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4.3.3 Satellite Voice (SATVOICE). In keeping with ICAO’s recognition of SATVOICE as a valid long-range communication system (LRCS), the FAA accommodates SATVOICE through arrangements with the recognized Aeronautical Mobile Satellite (Route) Service providers. The FAA currently restricts direct SATVOICE contact between the pilot and FAA ATC to “distress and urgency situations,” or other exceptional circumstances only.
For oceanic communications with ATC via New York Radio and San Francisco Radio, relevant SATVOICE policy and short codes are published in the U.S. AIP.
4.3.3.1 The FAA requires SATVOICE equipment supporting ATS communications to be installed in accordance with AC 20-150, Airworthiness Approval of Satellite Voice (SATVOICE) Equipment Supporting Air Traffic Service (ATS) Communication.14 Additional requirements are listed in the U.S. AIP.
Portable satellite phones are not approved for normal and routine ATC communications.
14 Regulatory references are 14 CFR § 91.703 and ICAO Annex 2, paragraph 3.6.5.1. The U.S. AIP, in describing the “appropriate communication channel,” invokes AC 20-150.
4.3.3.2 Addit ionally, the FAA requires a SATVOICE Callback Check when pilots use SATVOICE to communicate with ATC via New York Radio or San Francisco Radio. A sample transcript is here:
Sample Transcript of SATVOICE Callback Check SATVOICE call from the air:
“New York Radio, Airline 123, request SATVOICE Callback Check.”
For aircraft equipped with both Inmarsat and Iridium:
“…on Inmarsat/Iridium (as applicable)” Answer from the ground:
“Airline 123, roger, terminating call, will call you right back.”
New SATVOICE call from ground:
“Airline 123, New York Radio with your SATVOICE Callback, how do you read?”
SATVOICE answer from the air:
“Loud and clear, SATVOICE Callback Check good, good day!”
4.3.3.3 If SATVOICE is used (as authorized in the relevant AIP) as the sole voice LRCS, for purposes of maintaining a continuous air-to-ground voice communication watch with the relevant ATS authority on the appropriate communication channel, several important considerations apply:
1. Flightcrews should be thoroughly familiar with SATVOICE use, to include the aural and visual alerts for incoming calls, call answering, display and selection of call priority, use of press-to-talk switches, call setup with or without the avionics phone book, call preemption, and call termination.
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2. Avionics (e.g., flight management computer (FMC)) phone books should be organized in a logical, easy-to-understand manner, and flightcrews should have the appropriate number preloaded to facilitate rapid call setup with the relevant ATS authority. Calls should be managed to ensure a line is always available for an incoming “Operational High” priority (Priority 2/Q12) call from the relevant ATS authority.
3. For purposes of compliance with 14 CFR requirements on numbers of LRCS, the FAA recognizes SATVOICE as an approved LRCS only in areas where the ground infrastructure supports SATVOICE as the “sole voice LRCS.” Such services are described in the relevant AIP. In areas lacking this designation, at least one operable HF (voice) radio is required.15 15 Regulatory references are 14 CFR § 91.703 and ICAO Annex 2, paragraph 3.6.5.1. The applicable AIP describes the “appropriate communication channel.”
4. A s SATVOICE technology evolves, ensure that you comply with the latest guidance. In the United States, refer to the entry in the U.S. AIP, with new changes published in the FAA’s International Notices. For additional guidance, refer to the FAA’s AIM, ICAO’s Satellite Voice Guidance Material (SVGM), and/or the relevant AIP.
4.3.4 Changes to Communications Procedures. Information needed on initial contact with an agency, radio frequencies, and other aspects of oceanic communications are changed frequently. Thus, it is important that you consult the appropriate AIP, international notices, current oceanic charts, and commercial enroute publications for the most current information.
• ICAO NAT Doc 007, North Atlantic Operations and Airspace Manual, describes North Atlantic (NAT) operations, to include communication and navigation procedures in NAT airspace. The NAT section of ICAO Doc 7030, Regional Supplementary Procedures (SUPPS), currently requires HF SELCAL checks, meaning that an HF radio is required in NAT airspace.
• Commercially published navigation charts contain details of communication procedures on inserted panels. Exercise some caution in using this reference, as they may be on a different update cycle than the source documents and therefore could be not completely up to date.
