Serial Number: 2012-024 Issued: 13 February 2012

Subject: Sample Oceanic Checklists

The purpose of North Atlantic Operations Bulletin 2012-024 is to promulgate the Sample Oceanic Checklist
and the Sample Expanded Oceanic Checklist.

This NAT OPS Bulletin supersedes NAT OPS Bulletin, Serial Number: 2011-019.

These checklists are promulgated by the NAT Safety Oversight Group (NAT SOG).

Questions or comments regarding this Bulletin may be directed to:

The European and North Atlantic Office of ICAO: icaoeurnat@paris.icao.int

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 NAT OPS BULLETIN 2012-024 Sample Oceanic Checklists

SAMPLE OCEANIC CHECKLIST as of 13 February 2012

Note: ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have created this checklist.
For reference only, it is not intended to replace an operators oceanic checklist. Operators without an oceanic checklist are
encouraged to use this sample and tailor it to their specific needs and approvals. This checklist focuses on an orderly flow
and ways to reduce oceanic errors. Operators should also review the attached expanded checklist. Headings in BLUE are
hyperlinked. The Oceanic Errors Safety Bulletin (OESB) should be used together with this checklist. The OESB can be
found at http://www.paris.icao.int/. Operators should use an Oceanic Checklist as part of their Safety Management System
(SMS).
FLIGHT PLANNING Confirm Flight Level, Mach and Route for
Plotting Chart plot route coast out to out to coast crossing
Advise ATC When Able Higher (WAH)
in
Ensure aircraft performance capabilities for
Equal Time Points (ETP) - plot
maintaining assigned altitude/assigned Mach
Track message (current copy available for all
Reclearance update LRNS, CFP and plotting
crossings)
chart
Note nearest tracks on plotting chart
Check track and distance for new route
Review possible navigation aids for accuracy
Altimeter checks - record readings
check prior to coast out
Compass heading check record
PREFLIGHT
Master Clock for all ETAs/ATAs
AFTER OCEANIC ENTRY
Squawk 2000 30 minutes after entry, if
Maintenance Log check for any navigation/
applicable
communication/surveillance or RVSM issues
Maintain assigned Mach, if applicable
RVSM
VHF radios-set to interplane and guard frequency
Altimeter checks (tolerance)
Strategic Lateral Offset Procedures (SLOP) - SOP
Wind shear or turbulence forecast
Hourly altimeter checks
Computer Flight Plan (CFP) vs ICAO Flight Plan
(check routing, fuel load, times, groundspeeds) APPROACHING WAYPOINTS
Dual Long Range NAV System (LRNS) for Confirm next latitude/longitude
remote oceanic operations
HF check (including SELCAL) OVERHEAD WAYPOINTS
Confirm Present Position coordinates (best source) Confirm aircraft transitions to next waypoint
Master CFP (symbols , , \, X) Check track and distance against Master CFP
LRNS programming Confirm time to next waypoint
Check currency and software version Note: 3-minute or more change requires ATC
Independent verification notification
Check expanded coordinates of waypoints Position report - fuel
Track and distance check ( 2 and 2 NM)
Upload winds, if applicable 10-MINUTE PLOT (APPR. 2 of
Groundspeed check LONGITUDE AFTER WAYPOINT)
Record time and latitude/longitude on plotting
TAXI AND PRIOR TO TAKE-OFF chart non steering LRNS
Groundspeed check
Present Position check MID POINT
Midway between waypoints compare winds from
CLIMB OUT CFP, LRNS and upper millibar wind charts
Transition altitude set altimeters to 29.92 inches Confirm time to next waypoint
(1013.2 hPa)
Manually compute ETAs above FL180 COAST IN
Compare ground based NAVAID to LRNS
PRIOR TO OCEANIC ENTRY Remove Strategic Lateral Offset
Gross error accuracy check record results Confirm routing after oceanic exit
HF check, if not done during pre-flight
Log on to CPDLC or ADS 15 to 45 minutes prior, DESCENT
if equipped Transition level - set altimeters to QNH
Obtain oceanic clearance from appropriate
clearance delivery DESTINATION/BLOCK IN
Confirm and maintain correct Flight Level at Navigation Accuracy Check
oceanic boundary RVSM write-ups

