- •Textbook Series
- •Contents
- •Introduction
- •1 ICAO Annex 6
- •Introduction
- •Compliance with the Law
- •Operational Control
- •Safety
- •Alternate Aerodromes
- •Flight time
- •Flight Safety and Accident Prevention
- •Maintenance Release
- •Lighting of Aircraft
- •Navigation Lights
- •Questions
- •Answers
- •2 EU-OPS General Requirements
- •Applicability
- •Common Language
- •Quality System
- •Accident Prevention and Flight Safety Programme
- •Additional Crew Members
- •Ditching
- •Carriage of Persons
- •Crew Responsibilities
- •Responsibilities of the Commander
- •Authority of the Commander
- •Admission to the Flight Deck
- •Unauthorized Carriage
- •Portable Electronic Devices
- •Drugs and Alcohol
- •Endangering Safety
- •Documents to Be Carried
- •Manuals to Be Carried
- •Additional Information and Forms to Be Carried
- •Information to Be Retained on the Ground
- •Power to Inspect
- •Production and Preservation of Documents and Recordings
- •Leasing of Aeroplanes
- •Questions
- •Answers
- •3 Operator Supervision and Certification
- •Rules for the Certification of an Air Operator
- •Applicant Requirements
- •Aeroplane Maintenance
- •Variation, Revocation or Suspension of an AOC
- •Key Post Holders within the Operation
- •Main Operating Base
- •Aeroplanes
- •Other Considerations
- •Contents and Conditions of an AOC
- •Terminology
- •Operations Manual (OM)
- •General Rules for Operations Manuals
- •Ops Manual Amendments
- •Competence of Operations Personnel
- •Aeroplane Maintenance
- •Questions
- •Answers
- •4 Operational Procedures
- •Establishment of Procedures
- •Use of Air Traffic Control
- •Authorization and Selection of Aerodromes by the Operator
- •Meteorological Conditions
- •Approach and Landing Conditions
- •Aerodrome Operating Minima (AOM)
- •Commencement and Continuation of Approach
- •Instrument Departure and Approach Procedures
- •Noise Abatement Procedures
- •Routes and Areas of Operation
- •RVSM Operations
- •Operations in MNPS Airspace
- •Maximum Distance from an Adequate Aerodrome for Two-engine Aeroplanes without an ETOPS Approval
- •Extended Range Operations with Twin-engine Aeroplanes (ETOPS)
- •Establishment of Minimum Flight Altitudes
- •Fuel Policy
- •Carriage of Persons with Reduced Mobility (PRMs)
- •Carriage of Inadmissible Passengers, Deportees or Persons in Custody
- •Stowage of Baggage and Cargo and Galley Equipment
- •Passenger Seating
- •Passenger Briefing
- •Flight Preparation
- •ATS Flight Plan
- •Refuelling and De-fuelling
- •Crew Members at Duty Stations
- •Seats, Safety Belts and Harnesses
- •Smoking
- •Ice and Other Contaminants
- •Use of Supplemental Oxygen
- •Ground Proximity Detection
- •Occurrence Reporting
- •Questions
- •Answers
- •5 All Weather Operations
- •Introduction
- •Aerodrome Operating Minima: Operator’s Responsibility
- •Classification of Aeroplanes
- •Terminology
- •Take-off Minima
- •Visual Reference
- •Required RVR/Visibility
- •Figure 5.2 Exceptions
- •System Minima
- •Non-precision Approach
- •Minimum Descent Height
- •Visual Reference
- •Required RVR
- •No Decision Height Operations
- •Visual Reference
- •Category III RVR Requirements
- •Circling
- •Visual Approach
- •VFR Operating Minima
- •Special VFR
- •Questions
- •Answers
- •6 Aeroplane Equipment and Instruments
