Appendix F. International Operations (Legacy)

1. 6-1-1. GENERAL

1. Title 19 of the U.S. Code of Federal Regulations (CFR), Part 122 contains Advance Passenger Information System (APIS) regulations, which require APIS manifests to be submitted to U.S. Customs and Border Protection (CBP) for all private aircraft arriving from or departing for a foreign port or place. APIS regulations also require that electronic notices of arrival and departure as well as electronic manifests relative to travelers (passengers and crew) be submitted to CBP within specific timeframes. For detailed information on the APIS regulations, see Advance Information on Private Aircraft Arriving and Departing the United States, 73 Fed. Reg. 68,295 (Nov. 18, 2008) (19 CFR 122.22). This publication, along with other resources, is available at http://www.cbp.gov. In addition, 14 CFR and the International Civil Aviation Organization (ICAO) require flight plans for all civil aircraft operation between the United States and foreign locations. International flight plan information and ADIZ penetration requirements are listed in other publications; for example, the Aeronautical Information Manual (AIM), the Aeronautical Information Publication (AIP), 14 CFR Part 91, and 14 CFR Part 99.
2. This chapter provides guidance to FSS facilities when transmitting international flight movement messages. It incorporates relevant information from ICAO and 14 CFR documents. All personnel required to handle international messages must be familiar with ICAO documents containing instructions for preparing and transmitting communications through the Aeronautical Fixed Telecommunications Network (AFTN) circuits. These documents should be retained at facilities. FSS personnel must not act as agents for any aircraft operating or dispatching company.

1. Address the message to the proper FSS gateway facility/sector for handling. FSSs that transmit only occasional international messages or are unable to determine the correct addressing for all air traffic units concerned may refer or transfer the pilot to the proper gateway facility/sector. The FSS gateway facility/sector and their areas of responsibilities are as follows:

1. Miami FSS Sector (MIA): Africa, Bermuda, Canada, Caribbean, Central America, Europe, North Atlantic, and South America.
2. Kenai FSS (ENA): Alaska.
3. Honolulu (HNL)/Oakland (OAK) Sectors: Pacific.
4. Seattle Sector (SEA): Pacific Northwest to Alaska.

1. To ensure that the FSS gateway facility/sector understands your request, include T (transmit) instructions in the first line of text.

1. Use of FAA Form 7233-4 is mandatory for all IFR flights that will depart U.S. controlled airspace and enter international airspace. The filer is responsible for providing the information required in items 3 through 19.

1. 6-1-2. AIR TRAFFIC SERVICE (ATS) MESSAGES

ATS messages, as used in this section, is a generic term meaning and including: flight information, alerting, air traffic advisory, and air traffic control (ATC) services.

1. 6-1-3. CATEGORIES OF MESSAGES

The following ATS messages, with their normal priority indicators, are authorized for transmission by any means; for example, AFTN, NADIN, interphone, computer-to-computer, or via the aeronautical mobile service, as applicable.

1. Emergency Messages.

1. Distress messages and distress traffic, including alerting (ALR) messages relating to distress (DETRESFA) phase-SS.
2. Urgency messages, including alerting messages relating to an alert (ALERFA) phase or to an uncertainty (INCERFA) phase-SS.
3. Other messages concerning known or suspected emergencies which do not fall under subparas 6-1-3a1 and a2 and radio communications failure (RCF) messages-FF or higher as required.

1. Movement and Control Messages.

1. Flight plan (FPL)-FF.
2. Amendment and coordination messages.

1. Departure (DEP)-FF.
2. Delay (DLA)-GG.
3. Arrival (ARR)-GG.
4. Boundary estimate (EST)-FF.*
5. Modification (CHG)-FF.*
6. Coordination (CDN)-FF.*
7. Acceptance (ACP)-FF.*

1. Cancellation (CNL)-GG.*
2. Clearances, flow control (SPL, CHG, CDN)-FF or DD.*
3. Transfer of control (TCX)-FF.*
4. Requests (RQS)-FF.*
5. Position reports (AIREP)-FF.*

1. Flight Information Messages.

1. Traffic information-FF.*
2. Meteorological information (MET)-FF or GG.
3. Operation of aeronautical facilities and essential airport information (NOTAM)-GG.
   * Normally exchanged between ATC units via voice circuits.

1. Technical Messages. Four categories of these messages are specified for use on computer-to-computer circuits only. They will not be sent on AFTN or NADIN circuits.

1. 6-1-4. SERVICE MESSAGES

1. NADIN immediately generates a service message to an originator when incorrect code or routing indicators are detected.

