ATPL - 071.01.03 LO

071_01_03.txt

03.01 Flight Management
01 Minimum time routes: define and interpret minimum time route (route that gives the shortest flight time from departure to destination adhering to all ATC and airspace restrictions).
02 State the circumstances in which a takeoff alternate must be selected. Source: Point CAT. OP.MPA.180 ‘Selection of aerodromes — aeroplanes; Point CAT.OP.MPA.181 ‘Selection of aerodromes and operating sites — helicopters’
03 State the maximum flight distance of a takeoff alternate for: — two-engined aeroplanes; — ETOPS-approved aeroplanes; — three- or four-engined aeroplanes. Source: Point CAT. OP.MPA.180 ‘Selection of aerodromes — aeroplanes’; Point CAT.OP.MPA.181 ‘Selection of aerodromes and operating sites — helicopters’
04 State the factors to be considered in the selection of a takeoff alternate. Source: Point CAT.OP.MPA.185 ‘Planning minima for IFR flights — aeroplanes’; Point CAT.OP.MPA.186 ‘Planning minima for IFR flights — helicopters’
05 State when a destination alternate need not be selected. Source: Point CAT.OP.MPA.180 ‘Selection of aerodromes — aeroplanes’; Point CAT.OP.MPA.181 ‘Selection of aerodromes and operating sites — helicopters’
06 State when two destination alternates must be selected. Source: Point CAT.OP.MPA.180 ‘Selection of aerodromes —aeroplanes’; Point CAT.OP.MPA.181 ‘Selection of aerodromes and operating sites — helicopters’
07 State the factors to be considered in the selection of a destination alternate aerodrome. Source: Point CAT.OP.MPA.185 ‘Planning minima for IFR flights-aeroplanes’; Point CAT. OP.MPA.186 ‘Planning minima for IFR flights-helicopters’
08 State the factors to be considered in the selection of an enroute alternate aerodrome. Source: Point CAT.OP.MPA.185 ‘Planning minima for IFR flights — aeroplanes’

03.02 Transoceanic and Polar Flights
01 According to ICAO Doc 7030, explain that special rules apply to the North Atlantic (NAT) Region, and crews need to be specifically trained before flying in this area. Source: NAT 007, 1.3.8 Crew Training
02 Describe the possible indications of navigation system degradation, including any system-generated warning. Source: NAT 007, Chapter 12 Procedures in the event of navigation system degradation or failure
03 Describe by what emergency means course and inertial navigation system (INS) can be cross-checked in the case of three navigation systems and two navigation systems. Source: NAT 007, Chapter 12 Procedures in the event of navigation system degradation or failure
04 Describe the general ICAO procedures applicable in NAT airspace if the aircraft is unable to continue the flight in accordance with its air traffic control (ATC) clearance. Source: NAT 007, 13.2 General procedures
05 Describe the ICAO procedures applicable in NAT airspace in case of radio-communication failure. Source: NAT 007, 6.6 HF Communications failure
06 Describe the recommended initial action if an aircraft is unable to obtain a revised ATC clearance. Source: NAT 007, Chapter 13 Special procedures for in-flight Contingencies
07 Describe the subsequent action for aircraft able to maintain assigned flight level and for aircraft unable to maintain assigned flight level. Source: NAT 007, Chapter 13 Special procedures for in-flight contingencies
08 Describe determination of tracks and courses for random routes in NAT airspace. Source: ICAO Doc 7030, NAT 2.1.9.1 General; NAT 007, 2.1.3; NAT 007, Chapter 4 Flight Planning
09 Specify the method by which planned tracks are defined (by latitude and longitude) in the NAT airspace: when operating predominately in an east–west direction south of 70°N, and when operating predominately in an east–west direction north of 70°N. Source: ICAO Doc 7030, NAT 2.1.9 Route; NAT 007, Chapter 4 (Flights Planning on Random Route Segments in a Predominantly East - West Direction)
10 State the maximum flight time recommended between significant points on random routes. Source: ICAO Doc 7030, NAT 2.1.9 Route; NAT 007, Chapter 4 (Flights Planning on Random Route Segments in a Predominantly East - West Direction and Predominantly North - South Direction)
11 Specify the method by which planned tracks for random routes are defined for flights operating predominantly in a north–south direction. Source: ICAO Doc 7030, NAT 2.1.9 Route; NAT 007, Chapter 4 (Flights Planning on Random Routes in a Predominantly North - South Direction)
12 Describe how the desired random route must be specified in the ATC flight plan. Source: NAT 007, 4.2 Flight planning requirements on specific routes
13 Describe what precautions can be taken when operating in the area of compass unreliability as a contingency against INS failure. Source: NAT 007, Chapter 12 Procedures in the event of navigation system degradation or failure (not including detailed information on route structures and their coordinates); NAT 007, Chapter 8 (Master document - position plotting)

03.03 NAT Region North Atlantic Operations and Airspace Manual
01 State the lateral dimensions (in general terms) and vertical limits of the NAT HLA. Source: NAT 007, 17.1 GENERAL: 17.1.1 and 17.1.2
02 Define the following acronyms: LRNS, MASPS, NAT HLA, OCA, OTS, PRM, RVSM, SLOP, and Describe the routes for aircraft with short-range navigation equipment only. Source: NAT 007, 1.4.2; 1.4.3 WATRS. Source: NAT 007, Glossary of Terms
03 State the NAT HLA operations. Source: NAT 007, 1.1.2; 1.1.3; 1.1.5; 1.1.6; 1.1.7; 1.2.1; 1.2.2;
04 Describe the routes for aircraft with only one long-range navigation system (LRNS). Source: NAT 007, 1.4.1
05 Describe the routes for aircraft with short-range navigation equipment only. Source: NAT 007, 1.4.2; 1.4.3
06 Explain why the horizontal (i.e., latitudinal and longitudinal) and vertical navigation performance of operators within NAT HLA is monitored on a continual basis. Source: NAT 007, 1.9.1
07 Describe the organised track system (OTS). Source: NAT 007, 2.1 GENERAL; 2.2 Construction of the organised track system (OTS)
08 State the OTS changeover periods. Source: NAT 007, 2.4 OTS Changeover periods
09 Describe the NAT track message. Source: NAT 007, 2.3 The NAT track message
10 Illustrate routes between northern Europe and the Spain/Canaries/Lisbon flight information region (FIR) (T9, T13 and T16) within NAT HLA.
