6-25 alternative cross-checking procedures will be assessed, by the PI and a specialist from the FAA’s Flight Technologies and Procedures Division, Flight Operations Group, against the following criteria:
1. Are they written, standardized, and required for use by the operator’s flightcrews?
2. Do they require use of a plotting or orientation chart, of adequate scale, for reference/situational awareness purposes?
3. Do they address all the major functions/action points (e.g., independent route verification; at waypoint passage; after waypoint passage) outlined in the sample oceanic checklist?
4. Do they provide for confirming that the aircraft is flying toward, via the expected course/track line, the intended/expected waypoint contained in the flight’s currently effective route clearance?
5. Do they prescribe periodic cross-checking, for reasonableness, of the position data reported by all onboard navigation systems?
6. Do they require checking of aircraft position approximately 5–10 minutes after each oceanic waypoint prescribed in the currently effective route clearance?
7. Do they direct prompt and proper correction for any detected deviations from the currently effective route clearance?
8. Do they establish acceptable tolerances for track deviation, as well as course/heading/distance between waypoints, when compared between the flight plan and the navigation system?
9. Do they include ready reference to, and direct compliance with, accepted in-flight contingency procedures (refer to ICAO Doc 4444)?
Note: Alternative methods proposed by certificated operators will also require review/approval by the Flight Standards Service (FS).
6.4.8.5 If an operator adopts new oceanic procedures, it is crucial this be done as part of a carefully orchestrated effort in close coordination with both your PI and a specialist from the Flight Operations Group. Checklists need to be tailored to reflect operator-unique aspects, manuals need to be updated, and crews need to be trained. Failure to properly implement the change can lead to confusion, misunderstandings, and errors.
6.4.8.6 Diligent cross-checking of the navigation system and Master Document against the currently effective route clearance remains the key to preventing inadvertent deviations from the cleared route.
1. The active leg is the most immediate indication of adherence to the currently effective route clearance. The active leg is formed by a “FROM” position and a “TO” waypoint and features an associated course to fly
6-26 between the points; this information should be cross-checked against the operational flight plan.
2. In addition to verifying the “TO” waypoint, the FAA also recommends the flightcrew verify autopilot steering mode (e.g., lateral navigation (LNAV)/navigation (NAV), not Heading (HDG)).
3. When checking waypoints, ensure you look at the “expanded”
(i.e., degrees and minutes) coordinates. Some waypoint labels can be misleading.
6.4.8.7 While the procedures discussed above, and the items provided in the oceanic checklists in Appendix D, emphasize prevention of lateral errors, we want to emphasize that altitude deviations and longitudinal errors are no less significant. Steps to avoid those two types of errors in oceanic operations are discussed further in paragraph 6.1.2.
6.4.9 Relief Pilots—Preparing to Assume Duties. Increasingly, with long-range operations, relief pilots are part of the crew. In such cases, it is vital to brief the relief pilot on all current operational issues affecting the flight.
1. Many navigation errors have been traced back to inadequate handoff between pilots who first loaded the route into the navigation system and relief pilots who took over hours into the flight. It is therefore vital that you fully brief the relief pilot on your currently effective route clearance.
2. We recommend the relief pilot verify the current cleared route prior to occupying the seat, if practical. Work from the navigation system to the Master Document to lessen the risk of expectation bias (seeing what is expected) and maintain an attitude of “healthy suspicion.”
6.4.10 Exiting Oceanic and Remote Continental Airspace. Refer to the Coast In step in the sample oceanic checklist (Appendix D).
7-1 CHAPTER 7. IN-FLIGHT CONTINGENCY GUIDANCE FOR OPERATIONS IN
OCEANIC AIRSPACE
7.1 Contingency Procedures: When They May Be Needed. ICAO Doc 4444, Procedures for Air Navigation Services—Air Traffic Management (PANS-ATM), includes contingency procedures to allow you to safely deviate from your assigned clearance, in the event a revised clearance cannot first be obtained. The procedures are designed to rapidly separate you from the regular flow of traffic while you address an emergency.
