• For wake turbulence purposes, pilots are also to fly one of the three positions in the second bullet above and never offset to the left of the CL nor offset more than 2 NM right of CL, appropriate to any given situation and have the final authority and responsibility for the safe operation of the aircraft. You may use air-to-air frequency 123.45 to coordinate the best wake turbulence offset option.
NOTE: The FAA recognizes that the pilot will use his/her judgment to determine the action most appropriate to any given situation and has the final authority and responsibility for the safe operation of the aircraft. You may use air-to-air frequency 123.45 to coordinate the best wake turbulence offset option.
• Pilots may apply an offset outbound at the oceanic entry point, but must return to CL at the oceanic exit point.
• Aircraft transiting radar-controlled airspace (e.g., Bermuda) may remain on their established offset positions.
• This procedure does not require ATC clearance and it is not necessary to advise ATC.
• Base voice position reports on the current ATC clearance and not the offset positions.
3-10. OCEANIC EMERGENCY PROCEDURES.
a. Introduction. When conducting flights, especially extended flights outside the United States and its territories, crews should give full consideration to the quality and availability of air navigation services in the airspace used. Operators should obtain as much information as possible concerning the location and range of NAVAIDs and availability of SAR services.
Annex 12 to the Convention contains SAR International Standards and Recommended Practices (ISARP). Each ICAO region has published air navigation plans that include the facilities, services, and procedures required for international air navigation within that particular region.
b. Pilot Procedures. Any pilot who experiences an emergency (alert, distress, or uncertainty) during flight should take these steps to obtain assistance:
• If equipped with a radar beacon transponder and unable to establish voice communication with ATC, switch to Mode A/3 and Code 7700. If a crash is imminent and the aircraft has an ELT equipped, activate the emergency signal if possible.
• Transmit as much of the following message as possible on the appropriate air-ground frequency, preferably in the order shown below:
• “Mayday, mayday, mayday” for distress, “pan, pan, pan” for other types of emergency.
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• Who – name of station addressed, circumstances permitting.
• What – nature of the distress or emergency condition, intentions of the person in command.
• Where – present position, FL, altitude, and any other useful information.
c. Aircraft in Distress. The most important parts of the message are who, what, and where. If you receive no response on the air-ground frequency, repeat the message on 121.5 MHz. Other useful distress frequencies are 2182 or 4125 kHz. An aircraft in distress may use any available means through communications and signaling to alert ATC and other aircraft.
d. Two-Way Communication Failure. The FAA expects pilots of flights that experience two-way communication failure to follow the applicable airspace procedures. Initially, the pilot should squawk 7600 on the transponder for loss of communications. Subsequently, you determine that an emergency condition exists, change to 7700.
e. ICAO Doc. 4444 (PANS-ATM) Procedures for In-flight Contingencies in Oceanic Airspace. Although you cannot cover all possible contingencies, the procedures in the PANS-ATM 15.2.2 and 15.2.3 provide for the more frequent cases such as:
• Inability to maintain assigned FL due to meteorological conditions.
• Aircraft performance or pressurization failure.
• En route diversion across the prevailing traffic flow.
• Loss of, or significant reduction in, the required navigation capability when operating in airspace where the navigation performance accuracy is a prerequisite to the safe conduct of flight operations.
f. Applicable Procedures for Rapid Descent and/or Turn-back or Diversion. With regard to 15.2.1.1a) and b), the procedures listed above in subparagraph 3-10e are applicable primarily when rapid descent and/or turn-back or diversion is required. The pilot’s judgement will determine the sequence of actions to take, having regard to the prevailing circumstances.
ATC will render all possible assistance.
(1) General Procedures. If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an aircraft is unable to maintain the navigation performance accuracy specified for the airspace, obtain a revised clearance, whenever possible, prior to initiating any action. Use the radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN PAN), preferably spoken three times, as appropriate. The intentions of the operator and the overall air traffic situation will determine subsequent ATC action with respect to that aircraft.
(2) Obtaining Prior Clearance. Use the following procedures if you cannot obtain prior clearance. Obtain an ATC clearance at the earliest possible time and, until receiving a revised clearance, the pilot will leave the assigned route or track by initially turning 45° to the Par 3-10 Page 41
right or to the left. When possible, determine the direction of the turn from the position of the aircraft relative to any organized route or track system. Other factors that may affect the direction of the turn are:
• The direction to an alternate airport and en route terrain clearance;
• Any lateral offset flown; and
• The FLs allocated on adjacent routes or tracks.
NOTE: Crews should also consider sensitive airspace, NOTAMs, and low-altitude weather, all of which can affect safety of flight en route to a diversion airport.
