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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.” 

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. 
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].” 
　
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