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errors. These checks can be co-ordinated between the two pilots checking against the
information in the Master Document.
d) when each leg of the flight has been checked in this manner it should be annotated on the
Master Document by means of a suitable symbology as previously suggested (See "The Use
of a Master Document” above).
e) some systems have integral navigation databases and it is essential that the recency of the
database being used is known. It must be recognised that even the co-ordinates of waypoint
positions contained in a data base have been keyed in at some point by another human. The
possibility of input errors is always present. Do not assume the infallibility of navigation
databases and always maintain the same thorough principles which are applied in the
checking of your own manual inputs.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 48 Edition 2008
Leaving the Ramp
8.3.19 The aircraft must not be moved prior to the navigation mode being initiated, otherwise
inertial navigation systems must be realigned. Prior to leaving the ramp Zero Ground Speed indications from
the LRNS should be confirmed. Any excessive Ground Speeds noted while on chocks should be resolved by
checking fault codes, the currency of data bases and RAIM (if GPS is employed).
8.3.20 After leaving the ramp, inertial groundspeeds should be checked (a significantly erroneous
reading may indicate a faulty or less reliable inertial unit). A check should be made on any malfunction
codes whilst the aircraft is stopped but after it has taxied at least part of the way to the take-off position; any
significant ground-speed indications whilst stationary may indicate a faulty inertial unit such as a tilted
platform. Prior to take-off, operators with an avionic fit which employs an electronic map display should
confirm that the derived position indicates that the aircraft is at the start of the runway.
8.3.21 Many modern aircraft are equipped with FMS navigation systems (i.e. Flight Management
Computers fed by multiple navigation sensors.). Once the FMS is put into 'Nav' mode, the system decides
on the most appropriate (i.e. accurate) navigation sensors to use for position determination. If GPS is part of
the solution, then the position is normally predominantly based on GPS inputs with the IRS/INS in a
supporting role. It may therefore be difficult to know exactly what component of the navigation solution
(IRS, GPS, DME etc) is being used to derive position at any one time. With an FMS-based system, or a GPS
stand-alone system, the “Leaving the Ramp” checks should be designed to provide assurance that the
navigation information presented is indeed 'sensible'.
8.4 IN FLIGHT PROCEDURES
Initial flight
8.4.1 It is recommended that during the initial part of the flight, ground navaids should be used to
verify the performance of the LRNSs. Large or unusual ‘map shifts’ in FMS output, or other discrepancies
in navigation data, could be due to inertial platform misalignment or initialisation errors. Position updates to
the FMS will not correct these errors despite possible indications to the contrary. If such a situation is
encountered when INS/IRS are the primary LRNSs then it would be unwise to continue into NAT MNPS
Airspace. Pilots should consider landing in order to investigate the cause and then perhaps be in a position to
correct the problem.
ATC Oceanic Clearance
8.4.2 Where practicable, two flight crew members should listen to and record every ATC
clearance and both agree that the recording is correct. Any doubt should be resolved by requesting
clarification from ATC.
8.4.3 If the ATC oceanic cleared route is identical to the flight planned track, it should be drawn
on the plotting chart and verified by the other pilot.
8.4.4 If the aircraft is cleared by ATC on a different track from that flight planned, some
regulators strongly recommend that a new Master Document be prepared showing the details of the cleared
track. Overwriting of the existing flight plan can cause difficulties in reading the waypoint numbers and the
new co-ordinates. For this purpose, it is helpful if a blank pro-forma Master Document (flight plan) is
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
corresponds to that contained in the original flight plan, it should be possible to revert to the original Master
　
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