11 Describe the function of the North American Routes (NARs) and Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA). Source: NAT 007, 3.3 Route structures adjacent to the NAT HLA
12 State that all flights should plan to operate on great-circle tracks joining successive significant waypoints. Source: NAT 007, 4.1.3
13 State that during the hours of validity of the OTS, operators are encouraged to plan flights: — in accordance with the OTS; — or along a route to join or leave an outer track of the OTS; — or on a random route to remain clear of the OTS, either laterally or vertically. Source: NAT 007, 4.1.4
14 State which flight levels are available on OTS tracks during OTS periods. Source: NAT 007, 4.1.10; 4.1.11 and 4.1.12 (dates not required)
15 State which flight levels are to be planned on random tracks or outside OTS periods. Source: NAT 007, 4.1.13
16 Selection of cruising altitude. Specify the appropriate cruising levels for normal long-range IFR flights and for those operating on the North Atlantic OTS. Source: NAT 007, Chapter 4 Flight Planning - Flight Levels; SERA
17 Oceanic ATC clearances. State that it is recommended that pilots should request their oceanic clearance at least 40 minutes prior to the oceanic entry point estimated time of arrival (ETA). Source: NAT 007, 5.1.2
18 State that pilots should notify the oceanic area control centre (OAC) of the maximum acceptable flight level possible at the boundary. Source: NAT 007, 5.1.3
19 State that at some aerodromes which are situated close to oceanic boundaries, the oceanic clearance must be obtained before departure. Source: NAT 007, 5.1.5
20 State that if an aircraft, which would normally be RVSM- or NAT HLA-approved, encounters, whilst en-route to the NAT oceanic airspace, a critical in-flight equipment failure, or at dispatch is unable to meet the MEL requirements for RVSM or NAT HLA approval of the flight, then the pilot must advise ATC at initial contact when requesting oceanic clearance. Source: NAT 007, 5.1.6
21 State that after obtaining and reading back the clearance, the pilot should monitor the forward estimate for oceanic entry, and if this changes by 3 minutes or more, unless providing position reports via automatic dependent surveillance — contract (ADS-C), the pilot must pass a revised estimate on to ATC. Source: NAT 007, 5.1.7
22 State that pilots should pay particular attention when the issued clearance differs from the flight plan as a significant proportion of navigation errors investigated in the NAT Region involve aircraft which have followed their flight plan rather than the differing clearance. Source: NAT 007, 5.1.8
23 State that if the entry point of the oceanic route for which the flight is cleared differs from that originally requested or the oceanic flight level differs from the current flight level, the pilot is responsible for requesting and obtaining the necessary domestic reclearance. Source: NAT 007, 5.1.9
24 State that there are three elements to an oceanic clearance: route, Mach number, and flight level, and that these elements serve to provide for the three basic elements of separation: lateral, longitudinal, and vertical. Source: NAT 007, 5.1.1
25 Communications and position-reporting procedures. State that pilots communicate with OACs via aeradio stations staffed by communicators who have no executive ATC authority. Source: NAT 007, 6.1.1
26 State that messages are relayed from the ground station to the air traffic controllers of the relevant OAC for action. Source: NAT 007, 6.1.1
27 State that frequencies from the lower HF bands tend to be used for communications during night-time and those from the higher bands during daytime. Generally, in NAT, frequencies of less than 7 MHz are utilised at night and frequencies greater than 8 MHz are utilised during the day. When initiating contact with an aeradio station, the pilot should state the HF frequency in use. Source: NAT 007, 6.1.4 and 6.1.7
28 State that since oceanic traffic typically communicates with ATC through aeradio facilities, a satellite communication (SATCOM) call, made due to unforeseen inability to communicate by other means, should be made to such a facility rather than the ATC centre, unless the urgency of the communication dictates otherwise. Source: NAT 007, 6.1.17
29 State that an air-to-air VHF frequency has been established for worldwide use when aircraft are out of range of VHF ground stations which utilise the same or adjacent frequencies. This frequency, 123.45 MHz, is intended for pilot-to-pilot exchanges of operationally significant information. Source: NAT 007, 6.2.2
30 State that any pilot, who provides position reports via data-link and encounters significant meteorological phenomena (such as moderate/severe turbulence or icing, volcanic ash or thunderstorms), should report this information. Source: NAT 007, 6.5.2