1. Assign the appropriate priority indicator to international service messages. When service messages refer to messages previously transmitted, assign the same priority prefix. Identify a service message by inserting “SVC” as the first item of the text.

1. 6-1-5. TRANSMISSION VIA NADIN

International messages are generally introduced on NADIN for relay to AFTN circuits.

1. Operational Systems use the ICAO Flight Plan or Service-B message formats as described in the Operational System operating procedures.
2. Handle international messages on NADIN for relay to AFTN as follows:

1. Start of message. New Line Key.
2. Preamble (priority, space, addressee(s).

1. Priority. Two-character precedence field.
2. Addressee(s). Not to exceed 69 characters or seven addressees, each addressee separated by a space.
3. End of Line (EOL) new line key.
4. End of Text (EOT) (enter function).

1. 6-1-6. TRANSMISSION OF ATS MESSAGES

1. Air traffic service messages are interchanged in the international air traffic control system in the following modes:

1. The preferred step-by-step mode wherein each ACC/ARTCC sends forward the full current (updated) flight plan information as the flight progresses.
2. The simultaneous mode wherein information extracted from the filed flight plan (FPL) is sent simultaneously to all ATS units along the route of flight. In this mode, only amendments to the FPL, plus necessary control information, are forwarded from center to center as the flight progresses.

1. Prepare and transmit ATS messages as described below. Address these messages as follows:

1. Include an eight-character addressee indicator for each addressee. When the number of addressees required is more than the operational system parameters allow, two or more transmissions of the message must be made. The eight-letter combination addressee indicators are composed as follows:

1. The four-letter ICAO location indicator; for example, MPTO. Use only those listed in ICAO DOC 7910 (Location Indicators). Some ICAO eight-character addressees for Mexico and Canada are listed in FAA Order JO 7350.9, Location Identifiers.
2. A four-letter designator for the facility type/office, or if no designator has been assigned, affix YXYX for military, ZZZX for aircraft in flight, or YYYX for all other cases; for example, MTPPYYYX. (See Note.)

1. A one-letter designator will appear following an air carrier designator to indicate the department or division of the organization addressed.

1. Filing time. A six-digit date/time group indicating the time the message is filed with the FSS for transmission.

1. Originator Indicator. Consists of an eight-letter sequence similar to an address indicator, identifying the place of origin and the organization originating the message.
2. Supplementary Address and Origin Information. When the four-letter designators YXYX, ZZZX, or YYYX are used, identify the aircraft operator or organization at the beginning of the text preceding the start-of-ATS data symbol ( (- -), in the same order as in the addressee(s) and/or originator indicator(s). Where there is more than one such insertion, the last should be followed by the word “stop.” Where there are one or more insertions in respect to addressee indicators plus an insertion in respect to the originator indicator, the word “from” is to appear before that relating to the originator.
3. When addressing flight plan messages or related amendments and flight plan cancellation messages to centers, use one of the four-letter designators as follows:

1. If message is relevant to IFR and:

1. The ARTCC is computer-equipped (U.S. ARTCCs), use ZQZX.
2. The center is not computer-equipped, use ZRZX.
3. Relevant to oceanic operations, use ZOZX.

1. If message is VFR (AMIS), use ZRZX.
2. If SVC or administrative, use ZRZX.

1. 6-1-7. ORIGINATING MESSAGES

1. Messages for ATS purposes may be originated with ATS units by aircraft in flight, or, through local arrangements, a pilot, the operator, or their designated representative.
2. Accept air filed flight plans or changes in destination information from aircraft inbound from foreign locations and, if requested by the pilot, enter Customs notification service.
3. Do not accept round-robin flight plans to international locations, other than Canada.

1. Do not accept assumed departure flight plans when the destination is in a foreign country other than Canada.
2. Aircraft movement, control, and flight information messages for purposes other than ATS, such as operational control, must be originated by the pilot, the operator, or their designated representative.

1. 6-1-8. ADDRESSING MESSAGES

1. Addressing the flight plan is determined by the point of departure, the destination, and the FIR boundaries to be penetrated during the course of the flight.
2. Address IFR FPL messages to the ARTCC serving the airport of departure and to all ATS units (including oceanic) providing air traffic control service or concerned with flight along part or the whole of the route to be flown except FAA ATCTs and other conterminous U.S. ARTCCs.

1. Transmit all IFR FPLs to ARTCCs not less than 1 hour prior to the proposed departure time. Do not hold FPLs until after departure time and transmit as a combined FPL and departure message (DEP). Separate FPL and DEP messages must be transmitted.

