FAA Order 7110.10EE_Chg_1_dtd_8

8/7/25 JO 7110.10EE CHG 1 Flight Services Explanation of Changes Change 1 Direct questions through appropriate facility/service center office staff to the Office of Primary Interest (OPI) a. 4–2–5. ROUTINE RADIO CONTACTS This change transfers the responsibility for requesting the high barometric pressure Notice to Airmen (NOTAM) from Flight Standards to the Air Route Traffic Control Center (ARTCC) responsible for the affected region. b. 5–2–5. DELIVERY OF STANDARD BRIEFINGS This change rewrites subparagraph c6(a) for clarity. c. Editorial Changes Editorial changes include a few simple corrections to verbiage in subparagraph 5−2−6e and Appendix A, a universal change replacing all prior references to the term Gulf of Mexico with the term Gulf of America in accordance with Executive Order 14172, and a universal change updating the term Notice to Air Missions (NOTAM) to Notice to Airmen (NOTAM). d. Entire Publication Additional editorial/format changes were made where necessary. Revision bars were not used because of the insignificant nature of these changes. Explanation of Changes E of C−1

8/7/25 JO 7110.10EE CHG 1 PAGE CONTROL CHART REMOVE PAGES DATED INSERT PAGES DATED Table of Contents i through vii . . . . . . . . . . . 2/20/25 Table of Contents i through vii . . . . . . . . . . 8/7/25 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 1−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 1−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 1−2−5 and 1−2−6 . . . . . . . . . . . . . . . . . . . . . . 2/20/25 1−2−5 and 1−2−6 . . . . . . . . . . . . . . . . . . . . . 8/7/25 4−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 4−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 4−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 4−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 4−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 4−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 4−4−2 and 4−4−3 . . . . . . . . . . . . . . . . . . . . . . 2/20/25 4−4−2 and 4−4−3 . . . . . . . . . . . . . . . . . . . . . 8/7/25 5−2−5 and 5−2−6 . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5−2−5 and 5−2−6 . . . . . . . . . . . . . . . . . . . . . 8/7/25 7−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 7−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 7−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix A−3 . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix A−3 . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix A−4 . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix A−4 . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 Appendix A−11 and Appendix A−12 . . . . . . 2/20/25 Appendix A−11 and Appendix A−12 . . . . . 8/7/25 Appendix A−17 . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix A−17 . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix A−18 through Appendix A−20 . . . 2/20/25 Appendix A−18 through Appendix A−20 . . 8/7/25 PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG−1 and PCG−2 . . . . . . . . . . . . . . . . . . . 8/7/25 PCG A−7 through PCG A−19 . . . . . . . . . . . . 2/20/25 PCG A−7 through PCG A−19 . . . . . . . . . . . 8/7/25 PCG A−20 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG A−20 . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG F−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG F−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 PCG F−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG F−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG H−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG H−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 PCG H−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG H−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG L−1 through PCG L−4 . . . . . . . . . . . . . 2/20/25 PCG L−1 through PCG L−4 . . . . . . . . . . . . 8/7/25 PCG N−1 through PCG N−4 . . . . . . . . . . . . . 2/20/25 PCG N−1 through PCG N−4 . . . . . . . . . . . . 8/7/25 PCG P−3 through PCG P−6 . . . . . . . . . . . . . . 2/20/25 PCG P−3 through PCG P−6 . . . . . . . . . . . . . 8/7/25 PCG R−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG R−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG R−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG R−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 PCG S−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG S−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG S−2 through PCG S−12 . . . . . . . . . . . . . 2/20/25 PCG S−2 through PCG S−12 . . . . . . . . . . . . 8/7/25 PCG T−9 through PCG T−12 . . . . . . . . . . . . 2/20/25 PCG T−9 through PCG T−12 . . . . . . . . . . . 8/7/25 PCG V−1 through PCG V−5 . . . . . . . . . . . . . 2/20/25 PCG V−1 through PCG V−5 . . . . . . . . . . . . 8/7/25 PCG W−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG W−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 PCG W−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG W−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Index I−1 through I−8 . . . . . . . . . . . . . . . . . . 2/20/25 Index I−1 through I−8 . . . . . . . . . . . . . . . . . 8/7/25 Page Control Chart 1

8/7/25 JO 7110.10EE CHG 1 Table of Contents Chapter 1. General Section 1. Introduction Paragraph Page 1−1−1. PURPOSE OF THIS ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1 1−1−2. AUDIENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1 1−1−3. WHERE TO FIND THIS ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1 1−1−4. WHAT THIS ORDER CANCELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1 1−1−5. EXPLANATION OF CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1 1−1−6. EFFECTIVE DATES AND SUBMISSIONS FOR CHANGES . . . . . . . . . . . . . . . . . . 1−1−1 1−1−7. DELIVERY DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2 1−1−8. RECOMMENDATIONS FOR PROCEDURAL CHANGES . . . . . . . . . . . . . . . . . . . . 1−1−2 1−1−9. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2 Section 2. Terms of Reference 1−2−1. WORD MEANINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−1 1−2−2. NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−2 1−2−3. REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−2 1−2−4. ANNOTATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−2 1−2−5. ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−2 Chapter 2. General Control Section 1. General 2−1−1. FLIGHT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1 2−1−2. DUTY PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1 2−1−3. TRANSFER OF POSITION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1 2−1−4. PROCEDURAL APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−2 Section 2. Interphone Communications 2−2−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−1 2−2−2. TRANSMISSION PRIORITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−1 2−2−3. PRIORITY INTERRUPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−1 2−2−4. MESSAGE INITIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−1 2−2−5. MESSAGE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−2 Section 3. General Phraseology 2−3−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1 2−3−2. WORDS AND PHRASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1 2−3−3. ICAO PHONETICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1 2−3−4. NUMBER USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−2 2−3−5. EXPEDITIOUS COMPLIANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−6 Section 4. Weather Phraseology 2−4−1. SURFACE OBSERVATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1 Table of Contents i

JO 7110.10EE CHG 1 8/7/25 Paragraph Page 2−4−2. ANNOUNCING MISSING ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−6 2−4−3. WEATHER REMARKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−7 2−4−4. WEATHER ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−9 2−4−5. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−9 2−4−6. WINDS AND TEMPERATURES ALOFT FORECAST . . . . . . . . . . . . . . . . . . . . . . . 2−4−10 Section 5. Aviation Phraseology 2−5−1. RELAY OF ATC COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1 2−5−2. FACILITY IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1 2−5−3. AIRCRAFT IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1 2−5−4. DESCRIPTION OF AIRCRAFT TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−5 2−5−5. AIRCRAFT EQUIPMENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−6 2−5−6. AIRWAYS AND ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−6 2−5−7. NAVAID TERMS AND FIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−7 2−5−8. RUNWAY CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−8 Chapter 3. Emergency Services Section 1. General 3−1−1. EMERGENCY DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1 3−1−2. OBTAINING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1 3−1−3. PROVIDING ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1 3−1−4. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−2 3−1−5. COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−2 3−1−6. RECORDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−2 Section 2. Emergency Assistance 3−2−1. INFORMATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−1 3−2−2. FREQUENCY CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−1 3−2−3. ALTITUDE CHANGE FOR IMPROVED RECEPTION . . . . . . . . . . . . . . . . . . . . . . . 3−2−1 3−2−4. VFR AIRCRAFT IN WEATHER DIFFICULTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−1 3−2−5. ELT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−2 3−2−6. AIRCRAFT BOMB THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−2 3−2−7. EXPLOSIVE CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−4 3−2−8. EXPLOSIVE DETECTION K−9 TEAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−4 3−2−9. IN−FLIGHT EQUIPMENT MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−4 3−2−10. MINIMUM FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−5 3−2−11. EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT) . . . . . . . . . . . 3−2−5 3−2−12. SUSPICIOUS UNMANNED AIRCRAFT ACTIVITY . . . . . . . . . . . . . . . . . . . . . . . 3−2−5 Section 3. Aircraft Orientation 3−3−1. ACTIONS REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−1 3−3−2. SAFE ALTITUDES FOR ORIENTATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−1 3−3−3. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−1 3−3−4. AUTOMATIC DIRECTION FINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−2 3−3−5. VOR CROSS−FIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−3 3−3−6. GLOBAL POSITIONING SYSTEM (GPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−5 3−3−7. GUIDANCE TO AIRPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−5 Table of Contents ii

8/7/25 JO 7110.10EE CHG 1 Section 4. Overdue Aircraft Paragraph Page 3−4−1. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−1 3−4−2. OVERDUE AIRCRAFT ON A FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−1 3−4−3. OVERDUE AIRCRAFT NOT ON a FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−2 3−4−4. COMMUNICATIONS SEARCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−2 3−4−5. QALQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−2 3−4−6. ACTION BY DEPARTURE STATION ON RECEIPT OF QALQ . . . . . . . . . . . . . . . 3−4−3 3−4−7. CANCELLATION OF THE QALQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−3 3−4−8. INREQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−3 3−4−9. ACTION UPON RECEIPT OF INREQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−4 3−4−10. CANCELLATION OF INREQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−5 3−4−11. ALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−5 3−4−12. ACTION UPON RECEIPT OF ALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−5 3−4−13. REPORTING ALNOT STATUS TO RCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−6 3−4−14. CANCELLATION OF ALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−6 Section 5. International SAR 3−5−1. ALERTING SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5−1 3−5−2. ALERTING PHASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5−1 3−5−3. ALERTING MESSAGE CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5−2 3−5−4. CANADIAN TRANSBORDER FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5−3 3−5−5. MEXICAN TRANSBORDER FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5−3 Chapter 4. In-Flight Services Section 1. General 4−1−1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1 4−1−2. PRE-DUTY REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1 4−1−3. OPERATIONAL PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1 4−1−4. IN-FLIGHT WEATHER BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−2 4−1−5. AIRCRAFT-REPORTED NAVIGATIONAL EQUIPMENT MALFUNCTIONS . . . . 4−1−2 4−1−6. RECORDING IN-FLIGHT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−3 4−1−7. FLIGHT PROGRESS STRIPS AND ENTRY DATA . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−6 Section 2. Radio Communications 4−2−1. FREQUENCY USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1 4−2−2. AUTHORIZED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1 4−2−3. RADIO MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1 4−2−4. ABBREVIATED TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−2 4−2−5. ROUTINE RADIO CONTACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−2 4−2−6. RADIO COMMUNICATIONS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−5 4−2−7. ATC CLEARANCES, ADVISORIES, OR REQUESTS . . . . . . . . . . . . . . . . . . . . . . . 4−2−5 4−2−8. DEPARTURE REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−6 4−2−9. IFR FLIGHT PROGRESS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−6 4−2−10. ARRIVAL/MISSED APPROACH REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−6 4−2−11. NON-DELIVERY OF MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−6 4−2−12. BROADCAST (BLIND TRANSMISSION) OF MESSAGES . . . . . . . . . . . . . . . . . . 4−2−7 4−2−13. UNAUTHORIZED ENTRY INTO CLASS A AIRSPACE OR PROHIBITED/ RESTRICTED AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−7 Table of Contents iii

JO 7110.10EE CHG 1 8/7/25 Paragraph Page 4−2−14. NON-EMERGENCY PARACHUTE JUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−7 Section 3. Advisory Services 4−3−1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1 4−3−2. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1 4−3−3. ELEMENTS AND PHRASEOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−2 4−3−4. CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−5 4−3−5. AUTHORIZED FREQUENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−6 4−3−6. TRAFFIC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−6 4−3−7. AIRCRAFT EQUIPMENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−6 Section 4. Automatic Flight Information Service (AFIS) 4−4−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−1 4−4−2. FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−1 Section 5. Airport Lighting and Visibility Aids 4−5−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1 4−5−2. AIRPORT LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1 4−5−3. CHANGING LIGHTED RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1 4−5−4. VISIBILITY AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1 4−5−5. RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1 4−5−6. OPERATION OF LANDING DIRECTION INDICATOR . . . . . . . . . . . . . . . . . . . . . . 4−5−2 Section 6. Special VFR Operations 4−6−1. AUTHORIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−1 4−6−2. REQUESTS FOR SPECIAL VFR CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−1 4−6−3. VISIBILITY BELOW ONE MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−2 4−6−4. PREDESIGNED SPECIAL VFR CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−3 Chapter 5. Pre-Flight Services Section 1. General 5−1−1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1 5−1−2. PRE-DUTY REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1 5−1−3. UNAVAILABILITY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1 Section 2. Pilot Briefing 5−2−1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1 5−2−2. PILOT WEATHER BRIEFER CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1 5−2−3. LOGGING BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1 5−2−4. TYPE OF BRIEFING TO BE DELIVERED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1 5−2−5. DELIVERY OF STANDARD BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−2 5−2−6. DELIVERY OF ABBREVIATED BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−6 5−2−7. DELIVERY OF OUTLOOK BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−6 Section 3. Briefing Display 5−3−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3−1 5−3−2. AVIATION WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3−1 Table of Contents iv

8/7/25 JO 7110.10EE CHG 1 Paragraph Page 5−3−3. WEATHER INFORMATION ESSENTIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3−2 5−3−4. AERONAUTICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3−5 5−3−5. AERONAUTICAL INFORMATION ESSENTIALS . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3−5 Chapter 6. Flight Data Services Section 1. General 6−1−1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−1 6−1−2. RECORDING FLIGHT DATA INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−1 6−1−3. PART-TIME FSS CLOSURE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−2 6−1−4. TELEPHONE REQUESTS FOR ATC CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . 6−1−2 6−1−5. COMMUNICATIONS SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−2 6−1−6. TYPES OF ACCEPTABLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−3 6−1−7. PRIORITY MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−3 6−1−8. GROUP CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−3 6−1−9. MESSAGE FORMATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−5 6−1−10. WMSCR NEGATIVE RESPONSE MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−5 6−1−11. Q SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−5 Section 2. Flight Plan Handling 6−2−1. FLIGHT PLAN RECORDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−1 6−2−2. NOTIFYING ARTCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−2 6−2−3. CONTROL MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−4 6−2−4. ADDITIONAL MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−10 6−2−5. COORDINATE RNAV ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−13 6−2−6. FLIGHT PLAN ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−13 6−2−7. DEPARTURE MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−13 6−2−8. AWAITING MESSAGE ACKNOWLEDGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−15 6−2−9. ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES . . . . . . . . . . . . . . . . . 6−2−15 6−2−10. ACTION BY ADDRESSEES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−16 6−2−11. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT . . . . . . . . . . 6−2−16 6−2−12. CHANGE IN ETA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−17 6−2−13. FLIGHT PLAN CLOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−17 Section 3. Military Operations 6−3−1. SPECIAL MILITARY FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−1 6−3−2. MILITARY FOREIGN FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−1 6−3−3. U.S. AIR FORCE/U.S. NAVY UNDERGRADUATE PILOTS . . . . . . . . . . . . . . . . . . 6−3−1 6−3−4. MESSAGE HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−1 6−3−5. AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ-IFR . . . . . . . . . . . . . . . . 6−3−1 6−3−6. AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ-DVFR . . . . . . . . . . . . . . 6−3−2 6−3−7. FORWARDING DVFR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−2 6−3−8. STOPOVER DVFR FLIGHT PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−3 Section 4. International Operations and Messages 6−4−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−1 6−4−2. ATS MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−1 6−4−3. CATEGORIES OF ATS MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−2 Table of Contents v

JO 7110.10EE CHG 1 8/7/25 Paragraph Page 6−4−4. SERVICE MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−2 6−4−5. TRANSMISSION VIA NADIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−3 6−4−6. TRANSMISSION OF ATS MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−3 6−4−7. ORIGINATING MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−4 6−4−8. ADDRESSING MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−5 6−4−9. FLIGHT PLAN FORMS AND INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−5 6−4−10. ICAO ATS MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−6 6−4−11. FLIGHT PLAN CHANGES AND CANCELLATIONS . . . . . . . . . . . . . . . . . . . . . . . 6−4−7 6−4−12. AERONAUTICAL MOBILE COMMUNICATIONS SERVICE . . . . . . . . . . . . . . . . 6−4−7 6−4−13. AIRCRAFT REPORTS (AIREP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−7 6−4−14. AIREP SPECIALS (ARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−10 6−4−15. ARTCC RELAY OF VFR MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4−10 Section 5. Customs Notifications and ADIZ Requirements 6−5−1. FLIGHT PLAN/CUSTOMS REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−5−1 6−5−2. CUSTOMS REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT . . 6−5−1 6−5−3. ADIZ REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT . . . . . . 6−5−1 Section 6. Canadian Movement and Control Messages (Transborder Flights Only) 6−6−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−6−1 6−6−2. INBOUNDS FROM CANADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−6−1 6−6−3. OUTBOUNDS TO CANADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−6−1 6−6−4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−6−2 6−6−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS . . . . . . . . . . . . . . . . . . 6−6−2 Section 7. Mexican Movement and Control Messages (Transborder Flights Only) 6−7−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−7−1 6−7−2. INBOUNDS FROM MEXICO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−7−1 6−7−3. OUTBOUNDS TO MEXICO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−7−1 Chapter 7. NOTAM Services Section 1. General 7−1−1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−1 7−1−2. ACCOUNTABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−1 7−1−3. SYSTEM OUTAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−1 Section 2. NOTAM Handling 7−2−1. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1 7−2−2. RECORDING NOTAM INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−2 Chapter 8. FAA Weather Services Section 1. Pilot Weather Reports 8−1−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1 Table of Contents vi

8/7/25 JO 7110.10EE CHG 1 Paragraph Page 8−1−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1 8−1−3. PIREP CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−2 8−1−4. DATA TO BE INCLUDED IN PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−3 8−1−5. PIREP FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−3 8−1−6. REPORTING TURBULENCE IN PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−8 8−1−7. REPORTING AIRFRAME ICING IN PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−9 8−1−8. REPORTING WIND SHEAR IN PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−10 8−1−9. PIREP HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−10 Section 2. Surface Weather Observations 8−2−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−2−1 8−2−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−2−1 8−2−3. WEATHER OBSERVATION CERTIFICATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−2−1 8−2−4. NONAVIATION WEATHER SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−2−1 Section 3. Aviation Weather Cameras 8−3−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3−1 8−3−2. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3−1 8−3−3. AVAILABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3−1 8−3−4. FAA’s AVIATION WEATHER CAMERA WEBSITE . . . . . . . . . . . . . . . . . . . . . . . . . 8−3−1 Section 4. Future FAA Weather Services 8−4−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−4−1 8−4−2. POTENTIAL SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−4−1 Appendices Appendix A. FAA Form 7233−4, International Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix A−1 Appendix B. FAA Form 7233−1, Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix B−1 Appendix C. Other FAA Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix C−1 Appendix D. Service B Message Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix D−1 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I−1 PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCG−1 Table of Contents vii

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 Section 2. Terms of Reference 1−2−1. WORD MEANINGS As used in this order: a. “Aircraft” means the airframe, crewmembers, or both. b. “Altitude” means indicated altitude mean sea level (MSL), flight level (FL), or both. c. “Automated services” means those services delivered via an automated system (that is, without human interaction) (for example, flight plans, Notices to Airmen [NOTAM], interactive maps, computer-generated text-to-speech messages, short message service, or email). d. “Feet” means MSL unless otherwise stated. e. “Flight plan area (FPA)” is the geographical area assigned to a flight service station (FSS) to establish primary responsibility for services that may include search and rescue (SAR) for visual flight rules (VFR) aircraft, issuance of NOTAMs, pilot briefings, in−flight services, broadcast services, emergency services, flight data processing, international operations, and aviation weather services. Consolidated FSS facilities may combine FPAs into larger areas of responsibility (AOR). f. “Form” means a paper record or an electronic equivalent that must be retained in accordance with FAA directives. g. “History files” means one or more digital or paper data repositories that must be retained in accordance with FAA directives. h. “May” or “need not” means a procedure is optional. i. “Miles” means nautical miles (NM) unless otherwise specified and means statute miles in conjunction with visibility. j. “Must” means a procedure is mandatory. k. “Must not” means a procedure is prohibited. l. “Pertinent” means relating directly and significantly to the matter at hand. 1. The horizontal limit of pertinent meteorological and aeronautical information is considered to be 25 miles on either side of the proposed route. However, when determining the pertinence of information, specialists and automated systems should take into account the dynamic aspect of weather, aircraft performance, and type of flight. Conditions occurring or expected to occur more than 25 miles from the route must be provided if there is a potential for the safety of the flight to be compromised. 2. The vertical limits of pertinent meteorological and aeronautical information are considered to be: (a) The climb out and approach paths. (b) For flights below FL 180: from the surface to 5,000 feet above the proposed en route altitude. (c) For flights at or above FL 180: from 5,000 feet above and below the proposed en route altitude. m. “Sector,” when used in conjunction with FSS functions, means a specifically described geographic area assigned a National Airspace Data Interchange Network (NADIN) address. n. “Shared database” is a database within an FSS operational system that is accessible by specialists in other geographical locations. o. “Should” means a procedure is recommended. p. “Specialist-provided services” means those services delivered directly by a flight service specialist via ground/ground communication, air/ground communication, in person, or technology (for example, speech-to-text, email, or short message service). Terms of Reference 1−2−1

JO 7110.10EE 2/20/25 q. “Tie-in facility,” as indicated in FAA Order JO 7350.9, Location Identifiers, for the purposes of this order, designates the responsible facility/sector for sending/receiving flight plans, flight notification messages, and performing SAR duties for the listed location. r. “Time,” when used for air traffic control operational activities, is the hour and the minute(s) in Coordinated Universal Time (UTC). Change to the next minute is made at the minute plus 30 seconds, except time checks are given to the nearest quarter minute. Specialists must state the word “local” or the time zone equivalent when local time is given during radio and telephone communications; the term “Zulu” may be used to denote UTC. s. “Transmit” means to send data via NADIN or Weather Message Switching Center Replacement (WMSCR) to an outside recipient or to process data internally within an operational system that shares a global database. t. “Will” means futurity, not a requirement for application of a procedure. u. Plural words include the singular. v. Singular words include the plural. 1−2−2. NOTES Statements of fact or of an explanatory nature and relating to the use of directive material are identified as NOTE. 1−2−3. REFERENCES As used in this order, references direct attention to an additional or supporting source of information such as FAA, National Weather Service (NWS), and other agencies’ orders, directives, notices, Title 14, Aeronautics and Space, of the Code of Federal Regulations (14 CFR), and advisory circulars (AC). 1−2−4. ANNOTATIONS a. The annotation PHRASEOLOGY denotes the prescribed words or phrases to be used in communications. Phraseology, as depicted in this order, is mandatory unless an exception is explicitly identified. NOTE− 1. Specialists may rephrase the message, after first using the prescribed phraseology for a specific procedure, to ensure the content is understood. Specialists must exercise good judgment when using nonstandard phraseology to aid in comprehension. 2. Phraseology applies to the identified service (for example, in-flight or broadcast). The use of phraseology in other services is encouraged for consistency and may be required by locally approved procedures. b. The annotation EXAMPLE provides a sample of the way the prescribed phraseology associated with the preceding paragraph(s) will be used. If the preceding paragraph(s) does (do) not include specifically prescribed phraseology, the example merely denotes suggested words and/or phrases that may be used in communications. NOTE− Using the exact text in an example not preceded by specifically prescribed phraseology is not mandatory. However, to the extent possible, the words and/or phrases are expected to approximate those used in the examples. 1−2−5. ABBREVIATIONS As used in this order, the following abbreviations have the meanings indicated in TBL 1−2−1. NOTE− Additional abbreviations and their meanings are included in other tables or paragraphs within the order. 1−2−2 Terms of Reference

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 Abbreviation Meaning FDP Flight Data Processing FICON Field Condition FIP Forecast Icing Product FIR Flight Information Region FIRIV Arrival Report Will Be Filed With FIS−B Flight Information Service−Broadcast FL Flight Level FLT ADVY Flight Advisory FPA Flight Plan Area FPL Flight Plan FPNO Flight Plan Not Received FRC Full Route Clearance FRD Fix-Radial-Distance FSS Flight Service Station FV Flight Visibility G−AIRMET Graphical AIRMET GBAS Ground−Based Augmentation System GENOT General Notice GNSS Global Navigation Satellite System GPS Global Positioning System GTG Graphical Turbulence Guidance HF High Frequency HLA High Level Airspace IA Indirect Access ICAO International Civil Aviation Organization IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions INCERFA Uncertainty Phase (Alerting Service) INREQ Information Request IR IFR Military Training Route ISA International Standard Atmosphere JATOC Joint Air Traffic Operations Command L/MF Low/Medium Frequency LAA Local Airport Advisory LAM Logical Acknowledgement Message LLWS Low-Level Wind Shear LOA Letter of Agreement MANPADS Man-Portable Air Defense Systems MARSA Military Authority Assumes Responsibility for Separation of Aircraft Terms of Reference 1−2−5

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 Abbreviation Meaning MB Magnetic Bearing MDA Minimum Descent Altitude MEDEVAC Medical Emergency Evacuation METAR Aviation Routine Weather Report MH Magnetic Heading MNPS Minimum Navigation Performance Specification MOA Military Operations Areas MOT Ministry of Transport (Canada) MSL Mean Sea Level MTR Military Training Route NADIN National Airspace Data Interchange Network NAR North American Routes NAS National Airspace System NAVAID Navigational Aid NDB Non−directional Radio Beacon NEMC National Enterprise Management Center NEXRAD Next Generation Radar (NWS) NM Nautical Miles NOPAR Do Not Pass to Air Defense Radar NORAD North American Aerospace Defense Command NORIV No Arrival Report NOTAM Notice to Airmen NRS Navigation Reference System NWS National Weather Service OCC Operations Control Center OTLK Outlook Briefing PBN Performance−Based Navigation PDC Pre−Departure Clearance PIREP Pilot Weather Report RAA Remote Airport Advisory RAIS Remote Airport Information Service RB Relative Bearing RCC Rescue Coordination Center RCP Required Communication Performance RCR Runway Condition Reading RENOT Regional Office Notice RF Radius to Fix RNAV Area Navigation RNP Required Navigation Performance ROC Regional Operations Center 1−2−6 Terms of Reference

