From Ops Group

Starting 28th March 2019, a new trial will be implemented on the NAT called ASEPS (Advanced Surveillance Enhanced Procedural Separation) using ADS-B in the Shanwick, Gander and Santa Maria FIRs.

Compliant aircraft will see a reduction in longitudinal separation to as close as 14 NM. This is not restricted to particular tracks or altitudes, just between properly equipped aircraft – you’ll need RVSM/HLA approval, ADS-B, and to be fully PBCS compliant (that means meeting the specifications of RNP4, RCP240 and RSP180). Read this ICAO Bulletin for all the details.

When the ASEPS trial starts, there will also be some changes to the contingency and weather deviation procedures. Before, there was a lot of confusion around the wording of these two procedures – this has now been made much clearer, and they have even included a nice little graphic to help us understand what to do. Read this ICAO Bulletin for all the details.

ICAO have published all these changes in their updated NAT 007 Doc valid for 28th March 2019.

Further reading:

• On Nov 1st we had a call with 140 Opsgroup members about upcoming changes on the NAT in 2019, and how we can effect change. Opsgroup members can find the PDF notes of this in your Dashboard.
• A big thing driving the ASEPS trial is the rollout of Space-based ADS-B, which is scheduled to complete its deployment by 30 Dec 2018, giving us worldwide, pole-to-pole surveillance of aircraft. For more on that, and how it will affect operations on the NAT specifically, read the article by Mitch Launius here.
• Use our quick guide to figure out where you are welcome on the NAT, depending on what equipment and training you have.
• All the big changes on the NAT in 2018 are covered on our page here.

From John Ramstead's webpage:

John started out his career as a Navy F-14 pilot and flew combat during Desert Storm.  Following his Navy career, he became a successful startup entrepreneur and then joined the management team of a Fortune 100 company.   Four years ago he had a near fatal accident that put him under hospital care for two years and required 23 surgeries.  This taught him what is truly important and how to move from success to significance.

Today he is the founder of Beyond Influence, LLC, a global leadership coaching and consulting firm.

Their mission is to equip and empower leaders to achieve what has been inspired in them.  He now devotes his time to leadership coaching, consulting, and speaking.

Beth Powell was recently featured in Essence magazine as one of the few female African-American airline pilots operating in the United States.

Beth's interest in flying began when she was 15 years old and took an introductory airplane flight in her home country of Jamaica. She was immediately hooked, and started taking flying lessons when she was 16. She soloed at 16 and received her Private Pilot certificate when she was 17.

To pay for her CFI lessons Beth worked three jobs, and finally landed a position at American Eagle, and then later became a pilot with American Airlines, where she flies domestic and international routes. In addition to her flying duties, Beth is also a pilot manager at the Integrated Operations Center.

Beth is active in giving back to aviation, sponsoring a scholarship through the Organization of Black Aerospace Professionals (OBAP) and, additionally through the Sisters of the Skies, which reaches out to young African-American girls to tell them about aviation.

Jason Harris attended the Air Force Academy, planning to be an attorney. Instead, after meeting original Tuskegee Airmen, he became interested in flying. He participated in the glider program, as well as free-fall skydiving five times.

After graduation he attended Undergaduate Pilot training and then flew the C-130, flying four combat deployments in the Middle East. After his C-130 assignment, he flew special operators in Cessna Caravans on classified missions, often landing on unimproved surfaces, at night using night vision goggles. He flew seven combat deployments in the Caravan.

Then he became an Instructor in the Military Training Department at the Air Force Academy and also an instructor pilot in the powered flight program. After two years he separated from the Air Force and joined the Reserves, serving as a T-1 instructor pilot at Laughlin Air Force Base. He now works at NORAD as a Joint Planning Logistics Officer.

After separating from the Air Force, Jason was hired by a legacy airline, where he currently flies international flights. In addition, he is now a member of the National Speakers Association and is a sought-after motivational speaker.

From Skybrary

In commercial operations, it is highly desirable that the most direct route between two airports be flown whenever possible. Where that route involves the overflight of extensive areas of high terrain, it is critical that escape routes and procedures be developed and used in the event that an emergency requires that the aircraft must descend to an altitude that is below the Minimum Obstacle Clearance Altitude (MOCA) (MOCA).

