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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Appendix D D.2.5.7.6 You should check the magnetic course and distance between the new waypoints as noted in paragraph D.2.2.11 above. To update the master document course and distance, use commercially available tables, or obtain from dispatch an updated master document. It is also possible to use an onboard flight planning system to independently calculate course and distance, and check that against the FMS.
D.2.5.7.7 Thoroughly brief all relief pilots on the new clearance prior to them assuming cockpit duties. We highly recommend the relief pilots also independently cross-check the currently effective route clearance against the FMS, master document, and chart.
D.2.5.8 Altimeter Checks.
D.2.5.8.1 Prior to oceanic entry, you must check the two primary altimeters are reading within 200 feet of each other (or lesser value if specified in your aircraft operating manual). Conduct this check while at level flight.
D.2.5.8.2 You should also note the stand-by altimeter reading.
D.2.5.8.3 Record the altimeter readings along with the time on the master document.
D.2.5.9 Compass Heading Check (INS).
D.2.5.9.1 If inertial systems are your only means of long-range navigation, we recommend you conduct a compass heading check and record the results.
D.2.5.9.2 If a problem develops over water, this check can also aid you in determining the most accurate compass.
D.2.6 After Oceanic Entry.
D.2.6.1 Squawk 2000.
1. Thirty minutes after oceanic entry, you should change your squawk to 2000, if applicable.
2. There may be regional differences. For example, aircraft flying within the West Atlantic Route System (WATRS) or transiting the Reykjavik Oceanic Control Area are expected to maintain the last assigned squawk.
D.2.6.2 Maintain Assigned Mach. Some oceanic clearances include a specific Mach.
ATC requires you to maintain these speeds precisely.
1. The increased emphasis on longitudinal separation requires increased crew vigilance, as Air Traffic Service (ATS) providers D-15
Appendix D base that separation on your aircraft maintaining that assigned Mach.
2. Controllers will assign a true Mach. In most cases, the true Mach is the indicated Mach. Some aircraft may require a correction factor.
Note: Crews must ensure they fly the assigned Mach vice Economy (ECON) or Long Range Cruise.
D.2.6.3 Maintain Assigned FL. You must report to ATC when departing your current FL.
D.2.6.4 VHF Radios. After going beyond the range of the assigned VHF frequency, you should set your radios to air-to-air (123.45) and guard frequency (121.5).
D.2.6.5 SLOP. Your SOPs should include SLOP for all oceanic crossings. NOTAMs, State AIPs, and other flight planning guidance will indicate where exceptions apply and where procedures differ.
D.2.6.5.1 This procedure was developed to reduce the risk associated with an altitude deviation and two highly accurate navigation systems navigating to the same point.
D.2.6.5.2 SLOP also replaced the contingency procedure developed for aircraft encountering wake turbulence. Depending upon winds aloft, coordination between aircraft to avoid wake turbulence may be necessary.
D.2.6.5.3 This procedure, which distributes traffic between the route centerline and up to 2 NM right of centerline, greatly reduces risk by the nature of its randomness.
1. Operators that have an automatic offset capability should fly up to 2 NM right of the centerline.
2. Aircraft that do not have an automatic offset capability (that can be programmed in the LRNS) should fly the centerline only.
D.2.6.6 Hourly Altimeter Checks. The two primary altimeters should continue to read within 200 feet of each other (or lesser value if specified in your aircraft operating manual).
Note: We recommend that you record these hourly checks on the master document with the readings and times. This information can help you determine the most accurate altimeter if you develop an altimetry problem.
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Appendix D D.2.6.7 Routine Monitoring.
1. Specify which FMS pages, or other monitorable elements of your navigation system, that specific flightcrew members are charged with monitoring (e.g., cross-track error or time/distance).
2. The nonsteering navigation system should be used to display cross-track error and track angle error, if available.
3. If your FMS provides a predicted ETA capability, you should take full advantage of that function in order to track the accuracy of ETAs and provide reminders for performing the “approaching waypoint” and “10 minutes following waypoint passage” cross-checking procedures.
D.2.7 Approaching Waypoints. Confirm coordinates of subsequent waypoints.
D.2.7.1 Within a few minutes prior to crossing an oceanic waypoint, you should confirm the expanded coordinates of the next and subsequent (“next + 1”) oceanic waypoints.
