1. International Training: Contingency Procedures
4/22/2017 5:11 AM
International Training: Contingency Procedures
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2. Agenda 1. Overview and General Information
2. Continental Contingency Procedures
3. Oceanic Contingency Procedures
4. Weather Deviations

3. Objectives Be able to identify when you need to notify ATC
Constant awareness of airspace requirements (navigation accuracy)
Equipment failures and/or weather conditions that could affect the aircraft’s ability to maintain navigation accuracy
Your navigation accuracy not meeting requirements
Know how to perform the appropriate contingency
State your intentions, coordinate a plan of action and obtain a revised ATC clearance.
Established contingency procedures permit you to follow such procedures in the event that it is not possible to notify ATC
Contingencies are required for anything that compromises our ability to fly the clearance within the required limits. Some examples are equipment failures, flight technical errors, aircraft navigation performance (ANP) issues and weather.

4. Using the Ipad for Procedures
Click here for access to manuals
Click here for access to notes
It is not practical to cover all contingency procedures. You can look them up as necessary on your Ipad in the Jeppesen application. You will find information in two places; the manuals and the notes. The notes are updated according to chart displayed. You will need to ensure that you have loaded the appropriate manuals using the update feature to access manuals. Now let’s get going.

5. Airspace Awareness Overview
Your cleared flight plan has performance requirements full time
Always know your current airspace requirements
Recognize if you no longer are meeting the requirements
Know what to do if that happens
Performance based navigation places navigation requirements on most all airspace. The key is to always know what airspace you are in so you can identify when you no longer meet the requirements. It is similar flying in MNPS or RNP 10 airspace all the time, but with the limits constantly changing.

6. Requirements Equipment Performance
There are two types of requirements while operating in an airspace; equipment and performance. If we fail to meet either requirement, we need to notify ATC or possibly perform the contingency procedure.

7. Equipment Failures Loss of Performance Related Equipment
Loss of Required Equipment
Loss of Performance Related Equipment
Loss FMC’s, altimeters etc. – Unable to meet airspace requirements
Loss of sensors – may be unable to meet performance requirements due to an increase of ANP error
Loss of autopilot – pilot may be unable to meet performance requirements due to FTE
The equipment that affects our capability isn’t limited to the list of required equipment on the airplane for that airspace
Equipment failures necessitating contacting ATC are not limited to required equipment. Loss of radio or satellite signals may cause ANP error to increase. Loss of related equipment such as the autopilot might cause FTE to increase. If these errors cause the total error to exceed the limit, then we need to notify ATC.

8. Contingency Procedure Types
Oceanic (Remote)
Continental (Radar)
We’ll break contingency procedures into oceanic and continental.

9. Continental Radar Contingency Procedures
BRNAV RNAV 5
PRNAV RNAV 1
RNP Approach
During RNAV/RNP operations (other than approach) anytime the deviation exceeds the limit, select a different autopilot roll or pitch mode or manually fly airplane back on course. If unable to comply, revert to other means of navigation such as conventional ground based or radar navigation.

10. Contingency Procedures If unable to obtain a clearance
BRNAV / RNAV 5
Contingency Procedures
If unable to obtain a clearance
Notify ATC of conditions (equipment failures, weather conditions …) that may affect the ability of the aircraft to maintain position within the 5 nm limit of track or airway
State intentions
Coordinate a plan of action
Obtain a revised clearance.
Prior to deviating from BRNAV airspace, follow established contingency procedures as defined by the region of operation . Obtain a clearance as soon as possible.
In certain situations where there are no contingency procedures defined and there is no contact with ATC
Perform normal oceanic contingency procedure to get off airway until ATC contact is established
Contingency procedures vary by area, so if you are unable to contact ATC, then follow the procedures for that region. If none exists, then in certain situations you may need to vacate the airway using the same procedures as for oceanic. Note strategic lateral offset is not allowed in BRNAV and or EUR RVSM designated airspace.

11. State Contingency Procedures
U.S.
Europe
For general contingency procedures, use the text pages in the Jeppesen manuals.

