• If there is a probability of encountering icing conditions along the route flown, deicing or anti-icing equipment for the engine, propeller, and airframe.
• If you make any portion of the flight at night, include the following:
• Navigation lights.
• Two landing lights or a single landing light having two separately energized filaments.
• Illumination for all instruments that are essential for the safe operation of the aircraft.
• An electric flashlight at each required flightcrew member’s station.
NOTE: Secure all equipment and cargo carried in the cabin to prevent shifting in flight and place the equipment and cargo in such a position so they will not block or restrict the aircraft’s exits.
NOTE: We recommend portable oxygen equipment. This equipment is useful when trying to avoid icing and/or for the additional altitude required over the Greenland icecap.
f. Oceanic Control Area (OCA) and FIR Communications. In the OCA and FIRs, VHF coverage is not sufficient to ensure continuous two-way communications with ground stations. Although relay through other aircraft is sometimes possible, it is not guaranteed. Do not use emergency frequencies for planned position relays or any other purposes except for bona fide emergencies. HF radio is mandatory for each aircraft crossing the Atlantic in MNPS airspace.
The only exception is for aircraft flying at FL 250 or above crossing Greenland or operating on the Blue Spruce routes. The following are route specific navigation equipment requirements for navigation in accordance with the flight plan and any ATC clearances:
• Iqualuit [Frobisher Bay] (CFYB) to Greenland: Two independent ADF receivers with beat frequency oscillator (BFO)/continuous wave (CW) capability. Portable ADFs are no longer acceptable.
• Goose Bay, Labrador to Narsarsuaq, Greenland: Two independent ADF receivers with BFO/CW capability.
• Goose Bay to Reykjavik, Iceland via Prins Christian Sund, Greenland: Two independent ADF receivers as above or one ADF set and one LORAN-C set.
Danish Civil Aviation Authority (CAA) strongly recommends two ADF sets because of poor LORAN-C reception around Greenland.
• Gander, Newfoundland to Shannon, Ireland: One LORAN-C set and one ADF set.
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• St John’s, New Brunswick to Santa Maria (Azores): One LORAN-C set and one ADF set. Note that LORAN-C reception ends short of the Azores.
g. Publication Requirements for Aircraft in the NAT Region. Each aircraft will carry current aeronautical maps, charts, airport data, and IFR Approach Plates covering the area which the aircraft might fly over and for airports along the route of flight. This includes en route and potential departure diversions as well as destination alternates. Although a flight is planned as a visual flight rules (VFR) flight, the Canadian government insists that pilots carry IFR publications due to the potential for instrument meteorological conditions (IMC) in the NAT region.
h. Flight Planning Publications and Charts. Aircraft intending to land or anticipating a possible diversion to Narsarsuaq, Greenland will carry either the BGBW Visual Approach Chart depicting the fjord approach or a topographical chart of large enough scale to permit map reading up the fjord. Pilots must have charts in the aircraft at the time of inspection in Moncton. Charts are not for sale at Moncton or at any of the coastal airports in the vicinity of Moncton. It is advisable for pilots who do not have an available source of publication to contact one of the commercial publishers of “Trip Kits” to obtain the necessary publications. Plan flights using current aeronautical charts and the latest Class I and Class II NOTAMs. It is extremely important that the PIC be familiar with the nature of the terrain over which they conduct the flight. If unfamiliar with the terrain, the PIC should consult with officials at the appropriate local aviation field offices before departure. These officials, as well as local pilots and operators, can provide a great deal of useful advice, especially on the ever-changing supply situation at remote locations such as Frobisher Bay, the location and condition of possible emergency landing strips, potential hazards, and en route weather conditions. During preflight planning, the PIC must ensure that required fuel, food, accommodations, and services are available at intermediate stops and at the destination airport.