D.2.7.2 You should accomplish this check by comparing the coordinates in your FMS against your master document (as updated based on your currently effective route clearance), as well as verifying that the course/heading and distance in the FMS matches your master document. Draw a diagonal through the waypoint on your master document.
D.2.7.3 Confirm your autopilot steering is appropriately engaged (LNAV/NAV).
D.2.8 Overhead Waypoints.
D.2.8.1 Confirm aircraft transitions to the next waypoint.
1. When overhead an oceanic waypoint, you should ensure that your aircraft properly transitions to the next leg.
2. You can confirm this by noting the magnetic heading and distance to the next waypoint as compared against the master document (as updated based on your currently effective route clearance).
D.2.8.2 Position report:
1. Use the standard format for voice position reports to ATC.
2. You should also note and record your fuel status on the master document at each oceanic waypoint.
Note 1: This is especially important if the cleared route and FL differ significantly from the filed flight plan.
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Appendix D Note 2: In 2010, ICAO eliminated the requirement to report weather data via voice reports.
D.2.9 Ten Minutes After Waypoint Passage. Cross-check navigational performance and course compliance by one of the following methods:
D.2.9.1 The “plotting” method is appropriate for all aircraft navigation configurations.
1. Verify your plotting/orientation chart reflects the currently effective route clearance.
2. Plot your present latitude/longitude and record the time on your chart.
3. You should plot your position using coordinates from the nonsteering LRNS.
4. Investigate/take corrective action if your plotted position does not agree with your currently effective route clearance.
5. Using the steering LRNS, verify the next waypoint is consistent with the currently effective route clearance.
6. Verify your autopilot steering mode is in LNAV/VNAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.2 The “navigation display” method is appropriate for and available for use in aircraft equipped with an operable FMS:
1. Confirm the aircraft symbol is on the programmed route on the navigation display (at smallest scale).
2. Check system-generated cross-track deviation or similar indication of any deviation from the programmed route of flight.
3. Using the steering LRNS verify the “TO” waypoint is consistent with your currently effective route clearance.
4. Investigate/take correction action to address any anomalies or unexpected deviations.
5. Verify your autopilot steering mode is LNAV/VNAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.3 An alternate method may be used with FAA acceptance.
D.2.10 Midway Between Waypoints.
D.2.10.1 Cross-Check Winds.
D.2.10.1.1 We recommend you cross-check the winds midway between oceanic waypoints by comparing the master document, LRNS, and winds aloft chart.
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Appendix D D.2.10.1.2 This cross-check will also assist with situational awareness and in the event your navigation capability is degraded to the point where you need to dead reckon (DR).
D.2.10.2 Confirm ETA. We recommend you confirm your ETA to the next waypoint.
Note: Revise your ETA with ATC in a timely manner if it has changed greater than 2 minutes.
D.2.11 Coast-In.
D.2.11.1 Remove strategic lateral offset. You must remove the strategic lateral offset prior to exiting oceanic airspace at coast-in. We recommend you include this as a checklist item.
D.2.11.2 Confirm routing beyond oceanic airspace. Before entering the domestic route structure, you must confirm your routing and speed assignment.
Note: Crews experiencing loss of communication leaving oceanic airspace should follow guidance published in the applicable State AIP.
D.2.11.3 Compare LRNS to ground-based NAVAID (as applicable depending on your equipage).
1. When departing oceanic airspace and acquiring ground-based NAVAIDs, you should note the accuracy of your LRNS compared to the position information provided by those NAVAIDs.
2. You should note discrepancies in your maintenance log.
D.2.12 Descent.
D.2.12.1 Transition Level. During the approach briefing, you should note the transition level on the approach plate or verify with ATC. You must reset your altimeters to QNH when descending through the transition level. You should confirm whether the altimeter setting is based on inches of mercury or hectopascals.
D.2.13 Destination/Block-in.
D.2.13.1 Navigation Accuracy Check. When arriving at your destination gate, you should note any drift or circular error in your LRNS.
1. A GPS primary means system normally should not exceed
0.27 NM for the flight.
2. Some inertial systems may drift as much as 2 NM per hour.
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Appendix D Note: If tolerances are exceeded, make an appropriate entry in the maintenance log.
D.2.14 RVSM Write-Ups. You must note problems in the altimetry system, altitude alert, or altitude hold in the maintenance log.
Note: ATS authorities closely monitor RVSM airspace for any Large Height Deviations (LHD). If your aircraft no longer meets RVSM standards, you must not flight plan into RVSM airspace.
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