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Lost Comm/NAV Procedures
2. ETOPS
3. Weather – Destination/Alternate(s) Airport(s)
4. Data Link Contingency Procedures
5. Dead Reckoning (DR)
6. GPS – RAIM/FDE Requirements
Detail of and rationale for the sample checklist
12.3.2 The detail of the check items listed above and the rationale for their inclusion follow.
Flight Planning
Plotting Chart
A plotting chart of appropriate scale should be used for all remote oceanic operations. This includes
using a plotting chart for published oceanic routes and tracks. ICAO groups who review oceanic
errors have determined that the routine use of a plotting chart is an excellent aid to reduce lateral
errors. A plotting chart can also serve as a critical aid in case of partial or total navigation failure. It
should be noted that the pilot should read from the plotting chart back to the master CFP when
verifying data. To read from the Master CFP to the plotting chart is a human factor’s issue that has
lead to errors based on seeing what we expect to see
Equal Time Points (ETP)
ETPs should be computed for contingencies such as medical divert, engine loss or rapid
depressurization. A simultaneous engine loss and rapid depressurization should also be considered.
It is advisable to note the ETPs on the plotting chart. Crewmembers should review with each other
the appropriate diversion airport(s) when crossing ETPs. Pilot procedures should also include a
manual method for computing ETPs.
Track message
Crews must have a current track message even if filed for a random route. Reviewing the date,
effective Zulu time and Track Message Identifier (TMI) ensures having a current track message on
board. The TMI is linked to the Julian Date. Operators must also ensure that their flight planning
and operational control process notify crewmembers in a timely manner of any amendments to the
daily track message. Plotting tracks near the assigned route can help situational awareness in case
the crew needs to execute a contingency.
Review possible navigation aids for accuracy check prior to coast out
It is good practice to discuss in advance a primary and secondary ground based navigational aid that
will be used to verify the accuracy of the Long Range Navigation System (LRNS). This planning
may help to identify intended navigation aids that are limited or NOTAMed unusable and is helpful
when departing airports close to oceanic airspace. Examples include Shannon (EINN), Lisbon
(LRRT), Los Angeles (KLAX), etc.
Preflight
Master Clock
It is a requirement to have a master clock on board synchronized to UTC or GPS. This time source,
which is typically the Flight Management System (FMS), must be used for all ETAs and ATAs. The
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 71 Edition 2008
use of multiple time sources on the aircraft has lead to inconsistencies in reporting times to ATC and
resulted in a loss of longitudinal separation.
Maintenance Log
Before entering a special area of operation, crews should focus on any write-ups that affect
communication, navigation, surveillance or RVSM requirements. Any discrepancies noted in the
maintenance log or during the walk-around may require delays or rerouting.
RVSM
Required equipment includes two primary independent altimetry sources, one altitude alert system
and one automatic altitude control system. In most cases a functioning transponder that can be
linked to the primary altimetry source is also required. Crews should note any issues that can affect
accurate altimetry.
Altimeter checks
Before taxi, crews should set their altimeters to the airport QNH. Both primary altimeters must
agree within + 75 feet of field elevation. The two primary altimeters must also agree within the
limits noted in the aircraft operating manual.
Wind Shear or Turbulence Forecast
The Master Computer Flight Plan (CFP) with projected wind shear or the turbulence forecast
documents should be reviewed for flights in RVSM airspace. Forecast moderate or greater
turbulence could lead to RVSM suspension. Operators are cautioned against flight planning through
areas of forecast moderate or greater turbulence.
Computer Flight Plan (CFP)
The document designated as the Master CFP should be carefully checked for date, type aircraft, fuel
load and performance requirements. Crosschecks should also be done for routing and forecast
groundspeeds. The CFP should be carefully checked against the ICAO filed flight plan to ensure the
routing is in agreement with both documents. The enroute time on the CFP should be compared
against the distance to destination for a reasonable groundspeed. The enroute time should also be
　
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