AC — advisory circular AOPA — Aircraft Owners and ATCSCC — Air Traffic Control

Pilots Association System Command Center

ACARS — aircraft communications
addressing and reporting system AP — autopilot system ATC-TFM — air traffic control-
traffic flow management
ACAS — airborne collision avoid- APC — auxiliary performance
ance system computer ATCT — airport traffic control
tower
AD — airworthiness directive APV — approach with vertical
guidance ATD — along-track distance
ADF — automatic direction finder
ARFF — aircraft rescue and fire ATIS — automatic terminal infor-
ADS — automatic dependent sur-
fighting mation service
veillance
ARINC — aeronautical radio incor- ATM — air traffic management
ADS-B — automatic dependent sur-
porated
veillance-broadcast ATS — air traffic service
A-RNAV — advanced area naviga-
AER — approach end of runway ATT — attitude retention system
tion
AFCS — automatic flight control AVN — Office of Aviation System
ARSR — air route surveillance
system Standards
radar
A/FD — airport/facility directory AWOS — automated weather
ARTCC — Air Route Traffic
observing system
AFM — airplane flight manual or Control Center
aircraft flight manual AWSS — automated weather sensor
ARTS — Automated Radar
system
AFSS — Automated Flight Service Terminal System
Station Baro-VNAV — barometric vertical
ASDA — accelerate-stop distance
navigation
AGL — above ground level available
BRITE — bright radar indicator
AIM — aeronautical information ASDAR — aircraft to satellite data
tower equipment
manual relay
B-RNAV — European Basic RNAV
AIP — aeronautical information ASDE-3 — Airport Surface
publication Detection Equipment-3 CAA — Civil Aeronautics
Administration
AIS — airmen’s information system ASDE-X — Airport Surface
Detection Equipment-X CAASD — Center for Advanced
ALAR — approach and landing
Aviation Systems Development
accident reduction ASOS — automated surface observ-
ing system CARF — central altitude reserva-
AMASS — airport movement area
tion function
safety system [delete term] ASR — airport surveillance radar
CAT — category
ANP — actual navigation perform- ATC — air traffic control
ance CDI — course deviation indicator
ATCRBS — air traffic control radar
ANR — advanced navigation route beacon system CDM — collaborative decision
making
AOA — airport operating area ATCS — Air Traffic Control
Specialist CDTI — cockpit display of traffic
AOCC — airline operations control
information
center
CDU — control display unit
C-1
CENRAP — Center Radar ARTS DRVSM — domestic reduced verti- FMS — flight management system
Processing cal separation minimums
FO — fly-over
CFIT — controlled flight into ter- DUATS — direct user access termi-
FOM — flight operations manual
rain nal system
FOWP — fly-over waypoint
CFR — Code of Federal DVA — diverse vector area
Regulations FPM — feet per minute
EDCT — expect departure clear-
CGD — combined graphic display ance time FSDO — Flight Standards District
Office
CIP — Capital Investment Plan EFB — electronic flight bag
FSS — Flight Service Station
CNF — computer navigation fix EFC — expect further clearance
FTE — flight technical error
CNS — communication, naviga- EFIS — electronic flight informa-
tion, and surveillance tion system GA — general aviation
COP — changeover point EGPWS — enhanced ground prox- GAMA — General Aviation
imity warning systems Manufacturer’s Association
COTS — commercial off the shelf
EICAS — Engine indicating and GBT — ground-based transmitter
CPDLC — controller pilot data link
crew alerting system
communications GCA — ground controlled
EMS — emergency medical service approach
CRC — cyclic redundancy check
EPE — estimated position error GCO — ground communication
CRCT — collaborative routing
outlet
coordination tool ER-OPS — extended range opera-
tions GDP — ground delay programs
CRM — crewmember resource
management ETA — estimated time of arrival GDPE — ground delay program
enhancements
CRT — cathode-ray tube EWINS — enhanced weather infor-
mation system GLS — Global Navigation Satellite
CTAF — common traffic advisory
System Landing System
frequency FAA — Federal Aviation
Administration GNE — gross navigation error
CTD — controlled time of depar-
ture FAF — final approach fix GNSS — Global Navigation
Satellite System
CVFP — charted visual flight pro- FAP — final approach point
cedure GPS — Global Positioning System
FATO – Final Approach and
DA — density altitude, decision Takeoff Area GPWS — ground proximity warn-
altitude ing system
FB — fly-by
D-ATIS — digital automatic termi- G/S — glide slope
FBWP — fly-by waypoint
nal information service
GS — groundspeed
FD — winds and temperatures aloft
DACS — digital aeronautical chart
forecast GWS — graphical weather service
supplement
FD — flight director HAA — height above airport
DBRITE — digital bright radar
indicator tower equipment FDC NOTAM — Flight Data HAR — High Altitude Redesign
Center Notice to Airmen
DER — departure end of the run- HAT — height above touchdown
way FDP — flight data processing
HDD — head-down display
DH — decision height FIR — flight information region
HEMS — helicopter emergency
DME — distance measuring equip- FIS — flight information system medical service
ment
FIS-B — flight information service- HF — high frequency
DOD — Department of Defense broadcast
HFDL — high frequency data link
DOT — Department of FISDL — flight information serv-
HGS — head-up guidance system
Transportation ices data link
HITS — highway in the sky
DPs — departure procedures FL — flight level
HOCSR — host/oceanic computer
DSR — display system replacement FMC — flight management com-
C-2 puter
system replacement MAMS — military airspace man- NAS — National Airspace System
agement system
HSI — horizontal situation indica- NASA — National Aeronautics and
tor MAP — missed approach point Space Administration
HSAC — Helicopter Safety MAP — manifold absolute pressure NASSI — National Airspace
Advisory Council System status information
MASPS — minimum aviation sys-
HUD — head-up display tem performance specification NAT — North Atlantic
IAF — initial approach fix MAWP — missed approach way- NATCA — National Air Traffic
point Controllers Association
IAP — instrument approach proce-
dure MCA — minimum crossing altitude NAT/OPS — North Atlantic
Operation
IAS — indicated air speed McTMA — multi-center traffic
management advisor NAVAID — navigational aid
ICA — initial climb area
MDA — minimum descent altitude NBCAP — National Beacon Code
