Appendix 1 CEP Central East Pacific CFP Computer Flight Plan CHDO Certificate-Holding District Office CIS Commonwealth of Independent States CMA Central Monitoring Agency CNS/ATM Communications, Navigation and Surveillance/Air Traffic Management CPDLC Controller-Pilot Data Link Communications CTA Control Area CU Cumulus Clouds DARP Dynamic Airborne Route Planning DCPC Direct Controller Pilot Communications DEWIZ Distant Early Warning Identification Zone DME Distance Measuring Equipment DOI Department of Interior DR Dead Reckoning EFIS Electronic Flight Instrument System EICAS Engine Indicating and Crew Alerting System ELT Emergency Locator Transmitter ETA Estimated Time of Arrival ER-OPS Extended Range–Operations ETOPS Extended Operations ETP Equal Time Point EUR/NAT Europe and North Atlantic FAF Final Approach Fix FANS Future Air Navigation System FBO Fixed Base Operator FCC Federal Communications Commission FD Flight Director FDE Fault Detection and Exclusion FIP Flight Inspection and Procedures FIR Flight Information Region FL Flight Level FMC Flight Management Computer FMS Flight Management System FOM Flight Operations Manual FSIMS Flight Standards Information Management System FSDO Flight Standards District Office FSNFO Flight Standards National Field Office FSS Flight Service Station FTE Flight Technical Error FTR Flexible Track Route FTS Flexible Track System GLCC Global LORAN-C Charts Page 2
Appendix 1 GMT Greenwich Mean Time GNE Gross Navigation Error GNSS Global Navigation Satellite System GP General Purpose GPS Global Positioning System GPWS Ground Proximity Warning System HEDA Helicopter En Route Descent Area HFDL High Frequency Data Link HDG Heading HF High Frequency hPa Hectopascals HR Human Range IAP Instrument Approach Procedure IATA International Air Transport Association ICAO International Civil Aviation Organization IFIM International Flight Information Manual IFR Instrument Flight Rules IGA International General Aviation ILS Instrument Landing System IMC Instrument Meteorological Conditions IN International Notice to Airmen INS Inertial Navigation System ISA International Standard Atmosphere ISARP International Standards and Recommended Practices ITCZ Intertropical Convergence Zone JAA Joint Aviation Authority LAA Lowest Authorized Altitude LDOC Long Distance Operational Control LRCS Long-Range Communication System LRNP Long-Range Navigation Program IRS Inertial Reference System IRU Inertial Reference Unit km Kilometer LNAV Lateral Navigation LOA Letter of Authorization LRNS Long-Range Navigation System MACS Military Aviation Communication System MCA Ministry of Civil Aviation MDA Minimum Descent Altitude MEA Minimum En Route Altitude MEL Minimum Equipment List MET Meteorology Information MMEL Master Minimum Equipment List MMS Mineral Management Service Page 3
Appendix 1 MNPS Minimum Navigation Performance Specifications MNPS OPS Minimum Navigation Performance Specifications Operations MOA Memorandum of Agreenment MORA Minimum Off-Route Altitude MSL Mean Sea Level MSpecs Management Specifications MTR Military Training Routes NAM North American NAS National Airspace System NAT North Atlantic NAT OTS North Atlantic Organized Track System NAT SPG North Atlantic Systems Planning Group NAV Navigation Nav Specs Navigation Specifications NCA Northern Control Area ND Navigation Display NDB Non-Directional Beacon NFDC National Flight Data Center NM Nautical Miles NOAA National Oceanic and Atmospheric Administration NOF NOTAM offices NOPAC North Pacific NOTAM Notice to Airmen NPOLE North Pole NWS National Weather Service OADR Oceanic Altitude Deviation Reports OAT Outside Air Temperature OCA Oceanic Control Area OCD Oceanic Clearance Delivery OCEAN21 Oceanic Flight Data Processor OESB Oceanic Errors Safety Bulletin OpSpecs Operations Specification
OSAP Offshore Standard Approach Procedure OTS Organized Track System PACOTS Pacific Oceanic Track System PMI Principal Maintenance Inspector PNF Pilot-Not-Flying POC Point of Contact POI Principal Operations Inspector POS Position PANS-ABC ICAO abbreviations and codes Page 4
