AIP航行情报汇编

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31 JULY 08 AIP United States of America GEN 1.7-7 15 MAR 07 Federal Aviation Administration Nineteenth Edition Basic VFR Weather Minimums Airspace Flight Visibility Distance from Clouds Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not Applicable Not Applicable Class B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles Clear of Clouds Class C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal Class D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal Class E Less than 10,000 feet MSL . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal At or above 10,000 feet MSL . . . . . . . . . . . . . . . . . . . . . . 5 statute miles 1,000 feet below 1,000 feet above 1 statute mile horizontal Class G 1,200 feet or less above the surface (regardless of MSL altitude). Day, except as provided in Section 91.155(b) . . . . . . . . . . 1 statute mile Clear of clouds Night, except as provided in Section 91.155(b) . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal More than 1,200 feet above the surface but less than 10,000 feet MSL. Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 statute mile 500 feet below 1,000 feet above 2,000 feet horizontal Night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal More than 1,200 feet above the surface and at or above 10,000 feet MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 statute miles 1,000 feet below 1,000 feet above 1 statute mile horizontal Chapter 4 Visual Flight Rules 4.1 and Table 4-1 There is no Class F airspace in the U.S. Basic VFR weather minimums are listed in the table above. 4.1 a) Except as otherwise authorized by the appropriate air traffic control unit for special VFR flights within Class B, C, D, or E surface areas, no person may operate an aircraft under VFR when the flight visibility is less, or at a distance from clouds that is less than that prescribed for the corresponding altitude and class of airspace in the table above. 4.1 b) Class G Airspace: Notwithstanding the provisions of paragraph a) of this section, the following operations may be conducted in Class G airspace below 1,200 feet above the surface: 1) Helicopter. A helicopter may be operated clear of clouds if operated at a speed that allows the pilot adequate opportunity to see any air traffic or obstruction in time to avoid collision. 2) Airplane. When the visibility is less than 3 statute miles but not less than 1 statute mile during night hours, an airplane may be operated clear of clouds if operated in an airport traffic pattern within one-half mile of the runway.

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31 JULY 08 AIP United States of America GEN 1.7-8 15 MAR 07 Federal Aviation Administration Nineteenth Edition 4.1 c) Except as provided in 4.2, no person may operate an aircraft under VFR within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport when the ceiling is less than 1,000 feet. 4.1 d) Except as provided in 4.2, no person may take-off or land an aircraft, or enter the traffic pattern area of an airport under VFR, within the lateral boundaries of the surface area of Class B, Class C, Class D, or Class E airspace designed for an airport: 1) unless ground visibility at that airport is at least 3 statute miles; or 2) if ground visibility is not reported at that airport, unless flight visibility during landing or takeoff, or while operating in the traffic pattern is at least 3 statute miles. 4.2 In the U.S., no person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet. No person may take-off or land an aircraft (other than a helicopter) under special VFR (SVFR) unless ground visibility is at least 1 statute mile or if ground visibility is not reported, unless flight visibility is at least 1 statute mile. 4.2 a) When an appropriate ATC clearance has been received, the special weather minimums in this section apply to the operation of an aircraft in a Class B, C, D, or E surface area under VFR. 1) No person may operate an aircraft in a Class B, C, D, or E surface area under VFR except clear of clouds; 2) No person may operate an aircraft (other than a helicopter) in a Class B, C, D or E surface area under VFR unless flight visibility is at least 1 statute mile; 3) No person may take-off or land an aircraft (other than a helicopter) at any airport in a Class B, C, D or E surface area under VFR: a) unless ground visibility at that airport is at least 1 statute mile; or b) if ground visibility is not reported at that airport, unless flight visibility during landing or take-off is at least 1 statute mile. 4.3 The U.S. does not prohibit VFR flight between sunset and sunrise. 4.4 In the U.S., VFR flight is not permitted within Class A airspace designated in 14 CFR Part 71 unless otherwise authorized by ATC. In the U.S., an ATC clearance is needed for VFR flight only in Class B airspace area. 4.6 In addition, anywhere, an altitude allowing, if a power unit fails, an emergency landing without due hazard to persons or property on the surface. 