AFFSAA3OT - PowerPoint PPT Presentation

Title: AFFSAA3OT


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Oceanic Error Reduction
AFFSA/A3OT DSN 884-6603 https//wwwmil.tinker.af.
mil/AFFSA
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Scope of Discussion

• Background
• Strategic Lateral Offset Procedure
• In-flight Contingencies and Weather Deviations
• Reduce Gross Navigational Errors
• Performance Monitoring

• Expanded Oceanic Brief available at the AIS
  online library
• https//wwwmil.tinker.af.mil/AFFSA

3
Reason for Emphasis

• DoD responsible for 25 of GNEs w/ only 4 of
  oceanic flights (North Atlantic)
• 90 of GNEs are pilot error

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Where Are We Now!

• FAA Safety Division Oceanic Conference
• FAA Concerned About Military Oceanic Procedural
  Knowledge
• AF/HQ AFFSA Secondary IRC Special Interest Item
• Brief if applies to your unit
• AMC FCIF Apr 07 All AMC Aircrews Need to
  Familiarize Themselves with the MNPS Manualthe
  Authoritative Guide for Ops

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Flight Information Regions

• Add World Picture

• ICAO Oceanic Airspace
• 12 miles off land ICAO oceanic rules apply

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Organized Track System50 of North Atlantic
Traffic

• WATRS West Atlantic Route System
• US/CAN to Bermuda and Caribbean

• NATs North Atlantic Tracks (Track Message
  22z/14z)
• Eastbound Evening 0100 to 0800 UTC at 30W
• Westbound Morning 1130 to 1900 UTC at 30W
• NARs North American Routes (Can US)
• Interface between Oceanic and Domestic
• NERS N. Atlantic European Routing Scheme
• PACOTS Pacific Organized Track System (NOTAM
  Notification)
• NOPACS Eastbound and Westbound Peak Flow Times
  (Published between Alaska Japan)
• Named Reroutes (Reroute 1)

• NOTA Northern Oceanic Transition Area (NOTA)

• SOTA Shannon Oceanic Transition Area (SOTA)

• BOTA Brest Oceanic Transition Area (BOTA)
• Callsign Brest Control

What is this?
Script 52_1
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Organized Track SystemPacific

• PACOTS Pacific Organized Track System (NOTAM
  Notification)
• NOPACS Eastbound and Westbound Peak Flow Times
  (Published between Alaska Japan)
• Named Reroutes (Reroute 1)

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To repeat those mistakes

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

• On the Right Track video provides insight on
  oceanic topics
• The numbers on each slide reference clips on the
  DVD
• Recommend writing/emailing for a DVD copy
• Excellent reference and enhancement to this
  brief

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• 1200 Flights a DayBusiest Oceanic
  AirspaceSeparation Standards Critical

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NAT Track Message

• Must Carry Onboard
• (Even on Random Rt)

Click here to see North Atlantic Advisory
published by ATCSCC
Check Notams
Check FLs, Date, Times
Letter Identifier
NARs Expect Routing
North American Routes
REMARKS 1.TRACK MESSAGE IDENTIFICATION NUMBER IS
124 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI
NUMBER AS PART OF THE OCEANIC CLEARANCE READ
BACK.
Oceanic Entry/Exit Points
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SLOPStrategic Lateral Offset Procedure

• Hypothesis Increased Instrument Accuracy
  Increases Potential for Mid-Air Collision
• You May Use this Procedure (Shall?)
• Currently 10 Usage Rate!
• Three Aircraft Positions Allowed
• On course, 1 mile right, 2 miles right
• 2 mile max (do not offset left)
• Must Have Automatic Offset Capability
• Return to Centerline On Oceanic Exit Point

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To repeat those mistakes

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

• Most current information extracted from source
  ICAO regulations

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In-Flight Contingencies

• 163 times (2006)
• Common reasons medical emergencies
• Some Fuel Diverts improper flight planning
• All possible contingencies cannot be covered (Get
  a revised clearance whenever possible)
• Procedures Provided For
• Inability to maintain assigned FL
• Diversion across prevailing traffic flow
• Loss of, significant reduction in required
  navigation capability

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In-Flight Contingencies(Unable to maintain
flight plan)

