Appendix D
1. Confirm assigned oceanic flight level (FL) and request climb or descent to be at your assigned FL prior to oceanic airspace boundary.
2. Confirm FL, Mach, and route for crossing.
3. Advise ATC when able higher.
D.1.5.7 Reclearance—update LRNS, master document, and plotting/orientation chart.
Note: Check course and distance for new route.
D.1.5.8 Check altimeters—record readings on master document.
D.1.5.9 Compass heading check (inertial navigation system (INS))—record.
D.1.6 After Oceanic Entry.
D.1.6.1 Squawk 2000—30 minutes after entry, if applicable.
D.1.6.2 Maintain assigned Mach.
D.1.6.3 Maintain assigned FL.
D.1.6.4 Very high frequency (VHF) radios—set to air-to-air and guard frequency.
D.1.6.5 Strategic Lateral Offset Procedure (SLOP)—Depending on standard operating procedures (SOP), fly cleared route or up to 2 NM to the right of ATC-cleared track. Confirm procedures in the State Aeronautical Information Publication (AIP).
D.1.6.6 Altimeter checks—hourly.
D.1.7 Approaching Waypoints.
D.1.7.1 Confirm coordinates of subsequent waypoints.
Note: Verify that the active FMS waypoint, as well as the next and subsequent (“next plus 1”) waypoints, match your currently effective route clearance. Confirm that the expanded (i.e., full latitude and longitude coordinates) of the next and subsequent waypoints, as well as the course/heading and distance to the waypoints, agree with your currently effective route clearance.
D.1.7.2 Confirm lateral navigation (LNAV)/navigation (NAV) is engaged.
D.1.8 Overhead Waypoints.
D.1.8.1 Confirm aircraft transitions to next waypoint.
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Appendix D Note: Check magnetic heading and distance against master document.
D.1.8.2 Confirm time to next waypoint.
Note: ETA changes in excess of 2 minutes require ATC notification.
D.1.8.3 Make position report.
Note: Record fuel remaining and current time on your master document.
D.1.9 Ten Minutes after Waypoint Passage. Cross-check navigational performance and course compliance via one of the following methods:
D.1.9.1 Plotting method (see paragraph D.2.9).
D.1.9.2 Navigation display method (see paragraph D.2.9).
D.1.9.3 Alternative method accepted by the FAA (see paragraph 6.4.8).
D.1.10 Midway Between Waypoints.
D.1.10.1 Cross-check winds between master document, LRNS, and winds aloft charts.
D.1.10.2 Confirm time to next waypoint.
D.1.11 Coast In.
D.1.11.1 Remove strategic lateral offset prior to oceanic exit point.
D.1.11.2 Confirm routing beyond oceanic airspace.
D.1.11.3 Compare LRNS to ground-based NAVAID.
D.1.12 Descent. Transition level—set altimeters to barometric pressure for local altimeter setting (QNH).
D.1.13 Destination/Block-In.
D.1.13.1 Navigation accuracy check.
D.1.13.2 RVSM write-ups.
D.2 Sample Expanded Oceanic Checklist. This sample expanded checklist is provided for your reference. If you do not have an expanded oceanic checklist, we encourage you to use this sample and tailor it to your specific needs and approvals. This checklist focuses on an orderly flow and ways to reduce oceanic errors. You should use the ICAO OESB together with this checklist. An oceanic checklist should be part of your Safety Management System (SMS).
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Appendix D D.2.1 Flight Planning.
D.2.1.1 Communications, Navigation, and Surveillance Flight Plan Codes and Planning Documents.
1. Review your ATC flight plan with emphasis on items 10A, 10B, and 18. Ensure that you properly filed the appropriate communications, navigation, and surveillance and Performancebased Navigation (PBN) descriptors in items 10 and 18 of your flight plan.
2. You should review each aircraft’s minimum equipment list (MEL) for system deferrals that may affect the communications, navigation, and surveillance capabilities of your aircraft.
The “remarks and exceptions” column should provide the specific guidance for flight plan filing.
