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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• Crew fatigue.
• Airspace Search and Rescue (SAR) options.
• Weather and atmospheric conditions unique to the airspace.
• Applicable survival equipment.
• Alternate airports.
• Contingency procedures.
Note: The Automated Mutual-assistance Vessel Rescue (AMVER) system, sponsored by the U.S. Coast Guard, is a computer-based voluntary global ship reporting system used worldwide by SAR authorities to arrange for assistance to persons in distress at sea. Operators conducting oceanic operations are encouraged to be familiar with AMVER in case of a potential ditching. Once the operator notifies ATC of a possible ditching, all merchant vessels registered with AMVER and within 100 nautical miles (NM) of the aircraft’s predicted ditching position will be notified.
5.7 Weather Forecasts and Other Meteorological Planning.
5.7.1 The National Weather Service (NWS). The NWS provides weather, hydrologic, and climate forecasts and warnings for the United States, its territories, adjacent waters, and ocean areas. If you operate outside of the jurisdiction of the NWS, you must utilize a weather source approved by the Administrator.
5.7.2 International Weather Services. You can access many different international weather sources through the NWS. While the NWS may recognize these sources, they are not necessarily approved by the NWS and may not meet regulatory requirements.
As a certificate holder, you must have your international weather sources approved in your OpSpec/MSpecs.
5.7.3 Recognized Weather Services. As representatives of the Administrator, principal operations inspectors (POI) may approve the following sources:
• The NWS for the United States and its territories located outside of the 48 contiguous states.
• U.S. and North Atlantic Treaty Organization (NATO) military observing sources.
• Meteorological offices operated by ICAO Member States.
• ICAO Member-State-authorized meteorological stations or automated observations.
• Members of the World Meteorological Organization (WMO).
5.7.4 Enhanced Weather Information Systems (EWINS). Many commercial operators utilize an EWINS. EWINS are systems for gathering, evaluating, and disseminating aviation weather information, and for issuing weather reports and forecasts prepared by properly trained and qualified aviation meteorologists or aircraft dispatchers. Air carriers use 5-8
EWINS which are proprietary to each carrier. Air carriers require FAA approval to use EWINS.
5.7.4.1 Each carrier’s EWINS must have sufficient procedures, personnel, and communications and data processing equipment to effectively obtain, analyze, and disseminate aeronautical weather data. An EWINS source may produce weather analyses and forecasts based on meteorological observations provided by the Federal government.
5.7.4.2 For an explanation of EWINS, refer to the current edition of AC 00-45, Aviation Weather Services. Approval to use EWINS weather products is issued on a case-by-case basis and is currently only applicable to part 91K program managers and part 121 or 135 certificate holders, who may either act as their own EWINS or contract for services from an outside source. These approved operators may conduct flight operations using the weather analyses and forecasts produced by their approved EWINS.
5.8 Notices to Airmen (NOTAM). We publish these NOTAMs on a 28-day cycle. They include significant international information and special notices that could affect your decision to enter or use certain areas of foreign or international airspace. If you are seeking to enter areas of the world that require special considerations, these NOTAMs can be very important. To access the two most recent editions of the domestic/international FAA NOTAMs, click on www.faa.gov/air_traffic/publications/notices/.
5.9 Extended Operations (ETOPS). ETOPS (the ICAO term is Extended Diversion Time Operations (EDTO)) requirements pertain to aircraft operated under parts 121 and 135.
ETOPS is a system of maintenance, planning, alternate airport selection, dispatch, and flight operations standards that are designed to preclude a diversion and, if one were to occur, to protect that diversion. Thus, ETOPS standards establish a higher level of performance requirements and equipment monitoring.
Note: Rules covering ETOPS do not address operations conducted under part 91.
However, because risk increases with distance from an adequate airport, if you are a General Aviation (GA) operator, we strongly recommend that your pilot training, maintenance practices, flight planning, and any applicable dispatch procedures follow the processes and procedures established in ETOPS regulations and guidance.
5.9.1 ETOPS Guidance. Guidance pertaining to ETOPS is provided in the current editions of AC 120-42, Extended Operations (ETOPS and Polar Operations), and AC 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area. The regulatory basis for ETOPS requirements is provided by part 121, §§ 121.161 and 121.374 and appendix P, and part 135, § 135.364 and appendix G.
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5.10 Polar Operations. ACs 120-42 and 135-42 (current editions) cover polar operations by aircraft operated under parts 121 and 135 respectively. As noted in the ETOPS discussion above, we strongly recommend part 91 operators refer to these ACs if you intend to attempt a flight via a polar route. Other worthwhile sources of information include the Canada and Iceland AIPs and the Canadian Designated Airspace Handbook.
The North Polar Area of Operations includes the area that lies north of latitude 78° north.
The North Polar routes across Russia are shown in the Russian AIP or in commercial charting publications for Eastern Europe and Eurasia. The South Polar Area of Operations includes the area south of latitude 60° south. Operators should contact their regional SAO specialist for advice on things to consider when planning polar operations.
1. OpSpec/MSpec B055, North Polar Operations, authorizes North Polar operations. OpSpec/MSpec B040, Operations in Areas of Magnetic Unreliability, authorizes operations in areas of magnetic unreliability (AMU).
2. Operations in AMUs are not authorized when using a Global Positioning System (GPS)-only navigation-sensor flight management system (FMS). This is due to the lack of accurate and reliable heading information from flux valve-derived headings.
5.11 Areas with Limited ATS. While part 91 GA operators are not bound by the requirements below, we recommend that they have a solid understanding of this information before attempting to operate in this type of airspace. If you intend to operate in advisory-only airspace, your training programs and operating procedures must allow for safe operations and ensure compliance with the expected operating practices.
Commercial operators must also show that they comply with OpSpec/MSpec A014, IFR En Route Operations in Class G Airspace. If you intend to operate in uncontrolled information regions, you will not have access to ATC, air traffic advisory, flight information, and alerting services. When operating within these areas, you must have acceptable, alternative means to ensure the following:
1. You can notify the appropriate organization in a timely manner should you require SAR assistance.
2. You have a method to access changes in significant weather information in a timely manner.
3. Those navigation facilities necessary for you to safely conduct the operation are available and serviceable. You can receive updates regarding the serviceability of the required Navigational Aids (NAVAID).
4. You have reliable in-flight information concerning other instrument flight rules (IFR) aircraft operating near your route of flight (e.g., Traffic Alert and Collision Avoidance System (TCAS) and/or Automatic Dependent Surveillance-Broadcast (ADS-B) In). This could also include “broadcast in the blind” procedures and other “expected” practices (see Appendix E, IATA In-Flight Broadcast Procedures, as well as ICAO Annex 11’s description of Traffic Information Broadcasts by Aircraft (TIBA)).
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5.12 Rotorcraft Operations.
5.12.1 FAA and ICAO Requirements. The basic part 91 guidance outlined earlier in this chapter also applies to helicopter operations in oceanic and remote continental airspace. If you are operating in international airspace or another State’s airspace, you are still obligated under § 91.703 to follow ICAO Annex 2. The § 91.703 requirement to follow the rules of the countries you overfly and those in which you intend to land also applies. If the part of 14 CFR under which you operate conflicts with the rules of the country you are operating over or in, you must follow the rules of that country.
5.12.2 Offshore Helicopter Operations in the U.S. National Airspace. The current edition of AC 90-80 contains detailed information on offshore helicopter operations in the U.S. NAS, both instrument and radar. It also provides instruction on how you can gain authorization to conduct such operations.
5.12.3 Offshore Operators. If you are an offshore operator, you are required to obtain OpSpec/LOA H104, Helicopter En Route Descent Areas (HEDA), if conducting en route descent procedures under IFR operations. You will receive the OpSpec or LOA, as applicable, once you meet all certification requirements.
5.12.4 Navigation Requirements. You must meet the following navigation requirements in order to operate rotorcraft in oceanic and remote continental airspace.
5.12.4.1 You may develop proposed routes using NAVAIDs where you have adequate signal coverage available. In areas where signal coverage is not available, you must provide a suitable means of navigation. We may require a validation test in visual flight rules (VFR) conditions to ensure that you are able to demonstrate adequate navigational performance for the route(s) before granting approval for your use of the route(s).
5.12.4.2 For part 135 operators, all the navigation equipment that you use in extended over-water or IFR operations must meet § 135.165(b) requirements. If you obtain positive course guidance for any portion of the route through the use of long-range navigation equipment, such as GPS meeting FAA Technical Standard Order (TSO)-C145, TSO-C146, or TSO-C196, you will not receive approval for these operations until your aircraft has two independent receivers for navigation installed and operative (only one is required in the West Atlantic, Caribbean, and Gulf of Mexico).
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