Although we cannot cover all possible emergencies you may face, the more common cases that might drive you to fly oceanic contingency procedures include:
1. Unexpected meteorological conditions (e.g., severe weather and/or turbulence).
2. Degradations in aircraft performance.
• Aircraft engine or pressurization failure.
• Inability to maintain cleared flight level (FL) (e.g., due to unexpected temperatures).
• Loss of, or significant reduction in, navigation capability.
3. Loss of communications capability. This can have many causes:
• Degradation or failure of aircraft communication equipment.
• Degradation or failure of ground communication equipment.
• Unexpected closure of an oceanic air traffic control (ATC) facility.
4. Medical situations.
7.1.1 Adhering to Contingency Procedures. Keep in mind that you must follow these contingency procedures precisely as written. If you fail to do so, you incur additional risk by invalidating procedures designed to prevent collisions. To be clear, for operations in airspace where direct controller-pilot very high frequency (VHF) voice communications are not available, the only assurances of safe separation come when all aircraft are flying the exact track and altitude assigned by ATC. ATC can no longer assure safe separation when an aircraft deviates from the assigned track or altitude, without prior clearance. The contingency procedures, if followed exactly, minimize the risk inherent in these deviations.
7.2 Choosing the Correct Contingency Procedure.
7.2.1 Primary Guidance. ICAO Doc 4444, Section 15.2, Special Procedures for In-Flight Contingencies in Oceanic Airspace, contains primary guidance for oceanic contingency procedures. ICAO Doc 7030, Regional Supplementary Procedures (SUPPS), includes additional region-specific guidance, generally in chapter 9 of each regional section. The procedures are also described in the U.S. Aeronautical Information Publication (AIP), Section ENR 7.3. Refer also to the FAA’s International Notices web page, which will include any changes or regional applications to contingency procedures.
7-2 Note 1: In 2020, ICAO changed the lateral offset values in oceanic contingency procedures to 5 nautical miles (NM). For the general procedures, acquire the 5 NM offset before changing altitude. For the weather contingency procedures, adjust altitude by 300 ft (climb or descend, per the procedures) only when deviating 5 NM or more.
Note 2: Whenever possible, obtain a revised clearance instead of flying a contingency procedure. If the nature of the emergency precludes this, consider querying ATC about safest routes, even if ATC is unable to clear you that way.
7.2.2 General and Weather Deviation Contingency Procedures. A “General” contingency procedure is available, as is a weather deviation procedure. Flightcrews should be thoroughly familiar with these procedures and ensure ready access to them on the flight deck so they may be performed precisely and without undue delay.
7.2.2.1 The general procedure results in a 5 NM lateral offset, at an altitude of 500 or 1,000 feet “different from those normally used.” It is reprinted in Appendix F, Special Procedures for In-Flight Contingencies in Oceanic Airspace.
7.2.2.2 The weather deviation procedure results in an altitude change of 300 feet, to be applied when the lateral deviation reaches 5 NM from the centerline. It is also reprinted in Appendix F.
7.3 Altimetry and/or Navigation Degradation. You must notify the Air Traffic Service (ATS) Provider (ATSP) as soon as possible if your altimetry and/or navigation systems have degraded below that required to operate in Reduced Vertical Separation Minimum (RVSM), Required Navigation Performance (RNP), or Area Navigation (RNAV) airspace. In general, that notification, either via voice or Controller-Pilot Data Link Communications (CPDLC), will include the phrase “UNABLE RNP (OR RNAV OR RVSM) DUE EQUIPMENT.”
7.3.1 Whenever possible, you should request a revised clearance that accounts for the degradation you have experienced. Upon receipt of your message, ATSPs will assess the traffic situation and either allow you to remain as filed or issue a reroute, depending on your current (and projected future) separation from other traffic.
