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INTERNATIONAL PROCEDURES
CLIENT GUIDE

REVISION 2.8
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
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Publication history:

Original . . . . . . . . . . . . . . . . . . June 2016

Rev 2.2 . . . . . . . . . . . . . . . . August 2017
Rev 2.3 . . . . . . . . . . . . . December 2017
Rev 2.4 . . . . . . . . . . . . . . . . . . May 2018
Rev 2.5 . . . . . . . . . . . . . . . October 2018
Rev 2.6 . . . . . . . . . . . . . November 2018
Rev 2.7 . . . . . . . . . . . . . . . . . . April 2019
Rev 2.8 . . . . . . . . . . . . . November 2020

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 TABLE OF CONTENTS

Fundamentals of International Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Communication, Navigation, and Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Airspace and Special Areas of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Navigation and Plotting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Aviation Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Expanded Oceanic & International Quick Reference Handbook (QRH) . . . . . . . . . . 100
Supplemental Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Additional Websites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138

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 Client Guide
International Procedures
Fundamentals

REGULATORY GUIDANCE Annexes (19 Annexes)

More directly applicable to the crew during oceanic

ICAO PUBLICATIONS operations where there are no state regulations; however,

still applicable to states.
• Contain the Standards And Recommended
Practices (SARPS).

• Identifies a minimum set of requirements known as

STANDARDS which are mandatory upon member
states and RECOMMENDED PRACTICES which
optional measures intended to enhance the level of
safety provided by the standards.

• Each Annex is dedicated to a specific aspect of the

aviation industry and together they provide an
ICAO Articles (96 Articles) integrated set of regulations designed to safeguard
Apply more generally to the member state. the essential elements that support the global
• Principles to help promote cooperation and the aviation industry.
development of international air transportation; • While the standards are considered mandatory,
agreed to by the adhering countries. individual countries may elect not to comply with
• Provide the basic framework for international portions, but if they do not they are required to
aviation. notify ICAO. When this occurs these differences are
then put into the individual State's Aeronatical
Information Publication (AIP).
Earth Imagery @2016 Data SIO, NOAA, U.S. Navy, NGA, GEBCO, Landsat, U.S. Geological Survey, Map data @2016 Google, INEGI
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 An Aeronautical Information Publication (AIP) is a
publication issued by or with the authority of a State
and containing aeronautical information of a lasting
Regulatory & Guidance
character essential to air navigation. The AIP
contains details of regulations, procedures and other
Documents
information pertinent to the operation of aircraft in FAR 91.703
the particular country to which it relates. Requires U.S. operators to comply with:
Many AIPs can be found online. Also, the Jeppesen
Airway Manaul provides selected excerpts from • ICAO Annex 2 (Rules of the Air) when over the high
respective state AIPs. seas AND
○ 91.127, 91.129, 91.131: Operations in Class E, D,
Documents and B airspace
• Expand upon the Annexes, providing guidance on ○ The flight regulations of the states within which
how a state should achieve the SARPS. you are operating
• Both the Annexes and the Documents provide ○ The FARs where not contradicted by the local
guidance to operators on required and expected regulations or ICAO Annex 2
protocols for international operations. FAR 135.3(a)(2)
Publications most relevant to most operators: • Essentially states the same thing as 91.703 with the
additional caveat of complying with the FARs when
• Annex 1: Personnel & Licensing (Includes Medical more restrictive if not contrary to the Annex or local
Standards) regulations.
• Annex 2: Rules of the Air • Other ICAO Signatory Countries will have similar
statements in their regulations.
• Annex 6: Operation of Aircraft
EASA Regulations
○ Part 1: International Commercial Air Transport
• ORO.GEN.110
– Aeroplanes (FAR Part 135 Operators)
• NCC.GEN.110
○ Part 2: International General Aviation –
• SERA.1001
Aeroplanes (FAR Part 91 Operators)
• List the same basic requirements as FAR 91.703
○ Part 3: International Operations – Helicopters

• Document 4444: Procedures for Air Navigation

FAA AC 91-70B
Services - Air Traffic Management (PANS-ATM)
Oceanic and Remote Continental Airspace Operations:
○ Loosely equivalent to the Airmen's Information General information and guidance for planning and
Manual and FAA 7110.65 operations in oceanic and remote continental airspace.
• Document 8168: Procedures for Air Navigation
Services - Aircraft Operations FAA Order 8900.1
Guidance an FAA Air Safety Inspector (ASI) and their team
○ Volume 1 - Flight Procedures
will utilize as they walk through the process of issuing
○ Volume 2 - Construction of Visual and Instrument Letters of Authorization (LOAs) or Operations Specifications
Flight Procedures (OpSpecs)

○ Volume 3 - Aircraft Operations

Knowing this information will help ease the process of
• Document 7030: Regional Supplementary satisfying the requirements to obtain the necessary LOAs.
Procedures
• Not regulatory in itself, but helps the ASI determine
what is required to meet the regulations.

• Volume 4, Chapter 12 and Volume 3, Chapter 18

contain guidance for issuing OpSpecs/LOA for SAOs.

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ICAO ANNEX UPDATES Upset Prevention and Recovery Training

Upset Prevention and Recovery Training was added to

(SARPS) the requirements for type ratings (along with other
certificates) in 2014. This training may be accomplished

Annex 1 in a FSTD or aircraft.

• These training requirements are also spelled out in:

Medical Assessment ○ Annex 6, Part 1

○ Document 9868 PANS-TRG
ICAO matches the medical requirements to the pilot’s ○ Document 10011 Manual on Aeroplane Upset
license – not the type of operation. ATP, Commercial, and Prevention and Recovery Training
MultiCrew licenses all require a Class 1 Medical Assessment.
Conceivably, a Private Pilot could operate with a Class 2 This training is required for the MPL (Multi-crew pilot
Medical Assessment (ICAO Class 3 is for Air Traffic license), as well as for those pilots receiving type rating
Controllers only). training or commercial air transport operator-specific initial
and recurrent training.
For FAA pilots under 40, the medical expires one year to
the date, not the end of the month. • The FAA is requiring UPRT training for Part 121 Air
Carriers no later than March 12, 2019.
For FAA pilots over 40, the medical expires 6 months to
the day. • EASA currently requires UPRT as an Acceptable
Means of Compliance for commercial operations
Age Limitation for International
initial and recurrent training:
Commercial Operations ○ AMC1 ORO.FC.220&230 Operator conversion
training and checking & recurrent training and
Single pilot
Maximum age 60 checking
operations
○ AMC2 ORO.FC.220&230 Operator conversion
training and checking & recurrent training and
Operations with checking
Maximum age 65
more than one pilot

This allows two pilots aged 60-64 years and engaged in

international commercial air transport operations to be
simultaneously at the controls (implemented 13 November 2014).

There is NO age limitation for

Note! non-commercial operators.

Individual countries may be more restrictive than the

ICAO standard; example:

• Rules for France and the UK state that the PIC of a

charter flight cannot be age 60 or older and anyone
over age 65 may not be an active pilot.

• In Italy, pilots over age 60 cannot fly charter flights,

even as SIC.
NOTE: Article 33 of the Convention on
International Civil Aviation requires states to
recognize licenses issued by the state where
the aircraft is registered as long as they meet or
exceed the standards established by ICAO.
Thus the above limitations only apply to pilots
and aircraft from those countries.

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 Guidance for SMS

Annex 19 & Safety • Document 9859 - Safety Management Manual

(SMM) supports Annex 19 - Safety Management.

Management Systems • FAA Advisory Circular 120-92B Safety

Management Systems for Aviation Service

(SMS) Status Providers

Countries requiring SMS: Systematic procedures, NOTES:

practices, and policies for the management of safety risk.

Bermuda
• Has been requiring SMS since November 2010
• Acceptable means include:
○ IS-BAO certification
○ Air Charter Safety Foundations (ACSF)
registration
○ ARG/US platinum rating
○ Wyvern registration
○ An SMS manual deemed acceptable by the
State of Registry

France
• Landing permit for commercial operations asks if
operator has a SMS
• Unclear if required for “N” registered aircraft

EASA & UK
• SMS required as of 25 AUG 2016 for NCC (Non-
Commercial, Complex) operations:
○ EASA registered aircraft
○ Non-EASA registered aircraft based in EASA
countries
• TCO.200 (Third Country Operators) Requires
compliance with ICAO Annex 19 for commercial
operators.

Countries Requiring SMS for Domestic

Operations
• Canada
• Cayman Islands
• Australia
• New Zealand

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EMISSIONS TRADING NOTES:

SCHEME (ETS) UPDATES

ICAO presented a global ETS plan during their meetings
in November of 2016. The plan, known as the Carbon
Offsetting and Reduction Scheme for International Aviation
(CORSIA) was approved and will begin the implementation
process in 2019-2020. Phase one will begin in full in 2021.

Europe still has it's own ETS program which is currently

operating under the following rules:

EU-ETS Amended April 2014 to provide temporary

exemptions:

• Applies to flights to any EU-ETS participating

country (EU Member States, EFTA countries, and EU
outlying territories).

• Only requires credits for flights within EU-ETS areas.

• Low-emitter status:

○ Flights to, from, and within EU-ETS all count

towards emitter status:

- Commercial Operators: <10,000T/yr.

- Private Operators: <1,000T/yr. (≈ 50 flights to/

from/within EU for a G-550).

- Low emitters do not need to report.

• Other emitters:

○ Need to report annual emissions to Member State

- Report due by March 31, Carbon Credits must

be surrendered by April 30.

○ Intra-EU-ETS flights require Carbon Credits.

○ Carbon Credits have been trading at $4-$8/ton

(2015-2016).

○ Must have a Registry Account to purchase/trade

credits – a major task to setup requiring
background checks & such as it is a commodities
account.

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CBP / APIS / TSA UPDATES Pilots of all private aircraft arriving in the U.S. from a foreign
port or place, or departing the U.S. for a foreign port or
Customs & Border Protection (CBP) place are required to submit APIS manifest information
Advanced Passenger Information System (APIS) electronically to CBP for each individual traveling
Transportation Security Administration (TSA) onboard the aircraft.
NBAA Security & Facilitation Group is working with CBP
on various issues to enhance service to General Aviation
(GA). They are working to expand both regular and overtime Aircraft departing from the U.S. Virgin Islands
availability of CBP for GA operators and to obtain more and arriving in the U.S. are governed by the
uniformity in CBP operations. Note! provisions of Title 19 of the Code of Federal
Regulations, Part 122 that apply to aircraft
Point of contact to address GA operations arriving in the U.S. from a foreign area.
border control issues:

Eric Rodriguez – Program Manager for General

Aviation; Office of Field Operations APIS Requirements
eric.m.rodriguez@cbp.dhs.gov China & Russia
No electronic component – required manual submission
281-230-4642 of passenger manifest to local handler, who in turn submits
to local authorities.
Dianna Sullivan – Department of Homeland
Security United Arab Emirates (U.A.E.)
dianna.sullivan@dhs.gov Became operational in late 2014. Requires that aircraft
operators (or their agents) with flights operating into the
country to hold an account in the API “Carrier Portal” which
is linked to the UAE General Civil Aviation Authority (GCAA)
CBP Private Air APIS Guide serves to describe the and managed by SITA Inc. The usage of the carrier portal
criteria used and the manner in which CBP evaluates an is only available for registered carriers and agents.
APIS manifest for compliance with CBP requirements. The Operator is required to provide passenger and crew
APIS manifests are evaluated for submission timeliness, data for all inbound and outbound flights to UAE. The
manifest completeness, data element sufficiency and general information required to be submitted in the API
compliance with APIS regulation validation rule sets. “Carrier Portal” for Passengers & Crew include the
following:

• Full Names
• Date of Birth
• Passport Numbers
• Citizenship
• Country of Passport Issuance

This can be done by the operator directly, his appointed

agent or the FBO used. The accountability of providing
CBP Publications for IGA accurate data lies with the Aircraft Operator.
CBP Preclearance of General Aviation Summary Guide
• Contains information about the preclearance
Dominican Republic
process available in Shannon, Ireland and Aruba. Legislation for APIS has passed; IT infrastructure currently
The List of Airports Where CBP Inspection Services are preventing implementation.
Normally Available

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Customs Violations
• Examples of non-compliance which can result in
Canada
penalties: Two new initiatives by Canada Border Services Agency
implemented in Spring 2016.
○ Failure to report arrival into the U.S.

○ Failure to obtain landing rights 1. Interactive Advanced Passenger Information (IAPI):

Intended to identify individuals who do not have proper
○ Failure to report penetration of a southern U.S.
travel documents before arrival.
border
• Not a replacement for CANPASS
○ Discharging passengers or cargo without
permission • Implemented for Air Carrier operations in October
2015; no implementation date set for general
○ Failure to present required documents
aviation commercial operations as of 05 FEB 2016.
○ Failure to declare agricultural items
○ GA will ONLY need to submit Advance
• Penalties for violations: Passenger Information (API), NOT Passenger
Name Record (PNR) information
○ Denial of landing rights
• Will require valid documentation of all travelers
○ Fines of $5000-$10,000+ per violation
(including Canadian citizens)
○ Criminal Penalties

○ Seizure of aircraft 2. Electronic Travel Authorization (ETA)

• Effective 15 MAR 2016.

Colombia • Will be required for all visa-exempt foreign nationals

EXCEPT U.S. citizens.
Requiring APIS since 02 JUL 2015.
• Will require online application by entering
Mexico biographic, passport, and background information.
Keep copies of report; fines for non-compliance are
established at $5000 per flight. Other APIS Initiatives
NBAA Facilitation Workgroup is working with CBP to
CARICOM
transition to a single syntax eAPIS system for both private
States participating: Antigua and Barbuda, Barbados, and non-scheduled commercial operators.
Dominica, Grenada, Guyana, Jamaica, St. Kitts and Nevis,
St. Lucia, St. Vincent and the Grenadines, Trinidad and • Will eliminate the current duplicate systems
Tobago. • Provide a template for the ICAO World Customs
Organization (WCO).
Cuba
• Required for GA flights (effective 01 SEP 2015).
NOTES:
• Only required for flights inbound to Cuba.

○ Must be filed prior to departure, recommend filing

at least 24 hours prior to departure.

• Can be submitted either via an online system

(immediately see info is registered) or email (takes
15 min. for Cuban authorities to upload).

○ NOTE: Once uploaded, the information can be

viewed by anyone!

• Revisions are required for any changes, including

removal of a passenger.

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 TSA Waiver Program – Recent Changes
(International Waivers)
There are three types of “International” Waivers (which are
the most common type): Fleet, Single Trip, and No
Transponder (VFR Only). They typically take five days to
process. Include TSA Waiver confirmation & FAA Special
Routing number (if required) in FPL Section 18 RMK/

U.S. Registered Aircraft

Overflying U.S. airspace in an aircraft >100,309# MTOW - NOT required for operations into/out of/within the U.S.

Foreign Registered Aircraft

Not required for aircraft <100,309# MTOW registered in a Portal Country, when
Overflying U.S & it’s both departing and arriving from a Portal Country
territories • Portal Countries: Canada, Mexico, Bahamas, Bermuda, British Virgin
Islands, Cayman Islands

Operating within the U.S. &

U.S. territories in aircraft A recent change – previously ALL foreign registered aircraft required a waiver
>100,309# MTOW

Aircraft <100,309# MTOW are now exempt IF:

• A U.S. company has operational control
Operating to the U.S. for
maintenance, delivery, or • An FAA certified pilot is PIC
demo flights • Only crewmembers onboard

• Note “RMK/ Maintenance Flight” in Section 18 of the ICAO flight plan

All aircraft registered in

China, Cuba, Iran, North Aircraft registered in these countries also require a Special Routing Authorization
Korea, Russia, Sudan, and from the FAA
Syria

NOTES:

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FLIGHT PLANNING
CONSIDERATIONS
While basic security practices are fairly rudimentary, certain provider who can supplement your department and
destinations and operations may require competencies company assets.
beyond those of many flight departments. Particularly
when it comes to crisis responses to situations involving These organizations can provide critical experience in
major natural disasters or terrorist attacks, it may be virtually ensuring a positive result in case a problem arises. These
essential to enlist the services of companies who specialize companies often utilize partners for specialized portions
in crisis response. The time to select third-party assistance of a response, thus part of the provider’s value derives
for overseas emergencies is before an incident occurs. from having ready access to the appropriate, vetted
resources. Accordingly, before selecting a provider, be
Consider the breadth of tasks required for various responses sure they have suitable industry partners. Additionally,
to crises, then consider if your flight department or even some companies provide more specialized services – most
corporation has the expertise to facilitate these responses. flight operations need a well-rounded service provider with
If not, it may be appropriate to enlist the services of a effective partners overseas.

FLIGHT PLAN
Where to Submit & Close
In some locations the PIC will be required to submit the Additionally, flight plans are not necessarily automatically
flight plan in person. The ICAO symbology to indicate closed – it is the responsibility of the PIC to ensure that
where this can be done is a letter C displayed vertically in they are. Your handler may do this for you – inquire to
black against a yellow background, indicating the location ensure it has been done.
of the air traffic services reporting office.

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CONTINGENCIES Utilize TCAS to assist in in sighting proximate traffic. Crews
Keep these three fundamental rules in mind – AVIATE (fly should always notify ATC of any equipment failures,
the airplane), NAVIGATE (don’t hit anything with the aircraft), turbulence or hazardous weather situations. This notification
and COMMUNICATE (let ATC know what you need for help). will help give ATC the information needed to maintain safe
Use AUTOMATION to the extent practical to help with flight operations.
contingencies. Contingency procedures are based on
common sense, so do whatever is necessary to keep the ICAO 4444 Maneuver
airplane safe. ICAO Doc 4444 Contingency Procedure provides for the
most frequent cases, such as inability to comply with
ICAO Document 4444 includes general procedures to clearance due to meteorological conditions, aircraft
use when things are not going as planned. These are performance, or pressurization failure, enroute diversion
referred to as Contingency Procedures and include: across traffic and loss of required navigation capability.
• Severe Turbulence
• Mountain Wave Activity Contingency Procedure for communicating with
• Wake Turbulence ATC
• Equipment Failures Obtain a revised ATC clearance (if possible), using
• Weather Deviation appropriate phraseology:

MAYDAY, MAYDAY, MAYDAY (for distress)

Critical Issues with Contingencies:
1. Traffic Separation is the most critical issue. Ensure PAN-PAN, PAN-PAN, PAN-PAN (urgency)
aircraft do not get too close together or that they do not Air traffic control will render all assistance possible.
collide. Maintaining safe separation is essential. Declaring MAYDAY or PAN-PAN enables ATC to apply
2. The Pilot in Command (PIC) is ultimately responsible for emergency separation standards, facilitating a revised
the safety of their aircraft. Deviating from normal flight rules clearance. If issued a revised clearance, comply with the
to maintain safe operations is acceptable, as long as the clearance – if unable, advise ATC again.
authorities are advised.
If ATC cannot provide a revised clearance, execute another
Basic Contingency Actions appropriate contingency procedure until a revised clearance
can be obtained.
1. Light up the airplane (day and/or night)
• Turn on all exterior lighting; be as visible as possible
to other aircraft around you.

2. Talk on the radios

• Start off by talking with ATC for the airspace where
you are operating; let them know what you need,
your intentions, and your location.

• Ideally, if a crew needs to deviate from their cleared

flight path, they should talk to ATC first, before
initiating any deviations (emergencies may be
exceptions).

• If ATC is not responding, broadcast your intentions

in the blind over ATC frequency and over oceanic
Oceanic contingency actions:
common inter-plane frequencies. This procedure includes both lateral and vertical elements
to ensure traffic separation by placing your aircraft where
• Make sure everyone is aware of what is happening. no one else should be flying. Refer to ICAO Doc 4444, NAT
Doc. 007, NAT OPS Bulletin 2018_005 and FAA AC 91-70B
3. Put your aircraft where no one else is. for more detailed guidance on contingencies.

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Lateral Procedure • In some cases a turn back or off-route diversion will
If the long range navigation (LRN) system is working, use be the best solution.
the lateral offset function to set up a 5 NM offset. Most
LRN systems will automatically turn 45° off heading to
intercept the offset, which may be more than desired.

• Turn at least 30° off course, either left or right.

When deciding to turn left or right, consider:

○ What works best for your route of flight and

diversion?

○ What will keep you away from other traffic?

• Acquire a 5 NM offset, then turn to parallel your

course or the track as appropriate.

• When 5 NM from centerline, adjust altitude as

described below in “Vertical Component."
• If at all possible, expedite the climb above or
Vertical Component descent below altitudes where the majority of traffic
Think of half your vertical separation requirements;  will be operating prior to commencing the turn back
+/- 500 feet below FL 410 and +/- 1000 feet above FL 410. or diversion.
• When making a decision to climb or descend, keep • When clear of the major traffic altitudes, you may
in mind: proceed to the diversionary airport. In the NAT
○ Given the emergency, what are the performance Region, this should be done when you are below FL
capabilities of your aircraft? 290.

○ What works best for your routing? • If unable to carry out a major climb or descent, then
any diversion or turn back should be performed at a
○ What works best for keeping you from other
level halfway between those normally used - see
aircraft?
"Vertical Component"
• If possible, delay climb or descent until 5 NM from
centerline. • Executing a diversion while on a random route
above the tracks which does not shadow a track is
• Altitude – level at an altitude that differs by half of an extremely challenging maneuver.
the separation standard from a normal usable level.
• It is critical that you remain clear of the tracks while
• Again, if at all possible, expedite the climb or managing the emergency AND navigating to your
descent out of the altitudes where the majority of diversionary airport.
traffic will be operating prior to commencing a turn
back or diversion. • Follow the standard rules of contingency operations;
light up the aircraft and talk on the radios.
• The North Atlantic Region strongly discourages turn
backs or diversions. If you must turn back or divert, • The same 5 NM offset is still applicable on random
it is very strongly recommended to descend below routes.
FL 290 before initiating the turn back or divert to get • 121.5 mHz can be used to broadcast your intentions;
the aircraft out of the major traffic areas. 123.45 mHz is an inter-plane frequency used in most
Diversions with respect to other tracks: remote areas which can also be utilized.

Good situation awareness and sound decision making • The safety of the aircraft is ALWAYS the most critical
are essential. Discuss contingency operations before the factor.
flight and review them prior to entering oceanic
• Other aircraft will be willing to assist in a
airspace. Include items such as equal time points,
contingency situation.
diversion scenarios, contingency actions, and crew duties.

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 • The North Atlantic Region strongly discourages turn ATC unable to issue revised clearance
backs or diversions. If you must turn back or divert,
it is very strongly recommended to descend below • They will advise “Unable” and will request the
FL 290 before initiating the turn back or divert to get pilot’s intentions.
the aircraft out of the major traffic areas.
• The crew should respond with:
Emergency Descent Mode (EDM) ○ The direction
EDM in an autopilot, if equipped, typically will: ○ The anticipated distance, and
○ The expected altitude change of the
• Turn the aircraft 90 degrees to the left
anticipated deviation (if appropriate)
• Descend at maximum speed to 15 000 feet • Notify ATC when you are able to return to your
course.
EDM considerations:
• May require disconnecting auto-flight system to
select a different mode No contact with ATC or unable to issue a
• While a potentially lifesaving feature, crews should revised clearance
understand the implications of it’s engagement
• Follow standard contingency procedures.
• If operating in areas with closely spaced routes, it
is possible you may encroach on another route if • If deviation is staying within 5 NM of centerline of
you do not intervene. cleared route, stay on the assigned altitude.

• Be aware of where your aircraft is in relation to • If deviation must be more than 5 NM from
other routes and aircraft and terrain. centerline, change altitude for traffic avoidance
when passing through 5 NM centerline.
• The Emergency Descent Mode does not know
where terrain is located and can fly you into terrain.

Weather Deviation Procedure

Attempt to contact ATC as soon as possible. Remember Oceanic and Remote Airspace
that in remote areas where HF is the primary communication
method, it will normally take time for coordination, so the
earlier you talk with ATC the better. It is recommended to
use the terminology “Weather Deviation Required” to
alert the radio operator that this is an urgent issue.

ATC contact established

• Coordinate with ATC for any deviations.

• Be aware that the standard separation

requirements are still in place (may not be able to
get the clearances that you are requesting).

• Work with ATC to give options to ensure safe *Notice that weather deviations are ALWAYS 300 feet,
operations of the aircraft. versus standard contingencies which are 500 foot
changes.
• ATC will not put your aircraft at risk, and as a PIC,
do not ever let them put your aircraft at risk.

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 Helpful tips to remember the altitude change: Mexico, WATRS region, and NAT Special Routes
SAND – South Ascend, North Descend OR South (Blue Spruce Routes).
Climb, North Descend. Enroute
• While deviating, it is recommended that standard • Long Range Navigation System (LRNS) failure,
contingency procedures are followed. single LRNS operational.

○ Turn on exterior lights and broadcast the following • Options prior to flight entering oceanic or remote
on inter-plane frequency: location, FL, and areas:
intentions. ○ The best option:
○ Use all means available to watch for other traffic, ◦ Land and get the system repaired before
such as ACAS/TCAS. departure.

• As the aircraft is returning to course and is back ○ For NAT HLA, you would have the option of
within 5 NM of centerline, you should return to changing your route to a Special Route (Blue
your assigned altitude. Spruce Route).
NOTE: Do not proceed direct to the next ◦ Must consider: do you have enough fuel for
waypoint unless specifically authorized to do that kind of a change in routing?
so by ATC. Total Long Range Navigation System (LRNS)
• Through the entire process keep trying to contact Failure
ATC to advise them of your actions. Preflight:
• Cannot dispatch. Must get the systems fixed before
departure.
There is no limit as to how far off course Enroute:
an aircraft may deviate for weather. • Prior to entering oceanic or remote airspace:
Deviations can be as much as needed to
Note! ensure safe flight operations; however, ○ Cannot continue the flight.
crews must consider if deviations will ○ Coordinate with ATC so that you are able to land
impinge on other tracks or routes. at an airport where you can get your systems fixed.

Navigation Failure After entering oceanic or remote airspace:

• Standard contingency procedures; light up the
Long Range Navigation System (LRNS) failure, aircraft, talk on the radios, advise ATC of your
system failure & communicate your plan to ATC.
Single LRNS operational.
Preflight: • Verify your position by any means available.
1. Delay the flight to get the system repaired and functioning • It’s best to remain on your flight planned or cleared
properly before departure (ideal option). routing & talk with other aircraft around you for help.
• Considerations:
2. If the flight must be continued without the LRN system
○ Look out the window – you may see another
functioning in the NAT HLA, re-file your flight plan using
aircraft ahead of you on the same track.
a Special Route. You must have one Long Range ○ Use air-to-air frequency to communicate with
Navigation (LRN) system still functioning. other aircraft.
○ Use TCAS/ACAS systems to look for other aircraft
• Consider whether you will be able to return without as well.
that system. The failure will affect any flights taken • Also, consider the possibility of a divergence
until the proper repairs are completed. between the navigation systems – if there are only
two systems on-board, identifying the defective unit
• Most other Oceanic areas will require the second
can be particularly difficult.
system to be repaired prior to departure.