1. Address aircraft movement messages only to those ATS units responsible for the provision of relevant service, except when requested by the operator concerned, these messages, when transmitted via the AFTN, may also be routed, as specified by the operator or a representative to:

1. One addressee at the point of intended landing or point of departure.
2. Not more than two operational control units concerned.

1. The ARTCC serving the departure airport must transmit the DEP message on IFR aircraft to all known recipients of the FPL message. Flights between conterminous U.S. and Canada (excluding Gander Oceanic), Alaska, Hawaii and Puerto Rico do not require DEP messages. Discontinuance of DEP messages affecting the route of flight can only be accomplished by ICAO Regional Air Navigation Agreement.

1. 6-1-9. FLIGHT PLAN FORMS AND INSTRUCTIONS

1. All IFR flights that depart U.S. domestic airspace and enter international airspace must use FAA Form 7233-4, International Flight Plan (see Appendix A), the ICAO Model Flight Plan Form in ICAO DOC 4444, or an electronic equivalent. The flight plan filer is responsible for providing the information required in items 3 through 19.

1. The procedure described in paragraph a. above also applies to IFR flight plans originating within or transiting Pacific Flight Information Regions (FIR) and flying to or from FIRs beyond the Pacific Region including the North American (NAM) Region.

1. VFR flights within the conterminous U.S., Canada, Mexico, Honolulu, Alaska, and San Juan domestic control areas may use FAA Form 7233-1, Flight Plan, or an electronic equivalent.

1. When paper forms are used, record on the form the time the flight plan was filed. This time will constitute evidence of the pilot's intention to comply with Customs, Immigration, and Public Health requirements and will be made available upon request from these authorities

1. 6-1-10. ICAO ATS MESSAGE FORMAT

The following are examples of ICAO message types most likely to appear on AFTN/NADIN circuits. The number above the data corresponds to the field type numbers on the flight plan form (FAA Form 7233-4) and on the chart of Standard ATS Messages and Their Composition, Appendix A.

1. Departure Message (DEP). ARTCCs are the designated ATS unit responsible for originating and transmitting DEP messages on all IFR aircraft departing airports within their center boundaries. IFR flight plans must be transmitted to ARTCCs at least 1 hour before departure. This allows ARTCCs to determine recipients of DEP message when domestic portions are transmitted to ARTCCs in an automated format. Do not hold FPLs and combine with DEP into a single message.
2. Delay Message (DLA). Transmitted when departure of an aircraft, for which an FPL message has been transmitted, is postponed or delayed more than 30 minutes after the estimated time of departure contained in the FPL.
3. Alerting Message (ALR). Relating to an overdue situation on an aircraft.
4. Supplementary Flight Plan (SPL). Information must be sent to ATS units that transmit Request Supplementary Flight Plan (RQS) messages.
5. Arrival Message (ARR). Sent only on Canadian MOT, U.S. DOT, or FAA aircraft or upon request.
6. Current Flight Plan (CPL) Message. Originated by and transmitted in a step-by-step mode between successive ACCs and between the last ACC to the control at the airport of intended landing. CPLs contain only information relevant to that portion of the route of flight which extends from the point of entry into the next control area or FIR to the airport of intended landing.
7. Acceptance (ACP) Message. Transmitted when the data contained in a CPL message are found to be acceptable to the receiving ACC.
8. Flight Plan Cancellation (CNL) Message. Transmitted when a current (CPL) or filed flight plan (FPL) message was transmitted and the flight is canceled.

1. 6-1-11. FLIGHT PLAN CHANGES AND CANCELLATIONS

1. Assume departure station duties when a flight plan change is received from an aircraft en route to a foreign location.

1. An FSS receiving a VFR flight plan cancellation report from aircraft en route to a foreign location must transmit a cancellation message to the appropriate foreign tie-in facility.

1. 6-1-12. AIR MOBILE SERVICE (AMS)

