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(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>.”
4.3.2.3.3.1 RVR values between 400m and 800m in increments of 50m.
4.3.2.3.4.1 For weather phenomena, the U.S. uses “ice crystals” instead of “diamond dust” and does not use the
term “dust devils.”
4.3.2.3.4.2 Additionally, the U.S. uses “supercooled” (or freezing) and “partial” as descriptors for weather
phenomena.
4.3.2.3.5 In the U.S., CLR is used at automated stations for SKC when no clouds below 12,000 feet are
reported. SCT indicates cloud coverage between 3−4 oktas; FEW indicates cloud coverage >0 but
2 oktas.
4.3.2.3.5.1 Abbreviation NSC.
4.3.2.3.6 In the U.S., since the Celsius scale is not as finely graduated as the Fahrenheit scale, the hourly
temperature and dew point to the nearest tenth of a degree will be encoded in the additive data
section of METAR remarks.
4.3.2.3.7 In the U.S., an “A” precedes the altimeter which is given in inches of mercury.
Part XII Phraseologies
2.3 In the U.S., “proceed” or “hold” may be used for aircraft or equipment/vehicle/personnel operations,
while “taxi” and “cleared” should only be used as appropriate for aircraft instructions.
2.4
2.7
In the U.S., conditional clearances are not usually issued. However, traffic that may affect the
clearance is usually issued to the aircraft with the clearance. Restricted clearances may also be
issued.
2.5, 2.6, 2.7, 2.8 In the U.S., pilots may acknowledge some clearances, instructions, or other information by using
“wilco,” “roger,” “affirmative,” or other words or remarks. If the pilot reads back information, the
controller should ensure the readback is correct or make corrections as appropriate.
2.8,
3.1.1
3.1.2
The U.S. uses “altitude” or “flight level” rather than “level”; and “cruising altitude” rather than
“cruising level.” The term “level” is not used to mean “height,” “altitude,” or “flight level” in the
U.S. The U.S. sometimes uses “altitude” to mean “altitude” or “flight level.”
31 JULY 08
AIP
United States of America
GEN 1.7−18
15 MAR 07
Nineteenth Edition Federal Aviation Administration
3.1.1, 3.1.2 U.S. ATS units do not normally accept aircraft speeds or altitudes in metric terms nor do they use
the term “minimum clean speed.” The U.S. does not use the term “level” in lieu of “flight level” or
“altitude.” The U.S. also uses the phrases “maintain the highest/lowest practical speed” and
“increase or reduce to a specified speed or by a specified number of knots.”
3.1.2 See Part IX, Flight Information and Alerting Service, 1.3.7.
Also, the term “step climb” is not used in the U.S. The word “immediately” is used only when
expeditious compliance is required to avoid an imminent situation. Instead of “maintain own
separation and VMC ‘from,’ ‘above,’ or ‘below’ . . . ,” U.S. controllers say “maintain visual
separation ‘from’ that traffic.” For TCAS resolution advisories in the U.S., pilots would advise
“clear of conflict, returning to . . . .”
3.1.2a,ii To and maintain block (level) to (level).
3.1.4 See Part IV, General Provision, 18.
3.1.6 See Part XI, ATS Messages, 4.3.2.2.1.
3.1.6 See Part IV, General Provision, 12.1.
　
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