• Rafts or slide/rafts with appropriate buoyancy and sufficient capacity for all aircraft occupants. The rafts might have the following items equipped:
• Lines, including an inflation/mooring line with a snap-hook, rescue or lifeline, and a heaving or trailing line.
• Sea anchors.
• Raft repair equipment such as repair clamps, rubber plugs, and leak stoppers.
• Inflation devices including hand pumps and cylinders (carbon dioxide bottles).
• Safety/inflation relief valves.
• Canopy and equipment for erecting the canopy.
• Position lights.
• Hook-type knife, sheathed and secured by retaining line.
• Placards that give the location of raft equipment and that are consistent with placard requirements.
• Propelling devices such as oars or glove paddles.
• Water catching devices including bailing buckets, cups, and sponges.
• Signaling devices including the following:
• At least one approved pyrotechnic device.
• Mirror.
• One spotlight or flashlight, spare bulb, and at least two D-cell batteries or equivalent.
• One police whistle.
• One dye marker.
• Radio beacon with water-activated battery.
• Radio reflector.
• One magnetic compass.
• A 2-day supply of rations supplying at least 1,000 calories a day for each person.
• One desalination kit for every two persons the raft is rated to carry or two pints of water for each person the raft is rated to carry.
• One fishing kit.
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• One book on survival appropriate for any area.
• A survival kit, appropriately equipped. The kit could include some of the following items:
• Triangular cloths.
• Bandages.
• Eye ointments.
• Water disinfection tablets.
• Sun protection balsam.
• Heat retention foils.
• Burning glass.
• Seasickness tablets.
• Ammonia inhalants.
3-3. ATC. Oceanic and remote airspace is mostly non-radar (i.e., where the separation of aircraft does not depend on ground-based radar coverage) and considered procedural airspace.
Therefore, it is paramount crews operate with strict discipline and adherence to ATC clearances and all procedures, both normal and contingency. You may find detailed ICAO procedures for specific geographical areas in ICAO Regional Document 7030, Regional Supplementary Procedures, and in this AC. FAA ATC generally base their procedures for oceanic and remote airspace on ICAO standards.
NOTE: ATC monitors the compliance with the issued clearance for all aircraft entering and/or departing international airspace under U.S. jurisdiction. Navigation performance is monitored by the United States for all aircraft entering and/or departing international airspace under U.S. jurisdiction. All deviations of 20 NM or more are reported and investigated.
a. U.S. Oceanic Service Areas. The United States provides ATS in oceanic airspace as follows:
• Atlantic Ocean: New York, Miami, and San Juan FIRs.
• Gulf of Mexico: Miami and Houston FIRs.
• Pacific Ocean: Oakland and Anchorage FIRs.
b. Flight Planning. A flight plan is required for all flights that cross international borders.
IFR operations in oceanic airspace generally start at 6,000 feet. VFR operations below 6,000 feet must comply with all applicable regulations and foreign airspace requirements. The FAA only permits operations in offshore airspace (the airspace between the U.S. 12-mile limit and the oceanic control area (OCA)/FIR boundary) on a VFR flight plan between sunrise and sunset and at or below flight level (FL) 200. Even though you may legally conduct flights using VFRs, experience indicates that you will encounter instrument meteorological conditions (IMC) at some
point in a transoceanic flight. Consequently, we recommend that the pilot is instrument rated, that the aircraft meet the equipment requirements for IFR flight, and file an IFR flight plan.