1. Air Mobile Service (AMS) is an international air/ground communications network. It provides service to en route aircraft primarily in support of ATC and company operations, and collects meteorological data for dissemination. Although in the U.S. this service is provided via contract (ARINC), FAA flight service facilities may be required to relay information on a case-by-case basis.
2. The AMS network is composed of individual units geographically limited to areas where effective coordination and cooperation between ground stations are possible.
3. For any individual route segment, the AMS communication requirements will normally be met by two or more network stations serving the flights on that route segment. In general, these primary stations serve the ACC serving the FIRs and the points of takeoff and landing. In some cases, additional suitably located stations are required to complete the communications coverage.
4. Each of these stations may be required at some stage of the flight to exchange communications with the aircraft, and when not so engaged, to intercept, as required, communications exchanged between the aircraft and any one of the other stations.
5. Stations providing regular network service to aircraft operation along route segments in an ACC's FIR are termed regular stations. Other network stations will only be required to assist communications for that FIR in the event of communications failure.
6. When communications permit, aircraft should transmit their messages to the primary station of the network from which they can most readily be delivered to their ultimate destination. In particular, aircraft reports required by ATC should be transmitted to the network station serving the ATC center in whose area the aircraft is flying. Conversely, messages to aircraft in flight should be transmitted direct to the aircraft by the network station serving the location of the originator.
7. Messages passed from aircraft to a network station should be intercepted and acknowledged by other stations which serve locations where the information is also required. Such intercepts provide instantaneous delivery of information and eliminates the transmission of messages over the AFTN. Networks may not be used for transmission of aircraft reports except under the intercept principle. Acknowledgments of intercept must be made immediately after the acknowledgment of receipt by the station to which the message was passed. In the absence of acknowledgment of intercept within 1 minute, the station accepting the message from the aircraft must forward the message via the AFTN to the ultimate destination.
8. In areas or on routes where radio operations, lengths of flights, or distance between stations require additional measures to ensure continuity of communications throughout the route segment, the stations must share the responsibility of primary guard whereby each station will provide the primary guard for that portion of the flight during which the messages from the aircraft can be handled most effectively by that station.
9. During its tenure of primary guard, each station will:

1. Be responsible for designating primary and secondary frequencies for communications with aircraft.
2. Receive all position reports and handle other messages from and to the aircraft essential to the safe conduct of the flight.
3. Be responsible for the action required in case of failure of communication.

1. Transfer of primary guard from one primary station to the next will normally take place at the time of traversing FIR or control area boundaries. When communications conditions so demand, a station may be required to retain primary guard beyond geographical boundaries or release its guard before the aircraft reaches a boundary.

1. 6-1-13. AIREPs (POSITION REPORTS)

1. AIREPs are messages from an aircraft to a ground station. AIREPs are normally comprised of the aircraft's position, time, flight level, ETA over its next reporting point, destination ETA, fuel remaining, and meteorological information. When recording an AIREP on data terminals or written copy, the following procedures must be used:

1. Each line must begin at the left margin.
2. A new line must be used for each transmission.
3. If communications allow, each report must contain the following items in the order shown:

1. Message type aerodrome reference point (ARP).
2. Call sign of the calling station (aircraft).
3. Text of the message.
4. Call sign of the station called or receiving station followed by the appropriate abbreviation to indicate received, readback, or no reply heard.
5. Call sign of station(s) acknowledging intercept followed by appropriate abbreviation to indicate received.
6. Designation of frequency used.

1. Time in UTC of the communication.

1. Missing parts of the message text must be indicated by the letter “M.”

1. AIREPs may be filed from any aircraft inflight within World Meteorological Organization (WMO) areas of responsibility in conformity with ICAO requirements for position, operational, or meteorological reporting in AIREP format. AIREP information must be disseminated to ATC, company, and meteorological offices as required. AIREPs consist of three sections comprised of 12 items. AIREPs may be filed in one, two, or three sections as follows:

1. Section 1, Routine report. A position report (PSNRP) comprising the Message Type Designator-ARP and the following items:

1. Item 1, Aircraft identification.
2. Item 2, Position. Record position in latitude (degrees as two numerics, or degrees and minutes as four numerics, followed without a space by N or S) and longitude (degrees as three numerics, or degrees and minutes as five numerics, followed without a space by E or W) or as a significant point identified by a coded designator (two-to-five characters) or as a significant point followed by a magnetic bearing (three numerics) and a distance in nautical miles (three numerics) from the point, such as 4620N07805W, 4620N078W, 46N078W, LN, MAY, or DUB180040. Precede significant point by ABM (abeam), if applicable.
3. Item 3, Time. Record time in hours and minutes UTC (four numerics). The time recorded must be the actual time of the aircraft at the position and not the time of origination or transmission of the report.
4. Item 4, Flight level or altitude. Record flight level as “F” followed by three numerics when on standard pressure altimeter setting, such as F370. Record altitude in meters followed by M, or in feet followed by FT, when on QNH. Record ASC (level) when climbing, or DES (level) when descending to a new level after passing the significant point.
5. Item 5, Next position and time over. Record the next reporting point and the estimated time over such reporting point, or record the estimated position that will be reached 1 hour later, according to the position reporting procedures in effect. Use the data conventions specified in subpara 6-1-13b1(b), Item 2, Position, for position. Record time in minutes past the hour (two numerics) or in hours and minutes UTC (four numerics) when necessary.

