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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).
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., “line up and wait” 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.
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