CHAPTER 7. IN-FLIGHT CONTINGENCY GUIDANCE FOR OPERATIONS
IN OCEANIC AND REMOTE CONTINENTAL AIRSPACE
7.1 Contingency Procedures: When They May Be Needed. ICAO, in PANS-ATM (ICAO Document 4444), section 15-2, has published contingency procedures to allow you to safely deviate from your assigned clearance, in the event a revised clearance cannot first be obtained. The procedures are designed to rapidly separate you from the regular flow of traffic while you address an emergency. Although we can’t cover all possible emergencies you may face, the more common cases that might drive you to fly oceanic contingency procedures include:
1. Unexpected meteorological conditions.
2. Degradations in aircraft performance.
• Aircraft powerplant or pressurization failure.
• Loss of communications capability.
• Loss of, or significant reduction in, navigation capability.
3. Medical situations.
7.1.1 Adhering to Contingency Procedures. Keep in mind that you must follow these contingency procedures precisely as written. If you fail to do so, you incur additional risk by invalidating procedures designed to prevent collisions.
7.2 Choosing the Correct Contingency Procedure.
7.2.1 Primary Guidance. ICAO Document 4444, Section 15-2, contains primary guidance for oceanic contingency procedures. ICAO Document 7030 includes additional, region-specific guidance, generally in Chapter 9 of each regional section. The procedures are also described in the En Route (ENR) 7.3 section of the U.S. AIP.
Note: Whenever possible, obtain a revised clearance instead of flying a contingency procedure. If the nature of the emergency precludes this, consider querying air traffic control (ATC) about safest routes, even if ATC is unable to clear you that way.
7.2.2 General and Weather Deviation Contingency Procedures. A “General” contingency procedure is available, as is a Weather Deviation procedure. Flightcrews should be thoroughly familiar with these procedures and ensure ready access to them on the flight deck so they may be performed precisely and without undue delay.
7.2.2.1 The General procedure results in a 15 NM lateral offset, at an altitude of 500 or 1,000 feet “different from those normally used.” It is reprinted in Appendix F.
7.2.2.2 The Weather Deviation procedure results in an altitude change of 300 feet, when the lateral deviation exceeds 10 NM from centerline. It is also reprinted in Appendix F.
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7.3 Altimetry and/or Navigation Degradation. You must notify the ATS provider as soon as possible if your altimetry and/or navigation systems have degraded below that required to operate in RVSM, RNP, or RNAV airspace. In general, that notification, either via voice or CPDLC, will include the phrase “UNABLE RNP (OR RNAV OR RVSM) DUE TO EQUIPMENT.” Whenever possible, you should request a revised clearance. Upon receipt of your message, ATS providers will assess the traffic situation and either allow you to remain as filed or issue a reroute, depending on your current (and projected future) separation from other traffic.
Note: ICAO NAT Document 007 provides specific contingency procedures to be used in the NAT in the event of navigation system degradation.
7.4 Lost Communications Procedures. The general rules for lost communications are captured in ICAO Annex 2, Chapter 3, and are included in their entirety in ICAO Document 4444, Section 15.3.
7.4.1 Region-Specific Rules. In some regions, ATS authorities have amended the rules to meet their specific ATM requirements. These amended rules are included in ICAO Document 7030, Regional Supplementary Procedures, generally in Chapter 9 of the specific regional supplementary procedures. ICAO NAT Document 007 also provides a detailed discussion of lost communications procedures specific to NAT airspace.
7.4.2 Preflight Preparation. Prior to departure, ensure you are familiar with the lost communications rules for the regions you are transiting. The guidance in the following paragraphs is not all-inclusive and should not be the sole basis for your understanding of the lost communications rules that impact your trip.
7.4.2.1 ATS authorities expect you to maintain your last assigned speed and altitude for some period of time (usually 20 minutes or 60 minutes, depending on the region), then adjust your speed and altitude to conform to your flight plan.
