Note 1: In ADS-C, C = “Contract.” The controller sets up one or more electronic contracts with your aircraft to automatically provide time-triggered (periodic) and/or condition-triggered (e.g., deviation event) reports.
Note 2: Equipage with CPDLC does not eliminate the requirement for operable two-way radios. For most oceanic operations this means operable HF radios are required.
4.4.1 Access to Preferred Airspace. Since equipment like CPDLC and ADS-C improves the efficiency with which aircraft in oceanic and remote continental airspace can be controlled, such better-equipped aircraft are being better served through initiatives to reserve preferred blocks of oceanic airspace for those aircraft. Preferred altitudes and routes around the world are more readily issued to aircraft equipped with robust communications, navigation and surveillance capabilities.
4.4.2 Flight Management Computer Waypoint Reporting (FMC WPR) Service. FMC WPR service is one of the original data link capabilities, whereby your flight management computer (FMC) sends a waypoint report to the ATS provider via Aircraft Communications Addressing and Reporting System (ACARS) or CPDLC. It is gradually being replaced by automatic position reporting via ADS-C systems.
4.5 Data Link Systems—Operational Authorization to Use. We will grant operational authorization for operators to use data link by issuing OpSpec/MSpec/LOA A056, Data Link Communications, as appropriate.
Note: OpSpec/MSpec/LOA A056 also applies to datalink communications in overland areas, such as Aeronautical Telecommunication Network Baseline 1 (ATN B1) (formerly Link 2000+), used in European airspace.
4.5.1 Procedures for Obtaining Authorization. You are required to obtain operational authorization prior to using data link systems on designated oceanic and remote continental airspace routes. You can find our guidance on the process and procedures for operational authorization and aircraft data link system approval in the current editions of the following documents:
• AC 20-140, Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS).
• AC 120-70, Operational Authorization Process for Use of Data Link Communication System. Operators should consult geographic-specific areas of this document.
4.5.2 Data Link Requirements and Standards. You can consult ICAO Document 10037, GOLD, for additional information on data link requirements and standards.
4.6 ATC in Oceanic and Remote Continental Airspace.
4.6.1 Procedural Airspace. Oceanic and remote continental airspace is nonradar (i.e., where the separation of aircraft does not depend on ground-based radar coverage) and where there 4-6
is no other form of surveillance such as ADS-B. It is considered “procedural airspace.”
ATS providers in oceanic and remote continental airspace primarily provide procedural control and procedural separation to all flights.
4.6.1.1 These facilities issue clearances and instructions providing separation vertically and horizontally, based on the specific aircraft equipment authorizations you indicate on your flight plan. Because of ATC’s lower confidence in the aircraft’s reported position, adjacent aircraft under procedural control are kept farther apart from each other than under radar control.
4.6.1.2 ATC monitors your compliance with the issued clearance. Your aircraft position reports are processed for conformance with the clearance. If your aircraft is equipped with ADS-C, it provides trigger alerting for lateral and vertical deviations.
4.6.1.3 In order to make this nonradar airspace traffic management system work the way it is designed, you must provide timely and accurate time estimates (estimated time of arrival (ETA)) and operate with strict discipline and adherence to ATC clearances and procedures, both normal and contingency.
4.6.1.4 Controllers manage longitudinal separation in procedural airspace by assigning speeds, either true Mach number or true airspeed. An airspeed assignment is one element of an oceanic clearance. Proper separation of aircraft is dependent upon pilots maintaining the speed assigned with the oceanic clearance (not to be confused with the flight plan speed); therefore, compliance with the speed assignment is mandatory.
4.6.2 ICAO Procedures for Specific Geographical Areas. You will find detailed ICAO procedures for specific geographical areas in ICAO Document 7030, Regional Supplementary Procedures. FAA ATC bases its procedures for oceanic and remote continental airspace on ICAO Standards and Recommended Practices (SARP).
4.6.3 U.S. ATS in Oceanic and Remote Continental Airspace. The United States provides ATS in oceanic and remote continental airspace as follows:
• Atlantic Ocean: New York, Miami, and San Juan Flight Information Regions (FIR).