c. Navigation/Communication Equipment. In most cases, aircraft operating over the high seas will not have adequate very high frequency (VHF) radio and/or ICAO standard Navigational Aid (NAVAID) VHF Omnidirectional Range (VOR), VOR/distance measuring equipment (DME), and non-directional radio beacon (NDB)) coverage. High frequency (HF) communication capabilities, provided by Aeronautical Radio, Inc. (ARINC), are available throughout most of U.S.-controlled oceanic airspace. In some U.S.-controlled oceanic airspace, you can use Global Navigation Satellite System (GNSS) and data link. Notwithstanding the fact that pilots must comply with all regulations applicable to their flight, all aircraft operating over the high seas must equip suitable instruments and navigation equipment appropriate to the route to be flown (§ 91.703, ICAO Annex 2, section 5.1.1, and this chapter). The aircraft must also equip a functioning two-way radio to maintain a continuous listening watch on the appropriate radio frequency and establish two-way radio communications with the appropriate ATC unit (ICAO Annex 2, section 3.6.5.1). It is not acceptable to depend on radio relay operations to satisfy this requirement.
NOTE: Oceanic and remote airspace communication and navigation requirements are rapidly evolving. The operator must ensure it has the appropriate approvals based on the airspace requirements.
d. Position Reporting. Make position reports to the ATS provider for the airspace where you operate the aircraft. In addition, when so prescribed by the appropriate AIP or requested by ATC, make the last position report before passing from one FIR or CTA to an adjacent FIR or CTA to the ATS you are about to enter. Make position reports when over the fix, or as soon as passing, each designated compulsory reporting point. When required for ATS purposes, the appropriate ATS may request additional reports over other points.
(1) Appropriate Time Intervals for Position Reports. On routes not defined by designated significant points, make reports as soon as possible after the first half hour of flight and at hourly intervals thereafter. The maximum interval is 1 hour and 20 minutes. The appropriate ATC unit, when required for ATS purposes, may request additional reports at shorter intervals of time. In cases where adequate flight progress data is available from other sources such as ground radar, and in other situations where the omission of routine reports from selected flights is acceptable, flights may be exempt from the requirement to make position reports at each designated compulsory reporting point or interval. However, you should take account of the requirement for making, recording, and reporting of routine aircraft observations (see “Reporting of Operational and Meteorological Information” below).
(2) Oceanic Position Procedures. Oceanic position procedures call for aircraft reporting of all designated reporting points when following a designated oceanic route. If operating in airspace approved for the use of data link or in a separation standard that requires the use of data link, you may accomplish position reporting with a periodic contract with Automatic Dependent Surveillance-Contract (ADS-C). Otherwise, report positions at designated lines of latitude and longitude. Flights whose tracks are predominantly east and west will report over each 5 or 10° meridian of longitude. Flights whose tracks are predominantly north and Par 3-3 Page 23
south will report over each 5° or 10° parallel of latitude. If the speed of the aircraft is such that it will allow it to traverse 10° within 1 hour 20 minutes or less and over each 5° if the aircraft is slower, make reports over each 10° parallel/meridian. Transmit position reports at the time of crossing the designated reporting point or designated reporting line, or as soon thereafter as possible. Flights operating within international airspace should make position reports, either directly or by relay.
NOTE: Transmit relays over the appropriate air-to-air frequency and not over the emergency frequency.
e. Position Report Format.
• Complete aircraft call sign.
• For flights reporting coordinates rather than specified named reporting points, east-west oriented flights report latitude in degrees and minutes, longitude in degrees only. North-south oriented flights should report latitude in degrees only and longitude in degrees and minutes.
• Position time in four digits universal coordinated time (UTC).
• FL.
• Next fix and estimate over next fix in four digits.
• Name of subsequent fix.
NOTE: ATC may require meteorological reports, if requested.
f. ATC Service.
(1) Air route traffic control centers (ARTCC) in oceanic controlled airspace provide ATC separation to all flights. These facilities issue clearances and instructions providing separation vertically and horizontally (laterally and longitudinally). The horizontal distances between separated aircraft generally exceed those applied over land. Controllers may apply reduced longitudinal separation in oceanic airspace between turbojet aircraft cleared to maintain a specific Mach speed. In some cases, controllers can apply reduced separation without the application of Mach number technique.
