John W Beck, PhD

Purpose

This manual has been prepared to cover the policies and procedures governing the international flight operation of AP Global Management Corp INC under its Air Carrier Certificate. The purpose of this manual is to assure the utmost in safety of operation and compliance with international laws and regulations while operating outside the United States and its territories.

Distribution

A copy of this International Flight Operations and RVSM Manual (IFOM) shall be distributed within AP Global Management Corp INC, including but not limited to the following people:

Company President Director of Operations Dispatchers Director of Safety

Chief Pilot Training Personnel Check Airmen Instructors

Captains First Officers Maintenance Personnel FAA CHDO Inspectors

This IFOM shall be available to all employees in paper or electronic form and is best viewed with Internet Explorer and Safari (iPad). Each employee shall maintain credentials to access this password protected website.

The procedures are:

1. This IFOM, signed by our FAA Principal Operations Inspector, will be accessible in the EFB section of the website under the section titled “All Aircraft.”
2. This IFOM shall be accessible at the principal base of operations.
3. Each employee shall be notified via email when a new revision is available.
4. The email must be acknowledged when read by the employee within ten (10) days; otherwise, the Director of Operations shall contact the employee by phone or in person to personally deliver the notification and assure compliance.
5. All employees with AP Global Management Corp INC iPads, as described in the Electronic Flight Bag (EFB) section of the General Operations Manual, shall download the current IFOM to their iPad via iTunes to their iBooks section titled “All Aircraft."
6. Older electronic copies of this IFOM shall be deleted.
7. The appropriate AP Global Management Corp INC manager shall verify that the current revision of this IFOM is properly stored in the employee iBooks All Aircraft section prior to each training event or series of training events to assure compliance.
8. A record of the above checks shall be maintained on the website where the electronic copy of this IFOM is maintained.
9. The latest revision of this IFOM (electronic or paper) is required to be aboard each AP Global Management Corp INC aircraft.

At the end of employment, the former employee shall delete, return, or destroy all copies of AP Global Management Corp INC manuals, either paper or electronic versions on iPads and computers.

Revision System

The Director of Operations shall prepare revisions according to the following procedure:

1. Proposed changes will be discussed in advance and shall be submitted to the FAA Principal Operations Inspector for review and acceptance.
2. Revisions are expected to be accepted without delay.
   Note: that this IFOM is an accepted document and does not require approval.
3. If a revision is not accepted within ten (10) calendar days then the submitted version of this document shall be distributed. In this case, both the new submitted version and the old accepted version shall be maintained on the website.
4. Accepted versions shall replace submitted versions on the website and redistributed if a submitted version was distributed.
5. All old versions of this IFOM shall be deleted when a new version is distributed.
6. The Director of Operations is responsible for keeping a record of:
   1. Accepted revisions, and
   2. Verification that employees have the latest revision of this IFOM.

Every attempt shall be made to have this IFOM accepted in a timely manner.

The IFOM shall contain a Log of Revisions page for the purpose of documenting and verifying the incorporation of revisions. This sheet shall be retained in the front of the IFOM.

Additionally, the following procedures will be followed when submitting a revision:

    Enclosed will be a copy of the proposed IFOM revisions with a transmittal letter.
    Upon acceptance, the FAA will return the stamped accepted list of effective pages to the Director of Operations.
    Revisions will then be uploaded to the website and the above revision process will be followed.

Revision Control

Each revision will have a revision number, date, and page numbers that will appear on each page. The person revising a manual will note the completion of the revisions on the Log of Revisions page. This page requires entry of the revision number, the revision date, and a description of the revision.

Each revision shall be posted to the website. Older revisions shall be removed from the website. The title of the IFOM electronic file shall include:

1. The phrase International Flight Operations Manual
2. The Revision Number
3. The Date
4. The Status (Accepted or Submitted).

For example, “International Flight Operations Manual Rev 1 February 1, 2016 - Accepted.pdf”. The file shall be a password protected pdf.

Notification

Each employee shall be sent an email stating that a new revision is available. It shall contain the following:

1. Employee Name
2. Date of Notification
3. Instructions for copying to iBooks All Aircraft section
4. Instructions for removing older copies
5. Filename as described above
6. Required date for compliance.

