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2.4.3.3.1 I CAO Doc 9574, Manual on a 300m (1,000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive. ICAO Doc 9574 provides States’ regional planning groups with a basis for the revision of documents, procedures, and programs to enable the maintenance of a 300m (1,000 ft) vertical separation minimum between flight level (FL) 290 and FL 410 inclusive, in accordance with the criteria and requirements developed by ICAO. It provides guidance to State aviation authorities on those measures necessary to ensure that the criteria and requirements are met within their area of responsibility, as well as background information for operators to assist in the development of operating manuals and flightcrew procedures.
2.4.3.3.2 ICAO Doc 9613, Performance-based Navigation (PBN) Manual. This manual provides practical guidance on how to implement Area Navigation (RNAV) and Required Navigation Performance (RNP) applications, and how to ensure that the performance requirements are appropriate for the planned application.
2.4.3.3.3 ICAO Doc 9869, Performance-based Communication and Surveillance (PBCS) Manual. This guidance material explains the concepts of Required Communication Performance (RCP) and Required Surveillance Performance (RSP), identifies RCP and RSP requirements applicable to the provision and use of ATS, and provides a basis for the application of RCP and RSP in a specified airspace.
2.4.3.3.4 ICAO Doc 10037, Global Operational Data Link (GOLD) Manual. The GOLD Manual addresses data link service provision, operator readiness, controller and flightcrew procedures, performance-based specifications, and post-implementation monitoring and analysis. GOLD provides guidance and information concerning data link operations and is intended to facilitate the uniform application of ICAO SARPs contained in ICAO Annex 2, Annex 10, and Annex 11; the provisions in ICAO Doc 4444; and, when necessary, ICAO Doc 7030.
2.4.3.3.5 I CAO NAT Doc 007, North Atlantic Operations and Airspace Manual. This document provides information for aircraft operating agencies, pilots, and dispatchers planning and conducting operations in or above the North Atlantic High Level Airspace (NAT HLA). It also offers guidance to the State regulators responsible for the approval/certification/licensing of such aircraft operators, pilots, or dispatchers.
Note: O perators flying below NAT HLA should pay particular attention to ICAO NAT Doc 007, Chapter 17, Flight Operations Below the NAT HLA. Information in the North Atlantic International General Aviation Operations Manual (NAT IGA) was incorporated into ICAO NAT Doc 007 in 2013.
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2.4.4 O ther References:
1. ICAO Satellite Voice Guidance Material (SVGM), available at https://www.icao.int/apac/documents/edocs/cns/satvoice_svgm_v1.pdf. This document is intended to maximize the operational benefits of SATVOICE implementations by promoting seamless and interoperable SATVOICE operations throughout the world. The document provides guidance and information concerning SATVOICE communications for aeronautical use and is intended to facilitate the uniform application of ICAO SARPs contained in ICAO Annex 2, the provisions in ICAO Doc 4444, and, when necessary, ICAO Doc 7030.
2. T he FAA w ebsite at https://www.faa.gov.
3. Resource Guides for United States Operators:
a. North Atlantic (NAT) Resource Guide for U.S. Operators at https://www.faa.gov/headquartersoffices/avs/nat-resource-guide.
b. Pacific Resource Guide for U.S. Operators at https://www.faa.gov/headquartersof fices/avs/pacific-resource-guide.
c. West Atlantic, Gulf of Mexico, and Caribbean Resource Guide for U.S. Operators at https://www.faa.gov/headquartersoffices/avs/wa t-gomex-and-caribbeanresource-guide.
Note: Contact information for specialists from the Flight Operations Group can be obtained from the responsible Flight Standards office, and is available in these resource guides.
4. Applicable FAA Domestic/International Notices and Notices to Air Missions (NOTAM).
5. U.S. AIP and applicable foreign AIPs. The AIP is the State’s official publication that defines and describes the airspace, aeronautical facilities, services, and national rules and practices pertaining to air traffic, particularly if they differ from ICAO SARPs (“differences” are listed in AIPs). Eurocontrol maintains a global listing of links to AIPs here: https://eurocontrol.int/articles/ais- online. Refer to the current AIP for any States whose airspace you intend to operate in/through.
6. R egulations of the foreign countries over which you intend to fly.
7. The customs procedures, cultural considerations, entry and overflight procedures, and health and safety precautions for each country in which you intend to land.