• Operators with appropriate LOA or OpSpecs may When everything goes bad, go back to:
also be able to operate single LRNS in the Gulf of
Note!
Flight Plan: Time, Distance, Heading.

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Air-Ground Communications ○ The time the transponder is set to Code 7600, or
the ADS-B transmitter is set to indicate the loss of

Failure (ICAO Standard): air-ground communications; or

○ The aircraft’s failure to report its position over a
Most of these failures are short term, some are are crew compulsory reporting point; whichever is later
induced - such as inadvertently deselecting all audio and thereafter adjust level and speed in
sources. In this case the crew simply needs to take the accordance with the filed flight plan.
appropriate action to reestablish communication. 2. When being vectored or having been directed by ATC
However, should a crew fail to recognize the problem for to proceed via an offset using RNAV without a specified
an extended period of time, they may be in a situation limit:
where finding a valid frequency and re-establishing ○ Proceed in the most direct manner possible to
communications is not immediately possible. Other rejoin the current flight plan route no later than the
common issues leading to loss of communication include next significant point.
blocked frequencies, HF blackouts, and failure of ground ○ Take into consideration the applicable minimum
equipment (particularly in remote regions). Knowing the flight altitude.
proper protocols is still important – even to the crew of
modern, well equipped aircraft. IMC – Procedural Separation Airspace (Remote
Airspace)
Basic Procedures Unless otherwise prescribed on the basis of a regional air
1. Try to re-establish communication by all other means navigation agreement, in airspace where procedural
separation is being applied:
2. Squawk 7600 (and if applicable, appropriate ADS-B/C
code) • Maintain the last assigned speed and level; or

3. Broadcast in the blind at suitable intervals: • Minimum flight altitude if higher for a period of 20
• Flight identification minutes following the aircraft’s failure to report its
• Flight level position over a compulsory reporting point;
• Aircraft position (including the ATS route designator Thereafter adjust level and speed in accordance with the
or the track code) filed flight plan.
• Intentions on the frequency in use, as well as on Oceanic and Remote Airspace Specific
frequency 121.5 MHz (or, as a back-up, the VHF Requirements
inter-plane air-to-air frequency)
Within oceanic airspace, always follow IMC rules, regardless
of actual weather conditions.
4. Watch for conflicting traffic both visually and by reference
to airborne collision avoidance systems or traffic displays Loss of HF communications prior to entering oceanic or
(if equipped) remote airspace:

• With a total HF failure, you cannot go into oceanic

5. Turn on all aircraft exterior lights airspace because HF is required for
communications.
VMC
• Coordinate with ATC to land and get your radios
1. Remain in VMC
fixed.
2. Land at a suitable airport
3. Contact ATC to inform them of your landing • If desired, you can fly most of the Special Routes
(Blue Spruce Routes) without an HF, so you can
IMC – Surveillance Airspace request clearance onto a Special Route.
1. Maintain the last assigned speed and level, or minimum Lost all communication capability before receiving oceanic
flight altitude if higher, for a period of 7 minutes clearance:
following:
• Squawk 7600;
○ The time the last assigned level or minimum flight
altitude is reached; or • Follow standard ICAO Loss of Communications

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 procedures (if equipped appropriate ADS-B/C report its position over a compulsory reporting point
codes); (including ADS-C flights), and
• If VMC, remain in VMC and proceed to an airport to • Thereafter adjust speed and altitude in accordance
land at, land the aircraft without going into oceanic with the filed flight plan;
airspace;
• Upon exiting oceanic airspace, conform to the
• Report arrival to ATC; relevant state procedures and regulations.
• If IMC, follow IMC rules, enter oceanic airspace on
you filed flight plan route, altitude and speed. IMC Arrival
Lost all communication capability after receiving oceanic 1. Proceed according to the current flight plan route to
clearance: the appropriate designated navigation aid or fix serving
the destination aerodrome and hold over this aid or fix
• Squawk 7600;
until commencement of descent;
• Follow standard ICAO Loss of Communications
2. Commence descent from the navigation aid or fix at,
procedures (if equipped appropriate ADS-B/C codes);
or as close as possible to, the expected approach time
• If VMC, remain in VMC and proceed to an airport to last received and acknowledged; or, if no expected
land at, land the aircraft without going into oceanic approach time has been received and acknowledged,
airspace; at, or as close as possible to, the estimated time of
arrival resulting from the current flight plan;
• Report arrival to ATC;
3. Complete a normal instrument approach procedure as
• If IMC, follow IMC rules, follow ATC cleared routing
specified for the designated navigation aid or fix; and
through oceanic airspace;
4. Land, if possible, within 30 minutes after the estimated
If oceanic clearance was given with a reroute, exiting
time of arrival or the last acknowledged expected
oceanic airspace, proceed to the next significant point
approach time, whichever is later.
on your flight planned route and conform to the relevant
State procedures and regulations.
Note: Individual countries may have exceptions to ICAO
Regional Differences – North Atlantic Standard Loss of Communication procedures. Always
If there was a step climb request in the Flight Plan: refer to the AIP for the countries where you will operate.

• In the NAT, fly the clearance, not the flight plan in the
event of lost communications.

• Do not step climb in the North Atlantic. NOTES:

• There is no guarantee that a step climb clearance
would have been granted.

• This applies regardless of when the communication

failure occurs.

Regional Differences – Pacific & Middle East /

Asia
The following procedures apply to aircraft operating in the
oceanic airspace of: The Auckland Oceanic, Brisbane,
Fukuoka, Honiara, Manila, Melbourne, Port Moresby, Nauru,
Anchorage Oceanic, Auckland Oceanic, Nadi, Oakland
Oceanic and Tahiti FIRs.

• Maintain the last assigned speed and level for a

period of 60 minutes following the aircraft’s failure to

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 NOTES:
Interception Procedures:
General
Basic actions if intercepted:
Follow interceptor aircraft instructions

Attempt contact with ATC

Attempt radio contact with interceptor on

121.5MHz; give identity & nature of flight

Squawk code 7700 on transponder and/or

emergency function on ADS-B/C

If instructions received by radio conflict with visual

signals, request clarification while complying with
visual instructions.

Interception Procedures: Visual Signals

Intercepting Aircraft:
• Taking a position in front and normally to left (terrain
or weather conditions may dictate the military
aircraft to position on the right)

• Rocking wings and flashing of lights

• After acknowledgement, slow level turn, normally to

left, on the desired course

Intercepted Aircraft:
• Rocking wings, flashing of lights, and following
intercepting aircraft

There are some countries that will only

use rocking of wings during daylight,
Note!
and flashing of lights during the night.

NOTES:

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Emergency Equipment Training for Ditching:
Flight Crew
ICAO Emergency Equipment Requirements: Annex 6 • Wet Ditch & Survival Training
• Sea Plane Training
• Adequate medical supplies (guidance provided in
Annex 6, Part 1 Attachment B)
Cabin Attendants
• Portable fire extinguishers • Wet Ditch & Survival Training

Overwater Survival Equipment Passengers

• What level of training are your passengers willing to
• A life preserver with a locator light for each participate in?
occupant of the airplane. • Bear in mind that after a ditching or off airport
• Enough life rafts each equipped with an approved landing, the passengers may be the ones rescuing
survival locator light of a rated capacity to the crew.
accommodate the occupants of the airplane. • Briefing and training

• At least one pyrotechnic signaling device for each

Preflight Planning Resources for Ditching
life raft.
Sea Conditions & Weather (http://www.usno.navy.mil/
• One self-buoyant, water-resistant, portable ELT FNMOC/)
(Must transmit on both 121.5MHz & 406MHz per • Magnetic Ditching Heading
Annex 10, Volume 5, Chapter 2) • Swell Wave Height & Direction
• A survival kit, appropriately equipped for the route to • Sea Level Pressure (Altimeter Setting?)
be flown, must be attached to each required life raft. • Surface (10M) Isotachs, Barbs, Streamlines

• A lifeline Search & Rescue (SAR) Capability

• The required life rafts, life preservers, and signaling
devices must be installed in conspicuously marked iPad with JeppFD
locations and easily accessible in the event of a • Open the Airway Manuals in a separate app, such as
ditching without appreciable time for preparatory Adobe Acrobat Reader, PDF Expert, or iBooks
procedures. (cumbersome).
• Note: The Search and Rescue Facilities pages in the
Jeppesen Airway Manual are not bookmarked in the
A fractional ownership program may electronic version.
apply for a deviation from parts of this • They are typically at the beginning of the Emergency
Note! requirement for a particular over water section for each area, but are often easiest to locate
operation. by selecting the State Rules and Procedures –
XXXXXXX and then scrolling back a few pages (note
– not all of the State Rules and Procedures –
XXXXXXX are preceded by SAR facilities maps).
Ditching Considerations Ditching Considerations:
• Be familiar with aircraft specific procedures and
• If you ditch in the middle of the ocean, rescue may
guidance.
be days away
• Be familiar with the general guidance in AIM Chapter • Even if SAR airplanes are able to locate you, they
6, Section 3 regarding ditching. are unable to retrieve survivors (but they can drop
supplies)
• What will you do if you are unable to land at an
• Only a vessel or helicopter can retrieve survivors
airport?
• A ship 360NM away travelling at 15 knots is at least
• Survival after an oceanic ditching will be much more 24 hours away
challenging than following a coastal ditching. • Helicopters have a very limited range

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Concept of “First Turn” in a dire emergency
• If unable to reach land, the objective would be to RECENT ERROR
ditch as close to an asset that can rescue survivors.
• If you can get within 300 miles of a helicopter SAR STATISTICS
facility, the prospects for a relatively quick rescue Errors by Source:
increase dramatically
There is a misconception regarding acknowledging the
• Only to be done if you are in radio contact with ATC
clearance (CLA). The flight route in the FMS is NOT
and can inform them of your location and intent.
automatically updated. The clearance message is NOT a
true CPDLC message. Unlike CPDLC messages, data link
Inflight Actions
clearance messages will not load into active flight plan -
The basic fundamentals still apply; Aviate, Navigate, and
crews must manually enter any changes given in the oceanic
Communicate. Communication becomes much more
clearance.
important in a ditching scenario as opposed to a routine
All Errors by Type of Operation
overland emergency. The crew will be inundated with other
inputs such as flight attendants, passengers, ATC HF &
CPDLC messages. Not General
Classified Aviation
COSPAS-SARSAT
2% 14%
Steps to Facilitate Rescue:
1. Select ADS-C Emergency Mode (Also ADS-B) if so
equipped.
Military
2. Activate the 406MHz ELT while still airborne. Air Carrier 3%
The COSPAS-SARSAT satellites will begin receiving the 81%
signal and start tracking and refining your position.
• Gives rescuers an initial position and track
• If the ELT is damaged or destroyed on landing,
SAR personnel will have a starting point.

3. Advise ATC.
RECENT INCIDENTS
Utilize the most expeditious means available. Types of errors:
• SATCOM might be the best option – if it is • Following flight plan instead of clearance – this is
powered now one of the largest causes of deviations.
• HF SAR Frequencies: ○ Still very prevalent in datalink aircraft; DL does
not automatically update FMS flight plan.
○ Bodo: 3023 kHz, 5680 kHz
○ Shanwick: 2182 kHz, 3023 kHz, 5680 kHz • Conditional clearances – crews routinely don’t pay
attention to the fine print and fail to comply with the
clearance.
U.S. Coast Guard no longer monitors HF 2182 kHz;
other agencies still may. • Navigation errors – frequently due to data entry
• Current frequencies: http://www.navcen.uscg. errors.
gov/?pageName=cgcommsCall • Aircraft performance – typically attempting to cross
○ 4125 kHz, 6215 kHz, 8291 kHz, 12290 kHz at too high a flight level for the temperature that day.
• ATC has the ability to activate SAR capabilities, • Readback / Hearback errors – Even with CPDLC
including AMVER (Automated Mutual Assistance these errors still occur.
Vessel Rescue System). • Failure to follow proper procedures – Not applying
• Given a geographic location, AMVER can locate weather deviation procedures or the 4444 Maneuver
vessels up to 500 miles from the location, identifying when required.
those closest. • Weather / other – Various other examples of
• That vessel can then steam to the location to deviations (unlike the other categories, not all of
render assistance. these could have easily been prevented).
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STANDARDIZATION AND
PHRASEOLOGY
Request Standard Phraseology

Urgent Situation "Pan-Pan, Pan-Pan, Pan-Pan"

Distress "Mayday, Mayday, Mayday"

• 400 = FOW-er Hundred

Altitudes • 2400 = TOO Thousand FOW-er Hundred

• 12500 = – WUN TOO Thousand FIFE Hundred

• FL 100 = Flight Level WUN ZE-RO ZE-RO*

Flight Levels
• FL 300 = Flight Level TREE ZE-RO ZE-RO*

• 118.025:

○ WUN WUN AIT Decimal ZE-RO TOO

Frequencies ○ WUN WUN AIT Decimal ZE-RO TOO FIFE

- If 8.33 kHz spacing is used all six digits are used

- Note the “.” is decimal, not point as in the U.S.

• “TCAS RA”

When clear of conflict options:

ACAS Resolution
• “Clear of conflict, returning to .”
Advisory
OR
“Clear of conflict resumed.”

NOTES:

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CRM CONSIDERATIONS / Debriefing considerations:
The brief is about the facts, not about placing blame.

HUMAN FACTORS Discuss what went right, or wrong, and determine why it
happened.
Poor crew resource management (CRM) is a causal factor
in many incidents and accidents. Effective performance Monitoring
of each of the skills results in the flight crew having sufficient Long haul international operations are particularly subject
situation awareness, or information, to make timely and to inadequate monitoring & crosschecking. Enroute, long
good decisions. periods of low workload promote complacency. Therefore,
crews need to ensure that they actively monitor and manage
The Importance of Standard Operating Procedures the automation. Use the procedures listed in the NAT Doc.
(SOPs) 007 to create routines which trap errors. In the terminal
Two central concepts of crew resource management (CRM), environment, performance degradation due to fatigue
effective crew coordination and crew performance depend degrades monitoring performance.
upon the crew having a shared mental model of each task.
That mental model, in turn, is founded on SOPs. SOPs
should be clear, comprehensive, and readily available in FATIGUE MANAGEMENT
the manuals used by flight deck crewmembers. Research has shown that fatigue is a serious issue on
long-haul flights, affecting alertness up to 15% percent of
Briefing & Debriefing to Enhance Communication the time. And not just during cruise, but also during critical
Flight Brief phases of flight like descent and approach. Mitigation of
Unfamiliar environments, additional crew members, and fatigue in long-haul flight is possible, but requires a proactive
fatigue make effective briefings even more critical in approach.
international operations. Use the briefing to build a shared
mental model of the desired outcome. The Window of Circadian Low (WOCL):
The WOCL is a twice daily increase in sleep pressure, or
Briefing considerations: the need for sleep. Individuals living on a regular 24-hour
• Unusual procedures, language barriers, and routine with sleep at night have two periods of maximum
changes from planned operations exacerbate the sleepiness.
normal challenges crews are faced with. 1. One occurs at night, roughly from 3 a.m. to 5 a.m., a
time when physiological sleepiness is greatest and
• Relief crew members, flight attendants, and flight
performance capabilities are lowest.
mechanics (if applicable) add to the resources
2. The other is in the afternoon, roughly from 3 p.m. to 5
available, but only if they are effectively integrated in
p.m.
to the team.

• Fatigue impairs individual and crew performance; EASA favors 2-6 and the FAA prefers
effectively creating the shared mental model helps 3-5, though the FAA isn’t always
to counteract this by: Note! consistent, and the time the WOCL
○ Defining plans of action occurs is variable from person to person.
○ Confirming expected actions
○ Promoting inquiry, advocacy, assertion and
• For duty periods that cross four or more time zones,
feedback
the WOCL is estimated to be 0200 to 0600 home-
• Time dedicated to visualizing the entire flight before
base/domicile time for the first 48 hours only.
takeoff is time well spent. This is one way to perform
the Anticipate and Avoid level of threat and error • After a crew member remains more than 48 hours
management (TEM). away from home-base/domicile, the WOCL is
estimated to be 0200 to 0600 local time at the point
of departure.

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Why is the WOCL a concern? • Meals high in protein can promote longer periods of
• Performance is reduced when working within the wakefulness and greater energy.
WOCL. • Meals high in carbohydrates can lead to reduced
• Sleep during the WOCL is more beneficial than alertness.
sleep outside of the WOCL. • Studies have shown that a decrease in alertness
often follows a meal, for this reason it is
How can you mitigate the effects of working recommended that flight crews not take their meals
through a WOCL? at the same time.
The best time to mitigate fatigue is before it happens.
Ensure adequate rest before hand, augment crews, and The Strategic use of Caffeine
take other steps to make the best of a challenging situation. • Caffeine can be useful for maintaining alertness, but
Mitigation should be applied when any of the following it can also interfere with sleep.
operations occur: • To get the best results from caffeine use:
• Landing within the window; ○ Avoid excessive use which can build a tolerance
to the stimulating effects of caffeine.
• Flight through both sides of the window; or
○ Avoid use of caffeine when sleep is anticipated.
• Duty period that starts at 0400 or earlier within the
window. Augmented Crews
• Augmented crews can be a great help when used
Mitigation Strategies wisely.
Sleep • Avoid scheduling crew rest periods at times when
• Recommended 7-9 hours/day. sleep will be difficult.

• Short naps (10-30 minutes) can improve • Focus on providing effective rest periods.
performance.
Monitoring Issues Related to Long Haul and
Scheduling Fatigue
• There are scheduling programs that can account for The ability to monitor diminishes sharply thirty minutes
fatigue and estimate when a schedule is likely to after beginning a monitoring task, with the largest loss
result in fatigue levels that pose an unacceptable generally occurring in the first 15 minutes.
level of risk.
How can a crew mitigate this effect?
• There are fatigue-tracking apps, such as Boeing/ • Trade off periods of active and passive vigilance
Jeppesen’s CREW ALERT, which the flight crew can (periods of 20 to 40 minutes are alternated).
use to track their personal fatigue levels and predict ○ The periods are switched with a formal handover
when a schedule will likely result in excessive of tasks, enhancing crew coordination.
fatigue.
• Physical movement can have a positive effect on
alertness.
Diet & Exercise
• When using augmented crews, modulate the
• People who exercise on a regular basis report falling
duration of rest time as appropriate to the time of
asleep easier and better quality sleep.
day or phase of flight.
• Intense exercise or heavy meals right before bed ○ Increasing rest duration when taken during the
can interfere with sleep. first part of flight.

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 Client Guide
International Procedures
Communication, Navigation, and Surveillance

Airspace Concept
An airspace concept is a general vision or a master plan Strategic Objectives:
for a particular airspace. Based on particular principles, Strategic objectives drive the general vision of the airspace
an airspace concept is geared towards specific objectives. concept. These objectives are usually identified by airspace
Airspace concepts need to include a certain level of detail users, air traffic management (ATM), airports, as well as
if changes are to be introduced within an airspace. Airspace environmental and government policy.
concepts may also describe the different roles and
responsibilities, mechanisms used and the relationships
between people and machines.

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 The strategic objectives which most commonly drive airspace concepts are:

• Planning the addition of an extra runway at an airport to increase capacity will trigger a
change to the airspace concept (new approaches to SIDs and STAR required).
• In the NAT, increased traffic creates demand for more optimal routes.
Capacity
• Building of lateral capacity vs vertical in RVSM
• Performance-Based Communication and Surveillance (PBCS)
• Advanced Surveillance Enhanced Procedural Separation (ASEPS)

• RNP instrument approach procedures are designed to increase safety (by reducing
Controlled Flights into Terrain (CFIT)).
Safety
• PBCS in NAT HLA requires a certain minimum equipment to operate safely; RNP 4,
CPDLC, and ADS-C.

• A requirement to provide an approach with lower minima than supported by conventional

procedures, to ensure continued access to the airport during bad weather, may result in
Access providing an RNP approach to that runway.
• Aircraft must be equipped with mandated CNS equipment to access areas of operation.

• A user requirement to optimize flight profiles on departure and arrival makes flights more
efficient by reducing fuel burn.
Efficiency • The desire for greater fuel efficiency drives the economic justification for the equipage
costs.
• The reduced fuel consumption in turn provides an environmental benefit.

• Requirements for reduced emissions, noise preferential routes or continuous descent/

arrivals/approaches (CDA)/(CDFA), are partially driven by environmental concerns.
• Engine manufacturers, after 2020 will be required to design new engines with fewer
emissions.
• Gander Oceanic Transition Area (GOTA) was redesigned in 2014 to provide more direct
Environmental routes thus reducing emissions.
• CDA (Constant Descent Arrivals) and CDFA (Constant Descent Final Approaches) are
designed for low power constant descents, thus reducing emissions and noise.
• In regards to noise, only idle reverse thrust is permitted in Europe.
• Airports have requirements of minimal APU operating time.

NOTES:

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Communication
Communication methods within NAT HLA Airspace: This modulation is what carries voice or other information
• VHF/UHF – Very High Frequency / Ultra High on the radio signal. The modulation is transmitted on
Frequency frequencies slightly on either side of the CW frequency (the
upper and lower side bands).
• HF – High Frequency
• Enroute Frequency Monitoring Requirements:
Eventually, technology evolved which permitted the
○ 121.5/243.0 transmission of the modulation only, without the CW thus
○ 123.45 saving power – which in turn could be put into the modulation.
• European VHF Radio Requirements: This enables the same power of radio to transmit significantly
farther.
○ 8.33 Channel Spacing
• Shanwick VHF Voice Oceanic Clearance Delivery
Frequencies:
○ 123.95 – Aircraft registered West of 30 degrees west
○ 127.65 – Aircraft registered East of 30 degrees west
• SATCOM
• Controller Pilot Data Link Communications (CPDLC).
• AC20-150B – SATVOICE: This revision contains
guidance that allows one of the two required HF
radios to be replaced with SATCOM (SATVOICE)

Carrier Waves and Modulation

The simplest mode of transmission is a radio wave at a
particular frequency. This is known as a continuous wave,
or CW. While there is no information being carried on this
wave, it can still be tuned by a radio. This CW can be
turned on an off, such as with a Morse code key – forming
a pattern of dashes and dots.

Later, it was discovered that the carrier could be modulated

(represented by the green pattern) by varying its strength.

CW & Modulation

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HF – High Frequency Communication Important Reminder
Radiotelephony Network: While communicating on HF, the pilot is talking to a radio
Strategic objectives drive the general vision of the airspace operator and not an ATC controller.
concept. These objectives are usually identified by airspace • The radio operator has no authority to issue
users, air traffic management (ATM), airports, as well as clearances.
environmental and government policy. • If you want to request something new, allow time for
the radio operator to relay your request to his ATC
HF Frequency Families counterpart.
All NAT Major World Air Route Area (MWARA) HF frequencies • Once the ATC controller decides if your request is
are organized into six groups known as Families. They are possible, he will relay to the radio operator, who will
identified as NAT Family A, B, C, D, E and F. then relay on to you.
• Each Family contains a range of frequencies from • Because of this, there will always be a time delay.
each of the HF frequency bands allocated to the
Network.

• Each Family comprises a range of frequencies drawn

NOTES:
from each frequency band and selected in such a
way as to provide, to the extent possible, continuous
service in the area of responsibility at all times of day
and under varying propagation conditions.

• NAT B – Northern and Central routes for use by

aircraft registered in the hemisphere west of 30° West.

• NAT C – Northern and Central routes for use by

aircraft registered in the hemisphere east of 30° West.
In the NAT there are six aeronautical stations, one per each
of the Oceanic FIRs, responsible for the provision of air-
ground communication as a part of the Aeronautical Mobile
Service.

Aeronautical Stations: Search and Rescue (SAR) frequencies:

• Bodo Radio (Norway, Bodo ACC) • Bodo - 3023 and 5680

• Gander Radio (Canada, Gander OACC) • Shanwick – 2182, 3023 and 5680
• Iceland Radio (Iceland, Reykjavik ACC)
• New York Radio (USA, New York OACC)
• Santa Maria Radio (Portugal, Santa Maria OACC)
• Shanwick Radio (Ireland, Shanwick OACC)

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 Factors Affecting HF Communication
As a general rule, high frequency radio signals
travel in straight lines, that is, they follow great
circle paths over the surface of the earth.
Under certain circumstances, the path of a
signal may change direction; otherwise known
as refraction.

Conditions affecting amount of The main propagation paths

Refraction Examples
refraction between a transmitter and a receiver

• Coastal • A change in direction when a • Direct wave

signal crosses a coastline (coastal
• Atmospheric • Ground reflected wave
refraction)
• Ionospheric • Space wave
• A change in direction due to a
variation in temperature, pressure • Surface wave
and humidity, particularly at low
• Ground wave
altitude (atmospheric refraction)
• Sky wave
• A change in direction when the
radio wave passes through an
ionized layer (ionospheric
refraction)

Factors Affecting HF Communication • If the surface wave from a HF transmitter becomes

• Solar radiation affects which layers of the completely attenuated at a shorter range than that at
ionosphere are energized. Solar radiation varies due which the first sky wave returns to earth, it leaves an
to: area in which neither ground wave nor sky waves are
received and which is known as dead space.
○ Time of day
Rule of Thumb for HF Frequency Selection
○ Solar flare activity
• Use higher frequencies during daylight, and lower
• Waves that strike the ionized layer at angles greater
frequencies at night.
than the critical angle are reflected back to earth as
sky waves.

• These reflected sky waves enable communication at

ranges much greater than the limited range of VHF.

• The range from the transmitter and the first sky wave
for a given frequency and set of conditions is called
the skip distance.
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Flight Operations
HF Communication • Use the correct type and adhere strictly to the
For maximum efficacy: sequence of information for the message.
• State the message type in the contact call. • All times in any of the messages are expressed in
hours and minutes UTC.

