approval due to the lack of adequate or suitable airports within 60 minutes of the operator’s route. The RFE is an area east of Khabarovsk to Anadyr on the Bering Sea. The lack of airports in the RFE and the polar region may require an ETOPS dispatch. Russian and U.S. authorities require approval for ETOPS. Advisory Circular (AC) 120-42, current edition, provides additional information.
l. Local Navigator Assistance. Navigation within Russia and the CIS is the responsibility of the pilot in command (PIC). Flights operating off of established international routes, or on the domestic route system, usually do not receive permission unless a local navigator is aboard. In unique situations, they will also require a radio operator. With the improvements in communications, the navigator now normally accomplishes this requirement. Flights to or from domestic airports sometime require the assistance of a navigator. Although Russia or the CIS may require navigators, they are not required flightcrew members under Title 14 of the Code of Federal Regulations (14 CFR) and are not responsible for the conduct of the flight. The navigator’s purpose is to assist in cross-checking course information en route and to assist in cross-checking information on terminal arrivals, departures and IAPs. U.S. operators must have FAA approval to carry Russian or CIS navigators/radio operators. You should also consider the following information when evaluating these requirements:
• Due to the lack of informational and technical data pertaining to operations in the domestic systems needed to meet requirements of parts 121 and 135, it may not be possible for operators to conduct operations at most Russian and CIS domestic airports.
• Navigators are to use a cockpit jumpseat, which may preclude a FAA inspector from accomplishing a required en route inspection or a validation test on a particular flight or series of flights.
• Some charts for the domestic system may not be available in English.
• The MCA charges a substantial fee for the use of navigators and we expect that other states will do the same.
m. Area of Magnetic Unreliability (AMU). Depending on the latitude of the routes flown, you may conduct operations within the AMU. An AMU in Russia is not formally defined.
However, recognizing that nearly the same effects of magnetic unreliability exist in the Russian far north as in Canada, consider the area north of 74° N. on polar routes in Russian airspace the AMU. Airways in northern Russia, south of 74° N. are referenced to magnetic north.
n. Aeronautical Weather Data and NOTAMs. Aeronautical weather data and NOTAMs should be available in standard ICAO formats through normal channels for all international airports within Russia and the CIS. While this data is also available for all domestic airports, it is not always in English or in the ICAO format.
o. Altimetry. A complete understanding of the altimetry system settings is very important when flying in Russia or the CIS. The altimetry definitions are as follows:
Page 172 Par 15-2
(1) QNH. An altimeter setting equivalent to the barometric pressure measured at an airport altimeter datum and corrected to sea level pressure. At the airport altimeter datum, an altimeter set to QNH indicates airport elevation. Altimeters are set to QNH while operating at and below the transition altitude and below the transition level.
(2) QNE. An altimeter setting equivalent to International Standard Atmosphere (ISA) sea level pressure, 1013.2 hPa or 29.92 inches of mercury. Altimeters are set to QNE while operating at and above the transition level.
(3) QFE. An altimeter setting equivalent to the barometric pressure measured at an airport altimeter datum, usually the approach end of the runway in use. At the airport altimeter datum, an altimeter set to QFE indicates zero altitude.
p. Terminal IAPs. These procedures at international airports within Russia and the CIS are conventional and should not be confusing to foreign operators. Arrival and departure procedures are similar to U.S. STARs and SIDs. Operators do not normally use radar vectoring during normal operations. They use radar normally as a surveillance tool so flightcrew members should expect to fly the full-charted procedures published in the AIP or Jeppesen charts. Flight crewmembers should be aware of the use of atmospheric pressure at airport elevation (QFE) and that transition levels vary from one sector to another. Flight crewmembers require training to use the QFE or QNH procedures with the conversion tables as they will receive all clearances based on QFE below the transition level. IAPs are standard (ILS, VOR and NDB). Due to a lack of vectoring, operators normally fly full approaches (requiring a course reversal). Precision radar approaches are also available in Russia and the CIS. Terminal IAPs at some domestic airports are not in English and are not available to foreign aircraft. Operators must obtain the necessary data and comply with the appropriate CFR concerning routes, airports, weather and communication.
Local navigators, required for foreign aircraft operators within the domestic system, will carry en route, terminal area and instrument approach charts for use within the domestic system. You may obtain STARs, SIDs, en route, terminal, and standard instrument approach (SIA) charts in English from commercial sources and the flightcrew will utilize them during all operations.
q. Training Programs. To adequately address the unique environment of the Russian and CIS airspace, it requires revisions to air carrier training programs and/or international procedures training for flightcrew members prior to the issuance of OpSpecs. All airports in Russia are special qualification airports unless listed as exception airports in Advisory Circular AC 120-45, Airplane Flight Training Device Qualification, current edition. Appropriate information contained in the AIP relative to the country where the operators conduct operations should be in air carrier training programs. Give careful consideration to training programs in the following areas:
(1) Communication Procedures. Include procedures to ensure communications are available between the aircraft and dispatch center.
