(3) Switch Instructions. Flights operating within these areas should position the HDG/MAG REF switch to TRUE. Reposition this switch to NORMAL when leaving the NCA or ACA. On some aircraft when descending from cruise altitude amber, the navigation display (ND) will display TRUE as a reminder that you did not reselect NORMAL.
b. Position Reports. Position is reported in Canada’s NCA and SCA by track letter and longitude only. Over 90° West on NCA route Charlie, state the position: “Charlie, nine zero west.” If you give the position report to air traffic control (ATC) (Edmonton or Montreal Centers), give only section one (position) and omit fuel and weather. The company receives any position report given to general purpose (GP) (call sign “radio”).
4-5. EUROPEAN REGION.
a. Airport Weather. The principal movement of air over Great Britain and Northwestern Europe is from the west. Since air coming from this direction has a long history over the ocean, the climate is maritime with moderate temperatures, ample and evenly-distributed rainfall, low amount of sunshine, and frequent low clouds and fog with associated poor visibility. Moreover, the waters of the northeastern Atlantic are relatively warm for their latitude due to the Gulf Stream, the Icelandic low pressure cell, and the pressure field over the continent of Europe.
These undergo a reversal with the seasons, from high pressure in winter to low pressure in summer. Seasonal variations in precipitation amounts and in frequency of cyclonic circulation patterns are quite small, indicating an essential similarity of flow patterns throughout the year.
However, there are very important differences in the seasonal weather as there is a greater frequency of low ceilings and poor visibility during the winter than in the summer.
b. Amsterdam. The greatest frequency of below minimum weather occurs in December when conditions below 200 feet and 1/2 mile occur nearly 10 percent of the time. The coldest month is January with average daily temperatures of 31 Fahrenheit degrees. While there is an even amount of rainfall throughout the year, the heavy month is normally August.
c. Brussels. December through March have the highest frequency of low ceilings and visibility, with fog prevalent from September through February.
d. Frankfurt. The normal winter season begins in late October or early November. The transition from winter to spring is a slow process and the frequency of low ceilings and visibility is at a minimum. The weather is generally warm and fair, but precipitation averages are highest from June through August. During the winter months, fog, snow, and low clouds produce low ceilings. In the summer, showers and/or thunderstorms and early morning fog cause below minimum conditions.
(1) Temperature and Rainfall. The average annual temperature at Frankfurt is 49 Fahrenheit degrees. The coldest month is January and the highest is in July with 95°F-100°F range. The total annual precipitation at Frankfurt is about 25 inches. The maximum rainfall occurs in the summer. There is not much variation between months as the amount falling during the time with the most rain is about twice that of the driest month.
(2) Thunderstorms and Fog. Thunderstorms occur from May through September with a frequency of four to eight per month. These thunderstorms have a tendency to develop over the Page 52 Par 4-4
hills surrounding the Frankfurt area and pass over the field during the late afternoon hours. Fog in the summer usually dissipates by 9 or 10 a.m. The two major weather features are thunderstorms and fog.
e. London Heathrow. Heathrow is about 15 miles west of London at an elevation of 80 feet. The airport lies in a built up area south and east of the major sources of smoke pollution.
Restriction from ceiling and even more visibility is frequent in winter. During summer, ceilings below 1,500 feet and/or visibility below 3 miles occur only on 12 percent of the afternoons and evenings. Reports of conditions below these limits during winter occur in 49 percent of the early evening. Moreover, reports of conditions below 300 feet and/or less than 1 mile occur nearly 15 percent of the time in the winter. During this season, high-pressure systems that break off from northeastward extensions of the Azores High drift across the area. Clearing skies in the area of the high permit radiation cooling and formation of ground fog in the low-level stagnant, moist air. When such fog forms, it is quite persistent and may last for several days. In mid-winter, the sun is not effective in dissipating the fog since there is less than eight hours of daylight and the sun is not far above the horizon. Ground fog may occur during the warmer season, but it is usually confined to the morning hours. Smoke pollution often occurs with fog to further restrict visibility. This is a problem at Heathrow with light easterly winds. For London in midsummer, the mean daily temperature averages 55 Fahrenheit degrees and the maximum is 74 Fahrenheit degrees. In midwinter, the mean daily minimum is about 36°F to 48°F. Northerly wind components are most common in the spring and southerly components in the fall. Winds greater than 25 miles per hour (mph) are rare in the London area.