ICAO — International Civil
Allocation Plan
Aviation Organization MDH — minimum descent height
ND — navigation displays
IF — intermediate fix MEA — minimum en route altitude
NDB — nondirectional beacon
IFR — instrument flight rules MEL — minimum equipment list
NFDC — National Flight Data
ILS — instrument landing system METAR — aviation routine
Center
weather report
IMC — instrument meteorological
NFPO — National Flight
conditions MFD — multifunction display
Procedures Office
INS — inertial navigation system MIA — minimum IFR altitude
NGA — National Geospatial-
IOC — initial operational capability MIT — miles-in-trail [delete term] Intelligence Agency
IPV — instrument procedure with MLS — microwave landing system NIMA — National Imagery and
vertical guidance (this term has Mapping Agency
MNPS — minimum navigation per-
been renamed APV)
formance specifications NM — nautical mile
IRU – Inertial Reference Unit
MOA — military operations area NOAA — National Oceanic and
KIAS — knots indicated airspeed Atmospheric Administration
MOCA — minimum obstruction
LAAS — Local Area Augmentation clearance altitude NOPAC — North Pacific
System
MOPS — minimum operational NOTAM — Notice to Airmen
LAHSO — land and hold short performance standards
NOTAM D — Distant NOTAM
operations
MORA — minimum off route alti-
NOTAM L — Local NOTAM
LDA — localizer type directional tude
aid, landing distance available NOZ — normal operating zone
MRA — minimum reception alti-
LF — low frequency tude NPA — nonprecision approach
LNAV — lateral navigation MSA — minimum safe altitude NPRM — Notice of Proposed
Rulemaking
LOA — letter of agreement/letter of MSAW — minimum safe altitude
authorization warning NRP — national route program
LOC — localizer MSL — mean sea level NRR — non-restrictive routing
LOM — locator outer marker MTA — minimum turning altitude NRS — National Reference System
LPV — See glossary MVA — minimum vectoring alti- NSE — navigation system error
tude
LTP — landing threshold point NTAP — Notice to Airmen
NA — not authorized Publication
MAA — maximum authorized alti-
tude NACO — National Aeronautical NTSB — National Transportation
Charting Office Safety Board
MAHWP — missed approach hold-
ing waypoint NAR — National Airspace NTZ — no transgression zone
Redesign
C-3
NWS — National Weather Service RDOF — radio failure STAR — standard terminal arrival
OCS — obstacle clearance surface RJ — regional jet STARS — standard terminal
automation replacement system
ODP — obstacle departure proce- RNAV — area navigation
dure STC — supplemental type certifi-
RNP — required navigation per-
cate
OEP — Operational Evolution Plan formance
STMP — special traffic manage-
OpsSpecs — operations specifica- ROC — required obstacle clearance
ment program
tions
RSP — runway safety program
SUA — special use airspace
OROCA — off-route obstruction
RVR — runway visual range
clearance altitude SUA/ISE — special use
RVSM — reduced vertical separa- airspace/inflight service enhance-
PA — precision approach
tion minimums ment
PAR — precision approach radar
RVV — runway visibility value SVFR — special visual flight rules
PARC — performance-based oper-
RWY — runway SWAP — severe weather avoidance
ations aviation rulemaking commit-
plan
tee SAAAR — Special Aircraft and
Aircrew Authorization Required TA — traffic advisory
PCG — positive course guidance
SAAR — special aircraft and air- TAA — terminal arrival area
PDC — pre-departure clearance
crew requirements
TACAN — tactical air navigation
PDR — preferential departure route
SAMS — special use airspace man-
TAF — terminal aerodrome fore-
PF — pilot flying agement system
cast
PFD — primary flight display SAS — stability augmentation sys-
TAS — true air speed
tem
pFAST — passive final approach
TAWS — terrain awareness and
spacing tool SATNAV — satellite navigation
warning systems
PIC — pilot in command SDF — simplified directional facil-
TCAS — traffic alert and collision
ity
PinS — Point-in-Space avoidance system
SER — start end of runway
PIREP — pilot weather report TCH — threshold crossing height
SIAP — standard instrument
PM — pilot monitoring TDLS — terminal data link system
approach procedure
POH — pilot’s operating handbook TDZ — touchdown zone
SID — standard instrument depar-
POI — principle operations inspec- ture TDZE — touchdown zone elevation
tor
SIGMET — significant meteoro- TEC — tower en route control
PRM — precision runway monitor logical information
TERPS — U.S. Standard for
P-RNAV — European Precision SM — statute mile Terminal Instrument Procedures
RNAV
SMA — surface movement advisor TFM — traffic flow management
PT — procedure turn
SMGCS — surface movement TIS — traffic information service
PTP — point-to-point guidance and control system
TIS-B — traffic information serv-
QFE — transition height SMS — surface management sys- ice-broadcast
tem
QNE — transition level TLOF – Touchdown and Lift-Off
SOIA — simultaneous offset instru- Area
QNH — transition altitude
ment approaches
TM — traffic management
RA — resolution advisory, radio
SOP — standard operating proce-
altitude TMA — traffic management advi-
dure
sor
RAIM — receiver autonomous
SPECI — non-routine (special) avi-
integrity monitoring TMU — traffic management unit
ation weather report
RCO — remote communications TOC — top of climb
SSV — standard service volume
outlet
TOD — top of descent
TODA — takeoff distance available
C-4
TOGA — take-off/go around US — United States VNAV — vertical navigation
TORA — takeoff runway available USAF — United States Air Force VNEI — never exceed speed-IFR.
TPP — terminal procedures publi- VCOA — visual climb over airport VOR — very high frequency omni-
cation directional range
VDP — visual descent point
TRACAB — see glossary. VORTAC — very high frequency
VFR — visual flight rules
omnidirectional range/tactical air
TRACON — terminal radar
VGSI — visual glide slope indica- navigation
approach control
tor
VPA — vertical path angle
TSE — total navigation system
VHF — very high frequency
error VREF — reference landing speed
VLJ — very light jet
TSO — technical standard order VSO — stalling speed or the mini-
VMC — visual meteorological con- mum steady flight speed in the land-
UAT — universal access transceiver
ditions ing configuration
UHF — ultra high frequency
VMINI — minimum speed–IFR. WAAS — Wide Area Augmentation
URET — user request evaluation System
tool
WAC — World Aeronautical Chart
WP — waypoint