The email shall be sent such that a read receipt is required (request a read receipt in Microsoft Outlook). A record of the read receipts shall be recorded and uploaded to the website where the IFOM is maintained. This record shall be a single file that includes the following items:

1. Employee Name
2. Document Filename (as described above)
3. Notification Date
4. Read Receipt Date.

Table of Contents

Introduction

Organization and Compliance

Requirements

ICAO Annex 6, Part I - International Commercial Air Transport – Aeroplanes and FAA Advisory Circular (AC) No. 91-85 - Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum Airspace require AP Global Management Corp INC to provide an International Operations Procedures Manual for use and guidance of operations personnel. Guidance for requirements and compliance can be found on the FAA websites: http://fsims.faa.gov and http://faa.gov. Additional references are provided throughout this manual.

Definitions

1. All flight operations conducted outside the contiguous 48 United States will be considered “international flights” for the purpose of this manual. Certain provisions of this manual may apply to destinations within the United States at the discretion of the Chief Pilot.
2. Any flight proceeding over land or water where the nearest suitable airport exceeds one (1) hour cruise shall be considered an “extended flight operation” for the purpose of this manual.
3. Guidance information included in this manual contains terms such as “may,” “should,” and “can.” These terms indicate actions that are permissible but not mandatory, allowing pilots flexibility during conduct of international flights.

Manual Organization and Updates

1. All flight operations conducted outside the contiguous 48 United States
2. This manual has a Table of Contents for easy reference and handling on the flight deck. Each page is numbered and has a date of original issue or reissue to ensure validity of the contents. This manual has a Record of Reissue and a List of Effective Pages identifying page numbers and dates of entry. The entry will be recorded and signed by the person reissuing the manual.
3. This manual may be updated in one of two forms:
   1. Reissues: Periodically (usually once every two years), the entire manual will be updated. All pages will be notated as a “Reissue” with a progressive numbering scheme (e.g., “Reissue 1”). Older versions of the manual will be archived or destroyed.
   2. Revisions: Intermittent updates between Reissues that affect only a few pages will be notated as a “Revision,” along with the corresponding Reissue number (e.g., “Reissue 1, Rev 3”). After the entire manual is reissued, the Revision numbering will start over (e.g., “Reissue 2, Rev 1”).
4. This manual may contain Sections or Appendices that have been separately approved by the FAA for purposes of operational authorizations. These Sections or Appendices will contain separately-controlled Records of Revision and Lists of Effective Pages. Revisions to these separately-controlled Sections may not necessarily affect a Revision to the overall manual, and vice-versa.

Procedures for All Regions

Country-Specific Information

1. RVSM has been implemented in Canadian Airspace Area between FL290 - FL410 inclusive North of 57°N.
2. RNPC (Required Navigation Performance Capability) Airspace is the controlled airspace within Canada that has been established to accommodate RNAV operations in the Southern and Northern Control Areas. LRNSs must be RNP-4 certified and authorization for the requested RNAV level (e.g., RNP-5, RNP-10, etc.) must be obtained to operate in RNPC airspace.
   Note: This airspace is defined and depicted in the Jeppesen Airway Manual (Canada, ATC Special Procedures).
3. Datalink has been implemented throughout Canada. Refer to the detailed guidance later in this section.
4. ADS-B has been partially implemented. Refer to the detailed guidance later in this section.
5. Canadian Minimum Navigation Performance Specifications (CMNPS) airspace is implemented between FL330 and FL410 inclusive, and is primarily contained in the Arctic and Northern Control Area. A CMNPS Transition Area also exists from FL270 to below FL330 underlying the lateral limits of CMNPS airspace. To conduct RNAV operations in CMNPS airspace, aircraft must be certified as being capable of navigating within the specified tolerances.

RVSM Procedures

1. Air Traffic Control Procedures:
   1. ATC will, within non-radar airspace, endeavor to establish 2000 ft separation or applicable lateral or longitudinal separation minimum if an aircraft reports greater than moderate turbulence and / or mountain wave activity of sufficient magnitude to significantly affect altitude-keeping, and is within 5 minutes of another aircraft at 1000 ft separation;
   2. ATC will, within radar airspace, vector aircraft to establish radar separation or establish 2000 ft separation if an aircraft reports greater than moderate turbulence or encounters mountain wave activity of sufficient magnitude to significantly affect altitude-keeping, if 1000 ft vertical separation exists between two aircraft and targets appear likely to merge;
   3. ATC may structure portions of the airspace for specific periods of time for one-way traffic in which inappropriate Flight Levels to the direction of flight may be assigned; and
   4. ATC may, within non-radar airspace, temporarily suspend RVSM within selected areas and / or altitudes due to adverse weather conditions, e.g., pilot reports greater than moderate turbulence. When RVSM is suspended, the vertical separation minimum between all aircraft will be 2000 ft. Note: Pilots may be requested by ATC to confirm that they are approved for RVSM operations. The phraseology is as follows: “AFFIRM RVSM” or “NEGATIVE RVSM.”
2. Guidance for contingencies in Canadian RVSM airspace has been harmonized with published FAA guidance for RVSM (Section 18).

