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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. 

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. 
4.3.3  When a transponder appears inoperative or malfunctioning, U.S. controllers would instruct “ . . . reset transponder, squawk” or “ . . . your transponder appears inoperative/malfunctioning, reset, squawk . . . .” 
4.3.6, 4.3.8  U.S. controllers do not say “squawk Charlie.” U.S. controllers may ask a pilot to “ident” or “squawk standby” or “squawk low/normal” or “squawk MAYDAY on 7700” or “squawk altitude.” 
4.3.9  For aircraft above FL 180, U.S. controllers would say, “confirm using two niner niner two as your altimeter setting, verify altitude” or “stop altitude squawk” “stop altitude squawk; altitude differs by (number) feet.” U.S. controllers would not say “stop squawk Charlie.” 
4.3.10  See 4.3.6, above. 
4.3.11, 4.3.12  See 4.3.9, above. 
4.3.13  U.S. controllers would say “verify at (altitude)” and/or “verify assigned altitude.” 
6.1.1  U.S. controllers would issue MEA/MVA/MOCA/MIA instead of QNH. 
Part XIV  Procedures Related to Emergenices, Communication Failure and Contingencies 
3  The U.S. has organized this material from the perspective of the controller. ICAO has outlined information the pilot can expect to provide. 
　
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