338 INTERNATIONAL FLIGHT PLANNING HANDBOOK(U ...facilitate planning for international flights. The handbook is developed-' in four chapters covering 1) an overview of the international

RD-Ai56 338 INTERNATIONAL FLIGHT PLANNING HANDBOOK(U) AIR COMMAND 1/1 IAND STAFF COLL MAXWELL AFB AL H J GARVIN APR 85RCSC-85-8915

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STUDENT REPORT <INTERNATIONAL FITTHT PLANNING 44

DISCLAIMER

The views and conclusions expressed in thisdocument are those of the author. They arenot intended and should not be thought torepresent official ideas, attitudes, orpolicies of any agency of the United StatesGovernment. The author has not had special .access to official information or ideaq andhas employed only open-source materialavailable to any writer on this subject.

This document is the property of the UnitedStates Government. It is available fordistribution to the general public. A loancopy of the document may be obtained from theAir University Interlibrary Loan Service(AUL/LDEX, Maxwell AFB, Alabama, 36112) or theDefense Technical Information Center. Request

* must include the author's name and completetitle of the study.

This document may be reproduced for use inother research reports or educational pursuitscontingent upon the following stipulations:

-- Reproduction rights do not extend toany copyrighted material that may be containedin the research report.

-- All reproduced copies must contain thefollowing credit line: "Reprinted bypermission of the Air Command and StaffCollege."

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-- If format modification is necessary tobetter serve the user's needs, adjustments maybe made to this report--this authorizationdoes not extend to copyrighted information ormaterial. The following statement must $accompany the modified document: "Adaptedfrom Air Command and Staff Research Report

(number) entitled (title) by(author)

-- This notice must be included with anyreproduced or adapted portions of thisdocument.

• • - ° . . .. i

MAJOR~~~C GAYG.RCKTSUA

14AJR HRODM RYANJI UAF

REPORNUMBR 85-0915ITTILEINERATONL LIHTPLNNNGHADBO

MAR L GAR GL 36112TS USAFT

MAJOR~~JU 1AOL11985A, SA

FACLT AVIORMAJR ONLDF.SAN, CS/EO B

I INr .IA. T FT_ nSACURITV CLASSIFICATION OF THIS PAGE

REPORT DOCUMENTATION PAGEis REPORT SECURITY CLASSIFICATION lb. RESTRICTIVE MARKINGS

UNCLASSIFIED2.. SECURITY CLASSIFICATION AUTHORITY 3. DSTRIBUT RftM2b, DECLASSIFICATION/DOWNGRAOING SCHEDULE Approved A p reles

Dintrbutim Unlimi t d

4. PERFORMING ORGANIZATION REPORT NUMBER(S) 5. MONITORING ORGANIZATION REPORT NUMBER(S)

85-09156a. NAME OF PERFORMING ORGANIZATION b. OFFICE SYMBOL 7. NAME OF MONITORING ORGANIZATION

(If applicable)

,'." ACSC/EDCC

6c. ADDRESS (City. State and ZIP Code) 7b. ADDRESS (City. State and ZIP Code)

Maxwell AFB, AL 36112

g.. NAME OF FUNDING/SPONSORING Bb. OFFICE SYMBOL 9. PROCUREMENT INSTRUMENT IDENTIFICATION NUMBERORGANIZATION (if applicable)

k. ADDRESS (City. State and ZIP Code) 10. SOURCE OF FUNDING NOS.

PROGRAM PROJECT TASK WORK UNITELEMENT NO. NO. NO. NO.

11. TITLE (Include Security Clauaification)

-. INTERNATIONAL FLIGHT PLANNING HANDBOOK

12. PERSONAL AUTHOR(S)

Garvin, Honi J., Major, USAF; Ricketts, Gary G., Major, USAF;13. TYPE OF REPORT 13b. TIME COVERED 14. DATE OF REPORT (Yr.. Mo.. Day) 15. PAGE COUNT

F ROM TO. 1985 April 6716. SUPPLEMENTARY NOTATION

.-.. ITEM 12: Ryan, Harold M., Major, USAF

17. COSATI CODES 18. SUBJECT TERMS (Continue on reverse if necesary and identify by block number)

FIELD GROUP SUB. GR.

S 19. ABSTRACT (Continue on reverse if necessary and identify by block number)

This handbook has been developed tb instruct pilots and navigators on

basic planning procedures and operations within the international

environment. It provides a consolidated source of information tofacilitate planning for international flights. The handbook is developed

-' in four chapters covering 1) an overview of the international environemnt,

followed by checklists with item-by-item amplification of 2) pre-flight

planning, 3) enroute operations, and 4) services and facilities at foreign

destinations...,

20 OISTRIBUTION/AVAILABILITY OF ABSTRACT 21. ABSTRACT SECURITY CLASSIFICATION

UNCLASSIFIED/UNLIMITED 11 SAME AS APT. DTIC USERS C UNCLASSIFIED

22s. NAME OF RESPONSIBLE INDIVIDUAL 22b TELEPHONE NUMBER 22c OFFICE SYMBOL(include .A na Code).

ACSC/EDCC Maxwell AFB, AL 36112 (205)293-2483

OD FORM 1473,83 APR EDITION OF 1 JAN 731S OBSOLETE - NC' q5T FT FpSECURITY CLASSIFICATION OF THIS PAGE

"........................................................''........'..-.-.'..-...'......-......'..'"....

-- PREFACE

Based on Strategic Air Command's (SAC) potential forworldwide deployment, the SAC Ins -ument Flight Course (SIFC),Castle AFB, CA, identified a need to instruct pilots andnavigators on planning procedures and operations within theinternational environment. This handbook was developed as aresult of this need. Exposure to the information contained inthis handbook will help prepare SAC pilots and navigators forinternational operations and provide increased confidence to dealeffectively with contingencies that might occur.

-, The purpose of this handbook is to provide a consolidated* source of information to facilitate planning for flights within

international airspace. Additionally, it will act as a guide andreference source to the numerous publications and regulationsassociated with international operations.

To present the information in an easily understandable man-ner, the handbook has been divided into four chapters based on achronological need of the information. Chapter One contains anoverview of the international environment relative to that of the

d CONUS. Chapters Two through Four contain checklists and item-by-item amplifictions of pre-flight planning. enroute operations andavailable services and facilities at foreign destinations.

Implementation of this handbook will be determined by SAC/DOT. Although the book lends itself to phasing at any pointduring aircrew training, it is desired that this handbook beintroduced as early as possible into the training curriculum.Early introduction of this handbook will lead to increasedfamiliarity and a better understanding of operations within theinternational arena. Additionally, it will provide aircrews witha handy source of reference to the many documents concerninginternational flight planning.

Development of this handbook is based on a great deal ofinternational operations experience by its authors. Althoughindividual biographies located in this handbook contain specificbackground information, it should be noted that they have amassedover 14,000 flying hours, most of which consist of internationaloperations. Their global experience represents missions to everyregion of the world including communist block countries.

iii

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____________CONTINUED

This handbook was compiled using the references listed inthe bibliography. For additional and more detailed informationconcerning specific data contained in this handbook, refer to theappropriate referenced document. This guide will be publishedand distributed after review and approval of its contents by theSAC Instrument Flight Course Division (DOI), Castle AFB, CA.Additional copies may be obtained by writing ACSC/EDCC Maxwell

SAFB, AL 36112.

This handbook is not intended to conflict with any Air Forceregulations, DOD publications or civilian manuals. If a conflictshould arise, the appropriate regulation, manual or applicable

- directive will supercede this handbook.

The authors would like to acknowledge the efforts of theSIFC at Castle for their support, and Major Ron Sams, ACSCFaculty Advisor, for his tremendous time and assistance indeveloping this handbook.

iv

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-- a .. < CONTINUED-

ABOUT THE AUTHOR

Major Honi J. Garvin is a senior pilot most recently assignedto the 1st Military Airlift Squadron, 89th Military Airlift Wing,Andrews AFB, Maryland as a C-140 instructor pilot and C-6 pilot.As a special missions pilot he commanded missions in directsupport of the President and Vice-President of the United States,Cabinet and Congressional members and other national and interna-tional leaders. Prior to the assignment with the 89th MAW, heflew C-130s at 6594th Test Group, Hickam AFB, Hawaii, makingaerial recoveries of deorbited vehicles; the 17th TAS, ElmendorfAFB, Alaska, flying ski equipped aircraft onto the Greenland IceCap; and AC-130 gunships, 16th SOS, Ubon RTAB, Thailand duringthe SEA conflict where he was awarded the Distinguished FlyingCross and five Air Medals for combat missions flown. He receivedhis wings in August 1972 at Laredo, Texas.

Major Garvin graduated from the US Air Force Academy in 1971with a Bachelor of Science in Engineering Management. He earneda Master of Arts in Personnel Management from Central MichiganUniversity in 1980. He has completed Squadron Officer School andAir Command and Staff both by correspondence and in residence.

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_ _ _ _ _ _ ABOUT THE AUTHOR ....

Major Gary G. Ricketts possesses a Senior Pilot rating. His

most recent assignment was as the Officer in Charge of the 1st

MAS Operations Center and an Instructor Pilot, 1st Military Air-

lift Squadron, 89th Military Airlift Wing, Andrews AFB, Maryland.

As a special missions instructor pilot, he conducted numerous

missions in support of high level governmental and military

leaders including Cabinet and Congressional members, senior mili-

tary leaders, and many other prominent national and international

dignitaries. Prior to his assignment to Andrews, he was an

Assistant Professor of Aerospace Studies at the University of

South Carolina, Columbia, South Carolina. Previous to this

assignment, he spent six years at McGuire AFB, New Jersey, as an

- Instructor Pilot/Flight Examiner in the C-141A assigned to the

30th Military Airlift Wing and as a Duty Controller with the

438 Military Airlift Wing Command Post. He attended under-

graduate pilot training at Vance AFB, Enid, Oklahoma, and

received his wings in July of 1972.