C-5
 Glossary space from the intermediate fix (IF) inbound. A fix
located between the initial approach fix (IAF) and the
Abeam Fix – A fix, NAVAID, point, or object posi- IF is considered to be associated with the approach
tioned approximately 90 degrees to the right or left of transition or feeder route.
the aircraft track along a route of flight. Abeam indi-
Approach Gate –An imaginary point used by ATC to
cates a general position rather than a precise point.
vector aircraft to the final approach course. The
Accelerate-Stop Distance Available (ASDA) – The approach gate is established along the final approach
runway plus stopway length declared available and course 1 NM from the final approach fix (FAF) on the
suitable for the acceleration and deceleration of an air- side away from the airport and is located no closer than
plane aborting a takeoff. 5 NM from the landing threshold.

Aircraft Approach Category – A grouping of aircraft Area Navigation (RNAV) – A method of navigation
based on reference landing speed (VREF), if specified, that permits aircraft operations on any desired course
or if VREF is not specified, 1.3 VSO (the stalling speed within the coverage of station referenced navigation
or minimum steady flight speed in the landing configu- signals or within the limits of self contained system
ration) at the maximum certificated landing weight. capability.

Airport Diagram – A full-page depiction of the airport Automated Surface Observing System
that includes the same features of the airport sketch (ASOS)/Automated Weather Sensor System (AWSS)
plus additional details such as taxiway identifiers, air- – The ASOS/AWSS is the primary surface weather
port latitude and longitude, and building identification. observing system of the U.S.
Airport diagrams are located in the U.S. Terminal
Automated Surface Observing System (ASOS) – A
Procedures booklet following the instrument approach
weather observing system that provides minute-by-
charts for a particular airport.
minute weather observations such as temperature, dew
Airport/Facility Directory (A/FD) – Regional book- point, wind, altimeter setting, visibility, sky condition,
lets published by the National Aeronautical Charting and precipitation. Some ASOS stations include a pre-
Office (NACO) that provide textual information about cipitation discriminator which can differentiate between
all airports, both VFR and IFR. The A/FD includes run- liquid and frozen precipitation.
way length and width, runway surface, load bearing
Automated Weather Observing System (AWOS) – A
capacity, runway slope, airport services, and hazards
suite of sensors which measure, collect, and dissemi-
such as birds and reduced visibility.
nate weather data. AWOS stations provide a minute-by-
Airport Sketch – Depicts the runways and their length, minute update of weather parameters such as wind
width, and slope, the touchdown zone elevation, the speed and direction, temperature and dew point, visibil-
lighting system installed on the end of the runway, and ity, cloud heights and types, precipitation, and baromet-
taxiways. Airport sketches are located on the lower left ric pressure. A variety of AWOS system types are
or right portion of the instrument approach chart. available (from AWOS 1 to AWOS 3), each of which
includes a different sensor array.
Air Route Traffic Control Center (ARTCC) – A
facility established to provide air traffic control service Automated Weather Sensor System (AWSS) – The
to aircraft operating on IFR flight plans within con- AWSS is part of the Aviation Surface Weather
trolled airspace and principally during the en route Observation Network suite of programs and provides
phase of flight pilots and other users with weather information through
the Automated Surface Observing System. The AWSS
Air Traffic Service (ATS) – Air traffic service is an sensor suite automatically collects, measures,
ICAO generic term meaning variously, flight informa- processes, and broadcasts surface weather data.
tion service, alerting service, air traffic advisory serv-
ice, air traffic control service (area control service, Automated Weather System – Any of the automated
approach control service, or aerodrome control serv- weather sensor platforms that collect weather data at
ice). airports and disseminate the weather information via
radio and/or landline. The systems currently consist of
Approach End of Runway (AER) – The first portion the Automated Surface Observing System (ASOS),
of the runway available for landing. If the runway Automated Weather Sensor System (AWSS) and
threshold is displaced, use the displaced threshold lati- Automated Weather Observation System (AWOS).
tude/longitude as the AER.
Automatic Dependent Surveillance-Broadcast (ADS-
Approach Fix – From a database coding standpoint, an B) – A surveillance system that continuously broad-
approach fix is considered to be an identifiable point in casts GPS position information, aircraft identification,

C-6
altitude, velocity vector, and direction to all other air- uing to the destination airport in those conditions, may
craft and air traffic control facilities within a specific deviate from the instrument approach procedure and
area. Automatic dependent surveillance-broadcast proceed to the destination airport by visual reference to
(ADS-B) information will be displayed in the cockpit the surface. This approach will only be authorized
via a cockpit display of traffic information (CDTI) unit, when requested by the pilot and the reported ground
providing the pilot with greater situational awareness. visibility at the destination airport is at least one statute
ADS-B transmissions will also provide controllers with mile.
a more complete picture of traffic and will update that
information more frequently than other surveillance Controlled Flight Into Terrain (CFIT) – A situation
equipment. where a mechanically normally functioning airplane is
inadvertently flown into the ground, water, or an obsta-
Automatic Terminal Information Service (ATIS) – A cle. There are two basic causes of CFIT accidents; both
recorded broadcast available at most airports with an involve flight crew situational awareness. One defini-
operating control tower that includes crucial informa- tion of situational awareness is an accurate perception
tion about runways and instrument approaches in use, by pilots of the factors and conditions currently affect-
specific outages, and current weather conditions, ing the safe operation of the aircraft and the crew. The
including visibility. causes of CFIT are the flight crews’ lack of vertical
position awareness or their lack of horizontal position
Center Radar ARTS Presentation/Processing (CEN- awareness in relation to terrain and obstacles.
RAP) – CENRAP was developed to provide an alterna-
tive to a non-radar environment at terminal facilities Database Columns – The spaces for data entry on
should an ASR fail or malfunction. CENRAP sends air- each record. One column can accommodate one charac-
craft radar beacon target information to the ASR termi- ter.
nal facility equipped with ARTS.
Database Field – The collection of characters needed
Changeover Point (COP) – A COP indicates the point to define one item of information.
where a frequency change is necessary between naviga-
tion aids when other than the midpoint on an airway, to Database Identifier – A specific geographic point in
receive course guidance from the facility ahead of the space identified on an aeronautical chart and in a navia-
aircraft instead of the one behind. These COPs divide tion database, officially designated by the controlling
an airway or route segment and ensure continuous state authority or derived by Jeppesen. It has no ATC
reception of navigational signals at the prescribed mini- function and should not be used in filing flight plans
mum en route IFR altitude. nor used when communicating with ATC.