8. The “Oceanic and Remote” section of the FAA’s Flight Operations Group web page at https: //www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs4 00/afs410/oceanic_remote. See in particular the “Ocean ic and Remote Continental Application Guide” posted there.
9. Th e “Data Communications” section of the FAA’s Flight Operations Group web page, at https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/a fx/afs/afs400/afs410/datacomm/. See in particular the “Data Link Communication Application Guide” posted there.
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10. NAT bulletins, found in the “EUR and NAT Documents” area of the ICAO website:
https://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx.
2.5 Authorization to Operate in Oceanic/Remote Continental Airspace and Special Areas of Operation (SAO). The FAA requires all certificated U.S. operators to obtain operational authorization to fly in oceanic and/or remote continental airspace.3 The FAA requires all operators to obtain operational authorization to fly in some or all SAOs.
SAOs are areas with unique characteristics that require special equipment, procedures, and/or techniques. The Administrator grants authorization in the form of an OpSpec, a management specification (MSpec), or a Letter of Authorization (LOA), depending on what part of 14 CFR governs your operations.
2.5.1 Appendix B, Special Areas of Operation and OpSpecs/MSpecs/LOAs, provides more information on SAOs, related authorizations, and other operational authorizations pertaining to oceanic, remote continental, and en route operations.
2.5.1.1 T able B-1, SAO-R elated OpSpecs/MSpecs/LOAs, lists SAOs that require authorizations, broken down by part.
2.5.1.2 T able B-2, O ceanic and Remote/General En Route OpSpecs/MSpecs/LOAs, lists operations that require authorizations, broken down by part.
2.5.2 P art 91 operators only require authorizations as indicated in the footnotes to Tables B-1 and B-2.
2.6 Authorization Process. The FAA uses a five-phase process to approve operator applications. The responsible Flight Standards office can provide you with the details pertinent to each phase and your specific requirements.
2.6.1 P hase 1 . You determine a need for authorization and contact the FAA.
2.6.2 Phase 2. You formally submit a proposal for FAA evaluation.
2.6.3 Phase 3. We evaluate the request and determine what level of demonstration is required.
We may conduct the demonstration within the responsible Flight Standards office, at your site of operations, or at another suitable location.
2.6.4 Phase 4. W e observe and evaluate a demonstration of your ability to perform in accordance with your proposal. This is an operational evaluation. If the demonstration is unsuccessful, we will provide feedback on deficient areas and their resolution.
3 Certificated operators holding OpSpec B032/MSpec B031, En Route Limitations and Provisions, do not need OpSpec/MSpec B036, Oceanic and Remote Continental Navigation Using Multiple Long-Range Navigation Systems, provided they adhere to the OpSpec B032/MSpec B031 limitation of being able to obtain a “reliable fix” at least once each hour from a standard ICAO ground-based Navigational Aid (NAVAID).
2-10 Note: Flight or line observations are not required for GA LOA applications. For GA operators, we evaluate your application and if warranted, conduct a knowledge validation (tabletop exercise and/or static airplane demonstration).
2.6.5 P hase 5. If your demonstration is successful, we issue the requested OpSpec/MSpec/LOA.
2.7 We b- Based Operations Safety System (WebOPSS).
2.7.1 Web OPSS Access. WebOPSS is the FAA’s document management system for issuing OpSpecs, MSpecs, and LOAs to air operators as indicated in 14 CFR. Authorized aviation industry personnel can apply for access to WebOPSS through their PIs.
WebOPSS access allows industry personnel to view and propose changes to their authorizations, which can expedite applications.
2.7.2 WebOPSS Training. Y ou will require training prior to receiving WebOPSS access. You can accomplish the training either through an FAA inspector or by taking the WebOPSS formal training course through the FAA’s Mike Monroney Aeronautical Center (MMAC).
Note: T he Operations Approval Portal System (OAPS) was introduced late 2018 to streamline processing of NextGen authorizations. OAPS allows bundling, and is integrated with WebOPSS. To register for an account, follow instructions on the web page: https://oaps.faa.gov/. For s upport and/or questions, email 9-AWA-AVS-AFS-OAPS@faa.gov.
3-1 CHAPTER 3. PILOT QUALIFICATION AND TRAINING GUIDANCE FOR OCEANIC
AND REMOTE CONTINENTAL AIRSPACE OPERATIONS
3.1 Training Requirements for Oceanic and Remote Continental Airspace Operations.
3.1.1 Certificated Operator Training. Certificated operators are required to have training approved by the Administrator.4 This normally takes place during the certification process and prior to issuance of OpSpecs or MSpecs.