1. Section 2. When reported by the pilot:

1. Item 6, Estimated Time of Arrival (ETA). Record ETA by the four-letter location indicator of the airport of first intended landing, or if no location indicator exists, the name of the airport followed by the estimated time of arrival at this aerodrome in hours and minutes UTC (four numerics).
2. Item 7, Endurance. Record fuel in hours and minutes (four numerics).

1. Section 3. A full AIREP comprising a PSNRP, company information, and en route meteorological information.

1. Item 8, Air temperature. Record PS (plus) or MS (minus), no space, followed by the temperature in degrees centigrade corrected for instrument error and airspeed, such as MS05.
2. Item 9, Spot wind or mean wind and position. Spot wind is used whenever practical and normally refers to the position given in subpara 7-1-13b1(b), Item 2, Position. When a spot wind is given for any other location, record its position. Whenever it is not practical to record spot wind, record the mean wind between two fixes, followed by the word ”mean,” and the position of the midpoint between the two fixes. Record wind direction in degrees true (three numerics) and wind speed in knots (two or three numerics), separated by an oblique stroke, such as 345/55. Record the direction of variable winds of a given strength as VRB, such as VRB/10. Record light and variable winds or calm as LV. If wind position is required, record latitude and longitude to the nearest whole degree, using the data convention specified in Item 2, such as 22N180W.

1. Item 10, Turbulence (TURB). Record severe turbulence as TURB SEV and moderate turbulence as TURB MOD. If turbulence is experienced in cloud, add INC (in cloud). If in subsonic flight, report severe turbulence as soon as possible after occurrence. This requires AIREP SPECIAL. Record and report moderate turbulence only if encountered within last 10 minutes prior to reaching position in subpara 6-1-13b1(b), Item 2, Position. If in transonic or supersonic flight, report severe or moderate turbulence as soon as possible after occurrence. This requires AIREP SPECIAL.
2. Item 11, Icing. Record severe icing as ICE SEV, moderate icing as ICE MOD. Report severe icing as soon as possible after occurrence. This requires AIREP SPECIAL. Record and report moderate icing only if encountered within last 10 minutes prior to reaching position in subpara 7-1-13b1(b), Item 2, Position.
3. Item 12, Supplementary Information. Record data which in the opinion of the pilot-in-command are of aeronautical interest.

1. Present Weather. Rain (RA), Snow (SN), Freezing rain (FZRA), Funnel cloud (FC), Waterspout or tornado (+FC), Thunderstorm (TS) on or near flight path, Front (FRONT).
2. Clouds. If heights of cloud bases and/or tops can be accurately ascertained, amount of clouds scattered (SCT) if clear intervals predominate, broken (BKN) if cloud masses predominate, or continuous (CNS) type of clouds only if cumulonimbus (CB), and an indication of the bases (BASE) and/or the tops (TOP) together with the respective height indication F (number) or (number) or (number) M/ or (number) FT.
3. Turbulence and Icing. Moderate turbulence (TURB MOD) if in subsonic flight, or moderate aircraft icing (ICE MOD) observed prior to the last 10 minutes.
4. D-Value. Reading or radio altimeter minus reading of pressure altimeter set to 1013.2 mb and corrected for calibration and position error; record differences as PS (plus) or MS (minus), no space, followed by the number of meters or feet.

1. Operationally Significant Weather Radar Echoes (echo or echo line). True bearing of center of echo or line and distance from aircraft in nautical miles; if appropriate, indicate weather intensifying or weakening and whether no gaps, some gaps, or frequent gaps are observed.
2. Significant differences between conditions encountered and those forecast for the flight, such as forecast thunderstorms not observed or freezing rain not forecast.
3. If the position of the phenomenon reported is not the same as the position given under subpara 6-1-13b1(b), Item 2, Position, report it after the phenomenon.

1. 6-1-14. AIREP SPECIALS (ARS)

1. Turbulence. TURB SEV encountered while in subsonic flight is reported as soon as possible after occurrence and requires AIREP SPECIAL. TURB MOD is reported only if encountered within 10 minutes prior to reaching reporting position. If in transonic or supersonic flight, TURB MOD and SEV is reported as soon as possible and requires AIREP SPECIAL.
2. Icing. ICE SEV is reported as soon as possible after occurrence and requires AIREP SPECIAL. ICE MOD is reported only if encountered within last 10 minutes prior to reaching reporting position.

1. 6-1-15. ARTCC RELAY OF VFR MESSAGES

ARTCC operators must relay all international VFR flight movement messages to the adjacent FSS unless that facility is also an addressee.