7.4.2.2 If you have received an oceanic clearance, you are expected to proceed to your oceanic entry point and enter at your cleared oceanic FL and airspeed, then fly your ATC-cleared routing, FL, and airspeed through oceanic airspace, picking up your filed flight plan route upon oceanic exit, even if your oceanic clearance differed from your flight planned oceanic routing.
7.4.2.3 If you have not yet received an oceanic clearance, you are expected to proceed to your filed oceanic entry point and fly your filed oceanic routing, FL, and airspeed, then continue along your filed route upon exiting oceanic airspace.
7.4.2.4 You can find specific direction in ICAO Document 4444 and ICAO Document 7030. This direction is not the same for every region, so make sure you understand the procedure for the region(s) through which you intend to operate, as well as those for the national airspace structure you will enter upon exiting oceanic airspace.
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Appendix A APPENDIX A. ABBREVIATIONS AND DEFINITIONS A.1 Abbreviations.
Acronym Description 14 CFR Title 14 of the Code of Federal Regulations AC Advisory Circular ACARS Aircraft Communications Addressing and Reporting System ACAS Airborne Collision Avoidance System (same as TCAS) ACID Aircraft Identification ADIZ Air Defense Identification Zone ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance – Broadcast ADS-C Automatic Dependent Surveillance – Contract AFI Africa and Indian Ocean Region (ICAO) AIM Aeronautical Information Manual AIP Aeronautical Information Publication AIREP Aircraft Reports AMVER Automated Mutual-assistance Vessel Rescue ANP Actual Navigation Performance ARINC Aeronautical Radio, Inc.
ARTCC Air Route Traffic Control Center ATA Actual Time of Arrival ATC Air Traffic Control ATM Air Traffic Management ATOP Advanced Technologies and Oceanic Procedures (also referred to as OCEAN21) ATS Air Traffic Service CDU Control Display Unit CEP Central East Pacific CFP Computer Flight Plan CHDO Certificate-Holding District Office CNS/ATM Communications, Navigation, Surveillance, and Air Traffic Management A-1
Appendix A Acronym Description CPDLC Controller-Pilot Data Link Communications CSP Communication Service Provider CTA Control Area DME Distance Measuring Equipment EDTO Extended Diversion Time Operations ETA Estimated Time of Arrival ETOPS Extended Operations or Extended Twin-Engine Operations ETP Equal Time Point FAA Federal Aviation Administration FANS 1/A Future Air Navigation System 1/A (1=Boeing; A=Airbus) FDE Fault Detection and Exclusion FIR Flight Information Region FL Flight Level FLT ID Flight Identification FMC Flight Management Computer FMC WPR Flight Management Computer Waypoint Position Reporting FMS Flight Management System FPL Flight Plan GNE Gross Navigation Error GNSS Global Navigation Satellite System GOLD Global Operational Data Link Document GPS Global Positioning System HF High Frequency HLA High Level Airspace IATA International Air Transport Association ICAO International Civil Aviation Organization IFBP In-Flight Broadcast Procedure IFR Instrument Flight Rules INS Inertial Navigation System IRS Inertial Reference System A-2
Appendix A Acronym Description LHD Large Height Deviation LNAV Lateral Navigation LOA Letter of Authorization LRCS Long-Range Communication System LRNS Long-Range Navigation System MEL Minimum Equipment List MHz Megahertz MMEL Master Minimum Equipment List MNPS Minimum Navigation Performance Specification MSpecs Management Specifications NAS National Airspace System NAT North Atlantic NAT SOG North Atlantic Safety Oversight Group NAT SPG North Atlantic Systems Planning Group NAT SUPPS North Atlantic Supplementary Procedures NATO North Atlantic Treaty Organization NAV Navigation NAVAID Navigational Aid NDB Non-Directional Beacon NextGen Next Generation Air Transportation System NM Nautical Miles NOPAC North Pacific NOTAM Notice to Airmen NWS National Weather Service OESB Oceanic Errors Safety Bulletin OpSpecs Operations Specifications OTS Organized Track System PACOTS Pacific Organized Track System PANS-ATM Procedures for Air Navigation Services—Air Traffic Management (ICAO Document 4444) PANS-OPS Procedures for Air Navigation Services-Aircraft Operations A-3