Major Ricketts received his Bachelor of Arts degree and

Masters of Science degree in Mathematics in 1970 and 1971

respectively from the University of Arkansas. He received his

commission through AFROTC in June 1970. He completed Squaqron

Officer School in residence in 1976. He completed Air Command

and Staff College (ACSC) by correspondence in 1982, and he is

currently a resident student at ACSC, Class of 1985.

tv

I ?vi

[ ." ..

_ _"_ABOUT THE AUTHOR

Major Harold M. Ryan is a Senior Pilot. His most recentassignment was as the C-140B Flight Commander and FlightExaminer, 1st Military Airlift Squadron, 89th Military AirliftWing, Andrews AFB, Maryland. As a Special Missions FlightExaminer he commanded many missions in direct support of thePresident and Vice President of the United States, Cabinet andCongressional members and numerous other prominent national andinternational leaders. Prior to his Andrews AFB assignment, hewas stationed at Castle AFB, California, as an Instructor Pilotand Standardization/Evaluation Pilot for SAC's Combat CrewTraining School. Previous to this he was assigned to Loring AFB,Maine, as a KC-135A Standardization/Evaluation Pilot for the 42ndBombardment Wing. His initial flying assignment after undergrad-uate pilot training at Laredo AFB, Texas, was as an AircraftCommander in the C-123K assigned to the 51st Air Base Wing atOsan Air Base, Republic of Korea.

Major Ryan received his Bachelor of Arts degree in Historyfrom the University of West Florida in 1969 and his Master ofScience degree in Systems Management from the University ofSouthern California in 1976. He was commissioned on 11 March1970 through Officers Training School. He completed SquadronOfficer School by residence and correspondence. Air Command andStaff College and the National Security Management course from

- the National Defense University were both accomplished throughcorrespondence. Currently, he is a resident student at the AirCommand and Staff College, Class of 1985.

vii

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___________TABLE OF CONTENTS -

*.Preface......... .. .. .. ... .. .. .. .. .. .. .. 1.About the Author . . . . . ... .. ... .... v

CHAPTER ONE - INTERNATIONAL AIR TRAFFIC CONTROL STRUCTUREIntroduction .. .. .. .. .. .. ... .. .. .. 1-1Structure .......................... 1-1Operations Within The InternationalStuur....1-ICAO Regional Chart (Figure 1).................1-4

CHAPTER TWO - INTERNATIONAL FLIGHT PLANNINGIntroduction . . . .. .. .. .. .. .. .. ..... 2-1The Checklist . . . . .. .. .. .. .. .. .. .. 2-2Amplified Checklist . .. .. .. .. ... .. .... 2-4

CHAPTER THREE - INTERNATIONAL FLIGHT PLANNING CHECKLISTAN INFLIGHT GUIDEIntroduction . ....... 3-.The Inflight Checkist.......... ....-Amplified Inflight Checklist..................3-3

CHAPTER FOUR - INTERNATIONAL FLIGHT PLANNINGFACILITIES AND SERVICES

Introduction..... .. .. .. . .. .. .. .. .. .... 4-1The Checklist . . . . . . . . . . . 4-2Amplified Checklist . ......... 4-3

Bibliography . . . . .. .. .. ... .. ... .. .. B-1Appendices . . . . . . .. .. .. .. .. .. .. ..... A-1

Appendix A - US Customs Form 7507: General,-Z-Declaration . . . . . . . . . . . .A-2

* Appendix B - Fom1854:' US'Customs*AccompaniedBaggage Declaration......................A-S

*Appendix C - AF Form 15: USAF Invoice ......... A-8Index......................... .. .. ...... . .. .. .. . ...

viii

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Chapter One

INTERNATIONAL AIR TRAFFIC CONTROL STRUCTURE

INTRODUCTION

The system which supplies air route traffic control world-wide is similar in design to the established Air Route TrafficControl Center (ARTCC) system within the CONUS. The purpose ofthis chapter is to provide a broad overview and an understandingof the international air traffic control system structure andfamiliarize the aircrew member with aircraft operations withinthe international environment.

STRUCTURE

There are eight designated International Civil Aviation* -. Organization (ICAO) regions throughout the world. (Figure 1-1)

Within these regions, there are individual sectors which areresponsible for air traffic control. To equate this to a struc-ture with which you are familiar, envision the entire ARTCCwithin the CONUS as a region. The region is further divided intoa number of areas called centers. Within each center there areindividual sectors and controls which supply separation andflight following. The ICAO regions are divided into sectorsreferred to as FIRs (Flight Information Regions) and UIRs (UpperFlight Information Regions). FIRs and UIRs would equate tocenters within the CONUS ARTCC system. The difference between anFIR and a UIR is the area of coverage. UIRs often incorporatemore than one FIR. The upper altitude limit of an FIR is usuallythe base of the UIR. (3:6-2) This relationship is similar to thedivision of CONUS centers above and below FL240. Within theFIRs, there are separate areas of control which supply ATC serv-ices for specific geographical areas such as special use 3irspace,Area Control Centers, and airport traffic areas.

*Unlike ARTCCs within the CONUS, the majority of the airspacet':ldghout the world is a non-radar environment, Control withinth- various FIRs is accomplished by position reporting, trueT-spaed control and altitude separation. Therefore, aircrftseparation is greater than operations within a radar enviro:..en:.The service is provided by the ICAO member nations which ha e

.. - ... " . .

jurisdiction over a specific region. The various FIRs are con-nected in much the same way that centers within the CONUS ARTCCsystem are connected. Therefore, a handoff of a flight will beeffected prior to entry into an adjoining FIR or UIR. Once aflight plan has been filed, the information is passed to all theFIRs and regions in which the flight will operate. Each controi-ling agency will have a strip on the flight containing all perti-nent information found on any CONUS flight plan. (19) Clearcnte,control and separation from other known traffic will be prov:.. 1based on the information given in position reports to the vF- . uscontrollers. Other than U.S. charts, frequencies and contro~ingagencies are provided on the enroute charts adjacent to theairways which they control. Additional information on theseagencies is provided in the appropriate IFR Supplement as well asthe Flight Information Handbook. It is important to comply withrequired reporting procedures outlined in FLIP to insure properaircraft separation. NOT ALL AIRCRAFT WITHIN INTERNATIONAL AIR-SPACE OPERATE UNDER POSITIVE CONTROL. Due to national securityreasons and nature of various operations, such missions will beoperating unannounced with "Due Regard" to other aircraft withinthe area. There is nothing within ICAO regulations which prevent,restrict or curtail operations of this nature. (3:6-1) Therefore,it is essential to clear at all times.

With the preceding in mind, the significance of Chapter One,AFR 60-16 is now underscored.

US Air Force aircraft are operated on a world-widebasis under rules and procedures that may involve manystandards and conflicting requirements. Although ICAOhelps to standardize and regulate international civilaviation, ICAO members are not forced to follow itsStandards and Recommended Practices (SARPs). Each mem-ber nation must make known any ICAO procedure it takesan exception to and publish its alternate procedure.What the member nation does in modifying, rejecting orconforming to ICAO standards constitutes that nation'srules of the air. The Air Force supports the activitiesof ICAO and, military mission permitting, complies withICAO SARPs in international airspace over the high seas.

Each nation prescribes those rules which apply tooperating ae.rcraft in its sovereign airspace. For infor-"1;i: ion on the changing requi-rements of a sipgle ICAOmember that are more restrictive than the proceduresthat are outlined in AFR 60-16, one must. refer to theappropriate Area Planning section of the Flight Informa-tion Publication (FLIP) Planning document. (10:1-1)

I - 2

4- - • - ' " : - - . . ,' - - , . , , . .

OPERATIONS WITHIN THE INTERNATIONAL STRUCTURE

FLIGHT PLANNING DOCUMENTS O

1 r h 1 th e eight ICAO regions spanning the earth has a setof FLIP documents that includes an IFR Supplement, High & LowEnroute Charts and Terminal Instrument Approach Procedures. Addi-tionally, each region has one section of FLIP Planning dedicatedto information pertaining to operations within that specific region.It should be noted, not all instrument approach procedures andflight planning guidance within the various regions are incorporatedin the FLIP documents. Instrument Approach Procedures not con-tained in the DOD publications can usually be obtained commercially,(i.e., Jeppesen) or through other MAJCOMs whose flights frequentthe area. Air attaches attached to embassies located in thecountry to which a mission may operate can also provide informationof this nature. WHEN PLANNING A FLIGHT, INSURE THAT ALL REQUIREDPUBLICATIONS NEEDED FOR THE EXTENDED MISSION HAVE BEEN OBTAINEDPRIOR TO DEPARTURE. (10:2-1)

COMMUNICATIONS

Radio communications within international airspace are simi-lar to operations within the CONUS. Over certain geographicalareas, control will be in a positive radar environment using UHFand VHF communications as the primary means of contact. Throughother areas, the high frequency (HF) radio will be needed. Insurethat all required radios and navigational equipment are operationalbefore departure.

SUMMARY

Control of flights internationally is provided by various* agencies within eight different ICAO regions that span most of

the world. These regions are broken down into various informa-tion regions with certain agencies responsible for control of Laircraft within their specific region. Operations through thesEregions are similar to operations within the CONUS. Six completesets of FLIP documents cover aircraft operations. Additionalinformation can be obtained through other sources. Differentflight planning and communication procedures apply when operatingwithin fie international environment. With a little effcrt,mastery of these differences can be accomplished in minimum time.Expanded information will be provided within this handbook.

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Chapter Two

INTERNATIONAl. FLIGHT PLANNING

INTRODUCTION

This chapter is divided into two sections. The first sectionis a quick reference checklist while section two is an expandedexplanation of each item contained in the checklist. Internationalflight is generally governed by (ICAO) rules. These rules arebinding on civil aviation only; however, military aircraft areexpected to avoid conflicting with national regulations. (5:5-1)The following checklist will carry you through the appropriatephases of preflight planning in a logical order to insure compli-ance with international flight rules. Its organization will helpstructure your research to cover required areas while avoidingduplication of effort. It will familiarize you with the informa-tion required as a crewmember to prepare for an international

* mission.

