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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. NAT procedures do, however, call for providing 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).
1. Read all waypoint coordinates back to the ATSP in detail. Always cross-check each detail of the clearance with your Master Document.
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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 to be loaded). They should then discuss the clearance and ask the
6-16 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.
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.
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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.
6.4.3 Entering Oceanic and Remote Continental Airspace—First Steps.
6.4.3.1 Set your transponder in accordance with regional requirements (generally to code 2000). This requirement varies with the oceanic airspace. You should
6-18 confirm these procedures, through applicable AIP or other regional documents during flight planning. In the NAT, for example, pilots should squawk 2000 10 minutes after entering oceanic airspace (in 2024, this changed from 30 minutes to 10 minutes). In the Pacific, Oakland advises that pilots should change the transponder code “upon entering” the OCA, after radar (/surveillance) services are terminated.
6.4.3.2 Adjust your airspeed to maintain your assigned Mach number, as applicable.
6.4.3.3 Once you have departed very high frequency (VHF) radio range, set your radios to air-to-air (generally 123.45) and guard (121.5) frequencies.
6.4.3.3.1 ATC and air defense authorities will generally attempt contact with aircraft on guard (121.5 or 243.0 megahertz (MHz)) before ordering an intercept. For this reason, all aircraft are highly encouraged to maintain a listening watch on guard.
6.4.3.3.2 The AIM, Chapter 5, Air Traffic Procedures, Section 6, National Security and Interception Procedures, addresses interception procedures and provides the intercepting signals table published in ICAO Annex 2.
6.4.3.3.3 The International Air Transport Association (IATA) has developed widely adopted procedures for use in FIRs where poor communications and/or reduced quality of ATS may pose a flight hazard. See Appendix E, IATA In-Flight Broadcast Procedure, for IATA procedures for transponder use and radio broadcast in affected areas. The procedures involve maintaining a listening watch and broadcasting aircraft position “in the blind.”
6.4.3.4 Institute an appropriate offset, based on the Strategic Lateral Offset Procedures (SLOP), unless not authorized. Use of SLOP helps mitigate the heightened risk of collision due to highly accurate navigation systems, and it helps avoid wake turbulence.
6.4.3.4.1 SLOP guidance is published in the U.S. AIP, Part 2, En Route (ENR), and ICAO Doc 4444, section 16.5. As a reminder, SLOP offsets are only right of course, up to a maximum of 2 NM, in increments of 0.1 NM.
6.4.3.4.2 We recommend SLOP be part of your oceanic training program and standard procedures for oceanic flying, on organized tracks as well as on random routes. You should check applicable State AIPs to determine where use of SLOP is authorized.
6.4.3.5 Specify which FMS pages, or other displays of navigation information, that individual flightcrew members are charged with monitoring during the oceanic portion of the flight (e.g., cross-track error or time/distance).
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6.4.4 The Master Document: A Suggested Method for Managing It.
6.4.4.1 A Master Document is a copy of the operational flight plan (also referred to as navigation log, or computer flight plan (CFP)) with “MASTER” written on it.
It does not “belong” to the pilot or the copilot, but rather is the flightcrew’s central reference document to record clearances, frequencies, ETAs notified to ATC, fuel status, and other operational information. The Master Document is also used to record verification of waypoint information and should be kept current and organized so pilots can easily understand the progress of the flight, to include the currently effective route clearance. ICAO NAT Doc 007 provides further details on recommended use of a Master Document, and notes that it should list sequentially the waypoints defining the route, the course and distance between each waypoint, and other information relevant to navigation along the cleared route.
6.4.4.2 Suggested Master Document annotations are provided here to help operators standardize procedures. Other annotations (e.g., squares, rectangles, or hash marks) could be used as well, as long as they are part of a clearly defined and standardized process of managing the Master Document.
6.4.4.2.1 A circle next to the waypoint identifier denotes both pilots verified the coordinates, courses, and distances. This would normally be done during initial navigation system loading.
6.4.4.2.2 A diagonal backslash (\) over the circle denotes confirming a subsequent waypoint’s coordinates and the track and distance to it. An ETA for that waypoint is also recorded. This would normally be done after rollout on the new course, and/or approaching the active waypoint.
6.4.4.2.3 As you make your position report over the waypoint, note your fuel remaining on the Master Document next to that waypoint. This is especially important if the cleared route and FL differ from your flight plan.
6-20 Approaching each oceanic waypoint, verify the next and subsequent (“next + 1”) waypoints. Using your currently effective route clearance:
1. Check the expanded FMC coordinates for the next and subsequent waypoints, and
2. Check that the expected outbound magnetic course and distance to the next waypoint presented in the FMC agree with that clearance.
6.4.4.2.4 A diagonal forward slash (/) turns the previously annotated backslash into an “X.” This denotes waypoint passage. Overhead time is confirmed with a “check” (or updated time, as applicable), and fuel remaining is annotated.
