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8.1.7 Today in North Atlantic operations the predominant source of aircraft positioning information is that of GPS. This includes aircraft that use stand-alone GPS equipment and aircraft where GPS positioning information is integrated into the system navigation solution (e.g. a GPS / IRS mix). The accuracy of GPS navigation is such that the actual flight paths of any two GPS equipped aircraft navigating to a common point will almost certainly pass that point within less than a wingspan of each other. Given that the North Atlantic is the most heavily used oceanic airspace anywhere in the world, it must therefore be appreciated that even a single digit error in just one waypoint can result in a significant conflict potential.
8.1.8 The importance of employing strict navigation system operating procedures designed to avoid the insertion of wrong waypoints or misunderstandings between pilots and ATC over cleared routes cannot be over-emphasised. The principles embodied in many of the procedures described in this Chapter are aimed squarely at the prevention of such problems.
8.1.9 Many of the procedures listed in this Chapter are not equipment specific and others may not be pertinent to every aircraft. For specific equipment, reference should be made to Manufacturers' and operators' handbooks and manuals.
8.1.10 There are various references in this material to two pilots; however when carried, a third crew member should be involved in all cross check procedures to the extent practicable.
8.1.11 Maintenance of a high standard of navigation performance is absolutely essential to the maintenance of safety in the NAT MNPS Airspace.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 42 Edition 2009
8.2 GENERAL PROCEDURES
Importance of Accurate Time
8.2.1 It must be recognised that proper operation of a correctly functioning LRNS will ensure that the aircraft follows its cleared track. ATC applies standard separations between cleared tracks and thereby assures the safe lateral separation of aircraft. However, longitudinal separations between subsequent aircraft following the same track and between aircraft on intersecting tracks are assessed in terms of differences in ETAs/ATAs at common waypoints. Aircraft clock errors resulting in position report time errors can therefore lead to an erosion of actual longitudinal separations between aircraft. It is thus vitally important that prior to entry into the NAT MNPS Airspace the time reference system to be used during the flight is accurately synchronised to UTC and that the calculation of waypoint ETAs and the reporting of waypoint ATAs are always referenced to this system. Many modern aircraft master clocks (typically the FMS) can only be reset while the aircraft is on the ground. Thus the Pre-flight Procedures for any NAT MNPS flight must include a UTC time check and resynchronisation of the aircraft master clock. Lists of acceptable time sources for this purpose have been promulgated by NAT ATS Provider States.
8.2.2 The following are examples of acceptable time standards:
 GPS (Corrected to UTC) - Available at all times to those crews who can access time via approved on-board GPS (TSO-C129) equipment.
 WWV - National Institute of Standards (NIST - Fort Collins, Colorado). WWV operates continually H24 on 2500, 5000, 10,000, 15,000 and 20,000 kHz (AM/SSB) and provides UTC (voice) once every minute.
 CHU - National Research Council (NRC - Ottawa, Canada) - CHU operates continually H24 on 3330, 7335 and 14,670 kHz (SSB) and provides UTC (voice) once every minute (English even minutes, French odd minutes).
 BBC - British Broadcasting Corporation (United Kingdom). The BBC transmits on a number of domestic and world-wide frequencies and transmits the Greenwich time signal (referenced to UTC) once every hour on most frequencies, although there are some exceptions.
8.2.3 Further details of these and other acceptable time references can be found in AIS documentation of the NAT ATS Provider States. In general, the use of any other source of UTC, that can be shown to the State of the Operator or the State of Registry of the aircraft to be equivalent, may be allowed for this purpose.
The Use of a Master Document
8.2.4 Navigation procedures must include the establishment of some form of master working document to be used on the flight deck. This document may be based upon the flight plan, navigation log, or other suitable document which lists sequentially the waypoints defining the route, the track and distance between each waypoint, and other information relevant to navigation along the cleared track. When mentioned subsequently in this guidance material, this document will be referred to as the 'Master Document'.
8.2.5 Misuse of the Master Document can result in GNEs occurring and for this reason strict procedures regarding its use should be established. These procedures should include the following:
a) Only one Master Document is to be used on the flight deck. However, this does not preclude other crew members maintaining a separate flight log.
　
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