• Gulf of Mexico: Miami and Houston FIRs.
• Pacific Ocean: Oakland and Anchorage FIRs.
• Arctic Ocean: Anchorage Arctic FIR.
• Alaska Remote Continental Airspace: Anchorage Air Route Traffic Control Center (ARTCC).
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4.6.4 Advanced Technologies and Oceanic Procedures (ATOP). U.S. controllers utilize the ATOP (also referred to as Ocean21) System in the airspace of Oakland Oceanic, New York Oceanic, and Anchorage Oceanic FIRs.
4.6.4.1 Within this airspace, ATOP identifies suitably equipped aircraft for the controller (such as CPDLC and ADS-C), provides decision support tools for establishing the separation minima for all pairs of aircraft along a cleared profile, and provides aircraft profile conformance monitoring and protection.
4.6.4.2 ATOP deciphers flight plan information to determine which separation standards may be applied to a particular aircraft based on filed aircraft equipage. The system is capable of determining separation standards which may be applied between aircraft with different equipage and speeds. You must notify ATC immediately if your communications, navigation, and surveillance equipment capability degrades below that which you listed in your flight plan.
4.6.4.3 ATOP protects random routes of an individual aircraft and can issue conflict warnings in excess of 2 hours ahead of the event, depending on local adaptation. ATOP can also adapt to the separation standards applied by adjacent ATC facilities and can warn the controller when a conflict will occur based on the adjacent ATC facility’s requirements. This allows controllers to effectively plan for transitions to adjacent FIRs.
4.6.4.4 You can find specific information regarding ATC separation standards in the current edition of FAA Order JO 7110.65, Air Traffic Control. Additionally, trial periods where new separation standards are being applied will be announced via FAA International Notices to Airmen (NOTAM).
4.7 Special Use Airspace (SUA).
4.7.1 Warning Area. A warning area is airspace of defined dimensions extending from 3 NM outward from the coast of the United States that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such a warning area is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both.
4.7.2 Prohibited Areas. ICAO specifies that these areas exist “above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited.”
4.7.3 Restricted Areas. ICAO specifies that these areas exist “above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions.”
Note: Carefully review charts for these types of areas when you plan your flight, taking note of the area operating times and restrictions. You should also review applicable oceanic NOTAMs.
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4.8 Air Defense Identification Zones (ADIZ). Title 14 CFR part 99, Security Control of Air Traffic, discusses defense areas and ADIZ. You can check part 99, the latest U.S. AIP, the latest AIM (Chapter 5, Section 6), and all FAA NOTAMs Domestic/International to ensure compliance with national security requirements in the ADIZ.
4.9 World Geodetic System 1984 (WGS 84). ICAO and the United States endorse the WGS 84 or equivalent as the geodetic reference datum standard for air navigation latitude and longitude coordinates. WGS 84 was developed in response to the aviation community’s need for a common geodetic reference system and to standardize aeronautical surveys and related products. You should determine in advance whether any countries you intend to fly over or into are WGS 84-compliant. Information about WGS 84 compliance is often noted on plates used in terminal operations or on airfield diagrams. A State’s AIP generally notes compliance with WGS 84. Most areas of the world are listed as: 1) Unknown (U); 2) Partially Compliant (PC); 3) Compliant (C);
or 4) Noncompliant (NC) with WGS 84.
Note: Commercial charting vendors also post information on their Web sites about specific countries and their compliance with WGS 84.
4.9.1 Operations in Areas that Are Not WGS 84-Compliant. Flight manuals often include a note for long-range navigation systems (LRNS) indicating that, for countries or terminal areas that are not WGS 84-compliant, the crew should deselect the use of Global Navigation Satellite Systems (GNSS). You should be familiar with your flight manual limitations when flying in countries or terminal areas that are not WGS 84-compliant.
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CHAPTER 5. FLIGHT PLANNING GUIDANCE FOR INTERNATIONAL AND
OCEANIC AND REMOTE CONTINENTAL AIRSPACE OPERATIONS
5.1 Lead Time Requirements.
5.1.1 Preparation. Your preparation for a successful international flight, whether you fly large or small aircraft, starts with adequate planning and training. The lead time required for planning varies depending on such things as experience, training, and currency, as well as specific country requirements, and could exceed 30 days. Dispatch/flight locator departments available to 14 CFR part 121 operators and large 14 CFR part 135 operators could reduce certain planning time requirements.