12. Regional Contingency Procedures
For regional contingency procedures use the notes or information on the plates as available.

13. RNAV Phraseology
Note the difference between “NEGATIVE RVSM” AND “UNABLE RVSM”.

14. Failures affecting FTE
Your airplane Bob
You are able to workaround some failures such as a flight director. As long as the autopilot is on, there is no problem. If you must manually fly, then the pilot flying should be the one with the good flight director. In this case the PM should monitor the XTK on progress page 2.

15. Multiple Failures
Use your judgment for multiple failures. For example, if you lose the flight directors and the autopilots, then you need to request radar vectors or a non-PRNAV arrival.

16. Failed Navigation SensorsX
If you lose the GPS satellite signal, then check then check the ANP to make sure it is within the required limits. Be aware of the total of your XTK error on progress page 2 and the ANP. If unable to maintain the total less than one mile, then notify ATC and request a non-PRNAV arrival or radar vectors.

17. ANP: PBN RNAV vs. RNP Airspace
RNAV Airspace
If the ANP error is too high, the EICAS “UNABLE RNP” message appears. The timeliness of your contingency depends on whether you are in RNP or RNAV airspace and phase of flight.

18. FTE or Total error: RNP Approach
If total error or deviation exceeds the limit:
Change to a non-RNP procedure
If unable, execute a missed approach unless suitable visual reference is already established
On the miss, consider requesting an alternate clearance
During RNP approach operation, anytime the deviation from the path or total error exceeds the limit you may change to a non-RNP procedure. If unable, you should execute a missed approach unless suitable visual reference is already established. In the event of a missed approach, consider requesting an alternate clearance.

19. Lost Communications
If you have a communications failure, then follow the published lost communication procedure for that arrival. For general lost communication procedures, use the Jeppesen text pages in the manuals to locate the proper procedures.

20. Oceanic
Contingency procedures for operations in RNAV 10 airspace (or on RNAV 10 routes) and RNP 4 are no different than normal oceanic emergency procedures (e.g. MNPS/RVSM). The key is that you must be able to recognize and advise ATC when the aircraft is no longer able to navigate to its RNAV 10 or RNP 4 capability.

21. RVSM Airspace Considerations
Failure of automatic altitude control systems, altitude alerter, transponder / mode C
Loss of redundancy of altimetry systems
For a loss of one primary altimetry system (greater than 200 feet difference between altimeters):
Cross check the standby altimeter and confirm accuracy of the primary
If the defective system can be identified, then use the good one.
If unable to identify primary system accuracy, notify ATC of the loss of redundancy
Loss of thrust on an engine, necessitating a descent
Turbulence that affects the capability to maintain cleared FL (± 200 feet)
Pressurization issues
When in RVSM airspace, you need to notify ATC and work out a plan for situations affecting your ability to maintain the cleared flight level. Two hundred feet is the limit for altimeter differences and altitude deviations. If you are unable to contact ATC, then follow the contingency procedure.

22. RVSM Phraseology
Note the difference between “Negative RVSM” and “UNABLE RVSM”

23. X X X RVSM Contingencies Loss of one (primary) altimeter
Ensure ATC is receiving altitude information from good altimeter
Notify ATC
Both primary altimeters fail
Maintain altitude by reference to standby altimeter
Notify ATC
Alert nearby aircraft
Execute contingency procedure if unable to contact ATC X X X
Position 1 on the transponder ATC switch sends data from the captain’s altimeter, position 2 from the first officer’s.

24. Primary Altimeters Disagree
Primary altimeters differ by more than 200 feet
Troubleshoot to determine if one is reliable
If successful then ensure ATC switch on transponder is correct, notify ATC
If not successful, then notify ATC and make a plan of action
If the primary altimeters diverge by more than 200 feet, then troubleshoot to determine which is correct. (e.g. see which one matches the prior difference to the standby altimeter) If you can determine which one is good, then proceed as mentioned prior with loss of one altimeter. If you cannot determine which one is good, then proceed as if both primary altimeters failed.

