that degrades centerline accuracy to the controlling air route traffic control center (ARTCC).
6.34.1. Oceanic procedures. Crews will use only the MNPS Oceanic Checklist and the Oceanic Expanded Checklist for oceanic crossings. Locally generated oceanic checklists are prohibited. Where appropriate, units may augment the MNPS checklist with local supplements such as ALTRV, formation, and other unique mission requirements but in no case will they substitute for the MNPS checklist.
6.34.1.1. For North Atlantic Oceanic airspace, pilots will follow the procedures written in the latest version of the MNPS manual. The MNPS manual is produced by the North
Atlantic Systems Planning Group (NAT SPG) which does not have the authority to direct crew actions, hence the use of the word ―should‖ throughout the document. However, where the MNPS manual uses ―should,‖ crews will interpret this as ―shall.‖ DoD Area Planning procedures will be followed only if they do not conflict with the MNPSA manual.
6.34.1.2. For Northern Pacific Oceanic airspace, pilots will follow the procedures written in the FAA Alaska or Pacific Supplement. DoD Area Planning procedures will be followed only if they do not conflict with these Supplements.
6.34.1.3. Pilots will use the following procedure prior to entering oceanic airspace to comply with coast out/in (gross nav) navigation accuracy checks.
6.34.1.3.1. Select a NAVAID that provides a DME signal (within its standard service volume range) as close to the beam position from the aircraft as possible. DME distance should be no closer than the first two digits of the flight level value (e.g.
FL310 equals a minimum distance of 31 miles).
6.34.1.3.2. Display progress page 1on an MCD and enter the NAVAID identifier at BRG DST TO LSK 5R.
6.34.1.3.3. Change one MFD to the ND Compass display and associated MFC HDG REF SEL switch to TRUE.
6.34.1.3.4. Change the NAVAID CDI course selector so as to center the CDI for a course TO the NAVAID, note the DME distance then immediately record the progress page course and distance information displayed onto the Master Document.
6.34.1.3.5. Record the following navigation accuracy check information on the master document: NAVAID identifier, time (UTC), MC ANP or FOM value, and courses and distances from progress page display and ND Compass display.
6.34.1.3.6. If the noted DME distance and course in the CNC window are not within 4 miles and 4 degrees attempt another navigation accuracy check with another NAVAID, check MC position during over flight of a VOR /NDB, or use ATC radar position information referencing a NAVAID or airfield compared with the progress page 1 BRG DST TO LSK 5R.
6.34.1.4. Ten minute plotting information will include the following:
6.34.1.4.1. Full Lat/Long position 6.34.1.4.2. UTC time at that position 6.34.1.4.3. Flight level/Altitude
6.34.1.4.4. MC position update source with MC ANP/FOM 6.34.1.4.5. Pilot ID switch position
6.34.1.5. Hourly altimeter checks (if required) will be annotated on the master document.
6.34.2. Another pilot will verify waypoint data inserted into the Mission Computer. Check both the coordinate information and the distances between waypoints against the flight plan.
6.34.2.1. Once the oceanic clearance is received and any time the oceanic clearance is changed, both pilots will reverify waypoint data inserted into the Mission Computer 6.34.3. Obtain a coast out fix prior to, or immediately on entering the Category I Route or over-water segment. Perform a gross navigational error check using available NAVAIDS and annotate the position and time on the chart.
6.34.4. When approaching each waypoint on a Category I route, recheck coordinates for the next waypoint.
6.34.5. Approximately 10 minutes after passing each oceanic waypoint, record and plot the aircraft position and time on the chart, and ensure compliance with courses and ETA tolerances.
6.34.6. If a revised clearance is received, record and plot the new route of flight on the chart.
6.34.7. Operations in International/Territorial Airspace. (See FLIP, FCG, and AP, for further guidance). US military aircraft and DoD personnel entering another nation to conduct US government business must have the approval of the foreign government concerned to enter their airspace. Foreign clearances for US international air operations are obtained through US officials known as Defense Attaché Officers (DAOs).
6.34.7.1. Consistent with international law, the US recognizes sea claims up to 12NMs.
Diplomatic constraints and/or a lack of diplomatic clearances usually result in missions operating in international airspace. Therefore, it is imperative sufficient information be provided far enough in advance to allow compliance with FCG requirements established by the countries concerned. The US does not normally recognize territorial claims beyond 12NMs; however, specific guidance from certain US authorities may establish limits, which differ from the standard.
6.34.7.2. Flight Information Region (FIR). An FIR is an area of airspace within which flight information and related services are provided. An FIR does not reflect international borders or sovereign airspace. Aircraft may operate within an established FIR without approval of the adjacent country, provided the AC avoids flight in territorial airspace.
6.34.7.3. Aircrews on a flight plan route, which takes them from international airspace into territorial airspace, for which approved aircraft clearances were obtained, should not amend entry point(s).
6.34.7.4. Violations of foreign sovereignty result from unauthorized or improper entry or departure of aircraft. Aircrews should not enter into territorial airspace for which a clearance has not been duly requested and granted through diplomatic channels.
6.34.7.5. ATC agencies are not vested with authority to grant diplomatic clearances for penetration of sovereign airspace where prior clearance is required from the respective country. Aircraft clearances are obtained through diplomatic channels only.
6.34.7.6. In the event ATC agency challenges the validity of a flight routing or attempts to negate existing clearances, ACs must evaluate the circumstances. The normal response will be to attempt to advise the ATC agency that the aircraft will continue to planned destination, as cleared in international airspace. The key phrase is "in international airspace." Safety of flight is paramount in determining mission
continuation. Under no circumstances should aircrews construe a clearance, which routes their mission over sovereign airspace, which was not approved through diplomatic channels before mission departure, as being valid authorization.
6.34.7.7. Aircrews operating missions requiring unique or specially developed routing will normally be briefed at home station, onload station, and/or by the last C2 facility transited before performing the critical portion of the mission.
6.34.7.8. Aircrews (except on weather reconnaissance missions) normally are not tasked to and should not fly "due regard" routings unless coordinated with the appropriate MAJCOM C2 and specifically directed in the mission FRAG. The "due regard" or
"operational" option obligates the military AC to be their own ATC agency to separate their aircraft from all other air traffic. If operational requirements dictate, ACs may exercise the "due regard" option to protect their aircraft. Aircraft will return to normal air traffic services as soon as practical.
6.35. Communications Instructions Reporting Vital Intelligence Sightings and Other