NOTE: You can find specific information regarding ATC separation standards in the current edition of FAA Order 7110.65, Air Traffic Control.
(2) You may find the most current information on oceanic separation standards and operational authorizations on the following FAA and international Web sites:
• www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/ rvsm/.
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• www.faa.gov/air_traffic/publications/ifim/.
• http://www.paris.icao.int.
g. Warning Areas. International airspace has established warning areas to contain operations hazardous to non-participating aircraft. The FAA and the military may jointly use some of these areas. The FAA will issue instrument flight rules (IFR) clearances through these areas whenever hazardous operations are not taking place. Carefully review charts for those areas while flight planning, taking note of the area operating times and restrictions.
NOTE: Operators are also responsible for knowing the requirements for prohibited and restricted airspace in oceanic operations.
h. Altimeter Settings. Operations in international airspace demand that pilots are aware of, and understand the use of, the three types of altimeter settings.
NOTE: Most overseas airports give altimeter settings in hectopascals (hPa) (millibars). Therefore, it is imperative that pilots are able to convert inches of mercury to hPa or hPa to inches of mercury.
(1) Altitude Above Ground (QFE). A local altimeter setting equivalent to the barometric pressure measured at an airport altimeter datum, usually signifying the approach end of the runway is in use. At the airport altimeter datum, an altimeter set to QFE indicates zero altitude. If required to use QFE altimetry, altimeters are set to QFE while operating at or below the transition altitude and below the transition level. On the airport, the altimeter will read “0” feet.
(2) Barometric Pressure for Standard Altimeter Setting (QNE). Use the altimeter setting (en route) at or above the transition altitude (FL 180 in the United States). The altimeter setting is always 29.92 inches of mercury/1013.2 hPa for a QNE altitude.
NOTE: Transition levels differ from country to country and pilots should be particularly alert when making a climb or descent in a foreign area.
(3) Barometric Pressure for Local Altimeter Setting (QNH). A local altimeter setting equivalent to the barometric pressure measured at an airport altimeter datum and corrected to sea level pressure. At the airport altimeter datum, an altimeter set to QNH indicates airport elevation above mean sea level (MSL). Altimeters are set to QNH while operating at and below the transition altitude and below the transition level.
(a) For flights in the vicinity of airports, express the vertical position of aircraft in terms of QNH or QFE at or below the transition altitude and in terms of QNE at or above the transition level. While passing through the transition layer, express vertical position in terms of FLs when ascending and in terms of altitudes when descending.
(b) When an aircraft that receives a clearance as number one to land completes its approach using QFE, express the vertical position of the aircraft in terms of height above the airport elevation during that portion of its flight for which you may use QFE.
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i. Reporting of Operational and Meteorological Information. When an aircraft en route reports operational and/or routine meteorological information at points or times that require position reports, give the position report in a format that ATC requires.
j. National Security. Title 14 CFR part 99 governs national security in the control of air traffic. Following the events of September 11, 2001, the threat of terrorism has brought about numerous changes to security protection procedures in the United States. The FAA expects many additional changes in the United States and internationally will take place and operators should check the latest AIP and all NOTAMs to ensure compliance with security requirements.
Additionally, operators intending to operate in or cross any United States air defense identification zone (ADIZ) should make a detailed review of part 99 and the IFIM.
k. International Interception Procedures. There are occasions that require pilots to transmit instructions to pilots of intercepted aircraft. ICAO Annex 2, chapter 3, paragraph 3.8, and attachment A contains guidance for international interception procedures. Appendix 1 of Annex 2 contains international interception signals.
