Maj James B. Rose

1
Oceanic Procedures
Maj James B. Rose AFFSA/A3OT DSN
884-6603 https//wwwmil.tinker.af.mil/AFFSA
2
Follow Up Questions
3
Follow Up Questions

• Established in Holding and Cleared the Approach
  AFMAN 11-217 11.5.6.

• What is the Source Document? Asks the gal
  flying with the Navy.

4
Follow Up Questions

• Biggs AAF ODP

• Is this an Implied See and Avoid When the Weather
  is Above 4000-2?
• Then, do I need to be at 4000 feet at the
  Departure end of the runway?
• Is an Unrestricted or Diverse Departure
  Authorized (200/NM) if the Weather is Above
  4000-2? A Clear Night for Example?

5
Follow Up Questions
Diverse Departure Penetrating Obstacles
6
Follow Up Questions
Diverse Departure Penetrating Obstacles
7
Follow Up Questions
Diverse Departure Penetrating Obstacles
8
Follow Up Questions
9
Follow Up Questions

• Minimum Climb Rates Depicted on Military SIDs
• Can I substract 48/NM on Military SID Depicted
  Minimum Climb Rates?

10
Follow Up Questions
11
Follow Up Questions

• Can I substract 48/NM on Military SID Depicted
  Minimum Climb Rates?
• Yes, the Minimum Climb Rate Still Provides the
  Terps Protected 48/NM or 24.
• If MAJCOM Allows, and you Follow Aircraft
  Specific Guidance, and Guidance in 11-202V3 and
  AFMAN 11-217 Ch 9!

12
Reason for Emphasis

• 1200 Oceanic Flights/day
• 33 GNEs/year (2006) (Caught in the Act)
• How Many More Corrected w/out Knowledge
• 8 Total AMC Oceanic Incidents (25) (2005)
• Numerous other ATC saves
• DoD responsible for 25 of GNEs w/ only 4 of
  oceanic flights (North Atlantic)
• 90 of GNEs are pilot error

13
Crews Beware!

• Do not take modern technology for granted!
• Crews should be especially vigilant during
  periods of low workload, guard against
  complacency and over-confidence, and adhere
  rigidly to MAJCOM approved standard operating
  procedures.

14
Crews Beware!

• Do not take modern technology for granted!
• Crews should be especially vigilant during
  periods of low workload, guard against
  complacency and over-confidence, and adhere
  rigidly to MAJCOM approved standard operating
  procedures.

15
Where Are We Now!

• FAA Safety Division Oceanic Conference
• FAA Concerned About Military Oceanic Procedural
  Knowledge
• AF/HQ AFFSA Secondary IRC Special Interest Item
  (Briefing Linked)
• To be covered at the discretion of IRC Inst
• AMC FCIF Apr 07 All AMC Aircrews Need to
  Familiarize Themselves with the MNPS Manualthe
  Authoritative Guide for Ops

16
What is 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

17
Acronym Review

• Know the Airspace, Track System you are in
• Oceanic Areas have Mostly Common Rules with
  Unique Exceptions
• Lets Review

18
Flight Information Regions

• Add World Picture

19
NAT MNPS Airspace

• Minimum Navigation Performance Specification
• Goal All Flights Meet Highest Std of Horizontal
  Vertical Navigation Performance Accuracy
• Authorization Pilot MNPS Approval Training
• State of Registry (aircraft)
• State of Operator (pilot)
• Separation 60NM Lateral Separation (current)
• Equipment RVSM Equipment High Stds of
  Horizontal Performance (specified in guidance)

20
Where is NAT MNPS Airspace?
Busiest Oceanic Airspace World
FL 285 to FL 420 (Cruising Levels FL 290 to FL 410
Aircraft Separation Assured Thru Technology and
Operator Discipline Published, Flexible
Organized Tracks
21
Organized Track System50 of NAT 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

Script 52_1
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NATNight-Time Eastbound
23
NATDay-Time Westbound
24
NATOther Routes

• Blue Spruce
• 1 LRN OK (MNPS Cert)
• No HF OK

25
(No Transcript)
26
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
27
RVSM Reduced Vertical Separation Minimums

• Separation 1000 Vertical
• Equipment
• Two Primary Altimetry Systems (two ADCs)
• One Automatic Altitude-Keeping Device
• One Altitude-Alerting Device
• Notify ATC If
• Equipment Failure Unable RVSM Equip
• Loss of Redundancy of Altimetry Systems
• Turbulence Prevents Flt Level Maintenance
• Contingency