f. Milan Malpensa. The average daily maximum is 63 Fahrenheit degrees and the average daily minimum is 47 Fahrenheit degrees. It can be as hot as 96 Fahrenheit degrees in July and August and as cold as 5 Fahrenheit degrees in January and February. Precipitation is well distributed and averages 31.6 inches for the year as October and November are the wettest months. According to records, the maximum rainfall in a 24-hour period occurred during a November with 4.1 inches. There is a total of 79 days per year with 0.04 inches or more. Snow may lie on the ground for several days in the winter. Fog is most frequent during the winter when it can be extremely heavy and last for many hours. Summer is relatively fog free and ceilings improve considerably as hot summer winds come in from the Mediterranean.
g. Munich. Snow covers the ground on average of 57 days during the winter months.
While snow may fall frequently, the falls are light and rarely heavy enough to register as a problem at the airport. There is a high occurrence of low ceilings during the month of December.
h. Paris Charles De Gaulle. The Atlantic Ocean is 150 to 200 NM west of Paris, the English Channel is 75 NM to the northwest and the North Sea is 125 NM to the north. Winds from these directions are generally moisture laden in the lower levels.
(1) Average Temperature. There is relatively little obstruction to the airflow from the Mediterranean via the Rhone Valley of southern France. The Rhone Valley is part of a broad gap between the Pyrenees and the Alps through which warm, moist air masses may move. As a result, there is a relatively small annual range of average temperature and a rather even distribution of precipitation. Average temperature is 37 Fahrenheit degrees in January and Par 4-5 Page 53
Page 54 Par 4-5 66 Fahrenheit degrees in July with extremes of 4°Fahrenheit degrees and 104°Fahrenheit degrees.
(2) Ceilings and Visibility. The fog season starts in September and reaches a maximum in November, December, and January when the frequency of ceilings and visibility at or below 300 feet and 1 mile approaches 25 percent. In mid-winter, the sun is rather ineffective at dissipating fog. Due to differences of surrounding topography and airport elevations, Paris airports may have significant differences in visibility. The prevailing winds at Paris are west-southwest. Southerly and northerly winds occur with moderate frequency. In January and February, winds in excess of 25 mph are common.
CHAPTER 5. NORTH PACIFIC OCEANIC OPERATIONS
5-1. INTRODUCTION. Apply required navigation performance 10 (RNP-10) throughout the Asian/Pacific region. Flights in the Northern Pacific (NOPAC) en route to Asia do not have to contend with the same traffic density as in North Atlantic Operations (NAT/OPS). Although navigation in the NOPAC once involved serious political implications if a navigation error occurred, this is no longer the case because of the implementation of a RNP-10 navigation requirement on the NOPAC routes and on the Central East Pacific (CEP) routes between Hawaii and the west coast of the United States. In addition, the implementation of Reduced Vertical Separation Minimums (RVSM) between flight level (FL) 290 and 410 inclusive requires special training, special navigation equipment, and operational approvals. For details of approval requirements and any changes in the mandatory FLs, see the following Web site:
www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/.
5-2. COMMUNICATIONS. Use standard International Civil Aviation Organization (ICAO) terminology throughout the Pacific and Far East regions. In the Pacific, monitor an air-to-air frequency of 123.45 along with very high frequency (VHF) 121.5. There is no ICAO inter-flight communication frequency assigned for the route between NRT and BKK, including the South China Sea, but commonly use 123.45.
a. Air Traffic Control (ATC). When operating in airspace controlled by Oakland Oceanic (KZAK) and Tokyo Oceanic (RJTG), use Automatic Dependent Surveillance-Contract (ADS-C) and Controller-Pilot Data Link Communications (CPDLC) as the primary means of ATC communication and position reporting. When operating on or near the NOPAC routes in Anchorage Center or Anchorage Oceanic (PAZA), they require VHF or high frequency (HF).