Appendix A Acronym Description (ICAO Document 8168) PBN Performance-Based Navigation PIC Pilot in Command PIREP Pilot Weather Report POI Principal Operations Inspector PPO Prior Permission Only RA Resolution Advisory RAIM Receiver Autonomous Integrity Monitoring RCP Required Communications Performance RNAV Area Navigation RNP Required Navigation Performance RSP Required Surveillance Performance RVSM Reduced Vertical Separation Minimum SAO Special Areas of Operation SAR Search and Rescue SARPs Standards and Recommended Practices (ICAO) SATCOM Satellite Communications SATVOICE Satellite Voice Communications SELCAL Selective Calling SIGWX Significant Weather SLOP Strategic Lateral Offset Procedure SLRCS Single Long-Range Communication System SOP Standard Operating Procedure SPR Safety and Performance Requirements SSR Secondary Surveillance Radar SVOM Satellite Voice Operations Manual (ICAO) TCAS Traffic Alert and Collision Avoidance System TKE Track Angle Error TSO Technical Standard Order UTC Coordinated Universal Time VAAC Volcanic Ash Advisory Center A-4
Appendix A Acronym Description VFR Visual Flight Rules VHF Very High Frequency VOR/DME Very High Frequency Omni-directional Range Station/Distance Measuring Equipment WAAS Wide Area Augmentation System WebOPSS Web-based Operations Safety System A.2 Definitions.
A.2.1 Advisory Airspace. Airspace of defined dimensions, or a designated route, within which air traffic advisory service is available.
A.2.2 Aeronautical Information Manual (AIM). A primary FAA publication whose purpose is to instruct airmen on flight operations in the U.S. National Airspace System (NAS).
The AIM provides basic flight information, ATC procedures, and general instructional information concerning health, medical facts, factors affecting flight safety, accident and hazard reporting, and types of aeronautical charts and their use.
A.2.3 Aeronautical Information Publication (AIP) (ICAO). A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation.
A.2.4 Aeronautical Telecommunication Station. An aeronautical station which forms part of a radio telephone network by providing air/ground communications and flight information service as an integral part of ATS. Aeronautical telecommunication stations are also known as international Flight Service Stations (FSS), Aeronautical Radio, or Aeradio Stations, depending on the State providing the service.
A.2.5 Airborne Collision Avoidance System (ACAS) (ICAO). An aircraft system based on Secondary Surveillance Radar (SSR) transponder signals, which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.
A.2.6 Air Defense Identification Zone (ADIZ). Airspace over land or water, extending upward from the surface, within which the ready identification, location, and control of aircraft are required in the interest of national security.
A.2.7 Air Traffic Advisory Services (ICAO). A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft that are operating on IFR flight plans.
A.2.8 Air Traffic Service (ATS) (ICAO). A generic term meaning variously flight information service, alerting service, air traffic advisory service, air traffic control service, area control service, or approach control service.
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Appendix A A.2.9 Air Traffic Management (ATM) (ICAO). The dynamic, integrated management of air traffic and airspace including ATS, airspace management, and air traffic flow management—safely, economically, and efficiently—through the provision of facilities and seamless services in collaboration with all parties and involving airborne and ground-based functions.
A.2.10 Air Traffic Management (ATM) System (ICAO). A system that provides ATM through the collaborative integration of humans, information, technology, facilities, and services, supported by air and ground- and/or space-based communications, navigation, and surveillance.
