Appendix D D.2.3 Taxi and Prior to Takeoff.
D.2.3.1 Groundspeed Check. During taxi to the active runway, pilots should again check the groundspeed to see if it is reasonable.
D.2.3.2 Present Position Check. You should also conduct a present position check after leaving the gate.
D.2.3.2.1 Check for a gross difference between this present position and your gate coordinates.
D.2.3.2.2 This check may alert you to a possible error in the LRNS database that you can investigate/correct prior to takeoff.
D.2.4 Climbout.
D.2.4.1 Transition Altitude.
1. You should brief the transition altitude published on the departure or approach charts, or provided via automated terminal information service (ATIS).
2. After climbing through the transition altitude, you should reset the altimeters to 29.92 inches or 1013.2 hectopascals.
D.2.4.2 Manually Compute ETAs. If the departure airport is near the oceanic entry point, you should manually compute your ETAs from departure to destination, time and duties permitting, during climb out, or otherwise prior to oceanic entry. You should note these ETAs on the master document.
Note: This is an excellent cross-check of ETAs computed by your LRNS.
D.2.5 Prior to Oceanic Entry.
D.2.5.1 Navigation Accuracy Check.
D.2.5.1.1 Before oceanic entry, you should check the accuracy of your LRNS against a suitable ground-based NAVAID, as applicable. A latitude/longitude radar fix from ATC can also support a navigation accuracy check in lieu of a NAVAID.
D.2.5.1.2 You should record the results of the accuracy check on the master document, with the time and position.
1. A large difference between the ground-based NAVAID and your LRNS, such that the ability to navigate with the accuracy required D-12
Appendix D by ATC is questionable, requires immediate action, to include notification of ATC prior to entry into oceanic airspace.
Note: Crews should not attempt to correct an error by performing an air alignment or by manually updating the position of the LRNS, because this has often resulted in worsening the problem.
2. You should establish a navigation accuracy check tolerance based on your type of LRNS. Rank each navigation system by accuracy if applicable.
3. Record aircraft compass/inertial/radio magnetic indicator (RMI) headings and note differences and deviations. A compass deviation check is particularly important if your aircraft is not equipped with an FMS.
D.2.5.1.3 Select the most accurate navigation system for autocoupling as appropriate.
D.2.5.2 HF Checks.
1. If you were unable to accomplish the HF checks on the ground, you should accomplish these checks before oceanic entry.
2. Accomplish a SELCAL check prior to oceanic and remote continental airspace entry and then again at each control area boundary. Check your SELCAL even when your CPDLC is working normally.
D.2.5.3 SATCOM Data Link Check. If you plan on using SATCOM data link, you should check that your SATCOM data link is operational before oceanic entry.
D.2.5.4 Log on to CPDLC and/or ADS-C. If you are approved to use CPDLC and/or ADS-C, you should log on to the appropriate data authority 10 to 25 minutes prior to the boundary.
D.2.5.5 Verify Your RNP Value. Verify that the RNP value set in your flight management computer (FMC) is no higher than that required for the route of flight and reflects the RNP capability you indicated in your flight plan.
For example, if you filed indicating RNP 4 capability, you should set an RNP value of 4.0 even though the route may only require RNP 10.
D.2.5.6 Obtain Oceanic Clearance.
D.2.5.6.1 At least two pilots should be involved in the clearance receipt and read-back process, one actively and one monitoring. When obtaining the clearance via radio, we recommend both pilots wear headsets because errors have resulted from loudspeaker distortion.
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Appendix D Note: Consult the AIP for the oceanic airspace FIR you are transiting to determine how and when to obtain your oceanic clearance. Timing differs depending on whether you receive your clearance via voice or data link.
D.2.5.6.2 You should include your requested FL in your initial clearance request.
Note: Some oceanic centers, such as New York, request that pilots advise them at the time of their oceanic clearance “when able higher.”
D.2.5.6.3 Both pilots should independently copy the clearance. Each pilot then cross-checks and verifies with the other pilot the routing, FL, and Mach number assigned for the crossing. If there are any differences, contact the ATS provider for clarification.