3-4. OCEANIC COMMUNICATIONS. Radio frequencies are constantly changing. Thus, it is important that operators consult current oceanic charts and the FAA Website at www.faa.gov/air_traffic/publications/ifim/ for the most up-to-date information.
a. Data Link Communications. We base data link requirements on ICAO standards (for additional guidance, see AC 120-70A, Operational Authorization Process for Use of Data Link Communication System, current edition). Operators should consult geographic-specific areas of this document. Operators can also consult the Future Air Navigation System (FANS) Operation Manual for data link procedures and operations.
b. Satellite Communications (SATCOM) Voice. The current requirements for remote oceanic operations are two HF radios. At this time, non-routine and emergency purposes only allow SATCOM Voice. As this technology evolves, operators must ensure that they comply with the latest authorizations.
c. In-flight Broadcast Procedures. Some remote geographic regions of the world, which provide only limited communication and ATS, require the pilots’ understanding and regular use of in-flight broadcast procedures.
(1) Navigation Charts. Commercially-published navigation charts contain details of communication procedures on inserted panels. In addition, the North Atlantic Systems Planning Group (NAT SPG) publishes the North Atlantic MNPS Airspace Operation Manual, which is available on the following Web site: www.paris.icao.int/. This North Atlantic MNPS Airspace Operations Manual details all aspects of North Atlantic Operations (NAT/OPS) and includes communication and navigation procedures. The guidance and information material contained here concerns flight operations in the NAT region. It deals primarily with approval for operations in the NAT region and with the planning and management of such operations. It addresses mainly state aviation authorities/administrations and ATS Provider States and Operators.
(2) Operation Manuals. Some of the material in this document is of interest to pilots;
however, more detailed information for pilots is in the North Atlantic MNPS Airspace
Operations Manual (issued by the European and North Atlantic (EUR/NAT) Offices of ICAO) and in the North Atlantic International General Aviation Operations Manual (issued by the FAA). NAT SPG, on its behalf, produce these two manuals. Although primarily intended for use by pilots, it is important that the operators use the manuals to ensure that flightcrews, for whom they are responsible for, have adequate training and equipment for NAT/OPS.
NOTE: You can download the North Atlantic International General Aviation Operations Manual from the FAA Web site at www.faa.gov/atpubs.
d. Summary of Communication and Reporting Procedures. Maintain continuous contact with the controlling agency. This can be through VHF, HF, data link, SATCOM Voice or Selective Call (SELCAL). The range of VHF is approximately 200 NM; communication beyond that distance requires HF or SATCOM data link. A family of frequencies is normally assigned based on route and/or the state where the aircraft is registered. En route charts list these families of frequencies.
e. Emergency Frequencies.
• VHF: 121.5.
• Ultrahigh frequency (UHF): 243.0.
• HF: 2182/4125.
3-5. NAVIGATION PROCEDURES (NAVIGATION SENSORS—INERTIAL NAVIGATION SYSTEM (INS), INERTIAL REFERENCE SYSTEMS (IRS), OR GNSS).
a. Journey Logbooks. ICAO Annex 2 requires the use of a journey logbook, also known as the “master” document. This “master” document is typically a computer flight plan (CFP).
Operator procedures must include a designated “master” document for use on the flight deck.
This document must include information that sequentially lists the waypoints that define the routes, distances between the waypoints, and any other navigation information pertinent to the cleared route. Misuse of the master document can result in serious navigational errors.
b. Application of Master Document. Strict procedures should be used in the management of this document. These procedures should include the following:
NOTE: These procedures are general; operators should consult specific guidance based on the type of long range navigation system (LRNS) configuration.
• Use only one copy of the master document in the cockpit.
• Use a waypoint/numbering sequence procedure from the outset of the flight. Enter this sequence on the master document and also use it to store waypoints in the navigational computer. Adopt the appropriate symbology to indicate the status of each waypoint listed on the master document. For example:
• Verify the waypoints by comparing the master document and the LRNS;
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• Circle the waypoint, waypoint number, or symbol to signify that another crewmember independently cross-checks the entry of the coordinates in the navigation computer;
• Tick or diagonally slash the circled waypoint, waypoint number, or symbol to signify the cross-checking of track and distance information within a specified tolerance; and NOTE: Some operators use a diagonal line approaching a waypoint to confirm a subsequent waypoint to include coordinates, track, and distance.