(a) Procedures Following a Turn. Following the turn, the pilot should:
• If unable to maintain the assigned flight level, initially minimize the rate of descent to the extent that is operationally feasible;
• Take account of other aircraft that are laterally offset from their track;
• Acquire and maintain, in either direction, a track laterally separated by 28 km (15 NM) from the assigned route; and
• When 10 miles offset, start climb or descent to select a FL which differs from those normally used by 150 m (500 ft).
• Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, FL, position (including the ATS route designator or the track code, as appropriate), and intentions on the frequency in use and on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz);
• Maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped);
• Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
• Keep the Secondary Surveillance Radar (SSR) transponder on at all times;
and
• Take action as necessary to ensure the safety of the aircraft.
(b) Leaving an Assigned Track. When leaving the assigned track to acquire and maintain the track laterally separated by 28 km (15 NM), the flightcrew, should, where practicable, avoid over-shooting, particularly in airspace where you apply a 55.5 km (30 NM) lateral separation minimum.
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g. ETOPS. If an aircraft employs the contingency procedures as a result of an engine shutdown or failure of any critical system, the pilot must advise ATC as soon as practicable, reminding ATC of the type of aircraft involved, and request expeditious handling.
h. SAR. SAR is a life-saving service provided by many governments assisted by aviation and other organizations. This service provides search, survival aid, and rescue of personnel of missing or crashed aircraft. Before departure, a pilot should file a flight plan and itinerary and communicate that information to an appropriate authority at the departure point. Search efforts are often wasted, and rescue is delayed, because a pilot departs without informing anyone of the flight plan. To protect all personnel on the aircraft, follow these steps:
• File a flight plan with the appropriate authority.
• Close the flight plan with the appropriate authority immediately upon landing.
• If the flight lands somewhere other than the intended destination, report the landing immediately to the appropriate authority.
• If an en route landing is delayed for more than 30 minutes (for turbojets), notify the appropriate authority.
• Failure to close a flight plan within 30 minutes of landing may initiate a search.
i. Crashed Aircraft. If a crashed aircraft is observed, and it is marked with a yellow cross, it has been reported and identified. If the site is not marked with a yellow cross, determine, if possible, the type and number of aircraft and whether there is evidence of survivors. Fix the location of the crash as accurately as possible and transmit the information to the nearest appropriate communication facility. If possible, orbit the scene to guide other assisting aircraft until relieved by another aircraft. Immediately after landing, make a full report to the appropriate authority.
j. Crash Landing Survival and Rescue. To enhance the chances of survival and rescue in the event of a crash landing, it is important to carry survival equipment suitable for the geographic area. If a forced landing occurs at sea, the crew’s proficiency in emergency procedures and the effectiveness of water survival equipment onboard the aircraft govern survival chances. In the event that requires an emergency water landing, the crew should contact the Coast Guard and request Automated Merchant Vessel Rescue (AMVER) system information.
Within minutes the crew will receive the name and location of every merchant vessel within 100 miles of the aircraft’s reported position. The speed of rescue on land or at sea depends upon your accuracy in determining the position. If you follow the flight plan and the position is on course, it will expedite rescue. Unless there is good reason to believe that search aircraft cannot locate the crash site, it is best to remain near the aircraft and prepare to signal when search aircraft approach.
k. Ditching and Evacuation. When ditching is imminent, the first step is to communicate with oceanic control and the passengers. The PIC should initiate the distress call to the appropriate agency per ATC instructions or as indicated in the IFIM. When contacting oceanic Par 3-10 Page 43
Page 44 Par 3-10 control, give the following information: aircraft identification and type; position; time; altitude;
groundspeed; true course; fuel remaining (quantity or time); a description of the emergency;
pilot’s intentions; number of occupants; and the assistance desired. Oceanic control will report the situation to the Coast Guard. The Coast Guard activates the AMVER system, sending a seagoing vessel to the area.
(1) International Procedures. A Coast Guard station or a nearby ship can furnish information on the surface wind, recommended ditching heading, and sea conditions in the event of a ditching. The pilot in range of a ship should ditch in close proximity to the vessel, which will stand by to pick up passengers and assist in any other way.
(2) Preparation of Passengers and Crew. Prepare the passengers prior to ditching to put on life vests, fasten seatbelts, assume impact position, and stow loose articles. Then, brief the passengers on life vest inflation and evacuation of the aircraft. Crewmembers should make an inspection to ensure the passengers are properly wearing the life jackets. Personnel should be paired off in preparation for evacuation. To avoid injury, passengers must remain in their seats during the ditching and must brace themselves to meet at least two impacts in the manner instructed by the flightcrew. Operators must ensure to prepare the cabin crew to handle procedures such as evacuation, the use of life rafts, rescue signaling, and methods of survival.