7.3.2 For navigation degradation scenarios, dead reckoning procedures may be required.
Flightcrews should be familiar with determining heading and leg time required, through the use of the Master Document, the chart, and/or Electronic Flight Bag (EFB) applications.
Note: ICAO NAT Doc 007, North Atlantic Operations and Airspace Manual, provides specific procedures to be used in the North Atlantic (NAT) in the event of navigation system degradation or failure.
7.4 Lost Communications Procedures. The general rules for lost communications are captured in ICAO Annex 2, Rules of the Air, Chapter 3, General Rules, and are included in their entirety in ICAO Doc 4444, Section 15.3, Air-Ground Communications Failure.
7-3 Prior to departure, ensure you are familiar with the lost communications rules for the regions you are transiting.
7.4.1 Region-Specific Rules. In some regions, ATS authorities have amended the rules to meet their specific air traffic management (ATM) requirements. These amended rules are included in ICAO Doc 7030, generally in chapter 9 of the applicable region’s section.
ICAO NAT Doc 007 also provides a detailed discussion of lost communications procedures specific to NAT airspace. Refer also to the FAA’s International Notices web page, which will include any changes or regional applications to lost communications procedures.
7.4.1.1 Generally, ATS authorities expect you to maintain your last assigned speed and altitude for some period (usually 20 minutes or 60 minutes, depending on the region), then adjust your speed and altitude to conform to your flight plan.
7.4.1.2 In the NAT region, you are expected to fly your ATC-cleared routing, FL, and airspeed through oceanic airspace, picking up your filed flight plan route after passing the oceanic exit point.
7.4.2 Unexpected Closure of an Oceanic ATC Facility. See Appendix F, paragraph F.4 for considerations in the event of an oceanic ATC facility shutdown.
7.5 Normal Aircraft Tracking. ICAO, in Annex 6, Operation of Aircraft, Part I, International Commercial Air Transport—Aeroplanes, Section 3.5, Aircraft Tracking, established a requirement for an automated four dimensional (4D) (latitude, longitude, altitude, and time) tracking capability for oceanic operations involving aircraft above a certain weight and seating capacity. The FAA recommends all operators establish some automated capability to track the position of their aircraft during oceanic operations using a means that does not require direct flightcrew action. ICAO Circular 347, Aircraft Tracking Implementation Guidelines, provides additional information.
Appendix A A-1 APPENDIX A. ABBREVIATIONS AND DEFINITIONS A.1 Abbreviations.
Acronym Description 14 CFR Title 14 of the Code of Federal Regulations 4D Four Dimensional AC Advisory Circular ACARS Aircraft Communications Addressing and Reporting System ACAS Airborne Collision Avoidance System (same as TCAS) ACC Area Control Center ACID Aircraft Identification ADIZ Air Defense Identification Zone ADS Automatic Dependent Surveillance (in older documents published before ADS-B existed, “ADS” generally refers to ADS-C) ADS-B Automatic Dependent Surveillance-Broadcast ADS-C Automatic Dependent Surveillance-Contract AFI African-Indian Ocean Region (per ICAO) AIM Aeronautical Information Manual AIP Aeronautical Information Publication AMU Area of Magnetic Unreliability AMVER Automated Mutual-assistance Vessel Rescue ANP Actual Navigation Performance APR Automatic Positioning Reporting ARTCC Air Route Traffic Control Center ATA Actual Time of Arrival ATC Air Traffic Control ATM Air Traffic Management ATOP Advanced Technologies and Oceanic Procedures ATS Air Traffic Service ATSP Air Traffic Service Provider CAA Civil Aviation Authority CEP Central East Pacific