D.2.5.6.4 Read all waypoint coordinates back to the ATS provider in detail. Ensure the ATS provider acknowledges your correct read back. Always cross-check each detail of the clearance with your master document.
D.2.5.6.5 It is important that both pilots confirm and ensure the aircraft enters the oceanic airspace at the altitude assigned in the oceanic clearance (this may be different than the domestic cleared FL). Request climb or descent, as required, in order to be at your cleared oceanic FL prior to entering oceanic airspace.
D.2.5.6.6 Verify/cross-check route clearance is properly programmed into LRNS.
D.2.5.7 Reclearance.
D.2.5.7.1 The number one scenario that leads to a pilot deviation from the assigned routing is a reclearance (that is different from the oceanic route requested with the filed flight plan).
D.2.5.7.2 You should be particularly cautious when receiving a reclearance.
D.2.5.7.3 Both pilots should separately copy and confirm the new routing, comparing with each other and confirming any inconsistencies with the ATS provider.
D.2.5.7.4 One pilot reprograms (and executes) your LRNS and updates the master document and plotting/orientation chart, crossing out the old waypoints and plotted route and replacing them with the updated information.
D.2.5.7.5 A second pilot cross-checks the newly effective route clearance with the reprogrammed route in the FMS (checking the expanded coordinates: degrees and minutes), the updated master document, and the updated chart.
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Appendix D D.2.5.7.6 You should check the magnetic course and distance between the new waypoints as noted in paragraph D.2.2.11 above. To update the master document course and distance, use commercially available tables, or obtain from dispatch an updated master document. It is also possible to use an onboard flight planning system to independently calculate course and distance, and check that against the FMS.
D.2.5.7.7 Thoroughly brief all relief pilots on the new clearance prior to them assuming cockpit duties. We highly recommend the relief pilots also independently cross-check the currently effective route clearance against the FMS, master document, and chart.
D.2.5.8 Altimeter Checks.
D.2.5.8.1 Prior to oceanic entry, you must check the two primary altimeters are reading within 200 feet of each other (or lesser value if specified in your aircraft operating manual). Conduct this check while at level flight.
D.2.5.8.2 You should also note the stand-by altimeter reading.
D.2.5.8.3 Record the altimeter readings along with the time on the master document.
D.2.5.9 Compass Heading Check (INS).
D.2.5.9.1 If inertial systems are your only means of long-range navigation, we recommend you conduct a compass heading check and record the results.
D.2.5.9.2 If a problem develops over water, this check can also aid you in determining the most accurate compass.
D.2.6 After Oceanic Entry.
D.2.6.1 Squawk 2000.
1. Thirty minutes after oceanic entry, you should change your squawk to 2000, if applicable.
2. There may be regional differences. For example, aircraft flying within the West Atlantic Route System (WATRS) or transiting the Reykjavik Oceanic Control Area are expected to maintain the last assigned squawk.
D.2.6.2 Maintain Assigned Mach. Some oceanic clearances include a specific Mach.
ATC requires you to maintain these speeds precisely.
1. The increased emphasis on longitudinal separation requires increased crew vigilance, as Air Traffic Service (ATS) providers D-15
Appendix D base that separation on your aircraft maintaining that assigned Mach.
2. Controllers will assign a true Mach. In most cases, the true Mach is the indicated Mach. Some aircraft may require a correction factor.
Note: Crews must ensure they fly the assigned Mach vice Economy (ECON) or Long Range Cruise.
D.2.6.3 Maintain Assigned FL. You must report to ATC when departing your current FL.
D.2.6.4 VHF Radios. After going beyond the range of the assigned VHF frequency, you should set your radios to air-to-air (123.45) and guard frequency (121.5).
D.2.6.5 SLOP. Your SOPs should include SLOP for all oceanic crossings. NOTAMs, State AIPs, and other flight planning guidance will indicate where exceptions apply and where procedures differ.