Datalink Procedures

1. Datalink is to be used as a backup (supplement) to VHF or HF communications within Canada.
2. Datalink Service Area:
3. Phased Implementation
   1. Phase 1 – Basic Request Phase
      1. This initial phase will enable an aircraft to make various speed and altitude requests using CPDLC.
      2. The response from the ACC ground system will be a free text acknowledgement that the request had been received and that a response from air traffic control (ATC) will be provided by the appropriate ACC via voice.
   2. Phase 2 – Advising Domestic Frequencies Introduces the assignment of domestic contact frequencies via CPDLC. Analysis of voice traffic indicates that such messages represent a significant proportion of existing voice traffic, and using CPDLC to carry out this function would be a useful contribution to reducing congestion.
   3. Phase 3 – Support Enroute Altitude Changes and Speed Changes
      1. This phase will enable aircraft to request En Route altitude changes, En Route speed changes and to report Leaving/Reaching Levels via CPDLC.
      2. Responses to these requests from the ACC will also be via CPDLC.
   4. Phase 4 – Full Implementation
      1. With the exception of those messages deemed unsafe by ICAO, specified downlink elements will be supported. Domestic ACCs will develop appropriate procedures to respond to all received downlink message elements. b. ATC will not provide information regarding when or where a flight can expect to climb or descend, due to the potential misunderstanding that such a message constitutes a clearance.
   5. Supported Downlink Messages: Only the following messages will be supported for Phase 1 and Phase 2. Any downlink message other than indicated below will generate a “MESSAGE NOT SUPPORTED BY THIS FACILITY” response from the ground system.

   DM0	WILCO
   DM1	UNABLE
   DM2	STANDBY
   DM3	ROGER
   DM4	AFFIRM
   DM5	NEGATIVE
   DM6	REQUEST (Alt)
   DM9	REQUEST CLIMB TO (Alt)
   DM10	REQUEST DESCENT TO (Alt)
   DM18	REQUEST (Speed)
   DM20	REQUEST VOICE CONTACT
   DM21	REQUEST VOICE CONTACT (FREQ)
   DM55	PAN PAN PAN
   DM56	MAYDAY MAYDAY MAYDAY
   DM58	CANCEL EMERGENCY
   DM62	ERROR (ERROR INFORMATION)
   DM63	NOT CURRENT DATA AUTHORITY
   DM64	(ICAO FACILITY DESIGNATION)
   DM65	DUE TO WEATHER
   DM66	DUE TO AIRCRAFT PERFORMANCE
   DM67	FREE TEXT
   DM75	AT PILOTS DISCRETION

   
   
4. AFN Logon Addresses: The AFN logon address for flights entering CDA facilities are as follows:

   Facility Name	Facility Identifier
   Montreal Area Control Center	CZUL
   Edmonton Area Control Center	CZEG
   Moncton Area Control Center	CZQM
   Gander Area Control Center (Domestic)	CDQX
   Gander Area Control Center (Oceanic)	CZQX
   Winnipeg Area Control Center	CZWG
   Vancouver Area Control Center	CZVR
   Toronto Area Control Center	CZYZ

   Note: Under normal circumstances, the current and next ATS units automatically transfer CPDLC and ADS-C services. Flightcrews exiting the CDA CPDLC service areas into adjacent airspace where data link services are offered should not need to perform another AFN logon.

Application of ADS-B

1. ADS-B is currently in use in the following Canadian airspace:
   1. Hudson Sector of the Edmonton Control Center;
   2. Minto Sector of the Montreal Control Center; and
   3. The Southern Greenland portion of the Gander OCA.
2. A five-mile separation has been approved for use between ADS-B aircraft, however, due to the low overall percentage of capable aircraft, this standard is not currently being applied. ADS-B service over Southern Greenland is primarily being used to aid in providing optimum vertical profiles and permitting climb or descent through the Flight Levels of other ADS-B aircraft.
3. Gander ACC is able to consider Flight Level requests that would result in eligible aircraft operating with in-trail spacing of 10 NM.
4. Where it is determined, following a request from the flight crew, that a flight level change can be attained because of the availability of ADS-B, the following steps can be expected:
   1. A VHF control frequency will be assigned to the required flights by ATC, either directly via Datalink or via HF voice through Gander Radio.
   2. The flights involved will be informed by ATC that identification has been established.
   3. The requested climb or descent clearance will be issued by ATC either via Datalink or VHF.
5. Flight crews are advised that aircraft will not normally be informed of ADS-B identification unless a specific operational advantage, such as a flight level change, can be attained.

