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3.1.6 Note 2 “Midpoint” and “rollout” may be omitted.
3.1.9i Temperature issued with Braking Action.
3.2.1 The U.S. uses the phraseology “rest of route remains unchanged.”
3.3.1 Instead of “track,” U.S. controllers would advise pilots to “fly a (degree) bearing/azimuth from/to
(fix) until (time)” or “until reaching (fix or altitude),” and if required, “before proceeding on
course.”
3.4.7 See Part IV, General Provision, 12.1.
3.4.8 See Part VII, Aerodrome Control Service, 10.3.
Also, U.S. controllers do not use the term “backtrack.”
3.4.11 U.S. controllers do not say “line up” or “wait.” Clearance to enter runway and await take−off
clearance is stated “taxi into position and hold.”
3.4.11 The U.S. does not have additional phraseology to stop a take−off after an aircraft has commenced
take−off roll.
3.4.13 See 3.3.1, above.
3.4.14 See Part IV, General Provision, 12.1.
3.4.16 The U.S. does not use the term “low pass” for a clearance.
4.1.1 U.S. controllers do not use the phrases “identified” or “not identified [position]” to replace “radar
contact [position].”
4.1.3 U.S. controllers do not say “closing [slowly (or quickly)] [from the left (or from the right)]” nor
“heading is good” nor “rate of descent is good” nor do they give “(number) meters left (or right) of
course or too high or too low.” In case of elevation failure, U.S. controllers advise “no glidepath
information available . . . .” instead of “elevation element unserviceable . . . .”
4.1.5 The U.S. does not use the phraseology “Start and stop all turns on the command ‘now’.”
4.1.5c Start and stop all turns on the command “NOW.”
4.1.6 See 3.1.1, above.
4.1.10 U.S. controllers say “radar service terminated” not “radar control terminated.” U.S. controllers do
not say “will shortly lose identification” or “identification lost.”
4.1.11 The U.S. does not use the same phraseology for secondary radar failures. The U.S. does use (name
of facility) beacon interrogator inoperative/malfunctioning. Primary radar failure is covered where
secondary radar service is still available with the note that traffic advisories available on radar
transponder aircraft only.
4.2.1 U.S. controllers would use “airport” rather than “field.”
4.2.2 In the U.S., pilots are not told “you will intercept (radio aid or track) (distance) from (significant
point or touchdown).” Neither are pilots informed “closing from left (or right) [report established]”
nor “this turn will take you through (aid) [reason]” nor “taking you through (aid) [reason].”
Also, see 3.1.1, above.
31 JULY 08
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GEN 1.7−19
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Federal Aviation Administration Nineteenth Edition
4.2.3 U.S. ATS units use “course” rather than “track.”
4.2.3 The U.S. uses the phraseology for a traffic alert in lieu of the phrase “to avoid traffic”; however, the
sense of urgency is the same as the word “immediately” is used by both PANS ATM and FAA.
4.2.4.1 U.S. controllers say “this will be a P−A−R/surveillance approach to runway (number) or
airport/runway (number) or airport/heliport.” U.S. controllers do not say “approach completed . . . .”
U.S. controllers say “your missed approach procedure is (missed approach procedure)” and, if
needed, “execute missed approach.”
4.2.4.2 For PAR approaches, U.S. controllers say “begin descent” and for surveillance approaches, U.S.
controllers say “descend to your minimum descent altitude.”
4.2.4.4 The wheels down check is only done by U.S. military ATS units; the phraseology is “check wheels
down” for military tower controllers and “wheels should be down” for military ATS radar units.
4.2.4.5 Although U.S. controllers say “go around,” they do not say “continue visually or go around.” In that
case, they would say “if runway, approach/runway lights, not in sight, execute missed approach” or
“if not visual, (advise you) execute missed approach.”
Also, see 4.2.4.1, above.
4.2.5.1 See 4.2.4.1, above.
4.2.5.3 See Part VIII, Radar Services, 9.3.5 and 4.1.3, above.
4.2.5.4 See 4.1.3 and 4.2.4.2, above.
4.2.5.7 See 4.2.4.1, above.
4.2.5.8 See 4.2.4.5, above.
　
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