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:
Appendix F F-3
• Aircraft position relative to any organized track or route system;
• The direction of flights and flight levels (FL) allocated on adjacent tracks;
• The direction to an alternate airport;
• Any strategic lateral offset being flown; and
• Terrain clearance.
2. The aircraft should be flown at an FL and an offset track where other aircraft are less likely to be encountered.
3. Maintain a watch for conflicting traffic both visually and by reference to the Airborne Collision Avoidance System (ACAS) (if equipped), leaving ACAS in Resolution Advisory (RA) mode at all times, unless aircraft operating limitations dictate otherwise.
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
5. Keep the Secondary Surveillance Radar (SSR) transponder on at all times and, when able, squawk 7700, as appropriate.
6. As soon as practicable, the pilot shall advise ATC of any deviation from assigned clearance.
7. Use whatever means is appropriate (i.e., voice and/or Controller-Pilot Data Link Communications (CPDLC)) to communicate during a contingency or emergency.
8. If voice communication is used, the radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN), preferably spoken three times, shall be used, as appropriate.
9. When emergency situations are communicated via CPDLC, the controller may respond via CPDLC. However, the controller may also attempt to make voice communication contact with the aircraft.
10. Additional guidance on emergency procedures for controllers and radio operators, and flightcrew, in data link operations can be found in ICAO Doc 10037, Global Operational Data Link (GOLD) Manual.
11. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals on 121.5 megahertz (MHz) (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz), and where appropriate on the frequency in use: Aircraft Identification (ACID), the nature of the distress condition, intention of the person in command, position (including the Air Traffic Service (ATS) route designator or the track code, as appropriate) and FL.
12. The controller should attempt to determine the nature of the emergency and ascertain any assistance that may be required. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and overall traffic situation.
F.2.3 Actions to Be Taken Once Offset From Track. The pilot’s judgment of the situation and the need to ensure the safety of the aircraft will determine if the actions outlined in
Appendix F F-4 paragraph F.2.3.2, item 1 or 2, will be taken. Factors for the pilot to consider when diverting from the cleared route or track without an ATC clearance include, but are not limited to:
• Operation within a parallel track system;
• The potential for User Preferred Routes (UPR) parallel to the aircraft’s track or route;
• The nature of the contingency (e.g., aircraft system malfunction); and
• Weather factors (e.g., convective weather at lower FLs).
F.2.3.1 If possible, maintain the assigned FL until established on the 9.3 km (5.0 NM) parallel, same direction track or route offset. If unable, initially minimize the rate of descent to the extent that is operationally feasible.
F.2.3.2 Once established on a parallel, same direction track or route offset by 9.3 km
(5.0 NM), either:
1. Descend below FL 290, establish a 150 m (500 ft) vertical offset from those FLs normally used, and proceed as required by the operational situation or, if an ATC clearance has been obtained, proceed in accordance with the clearance; or Note: Descent below FL 290 is considered particularly applicable to operations where there is a predominant traffic flow (e.g., east-west) or parallel track system where the aircraft’s diversion path will likely cross adjacent tracks or routes. A descent below FL 290 can decrease the likelihood of conflict with other aircraft, ACAS RA events, and delays in obtaining a revised ATC clearance.
2. Establish a 150 m (500 ft) vertical offset (or 300 m (1,000 ft) vertical offset if above FL 410 from those FLs normally used) and proceed as required by the operational situation or, if an ATC clearance has been obtained, proceed in accordance with the clearance.
Note: Altimetry system error may lead to less than actual 500 ft vertical separation when the procedure above is applied. In addition, with the 500 ft vertical offset applied, ACAS RAs may occur.
F.3 General Weather Deviation Procedures (5 NM). The following procedures are intended for deviations around adverse meteorological conditions.
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.
Appendix F F-5 F.3.1 General.
F.3.1.1 When weather deviation is required, the pilot should initiate communications with ATC via voice or CPDLC. A rapid response may be obtained by either:
1. Stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response; or
2. Requesting a weather deviation using a CPDLC lateral downlink message.
F.3.1.2 When necessary, the pilot should initiate the communications using the urgency call “PAN PAN” (preferably spoken three times) or by using a CPDLC urgency downlink message.