3-11. COMMUNICATION, NAVIGATION, SURVEILLANCE, AND AIR TRAFFIC MANAGEMENT (CNS/ATM) TECHNOLOGY. CNS/ATM technology has been in development for the past 15 years or more. It is now in use in the Asia/Pacific and North Atlantic/European regions, though in some places on a trial basis. ICAO is in the process of developing procedures and an implementation strategy for the Caribbean/South American (CAR/SAM) region.
FIGURE 1. DATA LINK DIAGRAM
We have provided a description of CNS/ATM so that you will have an understanding of what will be the future.
CNS/ATM = Communication/Navigation Surveillance/Air Traffic Management Communication
• Airline Operational Control (AOC) – AOC data link.
• Air traffic control (ATC) – ATC data link.
• Satellite Communication (SATCOM) Voice.
Navigation
• Integrated global positioning system (GPS) position and time reference.
• Required Navigation Performance (RNP) function.
Surveillance
• Automatic Dependent Surveillance (ADS).
• Required Time of Arrival (RTA).
• Communication philosophy.
a. Voice and Data Link. Voice and data link are complimentary modes of communication. Pilots should select the most appropriate mode for each situation. Data link is designed for routine messages including ATC clearances, position reports, and flight plans. In non-routine circumstances when safety or complexities are factors, voice may be the mode of preference. Flightcrew responsibilities are identical using either voice or data link. The pilot communicating is responsible for all communication-related duties. The Controller-Pilot Data Link Communications (CPDLC) application is a means of dialogue between controller and Par 3-11 Page 45
Page 46 Par 3-11 flightcrew, using data link instead of voice ATC communications. It includes a set of message elements, which correspond to existing phraseology employed by current ATC procedures.
b. FANS 1/A System. The FANS 1/A system provides enhanced Communication, Navigation, and Surveillance (CNS) capabilities for airspace users and ATS providers. However, there are many interrelated issues that have an effect on availability of benefits. End-to-end system performance, regional airspace differences, airspace procedures, and availability of ground equipment all have an effect. In the early days of FANS operations, end-to-end system performance was the dominant factor affecting availability of benefits. Many of the developed processes and procedures improved and stabilized system performance. As a result, airlines are using a new procedure in the South Pacific called Dynamic Airborne Route Planning (DARP). It provides monetary and efficiency benefits. New procedures called User Preferred Routings will enable qualified airlines to flight plan routes based on airline-specific parameters.
c. ATC Communication Between a Pilot and Controller.
• Clearances.
• ATC reports.
• FMC loadable clearances and routes.
• FMC-AOC communication between a pilot and controller.
• FMC loadable wind data.
• FMC loadable routes.
• Position reports.
d. General—AOC Communication Between a Pilot and Company.
• Aircraft Communications Addressing and Reporting System (ACARS) (Airline specific).
• Weather.
• Gate.
• Fault reporting.
e. Benefits. The FANS 1/A system provides enhanced CNS capabilities.
3-12. MONITORING OF PERFORMANCE-BASED NAVIGATION (PBN) AND COMMUNICATION.
a. The Monitoring Process. To ensure compliance with oceanic navigation requirements
(e.g., MNPS, RNAV or RNP), states need to establish procedures for the systematic or periodic monitoring of the navigation performance actually achieved. The FAA requires close cooperation between flightcrews, operators, and aviation authorities to ensure recognition and correction of unsatisfactory performance. Incident reporting procedures that encourage cooperation by the flightcrew members involved are essential to safe operations. The event of a significant deterioration in navigation performance, whether it’s a random excursion by the operator or the result of an equipment system’s unacceptable performance level, requires corrective action.
NOTE: State regulators and industry routinely scrutinize GNEs, altitude deviations, erosion of longitudinal separation, and non-approved operations in SAOs. The reduction of separation standards in oceanic areas requires special attention to navigation, altitude, and time to help mitigate the risk of lateral overlap or operational errors.
b. Monitoring Process Actions. Because of the large variety of circumstances existing in the relationships between states and their operators engaged in oceanic operations, we do not expect that all states will make maximum effort to comply with the responsibilities resulting from the application of special use airspace restrictions (such as MNPS) while keeping administrative arrangements within reasonable limits.
• Monitoring of the operator’s navigation performance in cooperation with the flightcrew.
• Monitoring of the operator by the state having jurisdiction over that operator to ensure that they apply adequate provisions while conducting authorized flight operation.
