Curso Procedimientos Internacionales Sin Pasw

International Procedures
July 2007
NOTICE: Global Operations Training is provided in both an
initial and recurrent level. This text will serve as reference
material for these courses. Because information for
international operations is continually changing and being
updated, it is recognized that material being presented here
may be dated and current documents should be referred to.
We have attempted to give the user of this manual a good
basic understanding of not only the principals, but where to
find the most current information.
This manual is to be used as a quick reference guide for

flying internationally. It should prove useful whether you flying
internationally regularly or only occasionally. This manual is
not designed to be one stop shopping for all issues, but
rather to provide an overall view of required and important
information and the resource location to get detail. In an effort
to be true to the source, we have extracted most of the
information, either wholly or in part from the original sources
in order to minimize interpretations. Sources are credited
throughout. We have attempted not to write our own book,
but rather a collection of source material.
The Global Initial Course is designed to familiarize the client

with all the required training aspects of operating an aircraft in
international airspace.
The Global Recurrent Course is designed to give the client a

review of new and important changes involving international
operations as well as a brief review of important basics. The
depth of material in the recurrent course is of a review nature
and is not a substitute for an initial course.
Materials developed for this course are designed to keep it at

the operational level. Many of the flight operations conducted
in the international arena require authorizations from the
operator's state of registry (country). Although legal aspects
will be covered, this course is not designed to guide a client
through the application and approval process for these
Letters on Authorization. We will show where to locate this
information and how to get started, but the complete process
is beyond the scope of this class.
Copyright 2007, CAE SimuFlite, Inc.

All rights reserved.
Printed in the United States of America.
Welcome to
CAE
Welcome to CAE SimuFlite! SimuFlite
Our goal is a basic one: to enhance your safety,
proficiency and professionalism within the aviation
community. All of us at CAE SimuFlite know that the
success of our company depends upon our commitment
to your needs. We strive for excellence by focusing on
our service to you.
We urge you to participate actively in all training
activities. Through your involvement, interaction, and
practice, the full value of your training will be transferred
to the operational environment. As you apply the
techniques presented through CAE SimuFlite training,
they will become second nature to you.
Thank you for choosing CAE SimuFlite. We recognize
that you have a choice of training sources. We trust you
will find us committed to providing responsive, service-
oriented training of the highest quality.
Our best wishes are with you for a most successful and
rewarding training experience.
The Staff of CAE SimuFlite
International Procedures Developed for Training Purposes 0-1

April 2007
CAE SimuFlite
This Page Intentionally Left Blank
0-2 Developed for Training Purposes International Procedures

April 2007
Introduction
CHAPTER ONE REGULATORY REQUIREMENTS
REGULATORY REQUIREMENTS FOR INTERNATIONAL
Table of
FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
International Civil Aviation Organization (ICAO) . . . . . . . . . 1-3
Contents
ICAO Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Obligations of Member States . . . . . . . . . . . . . . . . . . . . . 1-4
ICAO Requirements for International Flight . . . . . . . . . . . 1-6
International References. . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
FAA/ICAO Requirements for International Flight . . . . . . . 1-7
IFR Class II Navigation Approvals . . . . . . . . . . . . . . . . . . 1-9
International Flight Publications Library . . . . . . . . . . . . . 1-11
CHAPTER TWO INTERNATIONAL TRIP PLANNING
INTERNATIONAL TRIP PLANNING . . . . . . . . . . . . . . . . . . 2-3
International Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
ROUTE PLANNING AND LIMITATIONS . . . . . . . . . . . . . . 2-13
Charts, Navigation and the World . . . . . . . . . . . . . . . . . 2-13
PREPARATION OF ICAO INTERNATIONAL
FLIGHT PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
FLIGHT LOG PREPARATION . . . . . . . . . . . . . . . . . . . . . . 2-33
DEAD RECKONING NAVIGATION . . . . . . . . . . . . . . . . . . 2-35
. Manual Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . 2-36
EQUAL TIME POINTS, POINTS OF SAFE RETURN, AND
POINTS OF NO RETURN . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Equal Time Point (ETP) . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Manual Computations of ETP. . . . . . . . . . . . . . . . . . . . 2-42
Off Route Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
Point of Safe Return (PSR). . . . . . . . . . . . . . . . . . . . . . 2-50
INTERNATIONAL METEOROLOGY . . . . . . . . . . . . . . . . . 2-53
ITINERARY PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
ICAO and IATA Codes . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Destination, Tech Stop and Contingency Airports . . . . . 2-59
En route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Completing the Itinerary . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
HANDLERS AND SERVICE PROVIDERS. . . . . . . . . . . . . 2-65
What Can a Handler Do For You? . . . . . . . . . . . . . . . . . 2-65
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Flight Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Airport and Country Information . . . . . . . . . . . . . . . . . . 2-65
Miscellaneous Services . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66

April 2007
CAE SimuFlite
Supporting Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66

CUSTOMS, IMMIGRATION AND AGRICULTURE . . . . . . . 2-67
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Personal Documentation . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Passports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Visas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Immunization Records . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
U.S. Customs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
TSA and Homeland Security . . . . . . . . . . . . . . . . . . . . . 2-69
Documentation and Examination on Arrival . . . . . . . . . . 2-73
Registration Certificate Requirements for Border
Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Immigration Requirements for Private Aircraft Arrivals . 2-74
Plant and Animal Quarantines of the U.S. Department of the
U.S. Department of Agriculture . . . . . . . . . . . . . . . . . . 2-75
In Case of Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . 2-75
Hours of Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
User Fees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
OPERATIONS TO AND FROM LOCATIONS OUTSIDE OF THE
U.S.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
CABOTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85
CHAPTER THREE PRE-OCEANIC PROCEDURES
AIRCRAFT PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Use of Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Importance of Accurate Time . . . . . . . . . . . . . . . . . . . . . . 3-3
JOURNEY LOGBOOK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Required Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Required Recordings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Using the Master Document. . . . . . . . . . . . . . . . . . . . . . . . 3-6
PLOTTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Preparing the Plotting Chart . . . . . . . . . . . . . . . . . . . . . . . 3-10
MEL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Aircraft and Crew Qualifications . . . . . . . . . . . . . . . . . . . . 3-15
Pre-Oceanic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Oceanic Clearances. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Contents of Clearances . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Oceanic Clearances for Westbound Flights Routing via
61N010W (RATSU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Oceanic Clearances for Flights Intending to Operate within
the NAT Region and Subsequently enter the EUR or NAM
Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

April 2007
Introduction
Oceanic Clearances for Random Flights Intending to Operate
within the NAT Region and Subsequently Enter Regions
other than NAM or EUR . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Oceanic Flights Originating from the CAR or SAM Regions
and Entering NAT MNPS Airspace via the
New York OCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Errors Associated with Oceanic Clearances. . . . . . . . . . 3-19
ATC System Loop Errors . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Waypoint Insertion Errors . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Initial Insertion of Latitude and Longitude
(Inertial Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Inertial Systems Alignment . . . . . . . . . . . . . . . . . . . . . . . 3-20
GPS Pre-Departure Procedures . . . . . . . . . . . . . . . . . . . 3-20
Operational Control Restrictions . . . . . . . . . . . . . . . . . . . 3-21
Effects of Satellite Availability . . . . . . . . . . . . . . . . . . . . . 3-21
The Capability to Determine Position . . . . . . . . . . . . . . . 3-21
Determination of the Availability of Fault Exclusion . . . . 3-21
Loading of Initial Waypoints . . . . . . . . . . . . . . . . . . . . . . 3-21
Flight Plan Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Leaving the Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Initial flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
ATC Oceanic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Approaching the Ocean . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
CHAPTER FOUR OCEANIC AND SPECIAL
AREAS OF OPERATION
CLASS II NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Class II Navigation - IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
OVERWATER OPERATIONS - GENERAL . . . . . . . . . . . . . . 4-7
OVERVIEW OF SPECIAL AREAS OF OPERATION . . . . . . 4-9
HORIZONTAL SPECIAL AREAS OF OPERATION . . . . . . 4-11
Oceanic Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
MNPS AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
North Atlantic Minimum Navigation
Performance Specifications Airspace . . . . . . . . . . . . . . . 4-13
North Atlantic MNPS (NAT/MNPS). . . . . . . . . . . . . . . . . 4-13
Where is MNPS Located?. . . . . . . . . . . . . . . . . . . . . . . . . 4-13
What Are The Requirements to Enter MNPS Airspace? . 4-14
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Crew Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Operating in the Airspace . . . . . . . . . . . . . . . . . . . . . . . . . 4-15

April 2007
CAE SimuFlite
Organized Track Structure . . . . . . . . . . . . . . . . . . . . . . . . 4-16

Canadian MNPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
REQUIRED NAVIGATION PERFORMANCE . . . . . . . . . . . 4-17
What is Required Navigation
Performance? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
REQUIRED NAVIGATION PERFORMANCE - 10
(RNP-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
GROSS NAVIGATION ERRORS (GNE) . . . . . . . . . . . . . . . 4-21
What are GNEs? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Recommendations to reduce oceanic errors . . . . . . . . . . 4-21
Avoiding Gross Navigation Errors (GNEs) . . . . . . . . . . . 4-21
Avoiding Large Height Deviations . . . . . . . . . . . . . . . . . 4-22
Avoiding Erosion of Longitudinal Separation . . . . . . . . . 4-22
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Controller Pilot Data Link Communications (CPDLC) . . 4-23
General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) 4-25
CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
General Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Operations by Twin Engine Aircraft . . . . . . . . . . . . . . . . . 4-28
Weather Deviation Procedures . . . . . . . . . . . . . . . . . . . . 4-29
HF Radio Communication Failure . . . . . . . . . . . . . . . . . . 4-29
General Communication Failure Guidelines . . . . . . . . . 4-30
Partial or Total Loss of LRNS in MNPS Airspace
(Long Range Navigation System) . . . . . . . . . . . . . . . . . 4-31
One System Fails Before Take-Off . . . . . . . . . . . . . . . . 4-31
One System Fails Before the OCA Boundary . . . . . . . . 4-31
One System Fails After the OCA Boundary is Crossed . 4-31
Remaining System Fails After Entering MNPS Airspace 4-32
Complete Failure of Navigation Systems Computers . . 4-33
ACAS/TCAS Alerts and Warnings . . . . . . . . . . . . . . . . . . 4-33
Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
VERTICAL SPECIAL AREAS OF OPERATION . . . . . . . . . 4-35
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Where is RVSM Airspace Located?. . . . . . . . . . . . . . . . 4-35
AREAS OF MAGNETIC UNRELIABILITY. . . . . . . . . . . . . . 4-37
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Convergence of the Meridians . . . . . . . . . . . . . . . . . . . . . 4-37
Special Equipment, Techniques, and or Procedures . . . . 4-37
Boundaries of the Areas of Magnetic
Unreliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

April 2007
Introduction
NORTH POLAR OPERATIONS . . . . . . . . . . . . . . . . . . . . . . 4-39
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
Communication Capability . . . . . . . . . . . . . . . . . . . . . . . . 4-39
Minimum Equipment List. . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
Training Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Special Long-Range Flight Crew Issues. . . . . . . . . . . . . . 4-41
En route Polar Diversion Alternate Airport Requirements. 4-41
Recovery Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Validation Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
AREAS WITH SIGNIFICANT COMMUNICATIONS AND/OR
ATC DIFFICULTIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
NAVAIDs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
ATC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Advisory Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Uncontrolled Information Region (UIR) (No Man's Land)4-44
Metric Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Areas with Communications and ATC
Difficulties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
General Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Operations in Advisory Airspace. . . . . . . . . . . . . . . . . . . 4-44
Operations in UIR (No Man's Land) . . . . . . . . . . . . . . . . 4-45
Role of Navigation Specialists . . . . . . . . . . . . . . . . . . . . 4-45
OPERATIONS IN RESTRICTED INTERNATIONAL
AREAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Special Areas Where Redundant LRNS Are Not Usually
Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
West Atlantic Route System (WATRS) . . . . . . . . . . . . . . . 4-48
Special Provisions for Certain Routes in NAT/MNPS
Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
Operational Approval for S-LRNS. . . . . . . . . . . . . . . . . . . 4-48
Other Special Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Q ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
CHAPTER FIVE REQUIRED NAVIGATION PERFORMANCE
(RNP)
AREA NAVIGATION (RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
RNAV Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
RNAV Leg Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7

April 2007
CAE SimuFlite
RNAV Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8

Use of Radar with RNAV . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
WHAT IS REQUIRED NAVIGATION PERFORMANCE? . . 5-11
(RNP-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
RNP-10 Areas of the World . . . . . . . . . . . . . . . . . . . . . . . 5-15
What is Required to Enter RNP-10
Airspace? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Multiple sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
En route Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Determining time limits for flying in
RNP-10 airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Time limits and their impact on
operations in RNP-10 airspace. . . . . . . . . . . . . . . . . . . . 5-18
GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Operating in the Airspace. . . . . . . . . . . . . . . . . . . . . . . . . 5-20
RNP - 5
(B-RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
What is RNAV? (Excerpted in part from the
ECAC website) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
What does B-RNAV offer? . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Where has B-RNAV been implemented?. . . . . . . . . . . . . 5-25
What happens after B-RNAV
implementation? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
RNP - 1
(P-RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Differences between B-RNAV and P-RNAV . . . . . . . . . . 5-27
Where do we go next? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Operating Procedures (Extracted from JAA PRNAV
Fight OPS and Crew Information Notice) . . . . . . . . . . . . 5-29
Pre-Flight Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Before Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Descent and Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
IMPLEMENTATION OF PERFORMANCE BASED NAVIGA-

April 2007
Introduction
TION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
What is Performance Based Navigation? . . . . . . . . . . . . 5-35
How did countries differ in their implementation
of PBN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
How have these differences been addressed?. . . . . . . . 5-35
What are the current timelines for the implementation of
PBN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
U.S. TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV)
OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Performance Based Navigation . . . . . . . . . . . . . . . . . . . . 5-37
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Navigation Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Navigation Displays and Functions. . . . . . . . . . . . . . . . . 5-38
Eligible Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
U.S. RNAV Operating Procedures . . . . . . . . . . . . . . . . . . 5-40
Preflight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
General Operating Procedures. . . . . . . . . . . . . . . . . . . . 5-41
RNAV SID Specific Requirements . . . . . . . . . . . . . . . . . 5-42
Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5-43
Pilot Knowledge Requirements and
Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
RNP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
What exactly is CPDLC and ADS? . . . . . . . . . . . . . . . . . 5-45
When will CPDLC and ADS-C come to the
corporate world? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Determining Aircraft Eligibility . . . . . . . . . . . . . . . . . . . . . 5-46
Aircraft Eligibility Groups. . . . . . . . . . . . . . . . . . . . . . . . . 5-46
MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Maintenance Requirements . . . . . . . . . . . . . . . . . . . . . . 5-47
Required Performance . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Required Functionalities . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Recommended Functionalities . . . . . . . . . . . . . . . . . . . . 5-49
Automatic Radio Position Updating . . . . . . . . . . . . . . . . 5-50
Operational Requirements . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigational Performance . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigation Equipage. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Flight Plan Designation. . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Availability of GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Training Programs, Operating Practices

and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
Preflight Procedures at the Aircraft. . . . . . . . . . . . . . . . . 5-51

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En route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Flight Crew Knowledge . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
NATIONAL AIRSPACE REDESIGN PROGRAM (NAR). . . 5-53
High Altitude Redesign Project . . . . . . . . . . . . . . . . . . . . 5-53
High Altitude Redesign Phase 1 . . . . . . . . . . . . . . . . . . . 5-53
Navigation Reference System (NRS). . . . . . . . . . . . . . . 5-53
Flight Plan Filing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55
CHAPTER SIX REDUCED VERTICAL SEPARATION
MINIMUMS (RVSM)
RVSM (REDUCED VERTICAL SEPARATION MINIMUMS) . 6-3
Where is RVSM Airspace Located? . . . . . . . . . . . . . . . . . . 6-3
What is RVSM? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
What is Required to Enter RVSM Airspace? . . . . . . . . . . . 6-4
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Pre-Flight Procedures at the Aircraft for Each Flight. . . . 6-6
Procedures Prior to Entering RVSM Airspace . . . . . . . . . 6-7
In-Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Special Emphasis Items . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
RVSM Area New to the Operator. . . . . . . . . . . . . . . . . . . . 6-9
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Guidance 91-RVSM References . . . . . . . . . . . . . . . . . . . 6-9
RVSM Documentation Webpage . . . . . . . . . . . . . . . . . . . 6-9
World-Wide Aircraft RVSM Approval . . . . . . . . . . . . . . . 6-10
U.S. Operator Requirements For Operation
Outside the U.S.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
New Area Approval for Part 121, 125, AND 135
Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Part 91 Operators Starting RVSM Operations in
a New Area of Operations . . . . . . . . . . . . . . . . . . . . . . 6-10
Operational Issues for an Operator to Address
for New Areas of Operation . . . . . . . . . . . . . . . . . . . . . 6-10
Pilot Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Procedures for Flight of Non-RVSM Compliant Aircraft . 6-11
Height Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
What is Height Monitoring? . . . . . . . . . . . . . . . . . . . . . . 6-12
How is Height Monitoring Conducted? . . . . . . . . . . . . . . 6-12
GPS-based Monitoring Unit (GMU) . . . . . . . . . . . . . . . . 6-13
HMU - Ground Based Height Monitoring Units . . . . . . . 6-13
European HMU Locations . . . . . . . . . . . . . . . . . . . . . . . 6-13

April 2007
Introduction
North American AGHME Locations . . . . . . . . . . . . . . . . 6-14
Obtaining Height Monitoring Results . . . . . . . . . . . . . . . 6-15
Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Approved Aircraft and Associated Monitoring Results . . 6-16
TCAS II Operation in Reduced Vertical
Separation Minimums Airspace . . . . . . . . . . . . . . . . . . 6-17
Other Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Good Operating Practices . . . . . . . . . . . . . . . . . . . . . . . 6-18
References: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
CHAPTER SEVEN ALTIMETRY AND ICAO PROCEDURES
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
UNITS OF MEASURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Altimetry Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
INTERNATIONAL ALTIMETRY . . . . . . . . . . . . . . . . . . . . . . . 7-7
Altimeter Conversions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Altimeter Measurement Scales . . . . . . . . . . . . . . . . . . . . . . 7-7
Transition Altitudes, Layers and Levels . . . . . . . . . . . . . . . 7-8
INTERNATIONAL AIRSPACE DESIGN. . . . . . . . . . . . . . . . 7-11
Identifying Which System is in Use. . . . . . . . . . . . . . . . . . 7-11
PANS-OPS CHARTS AND PROCEDURES . . . . . . . . . . . . 7-13
Circling Approaches - TERPS vs. PANSOPS. . . . . . . . . . 7-13
Holding Patterns TERPS vs. PANSOPS . . . . . . . . . . . . . 7-14
Holding Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Procedure Turns - PANSOPS. . . . . . . . . . . . . . . . . . . . . . 7-15
Procedure Turn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
45/180 Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
80/260 Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Base Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Base Turn Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Base Turn Exception . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
NOISE ABATEMENT PROCEDURES . . . . . . . . . . . . . . . . . 7-19
Departure Noise Abatement Procedures . . . . . . . . . . . . . 7-19
Close-In Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Distant Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Airport Specific Procedures . . . . . . . . . . . . . . . . . . . . . . 7-23
Arrival Noise Abatement Procedures . . . . . . . . . . . . . . . . 7-23
NBAA IFR and VFR Arrival Profile.. . . . . . . . . . . . . . . . . 7-24
Use of Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
CHAPTER EIGHT EUROPEAN FLIGHT PLANNING
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

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INTRODUCTION TO EUROCONTROL . . . . . . . . . . . . . . . . . 8-5

Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
EUROCONTROL and the Single European Sky . . . . . . . . 8-5
CENTRAL FLOW MANAGEMENT UNIT (CFMU). . . . . . . . . 8-7
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Special Advisor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Safety, Quality and Security Manager . . . . . . . . . . . . . . . 8-8
User Relations and Development Bureau (URB) . . . . . . . 8-8
Operations Division (OPSD) . . . . . . . . . . . . . . . . . . . . . . 8-8
Engineering Division (ENGD). . . . . . . . . . . . . . . . . . . . . . 8-8
Development Division (DEVD) . . . . . . . . . . . . . . . . . . . . . 8-9
EAD and Aeronautical Information Bureau (EAB) . . . . . . 8-9
EAB mission and main activities: . . . . . . . . . . . . . . . . . . . 8-9
Flow Management Positions (FMP) . . . . . . . . . . . . . . . . . 8-9
Area Of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Flight Plan Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Flight Plans and Associated Messages . . . . . . . . . . . . . . 8-11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
ROUTE SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Route Availability Document (RAD) . . . . . . . . . . . . . . . . . 8-15
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Part I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Part II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Route Flow Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Flight Planning with RAD . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Routing Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Tactical Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
QUICK REFERENCE GUIDE FOR FILING . . . . . . . . . . . . . 8-19
When Do I File a Flight Plan?. . . . . . . . . . . . . . . . . . . . . . 8-19
Flight Plan Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Slots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Airport Slots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Airways Slots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
AIRPORT PROCEDURES AND RESTRICTIONS. . . . . . . . 8-25
Airport Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
CHAPTER NINE INTERNATIONAL METEOROLOGY
METAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

April 2007
Introduction
TAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
SIGNIFICANT WEATHER PROGNOSTIC CHARTS . . . . . . . 9-7
Common Symbols Found on the High Level Significant
Weather Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
THE JET STREAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
EQUATORIAL ROUTES AND THE INTERTROPICAL
CONVERGENCE ZONE (ITCZ) . . . . . . . . . . . . . . . . . . . . . 9-13
TURBULENCE FORECASTS . . . . . . . . . . . . . . . . . . . . . . . 9-15
CHAPTER TEN ACRONYMS LIST

April 2007
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April 2007
Regulatory Requirements
REGULATORY REQUIREMENTS FOR INTERNATIONAL
FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 Table of
International Civil Aviation Organization (ICAO) . . . . . . . . . 1-3
ICAO Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Contents
Obligations of Member States . . . . . . . . . . . . . . . . . . . . . 1-4
ICAO Requirements for International Flight . . . . . . . . . . . 1-6
International References. . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
FAA/ICAO Requirements for International Flight . . . . . . . 1-7
IFR Class II Navigation Approvals . . . . . . . . . . . . . . . . . . 1-9
International Flight Publications Library . . . . . . . . . . . . . 1-11
International Procedures For CAE SimuFlite Training Only 1-1

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CAE SimuFlite
1-2 For CAE SimuFlite Training Only International Procedures

February 2007
The International Civil Aviation Organization (ICAO) is the basis for aviation
regulation. Flight in international oceanic airspace is governed by ICAO rules Regulatory
and regulations. Member states (countries) modify these rules to their particu-
lar needs in their airspace. These differences are posted in the Aeronautical
Information Publication (AIP) for each state. These documents are generally
Requirements
available by paid subscription from ICAO. Crews engaged in international
flight should be familiar with all of the annexes as listed below. However, the
for
Code of Federal Regulations (CFRs) refer only to Annex 2 specifically as
being the regulator for US operators. The ICAO annexes should be compared International
to the CFRs and the more stringent of the two followed. Particular attention
should be given to Annex 5, Units of Measurement to be Used in Air and Flight
Ground Operations, and Annex 6, Operation of Aircraft as they referenced in
other FAA documents
The easiest accesses for pilots are the chapters in Volume 1 of the Jeppesen
Manuals pertaining to, but not limited to ATC Procedures, Entry Require-
ments, Emergency Procedures and Airports. The panels and notes on the vari-
ous charts also provide the information necessary for safe operation in their
areas. The information presented in these sources is extracted from the source
ICAO documents and other relevant regulatory sources.
International Civil Aviation Organization

(ICAO)
The United States began discussions with other allied neutral nations in Chi-
cago in November of 1944 to discuss common criteria for governing interna-
tional aviation, promote safety and develop worldwide standards and
procedures to make international flying more efficient and economical.
On December 7, 1944, a treaty was signed by the majority of the 52 countries

that attended. This became known as the Convention on International Civil
Aviation, or the Chicago Accords. While waiting for the majority of the 52
countries to ratify the convention, the Provisional International Civil Aviation
Organization was established. A majority was reached in March of 1947 and
in October of 1947, ICAO was established as a specialized agency of the
United Nations and attached to the Economic and Social Council where it
remains today.
There are ninety-five Articles that make up the Chicago Accords. They are
published in English, French, Spanish and Russian in ICAO Document 7300/
7.
Article 37 established the requirement for International Standards and Recom-

mended Practices or more commonly known as SARPS. These SARPS are
contained in 18 Annexes to the Convention which govern international avia-
tion.

February 2007
CAE SimuFlite
ICAO Objectives
The objectives of ICAO are to develop the principles and techniques of inter-
national air navigation and to foster the continued development of interna-
tional air transportation in the following ways:
REFERENCES: Promote safe and orderly growth of civil aviation throughout the world
FAA Order 8400.10 Chg 15,
Foster the technical arts of aircraft design and operation for peaceful pur-
Volume 1, Chapter 3, Section 2
poses
Encourage the development of airways, airports and air navigation facili-
ties for international civil aviation
Meet the needs of the people of the world for safe, regular, efficient and
economical air transportation
Prevent economic waste caused by unreasonable competition
Ensure that the rights of contracting states are fully respected and that
every contracting state has an equal opportunity to operate international
airlines
Avoid discrimination among contracting states
Promote the development of all aspects of international civil aeronautics
Obligations of Member States

Ratifying the Convention obligated governments (states) to abide by certain
principles and arrangements in order that international civil aviation may be
developed in a safe and orderly manner and that international transport ser-
vices may be established on the basis of equality of opportunity and operated
soundly and economically. Ninety six articles created and accepted at the Chi-
cago convention established the privileges and obligations of member states.
Some of these are summarized here:
Contracting states recognize that each state has complete and exclusive
sovereignty over the airspace above its territory (Article 1)
The convention including all the articles and annexes applies only to civil
aircraft, and each state will require their state aircraft to operate with due
regard for the safety of navigation of civil aircraft (Article 3)
International air navigation laws and regulations of a contracting state
relating to the operation and navigation of such aircraft while within its
territory shall apply to aircraft of all contracting states without distinction
to nationality. These laws and regulations shall be complied with by such
aircraft while entering, within or departing from the territory of that state
(Article 11)
Each contracting state undertakes to adopt measures to ensure that every
aircraft maneuvering over or within its territory, and every aircraft carrying
its nationality mark, wherever it operates shall comply with the rules and
regulations of that country relating to the flight and maneuver of aircraft.
This article also requires that over the high seas, the rules in force shall be
those established under this convention. Each contracting state undertakes

February 2007
to ensure the prosecution of all persons violating the applicable regulations
(Article 12)
Each contracting state undertakes not to discriminate in the availability of,
or charges for, airports and other air navigation facilities (Article 15)
Each contracting state undertakes to provide in its territory, airports, radio
services, meteorological services and other air navigation facilities to
facilitate international air navigation in accordance with the standards and
practices of ICAO (Article 22)
Contracting states undertake to adopt and put into operation appropriate
standard systems of communication procedures, codes, markings signals,
lighting and other operational practices and rules recommended or estab-
lished by ICAO (Article 28)
Contracting states recognize the validity of Certificates of Airworthiness
and Licenses of Competency issued by other contracting states when
issued under conditions which comply with ICAO Standards (Article 33)
Contracting states should collaborate in securing the highest practicable
degree of uniformity in regulations, standards, procedures and organiza-
tion in relation to aircraft, personnel, airways and auxiliary services in all
matters when uniformity will facilitate and improve air navigation. (Arti-
cle 37)
Each contracting state undertakes to immediately notify ICAO of any dif-
ferences between national regulations and any ICAO standards.

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ICAO Requirements for International Flight

ICAO stipulates in Annex 6 to the International Standards and Recommended
Practices that an operator should not use a pilot-in-command (PIC) of an air-
craft on a route or route segment for which that pilot is not currently qualified
until that pilot has satisfied the following knowledge requirements:
Route to be flown and the airport to be used

Terrain and the minimum safe altitudes
Seasonal meteorological conditions
Meteorological, communications and air traffic facilities, services and pro-
cedures
Search and rescue procedures
International References
ICAO Annexes
Annex 1 Personnel Licensing
Annex 2 Rules of the Air
Annex 3 Meteorological Service for International Air Naviga-
tion
Annex 4 Aeronautical Charts
Annex 5 Units of Measurement used in Air and Ground Ops
Annex 6 Operation of Aircraft
Part I International Commercial
Air Transport - Airplanes
Part II International General Aviation -
Airplanes
Part III International Operations
Helicopters
Annex 7 Aircraft Nationality and Registration Marks
Annex 8 Airworthiness of Aircraft
Annex 9 Facilitation
Annex 10 Aeronautical Telecommunications
Annex 11 Air Traffic Services
Annex 12 Search and Rescue
Annex 13 Aircraft Accident and Incident Reporting
Annex 14 Aerodrome
Annex 15 Aeronautical Information Services
Annex 16 Environmental Protection
Annex 17 Security
Annex 18 The Safe Transport of Dangerous Goods by Air

February 2007
Other ICAO Documents
Document 7030 Regional Supplementary Procedures
Document 8168 Aircraft Operations (PANS-OPS)
Volume 1 Flight Procedures
Volume 2 Construction of Visual and Instru-
ment Flight Procedures
Document 4444 Air Traffic Services
Document 9574 Manual on the Implementation of a 300m
(1000 ft) Vertical Separation Minimum between
FL290 and FL410 Inclusive
Document 9613 Manual on Required Navigation Performance (RNP)
The ICAO Bulletin Published 12 times annually and contains a digest of
ICAO meetings and activities for the previous
period. Semiannually it contains a table showing the
status of all ICAO publications involving air naviga-
tion
Procedures for Air Navigation Services (PANS)
The uniform application of certain operating proce-
dures is necessary for safe and efficient air naviga-
tion. Operating procedures covering aircraft
operations, construction of visual and instrument
flight procedures, ICAO abbreviations and codes,
rules of the air and air traffic services have been
adopted by ICAO.
FAA/ICAO Requirements for International Flight
FAA Requirements
International flight operations are much more complicated than domestic fly-
ing. When operating within your state of registry (country), you are familiar
with the rules and procedures governing flight operations. However, when
you cross the Flight Information Region (FIR) boundary into another country,
you must know and abide by its rules and regulations. CFR 91.703 requires
U.S. operators to comply with the FARs or the country's rules, whichever are
more stringent.

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FAA Inspector's Handbook 8700.1 Chapter 222

The FAA lists the subject areas that crew members must know to be qualified
for international operations:
ICAO operational rules and regulations

ICAO measurement standards
Use of oceanic flight planning charts
Sources and context of international flight publications
Itinerary planning
FAA international flight plan, ICAO flight plan and flight log preparations
Route planning within the special use airspace where flights are to be con-
ducted
En route and terminal procedures (different from U.S. procedures
Long range, air-to-ground communications procedures
Structure of the special use airspace where flights are to be conducted
Air traffic clearances
International meteorology including significant weather charts, prognostic
weather charts, tropopause prognostic charts and TAFs
Specific en route navigation procedures for each type of navigation equip-
ment required for use in special use airspace
Emergency procedures including emergency equipment, search and rescue
techniques, navigation equipment failure techniques, and communication
equipment failure techniques.
Aircraft Equipment and Operational Authorizations.

Air Navigation, Communications and Surveillance
Class II Navigation
Class II Navigation is defined as any en route flight operation or portion of a
REFERENCES: flight operation that is not Class I navigation. Any operation or portion of an
FAA Order 8400.10 en route operation is Class II if it takes place outside the officially designated
Volume 4, Chapter 1, service volumes of ICAO standard ground based navigational aids such as
Section 4 VOR,DME and NDB. Class II navigation is dependent on the use of a Long
range Navigation System (LRNS)
Equipment for IFR Class II Navigation

The vast majority of IFR Class II navigation operations are conducted using
automatic electronic navigation systems. An automatic long range navigation
system must contain sensors that either detects motion or changes in geo-
graphic position and a computational capability that generates the guidance
necessary to adhere to the selected route centerline and determine arrival at
selected waypoints.
Navigation equipment must be capable of enabling the aircraft to be navigated

within the constraints of air traffic service (ATS) to the accuracy requisite for
the control of air traffic. Navigation systems can consist of a single unit or a
combination of various sensors and computers. These various systems are col-

February 2007
lectively referred to as area navigation or RNAV. This equipment covers a
wide range of capability and sophistication.
IFR Class II Navigation Approvals

General direction and guidance on air navigation approvals are in Order
8400.10 volume 4, chapter 1, sections 1 and 2. Specific directions and
guidance fro approving IFR Class II navigation is discussed in the
following paragraphs.
Degree of Accuracy Required

The degree of accuracy required for any Class II navigation operation must
provide for the following criteria:
Meets regulatory requirements
Meets the standard practices in this order
Meets the requirements of part B of OpSpecs
Provides accepted, safe operating practices
Permits the safe separation of aircraft
Assures obstacle avoidance along the route of the flight
Assures adequate protection for persons and property on the ground
Permits reliable navigation to the intended destination and any neces-
sary alternate or diversionary airports
Meets Required navigation Performance (RNP) if applicable
Airworthiness of Navigation Equipment

Inspectors must determine that any required navigation equipment is airwor-
thy for IFR flight and installed in accordance with approved data. The opera-
tor must provide written evidence that shows that any navigation system used
for IFR Class II navigation meets the requirements of the intended operation.
If the operation involves flight into special areas of operation (e.g., MNPS,
RNP-10, Areas of Magnetic Unreliability), the operator must also provide
evidence that the installed equipment is airworthy in accordance with require-
ments for the special area of operations.
Long Range Navigation Systems (LRNS)

Any intended flight or portion of a flight outside of Class I airspace requires a
Class II capable LRNS or flight navigator unless the aircraft position can be
reliably fixed at least once each hour in accordance with the provisions of
121.389. Long range systems are the primary means by which IFR Class II
navigation requirements can be met.
The use of LRNS or a flight navigator requires special navigation procedures/

techniques.
All IFR Class II navigation operations using LRNS shall use the practices and
procedures recommended in AC91-70 as amended, Oceanic Operations or
equivalent procedures. Any deviation from the procedures in AC91-70, as
amended, must be coordinated through AFS-400 navigation specialists.

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Inspectors must determine that these practices and procedures are included in
the certificate holder's approved training programs and operating procedures.
Plotting & Systematic Cross-Checking of Navigation Information

During all phases of flight in Class II navigation, the standardized application
of disciplined, systematic cross-checking of navigation information shall be
required in each operator's long range navigation program. AC91-70, as
amended provides amplification of these procedures.
Plotting procedures have had a significant impact on the reduction of gross

navigational errors. There is a requirement to plot the route of a flight on a
plotting chart and to plot the computer position, approximately ten minutes
after waypoint passage. Plotting may or may not be required, depending upon
the distance between standard ICAO ground-based navigation aids.
Plotting procedures are required for all turbojet operations where the route
segment between the operational service volumes of ICAO standard
ground-based navigational aids exceeds 725 nautical miles.
Plotting procedures are required for all turboprop operations where the
route segment between the operational service volumes of ICAO standard
ground-based navigational aids exceeds 450 nautical miles.
The administrator requires plotting procedures for routes of shorter dura-
tion that transit airspace where special conditions exist, such as reduced
lateral and vertical separation standards, high density traffic or proximity
to potentially hostile borders.
Any existing approvals that differ from the plotting requirements above and
Class II navigation procedures should be reviewed and revised as necessary.
Direction and guidance is available from the Navigation Specialists in coordi-
nation with AFS-400.
FAA Guidance 91-RVSM

FAA Guidance 91-RVSM provides guidelines from the FAA as to RVSM
regarding definition, approval process and training requirements for U.S.
Operator approval for operation in RVSM airspace.
Paragraph 6 outlines the approval process. Both the specific aircraft and oper-
ator should be approved prior to operating in RVSM airspace
The equipment required for operating in RVSM airspace are covered in para-
graph 8.
Specific training requirements and operating procedures are discussed in

Appendix for all areas and Oceanic areas in Appendix 5.

February 2007
Other Regulatory and Informational Documents
FAA Advisory Circular 91-70 Oceanic Operations
FAA International Flight Information Manual
FAAAdvisory Circular 90-96A Approval of US Operators and Aircraft
to operate under Instrument Flight Rules (IFR) in
European Airspace designated for Basic Area
Navigation (B-RNAV) and Precision Area Navi-
gation (P-RNAV)
FAAAdvisory Circular 90-100A U.S. Terminal and En Route Area Nav-
igation (RNAV) Operations
FAAN8700.23 Letter of Authorization for Special Areas of
Operation (SAO)
NAT-PCO North Atlantic MNPS Airspace Operations Man-
ual
Latest Edition (10th as of publication of this
manual)
NAT-PCO North Atlantic International General Aviation
Operations Manual
International NOTAMS
Local Country Aeronautical Information Publi-
cations (AIPs)
International Flight Publications Library

Any flight department involved in international operations should develop a
library of resource documents for use in flight preparations and actual flight
operations. In addition to any above needed documents, the following is a list
that provides a good starting point for such a library, but should be tailored to
each department's specific needs.
International Flight Information Manual (On-Line Only)

International NOTAMS
Federal Aviation Regulations
DoD Flight Information Publications
NOS Publications
NBAA International Operators Bulletin
FAA Advisory Circular 91-70
Boeing Winds on World Routes
ICAO Document 8168 Vol. 1 Procedures for Air Navigation Services
Pilots Operations Manual
IATA Travel Information Manual

February 2007
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February 2007
International Trip Planning
INTERNATIONAL TRIP PLANNING . . . . . . . . . . . . . . . . . . 2-3
International Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Table of
ROUTE PLANNING AND LIMITATIONS . . . . . . . . . . . . . . 2-13
Charts, Navigation and the World . . . . . . . . . . . . . . . . . 2-13
Contents
PREPARATION OF ICAO INTERNATIONAL
FLIGHT PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
FLIGHT LOG PREPARATION . . . . . . . . . . . . . . . . . . . . . . 2-33
DEAD RECKONING NAVIGATION . . . . . . . . . . . . . . . . . . 2-35
. Manual Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . 2-36
EQUAL TIME POINTS, POINTS OF SAFE RETURN, AND
POINTS OF NO RETURN . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Equal Time Point (ETP) . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Manual Computations of ETP. . . . . . . . . . . . . . . . . . . . 2-42
Off Route Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
Point of Safe Return (PSR). . . . . . . . . . . . . . . . . . . . . . 2-50
INTERNATIONAL METEOROLOGY . . . . . . . . . . . . . . . . . 2-53
ITINERARY PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
ICAO and IATA Codes . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Destination, Tech Stop and Contingency Airports . . . . . 2-59
En route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Completing the Itinerary . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
HANDLERS AND SERVICE PROVIDERS. . . . . . . . . . . . . 2-65
What Can a Handler Do For You? . . . . . . . . . . . . . . . . . 2-65
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Flight Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Airport and Country Information . . . . . . . . . . . . . . . . . . 2-65
Miscellaneous Services . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Supporting Services . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
CUSTOMS, IMMIGRATION AND AGRICULTURE . . . . . . 2-67
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Personal Documentation . . . . . . . . . . . . . . . . . . . . . . . 2-67
Passports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Visas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Immunization Records . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
U.S. Customs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
TSA and Homeland Security . . . . . . . . . . . . . . . . . . . . 2-69
Documentation and Examination on Arrival . . . . . . . . . 2-73
Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Immigration Requirements for Private Aircraft Arrivals . 2-74

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Plant and Animal Quarantines of the U.S. Department of the

U.S. Department of Agriculture . . . . . . . . . . . . . . . . . . 2-75
In Case of Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . 2-75
Hours of Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
User Fees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-76
OPERATIONS TO AND FROM LOCATIONS OUTSIDE OF THE
U.S.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
CABOTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85

February 2007
International trip planning is a complex process involving numerous sources
of information and requiring many contacts. Organization will make this pro-
cess manageable and is crucial to a successful trip. There are two documents
International
that will be used to manage the process: Trip
The first document is the trip itinerary. Because of time zone changes associ-
ated with worldwide travel, this document is an invaluable tool. Planning
The second document is a checklist developed for international operations. A
sample is provided for your reference in Appendix A. As each department has
different needs, this checklist should be modified as necessary to reflect the
needs of the operation.
There will be an enormous amount of paperwork involved for an international

trip. Most operators find a way to organize this paperwork in a systematic
manner. One good method is to use a three ring binder with tabs for appropri-
ate sections for quick reference to important documents.
International Checklist
International trip planning requires the collection of a large amount of infor-
mation over a period of time. In order to facilitate this, a checklist becomes an
important part of tracking required items. Operators may choose a number of
ways of organizing information, either by category or chronologically.
SimuFlite has developed a categorical type checklist as a starting point for

your planning purposes. This checklist should be modified to your individual
requirements as needed.

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Figure 2-1: International Flight Planning Checklist, Page 1

February 2007
International Flight Planning Checklist, Page 1 (Figure 2-1)
The first section deals with general documentation issues. When each item is
documented, it should be marked with a date. If more than one crewmember
is adding to this form, each addition should be initialed by the crewmember
verifying the item.
The second section has required items pertaining to Operations/Customs and

Handling. General Declarations and Passenger Manifests are on page 1. When
completing General Declarations (Gen Decs) and passenger manifests, it is
important to record them by full name exactly as it appears on their passport.

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February 2007
This page continues with various handling and operational issues and slot
requirements.

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February 2007
This page continues with various handling and operational issues to include
handling, hotels, catering and embassy information. Additionally, phone and
fax numbers are important to have. Add pages as necessary to record this
information.

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February 2007
This page continues with aircraft documentation and required equipment. Use
care when checking off items that are time sensitive. For example, you should
not check off the FMS database until the valid dates cover the trip.

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February 2007
Charts, Navigation and the World

A chart, as used in navigation is basically a flat plane representation of spher-
Route
ical surface.
If a chart were perfectly designed, all features would be shown in the same
Planning
scale, directions would be true and everything would be size and shape accu-
rate. To do that takes a globe. The size and bulkiness of a globe would make it
and
very difficult to use for navigational purposes.
Chart makers have devised virtually thousands of various projections of the

Limitations
earth's surface in order to show various items of interest. A projection is a flat
view of the round globe, displaying the meridians of longitude and their paral-
lels of latitude in such a way as to minimize the inherent distortions of the
desired items. These distortions may be demonstrated in the forms of:
Areas - relative size of objects such as continents

Distances - relative separations of points such as city pairs
Directions - azimuths (angles between points and the poles)
Shapes - relative lengths and angles of intersection
There is no one projection that minimizes all forms of distortion, and this is
the main reason there are so many variations. Regardless of the projection
being used, the smaller the area charted, the less the distortion.
In choosing a projection, you have to decide what is important to you which is

generally determined by the way you use the chart.
Projection Characteristics
There are a number of characteristics that are commonly used in constructing
projections. These are:
Conformity
Constant Scale
Equal Area
Great Circles as straight lines
Rhumb Lines as straight lines
True Azimuth
Geographic position easily located.

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Conformity is the one characteristic that stands out for use in air navigation.
There are three conditions that identify a projection as conformal. These three
are:
The scale at any given point must be independent of the azimuth, although
it is possible for the scale to vary at different latitudes.
The geographic areas must be representative in shape to the actual surface,
although this is most accurate with smaller areas. The larger the area, the
more distortion there is, due to the method of construction.
The lines of longitude and latitude must also be perpendicular just as they
are on the earth's surface. This makes the plotting of coordinates easier and
more accurate.
With Constant Scale, the scale would theoretically be the same at all points.
However, this is not possible when converting a spherical shape to a flat sur-
face. Some projections make this feature possible over short distances. The
Lambert Conformal has this quality, making it very useful for navigators.
Equal Area maintains a constant ratio over the projection, but lends itself to
large amounts of distortion, even to the point of distortion beyond recognition.
This projection is not very useful in a navigation sense, but may be useful for
some other applications such as statistical applications where conformity is
not critical.
The great circle and rhumb line are curved lines that would be useful as a
straight line to a navigator. Unfortunately, both cannot be depicted on the
same projection.
A rhumb line is a curve that crosses each meridian at the same angle. It is also
known as a loxodrome.
A great circle is the shortest path between two points on the surface of a
sphere. A great circle is defined as the intersection of the surface with a plane
passing through the center of the sphere. The equator and all meridians are
great circles. It is not always apparent on charts, as only a few projections
show the great circles as straight lines. The Gnomonic projection is a projec-
tion that shows the great circle as a straight line.

February 2007
Figure 2-5: A Great Circle and Rhumb Line
(Figure 2-5) shows both a rhumb line and a great circle. The great circle is
the shortest path, but it is difficult to follow due to the fact that the bearings
needed to track the path are constantly changing. Following a rhumb line is
easier, as the bearing never changes, but the distance is longer.
All parallels, including the equator, are rhumb lines, since they cross all
meridians at 90. As a point of interest, all meridians are rhumb lines as well
as great circles. A rhumb line will always spiral to a pole unless the bearing is
true east, south, west, or north.
From a navigation point, only a Mercator projection shows all rhumb lines as
a straight line. The only projection that shows a great circle as a straight line is
the gnomonic projection.

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February 2007
Though flight planning service organizations provide flight plan filing ser-
vices, operators should be able to complete and file flight plans as necessary. Preparation
of ICAO
It is a good idea to always have a correctly completed flight plan to use as a
guide should you have to file one for yourself.
Flight plans are required for all flights into international and foreign airspace.
The standard flight plan form is the FAA Form 7233-4, shown in Figure 2-5
International
available at most U.S. FSS's. FAA Form 7233-4 can be downloaded for com-
pletion from http://www.faa.gov/pilots/flt.plan/. Flight plans completed on- Flight Plans
line cannot be filed from this site, only printed and filed with conventional
methods. Flight plans must be transmitted to and should be received by ATC
authorities in each ATC Region to be entered at least 2 hours prior to entry,
unless otherwise stated in the various country requirements. It is extremely
important that, when filing flight plans in countries outside the U.S., inquiry REFERENCES:
be made by the pilot as to the method used for subsequent transmission of International Flight
flight plan information to pertinent en route and destination points, and of the Information Manual IFIM
approximate total elapsed time applicable to such transmissions. Commercial
flight planning services ensure proper distribution of flight plan information www.faa.gov/ats/aat/ifim
when they do the filing. If these services are used only to compute the flight ifim0107.htm
plan, then the pilot must ensure proper processing and distribution of the
flight plan.
The flight plan serves both the purpose of providing advance notice of foreign
airspace penetration and the purpose of providing effective ATC procedures.
For some foreign states, the flight plan is the only advance notice required; for
others, it serves as a check against previously granted permission to enter
national airspace (see aircraft entry requirements for the individual countries
and time limitations for advance flight plan filing). Acceptance of a flight plan
and the issuance of a flight clearance by a foreign ATC unit does not consti-
tute official approval for airspace penetration if prior permission for airspace
penetration is required from civil aviation authorities and such permission has
not been previously secured. Airspace violations arising in these instances are
pursued, and inflight interception may result.
It is particularly important in the case of flights outside of U.S. airspace that

pilots leave a complete itinerary and time schedule of the flight with someone
directly concerned; and to keep that person advised of the flight's progress and
inform him, prior to departing, that if serious doubt arises as to the safety of
the flight, he should first contact an FAA FSS or the nearest U.S. Foreign Ser-
vice Post (Embassy and Consular Office), as appropriate. Upon receipt of
information from any source that an aircraft of U.S. Registry or an aircraft
with U.S. citizens aboard is in distress or missing while on a journey in or
over foreign territory or foreign territorial waters, all available information
should be passed to the nearest U.S. Foreign Service Post (Embassy and Con-
sular Offices) as well as the search and rescue facilities and services in the
particular area of interest.
The International Flight Plan is shown in Figure 2-6. The pages following
contain instructions and examples for completing the flight plan form. The
FAA complies with ICAO format, except that it does not accept cruising
speed/level in metric terms.

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Figure 2-6: The International Flight Plan

February 2007
Instructions for Completing the International Flight Plan
General
Use BLOCK CAPITALS when completing each item.

Adhere closely to the prescribed formats and manner of specifying data.
Commence inserting data in the first space provided. Where excess space
is provided, leave unused spaces blank.
Insert all clock times in 4 figures UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
Shaded area preceding Item 3 is to be completed by ATS and COM ser-
vices, unless the responsibility for originating flight plan messages has
been delegated.
NOTE: The term aerodrome
where used in the flight plan is
Instructions for Insertion of ATS Data
intended to cover also sites other
Complete items 7 to 18 as indicated hereunder. than aerodromes which may be
used by certain types of aircraft
Complete also Item 19 as indicated hereunder, when so required by the (e.g., helicopters or balloons).
appropriate ATS authority or when otherwise deemed necessary.
NOTE: Item numbers on the form

ITEM 7: AIRCRAFT IDENTIFICATION (MAXIMUM 7 are not sequential, as they corre-
CHARACTERS) spond to Field Type numbers in
ATS messages.
INSERT one of the following aircraft identifications, not exceeding 7 charac-
ters:
a. The registration marking of the aircraft (e.g., EIAKO, 4XBCD,

N2567GA) when:
In radio telephony the call sign to be used by the aircraft will consist of
this identification alone (e.g. 00TEK), or preceded by the ICAO tele-
phony designator for the aircraft operating agency (e.g., SABENA
00TEK);
The aircraft is not equipped with radio;
OR
b. The ICAO designator for the aircraft operating agency followed by the
flight identification number (e.g., KLM511, NGA213, JTR25) when in
radio-telephony the call sign to be used by the aircraft will consist of
the ICAO telephony designator for the operating agency followed by
the flight identification (e.g., KLM511, NIGERIA213, HERBIE25).

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ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT (1 OR 2

NOTE: Provisions for the use of
CHARACTERS)
radio-telephony call signs are
contained in Annex 10, Volume II, INSERT one of the following letters to denote the category of flight rules with
Chapter 5. ICAO designators and which the pilot intends to comply:
telephony designators for aircraft
operating agencies are contained I if IFR
in Doc 8585 - Designators for Air- V if VFR
craft Operating Agencies, Aero-
nautical Authorities and Services. Y if IFR first *
Z if VFR first*
* If indicating either Y or Z, specify in Item 15 the point or points where a
change of flight rules is planned.
TYPE OF FLIGHT
INSERT one of the following letters to denote the type of flight when so
required by the appropriate ATS authority:
S if scheduled air transport

N if non-scheduled air transport operation
G if general aviation
M if military
X if other than any of the defined categories above

February 2007
ITEM 9: NUMBER AND TYPE OF AIRCRAFT AND TURBULENCE
DATA
NUMBER OF AIRCRAFT (1 OR 2 CHARACTERS)
Insert the number of aircraft, if more than one.
TYPE OF AIRCRAFT ( 2 TO 4 CHARACTERS)
INSERT the appropriate designator as specified in ICAO Doc 8643, Aircraft

Type Designators.
OR - if no such designator has been assigned, or in case of formation flights

comprising of more than one type, INSERT ZZZZ and SPECIFY in Item 18,
the numbers(s) and type(s) of aircraft preceded by TYP/.
WAKE TURBULENCE CATEGORY (1 CHARACTER)
INSERT an oblique stroke followed by one of the following letters to indicate

the wake turbulence category of the aircraft:
H - HEAVY to indicate an aircraft type with a maximum certificated take-off

mass of 136,000 kg (300,000 lbs) or more;
M - MEDIUM to indicate an aircraft type with a maximum certificated take-

off mass of less than 136,000 kg (300,000 lbs) but more than 7,000 kg (15,500
lbs)
L- LIGHT to indicate an aircraft type with a maximum certificated take-off

mass of 7,000 kg (15,500 lbs) or less

February 2007
CAE SimuFlite
ITEM 10: EQUIPMENT

INSERT one letter as follows:
N if no COM/NAV/ approach aid equipment for the route to be flown is car-

ried, or if the equipment is unserviceable; OR
S if standard COM/NAV/ approach aid equipment for the route to be flown is

carried and serviceable (Standard equipment is considered to be VHF RTF,
ADF, VOR and ILS unless another combination is prescribed by the appropri-
ate ATS authority).
AND/OR INSERT one or more of the following letters to indicate the COM/
NAV/ approach aid equipment available and serviceable:
A Not Allocated M Omega
B Not Allocated O VOR
C LORAN C Q Not Allocated
D DME P P-RNAV
E Not Allocated R RNP type certification indi-

cates aircraft meets the RNP
type prescribed for the route
segment(s), route(s)
F ADF T TACAN
G GNSS U UHF RTF
H HF RTF V VHF RTF
I Inertial Navigation W RVSM Certified
J Data Link specify in item X MNPS Certified

18 the equipment carried,
preceded by DAT/ followed
by one or more letters as
appropriate
K MLS Y CMNPS Certified
L ILS Z Other Equipment specify in

item 18 the other equipment
carried, preceded by COM/ or
NAV/ as appropriate

February 2007
INSERT one or two of the following letters to describe the serviceable sur-
veillance equipment carried:
N NIL
A Transponder Mode A (4 digits - 4096 codes)
C Transponder Mode A (4 digits - 4096 codes) and
Mode C
X Transponder - Mode S without both aircraft Without
both aircraft identification and pressure altitude
transmission
P Transponder - Mode S including pressure-altitude
transmission, but no aircraft identification transmis-
sion
I Transponder - Mode S including aircraft identifica-
tion transmission, but no pressure altitude transmis-
sion
S Transponder - Mode S , including both pressure
altitude and aircraft identification transmissions
ADS Equipment
DADS capability

February 2007
CAE SimuFlite
ITEM 13 DEPARTURE AERODROMES AND TIME (8

CHARACTERS)
INSERT the ICAO four-letter location indicator of the departure aerodrome;
OR
If no location identifier has been assigned, INSERT ZZZZ and SPECIFY in

Item 18 the name of the aerodrome preceded by DEP/; OR
If the flight plan is received from an aircraft in flight, INSERT AFIL, and
SPECIFY in Item 18 the ICAO four letter identifier of the location of the ATS
unit from which supplementary flight plan data can be obtained, preceded by
DEP/.
THEN - WITHOUT A SPACE, INSERT for a flight plan submitted before

departure on the same day, the estimated 4 digit off-block time (HHMM); OR
For a flight plan that will be activated on a different day, use a 6 digit date
time group; the first 2 digits will be the date and the next 4 digits will be the
proposed departure time (DDHHMM).

February 2007
ITEM 15:ROUTE
INSERT the first cruising speed as in (a) and the first cruising level as in (b)
without a space between them.
THEN, following the arrow, INSERT the route description, as in (c ).
a. Cruising speed (maximum 5 characters)

INSERT the True Airspeed for the first or whole cruising portion of the flight
in terms of:
Kilometers per hour, expressed as K followed by 4 figures (e.g.,

K0830), or
Knots, expressed as N followed by 4 figures (e.g., N0485), or
Mach Number, when so prescribes by the appropriate ATS to the near-
est hundredth of unit Mach, expressed as M followed by 3 figures (e.g.,
M082).
a. Cruising level (maximum 5 characters)
INSERT the planned cruising level for the first whole portion of the route to
be flown in terms of:
Flight Level, expressed as F followed by 3 figures (e.g., F085; F330);

or
Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g.,
A045; A100); or
Standard Metric Level in tens of Metres, expressed as S followed by 4
figures (e.g., S1130); or
For uncontrolled VFR flights, the letters VFR; or
Other, when so prescribed by the ATS authorities.
a. Route (including changes of speed, level and/or flight rules)
Flights along designated ATS routes

INSERT if the departure aerodrome is located on or connected to the ATS
route, the designator of the first ATS route; OR NOTE: When a transition is
planned between a lower and
If the departure aerodrome is not on or connected to the ATS route, the letters upper ATS route and the routes
DCT followed by the point of joining the first ATS route, followed by the des- are oriented in the same direc-
ignator of the first ATS route. tion, the point of transition need
not be inserted.
THEN, INSERT each waypoint at which either a change of speed or level, a

change of ATS route, and/or a change of flight rules is planned;
FOLLOWED IN EACH CASE by the designator of the next ATS route seg-
ment, even if the same as the previous one; OR
By DCT if the flight to the next point will be outside a designated route,
unless both points are defined by geographical coordinates.

February 2007
CAE SimuFlite
Flights outside designated ATS routes

INSERT points normally not more than 30 minutes of flying time or 370 km
(200 NM) apart, including each point at which a change of speed or level, a
change of track, or a change of flight rules is planned; OR
When required by appropriate ATS authority(ies),
DEFINE the track of flights operating predominately in an east-west direction

between 70 N and 70 S by reference to significant points formed by the inter-
sections of half or whole degrees of latitude with meridians spaced at intervals
of 10 degrees of longitude. For flights operating in areas outside these lati-
tudes, the tracks shall be defined by significant points formed by the intersec-
tion of parallels of latitude with meridians normally spaced at 20 degrees of
longitude. The distance between significant points shall, as far as possible, not
exceed 1 hour's flying time. Additional significant points shall be established
as deemed necessary.
For flights operating predominately in a north-south direction, define tracks

by reference to significant points formed by the intersection of whole degrees
of longitude with specified parallels of latitude, which are spaced at 5 degrees.
INSERT DCT between successive points unless both points are defined by
geographical coordinates, or by bearing and distance.
Use only the conventions in (1) to (5) below and SEPARATE each sub-item
by a space.
(1).ATS route (2 to 7 characters): The coded designator assigned to the

routes or route segment including, where appropriate, the coded desig-
nator assigned to the standard departure or arrival route (e.g., BCN1,
B1, R14, UB10, KODAP2A).
(2).Significant point (2 to 11 characters): The coded designator (2 to 5
characters) assigned to the point (e.g., LN, MAY, HADDY), or, if no
coded designator has been assigned, one of the following ways:
Degrees only (7 characters)
2 figures describing latitude in degrees followed by N (North) or S
(South) followed by 3 figures describing longitude in degrees, fol-
lowed by E (east) or W (West). Make up the correct number of fig-
ures where necessary, by insertion of zeroes, e.g., 46N078W.
Degrees and minutes (11 characters)
4 figures describing latitude in degrees and tens and units of minutes
followed by N (North) or S (South), followed by 5 figures describ-
ing longitude in degrees and tens and units of minutes, followed by
E (East) or W (West). Make up the correct number of figures, where
necessary by insertion of zeroes, e.g., 4620N07805W.
Bearing and distance from a navigation aid:
Identify the navigation aid (normally a VOR), in the form of 2 or 3
characters, then the bearing from the aid in the form of 3 figures
giving degrees magnetic, THEN the distance from the aid in the
form of 3 figures expressing nautical miles. Make up the correct

February 2007
number of figures, where necessary, by insertion of zeroes: e.g., a
point 180 magnetic at a distance of 40 nautical miles from VOR
DUB should be expresses as DUB180040
(3).Change of speed or level (maximum 21 characters): The point at which
a change of speed (5% TAS or 0.01 Mach or more) or a change of level
is planned, expressed exactly as in (2) above, followed by an oblique
stroke and both the cruising speed and the cruising level, expressed
exactly as in (a) and (b) above without a space between them, even
when only one of these quantities will be changed. Examples as fol-
lows:
LN/N0284A045
MAYN0305F180
HADDY/N0420F330
4602N07085W/N0500F350
46N078W/M082F330
DUB180040/N0350M0840
(4).Change of flight rules (maximum 3 characters): The point at which the
change of flight rules is planned, expressed exactly as in (2) or (3)
above, as appropriate, followed by a space and one of the following:
VFR if from IFR to VFR e.g., LN VFR
IFR if from VFR to IFR e.g., LN/N0284A050 IFR
(5).Cruise climb (maximum 28 characters)
The letter C followed by an oblique stroke: THEN the point at which
cruise climb is planned to start, expressed exactly as in (2) above, fol-
lowed by an oblique stroke; THEN the speed to be maintained during
cruise climb, expressed exactly as in (a) above; followed by the two
levels defining the layer to be occupied during cruise climb, each level
expressed as in (b) above or the level above which cruise is planned
followed by the letters PLUS, without a space between them.
Examples are as follows:
C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620

February 2007
CAE SimuFlite
ITEM 16:DESTINATION AERODROME AND TOTAL ESTIMATED

ELAPSED TIME; ALTERNATE AERODROME(S)
Destination aerodrome and total estimated elapsed time (8 char-
NOTE: For a flight plan received acters)
from an aircraft in flight, the total
estimated time is the estimated INSERT the ICAO four letter location indicator of the destination aerodrome
time from the first point of the followed, without a space, by the total estimated elapsed time; OR
route to which the flight plan
applies. If no location indicator has been assigned, INSERT ZZZZ followed, without a
space, by the total estimated elapsed time, and SPECIFY in Item 18 the name
of the aerodrome, preceded by DEST/.
Alternate aerodrome(s) (4 characters)

INSERT the ICAO four letter location indicator(s) of not more than two alter-
nate aerodromes, separated by a space; OR
If no location indicator has been assigned to the alternate aerodrome, INSERT

ZZZZ and SPECIFY in Item 18 the name of the aerodrome, preceded by
ALTN/.

February 2007
ITEM 18:OTHER INFORMATION
INSERT 0 (zero) if no other information, or any other information in the pre-
ferred sequence shown hereunder, in the form of the appropriate indicator fol-
lowed by an oblique stroke and the information to be recorded:
EET/ Significant points or FIR boundary designators and accu-

mulated estimated elapsed times to such points or FIR
boundaries, when so prescribed on the basis of regional
air navigation agreements, or by the appropriate ATS
authority.
Examples:
EET/CAP 0745 XZY0830
EET/EINN0204
RIF/ The route details to the revised destination aerodrome,
followed by the ICAO four letter location indicator of the
aerodrome. The revised route is subject to re-clearance in
flight.
Examples:
RIF/DTA HEC KLAX
RIF/ESP G94 CLA APPH
RIF/LEMD
Explanation: The intent of the RIF is to facilitate a re-
clearance to a revised destination, normally beyond the
filed destination airport. If prior to departure, it is antici-
pated that, depending on fuel endurance in flight, a deci-
sion may be made to proceed to a revised destination, this
can be shown on the flight plan by writing RIF/ and pro-
viding the information concerning the possible revised
route and destination. For example, a flight crew at
Anchorage, Alaska might really want to fly to Tokyo
(RJAA). But if strong headwinds are forecast, the crew
might have to file to Chitose (RJCC) because of fuel
endurance. However, if the crew files RIF/RJAA in the
ICAO flight plan and later realizes that fuel endurance is
sufficient to fly to Tokyo, the crew can ask for re-clear-
ance to Tokyo. The RIF/RJAA in the flight plan prepares
air traffic controllers for the inflight request should it be
possible.
REG/ The registration markings of the aircraft, if different from
aircraft identification in Item 7
SEL/ SELCAL Code, if so prescribed by the appropriate ATS
authority
OPR/ Name of the operator, if not obvious from the aircraft
identification in Item 7
STS/ Reason for special handling by ATS; e.g., hospital air-
craft, one engine inoperative; e.g., STS/HOSP, STS/ONE
ENG INOP
TYP/ Type(s) of aircraft, preceded, if necessary, by number(s)
of aircraft if ZZZZ is inserted in Item 9
PER/ Aircraft performance data, if so prescribed by the appro-
priate ATS authority

February 2007
CAE SimuFlite
COM/ Significant data related to communication equipment as

required by the appropriate ATS authority, e.g., COM/
UHF only
DAT/ Significant data related to data link capability, using one
or more of the letters, S,H,V and M; DAT/S for satellite
data link, DAT/H for HF data link, DAT/V for VHF data
link, DAT/M for SSR Mode S data link
NAV/ Significant data related to navigation equipment as
required by appropriate ATS authority
DEP/ Name of departure aerodrome, if ZZZZ is inserted in
Tem 13, or the ICAO four letter location of the ATS unit
from which supplementary flight plan data can be
obtained, if AFIL is inserted in Item 13
DEST/ Name of destination aerodrome, if ZZZZ is inserted in
Item 16
ALTN/ Name of destination alternate aerodrome(s) if ZZZZ is
inserted in Item 16
RALT/ Name of en-route alternate aerodrome(s)
CODE/ Aircraft address (expressed in the form of an alphanu-
meric code of six hexadecimal characters) when required
by appropriate ATS authority
RMK/ Any other plain language remarks when required by the
appropriate ATS authority, or deemed necessary

February 2007
ITEM 19:SUPPLEMENTARY INFORMATION
Endurance
NOTE: CROSS OUT indicator C
After E/, INSERT a 4 figure group giving the fuel endurance in hours and if dinghies are not covered AND
minutes. INSERT color of dinghies if car-
ried.
Persons on Board
After P/, INSERT the total number of persons (passengers and crew) onboard,
when required by the appropriate ATS authority.
INSERT TBN (to be notified) if the total number of persons is not known at
the time of filing.
Emergency and survival equipment

R/ (Radio)
CROSS OUT U if UHF on frequency 243.0 MHz is not available

CROSS OUT V if VHF on frequency 121.5 MHz is not available
CROSS OUT E if emergency location beacon aircraft (ELBA) is not
available
S/ (Survival Equipment)
CROSS OUT all indicators if survival equipment is not carried.

CROSS OUT P if polar survival equipment is not carried.
CROSS OUT D if desert survival equipment is not carried
CROSS OUT M if maritime survival equipment is not carried
CROSS OUT J if jungle survival equipment is not carried
J/ (Jackets)
CROSS OUT all indicators if life jackets are not carried.

CROSS OUT L if life jackets are not equipped with lights.
CROSS OUT F if life jackets are not equipped with fluorescent.
CROSS OUT U or V as in R/ above to indicate radio capability of jack-
ets, if any.
D/ (DINGHIES) (NUMBER)
CROSS OUT indicators D and C if no dinghies are carried, OR

INSERT the number of dinghies carried AND
INSERT the total capacity, in persons of all dinghies carried, AND
CROSS OUT indicator C if dinghies are not covered AND
INSERT color of dinghies if carried.
A/ (AIRCRAFT COLOR AND MARKINGS)
INSERT color of aircraft and significant markings.

February 2007
CAE SimuFlite
N/ (REMARKS)
CROSS OUT indicator N if nor remarks; OR

INDICATE any other survival equipment carried and any other
remarks regarding survival equipment.
C/ (PILOT)
INSERT name of pilot-in command.

FILED BY
INSERT the name of the unit, agency or person filing the flight plan.
Finding All This Information

If you have run a computerized flight plan, much of this information may be
available to you. Using the information above, review the following section
from a flight plan run by Universal Aviation.
CODED ICAO FLIGHT PLAN
(FPL-F2THSIMU-IG
-F2TH/M-SXWHIGRY/S
-KTEB0200
-N0460F410 DCT MERIT DCT HFD DCT PUT DCT BOS DCT KANNI/
M080F410
N37B BANCS/M080F410 NATU DOGAL/M080F410 NATU BABAN/

N0452F450
UN544 DEVOL UL975 WAL LOREL3F
-EGSS0621 EGLL
-EET/KZNY0001 KZBW0003 CZQM0042 CZQX0142 EGGX0356

EISN0504 EGTT0544
BANCS0200 URTAK0206 46N050W0212 49N040W0307 51N030W0356
54N020W0443
REG/F2THSIMU SEL/ DOF/050317 RMK/TCAS EQUIPPED
E/0735 P/TBN D/1 10 YELLOW A/WHITE)
KZNYZQZX KZBWZQZX CZQMZQZX CZQXZQZX EGGXZOZX EGT-

TYTYR EBBDZMFP
LFPYZMFP

February 2007
With today's technologies, it is hard to consider the possibility of manual
flight planning as the norm. Under certain circumstances, it may be required.
Navigation logs and/or master documents requirements are published in the
Flight Log
appropriate references for the airspace in which you are operating.
If a routing change occurs, you must electronically receive a new computer

Preparation
flight plan or produce a navigation log. This can be accomplished manually.

February 2007
CAE SimuFlite

February 2007
There may be times when it is necessary to manually complete a navigation
log. There are also times when it may became necessary to fly the data manu-
ally computed due to navigation system failure, so it is important to develop
Dead
skills in the manual computation of flight plans.
With modern navigation computers, it would seem that the pilot could use the
Reckoning
FMS generated courses instead of plotting or other accepatable manual tech-
niquesbut this would be a mistake. The magnetic heading derived on a
Navigation
computer flight is an average great circle heading over the leg distance. This
is either computed by averaging the from waypoint heading and to waypoint
heading, or by using the mid-meridian technique.
The magnetic course information initially shown on the FMS is only the from
waypoint course and is not corrected for wind. Even if corrected, using the
initial heading only instead of the average heading, the aircraft position can be
off course by many miles at the end of the leg.
In summary, when computing or recomputing for a re-route, it is imperative to

calculate the average magnetic heading for the leg to be used in the event dead
reckoning becomes necessary.

February 2007
CAE SimuFlite
Figure 2-7: CAE Navigation Log

. Manual Flight Planning
A navigation log can be completed by following these steps to manual flight
planning: You will need a navigation log, current plotting chart, dividers, plot-
ter and computer (manual or electronic) to complete. For the purposes of
example, we will use a route of flight of Gander (CYQX) to Shannon (EINN)
via 50N50W, 51N40W, 52N30W, 53N20W, BURAK, Shannon
1. List all the necessary waypoints for the trip or re-route as applicable on the
Navigation Log (Figure 2-7):
2. Mark each of the significant points defining your cleared route of flight on
a current plotting chart.
Using a sharp pencil, make a small mark on each of these points as
accurately as possible. The smaller and more accurate the mark, the
more accurate your data will be.
If necessary, circle the marked points in order to more easily see your
marks.
3. Join each of these points by proposed course lines.
Use the dividers as necessary to help correctly align the plotter over the
two route segments and draw a single line using a sharp pencil

February 2007
The thinner and more accurately the line is drawn, the better the data. If
visibility is an issue, the line can be highlighted later for better visibil-
ity. A non-flourescent marker is recommended, as they do not tend to
fade out under dimmed cockpit lighting like the fluorescent markers do.
4. With plotter and dividers, measure the true course and distances.
Place one end of the dividers at the beginning of a route segment and NOTE: The true course must be
the other end at the ending point of that route segment. Span the route determined using the mid-merid-
segment, with the dividers held perpendicular to the work surface, ian technique , e.g., the midpoint
Lay the plotter on the chart with the bottom against the legs of the of any route segment
dividers. Slide the plotter against the legs until the grommet (center
hole) lines up over the center meridian of the route segment. Follow the
meridian to the top of the plotter and read the true course.
Without adjusting the span of the divider, position along any scaled line
NOTE: Distance can only be
of longitude. Each whole degree of latitude is equal to 60 NM of dis-
measured along lines of longitude
tance. Each tic mark between lines of latitude is equal to 10 NM. by determining the number of
Count the number of degrees of latitude and multiply by 60. degrees and minutes of latitude
spanned
Count the tic marks for any portion of one full degree of latitude and
multiply by 10.
Add the two products together to find the total distance of the route
segment.
At the midpoint of the route segment, determine the magnetic variation
for the route segment.
5. Select the average magnetic variation for each route segment.
6. Determine the true airspeed (Figure 2-8)
CR-3 Computer Method
There may be a time when you may need to manually compute True Mach
to True Airspeed. For this example, you are at FL450 with a True Mach of
M.83 and an OAT of -57C In order to convert true Mach numbers to true
airspeed:
a. Set up the face of the computer where 60 on the outside scale is directly
above 10 on the inside scale. With the computer held where 60 is in the
12:00 position, look to the 7:30 position relative to the center grommet
and locate the second window from the center titled Mach Index.