Appendix A A-2 Acronym Description CFP Computer Flight Plan CPDLC Controller-Pilot Data Link Communications CTA Control Area DME Distance Measuring Equipment DOS Department of State EDTO Extended Diversion Time Operations EFB Electronic Flight Bag ELOS Equivalent Level of Safety ETA Estimated Time of Arrival ETE Estimated Time En Route ETOPS Extended Operations ETP Equal Time Point EWINS Enhanced Weather Information System FAA Federal Aviation Administration FANS 1/A Future Air Navigation System 1/A (1=Boeing; A=Airbus) FDE Fault Detection and Exclusion FIR Flight Information Region FIS Flight Information Services FL Flight Level FLT ID Flight Identification FMC Flight Management Computer FMS Flight Management System FRMS Fatigue Risk Management System GA General Aviation GNE Gross Navigation Error GNSS Global Navigation Satellite System GOLD Global Operational Data Link Document GPS Global Positioning System H2S Hydrogen Sulfide HF High Frequency HLA High Level Airspace
Appendix A A-3 Acronym Description hPa Hectopascal IAP Instrument Approach Procedure IATA International Air Transport Association ICAO International Civil Aviation Organization IFBP In-Flight Broadcast Procedure IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions inHg Inch of Mercury INS Inertial Navigation System IRS Inertial Reference System LHD Large Height Deviation LNAV Lateral Navigation LOA Letter of Authorization LRC Long Range Cruise LRCS Long-Range Communication System LRNS Long-Range Navigation System MEA Minimum En Route Altitude MEL Minimum Equipment List MHz Megahertz MMEL Master Minimum Equipment List Mode S Mode Select Secondary Radar With Data Link MSpecs Management Specifications NAS National Airspace System NAT North Atlantic NAT HLA North Atlantic High Level Airspace NATO North Atlantic Treaty Organization NAV Navigation NAVAID Navigational Aid NavSpec Navigation Specification NDA Northern Domestic Airspace
Appendix A A-4 Acronym Description NDB Nondirectional Beacon NM Nautical Miles NOAA National Oceanic and Atmospheric Administration NOPAC North Pacific NOTAM Notice to Airmen NWS National Weather Service OAPS Operations Approval Portal System OCA Oceanic Control Area OESB Oceanic Errors Safety Bulletin OpSpecs Operations Specifications OROCA Off-Route Obstruction Clearance Altitude OTS Organized Track System PANS Procedures for Air Navigation Services PANS-ATM Procedures for Air Navigation Services—Air Traffic Management (ICAO Doc 4444) PANS-OPS Procedures for Air Navigation Services—Aircraft Operations (ICAO Doc 8168) PBC Performance-based Communication PBCS Performance-based Communication and Surveillance PBN Performance-based Navigation PI Principal Inspector PIC Pilot in Command PIREP Pilot Weather Report POI Principal Operations Inspector PPO Prior Permission Only QFE Atmospheric pressure at aerodrome elevation (or at runway threshold).
(With the runway threshold QFE set in the subscale, your altimeter will read zero on the runway threshold.)
QNE Pressure Altitude (Flight Level), obtained with Standard Pressure
(29.92 inches of mercury (inHg) or 1013.2 hPa) set in the altimeter subscale.
QNH The pressure set on the subscale of the altimeter so that the instrument indicates its height above sea level.
Appendix A A-5 Acronym Description RA Resolution Advisory RAIM Receiver Autonomous Integrity Monitoring RCP Required Communication Performance RD Rapid Decompression RNAV Area Navigation RNP Required Navigation Performance RSP Required Surveillance Performance RVSM Reduced Vertical Separation Minimum SAO Special Area(s) of Operation SAR Search and Rescue SARPs Standards and Recommended Practices (ICAO) SATCOM Satellite Communications SATVOICE Satellite Voice SELCAL Selective Calling System SIGWX Significant Weather SLOP Strategic Lateral Offset Procedure SMS Safety Management System SO2 Sulfur Dioxide SOP Standard Operating Procedure SSR Secondary Surveillance Radar SSV Standard Service Volume SUA Special Use Airspace SUPPS Regional Supplementary Procedures (ICAO Doc 7030) SVGM Satellite Voice Guidance Material SWPC Space Weather Prediction Center TAF Terminal Aerodrome Forecast TAS True Airspeed TCAS Traffic Alert and Collision Avoidance System TIBA Traffic Information Broadcasts by Aircraft TMI Track Message Identifier TSO Technical Standard Order
Appendix A A-6 Acronym Description UTC Coordinated Universal Time VAAC Volcanic Ash Advisory Center VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Conditions VOR Very High Frequency Omnidirectional Range WAT West Atlantic WebOPSS Web-based Operations Safety System WGS 84 World Geodetic System 1984 A.2 Definitions.