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INTERNATIONAL FLIGHT PLANNINGTHE CHECKLIST

A. Preflight Planning1. Determine Destinations, Routing, Distances ...T. ,s2. Flight Planning Publications

a. Enroute Supplement(1) Weight bearing capacity(2) Fuel(3) AGE equipment(4) Available alternates(5) Zulu time deviation

b. Section II Flight Information Publication (FLIP "AP/2")(1) General(2) Visual Flight Rules (VFR)(3) Instrument Flight Rules (IFR)(4) Altimeter setting procedures(5) Position reports(6) Vertical separation(7) Flight planning differences(3) Route and area restrictions

c. Foreign Clearance Guide (FCG)(1) Aircraft entrance requirements

(a) Clearance requirements(b) Address for clearance request(c) Clearance lead time requirements(d) Aircraft content and cargo clearance(e) Route/Flight restrictions(f) Airports of Entry (AOE)

(2) Personal entrance requirements(a) Clearance requirements(b) Clearance request addressee(c) Clearance lead time requirements(d) Content of request(e) Identification credentials(f) Immigration/Customs/Agriculture/Disinsection

[1] General[2] Customs & Immigration(3] Permit to Proceed

[41 Agriculture requirementsS•[51 Insect and pest control (Disinsection)

(g) Immunization requirements

(h) Uniform restrictions(3) Additional information

(a) Attache office staff(b) Clothing recommendations(c) Currency restrictions(d) Customs regulations(e) Health precautions(f) Travel and special restrictions(g) Transient accommodations(h) Special Per Diem

2-2

(4) Msa ge Pea r a tiUnd. Ma ps a nd C:hart s

(I) Restricted/Warning areas(2) Suitable alternates(3) Instrument approach procedures and navigational aids(4) SIDs/IFR departure procedures

3. CON/NAy KITSa. Authenticatorsb. Publications

4. Life Support Equipment.

B I. Fi I ingI. Flight plan/clearance lead time2. International NOTAMs3. Weather alternate/holding outside CONUS4. Fuel requirements5. Aircraft security6. Flight plan validation

2-3

INTERNATIONAL FLIGHT PLANNINGAMPLIFIED CHECKLIST

A Preflight Planning

1. Determine Destinations, Routing, Distances, ETAs -- Whluplanning an international mission, it is essential to know desti-nations, routing, distances and ETAs. To avoid confusion, ftrstdetermine destinations, then routing, followed by distances an-'.ETAs in that order. This information will be used as referen.>..in all subsequent flight planning.

2. Flight Planning Publications

a. Enroute Supplement -- As the name implies, itsupplements FLIP and is a handbook for easy storage. it isdesigned for use with the geographically corresponding DODEnroute Charts and the Flight Information Handbook (FIH) which -includes all the typical information found in the US enroutesupplement. Check inside front cover for "Special Notices" con-cerning new requirements or major modifications of existingFLIPs.

(1) Weight Bearing Capacity -- Consider the heaviestpossible weight at arrival to insure the airfield is stressed foryour type aircraft and weight.

(2) Fuel -- Insure the correct kind of fuel isavailable at the destination and that you understand methods ofacceptable payment. (See Appendix C) An advance phone call maypay dividends.

(3) AGE Equipment -- If your aircraft requires apower cart for preflight, engine start or extreme temperatureoperations, insure that intended destinations have suitable AGEavailable.

(4) Available Alternates -- Once you identify quali-"* fied alternates enroute or at destination, review above items in

• order to prioritize their usefulness.

(5) Zulu Time Deviation -- Convert all. mission timeto both toca I and zulu date/time groups. Send these time groups "%in messages, i.e., 21/1500Z/21/10001,. This prec I udes errors ini nt , r pretat ion of ETAs , etc. , since a I I f ight plan Li mes are i i

, z u 11 u."

b. Section II Flight Information Publication (FLIP "AP/2").FLIP Area Planning is divided into three major theaters coveringthe globe EXCEPT "HE USSR. Area Planning Theater I covers North& South America (IHS); Theater 2 covers Europe, Africa, and Middle

2 -4

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* S. * ~. * . - . . . * * * * . . . . . . . . . ' .. .

East; Theater 3 covers the rest--Pacific, Australia, and Antarc-tica. The information for these area planning theaters arepresented in identical format. Chapter 1 of each theater sectioncovers general information. Information for each ICAO region is1)u1)l ished in subsequent chapters. This ICAO regional informat ion

i i I h , . i i )l ;; A - -;11) 1 1 I b I s p 111 ) l invi l ;i r y d t;I , I 'I II ; I wil I 1 I i1 ,' h I g i nl, C--inl()rmall ion l I i I v i (I l l. I na I (iis.

I CAt) -g ions ( on t in ii cccss, r y f I ight planning inlormant ion anididdress;, IFR, VFR, altimeter settings, position reporting, andvertica[ separation. Research all information pertaining to eachcountry of intended overflight or landing. IT IS EASY TO IGNORE,BUT SIMPLE DIFFERENCES IN IFR, VFR, ALTIMETER TRANSITION ALTITUDES,ETC., CAN CAUSE MAJOR INTERNATIONAL INCIDENTS IF NOT FOLLOWED.

(1) General -- This section contains pertinent thea-ter information to include VFR, IFR, altimeter setting proce-dures, position reporting and vertical separation just as in theregional sections. Also, applicable flight planning, clearances,hazards, restrictions and additional information are found here.The following items two through six will always be addressedwhether or not they differ from US procedures.

(2) Visual Flight Rules (VFR) -- Check Chapter I forg nieril information applicable to the entire theater. Also check;ilplpilopr i,,ie counry or IilR/LITRs of intended flight for specifi(V I.R -'1 i ) ( ( i re s

(3) Instrument Flight Rules (IFR) -- Same as VFR.

(4) Altimeter Setting Procedures -- This sectionindentifies which type of altimeter setting, QNH, QFE, or mili-bars. etc., is used and location of transition levels (going up)and transition altitudes (coming down). QFE altimeter settingsand transition level/altitude are found in the Enroute Supple-ment, Section C, (Theater flight data and procedures), for quickreference in flight.

(5) Position Reports -- Refer to Item 6, page 3-5 ofthis handbook.

(6) Vertical Separation -- The general theater pro-cedie r.s will rerer you to appropriate FIR/UIR procedures if theydilf:,r y regions in the theater. Altitude restricions similar,(. oc- hemispheric altitudes and other rules pertaining to verti-* - _:. p a, ra, ion wil I be found in this section.

(7) Flight P.lanning 1)i fferences -- E-c'Ii c oun..-y mi'yS.v, iIil'jit planning procedures section following the ver -* 'plr,l ion section. If so, this section is extrrme'y _H lists imnort.init items to consider while plar.ning a il ,jv ,r that pi.rt.cular country.

2 -5

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,or security reasor'-, many countrik.s r e.;t ii ct i nter n a L i n d

arrtvals and departure.- to sp( ified routes. If any restri t i,',apply to a gi vcii dcst ini:tion. t hi' rout ings may !- found in IhFC(; or its c lassif ied supple(ient Somet imes, these restrit t iuo!;are iemporary and will be posted iii Notice to Airmen (NOTAMs).WhaLever the case, aircraft commanders should file accordinglyand insure proper navigational tolerances. FAILURE TO COMPLYCOULD BE PHYSICALLY DISASTROUS.

(8) Route and Area Restrictions -- Any restricl r-pertaining to the area or routes through the area will be pun-lished here.

c. Foreign Clearance Guide (FCG) -- The FCG is the basicsource of information pertaining to USAF international operetions.policies ard procedures. You must comply with !:he FCC in planning,cargo movement and travel. It is directive for aircraft enteringor overflying foreign nations. To use it, review the first sec-tion "General Information." Then, refer to the section pertainingto the area of intended overflight/destination. The "CountryIndex To Area Booklets" will direct you to the appropriate section.Each country's section will be divided into three informationareas; i) A/C clearance requirements, 2) Personnel entrancerequirements, and 3) General Briefing information.

(1) Aircraft Entrance Requirements -- If any of thefollowing items are not listed for a country of interest, thenthey do not apply.

(a) Clearance Requirements -- This section willtell you if information is located in classified FCG, if diplo-matic clearance is required and what type overflight/landingclearance w ill be granted.

(b) Address for Clearance Pequest -- Lists

-. addressees for message traffic, mail and commercial telephone andautovon numL r s.

(c) Clearance Lead Time Requirements -- This isone of the f irst things to check to allow sufficient lead timefor clearance receipt. If time is critical, a "short noticediplomat ic c ledrance" c an be obtained. For more informationrefer to i tevn A2 (4) in this chapter.

(d) Aircraft Content and Cargo Clearance --Content and Cargo (learance requirements vary with each country.Cargo clearance requirements are listed in the FCG under individ-ual countries. Cargo ( learance requests are prepared in ac ord-ance with AFM 7)-I and related MAJCOM directives. (14:28-1) Thislist should he 1( 1 uded in the original message traffic preparedbefore depart ure. Receipt of proper country clearance or

2 - 6

[ . . . . . .. -

(liplom;t i( clearance is all that is required. However, it is theo r nsl :;i )i I it y o l I he' ;i rc r lt commander to i nsure t hat proper

lea 1ii(es ire re((,eived and no restri t ions apply to ai rcrultSontent s.

(e) Route/Flight Restrictions -- Restrictionsmay re(uire significant changes to route of flight, therefore, itp;iy; to plan for them early in the flight planning stages. Routeaind fI ight restrictions may be classified. If so, the FCC will.1 lir(,( I you to its classified portion. Other sources which may

ni l iomt e restri c i ons are DOD/FAA NOTAMs. Call the closestFl iglI Service Station for FAA NOTAMs.