D.2.6.5.1 This procedure was developed to reduce the risk associated with an altitude deviation and two highly accurate navigation systems navigating to the same point.
D.2.6.5.2 SLOP also replaced the contingency procedure developed for aircraft encountering wake turbulence. Depending upon winds aloft, coordination between aircraft to avoid wake turbulence may be necessary.
D.2.6.5.3 This procedure, which distributes traffic between the route centerline and up to 2 NM right of centerline, greatly reduces risk by the nature of its randomness.
1. Operators that have an automatic offset capability should fly up to 2 NM right of the centerline.
2. Aircraft that do not have an automatic offset capability (that can be programmed in the LRNS) should fly the centerline only.
D.2.6.6 Hourly Altimeter Checks. The two primary altimeters should continue to read within 200 feet of each other (or lesser value if specified in your aircraft operating manual).
Note: We recommend that you record these hourly checks on the master document with the readings and times. This information can help you determine the most accurate altimeter if you develop an altimetry problem.
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Appendix D D.2.6.7 Routine Monitoring.
1. Specify which FMS pages, or other monitorable elements of your navigation system, that specific flightcrew members are charged with monitoring (e.g., cross-track error or time/distance).
2. The nonsteering navigation system should be used to display cross-track error and track angle error, if available.
3. If your FMS provides a predicted ETA capability, you should take full advantage of that function in order to track the accuracy of ETAs and provide reminders for performing the “approaching waypoint” and “10 minutes following waypoint passage” cross-checking procedures.
D.2.7 Approaching Waypoints. Confirm coordinates of subsequent waypoints.
D.2.7.1 Within a few minutes prior to crossing an oceanic waypoint, you should confirm the expanded coordinates of the next and subsequent (“next + 1”) oceanic waypoints.
D.2.7.2 You should accomplish this check by comparing the coordinates in your FMS against your master document (as updated based on your currently effective route clearance), as well as verifying that the course/heading and distance in the FMS matches your master document. Draw a diagonal through the waypoint on your master document.
D.2.7.3 Confirm your autopilot steering is appropriately engaged (LNAV/NAV).
D.2.8 Overhead Waypoints.
D.2.8.1 Confirm aircraft transitions to the next waypoint.
1. When overhead an oceanic waypoint, you should ensure that your aircraft properly transitions to the next leg.
2. You can confirm this by noting the magnetic heading and distance to the next waypoint as compared against the master document (as updated based on your currently effective route clearance).
D.2.8.2 Position report:
1. Use the standard format for voice position reports to ATC.
2. You should also note and record your fuel status on the master document at each oceanic waypoint.
Note 1: This is especially important if the cleared route and FL differ significantly from the filed flight plan.
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Appendix D Note 2: In 2010, ICAO eliminated the requirement to report weather data via voice reports.
D.2.9 Ten Minutes After Waypoint Passage. Cross-check navigational performance and course compliance by one of the following methods:
D.2.9.1 The “plotting” method is appropriate for all aircraft navigation configurations.
1. Verify your plotting/orientation chart reflects the currently effective route clearance.
2. Plot your present latitude/longitude and record the time on your chart.
3. You should plot your position using coordinates from the nonsteering LRNS.
4. Investigate/take corrective action if your plotted position does not agree with your currently effective route clearance.
5. Using the steering LRNS, verify the next waypoint is consistent with the currently effective route clearance.
6. Verify your autopilot steering mode is in LNAV/VNAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.2 The “navigation display” method is appropriate for and available for use in aircraft equipped with an operable FMS:
1. Confirm the aircraft symbol is on the programmed route on the navigation display (at smallest scale).
2. Check system-generated cross-track deviation or similar indication of any deviation from the programmed route of flight.
3. Using the steering LRNS verify the “TO” waypoint is consistent with your currently effective route clearance.
4. Investigate/take correction action to address any anomalies or unexpected deviations.
5. Verify your autopilot steering mode is LNAV/VNAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.3 An alternate method may be used with FAA acceptance.