5.1.1.1 Remember that many countries have long lead times to process visas or other necessary paperwork to approve an international flight. Depending upon the country, it may take up to 6 weeks to obtain visas and/or overflight and landing permits.
5.1.1.2 Ensure you are aware of current and special notices relating to entry and overflight requirements for the countries on your itinerary. In most cases outside North America and Europe, you obtain prior permission to land in or overfly a country directly from that country’s Civil Aviation Authority (CAA). You can also find information on immunizations, ports of entry, and other important requirements in the country’s Aeronautical Information Publication (AIP) and in various commercial publications.
5.1.2 Verification. You need to allow enough lead time to ensure your planning is thorough, complete, and correct. Always cross-check and verify any flight planning products against the appropriate source documents. By doing so, you could uncover potential errors before they result in a pilot deviation.
5.2 Preparing an Itinerary.
5.2.1 Itinerary Factors. Preparing the itinerary is one of the most important aspects of your international flight. You may want to consider the following questions when developing your itinerary:
1. To which destinations do I intend to fly (or overfly)?
2. Via what routes and altitudes?
3. Are there any terrain clearance concerns along those routes at those altitudes?
4. Have I identified any concerns with suitable equal time point (ETP) alternates along those routes and altitudes?
5. Are there any pitfalls I should be aware of from each State’s AIP?
6. What communications, navigation, and surveillance equipment and authorizations must I have in order to fly my intended routes and altitudes?
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7. Will I be operating in Special Area of Operation (SAO)? Do I have the necessary operational authorization(s) to do so?
8. With regard to my Global Navigation Satellite System (GNSS) equipment, are there any WGS 84 compliance issues in countries I intend to transit?
(Paragraph 4.9 provides information on WGS 84.)
9. What survival equipment must I have on board in order to fly my intended routes?
10. Are there suitable en route and destination alternates available in the event of an emergency diversion at other than my intended en route altitude?
Are there terrain clearance or oxygen considerations at those divert altitudes?
11. Does my preferred destination have instrument approaches and arrival and departure procedures that are compatible with my aircraft equipment and authorizations?
12. What crew rest requirements will I have for each destination?
Note: See paragraph 5.3 below regarding fatigue management issues.
13. Do I intend to use a flight planning or dispatch service for my trip?
14. If my routes take me through oceanic airspace, have I reviewed the following:
• Oceanic error mitigation procedures?
• Oceanic flight planning, plotting charts, navigation, and waypoint procedures?
• My oceanic checklist?
• Strategic Lateral Offset Procedure (SLOP) procedures?
• En route procedures for each airspace I will pass through?
• Oceanic contingency procedures?
15. Are there specific pilot certification, type rating, and/or medical certificate requirements for the countries I’ll be visiting? Are single-pilot operations authorized?
16. Will my intended route take me through areas of volcanic activity?
17. If my route takes me through polar areas, have I researched the unique risks inherent to operations on polar routes?
5.2.2 Country-Specific Issues and Requirements. As part of your itinerary preparation, asking the following additional questions can help you determine the country-specific issues/airspace requirements that might affect your international flight:
1. Do I require overflight and landing permits for any of the airspace/airfields I will transit?
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2. How much will overflight and landing fees cost, and how do I pay for each airspace and destination I intend to transit (e.g., credit card, cash, local currency, U.S. currency)?
3. How much advance notification do I need to provide prior to arrival?
Note: All countries require some form of advance notification of arrival.
You should carry a copy of the advance notification, as well as confirmation that the notification was sent. This is particularly important for countries that do not normally return approvals.
4. What are the availability, types, and duration of visas, tourist cards, and other required entry documents for all countries I intend to visit, as well as those with potential alternate airports (in the event I have to divert)?
Note: Some countries require that you have a visa for the next country of entry before departure, as well as proof of required immunizations for that country.
You can obtain this information from the U.S. Department of State (DOS).