13-12. MAJOR ROUTES USED BY SHORT-RANGE AIRCRAFT CROSSING THE NAT. The four major routes used by short-range aircraft to cross the NAT are in Figure 11. All except the northern route require the installation of long-range fuel tanks to satisfy the 3 hour reserve fuel requirement. In addition, each of these routes presents its own peculiar set of problems.
a. Northern Route (Moncton to Sept-Isle, Shefferville, Kuujjuaq and Iqualuit). The northern route is the longest route, but has the shortest over-water legs. It does, however, transverse long distances over remote, hostile and unpopulated terrain. This route for relatively short-range aircraft normally follows a route that heads almost due north from Moncton to Sept-Isle, Shefferville, Kuujjuaq, and Iqualuit (formerly known as Frobisher). At Iqualuit, the flight heads eastbound over-water to Greenland. Pilot reports from Kuujjuaq indicate that there are times when fuel is not available at Kuujjuaq, and that living quarters are primitive (if available at all). Once reaching Greenland, the route traverses the icecap, which can mean flying at FL 130 or higher. This presents the potential for cold temperature, icing, and severe weather.
b. Direct Route (Goose Bay, Labrador (CYRR) to Reykjavik, Iceland via Prins Christian Sund, Greenland NDB). The direct route from Goose Bay, Labrador (CYRR) to
Reykjavik, Iceland via Prins Christian Sund, Greenland NDB is one of the best routes with Narsarsuaq a midway alternate, although the NAT storm track can cause problems with wind and weather. This route means potential icing and weather problems over the Davis Straight (between Greenland and Iceland), plus coping with a demanding day only VFR approach.
c. Gander, Newfoundland to Shannon, Ireland. Gander, Newfoundland direct to Shannon, Ireland presents the usual problems of NAT severe weather, plus the significant effect that an unforecasted wind shift can have on a slow aircraft flying a 1,700 NM leg. In addition, the amount of extra fuel used with a 5 knot unanticipated headwind would be significant over such a long range.
d. St. John’s, New Brunswick in Canada to Santa Maria in the Azores. The route from St. John’s, New Brunswick in Canada to Santa Maria in the Azores has the advantages of generally better weather and higher temperatures. The airport at Flores, located 300 NM west of Santa Maria, is a good alternate. The disadvantages are that LORAN-C coverage is not reliable for the whole distance, and wind shifts that have not been forecast, coupled with poor ADF equipment and/or procedures, could mean missing the Azores altogether.
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FIGURE 11. FOUR MAJOR ROUTES USED BY SHORT-RANGE AIRCRAFT TO
CROSS THE NORTH ATLANTIC AC 91-70 09/06/94 FIGURE 11-1. FOUR MAJOR ROUTES USED BY SHORT-RANGE AIRCRAFT CROSSING THE NAT Godthab/Nu Reykjavi Kuu j juac Faeroe Islands Stornow Sopt. Islandi ose Bay
(9) The four major routes used by short-range aircraft to cross the NAT are depicted in Figure 11-1 above. All except the northern route require the installation of long-range fuel tanks to satisfy the 3 hour reserve fuel requirement. In addition, each of these routes presents its own peculiar set of problems.
(a) The northern route is the longest route, but has the shortest overwater legs. It does, however, transverse long distances over remote, hostile, unpopulated terrain. This route for relatively short-range aircraft normally follows a route that heads almost due north from Moncton to Sept-Isle to Shefferville to Kuujjuaq to Iqualuit (formerly known as Frobisher). At Iqualuit, the flight heads eastbound overwater to Greenland.
Pilot reports from Kuujjuaq indicate that there are times when fuel is not available at Kuujjuaq, and that quarters are primitive (if available at all). Once reaching Greenland, the route traverses the icecap, which can mean flying at FL 130 or higher. This presents the potential for cold temperature, icing, and severe weather. Pilots should expect no Loran-C reception; good ADF tracking is essential.
