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.
Appendix D D-14 D.2.5.8 Revised Clearance. (See also paragraph 6.4.1.7.)
1. The number one scenario that leads to a pilot deviation from the assigned routing is when the ATC clearance is different from the oceanic route requested with the filed flight plan.
2. When issuing revised clearances, ATC often, but not always, notes that “route (/altitude) has been changed.” You should be particularly cautious when receiving such a revised clearance.
3. Both pilots should separately copy and confirm the new routing, comparing with each other and confirming any inconsistencies with the ATS provider.
4. One pilot reprograms (and executes) your navigation system and updates the Master Document and plotting/orientation chart, crossing out the old waypoints and plotted route and replacing them with the updated information.
5. A second pilot cross-checks the revised clearance with the reprogrammed route in the navigation system (checking the expanded coordinates:
degrees and minutes), the updated Master Document, and the updated chart.
6. You should check the expanded coordinates, magnetic course, and distance between the new waypoints as noted in paragraph D.2.2.12 above. Unless you receive a new Master Document from your dispatcher, you should update the Master Document with the new courses and distances. Some operators use commercially available tables specifically made for this purpose, or use an onboard flight planning system (e.g., an application in an EFB) to independently calculate course and distance, for comparison against the navigation system.
7. Thoroughly brief relief pilots on the new clearance prior to them assuming coc kpit duties. We highly recommend the relief pilots also independently cross-check the currently effective route clearance against the navigation system, Master Document, and chart.
D.2.5.9 Altimeter Checks.
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 flight manual). Conduct this check while at level flight.
2. You should also note the stand-by altimeter reading.
3. Record the altimeter readings and time on the Master Document.
Note: Cross-checking altimeters and airspeed indicators can reveal pitot-static discrepancies and is especially advisable in areas of known or forecast icing.
Appendix D D-15 D.2.5.10 Compass Heading Check (INS).
1. If inertial systems are your only means of long-range navigation (LRN), we recommend you conduct a compass heading check and record the results.
2. If a problem develops over water, this check can also aid you in determining the most accurate compass.
D.2.6 A fter 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 in transponder requirements. For example, aircraft transiting through in the New York West oceanic control area (OCA) or the Reykjavik OCA are expected to maintain the last assigned squawk.
D.2.6.2 Maintain Assigned Mach. Some oceanic clearances include a specific Mach.
In such cases, ATC expects you to maintain the exact Mach assigned
(i.e., there is not an implied speed range you can fly).
1. Longitudinal separation standards applied by ATC frequently require crews to maintain the assigned Mach until otherwise advised. Economy (ECON) or Long Range Cruise (LRC) modes of the FMS may cause the aircraft to deviate from the 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.
D.2.6.3 Maintain Assigned FL. You must report to ATC when departing your current FL.24 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.
1. Executing SLOP reduces the risk associated with two aircraft using their highly accurate navigation systems to navigate head-on between the same two points, where one of those aircraft is at the wrong altitude.
24 Regulatory references are § 91.183 and ICAO Annex 2, paragraph 3.6.3. U.S. AIM, pa ragraph 5-3- 2, describes when ATC specifies these reports.
Appendix D D-16
2. Executing SLOP also helps aircraft avoid wake turbulence. Depending upon winds aloft, coordination between aircraft may be necessary.
3. This procedure, which distributes traffic between the route centerline and up to 2 NM right of centerline, greatly reduces collision risk by the nature of its randomness.
a. Operators that have an automatic offset capability should fly up to 2 NM right of the centerline.
b. Aircraft that do not have an automatic offset capability (that can be programmed in the navigation system) 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 flight 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. Some operators incorporate these altimeter checks into their “overhead waypoint” checks.
D.2.6.7 Routine Monitoring.
1. Specify which FMS pages, or other displays of navigation information, that individual flightcrew members are charged with monitoring
(e.g., a cross-track error or time/distance).
2. You should use the non-steering navigation system to display cross-track error and track angle error, if available.
3. If your navigation system 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 A pproaching 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 navigation system 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 navigation system matches your Master Document. Draw a diagonal through the circle next to the waypoint on your Master Document.
Appendix D D-17 D.2.7.3 Confirm your autopilot steering is appropriately engaged (LNAV/NAV).
D.2.8 O verhead 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: This is especially important if the cleared route and FL differ significantly from the filed flight plan.
D.2.9 T en Minutes After Waypoint Passage . Cross-check navigational performance and course compliance by one of the following methods:
D.2.9.1 T he “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/NAV 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).
Appendix D D-18
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/NAV or other appropriate mode to ensure steering to the next intended waypoint.
D.2.9.3 You may use an alternate method with FAA acceptance.
D.2.10 Mi dway Between Waypoints.
D.2.10.1 Cross-Check Winds.
1. We recommend you cross-check the winds midway between oceanic waypoints by comparing the Master Document, LRNS, and winds aloft chart.
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: Promptly advise ATC if your ETA has changed greater than 2 minutes (“3 minutes or more” in the NAT) (for aircraft providing automatic position reporting via an ADS-C logon, pilots should discontinue voice position reports).
D.2.11 C oast 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, 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).
Appendix D D-19
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 D escent .
D.2.12.1 Transition Level. During the approach briefing, you should note the transition level on the approach plate or verify with ATC. Reset your altimeters to QNH (or QFE, if used) when descending through the transition level. You should confirm whether the altimeter setting is based on inches of mercury, hectopascal (hPa), or (less common) millimeters (mm) of mercury.
D.2.13 D estination/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.
Note: If tolerances are exceeded, make an appropriate entry in the maintenance log.
D.2.14 A ltimetry System Write -Ups. Record any problems in the altimetry system, altitude alert, or altitude hold in the maintenance log.
Note: A TS 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.
D.2.15 CP DLC Write -Ups. As applicable, note problems with the data communication system, providing sufficient detail so a problem report can be submitted to the data link monitoring agency, if warranted. FMS and SATCOM logs are helpful in investigating anomalies, and sometimes are available only for the most recent activity.
Appendix E E-1 APPENDIX E. IATA IN-FLIGHT BROADCAST PROCEDURE E.1 Introduction. The International Air Transport Association (IATA) developed the following procedures to promote flight safety over portions of the African continent and some adjacent waters. IATA last updated the procedures in 2019. You should check the IATA website for any further updates prior to flight in the affected airspace.
E.2 Background. In many flight information regions (FIR) in the African-Indian Ocean Region (AFI), both fixed and mobile aviation communication systems have either not been implemented or operate well below the required reliability. This has an impact on the proper provision of Air Traffic Services (ATS), especially with regard to flight information services (FIS). Consequently, an AFI Regional Technical Conference has determined that the IATA In-Flight Broadcast Procedure (IFBP) should be used within AFI designated FIRs as an interim measure, until such time as communications facilities affecting the FIRs in question have been improved.
E.3 Designated Frequency in AFI. In the AFI region, the designated frequency for the IFBP is 126.9 MHz.
E.4 Area of Application. It is recommended that the IFBP be applied in the following FIRs and airspaces:
Asmara Lusaka Brazzaville* Mogadishu Kano Niamey* Khartoum N’Djamena* Kinshasa Tripoli** Luanda Dakar * Brazzaville, Niamey, and N’Djamena FIRs provide CPDLC service; however these FIRs are maintained in the IFBP area of applicability to accommodate users’ requirement for linear boundaries to the extent feasible.
** Tripoli FIR mandated IFBP within their entire FIR, hence their IFBP region extended from north of latitude 30° N to cover the entire Tripoli FIR.