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6.3.1.2 NOTAMs for departure, destination, alternate(s), ETOPS alternates (as applicable), and applicable FIRs.
6.3.1.3 G PS NOTAMs (as applicable).
6.3.1.4 Weather for departure, destination, alternate airports along the route of flight, and ETOPS alternates (as applicable).
6.3.1.5 SIGWX chart.
6.3.1.6 Wind charts for planned altitudes and altitudes after driftdown/emergency descent.
Note: Compute ETPs for contingencies, such as medical divert, engine loss, rapid decompression (RD), and a simultaneous RD and engine loss. Note the location of the ETPs on your plotting/orientation chart.
6.3.1.7 Space weather: solar flare information (see the National Oceanic and Atmospheric Administration’s (NOAA) website at https://www.swpc.noaa.gov/forecasts).
6.3.1.8 Volcanic ash information (as applicable).
6.3.1.9 Pilot Weather Reports (PIREP).
6.3.1.10 Receiver autonomous integrity monitoring (RAIM) and fault detection and exclusion (FDE) prediction tools (for GNSS and RNP operations), available at https://sapt.faa.gov/default.php.
6.3.1.11 Current track message (for any operations in airspace with a flexible organized track system (OTS)).
Note: If you have a track message or other separate route document associated with the flight, verify that the effective time of the message corresponds to your flight and that the designated route agrees with both your filed routing and the waypoint routing on your Master Document.
6.3.1.12 Plotting/orientation chart.
6.3.1.12.1 You should use an oceanic plotting/orientation chart, of appropriate scale, and with latitude and longitude depicted, to provide a visual presentation of your intended route, regardless of your type(s) of LRNS and method of cross-checking aircraft position. Plotting your route on a chart helps with situational awareness, and (together with the OFP) also helps with navigation contingencies such as DR, in the event of navigation system degradation/failure.
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6.3.1.12.2 Your chart should include, at a minimum:
1. The route of your filed flight plan. If your cleared route differs from what you filed, your currently effective route clearance.
2. Clearly depicted waypoints using standardized symbology.
3. All ETPs, plotted on the chart (with relation to the route).
4. Alternate airports.
5. Proximity of other adjacent tracks.
6.3.1.12.3 Figure 6-1 shows a sample plotting chart for an eastbound flight on a random route in the North Atlantic at FL 410. Note that the westbound tracks are plotted north of the route of flight, for situational awareness.
Figure 6-1. Sample Plotting Chart N ote: For certificated operators, if you hold OpSpec/MSpec A061, Electronic Flight Bag (EFB) Program, authorizing use of an EFB, the principal inspector (PI) can authorize “interactive plotting for oceanic and remote continental navigation,” ensuring the EFB application fulfils plotting/orientation chart requirements listed in paragraph 6.3.1.12. With this authorization, you can use your EFB application in place of a paper plotting/orientation chart. AC 120-76, Authorization for Use of Electronic Flight Bags, provides guidance for operators to develop associated EFB procedures. Title 14 part 91
6-9 operators may use an EFB, provided they observe the criteria and considerations of AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (EFB).
6.3.2 Cockpit Preparations.
Note: These procedures assume at least two pilots are on duty. Some aircraft are certified for single-pilot operations. If your intended flight in oceanic or remote airspace can safely accommodate single pilot operations, you should develop some methodology to check your clearance, waypoint entries, equipment setup, etc. It may be possible to involve non-flying crew in some checks, either prior to flight, or in-flight, via appropriate voice and/or data communications. Where such support is not available, single pilot procedures should be carefully designed to detect and fix errors promptly, thereby minimizing or altogether preventing deviations.
6.3.2.1 Check your maintenance log to ensure all your required communications, navigation, and surveillance and altimetry equipment is operational.
1. Consult your MEL to be fully familiar with operational procedures associated with any inoperative equipment, before you depart.
2. Inoperative equipment could affect the capabilities filed in the ATC flight plan. It is important to update the codes, as needed, to ensure ATC routes you in accordance with your capabilities.
3. A departure delay to accommodate repairs may be warranted.
Alternatively, a reroute to avoid oceanic airspace may be necessary.
