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In conclusion, navigation equipment installations vary greatly between operators; but lessons learned from past mistakes may help to prevent mistakes of a similar nature occurring to others in the future.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 14
NAT MNPS 85 Edition 2009
Chapter 14: The Prevention of Deviations From Track as a Result of Waypoint Insertion Errors
14.1 THE PROBLEM
14.1.1 During the monitoring of navigation performance in the NAT MNPS Airspace, a number of GNEs are reported. There were 20 in 2007 and 25 in 2008. Such errors are normally detected by means of long range radars as aircraft leave oceanic airspace but are increasingly confirmed by means of ADS waypoint reporting. In addition, however, on 143 occasions in 2007 and 148 occasions in 2008, potential navigation errors were identified by ATC from routine aircraft position reports (from “next” or “next plus one” waypoints) and ATC were able to intervene to prevent incorrect routing by the aircraft. The vast majority of these instances were attributable to crew errors.
14.1.2 Investigations into the causes of all recent deviations show that about 25% are attributable to equipment control errors by crews and that almost all of these errors are the result of programming the navigation system(s) with incorrect waypoint data – otherwise known as waypoint insertion errors. The remainder comprise mainly the following of the filed flight plan route rather than the cleared route (the primary cause of some 80% of the ATC Interventions described in 14.1.1 above).
14.2 THE CURE
14.2.1 Waypoint insertion errors can be virtually eliminated if all operators/crews adhere at all times to approved operating procedures and cross checking drills. This Manual provides a considerable amount of guidance and advice based on experience gained the hard way, but it is quite impossible to provide specific advice for each of the many variations of navigation systems fit.
14.2.2 The following procedures are recommended as being a good basis for MNPS operating drills/checks:
a) Record the initialisation position programmed into the navigation computer. This serves two purposes:
– it establishes the starting point for the navigation computations; and
– in the event of navigation difficulties it facilitates a diagnosis of the problem.
b) Ensure that your flight log has adequate space for the ATC cleared track co-ordinates, and always record them. This part of the flight log then becomes the flight deck Master Document for:
– read back of clearance;
– entering the route into the navigation system;
– plotting the route on your chart.
c) Plot the cleared route on a chart with a scale suitable for the purpose (e.g. Aerad, Jeppesen, NOAA en route charts). This allows for a visual check on the reasonableness of the route profile and on its relationship to the OTS, other aircraft tracks/positions, diversion airfields, etc.
d) Plot your Present Position regularly on your chart.
– this may seem old-fashioned but, since the present position output cannot normally be interfered with and its calculation is independent of the waypoint data, it is the one output which can be relied upon to detect gross tracking errors. A position should be checked and
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 14
NAT MNPS 86 Edition 2009
preferably plotted approximately 10 minutes after passing each waypoint, and, if circumstances dictate, midway between waypoints. e.g. if one system has failed.
e) Check the present, next and next+1 waypoint co-ordinates as shown on the Master Document against those in the steering CDU before transmitting position reports (in performing these checks review the LRNS stored co-ordinates in expanded Lat/Long format (not abbreviated ARINC 424 format).
f) Check the LRNS indicated magnetic heading and distance to the next waypoint against those listed on the Master Document.
14.2.3 The procedures outlined in this Section will detect any incipient gross errors, providing that the recorded/plotted cleared route is the same as that provided by the controlling ATS authority. If there has been a misunderstanding between the pilot and controller over the actual route to be flown (i.e. an ATC loop error has occurred), then the last drill above, together with the subsequent passing of the position report, will allow the ATS authority the opportunity to correct such misunderstanding before a hazardous track deviation can develop. The vast majority of instances of waypoint insertion errors occur when the ATC cleared oceanic route segment differs (partly or wholly) from that included in the filed flight plan or that requested by the pilot. Thorough and diligent checking and cross-checking, by more than one crew member, of the waypoints entered into the navigation computer, against the received Oceanic Clearance would eliminate most of these unnecessary and avoidable errors.
　
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