Charted Visual Flight Procedure (CVFP) – A CVFP Database Record – A single line of computer data
may be established at some towered airports for envi- made up of the fields necessary to define fully a single
ronmental or noise considerations, as well as when nec- useful piece of data.
essary for the safety and efficiency of air traffic Decision Altitude (DA) –A specified altitude in the
operations. Designed primarily for turbojet aircraft, precision approach at which a missed approach must be
CVFPs depict prominent landmarks, courses, and rec- initiated if the required visual reference to continue the
ommended altitudes to specific runways. approach has not been established. The term “Decision
Cockpit display of traffic information (CDTI) – The Altitude (DA)” is referenced to mean sea level and the
display and user interface for information about air traf- term “Decision Height (DH)” is referenced to the
fic within approximately 80 miles. It will typically threshold elevation. Even though DH is charted as an
combine and show traffic data from TCAS, TIS-B, and altitude above MSL, the U.S. has adopted the term
ADS-B. Depending on features, the display may also “DA” as a step toward harmonization of the United
show terrain, weather, and navigation information. States and international terminology. At some point,
DA will be published for all future instrument approach
Collision Hazard – A condition, event, or circum- procedures with vertical guidance.
stance that could induce an occurrence of a collision or
surface accident or incident. Decision Height (DH) – See Decision Altitude

Columns - See Database Columns Departure End of Runway (DER) – The end of run-
way available for the ground run of an aircraft depar-
Contact Approach – An approach where an aircraft on ture. The end of the runway that is opposite the landing
an IFR flight plan, having an air traffic control authori- threshold, sometimes referred to as the stop end of the
zation, operating clear of clouds with at least one mile runway.
flight visibility, and a reasonable expectation of contin-

C-7
Descend Via – A descend via clearance instructs you to also referred to as approach transitions, technically are
follow the altitudes published on a STAR. You are not not considered approach segments but are an integral
authorized to leave your last assigned altitude unless part of many IAPs.
specifically cleared to do so. If ATC amends the alti-
tude or route to one that is different from the published Field - See Database Field
procedure, the rest of the charted descent procedure is Final Approach and Takeoff Area (FATO) – The
canceled. ATC will assign you any further route, alti- FATO is a defined heliport area over which the final
tude, or airspeed clearances, as necessary. approach to a hover or a departure is made. The touch-
Digital ATIS (D-ATIS) – An alternative method of down and lift-off area (TLOF) where the helicopter is
receiving ATIS reports by aircraft equipped with permitted to land is normally centered in the FATO. A
datalink services capable of receiving information in safety area is provided around the FATO.
the cockpit over their Aircraft Communications Fix – A geographical position determined by visual ref-
Addressing and Reporting System (ACARS) unit. erence to the surface, by reference to one or more radio
Diverse Vector Area (DVA) – An airport may establish NAVAIDs, by celestial plotting, or by another naviga-
a diverse vector area if it is necessary to vector aircraft tional device. Note: Fix is a generic name for a geo-
below the minimum vectoring altitude to assist in the graphical position and is referred to as a fix, waypoint,
efficient flow of departing traffic. DVA design require- intersection, reporting point, etc.
ments are outlined in TERPS and allow for the vector- Flight Information Region (FIR) – A FIR is an air-
ing of aircraft immediately off the departure end of the space of defined dimensions within which Flight
runway below the MVA. Information Service and Alerting Service are provided.
Dynamic Magnetic Variation – A field which is sim- Flight Information Service (FIS) is a service provided
ply a computer model calculated value instead of a for the purpose of giving advice and information useful
measured value contained in the record for a waypoint. for the safe and efficient conduct of flights. Alerting
Service is a service provided to notify appropriate
Electronic Flight Bag (EFB) – An electronic display organizations regarding aircraft in need of search and
system intended primarily for cockpit or cabin use. rescue aid, and assist such organizations as required.
EFB devices can display a variety of aviation data or
perform basic calculations (e.g., performance data, fuel Flight Level (FL) – A flight level is a level of constant
calculations, etc.). In the past, some of these functions atmospheric pressure related to a reference datum of
were traditionally accomplished using paper references 29.92 in.Hg. Each flight level is stated in three digits
or were based on data provided to the flight crew by an that represents hundreds of feet. For example, FL 250
airline’s “flight dispatch” function. The scope of the represents an altimeter indication of 25,000 feet.
EFB system functionality may also include various Floating Waypoints – Floating waypoints represent
other hosted databases and applications. Physical EFB airspace fixes at a point in space not directly associated
displays may use various technologies, formats, and with a conventional airway. In many cases they may be
forms of communication. These devices are sometimes established for such purposes as ATC metering fixes,
referred to as auxiliary performance computers (APC) holding points, RNAV-direct routing, gateway way-
or laptop auxiliary performance computers (LAPC). points, STAR origination points leaving the en route
Ellipsoid of Revolution – The surface that results structure, and SID terminating points joining the en
when an ellipse is rotated about one of its axes. route structure.

En Route Obstacle Clearance Areas – Obstacle clear- Fly-By (FB) Waypoint – A waypoint that requires the
ance areas for en route planning are identified as pri- use of turn anticipation to avoid overshooting the next
mary, secondary, and turning areas, and they are flight segment.
designed to provide obstacle clearance route protection Fly-Over (FO) Waypoint – A waypoint that precludes
width for airways and routes. any turn until the waypoint is overflown, and is fol-
Expanded Service Volume – When ATC or a proce- lowed by either an intercept maneuver of the next flight
dures specialist requires the use of a NAVAID beyond segment or direct flight to the next waypoint.
the limitations specified for standard service volume, Four Corner Post Configuration – An arrangement of
an expanded service volume (ESV) may be established. air traffic pathways in a terminal area that brings
See standard service volume. incoming flights over fixes at four corners of the traffic
Feeder Route – A feeder route is a route depicted on area, while outbound flights depart between the fixes,
IAP charts to designate courses for aircraft to proceed thus minimizing conflicts between arriving and depart-
from the en route structure to the IAF. Feeder routes, ing traffic.