6.3.2.2 Identify a single master clock in the cockpit.
1. Verify that your onboard primary time source, or master clock, is set to UTC. In most cases, this time source is the FMS.
2. Use master clock times for all ETAs and actual times of arrival (ATA).
6.3.2.3 Align your inertial navigation system (INS)/inertial reference system (IRS).
1. Proper INS/IRS loading and operating procedures are another important aspect to help you avoid navigation errors. Ensure you select navigation (NAV) mode at the appropriate time and properly manage your navigation computer during intermediate stops.
2. Carefully follow your inertial system flight manual procedures to ensure proper navigation reliability.
6.3.2.4 Have a second pilot independently verify the aircraft present position coordinates you have loaded in your navigation system.
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1. Both pilots should verify the present position in the LRNS. Aircraft maintenance or towing can cause the present position suggested on initialization to be incorrect.
2. If you conduct another present position check on taxi out and it shows a gross difference from your gate coordinates, it could indicate a problem with the LRNS.
6.3.2.5 Two pilots should independently coordinate the loading and verification of all flight plan entries. One pilot should load the entire route into the LRNS, to include all waypoints, using the Master Document as source. He or she should then verify the routing has been loaded correctly. Below are recommended steps for performing this loading and verification. The second pilot’s subsequent confirmation procedures are explained beginning in paragraph 6.3.2.6.
6.3.2.5.1 Prior to loading the flight plan, carefully cross-check the waypoint routing on your Master Document against your filed flight plan to verify both documents show the same routing.
6.3.2.5.2 Ensure your navigation database and FMS software version are current and correct.
6.3.2.5.3 For systems with pilot-defined waypoint designators or numbers, we recommend you use a consistent procedure. Enter this designator on the Master Document and use it to store waypoints in the navigation computer.
6.3.2.5.4 Verify all navigational information contained in the Master Document against the navigation data information in the navigation system.
6.3.2.5.5 Your procedures should provide for a means of verification of the data you loaded. You should check the expanded coordinates and course/distance between waypoints against the same information on your Master Document.
You may also check the route presentation on your navigation display. Most long-range aircraft have a navigation system that is capable of automatically uplinking flight plans sent from ATC or from a dispatch service. These “push to load” flight plan uplinks are very reliable, but there are occasional glitches that can lead to loading partial routes, requiring you to make changes to complete the route load. Regardless of how you load your flight plan into your navigation system, you should have procedures to verify your flight plan route against your navigation system entries.
6.3.2.6 After the first pilot has loaded and verified the navigation system entries against the flight plan, a second pilot should recall and confirm the waypoint data against source information.
6.3.2.6.1 It is not sufficient for one crewmember simply to observe another crewmember entering the data. You should use an independent cross-check
6-11 method between pilots so no navigation system entry goes unverified. An attitude of “healthy suspicion” can facilitate good cross-checks.
6.3.2.6.2 Cross-checks should include comparing the expanded coordinates of the waypoints loaded in the navigation system to the filed flight plan, track message (if applicable), and the Master Document.
6.3.2.6.3 Verify the total route distance in your navigation system against your Master Document to help find embedded mistakes. Also cross-check course/headings and distances between each waypoint to ensure the navigation system routing matches your Master Document. Referencing your plotting or orientation chart here can also be beneficial.
6.3.2.6.4 A 1° course deviation causes the aircraft to be off planned routing by approximately 1 mile every 60 miles of travel. A course deviation on an oceanic crossing closer to the equator, where leg lengths are typically longer, can result in cumulatively larger displacements from course. However, although leg lengths are typically shorter at higher latitudes, and similar deviations result in cumulatively smaller displacements from course, the density of traffic and closer spacing of parallel tracks at high northern latitudes actually constitute an environment less tolerant of course deviations.
6.3.2.6.5 The second pilot should work from the navigation system back to the Master Document (i.e., by reading what is in the navigation system, and comparing that with what is in the Master Document). Reading from the Master Document to the navigation system can result in “seeing what we expect to see” (expectation bias). A simple way to consider this is that the first pilot works from “paper to glass” while the second pilot works from “glass to paper.”
