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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.
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.
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
　
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