Appendix 1 PANS-ATM Procedures of Air Navigation Services-Air Traffic Management PBN Performance-based Navigation PPO Prior Permission Only PRC People’s Republic of China RA Resolute Advisory RAIM Receiver Autonomous Integrity Monitoring RCC Rescue Coordination Center REF Reference RNAV Area Navigation RNP Required Navigation Performance RNP-4 Required Navigation Performance 4 RNP-10 Required Navigation Performance 10 RTA Required Time of Arrival RVSM Reduced Vertical Separation Minimum RWY Runway SAO Special Areas of Operations SAR Search and Rescue SARP Standards and Recommended Practices (ICAO) SAT Static Air Temperature SATCOM Satellite Communication SATCOM Voice Satellite Voice Communication SC Stratocumulus Clouds SCA Southern Control Area SELCAL Selective Calling SIA Standard Instrument Approach SID Standard Instrument Departure SIGMET Significant Meteorological Information SITA Societe International de Télécommunications Aeronautiques SLOP Strategic Lateral Offset Procedure S-LRNS Single Long-Range Navigation System SLRCS Single Long Range Communication System SMO System Management Office SOP Standard Operating Procedures SSB Single Sideband SSR Secondary Surveillance Radar STAR Standard Terminal Arrival Route SUPPS Regional Supplementary Procedures TAF Terminal Area Forecast TAS True Airspeed TCAS Traffic Alert and Collision Avoidance System TDM Track Definition Message TKE Track Angle Error Page 5
Appendix 1 TMI Track Message Identifier TOD Top of Descent TSA Transportation Security Administration TSO Technical Standard Order UHF Ultrahigh Frequency UPR User Preferred Routes USB Upper Sideband USNOF United States NOTAM Office UTA Upper Control Area UTC Universal Time Coordinated VDP Visual Descent Point VFR Visual Flight Rules VHF Very High Frequency VLF Very Low Frequency VMC Visual Meteorological Conditions VOLMET Meteorological Information For Aircraft In Flight VOR/DME VHF Omnidirectional Range/Distance Measuring Equipment WAC World Aeronautical Charts WAH When Able Higher WATRS West Atlantic Route System XTK Cross-Track Error
Appendix 2 APPENDIX 2. SAMPLE OCEANIC CHECKLIST
1. SAMPLE OCEANIC CHECKLIST NOTE: International Civil Aviation Organization (ICAO) North Atlantic Working Groups composed of industry, air traffic control (ATC) and state regulators have created this checklist. For reference only, it does not replace an operator’s oceanic checklist. We encourage operators without an oceanic checklist to use this sample and tailor it to their specific needs and approvals.
This checklist focuses on an orderly flow and ways to reduce oceanic errors.
Operators should also review the attached expanded checklist. Use the Oceanic Errors Safety Bulletin (OESB) with this checklist. You can find the OESB at www.nat-pco.org.
FLIGHT PLANNING
• Plotting Chart – plot route from coast out to coast in
• Equal Time Points (ETP) – plot
• Track message (current copy available for all crossings)
• Note nearest tracks on plotting chart
• Review possible navigation aids for accuracy check prior to coast out
PREFLIGHT
• Master Clock for all estimated times of arrival (ETA)/actual times of arrival (ATA)
• Maintenance Log – check for any navigation/ communication/surveillance or Reduced Vertical Separation Minimum (RVSM) issues
• RVSM
• Altimeter checks (tolerance)
• Wind shear or turbulence forecast
• Computer Flight Plan (CFP) vs. ICAO Flight Plan (check routing, fuel load, times, groundspeeds)
• Dual Long-Range NAV System (LRNS) for remote oceanic operations
• High frequency (HF) check (including Selective Call (SELCAL))
• Confirm Present Position coordinates (best source)
• Master CFP (symbols: O, V, \, X)
• LRNS programming
• Check navigation database currency and software version
• Independent verification
• Check expanded coordinates of waypoints
• Track and distance check (+ 2 o and + 2 nautical miles (NM))
• Upload winds, if applicable.
• Groundspeed check
TAXI AND PRIOR TO
TAKE-OFF
• Groundspeed check
• Present Position check
CLIMB OUT
• Transition altitude – set altimeters to 29.92 in (1013.2 hPa) Page 1
Appendix 2
• Manually compute ETAs above flight level (FL) 180
PRIOR TO OCEANIC ENTRY
• Gross error accuracy check – record results
• HF check, if not done during preflight
• Log on to Controller-Pilot Data Link Communications (CPDLC) or Automatic Dependent Surveillance (ADS) 15 to 45 minutes prior, if equipped
• Obtain oceanic clearance from appropriate clearance delivery
• Confirm and maintain correct FL at oceanic boundary
• Confirm FL, Mach and Route for crossing
• Advise air traffic control (ATC) When Able Higher (WAH)
• Ensure aircraft performance capabilities for maintaining assigned altitude/assigned Mach
• Re-clearance – update LRNS, CFP and plotting chart
• Check track and distance for new route
• Altimeter checks – record readings
• Compass heading check – record
AFTER OCEANIC ENTRY
• Squawk 2000 – 30 minutes after entry, if applicable
• Maintain assigned Mach, if applicable
• Very high frequency (VHF) radios-set to inter-plane and guard frequency
• Strategic Lateral Offset Procedure (SLOP) – standard operating procedure (SOP)
• Hourly altimeter checks
APPROACHING WAYPOINTS
• Confirm next latitude/longitude
OVERHEAD WAYPOINTS
• Confirm aircraft transitions to next waypoint
• Check track and distance against Master CFP
• Confirm time to next waypoint
• Note: 3-minute or more change requires ATC notification
• Position report – fuel 10-MINUTE PLOT AFTER
WAYPOINT
• Record time and latitude/longitude on plotting chart – non steering LRNS
MIDPOINT
• Midway between waypoints compare winds from CFP, LRNS and upper millibar wind charts
• Confirm time to next waypoint
COAST IN
• Compare ground based Navigational Aid (NAVAID) to LRNS
• Remove Strategic Lateral Offset
• Confirm routing after oceanic exit
DESCENT
• Transition level – set altimeters to QNH Page 2
Appendix 2
DESTINATION/BLOCK IN
• Navigation Accuracy Check
• RVSM write-ups
OTHER ISSUES
• Contingencies
• Published Weather Deviation Procedure
• 15 nautical mile (NM) offset (formerly 30 NM in the North Atlantic (NAT), 25 NM in the Pacific)
• Lost Communication/Navigation Procedures
• Extended Operations (ETOPS)
• Weather – Destination/Alternate(s) Airport(s)
• Data Link Contingency Procedures
• Dead Reckoning (DR)
• Global positioning system (GPS) – receiver autonomous integrity monitoring (RAIM)/fault detection and exclusion (FDE) Requirements
Appendix 2
2. EXPANDED OCEANIC CHECKLIST.
a. Flight Planning.
(1) Plotting Chart. Use a plotting chart of appropriate scale for all remote oceanic operations. This includes using a plotting chart for published oceanic routes and tracks. ICAO groups who review oceanic errors have determined that the routine use of a plotting chart is an excellent aid to reduce lateral errors. A plotting chart can also serve as a critical aid in case of partial or total navigation failure. Note that the pilot should read from the plotting chart back to the Master CFP when verifying data. To read from the Master CFP to the plotting chart is a human factor’s issue that has lead to errors based on seeing what we expect to see.
(2) ETP. Compute ETPs for contingencies such as medical divert, engine loss or rapid depressurization. You should also consider a simultaneous engine loss and rapid depressurization. It is advisable to note the ETPs on the plotting chart. Crewmembers should review with each other the appropriate diversion airport(s) when crossing ETPs. Pilot procedures should also include a manual method for computing ETPs.
(3) Track Message. Crews must have a current track message even if filed for a random route. Reviewing the date, effective Zulu time and Track Message Identifier (TMI) ensures having a current track message onboard. The TMI links to the Julian Date. Operators must also ensure that their flight planning and operational control process notify crewmembers in a timely manner of any amendments to the daily track message. Plotting tracks near the assigned route can help situational awareness (SA) in case the crew needs to execute a contingency.
