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- Confirm time to next waypoint
Coast in
- Compare ground based NAVAID to LRNS
- Remove Strategic Lateral Offset
- Confirm routing after oceanic exit
Descent
- Transition level - set altimeters to QNH
Destination/block in
- Navigation Accuracy Check
- RVSM write-ups
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 73 Edition 2009
Other issues
1. Contingencies
(a) Published Weather Deviation Procedure
(b) 15 NM offset (formerly 30NM in the NAT, 25NM in the Pacific)
(c) Lost Comm/NAV Procedures
2. ETOPS
3. Weather – Destination/Alternate(s) Airport(s)
4. Data Link Contingency Procedures
5. Dead Reckoning (DR)
6. GPS – RAIM/FDE Requirements
Expanded checklist
12.3.2 The detail of the check items listed above and the rationale for their inclusion follow.
Flight planning
Plotting Chart
A plotting chart of appropriate scale should be used for all remote oceanic operations. This includes
using a plotting chart for published oceanic routes and tracks. ICAO groups who review oceanic
errors have determined that the routine use of a plotting chart is an excellent aid to reduce lateral
errors. A plotting chart can also serve as a critical aid in case of partial or total navigation failure. It
should be noted that the pilot should read from the plotting chart back to the master CFP when
verifying data. To read from the Master CFP to the plotting chart is a human factor‟s issue that has
lead to errors based on seeing what we expect to see
Equal Time Point (ETP)
ETPs should be computed for contingencies such as medical divert, engine loss or rapid
depressurization. A simultaneous engine loss and rapid depressurization should also be considered. It
is advisable to note the ETPs on the plotting chart. Crewmembers should review with each other the
appropriate diversion airport(s) when crossing ETPs. Pilot procedures should also include a manual
method for computing ETPs. Crews should not enter ETPs in the Long Range Navigation System
(LRNS) as this has led to Gross Navigation Errors.
Track message
Crews must have a current track message even if filed for a random route. Reviewing the date,
effective Zulu time and Track Message Identifier (TMI) ensures having a current track message on
board. The TMI is linked to the Julian Date. Operators must also ensure that their flight planning and
operational control process notify crewmembers in a timely manner of any amendments to the daily
track message. Plotting tracks near the assigned route can help situational awareness in case the crew
needs to execute a contingency.
Review possible navigation aids for accuracy check prior to coast out
It is good practice to discuss in advance a primary and secondary ground based navigational aid that
will be used to verify the accuracy of the LRNS. This planning may help to identify intended
navigation aids that are limited or NOTAMed unusable and is helpful when departing airports close
to oceanic airspace. Examples include Shannon (EINN), Lisbon (LRRT), Los Angeles (KLAX), etc.
Preflight
Master Clock
It is a requirement to have a master clock on board synchronized to UTC or GPS. This time source,
which is typically the Flight Management System (FMS), must be used for all ETAs and ATAs. The
use of multiple time sources on the aircraft has lead to inconsistencies in reporting times to ATC and
resulted in a loss of longitudinal separation.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 74 Edition 2009
Maintenance Log
Before entering a special area of operation, crews should focus on any write-ups that affect
communication, navigation, surveillance or RVSM requirements. Any discrepancies noted in the
maintenance log or during the walk-around may require delays or rerouting.
RVSM
Required equipment includes two primary independent altimetry sources, one altitude alert system
and one automatic altitude control system. In most cases a functioning transponder that can be linked
to the primary altimetry source is also required. Crews should note any issues that can affect accurate
altimetry.
Altimeter checks
Before taxi, crews should set their altimeters to the airport QNH. Both primary altimeters must agree
within + 75 feet of field elevation. The two primary altimeters must also agree within the limits
noted in the aircraft operating manual.
Wind Shear or Turbulence Forecast
The Master Computer Flight Plan (CFP) with projected wind shear or the turbulence forecast
documents should be reviewed for flights in RVSM airspace. Forecast moderate or greater
turbulence could lead to RVSM suspension. Operators are cautioned against flight planning through
　
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