3.1.2 GA Training. If you are a GA pilot desiring to indicate RNP capability in oceanic and remote continental airspace, you need operational approval via an LOA (see Appendix B, paragraph B.1).5 One or more of the following actions may satisfy training requirements:
1. Completing an operator’s oceanic operations current training program.
2. Completing a commercial oceanic operations current training program.
3. Submitting military training records indicating prior oceanic operations experience.
4. Using other methods indicating that you can safely conduct oceanic operations.
Examples could include written testing, oral testing, or evidence of prior recent experience.
3.1.3 Relevant Subject Matter. The following items are examples of the subject matter with which you should be familiar in order to conduct operations in oceanic and remote continental airspace (as required based on the types of operations being conducted):
1. Title 14 CFR (applicable parts).
2. ICAO SARPs and measurement standards.
3. Operator’s international operating procedures, to include the international operations manual,6 its organization and structure, and access via Electronic Flight Bag (EFB), as applicable.
4. Use of oceanic flight planning charts.
5. Sources and content of international flight publications.
6. Itinerary planning and overflight clearances.
7. Meteorology, including Significant Weather (SIGWX) charts, prognostic weather charts, tropopause prognostic charts, and Terminal Aerodrome Forecasts (TAF), as well as contingency procedures for weather diversions.
8. Preparation of international flight plans, plotting charts, and operational flight plans (OFP)/flight logs, to include Equal Time Point (ETP) calculations. These include the
4 Regulatory references are §§ 91.1073, 121.401, 125.296, and 135.323.
5 Regulatory reference is § 91.703, which incorporates ICAO Annex 2 by reference. Annex 2, in turn, refers to ICAO Doc 7030, which requires State of the Operator or State of Registry approval for oceanic RNP operations.
6 See also Appendix G, Suggested Subjects for Inclusion in Oceanic and International Procedures and/or an Operations Manual.
3-2 communications, navigation, and surveillance capability codes appropriate to your aircraft and your operational authorization.
9. Specific airspace requirements, to include communications, navigation, and surveillance equipment requirements and specific approvals (OpSpecs/MSpecs/LOAs), as well as operational procedures related to Reduced Vertical Separation Minimum (RVSM) and RNP.
10. Long-range, air-to-ground communication procedures, including all data link and satellite communications (SATCOM) voice operations, as applicable.
11. En route and terminal procedures—differences from U.S. procedures.
12. Use of oceanic checklists.
13. Oceanic error risk mitigations.
14. Understanding of Strategic Lateral Offset Procedures (SLOP).
15. Air traffic clearances, to include proper terminology and phraseology.
16. Emergency and contingency procedures (see Appendix F, Special Procedures for In-Flight Contingencies in Oceanic Airspace), including required emergency equipment, SAR techniques, navigation equipment failure techniques (to include dead reckoning (DR)), and communication equipment failure techniques.
17. Specialized training, ( e.g., if conducting operations in areas of magnetic unreliability (AMU), or for parts 121 and 135, ETOPS “preclude and protect” philosophy, as applicable).
18. Use of polar/remote area checklists.
19. P olar/remote continental terrain awareness, risk mitigations, and contingency options.
4-1 CHAPTER 4. COMMUNICATIONS, NAVIGATION, AND SURVEILLANCE
SYSTEMS GUIDANCE FOR OPERATIONS IN OCEANIC AND REMOTE
CONTINENTAL AIRSPACE
4.1 Communications, Navigation, and Surveillance Improvements—Impact on ATS.
4.1.1 Technological Advances. Technological advances in communications, navigation, and surveillance systems all contribute to an air traffic system that provides increased navigational accuracy and allows you and your aircraft to interact more quickly with controllers. These advances have also improved controller-pilot communications, navigation accuracy, and aircraft surveillance reporting. This enhanced communications, navigation, and surveillance capability greatly reduces the errors and retransmissions that hampered oceanic flights just a few years ago. These safety improvements have facilitated corresponding improvements in efficiency and capacity by reducing separation minima, allowing controllers to space aircraft closer together. Trials of new separation minima or implementations of new operating procedures are common in oceanic airspace. Operators should therefore make sure they have the most up-to-date information concerning the airspace in which they will be flying. U.S. and foreign State AIPs, NOTAMs, and related publications are normally the best sources of current information.
