I n t e g r i t y - S e r v i c e - E x c e l l e n c e Headquarters U.S. Air Force 1 Maj James B. Rose AFFSA/A3OT DSN 884-6603 https://wwwmil.tinker.af.mil/AFFSA.

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Headquarters U.S. Air Force 1 Maj James B. Rose AFFSA/A3OT DSN 884-6603 https://wwwmil.tinker.af.mil/AFFSA Oceanic Procedures

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Follow Up Questions

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Established in Holding and Cleared the Approach AFMAN 11-217 11.5.6. Follow Up Questions “What is the Source Document?” Asks the gal flying with the Navy.

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Biggs AAF ODP Follow Up Questions 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?

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Follow Up Questions Diverse Departure Penetrating Obstacles

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Minimum Climb Rates Depicted on Military SIDs Can I substract 48’/NM on Military SID Depicted Minimum Climb Rates? Follow Up Questions

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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! Follow Up Questions

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Reason for Emphasis

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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. Crews Beware!

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Manual…the Authoritative Guide for Ops…” Where Are We Now!

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 What is Next!

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Know the Airspace, Track System you are in Oceanic Areas have Mostly Common Rules with Unique Exceptions Let’s Review Acronym Review

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Add World Picture Flight Information Regions

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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)

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Where is NAT MNPS Airspace? FL 285 to FL 420 (Cruising Levels FL 290 to FL 410 Busiest Oceanic Airspace World Aircraft Separation Assured Thru Technology and Operator Discipline Published, Flexible Organized Tracks

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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”) Organized Track System 50% of NAT Traffic  BOTA: Brest Oceanic Transition Area (BOTA)  Callsign “Brest Control”  WATRS: West Atlantic Route System  US/CAN to Bermuda and Caribbean  NOTA: Northern Oceanic Transition Area (NOTA)  SOTA: Shannon Oceanic Transition Area (SOTA) Script 52_1

I n t e g r i t y - S e r v i c e - E x c e l l e n c e NAT Night-Time Eastbound

I n t e g r i t y - S e r v i c e - E x c e l l e n c e NAT Day-Time Westbound

I n t e g r i t y - S e r v i c e - E x c e l l e n c e NAT Other Routes Blue Spruce 1 LRN OK (MNPS Cert) No HF OK

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 25

I n t e g r i t y - S e r v i c e - E x c e l l e n c e NAT Track Message Check Notams Check FLs, Date, & Times Letter Identifier Oceanic Entry/Exit Points  Must Carry Onboard  (Even on Random Rt) 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. Click here to see: North Atlantic Advisory published by ATCSCCNorth Atlantic Advisory published by ATCSCC North American Routes NARs – Expect Routing

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 SLOP Strategic Lateral Offset Procedure

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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)

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Oceanic Clearance VHF HF Request Through Domestic Center Data Link Do Not Hold if Oceanic Clearance is not Obtained (Shanwick) Oceanic Clearance Frequencies on NAT Track Message Remarks Section (Westbound) 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.-

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Oceanic Clearance What are the Three Components of an Oceanic Clearance? Flight Level Mach Route

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Oceanic Clearance Call Sign Entry Point/ETA Mach Number/Flight Level Max Flight Level Any Route Change 1 st and 2 nd Track Requests Be Prepared to Provide this information at Oceanic Clearance Request:

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Req’d Consider location: Prior to oceanic entry or Established on oceanic segment

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 req’d. 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 Separation! Why?

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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

I n t e g r i t y - S e r v i c e - E x c e l l e n c e In-Flight Contingencies 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 An Engine Flames Out! Are You Prepared?

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Re-clearance Procedure (Script 4_1) 1. Both Pilots in the Seat 2. Both Pilots on Headset (verse speaker) 3. Both Pilots write Re-Clearance 4. PNF will Change Master Document PNF Clearly Cross-out Old Waypoints 5. PNF Re-plots points on plotting chart 6. PNF Programs New Clearance in the FMS 7. PF independently Checks all PNF Actions Waypoints, Distances, Mag Course 8. Re-compute Equal Time Point (if ETA changes by +/-?) 9. New Domestic Clrn b4 Oceanic Exit Point #1 Reason for GNE

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Universal Tables of Tracks and Distances Tables Re-clearance Procedure 10 Degress Longitude Correct for Mag Variations Correct for Winds

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Performance Monitoring

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 1. Lateral Separation = 1 degree (60 nm) lateral separation Deviation of 25 nm or more = Gross Navigation Error Report 2. Reduced Vertical Separation = 1000 ft vertical separation Deviation of 300 ft or more = Oceanic Altitude Deviation Rpt 3. 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 1/100 th Mach Difference Equals 3 minutes in 4 Hours “1 Hour Club”…Are you a member? Degrees of Separation (MNPS/RVSM) 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! Each one of these deviations is reported to AF/A3O-A. AF/A3O-A forwards to MAJCOM/DO. MAJCOM/DO then sends to your WG/CC for resolution! 7 Step Process Begins!