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 NAT OPS BULLETIN 2012-024 Sample Oceanic Checklists

SAMPLE EXPANED OCEANIC CHECKLIST as of 13 February 2012

Note: ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have created
this checklist. For reference only, it is not intended to replace an operators oceanic checklist. Operators
without an oceanic checklist are encouraged to use this sample and tailor it to their specific needs and
approvals. This checklist focuses on an orderly flow and ways to reduce oceanic errors. The Oceanic Errors
Safety Bulletin (OESB) should be used together with this checklist. The OESB can be found at
http://paris.icao.int/. Operators should use an Oceanic Checklist as part of their Safety Management System
(SMS).

FLIGHT PLANNING
Plotting Chart
A plotting chart of appropriate scale should be used for all remote oceanic operations. This includes using a
plotting chart for published oceanic routes and tracks. ICAO groups who review oceanic errors have
determined that the routine use of a plotting chart is an excellent aid to reduce lateral errors. A plotting chart
can also serve as a critical aid in case of partial or total navigation failure. It should be noted that the pilot
should read from the plotting chart back to the master CFP when verifying data. To read from the Master
CFP to the plotting chart is a human factors issue that has lead to errors based on seeing what we expect to
see.
Equal Time Point (ETP)
ETPs should be computed for contingencies such as medical divert, engine loss or rapid depressurization. A
simultaneous engine loss and rapid depressurization should also be considered. It is advisable to note the
ETPs on the plotting chart. Crewmembers should review with each other the appropriate diversion airport(s)
when crossing ETPs. Pilot procedures should also include a manual method for computing ETPs. Crews
should not enter ETPs in the Long Range Navigation System (LRNS) as this has led to Gross Navigation
Errors.
Track message
Crews must have a current track message even if filed for a random route or filed above North Atlantic
MNPSA. Reviewing the date, effective Zulu time and Track Message Identifier (TMI) ensures having a
current track message on board. The TMI is linked to the Julian Date. Operators must also ensure that their
flight planning and operational control process notify crewmembers in a timely manner of any amendments
to the daily track message. Plotting tracks near the assigned route can help situational awareness in case the
crew needs to execute a contingency procedure.
Review possible navigation aids for accuracy check prior to coast out
It is good practice to discuss in advance a primary and secondary ground based navigational aid that will be
used to verify the accuracy of the LRNS. This planning may help to identify intended navigation aids that are
limited or NOTAMed unusable and is helpful when departing airports close to oceanic airspace. Examples
include Shannon (EINN), Lisbon (LRRT), Los Angeles (KLAX), etc.

PREFLIGHT
Master Clock
It is a requirement to have a master clock on board synchronized to UTC or GPS. This time source, which is
typically the Flight Management System (FMS), must be used for all ETAs and ATAs. The use of multiple
time sources on the aircraft has lead to inconsistencies in reporting times to ATC and resulted in a loss of
longitudinal separation.

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 NAT OPS BULLETIN 2012-024 Sample Oceanic Checklists