6.3.2.7 Adopt appropriate annotations to indicate the status of each waypoint listed on the Master Document. For example:
1. The first pilot could put a circle next to the waypoint, waypoint number, or symbol on the Master Document to signify that they have independently cross-checked the entry of the coordinates in the navigation computer.
2. The second pilot could then tick or diagonally slash the circle next to the waypoint, waypoint number, or symbol to signify having performed the cross-check described above, to include confirming the course and distance information within a specified tolerance (e.g., plus or minus 2° and 2 NM).
6.3.2.7.1 We discuss additional Master Document symbology in the en route section, in paragraph 6.4.
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6.3.2.8 Set the appropriate mode select secondary radar with data link (Mode S) flight identification (FLT ID), which should correspond verbatim to the Aircraft Identification (ACID) (call sign) entered in Block 7 of the ATC flight plan.
6.3.2.8.1 ATC systems worldwide are becoming more reliant upon information transmitted by Mode S transponders to manage air traffic. ATC systems use transmitted FLT IDs to uniquely identify each aircraft within a given airspace and correlate them to a filed flight plan for the provision of surveillance and separation services.
6.3.2.8.2 A FLT ID is comprised of a maximum of seven alphanumeric characters
(e.g., N235RA, AAL3342, BONGO33) and must agree, verbatim, with the ACID entered in block 7 of the ATC flight plan.
6.3.2.8.3 You typically enter your FLT ID through either an FMS interface or your transponder control panel. For ATC systems to function correctly, you must ensure the FLT ID you enter in the FMS exactly matches the ACID in block 7 of the ATC flight plan.
6.3.2.9 Check your ground speed in the blocks and on taxi out.
1. If you are still in the blocks and your ground speed reads other than zero, you may have a developing error in your LRNS.
2. Similarly, if your groundspeed on taxi out appears unreasonable, this may also indicate a problem with your LRNS.
6.3.2.10 Accomplish required RVSM altimetry ground checks.
6.3.2.10.1 Before taxi, set your altimeters to the airport local altimeter setting. Both primary altimeters should read within ± 75 feet of a known elevation
(e.g., field elevation).
6.3.2.10.2 The two primary altimeters must also agree with each other within the limits noted in the aircraft operating manual.
6.4 En Route Guidance.
6.4.1 Oceanic Clearance: How to Request, Receive, and Process.
6.4.1.1 Oceanic clearances are unique clearances that frequently require coordination between two or more air traffic agencies. The clearance you receive from an ATC facility on the ground before departure may not constitute a clearance into or through your filed oceanic and remote continental airspace. Depending on the first oceanic FIR you enter, you may need to obtain this clearance separately and specifically as you approach that airspace. Check the AIP (or other relevant source document) to determine if such separate oceanic clearance is required.
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6.4.1.2 In situations where a separate oceanic clearance is required, and your departure airport is relatively close to the oceanic airspace boundary, you may, and at some airports must, obtain your oceanic clearance prior to departure. Check the AIP or other relevant source documents to determine clearance requirements unique to your departure airport.
Note: In some airspace, ATC issues the route portion of the oceanic clearance before the aircraft departs, even when the departure airport is not close to the oceanic boundary. In this case, ATC assigns the altitude and airspeed (as required) for oceanic crossing prior to entering oceanic airspace. New York oceanic control area (OCA) and Oakland OCA both operate in this manner.
6.4.1.3 In most cases, obtain your oceanic clearance via voice at least 40 minutes prior to entry, or 20 to 90 minutes prior if using the Aircraft Communications Addressing and Reporting System (ACARS) data link Oceanic Clearance Delivery (OCD).
6.4.1.4 CPDLC Departure Clearances provided at large U.S. airports may include an oceanic clearance. Oceanic clearances could also be issued via CPDLC from en route controllers.
6.4.1.5 When receiving a clearance via voice, at least two pilots should be involved, one actively obtaining the clearance and the other monitoring. We recommend both pilots be on a headset during this process.