C-8
Gateway Fix – A navigational aid or fix where an air- Initial Climb Area (ICA) – An area beginning at the
craft transitions between the domestic route structure departure end of runway (DER) to provide unrestricted
and the oceanic route airspace. climb to at least 400 feet above DER elevation.
Geodetic Datum – The reference plane from which Instrument Approach Waypoint – Fixes used in
geodetic calculations are made. Or, according to ICAO defining RNAV IAPs, including the feeder waypoint
Annex 15, the numerical or geometrical quantity or set (FWP), the initial approach waypoint (IAWP), the
of such quantities (mathematical model) that serves as a intermediate waypoint (IWP), the final approach way-
reference for computing other quantities in a specific point (FAWP), the RWY WP, and the APT WP, when
geographic region such as the latitude and longitude of required.
a point.
Instrument Landing System (ILS) – A precision
Glidepath Angle (GPA) – The angular displacement of instrument approach system that normally consists of
the vertical guidance path from a horizontal plane that the following electronic components and visual aids;
passes through the reference datum point (RDP). This localizer, glide slope, outer marker, middle marker, and
angle is published on approach charts (e.g., 3.00º, approach lights.
3.20º, etc.). GPA is sometimes referred to as vertical
path angle (VPA). Instrument Procedure with Vertical Guidance (IPV)
– Satellite or Flight Management System (FMS) lateral
Global Navigation Satellite System (GNSS) – An navigation (LNAV) with computed positive vertical
umbrella term adopted by the International Civil guidance based on barometric or satellite elevation.
Aviation Organization (ICAO) to encompass any inde- This term has been renamed APV.
pendent satellite navigation system used by a pilot to
perform onboard position determinations from the International Civil Aviation Organization (ICAO) –
satellite data. ICAO is a specialized agency of the United Nations
whose objective is to develop standard principles and
Gross Navigation Error (GNE) – In the North techniques of international air navigation and to pro-
Atlantic area of operations, a gross navigation error is a mote development of civil aviation.
lateral separation of more than 25 NM from the center-
line of an aircraft’s cleared route, which generates an Intersection – Typically, the point at which two VOR
Oceanic Navigation Error Report. This report is also radial position lines cross on a route, usually intersect-
generated by a vertical separation if you are more than ing at a good angle for positive indication of position,
300 feet off your assigned flight level. resulting in a VOR/VOR fix.