In many parts of the world, aircraft are routinely flown over terrain that has minimum obstacle clearance altitudes (MOCA) exceeding 10,000'. In most areas, however, the relatively short exposure time to the high terrain negates the requirement for predetermined escape routes and procedures.

There are several exceptions to the premise of minimum exposure time. These exceptions include central Asia due to its very extensive areas of high terrain. Avoidance of these areas by transiting aircraft could potentially add hundreds of extra miles to a given route and result in a substantial increase in flight time and the associated costs. This is not desirable from a commercial standpoint. To satisfy the commercial imperative while maintaining an acceptable level of safety, operators have developed escape routes and the associated procedures for use in the event of an emergency whilst overflying extensive high terrain.

The primary threats to safe flight over extensive areas of high terrain are those situations which result in the immediate requirement to initiate a descent. These threats include:

• Engine failure
• Loss of pressurisation
• Fire

Analysis of these threats against the capabilities of the specific aircraft type and configuration will determine which of them defines the most restrictive terrain clearance profile. This, in turn, will determine what (if any) limitations must be applied to any route of flight that might be under consideration.

An engine failure or an emergency, which requires the immediate shutdown of an engine, will normally result in the requirement for a descent. If the one engine inoperative ceiling for the anticipated weight, corrected as required for the existing conditions, exceeds the maximum terrain height, the route is not limited by engine out performance. If, on the other hand, the aircraft is not able to maintain level flight at an altitude at or above the MOCA with one engine inoperative, the maximum exposure to the high ground must be limited by the distance that the aircraft could fly, using a drift down profile, prior to descending below the minimum safe altitude.

In the event of loss of pressurisation, the standard procedure is to initiate an emergency descent to the higher of 10,000' or the Minimum En-route Altitude (MEA) (MEA). If the MEA, as corrected for existing conditions, is above 14,000' (13,000' for some National Aviation Authorities (NAA)), continuing the descent to MOCA would be prudent. If the MOCA is also above 14,000', the route of flight will be limited by the availability of supplemental/emergency oxygen supplies. Flight crew supplemental oxygen is rarely limiting; however, passenger emergency oxygen, when provided by Chemical Oxygen Generators, is only available for a limited amount of time. This time is dependent upon the capacity of the generators that have been installed in the aircraft concerned. Regulations require a minimum passenger oxygen supply of 10 minutes. The majority of chemical generators have a useful life of between 12 and 20 minutes depending upon the type.

For flight over extensive areas of high terrain, the planned route must allow that an emergency descent to 14,000' (13,000' for some NAA) or lower can be safely made prior to exhaustion of the passenger oxygen generators. This descent will occur while following a pre-planned escape route that must also allow further descent to below 10,000' within 30 minutes of emergency oxygen supply exhaustion. In these circumstances, the descent will be progressive, based on the safe altitudes for the specific underlying segement of the escape route and will be flown at maximum forward ground speed. The distance that can be flown to reach 14,000' at the moment of emergency oxygen depletion defines the limits for the planned route of flight. As an example, an aircraft that can achieve an average ground speed of 5nm per minute that has 12 minute oxygen generators must be able to descend to 14,000' within 60nm of the planned route.

In itself, a fire does not limit the altitude capability of an aircraft. However, as part of the fire fighting/smoke removal protocol, it may be necessary to depressurise the aircraft. A minimum time routing and flight profile which will allow a timely descent to below 10,000' is desirable.

Safe altitude information can come from a variety of sources:

• If following an ATS Route, the Minimum En-route Altitude (MEA) (MEA) and possibly the MOCA for the airway will be indicated on the applicable route chart.
• For flights on a non-ATS or random route, the Instrument Flight Rules (IFR) charts are overlaid with a grid indicating the Minimum Off Route Altitude (MORA). The MORA grid is usually presented in blocks measuring 1 degree by 1 degree and a minimum altitude for each block is given in feet with the last two digits omitted. As an example, a MORA of 12,500' would be shown as 125. In most parts of the world, the MORA will provide 1000' clearance above the highest point in the grid block when terrain heights are 5000' or less. If the terrain height exceeds 5000', the MORA provides 2000' clearance above the highest point in the block. On some charts, the term MORA may be replaced by Off Route Obstruction Clearance Altitude (OROCA).
• As the MORA provides a single altitude for a grid block, topographical maps may be used to refine the minimum safe altitude when developing escape routes.
• Other sources of safe altitude information include emergency safe and Minimum Sector Altitude (MSA) information from approach charts and altitudes published on terminal or arrival charts.