4.7 In addition, grid tracks are not used to determine cruising altitudes in polar areas. True tracks are used to determine cruising levels above FL 230 in the area north of Alaska bounded by the true North Pole to 72_00_00_N, 141_00_00_W; to 72_00_00_N, 158_00_00_W; to 68_00_00_N, 168_58_23_W; to point of beginning. The U.S. has named this area the Anchorage Arctic CTA/FIR for national reference purposes. 4.8 In U.S. Class C and D airspace/areas, an ATC clearance is not required for VFR flights. Chapter 5 Instrument Flight Rules 5.1.2 In the U.S., minimum altitudes for IFR flights are 2,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown in mountainous terrain and 1,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown in non-mountainous terrain. 5.2.2 See difference under paragraph 4.7. 5.3.1 See difference under paragraph 4.7. 31 JULY 08 AIP United States of America GEN 1.7-9 15 MAR 07 Federal Aviation Administration Nineteenth Edition Further differences which exist by virtue of the fact that the Annex contains no comparable standards for the U.S. national regulations. 1) The regulations covering the selection and use of alternate airports in respect to ceiling and visibility minima, require that: Unless otherwise authorized by the FAA Administrator, no person may include an alternate airport in an IFR flight plan unless current weather forecasts indicate that, at the estimated time of arrival at the alternate airport, the ceiling and visibility at that airport will be at or above the alternate airport weather minima. 2) Operation under IFR in Class A, B, C, D, or E airspace malfunction reports: a) The pilot-in-command of each aircraft operated in Class A, B, C, D or E airspace under IFR shall report as soon as practical to ATC any malfunctions of navigational, approach, or communication equipment occurring in flight. b) In each report the pilot-in-command shall include: 1) aircraft identification. 2) equipment affected. 3) degree to which the capability of the pilot to operate under IFR in the ATC system is impaired; and 4) nature and extent of assistance desired from ATC. 3) When an aircraft has been cleared to maintain ‘‘VFR conditions on top,’’ the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and distance from cloud criteria, and to be vigilant so as to see and avoid other aircraft. 4) Aircraft speed: a) Unless otherwise authorized by the FAA Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 kt (288 m.p.h.). b) Unless otherwise authorized or required by ATC, no person may operate an aircraft within Class B, C, or D surface area at an indicated airspeed of more than 200 kt (230 m.p.h.). This paragraph 4b) does not apply to operations within Class B airspace. Such operations shall comply with paragraph 4a) of this section. c) No person may operate an aircraft in the airspace underlying Class B airspace, or in a VFR corridor designated through Class B airspace, at an indicated airspeed of more than 200 kt (230 m.p.h.). d) If the minimum safe airspeed for any operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed. 31 JULY 08 AIP United States of America

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GEN 1.7-10 15 MAR 07 Federal Aviation Administration Nineteenth Edition 5) Operating rules and pilot and equipment requirements for flight in Class B airspace. a) Operating rules. No person may operate an aircraft within Class B airspace except in compliance with the following rules: 1) No person may operate an aircraft within Class B airspace unless that person has received an appropriate authorization from ATC prior to operation of that aircraft in that area. 2) Unless otherwise authorized by ATC, each person operating a large turbine engine-powered airplane to or from a primary airport shall operate at or above the designated floors while within the lateral limits of the Class B airspace. 3) Any person conducting pilot training operations at an airport within Class B airspace shall comply with any procedures established by ATC for such operations in Class B airspace. b) Pilot requirements. No person may take off or land a civil aircraft at an airport within Class B airspace or operate a civil aircraft within Class B airspace unless: 1) The pilot-in-command holds at least a private pilot certificate; or 2) The aircraft is operated by a student pilot who has met the requirements (14 CFR Part 61 (Section 61.95)). c) Communications and navigation requirements. Unless otherwise authorized by ATC, no person may operate an aircraft within Class B airspace unless that aircraft is equipped with: 1) For IFR operations, an operable VOR or TACAN receiver, and 2) For all operations, an operable two-way radio capable of communications with ATC on appropriate frequencies for that Class B airspace. d) Transponder requirements. No person may operate an aircraft in Class B airspace unless the aircraft is equipped with the applicable operating transponder and automatic altitude reporting equipment. 