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.
E-2
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.
E-3
Appendix E
2. Ensure that their charts and flight documentation are fully amended to reflect the foregoing.
E.9.1 Any operator reported to LATA as not applying the procedure must be contacted immediately, informed of the procedure, and requested to apply it.
E.9.2 Attention is drawn to the fact that during the Haj pilgrimage period the number of east-west flights in the north-central part of the AFI region increases dramatically, and with it the risk of ATS incidents and therefore the importance of the IFBP.
E.10 Review. The procedure and its area of applicability are reviewed by the IATA AFI Regional Coordination Group from time to time. The list of FIRs in which you should apply the procedure may be modified as necessary.
Figure E-1. Map of IFBP Area of Applicability Source: IATA SO&I AFI 20° 10°
ALGIERS TRIPOLI CAIRO
CANARIES JEDDAH DAKAR
SAL OCEANIC NIAMEY ASMARA
N'DJAMENA
KHARTOUM KANO AREA OF APPLICABILITY MOGADISHU 10°
ADDIS ABEBA
BRAZZAVILLE -g= DAKAR OCEANIC ACCRA *ENTEBBE
KINSHASA -RIGALL NAIROBI SEYCHELLES
• BUJUMBURA (DAR-ES-SALAAM)
•10° 10°- LUANDA
MAURITIUS
ATLANTICO 20° WINDHOEK BEIRA 20°
GABORONE NARIVO
JOHANNESBURG OCEANIC
JOHANNESBURG 30°-
CAPE TOWN JOHANNESBURG OCEANIC _20° 30 40 9 January 2014 E-4
Appendix F APPENDIX F. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN
OCEANIC AND REMOTE CONTINENTAL AIRSPACE F.1 Introduction. Although all possible contingencies cannot be covered, these procedures provide for the more frequent cases such as:
• Inability to comply with assigned clearance due to meteorological conditions, aircraft performance, or pressurization failure.
• En route diversion across the prevailing traffic flow.
• Loss of, or significant reduction in, the required navigation capability when operating in airspace where the navigation performance accuracy is a prerequisite to the safe conduct of flight operations.
F.1.1 The procedures are applicable primarily when descent and/or turn back or diversion is required. The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judgment shall determine the sequence of actions to be taken, having regard to the prevailing circumstances. Air traffic control (ATC) shall render all possible assistance.
F.2 General Procedures.
Note: There may be regional differences in these general procedures.
Paragraph 7.2.1 explains. You should be familiar with the planning and guidance documents pertinent to the airspace in which you will be operating.
F.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance and/or is unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance shall be obtained, whenever possible, prior to initiating any action.
F.2.2 The radiotelephony distress signal (“MAYDAY”) or urgency signal (“PAN PAN”), preferably spoken three times, shall be used as appropriate. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and the overall air traffic situation.
F.2.3 If deviation is required and prior clearance cannot be obtained, the following contingency procedures should be employed until such time a revised clearance is received. Advise ATC as soon as practicable, reminding them of the type of aircraft involved and the nature of the problem. In general terms, the aircraft should be flown at a flight level (FL) and on an offset track where other aircraft are least likely to be encountered. Specifically, the pilot shall:
F-1
Appendix F F.2.3.1 Leave the assigned route or track by initially turning at least 45° to the right or left, in order to acquire a same or opposite direction track offset 15 nautical miles (NM) (28 km) from the assigned track centerline. When possible, the direction of the turn should be determined by the position of the aircraft relative to any organized route or track system. Other factors which may affect the direction of the turn are:
1. The direction to an alternate airport.
2. Terrain clearance.
3. Any strategic lateral offset being flown.
4. The FLs allocated on adjacent routes or tracks.
F.2.3.2 Having initiated the turn:
F.2.3.2.1 If unable to maintain the assigned FL, initially minimize the rate of descent to the extent that is operationally feasible. Pilots should take into account the possibility that aircraft below on the same track may be flying a 1 or 2 NM Strategic Lateral Offset Procedure (SLOP) and select a final altitude which differs from those normally used by 500 ft. (150 m) if at or below FL 410, or by 1,000 ft. (300 m) if above FL 410; or F.2.3.2.2 If able to maintain the assigned FL, once the aircraft has deviated 10 NM (19 km) from the assigned track centerline, climb or descend to select a flight level which differs from those normally used by 500 ft. (150 m), if at or below FL 410, or by 1,000 ft (300m) if above FL 410.
F.2.3.3 Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals, on 121.5 megahertz (MHz) (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz) and where appropriate on the frequency in use: aircraft identification, FL, position (including the Air Traffic Service (ATS) route designator or the track code, as appropriate) and intentions.
F.2.3.4 Maintain a watch for conflicting traffic both visually and by reference to the Airborne Collision Avoidance System (ACAS).
F.2.3.5 Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
F.2.3.6 Keep the Secondary Surveillance Radar (SSR) transponder on at all times.
F.2.4 When leaving the assigned track:
F.2.4.1 If the intention is to acquire a same direction offset track, the pilot should consider limiting the turn to a 45° heading change, in order not to overshoot the offset contingency track.
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