• Turn 90 degress left/right
• Consider track system, sensitive airspace,
  terrain (Greenland)
• Consider traffic (SLOP acft below and to your
  right)
• Consider location of divert field
• Offset 15 NM and climb or descend 500 ft (below
  FL410) (Worldwide Nov 2005)
• Simulator trials show pilots are overshooting
  5-10 miles! Near continuous turn reqd. Where is
  the next track? 30,50,60 miles!
• FAA Notam states turn may be more or less than 90
  degrees
• Climb or Descend
• Climb or Descend 1000 ft if Above FL410
• Climb or Descend 500 ft When Below FL410
• Climb 1000 or Descend 500 ft if at FL410 (NAT
  only)
• Do Not Cross Flow of Traffic until Below FL285

Why?
Separation!
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In-Flight Contingencies

• Distress or urgency signal as appropriate
• Distress Mayday, Mayday, Mayday
• Urgency Pan, Pan, Pan
• Turn on Lights, broadcast location/intentions
• Best Position to Fly Relevant to Contingencies
• 1 or 2 miles right (SLOP), consider going right
• Above the Tracks? Align Yourself Parallel to
  Track
• Question Are you prepared in the case of a rapid
  decompression to follow the correct procedures?

Pans Ops Doc 4444, ch 15
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To repeat those mistakes

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

• Most current information extracted from source
  ICAO regulations

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In-Flight Contingencies
An Engine Flames Out!

• Turn 90 degrees left or right
• Establish 15NM Offset
• Broadcast 121.5/123.45
• Contact ATC
• Turn on Lights
• Clear/TCAS
• Program Offset in FMS
• Determine Diversion Location
• Aircraft Checklist(s)
• Establish Driftdown
• Determine Position Relative to Others

Are You Prepared?
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Weather Deviations

• Scenario 1 Able to Communicate w/ ATC
• If possible, obtain clearance prior, say Weather
  Deviation Required, Pan if necessary
• Scenario 2 Unable to Obtain Clearance
• Deviate away from track system (if able)
• Announce intentions on 121.5, and 123.45
• Watch for conflicting traffic, turn on all ext
  lights
• Up to 10NMs, stay at assigned level
• Greater 10NMs (two variables 1. Magi hdg 2. L or
  R Track
• (East -300L/300R)(West 300L/-300R)
• N. Deviations Descend/S. Deviations Climb
• Returning to track, regain flt level at 10NM

Pans ATM Doc 4444, ch 15
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4 Most Common Errors How to get violated

• Crew is re-cleared on new route by ATC and makes
  a waypoint insertion error (1 cause for GNE)
• Need to re-accomplish distance checks/Mag courses
• Avoid extraneous waypoints in your FMS (FIR
  boundaries/ETPs), may fly to points not cleared
• FMS input errors of one degree of latitude made
  while inserting a forward waypoint into the
  navigation system.
• Autopilot buffoonery (heading select mode)
• Errors arising in ATC/Pilot communication loop so
  that controller and crew have a different
  understanding of the clearance.

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To repeat those mistakes

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

• Most current information extracted from source
  ICAO regulations
• This extract discusses common oceanic errors

• Most current information extracted from source
  ICAO regulations
• This extract includes weather diversion
  procedures as well

By the Way
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To repeat those mistakes
Oceanic Errors Safety Bulletin

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

• Most current information extracted from source
  ICAO regulations
• This extract discusses common oceanic errors

• Most current information extracted from source
  ICAO regulations
• This extract includes weather diversion
  procedures as well

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Re-clearance Technique

• Both Pilots in the Seat
• Both Pilots on Headset (vice speaker)
• Both Pilots write Re-Clearance
• PNF will Change Master Document
• PNF Clearly Cross-out Old Waypoints
• PNF Re-plots points on plotting chart
• PNF Programs New Clearance in the FMS
• PF independently Checks all PNF Actions
• Waypoints, Distances, Magi Course
• Re-compute Equal Time Point (if ETA changes by
  /-?)
• New Domestic Clrn b4 Oceanic Exit Point

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Re-clearance Technique
Universal Tables of Tracks and Distances Tables

• Works for 10 Degrees Longitude
• Correct for Magi Variation
• Correct for Winds

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Performance Monitoring
Who is Watching?

