Putting New Wine in an Old Wine

Skin

PRESENTED BY:

Shawn Scott…………… Scott International Procedures LLC

Mon, Mar 23 2015 | 9:10 a.m. – 9:30 a.m.

International Operators Conference | San Antonio, TX | March 23 – 27, 2015

Merging Datalink Technology with Proven In Flight Verifications

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video

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Times are Changing

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Nov 2015 RLatSM FL350-FL390

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Phase 2 Date TBD RLatSM All OTS

Phase 3 Entire NAT Region

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North Atlantic DATALINK

• Is your A/C equipped with full datalink CPDLC and ADS-C?

• Is your A/C just equipped with ADS-C and not CPDLC?

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Android Version: https://play.google.com/store/apps/details?id=me.doubledutch.nbaaioc

iOS Version: https://itunes.apple.com/us/app/international-operators/id964680062?mt=8

Errors by Datalink A/C nearly On Par with Non-Datalink

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North Atlantic Central Monitoring Agency Weekly Incident Report

22 week period 2014

96 A/C involved 52 A/C were Non-Datalink 44 A/C were ADS-C and CPDLC

38 vertical errors

26 ATC interventions to prevent Lateral Errors

6 Gross Navigation Errors

38 Lateral deviations of less than 25NM’s

6 Longitudinal errors

5 loss of separation errors

Standard Clearance with no changes from what was filed or requested

• Gander Oceanic clears N123A to Paris Charles De Gaulle via ELSIR NAT Track

W, from ELSIR maintain flight level 330, Mach .82

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Voice Oceanic Clearance for Track

Random Route

For a random route you will hear each waypoint defined.

Gander Centre clears N123A to London Heathrow, via

TUDEP 52N050W, 53N040W, 53N030W, 52N020W,

LIMRI, XETBO. From TUDEP Maintain FL 350, Mach

.80

DATALINK Track Clearance

CLX 1259 140724 CYQX CLRNCE 026 N123A CLRD TO LFPG VIA ELSIR NAT W

50N050W 50N040W 51N030W 51N020W DINIM ELSOX

FM ELSIR/1348 MNTN F330 M080

END OF MESSAGE

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Note More information is given

Weekly Report ending 11th Jan 2015

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North Atlantic Central Monitoring Agency

P/15/01/03

ATC Prevention

of a Lateral

Deviation

XXXXX

(N67XXX) 09JAN15 B763 W/B RAN cleared

(Datalink) ETIKI 48/15 48/20

49/30 51/40 51/50 F330 M082

reported (ADS-C) at 48/15

routing 48/20 48/30. Aircraft

issued a reconfirmation of

routing. Crew error –

followed flight plan iso

clearance.

Follow-up with operator (S)

(Shanwick report)

OPEN

Changes To Filed Flight Plans

• ATC will advise if different

• With an element change

• “N123A OCEANIC CLEARANCE WITH A LEVEL CHANGE.”

• “Reykjavik N123A go ahead”

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ATC Standardized Procedures

Two Pilots Monitor for Clearance

• Brief what will be different before receiving full clearance

• “REYKJAVIK OAC CLEARS 123A TO CYVR, VIA GUNPA 65/10 69/20 71/30

72/40 73/60 MEDPA FROM GUNPA MAINTAIN F340 M083”

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“N123A OCEANIC CLEARANCE WITH A LEVEL CHANGE.”

Headsets

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North Atlantic Central Monitoring Agency

P/15/01/02

ATC Prevention

of a Lateral

Deviation

ELY008

(4X-ELC) 08JAN15 B744 E/B RAN cleared (OA)

46/40 48/30 48/20 48/15

OMOKO GUNSO F350

M085 reported (ADS-C) at

15W routing 48/15 OMOKO

LASNO. Aircraft issued a

reconfirmation of routing.

Crew error possible misheard

GUNSO as LASNO

Op: EL AL - ISRAEL AIRLINES

LTD.

Follow-up with operator (S)

(Shanwick report)

OPEN

More than one Element will be different

• ROUTE

• LEVEL CHANGE

• SPEED CHANGE

• ENTRY POINT CHANGE

• CLEARANCE LIMIT CHANGE

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“N123A Oceanic clearance with a level change and speed change”

Amended / Revised

• Pilot “Go Ahead”

• “Reykjavik OAC clears N123A, climb to F350, maintain M082, report leaving,

report reaching”

– Report Leaving, Report Reaching

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“N123A amended Level and Speed clearance”

Revised Clearance Details

• May occur prior to entering or exiting Oceanic Airspace

• Level, Mach or Routing

• The term REROUTE is only used for routing

• For a Voice Route revision ATC/Radio Operator will state:

– “ROUTE HAS BEEN CHANGED” or “AMENDED ROUTE” or “RE-CLEARS”

• “N123A AMENDED ROUTE CLEARANCE, SHANWICK OCEANIC RE-CLEARS

N123A AFTER 57N 020W TO REROUTE VIA 58N 015W, GOMUP, GINGA”

