World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 14‣ Never initiate an on-track uncleared level change. If a change of level is essential and priorATC clearance cannot be obtained, treat this situation as a contingency and execute theappropriate contingency offset procedure, when possible before leaving the last cleared flightlevel. Inform ATC as soon as practicable.‣ Do not assume that the aircraft is at a waypoint merely because the alert annunciator soindicates. Cross-check by reading present position.‣ Flight deck drills. There are some tasks on the flight deck which can safely be delegated toone member of the crew, but navigation using automated systems is emphatically not one ofthem, and the Captain should participate in all navigation cross-check procedures. All suchcross-checks should be performed independently by at least two pilots.‣ Initialisation errors. Always return to the ramp and re-initialise inertial systems if the aircraftis moved before the navigation mode is selected. If after getting airborne, it is found that duringinitialisation a longitude insertion error has been made, unless the crew thoroughly understandwhat they are doing, and have also either had recent training on the method or carry writtendrills on how to achieve the objective, the aircraft should not proceed into MNPS Airspace, butshould turn back or make an en route stop.‣ Waypoint loading. Before departure, at least two pilots should independently check that thefollowing agree: computer flight plan, ICAO flight plan, track plotted on chart, and ifappropriate, the track message. In flight, involve two different sources in the cross-checking, ifpossible. Do not be so hurried in loading waypoints that mistakes become likely, and alwayscheck waypoints against the current ATC clearance. Always be aware that the cleared routemay differ from that contained in the filed flight plan. Prior to entering the NAT MNPSAensure that the waypoints programmed into the navigation computer reflect the OceanicClearance received and not any different previously entered planned or requested route.‣ Use a flight progress chart on the flight deck. It has been found that making periodic plots ofposition on a suitable chart and comparing with current cleared track, greatly helps in theidentification of errors before getting too far from track.‣ Consider making a simple use of basic DR Navigation as a back-up. Outside polar regions,provided that the magnetic course (track) is available on the flight log, a check against themagnetic heading being flown, plus or minus drift, is likely to indicate any gross tracking error.‣ Always remember that something absurd may have happened in the last half-hour. There areoften ways in which an overall awareness of directional progress can be maintained; the positionof the sun or stars; disposition of contrails; islands or coast-lines which can be seen directly orby using radar; radio navaids, and so forth. This is obvious and basic, but some of the errorswhich have occurred could have been prevented if the crew had shown more of this type ofawareness.‣ If the crew suspects that equipment failure may be leading to divergence from cleared track, itis better to advise ATC sooner rather than later.In conclusion, navigation equipment installations vary greatly between operators; but lessons learned frompast mistakes may help to prevent mistakes of a similar nature occurring to others in the future.NAT Doc 007 88 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 15CHAPTER 15: THE PREVENTION OF DEVIATIONS FROM TRACK AS ARESULT OF WAYPOINT INSERTION ERRORS15.1 THE PROBLEM15.1.1 During the monitoring of navigation performance in the NAT MNPS Airspace, a number ofGNEs are reported. There were 20 in 2007 and 25 in 2008. Such errors are normally detected by means oflong range radars as aircraft leave oceanic airspace but are increasingly confirmed by means of ADS-Cwaypoint reporting. In addition, however, on 143 occasions in 2007 and 148 occasions in 2008, potentialnavigation errors were identified by ATC from routine aircraft position reports (from “next” or “next plusone” waypoints) and ATC were able to intervene to prevent incorrect routing by the aircraft. The vastmajority of these instances were attributable to crew errors.15.1.2 Investigations into the causes of all recent deviations show that about 25% are attributable toequipment control errors by crews and that almost all of these errors are the result of programming thenavigation system(s) with incorrect waypoint data – otherwise known as waypoint insertion errors. Theremainder comprise mainly the following of the filed flight plan route rather than the cleared route (theprimary cause of some 80% of the ATC Interventions described in 14.1.1 above).15.2 THE CURE15.2.1 Waypoint insertion errors can be virtually eliminated if all operators/crews adhere at alltimes to approved operating procedures and cross checking drills. This Manual provides a considerableamount of guidance and advice based on experience gained the hard way, but it is quite impossible toprovide specific advice for each of the many variations of navigation systems fit.15.2.2 The following procedures are recommended as being a good basis for MNPS operatingdrills/checks:a) Record the initialisation position programmed into the navigation computer. This serves twopurposes:– it establishes the starting point for the navigation computations; and– in the event of navigation difficulties it facilitates a diagnosis of the problem.b) Ensure that your flight log has adequate space for the ATC cleared track co-ordinates, andalways record them. This part of the flight log then becomes the flight deck Master Documentfor:– read back of clearance;– entering the route into the navigation system;– plotting the route on your chart.c) Plot the cleared route on a chart with a scale suitable for the purpose (e.g. Aerad, Jeppesen,NOAA en route charts). This allows for a visual check on the reasonableness of the routeprofile and on its relationship to the OTS, other aircraft tracks/positions, diversion airfields, etc.d) Plot your Present Position regularly on your chart.– this may seem old-fashioned but, since the present position output cannot normally beinterfered with and its calculation is independent of the waypoint data, it is the one outputwhich can be relied upon to detect gross tracking errors. A position should be checked andNAT Doc 007 89 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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