6.4.1.6 Both pilots should independently copy the clearance. Each pilot cross-checks and verifies the routing, altitudes, and Mach number/airspeed assigned (if applicable).
1. Read all waypoint coordinates back to the ATS provider in detail.
Sometimes, approved local procedures make full read back optional.
Always cross-check each detail of the clearance with your Master Document.
2. Ensure the ATS provider acknowledges your correct read back.
3. The terms “expect” or “when can you accept” are not used by ATC when issuing a clearance. Typical ATC clearance phraseology is “ATC clears….”
4. After each pilot conducts an independent review and verification of the clearance, the crew should discuss the clearance to verify a common understanding and make any plans resulting from the clearance.
6.4.1.7 Ensure the following upon receipt of a revised clearance:
Note: A revised clearance (that is, a clearance that differs from either the oceanic route requested via the flight plan, or from a previously
6-14 issued oceanic clearance) is the number one scenario leading to pilot deviation from the assigned routing. You should be particularly cautious when receiving a revised clearance.
1. A t least two pilots should separately copy the clearance from the ATS provider. Each pilot should be on a headset.
2. Y ou read it back correctly and receive an acknowledgement of your read back from the ATS provider.
3. A ll pilots compare and analyze the clearance they just copied; contact the ATS provider for clarification of any inconsistencies.
4. O ne pilot reprograms the navigation system, updates the Master Document, and updates the plotting/orientation chart.
5. A second pilot cross-checks the revised clearance with the reprogrammed route loaded into the navigation system, the updated Master Document, and the updated plotting/orientation chart.
a. Th e cross-check of the navigation system coordinates includes comparing the expanded coordinates (i.e., degrees and minutes).
b. C ourse and distance connecting the new waypoints should also be checked. Course and distance tables are available commercially for every 10° of longitude, or dispatch may be able to send a new OFP/Master Document with the updated track and distances.
Preferably, an onboard flight planning application in an EFB is used to independently calculate course and distance, and check that against the navigation system. Legacy methods, using plotter (protractor) and pencil on a plotting chart, are also possible; pilots, however, need focused training to be proficient with these methods.
6. If th e clearance is received via CPDLC, each pilot should read it silently to develop an independent understanding of the new clearance, making sure the full content of the uplink has been viewed (all pages, as well as routes to be loaded). They should then discuss the clearance and ask the controller for clarification if they have any doubts as to what the clearance means.
Not e 1: If you receive a loadable clearance via CPDLC, the FAA recommends you automatically load that clearance in your navigation system. Some crews have accepted, but not automatically loaded, a CPDLC clearance to avoid losing wind data or to preserve meaningful waypoint labels. Failure to properly load the clearance in the navigation system will result in a deviation.
Not e 2: Revised clearances sent via CPDLC have also been associated with navigation errors. Operators should be cognizant of this when designing operating procedures for the use of CPDLC.
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7. Thoroughly brief all relief pilots on the revised clearance prior to them assuming cockpit duties.
Note: We highly recommend that the relief pilot(s) also cross-check the navigation system against the Master Document to ensure complete understanding of the new clearance.
6.4.1.8 Ensure you have given an accurate ETA to ATC for your oceanic entry point.
If you previously provided a time estimate, and it subsequently changes in excess of 2 minutes (in the NAT, “3 minutes or greater”), you must revise your estimate with ATC.
Note: Pilots do not need to provide a revised estimate when under ATS surveillance (refer to ICAO Doc 4444, Procedures for Air Navigation Services—Air Traffic Management, paragraph 8.6.4.4).
Also, for aircraft providing automatic position reports via ADS-C, position reports can be omitted “in airspace where ADS-C services are provided” (refer to ICAO Annex 2, paragraph 3.6.2.2). Nonetheless, domestic controllers often relay the pilot-provided estimate to oceanic controllers, and separation can be predicated on that time estimate.
6.4.1.9 Yo u must also ensure you enter oceanic airspace at your cleared/assigned FL for the crossing. The domestic ATC sector does not always automatically clear you to the oceanic clearance altitude; if this appears to be happening, query ATC.