A.2.11 Alerting Service (ICAO). A service provided to notify appropriate organizations regarding aircraft in need of Search and Rescue (SAR) aid and to assist such organizations as required.
A.2.12 Area Control Center (ACC) (ICAO). A unit established to provide ATC service to controlled flights in control areas under its jurisdiction. ACCs are the international equivalent of U.S. air route traffic control centers (ARTCC).
A.2.13 Areas of Magnetic Unreliability (AMU). As aircraft move towards the Earth’s north or south magnetic pole, the horizontal field strength reduces and the ability of the compass to accurately sense magnetic north is reduced. It is generally recognized that when the horizontal magnetic field strength falls below 6000 nanotesla, the magnetic compass can no longer be considered to be reliable.
A.2.14 Area Navigation (RNAV) (ICAO). A method of navigation that permits aircraft operation on any desired flight path within the coverage of ground- or space-based navigation aids or within the limits of the capability of self-contained systems or a combination of these.
RNAV includes Performance-based Navigation (PBN), as well as other operations that do not meet the definition of PBN.
A.2.15 ATS Surveillance System (ICAO). A generic term meaning variously, ADS-B, Primary Surveillance Radar (PSR), SSR, or any comparable ground-based system that enables the identification of aircraft. A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.
A.2.16 Automatic Dependent Surveillance (ADS). A surveillance technique in which aircraft automatically provide, via a data link, data derived from onboard navigation and position fixing systems, including aircraft identification, four-dimensional position, and additional data as appropriate.
A.2.16.1 Automatic Dependent Surveillance—Broadcast (ADS-B) (ICAO).
A surveillance system by which aircraft, aerodrome vehicles, and other objects can automatically transmit and/or receive data such as identification, position, and additional data, as appropriate, in a broadcast mode via a data link. ADS-B Out operations involve information transmitted from an aircraft for surveillance purposes. ADS-B In operations involve transmissions A-6
Appendix A received by an aircraft and can provide additional situational awareness for the cockpit crew via a Cockpit Display of Traffic Information (CDIT).
A.2.16.2 Automatic Dependent Surveillance—Contract (ADS-C) (ICAO). A means by which the terms of an ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be initiated and what data would be contained in the reports. The abbreviated term “ADS contract” is commonly used to refer to ADS event contract, ADS demand contract, ADS periodic contract, or an emergency mode.
A.2.17 Conditional Clearances. A conditional clearance is an ATC clearance given to an aircraft with certain conditions or restrictions, such as changing a flight level (FL) based on a UTC time or a specific geographic position. In oceanic and remote continental airspace, this usually involves a restriction to comply with the clearance “BY” or “AT” a certain geographic position or time.
A.2.18 Control Area (CTA) (ICAO). A controlled airspace extending upwards from a specified limit above the Earth.
A.2.19 Controller-Pilot Data Link Communications (CPDLC). A two-way digital communications system that conveys textual ATC messages between controllers and pilots using ground- or satellite-based radio relay stations.
A.2.20 Cross-Checking. Cross-checking is the act of verification. Cross-checking involves matching a set of test data against a set of master data to detect deviations in sequence or content.
A.2.21 Data Link Mandate (DLM) (ICAO). Paragraphs 3.3.1 and 5.3.1 of the approved NAT Regional Supplementary Procedures (SUPPS) amendment in ICAO Document 7030 call for aircraft intending to conduct operations within specified NAT airspace to be fitted with operating FANS 1/A or equivalent CPDLC and ADS-C.
The extent of the airspace requiring these capabilities is expanding on a phased timeline.
A.2.22 Dead Reckoning (DR). The navigation of an airplane solely by means of computations based on airspeed, course, heading, wind direction, groundspeed, and elapsed time.
