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North Atlantic Minimum Navigation Performance Specification

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  1. 1. North AtlanticMinimum Navigation Performance Specification (NAT MNPS) Content
  2. 2. How to read this practice1. Use “Page Down” / “Page UP” on keyboard to forward / backward each detailed instruction. Or, simply click left key on mouse to forward each detailed instruction.2. Click to the table of content, then click for specific topic.3. Click for detailed illustration.4. Click to next page.5. Click to previous page. Content
  3. 3. Mandatory Reading Available at: NAT Doc 007, edition 2011 This Document is for guidance only. Regulatory material relating to North Atlantic aircraft operations is contained in relevant ICAO Annexes, PANS/ATM (Doc.4444), Regional Supplementary Procedures (Doc.7030), State AIPs and current NOTAMs, which should be read in conjunction with the material contained in this Document. Content
  4. 4. MNPS CONTENT:GeneralOrganized Track SystemTrack MassageStrategic Lateral Offset ProcedureClearances and CommunicationsPre-flight and Cruise.Four most common ErrorsIn-flight Contingencies. Content
  5. 5. NAT MNPS Minimum Navigation Performance Specification Goal: All Flights Meet Highest Std of Horizontal & Vertical Navigation Performance & Accuracy Authorization: -Aircraft and Crew authorisation from State of registry; (letter X in flightplan) Three basic elements of Separation: 1. Lateral: -60NM or 1 degree separation 2. Longitudinal: -10 min longitudinal using mach number technique 3. Vertical: Flight Level Equipment: -RVSM Equipment Content
  6. 6. NAT MNPSBusiest Oceanic AirspaceWorld, 1200 oceanic flights/dayFL285-FL420Aircraft separation assurd thrutechnology and operator disciplinePublished flexible and organizedtracks based on forecasted windsRandom routes Content
  7. 7. Organized Track SystemDay-time westbound, leaving Europe in the morning with northen most track A A B C D E DOGAL F CYMON E G H Organized Track System, created and coordinated by Shanwick Oceanic Trafic peaks at 30W from 11:00-19:00 Content
  8. 8. Organized Track SystemNight-time east bound, leaving North-America in the evening with southern mosttrack Z Organized Track System, created and coordinated by Gander Oceanic Trafic peaks at 30W from 01:00-08:00 Content
  9. 9. Track massages (must carry on board) FAB GC HD Track ID number 092E Check FLs, date, timeLetter ID, every track message contains oceanic entry and exit nameTRACK ID number as part of the oceanic readback Content
  10. 10. video: NAT Tracksystem Content
  11. 11. Strategic Lateral Offset Procedure (SLOP) SLOP is now a standard procedure within the NAT MNPS. Why using SLOP? Increased instrument accuracy increases potential for mid-air collision on the Organized Track System. How using SLOP? -Right offset only - 1 or 2 NM -return to centerline on oceanic exit point script 10-1 SLOP Content
  12. 12. Oceanic Clearance and Communication• West bound frequencies depending on registered of state• East bound frequencies published on the Track Message remarks section Content
  13. 13. Oceanic Clearance and Communication Monitor 121.5 and 123.45 Speaking to a Radio Operator Script 18_1 Elements of Oceanic Clearance  Entry ETA  Requested Track (using NAT OTS) or full route Script 32_1 description if random route  Flight Level Script9_1  Mach number (using NAT OTS)  2nd Track (using NAT OTS) Script31_1 Content
  14. 14. Oceanic Clearance and Communication“Shanwick, RUN 7033 Position on 8864”Cleared Points (typically every 10 degrees) or Every 1+00 hour• Check your FMS Estimate against CFP Computed Times – Met Reports Upon Request on NATs• Warning: You are Communicating to a Radio Operator Script 34_1 Content
  15. 15. Pre-flight• Before departure, ensure all of the following sources agree: – Computer flight plan, and track on the plotting chart – NAT Track Message also if filled on the track system• Plot your ATC cleared route on a suitable scale oceanic chart – Allows for a visual check on the reasonableness of the route and on its relationship to the Organized Track System (OTS), other aircraft, diversion fields, etc.• Only one master document should be used in the cockpit• Ensure FMS clock has accurate Zulu time loaded and that the clocks are properly synchronized. Content
  16. 16. Preflight• The other pilot should independently verify that the route loaded in the FMC matches (tracks/distances) the master document (Two Pilot Concept)• Record the initialization position programmed into the FMS, in the event of navigation difficulties it facilitates diagnosis• Ensure that environmental conditions do not hinder IRS initialization Conditions such as high winds, cargo loading or inadvertent aircraft movement will degrade the navigation solution• When initializing the FMS, ensure the current database is installed script 6-1 script 5-1 initialization database Content
  17. 17. Preflight• RAIM Check for Route of Flight (Notam)• Use “Master Document” for: – Read back of ATC clearance; – Entering the route into the navigation system (PF loads) – Check route in the navigation system (PM checks) – Plotting the route on your oceanic chart Content
  18. 18. Approaching a waypoint• Procedures Approaching a Waypoint – Check (Lat/Long, Mag, Dist, ETE) the Approaching Waypoint and Next Point• Procedures at a Waypoint – Immediately Check Outbound Track and Distance• Procedures After Crossing a Waypoint – Position Report Correctly – Gross Error Check, 10 min. plot your position (Approximately 2 degrees longititude after last point) – Should be Right on the Line, if not Investigate Immediately (consider SLOP) Content
  19. 19. 4 Most Common Errors “How to get violated”1. FMS input errors of one degree of latitude made while inserting a forward waypoint into the navigation system.2. Crew is re-cleared on new route by ATC and makes a waypoint insertion error (Script 7_1) 1. #1 Cause for GNE…need to re-accomplish distance checks/Mag Courses 2. Don’t put FIR boundaries in your FMS it causes problems with re-route3. Autopilot inadvertently left in heading select mode (de- coupled) after avoiding clouds, maneuvering, or left in the VOR position after leaving the last domestic airspace VOR.4. Errors arising in ATC/Pilot communication loop so that controller and crew have a different understanding of the clearance. Script 4_1 script19_1 Content
  20. 20. In-Flight Contingencies If clearance can not be obtained: Turn 90 degress left/right to any organized route or track system  Consider track system, sensitive airspace, terrain (?)  Consider traffic (SLOP acft below and to your right)  Consider location of divert field Offset 15 NM and climb or descend 500 ft (below FL410) Once established on the offset track, Climb or Descend:  Climb or Descend 1000 ft if Above FL410  Climb or Descend 500 ft When Below FL410  Climb 1000 or Descend 500 ft if at FL410  Do Not Cross Flow of Traffic until Below FL285 Content
  21. 21. An Engine Flames out! FLY THE AIRPLANE! (PF)  Select ENG OUT promt (FMS)  If unable to maintain assigned flight level: set engine out altitude on MCP (RVSM +500), delay driftdown and push MCP alt selector when able to descent by checking TCAS  Initiate turn with HDG SEL (90 degrees left or right) and determine diversion location, establish 15NM offset and program in FMS  Airplane descends in VNAV SPD and maintains E/O LRC  Accomplish non-normal checklist Alert nearby aircraft by broadcasting MAYDAY/PAN PAN: ID, FL, position, and intentions on 121.5/123.45 (PM) Contact ATC, obtain revised clearance (PM) Turn on all aircraft exterior lights Determine Position Relative to Others, TCAS Content
  22. 22. In-Flight ContingenciesSystem degradation or failure of a required nav or altimetry sytem: Prior to entering MNPS airspace: Should not enter the airspace or coordinate an ATC clearance, if appropiate, for use of a “Special Route” While in MNPS airspace: Contact ATC to coordinate new clearance, if unable, broadcast location and intentions on 121.5/123.45 until ATC clearance is obtained Turn on all aircraft exterior lights Monitor TCAS and maintain visual lookout Content
  23. 23. In-Flight Contingencies HF Communication Failure: Set transponder Code 7600 Attempt to contact any ATC facility Contact other aircraft (123.45) and request they relay information Content
  24. 24. In-Flight Contingencies VHF/HF Communication Failure in Domestic Airspace:When you experience a communication failure in domestic airspace, it isstrongly recommended that you do not enter Oceanic airspace and landat a suitable airport. If you elect to continue, one of the followingprocedures should be followed: With an acknowledge Oceanic Clearance:Enter oceanic airspace at the cleared oceanic entry point, level andspeed. Flight level or speed changes required to comply with Oceanisclearance must be made in the vicinity of Oceanic entry point. Whitout an acknowledge Oceanic Clearance:Enter oceanic airspace according to the filled flight plan, the initial filledoceanic level and speed must be maintained until landfall (no stepclimb) Content
  25. 25. In-Flight Contingencies HF Communication Failure after entering NAT Region: Cleared on the filled flight plan route:Proceed in accordance with the last received and acknowledge OceanicClearance to landfall (no step climb) Content
  26. 26. The End of NAT MNPS Content