28
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
• 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
• Script 10_1

29
Communication

• VHF Coverage
• HF Frequency Families (A,B,C etc.)
• HF Radio Check Before Entering Airspace
• Six Digit Short Code (MARSAT) or Regular
  Telephone Number (Chart)
• Monitor 121.5 and 123.45 (worldwide)
• Speaking to a Radio Operator (Bali 1 clip)

30
Oceanic Clearance
Oceanic Clearance Frequencies on NAT Track
Message Remarks Section (Westbound)

• VHF
• HF
• Request Through Domestic Center
• Data Link
• Do Not Hold if Oceanic Clearance is not Obtained
  (Shanwick)

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. 2.CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS
FOR AIRCRAFT OPERATING FROM KENKI TO BOBTU
INCLUSIVE KENKI TO VIMLA 132.02 MIBNO TO
LAKES/KENRI 134.2 MOATT TO SCROD 128.7 OYSTR TO
DOTTY 135.45 CYMON TO YYT 135.05 COLOR TO BANCS
128.45 RAFIN TO BOBTU 119.42 3.GANDER OCEANIC
CLEARANCE DELIVERY CREW PROCEDURES AS PER AIC
29/06 OF THE CANADIAN AIP. 4.OCEANIC PROCEDURES
IN THE EVENT OF A GANDER ACC EVACUATION ARE
PUBLISHED IN AIP CANADA ICAO PART 2 ENR 1.8.
5.OPERATORS ARE REQUIRED TO REFER TO NOTAM
A7961/06 FOR SPECIFIC PROCEDURES IN NAT MNPS
AIRSPACE.-
31
Oceanic Clearance
What are the Three Components of an Oceanic
Clearance?

• Flight Level

• Mach

• Route

32
Oceanic Clearance
Be Prepared to Provide this information at
Oceanic Clearance Request

• Call Sign
• Entry Point/ETA
• Mach Number/Flight Level
• Max Flight Level
• Any Route Change
• 1st and 2nd Track Requests

33
Equipment Failures

• Must Report These Equipment Failures to ATC
• One or More Primary Altimetry Systems
• Failure of all Automatic Alt-Control Systems
• Navigation Doubt/Failure Require Notification
• Two Independent LRNs Reqd
• Consider location
• Prior to oceanic entry or
• Established on oceanic segment

34
In-Flight Contingencies

• 163 times (2006), two recent Gulfstream loss of
  pressurization (2007)
• 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

35
In-Flight Contingencies

• Turn 90 degress left/right
• Consider track system, sensitive airspace,
  terrain (?)
• 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!
36
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?
• Recent examples suggest not

Pans Ops Doc 4444, ch 15
37
In-Flight Contingencies
An Engine Flames Out!

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

Are You Prepared?
38
Weather Deviations(Script 42_1)

• Scenerio 1 Able to Communicate w/ ATC
• If possible, obtain clearance prior, say Weather
  Deviation Required, Pan if necessary
• Scenerio 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. Mag 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 Ops Doc 4444, ch 15
39
Re-clearance Procedure(Script 4_1)
1 Reason for GNE

• Both Pilots in the Seat
• Both Pilots on Headset (verse 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, Mag Course
• Re-compute Equal Time Point (if ETA changes by
  /-?)
• New Domestic Clrn b4 Oceanic Exit Point

40
Re-clearance Procedure
Universal Tables of Tracks and Distances Tables

• 10 Degress Longitude
• Correct for Mag Variations
• Correct for Winds

41
Performance Monitoring

• 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

42
Degrees of Separation(MNPS/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 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?

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

43
Degrees of Separation(Pacific RNP 10/RVSM)

• 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)

44
Position Reports

• Gander, Reach 7033 Position on 8864
• Atlantic Cleared Points (typically every 10
  degrees) or Every 100 hour
• Pacific Mandatory Reporting Points or Every
  120 hours
• Check your FMS Estimate against CFP Computed
  Times
• Is your FMS Winded for Route of Flight
• Met Reports Atlantic Random Routes/Shall give
  Met Reports at all Position Reports (temp, winds,
  turb, icing)
• Met Reports Upon Request on NATs
• Warning You are Communicating to a Radio
  Operator
• (Script 18_1

45
4 Most Common Errors How to get violated

1. FMS input errors of one degree of latitude made
   while inserting a forward waypoint into the
   navigation system.
2. Crew is re-cleared on new route by ATC and makes
   a waypoint insertion error (Script 7_1)
3. 1 Cause for GNEneed to re-accomplish distance
   checks/Mag Courses
4. Dont put FIR boundaries/ETPs in your FMS it
   causes problems with re-route
5. Autopilot inadvertently left in heading select
   mode (de-coupled) after avoiding clouds,
   maneuvering, or left in the VOR position after
   leaving the last domestic airspace VOR.
6. Errors arising in ATC/Pilot communication loop so
   that controller and crew have a different
   understanding of the clearance.

