Before you venture beyond your country's borders you need to ensure:
You should run this checklist before you start international operations and at least once every year to make sure everything is up-to-date and nothing has changed in the list of requirements.
Everything here is from the references shown below, with a few comments in an alternate color.
There are things you are required to have by regulation and others that you should have, depending on where you are going. Here is my list just to get you started:
If you are going someplace that regularly handles your aircraft type, then maybe you don't need this. Otherwise, you should consider bringing one. Remember to consider all of your alternate, ETP, and ETOPS airports too.
An ELT is not specifically required by to fly oceanic, but you will find requirements for most operators in many locations around the world. See: Emergency Locator Transmitters (ELT).
If your location will be dispensing fuel from 50 gallon drums or a fuel truck caked in rust, you may want a fuel sample kit.
You have CPDLC and SATCOM and both can be used to make position reports. But you still need an HF radio in controlled airspace when out of the range of VHF communications. More about this: HF.
SATCOM might be required in some regions when using Controller Pilot Data Link Communications.
More about this: CPDLC.
Certainly not required, but nice to have.
The documentation required for a trip will obviously vary by location and route of flight. Here are a few things you should consider for every trip:
More about this from a G450 perspective: G450 Noise Abatement Procedures.
The advisory circular notes "a temporary registration certificate is not acceptable for international travel," but some countries will accept a "fly wire," or equivalent. You have to ask to find out.
The aircraft's most recent flight and aircraft log usually suffices, but some countries may require much more. Once again, you need to ask.
Not many countries require this but some do. If you aren't traveling with the person who owns the aircraft or is somehow identified on the registration, you might need to consider this.
Insurance paperwork can be problematic, it should be a question you ask prior to traveling any place new.
More about this: Insurance.
This requirement comes from the 1944 Chicago Convention and is further explained in ICAO Annex 6, Part I and ICAO Annex 6, Part II. A journey logbook could be your aircraft flight and maintenance log, provided it contains all the necessary items.
This is explained here: Journey Log Book.
If you operate internationally, you probably need an MEL and cannot get by with an MMEL. More about that: Minimum Equipment Lists (MELs).
This is the aircraft radio station license.
Depending on where you are flying, you may need:
Each of the operational approvals shown above have specific training requirements and some countries and airports have their own specific training requirements. You need to check with the country's Aeronautical Information Publication, the Jeppesen Airway Manual, or with your international service handler to be sure. Also consider:
Keep in mind that ICAO medical classes are slightly different and the valid dates are not like they are in the United States. The expiration isn't at the end of the sixth month following examination for a Class 1 Medical for example. (A medical completed on the 12th day of the month, for example, shall remain valid until the 12th day of the month of expiration.) Further, the 6 month / 12 month / 24 month expirations cannot be simply tied to the type of license or operation. See: ICAO Annex 1, ¶1.2.5.
While this isn't required flying within the United States, ICAO Annex 6, Part I, requires that one member of the flight crew hold a valid radio telephone operator's license. Keep in mind that Part I only constrains commercial operators but SAFA inspectors are instructed to check this for non-commercial operators as well.
There isn't much written about this but I have asked U.S. FAA and EASA SAFA inspectors and they have agreed that you can go paperless on everything except: Aircraft Registration, Airworthiness Certificate, Pilot's License, Pilot's Medical. Everything else can be electronically available. Keep in mind that the more quickly you can produce the document, say on your iPad, the more quickly the inspector is likely to move on.
ICAO Annex 1 - Personnel Licensing, International Standards and Recommended Practices, Annex 1 to the Convention on International Civil Aviation, Twelfth Edition, July 2018
Advisory Circular 91-70B, Oceanic and International Operations, 10/4/16, U.S. Department of Transportation
ICAO Annex 2 - Rules of the Air, International Standards, Annex 2 to the Convention on International Civil Aviation, July 2005
ICAO Annex 6 - Operation of Aircraft - Part I Commercial Aircraft, International Standards and Recommended Practices, Annex 6 to the Convention on International Civil Aviation, Part I, Eleventh Edition, July 2018
ICAO Annex 6 - Operation of Aircraft - Part II General Aviation, International Standards and Recommended Practices, Annex 6 to the Convention on International Civil Aviation, Part II, Tenth Edition, July 2018
ICAO Doc 7030 - Regional Supplementary Procedures, International Civil Aviation Organization, 2 2008
Jeppesen Airway Manual
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