- •Introduction
- •Basic Requirements
- •Internal Doors and Curtains
- •First Aid Kits
- •First Aid Oxygen
- •Break-in Markings
- •Means of Emergency Evacuation
- •Cockpit Voice Recorders (CVRs)
- •Summary
- •CVRs – Operation, Construction and Installation
- •Flight Data Recorders (FDRs)
- •Summary
- •Equipment for Compliance with Flight Rules
- •Single-pilot IFR Operations
- •Altitude Alerting System
- •Standby Horizon
- •Aeroplane Lighting
- •Flights over Water
- •Long Range Flights
- •Weather Radar
- •Equipment for Operations in Icing Conditions
- •Machmeter
- •ACAS
- •Communications Equipment
- •Internal Communications
- •Audio Selector Panel (ASP)
- •Navigation Equipment
- •Instrument Procedures
- •Installation
- •Electrical Circuit Fusing
- •Windshield Wipers
- •Items not Requiring Approval
- •Seats and Harnesses
- •‘Fasten Seat Belts’ and ‘No Smoking’ Signs
- •Carriage and Use of Supplemental Oxygen
- •Crew Protective Breathing Equipment (PBE)
- •Crash Axes and Crowbars
- •Megaphones
- •Emergency Lighting
- •Emergency Locator Transmitter (ELT)
- •Survival Equipment
- •Questions
- •Answers
- •7 Crew, Logs and Records
- •Crew Composition
- •Commander
- •Relief of the Commander
- •Relief of the Co-pilot
- •System Panel Operator
- •Relief of System Panel Operator
- •Minimum Flight Crew for Operations under IFR or at Night
- •Conversion, Training and Checking
- •Type Rating
- •Conversion Training
- •Difference and Familiarization Training
- •Recurrent Training and Checking
- •Operator Proficiency Check
- •Line Checks
- •Emergency and Safety Equipment Training and Checking
- •Crew Resource Management (CRM) Training
- •Ground and Refresher Training
- •Aeroplane/STD Training
- •Pilot Qualifications to Operate in Either Pilot Seat
- •Recent Experience
- •Route and Aerodrome Qualification for Commander or PF
- •Operations on More Than One Type or Variant
- •Operation of Aeroplanes and Helicopters
- •Training Records
- •Cabin Crew
- •Journey Log
- •Operational Flight Plan (OFP)
- •Storage Periods
- •Flight and Duty Time Limitations
- •Questions
- •Answers
- •8 Long Range Flight and Polar Navigation
- •Navigation System Degradation
- •Course and INS Cross-checking
- •Unable to Continue in Accordance with ATC Clearance
- •Polar Navigation
- •Grid Navigation
- •Minimum Time Routes
- •Questions
- •Answers.
- •Introduction
- •Considerations
- •References
- •Transoceanic Navigation Problems
- •The Airspace
- •MNPS Authority
- •RVSM
- •Navigation System Requirements
- •Navigation System Serviceability
- •NAT Tracks
- •OTS Track Designation
- •OTS Changeover
- •Track Message Identifier (TMI)
- •Track Routings
- •Allocation of FLs
- •Domestic Routes
- •Polar Track Structure (PTS)
- •Other Routes within NAT MNPS Airspace
- •Route Structures Adjacent to NAT MNPS Airspace
- •Brest Oceanic Transition Area (BOTA)
- •Communications
- •SELCAL
- •Position Reports
- •Radio Failure in the North Atlantic Area
- •Initial Clearance
- •Transition
- •Meteorological Reports
- •Special Contingencies and Procedures
- •Strategic Lateral Offset Procedure (SLOP)
- •Deviation Around Severe Weather
- •Unable to Obtain Revised Clearance
- •Navigation System Failure
- •Errors Associated with Oceanic Clearances
- •Pre-flight and In-flight Procedures
- •Questions
- •Answers.
