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special equipment; i.e., DME, glide slope, etc., in
order to make the available approaches to the lowest
minimums. Pilots should be aware that all other
minimums on the approach charts may require
weather conditions better than those specified in
14 CFR Section 91.167(b). An inflight equipment
malfunction could result in the inability to comply
with the published approach procedures or, again, in
the position of having the airport below the published
IFR landing minimums for all remaining instrument
approach alternatives.
5−1−10. Flights Outside the U.S. and U.S.
Territories
a. When conducting flights, particularly extended
flights, outside the U.S. and its territories, full
account should be taken of the amount and quality of
air navigation services available in the airspace to be
2/17/05 AIM
Preflight 5−1−17
traversed. Every effort should be made to secure
information on the location and range of navigational
aids, availability of communications and meteorological
services, the provision of air traffic services,
including alerting service, and the existence of search
and rescue services.
b. Pilots should remember that there is a need to
continuously guard the VHF emergency frequency
121.5 MHz when on long over-water flights, except
when communications on other VHF channels,
equipment limitations, or cockpit duties prevent
simultaneous guarding of two channels. Guarding of
121.5 MHz is particularly critical when operating in
proximity to Flight Information Region (FIR)
boundaries, for example, operations on Route R220
between Anchorage and Tokyo, since it serves to
facilitate communications with regard to aircraft
which may experience in-flight emergencies, communications,
or navigational difficulties.
REFERENCE−
ICAO Annex 10, Vol II, Paras 5.2.2.1.1.1 and 5.2.2.1.1.2.
c. The filing of a flight plan, always good practice,
takes on added significance for extended flights
outside U.S. airspace and is, in fact, usually required
by the laws of the countries being visited or
overflown. It is also particularly important in the case
of such flights that pilots leave a complete itinerary
and schedule of the flight with someone directly
concerned and keep that person advised of the flight’s
progress. If serious doubt arises as to the safety of the
flight, that person should first contact the appropriate
FSS. Round Robin Flight Plans to Mexico are not
accepted.
d. All pilots should review the foreign airspace
and entry restrictions published in the IFIM during
the flight planning process. Foreign airspace
penetration without official authorization can involve
both danger to the aircraft and the imposition of
severe penalties and inconvenience to both passengers
and crew. A flight plan on file with ATC
authorities does not necessarily constitute the prior
permission required by certain other authorities. The
possibility of fatal consequences cannot be ignored in
some areas of the world.
e. Current NOTAMs for foreign locations must
also be reviewed. The publication Notices to Airmen,
Domestic/International, published biweekly, contains
considerable information pertinent to foreign
flight. Current foreign NOTAMs are also available
from the U.S. International NOTAM Office in
Washington, D.C., through any local FSS.
f. When customs notification is required, it is the
responsibility of the pilot to arrange for customs
notification in a timely manner. The following
guidelines are applicable:
1. When customs notification is required on
flights to Canada and Mexico and a predeparture
flight plan cannot be filed or an advise customs
message (ADCUS) cannot be included in a
predeparture flight plan, call the nearest en route
domestic or International FSS as soon as radio
communication can be established and file a VFR or
DVFR flight plan, as required, and include as the last
item the advise customs information. The station with
which such a flight plan is filed will forward it to the
appropriate FSS who will notify the customs office
responsible for the destination airport.
2. If the pilot fails to include ADCUS in the
radioed flight plan, it will be assumed that other
arrangements have been made and FAA will not
advise customs.
3. The FAA assumes no responsibility for any
delays in advising customs if the flight plan is given
too late for delivery to customs before arrival of the
aircraft. It is still the pilot’s responsibility to give
timely notice even though a flight plan is given to
　
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