Avionics News May 2013 - 35

There’s no one-size-fits-all solution for international
operations because each situation is different. Detailed
answers depend on the countries to be visited, airspace an
operator intends to use and the en route altitudes planned.
Basically, much of the communications, navigation and
surveillance equipment presently required in U.S. airspace is adequate for overseas use, but you might need
some additional capability to get there. And certain overwater routes, EUROCONTROL (the European Organisation for the Safety of Air Navigation) airspace and legacy
instrument approaches can be problematic. But let’s start
with the simple stuff.

Overview

Communications
The NAIGAOM notes that most east-bound trans-Atlantic flights by general aviation aircraft begin in Canada and
details applicable Canadian Aviation Regulations. Putting
aside the CAR requirements for survival gear and other
equipment, Canadian regulations require VHF communications equipment sufficient “to permit the pilot, in the
event of failure of any item of that equipment, to conduct
two-way communications on the appropriate frequency.”
A prudent operator would interpret this to include two of
everything: radios, antennas, microphones and/or headsets.
A hand-held comm radio would be advisable, as would a
fail-safe audio panel, one allowing communications on a
pre-selected radio in the event of its failure.
A high-frequency radio also is advisable over the
North Atlantic (and we’d certainly suggest one when-

Simple, of course, is a relative term. What’s relatively
easy in the U.S., Canada and throughout much of the rest
of the Americas can get a bit more complicated elsewhere. Presuming the aircraft
stays over or close to land for the duration of an international flight, and with a
When considering equipping for international
couple of exceptions, one can get by quite
nicely with VHF communications transflight operations, there usually are more
ceivers. Once beyond range of land-based
air traffic control facilities, however, opquestions than answers, at least at first. The
erators usually will need a high-frequency
radio for ATC communications.
quickest, simplest answer to whether or not
This is especially true in remote reexisting avionics will be adequate is, “It depends.”
gions like the North Atlantic, where neither VHF communications nor radar can
reach. The International Civil Aviation
Organization – ICAO, part of the United
ever an overwater flight – one beyond radar coverage – is
Nations – is the agency setting international aviation stanplanned). Again referring to the CARs as distilled by the
dards. Its North Atlantic Systems Planning Group (NATNAIGAOM, “An HF radio capable of transmitting and
SPG) developed a publication, North Atlantic Internationreceiving on a minimum of two appropriate international
al General Aviation Operations Manual (NAIGAOM),
air-ground general purpose frequencies,” is required. Imwhich discusses various operational details civil, nonportantly, an HF radio isn’t required under Canada’s rules
commercial operators planning to cross the North Atlantic
if specific routes are to be flown or when flying a specific
should consider.
route at or above FL250. A satellite phone also can come
Importantly, the NAIGAOM is not designed to address
in handy over the North Atlantic and other oceanic regions,
the needs of operators using minimum navigation perforthough it won’t meet Canada’s requirement for HF.
mance standards airspace. The North Atlantic MNPS airFrequency spacing is another consideration. In EUROspace lies between FL290 and FL410, inclusive, and acCONTROL airspace, communications radios capable of
cording to ICAO, is, “...the busiest oceanic airspace in the
8.33 kHz spacing have been required above FL195 since
world.” As such, the North Atlantic track system was creMarch 15, 2007. For flight in EUROCONTROL airspace
ated and RVSM (reduced vertical separation minimum)
below FL195, 8.33 kHz spacing will be required beginning
standards long ago were implemented. For our discussion,
in 2014. Both requirements are designed to resolve what
though, let’s presume the airplane is equipped for curEUROCONTROL refers to as the “long standing European
rent U.S. avionics requirements and the North Atlantic’s
Continued on following page
MNPS/RVSM airspace will be avoided.
avionics news

•

may

2013

Avionics News May 2013

Table of Contents for the Digital Edition of Avionics News May 2013