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compared against the total distance for a reasonable fuel load.
Dual Long Range NAV System (LRNS)
Two operational LRNSs are required for remote oceanic operations. A single FMS is not authorized
for remote oceanic operations.
HF check
An HF check should be conducted on the primary and secondary HF radios in areas where dual HF
radios are required. If possible, the HF checks should be done on the ground or before entering
oceanic airspace. A SELCAL check should also be accomplished.
Confirm Present Position coordinates
Both pilots should independently verify the present position coordinates using either published ramp
coordinates or determine position from the airfield diagram. They should not rely solely on the
present position when the LRNS was shut down from the previous flight. A master source such as
an enroute chart should also be used to confirm accuracy of coordinates at the oceanic boundaries.
Master CFP symbols
Operators are encouraged to use consistent symbology on the Master CFP. For example, a circled
number ( O ) means the second crewmember has independently verified the coordinates entered or
crosschecked by the first crewmember. A checkmark ( V ) may indicate that the track and distances
have been confirmed. A diagonal line ( \ ) may indicate that the crew has confirmed the coordinates
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 72 Edition 2008
of the approaching and next way point. An X-symbol ( X ) may indicate having flown overhead the
way point.
LRNS programming
Check currency and software version
It is important to check the effective date of the database. Crews should note if the database is
projected to expire during their trip. Crews are discouraged from flying with expired databases.
MELs may allow relief to fly with an expired database but require the crews to manually crosscheck
all data. The software version of the database should also be confirmed in case there has been a
change.
Independent verification
It is critical that one crewmember enters waypoint coordinates and that these are independently
checked by another crewmember. It should be noted that the pilot should read from the FMS screen
back to the master CFP when verifying data. To read from the Master CFP to the FMS is a human
factor’s issue that has lead to errors based on seeing what we expect to see.
Check expanded coordinates of waypoints
Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when there was
an error in the expended waypoint coordinate, but crews only checked the abbreviated coordinate.
Verifying only the abbreviated coordinate could lead to a lateral error. Flight crews should conduct a
magnetic course and distance check between waypoints to further verify waypoint coordinates.
Track and distance check
To minimize oceanic errors, it is important to conduct a magnetic course and distance check from
oceanic entry to oceanic exit. Operators should establish a tolerance such as + 2o and + 2 NM. The
course and distance check comparing the Master CFP against the LRNS are critical in detecting
errors that may not have been noticed by simply checking coordinates. A difference of more than 2o
between waypoints may be due to a difference of the magnetic variation in the database versus the
variation used in the Master CFP. Any difference outside the + 2o or + 2 NM should be rechecked
and verified.
Upload winds
Some LRNS units allow the crew to upload projected winds. This procedure allows more accurate
reporting of ETAs.
Groundspeed check
The groundspeed should be noted before taxiing the aircraft. Crews should expect the groundspeed
to read zero (0) knots. This procedure is a good practice to detect an error that may be developing in
the LRNS.
Taxi and prior to take-off
Groundspeed check
During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.
Present Position check
This Present Position check is conducted after leaving the gate. Check for gross difference between
this Present Position and the gate coordinates. This check will alert the crew to possible error in the
LRNS database that can be investigated/corrected prior to take-off.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 73 Edition 2008
Climb Out
Transition altitude
Crews should brief the transition altitude based on information from the approach plate or from the
ATIS. After climbing through the transition altitude, the altimeters should be reset to 29.92 in or
1013.2 hPa.
Manually compute ETAs
After climbing above the sterile altitude and time permitting crews should manually compute ETAs
from departure to destination. These should be noted on the Master CFP. This is an excellent
　
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