EMBEDDED ROUTE TEXT- An EDST notification that an ADR/ADAR/AAR has been applied to the flight plan. Within the route field, sub-fields consisting of an adapted route or an embedded change in the route are color-coded in cyan with cyan brackets around the sub-field.
EMERGENCY AUTOLAND SYSTEM- This system, if activated, will determine an optimal airport, plot a course, broadcast the aircraft's intentions, fly to the airport, land, and (depending on the model) shut down the engines. Though the system will broadcast the aircraft's intentions, the controller should assume that transmissions to the aircraft will not be acknowledged.
EMERGENCY DESCENT MODE- This automated system senses conditions conducive to hypoxia (cabin depressurization). If an aircraft is equipped and the system is activated, it is designed to turn the aircraft up to 90 degrees, then descend to a lower altitude and level off, giving the pilot(s) time to recover.
EMERGENCY LOCATOR TRANSMITTER (ELT)- A radio transmitter attached to the aircraft structure which operates from its own power source on 121.5 MHz and 243.0 MHz. It aids in locating downed aircraft by radiating a downward sweeping audio tone, 2-4 times per second. It is designed to function without human action after an accident.
(Refer to 14 CFR Part 91.)
(Refer to AIM.)
ENHANCED FLIGHT VISION SYSTEM (EFVS)- An EFVS is an installed aircraft system which uses an electronic means to provide a display of the forward external scene topography (the natural or man-made features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to forward-looking infrared, millimeter wave radiometry, millimeter wave radar, or low-light level image intensification. An EFVS includes the display element, sensors, computers and power supplies, indications, and controls. An operator's authorization to conduct an EFVS operation may have provisions which allow pilots to conduct IAPs when the reported weather is below minimums prescribed on the IAP to be flown.
EN ROUTE AIR TRAFFIC CONTROL SERVICES- Air traffic control service provided aircraft on IFR flight plans, generally by centers, when these aircraft are operating between departure and destination terminal areas. When equipment, capabilities, and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft.
(Refer to AIM.)
EN ROUTE AUTOMATION SYSTEM (EAS)- The complex integrated environment consisting of situation display systems, surveillance systems and flight data processing, remote devices, decision support tools, and the related communications equipment that form the heart of the automated IFR air traffic control system. It interfaces with automated terminal systems and is used in the control of en route IFR aircraft.
(Refer to AIM.)
EN ROUTE DECISION SUPPORT TOOL (EDST)- An automated tool provided at each Radar Associate position in selected En Route facilities. This tool utilizes flight and radar data to determine present and future trajectories for all active and proposal aircraft and provides enhanced automated flight data management.
EN ROUTE DESCENT- Descent from the en route cruising altitude which takes place along the route of flight.
EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW)- A function of the EAS that aids the controller by providing an alert when a tracked aircraft is below or predicted by the computer to go below a predetermined minimum IFR altitude (MIA).
ESTABLISHED- To be stable or fixed at an altitude or on a course, route, route segment, heading, instrument approach or departure procedure, etc.
ESTABLISHED ON RNP (EoR) CONCEPT- A system of authorized instrument approaches, ATC procedures, surveillance, and communication requirements that allow aircraft operations to be safely conducted with approved reduced separation criteria once aircraft are established on a PBN segment of a published instrument flight procedure.
ESTIMATED (EST)-When used in NOTAMs “EST” is a contraction that is used by the issuing authority only when the condition is expected to return to service prior to the expiration time. Using “EST” lets the user know that this NOTAM has the possibility of returning to service earlier than the expiration time. Any NOTAM which includes an “EST” will be auto-expired at the designated expiration time.
ESTIMATED ELAPSED TIME [ICAO]- The estimated time required to proceed from one significant point to another.
ESTIMATED OFF-BLOCK TIME [ICAO]- The estimated time at which the aircraft will commence movement associated with departure.
ESTIMATED TIME OF ARRIVAL- The time the flight is estimated to arrive at the gate (scheduled operators) or the actual runway on times for nonscheduled operators.
ESTIMATED TIME EN ROUTE- The estimated flying time from departure point to destination (lift-off to touchdown).
EXECUTE MISSED APPROACH- Instructions issued to a pilot making an instrument approach which means continue inbound to the missed approach point and execute the missed approach procedure as described on the Instrument Approach Procedure Chart or as previously assigned by ATC. The pilot may climb immediately to the altitude specified in the missed approach procedure upon making a missed approach. No turns should be initiated prior to reaching the missed approach point. When conducting an ASR or PAR approach, execute the assigned missed approach procedure immediately upon receiving instructions to “execute missed approach.”
(Refer to AIM.)
EXPECT (ALTITUDE) AT (TIME) or (FIX)- Used under certain conditions to provide a pilot with an altitude to be used in the event of two-way communications failure. It also provides altitude information to assist the pilot in planning.
(Refer to AIM.)
EXPECT DEPARTURE CLEARANCE TIME (EDCT)- The runway release time assigned to an aircraft in a traffic management program and shown on the flight progress strip as an EDCT.
EXPEDITE- Used by ATC when prompt compliance is required to avoid the development of an imminent situation. Expedite climb/descent normally indicates to a pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteristics.