6.3.1.7 Volcanic ash and solar flare information (as applicable).
6.3.1.8 Pilot Weather Reports (PIREP).
6.3.1.9 Receiver autonomous integrity monitoring (RAIM) and fault detection and exclusion (FDE) prediction (as applicable).
6.3.1.10 Current track message (for any operations in airspace with a flexible organized track system).
Note: If you have a track message or other separate route document associated with the flight, verify that the effective time of the message corresponds to your flight and that the designated route agrees with both your filed routing and the waypoint routing on your master document.
6.3.1.11 Plotting/orientation chart.
6.3.1.11.1 You should use a chart, of appropriate scale, to provide yourself with a visual presentation of your intended route, regardless of your type(s) of long-range navigation system (LRNS). Plotting your route on your chart will increase your situational awareness as you execute your trip through oceanic and remote continental airspace.
6.3.1.11.2 Your chart should include, at a minimum:
1. The route of your filed flight plan or currently effective route clearance.
2. Clearly depicted waypoints using standardized symbology.
3. Graphic depictions of all ETPs.
4. Alternate airports.
5. Proximity of other adjacent tracks.
Note: For certificated operators, if OpSpec/MSpec A061 has been issued authorizing use of an Electronic Flight Bag (EFB) and the principal inspector (PI) has authorized “interactive plotting for oceanic and remote continental navigation,” the EFB application may be used in place of a paper plotting/orientation chart. The current edition of AC 120-76, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bags, provides guidance for operators to develop associated EFB procedures. For part 91 operators, an EFB may be used, provided the criteria and considerations of the current edition of AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (EFB), are observed.
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6.3.2 Cockpit Preparations.
6.3.2.1 Check your maintenance log to ensure all your required communications, navigation, and surveillance and altimetry equipment is operational in order to enter oceanic and remote continental airspace.
1. If you are faced with faulty aircraft equipment, such as your long-range navigation equipment or a central air data computer fault, notify ATC as soon as possible. ATC will more than likely increase spacing around an aircraft with degraded capabilities.
2. Consult your minimum equipment list (MEL) to resolve malfunctioning equipment before you depart. A departure delay for maintenance may be warranted or a reroute to avoid oceanic airspace may be necessary.
6.3.2.2 Identify a single master clock in the cockpit.
1. You must verify that your onboard primary time source, or master clock, is set to Coordinated Universal Time (UTC). In most cases, this time source is the FMS.
2. Use master clock times for all ETAs and actual times of arrival (ATA).
6.3.2.3 Align your inertial navigation system (INS)/inertial reference system (IRS).
1. Proper INS/IRS loading and operating procedures are another important aspect to help you avoid navigation errors. Ensure you select navigation (NAV) mode at the appropriate time and properly manage your navigation computer during intermediate stops.
2. Follow your flight manual procedures carefully to ensure proper navigation reliability.
6.3.2.4 Have a second pilot independently verify the aircraft present position coordinates you have loaded in your navigation system.
1. Regardless of your type of LRNS or the method of insertion, you must verify your current ramp position in the LRNS against current aeronautical publications and not solely based on the present position remaining in the system from your last shutdown.
2. If you conduct another present position check on taxi out and it shows a gross difference with your gate coordinates, it could indicate a problem with the LRNS.
6.3.2.5 Two pilots should independently coordinate the loading and verification of all flight plan entries. One pilot should load the entire route into the LRNS, to include all waypoints, using the master document as source. He or she 6-8
should then verify the routing has been loaded correctly. Recommended steps for performing this loading and verification are provided immediately below.
The second pilot’s subsequent confirmation procedures are explained beginning in paragraph 6.3.2.6.
6.3.2.5.1 Prior to loading the flight plan, carefully cross-check the waypoint routing on your master document against your filed flight plan to verify both documents show the same routing.
6.3.2.5.2 Ensure your navigation database is current.
6.3.2.5.3 For systems with pilot-defined waypoint designators or numbers, we recommend you use a consistent procedure from the outset of the flight.
Enter this designator on the master document and also use it to store waypoints in the navigational computer.
6.3.2.5.4 You must verify all navigational information contained in the master document against the navigation data information in the FMS.
6.3.2.5.5 Your procedures should provide for a means of verification of the data you loaded. You should check the expanded coordinates and course/distance between waypoints against the same information on your master document.
You may also check the route presentation on your navigation display. Most intercontinental-capable aircraft have a modern FMS that is capable of automatically downloading flight plans that have been sent from ATC or from a dispatch service. These flight plan transmission mechanisms are very reliable, but there are occasional glitches that can lead to downloading partial routes, requiring you to make changes to complete the route load.
Regardless of whether you have an automatic or manual download of your flight plan into your FMS, you should have procedures to verify your flight plan route against your FMS entries.
6.3.2.6 After the first pilot has loaded and verified the FMS entries against the flight plan, a second pilot should recall and confirm the waypoint data against source information.
6.3.2.6.1 It is not sufficient for one crewmember to simply observe another crewmember entering the data. Exercise an independent cross-check method with each other so no FMS entry goes unverified. An attitude of “healthy suspicion” can facilitate good cross-checks.
6.3.2.6.2 Cross-checks should include comparing the expanded coordinates of the waypoints loaded in the FMS to the filed flight plan, track message (if applicable), and the master document.
6.3.2.6.3 You can use various additional techniques in order to verify that the correct points are loaded for your planned route. Verify the total route distance in your FMS against your master document to help find embedded mistakes.
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You should also cross-check course/headings and distances between each waypoint to ensure the FMS routing matches your master document.
Referencing your plotting or orientation chart here can also be beneficial.
Note: A 1° course deviation causes the aircraft to be off planned routing by approximately 1 mile every 60 miles of travel. A course deviation on an oceanic crossing closer to the equator, where leg lengths are typically longer, can result in cumulatively larger displacements from course. However, although leg lengths are typically shorter at higher latitudes, and similar deviations result in cumulatively smaller displacements from course, the density of traffic and closer spacing of parallel tracks at high northern latitudes actually constitute an environment less tolerant of course deviations.
6.3.2.6.4 The second pilot should work from the FMS back to the master document.
Reading from the master document to the FMS can result in “seeing what we expect to see” (expectation bias). A simple way to consider this is that pilot one works from “paper to glass” while pilot two works from “glass to paper.”
6.3.2.7 Adopt an appropriate symbology to indicate the status of each waypoint listed on the master document. For example:
1. The first pilot could circle the waypoint, waypoint number, or symbol on the master document to signify that they have independently cross-checked the entry of the coordinates in the navigation computer.
2. The second pilot could then tick or diagonally slash the circled waypoint, waypoint number, or symbol to signify having performed the cross-check described in paragraph 6.3.2.6 above, to include confirming the course and distance information within a specified tolerance (e.g., plus or minus 2° and 2 NM).
6.3.2.7.1 We will discuss additional master document symbology in the en route section later in this chapter, in paragraph 6.4.
6.3.2.8 Set the appropriate Mode S flight identification (FLT ID).
6.3.2.8.1 ATC systems worldwide are becoming more reliant upon information transmitted by Mode S transponders to manage air traffic. ATC systems use transmitted FLT IDs to uniquely identify each aircraft within a given airspace and correlate them to a filed flight plan for the provision of surveillance and separation services.
6.3.2.8.2 A FLT ID is comprised of a maximum of seven alphanumeric characters
(e.g., N235RA, AAL3342, BONGO33) and corresponds to the Aircraft Identification (ACID) entered in block 7 of the international flight plan.
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6.3.2.8.3 You typically enter your FLT ID through either an FMS interface or your transponder control panel. For ATC systems to function correctly, you must ensure the FLT ID you enter in the FMS exactly matches the ACID in block 7 of your international flight plan.
6.3.2.9 Check your ground speed in the blocks and on taxi out.
1. If you are still in the blocks and your ground speed reads other than zero (0), you may have a developing error in your LRNS.
2. Similarly, if your groundspeed on taxi out appears unreasonable, this may also indicate a problem with your LRNS.
6.3.2.10 Accomplish required Reduced Vertical Separation Minimum (RVSM) altimetry ground checks.
6.3.2.10.1 Before taxi, set your altimeters to the airport local altimeter setting. Both primary altimeters must read within ± 75 feet of field elevation.
6.3.2.10.2 The two primary altimeters must also agree with each other within the limits noted in the aircraft operating manual.
6.4 En Route Guidance.
6.4.1 Oceanic Clearance: How to Request, Receive, and Process.
6.4.1.1 Oceanic clearances are unique clearances that frequently require coordination between two or more air traffic agencies. The clearance you receive from an ATC facility on the ground before departure may not constitute a clearance into or through your filed oceanic and remote continental airspace. Depending on the first oceanic FIR you enter, you may need to obtain this clearance separately and specifically as you approach the oceanic and remote continental airspace boundary. Check the Aeronautical Information Publication (AIP) or source document to determine if such separate oceanic clearance is required.
6.4.1.2 In cases when your departure airport is close to the oceanic and remote continental airspace boundary you may, and at some airports must, obtain your oceanic clearance prior to departure. Check the AIP or source documents to determine clearance requirements unique to your departure airport.
Note: Some airspace authorities have begun issuing the route portion of the oceanic clearance before the aircraft departs, even when the departure airport is not close to the oceanic boundary. In this case, the altitude and airspeed portion will be assigned prior to entering oceanic airspace. New York Oceanic and Oakland Oceanic both operate in this manner.
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6.4.1.3 In most cases, obtain your oceanic clearance via voice at least 40 minutes prior to entry, or 30 to 90 minutes prior if using the Aircraft Communications Addressing and Reporting System (ACARS) data link Oceanic Clearance Delivery (OCD) to receive the clearance. As discussed above, if your departure point is close to the oceanic and remote continental airspace boundary, you may be able to obtain your clearance prior to departure.
6.4.1.4 At least two pilots should be involved in the clearance receipt and read back process, one actively obtaining the clearance and the other monitoring.
We recommend both pilots be on a headset during this process.
6.4.1.5 Both pilots should independently copy the clearance. Each pilot cross-checks and verifies both the routing, altitudes, and Mach number assigned (if applicable) for the crossing.
6.4.1.5.1 Read all waypoint coordinates back to the ATS provider in detail. Sometimes, approved local procedures make full read back optional. Always cross-check each detail of the clearance with your master document.
6.4.1.5.2 Ensure the ATS provider acknowledges your correct read back.
6.4.1.5.3 The use of terms “expect” or “when can you accept” by ATC are not a clearance. Typical ATC clearance phraseology is “ATC clears….”
6.4.1.5.4 After each pilot conducts an independent review and verification of the clearance, the crew should discuss the clearance to verify a common understanding and make any plans resulting from the clearance.
6.4.1.6 Ensure the following upon receipt of a reclearance:
Note: A reclearance (that is, a clearance that differs from the oceanic route requested with the filed flight plan) is the number one scenario leading to pilot deviation from the assigned routing. You should be particularly cautious when receiving a reclearance.
6.4.1.6.1 At least two pilots should separately copy the clearance from the ATS provider. Each pilot should be on a headset.
6.4.1.6.2 You read it back correctly and receive an acknowledgement of your read back from the ATS provider.
6.4.1.6.3 All pilots compare the clearance they just copied; contact the ATS provider for clarification of any inconsistencies.
6.4.1.6.4 One pilot reprograms the FMS (or other LRNS), updates the master document, and updates the plotting/orientation chart.
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6.4.1.6.5 A second pilot cross-checks the newly effective route clearance with the reprogrammed route loaded into the FMS, the updated master document, and the updated plotting/orientation chart.
1. The cross-check of the FMS coordinates includes comparing the expanded coordinates (i.e., degrees and minutes).
2. Course and distance connecting the new waypoints should also be checked. Course and distance tables are available commercially for every 10° of longitude, or dispatch can send a new operational flight plan/master document with the updated track and distances.
It is also possible to use an onboard flight planning system to independently calculate course and distance, and check that against the FMS.
6.4.1.6.6 If the clearance is received via Controller-Pilot Data Link Communication (CPDLC), each pilot should read it silently to develop an independent understanding of the new clearance; they should then discuss the clearance and query the controller for clarification if they have any disagreement as to what the clearance is asking them to do.
Note 1: If you “accept” a clearance via CPDLC, the FAA recommends you also “execute” the new clearance in your FMS. Some crews have accepted, but not executed, a CPDLC clearance to avoid losing wind data or to preserve meaningful waypoint labels. Failure to “execute” the new clearance in the FMS could result in a navigation error and/or pilot deviation.
Note 2: Reclearance via CPDLC has also been a factor in navigation errors associated with a route change. Operators should be cognizant of this when designing operating procedures for the use of CPDLC.
6.4.1.6.7 Thoroughly brief all relief pilots on the newly effective route clearance prior to them assuming cockpit duties.
Note: We highly recommend that the relief pilot(s) also cross-check the FMS against the master document to ensure complete understanding of the new clearance.
6.4.1.7 You must ensure you have given an accurate ETA to ATC for your oceanic entry point. If a time estimate is found to be in error in excess of 2 minutes from that provided to ATC, a revised estimate must be provided to ATC.
6.4.1.8 You must also ensure you enter the ocean at your cleared/assigned FL for the crossing. The domestic ATC sector does not always automatically clear you to the oceanic clearance altitude; in this case, query ATC.
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6.4.2 Communications/Navigation/Surveillance System Checks.
6.4.2.1 You should have checked your high frequency (HF) radios prior to departure.
If you were unable to get a good check on the ground, check them prior to entering oceanic and remote continental airspace.
6.4.2.2 Accomplish a Selective Calling (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 properly.
6.4.2.3 For commercial operators, your OpSpecs or MSpecs will prescribe the requirements for confirming your navigation accuracy, and assessing the performance of your LRNS, prior to entering oceanic airspace.
We recommend General Aviation (GA) operators perform similar navigation accuracy checks, as further described in paragraph D.2.5.1 of the sample oceanic checklist provided in Appendix D.
6.4.2.4 As discussed in paragraph 6.2.2.2 above, verify the RNP value set in your FMC matches the capability indicated in your flight plan.
6.4.2.5 If you plan on using satellite communications (SATCOM) data link systems, check them prior to oceanic airspace entry. ICAO Document 10037, GOLD, recommends you log on to CPDLC and/or ADS-C 10 to 25 minutes prior to the oceanic/FIR boundary.
6.4.2.6 Conduct altimetry checks prior to entering oceanic airspace and every hour thereafter. Your two primary altimeters should read within 200 feet of each other.
Note: We recommend you record these readings, along with their times, on your master document. This will aid you in determining the most accurate altimeter in the event of a subsequent altimetry problem.
6.4.3 Entering Oceanic and Remote Continental Airspace—First Steps.
6.4.3.1 Change your transponder code to 2000 in accordance with regional requirements. This requirement varies with the oceanic airspace. You should confirm these procedures, through applicable AIP or other regional documents during flight planning. In the North Atlantic, for example, the transponder code should be changed 30 minutes after entering oceanic airspace.
6.4.3.2 Adjust your airspeed to maintain your assigned Mach number, as applicable.
6.4.3.3 Once you have departed very high frequency (VHF) radio range, set your radios to air-to-air (generally 123.45) and guard (121.5) frequencies.
6.4.3.3.1 ATC and air defense authorities will generally attempt contact with aircraft on guard (121.5 or 243.0 megahertz (MHz)) before ordering an intercept.
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For this reason, all aircraft are “highly encouraged” to maintain a listening watch on guard.
6.4.3.3.2 The AIM, Chapter 5, Section 6, addresses interception procedures to include a reprint of the intercepting signals table published in ICAO Annex 2.
6.4.3.3.3 The International Air Transport Association (IATA) has developed widely adopted procedures for use in FIRs where poor communications and/or reduced quality of ATS pose a perceived flight hazard. See Appendix E, IATA In-Flight Broadcast Procedures, for IATA procedures for transponder use and radio broadcast in affected areas. The procedures involve maintaining a listening watch and broadcasting “in the blind.”
6.4.3.4 Institute an appropriate offset, based on the Strategic Lateral Offset Procedure (SLOP), unless not authorized. SLOP helps mitigate the heightened risk of collision due to highly accurate navigation systems, and it helps avoid wake turbulence.
6.4.3.4.1 SLOP procedures are published in the En Route (ENR) section of the U.S. AIP and ICAO Document 4444, section 16.5.
6.4.3.4.2 We recommend SLOP be part of your oceanic training program and standard procedures for oceanic flying. Many oceanic ATS providers have made SLOP a standard procedure in their airspace. You should check applicable State AIPs to determine where SLOP may not be authorized. The U.S. AIP, for example, authorizes only 1 NM offset increments.
6.4.3.5 Specify which FMS pages, or other monitorable elements of your navigation system, that individual flightcrew members are charged with monitoring during the oceanic portion of the flight (e.g., cross-track error or time/distance).
6.4.4 The Master Document: A Suggested Method for Managing It.
6.4.4.1 ICAO NAT Document 007 discusses the importance of a master document.
It requires that you use some form of master working document on the flight deck. You may base this document on the ATC flight plan, operational flight plan (navigation log), or other suitable document which lists sequentially the waypoints defining the route, the course and distance between each waypoint, and other information relevant to navigation along the cleared route.
6.4.4.2 Two minutes before reaching each oceanic waypoint, verify the next and subsequent (“next + 1”) waypoints. Using your currently effective route clearance, we recommend this verification include (1) a check of the expanded FMC coordinates for the next and subsequent waypoints and
(2) a check that the expected outbound magnetic course and distance to the next waypoint presented in the FMC agrees with that clearance.
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6.4.4.3 As you pass each waypoint, you can cross out the circled waypoint, waypoint number, or symbol to signify that the aircraft has passed the waypoint.
Note: Approaching a waypoint, some operators use a diagonal line to denote confirming a subsequent waypoint’s coordinates and the track and distance to it.
6.4.4.4 Verify the aircraft is progressing on the correct route by cross-checking the leg distance and magnetic course on the master document against the distance and magnetic course to the next point as displayed on the avionics.
6.4.4.5 As you make your position report over the waypoint, note your fuel remaining on the master document next to that waypoint. This is especially important if the cleared route and FL differ from your flight plan.
6.4.5 Position Reporting—General Requirements.
6.4.5.1 Communications over HF radio rely heavily on proper radio terminology and scripted reports. Use the published guidance found in en route publications or the AIM to make sure you deliver messages in the proper format.
1. You are expected to speak at a moderate speed using the internationally accepted phraseology.
2. Be certain you are communicating or logged on CPDLC with the ATC or communications facility appropriate to the oceanic and remote continental airspace in which you are operating or about to enter. More than one station may be using the same HF frequency at the same time. Only accept clearances from the ATS provider for the oceanic and remote continental airspace in which you are operating.
6.4.5.1.1 If you are operating within international airspace, make position reports either directly or by relay. If the ATS provider you are talking to is identified as a “Center,” (e.g., “Gander Center”) or a “Control” (e.g., “Tokyo Control”), you are talking directly to an air traffic controller. If the provider you are talking to is identified as a “Radio” (e.g., “Gander Radio”), you are talking to an aeronautical radio station, which is a relay facility that communicates between the ATC controlling facility and aircraft. An aeronautical radio station does not control air traffic—it relays the instructions of the ATC facility.
6.4.5.1.2 You must report departing your current FL. In certain regions, the NAT for example, you are also required to report reaching your assigned altitude.
You should consult the appropriate regional or State documents
(e.g., NAT Document 007, AIP, Airport/Facility Directory Supplement, etc.)
to confirm reporting requirements.
6.4.5.1.3 Make your position reports to the ATS provider for the airspace in which you are currently operating.
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6.4.5.1.4 In addition to reporting your position to your current ATS provider, in the case of boundary points, often you are expected to repeat your last position report to the FIR or control area (CTA) you are entering. Do so when so prescribed in the appropriate section of the ICAO Regional Supplementary Procedures (ICAO Document 7030), in the applicable AIP, or when requested by ATC.
6.4.5.1.5 If another aircraft relays your report, use the appropriate air-to-air frequency and not the emergency (guard) frequency.
6.4.5.1.6 If you operate in airspace approved for the use of data link, you may provide automatic position reporting via ADS-C logon. In this case, you should discontinue voice position reports.
6.4.5.2 When following a designated oceanic route, you must make position reports when passing each designated compulsory reporting point.
Note: The appropriate ATS authority may request reports over other points as well.
6.4.5.3 If you are not on a designated oceanic route, report your position at significant points listed in the flight plan. ATC expects reports as soon as possible after the first half hour of flight in oceanic and remote continental airspace and at hourly intervals thereafter. The appropriate ATS provider, however, may request additional reports at shorter intervals of time.
1. If your flight tracks predominantly east and west, ATS providers will generally request reports every 5° or 10° of longitude.
2. If your flight tracks predominantly north and south, ATS providers will generally request reports every 5° or 10° of latitude.
6.4.6 Position Reporting—Format.
6.4.6.1 See the AIM, Chapter 5, for general guidance on position report format.
You must provide information regarding your current fix and the next two fixes on your route of flight, in the following order:
1. Your complete aircraft call sign.
2. Your position and crossing time, reported in 4 digits UTC.
Note: You do not have to say “UTC” or “Zulu” when you report the time.
3. Your FL.
4. Your next fix and estimate over that fix in 4 digits UTC.
Note: If any reported ETA changes in excess of 2 minutes, you must provide an updated estimate to the ATS provider.
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5. Name of your subsequent fix.
6.4.6.2 When position is expressed in coordinates, the following pertains:
1. If your flight tracks predominantly east and west, ATS providers will generally expect latitude to be expressed in degrees and minutes, and longitude in whole degrees only.
2. If your flight tracks predominantly north and south, ATS providers will generally expect latitude to be expressed in whole degrees only, and longitude in degrees and minutes.
6.4.6.3 A 2010 change to ICAO Annex 3, Meteorological Services for International Air Navigation, cancelled the requirement to report wind and temperature data via voice. You should continue to report any turbulence or other significant meteorological conditions you encounter to ATC.
Note 1: Ensure the reporting of such meteorological observations references your geographical coordinates at the time of occurrence.
Note 2: ICAO NAT Document 007 has a form for reporting significant wake turbulence encounters. We encourage you to submit this form whenever you encounter significant wake turbulence while operating in NAT airspace, in order to support the monitoring efforts of the NAT airspace authorities.
6.4.7 Navigation Cross-Checking Procedures: Why They Are Important.
6.4.7.1 ICAO Document 7030, Regional Supplementary Procedures, includes language requiring the State of Registry or the State of the Operator to approve operator programs established to mitigate the occurrence of navigational errors due to equipment malfunction or operational error.
These operator programs must include in-flight operating drills, consisting of mandatory navigation cross-checking procedures, to identify navigation errors in sufficient time to prevent aircraft from inadvertent deviation from an ATC-cleared route.
6.4.7.2 Navigation cross-check procedures mitigate risk and promote situational awareness—an essential requirement for crews operating highly automated airplanes in increasingly crowded airspace. Such procedures help ensure aircraft operating under procedural ATC control are in fact maintaining the separation from other aircraft that ATC has planned and is expecting.
Cross-check procedures enable pilots to be certain they are where they think they are; this awareness becomes particularly critical during emergency situations.
6.4.7.3 While advances in navigation accuracy and communications capability generally enhance safety and reduce flightcrew and controller workloads, 6-18