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that provides adequate clearance from a runway.
31 JULY 08
AIP
United States of America
GEN 1.7−16
15 MAR 07
Nineteenth Edition Federal Aviation Administration
10.5, 10.5.1 In the U.S., the term “hover taxi” is sometimes used to indicate the ICAO term “air−taxiing.” In the
U.S., air−taxiing is the preferred method for helicopter movements on airports provided ground
operations/conditions permit.
11.2.1 In the U.S., for movements of other than aircraft traffic (i.e., vehicles, equipment, and personnel),
steady green means cleared to cross, proceed, go; flashing green is not applicable; flashing white
means return to starting point on airport; and alternating red and green means a general warning
signal to exercise extreme caution.
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.”
31 JULY 08
AIP
United States of America
GEN 1.7−17
15 MAR 07
Federal Aviation Administration Nineteenth Edition
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
　
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