(4) Review NAVAIDs for Accuracy Check Prior to Coast Out. It is good practice to discuss in advance a primary and secondary ground-based NAVAID that you will use to verify the accuracy of the LRNS. This planning may help to identify intended NAVAIDs that are limited or NOTAM’d unusable and is helpful when departing airports close to oceanic airspace.
Examples include Shannon (EINN), Lisbon (LRRT), Los Angeles (KLAX), etc.
b. Preflight.
(1) Master Clock. It is a requirement to have a master clock onboard synchronized to universal coordinated time (UTC) or GPS. Use this time source, which is typically the flight management system (FMS), for all ETAs and ATAs. The use of multiple time sources on the aircraft has lead to inconsistencies in reporting times to ATC and resulted in a loss of longitudinal separation.
(2) Maintenance Log. Before entering a special area of operation, crews should focus on any write-ups that affect communication, navigation, surveillance or RVSM requirements.
Any discrepancies noted in the maintenance log or during the walk-around may require delays or rerouting.
(3) RVSM. Required equipment includes two primary independent altimetry sources, one altitude alert system, and one automatic altitude control system. In most cases, a functioning transponder that you can link to the primary altimetry source is also required. Crews should note any issues that can affect accurate altimetry.
Appendix 2
(4) Altimeter Checks. Before taxi, crews should set their altimeters to the airport QNH. Both primary altimeters must agree within + 75 feet of field elevation. The two primary altimeters must also agree within the limits noted in the aircraft operating manual.
(5) Wind Shear or Turbulence Forecast. Review the Master CFP with projected wind shear or the turbulence forecast documents for flights in RVSM airspace. Forecast moderate or greater turbulence could lead to RVSM suspension. We caution operators against flight planning through areas of forecast moderate or greater turbulence.
(6) CFP. Carefully check the document designated as the Master CFP for date, type aircraft, fuel load, and performance requirements. You should also do cross-checks for routing and forecast groundspeeds. Carefully check the CFP against the ICAO filed flight plan to ensure the routing is in agreement with both documents. Compare the en route time on the CFP against the distance to destination for a reasonable groundspeed. You should also compare the en route time against the total distance for a reasonable fuel load.
(7) Dual LRNS. Remote oceanic operations require two operational LRNSs. A single FMS does not have the authorization for remote oceanic operations.
(8) High Frequency (HF) Check. Conduct an HF check on the primary and secondary HF radios in areas where dual HF radios are required. If possible, do the HF checks on the ground or before entering oceanic airspace. You should also accomplish a Selective Call (SELCAL) check.
(9) Confirm Present Position Coordinates. Both pilots should independently verify the present position coordinates using either published ramp coordinates or determine position from the airfield diagram. They should not rely solely on the present position when the LRNS was shut down from the previous flight. You should also use a master source such as an en route chart to confirm accuracy of coordinates at the oceanic boundaries.
(10) Master CFP Symbols. We encourage operators to use consistent symbology on the Master CFP. For example, a circled number (O) means the second crewmember has independently verified the coordinates entered or cross-checked by the first crewmember. A checkmark may indicate confirmation of the track and distances. A diagonal line (\) may indicate that the crew has confirmed the coordinates of the approaching and next waypoint. An X-symbol (X) may indicate having flown overhead the waypoint.
c. LRNS Programming.
(1) Check Currency and Software Version. It is important to check the effective date of the database. Crews should note if the project the database to expire during their trip. We discourage crews from flying with expired databases. Minimum equipment lists (MEL) may allow relief to fly with an expired database but require the crews to manually cross-check all data. You should also confirm the software version of the database in case there was a change.
(2) Independent Verification. It is critical that one crewmember enters waypoint coordinates and another crewmember independently checks them. Note that the pilot should read from the FMS screen back to the Master CFP when verifying data. To read from the Master CFP Page 5
Appendix 2 to the FMS is a human factor’s issue that has lead to errors based on seeing what we expect to see.
(3) Check Expanded Coordinates of Waypoints. Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there was an error in the expended waypoint coordinate, but crews only checked the abbreviated coordinate. Verifying only the abbreviated coordinate could lead to a lateral error. Flightcrews should conduct a magnetic course and distance check between waypoints to further verify waypoint coordinates.