5. Are there prohibitions, restrictions, and/or applicable notices for countries I intend to visit?
Note: The FAA’s Web site includes a special section on prohibitions, restrictions, and notices applicable to foreign countries at http://www.faa.gov/air_traffic/publications/us_restrictions/. You should pay particularly close attention to this aspect of your flight planning.
6. What is the normal work week for countries I intend to overfly/enter?
Note: Understanding this will help you coordinate for visas and overflight/landing permits. You can obtain this information from the DOS.
7. Are there any import regulations I need to consider, given the amount of time I intend to remain in the countries on my route?
Note: Aircraft that remain within the territorial limits of a country for an extended period of time may become subject to import regulations and impoundment.
Determine in advance the number of days that an aircraft may remain in any country where the aircraft will land.
8. What hours are customs, immigration, and other services operational?
9. Do I intend to conduct any operations that might be considered “cabotage?”
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5.2.3 Airport-Specific Issues. Consider the following airport-specific issues when planning for your overseas trip:
1. What time considerations can affect your trip?
• What is local time at each of my destination airports in terms of Coordinated Universal Time (UTC)?
• What is local time at my original departure airport?
• Are there restrictions on operating at night in the countries I intend to transit?
• Do any of the airspaces/destinations I intend to transit require slot times?
2. Is a Prior Permission Only (PPO) number required for landing?
3. Do my preferred destination and alternate airfields have the appropriate grade of fuel and other types of aircraft handling services available?
4. Are maintenance services available at my destination airfields?
5. Should I bring spare parts for my aircraft?
6. Will I have lodging available at the destination?
5.3 Crew Fatigue.
5.3.1 Fatigue Management. International travel typically involves crossing time zones and interrupting normal sleep patterns (circadian rhythm). Ensure you have a plan for how you will manage fatigue for you and your crew.
5.3.2 Fatigue Management Strategies. The current edition of AC 120-100, Basics of Aviation Fatigue, discusses strategies to mitigate the effects of fatigue and is an excellent resource.
The current edition of AC 120-103, Fatigue Risk Management Systems for Aviation Safety, discusses the Fatigue Risk Management Systems (FRMS) prescribed in 14 CFR part 117. While part 117 does not apply to all operators, we recommend you review both ACs as the contents cover issues that are important to all aircrews.
5.3.3 Self-Care and Time Zone Differences. Having a high level of physical fitness, using caffeine strategically, and avoiding alcohol can help you adjust to time zone differences, allow your body to rest better, and help make you a more effective, safer operator.
5.3.4 Preparing to Mitigate Fatigue. Inquire in advance about day sleeping or noise levels in the location where you intend to get your crew rest. This will help your crewmembers know what challenges to good rest might lie ahead. You should also consider adding one or more pilots beyond that for which the aircraft is certified for long-duration flights or those outside of normal sleep times. This will help mitigate fatigue issues and promote safer flying.
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5.3.5 Sleep Aids. Make sure you understand the restrictions on using sleep aids and the importance of consulting an Aviation Medical Examiner (AME) prior to use. They will advise you on the possible side effects of sleep aids. We have built a list of approved prescription sedative-hypnotic-type drugs that can be taken under certain conditions.
• Information regarding pharmaceutical sleep aids can be found on the FAA Web site.
• This site includes names of many popular sleep aids. It also includes the required wait time after taking the last dose before you can fly (“pill to push” time).
5.4 Required Paperwork/Documentation. Whenever you fly into, from, or over foreign territory, you must comply with that territory’s regulations. Ensure that you have all required entry documents available for presentation upon arrival; you may need to provide multiple copies of each.
5.4.1 Documentation. Local authorities may ask to see the below-listed types of paperwork.
The Articles of the Chicago Convention specify those items marked with a double asterisk (**).
5.4.1.1 Aircraft/Aircrew Documentation. It is important to note that you may be responsible for additional documentation requirements that this list does not include.
1. Airworthiness certificate**.
2. Aircraft registration** (some States do not allow temporary certificates).
3. Radio station license**.
• ICAO Annex 6 Part I requires that one member of the flightcrew hold a valid radio telephone operator’s license “authorizing operation of the type of radio transmitting equipment to be used.”