• Cross out the circled waypoint, waypoint number, or symbol to signify that the aircraft has passed the waypoint. Pilots must verify all navigational information contained in the master document against the best available primary data source.
Cross out old waypoints and insert the new information.
• If they receive an ATS route change or the ATC clearance changes, pilots must update the master document to reflect the change.
• While obtaining ATC clearances, it is recommended to wear headsets because loudspeaker distortion is known to result in errors. Two qualified crewmembers must monitor and independently verify all clearances received. The crew should read all waypoint coordinates back in detail unless approved local procedures make this unnecessary. In that case, cross-check each detail with the master document.
3-6. POSITION PLOTTING.
a. Plotting and Systematic Cross-Checking of Navigation Information. During all phases of flight in Class II navigation, each operator’s long-range navigation program (LRNP) will require the standardized application of disciplined, systematic cross-checking of navigation information.
(1) Plotting Procedures Impact. Plotting procedures have had a significant impact on the reduction of gross navigation errors (GNE). There is a requirement to plot the route of flight on a plotting chart and to plot the computer position approximately 10 minutes after waypoint passage. This may or may not require plotting, depending upon the distance between the standard ICAO ground-based NAVAIDs. This applies to all operators.
(2) Turbojet Operations. All turbojet operations, where the route segment between the operational service volume of ICAO standard ground-based NAVAIDs exceeds 725 NM, require plotting procedures.
(3) Turboprop Operations. All turboprop operations, where the route segment between the operational service volume of ICAO standard ground-based NAVAIDs exceeds 450 NM, require plotting procedures.
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(4) Plotting Procedures for Special Conditions. The Administrator requires plotting procedures for routes of shorter duration that transit airspace where special conditions exist, such as reduced lateral and vertical separation standards, high density traffic, proximity, or potentially hostile border areas.
(5) Reviewing and Revising Approvals. Review and revise any existing approvals that differ from the plotting requirements in this chapter and Class II navigation procedures as necessary. Direction and guidance is available from the navigation specialists in coordination with AFS-400.
(6) Plotting Charts. The FAA requires crews to use a plotting chart to provide themselves with a visual presentation of the intended route. Regardless of the type of LRNS in use, operators must use plotting charts. Plotting the route will increase SA and reveal errors or discrepancies in the navigational coordinates that flightcrews can correct before such errors can cause a deviation from the ATC cleared route. As the flight progresses, plotting the position approximately 10 minutes after passing each waypoint helps confirm that the flight is on course.
If the plotted position indicates off track, the flight may have deviated unintentionally and the flightcrew should investigate at once.
(7) Plotting Chart Requirements. The plotting chart must include, at a minimum:
• The route of the currently effective ATC clearance;
• Clearly depicted waypoints using standardized symbology; and
• Ten-minute plotted positions after passing each oceanic waypoint, including coordinates, time, and graphic depictions of all ETPs.
NOTE: Operators’ SA should include such items as alternate airports and proximity of other tracks.
b. Human Factors Issues for Confirmation of Currently Effective ATC Clearance.
When cross-checking the LRNS entries or the plotting chart entries, pilots should read from “entered” data back to the master document.
c. Relief Crewmembers. Flightcrews conducting long-range operations may include a relief pilot. In such cases, crews must ensure the continuity of the operation and brief the relief pilot on all current operational issues affecting the flight.
d. INS/IRS/Inertial Reference Units (IRU) System Alignment. Complete INS alignment and switch the equipment to “nav” mode prior to releasing the parking brake at the ramp. There are various ways of ensuring that there is adequate time for this operation.