D.2.10 Midway Between Waypoints.
D.2.10.1 Cross-Check Winds.
D.2.10.1.1 We recommend you cross-check the winds midway between oceanic waypoints by comparing the master document, LRNS, and winds aloft chart.
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Appendix D D.2.10.1.2 This cross-check will also assist with situational awareness and in the event your navigation capability is degraded to the point where you need to dead reckon (DR).
D.2.10.2 Confirm ETA. We recommend you confirm your ETA to the next waypoint.
Note: Revise your ETA with ATC in a timely manner if it has changed greater than 2 minutes.
D.2.11 Coast-In.
D.2.11.1 Remove strategic lateral offset. You must remove the strategic lateral offset prior to exiting oceanic airspace at coast-in. We recommend you include this as a checklist item.
D.2.11.2 Confirm routing beyond oceanic airspace. Before entering the domestic route structure, you must confirm your routing and speed assignment.
Note: Crews experiencing loss of communication leaving oceanic airspace should follow guidance published in the applicable State AIP.
D.2.11.3 Compare LRNS to ground-based NAVAID (as applicable depending on your equipage).
1. When departing oceanic airspace and acquiring ground-based NAVAIDs, you should note the accuracy of your LRNS compared to the position information provided by those NAVAIDs.
2. You should note discrepancies in your maintenance log.
D.2.12 Descent.
D.2.12.1 Transition Level. During the approach briefing, you should note the transition level on the approach plate or verify with ATC. You must reset your altimeters to QNH when descending through the transition level. You should confirm whether the altimeter setting is based on inches of mercury or hectopascals.
D.2.13 Destination/Block-in.
D.2.13.1 Navigation Accuracy Check. When arriving at your destination gate, you should note any drift or circular error in your LRNS.
1. A GPS primary means system normally should not exceed
0.27 NM for the flight.
2. Some inertial systems may drift as much as 2 NM per hour.
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Appendix D Note: If tolerances are exceeded, make an appropriate entry in the maintenance log.
D.2.14 RVSM Write-Ups. You must note problems in the altimetry system, altitude alert, or altitude hold in the maintenance log.
Note: ATS authorities closely monitor RVSM airspace for any Large Height Deviations (LHD). If your aircraft no longer meets RVSM standards, you must not flight plan into RVSM airspace.
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Appendix E APPENDIX E. IATA IN-FLIGHT BROADCAST PROCEDURE E.1 In-Flight Broadcast Procedure (IFBP) Version 7: Publication Date 12 December 2013, Effective Date: 9 January 2014. You should use this for information only. It is based on data available at the time of issuance. Confirm you have the latest edition.
E.2 Listening Watch. You should maintain a listening watch on the designated frequency
(126.9 megahertz (MHz) in the Africa and Indian Ocean Region (AFI)) from a point 10 minutes before entering the designated airspace until leaving the airspace. If you depart from an aerodrome located within the lateral limits of the designated airspace, you should establish a listening watch as soon as appropriate and maintain this watch until leaving the airspace.
E.3 Times You Should Broadcast. You should clearly pronounce your broadcast in English:
1. Ten minutes before entering or crossing a Flight Information Region (FIR) within an IFBP region.
2. If you take off from an aerodrome located within the IFBP region, make your broadcast as soon as appropriate.
3. Ten minutes prior to crossing or joining an ATS route, report crossing airway or waypoint; in the interest of reducing congestion on the IFBP frequency, you may exercise discretion to omit closely spaced repetitive IFBP reports.
4. At not less than 20-minute intervals.
5. Before you change your flight level (FL).
6. At any other time you consider necessary.
E.4 Broadcast Procedure. You should structure your broadcast message as follows:
1. ‘ALL STATIONS’
2. ‘THIS IS (Flight ID) in the XXX (name FIR) FIR’
3. ‘FL....’
4. ‘North-eastbound on XX (airway)’
5. ‘Estimate XXXXX (or crossing airway if no waypoint) atUTC
(Coordinated Universal Time)’
6. ‘(Flight ID)’
7. ‘FL....’