6.4.2 Communications/Navigation/Surveillance System Checks.
6.4.2.1 You should have checked your HF radios prior to departure. If you were unable to get a good check on the ground, check them prior to entering oceanic and remote continental airspace.
6.4.2.2 Accomplish a SELCAL check prior to oceanic and remote continental airspace entry and then again at each CTA boundary. Check your SELCAL even when your CPDLC is working properly.
6.4.2.3 If you are using SATVOICE to communicate with ATC via New York or San Francisco Radio, the FAA requires a SATVOICE Callback Check, with a sample transcript provided in paragraph 4.3.3.2. You can find operational policy regarding the use of SATVOICE in the U.S. AIP, section ENR 7. You may find changes to SATVOICE policy, between AIP publication cycles, posted on the FAA’s International Notices website.
6.4.2.4 For certificated operators, your OpSpecs or MSpecs will prescribe the requirements for confirming your navigation accuracy, and assessing the performance of your LRNS, prior to entering oceanic airspace. We recommend GA operators perform similar navigation accuracy checks, as
6-16 further described in paragraph D.2.5.1 of the sample oceanic checklist provided in Appendix D.
6.4.2.5 Upon entering oceanic and remote continental airspace, verify that the RNP alerting by your FMC is consistent with the RNP capability indicated on your flight plan. If you indicate RNP 4 capability on the flight plan, for example, FMC alerting must be no higher than 4.0.
6.4.2.6 If you are no longer able to meet your RNP navigation specification (NavSpec) while en route (i.e., your Actual Navigation Performance (ANP) exceeds your RNP or required equipment has failed, or you receive an “UNABLE RNP” alert), you are required to immediately notify your ATS provider so they can adjust separation standards between you and other nearby aircraft as required.
6.4.2.7 If you plan to use SATCOM data link systems, check them prior to oceanic airspace entry. AC 90-117, Data Link Communications, recommends you initiate logon/notification for CPDLC and/or ADS-C services 10 to 25 minutes prior to the oceanic/FIR boundary, unless otherwise specified in the relevant AIP.
6.4.2.8 C onduct altimetry checks prior to entering oceanic airspace and every hour thereafter, or as specified in the aircraft flight manual. Your two primary altimeters should read within 200 feet of each other.
Note: We recommend you record these readings, along with their times, on your Master Document. This will aid you in determining the most accurate altimeter in the event of a subsequent altimetry problem.
6.4.3 E ntering Oceanic and Remote Continental Airspace—First Steps .
6.4.3.1 Set your transponder in accordance with regional requirements (generally to code 2000). This requirement varies with the oceanic airspace. You should confirm these procedures, through applicable AIP or other regional documents during flight planning. In the NAT, for example, pilots should change the transponder code 30 minutes after entering oceanic airspace. In the Pacific, Oakland advises that pilots should change the transponder code “upon entering” the OCA, after radar (/surveillance) services are terminated.
6.4.3.2 Adjust your airspeed to maintain your assigned Mach number, as applicable.
6.4.3.3 Once you have departed VHF radio range, set your radios to air-to-air (generally 123.45) and guard (121.5) frequencies.
6.4.3.3.1 ATC and air defense authorities will generally attempt contact with aircraft on guard (121.5 or 243.0 MHz) before ordering an intercept. For this reason, all aircraft are highly encouraged to maintain a listening watch on guard.
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6.4.3.3.2 The AIM, chapter 5, section 6, addresses interception procedures and provides the intercepting signals table published in ICAO Annex 2.
6.4.3.3.3 The International Air Transport Association (IATA) has developed widely adopted procedures for use in FIRs where poor communications and/or reduced quality of ATS may pose a flight hazard. See Appendix E, IATA In-Flight Broadcast Procedure, for IATA procedures for transponder use and radio broadcast in affected areas. The procedures involve maintaining a listening watch and broadcasting aircraft position “in the blind.”
6.4.3.4 Institute an appropriate offset, based on the SLOP, unless not authorized. Use of SLOP helps mitigate the heightened risk of collision due to highly accurate navigation systems, and it helps avoid wake turbulence.
