Appendix C C-3 C.2 Space Weather.
C.2.1 The effects of space weather on aviation have generated an increasing amount of interest in recent years. Space weather most commonly impacts radio communications between your aircraft and ground stations. Space weather may also impact navigation signals from space-based and ground-based transmitters as well as onboard avionics components.
Exposure to increased radiation levels during solar events has not been a noticeable issue, but it is a factor that you can plan for in order to protect your frequently flying crewmembers and passengers.
C.2.2 The magnetic field around the Earth converges at the North and South Poles, allowing charged particles to access lower levels of the Earth’s atmosphere. These lower levels are the same levels used to fly international flights around the world. The aviation community has shown increasing interest in this phenomenon at the poles as the expansion of polar routes has seen more and more flights susceptible to space weather.
C.2.3 The solar cycle is an approximately 11-year period that is characterized by solar activity that departs from the sun and has impacts on whatever celestial bodies are in the path of this space weather. The three effects of this weather are known as radio blackouts, geomagnetic storms, and solar radiation storms. These storms can have varying degrees of short- and long-term impact on ground-based navigation signals, aircraft and aircrew in flight, space-based transmitters, spacecraft, and space crew. The Space Weather Prediction Center (SWPC) tracks these storms and issues space weather watches, warnings, and alerts to inform the public of potential impacts.
Figure C-2. Example of a National Oceanic and Atmospheric Administration Scales Activity Report C.2.4 Space weather alerts can be subscribed to through the SWPC Product Subscription Service and the following link: https://pss.swpc.noaa.gov/ProductSubscriptionService/Lo ginWebForm.aspx.
C.2.5 Space Weather Advisory Information. Amendment 78 to ICAO Annex 3, Meteorological Service for International Air Navigation (November 2018), introduced a requirement to issue space weather advisory information when necessitated by space weather events. The space weather advisory message is similar in structure to advisory
Appendix C C-4 messages for tropical cyclones and volcanic ash clouds issued by the Tropical Cyclone Advisory Centers (TCAC) and VAACs concerned.
C.2.6 Space Weather Advisory Centers issue space weather advisory information when there are impacts to high frequency (HF) communications, communications via satellite, Global Navigation Satellite System (GNSS)-based navigation and surveillance systems, or when heightened radiation occurs.
C.2.7 The advisory message informs the user of:
• The type of impact;
• The expected onset, or that the event is already in progress;
• The duration of the event;
• A generalized description of the spatial extent affected for the next 24 hours; and
• A description of the severity of the impact in moderate (MOD) or severe (SEV) categories.
C.2.8 ICAO Annex 3; ICAO Doc 10100, Manual on Space Weather Information in Support of International Air Navigation; and ICAO NAT Doc 006 – Part III, Space Weather Contingency Procedures, published in 2023, are additional references.
Appendix D D-1 APPENDIX D. SAMPLE OCEANIC CHECKLIST D.1 Sample Abbreviated Oceanic Checklist. This sample abbreviated checklist is provided for your reference. If you do not have an oceanic checklist, we encourage you to use this sample and tailor it to your specific needs and approvals. This checklist focuses on an orderly flow and ways to reduce oceanic errors. You should also review the expanded checklist at paragraph D.2. An oceanic checklist should be published in your international operations manual and evaluated and kept up to date as part of your Safety Management System (SMS), as applicable. The ICAO North Atlantic (NAT) oceanic checklists, which served as the foundation for our checklists, are available in Attachment 4 of NAT Doc 007, posted on the ICAO European and North Atlantic (EUR/NAT) region website, found at https://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx.
NAT Doc 007 also discusses oceanic procedures.
D.1.1 Flight Planning.
1. Communications, navigation, and surveillance flight plan codes and planning documents.
2. Oceanic documents.
3. Plotting/orientation chart—plot route coast out to coast in.
4. Equal Time Points (ETP)—plot.
5. Track message (current copy available for all crossings).
6. Note nearest tracks on plotting/orientation chart.
7. Weather analysis—note en route wind, temperature, and turbulence forecasts as well as ETP airport weather.
8. Review suitable Navigational Aids (NAVAID) for accuracy check (as applicable) prior to coast out.
D.1.2 Preflight.