(f) Airports of Entry (AOE) -- There are onlycertain designated airports within each country in which flightsmay arrive and depart internationally. These airports are listedby country within the FCG. They include civil and military air-fields. DO NOT ARBITRARILY USE A USAF OPERATED BASE IN FOREIGNCOUNTRIES FOR ENTRY UNLESS IT IS LISTED IN THE FCG AS AN AOE. Inorder for individual countries to protect their security andsovereignty, it's necessary to restrict and control debarkationt, designated airfields. These designated airfields are equippedwith the necessary services such as agricultural, customs andimmigration inspection which are required for arrival and some-times departure from individual countries. AOEs usually offer avariety of services which can support most aircraft operations.Tlhes' airfields and associated navigational aids are geared to: support most types of aircraft. For US Government aircraft,ther, -an be addit ional airfields used as AOEs not designated int ; F(C',C. With conturrence of the host government, certain air-f ield. other than those listed in the FCG can be used for inter-national flights. Authorization to use these facilities isobtained through higher headquarters. Confirmation to performflight to and from any of these airfields is granted by approvedAircraft Clearance or Diplomatic Clearance. (15:12) Remember tolist clearance numbers in the remarks section of the internationalflight plan because failure to do so may cause delays. Theclearance nambe: will be a specific clearance number cited in theclearance message, or, if no such number is assigned, thedate/time group of the clearance message will suffice. Simplyput "RMK/clearaace number " in flight plan remarks section.FAILURE TO OBTAIN PROPER CLEARANCES MAY RESULT IN AN INTERNATIONALI NC I DFNT .

11[)p.n ret-rn to the CONUS, authorized AOEs .nclude:

) :,_ ar foreign clearan(e base sI5 Ced in IFRI .ppl::, nder he airpart "service legend as "AO'" (airport

eri t y)

2 - 7

2) Special foreign clearance bases in A.hich pricr author-ization has been approved by MAJCOM in support of specific mi i-tary operations as listed in the FCG North and South Americaunder the United States Section V.

3) Any civil airport listed in the IF- Supplement asdesignated point of entry or an AOE. (15:3)

4) A comprehensive list of these airfields ctn be f,, ndin the FCG North and South America under the United StatsSections IV aqd V.

To avoid delays, insure that required customs and services areavailabi? during scheduled times of arrival. This informationcan be found in the IFR Supplement. If possible, reconfirmava-'_bility orior to departure by phone call to destination.

(2) Personal Entrance Requirements

(a) Clearance Requirements -- Travel or countryclearances for aircrews are not required unless they are perform-ing additional official duties in a capacity other than as air-

• crew members or if they are a Brigadier General or above. (15:9)Refer to the proper country section of the FCC for requiredinformation, restrictions and notification. If any crewmemberwill be performing duties within a designated country other thancrew duties, then proper country clearance will be required inaccordance with specific country requirements listed in the FCG.Passengers should also have proper country clearances for theirintended destination. It is the responsibility of their individ-ual commanders to insure compliance with the FCG when authorizingtravel to specific areas. k15:6) Pre-clearance by passengerterminal personnel relieves the aircraft commander of this duty.

(b) Clearance Request Addressee -- Lists allmethods of obtaining clearance, i.e., mail, telephone, messageaddressees. Messages are the most common mode for clearancerequest, time permitting.

(c) Clearance Lead Time Requirements -- If a

country clearance is required for entry, it is imperative thatproper lead times are met in order to insure clearances arereceived before departure. Required lead times vary depending onthe destination. The FCG lists the required lead times undereacri individual country.

(d) Content of Request -- FCG lists all infor-mation pertaining to personal entrance requirements that you mustprovide in the request in order to receive clearance.

2 -8

t -o -) i -i -( - -7 -. ' ''', "- ' ' i. " -~- • --. . . " ( ) " ..( -.• .-"-' '- .-, -'- .."- .' '

(e) Ident ificat ion Credefnt iI - l'he vPS ARM1) jF RC'IFS I I)FNTI IICA'ION CARD and proper t FI ight Aut h r ia at in ()rd,rsare required for all international flights. (15:5) I) (ards areaccepted as official identification within all NATO (ountries.(8:18) If time permits, individual travel orders should beobt ain ed but are not always required. Some units use blanket TIDYorders for all their personnel. PASSPORTS AND VISAS are requiredas stated on individual country pages in the FCG. AFR 30-4contains procedures for requesting passports and visas. PASSPORTSALONE DO NOT CONSTITUTE AUTHORITY TO ENTER A COUNTRY. However,many countries do allow US citizens entrance into their territorywithout additional documentation upon presentation of a valid USpassport. (15:18) Compliance with proper lead times required toobtain visas from the various countries is imperative. Certaincountries who allow crewmembers to obtain plane-side visas uponarrival will be so stated in the FCG. Required visas must beobtained prior to departure. Without proper visas, individualsmay be asked to leave. Aircraft commanders must insure crew-members meet all visa requirements in accordance with the FCG.

(f) Immigration/Customs/Agriculture/Disinsection

[11 General. Advance notice is requiredfor customs, agriculture, and immigration. Hours of operationfor each office vary. Therefore, use the US Embassy as yoursingle point of contact. They will arrange after-hours supportand arrange a representative to meet your aircraft.

(2] Customs & Immigration. Crew andpassengers arriving from a foreign port are subject to customsand immigration inspection upon arrival. US Customs officialswill provide the service within the CONUS or US territories.Foreign ports of entry provide border clearance officials whoaccomplish similar functions as US Customs agents.

The aircraft commander is responsible for border clearance ofthe crew and passengers. Arrangements for border clearanceinspections should he arranged in the mission planning phase.The air terminal manager/base operations at a regular US foreignclearance base will arrange required inspections. If entering ordeparting the US at a special foreign clearance base, contac:with security police military customs inspectors can expeditearrangements. Contact US Customs offices to arrange inspectionsat civil airports of entry. Detailed border clearance raqjuire-

• ments are in the FCG and AFR 75-12. See the FCG for foreigncountries' requirements. Documentation required to enter anddepart the US 's specified in the FCG and AFR 75-12. Re~uire-mvnts for passenger aircraft have been extracted fror, thes'pLbiications and are outlined below for ease of reference:

2 -9

Airc aft departing the US with only US military passe--eraand crew reqc-re nc 1ocumentatiop other Than USAF/customs, etc.

0 : 2-4 )

- Aircraft departing the US with US civilian passengers--rd/c,:nv foreigr nat4'.na's (NATO military excluded) require t1 Lcllo,,->ig docume- a'ion for the US immigration service irspector'

-- One copy of Customs Form (CF) 7507, Generel DecIar w:.(6: -5) (See Appendix A for detailed instructions ;:or compie. -nof t;:!s form.)

•- O,.e copy of Immigration Form 1-92, Aircraft/Vessel Arrival!/Departuce Report, indicating the total number of civ.ihan passengers

inct:ldiag US civilians and all aliens aboard. (6:3-5)

-- One set of Immigration Forms 1-94, Arrival/DepartureRecord, for each foreign national except NATO military. (6:3-7)

If departing from a US installation with an aerial portor passenger service terminal, the air terminal manager willcomplete the 1-92 and collect the 1-94s from each enplaningforeign national except NATO military. The aircraft commander ordesignated representative will provide the completed CF 7507, ifrequired. If departing from an aerodrome without an aerial portfacility or from a civilian airport, comply with immigrationclearance requirements at that station. (6:3-8)

. -.- The preceding forms may be obtained through most passen-ger _rvice terminals, current operations branches or flightplanning areas.

- Aircraft arriving in the CONUS, Hawaii, Alaska, or PuertoRico from a foreign area require the following documentation:

,.* -- Four copies of the CF 7507 (for [1S Customs/Immigration/

Agriculture/ Public Health). List all crew members and thenumber of passengers. (6:3-8)

-- One copy of DD Form 1854, US Customs Accompanied BaggageDeclaration, is required for each crewmember and passenger. (6:2-6)(See Appendix B for detailed instructions for completioh of thisform.)

-- Two copies of the passenger manifest are required forCustoms and Immigration. (6:3-8)

-- One copy of liimigration Form 1-94 is r(,qii ired for (,,it Itln r, i t ii ,I i i t ,il ( cx, 1 fl NAT) mi il ly .lt)i,,,d t1 t, i i i II I .

2 - 10

-- One copy of Immigration Form 1-92 is required it UScivilians or foreign nationals (NATO military excluded) areaboard. (6:3-5)

-- All crew members and passengers will present passports/ident i ficat ion cards and international certificates of vaccina-I i,, ioi in pecf ion, in requested. (6:3-9)

1:31 Permit to Proceed. In some instances,ir atl t ,oI,,mandrs may, obtain a "Permit to Proceed" when mili-tary reasons require an aircraft (which has landed in the US forcustoms clearance) to proceed to another base in the US to obtain

*border clearance. The aircraft commander can coordinate withcustoms at the first CONUS stop for a permit to proceed. Itsaves time to coordinate prior to arrival but may be done uponarrival. The permit to proceed delays customs inspection ofpassengers and crew until arrival at the off-load station andsaves intermediate off/reloading normally required for customsinspection. The permit to proceed is valid only to the airportof the next landing where the border clearance must be completedor a new permit to proceed issued by a customs official. Do not

* make intermediate stops between the issue point of the permit toproceed and destination of manifested passengers unless requiredby an emergency situation or directed by the controlling agency.(9:6-23)

When an aircraft lands for US border clearance, a US customsrepresentative normally will meet the aircraft to obtain therequired documents. Do not deplane passengers or crew membersunless necessary for safety reasons. Don't unload until approvedby Customs and Agriculture personnel. This procedure applies tothe initial landing in the US and all landings required whenoperating on a permit to proceed. (9:6-24)

In some cases, an aircraft can be precleared at the departurebase which will preclude the necessity to land at a designatedport of entry within the US for border clearance. Specificprocedures and restrictions apply in this case which requireadvance arrangements as outlined in DOD 5030.49R. (i6:3-2)

[4] Agriculture Requirements. Variousdestinations including the United States !.ave special agricul-tural restrictions and requirements. Aircrews must comply withth,,: e restric ins in order to prevent the introduction andd is., rinat ; r. oi animal and/or plant diseases and pests, The FC(;

