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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.
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9. Ownership papers.
10. Certificates of insurance, if applicable.
11. Authorization letters from the operating company or the aircraft owner (original signature required), if applicable.
Note: For privately owned aircraft where the owner is not on board, many countries require a letter from the owner before they will allow operations within their country (you can find specific information on this letter and other requirements in the AIP of the countries concerned).
12. Licenses.
13. Crewmember certificates.++ Note: Pay special attention to medical certificates, as expiration rules vary from country to country; consult the AIP for those countries where you intend to land.
5.4.1.2 Trip-Specific Documentation. The following information will change for each flight but should be available for authorities:
1. Passenger manifest, containing complete names of passengers and places of embarkation and destinations of each.++
2. Cargo manifest and detailed declaration of the cargo, if carried.++
3. Copies of overflight and landing permissions.
4. General declarations.
5. Journey logbook, signed by the pilot in command (PIC).++ ICAO Annex 6 identifies the components of the journey logbook as listed below. Consult the AIP for the country you are visiting for their particular requirement.
• Airplane nationality and registration.
• Date.
• Names of crewmembers.
• Duty assignments of crewmembers.
• Place of departure.
• Place of arrival.
• Time of departure.
• Time of arrival.
• Hours of flight.
• Nature of flight (private, aerial work, scheduled, or nonscheduled).
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• Incidents and observations, if any.
• Signature of person in charge.
5.4.1.3 Personal Documentation for Crew and Passengers. When planning a trip to or from a foreign country, ensure that all travelers have proper personal documentation (passports and visas, as required). You may find the requirements for individual countries at https://travel.state.gov.
5.5 Entry to Foreign Airspace—Flight Plan vs. Formal Advance Permission.
5.5.1 Permission for Airspace Entry. When the foreign Air Traffic Service (ATS) authority accepts your flight plan and issues you a flight clearance, you have not necessarily received official approval for entering that State’s airspace. The governing CAA may independently require permission for airspace entry, and your destination airfield may require permission as well.
5.5.2 Flight Plans. Your flight plan provides advance notice of foreign airspace penetration and facilitates effective air traffic control (ATC) procedures. For some countries, your flight plan is the only advance notice required; other countries use your flight plan as a check against previously granted permission to enter national airspace.
5.5.3 State AIPs. During your pretrip planning, as noted in paragraphs 5.1.2, 5.2.1, and 5.2.2 above, consult the AIP for the States you will transit to determine any overflight/landing permits and whether prior permission is required. Ensure you allow plenty of lead time to request and obtain all necessary permissions.
5.6 Managing Risk in Oceanic and Remote Continental Airspace Operations. Operators should have a risk management process before conducting oceanic operations (per ICAO Annex 19, Safety Management, originally issued in 2013). Many of the topics included in earlier portions of this chapter should be included as elements of your risk assessment.
Operators are strongly encouraged to research the information available on the FAA website, both from the standpoint of oceanic operations planning, and risk management overall. Non-airline operators are also encouraged to review the material specifically earmarked for airline operators. You can get good ideas from that information.
Note: The Automated Mutual-assistance Vessel Rescue (AMVER) system, sponsored by the United States Coast Guard (USCG), is a computer-based voluntary global ship reporting system used worldwide by Search and Rescue (SAR) authorities to arrange for assistance to persons in distress at sea. The AMVER website is located at https://www.amver.com. Operators conducting oceanic operations are encouraged to be familiar with AMVER in case of a potential ditching. Once the operator notifies ATC of a possible ditching, all merchant vessels registered with AMVER and within 100 nautical miles (NM) of the aircraft’s predicted ditching position will be notified.
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5.7 Weather Forecasts and Other Meteorological Planning.
5.7.1 National Weather Service (NWS). The NWS provides weather, hydrologic, and climate forecasts and warnings for the United States, its territories, adjacent waters, and ocean areas. Title 14 CFR parts 91 subpart K (part 91K), 121, and 135 operators must use an approved weather source (i.e., NWS or FAA-approved).21 21 Regulatory references are 14 CFR §§ 91.1039, 121.101, and 135.213.