F.3.1.3 The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to its cleared route.
F.3.2 Actions to Be Taken When Controller-Pilot Communications Are Established.
F.3.2.1 The pilot should notify ATC and request clearance to deviate from track or route, advising when possible, the extent of the deviation requested. The flightcrew will use whatever means is appropriate (i.e., CPDLC and/or voice) to communicate during a weather deviation.
Note: Pilots are advised to contact ATC as soon as possible with requests for clearance in order to provide time for the request to be assessed and acted upon.
F.3.2.2 ATC should take one of the following actions:
1. When appropriate separation can be applied, issue clearance to deviate from track; or
2. If there is conflicting traffic and ATC is unable to establish appropriate separation, ATC should:
a. Advise the pilot of the inability to issue clearance for the requested deviation;
b. Advise the pilot of conflicting traffic; and
c. Request the pilot’s intentions.
F.3.2.3 The pilot should take one of the following actions:
1. Comply with the ATC clearance issued; or
2. Advise ATC of intentions and execute the procedures provided in paragraph F.3.3 below.
Appendix F F.3.3 Actions to Be Taken if a Revised ATC Clearance Cannot Be Obtained.
Note: The provisions of this paragraph apply to situations where a pilot needs to exercise the authority of a pilot in command (PIC) under the provisions of ICAO Annex 2, Paragraph 2.3.1, Responsibility of Pilot-in-Command.
Figure F-2. Special Procedures for In-Flight Weather Contingencies
SPECIAL PROCEDURES FOR IN-FLIGHT WEATHER CONTINGENCIES (f UNABLE to obtain revised ATC clearance, advise ATC of intentions and alert nearby aircraft) Doc 4444, 15.2.4 Weath er Deviation Procedures Descend 300 ft Right Tum, 359° 000° Left Tum Descend 300 ft -300 ft Descena ≥9.3 km (5 NM) ≥9.3 km (5 NM) SLOP-- Cleared Cleared Cleared Level Route Level
•SLOP ≥9.3 km (5 NM) sight Tum ≥9.3 km (5 NM) 180°179° Climb 300 ft Climb 300 ft Note: When CLEARED to deviate by ATC, comply with CLEARED level.
F.3.3.1 If the aircraft is required to deviate from track or route to avoid adverse meteorological conditions, and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the pilot shall take the following actions:
Note: Figure F-2 provides a general illustration of the weather deviation scenario. Table F-1 shows the altitude offset portion of the procedures.
1. If possible, deviate away from an organized track or route system;
2. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: ACID, FL, position (including ATS route designator or the track code) and intentions, on the frequency in use and on
121.5 MHz (or, as a backup, on the inter-pilot air-to-air frequency
123.45 MHz);
3. Watch for conflicting traffic both visually and by reference to ACAS (if equipped);
F-6
Appendix F F-7
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
5. For deviations of less than 9.3 km (5.0 NM) from the originally cleared track or route, remain at a level assigned by ATC;
6. For deviations greater than or equal to 9.3 km (5.0 NM) from the originally cleared track or route, when the aircraft is approximately 9.3 km
(5.0 NM) from track, initiate a level change in accordance with Table F-1;
7. If the pilot receives clearance to deviate from cleared track or route for a specified distance and subsequently requests but cannot obtain a clearance to deviate beyond that distance, the pilot should apply an altitude offset in accordance with Table F-1 before deviating beyond the cleared distance;
8. When returning to track or route, be at its assigned FL when the aircraft is within approximately 9.3 km (5.0 NM) of the centerline; and
9. If contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.
Note: If, as a result of actions taken under the provisions of paragraph F.3.3.1, the pilot determines that there is another aircraft at or near the same FL with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
Table F-1. Altitude Offset When Denied Clearance to Deviate 9.3 km (5.0 NM) or More (5 NM Procedures) Originally Cleared Track or Route Centerline Deviations ≥ 9.3 km (5.0 NM) Level Change EAST (000°–179° magnetic) LEFT DESCEND 90 m (300 ft) RIGHT CLIMB 90 m (300 ft) WEST (180°–359° magnetic) LEFT CLIMB 90 m (300 ft) RIGHT DESCEND 90 m (300 ft) F.4 Contingency Considerations for Unexpected Closure of an Oceanic ATC Facility.
The Aeronautical Information Manual (AIM) includes guidance for an “ARTCC Radio Frequency Outage,” with many of the same considerations listed here. Initially, it may not be evident to a flightcrew that an en route ATC facility has unexpectedly closed, but ATC being unresponsive to communication attempts would be an early indication.
Eventually, neighboring ATC units would inform aircraft, likely via company dispatch
Appendix F F-8 and voice relay. The nature of an unexpected closure could result in some periods of confusion and uncertainty.
F.4.1 Flights Within Any Oceanic Airspace. Continue as last cleared and contact the next (neighboring) ATC unit. Provide a position report, and request guidance/advice.
Flightcrews should use extreme caution and use all available means to detect any conflicting traffic.
F.4.2 Flights Approaching Any Oceanic Airspace.
F.4.2.1 Normally, flights should land at an appropriate aerodrome or, if feasible, request clearance to avoid the affected oceanic control area (OCA).
F.4.2.2 In some situations, the flightcrew may determine that continuing the flight is a safer course of action. ATC services within the affected OCA may be nonexistent or severely limited. Due to the uncertainty surrounding the contingency situation, flightcrews should, if possible, consider seeking a clearance to reroute around the affected OCA.
F.4.2.3 Flightcrews should broadcast traffic information in the blind to other flights/stations on 121.5 MHz and on 123.45 MHz (or 126.9 MHz as appropriate in designated International Air Transport Association (IATA) broadcast areas), to exchange position information. A continuous air-ground voice communication watch, per ICAO Annex 2, Paragraph 3.6.5, Communications, must be maintained.
F.4.2.4 Operators and flightcrews should be aware that ATC may invoke the ICAO traffic information broadcasts by aircraft (TIBA) procedure, with flightcrew member broadcasts in the following form:
ALL STATIONS (call sign), FLIGHT LEVEL (number) (or CLIMBING/DESCENDING TO FLIGHT LEVEL (number)) (direction) (ATS route) (or DIRECT FROM (position) TO (position)) POSITION (position) AT (time) ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time) (call sign) FLIGHT LEVEL (number) (direction).
TIBA calls should be provided by a flightcrew member at the following times:
1. Ten minutes before entering the designated airspace or, for a flightcrew member taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after takeoff;
2. Ten minutes prior to crossing a reporting point;
3. Ten minutes prior to crossing or joining an ATS route;
4. At 20-minute intervals between distant reporting points;
5. Two to five minutes, where possible, before a change in FL;
Appendix F F-9
6. At the time of a change in FL; and
7. At any other time considered necessary by the flightcrew.
F.4.3 Additional Considerations:
1. Flights involved in level change should complete the maneuver as soon as possible in accordance with the clearance.
2. Mandatory position reports should be accomplished via high frequency (HF) or Satellite Voice (SATVOICE).
3. Flights equipped with Future Air Navigation System 1/A (FANS 1/A) or equivalent should communicate using HF voice or SATVOICE while attempting to reestablish CPDLC connection in airspace where ATC services are suspended.
4. Flights may request their flight dispatch offices provide traffic information and/or forward position reports to the relevant OCA.
F.4.4 Additional Recommendations. Consistent with AIP recommendations, should flightcrews encounter situations that are not covered by regulation, they are expected to exercise good judgment in whatever action they elect to take. Additionally, flightcrews should take the following actions:
1. Monitor for traffic visually and by using Traffic Alert and Collision Avoidance System (TCAS) or Automatic Dependent Surveillance-Broadcast (ADS-B) In.
