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4.7.3 R estricted Areas. ICAO Annex 2 specifies that these areas exist “above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions.”
Note: C arefully review charts for these types of areas when you plan your flight, taking note of the area operating times and restrictions. You should also review applicable oceanic NOTAMs.
4.8 Air Defense Identification Zones (ADIZ). Title 14 CFR Part 99, Security Control of Air Traffic, discusses defense areas and ADIZ. You can check part 99, the latest U.S. AIP, the latest AIM (chapter 5, section 6), and all FAA NOTAMs Domestic/International to ensure compliance with national security requirements in the ADIZ.
4.9 Wor ld Geodetic System 1984 (WGS 84). ICAO and th e United States endorse the WGS 84 or approved equivalent as the geodetic reference datum standard for air navigation latitude and longitude coordinates. WGS 84 provides for a common geodetic reference system and a means to standardize aeronautical surveys and related products.
You should determine in advance whether any countries you intend to fly over or into are WGS 84-compliant. Information about WGS 84 compliance is often noted on charts used in terminal operations or on airfield diagrams. A State’s AIP generally notes compliance with WGS 84. Most areas of the world are listed as: 1) Unknown (U); 2) Partially Compliant (PC); 3) Compliant (C); or 4) Noncompliant (NC) with WGS 84.
Note: Commercial charting vendors also post information on their websites about specific countries and their compliance with WGS 84.
4.9.1 O perations in Areas That Are Not WGS 84- Compliant. Flight manuals may include a note for RNAV systems indicating that, for countries or terminal areas that are not WGS 84-compliant, the crew should deselect the use of Global Navigation Satellite Systems (GNSS), and use ground-based navigation aids for navigation. You should be familiar with your flight manual limitations as well as any country-specific procedures published in State AIPs when flying in countries or terminal areas that are not WGS 84-compliant.
5-1 CHAPTER 5. FLIGHT PLANNING GUIDANCE FOR INTERNATIONAL AND
OCEANIC AND REMOTE CONTINENTAL AIRSPACE OPERATIONS
5.1 Lead Time Requirements.
5.1.1 P reparation . Your preparation for a successful oceanic and remote continental and/or international flight, whether you fly large or small aircraft, starts with adequate training and planning. The lead time required for planning varies depending on such things as experience, training, and currency, as well as specific country requirements, and could exceed 30 days. Dispatch/flight locator departments of 14 CFR part 121 operators and large 14 CFR part 135 operators w ith good familiarity and experience with such flights can sometimes work with shorter lead times. Commercial flight planning companies used by 14 CFR part 91 and smaller part 135 operato rs can offer similar services.
5.1.2 Awareness. Ensure you are aware of current and special notices relating to entry and overflight requirements for the countries on your itinerary. In most cases outside North America and Europe, you obtain prior permission to land in or overfly a country directly from that country’s Civil Aviation Authority (CAA). You can also find information on immunizations, ports of entry, and other important requirements in the country’s AIP and in various commercial publications.
5.1.3 Verification. You should allow enough lead time to ensure your planning is thorough, complete, and correct. You should also cross-check and verify any flight planning products against the appropriate source documents. By doing so, you could uncover potential errors before they result in a pilot deviation.
5.2 P reparing an Itinerary.
5.2.1 Itin erary Factors . You should consider the following questions when developing your itinerary:
1. Wh at airspace, routes, speeds, and altitudes, do I fly to get to my destination(s)?
2. Are there any terrain clearance concerns along those routes at those altitudes?
3. Is the flying time to suitable and available en route alternates from along those routes and altitudes appropriate for the aircraft and operating part? (Plotting ETPs will help answer this question.)
4. Are there any pitfalls I should be aware of from each State’s AIP?
5. What communications, navigation, and surveillance equipment and authorizations must I have in order to fly my intended routes and altitudes?
6. Will I be operating in an SAO? Do I have the necessary operational authorization(s) to do so? (See Appendix B, Special Areas of Operation and OpSpecs/MSpecs/LOAs, Table B-1, SAO-R elated OpSpecs/MSpecs/LOAs.)
7. With regard to my GNSS equipment, are there any WGS 84 compliance issues in countries I intend to transit? (Paragraph 4.9 provides information on WGS 84.)
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8. What survival equipment must I have on board in order to fly my intended routes?
9. Are there suitable en route and destination alternates available in the event of an emergency diversion at other than my intended en route altitude? Are there terrain clearance or oxygen considerations at those divert altitudes?
10. Does my preferred destination have instrument approaches and arrival and departure procedures that are compatible with my aircraft equipment and authorizations?
11. What crew rest requirements will I have for each destination?
Note: See paragraph 5.3 below regarding fatigue management issues.
12. Should I use a flight planning or dispatch service for my trip?
13. Have I reviewed the following:
• Oceanic error mitigation procedures?
• Oceanic flight planning, plotting charts, navigation, and waypoint procedures?
• My oceanic checklist?
• SLOP?
• En route procedures for all airspace I will pass through?
• Oceanic contingency procedures?
14. Are there specific pilot certification, type rating, and/or medical certificate requirements for the countries I’ll be visiting? Are single-pilot operations authorized?
15. Will my intended route take me through areas of volcanic activity?
16. If my route takes me through polar areas, have I researched the risks inherent to operations on polar routes? (Paragraph 5.10 provides information on polar operations.)
17. ETO PS c onsideration: Will I be operating more than 60 minutes (part 121) or more than 180 minutes (part 135) from an Adequate Airport?
5.2.2 A dministrative, Country- Specific Issues and Requirements. As part of your itinerary preparation, asking the following additional questions can help you determine the country-specific issues/airspace requirements that might affect your international flight:
1. D o I require overflight and landing permi ts for any of the airspace/airfields I will transit?
2. How much will overflight and landing fees cost, and how do I pay for each airspace and destination I intend to transit (e.g., credit card, cash, local currency, U.S.
currency)?
3. How much advance notification do I need to provide prior to arrival?
Note: All countries require some form of advance notification of arrival. You should carry a copy of the advance notification, as well as confirmation that the
5-3 notification was sent. This is particularly important for countries that do not normally return approvals.
4. What are the availability, types, and duration of visas, tourist cards, and other required entry documents for all countries I intend to visit, as well as those with potential alternate airports (in the event I have to divert)?
Note: Some countries require that you have a visa for the next country of entry before departure, as well as proof of required immunizations for that country. You can obtain this information from the U.S. Department of State (DOS).
5. Are there prohibitions, restrictions, notices, and/or applicable travel advisories for countries I intend to visit?
Note: The FAA’s website includes a special section on prohibitions, restrictions, notices, and DOS travel advisories applicable to foreign countries at https://www.faa.gov/air_traffic/publications/us_restrictions/. This is a particularly important aspect of your flight planning.
6. What is the normal work week for countries I intend to overfly/enter?
Note: Understanding this will help you coordinate for visas and overflight/landing permits. You can obtain this information from the DOS.
7. Are there any import regulations I need to consider, given the amount of time I intend to remain in the countries on my route?
Note: Aircraft that remain within the territorial limits of a country for an extended period may become subject to import regulations and impoundment.
8. What hours are customs, immigration, and other services operational?
9. Do I intend to conduct any operations that might be considered “cabotage?”
5.2.3 Airport-S pecific Issues. Consider the following airport-specific issues when planning for your overseas trip:
1. What time considerations can affect your trip?
• What is local time at each of my destination airports in terms of Coordinated Universal Time (UTC)?
• What is local time at my original departure airport?
• Are there restrictions on operating at night in the countries I intend to transit?
• Do any of the airspaces/destinations I intend to transit require slot times?
2. Is a Prior Permission Only (PPO) number required for landing?
3. Do my preferred destination and alternate airfields have the appropriate grade of fuel and other types of aircraft handling services available?
