Escolar Documentos
Profissional Documentos
Cultura Documentos
July 2007
NOTICE: Global Operations Training is provided in both an
initial and recurrent level. This text will serve as reference
material for these courses. Because information for
international operations is continually changing and being
updated, it is recognized that material being presented here
may be dated and current documents should be referred to.
We have attempted to give the user of this manual a good
basic understanding of not only the principals, but where to
find the most current information.
En route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Flight Crew Knowledge . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
NATIONAL AIRSPACE REDESIGN PROGRAM (NAR). . . 5-53
High Altitude Redesign Project . . . . . . . . . . . . . . . . . . . . 5-53
High Altitude Redesign Phase 1 . . . . . . . . . . . . . . . . . . . 5-53
Navigation Reference System (NRS). . . . . . . . . . . . . . . 5-53
Flight Plan Filing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55
CHAPTER SIX REDUCED VERTICAL SEPARATION
MINIMUMS (RVSM)
RVSM (REDUCED VERTICAL SEPARATION MINIMUMS) . 6-3
Where is RVSM Airspace Located? . . . . . . . . . . . . . . . . . . 6-3
What is RVSM? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
What is Required to Enter RVSM Airspace? . . . . . . . . . . . 6-4
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Crew Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Pre-Flight Procedures at the Aircraft for Each Flight. . . . 6-6
Procedures Prior to Entering RVSM Airspace . . . . . . . . . 6-7
In-Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Special Emphasis Items . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
RVSM Area New to the Operator. . . . . . . . . . . . . . . . . . . . 6-9
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Guidance 91-RVSM References . . . . . . . . . . . . . . . . . . . 6-9
RVSM Documentation Webpage . . . . . . . . . . . . . . . . . . . 6-9
World-Wide Aircraft RVSM Approval . . . . . . . . . . . . . . . 6-10
U.S. Operator Requirements For Operation
Outside the U.S.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
New Area Approval for Part 121, 125, AND 135
Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Part 91 Operators Starting RVSM Operations in
a New Area of Operations . . . . . . . . . . . . . . . . . . . . . . 6-10
Operational Issues for an Operator to Address
for New Areas of Operation . . . . . . . . . . . . . . . . . . . . . 6-10
Pilot Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Procedures for Flight of Non-RVSM Compliant Aircraft . 6-11
Height Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
What is Height Monitoring? . . . . . . . . . . . . . . . . . . . . . . 6-12
How is Height Monitoring Conducted? . . . . . . . . . . . . . . 6-12
GPS-based Monitoring Unit (GMU) . . . . . . . . . . . . . . . . 6-13
HMU - Ground Based Height Monitoring Units . . . . . . . 6-13
European HMU Locations . . . . . . . . . . . . . . . . . . . . . . . 6-13
The easiest accesses for pilots are the chapters in Volume 1 of the Jeppesen
Manuals pertaining to, but not limited to ATC Procedures, Entry Require-
ments, Emergency Procedures and Airports. The panels and notes on the vari-
ous charts also provide the information necessary for safe operation in their
areas. The information presented in these sources is extracted from the source
ICAO documents and other relevant regulatory sources.
There are ninety-five Articles that make up the Chicago Accords. They are
published in English, French, Spanish and Russian in ICAO Document 7300/
7.
ICAO Objectives
The objectives of ICAO are to develop the principles and techniques of inter-
national air navigation and to foster the continued development of interna-
tional air transportation in the following ways:
REFERENCES: Promote safe and orderly growth of civil aviation throughout the world
FAA Order 8400.10 Chg 15,
Foster the technical arts of aircraft design and operation for peaceful pur-
Volume 1, Chapter 3, Section 2
poses
Encourage the development of airways, airports and air navigation facili-
ties for international civil aviation
Meet the needs of the people of the world for safe, regular, efficient and
economical air transportation
Prevent economic waste caused by unreasonable competition
Ensure that the rights of contracting states are fully respected and that
every contracting state has an equal opportunity to operate international
airlines
Avoid discrimination among contracting states
Promote the development of all aspects of international civil aeronautics
Contracting states recognize that each state has complete and exclusive
sovereignty over the airspace above its territory (Article 1)
The convention including all the articles and annexes applies only to civil
aircraft, and each state will require their state aircraft to operate with due
regard for the safety of navigation of civil aircraft (Article 3)
International air navigation laws and regulations of a contracting state
relating to the operation and navigation of such aircraft while within its
territory shall apply to aircraft of all contracting states without distinction
to nationality. These laws and regulations shall be complied with by such
aircraft while entering, within or departing from the territory of that state
(Article 11)
Each contracting state undertakes to adopt measures to ensure that every
aircraft maneuvering over or within its territory, and every aircraft carrying
its nationality mark, wherever it operates shall comply with the rules and
regulations of that country relating to the flight and maneuver of aircraft.
This article also requires that over the high seas, the rules in force shall be
those established under this convention. Each contracting state undertakes
International References
ICAO Annexes
Annex 1 Personnel Licensing
Annex 2 Rules of the Air
Annex 3 Meteorological Service for International Air Naviga-
tion
Annex 4 Aeronautical Charts
Annex 5 Units of Measurement used in Air and Ground Ops
Annex 6 Operation of Aircraft
Part I International Commercial
Air Transport - Airplanes
Part II International General Aviation -
Airplanes
Part III International Operations
Helicopters
Annex 7 Aircraft Nationality and Registration Marks
Annex 8 Airworthiness of Aircraft
Annex 9 Facilitation
Annex 10 Aeronautical Telecommunications
Annex 11 Air Traffic Services
Annex 12 Search and Rescue
Annex 13 Aircraft Accident and Incident Reporting
Annex 14 Aerodrome
Annex 15 Aeronautical Information Services
Annex 16 Environmental Protection
Annex 17 Security
Annex 18 The Safe Transport of Dangerous Goods by Air
FAA Requirements
International flight operations are much more complicated than domestic fly-
ing. When operating within your state of registry (country), you are familiar
with the rules and procedures governing flight operations. However, when
you cross the Flight Information Region (FIR) boundary into another country,
you must know and abide by its rules and regulations. CFR 91.703 requires
U.S. operators to comply with the FARs or the country's rules, whichever are
more stringent.
All IFR Class II navigation operations using LRNS shall use the practices and
procedures recommended in AC91-70 as amended, Oceanic Operations or
equivalent procedures. Any deviation from the procedures in AC91-70, as
amended, must be coordinated through AFS-400 navigation specialists.
Inspectors must determine that these practices and procedures are included in
the certificate holder's approved training programs and operating procedures.
Plotting procedures are required for all turbojet operations where the route
segment between the operational service volumes of ICAO standard
ground-based navigational aids exceeds 725 nautical miles.
Plotting procedures are required for all turboprop operations where the
route segment between the operational service volumes of ICAO standard
ground-based navigational aids exceeds 450 nautical miles.
The administrator requires plotting procedures for routes of shorter dura-
tion that transit airspace where special conditions exist, such as reduced
lateral and vertical separation standards, high density traffic or proximity
to potentially hostile borders.
Any existing approvals that differ from the plotting requirements above and
Class II navigation procedures should be reviewed and revised as necessary.
Direction and guidance is available from the Navigation Specialists in coordi-
nation with AFS-400.
Paragraph 6 outlines the approval process. Both the specific aircraft and oper-
ator should be approved prior to operating in RVSM airspace
The equipment required for operating in RVSM airspace are covered in para-
graph 8.
International Checklist
International trip planning requires the collection of a large amount of infor-
mation over a period of time. In order to facilitate this, a checklist becomes an
important part of tracking required items. Operators may choose a number of
ways of organizing information, either by category or chronologically.
The first section deals with general documentation issues. When each item is
documented, it should be marked with a date. If more than one crewmember
is adding to this form, each addition should be initialed by the crewmember
verifying the item.
This page continues with various handling and operational issues and slot
requirements.
This page continues with various handling and operational issues to include
handling, hotels, catering and embassy information. Additionally, phone and
fax numbers are important to have. Add pages as necessary to record this
information.
This page continues with aircraft documentation and required equipment. Use
care when checking off items that are time sensitive. For example, you should
not check off the FMS database until the valid dates cover the trip.
If a chart were perfectly designed, all features would be shown in the same
Planning
scale, directions would be true and everything would be size and shape accu-
rate. To do that takes a globe. The size and bulkiness of a globe would make it
and
very difficult to use for navigational purposes.
Projection Characteristics
There are a number of characteristics that are commonly used in constructing
projections. These are:
Conformity
Constant Scale
Equal Area
Great Circles as straight lines
Rhumb Lines as straight lines
True Azimuth
Geographic position easily located.
Conformity is the one characteristic that stands out for use in air navigation.
There are three conditions that identify a projection as conformal. These three
are:
The scale at any given point must be independent of the azimuth, although
it is possible for the scale to vary at different latitudes.
The geographic areas must be representative in shape to the actual surface,
although this is most accurate with smaller areas. The larger the area, the
more distortion there is, due to the method of construction.
The lines of longitude and latitude must also be perpendicular just as they
are on the earth's surface. This makes the plotting of coordinates easier and
more accurate.
With Constant Scale, the scale would theoretically be the same at all points.
However, this is not possible when converting a spherical shape to a flat sur-
face. Some projections make this feature possible over short distances. The
Lambert Conformal has this quality, making it very useful for navigators.
Equal Area maintains a constant ratio over the projection, but lends itself to
large amounts of distortion, even to the point of distortion beyond recognition.
This projection is not very useful in a navigation sense, but may be useful for
some other applications such as statistical applications where conformity is
not critical.
The great circle and rhumb line are curved lines that would be useful as a
straight line to a navigator. Unfortunately, both cannot be depicted on the
same projection.
A rhumb line is a curve that crosses each meridian at the same angle. It is also
known as a loxodrome.
A great circle is the shortest path between two points on the surface of a
sphere. A great circle is defined as the intersection of the surface with a plane
passing through the center of the sphere. The equator and all meridians are
great circles. It is not always apparent on charts, as only a few projections
show the great circles as straight lines. The Gnomonic projection is a projec-
tion that shows the great circle as a straight line.
(Figure 2-5) shows both a rhumb line and a great circle. The great circle is
the shortest path, but it is difficult to follow due to the fact that the bearings
needed to track the path are constantly changing. Following a rhumb line is
easier, as the bearing never changes, but the distance is longer.
All parallels, including the equator, are rhumb lines, since they cross all
meridians at 90. As a point of interest, all meridians are rhumb lines as well
as great circles. A rhumb line will always spiral to a pole unless the bearing is
true east, south, west, or north.
From a navigation point, only a Mercator projection shows all rhumb lines as
a straight line. The only projection that shows a great circle as a straight line is
the gnomonic projection.
Flight plans are required for all flights into international and foreign airspace.
The standard flight plan form is the FAA Form 7233-4, shown in Figure 2-5
International
available at most U.S. FSS's. FAA Form 7233-4 can be downloaded for com-
pletion from http://www.faa.gov/pilots/flt.plan/. Flight plans completed on- Flight Plans
line cannot be filed from this site, only printed and filed with conventional
methods. Flight plans must be transmitted to and should be received by ATC
authorities in each ATC Region to be entered at least 2 hours prior to entry,
unless otherwise stated in the various country requirements. It is extremely
important that, when filing flight plans in countries outside the U.S., inquiry REFERENCES:
be made by the pilot as to the method used for subsequent transmission of International Flight
flight plan information to pertinent en route and destination points, and of the Information Manual IFIM
approximate total elapsed time applicable to such transmissions. Commercial
flight planning services ensure proper distribution of flight plan information www.faa.gov/ats/aat/ifim
when they do the filing. If these services are used only to compute the flight ifim0107.htm
plan, then the pilot must ensure proper processing and distribution of the
flight plan.
The flight plan serves both the purpose of providing advance notice of foreign
airspace penetration and the purpose of providing effective ATC procedures.
For some foreign states, the flight plan is the only advance notice required; for
others, it serves as a check against previously granted permission to enter
national airspace (see aircraft entry requirements for the individual countries
and time limitations for advance flight plan filing). Acceptance of a flight plan
and the issuance of a flight clearance by a foreign ATC unit does not consti-
tute official approval for airspace penetration if prior permission for airspace
penetration is required from civil aviation authorities and such permission has
not been previously secured. Airspace violations arising in these instances are
pursued, and inflight interception may result.
The International Flight Plan is shown in Figure 2-6. The pages following
contain instructions and examples for completing the flight plan form. The
FAA complies with ICAO format, except that it does not accept cruising
speed/level in metric terms.
b. The ICAO designator for the aircraft operating agency followed by the
flight identification number (e.g., KLM511, NGA213, JTR25) when in
radio-telephony the call sign to be used by the aircraft will consist of
the ICAO telephony designator for the operating agency followed by
the flight identification (e.g., KLM511, NIGERIA213, HERBIE25).
TYPE OF FLIGHT
INSERT one of the following letters to denote the type of flight when so
required by the appropriate ATS authority:
AND/OR INSERT one or more of the following letters to indicate the COM/
NAV/ approach aid equipment available and serviceable:
D DME P P-RNAV
F ADF T TACAN
N NIL
A Transponder Mode A (4 digits - 4096 codes)
C Transponder Mode A (4 digits - 4096 codes) and
Mode C
X Transponder - Mode S without both aircraft Without
both aircraft identification and pressure altitude
transmission
P Transponder - Mode S including pressure-altitude
transmission, but no aircraft identification transmis-
sion
I Transponder - Mode S including aircraft identifica-
tion transmission, but no pressure altitude transmis-
sion
S Transponder - Mode S , including both pressure
altitude and aircraft identification transmissions
ADS Equipment
DADS capability
If the flight plan is received from an aircraft in flight, INSERT AFIL, and
SPECIFY in Item 18 the ICAO four letter identifier of the location of the ATS
unit from which supplementary flight plan data can be obtained, preceded by
DEP/.
For a flight plan that will be activated on a different day, use a 6 digit date
time group; the first 2 digits will be the date and the next 4 digits will be the
proposed departure time (DDHHMM).
FOLLOWED IN EACH CASE by the designator of the next ATS route seg-
ment, even if the same as the previous one; OR
By DCT if the flight to the next point will be outside a designated route,
unless both points are defined by geographical coordinates.
INSERT DCT between successive points unless both points are defined by
geographical coordinates, or by bearing and distance.
Use only the conventions in (1) to (5) below and SEPARATE each sub-item
by a space.
Examples:
EET/CAP 0745 XZY0830
EET/EINN0204
RIF/ The route details to the revised destination aerodrome,
followed by the ICAO four letter location indicator of the
aerodrome. The revised route is subject to re-clearance in
flight.
Examples:
RIF/DTA HEC KLAX
RIF/ESP G94 CLA APPH
RIF/LEMD
Explanation: The intent of the RIF is to facilitate a re-
clearance to a revised destination, normally beyond the
filed destination airport. If prior to departure, it is antici-
pated that, depending on fuel endurance in flight, a deci-
sion may be made to proceed to a revised destination, this
can be shown on the flight plan by writing RIF/ and pro-
viding the information concerning the possible revised
route and destination. For example, a flight crew at
Anchorage, Alaska might really want to fly to Tokyo
(RJAA). But if strong headwinds are forecast, the crew
might have to file to Chitose (RJCC) because of fuel
endurance. However, if the crew files RIF/RJAA in the
ICAO flight plan and later realizes that fuel endurance is
sufficient to fly to Tokyo, the crew can ask for re-clear-
ance to Tokyo. The RIF/RJAA in the flight plan prepares
air traffic controllers for the inflight request should it be
possible.
REG/ The registration markings of the aircraft, if different from
aircraft identification in Item 7
SEL/ SELCAL Code, if so prescribed by the appropriate ATS
authority
OPR/ Name of the operator, if not obvious from the aircraft
identification in Item 7
STS/ Reason for special handling by ATS; e.g., hospital air-
craft, one engine inoperative; e.g., STS/HOSP, STS/ONE
ENG INOP
TYP/ Type(s) of aircraft, preceded, if necessary, by number(s)
of aircraft if ZZZZ is inserted in Item 9
PER/ Aircraft performance data, if so prescribed by the appro-
priate ATS authority
INSERT TBN (to be notified) if the total number of persons is not known at
the time of filing.
N/ (REMARKS)
INSERT the name of the unit, agency or person filing the flight plan.
(FPL-F2THSIMU-IG
-F2TH/M-SXWHIGRY/S
-KTEB0200
-N0460F410 DCT MERIT DCT HFD DCT PUT DCT BOS DCT KANNI/
M080F410
-EGSS0621 EGLL
54N020W0443
LFPYZMFP
With modern navigation computers, it would seem that the pilot could use the
Reckoning
FMS generated courses instead of plotting or other accepatable manual tech-
niquesbut this would be a mistake. The magnetic heading derived on a
Navigation
computer flight is an average great circle heading over the leg distance. This
is either computed by averaging the from waypoint heading and to waypoint
heading, or by using the mid-meridian technique.
The magnetic course information initially shown on the FMS is only the from
waypoint course and is not corrected for wind. Even if corrected, using the
initial heading only instead of the average heading, the aircraft position can be
off course by many miles at the end of the leg.
1. List all the necessary waypoints for the trip or re-route as applicable on the
Navigation Log (Figure 2-7):
2. Mark each of the significant points defining your cleared route of flight on
a current plotting chart.
Using a sharp pencil, make a small mark on each of these points as
accurately as possible. The smaller and more accurate the mark, the
more accurate your data will be.
If necessary, circle the marked points in order to more easily see your
marks.
3. Join each of these points by proposed course lines.
Use the dividers as necessary to help correctly align the plotter over the
two route segments and draw a single line using a sharp pencil
Moving laterally from the wind dot to the vertical scale solves for
headwind/tailwind adjustment values for ground speed calculations.
A tailwind component of 27 knots is obtained. The aircraft ground-
speed is 456 + 27 or 483 KTS.
8. Apply drift correction to true course to get true heading; apply variation to
true heading to get magnetic heading. Repeat for each route segment.
9. Using distance and groundspeed, compute the time en route for each route
segment.
10.Using the aircraft range charts and company SOPs on fuel, determine fuel
requirements.
11. Compute an equal time and/or Point of Safe Return if required.
If forced to descend from your cruise altitude and you have insufficient fuel to
reach your intended divert airfields, you are operating with a wet footprint. A
wet footprint is defined as an area encompassing a distance each side of an
ETP where an airplane, if required to descend, will not have sufficient fuel to
make the forward or backwards ETP airport. The size of the area is deter-
mined by the total fuel onboard, descent altitude, length of over water leg,
wind and other individual factors. An oxygen wet footprint would be identical
to a fuel wet footprint except that oxygen supply is the criteria creating the
problem.
Commercial Operators are restricted from operating with a wet footprint. Part
91 operators do not have that restriction, but it is strongly recommended that
they do not operate with a wet footprint.
The ETP for this flight from Gander to Shannon using the Gulfstream III as an
example, assuming an engine failure, should be computed as follows:
Given
Engine failure average TAS at FL300 300 KTS
First half wind factor (return) -45
Ground Speed Return 255KTS
Second half wind factor (continue) +35
Ground Speed Continue 335 KTS
Total Distance 1,720 NM
Insert the numbers into the formula as follows:
Using a CR-3 or E6-B computer, set up the computer side so that 1720 on the
outer scale is directly above 590 on the inner scale. Now locate 255 on the
inner scale and read the ETP directly above it on the outer scale in nautical
miles.
Figure 2-12: The ETP for this trip is 775 miles east of Gander.
The ETP for a flight from San Francisco to Honolulu using the Gulfstream II
as an example, assuming an engine failure, should be computed as follows:
Given
Engine failure average TAS at FL300 300 KTS
First half wind factor (return) +60
Ground Speed Return 360 KTS
Second half wind factor (continue) -60
Ground Speed Continue 240 KTS
Total Distance 2,100 NM
Insert the numbers into the formula as follows:
The process for finding and using an off route diversion airfield is:
Step Action
1 Plot a great circle route between the last usable diversion airfield to the off-route diversion airfield.
2 Plot a great circle route from the off-route diversion airfield to the first usable diversion airfield.
3 Compute the geographical ETP along both of these great circle routes.
4 From each ETP, plot a line perpendicular to that route until it intersects the planned flight route. The area along
the flight route between these two intersection points will provide a shorter flying time to the off-route diversion
airport as opposed to either of the other two selected diversion airfields. If the two perpendicular lines intersect
before reaching the planned flight route, the aircraft will never be closer to the off-route diversion airfields.
Given
Engine out altitude FL300
Engine out TAS at FL300 300 KTS
San Juan to Bermuda
First half wind factor +5
Return To San Juan Ground Speed 305 KTS
Second half wind factor -5
Continue to Bermuda Ground Speed 295 KTS
Bermuda to Kennedy
First half wind factor +45
Return to Bermuda Ground Speed 345 KTS
Second half wind factor -45
Conrtinue to Kennedy Ground Speed 255 KTS
Distance San Juan to Bermuda 845 NM
Distance Bermuda to Kennedy 662 NM
Figure 2-14:
Figure 2-15:
Plot the ETPs along the appropriate great circle route. Draw the lines perpen-
dicular to those routes from the ETPs until they intersect the actual flight
route.
If the perpendicular lines did not intersect each other prior to the actual flight
route, there is a segment, where based on time, you are closer to Bermuda
than either Kennedy or San Juan. Refer back to Figure 2-13 on page 45.
Given:
Engine out altitude FL300
Engine out TAS at FL300 300 KTS
Honolulu to Midway
First half wind factor +25
Return to Honolulu Ground Speed 325 KTS
Second half wind factor -25
Continue to Midway Ground Speed 275 KTS
Midway to Wake Island
First half wind factor +10
Return to Midway Ground Speed310
Second half wind factor -10
Continue to Wake Island Ground Speed290 KTS
Distance Honolulu to Midway 1,175 NM
Distance Midway to Wake Island 1,065 NM
With the ETP's computed, use the same plotting technique as outlined in
example #1. There is a segment along the flight route where, based on time,
Midway is closer than either Honolulu or Wake Island.
Good examples of possible scenarios are Wake Island in the Pacific or Santa
Maria on the Azores Islands in the North Atlantic, during the winter.
Example #1
Assume the destination on the Gulfstream III flight is Santa Maria. Over Gan-
der Newfoundland, a total of six hours of fuel remains and it is determined
that a minimum of one hour of fuel would be acceptable for a return to Gan-
der. Compute the PSR as follows:
Given:
TAS 440 kts
Wind Factor +70
Time 5+00 hours
Insert the values into the formula:
Using the CR-3 or E6-B computer, set 880 on the outer scale directly over
5+00 hours on the inner scale. Locate 370 on the outer scale and read the PSR
in time directly below. The PSR is 2 +06 in hours and minutes.
Figure 2-17:
Example # 2
Assume the aircraft is headed for Wake Island. Abeam Midway, a total of
4+40 hours of fuel remain and it is determined that a minimum of 40 minutes
of fuel would be acceptable returning to Midway. Compute the PSR as fol-
lows:
Given
TAS 425 kts
Wind Factor -20
Time 4+00
Insert the values into the formula for calculator computations
Completing the calculation gives us a PSR of 2 hours and 5 minutes. The air-
craft can fly its routing for this long, but then must commit to continuing to
Wake Island or returning to Midway.
Figure 2-18:
When preparing for your flight, gather all weather forecasts for destination,
alternatives and possible off-route diverts. The contents of a weather folder
should include:
METARs
TAFs
Significant weather charts covering the flight route
Wind and temperature prognostic charts for cruise altitudes,
single engine altitude and unpressurized altitude
Tropopause prognostic charts
Refer to the International Meteorology chapter for further information.
When the Wright brothers first took to the air in 1903, there was no need for
coding airports since an airport was literally any convenient field with a
strong wind. However, the National Weather Service did tabulate data from
cities around the country using a two-letter identification system. Early air-
lines simply copied this system, but as airline service exploded in the 1930's,
towns without weather station codes needed identification. A bureaucrat had a
brainstorm, and the three-letter system was born, giving a seemingly endless
17,576 different combinations. To ease the transition, existing airports placed
an X after the weather station code. The Los Angeles tag became LAX. Inci-
dentally at the historic sand dune in Kitty Hawk, the U.S. National Parks Ser-
vice maintains a tiny airstrip called FFA - First Flight Airport.
Many airport codes are simply the first three letters of the city name: ATL is
Atlanta, BOS is Boston, MIA is Miami, SIN is Singapore, and SYD is Syd-
ney, Australia. The first letter(s) of multiple cities served forms other codes:
DFW for Dallas Fort Worth, MSP for Minneapolis/St. Paul, and GSP for
Greenville/Spartenburg, South Carolina. Sometimes the city name lends itself
to one letter for each word, such as Salt Lake City (SLC), Port of Spain in
Trinidad & Tobago (POS), or even Port au Prince, Haiti (PAP).
Most of the hard to decipher identifiers become obvious if one knows the
name of the airport rather than the city served. Two good examples from Lou-
isiana are MSY and ESF -- Moisant Field in New Orleans and Esler Field in
Alexandra. Orly airport (ORY) and Charles De Gaule airport (CDG) serve
Paris, France, while Tokyo, Japan has the Narita airport (NRT). When you
know what the code represents, some curious acronyms become obvious:
CMH is Columbus Municipal Hangar, BWI is Baltimore Washington Interna-
tional, LGW is London Gatwick, and LHR is London Heathrow!
All localizer identifiers are prefaced with an I. Compass locators are assigned
a two-letter identifier, normally using the localizer as a base. For example, at
ABC the localizer might be IABC, the locator outer marker, AB, and the loca-
tor inner marker, BC (Note, outside the US, radio navigation aid naming may
be much less formal).
The lack of these letters puts a crimp in the logic of some codes: if the city
starts with a 'N', 'W', or 'K', it's time to get creative! Norfolk, Virginia, ignored
the 'N' to get ORF; Newark, New Jersey, is EWR, Newport News, Virginia,
chose to use the name of the airport to get PHF -Patrick Henry Field. Both
Wilmington, North Carolina and Key West, Florida followed Norfolk's lead to
obtain ILM and EYW. West Palm Beach in Florida did some rearranging to
get PBI -Palm Beach International; Kansas City, Missouri became MKC and
more recently its larger international airport chose MCI!
Lacking both 'W' and 'N' Washington National has a code of DCA for District
of Columbia Airport. The newer Dulles airport just outside D.C. was DIA
(from Dulles International Airport); however, the DIA and DCA were easy to
confuse, especially when hastily written in chalk on a baggage cart, scribbled
on a tag or a handwritten air traffic control strip, so we are stuck with the
backwards IAD. Now one of the rules of the game is the first and second let-
ters or second and third letters of an identifier may not be duplicated with less
than 200 nautical miles separation.
Houston has HOU for the William B. Hobby airport. The 200 mile rule lead to
the airport label of IAH, for the new Intercontinental Airport Houston. Louis-
ville, Kentucky, already had an airport with the logical code of LOU; there-
fore, the letters for the new airport had to be something radically different:
SDF stands for Standiford Field.