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 2. If the aircraft is arriving or departing a local airport served by an operating control tower, issue altimeter setting on request only. 3. When a pilot acknowledges that he/she has received the AFIS broadcast, specialists may omit those items contained in the broadcasts if they are current (Alaska only). 4. Specialists must advise aircraft arriving or departing from a non−towered airport which has a commissioned automated weather reporting with ground-to-air capability to monitor the automated weather frequency for the altimeter setting. PHRASEOLOGY− MONITOR (location) AUTOMATED WEATHER FOR CURRENT ALTIMETER. NOTE− This requirement is omitted if the pilot states that he/she has the automated weather. 5. Affected ARTCCs must request, via the U.S. NOTAM Office (USNOF), that a high barometric pressure NOTAM be issued for flying in regions where barometric pressure is greater than, or forecast to be greater than, 31.00 inches mercury (31” Hg). When this occurs, use the following procedures: (a) IFR aircraft. Issue the altimeter setting and advise the pilot that high pressure altimeter setting procedures are in effect. Control facilities will issue specific instructions when relaying IFR clearances and control instructions through FSS facilities when the altimeter is above 31.00 inches Hg. (b) VFR aircraft. Issue the altimeter setting. Advise the pilot that high pressure altimeter setting procedures are in effect and to use an altimeter setting of 31.00 inches Hg en route. PHRASEOLOGY− ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO. HIGH PRESSURE ALTIMETER SETTING PROCEDURES ARE IN EFFECT. RECOMMEND YOU SET ALTIMETER THREE ONE ZERO ZERO EN ROUTE. NOTE− Airports unable to accurately measure barometric pressures above 31.00 inches Hg will report the barometric pressure as missing or in excess of 31.00 inches Hg. Flight operations to or from those airports are restricted to VFR weather conditions. REFERENCE− AIM, Chapter 7, Section 2, Barometric Altimeter Errors and Setting Procedures. FAA Order JO 7110.65 Para 2−7−2, Altimeter Setting Issuance Below Lowest Usable FL, Subpara g. 6. If a request for the altimeter setting in millibars is received, use the setting for the location nearest the position of the aircraft and convert to the millibars equivalent value using a millibars conversion chart. If the millibars setting is not a whole number, always round down. See TBL 4−2−1. Radio Communications 4−2−3

JO 7110.10EE 2/20/25 TBL 4−2−1 Millibar Conversion Chart Inches Millibars Inches Millibars Inches Millibars Inches Millibars Inches Millibars Inches Millibars Inches Millibars Inches Millibars 27.50 931.3 28.00 948.2 28.50 965.1 29.00 982.1 29.50 999.0 30.00 1015.9 30.50 1032.8 31.00 1049.8 27.51 931.6 28.01 948.5 28.51 965.5 29.01 982.4 29.51 999.3 30.01 1016.3 30.51 1033.2 31.01 1050.1 27.52 931.9 28.02 948.9 28.52 965.8 29.02 982.7 29.52 999.7 30.02 1016.6 30.52 1033.5 31.02 1050.5 27.53 932.3 28.03 949.2 28.53 966.1 29.03 983.1 29.53 1000.0 30.03 1016.9 30.53 1033.9 31.03 1050.8 27.54 932.6 28.04 949.5 28.54 966.5 29.04 983.4 29.54 1000.3 30.04 1017.3 30.54 1034.2 31.04 1051.1 27.55 933.0 28.05 949.9 28.55 966.8 29.05 983.7 29.55 1000.7 30.05 1017.6 30.55 1034.5 31.05 1051.5 27.56 933.3 28.06 950.2 28.56 967.2 29.06 984.1 29.56 1001.0 30.06 1017.9 30.56 1034.9 31.06 1051.8 27.57 933.6 28.07 950.6 28.57 967.5 29.07 984.4 29.57 1001.4 30.07 1018.3 30.57 1035.2 31.07 1052.2 27.58 934.0 28.08 950.9 28.58 967.8 29.08 984.8 29.58 1001.7 30.08 1018.6 30.58 1035.6 31.08 1052.5 27.59 934.3 28.09 951.2 28.59 968.2 29.09 985.1 29.59 1002.0 30.09 1019.0 30.59 1035.9 31.09 1052.8 27.60 934.6 28.10 951.6 28.60 968.5 29.10 985.4 29.60 1002.4 30.10 1019.3 30.60 1036.2 31.10 1053.2 27.61 935.0 28.11 951.9 28.61 968.8 29.11 985.8 29.61 1002.7 30.11 1019.6 30.61 1036.6 31.11 1053.5 27.62 935.3 28.12 952.3 28.62 969.2 29.12 986.1 29.62 1003.0 30.12 1020.0 30.62 1036.9 31.12 1053.8 27.63 935.7 28.13 952.6 28.63 969.5 29.13 986.5 29.63 1003.4 30.13 1020.3 30.63 1037.3 31.13 1054.2 27.64 936.0 28.14 952.9 28.64 969.9 29.14 986.8 29.64 1003.7 30.14 1020.7 30.64 1037.6 31.14 1054.5 27.65 936.3 28.15 953.3 28.65 970.2 29.15 987.1 29.65 1004.1 30.15 1021.0 30.65 1037.9 31.15 1054.9 27.66 936.7 28.16 953.6 28.66 970.5 29.16 987.5 29.66 1004.4 30.16 1021.3 30.66 1038.3 31.16 1055.2 27.67 937.0 28.17 953.9 28.67 970.9 29.17 987.8 29.67 1004.7 30.17 1021.7 30.67 1038.6 31.17 1055.5 27.68 937.4 28.18 954.3 28.68 971.2 29.18 988.1 29.68 1005.1 30.18 1022.0 30.68 1038.9 31.18 1055.9 27.69 937.7 28.19 954.6 28.69 971.6 29.19 988.5 29.69 1005.4 30.19 1022.4 30.69 1039.3 31.19 1056.2 27.70 938.0 28.20 955.0 28.70 971.9 29.20 988.8 29.70 1005.8 30.20 1022.7 30.70 1039.6 31.20 1056.6 27.71 938.4 28.21 955.3 28.71 972.2 29.21 989.2 29.71 1006.1 30.21 1023.0 30.71 1040.0 31.21 1056.9 27.72 938.7 28.22 955.6 28.72 972.6 29.22 989.5 29.72 1006.4 30.22 1023.4 30.72 1040.3 31.22 1057.2 27.73 939.0 28.23 956.0 28.73 972.9 29.23 989.8 29.73 1006.8 30.23 1023.7 30.73 1040.6 31.23 1057.6 27.74 939.4 28.24 956.3 28.74 973.2 29.24 990.2 29.74 1007.1 30.24 1024.0 30.74 1041.0 31.24 1057.9 27.75 939.7 28.25 956.7 28.75 973.6 29.25 990.5 29.75 1007.5 30.25 1024.4 30.75 1041.3 31.25 1058.2 27.76 940.1 28.26 957.0 28.76 973.9 29.26 990.8 29.76 1007.8 30.26 1024.7 30.76 1041.6 31.26 1058.6 27.77 940.4 28.27 957.3 28.77 974.3 29.27 991.2 29.77 1008.1 30.27 1025.1 30.77 1042.0 31.27 1058.9 27.78 940.7 28.28 957.7 28.78 974.6 29.28 991.5 29.78 1008.5 30.28 1025.4 30.78 1042.3 31.28 1059.3 27.79 941.1 28.29 958.0 28.79 974.9 29.29 991.9 29.79 1008.8 30.29 1025.7 30.79 1042.7 31.29 1059.6 27.80 941.4 28.30 958.3 28.80 975.3 29.30 992.2 29.80 1009.1 30.30 1026.1 30.80 1043.0 31.30 1059.9 27.81 941.8 28.31 958.7 28.81 975.6 29.31 992.6 29.81 1009.5 30.31 1026.4 30.81 1043.3 31.31 1060.3 27.82 942.1 28.32 959.0 28.82 976.0 29.32 992.9 29.82 1009.8 30.32 1026.8 30.82 1043.7 31.32 1060.6 27.83 942.4 28.33 959.4 28.83 976.3 29.33 993.2 29.83 1010.2 30.33 1027.1 30.83 1044.0 31.33 1061.0 27.84 942.8 28.34 959.7 28.84 976.6 29.34 992.6 29.84 1010.5 30.34 1027.4 30.84 1044.4 31.34 1061.3 27.85 943.1 28.35 960.0 28.85 977.0 29.35 993.9 29.85 1010.8 30.35 1027.8 30.85 1044.7 31.35 1061.6 27.86 943.4 28.36 960.4 28.86 977.3 29.36 994.2 29.86 1011.2 30.36 1028.1 30.86 1045.0 31.36 1062.0 27.87 943.8 28.37 960.7 28.87 977.7 29.37 994.6 29.87 1011.5 30.37 1028.4 30.87 1045.4 31.37 1062.3 27.88 944.1 28.38 961.1 28.88 978.0 29.38 994.9 29.88 1011.9 30.38 1028.8 30.88 1045.7 31.38 1062.6 27.89 944.5 28.39 961.4 28.89 978.3 29.39 995.3 29.89 1012.2 30.39 1029.1 30.89 1046.1 31.39 1063.0 27.90 944.8 28.40 961.7 28.90 978.7 29.40 995.6 29.90 1012.5 30.40 1029.5 30.90 1046.4 31.40 1063.3 27.91 945.1 28.41 962.1 28.91 979.0 29.41 995.9 29.91 1012.9 30.41 1029.8 30.91 1046.7 31.41 1063.7 27.92 945.5 28.42 962.4 28.92 979.3 29.42 996.3 29.92 1013.2 30.42 1030.1 30.92 1047.1 31.42 1064.0 27.93 945.8 28.43 962.8 28.93 979.7 29.43 996.6 29.93 1013.5 30.43 1030.5 30.93 1047.4 31.43 1064.3 27.94 946.2 28.44 963.1 28.94 980.0 29.44 997.0 29.94 1013.9 30.44 1030.8 30.94 1047.7 31.44 1064.7 27.95 946.5 28.45 963.4 28.95 980.4 29.45 997.3 29.95 1014.2 30.45 1031.2 30.95 1048.1 31.45 1065.0 27.96 946.8 28.46 963.8 28.96 980.7 29.46 997.6 29.96 1014.6 30.46 1031.5 30.96 1044.4 31.46 1065.4 27.97 947.2 28.47 964.1 28.97 981.0 29.47 998.0 29.97 1014.9 30.47 1031.8 30.97 1048.8 31.47 1065.7 27.98 947.5 28.48 964.4 28.98 981.4 29.48 998.3 29.98 1015.2 30.48 1032.2 30.98 1049.1 31.48 1066.0 27.99 947.9 28.49 964.8 28.99 981.7 29.49 998.6 29.99 1015.6 30.49 1032.5 30.99 1049.4 31.49 1066.4 4−2−4 Radio Communications

2/20/25 JO 7110.10EE Section 4. Automatic Flight Information Service (AFIS) 4−4−1. GENERAL a. AFIS is available at airports without an operating control tower and receiving LAA. b. Use the AFIS to provide advanced non-control information to aircraft, such as airport, meteorological, and pertinent NOTAM information. NOTE− Use of the AFIS by pilots is not mandatory but pilots who use two−way radio communication with the FSS are urged to use the service. c. FSS personnel must provide aircraft LAA information when the AFIS is not available. d. FSS personnel must review the AFIS recording for completeness, accuracy, speech rate, and proper enunciation before being transmitted. e. Broadcast, on the LAA frequency, the new airport AFIS phonetic alphabet identifier after each new recording. f. After establishing two-way radio communication, if the pilot does not state that he/she has the current AFIS code, the specialist must either: 1. Use LAA procedures to issue pertinent AFIS information, or 2. Advise the pilot to return to the AFIS frequency. g. AFIS broadcasts may be suspended within specified time periods. During these periods, the AFIS must contain a brief statement that the AFIS is suspended for the specified time and pilots should contact the FSS for LAA. PHRASEOLOGY− (Airport name) FLIGHT INFORMATION BROADCASTS ARE SUSPENDED UNTIL (time). CONTACT (facility name) RADIO ON (frequency) FOR AIRPORT INFORMATION. h. Part-time and seasonal facilities must record a message with the appropriate frequency and facility contact information as well as known information regarding resumption of LAA. PHRASEOLOGY− (Name of FSS) HOURS OF OPERATION ARE (time) LOCAL TIME TO (time) LOCAL TIME. THE COMMON TRAFFIC ADVISORY FREQUENCY IS (frequency) PILOT CONTROLLED LIGHTING IS AVAILABLE ON (frequency). FOR ADDITIONAL INFORMATION CONTACT (name of FSS) ON (frequency). (Name of FSS) IS CLOSED FOR THE WINTER SEASON. THE COMMON TRAFFIC ADVISORY FREQUENCY IS (frequency). PILOT CONTROLLED LIGHTING IS AVAILABLE ON (frequency). FOR ADDITIONAL INFORMATION CONTACT (name of FSS) ON (frequency). 4−4−2. FORMAT a. Begin each new AFIS message with the airport/facility name and a phonetic alphabet letter. Specialists must speak the phonetic alphabet letter at the end of the message and be used sequentially, beginning with “ALPHA,” ending with “Zulu.” Full-time facilities must repeat the letter without regard to the beginning of a new day. Part−time facilities must identify the first resumed broadcast message with “ALPHA.” b. Maintain an AFIS message that reflects the most current local airport information. 1. Make a new AFIS recording when any of the following occur: (a) Upon receipt of any new official weather, regardless of any change in values. Automatic Flight Information Service (AFIS) 4−4−1

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 (b) When runway braking action reports are received that indicate runway braking is worse than what was included in the current AFIS broadcast. (c) When there is a change in any other pertinent data for the airport or surrounding area, such as change in favored runway, new or canceled NOTAMs, AIRMETs, G−AIRMETS, Convective SIGMETs, CWAs, PIREPs, or other information that facilitates the repetitive transmission of essential but routine information. 2. Omit rapidly changing data. When this occurs, the AFIS must contain a statement advising pilots what facility to contact for the omitted data. EXAMPLE− “For latest ceiling/visibility/altimeter/wind/(other conditions) contact (facility and frequency).” c. Use the following format and include the following in AFIS broadcast as appropriate: 1. (Airport/facility name) airport information. 2. Phonetic alphabet designator. 3. Special routing procedures in effect (when appropriate for the Ketchikan area). 4. Time of the AFIS preparation (UTC) followed by the word “Zulu.” 5. Include the current weather observation and other pertinent remarks. The ceiling/sky conditions, visibility, and obstruction to vision may be omitted if the ceiling is above 5,000 feet and the visibility is more than five miles. (a) An aviation surface report is considered current for one hour beyond the standard time of observation (H+00) unless superseded by a special or local observation or by the next hourly report. (b) Do not broadcast obsolete data. EXAMPLE− “The weather is better than five thousand and five.” 6. Favored runway and additional local information, as required. 7. NOTAMs concerning local NAVAIDs and field conditions pertinent to flight. EXAMPLE− “Notices to Airmen, Iliamna NDB out of service.” “Transcribed weather broadcast out of service.” 8. Runway braking action or runway condition codes when provided. Include the time of the report. PHRASEOLOGY− RUNWAY (number) condition code (first value, second value, third value) AT (time). EXAMPLE− “Runway three-six condition code two, two, one at one zero one eight Zulu.” REFERENCE− FAA Order JO 7110.10, Para 4−3−3, Elements and Phraseology. 9. Low-level wind shear advisory, including those contained in the TAFs and in PIREPs. Include PIREP information at least 20 minutes following the report. EXAMPLE− “Low-level wind shear is forecast.” 10. Unauthorized laser illumination events. When a laser event is reported, include reported unauthorized laser illumination events on the AFIS broadcast for one hour following the last report. Include the time, location, altitude, color, and direction of the laser as reported by the pilot. PHRASEOLOGY− UNAUTHORIZED LASER ILLUMINATION EVENT, (UTC time), (location), (altitude), (color), (direction). EXAMPLE− “Unauthorized laser illumination event at zero one zero zero Zulu, eight-mile final runway one eight at three thousand feet, green laser from the southwest.” 4−4−2 Automatic Flight Information Service (AFIS)

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 11. Man-portable air defense systems (MANPADS) alert and advisory. Specify the nature and location of the threat or incident, whether reported or observed, and by whom, time (if known), and notification to pilots to advise ATC if they need to divert. PHRASEOLOGY− MANPADS ALERT. EXERCISE EXTREME CAUTION. MANPADS THREAT/ATTACK/POST-EVENT ACTIVITY OBSERVED/REPORTED BY (reporting agency) (location) AT (time, if known). (When transmitting to an individual aircraft) ADVISE ON INITIAL CONTACT IF YOU WANT TO DIVERT. EXAMPLE− “MANPADS alert. Exercise extreme caution. MANPADS threat reported by TSA, Anchorage area. Advise on initial contact if you want to divert.” “MANPADS alert. Exercise extreme caution. MANPADS attack observed by flight service one-half mile northwest of airfield at one-two-five-zero Zulu. Advise on initial contact if you want to divert.” NOTE− Upon receiving or observing an unauthorized MANPADS alert/advisory, handle in accordance with FAA Order JO 7210.3, paragraph 2−1−10, Handling MANPADS Incidents. 12. Any other advisories applicable to the area covered by the LAA. 13. Local frequency advisory. PHRASEOLOGY− CONTACT (facility name) RADIO ON (frequency) FOR TRAFFIC ADVISORIES. 14. Instructions for the pilot to acknowledge receipt of the AFIS message on initial contact. EXAMPLE− “Dillingham airport information ALPHA. One six five five Zulu. Wind one three zero at eight; visibility one five; ceiling four thousand overcast; temperature four, dew point three; altimeter two niner niner zero. Favored runway one niner. Notice to Airmen, Dillingham V−O−R out of service. Contact Dillingham Radio on one two three point six for traffic advisories. Advise on initial contact you have ALPHA.” “Kotzebue information ALPHA. One six five five Zulu. Wind, two one zero at five; visibility two, fog; ceiling one hundred overcast; temperature minus one two, dew point minus one four; altimeter three one zero five. Altimeter in excess of three one zero zero, high pressure altimeter setting procedures are in effect. Favored runway two six. Weather in Kotzebue surface area is below V−F−R minima—an ATC clearance is required. Notice to Airmen, Hotham NDB out of service. Contact Kotzebue Radio on one two three point six for traffic advisories and advise intentions. Advise on initial contact you have ALPHA.” Automatic Flight Information Service (AFIS) 4−4−3

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 6. Forecast. (a) Summarize from all available sources forecast information applicable to the proposed route and altitude(s), including but not limited to clouds, visibilities, icing, turbulence, and precipitation as described in the area forecast (graphical or textual based on the location). Include forecast information for the departure airport if, in the briefer’s judgement, it provides a better picture. (b) Provide the forecast wind in knots and degrees referenced to true north, and provide temperatures in degrees Fahrenheit. Interpolate wind directions and speeds between levels and stations as necessary. NOTE− Forecast winds aloft temperatures may be omitted if, in the briefer’s assessment, they do not have an impact on the safety of the flight. (c) Provide the destination forecast, including significant changes expected within one hour before and after the ETA. (d) Provide trends that confirm or refute weather advisories. (e) Provide the information in a logical order: departure, climb out, en route, descent, and arrival. NOTE− A catalog of resources can be found in Chapter 5, Section 3, Briefing Display. 7. NOTAMs. (a) Provide pertinent NOTAMs for the departure, en route, and destination including those for special activity airspace (SAA) such as restricted areas, aerial refueling tracks and anchors, and lights out/night vision goggle operations. NOTE− Other SAA NOTAMs such as military operations areas (MOA), warning areas, and military training routes are considered “upon request” briefing items. (b) Combine this element with adverse conditions when it might influence the pilot to alter the proposed flight (for example, airport/runway closures, air traffic delays, and TFRs). 8. Prohibited areas P−40, P−56, and the SFRA for Washington, DC. Include this element when pertinent to the route of flight. Advise the pilot that VFR flight within 60 miles of the DCA VOR/DME requires special awareness training, unless the pilot advises they are aware of the requirement or the system indicates the pilot has opted out of receiving the advisory. NOTE− 1. Automated systems may provide pilots with the preference to opt-out from receiving this statement by pilots acknowledging they have read and understood the advisory. 2. Refer to 14 CFR 91.161 and 14 CFR 93 for additional information including special awareness for flights in and around SFRAs and/or areas that require special air traffic rules. 9. ATC delays. Inform the pilot of ATC delays and/or flow control advisories that might affect the proposed flight. 10. Solicitation of PIREPs. Request a report when in your judgment, a report of actual in-flight conditions is beneficial or when conditions meet criteria for solicitation of PIREPs (see Chapter 8, Section 1). (a) This element should not be provided as a generic statement. (b) To the extent possible, the solicitation should be accompanied by a specific request. EXAMPLE− “Please give us a pilot report regarding the forecast mountain obscuration through the Pass.” “Pilot reports are requested for icing conditions near Grand Forks.” “If able, please provide a pilot report about bases and tops in the vicinity of Atlanta De Kalb-Peachtree airport.” (c) Advise pilots they may contact an FSS to report en route conditions. Pilot Briefing 5−2−5

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 11. Upon Request. Provide any information requested by the pilot, if available (for example, approximate density altitude data, customs/immigration procedures, ADIZ rules, other published information, FDC NOTAMs, and military NOTAMs). 5−2−6. DELIVERY OF ABBREVIATED BRIEFINGS Abbreviated briefings emphasize the more dynamic briefing elements that may have changed since a standard briefing was obtained. It helps the users focus on specific risk areas for the intended flight in an efficient manner and allows users to be proactive in reacting to changing conditions while in-flight. a. Obtain background information in accordance with subparagraph 5−2−5a. b. If applicable, issue the international cautionary advisory in accordance with subparagraph 5−2−5b. c. When a pilot desires specific information, only provide the requested information. If adverse conditions are reported or forecast, advise the pilot. At the pilot’s request, provide details on these conditions, in accordance with subparagraphs 5−2−5c1–c3. d. When a pilot requests an update to a previous briefing, obtain from the pilot the time the briefing was received if not evident or already known. To the extent possible, limit the briefing to appreciable changes in meteorological and aeronautical conditions since the previous briefing. Provide the information in the sequence listed in paragraph 5−2−5. e. When a pilot requests to file a flight plan only, and adverse conditions are reported or forecast for the proposed route, ask if the pilot requires the information. If requested, provide details on these conditions, in accordance with subparagraph 5−2−5c1–c3). f. Solicit PIREPs in accordance with subparagraph 5−2−5c10. NOTE− Automated systems may provide a variety of options for pilots to obtain updates such as adverse conditions alerting capabilities, text messages, or interactive displays, etc. 5−2−7. DELIVERY OF OUTLOOK BRIEFINGS Outlook briefings provide a general indication of which elements may be a factor during a flight and should only be used during planning six hours or more from the ETD. a. Conduct the briefing in accordance with paragraph 5−2−5. Omit items in subparagraphs c2, c3, c5, and c6(b) through c10, unless specifically requested by the pilot or deemed pertinent by the specialist. b. When the proposed flight is scheduled to be conducted beyond the valid time of the available forecast data, provide a general outlook and then advise the pilot when complete forecast data will be available for the proposed flight. NOTE− Automated systems may provide a variety of options for pilots to obtain forecast data beyond six hours from ETD such as interactive displays, text summaries, etc. 5−2−6 Pilot Briefing

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 Chapter 7. NOTAM Services Section 1. General 7−1−1. DESCRIPTION The primary task of the NOTAM position is NOTAM management including, but not limited to, the classification, processing, and dissemination of NOTAMs. NOTAM services are provided in accordance with FAA Order 7930.2, Notice to Airmen (NOTAM), applicable LOAs, and approved local procedures. NOTE− The NOTAM position may be combined with the flight data position (or another operational position). See approved local procedures. 7−1−2. ACCOUNTABILITY a. FSS personnel, regardless of position, must immediately report any situation or condition considered an immediate hazard to flight to the most appropriate air traffic facility. Other situations should be reported on a priority basis to the appropriate accountable organization. b. FSS specialists must accept all aeronautical information regardless of source or subject matter, provided the occurrence is no more than seven days in the future. c. The party that originates the NOTAM on behalf of the accountable organization is responsible for the accuracy, origination, and cancellation of the NOTAM. d. Alaska FSS personnel receiving NOTAM information that requires action by another FSS must forward the information to that FSS for appropriate action as soon as practicable. For example, if Kenai FSS receives a NOTAM for Homer FSS, the Kenai NOTAM specialist will forward it to Homer to issue. e. The certified source is responsible for the correct classification and format of the NOTAM and for ensuring that facilities affected by the NOTAM are aware of the new NOTAM. f. FSS specialists are responsible for issuing NOTAMs that are not covered in any example in FAA Order 7930.2, Notice to Airmen (NOTAM), but meet NOTAM criteria. If, after consulting with management, a format cannot be determined, management should contact the USNOF for assistance. NOTE− 1. A certified source or NOTAM originator (for example, airport operator, Tech Ops AIS/service provider, or FSS) is the party who enters/submits a NOTAM to the NOTAM System (NS) on behalf of the accountable organization using an approved direct entry tool or interface. 2. An accountable organization is responsible for accurately reporting the condition considered to be a hazard or potential hazard to flight operations. Reporting the condition must be accomplished by ensuring that procedures are developed to establish NOTAM origination and coordination responsibilities. REFERENCE− FAA Order 7930.2, Para 1−3−1, Air Traffic Organization (ATO). 7−1−3. SYSTEM OUTAGES Follow approved local procedures for scheduled and unscheduled NOTAM system outages. General 7−1−1

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 Section 2. NOTAM Handling 7−2−1. RESPONSIBILITY Specialists working the NOTAM position must: a. Provide NOTAM services in accordance with FAA Order 7930.2, Notice to Airmen (NOTAM), applicable LOAs, and approved local procedures. b. Have access to the NOTAM processing system(s) applicable to their facility. c. Ensure that all NOTAM information received is from an authorized source. When potential NOTAM information or an unsafe condition report is received from an unauthorized NOTAM source, handle the information in accordance with FAA Order 7930.2, paragraph 5−1−2, Handling Reported Aerodrome Conditions. Authorized sources include: 1. Airport operators. Authorized personnel list. 2. Air traffic personnel. Facility, position, and operating initials. 3. Other sources (list not all−inclusive). (a) Certificate of waiver or authorization (COA) or waiver holder, company name, source name. (b) Tower light operators, company name, source name. d. Monitor assigned NOTAM system (for example, ENII or NOTAM Manager) and process requests. e. Process requests received via telephone, regardless of FPA/AOR. f. Process corrections requested by the USNOF via phone or SVC B. g. Accept and submit all D−NOTAMs for locations within the NAS. NOTE− The USNOF is responsible for monitoring and converting applicable NOTAMs to the international format. No further action is required by the FSS specialist. h. Check publications (for example, charts, chart supplements, etc.) to avoid duplication of aeronautical information. When new publications/charts become effective, follow the requirements established in FAA Order 7930.2. i. Establish NOTAM effective dates/times. When a source only provides a beginning date/time, the specialist must clarify an agreed−upon ending date/time prior to issuing the NOTAM. Specialists must ensure the publication process has been initiated prior to selecting PERM as the ending date/time. REFERENCE− FAA Order 7930.2, Para 3−1−4, Permanent (PERM) NOTAM Process. j. Edit and correct requests containing more than one NOTAM. k. Replace/amend NOTAMs. NOTE− Active NOTAMs cannot be changed. The process of replacing/amending a NOTAM requires the cancellation of the existing NOTAM and the issuance of a new NOTAM. l. Reject NOTAM issuance requests when appropriate (for example, duplicate, request does not meet NOTAM criteria). If there is uncertainty about the data received, the specialist must contact the NOTAM originator prior to rejecting a NOTAM. m. Coordinate NOTAMs with affected ATC facilities. 1. NOTAM coordination in the CONUS is performed by the ARTCC flight data units. NOTAM Handling 7−2−1

