Appendix D D-11
4. You should also refer to a master source, such as an enroute chart, to confirm the accuracy of coordinates at the oceanic boundaries.
5. Confirm the total distance computed by the LRNS is consistent with your Master Document.
6. If your navigation system waypoint sequencing is limited, number the Master Document waypoints. Use the same numbering sequence for all navigation systems in use.
D.2.2.12.5 Upload winds. Some LRNS units allow the crew to upload projected winds.
This procedure allows more accurate reporting of ETA.
D.2.2.13 Groundspeed Check (as applicable). You should note the groundspeed before taxiing the aircraft. You should expect the groundspeed to read zero knots.
Note: This procedure is a good practice to detect an error that may be developing in the LRNS.
D.2.3 Taxi and Prior to Takeoff.
D.2.3.1 Groundspeed Check (as applicable). During taxi, pilots should again check the groundspeed to see if it is reasonable.
D.2.3.2 Present Position Check (as applicable). You should also conduct a present position check after leaving the gate.
1. Check for a gross difference between this present position and your gate coordinates.
2. This check may alert you to a possible error in the LRNS database that you can investigate/correct prior to takeoff.
D.2.4 Climb Out.
D.2.4.1 Transition Altitude.
1. You should brief the transition altitude published on the departure or approach charts or provided via the Automatic Terminal Information Service (ATIS).
2. After climbing through the transition altitude, you should reset the altimeters to 29.92 inHg or 1013.2 hPa.
D.2.4.2 Calculate/Update ETAs on Master Document. If the departure airport is near the oceanic entry point, you should calculate/update your ETAs from departure to destination, time and duties permitting, during climb out or otherwise prior to oceanic entry by adding the ETEs to the most recent ATA.
You should note these updated ETAs on the Master Document.
Appendix D D-12 Note: This is an excellent cross-check of ETAs computed by your LRNS.
D.2.5 Prior to Oceanic Entry.
D.2.5.1 Navigation Accuracy Check (as applicable). For modern aircraft with monitoring and alerting of navigation performance, this check is not required.
A quick reasonability check may, however, still be appropriate.
D.2.5.1.1 Before oceanic entry, you should check the accuracy of your LRNS against a suitable ground-based NAVAID, as applicable. A latitude/longitude radar fix from ATC can also support a navigation accuracy check in lieu of a NAVAID.
D.2.5.1.2 You should record the results of the accuracy check on the Master Document, with the time and position.
1. A large discrepancy between the ground-based NAVAID, or ATC radar fix, and your LRNS should cause you to consider whether your navigation system will navigate within the degree of accuracy you indicated in your flight plan (e.g., RNP 4 or 10), or that is otherwise expected by ATC. If you have any doubts about your navigation accuracy, it is better to notify ATC early, so the controller can adjust separation accordingly.
Note: Crews should not attempt to correct an error by performing an air alignment or by manually updating the position of the LRNS because this has often resulted in worsening the problem.
2. You should establish a navigation accuracy check tolerance based on your type of LRNS. In any case, follow flight manual procedures. As applicable, rank each navigation system by accuracy.
3. Record aircraft compass/inertial/radio magnetic indicator (RMI) headings and note differences and deviations. A compass deviation check is particularly important if your aircraft is not equipped with an FMS.
D.2.5.1.3 Select the most accurate navigation system for coupling to the autopilot.
D.2.5.2 HF Checks.
1. If you were unable to accomplish the HF checks on the ground, you should accomplish these checks before oceanic entry.
2. Accomplish a SELCAL check prior to oceanic and remote continental airspace entry and then again at each control area (CTA) boundary. Check your SELCAL even when your CPDLC is working normally.
Appendix D D-13 D.2.5.3 SATVOICE Callback Check.
1. When using SATVOICE to communicate with ATC via New York Radio or San Francisco Radio, the FAA requires a SATVOICE Callback Check.
2. Contact the appropriate aeronautical radio station and request a SATVOICE Callback Check, indicating which satellite provider you are using if you filed both Inmarsat and Iridium (codes M1 and M3). See sample transcript in paragraph 4.3.3.2.
D.2.5.4 SATCOM Data Link Check. If you plan on using SATCOM data link, you should check that your SATCOM data link is operational before oceanic entry.
D.2.5.5 Log On to CPDLC and/or ADS-C. If you are approved to use CPDLC and/or ADS-C, you should log on to the appropriate data authority 10–25 minutes prior to the boundary, unless otherwise specified in the relevant AIP.
D.2.5.6 Verify Your RNP Value. Verify that the RNP value set in your FMC is no higher than that required for the route of flight and reflects the RNP capability you indicated in your flight plan. For example, if you filed indicating RNP 4 capability, you should set an RNP value of 4.0 even though the route may only require RNP 10. With some modern aircraft, a default RNP value is automatically set after ground-based NAVAID signals are lost for a defined period.
D.2.5.7 Confirm FL, Mach, and Route for Crossing. Consult the AIP for the oceanic FIR you are transiting to determine how and when to confirm your flight level (FL), Mach, and route for crossing. In some FIRs, a preformatted data link message is used to provide the estimate for the oceanic entry point and to confirm clearance; this may also be done via ADS-C, voice, or CPDLC. Query ATC if there are questions.
1. You should provide your requested FL, as well as the maximum FL you are able to accept, to the oceanic Air Traffic Service (ATS) Provider (ATSP).
2. Verify/cross-check the cleared route is properly programmed into LRNS.
D.2.5.8 Revised Clearance. (See also paragraph 6.4.1.6.)
1. The number one scenario that leads to a pilot deviation from the assigned routing is when the ATC clearance is different from the oceanic route requested with the filed flight plan.
2. When issuing revised clearances, ATC often, but not always, notes that “route (/altitude) has been changed.” You should be particularly cautious when receiving such a revised clearance.
Appendix D D-14
3. Both pilots should separately copy and confirm the new routing, comparing with each other and confirming any inconsistencies with the ATSP.
4. One pilot reprograms (and executes) your navigation system and updates the Master Document and plotting/orientation chart, crossing out the old waypoints and plotted route and replacing them with the updated information.
5. A second pilot cross-checks the revised clearance with the reprogrammed route in the navigation system (checking the expanded coordinates:
degrees and minutes), the updated Master Document, and the updated chart.
6. You should check the expanded coordinates, magnetic course, and distance between the new waypoints as noted in paragraph D.2.2.12 above. Unless you receive a new Master Document from your dispatcher, you should update the Master Document with the new courses and distances. Some operators use commercially available tables specifically made for this purpose, or use an onboard flight planning system (e.g., an application in an EFB) to independently calculate course and distance, for comparison against the navigation system.
7. Thoroughly brief relief pilots on the new clearance prior to them assuming cockpit duties. We highly recommend the relief pilots also independently cross-check the currently effective route clearance against the navigation system, Master Document, and chart.
D.2.5.9 Altimeter Checks.
1. Prior to oceanic entry, check that the two primary altimeters are reading within 200 feet of each other (or as specified in your flight manual).
Conduct this check while at level flight.
2. You should also note the standby altimeter reading.
3. Record the altimeter readings and time on the Master Document.
Note: Cross-checking altimeters and airspeed indicators can reveal pitot-static discrepancies and is especially advisable in areas of known or forecast icing.
D.2.5.10 Compass Heading Check (INS).
1. If inertial systems are your only means of long-range navigation (LRN), we recommend you conduct a compass heading check and record the results.
2. If a problem develops over water, this check can also aid you in determining the most accurate compass.
Appendix D D-15 D.2.6 After Oceanic Entry.
D.2.6.1 Squawk 2000.
1. Ten or thirty minutes after oceanic entry, you should change your squawk to 2000, as applicable.
2. There are regional differences in transponder requirements. For example, aircraft transiting through in the New York West oceanic control area (OCA) or the Reykjavik OCA are expected to maintain the last assigned squawk.
