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co-ordinates. For this purpose, a blank pro-forma Master Document (flight plan) should be carried with the
flight documents. One flight crew member should transcribe track and distance data from the appropriate
reference source onto the new Master Document pro-forma and this should be checked by another crew
member. If necessary, a new plotting chart may be used on which to draw the new track. The new
document(s) should be used for the oceanic crossing. If the subsequent domestic portion of the flight
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 48 Edition 2005
corresponds to that contained in the original flight plan, it should be possible to revert to the original Master
Document at the appropriate point.
8.4.5 Experience suggests that when ATC issues a re-clearance involving re-routing and new
waypoints, there is a consequential increase in the risk of errors being made. Therefore, this situation should
be treated virtually as the start of a new flight; and the procedures employed with respect to the following,
should all be identical to those procedures employed at the beginning of a flight:
• copying the ATC re-clearance;
• amending the Master Document;
• loading and checking waypoints;
• extracting and verifying flight plan information, tracks and distances, etc.; and
• preparing a new plotting chart.
8.4.6 Strict adherence to the above procedures should minimise the risk of error. However, flight
deck management should be such that one pilot is designated to be responsible for flying the aircraft whilst
the other pilot carries out any required amendments to documentation and reprogramming of the navigation
systems - appropriately monitored by the pilot flying the aircraft, as and when necessary.
Approaching the Ocean
8.4.7 Prior to entering MNPS Airspace, the accuracy of the LRNSs should be thoroughly checked,
if necessary by using independent navigation aids. For example, INS position can be checked by reference
to en route or proximate VOR/DMEs, etc. However, with a modern FMS, the system decides which LRNS
is to be used, and indeed, the FMS may be taking information from DMEs (and possibly VORs) as well as
the LRNS carried. Nevertheless, in spite of all this modern technology and even if the FMS is using GPS, it
is still worthwhile to carry out a 'reasonableness' check of the FMS/GPS position, using (for example)
DME/VOR distance and bearing.
8.4.8 When appropriate and possible, the navigation system which, in the opinion of the pilot, has
performed most accurately since departure should be selected for automatic navigation steering.
8.4.9 In view of the importance of following the correct track in oceanic airspace, it is advisable at
this stage of flight that, if carried, a third pilot or equivalent crew member should check the clearance
waypoints which have been inserted into the navigation system, using source information such as the track
message or data link clearance if applicable.
Entering the MNPS Airspace and Reaching an Oceanic Waypoint
8.4.10 When passing waypoints, the following checks should be carried out:
• just prior to the waypoint, check the present position co-ordinates of each navigation system
against the cleared route in the Master Document, and
• check the next two waypoints in each navigation system against the Master Document.
• at the waypoint, check the distance to the next waypoint, confirm that the aircraft turns in the
correct direction and takes up a new heading and track appropriate to the leg to the next waypoint.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
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• before transmitting the position report to ATC, verify the waypoint co-ordinates against the Master
Document and those in the steering navigation system. When feasible the position report “next”
and “next plus 1” waypoint co-ordinates should be read from the CDU of the navigation system
coupled to the autopilot.
8.4.11 Even if automatic waypoint position reporting via data link (e.g. ADS, CPDLC or FMC
WPR) is being used to provide position reports to ATC the above checks should still be performed.
8.4.12 The crew should be prepared for possible ATC follow-up to the position report.
Routine Monitoring
8.4.13 It is important to remember that there are a number of ways in which the autopilot may
unobtrusively become disconnected from the steering mode. Therefore, regular checks of correct
engagement with the navigation system should be made.
8.4.14 It is recommended that where possible the navigation system coupled to the autopilot should
display the present position co-ordinates throughout the flight. If these are then plotted as suggested above,
　
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