1. 6-2-1. FLIGHT PLAN/CUSTOMS REQUIREMENTS

1. U.S. Customs and Border Protection (CBP) requirements for Advance Passenger Information System (APIS) authorizations are contained in 19 CFR 122 and apply to both inbound and outbound aircraft. Do not include ADCUS in flight plan remarks; pilots are required to coordinate directly with CBP.
2. Flight plan and customs requirements for other countries are usually contained in that country's Aeronautical Information Publication (AIP).

1. 6-2-2. CUSTOMS REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT

19 CFR Part 122 contains Advance Passenger Information System (APIS) regulations which require APIS manifests to be submitted to U.S. Customs and Border Protection (CBP) for all private aircraft arriving from or departing for a foreign port or place. APIS regulations also require that electronic notices of arrival and departure as well as electronic manifests relative to travelers (passengers and crew) be submitted to CBP within specific timeframes. For detailed information on the APIS regulations, see Advance Information on Private Aircraft Arriving and Departing the United States, 73 Fed. Reg. 68,295 (Nov. 18, 2008) (19 CFR 122.22). This publication, along with other resources, is available at http://www.cbp.gov.

1. All aircraft entering U.S. airspace from a foreign port or departing U.S. airspace for a foreign port must provide at least 1 hour advance notice to the U.S. Customs and Border Protection (CBP) via the Electronic APIS (eAPIS).
2. Pilots of aircraft inbound to the U.S. from a foreign port are required to notify CBP of any changes to their ETA which are 15 minutes or greater. Upon pilot request, relay changes in ETA to CBP.

1. 6-2-3. ADIZ REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT

1. Unless otherwise authorized by ATC, no person may operate an aircraft into, within, or across an ADIZ unless that person has filed a flight plan with an appropriate aeronautical facility.
2. Unless otherwise authorized by ATC, no person may operate an aircraft into, within, or across an ADIZ unless that aircraft is equipped with a coded radar beacon transponder and automatic pressure altitude reporting equipment having altitude reporting capability that automatically replies to interrogations by transmitting pressure altitude information in 100-foot increments.

1. A person who operates a civil aircraft into an ADIZ must have a functioning two-way radio, and the pilot must maintain a continuous listening watch on the appropriate aeronautical facility's frequency.
2. Pilots of aircraft entering or departing the United States through an ADIZ, or operating within an ADIZ, are required to comply with the provisions of 14 CFR 99.
3. Forward information on DVFR aircraft inbound to the U.S. to NORAD via Service B or by telephone. Forward the following information:

1. Aircraft call sign.
2. Number and type of aircraft.
3. Altitude (within ADIZ).
4. True airspeed.
5. Time of departure.
6. Point of departure.
7. Destination.
8. ETA.
9. Remarks: DVFR discrete transponder code; estimated first point of penetration of ADIZ (latitude/longitude or fix-radial-distance); estimated time of penetration of ADIZ.

1. 6-3-1. GENERAL

1. Alerting service must be provided:

1. For all aircraft provided with ATC service.
2. Insofar as practical, to all other aircraft having filed a flight plan or otherwise known to an air traffic service.
3. To any aircraft known or believed to be the subject of unlawful interference.

1. Additional information related to ICAO Search and Rescue procedures can be found in ICAO ANNEX 11, Chapter 5, Alerting Service.
2. Apply domestic SAR procedures for the U.S. portion of the flight.

1. 6-3-2. ALERTING PHASES

1. Air traffic services units must notify rescue coordination centers immediately when an aircraft is considered to be in a state of emergency in accordance with the following:

1. Uncertainty phase when:

1. No communication has been received from an aircraft within a period of 30 minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier.
2. An aircraft fails to arrive within 30 minutes of the estimated time of arrival last notified to or estimated by air traffic services units, whichever is later, except when no doubt exists as to the safety of the aircraft and its occupants.

1. Alert phase when:

1. Following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft.
2. An aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been reestablished with the aircraft.
3. Information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely.
4. An aircraft is known or believed to be the subject of unlawful interference.

1. Distress phase when:

1. Following the alert phase further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress.
2. The fuel on board is considered to be exhausted or thought to be insufficient to enable the aircraft to reach safety.
3. Information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely.
4. Information is received and it is reasonably certain that the aircraft is about to make or has made a forced landing.

1. In addition to the initial notification, the Rescue Coordination Center (RCC) must, without delay, be furnished with:

1. Any useful additional information, especially on the development of the state of emergency through subsequent phases.
2. Information that the emergency situation no longer exists.