D.2.6.2 Maintain Assigned Mach. Some ATC clearances in oceanic airspace include a specific Mach. In such cases, ATC expects you to maintain the exact Mach assigned (i.e., there is not an implied speed range you can fly).
1. Longitudinal separation standards applied by ATC frequently require crews to maintain the assigned Mach until otherwise advised. Economy (ECON) or Long Range Cruise (LRC) modes of the FMS may cause the aircraft to deviate from the assigned Mach.
2. If controllers assign a Mach, it is a true Mach. In most cases, the true Mach is the indicated Mach. Some aircraft may require a correction factor.
Note: In the NAT, the CPDLC message, “RESUME NORMAL SPEED,” is used to allow flexibility where ATC has not assigned a fixed speed. Paragraph 4.7.1.4 discusses ICAO Annex 2, Rules of the Air, requirements that still apply in this case.
D.2.6.3 Maintain Assigned FL. You must report to ATC when departing your current FL.26 26 Regulatory references are 14 CFR § 91.183 and ICAO Annex 2, Paragraph 3.6.3, Position Reports. The U.S. Aeronautical Information Manual (AIM), Paragr aph 5-3-2, Position Reporting, describes when ATC specifies these reports.
D.2.6.4 VHF Radi os. After going beyond the range of the assigned VHF frequency, you should set your radios to air-to-air (123.45) and guard frequency (121.5).
D.2.6.5 SLOP. Your SOPs should include SLOP for all oceanic crossings. NOTAMs, State AIPs, and other flight planning guidance will indicate where exceptions apply and where procedures differ.
1. Executing SLOP reduces the risk associated with two aircraft using their highly accurate navigation systems to navigate head-on between the same two points, where one of those aircraft is at the wrong altitude.
2. Executing SLOP also helps aircraft avoid wake turbulence. Depending upon winds aloft, coordination between aircraft may be necessary.
Appendix D D-16
3. These procedures, which distribute traffic between the route centerline and up to 2 NM right of the centerline in increments of 0.1 NM, greatly reduce collision risk by the nature of their randomness.
a. Operators that have an automatic offset capability should fly up to 2 NM right of the centerline.
b. Aircraft that do not have an automatic offset capability (that can be programmed in the navigation system) should fly the centerline only.
D.2.6.6 Hourly Altimeter Checks (as applicable). The two primary altimeters should continue to read within 200 feet of each other (or lesser value if specified in your flight manual).
Note: We recommend that you record these hourly checks on the Master Document with the readings and times. This information can help you determine the most accurate altimeter if you develop an altimetry problem. Some operators incorporate these altimeter checks into their “overhead waypoint” checks.
D.2.6.7 Routine Monitoring.
1. Specify which FMS pages, or other displays of navigation information, that individual flightcrew members are charged with monitoring
(e.g., a cross-track error or time/distance).
2. You should use the nonsteering navigation system to display cross-track error and track angle error, if available.
3. If your navigation system provides a predicted ETA capability, you should take full advantage of that function in order to track the accuracy of ETAs and provide reminders for performing the “approaching waypoint” and “5 (/10) minutes following waypoint passage” cross-checking procedures.
D.2.7 Approaching Waypoints. Confirm coordinates of subsequent waypoints.
D.2.7.1 Within a few minutes prior to crossing an oceanic waypoint, you should confirm the expanded coordinates of the next and subsequent (“next + 1”) oceanic waypoints.
D.2.7.2 You should accomplish this check by comparing the coordinates in your navigation system against your Master Document (as updated based on your currently effective route clearance), as well as verifying that the course/heading and distance in the navigation system matches your Master Document. Draw a diagonal through the circle next to the waypoint on your Master Document.
D.2.7.3 Confirm your autopilot steering is appropriately engaged (LNAV/NAV).
Appendix D D-17 D.2.8 Overhead Waypoints.
D.2.8.1 Confirm aircraft transitions to the next waypoint.
1. When overhead an oceanic waypoint, you should ensure that your aircraft properly transitions to the next leg.
2. You can confirm this by noting the magnetic heading and distance to the next waypoint as compared against the Master Document (as updated based on your currently effective route clearance).
