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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 can only be
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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:
(1) GPS (Corrected to UTC) - Available at all times to those crews who can access time via approved
on-board GPS (TSO-C129) equipment.
(2) 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.
(3) 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).
(4) 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:
• only one Master Document to be used on the flight deck. However, this does not preclude other
crew members maintaining a separate flight log.
• on INS equipped aircraft a waypoint numbering sequence should be established from the outset of
the flight and entered on the Master Document. The identical numbering sequence should be used
for storing waypoints in the navigation computers.
• for aircraft equipped with FMS data bases, FMS generated or inserted waypoints should be
carefully compared to Master Document waypoints and cross checked by both pilots.
• an appropriate symbology should be adopted to indicate the status of each waypoint listed on the
Master Document.
8.2.6 The following is a typical example of Master Document annotation. An individual
operator’s procedures may differ slightly but the same principles should be applied:
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• the waypoint number is entered against the relevant waypoint co-ordinates to indicate that the
waypoint has been inserted into the navigation computers.
• the waypoint number is circled, to signify that insertion of the correct co-ordinates in the navigation
computers has been double-checked independently by another crew member.
• the circled waypoint number is ticked, to signify that the relevant track and distance information
has been double-checked.
• the circled waypoint number is crossed out, to signify that the aircraft has overflown the waypoint
concerned.
8.2.7 All navigational information appearing on the Master Document must be checked against the
best available prime source data. When a re-route is necessary, it is recommended that a new Master
Document is prepared for the changed portion of the flight. If the original Master Document is to be used the
old waypoints should be clearly crossed out and the new ones entered in their place.
8.2.8 When ATC clearances or re-clearances are being obtained, headsets should be worn. The
inferior clarity of loud-speakers has, in the past, caused errors during receipt. Two qualified crew members
　
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