4.4 CPDLC and Automatic Dependent Surveillance-Contract (ADS-C). Data link communications systems are widely used throughout the world and are normally used in concert with ADS-C systems that further improve ATS capability. CPDLC technology improves communications between aircraft and ATSPs. CPDLC replaces most of the often-challenging HF voice communications that were the only communication link with oceanic and remote continental airspace air traffic controllers for decades. With CPDLC, you and the controller transfer ATC clearance requests and instructions digitally,
4-8 reducing the likelihood of miscommunication. CPDLC compliant with RCP 240 and ADS-C compliant with RSP 180 are required to fly the most efficient routes in the NAT.
Note: In ADS-C, C = “Contract.” The controller sets up one or more electronic contracts with your aircraft to automatically provide time-triggered (periodic) and/or condition-triggered (e.g., waypoint change event or deviation event) reports. In addition, a controller, at any time, can issue a “demand” contract for a single periodic ADS-C report.
4.4.1 Title 14 CFR Requirements for LRCS. For purposes of compliance with 14 CFR requirements on numbers of LRCS (see paragraph 2.3.1 above), the FAA recognizes CPDLC that is compliant with RCP 240 as an approved LRCS. Equipage with CPDLC does not eliminate the requirement for at least one operable voice LRCS. This means that (as is mentioned in paragraph 4.3.3.3, item 3) unless the relevant AIP authorizes SATVOICE as a sole voice LRCS, at least one operable HF (voice) radio is required.
4.4.2 Access to Preferred Airspace. Since equipment like CPDLC and ADS-C improves the efficiency with which aircraft in oceanic and remote continental airspace can be controlled, such better-equipped aircraft are being better served through initiatives to reserve preferred blocks of oceanic airspace for those aircraft. Preferred altitudes and routes around the world are more readily issued to aircraft equipped with robust communications, navigation, and surveillance capabilities.
4.4.3 FAA Domestic CPDLC Use of Free Text in Route Uplinks. The FAA’s domestic flight data processing systems automatically add so-called “Free Text” messages containing the entire cleared route, to all route clearance change messages. This allows pilots to more readily see and understand the given change. However, oceanic systems do not do this.
The result is that pilots accustomed to the FAA domestic display of route clearances could be confused when seeing an oceanic route uplink. Figure 4-1, Sample CPDLC Route Uplinks, shows how a CPDLC route uplink might look if sent from a U.S. domestic system versus an oceanic system.
Figure 4-1. Sample CPDLC Route Uplinks Sample Route Uplink With Free Text (Used by domestic FAA systems) KUSA 1945z ATC UPLINK OPEN /FREE TEXT LOAD NEW ROUTE - DIRECT 0737z ATC UPLINK 1 / 2 YAZUU AVALO SIE SHL ./ FROM STATUS
KUSA OPEN KBOS
LOAD NEW ROUTE - DIRECT CYN 275020 4018N/ 07433W -CONTINUED-- LAURN . /. KBOS.
MATC INDEX LOG• CLEARED TO LAURN VIA
ROUTE CLEARANCE
VIA TO RECT CYN275 • /20.0NM 1945z ATC UPLINK CLEARED TO IRECT N40•18 OWO
SKL CON UED VIA ROUTE CLEARANCE <ATC INDEX LOG > TEXI
REST OF ROUTE UNCHANGED -CONTINUED-- MATC INDEX LOG• "Route clearance" is readily visible.
Sample Route Uplinks Without Free Text (Used by oceanic systems) 1917z ATC UPLINK 1/2 1022z ATC UPLINK 1/1
CZQX OPEN STATUS OPEN /CLEARED TO CLEARED TO EVRIN VIA HOIST ROUTE CLEARANCE.
VIA ROUTE CLEARANCE TANDB SEN LOAD› ACCEPT ‹REJECT SEND> PRINT
- CONTINUED-- FAIL LOG> 1ATC INDEX LOGI With this FMS, to view the route clearance," the pilot must advance to the next page, then select the "ATC CLNC" prompt.
This is not a clearance to proceed direct to HOIST.
With this FMS, to view the "route clearance," the pilot must select the "LOAD" prompt.
This is not a clearance to proceed direct to EVRIN.
