6-19 As you pass each waypoint, verify the aircraft is progressing on the correct route by cross-checking the leg distance and magnetic course on the Master Document against the distance and magnetic course to the next point as displayed on the avionics.
6.4.5 Position Reporting—General Requirements.
6.4.5.1 Communications over HF radio rely heavily on proper radio terminology and scripted reports. Use the published guidance found in en route publications or the AIM to make sure you deliver messages in the proper format.
1. You are expected to speak at a moderate speed using internationally accepted phraseology.
2. Be certain you are communicating with the facility appropriate to the oceanic and remote continental airspace in which you are operating or about to enter. More than one station may be using the same HF frequency at the same time. Only accept clearances from the ATS provider for the oceanic and remote continental airspace in which you are operating.
6.4.5.1.1 Radio call signs of ground stations. Position reports are generally provided to aeronautical radio stations, which relay this information to ATC. If the ATS provider you are talking to is identified as a “Center,” (e.g., “Gander Center”) or a “Control” (e.g., “Tokyo Control”), you are talking directly to an air traffic controller. If the provider you are talking to is identified as a “Radio”
(e.g., “New York Radio”), you are talking to an aeronautical radio station, which is a relay facility that communicates between the ATC controlling facility and aircraft. An aeronautical radio station does not control air traffic— it relays the instructions of the ATC facility.
6.4.5.1.2 You must report departing your current FL. In certain regions, the NAT for example, you are also required to report reaching your assigned altitude. You should consult the appropriate regional or State documents (e.g., ICAO NAT Doc 007, AIP, Chart Supplement, etc.) to confirm reporting requirements.
6.4.5.1.3 In addition to reporting your position to your current ATS provider, in the case of boundary points, often you must repeat your last position report to the FIR or CTA you are entering. Do so when so prescribed in the appropriate section of ICAO Doc 7030, Regional Supplementary Procedures, in the applicable AIP, or when requested by ATC.
6.4.5.1.4 If another aircraft relays your report, use the appropriate air-to-air frequency and not the emergency (guard) frequency.
6.4.5.1.5 If you operate in airspace approved for the use of data link, you may provide automatic position reporting via ADS-C. In this case, you should discontinue voice position reports.
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6.4.5.2 When following a designated oceanic route, you must make position reports when passing each designated compulsory reporting point.
Note: The appropriate ATS authority may request reports over non-compulsory reporting points as well. In oceanic airspace where the FAA is the ATS provider, position reports are required over all points used in the flight plan to define the route of flight, even if they are non-compulsory.
6.4.5.3 If you are not on a designated oceanic route, provide position reports at all points listed in Item 15 (route of flight) of the flight plan. ATC expects reports as soon as possible after the first half hour of flight in oceanic and remote continental airspace and at hourly intervals thereafter. The appropriate ATS provider, however, may request additional reports at shorter intervals of time.
1. If your flight tracks predominantly east and west, ATS providers will generally request reports every 5° or 10° of longitude.
2. If your flight tracks predominantly north and south, ATS providers will generally request reports every 5° or 10° of latitude.
6.4.6 P osition Reporting—Format.
6.4.6.1 See the AIM, chapter 5, for general guidance on position report format. You must provide information regarding your current fix and the next two fixes on your route of flight, in the following order:
1. Your complete aircraft call sign.
2. Your position and crossing time, reported in 4 digits UTC.
Note: In reporting coordinates and times, say each number individually (e.g., 1032 is “one zero three two,” not “ten thirty-two”).
You do not have to say “UTC” or “Zulu” when you report the time.
3. Your FL.
4. Your next fix and estimate over that fix in 4 digits UTC.
Note: If any reported ETA changes in excess of 2 minutes (3 minutes or more in the NAT), you must provide an updated estimate to the ATS provider.
5. Name of your subsequent fix.
6.4.6.2 An example position report is:
“N1234 over CEBEN at 1422, FL350, estimating CIVIT 1503, CORTT next.”
6.4.6.3 When position is expressed in coordinates, the following pertains:
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1. If your flight tracks predominantly east and west, ATS providers will generally expect latitude to be expressed in degrees and minutes, and longitude in whole degrees only.
2. If your flight tracks predominantly north and south, ATS providers will generally expect latitude to be expressed in whole degrees only, and longitude in degrees and minutes.
6.4.6.4 A 2010 change to ICAO Annex 3 cancelled the requirement to report wind and temperature data via voice. You should continue to report any turbulence or other significant meteorological conditions you encounter to ATC.
Note 1: E nsure the reporting of such meteorological observations references your geographical coordinates at the time of occurrence.