International operations manuals that consolidate this information should be current.
4.1.2 ADS-B. ADS-B supports these improvements by providing a higher update and enhanced accuracy of surveillance information over the current radar-based surveillance systems.
4.1.3 S pace- Based ADS-B. In 2019, a constellation of low-Earth orbit satellites with ADS-B receivers began supplying surveillance data to air traffic service providers (ATSP).
Shortly thereafter, ICAO published a new separation standard for areas under ADS-B surveillance where VHF voice communications are not available. This new separation standard allows aircraft to be more closely spaced in oceanic areas, which in turn allows more efficient routing. While space-based ADS-B update rates are comparable to those of some domestic radar systems, communication systems traditionally used in oceanic and remote continental airspace do not perform as quickly as the VHF voice communications used in domestic environments. Consequently, aircraft cannot yet be spaced as closely as in domestic areas. As communication systems evolve, allowable separation between aircraft will likely be reduced further.
4.2 Performance-based Operations.
4.2.1 Measures of Performance. Performance-based operations rely on RCP, RNP, and RSP. It uses these three primary measures of performance to determine required separation between flights, both in radar contact and in oceanic and remote continental airspace.
ATS providers determine separation requirements based on a combination of these three performance indicators.
4.2.2 RCP. R CP establishes aircraft/controller communications timeline, equipment, and flightcrew training standards. Generally, you can measure RCP in terms of the timeline required to complete the communication transaction and the continuity, availability, and
4-2 integrity of the transaction. In oceanic and remote continental airspace, RCP 240 and RCP 400 are the prevalent performance standards.
4.2.2.1 RCP 240 requires a 99.9 percent probability (continuity) the communications transaction will complete in less than 240 seconds (timeline). It also requires a
99.99 percent probability the communication can be initiated (availability) and no more than 10-5 communications transaction malfunctions per flight-hour (integrity).
4.2.2.2 RCP 400 requires a 99.9 percent probability (continuity) the communications transaction will complete in less than 400 seconds (timeline). It also requires a
99.9 percent probability the communication can be initiated (availability) and no more than 10-5 communications transaction malfunctions per flight-hour (integrity).
4.2.2.3 U.S. operators desiring Performance-based Communications and Surveillance (PBCS) approval for qualifying systems (e.g., with RCP 240 and RSP 180) can obtain OpSpec/MSpec/LOA A056, Data Link Communications. See paragraph 4.5 below.
4.2.2.4 For additional details, please refer to AC 90-117, Data Link Communications;
and the ICAO Doc 10037, Global Operational Data Link (GOLD) Manual, Appendix B, RCP Specifications, and ICAO Doc 9869, Performance-based Communication and Surveillance (PBCS) Manual, at https://store.icao.int.
4.2.3 RNP. RNP establishes aircraft navigation accuracy, equipment, and flightcrew training standards. ICAO Doc 9613, Performance-based Navigation (PBN) Manual, outlines these standards. Generally, we measure these standards in terms of accuracy, integrity, continuity, availability, and functionality. Oceanic and remote continental airspace ATS providers primarily provide RNP 10 (also known as RNAV 10) and RNP 4-based separation minima. RNP 2 applications have also become available for oceanic and remote continental airspace, to be used by individual States as necessary to meet their airspace requirements. In all cases, ATS providers will apply appropriate separation minima between adjacent aircraft based on the capabilities each aircraft operator files in the flight plan. You must only indicate the oceanic RNP capability authorized in your OpSpec/MSpec/LOA B036, Oceanic and Remote Continental Navigation using Multiple Long-Range Navigation Systems.7
1. RNP 10 requires accuracy to be within 10 NM 95 percent of the time.
2. RNP 4 requires accuracy to be within 4 NM 95 percent of the time and within 8 NM
99.999 percent of the time.
3. RNP 2 requires accuracy to be within 2 NM 95 percent of the time and within 4 NM
99.999 percent of the time.
7 Regulatory reference is § 91.169, which refers to § 91.153. This requires the flight plan to include “any other information the pilot in command (PIC) or ATC believes is necessary for ATC purposes.”
4-3 Note: Regardless of RNP value, pilots are expected to fly the centerline (or up to 2 NM right of course, where use of SLOP is authorized).