(4) Track and Distance Check. To minimize oceanic errors, it is important to conduct a magnetic course and distance check from oceanic entry to oceanic exit. Operators should establish a tolerance such as + 2° and + 2 NM. The course and distance check comparing the Master CFP against the LRNS are critical in detecting errors you may not have noticed by simply checking coordinates. A difference of more than 2° between waypoints may be due to a difference of the magnetic variation in the database versus the variation used in the Master CFP.
Recheck and verify any difference outside the + 2° or + 2 NM.
(5) Upload Winds. Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate reporting of ETAs.
(6) Groundspeed Check. Note the groundspeed before taxiing the aircraft. Crews should expect the groundspeed to read zero (0) knots. This procedure is a good practice to detect an error that may be developing in the LRNS.
d. Taxi and Prior to Take-off.
(1) Groundspeed Check. During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.
(2) Present Position Check. Conduct this present position check after leaving the gate.
Check for gross difference between this present position and the gate coordinates. This check will alert the crew to possible error in the LRNS database that they can investigate/correct prior to take-off.
e. Climb Out.
(1) Transition Altitude. Crews should brief the transition altitude based on information from the approach plate or from the automated terminal information service (ATIS). After climbing through the transition altitude, the altimeters should be reset to 29.92 inches or 1013.2 hectopascals (hPa).
(2) Manually Compute ETAs. After climbing above the sterile altitude and time permitting crews should manually compute ETAs from departure to destination. Note these on the Master CFP. This is an excellent cross-check against ETAs computed by the LRNS.
f. Prior to Oceanic Entry.
Appendix 2
(1) Gross Error Accuracy Check. Before oceanic entry, check the accuracy of the LRNS against a ground-based NAVAID. Record the results of the accuracy check with the time and position. A large difference between the ground-based NAVAID and the LRNS may require immediate corrective action. Operators should establish a gross error check tolerance based on the type of LRNS. It is not advisable for crews to attempt to correct an error by doing an air alignment or by manually updating the LRNS since this has often contributed to a gross navigation error (GNE).
(2) HF Checks. If the crew was unable to accomplish the HF and SELCAL checks on the ground, they must accomplish these checks before oceanic entry.
(3) Log on to CPDLC or Automatic Dependent Surveillance (ADS). Operators approved to use CPDLC or ADS should log on to the appropriate FIR 15 to 45 minutes prior to the boundary.
(4) Obtain Oceanic Clearance. Both pilots must obtain oceanic clearance from the appropriate clearance delivery (OCD). (Clearance via voice should be at least 40 minutes prior to oceanic entry and via data link should be 30 to 90 minutes prior to oceanic entry). It is important that both pilots confirm and enter the ocean at the altitude assigned in the oceanic clearance (this may be different than the domestic cleared FL). An oceanic clearance typically includes a route, FL and assigned Mach. Crews should include their requested FL in their initial clearance request. Some oceanic centers require pilots to advise them at the time of their oceanic clearance When Able Higher (WAH). Crews should be confident that they are able to maintain requested FLs based on aircraft performance capabilities.
(5) Re-Clearance. A re-clearance (that is different from the oceanic route requested with the filed flight plan) is the number one scenario which leads to a GNE. Crews must be particularly cautious when receiving a re-clearance. Both pilots should receive and confirm the new routing and conduct independent cross-checks after updating the LRNS, Master CFP, and plotting chart. It is critical that crews check the magnetic course and distance between the new waypoints as noted in PREFLIGHT under the paragraph “LRNS Programming.”
(6) Altimeter Checks. Crews are required to check the two primary altimeters which must be within 200 feet of each other. Conduct this check while at level flight. You should also note the stand-by altimeter. Record the altimeter readings with the time.
(7) Compass Heading Check. We recommend conducting a compass heading check and record the results. This check is particularly helpful with inertial systems. The check can also aid in determining the most accurate compass if a problem develops over water.
g. After Oceanic Entry.
(1) Squawk 2000. Thirty minutes after oceanic entry, crews should Squawk 2000, if applicable. There may be regional differences such as Squawking 2100 in Bermuda’s airspace or maintaining last assigned Squawk in the West Atlantic Route System (WATRS). Crews transiting Reykjavik’s airspace must maintain last assigned Squawk.