Note 2: ICAO NAT Doc 007 has a form for reporting significant wake turbulence encounters. We encourage you to submit this form whenever you encounter significant wake turbulence while operating in NAT airspace, in order to support the monitoring efforts of the NAT airspace authorities.
6.4.7 N avigation Cross -Checking Procedures: Why They Are Important.
6.4.7.1 ICAO Doc 7030 includes language requiring the State of Registry or the State of the Operator to approve operator programs established to mitigate the occurrence of navigational errors due to equipment malfunction or operational error. These operator programs must include in-flight operating drills, consisting of mandatory navigation cross-checking procedures, to identify navigation errors in sufficient time to prevent aircraft from inadvertent deviation from an ATC-cleared route.
6.4.7.2 Navigation cross-check procedures mitigate risk and promote situational awareness—an essential requirement for crews operating highly automated airplanes in increasingly crowded airspace. Such procedures help ensure aircraft operating under procedural ATC control are in fact maintaining the separation from other aircraft that ATC has planned and is expecting.
Cross-check procedures enable pilots to be certain they are where they think they are; this awareness becomes particularly critical during emergency situations.
6.4.7.3 While advances in navigation accuracy and communications capability generally enhance safety and reduce flightcrew and controller workloads, these advancements have not eliminated human errors. Pilot deviations continue to occur and can be attributed to complacency, poor operational procedures, poor understanding of systems and processes, or simply human frailties such as cognitive or auditory failures.
6-22 Note: Numerous deviations in oceanic airspace are the result of flightcrews failing to follow revised clearances. Transposed numbers, misunderstood clearances, or route amendments not properly verified or not passed on to relief crewmembers also contribute to navigation errors. In addition, paragraph 4.4.3 describes issues with displays of CPDLC messages; Figure 4-1 shows sample FMS pages flightcrews would interact with to load an uplinked, revised route.
6.4.8 Navigation Cross- Checking—Acceptable Procedures.
6.4.8.1 In line with the rationale and requirements for navigation cross-checking procedures described in paragraph 6.4.7, the FAA believes cross-ch ecking is synonymous with “making sure.” We consider the “sample oceanic checklists,” provided in Appendix D, to provide operators with not only a “to-do” list but also a means to make sure certain items, known to result in navigation errors if overlooked or done incorrectly, are performed in an organized, systematic manner.
6.4.8.2 T he sample checklists (simple and expanded versions) provided in Appendix D are derived from ICAO NAT OPS Bulletin 2017-005, Sample Oceanic Checklists. In these checklists, we have provided two acceptable methods for cross-checking aircraft position at a point approximately 10 minutes after oceanic waypoint passage. Previously, the only recommended method of cross-checking aircraft position in the oceanic airspace environment was manual plotting on a chart. However, a panel of aviation industry and FAA personnel completed an Operational Safety Assessment (OSA) of methods for cross-checking oceanic flight navigation.
The panel determined that an alternative to manual plotting, by which aircraft position could be checked through use of aircraft FMS-driven navigation displays and indications, would provide for an equivalent level of safety. See Appendix D, paragraph D.2.9.2.
6.4.8.3 The check of aircraft position at a point approximately 10 minutes following waypoint passage is designed to enable you to observe and correct a navigation error before safety of flight is jeopardized. If you made a subtle mistake either while en route to or crossing a waypoint, 10 minutes of travel should allow you to observe that mistake before significant problems result.
These cross-checks are a backup to an otherwise well-planned flight that is being executed through systematic and disciplined attention to effective procedures, such as those provided in this chapter and Appendix D. The cross-checks are not designed to overcome poor planning, sloppy procedures or inadequate attention to detail. To reiterate: in-flight operating drills, to include cross-checking of navigation during oceanic and remote continental airspace operations, are mandatory under ICAO standards.
6-23 Note 1: Some operators use 2 degrees of travel instead of 10 minutes.
This would generally also be approximately 10 minutes, depending on a number of factors.
Note 2: If your method and technique of position cross-checking allow observation of an error earlier, it is acceptable to do the check at approximately 5 minutes after waypoint passage, or 1 degree of travel.
6.4.8.4 The FAA recognizes that, for any number of reasons, operators may require or choose to use navigation cross-checking procedures different from those in the oceanic checklist provided in Appendix D. For those operators who require operational approval, whether to operate in oceanic and remote continental airspace in general, to operate in airspace where RNP is prescribed, or to operate within oceanic and remote SAOs, such as NAT HLA, their choice of procedures will help establish the basis of that approval. Operational approval will be predicated upon use of either the cross-checking procedures described in the sample oceanic checklist (Appendix D) or via an alternative method that will achieve an equivalent level of safety. In order to determine equivalent levels of flight safety, an operator’s proposed alternative cross-checking procedures will be assessed, by the PI and a specialist from the FAA’s Flight Technologies and Procedures Division, Flight Operations Group, against the following criteria:
1. A re they written, standardized, and required for use by the operator’s flightcrews?
2. Do they require use of a plotting or orientation chart, of adequate scale, for reference/situational awareness purposes?