February 2007
CAE SimuFlite
Figure 2-8: Determining True Airspeed
b. Rotate the computer so that the double-headed arrow (1) is pointing at

the actual outside air temperature below the window or the correct alti-
tude above the window.
Figure 2-9: CR3 Setup
c. The computer remains in this setup until the problem is solved.

d. Using the outer rings on the computer, locate your assigned mach num-
ber (2) on the inner scale and read the true airspeed above it.

February 2007
e. Set the temperature on the Mach index to -57. Then locate 83 on the
inner ring which represents M.83. Use the cursor if needed to refer to
the outer ring and read the True Airspeed of 475 KTAS.
7. Apply forecast winds to determine drift correction and groundspeed for
each leg.
To determine drift correction and headwind/tailwind components, follow
the steps below:
Position the TAS arrow under the TAS. From the preceding prob-
lem, use 456 KTAS. You are flying a magnetic course of 93 with a
variation of 20 west variation over the 20 westerly variation mark.
Read the True Course under the TC index.
You may start here if the true course is already known. Position the
true course over the true course marker.
Use a wind direction of 310T at 50KTS. Without moving the
indexes, locate the wind direction and speed and mark with a pencil
on the blue/green
From the mark determine the crosswind component by paralleling
the vertical grid up or down until it crosses the horizontal scale. A
crosswind value of 42KTS left crosswind results.
Using the outermost ring of the computer, locate the computed
crosswind component and determine the drift correction, read
directly below it. This results in a drift angle of approximately 5
left correction. If the drift angle exceeds 10, the effective TAS scale
should be used.
Figure 2-10: Determining Drift Direction

February 2007
CAE SimuFlite
Moving laterally from the wind dot to the vertical scale solves for
headwind/tailwind adjustment values for ground speed calculations.
A tailwind component of 27 knots is obtained. The aircraft ground-
speed is 456 + 27 or 483 KTS.
Figure 2-11: Headwind/Tailwind Adjustment
8. Apply drift correction to true course to get true heading; apply variation to
true heading to get magnetic heading. Repeat for each route segment.
9. Using distance and groundspeed, compute the time en route for each route
segment.
10.Using the aircraft range charts and company SOPs on fuel, determine fuel
requirements.
11. Compute an equal time and/or Point of Safe Return if required.

February 2007
Equal Time Point (ETP)

Equal Time
An equal time point is the geographical point in a flight at which the aircraft
has the same flying time continuing on to a given airport, or turning around
and returning to a given airport. There may be several ETP airport pairs cho-
Points, Points
sen, and/or conditions used for computing an ETP. of Safe
ETPs are normally computed using the following criteria, remembering that
the airport pairs do not have to be actually on the route, but merely usable:
Return, and
All engines running and normal pressurization. This is useful if an Points of No
immediate diversion is needed for a non-aircraft reason or problem
where the airplane is not limited. It could be as simple as a change of
Return
plans, or a much greater issue such as an onboard medical emergency.
An engine(s) failure where a lower altitude and airspeed result, but
pressurization remains enabling higher altitudes
A loss of pressurization where the aircraft would be required to
descend to breathable air en route to the diversion airport
The above issues are normal considerations, but you should develop an ETP
for any contingency you feel would enhance safe operations for a given flight.
An ETP should be computed anytime the flight is a long distance between

usable airports. Oceanic flying and operating in remote areas (Class II naviga-
tion) should involve the computation of ETPs. Each ETP, regardless of the
conditional criteria, is a function of:
True Airspeed, which is a function of configuration and altitude

Wind factor, which is dependent upon the final altitude selection
Distance, which is based on usable airports typically close to coastlines
and/or along the route of flight
At the ETP, always have enough fuel to reach any of your ETP diversion air-
ports with some reserves. Be wary of ETP fuel computations, especially
when generated from a computerized flight plan provider. They are very accu-
rate, but ensure you understand the method they are using to compute the fuel
required, as there are a number of different methods to compute fuel required.
Most will assume the drift down altitude to be attained directly under the air-
craft rather than using the drift down profile; and some will have only minutes
of fuel remaining at the ETP airport. They are not necessarily wrong, but it is
imperative you understand how your provider computes these values.
When computing a loss of pressurization scenario, ensure that the descent to

altitude will allow for the diversion to be safely flown and meet any existing
oxygen needs. Most flight plan providers can hard select a descent altitude or
a starting altitude for drift down. If the computer selects a higher than a no
oxygen required level in order to have sufficient fuel, then ensure you have an
ample supply of oxygen to fly the diversion.
If forced to descend from your cruise altitude and you have insufficient fuel to
reach your intended divert airfields, you are operating with a wet footprint. A
wet footprint is defined as an area encompassing a distance each side of an
ETP where an airplane, if required to descend, will not have sufficient fuel to
make the forward or backwards ETP airport. The size of the area is deter-
mined by the total fuel onboard, descent altitude, length of over water leg,

February 2007
CAE SimuFlite
wind and other individual factors. An oxygen wet footprint would be identical
to a fuel wet footprint except that oxygen supply is the criteria creating the
problem.
Commercial Operators are restricted from operating with a wet footprint. Part
91 operators do not have that restriction, but it is strongly recommended that
they do not operate with a wet footprint.
Manual Computations of ETP

In order to compute an ETP, you must determine the following:
Total Distance (TD) between the ETP diversion airfields

Groundspeed to Return (GSRET) which is the groundspeed from the
ETP back to the last diversion airfield based on TAS and wind factors
at the selected altitude and aircraft configuration
Groundspeed to Continue (GSCONT) which is the groundspeed from
the ETP continuing on to a diversion airfield based on TAS and wind
factors at a selected altitude and aircraft configuration
True Airspeed (TAS) which is determined from the aircraft flight man-
ual
Wind factors determined along the proposed flight route at the selected
altitude. A first half wind factor reflects turning back; a second half
wind factor reflects continuing on.
The formula for computing an ETP using a CR-3 or E-6B computer is:
The formula for computing on a calculator is:

February 2007
Example # 1 - Using the CR-3 or E6-B Computer
The ETP for this flight from Gander to Shannon using the Gulfstream III as an
example, assuming an engine failure, should be computed as follows:
Given
Engine failure average TAS at FL300 300 KTS
First half wind factor (return) -45
Ground Speed Return 255KTS
Second half wind factor (continue) +35
Ground Speed Continue 335 KTS
Total Distance 1,720 NM
Insert the numbers into the formula as follows:
Using a CR-3 or E6-B computer, set up the computer side so that 1720 on the
outer scale is directly above 590 on the inner scale. Now locate 255 on the
inner scale and read the ETP directly above it on the outer scale in nautical
miles.
Figure 2-12: The ETP for this trip is 775 miles east of Gander.

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Example # 2 - Using a Calculator
The ETP for a flight from San Francisco to Honolulu using the Gulfstream II
as an example, assuming an engine failure, should be computed as follows:
Given
Engine failure average TAS at FL300 300 KTS
First half wind factor (return) +60
Ground Speed Return 360 KTS
Second half wind factor (continue) -60
Ground Speed Continue 240 KTS
Total Distance 2,100 NM
Insert the numbers into the formula as follows:
Using a calculator, the ETP is 1,260 miles west of San Francisco.
Off Route Diversion

Along most flight routes across oceanic areas, it is possible to leave the flight
route and divert to a location that is not ahead or behind you. This technique
may eliminate a wet footprint situation along your flight route. It does, how-
ever, always provide you with options. The more options you have, the better
the chances of a safe aircraft recovery.
The process for finding and using an off route diversion airfield is:
Step Action
1 Plot a great circle route between the last usable diversion airfield to the off-route diversion airfield.
2 Plot a great circle route from the off-route diversion airfield to the first usable diversion airfield.
3 Compute the geographical ETP along both of these great circle routes.
4 From each ETP, plot a line perpendicular to that route until it intersects the planned flight route. The area along
the flight route between these two intersection points will provide a shorter flying time to the off-route diversion
airport as opposed to either of the other two selected diversion airfields. If the two perpendicular lines intersect
before reaching the planned flight route, the aircraft will never be closer to the off-route diversion airfields.
Table 2-A; Off-Route Diversion Procedures

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Figure 2-13: ETP Plotting Example 1

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Example# 1 - Determine if Bermuda would be a usable off-route diversion

airfield on this trip from San Juan, Puerto Rico to Kennedy International
Given
Engine out altitude FL300
Engine out TAS at FL300 300 KTS
San Juan to Bermuda
First half wind factor +5
Return To San Juan Ground Speed 305 KTS
Second half wind factor -5
Continue to Bermuda Ground Speed 295 KTS
Bermuda to Kennedy
Return to Bermuda Ground Speed 345 KTS
Conrtinue to Kennedy Ground Speed 255 KTS
Distance San Juan to Bermuda 845 NM
Distance Bermuda to Kennedy 662 NM
The ETP is located 430 NM from San Juan.
Figure 2-14:

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ETP #2 Bermuda - Kennedy
The ETP is located 381 NM from Kennedy.
Figure 2-15:
Plot the ETPs along the appropriate great circle route. Draw the lines perpen-
dicular to those routes from the ETPs until they intersect the actual flight
route.
If the perpendicular lines did not intersect each other prior to the actual flight
route, there is a segment, where based on time, you are closer to Bermuda
than either Kennedy or San Juan. Refer back to Figure 2-13 on page 45.

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Figure 2-16: Example #2Honolulu to Wake Island

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Example # 2 - Determine if Midway would be a usable off-route diversion on
a trip from Honolulu to Wake Island.
Given:
Engine out altitude FL300
Engine out TAS at FL300 300 KTS
Honolulu to Midway
Return to Honolulu Ground Speed 325 KTS
Continue to Midway Ground Speed 275 KTS
Midway to Wake Island
Return to Midway Ground Speed310
Continue to Wake Island Ground Speed290 KTS
Distance Honolulu to Midway 1,175 NM
Distance Midway to Wake Island 1,065 NM
ETP #1 Honolulu - Midway
The ETP is located 636 NM from Honolulu.
ETP #2 Midway - Wake Island
ETP #2 is located 560 NM from Midway.
With the ETP's computed, use the same plotting technique as outlined in
example #1. There is a segment along the flight route where, based on time,
Midway is closer than either Honolulu or Wake Island.

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Point of Safe Return (PSR)

A Point of Safe Return is that point in a flight that still allows the aircraft to
return to a given airport with established reserves. This may also be referred
to as the radius of action.
PSR components consist of:
True airspeed at cruise altitude

Wind factor at cruise altitude (GSOUT and GSRTN)
Total fuel endurance minus reserves (T)
The formula for PSR on a CR-3 or E6-B computer is:
The formula on a calculator is:
A PSR is necessary only if the destination airport has no alternates. A PSR

may be desirable to a number of reasons, especially where acceptable alter-
nates may be lacking in critical areas such as medical or similar issues. It is
always a good idea to know when a return to the origin becomes impossible.
Good examples of possible scenarios are Wake Island in the Pacific or Santa
Maria on the Azores Islands in the North Atlantic, during the winter.
Example #1
Assume the destination on the Gulfstream III flight is Santa Maria. Over Gan-
der Newfoundland, a total of six hours of fuel remains and it is determined
that a minimum of one hour of fuel would be acceptable for a return to Gan-
der. Compute the PSR as follows:
Given:
TAS 440 kts
Wind Factor +70
Time 5+00 hours
Insert the values into the formula:

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When solved on the calculator (370 x 5.0)/880 = PSR = 2.1 or 2+06
Using the CR-3 or E6-B computer, set 880 on the outer scale directly over
5+00 hours on the inner scale. Locate 370 on the outer scale and read the PSR
in time directly below. The PSR is 2 +06 in hours and minutes.
Figure 2-17:
Example # 2
Assume the aircraft is headed for Wake Island. Abeam Midway, a total of
4+40 hours of fuel remain and it is determined that a minimum of 40 minutes
of fuel would be acceptable returning to Midway. Compute the PSR as fol-
lows:
Given
TAS 425 kts
Wind Factor -20
Time 4+00
Insert the values into the formula for calculator computations

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Completing the calculation gives us a PSR of 2 hours and 5 minutes. The air-
craft can fly its routing for this long, but then must commit to continuing to
Wake Island or returning to Midway.
Or with the CR3:
Figure 2-18:

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In July 1996, the United States began using the METAR and TAF formats for
providing weather information. Though the format is the same, there are some
differences from the international versions. For example, the international
International
version reports visibility in meters or kilometers and reports the altimeter in
hectopascals instead of inches of mercury. Be careful flying in the CIS and
Meteorology
China as wind speeds may be given in meters per second. Altimeter settings in
the CIS are QFE, not QNH.
When preparing for your flight, gather all weather forecasts for destination,
alternatives and possible off-route diverts. The contents of a weather folder
should include:
METARs
TAFs
Significant weather charts covering the flight route
Wind and temperature prognostic charts for cruise altitudes,
single engine altitude and unpressurized altitude
Tropopause prognostic charts
Refer to the International Meteorology chapter for further information.

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It is important to realize that these documents will not necessarily be com-
pleted in order. The eight items listed below are necessary to complete an itin-
erary:
Itinerary
Destination(s) chosen by the company or passengers Planning
En route airports to be used, chosen by the company or crew, but some-
times dictated by aircraft performance or crew
Distances between stops. This information available from, but not lim-
ited to the IATA Distance Manual, computer flight plans, long range
navigation systems, or measurement using globes and geometers
Wind factors along the routes to be used available from the Boeing
Winds on World Air Routes, IATA Seasonal Wind Factors, or current or
historical wind factors derived from computer flight plans
Planned true airspeed based on specific range speed, long range cruise
or high speed cruise
Flying time between selected airports based on distance, true airspeed
and wind factors
Ground time at each selected location based on passenger's require-
ments, turnaround capacity, crew rest requirements, and /or next stop
arrival time
Local time factors to determine local and/or UTC times
ICAO and IATA Codes

Airport ABCs: An Explanation of Airport Identifier Codes
Written by Dave English
Reprinted from Air Line Pilot December 1994 with permission.

Copyright December 1994 Air Line Pilot, all rights reserved.
From ABE (Allentown/Bethlehem/Easton, Pennsylvania) to ZRH (Zurich,

Switzerland), airports around the world are universally known by a unique
three-letter code: the Location Identifier in aviation-speak. It's obviously
much easier for pilots, controllers, travel agents, frequent flyers, computers
and baggage handlers to say and write ORD than the O'Hare International
Airport in Chicago, Illinois -- but how did this practice start, and why are
some airport codes easy to understand (ABE and ZRH) while others seem to
make absolutely no sense (ORD)?
When the Wright brothers first took to the air in 1903, there was no need for
coding airports since an airport was literally any convenient field with a
strong wind. However, the National Weather Service did tabulate data from
cities around the country using a two-letter identification system. Early air-
lines simply copied this system, but as airline service exploded in the 1930's,
towns without weather station codes needed identification. A bureaucrat had a
brainstorm, and the three-letter system was born, giving a seemingly endless
17,576 different combinations. To ease the transition, existing airports placed
an X after the weather station code. The Los Angeles tag became LAX. Inci-
dentally at the historic sand dune in Kitty Hawk, the U.S. National Parks Ser-
vice maintains a tiny airstrip called FFA - First Flight Airport.

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Many airport codes are simply the first three letters of the city name: ATL is
Atlanta, BOS is Boston, MIA is Miami, SIN is Singapore, and SYD is Syd-
ney, Australia. The first letter(s) of multiple cities served forms other codes:
DFW for Dallas Fort Worth, MSP for Minneapolis/St. Paul, and GSP for
Greenville/Spartenburg, South Carolina. Sometimes the city name lends itself
to one letter for each word, such as Salt Lake City (SLC), Port of Spain in
Trinidad & Tobago (POS), or even Port au Prince, Haiti (PAP).
Most of the hard to decipher identifiers become obvious if one knows the
name of the airport rather than the city served. Two good examples from Lou-
isiana are MSY and ESF -- Moisant Field in New Orleans and Esler Field in
Alexandra. Orly airport (ORY) and Charles De Gaule airport (CDG) serve
Paris, France, while Tokyo, Japan has the Narita airport (NRT). When you
know what the code represents, some curious acronyms become obvious:
CMH is Columbus Municipal Hangar, BWI is Baltimore Washington Interna-
tional, LGW is London Gatwick, and LHR is London Heathrow!
This system of identifying airports caught on quickly and soon expanded to

include all radio navigation aids used by pilots. This system of identifying air-
ports caught on quickly and soon expanded to include all aviation radio navi-
gation aids. The VOR on the field at ORD sends out the Morse code for ORD.
Recently some VOR's not located at the airport of the same name changed
identifiers to prevent possible confusion. The clearance cross 10 miles south
of Chattanooga was confusing when the airport and VOR were five miles
apart. FAA surprisingly didn't try to change the name of the city but changed
the VOR, resulting in the Chattanooga Airport (CHA) and the Choo Choo
VOR (GCO)!
All localizer identifiers are prefaced with an I. Compass locators are assigned
a two-letter identifier, normally using the localizer as a base. For example, at
ABC the localizer might be IABC, the locator outer marker, AB, and the loca-
tor inner marker, BC (Note, outside the US, radio navigation aid naming may
be much less formal).
Some special interest groups successfully lobbied the government to obtain

their own special letters. The Navy saved all the new 'N' codes. Naval aviators
learn to fly at NPA in Pensacola, Florida and then dream of going to Top Gun
in Miramar, California (NKX). The Federal Communications Committee set
aside the 'W' and 'K' codes for radio stations east and west of the Mississippi
respectively. 'Q' was designated for international telecommunications. 'Z' was
reserved for special uses. The Canadians made off with all the remaining 'Y
codes which helps explain YUL for Montreal, YYC for Calgary, etc. One of
the special uses for 'Z' is identifying locations in cyberspace. What am I talk-
ing about? Well, an example is ZCX the computer address of the FAA's air
traffic control headquarters central flow control facility. ZCX is not an airport
but a command center just outside Washington D.C., that controls the airline
traffic into major terminals.
The lack of these letters puts a crimp in the logic of some codes: if the city
starts with a 'N', 'W', or 'K', it's time to get creative! Norfolk, Virginia, ignored
the 'N' to get ORF; Newark, New Jersey, is EWR, Newport News, Virginia,
chose to use the name of the airport to get PHF -Patrick Henry Field. Both
Wilmington, North Carolina and Key West, Florida followed Norfolk's lead to
obtain ILM and EYW. West Palm Beach in Florida did some rearranging to
get PBI -Palm Beach International; Kansas City, Missouri became MKC and
more recently its larger international airport chose MCI!

February 2007
The continued growth of aviation worldwide meant that three letter combina-
tions were insufficient to identify every airport. Eventually the system
expanded, allowing numbers and four digit combinations; however, an airport
served by scheduled route air-carrier or military airlift aircraft always has a
code comprising of only three letters. My hometown of Raleigh, North Caro-
lina, not only has RDU (Raleigh/Durham International), but also the much
smaller 5W5 (South Raleigh Airport), W17 (Raleigh East Airport), 2NC3
(Sky-5 helipad), and ONC4 (Wake Medical Center Heliport). The two-letter,
two-number identifiers use the two-letter Post Office or supplemental abbre-
viation of the State for the two letters: 2ND9 is in North Dakota, 85FL is in
Florida, etc. Hilton Head Island, South Carolina, known as 49J when it was a
general aviation airport, now has airline service and therefore a new airport
identifier - HHH.
Lacking both 'W' and 'N' Washington National has a code of DCA for District
of Columbia Airport. The newer Dulles airport just outside D.C. was DIA
(from Dulles International Airport); however, the DIA and DCA were easy to
confuse, especially when hastily written in chalk on a baggage cart, scribbled
on a tag or a handwritten air traffic control strip, so we are stuck with the
backwards IAD. Now one of the rules of the game is the first and second let-
ters or second and third letters of an identifier may not be duplicated with less
than 200 nautical miles separation.
Houston has HOU for the William B. Hobby airport. The 200 mile rule lead to
the airport label of IAH, for the new Intercontinental Airport Houston. Louis-
ville, Kentucky, already had an airport with the logical code of LOU; there-
fore, the letters for the new airport had to be something radically different:
SDF stands for Standiford Field.
The airport ciphers sometimes don't originate with the city or airfield name
but with the county in which it resides. Longview/Kilgore in Texas is GGG,
from Gregg county airport. The 'W' in Detroit's DTW comes from Wayne
county; the 'P' in Greenville's PGV comes from its location in Pitt County,
North Carolina. However the John Wayne Airport serving Orange County
takes its call letters from the less recognized Santa Ana (SNA).
A little more geography cracks the code for CVG, MDT and GTR. Cincinnati,
Ohio, has its airport located in northern Kentucky (look at a map if you don't
believe me!); therefore, Cincinnati's ID actually comes from the town of Cov-
ington - CVG. Harrisburg International is physically located in Middletown,
Pennsylvania (MDT). Any Mississippi State Bulldogs' fan can tell you that
Columbus, Starkville, and West Point form the Golden Triangle of Missis-
sippi, with airline service at the Golden Triangle Regional Airport (GTR).
History, rather than geography, solves the puzzle of BNA, TYS, GEG, OGG
and MCO. The main airport in Nashville, Tennessee, was named in honor of
Col. Harry Berry who helped build it: BNA. Knoxville, also in Tennessee,
doesn't have a single letter in common with its tag of TYS; however, an histo-
rian would know that the Tyson family donated the land in honor of their son
killed in World War I. The current Orlando International Airport stands on the
land that used to be McCoy Air Force Base (MCO). Spokane International
Airport is coded as GEG in honor of Major Harold C. Geiger, a pioneer in
Army aviation and ballooning. Geiger field was renamed in 1960 but the code
was not changed. Kahului Airport, Maui, was designated as OGG in honor of
aviation legend, and Lihue native, Capt. Bertram J. Hogg (pronounced Hoag).
One of the world's largest airports, JFK, is also one of the very few that
changed call letters. A change is rare because an identifier becomes so well

February 2007
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known to airline staff that changes are not normally permitted. Interestingly
the John F. Kennedy airport's former code also came from the name of the
field -- IDL for Idlewild airport. If you knew that Fort Myers used to be called
SouthWest Florida Regional, the RSW moniker starts to make sense. A code
used by American Airlines/American Eagle but never seen by the traveling
public is GSW. Pilots spend months at GSW, but no planes land or take-off
there. The mystery is solved when you discover that Americans' Flight Acad-
emy, with its many simulators and classrooms, is in Ft. Worth on the former
site of the Greater SouthWest Airport.
Years ago, entire metropolitan areas were given a code to include many air-
ports; NYC covered New York City and LON signified London. Unfortu-
nately there are no new metropolitan area codes due to the scarcity of letters.
These codes provide the ability to quickly look up in a computerized reserva-
tion system all the flights to a certain city without using separate codes for
each airport. Entering WAS as a designation will give me the next few flights
to BWI, IAD and DCA -- the Washington, D.C. area. In fact, three letter codes
are so scarce that after a year they can be recycled: when Idlewild Airport
became JFK, the old IDL tag was retired then reused for Indianola, Missis-
sippi.
Airlines use the three-letter codes internationally in their own network, Sita,
for messages such as passenger loads and departure times. World ATC and
weather agencies use a separate teleprinter network, the Aeronautical Fixed
Telecommunications Network (AFTN), which uses a four-letter location indi-
cator. Going from large area to actual airport, the first letter relates to the part
of the world and the second letter the country. The third letter is a group of air-
ports within that country. Most countries who use this particular convention
use a letter to denote the FIR in which the airport is located. So F is Frankfurt
FIR in Germany, M is Munich; P is Paris FIR, M is Marseilles. Other ways to
use the third letter include identifying a group of airports with a common fac-
tor. For example, A was used in Germany for all Canadian and American air
force bases. The last letter positively identifies a specific airport.
Thus Aberdeen, Scotland, has the International Civil Aviation Organization

(ICAO) location indicator of EGPD -- E for Northern Europe, G for United
Kingdom, P for Scottish region, and D for Dyce field. Want to figure out
LFPG? It's L for southern Europe, F for France, P for Paris FIR, and G for
Charles de Gaulle airport. Easy! One more example is EDMM. E for northern
Europe, D for Deutchland (Germany), M for Munchen (Munich) FIR, and M
again for the Munich airport.
So if London Heathrow has two codes -- and it does, LHR and EGLL -- how
come I've heard Chicago O'Hare only called ORD? The answer is unique to
the United States. In the 48 contiguous States the ICAO code is formed sim-
ply by adding a K to the FAA code. This explains why international flight
plans refer to KORD, KMIA, KJFK, etc.
Other airports within FAA jurisdiction have ICAO codes usually formed by
taking two letters from the FAA name and prefixing them with PA for Alaska,
PH for Hawaii, or PG for Guam. PT appears to be Pacific Trust Territories
(Pohnpei, Yap, Chuuk, etc.), and there are various random other P codes like
PWAK for Wake Island.
Instrument pilots are familiar with another type of identifier, not for an airport
or navigation aid but simply for a point in space. Every airway intersection is
a five letter, supposedly pronounceable, combination, from AADCO to
ZZARP. Just like airports, some fixes are named after towns: close to Raleigh,

February 2007
N.C., are DUHAM (over Durham) and CHAPL (over Chapel Hill) intersec-
tions. Some are named after people or events, and others are named just for
fun: BORED, BUILT, BUTCH. The excellent book Chasing The Glory, by
Michael Parfit, introduces us to the woman who names intersections, Macho
Irene. She dreams of some pompous B-747 captain saying, Roger, will report
MUMMI.
From LA to DUHAM, identifiers have grown in complexity and are now used
as computer codes in vast reservations systems and flight management com-
puters. The latest trend in bag-tagging technology is laser printed bar codes
for automated luggage systems. Will # ## # ## ever completely replace DFW?
The answer may be found at DIA, the new Denver International Airport,
which, when open, will inherit the familiar DEN code.
Oh, still wondering about the world's busiest airport, O'Hare International,
and its ORD code? Well once upon a time, before the editor and publisher of
the Chicago Tribune, Colonel Robert McCormick suggested a name change as
tribute to pilot Lt. Cmdr. Edward Butch O'Hare, USN, there was an airstrip
well to the northwest of Chicago with a quaint, peaceful name -- Orchard
Field.
Destination, Tech Stop and Contingency

Airports
When given the intended destination(s), the work is just beginning. The air-
port must be determined to be suitable for use. There are a number of sources
of information that can help determine if the airport is viable for your use.
1. Is the airport suitable for the performance of the aircraft and your intended
operations? The airport must be checked to ensure adequate runway length
and obstruction clearance to permit the operations desired. Weight restric-
tions for runways, ramps and taxiways must be considered.
2. Are the operating hours of the airport suitable for your operation? Many
airports have inflexible operating hours. Even if overtime is available, it
can be very expensive. If possible try to not arrive at the very beginning or
ending of a operating period as en route delays or speed ups may result in
holding or diversion.
3. What airports are available for use as an alternate? Many restrictions may
apply to the suitability of an airport to be used as an alternate above and
beyond the approach and landing field considerations. Many of the same
restrictions to be used as a destination will apply to alternate selection. Is
Customs available if necessary? When prior permission for use is required,
it may very well mean to be used as an alternate as well.

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En route
After determining the airports that are acceptable, the next step is to figure out
how long that it will take to get there and what technical stops will be required
to get the trip done.
A globe with a geometer or an equivalent program on the internet will provide

a good picture of the great circle route to your destination. It will also help to
show problem areas such as a stretch of overwater flight that is too long for
the range of the airplane.
If a technical stop is required, attention should be paid to what services are

available that might be needed in case of malfunction. A crew change at an
intermediate stop requires attention as well. For example, airline or other
transportation availability to the technical stop location for replacement crew
is a major consideration. If the incoming flight is diverted from the intended
to an alternate destination, will there be sufficient transportation to move the
crew to where they are needed?
Additionally, in today's hostile world, security concerns may dictate taking a

different route to your destination.
Once these items and other similar concerns have been addressed, it is time to
start working on an itinerary. Because of time zone and date issues resulting
from international flight, careful planning is required in order to not only
project flight times, but to be able to ensure compliance with slots and other
time constraints common with international flight.

February 2007
Completing the Itinerary

A standard flight itinerary is an excellent tool with which to start planning a
trip. An itinerary provides the planner a methodical means to organize plan-
ning materials and to track changes. This becomes valuable when you need to
work backwards across date and time zones to project a departure time based
upon arrival time. Both examples will be addressed.
To start, fill out the header with at least the date of the revision, revision num-
ber and who prepared it. For this example we will be planning a trip from Dal-
las, TX to London Biggin Hill airport with a technical stop in Gander NF. For
the first leg we will need to leave Dallas at 1900 local time and figure out
what time we will arrive in London. For the return leg, we will need to arrive
back in Dallas at 1800. What time will we have to leave London?
Fill out the header
Figure 2-19: CAE SimuFlite Itinerary Header
It is important to remember to use block times in preparing itineraries. If a

long taxi is expected, allow time in your block calculations. Make sure your
passenger understand the times are a time to start moving. Airport arrivals
will need to be early enough to clear all customs and immigration inspections.
The handler will be able to provide reasonable estimates for these times.
When slots are involved, brief your passengers that arriving late and missing a
slot may result in lengthy delays.
Outline the Trip
Fill out the origin time zone information and the + or - to convert local
time to UTC.
For each leg, complete the departure and arrival information and fill in
the time zone information for each location.
Insert block times for each leg and any known ground times. As a good
starting point, use at least one hour for a tech stop to help allow suffi-
cient time for customs, agriculture inspections and other legalities not
normally encountered in domestic flying.
Start with departing Dallas at 1900 and carefully apply flight times and
time zone corrections. Flight planners work in UTC, and companies
work in local time, so both are equally important. The third column for
the time reference to the origin is not required, but most offices want to
know what time is best to contact their people, as this helps them in
their planning.

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The miles remaining, if desired, cannot be filled in until the trip plan-
ning is completed.
Use the remarks as needed for important reminders.
Figure 2-20: Outlining the Trip

Your plan is to remain in London until the time needed to arrive home at 1800
local time in Dallas on 2/19/2005. The steps will be the same as above but will
be worked backwards. After the preliminary steps are filled in, start with the
arrival time and start working up the page. It is generally easier to work in
UTC and correct for local time working backwards.
Figure:2-21:
Continue to work backwards until you determine the appropriate time to leave
London. Remember that while these are block times, they are the time you
need to start taxiing. According to the plan, you will need to leave London at
12:10 local time on 2/19.

February 2007
Figure 2-22:
If you have not done so, this would be a good point to engage the services of a
professional handler. There is no requirement to do so, but because of the
complexity of planning and coordination, a company without a dedicated and
trained dispatch should seriously consider the use of such a service provider.
Regardless, the operator is responsible to ensure that all necessary arrange-
ments are made.

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February 2007
In the complex environment of international operations, a handler can be one
of the most useful tools available to the flight department. They have the
assets to stay current with the changing requirements regarding international
Handlers
flight. Even flight departments with formal dispatch capability frequently find
use for the services provided by the handlers. and Service
What Can a Handler Do For You? Providers
A competent flight handler should be able to provide flight plans in a variety
of formats as required by the user and that meet the requirements for interna-
tional flight. Additionally, they should be able to provide at least the follow-
ing:
Flight Planning
Destination, alternate and ETP airport weather considerations, both
current and historical
Preferred routing schemes, RAD (Route Availability Document) calcu-
lations and be able to correctly route flights accounting for issues such
as RNP, MNPS and RVSM requirements as well as restrictions
imposed by communications or geo-political considerations
Resolution of routing conflicts within the Eurocontrol system if Euro-
pean operations are required
Established flight plan filing procedures for each country overflown or
operated in by the operator
Established procedures to obtain all necessary slots, permits and over-
flight permissions and notifications for all areas of intended operation
by the operator
Flight Status
24/7 service available from all areas of intended operation
Through communications with the operator and handler network, be
able to track the flight from actual time of departure to actual time of
arrival for each leg and by trip (flight following). This information
should be transmittable as required to the operator's base of operation
or as required for company tracking of the flight by a communications
method acceptable to the operator.
Airport and Country Information

Reliable information pertaining to airport, operating hours, slots and
other operating restrictions
Cabotage restrictions
Miscellaneous Services
Airport (A.R.O.) Reservations

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U.S. Customs and Immigration notification

U.S. border overflight permits - when entering U.S. across the southern
border
Visa waiver exemption allowing specific foreign nationals to enter U.S.
without a U.S. visa
Fuel
Provide confirmation that suitable fuel and fueling services are available
Supporting Services
Overflight Permits
Slots
Charter Services
Crew Accommodations
U.S. Border Overflight
Cellular Phone Rental
Visa and Passport Assistance
Arrival/Departure and General Declaration Cards
Security
Hotel Reservations
Ground Transportation
Catering

February 2007
General
There are two overriding concepts when dealing with Customs, Immigration
Customs,
and Agricultural regulatory agencies:
1. There is a continual barrage of changes and new regulations and procedures

Immigration
with which to contend. and
2. Procedures are often inconsistent not only within a country, but even within
a local office. Local interpretation is prevalent throughout the world. Agriculture
With these concepts in mind, this chapter will address major subjects, but any
issues regarding customs, immigration and agriculture should be researched
prior to each trip, not only outgoing to a different country or region, but also
for return to your home country.
Personal Documentation
It is the responsibility of the pilot in command of an aircraft to ensure that not
only you and your crew have the proper documentation, but that your passen-
gers do as well.
It is time well spent to ensure that all passengers have their required docu-
ments on their person prior to departure. It may not be popular, but it is very
important.
Passports
http://travel.state.gov/passport/passport_1738.html
As a pilot involved with international travel, you will

need a passport to be able to not only enter foreign coun-
tries, but to re-enter the United States as well. Training
facilities require the presentation of a valid passport or
other acceptable means of proving citizenship prior to
commencing aircraft training.
Some people, depending on travel needs may require a

second passport.
Typically, your U.S. Passport is valid for 10 years. A second passport if

granted is good for two years, but may be renewed via application up to 5
times if granted. Each renewal is a re-application and is not automatic.
A number of countries will not allow travel on a current passport if it is the

final six months of validity. Working with your handler, as well as a travel
document specialist will help determine any such requirements. The IFIM
provides links to each country's embassy and consulates to assist in establish-
ing requirements.
This is your proof of citizenship and the document should be closely guarded.
As with other important documents, you should have copies made and keep
them separate during travel in the event they become lost or stolen.

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Visas
In addition to having a current and valid passport from your home country,
further documentation may be required to enter and travel in a foreign coun-
try. Some are issued as to the purpose of your trip, or length of stay. They will
all have some form of application. Most will require a passport photo to
accompany the application along with a fee.
Generally, your passport will have to accompany the visa application as the
issuing agency will affix the visa to a blank page in your passport. Each visa
requires a complete blank page. If you do not have sufficient blank pages, you
may either have to request new passport pages or a new passport.
When returned, the visa may or may not have a photo attached to it. Also,
most visas are time limited for validity. Others may also attach a time where
you must enter the country and have the visa stamped or lose validity. As a
rule, if you have a valid visa that expires after the date of your passport, you
will generally have to obtain a new visa.
Additionally, as a pilot, you may not require a visa when your passengers do,
or you may be required to procure a different type.
It is important to have the correct documentation on hand. Non-compliance

can result in substantial fines or possible detention of you or your passengers.
Working with your handler, as well as a travel document specialist will help
determine any such requirements. The IFIM provides links to each country's
embassy and consulates to assist in establishing requirements.
Immunization Records
http://www.who.int/en/
http://www.cdc.gov/
There are many worldwide health concerns that typ-

ically do not affect life in other parts of the world.
Diseases such as Malaria, Dengue Fever, Typhoid,
Hepatitis and SARS present special issues. People
traveling in parts of the world where these diseases
are present and active may require immunizations to
enter or leave the country.
The World Health Organization as well as the Center for Disease Control are
both valuable sources in determining the requirements for vaccinations and
other precautions.
The U.S. Department of Health and Human Services provides an International

Certificate of Vaccination approved by the World Health Organization for
proving required immunizations have been accomplished. This is PHS-731
and is commonly called the Yellow Card.
U.S. Customs
http://www.cbp.gov

February 2007
TSA and Homeland Security

http://www.tsa.gov/public/
Advance Notice of Arrival in Canada and Mexico

Many countries, including Canada and Mexico, require advance notice of
pilots' intent to arrive in those countries. Under agreements between the
United States, Canada, and Mexico, private plane operators may usually
include this advance notice in Item 2 of the Remarks section of a flight plan.
This flight plan must then be filed at the nearest FAA flight service station
before the pilot departs from the United States. That station will then transmit
the message to the proper authorities in the country of destination. Contact the
nearest FAA flight service station about this procedure.
Aircraft carrying passengers or cargo for hire or compensation on either the

outbound or inbound portions of flights are only considered private aircraft
for U.S. Customs and Border Protection (CBP) reporting purposes. These air-
craft must comply with the clearance requirements for commercial aircraft,
which are set forth in Part 122 of the Customs Regulations.
CBP officers have the authority to search aircraft leaving the United States for
a foreign destination as well as those entering the United States.
Providing Notification to CBP

In order to have a CBP officer present to provide inspectional services for you
and your aircraft, you must notify CBP of your intention to land and the esti-
mated time of your arrival. This notification may be provided by telephone,
radio, or by an ADCUS message (ADvise CUStoms) in the flight plan
through the FAA. The term ADCUS should be clearly identifiable in the
Remarks section of your flight plan if you wish to have CBP notified.
Be aware, however, that the ADCUS procedure involves relaying informa-

tion and is not as timely or reliable as direct communication (telephone or
radio). CBP recommends that, if possible, pilots communicate directly with
CBP by telephone or other means to assure that an officer will be available at
the time requested. It is the pilot's responsibility to make sure that CBP is
properly notified. Failure to do so may subject the pilot to a penalty.
Special Reporting Requirements: Southern Border, Pacific, Gulf

of Mexico and Atlantic Coastlines
CBP has identified general aviation aircraft as being at high risk for narcotics
smuggling. This is especially true for aircraft flying from areas south of the
United States. Therefore, to prevent such smuggling, the following special
reporting procedures have been instituted for aircraft coming from these
areas:
All private aircraft arriving in the United States via the United States/Mexican
border or the Pacific Coast from a foreign location in the Western Hemisphere
south of 33 degrees north latitude must furnish a notice of intended arrival
with CBP at the designated airport nearest the border or coastline crossing
point. (See the list of designated airports).
All private aircraft arriving in the United States via the Gulf of Mexico or the
Atlantic Coast from a foreign location in the Western Hemisphere south of 30
degrees north latitude, or from any place in Mexico or from the U.S. Virgin
Islands, shall also furnish a notice of intended arrival. Such aircraft must then

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land for inspection at the nearest designated airport unless an overflight

exemption has been granted under Section 122.25 of the Customs Regula-
tions. The CBP must grant landing rights to these aircraft in order for them to
land at designated airports that are not also approved as international airports.
See the list of Airports Where CBP is Normally Available for further informa-
tion on this subject.
The requirement to furnish an advance notice of intended arrival does not

apply to private aircraft departing from Puerto Rico and conducting their
flights under instrument flight rules (IFR) until they have crossed the United
States coastline or proceeded north of 30 degrees north latitude prior to cross-
ing the coastline. The notice must be furnished at least one hour before cross-
ing the United States coastline or border. The notice may be furnished directly
to CBP by telephone, radio, by an ADCUS message in the flight plan through
the FAA. The FAA will accept ADCUS notices up to 23 hours before arrival.
Private aircraft arriving in the continental United States from Puerto Rico
must provide a one-hour advance notice of coastline or border penetration--
not landing, but border penetration--if they are not conducting their flights on
an IFR flight plan per Section 122.23(b) of the Customs Regulations. This
requirement also applies to private aircraft that have flown beyond the inner
boundary of the Air Defense Identification Zone (ADIZ) south of 30 degrees
north latitude on the Atlantic Coast or beyond the inner boundary of the Gulf
Coast ADIZ south of the United States-Mexican border or beyond the inner
boundary of the Pacific Coast ADIZ south of 33 degrees north latitude and
that have not landed in a foreign place. This one-hour advance notice require-
ment may be satisfied either by filing a flight plan with the FAA and placing
ADCUS in the Remarks section of the flight plan or by contacting CBP
directly at least one hour before the inbound crossing of the United States bor-
der or coastline.
The notice to CBP required by this section must include the following:
Aircraft registration number

Name of aircraft commander
Number of passengers who are United States citizens
Number of alien passengers
Place of last departure
Estimated time of crossing a United States border or coastline and loca-
tion of the border or coastline
Name of United States airport of first landing
Estimated time of arrival
Designated Airports
Private aircraft coming from a foreign location are required to furnish a notice
of intended arrival in compliance with these special reporting requirements,
which apply to private flights originating in areas south of United States bor-
ders. These flights must land for CBP processing at a designated airport near-
est the border or coastline crossing point unless the aircraft has been
exempted from this requirement. In addition to the requirements of this para-
graph, private aircraft commanders must comply with all other landing and
notice-of-arrival requirements. This landing requirement does not apply to

February 2007
private aircraft that have not landed in a foreign place or that are arriving
directly from Puerto Rico.
Exemption from Special Landing Requirements

Requests for an exemption from the requirement to land at a designated air-
port can be made to the CBP port director with jurisdiction over the airport
you would normally use when arriving in the United States. If the port direc-
tor approves the request, the applicant must comply with all other require-
ments including the requirement to fly no lower than 12,500 feet mean sea
level; to provide advance notice of penetration to CBP at least one hour before
crossing the border or coastline; to furnish advance notice of arrival at the first
intended airport of landing; and others that may apply.
CBP ports have been instructed to review carefully all requests for overflight
exemptions; in particular, to look for accuracy and completeness of the
required information as well as the applicant's demonstration of genuine need
for this privilege. Controlling aircraft arrivals in the United States is of critical
importance if CBP is to successfully combat the flow of illegal drugs and
other contraband. In order to grant an overflight exemption to an individual or
corporation, the port director must be reasonably assured that the party
requesting the exemption will not compromise the mission of CBP.
Review of the information in an application for overflight exemption is per-

formed in conjunction with other law enforcement agencies, as are back-
ground checks. Some of the information sought is required by law; other
information is voluntary. Performing a background check can be a lengthy
procedure; providing the voluntary information--social security numbers, for
example--can substantially reduce the time required to process your applica-
tion. An application containing insufficient information about individuals or
corporations can create doubt, which can keep background reports from being
forwarded to the deciding official in a timely manner.
Applications should be addressed to the CBP port director with jurisdiction

over the airport you will normally use when arriving from points south of the
United States. Requests for exemptions can be for a single, specific flight or
for a term of one year (called a term exemption). The port director must get
applications for a single overflight exemption at least 15 days in advance of
the intended date of arrival; for term exemptions, at least 30 days in advance.
All overflight exemptions must include the following information:
Aircraft registration number and serial number

Identifying information about the aircraft (make, model, color scheme,
type, such as turboprop, etc.)
A statement that the aircraft is equipped with a functioning mode C
(altitude reporting) transponder, which will be in use during the over-
flight
A statement that the aircraft is capable of flying above 12,500 feet and
that it will be operated at such an altitude during the exempted over-
flight, unless ordered by FAA air traffic controllers to fly at a lower
altitude
Names, home addresses, social security numbers (optional), and dates
of birth of aircraft owners (If the aircraft is being operated under a
lease, the name and address of both the lessee and the owner)

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Names, home addresses, social security numbers (optional), dates of

birth, and any FAA certificate numbers of crewmembers that the appli-
cant wishes to have approved
Included with the operator's application for an overflight exemption will be
individual applications from each crewmember. Crewmember applications
should be in the form of a letter signed by the crewmember to whom it per-
tains. The crewmember making application should include a statement in his
or her letter attesting to the accuracy of the information he or she has just pro-
vided. Items to be addressed are:
Names, home addresses, social security numbers (optional), and to the

extent possible, dates of birth of usual or probable passengers. An
approved passenger must be on board for the overflight exemption to
be used.
Description of usual or anticipated cargo or baggage.
If the aircraft is company-owned, a description of the company's usual
business activity.
Name of intended airport(s) of first landing in the U.S. (The overflight
exemption will only be valid to fly to airports pre-approved by CBP.)
Foreign place(s) from which the flight(s) will originate
Reason for requesting the overflight exemption
Information should be as complete and accurate as possible and should be
specific rather than general. The following points will help you prepare an
acceptable application:
Include all potential crewmembers who might be present on the aircraft

during the term of the exemption you are applying for. In order for
overflight exemptions to remain valid, all crewmembers on a flight
must have been listed on your application.
Provide as much identifying information about crewmembers and pas-
sengers as possible. Social security numbers, passport numbers, aircraft
pilot license numbers, etc., will contribute greatly to expediting back-
ground investigations.
Describe the type of business the corporation is engaged in. If the com-
pany that owns the aircraft is simply an air transportation service for
the benefit of an affiliated company, please provide details.
List the foreign cities and countries the aircraft will visit. CBP recom-
mends describing the nature of your business in each location or indi-
cating whether certain destinations are for vacation or entertainment.
The reason(s) for requesting the overflight exemption should be stated
as concretely as possible. Provide an estimate of the increased costs of
an extra landing at a designated airport (e.g., for fuel, wear on aircraft
components, landing fees, additional time/distance, etc.).
Using the following method to get an estimate, provide an estimate of
the number of nautical flying miles that will be saved annually if the
exemption is granted: Determine the distance from your last foreign

February 2007
point of departure to the U.S. airport where the aircraft will be
inspected. Then calculate the flying distance from the same foreign
point of departure to the same destination with an intermediate stop at
the most convenient (that is, closest to a straight-line route) designated
airport. Then, subtract the mileage for the direct flight from the mileage
for the flight that stops at the designated airport, to calculate the mile-
age saved on a given flight.
Companies involved in air-ambulance operations may be granted a sin-
gle overflight exemption when emergency situations arise, and for non-
emergency transport of individuals seeking medical treatment. Both
U.S. and foreign-registered aircraft are eligible for this special exemp-
tion; however, applicants for this privilege must still provide all the
information normally required for an overflight exemption. Ideally,
CBP should be notified at least 24 hours prior to departure. If this is not
possible, CBP will allow receipt of the application up to departure time;
or, if necessary, in flight through a flight service station.
Applicants should be aware that processing term applications takes time.
Background reports must be prepared and submitted to the deciding official.
Incomplete applications will not be processed. However, the applicant will be
notified of the information still needed to complete his or her application.
An appeals process is available if an application for overflight is denied. CBP

will send the applicant a letter of denial that includes the name and address of
the port director with authority over the airport at which the application was
denied. You may also petition CBP for reconsideration of your request. Send
your petition to: Customs and Border Protection, Office of Field Operations,
Border Security and Facilitation, 1300 Pennsylvania Avenue, Washington,
D.C. 20229.
Documentation and Examination on Arrival

Private aircraft are required to report directly to CBP for inspection immedi-
ately upon arrival. A CBP officer will normally be present if the pilot has
given proper advance notice of arrival. In the event that no inspecting officer
is present, the pilot should report his arrival to CBP by telephone or most con-
venient means. He should keep the aircraft, passengers, crewmembers, bag-
gage, food, and cargo intact and off in a separate place until the inspecting
officer arrives, or until a CBP officer gives special instructions on what the
next steps should be.
The pilot should supply the inspecting officer with the information necessary
to complete the required documentation - the Private Aircraft Enforcement
System Arrival Report (CBP Form 178) - unless the pilot has prepared this
document in advance. CBPF 178, which can be obtained from the CBP web
site or a CBP office, must be completed for all private aircraft arrivals.
The pilot must produce for inspection a valid airman's certificate or a pilot's
certificate or license, a medical certificate, and the aircraft registration certifi-
cate (19 CFR 122.27[c]). Failure to present the required documentation could
result in civil penalties of $5,000 per violation. Overages, attempts to smuggle
contraband, or any act in connection with such violations shall be subject to
fines, as well as seizure and forfeiture of the aircraft, as provided for under
Customs laws 19 U.S.C. 1436 and 1584.

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Crew and passenger baggage will be examined in the same manner as they
would be for other international travelers. A verbal declaration of articles
acquired abroad will suffice unless duty is owed or the inspecting officer con-
siders an inspection necessary. The pilot in command will prepare a baggage
declaration (CBP 6059B) to account for noncommercial cargo or unaccompa-
nied baggage carried on board private aircraft. Appropriate entry for noncom-
mercial cargo or unaccompanied baggage is also required; CBP officers will
furnish the necessary forms. In addition, the inspecting officer may require
that baggage and cargo be removed from the aircraft for inspection, and the
officer may also physically inspect the aircraft. It is the pilot's responsibility to
assist in opening baggage and aircraft compartments. Aircraft operators may
have to hire a certified mechanic in the event of extensive examination.

Crossing
Article 29 of the Convention of International Civil Aviation requires that each
aircraft of a member state carry a Certificate of Registration when engaged in
international air navigation. The pink copy of FAA Form 8050-1 (Aircraft
Registration Application), which authorizes aircraft to be used up to 90 days
within the United States, is not valid for border crossing flights. To minimize
hardships for new owners who wish to use their aircraft in international flight,
the applicant may submit, along with the required registration documents, a
request for expedited processing of the registration.
Immigration Requirements for Private Aircraft Arrivals

Persons arriving in the United States from a foreign place, including Canada
and Mexico, must report for CBP inspection immediately upon arrival.
With some exceptions, anyone who is not either a U.S. citizen or a permanent
resident alien must present a valid passport and valid visa upon entering the
United States. Visas can only be obtained at American consulates or embas-
sies abroad. As of March 17, 2003, landed immigrants in Canada who share a
common nationality with Canada are required to present a valid passport and
a valid visa. Canadian citizens are exempt from visa requirements in most
cases.
United States and Canadian citizens are advised to carry proof of citizenship,
NOTE: Nationals of countries which can include a passport, birth certificate, naturalization papers or other
that participate in the Visa documents that support your claim of citizenship. If you have any questions
Waiver Pilot Program are about what documents are required for entry into the United States, call the
required to obtain visas if they nearest American consulate, embassy, or U.S. Citizenship and Immigration
arrive in the United States on a Service office.
private aircraft.
Most alien passengers must fill out and present upon arrival the Arrival/
Departure Record Form (INS Form I-94, revised March 1, 1986). Earlier edi-
tions may not be used. All persons, except for United States citizens, perma-
nent resident aliens, aliens with immigrant visas, and Canadians, must
complete form I-94.
Individuals who enter the United States by private aircraft and who must
present form 1-94 should be aware that block number 7, Airline Flight Num-
ber, should indicate private. All other items on the form are self-explanatory
and should be completed before arriving in the

February 2007
United States. The completed forms must be presented to CBP officer upon
arrival.
Mexican nationals who have a valid Mexican border crossing card (I-186 or I-
586) or a valid passport and nonimmigrant visitor's visa are exempt from pre-
senting Form I-94 if they remain within 25 miles of the Mexican border and
their stay in the United States does not exceed 72 hours. INS form I-94 is
required for Mexican nationals who want to stay in the United States for up to
30 days or travel to the five-state area of California, New Mexico, Nevada,
Arizona, and Texas. Mexican nationals who present official or diplomatic
passports and who are coming to the United States for reasons other than per-
manent assignment are exempt from Form I-94 reporting requirements.
Aircraft owners are responsible for assuring that all passengers who are
affected by the I-94 reporting requirement have completed and submitted the
form properly. Departure documentation should be annotated on the reverse
side of the I-94 with the port and date of departure. In the space for Carrier,
print the word Private. In the space provided for Flight Number/Ship Name,
print the aircraft's tail number.
Departure documents should be submitted to a CBP officer at the time of

departure from the United States, or mailed to the Affiliated Computer Ser-
vice address listed below, in London, Kentucky. Aircraft owners are responsi-
ble for the submission of all I-94 departure records upon departure to a
foreign destination.
Form I-94 can be purchased from the Superintendent of Documents, Govern-

ment Printing Office, Washington, D.C. 20402, 202.512.1800. Forms and
printing specifications are also available through the INS Form I-94 Support
Desk, Affiliated Computer Service, P.O. Box 140, 1084 South Laurel Road,
London, KY 40743, phone: 606.878.5204. The forms are available in English
and 13 other languages.
Plant and Animal Quarantines of the U.S. Department of

the U.S. Department of Agriculture
To prevent the introduction into the United States of dangerous agricultural
pests, the following are restricted: fruits, vegetables, plants, plant products,
soil, meats, meat products, birds, snails, and other live animals or animal
products. Failure to declare all such items to a CBP officer can result in fines
or other penalties. Agricultural items, whether in baggage, stores, lunches, or
garbage must be brought to the inspecting officer's attention. Prohibited items
will be confiscated if found on board. Agricultural items should not be
brought to the United States from any foreign place unless CBP inspectors
have informed you in advance that such items are admissible. Customs will
coordinate with Animal and Plant Health Inspection Services (APHIS) on
flights arriving from foreign countries. CBP officers must clear aircraft
departing from Hawaii or Puerto Rico and destined for the continental United
States before they depart from these locations. It is the pilot's responsibility to
call the CBP office at the airport of departure and arrange for an inspection.
For further information on this subject, refer to FAA's International Flight

Information Manual, your local CBP office or www.aphis.usda.gov/
index.html.
In Case of Emergency

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If an emergency landing is made in the United States, the pilot should report
arrival by telephone or radio to the nearest CBP office as promptly as possi-
ble. The pilot should keep all baggage and merchandise together in a separate
place and should not allow any passengers or crewmembers to leave the place
of arrival or come into contact with the public without official permission
from CBP to do so, unless such action is necessary to preserve life, health, or
property. If a CBP officer is not present upon arrival, the same procedures,
just described above, should be followed.
Companies involved in air-ambulance operations may be granted a single

overflight exemption for emergency situations, as well as for non-emergency
transport of individuals seeking medical treatment. Both U.S.- and foreign -
registered aircraft are eligible for this special exemption. The applicant must
provide all the information normally required for an overflight exemption.
CBP should be notified at least 24 hours prior to departure. If this is not feasi-
ble, CBP will allow receipt of the overflight exemption application through a
FAA flight service station up to departure time, or in flight if necessary.
Hours of Service
Service is normally provided at airports during regular hours - that is, 8 a.m.
to 5 p.m. seven days a week, as well as on national holidays. However, tours
of duty at airports are based upon the need for services and may be altered to
coincide with schedule changes and peak workloads. The normal hours of ser-
vice can be found in the chapter list of Airports Where CBP Service is Nor-
mally Available. Before departure, private aircraft operators should contact
the CBP officer in charge at the United States airport of intended arrival to
find out what hours service can be expected. Phone numbers for this purpose
will be found in the same chapter. Landing rights and user-fee airports require
prior permission from CBP to land.
User Fees
Private aircraft arriving from foreign areas will be charged a processing fee of
$25 each calendar year.

February 2007
THIS IS A REISSUE OF ONE OF THREE NOTAMS TO CLARIFY THE
INTENT OF THE NOTAMS. Operations
THE FIRST NOTAM ADDRESSES IFR FLIGHT OPERATIONS IN THE
U.S. to and from
THE SECOND NOTAM ADDRESSES OPERATIONS TO/FROM LOCA-
TIONS OUTSIDE THE U.S. AND
Locations
THE THIRD NOTAM ADDRESSES VFR OPERATIONS IN THE U.S. Outside of
EFFECTIVE IMMEDIATELY UNTIL FURTHER NOTICE PURSUANT
TO 14 CFR SECTION 99.7, SPECIAL SECURITY INSTRUCTIONS FOR
THE FOLLOWING PROCEDURES ARE IN EFFECT:
the U.S.
PART I. DEFINITIONS: REFERENCES:
A. TERRITORIAL AIRSPACE OF THE U.S. MEANS THE AIRSPACE A0071/02 (FDC 2/5319) - SPE-
OVER THE U.S., ITS TERRITORIES AND POSSESSIONS AND THE CIAL NOTICE.
AIRSPACE OVERLYING THE TERRITORIAL WATERS BETWEEN THE
U.S. COAST AND TWELVE NAUTICAL MILES FROM THE U.S. OPERATIONS TO/FROM
COAST. LOCATIONS OUTSIDE THE
U.S.
B. OVERFLY/OVERFLIGHT MEANS ANY FLIGHT DEPARTING FROM
AN AIRPORT/LOCATION OUTSIDE THE U.S., ITS TERRITORIES OR
POSSESSIONS, WHICH TRANSITS THE TERRITORIAL AIRSPACE OF
THE U.S. EN ROUTE TO AN AIRPORT/LOCATION OUTSIDE THE U.S.,
ITS TERRITORIES OR POSSESSIONS.
C. U.S. PUBLIC AIRCRAFT IS DEFINED AND DESCRIBED IN 49 USC,

SECTION 40102(a)(37) AND INCLUDES U.S. FEDERAL, STATE, AND
LOCAL GOVERNMENT AIRCRAFT.
D. FLIGHT TRAINING MEANS THAT TRAINING, OTHER THAN

GROUND TRAINING, RECEIVED FROM AN AUTHORIZED INSTRUC-
TOR IN FLIGHT IN AN AIRCRAFT.
PART II. U.S., MEXICAN OR CANADIAN REGISTERED AIRCRAFT

CONDUCTING IFR/VFR OPERATIONS TO/FROM LOCATIONS
OUTSIDE THE TERRITORIAL AIRSPACE OF THE U.S.
NO PERSON MAY OPERATE AN AIRCRAFT UNDER VFR OR IFR TO
OR FROM THE TERRITORIAL AIRSPACE OF THE U.S. EXCEPT AS
PROVIDED BELOW:
A. PART 91 VFR OPERATIONS ARE AUTHORIZED FOR AIRCRAFT

WITH A MAXIMUM CERTIFICATED TAKEOFF GROSS WEIGHT OF
95,000 POUNDS OR LESS, BETWEEN THE COUNTRIES OF THE U.S.,
CANADA, AND MEXICO, PROVIDED ALL THE FOLLOWING CONDI-
TIONS ARE MET:
1. THE AIRCRAFT IS REGISTERED IN THE U.S., CANADA OR MEX-

ICO.
2. THE FLIGHT CREW AND ONLY KNOWN PASSENGERS ARE ON

BOARD.
3. THE PILOT FILES AND ACTIVATES A FLIGHT PLAN.

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4. THE PILOT IS IN COMMUNICATION WITH THE GOVERNING ATC

FACILITY AT THE TIME OF THE BOUNDARY CROSSING.
5. THE AIRCRAFT IS SQUAWKING AN AIR TRAFFIC CONTROL

ASSIGNED DISCRETE BEACON CODE.
6. THE PILOT COMPLIES WITH ALL U.S. CUSTOMS NOTIFICATIONS

AND COMPLIES WITH REQUIREMENTS TO LAND AT AIRPORTS IN
THE U.S., CANADA OR MEXICO DESIGNATED AS PORTS OF ENTRY.
B. PART 91 VFR OPERATIONS NORTH OF THE 54TH PARALLEL ARE

AUTHORIZED FOR AIRCRAFT WITH A MAXIMUM CERTIFICATED
TAKEOFF GROSS WEIGHT OF 95,000 POUNDS OR LESS, BETWEEN
CANADA AND ALASKA PROVIDING THE FOLLOWING CONDI-
TIONS ARE MET:
1. THE AIRCRAFT IS REGISTERED IN THE U.S., CANADA OR MEX-

ICO.
2. THE FLIGHT CREW AND ONLY KNOWN PASSENGERS ARE ON

BOARD.
3. ENTRY BETWEEN CANADA AND ALASKA MUST BE DONE

NORTH OF THE 54TH PARALLEL.
4. TRANSPONDER EQUIPPED AIRCRAFT SQUAWK 1200.
5. THE PILOT FILES AND ACTIVATES A FLIGHT PLAN.
C. PART 129 OPERATORS REQUIRED TO HAVE A SECURITY PRO-

GRAM, PART 129 ALL CARGO OPERATORS, AND PART 129 OPERA-
TORS NOT REQUIRED TO HAVE A SECURITY PROGRAM WITH A
MAXIMUM CERTIFICATED TAKEOFF GROSS WEIGHT OF 95,000
POUNDS OR LESS, AND PART 121 AND 125 OPERATIONS ARE
AUTHORIZED TO DEPART THE U.S.
D. PART 121 OPERATORS FROM EXTRAORDINARY LOCATIONS

(THOSE STATIONS AT WHICH THE FAA REQUIRES EXTRAORDI-
NARY SECURITY MEASURES) OUTSIDE THE U.S. AND PARTS 121,
125, AND 129 FROM ALL AIRPORTS IN CANADA, SCOTLAND,
WALES, ENGLAND, AND NORTHERN IRELAND ARE AUTHORIZED
TO ENTER THE U.S.
E. FAA SECURITY MAY AUTHORIZE, ON A STATION-BY-STATION

BASIS, PART 121 OPERATORS FROM NON-EXTRAORDINARY LOCA-
TIONS TO ENTER THE U.S. FAA SECURITY MAY AUTHORIZE, ON A
STATION-BY-STATION BASIS, PART 129 OPERATORS REQUIRED TO
HAVE A SECURITY PROGRAM TO ENTER THE U.S. PART 129 ALL
CARGO OPERATORS, AND PART 129 OPERATORS NOT REQUIRED
TO HAVE A SECURITY PROGRAM WITH A MAXIMUM CERTIFI-
CATED TAKEOFF GROSS WEIGHT OF 95,000 POUNDS OR LESS ARE
AUTHORIZED TO ENTER THE U.S.
F. U.S. REGISTERED PART 91 OPERATORS ARE AUTHORIZED TO

CONDUCT IFR OPERATIONS FROM U.S. AIRPORTS TO AND FROM
EACH OF THE FOLLOWING COUNTRIES: JAPAN, CANADA, MEX-
ICO, THE BAHAMAS, ENGLAND, SCOTLAND, WALES, AND NORTH-
ERN IRELAND, PROVIDED OPERATORS OPERATE IN ACCORDANCE

February 2007
WITH IFR FROM DEPARTURE TO DESTINATION; MAKE NO INTER-
MEDIATE STOPS, AND; COMPLY WITH ALL U.S. CUSTOMS NOTIFI-
CATIONS AND REQUIREMENTS TO LAND AT U.S. AIRPORTS
DESIGNATED AS PORTS OF ENTRY.
G. FAA SECURITY MAY AUTHORIZE NON-CANADIAN PART 129

OPERATORS REQUIRED TO HAVE A SECURITY PROGRAM, ON AN
OPERATOR BASIS, TO OVERFLY THE TERRITORIAL
AIRSPACE OF THE U.S. PART 129 ALL CARGO OPERATORS, AND

PART 129 OPERATORS NOT REQUIRED TO HAVE A SECURITY PRO-
GRAM WITH A MAXIMUM CERTIFICATED TAKEOFF GROSS
WEIGHT OF 95,000 POUNDS OR LESS, MAY OVERFLY THE TERRI-
TORIAL AIRSPACE OF THE U.S.
H. PART 129 CANADIAN OPERATORS ARE AUTHORIZED TO OVER-

FLY THE TERRITORIAL AIRSPACE OF THE U.S.
I. PART 135 OPERATIONS ARE AUTHORIZED TO OPERATE WITH AN

AIR TRAFFIC CONTROL ASSIGNED DISCRETE BEACON CODE.
J. TRANSIT OF U.S. CONTROLLED AIRSPACE BY ANY AIRCRAFT

BEYOND THE TWELVE NAUTICAL MILE TERRITORIAL LIMIT IS
PERMITTED.
K. IF YOU ARE UNSURE OF YOUR AUTHORIZATION STATUS,

PLEASE CONTACT A FLIGHT SERVICE STATION AT 1-800-WXBRIEF.
PART III. NON-MEXICAN AND NON-CANADIAN REGISTERED AIR-

CRAFT CONDUCTING IFR/VFR OPERATIONS TO/FROM LOCA-
TIONS OUTSIDE THE TERRITORIAL AIRSPACE OF THE U.S.
NO PERSON MAY OPERATE AN AIRCRAFT UNDER IFR OR VFR TO
OR FROM LOCATIONS OUTSIDE THE U.S. IN THE TERRITORIAL
AIRSPACE OF THE U.S. EXCEPT AS PROVIDED BELOW:
A. VFR OPERATIONS ARE NOT AUTHORIZED EXCEPT AS SPECI-

FIED IN D BELOW.
B. PART 91 OVERFLIGHT OPERATIONS ARE NOT AUTHORIZED,

EXCEPT FOR PART 91 IFR OPERATORS WITH A MAXIMUM CERTIFI-
CATED TAKEOFF GROSS WEIGHT LESS THAN 95,000 POUNDS.
C. PART 91 OPERATORS ARE AUTHORIZED TO DEPART THE U.S.

WITH NO INTERMEDIATE STOPS WITHIN THE U.S.
D. IFR/VFR POST MAINTENANCE, MANUFACTURER PRODUCTION,

AND ACCEPTANCE FLIGHT TEST OPERATIONS ARE AUTHORIZED
FOR FOREIGN REGISTERED AIRCRAFT WITH A MAXIMUM CERTIF-
ICATED TAKEOFF GROSS WEIGHT OF 95,000 POUNDS OR LESS,
WITHIN THE TERRITORIAL AIRSPACE OF THE U.S., EXCEPT FOR
OPERATIONS WITHIN THE TEMPORARY FLIGHT RESTRICTION
AREAS ESTABLISHED BY NOTAM, PROVIDED ALL THE FOLLOW-
ING CONDITIONS ARE MET:
OPERATIONAL CONTROL IS BY A U.S. COMPANY;
U.S. PILOTS OPERATE THE AIRCRAFT;

February 2007
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PILOT USES A FLIGHT TEST CALL SIGN; AND
COMPLIES WITH ALL OTHER PROCEDURES IN EFFECT.
E. PART 129 OPERATORS REQUIRED TO HAVE A SECURITY PRO-

GRAM, PART 129 ALL CARGO OPERATORS, AND PART 129 OPERA-
TORS NOT REQUIRED TO HAVE A SECURITY PROGRAM WITH A
MAXIMUM CERTIFICATED TAKEOFF GROSS WEIGHT OF 95,000
POUNDS OR LESS ARE AUTHORIZED TO DEPART THE U.S.
F. FAA SECURITY MAY AUTHORIZE PART 129 OPERATORS

REQUIRED TO HAVE A SECURITY PROGRAM, ON A STATION BY
STATION BASIS, TO ENTER AND OPERATE WITHIN THE TERRITO-
RIAL AIRSPACE OF THE U.S.
G. PART 129 ALL CARGO OPERATORS, AND PART 129 OPERATORS

NOT REQUIRED TO HAVE A SECURITY PROGRAM WITH A MAXI-
MUM CERTIFICATED TAKEOFF GROSS WEIGHT OF 95,000 POUNDS
OR LESS, MAY ENTER AND OPERATE WITHIN THE TERRITORIAL
AIRSPACE OF THE U.S.
H. FAA SECURITY MAY AUTHORIZE PART 129 OPERATORS

REQUIRED TO HAVE A SECURITY PROGRAM, ON AN OPERATOR
BY OPERATOR BASIS, TO OVERFLY THE TERRITORIAL AIRSPACE
OF THE U.S. PART 129 OPERATORS NOT REQUIRED TO HAVE A
SECURITY PROGRAM WITH A MAXIMUM CERTIFICATED TAKEOFF
GROSS WEIGHT OF 95,000 POUNDS OR LESS, MAY OVERFLY THE
TERRITORIAL AIRSPACE OF THE U.S.
PART IV. OTHER AUTHORIZATIONS

A. COMMERCIAL SPACE OPERATIONS ARE AUTHORIZED AND
MUST BE APPROVED IN ACCORDANCE WITH ESTABLISHED PRO-
CEDURES.
B. PART 101 OPERATIONS ARE AUTHORIZED.
C. PART 103 OPERATIONS ARE AUTHORIZED.
PART V. SPECIAL INFORMATION.

A. FOREIGN MILITARY OR FOREIGN GOVERNMENT AIRCRAFT
MUST OBTAIN SPECIFIC APPROVAL FOR FLIGHT OPERATIONS
THROUGH THEIR EMBASSY PRIOR TO FILING AN IFR FLIGHT
PLAN.
B. PILOTS CAN EXPECT SOME DELAYS TO CERTAIN AIRPORTS

DUE TO TRAFFIC VOLUME.
C. PILOTS ARE REMINDED THAT THERE ARE INCREASED SECU-

RITY MEASURES IN PLACE AT MANY AIRPORTS. IN ACCORDANCE
WITH 14 CFR SECTION 91.103, PRIOR TO DEPARTURE, PILOTS
MUST OBTAIN PERTINENT FLIGHT INFORMATION, INCLUDING
ANY TEMPORARY FLIGHT RESTRICTIONS ALONG THEIR ROUTE
OF FLIGHT OR AT THEIR POINT OF DEPARTURE/ARRIVAL.
D. IF YOU ARE UNSURE OF YOUR AUTHORIZATION STATUS,

PLEASE CONTACT A FLIGHT SERVICE STATION AT 1-800-WXBRIEF.

February 2007
WIE UNTIL UFN
International Operations - General
6/7435 (#2) (KFDC A0151/06) FDC PART 1 OF 7 SPECIAL NOTICE...

