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.
Appendix D D-3
c. Advise air traffic control (ATC) when able higher.
7. Revised clearance—update navigation system, Master Document, and plotting/orientation chart.
Note: Check expanded coordinates, course, and distance for new route.
8. Check altimeters—record readings on Master Document.
9. Compass heading check (inertial navigation system (INS))—record.
D.1.6 After Oceanic Entry.
1. Squawk 2000—30 minutes after entry, if applicable.
2. Maintain assigned Mach.
3. Maintain assigned FL.
4. Very high frequency (VHF) radios—set to air-to-air and guard frequency.
5. Strategic Lateral Offset Procedures (SLOP)—Depending on standard operating procedures (SOP), fly cleared route or up to 2 NM to the right of ATC-cleared track.
Confirm procedures in the applicable AIP.
6. Altimeter checks—hourly.
D.1.7 Approaching Waypoints.
1. Confirm coordinates of subsequent waypoints.
Note: Verify that the active navigation system waypoint, as well as the next and subsequent (“next plus 1”) waypoints, match your currently effective route clearance. Confirm that the expanded (i.e., full latitude and longitude) coordinates of the next and subsequent waypoints, as well as the course/heading and distance to the waypoints, agree with your currently effective route clearance.
2. Confirm lateral navigation (LNAV)/navigation (NAV) is engaged.
D.1.8 Overhead Waypoints.
1. Confirm aircraft transitions to next waypoint.
Note: Check magnetic heading and distance against Master Document.
2. Confirm time to next waypoint.
Note: ETA changes in excess of 2 minutes (“3 minutes or more” in the NAT) require ATC notification.
3. Make position report.
Appendix D D-4 Note: Record fuel remaining and current time on your Master Document.
D.1.9 Ten Minutes after Waypoint Passage. Cr oss-check navigational performance and course compliance via one of the following methods:
1. Plotting method (see paragraph D.2.9).
2. Navigation display method (see paragraph D.2.9).
3. Alternative method accepted by the FAA (see paragraph 6.4.8).
D.1.10 Midway Between Waypoints.
1. Cross-check winds between Master Document, LRNS, and winds aloft charts.
2. Confirm time to next waypoint.
D.1.11 Coast In.
1. Remove strategic lateral offset prior to oceanic exit point.
2. Confirm routing beyond oceanic airspace.
3. Compare LRNS to ground-based NAVAID.
D.1.12 Descent. T ransition level—set altimeters to local altimeter setting (QNH).
D.1.13 Destination/Block-In.
1. Navigation accuracy check.
2. Altimetry system write-ups.
3. Data communications (CPDLC) problem reports.
D.2 Sample Expanded Oceanic Checklist. This sample expanded checklist is provided for your reference. If you do not have an expanded 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. An oceanic checklist should be published in your international operations manual, and evaluated and kept up-to-date as part of your SMS, as applicable.
D.2.1 Flight Planning.
D.2.1.1 Communications, Navigation, and Surveillance Flight Plan Codes and Planning Documents.
1. Review your ATC flight plan with emphasis on items 10A, 10B, and 18.
Ensure that you properly filed the appropriate communications, navigation, and surveillance descriptors in items 10 and 18 of your flight plan.
Appendix D D-5
2. You should review your maintenance log and the minimum equipment list (MEL) for system deferrals that may affect the communications, navigation, and surveillance capabilities of your aircraft. The “remarks and exceptions” column should provide the specific guidance for flight plan filing.
3. Your flight manual should include procedures to make flight plan amendments (or cancellations as appropriate) when your communications, navigation, and surveillance capabilities change phase prior to departure.
Note: Items 10 and 18 of the flight plan require more detail to indicate your communications, navigation, and surveillance capabilities and authorizations. See paragraph 6.2.2.
D.2.1.2 Oceanic Documents. Operators are encouraged to develop a flight planning checklist to ensure they have the necessary documents before departure. The checklist should include, as a minimum, the following:
1. Master Document.
2. Notices to Air Missions (NOTAM) for departure, destination, alternate(s);
Extended Operations (ETOPS) alternates (as applicable); and oceanic flight information regions (FIR).
3. Weather for departure, destination, alternate airports along the route of flig ht, and ETOPS alternates (as applicable).
4. Track message(s).
5. Significant Weather (SIGWX) chart.
6. ETP(s), wind tables, or winds aloft charts for FLs or altitudes.
7. Global Positioning System (GPS) NOTAMs (as applicable).
8. Any applicable space weather watches, warnings, and alerts (see Appendix C, Unusual Weather Activity).
9. Volcanic ash information.
10. Pilot Weather Reports (PIREP).
11. Plotting/orientation charts.
D.2.1.3 Plotting/Orientation Chart.