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4. Are maintenance services available at my destination airfields?
5. Should I bring spare parts for my aircraft?
6. Will I have lodging available at the destination?
5.3 Crew Fatigue.
5.3.1 Fatigue Management. International travel typically involves crossing time zones and interrupting normal sleep patterns (circadian rhythm). Ensure you have a plan for how you will manage fatigue for you and your crew.
5.3.2 Fatigue Management Strategies. AC 120-100, Basics of Aviation Fatigue, discusses strategies to mitigate the effects of fatigue and is an excellent resource. AC 120-103, Fatigue Risk Management Systems for Aviation Safety, discusses the Fatigue Risk Management Systems (FRMS) prescribed in 14 CFR part 117. While part 117 does not apply to all operators, we recommend you review both ACs as the contents cover issues that are important to all aircrews. Although a Fatigue Risk Management Plan (FRMP) is only required for part 121 operators, the FAA recommends any operator who frequently conducts long-range flights to objectively assess the risks of flightcrew fatigue and implement some form of a plan to reduce those risks.
5.3.3 Se lf -Care and Time Zone Differences. Having a high level of physical fitness, using caffeine strategically, and avoiding alcohol can help you adjust to time zone differences, allow your body to rest better, and help make you a more effective, safer operator.
5.3.4 P reparing to Mitigate Fatigue . Inquire in advance about day sleeping or noise levels in the location where you intend to get your crew rest. This will help your crewmembers know what challenges to good rest might lie ahead. You should also consider adding pilots for long-duration flights or those outside of normal sleep times. This will help mitigate fatigue issues and promote safer flying.
5.3.5 S leep Aids. Make sure you understand the restrictions on using sleep aids and the importance of consulting an Aviation Medical Examiner (AME) prior to use. They will advise you on the possible side effects of sleep aids. We have built a list of approved prescription sedative-hypnotic-type drugs approved for use under certain conditions.
• Information regarding pharmaceutical sleep aids is available on the FAA’s website.
• This website includes names of many popular sleep aids. It also includes the required wait time after taking the last dose before you can fly (“pill to push” time).
5.4 Required Paperwork/Documentation. Whenever you fly into, from, or over foreign territory, you must comply with that territory’s regulations. Ensure that you have all required entry documents available for presentation upon arrival; you may need to provide multiple copies of each.
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5.4.1 D ocumentation. Local authorities may ask to see the below-listed types of paperwork.
The Articles of the Chicago Convention specify those items marked with a double plus sign (++).
5.4.1.1 A ircraft/Aircrew Documentation. It is important to note that you may be responsible for additional documentation requirements that this list does not include.
1. Airworthiness certificate.++
2. Aircraft registration++ (some States do not allow temporary certificates).
3. Radio station license.++
• ICAO Annex 6 Part I requires that one member of the flightcrew hold a valid radio telephone operator’s license “authorizing operation of the type of radio transmitting equipment to be used.”
• T he European Union Aviation Safety Agency (EASA) has published inspector guidance for its Ramp Inspections program that references the requirement in Article 30 of the Chicago Convention at https://www.easa.europa.eu/sites/default/files/dfu/SAFA%20Ramp%2 0Inspections%20Guidance%20Material%20-%20Version%202.0.pdf.
Some operators have found it useful to create a ramp inspection binder for easy access to required documents.
• F or U.S. domestic flights operating only on VHF, the Federal Communications Commission (FCC) does not require the license.
4. Minimum equipment list (MEL) (or Master Minimum Equipment List (MMEL) if operator plans to operate under this option).
5. Airplane Flight Manual (AFM) with Weight and Balance (W&B) information and metric conversion tables, if applicable.
6. Copies of aircraft and engine logbooks.
7. Import papers for aircraft of foreign manufacture.
8. OpSpecs/MSpecs/LOAs.
Note: Some countries require an OpSpec/MSpec/LOA and/or an airworthiness statement for certain operations.