(b) The direct route from Goose Bay, Labrador (CYRR) to Reykjavik, Iceland via Prins Christian Sund, Greenland NDB is one of the best routes with Narssarssuaq a midway alternate, although the NAT storm track can cause problems with wind and weather. This route means potential icing and weather problems over the Davis Straight (between Greenland and Iceland), plus coping with a demanding dayonly VPR approach. Loran-C is unreliable at both ends of this approach, and there is steeply rising terrain on both sides and at the end of the approach.
e. Additional Notes. Since icing is a severe hazard for light aircraft, temperatures should play a significant part in flight planning. June to September is the best time of year for all of the routes. At other times, the St. John's to Santa Maria route is the best choice because it overflies the Gulf Stream. An analysis of the most favored routes by professional ferry companies indicates that the route from Goose Bay direct to Reykjavik is the most popular, with the Par 13-12 Page 155
Page 156 Par 13-12 Santa Maria route being the next in popularity. However, we must emphasize that most light aircraft need to have long-range tanks installed to traverse these routes.
f. Flight Plans. File flight plans for international flights originating in Canada, flights in Europe, and flights entering Canada from overseas in the ICAO format. IFR (ICAO) flight plans are mandatory at or above FL 60 (6,000 feet MSL) in all oceanic CTAs, the Reykjavik FIR and at or above FL 195 in the Sondrestrom FIR (Greenland and off the coast of Greenland).
Although VFR flight under the OCA (5,500 feet MSL and below) is possible, there is little advantage in flying VFR. In fact, the Canadian government predicates their requirements upon the assumption that operators will encounter IMCs at some time during the flight. Therefore, it is prudent to take advantage of the flexibility, winds, safety factor and navigation/communication radio reception of the higher altitudes afforded by an IFR flight.
g. Additional Canadian Inspection Notes. Transport Canada will no longer approve for transatlantic flight an aircraft fitted with a “placarded” ferry tank, where it is obvious that the intent of the placard is to avoid regulatory inspection of the installation, and issue of a Special Airworthiness Certificate for over-gross operation. A permanent waiver of the Canadian transoceanic inspection is available providing a pilot has successfully completed at least two inspections and transoceanic flights. However, a pilot who has received a waiver is still subject to spot checks by any NAT ICAO Provider State.
h. Canadian Customs Procedures. Pilots must land at a Canadian Customs authorized airport of entry (AOE) and must file a flight plan for all trans-border operations. Canadian customs must receive notification in sufficient time to enable designated customs officers to inspect the aircraft.
13-13. ADDITIONAL CONSIDERATIONS.
a. Personal Physical Needs. These include nourishment, body comfort and provisions for biological relief. Canadian departures require certain foodstuffs, but all pilots should familiarize themselves with the caloric content, sugar content, ease of access, digestibility and weight of the food that they intend to use during flight. Foods should be high in calories but low in sugar content. Sweets will provide the body with an immediate energy lift but will dissipate in effectiveness very rapidly and will have a tendency to create thirst. Biological relief is an extremely important factor to consider. Pain can distract a pilot who has overextended his/her human range (HR) to the point where intelligent decision making and physical skills will deteriorate to the point of creating a serious safety hazard. Pilots can increase HR by eating and drinking prudently prior to each leg of the flight. Another consideration is that of body comfort.
Although flights departing Canada require watertight immersion suits, consider this as only one form of protective clothing. The potential need to climb to a high altitude to escape detrimental winds or to fly over the icecap in Greenland demands that the pilot has warm clothing readily available and easily accessible. Glare is also a significant hazard when flying above the clouds or flying over an icecap which indicates that a pair of good sunglasses is
an important consideration. Reduce noise as much as possible as it creates a fatigue factor. If not intending to use a head set for the complete flight, pilots should have a set of ear plugs available.
The last consideration is extremely important if anticipating (as part of the planned flight or as a possible contingency) flight above 10,000 feet. This consideration is for oxygen requirements.
No matter what a pilot’s health status happens to be, prolonged flights above 10,000 feet without oxygen are an invitation to disaster.
b. The Aircraft. Fuel burn and the range of an aircraft are important considerations in the preflight planning stage of any trip, international or domestic, and most pilots will take great care in ensuring that there is adequate fuel for a flight. One consideration, however, that is not quite so evident is oil usage. Domestically, one can make an emergency landing if some indication of excessive oil usage presents itself. On an oceanic flight, the preflight oil level is the maximum oil available for a trip leg unless there is some way to measure oil levels and replenish the oil in-flight.
c. Equipment. Earlier sections in this chapter discuss various equipment requirements, including navigation and communication equipment. It is important, however, to make an additional equipment check: the condition of the magnetic compass, its accuracy, and the extreme variations encountered in various sections of the world.
d. Charts. When making a transoceanic flight, no one type of chart is totally adequate. It is important to know and carry the characteristics of various types of charts. The following are some of these characteristics.