Ground Communication Outlet (GCO) – An Landing Distance Available (LDA) – ICAO defines
unstaffed, remotely controlled ground/ground commu- LDA as the length of runway, which is declared avail-
nications facility. Pilots at uncontrolled airports may able and suitable for the ground run of an aeroplane
contact ATC and AFSS via Very High Frequency landing.
(VHF) radio to a telephone connection. This lets pilots Lateral Navigation (LNAV) – Azimuth navigation,
obtain an instrument clearance or close a VFR/IFR without positive vertical guidance. This type of naviga-
flight plan. tion is associated with nonprecision approach proce-
Head-Up Display (HUD) – See Head-Up Guidance dures or en route.
System (HGS) Local Area Augmentation System (LAAS) – LAAS
Head-Up Guidance System (HGS) – A system which further increases the accuracy of GPS and improves
projects critical flight data on a display positioned signal integrity warnings.
between the pilot and the windscreen. In addition to Localizer Performance with Vertical Guidance (LPV)
showing primary flight information, the HUD com- – LPV is one of the four lines of approach minimums
putes an extremely accurate instrument approach and found on an RNAV (GPS) approach chart. Lateral guid-
landing guidance solution, and displays the result as a ance accuracy is equivalent to a localizer. The HAT is
guidance cue for head-up viewing by the pilot. published as a DA since it uses an electronic glide path
Height Above Touchdown (HAT) – The height of the that is not dependent on any ground equipment or baro-
DA above touchdown zone elevation (TDZE). metric aiding and may be as low as 200 feet and 1/2 SM
visibility depending on the airport terrain and infrastruc-
Highway in the Sky (HITS) – A graphically intuitive ture. WAAS avionics approved for LPV is required.
pilot interface system that provides an aircraft operator Baro-VNAV is not authorized to fly the LPV line of min-
with all of the attitude and guidance inputs required to imums on a RNAV (GPS) procedure since it uses an
safely fly an aircraft in close conformance to air traffic internally generated descent path that is subject to cold
procedures. temperature effects and incorrect altimeter settings.
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Loss of Separation – An occurrence or operation that ment, RNAV low or high route, or other direct route
results in less than prescribed separation between air- applies to the entire width of the airway, segment, or
craft, or between an aircraft and a vehicle, pedestrian, route between the radio fixes defining the airway, seg-
or object. ment, or route.
LPV – See Localizer Performance with Vertical Guidence Minimum IFR Altitude (MIA) – Minimum altitudes
for IFR operations are prescribed in Part 91. These
Magnetic Variation – The difference in degrees MIAs are published on NACO charts and prescribed in
between the measured values of true north and mag- Part 95 for airways and routes, and in Part 97 for stan-
netic north at that location. dard instrument approach procedures.
Maximum Authorized Altitude (MAA) – An MAA is Minimum Navigation Performance Specifications
a published altitude representing the maximum usable (MNPS) – A set of standards which require aircraft to
altitude or flight level for an airspace structure or route have a minimum navigation performance capability in
segment. It is the highest altitude on a Federal airway, order to operate in MNPS designated airspace. In addi-
jet route, RNAV low or high route, or other direct route tion, aircraft must be certified by their State of Registry
for which an MEA is designated at which adequate for MNPS operation. Under certain conditions, non-
reception of navigation signals is assured. MNPS aircraft can operate in MNPS airspace, however,
Metering Fix – A fix along an established route over standard oceanic separation minima is provided
which aircraft will be metered prior to entering terminal between the non-MNPS aircraft and other traffic.
airspace. Normally, this fix should be established at a Minimum Obstruction Clearance Altitude (MOCA)
distance from the airport which will facilitate a profile – The MOCA is the lowest published altitude in effect
descent 10,000 feet above airport elevation (AAE) or between radio fixes on VOR airways, off-airway routes,
above. or route segments that meets obstacle clearance
Mid-RVR – The RVR readout values obtained from requirements for the entire route segment. This altitude
sensors located midfield of the runway. also assures acceptable navigational signal coverage
only within 22 NM of a VOR.
Mileage Break – A point on a route where the leg seg-
ment mileage ends, and a new leg segment mileage Minimum Reception Altitude (MRA) – An MRA is
begins, often at a route turning point. determined by FAA flight inspection traversing an
entire route of flight to establish the minimum altitude
Military Airspace Management System (MAMS) – the navigation signal can be received for the route and
A Department of Defense system to collect and dissem- for off-course NAVAID facilities that determine a fix.
inate information on the current status of special use When the MRA at the fix is higher than the MEA, an
airspace. This information is provided to the Special MRA is established for the fix, and is the lowest alti-
Use Airspace Management System (SAMS). The elec- tude at which an intersection can be determined.
tronic interface also provides SUA schedules and his-
torical activation and utilization data. Minimum Safe Altitudes (MSA) – MSAs are pub-
lished for emergency use on IAP charts. For conven-
Minimum Crossing Altitude (MCA) – An MCA is the
tional navigation systems, the MSA is normally based
lowest altitude at certain fixes at which the aircraft
on the primary omnidirectional facility on which the
must cross when proceeding in the direction of a higher
IAP is predicated. For RNAV approaches, the MSA is
minimum en route IFR altitude. MCAs are established
based on the runway waypoint (RWY WP) for straight-
in all cases where obstacles intervene to prevent pilots
in approaches, or the airport waypoint (APT WP) for
from maintaining obstacle clearance during a normal
circling approaches. For GPS approaches, the MSA
climb to a higher MEA after passing a point beyond
center will be the Missed Approach Waypoint
which the higher MEA applies.
(MAWP).
Minimum Descent Altitude (MDA) – The lowest alti-
tude, expressed in feet above mean sea level, to which Minimum Vectoring Altitude (MVA) – Minimum
descent is authorized on final approach or during circle- vectoring altitude charts are developed for areas where
to-land maneuvering in execution of a standard instru- there are numerous minimum vectoring altitudes due to
ment approach procedure where no electronic glide variable terrain features or man-made obstacles. MVAs
slope is provided. are established for use by ATC when radar ATC is exer-
cised.
Minimum En Route Altitude (MEA) – The MEA is
the lowest published altitude between radio fixes that Missed Approach Holding Waypoint (MAHWP) –
assures acceptable navigational signal coverage and An approach waypoint sequenced during the holding
meets obstacle clearance requirements between those portion of the missed approach procedure that is usu-
fixes. The MEA prescribed for a Federal airway or seg- ally a fly-over waypoint, rather than a fly-by waypoint.
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Missed Approach Waypoint (MAWP) – An approach Off-Route Obstruction Clearance Altitude
waypoint sequenced during the missed approach proce- (OROCA) – An off-route altitude that provides
dure that is usually a fly-over waypoint, rather than a obstruction clearance with a 1,000 foot buffer in non-
fly-by waypoint. mountainous terrain areas and a 2,000 foot buffer in
designated mountainous areas within the U.S. This alti-
National Airspace System (NAS) – Consists of a com- tude may not provide signal coverage from ground-
plex collection of facilities, systems, equipment, proce- based navigational aids, air traffic control radar, or
dures, and airports operated by thousands of people to communications coverage.
provide a safe and efficient flying environment.
Operations Specifications (OpsSpecs) – A published
Navigational Gap – A navigational course guidance document providing the conditions under which an air
gap, referred to as an MEA gap, describes a distance carrier and operator for compensation or hire must
along an airway or route segment where a gap in navi- operate in order to retain approval from the FAA.
gational signal coverage exists. The navigational gap
may not exceed a specific distance that varies directly Pilot Briefing Information – The current format for
with altitude. charted IAPs issued by NACO. The information is pre-
sented in a logical order facilitating pilot briefing of the
Nondirectional Radio Beacon (NDB) – An L/MF or
procedures. Charts include formatted information
UHF radio beacon transmitting nondirectional signals
required for quick pilot or flight crew reference located
whereby the pilot of an aircraft equipped with direction
at the top of the chart.
finding equipment can determine bearing to or from the
radio beacon and “home” on or track to or from the sta- Point-in-Space (PinS) Approach – An approach nor-
tion. When the radio beacon is installed in conjunction mally developed to heliports that do not meet the IFR
with the ILS marker, it is normally called a compass heliport design standards but meet the standards for a
locator. VFR heliport. A helicopter PinS approach can be devel-
Non-RNAV DP – A DP whose ground track is based oped using conventional NAVAIDs or RNAV systems.
on ground-based NAVAIDS and/or dead reckoning nav- These procedures have either a VFR or visual segment
igation. between the MAP and the landing area. The procedure
will specify a course and distance from the MAP to the
Obstacle Clearance Surface (OCS) – An inclined or heliport(s) and include a note to proceed VFR or visu-
level surface associated with a defined area for obstruc- ally from the MAP to the heliport, or conduct the
tion evaluation. missed approach.
Obstacle Departure Procedure (ODP) – A procedure Positive Course Guidance (PCG) – A continuous dis-
that provides obstacle clearance. ODPs do not include play of navigational data that enables an aircraft to be
ATC related climb requirements. In fact, the primary flown along a specific course line, e.g., radar vector,
emphasis of ODP design is to use the least onerous RNAV, ground-based NAVAID.
route of flight to the en route structure while attempting
to accommodate typical departure routes. Precision Runway Monitor (PRM) – Provides air
traffic controllers with high precision secondary sur-
Obstacle Identification Surface (OIS) – The design of veillance data for aircraft on final approach to parallel
a departure procedure is based on TERPS, a living doc- runways that have extended centerlines separated by
ument that is updated frequently. Departure design cri- less than 4,300 feet. High resolution color monitoring
teria assumes an initial climb of 200 feet per NM after displays (FMA) are required to present surveillance
crossing the departure end of the runway (DER) at a track data to controllers along with detailed maps
height of at least 35 feet above the ground. Assuming a depicting approaches and a no transgression zone.
200 feet per NM climb, the departure is structured to
provide at least 48 feet per NM of clearance above Preferential Departure Route (PDR) – A specific
objects that do not penetrate the obstacle slope. The departure route from an airport or terminal area to an en
slope, known as the obstacle identification slope (OIS), route point where there is no further need for flow con-
is based on a 40 to 1 ratio, which is the equivalent of a trol. It may be included in an instrument Departure
152-foot per NM slope. Procedure (DP) or a Preferred IFR Route.
Off-Airway Routes – The FAA prescribes altitudes Preferred IFR Routes – A system of preferred IFR
governing the operation of aircraft under IFR for off- routes guides you in planning your route of flight to
airway routes in a similar manner to those on federal minimize route changes during the operational phase of
airways, jet routes, area navigation low or high altitude flight, and to aid in the efficient orderly management of
routes, and other direct routes for which an MEA is air traffic using federal airways.
designated.