AIRCRAFT THAT OPERATE TO OR FROM OR OVERFLY TERRITO-
RIAL AIRSPACE OF THE U.S. EFFECTIVE 0608232000 UNTIL FUR-
THER NOTICE. THIS NOTICE REPLACES PREVIOUSLY ISSUED FDC
NOTAM 6/6101. IN ADDITION TO THE REQUIREMENTS PRE-
SCRIBED IN 14 CFR PART 99, SECURITY CONTROL OF AIR TRAFFIC,
THE FOLLOWING SPECIAL SECURITY REQUIREMENTS ARE IN
EFFECT PURSUANT TO 14 CFR SECTION 99.7 SPECIAL SECURITY
INSTRUCTIONS. PART I. AIRCRAFT THAT OPERATE TO OR FROM
OR OVERFLY TERRITORIAL AIRSPACE OF THE U.S. A. UNITED
STATES (U.S.) REGISTERED AIRCRAFT WITH A MAXIMUM CERTIFI-
CATED TAKEOFF GROSS WEIGHT OF 100,309 POUNDS OR LESS ARE
AUTHORIZED IF THEY MEET THE FOLLOWING CONDITIONS:
1.FILE AND ARE ON AN ACTIVE FLIGHT PLAN; 2.ARE EQUIPPED
WITH AN OPERATIONAL MODE C OR S TRANSPONDER AND CON-
TINUOUSLY SQUAWK AN ATC ISSUED TRANSPONDER CODE;
3.MAINTAIN TWO-WAY COMMUNICATIONS WITH ATC; 4.COMPLY
WITH ALL U.S. CUSTOMS REQUIREMENTS. B. U.S. REGISTERED
AIRCRAFT WITH A MAXIMUM CERTIFICATED TAKEOFF END PART
1 OF 7
PART 2 OF 7 SPECIAL NOTICE... GROSS WEIGHT GREATER THAN

100,309 POUNDS ARE AUTHORIZED IF THEY MEET THE FOLLOW-
ING CONDITIONS: 1.FILE AND ARE ON AN ACTIVE FLIGHT PLAN;
2.ARE EQUIPPED WITH AN OPERATIONAL MODE C OR S TRAN-
SPONDER AND CONTINUOUSLY SQUAWK AN ATC ISSUED TRAN-
SPONDER CODE; 3.MAINTAIN TWO-WAY COMMUNICATIONS WITH
ATC; 4.COMPLY WITH ALL U.S. CUSTOMS REQUIREMENTS; 5.ARE
OPERATING UNDER AN APPROVED TSA AVIATION SECURITY PRO-
GRAM OR HAVE APPLIED FOR AND RECEIVED WRITTEN TSA
AUTHORIZATION THROUGH THE SECURITY AUTHORIZATION
PROCESS. C. U.S. REGISTERED AIRCRAFT WITH A MAXIMUM CER-
TIFICATED TAKEOFF GROSS WEIGHT GREATER THAN 100,309
POUNDS AND NOT REQUIRED TO OPERATE UNDER A TSA AVIA-
TION SECURITY PROGRAM, ARE AUTHORIZED TO CONDUCT
OPERATIONS TO OR FROM EACH OF THE FOLLOWING COUNTRIES
AND THE U.S. JAPAN, CANADA, MEXICO, BAHAMAS, ENGLAND,
SCOTLAND, WALES, AND NORTHERN IRELAND, IF THEY MEET
THE FOLLOWING CONDITIONS: 1.DEPART IN ACCORDANCE WITH
IFR OPERATIONS; 2.MAKE NO INTERMEDIATE STOPS; END PART 2
OF 7
PART 3 OF 7 SPECIAL NOTICE... 3.ARE EQUIPPED WITH AN OPERA-

TIONAL MODE C OR S TRANSPONDER AND CONTINUOUSLY
SQUAWK AN ATC ISSUED TRANSPONDER CODE; 4.MAINTAIN
TWO-WAY COMMUNICATIONS WITH ATC; 5.COMPLY WITH ALL
U.S. CUSTOMS REQUIREMENTS. D. AIRCRAFT REGISTERED IN
MEXICO, CANADA, BAHAMAS, BERMUDA, CAYMAN ISLANDS,
AND BRITISH VIRGIN ISLANDS WITH A MAXIMUM CERTIFICATED
TAKEOFF GROSS WEIGHT OF 100,309 POUNDS OR LESS ARE
AUTHORIZED TO OPERATE BETWEEN THESE COUNTRIES AND
THE TERRITORIAL AIRSPACE OF THE U.S. IF THEY MEET THE FOL-
LOWING CONDITIONS: 1.FILE AND ARE ON AN ACTIVE FLIGHT
PLAN; 2.ARE

February 2007
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EQUIPPED WITH AN OPERATIONAL MODE C OR S TRANSPONDER

AND CONTINUOUSLY SQUAWK AN ATC ISSUED TRANSPONDER
CODE; 3.MAINTAIN TWO-WAY COMMUNICATIONS WITH ATC;
4.COMPLY WITH ALL U.S. CUSTOMS REQUIREMENTS. E. AIR-
CRAFT REGISTERED IN MEXICO, CANADA, BAHAMAS, BERMUDA,
CAYMAN ISLANDS, AND BRITISH VIRGIN ISLANDS WITH A MAXI-
MUM CERTIFICATED TAKEOFF GROSS WEIGHT GREATER THAN
100,309 POUNDS ARE AUTHORIZED TO OPERATE BETWEEN THESE
COUNTRIES AND THE TERRITORIAL AIRSPACE OF THE END PART
3 OF 7
PART 4 OF 7 SPECIAL NOTICE... U.S. IF THEY MEET THE FOLLOW-

ING CONDITIONS: 1.FILE AND ARE ON AN ACTIVE FLIGHT PLAN;
2.ARE EQUIPPED WITH AN OPERATIONAL MODE C OR S TRAN-
SPONDER AND CONTINUOUSLY SQUAWK AN ATC ISSUED TRAN-
SPONDER CODE; 3.MAINTAIN TWO-WAY COMMUNICATIONS WITH
ATC; 4.COMPLY WITH ALL U.S. CUSTOMS REQUIREMENTS; 5.ARE
OPERATING UNDER AN APPROVED TSA AVIATION SECURITY PRO-
GRAM OR HAVE APPLIED FOR AND RECEIVED A WRITTEN FAA
WAIVER THROUGH THE SECURITY AUTHORIZATION PROCESS. F.
ALL OTHER REGISTERED AIRCRAFT NOT MENTIONED IN PART I.
A-E ARE AUTHORIZED IF THEY MEET THE FOLLOWING CONDI-
TIONS: 1.FILE AND ARE ON AN ACTIVE FLIGHT PLAN; 2.ARE
EQUIPPED WITH AN OPERATIONAL MODE C OR S TRANSPONDER
AND SQUAWK AN ATC ISSUED TRANSPONDER CODE; 3.MAINTAIN
TWO-WAY COMMUNICATIONS WITH ATC; 4.COMPLY WITH ALL
U.S. CUSTOMS REQUIREMENTS; 5.ARE OPERATING UNDER AN
APPROVED TSA AVIATION SECURITY PROGRAM OR HAVE
APPLIED FOR AND RECEIVED A WRITTEN FAA WAIVER THROUGH
THE SECURITY AUTHORIZATION PROCESS. END PART 4 OF 7
PART 5 OF 7 SPECIAL NOTICE... G. ALL U.S. MILITARY, AND U.S.,

CANADIAN, AND MEXICAN MEDEVAC, FIRE FIGHTING, LAW
ENFORCEMENT, RESCUE RECOVERY, AND EMERGENCY EVACUA-
TION AIRCRAFT WITH AN ATC-ASSIGNED DISCRETE BEACON
CODE ARE AUTHORIZED AND NOT REQUIRED TO OBTAIN A FAA
WAIVER. H. AIRCRAFT WITH A MAXIMUM CERTIFICATED TAKE-
OFF GROSS WEIGHT OF 100,309 POUNDS OR LESS OPERATING
NORTH OF THE 54TH PARALLEL ARE AUTHORIZED IF THEY MEET
THE FOLLOWING CONDITIONS: 1.ARE REGISTERED IN THE U.S.,
CANADA OR MEXICO; 2.HAVE ONLY THE FLIGHT CREW AND
KNOWN PASSENGERS ON BOARD; 3.ENTER BETWEEN CANADA
AND ALASKA NORTH OF THE 54TH PARALLEL; 4.IF EQUIPPED
WITH A TRANSPONDER, SQUAWK 1200; 5.FILE AND ARE ON AN
ACTIVE FLIGHT PLAN. PART II - HOW TO OBTAIN A FAA WAIVER:
SUBMIT A REQUEST FOR A FAA WAIVER AT LEAST 7 BUSINESS
DAYS IN ADVANCE OF PLANNED FLIGHT. OBTAIN MORE INFOR-
MATION ABOUT WAIVER APPLICATIONS FROM THE TSA WEBSITE:
HTTP://WWW.TSA.GOV/WHAT_WE_DO/GA/GA_WAIVERS.SHTM
(CASE SENSITIVE END PART 5 OF 7
PART 6 OF 7 SPECIAL NOTICE... USE LOWER CASE). FOR INFORMA-

TION ON AUTHORIZATION CONTACT THE TSA AT (571)-227-2427
FROM 0600 TO 1800 EST. PART III - SPECIAL NOTICE: PILOTS ARE
REMINDED THAT THERE ARE INCREASED SECURITY MEASURES
IN PLACE AT MANY AIRPORTS. IN ACCORDANCE WITH 14 CFR

February 2007
SECTION 91.103, PRIOR TO DEPARTURE, PILOTS MUST OBTAIN
PERTINENT FLIGHT INFORMATION, INCLUDING ANY TEMPORARY
FLIGHT RESTRICTIONS ALONG THEIR ROUTE OF FLIGHT OR AT
THEIR POINT OF DEPARTURE/ARRIVAL. PART IV-EXISTING WAIV-
ERS TO NOTAMS 2/5319 AND 6/6101, APPROVED BY THE FAA,
REMAIN IN EFFECT FOR THE DURATION SPECIFIED IN THOSE
WAIVERS. PART V-DEFINITIONS: A. TERRITORIAL AIRSPACE OF
THE U.S. MEANS THE AIRSPACE OVER THE U.S., ITS TERRITORIES
AND POSSESSIONS AND THE AIRSPACE OVERLYING THE TERRI-
TORIAL WATERS BETWEEN THE U.S. COAST AND TWELVE (12)
NAUTICAL MILES FROM THE U.S. COAST. B. TO OR FROM MEANS
ANY FLIGHT ENTERING U.S. TERRITORIAL AIRSPACE END PART 6
OF 7
PART 7 OF 7 SPECIAL NOTICE... AFTER DEPARTURE FROM A LOCA-

TION OUTSIDE OF THE U.S. FOR LANDING AT A DESTINATION IN
THE U.S. OR EXITING U.S. TERRITORIAL AIRSPACE AFTER DEPAR-
TURE FROM A LOCATION IN THE U.S. C. OVERFLY MEANS ANY
FLIGHT DEPARTING FROM A LOCATION OUTSIDE OF THE U.S., ITS
TERRITORIES OR POSSESSIONS, WHICH TRANSITS THE TERRITO-
RIAL AIRSPACE OF THE U.S. EN ROUTE TO A LOCATION OUTSIDE
THE U.S., ITS TERRITORIES OR POSSESSIONS. D. FEDERAL AVIA-
TION ADMINISTRATION (FAA) WAIVER: A GRANT OF RELIEF BY
THE FAA FROM THE REQUIREMENTS OF SPECIFIC REGULATIONS
TO THE DEGREE AND FOR THE TIME PERIOD SPECIFIED IN THE
WAIVER. END PART 7 OF 7

February 2007
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February 2007
One of the easiest ways to get into trouble in international flying is to get
involved with cabotage. Cabotage is, simply speaking, the act of picking up
and carrying people or goods from one point in a country or state that is other
Cabotage
than your state of registry, and taking them to another point in the same coun-
try or state. Basically, if you did not bring either the people or goods with you
into the country or state, you may be subject to cabotage sanctions if you pick
up either people or goods and transport them to another location in the same
country.
The rules for cabotage are far from simple. Each flight to a country should be
examined closely for cabotage implications, and the means to avoid penalties
and fines.
The following is taken from the International Flight Information Manual:
Note: the word 'cabotage' is defined as a non remunerated not-for-hire flight

between two points within a foreign country, carrying residents of a foreign
country whose travel begins and ends in that country.
Reference: http://www.faa.gov/ats/aat/ifimaifmt.htm
Cabotage - The Standard English Dictionary of the English language defines

cabotage (for flight purposes) as 'air transport of passengers and goods within
the same national territory'. The definition adopted by the International Civil
Aviation Organization is ' Each state shall have the right to refuse permission
to the aircraft of other contracting states to take on its territory passengers,
mail and cargo destined for another point within its territory'.
Reference: http://www.faa.gov/ats/aat/ifim/ac91-70a04.htm
Cabotage - Private pilots and commercial operators should understand 'cabo-

tage', formally defined as 'air transport of passengers and goods within the
same territory'. The definition, as defined by ICA at the Chicago convention,
is ' Each state shall have the right to refuse permission to the aircraft of other
contracting states to take in its territory, passengers, mail and cargo destined
for another point within its territory'. Although cabotage rules are different in
various countries and usually incorporate the term 'for hire', some countries
do not allow even nonrevenue passengers to be carried by a foreign aircraft
within their boundaries. The restrictions range from no restrictions in Italy to
not allowed, as in Pakistan. The fines for cabotage can be extremely high;
therefore, pilots and flight departments should be absolutely sure of a coun-
try's cabotage rules before carrying passengers. The cabotage requirements
and restrictions of individual countries are listed in the corporate aircraft
restraints section for each country in the IFIM. Refer to Chapter II, Article 7
of the Chicago Convention.
When looking for cabotage restraints, it is important to consider the European

community as one country. There are exceptions, and it is worth the effort to
check for possible constraints involving inter-European country flight regard-
ing cabotage. Besides the IFIM references, professional flight handlers such
as Universal, Base-Ops, Air Routing and Jeppesen have insight into these
issues.
Reference: http://www.faa.gov/ats/aat/ifim/ac91-70c02.htm

February 2007
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February 2007
Pre-Oceanic Procedures
AIRCRAFT PREFLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Use of Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 Table of
Importance of Accurate Time . . . . . . . . . . . . . . . . . . . . . . 3-3
JOURNEY LOGBOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Contents
Required Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Required Recordings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Using the Master Document . . . . . . . . . . . . . . . . . . . . . . . . 3-6
PLOTTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Preparing the Plotting Chart . . . . . . . . . . . . . . . . . . . . . . . 3-10
MEL REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Aircraft and Crew Qualifications . . . . . . . . . . . . . . . . . . . . 3-15
Pre-Oceanic Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Oceanic Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Contents of Clearances . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
61N010W (RATSU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Oceanic Clearances for Flights Intending to Operate within
the NAT Region and Subsequently enter the EUR or NAM
Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Oceanic Clearances for Random Flights Intending to Operate
within the NAT Region and Subsequently Enter Regions
other than NAM or EUR . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Oceanic Flights Originating from the CAR or SAM Regions
and Entering NAT MNPS Airspace via the
New York OCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Errors Associated with Oceanic Clearances. . . . . . . . . . 3-19
ATC System Loop Errors . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Waypoint Insertion Errors . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Initial Insertion of Latitude and Longitude
(Inertial Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Inertial Systems Alignment . . . . . . . . . . . . . . . . . . . . . . . 3-20
GPS Pre-Departure Procedures . . . . . . . . . . . . . . . . . . . 3-20
Operational Control Restrictions . . . . . . . . . . . . . . . . . . . 3-21
Effects of Satellite Availability . . . . . . . . . . . . . . . . . . . . . 3-21
The Capability to Determine Position . . . . . . . . . . . . . . . 3-21
Determination of the Availability of Fault Exclusion . . . . 3-21
Loading of Initial Waypoints . . . . . . . . . . . . . . . . . . . . . . 3-21
Flight Plan Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Leaving the Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Initial flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
ATC Oceanic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Approaching the Ocean . . . . . . . . . . . . . . . . . . . . . . . . . 3-24

February 2007
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February 2007
Use of Checklist Aircraft

Preflight
Due to the complex and changing nature of required items for an international
flight, it is extremely important to use an international checklist as discussed
in Chapter 2, modified as necessary for individual operator requirements. The
review and final completion of this checklist should be a part of the aircraft
pre-flight inspection.
Importance of Accurate Time

The material in this section is extracted from the North Atlantic MNPSA
Operations Manual, 10th edition, but is valid for all operations that involve
time being used for lateral separation.
The approved Long Range Navigation Systems (LRNS) utilized in Oceanic

Airspace provide the ability of the aircraft to fly its cleared track with the nec- REFERENCES:
essary accuracies for lateral separation. However, longitudinal separations
between subsequent aircraft following the same track and between aircraft on North Atlantic MNPSA Oper-
intersecting tracks are assessed in terms of differences in ETA's/ATA's at com- ations Manual Edition 2005
mon waypoints. Aircraft clock errors resulting in position report errors can or latest
lead to reduced longitudinal separations between aircraft. It is thus vitally
important that prior to entry into oceanic airspace, the time reference system
to be used during the flight is accurately synchronized to UTC and the calcu-
lation of waypoint ATAs are referenced to this system.
Many modern aircraft master clocks can only be reset while the aircraft is on
the ground. Thus the pre-flight procedures for any flight requiring the use of
accurate time must include a UTC time check and resynchronization of the
aircraft master clock. Lists of acceptable time sources have been promulgated
by NAT ATS Provider States.
The following are examples of acceptable time standards:
GPS (corrected to UTC) - Available at all times to crew who can access
time via on-board GPS (TSO-C129) equipment.
WWV - National Institute of Standards (NIST - Fort Collins, Colorado).
WWV operates continually H24 on 2500, 5000, 10,000, 15,000 and
20,000 kHz (AM/SSB) and provides UTC (voice) once every minute.
CHU - National Research Council (NRC - Ottawa, Canada) - CHU oper-
ates continually H24 on 3330, 7335 and 14,670 kHz (SSB) and provides
UTC (voice) once every minute, (English even minutes, French odd min-
utes).
BBC - British Broadcasting Corporation (United Kingdom). The BBC
transmits on a number of domestic and world-wide frequencies and trans-
mits the Greenwich time signal (referenced to UTC) once every hour on
most frequencies, although there are some exceptions.
Further details of these and other acceptable time references can be found in
AIS documentation of the NAT ATS Provider States. In general, the use of
any other source of UTC, which can be shown to the State of the Operator or
the State of Registry of the aircraft to be equivalent, may be allowed for this
purpose.

February 2007
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February 2007
It is an ICAO requirement to maintain a journey logbook while conducting
operations in international airspace. It is a record of all the particulars of the
flight. It needs to be maintained for 180 days after the completion of the
Journey
flight.
Logbook
Required Components
The Journey Logbook consists of the following components as a minimum:
Master Document ( flight plan and any required plotting charts)

Airplane Technical Log
Details of the filed ATS flight plan
NOTAM / AIS briefing documentation
Meteorological information
Weight and Balance documentation
All required overflight and landing permits as well as other required notifi-
cations. (Permit numbers are acceptable if the hard copy is not available).
Required Recordings
The Master Document should have a number items recorded on it. These
include, but are not limited to:
Details of the initial position inserted into the navigation system

Original flight plan track and level
All ATC Clearances and Revisions
All position reports to ATC
Comments regarding any discrepancies related to navigation, clearances or
position errors noted by ATC
Adequate detail of in-flight accuracy checks to allow assessment of NAV
performance
NAV accuracy checks prior to entering Oceanic Airspace
Details of manual updates to IRS / INS
Communications log of VHF and HF SELCAL checks, and assigned fre-
quencies
Altimetry Checks

February 2007
CAE SimuFlite
Using the Master Document

Misuse of the Master Document can result in Gross Navigational Error's
(GNE's) occurring, and for this reason strict procedures regarding its use
should be established. These procedures should include the following:
Only one Master Document to be used on the flight deck; however, this
does not preclude other crew members from maintaining a separate flight
log.
On INS equipped aircraft: a waypoint numbering sequence should be
established from the outset of the flight and entered on the Master Docu-
ment. The identical numbering sequence should be used for storing way-
points in the navigation computers.
For aircraft equipped with FMS databases: FMS generated or inserted
waypoints should be carefully compared to Master Document waypoints,
and cross checked by both pilots.
An appropriate symbology should be adopted to indicate the status of each
waypoint listed on the Master Document.
The following is a typical example of Master Document annotation. An indi-
vidual operator's procedures may differ slightly, but the same principles
should be applied:
The waypoint number is entered against the relevant waypoint coordinates

to indicate that the waypoint has been inserted into the navigation comput-
ers.
Notice that the TOC is not numbered, as it is not a significant point.

February 2007
The waypoint number is circled, to signify that insertion of the correct
coordinates in the navigation computers has been double checked indepen-
dently by another crewmember.
The circled waypoint number is crossed through once to signify that the
relevant track and distance information has been double checked.
Prior to crossing a waypoint, verify the latitude and longitude for the next
waypoint, including the course and distance; and the identification of the
succeeding waypoint.
As each waypoint is overflown, the circled waypoint number is crossed

out as shown below. The time, fuel remaining, estimated time to the next
waypoint, wind , temperature and significant Met information should be
recorded.

February 2007
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All navigational information appearing on the Master Document must be

checked against the best available prime source data. When a reroute is neces-
sary, it is recommended that a new Master Document be prepared for the
changed portion of the flight. If the original Master Document is to be used,
the old waypoints should be clearly and neatly crossed out and the new ones
entered in their place.
When ATC clearances or re-clearances are being obtained, headsets should be

worn because the inferior clarity of loudspeakers has, in the past, caused
errors during receipt. Two qualified crewmembers should monitor such clear-
ances, one of them recording the clearance on the Master Document as it is
received, and the other cross-checking the receipt and read-back. All way-
point coordinates should be read back in detail, adhering strictly to ICAO
phraseology, except where approved local procedures make this unnecessary.
Detailed procedures pertaining to abbreviated clearances/read-backs are con-
tained in the appropriate AIP's and in Chapter 5, Oceanic ATC Clearances of
the North Atlantic MNPSA Operations Manual.

February 2007
Plotting procedures have had a significant impact on the reduction of gross
navigational errors. There is a requirement to plot the route of flight on a plot-
ting chart and to plot the computer position, approximately 10 minutes or 2
Plotting
degrees after waypoint passage. Plotting may or may not be required depend-
ing upon the distance between the standard ICAO ground based NAVAIDS. Charts
Plotting charts are required for all turbojet operations where the route segment
between the operational service volumes of ICAO standard ground based nav-
igational aids exceeds 725 nautical miles.
REFERENCES:
Plotting procedures are required for all turboprop operations where the route 8400.10 Volume 4 Aircraft
segment between the operational service volumes of ICAO standard ground Equipment & Operational
based navigational aids exceeds 450 nautical miles.
Authorizations, Chapter 1,
The administrator may require plotting procedures for routes of a shorter Section 4
duration that transit airspace where special conditions exist, such as reduced
lateral and vertical separation standards, high density traffic, or proximity to
potentially hostile border areas.
The following SOPs will provide the basis for plotting chart procedures.
There are some items included that are more than required by regulation, but
are incorporated to help the operator make better and timelier decisions.

February 2007
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Preparing the Plotting Chart

The following section provides one technique that an operator may use in
order to satisfy plotting requirements. By no means is this the only way. Your
company procedures and SOPs may vary.
1. Each crossing gets a fresh chart

2. Use a pencil if possible, the sharper and finer the point, the better.
3. Identify the plotting chart with sufficient identification for further refer-
ence. For example, aircraft registration or flight number and date of the
crossing recorded would be an appropriate entry on the panel. Addition-
ally, the Track Message Identification (TMI) number should be recorded
as well. The example shown here has also added the crew names to the
chart as well. This is technique only, but a good operating practice.
Figure 3-1: Plotting Chart

4. At the earliest opportunity, plot the tracks valid for your time of flight even
if they are going the opposite direction. All tracks should be plotted and
marked by name. As a minimum, all tracks that will be joined, crossed, or
could be crossed in the event of executing a contingency procedure should
be plotted. Additionally, the direction of the track should be marked for
direction. A simple arrow indicating direction will suffice for this.
When marking the plots that are identified by grid lines or other symbol-
ogy, do not make a pencil point mark on the point, but merely circle the
waypoint. This will enable a more accurate plot when drawing the lines
between the points.

February 2007
Not to be used for navigation
Figure 3-2: Plotting NAT Tracks
5. When the oceanic clearance has been obtained, plot the track of the clear-
ance on the flight plan using the technique mentioned above. Identify the
track with aircraft registration, or flight number, as well.
Once plotted, use a highlighter to make the flight plan route standout
against the tracks. This is especially useful if the cleared route is a
published track or a portion of a published track. Use a highlighter color
that will be useful in low light or red light conditions as appropriate. The
cleared route for the flight is COLOR RONPO 47N050W 48N040W
50N30W 50N20W SOMAX KENUK

February 2007
CAE SimuFlite
Not to be used for navigation
Figure 3-3: Adding Cleared Route
The need for highlighting becomes evident here as the cleared flight plan
joins Track W at 30W. This could become confusing if the flight plan
path is not differentiated from the published track.

February 2007
6. Next, enter any other important information to include ETPs as required.
The symbol used here to represent the ETP is the standard for depicting
ETPs. An ETP for a single engine operation contingency between Gander
(CYQX) and Keflavik (BIKF) has been added here for reference. All other
pertinent ETPs should be added as computed. In the event of a re-route,
ETPs should be recomputed and re-plotted as necessary.
Figure 3-4: ETP on Plotting Chart

February 2007
CAE SimuFlite
7. When crossing each significant point, record the crossing data as shown
below. This uses a 5 lined bar to record information that basically follows
the position report order. Optionally, the FL entry may be an altimeter
reading from each primary and standby altimeter as necessary, to satisfy
the RVSM hourly check. The line may be drawn away from the point in
any direction that makes it easier to read.
Either 10 minutes or 2 degrees after passing the significant point, re-plot
your position to ensure navigational accuracy and record as shown using a
single barbed line. Midpoint weather should be recorded as shown using a
2 barbed line. Optionally and recommended, the midpoint position may be
recorded as a plot for increased navigational position tracking.
Figure 3-5: 10 min/2 degree check

February 2007
Operating in Special Areas of Operation require specialized equipment and
configurations. MNPS airspace as well as RVSM and RNP-10 all have special MEL
operational requirements.
Any open discrepancies on equipment required for operating in Special Areas

Requirements
of Operation must be resolved prior to operation. This may involve re-routing
or even delaying the flight until required items are operational.
Aircraft and Crew Qualifications

There are varying crew and aircraft qualifications depending on the oceanic
area in which you will be operating. It is imperative that you include in your
trip planning the current sources of information for each area of proposed
operations and compare your qualifications with those required. The trip
checklist is designed to help with this data collection.
REFERENCES:
Oceanic Clearances North Atlantic MNPSA
(extracted in part from NAT MNSPA Operations Manual - 10th Edition. For Operations Edition 2005 or
complete information, refer to the current source document) latest
General
Oceanic Clearances are required for all flights within NAT controlled Air-
space (at or above FL55). Pilots should request Oceanic Clearances from the
ATC unit responsible for the first OCA within which they wish to operate, fol-
lowing the procedures and the time frame laid down in appropriate AIPs.
Such clearances, although in most cases obtained some time before reaching
the Oceanic entry point, are applicable only from that entry point. It is recom-
mended that pilots should request their Oceanic Clearance at least 40 minutes
prior to the Oceanic entry point ETA and, if requesting an OTS track, should
include the next preferred alternative.
When requesting an oceanic clearance the pilot should notify the OAC of the
maximum acceptable flight level possible at the boundary, taking into account
that a climb to the assigned oceanic flight level must normally be achieved
whilst the aircraft is within radar coverage. The pilot should also notify the
OAC of any required change to the oceanic flight planned level, track or
Mach Number as early as practicable after departure to assist the OAC in pre-
planning optimum airspace utilization.

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Methods of obtaining Oceanic Clearances include:
(1) use of published VHF clearance delivery frequencies;

(2) by HF communications to the OAC through the appropriate aeradio sta-
tion (at least 40 minutes before boundary/entry estimate);
(3) a request via domestic or other ATC agencies;
(4) by data link, when arrangements have been made with designated airlines
to request and receive clearances using on-board equipment. This method
of Oceanic Clearance delivery is only possible from participating OAC's
with the necessary means of automation. Detailed procedures for its oper-
ation may vary. Unless you have Controller Pilot Data Link Communica-
tion (CPDLC), any clearance received via AFIS or ACARS must be
acknowledged by voice.
At some airports situated close to oceanic boundaries, the Oceanic Clearance
must be obtained before departure (e.g. from Prestwick, Shannon, Glasgow,
Dublin, Belfast, Gander, Goose Bay, etc.).
If an aircraft, which would normally be RVSM and/or MNPS approved,

encounters whilst en-route to the NAT Oceanic Airspace, a critical in-flight
equipment failure, or at dispatch is unable to meet the MEL requirements for
RVSM or MNPS approval on the flight, then the pilot must advise ATC at ini-
tial contact when requesting Oceanic Clearance.
After obtaining and reading back the clearance, the pilot should monitor the
forward estimate for oceanic entry and if this changes by 3 minutes or more
should pass a revised estimate to ATC. As planned longitudinal spacing by
these OAC's is based solely on the estimated times over the oceanic entry fix
or boundary, failure to adhere to this ETA amendment procedure may jeopar-
dize planned separation between aircraft, thus resulting in re-clearance to a
less economical track/flight level for the complete crossing; any such failure
may also penalize following aircraft.
If the oceanic route on which the flight is cleared differs from that originally
requested and/or the oceanic flight level differs from the current flight level,
the pilot is responsible for obtaining the necessary domestic re-clearance to
ensure that the flight is in compliance with its Oceanic Clearance when enter-
ing oceanic airspace.
There are three elements to an Oceanic Clearance: route, Mach Number and
flight level. These elements serve to provide for the three basic elements of
separation: lateral, longitudinal and vertical.
The Oceanic Clearance issued to each aircraft is at a specific flight level and
cruise Mach Number. Flight level or Mach Number changes should not nor-
mally be made without prior ATC clearance. (See Chapter 8 for 'Application
of Mach Number Technique'.)
If pilots have not received their Oceanic Clearance prior to reaching the Shan-
wick OCA boundary, they must contact Domestic ATC and request instruc-
tions to enable them to remain clear of Oceanic Airspace whilst awaiting such
Clearance. This is not the case for other NAT OAC's into any of which flights
may enter whilst pilots are awaiting receipt of a delayed Oceanic Clearance.
Pilots should always endeavor to obtain Oceanic Clearance prior to entering
these other NAT OAC's; however if any difficulty is encountered the pilot
should not hold while awaiting Clearance unless so directed by ATC.

February 2007
An example of a pilot voice request for Oceanic Clearance is as follows:
ACA 865 request Oceanic Clearance. Estimating 56N010W at 1131. Request

Mach decimal eight zero, Flight Level three five zero, able Flight Level three
six zero, second choice Track Charlie.
If the request also includes a change to the original flight plan, affecting the
OCA, then it should be according to the following example:
BAW 123 request Oceanic Clearance. Estimating 55N010W at 1147. Request

Mach decimal eight zero, Flight Level three four zero. Now requesting Track
Charlie, able Flight Level three six zero, second choice Track Delta.
Contents of Clearances
An abbreviated clearance is issued by Air Traffic Services when clearing an
aircraft to fly along the whole length of an Organized Track, or along a Polar
Track within the Reykjavik CTA and/or Bod OCA.
When an abbreviated clearance is issued it includes:
clearance limit, which will normally be destination airfield;

cleared track specified as Track plus code letter, or Polar Track plus
code ident;
cleared flight level(s);
cleared Mach Number; and
if the aircraft is designated to report Met information en route, the
phrase SEND MET REPORTS.
Procedures exist for an abbreviated read back of an Oceanic Clearance issued
on VHF. A typical example of such a clearance is as follows:
ACA865 is cleared to Toronto via Track Bravo, from 56N010W, maintain

Flight Level three five zero, Mach decimal eight zero.
The flight crew will confirm that they are in possession of the current NAT
Track message by using the TMI number in the read-back of the Oceanic
Clearance, as follows:
ACA865 is cleared to Toronto via Track Bravo 283, from 56N010W, maintain
Flight Level three five zero, Mach decimal eight zero.
If the TMI number is included in the read-back there is no requirement for the
pilot to read back the NAT Track co-ordinates even if the cleared NAT Track
is not the one which was originally requested. If any doubt exists as to the
TMI (see fuller explanation of this term in Chapter 2) or the NAT Track co-
ordinates, the pilot should request the complete track co-ordinates from the
OAC. Similarly, if the pilot cannot correctly state the TMI, the OAC will read
the cleared NAT Track co-ordinates in full and request a full read back of
those co-ordinates.
For aircraft cleared by Shanwick OAC on random routings in the NAT Region
the present procedure of reading the full track co-ordinates as part of the Oce-
anic Clearance and requesting from the pilot a full read back of the co-ordi-
nates is expected to continue. Gander and Reykjavik OAC's may, however,

February 2007
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issue clearances for random routings which specify via flight plan route. Nev-
ertheless, in all circumstances regarding random route clearances, pilots are
required to read back the full track coordinates of the flight plan route, from
the oceanic entry point to the exit point.

61N010W (RATSU)
Following the introduction of improved communication and radar coverage in
the north-eastern corner of the Shanwick OCA, the provision of ATS at 61N
010W has been delegated by Shanwick to Reykjavik OCA. Flights intending
to route via 61N 010W should not call Shanwick for an Oceanic Clearance;
Scottish Control will issue a clearance to enter the Reykjavik OCA, and the
remainder of the Oceanic Clearance will be issued by Reykjavik Control. A
system of preferred routings between the Scottish UIR and the Reykjavik
OCA are described in detail in the UK AIP and AIP Iceland.
Oceanic Clearances for Flights Intending to Operate

within the NAT Region and Subsequently enter the EUR
or NAM Regions
Oceanic Clearances issued to most flights in this category are strategic clear-
ances intended to provide a safe separation for each flight, from oceanic entry
to oceanic track termination point. Should a pilot receive a clearance on a
track other than originally flight planned, special caution should be exercised
to ensure that the co-ordinates of the assigned track and of the associated
landfall and domestic routings are fully understood and correctly inserted into
the automated navigation system. Appropriate cross checks should be carried
out. In all cases when an en-route re-clearance is requested, the pilot should
ensure that the revised ATC clearance includes the new routing from the oce-
anic exit point to the first landfall point or coastal fix. If at the time of being
given a clearance or re-clearance, the pilot has any doubt, details should be
checked with the ATC unit issuing the clearance/re-clearance.
Oceanic Clearances for Random Flights Intending to

Operate within the NAT Region and Subsequently Enter
Regions other than NAM or EUR
Oceanic Clearances issued to flights in this category are similar to domestic
ATC clearances in that clearances are to destination on the assumption that
co-ordination will be effected ahead of the aircraft's passage. In this case, the
flight profile may be changed en-route, prior to hand-over from one centre to
another, depending upon traffic conditions in the adjacent area.
Oceanic Flights Originating from the CAR or SAM

Regions and Entering NAT MNPS Airspace via the New
York OCA
If a pilot has received the three clearance elements. i.e. a complete route, alti-
tude, and Mach Number, even if these elements are not issued at the same
time, then the pilot has been provided with an Oceanic Clearance and no
request for one is necessary. For example: on a flight from Santo Domingo to
Europe, Santo Domingo ACC issues a Clearance with a complete route and

February 2007
altitude; later, San Juan CERAP issues the aircraft a clearance to maintain
Mach 0.84. At this point, all three required elements (route, Mach Number
and flight level) have been received and the flight has an Oceanic Clearance.
A subsequent change to any single element of the Oceanic Clearance does not
alter the others.
If the pilot has not received all three elements of an Oceanic Clearance, then a
full Oceanic Clearance should be obtained prior to entering MNPS Airspace.
If any difficulty is encountered obtaining the elements of the Oceanic Clear-
ance, the pilot should not hold while
awaiting a Clearance unless so instructed by ATC (Shanwick OCA is the

exception to this.). The pilot should proceed on the cleared route into MNPS
Airspace and continue to request the Clearance elements needed.
Errors Associated with Oceanic Clearances

Navigation errors associated with Oceanic Clearances fall into several catego-
ries of which the most significant are ATC System Loop errors and Waypoint
Insertion errors.
ATC System Loop Errors

An ATC system loop error is any error caused by a misunderstanding between
the pilot and the controller regarding the assigned flight level, Mach Number
or route to be followed. Such errors can arise from incorrect interpretation of
the NAT Track Message by dispatchers, errors in co-ordination between
OAC's, or misinterpretation of Oceanic Clearances or re-clearances by pilots.
Errors of this nature, which are detected by ATC from pilot position reports
will normally be corrected. However, timely ATC intervention cannot always
be guaranteed, especially as it may depend on HF communications.
Waypoint Insertion Errors

Experience has shown that many of the track-keeping errors which occur
result from:
failure to observe the principles of checking waypoints to be inserted in

the navigation systems against the ATC cleared route;
failure to load waypoint information carefully; or
failure to cross-check on-board navigation systems;
failure to accomplish all waypoint loading procedures and cross-checks
inflight, after receiving a change to the original routing (re-route)
More detailed guidance on this subject is contained in Chapters 9, 14 and 15
of the NAT MNPSA Operations Manual
Many of the navigation error occurrences are the product of one or both of
these causes. It is therefore extremely important that pilots double check
each element of the Oceanic Clearance on receipt, and at each waypoint,
since failure to do so may result in inadvertent deviation from cleared
route and/or flight level.

February 2007
CAE SimuFlite
Initial Insertion of Latitude and Longitude (Inertial

Systems)
Two fundamental principles concerning the operation of an IRS are: that it
needs to be accurately aligned before flight; and that the actual position of the
aircraft, at alignment, is set into the system. If either of these principles is vio-
lated, systematic errors will be introduced. These errors can be corrected
whilst the aircraft is on the ground but it is not possible to adequately recover
from them whilst the aircraft is in flight, despite indications to the contrary.
Correct insertion of the initial position must therefore be checked before iner-
tial systems are aligned and the position should be recorded in the flight log
and/or Master Document. It is recommended that subsequent 'silent' checks of
the present position and of the inertial velocity outputs (e.g. ground speed) be
carried out independently by both pilots during (an early stage of) the pre-
flight checks and again just before the aircraft is moved. Any discrepancies
should be investigated.
With regard to the insertion of the initial co-ordinates whilst on the ramp, the
following points should be taken into account:
in some inertial systems, insertion errors exceeding about one degree of

latitude will illuminate a malfunction light. It should be noted that very
few systems provide protection against longitude insertion errors.
at all times, but particularly in the vicinity of the Zero Degree E/W
(Greenwich) Meridian or near to the Equator, care should be taken to
ensure that the co-ordinates inserted are correct. (i.e. E/W or N/S).
Inertial Systems Alignment

The alignment of inertial systems must be completed and the equipment put
into navigation mode prior to releasing the parking brake at the ramp. Some
systems will align in about 10 minutes, others can take 15 minutes or more;
expect alignment to take longer in extreme cold or at higher latitudes. A rapid
realignment feature is sometimes provided but should only be used if, during
an intermediate stop, it becomes necessary to increase the system accuracy.
The aircraft must be stationary during rapid realignment, which typically will
take about one minute.
To ensure that there is adequate time for the initial alignment, the first crew
member on the flight deck should normally put the inertial system(s) into the
NOTE: Specified route is
align mode as soon as practicable.
defined by a series of waypoints
(to perhaps include the route to GPS Pre-Departure Procedures
any required alternate), with the When both of the required LRNS's are GPS's, their operation must be
time between waypoints based approved in accordance with FAA HBAT 95-09 or equivalent national or JAA
on planned speeds. Since flight documentation, and special pre-departure procedures are required. In these
planned ground speeds and/or cases, operators conducting GPS primary means navigation in MNPS Air-
departure times may not be space must utilize a Fault Detection and Exclusion (FDE) Availability Predic-
met, the pre-departure prediction Programme for the installed GPS equipment; one that is capable of
tion must be performed for a predicting, prior to departure for flight on a specified route, the following:
range of expected ground
the maximum outage duration of the loss of fault exclusion,
speeds.
the loss of fault detection; and
the loss of navigation function.

February 2007
This FDE program must use the same FDE algorithm that is employed by the
installed GPS equipment. In order to perform the prediction accurately, the
FDE prediction program must provide the capability to manually designate
satellites that are scheduled to be unavailable. Information on GPS satellite
outages is promulgated via the U.S. NOTAM Office. Details on how to obtain
this information are published in the French AIC reproduced at Attachment 4.
When GPS is being used as a supplementary navigation means or when GPS

is only one of the two LRNSs required for MNPS approval (e.g. when the sec-
ond LRNS is an IRS/INS installation), then some States of Registry may not
require the operator to conduct pre-flight FDE checks.
Operational Control Restrictions

Any predicted satellite outages that affect the capability of GPS navigation
may require that the flight be cancelled, delayed or re-routed.
Effects of Satellite Availability

Given suitable geometry:
four appropriately configured satellites are required to determine posi-

tion;
five appropriately configured satellites are required to detect the pres-
ence of a single faulty satellite; and
six appropriately configured satellites are required to identify the faulty
satellite and exclude it from the navigation solution.
NOTE: The above number of satellites may be reduced if barometric aiding
is used.
The Capability to Determine Position
Prior to departure, the operator must use the FDE prediction program to dem-
onstrate that there are no outages in the capability to determine position on the
specified route of flight. If such outages are detected by the program, the
flight must be cancelled, delayed or re-routed.
Determination of the Availability of Fault Exclusion

Once the position determination function is assured, the operator must use the
FDE prediction program to demonstrate that the maximum outage of the fault
exclusion function, (i.e. 6 satellites available), for the specified route of flight,
does not exceed 51 minutes in MNPS Airspace; otherwise the flight must be
cancelled, delayed or re-routed.
Loading of Initial Waypoints

The manual entry of waypoint data into the navigation systems must be a
coordinated operation by two persons, working in sequence and indepen-
dently: one should key in and insert the data, and subsequently the other
should recall it and confirm it against source information. It is not sufficient
for one crewmember just to observe another crewmember inserting the data.
The ramp position of the aircraft, plus at least two additional waypoints, or, if
the onboard equipment allows, all the waypoints relevant to the flight, should
be loaded while the aircraft is at the ramp. However, it is more important ini-

February 2007
CAE SimuFlite
tially to ensure that the first enroute waypoint is inserted accurately. During
flight, at least two current waypoints beyond the leg being navigated should
be maintained in the Control Display Units (CDU's) until the destination ramp
co-ordinates are loaded. Two pilots should be responsible for loading, recall-
ing and checking the accuracy of the inserted waypoints; one loading, and the
other recalling and checking them independently.
Where remote loading of the units is possible, this permits one pilot to cross-
check that the data inserted automatically is accurate. This process should not
be permitted to engage the attention of both pilots simultaneously during the
flight. An alternative and acceptable procedure is for the two pilots silently
and independently to load their own initial waypoints and then cross-check
them. The pilot responsible for carrying out the verification should work from
the CDU display to the Master Document (glass to paper) rather than in the
opposite direction. This may lessen the risk of the pilot seeing what is
expected to be seen rather than what is actually displayed.
Flight Plan Check

The purpose of this check is to ensure complete compatibility between the
data in the Master Document and the calculated output from the navigation
systems. Typical actions could include:
Checking the distance from the ramp position to the first waypoint.
Some systems will account for the track distance involved in an ATC
SID; in others, an appropriate allowance for a SID may have to be
made to the great circle distance indicated in order to match that in the
Master Document. If there is significant disagreement, rechecking ini-
tial position and waypoint co-ordinates may be necessary.
Selecting track waypoint 1 to waypoint 2 and doing the following:
checking the accuracy of the indicated distance against that in the
Master Document;
checking, if possible, that the track displayed is as listed in the Mas-
ter Document. (This check will show up any errors made in lat/long
designators (i.e. N/S or E/W).)
Similar checks should be carried out for subsequent pairs of waypoints
and any discrepancies between the Master Document and displayed
data checked for possible waypoint insertion errors. These checks can
be coordinated between the two pilots checking against the information
in the Master Document.
When each leg of the flight has been checked in this manner it should
be annotated on the Master Document by means of a suitable symbol-
ogy as previously suggested.
Some systems have integral navigation databases and it is essential that
the recency of the database being used is known. It must be recognized
that even the co-ordinates of waypoint positions contained in a data-
base have been keyed in at some point by another human. The possibil-
ity of input errors is always present. Do not assume the infallibility of
navigation databases, and always maintain the same thorough princi-
ples which are applied in the checking of your own manual inputs.

February 2007
Leaving the Ramp

The aircraft must not be moved prior to the navigation mode being selected;
otherwise inertial navigation systems must be realigned.
After leaving the ramp, inertial groundspeeds should be checked (a signifi-

cantly erroneous reading may indicate a faulty or less reliable unit). A check
should be made on any malfunction codes whilst the aircraft is stopped but
after it has taxied at least part of the way to the take-off position; any signifi-
cant ground-speed indications whilst stationary may indicate a faulty unit
such as a tilted platform. Prior to take-off, operators with an avionic fit which
employs an electronic map display should confirm that the inertial-derived
position indicates that the aircraft is at the start of the runway.
Initial flight
It is recommended that during the initial part of the flight, ground navaids
should be used to verify the performance of the LRNSs. Large or unusual
'map shifts' in FMS output, or other discrepancies in
navigation data, could be due to inertial platform misalignment or initializa-

tion errors. Position updates to the FMS will not correct these errors despite
possible indications to the contrary.
ATC Oceanic Clearance

Where practicable, two flight crewmembers should listen to and record every
ATC clearance and both agree that the recording is correct. Any doubt should
be resolved by requesting clarification from ATC.
If the ATC oceanic cleared route is identical to the flight-planned track, it

should be drawn on the plotting chart and verified by the other pilot.
If the aircraft is cleared by ATC on a different track from that flight planned, it
is strongly recommended that a new Master Document be prepared showing
the details of the cleared track. Overwriting of the existing flight plan can
cause difficulties in reading the waypoint numbers and the new co-ordinates.
For this purpose, a pro-forma should be carried with the flight documents.
One flight crewmember should transcribe track and distance data from the
appropriate reference source onto the new flight plan pro-forma and this
should be checked by another crew member. If necessary, a new plotting chart
may be used on which to draw the new track. The new document(s) should be
used for the oceanic crossing. If the subsequent domestic portion of the flight
corresponds to that contained in the original flight plan, it should be possible
to revert to the original Master Document at the appropriate point.

February 2007
CAE SimuFlite
Experience suggests that when ATC issues a re-clearance involving re-routing

and new waypoints, there is a consequential and marked increase in the risk of
errors being made. Therefore, this situation should be treated virtually as the
start of a new flight; and the procedures employed with respect to the follow-
ing, should all be identical to those procedures employed at the beginning of a
flight:
Copying the ATC re-clearance;

Amending the Master Document;
Loading and checking waypoints;
Extracting and verifying flight plan information, tracks and distances,
etc.; and
The preparation of a new chart;
Strict adherence to the above procedures should minimize the risk of error.
However, flight deck management should be such that one pilot is designated
to be responsible for flying the aircraft whilst the other pilot carries out any
required amendments to documentation and reprogramming of the navigation
systems - appropriately supervised by the pilot flying the aircraft, as and when
necessary.
Approaching the Ocean

Prior to entering MNPS Airspace, the accuracy of the LRNSs should be thor-
oughly checked, if necessary, by using independent navigation aids. For
example, INS position can be checked by reference to en-route or proximate
VOR/DME's, etc.
When appropriate, the navigation system which, in the opinion of the pilot,
has performed most accurately since departure, should be selected for auto-
matic navigation steering.
In view of the importance of following the correct track in oceanic airspace, it

is advisable at this stage of flight that, if carried, a third pilot or equivalent
crew member should check the clearance waypoints which have been inserted
into the navigation system, using source information such as the track mes-
sage or data link clearance if applicable.

February 2007
Oceanic and Special Areas of Operation
CLASS II NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Class II Navigation - IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 Table of
OVERWATER OPERATIONS - GENERAL . . . . . . . . . . . . . . 4-7 Contents
OVERVIEW OF SPECIAL AREAS OF OPERATION . . . . . . 4-9
HORIZONTAL SPECIAL AREAS OF OPERATION . . . . . . 4-11
Oceanic Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
MNPS AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Performance Specifications Airspace . . . . . . . . . . . . . . . 4-13
North Atlantic MNPS (NAT/MNPS). . . . . . . . . . . . . . . . . 4-13
Where is MNPS Located?. . . . . . . . . . . . . . . . . . . . . . . . . 4-13
What Are The Requirements to Enter MNPS Airspace? . 4-14
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Organized Track Structure . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Canadian MNPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
REQUIRED NAVIGATION PERFORMANCE. . . . . . . . . . . . 4-17
Performance? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
(RNP-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
GROSS NAVIGATION ERRORS (GNE) . . . . . . . . . . . . . . . 4-21
What are GNEs?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Recommendations to reduce oceanic errors . . . . . . . . . . 4-21
Avoiding Gross Navigation Errors (GNEs) . . . . . . . . . . . 4-21
Avoiding Large Height Deviations. . . . . . . . . . . . . . . . . . 4-22
Avoiding Erosion of Longitudinal Separation . . . . . . . . . 4-22
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Controller Pilot Data Link Communications (CPDLC). . . 4-23
General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) . 4-25
CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
General Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Operations by Twin Engine Aircraft . . . . . . . . . . . . . . . . . 4-28
Weather Deviation Procedures . . . . . . . . . . . . . . . . . . . . . 4-29
HF Radio Communication Failure. . . . . . . . . . . . . . . . . . . 4-29
General Communication Failure Guidelines . . . . . . . . . . 4-30

February 2007
CAE SimuFlite
Partial or Total Loss of LRNS in MNPS Airspace

(Long Range Navigation System) . . . . . . . . . . . . . . . . . 4-31
One System Fails Before Take-Off . . . . . . . . . . . . . . . . 4-31
One System Fails Before the OCA Boundary . . . . . . . . 4-31
One System Fails After the OCA Boundary is Crossed . 4-31
Remaining System Fails After Entering MNPS Airspace 4-32
Complete Failure of Navigation Systems Computers . . 4-33
ACAS/TCAS Alerts and Warnings . . . . . . . . . . . . . . . . . . 4-33
Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
VERTICAL SPECIAL AREAS OF OPERATION . . . . . . . . . 4-35
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Where is RVSM Airspace Located?. . . . . . . . . . . . . . . . 4-35
AREAS OF MAGNETIC UNRELIABILITY. . . . . . . . . . . . . . 4-37
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Convergence of the Meridians . . . . . . . . . . . . . . . . . . . . . 4-37
Special Equipment, Techniques, and or Procedures . . . . 4-37
Unreliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
NORTH POLAR OPERATIONS. . . . . . . . . . . . . . . . . . . . . . 4-39
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
Communication Capability . . . . . . . . . . . . . . . . . . . . . . . . 4-39
Minimum Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
Training Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Special Long-Range Flight Crew Issues . . . . . . . . . . . . . 4-41
En route Polar Diversion Alternate Airport Requirements 4-41
Recovery Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Validation Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
AREAS WITH SIGNIFICANT COMMUNICATIONS AND/OR
ATC DIFFICULTIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Advisory Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Uncontrolled Information Region (UIR) (No Man's Land)4-44
Metric Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
General Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Operations in Advisory Airspace . . . . . . . . . . . . . . . . . . 4-44
Operations in UIR (No Man's Land) . . . . . . . . . . . . . . . . 4-45
Role of Navigation Specialists . . . . . . . . . . . . . . . . . . . . 4-45

February 2007
OPERATIONS IN RESTRICTED INTERNATIONAL
AREAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Special Areas Where Redundant LRNS Are Not Usually
Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
West Atlantic Route System (WATRS) . . . . . . . . . . . . . . . 4-48
Special Provisions for Certain Routes in NAT/MNPS
Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
Operational Approval for S-LRNS. . . . . . . . . . . . . . . . . . . 4-48
Other Special Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Q ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53

February 2007
CAE SimuFlite

February 2007
Any operation or portion of an en route operation is Class II navigation if it
takes place outside the officially designated operational service volumes of
International Civil Aviation Organization (ICAO) standard ground-based nav-
Class II
igational aids such as VOR, DME and NDB.
Class II navigation is dependent on the use of a Long Range Navigation Sys-

Navigation
tem (LRNS). An LRNS may be satellite based (e.g., GPS), self-contained
(e.g., IRS), or referenced to ground based stations (e.g., LORAN-C).
Class II Navigation - IFR

Primary generic IFR Class II navigation requirements are identical to generic
IFR Class I requirements. However, in many cases, the means of navigation
and the procedures/techniques necessary to satisfy these generic requirements
are significantly different for IFR Class II navigation.

February 2007
CAE SimuFlite

February 2007
By regulation, FAR 91.703 requires that civil aircraft comply with ICAO
Annex 2 when operating over the high seas (beyond 3 NM under FAR
91.1(b)). Annex 2 requires that Aircraft shall be equipped with suitable instru-
Overwater
ments and with navigation equipment appropriate to the route being flown. In
addition, ICAO Annex 6, Part II stipulates that an airplane operated in inter-
Operations -
national airspace be provided with navigation equipment which will enable it
to proceed in accordance with the flight plan and with the requirements of the General
Air Traffic Services (ATS).
FAR 91.511 further details the overwater equipment required for U.S. opera-
tors as to what and how many items must be carried as well as the definition REFERENCES:
of offshore flight. Offshore flight is described here as a flight of more than 30 FAR 91 Appendix C
minutes or 100 NM from the nearest shoreline.
FAR 91.703
When operating in oceanic Special Areas of Operation, operators are typically FAR 91.511
required to have two independent and operational long range navigation sys-
tems on board the aircraft. Exceptions to this rule are certain portions of the AC 91-70 Oceanic and
western Atlantic, Caribbean, and Gulf of Mexico as well as special routes in Other International Opera-
the North Atlantic. Specific guidance will be found in the Regional Supple- tions
ments for the individual areas.
Position reporting procedures are required in oceanic and remote areas as fol-
lows:
Published routes, such as Specified Air Traffic Services routes or routes

listed in organized track systems have designated reporting points
along that flight route.
Random routes require that you establish reporting points (significant
points) based on the rules of the specific areas at each 5 or 10 of lati-
tude or longitude depending on the speed of the aircraft.
In the Atlantic, you cannot exceed 1 hour between significant points; whereas
in the Pacific, you cannot exceed 1 hour 20 minutes.

February 2007
CAE SimuFlite

February 2007
Due to the increasingly complex airspace structure and the requirement to
accommodate higher levels of traffic safely, the application of conventional
separation standards are insufficient to provide an acceptable level of safety.
Overview of
In order to meet this need, Special Areas of Operation have been identified
where reduced separation standards are utilized. Separation criteria can be
either identified laterally, vertically, or both.
Special
Because Special Areas of Operation entail reduced separation standards, both
Areas of
the aircraft and crews must be authorized to operate in these areas, either with
a Letter of Authorization or OPSPEC. Crew training and/or knowledge of the
characteristics and procedures of the areas being operated in are also required.
Operation
The programs used to accomplish the certification of crew and aircraft are
defined by regulation and by the certifying authority. REFERENCES:
Areas where these reduced separation standards are employed are identified 8400.10 CHG 27, Volume 4,
as geographic areas having unique characteristics that require the use of spe- Chapter 1
cial equipment, procedures and/or techniques to safely conduct flight opera-
tions. Examples of Special Areas of Operation are:
Areas requiring high levels of performance due to a reduction in sepa-

ration standards
Areas where navigation by magnetic reference is unreliable or inappro-
priate
Areas where metric altitudes/flight levels are used (altitudes in meters)
Areas where communication difficulties are frequently encountered
Areas where air traffic control (ATC) difficulties are frequently
encountered
Areas where operations by U.S. operators have political or interna-
tional sensitivity
Areas where aircraft with unique performance characteristics require
special criteria
Areas where dual long-range navigation systems are not normally
required.

February 2007
CAE SimuFlite
Air Traffic Control supports the reduction in separation standards in special

areas of operation. In order to do this, there must be significant improvements
in ATC capabilities and the performance of all aircraft operating within that
route structure. There are a number of ways that are available to allow the
reduction in ATC separation minimums safely. These include:
Independent Surveillance (ATC radar)

Automatic Dependent Surveillance (ADS) data link of the aircraft's
present position to the ATC system
Reduced Lateral Separation Minimums
Reduced Vertical Separation Minimums
Reduced Longitudinal Separation Minimums
Communication

February 2007
Oceanic Airspace
ICAO establishes standards and recommended practices (SARPS) governing
Horizontal
international air traffic services. Currently, procedures are established to pro-
vide ATC separation utilizing filed flight plans and regular position reporting. Special
North Atlantic Areas of
Operation
REFERENCES:
Strategic Plan for Oceanic
Airspace Enhancements
and Separation Reduction,
Draft 1.0 Jan 2002
Figure 4-1: North American Traffic Flows

There are four major flows of traffic in the North Atlantic as seen on the chart
above:
NAT Organized Track System (NAT OTS) - a series of flexible routes

adjusted twice daily for optimum routings and are contained within MNPS
airspace
EUR CAR - a series of optimized flexible routes between the Iberian Pen-
insula and the Caribbean or South America.
EUR NAM - a series of random routes between Europe and North Amer-
ica
Western Atlantic Route System (WATRS) - comprised of a complex series
of fixed routes

February 2007
CAE SimuFlite
Pacific
REFERENCES:
Strategic Plan for Oceanic
Airspace Enhancements
and Separation Reductions,
Draft 1.0 Jan 2002
Figure 4-2: Pacific Traffic Flows
Pacific Ocean Traffic Flows

There are six major flows of traffic in the Pacific as shown in the chart above:
Pacific Organized Track System (PACOTS) - a series of flexible tracks
published twice daily for optimization between North America and
Hawaii to Asia and New Zealand
North Pacific Route System (NOPAC) - a series of five fixed tracks and
nine transition routes between Alaska and Asia and Pacific Rim coun-
tries
Central East Pacific (CEP) - a series of five interior fixed unidirectional
tracks and two exterior bi-directional fixed tracks
Central Pacific (CENPAC) - PACOTS traffic between Hawaii and
Japan, as well as Japan and the U.S. West Coast, characterized by long
length tracks and complex weather
South Pacific (SOPAC) - a series of fixed ATS tracks and random
tracks, characterized by long length tracks. It includes the PACOTS
tracks defined between the city pairs of Los Angeles and XXXXXX.

February 2007

Performance Specifications Airspace
MNPS
Airspace
North Atlantic MNPS (NAT/MNPS)
As air traffic flows increased in the airspace between North America and
Europe, a need arose to safely handle the increased traffic. This was done
through reducing lateral separation standards using special equipment and
procedures to accomplish this in a safe manner. Eventually, Reduced Vertical
Separation Standards were added to further increase the amount of traffic han-
dled.
Where is MNPS Located?

REFERENCES:
http://www.nat-pco.org/
North Atlantic MNPS Air-
space Operations Manual
(Latest Revision)
ICAO NAT Doc 001
Figure 4-3: MNPS Airspace
Minimum Navigation Performance Specification Airspace (MNPS) is defined

with both vertical and lateral dimensions within the airspace of the North
Atlantic. Vertically, the MNPS Airspace is defined form a floor of FL285 to a
ceiling of FL420 inclusive.
Laterally, this airspace is defined to include the following Oceanic Control

Areas:
Reykjavik to the North Pole

Shanwick, Gander and Santa Maria Oceanic
New York Oceanic North of 27 N but excluding the area west of 60 W
and south of 38 30'N

February 2007
CAE SimuFlite
What Are The Requirements to Enter

MNPS Airspace?
Aircraft operating in this Special Area of Operation airspace need to have
authorization for operating in MNPS airspace from their State of Registry
(Country). In order to secure this authorization, they will need to comply with
the carriage of required equipment, accomplish required crew training and
establish standard procedures for operating in this special airspace. These
requirements are defined by ICAO and refined by the States of Registry and
the States controlling the airspace.
Authorizations
U.S. Operators require a Letter of Authorization for Part 91 Operators; or
OPSPECS defining the specific areas of operation for MNPS for Commercial
Operators.
In addition to normally required documents, it is important to realize that a

Temporary Registration Certificate (FAA Pink Slip) is not valid for interna-
tional operations.
Required Equipment
Equipment required for operation in MNPS must comply with the highest
standards of horizontal as well as vertical accuracy and performance in order
to comply with established Target Levels of Safety (TLS). In order to help
ensure compliance, monitoring programs have been implemented to ensure
the Target Levels of Safety are being met.
In order to utilize the full MNPS airspace area, including associated RVSM
airspace, there is a complement of required equipment. The complete perfor-
mance specifications are beyond the scope of this manual, but basic equipage
is as follows:
Two fully serviceable Long Range Navigation Systems (LRNSs)

Two fully serviceable independent primary altitude measurement sys-
tems
One automatic altitude control system
One altitude alerting system
One functioning Mode C SSR transponder
HF Radio

February 2007
A LRNS may be comprised of one of the following:
One Inertial Navigation System (INS)

One Global Navigation Satellite System (GNSS)
One navigation system using the inputs from one or more Inertial Ref-
erence System (IRS) or any other sensor complying with the MNPS
requirement
The lateral navigation systems must be capable of maintaining a position
within 12.6 nm 95% of the time (RNP-12.6). Each LRNS must also be able to
provide the flight crew with a continuous indication of aircraft position rela-
tive to the desired track.
It is desirable that the LRNSs installed and used for steering the aircraft have
the capability of being coupled to the autopilot.
There are provisions for partial airspace access to aircraft that are lacking in
required navigation, RVSM, and/or radio equipment through the use of spe-
cial routes and altitudes.
Crew Requirements
Because the MNPS airspace involves reduced separation standards, the State
of Registry issuing authority to operate in this airspace will require knowl-
edge of and training in the procedures specific to this airspace. The various
ICAO and NAT PCO documents outline the requirements that the individual
states use in determining what needs to be accomplished.
Operating in the Airspace

In order to increase traffic volume safely in the MNPS airspace, reduced sepa-
ration standards are utilized laterally, longitudinally and vertically.
Lateral separation has been reduced from 120 NM between tracks or routes to
60 NM between routes. This is done safely through the advent of more accu-
rate navigation systems that can support reduced position error. MNPS equip-
ment must be capable of maintaining aircraft position laterally within 12.6
NM 95 percent of the time. This would be equivalent to an RNP (Required
Navigation Performance) value of 12.6. RNP will be discussed later in this
chapter.
Longitudinal separation between aircraft on the same routes or tracks, or

intersecting routes and tracks, in the NAT MNPS airspace are separated in
terms of time using ATAs and ETAs at common waypoints. This is accom-
plished using Mach Number Technique in conjunction with an accurate clock.
REFERENCES:
Reduced vertical separation of 1,000 feet between flight levels is accom- North Atlantic International
plished through implementing Reduced Vertical Separation Minimums proce-
dures in the NAT MNPS airspace between FL290 to FL410 inclusive. A General Aviation Manual
separate letter of authorization, or OpSpec, is required for the vertical separa- 3rd Edition
tion portion of the MNPS airspace.
Aircraft operating in this airspace operate in a non-radar environment, which

results in special procedures being required for contingencies involving lack
of a positive clearance.

February 2007
CAE SimuFlite
It is also important to note individual state requirements when transiting air-

space or utilizing airports within a state of registry other than your own. For
example, fuel reserves for aircraft operating on an IFR transoceanic flight
plan from Canada, regardless of registry, must adhere to their minimum fuel
requirements: thus, An aircraft operated under an IFR flight plan on a trans-
oceanic flight shall carry an amount of fuel that is sufficient to allow the air-
craft to fly to and execute an approach and a missed approach at the
destination aerodrome, to fly to and land at the alternate aerodrome, and then
to fly for a period of forty-five (45) minutes, and in addition carry contin-
gency fuel equal to at least ten (10) percent of the fuel required to complete
the flight to the destination aerodrome
Organized Track Structure

In order to optimize time and fuel issues, the North Atlantic MNPS airspace
has series of published routes or tracks that are updated twice per day. These
routes change with each publication to help ensure optimum flight tracks and
economy. Typically these tracks are unidirectional, but provisions are incor-
porated for utilizing flight levels for opposite direction traffic. The times that
the NAT Tracks are in effect are based on the time that the aircraft crosses 30
W.
The information on the tracks is contained in daily NAT Track Messages con-
taining the routes, flight levels used and pertinent remarks. These NAT Track
Messages are identified by a 3-digit Track Message Identifier (TMI), which is
based on the Julian date system for the date the message is in effect. The
Julian date system identifies the day of the year without regard to the month.
For example, TMI 32 would be February 1st as it is the 32nd day of the year.
North Atlantic traffic - as a result of time zone differences, passenger

demands and noise restrictions - typically flows in alternating eastbound and
westbound directions. Eastbound flows typically leave North America in the
evening to arrive in Europe in the morning. Westbound flows typically leave
REFERENCES: Europe in the morning to arrive mid to late afternoon in North America.
8400.10 Vol. 4 Chapter 1.
Air Navigation, Communi-
cations, and Surveillance,
Canadian MNPS
Certain high altitude airspace in Northern Canada has been designated MNPS
Section 5 Special Areas of airspace. Reference the Canadian Aeronautical Information Publication (AIP)
Operation for specific details. The navigational performance criteria for operation in
Canadian MNPS airspace is identical to the criteria for NAT/MNPS airspace.
In general, any aircraft/navigation system combination approved for unre-

stricted operation in NAT/MNPS airspace for a particular operator also meets
Canadian MNPS criteria. A particular operator can, under most circum-
stances, be authorized (without recertification under AC 120-33, as amended,
Operational Approval of Airborne Long-Range Navigation Systems for Flight
Within the North Atlantic Minimum Navigation Performance Specifications
Airspace) to conduct Canadian MNPS operations with those aircraft and nav-
igation system combinations authorized for that operator in NAT/MNPS air-
space.
However, due to the unique nature of operations in high latitudes and in areas
of magnetic unreliability, approval for Canadian MNPS is not automatic. Each
proposed operation must be evaluated on its own merits. OpSpec B059, Cana-
dian MNPS is available for issuance to part 135 certificate operators only.
OpSpec B039 would be issued for NAT/MNPS in the part 135 database of the
OPSS.

February 2007
Required Navigation Performance (RNP) is an evolution of the RNAV con-
cept. RNAV can be described as navigation where an aircraft can fly on any
desired flight path within the coverage of referenced navigation aids
Required
(NAVAIDS); or within the limits of and capabilities of onboard self-contained
systems. The Target Levels of Safety are met with the use of system accura-
Navigation
cies, monitoring and other separation techniques.
Performance
Performance?
RNP is RNAV with navigation containment and monitoring. Each type of
RNP has different requirements, but one common critical element is the abil- REFERENCES:
ity of the aircraft navigation system to not only posses the required accuracies, Air Traffic Bulletin Issue
but to monitor its performance and verify and identify that operational #2003-5 Special
requirements of the system are being met during the operation. Standardiza-
tion of aircraft navigation databases and processing of route elements are both Boeing Required Naviga-
increasingly important in RNP operations, especially in the terminal area. tion Performance
The FAA defines Required Navigation Performance as navigational perfor-

mance necessary to operate in a given airspace or perform a particular proce- REFERENCES:
dure.
ECACNAV web site
ICAO defines Required Navigation Performance as a statement of the naviga-
tion performance necessary for operation within a defined airspace. ICAO Doc 9613
The RNP type (RNP-X) where X represents the total navigation system error
(TSE) that is allowed in lateral, longitudinal and in some cases vertical dimen-
sions within a defined airspace. The TSE is a combined value of navigation
errors, RNAV computation errors, and display errors. This TSE must not be
greater than the RNP value assigned to that airspace for 95% of the flight time
on any part of any single flight.
For example, RNP-10 would require a containment area of 10 nautical miles

laterally and longitudinally 95% of the flight time.
RNP-RNAV combines the accuracy standards as described in ICAO Manual

Doc 9613 with specific containment integrity and containment continuity
requirements, as well as functional and performance standards for the RNAV
system to realize a system that can meet future ATM requirements.
Regarding approach requirements, RNP types have been defined from RNP 1
to RNP 0.003/z where z reflects the requirement for vertical guidance. The
following table displays RNP types that are either currently in use or being
considered for use in the future.

February 2007
CAE SimuFlite
RNP Required Accuracy

Description
Type (95% Containment)
0.3 0.3 NM Supports Initial/Intermediate Approach 2D
RNAV Approach and Departure. Expected to be
the most common application
0.5 0.5 NM Supports Initial/Intermediate Approach and
Departure. Only expected to be used where
RNP 0.3 cannot be achieved (poor navaid infra-
structure) and RNP-1 is unacceptable (obstacle
rich environment).
1 1 NM Supports Arrival. Initial/Intermediate Approach
and Departure, also envisioned as supporting
the most efficient ATS route operations.
Equates to PRNAV
4 4 NM Supports ATS routes and airspace based upon
limited distances between navaids. Normally
associated with continental operations but may
be used as part of some terminal procedures.
5 5 NM An interim type implemented in ECAC airspace
to permit the continued operation of existing
navigation equipment. Equates to BRNAV
10 10 NM Supports reduced lateral and longitudinal sepa-
ration efficiency in oceanic and remote areas
where the availability of navigation aids is lim-
ited. Pacific and EURO-SAM corridor and
planned implementation in WATRS
12.6 12.6 NM Supports limited optimized routing in areas with
a reduced level of navigational facilities. North
Atlantic (NAT)
20 20 NM The minimum capability considered acceptable
to support ATS route operations

February 2007
RNP-10 criteria are established in selected oceanic and remote areas where
lateral and longitudinal separation minima have been reduced to 50 NM. All Required
aircraft operating in RNP-10 airspace shall have a 95% cross-track error of
less than 10 NM.
Navigation
RNP-10 may be defined as either an area of airspace, or as a route definition
Performance - 10
within non-RNP airspace. Additional means of providing separation, such as (RNP-10)
Mach Number Technique, may be incorporated to maintain Target Levels of
Safety.
RNP-10 concerns only the navigation elements for meeting these criteria.
Communications or surveillance elements that may be specified to operate on REFERENCES:
a particular route or in a particular area are specified in other documents such
as Aeronautical Information Publications (AIP) and the ICAO Regional Sup- FAA Order 8400.12A
plementary Procedures Document (DOC 7030).
States and operators are beginning implementation of RNP as part of a world-

wide ICAO effort to implement the Future Air Navigation Systems (FANS),
Communications/Navigation/Surveillance (CNS) and Air Traffic Manage-
ment (ATM) concept. In support of this effort, the Informal Pacific Air Traffic
Service Coordination Group (IPACG) has implemented 50 NM lateral separa-
tion on the North Pacific (NOPAC) and Central East Pacific (CEPAC) routes
based on approval of an RNP-10 capability for the total route of flight.
In accordance with ICAO coordinated regional agreements, operators are

required to obtain approval for RNP-10 or equivalent criteria developed by
the operator's state of registry. This performance capability requirement is
similar to existing Minimum Navigation Performance Specification (MNPS)
over the Atlantic.
Since implementation of 50 NM lateral separation based upon an RNP-10

capability is in effect, additional separation reductions based on more strin-
gent parameters will be implemented. The implementation of more stringent
RNP capability, as well as other CNS elements, is a part of a worldwide ICAO
coordinated effort to improve ATM and CNS services. This first step is neces-
sary to provide early benefits to users in terms of efficient use of airspace.
RNP is discussed in detail in Chapter 5.