The airport ciphers sometimes don't originate with the city or airfield name
but with the county in which it resides. Longview/Kilgore in Texas is GGG,
from Gregg county airport. The 'W' in Detroit's DTW comes from Wayne
county; the 'P' in Greenville's PGV comes from its location in Pitt County,
North Carolina. However the John Wayne Airport serving Orange County
takes its call letters from the less recognized Santa Ana (SNA).
A little more geography cracks the code for CVG, MDT and GTR. Cincinnati,
Ohio, has its airport located in northern Kentucky (look at a map if you don't
believe me!); therefore, Cincinnati's ID actually comes from the town of Cov-
ington - CVG. Harrisburg International is physically located in Middletown,
Pennsylvania (MDT). Any Mississippi State Bulldogs' fan can tell you that
Columbus, Starkville, and West Point form the Golden Triangle of Missis-
sippi, with airline service at the Golden Triangle Regional Airport (GTR).
History, rather than geography, solves the puzzle of BNA, TYS, GEG, OGG
and MCO. The main airport in Nashville, Tennessee, was named in honor of
Col. Harry Berry who helped build it: BNA. Knoxville, also in Tennessee,
doesn't have a single letter in common with its tag of TYS; however, an histo-
rian would know that the Tyson family donated the land in honor of their son
killed in World War I. The current Orlando International Airport stands on the
land that used to be McCoy Air Force Base (MCO). Spokane International
Airport is coded as GEG in honor of Major Harold C. Geiger, a pioneer in
Army aviation and ballooning. Geiger field was renamed in 1960 but the code
was not changed. Kahului Airport, Maui, was designated as OGG in honor of
aviation legend, and Lihue native, Capt. Bertram J. Hogg (pronounced Hoag).
One of the world's largest airports, JFK, is also one of the very few that
changed call letters. A change is rare because an identifier becomes so well
known to airline staff that changes are not normally permitted. Interestingly
the John F. Kennedy airport's former code also came from the name of the
field -- IDL for Idlewild airport. If you knew that Fort Myers used to be called
SouthWest Florida Regional, the RSW moniker starts to make sense. A code
used by American Airlines/American Eagle but never seen by the traveling
public is GSW. Pilots spend months at GSW, but no planes land or take-off
there. The mystery is solved when you discover that Americans' Flight Acad-
emy, with its many simulators and classrooms, is in Ft. Worth on the former
site of the Greater SouthWest Airport.
Years ago, entire metropolitan areas were given a code to include many air-
ports; NYC covered New York City and LON signified London. Unfortu-
nately there are no new metropolitan area codes due to the scarcity of letters.
These codes provide the ability to quickly look up in a computerized reserva-
tion system all the flights to a certain city without using separate codes for
each airport. Entering WAS as a designation will give me the next few flights
to BWI, IAD and DCA -- the Washington, D.C. area. In fact, three letter codes
are so scarce that after a year they can be recycled: when Idlewild Airport
became JFK, the old IDL tag was retired then reused for Indianola, Missis-
sippi.
Airlines use the three-letter codes internationally in their own network, Sita,
for messages such as passenger loads and departure times. World ATC and
weather agencies use a separate teleprinter network, the Aeronautical Fixed
Telecommunications Network (AFTN), which uses a four-letter location indi-
cator. Going from large area to actual airport, the first letter relates to the part
of the world and the second letter the country. The third letter is a group of air-
ports within that country. Most countries who use this particular convention
use a letter to denote the FIR in which the airport is located. So F is Frankfurt
FIR in Germany, M is Munich; P is Paris FIR, M is Marseilles. Other ways to
use the third letter include identifying a group of airports with a common fac-
tor. For example, A was used in Germany for all Canadian and American air
force bases. The last letter positively identifies a specific airport.
So if London Heathrow has two codes -- and it does, LHR and EGLL -- how
come I've heard Chicago O'Hare only called ORD? The answer is unique to
the United States. In the 48 contiguous States the ICAO code is formed sim-
ply by adding a K to the FAA code. This explains why international flight
plans refer to KORD, KMIA, KJFK, etc.
Other airports within FAA jurisdiction have ICAO codes usually formed by
taking two letters from the FAA name and prefixing them with PA for Alaska,
PH for Hawaii, or PG for Guam. PT appears to be Pacific Trust Territories
(Pohnpei, Yap, Chuuk, etc.), and there are various random other P codes like
PWAK for Wake Island.
Instrument pilots are familiar with another type of identifier, not for an airport
or navigation aid but simply for a point in space. Every airway intersection is
a five letter, supposedly pronounceable, combination, from AADCO to
ZZARP. Just like airports, some fixes are named after towns: close to Raleigh,
From LA to DUHAM, identifiers have grown in complexity and are now used
as computer codes in vast reservations systems and flight management com-
puters. The latest trend in bag-tagging technology is laser printed bar codes
for automated luggage systems. Will # ## # ## ever completely replace DFW?
The answer may be found at DIA, the new Denver International Airport,
which, when open, will inherit the familiar DEN code.
Oh, still wondering about the world's busiest airport, O'Hare International,
and its ORD code? Well once upon a time, before the editor and publisher of
the Chicago Tribune, Colonel Robert McCormick suggested a name change as
tribute to pilot Lt. Cmdr. Edward Butch O'Hare, USN, there was an airstrip
well to the northwest of Chicago with a quaint, peaceful name -- Orchard
Field.
1. Is the airport suitable for the performance of the aircraft and your intended
operations? The airport must be checked to ensure adequate runway length
and obstruction clearance to permit the operations desired. Weight restric-
tions for runways, ramps and taxiways must be considered.
2. Are the operating hours of the airport suitable for your operation? Many
airports have inflexible operating hours. Even if overtime is available, it
can be very expensive. If possible try to not arrive at the very beginning or
ending of a operating period as en route delays or speed ups may result in
holding or diversion.
3. What airports are available for use as an alternate? Many restrictions may
apply to the suitability of an airport to be used as an alternate above and
beyond the approach and landing field considerations. Many of the same
restrictions to be used as a destination will apply to alternate selection. Is
Customs available if necessary? When prior permission for use is required,
it may very well mean to be used as an alternate as well.
En route
After determining the airports that are acceptable, the next step is to figure out
how long that it will take to get there and what technical stops will be required
to get the trip done.
Once these items and other similar concerns have been addressed, it is time to
start working on an itinerary. Because of time zone and date issues resulting
from international flight, careful planning is required in order to not only
project flight times, but to be able to ensure compliance with slots and other
time constraints common with international flight.
To start, fill out the header with at least the date of the revision, revision num-
ber and who prepared it. For this example we will be planning a trip from Dal-
las, TX to London Biggin Hill airport with a technical stop in Gander NF. For
the first leg we will need to leave Dallas at 1900 local time and figure out
what time we will arrive in London. For the return leg, we will need to arrive
back in Dallas at 1800. What time will we have to leave London?
Fill out the origin time zone information and the + or - to convert local
time to UTC.
For each leg, complete the departure and arrival information and fill in
the time zone information for each location.
Insert block times for each leg and any known ground times. As a good
starting point, use at least one hour for a tech stop to help allow suffi-
cient time for customs, agriculture inspections and other legalities not
normally encountered in domestic flying.
Start with departing Dallas at 1900 and carefully apply flight times and
time zone corrections. Flight planners work in UTC, and companies
work in local time, so both are equally important. The third column for
the time reference to the origin is not required, but most offices want to
know what time is best to contact their people, as this helps them in
their planning.
The miles remaining, if desired, cannot be filled in until the trip plan-
ning is completed.
Use the remarks as needed for important reminders.
Figure:2-21:
Continue to work backwards until you determine the appropriate time to leave
London. Remember that while these are block times, they are the time you
need to start taxiing. According to the plan, you will need to leave London at
12:10 local time on 2/19.
Figure 2-22:
If you have not done so, this would be a good point to engage the services of a
professional handler. There is no requirement to do so, but because of the
complexity of planning and coordination, a company without a dedicated and
trained dispatch should seriously consider the use of such a service provider.
Regardless, the operator is responsible to ensure that all necessary arrange-
ments are made.
Flight Planning
Destination, alternate and ETP airport weather considerations, both
current and historical
Preferred routing schemes, RAD (Route Availability Document) calcu-
lations and be able to correctly route flights accounting for issues such
as RNP, MNPS and RVSM requirements as well as restrictions
imposed by communications or geo-political considerations
Resolution of routing conflicts within the Eurocontrol system if Euro-
pean operations are required
Established flight plan filing procedures for each country overflown or
operated in by the operator
Established procedures to obtain all necessary slots, permits and over-
flight permissions and notifications for all areas of intended operation
by the operator
Flight Status
24/7 service available from all areas of intended operation
Through communications with the operator and handler network, be
able to track the flight from actual time of departure to actual time of
arrival for each leg and by trip (flight following). This information
should be transmittable as required to the operator's base of operation
or as required for company tracking of the flight by a communications
method acceptable to the operator.
Miscellaneous Services
Airport (A.R.O.) Reservations
Fuel
Provide confirmation that suitable fuel and fueling services are available
Supporting Services
Overflight Permits
Slots
Charter Services
Crew Accommodations
U.S. Border Overflight
Cellular Phone Rental
Visa and Passport Assistance
Arrival/Departure and General Declaration Cards
Security
Hotel Reservations
Ground Transportation
Catering
General
There are two overriding concepts when dealing with Customs, Immigration
Customs,
and Agricultural regulatory agencies:
Personal Documentation
It is the responsibility of the pilot in command of an aircraft to ensure that not
only you and your crew have the proper documentation, but that your passen-
gers do as well.
It is time well spent to ensure that all passengers have their required docu-
ments on their person prior to departure. It may not be popular, but it is very
important.
Passports
http://travel.state.gov/passport/passport_1738.html
This is your proof of citizenship and the document should be closely guarded.
As with other important documents, you should have copies made and keep
them separate during travel in the event they become lost or stolen.
Visas
In addition to having a current and valid passport from your home country,
further documentation may be required to enter and travel in a foreign coun-
try. Some are issued as to the purpose of your trip, or length of stay. They will
all have some form of application. Most will require a passport photo to
accompany the application along with a fee.
Generally, your passport will have to accompany the visa application as the
issuing agency will affix the visa to a blank page in your passport. Each visa
requires a complete blank page. If you do not have sufficient blank pages, you
may either have to request new passport pages or a new passport.
When returned, the visa may or may not have a photo attached to it. Also,
most visas are time limited for validity. Others may also attach a time where
you must enter the country and have the visa stamped or lose validity. As a
rule, if you have a valid visa that expires after the date of your passport, you
will generally have to obtain a new visa.
Additionally, as a pilot, you may not require a visa when your passengers do,
or you may be required to procure a different type.
Working with your handler, as well as a travel document specialist will help
determine any such requirements. The IFIM provides links to each country's
embassy and consulates to assist in establishing requirements.
Immunization Records
http://www.who.int/en/
http://www.cdc.gov/
The World Health Organization as well as the Center for Disease Control are
both valuable sources in determining the requirements for vaccinations and
other precautions.
U.S. Customs
http://www.cbp.gov
CBP officers have the authority to search aircraft leaving the United States for
a foreign destination as well as those entering the United States.
All private aircraft arriving in the United States via the United States/Mexican
border or the Pacific Coast from a foreign location in the Western Hemisphere
south of 33 degrees north latitude must furnish a notice of intended arrival
with CBP at the designated airport nearest the border or coastline crossing
point. (See the list of designated airports).
All private aircraft arriving in the United States via the Gulf of Mexico or the
Atlantic Coast from a foreign location in the Western Hemisphere south of 30
degrees north latitude, or from any place in Mexico or from the U.S. Virgin
Islands, shall also furnish a notice of intended arrival. Such aircraft must then
Private aircraft arriving in the continental United States from Puerto Rico
must provide a one-hour advance notice of coastline or border penetration--
not landing, but border penetration--if they are not conducting their flights on
an IFR flight plan per Section 122.23(b) of the Customs Regulations. This
requirement also applies to private aircraft that have flown beyond the inner
boundary of the Air Defense Identification Zone (ADIZ) south of 30 degrees
north latitude on the Atlantic Coast or beyond the inner boundary of the Gulf
Coast ADIZ south of the United States-Mexican border or beyond the inner
boundary of the Pacific Coast ADIZ south of 33 degrees north latitude and
that have not landed in a foreign place. This one-hour advance notice require-
ment may be satisfied either by filing a flight plan with the FAA and placing
ADCUS in the Remarks section of the flight plan or by contacting CBP
directly at least one hour before the inbound crossing of the United States bor-
der or coastline.
The notice to CBP required by this section must include the following:
Designated Airports
Private aircraft coming from a foreign location are required to furnish a notice
of intended arrival in compliance with these special reporting requirements,
which apply to private flights originating in areas south of United States bor-
ders. These flights must land for CBP processing at a designated airport near-
est the border or coastline crossing point unless the aircraft has been
exempted from this requirement. In addition to the requirements of this para-
graph, private aircraft commanders must comply with all other landing and
notice-of-arrival requirements. This landing requirement does not apply to
CBP ports have been instructed to review carefully all requests for overflight
exemptions; in particular, to look for accuracy and completeness of the
required information as well as the applicant's demonstration of genuine need
for this privilege. Controlling aircraft arrivals in the United States is of critical
importance if CBP is to successfully combat the flow of illegal drugs and
other contraband. In order to grant an overflight exemption to an individual or
corporation, the port director must be reasonably assured that the party
requesting the exemption will not compromise the mission of CBP.
The pilot should supply the inspecting officer with the information necessary
to complete the required documentation - the Private Aircraft Enforcement
System Arrival Report (CBP Form 178) - unless the pilot has prepared this
document in advance. CBPF 178, which can be obtained from the CBP web
site or a CBP office, must be completed for all private aircraft arrivals.
The pilot must produce for inspection a valid airman's certificate or a pilot's
certificate or license, a medical certificate, and the aircraft registration certifi-
cate (19 CFR 122.27[c]). Failure to present the required documentation could
result in civil penalties of $5,000 per violation. Overages, attempts to smuggle
contraband, or any act in connection with such violations shall be subject to
fines, as well as seizure and forfeiture of the aircraft, as provided for under
Customs laws 19 U.S.C. 1436 and 1584.
Crew and passenger baggage will be examined in the same manner as they
would be for other international travelers. A verbal declaration of articles
acquired abroad will suffice unless duty is owed or the inspecting officer con-
siders an inspection necessary. The pilot in command will prepare a baggage
declaration (CBP 6059B) to account for noncommercial cargo or unaccompa-
nied baggage carried on board private aircraft. Appropriate entry for noncom-
mercial cargo or unaccompanied baggage is also required; CBP officers will
furnish the necessary forms. In addition, the inspecting officer may require
that baggage and cargo be removed from the aircraft for inspection, and the
officer may also physically inspect the aircraft. It is the pilot's responsibility to
assist in opening baggage and aircraft compartments. Aircraft operators may
have to hire a certified mechanic in the event of extensive examination.
With some exceptions, anyone who is not either a U.S. citizen or a permanent
resident alien must present a valid passport and valid visa upon entering the
United States. Visas can only be obtained at American consulates or embas-
sies abroad. As of March 17, 2003, landed immigrants in Canada who share a
common nationality with Canada are required to present a valid passport and
a valid visa. Canadian citizens are exempt from visa requirements in most
cases.
United States and Canadian citizens are advised to carry proof of citizenship,
NOTE: Nationals of countries which can include a passport, birth certificate, naturalization papers or other
that participate in the Visa documents that support your claim of citizenship. If you have any questions
Waiver Pilot Program are about what documents are required for entry into the United States, call the
required to obtain visas if they nearest American consulate, embassy, or U.S. Citizenship and Immigration
arrive in the United States on a Service office.
private aircraft.
Most alien passengers must fill out and present upon arrival the Arrival/
Departure Record Form (INS Form I-94, revised March 1, 1986). Earlier edi-
tions may not be used. All persons, except for United States citizens, perma-
nent resident aliens, aliens with immigrant visas, and Canadians, must
complete form I-94.
Individuals who enter the United States by private aircraft and who must
present form 1-94 should be aware that block number 7, Airline Flight Num-
ber, should indicate private. All other items on the form are self-explanatory
and should be completed before arriving in the
Mexican nationals who have a valid Mexican border crossing card (I-186 or I-
586) or a valid passport and nonimmigrant visitor's visa are exempt from pre-
senting Form I-94 if they remain within 25 miles of the Mexican border and
their stay in the United States does not exceed 72 hours. INS form I-94 is
required for Mexican nationals who want to stay in the United States for up to
30 days or travel to the five-state area of California, New Mexico, Nevada,
Arizona, and Texas. Mexican nationals who present official or diplomatic
passports and who are coming to the United States for reasons other than per-
manent assignment are exempt from Form I-94 reporting requirements.
Aircraft owners are responsible for assuring that all passengers who are
affected by the I-94 reporting requirement have completed and submitted the
form properly. Departure documentation should be annotated on the reverse
side of the I-94 with the port and date of departure. In the space for Carrier,
print the word Private. In the space provided for Flight Number/Ship Name,
print the aircraft's tail number.
In Case of Emergency
If an emergency landing is made in the United States, the pilot should report
arrival by telephone or radio to the nearest CBP office as promptly as possi-
ble. The pilot should keep all baggage and merchandise together in a separate
place and should not allow any passengers or crewmembers to leave the place
of arrival or come into contact with the public without official permission
from CBP to do so, unless such action is necessary to preserve life, health, or
property. If a CBP officer is not present upon arrival, the same procedures,
just described above, should be followed.
CBP should be notified at least 24 hours prior to departure. If this is not feasi-
ble, CBP will allow receipt of the overflight exemption application through a
FAA flight service station up to departure time, or in flight if necessary.
Hours of Service
Service is normally provided at airports during regular hours - that is, 8 a.m.
to 5 p.m. seven days a week, as well as on national holidays. However, tours
of duty at airports are based upon the need for services and may be altered to
coincide with schedule changes and peak workloads. The normal hours of ser-
vice can be found in the chapter list of Airports Where CBP Service is Nor-
mally Available. Before departure, private aircraft operators should contact
the CBP officer in charge at the United States airport of intended arrival to
find out what hours service can be expected. Phone numbers for this purpose
will be found in the same chapter. Landing rights and user-fee airports require
prior permission from CBP to land.
User Fees
Private aircraft arriving from foreign areas will be charged a processing fee of
$25 each calendar year.
The rules for cabotage are far from simple. Each flight to a country should be
examined closely for cabotage implications, and the means to avoid penalties
and fines.
Reference: http://www.faa.gov/ats/aat/ifimaifmt.htm
Reference: http://www.faa.gov/ats/aat/ifim/ac91-70a04.htm
Reference: http://www.faa.gov/ats/aat/ifim/ac91-70c02.htm
Many modern aircraft master clocks can only be reset while the aircraft is on
the ground. Thus the pre-flight procedures for any flight requiring the use of
accurate time must include a UTC time check and resynchronization of the
aircraft master clock. Lists of acceptable time sources have been promulgated
by NAT ATS Provider States.
GPS (corrected to UTC) - Available at all times to crew who can access
time via on-board GPS (TSO-C129) equipment.
WWV - National Institute of Standards (NIST - Fort Collins, Colorado).
WWV operates continually H24 on 2500, 5000, 10,000, 15,000 and
20,000 kHz (AM/SSB) and provides UTC (voice) once every minute.
CHU - National Research Council (NRC - Ottawa, Canada) - CHU oper-
ates continually H24 on 3330, 7335 and 14,670 kHz (SSB) and provides
UTC (voice) once every minute, (English even minutes, French odd min-
utes).
BBC - British Broadcasting Corporation (United Kingdom). The BBC
transmits on a number of domestic and world-wide frequencies and trans-
mits the Greenwich time signal (referenced to UTC) once every hour on
most frequencies, although there are some exceptions.
Further details of these and other acceptable time references can be found in
AIS documentation of the NAT ATS Provider States. In general, the use of
any other source of UTC, which can be shown to the State of the Operator or
the State of Registry of the aircraft to be equivalent, may be allowed for this
purpose.
Required Recordings
The Master Document should have a number items recorded on it. These
include, but are not limited to:
Only one Master Document to be used on the flight deck; however, this
does not preclude other crew members from maintaining a separate flight
log.
On INS equipped aircraft: a waypoint numbering sequence should be
established from the outset of the flight and entered on the Master Docu-
ment. The identical numbering sequence should be used for storing way-
points in the navigation computers.
For aircraft equipped with FMS databases: FMS generated or inserted
waypoints should be carefully compared to Master Document waypoints,
and cross checked by both pilots.
An appropriate symbology should be adopted to indicate the status of each
waypoint listed on the Master Document.
The following is a typical example of Master Document annotation. An indi-
vidual operator's procedures may differ slightly, but the same principles
should be applied:
The circled waypoint number is crossed through once to signify that the
relevant track and distance information has been double checked.
Prior to crossing a waypoint, verify the latitude and longitude for the next
waypoint, including the course and distance; and the identification of the
succeeding waypoint.
The following SOPs will provide the basis for plotting chart procedures.
There are some items included that are more than required by regulation, but
are incorporated to help the operator make better and timelier decisions.
5. When the oceanic clearance has been obtained, plot the track of the clear-
ance on the flight plan using the technique mentioned above. Identify the
track with aircraft registration, or flight number, as well.
Once plotted, use a highlighter to make the flight plan route standout
against the tracks. This is especially useful if the cleared route is a
published track or a portion of a published track. Use a highlighter color
that will be useful in low light or red light conditions as appropriate. The
cleared route for the flight is COLOR RONPO 47N050W 48N040W
50N30W 50N20W SOMAX KENUK
The need for highlighting becomes evident here as the cleared flight plan
joins Track W at 30W. This could become confusing if the flight plan
path is not differentiated from the published track.
7. When crossing each significant point, record the crossing data as shown
below. This uses a 5 lined bar to record information that basically follows
the position report order. Optionally, the FL entry may be an altimeter
reading from each primary and standby altimeter as necessary, to satisfy
the RVSM hourly check. The line may be drawn away from the point in
any direction that makes it easier to read.
Either 10 minutes or 2 degrees after passing the significant point, re-plot
your position to ensure navigational accuracy and record as shown using a
single barbed line. Midpoint weather should be recorded as shown using a
2 barbed line. Optionally and recommended, the midpoint position may be
recorded as a plot for increased navigational position tracking.
Pre-Oceanic Procedures
REFERENCES:
Oceanic Clearances North Atlantic MNPSA
(extracted in part from NAT MNSPA Operations Manual - 10th Edition. For Operations Edition 2005 or
complete information, refer to the current source document) latest
General
Oceanic Clearances are required for all flights within NAT controlled Air-
space (at or above FL55). Pilots should request Oceanic Clearances from the
ATC unit responsible for the first OCA within which they wish to operate, fol-
lowing the procedures and the time frame laid down in appropriate AIPs.
Such clearances, although in most cases obtained some time before reaching
the Oceanic entry point, are applicable only from that entry point. It is recom-
mended that pilots should request their Oceanic Clearance at least 40 minutes
prior to the Oceanic entry point ETA and, if requesting an OTS track, should
include the next preferred alternative.
When requesting an oceanic clearance the pilot should notify the OAC of the
maximum acceptable flight level possible at the boundary, taking into account
that a climb to the assigned oceanic flight level must normally be achieved
whilst the aircraft is within radar coverage. The pilot should also notify the
OAC of any required change to the oceanic flight planned level, track or
Mach Number as early as practicable after departure to assist the OAC in pre-
planning optimum airspace utilization.
After obtaining and reading back the clearance, the pilot should monitor the
forward estimate for oceanic entry and if this changes by 3 minutes or more
should pass a revised estimate to ATC. As planned longitudinal spacing by
these OAC's is based solely on the estimated times over the oceanic entry fix
or boundary, failure to adhere to this ETA amendment procedure may jeopar-
dize planned separation between aircraft, thus resulting in re-clearance to a
less economical track/flight level for the complete crossing; any such failure
may also penalize following aircraft.
If the oceanic route on which the flight is cleared differs from that originally
requested and/or the oceanic flight level differs from the current flight level,
the pilot is responsible for obtaining the necessary domestic re-clearance to
ensure that the flight is in compliance with its Oceanic Clearance when enter-
ing oceanic airspace.
There are three elements to an Oceanic Clearance: route, Mach Number and
flight level. These elements serve to provide for the three basic elements of
separation: lateral, longitudinal and vertical.
The Oceanic Clearance issued to each aircraft is at a specific flight level and
cruise Mach Number. Flight level or Mach Number changes should not nor-
mally be made without prior ATC clearance. (See Chapter 8 for 'Application
of Mach Number Technique'.)
If pilots have not received their Oceanic Clearance prior to reaching the Shan-
wick OCA boundary, they must contact Domestic ATC and request instruc-
tions to enable them to remain clear of Oceanic Airspace whilst awaiting such
Clearance. This is not the case for other NAT OAC's into any of which flights
may enter whilst pilots are awaiting receipt of a delayed Oceanic Clearance.
Pilots should always endeavor to obtain Oceanic Clearance prior to entering
these other NAT OAC's; however if any difficulty is encountered the pilot
should not hold while awaiting Clearance unless so directed by ATC.
If the request also includes a change to the original flight plan, affecting the
OCA, then it should be according to the following example:
Contents of Clearances
An abbreviated clearance is issued by Air Traffic Services when clearing an
aircraft to fly along the whole length of an Organized Track, or along a Polar
Track within the Reykjavik CTA and/or Bod OCA.
The flight crew will confirm that they are in possession of the current NAT
Track message by using the TMI number in the read-back of the Oceanic
Clearance, as follows:
ACA865 is cleared to Toronto via Track Bravo 283, from 56N010W, maintain
Flight Level three five 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 Track co-ordinates even if the cleared NAT Track
is not the one which was originally requested. If any doubt exists as to the
TMI (see fuller explanation of this term in Chapter 2) or the NAT Track co-
ordinates, the pilot should request the complete track co-ordinates from the
OAC. Similarly, if the pilot cannot correctly state the TMI, the OAC will read
the cleared NAT Track co-ordinates in full and request a full read back of
those co-ordinates.
For aircraft cleared by Shanwick OAC on random routings in the NAT Region
the present procedure of reading the full track co-ordinates as part of the Oce-
anic Clearance and requesting from the pilot a full read back of the co-ordi-
nates is expected to continue. Gander and Reykjavik OAC's may, however,
issue clearances for random routings which specify via flight plan route. Nev-
ertheless, in all circumstances regarding random route clearances, pilots are
required to read back the full track coordinates of the flight plan route, from
the oceanic entry point to the exit point.
If the pilot has not received all three elements of an Oceanic Clearance, then a
full Oceanic Clearance should be obtained prior to entering MNPS Airspace.
If any difficulty is encountered obtaining the elements of the Oceanic Clear-
ance, the pilot should not hold while
Many of the navigation error occurrences are the product of one or both of
these causes. It is therefore extremely important that pilots double check
each element of the Oceanic Clearance on receipt, and at each waypoint,
since failure to do so may result in inadvertent deviation from cleared
route and/or flight level.
With regard to the insertion of the initial co-ordinates whilst on the ramp, the
following points should be taken into account:
To ensure that there is adequate time for the initial alignment, the first crew
member on the flight deck should normally put the inertial system(s) into the
NOTE: Specified route is
align mode as soon as practicable.
defined by a series of waypoints
(to perhaps include the route to GPS Pre-Departure Procedures
any required alternate), with the When both of the required LRNS's are GPS's, their operation must be
time between waypoints based approved in accordance with FAA HBAT 95-09 or equivalent national or JAA
on planned speeds. Since flight documentation, and special pre-departure procedures are required. In these
planned ground speeds and/or cases, operators conducting GPS primary means navigation in MNPS Air-
departure times may not be space must utilize a Fault Detection and Exclusion (FDE) Availability Predic-
met, the pre-departure predic- tion Programme for the installed GPS equipment; one that is capable of
tion must be performed for a predicting, prior to departure for flight on a specified route, the following:
range of expected ground
the maximum outage duration of the loss of fault exclusion,
speeds.
the loss of fault detection; and
the loss of navigation function.
tially to ensure that the first enroute waypoint is inserted accurately. During
flight, at least two current waypoints beyond the leg being navigated should
be maintained in the Control Display Units (CDU's) until the destination ramp
co-ordinates are loaded. Two pilots should be responsible for loading, recall-
ing and checking the accuracy of the inserted waypoints; one loading, and the
other recalling and checking them independently.
Where remote loading of the units is possible, this permits one pilot to cross-
check that the data inserted automatically is accurate. This process should not
be permitted to engage the attention of both pilots simultaneously during the
flight. An alternative and acceptable procedure is for the two pilots silently
and independently to load their own initial waypoints and then cross-check
them. The pilot responsible for carrying out the verification should work from
the CDU display to the Master Document (glass to paper) rather than in the
opposite direction. This may lessen the risk of the pilot seeing what is
expected to be seen rather than what is actually displayed.
Checking the distance from the ramp position to the first waypoint.
Some systems will account for the track distance involved in an ATC
SID; in others, an appropriate allowance for a SID may have to be
made to the great circle distance indicated in order to match that in the
Master Document. If there is significant disagreement, rechecking ini-
tial position and waypoint co-ordinates may be necessary.
Selecting track waypoint 1 to waypoint 2 and doing the following:
checking the accuracy of the indicated distance against that in the
Master Document;
checking, if possible, that the track displayed is as listed in the Mas-
ter Document. (This check will show up any errors made in lat/long
designators (i.e. N/S or E/W).)
Similar checks should be carried out for subsequent pairs of waypoints
and any discrepancies between the Master Document and displayed
data checked for possible waypoint insertion errors. These checks can
be coordinated between the two pilots checking against the information
in the Master Document.
When each leg of the flight has been checked in this manner it should
be annotated on the Master Document by means of a suitable symbol-
ogy as previously suggested.
Some systems have integral navigation databases and it is essential that
the recency of the database being used is known. It must be recognized
that even the co-ordinates of waypoint positions contained in a data-
base have been keyed in at some point by another human. The possibil-
ity of input errors is always present. Do not assume the infallibility of
navigation databases, and always maintain the same thorough princi-
ples which are applied in the checking of your own manual inputs.
Initial flight
It is recommended that during the initial part of the flight, ground navaids
should be used to verify the performance of the LRNSs. Large or unusual
'map shifts' in FMS output, or other discrepancies in
If the aircraft is cleared by ATC on a different track from that flight planned, it
is strongly recommended that a new Master Document be prepared showing
the details of the cleared track. Overwriting of the existing flight plan can
cause difficulties in reading the waypoint numbers and the new co-ordinates.
For this purpose, a pro-forma should be carried with the flight documents.
One flight crewmember should transcribe track and distance data from the
appropriate reference source onto the new flight plan pro-forma and this
should be checked by another crew member. If necessary, a new plotting chart
may be used on which to draw the new track. The new document(s) should be
used for the oceanic crossing. If the subsequent domestic portion of the flight
corresponds to that contained in the original flight plan, it should be possible
to revert to the original Master Document at the appropriate point.
When appropriate, the navigation system which, in the opinion of the pilot,
has performed most accurately since departure, should be selected for auto-
matic navigation steering.
FAR 91.511 further details the overwater equipment required for U.S. opera-
tors as to what and how many items must be carried as well as the definition REFERENCES:
of offshore flight. Offshore flight is described here as a flight of more than 30 FAR 91 Appendix C
minutes or 100 NM from the nearest shoreline.
FAR 91.703
When operating in oceanic Special Areas of Operation, operators are typically FAR 91.511
required to have two independent and operational long range navigation sys-
tems on board the aircraft. Exceptions to this rule are certain portions of the AC 91-70 Oceanic and
western Atlantic, Caribbean, and Gulf of Mexico as well as special routes in Other International Opera-
the North Atlantic. Specific guidance will be found in the Regional Supple- tions
ments for the individual areas.
Position reporting procedures are required in oceanic and remote areas as fol-
lows:
Oceanic Airspace
ICAO establishes standards and recommended practices (SARPS) governing
Horizontal
international air traffic services. Currently, procedures are established to pro-
vide ATC separation utilizing filed flight plans and regular position reporting. Special
North Atlantic Areas of
Operation
REFERENCES:
Strategic Plan for Oceanic
Airspace Enhancements
and Separation Reduction,
Draft 1.0 Jan 2002
Pacific
REFERENCES:
Strategic Plan for Oceanic
Airspace Enhancements
and Separation Reductions,
Draft 1.0 Jan 2002
Authorizations
U.S. Operators require a Letter of Authorization for Part 91 Operators; or
OPSPECS defining the specific areas of operation for MNPS for Commercial
Operators.
Required Equipment
Equipment required for operation in MNPS must comply with the highest
standards of horizontal as well as vertical accuracy and performance in order
to comply with established Target Levels of Safety (TLS). In order to help
ensure compliance, monitoring programs have been implemented to ensure
the Target Levels of Safety are being met.
In order to utilize the full MNPS airspace area, including associated RVSM
airspace, there is a complement of required equipment. The complete perfor-
mance specifications are beyond the scope of this manual, but basic equipage
is as follows:
It is desirable that the LRNSs installed and used for steering the aircraft have
the capability of being coupled to the autopilot.
There are provisions for partial airspace access to aircraft that are lacking in
required navigation, RVSM, and/or radio equipment through the use of spe-
cial routes and altitudes.
Crew Requirements
Because the MNPS airspace involves reduced separation standards, the State
of Registry issuing authority to operate in this airspace will require knowl-
edge of and training in the procedures specific to this airspace. The various
ICAO and NAT PCO documents outline the requirements that the individual
states use in determining what needs to be accomplished.
Lateral separation has been reduced from 120 NM between tracks or routes to
60 NM between routes. This is done safely through the advent of more accu-
rate navigation systems that can support reduced position error. MNPS equip-
ment must be capable of maintaining aircraft position laterally within 12.6
NM 95 percent of the time. This would be equivalent to an RNP (Required
Navigation Performance) value of 12.6. RNP will be discussed later in this
chapter.
The information on the tracks is contained in daily NAT Track Messages con-
taining the routes, flight levels used and pertinent remarks. These NAT Track
Messages are identified by a 3-digit Track Message Identifier (TMI), which is
based on the Julian date system for the date the message is in effect. The
Julian date system identifies the day of the year without regard to the month.
For example, TMI 32 would be February 1st as it is the 32nd day of the year.
However, due to the unique nature of operations in high latitudes and in areas
of magnetic unreliability, approval for Canadian MNPS is not automatic. Each
proposed operation must be evaluated on its own merits. OpSpec B059, Cana-
dian MNPS is available for issuance to part 135 certificate operators only.
OpSpec B039 would be issued for NAT/MNPS in the part 135 database of the
OPSS.
The RNP type (RNP-X) where X represents the total navigation system error
(TSE) that is allowed in lateral, longitudinal and in some cases vertical dimen-
sions within a defined airspace. The TSE is a combined value of navigation
errors, RNAV computation errors, and display errors. This TSE must not be
greater than the RNP value assigned to that airspace for 95% of the flight time
on any part of any single flight.
Regarding approach requirements, RNP types have been defined from RNP 1
to RNP 0.003/z where z reflects the requirement for vertical guidance. The
following table displays RNP types that are either currently in use or being
considered for use in the future.
RNP-10 concerns only the navigation elements for meeting these criteria.
Communications or surveillance elements that may be specified to operate on REFERENCES:
a particular route or in a particular area are specified in other documents such
as Aeronautical Information Publications (AIP) and the ICAO Regional Sup- FAA Order 8400.12A
plementary Procedures Document (DOC 7030).
REFERENCES:
Oceanic Errors Safety Bul-
letin (OESB) OESB-01-06
checks for the re-clearance should include distance and track checks
between the new waypoints.
2. Crews must ensure that they follow the re-clearance and not the previous
clearance. The captain should assure that all flight crew members are
aware of the details of the re-clearance by briefing all flight crew members
including those that were off duty when the re-clearance was received.
3. Ground crosschecks of the LRNS should include distance and track checks
between waypoints. En route procedures must also include distance and
track checks when passing a waypoint.
4. The crosscheck of the FMS coordinates should include comparing the
expanded coordinates against the flight plan.
5. Mandatory use of the plotting chart should include a 10 minute or 2 degree
plot noting the coordinates and time on the chart. Compare all oceanic
waypoints on the chart against the Master Document Flight Plan.
6. Fly the clearance - not the flight plan.
7. Standard Operating Procedures (SOPs) for LRNS must include indepen-
dent clearance copy, data entry and crosschecks to verify the clearance is
correctly programmed. These procedures must also be used when en route
changes are entered. This task cannot be delegated.
8. There should be only one computer flight plan on the flight deck and it
should be labeled Master.
9. Crews must be alert for similar sounding named oceanic boundary way-
points when receiving the ATC clearance. An example of this would be
PITAX versus BERUX.
Flight Planning
1. Dispatchers and flight planners must ensure the filed routes around the
oceanic boundary do not include crossing multiple oceanic entry or exit
points.
2. Pilots must ensure they know current conditions to include NOTAMs and
weather documents. Additionally, pilots must be knowledgeable in the
information presented on the computer flight plans and do basic cross-
checks of fuel, winds and groundspeeds.
General Considerations
1. Radio operators relay for/to controllers. The majority of oceanic commu-
nications such as position reports or crew requests go through a radio oper-
ator. The radio operator is not an air traffic controller. Radio operators
must relay all reports and requests to ATC for approval and processing.
2. The use of the terms expect or able by ATC is not a clearance. Typical
phraseology for a clearance would be ATC clears..
3. Dual checking of oceanic clearances must be SOP. Avoid physiological
breaks or distractions near the oceanic boundary or when copying and
reprogramming en route re-clearances. Changes must be communicated
clearly to all crew members, especially those returning from off-duty.
4. Relays of ATC instructions between aircraft must be accurate. Ensure a
correct read back is received from every communication link in the relay.
5. Always read from the LRNS or plotting chart back to the Master Docu-
ment Flight Plan. This is a human factors issue that could prevent the pilot
from seeing what he or she expects to see.
While operating in oceanic airspace and not in radar contact and operating
along a route or track:
Distributing aircraft laterally and equally across the three available positions
adds an additional safety margin and reduces collision risk. This is now a
standard operating procedure for oceanic airspace and pilots are required to
adopt this procedure as appropriate. It is important that the pilot review cur-
rent publications for the region operating in to check for regional differences.
This document review should include at least the ATC section of the appropri-
ate region Jeppesen manual, the appropriate charts for the route flown to
include the flyleafs, North Atlantic MNPS Operations Manual, plus any
regional supplements available to the pilot.
General Procedures
1. If an aircraft is unable to continue the flight in accordance with its ATC
clearance and/or an aircraft is unable to maintain the navigation perfor-
mance accuracy specified for the airspace, a revised clearance shall be
obtained whenever possible prior to initiating any action.
2. The radiotelephony distress signal MAYDAY or urgency signal PAN PAN
preferably spoken three times shall be used as appropriate. Subsequent
ATC action with respect to that aircraft shall be based on the intentions of
the pilot and the overall air traffic situation.
3. If prior clearance cannot be obtained, an ATC clearance shall be obtained
at the earliest possible time and until a revised clearance is received, the
pilot shall:
a. Leave the assigned route or track by initially turning 90 degrees to NOTE: A turn of less than or
the right or left. When possible, the direction of turn should be deter- greater than 90 degrees may be
mined by the position of the aircraft relative to any organized route required depending on the contin-
or track system. Other factors which may affect the direction of turn
are: gency and whether the pilot
intends to continue in the same
i. The direction to an alternate airport and/or terrain clearance direction or reverse course.
ii. Any lateral offset being flown and the flight levels allocated on adja-
cent routes and tracks
a. Following the turn, the pilot should:
i. If unable to maintain the assigned flight level, initially minimize the
rate of descent to the extent that is operationally feasible
ii. Take account of other aircraft being laterally offset from its track
Just as with any required deviation from an ATC clearance, deviation from an
ATC assigned route or track due to weather requires that the pilot should
attempt to obtain a clearance as soon as possible. Expedited response may be
obtained by stating weather deviation required or by using the urgency call
PAN PAN.
If a revised ATC clearance cannot be obtained and deviation from the track is
required, the pilot shall take the following actions and inform ATC when
weather deviation procedures have been terminated:
2. Ionospheric disturbances
Ionospheric disturbances can degrade HF radio propagation conditions to the
point they are unusable. This is commonly referred to as HF Blackout and
affects communications for many aircraft over a wide area.
An HF blackout will impact the ability of ATC to ensure the separation of all
traffic. Even if using other than HF for regular communications with ATC,
pilots should still exercise appropriate caution when HF blackout conditions
are encountered
The following procedures are intended to provide general guidance for air-
craft in oceanic airspace experiencing an HF communication failure. These
procedures are intended to complement and not supercede state procedures/
regulations. It is not possible to provide guidance for all situations associated
with a communications failure.
Implementing the use of the Strategic Lateral Offset Procedure (SLOP) will
also help to minimize TAs and RAs.
Wake Turbulence
If the aircraft encounters or expects to encounter wake turbulence and the
pilot considers it necessary to offset from the current track, the pilot may use
the SLOP procedure which provides the following three options:
RVSM Vertical
Special
RVSM reduces the vertical separation above flight level (FL) 290 from the
previous 2000-ft minimum to 1000-ft minimum. This allows aircraft to safely
fly more optimum profiles, gain fuel savings and increase airspace capacity.
The process of safely changing this separation standard required a study to
assess the actual performance of airspace users under the previous separation
(2000-ft) and potential performance under the new standard (1000-ft). In
Areas of
1988, the ICAO Review of General Concept of Separation Panel (RGCSP)
completed this study and concluded that safe implementation of the 1000-ft
separation standard was technically feasible
Operation
Where is RVSM Airspace Located?
REFERENCES:
FAR 91 Appendix G
91-RVSM
FAA RVSM website
Eurocontrol Website
JAA TGL-6
For the southern hemisphere, any operation south of 65 south latitude is con-
sidered to be within the area of magnetic unreliability. Any proposal to oper-
ate within the area of magnetic unreliability in the southern hemisphere must
be reviewed and concurred with by AFS-200 before approval.
Approvals
All approvals for operations into areas of magnetic unreliability are granted
by issuing OpSpec paragraph B040 and by adding that area of en route opera-
tion to paragraph B050 of the standard OpSpecs. A checklist for operations in
areas of magnetic unreliability is available in the guidance subsystem in asso-
ciation with OpSpec B040.
Fuel
A procedure must be established to determine the fuel freeze temperature of
the actual fuel load on board the aircraft. This requires coordination between
maintenance, dispatch and assigned flight crew. The operator may develop a
fuel freeze program in lieu of using the standard minimum fuel freeze temper-
atures for specific types of fuel used.
Communication Capability
In accordance with part 121, section 121.99 (Communications Facilities), the
operator must have effective communications capability with dispatch and
with ATC for all portions of the flight route. The operator must show the FAA
the communications medium(s) that it intends to use to fulfill these require-
ments in the north polar area.
Before receiving FAA authority to conduct polar operations, the MEL must
indicate that the following systems/equipment are required for polar opera-
tions dispatch:
Training Requirements
The following must be included in the approved training programs:
1. Long-range flight crew rest plan submitted to the POI for review and
approval
2. Multi-crew (augmented flight crews) flight proficiency/currency issues
need to be addressed in the training program.
3. The progression of PIC authority, as designated in the operator's manual
4. A minimum of two cold weather anti-exposure suits will be required to be
on board so that outside coordination at a diversion airport with extreme
climatic conditions can be accomplished safely.
Recovery Plan
A recovery plan is required that will be initiated in the event of an unplanned
diversion. The recovery plan should address the care and safety of the passen-
gers and flight crew at the diversion airport and include the plan of operation
to extract the passengers and flight crew from that airport.
Validation Flight
An FAA observed validation flight is required in which the operator exercises
its reaction and recovery plan in the event of a diversion to one of its desig-
nated en route polar diversion alternate airports. The exercise of the operator's
reaction and recovery plan may also be completed prior to the validation
flight.
ATC
NOTE: It is critical that flight
The level of air traffic service (ATS) varies from radar - based services (equiv- crews understand that subtle
alent to U.S. domestic operations), to a total absence of any ATC. Flight Infor- terminology differences and
mation Regions (FIR's) have been established in most areas of the world.
Specific ICAO member states have been assigned the responsibility of pro- language barriers may exist in
viding ATS in these FIR's. There are wide variations available. En route ATC foreign countries where they
radar is not available in all countries and ATS may rely heavily on position operate. For example, crews
reports and airborne navigation performance capabilities for the separation of must understand whether they
aircraft. Various levels of ATS provided in these areas are: understand whether the altime-
ter setting issued by ATC is in
Controlled Airspace hectopascals (millibars) or
Advisory Airspace inches of mercury.
Controlled Airspace
Within controlled airspace, ATC provides ATC service to prevent collisions
between aircraft and to expedite and maintain an orderly flow of air traffic.
This also includes air traffic advisory services and those alerting services
related to weather and search and rescue.
Advisory Airspace
Within advisory airspace, air traffic advisory service is available to provide
separation, to the extent possible, between aircraft operating on IFR flight
plans. It is important to understand that this is an advisory service (similar to a
flight service station (FSS)), not a control service (prevention of collision).
The ATS service available also includes those alerting services related to
search and rescue. In certain areas, special reporting procedures called broad-
cast in the blind have been established to assist pilots in avoiding other air-
craft. At designated intervals, each pilot broadcasts the aircraft's identification
(call sign), position, route and flight level over a specified VHF frequency.
Awareness of the proximity of other aircraft is obtained by maintaining a con-
tinuous listening watch on the specified frequency. This procedure is an
expected practice in large portions of Northwestern Africa (including the
Dakar FIR) and South America (including most Brazilian airspace). In many
of these areas, the broadcast in the blind procedure is used to augment the sep-
aration of IFR aircraft.
General Criteria
The operator must show (considering factors unique to the proposed area of
operation) that safe operations can be conducted within the area of operations,
and that the facilities and services necessary to conduct the operation are
available and serviceable during the period when their use is required. The
operator must also show that the proposed operation is in full compliance with
the requirements in part B of the OpSpecs that are applicable to that operation.
Certain special areas have been identified where long-range navigation can be
conducted with a single Long-Range Navigation System (S-LRNS)
Concept
The provisions of 91.511, 125.203, 121.351 and 135.165 related to Class II
navigation do not specifically require redundant or dual long-range navigation
systems. The primary Class II navigation requirements are related to the level
of navigational performance necessary for the control of air traffic. The objec-
tive of requirements for redundant navigational systems is to permit the flight
to continue to navigate to the degree of accuracy necessary for the control of
air traffic in the event a failure occurs in the navigational system being used.
Operations
Operations can also be safely conducted in much larger areas using a combi-
nation of redundant ICAO standard NAVAIDs and a single long-range naviga-
tional system (S-LRNS). These operations consider the availability of ICAO
standard NAVAIDs, the lateral separation minimums applied by ATC (the
navigational performance required), the length of the route or route segment,
the complexity of the route structure and the density of the air traffic.
Approval for the use of a single long-range navigation system may be granted
by the issuance of OpSpec B054, Class II Navigation using S-LRNS. It
should be noted in OpSpec B050, in association with the applicable area of
operation.
In general, the required justification for the request and the ability to comply
with the limitations and provisions set forth in the applicable guidance and
OpSpec B054 for the authorization of the S-LRNS in another area will be nec-
essary for this consideration.
North Atlantic MNPS Manual, latest edition, (available from the NAT Pro-
gramme Coordination Office (PCO) www.natpco.com
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Descent and Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
IMPLEMENTATION OF PERFORMANCE BASED NAVIGA-
TION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
What is Performance Based Navigation? . . . . . . . . . . . 5-35
How did countries differ in their implementation
of PBN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
How have these differences been addressed? . . . . . . . 5-35
What are the current timelines for the implementation of
PBN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
U.S. TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV)
OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Performance Based Navigation . . . . . . . . . . . . . . . . . . . . 5-37
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Navigation Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Navigation Displays and Functions . . . . . . . . . . . . . . . . 5-38
Eligible Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
U.S. RNAV Operating Procedures . . . . . . . . . . . . . . . . . . 5-40
Preflight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
General Operating Procedures . . . . . . . . . . . . . . . . . . . 5-41
RNAV SID Specific Requirements . . . . . . . . . . . . . . . . . 5-42
Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5-43
Pilot Knowledge Requirements and
Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
RNP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
What exactly is CPDLC and ADS? . . . . . . . . . . . . . . . . 5-45
When will CPDLC and ADS-C come to the
corporate world? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Determining Aircraft Eligibility . . . . . . . . . . . . . . . . . . . . 5-46
Aircraft Eligibility Groups . . . . . . . . . . . . . . . . . . . . . . . . 5-46
MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Maintenance Requirements . . . . . . . . . . . . . . . . . . . . . . 5-47
Required Performance . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Required Functionalities. . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Recommended Functionalities. . . . . . . . . . . . . . . . . . . . 5-49
Automatic Radio Position Updating . . . . . . . . . . . . . . . . 5-50
Operational Requirements . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigational Performance . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigation Equipage . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Flight Plan Designation . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Availability of GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
There are potential limitations to using RNAV, especially in the terminal area:
Waypoints
The coding of the waypoints and legs determines how the aircraft will behave
while navigating in the RNAV mode in both the terminal and en route envi-
ronments.
Figure 5-3: The above are examples of Track (TF) and Direct (DF)
legs following a fly-over waypoint.
With the "TF" example, the aircraft will track from ALPHA to BRAVO by
intercepting the magnetic course between the two waypoints. With the "DF"
example, the aircraft will proceed "direct" to BRAVO after crossing ALPHA.
In the following example, a VA, CF, TF combination has been used to create
the initial portion of an RNAV SID.
RNAV Accuracy
The precision with which an RNAV procedure is flown depends on the navi-
gation source as well as the aircraft onboard equipment and database.
Even though a standard format exists (ARINC 424), the coding of an RNAV
SID or STAR into a database (or the interpretation of that coding) may vary
slightly. Differences in the databases along with variations in aircraft perfor-
mance may result in slightly different tracks between RNAV aircraft on the
same procedure. This will be most apparent during turns and where fly-over
waypoints are used. Tracking of a defined path by an RNAV aircraft is as
accurate as, or better than that of an aircraft flying conventional routes. In
fact, RNAV is often used to fly conventional en route and terminal proce-
dures.
One advantage of RNAV SIDs and STARs is reduced ATC radio transmis-
sions. Where speeds and altitudes are coded within the procedure controllers
should not need to issue turns, speed, or altitude assignments. Controllers only
need to intervene if aircraft deviate from the defined vertical and/or lateral
track, or when vectors are necessary for separation or sequencing.
There are two important points to remember about removing aircraft from an
RNAV procedure:
The RNP type (RNP-X) where X represents the total navigation system error
(TSE) that is allowed in lateral, longitudinal and in some cases vertical dimen-
sions within a defined airspace. The TSE is a combined value of navigation
errors, RNAV computation errors, and display errors. This TSE must not be
greater than the RNP value assigned to that airspace for 95% of the flight time
on any part of any single flight.
Regarding approach requirements, RNP types have been defined from RNP 1
to RNP 0.003/z where z reflects the requirement for vertical guidance. The
following table displays RNP types that are either currently in use or being
considered for use.
For example, an RNP value may be established with its corresponding con-
tainment area in remote areas, but the routes may be separated further due to
surveillance or intervention capabilities of the region. With radar surveillance
and ATC capabilities, these containment areas may be adjusted downward,
possibly even to levels less than the basic navigation containment area.
RNP-10 concerns only the navigation elements for meeting these criteria.
Communications or surveillance elements may be specified to operate on a
particular route or in a particular area. These requirements are specified in
other documents such as Aeronautical Information Publications (AIP) and the
ICAO Regional Supplementary Procedures Document (DOC 7030).
Authorizations
RNP-10 is one of the Special Areas of Operation that require authorization.
Commercial Operators require an OPSPEC for the area in which they are
operating.
Required Equipment
As mentioned above, all aircraft operating in RNP-10 airspace shall have a
95% cross-track error of less than 10 NM. This includes positioning error
flight technical error (FTE), path definition error and display error. All aircraft
NOTE: For RNP-10 approval, shall also have a 95% along-track error of less than 10 NM
navigation positioning error is
considered the dominant factor According to FAA Order 8400.12A, at least two Long Range systems capable
to cross-track an along-track of navigating to the RNP should be operational at the oceanic entry point.
error. Flight technical error, path
definition error and display error Flight Technical Error - The accuracy with which the aircraft is controlled as
are considered to be insignifi- measured by the indicated aircraft position, with respect to the indicated com-
cant for the purposes of RNP-
mand or desired position. It does not include blunder errors.
10 approval. RNP-10 is Path Definition Error - The difference between defined path and the desired
intended for oceanic and path at the specific point and time
remote areas where aircraft
separation minima, on the order Display Error - Error components contributed by any input, output or signal
of 50 NM, are applied. conversion equipment used by the display as it presents either aircraft position
or guidance commands, and by any course definition entry device employed
Time Limits
As a baseline, inertial systems approved for RNP-10 operations are limited to
6.2 hours from the time when the system is placed in the navigation mode.
Multiple sensors
An extended time limit may be established by showing that the carriage of
multiple sensors, that mix or average navigation position error, justifies such
an extension (e.g., triple mixed INS's). If the time limit used is based on mix-
ing, then the availability of the mixing capability is required for 14 CFR parts
121, 125 and 135 dispatch or for part 91 takeoff for flight on RNP-10 routes.
If the mixing is not available at dispatch, then a time limit that does not
depend on mixing must be used. Extended time limits must be validated as
described in 8400.12A.
En route Updates
Operators may extend their RNP-10 navigation capability time by updating.
Updating may be accomplished either automatically or manually, but must
meet certain requirements.
Approvals for various updating procedures are based upon the baseline for
which they have been approved minus the time factors shown below:
The FAA selected the criteria that as long as the INS did not drift more than 2
NM laterally for each hour traveled longitudinally with a 35 knot crosswind
blowing at a 90 angle to the direction of travel, the unit was certifiable. When
modern IRS/IRU units were introduced they were much more accurate and
less susceptible to drift than the original ball bearing INS equipped units, but
the certification criteria standard remained.
