putting new wine in an old wine skin...errors by datalink a/c nearly on par with non-datalink 10...
TRANSCRIPT
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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W