Maintenance Log
Before entering a special area of operation, crews should focus on any write-ups that affect communication,
navigation, surveillance or RVSM requirements. Any discrepancies noted in the maintenance log or during
the walk-around may require delays or rerouting.
RVSM
Required equipment includes two primary independent altimetry sources, one altitude alert system and one
automatic altitude control system. In most cases a functioning transponder that can be linked to the primary
altimetry source is also required. Crews should note any issues that can affect accurate altimetry.
Altimeter checks
Before taxi, crews should set their altimeters to the airport QNH. Both primary altimeters must agree within
75 feet of field elevation. The two primary altimeters must also agree within the limits noted in the aircraft
operating manual.
Wind Shear or Turbulence Forecast
The Master Computer Flight Plan (CFP) with projected wind shear or the turbulence forecast documents
should be reviewed for flights in RVSM airspace. Forecast moderate or greater turbulence could lead to
RVSM suspension. Operators are cautioned against flight planning through areas of forecast moderate or
greater turbulence.
Computer Flight Plan (CFP)
The document designated as the Master CFP should be carefully checked for date, type aircraft, fuel load and
performance requirements. Crosschecks should also be done for routing and forecast groundspeeds. The CFP
should be carefully checked against the ICAO filed flight plan to ensure the routing is in agreement with
both documents. The enroute time on the CFP should be compared against the distance to destination for a
reasonable groundspeed. The enroute time should also be compared against the total distance for a
reasonable fuel load.
Dual Long Range NAV System (LRNS)
Two operational LRNSs are required for remote oceanic operations. A single FMS receiving inputs from two
navigation sensors is not considered to be two LRNSs.
HF check
An HF check should be conducted on the primary and secondary HF radios in areas where dual HF radios
are required. If possible, the HF checks should be done on the ground or before entering oceanic airspace. A
SELCAL check should also be accomplished at each Oceanic Control Area (OCA) boundary even if datalink
equipped.
Confirm Present Position coordinates
Both pilots should independently verify the present position coordinates using either published ramp
coordinates or determine position from the airfield diagram. They should not rely solely on the present
position when the LRNS was shut down from the previous flight. A master source such as an enroute chart
should also be used to confirm accuracy of coordinates at the oceanic boundaries.
Master CFP symbols
Operators are encouraged to use consistent symbology on the Master CFP. For example, a circled number
() means the second crewmember has independently verified the coordinates entered or crosschecked by
the first crewmember. A checkmark () may indicate that the track and distances have been confirmed. A
diagonal line ( \ ) may indicate that the crew has confirmed the coordinates of the approaching and next way
point. An X-symbol (X) may indicate having flown overhead the way point.

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LRNS programming
Check currency and software version
It is important to check the effective date of the database. Crews should note if the database is
projected to expire during their trip. Crews are discouraged from flying with expired databases.
MELs may allow relief to fly with an expired database but require the crews to manually crosscheck
all data. The software version of the database should also be confirmed in case there has been a
change.
Independent verification
It is critical that one crewmember enters waypoint coordinates and that these are independently
checked by another crewmember. It should be noted that the pilot should read from the FMS screen
back to the master CFP when verifying data. To read from the Master CFP to the FMS is a human
factors issue that has lead to errors based on seeing what we expect to see.
Check expanded coordinates of waypoints
Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there was
an error in the expanded waypoint coordinate, but crews only checked the abbreviated coordinate.
Verifying only the abbreviated coordinate could lead to a lateral error. Flight crews should conduct a
magnetic course and distance check between waypoints to further verify waypoint coordinates.
Track and distance check
To minimize oceanic errors, it is important to conduct a magnetic course and distance check from
oceanic entry to oceanic exit. Operators should establish a tolerance such as 2 and 2NM. The
course and distance check comparing the Master CFP against the LRNS are critical in detecting
errors that may not have been noticed by simply checking coordinates. A difference of more than 2
between waypoints may be due to a difference of the magnetic variation in the database versus the
variation used in the Master CFP. Any difference outside the 2 or 2NM should be rechecked
and verified.
Upload winds
Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate
reporting of ETAs.
Groundspeed check
The groundspeed should be noted before taxiing the aircraft. Crews should expect the groundspeed to read
zero (0) knots. This procedure is a good practice to detect an error that may be developing in the LRNS.

TAXI AND PRIOR TO TAKE-OFF

Groundspeed check
During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.
Present Position check
This Present Position check is conducted after leaving the gate. Check for gross difference between this
Present Position and the gate coordinates. This check will alert the crew to possible error in the LRNS
database that can be investigated/corrected prior to take-off.

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CLIMB OUT
Transition altitude
Crews should brief the transition altitude based on information from the approach plate or from the ATIS.
After climbing through the transition altitude, the altimeters should be reset to 29.92 inches or 1013.2 hPa.
Manually compute ETAs
After climbing above the sterile altitude and time permitting crews should manually compute ETAs from
departure to destination. These should be noted on the Master CFP. This is an excellent crosscheck against
ETAs computed by the LRNS.

