Appendix D D-2
8. V oice long-range communication system (LRCS) check (as applicable):
a. Hi gh frequency (HF) radio check.
b. S atellite Voice (SATVOICE) operability check.
9. C onfirm present position coordinates (best source).
10. Master Document symbols (, , \, X).
11. LRNS programming:
a. Check navigation database currency and software version.
b. Independently verify navigation system/flight management system (FMS) programming.
c. Check expanded coordinates of oceanic waypoints.
d. Check leg course and distance (± 2° and ±2 nautical miles (NM)).
e. Upload winds, if applicable.
12. Groundspeed check.
D.1.3 Taxi and Prior to Takeoff.
1. Groundspeed check.
2. Present position check.
D.1.4 Climb Out.
1. Transition altitude—set altimeters to 29.92 inches (1013.2 hectopascals (hPa)).
2. Calculate/Update ETAs on Master Document as duties permit.
D .1.5 Prior to Oceanic Entry.
1. Navigation accuracy check—record results on Master Document.
2. Voice LRCS (HF selective calling system (SELCAL) or SATVOICE Callback) check with aeronautical radio station.
3. Confirm satellite communications (SATCOM) data link is operational, if equipped.
4. Log on to Controller-Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) 10 to 25 minutes prior, if equipped, unless otherwise specified in the relevant Aeronautical Information Publication (AIP).
5. Verify your Required Navigation Performance (RNP) value is set.
6. Obtain oceanic clearance from appropriate clearance delivery and verify/cross-check loading of route clearance into the navigation system.
a. Confirm assigned oceanic flight level (FL) and request climb or descent to be at your assigned FL prior to oceanic airspace boundary.
b. Confirm FL, Mach, and route for crossing.
Appendix D D-3
c. Advise air traffic control (ATC) when able higher.
7. Revised clearance—update navigation system, Master Document, and plotting/orientation chart.
Note: Check expanded coordinates, course, and distance for new route.
8. Check altimeters—record readings on Master Document.
9. Compass heading check (inertial navigation system (INS))—record.
D.1.6 After Oceanic Entry.
1. Squawk 2000—30 minutes after entry, if applicable.
2. Maintain assigned Mach.
3. Maintain assigned FL.
4. Very high frequency (VHF) radios—set to air-to-air and guard frequency.
5. Strategic Lateral Offset Procedures (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 applicable AIP.
6. Altimeter checks—hourly.
D.1.7 Approaching Waypoints.
1. Confirm coordinates of subsequent waypoints.
Note: Verify that the active navigation system 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.
2. Confirm lateral navigation (LNAV)/navigation (NAV) is engaged.
D.1.8 Overhead Waypoints.
1. Confirm aircraft transitions to next waypoint.
Note: Check magnetic heading and distance against Master Document.
2. Confirm time to next waypoint.
Note: ETA changes in excess of 2 minutes (“3 minutes or more” in the NAT) require ATC notification.
3. Make position report.
Appendix D D-4 Note: Record fuel remaining and current time on your Master Document.
D.1.9 Ten Minutes after Waypoint Passage. Cr oss-check navigational performance and course compliance via one of the following methods:
1. Plotting method (see paragraph D.2.9).
2. Navigation display method (see paragraph D.2.9).
3. Alternative method accepted by the FAA (see paragraph 6.4.8).
D.1.10 Midway Between Waypoints.
1. Cross-check winds between Master Document, LRNS, and winds aloft charts.
2. Confirm time to next waypoint.
D.1.11 Coast In.
1. Remove strategic lateral offset prior to oceanic exit point.
2. Confirm routing beyond oceanic airspace.
3. Compare LRNS to ground-based NAVAID.
D.1.12 Descent. T ransition level—set altimeters to local altimeter setting (QNH).
D.1.13 Destination/Block-In.
1. Navigation accuracy check.
2. Altimetry system write-ups.
3. Data communications (CPDLC) problem reports.
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. An oceanic checklist should be published in your international operations manual, and evaluated and kept up-to-date as part of your SMS, as applicable.
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 descriptors in items 10 and 18 of your flight plan.
Appendix D D-5
2. You should review your maintenance log and the 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. Your flight manual should include procedures to make flight plan amendments (or cancellations as appropriate) when your communications, navigation, and surveillance capabilities change 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. See paragraph 6.2.2.
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 Air Missions (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 flig ht, 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.
7. Global Positioning System (GPS) NOTAMs (as applicable).
8. Any applicable space weather watches, warnings, and alerts (see Appendix C, Unusual Weather Activity).
9. Volcanic ash information.
10. Pilot Weather Reports (PIREP).
11. Plotting/orientation 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.
Appendix D D-6 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 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 annot ate 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 re -computing ETPs either manually or through the use of an Electronic Flight Bag (EFB) application. 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 in ATC’s monitoring systems. Confusion about these additional waypoints can also lead to deviations from the cleared route.
Note: ETPs may need to be recalculated when the cleared route changes, when there are significant changes in FLs, and/or when estimated time en route (ETE) to destination differs by more than 15 minutes from planned.
D.2.1.5 Track Message.
1. You must have a current track message even if you have filed for a “random route” (where at least part of the oceanic route is not on a published track) or if 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.
2. You should also ensure that your flight planning and operational control process includes timely notification of crewmembers of any amendments to the daily track message.
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
Appendix D D-7 contingency procedure. Monitoring traffic on the Traffic Alert and Collision Avoidance System (TCAS) or Automatic Dependent Surveillance-Broadcast (ADS-B) In will further help your situational awareness, as the same random routes are sometimes heavily used.