3. You should ensure your operator’s flight manual includes procedures to require flight plan amendments (or cancellations as appropriate) when your communications, navigation, and surveillance capabilities are changed during the preflight planning phase prior to departure.
Note: Items 10 and 18 of the flight plan require more detail to indicate your communications, navigation, and surveillance capabilities and authorizations. These additional codes are necessary to meet performance-based requirements and are noted in ICAO Document 4444 Procedures for Air Navigation Services— Air Traffic Management (PANS-ATM) and in the U.S. Aeronautical Information Manual (AIM).
D.2.1.2 Oceanic Documents. Operators are encouraged to develop a flight planning checklist to ensure they have the necessary documents before departure.
The checklist should include, as a minimum, the following:
1. Master document.
2. Notices to Airmen (NOTAM) for departure, destination, alternate(s); Extended Operations (ETOPS) alternates (as applicable); and oceanic Flight Information Regions (FIR).
3. Weather for departure, destination, alternate airports along the route of flight, and ETOPS alternates (as applicable).
4. Track message(s).
5. Significant weather (SIGWX) chart.
6. ETP(s), wind tables, or winds aloft charts for FLs or altitudes.
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Appendix D
7. Global Positioning System (GPS) NOTAMs (as applicable); any applicable space weather watches, warnings, and alerts (Appendix C).
8. Volcanic ash information.
9. Pilot Weather Reports (PIREP).
10. Plotting charts.
D.2.1.3 Plotting/Orientation Chart.
D.2.1.3.1 You should use an oceanic plotting/orientation chart of appropriate scale that depicts published oceanic tracks.
D.2.1.3.2 ICAO groups that review oceanic errors have determined that the routine use of a chart is an excellent way to reduce lateral errors. A chart can also help in the event of partial or total navigation system failure.
D.2.1.3.3 You should read from the plotting/orientation chart back to the master document when verifying data. Reading from the master document to the chart can introduce “expectation bias,” where errors are missed because we see what we expect to see.
D.2.1.3.4 Plot your currently effective route clearance from coast out to coast in. Make sure you update this (as applicable) whenever your route clearance changes.
D.2.1.3.5 Note nearest oceanic tracks on your chart.
D.2.1.4 ETPs.
D.2.1.4.1 You should compute ETPs for contingencies such as medical divert, engine loss, or rapid depressurization. You should also consider a simultaneous engine loss and rapid depressurization.
D.2.1.4.2 Verify that planned ETP airports are adequate during time of flight operations.
D.2.1.4.3 You should annotate the ETPs and associated alternates on your plotting/orientation chart. When crossing ETPs, you should review with other crewmembers the appropriate diversion airport(s).
D.2.1.4.4 Your pilot procedures should also include a manual method for computing ETPs. You should not enter ETPs in the active route of the LRNS because additional waypoints, even if along the route, can produce nuisance out-of-conformance alerts on ground-based monitoring systems. Also, crew misunderstanding about these additional waypoints has occasionally led to pilot deviations from the cleared route.
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Appendix D D.2.1.5 Track Message.
D.2.1.5.1 You must have a current track message even if you have filed for a random route or you filed above North Atlantic High Level Airspace (NAT HLA).
Reviewing the date, effective time, and track message identifier ensures having a current track message on board. The track message identifier is linked to the Julian date.
D.2.1.5.2 You should also ensure that your flight planning and operational control process requires notification of crewmembers of any amendments to the daily track message in a timely manner.
D.2.1.5.3 When flying a random route, plotting adjacent tracks and/or crossing tracks can help your situational awareness in case you need to execute a contingency procedure.
D.2.1.6 Weather Analysis. You should note en route temperature and turbulence forecasts, as well as ETP airport weather, diversion/emergency airport weather, volcanic activity, magnetic storms, and solar flares affecting your route of flight.
D.2.1.7 NAVAIDs. Review suitable NAVAIDs for accuracy check prior to coast out.
D.2.1.7.1 You should determine in advance a primary and secondary ground-based NAVAID that you will use to verify the accuracy of your LRNS.
D.2.1.7.2 This planning may help you identify intended NAVAIDs that are limited or NOTAM’d unusable and will help you when you depart airports close to oceanic airspace.
