![]() You may need to use either AM, USB or LSB to achieve the best clarity. I am told that VHF is sparse, HF quality is generally good, though signals may be impacted by solar activity. ![]() Click that to get the FIR contact information, as shown in the photo. To do this in JeppFD, you scroll and zoom to the region in question and tap on any point away from the existing route or waypoints. You can find frequencies, phone numbers, and CPDLC addresses on en route charts. The same philosophy and commensurate requirements apply for ETOPS in the South Polar Area. For flights above 82 degrees North latitude, the operator must also ensure that communications requirements can be met by the most reliable means available, taking into account the potential communication disruption due to solar flare activity. The ability to use SATCOM for all other portions of the flight, which for some routes could be longer than 15 hours duration, is advantageous to the flight. The relatively short period of time that the flight is above latitude 82 degrees North in relation to the total planned flight time is a small fraction of the total flight. The FAA recognizes the limitations of satellite communications (SATCOM) in the North Polar Area above this latitude, and in such an area an alternate communication system such as HF voice or data link is to be used. The FAA may relieve the certificate holder from this requirement if the season of the year makes the equipment unnecessary. A plan for providing at least two cold weather anti-exposure suits in the aircraft, to protect crewmembers during outside activity at a diversion airport with extreme climatic conditions.A plan for mitigating crew exposure to radiation during solar flare activity.A training plan for operations in the North Polar Area.An MEL for operations in the North Polar Area.A plan to ensure communication capability for operations in the North Polar Area.A fuel-freeze strategy and procedures for monitoring fuel freezing for operations.Except for all-cargo operations, a recovery plan for passengers at designated diversion airports.The designation of airports that may be used for en-route diversions and the requirements the airports must meet at the time of diversion.The certificate holder's operation specifications must include the following: Operations in the North Polar Area.] After February 15, 2008, no certificate holder may operate an aircraft in the region north of 78° N latitude (“North Polar Area”), other than intrastate operations wholly within the state of Alaska, unless authorized by the FAA. The NDA, NCA and ACA are depicted on Canadian HI en route charts and encompass the northernmost Canadian airspace. The NDA includes the Northern Control Area (NCA), the Arctic Control Area (ACA) and the Area of Magnetic Unreliability (AMU). The Canadian Northern Domestic Area (NDA).What we used to call "polar ops" is now "high latitude operations." The definition depends on your source of information but can be summarized as follows: Source: Transport Canada Aeronautical Information Manual, ¶ 2.6 In addition, the airspace from F元30 to FL410 within the lateral dimensions of the NCA, the ACA and the northern part of the SCA has been designated CMNPS airspace. Pilots are reminded that both the NCA and the ACA are within the Northern Domestic Airspace therefore, compass indications may be erratic, and true tracks are used in determining the flight level at which to fly. ![]() They are the Southern Control Area (SCA), the Northern Control Area (NCA) and the Arctic Control Area (ACA). Controlled airspace within the High Level Airspace is divided into three separate areas.
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