6-6 along the route of flight. Regardless of whether you are operating with a dispatch service, you must comply with 14 CFR § 91.103, which requires pilots to “become familiar with all available information” concerning a flight.
Pilots should have the knowledge and necessary tools available to react to unplanned reroutes, equipment failures, or emergencies that may affect a flight while en route. Operators using commercial vendor flight planning services remain responsible for all aspects of the flight.
6.2.2 Equipment Capability Codes—Flight Plan.
6.2.2.1 PBN and PBCS are changing the way ATS Providers (ATSP) apply separation criteria between aircraft. Without notifying the crew of either aircraft involved, ATSPs in “mixed mandate” airspace can reduce separation between aircraft based on your stated capability. In order to take advantage of opportunities for more efficient routings, your flight plan should reflect the lowest (i.e., the best) Required Navigation Performance (RNP), Required Communication Performance (RCP), and Required Surveillance Performance (RSP) values for which you are capable and authorized. You must only use codes for equipment that is installed and operable. Similarly, you must only use capability codes that reflect your actual authorizations, when authorization is required. You must have a B036 authorization to indicate RNP 2 (oceanic/remote), RNP 4, or RNP 10 capability on your flight plan.25 25 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. Aeronautical Information Publication (AIP) states that pilots must “advise ATC” if equipment failures render the filed capability indicators inaccurate.
Conversely, 14 CFR part 91 operators do not require an authorization to indicate RNAV 1 or 2 capability.
6.2.2.2 The absence of equipment or capability codes in your flight plan (e.g., for RNP, RSP, RCP, ADS-C, Automatic Dependent Surveillance-Broadcast (ADS-B), CPDLC, Reduced Vertical Separation Minimum (RVSM), etc.)
informs ATC that your aircraft is either not equipped with or authorized to use such capabilities. The presence or absence of equipment and capability codes affects route and altitude assignments, as well as separation differences with other aircraft. You should ensure your flight plan reflects all the codes, as per flight plan guidance in the AIM, applicable to your aircraft equipment and authorizations.
6.2.2.3 The RNAV/RNP, RCP, or RSP capability indicated on your flight plan must not be better than that for which you have been approved via an operational authorization, as applicable. For example, if you have only been approved for RNAV/RNP 10 (code A1), you must not indicate RNP 4 capability (code L1).
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6.3 Aircraft Preflight Guidance.
6.3.1 Preflight—Necessary Documents. Effective oceanic and remote continental airspace flight planning and execution requires a number of important pieces of information. You should ensure you have easy access to the following documents/information in the cockpit, as well as others that may be pertinent to your flight:
6.3.1.1 Master flight plan (“Master Document”).
Note: Use strict procedures to manage the Master Document. Maintain only one operational flight plan labeled “master” in the cockpit.
6.3.1.2 Notices to Airmen (NOTAM) for departure, destination, alternate(s), Extended Operations (ETOPS) alternates (as applicable), and applicable flight information regions (FIR).
6.3.1.3 Global Positioning System (GPS) NOTAMs. Select “GPS NOTAMs” in “Predefined Queries” under “Location” (as applicable).
6.3.1.4 Weather for departure, destination, alternate airports along the route of flight, and ETOPS alternates (as applicable).
6.3.1.5 Significant Weather (SIGWX) chart.
6.3.1.6 Wind charts for planned altitudes and altitudes after driftdown/emergency descent.
Note: Compute Equal Time Points (ETP) for contingencies, such as medical divert, engine loss, rapid decompression (RD), and a simultaneous RD and engine loss. Note the location of the ETPs on your plotting/orientation chart.
6.3.1.7 Space weather: solar flare information (refer to the National Oceanic and Atmospheric Administration’s (NOAA) website at https://www.swpc.noaa.go v/forecasts).
6.3.1.8 Volcanic ash information (as applicable).
6.3.1.9 Pilot Weather Reports (PIREP).
6.3.1.10 Receiver autonomous integrity monitoring (RAIM) and fault detection and exclusion (FDE) prediction tools (for Global Navigation Satellite System (GNSS) and RNP operations), available at https://sapt.faa.gov/default.php.
6.3.1.11 Current track message (for any operations in airspace with a flexible organized track system (OTS)).
6-8 Note: If you have a track message or other separate route document associated with the flight, verify that the effective time of the message corresponds to your flight and that the designated route agrees with both your filed routing and the waypoint routing on your Master Document.
