Bob FreemanBob Freeman

Jet Air SystemsJet Air Systems

Bob FreemanBob Freeman

Jet Air SystemsJet Air Systems

Pre Oceanic Pro

cedures

Pre Oceanic Pro

cedures

Company

LOGO The Importance of Accurate Timekeeping

JET AIR SYSTEMS

Company

LOGO The Importance of Accurate Timekeeping

JET AIR SYSTEMS

Longitudinal separation is predicated on Longitudinal separation is predicated on accurate timeaccurate time

Aircraft clock errors, resulting in position report Aircraft clock errors, resulting in position report errors can lead to reduced longitudinal errors can lead to reduced longitudinal separation, and “GROSS NAVIGATION ERRORS”separation, and “GROSS NAVIGATION ERRORS”

A Longitudinal GNE is:A Longitudinal GNE is: A Longitudinal Separation Error of 3 minutes or A Longitudinal Separation Error of 3 minutes or MoreMore

Longitudinal separation is predicated on Longitudinal separation is predicated on accurate timeaccurate time

Aircraft clock errors, resulting in position report Aircraft clock errors, resulting in position report errors can lead to reduced longitudinal errors can lead to reduced longitudinal separation, and “GROSS NAVIGATION ERRORS”separation, and “GROSS NAVIGATION ERRORS”

A Longitudinal GNE is:A Longitudinal GNE is: A Longitudinal Separation Error of 3 minutes or A Longitudinal Separation Error of 3 minutes or MoreMore

Company

LOGO The Importance of Accurate Timekeeping

JET AIR SYSTEMS

ACCEPTABLE TIME STANDARDSACCEPTABLE TIME STANDARDS

GPS - Corrected to UTCGPS - Corrected to UTC

WWV - National Institute of Standards (Boulder, WWV - National Institute of Standards (Boulder, CO)CO)

2,500 - 5,000 - 10,000 - 15,000 - 20,000 kHz2,500 - 5,000 - 10,000 - 15,000 - 20,000 kHz

Must synchronize aircraft Must synchronize aircraft clockclock prior to entry prior to entry into Oceanic Airspaceinto Oceanic Airspace

ACCEPTABLE TIME STANDARDSACCEPTABLE TIME STANDARDS

GPS - Corrected to UTCGPS - Corrected to UTC

WWV - National Institute of Standards (Boulder, WWV - National Institute of Standards (Boulder, CO)CO)

2,500 - 5,000 - 10,000 - 15,000 - 20,000 kHz2,500 - 5,000 - 10,000 - 15,000 - 20,000 kHz

Must synchronize aircraft Must synchronize aircraft clockclock prior to entry prior to entry into Oceanic Airspaceinto Oceanic Airspace

Company

LOGO The Importance of Accurate Timekeeping

JET AIR SYSTEMS

Use Master Use Master ClockClock

Use Master Use Master ClockClock

Journey LogbookJourney LogbookJourney LogbookJourney Logbook

It is an ICAO requirement to maintain a “Journey It is an ICAO requirement to maintain a “Journey Logbook” while conducting operations in Logbook” while conducting operations in International AirspaceInternational Airspace..

Needs to be kept for 180 days after the completion Needs to be kept for 180 days after the completion of a flight.of a flight.

Journey Log RequirementsJourney Log RequirementsICAO Doc 7300/7 Article 34ICAO Doc 7300/7 Article 34

NAT Doc 001 5.2.2NAT Doc 001 5.2.2• Master DocumentMaster Document

• Flight Plan and any Required Plotting ChartsFlight Plan and any Required Plotting Charts• Airplane Technical LogAirplane Technical Log• Details of the Filed Flight PlanDetails of the Filed Flight Plan• NOTAM / AIS Briefing DocumentNOTAM / AIS Briefing Document• Meteorological InformationMeteorological Information• Weight and Balance InformationWeight and Balance Information• All Over-Flight and Landing PermitsAll Over-Flight and Landing Permits

• Permit Numbers are acceptable if actual permits are Permit Numbers are acceptable if actual permits are not available.not available.

Required Recordings

• Details of the initial Position inserted into Navigation Details of the initial Position inserted into Navigation SystemSystem

• Original Flight Plan Track and LevelsOriginal Flight Plan Track and Levels

• All ATC Clearances and RevisionsAll ATC Clearances and Revisions

• Comments regarding Navigation, Clearances, and Comments regarding Navigation, Clearances, and Position Errors noted by ATCPosition Errors noted by ATC

• Adequate detail of in-flight accuracy checks to allow Adequate detail of in-flight accuracy checks to allow assessment of NAV Performanceassessment of NAV Performance

Required Recordings

• NAV accuracy checks prior to entering Oceanic NAV accuracy checks prior to entering Oceanic AirspaceAirspace

• Details of IRS Manual UpdatesDetails of IRS Manual Updates

• Communications Log of VHF and HF SELCAL Communications Log of VHF and HF SELCAL checks, and assigned frequencieschecks, and assigned frequencies

