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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 43 Edition 2009
b) On INS equipped aircraft a waypoint numbering sequence should be established from the outset of the flight and entered on the Master Document. The identical numbering sequence should be used for storing waypoints in the navigation computers.
c) For aircraft equipped with FMS data bases, FMS generated or inserted waypoints should be carefully compared to Master Document waypoints and cross checked by both pilots.
d) An appropriate symbology should be adopted to indicate the status of each waypoint listed on the Master Document.
8.2.6 The following is a typical example of Master Document annotation. An individual operator‟s procedures may differ slightly but the same principles should be applied:
a) The waypoint number is entered against the relevant waypoint co-ordinates to indicate that the waypoint has been inserted into the navigation computers.
b) The waypoint number is circled, to signify that insertion of the correct co-ordinates in the navigation computers has been double-checked independently by another crew member.
c) The circled waypoint number is ticked, to signify that the relevant track and distance information has been double-checked.
d) The circled waypoint number is crossed out, to signify that the aircraft has overflown the waypoint concerned.
8.2.7 All navigational information appearing on the Master Document must be checked against the best available prime source data. When a re-route is necessary, some regulators recommended that a new Master Document is prepared for the changed portion of the flight. In cases where the original Master Document is to be used, the old waypoints must be clearly crossed out and the new ones carefully entered in their place. The checks listed in the previous paragraph must be carried out in respect of all new or revised waypoints.
8.2.8 When ATC clearances or re-clearances are being obtained, headsets should be worn. The inferior clarity of loud-speakers has, in the past, caused errors during receipt. Two qualified crew members should monitor such clearances; one of them recording the clearance on the Master Document as it is received, the other cross-checking the receipt and read-back. All waypoint co-ordinates should be read back in detail, adhering strictly to standard ICAO phraseology, except where approved local procedures make this unnecessary. Detailed procedures pertaining to abbreviated clearances/read-backs are contained in the appropriate AIPs, and in this Manual at Chapter 5 - Oceanic ATC Clearances.
Position Plotting
8.2.9 A simple plotting chart provides a visual presentation of the intended route which, is defined otherwise only in terms of navigational co-ordinates. Plotting the intended route on such a chart may reveal errors and discrepancies in the navigational co-ordinates which can then be corrected immediately, before they reveal themselves in terms of a deviation from the ATC cleared route. As the flight progresses, plotting the aircraft's position on this chart will also serve the purpose of a navigation cross check, provided that the scale and graticule are suitable.
8.2.10 As the flight progresses in oceanic airspace, plotting the aircraft's position on this chart will help to confirm (when it falls precisely on track) that the flight is proceeding in accordance with its clearance. However, if the plotted position is laterally offset, the flight may be deviating unintentionally, and this possibility should be investigated at once.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 44 Edition 2009
8.2.11 It is recommended that a chart with an appropriate scale be used for plotting. Many company Progress Charts are of the wrong scale or too small. It has been noted that the use of plotting charts that are small can lead to oceanic errors. EAG Chart AT (H) 1; No 1 AIDU (MOD) Charts AT(H)1, 2, 3 & 4 and the Jeppesen North/Mid Atlantic Plotting Charts are all useful compromises between scale and overall chart size; while the NOAA/FAA North Atlantic Route Chart has the advantage, for plotting purposes, of a 1° latitude/longitude graticule.
Provision of Step-Climbs
8.2.12 Tactical radar control and tactical procedural control are exercised in some areas of the NAT MNPS Airspace. However, oceanic clearances for most NAT flights are of a strategic nature, whereby flights are allocated a conflict-free route and profile from coast-out to landfall. Although such strategic clearances normally specify a single flight level for the entire crossing, there is often scope for en route step-climb re-clearances as fuel burn-off makes higher levels more optimal. Controllers will accommodate requests for step-climbs whenever possible. When so re-cleared, pilots should initiate the climb without delay (unless their discretion was invited or unless a conditional clearance was issued) and always report to ATC immediately upon leaving the old and on reaching the new cruising levels.
　
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