Andrew Heath

Users can only belong to three Divisions as a Pilot user at any given time.

Request weather deviation clearance from ATC. If clearance is denied or no communication is established and if the deviation is: 5 nm or less: remain at ATC assigned FL is greater than 5 nm either: turn north and descend 300 feet or turn south and climb 300 feet Climb or descent mandatory if deviation beyond 5 nm is necessary. When returning to route/track, be at assigned FL when within 5 nm of centerline.

If immediate action is not required, request a revised ATC clearance. If prior clearance cannot be obtained, accomplish the following until a revised clearance is received: Turn at least 30° to the left or right in order to intercept a 5 nm offset parallel track. Maintain FL if able or minimize climb/descent rate. Once established on a 5 nm parallel, same direction track/route offset, accomplish either: Descend below FL290 (recommended) and once below FL290: establish/maintain an altitude that differs by 500 feet from altitudes normally used. NOTE: Descent below FL290 is particularly applicable to operations where there is a predominant traffic flow (e.g., east-west) or parallel track system where the aircraft’s diversion path will likely cross adjacent tracks or routes. The descent can decrease the likelihood of conflicts with other aircraft, TCAS RA events, and delays in obtaining a revised ATC clearance. Climb/descend 500 feet and maintain an altitude that differs by 500 feet from altitudes normally used. Caution: Altimetry system error may lead to less than actual 500 feet vertical separation and TCAS RAs may occur. Turn exterior lights on and advise other aircraft on 121.5/123.45 “mayday or pan-pan” (as appropriate). Proceed as required by the operational situation or ATC clearance (if obtained). Advise ATC: “mayday or pan-pan” (as appropriate) using CPDLC, SATCOM, or 121.5.

SLOP is a standard operating procedure for the entire region. The options are centerline, 1 nm to the right, or 2 nm to the right. TCAS may be useful in selecting SLOP. Offset using NAV, not heading select. Do not advise ATC or request ATC clearance. Return to course by oceanic exit point.

West Atlantic Route System (WATRS) Airspace The clearance received at the departing station (voice, CPDLC, or ACARDS DCL) is a valid clearance through WATRS airspace. ATC will assign an altitude and Mach# prior to oceanic entry point NOTE: These two items plus the predeparture clearance routing constitute a valid clearance Transponder: leave on last assigned squawk code for the entire duration of WATRS SLOP: see Strategic Lateral Offset Procedure (SLOP) below NY Radio (ARINC) NOTE: New York Radio is not ATC, they are simply a radio operators that relay incoming communications to ATC. Check in on 129.9 (southbound) or 130.7 (northbound) when directed with requested Mach, altitude, and estimate for WATRS entrance point. NY Radio will assign HF frequencies. Complete HF SELCAL check. East Coast Route Restrictions Non-ETOPS: On L462 between 25N and 26N, do not accept re-routes or deviate east of the airway except when exercising emergency authority. A32F (Except A321E and A321H): In addition to the restriction above, do not plan or accept a re-route on L461 or (L458/L459 between 24N and 26N).

Air-to-Air . . . . . . . . . . . . . . . . . . . . . . . 123.45 Caribbean . . . . . . . . . . . . . . . . . . . . . . 130.7 WATRS . . . . . . . . . . . . . . . . . . . . . . . . . 129.9 (southbound) / 130.7 (northbound) Distress VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121.5 HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2182 / 8364 XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . 7700 (Emergency) / 7600 (Lost Communications) ATC Communications CAR-A . . . . . . . . . . . . . . . . . . . . . . . . . . 2887, 3455, 5550, 6577, 8846, 11396 CAR-B . . . . . . . . . . . . . . . . . . . . . . . . . . 5520, 6586, 8918, 11330 , 13297, 17907, 21985