6.3.1.12 Plotting/orientation chart.
6.3.1.12.1 You should use an oceanic plotting/orientation chart, of appropriate scale, and with latitude and longitude depicted, to provide a visual presentation of your intended route, regardless of your type(s) of long-range navigation system (LRNS) and method of cross-checking aircraft position. Plotting your route on a chart helps with situational awareness, and (together with the operational flight plan) also helps with navigation contingencies such as dead reckoning, in the event of navigation system degradation/failure.
6.3.1.12.2 Your chart should include, at a minimum:
1. The route of your filed flight plan. If your cleared route differs from what you filed, your currently effective route clearance.
2. Clearly depicted waypoints using standardized symbology.
3. All ETPs, plotted on the chart (with relation to the route).
4. Alternate airports.
5. Other adjacent/nearby tracks.
6.3.1.12.3 Figure 6-1 shows a sample plotting chart for an eastbound flight on a random route in the NAT at FL 410. Note that the westbound tracks are plotted north of the route of flight, for situational awareness.
6-9 Figure 6-1. Sample Plotting Chart No te: For certificated operators, if you hold the A061 authorization authorizing use of an Electronic Flight Bag (EFB), the principal inspector (PI) can authorize “interactive plotting for oceanic and remote continental navigation,” ensuring the EFB application fulfills plotting/orientation chart requirements listed in paragraph 6.3.1.12.
With this authorization, you can use your EFB application in place of a paper plotting/orientation chart. AC 120-76, Authorization for Use of Electronic Flight Bags, provides guidance for operators to develop associated EFB procedures. Title 14 CFR part 91 operators may use an EFB, provided they observe the criteria and considerations of AC 91-78, Use of Electronic Flight Bags.
6.3.2 Cockpit Preparations.
Note: These procedures assume at least two pilots are on duty. Some aircraft are certified for single-pilot operations. If your intended flight in oceanic or remote airspace can safely accommodate single-pilot operations, you should develop some methodology to check your clearance, waypoint entries, equipment setup, etc. It may be possible to involve non-flying crew in some checks, either prior to flight, or in flight, via appropriate voice and/or data communications.
Where such support is not available, single-pilot procedures should be carefully designed to detect and fix errors promptly, thereby minimizing or altogether preventing deviations.
6.3.2.1 Check your maintenance log to ensure all your required communications, navigation, and surveillance and altimetry equipment is operational.
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1. Consult your minimum equipment list (MEL) to be fully familiar with operational procedures associated with any inoperative equipment before you depart.
2. Inoperative equipment could affect the capabilities filed in the ATC flight plan. It is important to update the codes, as needed, to ensure ATC routes you in accordance with your capabilities.
3. A departure delay to accommodate repairs may be warranted.
Alternatively, a reroute to avoid oceanic airspace may be necessary.
6.3.2.2 Identify a single master clock in the cockpit.
1. Verify that your onboard primary time source, or master clock, is set to Coordinated Universal Time (UTC). In most cases, this time source is the FMS, which for some systems is automatically synced with GPS time.
Note: As clock errors can be symptoms of GPS spoofing, it is recommended to have a backup clock set to UTC that is not dependent on GPS.
2. Use master clock times for all ETAs and actual times of arrival (ATA).
6.3.2.3 Align your inertial navigation system (INS)/inertial reference system (IRS).
1. Proper INS/IRS loading and operating procedures are another important aspect to help you avoid navigation errors. Ensure you select navigation (NAV) mode at the appropriate time and properly manage your navigation computer during intermediate stops.
2. Carefully follow your inertial system flight manual procedures to ensure proper navigation reliability.
6.3.2.4 Have a second pilot independently verify the aircraft present position coordinates you have loaded in your navigation system.
1. Both pilots should verify the present position in the LRNS. Aircraft maintenance or towing can cause the present position suggested on initialization to be incorrect.
2. If you conduct another present position check on taxi out and it shows a gross difference from your gate coordinates, it could indicate a problem with the LRNS.
6.3.2.5 Two pilots should independently coordinate the loading and verification of all flight plan entries. One pilot should load the entire route into the LRNS, to include all waypoints, using the Master Document as a source. That pilot should then verify the routing has been loaded correctly. Below are recommended steps for performing this loading and verification. The second
6-11 pilot’s subsequent confirmation procedures are explained beginning in paragraph 6.3.2.6.
6.3.2.5.1 Prior to loading the flight plan, carefully cross-check the waypoint routing on your Master Document against your filed flight plan to verify both documents show the same routing.