(1) Jeppesen Plotting Charts. These charts have magnetic variation information, but the NAT charts have no radio navigation or topographic information although the Pacific charts do have the radio navigation frequencies. These charts do have up-to-date OCA boundaries, FIR, air defense identification zone (ADIZ), distant early warning identification zone (DEWIZ) and their required reporting points. The scale of these charts is 1:10,000,000 and their size make them convenient for cockpit use.
(2) Defense Mapping Agency’s Global Navigation Chart. These charts indicate variation, topography, ADIZ and the location of VORs and NDBs. They do not have the FIR boundaries shown or the navigation frequencies listed.
(3) Global LORAN-C Charts (GLCC). These charts only contain LORAN-C information for navigation and isogonic lines. They do not depict topography and the OCA information is not necessarily up-to-date.
(4) National Oceanic and Atmospheric Administration (NOAA) Route Charts. The NOAA designs these charts primarily for planners and controllers. Although not particularly useful to pilots, the charts do depict latitude and longitude information and the frequencies of some VORs and NDBs. These charts are particularly useful to pilots planning their first transoceanic flight because they cover a large geographical area and provide an excellent overview of the area they overfly.
(5) Operational Navigation Charts (ONC). These charts are similar to the U.S. World Aeronautical Charts (WAC) and detail topographical features. They are extremely important to Par 13-13 Page 157
Page 158 Par 13-13 pilots planning routes which have long legs over land masses (such as the route from Moncton to Frobisher).
(6) Approach Plates (Jeppesen or NOAA). On trips of the length required for a transoceanic crossing, the potential for having to make an IFR approach is a real possibility.
These plates become a real necessity when one is forced to make an unscheduled landing at an airport with a hazardous NDB approach such as Narsarsuaq, Greenland. It would be nearly impossible, even in an emergency, to try and make an approach to this airport without any guidance. In fact, a note appears on the Jeppesen version of this approach which states, “Caution:
Pilots without a good knowledge of the local topographical and meteorological conditions are advised not to make any attempt to approach through the fjords, unless ceiling at least 4000’ and visibility 800 m.” (2,624.67 feet or approximately 1/2 mile). Do not carry approach plates only for airports of intended landing and alternate airports, but also for every airport along the intended route of flight. Some pilots may prefer Flight Information Publication (FLIP) charts, but be cautious when using these charts: they do not depict every airport for which an instrument approach is available.
e. Weather. Pilots must have knowledge of weather, weather charts and the procedures for accessing weather information. Weather information in the United States is readily accessible and easy to decipher. On transoceanic flights, weather information is often outdated, difficult to obtain, and is in a format unique to the geographical area in which it is reported. Pilots must hone those long-forgotten skills of interpreting charts and making their own prognosis of pending weather. They must also be aware of all of the available sources of weather along the route of flight. Terminal area forecasts (TAF) are similar to the U.S. terminal forecasts and referred to as airport forecasts.
CHAPTER 14. POLAR ROUTES
14-1. INTRODUCTION. Approved polar routes are now available on a full bilateral basis with the Russian authorities. Airlines are operating polar flights daily. Other polar routes may be considered in the future. Much of this operational information is derived from United Airlines and FAA validation on first polar flights.
14-2. RELATED MATERIAL.
• Canada Route Information pages with the discussion of areas of magnetic reliability (AMU).
• China Route Information.
• Russia section of the Far East Route Information.
• Be thoroughly familiar with the section on QFE/meters altimetry in the event of a diversion to an airport in Russia, Mongolia, or the People’s Republic of China (PRC).