Common messages and their formats*

Initial Contact • On initial contact, state:
○ Call Sign
○ Type of report to be given.
○ Frequency being used.
Example:
“N12FSI, Position on 5616” or “N12FSI, Revised Estimate on 13 291”
Position • Read the information from the Long Range Navigation System that is being used to navigate the
Report aircraft, not from the flight plan or clearance. This provides another cross check of the actual
loaded route.
• Position Report Content and Format:
○ “POSITION”
○ Call Sign
○ Present Position
○ Time Over Current Position (4 digits, UTC)
○ “ESTIMATING” Next Position on Assigned Route
○ ETA for Next Position on Assigned Route
○ “NEXT” Subsequent Position
○ Other information as required
Example:
“Position N12FSI, 47 North, 050 West at 0219, Flight Level 370.
Estimating 49 North, 040 West at 0315.
51 North, 030 West next.”
Revised • If next waypoint ETA changes by more than two minutes contact ATC with a revised estimate.
Estimate • Not required if position reporting via ADS-C.
Example:
“Revised Estimate, N12FSI, 49 North, 040 West at 0318.”
Request • The same format is used for obtaining the oceanic clearance.
Clearance • To request a change of speed, level, or route, use the same format.
Example:
“Request Clearance, N12FSI, request Mach decimal 78 due turbulence.”
When Able • Prior advice to ATC of the time or position that a flight will be able to accept the next higher level
Higher Report can assist ATC in ensuring optimal usage of available altitudes.
• A WAH Report must be provided by all flights entering the NAT HLA portion of the New York
OCA and entering the Santa Maria OCA. Provision of WAH Reports on entering other NAT
OCAs is optional or they may be requested by any OAC.
• Should the pilot wish to register a request for one or more future step climbs, this may be
incorporated in the WAH report by appropriately substituting the word “Request” for the word
“Able”.
• Optimally provide the WAH reports along with a normal Position Report, however a WAH report
can be made or updated separately at any time.
Example:
“N12FSI, able Flight Level 380 at 0330; request Flight Level 390 at 30 West.”
Miscellaneous • Use plain language in free format.
Message
* This information can be found on the Atlantic Orientation Chart

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Traffic Information Broadcasts by Aircraft (TIBA*)

In many FIRs in the Africa/Indian Ocean Region (AFI), mobile and fixed communications
have either not been implemented or operate well below the required reliability.
This has an impact on the proper provision of Air Traffic Services, especially flight
information service. Also, these procedures are called for in the Yangon FIR
(Myanmar) in southern Asia on frequency 128.95.

*Also known as In-Flight Broadcast Procedures (IFBP)

Broadcast
Listening Watch Time of Broadcast
Procedure Example

• “ALL STATIONS” • In the AFI Region • A broadcast should be clearly pronounced in English.
the designated
• “THIS IS FLT No. … (flight • 10 minutes before entering or crossing an FIR within IFBP
frequency for the
number) in the (name FIR) region.
IFBP is 126.9 MHz.
FIR” • For a pilot taking off from an aerodrome located within the
• This should start as
• “FL....” IFBP region as soon as appropriate.
soon as appropriate
• “North-eastbound on and be maintained • 10 minutes prior to crossing or joining an ATS route, report
XXnnn (airway)” until leaving the crossing airway or waypoint.
airspace.
• “Estimate XXXXX (or • At not less than 20 minute intervals.
crossing airway if no • In Yangon FIR the
• Before a change in flight level.
waypoint) ...... at .... UTC” designated
frequency for the • At any other time considered necessary by the pilot.
• “FLT No. ......” IFPB is 128.95.
○ In the interest of reducing congestion on the IFBP
• “FL....”
frequency, pilots may exercise discretion to omit closely
• “In the (name FIR) FIR” spaced repetitive IFBP reports.

Selective Calling (SELCAL Operation)

SELCAL SELCAL Codes

• The voice call is replaced by the transmission of coded • There is a critical shortage of possible 4-letter codes
tones to the aircraft over the radiotelephony channels. (there are only 10 920 codes available), which has required
• The use of SELCAL allows an aircraft crew to be notified re-use of the same code by more than one aircraft.
of incoming communications even when the aircraft’s
• Duplicate codes are usually assigned to aircraft operated
radio has been muted. Thus, crewmembers need not
devote their attention to continuous radio listening. in widely separated areas of the world, and usually do not
have the same HF radio frequency assignment.
• A single selective call consists of a combination of four
pre-selected audio tones whose transmission requires • There are occasions when two or more aircraft having the
approximately two seconds. same code may be operating in the same general area,
• The tones are generated in the aeronautical station and may respond to the same transmission.
coder and are received by a decoder connected to the
• SELCAL should not be used as a substitute for proper
audio output of the airborne receiver.
voice identification procedures.
• Receipt of the assigned tone code activates a cockpit
call system in the form of light and/or chime signals. • Requirement – annually verify SELCAL code and redefine
operating areas.

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ASRI – Aviation Spectrum Resources Inc.
ASRI is the registrar for all worldwide SELCAL codes. The
codes are issued to aircraft operators, verified annually,
and decommissioned by ASRI on behalf of ICAO. Register
for SELCAL codes based on your areas of operation; codes
Africa (AF) North Africa (NF)
are assigned by areas of Operation.

Central America (CA) South America (SA)

When applying for a SELCAL code, the following information
is required:
Europe (EU) South East Asia (SE)
1. Company name, address, name of contact, and contact
information Hawaii (HA) South Africa (SF)
2. Number of SELCAL codes requested
3. Aircraft registration/tail numbers Middle East (ME) South Pacific (SP)
4. Aircraft communications links available (HF and/or VHF)
5. Type of code supported (12-Tone or 16-Tone) North America (NA) West Pacific (WP)
6. Areas of operation (see table)

Clearances – Departure NOTES:

Elements of an Means of obtaining Oceanic
Oceanic Clearance Clearance
• VHF/HF enroute
• Route
• Via Clearance Delivery at
• Speed
departure aerodome
• Level
• Data link

Eastbound Airborne Oceanic Clearances

Oceanic clearance will normally be requested
approximately 40-60 minutes prior to arriving at the
boundary of the oceanic airspace.

Obtaining an Oceanic Clearance Eastbound During Obtaining an Oceanic Clearance Eastbound Outside of
Valid Track Time Window Valid Track Time Window
Use the frequencies found in the remarks section of the You will normally get the oceanic clearance from the domestic
eastbound track message to obtain your clearance. controller in Canada.
• The frequency used will depend on where you are
crossing the oceanic boundary.

New York Center has a different procedure for aircraft entering NAT HLA via New York Oceanic
(since 09/2012). Once an aircraft has received all three elements of the oceanic clearance, it
Note! constitutes the oceanic clearance. All three elements DO NOT need to be received at the same
time, or even the same controlling agency. If cleared via the OTS, the Track Message Indicator
(TMI) will be verified prior to reaching the OTS entry fix.

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Westbound Airborne Oceanic Clearances
Westbound flights crossing the North Atlantic in Shanwick OCA should
request clearance at least 40 minutes prior to entering Shanwick OCA.

The Shanwick VHF Coverage:

• The frequencies can be very busy, so crews are advised to
attempt to get the oceanic clearance as soon as possible within
this area.
• Include the following in the clearance request:
ü Callsign
ü OCA Entry Point & ETA
ü Requested Mach & Flight Level
ü Any change to the flight plan affecting OCA
ü The highest flight level which can be maintained
at the OCA entry point.

Procedure for aircraft entering Reykjavik Oceanic Control Aircraft entering from Madrid should request clearance
area (BIRD) from the Scottish or Stavanger areas (including at least 40 minutes prior to their ETA for 45N on HF.
RATSU): • If unable on HF, contact Madrid controller on
□ Contact Iceland Radio on 127.85 primary, 129.625 domestic VHF frequency.
secondary. If entering from southern France, the clearance will be
□ Request their Oceanic Clearance approximately 25 picked up via HF.
minutes before the BIRD entry point.

□ Do not contact Shanwick in this case since you will

not be entering the Shanwick Oceanic Control Area.

Note! The Atlantic Orientation Chart contains the essential information on obtaining oceanic clearances.

NOTES:
Oceanic Clearances – Coastal Airports
Typically at Canadian airports (and some in Europe), the
oceanic clearance will be given as part of the normal route
clearance. Requests for oceanic clearance should be
done at least 30 minutes prior to departure (some cases
at least 45 min).

Expect to have to call for oceanic clearance at all Irish airports, UK airports west of 02°30’W,
and French airfields west of 0°W. Check the information for the specific airport of departure in
Note! the Jeppeson charts or State Aeronautical Information Publication (AIP). There are also airports
in Europe that will require crews to go to a different frequency to get the oceanic clearance,
such as Shannon, Ireland.

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Oceanic Clearance – Read Back

Organized Track

An abbreviated clearance is issued by Air Traffic Services when clearing an aircraft to fly along the whole length of
an Organized Track. When an abbreviated clearance is issued it includes:
• Clearance Limit, which will normally be destination airfield;
• Cleared track specified as “Track” plus code letter;
• Cleared flight level(s); and
• Cleared Mach number.
A typical example of such a clearance via an organized track is as follows: “Gander Oceanic clears N12FSI to
Farrnborough via JOOPY, NAT Track Yankee, from JOOPY maintain flight level tree seven zero, Mach decimal eight zero.”
When cleared via a track, an abbreviated read back is acceptable if the TMI is included, for example: “N12FSI
cleared to Farnborough via JOOPY Track Yankee 129. From JOOPY maintain flight level tree seven zero, Mach
decimal eight zero.”

If the TMI number is included in the read-back there is no requirement for the pilot to read back the NAT
Note! Track co-ordinates even if the cleared NAT Track is not the one which was originally requested.

Random Route

• ATC will read the full track coordinates as part of the Oceanic Clearance.
• Gander and Reykjavik may issue clearances which specify “via flight plan route”.
• Pilots are always required to read back the full track coordinates of the flight plan route, from the oceanic entry
point to the exit point.
A typical example of a random route clearance is as follows: “Gander Oceanic clears N12FSI to Farrnborough via
JOOPY, 49 north, 050 west; 52 north, 040 west; 55 north, 030 west; 56 north, 020 west; PIKIL; SOVED. From
JOOPY maintain flight level four tree zero, Mach decimal eight zero.”
The proper read back for this clearance would be: “N12FSI cleared to Farnborough via JOOPY fower niner north,
zero fife zero west; fife two north, zero four zero west; fife fife north, zero tree zero west; fife six north, zero two zero
west; PIKIL; SOVED. From JOOPY maintain flight level fower tree zero, Mach decimal eight zero.”

Flight Operations: Delayed Oceanic Clearance CPDLC Advantages

If you have not received your Oceanic Clearance prior to • Reduces radio frequency transmissions.
reaching the Shanwick Oceanic Control Area (OCA) boundary, • Relieves ATC from routine communications.
advise Domestic ATC and remain clear of Oceanic Airspace • Frees up pilots to concentrate on other flight deck
until you receive your oceanic clearance (as per 5.1.10). operations.
For all other oceanic centers, if you have not received your • Helps accommodate increased air traffic and
Oceanic Clearance before reaching the oceanic boundary, promote efficient routing.
fly the filed route and maintain the last cleared altitude. • Improved routing.
• Automatic flight plan adjustments.
SATCOM
Satellite Communications require a Communications Service
Provider (CSP). They work in conjunction with CPDLC and
ADS-C. When an agreement is established with the CSP it
is imperative that they include the required criteria for the
different operations such as RCP-240 and RCP-400.

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Controller Pilot Data Link Communications (CPDLC)
CPDLC is a form of text messaging between pilots and Message Handling Attributes
air traffic control intended to reduce the risk of • CPDLC message elements are assigned a several
communication errors in both ground and enroute different attributes.
operations. Pilots only need to read a text message, and, • The attributes include urgency, alert and response
if in agreement with the content, press the “accept” button. requirements.
Types of Messages: • The urgency (URG) attribute delineates the queuing
• UM – Uplink Messages requirements for received messages that are
displayed to the end-user; Messages with the highest
• DM – Downlink Messages urgency will be placed at the beginning of the queue.
• Free Text Messages • The alert (ALRT) attribute delineates the type of
○ Report revised ETA: Next waypoint ETA error more alerting required upon message receipt; Alerting
than two minutes use free text. types include aural and visual annunciation of
○ REVISED ETA [position] [time]. message presence.
○ Revised ETA not required if position reporting via • The response (RESP) attribute mandates response
ADS-C. requirements for a given message element.
○ For example, the W/U attribute means that a WILCO or
UNABLE response is required by the crew to close the
dialogue.

CPDLC Systems
FANS 1/A+ ATN B1
• Oceanic Areas and • Protected Mode Controller Pilot Data Link Communion (PM-CPDLC) Controller Pilot
soon the USA and Data Link Communication
Canada
• A higher speed data link service using PM-CPDLC under the ATN (Aeronautical
• Designed to operate Telecommunication Network) protocol. (Also known as Link 2000+ and FANS B)
with ACARS protocol.
• FANS 2 is hardware that combines FANS 1/A and PM CPDLC into one unit and
supports both FANS 1/A (oceanic) and PM-CPDLC.

• Enables automation of up to half the routine tasks a controller performs, reducing air
navigation costs by half and increasing airspace capacity threefold.

Aircraft Communications Addressing and Data Link Clearances - Requesting

Reporting System (ACARS) AOC messages may be transmitted by:
ACARS is used specifically as the communication medium • ARINC 622 – a basic character oriented message format
for CPDLC. It’s a digital data link system for transmission
• ARINC 623 – a further refinement of the 622 standard
of short messages between aircraft and ground stations
which identifies ATC related messages
via VHF radio or satellite.
○ Provides the capability for RCL (Request Clearance)
It refers to a complete air and ground system, consisting of: and CLA (Clearance Acknowledgement) messages
• Equipment onboard Use is dependent upon:
• Equipment on the ground, and • The capability of the air traffic unit.

• A service provider (CSP – Communications Service • The equipment installed on your aircraft.
Provider) • The equipment codes filed in the ICAO flight plan.

There are differences between RCL in Europe and the U.S. A flight plan delivered over CPDLC
Note! in the U.S. can be loaded into the FMS, whereas Europe is more equivalent to PDC in the U.S.
– it is text based and flight plans cannot be directly loaded.

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 Aircraft NOT capable of RCL capable aircraft
sending RCL (ARINC 622) (ARINC 623 – capable of downlinking RCL and CLA messages)

• Include “AGCS” in ICAO FPL Item • DO NOT include “AGCS” in ICAO FPL Field 18.
18.
• Call sign in ICAO FPL and the FMS MUST match exactly – don’t forget “N”
• Expect to receive your clearance in “N12FSI” for example.
automatically.
• Send a RCL message when within 90 minutes of the OEP (25 minutes for
• If clearance is not received 30 BIRD)
minutes prior to the Oceanic Entry
○ If at an airport <45 minutes from the OEP, send RCL 10 minutes prior to
Point (OEP), must revert to voice
engine start.
procedures.
○ RCL should contain:
○ Read back to appropriate
○ The Oceanic Entry Point (OEP)
Clearance Delivery frequency
○ OEP ETA
2330Z-0730Z.
○ Requested Mach
○ Other times read back to current
○ Requested Flight Level
domestic controller.
○ Highest acceptable FL at the OEP
○ May include free text of 2nd choice track
• You will receive a message acknowledging the RCL has been received.

• When clearance (CLX) is received, ensure:

○ Call sign is correct.
○ If cleared via an OTS route, verify that the coordinates in the clearance
match the current track message.
○ The line “END OF MESSAGE” appears, if not, the clearance may be
incomplete.
○ If CLX is not received 30 minutes prior to OEP, revert to voice
procedures (15 minutes EGGX).
○ Acknowledge CLX by sending CLA (Clearance Acknowledgement)
message.
○ “CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE”
○ If not received within 5 minutes of sending CLA, revert to voice
procedures.
○ If any error messages are received, revert to voice procedures.
○ Once received, the crew should advise ATC that they have their oceanic
clearance.

Gander Oceanic reports some connectivity issues when crews try to logon to Gander without
Note! first having logged on to a Canadian Area Control Center (ACC).

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Surveillance NOTES:
Surveillance encompasses 4 areas:
• Manual position reporting
• Transponders
• Automatic Dependence Surveillance Broadcast
(ADS-B)
• Automatic Dependence Surveillance Contract
(ADS-C)

Transponders

Mode A 4 digit Octal code (digits range between 0 and 7)

Mode C Altitude encoding in 100 foot increments to ATC.

Selective - avoid over interrogation of the transponders

Functionality:
• Automatic reporting of Aircraft Identity
Elementary • Transponder Capability Report
Mode S • Altitude reporting in 25ft intervals (subject to aircraft capability)
• Flight status (airborne/on the ground)
• SI code capability

Able to transmit all of the following:

• Selected altitude
• Roll angle
• Track angle
• Track angle rate (Where the parameter ‘track angle rate’ cannot be supplied, it should be
substituted by the ‘true airspeed‘)
• Ground speed
• Magnetic heading
Enhanced • Indicated airspeed
Mode S
• Mach number
(EHS)
• Vertical rate, and
• TCAS downlinked RAs

Requirements within European designated EHS airspace:

• All fixed wing aircraft, having a maximum takeoff mass greater than 5,700 kg or a maximum
cruising true airspeed in excess of 250 kts, intending to fly IFR as General Air Traffic (GAT).

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Automatic Dependent Surveillance – Broadcast (ADS-B)
ADS is a surveillance technology in which aircraft
automatically provide, via a data link, data derived from
onboard navigation and position-fixing systems, including
aircraft identification, four-dimensional position and
additional data as appropriate.

ADS-B:
• Supplements surveillance in areas
with existing radar coverage such as
the U.S., Europe, and other areas.

• Provides surveillance capability in

many areas where radar was not
practical.

• Allows an aircraft to acquire its

position and velocity from the Global
Navigation Satellite System and
broadcast the data, through a
transponder to ground stations and
other aircraft within range.

• Sends ground station data to ATC

Equipment Requirements for ADS-B: Differences:

• A Version 2 ADS-B Out transmitter and a compatible • ADS-B is transmitted from the aircraft down to a
GPS Position Source. ground receiver
• Mode-S transponder-based (1090MHz) ADS-B • ADS-C is transmitted from the aircraft, through
equipment certified to Technical Standard Order SATCOM, to a satellite receiver, then down to a
(TSO) C166b communications service provider, and then to the
end user/controller.

An ADS-B Out transmitter alone will not be sufficient to meet the requirements
Note! outlined in 14 CFR 91.227.

Types of ADS-B
There are two basic types of ADS−B systems for aircraft ○ In general, operators flying at 18,000 feet and above
in the United States: will require equipment which uses 1090 ES.
• 1090 MHz transponders with integrated ADS−B • ADS−B equipment operating on 978 MHz is known as
functionality. the Universal Access Transceiver (UAT).
○ These units extend the transponder message sets ○ The UAT version, although more comprehensive, will
with additional ADS−B information. only be used below 18,000 in the U.S.
○ This additional information is known as an “extended ○ Those that do not fly above 18,000 may use either
squitter” message and referred to as 1090ES. UAT or 1090ES equipment.

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ADS-B: Transponder Operations
It is imperative that the ATC-assigned transponder code The AFM should provide specific instructions for entering
is identical to the one in the ADS-B Out message. the Flight ID.
For Part 91 operations, this is the same as the aircraft
Most ADS-B Out systems get the code from the transponder, registration number, or tail number, or call sign. Part 135
meaning the pilot enters the code in only one place. operations often have a variable Flight ID that changes with
However, independent ADS-B Out installations require the every flight. Regardless of whether the Flight ID is static or
pilot to enter the code in it and the transponder as well. In variable, it must match the filed ATC flight plan. Make sure
either case, the AFM or AFM Supplement must address you know where to find it, and how to change it if necessary.
this issue; so, read it to make sure you know what to do.

ADS-B: Regional Phraseology

Standard Regional Variation

NOTES:

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Automatic Dependent Surveillance – Contract (ADS-C)

ADS-C is a method of surveillance that is dependent

on downlink reports from an aircraft’s avionics. This
happens automatically with no action by the flight crew
according to contracts established between ATC and
the aircraft. Reports can be sent whenever specific
events occur, or specific time intervals are reached.
However, the flight crew can begin and cancel ADS-C
emergency reporting. Only ATC can initiate a contract
which can occur following a successful log-on.

ATSU (Air Traffic Services Unit):

A generic term meaning variously, air traffic control unit,
flight information center or air traffic services reporting
office. The aircraft must be capable of supporting contracts
with at least four ATSU ground systems simultaneously.

NOTES:

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 Contract Type

• Specifies the rate of reports

• An ATSU can establish only one periodic contract at a time
Periodic ○ Multiple ATSUs can establish periodic contracts and specify their own conditions for
reporting with the same aircraft at the same time.
• Once a periodic contract is established, it remains in place until it is cancelled or replaced by
another periodic contract.

• Specifies a requirement for a downlink ADS-C report to be assembled and sent whenever
specified “events” occur.
• An ATSU can establish only one event contract with an aircraft at any one time.
• However, the event contract can contain multiple event types.
• Multiple Event Contracts can be established between a ground system and a specific aircraft.
The ATSU will set the parameters for all Event Contracts.
• The types of events include:
○ Waypoint change event (WCE);
○ Includes the same basic information as a voice position report.
Event
○ Be certain to record the data for future reference.
○ Level range deviation event (LRDE);
○ Lateral deviation event (LDE) (will be set by ATSU)
○ Vertical rate change event (VRE) (will be set by ATSU)
○ Based on specific events
• ATS will be notified automatically if the aircraft’s vertical velocity, lateral deviation, or altitude
exceeds specific values, and at every waypoint change.
• The waypoint change is determined by the FMS. Any changes that you make to the FMS that
affects the next waypoint or the waypoint after that will be reported.

Demand – Initiated by the controller

• A demand contract allows an ATSU to request a single ADS-C periodic report.
Demand and
• A demand contract does not cancel or modify any other ADS contracts that may be in effect with
Emergency
the aircraft.
Contract
Emergency – Initiated by the Aircrew when an emergency condition exists
• Continuous ADS-C reports will be provided after emergency “On” is selected.

NAT HLA Mandates

The Data Link Mandate is in effect anywhere in the North Atlantic region from FL 290 to FL 410. This requires FANS 1/A,
which includes CPDLC and ADS-C.

*NOTE: Airspace not included in the NAT Region Datalink Mandate (DLM):
• Airspace north of 80 degrees North.
• New York Oceanic Flight Information Region (FIR).
• Air Traffic Services (ATS) surveillance airspace as depicted in State Aeronautical Information Publications (AIP) provided the aircraft
is suitably equipped and the entire flight planned route is contained within ATS surveillance coverage.

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Performance-based Navigation (PBN)
PBN relies on the accuracy of your Long Range Navigation PBN Specifications
(LRN) systems. It allows for point to point navigation and PBN uses the concept that RNAV or RNP system
standardizes navigation requirements around the world. performance can be defined in terms of accuracy,
System requirements will vary based on what type of PBN integrity, continuity and functionality.
is used. The basic concept of PBN is based on the terms RNAV
and RNP, which is 95% of the time accuracy.

Area Navigation (RNAV) Required Navigation Performance (RNP)

The ability to maintain our Long Range Navigation (LRN) It has the same lateral deviation requirement as RNAV,
system within a set lateral limit of the actual location of but has an additional requirement of an onboard
the aircraft 95% of the time. monitoring and alerting for the navigation systems.

ICAO Document 9613 defines Area Navigation as follows:

“A method of navigation which permits aircraft operation on any desired flight
path within the coverage of ground or space-based navigation aids or within
the limits of the capability of self-contained aids, or a combination of these.”

Area navigation includes Performance-based Navigation as well as other RNAV operations that do not meet
Note! the definition of Performance-based Navigation.

While the official requirement of PBN and RNAV is a specific lateral limit, the reality of LRN systems functions
Note! is more generally considered to be a radius since the LRN system doesn’t only work in lateral positioning. A
Navigation System Error (NSE) is considered a radial error, so from an operational standpoint the system is
always providing monitoring and alerting in all directions (radius).

PBN Goals
• Standardize navigational requirements worldwide. • Approaches will normally be at an RNP 1 standard or
better with some cases where special approvals will
• Specific implementation goals for PBN will include the
be required.
following locations:
• Some areas, U.S. for example, are also implementing
○ Remote/Oceanic airspace is RNP 10 with areas of
Advance Required Navigation Performance (A-RNP)
RNP 4 and RNP 2 requirements.
standards for some routes as well.
○ RNP 4 is used in reduced separation areas (30-30,
PBCS, ASEPS). ○ Requires additional functionality within the LRNS.
○ RNP 2 is not yet commonly used in remote or ○ Scalability
oceanic airspace area. ○ Radius to Fix (RF)
○ The Y Routes in the WATRS Plus area do use RNP 2
○ Parallel Offset
or RNAV 2.
• Domestic airspace will go to RNAV 5 standard with ○ Fixed Radius Transition (FRT)(Optional)
some routes requiring RNAV 2. ○ Time of Arrival Control (TOAC)(Optional)
• Terminal airspace (arrivals and departures) will go to • Some domestic airspace areas will begin the
RNAV 1 standards. transitioning from RNAV to RNP standards.

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 • Estimated position:
○ The estimated position is where the long range
navigation (LRN) system calculates the aircraft to be
located.
○ The difference between the defined path and the
estimated position is called the flight technical error
or FTE.
○ FTE could be caused by pilot error, turbulence, or
display errors.
○ This is the only error the crew can correct.
○ Having performance monitoring and alerting
DOES NOT imply automatic monitoring of FTE.
○ FTE may be manually monitored by the
RNP Monitoring and Alerting – Error crew utilizing a lateral deviation display.
Definitions ○ Performance monitoring and alerting may
There are three main RNP navigation system errors that only monitor NSE.
On-Board Monitoring and Alerting systems are concerned
• Actual Ground Track:
with:
○ Where the aircraft is actually located.
○ Path Definition Error, or PDE
○ Flight Technical Error, or FTE ○ The difference between the estimated position and
the true position is called the navigation system
○ Navigation System Error, or NSE.
error or NSE.
• All three errors combined make up the “Total System
Error”, or TSE. ○ While the requirements of performance-based
navigation (PBN) are based solely on lateral
• RNP retains the 95% accuracy requirement navigation capabilities, the NSE is considered as a
associated with RNAV radial error, so in reality all on-board performance
○ RNP further requires that should the probability that monitoring and alerting is provided in all directions,
TSE exceeds two times X become greater than not just laterally.
10-5, the system must alert you. ○ Navigation System Error (NSE) is sometimes known
○ This equates to a 99.999% probability that the as position estimation error (PEE).
system will remain within two times the value
• Total system error:
of X in RNP X.
• Desired Path: ○ Combining all of these potential errors will result in
total system error or TSE.
○ Is the path that the aircraft is expected to fly and
can be defined by an ATC clearance or a specific Important! Compliance with the performance monitoring
route such as an airway, arrival or departure and alerting requirement does not imply an automatic
procedure. monitor of Flight Technical Error (FTE).
• Defined flight path: ○ The onboard monitoring and alerting function may
only consist of Navigation System Error (NSE)
○ It’s what is programmed into the database or
monitoring and alerting algorithm along with a
system, which may not match exactly with the
lateral deviation display enabling the crew to
desired path.
monitor the FTE.
○ This can occur because turns cannot be flown in
consistent, repeatable paths; changing magnetic ○ In other words, the crew is expected to fly on the
variation, survey errors as well as other potential centerline of the indicated flight path to achieve the
problems. required TSE.
○ The difference between the desired path and
the defined path is called the path definition
error or PDE.
○ This error is generally very small and there is
nothing the crew can do to change this.

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Database Standards – ARINC 424
ARINC 424 is the standard for building databases for 4000 feet.”
aviation. Some of the basic standards ARINC 424 are built ○ In other cases, once the condition is met the leg is
on a “Path and Terminator” principle. terminated and we move to the next leg of the
procedure.
Leg/path: ○ For example, “When passing 4000 feet ...” with
Databases contain paths defined by points along the route. additional instructions.
• Each of these paths can be referred to as a leg.
• NOTE: Not all publications available to pilots follow
• Each segment of a path or leg will be defined by ICAO standards for symbology. Crews should be
some kind of terminator. familiar with the symbology of the charts they are
using as well as their LRNS (long range navigation
• There are two different types of paths, or legs: system).
○ fixed paths
○ floating paths Waypoint Attributes
Fixed path: There are also two methods of setting up waypoints – fly-
A fixed path means that all aircraft will adjust their headings by or fly-over.
based on the winds to fly the exact same ground track.
A fly-by waypoint used in the database will cause the aircraft
The term track to a fix or TF is associated with a fixed path. to do a “smart turn” which means it will turn slightly before
the actual coordinates of the turn point in order to have the
Track to a fix: aircraft roll out on the outbound course from the waypoint.
A track to a fix can be intercepted and followed to the fix
as well as flying the entire leg. A fly-over waypoint used in the database will cause the
aircraft to fly directly over the top of the waypoint before
making the turn to the outbound course. This method is
Floating path: used to prevent an early turn, whether to avoid terrain or
A floating path means the aircraft will fly a specific course other traffic.
into a fix. Changes in the winds may create a slight change
in the ground track of the aircraft. The term course to a fix NOTE: There is NO standard symbology either for the
or CF is associated with a floating path. database and MFD/PFD or for the paper/electronic charts.
Crews must be familiar with the symbology used by their
systems.
Radius to a Fix
One additional unique type of path is a “radius to a fix.” A Terminations
“radius to a fix” will allow the aircraft to follow a specific There are two types of terminations as well – closed and
radius into a fix. This allows the aircraft to follow a curve open.
on a route. Because the course is following a specific
radius, these would generally fall under the fixed path Using a “Closed Termination” allows the controller to space
the aircraft much further away from the airport.
definition.
• The aircraft then flies a specific arrival route and turns
automatically onto final approach.
Terminators
• There is less need for communications with ATC.
There are two basic types of terminators or waypoints.
• The first of the terminators is a Named or fixed However, sometimes it may not be in the best interest of
geographic waypoint. safety to have all the aircraft doing an automatic turn onto
final approach - in these cases, an “Open Termination”
○ These are set geographical points with coordinates
process can be set up.
that can be entered into a flight plan.
• Sequencing is still done far away from the airport,
• The second type of terminator is called a Conditional however the crew will not turn onto final approach
terminator. It is based on meeting a set requirement until ATC calls to give them that clearance.
in terms of either altitudes or speeds or any
combination of those two. • There is a slightly more communication required with
ATC.
○ In some cases a conditional waypoint may also be a
named waypoint, for example a waypoint that • The “Open Termination” will show a “Discontinuity”
includes a crossing restriction such as “at or above in the procedure.

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PBN Authorization Requirements Database Requirements
Not all PBN specifications require a formal letter of Having an approved database is a requirement for some
authorization (LOA) or operations specifications (OpSpec), forms of RNAV operations. There are two types of Letters
however some areas or implementations may require formal of Acceptance (LOA), Type 1 and Type 2.
approvals.
A Type 1 Letter of Acceptance (LOA) is granted where a
Operationally the requirements will be the same regardless navigation database supplier complies with ED-76/DO-200A
of whether authorization is required or not. with no identified compatibility with an aircraft system.
• A Type 1 LOA Supplier may not release navigation
Documentation Requirements databases directly to end users.
Airworthiness compliance with Performance-based
Navigation (PBN) capabilities should always be documented A Type 2 Letter of Acceptance (LOA) is granted where the
in: database supplier complies with ED-76/DO-200A and
• The Aircraft Flight Manual (AFM), or provides data compatible with specified avionics system(s).
• A Type 2 LOA Supplier may release navigation
• The AFM Supplement for the Long Range Navigation
databases directly to end users.
(LRN) installed in the aircraft, or

• A Manufacturer (aircraft or LRN system) Service

Letter. Selected RNP 10 Routes
A statement in one of those sources should indicate what
specification(s) accuracy the LRN system is capable
meeting. Additionally, the aircraft Master Minimum
Equipment List (MMEL) or Minimum Equipment List (MEL)
should reflect any limitation on RNAV operations in both
normal and contingency conditions.

ICAO’s PBN concept

Navigation Application NAVAID Infrastructure Navigation Specification

Identifies the navigation Refers to ground – and A technical and operational specification that:
requirements resulting from the space-based navigation • Identities the required functionality of the area
Airspace Concept such as: aids: navigation equipment.
• ATS Routes • VOR/DME
• Identifies how the navigation equipment is
• SIDs • DME/DME expected to operate in the NAVAID Infrastructure
• STARs to meet the operational needs identified in the
• INS/IRS/IRU
Airspace Concept.
• GNSS
• Provides material that states can use as a basis
for developing their certification and operational
approval documentation.

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 Copyright 2020 FlightSafety International, Inc. 46
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 Equipment Requirements and System Limitations

• The standard limitation of having Receiver Autonomous Integrity Monitoring (RAIM) is true in RNAV
5 airspace just as it is in any other airspace in the world.
• Satellites required for RAIM: 5 (some systems require 6).
RNAV 5 • If RAIM cannot be assured, crews must have a plan for how to navigate without the use of GNSS.
GNSS • If a predicted RAIM loss of more than five minutes occurs, dispatch should not be made. This is
only if GNSS is the sole navigation sensor.
• Must have one or more of the authorized sensors.
• GNSS is NOT a requirement to do RNAV 5 – it is an option.

RNAV 5 • DME/DME updates are limited to facilities where the angle between the azimuths of the two stations
DME/DME are between 30° and 150° (90° is optimal).

RNAV 5 • The system can use VOR/DME updates only if the aircraft is within 60 NM of the facility (75 NM for
VOR/DME a Doppler VOR).

• INS or IRS systems with automatic radio updating can be approved for use in accordance with
RNAV 5 authorized documentation.
INS/IRS • INS or IRS systems without automatic radio updating can be used for RNAV 5 for a maximum of
two hours from the last alignment or position update performed on the ground.

RNAV 2/
RNAV 1 • Must have RAIM any time GNSS is used.
GNSS

• System must support:

○ Auto-tuning multiple facilities.
○ Able to update within 30 seconds of tuning.
RNAV 2/ ○ Use only DME facilities in the State AIPs.
RNAV 1 ○ Minimum field strength (strength of signal) requirements.
DME/DME • In addition the DME signal can only be used if it is:
○ 3-160 NM from the facility.
○ Less than 40° above the horizon as seen from the facility.
○ Azimuth angle between the two stations is between 30° and 150°.

RNAV 2/
• An INS/IRS system can only be used if it has automatic position updating from DME/DME systems.
RNAV 1
• If the system cannot receive two DME stations, VOR/DME stations more than 40 DME from the
DME/DME/
aircraft are typically excluded from updating the system.
IRU

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Operational Procedures – Use of LNAV and VNAV
• While the use of auto-flight systems (autopilot and • Many parts of the world are using constant descent
auto-throttles) are not required for Performance- procedures for increased safety and reduced noise
based Navigation (PBN) operations they can help
and emissions.
reduce workload while increasing the precision with
which you can navigate. • Proper and effective use of our Auto-flight systems
○ This can permit more effective monitoring and can create a much more stable flight environment,
crosschecking. increasing the safety of operations.
• Using Vertical Navigation (VNAV) mode where
applicable permits programming in the appropriate
descent profiles to ensure compliance with crossing
altitude restrictions.

Required Authorizations

Operation Specification Cross-Reference

Special Part 121 Part 135 Part 125 Part 91 Part 91K Other Approvals & Approval References FPL Field FPL Field 18
operations (OpSpec) (OpSpec) (OpSpec) (LOA) (MSPEC) 10a
RNAV B034 B034 B034 B034 B034 B034 authorizes RNAV operations in the R PBN/B1-B5
Note 1 domestic U.S. For operations outside the U.S. Note 3
– including the Gulf of Mexico Q-routes – the
relevant area must be authorized in B050 with
B034 indicated. When RNAV operations are
authorized per B034, the flight qualifies for
PBN/B1-B6 as appropriate.
RNAV 5 B034 B034 B034 B034 B034 Part 91: When operating in a foreign state R PBN/B1-B5
Note 1 please consult the AIP for further information Note 3
regarding operational requirements (LOA may
be required; see country AIP).
RNAV 2 B035 B035 B035 B035 B035 U.S. domestic operations; AC-90-100A R PBN/D1, D2 or
Note 1 Notes 2,3 D4
Note 2,3
RNAV 1 C063 C063 C063 C063 C063 AC 90-100A R PBN/D1, D2 or
Note 1 AC 90-105 Notes 2,3 D4
Note 2,3
RNP 1 C063 C063 C063 C063 C063 AC 90-105 G,R PBN/O1 or O2
Note 1 Note 4 Note 3

NOTES:

Note 1: Some Part 91 operations outside of the domestic U.S. Consult the foreign state AIP for further information regarding operational
requirements.

Note 2: In addition to PBN/ information, NAV/ information may optionally be filed to indicate RNAV capability by phase of flight (departure,
enroute, arrival). This allows the filer to request RNAV procedures for specific phases of flight only. The AIM Section 5-1-9 contains
instructions for filing RNAV capability in NAV/. Remember that when including NAV/, enter “Z” in Field 10a.

Note 3: When filing a PBN/ code for RNAV or RNP, Field 10 must contain consistent capability information.

NOTES:

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RNAV and RNP Specifications New Guidance (FAA AC 90-105A) if applying
Phases of flight: Note! for a new RNP LOA.

Normal Procedures – Planning and Preflight RNAV 10 vs. RNP 10

• Review the country-specific Aeronautical Information In 1998, the Pacific Oceanic airspace transitioned to what
Publications (AIP) for availability, limitations, restrictions was then referred to as RNP 10 standards with a 10 NM
and contingency procedures involving the airport or lateral deviation requirement. However, there is no onboard
procedure to be used. monitoring and alerting requirement.

• Verify any specific equipment either required for, or in

some cases prohibited from, use during a specific The requirements do not meet the definition of RNP, and
procedure. should have been labeled as RNAV 10. The cost to fix all
of the mislabeled authorizations, charts, and related
• Check the availability of navigational infrastructure for
documentation was cost prohibitive, so the decision was
the intended route using all available information.
made to continue to use the term RNP 10 even though it
• Verify the necessary navigational coverage for the flight. is technically not an RNP airspace.

• Know how to exclude a navigational aid in the Long

Range Navigation (LRN) system if required. Navigation
RNP 10 RNP 4
• Cross check the information in the database versus Sensor
the published procedures. INS/IRU Max 6.2 hrs of flight
time.

Note: Limit may

be extended with N/A
appropiate authori-
zation or approved
updates
Route Modifications
• To maintain safe separation, ATC is allowed to modify GNSS Must have FDE. Must have FDE.

the routing on an RNAV 1 procedure provided that the Use an approved Use an approved
waypoint being cleared to is in the database and part FDE availability pre- dispatch FDE avail-
diction program, ability prediction
of the procedure. If accepted, the crew is responsible program,
for terrain clearance. Max time FDE
unavailable = 34 min Max time FDE
unavailable = 25 min
• A clearance to a waypoint that is not in the database
cannot be accepted during an RNAV 1 Departure or Multi-Sensor
Navigation FDE required
Arrival Procedure. Systems FDE Required
Use of FDE or
• User modification of waypoints is not permitted. Predictor Program AAIM
Required

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UPDATES In the future the goal is to have all continental airspace
utilize RNAV 5 requirements with areas of RNAV 2
capabilities. The goal is to have RNAV 1 become the
Performance-based standard for arrivals and departures.

Navigation (PBN) Aircraft approved for ICAO RNAV 1 and RNAV 2 operations

Implementation are automatically approved to operate within the United

States or airspace of the Member States of the European
Many areas of the world have already implemented or are Civil Aviation Conference (ECAC).
preparing to implement RNAV 5, RNAV 2, RNAV 1, RNP 2
and RNP 1.
RNP 1 Operations
Europe, Middle East, South America & Japan Sensor Requirements
• Implemented RNAV 5 requirements. • RNP 1 procedures are based on GNSS positioning.

United States • While DME/DME systems are capable of RNP 1

accuracy, the specification is primarily intended for
Utilizing both RNAV 2 and RNAV 1 procedures already
environments without adequate DME/DME
infrastructure.
Australia
• Implemented RNP 2 and RNP 1 • DME/DME updating may only be used when
specifically authorized.
○ Have published an alternative means of
compliance (AMC) for foreign operators valid until • States may establish a basis for aircraft qualification
November 30, 2020 and operational approval to use DME/DME, but it is
not the standard sensor for RNP 1.
- Must have RNAV 1 & RNAV 2 authorization
from operators state authority based on GNSS • In multi-sensor systems crews must ensure that the
as the primary navigation sensor. correct sensors are being utilized.

- Must notify CASA using form 0667 –

“Notification to operate aircraft on RNP 2
Refer to ICAO Document 9613, the
routes and/or RNP 1 procedures using GNSS
Performance-based Navigation (PBN)
based RNAV 1 & RNAV 2.” Note! Manual and FAA AC 90-105A for RNP 1
- Must include in Item 18 of the ICAO FPL: operational guidance.
“RMK/ CASA RNP AMC”

Note: Refer to Australia Form 0667 (Notification to operate

aircraft on RNP 2 routes and/or RNP 1 procedures using
NOTES:
GNSS based RNAV & RNAV 2)

Submit form to: International_Ops@casa.gov.au

Hong Kong
• Implemented RNP 1 in the TMA

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 Sensor Requirements

RNAV 1
RNAV 5 RNP 1
RNAV 2

VOR/DME X X

DME/DME DME/DME *

INS/IRS X X

GNSS GNSS GNSS

X X X

X DME/DME/IRU *

X X Monitoring Alert

*Other sensors may be integrated only if they do not degrage accuracy beyond RNP limit.

RNP 1 Operating Requirements

• The procedures MUST be loaded from the aircraft
database for RNP 1.

• Like RNAV 1 procedures, the procedure may

subsequently be modified by deleting or adding
waypoints from the database in response to ATC
clearance.

• Manual entry or creation of waypoints is prohibited.

• Altering a waypoint from a fly-over to a fly-by (or

vice-versa) is prohibited.

• The procedure in the database and on the chart • Monitoring & Alerting capability is required by
must be the same procedure, and all aspects of the definition, since this is a RNP Standard.
database procedure have to match that of the
• Aircraft Based Augmentation Systems (e.g. RAIM) or
charted procedure.
other means to predict fault detection capability is
• If an ATC issues a heading assignment off of the required.
procedure, do not modify the procedure until
• Immediately inform ATC in the event of any loss of
cleared to rejoin the route or until ATC confirms the
RNP capability along with the proposed course of
new routing..
action.

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Operational Procedures
• For RNP 1 SIDs utilizing GNSS, the GNSS signal
NOTES:
must be acquired before the takeoff roll commences.

• Verify the RNP value and if necessary manually

select RNP 1 or lower.

• Ensure the lateral deviation display has appropriate

scaling – e.g.; full scale deflection = 1NM (most
aircraft will automatically set this).

RNP 1 Operations
For both RNP 1 SIDs and STARs, if the procedure extends
more than 30NM from the airport reference point, the lateral
deviation scale must be selected to a full-scale sensitivity
of not more than 1NM for the entire procedure. Do not
exceed any maximum published speeds on Radius to Fix
(RF) legs to ensure that the proper ground track is flown
and to maintain obstacle clearance.

Approach Capture
Understand the logic of mode changes and annunciations;
as well as system alerts, interactions, reversions and Be alert for possible false lateral and/
degradation indications for your navigation and autoflight Caution! or vertical captures when transitioning
systems – particularly ILS and GBAS (Ground Based to an ILS approach.
Augmentation System) Landing System (GLS).

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ICAO Flight Plan Codes
Knowing the appropriate codes becomes a critical step in
your flight planning process. When all else fails, get the
instructions! They can be found in the ATC section of
Jeppesen or in ICAO Document 4444.

Item 10
• Communication, navigation, & authorizations

• Surveillance capabilities

Codes Indications

“S” indicates Standard Equipment which is defined in ICAO Document 4444 as an ILS (L), a VOR
(O) and a VHF radio (V).

“S” = LOV – L, O and V would then not be required in item 10.

Communications, The “P” codes are reserved for RCP (Required Communication Performance) authorizations.
Navigation & The codes which have been designated thus far are:
Authorizations • P1 - CPDLC RCP 400
• P2 - CPDLC RCP 240
• P3 - SATVOICE RCP 400

Do not file these codes unless you have the appropriate PBCS authorization in OpSpec/
MSpec/LOA A056.

Surveillance There may be several characters that need to be put in after the slant, depending on the aircraft
equipment capabilities.

Item 18 PBN
An “R” in Item 10 indicates “Performance-based Navigation
approved” and requires additional remarks in Item 18 to
specify what PBN capabilities can be performed by the
aircraft.

Coding in Item 10 must match the coding in Item 18 “PBN/”

coding. The computer has a limit of eight PBN coding pairs.

• PBN/
Recommendations when over the computer limit of 8 PBN
• Appropriate codes for the aircraft/operator’s coding pairs:
capability and authorization • List the most capable equipment.
• 1 (i.e. A1, B1, C1) indicates approval with all available
sensors. • If the operator has an LOA or OpSpecs for RNP 4,
they are automatically capable of RNAV 10/RNP 10,
○ Note: LORAN C is NOT considered as part of “B1”
so A1 would not need to be listed.
since it is not accepted as an option under ICAO
PBN Standards. • Listing only B2 (RNAV 5 with GNSS) would indicate
that the operator has RNAV 5 capability, so they
would not necessarily need to list B3 (RNAV 5 with
DME/DME) or B4 (RNAV 5 with VOR/DME).
Copyright 2020 FlightSafety International, Inc. 53
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Strategic Lateral Offset Procedure (SLOP)
Technological advances have made navigation systems Note that China will assign offsets and may assign more
very precise; so precise as to create a safety hazard, than 2 NM right.
especially if an aircraft is going the opposite direction at
the wrong altitude! The primary purpose of the Strategic Because of the mid-air collision in Brazil between a GOL
Lateral Offset Procedure (SLOP) is to minimize the chance 737 and a Legacy aircraft in 2006, ICAO changed the
of a mid-air collision in the event of an altitude error. The standards for the Strategic Lateral Offset Procedure,
secondary benefit of SLOP is to avoid wake turbulence. sometimes referred to as “micro-SLOP.” Offsets are now
defined as being done in tenth of a mile increments up to
Originally, SLOP was performed by setting up a selected
2 NM right of course in areas where the lateral separation
cross track (selected offset) of either 1 NM or 2 NM to the
requirement is 15 NM or greater (remote or oceanic
right of centerline. Note that offsets are ALWAYS to the
airspace), and up to 0.5 NM right of course in areas where
right. It is an expected procedure for oceanic or remote
the lateral separation requirement is more than 6 NM but
airspace and does not require permission from ATC.
less than 15 NM (domestic airspace).
Position reporting should be carried out as if on centerline,
and plotting should be actual position.

The new ICAO standard SLOP using tenth of a mile increments is now being implemented in the following locations:

• Australian Oceanic airspace • Santa Maria

• Bodo Oceanic • Shanwick Oceanic
• Gander Oceanic • Sierra Leone (Roberts FIR / FL 290 – FL 410)
• Ghana • Somalia (Mogadishu FIR / between FL 290 – FL 410)
• Liberia (Roberts FIR / FL 290 – FL 410) • South Africa
• Magadan Oceanic • Tanzania
• Murmansk Oceanic • United States Oceanic*
• Muscat • Uzbekistan (required to inform ATC when SLOP is applied)
• Reykjavik (above FL 285) • Zambia
• Republic of Guinea (Roberts FIR / FL 290 – FL 410) • Zimbabwe (FL 245 – FL 460)

*At this point in time, all US controlled oceanic airspace Remember, not all areas or regions have implemented the
areas use these procedures, with offsets in tenths of a mile new ICAO standard. There are still many areas that use 1
up to 2.0 NM right of centerline. Exceptions to the US or 2 NM right of course as their procedure. As always, it
controlled oceanic airspace would be the Y-routes, AR is critical for flight crews to review the procedures and
routes, and segments of M201/L453 in the WATRS area, requirements for the airspace where they intend to operate.
where SLOP must not be performed.

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Air Traffic Management
Required Navigation Required Communication Required Surveillance Performance
Performance (RNP) Performance (RCP) (RSP)

The idea that where you can fly Has a specific time requirement for Defines high-level surveillance system
will be determined on how messages sent and then received. The performance requirements. It is operationally
accurately you can fly and how complete end to end communication limit derived and not based on any specific
well the system alerts you when is either 240 seconds or 400 seconds techniques, technologies, and/or architecture.
things are less than promised. based on aircraft equipment and the ability It includes both ground and airborne systems
Think of it as the XX in the RNP- to have an alternate means of establishing and, supports a particular ATM application
XX relates to that accuracy. communications if the primary fails. such as reduced separation.

Note! Performance based communication & surveillance was implemented on March 29, 2018.

RCP type parameters: NOTES:

Communication transaction time
The maximum time for the completion of the operational
communication transaction after which the initiator
should revert to an alternative procedure.

Continuity
The probability that an operational communication
transaction can be completed within the communication
transaction time.

Availability
The probability that an operational communication
transaction can be initiated when needed.

Integrity
The probability that communication transactions are
completed within the communication transaction time
without undetected error.

Aeronautical Information Services

This publication is updated every 28 days and includes aeronautical information that does
not change frequently.

• Three Parts
AIP – Aeronautical
Information ○ General – GEN (passenger and aircraft info)
Publication ○ Enroute – ENR
○ Aerodromes – AD

Note: Abbreviated AIP information for each state can be found in the Jeppesen Airway Manuals

Temporary changes to the AIP, usually of long duration, containing comprehensive text
AIP Supplements
and/or graphics.

AIC Aeronautical
Notices relating to safety, navigation, technical, administrative or legal matters.
Information Circular

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 Client Guide
International Procedures
Airspace and Special Areas of Operation

Altimetry
QNH/QFE Recommendations
• Utilize the Hectopascal/Millibar Equivalent for Airport
Elevation Chart to get the Correction Factor (CF) in Hpa.

• Ask for both QFE and QNH altimeter settings and

extract the Correction Factor

QNH - QFE = CF

• Both Correction Factor values should be the same.

• Double check accuracy

• May have to use QNH at High Field Elevations:
○ Briefly set one altimeter to QFE, one to QNH
○ Many airplanes have a limit as to how far the altimeter
○ Difference = field elevation can be adjusted – approximately 2000 feet. If the
○ Do NOT fly with different altimeter settings! airfield elevation is above 2000 feet, the altimeter
• May need to add field elevation if using QNH. cannot read “0” when on the ground.

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Altimetry Terminology Altimetry Terminology
QFE: Transition Altitude:
The atmospheric pressure setting which, when set The altitude at or below which the vertical position of an
in the aircraft’s altimeter, will cause the altimeter aircraft is controlled by reference to altitudes above MSL.
to read zero when at the reference datum of the
Transition Height:
airfield.
This is typically the end of the runway, thus the The height at or below which the vertical position of
altimeter will indicate height above the runway. an aircraft is expressed in height above the airport
reference datum.
QNE:
Transition Level:
The constant atmospheric pressure related to a
The lowest flight level available for use above the
reference datum of 29.92 inches of mercury, 1013.2
transition altitude.
hectopascals/millibars or 760 millimeters of mercury,
used for expressing flight levels. Transition Layer:
• The airspace between the transition altitude and
QNH: the transition level.
The atmospheric pressure setting which, when set in • Aircraft descending through the transition layer will
the aircraft’s altimeter, will cause the altimeter to read use altimeters set to local station pressure, while
departing aircraft climbing through the layer will be
altitudes referenced to mean sea level.
using standard altimeter settings (QNE) of 29.92
inches of mercury, 1013.2 hectopascals/millibars
or 760 millimeters of mercury.
• A layer of unusable airspace (not all countries
identify a transition layer).

NOTES:

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There are several ways to address the lower than Tools to convert meters to feet when a controller
standard barometric pressure issue: assigns meters:
• Transition level and transition altitude are published. • Conversion chart

○ One or the other may vary depending on the • Smartphone Apps

barometric pressure.
• Flight Management System (FMS) Conversion function
• Flight levels which would result in less than standard
• Manual calculation using 3.2808 (meters x 3.2808 = feet)
separation are declared unusable levels.

○ These unusable levels will not be assigned by ATC.

• ATC designates a transition level to maintain separation.

Advantages Disadvantages

• Not primary in QFE Environment

• Familiarity • If height is not found in conversion box, must add field
• Can be used at any elevation
QNH
elevation • Meters will not correspond to controller’s heights; cannot use
• No systems restrictions metric system on aircraft

• Did the controller make a correction?

• Controllers primary • Unfamiliarity

QFE way of operations • May not be able to use at high elevation airports
• Meters equal meters • Might interfere with EGPWS or pressurization controller

QFE → QNH Conversion by ATC: NOTES:

In a few instances, some airports in Russia and CIS have
been making the correction and assigning altitudes rather
than heights. How will you know?
• Normally, corrections are found in the conversion box
on the approach plate.

○ If the meters given by the controller are those found

in the conversion box, no correction has been made.
○ If the difference is the field elevation in meters, then
the controller has probably made the correction.
○ If the height is not found in the conversion box, and
the controller has not made a correction, then the
operator is required to convert meters to feet and
then add runway elevation.
• IF IN DOUBT – ASK!

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Reduced Vertical Separation Minimum (RVSM)
Requirements
• Approval from state of registry or state of operator required.
Operation Specification Cross Reference

Other
Special Part 121 Part 135 Part 125 Part Part 91K Approvals & FPL Field
Operations (Ops Spec) (Ops Spec) (Ops Spec) 91(LOA) (MSPEC) Approval 10a
References
Required
approvals B046/ B046/ B046/ B046/ B046/
RVSM AC 91-85A W
D092 D092 D092 D098* D092

*D098 is only issued for short term ferry flight operations. It is not normally issued for routine Part 91 RVSM operations

US aircraft that have RVSM required equipment and ADS-B, and that will be operating
Note: solely in US domestic airspace are no longer required to have an LOA for RVSM. If any
international operations are to be done, an LOA for RVSM is ALWAYS required.

• Two Independent Altitude Measurement Systems.

• Automatic Altitude Keeping System.
Equipment • One Altitude Alerting System.
requirements • One Altitude Reporting Transponder.
Failure of any of these systems renders the aircraft non-RVSM compliant.
Note: TCAS II is not required for RVSM except for aircraft registered in China and India
• Must be conducted every two years, or 1000 hours of flight time, whichever is greater.
• Must be at RVSM altitudes.
• Aircraft has to be equipped with operational Mode S or a Mode C transponder.
Methods:
• Height Monitoring Unit (HMU) sites
(Europe and Japan)
• Aircraft Geometric Height Measurement
Height Element (AGHME) sites (North America)
Monitoring
check • Automatic Dependent Surveillance-
Broadcast (ADS-B) Based Height
Monitoring Systems (Australia, China,
Taiwan, Thailand and the United States.)
• GPS Monitoring Unit (GMU) equipment
(worldwide capable)
• Trailing Cone equipment (worldwide
capable).

Source Documents
ICAO has set standards for operations in RVSM airspace Between FL 290 And FL 410 Inclusive (current revision)
to include equipment requirements, operating procedures, describes the standards for how to implement RVSM.
and training requirements. Documents addressing RVSM
• ICAO Document 7030, Regional Supplementary
requirements include:
Procedures (current revision) describes specific regional
• ICAO Document 9574, Manual On Implementation Of
procedures for the various regions of the world.
A 300 M (1 000 Ft) Vertical Separation Minimum

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Removal of RVSM Authorization • Total Vertical Errors (TVE) equal to or more than +/- 300
• Altimetry System Errors (ASE) equal to or more than feet.
+/- 245 feet.

• Assigned Altitude Deviations (AAD) equal to or more

than +/- 300 feet.

RVSM Procedures

• Cross check maintenance logs with the Minimum Equipment List (MEL) when operating
under the MEL provision.

• Check the area around the static ports. A 12-18 inch area, or as designated in the Airplane
Flight Manual (AFM), may be considered the critical area. Crews should also check the
pitot tubes.
Preflight
• Altimeter Checks:

○ The difference between the primary and known elevation is maximum 75 feet or AFM
limitation, whichever is less.
○ The difference between the two primary altimeters must be within Flight/Operating
Manual limitations. Must be within 75 feet for European operations.

• Cross check altimeters, both primary and standby if installed.

• Record the readings of both primary and standby altimeters, if required.

• If the two primary altimeters are more than 200 feet apart, ATC must be notified and a
modified clearance can be expected.

• Record both the primary and standby altimeter reading before entering any remote
Inflight airspace.

• Limit climb and descent rates to 1,000 fpm or less if operating within 5 nautical miles and
plus or minus 2,000 feet of other aircraft.

• Level off at the cleared altitude – avoid overshooting or undershooting an altitude.

• Use the autopilot for level offs; an automatic altitude-control system should be operative
and engaged during cruise except when circumstances require its disengagement.

Equipment Failure Affecting Compliance to RVSM Reporting Height Keeping Errors

• Notify ATC and anticipate a clearance out of RVSM • All operators must take immediate action to rectify any
airspace. conditions that cause errors in maintaining our assigned
altitudes.
Contingency Procedures
• Report to ATC: • A report to the local aviation authority under which the
aircraft is registered is normally required within 72
○ Any turbulence that causes your actual altitude to
hours of any altitude deviation. The report should
deviate from the assigned flight level by more than
include an initial analysis of causal factors, and the
65 feet.
actions being taken to prevent its recurrence due to
○ Mountain Wave encounters. the same factors.
• After landing, report the event as required.

• Report wake turbulence encounters while in RVSM

airspace.
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Regional Differences minimum of 2000 feet between this aircraft and other
Reporting Height Keeping Errors Fundamental RVSM aircraft flying in the RVSM airspace.)
procedures and requirements are mostly the same • Aircraft operators who intend to operate formation
throughout the world, however, there are some minor flights such as general air traffic (GAT) regardless of
differences in different regions. their RVSM approval status should include “STS/
NONRVSM” in item 18. The letter “W” should not be
Non-RVSM Aircraft inserted into Item 10 regardless of the RVSM status
• Civil aircraft operators who do not have RVSM approval of the aircraft in the formation.
shall insert a requested enroute flight level below
Metric RVSM Procedures
FL 290 after the entry point within the lateral limits of
RVSM airspace and exit point beyond the lateral limits • Mongolia and China have opted to retain metric
of RVSM airspace (borders of responsibility area of a measurement for altitude assignments, therefore,
particular ACC). crossing other airspace and these States will require
an altitude change to be flying at the correct altitude.
• Flights by non-RVSM approved aircraft (except for Procedures have been developed and crews are
State aircraft), aircraft operating formation flights, expected to follow those procedures crossing the FIR.
aircraft that have lost the ability to maintain the assigned
flight level and aircraft which have lost radio • These procedures are found in the Mongolia AIC 03/11
communication are prohibited from RVSM airspace. and China AIC 06-07.

• Non RVSM approved aircraft will be assigned flight • Your flight planning should include a verification of the
levels below RVSM airspace (FL 280 and below). points at which transitions will occur, and the procedures
you should follow at each point.

• Aircraft flying in RVSM metric airspace are required to

convert flight levels using the conversion table.

• For example, you are flying from Russia to Mongolia

crossing the FIR boundary at DARNO intersection.

• Keep in mind, each transition point has a unique set

of entry and exit procedures. Crews must ensure they
are following the correct procedures for the point they
are crossing.

Military/State Aircraft, RVSM, Non-RVSM

• State aircraft operators (military) who have RVSM
approval shall insert “M” in item 8 and a “W” in item
10 of the ICAO flight plan. State aircraft operators who
intend to operate a flight in the RVSM airspace shall
insert entry/exit points and a requested flight level in
item 15 (route of flight).

• State aircraft operators (military) who do not have RVSM

approval shall insert an “M” in item 8 bit will not insert
“W” in item 10 of the ICAO flight plan. If requesting
FL290 or above, STS/NONRVSM shall be included in
item 18 of FPL and shall insert entry/exit points and a
requested flight level in item 15. (“STS/NONRVSM”
stipulates a request for a special service from ATS
units, namely a request to ensure a vertical separation

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 RVSM Phraseology
Metric RVSM/ Flight Level Allocation Scheme (FLAS)
“Affirm RVSM” • When flying within Chinese/Mongolian/North Korean
To report RVSM approved status. airspace, the aircraft will be assigned a metric flight
level, but the crew will be required to fly the aircraft in
“Negative RVSM”
feet.
To report RVSM non-approved status.
• Convert to feet using the Flight Level Allocation Scheme
“Unable RVSM due turbulence”
(FLAS) Conversion Table.
To report when severe turbulence affects the capability
of an aircraft to maintain height-keeping requirements
for RVSM.
“Unable RVSM due equipment”
To report that the equipment of an aircraft has degraded
below minimum aviation system performance standards.
12500 41100
“Ready to resume RVSM”
To report ability to resume RVSM operations after an
equipment or weather-related contingency.

Pacific Ocean Vertical Route Structure

Old Composite Route System

RNP 10 Route System with RVSM

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North Atlantic High Level Airspace (NAT HLA)

Lateral and Vertical Limits

• New York OCA East

• Santa Maria OCA
• Gander OCA
Lateral • Shanwick OCA
• Reykjavik OCA
• Bodo OCA
OCA = Oceanic Control Area

Vertical • From FL 285 – FL 420 inclusive

Transition Areas
• Airspace which belongs to the appropriate Oceanic
Control Area (OCA), but for which they have delegated
control to another agency (a domestic ACC via VHF).
• The benefit thereof being that they are under surveillance
(rather than procedural) control for a longer period of
time – permitting more optimal routings, and in particular
altitudes to be attained.
• The SOTA & BOTA are not part of NAT HLA, so flights
routing through those areas which are not subject to
an Oceanic Clearance do not require NAT HLA approval.

Canadian Minimum Navigation Performance

Specifications Airspace (CMNPS)
• The CMNPS Airspace is all out of radar coverage areas.
• If you have NAT HLA approval, you are approved for
CMNPS airspace.

• CMNPS Airspace requires a minimum of RNP 10

authorization.

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 Resources for the Atlantic Region Required Approvals for NAT HLA Operations
• Jeppesen Atlantic Orientation Chart (AOC) • RVSM
• NAT Doc 007 – North Atlantic Operations and • NAT HLA
Airspace Manual
• RNP 10 or RNP 4
• Jeppesen Airway Manuals
• FAA AC 91-70B Oceanic and Remote
Continental Airspace
• EUR/NAT ICAO Website

North Atlantic High Level Airspace (NAT HLA), has transitioned to Performance-Based Navigation
(PBN). Operators must have authorization for RNP 10 or RNP 4. Authorizations for the North
Note!
Atlantic based on the former Minimum Navigation Performance Specification (MNPS) are no
longer valid.

Required FAA approvals for U.S. operators to conduct operations in the North Atlantic.
Special Part 121 Part 135 Part 125 Part 91 Part 91K Other Approvals & ICAO Flight Plan Field
Operations (OpsSpec) (OpsSpec) (OpsSpec) (LOA) (MSPEC) Approval References 10a 10b 18

RVSM B046/D092 B046/D092 B046/D092 B046 B046/D092 AC 91-85 W - -

B036+B039 required
NAT HLA B036+B039 B036+B039 B036+B039 B036+B039 B036+B039 x - -
for unrestricted operation
RNP 10
B036 B036 B036 B036 B036 FAA AC 90-105 R - PBN/A1
Multiple LRNS
RNP 10
Single LRNS B054 B054 B054 B054 B054 FAA AC 90-105 R - PBN/A1
Only valid for
Special Routes.

RNP 4 B036 B036 B036 B036 B036 FAA AC 90-105 R - PBN/L1

Central East Pacific (CEP) B037

B036 provides the basic requirements for RNP 10 and RNP 4 using North Pacific (NOPAC) B038
dual Long Range Navigation Systems installed and operational. NAT HLA & C-MNPS B039
Areas of Magnetic Unreliability
B040
Aditional Ops Specs or LOA may be required depending on the (AMU)
airspace or special area of operation to be flown: Other Areas (N/A Part 91) B050
North Polar B055

B046- Operations in Reduced Vertical Spearation Minimum (RVSM) Airspace

D092- Maintenance Program Approval for U.S.- Registered Airplanes Used for Operations In Designated Reduced Vertical
Separation Minimum Airspace.

Equipment Requirements for

Unrestricted Operations in NAT HLA • Airborne Collision Avoidance System ACAS II (TCAS II)
• A minimum of two long range navigation systems. Ver. 7.1 or later for aircraft >5 700 kilograms (12 500 pounds)
• A long range communications system (two for Part 135) • FANS 1/A.
• All of the equipment required for RVSM Operations: ○ CPDLC with RCP 240
○ Two independent altimeter systems ○ ADS-C with RSP 180
○ Autopilot with altitude hold
• RNP 4
○ Altitude Alerting System
○ Transponder

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Route Options NAT HLA

Special Routes
• For aircraft equipped with only one serviceable Long
Range Navigation System (LRNS) or without HF radios.

• Published in the North Atlantic Operations and

Airspace Manual, as well as on the Atlantic Orientation
Chart.

• Both NAT HLA and RVSM Authorizations are required

if the aircraft is going to be flown above FL 280.

Eastbound: North America to Europe

Organized Track System (OTS)

• Tracks change every day based on weather patterns.
• Performance-based Communication and Surveillance
(PBCS) requirements have been implemented – this
places adjacent tracks ≤ 30 NM apart. The contingency Westbound : Europe to North America
procedures are the same throughout the North Atlantic
Region, and crews must apply them correctly to ensure
save traffic separation, especially when separations
are reduced

Random Routes
• Any route that is not a Special Route or an Organized • When planning a Random Route:
Track is designated as a Random Route.
○ Plan using whole or half degrees of latitude and 10°
• Any routes above or below NAT HLA airspace (other than meridians of Longitude (30° W, 40° W, etc.) for
Special Routes) are by definition Random Routes.
position reporting purposes.
○ Routes flown directly above the tracks but outside the ○ Flights operating between 70° north and 90° north
track altitude structure are also Random Routes,
○ Degrees and minutes of latitude every 20° of
even if they are using the entire set of track
longitude; using longitudes 000W, 020W, 040W,
coordinates.
and 060W.

○ As possible, have significant points spaced no less

than 30 minutes and no more than 60 minutes
flight time apart.
○ Primarily North-South routes:
○ Significant points defined by whole degrees of
longitude and parallels of latitude spaced 5° apart.

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Advanced Surveillance- Enhanced
Procedural Separation (ASEPS)
○ Advanced Surveillance-Enhanced Procedural • Lateral ASEPS commenced in October 2019.
Separation Lateral separations are 19 NM.
○ (ASEPS) allows for further reductions in traffic • Operators with the appropriate equipment codes in
separation
the ICAO flight plan indicating all of the above required
○ requirement for suitably equipped aircraft. equipment will be part of the trial phase. Operators do
• ASEPS requires: not need to apply to be a part of the trial.
○ RNP 4 Authorization • Contingency procedures have changed significantly
○ FANS 1/A Authorization to accommodate the requirements of ASEPS. Please
see the Contingency section for those changes.
○ CPDLC with RCP 240
○ ADS-C with RSP 180 • Strategic Lateral Offset Procedure (SLOP) remains
unchanged.
○ ADS-B with a top mounted transponder antenna
(able to utilize the space-based ADS-B systems)
• Initial trial phase implemented 28 Mar 2019 allows
for:
○ Longitudinal separation of 17 NM on the same track
○ or intersecting tracks provided that the relative angle
○ between the tracks is less than 90 degrees.
○ Longitudinal separation of 14 NM provided the
relative angle between the tracks is less than 45
degrees.
○ Opposite-direction aircraft on reciprocal tracks may
be cleared to climb or descend to or through the
levels occupied by another aircraft provided that the
aircraft have reported by ADS-B having passed each
other by 5 NM.

NOTES:

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The North American Routes (NARS) are a transition
route system, consisting of particular domestic routings
associated with each oceanic entry or landfall point.

• The NARS are published in the Northeast U.S.

Chart Supplement – Section 4: Associated Data
(formerly known as the Airport/Facility Directory).

• The NARS can also be found in the Jeppesen

Airway Manual – either the North American or
European volumes, in the Enroute section.

RNP 10 & RNP 4

Applicable Areas and Routes
• Eventually most oceanic
airspace will be RNP 10 with
corridors of RNP 4.

• RNP 10 allows for 50 NM

lateral separation in remote or
oceanic airspace.

• RNP 4 allows for reduced

lateral separation if FANS 1/A
equipped (depending on the
airspace application).

Operation in Areas Applying

Reduced Separations also
Requires: RNP 4 / RNP 10 RNP 4 RNP 10
• CPDLC with RCP 240
• ADS-C with RSP 180

Area of Magnetic Unreliability (AMU)

• Canadian AMU: Northern Domestic Airspace (the Problems When Flying in the Northern Latitudes
Northern Control Area and the Arctic Control Area). • Magnetic heading is unreliable

• Southern AMU: south of 65°S • Extreme magnetic variations

• Russian area of magnetic unreliability is not formally • Flight plans must be in True
defined. • Manually switch FMS to True

○ Russian airways north of 74° north latitude are • Auto switching may result in the FMS blanking out
referenced to True North. • Cold fuel temperatures
• North Polar Region: north of 78°N • Part 135 operators may also require B055 North Polar
Operations and possibly B342 ETOPS (two engine) or
B344 ETOPS (more than two engine) depending on the
scope of their operations.
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Europe
Equipment Requirements
• 2 radios with 8.33 spacing

• Emergency Locator Transmitter (ELT) 406 MHz.

• ACAS (TCAS) II Version 7.1 required on all aircraft

>5 700 kilograms (12 500 pounds) Maximum Take
Off Mass (MTOM)

• Enhanced Surveillance Mode S Transponder

Flight Plan Processing

File at least 3 hours prior to departure. FPL can be filed

Note! up to 120 hours prior – Item 18 RMK/ DOF YYMMDD.

NOTES:

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 Flow Control

• Notify handler immediately!

Delayed • Unused slots clog system
Flights • If delay is <15 minutes – work out locally
• >15 minutes – Send DLA (Delay) message

• Send CNX (Cancellation) message

○ Wait 5 minutes
○ Submit new FPL (Flight Plan)
○ May get worse slot
Or
Departure • Wait for original slot
Prior to Or
Initial Slot • Send REA (REAdy) message
Time
○ If a slot is available, may be able to depart early.
○ All passengers must be onboard & ready to ready to start engines.

If revised schedule is known the day prior to planned flight, cancelling and re-filing
Note! is a good option – You may be able to get a better slot with adequate lead time.

ATC Clearances
• Contact ground for engine start when passengers are
onboard and door is closed.

• Typically ATC clearance will be issued during taxi near

the runway.

○ If you received a short ACK (routing not included)

message, assume your filed FPL route is valid.
○ A long ACK (routing included) or MAN message
indicates there has been a re-route.
○ Some larger airports will issue clearance prior to taxi.
• Typically don’t need to file SIDs and STARs, varies by
country.

NOTES:

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Continuous Descent Final Approach (CDFA)
ICAO Document 8168 Benefits of CDFA
• A technique, consistent with stabilized approach • Enhanced safety.
procedures. It is used for flying the final approach ○ Stabilized approach, eliminates Dive and Drive.
segment of a non-precision instrument approach
○ Procedure standardization, allows the use of a DA
procedure as a continuous descent, without level-off,
instead of an MDA.
from an altitude/height at or above the final approach
fix altitude/height to a point approximately 15 m (50 ft) • More fuel efficient.
above the landing runway threshold or the point where • Reduces noise levels.
the flare maneuvers should begin for the type of aircraft
• Incorporates techniques utilizing Approach Procedure
flown.
with Vertical Guidance (APV).
• Requires a continuous descent, flown either with VNAV
○ Technique is similar to an ILS.
guidance calculated by on-board equipment or based
on manual calculation of the required rate of descent, • Profile reduces chances of obstacle infringement.
based on groundspeed, without level-offs. • Europe – Not utilizing CDFA incurs a minimums penalty.
• Utilizes the advisory distance/altitude table. ○ +400 m to published visibility minimums for
• There is no level flight segment after reaching the MDA/H. Category C & D aircraft.
• A typical CDFA is 3 degrees and is based on a slope
• A typical CDFA is 3 degrees and is based on a slope
that ends 50 feet above the runway treshold.
that ends 50 feet above the runway threshold.
• If the state has not included a height adjustment, the
• If the state has not included a height adjustment, the
operator must determine and apply an appropiate
operator must determine and apply an appropriate
adjustment to prevent descent below the MDA.
adjustment to prevent descent below the MDA.
• Operators should provide flightcrews with appropriate
ground training before performing CDFA operations.

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OpSpec C073 Aerodrome Operating Minimums (AOM)
Derived Decision Altitude (DDA) – “Pilots must not descend • The label “Standard” on current charts indicates the
below the MDA when executing a missed approach from a AOM according to EU-OPS.
CDFA. Operators should instruct their pilots to initiate the
• This label will also apply to the new Jeppesen AOM as
go-around at an altitude above the MDA (sometimes referred
predicated on the ICAO All Weather Operations Manual
to as a DDA) to ensure the aircraft does not descend below
(AWOM).
the published MDA.”

U.S. Operators authorized to utilize OpSpec C073: This

OpSpec applies only on certain approaches, and is NOT
intended for use on approaches outside of the United States.

Height Loss Adjustment (HLA) Procedural Traps

• The operator must apply an appropriate height loss • Careful review of all procedures including procedural
additive – reference AFM for appropriate value. notes, text pages, and country specific information in the
AIP and/or text section of the airway manual is essential!
• CDFA State Provided Height Loss Adjustment.
• In many instances there may be nothing on the procedure
○ Some states may prescribe specific DA(H) Height
chart to alert you– you MUST review all of the reference
Loss Adjustment procedures for use when non-
text to be aware of important requirements.
precision IAPs are flown using CDFA and DA(H)
techniques. • Non-compliance may result in fines, a violation, or worse.

NOTES:

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Noise Abatement Departure Procedures (NADP)

NADP 1: Close-in noise sensitive area

NADP 2: Distant noise sensitive area

NOTES:

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 Ramp Inspection Programme (RIP)

• The SAFA programme was created in response to accidents and incidents involving
operators not under EU supervision.
• Two accidents in particular were influential in bringing about the program:
○ Birgenair 301 – 06 February, 1996

Origin of RIP ○ Flash Airlines 604 – 03 January, 2004

• It initially applied only to non-EU aircraft.
• It was later expanded to include EU aircraft under SACA, and the overall programme was
called RIP.
• While primarily directed at commercial operators (ICAO Annex 6, Part I), it applies to all
operators.

• Established by the European Commission (EC)

• Consists of two components:
○ SAFA (Safety Assessment of Foreign Aircraft)
○ Enforces international safety standards
Purpose of RIP
○ SACA (Safety Assessment of Community Aircraft)
○ Enforces EU standards
• Done through ramp inspections
• Applies to all operators

• Six major areas of the RIP checklist:

○ Licenses of the pilots

○ Procedures & manuals carried in the cockpit
○ Compliance with procedures by flight and cabin crew
RIP Checklist ○ Safety equipment in cockpit and cabin
Elements ○ Cargo carried in the aircraft
○ Technical condition of the aircraft

Breathalyzer alcohol checks are being done in some countries already

Note! and will become a standard of the RIP in 2021.

Categories of findings (level of impact on safety):

No finding – No discrepancy
1 – Minor
2 – Significant
3 – Major
RIP Discrepancies
Post-Inspection Action Classifications:
1 – Information to Captain
2 – Information to Authority & Operator
3 – Restrictions or Corrective actions

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 Client Guide
International Procedures
Navigation and Plotting

World Geodetic System 84 (WGS-84) Do not use GPS as the primary means of navigation in areas
WGS-84, has been designated by ICAO as the standard that are not fully compliant with WSG-84.
for navigational latitude/longitudinal coordinates. It is a
system for getting all coordinates aligned to the same Note: Refer to the Jeppesen Website, WGS-84 Status
reference datum to ensure more accurate GPS capability. Report for a current list of the compliance status of countries
around the world.

Terminal Procedures Differences

• PANS OPS is the ICAO Standard for building visual • TERPS is the U.S. guidance on building instrument
and instrument procedures. procedures.
PANS OPS TERPS

• ICAO Document 8168, Volume 1 discusses the ICAO Standards for flight • FAA Order 8260.3E is the U.S.
procedures and includes information on basic flight procedures such as holding Standard for Terminal
speeds, categories of aircraft, etc. Instrument Procedures
(TERPS).
○ Provides basic operational standards for normal aircraft operations.
○ Discusses some contingency procedures. ○ Provides guidance on how
to build an instrument
• ICAO Document 8168, Volume 2 discusses the standards for building visual and
procedure.
instrument procedures.
○ Most closely relates to ICAO
○ Most closely relates to TERPS. Document 8168, Volume 2.
○ Explains the standards for items such as obstacle clearance, climb ○ Does not include guidance
requirements, and performance expectations. on building Visual Flight
○ Defines procedures for how an instrument or visual flight procedure is created. Procedures.
Copyright 2020 FlightSafety International, Inc. 74
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 PANS OPS/TERPS Differences
PANS OPS TERPS
Departure End of the Runway (DER)

Defined as: The end of the area declared suitable The end of the runway opposite the landing threshold.
for take-off (i.e. the end of the runway or, where
TERPS does NOT include a clearway, even if it is
a clearway is provided, the end of the clearway). Note! available at that airport.

Altitude crossing the DER

Assumes the aircraft will be at 5 meters (16 feet) Begins their Obstacle Clearance Surface (OCS) at the elevation of
when crossing the DER. This is where they will the DER.
begin their Obstacle Identification Surface (OIS).
previous revisions to TERPS required the aircraft
Note! to cross the DER at 35 feet and later at 15 feet.

Obstacle Identification Surface (OIS) DER Obstacle Clearance Surface (OCS)

2.5% climb from the DER point 152 feet per nautical mile (2.5% gradient) climb from the DER point

Expected Minimum Climb Gradient

3.3% gradient 200 feet per nautical mile (3.3% gradient)

Higher than standard climb requirement

Higher climb gradient to the Minimum Obstacle Higher climb gradient all the way up to published MEA
Clearance altitude, then reduced to standard
climb gradient to MEA

NOTES:

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Terminal Course Reversal Procedures
Airplane Category TERPS &
PANS OPS
Aircraft categories are based on speed,
A Less than 91 knots indicated airspeed (IAS)
not weight. ICAO defines aircraft category
based on the maximum certificated B 91 knots or more but less than 121 knots IAS
landing mass (weight). The Aircraft C 121 knots or more but less than 141 knots IAS
category does NOT change based on
D 141 knots or more but less than 166 knots IAS
current weight of the aircraft.
E 166 knots IAS or more.

Range of Max speeds Max speeds for missed approach

Range of final
PANS OPS Vat speeds for initial for visual
approach speeds Intermediate Final
approach maneuvering

A <91 90/150(110*) 70/10 100 100 110

B 91/120 120/180(140*) 85/130 135 130 150

C 121/140 160/240 115/160 180 160 240

D 141/165 185/250 130/185 205 185 265

E 166/210 185/250 155/230 240 230 275

Approach Segments
ICAO designates five separate segments for the
approach procedure: The aircraft can change to a different
• Arrival Note! category depending on the minimum
• Initial speed through the different segments of
• Intermediate the approach procedure.
• Final
• Missed Approach

Direct Entry to Base Turn

Approach:
• Enter into a course reversal (based on a direct entry
for a base turn):
○ Intercept the outbound leg +/- 30 degrees of
outbound track.
○ The entry sector can be extended beyond the 30
degrees to include the reciprocal of the final
approach track.
Base Turns
The Base Turn consists of a specified outbound track and
timing or DME distance from a facility, followed by a turn
to intercept the inbound track.

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80°/260° Procedure Turn Entry Into A Course Reversal Procedure

• A combination of a holding procedure and a course

• The 80/260 maneuver may be used in lieu of the
reversal.
45/180 unless specifically excluded.
• It consists of a straight leg with track guidance. • If not required to hold, coming in from Sector 1, you
may proceed as before into the course reversal
• This straight leg may be timed or limited by a radial
procedure.
or DME.
• Then 80° turn followed by 260° turn in the opposite • If you are in holding, leave the holding pattern, do the
direction to intercept the inbound track. course reversal, then proceed on the inbound track.

• If coming from Sector 2, you must enter holding prior

to the reversal procedure.

45°/180° Procedure Turn Racetrack Procedures

• Consists of a straight leg with track guidance. • Is used when aircraft arrive overhead the fix from
• This straight leg may be timed or limited by a radial various directions.
or DME. • Consists of a turn from the inbound track through
• A 45° turn followed by a straight leg without track 180° from over head of the facility or fix on to the out
guidance. bound track for 1, 2, or 3 minutes followed by 180°
turn in the same direction to return to the inbound
• This straight leg is timed for 1 minute if Cat A or B
track.
and 1 Minute 15 seconds for Cat C, D, and E.
• Then finished with a 180° turn to intercept the Note! Timing is on the outbound leg.
inbound track

• As an alternate to timing, the outbound leg may be

Timing for the outbound leg for PANS OPS
Note! limited by a DME distance or intersecting radial/
begins before the 45 degree turn outbound
bearing.

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Non-Precision Approach
Obstacle Clearance Area
Approach Type PANS-OPS TERPS
There are some critical differences
VOR 7.8 Splay 14.29 Splay
between PANS OPS and TERPS
NDB 10.3 Splay 14.29 Splay
Obstacle Clearance Areas. The PANS
LNAV RNP X 2 RNP x 2
OPS area is much smaller than the Localizer
Taper Taper
TERPS area, so it is imperative that Performance (LP)

you fly the procedure accurately.

Circling Approach Obstacle

Clearance Area
PANS OPS circles at a higher altitude
for their circling procedures which
results in a larger protected area for
obstacles than TERPS. The speeds are
also slightly higher for PANS OPS
procedures.

NOTES:

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Long Range Navigation Systems
SOP Recommendations:
Ground cross-checks Airborne cross-checks

□ Information loaded by one pilot. □ Ensure route in LRNS is the same as the clearance.

□ Cross-checked by second pilot; work from FMS to □ Position cross-checks while in Class I airspace.
Flight Plan □ Record position accuracy check before entering
□ Use of distance and track tables and cross-checks. Oceanic and Remote Continental airspace.

□ Cross-check expanded coordinates in the ○ INS aircraft - update system as needed.

database. ○ Consider update if position is more than 2 NM
off before entering Oceanic and Remote
□ Use a standard symbology for marking the
Continental airspace.
Computer Flight Plan to indicate loading and
cross-checks. □ Cross-check waypoints prior to each waypoint.

□ Independently copy down clearances while wearing □ Beware of complacency.

headsets.

□ Proper FMS loading requires independent

verification by both pilots.

○ one pilots loads FMS from Flt Plan (paper), then

checks that data (paper to glass)
○ the other independently verifies entries from the
FMS (glass) back to the current flight plan (glass
to paper).
○ Each must check waypoint names and
coordinates, courses, and distances.
Differences of 2 NM or more in distance
Note! or 2 degrees or more in course should be
investigated for possible waypoint errors.

Plotting and Checking

Plotting Requirements What is the purpose of a plotting chart?
Aviation Authorities throughout the world strongly A plotting chart is used to track aircraft position throughout
recommend the use of a plotting chart to track aircraft a flight in the event of a contingency procedure, such as the
position in remote airspace areas such as oceanic airspace. loss of navigation systems and to prevent Gross Navigational
Oceanic checklists developed by ICAO also strongly Errors (GNEs).
recommend the use of a plotting chart.

The FAA strongly recommends plotting in special conditions such as reduced lateral and vertical standards, high
density traffic, proximity, or potentially hostile border areas.

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What should be on a plotting chart? • Tracks or routes that are in close proximity to
The plotting chart MUST include at a minimum: planned routing.
• The route of the currently effective ATC clearance. • Alternate or divert airport information.
Note that this may or may not be the same as the
flight plan.

• Clearly depicted waypoints using standardized

symbology. Note that each company may have their
own standardized symbology.

• Ten minute (two degree) plotted positions after

passing each waypoint including coordinates and
time.

Note: Recommended to use 5 minutes or one degree

plots due to reduction in GNE definition. Techniques for marking the Master Document or computer
flight plan:
• Number the waypoints if applicable.

• Graphic depictions of all Equal Time Points (ETPs). • After the first pilot has loaded and checked, circle
next to the waypoint.
○ ETPs may be plotted showing only the single most
critical ETP if all ETPs for each pair of diversionary • Check mark next to waypoint after second pilot
airports fall within 100 NM. cross-checks.

• Slash Next+1 waypoint when rechecked five minutes

Recommended items to include on a plotting chart: prior to waypoint.
• Time, coordinates, fuel status, altimeter readings at • “X” out the waypoint number as the aircraft passes
each waypoint. that waypoint.

Waypoint Loading and Cross-Check Procedures

The process of loading a flight plan into the LRNS is critical. Carefully thought out Standard Operating Procedures will help
with this process and prevent errors. Pilots must be aware of the waypoint naming and coding methods used in their LRNS.

ARINC 424 Coding Standards

Waypoint naming conventions provide for a
five character limit to a waypoint name.
N E
For example, north western quadrant: N5000.0 W14000.0 N5000.0 W04000.0 N5000.0 E04000.0 N5000.0 E14000.0
• A waypoint at 50N and 040W would be 50N40 5040N 5040E 50E40
coded as 5040N, the letter being assigned
N5030.0 W04000.0
by the quadrant.
N5040
○ At 50N and 040E, the letter E would be H5040*
H5040
assigned, making it 5040E.
• A waypoint at 50N and 140W would
S5000.0 W14000.0 S5000.0 W04000.0 S5000.0 E04000.0 S5000.0 E14000.0
exceed the 5 characters.
50W40 5040W 5040S 50S40
○ In this case, the letter N moves to the
middle to indicate that the longitude is
100 degrees or more, creating the
W S
waypoint 50N40.
○ On the northeastern quadrant, this point
at 50N 140E would then be 50E60.

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ARINC 424 Half Latitude Format
Preparing for Performance-Based Communication and Be very careful of where the letter is placed.
Surveillance (PBCS) in the North Atlantic, ARINC devised In the first half of 2014, 50 GNE occurred
a method to designate half degree latitude waypoints. primarily because the operator inserted
Note! N5040 instead of 5040N. Because of the
A waypoint depicting a ½ degree latitude in the North number of errors, the ARINC 424 standard
Atlantic would use N5040 as the FMS entry. for half degree latitude waypoints has been
removed from most databases.

A waypoint depicting a ½ degree latitude in the North Atlantic would use N5040 as the FMS entry.
• There are FMS databases which are adhering to the ARINC 424 format.
• Both ICAO in NAT OPS Bulletin 2015-003 Rev.1 and the FAA in the International NOTAMs
ARINC 424 Half strongly recommend full latitude/longitude entry as the most desirable method for safety of
Latitude Format operations.
Be very cautious; transposing the location
Note! of the “N” can easily set up a GNE!

Jeppesen has implemented an alternative solution– a leading “H” in the code indicates the half
degree waypoints.
• If an operator utilizes Jeppesen as a FMS database provider, they will most likely find the “H”
waypoints in their FMS.
• While this is not a bad solution, it DOES NOT conform to the ARINC 424 Standard.
Limitations • The database utilized by some flight planning providers may NOT be supplied by the same
source as the FMS database; some providers ARE utilizing databases which still conform to
the ARINC424 Standard.
• If attempting to load an ARINC 424 formatted data-link flight plan into an FMS with database
that does not have the ARINC 424 compliant waypoints, it may create discontinuities or other
anomalous waypoints.

FAA and ICAO recommend putting the full 13 digit waypoint into to LRN, i.e “N5530.0W02000.0”.
• The coordinates are typically not depicted when the waypoint is entered at the line select
key.
Latitude/ • Once the coordinates are loaded into the system, the waypoint may be labeled as “LL01” for
Longitude Entry “Latitude/Longitude 01.” Successive waypoints are labeled as “LL02,” etc. Specific
nomenclature varies between LRNS systems.
• To review the waypoint, utilize either the waypoint review function or line-select to the
scratchpad, depending on the system.

Cross-Check Methods coordinates in your LRNS. Cross-checking the accuracy

• Cross-check waypoints in the full coordinate view, should catch any errors in the database itself. These are
especially on overwater flights. simple checks that take five minutes, spend the time to do
• Cross-check leg distances between the computer them. Complacency leads to violations, or worse!
flight plan and the LRNS.
Total Distance Check: The FAA also suggests utilizing a
○ If there is more than a 1 or 2 NM difference, check
the coordinates. total distance check – checking the total distance of the
• Cross-check courses between waypoints. loaded flight plan against the total distance on the CFP.
While this is a valid check, the hazard in this check is that
○ If there is more than 1 or 2 degrees difference,
only very large errors are likely to be trapped by this check.
check the coordinates.
Crew MUST still check the individual zone courses,
Cross-Check Accuracy distances, and coordinates to ensure proper loading of the
Avoid a GNE by cross-checking the accuracy of your route.

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 Plotting Procedures
An Equal Time Point (ETP) is a point along the flight path Plotting Equal Time Point Adjustments
where the time to continue to the first suitable airport is If there are no off route alternate airports on the route (for
the same as the time to turn around and go back to the example - west coast to Hawaii), ETPs should remain
last suitable airport. relatively close to the original flight plan as long as the route
• Note that they are not times from departure airport does not change by over 50 NM.
to destination airport; rather they are based on the
selected diversion airports. Adjustments if there is an off route alternate airport with
ETPs already calculated.
• At least three ETPs for various purposes are
• If the route moved closer to the off route alternate
calculated:
airport, the ETPs will change to provide a longer time
○ Medical (All engines working normally) where the off route alternate would be the best
○ Engine Failure choice.
○ Pressurization Failure • If the route moved further from the off route alternate
• Possible off route divert options. airport, the ETPs will change to provide a shorter
time where that off route alternate would be the best
○ Same three options will be calculated in this case. option, ultimately to a point where it would not be an
May give you nine or more ETPs. option at all.

Example: On a flight between Teterboro and Copenhagen, the • Can adjust based on the following technique:
original flight planned route and ETPs have been plotted on a chart.
○ On the plotting chart, draw a straight line between the last available
However, ATC gives a re-route, moving our flight path one degree
airport (Gander) to the off route alternate airport (Keflavik), then
further south. How will that affect our ETPs?
draw another straight line between the off route alternate (Keflavik)
to the first available airport on the other side of the ocean (Shannon).
• The ETP for the direct flight across the North Atlantic will stay
very close to the same longitude, so our standard way of ○ Next, from the first Gander to Keflavik ETP, draw a line perpendicular
plotting the line along the longitude (direct north and south) to the course line going from Gander to Keflavik and intersecting

will work relatively close to what we need. the original flight path at the ETP.
○ Where this line intersects the re-routed course line is the new
• The ETPs for the off route alternate will change based on the
Gander to Keflavik ETP.
movement of the cleared routing.
○ Follow the same method for the Keflavik to Shannon ETP (using
• Can ask flight planning service to recalculate them – but that the course line from Keflavik to Shannon).
may not be an option.
○ While this method is not totally precise, it will certainly be very close.

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Plotting Techniques
There are many techniques for plotting during a flight in 1. Ensure plotting is accurate
remote airspace. There is NOT one correct method. 2. Plot all ETPs
Companies and crews must determine what works best for • Plot using the longitude as the measured line, and
their operation; setting Standard Operating Procedures for then make sure the latitude looks logical and correct.
how plotting is to be done is recommended.
• Plot the most critical ETPs (i.e., which one(s) will be
the first and/or the last one on the route).

Plotting Technique Example:

At each waypoint, note the At ten minutes past each

following and document waypoint, plot the position Two degree plotting option:
them on the chart: and note the following:

• Time (in UTC or Zulu time); • Time (in UTC or Zulu • On an east to west routing, instead
time); of using ten minutes of time, use
• Coordinates;
two degrees of longitude.
• Coordinates.
• Altitude;
• When traveling between 040 west
• Altimeter Readings, primary and and 030 west longitudes note the
secondary; time passing 038 west on your
chart and plot the position.
• Fuel (total quantity left, quantity
above or below planned, etc.); • Only need to measure one direction
(you are on the longitude line).
• Winds at altitude;
• Usually within a minute to a minute
• Any information necessary to
and an half of the 10 minute rule.
recreate where the aircraft was
during the flight.

Electronic Plotting
Approval is needed for electronic plotting. The position of
the aircraft is tracked with a GPS signal through the use of Note: Since GNE’s are now defined as being 10 NM or
a tablet or similar electronic device. The information must more off course, we recommend that a 5 minute or one
degree of longitude check be done also. This could
be able to be stored electronically for a required period of
catch the error before it becomes a GNE.
time; the length of time varies by country (generally up to
six months).

Advantages Disadvantages

• Electronic GPS plots are more accurate than manual • Input errors may or may not be caught.
plotting. • Relies on the accuracy of the information put into
• Extra charts and equipment for plotting are not the system.
required. • Is there a backup plan if power is lost (electronic
• Less paper to store for the required time. systems)?

There are many methods to choose from. Whether using manual plotting or electronic tracking, ensure compliance
with the requirements of your aviation authorities.

CAUTION: Regardless of the method used (manual or electronic), cross-checking position is a critical part of remote
airspace operations. Find ways to track your position throughout the flight.

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 Client Guide
International Procedures
Aviation Meteorology

Global Air Circulation

Idealized Circulation
• Solar radiation heats the earth’s surface more strongly
at the equator than the poles.

• The heated surface results in uplift in the equatorial

region.

• Pressure decreases LESS rapidly with altitude in

warm air than cool air.

• This establishes a latitudinal pressure gradient that

forces air aloft towards the poles.

• The air cools and becomes denser as it moves

towards the poles, eventually reaching a point where
is subsides back to the surface, then returns toward
the equator.

• Surface flow is from a high pressure (subsiding air) to

a low pressure area (uplift) at the equatorial region.

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Global Pressure Distribution The jet streams “drive” or influence the movement of the
high and low pressure areas.
Heat affects pressure. Due to the tilt of the earth’s axis,
the area of maximum insolation shifts as the earth orbits Main jet streams:
the sun. • The poleward outflow of air from a Hadley cell
Seasonal climatological pressure patterns: produces a significant westerly stream over the
subtropics at about the 200mb (39,000’) level. This
• In January, the equatorial low pressure belt is is known as the sub-tropical jet (STJ).
centered between 10-20ºS.
• The STJ extends almost continuously around the
• In July, the equatorial low pressure belt is centered globe, except in Asia during the summer.
near the geographic equator.
• Because the STJ arises from the Hadley cell, the
Coriolis Force location/position of the STJ only varies slightly with
the season (Equator to about 30° N or S).
Coriolis Force is an apparent force arising from the
Earth’s rotation. The second main stream is associated with the polar
front and is called the “Polar jet”.
Due to this force, the movement of air toward the poles
will generally be deflected towards the east. • This westerly stream is a result of the steep
temperature gradient where polar air and tropical air
Accordingly, due to the motion of air within the cells at
interact.
the lower levels, winds assume a directional pattern in
latitudinal bands. Aside from the main jet streams (discussed above), there
are other jet streams. One influential stream can be
Global Winds found in the equatorial region called the Tropical Easterly
Trade Winds Jet (also sometimes referred to as the Equatorial Jet).

• Tropical air found over the vast oceanic regions does • Unlike the “main” jet streams (Subtropical and Polar)
not normally possess a deep moisture layer because this stream has an easterly component and the
there is usually an inversion above the surface, known intensity of the wind speed and its location will
as the trade wind inversion. depend on the seasonal heating around 10° N or S.
This easterly component reaches its peak in July
• Below the inversion, moist air is trapped. Above the
over India at about the 100mb (53,000’) level BUT, at
inversion, the atmosphere is dry and cloudless.
the 200mb level, wind speed average is about 40
• In general, the trade winds blow from ENE (northern kts.
hemisphere) and ESE (southern hemisphere).
The Tropical Easterly Jet can be typically found at about
• The trade winds tend to converge in equatorial low the 100mb level, the Subtropical jet stream at about
pressure regions or zones. 200mb and the Polar at about 250-300mb levels.
• The zones where they converge is referred to as NOTES:
the Inter Tropical Convergence Zone (ITCZ).

• Within the trade winds, there are also areas that are
marked by low, light, variable winds. These are
known as the doldrum zones.

Jet Streams
Jet streams are created by strong temperature gradients
– such as are found at the junction of the circulatory
cells (and their associated surface fronts).

The jet core is often found just below the tropopause level.

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Inter Tropical Convergence Zone
Where the trade winds converge in the equatorial low Due to the vertical motion of the air in this region it’s known
pressure areas is known as the Inter-Tropical for producing extensive areas of intense, deep convection.
Convergence Zone (ITCZ). The convergence of the low
level winds and the vertical segment of the Hadley Cell There is evidence that some cumulonimbus clouds over
energize the ITCZ. In this region, the winds tend to be oceanic areas may not produce lightning. Additionally,
light and variable. maritime convection tends to have lower radar
reflectivity aloft, thus it may be difficult to distinguish
The position of the ITCZ varies with the seasons - It using airborne radar. Nonetheless, these areas of
correlates to the position of the thermal equator - the convection may contain the hazards associated with
belt of maximum temperatures encircling the earth. traditional thunderstorms, including severe or extreme
Since water has a higher heat capacity than land, the turbulence, severe icing, and hail. The weather system
ITCZ moves pole-ward more prominently over land than which contributed to the Air France 447 accident was
over water, additionally due to the greater landmass area such a system.
of the Northern Hemisphere than over the Southern
Hemisphere it migrates further north of the Equator than During the daytime it may be possible to avoid
south. convective activity visually; at night the absence of
lightning and the indistinct radar signature can make
• For example, during July and August, the ITCZ is
avoidance challenging. EVS/EFVS may not be able to
between 5 and 15 degrees north of the Equator, but
effectively detect the buildups depending on
further north over the land masses of Africa and
atmospheric conditions and system limitations.
Asia.

• In January, the ITCZ generally sits no further south

than the Equator, but extends significantly further
south over South America, Southern Africa, the
South Pacific, and the seas near Australia.

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 conversely larger amplitude waves are associated with
stronger, slower moving systems.

Blocking Patterns
Blocking patterns in the Rossby waves can cause
stagnant weather patterns for extended periods of time.
Two common examples are Rex and Omega blocks:
Global Waves Rex Block:
Due to the nature of rotating fluid mechanics, rather than
• A pattern where a high pressure area is located
maintaining a uniform boundary, the front will distort into
immediately north of a low pressure area. Air flows
a wave pattern. When this happens, there may be
around the high clockwise, then around the low
large-scale air movements towards the poles in some
counter clockwise. The overall flow is essentially
parts of the hemisphere but with an opposite or
north to south. This typically results in very little
compensating flow towards the equatorial regions. This
motion for 6-8 days, and accordingly stagnant
results in warm air from the equatorial regions migrating
weather features.
poleward while polar air moves toward the equator.
• The southern portion of the block is often subject to
persistent precipitation which can result in flooding.
These large-scale movements of air are known as long The northern portion may experience short-term
waves or Rossby waves and are typically found in the drought.
mid and high troposphere at the mid-latitudes (to be
• The west coast of North America or Western Europe
discussed later in global waves). There are typically 3-6
are favored locations for development of Rex
oscillations of these waves around the globe at any time.
Blocks.

As this motion occurs Coriolis force again acts on the air

masses, deflecting their motion. This deflection creates
the rotation we associate with surface pressure
systems. The development and motion of these waves
is also affected by topography (mountain ranges) as well
as interactions with heat sources such as warm ocean
currents or heated land masses. Omega Block:

• This is when a ridge blocks the movement of low

These waves in turn affect the overall circulation pattern, pressure systems, it is named for its similarity in
and the location of the boundaries between the cells. appearance to the capital Greek letter “Ω”.
Upper atmospheric phenomenon, such as the jet • The high pressure ridge in the center of the omega
stream, follow these waves. This in turn affects the prevents the movement of the low pressure areas.
formation and movement of synoptic scale phenomena Weather under the high pressure is fair, while clouds
as well as smaller scale weather events; for example, the and rain are common under the troughs.
formation and motion of surface fronts and pressure
• Omega Blocks may persist for up to two weeks.
systems. The amplitude of these waves strongly
influences the speed at which phenomena move across
geographic areas.

The amplitude of these waves also impacts the speed

with which systems move. Small amplitude waves are
associated with weaker, faster moving systems while

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Global Oceanic Currents
As the majority of the Earth is composed of water, the oceans and their capabilities to transfer heat into the atmosphere
also contribute to global atmospheric temperatures/pressures.

World Map of Köppen-Geiger Climate Classification

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5
MAJOR CLIMATIC GROUPS
As established by the KOPPEN system, there are 5 major climate types/groups.

Each group is further subdivided/classified into different zones due to the influence of temperature,
moisture, geography and vegetation resulting in eight main climatic zones with each zone having
certain characteristics that affect flight operations. Note: in parenthesis is the “type” the zone is
classified in and it’s major characteristic.

Tropical (Type A) Dry (Type B)

• Equatorial Zone (Tropical, Moist, rainforest) Arid Subtropical (Dry, Desert)
• Savannah Zone (Tropical, Moist and/or dry,
savannah)

Continental (Type D)
Boreal Zone (Subarctic)
Temperate/Mesothermal (Type C)
• Warm Temperate (Humid subtropical, Mediterranean
and Marine West Coast)
• Cool Temperature (Humid Continental)

Polar (Type E/H)

Polar and Tundra (Polar, Moist and/or Dry)
NOTES:

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 Zone (Type) Characteristics
• Extends about 10° on either side of the equator
• Temperature & humidity are high

Equatorial • Winds are usually light

(Tropical, moist, • No true dry season
rainforest) • Rainfall averages peak & wane depending on the position of the sun
• Precipitation is mainly in the form of showers, thunderstorms and large cumulus clouds
are common
• Annual rainfall is dependent on topography
• From about 10° - 25° N and S

Savannah • Marked variation between wet and dry seasons

(Tropical, moist and/or • Close to the equator, there are 2 wet seasons
dry, savannah) • Farther from the equator, it merges into a single wet season
• Trade winds bring tropical maritime air masses resulting in heavy rainfall and high
temperatures
• About 25° - 30° N and S
• Includes the hot deserts of the world
Arid Subtropical • Sahara, Kalahari, Sonoran, Atacama and Australian deserts
(Dry, desert)
• Normally cloudless and very hot in the summer
• Large temperature variances between day and night
• Trade winds are dominant and consistent
• Extends about 30° to 45º N and S
Warm Temperate • Temperate climate with
(Humid subtropical,
• Wet, cool winters and
Mediterranean and
marine west coast) • Hot, dry summers (i.e. Florida, Mediterranean sea, Eastern Australia )
• Cyclonic storms and heavy rains in the winter
• Extends from 35º - 50ºN
• No dry season
Cool Temperature
• Winters are cold
(humid continental)
• Gales are frequent
• Produces the typical weather found in England
• A unique zone in the northern hemisphere
• Restricted to land masses
Boreal (subartic)
• It covers the northern parts of North America, Scandinavia, and Russia
• Wide annual temperature range due to landmass features
• Hot summers; very cold winters
• About 60º latitude where polar maritime air meets polar continental air masses
• Humid, very cold, no warm season and no summer
Polar and Tundra
• The higher the latitude, the more extreme the seasonal effects due to the extended
(Polar, moist or dry)
daylight and darkness depending on the season
• Farther away from the equator, precipitation is in the form of snow or snow grains

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 REGIONAL WEATHER
Factors to consider with regard to weather planning for • Wind and height of the jet stream
each region are:
• Height of the Tropopause
• General geography of the area
• Height of the freezing level
• Climatic zone
• Visibility
• Pressure systems
• Any Special weather phenomena
• Cloud and Precipitation

There are Regional Specialized Meteorological Centers (RSMC) that are responsible for the distribution of information,
advisories and warnings regarding the specific programs or weather that region is a part of, including specific centers that
track and name cyclonic activity:

Identifies Storm
Ocean RSMC & Web Address
As
Atlantic Ocean & U.S. National Hurricane Center (in Miami)
Hurricanes
Eastern Pacific http://www.nhc.noaa.gov/index.shtml
U.S. Central Pacific Hurricane Center (Honolulu)
Central Pacific Hurricanes
http://www.prh.noaa.gov/hnl/cphc/
Japan Meteorological Agency (Tokyo)
Western Pacific Typhoons
http://www.jma.go.jp/en/typh/
India Meteorological Department (New Delhi)
North Indian Ocean Cyclones
http://www.imd.gov.in
South Atlantic & Meteo France (La Reunion)
Cyclones
South Indian Ocean http://www.meteofrance.re/cyclone/activite-cyclonique-en-cours
Australian Bureau of Meteorology (Perth)
http://www.bom.gov.au/weather/cyclone/
Southern Pacific Cyclones
Meteorological Service of New Zealand (Wellington)
http://www.metservice.co.nz/forecasts/severe_weather.asp
Fiji Meteorological Centre (NADI) referring to activities as typhoons
South-West Pacific Typhoons
http://www.met.gov.fj/current_warnings.php

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North Atlantic
• Generally unsettled weather with thick cumulus cloud and rain and sudden changes of
wind, weather, temperature and freezing level.
• Because the area is typically invaded by tropical maritime air, cooling from below causes
extensive low stratus and drizzle in the mid latitudes.
Approximately • Two large pressure systems dominate this area: the Icelandic Low and the Azores High.
30ºN – 60ºN • Another pressure system, the North American High, also affects the western part of the
region during winter months only.
• The Siberian High occasionaly affects the eastern part of the region during winter,
bringing severe wintry weather to the U.K.
• Upper winds have an average 50kt westerly component at the 30,000 ft level.

• The Siberian High and Icelandic Low influence this region.

• Average temperature:
○ Winter -30ºC to -50ºC / Summer -7ºC to 10ºC
North of 60ºN • Altimeter errors are magnified when temperatures are colder than ISA.
(Arctic)
• Thunderstorms are rare.
• Cloud tops over 18,000 ft during summer are common.
• Radio blackouts are common during the Aurora Borealis phenomena due to geo-
magnetic storms.

Pacific
Weather conditions in the North Pacific Ocean have many
similarities to the weather over the North Atlantic as both
areas are affected by moving low pressure systems along
the polar front and, both areas have land masses around
the ocean that affect the movement of the low pressure
systems.
The main differences between North Pacific vs. North
Atlantic are:

• A greater temperature spread in the Pacific, results

Ring of Fire
in larger High and Low pressure systems.
• A large number of volcanic eruptions occur in the
• Winds aloft are stronger in the Pacific, particularly
Pacific – it holds approximately one third of the
when the polar jet combines with the STJ.
world’s active volcanos.
• There is a pronounced monsoon climatology on the
• Volcanic ash creates numerous hazards to aircraft.
western side of the Pacific.
• There is a high frequency of tropical cyclones • Ash clouds can extend to the upper altitudes and
(typhoons) in the Pacific. cover wide geographical areas.

• NOTAMs issued by official aviation meteorological

authorities will detail volcanic ash events.

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Selected Destinations – North Atlantic
Ireland (Shannon)
• Due to its location more inland, Shannon has a
marine west coast climate that is mild, no dry
season, and warm summers.

• Average mean temperature is 10ºC/50ºF

• Heavy precipitation (rain) can occur during winter

due to the mid-latitude cyclones. Total annual
average is 36”.

• Generally good flying weather with rare occurrences • Nevertheless, fog and very low cloud bases can be
of ground fog during spring (early mornings). expected in any season due to its location.
Greenland (Narsarsuaq) • Winter – snowstorms are frequent.
• The airport is located at the head of a fjord and the ○ During winter and with westerly winds, drifting snow
winds are generally aligned with the fjord (either SW is a further hazard.
or NE).
○ From October to April, gale storms are frequent.
• Winter – the winds are usually NE and can be strong, Newfoundland and Labrador (Stephenville)
over 20kts and even gale force; High winds can be
close to the airport. • Humid, continental climate, with warm summers and
no dry season.
• Spring – with the high pressure over the ice caps,
winds will be NE which usually complicates • Median cloud coverage (mostly cloudy).
departures as the preferred runway is to the SW (due • Precipitation types ranging from light to moderate,
to the fjord). are snow (cold season) and rain (warm season).
• Summer – the air mass is stable but, low stratus Majority of the precipitation intensity is “Light”.
from the sea can occur (and close to the airport). • Winds from the S and SW tend to produce better
Iceland (Keflavik) aviation weather during the cold season.

• The airport is exposed to Atlantic depressions from New Brunswick (St. John)
the sea side (SW to NW in general direction). • Severe winters, no dry season, warm and humid
• The main problems are low clouds during frontal summer.
passage and, precipitation of rain and drizzle with • Average temperature is 5ºC/41ºF.
snow during winter.
• Average cloud covering throughout the year is
• Winter – drifting snow is an added hazard. overcast (57% of the time).
• Squall gales can affect the airport throughout the • Heavy snowfall (avg. 7”) and rain can occur during
year. winter.
Labrador (Goose) • Predominant winds are NW and SW averaging
• Worst conditions can be expected in winter with E or 15knots.
NE winds when snowstorms can lower the cloud Azores
base, most times close to the ground.
• The airport lies in a permanent high-pressure zone
• Summer – however infrequent, an easterly wind from and is influenced by the NE trade winds.
the Davis straits can lower the cloud base to about
• Summer – better flying weather.
300’.
• Winter & Spring – weather is stormy and wet.
Newfoundland (Gander)
• A further hazard during winter is wind effects at the
• The airport can experience advective fog from the
airport due to topography.
sea in easterly winds, particularly during spring.
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 MONSOONS
• Traditionally referring to a climate that has a • It is helpful to think of the systems not only by region,
seasonal shift of prevailing winds between winter but by whether they are north or south of the equator.
and summer; it increasingly refers to regions with a • The northern systems generally have a wet season
demarcation between dry and wet seasons. from approximately May-October
• The fundamental driver of all the monsoon systems • The southern systems generally have a wet season
is solar heating of the land during the spring season from approximately November-March
that helps to establish a land-sea temperature
difference.

Asian-Australian Monsoon Systems African Monsoons:

Four systems inter-relate and interact but are regarded as West African SW Monsoon
separate monsoon systems
June to September
Indian Monsoon (IND)
The ITCZ meeting hot, dry northerly winds often produces
The Indian sub-continent’s climate is heavily affected by thunderstorms and torrential rain near central Africa.
monsoons.
East African Monsoon
• June-October: SW Monsoon, wet season
Unusual in that both of main monsoon seasons are dry.
• December – February: NE Monsoon, cool season
• January – March: North monsoon, dry season
• March – June: Inter Monsoon, hot season
• June – September: South monsoon, dry season
East Asia Monsoon
• April – May & October – November: Wet
• July - October (SE Monsoon) transitional seasons

• November – March (NW Monsoon) American Monsoons:

Western North Pacific Monsoon Not traditional monsoons, as there is not a complete
Primarily over the Pacific Ocean – Philippines, Guam, Wake reversal of the winds (due in part to orographic features
Island Region. – the Rocky & Andes mountains)

• June – September: SW Monsoonal flow; monsoon North American Monsoon:

trough lies east of the Philippines • July – September: Wet season
• November – May: NE trade winds dominate. South American Monsoon:
Australian Monsoon • November – March: Wet season
• November – March: NW Monsoon

• April – October: SE Monsoon

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METEOROLOGICAL INFORMATION SOURCES
ICAO Annex 6 – Operation of Aircraft FAR 91.103 Preflight Actions

2.2.3.3 Flight planning Each pilot in command shall, before beginning a

flight, become familiar with all available information
Before commencing a flight the pilot-in-command
concerning that flight. This information must
shall be familiar with all available meteorological
include:
information appropriate to the intended flight.
Preparation for a flight away from the vicinity of the • For a flight under IFR or a flight not in the
place of departure, and for every flight under the vicinity of an airport, weather reports and
instrument flight rules, shall include: forecasts, fuel requirements, alternatives
available if the planned flight cannot be
• a study of available current weather reports
completed, and any known traffic delays of
and forecasts; and
which the pilot in command has been advised
• the planning of an alternative course of action by ATC.
to provide for the eventuality that the flight
cannot be completed as planned, because of
weather conditions.

NOAA PRODUCTS
• The Aviation Weather Center’s Flight Folder Offers many products for international operations:
• High SIGWX: FL250-FL630; Issued 4 times daily: 0800, 1400, 2000, 0200 UTC.
• Satellite imagery: Provides direct observation of cloud cover.
• Winds & Temperatures: Issued 4 times daily at approximately: 0000, 0600, 1200, 1800 UTC.
• Winds Aloft Chart: Provides wind direction, velocity, and temperature at a given altitude.
• Forecasts extend out to 36 hours.
• Constant Pressure Forecast Chart:
• Depicts the height above sea level of a given pressure level.
• Depicts pressure systems, pressure gradients and wind velocities.
• Offers a number of different models – GFS is a good general model to utilize.
• Has several different products available, the most useful for most aviators will be the 200mb, 250mb, and
300mb winds & heights charts (roughly equivalent to FL390, FL 350, FL 300 respectively).
• Note that while this is a NWS produce, it is not located at AWC – the address is:
• http://mag.ncep.noaa.gov/model-guidance-model-area.php

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 VOLCANIC ASH ADVISORY CENTERS (VAAC)
Volcanic Ash Advisory Centers (VAAC) are responsible for disseminating information
on atmospheric volcanic ash clouds.

Washington ICAO recommended Aviation Color Codes

http://www.ssd.noaa.gov/VAAC/washington.html
Washington Products Page
http://www.ssd.noaa.gov/VAAC/text_index.html
Anchorage
http://vaac.arh.noaa.gov/
London
http://www.metoffice.gov.uk/aviation/vaac/
Paris
http://www.meteo.fr/vaac/evaa.html
Montreal
http://weather.gc.ca/eer/vaac/index_e.html
Darwin
http://www.bom.gov.au/info/vaac/
Wellington
http://vaac.metservice.com/
Tokyo
http://ds.data.jma.go.jp/svd/vaac/data/index.html
Buenos Aires
http://www.smn.gov.ar/vaac/buenosaires/inicio.
php?lang=en

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Space Weather Prediction Center WeatherSpark
https://www.swpc.noaa.gov/ https://weatherspark.com/
• Provides information about solar storms. • Provides basic climatological data for many
locations throughout the world.
• At very high altitudes and/or latitudes crews and
passengers are inherently subject to higher levels • This information can give a very basic overview of
of radiation exposure, the presence of solar storms the general conditions for a location.
can raise this to an unacceptably high level.
• This can be helpful for long term planning.
• The website also features a key explaining the
• Can draw a very rough inference of the probability of
implications of the different levels reported and
possible IMC conditions and types of precipitation
forecast.
from the temperature and rainfall data.

OGIMET www.theweatherprediction.com/
https://www.ogimet.com • A very good resource when trying to find
• Provides a number of products for locations around explanations of various meteorological terms,
world. concepts, and phenomena.
• Not an approved source of data unlike the other
resources previously listed, but it provides general
information which can be utilized to help develop a
more complete picture of the synoptic situation in
regions where data may be sparse.

NOTES:

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NOAA Space Weather Scales
The NOAA Space Weather Scales were introduced as a way to communicate to the general public the current
and future space weather conditions and their possible effects on people and systems. Many of the SWPC
products describe the space environment, but few have described the effects that can be experienced as the
result of environmental disturbances. These scales are useful to users of our products and those who are
interested in space weather effects. The scales describe the environmental disturbances for three event
types: geomagnetic storms, solar radiation storms, and radio blackouts. The scales have numbered levels,
analogous to hurricanes, tornadoes, and earthquakes that convey severity. They list possible effects at each
level. They also show how often such events happen, and give a measure of the intensity of the physical causes.

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NOTES:

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 OCEANIC &
INTERNATIONAL
Client Guide
International
QUICK REFERENCE Procedures EXPANDED
HANDBOOK
Communication, Navigation, and Surveillance

NOTE: The Oceanic and International Quick Reference Handbook is adapted from the ICAO “Sample
Oceanic Checklist” published in NAT OPS Bulletin 2017-005. This this expanded guidance is likewise
adapted therefrom.

Operators should use an Oceanic Checklist as part of their Safety Management System. Operators without
an oceanic checklist are encouraged to use this sample and tailor it to their specific needs and approvals. This
checklist provides an orderly flow of tasks designed to assist in reducing oceanic errors.

The Oceanic Errors Safety Bulletin (OESB) and the North Atlantic Operations and Airspace Manual (NAT Doc
007) should be used together with this checklist. The OESB and NAT Doc 007 can be found in the “NAT
Documents” folder under the “EUR/NAT Documents” page at https://www.icao.int/EURNAT/Pages/welcome.aspx.

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INITIAL REVIEW
Review oceanic documents
○ Winds aloft and/or constant pressure charts - Note
Note: Operators are encouraged to develop a flight planning
enroute temperatures
checklist, specific to the aircraft/ fleet, to ensure they have
the necessary documents and information before departure. ○ Volcanic ash information
The FlightSafety International Trip Planning Form is a sample ○ Space weather information (if applicable)
of such a document. The checklist should include, but is ○ PIREPs
not limited to, the following: Crews must note enroute temperature and turbulence
forecasts as well as diversion/emergency airport weather,
• Computer flight plan – one copy designated at the volcanic activity, magnetic storms, and solar flares affecting
Master Document the route of flight.
• The document designated as the Master Document ○ Current track message (if applicable – req’d. all NAT
should be carefully checked for date, type aircraft, flights)
fuel load and performance requirements. Crews shall have a current track message even if filed for a
Crosschecks should also be done for routing and random route or filed above North Atlantic High Level
forecast groundspeeds. The Master Document Airspace. Reviewing the date, effective Zulu time and Track
should be carefully checked against the filed flight Message Identifier (TMI) ensures having a current track
plan to ensure the routing is in agreement with both message on board. The TMI is linked to the Julian Date.
documents. The enroute time on the Master Operators must also ensure that their flight planning and
Document should be compared against the distance operational control process notify crewmembers in a timely
to destination for a reasonable groundspeed. The manner of any amendments to the daily track message.
enroute time should also be compared against the Plotting adjacent tracks and/or crossing tracks whilst on a
total distance for a reasonable fuel load. random route can help situational awareness in case the
• Weather & NOTAMS (Including GPS NOTAMS) crew needs to execute a contingency procedure.
○ Departure, destination, destination alternate(s) ○ Plotting charts
○ ETP & ETOPS diversion airports & enroute weather ○ Verify valid times for observations and forecasts
○ HISIG weather chart - Note forecast areas of
turbulence & CBs Suggestion: Plot flight planned route on HISIG chart and
winds aloft chart(s) if not already depicted
○ Satellite imagery

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Review flight plan for: Plotting chart* – at a minimum plot the following:
• Correct aircraft type & registration number • Route from coast out to coast in
• Appropriate routing (including correct airports & • Adjacent Tracks
ETPs) • Equal Time Points (ETPs)
○ Compare CFP routing vs. ICAO FLP & track *Use of plotting procedures is recommended for any
message oceanic or remote continental operation. FAA inspector
There have been instances where the “FMS loading strip” guidance calls for plotting when distance between the
section does not match the filed ICAO flight plan. Also, if operational service volumes of ground based NAVAIDS
routing via a track ensure that the planned route matches exceeds 725NM (450NM for propeller driven aircraft).
the corresponding track on the current track message.
• Overflight & landing permit numbers – item 18: RMK/ A plotting/orientation chart of appropriate scale should be
used for oceanic operations. This includes using a plotting/
• Flight times
orientation chart for published oceanic routes and tracks.
• Total fuel, burn, and aircraft weights ICAO groups who review oceanic errors have determined
• Review flight plan CNS codes: that the routine use of a plotting/orientation chart is an
○ Verify codes in items 10 & 18 of the FPL excellent aid to reduce lateral errors. A chart can also serve
as a critical aid in case of partial or total navigation failure.
○ Known MEL for items that affect CNS or RVSM
It should be noted that the pilot should read from the chart
capabilities – ensure filed appropriately
back to the Master Document when verifying data. To read
from the Master Document to the chart has led to errors
Note: Items 10 and 18 of the ICAO Flight plan require
based on “seeing what we expect to see” (expectation
more detail to indicate the operator’s communication/
bias). Plot your currently effective route clearance from
navigation/surveillance capabilities and authorizations.
coast out to coast in. Be sure to update this whenever your
These additional codes are necessary to meet
route clearance changes.
performance based requirements and are noted in the
ICAO PANS ATM (Doc 4444).
ETPs should be computed for contingencies such as
medical divert, engine loss or rapid depressurization.
Review the ATS flight plan with emphasis on items 10A and
Performance with a simultaneous engine loss and rapid
B and Item 18. Ensure that the appropriate CNS and
depressurization should also be calculated. It is advisable
Performance-based Navigation codes are properly filed in
to note the ETPs on the plotting/orientation chart.
field 10 and 18 of the flight plan. Each aircraft’s MEL should
Crewmembers should review with each other the appropriate
be reviewed for system deferrals that may affect the CNS
diversion airport(s) when crossing ETPs. Pilot procedures
capabilities of the aircraft. The remarks and exceptions
should also include a manual method for computing ETPs.
column should provide the specific guidance for flight plan
Crews should not enter ETPs in the active route of the Long
filing. The operator’s manual system should be updated if
Range Navigation System (LRNS) as this could create
necessary to require flight plan amendments when CNS
spurious out-of- conformance alerts on ground-based
capabilities are changed during the preflight planning phase
monitoring systems, and could create confusion in the
prior to departure. The manual should contain procedures
event of a revised route clearance.
for flight plan amendments and cancellations as appropriate.
• RAIM Prediction Complete ETOPS(EDTO) analysis. Verify ETOPS alternates
During the pre−flight planning phase RAIM prediction meet the appropriate limitations (120, 180, etc.). Identify
must be performed . RAIM availability must be ETOPS entry and exit points. If not authorized for ETOPS
confirmed for the intended route of flight (route and operations, ensure diversionary airports are within the
time) using current GPS satellite information. In the maximum non-ETOPS time limit (180 minutes FAA Part 135).
event of a predicted, continuous loss of RAIM exceeding
the maximum for the applicable navigation specification,
the flight should be delayed, canceled, or re−routed
where RAIM requirements can be met.

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AIREP forms (if used) PREFLIGHT
Some operators utilize a form which organizes flight data Maintenance log
into the format required for manual position reporting. • Ensure appropriate equipment as required for
This is not necessarily recommended practice, as best operation
practice is to read position report information directly
Before entering a special area of operation, crews
from the LRNS.
should focus on any write-ups that affect
communication, navigation, surveillance, EDTO, or
Locate NAVAIDS aids for accuracy check prior to RVSM requirements. Any discrepancies noted in the
coast out maintenance log or during the walk- around may require
It is good practice to discuss in advance a primary and delays or rerouting. Two operational LRNSs are required
secondary ground based navigational aid that will be for most remote oceanic operations. A single FMS
used to verify the accuracy of the LRNS. This planning receiving inputs from two navigation sensors is not
may help to identify intended navigation aids that are considered to be two LRNSs.
limited or NOTAMed unusable and is helpful when
departing airports close to oceanic airspace. Examples
Master clock
include Shannon (EINN), Lisbon (LPPT), Boston (KBOS),
• Use for all ETAs & ATAs
etc.
It is a requirement to have a master clock on board
synchronized to UTC or GPS. This time source, which is
Landing rights/Overflight & Customs permissions typically the Flight Management System (FMS), must be
obtained used for all ETAs and ATAs. The use of multiple time
Ensure appropriate permits are obtained and onboard. sources on the aircraft has led to inconsistencies in
reporting times to ATC and resulted in a loss of
APIS notifications sent (if applicable) longitudinal separation.

Ensure appropriate APIS notifications have been sent.

Ensure any required corrections have been sent. Confirm Present Position coordinates
• Both pilots independently confirm

Charts/EFBs updated • Record on Master Document

Ensure all charts are current and EFBs are updated to Both pilots should independently verify the Present
current data. Position coordinates using either published ramp
coordinates or determine position from the airfield
Chart & Database change notices reviewed diagram. They should not rely solely on the Present
Review for any recent changes. Position when the LRNS was shut down from the
previous flight. A master source such as an enroute
chart should also be used to confirm accuracy of
coordinates at the oceanic boundaries. Record
initialization location on Master Document.

RVSM
Required equipment includes two primary independent
altimetry sources, one altitude alert system and one
automatic altitude control system. In most cases a
functioning transponder that can be linked to the primary
altimetry source is also required. Crews should note any
issues that can affect accurate altimetry.

• Primary altimeter checks

○ ±75 ft known field elevation (or AFM limitation)

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 ○ ±AFM tolerance between primary altimeters ○ Company ops manual
○ European Operators ±75 ft ○ SMS manual
Before taxi, crews should set their altimeters to the ○ NAT Doc 007
airport QNH. Both primary altimeters must agree within ○ Slot times / facilities licenses / landing
± 75 feet of field elevation. The two primary altimeters authorizations
must also agree within the limits noted in the aircraft
• Charts & airway manuals
operating manual.
• Plotting charts (extra)
• Wind shear or turbulence forecast
• General declaration forms (if required)
Before taxi, crews should set their altimeters to the
• Customs passenger & crew declarations
airport QNH. Both primary altimeters must agree within
± 75 feet of field elevation. The two primary altimeters Ensure all required/appropriate documentation is
must also agree within the limits noted in the aircraft onboard.
operating manual.

The Master Document with projected wind shear or the Overwater (or other appropriate) survival
turbulence forecast documents for flights in RVSM equipment
airspace. Forecast severe turbulence could lead to Ensure required and appropriate survival equipment is
RVSM suspension. Operators are cautioned against onboard for the areas of operation.
flight planning through areas of forecast greater than
moderate turbulence. ETOPS pre-departure check entered in logbook
(if applicable)
Long Range Communication Systems (LRCS) (HF, ETOPS sign of by ETOPS certified mechanic entered
SATCOM) check (including SELCAL) into logbook.
• Observe AFM limitations for ground checks
Fly-away kit
High Frequency (HF) Radio. An HF check should be
conducted on the primary and secondary HF radios in If a fly-away kit with spares is carried ensure it is
areas where dual HF radios are required. If possible, the onboard and properly secured.
HF checks should be done on the ground or before
entering oceanic airspace. A SELCAL check should also Insecticide
be accomplished at each Oceanic Control Area (OCA) Top of descent insecticide onboard (if required).
boundary even if datalink equipped.
SATCOM/ SATVOICE. Ensure SATCOM pre-flight Disinsection / agriculture forms
complete to comply with FANS/CPDLC requirements.
If aircraft has been residually disinsected within the last
eight weeks (or other applicable period), disinsection
Documents/forms record onboard.
• Aircraft documents
○ Airworthiness Cash / travelers cheques
○ Registration Cash or travelers cheques for aircraft services as
○ Import papers (if applicable) required.

○ AFM
○ LOAs/OpSpecs Crew & passenger documents:
○ Noise certification • Passports with appropriate visas & extra photos

○ Proof of insurance • Immunization records

○ Maintenance docs (MEL, maintenance manuals, • Licenses, medicals, & crew ID

etc.) Ensure all crewmembers and passengers have required
documentation.

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LRNS PROGRAMMING allow the crew to upload projected winds. This
PF loads LRNS procedure allows more accurate reporting of ETAs.
• Check navigation database currency and software • Indicate waypoints loaded and checked by drawing
version a circle to the left of each waypoint on MD:
• It is important to check the effective date of the or Operators are encouraged to use
database. Crews should note if the database is consistent symbols on the Master Document.
projected to expire during their trip. Crews are
For operators utilizing older navigation systems which
discouraged from flying with expired databases.
do not utilize named waypoints, the pilot loading should
Procedures may allow relief to fly with an expired
identify the waypoints on the Master Document by
database but will require the crews to manually
numbering them to correspond to their location in the
crosscheck all data. The software version of the
LRNS; newer systems which utilize waypoint names do
database should also be confirmed in case there has
not need to be numbered.
been a change.
• Load route, performance, weights, etc. NOTE: If the LRNS loads the waypoints with a notation
• The pilot loading will work “from paper to glass,” which is not easily recognizable as the waypoint, that
meaning they will read the Master Document and nomenclature should be noted on the Master Document
load that information in to the FMS. If loading the for clarity; for instance “LL01” for waypoint N5100.0
flight plan via data link, they must still perform the W04000.0).
following verification steps working from the Master
Document to the LRNS. A circle or circled number indicates that the
• PF checks expanded coordinates of waypoints. loading crewmember has loaded and checked the
Most FMSs allow entering abbreviated oceanic coordinates and the zone course and distance for the
coordinates. There have been cases when there was waypoint. A checkmark (√) indicate the second
an error in the expanded waypoint coordinate, but crewmember has checked the coordinates and the zone
crews only checked the abbreviated coordinate. course and distance for the waypoints loaded by the first
Verifying only the abbreviated coordinate could lead crewmember.
to a lateral error. In a reduced separation
environment, it’s imperative that crews check the A diagonal line ( \ ) through the circle will indicate that
expanded coordinates of all oceanic waypoints. the expanded coordinates and zone course and distance
Flight crews should conduct a magnetic course and have been re-checked five minutes prior to the
distance check between waypoints to further verify preceding waypoint.
waypoint coordinates.
An X-symbol (X) through the circle indicates the
• PF checks zone track and distance: check ±2º and
waypoint has been passed, that the appropriate checks
±2NM
have been completed to ensure that the aircraft is
To minimize oceanic errors, it is important to
steering to the next waypoint, and that time and fuel
conduct a magnetic course and distance check from
onboard have been recorded on the Master Document.
oceanic entry to oceanic exit. Operators should
establish a tolerance such as ± 2˚ and ± 2NM. The
Independent verification by PM
course and distance check comparing the Master
• Work from LRNS to flight plan. It is critical that the
Document against the LRNS are critical in detecting
waypoints are independently checked by another
errors that may not have been noticed by simply
crewmember. It should be noted that the checking
checking coordinates. A difference of more than 2˚
pilot should read from the LRNS back to the Master
between waypoints may be due to a difference of the
Document when verifying data. Reading from the
magnetic variation in the database versus the
Master Document to the LRNS has led to errors
variation used in the Master Document. Any
based on “seeing what we expect to see”
difference outside the ± 2˚ or ± 2NM should be
(expectation bias). Both the pilot loading and the
rechecked and verified.
pilot verifying the waypoint coordinates should use
• Upload winds, if applicable. LRNS units generally

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 an independent means, such as checking the course
and distance between waypoints against the Master TAXI AND PRIOR TO
Document, to verify the accuracy of the route
loading. If the route is loaded via data link, the PM TAKEOFF
still performs the tasks listed below. Groundspeed check – reasonableness
• Check navigation database currency and software During taxi to the active runway, pilots should check the
version. groundspeed to see if it is reasonable.
This step is the same as for the loading pilot.
Present position check – reasonableness
• Check expanded coordinates of waypoints
This Present Position check is conducted after leaving the
This step is the same as for the loading pilot, except
gate. Check for a gross difference between this Present
the PM works from the LRNS back to the Master
Position and the gate coordinates. This check will alert the
Document.
crew to a possible error in the navigation database that
• Zone track and distance: check ±2º and ±2 NM can be investigated/corrected prior to takeoff.
This step is the same as for the loading pilot, except
the PM works from the LRNS back to the Master

CLIMBOUT
Document.
• Indicate waypoints have been checked by drawing a
check mark to the right of each waypoint on MD: √ Transition altitude – set altimeters to 29.92 in (1013.2
hPa)
Groundspeed check – should be zero The altimeters should be reset to QNE (29.92 In. Hg /
The groundspeed should be noted before taxiing the 1013.2 HPa) when passing the transition altitude.
aircraft. Crews should expect the groundspeed to read
zero (0) knots. This procedure is a good practice to Manually compute ETAs (above FL 180) – record on
detect an error that may be developing in the LRNS. MD
After climbing above the sterile altitude and time
permitting, crews should use the information on the
Master document to compute ETAs from departure to
destination, recording this information in the appropriate
section of the Master Document. This is an excellent
crosscheck against ETAs computed by the LRNS.

ENROUTE
Record primary & standby altimeter reading
Crews are required to check the two primary altimeters
which must be within 200 ft of each other. This check is
conducted while at level flight. The stand-by altimeter
should also be noted. The altimeter readings should be
recorded along with the time.

Logon to CPDLC (as appropriate)

Follow applicable procedures to log onto CPDLC where
applicable.

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OBTAIN OCEANIC
CLEARANCE
Both pilots must obtain the oceanic clearance from the
appropriate clearance delivery. (Clearance via voice
should be obtained at least 40 minutes prior to oceanic
entry and via data link 30 to 90 minutes prior to oceanic
entry). Oceanic clearances from Reykjavik center shall
be obtained 15-45 minutes prior to oceanic entry.

Information which should be included in the oceanic

clearance request includes:
• ETA for oceanic entry point
• Requested Mach number
• Requested flight level
• Maximum level which can be maintained at the
oceanic entry point.
• Any pertinent changes to the flight plan
• A secondary choice of track or requested flight level
(optional)
The pilots should confirm among themselves the
assigned routing, flight level and Mach number. Contact
the ATS provider for clarification in the event of
differences. Read back all waypoint coordinates to the
ATS provider, and ensure a correct read-back is
acknowledged.

Verify the route clearance is properly loaded into the

navigation system. It is important that both pilots
confirm and ensure the aircraft enters the ocean at the
altitude assigned in the oceanic clearance.

The flight level in the oceanic clearance may be different

than the domestic cleared flight level. If it is different,
crews should request a climb (or descent) from domestic
ATC to comply with the oceanic clearance.

Crews should include their requested flight level in their

initial oceanic clearance request, and the highest
acceptable level which can be attained at the oceanic
entry point. Crews should be confident that they are able
to maintain requested flight levels based on aircraft
performance capabilities.