6.3.2.5.2 Ensure your navigation database and FMS software version are current and correct.
6.3.2.5.3 For systems with pilot-defined waypoint designators or numbers, we recommend you use a consistent procedure. Enter this designator on the Master Document and use it to store waypoints in the navigation computer.
Figure 6-2 depicts sample waypoint designators using rules published in ARINC 424 Specification, Paragraph 7.2.5, Reporting Positions Defined by Coordinates.
Figure 6-2. ARINC 424—Oceanic Waypoints No te: ARINC 424 names can be used for “undesignated waypoints” where ATC has not established five-letter name codes (e.g., HOIST). For undesignated points,
6-12 the proper latitude/longitude format for ATC flight plans and communications with ATC is shown in Table 6-2 above.
6.3.2.5.4 Verify all navigational information contained in the Master Document against the navigation data information in the navigation system.
6.3.2.5.5 Your procedures should provide for a means of verification of the data you loaded. You should check the expanded coordinates and course/distance between waypoints against the same information on your Master Document.
You may also check the route presentation on your navigation display. Most long-range aircraft have a navigation system that is capable of uplinking flight plans sent from ATC and/or from a dispatch service, either prior to departure or while airborne. These uplinks can normally be added to the active route via a “push-to-load” function, but there are occasional glitches in the associated “functional integration” that can require you to make changes to complete the route load. Regardless of how you load your flight plan into your navigation system, you should have procedures to verify your flight plan route against your navigation system entries.
6.3.2.6 After the first pilot has loaded and verified the navigation system entries against the flight plan, a second pilot should recall and confirm the waypoint data against source information.
6.3.2.6.1 It is not sufficient for one crewmember simply to observe another crewmember entering the data. You should use an independent cross-check method between pilots so no navigation system entry goes unverified. An attitude of “healthy suspicion” can facilitate good cross-checks.
6.3.2.6.2 Cross-checks should include comparing the expanded coordinates of the waypoints loaded in the navigation system to the filed flight plan, track message (if applicable), and the Master Document.
6.3.2.6.3 Verify the total route distance in your navigation system against your Master Document to help find gross errors. More importantly, cross-check course/headings and distances between each waypoint to ensure the navigation system routing matches your Master Document. Referencing your plotting or orientation chart here can also be beneficial.
6.3.2.6.4 A 1-degree course deviation causes the aircraft to be off planned routing by approximately 1 mile every 60 miles of travel. A course deviation on an oceanic crossing closer to the Equator, where leg lengths are typically longer, can result in cumulatively larger displacements from course. However, although leg lengths are typically shorter at higher latitudes, and similar deviations result in cumulatively smaller displacements from course, the density of traffic and closer spacing of parallel tracks at high northern latitudes actually constitute an environment less tolerant of course deviations.
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6.3.2.6.5 The second pilot should work from the navigation system back to the Master Document (i.e., by reading what is in the navigation system, and comparing that with what is in the Master Document). Reading from the Master Document to the navigation system can result in “seeing what we expect to see” (expectation bias). A simple way to consider this is that the first pilot works from “paper to glass” while the second pilot works from “glass to paper.”
6.3.2.7 Adopt appropriate annotations to indicate the status of each waypoint listed on the Master Document. For example:
1. The first pilot could put a circle next to the waypoint, waypoint number, or symbol on the Master Document to signify that they have independently cross-checked the entry of the coordinates in the navigation computer.
2. The second pilot could then tick or diagonally slash the circle next to the waypoint, waypoint number, or symbol to signify having performed the cross-check described above, to include confirming the course and distance information within a specified tolerance (e.g., plus or minus 2 degrees and 2 NM).
6.3.2.7.1 We discuss additional Master Document symbology in the en route section, in paragraph 6.4.
6.3.2.8 Set the appropriate mode select secondary radar with data link (Mode S) flight identification (FLT ID), which should correspond verbatim to the Aircraft Identification (ACID) (call sign) entered in item 7 of the ATC flight plan.
6.3.2.8.1 ATC systems worldwide are becoming more reliant upon information transmitted by Mode S transponders to manage air traffic. ATC systems use transmitted FLT IDs to uniquely identify each aircraft within a given airspace and correlate them to a filed flight plan for the provision of surveillance and separation services.
6.3.2.8.2 An FLT ID is composed of a maximum of seven alphanumeric characters
(e.g., N235RA, AAL3342, BONGO33) and must agree, verbatim, with the ACID entered in item 7 of the ATC flight plan.