D.2.8.2 Position report:
1. Use the standard format for voice position reports to ATC.
2. You should also note and record your fuel status on the Master Document at each oceanic waypoint.
Note: This is especially important if the cleared route and FL differ significantly from the filed flight plan.
D.2.9 Five Minutes After Waypoint Passage. Cross-check navigational performance and course compliance 5–10 minutes after waypoint passage by one of the following methods:
D.2.9.1 The “plotting” method is appropriate for all aircraft navigation configurations.
1. Verify your plotting/orientation chart reflects the currently effective route clearance.
2. Plot your present latitude/longitude and record the time on your chart.
3. You should plot your position using coordinates from the nonsteering LRNS.
4. Investigate/take corrective action if your plotted position does not agree with your currently effective route clearance.
5. Using the steering LRNS, verify the next waypoint is consistent with the currently effective route clearance.
6. Verify your autopilot steering mode is in LNAV/NAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.2 The “navigation display” method is appropriate for and available for use in aircraft equipped with an operable FMS.
1. Confirm the aircraft symbol is on the programmed route on the navigation display (at smallest scale).
2. Check system-generated cross-track deviation or similar indication of any deviation from the programmed route of flight.
Appendix D D-18
3. Using the steering LRNS, verify the “TO” waypoint is consistent with your currently effective route clearance.
4. Investigate/take corrective action to address any anomalies or unexpected deviations.
5. Verify your autopilot steering mode is LNAV/NAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.3 You may use an alternate method with FAA acceptance.
D.2.10 Midway Between Waypoints.
D.2.10.1 Cross-Check Winds.
1. We recommend you cross-check the winds midway between oceanic waypoints by comparing the Master Document, LRNS, and winds aloft chart.
2. This cross-check will also assist with situational awareness and in the event your navigation capability is degraded to the point where you need to dead reckon.
D.2.10.2 Confirm ETA. We recommend you confirm your ETA to the next waypoint.
Note: Promptly advise ATC if your ETA has changed greater than 2 minutes (“3 minutes or more” in the NAT) (for aircraft providing Automatic Position Reporting (APR) via an ADS-C logon, pilots should discontinue voice position reports).
D.2.11 Coast In.
D.2.11.1 Remove strategic lateral offset. You must remove the strategic lateral offset prior to exiting oceanic airspace at coast in. We recommend you include this as a checklist item.
D.2.11.2 Confirm routing beyond oceanic airspace. Before entering the domestic route structure, confirm your routing and speed assignment.
Note: Crews experiencing loss of communication leaving oceanic airspace should follow guidance published in the applicable State AIP.
D.2.11.3 Compare LRNS to ground-based NAVAID (as applicable depending on your equipage).
1. When departing oceanic airspace and acquiring ground-based NAVAIDs, you should note the accuracy of your LRNS compared to the position information provided by those NAVAIDs.
2. You should note discrepancies in your maintenance log.
Appendix D D-19 D.2.12 Descent.
D.2.12.1 Transition Level. During the approach briefing, you should note the transition level on the approach plate or verify with ATC. Reset your altimeters to QNH (or QFE, if used) when descending through the transition level. You should confirm whether the altimeter setting is based on inches of mercury (inHg), hectopascals (hPa), or (less common) millimeters (mm) of mercury.
D.2.13 Destination/Block-In.
D.2.13.1 Navigation Accuracy Check (as applicable). When arriving at your destination gate, you should note any drift or circular error in your LRNS.
1. A GPS primary means system normally should not exceed 0.27 NM for the flight.
2. Some inertial systems may drift as much as 2 NM per hour.
Note: If tolerances are exceeded, make an appropriate entry in the maintenance log.
D.2.14 Altimetry System Writeups. Record any problems in the altimetry system, altitude alert, or altitude hold in the maintenance log.
Note: ATS authorities closely monitor RVSM airspace for any large height deviations (LHD). If your aircraft no longer meets RVSM standards, you must not flight plan into RVSM airspace.