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Principal Operations Inspector (POI) – Scheduled Runway Hotspots – Locations on a particular airport
air carriers and operators for compensation or hire are that historically have hazardous intersections. Hot spots
assigned a principal operations inspector (POI) who alert pilots to the fact that there may be a lack of visi-
works directly with the company and coordinates FAA bility at certain points or the tower may be unable to
operating approval. see that particular intersection. Whatever the reason,
pilots need to be aware that these hazardous intersec-
Record – See Database Record tions exist and they should be increasingly vigilant
when approaching and taxiing through these intersec-
Reduced Vertical Separation Minimums (RVSM) – tions. Pilots are typically notified of these areas by a
RVSM airspace is where air traffic control separates Letter to Airmen or by accessing the FAA Office of
aircraft by a minimum of 1,000 feet vertically between Runway Safety.
flight level (FL) 290 and FL 410 inclusive. RVSM air-
space is special qualification airspace; the operator and Runway Incursion – an occurrence at an airport
the aircraft used by the operator must be approved by involving an aircraft, vehicle, person, or object on the
the Administrator. Air traffic control notifies operators ground that creates a collision hazard or results in a loss
of RVSM by providing route planing information. of separation with an aircraft that is taking off, intend-
ing to take off, landing, or intending to land.
Reference Landing Speed (VREF) – The speed of the
airplane, in a specified landing configuration, at the Runway Safety Program (RSP) – Designed to create
point where it descends through the 50-foot height in and execute a plan of action that reduces the number of
the determination of the landing distance. runway incursions at the nation’s airports.

Remote Communications Outlet (RCO) – An Runway Visual Range (RVR) – An estimate of the
unmanned communications facility remotely controlled maximum distance at which the runway, or the speci-
by air traffic personnel. RCOs serve FSSs and may be fied lights or markers delineating it, can be seen from a
UHF or VHF. RCOs extend the communication range position above a specific point on the runway center-
of the air traffic facility. RCOs were established to pro- line. RVR is normally determined by visibility sensors
vide ground-to-ground communications between air or transmissometers located alongside and higher than
traffic control specialists and pilots located at a satellite the centerline of the runway. RVR is reported in hun-
airport for delivering en route clearances, issuing dreds of feet.
departure authorizations, and acknowledging IFR can-
cellations or departure/landing times. Runway Visibility Value (RVV) – The visibility deter-
mined for a particular runway by a transmissometer. A
Reporting Point – A geographical location in relation meter provides a continuous indication of the visibility
to which the position of an aircraft is reported. (See (reported in miles or fractions of miles) for the runway.
Compulsory Reporting Points) RVV is used in lieu of prevailing visibility in determin-
ing minimums for a particular runway.
Required Navigation Performance (RNP) – RNP is a
statement of the navigation performance necessary for Significant Point – [ICAO Annex 11] A specified geo-
operation within a defined airspace. On-board monitor- graphical location used in defining an ATS route or the
ing and alerting is required. flight path of an aircraft and for other navigation and
ATS purposes.
RNAV DP – A DP developed for RNAV-equipped air-
craft whose ground track is based on satellite or Special Instrument Approach Procedure – A proce-
DME/DME navigation systems. dure approved by the FAA for individual operators, but
not published in FAR 97 for public use.
Roll-out RVR – The RVR readout values obtained
Special Use Airspace Management System (SAMS)
from sensors located nearest the rollout end of the run-
– A joint FAA and military program designed to
way.
improve civilian access to special use airspace by pro-
Runway Heading – The magnetic direction that corre- viding information on whether the airspace is active or
sponds with the runway centerline extended, not the scheduled to be active. The information is available to
painted runway numbers on the runway. Pilots cleared authorized users via an Internet website.
to “fly or maintain runway heading” are expected to fly Standard Instrument Departure (SID) – An ATC
or maintain the published heading that corresponds requested and developed departure route designed to
with the extended centerline of the departure runway increase capacity of terminal airspace, effectively con-
(until otherwise instructed by ATC), and are not to trol the flow of traffic with minimal communication,
apply drift correction; e.g., RWY 4, actual magnetic and reduce environmental impact through noise abate-
heading of the runway centerline 044.22º, fly 044º. ment procedures.