1. Master clock for all estimated times of arrival (ETA)/actual times of arrival (ATA).
2. Maintenance log—check for any communications, navigation, and surveillance or Reduced Vertical Separation Minimum (RVSM) issues.
3. RVSM.
4. Altimeter checks (tolerance).
5. Wind shear or turbulence forecast.
6. Flight plan (check routing, fuel load, times, groundspeeds).
7. Dual long-range navigation system (LRNS) for extended overwater operations outside the range of ground-based NAVAIDs.
8. Voice long-range communication system (LRCS) check (as applicable):
Appendix D D-2
a. High frequency (HF) radio check.
b. Satellite Voice (SATVOICE) operability check.
9. Confirm present position coordinates (best source).
10. Master Document symbols (, , \, X).
11. LRNS programming:
a. Check navigation database currency and software version.
b. Independently verify navigation system/flight management system (FMS) programming.
c. Check expanded coordinates of oceanic waypoints.
d. Check leg course and distance (±2 degrees and ±2 nautical miles (NM)).
e. Upload winds, if applicable.
12. Groundspeed check (as applicable).
D.1.3 Taxi and Prior to Takeoff.
1. Groundspeed check (as applicable).
2. Present position check.
D.1.4 Climb Out.
1. Transition altitude—set altimeters to 29.92 inches of mercury (inHg) (1013.2 hectopascals (hPa)).
2. Calculate/update ETAs on Master Document as duties permit.
D.1.5 Prior to Oceanic Entry.
1. Navigation accuracy check (if required by flight manual)—record results on Master Document.
2. Voice LRCS (HF selective calling system (SELCAL) or SATVOICE Callback) check with aeronautical radio station.
3. Confirm satellite communications (SATCOM) data link is operational, if equipped.
4. Log on to Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) 10 to 25 minutes prior, if equipped, unless otherwise specified in the relevant Aeronautical Information Publication (AIP).
5. Verify your Required Navigation Performance (RNP) value is set (as applicable).
6. Confirm flight level (FL), Mach, and route for crossing and verify/cross-check loading of route clearance into the navigation system.
7. Revised clearance—update navigation system, Master Document, and plotting/orientation chart.
Appendix D D-3 Note: Check expanded coordinates, course, and distance for new route.
8. Check altimeters—record readings on Master Document.
9. Compass heading check (inertial navigation system (INS))—record.
D.1.6 After Oceanic Entry.
1. Squawk 2000—10 or 30 minutes after entry, as applicable.
2. Maintain assigned Mach.
3. Maintain assigned FL.
4. Very high frequency (VHF) radios—set to air-to-air and guard frequency.
5. Strategic Lateral Offset Procedures (SLOP)—Depending on standard operating procedures (SOP), fly cleared route or up to 2 NM to the right of air traffic control (ATC)-cleared track. Confirm procedures in the applicable AIP.
6. Altimeter checks—hourly (as applicable).
D.1.7 Approaching Waypoints.
1. Confirm coordinates of subsequent waypoints.
Note: Verify that the active navigation system waypoint, as well as the next and subsequent (“next plus 1”) waypoints, match your currently effective route clearance. Confirm that the expanded (i.e., full latitude and longitude) coordinates of the next and subsequent waypoints, as well as the course/heading and distance to the waypoints, agree with your currently effective route clearance.
2. Confirm lateral navigation (LNAV)/navigation (NAV) is engaged.
D.1.8 Overhead Waypoints.
1. Confirm aircraft transitions to next waypoint.
Note: Check magnetic heading and distance against Master Document.
2. Confirm time to next waypoint.
Note: ETA changes in excess of 2 minutes (“3 minutes or more” in the NAT) require ATC notification. (For aircraft providing automatic position reports via ADS-C, position reports can be omitted in airspace where ADS-C services are provided.)
3. Make position report.
Note: Record fuel remaining and current time on your Master Document.
Appendix D D-4 D.1.9 Five Minutes After Waypoint Passage. Cross-check navigational performance and course compliance 5–10 minutes after waypoint passage via one of the following methods:
1. Plotting method (see paragraph D.2.9).
2. Navigation display method (see paragraph D.2.9).
3. Alternative method accepted by the FAA (see paragraph 6.4.8).
D.1.10 Midway Between Waypoints.