2. Ensure all appropriate exterior lights are operable and turned on.
3. Monitor and use, as appropriate, relevant communication channels (e.g., 121.5/123.45 or 126.9 MHz in oceanic airspace), to include HF frequencies for traffic and situational awareness, and SATVOICE and/or data link.
F.4.5 References:
• IATA’s In-Flight Broadcast Procedures (IFBP) (see Appendix E).
• TIBA (refer to ICAO Annex 11, Air Traffic Services, Attachment B, Traffic Information Broadcasts by Aircraft (TIBA) and Related Operating Procedures).
• Two-way radio communications failure (refer to 14 CFR § 91.185 and the U.S. AIP, GEN 3.4, paragraphs 12 and 13).
• North Atlantic (NAT) communications failure (refer to the U.S. AIP, ENR 7.8, paragraph 4; and ICAO NAT Doc 006 – Part I, Air Traffic Management Operational Contingency Plan, North Atlantic Region).
• Pacific communications failure (refer to ICAO Annex 2, paragraph 3.6.5.2.2; and ICAO Doc 7030, Regional Supplementary Procedures (SUPPS), PAC paragraph 9.3).
• Special Procedures for In-Flight Contingencies in Oceanic Airspace (refer to the U.S. AIP, ENR 7.3).
Appendix G G-1 APPENDIX G. SUGGESTED SUBJECTS FOR INCLUSION IN OCEANIC AND
INTERNATIONAL PROCEDURES AND/OR AN OPERATIONS MANUAL Note 1: This list is for reference only. It is not intended to be all-inclusive. You are encouraged to use this list when creating procedures and/or operations manuals and keeping them current. The complexity of your operations and operational approvals will dictate which items on this list are applicable or need to be expanded. Please refer to the Regional Oceanic Resource Guides for U.S. Operators, available at https://www.faa.gov/about/officeorg/headquartersoffi ces/avs/oceanic-resource-guides for the most current version of this list.
Note 2: You should establish and maintain a robust process to remain current in oceanic and international operations. This continuous analysis or process is one component of an operator’s Safety Management System (SMS).
G.1 Regulations, ICAO Guidance, and References.
G.1.1 Title 14 CFR.
G.1.2 Applicable ICAO Documents (current editions). Find the following documents at the ICAO store at https://store.icao.int or at the ICAO eLibrary at https://elibrary.icao.int:
• ICAO Doc 4444, Procedures for Air Navigation Services—Air Traffic Management (PANS-ATM).
• ICAO Doc 7030, Regional Supplementary Procedures (SUPPS).
• ICAO Doc 9574, Manual on a 300 m (1,000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive.
• ICAO Doc 9613, Performance-based Navigation (PBN) Manual.
• ICAO Doc 9869, Performance-based Communication and Surveillance (PBCS) Manual.
• ICAO Doc 10037, Global Operational Data Link (GOLD) Manual (Controller-Pilot Data Link Communications (CPDLC), Automatic Dependent Surveillance-Contract (ADS-C)).
• ICAO Annex 2, Rules of the Air.
• ICAO Annex 6, Operation of Aircraft (Parts I, II, and III, as applicable).
• ICAO NAT Doc 007, North Atlantic Operations and Airspace Manual.
G.1.3 Aeronautical Information Publication (AIP), United States of America—Relevant Material.
Appendix G G-2 G.1.4 Applicable FAA ACs (current editions):
• AC 90-105, Approval Guidance for RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace System and in Oceanic and Remote Continental Airspace.27 27 Refer to, in particular, AC 90-105, Chapter 8, Operator Responsibilities, Paragraph 8.4.3, Pilot Knowledge.
• AC 90-117, Data Link Communications.
• AC 91-70, Oceanic and Remote Continental Airspace Operations.
• AC 91-85, Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum (RVSM) Airspace.
• AC 120-42, Extended Operations (ETOPS and Polar Operations) (also refer to 14 CFR § 121.161).
• AC 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area (also refer to 14 CFR § 135.364).
G.1.5 Miscellaneous:
• FAA Regional Oceanic Resource Guides for U.S. Operators, available at https://www.faa.gov/about/officeorg/headquartersoffices/avs/oceanic-resourceguides.
