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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 13
NAT MNPS 71 Edition 2005
• the flight crew had available to them the correct co-ordinates for their cleared track, but
unfortunately the data which they inserted into the navigation computer was from the company flight
plan, in which an error had been made.
• at least twice since 1989, longitude has been inserted with an error of magnitude of times 10. e.g.
100°W instead of 10°W, or 5°W instead of 50°W. Because of low angles of bank, the aircraft
departed from track without the crews being aware, and both lateral and longitudinal separations
with other aircraft were compromised.
• a crew based at and usually operating from London Heathrow was positioned at London Gatwick for
a particular flight. One pilot inadvertently loaded the Heathrow co-ordinates into the INS, instead of
those for Gatwick. This initialisation error was only discovered when the aircraft had turned back
within the NAT after experiencing a GNE.
• the pilot of a flight departing from the Caribbean area input the wrong departure airfield co-ordinates
prior to departure. This error was discovered when deviation from cleared route seriously eroded
separation with two other opposite direction aircraft.
13.4 LESSONS TO BE LEARNED
Never relax or be casual in respect of cross-check procedures. This is especially important
towards the end of a long night flight.
Avoid casual R/T procedures. A number of GNEs have been the result of a misunderstanding
between pilot and controller as to the cleared route and/or flight level. Adhere strictly to proper
R/T phraseology and do not be tempted to clip or abbreviate details of waypoint co-ordinates.
Make an independent check on the gate position. Do not assume that the gate co-ordinates are
correct without cross-checking with an authoritative source. Normally one expects co-ordinates to
be to the nearest tenth of a minute. Therefore, ensure that the display is not to the hundredth, or in
minutes and seconds. If the aircraft is near to the Zero Degree E/W (Greenwich) Meridian,
remember the risk of confusing east and west.
Before entering Oceanic Airspace make a careful check of LRNS positions at or near to the last
navigation facility – or perhaps the last but one.
Never initiate an on-track uncleared level change. If a change of level is essential and prior
ATC clearance cannot be obtained, treat this situation as a contingency and execute the appropriate
contingency offset procedure, when possible before leaving the last cleared flight level. Inform
ATC as soon as practicable.
Do not assume that the aircraft is at a waypoint merely because the alert annunciator so indicates.
Cross-check by reading present position.
Flight deck drills. There are some tasks on the flight deck which can safely be delegated to one
member of the crew, but navigation using automated systems is emphatically not one of them, and
the Captain should participate in all navigation cross-check procedures. All such cross-checks
should be performed independently by at least two pilots.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 13
NAT MNPS 72 Edition 2005
Initialisation errors. Always return to the ramp and re-initialise inertial systems if the aircraft is
moved before the navigation mode is selected. If after getting airborne, it is found that during
initialisation a longitude insertion error has been made, unless the crew thoroughly understand what
they are doing, and have also either had recent training on the method or carry written drills on how
to achieve the objective, the aircraft should not proceed into MNPS Airspace, but should turn back
or make an en route stop.
Waypoint loading. Before departure, at least two pilots should independently check that the
following agree: computer flight plan, ICAO flight plan, track plotted on chart, and if appropriate,
the track message. In flight, involve two different sources in the cross-checking, if possible. Do
not be so hurried in loading waypoints that mistakes become likely, and always check waypoints
against the current ATC clearance. Always be aware that the cleared route may differ from that
contained in the filed flight plan. Prior to entering the NAT MNPSA ensure that the waypoints
programmed into the navigation computer reflect the Oceanic Clearance received and not any
different previously entered planned or requested route.
Use a flight progress chart on the flight deck. It has been found that making periodic plots of
position on a suitable chart and comparing with current cleared track, greatly helps in the
identification of errors before getting too far from track.
Consider making a simple use of basic DR Navigation as a back-up. Outside polar regions,
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