Appendix D D-14 D.2.5.8 Revised Clearance. (See also paragraph 6.4.1.7.)
1. The number one scenario that leads to a pilot deviation from the assigned routing is when the ATC clearance is different from the oceanic route requested with the filed flight plan.
2. When issuing revised clearances, ATC often, but not always, notes that “route (/altitude) has been changed.” You should be particularly cautious when receiving such a revised clearance.
3. Both pilots should separately copy and confirm the new routing, comparing with each other and confirming any inconsistencies with the ATS provider.
4. One pilot reprograms (and executes) your navigation system and updates the Master Document and plotting/orientation chart, crossing out the old waypoints and plotted route and replacing them with the updated information.
5. A second pilot cross-checks the revised clearance with the reprogrammed route in the navigation system (checking the expanded coordinates:
degrees and minutes), the updated Master Document, and the updated chart.
6. You should check the expanded coordinates, magnetic course, and distance between the new waypoints as noted in paragraph D.2.2.12 above. Unless you receive a new Master Document from your dispatcher, you should update the Master Document with the new courses and distances. Some operators use commercially available tables specifically made for this purpose, or use an onboard flight planning system (e.g., an application in an EFB) to independently calculate course and distance, for comparison against the navigation system.
7. Thoroughly brief relief pilots on the new clearance prior to them assuming coc kpit duties. We highly recommend the relief pilots also independently cross-check the currently effective route clearance against the navigation system, Master Document, and chart.
D.2.5.9 Altimeter Checks.
1. Prior to oceanic entry, you must check the two primary altimeters are reading within 200 feet of each other (or lesser value if specified in your flight manual). Conduct this check while at level flight.
2. You should also note the stand-by altimeter reading.
3. Record the altimeter readings and time on the Master Document.
Note: Cross-checking altimeters and airspeed indicators can reveal pitot-static discrepancies and is especially advisable in areas of known or forecast icing.
Appendix D D-15 D.2.5.10 Compass Heading Check (INS).
1. If inertial systems are your only means of long-range navigation (LRN), we recommend you conduct a compass heading check and record the results.
2. If a problem develops over water, this check can also aid you in determining the most accurate compass.
D.2.6 A fter Oceanic Entry .
D.2.6.1 Squawk 2000.
1. Thirty minutes after oceanic entry, you should change your squawk to 2000, if applicable.
2. There may be regional differences in transponder requirements. For example, aircraft transiting through in the New York West oceanic control area (OCA) or the Reykjavik OCA are expected to maintain the last assigned squawk.
D.2.6.2 Maintain Assigned Mach. Some oceanic clearances include a specific Mach.
In such cases, ATC expects you to maintain the exact Mach assigned
(i.e., there is not an implied speed range you can fly).
1. Longitudinal separation standards applied by ATC frequently require crews to maintain the assigned Mach until otherwise advised. Economy (ECON) or Long Range Cruise (LRC) modes of the FMS may cause the aircraft to deviate from the assigned Mach.
2. Controllers will assign a true Mach. In most cases, the true Mach is the indicated Mach. Some aircraft may require a correction factor.
D.2.6.3 Maintain Assigned FL. You must report to ATC when departing your current FL.24 D.2.6.4 VHF Radios. After going beyond the range of the assigned VHF frequency, you should set your radios to air-to-air (123.45) and guard frequency (121.5).
D.2.6.5 SLOP. Your SOPs should include SLOP for all oceanic crossings. NOTAMs, State AIPs, and other flight planning guidance will indicate where exceptions apply and where procedures differ.
1. Executing SLOP reduces the risk associated with two aircraft using their highly accurate navigation systems to navigate head-on between the same two points, where one of those aircraft is at the wrong altitude.
24 Regulatory references are § 91.183 and ICAO Annex 2, paragraph 3.6.3. U.S. AIM, pa ragraph 5-3- 2, describes when ATC specifies these reports.
Appendix D D-16
2. Executing SLOP also helps aircraft avoid wake turbulence. Depending upon winds aloft, coordination between aircraft may be necessary.
3. This procedure, which distributes traffic between the route centerline and up to 2 NM right of centerline, greatly reduces collision risk by the nature of its randomness.
a. Operators that have an automatic offset capability should fly up to 2 NM right of the centerline.
b. Aircraft that do not have an automatic offset capability (that can be programmed in the navigation system) should fly the centerline only.
D.2.6.6 Hourly Altimeter Checks. The two primary altimeters should continue to read within 200 feet of each other (or lesser value if specified in your flight manual).
