all ATC clearances and revisions of clearance;
all reports (times, positions, etc.) made to ATC;
Guidance concerning Air Navigation in and above the NAT MNPSA
all information used in the actual navigation of the flight: including a record of waypoint numbers allocated to specific waypoints, plus their associated ETAs and ATAs;
comments on any problems (including that to do with matters concerning navigation) relating to the conduct of the flight, plus information about any significant discrepancies between INS/IRS displays, other equipment abnormalities and any discrepancies relating to ATC clearances or information passed to the aircraft following ground radar observations;
detailed records of any contingency manoeuvres/procedures undertaken by the pilot;
sufficient information on accuracy checks to permit an overall assessment of performance. Records of terminal (i.e. residual) errors and of checks made against navigation facilities immediately prior to entering oceanic airspace; details of any manual updates made to IRS/INS units; and
where available, navigational and performance data contained in the aircraft’s flight data recorders.
It is also important that any forms which are used make it easy to examine key factors. For
instance, documentation might include, for each flight, a question calling for crew assistance in this regard: e.g. "Did a track error of 25 NM or more occur on this flight? Yes/No."
Monitoring of the Operator by the State
Decisions regarding the monitoring of Operators by the State may be taken unilaterally, but
hopefully there will be a co-operative process regarding those specifications to be achieved by the Operator during planning, and when reviewing achieved performance. Much of this process will be concerned with procedures approved by the flight operations inspectorate and confirmed by means of monitoring, to ensure
Direct Action by ATS Provider States and the NAT CMA in the Monitoring Process
The navigation performance of operators within NAT MNPS Airspace is monitored on a
continual basis. The navigation accuracy achieved by NAT MNPS aircraft is periodically measured and additionally all identified instances of significant deviation from cleared track are subject to thorough investigation by the NAT Central Monitoring Agency (CMA), currently operated on behalf of ICAO by the UK National Air Traffic Services Limited. The CMA also maintains a data base of all NAT MNPS Approvals. The CMA runs a continuous monitoring process to compare this Approvals list with the records of all aircraft flying in the NAT MNPS Airspace. The Approval status of any aircraft involved in a track deviation is specifically checked against the data base and in any cases of doubt the State of Registry is
When a navigation error is identified, follow-up action after flight is taken, both with the
operator and, where the deviation is 25 NM or more (i.e. a GNE), the State of operator or State of Registry of the aircraft involved, to establish the circumstances and contributory factors. The format of the (navigation) Error Investigation Form used for follow-up action is as shown at Attachment 1. Operational errors can have a significant effect on the assessment of risk in the system. For their safety and the safety of other users, crews are reminded of the importance of co-operating with the reporting OAC in the provision of incident information.
NAT Doc 007