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Miles  U.S. uses “Miles” to mean nautical miles unless otherwise specified, and means statute miles in conjunction with visibility. 
Minute  U.S. uses “minute plus 30 seconds”, except when time checks are given to the nearest quarter minute. 
Movement area  In the U.S., the “movement area” is equivalent to the ICAO “maneuvering area” which does not include parking areas. 
Pilot-in-Command  Designated by operator, or in the case of general aviation, the owner, as being in command and charged with the safe conduct of a flight. 
Plural  U.S. uses “Plural words to include the singular”. 
Runway  U.S. uses “Runway”, which means the runway used by aircraft, and in discussions of separation standards is applicable to helipads with accompanying takeoff/ landing courses. 
Shall  U.S. uses “Shall” or an action verb in the imperative sense, to mean a procedure is mandatory. 
Should  U.S. uses “Should” to mean a procedure is recommended. 
Singular  U.S. uses “Singular words to include the plural”. 
Slush  In the U.S., ”slush” is not used as a weather phenomenon. 
Standard instrument arrival (STAR)  The U.S. uses the acronym STAR to define a standard terminal arrival. 
Standard instrument departure (SID)  The U.S. uses the term departure procedure (DP) in lieu of SID. 
Stand-by  U. S. uses “STAND BY” to mean the controller or pilot must pause for a few seconds, usually to attend to other duties of a higher priority. Also means to wait as in “stand by for clearance.” The caller should reestablish contact if a delay is lengthy. “Stand by” is not an approval or denial. 
Stopway  The U.S. does not define a “stopway” as a rectangular area. 

Taxi-holding position  In the U.S., “taxi into position and hold” means taxi onto the departure runway in take-off position and hold while the ICAO “taxi-holding position” or “taxi-holding point” is a designated position that provides adequate clearance from a runway. 
Terminal control area  In the U.S., the term “terminal control area” has been replaced by “Class B airspace.” Standard IFR services should be provided to IFR aircraft operating in Class B airspace. 
Time  U.S. when uses “Time” for ATC operational activities, is the hour and the minute in Coordinated Universal Time (UTC). Change to the next minute is made at the minute plus 30 seconds, except time checks are given to the nearest quarter minute 
Track  The U.S. uses the term “course” instead of “track.” 
Transition altitude, transition layer, and transition level  In U.S. domestic airspace, transition altitude, layer, and level are not used. U.S. flight levels begin at FL 180 where a barometric altimeter setting of 29.92 inches of mercury is used as the constant atmospheric pressure. Below FL 180, altitudes are based on barometric pressure readings. 
Visibility  Definitions are different. 
Visual Approach  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. 
Will  U.S. uses “Will” means futurity, not a requirement for the application of a procedure. 
CHAPTER 4  GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES 
4.13.4  Flight Progress Strips shall be retained for at least 15 days. (7110.3 3-4-4b) 
4.3.2.1  Transfer of control points vary depending on numerous factors. 
4.3.3.1  Transfer of control varies. 
4.3.3.1a/ b  The U.S. does not “release” aircraft. Handoff is used. 
4.4  In the U.S., flight information and alerting services are provided by ATC facilities, AFSSs, and RCCs. 
4.5.6.2  U.S. ATS controllers do not normally include clearance for transonic acceleration in their ATC clearances. 
4.5.7.3 LEVELS Except as provided for in Chapter 6, 6.3.2 and 6.5.1.5, use of standard departure and arrival clearances, instructions included in clearances relating to levels shall consist of the items specified in Chapter 11, 11.4.2.6.2.2. 4.10.4 Provision of altimeter setting information  In U.S. domestic airspace, transition altitude, layer, and level are not used. U.S. flight levels begin at FL180 where a barometric altimeter setting of 29.92 inches of mercury is used as the constant atmospheric pressure. Below FL 180, altitudes are based on barometric pressure readings. QNH and QFE altimeter settings are not provided in domestic U.S. airspace. 
　
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