Page 6 - InterPilot Issue 3 2015
P. 6


readback errors, mis-reading CPDLC cases, going direct before the clearance point
messages, lack of ATC awareness of only results in a few miles “off course”, but still
non-conformance ADS messages or flight crew operating in SHANWICK’s airspace until 15W
waypoint entry errors. In many cases, simply (SOMAX) is considered a deviation.
following well-established Oceanic checklist The potential for a conflict does exit with a
procedures would have prevented receiving the number of Oceanic exit fixes involving the
message “BE ADVISED REPORTING NOTA, SOTA and BOTA, and the large
ACTION WILL BE TAKEN.” number of airliners crossing/transiting those
The following paragraphs summarize a areas.
number of common themes identified at the
ELEMENT INTERPRETATION The most common misconception is “a
On occasions, lateral errors are as a result of clearance is only required if making a large
flight crews receiving a clearance (see below) deviation.” A potential source of this
and interpreting the text “ENTRY POINT misconception is the requirement to adjust the
CHANGE ROUTE AMENDMENT” as a altitude when making a weather deviation of
single element rather than TWO elements: the greater than 10 NM – leading one to believe
first, “ENTRY POINT CHANGE” and the lesser deviations are of minimal concern.
Captain Mike Hynes second, “ROUTE AMENDMENT.” In many of
Regional Vice President North Atlantic (RVP NAT) these cases the crew focused on the change in NAT weather deviations could require multiple
Member of ALPA-I
entry point and missed that a lat/long steps:
waypoint (usually mid-ocean) has also 1. request the deviation no matter how little
FALPA has been a proactive member of the changed. a deviation is needed (do not wait until 3
IICAO North Atlantic (NAT) Working minutes from the storm,
Groups (WGs) for many years. At a typical CLX 1029 05-FEB-15 EGGX CLRNCE 168 2. ATC will state “UNABLE DUE TO
meeting, the IFALPA representative is the only ABC1401 CLEARED TO MUVR VIA DINIM TRAFFIC” on some occasions. Remember
active pilot present. In particular, operational RANDOM ROUTE all Oceanic airspace is procedural based,
flight crew participation is most valuable at the 50/20 48/30 45/40 41/50 38/55 35/60 BOA meaning time (5-10 minutes), distance (60
NAT Scrutiny Group (NAT SG) meeting. FM DINIM/1145 MNTN F380 M0810 NM lateral) and altitude (1000 ft)
The NAT SG is tasked with reviewing all of ATC/LEVEL CHANGE ENTRY POINT separated, not radar separated. For the
the NAT errors, deviations and interventions/ CHANGE ROUTE AMENDMENT Oceanic controller to grant a 15 NM
preventions that occur during a six-month deviation either requires all adjacent
traffic to move over 15NM or no traffic on
time period. A typical meeting will review FLYING THE ORIGINAL FLIGHT PLAN the adjacent track.
between 125 – 175 reports. The most recent NOT THE CLEARANCE
period reviewed 47 Lateral errors, 47 Vertical This is the most common error in the NAT. 3. if a deviation is still needed, ATC must be
errors and 33 Interventions. While 127 errors Most of the recent cases involved a flight crew informed:
appears high, remember there were over simply not executing the new route received “ROGER EXECUTING WEATHER
210,000 flights across the NAT in the same from Air Traffic Controllers (ATC). CONTINGENCY PROCEDURE
time period. Any one error has the potential to These errors also include Eastbound flights DEVIATING XX MILES YY
be a mid-air collision thus the importance of on a routing such as “50/20 SOMAX ASTUR.” DIRECTION.”
reviewing all events. As the flight approaches SOMAX at about
Determining causal factors and 16W, they receive the VOICE clearance from 4. ATC will then respond with a “ROGER
communicating the importance of adherence SHANNON (not SHANWICK) - “RADAR REPORT BACK ON TRACK/COURSE.”
This is ATC’s method of passing traffic
to Oceanic procedures to all flight crews is a IDENTIFIED, AFTER SOMAX proceed direct separation responsibilities to the flight
key component of maintaining NAT safety. XXYY.” Naturally the flight crew focuses on the crew until re-joining the route. Depending
Unfortunately, well over 75% of the errors are words “RADAR and DIRECT” and miss the on how far away other traffic is, ATC may
human related; whether simple hearback/ “AFTER” portion of the clearance. In many advise the traffic on the adjacent tracks.

ISSUE 3 | 2015 InterPilot | The Safety and Technical Journal of IFALPA
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