World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 5in this category receive a clearance on a route other than originally flight planned, special caution should beexercised to ensure that the co-ordinates of the assigned route and of the associated landfall and subsequentdomestic routings are fully understood and correctly inserted into the automated navigation systems.Appropriate cross checks should be carried out. In all cases when an en route re-clearance is requested, thepilot should ensure that the revised ATC clearance includes the new routing from the oceanic exit point tothe first landfall point or coastal fix. If at the time of being given a clearance or re-clearance, the pilot hasany doubt concerning the subsequent domestic routing, details should be checked with the ATC unit issuingthe clearance/re-clearance.5.5 OCEANIC CLEARANCES FOR RANDOM FLIGHTS INTENDING TO OPERATEWITHIN THE NAT REGION AND SUBSEQUENTLY ENTER REGIONS OTHERTHAN NAM OR EUR5.5.1 Oceanic Clearances issued to flights in this category are similar to domestic ATC clearancesin that clearances are to destination on the assumption that co-ordination will be effected ahead of theaircraft's passage. In this case, if necessary, the flight profile may be changed en route, prior to hand-overfrom one centre to another, subject to traffic conditions in the adjacent area.5.6 OCEANIC FLIGHTS ORIGINATING FROM THE CAR OR SAM REGIONS ANDENTERING NAT MNPS AIRSPACE VIA THE NEW YORK OCA5.6.1 If a pilot has received the three clearance elements. i.e. a complete route, altitude, and MachNumber, even if these elements are not issued at the same time, then the pilot has been provided with anOceanic Clearance and no request for one is necessary. For example: on a flight from Santo Domingo toEurope, Santo Domingo ACC issues a Clearance with a complete route and altitude; later, San Juan CERAPissues the aircraft a clearance to maintain Mach 0.84. At this point, all three required elements (route, MachNumber and flight level) have been received and the flight has an Oceanic Clearance. Subsequent changesto any single element of the Oceanic Clearance does not alter the others.5.6.2 If the pilot has not received all three elements of an Oceanic Clearance, then a full OceanicClearance should be obtained prior to entering MNPS Airspace. If any difficulty is encountered obtainingthe elements of the Oceanic Clearance, the pilot should not hold while awaiting a Clearance unless soinstructed by ATC. The pilot should proceed on the cleared route into MNPS Airspace and continue torequest the Clearance elements needed.5.7 ERRORS ASSOCIATED WITH OCEANIC CLEARANCES5.7.1 Navigation errors associated with Oceanic Clearances fall into several categories of whichthe most significant are ATC System Loop errors and Waypoint Insertion errors.ATC System Loop Errors5.7.2 An ATC system loop error is any error caused by a misunderstanding between the pilot andthe controller regarding the assigned flight level, Mach Number or route to be followed. Such errors canarise from: incorrect interpretation of the NAT Track Message by dispatchers; errors in co-ordinationbetween OACs; or misinterpretation by pilots of Oceanic Clearances or re-clearances. Errors of this nature,which are detected by ATC from pilot position reports will normally be corrected. However, timely ATCintervention cannot always be guaranteed, especially as it may depend on the use of third-party relayed HF,GP/VHF or SATCOM Voice communications.NAT Doc 007 28 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 5Waypoint Insertion Errors5.7.3 Experience has shown that many of the track-keeping errors in the NAT MNPS Airspaceoccur as a result of crews programming the navigation system(s) with incorrect waypoint data. These arereferred to as Waypoint Insertion Errors. They frequently originate from:a) failure to observe the principles of checking waypoints to be inserted in the navigationsystems, against the ATC cleared route;b) failure to load waypoint information carefully; orc) failure to cross-check on-board navigation systems.5.7.4 More detailed guidance on this subject is contained in Chapter 8, Chapter 14 and Chapter 15of this Document.5.7.5 Many of the navigation error occurrences are the product of one or both of the foregoingcauses. It is therefore extremely important that pilots double check each element of the Oceanic Clearanceon receipt, and at each waypoint, since failure to do so may result in inadvertent deviation from cleared routeand/or flight level.NAT Doc 007 29 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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