International Training:Contingency Procedures

Agenda

1. Overview and General Information

2. Continental Contingency Procedures

4. Weather Deviations

3. Oceanic Contingency Procedures

Objectives

Be able to identify when you need to notify ATC Constant awareness of airspace requirements (navigation accuracy)Equipment failures and/or weather conditions that could affect the aircraft’s ability to maintain navigation accuracyYour navigation accuracy not meeting requirements

Know how to perform the appropriate contingencyState your intentions, coordinate a plan of action and obtain a revised ATC clearance.Established contingency procedures permit you to follow such procedures in the event that it is not possible to notify ATC

Contingencies are required for anything that compromises our ability to fly the clearance within the required limits. Some examples are equipment failures, flight technical errors, aircraft navigation performance (ANP) issues and weather.

Using the Ipad for Procedures

It is not practical to cover all contingency procedures. You can look them up as necessary on your Ipad in the Jeppesen application. You will find information in two places; the manuals and the notes. The notes are updated according to chart displayed. You will need to ensure that you have loaded the appropriate manuals using the update feature to access manuals. Now let’s get going.

Cl ick here for access to manuals

Cl ick here for access to

notes

Airspace Awareness Overview

Your cleared flight plan has performance requirements full time

Always know your current airspace requirements

Recognize if you no longer are meeting the requirements

Know what to do if that happens

Performance based navigation places navigation requirements on most all airspace. The key is to always know what airspace you are in so you can identify when you no longer meet the requirements. It is similar flying in MNPS or RNP 10 airspace all the time, but with the limits constantly changing.

Requirements

Equipment Performance

There are two types of requirements while operating in an airspace; equipment and performance. If we fail to meet either requirement, we need to notify ATC or possibly perform the contingency procedure.

Equipment Failures

Loss of Required Equipment

Loss FMC’s, altimeters etc. – Unable to meet airspace requirements

Loss of Performance Related Equipment

Loss of sensors – may be unable to meet performance requirements due to an increase of ANP error

Loss of autopilot – pilot may be unable to meet performance requirements due to FTE

Equipment failures necessitating contacting ATC are not limited to required equipment. Loss of radio or satellite signals may cause ANP error to increase. Loss of related equipment such as the autopilot might cause FTE to increase. If these errors cause the total error to exceed the limit, then we need to notify ATC.

The equipment that affects our capability isn’t limited to the list of required equipment on the airplane for that airspace

Contingency Procedure Types

Oceanic (Remote) Continental (Radar)

We’ll break contingency procedures into oceanic and continental.

Continental Radar Contingency Procedures

BRNAV RNAV 5PRNAV RNAV 1RNP Approach

During RNAV/RNP operations (other than approach) anytime the deviation exceeds the limit, select a different autopilot roll or pitch mode or manually fly airplane back on course. If unable to comply, revert to other means of navigation such as conventional ground based or radar navigation.

BRNAV / RNAV 5Contingency Procedures

Notify ATC of conditions (equipment failures, weather conditions …) that may affect the ability of the aircraft to maintain position within the 5 nm limit of track or airway

State intentionsCoordinate a plan of actionObtain a revised clearance.

If unable to obtain a clearancePrior to deviating from BRNAV airspace, follow established contingency procedures as defined by the region of operation . Obtain a clearance as soon as possible.

In certain situations where there are no contingency procedures defined and there is no contact with ATC

Perform normal oceanic contingency procedure to get off airway until ATC contact is established

Contingency procedures vary by area, so if you are unable to contact ATC, then follow the procedures for that region. If none exists, then in certain situations you may need to vacate the airway using the same procedures as for oceanic. Note strategic lateral offset is not allowed in BRNAV and or EUR RVSM designated airspace.

State Contingency Procedures

For general contingency procedures, use the text pages in the Jeppesen manuals.

EuropeU.S.

Regional Contingency Procedures

For regional contingency procedures use the notes or information on the plates as available.