(2) In-Flight Weather Updates. Flight crewmembers will require training on how to update en route and terminal area forecasts (TAF).
Par 15-2 Page 173
Page 174 Par 15-2
(3) Metric Conversions. Flight crewmembers will require training in procedures to convert to or from the metric system.
(4) Navigation Procedures. Depending on the geographic area of operations and navigation equipment used, flightcrew members may require additional training on unique navigation systems and procedures.
(5) Emergency Procedures. These procedures will require special attention due to airspace restrictions, limited alternate airports in certain locations, limited knowledge of domestic airports, limitations in the ability of the traffic controller’s ability to speak English and in-flight emergency procedures within Russia and the CIS.
r. Flight Approval. According to both the Russian AIP and the International Flight Information Manual (IFIM), an operator must receive written approval from MCA-Moscow before initiating a flight which will enter Russian airspace. Operators will not request flight approval through any regional ministry or Aeroflot office. Do not consider any approval granted by a regional office sufficient unless accompanied by approval from MCA-Moscow. Aircraft operators intending to utilize standard air corridors and international airports in Russia should submit their request via telex directly to the MCA for Russian operations far enough in advance so as to reach the ministry at least 5 working days (3 weeks suggested) before departure.
MCA–Russia Telegraphic Address:
International Department State Civil Aviation Authority Leningradsky Prospect 37 Moscow Telex: 411182 AFL SU Telegraphic Address:
Central Department of Operational Services Telex: 412303 CDS SU ATTN: UUUUYAYW (Central Dispatch) and UUUFYAY SITA: MOWZGYA and MOWYAYA
(1) Non-Standard Routings. Submit operator requests to use non-standard routings and/or land at airports normally serving domestic traffic through the Economic Section of the U.S. Embassy in Moscow, APO NY, 09862 (Telegraphic address: American Embassy Moscow, Telex: 413160 USGSO SU). Information included in the telex is in the AIP and IFIM. Recent operator experience indicates that the communication infrastructure may preclude receiving this authority in a timely manner. Personal presentations, including objectives and justification, may be more effective.
(2) Other Countries. For other CIS countries, use the same procedure if a MCA exists.
We recommend you to contact the embassy of the state in question to obtain the status of their civil aviation control.
s. Validation Flight Requirements. Gaining approval to operate within Russian airspace requires FAA validation flights for U.S. operators. Acquiring significant expansion in service or operating area within the CIS requires validation flights for operators. Some examples of situations requiring validation flights include the following:
• An operator previously serving in the western Russian airspace desires to operate in remote regions.
• An operator that has not operated within Russia or the CIS within the past 6 months.
• Any other situation that the Federal Aviation Administration (FAA) determines is necessary to ensure a safe operation.
• You may conduct validation flights with revenue passengers or cargo aboard, unless special situations dictate otherwise. Consider the following items during validation flights:
• Flight approval.
• Adequacy of special airport qualification procedures (14 CFR part 121, § 121.445) as revised.
• Flight planning and flight release/dispatch procedures, when applicable.
• Contingency planning—emergency/alternate airports for takeoff, en route and destination.
• Communications with Russia or the CIS (e.g., telex, ATTN, and SITA).
• Weather and NOTAM availability within Russia/CIS.
• Fueling and cargo loading procedure.
Par 15-2 Page 175 (and 176)
Appendix 1 APPENDIX 1. GLOSSARY OF ACRONYMS/ABBREVIATIONS 14 CFR Title 14 of the Code of Federal Regulations AC Advisory Circular ACA Arctic Control Area ACARS Aircraft Communication Addressing and Reporting System ACAS Airborne Collision Avoidance System (same as TCAS) ACC Area Control Center ADF Automatic Direction Finder ADIRU Air Data Inertial Reference Unit ADS Automatic Dependent Surveillance ADS-C Automatic Dependent Surveillance-Contract AFM Aircraft Flight Manual AFTN Aeronautical Fixed Telecommunications Network AIFSS Aviation International Flight Service Station AIM Aeronautical Information Manual AIP Aeronautical Information Publication AIREP Aircraft Reports AIS Aeronautical Information Services AMSS Aeronautical Mobile Satellite Service AMU Area of Magnetic Unreliability AMVER Automated Merchant Vessel Report ANP Air Navigation Plan AOC Airline Operational Control APU Auxillary Power Unit ARINC Aeronautical Radio, Inc.