February 2007
CAE SimuFlite

February 2007
Since the introduction of MNPS and RNP-10, navigational errors and their
causes have been tracked. These occur at a fairly low rate, with approximately
one flight in ten thousand committing a serious navigation error. More impor-
Gross
tantly, general aviation accounts for about 5% of the traffic across the North
Atlantic, but is responsible for more than 25% of the Gross Navigation Errors
(GNE). The following chart Figure 4-4 shows the details for 2002, but the
Navigation
rate has been increasing since. Errors
(GNE)
REFERENCES:
Oceanic Errors Safety Bul-
letin (OESB) OESB-01-06
Figure 4-4: GNE Chart
With accuracy and reliability of modern navigational systems, it is very easy

to become complacent and over-confident. The use of disciplined established
cockpit procedures is the best way to help prevent GNEs.
What are GNEs?

As described in the Oceanic Errors Safety Bulletin (OESB) 01-06, oceanic
errors may be described under one or more of three categories. These three
categories follow the means of separation in Class II navigation airspace.
These errors are Gross Navigation Errors (cross-track error) with deviations
of 25 nautical miles or more, Large Height Deviations (vertical track error) of
300 feet or more from assigned altitude and Erosion of Longitudinal Separa-
tion (along-track error) of 3 minutes or more.
Recommendations to reduce oceanic

errors
There are certain practices that can be followed to help reduce oceanic errors
and should be addressed and reinforced during initial and recurrent ground
training. These recommendations are broken down by the type of error.
Avoiding Gross Navigation Errors (GNEs)

1. A re-clearance scenario is the prime cause for most navigational errors.
Crews must ensure that they correctly copy the re-clearance, reprogram
and execute the FMS or Long range Navigation System (LRNS), update
the Master Document. Flight Plan and the plotting chart. The FMS cross-

February 2007
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checks for the re-clearance should include distance and track checks
between the new waypoints.
2. Crews must ensure that they follow the re-clearance and not the previous
clearance. The captain should assure that all flight crew members are
aware of the details of the re-clearance by briefing all flight crew members
including those that were off duty when the re-clearance was received.
3. Ground crosschecks of the LRNS should include distance and track checks
between waypoints. En route procedures must also include distance and
track checks when passing a waypoint.
4. The crosscheck of the FMS coordinates should include comparing the
expanded coordinates against the flight plan.
5. Mandatory use of the plotting chart should include a 10 minute or 2 degree
plot noting the coordinates and time on the chart. Compare all oceanic
waypoints on the chart against the Master Document Flight Plan.
6. Fly the clearance - not the flight plan.
7. Standard Operating Procedures (SOPs) for LRNS must include indepen-
dent clearance copy, data entry and crosschecks to verify the clearance is
correctly programmed. These procedures must also be used when en route
changes are entered. This task cannot be delegated.
8. There should be only one computer flight plan on the flight deck and it
should be labeled Master.
9. Crews must be alert for similar sounding named oceanic boundary way-
points when receiving the ATC clearance. An example of this would be
PITAX versus BERUX.
Avoiding Large Height Deviations

1. Each flight level change must be specifically approved by ATC. A filed
flight plan with a requested change in flight level is not a clearance to ini-
tiate a change in altitude.
2. Crews must ensure a correct understanding of when a climb or descent
should be initiated or completed.
3. Crews must be cautious and ensure a clear understanding when ATC uses
the terms by or at when referring to a longitude crossing, for example
when to make a flight level change.
4. Crews must be alert for situations when ATC issues clearances that have
only a longitude rather than a latitude and longitude. The clearance should
be clearly understood as to when to make a flight level change.
5. Crews must ensure they are following the correct contingency procedure
in case of lost communications. Unlike other oceans, the NAT lost commu-
nications procedure is to maintain the last assigned flight level. ATC
approval is required for all flight level changes.
6. Crews should ensure they obtain an oceanic clearance level prior to oce-
anic entry, enter at the cleared flight level and establish a post entry point
altitude check.
Avoiding Erosion of Longitudinal Separation

1. Crews must communicate with ATC any ETAs that change by 3 minutes or
more, This is an ICAO requirement and the information is used to modify
ground-based ATC flight tracking systems.

February 2007
2. Crews should verify the accuracy of ETAs or ATAs being forwarded to
ATC. Be especially careful of the hour being reported to avoid a one hour
error.
3. Crews must ensure they advise ATC in a timely manner of any change in
their ETA for the oceanic entry point
4. Crews must ensure that the aircraft master clock is set using an approved
calibrated time source to be used for all ETAs and ATAs.
Flight Planning
1. Dispatchers and flight planners must ensure the filed routes around the
oceanic boundary do not include crossing multiple oceanic entry or exit
points.
2. Pilots must ensure they know current conditions to include NOTAMs and
weather documents. Additionally, pilots must be knowledgeable in the
information presented on the computer flight plans and do basic cross-
checks of fuel, winds and groundspeeds.
Controller Pilot Data Link Communications (CPDLC)

1. Crews should be cautious with clearances when communicating via
CPDLC and HF radio simultaneously
2. Crews should be cautious with CPDLC clearances that are delayed.
CPDLC is the primary communication means when it is operating.
3. Crews should avoid using the free text mode.
4. Crews should be sure that HF SELCAL is working even when CPDLC is
functioning properly. Do a SELCAL check prior to oceanic entry.
General Considerations
1. Radio operators relay for/to controllers. The majority of oceanic commu-
nications such as position reports or crew requests go through a radio oper-
ator. The radio operator is not an air traffic controller. Radio operators
must relay all reports and requests to ATC for approval and processing.
2. The use of the terms expect or able by ATC is not a clearance. Typical
phraseology for a clearance would be ATC clears..
3. Dual checking of oceanic clearances must be SOP. Avoid physiological
breaks or distractions near the oceanic boundary or when copying and
reprogramming en route re-clearances. Changes must be communicated
clearly to all crew members, especially those returning from off-duty.
4. Relays of ATC instructions between aircraft must be accurate. Ensure a
correct read back is received from every communication link in the relay.
5. Always read from the LRNS or plotting chart back to the Master Docu-
ment Flight Plan. This is a human factors issue that could prevent the pilot
from seeing what he or she expects to see.

February 2007
CAE SimuFlite

February 2007
ATC clearances are designed to ensure that separation standards are continu-
ally maintained for all traffic. However, the chain of clearance definition,
delivery and execution involves a series of technical system processes and
Strategic
human actions. Errors are very rare but they do occur. Neither pilots nor con-
trollers are infallible. Gross Navigation Errors are made and aircraft are some-
times flown at flight levels other than those expected by the controller.
Lateral
When such errors are made, it is ironic that the extreme accuracies of modern
Offset
navigation and height keeping systems exacerbate the risk of collision. Within
an SSR (secondary surveillance radar) environment the controller is alerted to
such errors and can intervene in a timely fashion. In oceanic airspace such as
Procedures
the North Atlantic where the controller's awareness of traffic disposition is
reliant largely upon pilot voice position reports, the ability to make timely
intervention based on timely information does not exist.
(SLOP)
Consequently, it has been determined that allowing aircraft conducting oce-
anic flight to fly lateral offsets will provide an additional safety margin and REFERENCES:
mitigate the risk of traffic conflict when normal events such as aircraft naviga-
tion errors, height deviation errors and turbulence induced errors do occur. North Atlantic MNPS Air-
This procedure is known as the Strategic Lateral Offset Procedure or SLOP. space Operations Manual
(Latest Revision)
As of this publication, the following is a general guide to the SLOP proce-
dure. Current documents should be reviewed for any changes or modifica-
tions.
While operating in oceanic airspace and not in radar contact and operating
along a route or track:
There will be three positions that an aircraft may fly

Centerline
1 NM right
2 NM right
Guidelines for usage
Offsets will not exceed 2 NM right of centerline
Offsets left of track centerline must not be made
Pilots may apply an offset outbound at the oceanic entry point
Pilots must return to centerline prior to the oceanic exit point
There is no ATC clearance required for this procedure and it is not
necessary that ATC be advised
Voice position reports should be based on the waypoints of the cur-
rent ATC clearance and not the offset positions
Aircraft without automatic offset programming capability must fly
the centerline

February 2007
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Distributing aircraft laterally and equally across the three available positions
adds an additional safety margin and reduces collision risk. This is now a
standard operating procedure for oceanic airspace and pilots are required to
adopt this procedure as appropriate. It is important that the pilot review cur-
rent publications for the region operating in to check for regional differences.
This document review should include at least the ATC section of the appropri-
ate region Jeppesen manual, the appropriate charts for the route flown to
include the flyleafs, North Atlantic MNPS Operations Manual, plus any
regional supplements available to the pilot.

February 2007
There are times while operating in oceanic airspace where you may be
required to make a rapid descent and/or turn back or divert to an alternate des- Contingencies
tination. The most frequent reasons for having to deviate from an ATC clear-
ance are listed here:
Inability to maintain an assigned flight level due to meteorological con-

ditions, aircraft performance or a pressurization failure
Medical or other required en route diversions across the prevailing traf-
REFERENCES:
fic flow.
ICAO DOC 4444 Special
Loss of or significant reduction in the required navigation capability Procedures for In-Flight
when operating in airspace where the navigation performance accuracy Contingencies
is a prerequisite to the safe conduct of operations
Oceanic Orientation Chart
Anytime that an aircraft is unable to comply with its ATC clearance and/or the Panels
aircraft is unable to maintain navigation accuracy, a revised clearance should
be obtained whenever possible prior to initiating any action. The procedures Jeppesen manual ATC and
listed herein are summary in nature. You should always refer to the current Emergency Sections
source documents to ensure complete compliance with procedures in place.
These procedures are to be used primarily when rapid descent and/or turn North Atlantic MNPS Air-
back or diversion is required. The judgment of the pilot shall determine the space Operations Manual
sequence of actions to be taken considering the prevailing conditions. ATC (Latest Revision)
shall render all assistance possible
General Procedures
1. If an aircraft is unable to continue the flight in accordance with its ATC
clearance and/or an aircraft is unable to maintain the navigation perfor-
mance accuracy specified for the airspace, a revised clearance shall be
obtained whenever possible prior to initiating any action.
2. The radiotelephony distress signal MAYDAY or urgency signal PAN PAN
preferably spoken three times shall be used as appropriate. Subsequent
ATC action with respect to that aircraft shall be based on the intentions of
the pilot and the overall air traffic situation.
3. If prior clearance cannot be obtained, an ATC clearance shall be obtained
at the earliest possible time and until a revised clearance is received, the
pilot shall:
a. Leave the assigned route or track by initially turning 90 degrees to NOTE: A turn of less than or
the right or left. When possible, the direction of turn should be deter- greater than 90 degrees may be
mined by the position of the aircraft relative to any organized route required depending on the contin-
or track system. Other factors which may affect the direction of turn
are: gency and whether the pilot
intends to continue in the same
i. The direction to an alternate airport and/or terrain clearance direction or reverse course.
ii. Any lateral offset being flown and the flight levels allocated on adja-
cent routes and tracks
a. Following the turn, the pilot should:
i. If unable to maintain the assigned flight level, initially minimize the
rate of descent to the extent that is operationally feasible
ii. Take account of other aircraft being laterally offset from its track

February 2007
CAE SimuFlite
iii. Acquire and maintain in either direction a track laterally separated

by 15 NM from the assigned route. It should be noted that at M80,
the turning radius of a flight director turn will approach 15 NM
iv. Once established on the offset track, climb or descend to select a
flight level which differs from those normally used
1. by 500 feet if below FL410
2. by descending 500 feet or climbing 1,000 feet if at FL410
3. by 1,000 feet if above FL410
a. Establish communications with and alert nearby aircraft by broad-
casting at suitable intervals:
aircraft identification
i. flight level
ii. position to include the ATS route designator or track code as appro-
priate
iii. intentions on the frequency in use and on 121.5MHz (or on the
inter-pilot air-to-air frequency 123.45 as a backup)
a. Maintain a watch for conflicting traffic both visually and by refer-
ence to TCAS/ACAS if equipped
a. Turn on all aircraft exterior lights commensurate with appropriate
operating limitations
a. Keep the SSR transponder on at all times and
a. Take action as necessary to ensure the safety of the aircraft
2. When leaving the assigned track to acquire and maintain the track laterally
separated by 15 NM, the flight crew should where practical avoid over-
shooting the track to be acquired, particularly in airspace where a 30 NM
separation minimum is applied.
Operations by Twin Engine Aircraft

If the contingency procedures are employed by a twin-engine aircraft as a
result of an engine shutdown, the pilot should advise ATC as soon as practical
of the situation reminding ATC of the type of aircraft involved and request
expeditious handling.

February 2007
Weather Deviation Procedures REFERENCES:

Deviations from track due only to weather conditions require a little different Oceanic Orientation Chart
treatment from the above guidance. This guidance is designed to provide Panels
assistance for deviations around thunderstorms. All possible circumstances Jeppesen manual ATC
cannot be covered and the pilot's judgment shall ultimately determine the Section
sequence of actions to be taken. ATC shall render all possible assistance.
Just as with any required deviation from an ATC clearance, deviation from an
ATC assigned route or track due to weather requires that the pilot should
attempt to obtain a clearance as soon as possible. Expedited response may be
obtained by stating weather deviation required or by using the urgency call
PAN PAN.
If a revised ATC clearance cannot be obtained and deviation from the track is
required, the pilot shall take the following actions and inform ATC when
weather deviation procedures have been terminated:
1. If possible, deviate away from the organized track or route system

2. Establish communications with and alert nearby aircraft by broadcasting at
suitable intervals the following information on Emergency 121.5MHz and
air-to-air 123.45MHz:
a. Aircraft identification
b. Flight level
c. Aircraft position including ATS route designator or track code
d. Intentions
3. Watch for conflicting traffic both visually and by reference to TCAS/
ACAS if equipped
4. Turn on all aircraft exterior lights
5. For deviations less than 10 NM, aircraft should remain at assigned flight
level
6. For deviations greater than 10 NM, aircraft should remain at assigned
flight level until approximately 10 NM from track then initiate a level
change based on the following criteria:
a. If the turn is to the north of track, descend 300 feet
b. If the turn is to the south of track, climb 300 feet
When returning to track, be at the assigned flight level when approximately
10 NM from centerline.
REFERENCES:
HF Radio Communication Failure Oceanic Orientation Chart
Panels
HF is the primary radio for communicating with ATC in oceanic airspace.
Jeppesen manual Emer-
Rules and procedures have been established for the operation of an aircraft gency Section
following radio communication failures that allow ATC to anticipate an air- North Atlantic MNPS Air-
craft's actions and ensure the continued safe separation of all traffic. space Operations Manual,
(Latest Revision)
There are two primary types of HF communication failures and it is important
to distinguish between the two:

February 2007
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1. An on-board radio failure

In this case, even though ATC loses contact with the aircraft it can anticipate
the aircraft's actions and if necessary, modify the profiles of other aircraft in
the same vicinity in order to maintain safe separation
2. Ionospheric disturbances
Ionospheric disturbances can degrade HF radio propagation conditions to the
point they are unusable. This is commonly referred to as HF Blackout and
affects communications for many aircraft over a wide area.
An HF blackout will impact the ability of ATC to ensure the separation of all
traffic. Even if using other than HF for regular communications with ATC,
pilots should still exercise appropriate caution when HF blackout conditions
are encountered
The following procedures are intended to provide general guidance for air-
craft in oceanic airspace experiencing an HF communication failure. These
procedures are intended to complement and not supercede state procedures/
regulations. It is not possible to provide guidance for all situations associated
with a communications failure.
General Communication Failure Guidelines

Squawk 7600
Sometimes the disturbances are localized and may only affect a specific
range of frequencies. In this case contact may be reestablished on a fre-
quency other than the primary or secondary assigned to the aircraft
If available, use SATCOM to contact ATS via special telephone num-
bers/short codes shown on charts. Use of the short codes may require
IMMARSAT capability. The normal commercial numbers can be used
by any satellite phone. SAT COM is unaffected by most ionospheric
disturbances.
Attempt to contact other aircraft on air-to-air frequency 123.45 MHz
and have them relay position reports and requests to ATS (Air Traffic
Services)
The emergency frequency 121.5 MHz should not be used to relay regu-
lar communications, but may be used to establish initial contact with
other aircraft and then request transfer to 123.45 MHz
Due to traffic density in the North Atlantic Region, pilots should broad-
cast regular position reports on 123.45 until communications are estab-
lished

February 2007
Partial or Total Loss of LRNS in MNPS Airspace REFERENCES:

(Long Range Navigation System) North Atlantic MNPS Air-
space Operations Manual
This information is very general in nature and the sources documents should (Latest Revision)
be reviewed for complete information.
Oceanic Orientation Chart
For unrestricted operation in MNPS airspace an approved aircraft must be
equipped with a minimum of two fully serviceable LRNSs. MNPS approved
aircraft that have suffered any equipment failures that result in only a single
LRNS remaining serviceable may still be flight planned and flown through
MNPS airspace but only on specified routes established for this purpose.
One System Fails Before Take-Off

The pilot should consider:
Delaying departure until repair is possible

Obtaining a clearance above or below MNPS airspace
Planning on the special routes known as Blue Spruce routes which have
been established for aircraft suffering partial loss of navigation capabil-
ity or installed with single LRNSs.
Planning on using one of the special routes constructed for use with all
LRNSs failed or not installed and equipped with only short range navi-
gation. It should be noted that aircraft with only short range navigation
systems still require State approval for operating in MNPS airspace.
That sufficient navigation capability remains to ensure that MNPS
accuracy and the ICAO Annex 6 (Chapter 7 of Parts 1 and 2) require-
ments for redundancy can be met by relying on short -range navigation
That a revised flight plan is filed with the appropriate ATS unit
That an appropriate ATC clearance is obtained
One System Fails Before the OCA Boundary

The pilot must consider:
Landing at a suitable aerodrome before the boundary or returning to the

aerodrome of departure
Diverting via one of the special routes previously described
Obtaining a re-clearance above or below MNPS airspace
One System Fails After the OCA Boundary is Crossed

Once the aircraft has entered oceanic airspace, the pilot should normally con-
tinue to operate the aircraft in accordance with the oceanic clearance already
received appreciating that the reliability of the total navigation system has
been significantly reduced.
The pilot should however:

February 2007
CAE SimuFlite
Assess the prevailing circumstances to include the performance of the

remaining system, remaining portion of the flight in MNPS airspace,
etc.
Prepare a proposal to ATC with respect to the prevailing circumstances
such as continue, request clearance above or below MNPS airspace,
turn-back or obtain clearance to fly along one of the special routes, etc.
Advise and consult with ATC as to the most suitable action
Obtain appropriate re-clearance prior to any deviation from the last
acknowledged oceanic clearance
When the flight continues in accordance with its original clearance, especially
if the distance ahead within MNPS airspace is significant, the pilot should
begin a careful monitoring program:
To take special care in the operation of the remaining system bearing in

mind that routine methods of error checking are no longer available
To check the main and standby compass systems frequently against the
information which is still available
To check the performance record of the remaining equipment and if
doubt arises regarding its performance and/or reliability, the following
procedures should be considered:
Attempting visual sighting of other aircraft or their contrails which
may provide track indication
Calling the appropriate OAC for information on other aircraft adja-
cent to the aircraft's estimated position and/or calling on VHF to
establish contact with such aircraft, preferably on the same track
and level to obtain from them information which could be useful
such as drift, groundspeed and wind details
Remaining System Fails After Entering MNPS Airspace

The pilot should:
Immediately notify ATC

Make best use of procedures specified above relating to attempting
visual sightings and establishing contact on VHF with adjacent aircraft
for useful information
Keep a special look-out for possible conflicting aircraft and make max-
imum use of exterior lights
If no instructions are received from ATC within a reasonable period
consider climbing or descending 500 feet, broadcasting action on 121.5
MHz and advising ATC as soon as possible

February 2007
Complete Failure of Navigation Systems Computers NOTE: This procedure also

A characteristic of the navigation computer system is that the computer ele- applies when a single remaining
ment might fail and thus deprive the aircraft of steering guidance and the indi- system gives an indication of
cation of position relative to cleared track but the basic inputs of the IRS degradation of performance or
(LAT/LONG, drift and groundspeed) may be left unimpaired. A typical drill to neither system fails completely
minimize the effects of a total navigation computer system failure is sug- but system indications diverge
gested below. It requires the carriage of a suitable plotting chart. widely and the defective system
cannot be determined
Draw the cleared route on a chart and extract mean true tracks between
waypoints
Use the basic IRS/GPS outputs to adjust heading to maintain mean
track and calculate ETAs NOTE: EAG Chart NAT (H/L),
1&1e;No 1AIDU (MOD) Charts
At intervals of not more than 15 minutes, plot position (LAT/LONG) AT(H) 1,2,3 &4; Jeppesen North/
on the chart and adjust heading to regain track. Mid Atlantic Plotting Charts and
the NOAA/FAA North Atlantic
Route Chart are considered suit-
ACAS/TCAS Alerts and Warnings able for this purpose.
Climb and descent rates in RVSM airspace and Transition Areas should be
limited to 1,000 feet per minute when operating within 5 NM and 2,000 feet
vertically of other aircraft to minimize the generation of Traffic Advisories REFERENCES:
(TAs) and Resolution Advisories (RAs).
North Atlantic MNPS Air-
One technique to help minimize unnecessary TAs and RAs is to adopt a climb space Operations Manual
or descent rate of 1,000 feet per minute during the last 1,000 feet of climb or (Latest Revision)
descent regardless of proximate traffic. Avoiding overshoots or undershoots
of cleared level by more than 150 feet will also help to reduce TAs and RAs. FAA Guidance 91-RVSM
Implementing the use of the Strategic Lateral Offset Procedure (SLOP) will
also help to minimize TAs and RAs.
In the event that a TA is received, commence a visual search and prepare to

respond to an RA. In the event that an RA is received, respond as necessary
and report to ATC.
Upon landing, an Altitude Deviation Report Form should be completed when-

ever an altitude deviation of greater than 300 feet has occurred regardless of
cause to include those due to TCAS, Turbulence and Contingency Events.
Use the Wake Turbulence Report Form to report a wake turbulence encounter.

February 2007
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Wake Turbulence
If the aircraft encounters or expects to encounter wake turbulence and the
pilot considers it necessary to offset from the current track, the pilot may use
the SLOP procedure which provides the following three options:
Fly the track centerline, or

If equipped with automatic offset capabilities:
Fly 1 NM right of the track centerline, or
Fly 2 NM right of the track centerline
It is no longer possible to offset left of the track centerline to avoid wake tur-
bulence. If neither of the remaining SLOP offset tracks are upwind of the
other aircraft creating the wake turbulence hazard the pilot should coordinate
with the other aircraft via the air-to-air frequency 123.45 MHz and request
that the other aircraft offset downwind either 1 or 2 NM.

February 2007
RVSM Vertical
Special
RVSM reduces the vertical separation above flight level (FL) 290 from the
previous 2000-ft minimum to 1000-ft minimum. This allows aircraft to safely
fly more optimum profiles, gain fuel savings and increase airspace capacity.
The process of safely changing this separation standard required a study to
assess the actual performance of airspace users under the previous separation
(2000-ft) and potential performance under the new standard (1000-ft). In
Areas of
1988, the ICAO Review of General Concept of Separation Panel (RGCSP)
completed this study and concluded that safe implementation of the 1000-ft
separation standard was technically feasible
Operation
Where is RVSM Airspace Located?
REFERENCES:
FAR 91 Appendix G
91-RVSM
FAA RVSM website
Eurocontrol Website
JAA TGL-6
Figure 4-5: RVSM is discussed in detail in Chapter 6

February 2007
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February 2007
Two large areas of en route operation have unique features which significantly
complicate air navigation. These two areas are centered on the earth's mag-
netic poles.
Areas of
Concept
Magnetic
Conventional magnetic compasses sense magnetic direction by detecting the
Unreliability
horizontal component of the earth's magnetic field. Since this horizontal com-
ponent vanishes near the magnetic poles, magnetic compasses are highly
unreliable and unusable in an area approximately 1000 NM from each mag-
netic pole. Within these areas, air navigation tasks are further complicated by
very rapid changes in magnetic variation over small distances. For example,
when flying between the magnetic North Pole and the true North Pole, a head- REFERENCES:
ing of true North results in a magnetic heading of South (180).
8400.10 Vol. 4 Chapter 1.
Air Navigation, Communi-
Convergence of the Meridians cations, and Surveillance,
Section 5 Special Areas of
Since these two areas of magnetic unreliability also occur near the earth's geo- Operation
graphic poles, the convergence of the meridians also presents additional direc-
tional complications. When flying great circle courses at latitudes greater the
67, convergence of the meridians can create rapid changes in true headings
and true courses with small changes in aircraft position. As a result, relatively
small errors in determining the aircraft's actual position can produce very
large errors in determining the proper heading to fly and maintain the assigned
flight path. Even when small errors occur, very large navigation errors can
develop over extremely short distances. An extreme example of this phenom-
enon occurs at the earth's geographic North Pole. Flight in any direction from
the exact pole is initially due South (that is, the direction to either Russia or
the U.S. is South).
Special Equipment, Techniques, and or

Procedures
Special navigation equipment, techniques, and/or procedures are critical to
operate safely in polar areas, including the two areas of magnetic unreliability.
Operations based solely on magnetic references within areas of magnetic
unreliability are UNSAFE, UNACCEPTABLE AND SHALL NOT BE
APPROVED. Operations within these areas can only be conducted safely if
the primary heading reference is derived from sources other than magnetic.
1. All INS/IRS/IRU are capable of calculating True North independently

from other aircraft systems. INS/IRS/IRU can be approved and safely used
in areas of magnetic unreliability and polar areas provided the following
conditions are met:
A. The INS is certified as airworthy for the highest latitude autho-
rized for these operations.
B. Ground alignment of the INS/IRS/IRU is restricted to those air-
ports where satisfactory alignment has been demonstrated or
otherwise approved.
C. The operator's training programs and crew procedures provide
acceptable techniques and methods for the following:

February 2007
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Approaches and departures using appropriate heading references

NOTE: It is FAA direction and other than magnetic
guidance that inspectors must
not approve operations in The use of ground-based Navigation Aids (NAVAIDs), which are
polar areas and/or areas of oriented to appropriate directional references other than magnetic
magnetic unreliability without
2. There is a wide variety of other methods, systems, techniques and proce-
the participation and concur- dures that can be used for navigation in areas of magnetic unreliability and
rence of one of the agency's polar areas. However, due to the variety of means and complexity of air
navigation specialists. navigation in these areas, specific direction and guidance for these other
means of navigation are not provided in 8400.10 Vol. 4 Chapter 5.
NOTE: It is FAA direction and

guidance that inspectors must Unreliability
obtain assistance from one of
the agency's navigation spe- For the northern hemisphere, the Canadian AIP establishes the basic bound-
cialists in evaluating and aries for the area of magnetic unreliability. Canadian Air Navigation Order, as
approving or denying an oper- amended, states that no person may operate an aircraft in instrument flight
ator's request to use systems, rules (IFR) within Canadian northern domestic airspace unless it is equipped
techniques, or procedures that with a means of establishing direction that is not dependent on a magnetic
are not discussed in this sec-
source.
tion. The special equipment, training and procedures discussed in this paragraph
are required for all operations into the area of northern domestic airspace.
This area is also outlined on Canadian en route charts. For the purposes of this
paragraph northern domestic airspace is considered to extend from ground
level to infinity.
As a general rule, the FAA considers everything above 67 north latitude to be

considered AMU. You can expect airports to be laid out in relation to True
above 67 and Magnetic below 67 north latitude
For the southern hemisphere, any operation south of 65 south latitude is con-
sidered to be within the area of magnetic unreliability. Any proposal to oper-
ate within the area of magnetic unreliability in the southern hemisphere must
be reviewed and concurred with by AFS-200 before approval.
Approvals
All approvals for operations into areas of magnetic unreliability are granted
by issuing OpSpec paragraph B040 and by adding that area of en route opera-
tion to paragraph B050 of the standard OpSpecs. A checklist for operations in
areas of magnetic unreliability is available in the guidance subsystem in asso-
ciation with OpSpec B040.

February 2007
The north polar area of operations is defined by the FAA as that area that lies
north of N78. The north polar routes across Russia are shown in the Russian
Aeronautical Information Publication or in commercial charting publications
North Polar
for Eastern Europe and Eurasia. In general, in addition to the requirements for
operations in the areas of magnetic unreliability, the following additional
requirements will be necessary for operating in the polar areas. It is strongly
Operations
suggested to attend a Polar Operations course prior to operating in Polar
Operations north of N78 or south of S75.
Fuel
A procedure must be established to determine the fuel freeze temperature of
the actual fuel load on board the aircraft. This requires coordination between
maintenance, dispatch and assigned flight crew. The operator may develop a
fuel freeze program in lieu of using the standard minimum fuel freeze temper-
atures for specific types of fuel used.
Communication Capability
In accordance with part 121, section 121.99 (Communications Facilities), the
operator must have effective communications capability with dispatch and
with ATC for all portions of the flight route. The operator must show the FAA
the communications medium(s) that it intends to use to fulfill these require-
ments in the north polar area.
1. The communications medium used must meet FAA regulatory require-

ments and fulfill policy/procedures established by each Air Traffic Ser-
vices (ATS) unit providing control on the route of flight. Anchorage center
publishes this information in the U.S. Government Flight Information Pub-
lication Supplement for Alaska. Other countries publish ATS policies and
procedures in their State Aeronautical Information Publications.
2. High frequency (HF) voice has been considered the primary communica-
tions medium in the North Polar Area. However, other mediums may be
used as a supplemental means in accordance with the applicable policy.
For example, although HF Voice remains primary for communications
with Anchorage Center, in areas where there is satellite coverage, satellite
communication (SATCOM) voice may be used as a back-up to communi-
cate with ARINC Radio and in non-routine situations to establish direct
pilot-controller voice communications.
3. In areas of satellite coverage, controller-pilot datalink communications
(CPDLC) may be used for ATC communications provided the ATS unit
has an approved capability. In addition, provided the capability is
approved, HF Datalink may also be used to fulfill communications
requirements with ATS units having the capability and with airline dis-
patch. Inspectors must ensure the operators meet the regulatory (14 CFR
part 1) and policy requirements. HF voice capability is always required.
4. It is recognized that SATCOM may not be available for short periods dur-
ing flight over the North Pole, particularly when operating on some desig-
nated polar routes. Communication capability with HF radios may also be
affected during period of solar flare activity. For each dispatched polar
flight, the operator must take into consideration the predicted solar flare
activity and its effect on communication capability.
Minimum Equipment List

February 2007
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Before receiving FAA authority to conduct polar operations, the MEL must
indicate that the following systems/equipment are required for polar opera-
tions dispatch:
1. Fuel quantity indicating system (FQIS) to include fuel tank temperature

indicating system
2. Autothrottle system
NOTE: See AC 91-21-1 (as
3. Communication system(s) relied on by the flight crew to satisfy the
amended), Use of Portable Elec- requirement for effective communication capability
tronic Devices Aboard Aircraft
4. Except for all-cargo operations, expanded medical kit to include auto-
mated external defibrillators (AED)
5. Additionally, for Extended-Range Operations with Two-Engine Airplanes
(ETOPS) aircraft:
A. All MEL restrictions for 180-minute operations are applicable
B. Auxiliary Power Unit (APU) - For Two-Engine Airplanes (including
electrical and pneumatic supply to its designed capability)
Training Requirements
The following must be included in the approved training programs:
1. Training on QFE/QNH and meter/feet issues is required for flight crew

and dispatcher training.
2. Training on fuel freeze (included in maintenance, dispatch, and fight crew
training, special curriculum segments)
3. General area and route-specific training on weather patterns and aircraft
system limitations.
4. Training on special considerations, such as diversion decision-making into
austere airport environments to include aircraft performance; crash, fire,
and rescue (CFR) availability; and passenger support
5. Flight crew training in the use of the cold-weather anti-exposure suit

February 2007
Special Long-Range Flight Crew Issues

The operator needs to address the following special long-range flight crew
issues:
1. Long-range flight crew rest plan submitted to the POI for review and
approval
2. Multi-crew (augmented flight crews) flight proficiency/currency issues
need to be addressed in the training program.
3. The progression of PIC authority, as designated in the operator's manual
4. A minimum of two cold weather anti-exposure suits will be required to be
on board so that outside coordination at a diversion airport with extreme
climatic conditions can be accomplished safely.
En route Polar Diversion Alternate Airport

Requirements
Operators are expected to define a sufficient set of polar diversion alternate
airports, such that one or more can be reasonably expected to be suitable and
available in varying weather conditions (AC120-42 (as amended) Extended
Range Operation With Two Engine Airplanes (ETOPS), provides additional
guidance for two-engine airplanes).
Recovery Plan
A recovery plan is required that will be initiated in the event of an unplanned
diversion. The recovery plan should address the care and safety of the passen-
gers and flight crew at the diversion airport and include the plan of operation
to extract the passengers and flight crew from that airport.
Validation Flight
An FAA observed validation flight is required in which the operator exercises
its reaction and recovery plan in the event of a diversion to one of its desig-
nated en route polar diversion alternate airports. The exercise of the operator's
reaction and recovery plan may also be completed prior to the validation
flight.

February 2007
CAE SimuFlite

February 2007
The levels of sophistication in communication, navigation, and ATC capabili-
ties in certain areas of operation outside North America and Europe vary
widely. The following provides general guidance about these areas and the
Areas with
evaluation criteria that must be considered when operating in these areas.
Significant
NAVAIDs Communica
The ground-based facilities that are implemented to support air navigation in
some of these areas are based on antiquated technology and frequently experi-
ence reliability problems. The national airspace system and the navigational
tions and/or
performance requirements in many countries are based almost exclusively on
non-directional beacons (NDB). Also, many of the NAVAIDs do not operate
continuously.
ATC
Difficulties
Communication
The primary means of en route communication with ATC in many areas of
operation is almost exclusively HF radio. Atmospheric noise created by
extensive thunderstorm activity in tropical areas significantly increases the
difficulty of using HF as a primary means of communication with ATC.
ATC
NOTE: It is critical that flight
The level of air traffic service (ATS) varies from radar - based services (equiv- crews understand that subtle
alent to U.S. domestic operations), to a total absence of any ATC. Flight Infor- terminology differences and
mation Regions (FIR's) have been established in most areas of the world.
Specific ICAO member states have been assigned the responsibility of pro- language barriers may exist in
viding ATS in these FIR's. There are wide variations available. En route ATC foreign countries where they
radar is not available in all countries and ATS may rely heavily on position operate. For example, crews
reports and airborne navigation performance capabilities for the separation of must understand whether they
aircraft. Various levels of ATS provided in these areas are: understand whether the altime-
ter setting issued by ATC is in
Controlled Airspace hectopascals (millibars) or
Advisory Airspace inches of mercury.
Uncontrolled Information Region (UIR) (No Man's Land)
Controlled Airspace
Within controlled airspace, ATC provides ATC service to prevent collisions
between aircraft and to expedite and maintain an orderly flow of air traffic.
This also includes air traffic advisory services and those alerting services
related to weather and search and rescue.
Advisory Airspace
Within advisory airspace, air traffic advisory service is available to provide
separation, to the extent possible, between aircraft operating on IFR flight
plans. It is important to understand that this is an advisory service (similar to a
flight service station (FSS)), not a control service (prevention of collision).
In advisory airspace, flight crews are provided information concerning the

location of other aircraft. Prevention of collision is the responsibility of the
PIC. Terrain clearance is also the responsibility of the PIC.

February 2007
CAE SimuFlite
The ATS service available also includes those alerting services related to
search and rescue. In certain areas, special reporting procedures called broad-
cast in the blind have been established to assist pilots in avoiding other air-
craft. At designated intervals, each pilot broadcasts the aircraft's identification
(call sign), position, route and flight level over a specified VHF frequency.
Awareness of the proximity of other aircraft is obtained by maintaining a con-
tinuous listening watch on the specified frequency. This procedure is an
expected practice in large portions of Northwestern Africa (including the
Dakar FIR) and South America (including most Brazilian airspace). In many
of these areas, the broadcast in the blind procedure is used to augment the sep-
aration of IFR aircraft.
Uncontrolled Information Region (UIR) (No Man's Land)

Flight Information Regions have not been established for a few areas in the
world. The largest of these areas is in the South Atlantic Ocean, annotated as
No FIR. Flight information services also do not exist in the high altitude struc-
ture in other large areas (above the top of controlled airspace). Within no
man's land, aircraft separation is entirely the responsibility of the PIC. Advice
and information for the safe conduct of flights is not provided from an ATS
unit. An ATS unit does not provide alerting services related to search and res-
cue.
NOTE: The feet to meter altitude

schemes between China and Rus- Metric Flight Levels
sia are different. Make sure to use
the correct feet to meter scheme! The national airspace systems in the CIS, many Eastern European countries
(former Eastern Bloc countries), and some mainland Asian countries are
based on the use of metric flight altitudes/levels. Operations within these
areas require special procedures for conversion between metric flight levels
and flight levels based on feet. For example, a flight level of 10,000 meters
represents FL328 or a flight altitude of 1,000 meters represents an altitude of
3,280 feet.

Difficulties
POIs must evaluate, on a case-by-case basis, all proposals to conduct opera-
tions in the sovereign airspace of countries that are not equivalent or similar to
the U.S. National Airspace System.
General Criteria
The operator must show (considering factors unique to the proposed area of
operation) that safe operations can be conducted within the area of operations,
and that the facilities and services necessary to conduct the operation are
available and serviceable during the period when their use is required. The
operator must also show that the proposed operation is in full compliance with
the requirements in part B of the OpSpecs that are applicable to that operation.
Operations in Advisory Airspace

The operator must show that its training programs and operating procedures
permit safe operations in advisory airspace and assure compliance with the

February 2007
expected operating practices. The operator must also show that the operation
is compliance with OpSpec paragraph A014.
Operations in UIR (No Man's Land)

Since ATC, air traffic advisory, flight information and alerting services are not
available from ATS units when operating within these areas, the operator must
show that acceptable, alternative means are available to assure the following:
1. The appropriate organization can be notified in a timely manner when

search and rescue aid is needed.
2. Changes in significant weather information can be provided to the flight
crew in a timely manner.
3. Changes in the serviceability of the required navigation aids are available
to the flight crew and the operator's operational control system.
4. Reliable information concerning other IFR aircraft operating within this
area is available inflight (e.g., TCAS, ADS-B). This includes broadcast in
the blind procedures and other expected practices.
5. The required navigation facilities necessary to safely conduct the operation
are available and serviceable.
Role of Navigation Specialists

The uniqueness of operations in advisory airspace and in no man's land usu-
ally requires assistance from persons with special navigational knowledge,
skills, and expertise. Inspectors are expected to request the assistance of these
specialists when evaluating proposals to conduct operations outside con-
trolled airspace.

February 2007
CAE SimuFlite

February 2007
Operations by U.S. operators within the sovereign airspace of certain coun-
tries have restrictions levied by various agencies of the U.S. Government. The
following are examples:
Operations
Commercial trade restrictions
in Restricted
No-fly-zones International
Special Federal Aviation Regulations (SFAR) flight prohibitions
Restriction of certain transactions related to aircraft services
Areas
Suspension of cargo air operations
Suspension of passenger carrying operations to the U.S. because the
airport authorities do not maintain and carry out effective security mea-
sures
NOTE: These restrictions fre-
Special Areas Where Redundant LRNS quently specify certain airports,
selected routes and special pro-
Are Not Usually Required cedures that must be used.
Certain special areas have been identified where long-range navigation can be
conducted with a single Long-Range Navigation System (S-LRNS)
Concept
The provisions of 91.511, 125.203, 121.351 and 135.165 related to Class II
navigation do not specifically require redundant or dual long-range navigation
systems. The primary Class II navigation requirements are related to the level
of navigational performance necessary for the control of air traffic. The objec-
tive of requirements for redundant navigational systems is to permit the flight
to continue to navigate to the degree of accuracy necessary for the control of
air traffic in the event a failure occurs in the navigational system being used.
Operations
Operations can also be safely conducted in much larger areas using a combi-
nation of redundant ICAO standard NAVAIDs and a single long-range naviga-
tional system (S-LRNS). These operations consider the availability of ICAO
standard NAVAIDs, the lateral separation minimums applied by ATC (the
navigational performance required), the length of the route or route segment,
the complexity of the route structure and the density of the air traffic.
Approval for the use of a single long-range navigation system may be granted
by the issuance of OpSpec B054, Class II Navigation using S-LRNS. It
should be noted in OpSpec B050, in association with the applicable area of
operation.

February 2007
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NOTE: The WATRS is West Atlantic Route System (WATRS)

defined as North Atlantic
The West Atlantic Route System (WATRS), Caribbean Sea and Gulf of Mex-
Ocean west of a line that
ico routes are special case routes in which the use of an S-LRNS may be
extends from 4447'00N / authorized for Class II navigation. The routes are located offshore in the
6700' WATRS control areas as shown on en route charts and described in 91.511.
00W to 3900'00N / FAA Order 7400.2C, Procedures for Handling Airspace Matters, establishes
6700'00W to 3930'00N / 60 the areas in which these operations are conducted to serve aircraft operations
00'00W south along between U.S. territorial limits and OCA/FIR boundaries and/or domestic
6000'00W longitude line to a flights that operate in part over the high seas.
point where the line intersects
with the northern coast of Special Provisions for the WATRS, Caribbean Sea, and Gulf of Mexico: The
South America. unique nature of the WATRS, Caribbean Sea and Gulf of Mexico permits
operations with turbine powered airplanes and certain offshore helicopter
operations to be safely conducted with a single approved long-range naviga-
tion system in accordance with 91.511 (f).
Special Provisions for Certain Routes in

NAT/MNPS Airspace
Special contingency routes have been established in limited portions of NAT/
NOTE: WATRS will become MNPS airspace where aircraft equipped to use standard ICAO NAVAIDs can
WATRS Plus in June 2008 operate with an S-LRNS. These routes are specified in the International Flight
when RNP-10 will be intro- Information Manual. Operations over these routes can be authorized, provided
duced into oceanic areas. the operator shows that the long-range navigation system/aircraft combination
used and the operational procedures used meets NAT/MNPS requirements
AC 120-33. The approval is granted in accordance with paragraph B054 of
the OpSpecs and by adding that area of en route operation to paragraph B050
of the standard OpSpecs.
Operational Approval for S-LRNS

1. All Class II navigation operations must be conducted so the aircraft is con-
tinuously navigated to the degree of accuracy established by ATC for oper-
ations in that airspace where applicable requirements are in force. For
areas where these accuracy and navigation performance standards have not
been formally established, the long-range navigation system must be used
to continuously navigate the aircraft so that the cross track and/or along
track errors will not equal or exceed 25 nautical miles at any point along
the flight plan route specified in the ATC clearance.
2. The navigation system must be operational, as required by OpSpec para-
graphs B039 (NAT/MNPS).
3. Before conducting any operations authorized by OpSpec paragraph B054,
the flight crew must be qualified in accordance with the certificate holder's
approved training program for the system and procedures being used.
4. Before entering any airspace requiring the use of LRNS, the aircraft posi-
tion shall be accurately fixed and recorded using airways navigation facili-
ties or ATC radar. After exiting this airspace, the aircraft position shall be
accurately fixed and the LRNS error must be determined and logged in
accordance with the operator's approved procedures.
5. An LRNS fix may be substituted for a required en route ground facility
when that facility is temporarily out of service, provided the approved nav-

February 2007
igation system has sufficient accuracy to navigate the aircraft to the degree
of accuracy required by ATC over that portion of the flight.
6. At dispatch, at least one of the navigation systems listed below must be
installed and operational:
a. At least one independent INS. INS and IRS must be approved in accor-
dance with part 121, Appendix G.
b. At least one flight management system/navigation sensor combination
(or equivalent) where the navigation system must be suitable for the
route to be flown. Multi-sensor systems must be approved in accor-
dance with the guidance contained in AC 20-130A, Airworthiness
Approval of Navigation or Flight Management Systems Integrating
Multiple Sensors.
c. At least one independent IFR approved GPS navigation system
approved with one of the following:
i. The guidelines for operational approval of GPS to provide the pri-
mary means of Class II navigation in oceanic and remote areas of
operation apply (see AC 90-94, Guidelines for using Global Posi-
tioning System Equipment for IFR En Route and Terminal Opera-
tions and for Non-Precision Instrument Approaches in the U.S.
National Airspace System). The guidelines must be followed with
the exception that the operational control restrictions related to fault
detection and exclusion (FDE) does not apply. This is because S-
LRNS operations in oceanic/remote areas have been approved on
short duration routes with options available to use other navigation
aids in the event of LRNS malfunction.
ii. The guidelines for using GPS for IFR en route and terminal opera-
tions and for non-precision instrument approaches in the U.S.
national airspace system apply. These guidelines allow for single
GPS units that have receiver autonomous integrity monitoring
(RAIM) capability and are approved for IFR operations to serve as
the S-LRNS on oceanic routes where an S-LRNS is allowed.
7. Loss or Malfunction: Flight crew procedures must be in place in the event
of the loss of the S-LRNS after dispatch. The certificate holder must
ensure that the pilots are trained on procedures to continue to navigate and
to communicate with ATC in the event of S-LRNS malfunction.
8. RNP Type specified: Currently, there are no RNP type areas or routes
where S-LRNS operations are authorized. Should such routes be autho-
rized in the future, applicable guidance to that effect will be released.
Other Special Areas

Inspectors cannot authorize operations with S-LRNS in any other areas of
operation without the review and concurrence of the navigational specialist
and AFS-200. When a request to operate with S-LRNS in areas not described
in this paragraph is received, inspectors must request assistance from one of
the agency's navigation specialists.
In general, the required justification for the request and the ability to comply
with the limitations and provisions set forth in the applicable guidance and
OpSpec B054 for the authorization of the S-LRNS in another area will be nec-
essary for this consideration.

February 2007
CAE SimuFlite

February 2007
The Q routes now being published require either GPS or DME/DME updat-
ing. The route widths are conventional +4 nautical miles. It is expected that
the RNAV will be updating with GPS or DME/DME to obtain this accuracy.
Q Routes
DME's along Q Routes are being identified to support the routes and operators
need to be aware that only DME's that are part of the NAS can be used (nor-
mally no TACANS) and if DME's are in test mode radiating a signal they may
not be used in the navigation solution.

February 2007
CAE SimuFlite

February 2007
MNPS
REFERENCES
FAA Order 8400.10 Volume 3, chapter 9, section 8, Validation Test Require-
ments
FAA Order 8400.10 Volume 3, chapter 1, section 2, Automated Operations

Specifications Subsystem (OPSS)
FAA Order 8400.10 Volume 3, chapter 1, section 4 OPSPEC B059
North Atlantic MNPS Manual, latest edition, (available from the NAT Pro-
gramme Coordination Office (PCO) www.natpco.com
Aeronautical Information Service (AIS) of NAT ATS Provider States
ICAO's Consolidated Guidance and Information Material concerning Air

Navigation in the North Atlantic Region (NAT Doc 001), published by the
European and North Atlantic Office of ICAO
ICAO Regional Supplementary Procedures (Doc 7030) - NAT/RAC
AC 120-33 (as amended), Operational Approval of Airborne Long-Range

Navigation Systems for Flight Within the North Atlantic Minimum Naviga-
tion Performance Specifications Airspace

February 2007
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February 2007
Required Navigation Performance (RNP)
AREA NAVIGATION (RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
RNAV Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Table of
Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
RNAV Leg Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7 Contents
RNAV Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Use of Radar with RNAV . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
WHAT IS REQUIRED NAVIGATION PERFORMANCE? . . 5-11
(RNP-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
RNP-10 Areas of the World . . . . . . . . . . . . . . . . . . . . . . . 5-15
Airspace? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Multiple sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
En route Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
RNP-10 airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
operations in RNP-10 airspace . . . . . . . . . . . . . . . . . . . . 5-18
GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
RNP - 5
(B-RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
ECAC website) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
What does B-RNAV offer? . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Where has B-RNAV been implemented? . . . . . . . . . . . . . 5-25
implementation? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
RNP - 1
(P-RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Differences between B-RNAV and P-RNAV . . . . . . . . . . . 5-27
Where do we go next? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Operating Procedures (Extracted from JAA PRNAV
Fight OPS and Crew Information Notice) . . . . . . . . . . . . 5-29
Pre-Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Before Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31

February 2007
CAE SimuFlite
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Descent and Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
IMPLEMENTATION OF PERFORMANCE BASED NAVIGA-
TION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
What is Performance Based Navigation? . . . . . . . . . . . 5-35
How did countries differ in their implementation
of PBN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
How have these differences been addressed? . . . . . . . 5-35
What are the current timelines for the implementation of
PBN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
U.S. TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV)
OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Performance Based Navigation . . . . . . . . . . . . . . . . . . . . 5-37
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Navigation Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Navigation Displays and Functions . . . . . . . . . . . . . . . . 5-38
Eligible Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
U.S. RNAV Operating Procedures . . . . . . . . . . . . . . . . . . 5-40
Preflight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
General Operating Procedures . . . . . . . . . . . . . . . . . . . 5-41
RNAV SID Specific Requirements . . . . . . . . . . . . . . . . . 5-42
Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5-43
Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
RNP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
What exactly is CPDLC and ADS? . . . . . . . . . . . . . . . . 5-45
When will CPDLC and ADS-C come to the
corporate world? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Determining Aircraft Eligibility . . . . . . . . . . . . . . . . . . . . 5-46
Aircraft Eligibility Groups . . . . . . . . . . . . . . . . . . . . . . . . 5-46
MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Maintenance Requirements . . . . . . . . . . . . . . . . . . . . . . 5-47
Required Performance . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Required Functionalities. . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Recommended Functionalities. . . . . . . . . . . . . . . . . . . . 5-49
Automatic Radio Position Updating . . . . . . . . . . . . . . . . 5-50
Operational Requirements . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigational Performance . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigation Equipage . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Flight Plan Designation . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Availability of GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50

February 2007
and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
Preflight Procedures at the Aircraft. . . . . . . . . . . . . . . . . 5-51
En route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Flight Crew Knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
NATIONAL AIRSPACE REDESIGN PROGRAM (NAR) . . . 5-53
High Altitude Redesign Project . . . . . . . . . . . . . . . . . . . . . 5-53
High Altitude Redesign Phase 1 . . . . . . . . . . . . . . . . . . . . 5-53
Navigation Reference System (NRS) . . . . . . . . . . . . . . . 5-53
Flight Plan Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55

February 2007
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February 2007
RNAV can be described as navigation where an aircraft can fly on any desired
flight path within the coverage of referenced navigation aids (NAVAIDs), or
within the limits of and capabilities of onboard self-contained systems.
Area
RNAV Review
Navigation
Prior to discussing RNP, it is important to review some key points regarding
(RNAV)
RNAV in general as well as terminal and en route operations.
There are potential limitations to using RNAV, especially in the terminal area:
1. Controllers will have to provide services to both RNAV and Non-RNAV

aircraft within the same airspace.
2. RNAV databases and equipment are not fully standardized, and there is no
firm guidance on how the information is processed by aircraft systems. REFERENCES:
Tracks may be flown slightly differently due to equipment, pilot technique
or company policies. Air Traffic Bulletin Issue
#2003-5 Special
3. Initially, controllers may be uncertain of the expected aircraft behavior
during an RNAV turn, which may result in unnecessary vectors.
Every RNAV STAR and DP is built from one or more segments. Each seg-
ment has a specific function and requirements.
Figure 5-1: RNAV Routes
1. Runway transitions: the portion of the procedure between the runway(s)

and the common route/point. Procedures may contain one or more runway
transitions, but this is not a required segment and may not be a part of all
procedures.
2. Common Route/Point: the portion of the procedure that is common to all
runway and en route transitions. The common route may consist of a sin-
gle waypoint.

February 2007
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3. En route transition: the portion of the procedure between an en route tran-

sition fix and the common route/point. Most procedures contain more than
a single en route transition.
Each RNAV procedure segment contains two basic parts:
1. Waypoint: This is a position defined by latitude and longitude coordinates.

A waypoint may be a 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. There are
two types of waypoints: fly-over and fly-by.
2. Leg types: This is the path before, after or between waypoints. Leg types
are identified by a two-letter code that describes the path (e.g., heading,
course, track, etc.). These coded leg types are used in the aircraft naviga-
tion database, but not shown on the procedure chart. For air traffic control-
lers and pilots, the key to how a procedure is to be flown is the narrative
description and the graphic depiction shown on the RNAV procedure
chart.
Waypoints
The coding of the waypoints and legs determines how the aircraft will behave
while navigating in the RNAV mode in both the terminal and en route envi-
ronments.
How an aircraft will fly an RNAV Route, STAR, or SID/DP procedure

depends upon the type of waypoints and legs used in the procedure. Way-
points may be lateral, vertical or speed. There are two types of lateral way-
points: fly-over and fly-by. The fly-by waypoint is the most common and is
preferred for use in designing terminal RNAV procedures.
Figure 5-2: Waypoint Types
A change in direction at a fly-by waypoint requires the navigation system to

"anticipate" the turn in order to intercept and fly the next leg. The amount of
distance of turn anticipation prior to the waypoint depends primarily on the
aircraft speed and the angle of turn. At a fly-over waypoint, the aircraft will
not turn to intercept the following leg until passing over or abeam the way-
point. Aircraft speed and angle of turn will influence the resulting flight path.
Fly-over waypoints are shown within a circle.

February 2007
Given that some variation will always exist in the flight path, there is a much
higher level of predictability with a fly-by versus a fly-over waypoint. Fly-by
waypoints also require less protected airspace than fly-over waypoints. Con-
trollers should remember that aircraft normally maneuver inside of the turn
prior to reaching a fly-by waypoint. For a fly-over waypoint, the turn will
occur after reaching the waypoint. The final (terminating) waypoint of a pro-
cedure will be flown as a fly-over waypoint.
RNAV Leg Types

Commercial database providers "code" terminal RNAV procedures for use in
aircraft navigation systems. The accepted coding format was created by Aero-
nautical Radio Incorporated (ARINC) and is known as the ARINC 424 Navi-
gation Database Specification. The specification describes over twenty
different "path terminators" known as leg types. Leg types describe the path
before, after or between waypoints. The FAA uses only a small subset of the
available leg types in public procedures.
Leg Type Description RNP Significant
IF Initial Fix YES (preferred)
TF Track to Fix YES (preferred)
RF Radius to Fix YES (preferred)
DF Direct to Fix YES (discouraged)
FA Fix to Altitude YES (discouraged)

CF Course to Fix YES (to be phased out)
HF Hold to Fix (and exit) YES (new RNP hold criteria)
HA Hold to Altitude (climb) YES (new RNP hold criteria)

HM Hold for Clearance YES (new RNP hold criteria)
Table 5-1: Partial listing of Leg types
A two-letter code describes the path (e.g., heading = V, course = C, track = T,

etc.) and it's ending point (e.g., an altitude = A, distance = D, fix = F, etc.).
Although not explicitly depicted on charts, controllers and pilots can deter-
mine leg types (and thus expected behavior) by reading the chart narrative and
viewing the graphic depiction. The most common leg types used by the FAA
are defined below.
1. A "track" is a magnetic course between waypoints that must be intercepted

and flown. This is the most common leg type and is coded as "TF"
2. A "course" is a magnetic course to a waypoint that must be intercepted and
flown. This is coded as "CF". The "CF" leg type varies from a "TF" only in
that it does not have a beginning waypoint.
3. "Direct" describes a direct course from an aircraft's position to a waypoint.
A "DF" leg allows an immediate turn to a waypoint without requiring
interception of a particular course.

February 2007
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A "heading" is a magnetic heading to be flown. Heading legs are subject to

wind drift. A "VA" leg is a heading to an altitude and a "VM" is a heading to a
"manual termination". The "VA" leg is often used as the first leg of an RNAV
departure, The "VM" leg is most often used to end an RNAV STAR on, for
example, a downwind leg heading.
Figure 5-3: The above are examples of Track (TF) and Direct (DF)
legs following a fly-over waypoint.
With the "TF" example, the aircraft will track from ALPHA to BRAVO by
intercepting the magnetic course between the two waypoints. With the "DF"
example, the aircraft will proceed "direct" to BRAVO after crossing ALPHA.
In the following example, a VA, CF, TF combination has been used to create
the initial portion of an RNAV SID.
Figure 5-4: Leg Type Combinations
RNAV Accuracy
The precision with which an RNAV procedure is flown depends on the navi-
gation source as well as the aircraft onboard equipment and database.
Even though a standard format exists (ARINC 424), the coding of an RNAV
SID or STAR into a database (or the interpretation of that coding) may vary
slightly. Differences in the databases along with variations in aircraft perfor-
mance may result in slightly different tracks between RNAV aircraft on the
same procedure. This will be most apparent during turns and where fly-over
waypoints are used. Tracking of a defined path by an RNAV aircraft is as
accurate as, or better than that of an aircraft flying conventional routes. In
fact, RNAV is often used to fly conventional en route and terminal proce-
dures.

February 2007
Use of Radar with RNAV

For aircraft assigned an RNAV STAR or SID the role of the radar controller
remains unchanged from conventional procedures; Standard radar separation
applies and controllers may need to vector RNAV aircraft off the RNAV route
for spacing or sequencing.
One advantage of RNAV SIDs and STARs is reduced ATC radio transmis-
sions. Where speeds and altitudes are coded within the procedure controllers
should not need to issue turns, speed, or altitude assignments. Controllers only
need to intervene if aircraft deviate from the defined vertical and/or lateral
track, or when vectors are necessary for separation or sequencing.
There are two important points to remember about removing aircraft from an
RNAV procedure:
1. Controllers may assign altitudes or speeds other than those published on

the procedure without requiring the aircraft to leave the lateral path.
2. Removing an aircraft from the lateral path removes the aircraft from the
procedure.
Controllers should advise pilots if return to the RNAV procedure is expected
since this may prevent the pilot from removing the procedure from the navi-
gation system memory. As when removing any aircraft from a procedure, an
altitude to maintain must be provided if the RNAV procedure included alti-
tude information.
When vectoring an aircraft onto an RNAV STAR or SID or route, controllers

should vector direct to a waypoint. Assigned headings should minimize the
intercept angle to the next leg to assist in preventing overshoot. Although no
maximum angle has been defined, a good rule of thumb is to have the aircraft
established on a track so that no more than a 45 turn is required to become
established on the following leg. The aircraft should be established on this
track and the pilot advised to "proceed direct" at least 5 miles from the way-
point to which the aircraft is being vectored.

February 2007
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February 2007
Required Navigation Performance (RNP) is an evolution of the RNAV con-
cept. RNAV can be described as navigation where an aircraft can fly on any What is
desired flight path within the coverage of referenced navigation aids
(NAVAIDs), or within the limits of and capabilities of onboard self-contained
systems. The Target Levels of Safety are met with the use of system accura-
Required
cies, monitoring and other separation techniques. Navigation
RNP is RNAV with navigation containment and monitoring. Each type of
RNP has different requirements, but one common critical element is the abil- Performance?
ity of the aircraft navigation system to not only be capable of the required
accuracies, but to monitor its performance and verify and identify that opera-
tional requirements of the system are being met during the operation. Stan-
dardization of aircraft navigation databases and processing of route elements REFERENCES:
are increasingly important in RNP operations, especially in the terminal area. ECACNAV web site
The FAA defines Required Navigation Performance as navigational perfor- ICAO Doc 9613
mance necessary to operate in a given airspace or perform a particular proce-
dure.
ICAO defines Required Navigation Performance as a statement of the naviga-

tion performance necessary for operation within a defined airspace.
The RNP type (RNP-X) where X represents the total navigation system error
(TSE) that is allowed in lateral, longitudinal and in some cases vertical dimen-
sions within a defined airspace. The TSE is a combined value of navigation
errors, RNAV computation errors, and display errors. This TSE must not be
greater than the RNP value assigned to that airspace for 95% of the flight time
on any part of any single flight.
For example, RNP-10 would require a containment area of 10 nautical miles

laterally and longitudinally 95% of the flight time.
RNP-RNAV combines the accuracy standards as described in ICAO Manual

Doc 9613 with specific containment integrity and containment continuity
requirements, as well as functional and performance standards for the RNAV
system to realize a system that can meet future ATM requirements.
Regarding approach requirements, RNP types have been defined from RNP 1
to RNP 0.003/z where z reflects the requirement for vertical guidance. The
following table displays RNP types that are either currently in use or being
considered for use.

February 2007
CAE SimuFlite
Table 5-2: RNP Types

RNP TYPE REQUIRED ACCURACY DESCRIPTION
(95% CONTAINMENT)
Planned for CAT III Precision
REFERENCES:
approach and Landing including
ECACNAV web site 0.003/z 0.003 NM ( z ft) touchdown, landing roll and takeoff
roll requirements (ILS,MLS and
GBAS)
0.01/15 0.01 NM (15 ft) DH (ILS, MLS and GBAS)
Proposed for CAT I Precision
0.02/40 0.02 NM (40ft) Approach to 200 ft DH (ILS, MLS ,
GBAS and SBAS)
Proposed for RNAV/VNAV
0.03 /50 0.03 NM (50 ft)
Approaches using SBAS
Proposed for RNAV/VNAV
0.3/125 +0.3NM (+125 ft) Approaches using Barometric inputs
or SBAS
Supports Initial/Intermediate
0.3 0.3 NM Approach and Departure. Expected to
be the most common application
Approach and Departure. Only
expected to be used where RNP 0.3
0.5 0.5 NM
cannot be achieved (poor navaid
infrastructure) and RNP-1 is unac-
ceptable (obstacle rich environment)
Approach and Departure; also envis-
1 1.0 NM aged as supporting the most efficient
ATS route operations. Equates to P-
RNAV
Supports ATS routes and airspace
based upon limited distances
between navaids. Normally associ-
4 4.0 NM
ated with continental airspace, but
may be used as part of some terminal
procedures
An interim type implemented in ECAC
airspace to permit the continued oper-
5 5.0 NM
ation of existing navigation equip-
ment. Equates to B-RNAV
Supports reduced lateral and longitu-
dinal separation minima and
10 10 NM enhanced operational efficiency in
oceanic and remote areas where
availability of navigation aids is limited
Supports limited optimized routing in
12.6 12.6 NM areas with a reduced level of naviga-
tional facilities
The minimum capability considered
20 20 NM acceptable to support ATS route oper-
ations

February 2007
It is important to realize that, in establishing the RNP value in an area, more
than the navigation capabilities of the aircraft are involved in building route
structure. The containment areas that determine route structure rely heavily on
the aircraft systems, but surveillance and the ability of the controlling agency
to intervene may also be limiting.
For example, an RNP value may be established with its corresponding con-
tainment area in remote areas, but the routes may be separated further due to
surveillance or intervention capabilities of the region. With radar surveillance
and ATC capabilities, these containment areas may be adjusted downward,
possibly even to levels less than the basic navigation containment area.

February 2007
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February 2007
RNP-10 criteria are established in selected oceanic and remote areas where
lateral and longitudinal separation minima have been reduced to 50 NM. All Required
aircraft operating in RNP-10 airspace shall have a 95% cross-track error of
less than 10 NM.
Navigation
RNP-10 may be defined as either an area of airspace, or as a route definition
Performance - 10
within non-RNP airspace. Additional means of providing separation, such as (RNP-10)
Mach Number Technique, may be incorporated to maintain Target Levels of
Safety.
RNP-10 concerns only the navigation elements for meeting these criteria.
Communications or surveillance elements may be specified to operate on a
particular route or in a particular area. These requirements are specified in
other documents such as Aeronautical Information Publications (AIP) and the
ICAO Regional Supplementary Procedures Document (DOC 7030).
States and operators are implementing RNP as part of a worldwide ICAO

effort to implement the Future Air Navigation Systems (FANS), Communica-
tions/Navigation/Surveillance (CNS) and Air Traffic Management (ATM)
concept. In support of this effort, the Informal Pacific Air Traffic Service
Coordination Group (IPACG) has implemented 50 NM lateral separation on
the North Pacific (NOPAC) and Central East Pacific (CEPAC) routes based
on approval of an RNP-10 capability for the total route of flight.
In accordance with ICAO coordinated regional agreements, operators are

required to obtain approval to RNP-10 or equivalent criteria developed by the
operator's state of registry. This performance capability requirement is similar
to existing Minimum Navigation Performance Specification (MNPS) over the
Atlantic.
In addition to the implementation of 50 NM lateral separation based upon an

RNP-10 capability, additional separation reductions based on more stringent
parameters are being implemented. The implementation of more stringent
RNP capability, as well as other CNS elements, is a part of a worldwide ICAO
coordinated effort to improve ATM and CNS services. These steps are neces-
sary to provide benefits to users in terms of efficient use of airspace.
RNP-10 Areas of the World

As of the publication date of this manual, RNP-10 airspace is located:
CEPAC (Central Eastern Pacific) - West coast of US to Hawaii
CENPAC (Central Pacific) - Hawaii to Asia
South Pacific down to the Fijian Islands
EURO/SAM corridor - Europe to South America
IORRA - Indian Ocean Random RNAV area
WATRS - Western Atlantic Route System (June 5, 2008); to be known as

WATRS Plus.

February 2007
CAE SimuFlite

Airspace?
Authorizations
RNP-10 is one of the Special Areas of Operation that require authorization.
Commercial Operators require an OPSPEC for the area in which they are
operating.
Part 91 (IGA) operators require a Letter of Authorization from their State of

Registry to operate in these remote areas.
Required Equipment
As mentioned above, all aircraft operating in RNP-10 airspace shall have a
95% cross-track error of less than 10 NM. This includes positioning error
flight technical error (FTE), path definition error and display error. All aircraft
NOTE: For RNP-10 approval, shall also have a 95% along-track error of less than 10 NM
navigation positioning error is
considered the dominant factor According to FAA Order 8400.12A, at least two Long Range systems capable
to cross-track an along-track of navigating to the RNP should be operational at the oceanic entry point.
error. Flight technical error, path
definition error and display error Flight Technical Error - The accuracy with which the aircraft is controlled as
are considered to be insignifi- measured by the indicated aircraft position, with respect to the indicated com-
cant for the purposes of RNP-
mand or desired position. It does not include blunder errors.
10 approval. RNP-10 is Path Definition Error - The difference between defined path and the desired
intended for oceanic and path at the specific point and time
remote areas where aircraft
separation minima, on the order Display Error - Error components contributed by any input, output or signal
of 50 NM, are applied. conversion equipment used by the display as it presents either aircraft position
or guidance commands, and by any course definition entry device employed
Time Limits
As a baseline, inertial systems approved for RNP-10 operations are limited to
6.2 hours from the time when the system is placed in the navigation mode.
This timeline may be extended, if updated by one or more of several methods

to include multiple navigation sensors, airborne position updating or use of
GPS sensors.
Multiple sensors
An extended time limit may be established by showing that the carriage of
multiple sensors, that mix or average navigation position error, justifies such
an extension (e.g., triple mixed INS's). If the time limit used is based on mix-
ing, then the availability of the mixing capability is required for 14 CFR parts
121, 125 and 135 dispatch or for part 91 takeoff for flight on RNP-10 routes.
If the mixing is not available at dispatch, then a time limit that does not
depend on mixing must be used. Extended time limits must be validated as
described in 8400.12A.

February 2007
En route Updates
Operators may extend their RNP-10 navigation capability time by updating.
Updating may be accomplished either automatically or manually, but must
meet certain requirements.
Approvals for various updating procedures are based upon the baseline for
which they have been approved minus the time factors shown below:
1. Automatic updating using DME/DME = Baseline minus 0.3 hours (e.g. an

aircraft approved for 6.2 hours can gain 5.9 hours following an automatic
DME/DME update)
2. Automatic updating using DME/VOR = Baseline minus 0.5 hours
3. Manual updating using a method similar to that contained in Appendix 7
of 8400.12A or approved by AFS-400 = Baseline minus 1.0 hour
These time extensions represent the maximum time that the INS/IRS/IRU
system can operate without an additional update and are not cumulative.
Automatic updating is considered to be any updating procedure that does not

require crews to manually insert coordinates. Automatic updating may be
considered acceptable for operations where RNP-10 is applied provided that:
1. Procedures for automatic updating are included in an operator's training

program.
2. Crews are knowledgeable of the updating procedures and the effect of the
update on the navigation solution.
3. An acceptable procedure for automatic updating may be used as the basis
for an RNP-10 approval for extended time as indicated by data presented
to the POI or ASI. This data must present a clear indication of the accuracy
of the update on the navigation capabilities for the remainder of the flight.
If manual updating is not specifically approved, manual position updates are
not permitted in RNP-10 operations. Manual radio updating may be consid-
ered acceptable for operations in airspace where RNP-10 is applied provided:
1. Procedures for manual updating are reviewed by AFS-400 on a case-by-

case basis. An acceptable procedure for manual updating is described in
Appendix 7 of 8400.12A and may be used as the basis for an RNP-10
approval for an extended time when supported by acceptable data.
2. The operator shows that updating procedures and training contain mea-
sures for cross checking to prevent blunder errors, and that the crew quali-
fication curriculum is found to provide effective pilot training.
3. The operator provides data that establishes the accuracy with which the
aircraft navigation system can be updated using manual procedures and
representative navigation aids. Data should be provided that shows the
update accuracy achieved in in-service operations. This factor must be
considered when establishing the RNP-10 time limit for INS's or IRUs'

February 2007
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RNP-10 airspace
Most aircraft manuals or their supplements reference 6.2 hours as the maxi-
mum time that an aircraft can fly in RNP-10 airspace without receiving a
position update. To understand this number it is necessary to look to the origi-
nal certification standards for inertial navigation systems (INS). The original
INS units were metal platforms spinning at high speed over a series of very
precise ball bearings. While these units were viewed as incredibly accurate for
their day (late 1960's and early 1970s), they had inherent errors. The FAA
agreed that these early INS units were certifiable as long as they did not drift
off course laterally by a certain amount for a given time traveled longitudi-
nally.
The FAA selected the criteria that as long as the INS did not drift more than 2
NM laterally for each hour traveled longitudinally with a 35 knot crosswind
blowing at a 90 angle to the direction of travel, the unit was certifiable. When
modern IRS/IRU units were introduced they were much more accurate and
less susceptible to drift than the original ball bearing INS equipped units, but
the certification criteria standard remained.
The FAA would like aircraft to remain within the maximum allowable
deviation of a Gross Navigation Error (GNE). A GNE is defined laterally as
being off track by 25 NM or greater. This means that the GNE distance
would be 12.5 NM. Given the maximum drift rate of 2 NM per hour, 6.2 hours
would be the maximum time the aircraft could fly and remain under the
GNE deviation of 12.5 NM. This is the origin of the 6.2 non updated time
rule.

operations in RNP-10 airspace
After the initial (base) position is loaded into the INS, it is never updated and
after entering the navigation mode after alignment begins to drift and will
continue until the aircraft is parked and realigned.
The modern FMS maintains accurate position by updating position accurately

from GPS, DME/DME and other sensor combinations. As long as updating
continues, this current position is accurate. When this position updating
ceases, the INS becomes the primary source of position and the drift must be
accounted for in order to remain within the 12.5 nm containment area.
There are several time limits the pilot should be familiar with. They are deter-
mined by the last form of position update received by the FMS.
If GPS position is present and within limits, there are no time limits imposed
as current position remains accurate.
If GPS is not present or lost, the FMS typically resorts to DME/DME posi-
tion. Under these conditions, there is a maximum flight time of 5.9 flight time
from the last position update. If the DME/DME position updating is not lost,
no time limit would apply.