9. Ownership papers.
10. Certificates of insurance, if applicable.
11. Authorization letters from the operating company or the aircraft owner (original signature required), if applicable.
Note: For privately owned aircraft where the owner is not on board, many countries require a letter from the owner before they will allow operations within their country (you can find specific information on
5-6 this letter and other requirements in the AIP of the countries concerned).
12. Licenses.
13. Crewmember certificates.++ Note: Pay special attention to medical certificates, as expiration rules vary from country to country; consult the AIP for those countries where you intend to land.
5.4.1.2 Trip-Specific Documentation. The following information will change for each flight, but should be available for authorities:
1. Passenger manifest, containing complete names of passengers and places of embarkation and destinations of each.++
2. Cargo manifest and detailed declaration of the cargo, if carried.++
3. Copies of overflight and landing permissions.
4. General declarations.
5. Journey logbook, signed by the pilot in command (PIC). ++ ICAO Annex 6 identifies the components of the journey logbook as listed below. Consult the AIP for the country you are visiting for their particular requirement.
• Airplane nationality and registration.
• Date.
• Names of crewmembers.
• Duty assignments of crewmembers.
• Place of departure.
• Place of arrival.
• Time of departure.
• Time of arrival.
• Hours of flight.
• Nature of flight (private, aerial work, scheduled, or nonscheduled).
• Incidents and observations, if any.
• Signature of person in charge.
5.4.1.3 Personal Documentation for Crew and Passengers. When planning a trip to or from a foreign country, ensure that all travelers have proper personal documentation (passports and visas, as required). You may find the requirements for individual countries at https://travel.state.gov/.
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5.5 Entry to Foreign Airspace—Flight Plan vs. Formal Advance Permission.
5.5.1 P ermission for Airspace Entry . When the foreign ATS authority accepts your flight plan and issues you a flight clearance, you have not necessarily received official approval for entering that State’s airspace. The governing CAA may independently require permission for airspace entry, and your destination airfield may require permission as well.
5.5.2 Flight Plans. Your flight plan provides advance notice of foreign airspace penetration and facilitates effective ATC procedures. For some countries, your flight plan is the only advance notice required; other countries use your flight plan as a check against previously granted permission to enter national airspace.
5.5.3 S tate AIPs . During your pre-trip planning, as noted in paragraphs 5.1.2, 5.2.1, and 5.2.2 above, consult the AIP for the States you will transit to determine any overflight/landing permits and whether prior permission is required. Ensure you allow plenty of lead time to request and obtain all necessary permissions.
5.6 M anaging Risk in Oceanic and Remote Continental Airspace Operations. Operators should have a risk management process before conducting oceanic operations (per ICAO Annex 19, originally i ssued in 2013). Many of the topics included in earlier portions of this chapter should be included as elements of your risk assessment. Operators are strongly encouraged to research the information available on the FAA website, both from the standpoint of oceanic operations planning, and risk management overall. Non-airline operators are also encouraged to review the material specifically earmarked for airline operators. You can get good ideas from that information.
Note: T he Automated Mutual- assistance Vessel Rescue (AMVER) system, sponsored by the U.S. Coast Guard (USCG), is a computer-based voluntary global ship reporting system used worldwide by SAR authorities to arrange for assistance to persons in distress at sea. The web address is:
https://www.amver.com/. Operators conducting oceanic operations are encouraged to be familiar with AMVER in case of a potential ditching. Once the operator notifies ATC of a possible ditching, all merchant vessels registered with AMVER and within 100 NM of the aircraft’s predicted ditching position will be notified.
5.7 W eather Forecasts and Other Meteorological Planning.
5.7.1 N ational Weather Service (NWS). The NWS provides weather, hydrologic, and climate forecasts and warnings for the United States, its territories, adjacent waters, and ocean areas. Parts 91 subpart K (part 91K), 121, and 135 operators must use an approved weather source (i.e., NWS or FAA-approved).14
14 Regulatory references are §§ 91.1039, 121.101, and 135.213.
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5.7.2 Weather Sources. As representatives of the Administrator, Principal Operations Inspectors (POI) may approve, via OpSpec/MSpec A010, Aviation Weather Information (required for parts 91K, 121, and 135) the following weather sources:
• The NWS for the United States and its territories.
• U.S. and North Atlantic Treaty Organization (NATO) military observing sources.
• Meteorological offices or automated observations operated by ICAO Member States (as long as the States subscribe to ICAO meteorological standards and practices
(i.e., list no differences to ICAO Annex 3)).
• Members of the World Meteorological Organization (WMO).
5.7.3 Enhanced Weather Information Systems (EWINS). Many certificated operators utilize an EWINS. EWINS are systems for gathering, evaluating, and disseminating aviation weather information, and for issuing weather reports and forecasts prepared by properly trained and qualified aviation meteorologists or aircraft dispatchers. Air carriers typically use a proprietary EWINS. Parts 91K, 121, and 135 operators require FAA approval via OpSpec/MSpec A010 to use EWINS.15
5.7.3.1 Each carrier’s EWINS must have sufficient procedures, personnel, and communications and data processing equipment to effectively obtain, analyze, and disseminate aeronautical weather data. An EWINS source may produce weather analyses and forecasts based on meteorological observations provided by the Federal government.
5.7.3.2 For an explanation of EWINS, refer to FAA Order 8900.1, Volume 3, Chapter 26, Section 4, Enhanced Weather Information Systems. Approval to use EWINS weather products is issued on a case-by-case basis and is currently only applicable to part 91K program managers and part 121 or 135 certificate holders (CH), who may either act as their own EWINS or contract for services from an outside source. These approved operators may conduct flight operations using the weather analyses and forecasts produced by their approved EWINS.
5.8 FAA International Notices Website. International Notices include Flight Prohibitions Notices and International Oceanic Airspace Notices that could affect your decision to enter or use certain areas of foreign or international airspace. If you are seeking to enter areas of the world that require special considerations, these notices can be very important.
To access FAA International Notices, refer to https://www.faa.gov/air_traffic/publication s/internationalnotices/.
5.9 ETOPS. ETOPS (the ICAO term is “Extended Diversion Time Operations (EDTO)”) requirements pertain to aircraft operated under parts 121 and 135. ETOPS is a system of maintenance, planning, alternate airport selection, dispatch, and flight operations standards that are designed to preclude a diversion and, if one were to occur, to protect
15 Regulatory references are §§ 91.1039, 121.101, and 135.213.
5-9 that diversion. Thus, ETOPS standards establish a higher level of performance requirements and equipment monitoring.
Note: Rules covering ETOPS do not address operations conducted under part 91.
However, because risk increases with distance from an Adequate Airport (defined in § 121.7), if you are a GA operator, we strongly recommend that your pilot training, maintenance practices, flight planning, and any applicable dispatch procedures follow the processes and procedures established in ETOPS regulations and guidance.
5.9.1 ETO PS Guidance . Guidance pertaining to ETOPS is provided in AC 120-42, Extended Operations (ETOPS and Polar Operations), and AC 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area. The regulatory basis for ETOPS requirements is provided by part 121 (§§ 121.161 and 121.374 and appendix P) a nd part 135 (§ 135.364 and appendix G).
5.10 Polar Operations. ACs 120-42 and 135-42 cover polar operations by aircraft operated under parts 121 and 135 respectively. As noted in the ETOPS discussion above, we strongly recommend part 91 operators refer to these ACs if you fly a polar route. Other worthwhile sources of information include the Canada and Iceland AIPs and the Canadian Designated Airspace Handbook. The North Polar Area of Operations includes the area that lies north of latitude 78° N. The North Polar routes across Russia are shown in the Russian AIP or in commercial charts for Eastern Europe and Eurasia. The South Polar Area of Operations includes the area south of latitude 60° S. Operators should contact a specialist from the FAA’s Flight Technologies and Procedures Division, Flight Operations Group for advice on operational factors to consider when planning polar operations.