6.4.3.4.1 SLOP guidance is published in the U.S. AIP, Part 2, En Route (ENR), and ICAO Doc 4444, section 16.5. As a reminder, SLOP offsets are only right of course.
6.4.3.4.2 We recommend SLOP be part of your oceanic training program and standard procedures for oceanic flying. You should check applicable State AIPs to determine where use of SLOP is authorized.
6.4.3.5 Specify which FMS pages, or other displays of navigation information, that individual flightcrew members are charged with monitoring during the oceanic portion of the flight (e.g., cross-track error or time/distance).
6.4.4 The Master Document: A Suggested Method for Managing It.
6.4.4.1 A Master Document is a copy of the OFP (also referred to as navigation log, or computer flight plan (CFP)) with “MASTER” written on it. It does not “belong” to the pilot or the copilot, but rather is the flightcrew’s central reference document to record clearances, frequencies, ETAs notified to ATC, fuel status, and other operational information. The Master Document is also used to record verification of waypoint information, and should be kept current and organized so pilots can easily understand the progress of the flight, to include the currently effective route clearance. ICAO NAT Doc 007 provides further details on recommended use of a Master Document, and notes that it should list sequentially the waypoints defining the route, the course and distance between each waypoint, and other information relevant to navigation along the cleared route.
6.4.4.2 Suggested Master Document annotations are provided here to help operators standardize procedures. Other annotations, for example, squares, rectangles, or hash marks, could be used as well, as long as they are part of a clearly defined and standardized process of managing the Master Document.
6.4.4.2.1 A circle next to the waypoint identifier denotes both pilots verified the coordinates, courses, and distances. This would normally be done during initial navigation system loading.
ARWY POSITION DIST TIME MOR FL MACH GS/TAS ZBO
COORDINATES EST ATA TROP SAT WIND FUEL
NAME TC/TH DCT 40N60 079 448 47 011 F370 M827 574/471 11515 N4000.0 W16000.0 074 1804 4:37 F374 M60 290/109 72069 N40 00 W160 00 087/082 CP-3 PAKN-1148/KPDX-1261 5:26 N4000.7 W15016.7 60241/58242 IAONTEN TATEl AGIl
6.4.4.2.2 A diagonal backslash (1) over the circle denotes confirming a subsequent waypoint's coordinates and the track and distance to it. An ETA for that waypoint is also recorded. This would normally be done after rollout on the new course, and/or approaching the active waypoint.
ARWY POSITION MC MACH GS/TAS ZBO
COORDINATES MH EST ET ATA TROP SAT WIND FUEL
NAME TC/TH DCT 40N60 079 448 47 011 F370 M827 574/471 11515 N4000.0 W16000.0 074 1804 4:37 F374 M60 290/109 72069 N40 00 W160 00 087/082 12:54 CP-3 PAKN-1148/KPDX-1261 5:26 N4000.7 W15016.7 60241/58242 Falane 0324 114040
6.4.4.2.3 As you make your position report over the waypoint, note your fuel remaining on the Master Document next to that waypoint. This is especially important if the cleared route and FL differ from your flight plan.
Approaching each oceanic waypoint, verify the next and subsequent ("next + 1") waypoints. Using your currently effective route clearance:
1. Check the expanded FMC coordinates for the next and subsequent waypoints, and
2. Check that the expected outbound magnetic course and distance to the next waypoint presented in the FMC agree with that clearance.
6.4.4.2.4 A diagonal forward slash () turns the previously annotated back-slash into an "X." This denotes waypoint passage. Overhead time is confirmed with a "check" (or updated time, as applicable) and fuel remaining is annotated.
ARWY POSITION MC DIST TIME MOR FL MACH GS/TAS
COORDINATES MH EST ET ATA TROP SAT WIND FUEL
NAME TC/TH DCT 40N60 079 448 47 011 F370 M827 574/471 11515 N4000.0 W16000.0 074 1804 4:37 F374 M60 290/109 72069 N40 00 W160 00 087/082 12:540 73,100 CP-3 PAKN-1148/KPDX-1261 5:26 N4000.7 W15016.7 60241/58242 6-18