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Hourly altimeter checks
Crews are required to observe the primary and stand-by altimeters each hour. It is recommended that
these hourly checks be recorded with the readings and times. This documentation can aid crews in
determining the most accurate altimeter if an altimetry problem develops.
Approaching waypoints
Confirm next latitude/longitude
Within a few minutes of crossing an oceanic waypoint crews should crosscheck the coordinates of
that waypoint and the next waypoint. This check should be done by comparing the coordinates
against the Master CFP based on the currently effective ATC clearance.
Overhead waypoints
Confirm aircraft transitions to next waypoint
When overhead an oceanic waypoint, crews should ensure that the aircraft transitions to the next leg.
This is confirmed by noting the magnetic heading and distance to the next waypoint compared
against the Master CFP.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 75 Edition 2008
Confirm time to next waypoint
Crews must be vigilant in passing an accurate ETA to ATC for the next waypoint. A change of three
(3) minutes or more requires that ATC be notified in a timely manner. There is substantial emphasis
on reducing longitudinal separation and this timely update must be a priority for the crews.
Position report
After passing over the oceanic waypoint, crews that give a position report to ATC must use the
standard format. Flights designated as MET reporting flights or flights on random routes should be
including in the position report additional items such as winds and temperatures. Crews should also
note and record their fuel status at each oceanic waypoint. This is especially important if the cleared
route and flight level differ significantly from the filed flight plan.
10-minute plot
Record time and latitude/longitude on plotting chart
Approximately 10 minutes after passing an oceanic waypoint, crews should plot the latitude,
longitude and time on the plotting chart. It is advisable to plot the non-steering LRNS. A 10-minute
plot can alert the crew to any lateral deviation from their ATC clearance prior to it becoming a Gross
Navigation Error. A good crosscheck for the position of the 10-minute plot is that it is
approximately 2o of longitude past the oceanic waypoint.
Midpoint
Midway between waypoints
It is good practice to crosscheck winds midway between oceanic waypoints by comparing the Master
CFP, LRNS and upper millibar wind chart. As noted before, this information will be included in a
position report if the flight has either been designated as a MET reporting flight or is a flight on a
random route. This crosscheck will also aid crews in case there is a need for a contingency such as
Dead Reckoning (DR).
Confirm time
It is recommended that during a wind check the crews also confirm the ETA to the next waypoint
noting the two (2) minute tolerance.
Coast In
Compare ground based NAVAID to LRNS
When departing oceanic airspace and acquiring ground based NAVAIDs, crews should note the
accuracy of the LRNS by comparing it to those NAVAIDs. Any discrepancy should be noted in the
Maintenance Log
Remove Strategic Lateral Offset
Crews using a Lateral Offset of 1 NM or 2 NM right of centerline at oceanic entry need a procedure
to remove this Lateral Offset at coast in prior to exiting oceanic airspace. It is advisable to include
this as a checklist item.
Confirm routing after oceanic exit
Before entering the domestic route structure, crews must confirm their routing to include aircraft
speed.
Descent
Transition level
During the approach briefing, crews should note the transition level on the approach plate or verified
by ATIS. Crews must be diligent when descending through the transition level to reset the altimeters
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 76 Edition 2008
to QNH. This is particularly important when encountering IFR, night or high terrain situations. Any
confusion between a QNH set with inches of Mercury or hPa must be clarified.
Destination/block in
Navigation Accuracy Check
When arriving at the destination gate, crews should note any drift or circular error in the LRNS. A
GPS Primary Means system normally should not exceed 0.27 NM for the flight. Some inertial
systems may drift as much as 2 NM per hour. Because the present generation of LRNSs is highly
accurate, operators should establish a drift tolerance which if exceeded would require a write-up in
the Maintenance Log. RNP requirements demand that drift be closely monitored.
RVSM write-ups
Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the
　
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