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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.
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
Nineteenth Edition Federal Aviation Administration
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
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