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4.5 Data Link Systems—Operational Authorization to Use. We grant operational authorization for operators to use Future Air Navigation System (FANS) data link in oceanic areas by issuing the A056 authorization, as appropriate.16 16 AC 90-117 provides information on the A056 authorization.
Note: The A 056 authorization also applies to VHF data link communications in overland areas outside the United States, such as Aeronautical Telecommunication Network (ATN) Baseline 1 (B1) (formerly Link 2000+), used in European airspace.
4.5.1 Oceanic Data Link Requires Authorization. U.S. operators (including 14 CFR part 91) must have a data link authorization to file ATC flight plan capability codes J5 and/or J7 in oceanic airspace.17 These codes denote Inmarsat and Iridium satellite communications (SATCOM) capability, respectively. You can find our guidance on the process and procedures for operational authorization and aircraft data link system approval in the following documents:
17 AC 90-117 cites the regulatory basis for this requirement, which is 14 CFR § 91.123.
• AC 20-140 , Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS).
• AC 90-117.
4.5.2 Data Link Requirements and Standards. You can consult ICAO Doc 10037 for additional information on data link requirements and standards.
4.6 Independent Navigation Systems and Proceeding Safely. Regulations on navigation equipment for overwater operations require dual independent navigation systems. As is mentioned in paragraph 2.3.2, several sections in 14 CFR (notably, in 14 CFR parts 121, 125, and 135) use the term “proceeding safely” in the context of fuel planning and operations with a single independent navigation system.
4.6.1 To satisfy requirements for an independent navigation system, a pilot would normally be able to revert to a ground-based Navigational Aid (NAVAID). In areas outside the coverage of ground-based NAVAIDs, immediately reverting to another navigation capability is constrained. Here, 14 CFR requirements to be able to “proceed safely” when using “a single independent navigation system” are particularly relevant.
4.6.2 For remote continental operations at lower altitudes closer to terrain, dead reckoning procedures must be robust to be able to proceed safely in the event of loss of navigation capability. In addition, for any operations that rely solely on Global Positioning System (GPS) for navigation, dead reckoning procedures are particularly important so flightcrews can safely deal with degradation (e.g., through jamming or spoofing18) of GPS signal.
18 The phrase “jamming or spoofing” is used in this AC. There are other phrases to describe these phenomena, such as “disruption or manipulation” or the broader term “radio-frequency interference (RFI).”
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4.6.3 Flightcrews that rely on dead reckoning procedures should be familiar with the following topics:
1. Dead reckoning procedures, to include use of operational flight plans.
2. Aircraft systems, to include behavior in jamming or spoofing of GPS signal situations, as well as recovering from any residual effects (as applicable):
• Navigation system(s).
• SATCOM system(s); SATVOICE, as well as data communication systems that use SATCOM.
• Aircraft Terrain Awareness and Warning Systems (TAWS), ground proximity warning system (GPWS), and/or enhanced ground proximity warning system (EGPWS).
• Synthetic visual system.
3. ATS surveillance systems and ATC’s ability to assign headings using radar:
• ADS-B and ADS-C reliance on GPS; behavior with jamming or spoofing of GPS signal.
• Airport surveillance radar (ASR) and precision approach radar (PAR) capability.
• FAA ATC Minimum Vectoring Altitude Chart (MVAC) and Minimum Instrument Flight Rules (IFR) Altitude (MIA) chart.
4. Use of charts with depictions of terrain and obstacle clearance altitudes:
• Minimum en route altitude (MEA).
• Off-route obstruction clearance altitude (OROCA).
• Minimum obstruction clearance altitude (MOCA).
5. Designated mountainous areas.
Note: Dead reckoning is not an approved means of navigation under IFR. It is also not a suitable method for navigating “within the degree of accuracy required for ATC.” It is only suitable for “proceeding safely,” as a contingency in case of degradation or failure of the primary navigation system.
4.6.4 For operations at low altitudes permitted by the B030 remote continental authorization, in most cases, proceeding safely after a loss of navigation capability would include climbing to the quadrant OROCA or higher. Weather conditions must be consistent with procedures to proceed safely. For example, for an aircraft not capable of flight into icing conditions, if such conditions just above the IFR MEA preclude climbing to the OROCA, weather conditions on the given route could be inconsistent with the requirement to be able to proceed safely in the event of loss of navigation capability. In this case, the operator would have to alter the route or delay the flight, as appropriate.