5.7.2 Weather Sources. As representatives of the Administrator, Principal Operations Inspectors (POI) may approve, via the A010 authorization (required for 14 CFR parts 91K, 121, and 135), the following weather sources:
• The NWS for the United States and its territories.
• U.S. and North Atlantic Treaty Organization (NATO) military observing sources.
• Meteorological offices or automated observations operated by ICAO Member States (as long as the States subscribe to ICAO meteorological standards and practices (i.e., list no differences to ICAO Annex 3, Meteorological Service for International Air Navigation)).
• Members of the World Meteorological Organization (WMO).
5.7.3 Enhanced Weather Information Systems (EWINS). Many certificated operators utilize an EWINS. EWINS are systems for gathering, evaluating, and disseminating aviation weather information, and for issuing weather reports and forecasts prepared by properly trained and qualified aviation meteorologists or aircraft dispatchers. Air carriers typically use a proprietary EWINS. Title 14 CFR part 91K, 121, and 135 operators require FAA approval via the A010 authorization to use EWINS.22 22 Regulatory references are 14 CFR §§ 91.1039, 121.101, and 135.213.
5.7.3.1 Each c arrier’s EWINS must have sufficient procedures, personnel, and communications and data processing equipment to effectively obtain, analyze, and disseminate aeronautical weather data. An EWINS source may produce weather analyses and forecasts based on meteorological observations provided by the Federal Government.
5.7.3.2 For an explanation of EWINS, refer to FAA Order 8900.1, Volume 3, Chapter 26, Section 4, Enhanced Weather Information Systems. Approval to use EWINS weather products is issued on a case-by-case basis and is currently only applicable to 14 CFR part 91K program managers and 14 CFR part 121 or 135 certificate holders (CH), who may either act as their own EWINS or contract for services from an outside source. These approved operators may conduct flight operations using the weather analyses and forecasts produced by their approved EWINS.
5.8 FAA International Notices Web Page. International Notices include Flight Prohibitions Notices and International Oceanic Airspace Notices that could affect your decision to
5-9 enter or use certain areas of foreign or international airspace. If you are seeking to enter areas of the world that require special considerations, these notices can be very important.
To access FAA International Notices, refer to https://www.faa.gov/air_traffic/publication s/internationalnotices.
5.9 ETOPS. ETOPS (the ICAO term is “Extended Diversion Time Operations (EDTO)”) requirements pertain to aircraft operated under 14 CFR parts 121 and 135. ETOPS is a system of maintenance, planning, alternate airport selection, dispatch, and flight operations standards that are designed to preclude a diversion and, if one were to occur, to protect that diversion. Thus, ETOPS standards establish a higher level of performance requirements and equipment monitoring.
Note: Rules covering ETOPS do not address operations conducted under 14 CFR part 91. However, because risk increases with distance from an adequate airport (defined in 14 CFR § 121.7), if you are a General Aviation (GA) operator, we strongly recommend that your pilot training, maintenance practices, flight planning, and any applicable dispatch procedures follow the processes and procedures established in ETOPS regulations and guidance.
5.9.1 ETOPS Guidance. Guidance pertaining to ETOPS is provided in AC 120-42, Extended Operations (ETOPS and Polar Operations), and AC 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area. The regulatory basis for ETOPS requirements is provided by 14 CFR part 121 (§§ 121.161 and 121.374 and appendix P) and 14 CFR part 135 (§ 135.364 and appendix G).
5.10 Polar Operations. ACs 120-42 and 135-42 cover polar operations by aircraft operated under 14 CFR parts 121 and 135, respectively. As noted in the ETOPS discussion above, we strongly recommend 14 CFR part 91 operators refer to these ACs if you fly a polar route. Other worthwhile sources of information include the Canada and Iceland AIPs and the Canadian Designated Airspace Handbook. The North Polar Area of Operations includes the area that lies north of latitude 78° N. The North Polar routes across Russia are shown in the Russian AIP or in commercial charts for Eastern Europe and Eurasia.
The South Polar Area of Operations includes the area south of latitude 60° S. Operators should contact a specialist from the FAA’s Flight Technologies and Procedures Division, Flight Operations Group for advice on operational factors to consider when planning polar operations. The relevant operational authorization is B055, North Polar Operations.