6) Operating rules and pilot and equipment requirements for operating in Class C airspace. a) General. For the purpose of this section, the primary airport is the airport designated in 14 CFR Part 71, for which the Class C airspace is designated. A satellite airport is any other airport within the Class C airspace. b) Deviations. An operator may deviate from any provisions of this section under the provisions of an ATC authorization issued by the ATC facility giving jurisdiction of the Class C airspace. ATC may authorize a deviation on a continuing basis or for an individual flight, as appropriate. c) Arrivals and overflights. No person may operate an aircraft in Class C airspace unless two-way radio communication is established with the ATC facility having jurisdiction over the Class C airspace prior to entering that area and is thereafter maintained with the ATC facility having jurisdiction over the Class C airspace while within that area. d) Departures. No person may operate an aircraft within Class C airspace except as follows: 1) From the primary airport or satellite airport with an operating control tower, unless two-way radio communication is established and maintained with the control tower, and thereafter as instructed by ATC while operating in the Class C airspace. 2) From a satellite airport without an operating control tower, unless two-way radio communication is established as soon as practical after departing and thereafter maintained with the ATC facility having jurisdiction over the Class C airspace. e) Traffic patterns. No person may take off or land an aircraft at a satellite airport within Class C airspace except in compliance with FAA arrival and departure traffic patterns. f) Equipment requirements. Unless otherwise authorized by the ATC facility having jurisdiction over the Class C airspace, no person may operate an aircraft within Class C airspace unless that aircraft is equipped with the applicable equipment specified in 14 CFR Part 91 (Section 91.215). 31 JULY 08 AIP United States of America GEN 1.7-11 15 MAR 07 Federal Aviation Administration Nineteenth Edition 7) Except for persons operating gliders below the floor of Class A airspace, no person may operate an aircraft in Class B, C, D, or E airspace of the 48 contiguous States and the District of Columbia above 10,000 feet MSL, excluding that airspace at and below 2,500 feet AGL, unless that aircraft is equipped with an operable radar beacon transponder having at least a Mode 3/A 4096-code capability, replying to Mode 3/A interrogation with the code specified by ATC, and automatic altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100-foot increments. 8) Compliance with ATC clearances and instructions: a) When an ATC clearance has been obtained, no pilot-in-command may deviate from that clearance, except in an emergency, unless an amended clearance is obtained. A pilot-in-command may cancel an IFR flight plan if that pilot is operating in VFR weather conditions outside of Class A airspace. If a pilot is uncertain of the meaning of an ATC clearance, the pilot shall immediately request clarification from ATC. b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which ATC is exercised. c) Each pilot-in-command who, in an emergency, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible. d) Each pilot-in-command who is given priority by ATC in an emergency shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC. e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar ATC purposes. Appendix 1 Signals 4.1.1 The flashing white signal to aircraft in flight, meaning ‘‘land at this aerodrome and proceed to apron’’ is not used in the United States. In addition, the alternating red and green signal to aircraft on the ground or in flight means exercise extreme caution. 31 JULY 08 AIP United States of America

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GEN 1.7-12 15 MAR 07 Federal Aviation Administration Nineteenth Edition PANS -RAC -DOC 4444 There are several substantive differences between the U.S. procedures and those of ICAO, in addition to some minor variations in detail which are not considered significant. These differences are the result of initiatives and/or refinements which the U.S. has effected in the interest of improving the safety and efficiency of air traffic services. Part I Definitions Airborne collision avoidance system The U.S. uses traffic alert and collision avoidance system (TCAS). AIRMET information In the U.S., AIRMET stands for Airman’s Meteorological Information which is in-flight weather advisories issued only to amend the area forecast concerning weather phenomena which are of operational interest to all aircraft and potentially hazardous to aircraft having limited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by SIGMETs or convective SIGMETs. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 kt or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility less than 3 miles, and extensive mountain obscurement. Air-report The U.S. does not normally use the term “air-report.’’ Pilot weather reports (PIREPs), position, and operational reports are used. PIREPs include reports of strong frontal activity, squall lines, thunderstorms, light to severe icing, wind shear and turbulence (including clear air turbulence) of moderate or greater intensity, volcanic eruptions and volcanic ash clouds, and other conditions pertinent to flight safety. They may include information on ceilings, visibility, thunderstorms, icing of light degree or greater, wind shear and its effect on airspeed, or volcanic ash clouds, but do not usually include air temperature. Air-taxiing In the U.S., the term “hover taxi” is sometimes used to indicate the ICAO term “air-taxiing.” Additionally, in the U.S., air taxi is used to indicate certain commercial aircraft operations. For those operations, usually a special call sign is used, or the prefix “Tango” is added to the aircraft call sign. ALERFA The U.S. does not use the code words ALERFA, DETRESFA, and INCERFA to designate an alert phase, a distress phase, or an uncertainty phase in domestic airspace. The U.S. uses information request (INREQ) and alert notice (ALNOT) in domestic airspace. Area control service The U.S. does not use the term “area control service” to indicate controlled flight in controlled areas. ATS route In U.S. domestic airspace, the term “ATS route” is not used. Routes in the U.S. include VOR airways, jet routes, substitute routes, off-airway routes, RNAV routes and colored airways. The U.S. also uses instrument departure procedures (DPs), and standard terminal arrivals (STARs). Automatic dependent surveillance (ADS) The U.S. has not yet published ATS procedures for the use of Automatic Dependent Surveillance (ADS). Control zone The U.S. uses “surface area” in place of the ICAO term “control zone.” Surface area is defined as 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. Controlled airspace The U.S. uses the following definition of controlled airspace found in 14 CFR Section 1.1: “Controlled airspace means an airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification.” Cruising level The U.S. uses the term “cruising altitude.” Decision altitude Approach with vertical guidance (VNAV). DETRESFA See ALERFA. Flight information centre In the U.S., the services provided by flight information centers (FICs) are conducted by air traffic control (ATC) facilities, automated flight service stations (AFSSs), and rescue coordination centers (RCCs). 31 JULY 08 AIP United States of America

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GEN 1.7-13 15 MAR 07 Federal Aviation Administration Nineteenth Edition Glide path The U.S. uses “glideslope” rather than “glide path” although the terms are sometimes interchangeable. For the U.S., a glideslope provides vertical guidance for aircraft during approach and landing. Holding point The U.S. uses “holding fix” rather than “holding point.” Holding procedure In the U.S., a hold procedure is 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. INCERFA See ALERFA. Level The U.S. uses “altitude” or “flight level” rather than “level.” Movement area In the U.S., the “movement area” is equivalent to the ICAO “maneuvering area” which does not include parking areas. Pilot-in- Command Designated by operator, or in the case of general aviation, the owner, as being in command and charged with the safe conduct of a flight. Slush In the U.S., “slush” is not used as a weather phenomena. Standard instrument arrival (STAR) The U.S. uses the acronym STAR to define a standard terminal arrival. Standard instrument departure (SID) The U.S. uses the term departure procedure (DP) in lieu of SID. Stopway The U.S. does not define a stopway as a rectangular area. Taxi-holding position In the U.S., “taxi into position and hold” means taxi onto the departure runway in take-off position and hold while the ICAO “taxi-holding position” or “taxi-holding point” is a designated position that provides adequate clearance from a runway. Terminal control area In the U.S., the term “terminal control area” has been replaced by “Class B airspace.” Standard IFR services should be provided to IFR aircraft operating in Class B airspace. Track The U.S. uses the term “course” instead of “track.” Transition altitude, transition layer, and transition level In U.S. domestic airspace, transition altitude, layer, and level are not used. U.S. flight levels begin at FL 180 where a barometric altimeter setting of 29.92 inches of mercury is used as the constant atmospheric pressure. Below FL 180, altitudes are based on barometric pressure readings. Visibility Definitions are different. Visual approach In the U.S., aircrews may execute visual approaches when the pilot has either the airport or the preceding aircraft in sight and is instructed to follow it. Part IV General Provisions 3.2.1.1 Transfer of control points vary depending on numerous factors. 3.2.1.3 Transfer of control varies. 3.3.1a The U.S. does not “release” aircraft. Handoff is used.