- •10 Special Operational Procedures and Hazards
- •Operating Procedures
- •Minimum Equipment List (MEL) and Master Minimum Equipment List (MMEL)
- •Ground De-icing and Anti-icing Procedures
- •The Clean Aircraft Concept
- •Bird Strike Risk and Avoidance
- •Hazard to Aeroplanes
- •Bird Strike Report
- •Incompatible Land Use around Airports
- •Noise Abatement
- •Questions
- •Answers
- •11 Fire and Smoke
- •Fire and Smoke
- •Fire in the Aeroplane
- •The Number and Location of Hand-held Fire Extinguishers
- •Smoke
- •Crew Protective Breathing Equipment (PBE)
- •Crash Axes and Crowbars
- •Overheated Brakes
- •Questions
- •Answers
- •12 Pressurization Failure
- •Pressurization Failure
- •Questions
- •Answers
- •13 Windshear and Microburst
- •Windshear and Microburst
- •Questions
- •Answers
- •14 Wake Turbulence
- •Wake Turbulence
- •Questions
- •Answers
- •15 Security
- •Security
- •Questions
- •Answers
- •16 Emergency and Precautionary Landings
- •Emergency and Precautionary Landings
- •Ditching
- •Precautionary Landing
- •Passenger Briefing
- •Evacuation
- •Megaphones
- •Questions
- •Answers
- •17 Fuel Jettison
- •Fuel Jettison
- •Jettison System Certification Requirement
- •Jettisoning Procedure
- •Safety
- •Questions
- •Answers
- •18 Transport of Dangerous Goods by Air
- •Transport of Dangerous Goods by Air
- •Technical Instructions
- •Labelling and Packaging
- •Loading Restrictions
- •Provision of Information
- •Emergencies
- •Training
- •Accident and Incident Reporting
- •Acceptance of Dangerous Goods
- •Inspection for Damage, Leakage or Contamination
- •Labelling
- •Questions
- •Answers
- •19 Contaminated Runways
- •Contaminated Runways
- •Contaminated Runway
- •Damp Runway
- •Wet Runway
- •Dry Runway
- •Contaminant Depth Limitations
- •Aquaplaning (Hydroplaning)
- •Braking Action
- •Coefficient of Friction
- •Performance Considerations
- •SNOWTAMs
- •Questions
- •Answers
- •20 Revision Questions
- •Questions
- •Answers
- •21 Index
9 MNPSA
MNPSA 9
•Assess the situation.
•Prepare a proposal to put to the OACC.
•Advise and consult with the OACC.
•Obtain appropriate re-clearance prior to deviation from the previous clearance.
Whilst continuing the flight, the pilot should closely monitor the remaining system and crosscheck heading information with the mag compass and visual indications such as other aircraft tracks and contrail direction. The pilot should also attempt to establish communications with another aircraft that the pilot can see and cross-check heading information with the other aircraft. If the remaining system fails after entering the MNPSA, the pilot should:
•Notify the OACC immediately.
•Make best use of the information obtained from other aircraft.
•Keep a good look out for other aircraft.
•Make maximum use of exterior lights.
•Consider climbing or descending 500 ft.
•Revert to manual navigation if the navigation computer has failed.
Errors Associated with Oceanic Clearances
Navigation errors associated with oceanic clearances fall into several categories of which the most significant are ATC system loop errors and waypoint insertion errors.
ATC System Loop Errors
An ATC system loop error is any error caused by a misunderstanding between the pilot and the controller regarding the assigned flight level, Mach number or route to be followed. Such errors can arise from:- incorrect interpretation of the NAT track message by dispatchers; errors in co-ordination between OACs; or misinterpretation by pilots of oceanic clearances. Errors of this nature, which are detected by ATC from pilot position reports will normally be corrected. However, timely ATC intervention cannot always be guaranteed, especially as it may depend on the use of third-party HF (or even voice communications).
Waypoint Insertion Errors
Experience has shown that many of the track-keeping errors in the NAT MNPS Airspace occur as a result of crews programming the navigation system(s) with incorrect waypoint data. These are referred to as waypoint insertion errors. They frequently originate from:
a.Failure to observe the principles of checking waypoints to be inserted in the navigation systems, against the ATC cleared route.
b.Failure to load waypoint information carefully.
c.Failure to cross-check on-board navigation systems.