3. Do they address all the major functions/action points (e.g., independent route verification; at waypoint passage; after waypoint passage) outlined in the sample oceanic checklist?
4. Do they provide for confirming that the aircraft is flying toward, via the expected course/track line, the intended/expected waypoint contained in the flight’s currently effective route clearance?
5. Do they prescribe periodic cross-checking, for reasonableness, of the position data reported by all onboard navigation systems?
6. Do they require checking of aircraft position approximately 10 minutes after each oceanic waypoint prescribed in the currently effective route clearance?
7. Do they direct prompt and proper correction for any detected deviations from the currently effective route clearance?
8. Do they establish acceptable tolerances for track deviation, as well as course/heading/distance between waypoints, when compared between the flight plan and the navigation system?
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9. Do they include ready reference to, and direct compliance with, accepted in-flight contingency procedures (refer to ICAO Doc 4444)?
Note: Alternative methods proposed by certificated operators will also require review/approval by the Flight Standards Service (FS).
6.4.8.5 If an operator adopts new oceanic procedures, it is crucial this be done as part of a carefully orchestrated effort in close coordination with both your PI and a specialist from the Flight Operations Group. Checklists need to be tailored to reflect operator-unique aspects, manuals need to be updated, and crews need to be trained. Failure to properly implement the change can lead to confusion, misunderstandings, and errors.
6.4.8.6 Diligent cross-checking of the navigation system and Master Document against the currently effective route clearance remains the key to preventing inadvertent deviations from the cleared route.
1. The active leg is the most immediate indication of adherence to the currently effective route clearance. The active leg is formed by a “FROM” position and a “TO” waypoint, and features an associated course to fly between the points; this information should be cross-checked against the OFP.
2. In addition to verifying the “TO” waypoint, the FAA also recommends the flightcrew verify autopilot steering mode (e.g., lateral navigation (LNAV)/NAV, not Heading (HDG)).
3. When checking waypoints, ensure you look at the “expanded”
(i.e., degrees and minutes) coordinates. Some waypoint labels can be misleading.
6.4.8.7 While the procedures discussed above, and the items provided in the oceanic checklists in Appendix D, emphasize prevention of lateral errors, we want to emphasize that altitude deviations and longitudinal errors are no less significant. Steps to avoid those two types of errors in oceanic operations are discussed further in paragraph 6.1.2.
6.4.9 Relief Pilots—Preparing to Assume Duties. Increasingly, with long-range operations, relief pilots are part of the crew. In such cases, it is vital to brief the relief pilot on all current operational issues affecting the flight.
1. M any navigation errors have been traced back to inadequate handoff between pilots who first loaded the route into the navigation system and relief pilots who took over hours into the flight. It is therefore vital that you fully brief the relief pilot on your currently effective route clearance.
2. We recommend the relief pilot verify the current cleared route prior to occupying the seat, if practical. Work from the navigation system to the Master Document to lessen
6-25 the risk of expectation bias (seeing what is expected) and maintain an attitude of “healthy suspicion.”
6.4.10 Exiting Oceanic and Remote Continental Airspace. Refer to the Coast-In step in the Sample Oceanic Checklist (Appendix D).
7-1 CHAPTER 7. IN-FLIGHT CONTINGENCY GUIDANCE FOR OPERATIONS IN
OCEANIC AIRSPACE
7.1 Contingency Procedures: When They May Be Needed. ICAO Doc 4444 includes 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. U nexpected meteorological conditions, e.g., severe weather and/or turbulence.
2. Degradations in aircraft performance.
• Aircraft engine or pressurization failure.
• Inability to maintain cleared FL (e.g., due to unexpected temperatures).
• Loss of, or significant reduction in, navigation capability.
3. Loss of communications capability. This can have many causes:
• Degradation or failure of aircraft communication equipment.
• Degradation or failure of ground communication equipment.
• Unexpected closure of an oceanic ATC facility.
4. Medical situations.
7.1.1 A dhering to Contingency Procedures. Keep in mind that you mus t follow these contingency procedures precisely as written. If you fail to do so, you incur additional risk by invalidating procedures designed to prevent collisions. To be clear, for operations in airspace where direct controller-pilot VHF voice communications are not available, the only assurances of safe separation come when all aircraft are flying the exact track and altitude assigned by ATC. ATC can no longer assure safe separation when an aircraft deviates from the assigned track or altitude, without prior clearance. The contingency procedures, if followed exactly, minimize the risk inherent in these deviations.