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 1. Lateral Separation = 50 nm lateral separation* Deviation of 25 nm or more = Gross Navigation Error Report 2. Reduced Vertical Separation = 1000 ft vertical separation Deviation of 300 ft or more = Oceanic Altitude Deviation Rpt 3. 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) Degrees of Separation (Pacific RNP 10/RVSM)

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 1. “Gander, Reach 7033 Position on 8864” 2. Atlantic: Cleared Points (typically every 10 degrees) or Every 1+00 hour 3. Pacific: Mandatory Reporting Points or Every 1+20 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 Position Reports

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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) 1. #1 Cause for GNE…need to re-accomplish distance checks/Mag Courses 2. Don’t put FIR boundaries/ETPs in your FMS it causes problems with re-route 3. 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. 4. Errors arising in ATC/Pilot communication loop so that controller and crew have a different understanding of the clearance. 4 Most Common Errors “How to get violated”

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 1. Aircrew Climbs IAW Flight Plan w/o Clearance 1. Beware of Oceanic Clearance Altitudes with insufficient range to make the entire crossing 2. Playing Poker: Step Climb Requests May Not be Honored More Common Errors “How to get violated”

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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!

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Pre-flight Duties

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Pre-flight Duties – cont’d Script 8_1

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 (2 nd pilot checks) Plotting the route on your oceanic chart MNPS Best Practices

I n t e g r i t y - S e r v i c e - E x c e l l e n c e MNPS Best Practices

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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) MNPS Best Practices

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 MNPS Best Practices Use of the Master Document

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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. MNPS Best Practices

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 MNPS Best Practices

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Oceanic Plotting Chart

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Oceanic Plotting Chart (2)

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Seat Swap Etiquette

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 59 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 operator…not 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 Learn from Past Mistakes…

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 60 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). Or you will be doomed….

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 To repeat those mistakes Script 50_1

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 To repeat those mistakes

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 64 April 2007

I n t e g r i t y - S e r v i c e - E x c e l l e n c e To repeat those mistakes Date AMC Received Initial Report Initiator of Initial Report Date AMC Received Formal Report Received Formal Report From Type of IncidentCallsignMDS Incident Details (Include: date/location/control facility, etc.) 28-Feb-07London ATC 28-Feb- 07 CC-Air Ramstein COMML OSS RCH776B-76728 Feb 07: RCH776, from: UAFM Bishkek-Manas (KGZ) To: EGPN Edinburgh (GBR). Out of comm w/London from 0033Z-0053Z. 25-Jan-07Scottish and Oceanic Area Control Centre 25-Jan- 07 Scottish and Oceanic Area Control Centre Incorrect Time Over Coast Out Fix RCH457C-1711 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-06NATCMA via AF/A3O-A ATC Intervent ion to Prevent a GNE RCH916 6 C-1713 Dec 06: W/B OTS reported at 54/40 routing to wrong position after 52/50. Reported by Gander. 8-Nov-06Scottish ATCC via CC-Air Ramstein 8-Nov-06Scottish ATCC via CC-Air Ramstein COMML OSS RCH678C-217 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-06LIPPE Radar (GE Military) via CC-Air Ramstein 2-Nov-06CC-Air Ramstein COMML OSS RCH805B-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.

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 Mandatory Reading

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 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 To repeat those mistakes

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Exercise North American Routes

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 73 That’s All Folks Maj James B. Rose DSN 884-6603 (405.734-6603)

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 74

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 75 Take Aways Oceanic Procedures Conference 1.See notes on Title slide 2.Consider scenerio driven Oceanic brief 3.Get slides/info from Dave Maloy (FAA Flt Ops HQ) 4.Get slides/info from Troy Etheridge (Training) 5.Get draft KC-135 oceanic training book (Eric Schroeder DSN 779-3646) 6.Get SOPs from Westover (Dave Smith), UPS, Airlines, etc 7.Consider Oceanic Sim profile 8.Get “on the right track” and “level best” videos from NAT website 9.Make slide on major differences between Pacific and Atlantic 10.Get OESB-01-06 (7 Jun 06) from NAT website (add to “mandatory” reading slide) 11.Link MNPS manual on website site it as the “core” document 12.ATSO 21 initiative for elimination of 11-217v3 13.Oceanic Crossing Pre-test for my lecture 14.MNPS Question Bank from Dave Maloy/Jim Brown 15.Compare Vol 3 guidance verse MNPS manual 16.Class II Notam Book has discussion on SLOP 17.SLOP presentation on NAT-PCO Website 18.IRC Oceanic Questions Now

I n t e g r i t y - S e r v i c e - E x c e l l e n c e 76 Pre-Test Major James B. Rose/DSN 884-6603/405.734-6603 Oceanic Procedures Conference 1.Oceanic, prior to coast out, you lose comm. You are level at FL310. You are filed on your flt plan at FL350.

I n t e g r i t y - S e r v i c e - E x c e l l e n c e Headquarters U.S. Air Force 1 Maj James B. Rose AFFSA/A3OT DSN 884-6603 https://wwwmil.tinker.af.mil/AFFSA.

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I n t e g r i t y - S e r v i c e - E x c e l l e n c e Headquarters U.S. Air Force 1 Maj James B. Rose AFFSA/A3OT DSN 884-6603 https://wwwmil.tinker.af.mil/AFFSA.

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Presentation on theme: "I n t e g r i t y - S e r v i c e - E x c e l l e n c e Headquarters U.S. Air Force 1 Maj James B. Rose AFFSA/A3OT DSN 884-6603 https://wwwmil.tinker.af.mil/AFFSA."— Presentation transcript:

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