Note: We recommend that you record these hourly checks on the Master Document with the readings and times. This information can help you determine the most accurate altimeter if you develop an altimetry problem. Some operators incorporate these altimeter checks into their “overhead waypoint” checks.
D.2.6.7 Routine Monitoring.
1. Specify which FMS pages, or other displays of navigation information, that individual flightcrew members are charged with monitoring
(e.g., a cross-track error or time/distance).
2. You should use the non-steering navigation system to display cross-track error and track angle error, if available.
3. If your navigation system provides a predicted ETA capability, you should take full advantage of that function in order to track the accuracy of ETAs and provide reminders for performing the “approaching waypoint” and “10 minutes following waypoint passage” cross-checking procedures.
D.2.7 A pproaching Waypoints . Confirm coordinates of subsequent waypoints.
D.2.7.1 Within a few minutes prior to crossing an oceanic waypoint, you should confirm the expanded coordinates of the next and subsequent (“next + 1”) oceanic waypoints.
D.2.7.2 You should accomplish this check by comparing the coordinates in your navigation system against your Master Document (as updated based on your currently effective route clearance), as well as verifying that the course/heading and distance in the navigation system matches your Master Document. Draw a diagonal through the circle next to the waypoint on your Master Document.
Appendix D D-17 D.2.7.3 Confirm your autopilot steering is appropriately engaged (LNAV/NAV).
D.2.8 O verhead Waypoints.
D.2.8.1 Confirm aircraft transitions to the next waypoint.
1. When overhead an oceanic waypoint, you should ensure that your aircraft properly transitions to the next leg.
2. You can confirm this by noting the magnetic heading and distance to the next waypoint as compared against the Master Document (as updated based on your currently effective route clearance).
D.2.8.2 Position report:
1. Use the standard format for voice position reports to ATC.
2. You should also note and record your fuel status on the Master Document at each oceanic waypoint.
Note: This is especially important if the cleared route and FL differ significantly from the filed flight plan.
D.2.9 T en Minutes After Waypoint Passage . Cross-check navigational performance and course compliance by one of the following methods:
D.2.9.1 T he “plotting” method is appropriate for all aircraft navigation configurations.
1. Verify your plotting/orientation chart reflects the currently effective route clearance.
2. Plot your present latitude/longitude and record the time on your chart.
3. You should plot your position using coordinates from the nonsteering LRNS.
4. Investigate/take corrective action if your plotted position does not agree with your currently effective route clearance.
5. Using the steering LRNS, verify the next waypoint is consistent with the currently effective route clearance.
6. Verify your autopilot steering mode is in LNAV/NAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.2 The “navigation display” method is appropriate for and available for use in aircraft equipped with an operable FMS.
1. Confirm the aircraft symbol is on the programmed route on the navigation display (at smallest scale).
Appendix D D-18
2. Check system-generated cross-track deviation or similar indication of any deviation from the programmed route of flight.
3. Using the steering LRNS verify the “TO” waypoint is consistent with your currently effective route clearance.
4. Investigate/take correction action to address any anomalies or unexpected deviations.
5. Verify your autopilot steering mode is LNAV/NAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.3 You may use an alternate method with FAA acceptance.
D.2.10 Mi dway Between Waypoints.
D.2.10.1 Cross-Check Winds.
1. We recommend you cross-check the winds midway between oceanic waypoints by comparing the Master Document, LRNS, and winds aloft chart.
2. This cross-check will also assist with situational awareness and in the event your navigation capability is degraded to the point where you need to dead reckon (DR).
D.2.10.2 Confirm ETA. We recommend you confirm your ETA to the next waypoint.
Note: Promptly advise ATC if your ETA has changed greater than 2 minutes (“3 minutes or more” in the NAT) (for aircraft providing automatic position reporting via an ADS-C logon, pilots should discontinue voice position reports).
D.2.11 C oast In .
D.2.11.1 Remove strategic lateral offset. You must remove the strategic lateral offset prior to exiting oceanic airspace at coast in. We recommend you include this as a checklist item.
D.2.11.2 Confirm routing beyond oceanic airspace. Before entering the domestic route structure, confirm your routing and speed assignment.
Note: Crews experiencing loss of communication leaving oceanic airspace should follow guidance published in the applicable State AIP.
D.2.11.3 Compare LRNS to ground-based NAVAID (as applicable depending on your equipage).