February 2007
If the last position update was calculated by VOR/DME (slightly less accu-
rate), a maximum flight time from the last update would be 5.7 hours. Again,
if VOR/DME position updating continues, there is no time limit.
The least accurate position update is a manual update to FMS position and has
a time limit of 5.2 hours from the last manual update. If this system is used, a
procedure must be developed to assure accurate updating.
If automatic updating is reacquired, the clock is reset. If updating is subse-

quently lost, the maximum time will be according to the last position update.
If GPS is lost and no other position updating is available, the 6.2 hour limit
applies from the time the INS was placed into the navigation mode. Again,
regaining automatic position updating resets the clock.
If no position updating is available, the 6.2 hour limit from the time entering
the navigation mode applies.
If the pilot exceeds these time limits in RNP10 airspace, he must inform ATC
of this exceedance. His position will then be logged as uncertain.
GPS
Aircraft approved to use GPS as a primary means of navigation for oceanic NOTE: if predictions indicate
and remote operations in accordance with the appropriate FAA documents, or that the maximum FDE outage
equivalent, are considered to meet the RNP-10 requirements without time for the intended RNP-10 oper-
limitations. The AFM(s) should indicate if a particular GPS installation meets ation cannot be met, the oper-
the appropriate FAA documents requirements. As specified in the appropriate ation must be rescheduled
FAA documents, at least dual GPS is required, and an approved dispatch fault when FDE is available, or
detection and exclusion (FDE) prediction program must be used. RNP-10 must be predicated
on an alternate means of navi-
The maximum allowable time for which FDE capability is projected to be gation.
unavailable is 34 minutes. The maximum time should be included as a condi-
tion of RNP-10 approval.
Multi-sensor systems integrating GPS with RAIM or FDE that are approved
using the guidance of AC 20-130A, Airworthiness Approval of Navigation or
Flight Management Systems Integrating Multiple Navigation Sensors, or
equivalent, can be considered to meet RNP-10 requirements without time lim-
itations. In this case the INS or IRU must be approved in accordance with part
121, appendix G.
MEL
If RNP-10 operational approval is granted on the basis of a specific opera-
tional procedure (such as credit for a triple mix), operators should make MEL
adjustments specifying the required dispatch conditions.
Crew Requirements
Crews operating aircraft in these remote areas must have specified areas of
crew knowledge. DOC 8400.12A Appendix 4 Training Programs outline the
specifics and are highlighted under Operating in the Airspace below.

February 2007
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Commercial operators will be required to have specific training programs for

operating in these areas.
Part 91 operators are required to have the same knowledge. Specific training
programs are not outlines, but may be required by the FAA as a means to
demonstrate required levels of knowledge.
Operating in the Airspace

1. Flight Planning
During flight planning, the flight crew should pay particular attention to con-
ditions which may affect operations in RNP-10 airspace or on RNP-10 routes.
These include, but may not be limited to verifying:
e. The aircraft is approved for RNP-10 operations.

a. The RNP-10 time limit has been accounted for.
a. The letter "R" is annotated in Block 10 (Equipment) of the ICAO
Flight Plan.
a. The requirements for GPS, such as FDE, if appropriate for the operation
have been met; and
a. if required for a specific navigation system, accounting for any operat-
ing restriction related to RNP-10 operation is accomplished.
2. Preflight procedures at the aircraft for each flight
The following actions should be completed during preflight:
a. Review maintenance logs and forms to ascertain the conditions of

equipment required for flight in RNP-10 airspace or on an RNP-10
route. Ensure maintenance action has been taken to correct defects in
required equipment.
a. During external inspection of the aircraft, particular attention should be
paid to the condition of the navigation antennae and the condition of
the fuselage skin in the vicinity of these antennae. This check may be
accomplished by a qualified and authorized person other than the
pilot; e.g., a flight engineer or mechanic.
a. Emergency procedures for operation in RNP-10 airspace or on RNP-10
routes are no different than normal oceanic emergency procedures
with one exception: crews must be able to recognize and advise ATC
when the aircraft is no longer able to navigate to its RNP-10 capabil-
ity.
3. En route
a. At least two Long Range Navigation systems capable of navigating to
the RNP should be operational at the oceanic entry point. If this is not
the case, then the pilot should consider an alternate routing which
would not require that equipment; or consider diverting for repairs.
a. Before entering oceanic airspace, the aircraft's position should be
checked as accurately as possible by using external navigation aids

February 2007
(NAVAIDS). This may require distance measuring equipment DME/
DME and/or DME/VOR checks to determine navigation system
errors through displayed and actual positions. If the system is
updated, the proper procedures should be followed with the aid of a
prepared checklist.
a. Operator in-flight operating drills shall include mandatory cross -
checking procedures to identify navigation errors in sufficient time to
prevent aircraft from inadvertent deviation from ATC cleared routes.
a. Crews shall advise ATC of any deviation or failure of the navigation
equipment below the navigation performance requirements, or of any
deviations required for a contingency procedure.
4. Flight crew knowledge
a. Commercial Operators should ensure that crews have been trained to
ensure that they are knowledgeable of the topics contained in Order
8400.12A, limits of their RNP-10 navigation capabilities, effects of
updating and RNP-10 contingency procedures.
a. Part 91 Operators should show the FAA that pilots are knowledgeable
on RNP-10 operations. The intent is for an applicant for RNP-10
authorization to show the FAA that crewmembers are knowledgeable
of the material in Order 8400.12A. FAA order 8700.1, General Avia-
tion Inspector's Handbook, Chapter 222 addresses training for Part 91
operators. It states that specific training is not required by 14 CFR or
by Annex 2 to the ICAO Rules of the Air and gives inspectors latitude
in determining pilot qualifications. It further states that on the LOA,
the statement, "Crew training conducted by" can be completed with
an entry of; none, self, company training or the name of a commercial
training course. Training "acceptable" to the FAA is not a prerequisite
for issuing an RNP-10 authorization. It is also not a requirement that a
Part 91 operator provide a certificate of training that says it is FAA
approved. What can be considered as acceptable for an operator to
show that crews have adequate knowledge of the RNP-10 operating
practices and procedures contained in Order 8400.12A is:
(1). FAA Inspectors can accept training center certificates with-
out further evaluation;
(2). FAA Inspectors may elect to evaluate a training course
before accepting a training center certificate from a specific
center; and
(3). FAA Inspectors may accept a statement by the operator that
it has conducted or will conduct an in-house RNP-10 training
program.

February 2007
CAE SimuFlite

February 2007

ECAC website)
RNP - 5
"RNAV is a method of navigation which permits aircraft operations on any (B-RNAV)
desired flight path within the coverage of station references navigation aids or
within the limits of the capability of self-contained aids, or a combination of
these. Airborne RNAV equipment automatically determines aircraft position
by processing data from one or more sensors and guides the aircraft in accor-
dance with appropriate routing instructions."
"B(basic)-RNAV defines European RNAV operations which satisfy a required

track keeping accuracy of 5 NM for at least 95% of the flight time. This level
of navigation accuracy is comparable with that which can be achieved by con-
ventional navigation techniques on ATC routes defined by VOR/DME when
VORs are less than 100 NM apart." REFERENCES:
ICAO Doc 7030/4 Ed.1997
For B-RNAV purposes, aircraft position can be determined from the follow-
ing sources:
DME/DME
VOR/DME (within 62 NM VOR range)
INS (with radio updating or limited to 2 hours use after last on-ground
position update)
Loran C (with use limitations)
GPS (with use limitations)
Primary sources of navigation information for ECAC airspace are VOR/
DME, DME/DME and GPS.
B-RNAV basically equates to RNP-5, however RNP-5 will actually include

additional requirements.

February 2007
CAE SimuFlite
What does B-RNAV offer?
Figure 5-5: B-RNAV features
B-RNAV permits increasing traffic flow while at the same time maintaining
or improving existing safety standards. These benefits are achieved by provid-
ing:
Improved traffic management through repositioning of intersections

More flexible use of available airspace via ATS routes
Bypass routes for aircraft over flying high - density terminal areas
Alternative or contingency routes on either a planned or ad hoc basis
Optimum holding pattern locations
Optimized feeder routes
Shorter flight distances and associated fuel savings
Reduced number of ground navigation facilities
All of these can be realized with existing on board RNAV systems. Simulation
studies were done and demonstrated that 30% capacity increase could be
achieved with a uniform application of B-RNAV combined with a revised
ATS route network and the implementation of FUA (Flexible Use of Air-
space) concepts.

February 2007
Where has B-RNAV been implemented?
Figure 5-6: B-RNAV locations
B-RNAV has been implemented throughout the entire ATS Route Network in
the ECAC area. It applies to all IFR flights operating as General Air Traffic
(GAT), in conformity with the ICAO procedures. In some cases, B-RNAV has
also been implemented on certain SIDs and STARs provided that:
The B-RNAV portion of the route is above the Minimum Sector Alti-
tude / Minimum Flight Altitude / Minimum Radar Vectoring Altitude
(as appropriate), has been developed in accordance with established
PANS-OPS criteria for en-route operation, and conforms to B-RNAV
en-route design principles.
The initial portion of departure procedures is non-RNAV up to a con-
ventional fix beyond which the B-RNAV procedure is provided in
accordance with the criteria above.
The B-RNAV portion of an arrival route terminates at a conventional
fix in accordance with the criteria above and the arrival is completed by
an alternative final approach procedure, also appropriately approved.
Due regard has been taken during the design process of the operating
procedures of users.
National Authorities may designate domestic routes in the lower airspace,
which can be used by the aircraft which are not B-RNAV capable. State air-
craft, as defined in the Chicago Convention, are exempted from this B-RNAV
requirement.
National Administrations are required to publish the coverage of their naviga-

tional aids, to notify the status of these aids and to ensure that the coordinates
of these waypoints are referenced to the WGS-84 geodetic reference system.
The specific procedures for B-RNAV operations are incorporated in ICAO
Doc 7030/4/Ed.1997.

February 2007
CAE SimuFlite

implementation?
There is a need to make use of RNAV techniques in other phases of flight. B-
RNAV is not suitable for many aspects of departure, arrival, or approach. The
JAA, along with EUROCONTROL and member states are implementing P-
RNAV, which requires a track keeping accuracy of 1 NM for at least 95% of
the time. P-RNAV will not be used for final approach, but will add much
capability to the terminal area traffic flows.
Navigation Strategy for ECAC States
En route/Connection Terminal Area En route & Terminal

to Terminal Area P-RNAV Area Including
B-RNAV Approaches
RNP-RNAV
1998 2004-10 2010-2020

February 2007
P-RNAV is a progression from B-RNAV (RNP-5) introducing RNAV proce-
dures into the terminal environment with a common basis. These replace the
wide variety of RNAV procedures in European ECAC airspace, which will
RNP - 1
result in a higher level of safety through the utilization of common proce-
dures. (P-RNAV)
Differences between B-RNAV and P-RNAV
Basic area navigation was the forerunner of RNAV implementation in ECAC.
It was designed to add en route capacity with minimal aircraft capability. It
requires aircraft to maintain a course tracking accuracy of 5NM for at least http://www.ecacnav.com/P-
95% of the time in order to meet required safety targets. B-RNAV may be RNAV/default.htm
flown using inputs from VOR/DME, DME/DME, or GNSS and/or INS.
Precision Area Navigation (P-RNAV) is being implemented for RNAV appli- REFERENCES:
cations in the terminal area. P-RNAV requires aircraft to maintain a course
tracking accuracy of 1NM for at least 95% of the time combined with JAA TGL-10 (Current
advanced functionality high integrity navigation databases. P-RNAV may be Revision)
flown using inputs from DME/DME or GPS and/or INS. Many existing air-
craft can achieve P-RNAV capability without additional onboard equipment. FAA AC90-96A
Databases are the primary issue for most existing applications. FAA AC90-100A
P-RNAV procedures are designed, validated and flight checked to a common EATM P- RNAV Approval
standard. All aircraft are certified to the same criteria and functional capabil- Guidance
ity. In addition, ATC procedures and RT phraseology will be standard.
In order to maintain accurate tracking in the terminal area, there are require-
ments for both crew and equipment. It is a Special Area of Operations that
requires authorization for operations using these procedures. At the present,
there is no mandate for the carriage of P-RNAV. Basic RNAV will be avail-
able for aircraft not P-RNAV qualified, but may be subject to operational lim-
itations at some airports.
Where do we go next?
RNP-RNAV will be the final step toward achieving an area navigation system
with functionality and integrity for all phases of flight with track keeping
accuracy applicable to prescribed RNP values, typically RNP 0.3NM and
RNP 0.1NM. No mandate is foreseen before 2010.
Required Equipment
Many aircraft as currently equipped will be able to achieve P-RNAV capabil- REFERENCES:
ity without adding onboard equipment. Database integrity is of great impor-
tance due to waypoints being established below existing MSA's. JAA TGL-10
(Current Revision)
P-RNAV procedures utilize RNAV equipment that automatically deter- FAA AC90-96A
mines aircraft position in the horizontal plane using inputs from the fol-
lowing types of sensors (not listed in order of priority): FAA AC90-100A
DME/DME from two or more stations EATM P-RNAV Approval
VOR/DME with co-located DME where it is identified as meeting the Guidance
requirements of the procedure
GNSS (GPS)
INS or IRS with automatic updating from suitable radio based naviga-
tion equipment

February 2007
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The above listed equipment has further limitations and the current revision of
the appropriate documents should be consulted for complete details.
The navigation equipment required for P-RNAV operations must have the lat-
eral track keeping ability equal to or better the +/- 1NM for 95% of the flight
time (RNP-1).
The database used must either be from an approved source or checked via an
approved method to ensure database integrity. The P-RNAV website main-
tains a current listing of approved equipment and databases.
REFERENCES: Crew Requirements

JAA TGL-10
(Current Revision)
The crew must be trained, qualified and current for the intended route. Addi-
tionally, the crew must be qualified and current for P-RNAV operations.
FAA AC90-96A
TGL-10, paragraph 10.5, Flight Crew Training states:
FAA AC90-100A
"All flight crews must receive appropriate training, briefings and guidance
material in the operation of RNAV based departure and arrival procedures.
This should cover the normal and contingency procedures identified in para-
graphs 10.2 (Normal Procedures) and 10.3 (Contingency Procedures). Wher-
ever practicable, standard training events (simulator checks/proficiency
checks) should include departures and arrivals using the RNAV -based proce-
dures. The operator must ensure that the Training Manual contains appropri-
ate material to support P-RNAV operations. As a minimum, the items listed in
Table 3 should be addressed in the Training Manual."
FAA AC 90-96A gives U.S. operators guidance as to how to comply with the
requirements for BRNAV and PRNAV approval. Appendix 1 describes the
requirements for BRNAV and Appendix 2 describes the requirements for
PRNAV.

February 2007
SUBJECT REFERENCES:
1. Theory of RNAV, including the differences between B-RNAV, P-RNAV
and RNP-RNAV
JAA TGL-10
(Current Revision)
2. Limitations of RNAV
3. Charting, database and avionics issues including: FAA AC90-96A
Waypoint naming concepts FAA AC90-100A
RNAV Path terminator concepts and especially:
Use of the 'CF' path terminator
Use of the 'TF' path terminator
Fly-By and Fly-Over waypoints
Use of the RNAV equipment including, where appropriate:
Retrieving a procedure from the database
Verification and sensor management
Tactically modifying the flight plan
Addressing discontinuities
Entering associated data such as: REFERENCES:
Wind
Altitude/Speed constraints JAA PRNAV Flight OPS and
Vertical Profile/Vertical Speed CREW Information Notice
Flying the procedure
Use of Lateral Navigation Mode and associated lateral control tech-
niques
Use of Vertical Navigation Mode and associated vertical control tech-
niques
Use of automatic pilot, flight director and auto-throttle at different stages
of the procedure
RT Phraseology for RNAV
The implications for RNAV operations of system malfunctions which are
not RNAV related (e.g. hydraulic failure or engine failure).
Operating Procedures (Extracted from

JAA PRNAV Fight OPS and Crew Informa-
tion Notice)
Pre-Flight Planning
1. The crew must be trained qualified, and current for the intended route. The
crew must be qualified and current for P-RNAV operations.
2. For aircraft with P-RNAV approval a 'P' shall be inserted in the FPL Item
10, in addition to the 'R' for B-RNAV approval.
3. The NOTAMS must advise availability of any navigation aid that might
affect the navigation infrastructure required for the intended operation,
including any non-RNAV contingencies and must be confirmed for the
period of intended operation.
GNSS specific: If a stand-alone GPS is to be used for P-RNAV, the avail-
ability of RAIM must be confirmed with account taken of the latest infor-
mation from the US Coast Guard or from the EUROCONTROL AUGUR
website which give details of satellite non-availability.

February 2007
CAE SimuFlite
4. Minimum Equipment List (MEL). Any navigation equipment unservice-

ability must be checked against the MEL for effect on RNAV operations.
Availability of the onboard navigation equipment necessary for the
required route must be confirmed.
Where the responsible airspace authority has specified in the AIP that dual
P-RNAV systems are required for a specific Terminal Area P-RNAV pro-
cedure, the availability of dual P-RNAV systems must be confirmed. This
typically will apply where procedures are effective below the applicable
minimum obstacle clearance altitude or where radar coverage is inade-
quate for the purposes of supporting P-RNAV. This will also take into
account the particular hazards of a Terminal Area and the feasibility of
contingency procedures following loss of P-RNAV capability.
5. Database: The onboard navigation database must be current and appropri-
ate for the intended operation and include the relevant navigation aids,
waypoints and coded Terminal Area procedures for the departure, arrival
and alternate airfields.
The database must be provided by an approved supplier or be checked via
an approved company procedure.
Before Start
1. At system initialization, the flight crew must confirm that the navigation
database is current and verify that the aircraft position has been entered
correctly.
2. The active flight plan should be checked by comparison of the charts, SID
or other applicable documents, with the map display (if applicable) and the
MCDU. This includes:
Confirmation of the correct waypoint sequence
Reasonableness of track angles and distances
Any altitude or speed constraints, and
Correct identification, where possible, of waypoints as fly-by or fly-
over waypoints
Pilots shall particularly focus on any segment of the P-RNAV procedure
which is below MSA.
If required by a procedure, a check will need to be made to confirm that posi-

tion updating will use a specific navigation aid or to confirm exclusion of a
specific navigation aid.
NOTE: As a minimum, the depar-
ture checks could be a simple A procedure shall not be used if doubt exists as to the validity of the proce-
inspection of a suitable display to dures in the navigation database.
achieve the objectives of this para-
graph. 3. Route modifications in the Terminal Area may take the form of radar head-
ings or 'direct to' clearances and the flight crew must be ready to act
promptly. This may include the insertion in the flight plan of a waypoint
sequence loaded solely from the database as part on an alternate proce-
dure.

February 2007
The creation of new waypoints by manual entry into the RNAV system by the
flight crew is not permitted, as it would invalidate the affected P-RNAV pro-
cedure.
Takeoff
1. Prior to takeoff, the flight crew must verify that the RNAV system is avail-
able and operating correctly and, when available, the correct airport and
runway data have been loaded.
2. Line Up: Unless automatic updating of the actual departure point is pro-
vided, the flight crew must ensure initialization on the runway either by
means of a manual threshold or intersection update, as applicable. This is
to preclude any inappropriate or inadvertent position shift after takeoff.
GNSS Specific: the signal must be acquired before the takeoff roll com-
mences and GNSS position then may be used in place of the runway update.
Departure
1. During the procedure and where feasible, flight progress should be moni-
tored for navigational reasonableness by cross-checks with conventional
navigation aids using the primary displays in conjunction with the MCDU. NOTE: When a procedure is
designed to be started conven-
If P-RNAV capability is not based on GNSS equipage, transition to the P-
tionally, then the first point of the
RNAV structure shall only be made from the point where aircraft has entered
DME/DME coverage. P-RNAV procedure will be identi-
fied on the charts.
2. When using autopilot and/or flight director, particular attention should be
paid to the selected/armed mode as the resultant track keeping accuracy
may vary.
Track keeping monitoring of a P-RNAV procedure below MSA will also
require particular attention in degraded conditions such as engine failure, as
both the vertical and lateral obstacle clearance are more critical.

February 2007
CAE SimuFlite
Descent and Arrival

1. As for departure, prior to the arrival phase the flight crew should verify
that the correct terminal procedure has been loaded.
The active flight plan should be checked by comparison of charts with the
map display (if applicable) and the MCDU. This includes:
Confirmation of the waypoint sequence

Reasonableness of track angles and distances
Any altitude or speed constraints
Where possible, which waypoints are fly-by or fly-over
Some P-RNAV procedures called "open procedures" are terminated by means
of a heading segment to assist sequencing and to prevent automatic turns onto
final approach.
Again, pilots shall particularly focus on the segment of P-RNAV procedures

which are below MSA.
NOTE: As a minimum, the arrival
checks could be a simple inspec- If required, a check will need to be made to confirm that updating will include
tion of a suitable display to or exclude a particular navigation aid as appropriate.
achieve the objectives of this
paragraph. A procedure shall not be used if doubt exists as to the validity of the proce-
dure in the navigation database.
The crew briefing shall include reversion to conventional procedure and the
go around procedure.
As for departure, the creation of new waypoints by manual entry into the
RNAV system by the flight crew is not permitted as it would invalidate the P-
RNAV procedure.
2. For RNAV systems without GNSS updating, a reasonableness check is

required during the descent phase before reaching the Initial Approach
Waypoint (IAWP). For example, where feasible, display bearing/range to a
VOR/DME on the RNAV system and compare it to the actual RMI reading
of that particular navaid.
It should be noted that:
For some systems, the accuracy may be derived from the navigation
mode or accuracy mode
Where the MCDU is not capable of displaying accuracy in decimal
units, then an approved alternative means of verifying accuracy will
have to be followed
GNSS specific: for GNSS based systems, absence of a triggered alarm is con-
REFERENCES: sidered sufficient.
FAR 91 Appendix C
If the check fails, a conventional procedure must then be flown.
AC 91-70 Oceanic and Other
International Operations When the contingency to revert to a conventional arrival procedure might be
required, the flight crew must make the necessary preparation and briefing.

February 2007
3. Route modifications in the Terminal Area may take the form of radar head-
ings or 'direct to' ATC clearances and the flight crew must be ready to react
promptly, This may include the insertion in the flight plan of a waypoint
sequence loaded solely from the database as part of an alternate procedure.
Manual entry or modification by the flight crew of the loaded procedure using
temporary waypoints or fixes not provided in the database is not permitted.
Any published altitude and speed constraints must be observed unless other-
wise instructed by ATC.
4. As for departure, when using autopilot or flight director, particular atten-

tion should be paid to the selected/armed mode as the response to the track
keeping demand may vary.

February 2007
CAE SimuFlite

February 2007
What is Performance Based Navigation? Implementation

It is navigation along a route, on a procedure, or in an airspace, in which the
operating aircraft must comply with specified performance requirements,
of Performance
such as RNP-1, RNP-4, RNP-5, RNP-10. Based
How did countries differ in their implementation of Navigation
PBN?
They differed primarily in the naming of specified performance requirements.
The following are some examples:
New Names Current Names

RNAV1 U.S. called it Type B. Europe called it P-RNAV.
RNAV2 U.S. called it Type A.
RNAV5 Europe called it B-RNAV.
How have these differences been addressed?

ICAO and the RNP Special Operational Requirements Study Group agreed to
the following naming standards of the RNAV and RNP applications in PBN:
Table 5-3: RNAV and RNP Naming Standards

Requirement for
Designation of Designation of
Area of Navigation Accuracy Performance
Navigation Standard Navigation Standard
Application (NM) Monitoring and
(current) (new)
Alerting
Oceanic/Remote 10 RNP-10 RNAV-10 No

(RNP-10 label)
4 RNP-4 RNP-4 Yes
Enroute Continental 5 RNP-5 RNAV-5 No

Basic RNV
Enroute Continental 2 US-RNAV Type A RNAV-2 No

and Terminal
Terminal 1 US-RNAV Type B and RNAV-1 No

P-RNAV
Approach .3 RNP SAAAR AR Yes
Even though these naming changes have been agreed to by all involved par-
ties, you will continue to see the old naming conventions in print until all of
the printed materials can be revised.

February 2007
CAE SimuFlite
What are the current timelines for the implementation

of PBN?
Near-term 2006-2010
Mid-term 2011-2015
Far-term 2016-2025
As you can see, this is a long-term project, and we are only in the beginning
stages of implementation. This means that we can expect continuous changes
as the implementation proceeds.

February 2007
Guidance for operations on U.S. Area Navigation (RNAV) routes, Standard
Instrument Departures (SIDS) and Standard Terminal Arrival Routes U.S. Terminal
(STARS) is provided in Advisory Circular AC90-100A. Compliance as
described in the AC means meeting both operational and functional criteria.
and En Route
Area Navigation
Performance Based Navigation (RNAV)
These procedures use the Performance Based Navigation concept which uti- Operations
lizes a series of performance and functional criteria necessary to conduct
RNAV procedures. Approved Global Positioning System (GPS) can be used
for all public RNAV routes, SIDS and STARS. The criteria for DME/DME
RNAV Systems and DME/DME/IRU Navigations systems are described in
Appendix 1 and 2 of AC90-100A.
This criterion is generally consistent with the criteria for Precision RNAV (P-
RNAV) operations in Europe as referenced in AC90-96A. There are some
exceptions to the criteria for P-RNAV including: NOTE: This section is
excerpted from AC90-100A.
GPS equipped aircraft compliant with AC90-USRNAV need not per- See the current and complete
form the GPS health word checking described in TSO-C129A, Air- document for complete data
borne Supplemental Navigation Equipment using the Global
Positioning System (GPS)
All classes of TSO-C1129/129A equipment certified for IFR use with-
out deviation may execute U.S. RNAV procedures and routes imple- REFERENCES:
mented with a requirement for compliance of this AC.
AC90-100A US Terminal and
Enroute Area Navigation
Definitions (RNAV) operations
Area Navigation (RNAV) A method of navigation which permits aircraft AC90-96A Approval of US
operation on any desired flight path within the coverage of station-referenced Operators and Aircraft to
navigation aids or within the limits of the capability of self-contained aids, or Operate Under Instrument
a combination of these. Flight Rules (IFR) in Euro-
pean Airspace Designated for
Critical DME A DME facility that when unavailable results in inadequate Basic Area Navigation (B-
RNAV system performance to sustain operations along a specific route or pro- RNAV) and Precision Area
cedures. Navigation (P-RNAV)
DME/DME RNAV Refers to navigation using DME, ranging from at least JAA TGL-10
two DME facilities to determine position along with use of an inertial refer-
ence unit (IRU) to provide sufficient position information during limited
DME gaps.
Global Navigation Satellite System (GNSS) The GNSS is a worldwide

position and time determination system which includes one or more satellite
constellations, aircraft receivers, and system integrity monitoring. GNSS is
augmented as necessary to support the required navigation performance for
the actual phase of operation.
Global Position System (GPS) The United States GNSS core satellite con-
stellation providing space-based positioning, velocity, and time. GPS is com-
posed of space, control, and user elements.
Receiver Autonomous Integrity Monitoring (RAIM) A technique used

within a GPS receiver/processor to monitor GPS signal performance.

February 2007
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Q Route An RNAV route within the high altitude structure of the Contigu-
ous United States, requiring system performance by GPS/GNSS or DME/
DME/IRU RNAV systems.
Track Keeping Accuracy Value includes signal source error, airborne

receiver error, display system error, and flight technical error. This navigation
assumes the necessary coverage provided by satellite or ground-based naviga-
tion aids is available for the route to be flown.
Navigation Sensors
U.S. RNAV operations are based upon the use of RNAV equipment that auto-
matically determines aircraft position in the horizontal plane using inputs
from the following types of sensors (no specific order of priority):
Global Navigation Satellite System (GNSS) in accordance with TSO-

C145A, TSO-C146A and TSO-C129/C129A.
NOTE: Position data from other types of sensors may be inte-
grated with the GNSS data provided it does not cause position
errors exceeding the track keeping accuracy requirements
DME/DME RNAV equipment complying with the criteria in Appendix
1 of AC90-100A
NOTE: For the purposes of AC 90-100, this equipment cannot
be used to meet the track keeping requirement for Type B RNAV
SIDs and STARs
NOTE: For Type A SIDs/STARs, VOR/DME coverage is not
assessed in procedure design, but normal functioning of the flight
management system (FMS) ocoupled with the DME evaluation
and radar monitoring should provide sufficient navigation capabil-
ity.
DME/DME/IRU RNAV equipment complying with the criteria in
Appendix 2 of AC90-100A
NOTE: For Type B SIDs/STARs, multi-sensor RNAV systems
may utilize VOR/DME updating prior to IRU updating. Normal
functioning of the FMS coupled with the DME evaluation should
provide sufficient navigation capability.
Navigation Displays and Functions

1. The display of navigation data must use either a lateral deviation display or
a navigation map display meeting the following requirements:
a. A non-numeric lateral deviation display (e.g., CDI, (E)HSI) with a
To-From indication and a failure annunciation for use as primary
flight instruments for navigation of the aircraft, maneuver anticipa-
tion and failure/status/integrity indication with the following four
attributes:
Must be visible to the pilot and located in the primary field of view
ii. Lateral deviation scaling should agree with any alerting and
annunciation limits if implemented

February 2007
iii. Lateral deviation display must be automatically slaved to the
RNAV computed path
iv. Display scaling may be set automatically by default logic or
set to a value obtained from the navigation database
b. A navigation map display readily visible to the pilot with appro-
priate map scales (scaling may be set manually by the
pilot)and giving equivalent functionality to a lateral deviation
display.
2. Capability to continuously display to the pilot flying on the primary flight
instruments for navigation of the aircraft (primary navigation display) the
RNAV computed desired path and aircraft position relative to the path.
3. Where the minimum flight crew is two pilots, the means for the pilot not
flying (PNF) to verify the desired path and aircraft position relative to the
path.
4. A navigation database containing current navigation data officially pro-
mulgated for civil aviation which can be updated in accordance with the
Aeronautical Information Regulation and Control (AIRAC) cycle and
from which terminal airspace procedures cane be retrieved and loaded into
the RNAV system. The stored resolution of the data must be sufficient to
achieve the required track keeping accuracy. The database must be pro-
tected against pilot modification of the stored data.
5. Means to display the validity period of the navigation data to the pilot.
6. Means to retrieve and display data stored in the navigation database relat-
ing to individual waypoints and navigation aids enabling the pilot to verify
the procedure to be flown.
7. Capacity to load from the database into the RNAV system the entire
RNAV segment of the SID or STAR procedure(s) to be flown.
8. Display the active navigation sensor type either in the pilot's primary field
of view or on a readily accessible page on an MCDU.
9. Display of the identification of the active (To) waypoint in the pilot's pri-
mary field of view.
10.Display of distance and bearing to the active (To) waypoint in the pilot's
primary field of view.
11. Display of ground speed or time to the active (To) waypoint either in the
pilot's primary field of view.
12.The system must be capable of displaying lateral deviation with a resolu-
tion of at least 0.1NM.
13.Capability for the navigation system to execute a "Direct To" function.
14.Capability for automatic leg sequencing with a display of sequencing to
the pilot.
15.Capability to execute procedures extracted from the onboard database
including the capability to execute fly-over and fly-by turns.

February 2007
CAE SimuFlite
16.Capability to execute leg transitions and maintain tracks consistent with

the following ARINC 424 path terminators or their equivalents:
a. Initial Fix (IF)
b. Track to Fix (TF)
c. Course to Fix (CF)
d. Direct to Fix (DF)
17.If all or part of an RNAV route is entered through the manual entry of fixes
from the navigation database. TF leg type must be used to define the path
between a manually entered fix and the preceding and following fixes.
18.Capability to display an indication of the RNAV system failure including
the associated sensors in the pilot's primary field of view
19.For multi-sensor systems, capability for automatic reversion to an alternate
RNAV sensor if the primary RNAV sensor fails.
Eligible Aircraft Systems

1. Aircraft with a statement of compliance to AC 90-100 in the Aircraft
Flight Manual (AFM), Pilot Operating Handbook (POH) or the operating
manual for their avionics meet the performance and functional require-
ments of AC 90-100.
2. Aircraft with PRNAV approval based on GNSS capability meet the func-
tional requirements of AC 90-100
Refer to AC 90-100 for other means of compliance with this section.
U.S. RNAV Operating Procedures

Pilots should be familiar with the normal operating and contingency proce-
dures associated with U.S. RNAV routes, SIDs and Stars.
Preflight Planning
1. Operators and pilots intending to conduct operations on U.S. RNAV
routes, SIDs and STARs are expected to file the appropriate flight plan suf-
fix code as designated in the current Airman's Information Manual (AIM)
and other Flight Information Publications (FLIP).
2. During the pre-flight planning phase, the availability of the navigation
infrastructure required for the intended routes, SIDs and STARs including
any non-RNAV contingencies must be confirmed for the period of
intended operations. The pilot must also confirm availability of the
onboard navigation equipment necessary for the route, SID or STAR to be
flown.
3. The onboard navigation database must be current and appropriate for the
region of intended operation and must include the navigation aids, way-
points and relevant coded terminal airspace procedures for the departure,
arrival and alternate airfields.

February 2007
NOTE: Navigation databases are expected to be current for the
duration of the flight. If the AIRAC cycle will change during flight,
operators and pilots should establish procedures to ensure the
accuracy of navigation data including suitability of navigation facil-
ities used to define the routes and procedures for flight. Tradition-
ally this has been accomplished by verifying electronic data
against paper products. One acceptable means is to compare
aeronautical charts (new and old) to verify navigation fixes prior to
dispatch. If an amended chart is published for the procedure, the
database must not be used to conduct the operation.
4. If not equipped with GPS (or for multi-sensor systems with GPS which do
not alert upon loss of GPS), aircraft must be capable of navigation system
updating using DME/DME or DME/DME/IRU for Type A SIDs and
STARs and DME/DME/IRU for Type B SIDs and STARs. For procedures
requiring GPS, if the navigation system does not automatically alert the
flight crew to the loss of GPS, the operator must develop procedures to
verify correct GPS operation.
5. If TSO-C129 equipment is used to satisfy the RNAV requirement, the pilot
should confirm the availability of RAIM with the latest GPS NOTAMS. If
no satellites are scheduled to be out of service the aircraft can depart with-
out further action. If any GPS satellites are scheduled to be out of service,
the availability of GPS integrity (RAIM) must be confirmed for the
intended flight for both route and time. In the event of a predicted continu-
ous loss of RAIM of more than five minutes for any part of the intended
flight, the flight should be delayed, cancelled or re-routed where RAIM
requirements can be met. Operators using WAAS avionics must check
WAAS NOTAMS.
General Operating Procedures

Operators and pilots should not request or file U.S. RNAV routes or proce-
dures unless satisfying the criteria in AC 90-100. If an aircraft not meeting
these criteria receives a clearance from ATC to conduct an RNAV procedure,
the pilot must advise ATC that they are unable to accept the clearance and
request alternate instructions.
1. The pilot should comply with any instructions or procedures identified by

the manufacturer as necessary to comply with the equipment requirements
of AC90-100A. Pilots of RNP aircraft must adhere to any AFM limitations
or operating procedures required to maintain the RNP value specified for
the procedure.
2. At system initialization pilots must confirm the navigation database is cur-
rent and verify the aircraft's present position.
3. Pilots must not fly an RNAV SID or STAR unless it is retrievable by pro-
cedure name from the onboard navigation database and conforms to the
charted procedure.
NOTE: SIDs and STARs excluding the use of RNAV DME/DME
and DME/DME/IRU navigation will be annotated on the chart with
a requirement for GNSS

February 2007
CAE SimuFlite
4. Whenever possible RNAV routes should be extracted from the database in

their entirety rather than loading RNAV route waypoints from the database
into the flight plan individually. Selecting and inserting individual named
fixes is permitted provided all fixes along the published route to be flown
are inserted.
NOTE: This does not preclude the use of panel mount GPS avi-
onics to meet the requirements of AC 90-100
5. Flight crews should crosscheck the cleared flight plan against charts or
other applicable resources as well as the navigation system textual display
and the aircraft map display if applicable. If required, confirm the exclu-
sion of a specific navigation aid. A procedure should not be used if doubt
exists as to the validity of the procedure in the navigation database.
NOTE: Pilots may notice a slight difference between the naviga-
tion information portrayed on the chart
6. If GPS is not available, the aircraft must be capable of navigating using
DME/DME or DME/DME/IRU for Type A SIDs and STARs or using
DME/DME/IRU for Type B SIDs and Stars.
7. Manual entry (latitude/longitude, place/bearing) of published procedure
waypoints into the aircraft system is not permitted. Additionally, pilots
must not change any RNAV SID or STAR database waypoints from a fly-
by to a fly-over waypoint or fly-over to fly-by waypoint.
8. While operating on RNAV segments pilots are encouraged to use flight
director and/or autopilot in lateral navigation mode if available.
NOTE: Pilots and operators should be aware of possible lateral
deviations when using raw data or Navigation Map Displays for
lateral guidance in lieu of flight director.
9. If ATC issues a heading assignment taking the aircraft off a procedure, the
pilot should not modify the route in the RNAV system until a clearance is
received to rejoin the procedure or the controller confirms a new route
clearance. When the aircraft is not on the published procedure the speci-
fied accuracy requirement does not apply.
RNAV SID Specific Requirements
RNAV 1
REFERENCES: Aircraft operation on RNAV 1 STARs and SIDs msut maintain a total system
Jepperson Briefing Bulletin; error of not more than 1 nautical mile for 95% of the total flight time. All
JEP 07-A pilots are expected to maintain route centerlines, as depicted by onboard lat-
eral deviation indicators and/or flight guidance during all RNAV operations,
unless authorized to deviate by ATC or under emergency conditions. Cross-
track error/deviation should be limited to 0.5 nautical mile. Brief deviations
from this standard during and immediately after procedure/route turns, up to a
maximum of 1 nautical mile are allowable. Pilots must use a lateral deviation
indicator (or equivalent navigating map display), flight director and/or autopi-
lot in lateral navigation mode. RNAV 1 will appear on all U.S. RNAV STAR
and SID charts. The latter includes both Standard Instrument Departures and
graphic Obstacle Departure Procedures. Additional notes specifying the navi-
gation infrastructure to support the procedure will be included (e.g., DME/
DME/IRU or GPS required).

February 2007
RNAV Q&T Routes Specific Requirements
RNAV 2
Aircraft operating on RNAV routes must maintain a total system error
bounded by the RNAV value for 95% of the total flight time. All pilots are
expected to maintain route centerlines, as depicted by onboard lateral devia-
tion indicators and/or flight guidance during all RNAV operations, unless
authorized to deviate by ATC or under emergency conditions. Cross-track
error/deviation should be limited to 1.0 nautical mile. Brief deviations from
this standard during and immediately after procedure/route turns, up to a max-
imum of 1.0 nautical mile are allowable. RNAV 2 will be used for enroute
operations unless otherwise specified. Pilots are encouraged to use a lateral
deviation indicator (or equivalent navigation map display), flight director and/
or autopilot in lateral navigation mode. RNAV 2 applies to Q-routes and T-
routes in the U.S. It does not apply to over-water RNAV routes (including Q-
routes in the Gulf of Mexico and the Atlantic routes) or VOR DME RNAV
routes in Alaska as well as off-route RNAV operations, Alaska GPS routes, or
Caribbean routes.
Contingency Procedures
The pilot must notify ATC of any loss of RNAV capability together with the
proposed course of action. If able to comply with the requirements of an
RNAV procedure, pilots must advise ATC as soon as possible. The loss of
RNAV capability includes any failure or event causing the aircraft to no
longer satisfy the criteria of AC 90-100.

Training
The pilot is expected to be knowledge in areas covered in this section. The
approved training program for Parts 121,125,129,135 and 91 Subpart K oper-
ators should address each of these elements. The training program should pro-
vide sufficient training to include the use of simulators, training devices and
the airplane on the actual RNAV system to the extent that the pilots are not
just task saturated. These areas include:
A. The information in AC90-100A

B. The meaning and proper use of Aircraft Equipment/Navigation Suffixes.
C. Proper characteristics as determined from chart depiction and textual
description
a. Depiction of waypoint types (fly-by and fly-over), path terminators as
well as associated aircraft flight paths.
b. Required navigation equipment for operation on RNAV routes, SIDs
and STARs.
D. RNAV system specific information:
a. Levels of automation, mode annunciations, changes, alerts, interac-
tions, reversions and degradation.
b. Functional integration with other aircraft systems
c. The meaning and appropriateness of route discontinuities as well as
related flight crew procedures

February 2007
CAE SimuFlite
d. Monitoring procedures for each phase of flight.

e. Types of navigation sensors
f. Turn anticipation with consideration to speed and altitude effects
g. Interpretation of electronic displays and symbols
E. RNAV equipment operating procedures as applicable including how to
perform the following actions:
a. Verify currency of aircraft navigation data
b. Verify successful completion of RNAV self-tests
c. Initialize RNAV system position
d. Retrieve and fly a SID or STAR with appropriate transition
e. Adhere to speed and/or altitude constraints associated with a SID or
STAR.
f. Make a runway change associated with a SID or STAR
g. Verify waypoints and flight plan programming
h. Perform a manual or automatic runway update (with a takeoff point
shift if applicable)
i. Fly direct to a waypoint
j. Fly a course/track to a waypoint
k. Intercept a course/track
l. Be vectored off and rejoin a procedure
m. Determine cross-track error/deviation
n. Insert and delete route discontinuity
o. Remove and reselect navigation sensor input.
p. Confirm exclusion of a specific navigation aid or navigation aid type
when required
q. Insert and delete lateral offset
r. Change arrival and alternate airports
F. Operator recommended levels of automation for phase of flight and work-
load including methods to minimize cross-track error to maintain proce-
dure centerline.

February 2007
RNP-4 criteria are being established in selected oceanic and remote areas
where lateral and longitudinal separation minima have been reduced to 30
NM. All aircraft operating in RNP-4 airspace shall have a 95% cross-track
RNP-4
error of less than 4 NM. Authorization is required to operate along RNP-4
Routes or in RNP-4 Airspace.
REFERENCES:
RNP-4 operations requires certain navigation sensor and system, airworthi-
ness and operational requirements. Communication and surveillance equipage FAA Order 8400.33
in the forms of Automatic Dependent Surveillance (ADS) and Controller-
Pilot Data Link Communication (CPDLC) may be required. Additional air- HBAT 95-09
craft and aircrew capabilities may also be required to satisfy operational per-
formance.
Currently, RNP-4 airspace may be found over Australia, New Zealand and all
the airspace out to the Fijian Islands. For full RNP-4 which includes 30 NM
separation both laterally and longitudinally, CPDLC (Controller Pilot Data
Link) and ADS (Automatic Dependent Surveillance) is required. This air-
space carries the notation "CPDLC and ADS may be requires". This means
that when separation standards have been reduced to 30 NM laterally and lon-
gitudinally or when the controlling agencies determine the communications
and surveillance capabilities provided by ADS and CPDLC are necessary for
safe separation, they will be required.
There are also RNP-4 routes from the south end of Africa to central Europe.
These routes are spaced 30 NM apart laterally, but separation longitudinally
greater than 30 NM so CPDLC and ADS are not required.
There are plans that the core routes on the NATS (North Atlantic Track Sys-
tem) and between Bermuda and San Juan to become RNP-4. Separation along
these routes will be 30/30 or 30 NM laterally and longitudinally and that
CPDLC and ADS will be required.
What exactly is CPDLC and ADS?

CPDLC (Controller Pilot Data Link Communication) is a system that permits
the pilot to communicate directly with a controller through a digital data link
in lieu of HF or VHF communications and relayed through a radio operator as
is the norm in oceanic and remote areas. This system permits the pilot to
request and receive clearances, altitude and airspeed changes, weather and
other deviations electronically, quickly and efficiently without having to deal
with R/T (Radio Telephone) high volume clutter and atmospheric reception
problems.
ADS or more correctly ADS-C (Automatic Dependent Surveillance - Con-

tract) is the standard for oceanic operations and RNP-4 with 30/30 separation.
It is an automatic event-triggered and/or by interrogation position reporting
system. ADS-C can only function in ADS airspace.
Automatically assembled position reports are sent every time that a pilot flies
over an FMS programmed waypoint and anytime the controller needs to "see"
your position to assure safe separation.

February 2007
CAE SimuFlite
When will CPDLC and ADS-C come to the corporate

world?
Although there are over 6000 airliners already equipped with CPDLC and
ADS-C, as of now, only the BBJ and possibly the G550 and Falcon 7X have
this capability. It will be years until this capability is widely available.
Authorizations
RNP-4 is one of the Special Areas of Operation that require authorization.
Commercial Operators require an OPSPEC for the area in which they are
operating.
Part 91 Operators (IGA) require a Letter of Authorization (LOA) from their

state of registry to operate in these areas.
The OPSPEC or LOA will identify any conditions or limitations to include

but not limited to navigation systems, required procedures, routes or areas
authorized as applicable to the type of operation.
Determining Aircraft Eligibility

New systems may demonstrate compliance with RNP-4 oceanic and remote
operations as part of their airworthiness approval. Aircraft Manufacturers
should determine compliance with RNP-4 oceanic and remote operations
capability and list in the Aircraft Flight Manual (AFM) or in additional air-
worthiness documentation, amended type certificate (TC) or Supplemental
Type Certificate (STC).
Aircraft Eligibility Groups

All aircraft operating in RNP-4 airspace shall have a 95% cross-track error of
less than 4 NM. This includes flight technical error (FTE), path definition
error and display error. All aircraft shall also have an a 95% along-track error
of 4 NM.
Aircraft eligibility will be determined through 3 groups:
Group 1 consists of aircraft with formal approval of RNP integration account-

ing for oceanic and remote area operations in the AFM or airworthiness docu-
mentation. This airworthiness documentation will address demonstrated RNP
levels and any related provisions to its use. Required navigation sensors
would be an example of this type of provision.
Group 2 consists of aircraft with prior navigation approval that can equate
their certified level of performance under previous standards to the RNP-4
criteria. The two standards listed below can be used to qualify an aircraft
under group 2. Other standards may be used, but must be coordinated with
AFS-400 by the FSDO or Certificate Management Office (CMO) to deter-
mine the appropriate operational authorizations and limitations.
1. Global Navigation Satellite Systems (GNSS) as primary navigation. Air-

craft having GNSS as the primary LRNS for oceanic and remote opera-
tions approval must meet performance requirements. AFMs or
airworthiness documentation should indicate if the GNSS system installed
meets these requirements. Dual independent GNSS equipment is required

February 2007
and an approved dispatch fault detection and exclusion (FDE) availability
program must be used. The maximum allowable time for which FDE capa-
bility is projected to be unavailable is 25 minutes. Maximum outage times
will be included as a condition of the operational authorization.
2. Multi-sensor Systems Integrating GPS.
a. GPS integrity provided by receiver autonomous integrity monitoring
(RAIM). Multi-sensor systems integrating GPS with RAIM and FDE
that are accepted under AC20-130A, Airworthiness Approval of Nav-
igation or Flight Management Systems Integrating Multiple Naviga-
tion Sensors or equivalent providing 4NM 95% accuracy meet
performance requirements.
a. Aircraft Autonomous Integrity Monitoring (AAIM) uses the redun-
dancy of position estimates from multiple sensors including GNSS to
provide integrity performance that is at least equivalent to RAIM.
These airborne augmentations may be certified in accordance with
TSO-C115B.
Group 3 New technology navigation systems meeting the performance
requirements of 8400.33 for operations in airspace designated as Oceanic/
Remote Areas RNP-4.
MEL
MELs must identify the navigation and communications equipment required
for dispatch into RNP-4 oceanic and remote area airspace to provide the per-
formance and functionalities required.
Maintenance Requirements
Aircraft in Group 1, 2 and 3 must have established maintenance procedures
for all LRNS intended for use in oceanic and remote area operations.
Required Performance
A. Flight Technical Error (FTE): The accuracy with which the aircraft is con-
trolled as measured by the indicated aircraft position with respect to the
indicated command or desired position. It does not include blunder
errors.
B. Path Definition Error: This is the difference between the defined path and
the desired path at a specific point and time.
C. Display Error: These errors may include error components contributed by
any input, output or signal conversion equipment used by the display as
it presents either aircraft position or guidance commands and by any
course definition entry device employed.
D. Navigation System Error (NSE): This is the root sum square of the ground
station error contribution, the airborne receiver error and the display
system contribution.
E. Total System Error (TSE): This is system use error.

February 2007
CAE SimuFlite
F. Position Estimation Error: This is the difference between true position and
estimated position.
G. Accuracy: Each aircraft operating in RNP-4 airspace shall have total sys-
tem error components in the cross-track and along-track directions that
are less than 4NM for 95% of the flying time. The accuracy require-
ment must be met for the specific length of route.
H. GNSS Monitor: The GNSS navigation system must detect satellite fail-
ures before they cause the aircraft to exceed the defined airspace or
obstacle clearance area.
Required Functionalities
The following functionalities are mandatory for progress data:
A. Course Deviation Indicator (CDI) in the pilot's "Field of View" The dis-
play of navigation data must use either a lateral deviation display or a
navigation map display with further guidance provided in 8400.33.
B. Track to Fix is a geodesic path between tow fixes. The first fix is either the
previous leg termination or an initial fix leg. The termination fix is nor-
mally provided by the navigation database, but may also be a user
defined fix.
C. Direct to Fix is a geodesic path starting near the area of initiation and ter-
minating at a fix.
D. Direct - To function shall be able to be activated at any time by the flight
crew when required. The direct-to function shall be available to any fix.
The system shall be capable of generating a geodesic path to the desig-
nated TO fix. The aircraft shall capture this path without S-Turning and
without undue delay.
E. Course to Fix is a geodesic path terminating at a fix with a specified course
at that fix. The inbound course at the termination fix and the fix are pro-
vided by the navigation database. If the inbound course is defined as a
magnetic course, the source of the magnetic variation needed to convert
magnetic course to true courses is required.
F. Parallel Offset: The system shall have the capability to fly parallel tracks at
a selected offset distance. When executing a parallel offset, the RNP
type and all performance requirements of the original route in the active
flight plan shall be applicable to the offset route. The system shall pro-
vide for entry of offset distances in increments of 1 NM left or right of
course. The system shall be capable of offsets of at least 20 NM.
G. Fly By Transition Criteria: The navigation system shall be capable of
accomplishing fly-by transitions. No predictable and repeatable path is
specified because the optimum path.
H. User Interface Displays: General user interface display features must pro-
vide for presentation of information, situational awareness and be
designed and implemented to accommodate human factors consider-
ations. Further amplification is found in 8400.33.

February 2007
I. Flight Planning Path selection: The system shall provide the capability for
the crew to create, review , activate and modify a flight plan.
J. Flight Planning Fix Sequencing: The system shall provide the capability
for automatic sequencing of fixes.
K. User Defined Course to Fix: The system shall provide the capability to
define a user-defined course to fix.
L. Path Steering: The system shall provide data to enable the generation of
command signals for autopilot/Flight Director/CDI as applicable.
M. Alerting Requirements: The system shall provide an annunciation when
the manually entered RNP type is larger than the RNP type associated
with the current airspace as defined in the navigation database. Any sub-
sequent reduction of the RNP type shall reinstate this annunciation.
When approaching RNP airspace from non-RNP airspace alerting shall
be enabled when the cross-track to the desired path is equal to or less
than the RNP value and the aircraft has passed the first fix in RNP air-
space.
N. Navigation Database Access: The navigation database shall provide
access to navigation information in support of the navigation systems
reference and flight planning features. Manual modification of the navi-
gation database shall not be possible.
O. World Geodetic System (WGS) 84 Geodetic Reference System: WGS-84
or an equivalent earth reference model shall be the reference earth model
for error determination.
Recommended Functionalities
The following additional functionalities are recommended for navigation
data:
Display cross-track error on the control display unit (CDU)

Display present position in distance/bearing to selected waypoints
Provide time to waypoints on the CDU
Display Along Track Distance
Display ground speed
Indicate track angle
Provide automatic navigation aids selection
Manually inhibit a navaid facility
Automatic selection and tuning of distance measuring equipment (DME)
and/or very high frequency omnidirectional range (VOR)
Estimate of position uncertainty
Display current RNP level and type selection
Capability to display flight plan discontinuity
Display navigation sensor in use and display of de-graded navigation

February 2007
CAE SimuFlite
Automatic Radio Position Updating

Automatic updating is considered to be any updating procedure that does not
require crews to manually insert coordinates. Automatic updating may be
considered acceptable for operations in airspace where RNP-4 is applied pro-
vided that:
1. Procedures for automatic updating are included in an operator's training

program
2. Crews are knowledgeable of the updating procedures and the effect of the
update on the navigation solution.
Operational Requirements
Navigational Performance
The navigation accuracy requirement for issuance of an RNP-4 authorization
requires that the aircraft navigate with a cross-track and along-track Total Sys-
tem Error (TSE) no greater than 4NM for 95% of the flight time in RNP-4
airspace.
Navigation Equipage
All RNP-4 operations in oceanic and remote areas shall have at least dual
independent long range navigation systems of integrity such that the naviga-
tion system does not provide misleading information.
Flight Plan Designation

Operators should use the appropriate FAA or ICAO flight plan designation
specified for the route flown. The letter "R" should be placed in block 10 of
the ICAO flight plan to indicate that the pilot has reviewed the planned route
of flight to determine RNP requirements and that the aircraft and operator
have been approved by the FAA to operate in areas or on routes where RNP is
a requirement for operation. Additional information needs to be displayed in
the remarks section that indicates the accuracy capability such as RNP-4 ver-
sus RNP-10. It is important to realize that additional requirements will have to
be met for operational authorization in RNP-4 airspace or routes. Controller-
Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveil-
lance (ADS) will also be required when the separation standard in 30 NM lat-
eral and/or longitudinal.
Availability of GNSS
At dispatch or during flight planning, the operator should ensure that adequate
navigation capability is available en route to enable the aircraft to navigate to
RNP-4.
Navigation Database
The navigation database updating process shall comply with European Orga-
nization for Civil Aviation Equipment (EUROCAE) ED-76/ Radio Technical
Commission for Aeronautics (RTCA) DO-200A or equivalent approved pro-
cedures. The navigation database should be obtained from an approved sup-

February 2007
plier complying with EUROCAE/RTCA document ED-76/DO-200A,
Standards for Processing Aeronautical Data.

and Procedures
The following items should be standardized and incorporated into training
programs, operating practices and procedures. New technologies may elimi-
nate the need for certain crew actions. If this is found to be the case, then the
intent of this section has been met.
Flight Planning
During flight planning, the flight crew should pay particular attention to con-
ditions which may affect operations in RNP-4 oceanic and remote area air-
space or routes. These include, but are not limited to:
A. Verifying the aircraft is approved for RNP-4 oceanic and remote area oper-
ations
B. Verify the operator is authorized for RNP-4 oceanic and remote area oper-
ations. This authorization supports the 30 NM lateral and 30 NM longitu-
dinal (or other) separation minima requiring RNP-4
a. It should be noted that it addresses only the navigation requirements
with these standards
b. It does not address the communications or surveillance requirements
c. Such requirements are listed in a State's Aeronautical Information Pub-
lication and the Regional Supplementary Procedures (Doc 70730) for
specific airspace or ATS routes
D. Verifying the letter "R" is annotated in block 10 (Equipment) of the ICAO
Flight Plan
E. Requirements for GNSS such as FDE if appropriate for the operation are
met
F. Accounting for any operating restriction related to RNP-4 approval if
required for a specific navigation system
Preflight Procedures at the Aircraft

The following actions should be completed during preflight:
A. Review maintenance logs and forms to ascertain the condition of equip-

ment required for flight in RNP-4 airspace or on an RNP-4 route
B. Ensure that maintenance action has been taken to correct defects to
required equipment.
C. Emergency procedures for operations in RNP-4 airspace or routes are no
different than normal oceanic emergency procedures with one exception:
Crews must be able to recognize and ATC must be advised when the air-
craft is no longer able to navigate to it's RNP-4 approved capability.

February 2007
CAE SimuFlite
En route
A. At least two independent LRNS capable of navigating to the RNP should
be operational at the oceanic entry point. If this is not the case, the pilot
should consider an alternate routing or divert for repairs
B. Operator in-flight operating procedures must include mandatory cross
checking procedures to identify navigation errors in sufficient time to
prevent the aircraft from an inadvertent deviation from ATC cleared
routes
C. Crews shall advise ATC of any deterioration or failure of the navigation
equipment below the navigation performance requirements or any devi-
ations required for a contingency procedure
Flight Crew Knowledge

A. Part 121, 125, 135 and Part 91 subpart K operators should ensure their
programs contain training for flight crews on equipment requirements,
normal and non-normal operations, flight procedures and limits of their
navigation capability for operations in RNP-4 oceanic and remote area
operations.
B. Part 125, 135 and Part 91 subpart K operators requesting RNP-4 authori-
zation must show the FAA that crewmembers are knowledgeable on the
material contained in this 8400.33. FAA Order 8700.1 General Aviation
Inspector's Handbook addresses training for Part 91 operators. It states
that specific training is not required by 14 CFR or by Annex 2 to the
ICAO Rules of the Air and gives latitude in determining pilot qualifica-
tions. It further states that on the LOA, the statement "Crew training
conducted by" can be completed with an entry of none, company train-
ing or the name of a commercial training course. Training "acceptable"
to the FAA is not a prerequisite for issuing an RNP-4 authorization. It is
also not a requirement that a Part 91 operator provide a certificate of
training that says it is FAA approved. What can be accepted as accept-
able is for an operator to show that crews have adequate knowledge of
the following
a. FAA inspectors may accept training center certificates without further
evaluation
b. FAA inspectors may elect to evaluate a training course before accepting
a training center certificate from a specific center
c. FAA may accept a statement in the operator's application for an RNP-4
LOA that the operator has and will ensure that crews are knowledge-
able on RNP-4 operating practices and procedures contained in
8400.33
d. FAA inspectors may accept a statement by the operator that it has con-
ducted or will conduct an in-house RNP-4 training program

February 2007
The National Airspace Redesign (NAR) program is tasked to redesign high
altitude airspace and provide recommended processes for flight planning and
operations in the first segment of the redesigned airspace during Phase 1 of
National
the High Altitude Redesign (HAR) program.
Airspace
High Altitude Redesign Project
As part of NAR, the HAR program focus is to develop and implement funda-
Redesign
mental changes in navigation structure and operating methods for more flexi-
ble and efficient en route operations in the high altitude airspace environment.
This involves a fundamental shift from defining the airspace structure based
Program
on the required overflying of ground based NAVAIDS to one leveraging the
flexibility of a satellite based and point-to-point navigation environment. (NAR)
It is anticipated that aircraft with the equipment accompanying transponder
suffixes E,F,G and R may participate in the initial phase of HAR. Required
Navigation Performance (RNP), Area Navigation (RNAV) and point-to-point
navigation will incrementally replace the present jet route structure at the
higher altitudes. The goal is to provide more freedom to properly equipped
users and to achieve economic benefits.
REFERENCES:
Initial implementation has begun and will be implemented in phases with AC 90-99 High Altitude Air-
progress determined by customer equipage and technological advancement in
ground based Air Traffic Control systems. Initial implementation began at space Redesign Phase 1
altitudes at or above FL390 in the northwest portion of the U.S. with addi-
tional expansion as technology and systems allow.
High Altitude Redesign Phase 1

HAR Phase 1 provides navigation changes that couple with operational capa-
bilities for properly equipped users. The functional capabilities in Phase 1
include RNAV routes, waypoint navigation around Special Use Airspace
(SUA), user defined Non-Restrictive Routing (NRR), Point-to-Point naviga-
tion (PTP) and initial implementation of a reference grid system for flight
planning and tactical rerouting called the Navigation Reference System
(NRS).
Navigation Reference System (NRS)

The NRS is a grid of waypoints overlying the U.S. that will be the basis for
flight plan filing and operations in the redesigned high altitude environment.
The NRS supports flight planning in a Non-Restrictive Routing and Point-to-
Point environment and provides ATC with an effective tool to better manage
tactical route changes for aircraft separation, traffic flow management and
weather deviations. Pilots can also use these reference waypoints in request-
ing route deviations and will help to improve the understanding between
pilots and ATC of the desired or requested flight path.

February 2007
CAE SimuFlite
Figure 5-7: KD54U is spoken on frequency: Kilo Delta Fifty-four Uniform, Kilo Delta Five Four
Uniform, KD Fifty-four Uniform, or KD Five Four Uniform.
NRS Waypoint Spacing
Initially to minimize the database requirements of aircraft navigation and
flight management systems, the NRS will be populated with waypoints every
30 minutes of latitude and every 2 degrees of longitude. In final version, the
NRS waypoints will have a grid resolution of 1 degree longitude by 10 min-
utes of latitude. The schedule to increase of waypoints will be based on the
increased database capabilities of aircraft operating in the environment.
NRS Waypoint Naming Convention

The NRS waypoints will be assigned a five character designator. The first
character for waypoints will be the ICAO identifier for the associated FIR.
For the 49 contiguous states within the U.S., this first character will be "K".
(see Figure 5-7)
The second character represents the Air Route Traffic Control Center
(ARTCC) within the FIR where the waypoint resides. The two numbers repre-
sent a latitude increment and the last letter represents a longitude increment.
(see Figure 5-7)
The latitude increment numbers start at the equator which is designated "00".
Each 10 minute increment is then identified as a number between "01" and
"90". The latitude numbering sequence repeats each 15 degrees of latitude.
(see Figure 5-7)
The longitude letters start at the Greenwich Meridian and go from west to east
around the globe repeating every 26 degrees. (see Figure 5-7)

February 2007
Q-Routes
Airspace being utilized in Phase 1 of HAR will include the publishing and use
of Air Traffic Service (ATS) "Q" routes for RNAV along pre-defined tracks in
high density areas. The initial implementation will be at FL390 and above,
although some of the features may be used at lower altitudes. Some Q routes
may be used as low as FL180.
Non-Restrictive Routing
Non-Restrictive Routings (NRR) are portions of a proposed route of flight
where a user can flight plan the most advantageous flight path if RNAV
equipped. There are two NRR levels of service:
HAR - Full service for aircraft that have all the waypoints associated
with the HAR program in their flight management systems or RNAV
equipage. The ability to use this service is indicated by inserting
"HAR" in the beginning of flight plan remarks.
PTP - Limited level of service for aircraft that have the traditional way-
points in their flight management systems or RNAV equipment, but do
not have all the NRS waypoints for the area the flight is operating. The
ability to use this limited service is indicated by inserting "PTP" in the
beginning of flight plan remarks
Using NRR
Although NRR will be accommodated by the ATC system to the maximum
extent practical, structural routings will be needed in busier complex terminal
areas and for the departure and arrival portions of a flight to achieve the great-
est overall system efficiency. Where current Preferred IFR Routes are estab-
lished, HAR transition points called "pitch" and "catch" will also be
established for flights within HAR airspace that will reflect the enhanced sys-
tem efficiency and flexibility. The new HAR referential routes will provide
information on the initial route structure, the point at which a flight can transi-
tion to NRR, the point where preferred arrival structure begins and where the
preferential arrival route structure should be filed. These HAR preferential
routes will be published in the appropriate AFD.
Navigation Equipment Required

It is anticipated that aircraft with the accompanying transponder suffixes
E,F,G and R may participate in the initial phase of HAR. However, aircraft
that currently do not have navigation and performance capabilities to these
types of navigation equipment in the high altitude environment will not be
excluded from the jet route airspace during HAR phase 1.
Effect of HAR on the North American Route Program

Within the HAR airspace, NRR provides route filing capabilities with greater
flexibility and ATC compatibility tailored to the specific operational environ-
ment and traffic flows. NRP flights that enter HAR are expected to flight plan
over one of the "pitch" fixes defined in the AFD. Similarly, NRR flights that
exit HAR airspace are expected to do so over one of the "catch" fixes listed in
the AFD HAR section. All of the "pitch" and "catch" fixes will be listed, but
nor specifically identified as "pitch" or "catch"
Flight Plan Filing

See AC 90-99 and NOTAMS for the latest information on filing procedures.

February 2007
CAE SimuFlite

February 2007
RVSM (REDUCED VERTICAL SEPARATION MINIMUMS) . 6-3
Where is RVSM Airspace Located? . . . . . . . . . . . . . . . . . . 6-3 Table of
What is RVSM? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
What is Required to Enter RVSM Airspace? . . . . . . . . . . . 6-4 Contents
Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Operating Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Pre-Flight Procedures at the Aircraft for Each Flight . . . . 6-6
Procedures Prior to Entering RVSM Airspace . . . . . . . . . 6-7
In-Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Special Emphasis Items . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
RVSM Area New to the Operator . . . . . . . . . . . . . . . . . . . . 6-9
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Guidance 91-RVSM References . . . . . . . . . . . . . . . . . . . 6-9
RVSM Documentation Webpage . . . . . . . . . . . . . . . . . . . 6-9
World-Wide Aircraft RVSM Approval . . . . . . . . . . . . . . . 6-10
U.S. Operator Requirements For Operation
Outside the U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Part 91 Operators Starting RVSM Operations in
a New Area of Operations . . . . . . . . . . . . . . . . . . . . . . 6-10
Operational Issues for an Operator to Address
for New Areas of Operation . . . . . . . . . . . . . . . . . . . . . 6-10
Pilot Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Procedures for Flight of Non-RVSM Compliant Aircraft . 6-11
Height Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
What is Height Monitoring?. . . . . . . . . . . . . . . . . . . . . . . 6-12
How is Height Monitoring Conducted? . . . . . . . . . . . . . . 6-12
GPS-based Monitoring Unit (GMU) . . . . . . . . . . . . . . . . 6-13
HMU - Ground Based Height Monitoring Units . . . . . . . . 6-13
European HMU Locations. . . . . . . . . . . . . . . . . . . . . . . . 6-13
North American AGHME Locations . . . . . . . . . . . . . . . . 6-14
Obtaining Height Monitoring Results . . . . . . . . . . . . . . . 6-15
Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Approved Aircraft and Associated Monitoring Results . . 6-16
TCAS II Operation in Reduced Vertical
Separation Minimums Airspace . . . . . . . . . . . . . . . . . . 6-17
Other Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Good Operating Practices . . . . . . . . . . . . . . . . . . . . . . . 6-18
References: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18

February 2007
CAE SimuFlite

February 2007
RVSM reduces the vertical separation above flight level (FL) 290 from the
previous 2000-ft minimum to 1000-ft minimum. This allows aircraft to safely RVSM
fly more optimum profiles, gain fuel savings and increase airspace capacity.
The process of safely changing this separation standard required a study to
assess the actual performance of airspace users under the previous separation
(Reduced
(2000-ft) and potential performance under the new standard (1000-ft). In
1988, the ICAO Review of General Concept of Separation Panel (RGCSP)
Vertical
completed this study and concluded that safe implementation of the 1000-ft
separation standard was technically feasible. Separation
Minimums)
Where is RVSM Airspace Located?
Figure 6-1: RVSM Airspace Locations
What is RVSM?
RVSM enables vertical separation to be reduced between FL 290-410 (inclu-
sive) from 2,000 ft. to 1,000 ft. RVSM was first implemented in North Atlan-
tic Airspace in 1997. RVSM is currently implemented globally with the
exceptions of Russia, China and Africa. Africa is close to implementation
with China in the planning stages. Russian compliance is yet to be deter-
mined.
RVSM makes six additional flight levels available for operations between FL
290-410. It has been shown to enhance aircraft operating efficiency by mak-
ing more fuel/time efficient flight levels available; enhance air traffic control
flexibility and provide the potential for enhanced enroute airspace capacity.

February 2007
CAE SimuFlite
Figure 6-2:
The additional FL's enable additional aircraft to fly more time/fuel efficient
profiles and provides the potential for enhanced airspace capacity. RVSM
operators must receive authorization from the appropriate civil aviation
authority. RVSM aircraft must meet required equipage and altitude-keeping
performance standards. Operators must operate in accordance with RVSM
policies/procedures applicable to the airspace where they are flying.
What is Required to Enter RVSM

Airspace?
Authorizations
RVSM is a vertical Special Area of Operation that requires special qualifica-
tions for both aircraft and crew. RVSM authorization is issued on a worldwide
basis and requires specific authorization for RVSM operations from the oper-
ator's state of registry. In the United States, the FAA issues this authorization,
either in the format of a Letter of Authorization for Part 91 operators, or an
OPSPEC for a commercial operator. If an area encompasses additional Spe-
cial Areas of Operation such as MNPS or RNP-10, additional approval for
these areas is also required. Operators in other states will need to check with
their state controlling agency to determine the authorizations required for all
special areas of operation including RVSM.
Required Equipment
For RVSM operations, the minimum required equipment is:
Two independent altitude measurement systems

One SSR (secondary surveillance radar) altitude reporting transponder. If
only one is fitted, it should have the capability for switching to operate
from either altitude measurement system.
An altitude alert system
An automatic altitude control system (autopilot).