Pre-flight and In-flight Procedures
The pre-flight procedures for any NAT MNPS flight must include a UTC time check and resynchronization of the master clock. Operators must ensure that flight crew are familiar with the concept of cross-checking route inputs into the FMS. Ideally the route would be loaded independently, (each pilot loading his own FMS if this is the type of system installed) then cross-checked by the other pilot. This should be done by noting the position in the system, then comparing it to the Master Document, rather than the other way around. Alignment of
138
MNPSA 9
the IRS, or Satellite Availability Prediction Programme, for flights using GNSS, must be ensured, and an altimeter cross-check conducted. Prior to entering the NAT OCA a check of the SELCAL, master clock and altimeter cross-check must be conducted. The altimeters must be within 200 ft of each other, and the standby altimeter difference should be noted, so that the error can be applied should there be a failure of the primary systems. The altimeters are to be compared at each subsequent waypoint, and disagreements in excess of 200 ft must be reported.
MNPSA 9
139
|
9 |
|
Questions |
|
||
Questions |
|
|||||
|
|
|
|
|
||
|
|
|
|
1. |
What is the procedure if unable to continue in accordance with your clearance on |
|
|
|
|
|
|
the NAT OTS? |
|
|
|
|
|
|
a. |
Attempt to obtain a re-clearance, but if unable turn to take up a track offset |
|
|
|
|
|
|
by 1 or 2 nautical miles to the right and climb/descend 500 ft |
|
|
|
|
|
b. |
Immediately climb to above FL410 or descend to below FL290 |
|
|
|
|
|
c. |
Turn to take up a track offset by 500 NM and climb or descend 15 ft |
|
|
|
|
|
d. |
Turn to take up a track offset by 15 NM and climb/descend 500 ft |
|
|
|
|
2. |
What is the procedure for loss of HF comms on the North Atlantic? |
|
|
|
|
|
|
a. |
Return to point of departure |
|
|
|
|
|
b. |
Continue in accordance with flight plan or, if cleared to do something else |
9 |
|
|
|
|
immediately return to flight plan route |
|
|
|
|
|
|
c. |
Turn to take up a track offset by 15 NM from track, and climb/descend 500 ft |
Questions |
|
|||||
|
d. |
Continue in accordance with your last acknowledged clearance |
||||
3. |
If travelling west at 72°N how often would you make a position report? |
|||||
|
|
|
|
|
a. |
Every hour |
|
|
|
|
|
b. |
Every 10° of longitude |
|
|
|
|
|
c. |
Every 20° of latitude |
|
|
|
|
|
d. |
Every 20° of longitude |
|
|
|
|
4. |
What does MASPS stand for? |
|
|
|
|
|
|
a. |
Minimum Aeroplane Separation Procedures |
|
|
|
|
|
b. |
Maximum Altitude Separation Parameters |
|
|
|
|
|
c. |
Minimum Aircraft System Performance Specification |
|
|
|
|
|
d. |
Maximum Aircraft Seating for Passengers Specification |
|
|
|
|
5. |
What specifically must be checked prior to oceanic flight? |
|
|
|
|
|
|
a. |
Altimeters, waypoint insertion, master clock |
|
|
|
|
|
b. |
Altimeters, FMS, master clock, machmeter |
|
|
|
|
|
c. |
FMS, FGS, NOTAMS, in-flight catering |
|
|
|
|
|
d. |
ELTs, TLAs, FMS, FGS |
|
|
|
|
6. |
Over the North Atlantic, outside the times of the OTS which of the following |
|
|
|
|
|
|
aircraft would be on the correct FL? |
|
|
|
|
|
|
a. |
Flying 045° at FL340 |
|
|
|
|
|
b. |
Flying 090° at FL340 |
|
|
|
|
|
c. |
Flying 270° at FL340 |
|
|
|
|
|
d. |
Flying 315° at FL430 |
|
|
|
|
7. |
What information must a pilot give when calling for oceanic clearance? |
|
|
|
|
|
|
a. |
Time of entry, FL and type of aircraft |
|
|
|
|
|
b. |
Maximum Mach number and FL |
|
|
|
|
|
c. |
Maximum attainable FL and POB |
|
|
|
|
|
d. |
FL requested and maximum attainable FL |
140
Questions 9
Questions 9
141