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10-minute plot
Record time and latitude/longitude on plotting chart
Approximately 10 minutes after passing an oceanic waypoint, crews should plot the latitude, longitude and time on the plotting chart. It is advisable to plot the non-steering LRNS. A 10-minute plot can alert the crew to any lateral deviation from their ATC clearance prior to it becoming a Gross Navigation Error. A good crosscheck for the position of the 10-minute plot is that it is approximately 2° of longitude past the oceanic waypoint.
Midpoint
Midway between waypoints
It is good practice to crosscheck winds midway between oceanic waypoints by comparing the Master CFP, LRNS and upper millibar wind chart. As noted before, this information will be included in a position report if the flight has either been designated as a MET reporting flight or is a flight on a random route. This crosscheck will also aid crews in case there is a need for a contingency such as Dead Reckoning (DR).
Confirm time
It is recommended that during a wind check the crews also confirm the ETA to the next waypoint. A change of three (3) minutes or more requires that ATC be notified in a timely manner.
Coast in
Compare ground based NAVAID to LRNS
When departing oceanic airspace and acquiring ground based NAVAIDs, crews should note the accuracy of the LRNS by comparing it to those NAVAIDs. Any discrepancy should be noted in the Maintenance Log.
Remove Strategic Lateral Offset
Crews using a Lateral Offset of 1NM or 2NM right of centerline at oceanic entry need a procedure to remove this Lateral Offset at coast in prior to exiting oceanic airspace. It is advisable to include this as a checklist item.
Confirm routing after oceanic exit
Before entering the domestic route structure, crews must confirm their routing to include aircraft speed.
Note: Crews experiencing loss of communications leaving oceanic airspace should follow State guidance as published in AIPs.
Descent
Transition level
During the approach briefing, crews should note the transition level on the approach plate or verified by ATIS. Crews must be diligent when descending through the transition level to reset the altimeters to QNH. This is particularly important when encountering IFR, night or high terrain situations. Any confusion between a QNH set with inches of Mercury or hPa must be clarified.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 79 Edition 2009
Destination/block in
Navigation Accuracy Check
When arriving at the destination gate, crews should note any drift or circular error in the LRNS. A GPS Primary Means system normally should not exceed 0.27NM for the flight. Some inertial systems may drift as much as 2NM per hour. Because the present generation of LRNSs is highly accurate, operators should establish a drift tolerance which if exceeded would require a write-up in the Maintenance Log. RNP requirements demand that drift be closely monitored.
RVSM write-ups
Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the Maintenance Log. The RVSM airspace is closely monitored for any Height Deviations. An aircraft not meeting the strict RVSM standards must not be flight-planned into RVSM airspace without corrective action.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 13
NAT MNPS 80 Edition 2009
Chapter 13: Guarding Against Complacency
13.1 INTRODUCTION
13.1.1 Since 1977, when the MNPS rules were introduced, careful monitoring procedures have provided a good indication both of the frequency with which navigation errors occur and their causes. Their frequency is low: only one flight in around ten thousand commits a serious navigation error. However because of the accuracy and reliability of modern navigation systems, the errors which do occur are most often seen to be as a result of aircrew error.
13.1.2 Operational errors in the vertical plane also occur. Aircraft are sometimes flown at levels other than those for which ATC clearance has been issued. In preparation for the introduction of RVSM in the NAT Region (1997) a comprehensive data collection programme for vertical deviations was implemented, together with an annual assessment of the resulting collision risks. As in the horizontal plane, the frequency of vertical errors is low. However, the potential risk of even a single incidence of flying at an uncleared level can be very significant. Currently, the NAT MNPSA risk estimates in the vertical plane, as a result of operational errors or uncleared departures from flight level, exceed those arising from lateral gross navigation errors.
13.1.3 It is therefore essential that crews do not take modern technology for granted. They should at all times, especially during periods of low workload, guard against complacency and over-confidence, by adhering rigidly to approved cockpit/flight deck procedures which have been formulated over many years, in order to help stop operational errors from being an inevitability.
　
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