Narrative:

Some time ago, when en route WX route deviations were warranted at sea, airliners enjoyed flexibility to do so! Later, with oceanic airways established combined with random rtes and ATC manpwr reductions/changes including automation, this flexibility has been reduced to track centerline resulting in pilot requirement to obtain clearance for such deviation. Personally, I always make this a priority effort. Occasionally, through radio conversations monitored, it becomes apparent other aircrews ignore this practice making the need to tell someone what one is doing even more important. When ATC is unable to approve deviation requests for various reasons -- i.e., separation, radio interference, workload (time available) or other reasons, the PIC must operate his flight under the use of 'captain's emergency authority,' which is what was done in the case described herein. Improvement in the situation can be obtained through use of satellite communication -- over horizon radar, and airline schedule adjustments and coordination. Improved use of technology at the oakland oceanic center (cerap) and others would preclude this use. It should not be an emergency. We have TCASII, and with other available or unavailable facs mentioned, PIC's would not have to deal with mountains of paperwork and reports to explain to the various parties what one has to do to get there in one piece -- this is turning into a clay shoot!

Related reports:

Google
 

Original NASA ASRS Text

Title: A WDB RPTR THAT FLIES OCEANIC RTES HAD TO EXERCISE HIS EMER AUTHORITY TO AVOID WX BECAUSE OF THE CUMBERSOME PROCS IN OVERWATER FLYING.

Narrative: SOME TIME AGO, WHEN ENRTE WX RTE DEVS WERE WARRANTED AT SEA, AIRLINERS ENJOYED FLEXIBILITY TO DO SO! LATER, WITH OCEANIC AIRWAYS ESTABLISHED COMBINED WITH RANDOM RTES AND ATC MANPWR REDUCTIONS/CHANGES INCLUDING AUTOMATION, THIS FLEXIBILITY HAS BEEN REDUCED TO TRACK CTRLINE RESULTING IN PLT REQUIREMENT TO OBTAIN CLRNC FOR SUCH DEV. PERSONALLY, I ALWAYS MAKE THIS A PRIORITY EFFORT. OCCASIONALLY, THROUGH RADIO CONVERSATIONS MONITORED, IT BECOMES APPARENT OTHER AIRCREWS IGNORE THIS PRACTICE MAKING THE NEED TO TELL SOMEONE WHAT ONE IS DOING EVEN MORE IMPORTANT. WHEN ATC IS UNABLE TO APPROVE DEV REQUESTS FOR VARIOUS REASONS -- I.E., SEPARATION, RADIO INTERFERENCE, WORKLOAD (TIME AVAILABLE) OR OTHER REASONS, THE PIC MUST OPERATE HIS FLT UNDER THE USE OF 'CAPT'S EMER AUTHORITY,' WHICH IS WHAT WAS DONE IN THE CASE DESCRIBED HEREIN. IMPROVEMENT IN THE SITUATION CAN BE OBTAINED THROUGH USE OF SATELLITE COM -- OVER HORIZON RADAR, AND AIRLINE SCHEDULE ADJUSTMENTS AND COORD. IMPROVED USE OF TECHNOLOGY AT THE OAKLAND OCEANIC CTR (CERAP) AND OTHERS WOULD PRECLUDE THIS USE. IT SHOULD NOT BE AN EMER. WE HAVE TCASII, AND WITH OTHER AVAILABLE OR UNAVAILABLE FACS MENTIONED, PIC'S WOULD NOT HAVE TO DEAL WITH MOUNTAINS OF PAPERWORK AND RPTS TO EXPLAIN TO THE VARIOUS PARTIES WHAT ONE HAS TO DO TO GET THERE IN ONE PIECE -- THIS IS TURNING INTO A CLAY SHOOT!

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.