate of the delay time and the reason for the delay cannot immediately be determined; e.g., a disabled aircraft on the runway, terminal or center area saturation, weather below landing minimums, etc.

DEPARTURE VIEWER − A capability within the Traffic Flow Management System (TFMS) that provides combined displays for monitoring departure by fixes and departure airports. Traffic management personnel can customize the displays by selecting the departure airports and fixes of interest. The information displayed is the demand for the resource (fix or departure airport) in time bins with the flight list and a flight history for one flight at a time. From the display, flights can be selected for route amendment, one or more at a time, and the Route Amendment Dialogue (RAD) screen automatically opens for easy route selection and execution. Reroute options are based on Coded Departure Route (CDR) database and Trajectory Options Set (TOS) (when available).

GROUND−BASED INTERVAL MANAGEMENT −SPACING (GIM−S), SPEED ADVISORY− A calculated speed that will allow aircraft to meet the TBFM schedule at en route and TRACON boundary meter fixes.

HIGH UPDATE RATE SURVEILLANCE – A surveillance system that provides a sensor update rate of less than 4.8 seconds.

INTEGRATED DEPARTURE/ARRIVAL CAPABILITY (IDAC) − A Tower/TRACON departure scheduling capability within TBFM that allows departures to be scheduled into either an arrival flow or an en route flow. IDAC provides a mechanism for electronic coordination of departure release times.

LAHSO − An acronym for “Land and Hold Short Operation.” These operations include landing and holding short of an intersecting runway, a taxiway, a predetermined point, or an approach/departure flightpath.

METER FIX ARC − A semicircle, equidistant from a meter fix, usually in low altitude relatively close to the meter fix, used to help TBFM/ERAM calculate a meter time, and determine appropriate sector meter list assignments for aircraft not on an established arrival route or assigned a meter fix.

METER REFERENCE ELEMENT (MRE) − A constraint point through which traffic flows are managed. An MRE can be the runway threshold, a meter fix, or a meter arc.

METER REFERENCE POINT LIST (MRP) − A list of TBFM delay information conveyed to the controller on the situation display via the Meter Reference Point View, commonly known as the “Meter List.” METERING−A method of time−regulating traffic flows in the en route and terminal environments.

METERING FIX − A fix along an established route from over which aircraft will be metered prior to entering terminal airspace. Normally, this fix should be established at a distance from the airport which will facilitate a profile descent 10,000 feet above airport elevation (AAE) or above.

OFF−ROUTE OBSTRUCTION CLEARANCE ALTITUDE (OROCA) − A published altitude which provides terrain and obstruction clearance with a 1,000 foot buffer in non−mountainous areas and a 2,000 foot buffer in designated mountainous areas within the United States, and a 3,000 foot buffer outside the US ADIZ. These altitudes are not assessed for NAVAID signal coverage, air traffic control surveillance, or communications coverage, and are published for general situational awareness, flight planning, and in−flight contingency use.

PERMANENT ECHO − Radar signals reflected from fixed objects on the earth’s surface; e.g., buildings, towers, terrain. Permanent echoes are distinguished from “ground clutter” by being definable locations rather than large areas. Under certain conditions they may be used to check radar alignment.

PLAN, EXECUTE, REVIEW, TRAIN, IMPROVE (PERTI) − A process that delivers a one−day detailed plan for NAS operations, and a two−day outlook, which sets NAS performance goals for high impact constraints. PLAN: Increase lead time for identifying aviation system constraint planning and goals while utilizing historical NAS performance data and constraints to derive successful and/or improved advance planning strategies. EXECUTE: Set goals and a strategy. The Air Traffic Control System Command Center (ATCSCC), FAA field facilities, and aviation stakeholders execute the strategy and work to achieve the desired/planned outcomes. REVIEW: Utilize post event analysis and lessons learned to define and implement future strategies and operational triggers based on past performance and outcomes, both positive and negative. TRAIN: Develop training that includes rapid and continuous feedback to operational personnel and provides increased data and weather knowledge and tools for analytical usage and planning. IMPROVE: Implement better information sharing processes, technologies, and procedures that improve the skills and technology needed to implement operational insights and improvements.