• The European Aviation Safety Agency (EASA) has published inspector guidance for its Safety Assessment of Foreign Aircraft program that references the ICAO Annex 6 requirement.
• For U.S. domestic flights operating only on very high frequencies (VHF), the Federal Communications Commission (FCC) does not require the license.
4. Minimum equipment list (MEL) (or Master Minimum Equipment List (MMEL) if operator plans on operating under this option).
5. Airplane Flight Manual (AFM) with Weight and Balance (W&B) information and metric conversion tables, if applicable.
6. Copies of aircraft and engine logbooks.
7. Import papers for aircraft of foreign manufacture.
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8. Operations specifications (OpSpecs)/management specifications (MSpecs)/letters of authorization (LOA).
Note: Some countries require an OpSpec/MSpec/LOA from the State of Registry or the State of the Operator before operating the aircraft in those countries.
9. Ownership papers.
10. Certificates of insurance, if applicable.
11. Authorization letters from the operating company or the aircraft owner (original signature required), if applicable.
Note: For privately owned aircraft where the owner is not on board, many countries require a letter from the owner before they will allow operations within their country (you can find specific information on this letter and other requirements in the AIP of the countries concerned).
12. Licenses.
13. Crewmember certificates**.
Note: Pay special attention to medical certificates, as expiration rules vary from country to country; consult the AIP for those countries where you intend to land.
5.4.1.2 Trip-Specific Documentation. The following information will change for each flight, but should be available for presentation to authorities:
1. Passenger manifest, containing complete names of passengers and places of embarkation and destinations of each**.
2. Cargo manifest and detailed declaration of the cargo, if carried**.
3. Copies of overflight and landing permissions.
4. General declarations.
5. Journey logbook, signed by the pilot in command (PIC)**. ICAO Annex 6 identifies the components of the journey logbook as listed below. Consult the AIP for the country you are visiting for their particular requirement.
• Airplane nationality and registration.
• Date.
• Names of crewmembers.
• Duty assignments of crewmembers.
• Place of departure.
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• Place of arrival.
• Time of departure.
• Time of arrival.
• Hours of flight.
• Nature of flight (private, aerial work, scheduled, or nonscheduled).
• Incidents and observations, if any.
• Signature of person in charge.
5.4.1.3 Personal Documentation for Crew and Passengers. When planning a trip to or from a foreign country, you must ensure all travelers have proper personal documentation (passports and visas, as required). You may find the requirements for individual countries at www.state.gov/travel.
5.5 Entry to Foreign Airspace—Flight Plan Versus Formal Advance Permission.
5.5.1 Permission for Airspace Entry. When the foreign Air Traffic Service (ATS) authority accepts your flight plan and issues you a flight clearance, you have not necessarily received official approval for entering that State’s airspace. The governing CAA may independently require permission for airspace entry, and your destination airfield may require permission as well.
5.5.2 Flight Plans. Your flight plan provides advance notice of foreign airspace penetration and facilitates effective air traffic control (ATC) procedures. For some countries, your flight plan is the only advance notice required; other countries use your flight plan as a check against previously granted permission to enter national airspace.
5.5.3 State AIPs. During your pretrip planning, as noted in paragraphs 5.1.1.2, 5.2.1, and 5.2.2 above, consult the AIP for the States you will transit to determine any overflight/landing permits and whether prior permission is required. Ensure you allow plenty of lead time to request and obtain all necessary permissions.
5.6 Managing Risk in Oceanic and Remote Continental Airspace Operations. Operators should have a risk management process before conducting oceanic operations (per ICAO Annex 19, issued in 2013). Many of the oceanic planning topics included in earlier portions of this chapter should be included as elements of your oceanic operations risk assessment. Examples include the list of topics immediately below. Operators are strongly encouraged to research the information available on the FAA Web site, both from the standpoint of oceanic operations planning, and risk management overall.
Non-airline operators are also encouraged to review the material specifically earmarked for airline operators. You can get a lot of good ideas from that information.
• Communications, navigation, and surveillance requirements for airspace.
• Crew knowledge and recency-of-experience.
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