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., “line up and wait” 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 that provides adequate clearance from a runway.
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.
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