The FAA would like aircraft to remain within the maximum allowable
deviation of a Gross Navigation Error (GNE). A GNE is defined laterally as
being off track by 25 NM or greater. This means that the GNE distance
would be 12.5 NM. Given the maximum drift rate of 2 NM per hour, 6.2 hours
would be the maximum time the aircraft could fly and remain under the
GNE deviation of 12.5 NM. This is the origin of the 6.2 non updated time
rule.
There are several time limits the pilot should be familiar with. They are deter-
mined by the last form of position update received by the FMS.
If GPS position is present and within limits, there are no time limits imposed
as current position remains accurate.
If GPS is not present or lost, the FMS typically resorts to DME/DME posi-
tion. Under these conditions, there is a maximum flight time of 5.9 flight time
from the last position update. If the DME/DME position updating is not lost,
no time limit would apply.
The least accurate position update is a manual update to FMS position and has
a time limit of 5.2 hours from the last manual update. If this system is used, a
procedure must be developed to assure accurate updating.
If GPS is lost and no other position updating is available, the 6.2 hour limit
applies from the time the INS was placed into the navigation mode. Again,
regaining automatic position updating resets the clock.
If no position updating is available, the 6.2 hour limit from the time entering
the navigation mode applies.
If the pilot exceeds these time limits in RNP10 airspace, he must inform ATC
of this exceedance. His position will then be logged as uncertain.
GPS
Aircraft approved to use GPS as a primary means of navigation for oceanic NOTE: if predictions indicate
and remote operations in accordance with the appropriate FAA documents, or that the maximum FDE outage
equivalent, are considered to meet the RNP-10 requirements without time for the intended RNP-10 oper-
limitations. The AFM(s) should indicate if a particular GPS installation meets ation cannot be met, the oper-
the appropriate FAA documents requirements. As specified in the appropriate ation must be rescheduled
FAA documents, at least dual GPS is required, and an approved dispatch fault when FDE is available, or
detection and exclusion (FDE) prediction program must be used. RNP-10 must be predicated
on an alternate means of navi-
The maximum allowable time for which FDE capability is projected to be gation.
unavailable is 34 minutes. The maximum time should be included as a condi-
tion of RNP-10 approval.
Multi-sensor systems integrating GPS with RAIM or FDE that are approved
using the guidance of AC 20-130A, Airworthiness Approval of Navigation or
Flight Management Systems Integrating Multiple Navigation Sensors, or
equivalent, can be considered to meet RNP-10 requirements without time lim-
itations. In this case the INS or IRU must be approved in accordance with part
121, appendix G.
MEL
If RNP-10 operational approval is granted on the basis of a specific opera-
tional procedure (such as credit for a triple mix), operators should make MEL
adjustments specifying the required dispatch conditions.
Crew Requirements
Crews operating aircraft in these remote areas must have specified areas of
crew knowledge. DOC 8400.12A Appendix 4 Training Programs outline the
specifics and are highlighted under Operating in the Airspace below.
Part 91 operators are required to have the same knowledge. Specific training
programs are not outlines, but may be required by the FAA as a means to
demonstrate required levels of knowledge.
DME/DME
VOR/DME (within 62 NM VOR range)
INS (with radio updating or limited to 2 hours use after last on-ground
position update)
Loran C (with use limitations)
GPS (with use limitations)
Primary sources of navigation information for ECAC airspace are VOR/
DME, DME/DME and GPS.
B-RNAV permits increasing traffic flow while at the same time maintaining
or improving existing safety standards. These benefits are achieved by provid-
ing:
B-RNAV has been implemented throughout the entire ATS Route Network in
the ECAC area. It applies to all IFR flights operating as General Air Traffic
(GAT), in conformity with the ICAO procedures. In some cases, B-RNAV has
also been implemented on certain SIDs and STARs provided that:
The B-RNAV portion of the route is above the Minimum Sector Alti-
tude / Minimum Flight Altitude / Minimum Radar Vectoring Altitude
(as appropriate), has been developed in accordance with established
PANS-OPS criteria for en-route operation, and conforms to B-RNAV
en-route design principles.
The initial portion of departure procedures is non-RNAV up to a con-
ventional fix beyond which the B-RNAV procedure is provided in
accordance with the criteria above.
The B-RNAV portion of an arrival route terminates at a conventional
fix in accordance with the criteria above and the arrival is completed by
an alternative final approach procedure, also appropriately approved.
Due regard has been taken during the design process of the operating
procedures of users.
National Authorities may designate domestic routes in the lower airspace,
which can be used by the aircraft which are not B-RNAV capable. State air-
craft, as defined in the Chicago Convention, are exempted from this B-RNAV
requirement.
Precision Area Navigation (P-RNAV) is being implemented for RNAV appli- REFERENCES:
cations in the terminal area. P-RNAV requires aircraft to maintain a course
tracking accuracy of 1NM for at least 95% of the time combined with JAA TGL-10 (Current
advanced functionality high integrity navigation databases. P-RNAV may be Revision)
flown using inputs from DME/DME or GPS and/or INS. Many existing air-
craft can achieve P-RNAV capability without additional onboard equipment. FAA AC90-96A
Databases are the primary issue for most existing applications. FAA AC90-100A
P-RNAV procedures are designed, validated and flight checked to a common EATM P- RNAV Approval
standard. All aircraft are certified to the same criteria and functional capabil- Guidance
ity. In addition, ATC procedures and RT phraseology will be standard.
In order to maintain accurate tracking in the terminal area, there are require-
ments for both crew and equipment. It is a Special Area of Operations that
requires authorization for operations using these procedures. At the present,
there is no mandate for the carriage of P-RNAV. Basic RNAV will be avail-
able for aircraft not P-RNAV qualified, but may be subject to operational lim-
itations at some airports.
Where do we go next?
RNP-RNAV will be the final step toward achieving an area navigation system
with functionality and integrity for all phases of flight with track keeping
accuracy applicable to prescribed RNP values, typically RNP 0.3NM and
RNP 0.1NM. No mandate is foreseen before 2010.
Required Equipment
Many aircraft as currently equipped will be able to achieve P-RNAV capabil- REFERENCES:
ity without adding onboard equipment. Database integrity is of great impor-
tance due to waypoints being established below existing MSA's. JAA TGL-10
(Current Revision)
P-RNAV procedures utilize RNAV equipment that automatically deter- FAA AC90-96A
mines aircraft position in the horizontal plane using inputs from the fol-
lowing types of sensors (not listed in order of priority): FAA AC90-100A
DME/DME from two or more stations EATM P-RNAV Approval
VOR/DME with co-located DME where it is identified as meeting the Guidance
requirements of the procedure
GNSS (GPS)
INS or IRS with automatic updating from suitable radio based naviga-
tion equipment
The above listed equipment has further limitations and the current revision of
the appropriate documents should be consulted for complete details.
The navigation equipment required for P-RNAV operations must have the lat-
eral track keeping ability equal to or better the +/- 1NM for 95% of the flight
time (RNP-1).
The database used must either be from an approved source or checked via an
approved method to ensure database integrity. The P-RNAV website main-
tains a current listing of approved equipment and databases.
FAA AC 90-96A gives U.S. operators guidance as to how to comply with the
requirements for BRNAV and PRNAV approval. Appendix 1 describes the
requirements for BRNAV and Appendix 2 describes the requirements for
PRNAV.
SUBJECT REFERENCES:
1. Theory of RNAV, including the differences between B-RNAV, P-RNAV
and RNP-RNAV
JAA TGL-10
(Current Revision)
2. Limitations of RNAV
3. Charting, database and avionics issues including: FAA AC90-96A
Waypoint naming concepts FAA AC90-100A
RNAV Path terminator concepts and especially:
Use of the 'CF' path terminator
Use of the 'TF' path terminator
Fly-By and Fly-Over waypoints
Use of the RNAV equipment including, where appropriate:
Retrieving a procedure from the database
Verification and sensor management
Tactically modifying the flight plan
Addressing discontinuities
Entering associated data such as: REFERENCES:
Wind
Altitude/Speed constraints JAA PRNAV Flight OPS and
Vertical Profile/Vertical Speed CREW Information Notice
Flying the procedure
Use of Lateral Navigation Mode and associated lateral control tech-
niques
Use of Vertical Navigation Mode and associated vertical control tech-
niques
Use of automatic pilot, flight director and auto-throttle at different stages
of the procedure
RT Phraseology for RNAV
The implications for RNAV operations of system malfunctions which are
not RNAV related (e.g. hydraulic failure or engine failure).
Before Start
1. At system initialization, the flight crew must confirm that the navigation
database is current and verify that the aircraft position has been entered
correctly.
2. The active flight plan should be checked by comparison of the charts, SID
or other applicable documents, with the map display (if applicable) and the
MCDU. This includes:
Confirmation of the correct waypoint sequence
Reasonableness of track angles and distances
Any altitude or speed constraints, and
Correct identification, where possible, of waypoints as fly-by or fly-
over waypoints
Pilots shall particularly focus on any segment of the P-RNAV procedure
which is below MSA.
Takeoff
1. Prior to takeoff, the flight crew must verify that the RNAV system is avail-
able and operating correctly and, when available, the correct airport and
runway data have been loaded.
2. Line Up: Unless automatic updating of the actual departure point is pro-
vided, the flight crew must ensure initialization on the runway either by
means of a manual threshold or intersection update, as applicable. This is
to preclude any inappropriate or inadvertent position shift after takeoff.
GNSS Specific: the signal must be acquired before the takeoff roll com-
mences and GNSS position then may be used in place of the runway update.
Departure
1. During the procedure and where feasible, flight progress should be moni-
tored for navigational reasonableness by cross-checks with conventional
navigation aids using the primary displays in conjunction with the MCDU. NOTE: When a procedure is
designed to be started conven-
If P-RNAV capability is not based on GNSS equipage, transition to the P-
tionally, then the first point of the
RNAV structure shall only be made from the point where aircraft has entered
DME/DME coverage. P-RNAV procedure will be identi-
fied on the charts.
2. When using autopilot and/or flight director, particular attention should be
paid to the selected/armed mode as the resultant track keeping accuracy
may vary.
Track keeping monitoring of a P-RNAV procedure below MSA will also
require particular attention in degraded conditions such as engine failure, as
both the vertical and lateral obstacle clearance are more critical.
The crew briefing shall include reversion to conventional procedure and the
go around procedure.
As for departure, the creation of new waypoints by manual entry into the
RNAV system by the flight crew is not permitted as it would invalidate the P-
RNAV procedure.
For some systems, the accuracy may be derived from the navigation
mode or accuracy mode
Where the MCDU is not capable of displaying accuracy in decimal
units, then an approved alternative means of verifying accuracy will
have to be followed
GNSS specific: for GNSS based systems, absence of a triggered alarm is con-
REFERENCES: sidered sufficient.
FAR 91 Appendix C
If the check fails, a conventional procedure must then be flown.
AC 91-70 Oceanic and Other
International Operations When the contingency to revert to a conventional arrival procedure might be
required, the flight crew must make the necessary preparation and briefing.
Any published altitude and speed constraints must be observed unless other-
wise instructed by ATC.
Even though these naming changes have been agreed to by all involved par-
ties, you will continue to see the old naming conventions in print until all of
the printed materials can be revised.
Mid-term 2011-2015
Far-term 2016-2025
As you can see, this is a long-term project, and we are only in the beginning
stages of implementation. This means that we can expect continuous changes
as the implementation proceeds.
This criterion is generally consistent with the criteria for Precision RNAV (P-
RNAV) operations in Europe as referenced in AC90-96A. There are some
exceptions to the criteria for P-RNAV including: NOTE: This section is
excerpted from AC90-100A.
GPS equipped aircraft compliant with AC90-USRNAV need not per- See the current and complete
form the GPS health word checking described in TSO-C129A, Air- document for complete data
borne Supplemental Navigation Equipment using the Global
Positioning System (GPS)
All classes of TSO-C1129/129A equipment certified for IFR use with-
out deviation may execute U.S. RNAV procedures and routes imple- REFERENCES:
mented with a requirement for compliance of this AC.
AC90-100A US Terminal and
Enroute Area Navigation
Definitions (RNAV) operations
Area Navigation (RNAV) A method of navigation which permits aircraft AC90-96A Approval of US
operation on any desired flight path within the coverage of station-referenced Operators and Aircraft to
navigation aids or within the limits of the capability of self-contained aids, or Operate Under Instrument
a combination of these. Flight Rules (IFR) in Euro-
pean Airspace Designated for
Critical DME A DME facility that when unavailable results in inadequate Basic Area Navigation (B-
RNAV system performance to sustain operations along a specific route or pro- RNAV) and Precision Area
cedures. Navigation (P-RNAV)
DME/DME RNAV Refers to navigation using DME, ranging from at least JAA TGL-10
two DME facilities to determine position along with use of an inertial refer-
ence unit (IRU) to provide sufficient position information during limited
DME gaps.
Global Position System (GPS) The United States GNSS core satellite con-
stellation providing space-based positioning, velocity, and time. GPS is com-
posed of space, control, and user elements.
Q Route An RNAV route within the high altitude structure of the Contigu-
ous United States, requiring system performance by GPS/GNSS or DME/
DME/IRU RNAV systems.
Navigation Sensors
U.S. RNAV operations are based upon the use of RNAV equipment that auto-
matically determines aircraft position in the horizontal plane using inputs
from the following types of sensors (no specific order of priority):
Preflight Planning
1. Operators and pilots intending to conduct operations on U.S. RNAV
routes, SIDs and STARs are expected to file the appropriate flight plan suf-
fix code as designated in the current Airman's Information Manual (AIM)
and other Flight Information Publications (FLIP).
2. During the pre-flight planning phase, the availability of the navigation
infrastructure required for the intended routes, SIDs and STARs including
any non-RNAV contingencies must be confirmed for the period of
intended operations. The pilot must also confirm availability of the
onboard navigation equipment necessary for the route, SID or STAR to be
flown.
3. The onboard navigation database must be current and appropriate for the
region of intended operation and must include the navigation aids, way-
points and relevant coded terminal airspace procedures for the departure,
arrival and alternate airfields.
RNAV 1
REFERENCES: Aircraft operation on RNAV 1 STARs and SIDs msut maintain a total system
Jepperson Briefing Bulletin; error of not more than 1 nautical mile for 95% of the total flight time. All
JEP 07-A pilots are expected to maintain route centerlines, as depicted by onboard lat-
eral deviation indicators and/or flight guidance during all RNAV operations,
unless authorized to deviate by ATC or under emergency conditions. Cross-
track error/deviation should be limited to 0.5 nautical mile. Brief deviations
from this standard during and immediately after procedure/route turns, up to a
maximum of 1 nautical mile are allowable. Pilots must use a lateral deviation
indicator (or equivalent navigating map display), flight director and/or autopi-
lot in lateral navigation mode. RNAV 1 will appear on all U.S. RNAV STAR
and SID charts. The latter includes both Standard Instrument Departures and
graphic Obstacle Departure Procedures. Additional notes specifying the navi-
gation infrastructure to support the procedure will be included (e.g., DME/
DME/IRU or GPS required).
RNAV 2
Aircraft operating on RNAV routes must maintain a total system error
bounded by the RNAV value for 95% of the total flight time. All pilots are
expected to maintain route centerlines, as depicted by onboard lateral devia-
tion indicators and/or flight guidance during all RNAV operations, unless
authorized to deviate by ATC or under emergency conditions. Cross-track
error/deviation should be limited to 1.0 nautical mile. Brief deviations from
this standard during and immediately after procedure/route turns, up to a max-
imum of 1.0 nautical mile are allowable. RNAV 2 will be used for enroute
operations unless otherwise specified. Pilots are encouraged to use a lateral
deviation indicator (or equivalent navigation map display), flight director and/
or autopilot in lateral navigation mode. RNAV 2 applies to Q-routes and T-
routes in the U.S. It does not apply to over-water RNAV routes (including Q-
routes in the Gulf of Mexico and the Atlantic routes) or VOR DME RNAV
routes in Alaska as well as off-route RNAV operations, Alaska GPS routes, or
Caribbean routes.
Contingency Procedures
The pilot must notify ATC of any loss of RNAV capability together with the
proposed course of action. If able to comply with the requirements of an
RNAV procedure, pilots must advise ATC as soon as possible. The loss of
RNAV capability includes any failure or event causing the aircraft to no
longer satisfy the criteria of AC 90-100.
Currently, RNP-4 airspace may be found over Australia, New Zealand and all
the airspace out to the Fijian Islands. For full RNP-4 which includes 30 NM
separation both laterally and longitudinally, CPDLC (Controller Pilot Data
Link) and ADS (Automatic Dependent Surveillance) is required. This air-
space carries the notation "CPDLC and ADS may be requires". This means
that when separation standards have been reduced to 30 NM laterally and lon-
gitudinally or when the controlling agencies determine the communications
and surveillance capabilities provided by ADS and CPDLC are necessary for
safe separation, they will be required.
There are also RNP-4 routes from the south end of Africa to central Europe.
These routes are spaced 30 NM apart laterally, but separation longitudinally
greater than 30 NM so CPDLC and ADS are not required.
There are plans that the core routes on the NATS (North Atlantic Track Sys-
tem) and between Bermuda and San Juan to become RNP-4. Separation along
these routes will be 30/30 or 30 NM laterally and longitudinally and that
CPDLC and ADS will be required.
Automatically assembled position reports are sent every time that a pilot flies
over an FMS programmed waypoint and anytime the controller needs to "see"
your position to assure safe separation.
Authorizations
RNP-4 is one of the Special Areas of Operation that require authorization.
Commercial Operators require an OPSPEC for the area in which they are
operating.
Group 2 consists of aircraft with prior navigation approval that can equate
their certified level of performance under previous standards to the RNP-4
criteria. The two standards listed below can be used to qualify an aircraft
under group 2. Other standards may be used, but must be coordinated with
AFS-400 by the FSDO or Certificate Management Office (CMO) to deter-
mine the appropriate operational authorizations and limitations.
MEL
MELs must identify the navigation and communications equipment required
for dispatch into RNP-4 oceanic and remote area airspace to provide the per-
formance and functionalities required.
Maintenance Requirements
Aircraft in Group 1, 2 and 3 must have established maintenance procedures
for all LRNS intended for use in oceanic and remote area operations.
Required Performance
A. Flight Technical Error (FTE): The accuracy with which the aircraft is con-
trolled as measured by the indicated aircraft position with respect to the
indicated command or desired position. It does not include blunder
errors.
B. Path Definition Error: This is the difference between the defined path and
the desired path at a specific point and time.
C. Display Error: These errors may include error components contributed by
any input, output or signal conversion equipment used by the display as
it presents either aircraft position or guidance commands and by any
course definition entry device employed.
D. Navigation System Error (NSE): This is the root sum square of the ground
station error contribution, the airborne receiver error and the display
system contribution.
E. Total System Error (TSE): This is system use error.
F. Position Estimation Error: This is the difference between true position and
estimated position.
G. Accuracy: Each aircraft operating in RNP-4 airspace shall have total sys-
tem error components in the cross-track and along-track directions that
are less than 4NM for 95% of the flying time. The accuracy require-
ment must be met for the specific length of route.
H. GNSS Monitor: The GNSS navigation system must detect satellite fail-
ures before they cause the aircraft to exceed the defined airspace or
obstacle clearance area.
Required Functionalities
The following functionalities are mandatory for progress data:
A. Course Deviation Indicator (CDI) in the pilot's "Field of View" The dis-
play of navigation data must use either a lateral deviation display or a
navigation map display with further guidance provided in 8400.33.
B. Track to Fix is a geodesic path between tow fixes. The first fix is either the
previous leg termination or an initial fix leg. The termination fix is nor-
mally provided by the navigation database, but may also be a user
defined fix.
C. Direct to Fix is a geodesic path starting near the area of initiation and ter-
minating at a fix.
D. Direct - To function shall be able to be activated at any time by the flight
crew when required. The direct-to function shall be available to any fix.
The system shall be capable of generating a geodesic path to the desig-
nated TO fix. The aircraft shall capture this path without S-Turning and
without undue delay.
E. Course to Fix is a geodesic path terminating at a fix with a specified course
at that fix. The inbound course at the termination fix and the fix are pro-
vided by the navigation database. If the inbound course is defined as a
magnetic course, the source of the magnetic variation needed to convert
magnetic course to true courses is required.
F. Parallel Offset: The system shall have the capability to fly parallel tracks at
a selected offset distance. When executing a parallel offset, the RNP
type and all performance requirements of the original route in the active
flight plan shall be applicable to the offset route. The system shall pro-
vide for entry of offset distances in increments of 1 NM left or right of
course. The system shall be capable of offsets of at least 20 NM.
G. Fly By Transition Criteria: The navigation system shall be capable of
accomplishing fly-by transitions. No predictable and repeatable path is
specified because the optimum path.
H. User Interface Displays: General user interface display features must pro-
vide for presentation of information, situational awareness and be
designed and implemented to accommodate human factors consider-
ations. Further amplification is found in 8400.33.
Recommended Functionalities
The following additional functionalities are recommended for navigation
data:
Operational Requirements
Navigational Performance
The navigation accuracy requirement for issuance of an RNP-4 authorization
requires that the aircraft navigate with a cross-track and along-track Total Sys-
tem Error (TSE) no greater than 4NM for 95% of the flight time in RNP-4
airspace.
Navigation Equipage
All RNP-4 operations in oceanic and remote areas shall have at least dual
independent long range navigation systems of integrity such that the naviga-
tion system does not provide misleading information.
Availability of GNSS
At dispatch or during flight planning, the operator should ensure that adequate
navigation capability is available en route to enable the aircraft to navigate to
RNP-4.
Navigation Database
The navigation database updating process shall comply with European Orga-
nization for Civil Aviation Equipment (EUROCAE) ED-76/ Radio Technical
Commission for Aeronautics (RTCA) DO-200A or equivalent approved pro-
cedures. The navigation database should be obtained from an approved sup-
Flight Planning
During flight planning, the flight crew should pay particular attention to con-
ditions which may affect operations in RNP-4 oceanic and remote area air-
space or routes. These include, but are not limited to:
A. Verifying the aircraft is approved for RNP-4 oceanic and remote area oper-
ations
B. Verify the operator is authorized for RNP-4 oceanic and remote area oper-
ations. This authorization supports the 30 NM lateral and 30 NM longitu-
dinal (or other) separation minima requiring RNP-4
a. It should be noted that it addresses only the navigation requirements
with these standards
b. It does not address the communications or surveillance requirements
c. Such requirements are listed in a State's Aeronautical Information Pub-
lication and the Regional Supplementary Procedures (Doc 70730) for
specific airspace or ATS routes
D. Verifying the letter "R" is annotated in block 10 (Equipment) of the ICAO
Flight Plan
E. Requirements for GNSS such as FDE if appropriate for the operation are
met
F. Accounting for any operating restriction related to RNP-4 approval if
required for a specific navigation system
En route
A. At least two independent LRNS capable of navigating to the RNP should
be operational at the oceanic entry point. If this is not the case, the pilot
should consider an alternate routing or divert for repairs
B. Operator in-flight operating procedures must include mandatory cross
checking procedures to identify navigation errors in sufficient time to
prevent the aircraft from an inadvertent deviation from ATC cleared
routes
C. Crews shall advise ATC of any deterioration or failure of the navigation
equipment below the navigation performance requirements or any devi-
ations required for a contingency procedure
Figure 5-7: KD54U is spoken on frequency: Kilo Delta Fifty-four Uniform, Kilo Delta Five Four
Uniform, KD Fifty-four Uniform, or KD Five Four Uniform.
NRS Waypoint Spacing
Initially to minimize the database requirements of aircraft navigation and
flight management systems, the NRS will be populated with waypoints every
30 minutes of latitude and every 2 degrees of longitude. In final version, the
NRS waypoints will have a grid resolution of 1 degree longitude by 10 min-
utes of latitude. The schedule to increase of waypoints will be based on the
increased database capabilities of aircraft operating in the environment.
The second character represents the Air Route Traffic Control Center
(ARTCC) within the FIR where the waypoint resides. The two numbers repre-
sent a latitude increment and the last letter represents a longitude increment.
(see Figure 5-7)
The latitude increment numbers start at the equator which is designated "00".
Each 10 minute increment is then identified as a number between "01" and
"90". The latitude numbering sequence repeats each 15 degrees of latitude.
(see Figure 5-7)
The longitude letters start at the Greenwich Meridian and go from west to east
around the globe repeating every 26 degrees. (see Figure 5-7)
Non-Restrictive Routing
Non-Restrictive Routings (NRR) are portions of a proposed route of flight
where a user can flight plan the most advantageous flight path if RNAV
equipped. There are two NRR levels of service:
HAR - Full service for aircraft that have all the waypoints associated
with the HAR program in their flight management systems or RNAV
equipage. The ability to use this service is indicated by inserting
"HAR" in the beginning of flight plan remarks.
PTP - Limited level of service for aircraft that have the traditional way-
points in their flight management systems or RNAV equipment, but do
not have all the NRS waypoints for the area the flight is operating. The
ability to use this limited service is indicated by inserting "PTP" in the
beginning of flight plan remarks
Using NRR
Although NRR will be accommodated by the ATC system to the maximum
extent practical, structural routings will be needed in busier complex terminal
areas and for the departure and arrival portions of a flight to achieve the great-
est overall system efficiency. Where current Preferred IFR Routes are estab-
lished, HAR transition points called "pitch" and "catch" will also be
established for flights within HAR airspace that will reflect the enhanced sys-
tem efficiency and flexibility. The new HAR referential routes will provide
information on the initial route structure, the point at which a flight can transi-
tion to NRR, the point where preferred arrival structure begins and where the
preferential arrival route structure should be filed. These HAR preferential
routes will be published in the appropriate AFD.
What is RVSM?
RVSM enables vertical separation to be reduced between FL 290-410 (inclu-
sive) from 2,000 ft. to 1,000 ft. RVSM was first implemented in North Atlan-
tic Airspace in 1997. RVSM is currently implemented globally with the
exceptions of Russia, China and Africa. Africa is close to implementation
with China in the planning stages. Russian compliance is yet to be deter-
mined.
RVSM makes six additional flight levels available for operations between FL
290-410. It has been shown to enhance aircraft operating efficiency by mak-
ing more fuel/time efficient flight levels available; enhance air traffic control
flexibility and provide the potential for enhanced enroute airspace capacity.
Figure 6-2:
The additional FL's enable additional aircraft to fly more time/fuel efficient
profiles and provides the potential for enhanced airspace capacity. RVSM
operators must receive authorization from the appropriate civil aviation
authority. RVSM aircraft must meet required equipage and altitude-keeping
performance standards. Operators must operate in accordance with RVSM
policies/procedures applicable to the airspace where they are flying.
Required Equipment
For RVSM operations, the minimum required equipment is:
Crew Requirements
At a minimum, the crew must be knowledgeable in the operating procedures
and special emphasis items as listed below as well as other required areas
described in 91-RVSM and TGL-6. The requirement for training and opera-
tional manual requirements will be described for each operator in the approval
process with the operator's state of registry.