A.2.1 Advisory Airspace. Airspace of defined dimensions, or a designated route, within which air traffic advisory service is available.
A.2.2 Aeronautical Information Manual (AIM). A primary FAA publication whose purpose is to provide the aviation community with basic flight information and ATC procedures for use in the NAS of the United States. The AIM contains items of interest to pilots concerning health and medical facts, factors affecting flight safety, a pilot/controller glossary of terms used in the ATC system, and information on safety and accident and hazard reporting.
A.2.3 Aeronautical Information Publication (AIP) (ICAO). A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation.
A.2.4 Aeronautical Telecommunication Station. An aeronautical station which forms part of a radio telephone network by providing air/ground communications and Flight Information Services (FIS) as an integral part of ATS. Aeronautical telecommunication stations are also known as international Flight Service Stations (FSS), Aeronautical Radio, or Aeradio Stations, depending on the State providing the service.
A.2.5 Airborne Collision Avoidance System (ACAS) (ICAO). An aircraft system based on SSR transponder signals, which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.
A.2.6 Air Defense Identification Zone (ADIZ). Airspace over land or water, extending upward from the surface, within which the ready identification, location, and control of aircraft are required in the interest of national security.
Appendix A A-7 A.2.7 Air Traffic Advisory Service (ICAO). A service provided within advisory airspace to ensure separation, insofar as practical, between aircraft that are operating on IFR flight plans.
A.2.8 Air Traffic Management (ATM) (ICAO). The dynamic, integrated management of air traffic and airspace including ATS, airspace management, and air traffic flow management—safely, economically, and efficiently—through the provision of facilities and seamless services in collaboration with all parties and involving airborne and ground-based functions.
A.2.9 Air Traffic Management (ATM) System (ICAO). A system that provides ATM through the collaborative integration of humans, information, technology, facilities, and services, supported by air and ground- and/or space-based communications, navigation, and surveillance.
A.2.10 Air Traffic Service (ATS) (ICAO). A generic term meaning variously FIS, alerting service, air traffic advisory service, ATC service, area control service, or approach control service.
A.2.11 Air Traffic Service (ATS) Surveillance System (ICAO). A generic term meaning variously ADS-B, Primary Surveillance Radar (PSR), SSR, or any comparable ground-based system that enables the identification of aircraft. A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.
A.2.12 Alerting Service (ICAO). A service provided to notify appropriate organizations regarding aircraft in need of SAR aid and to assist such organizations as required.
A.2.13 Area Control Center (ACC) (ICAO). A unit established to provide ATC service to controlled flights in CTAs under its jurisdiction. ACCs are the international equivalent of U.S. ARTCC.
A.2.14 Area of Magnetic Unreliability (AMU). For purposes of authorizations for certificated operators, the FAA designates the boundaries of the AMUs as follows:
A.2.14.1 The Northern AMU is the area within 1,000 NM of the Magnetic North Pole but excludes Alaska and its territorial waters. In addition, Canadian Northern Domestic Airspace (NDA) is part of the Northern AMU.
A.2.14.2 The Southern AMU is the area within 1,000 NM of the Magnetic South Pole.
A.2.14.3 As aircraft move towards the Earth’s Magnetic North or South Pole, the horizontal field strength diminishes, and the ability of the compass to accurately sense Magnetic North is reduced. It is generally recognized that when the horizontal magnetic field strength falls below 6,000 nanotesla, the magnetic compass can no longer be considered reliable.