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Revising a Previously sent clearance

CPDLC Revised Route Clearance

• Previously cleared route is to be followed until 44N 030W, then direct to 47N

020W, then direct OMOKO then direct GUNSO

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N123A ROUTE HAS BEEN CHANGED AT 44N030W CLEARED 47N020W OMOKO GUNSO

NAT Doc 007

Oceanic Clearance Change to Flight Planned Route

OCEANIC CLEARANCE WITH A REROUTE. GANDER OCEANIC CLEARS N123A

TO LONDON HEATHROW VIA TUDEP, 52N 050W, 53N 040W, 53N 030WEST, 52N

020W, LIMRI, XETBO. FROM TUDEP MAINTAIN FLIGHT LEVEL 350, MACH 080

ATC will not use the reroute phraseology with a level, speed or entry point change.

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“N123A Oceanic Clearance With a Reroute.”

Voice

Datalink May Reference Route Amendment

CLX 1523 140730 CYQX CLRNCE 118 N123A CLRD TO EGLL VIA TUDEP

RANDOM ROUTE TUDEP 52N050W 53N040W 53N030W 52N020W LIMRI DOLIP

FM TUDEP/1632 MNTN F350 M080

ATC/ROUTE AMENDMENT

END OF MESSAGE

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Entry Point Change

• Crews have sometimes had ATC intervene because they failed to pick up the fact

that only the entry point has changed. This is why ATC or the radio operator

should use the element change statement when in first contact with the crew.

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“N123A Oceanic Clearance with an Entry Point Change”

Remember the lack of hearing REROUTE does not mean nothing has changed

Time Based Clearances

MAINTAIN F300 AT 1337 CLIMB TO AND MAINTAIN F320

REPORT LEAVING F300 REPORT LEVEL F320

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Time Based Execution

AT

AT OR BEFORE

AT OR AFTER

AFTER

BEFORE

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ATC has already figured where you will be at the indicated time.

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So what we have seen is ATC providing as much help as possible for crews to

identify changes to what they were expecting.

CPDLC has given us additional help.

Now it’s up to us to pay attention!!!!!

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H/15/01/01

Height

JAI227

(VT-JWP) 06JAN15 A332 E/B OTS “U”

cleared (OA) 50/30 51/20

DINIM ELSOX F390

M081 requested

(CPDLC) descent to

F380. Cleared (CPDLC)

to F380 but uplink

message not delivered.

Subsequently reported

(HF) at 51/20 F370 and

3NM left of track due

severe turbulence.

Cleared (HF) to

maintain F370 and then

subsequently recleared

to descend to F350 due

turbulence.

Op: Jet Airways

Turbulence

(Shanwick report)

CLOSED

All is not always perfect with CPDLC

Does ADS-C keep us on Clearance?

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Does a Radar Detector protect you from speeding?

Predicted Route Group

•Latitude at next wpt

•Longitude at next wpt

•Altitude at next wpt

•ETA at next wpt

•Latitude at next +1 wpt

•Longitude at next +1 wpt

•Altitude at next +1 wpt

Every Periodic Report will contain your

current Latitude/Longitude

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Vertical Rate Change Event Is triggered when the aircraft’s vertical rate is either less than or greater than a parameter defined in the contract.

Altitude Range Change Event Is triggered when the aircraft’s altitude exceeds the altitude ceiling or floor defined in the contract by the ground system. .

Lateral Deviation Change Event Is triggered when the aircraft’s actual position exceeds a lateral distance parameter from the aircraft’s expected position on the active flight plan.

So lets look at how we can use old school procedures to protect us

from causing errors.

• Use of and Preparing the Plotting Chart

– Required (Service volume gap of >725NM)

– At a Minimum

• Cleared Route

• 10 minute check

• Clearly depicted ETP’s

– Plot the Tracks

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Source FAA FSIM 8900.1 Vol 4 Ch1 Sec 4-80A

Plotting Tip

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. .

• Datalink or not, plotting chart use? y/n

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POLL

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Techniques to cleanly capture Oceanic Clearance

and validate against the Flight Plan

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OCEANIC CLEARANCE

• Update the Navigation System if needed

• Validation of the Navigation System after modification

• Approaching the Oceanic Entry Point

• Passing Waypoints

• 10 minute Check

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• Use a reroute checklist

– Modify your Flight Plan to reflect the new clearance

– Does this affect your fuel planning?

– Does this affect your selected alternates?

• Are they closer or farther away from your route?

– Are your ETP’s still valid?

– Do you need to calculate new ETP’s?

– Modify your Plotting Chart for route, and plot new ETP’s

– Verify that the FMS was modified correctly using the same technique that was used for the original load

• Check waypoint, Course and Distance for each leg, comparing FMS to Flight Plan

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REROUTE

When Comparing FMS Course to Flight Plan

• Ensure the MC on the flight plan is initial MC=initial to √ FMS

• MH on flight plan should be Average corrected for winds

MH=A for D.R.

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