Operating Procedures
Flight Planning
During flight planning, the flight crew and dispatchers, if applicable, should
pay particular attention to conditions which might affect operation in RVSM
airspace. These include, but may not be limited to:
In block 3 of the FAA flight plan, the letters /J, /K, /L or /Q should be
used to indicate a combination of /E, /F, /G or /R with RVSM approval.
All others should insert the letter W to indicate RVSM approval.
In-Flight Procedures
The following policies should be incorporated into flight crew training and
procedures:
Flight crews should comply with aircraft operating restrictions (if required
for the specific aircraft group) related to RVSM airworthiness approval. NOTE: It is recommended that the
Emphasis should be placed on promptly setting the sub-scale on all pri- level off be accomplished using
mary and standby altimeters to 29.92 in. Hg/1013.2 hPa when passing the the altitude capture feature of the
transition altitude, and rechecking for proper altimeter setting when reach- automatic altitude control system,
ing the initial cleared flight level (CFL). if installed.
In level cruise it is essential that the aircraft be flown at the CFL. This
requires that particular care be taken to ensure that ATC clearances are
fully understood and followed. Except in contingency or emergency situa-
tions, the aircraft should not intentionally depart from CFL without a posi-
tive clearance from ATC.
During cleared transition between levels, the aircraft should not be
allowed to overshoot or undershoot the cleared flight level by more than
150 feet (45m).
An automatic altitude control system should be operative and engaged dur-
ing level cruise, except when circumstances such as the need to re-trim the
aircraft or turbulence require disengagement. In any event, adherence to
cruise altitude should be done by reference to one of the two primary
altimeters.
The altitude alerting system should be operational.
The readings of the primary and standby altimeters should be recorded
upon reaching cruise altitude.
At intervals of approximately one hour, cross-checks between the primary
altimeters and the standby altimeter should be made. A minimum of two
91-RVSM, paragraph 11g states that Part 121, 125 and 135 operators are
authorized to conduct RVSM in an area of operations that is new to them
when Operations Specification (OpSpecs) paragraph B046 (Operations in
RVSM Airspace) is added to the appropriate area of operations in OpSpecs
paragraph B050 (Authorized Areas of En Route Operation. Limitations and
Provisions). The list provided below is intended to show those subjects that an
operator must address prior to flying in a new RVSM area of operations.
Pilot Procedures
Procedures for in-flight contingencies including aircraft system
malfunction or failure
Procedures for weather encounters
Procedures for wake turbulence encounters
Pilot/controller phraseology
NOTE: See the European section
Procedures for Flight of Non-RVSM Compliant Aircraft of "Monitoring Requirements and
Procedures" on the RVSM Docu-
Continued Airworthiness Procedures mentation Webpage for discus-
sion of European post
Applicable RVSM continued airworthiness procedures must be considered for implementation monitoring pro-
destination/departure airports new to the operator. gram requirements.
Monitoring Requirements
If they have not already completed monitoring requirements by participating
in the monitoring program for another area, operators must show their plan for
completing monitoring for the new area. Monitoring Requirements Charts for
individual areas of operation are published on the FAA RVSM Documenta-
tion website.
Each region of the world has a monitoring agency that follows the height
monitoring of aircraft in it's region and shares with the various monitoring
agencies. For this reason, it is not necessary to height monitor in each region,
but you must be monitored successfully within the time period required for
each area.
Through bi-lateral agreements with Canada and Mexico, the FAA has estab-
lished the North American Approvals Registry and Monitoring Organization
(NAARMO) as the official regional monitoring agency supporting implemen-
tation and continued safe use of the North American Reduced Vertical Separa-
tion Minimum (RVSM). Operation of a Regional Monitoring Agency is called
for in pertinent International Civil Aviation Organization guidance. The
NAARMO resides at the FAA Technical Center in Atlantic City, New Jersey.
Details on the monitoring agencies for all regions as well as their operating
difference may be accessed by region through the FAA RVSM website.
The GMU has been in use since 1996 and has used by thousands of operators
to satisfy monitoring requirements associated with the State RVSM approval
process, thus supporting satisfaction of the second objective of monitoring
noted above. However, the ensemble of monitoring results produced by appli-
cation of the GMU has also been used to satisfy the first objective.
NOTE: An LOA or Operations Specifications must be obtained prior to con-
ducting a monitoring flight.
The AGHME system does not require that any special monitoring devices be
installed on an aircraft in order that it be monitored. It is necessary, however,
that the aircraft have an operational Mode S transponder. Future AGHME
software development will relax this requirement to that of an operational Air
Traffic Control Radar Beacon System transponder.
Arizona - TBD
Check the NAARMO website prior to flight for operational status of these
stations prior to flight to ensure height monitoring status.
Europe
Results for height monitoring accomplished in Europe may be accessed from
the Eurocontrol RVSM webpage found in the Eurocontrol Navigation
Domain. Height monitoring in Europe is recorded by company and addresses
itself with height monitoring only and not approvals. Contact Eurocontrol
from the contact information on their RVSM website to resolve any conflicts
on height monitoring.
You would like to confirm the data we hold on other (Non-Approved) Air-
frames in your fleet.
You have an Airframe ready for monitoring, but it is not shown in this list.
You would like to confirm the data we hold on other (Non-Approved)
Airframes in your fleet.
You have an Airframe ready for monitoring, but it is not shown in this
list.
Any of the details shown are incorrect.
An Airframe has a MODE-S Code but is shown as No here.
Airframe Monitoring results are only shown if the Airframe has met the per-
formance compliance criteria (as specified in TGL/6), within 2 years prior to
the date.
Where problems are experienced with monitoring, the EUR User Support Cell
will contact the Operator directly.
RA Display Changes
Changes to the RA display and portions of the TCAS logic were developed to
help reduce altitude excursions during an RA, and to provide pilots with con-
tinuous guidance throughout an RA by expanded use of the green fly-to arc
TCAS will display a green arc only for an initial RA requiring a change in
vertical speed (e.g., Climb or Descend RA); a secondary RA requiring a stron-
ger RA response (e.g., Increase Climb/Descent RA); or an RA reversal (e.g.,
Climb/Descend NOW). It also uses the arc for an RA requiring the pilot to
maintain an existing vertical speed and for any RA that is modified (weak-
ened) when the response to the initial RA has provided adequate vertical sep-
aration from the intruder. Whenever an RA is weakened, Version 7 will call
for the aircraft to be leveled by displaying the green arc beginning at 0 fpm
and extending to 250 fpm.
Other Changes
Horizontal Miss Distance Filter (HMDF). New logic has been included with
Version 7 that will recognize encounters with adequate horizontal separation
between aircraft, and whenever possible, suppress an RA. Simulations and
testing have shown that the HMDF will reduce the number of RAs by approx-
imately 25% in U.S. airspace, and up to 40% of RAs in European airspace.
Aural Inhibit Altitude. The aural inhibit altitude has been returned to 500 feet
AGL to increase the awareness of TAs issued while on approach.
Altitude Crossing RAs. Version 7 contains additional biases to reduce the fre-
quency of altitude crossing RAs.
Do not place TCAS in TA Only or TA/RA until just prior to taking the runway
for departure. On landing, place TCAS in Standby as soon as workload per-
mits after clearing the active runway.
References:
FAA Guidance 91-RVSM
International Civil Aviation Organization (ICAO) Doc. 9574, Manual on
the Implementation of a 300 m (1,000 ft) Vertical Separation Minimum
Between FL 290 - FL 410 Inclusive
ICAO Doc. 9536, Review of the General Concept of Separation Panel
(RGCSP), Sixth Meeting, Montreal, 28 November - 15 December 1988
ICAO Doc. 9572, RGCSP, Seventh Meeting, Montreal, 30 October - 20
November 1990.
JAA TGL-6
http://www.faa.gov/ats/ato/rvsm1.htm
http://www.ecacnav.com/RVSM
Altimeter conversions
Obstacle clearance altitude/height
Noise abatement
Initial approach/Procedure Turns
Circling
Missed approach /Overshoot
Holding
Departure obstacle clearance
QNH - Refers to the altitude above mean sea level based on local station pres-
sure.
QNE - The altimeter setting of 29.92 or 1013.2 hPa is the standard setting
used in positive control airspace above the transition altitude.
QFE - Refers to the height above the airport elevation or runway threshold
elevation and is also based on local station pressure. QFE is the standard in
the Confederation of Independent States (CIS). Many locations now offer
QNH on request. When an altimeter is set correctly to QFE, the instrument
will show zero elevation at touchdown.
Millibars and hectopascals are the same. The terminology is being changed to
make hectopascals the standard over millibars. The positive impact of this is
that when determining the measurement standard, it is very easy to mistake
millibars (MB) for millimeters (MM). There is a significant difference
between millibars/hectopascals and millimeters. Take care when determining
correct altimeter settings, but special consideration is due when not working
in inches.
Read the approach plate, SID or STAR closely to determine which altimeter
setting is used. If your aircraft is capable of setting the altimeter setting, select
the appropriate setting and enter the correct altimeter setting. If your aircraft is
not capable of setting the appropriate setting, you must convert the provided
altimeter setting to a scale that can be set on your altimeter.
Using the table below, 1015 MB to IN HG is solved by starting in the left col-
umn and locating 1010 MB , then moving straight across until the value inter-
sects the 5 column. The value at the intersection is the conversion to IN HG,
or 29.97 IN HG.
Use care in choosing the correct chart for the conversion type, and in choosing
the direction of conversion as well.
When taking off in countries using QFE, the altimeter will display a zero field
elevation. When using QFE, sea level pressure has been adjusted for field ele-
vation. As with QNH however, the altimeter will be reset to QNE when reach-
ing the transition altitude.
The transition layer is the area between the transition altitude and the transi-
tion layer. Due to meteorological or air traffic control considerations, this
transition layer could be thousands of feet thick or theoretically one foot (as it
is in the United States.)
TERPS, is used primarily in the United States, Mexico and Canada. PAN-
SOPS is used throughout the rest of the world. There are a few countries that
may use both. Check your approach charts to determine which system is in
use.
TERPS began this identification on charts dated after 21 Nov 03 where previ-
ously only PANSOPS used this method.
TERPS PANSOPS
Average Bank Angle 25 Average Bank Angle 20
No Wind 25 Knot Wind
Maximum IAS and Circling Radius from the Threshold
Category Max IAS Radius MAX IAS Radius
A 90 KIAS 1.3 NM 100 KIAS 1.68 NM
B 120 KIAS 1.5 NM 135 KIAS 2.66 NM
C 140 KIAS 1.7 NM 180 KIAS 4.20 NM
D 165 KIAS 2.3 NM 205 KIAS 5,28 NM
The important fact to remember is that the neither provides large margins of
obstacle clearance, and although derived using different formulas, there are
defined lateral and vertical limits to the protected areas on circling approaches
and they must be honored in order to assure safe operation.
The adjustment of holding patterns using timing varies between TERPS and
PANOPS. In TERPS, the outbound leg timing is adjusted as to correct the
inbound leg time as to not exceed the inbound time. In PANSOPS, the out-
bound timing is not adjusted.
Holding Speeds
One of the major differences between TERPS and PANSOPS holding proce-
dures involve the maximum speeds to be flown in the holding patterns. The
chart below shows all three standards. Because they are so close to each other,
three different speeds have been circled which as a technique will allow you
to remain within legal speed limits and not have as many numbers to memo-
rize.
All turns utilize a maximum bank angle of 3 per second or 25 angle of bank.
The 25 angle of bank is applicable to True Airspeeds (TAS) of 170 knots or
more. DME arcs and straight track segments are designed with an optimum
descent gradient of 4% and a maximum of 8%.
Maximum and minimum descent rates are used for reversal and race track
procedures. Race track procedures in lieu of reversals are utilized when the
required descent rates exceed these values.
It should be noted that procedure turns are designated as either left or right as
a function of the direction of the first turn when flying outbound.
Procedure Turn
There are two forms of procedure turns discussed here. Unless excluded on
the approach chart, the two procedure turns listed below are interchangeable
and the pilot may choose the procedure at his discretion. It is recommended,
however, that in general, it is easier and a better technique to fly these proce-
dures as published as the math and courses are provided leaving less chance
for error.
45/180 Turn
One common form of course reversal ii the 45/180 procedure turn. It is iden-
tical to the standard TERPS depicted procedure turn. The starting point of the
turn is may be identified either by time of between 1 to 3 minutes or by a fix.
The outbound time is determined by operational category. Category A and B
use a time of 1 minute while Category C and D use a time of 1 minute 15 sec-
onds which provides the enlarged turning radius required by faster speeds. A
typical 45/180 pattern is depicted below.
80/260 Turn
Another version of the procedure turn is the 80/260 turn. The turning point is
identified the same as with the 45/180 above with a time from one to three
minutes, or a fix. A turn of 80 is followed by an opposite direction of 260 to
intercept the inbound course. An example of this type procedure is shown
below.
Base Turn
Another common form of course reversal is the base turn. The use of this pro-
cedure is dictated by airspace design. This procedure closely resembles a tra-
ditional teardrop procedure. From overhead a fix, the aircraft will track
outbound on a specific track for a designated course for either a specified time
or distance and reverse course using a standard rate turn to join the final
course inbound. The angular course will many times be 30, but will vary
depending upon the actual airspace requirements. It is not uncommon for two
tracks to be published for the same course reversal due to varying turn radius
requirements based on aircraft speed. The most common example of this is a
track for Cat A and B aircraft with a separate track for Cat C and D. These
procedures need to be flown as published and no alternate procedures permit-
ted.
If the track to the fix is outside the 30 offset, an alignment maneuver, usually
in the form of a race track procedure will be utilized to align the aircraft in the
entry sector.
This could also be utilized if the aircraft were at too high an altitude to com-
mence the approach and the shuttle pattern could be used to descend. This
may need to be coordinated with ATC depending on the approach being
flown.
Close-In Procedures
Close-in procedures are utilized when noise sensitive areas are located in the
departure path in close proximity to the airport. These procedures are con-
structed as much as possible to laterally avoid noise sensitive areas. These
procedures also use techniques to get the aircraft above these areas as quickly
and quietly as possible prior to conducting normal en route climb procedures.
The standard for years has been the ICAO Noise Abatement Procedure A.
This procedure is in the process of being replaced by an updated version
called NADP 1 (Noise Abatement Procedure 1). Both of these procedures will
be shown because Procedure A is still the prevalent procedure being used and
that NADP1 will be replacing it soon. Operators need to be familiar with both.
Distant Procedures
Distant procedures are utilized when noise sensitive areas are located in the
departure path not in close proximity, but rather at a greater distance from the
airport. These procedures are constructed as much as possible to laterally
avoid noise sensitive areas. These procedures also use techniques to get the
aircraft above these areas as quickly and quietly as possible prior to conduct-
ing normal en route climb procedures.
The standard for years has been the ICAO Noise Abatement Procedure B.
This procedure is in the process of being replaced by an updated version
called NADP 2 (Noise Abatement Procedure 1). Both of these procedures will
be shown because Procedure B is still the prevalent procedure being used and
that NADP2 will be replacing it soon. Operators need to be familiar with both.
5. After takeoff
a. Maintain takeoff thrust
b. Maintain takeoff flap/slat configuration
c. Maintain speed V2 +10 to 20 knots
6. Upon reaching 800 feet AGL
a. Reduce to climb thrust
b. Accelerate to flaps up speed and maintain
c. Retract flaps and slats on schedule
7. Upon reaching 3,000 feet AGL
a. Climb thrust
b. Accelerate to normal climb profile
1. The use of thrust reversers not permitted unless required for safety, or sim-
ilar wording
2. Minimal thrust reverser application after landing, or similar wording.
In order to fly quietly, it is important to understand the noise restrictions and
plan accordingly.
For the new international pilot, the complexities of flight planning combined
with different ATC communications and procedures, not to mention language
differences, planning and preparation, becomes paramount. Slots, although
not the most complex of subjects, affect European flying day to day as much
as any issue. Not only do we as pilots need to understand slots and how they
work, our passengers must understand as well.
The European pilot who starts flying internationally to the United States has
much the same need for planning and preparation to deal with a much less
restrictive system.
Organization Introduction to
EUROCONTROL is the European Organization for the Safety of Air Naviga- EUROCONTROL
tion. This civil and military Organization, which currently numbers 34 Mem-
ber States, has as its primary objective the development of a seamless, pan-
European Air Traffic Management (ATM) system. The achievement of this
objective is a key element to the present and future challenges facing the avia- REFERENCES:
tion community; which are to cope with the forecast growth in air traffic, http://www.eurocontrol.int/
while maintaining a high level of safety, reducing costs and respecting the corporate/public/
environment. subsite_homepage/
index.html
EUROCONTROL develops, coordinates and plans for implementation of
short-, medium- and long-term pan-European air traffic management strate-
gies and their associated action plans in a collective effort involving national
authorities, air navigation service providers, civil and military airspace users,
airports, industry, professional organizations and relevant European institu-
tions.
The European Commission and Parliament have underlined the fact that the
participation and cooperation of EUROCONTROL is essential to the success-
ful implementation of the Single Sky Initiative.
The European Single Sky will be achieved notably through the adoption of
implementing rules to be developed by EUROCONTROL on the basis of
mandates entrusted to it.
will coordinate the position of the EU Member States in those matters for
which the Community holds competence (research and development policy,
standardization, trans-European networks, Single European Sky).
AFTM is a service provided on behalf of Air Traffic Services (ATS) and Air-
craft Operators (AO) with the following principle objectives:
For ATS - the provision of flight plan data, the best utilization of available
capacity, the smoothing of traffic flows and the assurance of protection
against overloads
REFERENCES:
For AO's - the provision of advice on flight planning and the minimization
EUROCONTROL CFMU
of penalties due to congestion Basic CFMU Handbook
The CFMU is responsible for the provision of an efficient AFTM service
within the area of responsibility of participating European States.
Organization
The CFMU is a complex organization, with many divisions with diverse areas
of expertise. The following is an overview of the organization and the rela-
tionships between the individual parts. Further information can be found at
http://www.cfmu.eurocontrol.int/cfmu.
Special Advisor
The Special Advisor assists and advises the director of the CFMU in the man-
agement, supervision and coordination of CFMU activities in close coopera-
tion with the CFMU Heads of Division and Bureau. Main activities include:
Planning
Assist in the elaboration of CFMU Strategy and Development Plans
Assist in the elaboration of the CFMU Business Plan, management
control and consistency within organization
Interface
With EAF and other EUROCONTROL panels, internal work groups,
etc.
Representation of the CFMU Communication at EUROCONTROL
level
Launching of new initiatives and specific missions or studies
FMPs act as the interface between the OPSD and, ACCs and their associated
aerodromes. They provide the OPSD with local information and experience
and ensure ACC staff is up to date with the ATFCM situation.
FMPs are the point of contact within an ACC for coordination on ATFCM
matters. They are responsible for ensuring the CFMU has all the data and
information required in each of the ATFCM Phases to make the most effective
use of available capacity and to implement the most effective ATFCM plan.
While all FMPs within the CFMU area have equal status as required by the
CTMO concept, the size of individual FMPs varies according to the demands
and complexities of the area served.
Area Of Responsibility
The CFMU area of responsibility comprises the airspace of the States within
the ICAO EUR Region as shown above. Certain States are cooperating with
the CFMU in that they exchange data with the CFMU and participate in the
CFMU AFTM service. These are described as Cooperating States. The fol-
lowing States are included in the Cooperating States:
For a complete and current listing, refer to the CFMU and/or Eurocontrol
website.
This document provides all users of the IFPS with an easy to access reference
manual. The manual is intended to contain all the necessary procedures and
information in order for users to be able to construct, transmit or when neces-
sary to correct, flight plan and associated update messages. Procedures for the
distribution of such messages after processing by the IFPS are also described.
Correct and accurate application of the procedures contained in this document
is essential to the achievement of consistent flight plan data among all rele-
vant factors in the flight planning process.
Flight plans and associated update messages for all IFR/GAT (Instrument
Flight Rules/General Air Traffic) flights, including the IFR portions of mixed
IFR/VFR (Instrument Flight Rules/Visual Flight Rules) flights, entering, over
The IFPS shall process supplementary messages including request flight plan
messages and request supplementary flight plan messages. Basic rules for the
submission of flight plan messages and associated updates have been defined
in ICAO Annex 2 and Documents 4444 and 7030. These requirements are
applicable to flight plans and associated messages handled by the IFPS.
Those flight plans and associated messages that are both syntactically and
semantically correct shall normally be processed automatically by the IFPS.
The IFPS shall build a four dimensional profile for every flight, based on the
profile calculated from the flight plan. Where an associated message is pro-
cessed, the existing profile shall be re-calculated, incorporating the revised
data held in that associated message.
When the calculated profile is completed, the IFPS shall then construct a
schedule of events planned for that flight. That schedule shall list all those
AFTN and SITA addresses to which the message shall be transmitted, and at
what time. The transmission time calculated by the
IFPS shall take into account those transmission time parameters held in the
CFMU Environment database that have been specified by the ATCU to which
the message is being transmitted.
NOTE: The IFPS and ETFMS are When a message submitted to the IFPS for processing has been acknowl-
separate systems; any message edged, the IFPS shall send a copy to the ETFMS (Enhanced Tactical Flow
submitted to the IFPS must be Management System) where the flight shall be analyzed for any flow regula-
acknowledged before it is trans- tions that may be relevant for that flight.
mitted to the ETFMS, where any
relevant flow regulations may then The IFPS shall also calculate at what time the flight plan shall close. Such a
be applied, thus the IFPS cannot closure shall be the time at which the flight plan details become unavailable
know what impact flow regulations for any further associated messages, and the flight details are no longer avail-
may have on any particular flight. able to external users of the IFPS. The close time of a flight shall either be
upon successful processing of an arrival message [ARRIVAL (ARR)] or 3
hours after the total EET (Estimated Elapsed Time) of that flight; whichever
comes first. Until the flight is closed, it shall remain accessible and available
for associated messages.
The flight details shall remain available within the IFPS to a maximum of 24
hours after the closure of that flight, after which time the details shall be
archived and shall not be directly available to the IFPS operational staff.
Repetitive Flight Plans (RPLs) shall be treated by the IFPS as a standard flight
plan, and shall undergo the same processing as those flight plans received
from external sources.
Each RPL shall be generated to the IFPS 20 hours prior to the EOBT (Esti-
mated Off Block Time) of that RPL, and shall be subjected to the full IFPS
processing at that time. Should any errors be raised against an RPL, the IFPS
shall be required to co-ordinate any necessary corrections with the appropriate
parties.
Requirements
Flight plans shall be submitted to the IFPS for processing at least three hours
before the EOBT where possible. The IFPS shall also accept for processing
those messages that are, for operational reasons, filed less than three hours
before the EOBT of that flight.
NOTE: The acceptance parame-
Flight plans may be submitted up to a maximum of 120 hours, or five days, in ter of 120 hours, or five days, by
advance of the EOBT of that flight plan. Those flight plans that are submitted the IFPS for those flight plans
more than 24 hours in advance of the flight shall include the date of flight. filed in advance is calculated from
the EOBT of the flight
Where messages have failed automatic processing and have been presented
for manual treatment, the IFPS staff shall use any necessary current opera-
tional instructions and information in the correction of those messages. It is
strongly recommended that the Date Of Flight (DOF) is included in all flight
plans and associated messages submitted to the IFPS for processing.
Any changes of more than 15 minutes to the EOBT of a filed flight plan shall NOTE: Although it is not a
be communicated to the IFPS. The IFPS shall not accept negative delays: requirement to update the EOBT
should the EOBT of a flight need to be changed to an earlier time, that flight of a non-ATFM-regulated flight
must be cancelled and re-filed with the earlier EOBT. where the change is not more
than 15 minutes, it is recom-
Flight plan data may be updated with any time, level or route changes, and mended to make such an update
any other changes except key fields [KEY FIELDS], as necessary. to the flight plan held by the IFPS.
Flight plans and associated messages shall be distributed to the relevant ATC
units by the IFPS at a pre-determined time prior to the calculated entry time of
that flight to that airspace.
Item 15: Route, the replacement flight plan shall contain in Item 18: Other
Information, the indicator RFP/Qn, where n represents a sequence number.
Those messages that fail automatic processing and are rejected (REJ) by the
IFPS shall have attached an error message or messages, to a maximum of 10.
Each error message shall give an indication of the reason why that message
has been rejected, and it shall be the
Until a flight plan held by the IFPS is cancelled or closed, it shall remain
accessible for associated messages. Message originators should not file a sec-
ond flight plan where one already exists in the IFPS for the same flight.
Introduction
The RAD is a sole source flight planning document which integrates both
structural and ATFCM requirements, geographically and vertically. The RAD
is updated each AIRAC cycle. The RAD is only applicable to the IFR portion
of the flight plan.
Basic Principles
RAD is designed to facilitate flight planning in order to improve ATFCM
while allowing aircraft operator flight planning flexibility. It provides a single
fully integrated and coordinated routing scheme. Unless specifically
excluded, the RAD affects all CFMU airspace.
The RAD is designed to organize traffic into specific flows to make the best
use of available capacity. While this will not guarantee the protection of con-
gested ATC sectors during peak periods, it will facilitate more precise applica-
tion of ATFCM measures.
The RAD should also assist the CFMU in identifying and providing re-rout-
ing options
The RAD is subject to continuous review to ensure that the requirements are
still valid and take account of any ATC structural or organizational changes
that may occur.
Structure
The routing organization is defined by a list of restrictions on specific ATS
route points or segments in both the upper and lower airspace. The document
is divided into twp parts.
Part I
Part I consists of separate annexes for each state identified by the ICAO 2 let-
ter indentifier (e.g., ANNEX LF for France), an annex for the North Atlantic
(NAT) and an annex dedicated to routes for military traffic flying GAT (MIL).
Also included in Part I are four appendices:
Part II
Part II is a pan-European document that lists all restrictions across the Euro-
pean theater of operations. The list of restrictions is defined alphabetically. It
is the responsibility of each state to ensure that the restrictions listed in Part II
are aligned with those listed in Part I.
INCLUSIVE restriction:
EXCLUSIVE restriction:
Traffic only needs to meet one of the conditions to be subject to the restriction
COMPULSORY restriction:
When a route is restricted between two points it must be understood that all
segments between the recorded points are included in the restriction. Cross
border restrictions shall be recorded in the annex relevant to the state/FIR
responsible for the restriction. Where joint requirements exist cross-border,
the restriction shall be recorded in the annex relevant to the state/FIR within
which the first point of restriction lies.
When filing flight plans, aircraft operators must comply with any limitation
published in the RAD.
An operator who has submitted a flight plan for a route and wishes to change
to another route must either send a CHG message giving the new route or can-
cel the existing flight plan and submit a new flight plan following the replace-
ment flight plan procedure. This applies to re-routing proposed by the CFMU
and to changes made at the initiative of the aircraft operator.
Routing Scenarios
For each area expected to be critical, a number of flows could be identified for
which other routings are available that follow the general scheme, but avoid
the critical area. These are know as routing scenarios.
When during the planning phase, the CFMU identifies the risk of major
imbalance between demand and capacity, it may be decided to make part or
all of the alternative routings mandatory for the expected critical period.