RNAV Phraseology

Note the difference between “NEGATIVE RVSM” AND “UNABLE RVSM”.

Failures affecting FTE

You are able to workaround some failures such as a flight director. As long as the autopilot is on, there is no problem. If you must manually fly, then the pilot flying should be the one with the good flight director. In this case the PM should monitor the XTK on progress page 2.

Your airplane Bob

Multiple Failures

Use your judgment for multiple failures. For example, if you lose the flight directors and the autopilots, then you need to request radar vectors or a non-PRNAV arrival.

Failed Navigation Sensors

If you lose the GPS satellite signal, then check then check the ANP to make sure it is within the required limits. Be aware of the total of your XTK error on progress page 2 and the ANP. If unable to maintain the total less than one mile, then notify ATC and request a non-PRNAV arrival or radar vectors.

X

ANP: PBN RNAV vs. RNP Airspace

If the ANP error is too high, the EICAS “UNABLE RNP” message appears. The timeliness of your contingency depends on whether you are in RNP or RNAV airspace and phase of flight.

RNAV Airspace

RNP Airspace

FTE or Total error: RNP Approach

If total error or deviation exceeds the limit:

Change to a non-RNP procedure

If unable, execute a missed approach unless suitable visual reference is already established

On the miss, consider requesting an alternate clearance

During RNP approach operation, anytime the deviation from the path or total error exceeds the limit you may change to a non-RNP procedure. If unable, you should execute a missed approach unless suitable visual reference is already established. In the event of a missed approach, consider requesting an alternate clearance.

Lost Communications

If you have a communications failure, then follow the published lost communication procedure for that arrival. For general lost communication procedures, use the Jeppesen text pages in the manuals to locate the proper procedures.

Oceanic

Contingency procedures for operations in RNAV 10 airspace (or on RNAV 10 routes) and RNP 4 are no different than normal oceanic emergency procedures (e.g. MNPS/RVSM). The key is that you must be able to recognize and advise ATC when the aircraft is no longer able to navigate to its RNAV 10 or RNP 4 capability.

RVSM Airspace ConsiderationsFailure of automatic altitude control systems, altitude alerter, transponder / mode C

Loss of redundancy of altimetry systemsFor a loss of one primary altimetry system (greater than 200 feet difference between altimeters):

Cross check the standby altimeter and confirm accuracy of the primaryIf the defective system can be identified, then use the good one.If unable to identify primary system accuracy, notify ATC of the loss of redundancy

Loss of thrust on an engine, necessitating a descent

Turbulence that affects the capability to maintain cleared FL (± 200 feet)

Pressurization issues

When in RVSM airspace, you need to notify ATC and work out a plan for situations affecting your ability to maintain the cleared flight level. Two hundred feet is the limit for altimeter differences and altitude deviations. If you are unable to contact ATC, then follow the contingency procedure.

RVSM Phraseology

Note the difference between “Negative RVSM” and “UNABLE RVSM”

RVSM Contingencies

Loss of one (primary) altimeterEnsure ATC is receiving altitude information from good altimeterNotify ATC

Both primary altimeters failMaintain altitude by reference to standby altimeterNotify ATCAlert nearby aircraftExecute contingency procedure if unable to contact ATC

Position 1 on the transponder ATC switch sends data from the captain’s altimeter, position 2 from the first officer’s.

X XX

Primary Altimeters Disagree

Primary altimeters differ by more than 200 feetTroubleshoot to determine if one is reliable

If successful then ensure ATC switch on transponder is correct, notify ATCIf not successful, then notify ATC and make a plan of action

If the primary altimeters diverge by more than 200 feet, then troubleshoot to determine which is correct. (e.g. see which one matches the prior difference to the standby altimeter) If you can determine which one is good, then proceed as mentioned prior with loss of one altimeter. If you cannot determine which one is good, then proceed as if both primary altimeters failed.

Uh Oh

You are eastbound approaching 40 west and an engine failure occurs.

