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8.5.2 This procedure provides for offsets within the following guidelines:
a) along a route or track there will be three positions that an aircraft may fly: centreline or one or two miles right;
b) offsets will not exceed 2 NM right of centreline; and
c) offsets left of centreline must not be made
8.5.3 Distributing aircraft laterally and equally across the three available positions adds an additional safety margin and reduces collision risk. This is now a standard operating procedure for the entire NAT Region and pilots are required to adopt this procedure as is appropriate. In this connection, it should be noted that:
a) Aircraft without automatic offset programming capability must fly the centreline.
b) It is recommended that pilots of aircraft capable of programming automatic offsets elect to fly an offset one or two nautical miles to the right of the centre line in order to obtain lateral spacing from nearby aircraft (ie those immediately above and/or below). Pilots should use whatever means are available (e.g. TCAS, communications, visual acquisition, GPWS) to determine the best flight path to fly.
c) An aircraft overtaking another aircraft should offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken.
d) For wake turbulence purposes, pilots should fly one of the three positions shown above. Pilots should not offset to the left of centreline nor offset more than 2 NM right of centreline. Pilots may contact other aircraft on the air-to-air channel, 123.45 MHz, as necessary; to co-ordinate the best wake turbulence mutual offset option. (Note. It is recognised that the pilot will use his/her judgement to determine the action most appropriate to any given situation and that the pilot has the final authority and responsibility for the safe operations of the
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 52 Edition 2009
aeroplane. See also Chapter 11, paragraph 11.5.) As indicated below, contact with ATC is not required.
e) Pilots may apply an offset outbound at the oceanic entry point and must return to centreline prior to the oceanic exit point.
f) Aircraft transiting radar-controlled airspace mid-ocean should remain on their already established offset positions.
g) There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.
h) Voice Position reports should be based on the waypoints of the current ATC clearance and not the offset positions.
Monitoring during Distractions from Routine
8.5.4 Training and drills should ensure that minor emergencies or interruptions to normal routine are not allowed to distract the crew to the extent that the navigation system is mishandled.
8.5.5 If during flight the autopilot is disconnected (e.g. because of turbulence), care must be taken when the navigation steering is re-engaged to ensure that the correct procedure is followed. If the system in use sets specific limits on automatic capture, the across-track indications should be monitored to ensure proper recapture of the programmed flight path/profile.
8.5.6 Where crews have set low angles of bank, perhaps 10° or less, say for passenger comfort considerations, it is essential to be particularly alert to possible imperceptible departures from cleared track.
Avoiding Confusion between Magnetic and True Track Reference
8.5.7 To cover all navigation requirements, some operators produce flight plans giving both magnetic and true tracks. However, especially if crews are changing to a new system, there is a risk that at some stage (e.g. during partial system failure, re-clearances, etc.), confusion may arise in selecting the correct values. Operators should therefore devise procedures which will reduce this risk, as well as ensuring that the subject is covered during training.
8.5.8 Crews who decide to check or update their LRNSs by reference to VORs should remember that in the Canadian Northern Domestic Airspace these may be oriented with reference to true north, rather than magnetic north.
Navigation in the Area of Compass Unreliability
8.5.9 As aircraft move towards the Earth‟s North magnetic pole the horizontal field strength reduces and the ability of the compass to accurately sense magnetic North is reduced. It is generally recognised that when the horizontal magnetic field strength falls below 6000 nanotesla, the magnetic compass can no longer be considered to be reliable. Moreover, when the horizontal magnetic field strength falls below 3000 nanotesla, the magnetic compass is considered to be unuseable. Within MNPS airspace the North West of Greenland is an area of Compass Unreliability and adjoining areas of Canadian airspace include areas where the magnetic Compass is Unuseable. En route charts for the North Atlantic and North Polar areas show the areas where the compass is either unreliable or unuseable.
8.5.10 In areas where the compass is unreliable or unuseable, basic inertial navigation requires no special procedures. Different manufacturers may offer their known solutions to the special problems existing in such areas. However, such solutions should not involve the use of charts and manual measurement of direction.
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NORTH ATLANTIC MNPS AIRSPACE OPERATIONS MANUAL(42)