1. 6-3-3. ALERTING MESSAGE CONTENTS

1. The notification must contain as much information as is available.

1. INCERFA, ALERFA, DETRESFA, as appropriate to the phase of the emergency.
2. Agency and person calling.
3. Nature of the emergency.
4. Significant information from the flight plan.
5. Unit which made last contact, time, and frequency used.
6. Last position report and how determined.
7. Color and distinctive marks of aircraft.
8. Any action taken by reporting office.
9. Other pertinent remarks.

1. The cancellation of action initiated by the RCC is the responsibility of that center.

1. 6-4-1. GENERAL

Except as indicated in this section, handle Transborder Canadian movement and control messages as described in Sections 1, 2, and 3. Do not include ADCUS in flight plan remarks for flight plans to Canada because NAV CANADA no longer alerts Canadian Customs. CANPASS authorizations are the obligation of the pilot, at the number in subpara 6-4-3a. Do not include ADCUS in flight plan remarks for flights plans from Canada to the United States because U.S. flight service no longer alerts U.S. Customs and Border Patrol (CBP). U.S. Advance Passenger Information System (APIS) authorizations are the obligation of the pilot for flights departing and entering the U.S., as stated in 19 CFR 122. APIS resources for pilots are available at http://www.cbp.gov.

1. 6-4-2. INBOUNDS FROM CANADA

1. Do not accept VFR flight plans other than air filed flight plans for aircraft departing from Canada. Refer individuals to the appropriate NAVCANADA facility to file flight plans out of Canada. Do not accept round-robin flight plans to international locations, other than Canada.
2. The operational system should automatically format the required items of the flight notification message when activated. U.S. CBP authorizations for flights inbound to the U.S. from Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov.
3. Facilities acknowledge receipt of flight notification messages as soon as practical by transmitting the letter “R” followed by the full aircraft identification; for example, R N711VR. Suspense VFR flight notification messages until arrival or closure information is received. Remove IFR messages from the inbound list after delivery.

1. 6-4-3. OUTBOUNDS FROM CANADA

1. When Customs notification service is requested, advise the pilot to contact Canada's Private Aircraft Program for Customs (CANPASS) at 888-226-7277 and include CANPASS in the remarks section of the flight plan. If the pilot informs that he/she has contacted CANPASS, place CANPASS in the remarks section of the flight plan. Process outbound flight plans in accordance with Chapter 5 and subparas 6-4-3d and e.

1. Accept Customs notification requests from inflight aircraft for relay via flight notification message only for airports of entry where Customs flight notification service is provided and when proposed ETA is during Customs service hours.
2. Upon notification of departure of VFR flights, transmit a flight notification message directly to the destination Canadian relay facility. Include CAN- PASS in the remarks.

1. IFR Flight Plans.

1. CANPASS Flight Plans.

1. Send a flight notification message on airfile IFR aircraft that has requested Customs notification. Place CANPASS (if prior notification) in the remarks section of the flight notification message. If the pilot files a flight plan, but gives no indication that CANPASS procedures have been implemented, or prefers to leave the notification off of the flight plan, leave the remarks section blank and allow the NAV CANADA specialists to handle the situation upon arrival.

1. VFR Flight Plans.

1. Refer to the Canada and North Atlantic IFR and VFR supplements to determine Customs hours of service, availability of Customs flight notification service (CANPASS), and the relay facility for infrequently used Airports of Entry not listed in FAA Order JO 7350.9, Location Identifiers.
2. Suspense VFR message until acknowledgment is received.

1. If an acknowledgment is not received within 30 minutes after departure, retransmit the message. AISR facilities transmit the contraction “REQ ACP” (request acceptance) and the complete aircraft identification.

1. If acknowledgment is not received within 1 hour after departure, use interphone or telephone to deliver. In any event, assure delivery prior to ETA.
2. Refer to Section B of the Canada and North Atlantic IFR Supplements for Canadian FSS and Area Control Center (ACC) telephone numbers.

1. When correcting or revising a message, retransmit the complete message preceded by the contraction CHG (change).

1. Do not transmit IFR flight notification messages except for military aircraft or Customs notification purposes.

1. When available, use interphone or telephone for flights of 30 minutes or less.

1. 6-4-4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA

Accept flight plans regardless of departure point within the NAS. (See para 7-4-1 and subpara 7-4-3a for CANPASS guidance.)

1. Forward VFR flight plan information for aircraft departing from outside the facility's flight plan area to the tie-in SECTOR/FSS for the departure point in the following format:

1. Aircraft identification.
2. Aircraft type.
3. Departure point.
4. Destination.
5. Proposed departure time/ETE.
6. Remarks.