4.2.4 RS P . RSP establishes aircraft/controller surveillance timeline and equipment standards.
Generally, you can measure RSP in terms of the timeline required to complete the transaction and the continuity, availability, and integrity of the transaction. In oceanic and remote continental airspace, RSP 180 and RSP 400 are the prevalent performance standards.
4.2.4.1 R SP 180 requires a 99 percent probability (continuity) the surveillance transaction will complete in less than 180 seconds (timeline). It also requires a
99.99 percent probability the communication can be initiated (availability) and no more than 10-5 communications transaction malfunctions per flight-hour (integrity).
4.2.4.2 RSP 400 requires a 99 percent probability (continuity) the surveillance transaction will complete in less than 400 seconds (timeline). It also requires a
99.9 percent probability the communication can be initiated (availability) and no more than 10-5 communications transaction malfunctions per flight-hour (integrity).
4.2.4.3 For additional details, please see ICAO Doc 10037, Appendix C, RSP Specifications.
4.2.5 A ccess to Performance -based Separation. Communications, navigation, and surveillance capabilities of aircraft and crew determine eligibility for authorizations (i.e., via OpSpecs, MSpecs, and LOAs), which in turn allow operators to take advantage of performance-based separation in oceanic and remote continental airspace. The significant improvements in communications, navigation, and surveillance systems have allowed air traffic controllers to reduce separation between aircraft, expanding access to more favorable routing and/or altitudes that offer savings in time and fuel.
Note: F or a list of pertinent OpSpecs/MSpecs/LOAs, please see Appendix B , Special Areas of Operation and OpSpecs/MSpecs/LOAs.
4.3 V oice Communications in Oceanic Airspace. When operating over the high seas, ICAO Annex 2 requires you to m aintain a continuous air-to-ground voice communication watch with the appropriate ATS authority on the appropriate communication channel.
Note: It is not acceptable to depend solely on other aircraft providing a radio relay to satisfy this requirement. The appropriate authority for the airspace where you conduct the flight may prescribe the aeronautical stations and frequencies used for two-way communications.
4.3.1 H F Radio Communications. HF radios have been in use for almost a century over oceanic and remote continental areas. As technological advances lead to more sophisticated methods of communication, HF equipment has also improved. HF radios now offer digital tuning, compact size, selective calling systems (SELCAL) (see paragraph 4.3.2
4-4 below), and new antenna concepts. Consider the following when using HF communications:
4.3.1.1 HF radio calls are typically made to a radio operator, who in turn electronically relays the information, via keyboard and pre-formatted messages, to air traffic controllers in oceanic centers. There is some delay between your requests and ATC clearances, where the radio operator coordinates with the appropriate controller. Radio operators do not have the authority to issue ATC clearances on their own.
4.3.1.2 Communications over HF radio rely heavily on proper radio terminology and scripted reports. Use the published guidance found in en route publications or the Aeronautical Information Manual (AIM) to make sure you deliver messages in the proper format. Speak at a moderate speed using the internationally accepted phraseology. You may find ICAO standard phraseology in ICAO Doc 9432, Manual of Radiotelephony. This document and other ICAO reference materials are available on ICAO’s website at https://store.icao.int.
4.3.1.3 If ATC uses the terms “expect” or “when can you accept,” they have not granted you a clearance. Typically, oceanic radio operators will use the phraseology “ATC clears…” when relaying a clearance.
4.3.1.4 ICAO Doc 4444, Procedures for Air Navigation Services—Air Traffic Management, requires the flightcrew to read back level instructions, heading and speed instructions, and ATC route clearances. Ensure that the radio operator acknowledges your exact read back to confirm that you correctly heard the instructions.
4.3.1.5 In general, higher frequencies (above 10.0 megahertz (MHz)) work better during daylight and lower frequencies (below 10.0 MHz) at night. It is common to use several frequencies on one flight while communicating with the same ATS provider.
4.3.1.6 HF communications are dependent on transmitted signals striking the ionosphere and reflecting back to antennae at ground stations. The ionosphere is susceptible to interference from space weather, resulting in periods where HF reception is marginal or unreadable. You may especially notice this phenomenon in polar regions above 60° N or below 60° S and during periods of significant solar activity.
4.3.2 SELCAL. SELCAL is a means to alert an individual aircraft that a ground station wishes to communicate with it. ATS providers can transmit SELCAL signals over VHF or HF.
The signals produce an audio tone and possibly a cockpit indication that alerts you to initiate contact with the appropriate ATC unit.