Also use ADS and CPDLC in the Anchorage Control Area (CTA). When an ATC handoff to Anchorage occurs, utilize CPDLC to make position reports. If operating in Russian airspace, use VHF or HF communication. If you plan a flight along BLUE 337, you may use CPDLC in airspace controlled by Magadan Control (GDXB). Similar to other areas where CPDLC is active, you should accomplish a logon 15 to 45 minutes prior to crossing the flight information region (FIR), unless an automatic logon occurs.
b. HF Radios. Areas where VHF communication with ATC is not available, whether or not CPDLC is in use, require HF radios. Before entering an area using CPDLC, obtain the primary and secondary HF frequencies and a Selective Call (SELCAL) check from the general purpose (GP) radio facility serving the area. Advise the radio operator that the flight is CPDLC equipped. Use the GP facility San Francisco ARINC when departing Seattle. Eastbound departures from Tokyo will use Tokyo Radio. As an example, a flight departing the West Coast for Tokyo with routing through Oakland’s oceanic airspace would use the following terminology: “San Francisco Radio, (Aircraft xxx) will be Seattle to Tokyo, requesting primary and secondary HF, we are CPDLC equipped.” Relay this last statement to Oakland, which sets the stage for a CPDLC ATC link when sending the first position report.
c. Backup Communication. Although HF communication is a mandatory backup for a CPDLC link, primary and secondary HF frequencies and SELCAL checks are necessary for Par 5-1 Page 55
operation along all routes in the NOPAC including Russian airspace. We recommend to occasionally refresh these HF frequencies while en route.
d. VHF ATC. Communication is available along most of the route between Tokyo and Bangkok. A short segment in the South China Sea approaching the coast of Vietnam will require communication with Hong Kong Radio on HF. Normally perform an HF radio and SELCAL check with Tokyo Radio at NRT but achieving an HF contact at BKK can be difficult. Attempt a contact with Hong Kong Radio on 8942 first.
e. HF Reception Test. If all else fails at the gate, confirm HF reception on WWV frequencies 5000, 10000 or 15000 and check transmitter operation for an audible side tone. Try Hong Kong Radio again when airborne. Frequency 8942 is the most likely HF assignment leaving Ho Chi Minh Control.
f. Outside of an ADS or CPDLC Area. Position reporting in the Pacific and over Russia is accomplished verbally in the conventional Aircraft Report (AIREP) section 1 format. With either method, give reports at compulsory reporting points, FIR boundaries, or requested waypoints. When operating south of the NOPAC routes, make position reports every 10° of longitude. These positions generally conform to the output points on the Flight Plan Forecast. On the route between Tokyo and Bangkok or Hong Kong, Japanese airspace as far south as Okinawa does not require position reports due to positive radar control.
g. Company (Part 121 Operations). A communication link must exist between a flight and airline dispatch at all times in every part of the world. Reliable SATCOM Voice communication capability exists in all areas of the Pacific and Far East operations. This includes Russian airspace along routes approved for these aircraft. The SATCOM Voice directory may contain menus with Pacific area direct-dial line selections such as the following examples:
• NOPAC ATC (Oakland, Anchorage, Tokyo, Naha).
• ASIA ATC (Hong Kong, Singapore).
• DISPATCH.
• STATION OPS.
• ARINC (San Francisco).
h. VHF ACARS. Coverage extends from the U.S. and Canadian Pacific Coast out to the western-most point of the Aleutian Island chain. After a gap south of the Kamchatka Peninsula, coverage resumes over the Japanese Islands and continues into the South China Sea. VHF ACARS is again available in Thailand. Beyond these areas, communication for companies is available by HF Long Distance Operational Control (LDOC) in addition to SATCOM Voice and SATCOM data link. San Francisco ARINC and LDOC service spans nearly the entire Pacific Ocean and reaches well into Russian airspace.
i. Flight Management Computer (FMC) Aircraft. On the FMC aircraft, arm automatic position reporting when sending an uplink request for wind data. Should this feature be inoperative, airline dispatch will expect the crew to make periodic manual position reports.
Using the Message To Company feature in the ACARS menu, sending a Route Report from the CDU ROUTE page or line selecting REPORT on the POS REPORT page will ensure to alert the Page 56 Par 5-2
Par 5-2 Page 57 dispatcher. Do not forward HF position reports to ATC and CPDLC downlinks; only forward position reports, sent to GP radio, to the company.
5-3. NAVIGATION.
a. Class II Navigation. The NOPAC requires Class II navigation procedures and position plotting. Use a North Pacific/Mid-Pacific plotting chart. Russian airspace also requires Class II navigation procedures when operating beyond the range of non-directional radio beacons (NDB) which define the airways. VHF Omnidirectional Range/distance measuring equipment (VOR/DME) Navigational Aids (NAVAID) are practically nonexistent in Russia. Due to the proximity of NDBs along GREEN 212 between VALTA and TAKHTAYAMSK, Class I navigation on this segment is approved. We encourage utilizing raw data navigation information along these routes and will require tuning NDBs on the control display unit (CDU) NAV/RAD page. Russian Class II areas do not require plotting since you accomplish flight along established airways.
b. Class I Navigation. Class I exists on the route between Tokyo and Bangkok and does not require position plotting. En route NAVAID outages, however, have the potential for turning almost any long-range international flight into one requiring Class II navigation procedures. As a result, accomplish the basic Class II navigation checks on all flights exceeding 1,000 NM outside North America. These would include:
• Magnetic compass deviation check.
• Air data inertial reference unit (ADIRU)/FMC gross error check.
• Navigation source validation.
c. Gross Error Check. Russian airspace requires an ADIRU/FMC gross error check prior to entering regardless of whether you consider the routing Class I or Class II Navigation.
d. NAVAIDs in Asia. Both VORs and NDBs may not operate continuously. An asterisk (*) preceding the frequency indicates that they may be off the air. Thus, if a NAVAID appears to be off the air, operators may make a request to the controller to reinstate operations. NDBs shown on the en route chart with an underlined alpha identifier (e.g., ABC) require the addition of a “B” (for BFO (beat frequency oscillator)) to the frequency (e.g., 321B) for proper tuning on the NAV/RAD page.
e. RNP-10. RNP of 10 NM is the standard for operating along routes between North America and Japan where 50-mile lateral separation applies. This includes the Pacific Organized Track System (PACOTS) and most of the NOPAC routes.
f. RNP-4. RNP of 4 NM is now available in Oakland airspace for properly-equipped aircraft that have the required authorizations. This is the standard for the 30-mile lateral and longitudinal separation.
5-4. SURVEILLANCE.
a. Automatic Dependent Surveillance-Contract (ADS-C). ADS-C is an Air Traffic Service (ATS) application established by contract in which aircraft automatically transmit, via data link, data derived from onboard navigation systems. As a minimum, the data includes a 3-D position, the corresponding time of the position data, and a Figure of Merit that characterizes the accuracy of the position data. You may provide additional data as appropriate.
b. ADS Data. It uses the various systems aboard the aircraft to provide aircraft position, velocity, intent, and meteorological data. The aircraft can transmit this data to the ATS provider system for estimating and predicting aircraft position.
c. ADS-C Reports. The ATS provider applies a contract request to an aircraft. ADS-C reports are issued by the aircraft per the contract request. The contract identifies the types of information and the conditions that the aircraft transmit.
d. Contract Types. A periodic contract, event contract, and demand contract all define three types of reporting. The aircraft may also initiate emergency reporting, which is a special case of periodic reporting. In response to a periodic contract, the aircraft assembles and transmits a message containing the fields at the interval specified in the contract request. Event contracts define certain events (such as an altitude change), which causes the aircraft to send a report, independent of any periodic contract in effect. Send one demand contract each time the ATS provider system commands it. The contract request may specify several different data groups.
These include the basic position report, which contains 3-D position and time, and additional on-request groups. These groups include aircraft and wind velocity, vertical speed, and limited waypoint information.
e. ATS Provider Capabilities. They may issue multiple simultaneous contracts to a single aircraft, including one periodic and one event contract. Any number of demand contracts may supplement one periodic and one event contract. Up to four separate ATS provider systems may initiate ADS-Cs simultaneously with a single aircraft.
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f. PACOTS Routes. The PACOTS is similar to the North Atlantic Organized Track System (NAT OTS) in that it develops tracks daily to account for wind and weather patterns.
These routes can be as far south as 40° north latitude and as far north as R220, just south of the Russian FIR. Oakland air route traffic control centers (ARTCC) build the westbound tracks (C, D, E, F and G) and Tokyo Area Control Centers (ACC) builds the eastbound tracks (1, 2, 3, 4). Track Charlie is the most common westbound route between the Pacific Northwest and Japan. Track 1 is the most common eastbound track to the United States. These routes can transit Oakland, Anchorage and Tokyo CTAs. The Track Definition Message (TDM) is included with the flight papers and defines the daily tracks. The eastbound TDM uses the term “flex routes.”
FIGURE 3. PACIFIC ORGANIZED TRACK SYSTEM ROUTES 2 Odd Altitude Even Altitude Tokyo FIR Naha FIR CVSM R220 +F L 3 5 0 +F L 3 7 0 + FL390 G581 A590 A590 + FL300 + FL320
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g. NOPAC Routes—Five Published ATS Routes with Lateral Transitions (Similar to Canadian SCA and NCA Routes). All routes lie within the Anchorage and Tokyo CTAs.
Waypoints along these airways begin with the letters N, O, P, A, and C. The PACOTS routes will often use a portion of the NOPAC airways. From north to south, RED 220, RED 580, AMBER 590, RED 591 and GREEN 344 identify these airways on both the NOPAC plotting chart and the P(HI)1 en route chart. Arrows indicate one way only but direction is flexible.
FIGURE 4. NORTH PACIFIC ROUTES 180 MINUTE ETOPS180 MINUTE ETOPS Anadyr Anchorage Shemya King Salmon Cold Bay 145 G 212G 212 B 337B 337
h. CEP Routes and Altitudes. The CEP routes are fixed routes that carry traffic from the U.S. mainland to the Hawaiian Islands from as far north as Seattle to as far south as San Diego and along the west coast of the United States. The floor of the CEP is FL 290 and rises to an upper limit of FL 410. Identify them alphabetically and with route numbers. Some of the CEP routes are unidirectional. Refer to the P-(H/L) 3 en route chart. Between KSFO and PHOG, westbound routing is normally the BRAVO route (R464) and eastbound routing is normally the CHARLIE route (R465). Other routing is possible but under-flying the normal routes to get to a more southerly or northerly track may require a lower initial altitude and increase the fuel burn.
An Extended Operations (ETOPS) maintenance verification could require an extended overland route segment initially.
5-5. CLASS II NAVIGATION AND POSITION PLANNING.
a. FMC and CPDLC Procedures. Class II navigation procedures are identical to those accomplished during international operations in other parts of the world with the following exceptions. After loading the route in the FMC at the gate and confirming the oceanic clearance, accomplish waypoint verification prior to becoming airborne (at least for the initial oceanic fixes). In addition, accomplish the ADIRU/FMC gross error check and navigation source validation while still within VOR/DME reception range. We recommend starting this process while passing through FL 180. Selecting POS on the master control panel below the electronic flight information system (EFIS) control panel (CP) at the gate may serve as a reminder. All CEP flights require an Eastern Pacific plotting chart. Accomplish normal FMC position plotting following passage of all oceanic waypoints for both compulsory and non-compulsory reporting points. Having published tracks does not eliminate the requirement for plotting.
b. Communications. In airspace controlled by Oakland Center or Honolulu Center, accomplish normal VHF communication. In airspace controlled by Oakland Oceanic (KZAK), CPDLC or HF voice backup accomplishes ATC communication (including en route requests) and position reporting. You can also use HF as primary communication for the aircraft not equipped with data link. When reaching oceanic airspace, squawk 2000 and monitor VHF 121.5 and the pacific air-to-air frequency 123.45.
c. HF SELCAL Check. Prior to departure from the U.S. mainland or Hawaiian station, accomplish an HF confirmation of operational capability and do a SELCAL check on VHF or HF. You may assign a primary and secondary HF frequency at this time. Expect frequencies 5574 and 8843 in the CEP-1 area. A call to ARINC on 131.95 will establish a working HF frequency if needed. Include the statement “We are data link equipped” with your request. When cleared by domestic ATC to go to en route communications, it will set the stage to downlink the first position report upon reaching the oceanic gateway.
d. Data Link CPDLC Logon. From the Aircraft Communications Addressing and Reporting System (ACARS) ATC menu and in accordance with Future Air Navigation System (FANS) standard operating procedures (SOP), logon to KZAK after airborne. Accomplish this at least 15 to 45 minutes prior to entering Oakland’s oceanic CTA. Upon reaching the boundary fix, select the ATC POSITION REPORT page and execute the Send prompt. Subsequently, only send reports at compulsory reporting points. Automatically downlink a meteorology report with the position report. Should CPDLC communication fail, continue position reporting by voice with San Francisco ARINC (GP radio).
e. SATCOM Voice Usage. In an emergency or urgent situation, SAT-VOICE will be the most effective means of communication. We recommend pre-selecting the controlling ATC facility and your dispatch sector from the SATCOM Voice menu during the cockpit preparation.
For example, you might select OAKLAND on SAT L from the NOPAC ATC menu and SECTOR XX on SAT R from the Dispatch menu. Until SATCOM Voice is qualified as a Long Range Communication System (LRCS) it is to be used as an emergency backup only with ATC.
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Par 6-1 Page 63 CHAPTER 6. SOUTHERN PACIFIC OCEANIC OPERATIONS
6-1. INTRODUCTION.
a. Central East Pacific (CEP) Airspace. CEP airspace is an organized route system, at or above flight level (FL) 290 between the west coast of the continental United States and Hawaii, within the Honolulu and Oakland Control Areas (CTA) flight information region (FIR). Six Air Traffic Service (ATS) routes from FL 290 to FL 410 comprise the organized route system between Hawaii and Los Angeles or San Francisco. The same rules used for the North Pacific (NOPAC) routes apply to these routes, including Mach number technique and contingencies.
b. Central Pacific (CENPAC) Area. Oakland Oceanic CTA designated the airspace south of G344 (southernmost NOPAC route) and north of Hawaii as the CENPAC area. The two air traffic routes constructed in this area are A 227 and R 339. These are standard ATS routes with no special separation requirements and there are no special rules to file a flight plan or to fly on these routes. An established free flow boundary is just south of R 339. When operating north of this boundary, conduct flight on one of the five NOPAC routes or on A 227 or R 339. South of the free flow boundary only authorizes random traffic.
c. Tokyo/Honolulu Flexible Track System (FTS). A FTS consisting of two flexible track routes (FTR) is permanently established between Tokyo and Honolulu to achieve more efficient use of the airspace for traffic operating at FL 290 or above. The routes are effective daily between 1200 universal coordinated time (UTC) and 1700 UTC within the Tokyo fix, and between 1300 UTC and 1900 UTC within the Oakland fix. The routes are published daily in Class I NOTAMs and are designated “North FTS” and “South FTS.” On the ICAO flight plan, file the FTS by coordinates.
6-2. COMMUNICATIONS.
a. CEP and CENPAC. Conduct most CEP and CENPAC area communications on HF, predominantly by single sideband (SSB), or data link (Controller-Pilot Data Link Communications (CPDLC)/Automatic Dependent Surveillance-Contract (ADS-C)). Pilots communicate with control centers via oceanic radio stations. The station relays aircraft reports, messages, and requests to the appropriate air traffic control center (ATCC) by interphone, computer display, or teletype message. The relay function, coupled with the need for inter-center coordination, may cause delays in the handling of routine aircraft requests. Data link used with air traffic control (ATC) is Direct Controller Pilot Communications (DCPC). There are priority message handling procedures for processing urgent messages that reduce any time lag. However, the crew should take possible delays into consideration when requesting step climbs, reroutes or other routine requests requiring ATC. Advance planning of such requests can reduce delays.
b. Frequency Monitoring. Aircraft should establish communications with the appropriate oceanic radio station upon entering a specific FIR. The station advises the aircraft of the primary and secondary HF frequencies in use. If possible, the flightcrew should monitor both of these frequencies. If you can monitor only one frequency, guard the primary with the secondary being the first one checked in the event of lost communications on the primary frequency. If the