February 2007
Additional detail concerning the above equipment can be found in 91-RVSM.
Crew Requirements
At a minimum, the crew must be knowledgeable in the operating procedures
and special emphasis items as listed below as well as other required areas
described in 91-RVSM and TGL-6. The requirement for training and opera-
tional manual requirements will be described for each operator in the approval
process with the operator's state of registry.
Operating Procedures
Flight Planning
During flight planning, the flight crew and dispatchers, if applicable, should
pay particular attention to conditions which might affect operation in RVSM
airspace. These include, but may not be limited to:
Verifying the aircraft is approved for RVSM operations

Annotating the flight plan to be filed with the Air Traffic Service provider
to show that the aircraft and the operator are approved for RVSM opera-
tions. Block 10 (equipment) of the ICAO flight plan should be annotated
with the letter W to show RVSM approval.
Figure 6-3: Block 10

February 2007
CAE SimuFlite
In block 3 of the FAA flight plan, the letters /J, /K, /L or /Q should be
used to indicate a combination of /E, /F, /G or /R with RVSM approval.
All others should insert the letter W to indicate RVSM approval.
Figure 6-4: Block 3
Reduced Vertical Separation Minimum (RVSM). Prior to conducting RVSM

operations within the U.S., the operator must obtain authorization from the FAA
or from the responsible authority, as appropriate.
/J /E with RVSM
/K /F with RVSM
/L /G with RVSM
/Q /R with RVSM
/W RVSM
Reported and forecast weather conditions on the route of flight

Minimum equipment requirements pertaining to height-keeping systems;
and
If required for the specific aircraft group, accounting for any aircraft oper-
ating restrictions related to RVSM airworthiness approval.
Pre-Flight Procedures at the Aircraft for Each Flight

The following actions should be accomplished during pre-flight:
Review maintenance logs and forms to ascertain the condition of equip-

ment required for flight in RVSM airspace.
During the external inspection of the aircraft, particular attention should be
paid to the condition of static sources and the condition of the fuselage
skin in the vicinity of each static source and of any other component that
affects altimetry system accuracy. This check may be accomplished by a
qualified and authorized person other than the pilot. (e.g., a flight engineer
or maintenance technician)
Before takeoff, the aircraft altimeters should be set to the local altimeter
(QNH) setting and should display a known elevation (e.g., field elevation)
within limits specified in aircraft operating manuals. The difference
between the known elevation and the elevation displayed on the altimeters
should not exceed 75 feet. The two primary altimeters should also agree
within limits specified by the aircraft operations manual. An alternative
method using QFE may also be used. (It is the responsibility of the opera-

February 2007
tor to develop an appropriate system for cross-checking altimeters using
QFE)
Before takeoff, equipment required for flight in RVSM airspace should be
operational and indications of malfunction should be resolved.
Procedures Prior to Entering RVSM Airspace

The following equipment should be operating normally at entry into RVSM
airspace:
NOTE: Operating transponder.
Two primary altitude measurement systems The operator should ascertain the
requirement for an operational
One automatic altitude-control system transponder in each RVSM area
One altitude-alerting device where operations are intended.
The operator should also ascer-
Should any of the required equipment fail prior to the aircraft entering tain the transponder requirements
RVSM airspace, the pilot should request a new clearance so as to avoid for transition areas adjacent to
flight in this airspace. RVSM airspace.
In-Flight Procedures
The following policies should be incorporated into flight crew training and
procedures:
Flight crews should comply with aircraft operating restrictions (if required
for the specific aircraft group) related to RVSM airworthiness approval. NOTE: It is recommended that the
Emphasis should be placed on promptly setting the sub-scale on all pri- level off be accomplished using
mary and standby altimeters to 29.92 in. Hg/1013.2 hPa when passing the the altitude capture feature of the
transition altitude, and rechecking for proper altimeter setting when reach- automatic altitude control system,
ing the initial cleared flight level (CFL). if installed.
In level cruise it is essential that the aircraft be flown at the CFL. This
requires that particular care be taken to ensure that ATC clearances are
fully understood and followed. Except in contingency or emergency situa-
tions, the aircraft should not intentionally depart from CFL without a posi-
tive clearance from ATC.
During cleared transition between levels, the aircraft should not be
allowed to overshoot or undershoot the cleared flight level by more than
150 feet (45m).
An automatic altitude control system should be operative and engaged dur-
ing level cruise, except when circumstances such as the need to re-trim the
aircraft or turbulence require disengagement. In any event, adherence to
cruise altitude should be done by reference to one of the two primary
altimeters.
The altitude alerting system should be operational.
The readings of the primary and standby altimeters should be recorded
upon reaching cruise altitude.
At intervals of approximately one hour, cross-checks between the primary
altimeters and the standby altimeter should be made. A minimum of two

February 2007
CAE SimuFlite
SIMUFLITE TIP: Although there is

primary altimeters should agree within 200 feet (60m), or a lesser value if
little documentation specifying specified in the aircraft operations manual. Failure to meet this condition
which altimeters checks must be will require that the altimetry system be reported as defective and reported
recorded, it is a very good operat- to ATC. The difference between the primary and standby altimeters should
ing practice to record at least the be noted for use in contingency situations.
following: The normal pilot scan of cockpit instruments should suffice for altime-
1. The initial altimeter checks ter cross-checking on most flights.
against field elevation. (If
nothing else, proof of
At least the initial altimeter cross-check should be recorded.
checking in the event of a Normally the altimetry system being used to control the aircraft should be
ramp or SAFA check) selected to provide the input to the altitude reporting transponder which is
2. The initial altimeter cross- transmitting information to ATC.
check upon reaching an If the pilot is notified by ATC of an AAD (Assigned Altitude Deviation)
RVSM cruising altitude. error which exceeds 300 feet (90 m), then the pilot should take action to
3. Primary and standby altime- return to CFL as quickly as possible.
ter readings any time a
new cruising altitude in
The pilot should notify ATC of contingencies (aircraft system failures,
RVSM airspace is weather conditions) which might affect the ability to maintain the CFL,
reached. and coordinate a plan of action. Areas of Operation Specific Information
on the RVSM Documentation Webpage contains contingency procedures
4. In Class II airspace, all of
for individual areas including domestic United States. 91-RVSM Appen-
the above plus at each
significant waypoint where
dix 5 contains detailed guidance for contingencies for oceanic airspace.
a position report should
be made.
These altimeter readings, espe-
Post Flight
cially in Class II airspace could be- In making maintenance log book entries against malfunctions in height-keep-
come invaluable in the event of ing systems, the pilot should provide sufficient detail to enable maintenance
partial or complete failure of alti- to effectively troubleshoot and repair the system. The pilot should detail the
tude indicating systems. actual defect and the crew action taken to try to isolate and rectify the fault.
The following information should be noted when appropriate:
Primary and standby altimeter readings
SIMUFLITE TIP: Remember that Altitude selector setting

any altitude deviation exceeding Subscale setting on altimeter
300 feet must be reported.
Autopilot used to control the airplane and any differences when the alter-
nate system was selected
Differences in altimeter readings if alternate static ports selected
Use of air data computer selector for fault diagnosis procedure
Transponder selected to provide altitude information to ATC and any dif-
ference if alternate transponder or altitude source is manually selected
Special Emphasis Items

The following items should also be included in flight crew training programs:
Areas of Operation Specific Policy and Procedures Including Standard

ATC Phraseology for each area of intended operations

February 2007
Importance of crew members cross-checking each other to ensure that
ATC clearances are promptly and correctly complied with
Use and limitations in terms of accuracy of standby altimeters in contin-
gencies. Where applicable, the pilot should review the application of
SSEC/PEC through the use of correction cards
Problems of visual perception of other aircraft at 1,000 feet (300 m)
planned separation during night conditions, when encountering local phe-
nomena such as northern lights, for opposite and same direction traffic,
and during turns
Characteristics of aircraft altitude capture systems which may lead to the
occurrence of overshoots
Operational procedures and operating characteristics related to TCAS
(ACAS) operation in RVSM operation
Relationship between the altimetry, automatic altitude control, and tran-
sponder systems in normal and abnormal situations
Aircraft operating restrictions (if required for the specific aircraft group)
related to RVSM airworthiness approval
Use of track offset procedures in oceanic airspace to mitigate the effect of
wake turbulence and to mitigate the effect of operational errors
RVSM Area New to the Operator REFERENCES:

NAARMO Website
Purpose http://www.faa.gov/ats/ato/
It is the objective of this paper to highlight policy and procedures that an oper- rvsm1.htm
ator that has been previously approved for RVSM in one area of operations http://www.ecacnav.com/RVSM
(such as the North Atlantic or Pacific) must address when starting RVSM
operations in a different area of operations.
Guidance 91-RVSM References

91-RVSM paragraph 11 (Operational Approval) contains information on ini-
tial approvals and policies for operators starting RVSM in an area that is new
to them. 91-RVSM is posted on the RVSM Documentation Webpage under
Documents Applicable to All RVSM Approvals .
RVSM Documentation Webpage

The RVSM Documentation Webpage is the primary source of information and
guidance for operators seeking initial RVSM authority and for those starting NOTE: Domestic US RVSM
operations in areas of RVSM operations that are new to them. The following Operational Policy and Proce-
sections of the RVSM Documentation Webpage are of particular importance dures information was recently
for conducting operations in different areas of operation: posted on the site.
Monitoring Requirements and Procedures

Area of Operations Specific Information & Operational Policy/Procedures
The FAA RVSM Homepage is at www.faa.gov/ats/ato/rvsm1.htm. The RVSM
Documentation Webpage is linked to the homepage.

February 2007
CAE SimuFlite
World-Wide Aircraft RVSM Approval

An aircraft that has been approved for RVSM operations is eligible to conduct
RVSM operations in continental and oceanic airspace any where in the world.
However, as discussed below, operators must address operational policy and
procedures unique to individual areas of operation prior to flying in those
areas.
U.S. Operator Requirements For Operation Outside the

U.S.
Regulations hold operators responsible for knowledge of and conformance
with regulations, policies and procedures in force in the countries in which the
aircraft is operated and over the high seas (including those related to RVSM).
Part 91, Section 91.703 (a)(1), (a) (2), (a)(3) and (a) (4); Section 91.706
(Operations in RVSM Airspace) and Part 91 Appendix G, Section 3 (Operator
authorization) are applicable. Part 91 Section 91.703(a)(1) states that opera-
tors, when over the high seas, will comply with ICAO Annex 2 (Rules of the
Air). Annex 2 paragraph 2.3.2 (Pre-flight action) calls for the pilot to be
familiar with all available information appropriate to the intended operation .

Operators
Guidance 91-RVSM, paragraph 11d shows the content of an application for
RVSM approval and states that it can be modified to only address those sub-
jects that apply to a new area of operations.
91-RVSM, paragraph 11g states that Part 121, 125 and 135 operators are
authorized to conduct RVSM in an area of operations that is new to them
when Operations Specification (OpSpecs) paragraph B046 (Operations in
RVSM Airspace) is added to the appropriate area of operations in OpSpecs
paragraph B050 (Authorized Areas of En Route Operation. Limitations and
Provisions). The list provided below is intended to show those subjects that an
operator must address prior to flying in a new RVSM area of operations.
Part 91 Operators Starting RVSM Operations in a New

Area of Operations
91-RVSM, paragraph 11d is also applicable to Part 91 operators. Part 91 oper-
ators must also address those subjects that are unique to a new RVSM area of
operations prior to flying in that area. Part 91 operators that have previously
received a Letter of Authorization (LOA) to conduct RVSM operations are
NOT required to obtain a separate LOA to fly in an RVSM area of operations
that is new to them. As noted above, however, part 91 operators must comply
with the regulations, policies and procedures applicable to each area of opera-
tions.
Operational Issues for an Operator to Address for New

Areas of Operation
See Area of Operations Specific Information and Operational Policy and Pro-
cedures on the RVSM Documentation Webpage for documents that contain
information on area-of-operations-unique policies and procedures. The fol-

February 2007
lowing issues may be unique to individual areas of operations where RVSM is
implemented:
Floor, Ceiling and Horizontal Boundaries of RVSM Airspace.

(E.g., in Pacific oceanic airspace, RVSM approval is required except by
special arrangement between FL 290-390. In the North Atlantic, RVSM
approval is currently required except by special arrangement between FL
290-410 (inclusive). On January 24, 2002, RVSM was implemented in
European airspace from FL 290-410 (inclusive).
Policy on Exclusion of Aircraft NOT RVSM Approved.
NOTE: this includes area specific policy on Non-RVSM aircraft climbing and
descending through RVSM airspace
Flight Planning Policy
Pilot Procedures
Procedures for in-flight contingencies including aircraft system
malfunction or failure
Procedures for weather encounters
Procedures for wake turbulence encounters
Pilot/controller phraseology
NOTE: See the European section
Procedures for Flight of Non-RVSM Compliant Aircraft of "Monitoring Requirements and
Procedures" on the RVSM Docu-
Continued Airworthiness Procedures mentation Webpage for discus-
sion of European post
Applicable RVSM continued airworthiness procedures must be considered for implementation monitoring pro-
destination/departure airports new to the operator. gram requirements.
Monitoring Requirements
If they have not already completed monitoring requirements by participating
in the monitoring program for another area, operators must show their plan for
completing monitoring for the new area. Monitoring Requirements Charts for
individual areas of operation are published on the FAA RVSM Documenta-
tion website.

February 2007
CAE SimuFlite
REFERENCES: Height Monitoring

NAARMO Website In order to assure that aircraft meet and continue to meet the altitude keeping
http://www.faa.gov/ats/ato/ capabilities required for safe flight in RVSM airspace, aircraft must be moni-
rvsm1.htm tored. Operators will be required to participate in height monitoring initially
for operating in RVSM airspace. This must be done within 6 months of
http://www.ecacnav.com/RVSM receiving RVSM approval. In the United States, there are no requirements for
mandatory recurrent checking. In Europe, aircraft must have had a successful
monitoring within the preceding 24 months.
Each region of the world has a monitoring agency that follows the height
monitoring of aircraft in it's region and shares with the various monitoring
agencies. For this reason, it is not necessary to height monitor in each region,
but you must be monitored successfully within the time period required for
each area.
Through bi-lateral agreements with Canada and Mexico, the FAA has estab-
lished the North American Approvals Registry and Monitoring Organization
(NAARMO) as the official regional monitoring agency supporting implemen-
tation and continued safe use of the North American Reduced Vertical Separa-
tion Minimum (RVSM). Operation of a Regional Monitoring Agency is called
for in pertinent International Civil Aviation Organization guidance. The
NAARMO resides at the FAA Technical Center in Atlantic City, New Jersey.
Eurocontrol provides this height monitoring in Europe through its Regional

Monitoring Agency (RMA).
Details on the monitoring agencies for all regions as well as their operating
difference may be accessed by region through the FAA RVSM website.
What is Height Monitoring?

Monitoring aircraft height-keeping performance consists of collection of nec-
essary data using specialized systems, estimation of relevant performance
parameters and comparison of these parameter estimates to corresponding
RVSM requirements on both an individual-aircraft and a system-wide basis.
The objectives of monitoring are two:
To ensure that the height-keeping performance in RVSM airspace as a whole

complies with system requirements supporting continued safe use of the
RVSM
To ensure that individual operators and aircraft comply with applicable

RVSM requirements, compliance which an operator must demonstrate in the
course of obtaining State RVSM approval
How is Height Monitoring Conducted?

As noted, the collection of necessary data is the first step in monitoring air-
craft height-keeping performance. Aircraft geometric height is one of these
data sources. There are two systems used to collect this type of information:

February 2007
GPS-based Monitoring Unit (GMU)

The GMU is a special-purpose data collection system carried aboard an air-
craft for one flight, during which the unit collects Global Positioning System
pseudoranges. Post-flight processing of these data ensures estimates of air-
craft geometric height which are of sufficient accuracy to permit estimation of
relevant height-keeping performance parameters. In parallel, the current-gen-
eration FAA GMU also collects secondary surveillance radar Mode C data
which also contributes to parameter estimation.
The GMU has been in use since 1996 and has used by thousands of operators
to satisfy monitoring requirements associated with the State RVSM approval
process, thus supporting satisfaction of the second objective of monitoring
noted above. However, the ensemble of monitoring results produced by appli-
cation of the GMU has also been used to satisfy the first objective.
NOTE: An LOA or Operations Specifications must be obtained prior to con-
ducting a monitoring flight.
HMU - Ground Based Height Monitoring Units

A HMU (Height Monitoring Unit) is a ground based system consisting of two
main components - HME (Height Monitoring Element) and TMU (Total verti- SIMUFLITE TIP: From a practical
cal error Monitoring Unit). standpoint in Europe, height mon-
itoring accomplished using an
The HME captures SSR transponder signals from aircraft replying to interro- HMU requires extra coordination
gations from radar stations. The signals contain the information from modes without a mode S transponder.
S, C and A transmissions. The HME determines the geometric height and
position of an aircraft by comparing the time of reception of the SSR tran-
sponder signals at different receiver locations. This information is transmitted
to the TMU as one plot per second. The data is collated by the TMU to create
a track history of the aircraft passing through the area of coverage. The track
information is then combined with meteorological data to evaluate the overall
value for Total Vertical Error (TVE).
When completed, the monitoring process produces TVE (Total Vertical

Error), AAD (Assigned Altitude Deviation) and ASE (Altimeter System
Error) readings for each aircraft measured. In the European context, Height
Monitoring results are automatically transmitted to the EUR
RMA at EUROCONTROL Headquarters, Brussels where they are verified

and credited to approved aircraft and operators.
European HMU Locations

Linz in Austria - 4812'08 N....01417'35 E (near LNZ VOR)
Nattenheim in Germany - 4956'45 N.00633'25 E
(near NTM VOR)
Geneva in Switzerland - 4621'49 N.00555'34 E
(near GVA VOR)
HMU radius of operation
Linz - 30 nm
Nattenheim - 45 nm
Geneva - 45 nm

February 2007
CAE SimuFlite
Aircraft Geometric Height Measurement Element (AGHME)

The FAA Technical Center has developed the ground-based Aircraft Geomet-
ric Height Measurement Element (AGHME) system as the principal means of
satisfying the first objective (at top of page) of monitoring in connection with
the North American RVSM. These systems are positioned at fixed locations in
the United States and Canada, automatically producing estimates of the geo-
metric height of suitably equipped aircraft flying within the coverage area of
an AGHME constellation.
Although intended to examine aggregate height-keeping performance, the

AGHME system is entirely suited for the individual-aircraft monitoring
which operators must complete as a part of the State RVSM approval process
-- provided that the requirements for AGHME use are satisfied.
The AGHME system does not require that any special monitoring devices be
installed on an aircraft in order that it be monitored. It is necessary, however,
that the aircraft have an operational Mode S transponder. Future AGHME
software development will relax this requirement to that of an operational Air
Traffic Control Radar Beacon System transponder.
North American AGHME Locations

Atlantic City, New Jersey
Wichita, Kansas
Cleveland, Ohio
Ottawa, Ontario
Lethbridge, Alberta
In development:
Arizona - TBD
Check the NAARMO website prior to flight for operational status of these
stations prior to flight to ensure height monitoring status.

February 2007
Obtaining Height Monitoring Results SIMUFLITE TIP: Make a copy of

the website page to keep on
North America board with other documents to
verify compliance with height
Results of Operational Approval and dates of last successful height monitor- monitoring requirements. Contact
ing done in North America by US and Canadian aircraft may be obtained the monitoring agency via con-
from the NAARMO website which may be directly accessed or through the
tacts found on their respective
FAA RVSM website. Results are provided in either PDF or Excel formats and
there are links to the appropriate readers if needed. Contact the agency that websites if further documentation
provides your authorizations if there is a discrepancy between the table and is required.
what you believe to be valid.
Figure 6-5: U.S. RVSM Approvals/IGA

February 2007
CAE SimuFlite
Europe
Results for height monitoring accomplished in Europe may be accessed from
the Eurocontrol RVSM webpage found in the Eurocontrol Navigation
Domain. Height monitoring in Europe is recorded by company and addresses
itself with height monitoring only and not approvals. Contact Eurocontrol
from the contact information on their RVSM website to resolve any conflicts
on height monitoring.
Approved Aircraft and Associated Monitoring Results

SIMUFLITE TIP: Make a copy of
the website page to keep on Only RVSM Approved aircraft likely to fly in EUR RVSM Airspace (as
board with other documents to advised to the User Support Cell) are shown here.
verify compliance with height
monitoring requirements. Contact Company Name
the monitoring agency via con- ICAO Registration MODE-S code Successful Date of last SUCCESS-
tacts found on their respective TYPE known by USC Compliant HMU FUL monitoring Flight
websites if further documentation or GMU Flight
is required CL60 N1SF Yes No
CL60 N2SF Yes 06/06/2006 06/06/2006
Please contact the EUR RVSM User Support Cell if:
You would like to confirm the data we hold on other (Non-Approved) Air-
frames in your fleet.
You have an Airframe ready for monitoring, but it is not shown in this list.
You would like to confirm the data we hold on other (Non-Approved)
Airframes in your fleet.
You have an Airframe ready for monitoring, but it is not shown in this
list.
Any of the details shown are incorrect.
An Airframe has a MODE-S Code but is shown as No here.
Airframe Monitoring results are only shown if the Airframe has met the per-
formance compliance criteria (as specified in TGL/6), within 2 years prior to
the date.
A No in the column for Successful Compliant HMU or GMU Flight , nor-

mally means that the aircraft concerned has not been monitored within the last
2 years.
Where problems are experienced with monitoring, the EUR User Support Cell
will contact the Operator directly.

February 2007
TCAS II Operation in Reduced Vertical Separation

Minimums Airspace REFERENCES:
TCAS TRANSITION PRO-
Version 7 Equipage GRAM (TTP) NEWSLETTER
EUROCONTROL has issued a requirement for all aircraft with a MTOW ISSUE #V7-1February 25, 2000
greater than 15,000 Kg (33,000 lbs), or with more than 30 passenger seats, to
be equipped with Version 7 while operating in European airspace. This TCAS II OPERATION IN
includes both passenger and cargo aircraft. REDUCED
VERTICAL SEPARATION MINI-
Part 91 Appendix G, Section 2, Paragraph (g): MUM (RVSM) AIRSPACE
After March 31, 2002, unless otherwise authorized by the Administrator, if
you operate an aircraft that is equipped with TCAS II in RVSM airspace, it
must be a TCAS II that meets TSO C-119b (Version 7.0), or a later version.
Changes in TCAS with Version 7

The objectives of the Version 7 changes were to further increase the safety
benefits of TCAS; make TCAS more compatible with the procedures used by
ATC; and to address operational concerns identified by pilots operating the
existing versions of TCAS.
RA Display Changes
Changes to the RA display and portions of the TCAS logic were developed to
help reduce altitude excursions during an RA, and to provide pilots with con-
tinuous guidance throughout an RA by expanded use of the green fly-to arc
TCAS will display a green arc only for an initial RA requiring a change in
vertical speed (e.g., Climb or Descend RA); a secondary RA requiring a stron-
ger RA response (e.g., Increase Climb/Descent RA); or an RA reversal (e.g.,
Climb/Descend NOW). It also uses the arc for an RA requiring the pilot to
maintain an existing vertical speed and for any RA that is modified (weak-
ened) when the response to the initial RA has provided adequate vertical sep-
aration from the intruder. Whenever an RA is weakened, Version 7 will call
for the aircraft to be leveled by displaying the green arc beginning at 0 fpm
and extending to 250 fpm.
Other Changes
Horizontal Miss Distance Filter (HMDF). New logic has been included with
Version 7 that will recognize encounters with adequate horizontal separation
between aircraft, and whenever possible, suppress an RA. Simulations and
testing have shown that the HMDF will reduce the number of RAs by approx-
imately 25% in U.S. airspace, and up to 40% of RAs in European airspace.
RA Reversals. Version 7 will allow TCAS to reverse an RA, e.g., change a

CLIMB RA to a DESCEND RA, in a coordinated encounter with another
TCAS aircraft.
Intruder Surveillance. There have been numerous improvements to the

intruder surveillance functions to provide more reliable tracking of intruders
and to ensure that TCAS meets its design guidelines for operation with
ground radars. This will result in aircraft being more reliably tracked, and thus
displayed, at longer ranges in high-density traffic areas.

February 2007
CAE SimuFlite
RVSM Compatibility Issues. The TA thresholds between FL300 and FL420

have been reduced to eliminate nuisance TAs while operating in RVSM air-
space.
Aural Inhibit Altitude. The aural inhibit altitude has been returned to 500 feet
AGL to increase the awareness of TAs issued while on approach.
Bump-up Encounters. Version 7 contains software that recognizes encounters

between 10,000 feet and FL 300 where an aircraft is climbing or descending
to level off 1,000 feet away from the TCAS aircraft and slightly delays the
issuance of an RA.
Altitude Crossing RAs. Version 7 contains additional biases to reduce the fre-
quency of altitude crossing RAs.
Good Operating Practices

Past experience has shown that the use of the following procedures or tech-
niques will minimize any impacts of TCAS operation on the flight crew, the
controller, or the airspace environment.
Do not place TCAS in TA Only or TA/RA until just prior to taking the runway
for departure. On landing, place TCAS in Standby as soon as workload per-
mits after clearing the active runway.
If an initial RA is weakened (for example, a Climb RA weakens to a Do Not

Descend RA), pilots should respond to the weakening RA and adjust the air-
craft's vertical speed accordingly but still keep the needle or pitch guidance
symbol out of the red arc or outlined pitch avoidance area. With Version 7, the
green arc will remain displayed for the weakened RA to provide a target verti-
cal speed for the modified RA. Pilots are reminded that attention to the RA
display and prompt reaction to the weakened RA will minimize altitude
excursions and potential disruptions to ATC.
Communications regarding TCAS events and displayed information should

be limited to that required to inform the controller that an aircraft is respond-
ing to an RA. Discretion should be used in using the information provided via
the TCAS traffic display to ask questions regarding the traffic in the vicinity
of an aircraft.
References:
FAA Guidance 91-RVSM
International Civil Aviation Organization (ICAO) Doc. 9574, Manual on
the Implementation of a 300 m (1,000 ft) Vertical Separation Minimum
Between FL 290 - FL 410 Inclusive
ICAO Doc. 9536, Review of the General Concept of Separation Panel
(RGCSP), Sixth Meeting, Montreal, 28 November - 15 December 1988
ICAO Doc. 9572, RGCSP, Seventh Meeting, Montreal, 30 October - 20
November 1990.
JAA TGL-6
http://www.faa.gov/ats/ato/rvsm1.htm
http://www.ecacnav.com/RVSM

February 2007
Altimetry and ICAO Procedures
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
UNITS OF MEASURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Table of
Altimetry Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 Contents
INTERNATIONAL ALTIMETRY . . . . . . . . . . . . . . . . . . . . . . . 7-7
Altimeter Conversions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Altimeter Measurement Scales . . . . . . . . . . . . . . . . . . . . . . 7-7
Transition Altitudes, Layers and Levels . . . . . . . . . . . . . . . 7-8
INTERNATIONAL AIRSPACE DESIGN. . . . . . . . . . . . . . . . 7-11
Identifying Which System is in Use. . . . . . . . . . . . . . . . . . 7-11
PANS-OPS CHARTS AND PROCEDURES . . . . . . . . . . . . 7-13
Circling Approaches - TERPS vs. PANSOPS. . . . . . . . . . 7-13
Holding Patterns TERPS vs. PANSOPS . . . . . . . . . . . . . 7-14
Holding Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Procedure Turns - PANSOPS. . . . . . . . . . . . . . . . . . . . . . 7-15
Procedure Turn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
45/180 Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
80/260 Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Base Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Base Turn Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Base Turn Exception . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
NOISE ABATEMENT PROCEDURES . . . . . . . . . . . . . . . . . 7-19
Departure Noise Abatement Procedures . . . . . . . . . . . . . 7-19
Close-In Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Distant Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Airport Specific Procedures . . . . . . . . . . . . . . . . . . . . . . 7-23
Arrival Noise Abatement Procedures . . . . . . . . . . . . . . . . 7-23
NBAA IFR and VFR Arrival Profile.. . . . . . . . . . . . . . . . . 7-24
Use of Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24

February 2007
CAE SimuFlite

February 2007
Planning and flying international flights presents many challenges not only to
U.S. pilots flying internationally, but also for internationally based pilots fly-
ing in the United States. The challenges include, but are not limited to:
Introduction
Understanding both international and North American ATC/IFR proce-
dures.
Interpreting differences in Air Traffic Control Phraseology
Communicating with controllers whose primary language is not English,
and/or is heavily accented
Unfamiliar units of measure.
There are a number of procedural differences with which the international
pilot must be familiar. The following are critical to safe international opera-
tions:
Altimeter conversions
Obstacle clearance altitude/height
Noise abatement
Initial approach/Procedure Turns
Circling
Missed approach /Overshoot
Holding
Departure obstacle clearance

February 2007
CAE SimuFlite

February 2007
Altimetry Measurement Units of

Measure
Inches IN HG U.S. standard of measure for altimeter settings. The standard
atmosphere altimeter setting is 29.92 IN HG
Millibars MB Metric standard of measure for altimeter settings. The standard

atmosphere setting for millibars is 1013.2 MB. The term millibar is being
phased out in favor of hectopascal (hPa).
Hectopascals hPa The SI metric standard of measure for altimeter settings is

hectopascals. Long the language universally used in science, the SI (The
International System of Units) has become the dominant language of interna-
tional commerce and trade. The standard atmosphere setting for millibars is
1013.2 hPa. This is a renaming of the millibar standard in honor of Blaise Pas-
cal, a noted French mathematician, inventor and scientist.
Millimeters mm Altimeter standard of measurement in the Commonwealth

of Independent States (CIS) for altimeter settings. The standard atmosphere
setting for millimeters is 760 MM.

February 2007
CAE SimuFlite

February 2007
Altimetry is one of the most crucial aspects you must master to fly safely in
international airspace. There are two primary areas of concern. The first is
understanding and mastering altimeter settings and conversions. The second
International
area is understanding metric flight levels and where they are applied. Altimetry
Altimeter Conversions
The first step in setting the altimeter in international flight is to determine
which altimeter setting is being utilized. There are two possible settings for
takeoff and landing, with an additional setting possible for cruise.
The settings available for takeoff and landing are:
QNH - Refers to the altitude above mean sea level based on local station pres-
sure.
QNE - The altimeter setting of 29.92 or 1013.2 hPa is the standard setting
used in positive control airspace above the transition altitude.
QFE - Refers to the height above the airport elevation or runway threshold
elevation and is also based on local station pressure. QFE is the standard in
the Confederation of Independent States (CIS). Many locations now offer
QNH on request. When an altimeter is set correctly to QFE, the instrument
will show zero elevation at touchdown.
Altimeter Measurement Scales

Pressure may be measured in inches, millibars, hectopascals or millimeters.
The United States standard is inches, and while a number of countries also use
inches, the large majority use either hectopascals or millibars. The CIS, as
well as Mongolia and a few surrounding countries, use millimeters.
Millibars and hectopascals are the same. The terminology is being changed to
make hectopascals the standard over millibars. The positive impact of this is
that when determining the measurement standard, it is very easy to mistake
millibars (MB) for millimeters (MM). There is a significant difference
between millibars/hectopascals and millimeters. Take care when determining
correct altimeter settings, but special consideration is due when not working
in inches.
Read the approach plate, SID or STAR closely to determine which altimeter
setting is used. If your aircraft is capable of setting the altimeter setting, select
the appropriate setting and enter the correct altimeter setting. If your aircraft is
not capable of setting the appropriate setting, you must convert the provided
altimeter setting to a scale that can be set on your altimeter.
The provided altimeter setting may be converted to a usable form by either

calculation or a table. In the table below, 1 hectopascal = 1 millibar = 0.02953
IN HG.
Using the table below, 1015 MB to IN HG is solved by starting in the left col-
umn and locating 1010 MB , then moving straight across until the value inter-

February 2007
CAE SimuFlite
sects the 5 column. The value at the intersection is the conversion to IN HG,
or 29.97 IN HG.
Figure 7-1: Altimeter Setting Conversion
Use care in choosing the correct chart for the conversion type, and in choosing
the direction of conversion as well.
Transition Altitudes, Layers and Levels

When taking off in most countries of the world, the altimeter will display the
field elevation with the proper altimeter setting. This is referred to as QNH.
As we climb and reach the transition altitude the altimeter is reset to QNE.
The QNE standard is 1013hPa, which is equivalent to 29.92 or 760mm.
When taking off in countries using QFE, the altimeter will display a zero field
elevation. When using QFE, sea level pressure has been adjusted for field ele-
vation. As with QNH however, the altimeter will be reset to QNE when reach-
ing the transition altitude.
The transition layer is the area between the transition altitude and the transi-
tion layer. Due to meteorological or air traffic control considerations, this
transition layer could be thousands of feet thick or theoretically one foot (as it
is in the United States.)

February 2007
Aircraft below the transition altitude will be flying altitudes. Aircraft above
the transition level will be flying flight levels. Since the transition layer is an
area of transition between altitudes (such as QNH or QFE,) aircraft will not be
cleared for level flight in this airspace.
Figure 7-2: Transition Layer

February 2007
CAE SimuFlite

February 2007
This chapter will only address some of the highlights. An excellent source of
comparison is the book From takeoff to landing by Olle Akerlind and distrib-
uted by Honeywell.
International
There are two systems of airspace design that are currently in use; TERPS
Airspace
(TERminal instrument ProcedureS) and PANSOPS (Procedures for Air Navi-
gation Services OPerationS). PANSOPS is further divided into four versions: Design
PANSOPS; PANSOPS 2; PANSOPS 3; and PANSOPS 4.
TERPS complies with US standards for terminal instrument procedures while

PANSOPS complies with ICAO Document 8168 for instrument approach pro-
cedure design.
TERPS, is used primarily in the United States, Mexico and Canada. PAN-
SOPS is used throughout the rest of the world. There are a few countries that
may use both. Check your approach charts to determine which system is in
use.
Identifying Which System is in Use

On the lower left side of the approach chart, there will be a notation as to the
design criteria used for that approach. The following shows a TERPS exam-
ple.
Figure 7-3: TERPS Procedures
TERPS began this identification on charts dated after 21 Nov 03 where previ-
ously only PANSOPS used this method.

February 2007
CAE SimuFlite
PANSOPS has three variants and will be shown as follows:
Figure 7-4: PANSOPS variants
Approaches showing PANSOPS comply with ICAO Document 8168.
A legend showing PANSOPS 3 also complies with ICAO Document 8168

with a revision of holding speeds. PANSOPS 4 complies with a revision to
Document 8168 that removed the acceleration segment. PANSOPS 4 was typ-
ically applied to procedures where the Concorde operated or was expected to
operate. Even the though the Concorde has been removed from service, this
design criteria has remained in effect.

February 2007
Circling Approaches - TERPS vs. PAN-

SOPS
PANS-OPS
The design of circling approaches differs between TERPS and PANSOPS. Charts and
Procedures
The circling radius is constructed under TERPS using an average bank angle
of 25 and no consideration of wind while PANOPS uses an average bank
angle of 20 with a 25 knot wind component through the turn procedure.
PANSOPS also uses greater speeds during the circling maneuver. The combi-
nation of less bank angle and wind compensation along with higher permitted
speeds for a given category for PANSOPS results in larger circling areas than
those for TERPS criteria circling approaches. The following chart summa-
rizes the differences in circling radii in PANSOPS vs. TERPS procedures.
TERPS PANSOPS
Average Bank Angle 25 Average Bank Angle 20
No Wind 25 Knot Wind
Maximum IAS and Circling Radius from the Threshold
Category Max IAS Radius MAX IAS Radius
A 90 KIAS 1.3 NM 100 KIAS 1.68 NM
B 120 KIAS 1.5 NM 135 KIAS 2.66 NM
C 140 KIAS 1.7 NM 180 KIAS 4.20 NM
D 165 KIAS 2.3 NM 205 KIAS 5,28 NM
Table 7-A; Circling Criteria
Another difference in the construction of circling approaches between TERPS

and PANSOPS involves obstacle clearance. TERPS simply requires that at
least 300 feet of obstacle clearance is required within the circling area.
PANSOPS uses a more complex system of formulas to derive acceptable

obstacle clearance. One requirement is that the minimum altitude for circling
shall not be less than the Obstacle Clearance Altitude or Height OCA/H for
the approach that circle is based on. There are two additional requirements
that incorporate the Minimum Obstacle Clearance (MOC) which is related to
category and the lowest Obstacle Clearance Height.
The important fact to remember is that the neither provides large margins of
obstacle clearance, and although derived using different formulas, there are
defined lateral and vertical limits to the protected areas on circling approaches
and they must be honored in order to assure safe operation.

February 2007
CAE SimuFlite
Holding Patterns TERPS vs. PANSOPS

Holding patterns and entry procedures are the same for TERPS and PAN-
SOPS. The following diagram shows the entry sectors for a standard right
hand holding pattern. Entry procedures are reversed for left hand patterns.
Figure 7-5: Holding Path Entry
The adjustment of holding patterns using timing varies between TERPS and
PANOPS. In TERPS, the outbound leg timing is adjusted as to correct the
inbound leg time as to not exceed the inbound time. In PANSOPS, the out-
bound timing is not adjusted.
Holding Speeds
One of the major differences between TERPS and PANSOPS holding proce-
dures involve the maximum speeds to be flown in the holding patterns. The
chart below shows all three standards. Because they are so close to each other,
three different speeds have been circled which as a technique will allow you
to remain within legal speed limits and not have as many numbers to memo-
rize.
Table 7-B; Procedure Turns - PANSOPS

February 2007
Procedure Turns - PANSOPS

With PANSOPS, there are three types of course reversals normally utilized,
procedure turns, base turns and race track procedure. These procedures pro-
vide a means to transition from the en route structure to the intermediate stage
of the instrument approach procedure. In addition to the course reversals men-
tioned above, the correct alignment of the intermediate approach segment
may also be accomplished with a DME arc and in the case of an ILS, a dead
reckoning segment.
All turns utilize a maximum bank angle of 3 per second or 25 angle of bank.
The 25 angle of bank is applicable to True Airspeeds (TAS) of 170 knots or
more. DME arcs and straight track segments are designed with an optimum
descent gradient of 4% and a maximum of 8%.
Maximum and minimum descent rates are used for reversal and race track
procedures. Race track procedures in lieu of reversals are utilized when the
required descent rates exceed these values.
When flying either a procedure or base turn reversal, omni-directional entries

are not permitted unless specifically authorized. You must be aligned within
30 of the outbound leg or use a depicted alignment maneuver to begin the
procedure course reversal.
It should be noted that procedure turns are designated as either left or right as
a function of the direction of the first turn when flying outbound.
Figure 7-6: Procedure TImes
Procedure Turn
There are two forms of procedure turns discussed here. Unless excluded on
the approach chart, the two procedure turns listed below are interchangeable
and the pilot may choose the procedure at his discretion. It is recommended,
however, that in general, it is easier and a better technique to fly these proce-
dures as published as the math and courses are provided leaving less chance
for error.

February 2007
CAE SimuFlite
45/180 Turn
One common form of course reversal ii the 45/180 procedure turn. It is iden-
tical to the standard TERPS depicted procedure turn. The starting point of the
turn is may be identified either by time of between 1 to 3 minutes or by a fix.
The outbound time is determined by operational category. Category A and B
use a time of 1 minute while Category C and D use a time of 1 minute 15 sec-
onds which provides the enlarged turning radius required by faster speeds. A
typical 45/180 pattern is depicted below.
Figure 7-7: 45/480 Turn
80/260 Turn
Another version of the procedure turn is the 80/260 turn. The turning point is
identified the same as with the 45/180 above with a time from one to three
minutes, or a fix. A turn of 80 is followed by an opposite direction of 260 to
intercept the inbound course. An example of this type procedure is shown
below.
Figure 7-8: 80/260
Base Turn
Another common form of course reversal is the base turn. The use of this pro-
cedure is dictated by airspace design. This procedure closely resembles a tra-
ditional teardrop procedure. From overhead a fix, the aircraft will track
outbound on a specific track for a designated course for either a specified time
or distance and reverse course using a standard rate turn to join the final
course inbound. The angular course will many times be 30, but will vary
depending upon the actual airspace requirements. It is not uncommon for two
tracks to be published for the same course reversal due to varying turn radius
requirements based on aircraft speed. The most common example of this is a
track for Cat A and B aircraft with a separate track for Cat C and D. These
procedures need to be flown as published and no alternate procedures permit-
ted.

February 2007
Base Turn Entry

The entry is not omni-directional, but must be entered from a specific sector.
In order to proceed outbound from the fix depicted below, the aircraft must be
tracking to the fix within 30 of the outbound course of 300, or between 270
and 330 inclusive.
The outbound leg distance is determined usually by time with increments of

one, two, or three minutes or may be a fixed location as defined by a crossing
radial or DME distance.
Figure 7-9: Base Turn
If the track to the fix is outside the 30 offset, an alignment maneuver, usually
in the form of a race track procedure will be utilized to align the aircraft in the
entry sector.
In the example following, an aircraft needing to fly the complete procedure,

but not approaching the fix from the required sector, would fly the race track
procedure using conventional entry techniques in order to align the aircraft as
necessary for flying the approach.
This could also be utilized if the aircraft were at too high an altitude to com-
mence the approach and the shuttle pattern could be used to descend. This
may need to be coordinated with ATC depending on the approach being
flown.
Figure 7-10: Omni-directional Alignment
Base Turn Exception

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There is one condition where it is permitted to proceed outbound on the base

turn when outside the 30 either side of the outbound course sector. This
occurs when the outbound leg leaves a sector between the edge of the 30 sec-
tor and the inbound course. The fix may be crossed from within this sector if
the pilot determines he can safely accomplish this. Entry from this sector is
known as the Base Turn Exception. An example of this is shown below.
Figure 7-11: Base Turn Exception

February 2007
Noise concerns are an ever increasing issue with aircraft operations world
wide. There are two issues regarding noise. One issue involves ground opera-
tions, primarily the use of APUs as well as the setting of airport operating
Noise
hours. Typically, APU operations are limited to a maximum of thirty minutes
before engine start and should be shut down as soon as possible after parking.
Extended APU operation should not be attempted without checking restric-
Abatement
tions. Check the Jeppesen 10-4 and 10-1P pages prior to conducting opera-
tions
Procedures
Operationally, noise abatement procedures have been developed for the
departure and arrival phases of flight as well as a section on the use of thrust
reversers. When you are assigned a track to follow on departure or arrival, it is
imperative to accurately track both laterally and vertically as these traverse
noise monitoring locations in addition navigation and separation issues. Noise
violations can result in significant fines.
Departure Noise Abatement Procedures

Departure noise abatement procedures can be further subdivided into three
categories; close-in, distant and airport specific. A number of aircraft manu-
facturer's also produce aircraft specific procedures and the AFM should be
referred to for presence of these procedures. The NBAA has also developed
noise abatement guidance for uses when traditional guidance is not available
through other sources. Several US airports utilize the NBAA standards as
their procedure of choice. All of these procedures can be complex and should
be thoroughly reviewed prior to operations.
Close-In Procedures
Close-in procedures are utilized when noise sensitive areas are located in the
departure path in close proximity to the airport. These procedures are con-
structed as much as possible to laterally avoid noise sensitive areas. These
procedures also use techniques to get the aircraft above these areas as quickly
and quietly as possible prior to conducting normal en route climb procedures.
The standard for years has been the ICAO Noise Abatement Procedure A.
This procedure is in the process of being replaced by an updated version
called NADP 1 (Noise Abatement Procedure 1). Both of these procedures will
be shown because Procedure A is still the prevalent procedure being used and
that NADP1 will be replacing it soon. Operators need to be familiar with both.

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Figure 7-12: Noise Abatement Procedure A
Procedure A is accomplished as follows:
1. After takeoff until reaching 1,500 feet AGL

a. Maintain takeoff thrust
b. Maintain takeoff flap/slat configuration
c. Maintain speed V2 + 10 to 20 knots
2. Upon reaching 1,500 feet AGL
a. Reduce to climb thrust
a. Maintain climb thrust
b. Accelerate to flap retract speed
c. Retract flaps/slats
d. Accelerate to normal climb profile

February 2007
Noise Abatement Procedure 1 is a new procedure follow on improvement to
Procedure A with only one significant change. The initial altitude for reducing
to climb power at 800 feet AGL as opposed to 1,500 feet AGL.
Figure 7-13: NADP1
NADP 1 is accomplished as follows:
1. After takeoff until reaching 800 feet AGL

2. Upon reaching 800 feet AGL
a. Maintain climb thrust
d. Accelerate to normal climb profile
Distant Procedures
Distant procedures are utilized when noise sensitive areas are located in the
departure path not in close proximity, but rather at a greater distance from the
airport. These procedures are constructed as much as possible to laterally
avoid noise sensitive areas. These procedures also use techniques to get the
aircraft above these areas as quickly and quietly as possible prior to conduct-
ing normal en route climb procedures.
The standard for years has been the ICAO Noise Abatement Procedure B.
This procedure is in the process of being replaced by an updated version
called NADP 2 (Noise Abatement Procedure 1). Both of these procedures will
be shown because Procedure B is still the prevalent procedure being used and
that NADP2 will be replacing it soon. Operators need to be familiar with both.

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Figure 7-14: Procedure B

B is accomplished as follows:
1. After takeoff until reaching 1,000 feet AGL

3. When flaps/slats are retracted
b. Maintain flaps up speed +10 knots
4. Reaching 3,000 feet AGL
a. Climb thrust
b. Accelerate to normal climb profile

February 2007
Figure 7-15: NADP 2
NADP 2 is accomplished as follows:
5. After takeoff
c. Maintain speed V2 +10 to 20 knots
6. Upon reaching 800 feet AGL
b. Accelerate to flaps up speed and maintain
c. Retract flaps and slats on schedule
a. Climb thrust
b. Accelerate to normal climb profile
Airport Specific Procedures

There are a growing number of airports that have customized noise abatement
procedures to fit their needs. Some simply say use Procedure A or B, NADP 1
or 2 as they have determined for their operating environment. The growing
trend, however is for specific procedures developed for each airport and pub-
lished. Typically, one of the recognized procedures are the basis for the proce-
dure, but not always. Make sure to review the Jeppesen 10-1P , 10-4 or similar
publications prior to conducting operations to assure compliance with existing
noise procedures and policies.
Arrival Noise Abatement Procedures

There are a number of different procedures for arriving quietly at an airport,
but there is a constant them for all. This common theme is to remain in a clean
configuration as high and as long as safely possible descending at a constant
rate with minimum power to touchdown. Almost all of these procedures
involve late configuration changes as well. Know your aircraft and do not
exceed the capabilities of yourself or your aircraft solely for noise.
The JAA emphasis on Constant Angle Non-Precision Approaches, although

designed for better stabilized approaches, supports noise abatement as well. It

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is not uncommon in international operations, especially in the United King-

dom to be given a miles to run number when on vectors. This is provided so
that the pilot can better determine how to construct a constant descent to
touchdown with minimal power changes.
NBAA IFR and VFR Arrival Profile.

The NBAA's arrival profile is typical of the type of procedure outlined for
quiet arrivals. Again, as the operator, you must make certain that you do not
compromise safety solely for noise.
Figure 7-16: NBAA IFR and VFR Noise Profile

1. Inbound flight path should not require more than a 20 degree bank angle to
follow noise abatement track.
2. Observe all airspeed limitations and ATC instructions.
3. Initial inbound altitude for noise abatement areas will be a descending path
from 2,500 feet AGL or higher. Maintain minimum airspeed (1 .3Vs+20
KIAS) with gear retracted and minimum approach flap setting.
4. At the final approach fix (FAF) or not more than 4 miles from runway
threshold, extend landing gear. Final landing flap configuration should be
delayed at pilot's discretion to enhance noise abatement.
5. During landing, use minimum reverse thrust consistent with safety for run-
way conditions and available length.
Use of Thrust Reversers

Most noise sensitive airports have constraints on the use of thrust reversers.
There are several common practices. One is through the use of preferential
runways, not only for approach considerations, but for the use of thrust
reversers as well.
One of two cautions are commonly used:
1. The use of thrust reversers not permitted unless required for safety, or sim-
ilar wording
2. Minimal thrust reverser application after landing, or similar wording.
In order to fly quietly, it is important to understand the noise restrictions and
plan accordingly.

February 2007
European Flight Planning
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
INTRODUCTION TO EUROCONTROL . . . . . . . . . . . . . . . . . 8-5
Table of
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
EUROCONTROL and the Single European Sky . . . . . . . . 8-5
Contents
CENTRAL FLOW MANAGEMENT UNIT (CFMU) . . . . . . . . . 8-7
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Special Advisor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Safety, Quality and Security Manager . . . . . . . . . . . . . . . 8-8
User Relations and Development Bureau (URB) . . . . . . . 8-8
Operations Division (OPSD) . . . . . . . . . . . . . . . . . . . . . . . 8-8
Engineering Division (ENGD) . . . . . . . . . . . . . . . . . . . . . . 8-8
Development Division (DEVD) . . . . . . . . . . . . . . . . . . . . . 8-9
EAD and Aeronautical Information Bureau (EAB) . . . . . . 8-9
EAB mission and main activities: . . . . . . . . . . . . . . . . . . . 8-9
Flow Management Positions (FMP) . . . . . . . . . . . . . . . . . 8-9
Area Of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Flight Plan Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Flight Plans and Associated Messages . . . . . . . . . . . . . . 8-11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
ROUTE SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Route Availability Document (RAD) . . . . . . . . . . . . . . . . . 8-15
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Part I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Part II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Route Flow Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Flight Planning with RAD . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Routing Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Tactical Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
QUICK REFERENCE GUIDE FOR FILING . . . . . . . . . . . . . 8-19
When Do I File a Flight Plan? . . . . . . . . . . . . . . . . . . . . . . 8-19
Flight Plan Updates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Slots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Airport Slots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Airways Slots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
AIRPORT PROCEDURES AND RESTRICTIONS . . . . . . . . 8-25
Airport Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25

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Flying in Europe has always had its challenges due to the large number of
countries, and the differences between them. There is an initiative to standard-
ize the rules and procedures throughout Europe, referred to as the Single
Introduction
European Sky. EUROCONTROL will be a major player in the establishment
of this program.
For the new international pilot, the complexities of flight planning combined
with different ATC communications and procedures, not to mention language
differences, planning and preparation, becomes paramount. Slots, although
not the most complex of subjects, affect European flying day to day as much
as any issue. Not only do we as pilots need to understand slots and how they
work, our passengers must understand as well.
The European pilot who starts flying internationally to the United States has
much the same need for planning and preparation to deal with a much less
restrictive system.

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February 2007
Organization Introduction to
EUROCONTROL is the European Organization for the Safety of Air Naviga- EUROCONTROL
tion. This civil and military Organization, which currently numbers 34 Mem-
ber States, has as its primary objective the development of a seamless, pan-
European Air Traffic Management (ATM) system. The achievement of this
objective is a key element to the present and future challenges facing the avia- REFERENCES:
tion community; which are to cope with the forecast growth in air traffic, http://www.eurocontrol.int/
while maintaining a high level of safety, reducing costs and respecting the corporate/public/
environment. subsite_homepage/
index.html
EUROCONTROL develops, coordinates and plans for implementation of
short-, medium- and long-term pan-European air traffic management strate-
gies and their associated action plans in a collective effort involving national
authorities, air navigation service providers, civil and military airspace users,
airports, industry, professional organizations and relevant European institu-
tions.
EUROCONTROL's core activities span the entire range of gate-to-gate air

navigation service operations - from strategic and tactical flow management
to controller training; from regional control of airspace to development of
leading-edge, safety-proofed technologies and procedures; and the collection
of air navigation charges.
EUROCONTROL and the Single European

Sky
The legislative package establishing the Single European Sky was adopted by
the European Parliament and the Transport Council in March, 2004 and
entered into force on 20 April of that year.
The European Commission and Parliament have underlined the fact that the
participation and cooperation of EUROCONTROL is essential to the success-
ful implementation of the Single Sky Initiative.
The European Single Sky will be achieved notably through the adoption of
implementing rules to be developed by EUROCONTROL on the basis of
mandates entrusted to it.
With the adoption of this package of regulations by the European institutions,

Europe now has a unique opportunity to develop additional ways of making
its skies more efficient, and capable of sustainable growth.
EUROCONTROL will contribute to the following important areas:
The flexible use of airspace

Airspace design
Functional airspace blocks
Changing schemes and
Interoperability
Following the accession of the European Community to EUROCONTROL in
October 2002, the European Commission - representing the European Com-
munity - will have the same rights and obligations as any Member State. It

February 2007
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will coordinate the position of the EU Member States in those matters for
which the Community holds competence (research and development policy,
standardization, trans-European networks, Single European Sky).
At the end of 2003, EUROCONTROL and the European Commission signed

a Memorandum of Cooperation to enhance their synergy in five areas of coop-
eration:
Implementation of the Single European Sky

Research and development
Global navigation satellite systems, including Galileo
Data collection and analysis in the areas of air traffic and environmental
issues
International cooperation in the field of aviation.

February 2007
Introduction Central Flow

The creation of the Central Flow Management Unit (CFMU) was formulated
by the Transport Ministries of the European Civil Aviation Conference Management
(ECAC) States in October 1988. The Member States of ECAC asked EURO-
CONTROL to create and operate, on their behalf, the CFMU, which shall pro-
vide Air Traffic Flow Management (AFTM) services throughout their
Unit (CFMU)
airspace.
AFTM is a service provided on behalf of Air Traffic Services (ATS) and Air-
craft Operators (AO) with the following principle objectives:
For ATS - the provision of flight plan data, the best utilization of available
capacity, the smoothing of traffic flows and the assurance of protection
against overloads
REFERENCES:
For AO's - the provision of advice on flight planning and the minimization
EUROCONTROL CFMU
of penalties due to congestion Basic CFMU Handbook
The CFMU is responsible for the provision of an efficient AFTM service
within the area of responsibility of participating European States.
Organization
The CFMU is a complex organization, with many divisions with diverse areas
of expertise. The following is an overview of the organization and the rela-
tionships between the individual parts. Further information can be found at
http://www.cfmu.eurocontrol.int/cfmu.
Special Advisor
The Special Advisor assists and advises the director of the CFMU in the man-
agement, supervision and coordination of CFMU activities in close coopera-
tion with the CFMU Heads of Division and Bureau. Main activities include:
Planning
Assist in the elaboration of CFMU Strategy and Development Plans
Assist in the elaboration of the CFMU Business Plan, management
control and consistency within organization
Interface
With EAF and other EUROCONTROL panels, internal work groups,
etc.
Representation of the CFMU Communication at EUROCONTROL
level
Launching of new initiatives and specific missions or studies

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Safety, Quality and Security Manager

The SQS Manager provides independent advice to the Director on Safety,
Quality and Security policies and objectives in coordination with other
Agency units and external bodies
User Relations and Development Bureau (URB)

Among other things, the URB is responsible for:
Producing user requirements and operational specifications

Identifying and elaborating user needs
Monitoring the performance of ATFCM/CFMU operations (statistics and
analysis)
Providing customer support for non-operational matters
Ensuring coordination between European Air Traffic Management
(EATM) and the CFMU
Operations Division (OPSD)

The OPSD is responsible to the Director CFMU for planning, coordination
and execution of the strategic, pre-tactical and tactical Air Traffic Flow
and Capacity Management (ATFCM) within the area of responsibility of
the CFMU
The OPSD contributes to the overall development and management of the
ATFCM component of the European Air Traffic Management (EATM) and
to the European ATFCM Group (EAG) activities under direct responsibil-
ity of the Head of OPSD
The OPSD is responsible for collecting, maintaining and providing data on
flight operations and on the air navigation infrastructure as required for the
national Air Traffic Control (ATC) systems and the CFMU systems in the
different phases of the ATFCM operations
Additionally, the OPSD contributes to the overall development and man-
agement of the flight element of the EATM and EAG activities.
Engineering Division (ENGD)

The engineering division is responsible to the Director CFMU primarily for
the provision, integration and support of the technical facilities and associated
services necessary to perform the CFMU mission. This includes all CFMU
operational systems, the related communications facilities and the technical
infrastructure.
In addition, ENGD contributes to the overall development of the ATFCM

component of EATM and to EAG activities.

February 2007
Development Division (DEVD)

The Development Division is responsible to the Director CFMU for the
development and management of the CFMU mission critical systems. The
DEVD relies on the support services of the Engineering Division (ENGD).
EAD and Aeronautical Information Bureau (EAB)

The European AIS Database service (EAD) has been originally developed
under the management of the EUROCONTROL EATM Unit. As the focus of
the service has transitioned from system development to service management,
EAD have recently moved from EATM to CFMU and took the name of the
EAD & Aeronautical Information Bureau (EAB). The objective of the move
is to benefit from the CFMU's operational experience and customer support to
enhance service to stakeholders.
EAB mission and main activities:

EUROCONTROL owns and manages the European AIS Database (EAD) ser-
vice on behalf of the EUROCONTROL Member States. One of the main
activities of the EAB is to ensure the successful and efficient provision of
Aeronautical Information from ECAC states and world-wide to the EAD cli-
ents. EAB is responsible for both the daily management of the EAD service
and the evolution of the EAD in line with stakeholders' expectations. Many
ECAC Data Providers already manage and maintain their own data in the
EAD.
Flow Management Positions (FMP)

As required by the ICAO/CTMO concept, an FMP equipped to a common
minimum level is established in each ACC within the CFMU area of responsi-
bility.
FMPs act as the interface between the OPSD and, ACCs and their associated
aerodromes. They provide the OPSD with local information and experience
and ensure ACC staff is up to date with the ATFCM situation.
FMPs are the point of contact within an ACC for coordination on ATFCM
matters. They are responsible for ensuring the CFMU has all the data and
information required in each of the ATFCM Phases to make the most effective
use of available capacity and to implement the most effective ATFCM plan.
An FMP's area of jurisdiction is limited to the area of responsibility of the par-

ent ACC including the area(s) of responsibility of associated ATS Units.
While all FMPs within the CFMU area have equal status as required by the
CTMO concept, the size of individual FMPs varies according to the demands
and complexities of the area served.
Flow Management Positions (FMPs) have access to ETFMS information

through CFMU terminals provided at each FMP position.

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Area Of Responsibility
Figure 8-1: Area of Responsibility
The CFMU area of responsibility comprises the airspace of the States within
the ICAO EUR Region as shown above. Certain States are cooperating with
the CFMU in that they exchange data with the CFMU and participate in the
CFMU AFTM service. These are described as Cooperating States. The fol-
lowing States are included in the Cooperating States:
Algeria Belaurus Egypt Estonia

Iceland Israel Latvia Lebanon
Lithuania Morocco Tunisia
For a complete and current listing, refer to the CFMU and/or Eurocontrol
website.
Flight Plan Processing

A centralized flight plan processing and distribution service has been estab-
lished under the authority of the EUROCONTROL Central Flow Manage-
ment Unit (CFMU). The service is provided by the Integrated Initial Flight
Plan Processing System (IFPS) and covers that part of the ICAO EUR Region
[(ICAO) International Civil Aviation Organization known as the IFPS Zone
(IFPZ).
This document provides all users of the IFPS with an easy to access reference
manual. The manual is intended to contain all the necessary procedures and
information in order for users to be able to construct, transmit or when neces-
sary to correct, flight plan and associated update messages. Procedures for the
distribution of such messages after processing by the IFPS are also described.
Correct and accurate application of the procedures contained in this document
is essential to the achievement of consistent flight plan data among all rele-
vant factors in the flight planning process.
Flight plans and associated update messages for all IFR/GAT (Instrument
Flight Rules/General Air Traffic) flights, including the IFR portions of mixed
IFR/VFR (Instrument Flight Rules/Visual Flight Rules) flights, entering, over

February 2007
flying or departing the IFPZ shall be addressed only to the two IFPS addresses
for that portion of the flight within the IFPZ.
Flight plans and associated update messages may be submitted as individual

messages or as repetitive flight plans. Specific conditions apply to submis-
sions of the latter. The IFPS shall check all messages received or changes
thereto for:
Compliance with all format and data conventions.

Completeness and accuracy.
The IFPS shall take action to ensure that the flight plan is acceptable to air
traffic services. The IFPS shall indicate acceptance of the flight plan (or
change) to the originator. The IFPS shall ensure distribution of accepted flight
plans and modifications to all relevant ATSUs (Air Traffic Services Units)
within its area of responsibility. The IFPS shall also ensure re-addressing of
accepted messages to any additional AFTN (Aeronautical Fixed Telecommu-
nication Network) addresses as requested by the message originator.
The IFPS shall process supplementary messages including request flight plan
messages and request supplementary flight plan messages. Basic rules for the
submission of flight plan messages and associated updates have been defined
in ICAO Annex 2 and Documents 4444 and 7030. These requirements are
applicable to flight plans and associated messages handled by the IFPS.
The IFPS does not process co-ordination or control messages. However, a

number of special messages containing current flight plan information are
received and processed by IFPS mainly for ATFCM (Air Traffic Flow and
Capacity Management) purposes. These input messages are AFP, MFS and
FNM. Following processing by the IFPS, APL or ACH are output to all rele-
vant ATSUs.
Flight Plans and Associated Messages

General
One of the aims of the IFPS is to reduce the number of sources of flight plan
data within the IFPZ to a single point, thus maximizing the consistency of
flight data available operationally. To achieve this, all flight plans and associ-
ated messages for IFR/GAT flights or parts thereof intending to operate within
the IFPZ shall be submitted to the IFPS for processing.
Only upon receipt of an Acknowledge (ACK) message OPERATIONAL

REPLY MESSAGE (ORM) from the IFPS may the message originator con-
sider that message to be processed. Any exceptions to this rule are detailed in
the relevant message type section of this document.
In order to further improve the consistency of flight data, the re-addressing

function of the IFPS has been developed. Flight plans and associated mes-
sages for all IFR flights, the IFR parts of mixed IFR/VFR flights, and the GAT
parts of mixed GAT/OAT flights, operating wholly or in part within the IFPZ,
shall be addressed only to the two IFPS addresses for that IFR/GAT part of the
flight within the IFPZ.
Those flight plans and associated messages that are both syntactically and
semantically correct shall normally be processed automatically by the IFPS.

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Where inconsistencies in the syntax or semantics of messages submitted for

processing are found by the IFPS, those messages shall normally fail auto-
matic processing and may be passed for manual treatment by the IFPS.
The IFPS shall build a four dimensional profile for every flight, based on the
profile calculated from the flight plan. Where an associated message is pro-
cessed, the existing profile shall be re-calculated, incorporating the revised
data held in that associated message.
When the calculated profile is completed, the IFPS shall then construct a
schedule of events planned for that flight. That schedule shall list all those
AFTN and SITA addresses to which the message shall be transmitted, and at
what time. The transmission time calculated by the
IFPS shall take into account those transmission time parameters held in the
CFMU Environment database that have been specified by the ATCU to which
the message is being transmitted.
NOTE: The IFPS and ETFMS are When a message submitted to the IFPS for processing has been acknowl-
separate systems; any message edged, the IFPS shall send a copy to the ETFMS (Enhanced Tactical Flow
submitted to the IFPS must be Management System) where the flight shall be analyzed for any flow regula-
acknowledged before it is trans- tions that may be relevant for that flight.
mitted to the ETFMS, where any
relevant flow regulations may then The IFPS shall also calculate at what time the flight plan shall close. Such a
be applied, thus the IFPS cannot closure shall be the time at which the flight plan details become unavailable
know what impact flow regulations for any further associated messages, and the flight details are no longer avail-
may have on any particular flight. able to external users of the IFPS. The close time of a flight shall either be
upon successful processing of an arrival message [ARRIVAL (ARR)] or 3
hours after the total EET (Estimated Elapsed Time) of that flight; whichever
comes first. Until the flight is closed, it shall remain accessible and available
for associated messages.
The flight details shall remain available within the IFPS to a maximum of 24
hours after the closure of that flight, after which time the details shall be
archived and shall not be directly available to the IFPS operational staff.
Repetitive Flight Plans (RPLs) shall be treated by the IFPS as a standard flight
plan, and shall undergo the same processing as those flight plans received
from external sources.
Each RPL shall be generated to the IFPS 20 hours prior to the EOBT (Esti-
mated Off Block Time) of that RPL, and shall be subjected to the full IFPS
processing at that time. Should any errors be raised against an RPL, the IFPS
shall be required to co-ordinate any necessary corrections with the appropriate
parties.
Until an RPL is generated into the IFPS, no messages intended to associate

with that RPL may be successfully processed by the IFPS. The message for-
mat used by the IFPS when making manual corrections to those messages that
have failed automatic processing shall be the format in which those messages
were originally submitted. The format used for the transmission of processed
messages shall be determined by the requirements specified by each recipient
in the CFMU environment database.

February 2007
Requirements
Flight plans shall be submitted to the IFPS for processing at least three hours
before the EOBT where possible. The IFPS shall also accept for processing
those messages that are, for operational reasons, filed less than three hours
before the EOBT of that flight.
NOTE: The acceptance parame-
Flight plans may be submitted up to a maximum of 120 hours, or five days, in ter of 120 hours, or five days, by
advance of the EOBT of that flight plan. Those flight plans that are submitted the IFPS for those flight plans
more than 24 hours in advance of the flight shall include the date of flight. filed in advance is calculated from
the EOBT of the flight
Where messages have failed automatic processing and have been presented
for manual treatment, the IFPS staff shall use any necessary current opera-
tional instructions and information in the correction of those messages. It is
strongly recommended that the Date Of Flight (DOF) is included in all flight
plans and associated messages submitted to the IFPS for processing.
Any changes of more than 15 minutes to the EOBT of a filed flight plan shall NOTE: Although it is not a
be communicated to the IFPS. The IFPS shall not accept negative delays: requirement to update the EOBT
should the EOBT of a flight need to be changed to an earlier time, that flight of a non-ATFM-regulated flight
must be cancelled and re-filed with the earlier EOBT. where the change is not more
than 15 minutes, it is recom-
Flight plan data may be updated with any time, level or route changes, and mended to make such an update
any other changes except key fields [KEY FIELDS], as necessary. to the flight plan held by the IFPS.
Flight plans and associated messages shall be distributed to the relevant ATC
units by the IFPS at a pre-determined time prior to the calculated entry time of
that flight to that airspace.
In the pre-flight stage (within 4 hours of EOBT) of a processed flight plan,

should an alternative routing be required by the aircraft operator, the RFP
shall be used in association with the new route. The procedure shall be that the
existing flight plan is cancelled by the aircraft operator or their agent, upon
receipt of an ACK message for that CNL (Cancel) message the replacement
flight plan shall be submitted to the IFPS for processing. In addition to the
revised route in
Item 15: Route, the replacement flight plan shall contain in Item 18: Other
Information, the indicator RFP/Qn, where n represents a sequence number.
Those messages that fail automatic processing and are rejected (REJ) by the
IFPS shall have attached an error message or messages, to a maximum of 10.
Each error message shall give an indication of the reason why that message
has been rejected, and it shall be the
responsibility of the message originator to arrange any necessary corrections

to that message before it is re-submitted to the IFPS.
Until a flight plan held by the IFPS is cancelled or closed, it shall remain
accessible for associated messages. Message originators should not file a sec-
ond flight plan where one already exists in the IFPS for the same flight.

February 2007
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February 2007
The selection of routing within can be very complex. Due to the large volume
of traffic moving in compacted areas, traffic management becomes critical
with minimal freedoms for the pilot being the norm.
Route
In the United States for example, we can, although not necessarily the best
technique, file direct to anywhere we want to and the ATC system will accept
Selection
the plan and either give us this clearance or amend it as necessary when the
IFR clearance is obtained.
In Europe, this is not possible. Direct is typically not an acceptable means of

filing a flight plan. There are a myriad of preferred directional airways that
must be filed between most destinations. Further complicating this issue is
that even if you select an appropriate airway, you still may have problems if
you select an altitude to fly that while hemispherically correct, may not be
acceptable for the route. Preferential routing is the standard. If not filed cor-
rectly, the computer will reject the plan.
Route Availability Document (RAD)

REFERENCES:
The preferential route structure is defined in the Route Availability Document
by the CFMU and is updated on a regular basis. There are a number of sources Route Availability Document
of obtaining this information. An easy way of obtaining this information oper- http://www.cfmu.eurocon-
ationally is from Volume 1 of the European Jeppesen manual behind the en trol.int/
route tab. Most flight planning services take into account the RAD structure.
Introduction
The RAD is a sole source flight planning document which integrates both
structural and ATFCM requirements, geographically and vertically. The RAD
is updated each AIRAC cycle. The RAD is only applicable to the IFR portion
of the flight plan.
Basic Principles
RAD is designed to facilitate flight planning in order to improve ATFCM
while allowing aircraft operator flight planning flexibility. It provides a single
fully integrated and coordinated routing scheme. Unless specifically
excluded, the RAD affects all CFMU airspace.
The RAD is designed to organize traffic into specific flows to make the best
use of available capacity. While this will not guarantee the protection of con-
gested ATC sectors during peak periods, it will facilitate more precise applica-
tion of ATFCM measures.
The RAD should also assist the CFMU in identifying and providing re-rout-
ing options
The RAD is subject to continuous review to ensure that the requirements are
still valid and take account of any ATC structural or organizational changes
that may occur.
Structure
The routing organization is defined by a list of restrictions on specific ATS
route points or segments in both the upper and lower airspace. The document
is divided into twp parts.

February 2007
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Part I
Part I consists of separate annexes for each state identified by the ICAO 2 let-
ter indentifier (e.g., ANNEX LF for France), an annex for the North Atlantic
(NAT) and an annex dedicated to routes for military traffic flying GAT (MIL).
Also included in Part I are four appendices:
Appendix I defines the RAD

Appendix 2 defines area definitions (TMA, FIR, etc.)
Appendix 3 defines city pair level caps
Appendix 4 defines the DCT (direct) flight plan filing limitations imposed
by each state
In Appendix 2, the term Group is used to define a number of airfields that may
be subject to the same restrictions. For example, a major destination may have
a number of minor satellite airfields in the vicinity and is known as a group.
The term Area is defined as a number of airfields within the same region and
may be comprised of several Group or individual airports.
Part II
Part II is a pan-European document that lists all restrictions across the Euro-
pean theater of operations. The list of restrictions is defined alphabetically. It
is the responsibility of each state to ensure that the restrictions listed in Part II
are aligned with those listed in Part I.
Route Flow Restrictions

The RAD includes all route flow restrictions valid for the state concerned
together with any relevant restrictions included in letters of agreement
between adjacent ACC/UACs. A restriction shall not qualify for inclusion in
the RAD unless it has a flow element attached to it. A flow element is defined
as affecting either:
a. Departures from an airfield / group/area

a. Arrivals to an airfield /group / area
a. Traffic flying between airfields / group / area
a. Overflying traffic
Restrictions are divided into three different categories; Structural (S), Routing
(R), or a combination of the two (S/R). Their definition is determined and pro-
vided by the state for their respective annex.

February 2007
There are three types of restrictions:
INCLUSIVE restriction:
UN869 LERGA - OLRAK Not available for traffic

Above L270
With DEP.LSAGFIR, Chanberry TMA, Lyon TMA
With Dest.LFBBFIR,LFRRFIR
Traffic must meet all of the conditions to be subject to the restriction
EXCLUSIVE restriction:
UN976 OBATO-RONAX Not available for traffic

Dest LFPB/B
Via MMD
Except Dest. ELLX,EBLG,EHBK, EDDR/FH/LN, ETAR/AD/SB, LFJL/SF
Via CHW
With DEST. EBBUFIR
Except Dest. EBLG, ELLX
Traffic only needs to meet one of the conditions to be subject to the restriction
COMPULSORY restriction:
UL865 BOL-TAQ Compulsory for traffic

Dep. LIML
With Dest. LICJ
Traffic has no other option; it shall fly this route segment.
Flight Planning with RAD

Refer to the IFPS Users Manual for complete details
The RAD defines restrictions on routes/points through specified areas during

the published period of validity. Aircraft operators planning flights through
these areas must flight plan in accordance with these route restrictions, taking
into account any change of validity.
When a route is restricted between two points it must be understood that all
segments between the recorded points are included in the restriction. Cross
border restrictions shall be recorded in the annex relevant to the state/FIR
responsible for the restriction. Where joint requirements exist cross-border,
the restriction shall be recorded in the annex relevant to the state/FIR within
which the first point of restriction lies.
When filing flight plans, aircraft operators must comply with any limitation
published in the RAD.
An operator who has submitted a flight plan for a route and wishes to change
to another route must either send a CHG message giving the new route or can-
cel the existing flight plan and submit a new flight plan following the replace-
ment flight plan procedure. This applies to re-routing proposed by the CFMU
and to changes made at the initiative of the aircraft operator.

