4-9 Figure 4-1. Sample CPDLC Route Uplinks Sample Route Uplink With Free Text (Used by domestic FAA systems)
“Route clearance” is readily visible.
Sample Route Uplinks Without Free Text (Used by oceanic systems)
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 AC 90-117 provides information on the A056 authorization.
17 AC 90-117 cites the regulatory basis for this requirement, which is 14 CFR § 91.123.
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).”
16 Note: Th e A056 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:
• 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.
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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 late 2026, 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?
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2. How much will overflight and landing fees cost, and how do I pay for each airspace and destination I intend to transit (e.g., credit card, cash, local currency, U.S. currency)?
3. How much advance notification do I need to provide prior to arrival?
Note: All countries require some form of advance notification of arrival. You should carry a copy of the advance notification, as well as confirmation that the notification was sent. This is particularly important for countries that do not normally return approvals.
4. What are the availability, types, and duration of visas, tourist cards, and other required entry documents for all countries I intend to visit, as well as those with potential alternate airports (in the event I have to divert)?
Note: Some countries require that you have a visa for the next country of entry before departure, as well as proof of required immunizations for that country. You can obtain this information from the U.S. Department of State (DOS).
5. Are there prohibitions, restrictions, notices, and/or applicable travel advisories for countries I intend to visit?
Note: The FAA’s website includes a special section on prohibitions, restrictions, notices, and DOS travel advisories applicable to foreign countries at https://www.faa.gov/air_traffic/publications/us_restrictions. This is a particularly important aspect of your flight planning.
6. What is the normal work week for countries I intend to overfly/enter?
Note: Understanding this will help you coordinate for visas and overflight/landing permits. You can obtain this information from the DOS.
7. Are there any import regulations I need to consider, given the amount of time I intend to remain in the countries on my route?
Note: Aircraft that remain within the territorial limits of a country for an extended period may become subject to import regulations and impoundment.
8. What hours are customs, immigration, and other services operational?
9. Do I intend to conduct any operations that might be considered “cabotage?”
5.2.3 Airport-Specific Issues. Consider the following airport-specific issues when planning for your overseas trip:
1. What time considerations can affect your trip?
• What is local time at each of my destination airports in terms of Coordinated Universal Time (UTC)?
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• What is local time at my original departure airport?
• Are there restrictions on operating at night in the countries I intend to transit?
• Do any of the airspaces/destinations I intend to transit require slot times?
2. Is a Prior Permission Only (PPO) number required for landing?
3. Do my preferred destination and alternate airfields have the appropriate grade of fuel and other types of aircraft handling services available?
4. Are maintenance services available at my destination airfields?
5. Should I bring spare parts for my aircraft?
6. Will I have lodging available at the destination?
5.3 Crew Fatigue.
5.3.1 Fatigue Management. International travel typically involves crossing time zones and interrupting normal sleep patterns (circadian rhythm). Ensure you have a plan for how you will manage fatigue for you and your crew.
5.3.2 Fatigue Management Strategies. AC 120-100, Basics of Aviation Fatigue, discusses strategies to mitigate the effects of fatigue and is an excellent resource. AC 120-103, Fatigue Risk Management Systems for Aviation Safety, discusses the Fatigue Risk Management Systems (FRMS) prescribed in 14 CFR part 117. While 14 CFR part 117 does not apply to all operators, we recommend you review both ACs as the contents cover issues that are important to all aircrews. Although a Fatigue Risk Management Plan (FRMP) is only required for 14 CFR part 121 operators, the FAA recommends any operator who frequently conducts long-range flights to objectively assess the risks of flightcrew fatigue and implement some form of a plan to reduce those risks.
5.3.3 Self-Care and Time Zone Differences. Having a high level of physical fitness, using caffeine strategically, and avoiding alcohol can help you adjust to time zone differences, allow your body to rest better, and help make you a more effective, safer operator.
5.3.4 Preparing to Mitigate Fatigue. Inquire in advance about day sleeping or noise levels in the location where you intend to get your crew rest. This will help your crewmembers know what challenges to good rest might lie ahead. You should also consider adding pilots for long-duration flights or those outside of normal sleep times. This will help mitigate fatigue issues and promote safer flying.
5.3.5 Sleep Aids. Make sure you understand the restrictions on using sleep aids and the importance of consulting an Aviation Medical Examiner (AME) prior to use. They will advise you on the possible side effects of sleep aids. We have built a list of approved prescription sedative-hypnotic-type drugs approved for use under certain conditions.
• Information regarding pharmaceutical sleep aids is available on the FAA’s website.
• This website includes names of many popular sleep aids. It also includes the required wait time after taking the last dose before you can fly (“pill to push” time).
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5.4 Required Paperwork/Documentation. Whenever you fly into, from, or over foreign territory, you must comply with that territory’s regulations. Ensure that you have all required entry documents available for presentation upon arrival; you may need to provide multiple copies of each.
5.4.1 Documentation. Local authorities may ask to see the below-listed types of paperwork.
The Articles of the Chicago Convention specify those items marked with a double plus sign (++).
5.4.1.1 Aircraft/Aircrew Documentation. It is important to note that you may be responsible for additional documentation requirements that this list does not include.
1. Airworthiness certificate.++
2. Aircraft registration++ (some States do not allow temporary certificates).
3. Radio station license.++
• ICAO Annex 6, Operation of Aircraft, Part I, International Commercial Air Transport—Aeroplanes, requires that one member of the flightcrew hold a valid radio telephone operator’s license “authorizing operation of the type of radio transmitting equipment to be used.”
• The European Union Aviation Safety Agency (EASA) has published inspector guidance for its Ramp Inspections program that references the requirement in Article 30 of the Chicago Convention at https://www.easa.europa.eu/sites/default/files/dfu/SAFA%20Ramp%2 0Inspections%20Guidance%20Material%20-%20Version%202.0.pdf.
Some operators have found it useful to create a ramp inspection binder for easy access to required documents.
• For U.S. domestic flights operating only on very high frequency (VHF), the Federal Communications Commission (FCC) does not require the license.
4. Minimum equipment list (MEL) (or Master Minimum Equipment List (MMEL) if operator plans to operate under this option).
5. Airplane Flight Manual (AFM) with Weight and Balance (W&B) information and metric conversion tables, if applicable.
6. Copies of aircraft and engine logbooks.
7. Import papers for aircraft of foreign manufacture.
8. Operational authorizations.
Note: Some countries require an operational authorization and/or an airworthiness statement for certain operations.