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2.1  The U.S. will not comply with this guidance in naming the Missed Approach Point (MAP) located at the landing threshold. 
Appendix 4  ATS Airspace Classifications 
It should be noted that the term ‘‘Class B airspace’’ as used in the U.S. is more restrictive than that specified by ICAO. Flights within Class B Airspace in the U.S. must be operated in accord with the provisions of 14 CFR Part 91 (Section 91.90). 
Speed restrictions do not necessarily apply to aircraft operating beyond 12 NM from the coast line within the U.S. Flight Information Region, in offshore Class E airspace below 10,000 feet MSL. However, in airspace underlying a Class B airspace area designated for an airport, or in a VFR corridor designated through such a Class B airspace area, pilots are expected to comply with the 200 knot speed limit specified in 14 CFR Part 91 (Sections 91.117(c) and 91.703). This difference will allow airspeed adjustments exceeding 250 knots, thereby improving air traffic services, enhancing safety and expediting air traffic movement. 

ANNEX 12 . SEARCH AND RESCUE

There are no reportable differences between U.S. regulations and the Standards and Recommended Practices contained in this Annex.
ANNEX 13 . AIRCRAFT ACCIDENT INVESTIGATION 
Chapter 5  Investigation 
5.12  The full exchange of information is vital to effective accident investigation and prevention. The U.S. supports, in principle, measures that are intended to facilitate the development and sharing of information. The laws of the U.S. require the determination and public reporting of the facts, circumstances, and probable cause of every civil aviation accident. This requirement does not confine the public disclosure of such information to an accident investigation. However, the laws of the U.S. do provide some protection against public dissemination of certain information of a medical or private nature. Also, U.S. law prohibits the disclosure of cockpit voice recordings to the public and limits the disclosure of cockpit voice recording transcript to that specific information which is deemed pertinent and relevant by the investigative authority. However, U.S. Courts can order the disclosure of the foregoing information for other than accident investigation purposes. The standard for determining access to this information does not consider the adverse domestic or international effects on investigations that might result from such access. 
5.25 h)  Investigative procedures observed by the U.S. allow full participation in all progress and investigation planning meetings; however, deliberations related to analysis, findings, probable causes, and safety recommendations are restricted to the investigative authority and its staff. However, participation in these areas is extended through timely written submissions, as specified in paragraph 5.25 i). 
5.26 b)  The U.S. supports, in principle, the privacy of the State conducting the investigation regarding the progress and the findings of that investigation. However, the laws of the U.S. facilitate the public disclosure of information held by U.S. government agencies and U.S. commercial business. The standard for determining public access to information requested from a U.S. government agency or a commercial business does not consider or require the expressed consent of the State conducting the investigation. 
Chapter 6  Reporting 
6.13  The U.S. supports the principle of not circulating, publishing, or providing access to a draft report or any part thereof unless such a report or document has already been published or released by the State which conducted the investigation. However, the laws of the U.S. facilitate the public disclosure of information held by government agencies and commercial business. The U.S. government may not be able to restrict public access to a draft report or any part thereof on behalf of the State conducting the investigation. The standard for determining public access to information requested from a U.S. government agency or a commercial business does not consider or require the expressed consent of the State conducting an investigation. 

ANNEX 14 . AERODROMES 
VOLUME 1 . AERODROME DESIGN AND OPERATIONS 
Chapter 1  General 
1.2.1  Airports in the U.S. are for the most part owned and operated by local governments and quasi.government organizations formed to operate transportation facilities. The Federal Government provides air traffic control, operates and maintains NAVAIDs, provides financial assistance for airport development, certificates major airports, and issues standards and guidance for airport planning, design, and operational safety. There is general conformance with the Standards and Recommended Practices of Annex 14, Volume I. At airports with scheduled passenger service using aircraft having more than nine seats, compliance with standards is enforced through regulation and certification. At other airports, compliance is achieved through the agreements with individual airports under which Federal development funds were granted; or, through voluntary actions. 
　
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