25. Uh Oh
You are eastbound approaching 40 west and an engine failure occurs.

26. Notify ATC / request clearance
PF:
Disconnect A/T & call for/set MCT
Trim before turning
PM:
Select but don’t execute ENG OUT immediately
Note speed/altitude for engine out
Bob, declare an emergency and get us routing back to Gander
Obviously, first fly the airplane, but you’ll also need to let ATC know what’s happening to work out a plan.

27. Emergency Report
Normally, during an emergency you immediately revert to voice communications. However, in certain situations, it may be more expeditious to first declare an emergency using the Emergency Report page. Sending this report automatically places Automatic Dependent Surveillance (ADS) into the emergency mode if MAYDAY was selected.

28. Send Emergency Report - CPDLC
Whatever you select will appear on the verify emergency page
If you enter SOB, then the fuel remaining appears
Selecting MAYDAY automatically selects the ADS mode to emergency
When you are done select VERIFY to go to the Verify page
Add a free text message as required
If the report looks accurate then SEND it
You use the Emergency Report page to generate the report by selecting the appropriate items. Then you select verify to use the Verify Emergency page to check your message and send it.

29. Controller Response OR CPDLC Voice Roger MayDay
The controller will acknowledge an emergency report by the most appropriate means (CPDLC or by voice contact). If you are unable to get a clearance you will have to follow the inflight contingency procedures.

30. Turn-back Step 1: Display the necessary waypoints
Select route 2 to retrieve the previous waypoints.

31. Reorganize the Waypoints
Step 2: Put the waypoints in the order to be flown
Now you have route segment you want
You want to create a route with the same active waypoint and the prior two waypoints. Since 40 West is the active waypoint you line select the next desired waypoint, 50 West and put it after 40 west. Then put the next waypoint (Gander) after 50 west. This creates the waypoints you need in the order you want them.

32. Create an Anchor point Step 3: Put the active waypoint to the top
Since 40 West was the active waypoint bring it to the top. This creates a course to intercept back to 50 West. 40 west is also know as the anchor point here.

33. Make Route 2 Active Step 4: Activate and Execute
Next activate route 2 and execute.

34. Intercept Course Step 5: Intercept course to the second waypoint
Now that you have the route in the FMC, you need to get LNAV working. You don’t want to go to 40 west, but turn around and go to 50 West, so to an intercept course to 50 West and execute.

35. Input Route Offset
Remember that the route offset works relative to the active route, so if you are reversing course, then you need to first program, activate and execute RTE 2, then do the offset.
Finally don’t forget to get a 15 nm offset on the new route. You’ll need to use heading select to get the turn going to get on an intercept heading. You might need to turn past 180° to re-intercept as you possibly will fly through 15 nm offset. Don’t forget to arm LNAV.

36. Before You Turn Communicate Lights (all exterior) Look
121.5 initially, then HF: MAYDAY MAYDAY Engine failure, declaring emergency, E/W on Track ____, at ____ West turning L/R departing FL____ for FL ____. (Or you can read you present position on POS REF page.)
Lights (all exterior)
Look
the radio/telephony phraseology for the airspace, in accordance with Doc 4444 and Doc 7030, as appropriate;
Make sure you path is clear before you begin the turn. Also squawk 7700/ADS emergency. Broadcast your aircraft ID, flight level, position (including ATS route or track) and intentions. Some considerations for the direction of the turn are direction to the alternate, terrain, SLOP being flown and where any tracks are.

37. ADS-C active (non-radar environment)
ADS Emergency
ADS-C active (non-radar environment)
Radar Environment
The ADS EMERG function enables flight crews to indicate an emergency condition to ATC. This function is operationally equivalent to squawking 7700 when in radar coverage. Unlike an SSR squawk, the ADS Emergency mode cannot differentiate between a Hijacking, a Radio Fail, or a Mayday. So there is a protocol to verify the intent.