• Altimetry ChecksAltimetry Checks

Using The Master D

ocument

Using The Master D

ocument

Using The Master D

ocument

Using The Master D

ocument

• Only One Master DocumentOnly One Master Document

• Other Crewmember may maintain a separate Other Crewmember may maintain a separate flight logflight log

• Compare FMS generated or inserted waypoints Compare FMS generated or inserted waypoints to the Master Documentto the Master Document

Waypoint Numbered to Indicate Insertion Waypoint Numbered to Indicate Insertion in Navigation Computersin Navigation Computers

Waypoint Circled to Signify Insertion of Waypoint Circled to Signify Insertion of Correct Coordinates Has Been Verified by Correct Coordinates Has Been Verified by Another CrewmemberAnother Crewmember

The Circled Waypoint is Crossed The Circled Waypoint is Crossed Through Once to Signify Track and Through Once to Signify Track and Distance Information has Been Double Distance Information has Been Double CheckedChecked

As Waypoint is Over-flown, The Circled As Waypoint is Over-flown, The Circled Waypoint is Crossed OutWaypoint is Crossed Out

Record Time, Fuel Remaining, Estimated Time to Next Record Time, Fuel Remaining, Estimated Time to Next Waypoint, Wind, Temperature, and Significant MET Info.Waypoint, Wind, Temperature, and Significant MET Info.

Plotting Charts

• Required for route segments exceeding 725 NM

• Plot Route of Flight

• Plot Computer Position 10 Minutes or 2 Degrees after Waypoint Passage

Preparing the Plotting Chart

• Each crossing gets a fresh chart

• Use a pencil if possible

• Identify the Plotting Chart with sufficient identification for future reference.

• Registration Number• Date• Crew• TMI

Plotting Chart Info

Plot TracksPlot Tracks

• All Tracks should be plotted, even if they are All Tracks should be plotted, even if they are going the opposite direction.going the opposite direction.

• At minimum, all tracks that will be crossed, or At minimum, all tracks that will be crossed, or joined, or could be crossed in the event of a joined, or could be crossed in the event of a contingency maneuver.contingency maneuver.

• Circle all plots rather than making a pencil Circle all plots rather than making a pencil point.point.

Plot Clearance Course

• Plot the track of the clearance

• Mark with highlighter

Enter Equal Time PointsEnter Equal Time Points

Flag Crossing Significant Points

Location

Time

Flight Level

Temperature

Wind

Five Line Flag

10 Min or 2 Degree Check

• Re-plot your position either 10 minutes, or 2 degrees after passing a significant point to insure navigational accuracy.

Oceanic Clearances• Required for all flights within NAT airspace

• Request Oceanic Clearance from Oceanic Area Control Center (OAC) at least 40 minutes prior to the Oceanic entry point ETA.

• Advise OAC of maximum acceptable flight level, this flight level must be reached whilst in radar coverage.

• Advise of any required change in flight planned Flight Level, Track, of Mach Number.

Oceanic Clearance Request (example)

• Without routing Change

• Gander Radio, N619KK request Oceanic Clearance. Estimating Logsu at 1113. Request Mach decimal eight zero, Flight Level 410, able Flight Level 430, second choice track Tango.

• With routing change request

• Gander Radio, N619KK request Oceanic Clearance. Estimating Logsu at 1113. Request Mach decimal eight zero, Flight Level 410, now requesting Track Tango, able Flight Level 430, second choice track Uniform.

Elements of Oceanic Clearance

1. Route

2. Mach Number

3. Flight Level

These elements serve to provide the three basic elements of separation

1. Lateral

2. Longitudinal

3. Vertical

Obtaining Oceanic Clearance

• Use of published VHF clearance delivery frequencies

• By HF Communications

• A request via ATC agencies

• Data Link• AFIS clearance must be acknowledged by voice.

Exceptions

• At some airports, located close to oceanic boundaries, the Oceanic Clearance must be obtained before departure

• Prestwick

• Shannon

• Glasgow

• Dublin

• Belfast

• Gander

• Goose Bay

Forward Update

• If estimate for oceanic entry has changed by 3 minutes, or more, pass a revised estimate to ATC

• .• Separation is predicated on estimated entry time.

• If cleared route differs from original request, or cleared flight level differs from current:

• Pilot is responsible for obtaining domestic re-clearance to insure that flight is in compliance with its Oceanic Clearance prior to entering Oceanic Airspace.

Contents of Clearance• Clearance Limit

• Normally Destination

• Clearance Track

• Cleared Flight Level(s)

• Cleared Mach Number

• Request to “Send Met Reports” if asked.

• Aircraft in random routes are required to send MET reports with each position report

Clearance Read Back

• Clearance:

• N619KK is cleared to Luton via from after Logsu, Direct 48N40W Track Uniform, maintain FL 410, Mach decimal eight zero.