D.2.1.3.1 You should use an oceanic plotting/orientation chart of appropriate scale that depicts published oceanic tracks.
D.2.1.3.2 ICAO groups that review oceanic errors have determined that the routine use of a chart is an excellent way to reduce lateral errors. A chart can also help in the event of partial or total navigation system failure.
Appendix D D-6 D.2.1.3.3 You should read from the plotting/orientation chart back to the Master Document when verifying data. Reading from the Master Document to the chart can introduce “expectation bias,” where errors are missed because we see what we expect to see.
D.2.1.3.4 Plot your currently effective route clearance from coast out to coast in. Make sure you update this whenever your route clearance changes.
D.2.1.3.5 Note nearest oceanic tracks on your chart.
D.2.1.4 ETPs.
D.2.1.4.1 You should compute ETPs for contingencies such as medical divert, engine loss, or rapid depressurization. You should also consider a simultaneous engine loss and rapid depressurization.
D.2.1.4.2 Verify that planned ETP airports are adequate during time of flight operations.
D.2.1.4.3 You should annot ate the ETPs and associated alternates on your plotting/orientation chart. When crossing ETPs, you should review with other crewmembers the appropriate diversion airport(s).
D.2.1.4.4 Your pilot procedures should also include a manual method for re -computing ETPs either manually or through the use of an Electronic Flight Bag (EFB) application. You should not enter ETPs in the active route of the LRNS because additional waypoints, even if along the route, can produce nuisance out-of-conformance alerts in ATC’s monitoring systems. Confusion about these additional waypoints can also lead to deviations from the cleared route.
Note: ETPs may need to be recalculated when the cleared route changes, when there are significant changes in FLs, and/or when estimated time en route (ETE) to destination differs by more than 15 minutes from planned.
D.2.1.5 Track Message.
1. You must have a current track message even if you have filed for a “random route” (where at least part of the oceanic route is not on a published track) or if you filed above North Atlantic High Level Airspace (NAT HLA). Reviewing the date, effective time, and track message identifier ensures having a current track message on board. The track message identifier is linked to the Julian date.
2. You should also ensure that your flight planning and operational control process includes timely notification of crewmembers of any amendments to the daily track message.
3. When flying a random route, plotting adjacent tracks and/or crossing tracks can help your situational awareness in case you need to execute a
Appendix D D-7 contingency procedure. Monitoring traffic on the Traffic Alert and Collision Avoidance System (TCAS) or Automatic Dependent Surveillance-Broadcast (ADS-B) In will further help your situational awareness, as the same random routes are sometimes heavily used.
D.2.1.6 Weather Analysis. You should note en route wind, temperature, and turbulence forecasts, as well as ETP airport weather, diversion/emergency airport weather, volcanic activity, magnetic storms, and solar flares affecting your route of flight.
D.2.1.7 NAVAIDs. Review suitable NAVAIDs for accuracy check prior to coast out.
D.2.1.7.1 You should determine in advance a primary and secondary ground- based NAVAID that you will use to verify the accuracy of your LRNS.
D.2.1.7.2 This planning may help you identify intended NAVAIDs that are limited or NOTAM’d unusable and will help you when you depart airports close to oceanic airspace.
D.2.1.7.3 A latitude/longitude radar fix from ATC also meets the requirements for an accuracy check.
D.2.2 Preflight.
D.2.2.1 Master Clock. You must have a designated master clock on board synchronized to Coordinated Universal Time (UTC) (generally via GPS). You must use this single time source, typically the FMS, for all ETAs and ATAs.
D.2.2.2 Maintenance Log. Pay particular attention to any write-ups that affect communications, navigation, surveillance equipment, or RVSM requirements.
D.2.2.3 RVSM.
D.2.2.3.1 Required equipment to operate in RVSM airspace includes two primary independent altimetry sources, one altitude alert system, and one automatic altitude control system.
D.2.2.3.2 In most cases, you are also required to have a functioning transponder that can be linked to the primary altimetry source.
D.2.2.3.3 You should note any maintenance issues that could affect accurate altimetry.
D.2.2.4 Altimeter Checks.
D.2.2.4.1 Before taxi, you should set your altimeters to the airport QNH. Both primary altimeters must read within ± 75 feet of a known elevation (e.g., field elevation).