1. Cross-check winds between Master Document, LRNS, and winds aloft charts.
2. Confirm time to next waypoint.
D.1.11 Coast In.
1. Remove strategic lateral offset prior to oceanic exit point.
2. Confirm routing beyond oceanic airspace.
3. Compare LRNS to ground-based NAVAID (as applicable).
D.1.12 Descent. Transition level—set altimeters to local altimeter setting (QNH).
D.1.13 Destination/Block-In.
1. Navigation accuracy check (as applicable).
2. Altimetry system writeups.
3. Data communications (CPDLC) problem reports.
D.2 Sample Expanded Oceanic Checklist. This sample expanded checklist is provided for your reference. If you do not have an expanded oceanic checklist, we encourage you to use this sample and tailor it to your specific needs and approvals. This checklist focuses on an orderly flow and ways to reduce oceanic errors. An oceanic checklist should be published in your international operations manual and be evaluated and kept up to date as part of your SMS, as applicable.
D.2.1 Flight Planning.
D.2.1.1 Communications, Navigation, and Surveillance Flight Plan Codes and Planning Documents.
1. Review your ATC flight plan with emphasis on items 10A, 10B, and 18.
Ensure that you properly filed the appropriate communications, navigation, and surveillance descriptors in items 10 and 18 of your flight plan.
2. You should review your maintenance log and the minimum equipment list (MEL) for system deferrals that may affect the communications, navigation, and surveillance capabilities of your aircraft. The “remarks
Appendix D D-5 and exceptions” column should provide the specific guidance for flight plan filing.
3. Your flight manual should include procedures to make flight plan amendments (or cancellations, as appropriate) when your communications, navigation, and surveillance capabilities change phase prior to departure.
Note: Items 10 and 18 of the flight plan require more detail to indicate your communications, navigation, and surveillance capabilities and authorizations. See paragraph 6.2.2.
D.2.1.2 Oceanic Documents. Operators are encouraged to develop a flight planning checklist to ensure they have the necessary documents before departure. The checklist should include, as a minimum, the following:
1. Master Document.
2. Notices to Airmen (NOTAM) for departure, destination, alternate(s);
Extended Operations (ETOPS) alternates (as applicable); and oceanic flight information regions (FIR).
3. Weather for departure, destination, alternate airports along the route of flight, and ETOPS alternates (as applicable).
4. Track message(s).
5. Significant Weather (SIGWX) chart.
6. ETP(s), wind tables, or winds aloft charts for FLs or altitudes.
7. Global Positioning System (GPS) NOTAMs. Select “GPS NOTAMs” in “Predefined Queries” under “Location” (as applicable).
8. Any applicable space weather watches, warnings, and alerts (see Appendix C, Unusual Weather Activity).
9. Volcanic ash information.
10. Pilot Weather Reports (PIREP).
11. Plotting/orientation charts.
D.2.1.3 Plotting/Orientation Chart.
D.2.1.3.1 You should use an oceanic plotting/orientation chart of appropriate scale that depicts published oceanic tracks.
D.2.1.3.2 ICAO groups that review oceanic errors have determined that the routine use of a chart is an excellent way to reduce lateral errors. A chart can also help in the event of partial or total navigation system failure.
D.2.1.3.3 You should read from the plotting/orientation chart back to the Master Document when verifying data. Reading from the Master Document to the
Appendix D D-6 chart can introduce “expectation bias,” where errors are missed because we see what we expect to see.
D.2.1.3.4 Plot your currently effective route clearance from coast out to coast in. Make sure you update this whenever your route clearance changes.
D.2.1.3.5 Note nearest oceanic tracks on your chart.
D.2.1.4 ETPs.
D.2.1.4.1 You should compute ETPs for contingencies, such as medical divert, engine loss, or rapid depressurization. You should also consider a simultaneous engine loss and rapid depressurization.
D.2.1.4.2 Verify that planned ETP airports are adequate during time-of- flight operations.
D.2.1.4.3 You should annotate the ETPs and associated alternates on your plotting/orientation chart. When crossing ETPs, you should review with other crewmembers the appropriate diversion airport(s).