• A careful review of the en route charts required for this operation will provide a perspective on the availability of communications and navigation facilities. Note that there are very high frequency (VHF) and high frequency (HF) frequencies for en route communications with air traffic control (ATC) in Russia, Mongolia and Asia.
a. En Route Charts. Most of the charts covering the northern latitudes are oriented east-west. Thus, operation on the polar routes requires several charts at the present time. Polar projection and plotting charts are also available.
b. Class II Navigation. Operations beyond the operational service volume of VHF Omnidirectional Range (VOR), distance measuring equipment (DME), and non-directional radio beacon (NDB) radio facilities require Class II navigation. All Class II navigation procedures apply on the polar routes.
c. Navigational Aids (NAVAID) in Russia and the PRC.
(1) Part-Time NAVAIDs. Some NAVAIDs in Russia and the PRC are charted with an asterisk (*) in the frequency call-out box. This indicates that the NAVAID does not operate full time. If one of these NAVAIDs is required but not operating, ask the controller to have the NAVAID turned on for use.
(a) NDBs. Some NDBs are charted with the identifier underlined. This indicates that you cannot identify (either aurally or by the flight management system (FMS)) the transmitted radio signal unless when using the automatic direction finder (ADF) beat frequency oscillator (BFO) function. If an NDB fails to identify, try using the BFO function. Also, an NDB may identify aurally when the FMS does not identify it. We strongly suggest to not use NDBs for navigation without identifying (either visually on the navigation display (ND) or aurally) them first.
(b) VOR Sampling. When time permits, tune a sampling of VORs en route and monitor their stability and accuracy. Please note those that appear to be undesirable for use.
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(2) Airway Fixes in Russia. Name the several airway fixes in Russia using the four-letter International Civil Aviation Organization (ICAO) identifier for an airport at the fix.
Clarification will be necessary if the controller refers to a fix using the airport name.
d. Transponder Use. On polar routes beyond areas of radar coverage, squawk 2000.
NOTE: The North Pole is in the FMS database and coded NPOLE.
14-3. POLAR COMMUNICATIONS.
a. ATC Communications. There should be no interruptions over the entire route during ATC communications with ATC on VHF, HF, or High Frequency Data Link (HFDL). For effective communications with ATC, use only standard ICAO terminology. Non-standard terminology or jargon will only cause confusion.
b. Canada Communications. Expect routine VHF communications over Canada with the Winnipeg and Edmonton Centers. On initial contact with Edmonton Center, forward request for future step climbs. The Edmonton Center will begin coordinating the altitude requests. As you progress farther north, expect a frequency change to Arctic Radio; first on VHF 126.7 or 126.9, then on HF. Canada has elected to use 123.45 as its VHF air-to-air frequency. Refer to the CA (H/L) 3 & 4 En Route Chart or Jeppesen Polar Orientation Chart 1AP. On polar routes beyond areas of radar coverage, squawk 2000.
c. Military Communications. The Military Aeronautical Communication System (MACS) has a facility in Edmonton (call sign: Edmonton Military) that may answer your call if Trenton Military does not. Their coverage is excellent throughout the polar region. The MACS communicates with military traffic throughout the polar region as well as the Rescue Coordination Center (RCC). The MACS has Selective Call (SELCAL) and phone patch capability, but they do not have aeronautical fix telecommunications network (AFTN) (Teletype) capability, so they cannot pass teletype messages to ATC facilities. Trenton Military has advised that they are happy to help with emergency or irregular operations.
d. Gander Radio Communications. Gander Radio is a general purpose (GP) operator that handles communications with Edmonton Center and Anchorage Center for the northern flight information regions (FIR) all the way to the Russian FIR boundaries. They operate on the ICAO Family “D” HF frequencies: 2971, 4675, 8891 and 11279 as well as on a number of VHF remote sites on 126.7 or 126.9. Arctic Radio’s HF antennas are at Cambridge Bay on the south coast of Victoria Island. The transmitter antenna is a fixed directional antenna with typical coverage beyond the North Pole, east to Iceland and Norway and south to Churchill. On initial contact, obtain the primary and secondary frequencies and a SELCAL check. If unable to contact Gander Radio on HF, attempt contact with Iceland, Cedar Rapids, Stockholm, Houston, Berna, Speedbird or San Francisco Radio. Refer to the Jeppesen Polar Orientation Chart for frequencies.
