Appendix A A-10 A .2.45 Maste r Document. A copy of the OFP, labeled as “Master,” on which the currently effective route clearance is recorded, and which serves as the primary flightcrew reference for updating the progress of the flight. It should list sequentially the waypoints defining the route, the track and distance between each waypoint, and other information relevant to navigation along the cleared track.
A .2.46 Master Minimum Equipment List (MMEL) (ICAO). A list established for a particular aircraft type by the organization responsible for the type design with the approval of the State of Design containing items, one or more of which is permitted to be unserviceable at the commencement of a flight. The MMEL may be associated with special operating conditions, limitations, or procedures.
A.2.47 Minimum Equipment List (MEL) (ICAO). A list that provides for the operation of aircraft, subject to specified conditions, with particular equipment inoperative, prepared by an operator in conformity with, or more restrictive than, the MMEL established for the aircraft type.
A.2.48 Navigation Specification ( NavSpec) (ICAO). A set of aircraft and flightcrew requirements needed to support PBN operations within a defined airspace. There are two kinds of NavSpecs:
A.2.48.1 Ar ea Navigation (RNAV) Specification. A NavSpec based on RNAV that does not include the requirement for onboard performance monitoring and alerting, designated by the prefix RNAV (e.g., RNAV 5, RNAV 1).
A.2.48.2 Required Navigation Performance (RNP) Specification. A NavSpec based on RNAV that includes the requirement for onboard performance monitoring and alerting, designated by the prefix RNP (e.g., RNP 4, RNP APCH).
A.2.49 North Atlantic High Level Airspace (NAT HLA). NAT HLA is that volume of airspace (as defined in ICAO Doc 7030) between FL 285 and FL 420 within the OCAs of Bodo Oceanic, Gander Oceanic, New York Oceanic East, Reykjavik, Santa Maria, and Shanwick, excluding the Shannon and Brest Ocean Transition Areas. Aircraft operators must obtain approval from their State of Registry to operate within NAT HLA.
A.2.50 Notice to Air Missions (NOTAM) Domestic/International. A notice containing information concerning the establishment, condition, or change in any aeronautical facility, service, procedure, or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. NOTAMs are distributed via two methods:
telecommunications (Class I Distribution) and other than telecommunications (Class II Distribution).
A.2.51 Oceanic Airspace. Airspace over the high seas. Generally, “oceanic” is included in the airspace designation (e.g., Oceanic Control Area (OCA)), and direct controller-pilot VHF voice communications are not available. ATC is provided using at least some elements of procedural control in accordance with ICAO.
Appendix A A-11 A.2.52 Oceanic Area Control Center (OACC). An ACC with responsibilities for providing ATS in oceanic airspace. Responsibility for the provisions of ATS is delegated by ICAO to various States based primarily upon geographic proximity and the availability of the required resources.
A .2.53 Performance- based Communication (PBC) (ICAO). Communication based on performance specifications applied to the provision of ATS. An RCP specification includes communication performance requirements that are allocated to system components in terms of communication to be provided and associated, continuity, availability, integrity, safety, and functionality needed for the proposed operation in the context of a particular airspace concept.
A.2.54 Performance- based Navigation (PBN) (ICAO). RNAV based on performance requirements for aircraft operating along an ATS route, on an IAP, or in a designated airspace. Performance requirements are expressed in NavSpecs (RNAV specification, RNP specification) in terms of accuracy, integrity, continuity, availability, and functionality needed for the proposed operation in the context of a particular airspace concept.
A.2.55 Performance- based Surveillance (PBS) (ICAO). Surveillance based on performance specifications applied to the provision of ATS. An RSP specification includes surveillance performance requirements that are allocated to system components in terms of the surveillance to be provided and associated data delivery time, continuity, availability, integrity, accuracy of the surveillance data, safety, and functionality needed for the proposed operation in the context of a particular airspace concept.
A.2.56 Pilot in Command (PIC) (ICAO). The pilot designated by the operator, or in the case of GA, the owner, as being in command and charged with the safe conduct of a flight.
A.2.57 Procedural Control (ICAO). Term used to indicate that information derived from an A TS surveillance system is not required for the provision of ATC service.
A.2.58 Procedural Separation (ICAO). T he separation used when providing procedural control.
