World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 88.2.8 All navigational information appearing on the Master Document must be checked against thebest available prime source data. When a re-route is necessary, some regulators recommended that a newMaster Document is prepared for the changed portion of the flight. In cases where the original MasterDocument is to be used, the old waypoints must be clearly crossed out and the new ones carefully entered intheir place. The checks listed in the previous paragraph must be carried out in respect of all new or revisedwaypoints.8.2.9 When ATC clearances or re-clearances are being obtained, headsets should be worn. Theinferior clarity of loud-speakers has, in the past, caused errors during receipt. Two qualified crew membersshould monitor such clearances; one of them recording the clearance on the Master Document as it isreceived, the other cross-checking the receipt and read-back. All waypoint co-ordinates should be read backin detail, adhering strictly to standard ICAO phraseology, except where approved local procedures make thisunnecessary. Detailed procedures pertaining to abbreviated clearances/read-backs are contained in theappropriate AIPs, and in this Manual at Chapter 5 - Oceanic ATC Clearances.Position Plotting8.2.10 A simple plotting chart provides a visual presentation of the intended route which, is definedotherwise only in terms of navigational co-ordinates. Plotting the intended route on such a chart may revealerrors and discrepancies in the navigational co-ordinates which can then be corrected immediately, beforethey reveal themselves in terms of a deviation from the ATC cleared route. As the flight progresses, plottingthe aircraft's present position on this chart will also serve the purpose of a navigation cross check, providedthat the scale and graticule are suitable.8.2.11 As the flight progresses in oceanic airspace, plotting the aircraft's position on this chart willhelp to confirm (when it falls precisely on track) that the flight is proceeding in accordance with itsclearance. However, if the plotted position is laterally offset, the flight may be deviating unintentionally, andthis possibility should be investigated at once.8.2.12 It is recommended that a chart with an appropriate scale be used for plotting. Many companyProgress Charts are of the wrong scale or too small. It has been noted that the use of plotting charts that aresmall can lead to oceanic errors. EAG Chart AT (H) 1; No 1 AIDU (MOD) Charts AT(H)1, 2, 3 & 4 and theJeppesen North/Mid Atlantic Plotting Charts are all useful compromises between scale and overall chart size;while the NOAA/FAA North Atlantic Route Chart has the advantage, for plotting purposes, of a 1°latitude/longitude graticule.Provision of Step-Climbs8.2.13 Tactical ATS Surveillance control and tactical procedural control are exercised in some areasof the NAT MNPS Airspace. However, oceanic clearances for most NAT flights are of a strategic nature,whereby flights are allocated a conflict-free route and profile from coast-out to landfall. Although suchstrategic clearances normally specify a single flight level for the entire crossing, there is often scope for enroute step-climb re-clearances as fuel burn-off makes higher levels more optimal. Controllers willaccommodate requests for step-climbs whenever possible. When so re-cleared, pilots should initiate theclimb without delay (unless their discretion was invited or unless a conditional clearance was issued) andalways report to ATC immediately upon leaving the old and on reaching the new cruising levels.Relief Crew Members8.2.14 Very long range operations may include the use of relief crew. In such cases it is necessaryto ensure that procedures are such that the continuity of the operation is not interrupted, particularly inrespect of the handling and treatment of the navigational information.NAT Doc 007 48 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 88.3 PRE-FLIGHT PROCEDURESInertial Navigation SystemsInsertion of Initial Latitude and Longitude8.3.1 Two fundamental principles concerning the operation of an IRS are: that it needs to beaccurately aligned before flight; and that the actual position of the aircraft, at alignment, is set into thesystem. If either of these principles is violated, systematic errors will be introduced. These errors can becorrected whilst the aircraft is on the ground but it is not possible to adequately recover from them whilst theaircraft is in flight, despite any indications to the contrary. Correct insertion of the initial position musttherefore be checked before inertial systems are aligned and the position should be recorded in the flight logand/or Master Document. It is recommended that subsequent 'silent' checks of the present position and of theinertial velocity outputs (e.g. ground speed registering zero) be carried out independently by both pilotsduring (an early stage of) the pre-flight checks and again just before the aircraft is moved. Any discrepanciesshould be investigated.8.3.2 With regard to the insertion of the initial co-ordinates whilst on the ramp, the followingpoints should be taken into account:System Alignment• in some inertial systems, insertion errors exceeding about one degree of latitude willilluminate a malfunction light. It should be noted that very few systems provide protectionagainst longitude insertion errors.• at all times, but particularly in the vicinity of the Zero Degree E/W (Greenwich) Meridian ornear to the Equator, care should be taken to ensure that the co-ordinates inserted are correct.(i.e. E/W or N/S).8.3.3 The alignment of inertial systems must be completed and the equipment put into navigationmode prior to releasing the parking brake at the ramp. Some systems will align in about 10 minutes, otherscan take 15 minutes or more; expect alignment to take longer in extreme cold or at higher latitudes or whenthe aircraft (and hence the inertial platform) is buffeted by winds or rocked during cargo loading. A rapidrealignment feature is sometimes provided but should only be used if, during an intermediate stop, itbecomes necessary to increase the system accuracy. The aircraft must be stationary during rapid realignmentwhich typically will take about one minute.8.3.4 To ensure that there is adequate time for the initial alignment, the first crew member on theflight deck should normally put the inertial system(s) into the align mode as soon as practicable.GNSS (GPS) Systems8.3.5 As with all LRNS operations, GPS LRNS operations must be approved by the State of theOperator (or the State of Registry for International General Aviation operations) as part of the MNPSoperational approval. When both the LRNSs required for unrestricted MNPS operations are GPSs theapproval of their operation will include the requirement to carry out Pre-Departure Satellite NavigationPrediction Programmes (as shown below). When only one of the two LRNSs required is a GPS, StateAuthorities vary as to whether they require their operators to conduct such pre-departure programmes.Satellite Availability8.3.6 Given suitable geometry:- Four satellites are required to determine 3-D position;NAT Doc 007 49 Edition 2010
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