7.2 C hoosing the Correct Contingency Procedure.
7.2.1 P rimary Guidance . ICAO Doc 4444, section 15.2, contains primary guidance for oceanic contingency procedures. ICAO Doc 7030 includes additional, region-sp ecific 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. Refer also to the FAA’s International Notices website, which will include any changes or regional applications to contingency procedures.
Note 1: O n November 5, 2020, ICAO changed oceanic contingency procedures globally, to use 5 NM offsets for the general procedures, and an altitude deviation beginning at 5 NM for the weather contingency procedures.
7-2 Note 2: Whenever possible, obtain a revised clearance instead of flying a contingency procedure. If the nature of the emergency precludes this, consider querying ATC about safest routes, even if ATC is unable to clear you that way.
7.2.2 G eneral 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 T he general procedure results in a 5 NM lateral offset, at an altitude of 500 or 1,000 feet “different from those normally used.” It is reprinted in Appendix F, Special Procedures for In-Flight Contingencies in Oceanic Airspace.
7.2.2.2 T he weather deviation procedure results in an altitude change of 300 feet, when the lateral deviation reaches 5 NM from centerline. It is also reprinted in Appendix F.
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 EQUIPMENT.”
7.3.1 Whenever possible, you should request a revised clearance that accounts for the degradation you have experienced. 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.
7.3.2 For navigation degradation scenarios, dead reckoning procedures may be required.
Flightcrews should be familiar with determining heading and leg time required, through the use of the Master Document, the chart, and/or EFB applications.
Note: ICAO NAT Doc 007 provides specific procedures to be used in the NAT in the event of navigation system degradation or failure.
7.4 L ost Communications Procedures. The general rules for lost communications are captured in ICAO Annex 2, chapter 3, and are included in their entirety in ICAO Doc 4444, section 15.3.
7.4.1 Region-S pecific Rules. In some regions, ATS authorities have amended the rules to meet their specific air traffic management (ATM) requirements. These amended rules are included in ICAO Doc 7030, generally in chapter 9 of the applicable region’s section.
ICAO NAT Doc 007 also provides a detailed discussion of lost communications procedures specific to NAT airspace. Refer also to the FAA’s International Notices website, which will include any changes or regional applications to lost communications procedures.
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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 (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 In the NAT region:
7.4.2.2.1 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.
7.4.2.2.2 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.
7.4.2.3 You can find specific direction in ICAO Doc 4444 and ICAO Doc 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.
7.4.3 Unexpected Closure of an Oceanic ATC Facility. See Appendix F, paragraph F.4 for considerations in the event of an oceanic ATC facility shutdown.
7.5 Normal Aircraft Tracking. ICAO, in Annex 6, Part I, paragraph 3.5 established a requirement for an automated 4D (latitude, longitude, altitude, and time) tracking capability for oceanic operations involving aircraft above a certain weight and seating capacity. The FAA recommends all operators establish some automated capability to track the position of their aircraft during oceanic operations using a means that does not require direct flightcrew action. ICAO Circular 347, Aircraft Tracking Implementation Guidelines, provides additional information.
Appendix A A-1 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 (in older documents published before ADS-B existed, “ADS” generally refers to ADS-C) ADS-B Automatic Dependent Surveillance-Broadcast ADS-C Automatic Dependent Surveillance-Contract AFI African-Indian Ocean Region (per ICAO) AIM Aeronautical Information Manual AIP Aeronautical Information Publication AMU Area of Magnetic Unreliability AMVER Automated Mutual-assistance Vessel Rescue ANP Actual Navigation Performance 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 ATS Air Traffic Service ATSP Air Traffic Service Provider CAA Civil Aviation Authority CEP Central East Pacific CFP Computer Flight Plan CMNPS Canadian Minimum Navigation Performance Specifications CPDLC Controller-Pilot Data Link Communications
Appendix A A-2 Acronym Description CTA Control Area DOS Department of State DR Dead Reckoning EDTO Extended Diversion Time Operations EFB Electronic Flight Bag ETA Estimated Time of Arrival ETOPS Extended Operations ETP Equal Time Point EWINS Enhanced Weather Information Systems 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 FMS Flight Management System FRMS Fatigue Risk Management System GA General Aviation 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 hPa Hectopascal IAP Instrument Approach Procedure IATA International Air Transport Association ICAO International Civil Aviation Organization IFBP In-Flight Broadcast Procedure IFR Instrument Flight Rules