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should monitor such clearances, one of them recording the clearance on the Master Document as it is
received, the other cross-checking the receipt and read-back. All waypoint co-ordinates should be read back
in detail, adhering strictly to standard ICAO phraseology, except where approved local procedures make this
unnecessary. Detailed procedures pertaining to abbreviated clearances/read-backs are contained in the
appropriate AIPs, and in this Manual at Chapter 5 - Oceanic ATC Clearances.
Position Plotting
8.2.9 A simple plotting chart provides a visual presentation of the intended route which, otherwise,
is defined only in terms of navigational co-ordinates. Plotting the intended route on such a chart may reveal
errors and discrepancies in the navigational co-ordinates which can then be corrected immediately, before
they reveal themselves in terms of a deviation from the ATC cleared route. As the flight progresses, plotting
the aircraft's position on this chart will also serve the purpose of a navigation cross check, provided that the
scale and graticule are suitable.
8.2.10 As the flight progresses in oceanic airspace, plotting the aircraft's position on this chart will
help to confirm (when it falls precisely on track) that the flight is proceeding in accordance with its
clearance. However, if the plotted position is laterally offset, the flight may be deviating unintentionally, and
this possibility should be investigated at once.
8.2.11 It is recommended that a chart with an appropriate scale be used for plotting. Many company
Progress Charts are of the wrong scale or too small. It has been noted that the use of plotting charts that are
small can lead to oceanic errors. EAG Chart NAT (H/L) 1&1e; No 1 AIDU (MOD) Charts AT(H)1, 2, 3 & 4
and the Jeppesen North/Mid Atlantic Plotting Charts are all useful compromises between scale and overall
chart size; while the NOAA/FAA North Atlantic Route Chart has the advantage, for plotting purposes, of a 1°
latitude/longitude graticule."
Provision of Step-Climbs
8.2.12 Tactical radar control and tactical procedural control are exercised in some areas of the NAT
MNPS Airspace. However, oceanic clearances for most NAT flights are of a strategic nature, whereby
flights are allocated a conflict-free route and profile from coast-out to landfall. Although such strategic
clearances normally specify a single flight level for the entire crossing, there is often scope for en route stepclimb
re-clearances as fuel burn-off makes higher levels more optimal. Controllers will accommodate
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 43 Edition 2005
requests for step-climbs whenever possible. When so re-cleared, pilots should initiate the climb without
delay (unless their discretion was invited) and always report to ATC immediately upon reaching the new
cruising level.
Relief Crew Members
8.2.13 Very long range operations may include the use of relief crew. In such cases it is necessary
to ensure that procedures are such that the continuity of the operation is not interrupted, particularly in
respect of the handling and treatment of the navigational information.
8.3 PRE-FLIGHT PROCEDURES
Inertial Navigation Systems
Initial Insertion of Latitude and Longitude
8.3.1 Two fundamental principles concerning the operation of an IRS are: that it needs to be
accurately aligned before flight; and that the actual position of the aircraft, at alignment, is set into the
system. If either of these principles is violated, systematic errors will be introduced. These errors can be
corrected whilst the aircraft is on the ground but it is not possible to adequately recover from them whilst the
aircraft is in flight, despite indications to the contrary. Correct insertion of the initial position must therefore
be checked before inertial systems are aligned and the position should be recorded in the flight log and/or
Master Document. It is recommended that subsequent 'silent' checks of the present position and of the
inertial velocity outputs (e.g. ground speed registering zero) be carried out independently by both pilots
during (an early stage of) the pre-flight checks and again just before the aircraft is moved. Any discrepancies
should be investigated.
8.3.2 With regard to the insertion of the initial co-ordinates whilst on the ramp, the following
points should be taken into account:
• in some inertial systems, insertion errors exceeding about one degree of latitude will illuminate a
malfunction light. It should be noted that very few systems provide protection against longitude
insertion errors.
• at all times, but particularly in the vicinity of the Zero Degree E/W (Greenwich) Meridian or near to
　
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