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4.1 In the U.S., flight information and alerting services are provided by ATC facilities, AFSSs, and RCCs. 5.7.5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances. 6.1.5 Mach speeds at or above 7,600 Meters (FL 250). 6.3.6 Only minor speed reductions of 20 knots should be used on intermediate or final approach. 6.3.7 Speed control after 7KM (4NM) should not be applied. 8, 8.4 The U.S. uses a flight plan format different from the ICAO model discussed in Appendix 2. The U.S. ATS facilities will transmit ICAO repetitive flight plans (RPLs) even though a different format is used for stored flight plans. 31 JULY 08 AIP United States of America GEN 1.7-14 15 MAR 07 Federal Aviation Administration Nineteenth Edition 9.3 ATS units are not required to advise a pilot who has canceled an IFR flight plan that IMC conditions are likely to be encountered along the route of flight; however, if a pilot informs a controller of a desire to change from IFR to VFR, the controller will request that the pilot contact the appropriate AFSS. 10.2.2 Standard IFR services should be provided to IFR aircraft operating in Class B airspace. U.S. Class B airspace includes a speed restriction of 250 kt indicated airspeed or less. 10.2.3 U.S. ATS controllers do not normally include clearance for transonic acceleration in their ATC clearances. 12.1.1, 12.1.1.1, 12.2 In U.S. domestic airspace, transition altitude, layer, and level are not used. U.S. flight levels begin at FL 180 where a barometric altimeter setting of 29.92 inches of mercury is used as the constant atmospheric pressure. Below FL 180, altitudes are based on barometric pressure readings. QNH and QFE altimeter settings are not provided in domestic U.S. airspace. 13.1 In the U.S., the word “heavy” is used in all communications with or about heavy jet aircraft in the terminal environment. In the en route environment, “heavy” is used in all communications with or about heavy jet aircraft with a terminal facility, when the en route center is providing approach control service, when the separation from a following aircraft may become less than five miles by approved procedure, and when issuing traffic advisories. 13.4.1 Flight Progress Strips shall be retained for at least 30 days. 14.3, 14.4 The U.S. has not yet published ATS procedures for the use of Automatic Dependent Surveillance (ADS). 15.1, 15.2, 15.3, 15.4, 15.5, 15.6, 16 The U.S. does not normally use the term “air-report.” Pilot weather reports (PIREPs), position, and operational reports are used. PIREPs include reports of strong frontal activity, squall lines, thunderstorms, light to severe icing, wind shear and turbulence (including clear air turbulence) of moderate or greater intensity, volcanic eruptions and volcanic ash clouds, and other conditions pertinent to flight safety. They may include information on ceilings, visibility, thunderstorms, icing of light degree or greater, wind shear and its effect on airspeed, or volcanic ash clouds, but do not usually include air temperature. 18 The U.S. has procedures for a duplicate aircraft identification watch and notification to airline operators but does not publish national procedures for on-the-spot temporary changes to aircraft call signs in accordance with ICAO guidelines. 19 The U.S. uses traffic alert and collision avoidance system (TCAS). U.S. controllers are not to issue control instructions that are contrary to the TCAS resolution advisory (RA) procedure that a crew member advises is being executed. Part V Separation Methods and Minima Remark: The U.S. does not use the term “area control service” to indicate controlled flight in controlled areas. 1.1 In U.S. airspace, only conflict resolution (not separation) is provided between IFR and VFR operations. Separation is provided between IFR and Special VFR (SVFR) aircraft only within the lateral boundaries of Class B, C, D, or E control zones (the U.S. term is surface areas) below 10,000 feet MSL. 3.4.1 U.S. rules allow assignment of altitude to second aircraft after first aircraft has been issued climb/descent and is observed or reports leaving that altitude. 5.2 Whenever the other aircraft concerned are within 5 minutes flying time of the holding area. 8 The U.S. uses the term “course” instead of “track.” “Reciprocal” courses are sometimes referred to as “opposite” courses. The wording of the definitions for U.S. same, crossing, or opposite/reciprocal courses differs from the ICAO worded definitions, but the intent appears to be the same.

