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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i. RNP-10 and RNP-4 Job Aids. Operators and authorities should use the RNP-10 or RNP-4 job aids posted on the WATRS Plus Web page. These job aids address the operational and airworthiness elements of aircraft and operator authorization and provide references to appropriate documents. One set of RNP-10 and RNP-4 job aids provides references to FAA documents and another set provides references to ICAO documents. The job aids provide a method for operators to develop and authorities to track the operator/aircraft program elements required for RNP-10 or RNP-4 authorization.
j. Requirement for Equipage with At Least Two Long-Range Navigation Systems (LRNS) Meeting RNP-10 or RNP 4 Standards. See “Acceptable Navigation System Configurations” in section 2 of the WATRS Plus Web page (Operator/Aircraft RNP-10 Authorization Policy/Procedures). RNP-10 and RNP-4 authorization require aircraft equipage with at least two LRNSs with functionality and display adequate for the operation. The guidance referenced above provides a detailed discussion of acceptable aircraft LRNS configurations for operation in WATRS Plus oceanic airspace.
k. RNP-10 Time Limit For Inertial Navigation System (INS) or Inertial Reference Unit (IRU) Only Equipped Aircraft. Operators should review their Aircraft Flight Manual (AFM), AFM Supplement (AFMS) or other appropriate documents and/or contact the airplane or avionics manufacturer to determine the RNP-10 time limit applicable to their aircraft. They will then need to determine its effect, if any, on their operation. Unless otherwise approved, the basic RNP-10 time limit is 6.2 hours between position updates for aircraft on which INS or IRU provide the only source of long-range navigation systems (LRNS). Many IRU systems already have extended RNP-10 time limits of 10 hours and greater approved.
l. Flight Planning Requirements. Operators should make ICAO flight plan annotations in accordance with this subparagraph and subparagraph i, if applicable.
(1) ICAO Flight Plan Requirement. File ICAO flight plans for operations on oceanic routes and areas in the WATRS Plus CTAs.
(2) ICAO Flight Plan Aeronautical Fix Telecommunications Network (AFTN) Addressing for Operations in the New York Oceanic CTA/FIR (Including WATRS). All flights entering the New York Oceanic CTA/FIR will address flight plans to KZWYZOZX.
Flights entering the New York Oceanic CTA/FIR from domestic U.S. airspace or Bermuda will address flight plans to both KZWYZOZX and KZNYZQZX. If operators do not address flight plans to KZWYZOZX, they may not have 50 NM lateral separation applied to them.
• To inform air traffic control (ATC) and to key the automation that they have obtained RNP-10 or RNP-4 authorization and are eligible for 50 NM lateral separation, operators will:
• Annotate ICAO flight plan Item 10 (Equipment) with the letters R and Z.
• Annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or “NAV/RNP4” (no space between letters and numbers).
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• For operators/aircraft that annotate the ICAO flight plan in accordance with this policy, they will only receive 50 NM lateral separation.
• Operators that have not obtained RNP-10 or RNP-4 authorization will not annotate ICAO flight plan Item 18 (Other Information) with “NAV/RNP10” or “NAV/RNP4.”
NOTE: On the ICAO flight plan, the letter “R” indicates that the aircraft will maintain the appropriate RNP navigation specification for the entire flight through airspace where ICAO prescribes RNP. The letter “Z” indicates that information explaining aircraft navigation and/or communication capability is found in Item 18.
m. Pilot and Dispatcher Procedures: Basic and In-flight Contingency Procedure.
Operator applications/programs for RNP-10 or RNP-4 authorization must address operational and airworthiness policy and procedures related to WATRS Plus route structure redesign and 50 NM lateral separation implementation. The RNP-10 and RNP-4 job aids posted on the WATRS Web page contain sections on pilot and, if applicable, dispatcher training/knowledge and on operations manuals or comparable operations documents. The job aids also provide references to source documents.
• WATRS Plus Web site: www.faa.gov/about/office_org/headquarters_offices/ato/ service_units/enroute/oceanic/.
• Pilots should review the international flight information for the countries that they intend to enter or overfly.
n. South Florida Departures.