Customs (CANPASS)

1. Travelers on a Canadian or US-registered private-owned, company-owned, or small charter aircraft carrying no more than 15 passengers, arriving directly from the United States, must use a telephone reporting system to receive permission from a Customs or an immigration officer to enter Canada.
2. The pilot is responsible for contacting the Canada Border Services Agency (CBSA) before flying into Canada. For flights commencing outside the geographical areas covered under the 1-888-CANPASS number, refer to the Entry Requirements Section of the Jeppesen Airway Manual or the procedures at http://www.cbsa-asfc.gc.ca/prog/canpass/privateaireng.html for appropriate telephone numbers.
   1. Permit Holders:
      1. Must Contact 1-888-CANPASS at least two hours, but not more than 48 hours, before entering Canada.
      2. Can arrive at any approved Airport of Entry (AOE) during airport hours of operation.
         Note: Most municipally owned airports and some privately owned public-use airports may qualify if located within 100 KM of Customs service.
   2. Non-Permit Holders:
      1. Must arrive during Customs office hours at a designated AOE.
      2. Must contact 1-888-CANPASS at least two hours, but not more than 48 hours, before entering Canada, and provide the estimated time of arrival, as well as their destination.
      3. Will be required to provide: full name, birth date, and citizenship for each person on board; purpose and length of stay in Canada, if travelers are not returning residents; and passport and visa details, if applicable.
      4. Upon arrival at destination, must telephone 1-888-CANPASS a second time to inform an officer of their arrival. The Customs officer will advise if the non-permit holders are free to leave the area and enter Canada, or if they must wait for Customs and Immigration officers for completion of documentation or a routine inspection. Note: Any aircraft with a mix of permit and non-permit holders must follow the procedures for non-permit holders. Penalties for non-compliance or misrepresentation may range from loss of pre-approved privileges to seizure of the aircraft and / or criminal prosecution.
3. If the aircraft lands at a site not designated as a customs AOE due to weather conditions or other emergency, the pilot shall call 1-888-226-7277 or the nearest RCMP office as soon as possible.
4. All aircraft must arrive during regular office hours at a designated airport. The AOE list is on the Canada Customs and Revenue Agency (CCRA) website: http://www.ccra-adrc.gc.ca/.
5. If there are any changes to the information, the pilot must contact the CBSA with the revised information before the aircraft arrives in Canada.
6. All travelers on the CANPASS Private flights must be program participants.
7. CANPASS for private aircraft offers expedited border clearance for members who can:
   1. Land at any AOE in Canada;
   2. Arrive at an AOE any time the runways are open for landings, regardless of the hours of service of the local CBSA office;
   3. Land at any designated CANPASS-only airport. These are unique AOEs, that can only be used by persons enrolled in the CANPASS aircraft programs; and
   4. Proceed to the destination if no officer is waiting to meet the aircraft at the reported time of arrival without making a second phone call after landing.
8. The pilot is required to provide the following information:
   1. The aircraft tail number / registration mark;
   2. Estimated time of arrival (ETA);
   3. Destination;
   4. Full name, DOB, citizenship for all on board;
   5. Purpose of trip, length of stay in Canada for each non-resident;
   6. Length of absence for passenger returning to Canada;
   7. Passport and visa details for non-residents.
9. In addition, the pilot must:
   1. Ensure all passengers have photo ID and proof of citizenship.
   2. Declare all imported goods, firearms and weapons.
   3. Report all currency and monetary instruments of value equal to or greater than $10,000 CDN.
   4. Declare repairs or modifications to goods or aircraft made outside Canada.
      Warning: Alcohol-related driving offenses are criminal offenses in Canada and are grounds for Canadian Customs to deny entry. Contact a Canadian embassy or consulate in the US to discuss immigration admissibility and legislative requirements: http://www.cic.gc.ca/english/visit/conviction.asp

