World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 8Avoiding Confusion between Magnetic and True Track Reference8.5.9 To cover all navigation requirements, some operators produce flight plans giving bothmagnetic and true tracks. However, especially if crews are changing to a new system, there is a risk that atsome stage (e.g. during partial system failure, re-clearances, etc.), confusion may arise in selecting thecorrect values. Operators should therefore devise procedures which will reduce this risk, as well as ensuringthat the subject is covered during training.8.5.10 Crews who decide to check or update their LRNSs by reference to VORs should rememberthat in the Canadian Northern Domestic Airspace these may be oriented with reference to true north, ratherthan magnetic north.Navigation in the Area of Compass Unreliability8.5.11 As aircraft move towards the Earth’s North magnetic pole the horizontal field strengthreduces and the ability of the compass to accurately sense magnetic North is reduced. It is generallyrecognised that when the horizontal magnetic field strength falls below 6000 nanotesla, the magneticcompass can no longer be considered to be reliable. Moreover, when the horizontal magnetic field strengthfalls below 3000 nanotesla, the magnetic compass is considered to be unuseable. Within MNPS airspace theNorth West of Greenland is an area of Compass Unreliability and adjoining areas of Canadian airspaceinclude areas where the magnetic Compass is unuseable. En route charts for the North Atlantic and NorthPolar areas show the areas where the compass is either unreliable or unuseable.8.5.12 In areas where the compass is unreliable or unuseable, basic inertial navigation requires nospecial procedures. Different manufacturers may offer their own solutions to the special problems existing insuch areas. However, such solutions should not involve the use of charts and manual measurement ofdirection.8.5.13 Furthermore, Operators/Pilots are reminded that before operating in an area ofCompass Unreliability they are responsible for checking with their State Authorities whether specificregulatory approval or training is required.Deliberate Deviation from Track8.5.14 Deliberate temporary deviations from track are sometimes necessary, usually to avoid severeweather; whenever possible, prior ATC approval should be obtained (See paragraph 12.4). Such deviationshave often been the source of gross errors as a consequence of failing to re-engage the autopilot with thenavigation system. It should also be noted that selection of the 'turbulence' mode of the autopilot on someaircraft may have the effect of disengaging it from the aircraft navigation system. After use of the turbulencemode, extra care should be taken to ensure that the desired track is recaptured by the steering navigationsystem.8.6 POST-FLIGHT PROCEDURESInertial Navigation System Accuracy Check8.6.1 At the end of each flight, an evaluation of accuracy of the aircraft's navigation systemsshould be carried out. Equipment operating manuals specify maxima for radial errors before a system isconsidered to be unserviceable. For early gimballed-platform inertial systems these are in the order of 2 NMper hour. One method used to determine radial error is to input the shutdown ramp position; in other systemserror messages are output giving differences between raw inertial reference positions and computed radioNAT Doc 007 58 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 8navigation updated positions. Whatever method is used, a record should be kept of the performance of eachINS.8.7 HORIZONTAL NAVIGATION PERFORMANCE MONITORING8.7.1 The navigation performance of operators within NAT MNPS Airspace is monitored on acontinual basis. The navigation accuracy achieved by NAT MNPS aircraft is periodically measured andadditionally all identified instances of significant deviation from cleared track are subject to thoroughinvestigation by the NAT Central Monitoring Agency (CMA), currently operated on behalf of ICAO by theUK National Air Traffic Services Limited.8.7.2 Pilots and operators are encouraged to cooperate as fully as possible with the CMA in itsinvestigations of any deviations, since the objective here is to support regional safety management function.These investigations are not conducted for regulatory/punitive purposes.8.7.3 The CMA also maintains a data base of all NAT MNPS Approvals. The CMA runs acontinuous monitoring process to compare this Approvals list with the records of all aircraft flying in theNAT MNPS Airspace. The Approval status of any aircraft involved in a track deviation is specificallychecked against the data base and in any cases of doubt the State of the operator or the State of Registry iscontacted. Chapter 10 provides full details of the monitoring processes.NAT Doc 007 59 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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