Notify ATC / request clearance

PF:Disconnect A/T & call for/set MCTTrim before turning

PM:Select but don’t execute ENG OUT immediatelyNote speed/altitude for engine out

Obviously, first fly the airplane, but you’ll also need to let ATC know what’s happening to work out a plan.

Bob, declare an emergency and get us routing back to Gander

Emergency Report

Normally, during an emergency you immediately revert to voice communications. However, in certain situations, it may be more expeditious to first declare an emergency using the Emergency Report page. Sending this report automatically places Automatic Dependent Surveillance (ADS) into the emergency mode if MAYDAY was selected.

Send Emergency Report - CPDLC

Whatever you select will appear on the verify emergency pageIf you enter SOB, then the fuel remaining appearsSelecting MAYDAY automatically selects the ADS mode to emergencyWhen you are done select VERIFY to go to the Verify page

Add a free text message as requiredIf the report looks accurate then SEND it

You use the Emergency Report page to generate the report by selecting the appropriate items. Then you select verify to use the Verify Emergency page to check your message and send it.

Controller Response

CPDLC Voice

The controller will acknowledge an emergency report by the most appropriate means (CPDLC or by voice contact). If you are unable to get a clearance you will have to follow the inflight contingency procedures.

RogerMayDay

OR

Turn-back

Select route 2 to retrieve the previous waypoints.

Step 1: Display the necessary waypoints

Reorganize the Waypoints

You want to create a route with the same active waypoint and the prior two waypoints. Since 40 West is the active waypoint you line select the next desired waypoint, 50 West and put it after 40 west. Then put the next waypoint (Gander) after 50 west. This creates the waypoints you need in the order you want them.

Now you have route segment you want

Step 2: Put the waypoints in the order to be flown

Create an Anchor point

Since 40 West was the active waypoint bring it to the top. This creates a course to intercept back to 50 West. 40 west is also know as the anchor point here.

Step 3: Put the active waypoint to the top

Make Route 2 Active

Next activate route 2 and execute.

Step 4: Activate and Execute

Intercept Course

Now that you have the route in the FMC, you need to get LNAV working. You don’t want to go to 40 west, but turn around and go to 50 West, so to an intercept course to 50 West and execute.

Step 5: Intercept course to the second waypoint

Input Route Offset

Finally don’t forget to get a 15 nm offset on the new route. You’ll need to use heading select to get the turn going to get on an intercept heading. You might need to turn past 180° to re-intercept as you possibly will fly through 15 nm offset. Don’t forget to arm LNAV.

Remember that the route offset works relative to the active route, so if you are reversing course, then you need to first program, activate and execute RTE 2, then do the offset.

Before You Turn

Communicate121.5 initially, then HF: MAYDAY MAYDAY Engine failure, declaring emergency, E/W on Track ____, at ____ West turning L/R departing FL____ for FL ____. (Or you can read you present position on POS REF page.)

Lights (all exterior)

Look

Make sure you path is clear before you begin the turn. Also squawk 7700/ADS emergency. Broadcast your aircraft ID, flight level, position (including ATS route or track) and intentions. Some considerations for the direction of the turn are direction to the alternate, terrain, SLOP being flown and where any tracks are.

the radio/telephony phraseology for the airspace, in accordance with Doc 4444 and Doc 7030, as appropriate;

ADS Emergency

ADS-C active (non-radar environment) Radar Environment

The ADS EMERG function enables flight crews to indicate an emergency condition to ATC. This function is operationally equivalent to squawking 7700 when in radar coverage. Unlike an SSR squawk, the ADS Emergency mode cannot differentiate between a Hijacking, a Radio Fail, or a Mayday. So there is a protocol to verify the intent.

ATC Receives ADS Emergency

If ATC receives an ADS emergency indication without any other CPDLC, SSR code, or voice confirmation of an emergency situation, they will immediately check for covert activation by either CPDLC or voice using the routine message CONFIRM SPEED and the words "CONFIRM ADS".

