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.
7-3
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
Appendix A A-3 Acronym Description IMC Instrument Meteorological Conditions INS Inertial Navigation System IRS Inertial Reference System LHD Large Height Deviation LNAV Lateral Navigation LOA Letter of Authorization LRC Long Range Cruise LRCS Long-Range Communication System LRNS Long-Range Navigation System MEL Minimum Equipment List MHz Megahertz MMEL Master Minimum Equipment List Mode S Mode Select Secondary Radar With Data Link MSpecs Management Specifications NAS National Airspace System NAT North Atlantic NAT HLA North Atlantic High Level Airspace NATO North Atlantic Treaty Organization NAV Navigation NAVAID Navigational Aid NavSpec Navigation Specification NM Nautical Miles NOPAC North Pacific NOTAM Notice to Air Missions NWS National Weather Service OAPS Operations Approval Portal System OCA Oceanic Control Area OESB Oceanic Error Safety Bulletin OFP Operational Flight Plan OpSpecs Operations Specifications OTS Organized Track System
Appendix A A-4 Acronym Description PBC Performance-based Communication PBCS Performance-based Communication and Surveillance PBN Performance-based Navigation PI Principal Inspector PIC Pilot in Command PIREP Pilot Weather Report POI Principal Operations Inspector PPO Prior Permission Only QFE Atmospheric pressure at aerodrome elevation (or at runway threshold).
(With the runway threshold QFE set in the subscale, your altimeter will read zero on the runway threshold.)
QNE Pressure Altitude (Flight Level), obtained with Standard Pressure
(29.92 in Hg or 1013.2 hPa) set in the altimeter subscale.
QNH The pressure set on the subscale of the altimeter so that the instrument indicates its height above sea level.
RA Resolution Advisory RAIM Receiver Autonomous Integrity Monitoring RCP Required Communication Performance RD Rapid Decompression RNAV Area Navigation RNP Required Navigation Performance RSP Required Surveillance Performance RVSM Reduced Vertical Separation Minimum SAO Special Area(s) of Operation SAR Search and Rescue SARPs Standards and Recommended Practices (ICAO) SATCOM Satellite Communications SATVOICE Satellite Voice SELCAL Selective Calling System SIGWX Significant Weather SLOP Strategic Lateral Offset Procedures SMS Safety Management System
Appendix A A-5 Acronym Description SOP Standard Operating Procedure SSR Secondary Surveillance Radar SUA Special Use Airspace SUPPS Regional Supplementary Procedures (ICAO Doc 7030) SWPC Space Weather Prediction Center TAF Terminal Aerodrome Forecast TCAS Traffic Alert and Collision Avoidance System TIBA Traffic Information Broadcasts by Aircraft TSO Technical Standard Order UTC Coordinated Universal Time VAAC Volcanic Ash Advisory Center VFR Visual Flight Rules VHF Very High Frequency WebOPSS Web-based Operations Safety System WGS 84 World Geodetic System 1984 A.2 Definitions.
A.2.1 Advisory Airspace. Airspace of defined dimensions, or a designated route, within which air traffic advisory service is available.
A.2.2 Aeronautical Information Manual (AIM). A primary FAA publication whose purpose is to provide the aviation community with basic flight information and ATC procedures for use in the NAS of the United States. The AIM contains items of interest to pilots concerning health and medical facts, factors affecting flight safety, a pilot/controller glossary of terms used in the ATC System, and information on safety and accident and hazard reporting.
A.2.3 A eronautical Information Publication (AIP) (ICAO). A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation.
A.2.4 A eronautical Telecommunication Station . An aeronautical station which forms part of a radio telephone network by providing air/ground communications and flight information service as an integral part of ATS. Aeronautical telecommunication stations are also known as international Flight Service Stations (FSS), Aeronautical Radio, or Aeradio Stations, depending on the State providing the service.
Appendix A A-6 A.2.5 Airborne Collision Avoidance System (ACAS) (ICAO). An aircraft system based on SSR transponder signals, which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.
A .2.6 Air Defense Identification Zone (ADIZ). Airspace over land or water, extending upward from the surface, within which the ready identification, location, and control of aircraft are required in the interest of national security.
A.2.7 Air Traffic Advisory Service (ICAO). A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft that are operating on IFR flight plans.
A.2.8 Air Tra ffic Management (ATM) (ICAO). The dynamic, integrated management of air traffic and airspace including ATS, airspace management, and air traffic flow management—safely, economically, and efficiently—through the provision of facilities and seamless services in collaboration with all parties and involving airborne and ground-based functions.
A.2.9 Air Traffic Management (ATM) System (ICAO). A system that provides ATM through the collaborative integration of humans, information, technology, facilities, and services, supported by air and ground- and/or space-based communications, navigation, and surveillance.
A.2.10 Air Traffic Service (ATS) (ICAO). A generic term meaning variously flight information service, alerting service, air traffic advisory service, ATC service, area control service, or approach control service.
A.2.11 Air Traffic Service (ATS) Surveillance System (ICAO). A generic term meaning variously, ADS-B, Primary Surveillance Radar (PSR), SSR, or any comparable ground-based system that enables the identification of aircraft. A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.
A.2.12 Alerting Service (ICAO). A service provided to notify appropriate organizations regarding aircraft in need of SAR aid and to assist such organizations as required.