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Standard Service Volume – Most air navigation radio Takeoff Distance Available (TODA) – ICAO defines
aids which provide positive course guidance have a TODA as the length of the takeoff runway available
designated standard service volume (SSV). The SSV plus the length of the clearway, if provided.
defines the reception limits of unrestricted NAVAIDS
which are usable for random/unpublished route naviga- Takeoff Runway Available (TORA) – ICAO defines
tion. Standard service volume limitations do not apply TORA as the length of runway declared available and
to published IFR routes or procedures. See the AIM for suitable for the ground run of an aeroplane takeoff.
the SSV for specific NAVAID types. Tangent Point (TP) –The point on the VOR/DME
Standard Terminal Arrival (STAR) – Provides a RNAV route centerline from which a line perpendicular
common method for departing the en route structure to the route centerline would pass through the reference
and navigating to your destination. A STAR is a pre- facility.
planned instrument flight rule ATC arrival procedure
Terminal Arrival Area (TAA) – TAAs are the method
published for pilot use in graphic and textual form to
by which aircraft are transitioned from the RNAV en
simplify clearance delivery procedures. STARs provide
route structure to the terminal area with minimal ATC
you with a transition from the en route structure to an
interaction. The TAA consists of a designated volume
outer fix or an instrument approach fix or arrival way-
of airspace designed to allow aircraft to enter a pro-
point in the terminal area, and they usually terminate
tected area, offering guaranteed obstacle clearance
with an instrument or visual approach procedure.
where the initial approach course is intercepted based
Standardized Taxi Routes – Coded taxi routes that on the location of the aircraft relative to the airport.
follow typical taxiway traffic patterns to move aircraft
between gates and runways. ATC issues clearances Threshold – The beginning of the part of the runway
using these coded routes to reduce radio communica- usable for landing.
tion and eliminate taxi instruction misinterpretation. Top of Climb (TOC) – An identifiable waypoint repre-
STAR Transition – A published segment used to con- senting the point at which cruise altitude is first
nect one or more en route airways, jet routes, or RNAV reached. TOC is calculated based on your current air-
routes to the basic STAR procedure. It is one of several craft altitude, climb speed, and cruise altitude. There
routes that bring traffic from different directions into can only be one TOC waypoint at a time.
one STAR. NACO publishes STARs for airports with
Top of Descent (TOD) – Generally utilized in flight
procedures authorized by the FAA, and these STARs
management systems, top of descent is an identifiable
are included at the front of each Terminal Procedures
waypoint representing the point at which descent is first
Publication regional booklet.
initiated from cruise altitude. TOD is generally calcu-
Start End of Runway (SER) – The beginning of the lated using the destination elevation (if available) and
takeoff runway available. the descent speed schedule.
Station Declination – The angular difference between Touchdown and Lift-Off Area (TLOF) – The TLOF
true north and the zero radial of a VOR at the time the is a load bearing, usually paved area at a heliport where
VOR was last site checked. the helicopter is permitted to land. The TLOF can be
Surface Incident – An event during which authorized located at ground or rooftop level, or on an elevated
or unauthorized/unapproved movement occurs in the structure. The TLOF is normally centered in the FATO.
movement area or an occurrence in the movement area Touchdown RVR – The RVR visibility readout values
associated with the operation of an aircraft that affects obtained from sensors serving the runway touchdown
or could affect the safety of flight. zone.
Surface Movement Guidance Control System
Touchdown Zone Elevation (TDZE) – The highest
(SMGCS) – Facilitates the safe movement of aircraft
elevation in the first 3,000 feet of the landing surface.
and vehicles at airports where scheduled air carriers are
conducting authorized operations. The SMGCS low Tower En Route Control (TEC) – The control of IFR
visibility taxi plan includes the improvement of taxiway en route traffic within delegated airspace between two
and runway signs, markings, and lighting, as well as the or more adjacent approach control facilities. This serv-
creation of SMGCS low visibility taxi route charts. ice is designed to expedite air traffic and reduces air
Synthetic Vision – A visual display of terrain, obstruc- traffic control and pilot communication requirements.
tions, runways, and other surface features that creates a TRACAB – A new type of air traffic facility that con-
virtual view of what the pilot would see out the win- sists of a radar approach control facility located in the
dow. This tool could be used to supplement normal tower cab of the primary airport, as opposed to a sepa-
vision in low visibility conditions, as well as to increase rate room.
situational awareness in IMC.
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Traffic Information Service-Broadcast (TIS-B) – An flight and radar data to determine present and future
air traffic surveillance system that combines all avail- trajectories for all active and proposed aircraft flights.
able traffic information on a single display. A graphic plan display depicts aircraft, traffic, and noti-
fication of predicted conflicts. Graphic routes for cur-
Traffic Management Advisor (TMA) – A software
rent plans and trial plans are displayed upon controller
suite that helps air traffic controllers to sequence arriv-
request. URET can generate a predicted conflict of two
ing air traffic.
aircraft, or between aircraft and airspace.
Transition Altitude (QNH) – The altitude in the vicin-
Vertical Navigation (VNAV) – Traditionally, the only
ity of an airport at or below which the vertical position
way to get glidepath information during an approach
of an aircraft is controlled by reference to altitudes
was to use a ground-based NAVAID, but modern area
(MSL).
navigation systems allow flight crews to display an
Transition Height (QFE) – Transition height is the internally generated descent path that allows a constant
height in the vicinity of an airport at or below which rate descent to minimums during approaches that
the vertical position of an aircraft is expressed in height would otherwise include multiple level-offs.
above the airport reference datum.
Vertical Navigation Planning – Included within cer-
Transition Layer – Transition layer is the airspace tain STARs is information provided to help you reduce
between the transition altitude and the transition level. the amount of low altitude flying time for high per-
Aircraft descending through the transition layer will set formance aircraft, like jets and turboprops. An expected
altimeters to local station pressure, while departing air- altitude is given for a key fix along the route. By know-
craft climbing through the transition layer will be using ing an intermediate altitude in advance when flying a
standard altimeter setting (QNE) of 29.92 inches of high performance aircraft, you can plan the power or
Mercury, 1013.2 millibars, or 1013.2 hectopascals. thrust settings and aircraft configurations that result in
Transition Level (QNE) – The lowest flight level the most efficient descent, in terms of time, fuel
available for use above the transition altitude. requirements, and engine wear.

Turn Anticipation – The capability of RNAV systems Visual Approach – A visual approach is an ATC
to determine the point along a course, prior to a turn authorization for an aircraft on an IFR flight plan to
WP, where a turn should be initiated to provide a proceed visually to the airport of intended landing; it is
smooth path to intercept the succeeding course, and to not an IAP. Also, there is no missed approach segment.
enunciate the information to the pilot. When it is operationally beneficial, ATC may authorize
pilots to conduct a visual approach to the airport in lieu
Turn WP [Turning Point] –A WP which identifies a of the published IAP. A visual approach can be initiated
change from one course to another. by a pilot or the controller.
User-defined Waypoint – User-defined waypoints typ-
Visual Climb Over the Airport (VCOA) – An option
ically are created by pilots for use in their own random
to allow an aircraft to climb over the airport with visual
RNAV direct navigation. They are newly established,
reference to obstacles to attain a suitable altitude from
unpublished airspace fixes that are designated geo-
which to proceed with an IFR departure.
graphic locations/positions that help provide positive
course guidance for navigation and a means of check- Waypoints – Area navigation waypoints are specified
ing progress on a flight. They may or may not be actu- geographical locations, or fixes, used to define an area
ally plotted by the pilot on enroute charts, but would navigation route or the flight path of an aircraft
normally be communicated to ATC in terms of bearing employing area navigation. Waypoints may be any of
and distance or latitude/longitude. An example of user- the following types: predefined, published, floating,
defined waypoints typically includes those derived user-defined, fly-by, or fly-over.
from database-driven area navigation (RNAV) systems
whereby latitude/longitude coordinate-based waypoints Waypoint (WP) – A predetermined geographical posi-
are generated by various means including keyboard tion used for route/instrument approach definition,
input, and even electronic map mode functions used to progress reports, published VFR routes, visual report-
establish waypoints with a cursor on the display. ing points or points for transitioning and/or circumnavi-
Another example is an offset phantom waypoint, which gating controlled and/or special use airspace, that is
is a point in space formed by a bearing and distance defined relative to a VORTAC station or in terms of lat-
from NAVAIDs such as VORs, VORTACs, and itude/longitude coordinates.
TACANs, using a variety of navigation systems.
Wide Area Augmentation System (WAAS) – A
User Request Evaluation Tool (URET) – The URET method of navigation based on GPS. Ground correction
helps provide enhanced, automated flight data manage- stations transmit position corrections that enhance sys-
ment. URET is an automated tool provided at each tem accuracy and add vertical navigation (VNAV) fea-
radar position in selected en route facilities. It uses tures.
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