Leaving / Entering Controlled Airspace

1. ATC will use the phrase “WHILE IN CONTROLLED AIRSPACE” in conjunction with altitude if an aircraft will be entering or leaving controlled airspace. In addition, ATC will specify the point at which an aircraft is to leave or enter controlled airspace laterally if the instruction is required for separation purposes. Example:
   “LEAVE / ENTER CONTROLLED AIRSPACE (number) MILES (direct) OF (fix) AT (altitude).”
2. Aircraft destined to airports that underlie controlled low-level airspace and for which there is a published Instrument Approach Procedure will be cleared out of controlled airspace (vertically) via the published Instrument Approach Procedures. Example:
   “ATC CLEARS (aircraft identification) OUT OF CONTROLLED AIRSPACE VIA (name, type) APPROACH.”
3. Aircraft destined to airports that underlie controlled low-level airspace and for which there is not a published enroute altitude will be asked to advise of its intentions. Example: “ATC CLEARS (aircraft identification) TO MAINTAIN (altitude) ADVISE YOUR INTENTIONS.”
4. Pilots may elect to cancel IFR, depart controlled airspace laterally, or request clearance to another destination.
5. Aircraft destined to airports that underlie controlled high-level airspace, and where there is no minimum IFR altitude established that would prohibit such a maneuver, will be cleared out of controlled high-level airspace. Example:
   “ATC CLEARS (aircraft identification) OUT OF (type of airspace).”

Alerting Service IFR Departures from Uncontrolled Airports

1. At locations where communication with ATS is difficult, pilots may elect to depart VFR and obtain their IFR clearance once airborne. If the IFR clearance is not received prior to departure, the SAR alerting service is activated based on the ETD filed in the Flight Plan.
2. However, if departing from Canadian airport that underlies airspace delegated to FAA control then responsibility for SAR alerting service is transferred to the FAA and FAA procedures apply. In such cases, alerting service is not activated until the aircraft contacts ATS for IFR clearance, alerting service is not provided until contact is established with ATS.

Phraseology

1. The FAA has implemented Standard Terminal Arrivals (STAR) procedures utilizing “DESCEND VIA (STAR designator)” phraseology to indicate to flightcrews that compliance with the lateral track and vertical profile of the STAR is required. If ATC assigns an altitude to a flightcrew following a STAR, whether or not “DESCEND VIA” has been issued, any published altitude restrictions are cancelled unless reissued by ATC.
2. This is opposite to the Canada / International Civil Aviation Organization (ICAO) procedure in which the published SID / STAR altitude restrictions remain mandatory unless specifically cancelled by ATC.
3. Flightcrews are advised to contact ATC if there is any doubt regarding altitude restrictions when cleared for a STAR in Canadian Airspace.

   ATC Instructions - FAA	FAA Requirements
   DESCEND VIA (STAR designator)	Requires the aircraft to navigate laterally and vertically to meet all published restrictions depicted in the STAR.
   (Aircraft already following a STAR) DESCEND TO AND MAINTAIN (altitude)	Unless restrictions are reissued, the aircraft may descend unrestricted to the assigned altitude.
   COMPLY WITH RESTRICTIONS	Requires the aircraft to comply with published restrictions and may be used in lieu of reissuing individual restrictions.

   ATC Instructions – NAV CANADA	Canada/ICAO Requirements
   VIA (STAR designator) DESCEND TO (altitude) or CLEARED (approach procedure)	Clearance via a STAR authorizes the aircraft to follow the STAR lateral track only. Once ATC issues descent or approach clearance, published altitude restrictions above the assigned altitude remain mandatory unless specifically cancelled by ATC.
   (Aircraft already following a STAR) DESCEND TO (altitude)	Published altitude restrictions above the assigned altitude remain mandatory unless specifically cancelled by ATC.
   DESCEND TO (altitude), ALL STAR ALTITUDE RESTRICTIONS CANCELLED or DESCEND TO (altitude), ALTITUDE RESTRICTION AT (fix) CANCELLED	Examples of ATC phraseology for canceling altitude restrictions.

   In addition, ATC may use one of the two following phrases when unable to issue clearances:

   AT YOUR DISCRETION	Used to approve an aircraft movement on any surface not visible from the control tower due to a physical obstruction other than weather phenomena. ATC will provide information on known traffic or obstructions when possible.
   UNABLE TO ISSUE CLEARANCE	Used when a controller is not authorized to issue an ATC clearance. A pilot who continues without a clearance in these circumstances may be subject to regulatory action by Transport Canada. ATC will provide pertinent taxi / takeoff / landing information and file an occurrence report.

Forms