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:
Appendix E E-4
• Unless an alternative maneuver appears more appropriate, climb or descend 500 ft.
• Display all available aircraft lighting which would improve the visual detection of the aircraft.
• As soon as possible, reply to the broadcast advising action being taken, and specify altitude maintaining.
• Notify the action taken on the appropriate ATS frequency.
• As soon as your situation has been rectified, resume allocated FL, notifying the action on the appropriate ATS frequency.
E.8.3 Normal Position Reporting Procedures. Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.
E.8.4 Operation of Transponders. Pilots shall ensure that transponder procedures as contained in ICAO Doc 8168, Procedures for Air Navigation Services—Aircraft Operations (PANS-OPS), are complied with and, in the absence of other directions from air traffic control (ATC), operate the transponder on Mode A and C code 2000.
E.8.5 Use of Traffic Alert and Collision Avoidance System (TCAS).
E.8.5.1 In accordance with ICAO Annex 6, Operation of Aircraft, all turbine-engine airplanes of a maximum certificated takeoff mass in excess of 5,700 kg or authorized to carry more than 19 passengers shall be equipped with Airborne Collision Avoidance System (ACAS) II.
E.8.5.2 IATA recommends the use of an operable TCAS when operating within the continent of Africa and recommends selection of Traffic Advisory (TA)/Resolution Advisory (RA) mode at maximum range.
E.8.6 Use of Strategic Lateral Offset Procedures (SLOP). Use of SLOP is promoted in the AFI.
E.8.7 Haj Operations. During the Haj Pilgrimage period, the number of east-west flights in the North-Central part of the AFI Region increases significantly and, with it, the risk of ATS incidents and the importance of adopting the IFBP.
E.9 Review. The procedure and its area of applicability shall be reviewed by the IATA AFI RCG under governance of the Operations Advisory Council, and the associated risk monitored by the IATA Safety Review Board.
Appendix F APPENDIX F. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN
OCEANIC AIRSPACE Note 1: The source document for these procedures is ICAO Doc 4444, Procedures for Air Navigation Services-Air Traffic Management (PANS-ATM).
The U.S. Aeronautical Information Publication (AIP) publishes these procedures as well. There are slight format or wording differences, but the procedures are identical in substance.
Note 2: The FAA recommends that operators carry a quick reference card containing the applicable contingency procedures. Figure F-1 provides a useful graphic and can be used for this purpose.
Figure F-1. Special Procedures for In-Flight Contingencies in Oceanic Airspace (Non-Weather)
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES When below FL290, establish & maintain 500 feet vertical offset when able and proceed as required until ATC clearance received 5 NM
• Parallel offset same direction
• Descend below FL290
CLEARED ROUTE YES Establish & maintain 500 feet OFFSET ROUTE (FMS) (left or right of cleared route) to Descend Below NO able and proceed as Pilot Elects FL290 required until ATC vertical offset when clearance received or 1000 feet vertical offset above FL410 At Least 30° • Attempt ATC Clearance
• Maintain FL if able to minimize climb/descent rate Cleared • Maintain visual & ACAS watch Level • ACAS in RA mode unless Legend:
aircraft operating limitations dictate otherwise Decision Point
• Turn on exterior lights ATC Clearance
• When able, alert other aircraft on 121.5 or 123.45
• No ATC Clearance F-1
Appendix F F-2 F.1 Introduction. Although all possible contingencies cannot be covered, these procedures provide for the more frequent cases, such as:
• Inability to comply with assigned clearance due to meteorological conditions, aircraft performance, or pressurization failure.
• En route diversion across the prevailing traffic flow.
• Loss of, or significant reduction in, the required navigation capability when operating in airspace where the navigation performance accuracy is a prerequisite to the safe conduct of flight operations.
F.1.1 The procedures are applicable primarily when descent and/or turn back or diversion is required. The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judgment shall determine the sequence of actions to be taken, having regard to the prevailing circumstances. Air traffic control (ATC) shall render all possible assistance.
F.1.2 While the procedures described here are applicable in “high seas” (international) oceanic areas, pilots operating in remote continental airspace may also at times need to deviate from an ATC clearance. In U.S. sovereign airspace, “captain’s authority” is granted via 14 CFR § 91.123 to deviate in an emergency. ICAO Annex 2, Rules of the Air, generally forms the basis of flight rules in sovereign airspace throughout the world, and grants the same deviation authority in Paragraph 3.6.2, Adherence to Current Flight Plan. Given that in remote continental airspace, long-range communication systems (LRCS) are used, the oceanic contingency procedures described here may be useful in instances where relevant State AIP procedures are not available. Oceanic contingency procedures help when a pilot urgently needs to deviate from an ATC clearance but is unable to coordinate the deviation quickly enough with ATC.
F.2 General Procedures (5 Nautical Miles (NM)).
Note: In 2020, ICAO changed the lateral offset values in oceanic contingency procedures to 5 NM. For the general procedures, acquire the 5 NM offset before changing altitude. For the weather contingency procedures, adjust altitude by 300 ft (climb or descend, per the procedures) only when deviating 5 NM or more.
F.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance, a revised clearance should be obtained, whenever possible, prior to initiating any action.
F.2.2 If prior clearance cannot be obtained, the following contingency procedures should be employed until a revised clearance is received.
1. Leave the cleared route or track by initially turning at least 30 degrees to the right or to the left in order to intercept and maintain a parallel, same direction track or route offset of 9.3 km (5.0 NM). The direction of the turn should be based on one or more of the following: