Widebody Transport
Flight Crew Last 90 Days 133; Flight Crew Total 14073; Flight Crew Type 3807
Troubleshooting; Confusion; Workload; Communication Breakdown; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; General Maintenance Action
Procedure; Company Policy; Aircraft
Unable To Conduct Navigation Audits1.  Approaching the Alaska ADIZ we call Anchorage Center on SATCOM as we are unable HF communications with Gander.   We provide an ADIZ crossing estimate time at COALL intersection; North 80West 141 and gain permission to cross the ADIZ.2.  IRS magnetic course displayed output to the instruments is 28 degrees in error at COALL intersection.  Flight plan course from COALL to the Russian Border begins with a magnetic course of 272 but the aircraft computed and displayed magnetic course is 244; a 28 degree error.  We are unable to audit the aircraft displayed magnetic course vs the flight plan magnetic course for reasonableness.  We are unable to adhere to FAA AC 91-70A; Section 3; page 32; enroute navigation check procedures stated below.n. Approaching an Oceanic Waypoint. Two minutes before reaching each oceanic waypoint; crews should verify the accuracy of the subsequent waypoint. This verification should include the expected outbound course and distance of the currently effective ATC clearance. o. At Each Oceanic Waypoint. Crews must ensure that when overhead each oceanic waypoint; the aircraft turns to the anticipated heading and that the distance to the next waypoint is accurate. Verify the coordinates of the next waypoint against the master document. After the ATC position report is sent; plot the present position to ensure that the tracking is correct. The crew should be particularly alert in maintaining SELCAL watch in the event of possible ATC followup to the position watch. NOTE: Crews must not assume the aircraft has automatically transitioned to the next waypoint.3.  The aircraft does not comply with ICAO Annex 6 Standards applicable to the operation of aircraft by operators authorized to conduct international commercial air transport operations since onboard IRS magnetic variation is 20 years old and 2 revisions out of 'current'.  The failure to install a current NAV database revision results in a 28 degree magnetic course display error at COALL intersection on the Alaskan ADIZ headed to NIKIN intersection on the Russian Border.  This course is hundreds of miles outside the USA or Canadian borders in Arctic Ocean international defined airspace where ICAO Standards are to apply.Annex 6 -- Operation of Aircraft Part I 7.4 Electronic navigation data management 7.4.2 An operator shall implement procedures that ensure the timely distribution and insertion of current and unaltered electronic navigation data to all aircraft that require it. This continued situation of failing to install current manufacturer navigation safety software in the IRS HG 1050 is now more alarming as US and Russian military aircraft are flying in Arctic waters doing border patrol games.  Being accidently off course could result in getting shot down by either one of these groups.  Blindly following the magenta line and ignoring flight display courses demonstrates an aggressive disregard for safe maintenance and navigation practices and is counter to all internationally accepted airmanship standards including FAA published practices and those adopted for use in international waters by all ICAO member nations; the US being a member nation of ICAO and accepting of ICAO Annex standards.
A Captain reported his 1982 era HG 1050 IRS was two software revisions out of date and while transiting N80 W141; the heading was in error 28 degrees. The crew was unable verify the aircraft magnetic course verse the flight plan magnetic course.