A.2.59 Reduced Vertical Separation Minima (RVSM). RVSM separation minima are 1000 feet vertical separation between FL 290 and FL 410 inclusive. Operators and aircraft must be authorized by the Administrator to operate in RVSM airspace. An operator may be authorized without application to the FAA when meeting the standards of part 91, Appendix G, section 9. Alternatively, OpSpec/MSpec/LOA B046, Operations in Reduced Vertical Separation Minimum (RVSM) Airspace, is available as a specific approval, when needed for international operations. For additional guidance, refer to AC 91-85, Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum (RVSM) Airspace.
A.2.60 Remote Continental Airspace. Airspace over land where VHF voice communications, ATC surveillance (via radar or ADS-B), and reliable ground-based NAVAIDs are not available. ATC is provided using procedural control and procedural separation, with LRCS.
Appendix A A-12 A.2.61 Required Communication Performance (RCP) Specification (ICAO). A set of requirements for ATS provision, aircraft capability, and operations needed to support PBC within a defined airspace.
A .2.62 Require d Navigation Performance (RNP) Specification (ICAO). A NavSpec based on RNAV that includes the requirement for performance monitoring and alerting, designated by the prefix RNP (e.g., RNP 2, RNP 4, RNP APCH).
A.2.63 Required Surveillance Performance (RSP) Speci fication (ICAO). A set of ATS provisions, including communication services and aircraft and operator requirements, needed for surveillance, supporting a performance-based operation within a defined airspace.
A.2.64 Special Use Airspace (SUA). C onsists of airspace of defined dimensions where activities must be confined because of their nature, or where limitations are imposed upon aircraft operations that are not a part of those activities, or both.
A.2.64.1 P rohibited Areas. A prohibited area is an SUA designated under 14 CFR part 73, within which no person may operate an aircraft without the permission of the using agency.
A.2.64.2 R estricted Areas. A restricted area is an SUA designated under part 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction.
A.2.64.3 Warning Areas. A warning area is airspace of defined dimensions, extending from 3 NM outward from the coast of the United States, which contains activity that may be hazardous to nonparticipating aircraft. The purpose of such a warning area is to warn nonparticipating pilots of the potential danger.
A warning area may be located over domestic or international waters or both.
A.2.65 T arget Level of Safety (TLS) (ICAO). A generic term representing the level of risk that is considered acceptable in particular circumstances.
A.2.66 Very High Frequency (VHF). The frequency band between 30 and 300 MHz. Portions of this band, 108–118 MHz, are used for certain NAVAIDs, while 118–136 MHz are used for civil air/ground voice communications.
A.2.67 Visual Meteorological Conditions (VMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima.
A.2.68 Waypoint. A predetermined geographical position that is defined in terms of latitude/longitude coordinates. Waypoints may be a simple named point in space or associated with existing NAVAIDs, intersections, or fixes. A waypoint is most often used to indicate a change in direction, speed, or altitude along the desired path. For purposes of RNAV procedures, waypoints are identified as either:
Appendix A A-13 A.2.68.1 Flyby Waypoint. Flyby waypoints are used when an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two route segments. This is known as turn anticipation.
A.2.68.2 Flyover Waypoint. Flyover waypoints are used when the aircraft must fly over the point prior to starting a turn.
Appendix B B-1 APPENDIX B. SPECIAL AREAS OF OPERATION AND OPSPECs/MSPECs/LOAs B.1 Special Areas of Operation (SAO). SAOs are geographic areas having unique characteristics that require the use of special equipment, procedures, and/or techniques to safely conduct flight operations. The FAA requires certificated U.S. operators to obtain operational authorization to fly in oceanic and remote continental airspace. The FAA requires all operators to obtain operational authorization to fly in some or all of the SAOs, depending on operating part, as indicated in Table B-1, SAO-Related OpSpecs/MSpecs/LOAs, and Table B-2, Oceanic and Remote/General En Route OpSpecs/MSpecs/LOAs. Currently, the FAA considers the following areas SAOs:
1. NAT HLA;
2. Central East Pacific Airspace;
3. North Pacific (NOPAC) Airspace;
4. AMUs; and
5. North Polar Area.
B.1.1 OpSpecs or MSpecs are the instruments for issuing operational authorization to U.S.
certificated operators. U.S. GA operators (i.e., those operating solely under part 91 (excluding part 91K)) obtain authorization through an LOA.
B.1.2 The tables below list the OpSpecs/MSpecs/LOAs associated with SAOs, as well as a number of OpSpecs and MSpecs related to the broader subject of oceanic and remote continental/general en route operations.
B.1.3 Absence of an “X” in the MSpec and/or Part 91 LOA applicability column
(e.g., OpSpec B041, North Atlantic Operations with Two-Engine Airplanes Under Part
121) indicates that an MSpec and/or LOA is not required for those operators who would ordinarily be issued MSpecs or LOAs.
Table B-1. SAO-Related OpSpecs/MSpecs/LOAs Auth Applicability Title OpSpec MSpec Part 91 LOA B037 X X Operations in Central East Pacific (CEP) Airspace B038 X X Operations in North Pacific (NOPAC) Airspace B039 X X X1 Operations in North Atlantic High Level Airspace (NAT HLA) B040 X X Operations in Areas of Magnetic Unreliability B055 X X North Polar Operations D098 X2 Short-Term Operations in Airspace Requiring Specific Approval
1 Part 91, B039 is required for NAT/HLA operations.
2 D098 can be used to authorize operations in oceanic/remote airspace, Reduced Vertical Separation Minimum (RVSM) airspace, and in SAOs.
Appendix B B-2 Table B-2. Oceanic and Remote/General En Route OpSpecs/MSpecs/LOAs Auth Applicability Title OpSpec MSpec Part 91 LOA A010 X X Aviation Weather Information A014 X X Special En Route IFR Operations in Class G Airspace A018 X Scheduled Passenger Helicopter Operations A056 X X X3 Data Link Communications A317 X Acceptance of a Fatigue Risk Management Plan A354 X X X In-Trail Procedures (ITP) Using ADS-B In B030 X X IFR Navigation Using GPS/WAAS RNAV Systems B034 X X IFR Class I Terminal and En Route Navigation using Area Navigation (RNAV) Systems B036 X X X4 Oceanic and Remote Continental Navigation Using Multiple Long-Range Navigation Systems B041 X North Atlantic Operations with Two-Engine Airplanes Under Part 121 B043 X Special Fuel Reserves in International Operations B044 X Planned Redispatch or Rerelease En Route B045 X Extended Overwater Operations Using a Single Long-Range Communication System B046 X X X3 Operations in Reduced Vertical Separation Minimum (RVSM) Airspace B050 X X X5 Authorized Areas of En Route Operations, Limitations, and Provisions B054 X X X4 Oceanic and Remote Airspace Navigation using a Single Long-Range Navigation System B342 X Extended Operations (ETOPS) with Two-Engine Airplanes Under Part 121/135 B344 X Extended Operations (ETOPS) in Passenger-Carrying Airplanes with More Than Two Engines Under Part 121/135 B450 X X Sensitive International Areas C055 X X Alternate Airport IFR Weather Minimums D098 X6 Short-Term Operations in Airspace Requiring Specific Approval H104 X X X Helicopter Offshore Instrument Operations: Offshore Standard Approach Procedure (OSAP), Airborne Radar Approach (ARA), and Helicopter En Route Descent Area (HEDA) Operations
3 Part 91, required for the respective operation outside the United States.
4 Part 91, either B036 or B054 is required to indicate oceanic and remote continental RNP capability, depending on aircraft navigation system equipage.
5 Part 91 B050 LOA is called “Special Authorizations for Certain Areas of Operations,” and is used for areas where U.S. civil aviation operations are prohibited.
6 D098 can be used to authorize operations in oceanic/remote airspace, RVSM airspace, and in SAOs.
Appendix C C-1 APPENDIX C. UNUSUAL WEATHER ACTIVITY C.1 Volcanic Ash.
C.1.1 In 2010, a small volcano in Iceland erupted, spewing volcanic ash into the atmosphere.
Eyjafjallajokull’s eruption stranded 8 million travelers and resulted in the largest airspace shutdown since World War II. As a result, in 2012, ICAO produced the first edition of ICAO Doc 9974, Flight Safety and Volcanic Ash, which provides guidance for aircraft operators when volcanic ash contamination may be a hazard for flight operations.
Whenever your flight planned route approaches the vicinity of a volcanic ash cloud, you should understand the potentially catastrophic effects ingesting volcanic ash could have on your aircraft engines. Currently, nine Volcanic Ash Advisory Centers (VAAC) offer worldwide coverage of volcanic activity and provide valuable information to assist your trip planning efforts. For more information on the VAACs, go to https://www.ssd.noaa.gov/VAAC/vaac.html.