☐ Update winds when new updates become available (0500z, 1100z, 1700z, 2300z) ☐ Perform Navigation Accuracy Check ☐ Review Jeppesen country pages Position Reports (if ADS is Unavailable) Use AIREP Form as a reference for the phraseology and order for making position reports. ☐ Report each compulsory fix (filled-in solid waypoints only): aircraft ID/position/time/flight level next compulsory fix/ETA next compulsory fix If symbol located at fix: meteorological report required (temperature, wind, any significant weather) Prior to FIR Boundary ☐ CPDLC/ADS (if installed), LOGON with New York (KZWY) oceanic: ATC COM > CONNECTION > NOTIFICATION Enter KZWY [2L] Press NOTIFY* [2R] NOTE: Successful LOGON will display "ACTIVE ATC-KZWY" ☐ Refer to JeppFD-Pro Route Info > Communication Procedures for FIR crossing notification. Oceanic Entry Point ☐ SLOP (if desired) - offset 1 nm right of centerline or 2 nm right of centerline as desired Oceanic Exit Point ☐ If applicable, communicate acceptance/rejection of re-dispatch message NOTE: Re-dispatch may be received up to 2 hours prior; however, if not received within one hour from re-dispatch point, contact the dispatcher. ☐ Ensure SLOP is zero by oceanic exit point Diversion Airports ☐ Continually evaluate weather for enroute diversion airports and arrival routings Weather Radar ☐ Ensure weather radar ON during IMC or night Communication ☐ HF SELCAL check (if required) Arrival Briefing ☐ Review airport specific 10-7 page unique engine failure during missed approach procedures ☐ Review transition altitude, country, and airport specific speed restrictions

☐ General Declarations (if required) ☐ Customs Declarations forms (if required) ☐ Water/LAV Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify accomplished ☐ Verify security search Warning: Ensure the aircraft is not being fueled before performing HF check ☐ Perform HF 1 and 2 (as installed) radio check, tone of any length is acceptable ☐ ACARS FFD (if required)

☐ Flight Plan: Download (SimBrief) Print (if desired) ☐ Obtain Crew List ☐ Download AIREP Form (if desired) ☐ Obtain Weather Charts: Wind Prog FL 340 Americas (GIF / PDF) Americas-Africa (GIF / PDF) High Level Sig Prog Americas (GIF / PDF) Americas-Africa (GIF / PDF) Volcanic Ash Info Washington Observation (Text / PDF) Buenos Aires Observation (Text / PDF) ☐ Check Chart Change Notices/NOTAMS United States Latin America South America ☐ Review Special Qualification Airport requirements (if applicable) ☐ Current crew passports ☐ Additional WX Info: Central America TAFs Caribbean TAFs South America TAFs Station Wx, NOTAMS, Field Report

The following map outlines the ICAO regions covered by the Pilot Resources repository.

Caution: Concourse A west, gates A15 through A26 are equipped with Aircraft Docking System (ADS). After initialization, a guide person will provide guidance up to the aircraft stopping point, including an emergency stop function to back up the ADS. Wing walkers will provide initial wing tip clearance. The guidance system does not ensure the gate area is clear of obstructions, and parking is prohibited if ground equipment is observed within the painted obstacle-free areas per the Clean Ramp Policy. Refer to FOM> Parking> General> Clean Ramp Policy for more information. Special Procedures Parking Caution: Be aware of jet blast at adjacent gates. Caution: Turns into gate C22 are more than 90° and require overshooting turn. Caution: Gates C23 and C25: If guideperson is not in position, stop perpendicular to the gate and do not turn in. Caution: Due to the location of gate identifier signs, it is possible to miss the lead-in lines on gates B7, B9, C27, and C29. Approach these gates slowly and if an overshoot occurs, stop the aircraft and contact ramp control for instructions. Parking in alleyways. Remain on centerline when taxiing into alleyways. Maintain sufficient momentum when turning in and parking using minimum thrust. Gates B7, B9, and C29 Identifier Signs. Ensure you are lined up on the correct lead-in line. B7 identifier sign is in line with the lead-in line, on top corner of the building. B9 identifier sign is in line with the lead-in line on the side of the B7 jet bridge. C29 identifier sign is in line with the lead-in line on top of the C27 jet bridge. Hard Stands Remote/overflow parking is located west of concourse A west. Hard stands are identified as H1, H2, H3, and H4. See page 10-7Z-2. Expect crew/passengers to be transported to concourse A east by a Passenger Transport Vehicle (PTV).

Ramp Contact ramp control prior to entering ramp. There are multiple ramp entry points with multiple hold spots. Stop at the assigned spot unless otherwise directed. Taxiway J Do not taxi along service road which runs parallel to taxiway J.

Reserved.