D.2.1.4.4 Your pilot procedures should also include a method for recomputing ETPs, either manually, using the aircraft flight management computer (FMC), or using an Electronic Flight Bag (EFB) application. You should not enter ETPs in the active route of the LRNS because additional waypoints, even if along the route, can produce nuisance out-of-conformance alerts in ATC’s monitoring systems. Confusion about these additional waypoints can also lead to deviations from the cleared route.
Note: ETPs may need to be recalculated when the cleared route changes, when there are significant changes in FLs, and/or when estimated time en route (ETE) to destination differs by more than 15 minutes from planned.
D.2.1.5 Track Message.
1. You must have a current track message even if you have filed for a “random route” (where at least part of the oceanic route is not on a published track) or if you filed above North Atlantic High Level Airspace (NAT HLA). Reviewing the date, effective time, and Track Message Identifier (TMI) ensures having a current track message on board. The TMI is linked to the Julian date.
2. You should also ensure that your flight planning and operational control process includes timely notification of crewmembers of any amendments to the daily track message.
3. When flying a random route, plotting adjacent tracks and/or crossing tracks can help your situational awareness in case you need to execute a
Appendix D D-7 contingency procedure. Monitoring traffic on the Traffic Alert and Collision Avoidance System (TCAS) or Automatic Dependent Surveillance-Broadcast (ADS-B) In will further help your situational awareness, as the same random routes are sometimes heavily used.
D.2.1.6 Weather Analysis. You should note en route wind, temperature, and turbulence forecasts, as well as ETP airport weather, diversion/emergency airport weather, volcanic activity, magnetic storms, and solar flares affecting your route of flight.
D.2.1.7 NAVAIDs. Review suitable NAVAIDs for accuracy check (as applicable, depending on equipage) prior to coast out.
D.2.1.7.1 You should determine in advance a primary and secondary ground- based NAVAID that you will use to verify the accuracy of your LRNS.
D.2.1.7.2 This planning may help you identify intended NAVAIDs that are limited or NOTAM’d unusable and will help you when you depart airports close to oceanic airspace.
D.2.1.7.3 A latitude/longitude radar fix from ATC also meets the requirements for an accuracy check.
D.2.2 Preflight.
D.2.2.1 Master Clock. You must have a designated master clock on board synchronized to Coordinated Universal Time (UTC) (generally via GPS). You must use this single time source, typically the FMS, for all ETAs and ATAs.
D.2.2.2 Maintenance Log. Pay particular attention to any writeups that affect communications, navigation, surveillance equipment, or RVSM requirements.
D.2.2.3 RVSM.
D.2.2.3.1 Required equipment to operate in RVSM airspace includes two primary independent altimetry sources, one altitude alert system, and one automatic altitude control system.
D.2.2.3.2 In most cases, you are also required to have a functioning transponder that can be linked to the primary altimetry source.
D.2.2.3.3 You should note any maintenance issues that could affect accurate altimetry.
D.2.2.4 Altimeter Checks.
D.2.2.4.1 Before taxi, you should set your altimeters to the airport QNH. Both primary altimeters must read within ±75 feet of a known elevation (e.g., field elevation).
Appendix D D-8 D.2.2.4.2 The two primary altimeters must also agree with each other within the limits noted in the aircraft operating manual.
D.2.2.5 Wind Shear or Turbulence Forecast.
D.2.2.5.1 You should review the operational flight plan to determine where along the route wind shear and/or turbulence are forecasted.
D.2.2.5.2 Forecast severe turbulence could lead ATC to stop using certain FLs.
D.2.2.5.3 Forecast severe turbulence may be incompatible with flight manual or operator limitations.
D.2.2.6 Flight Plan.
1. Ensure the flight plan designated as the Master Document includes the date, type aircraft, fuel load, and performance requirements.
2. Cross-check the routing and forecast groundspeeds.
3. Ensure the Master Document and filed flight plan show the same routing.
4. Check the en route time on the Master Document against the distance to your destination to ensure it is based on a reasonable groundspeed.
5. Compare the en route time against the total distance to ensure you have planned a reasonable fuel load.
D.2.2.7 LRNS.