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• As a standard GP radio service, Gander Radio can pass messages between the aircraft and dispatch. Thus, maintaining communications with ATC through Gander Radio would also satisfy the company communications requirement and serve as an acceptable company communications alternative to data link, SATCOM Voice, and Long Distance Operational Control (LDOC).
• If Gander Radio requests the dispatch AFTN address, it is KCHIUALW. Arctic Radio does not have phone patch capability. If needed, Stockholm, Cedar Rapids, Houston, and San Francisco Radio can provide this service. Arctic Radio has access to current temperature and winds aloft forecast and can pass reports from preceding aircraft.
e. Russian Communications. At approximately 100 NM from the Russian FIR, the crew should call Murmansk or Magadan as appropriate for a clearance to enter Russian airspace. The crew reports its flight number, location, flight level (FL), and the estimated time of arrival (ETA) for crossing the Russian state border (AVERI, DEVID, RAMEL, or ORVIT). This applies to entering Russian airspace for the Far East Routes at LISKI, FRENK, or VALTA.
(1) Changing FL. When there are differences between the FL systems of Russia and adjacent states, the changing of FLs may take place at least 16 NM before crossing the Russian state border, unless otherwise directed by Russian ATC. Anchorage does have an agreement with Russia on the acceptance of the aircraft at the FL system of the U.S. and Canada. In this case, they will change the FL of the aircraft to the metric system.
(2) VHF and HF Communications. When operating beyond the VHF range of Russian ATC facilities, communications with ATC are available on HF. The call sign is in the charted communications call-out box and may include the word “radio.” However, “radio” in the call sign does not imply a GP service as in other parts of the world. In Russia, this indicates HF communications with an ATC controller. Russian ATC HF facilities normally show at least two frequencies; use the higher one during the day and the lower at night. No one may be monitoring the unused frequency. Russian HF stations are not SELCAL capable. Therefore, HF frequencies assigned for ATC require a listening watch. If the Russian HF signal appears to be sufficiently strong but distorted, the transmitter may be in the amplitude modulation (AM) mode. If this is the case, select AM on the radio-tuning panel or request the controller to transmit on upper sideband (USB).
(3) Russian FIR Boundary. It is prudent to establish HF contact with the Russian controlling facility well before the Russian FIR boundary: Murmansk Radio on 8950, 11390, 5694 and 4672 for AVERI and DEVID; Magadan Radio on 11390; or 8837 for RAMEL and ORVIT. If unable to establish contact before the FIR boundary or if communications are difficult, pass a request through San Francisco or Gander Radio to Anchorage Center asking them to pass the FIR boundary position report to the appropriate Control, Magadan or Murmansk. Instructions from San Francisco or Gander Radio to contact Magadan or Murmansk Control indicates transfer of control was successful and expects to continue. Continue attempts to contact the Russian Control on HF until successful. Refer to the Polar Orientation Chart for specific ATC procedures and frequencies for each Polar Route. Controller-Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) are now Par 14-3 Page 161
Page 162 Par 14-3 available with Magadan on Polar 3 and 4. On Russian Far East (RFE) Routes, expect handoffs via VHF.
14-4. POLAR ROUTES.
a. Polar 2. At approximately 63o N., expect a frequency change from Edmonton Center to Gander Radio on 126.7. Leaving VHF range at approximately 80o N., expect to contact Gander Radio on HF. Aircraft equipped with High Frequency Data Link (HFDL) and have operational approval may find this a better medium in some cases. Contact with Murmansk Control on HF 11390 (day) or 4720 (night), well before entering Russian airspace with the FL and an estimate for DEVID intersection. Maintain communications with Gander Radio until in complete contact with Murmansk. Report DEVID intersection (on the Anchorage/Mys Schmidta FIR boundary) to Gander Radio with a request to pass the position report to Anchorage Center.
Expect a handoff to Murmansk Control on HF. Report DEVID intersection to Murmansk Control as well. Expect an ATC route clearance and, if not already received, clearance to a Russian metric cruising level.
b. Polar 3. At approximately 60o N, expect a frequency change from Edmonton Center to Gander Radio on HF. ATC frequency changes include the following:
• Remain with Murmansk Control on HF.