4.3.2.1 The SELCAL codes are controlled by a commercial service and are assigned to a specific aircraft. Since the number of unique SELCAL codes is less than
4-5 the number of aircraft with SELCAL capability, multiple aircraft could be operating and logged in with the same SELCAL code assignment.
4.3.2.2 When you apply for SELCAL codes for your aircraft, the issuing company will de-conflict duplicate codes by region as much as possible. However, aircraft flying in multiple regions may encounter another aircraft using the same code. Therefore, you should be certain that the ATS radio operator uses your exact call sign when responding to a SELCAL.
4.3.2.3 New SELCAL systems use 32 tones, instead of only 16 tones currently used, and thereby increase the number of unique identifiers exponentially. The ICAO Communication Panel approved the global implementation of SELCAL 32 for revisions to take effect in November 2022. SELCAL 32 compliant equipment became available beginning in 2020. Operators with 16-tone HF SELCAL systems may continue to encounter a duplicate code situation.
4.3.2.4 Check HF SELCAL even when your CPDLC is working properly. You should do a SELCAL check prior to oceanic entry and then again at each control area (CTA) boundary. See the sample transcript of an HF SELCAL check below.
Sample Transcript of HF SELCAL Check HF call from the air: “New York Radio, Airline 123, request SELCAL Check.”
Answer from the ground:
“Airline 123, New York Radio, roger.”
[SELCAL tones transmitted] HF call from the air: [If successful] “SELCAL check good, thank you!”
4.3.3 SATVOICE. In keeping with ICAO’s recognition of SATVOICE as a valid LRCS, the FAA accommodates SATVOICE through arrangements with the recognized Aeronautical Mobile Satellite (Route) Service providers. The FAA currently restricts direct SATVOICE contact between the pilot and FAA ATC to “distress and urgency situations,” or other exceptional circumstances only. For oceanic communications with ATC via New York Radio and San Francisco Radio, relevant SATVOICE policy and short codes are published in the U.S. AIP.
4.3.3.1 The FAA requires SATVOICE equipment supporting ATS communications to be installed in accordance with AC 20-150B (or subsequent edition), Airworthiness Approval of Satellite Voice (SATVOICE) Equipment Supporting Air Traffic Service (ATS) Communication.8 Additional
8 Regulatory references are § 91.703 and ICAO Annex 2, paragraph 3.6.5.1. The U.S. AIP, in describing the “appropriate communication channel,” invokes AC 20-150B.
4-6 r equirements are listed in the U.S. AIP. Portable satellite phones are not approved for normal and routine ATC communications.
4.3.3.2 Addi tionally, the FAA requires a SATVOICE Callback Check when pilots use SATVOICE to communicate with ATC via New York Radio or San Francisco Radio. A sample transcript is here:
Sample Transcript of SATVOICE Callback Check SATVOICE call from the air:
“New York Radio, Airline 123, request SATVOICE Callback Check.”
For aircraft equipped with both Inmarsat and Iridium:
“… on Inmarsat/Iridium (as applicable)” Answer from the ground:
“Airline 123, roger, terminating call, will call you right back” New SATVOICE call from ground:
“Airline 123, New York Radio with your SATVOICE Callback, how do you read?”
SATVOICE answer from the air:
“Loud and clear, SATVOICE Callback Check good, good day!”
4.3.3.3 If SATVOICE is used (as authorized in the relevant AIP) as the sole voice LRCS, for purposes of maintaining a continuous air-to-ground voice communication watch with the relevant ATS authority on the appropriate communication channel, several important considerations apply:
1. Flightcrews should be thoroughly familiar with SATVOICE use, to include the aural and visual alerts for incoming calls, call answering, display and selection of call priority, use of press-to-talk switches, call setup with or without the avionics phone book, call preemption, and call termination.
2. Avionics (e.g., flight management computer (FMC)) phone books should be organized in a logical, easy-to-understand manner, and flightcrews should have the appropriate number preloaded to facilitate rapid call setup with the relevant ATS authority. Calls should be managed to ensure a line is always available for an incoming “Operational High” priority (Priority 2/Q12) call from the relevant ATS authority.
3. For purposes of compliance with 14 CFR requirements on numbers of LRCS, the FAA recognizes SATVOICE as an approved LRCS only in areas where the ground infrastructure supports SATVOICE as the “sole voice LRCS.” Such services are described in the relevant AIP. In areas