(1) Align Mode. Have the first crewmember on the flight deck place the system in “align” mode as early as possible. At short transit stops, leave the equipment in “nav” mode provided that the system errors are not so large as to require INS realignment. The decision to realign may depend on the size of the error as well as the length and nature of the next leg. You cannot recharge INS batteries, which usually have a limited-life, onboard if allowed to run down.
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(2) Monitor Ground Power Interruption. If the INS is left in “nav” mode during a transit stop, or if you switch the INS on for alignment, it is imperative that an individual is responsible for monitoring ground power interruption.
(3) Overheat Protection. Some INS systems provide overheat protection in “standby” and “align,” but not in other modes.
(4) Align at Tropical Terminals. During stops at tropical terminals, put the mode selector directly to “align” (not through “standby,” which would cause realignment).
e. Initial Insertion of Latitude and Longitude. Early in the course of the preflight check, load the aircraft’s position into the INS and verify. Check this position against an authoritative reference source before insertion. Any latitude error in the initial position will introduce a systematic error that you cannot remove during flight by updating, resulting in erroneous position indications. Check for a correct insertion of present position before the “align” mode is selected and the position is recorded in the master document. Subsequently, both pilots independently make silent position checks during an early stage of the preflight check. In the case of some INS, insertion errors exceeding 1º of latitude will activate a malfunction light.
However, very few systems provide similar protection against erroneous longitudinal insertion errors. At all times, take care to ensure that previously inserted coordinates are correct.
f. Verification of Present Position/Initial Position. Regardless of the type of LRNS or the method of insertion, crews will verify current ramp position in the LRNS against current aeronautical publications.
g. INS Loading of Initial Waypoints. Two people working in sequence and independently must conduct the entry of waypoint data into the navigation system as a coordinated operation. One should key in the data and the other person should recall and confirm the data against source information. It is not sufficient for one crewmember to simply observe another crewmember entering the data. The pilots should use waypoint 1 for the ramp position of the aircraft. The pilots should load at least two additional waypoints while the aircraft is on the ramp or they may load all waypoints at this time. However, it is more important to ensure that the second waypoint is inserted accurately than to attempt to load all waypoint data. The second waypoint should associate with the first significant position along the route (approximately 100 NM from departure point). Positions associated with ATC standard instrument departures (SID) should not normally be used for this purpose. During flight, the control display unit (CDU) should maintain at least two current waypoints beyond the navigated sector until the pilots load the destination ramp coordinates. The pilots should be responsible for loading, recalling, and checking the accuracy of the loaded waypoints. Each pilot should cross-check the other’s work.
In no case should this process engage the attention of both pilots simultaneously during flight.
An acceptable procedure is for the pilots to independently load their own waypoints and then cross-check them. The pilot responsible for verification should work from the CDU display to the master document, lessening the risk of seeing what is expected rather than the actual information. After the pilots load the initial waypoints, they should select the route between waypoints 1 and 2 and the auto track change.
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h. INS Flight Plan Check. The purpose of the flight plan check is to ensure complete compatibility between the master document and the programming of the navigation system. To verify the correct distance from the ramp position to waypoint 2, select “dis/time.” You may have to consider an appropriate allowance since the great circle distance shown on the CDUs may be less than the flight plan as a consequence of the additional mileage involved in ATC SIDs. However, a significant disparity requires a recheck of “pos” and waypoint 2 coordinates:
• Select “remote” and track change 1-2. Check the accuracy of the indicated distance against that listed in the master document.
• Select “dstrk” and check that the desired track indicated on the CDU is the same as that in the master document. This track check will reveal any errors in the latitude and longitude designators.
• Perform similar track and distance checks for subsequent pairs of waypoints and any discrepancies between the CDU information and the master document.
Coordinate these checks against the master document between themselves.
