World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 10CHAPTER 10: MONITORING OF AIRCRAFT SYSTEMS AND CREWPERFORMANCE10.1 The Monitoring Process10.1.1 To ensure compliance with minimum navigation and height-keeping performancespecifications, ICAO has established procedures for systematic and periodic monitoring of the actuallyachieved aircraft systems performance. Formal reporting by pilots, Operators and ATS Providers, ofspecified deviations from assigned track or flight level supports this.10.1.2 The monitoring process comprises four distinct actions:a) monitoring of aircraft navigation performance by the Operator in co-operation with flightcrews;b) monitoring of Operators by the State having jurisdiction over those Operators in order toensure that acceptable operating procedures are being applied by the Operator whileconducting authorised flight operations;c) monitoring of actual aircraft systems performance in normal flight operations, as observedby means of radar by the ATC units of States providing service in the NAT Region, and byother specialist systems designed to measure the technical height-keeping performance ofaircraft; andd) monitoring done on the basis of position and occurrence reporting.10.1.3 Because of the large variety of circumstances existing in the relationship between States ofRegistry and their Operators engaged in NAT operations, it is not expected that all States will be able tomake similar or identical arrangements. It is however expected that all States concerned will make maximumeffort to comply effectively with their responsibilities and in particular to co-operate with requests forinformation about a particular incident from an ATS Provider or from the NAT CMA.10.2 Monitoring of Horizontal Navigation CapabilityMonitoring by the Operators10.2.1 Decisions regarding the monitoring of aircraft navigation performance are largely theprerogative of individual Operators. In deciding what records should be kept, Operators should take intoaccount the stringent requirements associated with the MNPS. Operators are required to investigate alloccurrences of GNEs (errors of 25 NM or greater), and it is imperative, whether these are observed onground radar, via ADS reports or by the flight crew, that the cause(s) of track deviations be established andeliminated. Therefore, it will be necessary to keep complete in-flight records so that an analysis can becarried-out.10.2.2 Operators should review their documentation to ensure that it provides all the informationrequired to reconstruct any flight, if necessary, some weeks later. Specific requirements could include:a) details of the initial position inserted into the Flight Management System, IRS or INSequipment plus the original flight planned track and flight levels;NAT Doc 007 64 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 10b) all ATC clearances and revisions of clearance;c) all reports (times, positions, etc.) made to ATC;d) all information used in the actual navigation of the flight: including a record of waypointnumbers allocated to specific waypoints, plus their associated ETAs and ATAs;e) comments on any problems (including that to do with matters concerning navigation)relating to the conduct of the flight, plus information about any significant discrepanciesbetween INS/IRS displays, other equipment abnormalities and any discrepancies relating toATC clearances or information passed to the aircraft following ground radar observations;f) detailed records of any contingency manoeuvres/procedures undertaken by the pilot;g) sufficient information on accuracy checks to permit an overall assessment of performance.Records of terminal (i.e. residual) errors and of checks made against navigation facilitiesimmediately prior to entering oceanic airspace; details of any manual updates made toIRS/INS units; andh) where available, navigational and performance data contained in the aircraft’s flight datarecorders.10.2.3 It is also important that any forms which are used make it easy to examine key factors. Forinstance, documentation might include, for each flight, a question calling for crew assistance in this regard:e.g. "Did a track error of 25 NM or more occur on this flight? Yes/No."Monitoring of the Operator by the State10.2.4 Decisions regarding the monitoring of Operators by the State may be taken unilaterally, buthopefully there will be a co-operative process regarding those specifications to be achieved by the Operatorduring planning, and when reviewing achieved performance. Much of this process will be concerned withprocedures approved by the flight operations inspectorate and confirmed by means of monitoring, to ensurecompliance.Direct Action by ATS Provider States and the NAT CMA in the Monitoring Process10.2.5 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. The CMA also maintains a data base of all NAT MNPSApprovals. The CMA runs a continuous monitoring process to compare this Approvals list with the recordsof all aircraft flying in the NAT MNPS Airspace. The Approval status of any aircraft involved in a trackdeviation is specifically checked against the data base and in any cases of doubt the State of Registry iscontacted.10.2.6 When a navigation error is identified, follow-up action after flight is taken, both with theoperator and, where the deviation is 25 NM or more (i.e. a GNE), the State of operator or State of Registry ofthe aircraft involved, to establish the circumstances and contributory factors. The format of the (navigation)Error Investigation Form used for follow-up action is as shown at Attachment 1. Operational errors can havea significant effect on the assessment of risk in the system. For their safety and the safety of other users,crews are reminded of the importance of co-operating with the reporting OAC in the provision of incidentinformation.NAT Doc 007 65 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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