5.10.1 Magnetic Variation. In polar areas, there are navigation challenges. Within these areas, air navigation tasks are complicated by very rapid changes in magnetic variation over small distances. For example, when flying between the Magnetic North Pole and the True North Pole, a heading of True North results in a magnetic heading of south (a magnetic variation of 180 degrees).
5.10.2 Convergence of the Meridians. The convergence of the meridians (i.e., lines of longitude) presents additional directional complications. When flying “great circle” courses at latitudes greater than 67 degrees, convergence of the meridians can create rapid changes in true headings and true courses with small changes in aircraft position. As a result,
5-10 relatively small errors in determining the aircraft’s actual position can produce very large errors in determining the proper heading to fly and maintain the assigned flightpath.
5.10.3 Areas of Magnetic Unreliability (AMU). Conventional magnetic compasses sense magnetic direction by detecting the horizontal component of the Earth’s magnetic field.
Since the horizontal component of the Earth’s magnetic field vanishes near the magnetic poles, magnetic compasses are highly unreliable and unusable in an area approximately 1,000 NM from each magnetic pole. Within these areas, air navigation is further complicated by very rapid changes in magnetic variation over short distances. Relevant authorities in AMUs typically designate all headings, courses, and tracks with respect to True North, not Magnetic North. Pilots should consult applicable AIPs to know where authorities make such designations.
5.10.3.1 The locations of the magnetic poles wander over time; an authoritative source for their current locations is the National Oceanic and Atmospheric Administration (NOAA) website, located at https://www.ncei.noaa.gov/produ cts/wandering-geomagnetic-poles.
5.10.3.2 The FAA authorizes certificated operators to operate in AMUs via the B040 operational authorization. For purposes of B040, the FAA designates the AMUs as follows:
5.10.3.2.1 The Northern AMU is the area within 1,000 NM of the Magnetic North Pole, but excludes Alaska and its territorial waters, 12 NM from the coast. In addition, Canadian Northern Domestic Airspace (NDA) is part of the Northern AMU.
5.10.3.2.2 The Southern AMU is the area within 1,000 NM of the Magnetic South Pole.
5.10.3.3 It is crucial for pilots operating in AMUs to be familiar with procedures for switching heading and course references to/from True North
(e.g., latitude-based or manual switching), how to fly true headings/courses, and how the active heading/course reference is displayed on compasses and in navigation systems.
Note: Operations in AMUs when using a Global Positioning System (GPS)-only navigation sensor for the navigation system require careful analysis to confirm that the system is providing accurate and reliable heading information.
5.11 Areas With Limited or No ATS (Also Called “NO FIR” Areas). Two examples of such areas are the boundary between Bodo Oceanic and Sankt Petersburg, and the area southeast of Mazatlán’s Oceanic flight information region (FIR) off the west coast of Central America.
5.11.1 Title 14 CFR Part 91 Operators. While 14 CFR part 91 GA operators are not bound by the requirements below, we recommend that they have a solid understanding of this information before attempting to operate in this type of airspace. If you intend to operate
5-11 in advisory-only airspace, you are required, as you are for all flights, to become familiar with all available information concerning that flight.23 Good familiarity with applicable operating procedures allows for safe operations.
23 Regulatory references are 14 CFR § 91.103, Preflight Action, and ICAO Annex 2, Rules of the Air, Chapter 2, Applicability of the Rules of the Air, Paragraph 2.3.2, Pre-Flight A ction.
5.11.2 Cert ificated Operators. To operate in uncontrolled information regions, certificated operators must be issued the A014 authorization, in accordance with 14 CFR §§ 91.1015,
121.93, 121.113, 125.31, or 135.215, as applicable. In uncontrolled airspace, you will not have access to ATC, air traffic advisory, flight information, and alerting services. In approving routes outside controlled airspace via the A014 authorization, the Administrator makes a determination that traffic density is such that an adequate level of safety can be assured. FAA inspectors will also evaluate whether you have acceptable alternative means to ensure the following:
1. You can notify the appropriate organization in a timely manner should you require SAR assistance.
2. You have a method to access changes in Significant Weather (SIGWX) information in a timely manner.
3. Those navigation facilities necessary for you to safely conduct the operation are available and serviceable. You can receive updates regarding the serviceability of the required Navigational Aids (NAVAID).
