The International Operations Flight Manual was published in January 2016, though editing was closed out a month prior. I am doing my best to keep up with changes in international flight operations and have a number of readers helping out too. Here are the changes that (a) I am aware of, and (b) I think are applicable to the users of this manual.
Latest update: NAT Doc 007 2020-1 Update.
If you find anything in the manual that needs correction, addition, or deletion, please "Contact Eddie" in the link above.
In a last-minute about face, Australia’s Civil Aviation Safety Authority (CASA) has advised that non-commercial operators of foreign-registered aircraft that do not wish to take advantage of RNP 1 and RNP 2 traffic services that go into effect May 26 will not be required to apply for a two-year exemption to operate in Australian airspace. Only commercial operators that can comply with the requirements and want RNP 1 and RNP 2 traffic services are required to apply for an exemption.
“There is no exemption needed for foreign-registered aircraft for the foreseeable future if they are not RNP 1 and and/or or RNP 2 compliant,” according to the agency. Starting on May 26, ATC will continue to accept aircraft that are not RNP 1 and/or RNP 2 capable as long as the operator notates on the flight plan the navigation capability of the aircraft the crew is qualified to use. Operations into Australian airspace by aircraft that are RNP 1 and RNP 2 capable and operated by qualified crew are required to flight plan in accordance with the appropriate specifications starting on May 26.
Source: AIN Alerts, May 23, 2016
This new system goes into effect 15 March 2016 and will impact anyone travelling to Canada under the Visa Waiver Program, except those travelling with a United States passport. For more information about this, see Canada electronic Travel Authorization (eTA).
Checking the eTA website on the date the program was to go in effect there is this bit of news: "However, from March 15, 2016 until fall 2016, travellers who do not have an eTA can board their flight, as long as they have appropriate travel documents, such as a valid passport."
For future editions of the manual, this will generate a new chapter to Section VII, a note in Section VIII, Chapter 12, CANPASS; and a note to Section VIII, Chapter 38, Visa Waiver Program.
Updated: 21 Mar 2016
In October of 2016 Reykjavik will automate a "Conform assigned route" message to all FANS 1/A aircraft about 5 minutes after entering the Reykjavik Control Area. If there is no response to the CONFIRM ASSIGNED ROUTE message, or the response is via FREE TEXT, an alert will be sent to the controller. All of this is detailed in Iceland AIC 2016 A 012/2016, which also notes that "It should be noted that in some aircraft types there are identified anomalies that inhibit the display of a SEND prompt and thus prevent the crew from responding correctly to the uplink. In this case the crew should respond with free text message UNABLE TO SEND ROUTE."
I've gotten this message from Gander and Shannon as well. In the Gulfstream it might seem we are being prompted to type in the route, but that is not the case. More about this: CPDLC / Confirm Assigned Route.
Updated: 11 Sep 2016
Disinsection is the process of spray an aircraft before, during, or after a flight to get rid of insects. Some countries take this pretty seriously and others don't. Things appear to be changing as a result of the Zika Virus. For more information about this, see Disinsection.
For future editions of the manual, this will generate a new chapter to Section VII.
Updated: 19 Feb 2016
North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace has been replaced by North Atlantic High Level Airspace (NAT HLA). Current authorizations are good until the year 2020. The airspace has grown a little (it now includes Bodo) and new authorizations will require RNP-4 or RNP-10. For more information about this, see North Atlantic High Level Airspace (NAT HLA).
For future editions of this manual, this will generate a change to Section III, Chapter 7, North Atlantic High Level Airspace (NAT HLA).
Updated: 2 Mar 2016
Oakland (KZAK) Oceanic now requires a call if Mach Number varies by Mach 0.02 or more. See Mach Number Technique / Tolerances.
For future editions of this manual, this will generate a change to Section VIII, Chapter 26, Mach Number Technique.
Updated: 23 Oct 2016
The ICAO has allowed SLOP in tenths of a nautical mile since 2014 but no one implemented this until July 2019. You can now SLOP from 0.0 to 2.0 in 0.1 nm increments in the North Atlantic.
[NAT Doc 007, ¶8.5.10.] Distributing aircraft laterally and equally across all available positions adds an additional safety margin and reduces collision risk. SLOP is now a standard operating procedure for the entire NAT region and flight crews are required to adopt this procedure as is appropriate. In this connection, it should be noted that:
a) Aircraft without automatic offset programming capability must fly the centreline.
b) Aircraft able to perform offsets in tenths of nautical mile should do so as it contributes to risk reduction.
More about this: Strategic Lateral Offset (SLOP).
Updated: 13 Aug 2019
The ICAO says you need a Master Equipment List (MEL) specific to your aircraft. The U.S. FAA says a Master MEL (MMEL), on that is for a fleet of airplanes, is good enough. But if you are flying overseas, you have to fly by their rules. For more about this, see: MEL.