PRIOR TO OCEANIC ENTRY

Gross error accuracy check
Before oceanic entry, the accuracy of the LRNS should be checked against a ground-based NAVAID. The
results of the accuracy check should be recorded with the time and position. A large difference between the
ground-based NAVAID and the LRNS may require immediate corrective action. Operators should establish
a gross error check tolerance based on the type LRNS. It is not advisable for crews to attempt to correct an
error by doing an air alignment or by manually updating the LRNS since this has often contributed to a Gross
Navigation Error.
HF checks
If the crew was unable to accomplish the HF and SELCAL checks on the ground, these checks must be
accomplished before oceanic entry.
Log on to CPDLC or ADS-C
Operators approved to use Controller Pilot Data Link Communications (CPDLC) or Automatic Dependent
Surveillance Contract (ADS-C) should log on to the appropriate FIR 15 to 45 minutes prior to the boundary.
Obtain oceanic clearance
Both pilots must obtain oceanic clearance from the appropriate clearance delivery. (Clearance via voice
should be at least 40 minutes prior to oceanic entry and via data link should be 30 to 90 minutes prior to
oceanic entry). Oceanic clearances from Reykjavik centre shall be obtained 15-45 minutes prior to oceanic
entry. It is important that both pilots confirm and ensure the aircraft enters the ocean at the altitude assigned
in the oceanic clearance (this may be different than the domestic cleared flight level). An oceanic clearance
typically includes a route, flight level and assigned MACH. Crews should include their requested flight level
in their initial clearance request. Some oceanic centers require pilots to advise them at the time of their
oceanic clearance When Able Higher (WAH). Crews should be confident that they are able to maintain
requested flight levels based on aircraft performance capabilities.
Reclearance
A reclearance (that is different from the oceanic route requested with the filed flight plan) is the number one
scenario which leads to a Gross Navigation Error. Crews must be particularly cautious when receiving a
reclearance. Both pilots should receive and confirm the new routing and conduct independent crosschecks
after the LRNS, Master CFP and Plotting Chart are updated. It is critical that crews check the magnetic
course and distance between the new waypoints as noted in PREFLIGHT under the paragraph LRNS
Programming.
NOTE: Track and distance tables are available commercially for every ten degrees of longitude.
Altimeter checks
Crews are required to check the two primary altimeters which must be within 200 ft of each other. This
check is conducted while at level flight. The stand-by altimeter should also be noted. The altimeter readings
should be recorded along with the time.

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Compass heading check

It is recommended to conduct a compass heading check and record the results. This check is particularly
helpful with inertial systems. The check can also aid in determining the most accurate compass if a problem
develops over water.

AFTER OCEANIC ENTRY

Squawk 2000
Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may be regional
differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS). Crews
transiting Reykjaviks airspace must maintain last assigned Squawk.
Maintain assigned Mach
Some oceanic clearances include a specific Mach. There is no tolerance for this assigned Mach. The
increased emphasis on longitudinal separation requires crew vigilance in a separation based on assigned
Mach. The requirement is to maintain the true Mach which has been assigned by ATC. In most cases, the
true Mach is the indicated Mach. Some aircraft, however, require a correction factor.
NOTE: Crews must ensure they fly the assigned Mach and not ECON mode or Long Range Cruise.
VHF radios
After going beyond the range of the assigned VHF frequency, crews should set their radios to interplane
(123.45) and guard frequency (121.5).
Strategic Lateral Offset Procedures (SLOP)
The SLOP should be Standard Operating Procedure (SOP) for all oceanic crossings. This procedure was
developed to reduce the risk from highly accurate navigation systems or operational errors involving the
ATC clearance. SLOP also replaced the contingency procedure developed for aircraft encountering wake
turbulence. Depending upon winds aloft, coordination between aircraft to avoid wake turbulence may be
necessary. This procedure, which distributes traffic between flying centerline, 1 NM or 2 NM right of
centerline, greatly reduces the risk to the airspace by the nature of the randomness. Operators that have an
automatic offset capability should fly 1 NM or 2 NM right of the centerline. Aircraft that do not have an
automatic offset capability (that can be programmed in the LRNS) should fly the centerline only. SLOP was
not developed to be used only in contingency situations.
Hourly altimeter checks
Crews are required to observe the primary and stand-by altimeters each hour. It is recommended that these
hourly checks be recorded with the readings and times. This documentation can aid crews in determining the
most accurate altimeter if an altimetry problem develops.

APPROACHING WAYPOINTS
Confirm next latitude/longitude
Within a few minutes of crossing an oceanic waypoint crews should crosscheck the coordinates of that
waypoint and the next waypoint. This check should be done by comparing the coordinates against the
Master CFP based on the currently effective ATC clearance.

OVERHEAD WAYPOINTS
Confirm aircraft transitions to next waypoint
When overhead an oceanic waypoint, crews should ensure that the aircraft transitions to the next leg. This is
confirmed by noting the magnetic heading and distance to the next waypoint compared against the Master
CFP.

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Confirm time to next waypoint

Crews must be vigilant in passing an accurate ETA to ATC for the next waypoint. A change of three (3)
minutes or more requires that ATC be notified in a timely manner. There is substantial emphasis on reducing
longitudinal separation and this timely update must be a priority for the crews.
Position report
After passing over the oceanic waypoint, crews that give a position report to ATC must use the standard
format. Crews should also note and record their fuel status at each oceanic waypoint. This is especially
important if the cleared route and flight level differ significantly from the filed flight plan.
NOTE: Effective 18 November 2010 ICAO Annex 3 (International Standards and Recommended Practices-
Meteorological Service for International Air Navigation) Amendment 75 eliminated the requirement for
routine voice reports related to weather.

10-MINUTE PLOT
Record time and latitude/longitude on plotting chart
Approximately 10 minutes after passing an oceanic waypoint, crews should plot the latitude, longitude and
time on the plotting chart. It is advisable to plot the non-steering LRNS. A 10-minute plot can alert the crew
to any lateral deviation from their ATC clearance prior to it becoming a Gross Navigation Error. A good
crosscheck for the position of the 10-minute plot is that it is approximately 2 of longitude past the oceanic
waypoint.

MIDPOINT
Midway between waypoints
It is good practice to crosscheck winds midway between oceanic waypoints by comparing the Master CFP,
LRNS and upper millibar wind chart. This crosscheck will also aid crews in case there is a need for a
contingency procedure such as Dead Reckoning (DR).
Confirm time
It is recommended that during a wind check the crews also confirm the ETA to the next waypoint. A change
of three (3) minutes or more requires that ATC be notified in a timely manner.

COAST IN
Compare ground based NAVAID to LRNS
When departing oceanic airspace and acquiring ground based NAVAIDs, crews should note the accuracy of
the LRNS by comparing it to those NAVAIDs. Any discrepancy should be noted in the Maintenance Log.
Remove Strategic Lateral Offset
Crews using a Lateral Offset of 1 NM or 2 NM right of centerline at oceanic entry need a procedure to
remove this Lateral Offset at coast in prior to exiting oceanic airspace. It is advisable to include this as a
checklist item.
Confirm routing after oceanic exit
Before entering the domestic route structure, crews must confirm their routing to include aircraft speed.
NOTE: Crews experiencing loss of communications leaving oceanic airspace should follow State guidance
as published in AIPs.

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DESCENT
Transition level
During the approach briefing, crews should note the transition level on the approach plate or verified by
ATIS. Crews must be diligent when descending through the transition level to reset the altimeters to QNH.
This is particularly important when encountering IFR, night or high terrain situations. Any confusion
between a QNH set with inches of Mercury or hPa must be clarified.

DESTINATION/BLOCK IN
Navigation Accuracy Check
When arriving at the destination gate, crews should note any drift or circular error in the LRNS. A GPS
Primary Means system normally should not exceed 0.27 NM for the flight. Some inertial systems may drift
as much as 2 NM per hour. Because the present generation of LRNSs is highly accurate, operators should
establish a drift tolerance which if exceeded would require a write-up in the Maintenance Log. RNP
requirements demand that drift be closely monitored.
RVSM write-ups
Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the Maintenance Log.
The RVSM airspace is closely monitored for any Height Deviations. An aircraft not meeting the strict
RVSM standards must not be flight-planned into RVSM airspace without corrective action.

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