ARTCC Air Route Traffic Control Center ATA Actual Time of Arrival ATC Air Traffic Control ATC uplinks Messages sent by the controller to the pilots.
ATC downlinks Messages sent by the pilots to the controller.
ATCC Air Traffic Control Center ATM Air Traffic Management ATS Air Traffic Service BFO Beat Frequency Oscillator BITE Built-In Test Equipment BRG Bearing CAA Civil Aviation Authority CAR-SAM Caribbean–South America (ICAO term) CB Cumulonimbus Clouds CDU Control Display Unit CENPAC Central Pacific Page 1
Appendix 1 CEP Central East Pacific CFP Computer Flight Plan CHDO Certificate-Holding District Office CIS Commonwealth of Independent States CMA Central Monitoring Agency CNS/ATM Communications, Navigation and Surveillance/Air Traffic Management CPDLC Controller-Pilot Data Link Communications CTA Control Area CU Cumulus Clouds DARP Dynamic Airborne Route Planning DCPC Direct Controller Pilot Communications DEWIZ Distant Early Warning Identification Zone DME Distance Measuring Equipment DOI Department of Interior DR Dead Reckoning EFIS Electronic Flight Instrument System EICAS Engine Indicating and Crew Alerting System ELT Emergency Locator Transmitter ETA Estimated Time of Arrival ER-OPS Extended Range–Operations ETOPS Extended Operations ETP Equal Time Point EUR/NAT Europe and North Atlantic FAF Final Approach Fix FANS Future Air Navigation System FBO Fixed Base Operator FCC Federal Communications Commission FD Flight Director FDE Fault Detection and Exclusion FIP Flight Inspection and Procedures FIR Flight Information Region FL Flight Level FMC Flight Management Computer FMS Flight Management System FOM Flight Operations Manual FSIMS Flight Standards Information Management System FSDO Flight Standards District Office FSNFO Flight Standards National Field Office FSS Flight Service Station FTE Flight Technical Error FTR Flexible Track Route FTS Flexible Track System GLCC Global LORAN-C Charts Page 2
Appendix 1 GMT Greenwich Mean Time GNE Gross Navigation Error GNSS Global Navigation Satellite System GP General Purpose GPS Global Positioning System GPWS Ground Proximity Warning System HEDA Helicopter En Route Descent Area HFDL High Frequency Data Link HDG Heading HF High Frequency hPa Hectopascals HR Human Range IAP Instrument Approach Procedure IATA International Air Transport Association ICAO International Civil Aviation Organization IFIM International Flight Information Manual IFR Instrument Flight Rules IGA International General Aviation ILS Instrument Landing System IMC Instrument Meteorological Conditions IN International Notice to Airmen INS Inertial Navigation System ISA International Standard Atmosphere ISARP International Standards and Recommended Practices ITCZ Intertropical Convergence Zone JAA Joint Aviation Authority LAA Lowest Authorized Altitude LDOC Long Distance Operational Control LRCS Long-Range Communication System LRNP Long-Range Navigation Program IRS Inertial Reference System IRU Inertial Reference Unit km Kilometer LNAV Lateral Navigation LOA Letter of Authorization LRNS Long-Range Navigation System MACS Military Aviation Communication System MCA Ministry of Civil Aviation MDA Minimum Descent Altitude MEA Minimum En Route Altitude MEL Minimum Equipment List MET Meteorology Information MMEL Master Minimum Equipment List MMS Mineral Management Service Page 3
Appendix 1 MNPS Minimum Navigation Performance Specifications MNPS OPS Minimum Navigation Performance Specifications Operations MOA Memorandum of Agreenment MORA Minimum Off-Route Altitude MSL Mean Sea Level MSpecs Management Specifications MTR Military Training Routes NAM North American NAS National Airspace System NAT North Atlantic NAT OTS North Atlantic Organized Track System NAT SPG North Atlantic Systems Planning Group NAV Navigation Nav Specs Navigation Specifications NCA Northern Control Area ND Navigation Display NDB Non-Directional Beacon NFDC National Flight Data Center NM Nautical Miles NOAA National Oceanic and Atmospheric Administration NOF NOTAM offices NOPAC North Pacific NOTAM Notice to Airmen NPOLE North Pole NWS National Weather Service OADR Oceanic Altitude Deviation Reports OAT Outside Air Temperature OCA Oceanic Control Area OCD Oceanic Clearance Delivery OCEAN21 Oceanic Flight Data Processor OESB Oceanic Errors Safety Bulletin OpSpecs Operations Specification