1. Relevant authorizations are:
a. OpSpec/MSpec B055, North Polar Operations.
b. OpSpec/MSpec B040, Operations in Areas of Magnetic Unreliability.
2. Operations in AMUs when using a Global Positioning System (GPS)-only navigation-sensor for the flight management system (FMS) require careful analysis to confirm that the FMS is receiving accurate and reliable heading information.
5.11 Areas With Limited or No ATS (Also Called “NO FIR” Areas). Two examples of such areas are the boundary between Bodo Oceanic and Murmansk, and the area southeast of Mazatlan's Oceanic FIR off the west coast of Central America.
5.11.1 P art 91 Operators. While part 91 GA operators are not bound by the requirements below, we recommend that they have a solid understanding of this information before attempting to operate in this type of airspace. If you intend to operate in advisory-only airspace, you are required, as you are for all flights, to become familiar with all available information
5-10 concerning that flight.16 Good familiarity with applicable operating procedures allows for safe operations.
5.11.2 C ertificated Operators. To operate in uncontrolled information regions, certificated operators must be issued OpSpec/MSpec A014, Special En Route IFR Operations in Class G Airspace, in accordance with § 91.1015; § 121.93; § 121.113; part 125, § 125.31;
or § 135.215, as applicable. In uncontrolled airspace, you w ill not have access to ATC, air traffic advisory, flight information, and alerting services. In approving routes outside controlled airspace via OpSpec/MSpec A014, the Administrator makes a determination that traffic density is such that an adequate level of safety can be assured. FAA inspectors will also evaluate whether you have acceptable alternative means to ensure the following:
1. Y ou can notify the appropriate organization in a timely manner should you require SAR assistance.
2. You have a method to access changes in SIGWX information in a timely manner.
3. Those navigation facilities necessary for you to safely conduct the operation are available and serviceable. You can receive updates regarding the serviceability of the required Navigational Aids (NAVAID).
4. You have reliable in-flight information concerning other IFR aircraft operating near your route of flight (e.g., Traffic Alert and Collision Avoidance System (TCAS) and/or ADS-B In). This could also include “broadcast in the blind” procedures and other “expected” practices (see Appendix E, IATA In-F light Broadcast Procedure, as well as ICAO Annex 11’s description of traffic information broadcasts by aircraft (TIBA)).
5.12 R otorcraft Operations.
5.12.1 F AA and ICAO Requirements . The guidance on U.S. and International Regulations in Chapter 2, Background Information for Operations in Oceanic and Remote Continental Airspace, also applies to helicopter operations in oceanic and remote continental airspace.
5.12.2 O ffshore Helicopter Operations . AC 90-80, Approval of Offshore Standard Approach Procedures, Airborne Radar Approaches, and Helicopter En Route Descent Areas, contains detailed information on offshore helicopter operations, both instrument and ATS surveillance (ADS-B or radar). It also provides instruction on how you can gain authorization to conduct such operations.
5.12.3 Helicopter O ffshore Instrument Operations. OpSpec/MSpec/LOA H104, Helicopter Offshore Instrument Operations: Offshore Standard Approach Procedure (OSAP), Airborne Radar Approach (ARA), and Helicopter En Route Descent Area (HEDA) Operations, is available to authorize en route descent procedures under IFR.
16 Regulatory references are § 91.103, Preflight action, and ICAO Annex 2, Ch apter 2, Applicability of the Rules of the Air, Paragraph 2.3.2, Pre-Flight Action.
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5.12.4 Helicopter Part 135 Proving and Validation Tests. Section 135.145 is relevant for rotorcraft operations in oceanic and remote continental airspace. You may develop proposed routes using NAVAIDs where you have adequate signal coverage available. In areas where signal coverage is not available, you must provide a suitable means of navigation. We may require a validation test in VFR conditions to ensure that you are able to demonstrate adequate navigational performance for the route(s) before granting approval for your use of the route(s).