JO 7110.10EE 2/20/25 2. FSS must coordinate NOTAMs with ATC during NOTAM system outages in accordance with local procedures. 7−2−2. RECORDING NOTAM INFORMATION Specialists must record complete contact information for NOTAM requests received via telephone in the appropriate NOTAM processing system. This information is used during NOTAM validation or when clarification is needed, which could be an extended amount of time after issuance or cancellation. NOTE− See approved local procedures for definition of “complete contact information.” 7−2−2 NOTAM Handling

2/20/25 JO 7110.10EE EXAMPLE− 9HRA becomes Q9HRA 5744233 becomes Q744233 2. Flight Rules (Item 8a) (a) Flight rules are always required. (b) Flight rules must indicate IFR (I) or VFR (V). (c) For composite flight plans, submit separate flight plans for the IFR and VFR portions of the flight. Specify in Item 15 the point or points where change of flight rules is planned. The IFR plan will be routed to ATC, and the VFR plan will be routed to a Flight Service for Search and Rescue services. NOTE− The pilot is responsible for opening and closing the VFR flight plan. ATC does not have knowledge of a VFR flight plan’s status. 3. Type of Flight (Item 8b) (a) The type of flight is optional for flights remaining wholly within U.S. domestic airspace. (b) Indicate the type of flight as follows:  G − General Aviation  S − Scheduled Air Service  N − Non-Scheduled Air Transport Operation  M − Military  X − other than any of the defined categories above 4. Equipment and Capabilities (Item 10, Item 18 NAV/, COM/, DAT/, SUR/) (a) Equipment and capabilities that can be filed in a flight plan include:  Navigation capabilities in Item 10a, Item 18 PBN/, and Item 18 NAV/  Voice communication capabilities in Item 10a and Item 18 COM/  Data communication capabilities in Item 10a and Item 18 DAT/  Approach capabilities in Item 10a and Item 18 NAV/  Surveillance capabilities in Item 10b and Item 18 SUR/ (b) Codes allowed in Item 10a are shown in TBL A−2. Codes allowed in Item 10b are shown in TBL A−3. Codes recognized in Item 18 NAV/, COM/, DAT/ and SUR/ are shown in TBL A−4. Note that other service providers may define additional allowable (and required) codes for use in Item 18 NAV/, COM/, DAT/, or SUR/. Codes to designate PBN capability are described in TBL A−5. Radio communication, navigation and approach aid equipment and capabilities ENTER one letter as follows: N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, OR S if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (see Note 1), AND/OR ENTER one or more of the following letters from TBL A−2 to indicate the serviceable COM/NAV/ approach aid equipment and capabilities available. FAA Form 7233−4, International Flight Plan Appendix A−3

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 TBL A−2 Item 10a Navigation, Communication, and Approach Aid Capabilities A GBAS Landing System J7 CPDLC FANS 1/A SATCOM (Iridium) B LPV (APV with SBAS) K MLS C LORAN C L ILS D DME M1 ATC SATVOICE (INMARSAT) E1 FMC WPR ACARS M2 Reserved E2 D−FIS ACARS M3 ATC RTF (Iridium) E3 PDC ACARS O VOR F ADF P1 CPDLC RCP 400 (see Note 7) G GNSS (see Note 2) P2 CPDLC RCP 240 (see Note 7) H HF RTF P3 SATVOICE RCP 400 (see Note 7) I Inertial Navigation P4−P9 Reserved for RCP J1 CPDLC ATN VDL Mode 2 (see Note 3) R PBN Approved (see Note 4) J2 CPDLC FANS 1/A HFDL T TACAN J3 CPDLC FANS 1/A VDL Mode A U UHF RTF J4 CPDLC FANS 1/A Mode 2 V VHF RTF J5 CPDLC FANS 1/A SATCOM (INMARSAT) W RVSM Approved J6 Reserved X MNPS Approved/North Atlantic (NAT) High Level Airspace (HLA) approved Y VHF with 8.33 kHz Channel Spacing Capability Z Other equipment carried or other capabilities (see Note 5) Any alphanumeric characters not indicated above are reserved. NOTE− 1. If the letter “S” is used, standard equipment is considered to be VHF RTF, VOR, and ILS, unless another combination is prescribed by the appropriate ATS authority. 2. If the letter “G” is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator NAV/ and separated by a space. EXAMPLE− NAV/SBAS 3. See RTCA/EUROCAE Interoperability Requirements Standard for ATN Baseline 1 (ATN B1 INTEROP Standard − DO−280B/ED−110B) for data link services air traffic control clearance and information/air traffic control communications management/air traffic control microphone check. 4. If the letter “R” is used, the performance-based navigation levels that can be met are specific in Item 18 following the indicator PBN/. Guidance material on the application of performance-based navigation to a specific route segment, route, or area is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). 5. If the letter “Z” is used, specify in Item 18 the other equipment carried or other capabilities, preceded by COM/, NAV/, and/or DAT, as appropriate. 6. Information on navigation capability is provided to ATC for clearance and routing purposes. 7. Guidance on the application of performance-based communication, which prescribes RCP to an air traffic service in a specific area, is contained in the Performance-based Communication and Surveillance (PBCS) Manual (Doc 9869). Appendix A−4 FAA Form 7233−4, International Flight Plan

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 TBL A−13 Filing for Performance Based Navigation (PBN) Routes Type of Routing Capability Required Item 10a Item 18 PBN/ See Note 2 Item 18 NAV/ See Note 3 Notes RNAV SID or STAR (See Note 1) RNAV 1 GR D2 If GNSS DIR D4 If DME/DME/ IRU RNP SID or STAR (See Note 2) RNP 1 GNSS GR O2 If GNSS only RNP 1 GNSS DGIR O1 If GNSS primary and DME/DME/ IRU backup RNP SID or STAR with RF required (See Note 2) RNP 1 GNSS GRZ O2 Z1 If GNSS only RNP 1 GNSS DGIRZ O1 Z1 If GNSS primary and DME/DME/ IRU backup Domestic Q−Route (see separate requirements for Gulf of America Q− Routes) RNAV 2 GR C2 If GNSS DIR C4 If DME/DME/ IRU T−Route RNAV 2 GR C2 GNSS is required for T-Routes RNAV (GPS) Approach RNP Approach, GPS GR S1 Domestic arrivals do not need to file PBN approach capabilities to request the approach. RNAV (GPS) Approach RNP Approach, GPS Baro−VNAV GR S2 RNAV (GPS) Approach with RF required RNP Approach, GPS RF Capability GRZ S2 Z1 RNP AR Approach with RF RNP (Special Autho­ rization Required) RF Leg Capability GR T1 RNP AR approach without RF RNP (Special Autho­ rization Required) GR T2 NOTE− 1. If the flight is requesting an RNAV SID only (no RNAV STAR) or RNAV STAR only (no RNAV SID) then consult guidance on the FAA website at https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/air_traffic_services/flight_plan_filing . 2. PBN descriptor D1 includes the capabilities of D2, D3, and D4. PBN descriptor B1 includes the capabilities of B2, B3, B4, and B5. PBN descriptor C1 includes the capabilities of C2, C3, and C4. 3. In NAV/, descriptors for advanced capabilities (Z1, P1, R1, M1, and M2) should be entered as a single character string with no intervening spaces, and separated from any other entries in NAV/ by a space. EXAMPLE− NAV/Z1P1M2 SBAS 7. Automated Departure Clearance Delivery (DCL or PDC). When planning to use automated pre-departure clearance delivery capability, file as indicated below. FAA Form 7233−4, International Flight Plan Appendix A−11

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 (a) PDC provides pre-departure clearances from the FAA to the operator’s designated flight operations center, which then delivers the clearance to the pilot by various means. Use of PDC does not require any special flight plan entry. (b) DCL provides pre-departure clearances from the FAA directly to the cockpit/FMS via Controller Pilot Datalink Communications (CPDLC). Use of DCL requires flight plan entries as follows:  Include CPDLC codes in Item 10a only if the flight is capable of en route/oceanic CPDLC, the codes are not required for DCL.  Include Z in Item 10a to indicate there is information provided in Item 18 DAT/.  Include the clearance delivery methods of which the flight is capable, and order of preference in Item 18 DAT/. (See AIM 5−2−2) ○ VOICE − deliver clearance via Voice ○ PDC − deliver clearance via PDC ○ FANS − deliver clearance via FANS 1/A ○ FANSP − deliver clearance via FANS 1/A+ EXAMPLE− DAT/1FANS2PDC DAT/1FANSP2VOICE 8. Operating in Reduced Vertical Separation Minima (RVSM) Airspace (Item 10a). When planning to fly in RVSM airspace (FL 290 up to and including FL 410) then file as indicated below. (a) If capable and approved for RVSM operations, per AIM 4−6−1, Applicability and RVSM Mandate (Date/Time and Area), file a W in Item 10a. Include the aircraft registration mark in Item 18 REG/, which is used to post-operationally monitor the safety of RVSM operations.  Do not file a “W” in Item 10a if the aircraft is capable of RVSM operations, but is not approved to operate in RVSM airspace.  If RVSM capability is lost after the flight plan is filed, request that ATC remove the “W” from Item 10a. (b) When requesting to operate non-RVSM in RVSM airspace, using one of the exceptions identified in AIM 4−6−10, do not include a “W” in Item 10a. Include STS/NONRVSM in Item 18. STS/NONRVSM is used only as part of a request to operate non-RVSM in RVSM airspace. 9. Eligibility for Reduced Oceanic Separation. Indicate eligibility for the listed reduced separation minima as indicated in the tables below. Full Operational Requirements for these services are found in the U.S. Aeronautical Information Publication (AIP) ENR 7, Oceanic Operations, available at http://www.faa.gov/air_traffic/publications/atpubs/aip_html/index.html. TBL A−14 Filing for Gulf of America CTA Dimension of Separation Separation Minima ADS−C Surveillance Requirements Comm. Requirement PBN Requirement Flight Plan Entries ADS−C in Item 10b CPDLC in Item 10a PBN in Item 18 PBN/ (also file “R” in Item 10a) PBN in Item 18 NAV/ Lateral 50 NM N/A (ADS−C not required) Voice comm− HF or VHF as required to maintain contact over the entire route to be flown. RNP10 or RNP4 N/A N/A A1 or L1 N/A NOTE− If not RNAV10/RNP10 capable and planning to operate in the Gulf of America CTA, then put the notation NONRNP10 in Item 18 RMK/, preferably first. Appendix A−12 FAA Form 7233−4, International Flight Plan

2/20/25 JO 7110.10EE TBL A−20 Flight Routing Information Item International Flight Plan (FAA Form 7233−4) Domestic U.S. Requirements Equivalent Item on Domestic Flight Plan (FAA Form 7233−1) Departure Airport Item 13 Required Item 2 Departure Time Item 13 Required Item 1 Cruise Speed Item 15 Required N/A Requested Altitude Item 15 Required Item 3 Route Item 15 Required N/A Delay En Route Item 15, Item 18 DLE/ Required N/A Destination Airport Item 16 Required Item 11 Total Estimated Elapsed Item 16 Required Time Item Item 16 Item 18 ALTN/ (Destination Alternate) If necessary Alternate Airport RALT/ (En Route Alternate); No need to file for domestic U.S. TALT/ (Take-off Alternate) flight N/A Include when filing flight plan Estimated Elapsed Times Item 18 EET/ with center other than departure center N/A f. Instructions for Flight Routing Items 1. Departure Airport (Item 13, Item 18 DEP/) (a) Enter the departure airport. The airport should be identified using the four-letter location identifier from FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the departure field. This will permit entry of non-ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format. NOTE− While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropriate Interface Control Document upon transmission of the flight plan to the control facility. (b) When the intended departure airport (Item 13) is outside of domestic U.S. airspace, or if using the paper version of FAA Form 7233−4, or DoD equivalent, if the chosen flight plan filing service does not allow non-ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Zs (ZZZZ) in Item 13 and include the non−ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/. NOTE− Use of non-ICAO identifiers in Item 13 and Item 16 is only permissible when flight destination is within U.S. airspace. If the destination is outside of the U.S., then both Item 13 and Item 16 must contain either a valid ICAO airport identifier or ZZZZ. Use of non-ICAO departure point is not permitted in Item 13 if destination in Item 16 is outside of U.S. EXAMPLE− DEP/MD21 DEP/W29 BAY BRIDGE AIRPORT DEP/EMI211017 DEP/3925N07722W FAA Form 7233−4, International Flight Plan Appendix A−17

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 2. Departure Time (Item 13) Indicate the expected departure time using 4 digits, 2 digits for hours and 2 digits for minutes. Time is to be entered as Coordinated Universal Time (UTC). 3. Requested Cruising Speed (Item 15) (a) Include the requested cruising speed as True Airspeed in knots using an N followed by four digits. EXAMPLE− N0450 (b) Indicate the requested cruising speed in Mach using an M followed by three digits. EXAMPLE− M081 4. Requested Cruising Altitude or Flight Level (Item 15) (a) Indicate a Requested Flight Level using the letter F followed by 3 digits. EXAMPLE− F350 (b) Indicate a Requested Altitude in hundreds of feet using the letter A followed by 3 digits. EXAMPLE− A080 5. Route (Item 15) Provide the requested route of flight using a combination of published routes, latitude/longitude, and/or fixes in the following formats. (a) Consecutive fixes, lat/long points, NAVAIDs, and waypoints should be separated by the characters “DCT”, meaning direct. EXAMPLE− FLACK DCT IRW DCT IRW12503 4020N07205W DCT MONEY (b) A published route should be preceded by a fix that is published on the route, indicating where the route will be joined. The published route should be followed by a fix that is published as part of the route, indicating where the route will be exited. EXAMPLE− DALL3 EIC V18 MEI LGC4 (c) It is acceptable to specify intended speed and altitude changes along the route by appending an oblique stroke followed by the next speed and altitude. However, note that FAA ATC systems will neither process this information nor display it to ATC personnel. Pilots are expected to maintain the last assigned altitude and request revised altitude clearances from ATC. EXAMPLE− DCT APN J177 LEXOR/N0467F380 J177 TAM/N0464F390 J177 6. Delay En Route (Item 15, Item 18 DLE/) (a) ICAO defines Item 18 DLE/ to provide information about a delay en route. International flights with a delay outside U.S. domestic airspace should indicate the place and duration of the delay in Item 18 DLE/. The delay is expressed by a fix identifier followed by the duration in hours (H) and minutes (M), HHMM. EXAMPLE− DLE/EMI0140 (b) U.S. ATC systems will accept but not process information in DLE/. Therefore, for flights in the lower 48 states, it is preferable to include the delay as part of the route (Item 15). Delay in this format is specified by an oblique stroke (/) followed by the letter D, followed by 2 digits for hours (H) of delay, followed by a plus sign (+), followed by 2 digits for minutes (M) of delay: /DHH+MM. Appendix A−18 FAA Form 7233−4, International Flight Plan

JO 7110.10EE 2/20/25 8/7/25 JO 7110.10EE CHG 1 EXAMPLE− DCT EMI/D01+40 DCT MAPEL/D00+30 V143 DELRO DCT 7. Destination Airport (Item 16, Item 18 DEST/) (a) Enter the destination airport. The airport should be identified using the four-letter location identifier from FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the destination field. This will permit entry of non-ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format. NOTE− While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropriate Interface Control Document upon transmission of the flight plan to the control facility. (b) When the intended destination (Item 16) is outside of domestic US airspace, or if using the paper version of FAA Form 7233−4, or if the chosen flight plan filing service does not allow non-ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Zs (ZZZZ) in Item 13 and include the non-ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/. EXAMPLE− DEST/06A MOTON FIELD DEST/4AK6 DEST/MONTK DEST /3925N07722W 8. Total Estimated Elapsed Time (Item 16) All flight plans must include the total estimated elapsed time from departure to destination in hours (H) and minutes (M), format HHMM. 9. Alternate Airport (Item 16, Item 18 ALTN/) (a) When necessary, specify an alternate airport in Item 16 using the four-letter location identifier from FAA Order JO 7350.9 or ICAO Document 7910. When the airport does not have a four-letter location identifier, include ZZZZ in Item 16c and file the non-standard identifier in Item 18 ALTN/. (b) While the FAA does not require filing of alternate airports in the flight plan provided to ATC, rules for establishing alternate airports must be followed. (c) Adding an alternate may assist during Search and Rescue by identifying additional areas to search. (d) Although alternate airport information filed in a flight plan will be accepted by air traffic computer systems, it will not be presented to controllers. If diversion to an alternate airport becomes necessary, pilots are expected to notify ATC and request an amended clearance. EXAMPLE− ALTN/W50 2W2 10. Estimated Elapsed Times (EET) at boundaries or reporting points (Item 18 EET/) EETs are required for international or oceanic flights when crossing a Flight Information Region (FIR) boundary. The EET will include the ICAO four-letter location identifier for the FIR followed by the elapsed time to the FIR boundary (e.g., KZNY0245 indicates 2 hours, 45 minutes from departure until the New York FIR boundary). EXAMPLE− EET/MMFR0011 MMTY0039 KZAB0105 11. Remarks (Item 18 RMK/) Enter only those remarks pertinent to ATC or to the clarification of other flight plan information. Items of a personal nature are not accepted. NOTE− 1. “DVRSN” should be placed in Item 11 only if the pilot/company is requesting priority handling to their original destination from ATC as a result of a diversion as defined in the Pilot/Controller Glossary. FAA Form 7233−4, International Flight Plan Appendix A−19

JO 7110.10EE 2/20/25 3/15/07 7110.65R CHG 2 JO 7110.10EE CHG 1 8/7/25 2. Do not assume that remarks will be automatically transmitted to every controller. Specific ATC or en route requests should be made directly to the appropriate controller. g. Flight Specific Supplemental Information (Item 19) 1. Item 19 data must be included when completing FAA Form 7233−4. This information will be retained by the facility/organization that transmits the flight plan to Air Traffic Control (ATC), for Search and Rescue (SAR) purposes, but it will not be transmitted to ATC as part of the flight plan. 2. Do not include Supplemental Information as part of Item 18. The information in Item 19 is retained with the flight plan filing service for retrieval only if necessary. NOTE− Supplemental Information within Item 19 will be transmitted as a separate message to the destination FSS for VFR flight plans filed with a FSS or FAA contracted flight plan filing service. This will reduce the time necessary to conduct SAR actions should the flight become overdue, as this information will be readily available to the destination Flight Service Station. 3. Minimum required Item 19 entries for a domestic flight are Endurance, Persons on Board, Pilot Name and Contact Information, and Color of Aircraft. Additional entries may be required by foreign air traffic services, or at pilot discretion. (a) After E/ Enter fuel endurance time in hours and minutes. (b) After P/ Enter total number of persons on board using up to 30 alphanumeric characters. Enter TBN (to be notified) if the total number of persons is not known at the time of filing. EXAMPLE− P/005 P/TBN P/ON FILE CAPEAIR OPERATIONS (c) R/ (Radio) Cross out items not carried (d) S/ (Survival Equipment). Cross out items not carried. (e) J/ (Jackets) Cross out items not carried. (f) D/ (Life Raft/Dinghies) Enter number carried and total capacity. Indicate if covered and color. (g) A/ (Aircraft Color and Markings) Enter aircraft color(s). EXAMPLE− White Yellow Blue 4. N/ (Remarks. Not for ATC) select N if no remarks. Enter comments concerning survival equipment and information concerning personal GPS locating service, if utilized. Enter name and contact information for responsible party to verify VFR arrival/closure, if desired. Ensure party will be available for contact at ETA (for example; FBO is open at ETA). 5. C/ (Pilot) Enter name and contact information, including telephone number, of pilot-in-command. Ensure contact information will be valid at ETA in case SAR is necessary. Appendix A−20 FAA Form 7233−4, International Flight Plan

8/7/25 Pilot/Controller Glossary PILOT/CONTROLLER GLOSSARY PURPOSE 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. Terms used in this glossary that apply to flight service station (FSS) roles are included when they differ from air traffic control functions. These terms are followed by “[FSS].” d. This Glossary will be revised, as necessary, to maintain a common understanding of the system. EXPLANATION OF CHANGES e. Terms Added: AIRPLANE POWERED LIFT ROTORCRAFT VERTIPAD VERTIPORT f. Terms Deleted: LAHSO−DRY LAHSO−WET SIMPLIFIED DIRECTIONAL FACILITY (SDF) g. Terms Modified: AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC) AIRCRAFT AUTOMATED SERVICES FLIGHT SERVICE STATION HELICOPTER LAHSO LAND AND HOLD SHORT OPERATIONS NATIONAL FLIGHT DATA DIGEST (NFDD) NOTAM NOTICE TO AIR MISSIONS (NOTAM) TRAFFIC MANAGEMENT PROGRAM ALERT TRAFFIC PATTERN WEATHER RECONNAISSANCE AREA (WRA) PCG−1

Pilot/Controller Glossary 8/7/25 h. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes. PCG−2

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC)− An Air Traffic Tactical Operations facility responsible for monitoring and managing the flow of air traffic throughout the NAS, producing a safe, orderly, and expeditious flow of traffic while minimizing delays. The following functions are located at the ATCSCC: a. Central Altitude Reservation Function (CARF). Responsible for coordinating, planning, and approving special user requirements under the Altitude Reservation (ALTRV) concept. (See ALTITUDE RESERVATION.) b. Airport Reservation Office (ARO). Monitors the operation and allocation of reservations for unscheduled operations at airports designated by the Administrator as High Density Airports. These airports are generally known as slot controlled airports. The ARO allocates reservations on a first come, first served basis determined by the time the request is received at the ARO. (Refer to 14 CFR part 93.) (See CHART SUPPLEMENT.) c. U.S. Notice to Airmen (NOTAM) Office. Responsible for collecting, maintaining, and distributing NOTAMs for the U.S. civilian and military, as well as international aviation communities. (See NOTICE TO AIRMEN.) d. Weather Unit. Monitor all aspects of weather for the U.S. that might affect aviation including cloud cover, visibility, winds, precipitation, thunderstorms, icing, turbulence, and more. Provide forecasts based on observations and on discussions with meteorologists from various National Weather Service offices, FAA facilities, airlines, and private weather services. e. Air Traffic Organization (ATO) Space Operations and Unmanned Aircraft System (UAS); the Office of Primary Responsibility (OPR) for all space and upper class E tactical operations in the National Airspace System (NAS). AIR TRAFFIC SERVICE− A generic term meaning: a. Flight Information Service. b. Alerting Service. c. Air Traffic Advisory Service. d. Air Traffic Control Service: 1. Area Control Service, 2. Approach Control Service, or 3. Airport Control Service. AIR TRAFFIC ORGANIZATION (ATO) − The FAA line of business responsible for providing safe and efficient air navigation services in the national airspace system. AIR TRAFFIC SERVICE (ATS) ROUTES − The term “ATS Route” is a generic term that includes “VOR Federal airways,” “colored Federal airways,” “jet routes,” and “RNAV routes.” The term “ATS route” does not replace these more familiar route names, but serves only as an overall title when listing the types of routes that comprise the United States route structure. AIRBORNE− An aircraft is considered airborne when all parts of the aircraft are off the ground. AIRBORNE DELAY− Amount of delay to be encountered in airborne holding. 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. AIRCRAFT− Device(s) that are used or intended to be used for flight in the air, and when used in air traffic control terminology, may include the flight crew. The term is inclusive of all types, including but not limited to, airplane, glider, lighter-than-air, powered-lift, and rotorcraft. (See ICAO term AIRCRAFT.) PCG A−7

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 AIRCRAFT [ICAO]− Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface. 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. (Refer to 14 CFR part 97.) AIRCRAFT CLASSES− For the purposes of Wake Turbulence Separation Minima, ATC classifies aircraft as Super, Heavy, Large, and Small as follows: a. Super. The Airbus A-380-800 (A388) and the Antonov An-225 (A225) are classified as super. b. 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. c. Large− Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to but not including 300,000 pounds. d. Small− Aircraft of 41,000 pounds or less maximum certificated takeoff weight. (Refer to AIM.) AIRCRAFT CONFLICT− Predicted conflict, within EDST of two aircraft, or between aircraft and airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or less. A Yellow alert is used when the predicted minimum separation is between 5 and approximately 12 nautical miles. A Blue alert is used for conflicts between an aircraft and predefined airspace. (See EN ROUTE DECISION SUPPORT TOOL.) AIRCRAFT HAZARD AREA (AHA)− Used by ATC to segregate air traffic from a launch vehicle, reentry vehicle, amateur rocket, jettisoned stages, hardware, or falling debris generated by failures associated with any of these activities. An AHA is designated via NOTAM as either a TFR or stationary ALTRV. Unless otherwise specified, the vertical limits of an AHA are from the surface to unlimited. (See CONTINGENCY HAZARD AREA.) (See REFINED HAZARD AREA.) (See TRANSITIONAL HAZARD AREA.) AIRCRAFT LIST (ACL)− A view available with EDST that lists aircraft currently in or predicted to be in a particular sector’s airspace. The view contains textual flight data information in line format and may be sorted into various orders based on the specific needs of the sector team. (See EN ROUTE DECISION SUPPORT TOOL.) AIRCRAFT SURGE LAUNCH AND RECOVERY− Procedures used at USAF bases to provide increased launch and recovery rates in instrument flight rules conditions. ASLAR is based on: a. Reduced separation between aircraft which is based on time or distance. Standard arrival separation applies between participants including multiple flights until the DRAG point. The DRAG point is a published location on an ASLAR approach where aircraft landing second in a formation slows to a predetermined airspeed. The DRAG point is the reference point at which MARSA applies as expanding elements effect separation within a flight or between subsequent participating flights. PCG A−8

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary b. ASLAR procedures must be covered in a Letter of Agreement between the responsible USAF military ATC facility and the concerned Federal Aviation Administration facility. Initial Approach Fix spacing requirements are normally addressed as a minimum. AIRCRAFT WAKE TURBULENCE CATEGORIES− For the purpose of Wake Turbulence Recategorization (RECAT) Separation Minima, ATC groups aircraft into categories ranging from Category A through Category I, dependent upon the version of RECAT that is applied. Specific category assignments vary and are listed in the RECAT Orders. AIRMEN’S METEOROLOGICAL INFORMATION (AIRMET)− A concise description of an occurrence or expected occurrence of specified en route weather phenomena that may affect the safety of aircraft operations, but at intensities lower than those that require the issuance of a SIGMET. An AIRMET may be issued when any of the following weather phenomena are occurring or expected to occur: a. Moderate turbulence b. Low−level windshear c. Strong surface winds greater than 30 knots d. Moderate icing e. Freezing level f. Mountain obscuration g. IFR (See CONVECTIVE SIGMET.) (See CWA.) (See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.) (See SAW.) (See SIGMET.) (Refer to AIM.) AIRPLANE− An engine-driven fixed-wing aircraft heavier than air that is supported in flight by the dynamic reaction of the air against its wings. AIRPORT− An area on land or water that is used or intended to be used for the landing and takeoff of aircraft and includes its buildings and facilities, if any. 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. (See LOCAL AIRPORT ADVISORY.) (Refer to AIM.) AIRPORT ARRIVAL RATE (AAR)− A dynamic input parameter specifying the number of arriving aircraft which an airport or airspace can accept from the ARTCC per hour. The AAR is used to calculate the desired interval between successive arrival aircraft. AIRPORT DEPARTURE RATE (ADR)− A dynamic parameter specifying the number of aircraft which can depart an airport and the airspace can accept per hour. AIRPORT ELEVATION− The highest point of an airport’s usable runways measured in feet from mean sea level. (See TOUCHDOWN ZONE ELEVATION.) (See ICAO term AERODROME ELEVATION.) 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 PCG A−9