• After checking each leg of the flight as described above, make a note on the master document using the appropriate symbols.
i. INS Procedures Leaving the Ramp. If the aircraft moves before initiating the “nav” mode, realign the INS. Relocate the aircraft so that it does not block the gate or otherwise interfere with traffic while the realignment takes place. After leaving the ramp, check INS groundspeeds. Perform a check of the malfunction codes while the aircraft stops but after it has taxied at least part of the way to the takeoff position. Any significant groundspeed indication while stationary may indicate a faulty unit.
j. In-flight. If you conduct the initial part of the flight along airways, the flightcrews should use the airways facilities as the primary NAVAIDs and monitor the aircraft navigation system to ascertain which system is giving the most accurate performance.
k. Approaching the Ocean. The FAA requires crews to verify the accuracy of the LRNS before entering Class II airspace. Crews must complete the accuracy verification (without updates) using ground-based NAVAIDs. The crew will conduct the gross error check of the LRNS in Class I airspace. The crew may use an ATC radar plot to verify the gross error check. The crew will record the coordinates and the time of the gross error check.
(1) Aircraft Position Check with NAVAIDs. Before entering oceanic airspace, check the aircraft’s position as accurately as possible by using external NAVAIDs to ascertain which aircraft navigation system to use. This may require DME and/or VOR/DME checks to determine navigation system errors through displayed and actual positions.
(2) Updating Navigation the System. In the event of significant discrepancies (greater than 2 NM), consider updating the navigation system. We do not normally recommend updating when the discrepancy is less than 6 NM.
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(3) Influential Factors in System Updating. The duration of the flight before the oceanic boundary and the accuracy of the external navigation system are factors that influence any decision to update the system. If the system received an update, follow the proper procedures with the aid of a prepared checklist.
(4) Auto-Coupling. Select the navigation system that performs the most accurately for auto-coupling. In view of the importance of following the correct track in oceanic airspace, some operators advise that the third pilot or equivalent crewmember should check the inserted waypoints using appropriate source information.
l. Oceanic Entry. Crews must ensure they have given an accurate estimated time of arrival (ETA) to ATC for their oceanic entry point. They must also ensure they entered the ocean at the cleared FL.
m. Oceanic Boundary Position Report. Just prior to the oceanic boundary and prior to any waypoint, the crew should monitor, record, and verify the present position coordinates.
Check and verify the coordinates for the next waypoint. When the CDU alert light comes on, the crew should note and record the present position on the master document. Verify this information against the current clearance on the master document. Annotate the waypoint number on the master document with the appropriate symbol to indicate its verification. If you make the oceanic boundary position report over a VOR facility, select the appropriate radial to the first oceanic waypoint as a further check shows that the navigation system is tracking according to the current clearance. If DME is available, you can also perform a distance check.
n. Approaching an Oceanic Waypoint. Two minutes before reaching each oceanic waypoint, crews should verify the accuracy of the subsequent waypoint. This verification should include the expected outbound course and distance of the currently effective ATC clearance.
o. At Each Oceanic Waypoint. Crews must ensure that when overhead each oceanic waypoint, the aircraft turns to the anticipated heading and that the distance to the next waypoint is accurate. Verify the coordinates of the next waypoint against the master document. After the ATC position report is sent, plot the present position to ensure that the tracking is correct. The crew should be particularly alert in maintaining SELCAL watch in the event of possible ATC followup to the position watch.
NOTE: Crews must not assume the aircraft has automatically transitioned to the next waypoint.
p. Ten-Minute Position Plotting. Approximately 10 minutes after transitioning each oceanic waypoint, crews will plot their LRNS position and note the coordinates and time on the plotting chart. When sending the ATC position report, copy the coordinates from the master document or the present position and you can read the next two forward positions from the CDU.
As soon as the waypoint alert light goes on, check the present position coordinates of each navigation system against the current clearance to ensure that the position report coincides with the actual position of the aircraft and the ATC clearance.
q. Routine Monitoring. Operators must ensure they have procedures in their International Operations Manual concerning which page(s) the PIC will routinely monitor versus the pages the Page 32 Par 3-6