Figure C-1. ICAO Volcanic Ash Advisory Centers C .1.2 Volcanic eruptions emit various gases along with magma, including sulfur dioxide (SO2) and hydrogen sulfide (H2S). When SO2 gas combines with water in the atmosphere, a sulfate aerosol primarily composed of dilute sulfuric acid is formed. Flying through sulfuric acid aerosols has caused crazing of acrylic windows, fading of exterior paint, and
Appendix C C-2 accumulation of sulfate deposits in engines. SO2 gas is colorless, but under certain conditions of reflection and refraction of sunlight, a sulfuric acid aerosol may be a visible atmospheric feature, such as a layer of haze of variable color (brownish, yellowish, bluish, or whitish). Ash particles likely will be present in aerosol haze but possibly in minor or trace amounts.
C.1.3 Volcanoes are the only sources of large quantities of sulfur gases at cruise altitudes, and both types of sulfur gas have a noticeable smell. SO2 is identifiable as the sharp, acrid odor of a freshly struck match. H2S, also known as sewer gas, has the odor of rotten eggs.
“Electrical smoke and fire” and SO2 are two odors described as somewhat similar. Sulfur gases may be detectable only for a short period of time because of “olfactory fatigue” (temporary loss of the ability to smell a particular odor). Inhalation of SO2, even at low concentrations (<5 ppm), can cause respiratory tract irritation, especially in people with asthma and chronic obstructive pulmonary disease.
C.1.4 If you smell sulfur gases in the cockpit, this may indicate volcanic activity that has not yet been detected or reported and/or your possible entry into an ash-bearing cloud. After determining there are no secondary indications that would result from and indicate an electrical fire, you should establish whether the sulfur odor is transient or not.
C.1.5 You can best achieve this by donning your oxygen mask(s) and breathing 100 percent oxygen for the period of time that results in a complete change of air within the cockpit and also allows you to regain your sense of smell. After the appropriate time period, remove your oxygen mask(s) and determine if the odor is still present. If you confirm the continued presence of sulfur gas, you should inform the controlling ATS unit and dispatch center as soon as practicable to request information about any relevant volcanic activity and the whereabouts of possible volcanic clouds. You do not have the means to determine directly whether or not the cloud is hazardous; therefore, you should seek to exit the cloud.
C.1.6 You might see other indications of volcanic ash such as fine dust in the aircraft, St. Elmo’s fire visible around your windshield, and/or a visible glow in the intake of your engines. Your airspeed indications may also become unreliable as the ash contaminates your pitot/static system. Chapter 7 of the AIM recommends, in the event of encountering an ash cloud, that pilots reverse course and reduce thrust (altitude permitting) to escape from the cloud, and to disengage autothrottles (as applicable), turn on continuous ignition, and turn on all bleed-powered systems so as to provide additional engine stall margin. In addition, the AIM discusses PIREPs related to volcanic ash activity and recommends you complete the Volcanic Activity Reporting (VAR) Form, found in appendix 2 of the AIM. You should avoid flying in the vicinity of known volcanic ash.
Attempting to overfly an ash plume is also potentially perilous, as an emergency descent could place the aircraft into the plume.
C.2 S pace Weather.
C.2.1 The effects of space weather on aviation have generated an increasing amount of interest in recent years. Space weather most commonly impacts radio communications between
Appendix C C-3 your aircraft and ground stations. Space weather may also impact navigation signals from space-based and ground-based transmitters as well as onboard avionics components.
Exposure to increased radiation levels during solar events has not been a noticeable issue, but it is a factor that you can plan for in order to protect your frequently flying crewmembers and passengers.
C.2.2 The magnetic field around the Earth converges at the North and South Poles, allowing charged particles to access lower levels of the Earth’s atmosphere. These lower levels are the same levels used to fly international flights around the world. The aviation community has shown increasing interest in this phenomenon at the poles as the expansion of polar routes has seen more and more flights susceptible to space weather.
C.2.3 The solar cycle is an approximately 11-year period that is characterized by solar activity that departs from the sun and has impacts on whatever celestial bodies are in the path of this space weather. The three effects of this weather are known as radio blackouts, geomagnetic storms, and solar radiation storms. These storms can have varying degrees of short- and long-term impact on ground-based navigation signals, aircraft and aircrew in flight, space-based transmitters, spacecraft, and space crew. The Space Weather Prediction Center (SWPC) tracks these storms and issues space weather watches, warnings, and alerts to inform the public of potential impacts.
Figure C-2. Example of a National Oceanic and Atmospheric Administration Scales Activity Report C .2.4 Space weather alerts can be subscribed to through the SWPC Product Subscription Service and the following link: https://www.swpc.noaa.gov/forecasts.