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Routing Scenarios
For each area expected to be critical, a number of flows could be identified for
which other routings are available that follow the general scheme, but avoid
the critical area. These are know as routing scenarios.
When during the planning phase, the CFMU identifies the risk of major
imbalance between demand and capacity, it may be decided to make part or
all of the alternative routings mandatory for the expected critical period.
Scenarios may be identified which require the temporary suspension of route

restrictions within the RAD for a particular traffic flow.
The list of available scenarios is promulgated on the CFMU website.
Tactical Operations
The CFMU will monitor the actual situation during the day of operation to
ensure the RAD is achieving the balance or traffic required.
During periods of unanticipated high demand the CFMU may coordinate an

extension to the period of validity of routing scenarios. This will be published
by AIM giving at least three hours notice.
During periods of significant improvement to the ATFCM situation, the

CFMU will coordinate a reduction in the period of validity of scenarios. This
will also be published by AIM.
If, due to a major unexpected event, there is a significant disturbance to traffic

patterns, the CFMU may coordinate to suspend part of the RAD and provide
alternative routings.

February 2007
When Do I File a Flight Plan? Quick

Reference
You should file your flight plan no later than two hours before your EOBT
(Estimated Off Block Time). Slots in Europe are based on Off Block Times
using computed taxi time values to the departure runway resulting in the cal-
culation of a CTOT (Calculated Take Off Time).These are adjusted for airport
and taxi times. They are not wheels up times as they may be in other parts of
the world.
Guide for
For this example, you used a commercial flight planning service and were
provided the following flight plan data block at the end of the plan:
Filing
(FPL-601SIMU-IG REFERENCES:
-CL60/M-SXWHIGRJY/S ATFCM Quick Reference
Guide and CFMU Webpage
-EGKK2300
-N0447F410 DVR2P DVR UL9 KONAN UL607 SPI UT180 BENAK T180
OSMAX
OSMAX2E
-EDDF0056 EDDM
-EET/EBUR0014 EDVV0036 EDUU0036 EDGG0043
REG/601SIMU SEL/ABCD DOF/070128 DAT/SVH RMK/TCAS

EQUIPPED ACARS
EQUIPPED
E/0212 P/TBN D/2 48 YELLOW A/WHITE)
EBBDZMFP LFPYZMFP
When you file the flight plan, you will receive back one of several messages.
If the flight plan is accepted as filed, with no errors, you will receive an ACK
message indicating that the flight plan has been accepted. This is a machine
function with no human interface.
If there are errors in route or syntax, the flight plan will be sent for manual
processing. You will receive a MAN message indicating that your flight plan
has been sent for manual processing. If the flight plan can be fixed manually,
it will be accepted and you will receive a subsequent ACK message acknowl-
edging acceptance of the flight plan. If the flight plan cannot be fixed manu-
ally, it will be rejected and you will receive a REJ message indicating the
rejection of the flight plan and the reason for the rejection.
This process can take time, so accuracy is of great importance to avoid flight
plan rejection. The CFMU offers a free service through the IFPUV to check
the validity of the flight plan prior to filing. The IFPUV offers either a struc-
tured or free text editor for proofing. The following example will demonstrate
the free text.

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The filing block from the flight plan computed above is copied and pasted
into the free text box and submitted. After processing, the flight is either given
a clean bill of health or returned showing any errors. This flight was returned
with errors.
Figure 8-2: CMFU
The error message as shown above indicates that the computer route selected
has chosen a restricted altitude and subject to possible rejection by the CFMU
when filed. According to the message, altitudes on the selected routing from
the origin to the destination between FL335 and FL999 are forbidden levels.
In this instance, an altitude of FL310 is acceptable to the operator. The flight

plan is changed and re-submitted. It returns error free.

February 2007
Figure 8-3: CFMU
The flight plan can now be filed with a minimal chance of rejection by the
system. Using this tool is advantageous to the person filing the flight plan to
reduce the possibility of delays due to flight plan errors.
Commercial flight planning services use this tool or the equivalent for the
same reasons.
Flight Plan Updates

In order to revise a flight plan either a DLA (delay) or CHG (change) message
must be sent.
A DLA or CHG message should be sent for any change of EOBT greater than
fifteen minutes. However, do not update an EOBT as a result of a delay given
by a CTOT (Calculated Take Off Time).
Slots
Slots in Europe are typically of two types, airways and airport. They are
secured differently and possession of one type does not mean the possession
of the other.

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Airport Slots
Airport slots are based on the capacity of the airport to handle traffic arrivals
and departures and are allocated by time of day and type of operation.
These slots may be requested days in advance and are locally controlled. If
you need airport slots at both ends of a trip, you will need to make sure that
both slots will work as obtaining one does not put any obligation on the other
to provide an accommodating slot and neither provides any protection for an
airways slot. Most airport slots have provisions for delays caused by airways
slot problems, but bears checking with local authorities if these delays are
anticipated.
Airways Slots
You will receive your slot (CTOT) at the earliest, two hours before your
EOBT you will receive a SAM (Slot Allocation Message) with your CTOT.
If slot regulation becomes necessary after this time, a slot will be issued
immediately. If you have not received a slot two hours prior to EOBT, your
flight is not subject to regulation.
If you need to change your EOBT after your slot has been issued and the new
EOBT will still allow the flight to depart according to its CTOT, the slot will
not be recalculated. If a recalculation is necessary, the next available slot will
be issued. To avoid possible substantial delays, especially in peak periods of
regulation, it is important to update a revised EOBT as soon as practicable. If
your slot changes, you will receive an SRM (Slot Revision Message).
There are several reasons why an SRM may be received in addition to a

change in EOBT. An SRM may be sent for the following:
A better slot has been found

A change in regulation due to demand
In response to a DLA/CHG message, etc.
If for any reason, you are unable to comply with your slot, send as soon as
possible a DLA/CHG message stating your new EOBT or send an SMM (Slot
Missed Message) if your EOBT is not known to ensure that the slot can be
reused and minimize your risk of substantial delay.
If a DLA/CHG message is sent with your revised EOBT, one of three mes-
sages will be returned:
SRM - Slot Revision Message with a new CTOT

SLC - Slot Requirement Cancellation message indicating a slot is no
longer required
FLS - Flight Suspension Message that indicates the flight has been put
into a suspension status and will remain there until a new EOBT has
been received
If you receive an SLC (Slot Requirement Cancellation) message, you are no
longer subject to ATFCM measures and may depart without delay. If the SLC
is issued after the EOBT + 15 minutes, you must update your EOBT by send-
ing a DLA/CHG.

February 2007
If you receive a CTOT that is acceptable to you, but you cannot make your
EOBT, you cannot freeze your slot. You will need to send a DLA message to
the IFPS using the following formula. Your new EOBT must not be later than
the CTOT minus taxi time minus 10 minutes. As an example, if you have
received an EOBT of 1000 and a CTOT of 1100, but cannot go off blocks
until 1025 with a taxi time of 15 minutes, you calculate 1100 minus 15 min-
utes minus an additional 10 minutes resulting in a time of 1035. Since the
1025 new EOBT time is earlier than 1035, a new CTOT will not need to be
calculated. If the time were later than 1035, a revised CTOT would be calcu-
lated.
Alternatively, you may change the status to SWM (Slot Improvement Wanted)
which will give you the option of accepting or rejecting any improvement
offered.
If a last minute change to a CTOT is necessary, these revisions should, where

possible, be coordinated between the aircraft operator and the CFMU using
the ATFCM message exchange procedures. However, it may be the case that
last minute revisions to CTOTs and slot extensions when the pilot is in direct
communication with ATC are more easily or efficiently coordinated with the
FMP/CFMU by ATC.

February 2007
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February 2007
Operating in Europe, as mentioned earlier in this chapter has its challenges.
Not only is the airspace crowded and complex, airport operations themselves
present additional opportunities for problems.
Airport
Operating at airports in Europe is much like operating at airports anywhere in
the world, however it is much more restrictive in many ways than in the
Procedures
United States. and
Airport Operating Hours Restrictions
European airports tend to have strict operating hours. If the airport is not
open, you will not have access to your aircraft. Make sure that you include the
operating hours as part of your planning procedure.
A number of airport operators will provide for an early opening or late closing
if pre-arranged. Some will not and others will reluctantly if they have person-
nel available. You will pay for the privilege. Typically you will pay a fee that
not only includes the operators cost, but also that of ATC and emergency per-
sonnel that are required to be on duty as well. Check out the costs before com-
mitting to this service.
If you obtain a late closing for an arrival, do so before the period expires. If
you are delayed and have not notified the operator of the additional delay, you
may find yourself proceeding to an alternate. Operations at European airports
require that the airport be open unlike in the United States where operations
may often be conducted without an operator being present.
Noise
European airports are extremely noise sensitive. There are usually very strict
rules as to when operations may be conducted to include the running of the
APU. It is not abnormal to find a maximum time constraint of thirty minutes
prior to engine start for APU operation. It may be less. It is sometimes possi-
ble for extensions to this by checking with the airport operator. If you exceed
a time limit, you can expect to have someone in authority demand that you
shut down the APU, even if your passengers have just arrived. There have
been instances where this has happened and the operator was forced to shut
the APU down as passengers arrived and then restart. The moral to the story is
to learn the rules and live by them.
Many European airports require Stage III operations only. Sometimes this
may only be at certain times or all the time. Research prior to your trip.
Noise abatement procedures may be required. Either standard noise abate-

ment procedures or airport specific procedures may be required.
A good place to start looking for these are in the 10-4 Noise pages in the
Jeppesen chart manual for the airport. The IFIM is also good source of this
information. Boeing provides an internet noise site as well.

February 2007
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February 2007
International Meteorology
METAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
TAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Table of
SIGNIFICANT WEATHER PROGNOSTIC CHARTS . . . . . . . 9-7 Contents
Common Symbols Found on the High Level Significant
Weather Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
THE JET STREAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
EQUATORIAL ROUTES AND THE INTERTROPICAL
CONVERGENCE ZONE (ITCZ) . . . . . . . . . . . . . . . . . . . . . 9-13
TURBULENCE FORECASTS . . . . . . . . . . . . . . . . . . . . . . . 9-15

February 2007
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February 2007
METAR is the international standard code format for hourly surface weather
observations. This is analogous to the SA coding currently used in the US.
The acronym roughly translates from French as Aviation Routine Weather
METAR
Report . SPECI is merely the code name given to METAR formatted products
which are issued on a special non-routine basis as dictated by changing mete-
orological conditions. The SPECI acronym roughly translates as Aviation
Selected Special Weather Report.
There is a standard format for decoding METARS. The U.S. uses a slightly
modified version of METARS. The most significant difference is that the U.S.
METAR does not include a trend forecast. METARs can be decoded using the
following format:
A. Type of Report - METAR for a routine observation or SPECI for non-rou-

tine or special observations.
B. Station Identifier - 4 character ICAO identifier for the report location
C. Date and Time of Observation - DDTTTTZ, day and time recorded in
UTC.
D. Report Modifier - AUTO if report is completely automated with no human
input or COR if report is a correction to a previous report
E. Wind Direction and Speed - indicated with a 5digit group where the first
three digits report direction in tens of degrees with the last two digits indi-
cating velocity normally reported in knots and indicated by KT following
the digits. The velocity may be expressed in meters per second and would
be indicated by MS following the digits. A rule of thumb is to double the
MS to approximate knots. If the wind direction varies by 60 degrees or
more and the speed is greater than 6 knots, a variable wind group is
reported, e.g., 180V250. If the wind is 6 knots or less, the direction may
be reported as VRB (variable), e.g. VRB05KT. Calm winds are reported
as 00000KT.
F. Visibility - Normally expressed in meters. If statute miles are used as is the
practice in the U.S., SM will follow the visibility value to indicate statute
miles. A space will divide whole miles and fractions. If the report is
AUTO, M will be prefixed to values of less then mile, e.g. MSM.
G. RVR - reported in hundreds of feet. This is reported when the prevailing
visibility is 1 statute mile or less or RVR is 6000 feet or less. The group
ends with FT to indicate feet. The RVR value may be prefixed with an M
if the reading is below or a P if above the reported value. The RVR is
reported as variable if RVR varies over the 10 minute evaluation period.
H. Present Weather (other than obscurations) - Obscurations are presented if
visibility is less than 7 miles. Weather is reported in order of decreasing
dominance. A maximum of three groups will be reported. Examples of
these groups are RA, SN, FG, BR, FZFG and HZ.
I. Cloud Group - Shown as FEW, SCT, BKN or OVC and followed by a three
digit group indicating cloud height in hundreds of feet. The coverage
amounts are based on octals:
a. SKC or CLR - 0/8
b. FEW - Greater than 0 to 2/8

February 2007
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c. SCT - 3/8 to 4/8

d. BKN - 5/8 to less than 8/8
e. OVC - 8/8
At manual stations, CB or TCU may be appended to the cloud height when
observed. Vertical Visibility is reported in hundreds of feet for an indefinite
ceiling. Surface obscuration is reported by using an amount (FEW, SCT, etc.),
followed by 000, e.g. SCT000.
Regarding International METARs, CAVOK can be used to replace the visibil-

ity blocks when visibility is reported as 10KM or more, there are no clouds
below 1,500 meters, no cumulonimbus clouds, precipitation, thunderstorms,
shallow fog or low drifting snow.
J. Temperature/ Dew Point in degrees Celsius. Values of less than zero are
prefixed with an M
K. Altimeter - Reported as a four digit group prefixed with a letter code indi-
cating the unit of measure. An A prefix indicates inches of mercury. Q as
a prefix indicates hectopascals or millibars.
L. Remarks -
Abbreviations and Contractions:
INTER - intermittent (same as occasional in US format)
TEMPO - temporary (same as brief in US format)
GRADU - gradual change over a period greater than hour
RAPID - rapid change over a period less than hour
PROB - probability of conditions occurring in percent
NOSIG - no elements are expected to change in such a way as to require a

change to be indicated
Sample METAR: METAR KDFW 021250Z 33018KT 290V360 1/2SM

R31/2600FT SN BLSN FG VV008 00/M03 A2991 RMK RAESNB42
SLPNO T00111032
Decoded METAR: "Dallas / Fort Worth, one two five zero observation, wind
three three zero at one eight, wind variable between two niner zero and three
six zero, visibility one-half, runway three one RVR, two thousand six hun-
dred, heavy snow, blowing snow, fog, indefinite ceiling eight hundred, tem-
perature zero, dew point minus three, altimeter two niner niner one."
Sample Special Report: SPECI KCVG 312228Z 28024G36KT 3/4SM

+TSRA SQ BKN008 OVC020CB 28/23 A3000 RMK TSB24 TS OHD
MOV E
Decoded Special Report: "Covington (Kentucky), special report, two eight

observation, wind two eight zero at two four, gusts three six, visibility three-
quarters, thunderstorm, heavy rain, squall, ceiling eight hundred broken, two
thousand overcast, cumulonimbus, temperature two eight, dew point two
three, altimeter three zero zero zero, thunderstorm began two four, thunder-
storm overhead, moving east."

February 2007
TAF is the international standard code format for terminal forecasts issued for
airports. The acronym translates to Terminal Aerodrome Forecast, and is anal-
ogous to the terminal forecast (FT) coding format currently used in the US.
TAF
Forecasts are generally developed for a 24 hour period.
If the coding AMD follows the ICAO identifier, the forecast has been
amended to reflect changes in actual and/or expected conditions. At the end of
the amended TAF, AMD will be repeated followed by a four digit time block
reflecting the time the amendment was made. Use this value to determine the
most current forecast.
If the coding COR follows the ICAO block, the forecast has been corrected
and previous TAFs should be disregarded. Just as with the amended forecast,
there will be a data block at the end of the TAF indicating COR followed by
the 4 digit time block that should be used to determine the most correct and
current forecast.

February 2007
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February 2007
Significant weather prognostic charts portray forecasts of selected weather
conditions at specified valid times. Each valid time is the time at which the
forecast conditions are expected to occur. Forecasts are made from a compre-
Significant
hensive set of observed weather conditions. The observed conditions are
extended forward in time and become forecasts by considering atmospheric
and environmental processes. Forecasts are made for various periods of time.
Weather
A 12-hour prog is a forecast of conditions which has a valid time 12 hours
after the observed data base time, thus a 12-hour forecast. A 24-hour prog is a
Prognostic
24-hour forecast, and so on. For example, a 12-hour forecast based on 00Z
observations is valid at 12Z. Altitude information on the prog charts is refer-
enced to mean sea level (MSL) and compatible with aviation. Altitudes below
Charts
18,000 feet are true altitudes while above 18,000 feet are pressure altitudes or
flight levels (FL). The prog charts for the conterminous United States are gen-
erated for two general time periods. Day 1 progs are forecasts for the first 24-
hour period. Day 2 progs are forecasts for the second 24-hour period. Day 1
prog charts are prepared for two altitude references in the atmosphere. Fore-
cast information for the surface to 24,000 feet is provided by the low level sig-
nificant weather prog chart. Forecast information from above 24,000 to
60,000 feet is provided by the high-level significant weather prog chart. The
day 2 prog chart is prepared without regard to altitude and is provided by the
36- and 48-hour surface prog chart.
The high-level significant weather prog is a forecast of significant weather.

Weather information provided pertains to the layer from above 24,000 to
60,000 feet (FL250-FL600). The prog chart shown in figure ?? covers a large
portion of the Northern Hemisphere and a limited portion of the Southern
Hemisphere. This chart and others are available at no charge from the United
States National Oceanic and Atmospheric Administration website. Coverage
ranges from the eastern Asiatic coast eastward across the Pacific, North
America, and the Atlantic into Europe and northwestern Africa. The prog
extends southward into northern South America. The area covered by the prog
is divided into sections. Each section covers a part of the forecast area. Some
sections overlap. All of these charts are available at no charge through the
NOAA website. The various sections are formatted on polar or Mercator pro-
jection background maps and issued as charts. Each prog chart is issued four
times a day. The valid times are 00Z, 06Z, 12Z, and 18Z. Conditions routinely
appearing on the chart are jet streams, cumulonimbus clouds, turbulence, and
tropopause heights. Surface fronts are also included to add perspective. Other
conditions will appear on the chart as pertinent. They are tropical cyclones,
squall lines, volcanic eruption sites, and sandstorms and dust storms.

February 2007
CAE SimuFlite
Common Symbols Found on the High

Level Significant Weather Chart
Figure 9-1: Common Symbols Found on the High Level Signifi-

cant Weather Chart

February 2007
Figure 9-2: The High Level Significant Weather Chart is available at no

charge from the National Oceanic and Atmospheric Administration's
National Weather Service Website.
http://aviationweather.gov/products/swh/

February 2007
CAE SimuFlite

February 2007
The jet stream is a narrow, shallow, meandering river of strong winds which
usually extends around the temperate zones of the earth, but may also be
found in the subtropics. They are usually one to three thousand miles in
The Jet
length, 100 to 400 miles wide and 3,000 to 7,000 feet thick. In the northern
hemisphere, the jet streams are stronger, higher and located more southerly in
the winter. In the winter, the jet stream may reach the 20th parallel. The core
Stream
of the strongest winds generally is found between 25,000 and 40,000 feet
depending on the latitude and the season. The existence of jet streams at oper-
ational altitudes means that their consideration in flight planning is essential.

February 2007
CAE SimuFlite

February 2007
The trade winds of the north and south hemispheres are separated by a broad
area of relatively low pressure and light winds. This area of lower pressure is Equatorial
near the equator and is often referred to as the equatorial trough or intertropi-
cal convergence zone. The light wind associated with it has led to the names
"doldrums belt" or "belt of calms." Due to the general light wind flow, land
Routes
and sea breezes become the predominant wind for extended periods along
coastal areas and near islands in this belt. The equatorial trough moves sea-
and the
sonally towards the hemisphere receiving the greatest solar radiation. It
moves toward the Southern Hemisphere from September through February InterTropical
and reverses direction in preparation for Northern Hemisphere Summer that
occurs in the middle of the calendar year. During the summer season in either Convergence
hemisphere, pilots can expect severe thunderstorm and icing conditions in the
ITCZ. Usually some amount of unsettled convective weather is found in the
trough at all times.
Zone (ITCZ)
The Intertropical Convergence Zone (ITCZ) is an area of low pressure that
forms where the Northeast Trade Winds meet the Southeast Trade Winds near
the earth's equator. As these winds converge, moist air is forced upward. This
causes water vapor to condense, or be "squeezed" out, as the air cools and
rises, resulting in a band of heavy precipitation around the globe. This band
moves seasonally, always being drawn toward the area of most intense solar
heating, or warmest surface temperatures. However, the ITCZ is less mobile
over the oceanic longitudes, where it holds a stationary position just north of
the equator. In these areas, the rain simply intensifies with increased solar
heating and diminishes as the sun moves away.
Not all thunderstorms produce rain that reaches the ground. These storms
often form high above the ground with a large layer of very dry air between
the base of the cloud and the ground. When the rain falls from the cloud into
the dry air, the raindrops evaporate before they
reach the ground. But flashes of lightning still streak from the clouds to the
ground. In areas such as the Intertropical Convergence Zone where the con-
vection can be very strong and dry air is below the storm, "dry thunderstorms"
could develop. Since the denser moisture content is high, knowledge of this
condition and prudent use of the tilt function of radar is essential. Violent con-
vective currents may exist underneath these storms which do not paint.

February 2007
CAE SimuFlite

February 2007
Oceanic operations require diligence on the part of the operator concerning
weather, especially during preflight planning. Turbulence forecasts may be
critical to a successful oceanic crossing. There are a number of different pro-
Turbulence
viders of this type of information, but one of the best is produced by NAV
CANADA for the North Atlantic. They are typically very accurate representa-
tions of expected areas of turbulence. Make a point to seek out this informa-
Forecasts
tion prior to departure to double check against your flight plan to aid in
preventing flying into areas of possibly hazardous conditions. Remember that
flight planners are most interested in minimum time and don't always give the
necessary time to avoiding turbulent routes or altitudes when route planning.

February 2007
CAE SimuFlite

February 2007
Glossary
ACARS Aircraft Communications Addressing and
Reporting System Acronyms
ACAS
ACC
Airborne Collision Avoidance System
Area Control Centre
List
ADC Air Data Computer
ADF Automatic Direction Finding
ADS Automatic Dependant Surveillance
ADS-B Automatic Dependant Surveillance-Broadcast
AFTN Aeronautical Fixed Telecommunication Network
AGHME Aircraft Geometric Height Measuring Element
AHRS Attitude Heading Reference System
AIC Aeronautical Information Circular
AIP Aeronautical Information Publication
AIS Aeronautical Information Service
ARINC ARINC - formerly Aeronautical Radio Incorporated
ASR Aviation Safety Report
ATA Actual Time of Arrival
ATC Air Traffic Control
ATFCM Air Traffic Flow and Capacity Management
ATIS Automatic Terminal Information Service
ATM Air Traffic Management
ATS Air Traffic Services
ASOS Automated Surface Observing System
AWOS Automated Weather Observing System
AWPR Automatic Waypoint Position Reporting
BOTA Brest Oceanic Transition Area
BRNAV Basic Area Navigation
CAR Caribbean
CDL Configuration Deviation List
CDR Conditional Route
CDU Control Display Unit
CENPAC Central Pacific
CEP Central East Pacific
CFMU Central Flow Management Unit
CFR Code of Federal Regulations
CMA Central Monitoring Agency

February 2007
CAE SimuFlite
CPDLC Controller Pilot Data Link Communications

CTA Control Area
CTOT Calculated Take Off Time
DCPC Direct Controller/Pilot Communications
DME Distance Measuring Equipment
DR Dead Reckoning
DVD ROM Digital Video Disk Read-Only Memory
EATM European Air Traffic Management
ELT Emergency Locator Transmitter
ETA Estimated Time of Arrival
ETOPS Extended Range Twin-engine Aircraft Operations
EUR Europe
EUROCONTROL European Organization for the Safety of Air
Navigation
FAA Federal Aviation Administration
FANS 1/A Future Air Navigation System 1 or A. (Respec-
tively, Boeing and Airbus Proprietary Air-Ground
ATC Data Link Communications Systems)
FDE Fault Detection and Exclusion
FIR Flight Information Region
FL Flight Level
FLAS Flight Level Allocation Scheme
FMC Flight Management Computer
FMS Flight Management System
FPL Flight Plan
GLONASS Global Orbiting Navigation Satellite System
GMU GPS (Height) Monitoring Unit
GNE Gross Navigation Error
GNSS Global Navigation Satellite System
GP General Purpose
GPS Global Positioning System
HF High Frequency
HMU Height Monitoring Unit
HSI Horizontal Situation Indicator
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules

February 2007
Glossary
IFIM International Flight Information Manual
INMARSAT International Maritime Satellite
INS Inertial Navigation System
IRS Inertial Reference System
IRU Inertial Reference Unit
JAA Joint Aviation Authorities
kHz Kilohertz
LAT Latitude
LONG Longitude
LORAN Long Range Navigation
LRNS Long Range Navigation System
MASPS Minimum Aircraft System Performance
Specification
MEL Minimum Equipment List
MET Meteorological
MHz Megahertz
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MTT Minimum Time Track
NAM North America
NAR North American Route
NAT North Atlantic
NAT SPG North Atlantic Systems Planning Group
NDB Non Directional Beacon
NERS North Atlantic European Routing Scheme
nm Nautical Mile
NOAA National Oceanic and Atmospheric Administration
NOPAC North Pacific Route System
NOTA Northern Oceanic Transition Area
NOTAM Notice to Airmen
OAC Oceanic Area Control Centre
OCA Oceanic Control Area
OTS Organized Track System
PACOTS Pacific Organized Track System
PRM Preferred Route Message
RA Resolution Advisory (per ACAS)

February 2007
CAE SimuFlite
RAIM Receiver-Autonomous Integrity Monitoring

RAD Route Availability Document
RMI Remote Magnetic Indicator
RNAV Area Navigation
RNP Required Navigation Performance
R/T Radio Telephony
RVSM Reduced Vertical Separation Minimum
SAM South America
SAM Slot Allocation Message
SATCOM Satellite Communication
SELCAL Selective Calling
SID Standard Instrument Departure
SLC Slot Requirement Cancellation
SLOP Strategic Lateral Offset Procedure
SOPAC South Pacific
SOTA Shannon Oceanic Transition Area
SRM Slot Revision Message
SSB Single Sideband
SSR Secondary Surveillance Radar
TA Traffic Advisory (per ACAS)
TACAN Tactical Air Navigation
TAS True Airspeed
TCAS Traffic Alert and Collision Avoidance System
TLS Target Level of Safety
TMA Traffic Management Area
TMI Track Message Identification
UIR Uncontrolled Information Region
UTC Co-ordinated Universal Time
VHF Very High Frequency
VOR VHF Omni-directional Range
WAAS Wide Area Augmentation System
WAH When Able Higher
WATRS West Atlantic Route System
WPR Waypoint Position Report

February 2007
24 April 2007
Oceanic Errors Safety Bulletin (OESB)
OESB-01-07
ICAO North Atlantic Working Groups composed of industry, ATC and state regulators
have noted repetitive oceanic errors. These include Gross Navigation Errors (25nm or
more), Large Height Deviations (300 feet or more) and Erosion of Longitudinal
Separation. Operators are reminded that the safety of the airspace is constantly
monitored and its performance is reviewed. Thus, repeated errors present a recurring
hazard and pose a threat to overall flight safety.
This OESB is intended for distribution to industry and training centers. The OESB will
also be posted on various websites to enable broad distribution and rapid updates. In
addition, the OESB should be used in conjunction with the guidance detailed in the
current edition of the NAT MNPS Operations Manual (Sept. 2005) www.nat-pco.org.
Questions and comments should be addressed to natcma@nats.co.uk
Operators should consult www.nat-pco.org for the most current version of the OESB.
A sample oceanic checklist also has been developed using many of the recommendations
found in this OESB. The sample oceanic checklist can be viewed at www.nat-pco.org
The following are recommendations to reduce oceanic errors that should be

addressed in initial and recurrent ground training:
Gross Navigation Errors (GNEs)
1) A reclearance scenario is the prime cause for most navigational errors. Crews
must ensure they correctly copy the RECLEARANCE, reprogram (and execute)
the FMS (or Long Range Navigation System, LRNS), update the Master
Computer Flight Plan (CFP) and update the plotting chart. The FMS
crosschecks for the clearance should include distance and track checks between
the new waypoints.
2) Crews must follow a RECLEARANCE (and not the previous flight plan). The
captain should assure that all flight crew members are aware of the details of the
RECLEARANCE by briefing all non-flying flight crew members.
3) Ground crosschecks of the Long Range Navigation System (LRNS) should

include distance and track checks between waypoints. Enroute procedures must
also include distance and track checks when passing a waypoint.
4) The crosscheck of the FMS coordinates should include comparing the expanded
coordinates against the flight plan.
5) Mandatory use of the plotting chart should include a 10 min plot noting the
coordinates and time on the chart. Compare all oceanic waypoints on the chart
against the Master CFP.
6) Fly the clearance - not the flight plan.
Questions and comments should be addressed to natcma@nats.co.uk 1 of 4

24 April 2007
7) Standard Operating Procedures (SOPs) for LRNS must include independent
clearance copy, data entry (Coordinates and/or waypoints), and independent
crosschecks to verify that the clearance is correctly programmed. These
procedures must also be used when en route changes are entered. This task
cannot be delegated.
8) There should only be one computer flight plan on the flight deck and it should
be labeled the Master.
9) Crews must be alert for similar sounding named oceanic boundary waypoints
(e.g. PITAX versus BERUX) when receiving the ATC clearance.
Large Height Deviations
1) Conditional clearances require special attention. A conditional clearance is an ATC

clearance given to an aircraft with certain conditions or restrictions. The following is
an example of a conditional clearance given to a crew:
Maintain present FL . After passing 20W climb to FL350. Cross 25W level. Report
leaving. Report reaching.
The main part of this clearance is that after 20W the aircraft starts the climb and is
maintaining the cleared level prior to 25W.
2) Each Flight Level change must be specifically approved by ATC. A filed flight
plan with a requested change in Flight Level is not a clearance to initiate the
change in altitude.
3) Crews must ensure a CORRECT understanding of when a climb or descent

should be initiated or completed.
4) Crews must be cautious and ensure a clear understanding when ATC uses the
terms by or at when referring to a longitude crossing (for example when to
make a Flight Level change).
5) Crews must be alert for situations when ATC issues clearances that have only a
longitude rather than a latitude and longitude. The clearance should be clearly
understood as to when to make a Flight Level change.
6) Crews must ensure they are following the correct contingency procedure in case
of lost communications. Unlike other oceans, the NAT lost communications
procedure is to maintain the last assigned Flight Level. ATC approval is required
for all Flight Level changes.
7) Crews must ensure they obtain an OCEANIC clearance level prior to oceanic
entry, enter the ocean at the cleared Flight Level and establish a post entry point
altitude check.

24 April 2007
Erosion of Longitudinal Separation
1) Crews must communicate to ATC any ETAs that change by 3 minutes or

more. This is an ICAO requirement and the information is used to modify
ground-based ATC flight tracking systems.
2) Crews should verify the accuracy of ETAs or ATAs (particularly the hour)
forwarded to ATC to prevent an error of one hour.
3) Crews must ensure they advise ATC in a timely manner of any change in their
ETA for the oceanic entry point.
4) Crews must ensure that the aircraft master clock is set using an approved
calibrated time source to be used for all ETAs and ATAs.
Flight Planning
1) Dispatchers and Flight Planners must ensure the filed routes around the oceanic
boundary do not include crossing multiple oceanic entry/exit points.
2) Pilots must ensure they know current conditions to include NOTAMS

(e.g. forecast turbulence in RVSM airspace) and weather documents
(e.g. ETPs and alternate airports). In addition, pilots must be knowledgeable in the
information on the computer flight plans and do basic crosschecks of fuel, winds and
groundspeeds.
Controller Pilot Data Link Communications (CPDLC)
1) Crews should be cautious with CPDLC clearances (message sets) that are
delayed.
2) Crews should be cautious with clearances when communicating via CPDLC and
HF radio simultaneously. CPDLC is the primary communication means when it
is operating. The clearance is received from that [CPDLC] source only.
3) Crews should avoid using the free-text mode
4) Crews should be sure that HF SELCAL is working even when CPDLC is

functioning properly do a SELCAL check prior to oceanic entry.
General
1) Radio operators relay for/to controllers. The majority of oceanic communications

such as position reports or crew requests go through a radio operator. The radio
operator is not an air traffic controller. Radio operators must relay all reports and
requests to ATC for approval and processing.
2) The use of the terms expect or able by ATC is NOT a clearance. Typical
phraseology is to use, ATC clears.
24 April 2007
3) Dual checking of oceanic clearance MUST be SOP (avoid physiological breaks or

distractions near the oceanic boundary or when copying and reprogramming
enroute reclearances). Changes must be communicated clearly to non-flying flight
crew members so that they understand RECLEARANCES when they relieve
flying flight crew members.
4) Relays of ATC instructions between aircraft MUST be accurate. Ensure a correct

read back is received from every communication link in the relay.
5) Always read from the LRNS or the plotting chart back to the master source (i.e.
CFP). This is a human factors issue that could prevent the pilot from seeing what
he/she expects to see.
SLOP Strategic Lateral Offset Procedure
1) Crews should be aware of this procedure for use in oceanic and remote airspace.
SLOP should be a SOP, not a contingency, and operators should be endorsing the
use of lateral offsets for safety reasons on all oceanic and remote airspace flights.
2) Crews should be aware of the coast-out to coast-in operational use of the

procedure.
3) Crews should only offset 1 nm or 2 nm RIGHT of centerline.
NOTE: Operators are reminded that the current SLOP is designed to mitigate the
effects of wake turbulence as well as to enhance flight safety by reducing the risk not
only from operational errors but also crews executing a contingency with a highly
accurate LRNS
Contingencies
1) The 15 nm lateral offset contingency procedure is now universal for ALL oceanic
areas (formerly 30 nm in the NAT and 25 nm in the Pacific). Operators should
update their ground training and manuals to reflect this change. Details of the15 nm
contingency procedure can be viewed at www.nat-pco.org
2) Crews are reminded to execute the correct contingency procedure in case of an

emergency descent, turbulence, etc. It is important to minimize the risk to you
and other aircraft.
3) Crews should be aware that there is more than one contingency maneuver and
should be familiar with the recommended procedure for each in-flight occurrence
type.

NAT IGA
North Atlantic
International General Aviation
Operations Manual
Third Edition
Version 2.1 2004 Prepared by the United States

ii NAT International General Aviation Operations Manual
FOREWORD
This manual was initially developed by the North Atlantic Systems Planning Group (NAT-SPG) to assist
international general aviation (IGA) pilots with flight planning and operations across the North Atlantic. It is
now updated and maintained by the North Atlantic Operations Managers (NAT OPS MGRs). It is not
intended to be a detailed listing of procedures or air regulations of the various States that provide air traffic
service in the North Atlantic (NAT) region, and does not in anyway replace the information contained in
various national Aeronautical Information Publications (AIP's). Pilots must consult relevant AIPs and
Notices to Airmen (NOTAMs) when planning the flight and prior to departure. If you have any questions,
comments, or suggestions regarding this manual, contact Michael Pumphrey, International Operations
Manager for the FAA Eastern Region and New York Center at 631 468-1037 or via email at
michael.pumphrey@faa.gov.
Appendix 1 provides information on obtaining regulatory publications that may be of assistance to you. This
manual is for flight operations above and below minimum navigation performance specifications
(MNPS) airspace. If you are going to fly within or above MNPS airspace, refer to the MNPS Guidance
Material.
NAT IGA OPS Manual - 3rd Ed V2.1.doc 2004

North Atlantic International General Aviation iii
TABLE OF CONTENTS
FOREWORD ...................................................................................................................................................ii
INTRODUCTION ........................................................................................................................................... v
DEFINITIONS OF TERMS .......................................................................................................................... vi
Chapter 1 - Description of Airspace............................................................................................................... 1
Chapter 2. Environment................................................................................................................................. 3
General ..............................................................................................................................................................3
Semi-permanent Pressure Systems ...................................................................................................................3
Migratory Pressure Systems..............................................................................................................................3
Upper Air Circulation .......................................................................................................................................4
Air Masses .........................................................................................................................................................4
Summary............................................................................................................................................................5
Oceanic Currents and Temperatures................................................................................................................5
Water Temperature Analysis.............................................................................................................................5
Survival Chart ...................................................................................................................................................6
GREENLAND ...................................................................................................................................................6
Seasonal Variation ............................................................................................................................................6
Sea Conditions...................................................................................................................................................6
Terrain ...............................................................................................................................................................6
Wintertime Darkness/Summertime Daylight....................................................................................................7
ICELAND ..........................................................................................................................................................7
Sea Conditions...................................................................................................................................................7
Terrain ...............................................................................................................................................................7
Wintertime Darkness/Summertime Daylight....................................................................................................7
UNITED KINGDOM ........................................................................................................................................8
Sea Conditions...................................................................................................................................................8
Terrain ...............................................................................................................................................................8
Sea Conditions...................................................................................................................................................8
Terrain ...............................................................................................................................................................8
Chapter 3. Equipment .................................................................................................................................... 9

The Legislation..................................................................................................................................................9
Pilot Qualifications ...........................................................................................................................................9
Aircraft Document.............................................................................................................................................9
Caution ..............................................................................................................................................................9
Fuel Reserves ..................................................................................................................................................10
Aircraft Instruments and Equipment .............................................................................................................10
Communications Equipment ..........................................................................................................................11
Navigation Equipment ....................................................................................................................................11
Maps and Charts .............................................................................................................................................11
Emergency Equipment Requirements ............................................................................................................11
Overwater Survival Gear.................................................................................................................................12
Overland Survival Gear...................................................................................................................................12
Operational Considerations in Sparsely Settled Areas...................................................................................12

iv NAT International General Aviation Operations Manual
Chapter 4. Route Planning............................................................................................................................ 14

General ............................................................................................................................................................14
Commonly Flown Routes................................................................................................................................14
Chapter 5. Flight Planning............................................................................................................................ 15

General ............................................................................................................................................................15
Pre-Flight Planning ........................................................................................................................................15
Carriage of Arms.............................................................................................................................................15
Physiological Factors ......................................................................................................................................16
Oceanic Flight Plan Example.........................................................................................................................16
Chapter 6. Clearances ................................................................................................................................... 17

General ............................................................................................................................................................17
Obtaining a Clearance ....................................................................................................................................17
Chapter 7. Navigation.................................................................................................................................... 18
General ............................................................................................................................................................18
Route Concerns ...............................................................................................................................................18
Chapter 8. Communication.......................................................................................................................... 19
General ............................................................................................................................................................19
Contingencies ..................................................................................................................................................19
Position Reporting...........................................................................................................................................20
Common Procedures for Radio Communications Failure ............................................................................20
General ............................................................................................................................................................20
Communications failure prior to entering NAT oceanic airspace ................................................................20
Communications failure prior to exiting NAT oceanic airspace...................................................................21
Chapter 9. Surveillance ................................................................................................................................. 25

General ............................................................................................................................................................25
Chapter 10. Search & Rescue (SAR)............................................................................................................ 26

General ............................................................................................................................................................26
Hypothermia....................................................................................................................................................27
Causes..............................................................................................................................................................27
Symptoms.........................................................................................................................................................27
Treatment.........................................................................................................................................................28
Prevention........................................................................................................................................................28
Remember, wind chills the air. .......................................................................................................................28
Chapter 11. Checklist ................................................................................................................................... 29

General ............................................................................................................................................................29
Pre-Flight Preparation....................................................................................................................................29
Pre-Flight Inspection ......................................................................................................................................30
In-Flight Contingencies ..................................................................................................................................30
ANNEX #1 REFERENCE DOCUMENTATION.....................................................................................A-1
BIBLIOGRAPHY........................................................................................................................................ B-1

NAT International General Aviation Operations Manual v
INTRODUCTION
General
Flights by general aviation aircraft across the North Atlantic have increased dramatically. Unfortunately,
there has been a corresponding increase in the number of general aviation fatalities and aircraft lost. Because
of the harsh climate, lack of ground-based radio and navigational aids, as well as the immense distances
involved, a trans-Atlantic flight is a serious undertaking. While IGA flights constitute a relatively small
percentage of the overall North Atlantic traffic, they account for the vast majority of search and rescue
operations and expenses. The information contained in this manual is intended to assist the IGA pilot in
completing a safe flight.
Within the NAT Region there are both civil and military air traffic operations. The civil operations include
supersonic commercial flights, a significant volume of subsonic commercial traffic, as well as an increasing
number of IGA aircraft. In addition to routine trans-Atlantic military air traffic, at least twice annually large-
scale joint force military operations are conducted. These operations may restrict access by general aviation
to portions of North Atlantic airspace.
The NAT Region is comprised of the following flight information regions (FIRs) and control areas (CTAs):
Bod Oceanic
Gander Oceanic
New York Oceanic
Reykjavik Oceanic
Santa Maria Oceanic
Shanwick Oceanic
Sondrestrom

vi NAT International General Aviation Operations Manual
DEFINITIONS OF TERMS
AERONAUTICAL INFORMATION PUBLICATION (AIP)

A publication issued by or with the authority of a State and containing aeronautical information of a lasting
character essential to air navigation.
ARINC
A corporation largely owned by a group of airlines, and licensed as an aeronautical station. ARINC is
contracted by the FAA to provide communications support for air traffic control and meteorological services
in portions of International (usually oceanic) airspace.
AERONAUTICAL 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 air traffic services. Aeronautical
Telecommunication Stations - An are also known as International Flight Service Stations, Aeronautical
Radio or Aeradio Stations depending on the State providing the service.
AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC)

A U.S. term for a facility established to provide air traffic control service to aircraft operating on IFR flight
plans within controlled airspace, principally during the en route phase of flight. When equipment capabilities
and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft. An
ARTCC is the U.S. equivalent of an Area Control Center (ACC).
AIR TRAFFIC SERVICES (ATS)

A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air
traffic control service, area control service, approach control service, or airport control service.
AREA CONTROL CENTER (ACC)

An ICAO term for an air traffic control facility primarily responsible for providing ATC services to IFR
aircraft in controlled areas under its jurisdiction. An ACC is the international equivalent of an ARTCC.
AREA NAVIGATION (RNAV: LORAN C, INS, GPS, etc.,)

A method of navigation which permits aircraft operation on any desired flight path within the coverage of
station-referenced navigation aids, or within the limits of the capability of a self-contained navigation
system, or a combination of these.
CONTROL AREA (CTA)

A controlled airspace extending upwards from a specified limit above the earth.
FLIGHT INFORMATION CENTER (FIC)

A unit established to provide flight information service and alerting service.
FLIGHT INFORMATION REGION (FIR)

An airspace of defined dimensions within which flight information service and alerting services are
provided.
FLIGHT INFORMATION SERVICE (FIS)

A service provided for the purpose of giving advice and information useful for the safe and efficient conduct
of flights.

NAT International General Aviation Operations Manual vii
FLIGHT LEVEL (FL)

A surface of constant atmospheric pressure which is related to a specific pressure datum, (i.e., Standard
Pressure- 29.92' a Hg or 1013 HP), and is separated from other such surfaces by specific pressure intervals.
Each is stated in three digits that represent hundreds of feet, (i.e., FL060 = 6000 feet).
GLOBAL POSITIONING SYSTEM (GPS)

A space based radio positioning, navigation and time transfer system. GPS provides highly accurate position
and velocity information, on a continuous global basis to an unlimited number of users. The system is
unaffected by weather and provides a worldwide common grid reference system. The GPS receiver
automatically selects appropriate signals from the satellites in view and translates these into three-
dimensional position, velocity, and time. System accuracy for civil users is 100 meters horizontally.
HIGH FREQUENCY COMMUNICATIONS (HF)

High radio frequencies between 3 and 30 mHz used for air/ground voice communications in overseas
operations. HF is required for all IFR operations in controlled airspace when out of the range of VHF
communications. If in doubt as to the VHF coverage along your intended route of flight, the aircraft should
be equipped with HF.
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

A specialized agency of the United Nations whose objective is to develop the principles and techniques of
international air navigation and to foster planning and development of international civil air transport.
INTERNATIONAL GENERAL AVIATION (IGA)

All international civil aviation operations other than scheduled air services and non-scheduled air transport
operations for remuneration or hire.
INSTRUMENT METEOROLOGICAL CONDITIONS (IMC)

Meteorological conditions expressed in terms of visibility, distance from clouds, and ceiling which preclude
flight in compliance with the Visual Flight Rules.
LIGHT AIRCRAFT
Aircraft with a maximum certified takeoff weight of 12,500 lbs. (5,700 kilos) or less.
MINIMUM NAVIGATION PERFORMANCE SPECIFICATIONS (MNPS)

A specified set of minimum navigation performance standards which aircraft must meet in order to operate
in MNPS designated airspace. In addition, aircraft must be certified by their State of Registry for MNPS
operation. The objective of MNPS is to ensure the safe separation of aircraft and to derive maximum benefit,
generally through reduced separation standards, from the improvement in accuracy of navigation equipment
developed in the recent years.
MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE (MNPSA)

A portion of the NAT airspace between FL285 and FL420 extending between latitude 27N and the North
Pole, bounded in the east by the eastern boundaries of control areas Santa Maria Oceanic, Shanwick Oceanic
and Reykjavik, and in the west by the western boundary of CTA Reykjavik, the western boundary of CTA
Gander Oceanic and the western boundary of CTA New York Oceanic excluding the area west of 60W and
south of 3830N.
NOTICE TO AIRMEN (NOTAM)

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) and/or postal
services (Class II).

viii NAT International General Aviation Operations Manual
OCEANIC AREA CONTROL CENTER (OAC)

Any Area Control Center (ACC) with jurisdiction over oceanic airspace for the purpose of providing Air
Traffic Services. Responsibility for the provisions of ATS is delegated to various States based primarily
upon geographic proximity and the availability of the required resources.
OCEANIC AIRSPACE
Airspace over the high seas, for which ICAO delegates responsibility for the provision of ATS to various
States.
REDUCED VERTICAL SEPARATION MINIMA (RVSM)

RVSM separation minima is 1000 feet vertical separation, usually between FL290 and FL410. Aircraft must
be RVSM-approved to operate in RVSM airspace. All MNPS airspace is also RVSM airspace.
VERY HIGH FREQUENCY (VHF)

The frequency band between 30 and 300 MHz. Portions of this band, 108 to 118 MHz are used for certain
NAVAIDS, while 118 to 136 MHz are used for civil air/ ground voice communications.
VISUAL METEOROLOGICAL CONDITIONS

Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better
than specified minima.
NOTE- The specified minima are contained in Annex 2, Chapter 4

NAT International General Aviation Operations Manual 1
Chapter 1 - Description of Airspace
General
The manual is designed for the IGA pilot planning a flight across the North Atlantic. The portion of the
airspace addressed by this manual, along with the associated Flight Information Regions, is depicted in
Chart 1. It is primarily concerned with airspace located north of 27 North Latitude, below FL285 and above
FL420. The airspace between FL285 and FL420 in most of the North Atlantic is designated as Minimum
Navigation Performance Specification (MNPS) airspace. A manual specifically detailing MNPS airspace
and operations, the North Atlantic MNPS Airspace Operations Manual, is also available. Annex 1 provides
information on how to obtain an MNPS Operations Manual.
Most of the airspace in Oceanic FIRs/CTAs is high seas airspace within which the International Civil
Aviation Organization (ICAO) Council has resolved that rules relating to flight and operations of aircraft
apply without exception. The majority of the airspace is also controlled airspace, and instrument flight rules
(IFR) apply to all flights in oceanic airspace when at or above FL060 or 2000 ft. (600 m) above ground level
(AGL). whichever is higher, even when not operating in instrument meteorological conditions (IMC).
This controlled airspaces include:
1. New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic, Bod
Oceanic above FL195 and Reykjavik FIRs/CTAs;
2. Bod Oceanic FIR/CTA when operating more than 100 NM seaward from the shoreline;
3. Sondrestrom FIR/CTA when operating outside the shoreline of Greenland:
4. Reykjavik FIR/CTA when operating in the Oceanic Sector, or in the Domestic Sector at or
above FL200.
Commonly Flown Routes
The routes most regularly used by general aviation aircraft are depicted on the next page as Chart # 1, and
are described in detail in the "Route Planning" section of this manual.

2 NAT International General Aviation Operations Manual
Chart #1
OCAs/FIRs TMAs
1. Sondrestrom A. Reykjavik Domestic
2. Bodo Oceanic B. Bermuda
3. Reykjavik C. Santa Maria
4. Gander Oceanic D. Thule
5. Shanwick Oceanic E. Sondrestrom
6. New York Oceanic
7. Santa Maria Oceanic
NOTE: Traffic above FL 195 in Sondrestrom FIR is controlled by Reykjavik and Gander
2004 NAT IGA OPS Manual - 3rd Ed V2.1.doc

Chapter 2. Environment
GENERAL
Extreme seasonal weather variations exist in the North Atlantic. Rapidly changing weather conditions
involving severe icing, severe turbulence, and heavy precipitation are common, particularly in winter.
Changes are often so rapid that they are difficult, if not impossible, to forecast. These harsh weather
conditions, along with the rugged terrain and sparsely populated areas, will undoubtedly create problems for
an ill-planned flight. Proper preparation, including route and emergency situation planning, will go a long
way toward successful completion of your flight. Familiarization with all aspects of your emergency/survival
equipment is vital if you are to survive an unexpectedly early termination of your flight. The following
section, "Meteorology", is provided in order to assist in your understanding of rapidly changing weather in
the North Atlantic.
METEOROLOGY
General
This portion of the manual is concerned primarily with the North Atlantic Region north of 27N. This is the
main "fly-way" between North American and European/Northwest African terminals. The weather problems
on these routes are produced mainly by frontal depressions. Hurricanes and tropical storms affect the
southern regions of the North Atlantic particularly in the Caribbean sector and the area between Cape Verde
and the Leeward and Windward Islands.
Semi-permanent Pressure Systems
The Azores or Bermuda High is a region of subsiding warm air, usually oriented in an east-west line near
30N in the winter and about 40N during the summer. This high reaches its peak intensity in the summer
months.
The Icelandic Low is a feature of the mean pressure charts of the North Atlantic in the winter. It is the result
of frequent low pressure systems which, after deepening off the east coast of North America, move into the
Iceland region.
The statistical average will show low pressure, but on a daily chart it may not even exist. On occasions the
subtropical high is greatly displaced. This alters the main storm track resulting in abnormal weather
conditions over large sections of the Atlantic.
Migratory Pressure Systems
Most in-flight weather is produced by frontal depressions. The North Atlantic is a region where new storms
intensify or old storms redevelop. New storms may form off the Atlantic Seaboard and intensify as they
move north-eastward across the ocean. These storms in particular are most intense in the winter months and
have a wide variation in their tracks. Hurricane force winds may be expected near the surface. Sudden
deepening of the depressions or changes in the estimated tracks can cause dramatic changes in upper air
winds and consequently serious errors in wind forecasts. Winter storms over the North Atlantic should lead
to extra careful planning of flights.
Sometimes storms develop west of the Azores and move northward or north-eastward toward Iceland and the
United Kingdom. These storms are usually associated with warm highs over western Europe.

Secondary lows often develop west of Greenland when a low moves northeastward across the southern tip.
These lows in the Davis Strait-Baffin Bay area result in poor weather conditions in the southeastern Arctic;
with the tracks of the main low pressure systems. Lying to the south of Greenland and Iceland from east to
west towards Scotland, cold and often stationary lows form frequently over the Greenland Sea between
Iceland and South Greenland. Although these lows are without typical frontal zones, active CB-clouds with
snow showers often tend to join into the "semi-front" with continuous snowfall. The same happens in the so-
called polar-lows which during winter may develop in arctic air masses around Iceland and between Iceland
and Norway.
Tropical storms and hurricanes originate in the Caribbean or eastern Atlantic during the late summer and
early fall. They often curve northward around the Bermuda High onto the northern portions of the Atlantic
producing severe in-flight and terminal weather.
High pressure areas found over the Atlantic have a variety of paths. Those that move eastward off the North
American continent are usually cold domes. In winter these weaken or disappear entirely after they reach the
warmer waters of the Gulf Stream. During the summer they generally merge with the Bermuda-Azores High.
Occasionally, a high moving eastward off the Labrador coast will continue to build up for two or three days
and spread more or less straight eastward to Europe.
Another important facet of the North Atlantic is the effect of the Siberian High. In winter this high may
extend southwestward so that its western point reaches across northern Europe and out over the northeastern
Atlantic. On rare occasions this high may dominate the entire region of the North Atlantic from Greenland to
Europe.
The Azores low is a development that is most widely divergent from the normal conditions. During periods
of meridional flow, cold air from northern Canada will advance well southward into the region between
Bermuda and the Azores, breaking away from the main body and causing a cold low to develop in that
region. These lows usually move very slowly and can become extensive. At the same time high pressure may
build up to the Iceland area producing easterly winds over the entire region north of 30N.
On occasions an extensive high pressure area builds up over Europe. This blocks the eastward motion of
lows and forces them to curve northward, resulting in the trough over the eastern Atlantic. A ridge then
develops in the mid-Atlantic. This ridge in turn blocks lows moving off North America and causes a trough
to form near the east coast. These troughs and ridges may persist for days with little motion. In the trough,
lows develop, deepen, move northward, and occlude. Development of these low pressure systems is often
very rapid, causing sudden, unpredictable weather to occur. One of the most treacherous situations for
eastern Canadian terminals occurs when lows deepen or form rapidly south of the Maritimes with a trough
northward over the Gulf of St. Lawrence and Labrador.
Upper Air Circulation
The main flow is generally from west to east but many variations do exist. The winds are stronger in winter
when greater horizontal gradients exist. Inevitably, the strongest winds will be located in the western
Atlantic. As the air masses traverse the oceanic area. considerable modification occurs resulting in weaker
thermal gradients, producing lighter winds over the eastern Atlantic.
Air Masses
The air masses usually found over the Atlantic are those that have moved across the eastern U.S., or
southeastward across Canada or the Davis Strait. As these air masses move out over the Atlantic they rapidly
assume maritime characteristics. The greatest change in these air masses occurs while crossing the Gulf
Stream or the North Atlantic Drift either northward or southward. This modification may be sharp and very
noticeable especially during winter months, when the air becomes very unstable with snow or hail showers
or even thunderstorms.

Summary
If you have found this chapter on the NAT meteorological environment difficult to assimilate, it is primarily
because of the complex and often quick changing nature of the weather over the NAT Region. Keep in mind
the following when considering a flight in this environment:
* Canada, Denmark and Iceland require that pilot and aircraft must be IFR rated for trans-oceanic
flight, regardless of the altitude to be flown. Other NAT States allow VFR flight at or below FL055.
* However, it is highly unlikely that you will remain VMC on a trans-Atlantic flight. IT IS
THEREFORE STRONGLY RECOMMENDED THAT YOU BE INSTRUMENT RATED AND FILE
AND FLY IFR.
Oceanic Currents and Temperatures
The dominant feature of the North Atlantic is the warm Gulf Stream and its eastward extension, the North
Atlantic Drift. As the drift reaches the European sector it branches out. One portion moves northward along
the Norwegian coast, known as the Norwegian Current. Another branch flows into the English Channel area.
This produces relatively warm sea temperatures along the European shores during the winter months.
A southward flowing branch of the North Atlantic Drift, combined with up-welling, results in a cool current
along the west coast of Africa, called the Canaries Current. Cold Arctic water from the Davis Strait reaches
the North American coast as far south as New England. This current is referred to as the Labrador Current.
The effect of these currents on the terminal weather around the coastal area of the Atlantic varies with the
time of year, the type of air mass involved, and the direction of flow.
Water Temperature Analysis
In conjunction with changeable weather, the water in the North Atlantic is cold. How cold? Take a look at
this ....
The following temperatures were taken from the Bunkor Climate Atlas of the North Atlantic and represent
average temperatures based on data assembled between 1941 and 1972. All values are in degrees Celsius.
Frobisher Goose Bay Labrador Sea South Greenland

Jan. 0 0 2 2-4
Feb. 0 0 2 2-4
Mar. 0 0 2 2-4
Apr. 0 0 2 2-4
May 2 2 2 2-4
Jun. 2 4 2 2-4
Jul. 4 6 2 2-4
Aug. 6 6-8 8-10 6-8
Sep. 6 6 2 2-4
Oct. 4 4 2 2-4
Nov. 2 2 2 2-4
Dec. 0 0 2-4 2-4

Survival Chart
Some cold facts on how time and temperature dictates how long you can survive, without an immersion suit,
in inhospitable waters:
Water
No Protection Expected Survival
Temperatures
Deg. C Deg. F Exhaustion/Unconsciousness Sets in within Time (with flotation)
0 32.5 under 15 min. under 15 to 45 min.
0-5 32.5-40 15 to 30 min. 30 to 90 min.
5-10 40-50 30 to 60 min 1 to 3 hours
In simple terms: Your chances of surviving for more than an hour in North Atlantic waters without an
immersion suit, are virtually zero.
We now know the weather MIGHT be bad and the water WILL be cold. But wait! There's more...
As you can see from Chart #1, page 2, there are not many places in the North Atlantic to land if you have a
problem. You land in Greenland, Iceland, the Faroe Islands, or in the Atlantic Ocean. As illustrated earlier,
the ocean is a very poor choice, so let's talk about the other possibilities.
GREENLAND
Seasonal Variation
Within the Sondrestrom FIR, Arctic weather conditions such as intense storms, severe icing, severe
turbulence, heavy precipitation, snow and water in various forms may be encountered throughout the year.
Weather conditions change rapidly. Due to the mixture of warm air over the oceans and cold air over the
icecap, heavy fog may build up over the coasts, closing down all of Greenland's airports simultaneously.
Changes will often take place within a few minutes and will not always be included in the forecast received
in your briefing prior to departure.
Sea Conditions
The waters around Greenland are not influenced by warmer waters such as the Gulf Stream. They are arctic
waters with winter temperatures close to 0 Celsius. During the summer period the water temperatures may
rise to 3-6 Celsius at the warmest. This is why you may encounter huge amounts of floating ice in the form
of icebergs and ice floes at any time of year.
Terrain
The elevation of the highest point in Greenland is 13,120 ft, (4,006m), and the general elevation of the icecap
is about 10,000 ft, (3,053m). The combination of low temperatures and high winds may under certain
conditions create a lowest usable flight level of FL235 in the area near the highest terrain, and FL190 over
the icecap. On the route between Sondrestrom and Kulusuk the lowest usable flight level in general is about
FL130. An equally high flight level can be encountered to and from Narsarsuaq from Canada or Iceland, as
crossing the icecap will require a minimum altitude of FL130. On the route from Nuuk/Godthaab towards
Iceland either direct or via Kulusuk NDB, the lowest usable flight level will often be FL150. On the direct
route via the Prince Christian Sound NDB (OZN) to and from Canada or Iceland, the lowest usable flight
level to be expected and planned is FL 110.

Wintertime Darkness/Summertime Daylight
VFR flight at night is not allowed in Greenland. This means you are prevented from flying into Narsarsuaq
or Kulusuk VFR at night. VFR flight is only permitted from the beginning of the morning civil twilight until
the end of civil twilight. Civil twilight ends in the evening when the center of the sun's disc is 6 degrees
below the horizon, and begins in the morning when the center of the sun's disc is 6 degrees below the
horizon. Additional information may be acquired from the airport of your destination or your flight planned
alternate.
ICELAND
Seasonal Variation
The climate in Iceland is largely influenced by both warm and polar air currents, as well as ocean currents.
The mean January (the coldest month) temperature is about 2C to 0C (28F to 32F). The mean July (the
warmest month) temperature is 9C to F 11C (48F to 52F).
Do not be misled, however, into expecting balmy temperatures and unlimited visibility. Extreme seasonal
variations are to be anticipated. Like the majority of the North Atlantic, rapidly changing weather conditions
involving severe icing, severe turbulence, and heavy precipitation are common, particularly during the
wintertime. Again, these rapid changes make accurate forecasts extremely difficult.
Sea Conditions
Iceland is located near the border between warm and cold ocean currents. The North Atlantic Drift passes
just to the south on its course northeastwards, and one of its branches, the Irminger Current encircles the
south, west and partly the north coasts. On the other hand, a branch of the cold East Greenland Current,
known as the East Iceland Current, flows in a southerly and south-easterly direction along the east coast. The
sea surface temperatures are highest off the south and southwest coasts, 7C to 8C in winter, but 8C to
12C in summer.
Terrain
Iceland is a mountainous country with an average elevation of about 1,650 ft. The highest peak is 6,952 ft.
(2119 m.) located near the southernmost edge of the island's largest glaciers. Due to the extreme variances in
barometric pressure, coupled with high winds, the lowest usable flight level may be FL120.
Wintertime Darkness/Summertime Daylight
The shortest period of daylight falls in December. A typical day includes approximately 4 hours of daylight
with long twilight periods. Like Greenland, VFR flight is not allowed at night. During summer nights, the
sun remains 6 or more above the horizon, thus experiencing continuous daylight from 2 May to 25 July.

UNITED KINGDOM
Seasonal Variation
The climate over Scotland and the northern part of the UK is influenced by warm maritime and cold polar air
masses, modified by the Gulf Stream current. Seasonal variations are to be anticipated, particularly during
the wintertime with severe icing, high winds, severe turbulence and heavy precipitation.
Sea Conditions
The average Mean Sea Surface Temperatures extrapolated for 60N 10W range from 8C (47F) in February
to 12C (54F) in August.
Terrain
The whole of Scotland is designated as a "sparsely populated area". To the west of the mainland are many
groups of islands with few airstrips or NAVAIDS. Scotland is mountainous with the highest peak 4,406 ft.
The lowest usable flight level may be FL075.
Sea Conditions
The average Mean Sea Surface Temperatures extrapolated for 60N 10W range from 8C (47F) in February
to 12C (54F) in August.
Terrain
The whole of Scotland is designated as a "sparsely populated area". To the west of the mainland are many
groups of islands with few airstrips or NAVAIDS. Scotland is mountainous with the highest peak 4,406 ft.
The lowest usable flight level may be FL075.

Chapter 3. Equipment
GENERAL
You should have the equipment, documents, and qualifications specified in this chapter for your trans-
Atlantic flight. The items listed are required by Transport Canada Aviation Regulations (CAR's) for all
flights beginning their trans-Atlantic flights from Canada. Since most eastbound trans-Atlantic flights by
light aircraft will commence their oceanic crossing from Canada, this equipment is mandatory.
Denmark/Greenland and Iceland also require all the equipment mandated by the CARs. Remember, these
Canadian requirements are to ensure that your trans-Atlantic flight ends as planned, not as another "lost in
the North Atlantic" statistic. We urge you to comply with all regulations and use common sense!
The next few pages contain reprinted sections of CARs applying specifically to pilot qualifications, required
documents, survival and emergency equipment, communication and navigation equipment.
THE CANADIAN AVIATION REGULATION (CARS)
The Legislation
602.39 No pilot-in-command of a single-engine aircraft, or of a multi-engine aircraft that would be unable to

maintain flight in the event of the failure of an engine, shall commence a flight that will leave Canadian
Domestic Airspace and enter airspace over the high seas unless (the pilot-in-command complies with the
following requirements):
Pilot Qualifications
The Pilot-in-Command shall hold a valid pilot license endorsed with a valid instrument rating.
Aircraft Document
a) Certificate of Registration from the State of Registry;

b) Certificate of Airworthiness, Flight Permit, or Special Airworthiness Certificate;
c) Certification and special conditions issued by the State of Registry to allow over gross weight
operation if applicable;
d) Certification issued by the State of Registry for fuel tank modification (e.g. FAA Form 337);
e) Revised weight and balance report in the case of aircraft modified to carry extra fuel.
Caution
An Export Certificate of Airworthiness does not constitute authority to operate an aircraft. It must be
accompanied by one of the above authorities.
A Temporary Registration Certificate (FAA Pink Slip) is not valid for international operations.
NOTE-
All aircraft entering Canada or transiting through Canada on transoceanic flights, which are
operating with restricted Certificates of Airworthiness or Flight Permits, must be issued with
Canadian validations of these flight authorities before entering Canada. Canadian validations
will be issued upon receipt of a valid or foreign flight authority, and information relating to the
dates and routing for the flight. This procedure does not apply to aircraft operating with
unrestricted Certificates of Airworthiness.

Fuel Reserves
An aircraft operated under an IFR flight plan on a transoceanic flight shall carry an amount of fuel that is
sufficient to allow the aircraft to fly to and execute an approach and a missed approach at the destination
aerodrome, to fly to and land at the alternate aerodrome, and then to fly for a period of forty-five (45)
minutes, and in addition, carry contingency fuel equal to at least ten (10) percent of the fuel required to
complete the flight to the destination aerodrome.
Aircraft Instruments and Equipment
Aircraft must be approved for IFR flight, and equipped with the following instruments and equipment in
serviceable condition.
a) a sensitive pressure altimeter adjustable for barometric pressure;

b) a magnetic compass that operates independently of the aircraft electrical generating system;
c) an airspeed indicator with a means of preventing malfunction due to icing (pilot heat);
d) a turn and slip indicator or turn coordinator;
e) an adequate source of electrical energy, and an adequate supply of fuses, if appropriate;
f) a stabilized magnetic direction indicator or a gyroscopic direction indicator;
g) an attitude indicator;
h) a vertical speed indictor;
i) an outside air temperature gauge;
j) appropriate engine power and performance indicating instruments;
k) a power failure warning device or vacuum indicator that shows the power available to gyroscopic
instruments for each power source;
l) fuel tank quantity indicators;
m) an alternative source of static pressure for the altimeter, airspeed indicator and vertical speed
indicator; and
n) if the flight is to be made at night;
- a means of illumination for all instruments used to operate the aircraft;
- a means of illumination for all instruments used to operate the aircraft;
- when carrying passengers, a landing light; and
- navigation lights
NOTE-
[1] All equipment and cargo carried in the cabin shall be secured to prevent shafting in flight
and placed as to not block or restrict the exits
[2] Consider carrying portable oxygen equipment. It would be useful when trying to avoid
icing, and for additional height over the Greenland icecap.

Communications Equipment
Very High Frequency Radio. Sufficient radio communications equipment to permit the pilot, in the event
of failure of any item of that equipment, to conduct two-way communications on the appropriate frequency.
High Frequency Radio. An HF radio capable of transmitting and receiving on a minimum of two
appropriate international air-ground general purpose frequencies.
NOTE-
[1] The route Iqaluit - Sondre Stromfjord - Keflavik - ALDAN - 61N 10W - Benbecula is
approved for non-HF equipped aircraft..
[2] Aircraft may proceed across the Atlantic without HF radio at FL250 or above on the route
Goose Bay - Prins Christian Sund (or Narsarsuaq) - Keflavik - ALDAN - 61N 10W -
Benbecula. Operations in MNPS airspace (FL 285 to 420) is not allowed unless specific
MNPS authority is held.
Navigation Equipment
ICAO Annex 2 requires an aircraft to be equipped with adequate navigation equipment to enable it to
navigate in accordance with the flight plan and the air traffic control clearance.
The CARs require that sufficient radio navigation equipment be installed to permit the pilot, in the event of
the failure at any stage of the flight of any item of that equipment, including any associated flight instrument
display.
a) to proceed to the destination aerodrome or proceed to another aerodrome that is suitable for
landing, and
b) where the aircraft is operated in IMC, to complete an instrument approach, and if necessary,
conduct a missed approach.
A suitable interpretation of the above would permit an aircraft equipped with VOR/ILS/ADF and a single
GPS approved for enroute flight to operate on any of the North Atlantic routes.
Maps and Charts
Each aircraft shall carry CURRENT aeronautical maps, charts, aerodrome data, and IFR approach plates
covering the area over which the aircraft might be flown. This includes enroute and departure diversions as
well as destination alternates. Whether you plan to file VFR or IFR, there is always the potential for IMC in
the NAT Region, therefore, pilots shall carry IFR publications.
Aircraft landing at Narsarsuaq shall carry a topographical chart of large enough scale to permit map-reading
up the fjord.
Emergency Equipment Requirements
Aircraft operators shall comply with the requirements of the State of Registry with regard to overwater safety
equipment, and overland safety equipment designated for areas in which search and rescue would be
especially difficult, for example, Labrador, Greenland, and Iceland.

Overwater Survival Gear
ICAO Annex 6 and the CARs (relating to Canadian registered aircraft) require that the following be carried
on single-engine flights over water beyond 100 NM gliding distance from land, or 200 NM in the case of
multi-engine aircraft able to maintain flight on one engine:
a) Hypothermia protection (survival suits) for each occupant;

b) Life raft equipped with an attached survival kit, sufficient for the survival on water of each person
on board the aircraft, given the geographical area, the season of the year and anticipated seasonal
variations, that provides the means for:
1 Providing shelter,
2 Purifying water, and
3 Visually signalling distress
For U.S. registered aircraft, the 14 CFR Part 91 sea survival kit would be appropriate.
Overland Survival Gear
ICAO Standards Annex 6 and the CARs (relating to Canadian registered aircraft) require that the following
be carried on flight over or into the interior of Labrador, Greenland, Iceland and Scotland providing the
means for:
a) starting a fire;
b) providing shelter;
c) purifying water, and
d) visually signaling distress
It is strongly recommended that transoceanic operations obtain a handbook on survival on the water and in
inhospitable areas, and make up an appropriate kit form that book.
Operational Considerations in Sparsely Settled Areas
Experience has shown that there is a tendency for pilots who are not familiar with the problems of navigating
and the potential dangers of operating in the sparsely settled areas of Canada, Greenland, Iceland, and
Scotland to underestimate the difficulties involved.
Some pilots assume that operating in these areas is no different than operating in the more populated areas.
This can lead to a lack of proper planning and preparation which can result in the pilot-in-command exposing
himself, his crew, his passengers, and his aircraft to unnecessary risks. This in turn can lead to considerable
strain being placed on the limited local resources at stop-over or destination airports. Lengthy and expensive
searches have resulted which, with careful planning and preparation, could have been avoided. IN SOME
CASES IT HAS RESULTED IN UNNECESSARY LOSS OF LIFE.
The fact is that in sparely settled areas, aircraft operations require special considerations. In this area radio
aids to navigation, weather information, fuel supplies, aircraft servicing facilities, accommodations and food
are usually limited and often non-existent.

In addition to the regulations concerning pilot qualifications and experience, it is recommended that the pilot
have:
a) flight experience with significant cross country, night and actual instrument time;
b) experience in using the same navigational equipment that will be used to cross the Atlantic; and
c) experience in the same type of aircraft that will be used to cross the Atlantic.