4. You have reliable in-flight information concerning other instrument flight rules (IFR) aircraft operating near your route of flight (e.g., Traffic Alert and Collision Avoidance System (TCAS) and/or Automatic Dependent Surveillance-Broadcast (ADS-B) In). This could also include “broadcast in the blind” procedures and other “expected” practices (see Appendix E, IATA In-Flight Broadcast Procedure, as well as the description of traffic information broadcasts by aircraft (TIBA) in ICAO Annex 11, Air Traffic Services).
5.12 Rotorcraft Operations.
5.12.1 FAA and ICAO Requirements. The guidance on U.S. and International Regulations in Chapter 2, Background Information for Operations in Oceanic and Remote Continental Airspace, also applies to helicopter operations in oceanic and remote continental airspace.
5.12.2 Offshore Helicopter Operations. AC 90-80, Approval of Offshore Standard Approach Procedures, Airborne Radar Approaches, and Helicopter En Route Descent Areas, contains detailed information on offshore helicopter operations, both instrument and ATS surveillance (ADS-B or radar). It also provides instruction on how you can gain authorization to conduct such operations.
5.12.3 Helicopter Offshore Instrument Operations. The H104 authorization is available to authorize en route descent procedures under IFR.
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5.12.4 Helicopter 14 CFR Part 135 Proving and Validation Tests. Title 14 CFR § 135.145 is relevant for rotorcraft operations in oceanic and remote continental airspace. You may develop proposed routes using NAVAIDs where you have adequate signal coverage available. In areas where signal coverage is not available, you must provide a suitable means of navigation. We may require a validation test in visual flight rules (VFR) conditions to ensure that you are able to demonstrate adequate navigational performance for the route(s) before granting approval for your use of the route(s).
6-1 CHAPTER 6. FLIGHT EXECUTION GUIDANCE FOR OPERATIONS IN OCEANIC
AND REMOTE CONTINENTAL AIRSPACE
6.1 General Information. The main focus of this guidance is operations in oceanic airspace.
The guidance is also applicable to some operations in remote continental airspace, where long-range communication systems (LRCS) are used.
6.1.1 Checklists. In Appendix D, Sample Oceanic Checklist, we have included a sample oceanic checklist tailored from the ICAO version, in both condensed and expanded forms. The checklist is designed to encourage an orderly task flow and reduce oceanic vertical, lateral, longitudinal, and timing navigation errors. Similar to the ICAO version, the checklist in this AC represents lessons learned from many years of flight in oceanic airspace, along with internationally accepted best practices for such operations.
Note: You may tailor the abbreviated and expanded checklists to your specific needs and operational circumstances. Until you are experienced and familiar with all items on your tailored checklist, we recommend you refer to your expanded checklist to ensure you follow the procedures in their entirety.
6.1.2 Pilot Deviations—Common Causes. Technological advances in communications, navigation, and surveillance equipment have enabled aircraft to operate with ever-improving precision and accuracy. However, despite these improvements in capability, pilots continue to deviate from their current route clearances.
Note: The North Atlantic (NAT) ICAO Region publishes the Oceanic Errors Safety Bulletin (OESB), which is an excellent resource for understanding how to prevent common errors. The current OESB can be found in the “EUR and NAT Documents” area of the ICAO website at https://www.icao.int/EURNAT/Pages/E UR-and-NAT-Document.aspx. Select the “NAT Documents” folder to find the document within the “NAT OPS Bulletins” subfolder.
6.1.2.1 Large Height Deviation (LHD). An LHD occurs when an aircraft is 300 feet or more off its assigned altitude. LHDs increase the risk of midair collision.
6.1.2.1.1 The most common causes of LHDs are:
1. Air traffic control (ATC) loop errors:
• Misunderstood or miscommunicated clearances.
• Inadequate ATC coordination.
2. Pilot deviations from assigned altitude:
• Following the flight plan rather than a clearance or revised clearance.
• Erroneous altitude programming in the flight management system (FMS), such as a mistake in the step-climb entry.
• Misinterpretation/misapplication of conditional clearances.