38. ATC Receives ADS Emergency
CPDLC
Voice
N767A Confirm Speed Confirm ADS OR
If ATC receives an ADS emergency indication without any other CPDLC, SSR code, or voice confirmation of an emergency situation, they will immediately check for covert activation by either CPDLC or voice using the routine message CONFIRM SPEED and the words "CONFIRM ADS".

39. ATC Receives ADS Emergency
Note: If you have deliberately and covertly selected the ADS Emergency Mode to ON, then simply reply to the CONFIRM SPEED uplink and leave the ADS Emergency Mode in the ON position.
If the aircraft continues with the ADS emergency mode activated ATC will assume that the aircraft is in emergency conditions and will follow normal alerting procedures.
Since we have an emergency we will confirm. Normally, If you get this message, check the status of the ADS Emergency Mode. If the mode has been selected to ON accidentally, then select the "ADS Emergency Off" and notify ATC by either voice or CPDLC free text (as appropriate), of the new status by using the words "ADS RESET".

40. Climb/Descend 500 Feet
At 10 nm offset climb or descend 500 feet. Since we had an engine failure, we will bleed airspeed first to minimize our descent until 10 nm. Then we will go to our single engine altitude.

41. Fly the 15 NM Offset Checklists ATC (clearance)
New destination on RTE page…
We’re now headed back on a 15 nm offset. It’s time now to clean up and finalize things.

42. Non-Normal Checklist
Perform the Non-normal checklist at the earliest practical point.

43. Cleanup Continue Traffic Watch
Continue to try to notify ATC get clearance
Cleanup and finalize FMC route etc.
Legs page
Change Destination on RTE page or select from ALTN page
Diverting across tracks
while on offset descend below FL285 then head for alternate
Note if you don’t have fuel problems, you don’t need to do driftdown. You might want to descend faster to get down so you can divert sooner if required.
Speed
Consider using divert speed on flight plan
Work with Universal for alternate selection
Notify cabin crew
Brief on diversion airport, time, cabin advisory
TEST (Type of emergency, Evacuate signal, Signal for brace, Time) etc.
Brief passengers as required
Performance In-flight tables for range etc.
Finally it’s time to finish all the details.

44. Oceanic Contingency Procedure Summary
Fly the airplane – maintain altitude course & speed if possible
If engine failure:
disconnect A/T & call for/set MCT
PNF: select but don’t execute ENG OUT immediately; note speed/altitude for engine out
Notify ATC; radio and/or CPDLC
If no contact prepare FMC for turn to 15 nm offset
Same course: select 15 L/R offset
Reversing course: Use RTE 2 – note where current active waypoint is in list. Copy the prior two waypoints to below the active waypoint. Put the active waypoint to the top. Create L/R 15 nm offset
No FMC: Use reciprocal of mag course (not mag heading) apply wind correction (15 nm offset is 15 min)
Communicate
Broadcast (121.5/123.45), Squawk 7700, select EMERGENCY mode on CPDLC/ADS
Exterior lights on
Look for traffic
Initiate a turn to 15 nm offset
Not reversing course use LNAV. (or turn 45° in heading select )
Reversing course may need heading select initially & turn past 180° to get on intercept for LNAV
At 10 nm climb/descend 500 feet
If engine failure: decelerate to E/O speed to minimize altitude loss until 10 nm
Fine tune FMC programming
Finalize route/speed/altitude & Set up alternate/execute ENG OUT
Checklists (earliest practical point)
Cleanup
Continue traffic watch, continue to raise ATC, Finalize FMC, Crew Brief, PA, Performance Inflight tables; range etc.
If you are unable to contact ATC for a revised clearance you need to begin the procedure. The purpose of contingency procedure is to get off the track and establish separation from other aircraft.

45. Loss of Cabin Pressure
For depressurization issues, modify the oceanic contingency procedure using the text pages in the Jeppesen manuals.

46. Both FMC’s Fail
Each CDU uses its associated IRS for navigation data. The IRS supplies magnetic variation only for the present position. Therefore only the active waypoint course can be referenced to magnetic north. All subsequent courses are referenced to true north.
IRU’s
If both FMC’s fail, the IRS LEGS and IRS PROGRESS pages are available on either CDU via the LEGS and PROG mode select keys. Selecting CDU on the NAV source selectors provides a CDU generated map on the map display.