Ferry Flights For ferry flights related to the PHL hangar see the 10-7ZM series pages. Cargo Only Flights Hard stands 1 – 4 may be used, see 10-7ZM-2 series pages.

Note: Early departures see General - Ramp Control for guidance. Note: Gates in concourses A west and A east are common use, and the printer addresses listed on CCI may not be accurate. Confirm the printer address with the gate agent prior to printing paperwork using CCI. Pushback Concourse A West/East, B, and C Contact ramp control for pushback. Aircraft will be pushed back and pulled forward to a release line. Pushback crew will clear aircraft for engine start. Hard Stands H1 – H4 Must contact ground prior to pushback. Ready To Taxi Contact ramp control for clearance to proceed to an assigned spot.

Eastbound Arrivals After landing, remain with assigned ATC frequency. Contact ramp only when instructed.

Runway/Taxiway Restrictions Runway Restriction: Runway 08/26 takeoff and landings prohibited. Taxiway Restrictions: Aircraft landing on runway: 09L: do not turn left onto reverse high speed taxiways 27L: do not turn right onto reverse high speed taxiways Wide-body aircraft are restricted from taxiing on taxiway J between taxiways Q and K3 (spots 7 and 9). Note: PHL Division of Aviation approves wide-body aircraft to be pushed on taxiway J and released at the east hold line of Spot 7 and taxi westbound. Runway APPCH hold short lines and red signs are placed at certain taxiway locations where taxiing aircraft intercept the approach or departure path of a runway. Example: taxiway Y, west of the arrival end of runway 09L. If not told to hold short of a runway APPCH area, continue taxiing. Ramp Control Ramp primarily controls taxiway J (spots 2–15). Normal operating hours are 0545L to 2330L (times may be extended based on operating conditions). When ramp control is closed contact ground control for aircraft pushback or movement. All cross bleed starts above idle must be accomplished at a release line.

Non-Movement Areas. All ramps, terminals, and cargo parking areas are controlled by the Port Authority of New York and New Jersey (PA NYNJ) which is not currently simulated on POSCON. Do not call ATC for clearance to start and push. When you are ready to taxi, simply call ATC holding short of the movement area. Terminals 1-8: The ramp area, up to but not including Taxiway A, is considered non-movement.

Uncontrolled Operations. The following frequencies should be utilized only when POSCON ATC is offline. Station VHF Frequency Kennedy ATIS (ARR/DEP) 128.725 CTAF 119.100 Controlled Operations. Reference published charts.

Ghost mode allows you to see other POSCON traffic and hear their radio transmissions but you will not be able to transmit and your aircraft will not be rendered in other member’s simulators. You will still show up on the Live Map. You can enter Ghost mode manually using the menu or the command: POSCON/Ghost You can also be Ghosted automatically under a number of different conditions. When you are automatically Ghosted you will get a pop-up message indicating the reason. When you are in Ghost mode you can request to be unghosted via the menu or using the command: POSCON/UnGhost

The Pilot Client will send any frequency changes on COM 1 or COM2 to the voice client. The Pilot Client will also send audio panel changes to the voice client. This includes changing the transmit radio as well as enabling listening on COM1 and COM2. Integration with X-Plane requires that your aircraft be properly supporting the common X-Plane datarefs for the radios. It also means that you need to have the audio panel setup properly. As an example, the mic selected for the radio you want to transmit on and the audio monitor selected for the radios you want to monitor. Some aircraft do not have a visual means to change which radio you are transmitting on. If you are flying an aircraft that has this limitation you can still adjust which radio is being used for transmitting by mapping keys or joystick buttons to the following two X-Plane commands: sim/audio_panel/transmit_audio_com1 sim/audio_panel/transmit_audio_com2 If you encounter an aircraft that does not accurately model the audio panel by properly maintaining the above datarefs please let the aircraft designer know about the problem. For your convenience we have incorporated a command that will toggle between transmitting on COM1 and COM2: POSCON/Toggle_Com_Transmitter The toggle command simply executes one of the two built-in X-Plane transmit_audio_com(x) based on the state of the audio_com_selection dataref.

You can configure a Push-To-Talk (PTT) command to either a keyboard key or a joystick button. Use the X-Plane keyboard or joystick configuration UI to map the POSCON PTT function. POSCON/Push_To_Talk