Registry Publication 43 NAT HLA CHECKLIST

Registry Publication 43

NAT HLA

CHECKLIST

01 April 2021 2

REVISION HISTORY

Edition 1 June 2011

Revision 1 May 2014 Revision 2 June 2017 Revision 3 March 2018 Revision 4 April 2021

This new revision of RP43 includes an enhancement to the guidance material

provided to operators of M- Registered aircraft relating to changes in Initial

Insertion of Present Position and some typographical changes.

01 April 2021 3

NORTH ATLANTIC OPERATIONS CHECKLIST

This checklist follows an orderly and progressive flow and is designed to help reduce the incidence of oceanic errors. The Oceanic Errors Safety Bulletin (OESB) should be used together with this checklist. The OESB can be found at the ICAO EUR/NAT web site.

01 April 2021 4

FLIGHT PLANNING • Plotting Chart – plot route from coast out

to coast in • Equal Time Points (ETP) – plot • Track message (current copy available

for all crossings) • Note nearest tracks on plotting chart

• Review possible navigation aids for accuracy check prior to coast out

• PBCS/MEL Checked.

PRE-FLIGHT • Master Clock for all ETAs / ATAs • Maintenance Log – check for any

navigation / communication / surveillance or RVSM issues

• RVSM • Altimeter checks (tolerance) • Wind shear or turbulence forecast

• Operational Flight Plan (OFP) vs ATS Flight Plan (check routing, fuel load, times, groundspeeds)

• Dual Long Range NAV System (LRNS) for remote oceanic operations

• HF check (including SELCAL) • Confirm Present Position coordinates

(best source)

• Master OFP (symbols: , , /, X)

• LRNS programming • Check currency and software version • Independent verification • Check expanded coordinates of

waypoints

• Track and distance check (± 2o and

± 2 nm) • Upload winds, if applicable

• Groundspeed check

TAXI AND PRIOR TO TAKE-OFF • Groundspeed check • Present Position check

CLIMB OUT • When cleared to a flight level – set

altimeters to 1013.2 hPa • Manually compute ETAs above FL200

PRIOR TO OCEANIC ENTRY • Gross error accuracy check – record

results • HF check, if not done during pre-flight • Log on to CPDLC or ADS 15 to 45 mins

prior (if equipped) • Obtain oceanic clearance from

appropriate clearance delivery • Confirm and maintain correct Flight

Level at oceanic boundary • Confirm Flight Level, Mach and

Route for crossing • Advise ATC When Able Higher

(WAH) • Ensure aeroplane performance

capabilities for maintaining assigned altitude/assigned Mach

• Reclearance – update LRNS, OFP and plotting chart • Check track and distance for new

route • Altimeter checks – record readings • Compass heading check – record

01 April 2021 5

AFTER OCEANIC ENTRY • Squawk 2000 – 30 minutes after entry • Maintain assigned Mach, if applicable • VHF radios – set to 123.450 MHz and

121.5 MHz • Strategic Lateral Offset Procedures

(SLOP) • Hourly altimeter checks

APPROACHING WAYPOINTS • Confirm next latitude / longitude

OVERHEAD WAYPOINTS • Confirm aeroplane transitions to next

waypoint • Check track and distance against

Master OFP • Confirm time to next waypoint

Note: 3 mins or more change requires ATC notification

• Position report – fuel

10-MINUTE PLOT (APPR. 2° OF LONGITUDE AFTER WAYPOINT) • Record time and latitude / longitude on

plotting chart: non-steering LRNS

MIDPOINT • Midway between waypoints compare

winds from OFP, LRNS and upper wind charts

• Confirm time to next waypoint

COAST IN • Compare ground-based NAVAID to LRNS • Remove Strategic Lateral Offset • Confirm routing after oceanic exit

DESCENT • When cleared to an altitude – set

altimeters to QNH

DESTINATION / BLOCK IN • Navigation Accuracy Check • RVSM defects?

OTHER ISSUES 1. Contingencies

(a) Published Weather Deviation Procedure

(b) 5 nm offset (c) Lost Comm / NAV Procedures

2. Weather – Destination / Alternate(s) Aerodrome(s)

3. GPS – RAIM Requirements?

01 April 2021 6

NAT HLA OPERATIONAL PROCEDURES

PLANNING

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. Read from the plotting chart back to the master OFP when verifying data. To read from the master OFP to the plotting chart is a human factors issue that has led to errors based on mass or ‘seeing what we expect to see’.