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8.2.1.1, 8.3.1.1.1 The U.S. uses 22 kt instead of 20 kt and 44 kt instead of 40 kt. 8.4.1 The U.S. does not conduct direct pilot-controller high frequency (HF) communications. The U.S. is establishing direct pilot-controller data link communications where HF is currently being used. 31 JULY 08 AIP United States of America GEN 1.7-15 15 MAR 07 Federal Aviation Administration Nineteenth Edition 14.1 In U.S. Class A and B airspace, separation is provided for all aircraft. In U.S. Class C airspace, separation is provided between IFR and SVFR aircraft; conflict resolution is provided between IFR and VFR operations. 17.3 In the U.S., if the communications failure occurs in IFR conditions, or if VFR cannot be complied with, each pilot shall continue the flight according to the following requirements: Route a) By the route assigned in the last ATC clearance received; b) If being radar vectored, by the direct route from the point of failure to the fix, route, or airway specified in the vector clearance; c) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or d) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan. Altitude -At the highest of the following altitudes or flight levels for the route segment being flown: a) The altitude or flight level assigned in the last ATC clearance received; b) The minimum altitude as prescribed in 14 CFR Part 91 (Section 91.121(c)) for IFR operations; or c) The altitude or flight level ATC has advised may be expected in a further clearance. Part VI Separation in the Vicinity of Aerodromes 5.7.1 Arriving aircraft -delay of 10 minutes or more. 5.8.1 Onward clearance time. 7.3.1.2 Parallel approaches, separate radar controllers 7.3.2.9 PAOAS Criteria. 7.3.2.9 45 degree track. 7.3.2.10 Both controllers are advised when visual separation is applied. 7.3.5.3 SRA 9 In the U.S., aircrews may execute visual approaches when the pilot has either the airport or the preceding aircraft in sight and is instructed to follow it. A contact approach is one wherein an aircraft on an IFR flight plan, having an air traffic control authorization, operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport by visual reference in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface. This approach will only be authorized when requested by the pilot and the reported ground visibility at the destination airport is at least 1 statute mile. 15 Except where a “runway use” program is in effect, in the U.S. the runway used will be the one most nearly aligned with the wind when 5 kt or more, or the “calm wind” runway when less than 5 kt unless use of another runway will be operationally advantageous or is requested by a pilot. Part VII Aerodrome Control Service 2.2 When neither communications nor radar contact can be established for 30 minutes (or prior, if appropriate), U.S. controllers will consider an aircraft overdue and will initiate overdue aircraft procedures including reporting to the ARTCC or AFSS. 5.3.1.1.2 Taxi clearance. 6.1.2 In the U.S., airport lighting is not used for en route navigation. 8.4.3 Takeoff clearance shall include the designator of the runway.

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9.3.1 Landing clearance shall include the designator of the runway. 10.3 In the U.S., “taxi into position and hold” means taxi onto the departure runway in takeoff position and hold while the ICAO “taxi-holding position” or “taxi-holding point” is a designated position that provides adequate clearance from a runway. 31 JULY 08 AIP United States of America GEN 1.7-16 15 MAR 07 Federal Aviation Administration Nineteenth Edition 10.5, 10.5.1 In the U.S., the term “hover taxi” is sometimes used to indicate the ICAO term “air-taxiing.” In the U.S., air-taxiing is the preferred method for helicopter movements on airports provided ground operations/conditions permit. 11.2.1 In the U.S., for movements of other than aircraft traffic (i.e., vehicles, equipment, and personnel), steady green means cleared to cross, proceed, go; flashing green is not applicable; flashing white means return to starting point on airport; and alternating red and green means a general warning signal to exercise extreme caution. 11.2.2 U.S. controllers do not normally flash runway or taxiway lights. 15.1, 15.2 In the U.S., landing clearance to a succeeding aircraft in a landing sequence need not be withheld if the controller observes the positions of the aircraft and determines that prescribed runway separation will exist when the aircraft crosses the landing threshold. Controllers issue traffic information to the succeeding aircraft if it has not previously been reported. 16 ICAO aircraft wake turbulence categories (heavy, medium, light) and FAA weight classes (heavy, large, small) differ. Also, for landing aircraft, wake turbulence separation is defined differently. The U.S. makes special provisions for any aircraft landing behind a B-757 (4 miles for a large aircraft behind or 5 miles for a small aircraft behind). 17 Special VFR operations may be conducted in the U.S. under the following weather minimums and requirements below 10,000 feet MSL within the airspace contained by the upward extension of the lateral boundaries of the controlled airspace designated to the surface for an airport. These minimums and requirements are found in 14 CFR Section 91.157. Special VFR operations may only be conducted: (1) With an ATC clearance; (2) Clear of clouds; (3) Except for helicopters, when flight visibility is at least 1 statute mile; and (4) Except for helicopters, between sunrise and sunset (or in Alaska, when the sun is 6 degrees or more below the horizon) unless: (i) The person being granted the ATC clearance meets the applicable requirements for instrument flight; and (ii) The aircraft is equipped as required in 14 CFR Sec. 91.205(d). No person may take off or land an aircraft (other than a helicopter) under special VFR: (1) Unless ground visibility is at least 1 statute mile; or (2) If ground visibility is not reported, unless flight visibility is at least 1 statute mile. Part VIII Radar Services 6.5.2 The U.S. has not implemented cold temperature corrections to the radar minimum vectoring altitude chart. 7.4.4.1 See Part VII, Aerodrome Control Service, 16. 7.6 U.S. ATS units do not accept aircraft speeds in metric terms nor do they use the term “minimum clean speed.” The U.S. does use phrases such as “maintain maximum forward speed” or “maintain slowest practical speed.” 9.3.5, 9.3.6 The U.S. normally uses “glideslope” rather than “glide path” although they are sometimes interchangeable. For the U.S., a glideslope provides vertical guidance for aircraft during approach and landing. Part IX Flight Information and Alerting Service 1.3.2 See Part IV, General Provision, 15.1. 1.3.7 The U.S. does not have special procedures for the transmission of information to supersonic aircraft. 1.4.1, 1.4.2, 1.4.3 Class F airspace is not used in the U.S. Traffic advisories are provided in Class C airspace and, workload permitting, in Class D, Class E, and Class G airspace.

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2.1.2, 2.1.3, 2.2.1 The U.S. does not use “operations normal” or “QRU” messages. U.S. controllers are not normally familiar with the term “uncertainty phase.” 31 JULY 08 AIP United States of America GEN 1.7-17 15 MAR 07 Federal Aviation Administration Nineteenth Edition Part X Co-ordination 3.2.10 See Part IV, General Provision, 14.3. 3.3.1.1, 3.3.2.1 Except for a VFR aircraft practicing an instrument approach, an IFR approach clearance in the U.S. automatically authorizes the aircraft to execute the missed approach procedure depicted for the instrument approach being flown. No additional coordination is normally needed between the approach and en route controllers. Once an aircraft commences a missed approach, it may be radar vectored. Part XI Air Traffic Services Messages 1.3 The existing U.S. ATS automation system does not process logical acknowledgment messages (LAMs). 4.2.2.2.1 See Part IV, General Provision, 8. 4.2.3.1, 4.2.3.6, 4.2.4, 4.2.5.1, 4.2.5.4 See 1.3, above. 4.2.5.5 See Part IV, General Provision, 15.1. 4.3.1.2.1 In the U.S., traffic information messages include the position of the traffic (aircraft concerned). 4.3.2.2.1, 4.3.2.3.5 U.S. controllers do not use the term “CAVOK.” However, the ceiling/sky condition, visibility, and obstructions to vision may be omitted if the ceiling is above 5,000 feet and the visibility is more than 5 miles. 4.3.2.2.1, 4.3.2.3.2, 4.3.2.3.3 U.S. controllers do not give wind speed, visibility, or RVR/RVV values in metric terms. RVR values are given in 100-or 200-foot increments while RVV values are given in 1 /4-mile increments. 4.3.2.3.1 In the U.S., the criteria for a variable wind is wind speed greater than 6 kt and direction varies by 60 degrees or more. If the wind is _1 kt but _6 kt, the wind direction may be replaced by “VRB” followed by the speed or reported as observed. “VRB” would be spoken as “wind variable at .” 4.3.2.3.3.1 RVR values between 400m and 800m in increments of 50m. 4.3.2.3.4.1 For weather phenomena, the U.S. uses “ice crystals” instead of “diamond dust” and does not use the term “dust devils.” 4.3.2.3.4.2 Additionally, the U.S. uses “supercooled” (or freezing) and “partial” as descriptors for weather phenomena. 4.3.2.3.5 In the U.S., CLR is used at automated stations for SKC when no clouds below 12,000 feet are reported. SCT indicates cloud coverage between 3-4 oktas; FEW indicates cloud coverage 0 but _2 oktas. 4.3.2.3.5.1 Abbreviation NSC. 4.3.2.3.6 In the U.S., since the Celsius scale is not as finely graduated as the Fahrenheit scale, the hourly temperature and dew point to the nearest tenth of a degree will be encoded in the additive data section of METAR remarks. 4.3.2.3.7 In the U.S., an “A” precedes the altimeter which is given in inches of mercury. Part XII Phraseologies 2.3 In the U.S., “proceed” or “hold” may be used for aircraft or equipment/vehicle/personnel operations, while “taxi” and “cleared” should only be used as appropriate for aircraft instructions. 2.4 2.7 In the U.S., conditional clearances are not usually issued. However, traffic that may affect the clearance is usually issued to the aircraft with the clearance. Restricted clearances may also be issued. 2.5, 2.6, 2.7, 2.8 In the U.S., pilots may acknowledge some clearances, instructions, or other information by using “wilco,” “roger,” “affirmative,” or other words or remarks. If the pilot reads back information, the controller should ensure the readback is correct or make corrections as appropriate. 2.8, 3.1.1 3.1.2 The U.S. uses “altitude” or “flight level” rather than “level”; and “cruising altitude” rather than “cruising level.” The term “level” is not used to mean “height,” “altitude,” or “flight level” in the U.S. The U.S. sometimes uses “altitude” to mean “altitude” or “flight level.” 31 JULY 08 AIP United States of America