1. You are typically required to have two independent operational LRNSs for oceanic airspace operations.
2. A single FMS receiving inputs from two navigation sensors does not qualify as two LRNSs.
D.2.2.8 HF Check.
1. You should conduct an HF check on the primary and secondary HF radios (if equipped with two).
2. If possible, you should accomplish the HF checks on the ground or before entering oceanic airspace.
D.2.2.9 SATVOICE Check. You should perform the appropriate functional check if you intend to use SATVOICE on your flight.
D.2.2.10 Confirm Present Position Coordinates.
1. Both pilots should independently verify the present position coordinates using either published ramp coordinates or by determining your position from the airfield diagram.
Appendix D D-9
2. You should not rely on the present position resident in your navigation system from the previous flight.
D.2.2.11 Master Document Annotations. You should use consistent annotations on your Master Document. See paragraph 6.4.4.2 for samples of this suggested annotation scheme.
1. A circle next to the waypoint designator indicates both pilots verified the coordinates, courses, and distances. This would normally be done during initial navigation system loading.
2. A backslash (“\”) over the circle denotes confirming a subsequent waypoint’s coordinates and the track and distance to it. This would normally be done approaching the active waypoint.
3. A forward slash (“/”) over the previously annotated backslash creates an “X.” This indicates waypoint passage.
D.2.2.12 LRNS Programming.
D.2.2.12.1 Check navigation database currency and software version.
1. You should not fly with an expired database.
2. You should also confirm the software version of the database, to ensure the correct version is loaded.
D.2.2.12.2 Independently verify navigation system programming.
1. Two pilots should independently coordinate the loading and verification of flight plan entries.
2. Prior to loading the route, carefully cross-check the waypoint routing on your Master Document against your filed flight to verify they are consistent.
3. One pilot should load the route with all waypoints using the Master Document. That same pilot should verify the route has been loaded correctly. Use a means independent of the data you loaded, such as checking the course/distance between waypoints against the Master Document.
4. A second pilot should independently check the entries by recalling and confirming the waypoint data against source information. This cross-check should include comparing the waypoints loaded in the navigation system against both your filed flight plan and the Master Document.
Cross-checking course and distance against the Master Document will further confirm the waypoints were loaded correctly.
5. The pilot accomplishing the cross-check should read from the navigation system screen back to the Master Document when verifying data.
Appendix D D-10 Note: Reading from the Master Document to the navigation system can introduce “expectation bias” where errors are missed because we see what we expect to see.
D.2.2.12.3 Check waypoint expanded coordinates (degrees and minutes).
1. Most navigation systems allow entering abbreviated oceanic coordinates.
There have been cases when there was an error in the minutes, but crews only checked the 7-character display label, or the 5 alphanumeric-character waypoint name, neither of which displays minutes.
2. If you only verify the abbreviated coordinates, this could lead to a lateral error. You should check the expanded (i.e., degrees and minutes) coordinates of all oceanic waypoints.
D.2.2.12.4 Check course and distance.
1. To minimize oceanic errors, you should check magnetic course and distance between waypoints from oceanic entry to oceanic exit. You should establish a tolerance such as ±2 degrees and ±2 NM.
2. The course and distance checks comparing the Master Document against the LRNS can help detect errors that you may not have noticed by simply checking coordinates.
3. A discrepancy of more than 2 degrees between the course in the Master Document and that in the LRNS may be due to the Master Document listing the mid-leg course, instead of the initial course. You should recheck and verify any difference outside the ±2 degrees or ±2 NM tolerance.
Note 1: Flight plan vendors typically allow an operator to list the initial, mid-leg, and/or end-point magnetic course in the Master Document. An LRNS normally displays the present position magnetic course. Both the Master Document and the LRNS use great circle routing between points. However, unless you are flying along a line of longitude or along the Equator, your LRNS true course will gradually increase or decrease as you progress along the great circle course. On a typical oceanic leg (traversing 10° of longitude), the true course changes as much as 8° between the initial and end-points. On legs in polar areas, convergence of the meridians exaggerates this phenomenon, creating even bigger changes in true course.
Note 2: Small discrepancies between the course in the LRNS and in the Master Document can in some cases also be attributed to differences in magnetic variation.