CPDLC VoiceN767A

Confirm Speed Confirm ADS

OR

ATC Receives ADS Emergency

Since we have an emergency we will confirm. Normally, If you get this message, check the status of the ADS Emergency Mode. If the mode has been selected to ON accidentally, then select the "ADS Emergency Off" and notify ATC by either voice or CPDLC free text (as appropriate), of the new status by using the words "ADS RESET".

If the aircraft continues with the ADS emergency mode activated ATC will assume that the aircraft is in emergency conditions and will follow normal alerting procedures.

Note: If you have deliberately and covertly selected the ADS Emergency Mode to ON, then simply reply to the CONFIRM SPEED uplink and leave the ADS Emergency Mode in the ON position.

Climb/Descend 500 Feet

At 10 nm offset climb or descend 500 feet. Since we had an engine failure, we will bleed airspeed first to minimize our descent until 10 nm. Then we will go to our single engine altitude.

Fly the 15 NM Offset

We’re now headed back on a 15 nm offset. It’s time now to clean up and finalize things.

ChecklistsATC (clearance)New destination on RTE page…

Non-Normal Checklist

Perform the Non-normal checklist at the earliest practical point.

CleanupContinue Traffic WatchContinue to try to notify ATC get clearanceCleanup and finalize FMC route etc.

Legs pageChange Destination on RTE page or select from ALTN page

Diverting across trackswhile on offset descend below FL285 then head for alternateNote if you don’t have fuel problems, you don’t need to do driftdown. You might want to descend faster to get down so you can divert sooner if required.

SpeedConsider using divert speed on flight plan

Work with Universal for alternate selectionNotify cabin crew

Brief on diversion airport, time, cabin advisoryTEST (Type of emergency, Evacuate signal, Signal for brace, Time) etc.

Brief passengers as requiredPerformance In-flight tables for range etc.

Finally it’s time to finish all the details.

Oceanic Contingency Procedure SummaryFly the airplane – maintain altitude course & speed if possible

If engine failure:disconnect A/T & call for/set MCTPNF: select but don’t execute ENG OUT immediately; note speed/altitude for engine out

Notify ATC; radio and/or CPDLCIf no contact prepare FMC for turn to 15 nm offset

Same course: select 15 L/R offsetReversing course: Use RTE 2 – note where current active waypoint is in list. Copy the prior two waypoints to below the active waypoint. Put the active waypoint to the top. Create L/R 15 nm offset No FMC: Use reciprocal of mag course (not mag heading) apply wind correction (15 nm offset is 15 min)

CommunicateBroadcast (121.5/123.45), Squawk 7700, select EMERGENCY mode on CPDLC/ADS

Exterior lights onLook for trafficInitiate a turn to 15 nm offset

Not reversing course use LNAV. (or turn 45° in heading select )Reversing course may need heading select initially & turn past 180° to get on intercept for LNAV

At 10 nm climb/descend 500 feetIf engine failure: decelerate to E/O speed to minimize altitude loss until 10 nm

Fine tune FMC programmingFinalize route/speed/altitude & Set up alternate/execute ENG OUT

Checklists (earliest practical point)Cleanup

Continue traffic watch, continue to raise ATC, Finalize FMC, Crew Brief, PA, Performance Inflight tables; range etc.

If you are unable to contact ATC for a revised clearance you need to begin the procedure. The purpose of contingency procedure is to get off the track and establish separation from other aircraft.

Loss of Cabin Pressure

For depressurization issues, modify the oceanic contingency procedure using the text pages in the Jeppesen manuals.

Both FMC’s Fail

If both FMC’s fail, the IRS LEGS and IRS PROGRESS pages are available on either CDU via the LEGS and PROG mode select keys. Selecting CDU on the NAV source selectors provides a CDU generated map on the map display.