D.2.1.7.3 A latitude/longitude radar fix from ATC also meets the requirements for an accuracy check.
D.2.2 Preflight.
D.2.2.1 Master Clock. You must have an identified master clock on board synchronized to Coordinated Universal Time (UTC) (generally via GPS).
You must use this single time source, typically the FMS, for all ETAs and ATAs.
D.2.2.2 Maintenance Log. You should focus, in particular, on any write-ups that affect communication, navigation, surveillance equipment, or RVSM requirements.
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Appendix D D.2.2.3 RVSM.
D.2.2.3.1 Required equipment to operate in RVSM airspace includes two primary independent altimetry sources, one altitude alert system, and one automatic altitude control system.
D.2.2.3.2 In most cases, you are also required to have a functioning transponder that can be linked to the primary altimetry source.
D.2.2.3.3 You should note any maintenance issues that could affect accurate altimetry.
D.2.2.4 Altimeter Checks.
D.2.2.4.1 Before taxi, you should set your altimeters to the airport QNH. Both primary altimeters must read within ± 75 feet of field elevation.
D.2.2.4.2 The two primary altimeters must also agree with each other within the limits noted in the aircraft operating manual.
D.2.2.5 Wind Shear or Turbulence Forecast.
D.2.2.5.1 You should review the master document with the projected wind shear or the turbulence forecast documents for flights in RVSM airspace.
D.2.2.5.2 Forecast severe turbulence could lead ATC to stop using certain FLs.
D.2.2.5.3 Forecast severe turbulence may be incompatible with flight manual or company limitations.
D.2.2.6 Flight Plan.
1. Ensure the flight plan designated as the master document includes the date, type aircraft, fuel load, and performance requirements.
2. Cross-check the routing and forecast groundspeeds.
3. Carefully check the master document against your filed flight plan to ensure both documents show the same routing.
4. Check the en route time on the master document against the distance to your destination to ensure it is based on a reasonable groundspeed.
5. Compare the en route time against the total distance to ensure you have planned a reasonable fuel load.
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Appendix D D.2.2.7 LRNS.
1. You are typically required to have two independent operational LRNSs for oceanic and remote continental airspace operations.
Operations Specification (OpSpec)/Management Specification (MSpec)/Letter of Authorization (LOA) B054/MB054, Oceanic and Remote Airspace Navigation Using a Single Long-Range Navigation System, identifies the oceanic and remote continental areas authorized for operations with a single LRNS.
2. A single FMS receiving inputs from two navigation sensors does not qualify as two LRNSs.
D.2.2.8 HF Check.
1. You should conduct an HF check on the primary and secondary HF radios in areas where dual HF radios are required.
(Two long-range communications systems are typically required for oceanic and remote continental airspace operations.)
2. If possible, you should accomplish the HF checks on the ground or before entering oceanic airspace.
3. Even if you are data link equipped, you should accomplish a SELCAL check at each oceanic control area boundary.
D.2.2.9 Confirm Present Position Coordinates.
1. Both pilots should independently verify the present position coordinates using either published ramp coordinates or by determining your position from the airfield diagram.
2. You should not rely on the present position resident in your FMS from the previous flight.
D.2.2.10 Master Document Symbols. You should use consistent symbology on your master document.
1. A circled number () may indicate the second crewmember has independently verified the coordinates entered or cross-checked by the first crewmember.
2. A checkmark () may indicate that the track and distances have been confirmed.
3. A diagonal line (\) may indicate that the crew has confirmed the coordinates of the approaching and next waypoint.
4. A second diagonal line creating an X symbol (X) may indicate waypoint passage.
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Appendix D D.2.2.11 LRNS Programming.
D.2.2.11.1 Check navigation database currency and software version.
1. You should not fly with an expired database.
2. Your MEL may allow relief to fly with an expired database but require you to manually cross-check all data.
3. You should also confirm the software version of the database, to ensure the correct version is loaded.
D.2.2.11.2 Independently verify FMS programming.
