Chapter 9 Oceanic And Remote Ops Flashcards
With regards to enroute alternates, what must the flight crew ensure when checking the flight plan?
The Flight Crew shall confirm that the flight planned track lies within the required distance from the en route diversion airports.
Any revision of the flight planned track while en route will require confirmation by both the PF and PM that the proposed new track will remain within the required distance from the en route diversion airports.
When should you request clearance for oceanic entry?
The clearance should be requested not earlier than 90 minutes but not later than 30 minutes prior to the OEP.
Requesting clearance as close to 90 minutes prior to oceanic entry as possible increases the probability that the flight planned track and altitude will be received.
What is necessary when the pilots receive a different oceanic clearance than what’s on the flight plan?
An OCL that is not the same as the filed route requires a revised OFP from Flight Dispatch.
What shall be done by crew when the OCL (clearance) is received?
When the OCL is received, the PM shall compare the clearance to the FMS
ATC shall be informed when the cruise speed varies by more than?
ATC shall be informed if the cruise speed varies by plus or minus Mach 0.02 or more from the:
• previously assigned Mach number upon resumption of normal speed; or • speed indicated in the ICAO flight plan; or • the last “present speed” notification to ATC.
Before commencing any diversion across the flow of adjacent traffic or before initiating any turnback (180°), the aircraft should leave its cleared track or ATS route by turning in order to establish and maintain a same direction parallel track as?
In Oceanic Control Areas (incl. WATRS)
- Try and obtain ATC clearance
- broadcast intentions on 121.5 and backup freq 123.45
- Squak 7700
- use all available exterior lighting
- monitor TCAS
If no clearance possible:
If a rapid descent is required, flight crews should be established on a parallel track before expediting the descent, if operationally feasible.
Turn 30 degrees Right or Left and 5nm to be established on and offset, then climb or descend 500 ft If operationally feasible, initially minimize rate of descent when leaving the original track centerline.
When established on the parallel offset track, and in the absence of an ATC clearance, Flight crew shall level at a cruising Flight Level or altitude appropriate for the aircraft condition and direction of flight ±500 feet below FL290. (Out of RVSM airspace)
If any turnback manoeuvre or diversion across the flow of adjacent traffic is necessary, flight crews should descend below FL290 and establish a 500 ft vertical offset from those flight levels normally used until a new ATC clearance is obtained.
What to do if a Diversion Across the Flow of Adjacent Traffic is necessary?
If any turnback manoeuvre or diversion across the flow of adjacent traffic is necessary, flight crews should descend below FL290 and establish a 500 ft vertical offset from those flight levels normally used until a new ATC clearance is obtained.
If a deviation from track is required to avoid weather and contact cannot be established with ATC or ATC is unable to provide a clearance to deviate or suggest a course of action, the Flight Crew shall take the following actions:
- If possible, deviate away from an organized track or route system
- Broadcast at suitable intervals on the frequency in use and on VHF 121.5 (or back-up VHF 123.45) and include the following:
a. Flight identification (operator call sign); and
b. Flight level; and
c. Aircraft position including track code or ATS route designator; and
d. Intentions including the extent of deviation expected
3. Watch and avoid conflicting traffic both visually and by reference to TCAS
4. Turn on aircraft exterior lights
5. Remain at the level assigned by ATC for deviations of less than 5 nautical miles
6. For deviations 5 nautical miles or greater, climb or descend when the aircraft is established at least 5 nautical miles from track and in accordance with the following table:
Route Centerline Track 5 Nautical Miles or Greater Altitude Change
EASTBOUND
000° - 179°M
Left Descend 300 feet
Right Climb 300 feet
WESTBOUND
180° - 359°M
Left Climb 300 feet
Right Descend 300 feet
If the primary altimetry systems is lost, but the remaining altimetry system is functioning normally, the Flight Crew should:
a. Engage the serviceable altitude hold mode
b. Notify ATC of the loss of redundancy
c. Maintain increased vigilance of altitude keeping.
In response to this advice, ATC should acknowledge the situation and continue to monitor the flight’s progress
If all primary altimetry systems fail, or are considered unreliable, the Flight Crew should:
a. Maintain last indicated altitude by reference to the standby altimeter
b. Alert nearby aircraft by making maximum use of exterior lights, and broadcasting position, flight level, and intentions on VHF 121.5
c. Notify ATC of the inability to meet RVSM performance requirements
d. Consider declaring an emergency
e. Request clearance to exit RVSM airspace.
If altimetry system fails or degrades and the Flight Crew is unable to obtain ATC clearance in a timely manner, the Flight Crew should proceed as follows
a. If operationally feasible to do so, execute contingency procedures to leave the assigned route or track and descend below RVSM airspace
b. If not operationally feasible to execute contingency procedures, alert nearby aircraft, and coordinate with ATC as soon as possible.
If the primary altimeters diverge by more than 200 feet, the Flight Crew should proceed as follows:
- If the primary altimetry systems is lost, but the remaining altimetry system is functioning normally, the Flight Crew should:
a. Engage the serviceable altitude hold mode; and
b. Notify ATC of the loss of redundancy; and
c. Maintain increased vigilance of altitude keeping. In response to this advice, ATC should acknowledge the situation and continue to monitor the flight’s progress. - If all primary altimetry systems fail, or are considered unreliable, the Flight Crew should:
a. Maintain last indicated altitude by reference to the standby altimeter; and
b. Alert nearby aircraft by making maximum use of exterior lights, and broadcasting position, flight level, and intentions on VHF 121.5; and
c. Notify ATC of the inability to meet RVSM performance requirements; and
d. Consider declaring an emergency; and
e. Request clearance to exit RVSM airspace
a. Attempt to determine the defective system through established trouble shooting procedures and/or comparing the primary altimeter displays to the standby altimeter (as corrected by correction card, if required)
b. If the defective system can be determined, proceed with paragraph 1 above
c. If the defective system cannot be determined, proceed with paragraph 2 above.
For ETOPS where is the list of approved alternate airports?
Located in the Airport Classification Pages of the AC TAB ECoverage section in Jeppesen FD Pro.
If unable determine a suitable ETOPS alternate…
the flight must not enter the ETOPS area of operation.
Once the flight has entered the ETOPS area of operation, if the forecast for the ETOPS alternate airport is revised to below the landing limits, or that the ETOPS alternate airport becomes inadequate….
the flight may continue at the Pilot-in-Command’s discretion.
