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CHAPTER 9 FLIGHT INFORMATION SERVICE AND ALERTING SERVICE
9.1.3.7 TRANSMISSION OF INFORMATION TO SUPERSONIC AIRCRAFT The U.S. does not have special procedures for the transmission of information to supersonic aircraft.
9.1.4.1.1 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.
9.2.1.2 The U.S. does not use “operations normal” or “QRU” messages. U.S. controllers are not normally familiar with the term ”uncertainty phase.”
CHAPTER 10 COORDINATION
10.1.3.1 DIVISION OF CONTROL 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.
CHAPTER 11 AIR TRAFFIC SERVICES MESSAGES
11.1.2 Emergency messages U.S. uses different emergency messages. 7110.10 T Chapter 8. Search and Rescue (SAR) Procedures for VFR Aircraft
11.4.2.3.6 LOGICAL ACKNOWLEDGEMENT MESSAGES (LAM) The existing U.S. ATS automation system does not process logical acknowledgment messages (LAMs).
CHAPTER 12 PHRASEOLOGIES
12.3.1 General to require action when convenient m) WHEN READY (instruction); U.S. does not use this phraseology. 7110.65 4-5-7. ALTITUDE INFORMATION PHRASEOLOGY CLIMB/ DESCEND AT PILOT’S DISCRETION 1. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates specified in the AIM, 4-4-9, Adherence to Clearance, until reaching FL 280. At that point, the pilot is authorized to continue descent to FL 240 within the context of the term “at pilot’s discretion” as described in the AIM. f. When the “pilot’s discretion” portion of a climb/descent clearance is being canceled by assigning a new altitude, inform the pilot that the new altitude is an “amended altitude.” EXAMPLE- “American Eighty Three, amend altitude, descend and maintain Flight Level two six zero.”
12.3.1.2 2) TO AND MAINTAIN BLOCK (level) TO (level); U.S. uses “maintain block (altitude) through (altitude). 7110.65 4-5-7. g. ALTITUDE INFORMATION
12.3.1.2 n) MAINTAIN OWN SEPARATION AND VMC [FROM (level)] [TO (level)]; o) MAINTAIN OWN SEPARATION AND VMC ABOVE (or BELOW, or TO) (level); U.S. does not use “maintain own separation and VMC ’from,’ ’above,’ or ’below’ . . . , ” U.S. controllers say “maintain visual separation ’from’ that traffic.”
12.3.1.2 *t) CLEAR OF CONFLICT, RETURNING TO (assigned clearance); TCAS resolution advisories in the U.S., pilots would advise ”clear of conflict, returning to ...”
12.3.1.5 CHANGE U.S. has no phraseology or approved procedure to advise aircraft to change call signs. The
OF CALL SIGN 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.
12.3.1.6 TRAFFIC INFORMATION In the U.S., traffic information messages include the position of the traffic (aircraft concerned).
12.3.1.7 a) In the U.S., the criterion for a variable wind is: wind speed greater than 6 kt and direction
METEOROLOGICAL varies by 60 degrees or more. If the wind is >1 kt but <6 kt, the wind direction may be
CONDITIONS replaced by “VRB” followed by the speed or reported as observed. “VRB” would be spoken as “wind variable at <speed>.”
12.3.1.7 d)e)f) METEOROLOGICAL CONDITIONS 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 RW values are given in Venule increments. 2-8-2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY
12.3.1.7 j) METEOROLOGICAL CONDITIONS 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.
12.3.1.10 g) AERODROME INFORMATION BRAKING ACTION REPORTED BY(aircraft type) AT (time) GOOD (or MEDIUM, or POOR) U.S. use BRAKING ACTION terms “good,” “fair,” “poor,” “nil,” or combination of these terms. “Braking action fair to poor, reported by a heavy D-C Ten.”. 7110.65 3-3-4.
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