As you pass each waypoint, verify the aircraft is progressing on the correct route by cross-checking the leg distance and magnetic course on the Master Document against the distance and magnetic course to the next point as displayed on the avionics.
6.4.5 Position Reporting—General Requirements.
6.4.5.1 Communications over HF radio rely heavily on proper radio terminology and scripted reports. Use the published guidance found in enroute publications or the AIM to make sure you deliver messages in the proper format.
1. You are expected to speak at a moderate speed using internationally accepted phraseology.
2. Be certain you are communicating with the facility appropriate to the oceanic and remote continental airspace in which you are operating or about to enter. More than one station may be using the same HF frequency at the same time. Only accept clearances from the ATSP for the oceanic and remote continental airspace in which you are operating.
6.4.5.1.1 Radio call signs of ground stations. Position reports are generally provided to aeronautical radio stations, which relay this information to ATC. If the ATSP you are talking to is identified as a “Center,” (e.g., “Gander Center”) or a “Control” (e.g., “Tokyo Control”), you are talking directly to an air traffic controller. If the provider you are talking to is identified as a “Radio”
(e.g., “New York Radio”), you are talking to an aeronautical radio station, which is a relay facility that communicates between the ATC controlling
6-21 facility and aircraft. An aeronautical radio station does not control air traffic— it relays the instructions of the ATC facility.
6.4.5.1.2 You must report departing your current FL. In certain regions, the NAT for example, you are also required to report reaching your assigned altitude. You should consult the appropriate regional or State documents (e.g., ICAO NAT Doc 007, AIP, Chart Supplement, etc.) to confirm reporting requirements.
6.4.5.1.3 In addition to reporting your position to your current ATSP, in the case of boundary points, often you must repeat your last position report to the FIR or CTA you are entering. Do so when so prescribed in the appropriate section of ICAO Doc 7030, Regional Supplementary Procedures (SUPPS), in the applicable AIP, or when requested by ATC.
6.4.5.1.4 If another aircraft relays your report, use the appropriate air-to-air frequency and not the emergency (guard) frequency.
6.4.5.1.5 If you operate in airspace approved for the use of data link, you may provide Automatic Position Reporting (APR) via ADS-C. In this case, you should discontinue voice position reports.
6.4.5.2 When following a designated oceanic route, you must make position reports when passing each designated compulsory reporting point.
Note: The appropriate ATS authority may request reports over noncompulsory reporting points as well. In oceanic airspace where the FAA is the ATSP, position reports are required over all points used in the flight plan to define the route of flight, even if they are noncompulsory.
6.4.5.3 If you are not on a designated oceanic route, provide position reports at all points listed in item 15 (route of flight) of the flight plan. ATC expects reports as soon as possible after the first half hour of flight in oceanic and remote continental airspace and at hourly intervals (approximately) thereafter. The appropriate ATSP, however, may request additional reports at shorter intervals.
1. If your flight tracks predominantly east and west, ATSPs will generally request reports every 5° or 10° of longitude.
2. If your flight tracks predominantly north and south, ATSPs will generally request reports every 5° or 10° of latitude.
6.4.6 Position Reporting—Format.
6.4.6.1 Refer to the AIM, chapter 5, for general guidance on position report format.
You must provide information regarding your current fix and the next two fixes on your route of flight, in the following order:
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1. Your complete aircraft call sign.
2. Your position and crossing time, reported in 4 digits UTC.
Note: In reporting coordinates and times, say each number individually (e.g., 1032 is “one zero three two,” not “ten thirty-two”).
You do not have to say “UTC” or “Zulu” when you report the time.
3. Your FL.
4. Your next fix and estimate over that fix in 4 digits UTC.
Note: If any reported ETA changes in excess of 2 minutes (3 minutes or more in the NAT), you must provide an updated estimate to the ATSP. For aircraft providing automatic position reports via ADS-C, position reports can be omitted in airspace where ADS-C services are provided.
5. Name of your subsequent fix.
6.4.6.2 An example position report is:
“N1234 over CEBEN at 1422, FL350, estimating CIVIT 1503, CORTT next.”
6.4.6.3 When position is expressed in coordinates, the following pertains:
1. If your flight tracks predominantly east and west, ATSPs will generally expect latitude to be expressed in degrees and minutes (if not zero), and longitude in whole degrees only.
2. If your flight tracks predominantly north and south, ATSPs will generally expect latitude to be expressed in whole degrees only, and longitude in degrees and minutes (if not zero).
6.4.6.4 A 2010 change to ICAO Annex 3, Meteorological Service for International Air Navigation, canceled the requirement to report wind and temperature data via voice. You should continue to report any turbulence or other significant meteorological conditions you encounter to ATC.
Note 1: Ensure the reporting of such meteorological observations references your geographical coordinates at the time of occurrence.