REROUTE IMPACT ASSESSMENT (RRIA) − A capability within the Traffic Flow Management System that is used to define and evaluate a potential reroute prior to implementation, with or without miles−in−trail (MIT) restrictions. RRIA functions estimate the impact on demand (e.g., sector loads) and performance (e.g., flight delay). Using RRIA, traffic management personnel can determine whether the reroute will sufficiently reduce demand in the Flow Constraint Area and not create excessive “spill over” demand in the adjacent airspace on a specific route segment or point of interest (POI).

ROUTE AMENDMENT DIALOG (RAD) − A capability within the Traffic Flow Management System that allows traffic management personnel to submit or edit a route amendment for one or more flights.

SEGMENTS OF A SID/STAR − a. En Route Transition− The segment(s) of a SID/STAR that connect to/from en route flight. Not all SIDs/STARs will contain an en route transition. b. En Route Transition Waypoint− The NAVAID/ fix/waypoint that defines the beginning of the SID/STAR en route transition. c. Common Route− The segment(s) of a SID/ STAR procedure that provides a single route serving an airport/runway or multiple airports/runways. The common route may consist of a single point. Not all conventional SIDs will contain a common route. d. Runway Transition− The segment(s) of a SID/STAR between the common route/point and the runway(s). Not all SIDs/STARs will contain a runway transition. e. Runway Transition Waypoint (RTW)− On a STAR, the NAVAID/fix/waypoint that defines the end of the common route or en route transition and the beginning of a runway transition (In the arrival route description found on the STAR chart, the last fix of the common route and the first fix of the runway transition(s)).

SPACE LAUNCH AND REENTRY AREA − Locations where commercial space launch and/or reentry operations occur. For pilot awareness, a rocket−shaped symbol is used to depict space launch and reentry areas on sectional aeronautical charts.

SPEED ADVISORY − Speed advisories that are generated within Time−Based Flow Management to assist controllers to meet the Scheduled Time of Arrival (STA) at the meter fix/meter arc. See also Ground−Based Interval Management−Spacing (GIM−S) Speed Advisory.

SURFACE METERING PROGRAM − A capability within Terminal Flight Data Manager that provides the user with the ability to tactically manage surface traffic flows through adjusting desired minimum and maximum departure queue lengths to balance surface demand with capacity. When a demand/capacity imbalance for a surface resource is predicted, a metering procedure is recommended.

SURFACE VIEWER − A capability within the Traffic Flow Management System that provides situational awareness for a user−selected airport. The Surface Viewer displays a top−down view of an airport depicting runways, taxiways, gate areas, ramps, and buildings. The display also includes icons representing aircraft and vehicles currently on the surface, with identifying information. In addition, the display includes current airport configuration information such as departure/arrival runways and airport departure/arrival rates.

SUSPICIOUS UAS – Suspicious UAS operations may include operating without authorization, loitering in the vicinity of sensitive locations, (e.g., national security, law enforcement facilities, and critical infrastructure), or disrupting normal air traffic operations resulting in runway changes, ground stops, pilot evasive action, etc. The report of a UAS operation alone does not constitute suspicious activity. Development of a comprehensive list of suspicious activities is not possible due to the vast number of situations that could be considered suspicious. ATC must exercise sound judgment when identifying situations that could constitute or indicate a suspicious activity.

TERMINAL FLIGHT DATA MANAGER (TFDM) − An integrated tower flight data automation system to provide improved airport surface and terminal airspace management. TFDM enhances traffic flow management data integration with Time−Based Flow Management (TBFM) and Traffic Flow Management System (TFMS) to enable airlines, controllers, and airports to share and exchange real−time data. This improves surface traffic management and enhances capabilities of TFMS and TBFM. TFDM assists the Tower personnel with surface Traffic Flow Management (TFM) and Collaborative Decision Making (CDM) and enables a fundamental change in the Towers from a local airport−specific operation to a NAS−connected metering operation. The single platform consolidates multiple Tower automation systems, including: Departure Spacing Program (DSP), Airport Resource Management Tool (ARMT), Electronic Flight Strip Transfer System (EFSTS), and Surface Movement Advisor (SMA). TFDM data, integrated with other FAA systems such as TBFM and TFMS, allows airlines, controllers, and airports to manage the flow of aircraft more efficiently through all phases of flight from departure to arrival gate.