Chapter 4. Route Planning
General
Freezing levels at or near the surface can be expected at any time of year over the NAT Region. The dangers
of airframe and/or engine icing must always be taken into account, so be prepared to wait for favorable
conditions. If you have to fly when there is a threat of icing, keep clear of clouds. Remember, as a general
rule, the freezing level should be 3,000 feet AGL or higher to allow for ridding the aircraft of ice, if
necessary.
Commonly Flown Routes
The most frequently flown NAT routes from Canada are as follows:
1. Iqaluit, Sondestrom, W28, Kulusuk, 65N/ 30W. Xray, Keflavik, 61N/1234W, Stornoway,
Prestwick
2. Iqaluit, Godthaab, W47, Kulusuk, 65N/30W, Xray, Keflavik, 61N/1234W, Stornoway,
Prestwick
3. Goose Bay, Loach, 59N50W, SI-Narsarsuaq, 62N/40W, 63N/30W, Uniform, Keflavik,
61N/1234W, Stornoway, Prestwick
4. Goose Bay, Loach, 58N/50W, OZN, 61N/40W, 63N/30W Uniform, Keflavik, 61N/1234W,
Stornoway, Prestwick
5. Gander, 5414N/50W, OZN, 61N/40W, 63N/30W, Uniform, Keflavik, 61N/1234W,
Stornoway, Prestwick
6. Gander, 50N/50W, 52N/40W, 53N/30W, 53N/20W, 53N/15W, UN530, Shannon
7. St. John's, G/C Flores, Santa Maria

Chapter 5. Flight Planning

General
It is extremely unlikely that you will be able to conduct a flight across the Atlantic and remain in visual
meteorological conditions (VMC) for the entire flight. Go back and READ THE UNDERLINED
SENTENCE AGAIN! VFR flight in this airspace deprives the pilot of the flexibility of using the altitudes
above FL055. The higher altitudes may enable a smoother flight, free of precipitation, icing or turbulence.
Flights operating in the NAT Region need to file an ICAO flight plan if operating at FL 060 or above or, if
VFR, the flight intends to cross an international border. Detailed instructions for completion of the ICAO
flight plan are found in the ICAO Document 4444, Appendix 2; the AIP Canada RAC 3; and similar
publications printed by other States. An example of a completed ICAO Flight Plan can be found in this
chapter.
Prospective transoceanic fliers familiar with FAA flight plan formats should carefully review the ICAO
flight plan instructions as they are quite different from domestic U.S. flight plan formats. International flight
service stations can provide assistance in filing an ICAO flight plan.
Generally all eastbound or westbound aircraft in the NAT Region must flight plan so that specified tenth
degrees of longitude (60W, 50W, 40W, 30W, etc.) as applicable, are crossed at whole degrees of
latitude. Generally northbound or southbound aircraft must flight plan so that specified parallels of latitude
spaced at five degree intervals (65N,60N,55N,50N, etc.) are crossed at whole degrees of longitude.
Pre-Flight Planning
Plan your flight using current aeronautical charts, the latest edition of pertinent flight supplements,
NOTAMs, and particularly International NOTAMs. Familiarize yourself with the nature of the terrain over
which the flight is to be conducted. If you are not familiar with the area, consult the aviation authority
officials at appropriate local aviation field offices before departure. These officials, as well as local pilots and
operators, can provide a great deal of useful advice, especially on the ever-changing supply situation, the
location and condition of possible emergency landing strips, potential hazards, and en route weather
conditions. Pre-flight planning must ensure the availability of fuel, food, and services you may require at
intermediate stops and at your destination.
The majority of military activity takes place in the NAT below MNPSA. Military exercise particulars will be
published in a NOTAM/International NOTAM, and should be reviewed during your pre-flight briefing.
Planning your trans-Atlantic flight for the summertime will allow you to take advantage of the most
favorable conditions. Not only are the ground (and water) temperatures less menacing, but also the amount
of available daylight is considerably greater.
Depth perception is poor at night. North of 60 North Latitude, which includes the most common trans-
Atlantic routes flown by general aviation aircraft, there are only about 4 hours of daylight during December.
To this is added an additional complication: VFR flights at night are prohibited in Iceland and Greenland.
When you combine all this with the increased possibility of storms during the winter you will understand
why we recommend that you plan to make your trans-Atlantic flight during the summer months.
Carriage of Arms
A rifle may be carried subject to a valid permit being issued from the appropriate Canadian provincial and
territorial authorities to have such weapons aboard. Under NO circumstances will permission be granted for
the carriage of small arms or automatic weapons.

Physiological Factors
Crossing the North Atlantic in a general aviation aircraft is a long and physically demanding task. You will
want to make some provisions to eat, drink, and take care of all necessary bodily functions (we don't know of
any delicate way to discuss this). Desperately needing a restroom, WC, toilet facilities, or whatever you
choose to call them has been the foundation for countless comedy routines. But if you suddenly discover you
failed to plan for this inevitable need, it won't be funny at the time (although it may be later).
Oceanic Flight Plan Example

Chapter 6. Clearances
General
All flights planned at or above FL060 in oceanic CTAs are required to obtain an IFR clearance prior to
leaving the CTA floor, which generally starts at FL055. Additionally, all operations in the Sondrestrom and
Reykjavik FIRs above FL195 must be on IFR flight plans. It is important to note that the airspace over
Southern Greenland (South of 6330'N) above FL195 is controlled by Gander OAC. Therefore, clearance is
required from Gander OAC prior to descent into the Sondestrom FIR below FL195 in this airspace.
Clearance can be obtained through Gander IFSS, or if unable, through Sondestrom.
When operating on an IFR clearance, any change of altitude or true airspeed greater than 5 percent requires
re-clearance from ATC. Clearances for VMC climb or descent will not be granted.
Pilots are required to obtain a clearance from the ATS unit responsible for their area of operation and to
follow the procedures specified in appropriate AIPs. Where possible, clearance to enter controlled airspace
should be obtained prior to take-off, as communication problems are often encountered at low altitudes.
Obtaining a Clearance
Canada--
Oceanic clearances for eastbound IGA NAT flights, departing from Eastern Canada, are obtained from the
control tower or the flight service station at the aerodrome of departure prior to departure. Eastbound IGA
NAT over-flights obtain their oceanic clearance directly from Gander ACC, Moncton ACC, or Montreal
ACC, or through a flight service station, depending on the route of flight.
United Kingdom/Ireland--
At some airports situated close to oceanic boundaries, the oceanic clearance can be obtained before departure
e.g. Prestwick, Shannon, Glasgow, Dublin. Westbound aircraft operating within the UK FIR should request
oceanic clearance from Shanwick Oceanic on VHF at least 30 minutes before point of entry. Aircraft unable
to get clearance on VHF should request clearance on NARTEL HF (North Atlantic Enroute HF RTL
Network). Aircraft unable to contact Shanwick, as detailed above, should request the ATC authority for the
airspace in which they are operating to relay their request for oceanic clearance to Shanwick. Flights planned
to enter the Reykjavik OCA from the Scottish FIR east of 10W, should request oceanic clearance from the
appropriate Scottish domestic sector.
United States--
Prior to entering oceanic airspace you must receive a specific oceanic clearance, detailing the oceanic entry
point, route, landfall (or oceanic exit point), and airways to destination. This clearance will be issued by the
ATC unit responsible for providing air traffic service in the airspace abutting the oceanic area. If you do not
receive an oceanic clearance approaching the oceanic entry fix, REQUEST ONE.

Chapter 7. Navigation
General
Navigation in the North Atlantic, or in any oceanic area for that matter, is considerably more difficult than
over land. There are no landmarks, and short range navigational aids (VOR/NDB) are few and far between.
Your aircraft should be equipped with some type of Long Range Navigation (LRNS) equipment for your
flight. Loran C, a popular type of area navigation in many parts of the world, is NOT reliable in all areas of
the North Atlantic because of poor ground wave signal coverage in some areas. This statement contradicts
some maps depicting Loran C ground wave coverage, but experience demonstrates that you should NOT use
Loran C as your sole means of area navigation in the North Atlantic, except in certain areas. For these
reasons and due to the decommissioning of Loran C stations in the region, we cannot publish Loran C
coverage charts for the NAT. The United States, Canada and also Greenland (Denmark) have approved GPS
for use in the Ocean under certain conditions (see Chapter 3, Navigation Equipment).
The use of a self-contained navigation system INS/IRS is recommended.
On the Northern routes it is important to note the pronounced magnetic variation--up to approximately 40 to
45 degrees - and the "pull" this variation has on your compass. When performing turns or accelerations, this
"pull', termed the "dip effect", causes your compass to turn slower than you are used to in the lower latitudes.
Even with a sophisticated navigation system such as GPS, it is still essential to maintain good navigation
practices. Do not just blindly follow the numbers; awareness of the azimuth of the sun, cross-checking with
other NAVAIDs and disposition of contrails from high level traffic are all obvious but many errors have
occurred which could have been prevented had the pilot shown more awareness.
Route Concerns
There are a few VOR/NDB routes in the North Atlantic. These routes are sometimes known as "Blue
Spruce" routes and are depicted on navigation charts from Jeppesen and other sources (see Chart # 1). Other
than the Blue Spruce routes, there is little NAVAID coverage at the low altitudes in the NAT. The chart in
this manual depicting radio coverage is calculated based on theoretical coverage; actual coverage may be
considerably less than that shown, and these charts should by no means be used for navigational purposes.

Chapter 8. Communication
General
As mentioned earlier, VHF radio coverage is very limited in the NAT. Charts 2 and 3, (pages 22 and 23),
depict theoretical VHF coverage at FL100 and FL200. Since the coverage is so limited, IT IS REQUIRED
THAT YOU HAVE AN HF TRANSCEIVER ON YOUR AIRCRAFT. Radio equipment should be tested
prior to departure. For VHF equipment this is best done by calling the tower or ACC on the proper frequency
for a ground radio check. HF equipment shall be tested by calling the nearest Aeronautical Radio or Flight
Service Station for a ground radio check. If a contact cannot be made on the initial test frequency, try others.
If no contact can be made, have your equipment checked. Do not leave the ground until everything is
working satisfactorily.
Pilots should be aware that on most occasions when they communicate with Oceanic Air Traffic Control
Centers on HF and, on rare occasions VHF, they do not talk directly to controllers. Radio Communicator
staff, i.e., Aeronautical Radio Inc. (ARINC) or an international flight service station (IFSS), relay incoming
messages and may not always be co-located with an ACC. For example, Shanwick Radio is in the Republic
of Ireland while Shanwick Control is based at Prestwick, Scotland. Also, it is important to mention that
controller workload on low level IGA flights is usually high, so expect a short delay to your request for a
change of flight level, route, etc.
An HF SELCAL device will ease the strain of a continuous listening watch on the designated HF R/T
Frequency, Ensure the SELCAL code selected in the aircraft is valid for the Fight Information Region(s) in
which you plan to fly.
Remember, if you operate above FL060 you must operate under IFR procedures and therefore you must
maintain a continuous listening watch with ATC. IF NOT IN VHF COVERAGE, IT IS YOUR
RESPONSIBILITY TO HAVE A SERVICEABLE HF.
Contingencies
Although HF coverage exists throughout the NAT, there are a few associated problems. Depending on
atmospheric conditions, it can be relatively noisy with the signal fading in and out. Sometimes several
attempts are required to successfully transmit or receive a single message. Additionally, sunspot activity can
completely disrupt HF communications for considerable periods of time, varying from a few minutes to
several hours. Notices are published whenever disruptive sunspot activity is expected. You may be able to
relay VHF or UHF communications through other aircraft operating in the NAT. 123.45 MHz should be
used for air-to-air communications. Do not plan to use other aircraft as your primary means of
communication. There is no guarantee there will be another aircraft within range when you need it. Consider
this an emergency procedure and plan accordingly.
VHF radios for North Atlantic crossings shall include 121.5 MHz capability. A listening watch should be
maintained on this frequency unless communications on another frequency prevents it. 121.5 MHz is not
authorized for routine use.
NOTE- All civilian and military aircraft flying in the Elk area, as shown in Chart 4, should maintain
listening watch on 121.5 MHz or 126.7 MHz.

Position Reporting
Unless otherwise authorized by ATC, predominantly North/South NAT flights shall make position reports on
the appropriate frequencies at each significant point listed in the flight plan. Eastbound and westbound
flights are required to report at every 10 degrees of longitude. Position reports are to be forwarded to air
traffic control at least at approximately hourly intervals. However, in the event of low ground speed a
position report may be required every 5 degrees of longitude.
Where the position relates to geographical coordinates, the contents of the position report shall be expressed
by the latitude and longitude. For generally eastbound or westbound aircraft, latitude is to be expressed in
degrees and minutes, longitude in degrees only. For generally northbound or southbound aircraft, latitude is
to be expressed in degrees only, longitude in degrees and minutes.
The pilot is required to identify the subsequent position to report as the significant point at which the aircraft
is next required to report its position. The next succeeding reporting point along the route of flight is also to
be included. If the estimated time over the next significant point is found to be in error by 3 minutes or more,
a revised estimated time shall be transmitted to the appropriate ATC unit as soon as possible.
When making position reports all times are to be expressed in UTC, giving both the hour and minutes. A
position report example follows: POSITION--N1234D 53 NORTH 25 WEST 1237, FLIGHT LEVEL 090,
ESTIMATE 53 NORTH 20 WEST 1356, NEXT 53 NORTH 15 WEST"
The relevant AIPs contain detailed information concerning communication while operating in the NAT.
Common Procedures for Radio Communications Failure
The following procedures are intended to provide general guidance for NAT aircraft experiencing a
communications failure. These procedures/regulations are intended to complement and not supersede State
procedures/regulations. It is not possible to provide guidance for all situations associated with
communications failure.
General
If so equipped, the pilot of an aircraft experiencing a two-way radio communications failure shall operate the
secondary radar transponder identity Mode A, Code 7600, and Mode C.
The pilot shall also attempt to contact any ATC facility or another aircraft and inform them of the difficulty
and request they relay information to the ATC facility with communications are intended.
Communications failure prior to entering NAT oceanic airspace
If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the
cleared oceanic entry point, level and speed and proceed in accordance with the received and acknowledged
oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be
completed within the vicinity of the oceanic entry point.
If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at
the first oceanic entry point, level and speed, as contained in the filed flight plan and proceed via the filed
flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall.

Communications failure prior to exiting NAT oceanic airspace
Cleared on flight plan route
The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance to the last
specified oceanic route point, normally landfall, then continue on the flight plan route. Maintain the last
assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform
with the relevant State procedures/regulations.
Cleared on other than flight plan route
The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, normally
landfall. After passing this point, rejoin the filed flight plan route by proceeding directly to the next
significant point ahead of the track of the aircraft as contained in the filed flight plan. Where possible use
published ATS route structures, then continue on the flight plan route. Maintain the last assigned oceanic
level and speed to the last specified oceanic route point. After passing this point conform with the relevant
State procedures/regulations.

Chart #2
VHF RADIO COVERAGE IN THE NAT REGION AT FL100
NOTE-
[1] The VHF cover depicted in the transition area between the NAT and the EUR Regions has only
been shown to complete the picture of the communications cover. The VHF air/ground
communication stations at Stavanger, Scottish, London, Brest, Bordeaux, and Lisboa do not form
part of the communication system serving the NAT Region.
[2] The VHF cover provided by the Oaqatoqaq and Kulusuk stations in Greenland (Sondrestrom)
serves Sondrestrom FIC only (below FL195)
[3] NARSARSVAQ information serves Sondrestrom FIC only (below FL195).

Chart #3
VHF RADIO COVERAGE IN THE NAT REGION AT FL200
NOTE 1: The VHF cover depicted in the transition area between the NAT and the EUR Regions has only
been shown to complete the picture of the communication cover. The VHF air/ground communication
stations at Stavanger, Scottish, London, Brest, Bordeaux, and Lisboa do not form part of the
communication system serving the NAT Region.
NOTE 2: The VHF cover provided by the Qaqatoqaq and Kulusuk stations in Greenland (Sondrestrom)
serves Sondrestrom FIC only (below FL195).

Chart #4 - AREA ELK FL 50 AND BELOW
NOTE- MILITARY OPERATIONS AREA - NORTH ATLANTIC

Operational Patrol Area ELK
1. Maritime surveillance aircraft conduct daily all-weather operational flights in Area ELK. These aircraft are
required to operate on various headings and altitudes up to and including FL50 and to make rapid climbs and
descents without prior warning. Because of operational considerations they operate without navigation or
identification lights during the hours of darkness and often without SIF/IFF.
2. The Canadian Maritime COmmand (CANMARCOM) provides advisory information between maritime aircraft
and other aircraft in Area ELK based on known air traffic.
3. Standard pressure setting 29.92 inches is used for transit and separation within the entire area.
4. In the interest of flight safety it is essential that CANMARCOM be informed in advance of all flights or proposed
flight in or through Area ELK. Aircraft flight level(s), track and approximate times of ELK penetration and exit are
required. Military aircraft are encouraged to communicate directly with CANMARCOM. On prior request,
frequencies will be assigned on which to report position and obtain ELK clearance. ASW aircraft will be routed
clear of all known military and civil traffic.
5. CANMARCOM may be contacted by the following means:
a) Letter to Commander maritime Command, Halifax, N.S., Canada.
b) Message to MOC HALIFAX.
c) Telephone Maritime Operations Centre 902-427-2501, Autovon 447-2502.
d) On request of the pilot when filing flight plans at departure points in North America, aircraft flight plans may be
relayed through ATC channels to Moncton ATCC for Maritime Command Operations.
e) In-flight position reports or advisories when not transmitted directly as in paragraph 4 above may be relayed
through Gander or Moncton Airways. These messages should specify "Pass to Maritime Operations Centre."

Chapter 9. Surveillance
General
Radar coverage in the NAT Region is limited. As in most oceanic areas, there is a lot of airspace and no
place to put a radar site. Nevertheless the importance of an operable transponder cannot be over emphasized.
Some radar sites that do cover portions of the NAT are secondary radar equipped only. Unlike primary radar,
secondary radar can only "see" aircraft that have an operating transponder: it cannot "paint" a target based on
a radar echo from the aircraft's skin. At this point you may be asking yourself, "If radar coverage is limited,
what purpose would an operable Mode C transponder serve?"
It is important to note that many search and rescue (SAR) missions occur within radar coverage. In any
emergency situation (lost, out of fuel, engine failure, etc.) your chances of survival are vastly increased if
you are radar identified and SAR services can be radar vectored to your position.

Chapter 10. Search & Rescue (SAR)
General
Air traffic services authorities must receive position information on all aircraft within their jurisdiction at
least once per hour. If these hourly reports are not received, SAR procedures are initiated.
Pilots should request advisories or assistance at the earliest indication that something may be wrong. Most
search and rescue facilities and international air carriers monitor VHF 121.5 continuously. SAR aircraft are
generally equipped with homing devices sensitive to VHF 121.5 Mhz. If you are unable to reach any facility,
you may attempt contact with other aircraft on 123.45 MHz or 121.5 MHz. Most international carriers are
also able to receive Emergency Locator Transmitter (ELTs) in the event manual activation of your ELT is
possible. The ELT should be activated and left on continuously. The 406 MHz beacon provides a more
accurate position and also identification data, both of which improve SAR response efficiency.
COSPAS-SARSAT, a satellite-based system, can provide a distress alert and means of position
determination based on an ELT signal. The 406 MHz ELT is designed specifically with this satellite system
in mind. On 121.5 and 243.0 MHz, the satellite system is designed to locate continuous transmissions from
beacons. However it will also localize voice transmissions on these frequencies if the transmission lasts from
some 4 to 6 minutes and a satellite is in the line of sight of the transmitter. Satellite orbitology is usually
available to RCCs so the most effective use of VHF voice transmissions for satellite detection is usually on
instruction from an RCC as to when to transmit. However, in extremes, transmit blind and you may be lucky.
The position drawn from the satellite may be as much as 20km (12nm) in error and 30 minutes old, but any
position is better than none at all. It is a good possibility that Direction Finding (DF) stations will not exist
along the major portion of your route of flight.
At many locations throughout the North Atlantic neither search and rescue personnel nor equipment is
available on a 24 hour basis. Rescue/recovery from the ocean will likely be by a Maritime craft in the
vicinity. The primary SAR asset often will be civilian aircraft chartered from private companies at great
expense. These aircraft and their crews are frequently exposed to dangers which could have been avoided
simply by better preparation on the part of IGA pilots. The general reasons for the alerts, the searches, and
the fatalities, are most often poor planning, poor navigation, insufficient fuel, and the lack of knowledge of
flying in the NAT Region.
It is important to note that some States may hold an individual accountable for the costs of SAR actions
should a pilot be found to be in breach of current regulations.
Should worse come to worse and you have to put down in the North Atlantic, do you fully appreciate the
predicament that you would be in? All your pre-flight planning, your inspection at Moncton, all the
equipment you carry, is of little use if you cannot survive long enough to allow SAR forces to recover you
reasonably intact. If you remember nothing else, remember the first two principles of survival--
PROTECTION and LOCATION. In the NAT Region at anytime of year, the weather is your enemy, so wear
your protective garments at all times. It is much too late to be climbing into clothing while presiding over an
engine that is refusing to cooperate and at the same time trying to contact a friendly 747 to explain that you
have a problem.

With excellent satellite coverage of the region, LOCATION is no problem if your ELT works. But who is
going to recover you? In general terms, helicopters operate out to a maximum of 300nm from base without
air to air refueling and the latter is a very scarce enhancement. Long range SAR aircraft could localize your
ELT, but their time on task in the area, on low level visual search, should that be necessary, is only in the
order of 2 to 3 hours. It is fairly obvious that a 24 hour search would take 8 aircraft and a visual search for a
single seat life raft, even with a comparatively good datum, is a needle-in-a-haystack problem. So guard your
ELT with your life; It could be your only salvation. Oceanic Air Traffic Control Centers will contact rescue
coordination centers to find out what assistance can be provided by other craft in the area. This would often
include ships or boats. Of particular help are merchant vessels contacted by means of the ship reporting
system called AMVER. The section on aircraft ditching provides more insights.
Hypothermia
Causes
Hypothermia can develop quickly and kill you. Sometimes referred to as exposure sickness, it is a condition
of the body when its inner-core temperature falls to a level at which the vital organs no longer function
effectively.
Hypothermia is caused by cold, wetness, and/or wind chilling the body so that it loses heat faster than it can
produce it. Frequently the advent of hypothermia is hastened by a deficiency of energy producing food in the
body. However, the greatest single contributing factor to hypothermia is improper clothing.
Hypothermia can occur anywhere that the environmental temperature is low enough to reduce the body
temperature to a dangerous level. It occurs most frequently at sea or in rugged mountain terrain where a
person on foot can pass from a calm and sunny valley to a wind and rain-lashed mountain ridge in a few
hours. Most hypothermia accidents occur in outdoor temperatures between 1 and 10 C (30 to 50F).
Symptoms
Fortunately the approach of hypothermia is easily noticeable and its advance marked by recognizable steps
or stages. If the warning signs are heeded and counter-measures taken, tragedy can be avoided.
Noticeable symptoms normally occur in the following stages:
1. A person feels cold and has to exercise to warm up.

2. He starts to shiver and feel numb.
3. Shivering becomes more intense and uncontrollable.
4. Shivering becomes violent. There is a difficulty in speaking. Thinking becomes sluggish and the
mind begins to wander.
5. Shivering decreases and muscles begin to stiffen. Coordination becomes difficult and movements
are erratic and jerky. Exposed skin may become blue or puffy. Thinking becomes fuzzy.
Appreciation of the seriousness of the situation is vague or nonexistent. However, the victim may
still be able to maintain the appearance of knowing where he is and what is going on.
6. The victim becomes irrational, loses contact with the environment, and drifts into a stupor.
7. Victim does not respond to the spoken word. Falls into unconsciousness. Most reflexes cease to
function and breathing becomes erratic.
8. Heart and lung centers of the brain stop functioning. The individual is now a fatality.
Note: Although the above symptoms are those typically noted, one of the editors of this manual
has experienced hypothermia and he recalls that his symptoms were NOT easily noticeable. In
fact, he was not aware at all that he was slipping into hypothermia. His symptoms were
observed by a climbing partner who took appropriate action.

Treatment
A person who is alert and aware of the potential dangers can help himself in stages 1 through 3. But once the
condition has advanced to stage 4 and the person's mind begins to wander, he may not realize what is
happening and may well need assistance. Further deterioration will definitely require outside aid. Anyone
showing any of the above-mentioned symptoms, including the inability to get up after a rest, is in trouble and
needs your help. He may not realize and deny there is a problem. Believe the symptoms, not the victim. Even
mild symptoms demand immediate and positive treatment.
1. Get the victim out of the cold, wind, and rain.

2. Strip off all wet clothes.
3. If the person is only mildly impaired;
(a) give him warm, non-alcoholic, drinks.
(b) get him into dry clothes and a warm sleeping bag;
4. If the victim is semi-conscious or worse;
(a) try to keep him awake and give him warm drinks.
(b) leave him stripped: put him in a sleeping bag with another person (also stripped); skin to skin
contact is the most effective treatment.
5. If he has recovered sufficiently to eat, feed him. Make sure he is dressed in warm clothing and
well rested before starting on again.
6. If the victim has to be carried out, make sure his body temperature has been brought up to normal
and wrap him in a good sleeping bag before starting out.
Prevention
With the exception of cases involving bodily injury, most hypothermia accidents may be prevented. The first
thing to remember is that hypothermia can occur anywhere and at any time that the air temperature drops low
enough so that if a body is exposed, its inner-core temperature can be reduced to the danger level.
Remember, wind chills the air.
Wet clothing in cold weather extracts heat from the body nearly 200 times faster than dry clothing. Wool
clothing provides better protection than cotton in wet weather. In inclement weather, an uncovered head can
account for up to 60% of body heat loss. A good wool cap is essential. The most common contributors of the
development of problems during cold, wet, and windy weather are lack of proper clothing, inadequate
shelter, and exhaustion. The best defense against the advent of hypothermia is to avoid exposure by being
prepared .
1. Dress appropriately.
2. Carry rainwear, extra dry clothes, food, and matches.
3. Bring potential dangers to the attention of anyone inappropriately dressed. It could save his life.
4. Make the basic rules of conduct for trail safety clear, and that you expect them to be observed.
5. Travel at the speed of the slowest member of your party.
6. Break frequently for rest and gear check.
7. Distribute candies or other nibble food.
8. Keep watching all members of your party for signs of fatigue or discomfort.

Chapter 11. Checklist
General
A thorough pilot will make every attempt to avoid in-flight problems prior to departure. While each aircraft
will require a different specific inspection, in this section we have provided a general checklist for pre-flight
preparation, inspection and in-flight contingencies.
Be prepared for systems failure. Know what to do in advance. Always plan a way out of a situation. If a
borderline decision has to be made, take the safest course of action. Don't exceed your own or the aircraft's
limitations. Face the fact that you are flying with what can only be called minimum equipment. If anything,
including weather, equipment, or your health, is not up to par, DON'T GO.
Position survival gear so that it is readily available, but clear of controls. The best survival techniques
include thorough planning, knowledge of the route, and reliable weather information. There is no room for
error in trans-oceanic flight, so plan accordingly, then re-check.
Allow sufficient time for a thorough briefing, planning, and administrative details. Try to put the airplane to
bed ready to go, avoiding the possibility of last minute mistakes.
Pre-Flight Preparation
The following checklist, cross-referenced to text appearing in this manual, will assist you during the
preparation stages of your oceanic flight. It is not intended that this checklist address all aspects of oceanic
flight preparation.
Have you obtained all the current departure, enroute arrival and topographical charts for your entire
route of flight and your alternate? (Chapter 3)
Do you have an instrument rating and have you recently flown IFR? (Chapter 3)
What long range NAVAIDS are you planning to use? When did you last practice long range
navigation? (Chapter 3)
What can you expect in terms of available daylight in Iceland, Greenland? (Chapter 3)
Has your aircraft been thoroughly inspected by a licensed mechanic for suitability for a long, over
water crossing? Do you have the necessary aircraft documents? (Chapter 3)
If your flight will transit Canadian airspace, and chances are good that it will, do you have the
required Sea/Polar Survival equipment necessary to adhere to Canadian Air Regulation 540?
(Chapter 3)
What is the proper format to be used when filing an oceanic flight plan? (Chapter 5)
Are you aware of the proper procedures to be used in obtaining an oceanic clearance? (Chapter 6)
What do you know of hypothermia? How can it be prevented? (Chapter 10)

What can you expect in terms of VHF radio coverage in the NAT Region? (Chapter 8)
Do you know what to include in a position report? When should a revised estimate be forwarded to
ATC? (Chapter 8)
Is the selected SELCAL Code valid for the FIRs in which you are planning to fly? (Chapter 8)
If the flight is planned for FL285 or above, has the State of Registry approved the flight in MNPS
Airspace through a letter of authorization or its equivalent? (Foreword, Chapter 1)
Are you fully briefed on what to expect in the way of Search and Rescue services? Do you
understand the importance of an operable ELT? (Chapter 10)
Have you obtained the relevant meteorological information for your flight? (Chapter 2)
Have you checked current NOTAMs with special regard to the status of radionavigation aids and
airport restrictions? (Chapter 5)
Pre-Flight Inspection
Pull the cowling and inspect for leaks and general overall condition. Inspect:
1. Fuel system and management

2. Radio equipment and condition
3. Engine condition
4. Oil pressure, temperature, and consumption
5. Instruments
Check compass on nearest runway heading to your course (on a compass rose if available within 30 days
prior to departure).
1. Swing compass with radios and navigation lights ON

2. Check compass deviation with master switch off
3. Check compass deviation with VHF off
4. Check compass deviation with HF both ON and OFF
5. Check compass deviation with pilot heat ON
6. Check compass deviation with rotating beacon ON and OFF
7. Make notes on all deviations
8. Keep alternator load at 50% or less if possible
9. DO NOT assume compass card is accurate ADF may be affected by the alternator, VHF, HF,
pilot he at, rotating beacon, autopilot, coastal refraction, or atmospheric conditions. Check and re-
check all NAVAIDs receivers.
In-Flight Contingencies
Do not deviate from your current flight plan unless you have requested and obtained approval from the
appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate
action. After such emergency authority is exercised, the appropriate air traffic services unit must be notified
of the action taken and that the action has been taken under emergency authority.

Make all position reports, as detailed on page 20, and report any problems to Air Traffic Control agencies as
soon as possible. It is also good policy to report fuel remaining in hours and minutes when relaying position
or other relevant flight information.
If you encounter difficulty, report immediately on the appropriate VHF/HF frequency or on VHF 121.5.
Don't delay in this call, as it could take SAR forces up to four hours to reach your position.
Remember that commercial airline traffic over the North Atlantic is heavy. Do not hesitate to enlist the
assistance of these aircraft in relaying a position or discussing a problem. The VHF frequency 123.45 MHz is
for exclusive use as an air-to-air communications channel. The moral support alone may be enough to settle
nerves and return the thought processes to normal.
The weather at your destination should be well above IFR minimums and forecast to remain so or improve.
After 10 to 14 hours at altitude, your ability to handle marginal weather conditions may be in serious doubt.
Therefore, your personal weather minimums should be well above the published minimums. Alternate
airports should be chosen with the same care.

NAT International General Aviation Operations Manual A-1
ANNEX #1 REFERENCE DOCUMENTATION
The following is a compilation of the principal source documents governing flight operations in international
airspace. The source information is organized here in two groups--the first of which is a listing of the
applicable documents, the second cross references chapters and paragraphs with specific subject matter.
I. Document Listing
a. Canadian Documentation
1. Canada Aeronautical Information Publication (AIP)
2. Canada Flight Supplement (CFS)
3. Enroute High Altitude Charts--HEl and HE4 (NAT)
4. Enroute Low Altitude Charts--LE9 and LE10 (NAT)
5. North Atlantic MNPS Airspace Operations Manual
6. Transport Canada IGA Aircraft Transatlantic Flight Requirements Pamphlet
Canadian Documentation may be obtained through the following agencies:
1. The Canada AIP

Transport Canada
Aeronautical Information Services
Publication and Distribution
Ottawa, Canada
KIA ON8
2. The CFS and Enroute Charts

Canada Map Office
Department of Energy, Mines and Resources
615 Booth Street
Ottawa, Canada
KlA OE9
3. The North Atlantic MNPS Airspace Operations Manual

Transport Canada
Air Traffic Services
Airspace and Procedures
Ottawa, Canada
KIA ON8
4. The Transport Canada IGA Aircraft Transatlantic Flight Requirements Pamphlet

Transport Canada
Aviation Licensing Branch
P.O. Box 42
Moncton, New Brunswick
Canada
ElC 8K6

A-2 NAT International General Aviation Operations Manual
b. Denmark (Greenland) The Greenland AIP may be obtained by writing to:
Civil Aviation Administration

Box 744
Luftfartshuset (Ellebjergvej 50)
DK 2450
Copenhagen SV, Denmark
Telex: 27096 CAADK
Tel: 45 36 44 48 48
Fax: 45 36 44 03 03
E-mail: dcaa@caa.dk
c. ICAO Documentation
1. Rules of the Air: Annex 2

2. Operation of Aircraft: Annex 6
3. Telecommunications: Annex 10
4. Air Traffic Services: Annex 11
5. Search and Rescue: Annex 12
6. Procedures for Air Navigation Services--Rules of the Air and Air Traffic Services:
(Doc 4444/501)
7. Regional Supplementary Procedures: Doc 7030
8. Aircraft Operations: Doc 8168/OPS
ICAO Documentation may be obtained by writing to:

ATTN.: Document Sales Unit
1000 Sherbrooke Street West, Suite 400
Montreal, Quebec
Canada H3A 2R2
Phone: 514-285-8219
Fax: 514-288-4772
d. Iceland - Documentation may be obtained by contacting:

Aeronautical Information Service
Reykjavik Airport, Iceland
Tel 354-1-694100
Fax: 354-1-624599
Telex: 2250 FALCON IS

NAT International General Aviation Operations Manual A-3
e. UK Documentation
1. NAT Briefing Information
2. United Kingdom Aeronautical Information Publication (AIP)
3. Notices to Airmen (NOTAMs)
4. Aeronautical Information Circulars
5. North Atlantic MNPS Operations Manual
UK. Documentation is available through the following agencies:
1. For the NAT Briefing Information

UK CAA/NATS Foreign Briefing Services
Control Tower Bldg.
London Heathrow Arpt.
Hounslow
Middlesex TW6 1~J
England
Tel: (+44) 181-745-3441
Fax: (+44) 181-745-3453
2. For the AIP, NOTAMs, Aeronautical Information Circulars, and the NAT MNPS
Operations Manual
CAA Printing and Publication Office
Greville House
37 Gratton Road
Cheltenham, Glos. GL50 2BN
Tel: (+44) 1242 235151
Fax: (+44) 1242 584139
f. U.S. Documentation
1. United States Airman's Information Manual (AIM)

2. United States International Flight Information Manual (IFIM)
3. United States Aeronautical Information Publication (AIP)
5. North Atlantic International General Aviation Operations Manual U.S. Documentation is
available through the following agencies:
6. For the AIM, AIP, International NOTAMs, and IFIM
Superintendent of Documents
Government Printing Office
Washington, D.C. 20402
7. For Supplements and En Route Charts
National Ocean Service (NOS)
NOAA Distribution Branch, N1 CG33
Riverdale, Maryland 20737
8. For the North Atlantic MNPS Operations Manual and North Atlantic International General
Aviation Operations Manual
Utilization and Storage Section
M-45.4
U.S. Department of Transportation
400 7th Street S.W.

A-4 NAT International General Aviation Operations Manual
9. For SELCAL Information

SELCAL Administration
Aeronautical Radio Inc.
Industry Affairs - Frequency Assignment
Attn: Chris Wheatley
2551 Riva Road
Annapolis, MD 21401
Tel: (410) 266-4000
II. Section/Chapter Cross References
a. General
1. General Annex 2, Chapter 2
2. General Rules Annex 2, Chapter 3
3. Air Traffic Services Annex 11
4. General Provisions Doc 4444, Part II
5. Flight Information & Alerting Service Doc 4444, Part VI
b. IFR/VFR Flight Operations
1. Visual Flight Rules Annex 2, Chapter 4

2. Instrument Flight Rules Annex 2. Chapter 5
3. Flight Rules Doc 7030
c. Flight Planning
1. Flight Plans Annex 2, Section 3.3.1
2. Flight Plans and Clearance Doc 7030
3. Model Flight Plan Form Doc 4444, App. 2
d. Navigational Requirements
1. Adherence to Flight Plan Annex 2, Section 3.6.2
2. Aircraft Equipment Annex 2, Section 5.1.1
3. Navigation Equipment Annex 6, Parts I & II Section 2.2
4. Adherence to ATC Approved Routes Doc 7030
e. Communications Requirements
1. Communications Annex 2, Section 3.6.5

NAT International General Aviation Operations Manual B-1
BIBLIOGRAPHY
Material contained in this manual was obtained from the following documents and publications:
1. Annexes 2, 6, 10, 11 and 12 to the ICAO Convention;
2. ICAO Document 001, T1 3.5N/5, entitled "Consolidated Guidance Material, North Atlantic
Region;
3. ICAO Documents 4444-RAC/501/12 and 7030/4 including Regional Supplements;
4. FAA Handbook 7110. 65, entitled "Air Traffic Control";
5. ICAO publication "North Atlantic MNPS Operations Manual, Ninth Edition;
6. U.S. Advisory Circular 90-92, entitled "Guidelines for the Operational Use of Loran-C
Navigation Systems Outside the U.S. National Airspace System (NAS)", 5-2-93;
7. U.S. Advisory Circular 91-70, entitled "Oceanic Operations";
8. Various information furnished by North Atlantic ATS provider States.
ANNEX #1
REFERENCE DOCUMENTATION. The following is a compilation of the principal source documents
governing flight operations in international airspace. The source information is organized here in two
groups--the first of which is a listing of the applicable documents, the second cross references chapters
and paragraphs with specific subject matter.
I. Document Listing
a. Canadian Documentation
1. Canada Aeronautical Information Publication (AIP)
2. Canada Flight Supplement (CFS)
3. Enroute High Altitude Charts--HEl and HE4 (NAT)
4. Enroute Low Altitude Charts--LE9 and LE10 (NAT)
5. North Atlantic MNPS Airspace Operations Manual
6. Transport Canada IGA Aircraft Transatlantic Flight Requirements Pamphlet
Canadian Documentation may be obtained through the following agencies:
1. The Canada AIP
Transport Canada
Aeronautical Information Services
Publication and Distribution
Ottawa, Canada
KIA ON8
2. The CFS and Enroute Charts
Canada Map Office
Department of Energy, Mines and Resources
615 Booth Street
Ottawa, Canada
KlA OE9
3. The North Atlantic MNPS Airspace Operations Manual
Transport Canada
Air Traffic Services
Airspace and Procedures
Ottawa, Canada
KIA ON8

B-2 NAT International General Aviation Operations Manual
4. The Transport Canada IGA Aircraft Transatlantic Flight Requirements

Pamphlet
Transport Canada
Aviation Licensing Branch
P.O. Box 42
Moncton, New Brunswick
Canada
ElC 8K6
b. Denmark (Greenland) Documentation may be obtained by writing to:

Box 744
Luftfartshuset (Ellebjergvej 50)
DK 2450
Copenhagen SV, Denmark
Telex: 27096 CAADK
Tel: 45 36 44 48 48
Fax: 45 36 44 03 03
c. ICAO Documentation
1. Rules of the Air: Annex 2
2. Operation of Aircraft: Annex 6
3. Telecommunications: Annex 10
4. Air Traffic Services: Annex 11
5. Search and Rescue: Annex 12
6. Procedures for Air Navigation Services--Rules of the Air and Air Traffic Services: Doc
4444/501
7. Regional Supplementary Procedures: Doc 7030
8. Aircraft Operations: Doc 8168/OPS
ICAO Documentation may be obtained by writing to:
ATTN.: Document Sales Unit
1000 Sherbrooke Street West, Suite 400
Montreal, Quebec
Canada H3A 2R2
Phone: 514-285-8219
Fax: 514-288-4772
d. Iceland Documentation may be obtained by contacting:

Aeronautical Information Service
Reykjavik Airport, Iceland
Tel 354-1-694100
Fax: 354-1-624599
Telex: 2250 FALCON IS

NAT International General Aviation Operations Manual B-3
e. UK Documentation
1. NAT Briefing Information
2. United Kingdom Aeronautical Information Publication (AIP)
3. Notices to Airmen (NOTAMs)
4. Aeronautical Information Circulars
UK. Documentation is available through the following agencies:
1. For the NAT Briefing Information
UK CAA/NATS Foreign Briefing Services
Control Tower Bldg.
London Heathrow Arpt.
Hounslow
Middlesex TW6 1~J
England
Tel: (+44) 181-745-3441
Fax: (+44) 181-745-3453
2. For the AIP, NOTAMs, Aeronautical Information Circulars, and the NAT
MNPS Operations Manual CAA Printing and Publication Office
Greville House
37 Gratton Road
Cheltenham, Glos. GL50 2BN
Tel: (+44) 1242 235151
Fax: (+44) 1242 584139
f. U.S. Documentation
1. United States Airman's Information Manual (AIM)
2. United States International Flight Information Manual (IFIM)
3. United States Aeronautical Information Publication (AIP)
5. North Atlantic International General Aviation Operations Manual U.S. Documentation is
available through the following agencies:
1. For the AIM, AIP, International NOTAMs, and IFIM
Superintendent of Documents
Government Printing Office
2. For Supplements and En Route Charts
National Ocean Service (NOS)
NOAA Distribution Branch, N1 CG33
Riverdale, Maryland 20737
3. For the North Atlantic MNPS Operations Manual and North Atlantic International
General Aviation Operations Manual
Utilization and Storage Section
M-45.4
U.S. Department of Transportation
400 7th Street S.W.

B-4 NAT International General Aviation Operations Manual
4. For SELCAL Information

SELCAL Administration
Aeronautical Radio Inc.
Industry Affairs - Frequency Assignment
Attn: Chris Wheatley
2551 Riva Road
Annapolis, MD 21401
Tel: (410) 266-4000
II. Section/Chapter Cross References

a. General
1. General Annex 2, Chapter 2
2. General Rules Annex 2, Chapter 3
3. Air Traffic Services Annex 11
4. General Provisions Doc 4444, Part II
5. Flight Information & Alerting Service Doc 4444, Part VI
b. IFR/VFR Flight Operations
1. Visual Flight Rules Annex 2, Chapter 4
2. Instrument Flight Rules Annex 2. Chapter 5
3. Flight Rules Doc 7030
cFlight Planning
1. Flight Plans Annex 2, Section 3.3.1
2. Flight Plans and Clearance Doc 7030
3. Model Flight Plan Form Doc 4444, App. 2
d. Navigational Requirements
1. Adherence to Flight Plan Annex 2, Section 3.6.2
2. Aircraft Equipment Annex 2, Section 5.1.1
3. Navigation Equipment Annex 6, Parts I & II Section 2.2
4. Adherence to ATC Approved Routes Doc 7030
e. Communications Requirements
1. Communications Annex 2, Section 3.6.5
END

As of 24 Apr 07
SAMPLE OCEANIC CHECKLIST

Note: ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have created this checklist. For
reference only, it is not intended to replace an operators oceanic checklist. Operators without an oceanic checklist are
encouraged to use this sample and tailor it to their specific needs and approvals. This checklist focuses on an orderly flow and
ways to reduce oceanic errors. Operators should also review the attached expanded checklist. The Oceanic Errors Safety
Bulletin (OESB) should be used together with this checklist. The OESB can be found at www.nat-pco.org.
Reclearance update LRNS, CFP and plotting chart
FLIGHT PLANNING
Check track and distance for new route
Plotting Chart plot route from coast out to
coast in Altimeter checks - record readings
Equal Time Points (ETP) - plot Compass heading check record
Track message (current copy available for all AFTER OCEANIC ENTRY
crossings) Squawk 2000 30 minutes after entry, if applicable
Note nearest tracks on plotting chart Maintain assigned Mach, if applicable
Review possible navigation aids for accuracy VHF radios-set to interplane and guard frequency
check prior to coast out Strategic Lateral Offset Procedure (SLOP) - SOP
PREFLIGHT Hourly altimeter checks
Master Clock for all ETAs/ATAs APPROACHING WAYPOINTS
Maintenance Log check for any navigation/ Confirm next latitude/longitude
communication/surveillance or RVSM issues
RVSM OVERHEAD WAYPOINTS
Altimeter checks (tolerance) Confirm aircraft transitions to next waypoint
Wind shear or turbulence forecast Check track and distance against Master CFP
Computer Flight Plan (CFP) vs ICAO Flight Plan Confirm time to next waypoint
(check routing, fuel load, times, groundspeeds) Note: 3-minute or more change requires ATC
Dual Long Range NAV System (LRNS) for notification
remote oceanic operations Position report - fuel
HF check (including SELCAL) 10-MINUTE PLOT (APPR. 2o OF LONGITUDE AFTER
Confirm Present Position coordinates (best WAYPOINT)
source) Record time and latitude/longitude on plotting chart
Master CFP (symbols: O, V, \, X) non steering LRNS
LRNS programming
MIDPOINT
Check currency and software version
Midway between waypoints compare winds from CFP,
Independent verification
LRNS and upper millibar wind charts
Check expanded coordinates of waypoints
Confirm time to next waypoint
Track and distance check (+ 2o and + 2 NM)
Upload winds, if applicable COAST IN
Groundspeed check Compare ground based NAVAID to LRNS
Remove Strategic Lateral Offset
TAXI AND PRIOR TO TAKE-OFF
Confirm routing after oceanic exit
Groundspeed check
Present Position check DESCENT
Transition level - set altimeters to QNH
CLIMB OUT
Transition altitude set altimeters to 29.92 in DESTINATION/BLOCK IN
(1013.2 hPa) Navigation Accuracy Check
Manually compute ETAs above FL180 RVSM write-ups
PRIOR TO OCEANIC ENTRY OTHER ISSUES
Gross error accuracy check record results 1. Contingencies
HF check, if not done during pre-flight (a) Published Weather Deviation Procedure
Log on to CPDLC or ADS 15 to 45 minutes prior, (b) 15 NM offset (formerly 30NM in the NAT, 25NM in
if equipped the Pacific)
Obtain oceanic clearance from appropriate (c) Lost Comm/NAV Procedures
clearance delivery 1. ETOPS
Confirm and maintain correct Flight Level at 2. Weather Destination/Alternate(s) Airport(s)
oceanic boundary 3. Data Link Contingency Procedures
Confirm Flight Level, Mach and Route for 4. Dead Reckoning (DR)
crossing 5. GPS RAIM/FDE Requirements
Advise ATC When Able Higher (WAH)
Ensure aircraft performance capabilities for
maintaining assigned altitude/assigned Mach
Questions and comments should be addressed to natcma@nats.co.uk
SAMPLE OCEANIC EXPANDED CHECKLIST
As of 24 Apr 2007
Note: ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have created this
checklist. For reference only, it is not intended to replace an operators oceanic checklist. Operators without an
oceanic checklist are encouraged to use this sample and tailor it to their specific needs and approvals. This checklist
focuses on an orderly flow and ways to reduce oceanic errors. The Oceanic Errors Safety Bulletin (OESB) should be
used together with this checklist. The OESB can be found at http://www.nat-pco.org.
FLIGHT PLANNING
Plotting Chart
A plotting chart of appropriate scale should be used for all remote oceanic operations. This includes
using a plotting chart for published oceanic routes and tracks. ICAO groups who review oceanic errors
have determined that the routine use of a plotting chart is an excellent aid to reduce lateral errors. A
plotting chart can also serve as a critical aid in case of partial or total navigation failure. It should be
noted that the pilot should read from the plotting chart back to the master CFP when verifying data. To
read from the Master CFP to the plotting chart is a human factors issue that has lead to errors based
on seeing what we expect to see
Equal Time Points (ETP)

ETPs should be computed for contingencies such as medical divert, engine loss or rapid
depressurization. A simultaneous engine loss and rapid depressurization should also be considered. It
is advisable to note the ETPs on the plotting chart. Crewmembers should review with each other the
appropriate diversion airport(s) when crossing ETPs. Pilot procedures should also include a manual
method for computing ETPs.
Track message
Crews must have a current track message even if filed for a random route. Reviewing the date,
effective Zulu time and Track Message Identifier (TMI) ensures having a current track message on
board. The TMI is linked to the Julian Date. Operators must also ensure that their flight planning and
operational control process notify crewmembers in a timely manner of any amendments to the daily
track message. Plotting tracks near the assigned route can help situational awareness in case the
crew needs to execute a contingency.
Review possible navigation aids for accuracy check prior to coast out
It is good practice to discuss in advance a primary and secondary ground based navigational aid that
will be used to verify the accuracy of the Long Range Navigation System (LRNS). This planning may
help to identify intended navigation aids that are limited or NOTAMed unusable and is helpful when
departing airports close to oceanic airspace. Examples include Shannon (EINN), Lisbon (LRRT), Los
Angeles (KLAX), etc.
PREFLIGHT
Master Clock
It is a requirement to have a master clock on board synchronized to UTC or GPS. This time source,
which is typically the Flight Management System (FMS), must be used for all ETAs and ATAs. The
use of multiple time sources on the aircraft has lead to inconsistencies in reporting times to ATC and
resulted in a loss of longitudinal separation.
Maintenance Log
Before entering a special area of operation, crews should focus on any write-ups that affect
communication, navigation, surveillance or RVSM requirements. Any discrepancies noted in the
maintenance log or during the walk-around may require delays or rerouting.
RVSM
Required equipment includes two primary independent altimetry sources, one altitude alert system and
one automatic altitude control system. In most cases a functioning transponder that can be linked to
Questions and comments should be addressed to natcma@nats.co.uk Page 1 of 6

As of 24 Apr 2007
the primary altimetry source is also required. Crews should note any issues that can affect accurate
altimetry.
Altimeter checks
Before taxi, crews should set their altimeters to the airport QNH. Both primary altimeters must
agree within + 75 feet of field elevation. The two primary altimeters must also agree within the limits
noted in the aircraft operating manual.
Wind Shear or Turbulence Forecast

The Master Computer Flight Plan (CFP) with projected wind shear or the turbulence forecast
documents should be reviewed for flights in RVSM airspace. Forecast moderate or greater
turbulence could lead to RVSM suspension. Operators are cautioned against flight planning
through areas of forecast moderate or greater turbulence.
Computer Flight Plan (CFP)

The document designated as the Master CFP should be carefully checked for date, type aircraft, fuel
load and performance requirements. Crosschecks should also be done for routing and forecast
groundspeeds. The CFP should be carefully checked against the ICAO filed flight plan to ensure the
routing is in agreement with both documents. The enroute time on the CFP should be compared
against the distance to destination for a reasonable groundspeed. The enroute time should also be
compared against the total distance for a reasonable fuel load.
Dual Long Range NAV System (LRNS)

Two operational LRNSs are required for remote oceanic operations. A single FMS is not authorized for
remote oceanic operations.
HF check
An HF check should be conducted on the primary and secondary HF radios in areas where dual HF
radios are required. If possible, the HF checks should be done on the ground or before entering
oceanic airspace. A SELCAL check should also be accomplished.
Confirm Present Position coordinates

Both pilots should independently verify the present position coordinates using either published ramp
coordinates or determine position from the airfield diagram. They should not rely solely on the present
position when the LRNS was shut down from the previous flight. A master source such as an enroute
chart should also be used to confirm accuracy of coordinates at the oceanic boundaries.
Master CFP symbols

Operators are encouraged to use consistent symbology on the Master CFP. For example, a circled
number ( O ) means the second crewmember has independently verified the coordinates entered or
crosschecked by the first crewmember. A checkmark ( V ) may indicate that the track and distances
have been confirmed. A diagonal line ( \ ) may indicate that the crew has confirmed the coordinates of
the approaching and next way point. An X-symbol ( X ) may indicate having flown overhead the way
point.
LRNS programming
Check currency and software version
It is important to check the effective date of the database. Crews should note if the database is
projected to expire during their trip. Crews are discouraged from flying with expired databases.
MELs may allow relief to fly with an expired database but require the crews to manually crosscheck
all data. The software version of the database should also be confirmed in case there has been a
change.
Independent verification
It is critical that one crewmember enters waypoint coordinates and that these are independently
checked by another crewmember. It should be noted that the pilot should read from the FMS

As of 24 Apr 2007
screen back to the master CFP when verifying data. To read from the Master CFP to the FMS is a
human factors issue that has lead to errors based on seeing what we expect to see.
Check expanded coordinates of waypoints
Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there
was an error in the expended waypoint coordinate, but crews only checked the abbreviated
coordinate. Verifying only the abbreviated coordinate could lead to a lateral error. Flight crews
should conduct a magnetic course and distance check between waypoints to further verify waypoint
coordinates.
Track and distance check
To minimize oceanic errors, it is important to conduct a magnetic course and distance check from
oceanic entry to oceanic exit. Operators should establish a tolerance such as + 2o and + 2NM. The
course and distance check comparing the Master CFP against the LRNS are critical in detecting
errors that may not have been noticed by simply checking coordinates. A difference of more than 2o
between waypoints may be due to a difference of the magnetic variation in the database versus the
variation used in the Master CFP. Any difference outside the + 2o or + 2NM should be rechecked
and verified.
Upload winds
Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate
reporting of ETAs.
Groundspeed check
The groundspeed should be noted before taxiing the aircraft. Crews should expect the groundspeed to
read zero (0) knots. This procedure is a good practice to detect an error that may be developing in the
LRNS.
TAXI AND PRIOR TO TAKE-OFF

Groundspeed check
During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.
Present Position check

This Present Position check is conducted after leaving the gate. Check for gross difference between
this Present Position and the gate coordinates. This check will alert the crew to possible error in the
LRNS database that can be investigated/corrected prior to take-off.
CLIMB OUT
Transition altitude
Crews should brief the transition altitude based on information from the approach plate or from the
ATIS. After climbing through the transition altitude, the altimeters should be reset to 29.92 in or 1013.2
hPa.
Manually compute ETAs

After climbing above the sterile altitude and time permitting crews should manually compute ETAs
from departure to destination. These should be noted on the Master CFP. This is an excellent
crosscheck against ETAs computed by the LRNS.
PRIOR TO OCEANIC ENTRY

Gross error accuracy check
Before oceanic entry, the accuracy of the LRNS should be checked against a ground-based NAV-AID.
The results of the accuracy check should be recorded with the time and position. A large difference
between the ground-based NAV-AID and the LRNS may require immediate corrective action.
Operators should establish a gross error check tolerance based on the type LRNS. It is not advisable

As of 24 Apr 2007
for crews to attempt to correct an error by doing an air alignment or by manually updating the LRNS
since this has often contributed to a Gross Navigation Error.
HF checks
If the crew was unable to accomplish the HF and SELCAL checks on the ground, these checks must
be accomplished before oceanic entry.
Log on to CPDLC or ADS

Operators approved to use Controller Pilot Data Link Communications (CPDLC) or Automatic
Dependent Surveillance (ADS) should log on to the appropriate FIR 15 to 45 minutes prior to the
boundary.
Obtain oceanic clearance

Both pilots must obtain oceanic clearance from the appropriate clearance delivery. (Clearance via
voice should be at least 40 minutes prior to oceanic entry and via data link should be 30 to 90 minutes
prior to oceanic entry). It is important that both pilots confirm and enter the ocean at the altitude
assigned in the oceanic clearance (this may be different than the domestic cleared flight level). An
oceanic clearance typically includes a route, flight level and assigned MACH. Crews should include
their requested flight level in their initial clearance request. Some oceanic centers require pilots to
advise them at the time of their oceanic clearance When Able Higher (WAH). Crews should be
confident that they are able to maintain requested flight levels based on aircraft performance
capabilities.
Reclearance
A reclearance (that is different from the oceanic route requested with the filed flight plan) is the number
one scenario which leads to a Gross Navigation Error. Crews must be particularly cautious when
receiving a reclearance. Both pilots should receive and confirm the new routing and conduct
independent crosschecks after the LRNS, Master CFP and Plotting Chart are updated. It is critical that
crews check the magnetic course and distance between the new waypoints as noted in PREFLIGHT
under the paragraph LRNS Programming.
Altimeter checks
Crews are required to check the two primary altimeters which must be within 200 ft of each other. This
check is conducted while at level flight. The stand-by altimeter should also be noted. The altimeter
readings should be recorded along with the time.
Compass heading check

It is recommended to conduct a compass heading check and record the results. This check is
particularly helpful with inertial systems. The check can also aid in determining the most accurate
compass if a problem develops over water.
AFTER OCEANIC ENTRY

Squawk 2000
Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may be regional
differences such as Squawking 2100 in Bermudas airspace or maintaining last assigned Squawk in
the West Atlantic Route System (WATRS). Crews transiting Reykjaviks airspace must maintain last
assigned Squawk.
Maintain assigned Mach

Some oceanic clearances include a specific Mach. There is no tolerance for this assigned Mach. The
increased emphasis on longitudinal separation requires crew vigilance in a separation based on
assigned Mach. The requirement is to maintain the true Mach which has been assigned by ATC. In
most cases, the true Mach is the indicated Mach. Some aircraft, however, require a correction factor.

As of 24 Apr 2007
VHF radios
After going beyond the range of the assigned VHF frequency, crews should set their radios to
interplane (123.45) and guard frequency (121.5).
Strategic Lateral Offset Procedure (SLOP)

The SLOP should be Standard Operating Procedure (SOP) for all oceanic crossings. This procedure
was developed to reduce the risk from highly accurate navigation systems or operational errors
involving the ATC clearance. SLOP also replaced the contingency procedure developed for aircraft
encountering wake turbulence. Depending upon winds aloft, coordination between aircraft to avoid
wake turbulence may be necessary. This procedure of flying centerline, 1NM or 2NM right of
centerline, greatly reduces the risk to the airspace by the nature of the randomness. Aircraft that do
not have an automatic offset capability (that can be programmed in the LRNS) should fly the centerline
only. SLOP was not developed to be used only in contingency situations.
Hourly altimeter checks

Crews are required to observe the primary and stand-by altimeters each hour. It is recommended that
these hourly checks be recorded with the readings and times. This documentation can aid crews in
determining the most accurate altimeter if an altimetry problem develops.
APPROACHING WAYPOINTS
Confirm next latitude/longitude
Within a few minutes of crossing an oceanic waypoint crews should crosscheck the coordinates of that
waypoint and the next waypoint. This check should be done by comparing the coordinates against the
Master CFP based on the currently effective ATC clearance.
OVERHEAD WAYPOINTS
Confirm aircraft transitions to next waypoint
When overhead an oceanic waypoint, crews should ensure that the aircraft transitions to the next leg.
This is confirmed by noting the magnetic heading and distance to the next waypoint compared against
the Master CFP.
Confirm time to next waypoint

Crews must be vigilant in passing an accurate ETA to ATC for the next waypoint. A change of three
(3) minutes or more requires that ATC be notified in a timely manner. There is substantial emphasis on
reducing longitudinal separation and this timely update must be a priority for the crews.
Position report
After passing over the oceanic waypoint, crews that give a position report to ATC must use the
standard format. Flights designated as MET reporting flights or flights on random routes should be
including in the position report additional items such as winds and temperatures. Crews should also
note and record their field status at each oceanic waypoint. This is especially important if the cleared
route and flight level differ significantly from the filed flight plan.
10-MINUTE PLOT
Record time and latitude/longitude on plotting chart
Approximately 10 minutes after passing an oceanic waypoint, crews should plot the latitude, longitude
and time on the plotting chart. It is advisable to plot the non-steering LRNS. A 10-minute plot can alert
the crew to any lateral deviation from their ATC clearance prior to it becoming a Gross Navigation
Error. A good crosscheck for the position of the 10-minute plot is that it is approximately 2o of longitude
past the oceanic waypoint.

As of 24 Apr 2007
MIDPOINT
Midway between waypoints
It is good practice to crosscheck winds midway between oceanic waypoints by comparing the Master
CFP, LRNS and upper millibar wind chart. As noted before, this information will be included in a
position report if the flight has either been designated as a MET reporting flight or is a flight on a
random route. This crosscheck will also aid crews in case there is a need for a contingency such as
Dead Reckoning (DR).
Confirm time
It is recommended that during a wind check the crews also confirm the ETA to the next waypoint
noting the two (2) minute tolerance.
COAST IN
Compare ground based NAVAID to LRNS
When departing oceanic airspace and acquiring ground based NAVAIDs, crews should note the
accuracy of the LRNS by comparing it to those NAVAIDs. Any discrepancy should be noted in the
Maintenance Log.
Remove Strategic Lateral Offset

Crews using a Lateral Offset of 1NM or 2NM right of centerline at oceanic entry need a procedure to
remove this Lateral Offset at coast in prior to exiting oceanic airspace. It is advisable to include this as
a checklist item.
Confirm routing after oceanic exit

Before entering the domestic route structure, crews must confirm their routing to include aircraft
speed.
DESCENT
Transition level
During the approach briefing, crews should note the transition level on the approach plate or verified
by ATIS. Crews must be diligent when descending through the transition level to reset the altimeters to
QNH. This is particularly important when encountering IFR, night or high terrain situations. Any
confusion between a QNH set with inches of Mercury or hPa must be clarified.
DESTINATION/BLOCK IN
Navigation Accuracy Check
When arriving at the destination gate, crews should note any drift or circular error in the LRNS. A GPS
Primary Means system normally should not exceed 0.27NM for the flight. Some inertial systems may
drift as much as 2NM per hour. Because the present generation of LRNSs is highly accurate,
operators should establish a drift tolerance which if exceeded would require a write-up in the
Maintenance Log. RNP requirements demand that drift be closely monitored.
RVSM write-ups
Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the
Maintenance Log. The RVSM airspace is closely monitored for any Height Deviations. An aircraft not
meeting the strict RVSM standards must not be flight-planned into RVSM airspace without corrective
action.

International Flight Planning Checklist Pg 1
Documentation
1. Personnel CPT F/O 3rd Crew
Airmans Certificates / RVSM Compliance
Physical
Passport and extra photos
Tourist Cards
Visas (If Required)
Country 1:
Country 2:
Country 3:
Country 4:
Country 5:
Money - Credit cards, Cash, Travelers Checks
International Drivers License
FCC Restricted Radio Operators License
Required Immunizations (PHS-731 Yellow Card)

Yellow Fever
Malaria
Hepatitis
DPT / Tetanus
Other
Trip Itinerary
Blank Forms
General Declarations
Passenger Manifests
US Private Aircraft Arrival Report and Customs Cards
Appropriate Foreign Customs Forms
Flight Plans
Operations/Customs/Handling
Customs/Immigration/Agriculture
General Declarations
City 1:
City 2:
City 3:
City 4:
City 5:
Passenger Manifest Name, Passport No. , DOB & Nationality
City 1:
City 2:
City 3:
City 4:
City 5:
CAE SimuFlite For Training Only International Procedures October 2005

Operations/Customs/Handling (continued)
Customs/Immigration/Agriculture (continued)
Customs Landing Rights
City 1:
City 2:
City 3:
City 4:
City 5:
Landing Permits/ Advance Notice
City 1:
City 2:
City 3:
City 4:
City 5:
Overflight Permits /Notifications
Country 1:
Country 2:
Country 3:
Country 4:
Country 5:
Customs / Immigration / Agriculture Notification
City 1:
City 2:
City 3:
City 4:
City 5:
Military:
Country 1:
Country 2:
Country 3:
Country 4:
Country 5:
Disinsecting/Disinfectant
Country 1:
Country 2:
Country 3:
Country 4:
Country 5:
Customs Overflight (US)
TSA Waiver
APIS Notification (135 Operators)
Operations
Slots
City 1:
City 2:
City 3:
City 4:
City 5:
Operations/Customs/Handling (continued)
Operations (continued)

Handling Agents / FBOs /Anti-Ice De-Ice/Methanol
City 1:
City 2:
City 3:
City 4:
City 5:
Fuel Arrangements / Prist
City 1:
City 2:
City 3:
City 4:
City 5:
Flight Plans & Weather I(Including current NAT Track Message)
City 1:
City 2:
City 3:
City 4:
City 5:
Hotels / Local Transportation
City 1:
City 2:
City 3:
City 4:
City 5:
Catering /Potable Water/ Ice
City 1:
City 2:
City 3:
City 4:
City 5:
Lavatory/Cleaning/Maintenance
City 1:
City 2:
City 3:
City 4:
City 5:
Security
City 1:
City 2:
City 3:
City 4:
City 5:
Embassy Information:
Country 1:
Country 2:
Country 3:
Country 4:
Country 5:
Aircraft
Aircraft Documents/Manuals
ARROW Documents

RVSM, RNP, & MNPS LOA, Reporting Forms and Manual
Operations Specifications (OPS SPECS Part 135 Operators)
Aircraft Flight Manual and Noise Certificate
Insurance Documents and Copies
Copies of Crewmember Documents
RVSM Compliance
Aircraft Import Documents
Maintenance Records and Manuals (As Required)
Flight Authorization Letter
Export Licenses
Customs Guides
NOTAMS US and International
Aircraft Equipment
Flyaway Kit / Spares
Drinking Water
Electric Adapters ( Computers, Razors, etc.)
A/C Supplies
Security Supplies (tape, devices, locks, keys)
Communications / Navigation
VHF / HF Radios
Long and Short Range Navigation Systems
Headsets
Portables (ELTs, Radios)
FMS and Data Base Updates Current ;WGS-84 Compliance List
Publications:
Current Charts and Trip Kits (Arroach, Enroute & Terminal)
Plotting Charts
Operation Navigation Charts (ONC)
IFIM, ICAO Regulations, Entry Requirements and Customs Info
Agreements ARINC, BERNA (Switzerland), SITA, STOCKHOLM
Cell / Sat /Iridium Phones
Spares as Required
Survival Equipment
Required Aircraft Emergency Equipment (91.509, 135.167)
Area Survival Kit with Text
Medical Kit, AED and Text
Emergency O2 Bottle
ELT
Floatation Devices
Rafts; Life Jackets

CAE SimuFlite Position Report Form
N _______ From________ To________ Date________ Capt._________
Call Sign N________ N________ N________ N________ N________ N________
Position
LAT
e.g. 30N
LONG
e.g. 050W
Time
Flight Level
Next Position Estimating Estimating Estimating Estimating Estimating Estimating
LAT
e.g. 30N
LONG
e.g. 050W
Time
Next Position
LAT
e.g. 30N
LONG
e.g. 050W -NEXT -NEXT -NEXT -NEXT -NEXT -NEXT
Temperature
Wind
Direction /
Velocity
Significant Wx
Midpoint
LAT
e.g. 30N
LONG
e.g. 050W
Temperature
Wind
Direction /
Velocity
Significant Wx
End of Report OVER OVER OVER OVER OVER OVER

CAE SimuFlite INTERNATIONAL FLIGHT ITINERARY TOP Menu DATE: Save Help
Prepared For: Aircraft Model and Number: TAS [Knots]: Draft Number: Prepared By:
The Class 450 1 The Class Page 1
ORIGIN UTC 0:00 0 0:00 0:00

Clear Form Dallas 6:00
Local Date/Time UTC-> Local UTC DATE/TIME Dallas FLT TIME MILES GROUND BLOCK MILES REMARKS
MM/DD/YY HH:MMHH:MM P/N MM/DD/YY HH:MMMM/DD/YY HH:MMHH:00 HH:MM HH:MM REMAIN
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AVG WIND
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CAE SimuFlite INTERNATIONAL FLIGHT ITINERARY DATE:
1/0/1900
Prepared For: Aircraft Model and Number: TAS [Knots]: Draft Number: Prepared By:
The Class 0 450 1 The Class Page 2
ORIGIN UTC 0:00 0 0:00 0:00

Dallas 6:00
Local Date/Time UTC-> Local UTC DATE/TIME Dallas FLT TIME MILES GROUND BLOCK MILES REMARKS
MM/DD/YY HH:MMHH:MM P/N MM/DD/YY HH:MMMM/DD/YY HH:MMHH:00 HH:MM HH:MM REMAIN
10 DEPART
AVG WIND
ARRIVE
11 DEPART
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12 DEPART
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17 DEPART
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18 DEPART
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Curso Procedimientos Internacionales Sin Pasw

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International Procedures

This manual is to be used as a quick reference guide for

The Global Initial Course is designed to familiarize the client

The Global Recurrent Course is designed to give the client a

Materials developed for this course are designed to keep it at

Copyright 2007, CAE SimuFlite, Inc.

The Staff of CAE SimuFlite

International Procedures Developed for Training Purposes 0-1

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0-2 Developed for Training Purposes International Procedures

International Procedures Developed for Training Purposes 0-3

Supporting Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66

0-4 Developed for Training Purposes International Procedures

International Procedures Developed for Training Purposes 0-5

Organized Track Structure . . . . . . . . . . . . . . . . . . . . . . . . 4-16

0-6 Developed for Training Purposes International Procedures

International Procedures Developed for Training Purposes 0-7

RNAV Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8

0-8 Developed for Training Purposes International Procedures

Training Programs, Operating Practices

International Procedures Developed for Training Purposes 0-9

0-10 Developed for Training Purposes International Procedures

International Procedures Developed for Training Purposes 0-11

INTRODUCTION TO EUROCONTROL . . . . . . . . . . . . . . . . . 8-5

0-12 Developed for Training Purposes International Procedures

International Procedures Developed for Training Purposes 0-13

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0-14 Developed for Training Purposes International Procedures

International Procedures For CAE SimuFlite Training Only 1-1

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1-2 For CAE SimuFlite Training Only International Procedures

International Civil Aviation Organization

On December 7, 1944, a treaty was signed by the majority of the 52 countries

Article 37 established the requirement for International Standards and Recom-

International Procedures For CAE SimuFlite Training Only 1-3

Obligations of Member States

1-4 For CAE SimuFlite Training Only International Procedures

International Procedures For CAE SimuFlite Training Only 1-5

ICAO Requirements for International Flight

Route to be flown and the airport to be used

1-6 For CAE SimuFlite Training Only International Procedures

FAA/ICAO Requirements for International Flight

International Procedures For CAE SimuFlite Training Only 1-7

FAA Inspector's Handbook 8700.1 Chapter 222

ICAO operational rules and regulations

Aircraft Equipment and Operational Authorizations.

Equipment for IFR Class II Navigation

Navigation equipment must be capable of enabling the aircraft to be navigated

1-8 For CAE SimuFlite Training Only International Procedures

IFR Class II Navigation Approvals

Degree of Accuracy Required

Airworthiness of Navigation Equipment

Long Range Navigation Systems (LRNS)

The use of LRNS or a flight navigator requires special navigation procedures/

International Procedures For CAE SimuFlite Training Only 1-9

Plotting & Systematic Cross-Checking of Navigation Information

Plotting procedures have had a significant impact on the reduction of gross

FAA Guidance 91-RVSM

Specific training requirements and operating procedures are discussed in

1-10 For CAE SimuFlite Training Only International Procedures

International Flight Publications Library

International Flight Information Manual (On-Line Only)

International Procedures For CAE SimuFlite Training Only 1-11

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