6.3.2.8.3 You typically enter your FLT ID through either an FMS interface or your transponder control panel. For ATC systems to function correctly, you must ensure the FLT ID you enter in the FMS exactly matches the ACID in item 7 of the ATC flight plan.
6.3.2.9 Check your groundspeed in the blocks and on taxi out.
1. If you are still in the blocks and your groundspeed reads other than zero, you may have a developing error in your LRNS.
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2. Similarly, if your groundspeed on taxi out appears unreasonable, this may also indicate a problem with your LRNS.
6.3.2.10 Accomplish required RVSM altimetry ground checks.
6.3.2.10.1 Before taxi, set your altimeters to the airport local altimeter setting. Both primary altimeters should read within ±75 feet of a known elevation
(e.g., touchdown zone elevation (TDZE) or marked field elevation).
6.3.2.10.2 The two primary altimeters must also agree with each other within the limits noted in the aircraft operating manual.
6.4 En Route Guidance.
6.4.1 Oceanic Clearance: How to Request, Receive, and Process.
6.4.1.1 No Separate Clearance. In 2024, ATSPs in the NAT began phasing out the issuance of separate oceanic clearances, instead relying on the ATC clearance you receive before departure. Some NAT ATSPs do, however, still require pilots to provide an estimate for the oceanic entry point and the requested oceanic FL and speed via voice or the Aircraft Communications Addressing and Reporting System (ACARS) data link Oceanic Clearance Delivery (OCD) application. ATC then assigns the altitude and airspeed (as required) for oceanic crossing prior to entering oceanic airspace. Check the AIP (or other relevant source document) for timing (i.e., minutes prior to the oceanic entry point) on required steps, and to determine whether a separate oceanic clearance is required. Also, check applicable NOTAMs for updated procedures.
6.4.1.2 Separate Clearance. In situations where a separate oceanic clearance is required, and your departure airport is relatively close to the oceanic airspace boundary, you may, and at some airports must, obtain your oceanic clearance prior to departure. Check the AIP or other relevant source documents to determine clearance requirements unique to your departure airport.
6.4.1.3 CPDLC. CPDLC Departure Clearances (CPDLC-DCL) provided at large U.S. airports may include an oceanic clearance. Oceanic clearances are also issued via CPDLC from en route controllers.
6.4.1.4 Voice. When receiving an ATC clearance via voice, at least two pilots should be involved, one actively obtaining the clearance and the other monitoring.
We recommend both pilots be on a headset during this process.
6.4.1.5 Crew Coordination. Both pilots should independently copy the clearance.
Each pilot cross-checks and verifies the routing, altitudes, and Mach number/airspeed assigned (if applicable).
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1. Read all waypoint coordinates back to the ATSP in detail. Always cross-check each detail of the clearance with your Master Document.
2. Ensure the ATSP acknowledges your correct read back.
3. The terms “expect” or “when can you accept” are not used by ATC when issuing a clearance. Typical ATC clearance phraseology is “ATC clears…”
4. After each pilot conducts an independent review and verification of the clearance, the crew should discuss the clearance to verify a common understanding and make any plans resulting from the clearance.
6.4.1.6 Revised Clearance. Ensure the following upon receipt of a revised clearance:
Note: A revised clearance (that is, an ATC amended clearance that differs from either the oceanic route requested via the flight plan, or from a previously issued clearance) is the number one scenario leading to pilot deviation from the assigned routing. You should be particularly cautious when receiving a revised clearance.
1. At least two pilots should separately copy the clearance from the ATSP.
Each pilot should be on a headset.
2. You read it back correctly and receive an acknowledgement of your read back from the ATSP.
3. All pilots compare and analyze the clearance they just copied; contact the ATSP for clarification of any inconsistencies.
4. One pilot reprograms the navigation system, updates the Master Document, and updates the plotting/orientation chart.
5. A second pilot cross-checks the revised clearance with the reprogrammed route loaded into the navigation system, the updated Master Document, and the updated plotting/orientation chart.
a. The cross-check of the navigation system coordinates includes comparing the expanded coordinates (i.e., degrees and minutes).
b. Course and distance connecting the new waypoints should also be checked. Course and distance tables are available commercially for every 10° of longitude, or dispatch may be able to send a new operational flight plan/Master Document with the updated track and distances. Preferably, an onboard flight planning application in an EFB is used to independently calculate course and distance, and check that against the navigation system. Legacy methods, using plotter (protractor) and pencil on a plotting chart, are also possible; pilots, however, need focused training to be proficient with these methods.
