ICAO does not require any regulation. It sets standards and recommends practices that each signatory State (read country) has the option to accept and enforce or not, in their own regulatory environment. One of the Articles of the Convention guarantees this right. As such, ICAO has no authority over rulemaking in the US, for US Operators. 14CFR 91.703 does direct US operators to follow specific ICAO procedures while over the "High Seas"
International Regs Top 10 FAQ’s
What is the bottomline, Does the ICAO make the rules and procedures internationally?
Is it legal for me to use my FAA temporary pilot certificate internationally?
Usually a temporary is not accepted, it will depend on the individual country's AIP.
Is it legal for a Crewmember to have two USA passport books?
Yes, the US Government allows a US national to have a Second Passport Book “Limited Validity Passport” for one of 2 reasons. 1. Frequent international travel that requires one to have visas etc. and the conflicting dates/times for the travel to these countries 2. For your personal security when traveling in the Middle East with regards to Israel and the countries that will not allow you to either obtain visas or enter if you have a visa if there is immigration stamp from Israel. US State Department, Foreign Affairs Manual, Chapter 7, Section 1300, Appendix R and Form DS-11
I have a conviction in the USA of Driving While Intoxicated, DWI. Is this a problem in international operations?
Canadian immigration policy prohibits entry of any person (not just flight crews) who have a 10-year old or less misdemeanor conviction, or any class DUI conviction. The decision to grant or deny the petition for waiver is totally discretionary with the Canadian immigration officials. Review the Canadian immigration web site at: http://www.cic.gc.ca/english/visit/index.asp. If you have any questions about how they enforce this policy, call their Call Centre at 888.242.2100.
What are the training requirements for international procedures?
Specific international operations’ training is not required by the FAA regulations or by Annex 2 to the ICAO. FAA Inspector’s have wide latitude in determining crew qualifications for “Special Use Airspace” and “Special Navigation Equipment”. In the FAA Inspector's Handbook, Order 8900.1 Volume 4 Chapter 12 it states: "Experience has clearly demonstrated that the presence of sophisticated navigational equipment on board an aircraft does not, by itself, ensure that a high level of performance will be achieved. It is essential that operators provide adequate training for the personnel operating or maintaining the equipment, and that operating drills and procedures are included in crew training." At a minimum, private operators are expected to “Be Familiar” with the Oceanic/Remote operation intended. Commercial operators usually need to satisfy a crew training requirement by completing an operator’s FAA approved oceanic operations training program or by completing a commercial provider’s oceanic operations training. Military training records indicating prior oceanic operations experience may be use as proof of training also.
Is there a route from Florida along Cuba to Cancun that is Class I airspace? It seems on the edge; but I have seen references of extended range ground based navaids?
This basically comes down to a question of what is the Standard Service Volume, SSV for the ground based navaids involved. SSV is dependent on power output of the facility and the altitude of the aircraft. High VOR's are listed to have a SSV of 130NM between FL180 and FL450. HH NDB's have a SSV of 75NM. DME has a SSV of 199NM. This may be the reference to extended range navaids you have seen. Using these mileages, the critical part comes in when crossing the Yucatan Channel between Cuba and Mexico. The shortest route is Gerona NDB (UNG) along UR519 to Cancun VOR (CUN), 227NM between navaids. There is no reference to extended range capabilities of CUN or UNG. 227NM is the mileage listed on the chart along UR519. An alternate route is UCY, UR506, NUDAL. It is the next best distance at 252NM. Both routes are longer than 205NM (130+75), This would be legal as a Class One routing by 22NM and 47NM. 14 CFR 91.511
What Defines "Class Two Navigation" for the FAA?
Any navigation that is not Class One. FAA Order 8900.1 Volume 4, Chapter 1, Section 4, Paragraph 4-76B.
Is it legal for a newly delivered jet with a temporary registration to be flown to Puerto Rico from the USA mainland?
"Pink slips” are only valid for the continental U.S. you will need a Flywire to expedite the registration process. Contact information can be found at: http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft..."
Where can I find a copy of the ICAO Annex's?
Try this website: http://www.bazl.admin.ch/dokumentation/grundlagen/02643/index.html
Where do I Find The FAA's Definition of “Special Use Airspace”?
FAA aviation safety inspector’s (ASI) Handbook, FAA Order 8900.1, VOL.4, Chapter 1.
- Examples of special areas of operation include the following:
- Areas of Magnetic Unreliability (AMU) and Polar operations
- North Atlantic Minimum Navigation Performance Specification Airspace
- Central East Pacific (CEPAC) airspace
- North Pacific (NOPAC) airspace
- Pacific Organized Track System (PACOTS)
- West Atlantic Route System (WATRS) and the Caribbean Sea
- Gulf of Mexico control areas (Gulf routes)
- Reduced Vertical Separation Minimum (RVSM)
- Required Navigation Performance (RNP)-10,4 ect.
- Examples of special Navigation Equipment include the following:
- Area Navigation (RNAV)
- Inertial navigation or reference systems INS, IRS or GPS