Originally Posted by
TotalBeginner
I assumed that this would be easier to determine, simply by plotting the new clearance on your chart. Is it not the case that you can check if it falls within the approved area of operation by comparing it to the range circles already drawn during the planning stage?
I guess my main question is, what is the operational procedure for re-plotting ETPs? I was under the impression that most operators place these in their FMS as a reference fix for situational awareness. If you're no longer flying your planned route, what do you enter? Would using the original lat/long with the <abeam> function activated suffice?
don’t use those abeams if you’re cpdlc. If the reroute is really far, your ETP and ETOPs entry and exit points can change, as well as your ETOPs alternates. An oceanic reroute can be a real handful. I always remind the FO and IRO to make sure we copy the route on the ground in the FMC. That way, if we screw up the reroute, while plugging it in, we still have our original route. Lat long coordinates are a PITA to punch in on the ground and even worse airborne. We will talk to dispatch too, no matter what, even for a seemingly small reroute. Use all your tools. You might be on a C55 flight plan, where only the 10% fuel contingency is for class 2 nav. And then, it’s only 10% of your fuel for one hour into class 2 nav areas. If you fly off your filed route, you can be outside of class 1 nav and into a C55 scenario without knowing it.