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4.6.5 The FAA approves operators’ ability to revert to dead reckoning procedures before issuing associated authorizations. This approval allows a stopwatch and a compass to be considered suitable “for proceeding safely,” where regulations call for “one other independent navigation system” in the event of an unexpected failure of the system being used to navigate to the degree of accuracy for ATC, as discussed in paragraph 2.3.2. In such a failure situation, that “other” system would also have to be suitable to “complete an instrument approach,” normally an instrument landing system (ILS) approach.
4.7 ATC in Oceanic and Remote Continental Airspace.
4.7.1 Procedural Airspace. In oceanic and remote continental airspace, ATC typically requires position reports via voice or ADS-C, and controllers apply “procedural separation,” spacing aircraft farther apart than in domestic “ATS surveillance airspace” (where radar or ADS-B surveillance is accompanied by VHF voice communication with ATC).
Space-based ADS-B provides significant improvements in surveillance, but without ATC being able to issue a vector via VHF voice communications, required separation between aircraft is greater. In areas with space-based ADS-B surveillance that lack direct VHF voice communications with the controller, ATC still therefore provides at least some elements of procedural control.
4.7.1.1 In procedural airspace, ATC issues clearances and instructions providing separation vertically and horizontally, based on the specific aircraft equipment authorizations you indicate on your flight plan.
4.7.1.2 ATC monitors your compliance with the issued clearance. Your aircraft position reports are processed for conformance with the clearance. If your aircraft is equipped with ADS-C, it provides trigger alerting for lateral and vertical deviations.
4.7.1.3 In order to make this procedural separation work the way it is designed, you must provide timely and accurate time estimates (estimated time of arrival (ETA)) and operate with strict discipline and adherence to ATC clearances and procedures, both normal and contingency.19 19 ICAO Annex 2, paragraph 3.6.2.2d), says: “if the time estimate…changes in excess of 2 minutes from that previously notified to air traffic services…the flight crew shall notify the appropriate air traffic services unit as soon as possible.” For aircraft providing automatic position reports via ADS-C, position reports can be omitted “in airspace where ADS-C services are provided.”
4.7.1.4 C ontrollers manage longitudinal separation in procedural airspace by assigning speeds, as necessary, either true Mach number or true airspeed.
Proper separation of aircraft is dependent upon pilots maintaining the speed assigned with the clearance (not to be confused with the speed filed on the flight plan).
• If traffic conditions permit, the controller may permit variations. However, if a controller assigns a speed, compliance with that speed is mandatory.
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• Even when a controller permits variations, ICAO Annex 2 specifies that pilots must inform ATC of speed variations of Mach 0.02 or greater from the current flight plan (current clearance).
4.7.2 ICAO Procedures for Specific Geographical Areas. You will find detailed procedures for the applicable ICAO Region in ICAO Doc 7030. When flying over the high seas (international airspace, generally greater than 12 NM from the nearest coast), 14 CFR § 91.703 requires compliance with ICAO Annex 2. Annex 2, in turn, refers to ICAO Doc 7030. You should consider ICAO Doc 7030 regulatory.
4.7.3 U.S. ATS. Information on provision of ATS by the United States is available in FAA Order JO 7400.11, Airspace Designations and Reporting Points. Also refer to 14 CFR part 71.
4.7.3.1 Domestic Airspace. (ICAO refers to this as “Continental” Airspace.) In sovereign airspace (over land and territorial waters of the United States), the United States provides ATS using domestic ATC procedures with radar or ADS-B surveillance and VHF communications.
4.7.3.2 Offshore Airspace. In “high seas” airspace (outside of the 12 NM sovereign limit) extending to as far as the useful range of radar and VHF communications systems permits, approximately 150–200 NM from the coast, the United States provides ATS using domestic policies and procedures.
Note: As discussed in Table 2-1, 14 CFR part 91 subpart B applies in U.S. sovereign airspace, and ICAO Annex 2 applies in “high seas” airspace.
4.7.3.3 Oceanic Airspace. The United States provides ATS using procedural control in oceanic airspace as follows:
• Atlantic Ocean: New York, Miami, and San Juan flight information regions (FIR).
• Pacific Ocean: Oakland and Anchorage CTA/FIR.
• Arctic Ocean: Anchorage Arctic CTA/FIR.
Note: The Houston Air Route Traffic Control Center (ARTCC) has an “Oceanic” control area, but the FAA provides ATS surveillance services in that airspace using ADS-B and VHF transmitters on oil platforms.
4.7.3.4 Remote Continental Airspace. The United States provides ATS in remote continental airspace as follows: Alaska remote continental airspace;
Anchorage ARTCC.
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4.7.4 Advanced Technologies and Oceanic Procedures (ATOP). U.S. controllers use the ATOP flight data processing system in the airspace of Oakland Oceanic, New York Oceanic, and Anchorage Oceanic and Arctic FIRs.
4.7.4.1 Within this airspace, ATOP allows for establishing the separation minima for all pairs of aircraft along a cleared profile and provides aircraft profile conformance monitoring and protection.
4.7.4.2 ATOP deciphers ATC flight plan information to determine what separation standards may be applied to a particular aircraft based on filed aircraft equipage. Accordingly, you must notify ATC immediately if your communications, navigation, and surveillance equipment capability degrades below that which you listed in your flight plan.20 20 Regulatory reference is 14 CFR § 91.169, which refers to 14 CFR § 91.153. This requires the flight plan to include “any other information the pilot in command or ATC believes is necessary for ATC purposes.” The U.S. AIP states that pilots must “advise ATC” if equipment failures render the filed capability indicators inaccurate.
4.7.4.3 A TOP analyzes cleared routes of aircraft and alerts controllers of potential future conflicts (scalable to more than 2 hours ahead) with other aircraft.
ATOP also considers different separation standards applied by adjacent ATC facilities and can warn the controller when a conflict will occur based on the adjacent ATC facility’s requirements. This allows controllers to effectively plan for transitions to adjacent FIRs.
4.7.4.4 You can find specific information regarding ATC separation standards in FAA Order JO 7110.65, Air Traffic Control. Additionally, trial periods where new separation standards are being applied will be announced on the FAA’s International Notices web page.
4.8 Special Use Airspace (SUA).
4.8.1 Warning Area. A warning area, as defined in 14 CFR § 1.1, is airspace of defined dimensions extending from 3 NM outward from the coast of the United States that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such a warning area is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both.
4.8.2 Prohibited Areas. ICAO Annex 2 specifies that these areas exist “above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited.”
4.8.3 Restricted Areas. ICAO Annex 2 specifies that these areas exist “above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions.”
4-15 Note: Carefully review charts for these types of areas when you plan your flight, taking note of the area operating times and restrictions. You should also review applicable oceanic NOTAMs.
4.9 Air Defense Identification Zones (ADIZ). Title 14 CFR Part 99, Security Control of Air Traffic, discusses defense areas and the ADIZ. You can check 14 CFR part 99, the latest U.S. AIP, the latest AIM (Chapter 5, Air Traffic Procedures, Section 6, National Security and Interception Procedures), and all FAA NOTAMs Domestic/International to ensure compliance with national security requirements in the ADIZ.
4.10 World Geodetic System 1984 (WGS 84). ICAO and the United States endorse the WGS 84 or approved equivalent as the geodetic reference datum standard for air navigation latitude and longitude coordinates. WGS 84 provides for a common geodetic reference system and a means to standardize aeronautical surveys and related products.
You should determine in advance whether any countries you intend to fly over or into are WGS 84-compliant. Information about WGS 84 compliance is often noted on charts used in terminal operations or on airfield diagrams. A State’s AIP generally notes compliance with WGS 84. Most areas of the world are listed as: 1) Unknown (U); 2) Partially Compliant (PC); 3) Compliant (C); or 4) Noncompliant (NC) with WGS 84.
Note: Commercial charting vendors also post information on their websites about specific countries and their compliance with WGS 84.
4.10.1 Operations in Areas That Are Not WGS 84-Compliant. As of early 2025, while most countries are at least “partially compliant” with WGS 84, some aerodromes remain noncompliant. Flight manuals may include a note for RNAV systems indicating that, for terminal areas that are not WGS 84-compliant, the crew should deselect the use of Global Navigation Satellite Systems (GNSS) and use ground-based NAVAIDs for navigation.