• Monitoring of actual navigation performance during normal flight operations by means of radar used by the ATC units of states providing service in the region.
• Monitoring can also be done on the basis of position reporting.
c. Monitoring by the Operators. Carry out post-flight monitoring and analysis for two important reasons: it facilitates the investigation of any reported GNE and assists in identifying any deterioration in equipment performance.
(1) Record Documentation. Decisions regarding monitoring of an aircraft’s navigation performance are largely the prerogative of individual operators. In deciding what records to keep, airlines should consider the stringent requirements associated with special use airspaces such as MNPS. Investigating all errors of 20 NM or greater in MNPS airspace is a requirement for airlines. Whether radar or the flightcrew observes these deviations, it is imperative to determine and eliminate the cause of the deviation. Therefore, operators should keep complete flight records so that they can make an analysis. The retention of these documents must include the original and any amended clearances.
(2) Documentation Requirements. Operators should review their documentation to ensure that it provides all the information required to reconstruct the flight. These records also satisfy the ICAO standard of keeping a journal. Specific requirements could include, but do not only apply to, the following:
• Record of the initial ramp position (latitude/longitude) in the LRNS, original planned flight track, and levels.
• Record of the LRNS gross error check, RVSM altimeter comparisons, and heading reference cross-checks before entering oceanic airspace.
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• Plotting charts to include post waypoint 10-minute plots.
• All ATC clearances and revisions.
• All position reports made to ATC (e.g., voice, data link).
• The master document used in the actual navigation of the flight, including a record of waypoint sequencing allocated to specific points, ETA, and actual times of arrival (ATA).
• Comments on any navigation problems relating to the flight, including any discrepancies relating to ATC clearances or information passed to the aircraft following ground radar observations, including weather deviations or wake turbulence areas.
d. Monitoring of the Operator by the State. You may take decisions regarding the monitoring of operators by the state unilaterally, but there should be a cooperative process concerning the specifications that satisfy the operator while planning and reviewing achieved performance. Much of this process involves FAA-approved procedures and monitoring to ensure compliance. Varied circumstances influence the relationships between states and their operators, and also impact monitoring functions. ICAO standards require operators to maintain an aircraft log in which the crew records the performance of the navigation equipment. Use this log as a basis for investigation if significant equipment deficiencies occur.
CHAPTER 4. ATLANTIC, CANADA, AND EUROPEAN OPERATIONS
4-1. ATLANTIC REGION. The Atlantic Region includes:
• Minimum Navigation Performance System (MNPS) airspace.
• North Atlantic (NAT) non-MNPS airspace (north of the equator).
• West Atlantic Route System (WATRS).
• South Atlantic (south of the equator).
a. Operations in MNPS Airspace and Operator Responsibilities. Operators travel in the NAT airspace more than any other oceanic airspace in the world.
Approximately 1,000 aircraft transit the NAT everyday. Operations in MNPS airspace have specific navigation and communication requirements. Operators are responsible for reviewing Notices to Airmen (NOTAM) and applicable reference material to determine the Communication, Navigation, and Surveillance (CNS) requirements.
b. General Aviation Oceanic Navigation Performance. Another area of concern in the NAT, as well as other areas, is that of general aviation oceanic navigation performance conducted by non-turbine light aircraft and Search and Rescue (SAR) missions conducted by International Civil Aviation Organization (ICAO) member states for U.S.-registered aircraft.
These aircraft have strayed off course and imposed a severe manpower and economic strain on those states conducting the SAR missions. This situation has a negative impact on international relations between the United States and other ICAO member states. These ICAO member states do not require U.S.-registered aircraft making oceanic flights and departing from the United States to have a letter of authorization (LOA) and/or an inspection unless they are to penetrate MNPS airspace. These member states require the same aircraft, however, submit to an inspection of both the aircraft and the flightcrew if departing from or flying over Canada.
c. MNPS Airspace. The largest amount of air traffic in any region is over the NAT between Europe and the United States. Most air carriers plan eastbound flight departures in the evenings so that morning arrival in Europe will permit a full day’s business or touring. Air carriers plan westbound flight departures for just the reverse reason (leaving in the morning so passengers arrive in the United States at a convenient local time). The westbound flights do not create a problem in air traffic congestion due to the breadth of the eastern coast of the United States. However, eastbound flights arriving in Europe from North America converge on the relatively small geographic area of the United Kingdom and have to be filtered onto extremely crowded European routes. Because of this situation, ICAO procedures adopted following agreement between member states strictly control traffic control across the NAT.
d. NAT Non-MNPS Airspace.