A.2.13 Area Control Center (ACC) (ICAO). A unit established to provide ATC service to controlled flights in CTAs under its jurisdiction. ACCs are the international equivalent of U.S. ARTCC.
A.2.14 Area of Magnetic Unreliability (AMU). As aircraft move towards the Earth’s north or south magnetic pole, the horizontal field strength diminishes and the ability of the compass to accurately sense magnetic north is reduced. It is generally recognized that when the horizontal magnetic field strength falls below 6000 nanotesla, the magnetic compass can no longer be considered to be reliable.
Appendix A A-7 A.2.15 Area Navigation (RNAV) (ICAO). A method of navigation that permits aircraft operation on any desired flight path within the coverage of ground- or space-based NAVAIDS or within the limits of the capability of self-contained systems or a combination of these.
A .2.16 Automatic Dependent Surveillance (ADS). A surveillance technique in which aircraft automatically provide, via a data link, data derived from onboard navigation and position fixing systems, including ACID, four-dimensional position, and additional data as appropriate.
A.2.16.1 A utomatic Dependent Surveillance-Broadcast (ADS-B) (ICAO). A surveillance system by which aircraft, aerodrome vehicles, and other objects can automatically transmit and/or receive data such as identification, position, and additional data, as appropriate, in a broadcast mode via a data link.
A.2.16.2 Automatic Dependent Surveillance-Contract (ADS-C) (ICAO). A means by which the terms of an ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be initiated and what data would be contained in the reports. The abbreviated term “ADS contract” is commonly used to refer to ADS event contract, ADS demand contract, ADS periodic contract, or an emergency mode.
A.2.17 C onditional Clearances . A conditional clearance is an ATC clearance given to an aircraft with certain conditions or restrictions, such as changing an FL based on a UTC time or a specific geographic position. In oceanic and remote continental airspace, this usually involves a restriction to comply with the clearance “BY” or “AT” a certain geographic position or time.
A.2.18 Control Area (CTA) (ICAO). A controlled airspace extending upwards from a specified limit above the Earth.
A.2.19 Controller-P ilot Data Link Communications (CPDLC). A two-way digital communications system that conveys textual ATC messages between controllers and pilots using ground- or satellite-based radio relay stations.
A.2.20 Cross- Checking. Cross-checking is the act of verification. Cross-checking involves matching a set of test data against a set of master data to detect deviations in sequence or content.
A.2.21 Current Flight Plan (ICAO). The flight plan, including changes, if any, brought about by subsequent clearances.
Note: I n this AC, we use the term “ currently effective route clearance” to refer to what ICAO Annex 2 calls the “current flight plan.”
A.2.22 D ead Reckoning (DR). The navigation of an airplane solely by means of computations based on airspeed, course, heading, wind direction, groundspeed, and elapsed time.
Appendix A A-8 A.2.23 Electronic Flight Bag (EFB). An EFB is any device, or combination of devices, actively displaying EFB applications. EFB applications are categorized as Type A or B, and can be hosted on either portable or installed components. A list of EFB applications can be found in the appendices of AC 120-76.
A.2.24 Erosion of Longitudinal Separation. A loss of required horizontal separation between aircraft operating at the same altitude, on the same oceanic routing, usually due to improper speed control or failure to communicate to ATC in a timely manner any changes in ETAs in excess of 2 minutes.
A.2.25 Extended Diversion Time Operations (EDTO) (ICAO). Any operation by an airplane with two or more turbine engines where the diversion time to an en route alternate aerodrome is greater than the threshold time established by the State of the Operator.
A.2.26 Extended Operations (ETOPS). An airplane flight operation, other than an all-cargo operation in an airplane with two or more engines, during which a portion of the flight is conducted beyond a time threshold identified in 14 CFR part 121 or 135, that is determined using an approved one-engine-inoperative cruise speed under standard atmospheric conditions in still air.
A.2.27 Fatigue Risk Management System (FRMS) (ICAO). FRMS is a data- driven means of continuously monitoring and managing fatigue-related safety risks, based upon scientific principles and knowledge as well as operational experience that aims to ensure relevant personnel are performing at adequate levels of alertness.
A.2.28 Flight Information Region (FIR) (ICAO). An airspace of defined dimensions within which Flight Information Service (FIS) and alerting services are provided.
A.2.29 Flight Information Service (FIS) (ICAO). A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights.
A.2.30 Flight Level (FL) (ICAO). A surface of constant atmospheric pressure which is related to a specific pressure datum (i.e., Standard Pressure—29.92 in Hg or 1013.2 hPa) and is separated from other such surfaces by specific pressure intervals.
A.2.31 Flight Operations Officer/Flight Dispatcher (ICAO). A person designated by the operator to engage in the control and supervision of flight operations, whether licensed or not, suitably qualified in accordance with ICAO Annex 1, who supports, briefs, and/or assists the PIC in the safe conduct of the flight.
A.2.32 General Aviation (GA). That portion of civil aviation that does not include schedule d or unscheduled air carriers or commercial space operations.
A.2.33 Global Navigation Satellite System (GNSS) (ICAO). A worldwide position and time determination system that includes one or more satellite constellations, aircraft receivers, and system integrity monitoring, augmented as necessary to support the RNP for the intended operation.