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encountered when INS/IRS are the primary LRNSs then it would be unwise to continue into NAT MNPS
Airspace. Pilots should consider landing in order to investigate the cause and then perhaps be in a position to
correct the problem.
8.4.2 It is recommended that a compass heading check be presented and the results recorded. This
check is particularly helpful when using inertial systems. The check can also aid in determining the most
accurate compass if a problem develops later in the crossing.
ATC Oceanic Clearance
8.4.3 Where practicable, two flight crew members should listen to and record every ATC
clearance and both agree that the recording is correct. Any doubt should be resolved by requesting
clarification from ATC.
8.4.4 If the ATC oceanic cleared route is identical to the flight planned track, it should be drawn
on the plotting chart and verified by the other pilot.
8.4.5 If the aircraft is cleared by ATC on a different track from that flight planned, some
regulators strongly recommend that a new Master Document be prepared showing the details of the cleared
track. Overwriting of the existing flight plan can cause difficulties in reading the waypoint numbers and the
new co-ordinates. For this purpose, it is helpful if a blank pro-forma Master Document (flight plan) is
carried with the flight documents. One flight crew member should transcribe track and distance data from
the appropriate reference source onto the new Master Document pro-forma and this should be checked by
another crew member. If necessary, a new plotting chart may be used on which to draw the new track. The
new document(s) should be used for the oceanic crossing. If the subsequent domestic portion of the flight
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 49 Edition 2009
corresponds to that contained in the original flight plan, it should be possible to revert to the original Master
Document at the appropriate point.
8.4.6 Experience suggests that when ATC issues a re-clearance involving re-routing and new
waypoints, there is a consequential increase in the risk of errors being made. Indeed errors associated with
re-clearances continue to be the most frequent cause of Gross Navigation Errors in the North Atlantic MNPS
Airspace. Therefore, this situation should be treated virtually as the start of a new flight; and the procedures
employed with respect to the following, should all be identical to those procedures employed at the
beginning of a flight:
a) copying the ATC re-clearance;
b) amending the Master Document;
c) loading and checking waypoints;
d) extracting and verifying flight plan information, tracks and distances, etc.; and
e) preparing a new plotting chart.
8.4.7 Strict adherence to the above procedures should minimise the risk of error. However, flight
deck management should be such that one pilot is designated to be responsible for flying the aircraft whilst
the other pilot carries out any required amendments to documentation and reprogramming of the navigation
systems - appropriately monitored by the pilot flying the aircraft, as and when necessary.
Approaching the Ocean
8.4.8 Prior to entering MNPS Airspace, the accuracy of the LRNSs should be thoroughly checked,
if necessary by using independent navigation aids. For example, INS position can be checked by reference
to en route or proximate VOR/DMEs, etc. However, with a modern FMS, the system decides which LRNS
is to be used, and indeed, the FMS may be taking information from DMEs (and possibly VORs) as well as
the LRNS carried. Nevertheless, in spite of all this modern technology and even if the FMS is using GPS, it
is still worthwhile to carry out a 'reasonableness' check of the FMS/GPS position, using (for example)
DME/VOR distance and bearing.
8.4.9 When appropriate and possible, the navigation system which, in the opinion of the pilot, has
performed most accurately since departure should be selected for automatic navigation steering.
8.4.10 In view of the importance of following the correct track in oceanic airspace, it is advisable at
this stage of flight that, if carried, a third pilot or equivalent crew member should check the clearance
waypoints which have been inserted into the navigation system, using source information such as the track
message or data link clearance if applicable.
Entering the MNPS Airspace and Reaching an Oceanic Waypoint
8.4.11 When passing waypoints, the following checks should be carried out:
a) just prior to the waypoint, check the present position co-ordinates of each navigation system
against the cleared route in the Master Document, and
b) check the next two waypoints in each navigation system against the Master Document.
c) at the waypoint, check the distance to the next waypoint, confirm that the aircraft turns in the
　
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