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GEN 1.7-18 15 MAR 07 Federal Aviation Administration Nineteenth Edition 3.1.1, 3.1.2 U.S. ATS units do not normally accept aircraft speeds or altitudes in metric terms nor do they use the term “minimum clean speed.” The U.S. does not use the term “level” in lieu of “flight level” or “altitude.” The U.S. also uses the phrases “maintain the highest/lowest practical speed” and “increase or reduce to a specified speed or by a specified number of knots.” 3.1.2 See Part IX, Flight Information and Alerting Service, 1.3.7. Also, the term “step climb” is not used in the U.S. The word “immediately” is used only when expeditious compliance is required to avoid an imminent situation. Instead of “maintain own separation and VMC ‘from,’ ‘above,’ or ‘below’ . . . ,” U.S. controllers say “maintain visual separation ‘from’ that traffic.” For TCAS resolution advisories in the U.S., pilots would advise “clear of conflict, returning to . . . .” 3.1.2a,ii To and maintain block (level) to (level). 3.1.4 See Part IV, General Provision, 18. 3.1.6 See Part XI, ATS Messages, 4.3.2.2.1. 3.1.6 See Part IV, General Provision, 12.1. 3.1.6 Note 2 “Midpoint” and “rollout” may be omitted. 3.1.9i Temperature issued with Braking Action. 3.2.1 The U.S. uses the phraseology “rest of route remains unchanged.” 3.3.1 Instead of “track,” U.S. controllers would advise pilots to “fly a (degree) bearing/azimuth from/to (fix) until (time)” or “until reaching (fix or altitude),” and if required, “before proceeding on course.” 3.4.7 See Part IV, General Provision, 12.1. 3.4.8 See Part VII, Aerodrome Control Service, 10.3. Also, U.S. controllers do not use the term “backtrack.” 3.4.11 U.S. controllers do not say “line up” or “wait.” Clearance to enter runway and await take-off clearance is stated “taxi into position and hold.” 3.4.11 The U.S. does not have additional phraseology to stop a take-off after an aircraft has commenced take-off roll. 3.4.13 See 3.3.1, above. 3.4.14 See Part IV, General Provision, 12.1. 3.4.16 The U.S. does not use the term “low pass” for a clearance. 4.1.1 U.S. controllers do not use the phrases “identified” or “not identified [position]” to replace “radar contact [position].” 4.1.3 U.S. controllers do not say “closing [slowly (or quickly)] [from the left (or from the right)]” nor “heading is good” nor “rate of descent is good” nor do they give “(number) meters left (or right) of course or too high or too low.” In case of elevation failure, U.S. controllers advise “no glidepath information available . . . .” instead of “elevation element unserviceable . . . .” 4.1.5 The U.S. does not use the phraseology “Start and stop all turns on the command ‘now’.” 4.1.5c Start and stop all turns on the command “NOW.” 4.1.6 See 3.1.1, above. 4.1.10 U.S. controllers say “radar service terminated” not “radar control terminated.” U.S. controllers do not say “will shortly lose identification” or “identification lost.” 4.1.11 The U.S. does not use the same phraseology for secondary radar failures. The U.S. does use (name of facility) beacon interrogator inoperative/malfunctioning. Primary radar failure is covered where secondary radar service is still available with the note that traffic advisories available on radar transponder aircraft only. 4.2.1 U.S. controllers would use “airport” rather than “field.” 4.2.2 In the U.S., pilots are not told “you will intercept (radio aid or track) (distance) from (significant point or touchdown).” Neither are pilots informed “closing from left (or right) [report established]” nor “this turn will take you through (aid) [reason]” nor “taking you through (aid) [reason].” Also, see 3.1.1, above. 31 JULY 08 AIP United States of America GEN 1.7-19 15 MAR 07 Federal Aviation Administration Nineteenth Edition