8. ‘in the xxx FIR’ E-1
Appendix E E.5 Operating Procedures.
E.5.1 Changes of Cruising Level. Changes of cruising level are considered necessary by pilots to avoid traffic conflicts, for weather avoidance, or for other valid operational reasons.
Note: When you change your cruising level, you should display all available aircraft lighting which would improve the visual detection of the aircraft while you change levels.
E.5.2 Collision Avoidance. If you receive a traffic information broadcast from another aircraft, which leads you to decide that you must take immediate action to avoid an imminent collision risk to your aircraft, and you cannot achieve this in accordance with the right-of-way provisions of International Civil Aviation Organization (ICAO) Annex 2, you should:
1. Unless an alternative maneuver appears more appropriate, climb or descend 500 ft.
2. Display all available aircraft lighting.
3. As soon as possible, reply to the broadcast by advising the other aircraft of the action you are taking.
4. Also repeat your notification of the action you have taken on the appropriate ATS frequency.
5. As soon as your situation has been rectified, resume normal FL and notify the appropriate ATS frequency.
E.5.3 Normal Position Reporting Procedures. You should continue normal position reporting procedures at all times, regardless of any action you take to initiate or acknowledge a traffic information broadcast.
E.5.4 Operation of Transponders. You must ensure that you comply with transponder procedures as contained in ICAO Procedures for Air Navigation Services—Aircraft Operations (PANS-OPS) Document 8168 and, in the absence of other directions from air traffic control (ATC), operate your transponder on Mode A and C code 2000.
Note: You must ensure the operation of your transponders, even when you are outside radar coverage, in order to enable Traffic Alert and Collision Avoidance System (TCAS)-equipped aircraft to identify conflicting traffic.
E.5.5 Use of TCAS. In accordance with ICAO Regional Supplementary Procedures (ICAO Document 7030), if you are operating a civil fixed-wing turbine-engine aircraft having a maximum takeoff mass exceeding 5,700 kg or maximum approved passenger seating configuration of more than 19, you must carry and operate Airborne Collision Avoidance System (ACAS) II in the AFI region. The International Air Transport Association (IATA) therefore promotes the use of a working TCAS for aircraft when operating within the AFI region. You must select traffic advisory (TA)/Resolution Advisory (RA) mode at maximum range.
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Appendix E E.5.6 Use of Strategic Lateral Offset Procedure (SLOP). SLOP is promoted in the AFI region.
E.6 The IFBP in AFI. In many FIRs in the AFI region, communications both fixed and mobile have either not been implemented or operate well below the required reliability.
This has an impact on the proper provision of ATS, especially flight information services (FIS). Consequently, the AFI Regional Technical Conference has decided that the IFBP should be used within designated FIRs in the region as an interim measure until such time as communications facilities affecting the FIRs in question have been improved.
E.7 Designated Frequency in AFI. In the AFI region the designated frequency for the IFBP is 126.9 MHz.
E.8 Area of Application. In the AFI region the IFBP should be applied in the following FIRs and airspaces:
1. Asmara.
2. Brazzaville*.
3. Kano.
4. Khartoum.
5. Kinshasa.
6. Luanda.
7. Mogadishu.
8. Niamey*.
9. N’Djamena*.
10. Tripoli**.
* The Brazzaville, Niamey, and N’Djamena FIRs provide Controller-Pilot Data Link Communication (CPDLC) service, however these FIRs are maintained in the IFBP area of applicability to accommodate users’ requirement for linear boundaries to the extent feasible.
** The Tripoli FIR mandated IFBP within its entire FIR, hence its IFBP region extends from north of latitude 30° N to cover the entire Tripoli FIR.
Note: Even though some FIRs are removed from area of applicability, they may continue applying IFBP in case of contingency (e.g., Dakar Terrestrial and Dakar Oceanic).
E.9 Enforcement. All airlines operating in the AFI region are requested to:
1. Ensure that their crews are fully briefed on the procedure and area of application described.
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