Equal Time Point (ETP) ETPs should be computed for contingencies such as an en route diversion due to a medical emergency or loss of engine power or a rapid cabin depressurisation. A simultaneous loss of engine power and a rapid depressurisation should also be considered. It is advisable to annotate or highlight the ETPs on the plotting chart. Both pilots should review the appropriate diversion aerodrome(s) when passing ETPs. Pilots should not enter ETPs in the Long Range Navigation System (LRNS) as this has led to Gross Navigation Errors.

PBCS FANS 1/A+ (PBCS) approval is needed to operate between FL350-390 on PBCS tracks. Aircraft without FANS 1/A+ (PBCS) approval, can cross, climb/descend, or route via an entry/exit point that is part of a PBCS track. The NAT OTS Message will advise the PBCS tracks each day.


01 April 2021 7

Track Message Pilots must have the current track message even if filed for a random route or filed above NAT HLA. Check the date, effective UTC time and Track Message Identifier (TMI) to ensure you have the current track message on board. Note: The TMI is linked to the Julian Date. (See Page 23 for Julian Date tables) In addition operators must ensure that their flight planning and operational control processes enable the timely notification to pilots in the event of any amendments to the daily track message. Plotting tracks near the assigned route can help situational awareness in case an in-flight contingency procedure needs to be executed.

LRNS Accuracy Checks Prior to entry into the NAT HLA plan which primary and secondary ground-based navigational aids will be used to verify the accuracy of the LRNS. Check the NOTAMs to verify that the ground-based aids intended for use are available and their navigational capability is not impaired in any way. This planning may be helpful when departing aerodromes close to oceanic airspace, e.g. Shannon (EINN), Lisbon (LRRT), Los Angeles (KLAX), etc.


01 April 2021 8

PRE-FLIGHT

Master Clock It is a requirement to have a master clock on board synchronised 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 aeroplane has led to inconsistencies in reporting times to ATC and resulted in a loss of longitudinal separation.

Maintenance Log Before entering a special area of operation, pilots should focus on any Technical Log entries or “write ups” that may affect the following systems:

a) Communications;

b) Navigation;

c) Surveillance;

d) RVSM. Any discrepancies noted in the maintenance log or during the walk-around may require delays or rerouting.

RVSM Operations in RVSM airspace requires:

a) Two serviceable primary independent altimetry sources;

b) One altitude alert system;

c) One automatic altitude control system. In most cases a functioning transponder that can be linked to the primary altimetry source is also required. Pilots should be aware of any issues that could affect altimetry accuracy.


01 April 2021 9

Altimeter Checks Set the altimeters to the aerodrome QNH before taxiing. Both primary altimeters must read within +/- 75 feet of the aerodrome elevation (AMSL). The two primary altimeters must also agree with each other within the tolerance quoted in the aeroplane operating manual.

Wind Shear or Turbulence Forecast Check the wind shear predictions on the master operational flight plan (OFP) for that segment of the flight within the NAT HLA and RVSM airspace. Forecasts of moderate to severe turbulence could lead to RVSM suspension. Operators are cautioned against flight planning through areas of forecast moderate or greater turbulence.


01 April 2021 10

Example of OFP Wind Shear Prediction AWC Average Wind Component; Max Wind Shear and location; Shear prediction column.

KOPF..VKZ AR11 VALLY..WOLFO AR18 RAMJT A699 SUMRS M204 SOORY..

4250N..4540N..4830N..4920N..KOGAD..BIMGO..RATKA UN502 JSY UY111

INGOR UM25 DVL DVL4P LFPB

WIND P052 MXSH 5/STIFF

FL 410/JSY 400

KOPF ELEV 00008FT

CPT FLT T WIND S TAS GRS MCS DST DSTR ETE ETR FU FR FF/E

FREQ

VKZ .. .. .... . .. .. 147.2 011 4014 ./.. ./.. .. .. . .. .

117.1

JANUS .. .. .... . .. .. 059.4 035 3979 ./.. ./.. .. .. . .. .

VALLY .. .. .... . .. .. 060.9 033 3946 ./.. ./.. .. .. . .. .

WOLFO .. .. .... . .. .. 024.2 062 3884 ./.. ./.. .. .. . .. .

TOC 410 .. .... . .. .. 014.5 005 3879 0/23 8/24 014 0143 .. .