47. Alternate Navigation Operations
New waypoints can only be entered as latitude and longitude. This includes waypoints the you deleted from the CDU. Complete departure or arrival/approach procedures cannot be manually entered.
The two CDUs operate independently. A route change to one CDU does not change the other one.
The route entered in the left CDU can be displayed on the captain’s HSI using his NAV source select switch. The route entered in the right CDU can be displayed on the first officer’s HSI using his NAV source select switch.
The CDUs continuously load the active route from the FMC. If both FMCs fail, the CDUs keep flight plan waypoints except for conditional waypoints, offsets, and holding patterns. The CDUs do not have a performance or navigation database.

48. Oceanic Communication Failure
The procedures vary and are found in the Jeppesen text and notes.

49. Weather Deviation
Now we’ll take a brief look at weather deviation procedures.

50. Vertical Weather Deviations RVSM
Small altitude changes
Notify ATC
Report location and magnitude
Consider new flight level or routing
Altitude changes greater than 200 feet
Notify ATC “Unable RVSM due (state reason)
Always contact ATC when deviating from the assigned altitude in RVSM airspace. Changes greater than 200 feet require you to state unable RVSM. You can use PAN PAN PAN if necessary.

51. Lateral Weather Deviation Procedure
Deviate away from organized track system
Establish communications and alert nearby aircraft (121.5 & )
Use of phraseology “Captain’s Authority” recommended
Watch for traffic (visually & TCAS)
Turn on all exterior lights
For deviations less than 10 nm remain at assigned flight level
For deviations greater than 10 nm
When aircraft is approximately 10 nm from track initiate a level change based on:
Returning to track, be back at assigned flight level when you are within approximately 10 nm
Route Centerline
Deviations > 10 nm
Level Change
East 000°-179° Mag
Left of Course
Right of Course
Descend 300’
Climb 300’
West 180°-359° Mag
Two situations when clearance cannot be obtained; conflicting traffic or communication loss. If you deviate, announce executing deviation procedures. The controller might come back with a clearance, if not then continue to keep him up to date. Basically, if you deviate north of course descend 300 feet; south of course climb 300 feet.

52. Weather Deviation Reference
Use the Jeppesen text pages for further reference.

53. Summary
Always know whether the aircraft and flight crew are qualified to operate in the airspace, on a procedure or along an ATS route
Controllers assume that the flight crew and aircraft are suitably qualified for operations
Know where the reference materials are on the Ipad
Be able to identify when you need to notify ATC of contingencies
Equipment failures and/or weather conditions that could affect the aircraft’s ability to maintain navigation accuracy or clearance
Know what to do in case of contingencies
State your intentions, coordinate a plan of action and obtain a revised ATC clearance
Established contingency procedures permit the flight crew to follow such procedures in the event that it is not possible to notify ATC of their difficulties
You learned to identify the requirements for operating in the various airspace along with what to do if you need to perform contingency procedures. Now let’s have a few questions.

54. Unable RNAV due equipment
You are currently in BRNAV or RNAV 5 airspace and you lose both FMC’s. What is the correct phrase to use informing ATC?
Select the best answer
Negative RNAV
Unable RNAV due equipment
Negative RNAV type
Unable BRNAV

55. You must contact ATC for any deviation, no matter how small
What is the maximum deviation in altitude allowed due to turbulence before you must contact ATC?
Select the best answer
75 feet
You must contact ATC for any deviation, no matter how small
500 feet
200 feet

56. Loss of satellite signal
Which one of the following could cause an increase in Actual Navigation Performance (ANP)?
Select the best answer
Loss of satellite signal
Loss of the autopilot
Loss of an FMC
Both A & C are correct

57. During flight in MNPS/RVSM, weather deviations less than 10 nm don’t require you to change altitude.
Select the correct answer
True
False

58. Module Complete