Each CDU uses its associated IRS for navigation data. The IRS supplies magnetic variation only for the present position. Therefore only the active waypoint course can be referenced to magnetic north. All subsequent courses are referenced to true north.

IRU’s

Alternate Navigation OperationsNew waypoints can only be entered as latitude and longitude. This includes waypoints the you deleted from the CDU. Complete departure or arrival/approach procedures cannot be manually entered.

The two CDUs operate independently. A route change to one CDU does not change the other one.

The CDUs continuously load the active route from the FMC. If both FMCs fail, the CDUs keep flight plan waypoints except for conditional waypoints, offsets, and holding patterns. The CDUs do not have a performance or navigation database.

The route entered in the left CDU can be displayed on the captain’s HSI using his NAV source select switch. The route entered in the right CDU can be displayed on the first officer’s HSI using his NAV source select switch.

Oceanic Communication Failure

The procedures vary and are found in the Jeppesen text and notes.

Weather Deviation

Now we’ll take a brief look at weather deviation procedures.

Vertical Weather Deviations RVSMSmall altitude changes

Notify ATCReport location and magnitudeConsider new flight level or routing

Altitude changes greater than 200 feetNotify ATC “Unable RVSM due (state reason)Report location and magnitudeConsider new flight level or routing

Always contact ATC when deviating from the assigned altitude in RVSM airspace. Changes greater than 200 feet require you to state unable RVSM. You can use PAN PAN PAN if necessary.

Lateral Weather Deviation ProcedureDeviate away from organized track systemEstablish communications and alert nearby aircraft (121.5 & 123.45)

Use of phraseology “Captain’s Authority” recommended

Watch for traffic (visually & TCAS)Turn on all exterior lightsFor deviations less than 10 nm remain at assigned flight levelFor deviations greater than 10 nm

When aircraft is approximately 10 nm from track initiate a level change based on:

Returning to track, be back at assigned flight level when you are within approximately 10 nm

Two situations when clearance cannot be obtained; conflicting traffic or communication loss. If you deviate, announce executing deviation procedures. The controller might come back with a clearance, if not then continue to keep him up to date. Basically, if you deviate north of course descend 300 feet; south of course climb 300 feet.

Route Centerline Deviations > 10 nm Level ChangeEast 000°-179° Mag Left of Course

Right of CourseDescend 300’Climb 300’

West 180°-359° Mag Left of CourseRight of Course

Climb 300’Descend 300’

Weather Deviation Reference

Use the Jeppesen text pages for further reference.

SummaryAlways know whether the aircraft and flight crew are qualified to operate in the airspace, on a procedure or along an ATS route

Controllers assume that the flight crew and aircraft are suitably qualified for operationsKnow where the reference materials are on the Ipad

Be able to identify when you need to notify ATC of contingenciesEquipment failures and/or weather conditions that could affect the aircraft’s ability to maintain navigation accuracy or clearance

Know what to do in case of contingenciesState your intentions, coordinate a plan of action and obtain a revised ATC clearanceEstablished contingency procedures permit the flight crew to follow such procedures in the event that it is not possible to notify ATC of their difficulties

You learned to identify the requirements for operating in the various airspace along with what to do if you need to perform contingency procedures. Now let’s have a few questions.

You are currently in BRNAV or RNAV 5 airspace and you lose both FMC’s. What is the correct phrase to use informing ATC?

Negative RNAV

Unable RNAV due equipment

Negative RNAV type

Unable BRNAV

Select the best answer

What is the maximum deviation in altitude allowed due to turbulence before you must contact ATC?

75 feet

You must contact ATC for any deviation, no matter how small

500 feet

200 feet

Select the best answer

Which one of the following could cause an increase in Actual Navigation Performance (ANP)?

Loss of satellite signal

Loss of the autopilot

Loss of an FMC

Both A & C are correct

Select the best answer

During flight in MNPS/RVSM, weather deviations less than 10 nm don’t require you to change altitude.

True

False

Select the correct answer

Module Complete