A.2.23 Electronic Flight Bag (EFB). An EFB is an electronic display system, intended primarily for cockpit or cabin use. EFB devices can display a variety of aviation data
(e.g., checklists, navigation charts, pilot’s operating handbook (POH)) or perform basic calculations (e.g., performance data, fuel calculations). The scope of the EFB system functionality may also include various other hosted databases and applications. Physical EFB displays may be portable (Class 1), attached to a mounting device (Class 2), or built into the aircraft (Class 3).
A.2.24 Erosion of Longitudinal Separation. A loss of required horizontal separation between aircraft operating at the same altitude, on the same oceanic routing, usually due A-7
Appendix A to improper speed control or failure to communicate to ATC in a timely manner any changes in ETAs in excess of 2 minutes.
A.2.25 Extended Diversion Time Operations (EDTO) (ICAO). Any operation by an airplane with two or more turbine engines where the diversion time to an en route alternate aerodrome is greater than the threshold time established by the State of the Operator.
A.2.26 Extended Operations (ETOPS). An airplane flight operation, other than an all-cargo operation in an airplane with more than two engines, during which a portion of the flight is conducted beyond a time threshold identified in 14 CFR part 121 or 135, that is determined using an approved one-engine-inoperative cruise speed under standard atmospheric conditions in still air.
A.2.27 Fatigue Risk Management System (FRMS) (ICAO). FRMS is a data-driven means of continuously monitoring and managing fatigue-related safety risks, based upon scientific principles and knowledge as well as operational experience that aims to ensure relevant personnel are performing at adequate levels of alertness.
A.2.28 Flight Information Region (FIR) (ICAO). An airspace of defined dimensions within which flight information service and alerting services are provided.
A.2.29 Flight Information Service (FIS) (ICAO). A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights.
A.2.30 Flight Level (FL) (ICAO). A surface of constant atmospheric pressure which is related to a specific pressure datum (i.e., Standard Pressure—29.92 in. Hg or 1013.2 HP) and is separated from other such surfaces by specific pressure intervals. Each is stated in three digits that represent hundreds of feet (i.e., FL 060 = 6000 feet).
A.2.31 Flight Operations Officer/Flight Dispatcher (ICAO). A person designated by the operator to engage in the control and supervision of flight operations, whether licensed or not, suitably qualified in accordance with ICAO Annex 1, who supports, briefs, and/or assists the pilot in command (PIC) in the safe conduct of the flight.
A.2.32 General Aviation (GA). That portion of civil aviation that does not include scheduled or unscheduled air carriers or commercial space operations.
A.2.33 Global Navigation Satellite System (GNSS) (ICAO). A worldwide position and time determination system that includes one or more satellite constellations, aircraft receivers, and system integrity monitoring, augmented as necessary to support the RNP for the intended operation.
A.2.34 Global Positioning System (GPS). GPS refers to the worldwide positioning, navigation, and timing determination capability available from the U.S. satellite constellation.
The service provided by GPS for civil use is defined in the GPS Standard Positioning System Performance Standard. GPS is composed of space, control, and user elements.
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Appendix A A.2.35 Gross Navigational Error (GNE). A GNE is a lateral deviation from a cleared track, normally in excess of 25 NM. More stringent standards (for example, 10 NM in some parts of the North Atlantic region) may be soon used in certain regions to support reductions in lateral separation.
A.2.36 High Frequency (HF) Communications. Radio frequencies between 3 and 30 MHz used for air/ground voice communications in overseas operations. HF communications capability is required for all IFR operations in controlled airspace when out of the range of VHF communications. If you are in doubt as to the VHF coverage along your intended route of flight, your aircraft should be equipped with HF communications.
A.2.37 Instrument Meteorological Conditions (IMC) (ICAO). Meteorological conditions expressed in terms of visibility, distance from clouds, and ceiling, which preclude flight in compliance with VFR.
A.2.38 International Civil Aviation Organization (ICAO). ICAO is a specialized agency of the United Nations whose objective is to develop the principles and techniques of international air navigation and to foster planning and development of international civil air transport.