0 ., 1 11 list the restrictions, if any, for each destination. Complyv/ *w i all r'-stiona] inspection requirements lisLed and complete all-i e :, ary document:tion prior to arrival. Insur prc per advancenoice of arrival is relayed to clearance off'ciIS t: avoi:Id la.I k - y Je advance nctice via command post, te):'c; ara y n Y means a i,, " .* a

2 11

0 . .• % • . , -

7r 7 7* 17 17 - - V R 7V-9-

"i addi i t i ' n t. c onp'y ing w i h u. 011 1 i' 1 Jil' I oni ns M; ii . .t inations require an agricul tural inspr( t ion, Ragirdie. 'hintended destinat ion, procedures to preveit dis tit i nation ,agricultural pest, remrain the same. A]l cargo, garbag , .7ibaggage arriving in the United States from an, pla-,ce Jut s d,

, thereof or mnoving through Hawaii , Iuam, Puerto Rile, .in iSV --gin islands is subiect to agricultural inspe , inn iy a

sentative of the 6S Department of Agriculture. Crew aind pa- pur.-baggage will be subject to inspection by US Customs ufl .W Ah,

* wilL carry out the requirements of the Department of .!griCargo will not be loaded aboard the aircraft unless ir i fr,( "

' animal and soil contamination. Stores and in-flight m,-ais Y ih,'*.include fruit, vegetables, and meats are prohibited QriLvd S ;t p.:

entry. Garbage will be placed in leakproof, covered c ntaine r:Q Jtispose? of in accordance with port procedures and under t hedirect supervision of an agricultural inspector. (11:6-7) Iheaircraft commander is responsible for proper disposal arid madZ_-signate any crewmember to do it. Additional information p e--taining to special quarantine procedures and permi s can be rn,in Al- !( 11-4.

5 Insy and Pest (Qiu t ru I (I) isinse,( t inAircrafL commanders will insure required spraviug ol the aircri ! tis Accomplished. Cert ify spraying on the General Dec 1arat ion orhost nation form.

The aircraft should be sprayed immediately before the last

takeoff prior tc entering the following areas:

- The United States or its possessions from a foreign airportbetween 35 north and 35 south latitude (Japan excluded and allAfrica excluded.)

-- Aircraft that land in that part of the U'S north of35 north latitude need not be sprayed between 1 October and'3 >I;ircii, unless the aircraft will proceed immediately t, a partof t he US I ,ciated south of 35 north lati t ude.

-- The I Pubi Lc Heal t h Service may require spraying ofar rcrart. not provided for above, for emrgency purposes orop if requ iiremit-. (s See tIhe USAF FC(; for exce'pt ions.)

- The State of Hlawaii, to include flights originat ing in the(0:6 -23 - 0-24)

- A foreign area, according to the requirement s ol the i ("on-r c oncerned or the [ISAF. (See thI(. IISA" FI"(' f cI i nd v d ,IlIo ti itt r y r equi r e me n t .

2 - l12

• "% .-.

1 -1 - 7 -7 777_ 7_-7- 7 7

Use insecticide aerosol resmethrin--2 percent, NSN 6840-00-140-

7930 (or equivalent), to spray the aircraft. Direct the spraynozzle toward the ceiling or the compartment. Don't spray anyplasti( surface-s. Spray compartments inaccessible from within the

I i I, I ; alt, loid ing. Spraiy the flight deck and passengerou- 1111), 111mn I t , , t I or a I I i,i ( hes , d()rs ;Iand w i ndows aire (e c I e -

DuraI ion c) spray shou I d be i n Ic (ordance with a i r( ra t asso-ciated directives or host nation. (9:6-24) Crews must insurethat insecticide spray is on board before departure. Obtain thespray from maintenance through the aircraft's crew chief.

(g) Immunization Requirements -- Basic immuni-*- zation is required by all aircrew members in accordance with AFR

161-13. Aircrews are not required to be immunized for world-widetravel at all times. Frequency of immunization is dictated bythis regulation. Required immunizations are dependent on whereyou travel. (12:5) Specific immunization for countries of intendeddestinations are listed in the FCG under the individual country.Aircraft commanders must insure that crews are properly immunized.Insure compliance and, if required, obtain additional immunizationsprior to departure. Check that current immunizations will not

*expire during the length of the TDY. Re-immunization require-ments are listed in Table II of AFR 161-13. Also, the FCG willnote any epidemics or interim changes which may affect travel andimmunization requirements within specific areas. For the mostcurrent information, the FCG lists interim changes in the frontof each area section. Take notice and obtain proper immuniza-tions before departing home station. IMPROPER IMMUNIZATION

" COMPLIANCE CAN RESULT IN QUARANTINE OR EVEN DENIAL OF ENTRY INTOA COUNTRY.

(h) Uniform Restrictions -- Most destinationsgenerally frequented by Air Force crews have few uniform restric-tions. However, aircraft commanders should check the FCG for themost current uniform restrictions which may apply at any givendestination. Some countries forbid the wearing of military uni-forms at anytime and some may restrict wear to transiting to andfrom RON facilities. If the wear of a uniform is prohibited andflight in civilian clothing is not authorized, then aircrews mustchange into civilian attire prior to deplaning. Occasionally,restrictions are levied for personal protection and safety. US

. - militairy personnel are excellent targets of opportunity for var-ious terrorist activities. A low profile should be maintained

- w.ile visiting countries in which restrictions apply. Upon arri-val, assigned [IS personnel generally provide aircrews with brief-ings on current conditions. It's important to note, the FCG doesnot always list the most current information. Dynamic politicalsituations may change the atmosphere overnight. Intelligencebriefings can provide current information prior to departure.The classified portion of the FCG should be c~nsulted for supple-mental information prior to departure. The aircrafc commaader is

2 - 13

.' ." -.- : ,- : .- - -: . - : , . -- " -. i : -"-,. .-. . .-. .. -..".' - " ", , -.. . .- "- :, : : . ::: - -: , . ,,,,. . _.. _ . . ... . .........

respc ~1i or the safet, of th crew. PruIeiit judm;ent ndmodi ic t_(, ". p rocedures a.s warr nte1 to i srt c-: w sat 'y iia 1 - in o r(

(3) A6ditior.al Inf ormation

(a) Attache Office Staff-- Each ccw,-r willhave a ._ist of current US personnel by name and psi.- :Jon.

(b) Clothing Recommendations-- FCG recommcnce-_ypes of :lc:hing to be worn based on climatology.

(c) Currency Restrictions -- Many restrictionscpply tc che import, export and exchange of currency. it'

important that crews are cegnizant of restrictions and strictlyadhcre. Failu-e to comply may coct a crewmeriber monetarily orpunitively. The FCG will list restrictions as well as approxi-mate exchange rates. It will also list authorized places toconduct exchanges and amounts which can be changed Lack prior todeparture. Failure to be cognizant of the rules may leave crewswith excess foreign currency which is of no value anywhere else

in the world, Exchange US currency at authorized locations only.Local individuals may offer a better exchange for US currency,but this practice is generally illegal in most countries. Crew-members caught exchanging within the "black market" may be sub-ject to extreme punitive actions by the foreign government.Great embarassment to the US Government could result, not tomention resultant affects on an individual's career. Crewmembers

should make note of currency restrictions listed by country inthe FCC.

(d) Customs Regulations -- Regulations peculiar

to individual countries will be listed in the FCG if they differfrom standard.

(e) Health Precautions -- For each country, theFCC lists restrictions which may apply to consumption of various

foods and water. Locally assigned officials can provide furtherelaboration on this subject. In order to avoid health hazards incertain areas of the world, consider going self-contained. Air-

*O crews should be cognizant of the source of resupply for theiraircraft to include water, ice, food, etc. Unexpected illnesscan affect mission accomplishment and effectiveness. In theevent of illness and lack of any US medical facilities, consultth d.ssigned US or embassy officials for emergency medical infor-mation. It's the crewmembers' responsibility to adhere to thesepre(autions.

(r mv, ,in jp,,c i,, Re,: . __ns -- V : i, Unm i mmlt r I I i t i n i ; ; t ) i riv l w i I h i l he i g I I I i

;1 i'l l ll d( i+t 1 1- 4. Ih le y 111,1V h tIv (. +;p r f' i ,! l I ( ;l I it I [to ll p 'l t .1 ll ) II}

2 - 14

0 : .

photography and items which may be brought into the country.Crewmembers should avoid embarrassment and possible punitiveaction by noting special restrictions listed in the FCG.

(g) Transient Accommodations -- Requests forquarters should be made in conjunction with the message trafficprepared prior to departure. When requesting quarters, indicatethe number of rooms required, dates, number of officers andenlisted and approximate cost. As a rule of thumb, cost should

be 50o of the daily per diem for the area.

(h) Special Per Diem -- In some countries where

costs vary seasonably, per diem rates can be computed at a"special per diem rate" which may be a higher dollar figure than"high cost" areas. Special per diem requires preapproval andmust be coordinated through the travel pay section of the financeoffice. Check with them for details.

(4) Message Preparation -- Messages are used to getaircraft, aircrew and cargo clearances into foreign countriesthrough US officials. MAJCOM commanders, or designated represen-tatives, are authorized to request foreign clearances. Aircraftcommanders may exercise limited authority while enroute in report-ing changes caused by emergencies, flight cancellations or othercontingencies. Therefore, an aircrew will normally not berequired to draft messages unless unscheduled changes occur during

the mission. If required to draft a message, use a copy of youroriginal clearance as an example format. Insure that all itemsrequired by the FCG under individual countries are addressed.

Review times and distances, FCG and flight publications prior

to drafting message. Be succinct when writing. Generally, theaddressees listed in the messages accomplished by your commandrepresentative for your mission will bear the same addressees you

will use on the message you're drafting out of country. Theaddressee blcpck is divided into "action" and "info" sectors.Action addressees are those who are required to do something oracknowledge receipt of message. Info addressees receive messagecopies for their information only. Additionally, you should addthe office responsible for drafting your mission messages to the"info' list of toe message to insure they get updated information.If different countries are visited other than those originallyscheduled, you will have to address appropriate offices in thesenew countries. The FCG lists addresses under each c3untry.

After determining appropriate addressees for the "action" and'info" sections, the remainder of the message is in plain English.. ,e as brief a style as possible but include all the informationrequired for each country identified in the FCC. Any embassy orUnited States Defense Attache Office (USDAO) can transmit messages10: VOL'

2 - 15

S. . . . . .A.. .... . ...

A reply message or "come back" cleari cg you for overfIigh',a d landings muse be received. Ihe dat( time group , t heseapproval messages serves as your authorization numbcr it no ot!ieinumber is sent in the message.

If the FCG indicates a greater lead time than available,short notice clearance procedure may be used, it is to be usedonly in urgent situations and must be approved by HQ USAF. Com-

-. municate with your command post via any means available and letthem coordinate short notice approvals. Insure receipt of pro-diplomatic clearances prior to any overflights or landings.(15:14-17)

d. Maps and Charts -- Insure all applicable maps and

charcs are on board the aircraft for the intended route offlight. Check to see dates are current and individual publica-tions will not expire during the trip. Terminal areas marked oncharts are expanded in terminal area charts which should becarried and used when operating in terminal areas since someintersections and navaids are only found on the expanded version.

(1) Restricted/Warning Areas -- These are printed* on maps and charts if they are of longstanding nature; otherwise,

airspace of defined dimensions will be published in internationalNOTAMs located at base operations. Special use airspace can be

any one of the following: controlled firing areas, militaryoperation areas (MOA), prohibited areas, restricted areas orwarning areas. The definitions are found in FLIP area planning

under "Terms."

(2) Suitable Alternates -- Establish airfieldrequirements for aircraft type. A review of the legend on the

. back panel of the chart will speed the process of identifyingrunway length, lighting, surface type and approaches. Also, itis important to identify alternates along the route of flight.

(3) Instrument Approach Procedures and Navigational

Aids -- Insure publications are current for the entire trip.Review all approaches available at the destination and insurecompatibility with aircraft navigational equipment. Check NOTAMs,Urgent Change Notice (UCNs) and Terminal Change Notice (TCNs) fordeleted or changed approaches. DOD DOES NOT PUBLISH ALL AVAILABLE

APPROACHES INTO AN AIRFIELD. Sometimes, visual approaches arerequired. For example, if cleared for a "RIVER APPROACH" orcon,.darably titled visual approach, you will be expected to fly itfor traffic sequencing or noise abatement. You may suffer intol-erable delays if not prepared. Visual approach procedures arepublished by Jeppesen, a civilian version of DOD approach proce-

dures, and VFR arrival/destination routes for Europe are publishedby the DOD Defense Mapping Agency. Check with base ops or commandpost for availability of Jepposen and DOD publicat ions. In other

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0 .? --. . .. .. . .. .. i . .. . .. ... . ..-. . . . . .. .. .. . .

countries, che(k with the Air Attache or frequent users for

unpublished approaches peculiar to their areas.

Approaches -- Terminal Instrument Approach Procedures publishedin DOD FLIP documents may contain procedures designed under ICAOinstrtiment approach and obstacle clearance criteria. Theser i Ior ia may difter significantly from the FAA's. Therefore,

ANYI I ;IMF AN INSTRUMENT APPROACH IS FLOWN OUT OF FAA JIIRISDICTION(( 1')NIK'.NFAI. 1S, HAWAII, SAMOA, VIRGIN ISLANDS AND PUERTO RICO)

'AO 'R(J'D.FIARIS H110111) B USED. Otherwise, boundaries of ICAOI)t t( ,cd atirspacc could be exceeded. Review Chapter 6 of AFM)1- 7, "ICA() Course Reversal Maneuvers," for correct procedures.

(4) SIDs/IFR Departure Procedures -- StandardInstrument Departures (SIDs) provide departure routings and/orclimb profiles to assure obstacle clearance, assist ATC trafficseparation, enhance noise abatement and expedite traffic flowinto the enroute structure. (9:6-6) IFR departure procedures aredesigned to assure obstacle clearance during instrument departures.These procedures are located in the front of each FLIP terminallow-altitude instrument approach procedures booklet as well asthe Standard Instrument Departures (CIVIL) book. (9:6-6)

The major differences between Air Force SIDs and FAA civil

SI)s are as fol lows:

(,i) (:ivil Sll)s assume the pilot will cross the departure end,iii1l, rawwiy at least 35' above runway elevation. Military SIDs

ti a I h4 tunway eitll I clevat ion.

(b) Military Sll)s will publish a climb rate block if the- rettuiretd climb gradient, obstacle or ATC exceeds 200 FT/NM.

Civit SIDs publish only the required gradient in this case, no

rate block.

(c) Military SIDs provide obstacle elevation (MSL) and*Q distance from departure end of the runway for the controlling

obstacles hhile civil SIDs do not identify obstacles, only the* gradient to clear the obstacles.

The bottom line is that if you are operating in ICAO airspace, youcan'' be sure what the SID is based upon. Assume worst case andhe 35 fee- at the departure end of the runway.

* ,!I)s arc available at most airfields (either military orSvil a.) a tid should be used to the maximum extenL posSible.

2 - 17

~~. . . . . .. . . . . . . . . . ...... . .. . -,' '* ". - '',2 ,

3. COM/NAV KITS

a. Authenticators -- These documents are required forflights into an air defense identification zone (ADIZ) or whenspecified by operations plan3. Normally authenticators and clas-sified documents are carried on all missions. One of the prima".crew members will be responsible for obtaining and controllingthese materials. It is the responsibility of the entile crew tosafeguard them. Local training classes explain the use of thesedocuments.

b. Publications -- Prior to departing on a mission, thepilot-in-command or designated representative should check thecontents of the comm/nav kits to insure all required tligh.planning publications and documents are present. These kitsshould contain an ample supply of blank ICAO flight plans, flightplanning documents covering all pocential regions of flight, anyapplicable airfield restrictions, and other required MAJCOM :-ndlocal mission documents.

4. Life Support Equipment -- The aircraft commander isresponsible for insuring required life support equipment is on

0 board and passengers are properly briefed on its location anduse. Operation in the international environment does not elimi-nate life support requirements addressed in AFR 60-16 as supple-mented in MAJCOM directives, SAC 55-51 and FLIP. However, enroutesupport for life support equipment can create unique problemsespecially when transiting non-military airfields. You may haveto negotiate with civilian airfield personnel or commercial air-

. line companies to obtain support. Identification of life supportrequirements in mission set-up messages can help in this matter.

B. Filing

1. Flight Plan/Clearance Lead Time -- To the maximum extentpossible, international flights will be conducted under instru-ment flight rules. File flight plans with the appropriate con-trolling agency. Examples of flight plans are located in FLIP'sGeneral Planning section, Chapter Four. Depending on the loca-tion, flight plans must be on file within a minimum specifiedtime period prior to departure. (EXAMPLE: The US requiresflight plans to be on file at least 30 minutes prior to proposeddeparture time and one hour in Europe.) If delays in excess of

: 30 min'tes are anticipated, advise the controlling agency of thenew takeoff time. Failure to do this may result in cancellationof your existing clearance. To prevent inadvertent loss of

* flight plan clearance, consult FLIP and base operations personnelabout required flight plan lead times.

2. International NOTAMs -- Prior to flights within interna-tional airspace, the pilot-in-command is ioquired to check all

2 - 18

- . - -- . .. .. ' . .... . .. . .. ".- ... .. . . . . . . .

available NOTAMs applicable to the mission. The ICAO NOTAMsystem involves an exchange of information between countries.Most base operations possess complete NOTAM information. Fornon-routine flights from foreign airports, the pilot shouldcontact applicable civil airport dispatch sections, flight servicestations or air traffic control centers for international NOTAMs.

3. Weather Alternate/Holding Outside CONUS

Weather Alternates -- Designation of weather alternateswhite flying in the international environment is no differentthan stated in AFR 60-16 and as supplemented in SAC Sup 1. How-ever, designation and selection of the alternate requires consid-erable pre-planning. Location of the alternate, existing/forecastweather patterns, support services available and airfield/approachlimitations must be considered. YOU MUST ALWAYS DESIGNATE ANALTERNATE ON YOUR INTERNATIONAL FLIGHT PLAN, REGARDLESS OF WEATHERCONDITIONS AT YOUR INTENDED DESTINATION. Required weather minimumsfor an alternate is IAW AFR 60-16.

Holding/Fuel Reserves -- Requirements for holding/reserve fuelsare found in AFR 60-16 as supplemented by SAC Sup 1 and SACM 51-135,Vol VI.

4. Fuel Requirements -- Fuel planning while operating in theinternational environment requires considerable attention sincealternate airfields and fuel availability may be limited. Fuelrequirements for operations in this environment are no differentthan defined in AFR 60-16 as supplemented by appropriate MAJCOMsupplements. Fuel should be sufficient to complete the missionincluding required reserves (as specified by MAJCOM directives),holding fuel, alternate fuel, approach and landing fuel. Duringflight planning, the pilot-in-command should determine the mini-mum acceptable flight level to destination. This data is espe-cially important on routes over water or isolated areas. Knowl-edge of this information will aid in negotiations for finalaltitude assignments with ATC. Additionally, you should considerextra fuel for the mission to offset increased fuel consumptiondue to icing, known holding delays (which occur frequently over-seas), deviations for weather avoidance and operations in areaswhere destination navigational aids are less than reliable.(9:6-9) Conserve fuel to the maximum extent possible. Keys tosuccessful mission accomplishment are thorough mission planningand sound pilot judgment.