RAMJT 410 57 25094 2 435 463 014.5 002 3877 0/00 8/24 000 0143 0694

STIFF 410 57 25095 5 435 523 061.8 009 3868 0/01 8/23 000 0143 0658

NUCAR 410 57 26096 5 435 527 067.7 062 3806 0/07 8/16 002 0140 0653

HOOKY 410 57 26098 2 435 527 066.3 010 3796 0/01 8/15 000 0140 0652

Note: Vertical wind shear predictions on some flight planning systems are calculated by taking the velocity difference in a 4,000 ft section centred on the cruise flight level. The values produced by this calculation can sometimes be misleading when trying to relate shear to CAT intensity. As a rule 0 to 3 weak, 4 to 5 moderate, 6 to 7 large, 8+ extreme.


01 April 2021 11

Operational Flight Plan (OFP) The Master OFP should be carefully checked for:

a) Date;

b) Aeroplane type;

c) Fuel consumption and requirement;

d) In-flight performance. Check the suitability of the route selection and the predicted groundspeeds. The OFP routing should be carefully cross-checked against the filed ICAO flight plan to ensure the routing on both is identical. Check the credibility of the planned total flight time versus the total planned distance, considering the average ground speed, and the fuel to be consumed.

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 the aeroplane is data link equipped.


01 April 2021 12

Initial Insertion of Present Position Two fundamental principles concerning the operation of an IRS are: • That it needs to be accurately aligned before flight; • That the actual position of the aeroplane, at alignment, is set into the system. If either of these principles is violated, system errors will be introduced. These errors can be corrected whilst the aeroplane is on the ground, but it is not possible to adequately recover from them whilst the aeroplane is in flight. Correct insertion of the initial position must therefore be checked before inertial systems are aligned, and the position should be recorded on the Master Document. Particularly in the vicinity of the Greenwich Meridian or near to the Equator, care should be taken to ensure that the co-ordinates inserted are correct (i.e. E/W or N/S). Subsequent checks of the present position and of the inertial velocity outputs (e.g. ground speed registering zero) should be carried out independently by both pilots during the pre-flight checks and again just before the aeroplane is moved. Any discrepancies should be investigated. Note: On GPS-equipped aeroplanes, there is still a requirement to input the ramp position in order to align the IRS. This position should then be compared with the GPS position. The GPS position should be within 30 metres of the published ramp position. If the GPS position is more than 100 metres from the published ramp position, then the cause should be investigated. If sufficient satellites are in view the most likely causes are GPS receiver error, atmospheric interference, or, incorrect ramp co-ordinates. A master source such as an en route chart should also be used to confirm accuracy of coordinates at the oceanic boundaries.

Master OFP Symbols Operators are encouraged to use consistent symbology on the Master OFP. For example:

a) A circled number ‘’ against a waypoint means the second pilot has

independently verified the coordinates entered or cross-checked by the first crewmember;

b) A checkmark ‘’ may be used to indicate that the track and distances have

been confirmed;


01 April 2021 13

c) A diagonal line ‘/’ may be used to indicate that the crew has confirmed the

coordinates of the approaching and next way point;

d) An X-symbol ‘X’ may be used to indicate having flown overhead the way point.


01 April 2021 14

LRNS PROGRAMMING

Check currency and software version Check the effective date of the FMC Navigation database and, if the database does not have a global navigation data capacity, check that the data stored in the database covers the area through which flight is intended. Check the database against the AIRAC cycle list to see if the database will expire during the flight. Pilots are discouraged from flying with expired databases. Note: The MEL may alleviate flying restrictions with an expired database by way of an operational exception but will require pilots to manually cross-check 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 pilot enters the waypoint coordinates into the LRNS and that these are independently checked by the other pilot. It should be noted that the pilot should read from the FMS screen back to the master OFP when verifying data so as to avoid apperceptive mass. To read from the Master OFP to the FMS is a human factors issue that has led to errors based on ‘seeing what we expect to see’.

Check Expanded Co-ordinates of Waypoints Most FMS allow abbreviated oceanic co-ordinate data entries. There have been cases when abbreviated data entry created an error in the expanded waypoint coordinate. Verification of abbreviated coordinate data entries has the potential to lead to a lateral error. Pilots should conduct a magnetic course and distance check between waypoints to further verify waypoint co-ordinates.