OSAP Offshore Standard Approach Procedure OTS Organized Track System PACOTS Pacific Oceanic Track System PMI Principal Maintenance Inspector PNF Pilot-Not-Flying POC Point of Contact POI Principal Operations Inspector POS Position PANS-ABC ICAO abbreviations and codes Page 4
Appendix 1 PANS-ATM Procedures of Air Navigation Services-Air Traffic Management PBN Performance-based Navigation PPO Prior Permission Only PRC People’s Republic of China RA Resolute Advisory RAIM Receiver Autonomous Integrity Monitoring RCC Rescue Coordination Center REF Reference RNAV Area Navigation RNP Required Navigation Performance RNP-4 Required Navigation Performance 4 RNP-10 Required Navigation Performance 10 RTA Required Time of Arrival RVSM Reduced Vertical Separation Minimum RWY Runway SAO Special Areas of Operations SAR Search and Rescue SARP Standards and Recommended Practices (ICAO) SAT Static Air Temperature SATCOM Satellite Communication SATCOM Voice Satellite Voice Communication SC Stratocumulus Clouds SCA Southern Control Area SELCAL Selective Calling SIA Standard Instrument Approach SID Standard Instrument Departure SIGMET Significant Meteorological Information SITA Societe International de Télécommunications Aeronautiques SLOP Strategic Lateral Offset Procedure S-LRNS Single Long-Range Navigation System SLRCS Single Long Range Communication System SMO System Management Office SOP Standard Operating Procedures SSB Single Sideband SSR Secondary Surveillance Radar STAR Standard Terminal Arrival Route SUPPS Regional Supplementary Procedures TAF Terminal Area Forecast TAS True Airspeed TCAS Traffic Alert and Collision Avoidance System TDM Track Definition Message TKE Track Angle Error Page 5
Appendix 1 TMI Track Message Identifier TOD Top of Descent TSA Transportation Security Administration TSO Technical Standard Order UHF Ultrahigh Frequency UPR User Preferred Routes USB Upper Sideband USNOF United States NOTAM Office UTA Upper Control Area UTC Universal Time Coordinated VDP Visual Descent Point VFR Visual Flight Rules VHF Very High Frequency VLF Very Low Frequency VMC Visual Meteorological Conditions VOLMET Meteorological Information For Aircraft In Flight VOR/DME VHF Omnidirectional Range/Distance Measuring Equipment WAC World Aeronautical Charts WAH When Able Higher WATRS West Atlantic Route System XTK Cross-Track Error
Appendix 2 APPENDIX 2. SAMPLE OCEANIC CHECKLIST
1. SAMPLE OCEANIC CHECKLIST NOTE: International Civil Aviation Organization (ICAO) North Atlantic Working Groups composed of industry, air traffic control (ATC) and state regulators have created this checklist. For reference only, it does not replace an operator’s oceanic checklist. We encourage operators without an oceanic checklist to use this sample and tailor it to their specific needs and approvals.
This checklist focuses on an orderly flow and ways to reduce oceanic errors.
Operators should also review the attached expanded checklist. Use the Oceanic Errors Safety Bulletin (OESB) with this checklist. You can find the OESB at www.nat-pco.org.
FLIGHT PLANNING
• Plotting Chart – plot route from coast out to coast in
• Equal Time Points (ETP) – plot
• Track message (current copy available for all crossings)
• Note nearest tracks on plotting chart
• Review possible navigation aids for accuracy check prior to coast out
PREFLIGHT
• Master Clock for all estimated times of arrival (ETA)/actual times of arrival (ATA)
• Maintenance Log – check for any navigation/ communication/surveillance or Reduced Vertical Separation Minimum (RVSM) issues
• RVSM
• Altimeter checks (tolerance)
• Wind shear or turbulence forecast
• Computer Flight Plan (CFP) vs. ICAO Flight Plan (check routing, fuel load, times, groundspeeds)
• Dual Long-Range NAV System (LRNS) for remote oceanic operations
• High frequency (HF) check (including Selective Call (SELCAL))
• Confirm Present Position coordinates (best source)
• Master CFP (symbols: O, V, \, X)
• LRNS programming
• Check navigation database currency and software version
• Independent verification
• Check expanded coordinates of waypoints
• Track and distance check (+ 2 o and + 2 nautical miles (NM))
• Upload winds, if applicable.
• Groundspeed check
TAXI AND PRIOR TO
TAKE-OFF
• Groundspeed check
• Present Position check
CLIMB OUT
• Transition altitude – set altimeters to 29.92 in (1013.2 hPa) Page 1