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automatically is indeed accurate.
8.3.17 An alternative and acceptable procedure is for the two pilots silently and independently to
load their own initial waypoints and then cross-check them. The pilot responsible for carrying out the
verification should work from the CDU display to the Master Document rather than in the opposite direction.
This may lessen the risk of the pilot 'seeing what is expected to be seen‟ rather than what is actually
displayed.
Flight Plan Check
8.3.18 The purpose of this check is to ensure complete compatibility between the data in the Master
Document and the calculated output from the navigation systems. Typical actions could include:
a) checking the distance from the ramp position to the first waypoint. Some systems will
account for the track distance involved in an ATC SID; in others, an appropriate allowance
for a SID may have to be made to the great circle distance indicated in order to match that in
the Master Document. If there is significant disagreement, rechecking initial position and
waypoint co-ordinates may be necessary.
b) selecting track waypoint 1 to waypoint 2 and doing the following:
- checking accuracy of the indicated distance against that in the Master Document;
- checking, when data available, that the track displayed is as listed in the Master Document.
(This check will show up any errors made in lat/long designators (i.e. N/S or E/W).)
c) similar checks should be carried out for subsequent pairs of waypoints and any discrepancies
between the Master Document and displayed data checked for possible waypoint insertion
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.
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
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 48 Edition 2009
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
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