01 April 2021 15

Track and Distance Check To minimise 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 ± 2 nm. Course and distance checks by comparing the master OFP against the LRNS are critical in detecting errors that may not have been noticed by simply checking coordinates. A difference greater than 2° between waypoints may be due to a difference of magnetic variation data stored in the FMCS database versus the variation used in the master OFP. Discrepancies greater than ± 2° or ± 2 nm should be rechecked and verified.

Upload Winds Some LRNS units allow pilots to make upper wind data entries from the master OFP. This affords greater accuracy when reporting ETAs.

Groundspeed Check The groundspeed should be checked before taxiing the aeroplane. The groundspeed should read zero (0) knots. This check is good practice that may reveal an error or errors that may be developing in the LRNS.


01 April 2021 16

TAXI AND PRE TAKE-OFF CHECKS

Groundspeed Check When taxiing the aeroplane to the active runway, check the groundspeed to see if it is reasonable.

Present Position Check The present position check is conducted after leaving the gate, or parking position, when the aeroplane moves under its own power. Check for gross difference between this Present Position and the gate coordinates. This check will alert pilots to possible errors in the LRNS database that can be investigated and corrected prior to take-off.

CLIMB OUT

Transition Altitude Pilots 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 in Hg or 1013.2 hPa.

Manually Compute ETAs After climbing above the sterile altitude pilots should manually compute ETAs from departure to destination, time permitting. The tally of ETAs should be written onto the master OFP. This is an excellent cross-check against ETAs computed by the LRNS.


01 April 2021 17

PRIOR TO OCEANIC ENTRY

Gross Error Accuracy Check Before oceanic entry, the accuracy of the LRNS should be checked against a ground-based navigation aid. The results of the accuracy check should be recorded with the time and position onto the master OFP. 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 pilots to attempt to correct an error by doing an air alignment or by manually updating the LRNS, since this has often contributed to Gross Navigation Errors.

HF Check 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 that hold approval to use Controller Pilot Data Link Communications (CPDLC) or Automatic Dependent Surveillance (ADS)-Contract (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 communications should be at received at least 40 minutes prior to oceanic entry, and an oceanic clearance via data link should be received 30 minutes to 90 minutes prior to oceanic entry. It is important that both pilots confirm and enter the ocean at the altitude assigned in the oceanic clearance (this may be different to the cleared flight level domestic airspace). An oceanic clearance typically includes a route, flight level and assigned Mach number. Pilots should include their requested flight level in their initial clearance request. Some oceanic ATC centres require pilots to advise them at the time of their oceanic clearance “WHEN ABLE HIGHER” (WAH). Pilots should be confident that they are able to maintain requested flight levels based on aeroplane performance capabilities.


01 April 2021 18

Re-Clearance A re-clearance; i.e. a clearance that is different from the oceanic route requested with the filed flight plan, is the most frequent cause of gross navigation errors. Pilots must be particularly cautious when receiving a re-clearance. Both pilots should record and confirm the new routing and conduct independent cross-checks after the LRNS, Master OFP and plotting chart have been updated. It is critical that pilots check the magnetic course and distance between the new waypoints.

Altimeter Checks Pilots are required to check the two primary altimeters which must be within 200 ft of each other. This check is conducted while in level flight. The stand-by altimeter reading should also be noted. Record the altimeter readings and the time of the recordings.

Compass Heading Check Organise a compass heading check and record the results. This check is particularly helpful with inertial systems. The check can also be used to determine the most accurate compass which will be helpful should problems develop over water.


01 April 2021 19

AFTER OCEANIC ENTRY

Transponder Squawk 2000 Thirty minutes after oceanic entry pilots should squawk A2000, if applicable. There may be regional differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS). Pilots transiting through Reykjavik’s airspace must maintain last assigned Squawk.

Maintain Assigned Mach Number Some oceanic clearances include a specific Mach number. There is no tolerance for this assigned Mach. The increased emphasis on longitudinal separation requires pilot vigilance when the separation is based on an assigned Mach number. ATC require that pilots maintain the true Mach number which has been assigned by ATC. In most cases, the true Mach is the indicated Mach. Some aeroplanes, however, require a correction factor. Note: Pilots must ensure they fly the assigned Mach number and not ECON cruise mode or Long Range Cruise.

VHF Radios After flying beyond the range of the assigned VHF frequency, pilots should set their radios to the inter-plane frequency 123.45 MHz and the guard frequency 121.5 MHz

Strategic Lateral Offset Procedures (SLOP) The SLOP should be a Standard Operating Procedure (SOP) for all oceanic crossings. SLOP was not developed to be used only in contingency situations.