• Unrestricted operations require dual long-range navigation system (LRNS) and dual long-range communication system (LRCS).
• Restricted operations over Greenland and Iceland are dependent upon specific routing.
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e. WATRS. Restricted operations require dual LRNS and dual LRCS. This airspace is now Required Navigation Performance 10 (RNP-10) with a separation standard of 50 nautical mile (NM) lateral and 10 or 15 minute longitudinal. Some routings will require at least single long-range navigation system (S-LRNS) and Single Long-Range Communication System (SLRCS).
f. South Atlantic (South of the Equator). Operations require dual LRNS and dual LRCS.
NOTE: See the following Web site for more information on the North Atlantic MNPS Airspace Operations Manual: www.paris.icao.int.
4-2. COMMUNICATIONS. Require two independent, operational high frequency (HF) radios.
Shortly after departing northeast Canada, terminate radar service, requiring you to make position reports to air traffic control (ATC) on very high frequency (VHF) or Automatic Dependent Surveillance (ADS). At this time, crews should ensure they have established a HF and Selective Call (SELCAL) guard with the assigned ATC facility to comply with the requirement of continuous two-way ATC communication capability. At the latest, do this before leaving VHF coverage. Choose the HF frequency by the height of the sun, not the time of day.
a. Iceland. FAA recommends that crews review the Icelandic AIP on radio procedures.
Even without instruction, maintain contact with Reykjavik Control when in VHF range. You might receive radar vectors around an area of military operations or they may need to provide spacing for crossing traffic. When not in contact with Reykjavik Control on VHF, give position reports to Iceland Radio or applicable HF NAT frequencies. Iceland Radio forwards position reports to the next ATC facility for coordination purposes.
b. Position Reports North of 70°. North of 70°NORTH latitude, give position reports every 20° of longitude (between 10° and 50°WEST longitude). South of 70°NORTH latitude, give the position every 10° of longitude (between 5° and 65°WEST longitude). When operating on a random route, weather—including midpoint weather—is given with position reports. Give the position, fuel, and weather for the fix followed by the midpoint latitude and longitude, temperature, and wind. For example, “at 6135 NORTH, 45 WEST, minus 54, 250 diagonal 40.”
To state “midpoint weather” or longitude only is not enough information for entry into the meteorology computers. For example, if the longitude of the midpoint “W045” is entered into the flight management computer (FMC) on the LEGS page and then brought down to the scratchpad, it will show the latitude as well as the longitude of the midpoint. Report wind to the nearest 10° and 5°knots.
NOTE: When using HF or Controller-Pilot Data Link Communication (CPDLC), send only mandatory fix position reports.
4-3. NAVIGATION. Navigation requires two independent, operational LRNSs. For the Airspace Operations Manual, see the following Web site: www.paris.icao.int. The Class II navigation chapter in the flight manual explains the encoding of database waypoints such as 6230N. These waypoints programmed in the FMC for our convenience along the most heavily traveled routes represent latitude and longitude coordinates. Operating north of 67° N.,
however, it is necessary to load the 7-character (i.e., N72W050) or the full 15-character latitude/longitude coordinates because database waypoints do not exist.
4-4. SURVEILLANCE—CANADIAN CONTROL AREAS.
FIGURE 2. CANADA—NORTHERN, SOUTHERN, AND ARCTIC CONTROL AREAS
a. Northern, Southern, and Arctic CTA. Northern Control Area (NCA) and Southern Control Area (SCA) tracks Alfa through Kilo require Class II navigation on all or a portion of the route. Class II navigation procedures should begin at the track entry point unless the flight is still in radar contact or within 200 miles of a VHF Omnidirectional Range/distance measuring equipment (VOR/DME) in order to permit radio updating of the FMC position. For example, track Kilo begins within 200 miles of a VOR, while the aircraft is still in radar contact (or true).
Courses and distances between the Flight Plan Forecast and the FMC LEGS page are in accordance with the procedures set forth in the Flight Operation Manual (FOM). In this case, Class II navigation procedures would not be required until both radar contact and distance measuring equipment (DME) updating was lost. (Displayed on Position page 2/3.) However, track Delta begins at a non-directional radio beacon (NDB) with the nearest VOR at a distance of 445 NM. In this case, Class II navigation procedures should begin approaching the track entry point.
(1) Flights within SCAs, NCAs, and Arctic Control Areas (ACA). All flight within the SCA will use magnetic heading reference while flight within the NCA and ACA will reference to true north.
(2) NCA and ACA: Areas of Magnetic Unreliability (AMU). The FAA designates the NCA and ACA as AMUs due to their proximity to the magnetic North Pole.
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