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contact other aircraft on the air-to-air channel, 123.45 MHz, as necessary; to co-ordinate the best
wake turbulence mutual offset option. (Note. It is recognised that the pilot will use his/her
judgement to determine the action most appropriate to any given situation and that the pilot has the
final authority and responsibility for the safe operations of the aeroplane. See also Chapter 11,
paragraph 11.5.) As indicated below, contact with ATC is not required.
• Pilots may apply an offset outbound at the oceanic entry point and must return to centreline prior to
the oceanic exit point.
• Aircraft transiting radar-controlled airspace mid-ocean should remain on their already established
offset positions.
• There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.
• Voice Position reports should be based on the waypoints of the current ATC clearance and not the
offset positions.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 51 Edition 2005
Monitoring during Distractions from Routine
8.5.4 Training and drills should ensure that minor emergencies or interruptions to normal routine
are not allowed to distract the crew to the extent that the navigation system is mishandled.
8.5.5 If during flight the autopilot is disconnected (e.g. because of turbulence), care must be taken
when the navigation steering is re-engaged to ensure that the correct procedure is followed. If the system in
use sets specific limits on automatic capture, the across-track indications should be monitored to ensure
proper recapture of the programmed flight path/profile.
8.5.6 Where crews have set low angles of bank, perhaps 10° or less, say for passenger comfort
considerations, it is essential to be particularly alert to possible imperceptible departures from cleared track.
Avoiding Confusion between Magnetic and True Track Reference
8.5.7 To cover all navigation requirements, some operators produce flight plans giving both
magnetic and true tracks. However, especially if crews are changing to a new system, there is a risk that at
some stage (e.g. during partial system failure, re-clearances, etc.), confusion may arise in selecting the
correct values. Operators should therefore devise procedures which will reduce this risk, as well as ensuring
that the subject is covered during training.
8.5.8 Crews who decide to check or update their LRNSs by reference to VORs should remember
that in the Canadian Northern Domestic Airspace these may be oriented with reference to true north, rather
than magnetic north.
Navigation in the Area of Compass Unreliability
8.5.9 In areas of compass unreliability basic inertial navigation requires no special procedures but
most operators feel it is desirable to retain an independent heading reference in case of system failure.
8.5.10 Different manufacturers may offer their own solutions to the special problems existing in
areas of compass unreliability. Such solutions should not however involve the use of charts and manual
measurement of direction.
8.5.11 Furthermore, Operators/Pilots are reminded that before operating in an Area of Magnetic
Unreliability they are responsible for checking with their State Authorities whether specific regulatory
approval is required.
Deliberate Deviation from Track
8.5.12 Deliberate temporary deviations from track are sometimes necessary, usually to avoid severe
weather; whenever possible, prior ATC approval should be obtained. Such deviations have often been the
source of gross errors as a consequence of failing to re-engage the autopilot with the navigation system. It
should also be noted that selection of the 'turbulence' mode of the autopilot on some aircraft may have the
effect of disengaging it from the aircraft navigation system. After use of the turbulence mode, extra care
should be taken to ensure that the desired track is recaptured by the steering navigation system.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 52 Edition 2005
8.6 POST-FLIGHT PROCEDURES
Inertial Navigation System Accuracy Check
8.6.1 At the end of each flight, an evaluation of accuracy of the aircraft's navigation systems
should be carried out. Equipment operating manuals specify maxima for radial errors before a system is
considered to be unserviceable. For inertial systems these are in the order of 2 nms per hour. One method
used to determine radial error is to input the shutdown ramp position; in other systems error messages are
output giving differences between raw inertial reference positions and computed radio navigation updated
positions. Whatever method is used, a record should be kept of the performance of each INS.
8.7 HORIZONTAL NAVIGATION PERFORMANCE MONITORING
　
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