Hourly Altimeter Checks Pilots 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 pilots in determining the most accurate altimeter should an altimetry problem occur.


01 April 2021 20

Approaching Waypoints

Confirm Next Latitude / Longitude Within a few minutes of passing overhead an oceanic waypoint pilots should cross-check the coordinates of that waypoint and the next waypoint. This check should be done by comparing the co-ordinates against the Master OFP, which in turn is based on the current effective ATC clearance.

Overhead Waypoints

Confirm Aeroplane Transitions to Next Waypoint When overhead an oceanic waypoint, pilots should ensure that the aeroplane transitions to the next leg. This is confirmed by noting the magnetic heading and distance to the next waypoint and comparing them with the Master OFP.

Confirm Time to the Next Waypoint Pilots must be vigilant when passing ETAs for the next waypoint to ATC. Accuracy is critical in order to allow that controllers to maintain constant safe longitudinal separation. If there is a change in the ETA at the next waypoint of three (3) minutes or more ATC must be notified in a timely manner. Protection of the safe longitudinal traffic separation can only be maintained by accurate reporting and updating of times to the next oceanic waypoint. This must be a priority for all pilots.

Position Report After passing over the oceanic waypoint, pilots must use the standard format and phraseology when passing a position reports to ATC. Pilots should also check and record the fuel remaining on-board at each oceanic waypoint. This is especially important if the cleared route and flight level differ significantly from the filed flight plan.


01 April 2021 21

10-Minute Plot Record Time and Latitude / Longitude on the Plotting Chart Pilots should plot the latitude, longitude and time approximately 10 minutes after passing an oceanic waypoint, on the plotting chart. Use data from the non-steering LRNS to make the plot. A 10-minute plot can alert the crew to any lateral deviation from their assigned ATC clearance before the cross-track error becomes a Gross Navigational Error. A good cross-check for the position of the 10-minute plot is that it is approximately 2° of longitude past the oceanic waypoint.

Mid-Point

Midway between Waypoints It is good practice to cross-check the winds midway between oceanic waypoints by comparison of the Master OFP with the LRNS and the appropriate upper wind chart. This cross-check will also aid pilots in the event that a contingency procedure such as Dead Reckoning (DR) becomes necessary.

Upper Wind Chart Table

PRESSURE LEVEL TO FLIGHT LEVEL

P/LVL (hPa) FL P/LVL (hPa) FL

100 530 150 450

200 390 250 340

300 300 400 240

500 180 600 140

700 100 850 50

Confirm Time It is recommended that during a wind check the pilots 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.


01 April 2021 22

COAST IN

Compare Ground-Based NAVAID to LRNS When departing oceanic airspace and acquiring ground-based NAVAIDs, pilots 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 Pilots using a lateral offset of 1 nm or 2 nm right of the centreline at oceanic entry need a procedure to remove this lateral offset at ‘Coast In’ prior to exiting oceanic airspace. This should be included as a checklist item.

Confirm Routing After Oceanic Exit Before entering the domestic route structure, pilots must confirm their routing to include aeroplane speed. Note: Pilots experiencing loss of communications leaving oceanic airspace should follow State guidance as published in AIPs.

DESCENT

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


01 April 2021 23

DESTINATION / BLOCK IN

Navigation Accuracy Check When arriving at the destination gate pilots should note any drift or circular error in the LRNS. A GPS primary navigation system normally should not exceed 0.27 nm for the flight. Some inertial systems may drift as much as 2 nm per hour. As the present generation of LRNSs are highly accurate, operators should establish a drift tolerance which, if exceeded, would require an entry to be made in the maintenance log. RNP requirements demand that drift be closely monitored.

RVSM Write-Ups Problems noted with the altimetry system, altitude alert or altitude hold must be recorded in the maintenance log. RVSM airspace is closely monitored for any Height Deviations. An aeroplane not meeting the strict RVSM standards must not be flight-planned into RVSM airspace.