46
More Common Errors How to get violated

1. Aircrew Climbs IAW Flight Plan w/o Clearance
2. Beware of Oceanic Clearance Altitudes with
   insufficient range to make the entire crossing
3. Playing Poker Step Climb Requests May Not be
   Honored

47
Best Practices

• The Best Practices described in this brief
  apply in any non-radar ATC environment. They
  also apply to the data-link upgraded aircraft.
• These aircraft will automatically tell on you via
  ADS!

48
Pre-flight Duties

• Check NOTAMs for GPS and the NAVAID that you plan
  to use for gross navigation check before
  coasting out
• Plan in advance for a radial/DME cross check
  because over-flight gross navigation checks are
  less accurate due to altitude errors
• When initializing the FMS, ensure the current
  database is installed
• Most long range navigation systems will dump the
  entire route if a navigation database change is
  made even while airborne
• Script 5_1

49
Pre-flight Duties contd

• Ensure that environmental conditions do not
  hinder INS initialization
• Conditions such as high winds, cargo loading or
  inadvertent aircraft movement will degrade the
  navigation solution
• Script 6_1
• Ensure FMS clock has accurate Zulu time loaded or
  correct it

Script 8_1
50
MNPS Best Practices

• Record the initialization position programmed
  into the Long Range Navigation System (LRNS)
• Establishes the starting point for navigation
  computations
• In the event of navigation difficulties it
  facilitates diagnosis
• RAIM Check for Route of Flight (51 minutes RAIM
  loss max)
• FDE (Fault Dectective Exclusion)
• Use Master Document for
• Read back of ATC clearance
• Entering the route into the navigation system (1
  pilot loads)
• Check route in the navigation system (2nd pilot
  checks)
• Plotting the route on your oceanic chart

51
MNPS Best Practices
52
MNPS Best Practices

• Procedures Approaching a Waypoint
• Check (Lat/Long, Mag, Dist, ETE) the Approaching
  Waypoint and Next Point
• Procedures At a Waypoint
• Immediately Check Outbound Track and Distance
• Procedures After Crossing a Waypoint
• Position Report Correctly
• Gross Error Check, 10 min. plot your position
  (Approximately 2 degrees longititude after last
  point)
• Should be Right on the Line, if not Investigate
  Immediately (consider SLOP)

53
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

54
MNPS Best Practices

• Before departure, ensure all of the following
  sources agree
• Computer flight plan, the 1801, and track on the
  plotting chart
• NAT Track Message also if filed on the track
  system
• Plot your ATC cleared route on a suitable scale
  oceanic chart
• Allows for a visual check on the reasonableness
  of the route and on its relationship to the
  Organized Track System (OTS), other aircraft,
  diversion fields, etc.

55
MNPS Best Practices

• Plot your position regularly on the oceanic chart
• Plot approximately 10 minutes after passing each
  waypoint
• Check the present, next, and next 1 waypoint
  coordinates in the box against Master Document
  before making position report
• This will save you if a reroute was issued and
  not input

56
Oceanic Plotting Chart
57
Oceanic Plotting Chart (2)
58
Seat Swap Etiquette

• Immediately before getting out of the seat,
  conduct a professional briefing on the status of
  the flight to include
• Aircraft position and current control agency
• The current clearance and reroute information
• Aircraft maintenance status and its effects on
  mission
• Progress on Master Document and plotting chart
• Mission timing and any contact with command and
  control
• Police your area and take your pro-gear and trash
  with you
• Briefly stick around for any questions before
  hitting the bunk

59
Learn from Past Mistakes

• Each pilot make an independent check of present
  position prior to entering it into the LRNS
• Never relax with respect to cross-check
  procedures (especially nearing the end of a long
  duty day)
• Avoid casual radio procedures remember you are
  probably talking to a radio operatornot an air
  traffic controller
• Before entering oceanic airspace note and record
  the check of LRNS positions at or near to the
  last NAVAID (Gross Nav Check)
• Do not assume that the aircraft is at a waypoint
  because the alert annunciator indicates
  cross-check by reading present position

60
Or you will be doomed.

• Flight Deck Drills. Navigation using automated
  systems is not a task which can be delegated to
  one crew member. The Aircraft Commander should
  always participate in all navigation
  cross-checking procedures
• Before departure, check that the computer flight
  plan, flight plan filed by crew, oceanic plotting
  chart and North Atlantic Track (NAT) message
  agree (if applicable). Note NAT Track
  Identification Number for read back brevity.
• Use an appropriate scaled flight progress chart
  on the flight deck. Periodic plots of position
  on a suitably sized chart and comparing current
  position with ATC cleared track help greatly in
  identifying errors before getting too far off
  track (i.e. GNE).