1. Two pilots should independently coordinate the loading and verification of flight plan entries.
2. Prior to loading the route, carefully cross-check the waypoint routing on your master document against your filed ICAO flight to verify they are consistent.
3. One pilot should load the route with all waypoints using the master document. That same pilot should verify the route has been loaded correctly. Use a means independent of the data you loaded, such as checking the course/distance between waypoints against the master document.
4. A second pilot should independently check the entries by recalling and confirming the waypoint data against source information. This cross-check should include comparing the waypoints loaded in the FMS against both your filed flight plan and the master document.
Cross-checking course and distance against the master document will further confirm the waypoints were loaded correctly.
5. The pilot accomplishing the cross-check should read from the FMS screen back to the master document when verifying data.
Note: Reading from the master document to the FMS can introduce “expectation bias” where errors are missed because we see what we expect to see.
D.2.2.11.3 Check waypoint expanded coordinates (degrees and minutes).
1. Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there was an error in the minutes, but crews only checked the 7-character display label, or the 5 alphanumeric-character waypoint name, neither of which displays minutes.
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Appendix D
2. If you only verify the abbreviated coordinates, this could lead to a lateral error. You should check the expanded (i.e., degrees and minutes) coordinates of all oceanic waypoints.
D.2.2.11.4 Check course and distance.
1. To minimize oceanic errors, you should check magnetic course and distance between waypoints from oceanic entry to oceanic exit.
You should establish a tolerance such as ± 2° and ± 2 NM.
2. The course and distance checks comparing the master document against the LRNS are critical in detecting errors that you may not have noticed by simply checking coordinates.
3. A discrepancy of more than 2° between the course in the master document and that in the LRNS may be caused by incompatible magnetic variation applied in the master document. An LRNS applies the magnetic variation at the present position to display magnetic course, whereas magnetic courses listed in the master document can be based on initial, mid-leg, or average leg magnetic variation. Given that course and distance checks are done on initial rollout, master documents should list courses based on the initial magnetic variation to ensure validity of this check. You should recheck and verify any difference outside the ± 2° or ± 2 NM tolerance.
4. You should also refer to a master source such as an en route chart to confirm the accuracy of coordinates at the oceanic boundaries.
5. Confirm that total distance computed by the LRNS is consistent with your master document.
6. If your navigation system waypoint sequencing is limited, number the master document waypoints. Use the same numbering sequence for all navigation systems in use.
D.2.2.11.5 Upload winds. Some LRNS units allow the crew to upload projected winds.
This procedure allows more accurate reporting of ETA.
D.2.2.12 Groundspeed check. You should note the groundspeed before taxiing the aircraft. You should expect the groundspeed to read zero knots.
Note: This procedure is a good practice to detect an error that may be developing in the LRNS.
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Appendix D D.2.3 Taxi and Prior to Takeoff.
D.2.3.1 Groundspeed Check. During taxi to the active runway, pilots should again check the groundspeed to see if it is reasonable.
D.2.3.2 Present Position Check. You should also conduct a present position check after leaving the gate.
D.2.3.2.1 Check for a gross difference between this present position and your gate coordinates.
D.2.3.2.2 This check may alert you to a possible error in the LRNS database that you can investigate/correct prior to takeoff.
D.2.4 Climbout.
D.2.4.1 Transition Altitude.
1. You should brief the transition altitude published on the departure or approach charts, or provided via automated terminal information service (ATIS).
2. After climbing through the transition altitude, you should reset the altimeters to 29.92 inches or 1013.2 hectopascals.
D.2.4.2 Manually Compute ETAs. If the departure airport is near the oceanic entry point, you should manually compute your ETAs from departure to destination, time and duties permitting, during climb out, or otherwise prior to oceanic entry. You should note these ETAs on the master document.
Note: This is an excellent cross-check of ETAs computed by your LRNS.
D.2.5 Prior to Oceanic Entry.
D.2.5.1 Navigation Accuracy Check.
D.2.5.1.1 Before oceanic entry, you should check the accuracy of your LRNS against a suitable ground-based NAVAID, as applicable. A latitude/longitude radar fix from ATC can also support a navigation accuracy check in lieu of a NAVAID.