01 April 2021 24

JULIAN DATE CALENDAR (PERPETUAL)

Day Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Day

1 1 32 60 91 121 152 182 213 244 274 305 335 1

2 2 33 61 92 122 153 183 214 245 275 306 336 2

3 3 34 62 93 123 154 184 215 246 276 307 337 3

4 4 35 63 94 124 155 185 216 247 277 308 338 4

5 5 36 64 95 125 156 186 217 248 278 309 339 5

6 6 37 65 96 126 157 187 218 249 279 310 340 6

7 7 38 66 97 127 158 188 219 250 280 311 341 7

8 8 39 67 98 128 159 189 220 251 281 312 342 8

9 9 40 68 99 129 160 190 221 252 282 313 343 9

10 10 41 69 100 130 161 191 222 253 283 314 344 10

11 11 42 70 101 131 162 192 223 254 284 315 345 11

12 12 43 71 102 132 163 193 224 255 285 316 346 12

13 13 44 72 103 133 164 194 225 256 286 317 347 13

14 14 45 73 104 134 165 195 226 257 287 318 348 14

15 15 46 74 105 135 166 196 227 258 288 319 349 15


01 April 2021 25

JULIAN DATE CALENDAR (PERPETUAL) – CONTINUED


16 16 47 75 106 136 167 197 228 259 289 320 350 16

17 17 48 76 107 137 168 198 229 260 290 321 351 17

18 18 49 77 108 138 169 199 230 261 291 322 352 18

19 19 50 78 109 139 170 200 231 262 292 323 353 19

20 20 51 79 110 140 171 201 232 263 293 324 354 20

21 21 52 80 111 141 172 202 233 264 294 235 255 21

22 22 53 81 112 142 173 203 234 265 295 326 356 22

23 23 54 82 113 143 174 204 235 266 296 327 357 23

24 24 55 83 114 144 175 205 236 267 297 328 358 24

25 25 56 84 115 145 176 206 237 268 298 329 359 25

26 26 57 85 116 146 177 207 238 269 299 330 360 26

27 27 58 86 117 147 178 208 239 270 300 331 361 27

28 28 59 87 118 148 179 209 240 271 301 332 362 28

29 29 88 119 149 180 210 241 272 302 333 363 29

30 30 89 120 150 181 211 242 273 303 334 364 30

31 31 90 151 212 243 304 365 31


01 April 2021 26

JULIAN DATE CALENDAR (LEAP YEARS)


1 1 32 61 92 122 153 183 214 245 275 306 336 1

2 2 33 62 93 123 154 184 215 246 276 307 337 2

3 3 34 63 94 124 155 185 216 247 277 308 338 3

4 4 35 64 95 125 156 186 217 248 278 309 339 4

5 5 36 65 96 126 157 187 218 249 279 310 340 5

6 6 37 66 97 127 158 188 219 250 280 311 341 6

7 7 38 67 98 128 159 189 220 251 281 312 342 7

8 8 39 68 99 129 160 190 221 252 282 313 343 8

9 9 40 69 100 130 161 191 222 253 283 314 344 9

10 10 41 70 101 131 162 192 223 254 284 315 345 10

11 11 42 71 102 132 163 193 224 255 285 316 346 11

12 12 43 72 103 133 164 194 225 256 286 317 347 12

13 13 44 73 104 134 165 195 226 257 287 318 348 13

14 14 45 74 105 135 166 196 227 258 288 319 349 14

15 15 46 75 106 136 167 197 228 259 289 320 350 15


01 April 2021 27

JULIAN DATE CALENDAR (LEAP YEARS) – CONTINUED


16 16 47 76 107 137 168 198 229 260 290 321 351 16

17 17 48 77 108 138 169 199 230 261 291 322 352 17

18 18 49 78 109 139 170 200 231 262 292 323 353 18

19 19 50 79 110 140 171 201 232 263 293 324 354 19

20 20 51 80 111 141 172 202 233 264 294 325 355 20

21 21 52 81 112 142 173 203 234 265 295 326 356 21

22 22 53 82 113 143 174 204 235 266 296 327 357 22

23 23 54 83 114 144 175 205 236 267 297 328 358 23

24 24 55 84 115 145 176 206 237 268 298 329 359 24

25 25 56 85 116 146 177 207 238 269 299 330 360 25

26 26 57 86 117 147 178 208 239 270 300 331 361 26

27 27 58 87 118 148 179 209 240 271 301 332 362 27

28 28 59 88 119 149 180 210 241 272 302 333 363 28

29 29 60 89 120 150 181 211 242 273 303 334 364 29

30 30 90 121 151 182 212 243 274 304 335 365 30

31 31 91 152 213 244 305 366 31

Registry Publication 43 NAT HLA CHECKLIST

Documents

Transcript of Registry Publication 43 NAT HLA CHECKLIST