Note 2: ICAO NAT Doc 007 has a form for reporting significant wake turbulence encounters. We encourage you to submit this form whenever you encounter significant wake turbulence while operating in NAT airspace, in order to support the monitoring efforts of the NAT airspace authorities.
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6.4.7 Navigation Cross-Checking Procedures: Why They Are Important.
6.4.7.1 ICAO Doc 7030 includes language requiring the State of Registry or the State of the Operator to approve operator programs established to mitigate the occurrence of navigational errors due to equipment malfunction or operational error. These operator programs must include in-flight operating drills, consisting of mandatory navigation cross-checking procedures, to identify navigation errors in sufficient time to prevent aircraft from inadvertent deviation from an ATC-cleared route.
6.4.7.2 Navigation cross-check procedures mitigate risk and promote situational awareness—an essential requirement for crews operating highly automated airplanes in increasingly crowded airspace. Such procedures help ensure aircraft operating under procedural ATC control are in fact maintaining the separation from other aircraft that ATC has planned and is expecting.
Cross-check procedures enable pilots to be certain they are where they think they are; this awareness becomes particularly critical during emergency situations.
6.4.7.3 While advances in navigation accuracy and communications capability generally enhance safety and reduce flightcrew and controller workloads, these advancements have not eliminated human errors. Pilot deviations continue to occur and can be attributed to complacency, poor operational procedures, poor understanding of systems and processes, or simply human frailties, such as cognitive or auditory failures.
Note: Numerous deviations in oceanic airspace are the result of flightcrews failing to follow revised clearances. Transposed numbers, misunderstood clearances, or route amendments not properly verified or not passed on to relief crewmembers also contribute to navigation errors. In addition, paragraph 4.4.3 describes issues with displays of CPDLC messages; Figure 4-1, Sample CPDLC Route Uplinks, shows sample FMS pages flightcrews would interact with to load an uplinked, revised route.
6.4.8 Navigation Cross-Checking—Acceptable Procedures.
6.4.8.1 In line with the rationale and requirements for navigation cross-checking procedures described in paragraph 6.4.7, the FAA believes cross-checking is synonymous with “making sure.” We consider the “sample oceanic checklists,” provided in Appendix D, to provide operators with not only a “to-do” list but also a means to make sure certain items, known to result in navigation errors if overlooked or done incorrectly, are performed in an organized, systematic manner.
6.4.8.2 The sample checklists (simple and expanded versions) provided in Appendix D are derived from the ICAO NAT Sample Oceanic Checklists,
6-24 now found in NAT Doc 007. In these checklists, we have provided two acceptable methods for cross-checking aircraft position at a point approximately 5–10 minutes after oceanic waypoint passage. Previously, the only recommended method of cross-checking aircraft position in the oceanic airspace environment was manual plotting on a chart. However, a panel of aviation industry and FAA personnel completed an Operational Safety Assessment (OSA) of methods for cross-checking oceanic flight navigation.
The panel determined that an alternative to manual plotting, by which aircraft position could be checked through use of aircraft FMS-driven navigation displays and indications, would provide for an equivalent level of safety (ELOS). See Appendix D, paragraph D.2.9.2.
6.4.8.3 The check of aircraft position at a point approximately 5–10 minutes following waypoint passage is designed to enable you to observe and correct a navigation error before safety of flight is jeopardized. If you made a subtle mistake either while en route to or crossing a waypoint, 5–10 minutes of travel should allow you to observe that mistake before significant problems result.
These cross-checks are a backup to an otherwise well-planned flight that is being executed through systematic and disciplined attention to effective procedures, such as those provided in this chapter and Appendix D. The cross-checks are not designed to overcome poor planning, sloppy procedures, or inadequate attention to detail. To reiterate: in-flight operating drills, to include cross-checking of navigation during oceanic and remote continental airspace operations, are mandatory under ICAO standards.
Note: Previously, the FAA included a check called “10 minutes after waypoint passage” in the sample oceanic checklist. Most operators use position cross-checking methods that allow observation of an error earlier. In addition, pilot workload on data communications-equipped aircraft has decreased, where voice position reports are no longer required. Accordingly, the FAA now has renamed this check the “5 minutes after waypoint passage” check, which can be completed approximately 5–10 minutes after waypoint passage, which is about 1–2 degrees of latitude or longitude (depending on direction of flight) after passing the waypoint.
6.4.8.4 The FAA recognizes that, for any number of reasons, operators may require or choose to use navigation cross-checking procedures different from those in the oceanic checklist provided in Appendix D. For those operators who require operational approval, whether to operate in oceanic and remote continental airspace in general, to operate in airspace where RNP is prescribed, or to operate within oceanic and remote Special Areas of Operation (SAO), such as NAT HLA, their choice of procedures will help establish the basis of that approval. Operational approval will be predicated upon use of either the cross-checking procedures described in the sample oceanic checklist (Appendix D) or via an alternative method that will achieve an ELOS. In order to determine equivalent levels of flight safety, an operator’s proposed