D.2.15 CPDLC Writeups. As applicable, note problems with the data communication system, providing sufficient detail so a problem report can be submitted to the Data Link Monitoring Agency (DLMA), if warranted. FMS and SATCOM logs are helpful in investigating anomalies, and sometimes are available only for the most recent activity.
Appendix E E-1 APPENDIX E. IATA IN-FLIGHT BROADCAST PROCEDURE E.1 Introduction. The International Air Transport Association (IATA) developed the following procedures to promote flight safety over portions of the African continent and some adjacent waters. IATA last updated the procedures in 2024. You should check the IATA website at https://www.iata.org for any further updates prior to flight in the affected airspace.
E.2 Background. A number of flight information regions (FIR) in the continent of Africa experience deficiencies with both fixed and mobile aviation communication systems, especially with regard to flight information services (FIS). The In-Flight Broadcast Procedure (IFBP) developed by the IATA Regional Coordination Group (RCG) for Africa is recommended to be applied where deficiencies in communication exist.
E.3 Designated Frequency in AFI. The designated frequency for IFBP is 126.9 megahertz (MHz).
E.4 Area of Application. It is recommended that the IFBP be applied in the following FIRs and airspace:
Asmara Lusaka Brazzaville Tripoli Kano Mogadishu Khartoum Niamey Kinshasa N’Djamena Luanda Dakar
1. Brazzaville, Niamey, and N’Djamena FIRs provide Controller-Pilot Data Link Communications (CPDLC) service; however, these FIRs are maintained in the IFBP at the present time in order to maintain seamless application of IFBP in adjacent FIRs to the extent feasible.
2. The use of IFBP is mandated by the Tripoli Civil Aviation Authority (CAA), as published in the Libyan Aeronautical Information Circular (AIC).
Appendix E E-2 Figure E-1. Map of IFBP Area of Applicability E.5 Listening Watch.
E.5.1 It is recommended that a listening watch should be maintained on the designated frequency (126.9 MHz) 10 minutes before entering the designated airspace until leaving the airspace.
E.5.2 For an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace, listening watch should start as soon as appropriate and be maintained until leaving the airspace.
E.6 Broadcast Intervals. It is recommended that a broadcast should be clearly pronounced in English as follows:
• Ten minutes before entering an FIR within the IFBP region;
• Upon entering an FIR within the IFBP region;
• As soon as practicable when departing from an aerodrome located within the IFBP region;
• Ten minutes prior to crossing or joining an Air Traffic Service (ATS) route or crossing an airway or waypoint;
• Every 20 minutes;
Appendix E E-3
• Before a change in flight level (FL);
• Upon reaching the intended FL; and
• At any other time considered necessary by the pilot.
Note 1: In the interest of reducing congestion on the IFBP frequency, pilots may exercise discretion to omit closely spaced repetitive IFBP reports. However, broadcast intervals should not exceed 20 minutes.
Note 2: It is recommended that the IFBP frequency is closely monitored at all times when in the region (e.g., not to turn off or reduce volume levels on the transmitting/receiving frequency).
E.7 Broadcast Procedure. It is recommended a broadcast message should be structured as follows:
“ALL STATIONS” “THIS IS ABC123 [flight number] in the XXX [FIR name] FIR” Position AAAAA (current position) at … : … UTC FL … (altitude maintaining) “DIRECTION Bound” (direction) on XX987 (airway) Estimating BBBBB (next position; waypoint or crossing airway if no waypoint) at … : … UTC
CCCCC NEXT (subsequent position; waypoint or crossing airway if no waypoint)
ABC123…(flight number) AT FL…(altitude maintaining) DIRECTION BOUND (direction) IN THE XXXX (FIR name) FIR E.8 Additional Operating Procedures.
E.8.1 Changes of Cruising Level. Changes of cruising level are considered necessary by pilots to avoid traffic conflicts, for weather avoidance, or for other valid operational reasons.
When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft should be displayed while changing levels.
E.8.2 Collision Avoidance. If on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk to their aircraft, and this cannot be achieved in accordance with the right-of-way provisions of ICAO Annex 2, Rules of the Air, they should: