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
selective calling (SELCAL) unit is working at the time of the initial contact, the crew should maintain a SELCAL watch on the appropriate frequencies. If the SELCAL unit is inoperative, or if the radio station has a malfunctioning SELCAL transmitter, the crew should maintain a listening watch. The oceanic station guarded for flight operations is normally the station associated with the ATCC responsible for the FIR. At the FIR boundary, change the responsibility for the guard to the station associated with each new FIR. The flightcrew must ensure that it has established communications with the new guard facility. Normally, each oceanic radio station continuously listens on all assigned frequencies. If en route HF communications fail, make every effort to relay progress reports through other aircraft. The very high frequency (VHF) 123.45 MHz is for exclusive use as an air-to-air communications channel.
In emergencies, however, you may establish initial contact for such relays on 121.5 MHz (the frequency guarded by all aircraft operating in the oceanic airspace) and transferred as necessary to 123.45 MHz. In normal high frequency (HF) propagation conditions, ATC will take appropriate overdue action procedures in the absence of position reports or relays. In all cases of communications failure, the pilot should follow the oceanic clearance last received.
6-3. IN-FLIGHT CONTINGENCIES.
a. General. The procedures for in-flight contingencies are often aircraft specific, and therefore cannot cover every aircraft in detail. However, the procedures listed provide for such cases as inability to maintain assigned FLs due to weather, aircraft performance, and pressurization failure. These procedures are primarily applicable when rapid descent, turning back, or both are necessary. The pilot’s judgment determines the sequence of actions taken while considering the specific circumstances.
b. Basic Procedures. If an aircraft experiences navigational difficulties, it is essential that the pilot inform ATC as soon as the condition is apparent so that they can take appropriate action to prevent conflicts with other aircraft. If any aircraft is unable to continue flight in accordance with its ATC clearance, obtain a revised clearance, whenever possible, prior to initiating any action, using the radio telephone distress or urgent signals as appropriate. If you cannot obtain prior clearance, obtain an ATC clearance at the earliest possible time. In the meantime, the aircraft will broadcast its position (including the ATS route designator) and intentions on
121.5 MHz at suitable intervals until you receive ATC clearance.
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CHAPTER 7. WATRS/CARIBBEAN OPERATIONS
7-1. GENERAL.
a. International Flight Information Manual (IFIM). The following provides information to inform flightcrews of problem areas that they may encounter when traveling in the Caribbean, Central America, and South America. The IFIM contains specific information on an individual country’s requirements for the following:
• Personal entry requirements.
• Embassy information.
• Aircraft entry requirements.
• Corporate aircraft restraints.
• Special notices.
• Aeronautical information sources.
• International Notices to Airmen (NOTAM) office.
• Airports of entry.
b. WATRS Plus Route Structure.
(1) Introduction. On June 5, 2008, the Federal Aviation Administration (FAA) introduced a redesigned route structure and a reduced lateral separation standard on oceanic routes or areas in the West Atlantic Track System (WATRS) Plus control areas (CTA).
(2) Background. In 1998, lateral separation was reduced to 50 nautical miles (NM) in conjunction with the introduction of required navigation performance 10 (RNP-10) for aircraft operating in the North Pacific (NOPAC) Route System. Since that time, application of 50 NM lateral separation and RNP-10 has been expanded throughout the Pacific flight information regions (FIR) and other global oceanic airspace. The WATRS Plus initiative will apply the experience gained in those operations.
7-2. OPERATIONAL POLICY AND PROCEDURES.
a. Guidance for Operators and Regulators. The FAA posts information on WATRS Plus plans, policies, and procedures on the FAA WATRS Plus Web site. The WATRS Plus Web site links to the Oceanic and Offshore Operations homepage at www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/.
b. Application of Lateral Separation Standards.
• Aircraft authorized RNP-10 or RNP-4 operating at any altitude above the floor of controlled airspace apply 50 NM lateral separation in the WATRS Plus CTAs.
• Aircraft authorized RNP-10 or RNP-4 operating at any altitude above the floor of controlled airspace may apply 50 NM lateral separation in the New York Oceanic CTA/FIR outside the WATRS.
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• Within the WATRS Plus CTAs, the lateral separation standard applicable to Non-RNP 10 aircraft is 90 NM.
• Policies for application of other lateral separation standards in airspace outside the WATRS Plus CTAs are not affected.
c. Operation on Routes within the WATRS Plus CTAs Not Requiring RNP-10 or RNP-4. The introduction of RNP-10 and 50 NM lateral separation does not affect operations on certain routes that fall within the boundaries of WATRS Plus CTAs. This does not affect operations on the following routes:
• Routes flown by reference to International Civil Aviation Organization (ICAO) standard ground-based Navigational Aids (NAVAID) (very high frequency (VHF) Omnidirectional Range (VOR), VOR/distance measuring equipment (DME), non-directional radio beacon (NDB)), such as the routes in the airspace between Florida and Puerto Rico.
• Routes located within radar and VHF coverage. New WATRS Plus route segments M201 between BAHAA and PAEPR and L453 between PAEPR and AZEZU replace A761 between HANRI and ETOCA and R511 between ELTEE and AZEZU. At and above flight level (FL) 310, the new route segments are within radar and VHF coverage. Operations at and above FL 310 on these route segments do not require RNP-10 or RNP-4 authorization and remain the same as those conducted on the existing A761 and R511 route segments. Special Area Navigation (RNAV) routes are located in the high offshore airspace between Florida and Puerto Rico and applicable to FL 180 or above. The new routes are designated as “Y-routes.”
d. Accommodation of Non-RNP 10 Aircraft (Aircraft Not Authorized RNP-10 or RNP-4). Operators of Non-RNP 10 aircraft will annotate ICAO flight plan Item 18 as follows:
• STS/NONRNP10 (no space between letters and numbers). Pilots of Non-RNP 10 aircraft that are flight planned to operate or are operating on WATRS Plus “L” and “M” routes in the Atlantic portion of the Miami Oceanic CTA and the San Juan CTA/FIR will report the lack of authorization by stating “Negative RNP-10.”
(New York Oceanic airspace does not require these reports). The Atlantic portion of the Miami Oceanic CTA and the San Juan CTA/FIR require them.
• Operators of Non-RNP 10 aircraft will not annotate ICAO flight plan Item 18 (Other Information) with “NAV/RNP10” or “NAV/RNP4” as shown in subparagraph g if they have not obtained RNP-10 or RNP-4 authorization.
• Non-RNP 10 operators/aircraft are able to file any route at any altitude in WATRS Plus airspace. They will receive clearance to operate on their preferred routes and altitudes as traffic permits. Aircraft authorized RNP-10 or RNP-4, however, will have a better opportunity of obtaining their preferred altitude and route because Page 66 Par 7-2
they will have 50 NM lateral separation standard applied to it. Non-RNP 10 aircraft will not have 50 NM lateral separation applied to it.
• Non-RNP 10 aircraft retain the option of climbing to operate at altitudes above those where traffic is most dense (i.e., at/above FL 410). To minimize the chance of conflict with aircraft on adjacent routes, Non-RNP 10 aircraft should plan on completing their climb to or descent from higher FLs within radar coverage.
• All aircraft can enhance their opportunity to receive clearance on their preferred route and altitude if they operate at non-peak hours, approximately 0100 to 1100 universal coordinated time (UTC).
e. RNP-10 or RNP-4 Authorization: Policy and Procedures for Aircraft and Operators. In accordance with ICAO guidance, RNP-10 and RNP-4 are the only navigation specifications (Nav Specs) applicable to oceanic and remote area operations. (See note below.)
Other RNAV and RNP Nav Specs are applicable to continental en route, terminal area and approach operations.
NOTE: The new ICAO Performance-based Navigation (PBN) Manual (Doc 9613) adopts the term “RNP navigation specification” (e.g., RNP-10). It replaces the term “RNP type.”
f. Responsible State Authority (ICAO Guidance). The following is ICAO guidance on the state authority responsible for authorizations such as RNP-10, RNP-4 and Reduced Vertical Separation Minimum (RVSM).
(1) International Commercial Operators. The State of Registry makes the determination that the aircraft meets the applicable RNP requirements. The State of Operator issues operating authority (e.g., operations specifications (OpSpecs)).
(2) International General Aviation (IGA) Operators. The State of Registry makes the determination that aircraft meets the applicable RNP requirements and issues operating authority (e.g., letter of authorization (LOA)).
g. FAA Guidance. The guidance and direction of FAA Order 8900.1, Flight Standards Information Management System, (FSIMS), current edition, grants RNP-10 authorization to operators and aircraft under FAA Order 8400.12, current edition, for which the FAA is responsible. FAA Order 8400.33, Procedures for Obtaining Authorization for required navigation performance 4 (RNP-4) Oceanic and Remote Area Operations, current edition, authorizes RNP-4. The FAA RNP-10 and RNP-4 orders are consistent with the ICAO PBN Manual guidance discussed below. FAA and ICAO documents are on the WATRS Plus Web page.
h. ICAO PBN Manual (New Doc 9613). This manual establishes approval policies and processes for RNP and RNAV operations. Volume II, part B; chapter 1 provides RNP-10 guidance. RNP-4 guidance is in volume II, part C, chapter 1. The ICAO State Letter with volume II attached is on the WATRS Plus Web page.
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