• The horizontal vertical navigation performance
  of operators within NAT MNPS Airspace is
  monitored on a continual basis. If a deviation
  is identified, follow-up action after flight is
  taken, both w/ the operator the State of
  Registry of the aircraft involved, to establish
  the cause of the deviation to confirm the
  approval of the flight to operate in NAT MNPS
  and/or RVSM Airspace.
• North Atlantic MNPSA Operations Manual

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Tolerances for Gross Errors(MNPS/RVSM)

• Lateral Separation 1 degree (60 nm) lateral
  separation
• Deviation of 25 nm or more Gross Navigation
  Error Report
• Reduced Vertical Separation 1000 ft vertical
  separation
• Deviation of 300 ft or more Oceanic Altitude
  Deviation Rpt
• Longitudinal Separation 10 minute separation
  (assigned Mach)
• Deviation of 3 minutes or more Erosion of
  Longitudinal Separation Report
• TCAS, Turbulence, Contingencies are Still
  Reported
• Separation Standards assures 95 Target Levels of
  Safety
• 1/100th Mach Difference Equals 3 minutes in 4
  Hours
• 1 Hour ClubAre you a member?

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Tolerances for Gross Errors(Pacific RNP 10/RVSM)
Each one of these deviations is reported to
AF/A3O-A. AF/A3O-A forwards to MAJCOM/DO. MAJCOM/D
O then sends to your WG/CC for resolution! 7 Step
Process Begins!

• Lateral Separation 50 nm lateral separation
• Deviation of 25 nm or more Gross Navigation
  Error Report
• Reduced Vertical Separation 1000 ft vertical
  separation
• Deviation of 300 ft or more Oceanic Altitude
  Deviation Rpt
• Longitudinal Separation 15 minute separation
• Deviation of 3 minutes or more Erosion of
  Longitudinal Separation Report
• 30 NM Separation in Some Locations (Oakland,
  South Pacific)
• (30 NM lateral separation and 30 NM longitudinal)

• Wing CC Forms a Committee
• Operations Group Commander Freaks Out
• Squadron Commanders Freak Out
• Inquisition Pairs Tail Number to Aircraft
  Commander
• Your Leave is Cancelled
• You Deny All Knowledge!
• Cornered, you blame it on the co-pilot!

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MNPS Best Practices Use of the Master Document

• Only one master document should be used in the
  cockpit
• Should be the CFP
• One pilot should input waypoints from the
  computer flight plan
• The other pilot should independently verify that
  the route loaded in the FMC matches the master
  document (Two Pilot Concept)
• If re-route is received, both pilots should be in
  the cockpit to copy - Repeat the two pilot
  process for separate confirmation of all
  waypoints of the new route
• Use appropriate symbology

Oceanic Errors Safety Bulletin
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MNPS Best Practices
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To repeat those mistakes
Like a Police Blotter

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

Script 50_1
30
To repeat those mistakes

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

31
To repeat those mistakes

• Use common sense pilotage. If the magnetic
  heading or distance between waypoints is
  significantly different from the computer flight
  plan then it is probably a good indication of
  tracking or waypoint error
• If a crew suspects that equipment failure may be
  leading to divergence from cleared track, it is
  better to advise ATC sooner rather than later

32
To repeat those mistakes
33
What to Expect Next

• AFFSA
• Oceanic Chapter to AFMAN 11-217
• Update FLIP to Correct Known Errors
• IRC Test Bank Oceanic Questions
• Market Information to Pilot Force
• FAA/AF
• Expedite GNE Feedback Loop
• AMC Develop Oceanic Standard Operating
  Procedure (SOP), Provide Required Materials to
  Pilots

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Recommended Reading

• www.nat-pco.org
• North Atlantic MNPS Airspace Operations Manual
  (current edition 2005)
• FLIP AP/2, Chap 2, North Atlantic Supplementary
  Procedures
• Pans ATM Doc 4444
• Alaska Supplement, Navigation Procedures
• Oceanic Errors Safety Bulletin (OESB-01-07) (Apr
  07)
• Contingency Operations Extract (Ext Date 18 Apr
  07) from PANS ATM DOC 4444

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Summary

• Strategic Lateral Offset Procedure
• In-flight Contingencies and Weather Deviations
• Gross Navigational Errors
• Performance Monitoring
• Surface Scratched See your Training office for
  more!

• Expanded Oceanic Brief available at the AIS
  online library
• https//wwwmil.tinker.af.mil/AFFSA

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Thats All Folks
DSN 884-6603 (405-734-6603)