0 5. Aircraft Security -- The safety and security of USAFaircraft is ultimately the responsibility of the aircraft com-mander. On routine international flights that transi militaryfacilities, USAF security agencies should insure aircraft sacety.At civilian fields, security must be coordinated with !o,:-agencies. Prior coordination should be done through i.iizial

2 - 19

message traffic. Occasionally, you will iind yourself at facil-ities where security forces are lacking and the airfield's secu-rity is questionable. In these cases, the aircrew will have Loprovide security. Civilian police forces may be used if available.Security services can be purchased locally with an AF Form 15.Further elaboration is provided in Chapter Four. The aircraftcommander should analyze the environment to insure adequatc secu-rity requirements are met.

6. Fligh. Plan Validation -- After completing the flightplan, it is time to step back and absorb the big picture. A.this point you should review the routing, distances, and times toinsure they all match, (i.e., ETAs for FIR boundarieq. zulu

,.. times, --t,..)

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-. , , - --0. .-. , ' , .-. - .. ...- .- ...- -.- ". -.- : " ' .i : ' i ' i . -i . 2 .

Chapter Three

INTERNATIONAL FLIGHT PLANNING CHECKLISTAN INFLIGHT GUIDE

INTRODUCTION

This chapter will provide the aircrew with an inflight check-list accompanied with an item-by-item explanation covering a

multitude of inflight concerns ranging from simple weather up-dating to aircraft diversions. The information contained in thischapter will better prepare the aircraft commander and the entirecrew to cope with inflight contingencies.

3?

.1- . - 1 3j - -. :i -

I

THE INFLIGHT CHECKLIST

A. Inflight1. HF, AIRINC Communications Procedures2. Lost Communications Procedures3. Navigation/Communication Equipment Requirements4. Weather Updates

" 5. Pireps

6. Position Reports7 . Hijack Procedures8. International Interception Procedures9 Transponder Operations

10. North Atlantic Tracks (NAT) System11. Hawaii/Mainland US Composite Route System12. North American Routes (NAR)13. North American Air Defense Identification Zones (ADIZ)i4. Preferred (Domestic) Routes15. Buffer Zones16. Nonfree Flying Areas17. Due Regard Flights18. Diversions

a. ATC Clearance* b. Overflight/Diplomatic Clearance° c. Command and Control

B. Before Landing.- 1. Disinsection

2. Customs3. General Declarations

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AMPLIFIED INFLIGHT CHECKLIST

1. HF, ARINC Communications Procedures -- Aircraft operatingon an IFR flight plan in international airspace beyond VHF capa-bil.itv are required by ICAO to maintain a continuous listeningwatch and communications capability on center assigned HF frequen-cies. Frequencies used depend on time of day or night and atmos-pherit conditions. Although frequencies are assigned by Airl'rifi( Control (A'IC), actual communications are with generalpiiir pwur I , ti ilt ies such as International Flight Service Stations,,111 A'runiut ical kidio, Inc. (ARINC). (17:35) These agencies arei e; itsi hible or the relay of position reports and other pert inentinformation between the aircraft and ATC. Frequency listings maybe found in the FLIP Flight Information Handbook and on allenroute charts except US.

The USAF Global Command and Control System (GCCS) providesair-ground radio communications between ground agencies and USmilitary aircraft for passing command and control informatioqonly. GCCS stations will not refuse to accept ATC traffic;however, ATC relay services are no longer available and onlyphone patch service to the appropriate regional civil agency canbe provided. For relay of ATC information the aircrew shouldcontact the appropriate civil/ICAO ATC agency via established HFfrequencies listed in the Flight Information Handbook. (2:B23)

2. Lost Communications Procedures -- The likelihood of totallost communications (lost comm) is considered remote. Lost commp ,(cudures in i nt ernat ional airspace do not differ significantlyi ton CONIIS procedures. With few exceptions, most flying accom-plished in international airspace is under instrument flightrules. Therefore, as a general rule the following sequence ofevents should keep you out of difficulty when experiencing lostcommunications. [NOTE: You should review each individual coun-try's (those you anticipate flying over) lost communicationsprocedures to ascertain specific commonalities and differences.To do this you must refer to the appropriate regional planningFLIP documents.] If you experience lost comm, continue on yourflight plan route or last cleared route of flight to the desig-nated navigational aid serving the destination. If you arriveahead of your ETA, hold until that time and then execute a normalinstrument approach procedure specified for that navigationalaid. If your IFF/SIF equipment is operational, squawk mode-3/A,ode 7600 to indicate communications failure to air route traffic

.ntrolters. While in controlled airspace, maintain lasc acknowl-edged or assigned altitude (terrain permitting) to ycur destination.')'t sidoe controlled airspace, maintain appropriate quadrantal or

rni ( I r( ilar ( raising levels. Upon landing, contacs the nearestAI'r' I ac i Iii y to explain he time and position of your lost Commi.i( ( (it A-long wit h your subsequent course of action. (4 .r. "

L .

if flying tFR and you experience lost comm in VMC, maint:i'.nvisual conditions and land at the "most suitable" airport.

. Although ICAO does not define mosL suitable" airport, there arenumerous factors to consider. Before landing at one, considernature of the mission/cargo, country diverting to and its rela-tions to the US, weather conditions, etc. (4:A9) The bottom liaeduring any emergency, including two-way radio comm failure, is Ecexercise good, sound judgment. For more information concerninglost comm procedures, refer to FLIP's Flignt Information Hancboco:whe:e specific regional lost comm procedures are located.

During oceanic crossings, the HF radio is the primary meansof two-way communications. Loss of HF capability does not initself constitute lost comm status. l§ you have received andacknowledged an oceanic crossing clearance prior to loss of HF,contirue with the mission. However, other means such as UHF/VHFguard frequencies and/or MAJCOM .stablished common frequencies,hould be used to relay position reports and other informationthrough other aircraft.

3. Navigation/Communication Equipment Requirements -- Most" aircraft possess a minimum equipment listing (MEL) which identi-

* fies those items an airc aft can safely operate with/without.Additionally, international operations dictate specific require-ments. ICAO rules state aircraft will be equipped with suitablenavigationil equipment appropriate to the route being flown.This means that the navigational ability of the aircraft shouldbe capable of sufficient accuracy to remain within the route offlight/airspace assigned by ATC. (17:23) Airways in internationalairspace are defined by VOR's, TACAN's, NDB's, and combinationsof tlie three.

ICAO requires minimum standards for operational communica-tiops equipment in international airspace. Aircraft operatedunder IFR, at night or under any controlled condition WILL HAVE

. continuous two-way radio contact with any appropriate controllingauthority. Depending on which region of the world you operate,UHF, VHF, HF, or any combination of the three may be required.Only thorough mission analysis of enroute and destination frequen-cies available and enroute charts, [1-P supplements and publishedNOTAMS will determine communications equipment required. (17:23)

4. Weather Updates -- Most pilots are aware of the unpredict-ahi lity of weather when flying. In some regions of the world,we . nUr data may be non-existent for :,eparture and arrival.Therefore, you must utilize all source:s to obtain reliable weatherdata. Sources of inflight updates arie rnroute mil itat y weatherstations, air traffic (ont roI agen ies , vor e weat her broadca ts dand other aircriift inf 1 i gh t . Sect ion I, o t he Fl, I) F ight In or -mat ion Handbook conta i ns a det ai led I i ,t inig of 1.1( i1 i1 1( ; ;iludservices ava i ah , to ass s t yo u in ueli? eI 1 at h.

3 -4

intormation. Voice weather broadcasts, otherwise known asvolmets, are meteorological information for aircraft in flight.These broadcasts may be obtained through normal and special VIIIand HF radio frequencies. Broadcasts on VHF frequencies areusually continuous, contain current airfield weather data andsigniI icant meteorological (SIGMET) information when applicable.Iroidcist s of IIF frequencies are scheduled at predetermined inter-va l, inid generally contain the same information broadcast on VIi FI iii(,Is. (2:C'13) For more information and a comprehensive list- .

i ul ,)I VIIi and IlI frequencies, consult the FLIP enroute Flightintormijon Handbook. A CONSTANT AWARENESS OF WEATHER WILL HELP

PRI"VVN'l' AN UNWANTED SURPRISE.

5. PIREPs -- PIREPs are pilot reports to any controlling

agency or weather facility dealing with current flight conditionsincluding unusual or significant weather. These reports are usedto confirm or amend existing weather data to update briefings.

6. Position Reports -- On routes with designated reportingpoints, position reports will be made as soon as possible uponpassing the point. Formats for these reports are located in FLIPIFR Regional Enroute Supplements. For reporting points locatedon FIR boundaries, the GAINING controlling agency should becontacted prior to entry into their control area. Frequenciesfor these agencies are located on regional navigation charts andii I.11 I R Regional I"nroute Supplement s. When in contact withIte, new (out rol ing agency, the pi lot should inform the LOSINCagcny of the changeover. When the estimated time for a positionreport changes by plus or minus three minutes or more, relay arevised FI'A to the appropriate controlling agency(ies). (3:6-17)

While operating in oceanic areas, position reports should bemade within 15 minutes of passing the required reporting point(5 minutes when operating within the NAT structure). If unable,the position report should be relayed to the controlling ICAOstation serving that area of operation by whatever means available.

-. (3:6-17)

* 7. dijack Procedures -- Hijacking can create a serious

international incident and jeopardize the satety of passengers,row, alnl cargo. The aircrafL commander is the coordinating

authority for anti-hijacking procedures, lie has first hand knowl-

- edge of the s it.u~t ion and must insure that command and controlaithoritics are appraised of the situation. Thorough inspection

*.',d in;il ysis :- pkirsonnel and baggage is the best way to prevent.1 potent iai 'ii a tking situation. However, hijackings seem to(. ( ( r regariIess of preventive measures taken.

r If a h c ng situation is encountered during fli.Aht. theol lowing i e;ls might prevent an international incident

L

3-

irM

1) Notifi ATC or the sit uat i, r-e p o s Ib e.

2) 7f the hijacker prevents rwi i.. ; a le'sobvious means of commut.icating sii h is 'i 1/ I F quowK mode3/A code 7500) or

-3) when transmitting a requird ra(o call , end your mes-

-sage by stating your arcraft ca! 1 1-gn ane,, adding pf-ansp(.ad r* seven five zero zero."