Emergency altitudes must be corrected for:

• Altimeter Temperature Error Correction. If the temperature is less than that of the International Standard Atmosphere (ISA), altitude corrections must be made to ensure sufficient terrain clearance.
• Altimeter Pressure Settings. If a local altimeter setting is not available and the area atmospheric pressure is less than 1013 mb, crews should be prepared to use an area altimeter setting or the lowest of the pressure settings for the route of flight.
• Wind. If the strength and direction of the wind could result in the formation of Mountain Waves, altitude corrections to compensate for potential wave action should be made to the minimum safe altitudes.

Escape routes are developed based on the more restrictive of the drift down or loss of pressurisation scenarios. In most transport category jet aircraft, the loss of pressurisation case will define the escape route requirements. In either scenario, the limit of safe operations is defined by the criteria presented previously under the headings of "Engine Failure" and "Loss of Pressurisation."

For routes of flight that require a predefined escape route or routes, the following information should be provided to, or developed by, the crew prior to flight:

• Minimum Route Altitude. This is the minimum altitude which ensures safe obstacle clearance at any point on the entire route of flight.
• Route Segment. Depending upon the length of that portion of the route of flight that is over high terrain, there may be a requirement to divide the route into parts or segments. In this case, each segment will have its own designated escape fix.
• Escape Fix. An escape fix is the pre-defined starting point of the escape route for a specific segment of the route of flight. Where possible, the escape fix should be a ground based navigation aid but, in many cases, an FMS extracted waypoint will be used. A minimum crossing altitude for the escape fix will be published as part of the vertical profile. This altitude will be safe within the applicable route segment between any point on the route and the escape fix.
• Escape Route. An escape route defines the track to be flown in the event of an emergency. It starts at the escape fix and will terminate either at a diversion aerodrome or when the MOCA is at or below 10,000'. As well as a ground track, the escape route will also define an appropriate vertical profile. This profile must ensure that 14,000' (13,000' for some NAA) can be safely achieved prior to exhaustion of the emergency oxygen supply and that further descent to 10,000' or lower occurs within 30 minutes of oxygen supply exhaustion.

In the event of an engine failure, the crew will turn towards the escape fix while establishing an obstacle clearance drift down profile. This is accomplished by selecting maximum continuous thrust on the operating engine(s), disconnecting the autothrottle if fitted and slowing to best climb speed while in level flight. Once this speed has been achieved, descent will be initiated while maintaining maximum continuous thrust.

If the escape route requirement is as a result of a loss of pressurisation, the crew will don oxygen masks, turn towards the escape fix and commence an emergency descent to the predefined minimum route altitude. The escape fix crossing altitude can then be verified and the descent continued to comply with the predefined vertical profile.

Should the diversion be required due to a fire, the crew will don oxygen masks, turn towards the escape fix and accelerate to maximum forward speed. Initial descent will be to the minimum route altitude with further descent to the escape fix altitude once it has been confirmed. After crossing the escape fix, the escape route vertical profile can be followed.

In all cases, the FMS will be updated so the escape route is in the active flightplan. After crossing the escape fix, the pilots must follow the escape route lateral profile. In the depressuriation scenario, the vertical profile must also be complied with to ensure that the oxygen considerations are met. If the escape is being flown due to the loss of an engine, the vertical profile will be at the discretion of the crew on the provision that minimum altitudes are not compromised.

To be effective, escape route profiles must be executed immediately in the event of engine failure or loss of pressurisation. To achieve this, the crew must be aware of the current escape fix, the appropriate direction of turn to be made in the event of an emergency and the initial safe altitude for an emergency descent. Escape route charts and their associated altitude profiles should be immediately available and, where possible, the escape routing should be pre-programmed into the Flight Management System.

Most manufacturers and operators recommend that the autopilot be used for both an emergency descent and a drift down procedure. Appropriate use of the autopilot reduces flight deck workload and allows the crew to concentrate on accurately managing the escape profile. It also allows them to better manage secondary tasks such as as completion of checklists and coordination with ATC as well as providing time to consider the implications of the emergency. This is especially true during an emergency descent due to loss of pressurization or in the event of an on board fire as the flight deck crew will be wearing oxygen masks.