So if you don't have an MEL you should think twice before venturing to anywhere a SAFA check is likely. But, as of December 2017, you might have some leeway. See the Gulfstream Update: FAA LOA D095/D195 Update.
Updated: 17 Dec 2017
The Definitions page and ¶2.2.1 more clearly defined what exactly is an oceanic entry and exit points. This takes a lot of the guesswork out:
Oceanic Entry Point The Oceanic Entry point is generally a “named” waypoint, on or close to the FIR boundary where the aircraft enters an oceanic control area. Note: For aircraft entering the Reykjavik CTA from Edmonton, at or north of 82N, the Oceanic Entry Point can be a Lat/Long position on the boundary.
Oceanic Exit Point The Oceanic Exit point is generally a “named” waypoint, on or close to the FIR boundary where the aircraft leaves the last oceanic control area. Note: Routes involving more than one OCA may result in multiple Oceanic Entry and Exit Points.
The section that used to deal with the Data Link Mandate implementation (§1.8) now just says it has been implemented. Specificially: "The NAT Data Link Mandate (DLM) requires aircraft to be equipped with, and operating, CPDLC and ADS-C in the NAT region. Currently, the mandate incorporates FL290 to FL410 inclusive." Yes there are exceptions which can be boiled down to three areas: North of 80° North, the New York East FIR, and places where you have ADS-B and VHF voice communications. The are some other exceptions in §1.8.3, but they are narrow.
§8.5.10 formalizes the inclusion of SLOP in tenths of a mile.
§10.1 notes that ADS-B coverage exists throughout the NAT but that is is only mandated on Routes Tango 9 and Tango 290.
Updated: 05 Feb 2020
The "Quad 4444" maneuver for oceanic contingencies still applies for most of the world, but there is a change for the North Atlantic. See: Oceanic Contingencies.
As of: 28 Mar 2019
The requirement to issue an assigned fixed Mach to all flights has been removed from NAT SUPPs (ICAO Doc7030), however, due to the technical design of the ACARS Clearance (CLX) message and NAT Air Navigation Service Providers (ANSP) application of longitudinal separation using the Mach number technique, nearly all oceanic clearances issued to turbojet aircraft in the NAT Region include an assigned Mach. If any variation to the assigned Mach is desired, flight crews must request such changes from ATC.
All aircraft, regardless of FANS equipage, will be eligible for the application of OWAFS in both ATS surveillance and non-surveillance airspace. Oceanic clearance procedures will remain unchanged. A fixed Mach will continue to be part of the oceanic clearance. ATC may remove the speed restriction via voice or CPDLC by issuing "Resume normal speed" instructions.
If the aircraft then receives RESUME NORMAL SPEED (via CPDLC or Voice), the flight crew no longer needs to comply with a previously issued Mach. However, the flight crew shall advise ATC if, as the result of the RESUME NORMAL SPEED message, they intend to adjust their speed by plus or minus Mach 0.02 or more from their last assigned speed.
See: Mach Number Technique.
As of 12 Jul 2019
For future editions of this manual, this will generate a change to Section VIII, Chapter 4, Altimetry (Metric).
Updated: 27 Feb 2017
HKCAD (Hong Kong Civil Aviation Department) is now enforcing a November 2015, requirement that Operators possess State Authorization (LOA or OpsSpec) to exercise RNP1 within the Hong Kong FIR (VHHH), the whole of which is RNP1. "PRNAV authorizations", for now, will not be acceptable means of compliance for RNP1. Greatest effect is upon FAA Part 91 Operators since the FAA currently does not issue C063 to private operations. Bermuda and Cayman registered aircraft have access to and may already possess RNP1 Authorization. Operators of US / FAA aircraft or of other States / Flags should check their approvals before entering or transiting the VHHH FIR.
For future editions of this manual, this will generate a new chapter in Section III, Navigation.
Updated: 17 Apr 2016
This from the Flight Service Bureau
For future editions of this manual, this will generate a new chapter.
The EU added subcategories to the already established Medium and Heavy categories to come up with new distance and time separation criteria. While filing codes are the same, aircraft are separated on departure and approach based on the categories light, lower medium, upper medium, lower heavy, upper heavy, and super heavy. More about this here: Wing Tip Vortices / EU Wake Turbulence.
For future editions of this manual, this will generate a new chapter in the Appendices.
Most manufacturers first adopted the position that you should not use GPS whenever operating in a non-WGS-84 country, even when en route. In April 2016 Honeywell officially amended their position to say you should use it while en route, you can use it while flying a radio-based approach provided the underlying navaid is tuned and monitored, but you may not use it for a RNAV GNSS approach in non-WGS-84 airspace.
For future editions of this manual, this will generate a change to Seciton VIII, Chapter 40, World Geodetic System-84.
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