You should be familiar with your flight manual limitations as well as any country-specific procedures published in State AIPs when flying in countries or terminal areas that are not WGS 84-compliant.
5-1 CHAPTER 5. FLIGHT PLANNING GUIDANCE FOR INTERNATIONAL AND
OCEANIC AND REMOTE CONTINENTAL AIRSPACE OPERATIONS
5.1 Lead Time Requirements.
5.1.1 Preparation. Your preparation for a successful oceanic and remote continental and/or international flight, whether you fly large or small aircraft, starts with adequate training and planning. The lead time required for planning varies depending on such things as experience, training, and currency, as well as specific country requirements, and could exceed 30 days. Dispatch/flight locator departments of 14 CFR part 121 operators and large 14 CFR part 135 operators with good familiarity and experience with such flights can sometimes work with shorter lead times. Commercial flight planning companies used by 14 CFR part 91 and smaller 14 CFR part 135 operators can offer similar services.
5.1.2 Awareness. Ensure you are aware of current and special notices relating to entry and overflight requirements for the countries on your itinerary. In most cases outside North America and Europe, you obtain prior permission to land in or overfly a country directly from that country’s Civil Aviation Authority (CAA). You can also find information on immunizations, ports of entry, and other important requirements in the country’s Aeronautical Information Publication (AIP) and in various commercial publications.
5.1.3 Verification. You should allow enough lead time to ensure your planning is thorough, complete, and correct. You should also cross-check and verify any flight planning products against the appropriate source documents. By doing so, you could uncover potential errors before they result in a pilot deviation.
5.2 Preparing an Itinerary.
5.2.1 Itinerary Factors. You should consider the following questions when developing your itinerary:
1. What airspace, routes, speeds, and altitudes do I fly to get to my destination(s)?
2. Are there any terrain clearance concerns along those routes at those altitudes?
3. Is the flying time to suitable and available en route alternates from along those routes and altitudes appropriate for the aircraft and operating part? (Plotting Equal Time Points (ETP) will help answer this question.)
4. Are there any pitfalls I should be aware of from each State’s AIP?
5. What communications, navigation, and surveillance equipment and authorizations must I have in order to fly my intended routes and altitudes?
6. Will I be operating in a Special Area of Operation (SAO)? Do I have the necessary operational authorization(s) to do so? (See Appendix B, Operational Authorizations:
14 CFR Part 91 LOAs.)
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7. With regard to my Global Navigation Satellite System (GNSS) equipment, are there any World Geodetic System 1984 (WGS 84) compliance issues in countries I intend to transit? (Paragraph 4.10 provides information on WGS 84.)
8. What survival equipment must I have on board in order to fly my intended routes?
9. Are there suitable en route and destination alternates available in the event of an emergency diversion at other than my intended en route altitude? Are there terrain clearance or oxygen considerations at those divert altitudes?
10. Does my preferred destination have instrument approaches and arrival and departure procedures that are compatible with my aircraft equipment and authorizations?
11. What crew rest requirements will I have for each destination?
Note: See paragraph 5.3 below regarding fatigue management issues.
12. Should I use a flight planning or dispatch service for my trip?
13. Have I reviewed the following:
• Oceanic error mitigation procedures?
• Oceanic flight planning, plotting charts, navigation, and waypoint procedures?
• My oceanic checklist?
• Strategic Lateral Offset Procedures (SLOP)?
• En route procedures for all airspace I will pass through?
• Oceanic contingency procedures?
14. Are there specific pilot certification, type rating, and/or medical certificate requirements for the countries I will be visiting? Are single-pilot operations authorized?
15. Will my intended route take me through areas of volcanic activity?
16. If my route takes me through polar areas, have I researched the risks inherent to operations on polar routes? (Paragraph 5.10 provides information on polar operations.)
17. Extended Operations (ETOPS) consideration: Will I be operating more than:
a. Title 14 CFR part 121: 60 minutes (two-engine airplanes) or 180 minutes (more than two-engine passenger airplanes) from an adequate airport?
b. Title 14 CFR part 135: 180 minutes from an adequate airport?
5.2.2 Administrative, Country-Specific Issues and Requirements. As part of your itinerary preparation, asking the following additional questions can help you determine the country-specific issues/airspace requirements that might affect your international flight:
1. Do I require overflight and landing permits for any of the airspace/airfields I will transit?