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 Lights/Sequenced Flashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light Systems are: 1. ALSF-1− Approach Light System with Sequenced Flashing Lights in ILS Cat-I configuration. 2. 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. 3. SSALF− Simplified Short Approach Light System with Sequenced Flashing Lights. 4. SSALR− Simplified Short Approach Light System with Runway Alignment Indicator Lights. 5. MALSF− Medium Intensity Approach Light System with Sequenced Flashing Lights. 6. MALSR− Medium Intensity Approach Light System with Runway Alignment Indicator Lights. 7. 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. 8. RAIL− Runway Alignment Indicator Lights− Sequenced Flashing Lights which are installed only in combination with other light systems. 9. ODALS− Omnidirectional Approach Lighting System consists of seven omnidirectional flashing lights located in the approach area of a nonprecision 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. (Refer to FAA Order JO 6850.2, Visual Guidance Lighting Systems.) 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” if he/she sees red/white, “above path” if white/white, and “below path” if red/red. Some airports serving large aircraft have three-bar VASIs which provide two visual glide paths to the same runway. 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. PAPIs radiate a directional pattern of high intensity red and white focused light beams which indicate that the pilot is “on path” if the pilot sees an equal number of white lights and red lights, with white to the left of the red; “above path” if the pilot sees more white than red lights; and “below path” if the pilot sees more red than white lights. i. Boundary Lights− Lights defining the perimeter of an airport or landing area. (Refer to AIM.) 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: PCG A−10

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary a. Visual. b. Nonprecision instrument. c. Precision instrument. (Refer to AIM.) AIRPORT REFERENCE POINT (ARP)− The approximate geometric center of all usable runway surfaces. AIRPORT RESERVATION OFFICE− Office responsible for monitoring the operation of slot controlled airports. It receives and processes requests for unscheduled operations at slot controlled airports. AIRPORT ROTATING BEACON− A visual NAVAID operated at many airports. At civil airports, alternating white and green flashes indicate the location of the airport. At military airports, the beacons flash alternately white and green, but are differentiated from civil beacons by dualpeaked (two quick) white flashes between the green flashes. (See INSTRUMENT FLIGHT RULES.) (See SPECIAL VFR OPERATIONS.) (See ICAO term AERODROME BEACON.) (Refer to AIM.) AIRPORT SURFACE DETECTION EQUIPMENT (ASDE)− Surveillance equipment specifically designed to detect aircraft, vehicular traffic, and other objects, on the surface of an airport, and to present the image on a tower display. Used to augment visual observation by tower personnel of aircraft and/or vehicular movements on runways and taxiways. There are three ASDE systems deployed in the NAS: a. ASDE−3− a Surface Movement Radar. b. ASDE−X− a system that uses an X−band Surface Movement Radar, multilateration, and ADS−B. c. Airport Surface Surveillance Capability (ASSC)− A system that uses Surface Movement Radar, multilateration, and ADS−B. 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. AIRPORT TAXI CHARTS− (See AERONAUTICAL CHART.) AIRPORT TRAFFIC CONTROL SERVICE− A service provided by a control tower for aircraft operating on the movement area and in the vicinity of an airport. (See MOVEMENT AREA.) (See TOWER.) (See ICAO term AERODROME CONTROL SERVICE.) AIRPORT TRAFFIC CONTROL TOWER− (See TOWER.) AIRSPACE CONFLICT− Predicted conflict of an aircraft and active Special Activity Airspace (SAA). AIRSPACE FLOW PROGRAM (AFP)− AFP is a Traffic Management (TM) process administered by the Air Traffic Control System Command Center (ATCSCC) where aircraft are assigned an Expect Departure Clearance Time (EDCT) in order to manage capacity and demand for a specific area of the National Airspace System (NAS). The purpose of the program is to mitigate the effects of en route constraints. It is a flexible program and may be implemented in various forms depending upon the needs of the air traffic system. 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. AIRSPEED− The speed of an aircraft relative to its surrounding air mass. The unqualified term “airspeed” means one of the following: PCG A−11

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 a. Indicated Airspeed− The speed shown on the aircraft airspeed indicator. This is the speed used in pilot/controller communications under the general term “airspeed.” (Refer to 14 CFR part 1.) b. True Airspeed− The airspeed of an aircraft relative to undisturbed air. Used primarily in flight planning and en route portion of flight. When used in pilot/controller communications, it is referred to as “true airspeed” and not shortened to “airspeed.” AIRSPACE RESERVATION− The term used in oceanic ATC for airspace utilization under prescribed conditions normally employed for the mass movement of aircraft or other special user requirements which cannot otherwise be accomplished. Airspace reservations must be classified as either “moving” or “stationary.” (See MOVING AIRSPACE RESERVATION) (See STATIONARY AIRSPACE RESERVATION.) (See ALTITUDE RESERVATION.) AIRSTART− The starting of an aircraft engine while the aircraft is airborne, preceded by engine shutdown during training flights or by actual engine failure. AIRWAY− A Class E airspace area established in the form of a corridor, the centerline of which is defined by radio navigational aids. (See FEDERAL AIRWAYS.) (See ICAO term AIRWAY.) (Refer to 14 CFR part 71.) (Refer to AIM.) AIRWAY [ICAO]− A control area or portion thereof established in the form of corridor equipped with radio navigational aids. AIRWAY BEACON− Used to mark airway segments in remote mountain areas. The light flashes Morse Code to identify the beacon site. (Refer to AIM.) AIS− (See AERONAUTICAL INFORMATION SERVICES.) AIT− (See AUTOMATED INFORMATION TRANSFER.) ALERFA (Alert Phase) [ICAO]− A situation wherein apprehension exists as to the safety of an aircraft and its occupants. ALERT− A notification to a position that there is an aircraft-to-aircraft or aircraft-to-airspace conflict, as detected by Automated Problem Detection (APD). ALERT AREA− (See SPECIAL USE AIRSPACE.) ALERT NOTICE (ALNOT)− A request originated by a flight service station (FSS) or an air route traffic control center (ARTCC) for an extensive communication search for overdue, unreported, or missing aircraft. ALERTING SERVICE− A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required. ALNOT− (See ALERT NOTICE.) ALONG−TRACK DISTANCE (ATD)− The horizontal distance between the aircraft’s current position and a fix measured by an area navigation system that is not subject to slant range errors. ALPHANUMERIC DISPLAY− Letters and numerals used to show identification, altitude, beacon code, and other information concerning a target on a radar display. PCG A−12

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary ALTERNATE AERODROME [ICAO]− An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for the flight. ALTERNATE AIRPORT− An airport at which an aircraft may land if a landing at the intended airport becomes inadvisable. (See ICAO term ALTERNATE AERODROME.) ALTIMETER SETTING− The barometric pressure reading used to adjust a pressure altimeter for variations in existing atmospheric pressure or to the standard altimeter setting (29.92). (Refer to 14 CFR part 91.) (Refer to AIM.) ALTITUDE− The height of a level, point, or object measured in feet Above Ground Level (AGL) or from Mean Sea Level (MSL). (See FLIGHT LEVEL.) a. MSL Altitude− Altitude expressed in feet measured from mean sea level. b. AGL Altitude− Altitude expressed in feet measured above ground level. c. Indicated Altitude− The altitude as shown by an altimeter. On a pressure or barometric altimeter it is altitude as shown uncorrected for instrument error and uncompensated for variation from standard atmospheric conditions. (See ICAO term ALTITUDE.) ALTITUDE [ICAO]− The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL). ALTITUDE READOUT− An aircraft’s altitude, transmitted via the Mode C transponder feature, that is visually displayed in 100-foot increments on a radar scope having readout capability. (See ALPHANUMERIC DISPLAY.) (Refer to AIM.) ALTITUDE RESERVATION (ALTRV)− Airspace utilization under prescribed conditions normally employed for the mass movement of aircraft or other special user requirements which cannot otherwise be accomplished. ALTRVs are approved by the appropriate FAA facility. ALTRVs must be classified as either “moving” or “stationary.” (See MOVING ALTITUDE RESERVATION.) (See STATIONARY ALTITUDE RESERVATION.) (See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.) ALTITUDE RESTRICTION− An altitude or altitudes, stated in the order flown, which are to be maintained until reaching a specific point or time. Altitude restrictions may be issued by ATC due to traffic, terrain, or other airspace considerations. ALTITUDE RESTRICTIONS ARE CANCELED− Adherence to previously imposed altitude restrictions is no longer required during a climb or descent. ALTRV− (See ALTITUDE RESERVATION.) AMVER− (See AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM.) APB− (See AUTOMATED PROBLEM DETECTION BOUNDARY.) APD− (See AUTOMATED PROBLEM DETECTION.) PCG A−13

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 APDIA− (See AUTOMATED PROBLEM DETECTION INHIBITED AREA.) APPROACH CLEARANCE− Authorization by ATC for a pilot to conduct an instrument approach. The type of instrument approach for which a clearance and other pertinent information is provided in the approach clearance when required. (See CLEARED APPROACH.) (See INSTRUMENT APPROACH PROCEDURE.) (Refer to AIM.) (Refer to 14 CFR part 91.) APPROACH CONTROL FACILITY− A terminal ATC facility that provides approach control service in a terminal area. (See APPROACH CONTROL SERVICE.) (See RADAR APPROACH CONTROL FACILITY.) APPROACH CONTROL SERVICE− Air traffic control service provided by an approach control facility for arriving and departing VFR/IFR aircraft and, on occasion, en route aircraft. At some airports not served by an approach control facility, the ARTCC provides limited approach control service. (See ICAO term APPROACH CONTROL SERVICE.) (Refer to AIM.) APPROACH CONTROL SERVICE [ICAO]− Air traffic control service for arriving or departing controlled flights. 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. APPROACH/DEPARTURE HOLD AREA− The locations on taxiways in the approach or departure areas of a runway designated to protect landing or departing aircraft. These locations are identified by signs and markings. APPROACH LIGHT SYSTEM− (See AIRPORT LIGHTING.) APPROACH SEQUENCE− The order in which aircraft are positioned while on approach or awaiting approach clearance. (See LANDING SEQUENCE.) (See ICAO term APPROACH SEQUENCE.) APPROACH SEQUENCE [ICAO]− The order in which two or more aircraft are cleared to approach to land at the aerodrome. APPROACH SPEED− The recommended speed contained in aircraft manuals used by pilots when making an approach to landing. This speed will vary for different segments of an approach as well as for aircraft weight and configuration. APPROACH WITH VERTICAL GUIDANCE (APV)– A term used to describe RNAV approach procedures that provide lateral and vertical guidance but do not meet the requirements to be considered a precision approach. APPROPRIATE ATS AUTHORITY [ICAO]− The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned. In the United States, the “appropriate ATS authority” is the Program Director for Air Traffic Planning and Procedures, ATP-1. APPROPRIATE AUTHORITY− a. Regarding flight over the high seas: the relevant authority is the State of Registry. b. Regarding flight over other than the high seas: the relevant authority is the State having sovereignty over the territory being overflown. PCG A−14

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary APPROPRIATE OBSTACLE CLEARANCE MINIMUM ALTITUDE− Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) APPROPRIATE TERRAIN CLEARANCE MINIMUM ALTITUDE− Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) (See MINIMUM VECTORING ALTITUDE.) APRON− A defined area on an airport or heliport intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, parking, or maintenance. With regard to seaplanes, a ramp is used for access to the apron from the water. (See ICAO term APRON.) APRON [ICAO]− A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, refueling, parking or maintenance. ARC− The track over the ground of an aircraft flying at a constant distance from a navigational aid by reference to distance measuring equipment (DME). AREA CONTROL CENTER [ICAO]− An air traffic control facility primarily responsible for ATC services being provided IFR aircraft during the en route phase of flight. The U.S. equivalent facility is an air route traffic control center (ARTCC). 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 30 NM arc centered on the IF bounded by a straight line extending through the IF perpendicular to the intermediate course. 2. LEFT BASE AREA− A 30 NM arc centered on the right corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30 NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc. PCG A−15

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 3. RIGHT BASE AREA− A 30 NM arc centered on the left corner IAF. The area shares a boundary with the straight-in area except that it extends out for 30 NM from the IAF and is bounded on the other side by a line extending from the IF through the FAF to the arc. AREA NAVIGATION (RNAV) GLOBAL POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH– A GPS approach, which requires vertical guidance, used in lieu of another type of PRM approach to conduct approaches to parallel runways whose extended centerlines are separated by less than 4,300 feet and at least 3,000 feet, where simultaneous close parallel approaches are permitted. Also used in lieu of an ILS PRM and/or LDA PRM approach to conduct Simultaneous Offset Instrument Approach (SOIA) operations. ARMY AVIATION FLIGHT INFORMATION BULLETIN− A bulletin that provides air operation data covering Army, National Guard, and Army Reserve aviation activities. ARO− (See AIRPORT RESERVATION OFFICE.) ARRESTING SYSTEM− A safety device consisting of two major components, namely, engaging or catching devices and energy absorption devices for the purpose of arresting both tailhook and/or nontailhook-equipped aircraft. It is used to prevent aircraft from overrunning runways when the aircraft cannot be stopped after landing or during aborted takeoff. Arresting systems have various names; e.g., arresting gear, hook device, wire barrier cable. (See ABORT.) (Refer to AIM.) ARRIVAL CENTER− The ARTCC having jurisdiction for the impacted airport. ARRIVAL DELAY− A parameter which specifies a period of time in which no aircraft will be metered for arrival at the specified airport. ARRIVAL/DEPARTURE WINDOW (ADW)− A depiction presented on an air traffic control display, used by the controller to prevent possible conflicts between arrivals to, and departures from, a runway. The ADW identifies that point on the final approach course by which a departing aircraft must have begun takeoff. ARRIVAL SECTOR (En Route)− An operational control sector containing one or more meter fixes on or near the TRACON boundary. ARRIVAL TIME− The time an aircraft touches down on arrival. ARSR− (See AIR ROUTE SURVEILLANCE RADAR.) ARTCC− (See AIR ROUTE TRAFFIC CONTROL CENTER.) ASDA− (See ACCELERATE-STOP DISTANCE AVAILABLE.) ASDA [ICAO]− (See ICAO Term ACCELERATE-STOP DISTANCE AVAILABLE.) ASDE− (See AIRPORT SURFACE DETECTION EQUIPMENT.) ASLAR− (See AIRCRAFT SURGE LAUNCH AND RECOVERY.) ASR− (See AIRPORT SURVEILLANCE RADAR.) ASR APPROACH− (See SURVEILLANCE APPROACH.) PCG A−16

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary ASSOCIATED− A radar target displaying a data block with flight identification and altitude information. (See UNASSOCIATED.) ATC− (See AIR TRAFFIC CONTROL.) ATC ADVISES− Used to prefix a message of noncontrol information when it is relayed to an aircraft by other than an air traffic controller. (See ADVISORY.) ATC ASSIGNED AIRSPACE− Airspace of defined vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between the specified activities being conducted within the assigned airspace and other IFR air traffic. (See SPECIAL USE AIRSPACE.) ATC CLEARANCE− (See AIR TRAFFIC CLEARANCE.) 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.” (Refer to 14 CFR part 91.) ATC PREFERRED ROUTE NOTIFICATION− EDST notification to the appropriate controller of the need to determine if an ATC preferred route needs to be applied, based on destination airport. (See ROUTE ACTION NOTIFICATION.) (See EN ROUTE DECISION SUPPORT TOOL.) ATC PREFERRED ROUTES− Preferred routes that are not automatically applied by Host. ATC REQUESTS− Used to prefix an ATC request when it is relayed to an aircraft by other than an air traffic controller. ATC SECURITY SERVICES− Communications and security tracking provided by an ATC facility in support of the DHS, the DoD, or other Federal security elements in the interest of national security. Such security services are only applicable within designated areas. ATC security services do not include ATC basic radar services or flight following. ATC SECURITY SERVICES POSITION− The position responsible for providing ATC security services as defined. This position does not provide ATC, IFR separation, or VFR flight following services, but is responsible for providing security services in an area comprising airspace assigned to one or more ATC operating sectors. This position may be combined with control positions. ATC SECURITY TRACKING− The continuous tracking of aircraft movement by an ATC facility in support of the DHS, the DoD, or other security elements for national security using radar (i.e., radar tracking) or other means (e.g., manual tracking) without providing basic radar services (including traffic advisories) or other ATC services not defined in this section. ATS SURVEILLANCE SERVICE [ICAO]– A term used to indicate a service provided directly by means of an ATS surveillance system. ATC SURVEILLANCE SOURCE– Used by ATC for establishing identification, control and separation using a target depicted on an air traffic control facility’s video display that has met the relevant safety standards for operational use and received from one, or a combination, of the following surveillance sources: a. Radar (See RADAR.) b. ADS-B (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST.) PCG A−17

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 c. WAM (See WIDE AREA MULTILATERATION.) (See INTERROGATOR.) (See TRANSPONDER.) (See ICAO term RADAR.) (Refer to AIM.) ATS SURVEILLANCE SYSTEM [ICAO]– A generic term meaning variously, ADS−B, PSR, SSR or any comparable ground−based system that enables the identification of aircraft. Note: A comparable ground−based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR. ATCAA− (See ATC ASSIGNED AIRSPACE.) ATCRBS− (See RADAR.) ATCSCC− (See AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER.) ATCT− (See TOWER.) ATD− (See ALONG−TRACK DISTANCE.) ATIS− (See AUTOMATIC TERMINAL INFORMATION SERVICE.) ATIS [ICAO]− (See ICAO Term AUTOMATIC TERMINAL INFORMATION SERVICE.) ATO− (See AIR TRAFFIC ORGANIZATION.) ATPA− (See AUTOMATED TERMINAL PROXIMITY ALERT.) ATS ROUTE [ICAO]− A specified route designed for channeling the flow of traffic as necessary for the provision of air traffic services. Note: The term “ATS Route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure, etc. ATTENTION ALL USERS PAGE (AAUP)- The AAUP provides the pilot with additional information relative to conducting a specific operation, for example, PRM approaches and RNAV departures. AUTOLAND APPROACH−An autoland system aids by providing control of aircraft systems during a precision instrument approach to at least decision altitude and possibly all the way to touchdown, as well as in some cases, through the landing rollout. The autoland system is a sub-system of the autopilot system from which control surface management occurs. The aircraft autopilot sends instructions to the autoland system and monitors the autoland system performance and integrity during its execution. AUTOMATED EMERGENCY DESCENT− (See EMERGENCY DESCENT MODE.) AUTOMATED INFORMATION TRANSFER (AIT)− A precoordinated process, specifically defined in facility directives, during which a transfer of altitude control and/or radar identification is accomplished without verbal coordination between controllers using information communicated in a full data block. AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM− A facility which can deliver, in a matter of minutes, a surface picture (SURPIC) of vessels in the area of a potential or actual search and rescue incident, including their predicted positions and their characteristics. (See FAA Order JO 7110.65, Para 10−6−4, INFLIGHT CONTINGENCIES.) PCG A−18

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary AUTOMATED PROBLEM DETECTION (APD)− An Automation Processing capability that compares trajectories in order to predict conflicts. AUTOMATED PROBLEM DETECTION BOUNDARY (APB)− The adapted distance beyond a facilities boundary defining the airspace within which EDST performs conflict detection. (See EN ROUTE DECISION SUPPORT TOOL.) AUTOMATED PROBLEM DETECTION INHIBITED AREA (APDIA)− Airspace surrounding a terminal area within which APD is inhibited for all flights within that airspace. AUTOMATED SERVICES–Services delivered via an automated system (that is, without human interaction). For example, flight plans, Notices to Airmen (NOTAMs), interactive maps, computer-generated text-to-speech messages, short message service, or email. 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 predicted loss of separation. Current distance between two aircraft on final will be displayed in line 3 of the full data block of the trailing aircraft in corresponding colors. 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) 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 Chart Supplement and approach charts. AUTOMATIC ALTITUDE REPORT− (See ALTITUDE READOUT.) 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 CARRIER LANDING SYSTEM− U.S. Navy final approach equipment consisting of precision tracking radar coupled to a computer data link to provide continuous information to the aircraft, monitoring capability to the pilot, and a backup approach system. AUTOMATIC DEPENDENT SURVEILLANCE (ADS) [ICAO]− A surveillance technique in which aircraft automatically provide, via a data link, data derived from on−board navigation and position fixing systems, including aircraft identification, four dimensional position and additional data as appropriate. 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 GNSS−derived position and other required information such as identity and velocity, which is then received by a ground−based or space−based receiver for processing and display at an air traffic control facility, as well as by suitably equipped aircraft. (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST IN.) (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST OUT.) (See COOPERATIVE SURVEILLANCE.) (See GLOBAL POSITIONING SYSTEM.) (See SPACE−BASED ADS−B.) PCG A−19

Pilot/Controller Glossary 2/20/25 AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST IN (ADS−B In)− Aircraft avionics capable of receiving ADS−B Out transmissions directly from other aircraft, as well as traffic or weather information transmitted from ground stations. (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST OUT.) (See AUTOMATIC DEPENDENT SURVEILLANCE−REBROADCAST.) (See FLIGHT INFORMATION SERVICE−BROADCAST.) (See TRAFFIC INFORMATION SERVICE−BROADCAST.) AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST OUT (ADS−B Out)− The transmitter onboard an aircraft or ground vehicle that periodically broadcasts its GNSS−derived position along with other required information, such as identity, altitude, and velocity. (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST.) (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST IN.) 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 DEPENDENT SURVEILLANCE- REBROADCAST (ADS-R)− A datalink translation function of the ADS−B ground system required to accommodate the two separate operating frequencies (978 MHz and 1090 MHz). The ADS−B system receives the ADS−B messages transmitted on one frequency and ADS−R translates and reformats the information for rebroadcast and use on the other frequency. This allows ADS−B In equipped aircraft to see nearby ADS−B Out traffic regardless of the operating link of the other aircraft. Aircraft operating on the same ADS−B frequency exchange information directly and do not require the ADS−R translation function. AUTOMATIC DIRECTION FINDER− An aircraft radio navigation system which senses and indicates the direction to a L/MF nondirectional radio beacon (NDB) ground transmitter. Direction is indicated to the pilot as a magnetic bearing or as a relative bearing to the longitudinal axis of the aircraft depending on the type of indicator installed in the aircraft. In certain applications, such as military, ADF operations may be based on airborne and ground transmitters in the VHF/UHF frequency spectrum. (See BEARING.) (See NONDIRECTIONAL BEACON.) AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA FSSs ONLY− The continuous broadcast of recorded non−control information at airports in Alaska where a FSS provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of essential but routine information such as weather, wind, altimeter, favored runway, braking action, airport NOTAMs, and other applicable information. The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS/AWOS frequency). AUTOMATIC TERMINAL INFORMATION SERVICE− The continuous broadcast of recorded noncontrol 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.” (See ICAO term AUTOMATIC TERMINAL INFORMATION SERVICE.) (Refer to AIM.) AUTOMATIC TERMINAL INFORMATION SERVICE [ICAO]− The provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a specified portion of the day. AUTOROTATION− A rotorcraft flight condition in which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion. PCG A−20

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary FLIGHT RECORDER [ICAO]− Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation. Note: See Annex 6 Part I, for specifications relating to flight recorders. FLIGHT SERVICE STATION (FSS)− An air traffic facility which provides pilot briefings, flight plan processing, en route flight advisories, search and rescue services, and assistance to lost aircraft and aircraft in emergency situations. FSS also relay ATC clearances, process Notices to Airmen, and broadcast aviation weather and aeronautical information. In Alaska, FSS provide Airport Advisory Services. (See FLIGHT PLAN AREA.) (See TIE-IN FACILITY.) FLIGHT STANDARDS DISTRICT OFFICE− An FAA field office serving an assigned geographical area and staffed with Flight Standards personnel who serve the aviation industry and the general public on matters relating to the certification and operation of air carrier and general aviation aircraft. Activities include general surveillance of operational safety, certification of airmen and aircraft, accident prevention, investigation, enforcement, etc. FLIGHT TERMINATION− The intentional and deliberate process of terminating the flight of a UA in the event of an unrecoverable lost link, loss of control, or other failure that compromises the safety of flight. 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 VISIBILITY− (See VISIBILITY.) FLIP− (See DoD FLIP.) FLY-BY WAYPOINT− A fly-by waypoint requires the use of turn anticipation to avoid overshoot of the next flight segment. FLY HEADING (DEGREES)− Informs the pilot of the heading he/she should fly. The pilot may have to turn to, or continue on, a specific compass direction in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading unless otherwise instructed by ATC. FLY-OVER WAYPOINT− A fly-over waypoint precludes any turn until the waypoint is overflown and is followed by an intercept maneuver of the next flight segment. FLY VISUAL TO AIRPORT− (See PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT.) FLYAWAY− When the pilot is unable to effect control of the aircraft and, as a result, the UA is not operating in a predictable or planned manner. FMA− (See FINAL MONITOR AID.) FMS− (See FLIGHT MANAGEMENT SYSTEM.) FORMATION FLIGHT− More than one aircraft which, by prior arrangement between the pilots, operate as a single aircraft with regard to navigation and position reporting. Separation between aircraft within the formation is the responsibility of the flight leader and the pilots of the other aircraft in the flight. This includes transition periods when aircraft within the formation are maneuvering to attain separation from each other to effect individual control and during join-up and breakaway. a. A standard formation is one in which a proximity of no more than 1 mile laterally or longitudinally and within 100 feet vertically from the flight leader is maintained by each wingman. PCG F−5

Pilot/Controller Glossary 2/20/25 b. Nonstandard formations are those operating under any of the following conditions: 1. When the flight leader has requested and ATC has approved other than standard formation dimensions. 2. When operating within an authorized altitude reservation (ALTRV) or under the provisions of a letter of agreement. 3. When the operations are conducted in airspace specifically designed for a special activity. (See ALTITUDE RESERVATION.) (Refer to 14 CFR part 91.) FRC− (See REQUEST FULL ROUTE CLEARANCE.) FREEZE/FROZEN− Terms used in referring to arrivals which have been assigned ACLTs and to the lists in which they are displayed. FREEZE HORIZON− The time or point at which an aircraft’s STA becomes fixed and no longer fluctuates with each radar update. This setting ensures a constant time for each aircraft, necessary for the metering controller to plan his/her delay technique. This setting can be either in distance from the meter fix or a prescribed flying time to the meter fix. FREEZE SPEED PARAMETER− A speed adapted for each aircraft to determine fast and slow aircraft. Fast aircraft freeze on parameter FCLT and slow aircraft freeze on parameter MLDI. FRIA− (See FAA−RECOGNIZED IDENTIFICATION AREA.) FRICTION MEASUREMENT− A measurement of the friction characteristics of the runway pavement surface using continuous self-watering friction measurement equipment in accordance with the specifications, procedures and schedules contained in AC 150/5320−12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces. FSDO− (See FLIGHT STANDARDS DISTRICT OFFICE.) FSPD− (See FREEZE SPEED PARAMETER.) FSS− (See FLIGHT SERVICE STATION.) FUEL DUMPING− Airborne release of usable fuel. This does not include the dropping of fuel tanks. (See JETTISONING OF EXTERNAL STORES.) FUEL REMAINING− A phrase used by either pilots or controllers when relating to the fuel remaining on board until actual fuel exhaustion. When transmitting such information in response to either a controller question or pilot initiated cautionary advisory to air traffic control, pilots will state the APPROXIMATE NUMBER OF MINUTES the flight can continue with the fuel remaining. All reserve fuel SHOULD BE INCLUDED in the time stated, as should an allowance for established fuel gauge system error. FUEL SIPHONING− Unintentional release of fuel caused by overflow, puncture, loose cap, etc. FUEL VENTING− (See FUEL SIPHONING.) FUSED TARGET­ (See DIGITAL TARGET) FUSION [STARS]- the combination of all available surveillance sources (airport surveillance radar [ASR], air route surveillance radar [ARSR], ADS-B, etc.) into the display of a single tracked target for air traffic control separation services. FUSION is the equivalent of the current single-sensor radar display. FUSION performance PCG F−6

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary H HAA− (See HEIGHT ABOVE AIRPORT.) HAL− (See HEIGHT ABOVE LANDING.) HANDOFF− An action taken to transfer the radar identification of an aircraft from one controller to another if the aircraft will enter the receiving controller’s airspace and radio communications with the aircraft will be transferred. HAT− (See HEIGHT ABOVE TOUCHDOWN.) HAVE NUMBERS− Used by pilots to inform ATC that they have received runway, wind, and altimeter information only. HAZARDOUS MATERIALS (HAZMAT)− Hazardous materials as defined by 49 Code of Federal Regulations (CFR) §171.8. (Refer to 49 CFR part 171.8) (Refer to AIM) 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), graphical airmen’s meteorological information (G−AIRMET) 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. HAZMAT− (See HAZARDOUS MATERIALS.) HEAVY (AIRCRAFT)− (See AIRCRAFT CLASSES.) HEIGHT ABOVE AIRPORT (HAA)− The height of the Minimum Descent Altitude above the published airport elevation. This is published in conjunction with circling minimums. (See MINIMUM DESCENT ALTITUDE.) HEIGHT ABOVE LANDING (HAL)− The height above a designated helicopter landing area used for helicopter instrument approach procedures. (Refer to 14 CFR part 97.) HEIGHT ABOVE TOUCHDOWN (HAT)− 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. (See DECISION HEIGHT.) (See MINIMUM DESCENT ALTITUDE.) HELICOPTER− A rotorcraft that, for its horizontal motion, depends principally on its engine-driven rotors. (See ROTORCRAFT.) HELIPAD− A small, designated area, usually with a prepared surface, on a heliport, airport, landing/takeoff area, apron/ramp, or movement area used for takeoff, landing, or parking of helicopters. PCG H−1

Pilot/Controller Glossary 2/20/25 HELIPORT− An area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters and includes its buildings and facilities if any. HELIPORT REFERENCE POINT (HRP)− The geographic center of a heliport. HERTZ− The standard radio equivalent of frequency in cycles per second of an electromagnetic wave. Kilohertz (kHz) is a frequency of one thousand cycles per second. Megahertz (MHz) is a frequency of one million cycles per second. HF− (See HIGH FREQUENCY.) HF COMMUNICATIONS− (See HIGH FREQUENCY COMMUNICATIONS.) HIGH FREQUENCY− The frequency band between 3 and 30 MHz. (See HIGH FREQUENCY COMMUNICATIONS.) HIGH FREQUENCY COMMUNICATIONS− High radio frequencies (HF) between 3 and 30 MHz used for air-to-ground voice communication in overseas operations. HIGH SPEED EXIT− (See HIGH SPEED TAXIWAY.) HIGH SPEED TAXIWAY− A long radius taxiway designed and provided with lighting or marking to define the path of aircraft, traveling at high speed (up to 60 knots), from the runway center to a point on the center of a taxiway. Also referred to as long radius exit or turn-off taxiway. The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time. HIGH SPEED TURNOFF− (See HIGH SPEED TAXIWAY.) HIGH UPDATE RATE SURVEILLANCE– A surveillance system that provides a sensor update rate of less than 4.8 seconds. HOLD FOR RELEASE− Used by ATC to delay an aircraft for traffic management reasons; i.e., weather, traffic volume, etc. Hold for release instructions (including departure delay information) are used to inform a pilot or a controller (either directly or through an authorized relay) that an IFR departure clearance is not valid until a release time or additional instructions have been received. (See ICAO term HOLDING POINT.) HOLD-IN-LIEU OF PROCEDURE TURN− A hold-in-lieu of procedure turn must be established over a final or intermediate fix when an approach can be made from a properly aligned holding pattern. The hold-in-lieu of procedure turn permits the pilot to align with the final or intermediate segment of the approach and/or descend in the holding pattern to an altitude that will permit a normal descent to the final approach fix altitude. The hold-in-lieu of procedure turn is a required maneuver (the same as a procedure turn) unless the aircraft is being radar vectored to the final approach course, when “NoPT” is shown on the approach chart, or when the pilot requests or the controller advises the pilot to make a “straight-in” approach. HOLD PROCEDURE− A predetermined maneuver which keeps aircraft within a specified airspace while awaiting further clearance from air traffic control. Also used during ground operations to keep aircraft within a specified area or at a specified point while awaiting further clearance from air traffic control. (See HOLDING FIX.) (Refer to AIM.) HOLDING FIX− A specified fix identifiable to a pilot by NAVAIDs or visual reference to the ground used as a reference point in establishing and maintaining the position of an aircraft while holding. (See FIX.) (See VISUAL HOLDING.) (Refer to AIM.) PCG H−2

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary L LAA− (See LOCAL AIRPORT ADVISORY.) LAANC− (See LOW ALTITUDE AUTHORIZATION AND NOTIFICATION CAPABILITY.) LAHSO− (See LAND AND HOLD SHORT OPERATIONS.) LAND AND HOLD SHORT OPERATIONS− Operations that 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 an intersecting runway or taxiway, a predetermined point, or an approach/departure flightpath. Pilots are expected to promptly inform the controller if the hold short clearance cannot be accepted. (Refer to AIM.) LAND−BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− 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. (See AIR DEFENSE IDENTIFICATION ZONE.) LANDING AREA− Any locality either on land, water, or structures, including airports/heliports and intermediate landing fields, which is used, or intended to be used, for the landing and takeoff of aircraft whether or not facilities are provided for the shelter, servicing, or for receiving or discharging passengers or cargo. (See ICAO term LANDING AREA.) LANDING AREA [ICAO]− That part of a movement area intended for the landing or take-off of aircraft. LANDING DIRECTION INDICATOR− A device which visually indicates the direction in which landings and takeoffs should be made. (See TETRAHEDRON.) (Refer to AIM.) LANDING DISTANCE AVAILABLE (LDA)− The runway length declared available and suitable for a landing airplane. (See ICAO term LANDING DISTANCE AVAILABLE.) LANDING DISTANCE AVAILABLE [ICAO]− The length of runway which is declared available and suitable for the ground run of an aeroplane landing. 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 MDA or DH must meet the conditions stated in 14 CFR section 91.175. (See CIRCLE-TO-LAND MANEUVER.) (See DECISION HEIGHT.) (See INSTRUMENT APPROACH PROCEDURE.) (See MINIMUM DESCENT ALTITUDE.) (See STRAIGHT-IN LANDING.) (See VISIBILITY.) (Refer to 14 CFR part 91.) PCG L−1

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 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. LANDING SEQUENCE− The order in which aircraft are positioned for landing. (See APPROACH SEQUENCE.) LAST ASSIGNED ALTITUDE− The last altitude/flight level assigned by ATC and acknowledged by the pilot. (See MAINTAIN.) (Refer to 14 CFR part 91.) LATERAL NAVIGATION (LNAV)– A function of area navigation (RNAV) equipment which calculates, displays, and provides lateral guidance to a profile or path. LATERAL SEPARATION− The lateral spacing of aircraft at the same altitude by requiring operation on different routes or in different geographical locations. (See SEPARATION.) LDA− (See LOCALIZER TYPE DIRECTIONAL AID.) (See LANDING DISTANCE AVAILABLE.) (See ICAO Term LANDING DISTANCE AVAILABLE.) LF− (See LOW FREQUENCY.) LIGHTED AIRPORT− An airport where runway and obstruction lighting is available. (See AIRPORT LIGHTING.) (Refer to AIM.) 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. The light gun is used for controlling traffic operating in the vicinity of the airport and on the airport movement area. (Refer to AIM.) LIGHT-SPORT AIRCRAFT (LSA)− An FAA-registered aircraft, other than a helicopter or powered-lift, that meets certain weight and performance. Principally it is a single−engine aircraft with a maximum of two seats and weighing no more than 1,430 pounds if intended for operation on water, or 1,320 pounds if not. It must be of simple design (fixed landing gear (except if intended for operations on water or a glider), piston powered, nonpressurized, with a fixed or ground adjustable propeller). Performance is also limited to a maximum airspeed in level flight of not more than 120 knots calibrated airspeed (CAS), have a maximum never-exceed speed of not more than 120 knots CAS for a glider, and have a maximum stalling speed, without the use of lift-enhancing devices of not more than 45 knots CAS. It may be certificated as either Experimental LSA or as a Special LSA aircraft. A minimum of a sport pilot certificate is required to operate light-sport aircraft. (Refer to 14 CFR part 1, §1.1.) 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. It is used when takeoff clearance cannot immediately be issued because of traffic or other reasons. (See CLEARED FOR TAKEOFF.) LOCAL AIRPORT ADVISORY (LAA)− A service available only in Alaska and provided by facilities that 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/AWOS data display, other continuous direct reading instruments, or manual observations available to the specialist. (See AIRPORT ADVISORY AREA.) PCG L−2

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary 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. (See TRAFFIC PATTERN.) LOCALIZER− The component of an ILS which provides course guidance to the runway. (See INSTRUMENT LANDING SYSTEM.) (See ICAO term LOCALIZER COURSE.) (Refer to AIM.) LOCALIZER COURSE [ICAO]− The locus of points, in any given horizontal plane, at which the DDM (difference in depth of modulation) is zero. LOCALIZER OFFSET− An angular offset of the localizer aligned within 3 of the runway alignment. LOCALIZER TYPE DIRECTIONAL AID (LDA)− A localizer with an angular offset that exceeds 3 of the runway alignment, used for nonprecision instrument approaches with utility and accuracy comparable to a localizer, but which are not part of a complete ILS. (Refer to AIM.) LOCALIZER TYPE DIRECTIONAL AID (LDA) PRECISION RUNWAY MONITOR (PRM) APPROACH− An approach, which includes a glideslope, used in conjunction with an ILS PRM, RNAV PRM or GLS PRM approach to an adjacent runway to conduct Simultaneous Offset Instrument Approaches (SOIA) to parallel runways whose centerlines are separated by less than 3,000 feet and at least 750 feet. NTZ monitoring is required to conduct these approaches. (See SIMULTANEOUS OFFSET INSTRUMENT APPROACH (SOIA).) (Refer to AIM) LOCALIZER USABLE DISTANCE− The maximum distance from the localizer transmitter at a specified altitude, as verified by flight inspection, at which reliable course information is continuously received. (Refer to AIM.) LOCATOR [ICAO]− An LM/MF NDB used as an aid to final approach. Note: A locator usually has an average radius of rated coverage of between 18.5 and 46.3 km (10 and 25 NM). LONG RANGE NAVIGATION− (See LORAN.) LONGITUDINAL SEPARATION− The longitudinal spacing of aircraft at the same altitude by a minimum distance expressed in units of time or miles. (See SEPARATION.) (Refer to AIM.) LORAN− An electronic navigational system by which hyperbolic lines of position are determined by measuring the difference in the time of reception of synchronized pulse signals from two fixed transmitters. Loran A operates in the 1750-1950 kHz frequency band. Loran C and D operate in the 100-110 kHz frequency band. In 2010, the U.S. Coast Guard terminated all U.S. LORAN-C transmissions. (Refer to AIM.) 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. (Refer to 14 CFR part 91.) (Refer to AIM.) LOST LINK (LL)− An interruption or loss of the control link, or when the pilot is unable to effect control of the aircraft and, as a result, the UA will perform a predictable or planned maneuver. Loss of command and control link between the Control Station and the aircraft. There are two types of links: PCG L−3

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 a. An uplink which transmits command instructions to the aircraft, and b. A downlink which transmits the status of the aircraft and provides situational awareness to the pilot. LOST LINK PROCEDURE− Preprogrammed or predetermined mitigations to ensure the continued safe operation of the UA in the event of a lost link (LL). In the event positive link cannot be established, flight termination must be implemented. LOW ALTITUDE AIRWAY STRUCTURE− The network of airways serving aircraft operations up to but not including 18,000 feet MSL. (See AIRWAY.) (Refer to AIM.) LOW ALTITUDE ALERT, CHECK YOUR ALTITUDE IMMEDIATELY− (See SAFETY ALERT.) LOW ALTITUDE AUTHORIZATION AND NOTIFICATION CAPABILITY (LAANC)− FAA and industry collaboration which automates the process of obtaining a required authorization for operations in controlled airspace. 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. (Refer to AIM.) LOW FREQUENCY (LF)− The frequency band between 30 and 300 kHz. (Refer to AIM.) LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (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). LUAW− (See LINE UP AND WAIT.) PCG L−4

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary N NAS− (See NATIONAL AIRSPACE SYSTEM.) NAT HLA– (See NORTH ATLANTIC HIGH LEVEL AIRSPACE.) NATIONAL AIRSPACE SYSTEM− 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 BEACON CODE ALLOCATION PLAN AIRSPACE (NBCAP)− Airspace over United States territory located within the North American continent between Canada and Mexico, including adjacent territorial waters outward to about boundaries of oceanic control areas (CTA)/Flight Information Regions (FIR). (See FLIGHT INFORMATION REGION.) NATIONAL FLIGHT DATA DIGEST (NFDD)− 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. NATIONAL SEARCH AND RESCUE PLAN− An interagency agreement which provides for the effective utilization of all available facilities in all types of search and rescue missions. NATIONAL SECURITY AREA (NSA)– (See SPECIAL USE AIRSPACE.) NAVAID− (See NAVIGATIONAL AID.) 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. Certain operational requirements make it necessary to use some of these aids at greater service ranges than specified. Extended range is made possible through flight inspection determinations. Some aids also have lesser service range due to location, terrain, frequency protection, etc. Restrictions to service range are listed in the Chart Supplement. NAVIGABLE AIRSPACE− Airspace at and above the minimum flight altitudes prescribed in the CFRs including airspace needed for safe takeoff and landing. (Refer to 14 CFR part 91.) NAVIGATION REFERENCE SYSTEM (NRS)− The NRS is a system of waypoints developed for use within the United States for flight planning and navigation without reference to ground based navigational aids. The NRS waypoints are located in a grid pattern along defined latitude and longitude lines. The initial use of the NRS will be in the high altitude environment. The NRS waypoints are intended for use by aircraft capable of point−to−point navigation. NAVIGATION SPECIFICATION [ICAO]− A set of aircraft and flight crew requirements needed to support performance−based navigation operations within a defined airspace. There are two kinds of navigation specifications: a. RNP specification. A navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP; e.g., RNP 4, RNP APCH. PCG N−1

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 b. RNAV specification. A navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV; e.g., RNAV 5, RNAV 1. Note: The Performance−based Navigation Manual (Doc 9613), Volume II contains detailed guidance on navigation specifications. NAVIGATIONAL AID− Any visual or electronic device airborne or on the surface which provides point-to-point guidance information or position data to aircraft in flight. (See AIR NAVIGATION FACILITY.) NAVSPEC­ (See NAVIGATION SPECIFICATION [ICAO].) NBCAP AIRSPACE− (See NATIONAL BEACON CODE ALLOCATION PLAN AIRSPACE.) NDB− (See NONDIRECTIONAL BEACON.) 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. NFDD− (See NATIONAL FLIGHT DATA DIGEST.) NIGHT− The time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time. (See ICAO term NIGHT.) NIGHT [ICAO]− The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise as may be specified by the appropriate authority. Note: Civil twilight ends in the evening when the center of the sun’s disk is 6 degrees below the horizon and begins in the morning when the center of the sun’s disk is 6 degrees below the horizon. 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. (Refer to AIM.) NO GYRO VECTOR− (See NO GYRO APPROACH.) NO TRANSGRESSION ZONE (NTZ)− The NTZ is a 2,000 foot wide zone, located equidistant between parallel runway or SOIA final approach courses, in which flight is normally not allowed. NONAPPROACH CONTROL TOWER− Author-izes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D airspace. The primary function of a nonapproach control tower is the sequencing of aircraft in the traffic pattern and on the landing area. Nonapproach 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. NONCOMMON ROUTE/PORTION− That segment of a North American Route between the inland navigation facility and a designated North American terminal. NON−COOPERATIVE SURVEILLANCE− Any surveillance system, such as primary radar, that is not dependent upon the presence of any equipment on the aircraft or vehicle to be tracked. (See COOPERATIVE SURVEILLANCE.) (See RADAR.) PCG N−2

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary NONDIRECTIONAL BEACON− An L/MF or UHF radio beacon transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction finding equipment can determine his/her bearing to or from the radio beacon and “home” on or track to or from the station. When the radio beacon is installed in conjunction with the Instrument Landing System marker, it is normally called a Compass Locator. (See AUTOMATIC DIRECTION FINDER.) (See COMPASS LOCATOR.) NONMOVEMENT AREAS− Taxiways and apron (ramp) areas not under the control of air traffic. NONPRECISION APPROACH− (See NONPRECISION APPROACH PROCEDURE.) 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 nonradar approaches are VOR, NDB, TACAN, ILS, RNAV, and GLS approaches. (See FINAL APPROACH COURSE.) (See FINAL APPROACH-IFR.) (See INSTRUMENT APPROACH PROCEDURE.) (See RADAR APPROACH.) b. Nonradar Approach Control. An ATC facility providing approach control service without the use of radar. (See APPROACH CONTROL FACILITY.) (See APPROACH CONTROL SERVICE.) c. Nonradar Arrival. An aircraft arriving at an airport without radar service or at an airport served by a radar facility and radar contact has not been established or has been terminated due to a lack of radar service to the airport. (See RADAR ARRIVAL.) (See RADAR SERVICE.) d. Nonradar Route. A flight path or route over which the pilot is performing his/her own navigation. The pilot may be receiving radar separation, radar monitoring, or other ATC services while on a nonradar route. (See RADAR ROUTE.) e. Nonradar Separation. The spacing of aircraft in accordance with established minima without the use of radar; e.g., vertical, lateral, or longitudinal separation. (See RADAR SEPARATION.) NON−RESTRICTIVE ROUTING (NRR)− Portions of a proposed route of flight where a user can flight plan the most advantageous flight path with no requirement to make reference to ground−based NAVAIDs. NOPAC− (See NORTH PACIFIC.) NORDO (No Radio)− Aircraft that cannot or do not communicate by radio when radio communication is required are referred to as “NORDO.” (See LOST COMMUNICATIONS.) NORMAL OPERATING ZONE (NOZ)− The NOZ is the operating zone within which aircraft flight remains during normal independent simultaneous parallel ILS approaches. NORTH AMERICAN ROUTE− A numerically coded route preplanned over existing airway and route systems to and from specific coastal fixes serving the North Atlantic. North American Routes consist of the following: a. Common Route/Portion. That segment of a North American Route between the inland navigation facility and the coastal fix. PCG N−3

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 b. Noncommon Route/Portion. That segment of a North American Route between the inland navigation facility and a designated North American terminal. c. Inland Navigation Facility. A navigation aid on a North American Route at which the common route and/or the noncommon route begins or ends. d. Coastal Fix. A navigation aid or intersection where an aircraft transitions between the domestic route structure and the oceanic route structure. NORTH AMERICAN ROUTE PROGRAM (NRP)− The NRP is a set of rules and procedures which are designed to increase the flexibility of user flight planning within published guidelines. NORTH ATLANTIC HIGH LEVEL AIRSPACE (NAT HLA)− That volume of airspace (as defined in ICAO Document 7030) between FL 285 and FL 420 within the Oceanic Control Areas of Bodo Oceanic, Gander Oceanic, New York Oceanic East, Reykjavik, Santa Maria, and Shanwick, excluding the Shannon and Brest Ocean Transition Areas. ICAO Doc 007 North Atlantic Operations and Airspace Manual provides detailed information on related aircraft and operational requirements. NORTH PACIFIC− An organized route system between the Alaskan west coast and Japan. NOT STANDARD− Varying from what is expected or published. For use in NOTAMs only. NOT STD­ (See NOT STANDARD.) NOTAM− (See NOTICE TO AIRMEN.) NOTAM [ICAO]− A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. a. I Distribution− Distribution by means of telecommunication. b. II Distribution− Distribution by means other than telecommunications. NOTICE TO AIRMEN (NOTAM)− 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. (See ICAO term NOTAM.) NRR− (See NON−RESTRICTIVE ROUTING.) NRS− (See NAVIGATION REFERENCE SYSTEM.) 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. (See TRAFFIC ADVISORIES.) PCG N−4

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary POINT−TO−POINT (PTP)− A level of NRR service for aircraft that is based on traditional waypoints in their FMSs or RNAV equipage. POLAR TRACK STRUCTURE− A system of organized routes between Iceland and Alaska which overlie Canadian MNPS Airspace. POSITION REPORT− A report over a known location as transmitted by an aircraft to ATC. (Refer to AIM.) POSITION SYMBOL− A computer-generated indication shown on a radar display to indicate the mode of tracking. POSITIVE CONTROL− The separation of all air traffic within designated airspace by air traffic control. POWERED-LIFT− A heavier-than-air aircraft capable of vertical takeoff, vertical landing, and low-speed flight that depends principally on engine-driven lift devices during these flight regimes and on nonrotating airfoil(s) for lift during horizontal flight. Powered-lift aircraft can operate on routes or altitudes specifically prescribed for powered-lift by the FAA. PRACTICE INSTRUMENT APPROACH− An instrument approach procedure conducted by a VFR or an IFR aircraft for the purpose of pilot training or proficiency demonstrations. PRE−DEPARTURE CLEARANCE− An application with the Terminal Data Link System (TDLS) that provides clearance information to subscribers, through a service provider, in text to the cockpit or gate printer. PRE−DEPARTURE REROUTE (PDRR)− A capability within the Traffic Flow Management System that enables ATC to quickly amend and execute revised departure clearances that mitigate en route constraints or balance en route traffic flows. PREARRANGED COORDINATION− A standardized procedure which permits an air traffic controller to enter the airspace assigned to another air traffic controller without verbal coordination. The procedures are defined in a facility directive which ensures approved separation between aircraft. PREARRANGED COORDINATION PROCEDURES− A facility’s standardized procedure that describes the process by which one controller must allow an aircraft to penetrate or transit another controller’s airspace in a manner that assures approved separation without individual coordination for each aircraft. PRECIPITATION− Any or all forms of water particles (rain, sleet, hail, or snow) that fall from the atmosphere and reach the surface. PRECISION APPROACH− (See PRECISION APPROACH PROCEDURE.) PRECISION APPROACH PROCEDURE− A standard instrument approach procedure in which an electronic glideslope or other type of glidepath is provided; e.g., ILS, PAR, and GLS. (See INSTRUMENT LANDING SYSTEM.) (See PRECISION APPROACH RADAR.) PRECISION APPROACH RADAR− Radar equipment in some ATC facilities operated by the FAA and/or the military services at joint-use civil/military locations and separate military installations to detect and display azimuth, elevation, and range of aircraft on the final approach course to a runway. This equipment may be used to monitor certain nonradar approaches, but is primarily used to conduct a precision instrument approach (PAR) wherein the controller issues guidance instructions to the pilot based on the aircraft’s position in relation to the final approach course (azimuth), the glidepath (elevation), and the distance (range) from the touchdown point on the runway as displayed on the radar scope. (See GLIDEPATH.) (See PAR.) (See ICAO term PRECISION APPROACH RADAR.) (Refer to AIM.) PCG P−3

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 PRECISION APPROACH RADAR [ICAO]− Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateral and vertical deviations relative to a nominal approach path, and in range relative to touchdown. PRECISION OBSTACLE FREE ZONE (POFZ)− An 800 foot wide by 200 foot long area centered on the runway centerline adjacent to the threshold designed to protect aircraft flying precision approaches from ground vehicles and other aircraft when ceiling is less than 250 feet or visibility is less than 3/4 statute mile (or runway visual range below 4,000 feet.) PRECISION RUNWAY MONITOR (PRM) SYSTEM− Provides air traffic controllers monitoring the NTZ during simultaneous close parallel PRM approaches with precision, high update rate secondary surveillance data. The high update rate surveillance sensor component of the PRM system is only required for specific runway or approach course separation. The high resolution color monitoring display, Final Monitor Aid (FMA) of the PRM system, or other FMA with the same capability, presents NTZ surveillance track data to controllers along with detailed maps depicting approaches and no transgression zone and is required for all simultaneous close parallel PRM NTZ monitoring operations. (Refer to AIM.) PREDICTIVE WIND SHEAR ALERT SYSTEM (PWS)− A self−contained system used on board 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. PREFERRED IFR ROUTES− Routes established between busier airports to increase system efficiency and capacity. They normally extend through one or more ARTCC areas and are designed to achieve balanced traffic flows among high density terminals. IFR clearances are issued on the basis of these routes except when severe weather avoidance procedures or other factors dictate otherwise. Preferred IFR Routes are listed in the Chart Supplement U.S., and are also available at https://www.fly.faa.gov/rmt/nfdc_preferred_routes_database.jsp. If a flight is planned to or from an area having such routes but the departure or arrival point is not listed in the Chart Supplement U.S., pilots may use that part of a Preferred IFR Route which is appropriate for the departure or arrival point that is listed. Preferred IFR Routes may be defined by DPs, SIDs, or STARs; NAVAIDs, Waypoints, etc.; high or low altitude airways; or any combinations thereof. Because they often share elements with adapted routes, pilots’ use of preferred IFR routes can minimize flight plan route amendments. (See ADAPTED ROUTES.) (See CENTER’S AREA.) (See INSTRUMENT APPROACH PROCEDURE.) (See INSTRUMENT DEPARTURE PROCEDURE.) (See STANDARD TERMINAL ARRIVAL.) (Refer to CHART SUPPLEMENT U.S.) PRE-FLIGHT PILOT BRIEFING− (See PILOT BRIEFING.) PREVAILING VISIBILITY− (See VISIBILITY.) PRIMARY RADAR TARGET− An analog or digital target, exclusive of a secondary radar target, presented on a radar display. PRM− (See AREA NAVIGATION (RNAV) GLOBAL POSITIONING SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM) APPROACH.) (See PRM APPROACH.) (See PRECISION RUNWAY MONITOR SYSTEM.) PRM APPROACH− An instrument approach procedure titled ILS PRM, RNAV PRM, LDA PRM, or GLS PRM conducted to parallel runways separated by less than 4,300 feet and at least 3,000 feet where independent closely PCG P−4

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary spaced approaches are permitted. Use of an enhanced display with alerting, a No Transgression Zone (NTZ), secondary monitor frequency, pilot PRM training, and publication of an Attention All Users Page are required for all PRM approaches. Depending on the runway spacing, the approach courses may be parallel or one approach course must be offset. PRM procedures are also used to conduct Simultaneous Offset Instrument Approach (SOIA) operations. In SOIA, one straight−in ILS PRM, RNAV PRM, GLS PRM, and one offset LDA PRM, RNAV PRM or GLS PRM approach are utilized. PRM procedures are terminated and a visual segment begins at the offset approach missed approach point where the minimum distance between the approach courses is 3000 feet. Runway spacing can be as close as 750 feet. (Refer to AIM.) PROCEDURAL CONTROL [ICAO]– Term used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service. PROCEDURAL SEPARATION [ICAO]– The separation used when providing procedural control. PROCEDURE TURN− The maneuver prescribed when it is necessary to reverse direction to establish an aircraft on the intermediate approach segment or final approach course. The outbound course, direction of turn, distance within which the turn must be completed, and minimum altitude are specified in the procedure. However, unless otherwise restricted, the point at which the turn may be commenced and the type and rate of turn are left to the discretion of the pilot. (See ICAO term PROCEDURE TURN.) PROCEDURE TURN [ICAO]− A maneuver in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Note 1: Procedure turns are designated “left” or “right” according to the direction of the initial turn. Note 2: Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual approach procedure. PROCEDURE TURN INBOUND− That point of a procedure turn maneuver where course reversal has been completed and an aircraft is established inbound on the intermediate approach segment or final approach course. A report of “procedure turn inbound” is normally used by ATC as a position report for separation purposes. (See FINAL APPROACH COURSE.) (See PROCEDURE TURN.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) PROFILE DESCENT− An uninterrupted descent (except where level flight is required for speed adjustment; e.g., 250 knots at 10,000 feet MSL) from cruising altitude/level to interception of a glideslope or to a minimum altitude specified for the initial or intermediate approach segment of a nonprecision instrument approach. The profile descent normally terminates at the approach gate or where the glideslope or other appropriate minimum altitude is intercepted. PROGRESS REPORT− (See POSITION REPORT.) PROGRESSIVE TAXI− Precise taxi instructions given to a pilot unfamiliar with the airport or issued in stages as the aircraft proceeds along the taxi route. PROHIBITED AREA− (See SPECIAL USE AIRSPACE.) (See ICAO term PROHIBITED AREA.) PROHIBITED AREA [ICAO]− An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited. PROMINENT OBSTACLE– An obstacle that meets one or more of the following conditions: a. An obstacle which stands out beyond the adjacent surface of surrounding terrain and immediately projects a noticeable hazard to aircraft in flight. PCG P−5

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 b. An obstacle, not characterized as low and close in, whose height is no less than 300 feet above the departure end of takeoff runway (DER) elevation, is within 10 NM from the DER, and that penetrates that airport/heliport’s diverse departure obstacle clearance surface (OCS). c. An obstacle beyond 10 NM from an airport/heliport that requires an obstacle departure procedure (ODP) to ensure obstacle avoidance. (See OBSTACLE.) (See OBSTRUCTION.) PROPELLER (PROP) WASH (PROP BLAST)− The disturbed mass of air generated by the motion of a propeller. PROPOSED BOUNDARY CROSSING TIME− Each center has a PBCT parameter for each internal airport. Proposed internal flight plans are transmitted to the adjacent center if the flight time along the proposed route from the departure airport to the center boundary is less than or equal to the value of PBCT or if airport adaptation specifies transmission regardless of PBCT. PROPOSED DEPARTURE TIME− The time that the aircraft expects to become airborne. PROTECTED AIRSPACE− The airspace on either side of an oceanic route/track that is equal to one-half the lateral separation minimum except where reduction of protected airspace has been authorized. PROTECTED SEGMENT- The protected segment is a segment on the amended TFM route that is to be inhibited from automatic adapted route alteration by ERAM. PT− (See PROCEDURE TURN.) PTP− (See POINT−TO−POINT.) PTS− (See POLAR TRACK STRUCTURE.) PUBLIC AIRCRAFT OPERATION (PAO)− A UAS operation meeting the qualifications and conditions required for the operation of a public aircraft. (See AC−1.1) (See AIM) PUBLISHED INSTRUMENT APPROACH 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 with flight instrumentation (when advisory lateral and vertical guidance is provided) and/or pilotage or dead reckoning navigation techniques while maintaining visual conditions. PUBLISHED ROUTE− A route for which an IFR altitude has been established and published; e.g., Federal Airways, Jet Routes, Area Navigation Routes, Specified Direct Routes. PWS− (See PREDICTIVE WIND SHEAR ALERT SYSTEM.) PCG P−6

2/20/25 Pilot/Controller Glossary b. Advanced − Required Navigation Performance (A−RNP). A navigation specification based on RNP that requires advanced functions such as scalable RNP, radius−to−fix (RF) legs, and tactical parallel offsets. This sophisticated Navigation Specification (NavSpec) is designated by the abbreviation “A−RNP”. c. 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. d. Actual Navigation Performance (ANP). A measure of the current estimated navigational performance. Also referred to as Estimated Position Error (EPE). e. Estimated Position Error (EPE). A measure of the current estimated navigational performance. Also referred to as Actual Navigation Performance (ANP). f. Lateral Navigation (LNAV). A function of area navigation (RNAV) equipment which calculates, displays, and provides lateral guidance to a profile or path. g. Vertical Navigation (VNAV). A function of area navigation (RNAV) equipment which calculates, displays, and provides vertical guidance to a profile or path. 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). RESCUE COORDINATION CENTER (RCC)− A search and rescue (SAR) facility equipped and manned to coordinate and control SAR operations in an area designated by the SAR plan. The U.S. Coast Guard and the U.S. Air Force have responsibility for the operation of RCCs. (See ICAO term RESCUE CO-ORDINATION CENTRE.) RESCUE CO-ORDINATION CENTRE [ICAO]− A unit responsible for promoting efficient organization of search and rescue service and for coordinating the conduct of search and rescue operations within a search and rescue region. RESOLUTION ADVISORY− A display indication given to the pilot by the Traffic alert and Collision Avoidance System (TCAS II) recommending a maneuver to increase vertical separation relative to an intruding aircraft. Positive, negative, and vertical speed limit (VSL) advisories constitute the resolution advisories. A resolution advisory is also classified as corrective or preventive. RESTRICTED AREA− (See SPECIAL USE AIRSPACE.) (See ICAO term RESTRICTED AREA.) RESTRICTED AREA [ICAO]− An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions. RESUME NORMAL SPEED− Used by ATC to advise a pilot to resume an aircraft’s normal operating speed. It is issued to terminate a speed adjustment where no published speed restrictions apply. It does not delete speed restrictions in published procedures of upcoming segments of flight. This does not relieve the pilot of those speed restrictions that are applicable to 14 CFR section 91.117. RESUME OWN NAVIGATION− Used by ATC to advise a pilot to resume his/her own navigational responsibility. It is issued after completion of a radar vector or when radar contact is lost while the aircraft is being radar vectored. (See RADAR CONTACT LOST.) (See RADAR SERVICE TERMINATED.) PCG R−7

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 RESUME PUBLISHED SPEED− Used by ATC to advise a pilot to resume published speed restrictions that are applicable to a SID, STAR, or other instrument procedure. It is issued to terminate a speed adjustment where speed restrictions are published on a charted procedure. RHA− (See REFINED HAZARD AREA.) RID− (See REMOTE IDENTIFICATION.) RMI− (See RADIO MAGNETIC INDICATOR.) RNAV− (See AREA NAVIGATION (RNAV).) RNAV APPROACH− An instrument approach procedure which relies on aircraft area navigation equipment for navigational guidance. (See AREA NAVIGATION (RNAV).) (See INSTRUMENT APPROACH PROCEDURE.) RNAV VISUAL FLIGHT PROCEDURE (RVFP)− An RVFP is a special visual flight procedure flown on an IFR flight plan. It is flown in visual conditions and clear of clouds must be maintained. An RVFP is flown using an approved RNAV system to maintain published lateral and vertical paths to runways without an instrument approach procedure. It requires an ATC clearance and may begin at other points along the path of the charted procedure when approved by ATC. An RVFP is not published in the Federal Register for public use and the operator is required to have a specific Operations Specification approval. Required ceiling and visibility minima are published on the procedure chart. An RVFP does not have a missed approach procedure and is not evaluated for obstacle protection. ROAD RECONNAISSANCE (RC)− Military activity requiring navigation along roads, railroads, and rivers. Reconnaissance route/route segments are seldom along a straight line and normally require a lateral route width of 10 NM to 30 NM and an altitude range of 500 feet to 10,000 feet AGL. ROGER− I have received all of your last transmission. It should not be used to answer a question requiring a yes or a no answer. (See AFFIRMATIVE.) (See NEGATIVE.) ROLLOUT RVR− (See VISIBILITY.) ROTOR WASH− A phenomenon resulting from the vertical down wash of air generated by the main rotor(s) of a helicopter. ROTORCRAFT− A heavier-than-air aircraft that depends principally for its support in flight on the lift generated by one or more rotors. ROUND−ROBIN FLIGHT PLAN− A single flight plan filed from the departure airport to an intermediary destination(s) and then returning to the original departure airport. ROUTE− A defined path, consisting of one or more courses in a horizontal plane, which aircraft traverse over the surface of the earth. (See AIRWAY.) (See JET ROUTE.) (See PUBLISHED ROUTE.) (See UNPUBLISHED ROUTE.) ROUTE ACTION NOTIFICATION− EDST notification that an ADR/ADAR/AAR has been applied to the flight plan. (See ATC PREFERRED ROUTE NOTIFICATION.) (See EN ROUTE DECISION SUPPORT TOOL.) PCG R−8

2/20/25 Pilot/Controller Glossary S SAA− (See SENSE AND AVOID.) (See SPECIAL ACTIVITY AIRSPACE.) SAFETY ALERT− A safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain, obstructions, or other aircraft. The controller may discontinue the issuance of further alerts if the pilot advises he/she is taking action to correct the situation or has the other aircraft in sight. a. Terrain/Obstruction Alert− A safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain/obstructions; e.g., “Low Altitude Alert, check your altitude immediately.” b. Aircraft Conflict Alert− A safety alert issued by ATC to aircraft under their control if ATC is aware of an aircraft that is not under their control at an altitude which, in the controller’s judgment, places both aircraft in unsafe proximity to each other. With the alert, ATC will offer the pilot an alternate course of action when feasible; e.g., “Traffic Alert, advise you turn right heading zero niner zero or climb to eight thousand immediately.” Note: The issuance of a safety alert is contingent upon the capability of the controller to have an awareness of an unsafe condition. The course of action provided will be predicated on other traffic under ATC control. Once the alert is issued, it is solely the pilot’s prerogative to determine what course of action, if any, he/she will take. SAFETY LOGIC SYSTEM− A software enhancement to ASDE−3, ASDE−X, and ASSC, that predicts the path of aircraft landing and/or departing, and/or vehicular movements on runways. Visual and aural alarms are activated when the safety logic projects a potential collision. The Airport Movement Area Safety System (AMASS) is a safety logic system enhancement to the ASDE−3. The Safety Logic System for ASDE−X and ASSC is an integral part of the software program. SAFETY LOGIC SYSTEM ALERTS− a. ALERT− 1. An actual situation involving two real Safety Logic tracks (aircraft/aircraft, aircraft/vehicle, or aircraft/other tangible object) that the Safety Logic System has predicted will result in an imminent collision, based upon the Safety Logic parameters. 2. An actual situation involving a single Safety Logic track arriving to, or departing from, a closed runway. 3. An actual situation involving a single Safety Logic track arriving to a taxiway. b. FALSE ALERT− 1. Alerts generated by one or more false surface radar or cooperative surveillance targets, that the ASDE system has interpreted as real tracks and placed into Safety Logic. 2. Alerts in which the Safety Logic System did not perform correctly, based upon the design specifications and Safety Logic parameters. 3. Alerts generated by surface radar targets caused by moderate or greater precipitation. c. NUISANCE ALERT− An alert in which one or more of the following is true: 1. The alert is generated by a known situation that is not considered an unsafe operation, such as LAHSO or other approved operations. 2. The alert is generated by inaccurate cooperative surveillance data received by the Safety Logic System. 3. One or more of the aircraft involved in the alert is not intending to use a runway/taxiway (helicopter, pipeline patrol, non−Mode C overflight, etc.). d. VALID NON−ALERT− A situation in which the Safety Logic System correctly determines that an alert is not required, based upon the design specifications and Safety Logic parameters. PCG S−1

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 e. INVALID NON−ALERT− A situation in which the Safety Logic System did not issue an alert when an alert was required, based upon the design specifications and Safety Logic parameters. SAIL BACK− A maneuver during high wind conditions (usually with power off) where float plane movement is controlled by water rudders/opening and closing cabin doors. SAME DIRECTION AIRCRAFT− Aircraft are operating in the same direction when: a. They are following the same track in the same direction; or b. Their tracks are parallel and the aircraft are flying in the same direction; or c. Their tracks intersect at an angle of less than 45 degrees. SAR− (See SEARCH AND RESCUE.) SATELLITE−BASED AUGMENTATION SYSTEM (SBAS) − A wide coverage augmentation system in which the user receives augmentation information from a satellite-based transmitter. (See WIDE−AREA AUGMENTATION SYSTEM (WAAS.) SAW– (See AVIATION WATCH NOTIFICATION MESSAGE.) SAY AGAIN− Used to request a repeat of the last transmission. Usually specifies transmission or portion thereof not understood or received; e.g., “Say again all after ABRAM VOR.” SAY ALTITUDE− Used by ATC to ascertain an aircraft’s specific altitude/flight level. When the aircraft is climbing or descending, the pilot should state the indicated altitude rounded to the nearest 100 feet. SAY HEADING− Used by ATC to request an aircraft heading. The pilot should state the actual heading of the aircraft. SCHEDULED TIME OF ARRIVAL (STA)− A STA is the desired time that an aircraft should cross a certain point (landing or metering fix). It takes other traffic and airspace configuration into account. A STA time shows the results of the TBFM scheduler that has calculated an arrival time according to parameters such as optimized spacing, aircraft performance, and weather. SE SAR− (See SURVEILLANCE ENHANCED SEARCH AND RESCUE.) SEA LANE− A designated portion of water outlined by visual surface markers for and intended to be used by aircraft designed to operate on water. SEARCH AND RESCUE− A service which seeks missing aircraft and assists those found to be in need of assistance. It is a cooperative effort using the facilities and services of available Federal, state and local agencies. The U.S. Coast Guard is responsible for coordination of search and rescue for the Maritime Region, and the U.S. Air Force is responsible for search and rescue for the Inland Region. Information pertinent to search and rescue should be passed through any air traffic facility or be transmitted directly to the Rescue Coordination Center by telephone. (See FLIGHT SERVICE STATION.) (See RESCUE COORDINATION CENTER.) (Refer to AIM.) SEARCH AND RESCUE FACILITY− A facility responsible for maintaining and operating a search and rescue (SAR) service to render aid to persons and property in distress. It is any SAR unit, station, NET, or other operational activity which can be usefully employed during an SAR Mission; e.g., a Civil Air Patrol Wing, or a Coast Guard Station. (See SEARCH AND RESCUE.) SECNOT− (See SECURITY NOTICE.) PCG S−2

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary SECONDARY RADAR TARGET− A target derived from a transponder return presented on a radar display. SECTIONAL AERONAUTICAL CHARTS− (See AERONAUTICAL CHART.) SECTOR LIST DROP INTERVAL− A parameter number of minutes after the meter fix time when arrival aircraft will be deleted from the arrival sector list. SECURITY NOTICE (SECNOT) − A SECNOT is a request originated by the Air Traffic Security Coordinator (ATSC) for an extensive communications search for aircraft involved, or suspected of being involved, in a security violation, or are considered a security risk. A SECNOT will include the aircraft identification, search area, and expiration time. The search area, as defined by the ATSC, could be a single airport, multiple airports, a radius of an airport or fix, or a route of flight. Once the expiration time has been reached, the SECNOT is considered to be canceled. SECURITY SERVICES AIRSPACE − Areas established through the regulatory process or by NOTAM, issued by the Administrator under title 14, CFR, sections 99.7, 91.141, and 91.139, which specify that ATC security services are required; i.e., ADIZ or temporary flight rules areas. SEE AND AVOID− When weather conditions permit, pilots operating IFR or VFR are required to observe and maneuver to avoid other aircraft. Right-of-way rules are contained in 14 CFR part 91. SEGMENTED CIRCLE− A system of visual indicators designed to provide traffic pattern information at airports without operating control towers. (Refer to AIM.) 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)). SEGMENTS OF AN INSTRUMENT APPROACH 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. (See ICAO term INITIAL APPROACH SEGMENT.) b. Intermediate Approach− The segment between the intermediate fix or point and the final approach fix. (See ICAO term INTERMEDIATE APPROACH SEGMENT.) c. Final Approach− The segment between the final approach fix or point and the runway, airport, or missed approach point. (See ICAO term FINAL APPROACH SEGMENT.) d. Missed Approach− The segment between the missed approach point or the point of arrival at decision height and the missed approach fix at the prescribed altitude. (Refer to 14 CFR part 97.) (See ICAO term MISSED APPROACH PROCEDURE.) PCG S−3

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 SELF-BRIEFING− A self−briefing is a review, using automated tools, of all meteorological and aeronautical information that may influence the pilot in planning, altering, or canceling a proposed route of flight. SENSE AND AVOID (SAA)− The capability of an unmanned aircraft to detect (sense) and avoid collisions with other aircraft and all obstacles, whether airborne or on the ground while operating in the NAS. SEPARATION− In air traffic control, the spacing of aircraft to achieve their safe and orderly movement in flight and while landing and taking off. (See SEPARATION MINIMA.) (See ICAO term SEPARATION.) SEPARATION [ICAO]− Spacing between aircraft, levels or tracks. SEPARATION MINIMA− The minimum longitudinal, lateral, or vertical distances by which aircraft are spaced through the application of air traffic control procedures. (See SEPARATION.) SERVICE− A generic term that designates functions or assistance available from or rendered by air traffic control. For example, Class C service would denote the ATC services provided within a Class C airspace area. SEVERE WEATHER AVOIDANCE PLAN (SWAP)− An approved plan to minimize the affect of severe weather on traffic flows in impacted terminal and/or ARTCC areas. A SWAP is normally implemented to provide the least disruption to the ATC system when flight through portions of airspace is difficult or impossible due to severe weather. SEVERE WEATHER FORECAST ALERTS− Preliminary messages issued in order to alert users that a Severe Weather Watch Bulletin (WW) is being issued. These messages define areas of possible severe thunderstorms or tornado activity. The messages are unscheduled and issued as required by the Storm Prediction Center (SPC) at Norman, Oklahoma. (See AIRMET.) (See CONVECTIVE SIGMET.) (See CWA.) (See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.) (See SIGMET.) SFA− (See SINGLE FREQUENCY APPROACH.) SFO− (See SIMULATED FLAMEOUT.) SGI (See SPECIAL GOVERNMENT INTEREST.) SHF− (See SUPER HIGH FREQUENCY.) SHORT RANGE CLEARANCE− A clearance issued to a departing IFR flight which authorizes IFR flight to a specific fix short of the destination while air traffic control facilities are coordinating and obtaining the complete clearance. SHORT TAKEOFF AND LANDING AIRCRAFT (STOL)− An aircraft which, at some weight within its approved operating weight, is capable of operating from a runway in compliance with the applicable STOL characteristics, airworthiness, operations, noise, and pollution standards. (See VERTICAL TAKEOFF AND LANDING AIRCRAFT.) SIAP− (See STANDARD INSTRUMENT APPROACH PROCEDURE.) SID− (See STANDARD INSTRUMENT DEPARTURE.) PCG S−4

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary SIDESTEP MANEUVER− A visual maneuver accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted. (Refer to AIM.) SIGMET− A weather advisory issued concerning weather significant to the safety of all aircraft. SIGMET advisories cover severe and extreme turbulence, severe icing, and widespread dust or sandstorms that reduce visibility to less than 3 miles. (See AIRMET.) (See CONVECTIVE SIGMET.) (See CWA.) (See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.) (See ICAO term SIGMET INFORMATION.) (See SAW.) (Refer to AIM.) SIGMET INFORMATION [ICAO]− Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations. SIGNIFICANT METEOROLOGICAL INFORMATION− (See SIGMET.) SIGNIFICANT POINT− A point, whether a named intersection, a NAVAID, a fix derived from a NAVAID(s), or geographical coordinate expressed in degrees of latitude and longitude, which is established for the purpose of providing separation, as a reporting point, or to delineate a route of flight. SIMULATED FLAMEOUT− A practice approach by a jet aircraft (normally military) at idle thrust to a runway. The approach may start at a runway (high key) and may continue on a relatively high and wide downwind leg with a continuous turn to final. It terminates in landing or low approach. The purpose of this approach is to simulate a flameout. (See FLAMEOUT.) SIMULTANEOUS CLOSE PARALLEL APPROACHES− A simultaneous, independent approach operation permitting ILS/RNAV/GLS approaches to airports having parallel runways separated by at least 3,000 feet and less than 4,300−feet between centerlines. Aircraft are permitted to pass each other during these simultaneous operations. Integral parts of a total system are radar, NTZ monitoring with enhanced FMA color displays that include aural and visual alerts and predictive aircraft position software, communications override, ATC procedures, an Attention All Users Page (AAUP), PRM in the approach name, and appropriate ground based and airborne equipment. High update rate surveillance sensor required for certain runway or approach course separations. SIMULTANEOUS (CONVERGING) DEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to runways or missed approach courses that intersect where required minimum spacing between the aircraft on each final approach course is required. SIMULTANEOUS (CONVERGING) INDEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to non-parallel runways where approach procedure design maintains the required aircraft spacing throughout the approach and missed approach and hence the operations may be conducted independently. SIMULTANEOUS ILS APPROACHES− An approach system permitting simultaneous ILS approaches to airports having parallel runways separated by at least 4,300 feet between centerlines. Integral parts of a total system are ILS, radar, communications, ATC procedures, and appropriate airborne equipment. (See PARALLEL RUNWAYS.) (Refer to AIM.) PCG S−5

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 SIMULTANEOUS OFFSET INSTRUMENT APPROACH (SOIA)− An instrument landing system comprised of an ILS PRM, RNAV PRM or GLS PRM approach to one runway and an offset LDA PRM with glideslope or an RNAV PRM or GLS PRM approach utilizing vertical guidance to another where parallel runway spaced less than 3,000 feet and at least 750 feet apart. The approach courses converge by 2.5 to 3 degrees. Simultaneous close parallel PRM approach procedures apply up to the point where the approach course separation becomes 3,000 feet, at the offset MAP. From the offset MAP to the runway threshold, visual separation by the aircraft conducting the offset approach is utilized. (Refer to AIM) SIMULTANEOUS (PARALLEL) DEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to adjacent parallel runways where prescribed diagonal spacing must be maintained. Aircraft are not permitted to pass each other during simultaneous dependent operations. Integral parts of a total system ATC procedures, and appropriate airborne and ground based equipment. SINGLE DIRECTION ROUTES− Preferred IFR Routes which are sometimes depicted on high altitude en route charts and which are normally flown in one direction only. (See PREFERRED IFR ROUTES.) (Refer to CHART SUPPLEMENT U.S.) SINGLE FREQUENCY APPROACH− A service provided under a letter of agreement to military single-piloted turbojet aircraft which permits use of a single UHF frequency during approach for landing. Pilots will not normally be required to change frequency from the beginning of the approach to touchdown except that pilots conducting an en route descent are required to change frequency when control is transferred from the air route traffic control center to the terminal facility. The abbreviation “SFA” in the DoD FLIP IFR Supplement under “Communications” indicates this service is available at an aerodrome. SINGLE-PILOTED AIRCRAFT− A military turbojet aircraft possessing one set of flight controls, tandem cockpits, or two sets of flight controls but operated by one pilot is considered single-piloted by ATC when determining the appropriate air traffic service to be applied. (See SINGLE FREQUENCY APPROACH.) SKYSPOTTER− A pilot who has received specialized training in observing and reporting inflight weather phenomena. SLASH− A radar beacon reply displayed as an elongated target. SLDI− (See SECTOR LIST DROP INTERVAL.) SLOW TAXI− To taxi a float plane at low power or low RPM. SMALL UNMANNED AIRCRAFT SYSTEM (sUAS)– An unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft. SMAR− (See SPECIAL MILITARY ACTIVITY ROUTE.) SN− (See SYSTEM STRATEGIC NAVIGATION.) SPACE−BASED ADS−B (SBA)− A constellation of satellites that receives ADS−B Out broadcasts and relays that information to the appropriate surveillance facility. The currently deployed SBA system is only capable of receiving broadcasts from 1090ES−equipped aircraft, and not from those equipped with only a universal access transceiver (UAT). Also, aircraft with a top−of−fuselage−mounted transponder antenna (required for TCAS II installations) will be better received by SBA, especially at latitudes below 45 degrees. (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST.) (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST OUT.) 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. PCG S−6

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary SPEAK SLOWER− Used in verbal communications as a request to reduce speech rate. SPECIAL ACTIVITY AIRSPACE (SAA)− Airspace with defined dimensions within the National Airspace System wherein limitations may be imposed upon operations for national defense, homeland security, public interest, or public safety. Special activity airspace includes but is not limited to the following; Air Traffic Control Assigned Airspace (ATCAA), Altitude Reservations (ALTRV), Military Training Routes (MTR), Air Refueling Tracks and Anchors, Temporary Flight Restrictions (TFR), Special Security Instructions (SSI), etc. Special Use Airspace (SUA) is a subset of Special Activity Airspace. (See SPECIAL USE AIRSPACE.) SPECIAL AIR TRAFFIC RULES (SATR)− Rules that govern procedures for conducting flights in certain areas listed in 14 CFR part 93. The term “SATR” is used in the United States to describe the rules for operations in specific areas designated in the Code of Federal Regulations. (Refer to 14 CFR part 93.) 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 FLIGHT RULES AREA (SFRA)− An area in the NAS, described in 14 CFR part 93, wherein the flight of aircraft is subject to special traffic rules, unless otherwise authorized by air traffic control. Not all areas listed in 14 CFR part 93 are designated SFRA, but special air traffic rules apply to all areas described in 14 CFR part 93. SPECIAL GOVERNMENT INTEREST (SGI)− A near real-time airspace authorization for part 91 or part 107 UAS, which supports activities that answer significant and urgent governmental interests. These include: national defense, homeland security, law enforcement, and emergency operations objectives. SPECIAL INSTRUMENT APPROACH PROCEDURE− (See INSTRUMENT APPROACH PROCEDURE.) SPECIAL MILITARY ACTIVITY ROUTE (SMAR)– A route, which may also be charted on the VFR Sectional Chart, that shows the extent of the airspace allocated to an associated IFR Military Training Route within which the Department of Defense conducts periodic operations involving Unmanned Aircraft Systems (UAS). 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)− Permanent and temporary MOAs are 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. Permanent MOAs are depicted on Sectional Aeronautical, VFR Terminal Area, and applicable En Route Low Altitude Charts. Note: Temporary MOAs are not charted. (Refer to AIM.) d. National Security Area (NSA)– Airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. When a greater level of security is required, flight through an NSA may be temporarily prohibited by establishing a TFR under the provisions of 14 CFR section 99.7. Such prohibitions will be issued by FAA Headquarters and disseminated via the U.S. NOTAM System. (Refer to AIM) PCG S−7

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 e. Prohibited Area− Airspace designated under 14 CFR part 73 within which no person may operate an aircraft without the permission of the using agency. (Refer to AIM.) (Refer to En Route Charts.) f. Restricted Area− Permanent and temporary restricted areas are 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. Permanent restricted areas are depicted on Sectional Aeronautical, VFR Terminal Area, and applicable En Route charts. Where joint use is authorized, the name of the ATC controlling facility is also shown. Note: Temporary restricted areas are not charted. (Refer to 14 CFR part 73.) (Refer to AIM.) g. 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 CONDITIONS− Meteorological conditions that are less than those required for basic VFR flight in Class B, C, D, or E surface areas and in which some aircraft are permitted flight under visual flight rules. (See SPECIAL VFR OPERATIONS.) (Refer to 14 CFR part 91.) SPECIAL VFR FLIGHT [ICAO]− A VFR flight cleared by air traffic control to operate within Class B, C, D, and E surface areas in meteorological conditions below VMC. 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. (See SPECIAL VFR CONDITIONS.) (See ICAO term SPECIAL VFR FLIGHT.) SPECIALIST−PROVIDED SERVICES– Services delivered directly by a flight service specialist via ground/ground communication, air/ground communication, in−person, or technology (for example, speech−to−text, email, or short message service). SPEED− (See AIRSPEED.) (See GROUND SPEED.) 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 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. SPEED BRAKES− Moveable aerodynamic devices on aircraft that reduce airspeed during descent and landing. 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. PCG S−8

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary SPOOFING− Denotes emissions of GNSS−like signals that may be acquired and tracked in combination with or instead of the intended signals by civil receivers. The onset of spoofing effects can be instantaneous or delayed, and effects can persist after the spoofing has ended. Spoofing can result in false and potentially confusing, or hazardously misleading, position, navigation, and/or date/time information in addition to loss of GNSS use. SQUAWK (Mode, Code, Function)− Used by ATC to instruct a pilot to activate the aircraft transponder and ADS−B Out with altitude reporting enabled, or (military) to activate only specific modes, codes, or functions. Examples: “Squawk five seven zero seven;” “Squawk three/alpha, two one zero five.” (See TRANSPONDER.) STA− (See SCHEDULED TIME OF ARRIVAL.) STAGING/QUEUING− The placement, integration, and segregation of departure aircraft in designated movement areas of an airport by departure fix, EDCT, and/or restriction. 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. STANDARD INSTRUMENT APPROACH PROCEDURE (SIAP)− (See INSTRUMENT APPROACH PROCEDURE.) STANDARD INSTRUMENT DEPARTURE (SID)− A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for pilot/controller use in graphic form to provide obstacle clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller workload. ATC clearance must always be received prior to flying a SID. (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) (See OBSTACLE DEPARTURE PROCEDURE.) (Refer to AIM.) STANDARD RATE TURN− A turn of three degrees per second. STANDARD TERMINAL ARRIVAL (STAR)− A preplanned instrument flight rule (IFR) air traffic control arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area. STANDARD TERMINAL ARRIVAL CHARTS− (See AERONAUTICAL CHART.) STANDARD TERMINAL AUTOMATION REPLACEMENT SYSTEM (STARS)− (See DTAS.) STAR− (See STANDARD TERMINAL ARRIVAL.) 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. STATIC RESTRICTIONS− Those restrictions that are usually not subject to change, fixed, in place, and/or published. STATIONARY AIRSPACE RESERVATION− The term used in oceanic ATC for airspace that encompasses activities in a fixed volume of airspace to be occupied for a specified time period. Stationary Airspace Reservations may include activities such as special tests of weapons systems or equipment; certain U.S. Navy carrier, fleet, and anti−submarine operations; rocket, missile, and drone operations; and certain aerial refueling or similar operations. (See STATIONARY ALTITUDE RESERVATION.) PCG S−9

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 STATIONARY ALTITUDE RESERVATION (STATIONARY ALTRV)– An altitude reservation which encompasses activities in a fixed volume of airspace to be occupied for a specified time period. Stationary ALTRVs may include activities such as special tests of weapons systems or equipment; certain U.S. Navy carrier, fleet, and anti−submarine operations; rocket, missile, and drone operations; and certain aerial refueling or similar operations. STEP TAXI− To taxi a float plane at full power or high RPM. STEP TURN− A maneuver used to put a float plane in a planing configuration prior to entering an active sea lane for takeoff. The STEP TURN maneuver should only be used upon pilot request. 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. STNR ALT RESERVATION– An abbreviation for Stationary Altitude Reservation commonly used in NOTAMs. (See STATIONARY ALTITUDE RESERVATION.) STOL AIRCRAFT− (See SHORT TAKEOFF AND LANDING AIRCRAFT.) STOP ALTITUDE SQUAWK− Used by ATC to instruct a pilot to turn off the automatic altitude reporting feature of the aircraft transponder and ADS−B Out. It is issued when a verbally reported altitude varies by 300 feet or more from the automatic altitude report. (See ALTITUDE READOUT.) (See TRANSPONDER.) 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. (See LOW APPROACH.) (See OPTION APPROACH.) STOP BURST− (See STOP STREAM.) STOP BUZZER− (See STOP STREAM.) STOP SQUAWK (Mode or Code)− Used by ATC to instruct a pilot to stop transponder and ADS−B transmissions, or to turn off only specified functions of the aircraft transponder (military). (See STOP ALTITUDE SQUAWK.) (See TRANSPONDER.) STOP STREAM− Used by ATC to request a pilot to suspend electronic attack activity. (See JAMMING.) 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. PCG S−10

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary 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. (See LANDING MINIMUMS.) (See STRAIGHT-IN APPROACH VFR.) (See STRAIGHT-IN LANDING.) 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. (See TRAFFIC PATTERN.) STRAIGHT-IN LANDING− A landing made on a runway aligned within 30 of the final approach course following completion of an instrument approach. (See STRAIGHT-IN APPROACH IFR.) STRAIGHT-IN LANDING MINIMUMS− (See LANDING MINIMUMS.) STRAIGHT-IN MINIMUMS− (See STRAIGHT-IN LANDING MINIMUMS.) STRATEGIC PLANNING− Planning whereby solutions are sought to resolve potential conflicts. sUAS− (See SMALL UNMANNED AIRCRAFT SYSTEM.) SUBSTITUTE ROUTE− A route assigned to pilots when any part of an airway or route is unusable because of NAVAID status. These routes consist of: a. Substitute routes which are shown on U.S. Government charts. b. Routes defined by ATC as specific NAVAID radials or courses. c. Routes defined by ATC as direct to or between NAVAIDs. SUNSET AND SUNRISE− The mean solar times of sunset and sunrise as published in the Nautical Almanac, converted to local standard time for the locality concerned. Within Alaska, the end of evening civil twilight and the beginning of morning civil twilight, as defined for each locality. SUPPLEMENTAL WEATHER SERVICE LOCATION− Airport facilities staffed with contract personnel who take weather observations and provide current local weather to pilots via telephone or radio. (All other services are provided by the parent FSS.) SUPPS− Refers to ICAO Document 7030 Regional Supplementary Procedures. SUPPS contain procedures for each ICAO Region which are unique to that Region and are not covered in the worldwide provisions identified in the ICAO Air Navigation Plan. Procedures contained in Chapter 8 are based in part on those published in SUPPS. SURFACE AREA− The airspace contained by the lateral boundary of the Class B, C, D, or E airspace designated for an airport that begins at the surface and extends upward. 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. PCG S−11

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 SURPIC− A description of surface vessels in the area of a Search and Rescue incident including their predicted positions and their characteristics. (Refer to FAA Order JO 7110.65, Para 10−6−4, INFLIGHT CONTINGENCIES.) 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. (Refer to AIM.) SURVEILLANCE ENHANCED SEARCH AND RESCUE (SE SAR)– An automated service used to enhance search and rescue operations that provides federal contract flight service specialists direct information from the aircraft’s registered tracking device. 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. SWAP− (See SEVERE WEATHER AVOIDANCE PLAN.) SWSL− (See SUPPLEMENTAL WEATHER SERVICE LOCATION.) SYSTEM STRATEGIC NAVIGATION− Military activity accomplished by navigating along a preplanned route using internal aircraft systems to maintain a desired track. This activity normally requires a lateral route width of 10 NM and altitude range of 1,000 feet to 6,000 feet AGL with some route segments that permit terrain following. PCG S−12

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary 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. (See NEGATIVE CONTACT.) (See TRAFFIC ADVISORIES.) 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. TRAFFIC MANAGEMENT PROGRAM ALERT− A term used in a Notice to Airmen (NOTAM) issued in conjunction with a special traffic management program to alert pilots to the existence of the program and to refer them to a special traffic management program advisory message for program details. The contraction TMPA is used in NOTAM text. TRAFFIC MANAGEMENT UNIT− The entity in ARTCCs and designated terminals directly involved in the active management of facility traffic. Usually under the direct supervision of an assistant manager for traffic management. 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 departure, upwind leg, crosswind leg, downwind leg, base leg, and final approach. a. Upwind Leg− A flight path that begins after departure and continues straight ahead along the extended runway centerline. Upwind leg is an extension of departure and is used when issuing control instructions for separation, spacing or sequencing. 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. NOTE− ATC may instruct a pilot to report a “2-mile left base” to Runway 22. This instruction means that the pilot is expected to maneuver their aircraft into a left base leg that will intercept a straight-in final 2 miles from the approach end of Runway 22 and advise ATC. REFERENCE− Pilot’s Handbook of Aeronautical Knowledge, FAA−H−8083−25, Chapter 14, Airport Operations, Traffic Patterns. 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. NOTE− ATC may instruct a pilot to report “5-mile final” to Runway 22. This instruction means that the pilot should maneuver their aircraft onto a straight-in final and advise ATC when they are five miles from the approach end of Runway 22. PCG T−9

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 f. Departure− The flight path that begins after takeoff and continues straight ahead along the extended runway centerline. The departure climb continues until reaching a point at least 1/2 mile beyond the departure end of the runway and within 300 feet of the traffic pattern altitude. REFERENCE− Pilot’s Handbook of Aeronautical Knowledge, FAA−H−8083−25, Chapter 14, Airport Operations, Traffic Patterns. (See STRAIGHT-IN APPROACH VFR.) (See TAXI PATTERNS.) (See ICAO term AERODROME TRAFFIC CIRCUIT.) (Refer to 14 CFR part 91.) (Refer to AIM.) TRAFFIC SITUATION DISPLAY (TSD)− TSD is a computer system that receives radar track data from all 20 CONUS ARTCCs, organizes this data into a mosaic display, and presents it on a computer screen. The display allows the traffic management coordinator multiple methods of selection and highlighting of individual aircraft or groups of aircraft. The user has the option of superimposing these aircraft positions over any number of background displays. These background options include ARTCC boundaries, any stratum of en route sector boundaries, fixes, airways, military and other special use airspace, airports, and geopolitical boundaries. By using the TSD, a coordinator can monitor any number of traffic situations or the entire systemwide traffic flows. TRAJECTORY− A EDST representation of the path an aircraft is predicted to fly based upon a Current Plan or Trial Plan. (See EN ROUTE DECISION SUPPORT TOOL.) 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. TRAJECTORY OPTIONS SET (TOS)− A TOS is an electronic message, submitted by the operator, that is used by the Collaborative Trajectory Options Program (CTOP) to manage the airspace captured in the traffic management program. The TOS will allow the operator to express the route and delay trade-off options that they are willing to accept. TRANSFER OF CONTROL− That action whereby the responsibility for the separation of an aircraft is transferred from one controller to another. (See ICAO term TRANSFER OF CONTROL.) TRANSFER OF CONTROL [ICAO]− Transfer of responsibility for providing air traffic control service. TRANSFERRING CONTROLLER− A controller/facility transferring control of an aircraft to another controller/facility. (See ICAO term TRANSFERRING UNIT/CONTROLLER.) TRANSFERRING FACILITY− (See TRANSFERRING CONTROLLER.) TRANSFERRING UNIT/CONTROLLER [ICAO]− Air traffic control unit/air traffic controller in the process of transferring the responsibility for providing air traffic control service to an aircraft to the next air traffic control unit/air traffic controller along the route of flight. Note: See definition of accepting unit/controller. 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. TRANSITION POINT− A point at an adapted number of miles from the vertex at which an arrival aircraft would normally commence descent from its en route altitude. This is the first fix adapted on the arrival speed segments. PCG T−10

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary TRANSITIONAL AIRSPACE− That portion of controlled airspace wherein aircraft change from one phase of flight or flight condition to another. TRANSITIONAL HAZARD AREA (THA)− Used by ATC. Airspace normally associated with an Aircraft Hazard Area within which the flight of aircraft is subject to restrictions. (See AIRCRAFT HAZARD AREA.) (See CONTINGENCY HAZARD AREA.) (See REFINED HAZARD AREA.) TRANSMISSOMETER− An apparatus used to determine visibility by measuring the transmission of light through the atmosphere. It is the measurement source for determining runway visual range (RVR). (See VISIBILITY.) 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− The airborne radar beacon receiver/transmitter portion of the Air Traffic Control Radar Beacon System (ATCRBS) which automatically receives radio signals from interrogators on the ground, and selectively replies with a specific reply pulse or pulse group only to those interrogations being received on the mode to which it is set to respond. (See INTERROGATOR.) (See ICAO term TRANSPONDER.) (Refer to AIM.) TRANSPONDER [ICAO]− A receiver/transmitter which will generate a reply signal upon proper interrogation; the interrogation and reply being on different frequencies. TRANSPONDER CODES− (See CODES.) 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. TRIAL PLAN− A proposed amendment which utilizes automation to analyze and display potential conflicts along the predicted trajectory of the selected aircraft. TRSA− (See TERMINAL RADAR SERVICE AREA.) TRUST− (See THE RECREATIONAL UAS SAFETY TEST.) TSAS− (See TERMINAL SEQUENCING AND SPACING.) TSD− (See TRAFFIC SITUATION DISPLAY.) 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. TURBULENCE− An atmospheric phenomenon that causes changes in aircraft altitude, attitude, and or airspeed with aircraft reaction depending on intensity. Pilots report turbulence intensity according to aircraft’s reaction as follows: PCG T−11

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 a. Light − Causes slight, erratic changes in altitude and or attitude (pitch, roll, or yaw). b. Moderate− Similar to Light but of greater intensity. Changes in altitude and or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. c. Severe− Causes large, abrupt changes in altitude and or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. d. Extreme− The aircraft is violently tossed about and is practically impossible to control. It may cause structural damage. (See CHOP.) (Refer to AIM.) TURN ANTICIPATION− (maneuver anticipation). TVOR− (See TERMINAL-VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION.) TWO-WAY RADIO COMMUNICATIONS FAILURE− (See LOST COMMUNICATIONS.) PCG T−12

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary V VASI− (See VISUAL APPROACH SLOPE INDICATOR.) VCOA− (See VISUAL CLIMB OVER AIRPORT.) VDP− (See VISUAL DESCENT POINT.) VECTOR− A heading issued to an aircraft to provide navigational guidance by radar. (See ICAO term RADAR VECTORING.) 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. (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.) VERTICAL NAVIGATION (VNAV)– A function of area navigation (RNAV) equipment which calculates, displays, and provides vertical guidance to a profile or path. VERTICAL SEPARATION− Separation between aircraft expressed in units of vertical distance. (See SEPARATION.) VERTICAL TAKEOFF AND LANDING AIRCRAFT (VTOL)− Aircraft capable of vertical climbs and/or descents and of using very short runways or small areas for takeoff and landings. These aircraft include, but are not limited to, helicopters. (See SHORT TAKEOFF AND LANDING AIRCRAFT.) VERTIPAD− A small, designated area, usually with a prepared surface, on a vertiport, airport, landing/takeoff area, apron/ramp, or movement area used for takeoff, landing, or parking of powered-lift aircraft. VERTIPORT− An area of land, water, or a structure used or intended to be used to support the landing, takeoff, taxiing, parking, and storage of powered-lift aircraft or other aircraft that vertiport design and performance standards can accommodate. VERY HIGH FREQUENCY (VHF)− The frequency band between 30 and 300 MHz. Portions of this band, 108 to 118 MHz, are used for certain NAVAIDs; 118 to 136 MHz are used for civil air/ground voice communications. Other frequencies in this band are used for purposes not related to air traffic control. VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION− (See VOR.) VERY LOW FREQUENCY (VLF)− The frequency band between 3 and 30 kHz. VFR− (See VISUAL FLIGHT RULES.) VFR AIRCRAFT− An aircraft conducting flight in accordance with visual flight rules. (See VISUAL FLIGHT RULES.) VFR CONDITIONS− Weather conditions equal to or better than the minimum for flight under visual flight rules. The term may be used as an ATC clearance/instruction only when: a. An IFR aircraft requests a climb/descent in VFR conditions. PCG V−1

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 b. The clearance will result in noise abatement benefits where part of the IFR departure route does not conform to an FAA approved noise abatement route or altitude. c. A pilot has requested a practice instrument approach and is not on an IFR flight plan. Note: All pilots receiving this authorization must comply with the VFR visibility and distance from cloud criteria in 14 CFR part 91. Use of the term does not relieve controllers of their responsibility to separate aircraft in Class B and Class C airspace or TRSAs as required by FAA Order JO 7110.65. When used as an ATC clearance/instruction, the term may be abbreviated “VFR;” e.g., “MAINTAIN VFR,” “CLIMB/DESCEND VFR,” etc. VFR FLIGHT− (See VFR AIRCRAFT.) VFR MILITARY TRAINING ROUTES (VR)− Routes used by the Department of Defense and associated Reserve and Air Guard units for the purpose of conducting low-altitude navigation and tactical training under VFR below 10,000 feet MSL at airspeeds in excess of 250 knots IAS. 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 FAA Order JO 7110.65. VFR TERMINAL AREA CHARTS− (See AERONAUTICAL CHART.) VFR WAYPOINT− (See WAYPOINT.) VHF− (See VERY HIGH FREQUENCY.) VHF OMNIDIRECTIONAL RANGE/TACTICAL AIR NAVIGATION− (See VORTAC.) VIDEO MAP− An electronically displayed map on the radar display that may depict data such as airports, heliports, runway centerline extensions, hospital emergency landing areas, NAVAIDs and fixes, reporting points, airway/route centerlines, boundaries, handoff points, special use tracks, obstructions, prominent geographic features, map alignment indicators, range accuracy marks, and/or minimum vectoring altitudes. 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. (Refer to 14 CFR part 91.) (Refer to AIM.) 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. PCG V−2

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary d. 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, where available, is used in lieu of 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. (See ICAO term FLIGHT VISIBILITY.) (See ICAO term GROUND VISIBILITY.) (See ICAO term RUNWAY VISUAL RANGE.) (See ICAO term VISIBILITY.) VISIBILITY [ICAO]− 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. a. Flight Visibility− The visibility forward from the cockpit of an aircraft in flight. b. Ground Visibility− The visibility at an aerodrome as reported by an accredited observer. c. Runway Visual Range [RVR]− The range over which the pilot of an aircraft on the centerline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centerline. 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. (See ICAO term VISUAL APPROACH.) VISUAL APPROACH [ICAO]− An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain. VISUAL APPROACH SLOPE INDICATOR (VASI)− (See AIRPORT LIGHTING.) 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. Pilots are responsible to advise ATC as early as possible of the intent to fly the VCOA option prior to departure. These textual procedures are published in the ‘Take−Off Minimums and (Obstacle) Departure Procedures’ section of the Terminal Procedures Publications and/or appear as an option on a Graphic ODP. (See AIM.) 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. PCG V−3

Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 8/7/25 VISUAL FLIGHT RULES− Rules that govern the procedures for conducting flight under visual conditions. The term “VFR” is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of flight plan. (See INSTRUMENT FLIGHT RULES.) (See INSTRUMENT METEOROLOGICAL CONDITIONS.) (See VISUAL METEOROLOGICAL CONDITIONS.) (Refer to 14 CFR part 91.) (Refer to AIM.) VISUAL HOLDING− The holding of aircraft at selected, prominent geographical fixes which can be easily recognized from the air. (See HOLDING FIX.) VISUAL LINE OF SIGHT (VLOS)− Condition of operations wherein the operator maintains continuous, unaided visual contact with the unmanned aircraft. VISUAL METEOROLOGICAL CONDITIONS− Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling equal to or better than specified minima. (See INSTRUMENT FLIGHT RULES.) (See INSTRUMENT METEOROLOGICAL CONDITIONS.) (See VISUAL FLIGHT RULES.) VISUAL OBSERVER (VO)− A person who is designated by the remote pilot in command to assist the remote pilot in command and the person operating the flight controls of the small UAS (sUAS) to see and avoid other air traffic or objects aloft or on the ground. VISUAL SEGMENT− (See PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT.) 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. (See SEE AND AVOID.) (Refer to 14 CFR part 91.) VLF− (See VERY LOW FREQUENCY.) VMC− (See VISUAL METEOROLOGICAL CONDITIONS.) VOICE SWITCHING AND CONTROL SYSTEM (VSCS)− A computer controlled switching system that provides air traffic controllers with all voice circuits (air to ground and ground to ground) necessary for air traffic control. (Refer to AIM.) VOR− A ground-based electronic navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north. Used as the basis for navigation in the National Airspace System. The VOR periodically identifies itself by Morse Code and may have an additional voice identification feature. Voice features may be used by ATC or FSS for transmitting instructions/information to pilots. (See NAVIGATIONAL AID.) (Refer to AIM.) PCG V−4

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary VOR TEST SIGNAL− (See VOT.) VORTAC− A navigation aid providing VOR azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME) at one site. (See DISTANCE MEASURING EQUIPMENT.) (See NAVIGATIONAL AID.) (See TACAN.) (See VOR.) (Refer to AIM.) 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 super aircraft can be of extremely high velocity and hazardous to smaller aircraft. (See AIRCRAFT CLASSES.) (See WAKE TURBULENCE.) (Refer to AIM.) 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. (See CHART SUPPLEMENT.) (Refer to 14 CFR part 91.) (Refer to AIM.) VR− (See VFR MILITARY TRAINING ROUTES.) VSCS− (See VOICE SWITCHING AND CONTROL SYSTEM.) VTOL AIRCRAFT− (See VERTICAL TAKEOFF AND LANDING AIRCRAFT.) PCG V−5

Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary W WA− (See AIRMET.) (See WEATHER ADVISORY.) WAAS− (See WIDE-AREA AUGMENTATION SYSTEM.) 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. (See WAKE TURBULENCE.) WAKE TURBULENCE− A phenomenon that occurs when an aircraft develops lift and forms a pair of counter−rotating vortices. (See AIRCRAFT CLASSES.) (See VORTICES.) (Refer to AIM.) WARNING AREA− (See SPECIAL USE AIRSPACE.) 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 Aviation Surface Forecast, Aviation Cloud Forecast, or area forecast, as they affect the operation of air traffic and as prepared by the NWS. (See AIRMET.) (See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.) (See SIGMET.) WEATHER RADAR PRECIPITATION INTENSITY− Existing radar systems cannot detect turbulence, however, there is a direct correlation between turbulence intensity and precipitation intensity. Controllers must issue all precipitation displayed on their user display systems. When precipitation intensity is not available, controllers will report intensity as UNKNOWN. When precipitation intensity levels are available, they will be described as follows: a. LIGHT (< 26 dBZ) b. MODERATE (26 to 40 dBZ) c. HEAVY (> 40 to 50 dBZ) d. EXTREME (> 50 dBZ) WEATHER RECONNAISSANCE AREA (WRA)− A WRA is airspace with defined dimensions and published by Notice to Airmen, which is established to support weather reconnaissance/research flights. Air traffic control services are not provided within WRAs. Only participating weather reconnaissance/research aircraft from the 53rd Weather Reconnaissance Squadron and National Oceanic and Atmospheric Administration Aircraft Operations Center are permitted to operate within a WRA. A WRA may only be established in airspace within U.S. Flight Information Regions outside of U.S. territorial airspace. WHEN ABLE− a. 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. PCG W−1

Pilot/Controller Glossary 2/20/25 b. In conjunction with a weather deviation clearance, requires the pilot to determine when he/she is clear of weather, then execute ATC instructions. c. 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. WIDE AREA MULTILATERATION (WAM)– A distributed surveillance technology which may utilize any combination of signals from Air Traffic Control Radar Beacon System (ATCRBS) (Modes A and C) and Mode S transponders, and ADS-B transmissions. Multiple geographically dispersed ground sensors measure the time-of-arrival of the transponder messages. Aircraft position is determined by joint processing of the time-difference-of-arrival (TDOA) measurements computed between a reference and the ground stations’ measured time-of-arrival. WILCO− I have received your message, understand it, and will comply with it. WIND GRID DISPLAY− A display that presents the latest forecasted wind data overlaid on a map of the ARTCC area. Wind data is automatically entered and updated periodically by transmissions from the National Weather Service. Winds at specific altitudes, along with temperatures and air pressure can be viewed. WIND SHEAR− A change in wind speed and/or wind direction in a short distance resulting in a tearing or shearing effect. It can exist in a horizontal or vertical direction and occasionally in both. WIND SHEAR ESCAPE− An unplanned abortive maneuver initiated by the pilot in command (PIC) as a result of onboard cockpit systems. Wind shear escapes are characterized by maximum thrust climbs in the low altitude terminal environment until wind shear conditions are no longer detected. WING TIP VORTICES− (See VORTICES.) 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.” WS− (See SIGMET.) (See WEATHER ADVISORY.) WST− (See CONVECTIVE SIGMET.) (See WEATHER ADVISORY.) PCG W−2

8/7/25 JO 7110.10EE CHG 1 Index [References are to page numbers] A ABBREVIATED TRANSMISSION, 4−2−2 ABBREVIATIONS, 1−2−2 Canadian Military Aircraft, Appendix B−3 Military Aircraft, Appendix B−2 President, Vice President, and Family Call Sign, Appendix B−3 ACCEPTABLE DATA, 6−1−3 ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES, 6−2−15 ADIZ REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT, 6−5−1 Adverse Conditions Briefing Display, 5−3−2 Pilot Briefing, 5−2−3 Advisory Services AIRCRAFT EQUIPMENT CHECKS, 4−3−6 AUTHORIZED FREQUENCIES, 4−3−6 CHARTS, 4−3−5 Density Altitude, 4−3−5 DESCRIPTION, 4−3−1 ELEMENTS AND PHRASEOLOGY, 4−3−2 GENERAL, 4−3−1 TRAFFIC CONTROL, 4−3−6 AERONAUTICAL INFORMATION, 5−3−5 ESSENTIALS, 5−3−5 AERONAUTICAL MOBILE COMMUNICATIONS SERVICE, 6−4−7 AFIS. See Automatic Flight Information Service (AFIS) AIRCRAFT BOMB THREATS, 3−2−2 Aircraft Colors, Codes, Appendix B−6 AIRCRAFT EQUIPMENT CHECKS, 4−3−6 AIRCRAFT EQUIPMENT CODES, 2−5−6 Aircraft Equipment Suffixes, Appendix B−4 AIRCRAFT IDENTIFICATION, 2−5−1 AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ-DVFR, 6−3−2 AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ-IFR, 6−3−1 Aircraft Orientation, 3−3−1 AIRCRAFT REPORTS (AIREP), 6−4−7 AIRCRAFT TYPES, DESCRIPTION, 2−5−5 AIRCRAFT-REPORTED NAVIGATIONAL EQUIPMENT MALFUNCTIONS, 4−1−2 AIREP. See AIRCRAFT REPORTS (AIREP) AIREP SPECIALS, 6−4−10 AIRPORT LIGHTING, 4−5−1 AIRWAYS AND ROUTES, 2−5−6 ALNOT, 3−4−5 ACTION UPON RECEIPT, 3−4−5 CANCELLATION OF, 3−4−6 REPORTING ALNOT STATUS TO RCC, 3−4−6 ALTITUDE CHANGE FOR IMPROVED RECEPTION, 3−2−1 AMCS. See AERONAUTICAL MOBILE COMMUNICATIONS SERVICE ANNOTATIONS, 1−2−2 ARRIVAL/MISSED APPROACH REPORTS, 4−2−6 ARS. See AIREP SPECIALS ATC CLEARANCES, ADVISORIES, OR REQUESTS, 4−2−5 ATS MESSAGES, 6−4−1 CATEGORIES, 6−4−2 TRANSMISSION OF, 6−4−3 AUTHORIZED FREQUENCIES, 4−3−6 AUTHORIZED TRANSMISSIONS, 4−2−1 Automatic Flight Information Service (AFIS), 4−4−1 FORMAT, 4−4−1 GENERAL, 4−4−1 Aviation Weather Cameras, 8−3−1 AVAILABILITY, 8−3−1 DESCRIPTION, 8−3−1 FAA’s AVIATION WEATHER CAMERA WEB­ SITE, 8−3−1 GENERAL, 8−3−1 AVIATION WEATHER INFORMATION, 5−3−1 AWAITING MESSAGE ACKNOWLEDGMENT, 6−2−15 Index I−1

JO 7110.10EE CHG 1 8/7/25 [References are to page numbers] B BOMB THREATS, 3−2−2 Briefing Display, 5−3−1 AERONAUTICAL INFORMATION, 5−3−5 AERONAUTICAL INFORMATION ESSENTIALS, 5−3−5 AVIATION WEATHER INFORMATION, 5−3−1 WEATHER INFORMATION ESSENTIALS, 5−3−2 BRIEFING, TYPE TO BE DELIVERED, 5−2−1 BRIEFINGS, DELIVERY OF ABBREVIATED, 5−2−6 OUTLOOK, 5−2−6 STANDARD, 5−2−2 BROADCAST (BLIND TRANSMISSION) OF MESSAGES, 4−2−7 C Canadian Movement and Control Messages (Transborder Flights Only), 6−6−1 IFR FLIGHT PLANS DEPARTING CANADI­ AN AIRPORTS , 6−6−2 INBOUNDS FROM CANADA, 6−6−1 OUTBOUNDS TO CANADA, 6−6−1 OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA , 6−6−2 CANADIAN TRANSBORDER FLIGHTS, 3−5−3 CHANGE IN ETA, 6−2−17 Changes, Recommendation for Procedural, 1−1−2 CHANGING LIGHTED RUNWAYS, 4−5−1 CHARTS, 4−3−5 COMMUNICATIONS SEARCH, 3−4−2 COMMUNICATIONS SERVICES, 6−1−2 Control Information Symbols, 4−1−10, 4−1−11 CONTROL MESSAGES, 6−2−4 Customs Notifications and ADIZ Requirements, 6−5−1 ADIZ REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT, 6−5−1 CUSTOMS REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT, 6−5−1 FLIGHT PLAN/CUSTOMS REQUIREMENTS, 6−5−1 Flight Data Services, Customs Notifications and ADIZ Requirements, 6−5−1 CUSTOMS REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT, 6−5−1 D DELIVERY DATES, 1−1−2 Density Altitude, 5−2−4 DEPARTURE MESSAGES, 6−2−13 DEPARTURE REPORTS, 4−2−6 DISTRIBUTION, 1−1−2 DUTY PRIORITY, 2−1−1 E EFFECTIVE DATES OF THIS ORDER, 1−1−1 ELT SIGNALS, 3−2−2 EMERGENCY DETERMINATION, 3−1−1 EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT), 3−2−5 Emergency Services, 3−1−1 Aircraft Orientation, 3−3−1 ACTIONS REQUIRED, 3−3−1 AUTOMATIC DIRECTION FINDER, 3−3−2 GENERAL, 3−3−1 GLOBAL POSITIONING SYSTEM (GPS), 3−3−5 GUIDANCE TO AIRPORT, 3−3−5 SAFE ALTITUDES FOR ORIENTATIONS, 3−3−1 VOR CROSS−FIX, 3−3−3 ALERTING PHASES, 3−5−1 Emergency Assistance, 3−2−1 AIRCRAFT BOMB THREATS, 3−2−2 ALTITUDE CHANGE FOR IMPROVED RE­ CEPTION, 3−2−1 ELT SIGNALS, 3−2−2 EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT), 3−2−5 EXPLOSIVE CARGO, 3−2−4 EXPLOSIVE DETECTION K−9 TEAMS, 3−2−4 I−2 Index

8/7/25 JO 7110.10EE CHG 1 [References are to page numbers] FREQUENCY CHANGES, 3−2−1 IN−FLIGHT EQUIPMENT MALFUNC­ TIONS, 3−2−4 INFORMATION REQUIREMENTS, 3−2−1 MINIMUM FUEL, 3−2−5 SUSPICIOUS UNMANNED AIRCRAFT AC­ TIVITY, 3−2−5 VFR AIRCRAFT IN WEATHER DIFFICUL­ TY, 3−2−1 General, 3−1−1 COORDINATION, 3−1−2 EMERGENCY DETERMINATION, 3−1−1 OBTAINING INFORMATION, 3−1−1 PROVIDING ASSISTANCE, 3−1−1 RECORDING INFORMATION, 3−1−2 RESPONSIBILITY, 3−1−2 International SAR, 3−5−1 ALERTING MESSAGE CONTENTS, 3−5−2 ALERTING SERVICE, 3−5−1 CANADIAN TRANSBORDER FLIGHTS, 3−5−3 MEXICAN TRANSBORDER FLIGHTS, 3−5−3 Overdue Aircraft, 3−4−1 ALNOT, 3−4−5 ACTION UPON RECEIPT, 3−4−5 CANCELLATION OF, 3−4−6 REPORTING ALNOT STATUS TO RCC, 3−4−6 COMMUNICATIONS SEARCH, 3−4−2 INREQ, 3−4−3 ACTION UPON RECEIPT, 3−4−4 CANCELLATION OF, 3−4−5 OVERDUE AIRCRAFT NOT ON a FLIGHT PLAN, 3−4−2 OVERDUE AIRCRAFT ON A FLIGHT PLAN, 3−4−1 QALQ, 3−4−2 ACTION BY DEPARTURE STATION ON RECEIPT, 3−4−3 CANCELLATION OF, 3−4−3 RESPONSIBILITY, 3−4−1 EQUIPMENT MALFUNCTIONS, 3−2−4 ESCAT. See EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT) EXPLANATION OF CHANGES, 1−1−1 EXPLOSIVE CARGO, 3−2−4 EXPLOSIVE DETECTION K−9 TEAMS, 3−2−4 F FAA Form 7233−1, Appendix B−1 FAA Form 7233−4, Appendix A−1 FAA Forms, Other, Appendix C−1 FAA Form 7230−21 Flight Progress Strips − FSS, Appendix C−2 Inflight Contact Record, Appendix C−1 Position Logs, Appendix C−3 FACILITY IDENTIFICATION, 2−5−1 Flight Data Services, 6−1−1 COMMUNICATIONS SERVICES, 6−1−2 DESCRIPTION, 6−1−1 Flight Plan Handling, 6−2−1 GROUP CODES, 6−1−3 International Operations and Messages, 6−4−1 MESSAGE FORMATS, 6−1−5 Military Operations, 6−3−1 Movement and Control Messages (Transborder Flights Only), Canadian, 6−6−1 Movement and Control Messages (Transborder Flights Only), Mexican, 6−7−1 PART-TIME FSS CLOSURE ACTION, 6−1−2 PRIORITY MESSAGE, 6−1−3 Q SIGNALS, 6−1−5 RECORDING FLIGHT DATA INFORMATION, 6−1−1 TELEPHONE REQUESTS FOR ATC CLEAR­ ANCES, 6−1−2 TYPES OF ACCEPTABLE DATA, 6−1−3 WMSCR NEGATIVE RESPONSE MES­ SAGES, 6−1−5 Flight Plan, Appendix B−1 FLIGHT PLAN ACTIVATION, 6−2−13 FLIGHT PLAN CHANGES AND CANCELLATIONS, 6−4−7 FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT, 6−2−16 FLIGHT PLAN CLOSURE, 6−2−17 FLIGHT PLAN FORMS AND INSTRUCTIONS, 6−4−5 Flight Plan Handling, 6−2−1 ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES, 6−2−15 ACTION BY ADDRESSEES, 6−2−16 ADDITIONAL MESSAGES, 6−2−10 AWAITING MESSAGE ACKNOWLEDG­ MENT, 6−2−15 Index I−3

JO 7110.10EE CHG 1 8/7/25 [References are to page numbers] CHANGE IN ETA, 6−2−17 CONTROL MESSAGES, 6−2−4 COORDINATE RNAV ROUTES, 6−2−13 DEPARTURE MESSAGES, 6−2−13 FLIGHT PLAN ACTIVATION, 6−2−13 FLIGHT PLAN CLOSURE, 6−2−17 FLIGHT PLAN RECORDING, 6−2−1 MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT, 6−2−16 NOTIFYING ARTCC, 6−2−2 FLIGHT PLAN RECORDING, 6−2−1 FLIGHT PROGRESS STRIPS AND ENTRY DATA, 4−1−6 FLIGHT SERVICE, 2−1−1 FORWARDING DVFR INFORMATION, 6−3−2 FREQUENCY CHANGES, 3−2−1 FREQUENCY USE, 4−2−1 Future FAA Weather Services, 8−4−1 G General Control, 2−1−1 GLOBAL POSITIONING SYSTEM (GPS), 3−3−5 GPS. See Global Positioning System (GPS) GROUP CODES, 6−1−3 H Hand-Printed Character Chart, 4−1−6 I ICAO ATS MESSAGE FORMAT, 6−4−6 ICAO PHONETICS, 2−3−1 IFR FLIGHT PROGRESS REPORTS, 4−2−6 In−Flight Services, 4−1−1 Advisory Services, 4−3−1 AIRCRAFT−REPORTED NAVIGATIONAL EQUIPMENT MALFUNCTIONS, 4−1−2 Airport Lighting and Visibility Aids, 4−5−1 CHANGING LIGHTED RUNWAYS, 4−5−1 OPERATION OF LANDING DIRECTION INDICATOR, 4−5−2 RVR, 4−5−1 Automatic Flight Information Service (AFIS), 4−4−1 DESCRIPTION, 4−1−1 FLIGHT PROGRESS STRIPS AND ENTRY DATA, 4−1−6 IN−FLIGHT WEATHER BRIEFINGS, 4−1−2 OPERATIONAL PRIORITY, 4−1−1 PRE−DUTY REQUIREMENTS, 4−1−1 Radio Communications, 4−2−1 RECORDING IN−FLIGHT INFORMATION, 4−1−3 Special VFR Operations, 4−6−3 IN-FLIGHT WEATHER BRIEFINGS, 4−1−2 INREQ, 3−4−3 ACTION UPON RECEIPT, 3−4−4 CANCELLATION OF, 3−4−5 International Cautionary Advisory, 5−2−2 International Flight Plan, Appendix A−1 International Operations and Messages, 6−4−1, 6−4−7 ADDRESSING MESSAGES, 6−4−5 AERONAUTICAL MOBILE COMMUNICA­ TIONS SERVICE, 6−4−7 AIREP SPECIALS (ARS), 6−4−10 ARTCC RELAY OF VFR MESSAGES , 6−4−10 ATS MESSAGES, 6−4−1 CATEGORIES OF ATS MESSAGES, 6−4−2 FLIGHT PLAN CHANGES AND CANCELLA­ TIONS , 6−4−7 FLIGHT PLAN FORMS AND INSTRUC­ TIONS , 6−4−5 ICAO ATS MESSAGE FORMAT, 6−4−6 ORIGINATING MESSAGES, 6−4−4 SERVICE MESSAGES, 6−4−2 TRANSMISSION OF ATS MESSAGES , 6−4−3 TRANSMISSION VIA NADIN, 6−4−3 Interphone Communications, 2−2−1 GENERAL, 2−2−1 MESSAGE INITIATION, 2−2−1 MESSAGE TERMINATION, 2−2−2 PRIORITY INTERRUPTION, 2−2−1 TRANSMISSION PRIORITIES, 2−2−1 I−4 Index

8/7/25 JO 7110.10EE CHG 1 [References are to page numbers] L LAA. See Local Airport Advisory (LAA) LANDING DIRECTION INDICATOR, 4−5−2 Local Airport Advisory (LAA), 4−3−1 LOGGING BRIEFINGS, 5−2−1 M Mexican Movement and Control Messages (Transborder Flights Only), 6−7−1 INBOUNDS FROM MEXICO, 6−7−1 OUTBOUNDS TO MEXICO , 6−7−1 MEXICAN TRANSBORDER FLIGHTS, 3−5−3 MILITARY FOREIGN FLIGHTS, 6−3−1 Military Operations, 6−3−1 AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ-DVFR, 6−3−2 AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ-IFR, 6−3−1 FORWARDING DVFR INFORMATION, 6−3−2 MESSAGE HANDLING, 6−3−1 MILITARY FOREIGN FLIGHTS, 6−3−1 SPECIAL MILITARY FLIGHTS, 6−3−1 STOPOVER DVFR FLIGHT PLANS, 6−3−3 U.S. AIR FORCE/U.S. NAVY UNDERGRADU­ ATE PILOTS, 6−3−1 MINIMUM FUEL, 3−2−5 N NADIN, TRANSMISSION VIA , 6−4−3 NAVAID TERMS AND FIXES, 2−5−7 NONAVIATION WEATHER SERVICES, 8−2−1 NON−DELIVERY OF MESSAGES, 4−2−6 NON−EMERGENCY PARACHUTE JUMPIN, 4−2−7 NOTAM Services, 7−1−1 General, 7−1−1 ACCOUNTABILITY, 7−1−1 DESCRIPTION, 7−1−1 SYSTEM OUTAGES, 7−1−1 NOTAM Handling, 7−2−1 RECORDING NOTAM INFORMATION, 7−2−2 RESPONSIBILITY, 7−2−1 NOTES, 1−2−2 NOTIFYING ARTCC, 6−2−2 O OPERATIONAL PRIORITY, 4−1−1 Overdue Aircraft, 3−4−1 P PART-TIME FSS CLOSURE ACTION, 6−1−2 PHRASEOLOGY, 2−4−1 Advisory Services, 4−3−2 Aviation, 2−5−1 AIRCRAFT EQUIPMENT CODES, 2−5−6 AIRCRAFT IDENTIFICATION, 2−5−1 AIRWAYS AND ROUTES, 2−5−6 DESCRIPTION OF AIRCRAFT TYPES, 2−5−5 FACILITY IDENTIFICATION, 2−5−1 NAVAID TERMS AND FIXES, 2−5−7 RELAY OF ATC COMMUNICATIONS, 2−5−1 RUNWAY CONDITIONS, 2−5−8 Density Altitude, 4−3−5 General, 2−3−1 EXPEDITIOUS COMPLIANCE, 2−3−6 ICAO PHONETICS, 2−3−1 NUMBER USAGE, 2−3−2 WORDS AND PHRASES, 2−3−1 Weather, 2−4−1 ANNOUNCING MISSING ITEMS, 2−4−6 RADAR, 2−4−9 SURFACE OBSERVATIONS, 2−4−1 WEATHER ADVISORIES, 2−4−9 WEATHER REMARKS, 2−4−7 WINDS AND TEMPERATURES ALOFT FORECAST, 2−4−10 Pilot Briefing, 5−2−1 DELIVERY OF ABBREVIATED BRIEFINGS, 5−2−6 DELIVERY OF OUTLOOK BRIEFINGS, 5−2−6 DELIVERY OF STANDARD BRIEFINGS, 5−2−2 Index I−5

JO 7110.10EE CHG 1 8/7/25 [References are to page numbers] Density Altitude, 5−2−4 DESCRIPTION, 5−2−1 International Cautionary Advisory, 5−2−2 LOGGING BRIEFINGS, 5−2−1 PILOT WEATHER BRIEFER CERTIFICA­ TION, 5−2−1 Solicitation of PIREPs, 5−2−5 TYPE OF BRIEFING TO BE DELIVERED, 5−2−1 PILOT WEATHER BRIEFER CERTIFICATION, 5−2−1 Pilot Weather Reports, 8−1−1 DATA TO BE INCLUDED IN PIREPs, 8−1−3 GENERAL, 8−1−1 HANDLING, 8−1−10 PIREP CLASSIFICATION, 8−1−2 PIREP FORMAT , 8−1−3 REPORTING AIRFRAME ICING IN PIREPs, 8−1−9 REPORTING TURBULENCE IN PIREPs , 8−1−8 REPORTING WIND SHEAR IN PIREPs, 8−1−10 RESPONSIBILITY, 8−1−1 PIREPs. See Pilot Weather Reports Pre−Flight Services, 5−1−1 Briefing Display, 5−3−1 DESCRIPTION, 5−1−1 Pilot Briefing, 5−2−1 PRE−DUTY REQUIREMENTS, 5−1−1 UNAVAILABILITY OF INFORMATION, 5−1−1 PRE-DUTY REQUIREMENTS, 4−1−1, 5−1−1 PRIORITY MESSAGES, 6−1−3 PROCEDURAL APPLICATIONS, 2−1−2 Q QALQ, 3−4−2 ACTION BY DEPARTURE STATION, 3−4−3 CANCELLATION OF, 3−4−3 R RAA. See Remote Airport Advisory (RAA) RADAR, 2−4−9 Radio Communications, 4−2−1 ABBREVIATED TRANSMISSION, 4−2−2 ARRIVAL/MISSED APPROACH REPORTS, 4−2−6 ATC CLEARANCES, ADVISORIES, OR RE­ QUESTS, 4−2−5 AUTHORIZED TRANSMISSIONS, 4−2−1 BROADCAST (BLIND TRANSMISSION) OF MESSAGES, 4−2−7 DEPARTURE REPORTS, 4−2−6 FREQUENCY USE, 4−2−1 IFR FLIGHT PROGRESS REPORTS, 4−2−6 NON−DELIVERY OF MESSAGES, 4−2−6 NON−EMERGENCY PARACHUTE JUMPING, 4−2−7 RADIO COMMUNICATIONS TRANSFER, 4−2−5 RADIO MESSAGE FORMAT, 4−2−1 ROUTINE RADIO CONTACTS, 4−2−2 UNAUTHORIZED ENTRY INTO CLASS A AIRSPACE OR PROHIBITED/RESTRICT­ ED AREA, 4−2−7 RADIO COMMUNICATIONS TRANSFER, 4−2−5 RADIO MESSAGE FORMAT, 4−2−1 RAIS. See Remote Airport Information Service (RAIS) RECORDING FLIGHT DATA INFORMATION, 6−1−1 RECORDING IN-FLIGHT INFORMATION, 4−1−3 REFERENCES, 1−2−2 RELAY OF ATC COMMUNICATION, 2−5−1 Remark Codes, Appendix B−5 Remote Airport Advisory (RAA), 4−3−1 Remote Airport Information Service (RAIS), 4−3−1 Remote Weather Advisory Service (RWAS), 4−3−1 RNAV ROUTE, COORDINATION, 6−2−13 ROUTINE RADIO CONTACTS, 4−2−2 RUNWAY CONDITIONS, 2−5−8 RVR, 4−5−1 RWAS. See Remote Weather Advisory Service (RWAS) I−6 Index

8/7/25 JO 7110.10EE CHG 1 [References are to page numbers] S Search and Rescue (SAR), 3−4−1 Service B Message Formats, Appendix D−1 Active ICAO Modification (MOD) Message, Ap­ pendix D−4 ICAO Acknowledgement (ACK) Message, Ap­ pendix D−10 ICAO Arrival (ARR) Message, Appendix D−4 ICAO Cancellation (CNL) Message, Appendix D−5 ICAO Departure (DEP) Message, Appendix D−6 ICAO FPL Message (Proposed-Inbound), Ap­ pendix D−8 ICAO Logical Acknowledgement (LAM) Mes­ sage, Appendix D−11 ICAO Logical Rejection Message (LRM), Ap­ pendix D−11 ICAO Reject (REJ) Message, Appendix D−10 ICAO Search and Rescue (SAR) Messages, Ap­ pendix D−12 ICAO Supplementary Flight Plan (SPL) Mes­ sage, Appendix D−1 Proposed ICAO FPL Message, Appendix D−7 Proposed ICAO Modification (CHG) Message, Appendix D−3 SERVICE MESSAGES, 6−4−2 SPECIAL MILITARY FLIGHTS, 6−3−1 Special VFR Operations, 4−6−3 AUTHORIZATION, 4−6−3 PREDESIGNED SPECIAL VFR CLEAR­ ANCES, 4−6−5 REQUESTS FOR SPECIAL VFR CLEAR­ ANCE, 4−6−3 VISIBILITY BELOW ONE MILE, 4−6−4 STOPOVER DVFR FLIGHT PLANS, 6−3−3 SURFACE OBSERVATIONS, 2−4−1 Surface Weather Observations, 8−2−1 GENERAL, 8−2−1 NONAVIATION WEATHER SERVICES, 8−2−1 RESPONSIBILITY, 8−2−1 WEATHER OBSERVATION CERTIFICATE, 8−2−1 SUSPICIOUS UNMANNED AIRCRAFT ACTIVITY, 3−2−5 T TELEPHONE REQUESTS FOR ATC CLEARANCES, 6−1−2 Terms of Reference, 1−2−1 ABBREVIATIONS, 1−2−2 ANNOTATIONS, 1−2−2 NOTES, 1−2−2 REFERENCES, 1−2−2 WORD MEANINGS, 1−2−1 TRAFFIC CONTROL, 4−3−6 TRANSFER OF POSITION RESPONSIBILITY, 2−1−1 U U.S. AIR FORCE/U.S. NAVY UNDERGRADUATE PILOTS, 6−3−1 UNAUTHORIZED ENTRY, 4−2−7 UNAVAILABILITY OF INFORMATION, 5−1−1 UNMANNED AIRCRAFT, SUSPICIOUS ACTIVITY, 3−2−5 V VFR AIRCRAFT IN WEATHER DIFFICULTY, 3−2−1 VFR Flight Not Recommended (VNR), 5−2−3 VISIBILITY AIDS, 4−5−1 VNR. See VFR Flight Not Recommended (VNR) VOR CROSS−FIX, 3−3−3 W WEATHER ADVISORIES, 2−4−9 WEATHER INFORMATION ESSENTIALS, 5−3−2 WEATHER OBSERVATION CERTIFICATE, 8−2−1 WEATHER REMARKS, 2−4−7 Index I−7

JO 7110.10EE CHG 1 8/7/25 [References are to page numbers] Weather Service, FAA, 8−1−1 Aviation Weather Cameras, 8−3−1 Future FAA Weather Services, 8−4−1 Pilot Weather Reports, 8−1−1 Surface Weather Observations, 8−2−1 WINDS AND TEMPERATURES ALOFT FORECAST, 2−4−10 WORD MEANINGS, 1−2−1 I−8 Index

Federal Aviation JO 7110.10EE CHG 1 Administration 8/7/25 BRIEFING GUIDE F E D E R A L A V I A T I O N A D M I N I S T R A T I O N U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Initiated By: AJR−0 Vice President, System Operations Services

JO 7110.10EE CHG 1 8/7/25 Table of Contents Paragraph Title Page Number 4−2−5 ROUTINE RADIO CONTACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG−3 5−2−5 DELIVERY OF STANDARD BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG−3 BG−2 Briefing Guide

8/7/25 JO 7110.10EE CHG 1 1. PARAGRAPH NUMBER AND TITLE: 4–2–5. ROUTINE RADIO CONTACTS 2. BACKGROUND: FAA Order JO 7110.10, subparagraph 4−2−5c5, reads: “When the barometric pressure is greater than 31.00 inches mercury (31” Hg)., Flight Standards will implement high barometric pressure procedures by Notice to Airmen (NOTAM), defining the geographic area affected.” The Flight Technologies and Procedures Division, Flight Procedures & Airspace Group (AFS−420), does not have procedures or guidance on monitoring barometric pressure. Historically, Air Route Traffic Control Centers (ARTCC) have been proactive in requesting the high barometric pressure NOTAM. 3. CHANGE: OLD NEW 4–2–5. ROUTINE RADIO CONTACTS 4–2–5. ROUTINE RADIO CONTACTS Title through c4 NOTE No Change 5. When the barometric pressure is greater than 5. Affected ARTCCs must request, via the 31.00 inches Hg., Flight Standards will implement U.S. NOTAM Office (USNOF), that a high high barometric pressure procedures by NOTAM, barometric pressure NOTAM be issued for defining the geographic area affected. When this flying in regions where barometric pressure is occurs, use the following procedures: greater than, or forecast to be greater than, 31.00 inches mercury (31” Hg). When this occurs, use the following procedures: 1. PARAGRAPH NUMBER AND TITLE: 5–2–5. DELIVERY OF STANDARD BRIEFINGS 2. BACKGROUND: Paragraph 5−2−5, Delivery of Standard Briefings, contains information in subparagraph c6(a), Forecast, that could be misleading and lead to misinterpretation. The paragraph is being rewritten for clarity. 3. CHANGE: OLD 5–2–5. DELIVERY OF STANDARD BRIEFINGS Title through c5(d) NOTE 6. Forecast (a) Summarize from all available sources forecast information applicable to the proposed route and altitude(s) including but not limited to departure airport forecast and area forecast (graphical or textual based on the location), if in the briefer’s judgment, it provides a better picture, clouds, visibilities, icing, turbulence, and precipitation. NEW 5–2–5. DELIVERY OF STANDARD BRIEFINGS No Change No Change (a) Summarize from all available sources forecast information applicable to the proposed route and altitude(s), including but not limited to clouds, visibilities, icing, turbulence, and precipitation as described in the area forecast (graphical or textual based on the location). Include forecast information for the departure airport if, in the briefer’s judgement, it provides a better picture. Briefing Guide BG−3