From the Phillips 66 website:
As a 39-year veteran for a major Chicago airline and Line Check Captain on the globally flying B-777, it is no wonder Gerry has over 30,000 hours of flying time. Being a Certified Flight Instructor, former three-time US Advanced Aerobatic Champion and Captain of the Gold Medal Winning 1997 US Advanced Aerobatic Team, it only makes sense that Gerry serves as President Emeritus and current director at the International Aerobatic Club. Gerry is type rated on the Lear Jet, Lockheed Jetstar, DC-3, B727, B737, B757, B767 and B-777. Before becoming a Phillips 66 Aerostar, Gerry flew the Sukhoi Su-26m, which is now on display at the Smithsonian Air & Space Museum. Gerry is a proud alumnus of St. Louis University – Parks College.

Here are some of the incredible black aviators we've met on this podcast:

RFT 015 Brenda Robinson - Brenda was the first female African-American to earn gold wings as a navy aviator.

RFT 017 Donnie Cochran - Captain Cochran was not only the first black member of the Blue Angels naval aerial demonstration team, he later returned as the team's commander.

RFT 045 Dick Toliver - Colonel Toliver was the first African-American to graduate from the Air Force Fighter Weapons School.

RFT 068.5 Karl Minter - Airline Captain Minter is the Advisor Chair to the Organization of Black Aviation Professionals (OBAP).

RFT 073 Brian Settles - After serving in the Air Force, Brian flew for Eastern Airlines, then had an on-again/off-again relationship with several airlines, in addition to being an author.

RFT 099 Lawrence Chambers - Admiral Chambers was the new skipper of the USS Midway when South Vietnam fell and evacuating pilots were flying helicopters to every American ship they could find. A solitary two-place O-1 flew over the Midway and dropped a note, saying that the pilot's wife and five children were aboard, and he needed to land on the carrier deck. Admiral Chambers made the potentially career-ending decision to push all the helicopters that were cluttering the deck overboard to allow the O-1 to land.

RFT 109 Todd Curtis - Dr. Todd Curtis operates a top aviation safety website.

RFT 139 Otis Hooper - Ltc. Hooper - "Hoop" - was a VIP airlift pilot in the Air Force, and is a fitness professional with numerous awards, a movie actor, and a motivational speaker.

RFT 190 George Hardy - Ltc. Hardy was an original Tuskegee Airman who flew combat missions during World War II.

RFT 240 Willie Daniels - In addition to being a Captain for a legacy airline, Captain Daniels is the CEO of Shades of Blue.

RFT 241 Frank Macon - In addition to being an author and public speaker, Frank is an original member of the Tuskegee Airmen.

RFT 266 Jason Harris - You will meet former Air Force pilot, current airline pilot and motivational speaker Jason Harris on an upcoming episode on February 18th. He has an excellent article here.

Megan credits her life’s passion to one day: July 3, 2015. That’s the first day she took an introductory flight at Sporty’s Academy (flyGIRL’s partner in crime for the scholarship program). Before that day, she was, like many young people, unsure about what she wanted to do with her life.

“I remember walking away from the airport thinking,
‘everything just changed; I want to be a pilot.’” When she first heard about the flyGIRL opportunity, Megan had already earned her Private Pilot’s License. She spent most of her free time (and money) on flight training, even thinking about her paychecks in terms of flights. (“If I sell this account at work, that will equate to 5 flying lessons.”) She was so committed to achieving her dream of flying professionally for airlines, cargo, or a corporation that she had recently quit her full time job to begin training full time. Talk about
commitment!

Matt, her Private Pilot instructor, wrote a recommendation letter for Megan. In it, he describes her as a determined, attentive, and hard-working student: “Her ability to control the aircraft was never in doubt when we flew together, and I can honestly say she had some of the best landings of any of my students.”

Turning Dreams into Reality – And Inspiring Others to Take Flight
Megan embodies everything flyGIRL is all about. Not only is she pursuing a career in flight, but she wants to give back to others with the same dream, too.

“I would love to give free rides and let people realize how incredible flying is. I would hopefully be able to spark something in them to have the same realization that I had on July 3, 2015.”

That is something to which I can certainly relate!

Putting it to Use
FlyGirl aims to inspire women to pursue their dreams. While aviation can give us confidence to explore the heavens, that exploration has real costs. Flight time means paying for a plane, an instructor and the gas to power the engines. That’s why our scholarship provides $5,000 to aspiring female pilots to help cover some of the various fees associated with becoming a pilot.