1. Forward IFR flight plan information for aircraft proposing to depart from outside the facility's flight plan area in accordance with Para 5-3-1, Domestic IFR Flight Plans. If Customs flight notification service (ADCUS) is requested, advise the pilot to contact CANPASS at 888-226-7277; include CANPASS information as an intrafacility remark, and transmit the proposal message to both the ARTCC and the tie-in SECTOR/FSS. Enter the ARTCC computer address last.

1. Identify the tie-in SECTOR/FSS, and advise the pilot to report departure time directly to that facility.

1. Upon receipt of the departure report, the tie-in SECTOR/FSS is responsible for delivery of the flight notification message to Canada.

1. Transmit a flight notification message in accordance with Paragraph 5-4-4, Flight Notification Message.

1. The operational system changed should automatically format the required items and transmit the flight notification message.

1. Acknowledgment from the departure point tie-in SECTOR/FSS is required for both VFR and IFR proposals.

1. 6-4-5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS

1. Accept IFR flight plans departing from Canadian airports and destined to the U.S. Transmit a proposal message in ARTCC HOST computer format to the associated Canadian ACC. Address messages to the ACC listed in FAA Order JO 7350.9, Location Identifiers.

1. Canada does not acknowledge for proposal messages. Do not expect or request acknowledgment.

1. 6-4-6. SEARCH AND RESCUE MESSAGES

Provide Search and Rescue for flights inbound from Canada in accordance with Chapter 7.

1. 6-5-1. GENERAL

1. Except as outlined in this section, handle transborder Mexican movement and control messages as described in Sections 1, 2, and 3. IFR flight plans to Mexico require the ICAO flight plan form.
2. Do not include ADCUS in flight plan remarks for flight plans to Mexico; Mexican Customs authorizations are the obligation of the pilot. Do not include ADCUS in flight plan remarks for flights plans from Mexico to the United States because U.S. flight service no longer alerts U.S Customs and Border Patrol (CBP). U.S. APIS authorizations are the obligation of the pilot for flights departing and entering the U.S., as stated in 19 CFR 122. APIS resources for pilots are available at http://www.cbp.gov.

1. 6-5-2. INBOUNDS FROM MEXICO

1. Flight notification messages.

1. When received in the proper format, VFR flight notification messages are automatically acknowledged and suspended by the operational system.
2. Acknowledge receipt of a flight notification message as soon as practical by transmitting the letter R followed by the full ACID; e.g., R N7llVR. Suspense VFR flight notification messages until arrival or closure information is received. File IFR messages.

1. Search and Rescue. Provide search and rescue service in accordance with standard format/time increments listed in Section 3, Alerting Service, and Chapter 8, Search and Rescue (SAR) Procedures. The departure station in Mexico is responsible for initiating SAR action until an acknowledgment of the flight notification message is received.

1. 6-5-3. OUTBOUNDS TO MEXICO

1. Mexican customs notification is the obligation of the pilot. U.S. CBP authorizations for flights outbound from the U.S. to Mexico are also the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov.

1. If the pilot still intends to land at a destination other than an airport-of-entry, advise the pilot that the flight plan will not be used for Customs or search and rescue service in Mexico.
2. Transmit the flight notification message to the Regional Flight Dispatch Office, not the destination tie-in station.

1. VFR Flight Plans.

1. Upon notification of departure of VFR flights, transmit a flight notification message. Address messages to the ICAO addressee for the appropriate destination location.
2. If a VFR flight plan is filed with a destination other than an airport-of-entry, transmit the flight notification message to the Regional Flight Dispatch Office, not the destination tie-in station. If the correct addressee cannot be determined, transmit to the nearest border Regional Flight Dispatch Office.

1. Address messages to the ICAO addressee for the appropriate destination location. Transmit the following information:

1. Type of flight.
2. Aircraft identification.
3. Aircraft type.
4. Departure point.
5. Destination.
6. ETA.
7. Remarks.

1. If acknowledgment is not received within 30 minutes after departure, transmit a “request acceptance” message to the destination station tie-in addressee and to the Regional Flight Dispatch Office. Manually address the message to the designated Regional Flight Dispatch Office.

1. The Regional Flight Dispatch Office involved will then normally send an acknowledgment to the departure station and assume responsibility for the flight notification message.
2. If acknowledgment/acceptance is not received within 1 hour of the departure, use interphone/telephone or other available means to deliver the message to the appropriate Regional Flight Dispatch Office. See TBL 6-5-1 for telephone numbers. For a complete address, add xmxo to the identifier.

1. Do not accept round-robin flight plans to Mexico.