Appendix D D-19
1. When departing oceanic airspace and acquiring ground-based NAVAIDs, you should note the accuracy of your LRNS compared to the position information provided by those NAVAIDs.
2. You should note discrepancies in your maintenance log.
D.2.12 D escent .
D.2.12.1 Transition Level. During the approach briefing, you should note the transition level on the approach plate or verify with ATC. Reset your altimeters to QNH (or QFE, if used) when descending through the transition level. You should confirm whether the altimeter setting is based on inches of mercury, hectopascal (hPa), or (less common) millimeters (mm) of mercury.
D.2.13 D estination/Block -In.
D.2.13.1 Navigation Accuracy Check. When arriving at your destination gate, you should note any drift or circular error in your LRNS.
1. A GPS primary means system normally should not exceed 0.27 NM for the flight.
2. Some inertial systems may drift as much as 2 NM per hour.
Note: If tolerances are exceeded, make an appropriate entry in the maintenance log.
D.2.14 A ltimetry System Write -Ups. Record any problems in the altimetry system, altitude alert, or altitude hold in the maintenance log.
Note: A TS authorities closely monitor RVSM airspace for any large height deviations (LHD). If your aircraft no longer meets RVSM standards, you must not flight plan into RVSM airspace.
D.2.15 CP DLC Write -Ups. As applicable, note problems with the data communication system, providing sufficient detail so a problem report can be submitted to the data link monitoring agency, if warranted. FMS and SATCOM logs are helpful in investigating anomalies, and sometimes are available only for the most recent activity.
Appendix E E-1 APPENDIX E. IATA IN-FLIGHT BROADCAST PROCEDURE E.1 Introduction. The International Air Transport Association (IATA) developed the following procedures to promote flight safety over portions of the African continent and some adjacent waters. IATA last updated the procedures in 2019. You should check the IATA website for any further updates prior to flight in the affected airspace.
E.2 Background. In many flight information regions (FIR) in the African-Indian Ocean Region (AFI), both fixed and mobile aviation communication systems have either not been implemented or operate well below the required reliability. This has an impact on the proper provision of Air Traffic Services (ATS), especially with regard to flight information services (FIS). Consequently, an AFI Regional Technical Conference has determined that the IATA In-Flight Broadcast Procedure (IFBP) should be used within AFI designated FIRs as an interim measure, until such time as communications facilities affecting the FIRs in question have been improved.
E.3 Designated Frequency in AFI. In the AFI region, the designated frequency for the IFBP is 126.9 MHz.
E.4 Area of Application. It is recommended that the IFBP be applied in the following FIRs and airspaces:
Asmara Lusaka Brazzaville* Mogadishu Kano Niamey* Khartoum N’Djamena* Kinshasa Tripoli** Luanda Dakar * Brazzaville, Niamey, and N’Djamena FIRs provide CPDLC service; however these FIRs are maintained in the IFBP area of applicability to accommodate users’ requirement for linear boundaries to the extent feasible.
** Tripoli FIR mandated IFBP within their entire FIR, hence their IFBP region extended from north of latitude 30° N to cover the entire Tripoli FIR.
Appendix E E-2 Figure E-1. Map of IFBP Area of Applicability E.
5 Listening Watch.
E.5.1 A listening watch should be maintained on the designated frequency (126.9 MHz) 10 minutes before entering the designated airspace until leaving this airspace.
E.5.2 For an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace, listening watch should start as soon as appropriate and be maintained until leaving the airspace.
E.6 Broadcast Intervals.
E.6.1 A broadcast should be clearly pronounced in English:
• Ten minutes before entering a FIR within an IFBP region;
• Upon entering a FIR within the IFBP region;
• As soon as practicable when departing from an aerodrome located within the IFBP region;
• Ten minutes prior to crossing or joining an ATS route or crossing an airway or waypoint;
• Every 20 minutes;
Appendix E E-3
• Before a change in FL;
• Upon reaching the intended FL; and
• At any other time considered necessary by the pilot.
Note 1: In the interest of reducing congestion on the IFBP frequency, pilots may exercise discretion to omit closely spaced repetitive IFBP reports. However, broadcast intervals should not exceed 20 minutes.
Note 2: The IFBP frequency must be closely monitored at all times when in the region (i.e., do not turn off or reduce volume levels on the transmitting/receiving frequency).
E.7 Broadcast Procedure.
