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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 75 Edition 2009
LRNS programming
- Check currency and software version
It is important to check the effective date of the database. Crews should note if the database is projected to expire during their trip. Crews are discouraged from flying with expired databases. MELs may allow relief to fly with an expired database but require the crews to manually crosscheck all data. The software version of the database should also be confirmed in case there has been a change.
- Independent verification
It is critical that one crewmember enters waypoint coordinates and that these are independently checked by another crewmember. It should be noted that the pilot should read from the FMS screen back to the master CFP when verifying data. To read from the Master CFP to the FMS is a human factor‟s issue that has lead to errors based on seeing what we expect to see.
- Check expanded coordinates of waypoints
Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there was an error in the expended waypoint coordinate, but crews only checked the abbreviated coordinate. Verifying only the abbreviated coordinate could lead to a lateral error. Flight crews should conduct a magnetic course and distance check between waypoints to further verify waypoint coordinates.
- Track and distance check
To minimize oceanic errors, it is important to conduct a magnetic course and distance check from oceanic entry to oceanic exit. Operators should establish a tolerance such as + 2o and + 2NM. The course and distance check comparing the Master CFP against the LRNS are critical in detecting errors that may not have been noticed by simply checking coordinates. A difference of more than 2o between waypoints may be due to a difference of the magnetic variation in the database versus the variation used in the Master CFP. Any difference outside the + 2o or + 2NM should be rechecked and verified.
- Upload winds
Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate reporting of ETAs.
Groundspeed check
The groundspeed should be noted before taxiing the aircraft. Crews should expect the groundspeed to read zero (0) knots. This procedure is a good practice to detect an error that may be developing in the LRNS.
Taxi and prior to take-off
Groundspeed check
During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.
Present Position check
This Present Position check is conducted after leaving the gate. Check for gross difference between this Present Position and the gate coordinates. This check will alert the crew to possible error in the LRNS database that can be investigated/corrected prior to take-off.
Climb out
Transition altitude
Crews should brief the transition altitude based on information from the approach plate or from the ATIS. After climbing through the transition altitude, the altimeters should be reset to 29.92 in or 1013.2 hPa.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 76 Edition 2009
Manually compute ETAs
After climbing above the sterile altitude and time permitting crews should manually compute ETAs from departure to destination. These should be noted on the Master CFP. This is an excellent crosscheck against ETAs computed by the LRNS.
Prior to oceanic entry
Gross error accuracy check
Before oceanic entry, the accuracy of the LRNS should be checked against a ground-based NAV-AID. The results of the accuracy check should be recorded with the time and position. A large difference between the ground-based NAV-AID and the LRNS may require immediate corrective action. Operators should establish a gross error check tolerance based on the type LRNS. It is not advisable for crews to attempt to correct an error by doing an air alignment or by manually updating the LRNS since this has often contributed to a Gross Navigation Error.
HF checks
If the crew was unable to accomplish the HF and SELCAL checks on the ground, these checks must be accomplished before oceanic entry.
Log on to CPDLC or ADS
Operators approved to use Controller Pilot Data Link Communications (CPDLC) or Automatic Dependent Surveillance (ADS) should log on to the appropriate FIR 15 to 45 minutes prior to the boundary.
Obtain oceanic clearance
Both pilots must obtain oceanic clearance from the appropriate clearance delivery. (Clearance via voice should be at least 40 minutes prior to oceanic entry and via data link should be 30 to 90 minutes prior to oceanic entry). It is important that both pilots confirm and enter the ocean at the altitude assigned in the oceanic clearance (this may be different than the domestic cleared flight level). An oceanic clearance typically includes a route, flight level and assigned MACH. Crews should include their requested flight level in their initial clearance request. Some oceanic centers require pilots to advise them at the time of their oceanic clearance “When Able Higher” (WAH). Crews should be confident that they are able to maintain requested flight levels based on aircraft performance capabilities.
　
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