The situation will dictate how -o iotify A C, (2:A33)

-' in mc.st cases, the hijacker will dirct_ the aircraft tc. alcer

".' course ant; land at fields net filed for ori ;inaily (perhaps a.unfrio ,dly country). In his u:uat ion, attempt contact withappropriate controlling agencies to explain the situation andintentions. If required to penetrate unfriendly airspace, thefollowing procedures should prevent hostile actions against theaircraft. If radio contact is established or aircraft inrercep-tion occurs, comply with instructions :ecoi,ed. If no contactoccurs. fly the most direct course or a course dictated by thehijacker (as appropriate), maintain an altitude between 10,000and 25,00'? feet MSL if possible, do not exceed 400 KTAS, transmitMAYDAY on all emergency frequencies (243.0, 121.5, 2182) andsquawk mode 3/A code 7700. (2:A33) These actions should hope-fully keep you from being fired upon. Prior to landing attemptto destroy all classified documents and equipment aboard theaircraft. Once on the ground, the actions to be taken will bedependent on the hijacker's intentions, ground personnel, andyour perception of the situation.

Hijacking is possibly tne most serious threat to aviation.The situation totally dictates the actions to be taken, aidthorough analysis of the situation coupled with sound judgmentare essential.

8. International Interception Procedures -- There are occa-sions when you may be intercepted by foreign aircraft: exer-cises, harassment and actual off-course flight. Under theseconditions, the intercepting pilot is required to transmitinstructions to you. Therefore, you should monitor all emergencycommunications channels available (243.0, 121.5, 2182). In theabsence of radio communications, visual signals will most likely

A glossary of internal ional visual signals is containedin -lVP Enroute Regional Supplements. Required actions to betaken will be dependent- on several conditions such as instruc-tiona directed by MAJCOMs, AT intrui Itions and directionsre,( ei V(d f rem the inter :ept Inq, air( rat . (2:AS) To prevent inint r nat i n iI inc idenL, su( h e t-he, In ;. (i Ko , e n Air I Ines (Wt)7

n 9 ) U i, c aa i d e r a b Ie it t Ie i () n -he u .u I i ; d C t o i i ' u u V o0 1; i r rl t i n i I o ( ;t n d ;apI p ) p r (V I I h t p Ii 1 111 1 c

0

- {~ - (

9. 1'rnsponder Operat ions -- While operating ini inter-na -I ion;i I airspace, an operable transponder will be on and squawkingthe appropriate assigned mode(s) and code(s). Variations/devia-tions to operation of mode 3/A and/or mode C will be determinedby the appropriate controlling agency. (3:5-10) Operation ofmodes 2 and 4 will be dictated by MAJCOM established procedures.

x ept ions to these requirements are addressed on a case by caseI), i s ; 1) y AVGC.

Itu. North At lant i( Track (NAT) System -- ICAO has developed,1nl implemented standard procedures to be fol lowed by aircraftlr u siting the North Atlantic area. The organized track struc-ture (OTS) was developed to accommodate the large volume oftraffic, commercial and military, between North America andEurope. These tracks are computed on a daily basis by applyingcurrent weather data to determine a best great circle routethrough the North Atlantic. Once a specific track is determined,additional tracks are selected north and south of the selectedtrack with at least 60NM separation. (4:5-3)

Coordination for directional control, location, and number of(ilS routes is accomplished between Gander, New York, Shanwick andSanta Maria Oceanic air control centers (ACCs). These centersdetermine the tracks likely to be requested during peak trafficperiods. Related westbound track information is distributed byS; nwick Oceanic ACC while eastbound information is disseminatedb1V (:,iri er (),eaani ACC. These messages are distributed at leastI h fr h.our.s pt ior to earch diiect ional anticipated peak traf f1) ( i(d. Chajnge.s to these tracks are published as soon as possj -h t fi ling agencies, i.e., base operations and flight services t stat io s via teletype messages. (4:5-3)

The OTS is designed to accommodate a large volume of airtraffic. Each individual track is a one-way track; however, thetrack system handles traffic in both directions. The trackssupport traffic flying at or above FL290 with a lateral separa-tion of at least 60NM and a vertical separation of at least 1000feet. (4:5-3) With these rather tight separation criteria, air-craft must possess certain minimum navigational equipment.

ICAO hals -sl abl ished minimum navigational performance spe.-_ -f i, irt ons (MNIPS) within the North Atlantic- region. These requir,-mn ,n~I -c pe; a i;! ly apply to operii ion within the OTS. MNPS hasheln ad opt(ed o I world-wide basi, by ICAO with the sole purpose

t p v ' I i i n g ! e 1pi r t ion o f ;!i rc ra t . 4 : 5 - 2 A I t hough t he1) 1, o l eN n1S e l ,h : i z es navigat ion performance rat her than

eli n 4 (uipm n lI , toI' i of lowing e(uipm "nt is consi ere(I theIrlit [limim Tic( e.ss ry for operat ion- -n the Nort h A'- ant iV or aa- (,.

t rat k :, y!, m: I ) Omega with Doppler, or 2) lua I NS, or I, i. leINS ( I Lud p .r,] let i zed INS) when the aircrai t cr:-vw inc i

* jial if l,.d navigator. (4:5-2) Exceptions to these roquireaeni .-

S3 - 7

well as additional information conLer,,ing *,he Nor hi Atlanticregion can be found in the Europe;in All/. _, tion of FLIP and SACR55-3, Chapter 10.

11. Hawaii/Mainland US Composite Route System -- Tc facili-tate the large volume of air traffic between the West Coast ofthe United States and Hawaii, the FAA cstablished a route systemconsisting of six permanently identified tracks: R63, R64, R67R76, R77 and R78. These routes provide vertical separation ofI000 feet and lateral separation of plu5; or minus 25NM eitherside of centerline. Complete information for the composite r~ucesysteta is contained in the IFR Enroute Supplement and IFR HighAltitude charts, Pacific-Australia-Antartica. (13:10-1) For moreinformation on SAC command policy, refer to SACR 55-3, Chapter 10.

12. North American Routes (NAR) --- The North American Route(NAR) system has been developed to organize fluctuating andreversing traffic flows efficiently and to be consistent with the

needs of aircraft operators and air traffic services, to expedite

flight planning, to reduce route clearance complexities, and to

minimize the time spent by pilots and controllers in the route

clearance delivery function. (17:26) The NAR system encompassesa series of pre-planned routes serving North Atlantic traffic andis divided into a common and a non-common portion. These routesare numbered and pre-fixed by the abbreviation "NA" denoting

North Atlantic. Odd numbers have eastbound application while

even numbers denote westbound routes. A primary function of the

NAR system is to compliment the North Atlantic organized track

system (NAT/OTS). A limited number of NAR routes appropriate forcoastal fixes serving the OTS and domestic traffic organizationsare included in the daily NAT/OTS messages published by theGander and Shanwick Oceanic Air Centers (OACs). (17:26) Moredetailed information explaining NAR's is located in FLIP GeneralPlanning and the Canadian Enroute Supplement.

13. North American Air Defense Identification Zones (ADIZ)The ADIZ areas for the Continental US consist of the following:the Atlantic Coastal ADIZ, the Gulf of Mexico ADIZ, and thePacific coastal ADIZ. ADIZ areas outside the CONUS consist ofzones around the Hawaiian Islands, the Mariana Islands, and thePanama Caial. Alaska is bordered by the Distant Early WarningIdentification Zone (DEWIZ). (3:5-20)

i.'-raft that will penetrate or operate within an ADIZ/FIR

must De equipped with appropriate two-way radio capability. Air-craft on IFR flight plans must adhere to routing unless weatheror emergency situations dictate deviations. All deviationsshould be coordinated in advance whenever possible. Toleranceson ADIZ penetrations are plus or minus five minutes of ETA andplus or minus ten miles from centerline of proposed flight for acoastal ADIZ and plus or minus twenty miles of centerline for a

3 -8

..0

domestic ADIZ. (3:5-20) Failure to comply with these toleranceswill must likely result in the aircraft being intercepted and aviolation filed against the aircraft commander. After return tohome station an Operation Report (OPREP 3) must be filed if theair raft penetrated an ADIZ outside allowable tolerances.

Diring emergency air defense conditions, additional special!;ccuirity instructions will be issued in accordance with thesecurity control of the air traffic and air navigation aids(SCATANA) plan. Under these provisions the military will directactions to be taken with regards to landing, grounding, diverting,and dispersal of aircraft and the control of air navigation aids.For further information dealing with SCATANA procedures, consultappropriate MAJCOM training material. (17:10)

14. Preferred (Domestic) Routes -- As in the United States,several countries have designated preferred routes to be flownthrough their airspace depending on destination, altitude andaircraft equipment. These routes are designed primarily to routeaircraft quickly and efficiently through complex airspace. Incountries like the United Kingdom, France and Germany (just tomentlon a few) compliance with these preferred routes is essen-tial. For more information concerning preferred (domestic)routing, refer to the appropraite country planning section inFLIP AP/2.

15. Butfer Zones -- A buffer zone is that airspace of speci-fied dimensions adjacent to or near borders between western andCommunist countries. USAFER 60-17, PACAFR 60-8 and FLIP areaplanning identify buffer zones throughout the world. In theEuropean theater of operations, there are four buffer zones: theCentral European Buffer Zone, the Greek Buffer Zone, the ItalianBuffer Zone, and the Turkish Buffer Zone. In the Pacific areathere are two buffer zones: the Asian Coastal Buffer Zone andthe Korean buffer Zone.

Operation in these sensitive areas requires special briefingsand certain navigation and communications equipment. Specificguidelines and prerequisites along with exact definition and

*D location of buffer zones are located in USAFER 60-17 and PACAFR60-8. Prior to operation within a buffer zone the pilot-in-command and the navigator should be thoroughly briefed on bufferzone procedures and review the above mentioned regulations.

'.'b. Nonfree Flying Areas -- PACAFR 60-8 defines nonfree;ing areas as "those areas normally designated or defined by an

icit