Guidance concerning Air Navigation in and above the NAT MNPSA
data. To minimize the problem, source data must be clearly legible under the worst cockpit lighting conditions. More detailed recommendations are included in Chapter 8 of this Document.
It is essential that crews obtain proper training for MNPS and RVSM operations. Current
navigation systems, because of their precision and reliability, can induce a sense of complacency, which in turn tends to obscure the value of standard procedures, and in particular of cross-checks. Under these circumstances errors occur more easily. To prevent them, a special training programme for flight crews should be devised, which includes instructions on the efficient use of equipment, with emphasis on how to avoid mistakes. Crew members should be trained to develop a meticulous method of using Control Display Units (CDUs), with careful cross-checking at all operational stages, in line with procedures described in
Chapter 8 of this Document.
The Operator should thereafter seek to retain the interest and co-operation of flight crews by
ensuring that a high standard of navigation performance be maintained. This may be achieved during ground refresher courses, routine checks, or/and by issuing periodic newsletters that include a focus on fleet navigation performance - hopefully indicating that standards are being maintained or are being improved upon. Newsletters might also include analyses of error reports volunteered by crews (i.e. covering instances of equipment being mishandled). However, periodic reminders should not be so frequent as to be self-
Crew training should stress the need for maintaining accuracy along and across track (i.e. the
careful application of Mach Number Technique, accurate reporting of positions and the use of accurate time in reporting positions).
The following items should also be stressed in flight crew training programmes:
knowledge and understanding of standard ATC phraseology used in each area of operations;
importance of crew members cross-checking each other to ensure that ATC clearances are
promptly and correctly complied with;
use and limitations, in terms of accuracy, of standby altimeters during contingency situations. Where applicable, the pilot should review the application of Static Source Error Correction/Position Error Correction (SSEC/PEC) through the use of correction cards;
characteristics of aircraft altitude capture systems which may lead to the occurrence of overshoots;
relationships between the altimetry, automatic altitude control and transponder systems in normal and abnormal situations; and
aircraft operating restrictions related to airworthiness approval.
Finally, crew training should be extended to include instruction on what action should be
considered in the event of systems failures. Chapter 11 of this Document provides assistance in establishing such action.
NAT Doc 007