C.2.5 Space Weather Advisory Information. Amendment 78 to ICAO Annex 3 (November 2018) introduced a requirement to issue space weather advisory information when necessitated by space weather events. The space weather advisory message is similar in structure to advisory messages for tropical cyclones and volcanic ash clouds issued by the tropical cyclone advisory centers and VAACs concerned.
C.2.6 S pace Weather Advisory Centers issue space weather advisory information when there are impacts to HF communications, communications via satellite, GNSS-based navigation and surveillance systems, or when heightened radiation occurs.
Appendix C C-4 C.2.7 The advisory message informs the user of:
• The type of impact;
• The expected onset, or that the event is already in progress;
• The duration of the event;
• A generalized description of the spatial extent affected for the next 24 hours; and
• A description of the severity of the impact in moderate (MOD) or severe (SEV) categories.
C.2.8 ICAO Annex 3, Meteorological Service for International Air Navigation, and ICAO Doc 10100, Manual on Space Weather Information in Support of International Air Navigation, published in 2019, are additional references.
Appendix D D-1 APPENDIX D. SAMPLE OCEANIC CHECKLIST D.1 Sample Abbreviated Oceanic Checklist. This sample abbreviated checklist is provided for your reference. If you do not have an oceanic checklist, we encourage you to use this sample and tailor it to your specific needs and approvals. This checklist focuses on an orderly flow and ways to reduce oceanic errors. You should also review the expanded checklist at paragraph D.2. An oceanic checklist should be published in your international operations manual and evaluated and kept up-to-date as part of your Safety Management System (SMS), as applicable. The International Civil Aviation Organization (ICAO) North Atlantic (NAT) oceanic checklists, which served as the foundation for our checklists, are available as a NAT OPS Bulletin, posted on the ICAO Europe/North Atlantic (EUR/NAT) region website, found at https://www.icao.int/EURNAT/Pages/welc ome.aspx.
D.1.1 Flight Planning.
1. Communications, navigation, and surveillance flight plan codes and planning documents.
2. Oceanic documents.
3. Plotting/orientation chart—plot route coast out to coast in.
4. Equal Time Points (ETP)—plot.
5. Track message (current copy available for all crossings).
6. Note nearest tracks on plotting/orientation chart.
7. Weather analysis—note en route wind, temperature, and turbulence forecasts as well as ETP airport weather.
8. Review suitable navigational aids (NAVAID) for accuracy check prior to coast out.
D.1.2 P reflight.
1. Master clock for all estimated times of arrival (ETA)/actual times of arrival (ATA).
2. Maintenance log—check for any communications, navigation, and surveillance or Reduced Vertical Separation Minimum (RVSM) issues.
3. RVSM.
4. Altimeter checks (tolerance).
5. Wind shear or turbulence forecast.
6. Flight plan (check routing, fuel load, times, groundspeeds).
7. Dual long-range navigation system (LRNS) for oceanic and remote continental airspace operations.
Appendix D D-2
8. V oice long-range communication system (LRCS) check (as applicable):
a. Hi gh frequency (HF) radio check.
b. S atellite Voice (SATVOICE) operability check.
9. C onfirm present position coordinates (best source).
10. Master Document symbols (, , \, X).
11. LRNS programming:
a. Check navigation database currency and software version.
b. Independently verify navigation system/flight management system (FMS) programming.
c. Check expanded coordinates of oceanic waypoints.
d. Check leg course and distance (± 2° and ±2 nautical miles (NM)).
e. Upload winds, if applicable.
12. Groundspeed check.
D.1.3 Taxi and Prior to Takeoff.
1. Groundspeed check.
2. Present position check.
D.1.4 Climb Out.
1. Transition altitude—set altimeters to 29.92 inches (1013.2 hectopascals (hPa)).
2. Calculate/Update ETAs on Master Document as duties permit.
D .1.5 Prior to Oceanic Entry.
1. Navigation accuracy check—record results on Master Document.
2. Voice LRCS (HF selective calling system (SELCAL) or SATVOICE Callback) check with aeronautical radio station.
3. Confirm satellite communications (SATCOM) data link is operational, if equipped.
4. Log on to Controller-Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) 10 to 25 minutes prior, if equipped, unless otherwise specified in the relevant Aeronautical Information Publication (AIP).
5. Verify your Required Navigation Performance (RNP) value is set.
6. Obtain oceanic clearance from appropriate clearance delivery and verify/cross-check loading of route clearance into the navigation system.
a. Confirm assigned oceanic flight level (FL) and request climb or descent to be at your assigned FL prior to oceanic airspace boundary.
b. Confirm FL, Mach, and route for crossing.