• ICAO North Atlantic (NAT) and Eurocontrol (SKYbrary).
• State Department Travel Alerts and Transportation Security Administration (TSA) Alerts.
• Electronic Flight Bag (EFB) instructions and procedures; applications (as applicable).
G.1.6 Notices to Airmen (NOTAM), Global Positioning System (GPS) NOTAMs (select “GPS NOTAMs” in “Predefined Queries” under “Location”), FAA International Notices, and Special Federal Aviation Regulations (SFAR).
G.2 Navigation. Continental (formerly Class I) versus Oceanic and Remote navigation; and navigation by means of dead reckoning.
G.3 Flight Planning.
G.3.1 North American Routes (NAR).
G.3.2 Track Messages.
G.3.3 Air Traffic Control (ATC) Flight Plans. Explanation and correct codes.
Appendix G G-3 G.3.4 Operational Flight Plan (also known as Computer Flight Plan (CFP)):
• Comparison to ATC flight plan.
• Basic cross checks (fuel, groundspeed, winds).
• Equal Time Point (ETP) and points of safe return.
• Fuel requirements (in particular, ICAO Annex 6) and reduced fuel (B043, B044, and B343 authorizations).
G.3.5 Special Area of Operation (SAO) Requirements.
G.3.6 Use of Plotting/Orientation Chart and Master Document.
G.3.7 Weather Radar (WX) Charts:
• Terminal Aerodrome Forecast (TAF), Aviation Routine Weather Report (METAR), and Significant Weather (SIGWX).
• 700 millibars (mb), 500 mb, 400 mb, 300 mb, 250 mb.
• Approved source(s): National Weather Service (NWS) and Enhanced Weather Information System (EWINS).
G.3.8 Driftdown—Terrain, Alternates, Extended Operations (ETOPS).
G.3.9 World Geodetic System 1984 (WGS 84) or Approved Equivalent Compliance.
G.4 State Operating Restrictions.
G.5 Reduced Vertical Separation Minimum (RVSM):
• General description.
• Metric assignments (e.g., China).
• Minimum required equipment.
• Contingencies.
• Forecasts, tropopause, temperature deviations.
G.6 Accident/Incident.
G.6.1 Title 49 of the Code of Federal Regulations (49 CFR):
• Part 175, Carriage by Aircraft (Hazardous Materials (HAZMAT) Regulations).
• Part 830, Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail, Cargo, and Records (National Transportation Safety Board (NTSB)).
Appendix G G-4 G.6.2 Contingencies:
• Weather deviations.
• General contingencies.
• Lost communications, traffic information broadcasts by aircraft (TIBA), In-Flight Broadcast Procedure (IFBP).
• Degraded navigation, dead reckoning.
• Activation of Automated Mutual-assistance Vessel Rescue (AMVER) system, emergency locator transmitter (ELT).
• Depressurization/oxygen supply.
• Intercept, hijack.
G.6.3 Use of Navigation System:
1. Review of Airplane Flight Manual Supplements (AFMS) for capabilities/limitations.
2. Description of GPS, GPS NOTAMs, receiver autonomous integrity monitoring (RAIM) prediction, fault detection and exclusion (FDE).
3. Description of inertial navigation system (INS), time limits.
4. Currency/software version of database.
5. Loading, updating, and cross-checks:
• Format for manual entry into the flight management system (FMS) of latitude/longitude waypoints.
• Methods for entering time or “line-of-longitude” constraints (e.g., “at 1210 climb to FL 340” or “cross 16W level at FL 340”).
• How to “expand” waypoints to display full latitude and longitude.
6. Independent verification.
7. Contingencies/fault codes.
G.6.4 Oceanic Crossing:
• Oceanic checklist (see Appendix D, Sample Oceanic Checklist).
• Master time source.
• Clearance-flight information region (FIR) differences.
• Navigation accuracy check (as applicable).
• RVSM checks.
• Approaching, overhead, and post-position waypoint checks.