Tactical Operations
The CFMU will monitor the actual situation during the day of operation to
ensure the RAD is achieving the balance or traffic required.
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When you file the flight plan, you will receive back one of several messages.
If the flight plan is accepted as filed, with no errors, you will receive an ACK
message indicating that the flight plan has been accepted. This is a machine
function with no human interface.
If there are errors in route or syntax, the flight plan will be sent for manual
processing. You will receive a MAN message indicating that your flight plan
has been sent for manual processing. If the flight plan can be fixed manually,
it will be accepted and you will receive a subsequent ACK message acknowl-
edging acceptance of the flight plan. If the flight plan cannot be fixed manu-
ally, it will be rejected and you will receive a REJ message indicating the
rejection of the flight plan and the reason for the rejection.
This process can take time, so accuracy is of great importance to avoid flight
plan rejection. The CFMU offers a free service through the IFPUV to check
the validity of the flight plan prior to filing. The IFPUV offers either a struc-
tured or free text editor for proofing. The following example will demonstrate
the free text.
The filing block from the flight plan computed above is copied and pasted
into the free text box and submitted. After processing, the flight is either given
a clean bill of health or returned showing any errors. This flight was returned
with errors.
The error message as shown above indicates that the computer route selected
has chosen a restricted altitude and subject to possible rejection by the CFMU
when filed. According to the message, altitudes on the selected routing from
the origin to the destination between FL335 and FL999 are forbidden levels.
The flight plan can now be filed with a minimal chance of rejection by the
system. Using this tool is advantageous to the person filing the flight plan to
reduce the possibility of delays due to flight plan errors.
Commercial flight planning services use this tool or the equivalent for the
same reasons.
A DLA or CHG message should be sent for any change of EOBT greater than
fifteen minutes. However, do not update an EOBT as a result of a delay given
by a CTOT (Calculated Take Off Time).
Slots
Slots in Europe are typically of two types, airways and airport. They are
secured differently and possession of one type does not mean the possession
of the other.
Airport Slots
Airport slots are based on the capacity of the airport to handle traffic arrivals
and departures and are allocated by time of day and type of operation.
These slots may be requested days in advance and are locally controlled. If
you need airport slots at both ends of a trip, you will need to make sure that
both slots will work as obtaining one does not put any obligation on the other
to provide an accommodating slot and neither provides any protection for an
airways slot. Most airport slots have provisions for delays caused by airways
slot problems, but bears checking with local authorities if these delays are
anticipated.
Airways Slots
You will receive your slot (CTOT) at the earliest, two hours before your
EOBT you will receive a SAM (Slot Allocation Message) with your CTOT.
If slot regulation becomes necessary after this time, a slot will be issued
immediately. If you have not received a slot two hours prior to EOBT, your
flight is not subject to regulation.
If you need to change your EOBT after your slot has been issued and the new
EOBT will still allow the flight to depart according to its CTOT, the slot will
not be recalculated. If a recalculation is necessary, the next available slot will
be issued. To avoid possible substantial delays, especially in peak periods of
regulation, it is important to update a revised EOBT as soon as practicable. If
your slot changes, you will receive an SRM (Slot Revision Message).
If a DLA/CHG message is sent with your revised EOBT, one of three mes-
sages will be returned:
Alternatively, you may change the status to SWM (Slot Improvement Wanted)
which will give you the option of accepting or rejecting any improvement
offered.
A number of airport operators will provide for an early opening or late closing
if pre-arranged. Some will not and others will reluctantly if they have person-
nel available. You will pay for the privilege. Typically you will pay a fee that
not only includes the operators cost, but also that of ATC and emergency per-
sonnel that are required to be on duty as well. Check out the costs before com-
mitting to this service.
If you obtain a late closing for an arrival, do so before the period expires. If
you are delayed and have not notified the operator of the additional delay, you
may find yourself proceeding to an alternate. Operations at European airports
require that the airport be open unlike in the United States where operations
may often be conducted without an operator being present.
Noise
European airports are extremely noise sensitive. There are usually very strict
rules as to when operations may be conducted to include the running of the
APU. It is not abnormal to find a maximum time constraint of thirty minutes
prior to engine start for APU operation. It may be less. It is sometimes possi-
ble for extensions to this by checking with the airport operator. If you exceed
a time limit, you can expect to have someone in authority demand that you
shut down the APU, even if your passengers have just arrived. There have
been instances where this has happened and the operator was forced to shut
the APU down as passengers arrived and then restart. The moral to the story is
to learn the rules and live by them.
Many European airports require Stage III operations only. Sometimes this
may only be at certain times or all the time. Research prior to your trip.
A good place to start looking for these are in the 10-4 Noise pages in the
Jeppesen chart manual for the airport. The IFIM is also good source of this
information. Boeing provides an internet noise site as well.
There is a standard format for decoding METARS. The U.S. uses a slightly
modified version of METARS. The most significant difference is that the U.S.
METAR does not include a trend forecast. METARs can be decoded using the
following format:
J. Temperature/ Dew Point in degrees Celsius. Values of less than zero are
prefixed with an M
K. Altimeter - Reported as a four digit group prefixed with a letter code indi-
cating the unit of measure. An A prefix indicates inches of mercury. Q as
a prefix indicates hectopascals or millibars.
L. Remarks -
Abbreviations and Contractions:
Decoded METAR: "Dallas / Fort Worth, one two five zero observation, wind
three three zero at one eight, wind variable between two niner zero and three
six zero, visibility one-half, runway three one RVR, two thousand six hun-
dred, heavy snow, blowing snow, fog, indefinite ceiling eight hundred, tem-
perature zero, dew point minus three, altimeter two niner niner one."
If the coding AMD follows the ICAO identifier, the forecast has been
amended to reflect changes in actual and/or expected conditions. At the end of
the amended TAF, AMD will be repeated followed by a four digit time block
reflecting the time the amendment was made. Use this value to determine the
most current forecast.
If the coding COR follows the ICAO block, the forecast has been corrected
and previous TAFs should be disregarded. Just as with the amended forecast,
there will be a data block at the end of the TAF indicating COR followed by
the 4 digit time block that should be used to determine the most correct and
current forecast.
Not all thunderstorms produce rain that reaches the ground. These storms
often form high above the ground with a large layer of very dry air between
the base of the cloud and the ground. When the rain falls from the cloud into
the dry air, the raindrops evaporate before they
reach the ground. But flashes of lightning still streak from the clouds to the
ground. In areas such as the Intertropical Convergence Zone where the con-
vection can be very strong and dry air is below the storm, "dry thunderstorms"
could develop. Since the denser moisture content is high, knowledge of this
condition and prudent use of the tilt function of radar is essential. Violent con-
vective currents may exist underneath these storms which do not paint.
This OESB is intended for distribution to industry and training centers. The OESB will
also be posted on various websites to enable broad distribution and rapid updates. In
addition, the OESB should be used in conjunction with the guidance detailed in the
current edition of the NAT MNPS Operations Manual (Sept. 2005) www.nat-pco.org.
Questions and comments should be addressed to natcma@nats.co.uk
Operators should consult www.nat-pco.org for the most current version of the OESB.
A sample oceanic checklist also has been developed using many of the recommendations
found in this OESB. The sample oceanic checklist can be viewed at www.nat-pco.org
1) A reclearance scenario is the prime cause for most navigational errors. Crews
must ensure they correctly copy the RECLEARANCE, reprogram (and execute)
the FMS (or Long Range Navigation System, LRNS), update the Master
Computer Flight Plan (CFP) and update the plotting chart. The FMS
crosschecks for the clearance should include distance and track checks between
the new waypoints.
2) Crews must follow a RECLEARANCE (and not the previous flight plan). The
captain should assure that all flight crew members are aware of the details of the
RECLEARANCE by briefing all non-flying flight crew members.
5) Mandatory use of the plotting chart should include a 10 min plot noting the
coordinates and time on the chart. Compare all oceanic waypoints on the chart
against the Master CFP.
8) There should only be one computer flight plan on the flight deck and it should
be labeled the Master.
9) Crews must be alert for similar sounding named oceanic boundary waypoints
(e.g. PITAX versus BERUX) when receiving the ATC clearance.
Maintain present FL . After passing 20W climb to FL350. Cross 25W level. Report
leaving. Report reaching.
The main part of this clearance is that after 20W the aircraft starts the climb and is
maintaining the cleared level prior to 25W.
2) Each Flight Level change must be specifically approved by ATC. A filed flight
plan with a requested change in Flight Level is not a clearance to initiate the
change in altitude.
4) Crews must be cautious and ensure a clear understanding when ATC uses the
terms by or at when referring to a longitude crossing (for example when to
make a Flight Level change).
5) Crews must be alert for situations when ATC issues clearances that have only a
longitude rather than a latitude and longitude. The clearance should be clearly
understood as to when to make a Flight Level change.
6) Crews must ensure they are following the correct contingency procedure in case
of lost communications. Unlike other oceans, the NAT lost communications
procedure is to maintain the last assigned Flight Level. ATC approval is required
for all Flight Level changes.
7) Crews must ensure they obtain an OCEANIC clearance level prior to oceanic
entry, enter the ocean at the cleared Flight Level and establish a post entry point
altitude check.
2) Crews should verify the accuracy of ETAs or ATAs (particularly the hour)
forwarded to ATC to prevent an error of one hour.
3) Crews must ensure they advise ATC in a timely manner of any change in their
ETA for the oceanic entry point.
4) Crews must ensure that the aircraft master clock is set using an approved
calibrated time source to be used for all ETAs and ATAs.
Flight Planning
1) Dispatchers and Flight Planners must ensure the filed routes around the oceanic
boundary do not include crossing multiple oceanic entry/exit points.
1) Crews should be cautious with CPDLC clearances (message sets) that are
delayed.
2) Crews should be cautious with clearances when communicating via CPDLC and
HF radio simultaneously. CPDLC is the primary communication means when it
is operating. The clearance is received from that [CPDLC] source only.
General
2) The use of the terms expect or able by ATC is NOT a clearance. Typical
phraseology is to use, ATC clears.
Questions and comments should be addressed to natcma@nats.co.uk 3 of 4
24 April 2007
5) Always read from the LRNS or the plotting chart back to the master source (i.e.
CFP). This is a human factors issue that could prevent the pilot from seeing what
he/she expects to see.
1) Crews should be aware of this procedure for use in oceanic and remote airspace.
SLOP should be a SOP, not a contingency, and operators should be endorsing the
use of lateral offsets for safety reasons on all oceanic and remote airspace flights.
NOTE: Operators are reminded that the current SLOP is designed to mitigate the
effects of wake turbulence as well as to enhance flight safety by reducing the risk not
only from operational errors but also crews executing a contingency with a highly
accurate LRNS
Contingencies
1) The 15 nm lateral offset contingency procedure is now universal for ALL oceanic
areas (formerly 30 nm in the NAT and 25 nm in the Pacific). Operators should
update their ground training and manuals to reflect this change. Details of the15 nm
contingency procedure can be viewed at www.nat-pco.org
3) Crews should be aware that there is more than one contingency maneuver and
should be familiar with the recommended procedure for each in-flight occurrence
type.
North Atlantic
Operations Manual
Third Edition
FOREWORD
This manual was initially developed by the North Atlantic Systems Planning Group (NAT-SPG) to assist
international general aviation (IGA) pilots with flight planning and operations across the North Atlantic. It is
now updated and maintained by the North Atlantic Operations Managers (NAT OPS MGRs). It is not
intended to be a detailed listing of procedures or air regulations of the various States that provide air traffic
service in the North Atlantic (NAT) region, and does not in anyway replace the information contained in
various national Aeronautical Information Publications (AIP's). Pilots must consult relevant AIPs and
Notices to Airmen (NOTAMs) when planning the flight and prior to departure. If you have any questions,
comments, or suggestions regarding this manual, contact Michael Pumphrey, International Operations
Manager for the FAA Eastern Region and New York Center at 631 468-1037 or via email at
michael.pumphrey@faa.gov.
Appendix 1 provides information on obtaining regulatory publications that may be of assistance to you. This
manual is for flight operations above and below minimum navigation performance specifications
(MNPS) airspace. If you are going to fly within or above MNPS airspace, refer to the MNPS Guidance
Material.
TABLE OF CONTENTS
FOREWORD ...................................................................................................................................................ii
INTRODUCTION ........................................................................................................................................... v
Chapter 2. Environment................................................................................................................................. 3
General ..............................................................................................................................................................3
Semi-permanent Pressure Systems ...................................................................................................................3
Migratory Pressure Systems..............................................................................................................................3
Upper Air Circulation .......................................................................................................................................4
Air Masses .........................................................................................................................................................4
Summary............................................................................................................................................................5
Oceanic Currents and Temperatures................................................................................................................5
Water Temperature Analysis.............................................................................................................................5
Survival Chart ...................................................................................................................................................6
GREENLAND ...................................................................................................................................................6
Seasonal Variation ............................................................................................................................................6
Sea Conditions...................................................................................................................................................6
Terrain ...............................................................................................................................................................6
Wintertime Darkness/Summertime Daylight....................................................................................................7
ICELAND ..........................................................................................................................................................7
Seasonal Variation ............................................................................................................................................7
Sea Conditions...................................................................................................................................................7
Terrain ...............................................................................................................................................................7
Wintertime Darkness/Summertime Daylight....................................................................................................7
UNITED KINGDOM ........................................................................................................................................8
Seasonal Variation ............................................................................................................................................8
Sea Conditions...................................................................................................................................................8
Terrain ...............................................................................................................................................................8
Sea Conditions...................................................................................................................................................8
Terrain ...............................................................................................................................................................8
Chapter 7. Navigation.................................................................................................................................... 18
General ............................................................................................................................................................18
Route Concerns ...............................................................................................................................................18
Chapter 8. Communication.......................................................................................................................... 19
General ............................................................................................................................................................19
Contingencies ..................................................................................................................................................19
Position Reporting...........................................................................................................................................20
Common Procedures for Radio Communications Failure ............................................................................20
General ............................................................................................................................................................20
Communications failure prior to entering NAT oceanic airspace ................................................................20
Communications failure prior to exiting NAT oceanic airspace...................................................................21
BIBLIOGRAPHY........................................................................................................................................ B-1
INTRODUCTION
General
Flights by general aviation aircraft across the North Atlantic have increased dramatically. Unfortunately,
there has been a corresponding increase in the number of general aviation fatalities and aircraft lost. Because
of the harsh climate, lack of ground-based radio and navigational aids, as well as the immense distances
involved, a trans-Atlantic flight is a serious undertaking. While IGA flights constitute a relatively small
percentage of the overall North Atlantic traffic, they account for the vast majority of search and rescue
operations and expenses. The information contained in this manual is intended to assist the IGA pilot in
completing a safe flight.
Within the NAT Region there are both civil and military air traffic operations. The civil operations include
supersonic commercial flights, a significant volume of subsonic commercial traffic, as well as an increasing
number of IGA aircraft. In addition to routine trans-Atlantic military air traffic, at least twice annually large-
scale joint force military operations are conducted. These operations may restrict access by general aviation
to portions of North Atlantic airspace.
The NAT Region is comprised of the following flight information regions (FIRs) and control areas (CTAs):
Bod Oceanic
Gander Oceanic
New York Oceanic
Reykjavik Oceanic
Santa Maria Oceanic
Shanwick Oceanic
Sondrestrom
DEFINITIONS OF TERMS
ARINC
A corporation largely owned by a group of airlines, and licensed as an aeronautical station. ARINC is
contracted by the FAA to provide communications support for air traffic control and meteorological services
in portions of International (usually oceanic) airspace.
LIGHT AIRCRAFT
Aircraft with a maximum certified takeoff weight of 12,500 lbs. (5,700 kilos) or less.
OCEANIC AIRSPACE
Airspace over the high seas, for which ICAO delegates responsibility for the provision of ATS to various
States.
General
The manual is designed for the IGA pilot planning a flight across the North Atlantic. The portion of the
airspace addressed by this manual, along with the associated Flight Information Regions, is depicted in
Chart 1. It is primarily concerned with airspace located north of 27 North Latitude, below FL285 and above
FL420. The airspace between FL285 and FL420 in most of the North Atlantic is designated as Minimum
Navigation Performance Specification (MNPS) airspace. A manual specifically detailing MNPS airspace
and operations, the North Atlantic MNPS Airspace Operations Manual, is also available. Annex 1 provides
information on how to obtain an MNPS Operations Manual.
Most of the airspace in Oceanic FIRs/CTAs is high seas airspace within which the International Civil
Aviation Organization (ICAO) Council has resolved that rules relating to flight and operations of aircraft
apply without exception. The majority of the airspace is also controlled airspace, and instrument flight rules
(IFR) apply to all flights in oceanic airspace when at or above FL060 or 2000 ft. (600 m) above ground level
(AGL). whichever is higher, even when not operating in instrument meteorological conditions (IMC).
1. New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic, Bod
Oceanic above FL195 and Reykjavik FIRs/CTAs;
2. Bod Oceanic FIR/CTA when operating more than 100 NM seaward from the shoreline;
3. Sondrestrom FIR/CTA when operating outside the shoreline of Greenland:
4. Reykjavik FIR/CTA when operating in the Oceanic Sector, or in the Domestic Sector at or
above FL200.
The routes most regularly used by general aviation aircraft are depicted on the next page as Chart # 1, and
are described in detail in the "Route Planning" section of this manual.
Chart #1
OCAs/FIRs TMAs
1. Sondrestrom A. Reykjavik Domestic
2. Bodo Oceanic B. Bermuda
3. Reykjavik C. Santa Maria
4. Gander Oceanic D. Thule
5. Shanwick Oceanic E. Sondrestrom
6. New York Oceanic
7. Santa Maria Oceanic
NOTE: Traffic above FL 195 in Sondrestrom FIR is controlled by Reykjavik and Gander
Chapter 2. Environment
GENERAL
Extreme seasonal weather variations exist in the North Atlantic. Rapidly changing weather conditions
involving severe icing, severe turbulence, and heavy precipitation are common, particularly in winter.
Changes are often so rapid that they are difficult, if not impossible, to forecast. These harsh weather
conditions, along with the rugged terrain and sparsely populated areas, will undoubtedly create problems for
an ill-planned flight. Proper preparation, including route and emergency situation planning, will go a long
way toward successful completion of your flight. Familiarization with all aspects of your emergency/survival
equipment is vital if you are to survive an unexpectedly early termination of your flight. The following
section, "Meteorology", is provided in order to assist in your understanding of rapidly changing weather in
the North Atlantic.
METEOROLOGY
General
This portion of the manual is concerned primarily with the North Atlantic Region north of 27N. This is the
main "fly-way" between North American and European/Northwest African terminals. The weather problems
on these routes are produced mainly by frontal depressions. Hurricanes and tropical storms affect the
southern regions of the North Atlantic particularly in the Caribbean sector and the area between Cape Verde
and the Leeward and Windward Islands.
The Azores or Bermuda High is a region of subsiding warm air, usually oriented in an east-west line near
30N in the winter and about 40N during the summer. This high reaches its peak intensity in the summer
months.
The Icelandic Low is a feature of the mean pressure charts of the North Atlantic in the winter. It is the result
of frequent low pressure systems which, after deepening off the east coast of North America, move into the
Iceland region.
The statistical average will show low pressure, but on a daily chart it may not even exist. On occasions the
subtropical high is greatly displaced. This alters the main storm track resulting in abnormal weather
conditions over large sections of the Atlantic.
Most in-flight weather is produced by frontal depressions. The North Atlantic is a region where new storms
intensify or old storms redevelop. New storms may form off the Atlantic Seaboard and intensify as they
move north-eastward across the ocean. These storms in particular are most intense in the winter months and
have a wide variation in their tracks. Hurricane force winds may be expected near the surface. Sudden
deepening of the depressions or changes in the estimated tracks can cause dramatic changes in upper air
winds and consequently serious errors in wind forecasts. Winter storms over the North Atlantic should lead
to extra careful planning of flights.
Sometimes storms develop west of the Azores and move northward or north-eastward toward Iceland and the
United Kingdom. These storms are usually associated with warm highs over western Europe.
Secondary lows often develop west of Greenland when a low moves northeastward across the southern tip.
These lows in the Davis Strait-Baffin Bay area result in poor weather conditions in the southeastern Arctic;
with the tracks of the main low pressure systems. Lying to the south of Greenland and Iceland from east to
west towards Scotland, cold and often stationary lows form frequently over the Greenland Sea between
Iceland and South Greenland. Although these lows are without typical frontal zones, active CB-clouds with
snow showers often tend to join into the "semi-front" with continuous snowfall. The same happens in the so-
called polar-lows which during winter may develop in arctic air masses around Iceland and between Iceland
and Norway.
Tropical storms and hurricanes originate in the Caribbean or eastern Atlantic during the late summer and
early fall. They often curve northward around the Bermuda High onto the northern portions of the Atlantic
producing severe in-flight and terminal weather.
High pressure areas found over the Atlantic have a variety of paths. Those that move eastward off the North
American continent are usually cold domes. In winter these weaken or disappear entirely after they reach the
warmer waters of the Gulf Stream. During the summer they generally merge with the Bermuda-Azores High.
Occasionally, a high moving eastward off the Labrador coast will continue to build up for two or three days
and spread more or less straight eastward to Europe.
Another important facet of the North Atlantic is the effect of the Siberian High. In winter this high may
extend southwestward so that its western point reaches across northern Europe and out over the northeastern
Atlantic. On rare occasions this high may dominate the entire region of the North Atlantic from Greenland to
Europe.
The Azores low is a development that is most widely divergent from the normal conditions. During periods
of meridional flow, cold air from northern Canada will advance well southward into the region between
Bermuda and the Azores, breaking away from the main body and causing a cold low to develop in that
region. These lows usually move very slowly and can become extensive. At the same time high pressure may
build up to the Iceland area producing easterly winds over the entire region north of 30N.
On occasions an extensive high pressure area builds up over Europe. This blocks the eastward motion of
lows and forces them to curve northward, resulting in the trough over the eastern Atlantic. A ridge then
develops in the mid-Atlantic. This ridge in turn blocks lows moving off North America and causes a trough
to form near the east coast. These troughs and ridges may persist for days with little motion. In the trough,
lows develop, deepen, move northward, and occlude. Development of these low pressure systems is often
very rapid, causing sudden, unpredictable weather to occur. One of the most treacherous situations for
eastern Canadian terminals occurs when lows deepen or form rapidly south of the Maritimes with a trough
northward over the Gulf of St. Lawrence and Labrador.
The main flow is generally from west to east but many variations do exist. The winds are stronger in winter
when greater horizontal gradients exist. Inevitably, the strongest winds will be located in the western
Atlantic. As the air masses traverse the oceanic area. considerable modification occurs resulting in weaker
thermal gradients, producing lighter winds over the eastern Atlantic.
Air Masses
The air masses usually found over the Atlantic are those that have moved across the eastern U.S., or
southeastward across Canada or the Davis Strait. As these air masses move out over the Atlantic they rapidly
assume maritime characteristics. The greatest change in these air masses occurs while crossing the Gulf
Stream or the North Atlantic Drift either northward or southward. This modification may be sharp and very
noticeable especially during winter months, when the air becomes very unstable with snow or hail showers
or even thunderstorms.
Summary
If you have found this chapter on the NAT meteorological environment difficult to assimilate, it is primarily
because of the complex and often quick changing nature of the weather over the NAT Region. Keep in mind
the following when considering a flight in this environment:
* Canada, Denmark and Iceland require that pilot and aircraft must be IFR rated for trans-oceanic
flight, regardless of the altitude to be flown. Other NAT States allow VFR flight at or below FL055.
* However, it is highly unlikely that you will remain VMC on a trans-Atlantic flight. IT IS
THEREFORE STRONGLY RECOMMENDED THAT YOU BE INSTRUMENT RATED AND FILE
AND FLY IFR.
The dominant feature of the North Atlantic is the warm Gulf Stream and its eastward extension, the North
Atlantic Drift. As the drift reaches the European sector it branches out. One portion moves northward along
the Norwegian coast, known as the Norwegian Current. Another branch flows into the English Channel area.
This produces relatively warm sea temperatures along the European shores during the winter months.
A southward flowing branch of the North Atlantic Drift, combined with up-welling, results in a cool current
along the west coast of Africa, called the Canaries Current. Cold Arctic water from the Davis Strait reaches
the North American coast as far south as New England. This current is referred to as the Labrador Current.
The effect of these currents on the terminal weather around the coastal area of the Atlantic varies with the
time of year, the type of air mass involved, and the direction of flow.
In conjunction with changeable weather, the water in the North Atlantic is cold. How cold? Take a look at
this ....
The following temperatures were taken from the Bunkor Climate Atlas of the North Atlantic and represent
average temperatures based on data assembled between 1941 and 1972. All values are in degrees Celsius.
Survival Chart
Some cold facts on how time and temperature dictates how long you can survive, without an immersion suit,
in inhospitable waters:
Water
No Protection Expected Survival
Temperatures
Deg. C Deg. F Exhaustion/Unconsciousness Sets in within Time (with flotation)
0 32.5 under 15 min. under 15 to 45 min.
0-5 32.5-40 15 to 30 min. 30 to 90 min.
5-10 40-50 30 to 60 min 1 to 3 hours
In simple terms: Your chances of surviving for more than an hour in North Atlantic waters without an
immersion suit, are virtually zero.
We now know the weather MIGHT be bad and the water WILL be cold. But wait! There's more...
As you can see from Chart #1, page 2, there are not many places in the North Atlantic to land if you have a
problem. You land in Greenland, Iceland, the Faroe Islands, or in the Atlantic Ocean. As illustrated earlier,
the ocean is a very poor choice, so let's talk about the other possibilities.
GREENLAND
Seasonal Variation
Within the Sondrestrom FIR, Arctic weather conditions such as intense storms, severe icing, severe
turbulence, heavy precipitation, snow and water in various forms may be encountered throughout the year.
Weather conditions change rapidly. Due to the mixture of warm air over the oceans and cold air over the
icecap, heavy fog may build up over the coasts, closing down all of Greenland's airports simultaneously.
Changes will often take place within a few minutes and will not always be included in the forecast received
in your briefing prior to departure.
Sea Conditions
The waters around Greenland are not influenced by warmer waters such as the Gulf Stream. They are arctic
waters with winter temperatures close to 0 Celsius. During the summer period the water temperatures may
rise to 3-6 Celsius at the warmest. This is why you may encounter huge amounts of floating ice in the form
of icebergs and ice floes at any time of year.
Terrain
The elevation of the highest point in Greenland is 13,120 ft, (4,006m), and the general elevation of the icecap
is about 10,000 ft, (3,053m). The combination of low temperatures and high winds may under certain
conditions create a lowest usable flight level of FL235 in the area near the highest terrain, and FL190 over
the icecap. On the route between Sondrestrom and Kulusuk the lowest usable flight level in general is about
FL130. An equally high flight level can be encountered to and from Narsarsuaq from Canada or Iceland, as
crossing the icecap will require a minimum altitude of FL130. On the route from Nuuk/Godthaab towards
Iceland either direct or via Kulusuk NDB, the lowest usable flight level will often be FL150. On the direct
route via the Prince Christian Sound NDB (OZN) to and from Canada or Iceland, the lowest usable flight
level to be expected and planned is FL 110.
VFR flight at night is not allowed in Greenland. This means you are prevented from flying into Narsarsuaq
or Kulusuk VFR at night. VFR flight is only permitted from the beginning of the morning civil twilight until
the end of civil twilight. Civil twilight ends in the evening when the center of the sun's disc is 6 degrees
below the horizon, and begins in the morning when the center of the sun's disc is 6 degrees below the
horizon. Additional information may be acquired from the airport of your destination or your flight planned
alternate.
ICELAND
Seasonal Variation
The climate in Iceland is largely influenced by both warm and polar air currents, as well as ocean currents.
The mean January (the coldest month) temperature is about 2C to 0C (28F to 32F). The mean July (the
warmest month) temperature is 9C to F 11C (48F to 52F).
Do not be misled, however, into expecting balmy temperatures and unlimited visibility. Extreme seasonal
variations are to be anticipated. Like the majority of the North Atlantic, rapidly changing weather conditions
involving severe icing, severe turbulence, and heavy precipitation are common, particularly during the
wintertime. Again, these rapid changes make accurate forecasts extremely difficult.
Sea Conditions
Iceland is located near the border between warm and cold ocean currents. The North Atlantic Drift passes
just to the south on its course northeastwards, and one of its branches, the Irminger Current encircles the
south, west and partly the north coasts. On the other hand, a branch of the cold East Greenland Current,
known as the East Iceland Current, flows in a southerly and south-easterly direction along the east coast. The
sea surface temperatures are highest off the south and southwest coasts, 7C to 8C in winter, but 8C to
12C in summer.
Terrain
Iceland is a mountainous country with an average elevation of about 1,650 ft. The highest peak is 6,952 ft.
(2119 m.) located near the southernmost edge of the island's largest glaciers. Due to the extreme variances in
barometric pressure, coupled with high winds, the lowest usable flight level may be FL120.
The shortest period of daylight falls in December. A typical day includes approximately 4 hours of daylight
with long twilight periods. Like Greenland, VFR flight is not allowed at night. During summer nights, the
sun remains 6 or more above the horizon, thus experiencing continuous daylight from 2 May to 25 July.
UNITED KINGDOM
Seasonal Variation
The climate over Scotland and the northern part of the UK is influenced by warm maritime and cold polar air
masses, modified by the Gulf Stream current. Seasonal variations are to be anticipated, particularly during
the wintertime with severe icing, high winds, severe turbulence and heavy precipitation.
Sea Conditions
The average Mean Sea Surface Temperatures extrapolated for 60N 10W range from 8C (47F) in February
to 12C (54F) in August.
Terrain
The whole of Scotland is designated as a "sparsely populated area". To the west of the mainland are many
groups of islands with few airstrips or NAVAIDS. Scotland is mountainous with the highest peak 4,406 ft.
The lowest usable flight level may be FL075.
Sea Conditions
The average Mean Sea Surface Temperatures extrapolated for 60N 10W range from 8C (47F) in February
to 12C (54F) in August.
Terrain
The whole of Scotland is designated as a "sparsely populated area". To the west of the mainland are many
groups of islands with few airstrips or NAVAIDS. Scotland is mountainous with the highest peak 4,406 ft.
The lowest usable flight level may be FL075.
Chapter 3. Equipment
GENERAL
You should have the equipment, documents, and qualifications specified in this chapter for your trans-
Atlantic flight. The items listed are required by Transport Canada Aviation Regulations (CAR's) for all
flights beginning their trans-Atlantic flights from Canada. Since most eastbound trans-Atlantic flights by
light aircraft will commence their oceanic crossing from Canada, this equipment is mandatory.
Denmark/Greenland and Iceland also require all the equipment mandated by the CARs. Remember, these
Canadian requirements are to ensure that your trans-Atlantic flight ends as planned, not as another "lost in
the North Atlantic" statistic. We urge you to comply with all regulations and use common sense!
The next few pages contain reprinted sections of CARs applying specifically to pilot qualifications, required
documents, survival and emergency equipment, communication and navigation equipment.
The Legislation
Pilot Qualifications
The Pilot-in-Command shall hold a valid pilot license endorsed with a valid instrument rating.
Aircraft Document
Caution
An Export Certificate of Airworthiness does not constitute authority to operate an aircraft. It must be
accompanied by one of the above authorities.
A Temporary Registration Certificate (FAA Pink Slip) is not valid for international operations.
NOTE-
All aircraft entering Canada or transiting through Canada on transoceanic flights, which are
operating with restricted Certificates of Airworthiness or Flight Permits, must be issued with
Canadian validations of these flight authorities before entering Canada. Canadian validations
will be issued upon receipt of a valid or foreign flight authority, and information relating to the
dates and routing for the flight. This procedure does not apply to aircraft operating with
unrestricted Certificates of Airworthiness.
Fuel Reserves
An aircraft operated under an IFR flight plan on a transoceanic flight shall carry an amount of fuel that is
sufficient to allow the aircraft to fly to and execute an approach and a missed approach at the destination
aerodrome, to fly to and land at the alternate aerodrome, and then to fly for a period of forty-five (45)
minutes, and in addition, carry contingency fuel equal to at least ten (10) percent of the fuel required to
complete the flight to the destination aerodrome.
Aircraft must be approved for IFR flight, and equipped with the following instruments and equipment in
serviceable condition.
NOTE-
[1] All equipment and cargo carried in the cabin shall be secured to prevent shafting in flight
and placed as to not block or restrict the exits
[2] Consider carrying portable oxygen equipment. It would be useful when trying to avoid
icing, and for additional height over the Greenland icecap.
Communications Equipment
Very High Frequency Radio. Sufficient radio communications equipment to permit the pilot, in the event
of failure of any item of that equipment, to conduct two-way communications on the appropriate frequency.
High Frequency Radio. An HF radio capable of transmitting and receiving on a minimum of two
appropriate international air-ground general purpose frequencies.
NOTE-
[1] The route Iqaluit - Sondre Stromfjord - Keflavik - ALDAN - 61N 10W - Benbecula is
approved for non-HF equipped aircraft..
[2] Aircraft may proceed across the Atlantic without HF radio at FL250 or above on the route
Goose Bay - Prins Christian Sund (or Narsarsuaq) - Keflavik - ALDAN - 61N 10W -
Benbecula. Operations in MNPS airspace (FL 285 to 420) is not allowed unless specific
MNPS authority is held.
Navigation Equipment
ICAO Annex 2 requires an aircraft to be equipped with adequate navigation equipment to enable it to
navigate in accordance with the flight plan and the air traffic control clearance.
The CARs require that sufficient radio navigation equipment be installed to permit the pilot, in the event of
the failure at any stage of the flight of any item of that equipment, including any associated flight instrument
display.
a) to proceed to the destination aerodrome or proceed to another aerodrome that is suitable for
landing, and
b) where the aircraft is operated in IMC, to complete an instrument approach, and if necessary,
conduct a missed approach.
A suitable interpretation of the above would permit an aircraft equipped with VOR/ILS/ADF and a single
GPS approved for enroute flight to operate on any of the North Atlantic routes.
Each aircraft shall carry CURRENT aeronautical maps, charts, aerodrome data, and IFR approach plates
covering the area over which the aircraft might be flown. This includes enroute and departure diversions as
well as destination alternates. Whether you plan to file VFR or IFR, there is always the potential for IMC in
the NAT Region, therefore, pilots shall carry IFR publications.
Aircraft landing at Narsarsuaq shall carry a topographical chart of large enough scale to permit map-reading
up the fjord.
Aircraft operators shall comply with the requirements of the State of Registry with regard to overwater safety
equipment, and overland safety equipment designated for areas in which search and rescue would be
especially difficult, for example, Labrador, Greenland, and Iceland.
ICAO Annex 6 and the CARs (relating to Canadian registered aircraft) require that the following be carried
on single-engine flights over water beyond 100 NM gliding distance from land, or 200 NM in the case of
multi-engine aircraft able to maintain flight on one engine:
For U.S. registered aircraft, the 14 CFR Part 91 sea survival kit would be appropriate.
ICAO Standards Annex 6 and the CARs (relating to Canadian registered aircraft) require that the following
be carried on flight over or into the interior of Labrador, Greenland, Iceland and Scotland providing the
means for:
a) starting a fire;
b) providing shelter;
c) purifying water, and
d) visually signaling distress
It is strongly recommended that transoceanic operations obtain a handbook on survival on the water and in
inhospitable areas, and make up an appropriate kit form that book.
Experience has shown that there is a tendency for pilots who are not familiar with the problems of navigating
and the potential dangers of operating in the sparsely settled areas of Canada, Greenland, Iceland, and
Scotland to underestimate the difficulties involved.
Some pilots assume that operating in these areas is no different than operating in the more populated areas.
This can lead to a lack of proper planning and preparation which can result in the pilot-in-command exposing
himself, his crew, his passengers, and his aircraft to unnecessary risks. This in turn can lead to considerable
strain being placed on the limited local resources at stop-over or destination airports. Lengthy and expensive
searches have resulted which, with careful planning and preparation, could have been avoided. IN SOME
CASES IT HAS RESULTED IN UNNECESSARY LOSS OF LIFE.
The fact is that in sparely settled areas, aircraft operations require special considerations. In this area radio
aids to navigation, weather information, fuel supplies, aircraft servicing facilities, accommodations and food
are usually limited and often non-existent.
In addition to the regulations concerning pilot qualifications and experience, it is recommended that the pilot
have:
a) flight experience with significant cross country, night and actual instrument time;
b) experience in using the same navigational equipment that will be used to cross the Atlantic; and
c) experience in the same type of aircraft that will be used to cross the Atlantic.
General
Freezing levels at or near the surface can be expected at any time of year over the NAT Region. The dangers
of airframe and/or engine icing must always be taken into account, so be prepared to wait for favorable
conditions. If you have to fly when there is a threat of icing, keep clear of clouds. Remember, as a general
rule, the freezing level should be 3,000 feet AGL or higher to allow for ridding the aircraft of ice, if
necessary.
The most frequently flown NAT routes from Canada are as follows:
1. Iqaluit, Sondestrom, W28, Kulusuk, 65N/ 30W. Xray, Keflavik, 61N/1234W, Stornoway,
Prestwick
2. Iqaluit, Godthaab, W47, Kulusuk, 65N/30W, Xray, Keflavik, 61N/1234W, Stornoway,
Prestwick
3. Goose Bay, Loach, 59N50W, SI-Narsarsuaq, 62N/40W, 63N/30W, Uniform, Keflavik,
61N/1234W, Stornoway, Prestwick
4. Goose Bay, Loach, 58N/50W, OZN, 61N/40W, 63N/30W Uniform, Keflavik, 61N/1234W,
Stornoway, Prestwick
5. Gander, 5414N/50W, OZN, 61N/40W, 63N/30W, Uniform, Keflavik, 61N/1234W,
Stornoway, Prestwick
6. Gander, 50N/50W, 52N/40W, 53N/30W, 53N/20W, 53N/15W, UN530, Shannon
7. St. John's, G/C Flores, Santa Maria
It is extremely unlikely that you will be able to conduct a flight across the Atlantic and remain in visual
meteorological conditions (VMC) for the entire flight. Go back and READ THE UNDERLINED
SENTENCE AGAIN! VFR flight in this airspace deprives the pilot of the flexibility of using the altitudes
above FL055. The higher altitudes may enable a smoother flight, free of precipitation, icing or turbulence.
Flights operating in the NAT Region need to file an ICAO flight plan if operating at FL 060 or above or, if
VFR, the flight intends to cross an international border. Detailed instructions for completion of the ICAO
flight plan are found in the ICAO Document 4444, Appendix 2; the AIP Canada RAC 3; and similar
publications printed by other States. An example of a completed ICAO Flight Plan can be found in this
chapter.
Prospective transoceanic fliers familiar with FAA flight plan formats should carefully review the ICAO
flight plan instructions as they are quite different from domestic U.S. flight plan formats. International flight
service stations can provide assistance in filing an ICAO flight plan.
Generally all eastbound or westbound aircraft in the NAT Region must flight plan so that specified tenth
degrees of longitude (60W, 50W, 40W, 30W, etc.) as applicable, are crossed at whole degrees of
latitude. Generally northbound or southbound aircraft must flight plan so that specified parallels of latitude
spaced at five degree intervals (65N,60N,55N,50N, etc.) are crossed at whole degrees of longitude.
Pre-Flight Planning
Plan your flight using current aeronautical charts, the latest edition of pertinent flight supplements,
NOTAMs, and particularly International NOTAMs. Familiarize yourself with the nature of the terrain over
which the flight is to be conducted. If you are not familiar with the area, consult the aviation authority
officials at appropriate local aviation field offices before departure. These officials, as well as local pilots and
operators, can provide a great deal of useful advice, especially on the ever-changing supply situation, the
location and condition of possible emergency landing strips, potential hazards, and en route weather
conditions. Pre-flight planning must ensure the availability of fuel, food, and services you may require at
intermediate stops and at your destination.
The majority of military activity takes place in the NAT below MNPSA. Military exercise particulars will be
published in a NOTAM/International NOTAM, and should be reviewed during your pre-flight briefing.
Planning your trans-Atlantic flight for the summertime will allow you to take advantage of the most
favorable conditions. Not only are the ground (and water) temperatures less menacing, but also the amount
of available daylight is considerably greater.
Depth perception is poor at night. North of 60 North Latitude, which includes the most common trans-
Atlantic routes flown by general aviation aircraft, there are only about 4 hours of daylight during December.
To this is added an additional complication: VFR flights at night are prohibited in Iceland and Greenland.
When you combine all this with the increased possibility of storms during the winter you will understand
why we recommend that you plan to make your trans-Atlantic flight during the summer months.
Carriage of Arms
A rifle may be carried subject to a valid permit being issued from the appropriate Canadian provincial and
territorial authorities to have such weapons aboard. Under NO circumstances will permission be granted for
the carriage of small arms or automatic weapons.
Physiological Factors
Crossing the North Atlantic in a general aviation aircraft is a long and physically demanding task. You will
want to make some provisions to eat, drink, and take care of all necessary bodily functions (we don't know of
any delicate way to discuss this). Desperately needing a restroom, WC, toilet facilities, or whatever you
choose to call them has been the foundation for countless comedy routines. But if you suddenly discover you
failed to plan for this inevitable need, it won't be funny at the time (although it may be later).
Chapter 6. Clearances
General
All flights planned at or above FL060 in oceanic CTAs are required to obtain an IFR clearance prior to
leaving the CTA floor, which generally starts at FL055. Additionally, all operations in the Sondrestrom and
Reykjavik FIRs above FL195 must be on IFR flight plans. It is important to note that the airspace over
Southern Greenland (South of 6330'N) above FL195 is controlled by Gander OAC. Therefore, clearance is
required from Gander OAC prior to descent into the Sondestrom FIR below FL195 in this airspace.
Clearance can be obtained through Gander IFSS, or if unable, through Sondestrom.
When operating on an IFR clearance, any change of altitude or true airspeed greater than 5 percent requires
re-clearance from ATC. Clearances for VMC climb or descent will not be granted.
Pilots are required to obtain a clearance from the ATS unit responsible for their area of operation and to
follow the procedures specified in appropriate AIPs. Where possible, clearance to enter controlled airspace
should be obtained prior to take-off, as communication problems are often encountered at low altitudes.
Obtaining a Clearance
Canada--
Oceanic clearances for eastbound IGA NAT flights, departing from Eastern Canada, are obtained from the
control tower or the flight service station at the aerodrome of departure prior to departure. Eastbound IGA
NAT over-flights obtain their oceanic clearance directly from Gander ACC, Moncton ACC, or Montreal
ACC, or through a flight service station, depending on the route of flight.
United Kingdom/Ireland--
At some airports situated close to oceanic boundaries, the oceanic clearance can be obtained before departure
e.g. Prestwick, Shannon, Glasgow, Dublin. Westbound aircraft operating within the UK FIR should request
oceanic clearance from Shanwick Oceanic on VHF at least 30 minutes before point of entry. Aircraft unable
to get clearance on VHF should request clearance on NARTEL HF (North Atlantic Enroute HF RTL
Network). Aircraft unable to contact Shanwick, as detailed above, should request the ATC authority for the
airspace in which they are operating to relay their request for oceanic clearance to Shanwick. Flights planned
to enter the Reykjavik OCA from the Scottish FIR east of 10W, should request oceanic clearance from the
appropriate Scottish domestic sector.
United States--
Prior to entering oceanic airspace you must receive a specific oceanic clearance, detailing the oceanic entry
point, route, landfall (or oceanic exit point), and airways to destination. This clearance will be issued by the
ATC unit responsible for providing air traffic service in the airspace abutting the oceanic area. If you do not
receive an oceanic clearance approaching the oceanic entry fix, REQUEST ONE.
Chapter 7. Navigation
General
Navigation in the North Atlantic, or in any oceanic area for that matter, is considerably more difficult than
over land. There are no landmarks, and short range navigational aids (VOR/NDB) are few and far between.
Your aircraft should be equipped with some type of Long Range Navigation (LRNS) equipment for your
flight. Loran C, a popular type of area navigation in many parts of the world, is NOT reliable in all areas of
the North Atlantic because of poor ground wave signal coverage in some areas. This statement contradicts
some maps depicting Loran C ground wave coverage, but experience demonstrates that you should NOT use
Loran C as your sole means of area navigation in the North Atlantic, except in certain areas. For these
reasons and due to the decommissioning of Loran C stations in the region, we cannot publish Loran C
coverage charts for the NAT. The United States, Canada and also Greenland (Denmark) have approved GPS
for use in the Ocean under certain conditions (see Chapter 3, Navigation Equipment).
On the Northern routes it is important to note the pronounced magnetic variation--up to approximately 40 to
45 degrees - and the "pull" this variation has on your compass. When performing turns or accelerations, this
"pull', termed the "dip effect", causes your compass to turn slower than you are used to in the lower latitudes.
Even with a sophisticated navigation system such as GPS, it is still essential to maintain good navigation
practices. Do not just blindly follow the numbers; awareness of the azimuth of the sun, cross-checking with
other NAVAIDs and disposition of contrails from high level traffic are all obvious but many errors have
occurred which could have been prevented had the pilot shown more awareness.
Route Concerns
There are a few VOR/NDB routes in the North Atlantic. These routes are sometimes known as "Blue
Spruce" routes and are depicted on navigation charts from Jeppesen and other sources (see Chart # 1). Other
than the Blue Spruce routes, there is little NAVAID coverage at the low altitudes in the NAT. The chart in
this manual depicting radio coverage is calculated based on theoretical coverage; actual coverage may be
considerably less than that shown, and these charts should by no means be used for navigational purposes.
Chapter 8. Communication
General
As mentioned earlier, VHF radio coverage is very limited in the NAT. Charts 2 and 3, (pages 22 and 23),
depict theoretical VHF coverage at FL100 and FL200. Since the coverage is so limited, IT IS REQUIRED
THAT YOU HAVE AN HF TRANSCEIVER ON YOUR AIRCRAFT. Radio equipment should be tested
prior to departure. For VHF equipment this is best done by calling the tower or ACC on the proper frequency
for a ground radio check. HF equipment shall be tested by calling the nearest Aeronautical Radio or Flight
Service Station for a ground radio check. If a contact cannot be made on the initial test frequency, try others.
If no contact can be made, have your equipment checked. Do not leave the ground until everything is
working satisfactorily.
Pilots should be aware that on most occasions when they communicate with Oceanic Air Traffic Control
Centers on HF and, on rare occasions VHF, they do not talk directly to controllers. Radio Communicator
staff, i.e., Aeronautical Radio Inc. (ARINC) or an international flight service station (IFSS), relay incoming
messages and may not always be co-located with an ACC. For example, Shanwick Radio is in the Republic
of Ireland while Shanwick Control is based at Prestwick, Scotland. Also, it is important to mention that
controller workload on low level IGA flights is usually high, so expect a short delay to your request for a
change of flight level, route, etc.
An HF SELCAL device will ease the strain of a continuous listening watch on the designated HF R/T
Frequency, Ensure the SELCAL code selected in the aircraft is valid for the Fight Information Region(s) in
which you plan to fly.
Remember, if you operate above FL060 you must operate under IFR procedures and therefore you must
maintain a continuous listening watch with ATC. IF NOT IN VHF COVERAGE, IT IS YOUR
RESPONSIBILITY TO HAVE A SERVICEABLE HF.
Contingencies
Although HF coverage exists throughout the NAT, there are a few associated problems. Depending on
atmospheric conditions, it can be relatively noisy with the signal fading in and out. Sometimes several
attempts are required to successfully transmit or receive a single message. Additionally, sunspot activity can
completely disrupt HF communications for considerable periods of time, varying from a few minutes to
several hours. Notices are published whenever disruptive sunspot activity is expected. You may be able to
relay VHF or UHF communications through other aircraft operating in the NAT. 123.45 MHz should be
used for air-to-air communications. Do not plan to use other aircraft as your primary means of
communication. There is no guarantee there will be another aircraft within range when you need it. Consider
this an emergency procedure and plan accordingly.
VHF radios for North Atlantic crossings shall include 121.5 MHz capability. A listening watch should be
maintained on this frequency unless communications on another frequency prevents it. 121.5 MHz is not
authorized for routine use.
NOTE- All civilian and military aircraft flying in the Elk area, as shown in Chart 4, should maintain
listening watch on 121.5 MHz or 126.7 MHz.
Position Reporting
Unless otherwise authorized by ATC, predominantly North/South NAT flights shall make position reports on
the appropriate frequencies at each significant point listed in the flight plan. Eastbound and westbound
flights are required to report at every 10 degrees of longitude. Position reports are to be forwarded to air
traffic control at least at approximately hourly intervals. However, in the event of low ground speed a
position report may be required every 5 degrees of longitude.
Where the position relates to geographical coordinates, the contents of the position report shall be expressed
by the latitude and longitude. For generally eastbound or westbound aircraft, latitude is to be expressed in
degrees and minutes, longitude in degrees only. For generally northbound or southbound aircraft, latitude is
to be expressed in degrees only, longitude in degrees and minutes.
The pilot is required to identify the subsequent position to report as the significant point at which the aircraft
is next required to report its position. The next succeeding reporting point along the route of flight is also to
be included. If the estimated time over the next significant point is found to be in error by 3 minutes or more,
a revised estimated time shall be transmitted to the appropriate ATC unit as soon as possible.
When making position reports all times are to be expressed in UTC, giving both the hour and minutes. A
position report example follows: POSITION--N1234D 53 NORTH 25 WEST 1237, FLIGHT LEVEL 090,
ESTIMATE 53 NORTH 20 WEST 1356, NEXT 53 NORTH 15 WEST"
The relevant AIPs contain detailed information concerning communication while operating in the NAT.
The following procedures are intended to provide general guidance for NAT aircraft experiencing a
communications failure. These procedures/regulations are intended to complement and not supersede State
procedures/regulations. It is not possible to provide guidance for all situations associated with
communications failure.
General
If so equipped, the pilot of an aircraft experiencing a two-way radio communications failure shall operate the
secondary radar transponder identity Mode A, Code 7600, and Mode C.
The pilot shall also attempt to contact any ATC facility or another aircraft and inform them of the difficulty
and request they relay information to the ATC facility with communications are intended.
If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the
cleared oceanic entry point, level and speed and proceed in accordance with the received and acknowledged
oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be
completed within the vicinity of the oceanic entry point.
If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at
the first oceanic entry point, level and speed, as contained in the filed flight plan and proceed via the filed
flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall.
The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance to the last
specified oceanic route point, normally landfall, then continue on the flight plan route. Maintain the last
assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform
with the relevant State procedures/regulations.
The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, normally
landfall. After passing this point, rejoin the filed flight plan route by proceeding directly to the next
significant point ahead of the track of the aircraft as contained in the filed flight plan. Where possible use
published ATS route structures, then continue on the flight plan route. Maintain the last assigned oceanic
level and speed to the last specified oceanic route point. After passing this point conform with the relevant
State procedures/regulations.
Chart #2
VHF RADIO COVERAGE IN THE NAT REGION AT FL100
NOTE-
[1] The VHF cover depicted in the transition area between the NAT and the EUR Regions has only
been shown to complete the picture of the communications cover. The VHF air/ground
communication stations at Stavanger, Scottish, London, Brest, Bordeaux, and Lisboa do not form
part of the communication system serving the NAT Region.
[2] The VHF cover provided by the Oaqatoqaq and Kulusuk stations in Greenland (Sondrestrom)
serves Sondrestrom FIC only (below FL195)
[3] NARSARSVAQ information serves Sondrestrom FIC only (below FL195).
Chart #3
VHF RADIO COVERAGE IN THE NAT REGION AT FL200
NOTE 1: The VHF cover depicted in the transition area between the NAT and the EUR Regions has only
been shown to complete the picture of the communication cover. The VHF air/ground communication
stations at Stavanger, Scottish, London, Brest, Bordeaux, and Lisboa do not form part of the
communication system serving the NAT Region.
NOTE 2: The VHF cover provided by the Qaqatoqaq and Kulusuk stations in Greenland (Sondrestrom)
serves Sondrestrom FIC only (below FL195).
Chapter 9. Surveillance
General
Radar coverage in the NAT Region is limited. As in most oceanic areas, there is a lot of airspace and no
place to put a radar site. Nevertheless the importance of an operable transponder cannot be over emphasized.
Some radar sites that do cover portions of the NAT are secondary radar equipped only. Unlike primary radar,
secondary radar can only "see" aircraft that have an operating transponder: it cannot "paint" a target based on
a radar echo from the aircraft's skin. At this point you may be asking yourself, "If radar coverage is limited,
what purpose would an operable Mode C transponder serve?"
It is important to note that many search and rescue (SAR) missions occur within radar coverage. In any
emergency situation (lost, out of fuel, engine failure, etc.) your chances of survival are vastly increased if
you are radar identified and SAR services can be radar vectored to your position.
General
Air traffic services authorities must receive position information on all aircraft within their jurisdiction at
least once per hour. If these hourly reports are not received, SAR procedures are initiated.
Pilots should request advisories or assistance at the earliest indication that something may be wrong. Most
search and rescue facilities and international air carriers monitor VHF 121.5 continuously. SAR aircraft are
generally equipped with homing devices sensitive to VHF 121.5 Mhz. If you are unable to reach any facility,
you may attempt contact with other aircraft on 123.45 MHz or 121.5 MHz. Most international carriers are
also able to receive Emergency Locator Transmitter (ELTs) in the event manual activation of your ELT is
possible. The ELT should be activated and left on continuously. The 406 MHz beacon provides a more
accurate position and also identification data, both of which improve SAR response efficiency.
COSPAS-SARSAT, a satellite-based system, can provide a distress alert and means of position
determination based on an ELT signal. The 406 MHz ELT is designed specifically with this satellite system
in mind. On 121.5 and 243.0 MHz, the satellite system is designed to locate continuous transmissions from
beacons. However it will also localize voice transmissions on these frequencies if the transmission lasts from
some 4 to 6 minutes and a satellite is in the line of sight of the transmitter. Satellite orbitology is usually
available to RCCs so the most effective use of VHF voice transmissions for satellite detection is usually on
instruction from an RCC as to when to transmit. However, in extremes, transmit blind and you may be lucky.