• At TOLIK intersection, expect to contact Khatanga (ha-Tanga) Control on the charted VHF frequency (128.0) to KEMIT intersection.
• At KEMIT, expect to contact Norilsk Control on the charted frequency (132.5).
Expect routine frequency handoffs to charted VHF frequencies from this point on.
c. Polar 4. Contact Magadan Control while maintaining communications with Gander Radio on HF 11390 well before entering Russian airspace with the FL and an estimate for RAMEL at the Anchorage/Mys Schmidta FIR boundary. Frequency 8480 may be available.
d. RAMEL Position Report. Report RAMEL to Arctic Radio with a request to pass the position report to Anchorage Center. Expect a handoff to Magadan Control on HF. Expect an ATC route clearance and, if not already received, clearance to a Russian metric cruising level.
(1) Requesting Clearance to Enter Russian Airspace. Expect ATC frequency changes from Magadan Control on CPDLC and HF. Approximately 200 NM north of Tiksi, contact Tiksi Control on VHF 133.3 and request clearance to enter Russian airspace. This frequency is not charted.
(2) Instructions and Frequencies. Expect instructions to report TIGLA. TIGLA is an unpublished intersection on G491 at N74o18.1 E131o56.2, north of ASLAR. Make subsequent frequency changes as assigned. Most subsequent ATC VHF frequencies are charted.
e. Russia Mongolia FIR Boundary. Working Chita Control, call ahead to Onan Control on 128.0 approximately 15 minutes before SOLOK. Frequency 128.0 is a temporary frequency and un-published. If unable on this frequency, call Ulaanbaatar Control on the charted VHF
frequency. If unable on VHF, attempt contact on charted HF frequencies and continue attempts on VHF. Pass the present cruising FL and the estimate for SOLOK. From Onan or Ulaanbaatar Control, anticipate a handoff to Shand Control. When established with Shand Control and operating from the SB NDB to the DN NDB, request a radar vector to join airway A575 southeast of DN, thus minimizing the large change of direction at DN. Also, request a change of altitude from Shand Control from a Mongolian westerly standard cruising level to a PRC easterly standard cruising level. Refer to the Cruising Levels tables on the EA (H/L)8 En Route Chart.
Because of the high volume of traffic on A575, it is important to establish the aircraft at the correct cruising level before joining the airway.
14-5. CPDLC.
a. Magadan, Russia. Logon with Magadan (GDXB) 15 to 45 minutes prior to the boundary for CPDLC and ADS operations.
b. Ulaanbaatar, Mongolia. Attempt logon with Ulaanbaatar (ZMUB) before entering the Ulaanbaatar FIR for CPDLC demonstration purposes only. Do not accept any ATC clearance via CPDLC from Ulaanbaatar. Confirm by voice any clearance received via CPDLC.
14-6. COMPANY COMMUNICATIONS.
a. SATCOM Voice. SATCOM Voice should be available south of 80o N. on both sides of the North Pole. Primary Company communications in these areas are via Aircraft Communications Addressing and Reporting System (ACARS) data link with SATCOM Voice also available.
b. LDOC. Depending on HF signal propagation characteristics, LDOC communications may be available during the entire flight including polar areas. North of approximately 80o N. on both sides of the pole, LDOC is the only means of Company communications. SATCOM Voice is not available. On initial call to an LDOC station, advise the flight’s approximate latitude and longitude. Once you have established communications, obtain the optimum frequencies and a SELCAL check. Send a message to dispatch advising the monitored LDOC station. Generally, ARINC LDOC frequencies are not actively monitored unless the flightcrew requests a call. To establish LDOC communications with an Aeronautical Radio, Inc. (ARINC) station (San Francisco or New York), call on a GP frequency and request an LDOC frequency.
• Northbound, contact an LDOC station, such as Cedar Rapids, San Francisco or New York Radio.
• Northbound at 80o N., this operation may require a frequency change or contact with another LDOC station. Consider San Francisco, Stockholm Radio, Berna, and Speedbird London.
c. Air-to-Air Frequency in Canada. In Canadian northern domestic airspace, VHF frequency 123.45 is available for communicating operational information between aircraft. Refer to the CA (H/L) 10 En Route Chart.
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