A broadcast message should be structured as follows:
“ALL STATIONS” “THIS IS ABC123 [flight number] in the XXX [FIR name] FIR” Position AAAAA (current position) at … : … UTC FL … (Altitude maintaining) “DIRECTION Bound” (direction) on XX987 (airway) Estimating BBBBB (next position; waypoint or crossing airway if no waypoint) at … : … UTC
CCCCC NEXT (subsequent position; way point or crossing airway if no waypoint)
E.8 Additional Operating Procedures.
E.8.1 C hanges of Cruising Level. Changes of cruising level are considered necessary by pilots to avoid traffic conflicts, for weather avoidance, or for other valid operational reasons.
When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft should be displayed while changing levels.
E.8.2 Collision Avoidance. If on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk to their aircraft, and this cannot be achieved in accordance with the right-of-way provisions of ICAO Annex 2, they should:
Appendix E E-4
• Unless an alternative maneuver appears more appropriate, climb or descend 500 ft.
• Display all available aircraft lighting which would improve the visual detection of the aircraft.
• As soon as possible, reply to the broadcast advising action being taken, and specify altitude maintaining.
• Notify the action taken on the appropriate ATS frequency.
• As soon as your situation has been rectified, resume allocated FL, notifying the action on the appropriate ATS frequency.
E.8.3 Normal Position Reporting Procedures. Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.
E.8.4 O peration of Transponders. Pilots shall ensure that transponder procedures as contained in ICAO Doc 8168, Procedures for Air Navigation Services—Aircraft Operations, are complied with and, in the absence of other directions from ATC, operate the transponder on Mode A and C code 2000.
E.8.5 Use of TCAS. In accordance with ICAO Doc 7030, Regional Supplementary Procedures, Airborne Collision Avoidance System (ACAS) II shall be carried and operated in the AFI region by all civil fixed-wing turbine-engine aircraft having a maximum takeoff mass exceeding 5,700 kg or maximum approved passenger seating configuration of more than 19. IATA therefore promotes the use of a working TCAS for aircraft when operating within the AFI region; and pilots shall select traffic advisory/Resolution Advisory (RA) mode at maximum range.
E.8.6 U se of Strategic Lateral Offset Procedure s (SLOP). Use of SLOP is promoted in the AFI region.
E.9 Enforcement.
E.9.1 All airlines operating in the AFI region are requested to:
• Ensure that their air crews are fully briefed on the procedure and area of application described.
• Ensure that charts and flight documentation are fully amended to reflect the procedures.
E.9.2 Any operator reported to IATA as not applying the procedure shall be contacted immediately, informed of the procedure, and requested to apply it.
E.9.3 Attention is drawn to the fact that during the Haj pilgrimage period the number of east-west flights in the north-central part of the AFI region increases dramatically, and with it the risk of ATS incidents and the importance of adopting the IFBP.
Appendix E E-5 E.10 Review. The procedure and its area of applicability are reviewed by the IATA AFI Regional Coordination Group (RCG) from time to time and the FIRs in which the procedure is to be applied may be included or excluded as necessary.
Appendix F APPENDIX F. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN
OCEANIC AIRSPACE Note 1: The source document for these procedures is ICAO Doc 4444, Procedures for Air Navigation Services-Air Traffic Management. The U.S.
Aeronautical Information Publication (AIP) publishes these procedures as well.
There are slight format or wording differences, but the procedures are identical in substance.
Note 2: The FAA recommends that operators carry a quick reference card containing the applicable contingency procedures. Figure F-1, Special Procedures for In-Flight Contingencies in Oceanic Airspace (Non-Weather) provides a useful graphic and can be used for this purpose.
Figure F-1. Special Procedures for In-Flight Contingencies in Oceanic Airspace (Non-Weather)
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES When below FL290, establish & maintain 500 feet vertical offset when able and proceed as required until ATC clearance received 5 NM
• Parallel offset same direction
• Descend below FL290 CLEARED ROUTE Establish & maintain 500 feet Pilot Elects vertical offset when SLOP- OFFSET ROUTE (FMS) to Descend Below > NO able and proceed as required until ATC (left or right of cleared route) FL290 clearance received or 1000 feet vertical offset above FL410 At Least 30° • Attempt ATC Clearance
• Maintain FL if able to minimize climb/descent rate Cleared • Maintain visual & ACAS watch Level • ACAS in RA mode unless Legend:
aircraft operating limitations dictate otherwise Decision Point
• Turn on exterior lights
• When able, alert other aircraft ATC Clearance on 121.5 or 123.45
• No ATC Clearance F-1