6. If the clearance is received via CPDLC, each pilot should read it silently to develop an independent understanding of the new clearance, making sure the full content of the uplink has been viewed (all pages, as well as routes
6-16 to be loaded). They should then discuss the clearance and ask the controller for clarification if they have any doubts as to what the clearance means.
Note 1: If you receive a route uplink (loadable clearance) via CPDLC, the FAA recommends you use the “push-to-load” function, if available, to program your navigation system, instead of manually entering the route. Some crews have not used the “push-to-load” function with CPDLC route uplinks to avoid losing wind data or to preserve meaningful waypoint labels. Failure to properly load the clearance in the navigation system will result in a deviation.
Note 2: Revised clearances sent via CPDLC have also been associated with navigation errors. Operators should be cognizant of this when designing operating procedures for the use of CPDLC.
7. Thoroughly brief all relief pilots on the revised clearance prior to them assuming cockpit duties.
Note: We highly recommend that the relief pilot(s) also cross-check the navigation system against the Master Document to ensure complete understanding of the new clearance.
6.4.1.7 Time Estimate. Ensure you have given an accurate ETA to ATC for your oceanic entry point. If you previously provided a time estimate, and it subsequently changes in excess of 2 minutes (in the NAT, “3 minutes or greater”), you must revise your estimate with ATC.
Note: Pilots do not need to provide a revised estimate when under ATS surveillance (refer to ICAO Doc 4444, Procedures for Air Navigation Services—Air Traffic Management (PANS-ATM), paragraph 8.6.4.4). Also, for aircraft providing automatic position reports via ADS-C, position reports can be omitted “in airspace where ADS-C services are provided” (refer to ICAO Annex 2, paragraph 3.6.2.2). Nonetheless, domestic controllers often relay the pilot-provided estimate to oceanic controllers, and separation can be predicated on that time estimate.
6.4.1.8 Flight Level (FL). You must also ensure you enter oceanic airspace at your cleared/assigned FL for the crossing. The domestic ATC sector does not always automatically clear you to the altitude you have requested for oceanic crossing; if there are questions about your cleared FL, query ATC.
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6.4.2 Communications/Navigation/Surveillance System Checks.
6.4.2.1 You should have checked your high frequency (HF) radios prior to departure.
If you were unable to get a good check on the ground, check them prior to entering oceanic and remote continental airspace.
6.4.2.2 Accomplish a selective calling system (SELCAL) check prior to oceanic and remote continental airspace entry and then again at each control area (CTA) boundary. Check your SELCAL even when your CPDLC is working properly.
6.4.2.3 If you are using Satellite Voice (SATVOICE) to communicate with ATC via New York or San Francisco Radio, the FAA requires a SATVOICE Callback Check, with a sample transcript provided in paragraph 4.3.3.2. You can find operational policy regarding the use of SATVOICE in the U.S. AIP, Section ENR 7, Oceanic Operations. You may find changes to SATVOICE policy, between AIP publication cycles, posted on the FAA’s International Notices web page.
6.4.2.4 Your flight manual may prescribe a requirement for confirming your navigation accuracy, and assessing the performance of your LRNS, prior to entering oceanic airspace. A sample navigation accuracy check is described in paragraph D.2.5.1 of the sample oceanic checklist provided in Appendix D.
6.4.2.5 Upon entering oceanic and remote continental airspace, verify that the RNP alerting by your flight management computer (FMC) is consistent with the RNP capability indicated on your flight plan. If you indicate RNP 4 capability on the flight plan, for example, FMC alerting must be no higher than 4.0.
6.4.2.6 If you are no longer able to meet your RNP navigation specification (NavSpec) while en route (i.e., your Actual Navigation Performance (ANP) exceeds your RNP or required equipment has failed, or you receive an “UNABLE RNP” alert), you are required to immediately notify your ATSP so they can adjust separation standards between you and other nearby aircraft as required.
6.4.2.7 If you plan to use satellite communications (SATCOM) data link systems, check them prior to oceanic airspace entry. AC 90-117, Data Link Communications, recommends you initiate logon/notification for CPDLC and/or ADS-C services 10 to 25 minutes prior to the oceanic/FIR boundary, unless otherwise specified in the relevant AIP.
6.4.2.8 Conduct altimetry checks prior to entering oceanic airspace and every hour thereafter, or as specified in the Airplane Flight Manual (AFM). Your two primary altimeters should read within 200 feet of each other.
Note: We recommend you record these readings, along with their times, on your Master Document. This will aid you in determining the most accurate altimeter in the event of a subsequent altimetry problem.