31 State that all turbine-engined aeroplanes having a maximum certified takeoff mass exceeding 5 700 kg or authorised to carry more than 19 passengers are required to carry and operate airborne collision avoidance system (ACAS) II in the NAT Region. Source: NAT 007, 6.9.1
32 State that even with the growing use of data-link communications, a significant volume of NAT air–ground communications are conducted using voice on single sideband (SSB) HF frequencies. To support air–ground ATC communications in the North Atlantic Region, 24 HF frequencies have been allocated, in bands ranging from 2.8 to 18 MHz. Source: NAT 007, 6.1.3
33 Application of the Mach number technique (NAT HLA) State that practical experience has shown that when two or more turbojet aircraft, operating along the same route at the same flight level, maintain the same Mach number, they are more likely to maintain a constant time interval between each other than when using other methods. Source: NAT 007, 7.2.1
34 State that after leaving oceanic airspace, pilots must maintain their assigned Mach number in domestic controlled airspace unless and until the appropriate ATC unit authorises a change. Source: NAT 007, 7.4.1
35 NAT HLA flight operation and navigation procedures. State that the pre-flight procedures for any N§AT HLA flight must include a Universal Time Coordinated (UTC) time check. Source: NAT 007, 8.2.2
36 Describe the function and use of the master document. Source: NAT 007, 8.2.5 to 8.2.9
37 State the requirements for position plotting. Source: NAT 007, 8.2.10 to 8.2.13
38 Describe the pre-flight procedures for: — the alignment of IRS;— the satellite navigation availability prediction programme for flights using global navigation satellite long-range navigation system (GNSS LRNS);— loading of initial waypoints; and — flight plan check. Source: NAT 007, 8.3.2 to 8.3.5; 8.3.6 to 8.3.8; 8.3.13 to 8.3.17
39 Describe the strategic lateral offset procedure (SLOP) and state that along a route or track aircraft may fly offsets right of centreline to up to a maximum of 2 NM and offsets left of centreline are not permitted. Source: NAT007 8.5.9
40 State that RNAV 10 retains the RNP 10 designation, as specified in the Performance-based Navigation Manual (ICAO Doc 9613), 1.2.3.5. (ICAO Doc 7030, NAT Chapter 4). Source: NAT 007, 1.3.4
41 State that both aircraft and operators must be RNP 10- or RNP 4-approved by the State of the Operator or the State of Registry, as appropriate. Source: NAT 007, 1.3.4
42 State that RNP 10 is the minimum navigation specification for the application of 93 km (50 NM) lateral separation. Source: NAT 007, 1.3.4 and 4.1.18
43 Reduced vertical separation minima (RVSM) flight in NAT HLA State the altimeter cross-check to be performed before entering NAT HLA. Source: NAT 007, 9.1.10
44 State the altimeter cross-check to be performed when entering and flying in NAT HLA. Source: NAT 007, 9.1.12
45 State that pilots not using controller–pilot data-link communications (CPDLC)/ADS-C always report to ATC immediately on leaving the current cruising level and on reaching any new cruising level. Source: NAT 007, 9.1.15
46 State that flight crew should report when a 300-ft deviation or more occurs. Source: NAT 007, 11.3.4 and 11.3.6
47 Navigation planning procedures List the factors to be considered by the commander before commencing the flight. Source: NAT 007, 8.3 Pre-flight procedures, Navigation system degradation (NAT Doc 007, Chapter 12)
48 Navigation system degradation (NAT Doc 007, Chapter 12) For this part, consider aircraft equipped with only two operational LRNSs and state the requirements for the following situations: — one system fails before takeoff; — one system fails before the OCA boundary is reached; — one system fails after the OCA boundary is crossed; and — the remaining system fails after entering NAT HLA. Source: NAT 007, 12.2
49 Special procedures for in-flight contingencies (NAT Doc 007, Chapter 13) State the general procedures and also state that the general concept of these NAT in-flight contingency procedures is, whenever operationally feasible, to offset the assigned route by 15 NM and climb or descend to a level which differs from those normally used by 500 ft if below FL 410 or by 1 000 ft if above FL 410. Source: NAT 007, 13.1 and 13.2
50 State all the factors which may affect the direction of turn including: — direction to an alternate aerodrome; — terrain clearance; — levels allocated on adjacent routes or tracks and any known SLOP offsets adopted by other nearby traffic. Source: NAT 007, 13.3.2
51 State that if the deviation around severe weather is to be greater than 5 NM, the assigned flight level must be changed by plus/minus 300 ft depending on the followed track and the direction of the deviation. Source: NAT 007, 13.4