61
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

Script 50_1
62
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

63
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

64
April 2007
65
To repeat those mistakes
Date AMC Received Initial Report Initiator of Initial Report Date AMC Received Formal Report Received Formal Report From Type of Incident Callsign MDS Incident Details (Include date/location/control facility, etc.)
               
               
28-Feb-07 London ATC 28-Feb-07 CC-Air Ramstein COMMLOSS RCH776 B-767 28 Feb 07 RCH776, from UAFM Bishkek-Manas (KGZ) To EGPN Edinburgh (GBR). Out of comm w/London from 0033Z-0053Z.
               
25-Jan-07 Scottish and Oceanic Area Control Centre 25-Jan-07 Scottish and Oceanic Area Control Centre Incorrect Time Over Coast Out Fix RCH457 C-17 11 Nov 06 The flight had requested and received an ATC clearance based on an estimate of 1209 for position SOMAX.At approximately 1215 Shannon ATC advised Shanwick that the flights correct estimate was 1309.
               
18-Dec-06 NATCMA via AF/A3O-A     ATC Intervention to Prevent a GNE RCH9166 C-17 13 Dec 06 W/B OTS reported at 54/40 routing to wrong position after 52/50. Reported by Gander.
               
8-Nov-06 Scottish ATCC via CC-Air Ramstein 8-Nov-06 Scottish ATCC via CC-Air Ramstein COMMLOSS RCH678 C-21 7 Nov 06 While enroute from BIKF (Keflavik) to EGUN (Mildenhall, UK), RCH678 lost comms on sector change from Scottish ATCC to London ATCC. Time 2031Z-2038Z.
               
2-Nov-06 LIPPE Radar (GE Military) via CC-Air Ramstein 2-Nov-06 CC-Air Ramstein COMMLOSS RCH805 B-737-800 1 Nov 06 RCH805, from BIKF (Keflavik) to LROP (Bucuresti/Otopeni). Out of comm w/LIPPE radar from 1652Z-1712Z. Given wrong frequency by Rhein ATC.
               
66
Mandatory Reading

• North Atlantic MNPS Airspace Operations Manual
  (current edition 2005)
• http//www.nat-pco.org/nat/MNPSA
• FLIP AP/2, Chap 2, North Atlantic Supplementary
  Procedures
• Pans Ops 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

67
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

68
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

69
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

70
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

71
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

72
Exercise
North American Routes
73
Thats All Folks
Maj James B. Rose DSN 884-6603 (405.734-6603)
74
(No Transcript)
75
Take Aways

• Oceanic Procedures Conference
• See notes on Title slide
• Consider scenerio driven Oceanic brief
• Get slides/info from Dave Maloy (FAA Flt Ops HQ)
• Get slides/info from Troy Etheridge (Training)
• Get draft KC-135 oceanic training book (Eric
  Schroeder DSN 779-3646)
• Get SOPs from Westover (Dave Smith), UPS,
  Airlines, etc
• Consider Oceanic Sim profile
• Get on the right track and level best videos
  from NAT website
• Make slide on major differences between Pacific
  and Atlantic
• Get OESB-01-06 (7 Jun 06) from NAT website (add
  to mandatory reading slide)
• Link MNPS manual on website site it as the core
  document
• ATSO 21 initiative for elimination of 11-217v3
• Oceanic Crossing Pre-test for my lecture
• MNPS Question Bank from Dave Maloy/Jim Brown
• Compare Vol 3 guidance verse MNPS manual
• Class II Notam Book has discussion on SLOP
• SLOP presentation on NAT-PCO Website
• IRC Oceanic Questions Now

76
Pre-Test

• Oceanic Procedures Conference
• Oceanic, prior to coast out, you lose comm. You
  are level at FL310. You are filed on your flt
  plan at FL350.

Major James B. Rose/DSN 884-6603/405.734-6603