D.2.1.6 Weather Analysis. You should note en route wind, 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 a designated 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. Pay particular attention to any write-ups that affect communications, navigation, surveillance equipment, or RVSM requirements.
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 a known elevation (e.g., field elevation).
Appendix D D-8 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 operational flight plan (OFP) to determine where along the route wind shear and/or turbulence are forecasted.
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 operator 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. Ensure the Master Document and filed flight plan 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.
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 (if equipped with two).
2. If possible, you should accomplish the HF checks on the ground or before entering oceanic airspace.
D.2.2.9 SATVOICE Check. You should perform the appropriate functional check if you intend to use SATVOICE on your flight.
Appendix D D-9 D.2.2.10 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.2.2.11 Master Document Annotations. You should use consistent annotations on your Master Document. See paragraph 6.4.4.2 for samples of this suggested annotation scheme.
1. A circle next to th e waypoint designator indicates both pilots verified the coordinates, courses, and distances. This would normally be done during initial navigation system loading.
2. A backslash (“\”) over the circle denotes confirming a subsequent waypoint’s coordinates and the track and distance to it. This would normally be done approaching the active waypoint.
3. A forward slash (“/”) over the previously annotated backslash creates an “X.” This indicates waypoint passage.
D.2.2.12 LRNS Programming.
D.2.2.12.1 Check navigation database currency and software version.
1. You should not fly with an expired database.
2. You should also confirm the software version of the database, to ensure the correct version is loaded.
D.2.2.12.2 Independently verify navigation system 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 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 navigation system
Appendix D D-10 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. T he pilot accomplishing the cross-check should read from the navigation system screen back to the Master Document when verifying data.
No te: 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.2.2.12.3 Check waypoint expanded coordinates (degrees and minutes).
1. Most navigation systems 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 alphanumericcharacter waypoint name, neither of which displays minutes.
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.2.2.12.4 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 can help detect 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 due to the Master Document listing the mid-leg course, instead of the initial course. You should recheck and verify any difference outside the ± 2° or ± 2 NM tolerance.
Note 1: Flight plan vendors typically allow an operator to list initial, mid-leg, and/or end-point magnetic course in the Master Document.
An LRNS normally displays the present position magnetic course.
Both the Master Document and the LRNS use great circle routing between points. However, unless you are flying along a line of longitude or along the equator, your LRNS true course will gradually increase or decrease as you progress along the great circle course. On a typical oceanic leg (traversing 10° of longitude), the true course changes as much as 8° between the initial and end-points.
Note 2: Small discrepancies between the course in the LRNS and in the Master Document can in some cases also be attributed to differences in magnetic variation.
Appendix D D-11
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 the 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.2.2.12.5 Upload winds. Some LRNS units allow the crew to upload projected winds.
This procedure allows more accurate reporting of ETA.
D.2.2.13 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.
D.2.3 T axi and Prior to Takeoff.
D.2.3.1 Groundspeed Check. During taxi, 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.
1. Check for a gross difference between this present position and your gate coordinates.
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 C limbout.
D.2.4.1 Transition Altitude.
1. You should brief the transition altitude published on the departure or approach charts, or provided via Automatic Terminal Information Service (ATIS).
2. After climbing through the transition altitude, you should reset the altimeters to 29.92 inches or 1013.2 hPa.
D.2.4.2 Calculate/Update ETAs on Master Document. If the departure airport is near the oceanic entry point, you should calculate/update your ETAs from departure to destination, time and duties permitting, during climb out, or otherwise prior to oceanic entry, by adding the ETEs to the most recent actual time of arrival (ATA). You should note these updated ETAs on the Master Document.
Appendix D D-12 Note: This is an excellent cross-check of ETAs computed by your LRNS.
D.2.5 P rior 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 discrepancy between the ground-based NAVAID, or ATC radar fix, and your LRNS should cause you to consider whether your navigation system will navigate within the degree of accuracy you indicated in your flight plan (e.g., RNP 4 or 10), or that is otherwise expected by ATC. If you have any doubts about your navigation accuracy, it is better to notify ATC early, so the controller can adjust separation accordingly.
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. In any case, follow flight manual procedures. As applicable, rank each navigation system by accuracy.
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 coupling to the autopilot.
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 (CTA) boundary. Check your SELCAL even when your CPDLC is working normally.
D.2.5.3 SATVOICE Callback Check.
1. When using SATVOICE to communicate with ATC via New York Radio or San Francisco Radio, the FAA requires a SATVOICE Callback Check.
Appendix D D-13
2. Co ntact the appropriate aeronautical radio station and request a SATVOICE Callback Check, indicating which satellite provider you are using if you filed both Inmarsat and Iridium (codes M1 and M3). See sample transcript in paragraph 4.3.3.2.
D.2.5.4 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.2.5.5 Lo g 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, unless otherwise specified in the relevant AIP.
D.2.5.6 V erify 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.2.5.7 O btain Oceanic Clearance.
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 they typically have better acoustic quality than loudspeakers.
Note: Consult the AIP for the oceanic 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.
2. You should include your requested FL, as well as the maximum FL you are able to accept, in your initial clearance request.
3. Both pilots should independently copy the clearance. Each pilot then cross-checks the routing, FL, and Mach number assigned for the crossing.
If there are any differences, contact the Air Traffic Service (ATS) provider for clarification.
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.
5. Pilots should ensure the aircraft enters 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.
6. Verify/cross-check the route clearance is properly programmed into LRNS.