(1) Special Airspace Considerations. South Florida has a complex airspace environment. Class C airspace exists at Sarasota, Fort Meyers, Fort Lauderdale, and West Palm Beach. Class B airspace exists at Tampa, Orlando, and Miami with their associated 30 NM Mode C veils. All pilots should be aware of these areas and familiar with all associated regulations pertaining to equipment and communication requirements. The new airspace classification went into effect in September 1993. Therefore, it is imperative that pilots have current charts in the cockpit and that the flightcrew has a comprehensive knowledge of the new classifications.
(2) National Parks, Wildlife Refuges, and Bird Activity. South Florida has a number of national parks and wildlife refuges. These areas are home to large numbers of animals and birds, some of which are very sensitive to aircraft noise. Everglades National Park, in particular, is very aggressive about reporting low flying aircraft to the FAA. Because of the large expanses of seacoast and the presence of large numbers of migratory birds during certain seasons, the possibility of bird strikes is a very real hazard in south Florida. Pilots should exercise added vigilance at low altitudes and be especially aware of the guidance in the Aeronautical Information Manual (AIM), chapter 7, section 4, Bird Hazards and Flights Over National Refuges, Parks and Forests.
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(3) Special Use Airspace and Military Activity. The Miami Aviation International Flight Service Station (AIFSS) keeps information on file concerning the status of special use airspace and military training routes in the airspace within 100 NM of their flight plan area. This airspace covers an area south of the Tampa, Orlando, and Melbourne areas. A NOTAM does not distribute information on special use airspace and, only at the pilot’s request, pilot briefings are to include military training routes. For information on activity more than 100 NM from Miami’s flight plan area, contact the appropriate facility while en route.
(4) Key West Naval Air Station. There is a high volume of military, high-speed jet aircraft operating in the Key West International and Navy Key West Airports. The FAA recommends that all civil air traffic proceeding to the Key West area from the direction of Marathon, Florida contact Navy Key West Tower on frequency 126.2 megahertz (MHz) when approximately 10 miles east of the Navy Key West Airport (at approximately Sugar Loaf Key – N24°39’ W081°35’) for traffic information and/or clearance through or around the Navy Key West Airport traffic area. Radar service is available through Navy Key West approach control on frequency 119.25 MHz. Visual flight rules (VFR) flights departing Key West International Airport should advise the tower of the direction of their flight.
(5) Restricted Area R-2916. Of special safety interest in the Lower Keys, Restricted Area 2916 is an area of 4 statute miles in diameter, protected up to 14,000 feet mean sea level (MSL). This area contains a tethered aerostat balloon flown at various altitudes and times. All VFR pilots flying south to or across the Lower Keys should treat the restricted area as active at all times and avoid the area. R-2916 is 17.5 NM northeast of the Key West VOR (113.5 EYW) on the 066 degree radial. Miami air route traffic control center (ARTCC) grants authorization to enter this area on 132.2 MHz.
7-3. NAVIGATION. WATRS Plus Web site (Operator/Aircraft RNP-10 Authorization Policy/Procedures) provides the requirement for equipage with at least two LRNSs meeting RNP-10 or RNP-4 standards in section 2 (see “Acceptable Navigation System Configurations”).
RNP-10 and RNP-4 authorization require aircraft equipage with at least two LRNS with functionality and display adequate for the operation.
a. Pilot and Dispatcher Procedures: Basic and In-flight Contingency Procedures.
Operator applications/programs for RNP-10 or RNP-4 authorization must address operational and airworthiness policy and procedures related to WATRS Plus route structure redesign and 50 NM lateral separation implementation. The RNP-10 and RNP-4 job aids posted on the WATRS Web page contain sections on pilot and, if applicable, dispatcher training/knowledge and on operations manuals or comparable operations documents. The job aids also provide references to source documents.
b. Basic Pilot Procedures. The RNP-10 and RNP-4 job aids contain references to pilot and, if applicable, dispatcher procedures contained in the following guidance (current editions):
• FAA Order 8400.12, Required Navigation Performance 10 (RNP-10) Operational Approval, appendix D (Training Programs and Operating Practices and Procedures).