The position drawn from the satellite may be as much as 20km (12nm) in error and 30 minutes old, but any
position is better than none at all. It is a good possibility that Direction Finding (DF) stations will not exist
along the major portion of your route of flight.
At many locations throughout the North Atlantic neither search and rescue personnel nor equipment is
available on a 24 hour basis. Rescue/recovery from the ocean will likely be by a Maritime craft in the
vicinity. The primary SAR asset often will be civilian aircraft chartered from private companies at great
expense. These aircraft and their crews are frequently exposed to dangers which could have been avoided
simply by better preparation on the part of IGA pilots. The general reasons for the alerts, the searches, and
the fatalities, are most often poor planning, poor navigation, insufficient fuel, and the lack of knowledge of
flying in the NAT Region.
It is important to note that some States may hold an individual accountable for the costs of SAR actions
should a pilot be found to be in breach of current regulations.
Should worse come to worse and you have to put down in the North Atlantic, do you fully appreciate the
predicament that you would be in? All your pre-flight planning, your inspection at Moncton, all the
equipment you carry, is of little use if you cannot survive long enough to allow SAR forces to recover you
reasonably intact. If you remember nothing else, remember the first two principles of survival--
PROTECTION and LOCATION. In the NAT Region at anytime of year, the weather is your enemy, so wear
your protective garments at all times. It is much too late to be climbing into clothing while presiding over an
engine that is refusing to cooperate and at the same time trying to contact a friendly 747 to explain that you
have a problem.
With excellent satellite coverage of the region, LOCATION is no problem if your ELT works. But who is
going to recover you? In general terms, helicopters operate out to a maximum of 300nm from base without
air to air refueling and the latter is a very scarce enhancement. Long range SAR aircraft could localize your
ELT, but their time on task in the area, on low level visual search, should that be necessary, is only in the
order of 2 to 3 hours. It is fairly obvious that a 24 hour search would take 8 aircraft and a visual search for a
single seat life raft, even with a comparatively good datum, is a needle-in-a-haystack problem. So guard your
ELT with your life; It could be your only salvation. Oceanic Air Traffic Control Centers will contact rescue
coordination centers to find out what assistance can be provided by other craft in the area. This would often
include ships or boats. Of particular help are merchant vessels contacted by means of the ship reporting
system called AMVER. The section on aircraft ditching provides more insights.
Hypothermia
Causes
Hypothermia can develop quickly and kill you. Sometimes referred to as exposure sickness, it is a condition
of the body when its inner-core temperature falls to a level at which the vital organs no longer function
effectively.
Hypothermia is caused by cold, wetness, and/or wind chilling the body so that it loses heat faster than it can
produce it. Frequently the advent of hypothermia is hastened by a deficiency of energy producing food in the
body. However, the greatest single contributing factor to hypothermia is improper clothing.
Hypothermia can occur anywhere that the environmental temperature is low enough to reduce the body
temperature to a dangerous level. It occurs most frequently at sea or in rugged mountain terrain where a
person on foot can pass from a calm and sunny valley to a wind and rain-lashed mountain ridge in a few
hours. Most hypothermia accidents occur in outdoor temperatures between 1 and 10 C (30 to 50F).
Symptoms
Fortunately the approach of hypothermia is easily noticeable and its advance marked by recognizable steps
or stages. If the warning signs are heeded and counter-measures taken, tragedy can be avoided.
Note: Although the above symptoms are those typically noted, one of the editors of this manual
has experienced hypothermia and he recalls that his symptoms were NOT easily noticeable. In
fact, he was not aware at all that he was slipping into hypothermia. His symptoms were
observed by a climbing partner who took appropriate action.
Treatment
A person who is alert and aware of the potential dangers can help himself in stages 1 through 3. But once the
condition has advanced to stage 4 and the person's mind begins to wander, he may not realize what is
happening and may well need assistance. Further deterioration will definitely require outside aid. Anyone
showing any of the above-mentioned symptoms, including the inability to get up after a rest, is in trouble and
needs your help. He may not realize and deny there is a problem. Believe the symptoms, not the victim. Even
mild symptoms demand immediate and positive treatment.
Prevention
With the exception of cases involving bodily injury, most hypothermia accidents may be prevented. The first
thing to remember is that hypothermia can occur anywhere and at any time that the air temperature drops low
enough so that if a body is exposed, its inner-core temperature can be reduced to the danger level.
Wet clothing in cold weather extracts heat from the body nearly 200 times faster than dry clothing. Wool
clothing provides better protection than cotton in wet weather. In inclement weather, an uncovered head can
account for up to 60% of body heat loss. A good wool cap is essential. The most common contributors of the
development of problems during cold, wet, and windy weather are lack of proper clothing, inadequate
shelter, and exhaustion. The best defense against the advent of hypothermia is to avoid exposure by being
prepared .
1. Dress appropriately.
2. Carry rainwear, extra dry clothes, food, and matches.
3. Bring potential dangers to the attention of anyone inappropriately dressed. It could save his life.
4. Make the basic rules of conduct for trail safety clear, and that you expect them to be observed.
5. Travel at the speed of the slowest member of your party.
6. Break frequently for rest and gear check.
7. Distribute candies or other nibble food.
8. Keep watching all members of your party for signs of fatigue or discomfort.
General
A thorough pilot will make every attempt to avoid in-flight problems prior to departure. While each aircraft
will require a different specific inspection, in this section we have provided a general checklist for pre-flight
preparation, inspection and in-flight contingencies.
Be prepared for systems failure. Know what to do in advance. Always plan a way out of a situation. If a
borderline decision has to be made, take the safest course of action. Don't exceed your own or the aircraft's
limitations. Face the fact that you are flying with what can only be called minimum equipment. If anything,
including weather, equipment, or your health, is not up to par, DON'T GO.
Position survival gear so that it is readily available, but clear of controls. The best survival techniques
include thorough planning, knowledge of the route, and reliable weather information. There is no room for
error in trans-oceanic flight, so plan accordingly, then re-check.
Allow sufficient time for a thorough briefing, planning, and administrative details. Try to put the airplane to
bed ready to go, avoiding the possibility of last minute mistakes.
Pre-Flight Preparation
The following checklist, cross-referenced to text appearing in this manual, will assist you during the
preparation stages of your oceanic flight. It is not intended that this checklist address all aspects of oceanic
flight preparation.
Have you obtained all the current departure, enroute arrival and topographical charts for your entire
route of flight and your alternate? (Chapter 3)
Do you have an instrument rating and have you recently flown IFR? (Chapter 3)
What long range NAVAIDS are you planning to use? When did you last practice long range
navigation? (Chapter 3)
What can you expect in terms of available daylight in Iceland, Greenland? (Chapter 3)
Has your aircraft been thoroughly inspected by a licensed mechanic for suitability for a long, over
water crossing? Do you have the necessary aircraft documents? (Chapter 3)
If your flight will transit Canadian airspace, and chances are good that it will, do you have the
required Sea/Polar Survival equipment necessary to adhere to Canadian Air Regulation 540?
(Chapter 3)
What is the proper format to be used when filing an oceanic flight plan? (Chapter 5)
Are you aware of the proper procedures to be used in obtaining an oceanic clearance? (Chapter 6)
What can you expect in terms of VHF radio coverage in the NAT Region? (Chapter 8)
Do you know what to include in a position report? When should a revised estimate be forwarded to
ATC? (Chapter 8)
Is the selected SELCAL Code valid for the FIRs in which you are planning to fly? (Chapter 8)
If the flight is planned for FL285 or above, has the State of Registry approved the flight in MNPS
Airspace through a letter of authorization or its equivalent? (Foreword, Chapter 1)
Are you fully briefed on what to expect in the way of Search and Rescue services? Do you
understand the importance of an operable ELT? (Chapter 10)
Have you obtained the relevant meteorological information for your flight? (Chapter 2)
Have you checked current NOTAMs with special regard to the status of radionavigation aids and
airport restrictions? (Chapter 5)
Pre-Flight Inspection
Pull the cowling and inspect for leaks and general overall condition. Inspect:
Check compass on nearest runway heading to your course (on a compass rose if available within 30 days
prior to departure).
In-Flight Contingencies
Do not deviate from your current flight plan unless you have requested and obtained approval from the
appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate
action. After such emergency authority is exercised, the appropriate air traffic services unit must be notified
of the action taken and that the action has been taken under emergency authority.
Make all position reports, as detailed on page 20, and report any problems to Air Traffic Control agencies as
soon as possible. It is also good policy to report fuel remaining in hours and minutes when relaying position
or other relevant flight information.
If you encounter difficulty, report immediately on the appropriate VHF/HF frequency or on VHF 121.5.
Don't delay in this call, as it could take SAR forces up to four hours to reach your position.
Remember that commercial airline traffic over the North Atlantic is heavy. Do not hesitate to enlist the
assistance of these aircraft in relaying a position or discussing a problem. The VHF frequency 123.45 MHz is
for exclusive use as an air-to-air communications channel. The moral support alone may be enough to settle
nerves and return the thought processes to normal.
The weather at your destination should be well above IFR minimums and forecast to remain so or improve.
After 10 to 14 hours at altitude, your ability to handle marginal weather conditions may be in serious doubt.
Therefore, your personal weather minimums should be well above the published minimums. Alternate
airports should be chosen with the same care.
The following is a compilation of the principal source documents governing flight operations in international
airspace. The source information is organized here in two groups--the first of which is a listing of the
applicable documents, the second cross references chapters and paragraphs with specific subject matter.
I. Document Listing
a. Canadian Documentation
1. Canada Aeronautical Information Publication (AIP)
2. Canada Flight Supplement (CFS)
3. Enroute High Altitude Charts--HEl and HE4 (NAT)
4. Enroute Low Altitude Charts--LE9 and LE10 (NAT)
5. North Atlantic MNPS Airspace Operations Manual
6. Transport Canada IGA Aircraft Transatlantic Flight Requirements Pamphlet
c. ICAO Documentation
e. UK Documentation
1. NAT Briefing Information
2. United Kingdom Aeronautical Information Publication (AIP)
3. Notices to Airmen (NOTAMs)
4. Aeronautical Information Circulars
5. North Atlantic MNPS Operations Manual
2. For the AIP, NOTAMs, Aeronautical Information Circulars, and the NAT MNPS
Operations Manual
CAA Printing and Publication Office
Greville House
37 Gratton Road
Cheltenham, Glos. GL50 2BN
Tel: (+44) 1242 235151
Fax: (+44) 1242 584139
f. U.S. Documentation
a. General
1. General Annex 2, Chapter 2
2. General Rules Annex 2, Chapter 3
3. Air Traffic Services Annex 11
4. General Provisions Doc 4444, Part II
5. Flight Information & Alerting Service Doc 4444, Part VI
c. Flight Planning
1. Flight Plans Annex 2, Section 3.3.1
2. Flight Plans and Clearance Doc 7030
3. Model Flight Plan Form Doc 4444, App. 2
d. Navigational Requirements
1. Adherence to Flight Plan Annex 2, Section 3.6.2
2. Aircraft Equipment Annex 2, Section 5.1.1
3. Navigation Equipment Annex 6, Parts I & II Section 2.2
4. Adherence to ATC Approved Routes Doc 7030
e. Communications Requirements
1. Communications Annex 2, Section 3.6.5
BIBLIOGRAPHY
Material contained in this manual was obtained from the following documents and publications:
1. Annexes 2, 6, 10, 11 and 12 to the ICAO Convention;
2. ICAO Document 001, T1 3.5N/5, entitled "Consolidated Guidance Material, North Atlantic
Region;
3. ICAO Documents 4444-RAC/501/12 and 7030/4 including Regional Supplements;
4. FAA Handbook 7110. 65, entitled "Air Traffic Control";
5. ICAO publication "North Atlantic MNPS Operations Manual, Ninth Edition;
6. U.S. Advisory Circular 90-92, entitled "Guidelines for the Operational Use of Loran-C
Navigation Systems Outside the U.S. National Airspace System (NAS)", 5-2-93;
7. U.S. Advisory Circular 91-70, entitled "Oceanic Operations";
8. Various information furnished by North Atlantic ATS provider States.
ANNEX #1
REFERENCE DOCUMENTATION. The following is a compilation of the principal source documents
governing flight operations in international airspace. The source information is organized here in two
groups--the first of which is a listing of the applicable documents, the second cross references chapters
and paragraphs with specific subject matter.
I. Document Listing
a. Canadian Documentation
1. Canada Aeronautical Information Publication (AIP)
2. Canada Flight Supplement (CFS)
3. Enroute High Altitude Charts--HEl and HE4 (NAT)
4. Enroute Low Altitude Charts--LE9 and LE10 (NAT)
5. North Atlantic MNPS Airspace Operations Manual
6. Transport Canada IGA Aircraft Transatlantic Flight Requirements Pamphlet
Canadian Documentation may be obtained through the following agencies:
1. The Canada AIP
Transport Canada
Aeronautical Information Services
Publication and Distribution
Ottawa, Canada
KIA ON8
2. The CFS and Enroute Charts
Canada Map Office
Department of Energy, Mines and Resources
615 Booth Street
Ottawa, Canada
KlA OE9
3. The North Atlantic MNPS Airspace Operations Manual
Transport Canada
Air Traffic Services
Airspace and Procedures
Ottawa, Canada
KIA ON8
c. ICAO Documentation
1. Rules of the Air: Annex 2
2. Operation of Aircraft: Annex 6
3. Telecommunications: Annex 10
4. Air Traffic Services: Annex 11
5. Search and Rescue: Annex 12
6. Procedures for Air Navigation Services--Rules of the Air and Air Traffic Services: Doc
4444/501
7. Regional Supplementary Procedures: Doc 7030
8. Aircraft Operations: Doc 8168/OPS
ICAO Documentation may be obtained by writing to:
International Civil Aviation Organization
ATTN.: Document Sales Unit
1000 Sherbrooke Street West, Suite 400
Montreal, Quebec
Canada H3A 2R2
Phone: 514-285-8219
Fax: 514-288-4772
e. UK Documentation
1. NAT Briefing Information
2. United Kingdom Aeronautical Information Publication (AIP)
3. Notices to Airmen (NOTAMs)
4. Aeronautical Information Circulars
5. North Atlantic MNPS Operations Manual
UK. Documentation is available through the following agencies:
1. For the NAT Briefing Information
UK CAA/NATS Foreign Briefing Services
Control Tower Bldg.
London Heathrow Arpt.
Hounslow
Middlesex TW6 1~J
England
Tel: (+44) 181-745-3441
Fax: (+44) 181-745-3453
2. For the AIP, NOTAMs, Aeronautical Information Circulars, and the NAT
MNPS Operations Manual CAA Printing and Publication Office
Greville House
37 Gratton Road
Cheltenham, Glos. GL50 2BN
Tel: (+44) 1242 235151
Fax: (+44) 1242 584139
f. U.S. Documentation
1. United States Airman's Information Manual (AIM)
2. United States International Flight Information Manual (IFIM)
3. United States Aeronautical Information Publication (AIP)
4. North Atlantic MNPS Operations Manual
5. North Atlantic International General Aviation Operations Manual U.S. Documentation is
available through the following agencies:
1. For the AIM, AIP, International NOTAMs, and IFIM
Superintendent of Documents
Government Printing Office
Washington, D.C. 20402
2. For Supplements and En Route Charts
National Ocean Service (NOS)
NOAA Distribution Branch, N1 CG33
Riverdale, Maryland 20737
3. For the North Atlantic MNPS Operations Manual and North Atlantic International
General Aviation Operations Manual
Utilization and Storage Section
M-45.4
U.S. Department of Transportation
400 7th Street S.W.
Washington, D.C. 20590
END
Note: ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have created this
checklist. For reference only, it is not intended to replace an operators oceanic checklist. Operators without an
oceanic checklist are encouraged to use this sample and tailor it to their specific needs and approvals. This checklist
focuses on an orderly flow and ways to reduce oceanic errors. The Oceanic Errors Safety Bulletin (OESB) should be
used together with this checklist. The OESB can be found at http://www.nat-pco.org.
FLIGHT PLANNING
Plotting Chart
A plotting chart of appropriate scale should be used for all remote oceanic operations. This includes
using a plotting chart for published oceanic routes and tracks. ICAO groups who review oceanic errors
have determined that the routine use of a plotting chart is an excellent aid to reduce lateral errors. A
plotting chart can also serve as a critical aid in case of partial or total navigation failure. It should be
noted that the pilot should read from the plotting chart back to the master CFP when verifying data. To
read from the Master CFP to the plotting chart is a human factors issue that has lead to errors based
on seeing what we expect to see
Track message
Crews must have a current track message even if filed for a random route. Reviewing the date,
effective Zulu time and Track Message Identifier (TMI) ensures having a current track message on
board. The TMI is linked to the Julian Date. Operators must also ensure that their flight planning and
operational control process notify crewmembers in a timely manner of any amendments to the daily
track message. Plotting tracks near the assigned route can help situational awareness in case the
crew needs to execute a contingency.
Review possible navigation aids for accuracy check prior to coast out
It is good practice to discuss in advance a primary and secondary ground based navigational aid that
will be used to verify the accuracy of the Long Range Navigation System (LRNS). This planning may
help to identify intended navigation aids that are limited or NOTAMed unusable and is helpful when
departing airports close to oceanic airspace. Examples include Shannon (EINN), Lisbon (LRRT), Los
Angeles (KLAX), etc.
PREFLIGHT
Master Clock
It is a requirement to have a master clock on board synchronized to UTC or GPS. This time source,
which is typically the Flight Management System (FMS), must be used for all ETAs and ATAs. The
use of multiple time sources on the aircraft has lead to inconsistencies in reporting times to ATC and
resulted in a loss of longitudinal separation.
Maintenance Log
Before entering a special area of operation, crews should focus on any write-ups that affect
communication, navigation, surveillance or RVSM requirements. Any discrepancies noted in the
maintenance log or during the walk-around may require delays or rerouting.
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.
Altimeter checks
Before taxi, crews should set their altimeters to the airport QNH. Both primary altimeters must
agree within + 75 feet of field elevation. The two primary altimeters must also agree within the limits
noted in the aircraft operating manual.
HF check
An HF check should be conducted on the primary and secondary HF radios in areas where dual HF
radios are required. If possible, the HF checks should be done on the ground or before entering
oceanic airspace. A SELCAL check should also be accomplished.
LRNS programming
Check currency and software version
It is important to check the effective date of the database. Crews should note if the database is
projected to expire during their trip. Crews are discouraged from flying with expired databases.
MELs may allow relief to fly with an expired database but require the crews to manually crosscheck
all data. The software version of the database should also be confirmed in case there has been a
change.
Independent verification
It is critical that one crewmember enters waypoint coordinates and that these are independently
checked by another crewmember. It should be noted that the pilot should read from the FMS
screen back to the master CFP when verifying data. To read from the Master CFP to the FMS is a
human factors issue that has lead to errors based on seeing what we expect to see.
Check expanded coordinates of waypoints
Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there
was an error in the expended waypoint coordinate, but crews only checked the abbreviated
coordinate. Verifying only the abbreviated coordinate could lead to a lateral error. Flight crews
should conduct a magnetic course and distance check between waypoints to further verify waypoint
coordinates.
Track and distance check
To minimize oceanic errors, it is important to conduct a magnetic course and distance check from
oceanic entry to oceanic exit. Operators should establish a tolerance such as + 2o and + 2NM. The
course and distance check comparing the Master CFP against the LRNS are critical in detecting
errors that may not have been noticed by simply checking coordinates. A difference of more than 2o
between waypoints may be due to a difference of the magnetic variation in the database versus the
variation used in the Master CFP. Any difference outside the + 2o or + 2NM should be rechecked
and verified.
Upload winds
Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate
reporting of ETAs.
Groundspeed check
The groundspeed should be noted before taxiing the aircraft. Crews should expect the groundspeed to
read zero (0) knots. This procedure is a good practice to detect an error that may be developing in the
LRNS.
CLIMB OUT
Transition altitude
Crews should brief the transition altitude based on information from the approach plate or from the
ATIS. After climbing through the transition altitude, the altimeters should be reset to 29.92 in or 1013.2
hPa.
for crews to attempt to correct an error by doing an air alignment or by manually updating the LRNS
since this has often contributed to a Gross Navigation Error.
HF checks
If the crew was unable to accomplish the HF and SELCAL checks on the ground, these checks must
be accomplished before oceanic entry.
Reclearance
A reclearance (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 reclearance. Both pilots should receive and confirm the new routing and conduct
independent crosschecks after the LRNS, Master CFP and Plotting Chart are updated. It is critical that
crews check the magnetic course and distance between the new waypoints as noted in PREFLIGHT
under the paragraph LRNS Programming.
Altimeter checks
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.
VHF radios
After going beyond the range of the assigned VHF frequency, crews should set their radios to
interplane (123.45) and guard frequency (121.5).
APPROACHING WAYPOINTS
Confirm next latitude/longitude
Within a few minutes of crossing an oceanic waypoint crews should crosscheck the coordinates of that
waypoint and the next waypoint. This check should be done by comparing the coordinates against the
Master CFP based on the currently effective ATC clearance.
OVERHEAD WAYPOINTS
Confirm aircraft transitions to next waypoint
When overhead an oceanic waypoint, crews should ensure that the aircraft transitions to the next leg.
This is confirmed by noting the magnetic heading and distance to the next waypoint compared against
the Master CFP.
Position report
After passing over the oceanic waypoint, crews that give a position report to ATC must use the
standard format. Flights designated as MET reporting flights or flights on random routes should be
including in the position report additional items such as winds and temperatures. Crews should also
note and record their field status at each oceanic waypoint. This is especially important if the cleared
route and flight level differ significantly from the filed flight plan.
10-MINUTE PLOT
Record time and latitude/longitude on plotting chart
Approximately 10 minutes after passing an oceanic waypoint, crews should plot the latitude, longitude
and time on the plotting chart. It is advisable to plot the non-steering LRNS. A 10-minute plot can alert
the crew to any lateral deviation from their ATC clearance prior to it becoming a Gross Navigation
Error. A good crosscheck for the position of the 10-minute plot is that it is approximately 2o of longitude
past the oceanic waypoint.
MIDPOINT
Midway between waypoints
It is good practice to crosscheck winds midway between oceanic waypoints by comparing the Master
CFP, LRNS and upper millibar wind chart. As noted before, this information will be included in a
position report if the flight has either been designated as a MET reporting flight or is a flight on a
random route. This crosscheck will also aid crews in case there is a need for a contingency such as
Dead Reckoning (DR).
Confirm time
It is recommended that during a wind check the crews also confirm the ETA to the next waypoint
noting the two (2) minute tolerance.
COAST IN
Compare ground based NAVAID to LRNS
When departing oceanic airspace and acquiring ground based NAVAIDs, crews should note the
accuracy of the LRNS by comparing it to those NAVAIDs. Any discrepancy should be noted in the
Maintenance Log.
DESCENT
Transition level
During the approach briefing, crews should note the transition level on the approach plate or verified
by ATIS. Crews must be diligent when descending through the transition level to reset the altimeters to
QNH. This is particularly important when encountering IFR, night or high terrain situations. Any
confusion between a QNH set with inches of Mercury or hPa must be clarified.
DESTINATION/BLOCK IN
Navigation Accuracy Check
When arriving at the destination gate, crews should note any drift or circular error in the LRNS. A GPS
Primary Means system normally should not exceed 0.27NM for the flight. Some inertial systems may
drift as much as 2NM per hour. Because the present generation of LRNSs is highly accurate,
operators should establish a drift tolerance which if exceeded would require a write-up in the
Maintenance Log. RNP requirements demand that drift be closely monitored.
RVSM write-ups
Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the
Maintenance Log. The RVSM airspace is closely monitored for any Height Deviations. An aircraft not
meeting the strict RVSM standards must not be flight-planned into RVSM airspace without corrective
action.
Trip Itinerary
Blank Forms
General Declarations
Passenger Manifests
US Private Aircraft Arrival Report and Customs Cards
Appropriate Foreign Customs Forms
Flight Plans
Operations/Customs/Handling
Customs/Immigration/Agriculture
General Declarations
City 1:
City 2:
City 3:
City 4:
City 5:
Passenger Manifest Name, Passport No. , DOB & Nationality
City 1:
City 2:
City 3:
City 4:
City 5:
Operations
Slots
City 1:
City 2:
City 3:
City 4:
City 5:
Operations/Customs/Handling (continued)
Operations (continued)
Aircraft Equipment
Flyaway Kit / Spares
Drinking Water
Electric Adapters ( Computers, Razors, etc.)
A/C Supplies
Security Supplies (tape, devices, locks, keys)
Communications / Navigation
VHF / HF Radios
Long and Short Range Navigation Systems
Headsets
Portables (ELTs, Radios)
FMS and Data Base Updates Current ;WGS-84 Compliance List
Publications:
Current Charts and Trip Kits (Arroach, Enroute & Terminal)
Plotting Charts
Operation Navigation Charts (ONC)
IFIM, ICAO Regulations, Entry Requirements and Customs Info
Agreements ARINC, BERNA (Switzerland), SITA, STOCKHOLM
Cell / Sat /Iridium Phones
Spares as Required
Survival Equipment
Required Aircraft Emergency Equipment (91.509, 135.167)
Area Survival Kit with Text
Medical Kit, AED and Text
Emergency O2 Bottle
ELT
Floatation Devices
Rafts; Life Jackets
Position
LAT
e.g. 30N
LONG
e.g. 050W
Time
Flight Level
LAT
e.g. 30N
LONG
e.g. 050W
Time
Next Position
LAT
e.g. 30N
LONG
Temperature
Wind
Direction /
Velocity
Significant Wx
Midpoint
LAT
e.g. 30N
LONG
e.g. 050W
Temperature
Wind
Direction /
Velocity
Significant Wx
Prepared For: Aircraft Model and Number: TAS [Knots]: Draft Number: Prepared By:
The Class 450 1 The Class Page 1
2 DEPART
AVG WIND
ARRIVE
3 DEPART
AVG WIND
ARRIVE
4 DEPART
AVG WIND
ARRIVE
5 DEPART
AVG WIND
ARRIVE
6 DEPART
AVG WIND
ARRIVE
7 DEPART
AVG WIND
ARRIVE
8 DEPART
AVG WIND
ARRIVE
9 DEPART
AVG WIND
ARRIVE #REF!
CAE SimuFlite INTERNATIONAL FLIGHT ITINERARY DATE:
1/0/1900
Prepared For: Aircraft Model and Number: TAS [Knots]: Draft Number: Prepared By:
The Class 0 450 1 The Class Page 2
11 DEPART
AVG WIND
ARRIVE
12 DEPART
AVG WIND
ARRIVE
13 DEPART
AVG WIND
ARRIVE
14 DEPART
AVG WIND
ARRIVE
15 DEPART
AVG WIND
ARRIVE
16 DEPART
AVG WIND
ARRIVE
17 DEPART
AVG WIND
ARRIVE
18 DEPART
AVG WIND
ARRIVE