A.2.39 Journey Logbook (ICAO). A record of the flight operation, which should be retained in order to maintain a continuous record of the last 6 months’ operations.
A.2.40 Large Height Deviations (LHD). A deviation from your cleared altitude by 300 feet or more.
A.2.41 Lateral Navigation (LNAV). A function of RNAV equipment that calculates, displays, and provides lateral guidance to a profile or path.
A.2.42 Long-Range Navigation System (LRNS). An electronic navigation unit that is approved for use under IFR as a primary means of navigation. An LRNS must have at least one source of navigational input, such as an inertial navigation system (INS) or a GPS receiver.
A.2.43 Mach Number Technique. Describes a control technique used by ATC whereby turbojet aircraft operating successively along suitable routes are cleared to maintain appropriate Mach numbers for a relevant portion of the en route phase of flight. The principal objective is to achieve improved utilization of the airspace and to ensure that separation between successive aircraft does not decrease below the established minima.
A.2.44 Master Document. A copy of the operational flight plan, labeled as “Master,” on which the currently effective route clearance is recorded, and which serves as the primary flightcrew reference for updating the progress of the flight. It should list sequentially the waypoints defining the route, the track and distance between each waypoint, and other information relevant to navigation along the cleared track.
A.2.45 Master Minimum Equipment List (MMEL) (ICAO). A list established for a particular aircraft type by the organization responsible for the type design with the approval of the A-9
Appendix A State of Design containing items, one or more of which is permitted to be unserviceable at the commencement of a flight. The MMEL may be associated with special operating conditions, limitations, or procedures.
A.2.46 Minimum Equipment List (MEL) (ICAO). A list that provides for the operation of aircraft, subject to specified conditions, with particular equipment inoperative, prepared by an operator in conformity with, or more restrictive than, the MMEL established for the aircraft type.
A.2.47 Navigation Specification (ICAO). A set of aircraft and flightcrew requirements needed to support PBN operations within a defined airspace. There are two kinds of navigation specifications:
A.2.47.1 Required Navigation Performance (RNP) Specification. A navigation specification based on RNAV that includes the requirement for performance monitoring and alerting, designated by the prefix RNP (e.g., RNP 4, RNP 10).
A.2.47.2 Area Navigation (RNAV) Specification. A navigation specification based on RNAV that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV (e.g., RNAV 5, RNAV 1).
A.2.48 North Atlantic High Level Airspace (NAT HLA). NAT HLA is that volume of airspace (as defined in ICAO Document 7030) between FL 285 and FL 420 within the oceanic control areas (OCA) of Bodo Oceanic, Gander Oceanic, New York Oceanic East, Reykjavik, Santa Maria, and Shanwick, excluding the Shannon and Brest Ocean Transition Areas. Aircraft operators must be approved by their State of Registry for any operations within NAT HLA.
A.2.49 Notice to Airmen (NOTAM) Domestic/International. A notice containing information concerning the establishment, condition, or change in any aeronautical facility, service, procedure, or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. NOTAMs are distributed via two methods: telecommunications (Class I Distribution) and other than telecommunications (Class II Distribution).
A.2.50 Oceanic Area Control Center (OACC). Any ACC with jurisdiction over oceanic airspace for the purpose of providing ATS. Responsibility for the provisions of ATS is delegated to various States based primarily upon geographic proximity and the availability of the required resources.
A.2.51 Oceanic Airspace. Airspace over the seas where line-of-sight communications or ATC surveillance (via radar or ADS-B) are not available. Air traffic control is provided using procedural control and procedural separation in accordance with ICAO.
A.2.52 Performance-Based Communication (PBC) (ICAO). ATS communication services and capability based on performance requirements for ATS provision and aircraft and flight operations along an ATS route, on an instrument approach procedure, or in a designated airspace. Communication performance requirements are allocated to system components in an RCP specification in terms of communication transaction time, continuity, A-10