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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.
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.”
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 <speed>.”
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