TERMINAL SEQUENCING AND SPACING (TSAS) − Extends scheduling and metering capabilities into the terminal area and provides metering automation tools to terminal controllers and terminal traffic management personnel. Those controllers and traffic management personnel become active participants in time−based metering operations as they work to deliver aircraft accurately to Constraint Satisfaction Points within terminal airspace to include the runway in accordance with scheduled times at those points. Terminal controllers are better able to utilize efficient flight paths, such as Standard Instrument Approach Procedures (SIAPs) that require a Navigational Specification (NavSpec) of RNP APCH with Radius−to−Fix (RF) legs, or Advanced RNP (A−RNP), through tools that support the merging of mixed−equipage traffic flows. For example, merging aircraft flying RNP APCH AR with RF, A−RNP, and non−RNP approach procedures. Additional fields in the flight plan will identify those flights capable of flying the RNP APCH with RF or A−RNP procedures, and those flights will be scheduled for those types of procedures when available. TSAS will schedule these and the non−RNP aircraft to a common merge point. Terminal traffic management personnel have improved situation awareness using displays that allow for the monitoring of terminal metering operations, similar to the displays used today by center traffic management personnel to monitor en route metering operations.

TIME−BASED FLOW MANAGEMENT (TBFM) − A foundational Decision Support Tool for time−based management in the en route and terminal environments. TBFM’s core function is the ability to schedule aircraft within a stream of traffic to reach a defined constraint point (e.g., meter fix/meter arc) at specified times, creating a time−ordered sequence of traffic. The scheduled times allow for merging of traffic flows, efficiently utilizing airport and airspace capacity while minimizing coordination and reducing the need for vectoring/holding. The TBFM schedule is calculated using current aircraft estimated time of arrival at key defined constraint points based on wind forecasts, aircraft flight plan, the desired separation at the constraint point and other parameters. The schedule applies spacing only when needed to maintain the desired separation at one or more constraint points. This includes, but is not limited to, Single Center Metering (SCM), Adjacent Center Metering (ACM), En Route Departure Capability (EDC), Integrated Departure/Arrival Capability (IDAC), Ground−based Interval Management−Spacing (GIM−S), Departure Scheduling, and Extended/Coupled Metering.

TIME−BASED MANAGEMENT (TBM) − A methodology for managing the flow of air traffic through the assignment of time at specific points for an aircraft. TBM applies time to manage and condition air traffic flows to mitigate demand/capacity imbalances and enhance efficiency and predictability of the NAS. Where implemented, TBM tools will be used to manage traffic even during periods when demand does not exceed capacity. This will sustain operational predictability and assure the regional/national strategic plan is maintained. TBM uses capabilities within TFMS, TBFM, and TFDM. These programs are designed to achieve a specified interval between aircraft. Different types of programs accommodate different phases of flight.

TIMELINE GRAPHICAL USER INTERFACE (TGUI) − A TBFM display that uses timelines to display the Estimated Time of Arrival and Scheduled Time of Arrival of each aircraft to specified constraint points. The TGUI can also display pre−departure and scheduled aircraft

TRAFFIC MANAGEMENT INITIATIVE (TMI) − Tools used to manage demand with capacity in the National Airspace System (NAS.) TMIs can be used to manage NAS resources (e.g., airports, sectors, airspace) or to increase the efficiency of the operation. TMIs can be either tactical (i.e., short term) or strategic (i.e., long term), depending on the type of TMI and the operational need.

TRAJECTORY−BASED OPERATIONS (TBO) − An Air Traffic Management method for strategically planning and managing flights throughout the operation by using Time−Based Management (TBM), information exchange between air and ground systems, and the aircraft’s ability to fly trajectories in time and space. Aircraft trajectory is defined in four dimensions – latitude, longitude, altitude, and time.

TRAJECTORY MODELING − The automated process of calculating a trajectory.

TRANSITION − The general term that describes the change from one phase of flight or flight condition to another; e.g., transition from en route flight to the approach or transition from instrument flight to visual flight.

VERTICAL NAVIGATION (VNAV) – A function of area navigation (RNAV) equipment that calculates, displays, and provides vertical guidance to a profile or path.

WAKE RE−CATEGORIZATION (RECAT) − A set of optimized wake separation standards, featuring an increased number of aircraft wake categories, in use at select airports, which allows reduced wake intervals.

 

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