D.2.5.1.2 You should record the results of the accuracy check on the master document, with the time and position.
1. A large difference between the ground-based NAVAID and your LRNS, such that the ability to navigate with the accuracy required D-12
Appendix D by ATC is questionable, requires immediate action, to include notification of ATC prior to entry into oceanic airspace.
Note: Crews should not attempt to correct an error by performing an air alignment or by manually updating the position of the LRNS, because this has often resulted in worsening the problem.
2. You should establish a navigation accuracy check tolerance based on your type of LRNS. Rank each navigation system by accuracy if applicable.
3. Record aircraft compass/inertial/radio magnetic indicator (RMI) headings and note differences and deviations. A compass deviation check is particularly important if your aircraft is not equipped with an FMS.
D.2.5.1.3 Select the most accurate navigation system for autocoupling as appropriate.
D.2.5.2 HF Checks.
1. If you were unable to accomplish the HF checks on the ground, you should accomplish these checks before oceanic entry.
2. Accomplish a SELCAL check prior to oceanic and remote continental airspace entry and then again at each control area boundary. Check your SELCAL even when your CPDLC is working normally.
D.2.5.3 SATCOM Data Link Check. If you plan on using SATCOM data link, you should check that your SATCOM data link is operational before oceanic entry.
D.2.5.4 Log on to CPDLC and/or ADS-C. If you are approved to use CPDLC and/or ADS-C, you should log on to the appropriate data authority 10 to 25 minutes prior to the boundary.
D.2.5.5 Verify Your RNP Value. Verify that the RNP value set in your flight management computer (FMC) is no higher than that required for the route of flight and reflects the RNP capability you indicated in your flight plan.
For example, if you filed indicating RNP 4 capability, you should set an RNP value of 4.0 even though the route may only require RNP 10.
D.2.5.6 Obtain Oceanic Clearance.
D.2.5.6.1 At least two pilots should be involved in the clearance receipt and read-back process, one actively and one monitoring. When obtaining the clearance via radio, we recommend both pilots wear headsets because errors have resulted from loudspeaker distortion.
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Appendix D Note: Consult the AIP for the oceanic airspace FIR you are transiting to determine how and when to obtain your oceanic clearance. Timing differs depending on whether you receive your clearance via voice or data link.
D.2.5.6.2 You should include your requested FL in your initial clearance request.
Note: Some oceanic centers, such as New York, request that pilots advise them at the time of their oceanic clearance “when able higher.”
D.2.5.6.3 Both pilots should independently copy the clearance. Each pilot then cross-checks and verifies with the other pilot the routing, FL, and Mach number assigned for the crossing. If there are any differences, contact the ATS provider for clarification.
D.2.5.6.4 Read all waypoint coordinates back to the ATS provider in detail. Ensure the ATS provider acknowledges your correct read back. Always cross-check each detail of the clearance with your master document.
D.2.5.6.5 It is important that both pilots confirm and ensure the aircraft enters the oceanic airspace at the altitude assigned in the oceanic clearance (this may be different than the domestic cleared FL). Request climb or descent, as required, in order to be at your cleared oceanic FL prior to entering oceanic airspace.
D.2.5.6.6 Verify/cross-check route clearance is properly programmed into LRNS.
D.2.5.7 Reclearance.
D.2.5.7.1 The number one scenario that leads to a pilot deviation from the assigned routing is a reclearance (that is different from the oceanic route requested with the filed flight plan).
D.2.5.7.2 You should be particularly cautious when receiving a reclearance.
D.2.5.7.3 Both pilots should separately copy and confirm the new routing, comparing with each other and confirming any inconsistencies with the ATS provider.
D.2.5.7.4 One pilot reprograms (and executes) your LRNS and updates the master document and plotting/orientation chart, crossing out the old waypoints and plotted route and replacing them with the updated information.
D.2.5.7.5 A second pilot cross-checks the newly effective route clearance with the reprogrammed route in the FMS (checking the expanded coordinates: degrees and minutes), the updated master document, and the updated chart.
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