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Reclearance
A reclearance (that is different from the oceanic route requested with the filed flight plan) is the number one scenario which leads to a Gross Navigation Error. Crews must be particularly cautious when receiving a reclearance. Both pilots should receive and confirm the new routing and conduct independent crosschecks after the LRNS, Master CFP and Plotting Chart are updated. It is critical that crews check the magnetic course and distance between the new waypoints as noted in PREFLIGHT under the paragraph “LRNS Programming”.
NOTE: Track and distance tables are available commercially for every ten degrees of longitude.
Altimeter checks
Crews are required to check the two primary altimeters which must be within 200 ft of each other. This check is conducted while at level flight. The stand-by altimeter should also be noted. The altimeter readings should be recorded along with the time.
Compass heading check
It is recommended to conduct a compass heading check and record the results. This check is particularly helpful with inertial systems. The check can also aid in determining the most accurate compass if a problem develops over water.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 77 Edition 2009
After oceanic entry
Squawk 2000
Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may be regional differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS). Crews transiting Reykjavik‟s airspace must maintain last assigned Squawk.
Maintain assigned Mach
Some oceanic clearances include a specific Mach. There is no tolerance for this assigned Mach. The increased emphasis on longitudinal separation requires crew vigilance in a separation based on assigned Mach. The requirement is to maintain the true Mach which has been assigned by ATC. In most cases, the true Mach is the indicated Mach. Some aircraft, however, require a correction factor.
NOTE: Crews must ensure they fly the assigned Mach and not ECON mode or Long Range Cruise.
VHF radios
After going beyond the range of the assigned VHF frequency, crews should set their radios to interplane (123.45) and guard frequency (121.5).
Strategic Lateral Offset Procedures (SLOP)
The SLOP should be Standard Operating Procedure (SOP) for all oceanic crossings. This procedure was developed to reduce the risk from highly accurate navigation systems or operational errors involving the ATC clearance. SLOP also replaced the contingency procedure developed for aircraft encountering wake turbulence. Depending upon winds aloft, coordination between aircraft to avoid wake turbulence may be necessary. This procedure, which distributes traffic between flying centerline, 1NM or 2NM right of centerline, greatly reduces the risk to the airspace by the nature of the randomness. Operators that have an automatic offset capability should fly 1 NM or 2 NM right of the centerline. Aircraft that do not have an automatic offset capability (that can be programmed in the LRNS) should fly the centerline only. SLOP was not developed to be used only in contingency situations.
Hourly altimeter checks
Crews are required to observe the primary and stand-by altimeters each hour. It is recommended that these hourly checks be recorded with the readings and times. This documentation can aid crews in determining the most accurate altimeter if an altimetry problem develops.
Approaching waypoints
Confirm next latitude/longitude
Within a few minutes of crossing an oceanic waypoint crews should crosscheck the coordinates of that waypoint and the next waypoint. This check should be done by comparing the coordinates against the Master CFP based on the currently effective ATC clearance.
Overhead waypoints
Confirm aircraft transitions to next waypoint
When overhead an oceanic waypoint, crews should ensure that the aircraft transitions to the next leg. This is confirmed by noting the magnetic heading and distance to the next waypoint compared against the Master CFP.
Confirm time to next waypoint
Crews must be vigilant in passing an accurate ETA to ATC for the next waypoint. A change of three (3) minutes or more requires that ATC be notified in a timely manner. There is substantial emphasis on reducing longitudinal separation and this timely update must be a priority for the crews.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 78 Edition 2009
Position report
After passing over the oceanic waypoint, crews that give a position report to ATC must use the standard format. Flights designated as MET reporting flights or flights on random routes should be including in the position report additional items such as winds and temperatures. Crews should also note and record their fuel status at each oceanic waypoint. This is especially important if the cleared route and flight level differ significantly from the filed flight plan.
　
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