NOTE: Altitudes in oceanic clearances are not “when

ready climb” instructions and need to be coordinated
with domestic ATC.

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AFTER RECEIVING NOTE: Track and distance tables are available
OCEANIC CLEARANCE commercially for every ten degrees of longitude.
○ PF reads aloud waypoints from LRNS, PM checks
them against Oceanic Clearance and MDEnsure
aircraft performance capabilities for maintaining
Ensure you fly your CLEARANCE assigned altitude/assigned Mach
– NOT your flight plan! ○ Verify that the temperatures aloft match the
forecast to ensure the aircraft has adequate
performance to achieve and maintain both altitude
• PF & PM separately review oceanic clearance vs. and speed at the oceanic entry point.
route in LRNS ○ Complete AIREP form (if used)
○ Expand all oceanic waypoints
View the expanded coordinates of each oceanic
waypoint, and compare to the CLEARANCE (not
the flight plan).
○ Note any changes
○ Any discrepancies must immediately be resolved
○ Reroute: Update LRNS, MD, & plotting chart as
required
○ Check track and distance for new route
A re-clearance (that is different from the oceanic route
requested with the filed flight plan) is the number one
scenario which leads to a Gross Navigation Error.
Crews must be particularly cautious when receiving a
re-clearance. Both pilots should receive and confirm
the new routing and conduct independent
crosschecks after the LRNS, Master Document and
plotting/orientation chart are updated. Ensure the
expanded coordinates for new waypoints are checked
and confirmed. It is critical that crews check the
magnetic course and distance between the new
waypoints as noted in the section “LRNS
PROGRAMMING.” Brief all relief pilots on the new
clearance prior to them assuming cockpit duties. It is
also good practice for relief pilots to independently
check the currently effective route clearance against
the flight management computer, Master Document
and chart.

NOTE: If the oceanic clearance differs from the flight

planned/filed route, the new oceanic clearance must be
activated in the FMS/LRNS for the entire length of the
oceanic crossing, prior to responding to a “CONFIRM
ASSIGNED ROUTE” CPDLC message, which is typically
sent shortly after passing the oceanic entry point.

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PRIOR TO OCEANIC Confirm SATCOM/SATVOICE data link is
operational, as applicable
ENTRY Flight crews should check that SATCOM data link is
Navigation Accuracy Check – record results on operational, if applicable, before oceanic entry if
Master Document SATCOM data link is planned on being used.
Before oceanic entry, the accuracy of the LRNS should
be checked against a ground-based NAVAID. The results Log on to controller-pilot data link
of the accuracy check should be recorded with the time communications (CPDLC) or Automatic
and position. A large difference between the ground- Dependent Surveillance (ADS) 15 to 45 minutes
based NAVAID and the LRNS may require immediate prior, if equipped and not previously logged on
corrective action. Operators should establish a
navigation accuracy check tolerance based on the type
Operators approved to use Controller Pilot Data Link
LRNS. It is not advisable for crews to attempt to correct
Communications (CPDLC) and/or Automatic Dependent
an error by doing an air alignment or by manually
Surveillance Contract (ADS-C) should log on to the
updating the LRNS since this has often contributed to a
appropriate FIR 10 to 25 minutes prior to the boundary.
Gross Navigation Error. A latitude/longitude radar fix
from ATC can also support a navigation accuracy check
Ensure compliance with oceanic clearance
in lieu of a NAVAID. Select the most accurate navigation
• Confirm FL, Mach and route for crossing
system for auto-coupling as appropriate.
• Verify/crosscheck cleared route is loaded in LRNS
RVSM Altimeter checks – record readings on MD • Verify/crosscheck correct speed and altitude are set
Crews are required to check the two primary altimeters ○ Ensure aircraft performance capabilities for
which must be within 200 ft of each other. This check is maintaining assigned altitude & Mach
conducted while at level flight. The stand-by altimeter • Auto-flight coupled to LRNS & auto-throttle engaged
should also be noted. The altimeter readings should be (if applicable)
recorded along with the time.
• Ensure level at cleared flight level at OEP

Compass heading check – record on MD (INS ○ NOTE: Altitudes in oceanic clearance do NOT
only aircraft) constitute a clearance to climb in domestic
airspace
It is recommended to conduct a compass heading
check and record the results when inertial systems are • Ensure at assigned speed at OEP
the only means of long range navigation. The check can • Advise air traffic control (ATC) When Able Higher
also aid in determining the most accurate compass if a (WAH)
problem develops over water. • Verify proper RNP value. Pilots should verify that the
RNP value set in the FMS is at least as stringent as
Compare the heading on the standby (wet) compass that required for the route of flight and reflects the
with the headings indicated on the HSIs during straight RNP capability indicated in the filed ATS flight plan.
and level, unaccelerated flight and record on the Master
Document. This information can also be used to validate Update diversion airport weather, forecasts, &
the data on the compass deviation card in the cockpit. NOTAMs
Utilize data link, radio operators, or VOLMET to update
HF & SELCAL check (to be done entering each weather as appropriate.
FIR)
If the crew was unable to accomplish the HF and ETOPS checks & procedures (prior to ETOPS
SELCAL checks on the ground, these checks should be entry; as req’d.)
accomplished before oceanic entry. Additional SELCAL Perform appropriate ETOPS checks and procedures as
checks should be conducted at each control area directed by appropriate SOPs/manuals.
boundary, regardless whether CPDLC is working
normally.
Copyright 2020 FlightSafety International, Inc. 109
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NOTE: If the LRNS loads the waypoints with a notation application of SLOP. Operators that have an automatic
which is not easily recognizable as the waypoint, that offset capability should fly should fly offsets in tenths of
nomenclature should be noted on the Master Document a mile increments up to 2 NM right of the centerline.
for clarity; for instance “LL01” for waypoint N5100.0 Aircraft that do not have an automatic offset capability
W04000.0). (that can be programmed in the LRNS) should fly the
centerline only. Left offsets are not authorized. Some
airspace areas still use offsets of either 1 NM or 2 NM

AFTER OCEANIC ENTRY right of course. Always check the procedures for the
airspace areas where you will operate.
Squawk 2000 – if applicable
• NAT: 30 minutes after OEP
• PAC: When radar service terminated NOTE: Crews should make sure the “TO” waypoint is
Normally, thirty minutes after oceanic entry crews should correct after entering SLOP. With some avionics, when
squawk 2000 (when radar service is terminated at the executing an offset near the active “TO” waypoint, the
oceanic entry point in the Pacific region), if applicable. FMS can sequence to the “next + 1” waypoint—skipping
There are some regional differences—for details, see the a point. Some GNEs have resulted.
relevant AIP and/or NAT Doc 007.

Hourly altimeter checks – record on MD

Maintain assigned Mach
Crews are required to observe the primary and stand-by
Most oceanic clearances include a specific Mach. The
altimeters each hour. It is recommended that these
increased emphasis on longitudinal separation requires
hourly checks be recorded with the readings and times.
crew vigilance in a separation based on assigned Mach.
This documentation can aid crews in determining the
The requirement is to maintain the true Mach which has
most accurate altimeter if an altimetry problem develops.
been assigned by ATC.

Enter nearest diversion airport in LRNS Fix Info

NOTE: Crews must ensure they fly the assigned fixed
page
Mach (not “COST INDEX,” or “LONG RANGE CRUISE”
A useful technique for maintaining situation awareness is
modes, which are variable Mach profiles).
entering the nearest diversionary airport into the fix info
(or equivalent) page of the LRNS. This provides
Very high frequency (VHF) radios set:
immediate awareness of the bearing, distance, and in
• Emergency frequency – 121.5
some systems time to the airport.
• Oceanic air-to-air – 123.45
After going beyond the range of the assigned VHF Select TCAS to “BELOW”
frequency, crews should set their radios to air-to-air Another technique is to select the TCAS to “BELOW.”
(123.45) and guard frequency (121.5). On many aircraft the “NORMAL” setting only displays
aircraft
SLOP – apply after OEP (right offset only; left offset
prohibited) Review and brief contingency plans; assign
The SLOP should be Standard Operating Procedure for monitoring duties
all oceanic crossings. This procedure was developed to Crews should brief the airspace-specific contingency
reduce the risk from highly accurate navigation systems procedures (for weather deviations and in-flight
or operational errors involving the ATC clearance. SLOP contingencies) as well as consider plans if any enroute
also replaced the contingency procedure developed for diversion is required.
aircraft encountering wake turbulence. Depending upon
winds aloft, coordination between aircraft to avoid wake NOTE: Crews should make diligent attempts to comply
turbulence may be necessary. This procedure greatly with ATC clearances. If a given contingency requires
reduces collision risk in the airspace by virtue of the deviation from the current clearance, timely and effective
randomness, which operators ensure by diligent coordination can help reestablish a new ATC clearance
for the changed flight profile
Copyright 2020 FlightSafety International, Inc. 110
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Specify which FMS pages, or other appropriate displays minutes (for the NAT Region) requires that ATC be
of the navigation system are assigned to specific flight notified in a timely manner. Inaccurate position reports
crew for monitoring (e.g. cross-track error or time/ adversely affect ATC’s ability to safely separate aircraft.
distance). The non-steering navigation system should be
used to display cross- track error and track angle error,
Verify auto-flight system is steering towards
if available. If the FMS provides a predicted ETA
waypoint
capability, pilots should take advantage of that function
Ensure auto-flight is engaged, and is in the appropriate
in order to track the accuracy of ETAs and provide
mode (NAV, LNAV, etc.)
reminders for performing the “approaching waypoint”
and “10 minute after” procedures. Ensure there is an
Record time & fuel on MD
active CPDLC connection with the proper current data
Record time over waypoint and fuel then compute time
authority.
and fuel scores and record on Master Document. Note
any significant trends.
APPROACHING WAYPOINTS (≈5
minutes prior) Complete AIREP form (if used)
Record time over waypoint and fuel then compute time
Both pilots must verify next waypoint and next +1:
and fuel scores and record on Master Document. Note
• Expanded latitude/longitude vs. clearance
any significant trends.
• Course and distance from active waypoint to next
waypoint Position report (as required)
• Draw a diagonal line through the circle next to the After passing over the oceanic waypoint, crews that give
waypoint indicating the verification was a position report to ATC must use the standard format.
accomplished: Crews should also note and record their fuel status at
Within a few minutes of crossing an oceanic waypoint each oceanic waypoint. This is especially important if
crews should crosscheck the coordinates of the next the cleared route and flight level differ significantly from
and subsequent (“next + 1”) oceanic waypoints. This the filed flight plan.
check should be done by comparing the expanded
coordinates against the Master Document based on the RVSM altimeter check
currently effective ATC clearance. Verify the course/ Crews are required to check the two primary altimeters
heading and distance in the FMS to the next waypoint which must be within 200 ft of each other. This check is
matches the Master Document. Confirm autopilot conducted while at level flight. The stand-by altimeter
steering is engaged in the proper mode. should also be noted. The altimeter readings should be
recorded along with the time.
OVERHEAD WAYPOINTS
Draw a second diagonal line through the circle
Confirm aircraft transitions to next waypoint
next to the waypoint indicating waypoint
• Check track and distance against MD
passed and reported:
• Verify autopilot steering in LNAV/NAV mode
When overhead an oceanic waypoint, crews should 10-MINUTE or 2º PLOT AFTER
ensure that the aircraft transitions to the next leg. This is
WAYPOINT
confirmed by noting the magnetic heading and distance
to the next waypoint compared against the Master Record time and latitude/longitude on plotting
Document (as updated based on the currently effective chart using the non-steering LRNS
route clearance). Utilizing the non-steering LRNS provides some
additional level of redundancy to the check.
Confirm time to next waypoint Plot position on plotting chart (or alternate
Crews must be vigilant in passing an accurate ETA to approved method)
ATC for the next waypoint. When transmitting waypoint Plot the latitude/longitude on the chart being used to
position reports via voice, a change of more than two (2) track flight progress. Confirm the chart. It is advisable to
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plot the non-steering LRNS. A 10-minute plot can alert
the crew to any lateral deviation from their ATC
OCEANIC EXIT
clearance prior to it becoming a Gross Navigation Error. Remove lateral offset prior to oceanic exit point
A good crosscheck for the position of the 10-minute plot Any lateral offset used during the oceanic crossing must
is that it is approximately 2˚ of longitude past the oceanic be removed prior to exiting oceanic airspace.
waypoint.
Compare ground based navigational aid (NAVAID)
Note: Since GNE’s are now defined as 10 NM or more
to LRNS
off course, it is recommended to add a plot at 5 minutes
When departing oceanic airspace and acquiring ground
or 1 degree of longitude in order to catch an error before
based NAVAIDs, crews should note the accuracy of the
it becomes a GNE, in addition to the 10 minutes plot.
LRNS by comparing it to those NAVAIDs. Any
Confirm aircraft position on nav display (use discrepancy should be noted in the maintenance log.
smallest scale)
Confirm the aircraft symbol is ON the programmed route Confirm routing after oceanic exit
on the navigation display (at smallest scale). Before entering the domestic route structure, crews
must confirm their routing to include aircraft speed
Check FMS cross-track for deviation from assignment.
programmed route
NOTE: Crews experiencing loss of communications
Check system-generated cross-track deviation or similar
leaving oceanic airspace should follow State guidance
indication to confirm there is NO deviation from the
as published in AIPs.
programmed route of flight (e.g, XTRK is 0.0NM). Using

DESTINATION/BLOCK IN
the steering LRNS, verify the “TO” waypoint is consistent
with the currently effective route clearance. Investigate/
take corrective action to address ANY anomalies or Navigation accuracy check
unexpected deviations. Verify the autopilot is in the When arriving at the destination gate, crews should note
desired steering mode. any drift or circular error in the LRNS. A GPS Primary
Means system normally should not exceed 0.27 NM for
Other methods of navigation cross-checking may be the flight. Some inertial systems may drift as much as 2
used subject to State aviation authority approval. NM per hour. Because the present generation of LRNSs
is highly accurate, operators should establish a drift
MIDPOINT tolerance which if exceeded would require a write-up in
the Maintenance Log. RNP requirements demand that
Midway between waypoints compare winds from drift be closely monitored.
CFP, LRNS and winds/temps aloft or constant
pressure charts RVSM write-ups
It is good practice to crosscheck winds midway between
Problems noted in the altimetry system, altitude alert or
oceanic waypoints by comparing the Master Document,
altitude hold must be noted in the maintenance log.
LRNS and upper millibar wind chart. This crosscheck
will also aid crews in case there is a need for a
Journey logbook – completed
contingency procedure such as dead reckoning (DR).
The PIC is responsible for ensuring proper completion of
the Journey Logbook.
Confirm time to next waypoint
• More than a 2-minute change = revised ETA required
Master Document – retain 6 months
(NAT Region & voice reporting only)
• Master document
It is recommended that during a wind check the crews
also confirm the ETA to the next waypoint. When • Plotting charts
transmitting waypoint position reports via voice, a • Controller communications
change of more than two (2) minutes requires that ATC • Other pertinent information
be notified in a timely manner. Arrival report – completed (flight plan closed)
Ensure that arrival report is sent / flight plan closed to
ensure search and rescue procedures are not initiated.
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 Client Guide
International Procedures
Supplemental Materials

SEE INFORMATION ON THE

FOLLOWING PAGES

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 ICAO Flight Plan Codes
NEW ICAO CODES

A GBAS Landing J1 CPDLC ATN VDL M3 ATC RTF (Iridium)

System Mode 2
B LPV (APV with J2 CPDLC FANS 1/A O VOR
SBAS) HFDL
C LORAN C J3 CPDLC FANS 1/A P1 CPDLC RCP 400
VDL Mode A
D DME J4 CPDLC FANS 1/A P2 CPDLC RCP 240
VDL Mode 2
E FMC WPR J5 CPDLC FANS 1/A P3 SATVOICE
ACARS SATCOM RCP 400
(INMARSAT) Reserved for RCP
P4-
P9
PBM-Approved
E2 D-FIS ACARS J6 CPDLC FANS 1/A R
SATCOM
T TACAN
(MTSAT)
E3 PDC ACARS J7 CPDLC FANS 1/A U UHF-RTF
SATCOM
(Iridium) V VHF-RTF

F ADF K MLS W RVSM

G GNSS L ILS X NAT HLA
H HT RTF M1 OmegaATC RTF Y VHF with 8.33 Khz
SATCOM spacing
(INMARSAT)
I INERTIAL M2 ATC RTF (MTSAT) Z Other equipment
NAVIGATION or capabilities

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 ICAO Flight Plan Codes (Cont)
NEW TRANSPONDER CODES

E1 Mode S, including aircraft identiication, pressure-altitude and

extended squitter (ADS-B) capability

H Mode S, including aircraft identiication, pressure-altitude and

enhanced surveillance capability

I Mode S, including aircraft identiication, but no pressure-altitude

capability

L Mode S, including aircraft identiication, pressure-altitude,

extended squitter (ADS-B) and enhanced surveillance capability

P Mode S, including aircraft identiication, but no aircraft

identiication capability

S Mode S, including both pressure altitude and aircraft identiication

X Mode S with neither neither aircraft identiication nor

pressure-altitude Capability

B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability

B2 ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability

U1 ADS-B “out” capability using UAT

U2 ADS-B “out” an “in” capability using UAT

V1 ADS-B “out” capability using VDL Mode 4

V2 ADS-B “out” and “in” capability using VDL Mode 4

D1 ADS-C with FANS 1/A capabilities

G1 ADS-C with ATN capabilities

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ICAO Flight Plan Codes (Cont)
NEW PBN CODES

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 Copyright 2020 FlightSafety International, Inc. 119
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 Copyright 2020 FlightSafety International, Inc. 120
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IATA In-Flight Broadcast Procedure

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IATA In-Flight Broadcast Procedure (Cont)

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IATA In-Flight Broadcast Procedure (Cont)

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IATA In-Flight Broadcast Procedure (Cont)

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IATA In-Flight Broadcast Procedure (Cont)

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 SAFA Checklist

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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SAFA Checklist (Cont)

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Australia Form 667

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Australia Form 667 (Cont)

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 Client Guide
International Procedures
Additional Websites

Web Links for International Operators (NBAA)

SUPPORT AND HANDLING SERVICES:

Air Routing (Ascend) Manny Aviation

http://www.flightmanager.com/index.html http://www.mannyaviation.com

ARINC Direct
http://www.arinc.com/direct/ Travel Document Systems (Visas/Passports)
http://www.traveldocs.com/
CIBT (Visas/Passports)
http://www.cibtvisas.com United Aviation Services
http://www.uas.aero
Colt International
http://www.coltinternational.com Universal Weather
http://www.universalweather.com
G3 Visas http://www.universalaviation.aero
http://www.g3visas.com
World Fuel Services
Global Data Center https://www.wfscorp.com/Industries/Aviation/
http://www.mygdc.com/ Business

Jeppesen
http://www.jeppesen.com

JetEx Flight Support

http://www.jetex.com
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SECURITY: WEATHER:

iJet Intelligent Risk Systems Aviation Weather Center

http://www.ijet.com/ www.aviationweather.gov

FAM International Logistics Space Weather

http://www.faminternational.com/ https://www.swpc.noaa.gov/
https://www.weather.gov/safety/space
United Healthcare Global Risk
http://www.uhcglobal.com/global-risk/security- The Weather Channel
operations/ http://www.weather.com

Weather Underground
http://www.wunderground.com/Aviation_Maps/
FUEL PROGRAMS:
Universal Weather
AEG Fuels (previously known as Mariah Fuels) http://www.universalweather.com/aviationweath-
http://www.aegfuels.com er/index.html
http://www.universalweather.com/triptools
AIR BP
www.bp.com/en/global/bp-air.html
MEDICAL INFORMATION:
AVCARD
http://www.avcard.com
Centers for Disease Control and Prevention
AVFUEL http://wwwnc.cdc.gov/travel/
http://www.avfuel.com
International SOS
Chevron/Texaco http://www.internationalsos.com
www.chevron.com
MedAire, Inc.
Colt http://www.medaire.com
https://www.coltinternational.com/fuel-program/
Pan American (North and South America health
Jet Fleet International information)
http://www.jetfleetinternational.com http://www.paho.org/hq/

Mercury Fuels PandemicFlu

http://www.mercuryairgroup.com/ http://www.flu.gov

Pinnacle Operations Virtual Flight Surgeons, Inc.

http://www.pinnacle-ops.com/ http://www.Aviationmedicine.com

Triton Global World Health Organization

http://www.tritonglobalpetroleum.com http://www.who.int/en/

UVAIR
http://www.uvair.com

Western Petroleum
http://www.westernpetro.com

World Fuel
http://www.wfscorp.com

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FLIGHT PLANNING Australian Organised Track Structure (AUSOTS)
General Airport Information http://www.airservicesaustralia.com/ausots/aus-
otstoday.asp

Accukwik European AIS Information

http://www.acukwik.com http://www.eurocontrol.int/aim

Airnav FAA RVSM

http://www.airnav.com https://www.faa.gov/air_traffic/separation_stan-
dards/rvsm/
Boeing Airport Noise and Emissions Regulations https://www.faa.gov/air_traffic/separation_stan-
dards/naarmo/rvsm_approvals
http://www.boeing.com/commercial/noise/
FltPlan.com
Eurocontrol CFMU list of AFTN addresses http://www.fltplan.com/open.htm
www.eurocontrol.int/network-operations
GPS Status and Satellite Outages
Flt Plan http://www.navcen.uscg.
https://www.fltplan.com/ gov/?Do=constellationStatus

Google Maps Great Circle Mapper

http://maps.google.com/maps?hl=en&tab=wl http://www.gcmap.com/

Greenwich Mean Time

Helicopter Association International (HAI) (heli-
http://wwp.greenwichmeantime.com/
port information)
http://www.rotor.com Jeppesen (Jet Plan)
http://www.jeppesen.com/industry-solutions/
Mapquest aviation/business/jetplan.jsp
http://www.mapquest.com
North Atlantic
NBAA International Airport Feedback/Database http://www.icao.int/EURNAT/Pages/EURNAT-
search Meetings-NATSPG.aspx
http://www.nbaa.org/ops/intl/
Oceanic and Remote Airspace (Special Areas of
Operation) Resource Guides:
Travel Information Manual (TIM)
https://www.faa.gov/about/office_org/headquar-
http://www.iata.org/publications/timatic/Pages/ ters_offices/avs/offices/afx/afs/afs400/afs470/
tim.aspx oceanic_remote/

SKYbrary RAIM Status

http://www.skybrary.aero http://augur.ecacnav.com/augur/app/home

World Airport Directory Sunrise/Sunset Tables

http://airportz.info/ http://aa.usno.navy.mil/data/docs/RS_OneYear.
php
World Aeronautical Info
Time Zone Converter
http://worldaerodata.com/
http://www.timezoneconverter.com/cgi-bin/tzc.
tzc
UV TripPlanner
http://www.universalweather.com/triptools/ Time Zones
http://www.worldtimezone.com

Universal Weather
FLIGHT PLANNING RESOURCES http://www.UVFlightplanner.com
Global AIS Information World Clock
https://www.eurocontrol.int/articles/ais-online
http://www.timeanddate.com/worldclock/
Aircraft Turn Information Calculator
http://www.csgnetwork.com/aircraftturninfocalc. Worldwide NOTAMs
html https://pilotweb.nas.faa.gov/PilotWeb/

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GOVERNMENTAL US State Department Travel
AGENCIES/REGULATIONS: http://www.state.gov/travel/

US State Department Travel

Aviation Safety Reporting System (ASRS)
http://travel.state.gov/content/passports/english/
http://asrs.arc.nasa.gov/
alertswarnings.html
CIA Factbook
https://www.cia.gov/library/publications/the- REGULATIONS & REQUIREMENTS:
world-factbook/index.html

Civil Aviation Authority of New Zealand ASSI (Air Safety Support International [UK For-
http://www.caa.govt.nz/ eign Territories])
http://www.airsafety.aero
European Aviation Safety Agency
https://www.easa.europa.eu CSSI
http://www.cssiinc.com/public/
Eurocontrol – AIS (EAD)
http://www.eurocontrol.int/ead EU–ETS Reporting Resource Center
http://www.universalweather.com/aviation-emis-
Eurocontrol – Flow Management sions/eu-ets/
http://www.eurocontrol.int/network-operations
EUROCONTROL
Eurocontrol – Skybrary http://www.ecacnav.com
http://www.skybrary.aero
EUROCONTROL RVSM
Eurocontrol AIS AGORA (Information Exchange) http://www.ecacnav.com/RVSM
https://www.eurocontrol.int/services/ais-agora
ICAO Safety Management System
FAA http://www.icao.int/safety/SafetyManagement/
http://www.faa.gov Pages/default.aspx
http://www.fly.faa.gov
Mode S / ACAS
ICAO https://www.eurocontrol.int/articles/mode-s
http://www.icao.int/ https://www.eurocontrol.int/articles/acas-policy

ICAO Paris Office Restricted Radiotelephone License

www.paris.icao.int http://www.fcc.gov/Forms/Form605/605.html

Mexican Air Navigation Authority SAFA Ramp Inspection Report sample form
http://www.seneam.gob.mx http://www.nbaa.org/member/ops/intl/safa/eu-
journal_sample_safa.pdf
Mexican Ministry of Tourism
http://www.visitmexico.com EU TGL-6 / TGL-10
http://www.eurocontrol.int/navigation-activities
NavCanada
http://www.navcanada.ca/ Universal Global Regulatory Services
https://secure.universalweather.com/tripsupport/
Transport Canada global-regulatory-services.html
http://www.tc.gc.ca/eng/air-menu.htm
VAT Recovery Programs
US Office of Foreign Asset Control (OFAC) (in http://www.cbvatamerica.com/
Treasury)
www.treas.gov/ofac

US State Department Passport

http://travel.state.gov/

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CUSTOMS, IMMIGRATION AND
AGRICULTURE (CIQ):

AIRSERVICES Australia
http://www.airservicesaustralia.com/

Australian Electronic Travel Authority

http://www.eta.immi.gov.au/

CANPASS
http://www.cbsa-asfc.gc.ca/prog/canpass/
menu-eng.html

e-APIS
https://eapis.cbp.dhs.gov/

e-APIS
http://www.nbaa.org/ops/intl/customs-regulato-
ry/apis/

Travel Information Manual (TIM)

http://www.iata.org/publications/Pages/tim.aspx

US Customs Electronic System for Travel Autho-

rization (ESTA)
https://esta.cbp.dhs.gov/esta/
(applies to VWP ops)

US Customs
http://www.cbp.gov/

US Department of Agriculture
http://www.usda.gov/wps/portal/usdahome

US Department of Homeland Security

http://www.dhs.gov

US Embassies and Consulates

http://www.usembassy.gov/

US Immigration
http://www.uscis.gov/portal/site/uscis

US State Department Travel Registration

https://step.state.gov/

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