• Read Back

• N619KK is cleared to Luton via, from after Logsu, Direct 48N40W Track Uniform 034, maintain FL 410, Mach decimal eight zero.

• Read back must include TMI following Track Number.

Exceptions for random routes

• Shanwick OCA will read full coordinates on all random routes.

• Gander and Reykjavik OCA’s may issue the clearance as “flight plan route”.

• You must, however, read back the full track coordinates for the flight plan route regardless of how OCA issued the clearance.

• N619KK cleared to Luton, via Logsu, 49N50W, 50N40W, 51N30W, 52N20W, Limri………

Northern Exception (Westbound)Due to improved radar coverage in NE corner of Shanwick OCA

Flights intending to route over 61N10W (Ratsu) should not call Shanwick for an Oceanic Clearance; Scottish Control will issue a clearance to enter the Reykjavik OCA, and the remainder of the Oceanic Clearance will be issued by Reykjavik Control.

This would happen when routing out of Scandinavia.

Errors Associated with Oceanic Clearances

• ATC System Loop Errors

• Any error caused by a misunderstanding between the pilot, and the controller, regarding, Flight Level, Mach Number, or Route to be followed.

Errors Associated with Oceanic Clearances

• Waypoint Insertion Errors

• Failure to observe the principles of checking waypoints to be inserted against the ATC cleared route.

• Failure to load waypoint information carefully

• Failure to cross-check on-board navigation systems

Waypoint Insertion• Two pilots should be responsible for loading, recalling and checking

the accuracy of the inserted waypoints; one loading and the other subsequently recalling and checking them independently. However, this process should not be permitted to engage the attention of both pilots simultaneously during the flight. Where remote loading of the units is possible, this permits one pilot to cross-check that the data inserted automatically is indeed accurate.

• An alternative and acceptable procedure is for the two pilots silently and independently to load their own initial waypoints and then cross-check them. The pilot responsible for carrying out the verification should work from the CDU display to the Master Document (Glass to Paper) rather than in the opposite direction. This may lessen the risk of the pilot 'seeing what is expected to be seen’ rather than what is actually displayed.

Inertial System Alignment

• The aircraft must not be moved prior to the navigation mode being selected; otherwise inertial navigation systems must be realigned.

• Can take 10 to 15 minutes

Oceanic Clearance

• Both flight crewmembers should listen to and record every ATC clearance and both agree that the recording is correct.

Re-clearance Procedures

• Copy the ATC re-clearance

• Amend the Master Document

• Load and check new waypoints

• Extract and verify flight plan information, tracks and distances

• Prepare a new chart

North Atlantic Traffic Flows

North Atlantic

MNPS

MNPS

• Authorization required

• LOA for FAR part 91 operators

• Ops Specs for FAR part 135 operators

MNPS

• Required Equipment

• 2 Long Range Nav Systems

• 2 Independent Primary Altitude Measurement Systems

• 1 Altitude Alerting System

• 1 Mode C Transponder

• HF Radio

All required equipment must be fully functional…..

MNPS

• Crew Requirements

• Training Required

North Atlantic Organized Track System

• A series of flexible routes

• Adjusted twice daily for optimum routings

• Contained within MNPS airspace

• NAT SAFETY ALERT (10 August 2007) • The ICAO North Atlantic Systems Planning Group (NAT SPG) has

identified a number of safety-related issues affecting operations in the NAT Region. The Member States want to alert airspace users to the following issues:

• Strategic Lateral Offset Procedures (SLOP). SLOP was created to reduce the risk of collision. SLOP involves the selection of offsets to the right of the cleared track and it is to be used as a Standard Operating Procedure (SOP) in the NAT Region. Random distribution of aircraft on and to the right of the centre line is key to compensating for the extremely accurate navigation capabilities of modern aircraft. This accuracy creates a situation where aircraft can be at immediate risk of collision if there is an unintended loss of vertical separation between flights following the same or

reciprocal tracks.

• By allowing pilots to randomly select to fly either 1 or 2 nautical miles (nm) right of the centre line, SLOP also incorporates wake turbulence avoidance procedures.

• Although some NAT aircraft operators have successfully implemented this procedure as a SOP, there is still relatively little uptake on the part of the majority of NAT aircraft operators. Since the aircraft without automatic offset capability must fly the centre line, those that are capable are strongly encouraged to fly an offset of one or two nm right of the centre line.

• In practical terms: • 1. if your aircraft can be programmed to fly an offset, fly a

one nm or a two nm offset to the right of the centre line • 2. being random is key to the procedure - follow your

company's SLOP SOPs or find ways to choose different offsets for each flight

• 3. always fly your offset to the right of the centre line • 4. you should fly an offset from the oceanic entry point to

the oceanic exit point • 5. you don't need an ATC clearance for an offset • 6. you don't need to report that you are flying an offset if

you are in the NAT Region • 7. if your offset causes wake turbulence problems for a

following aircraft, choose a different SLOP option (0, 1 or 2 nm to the right of the centre line) from the one you are currently applying.