Narrative:

Our flight started out two hours late due to MEL 21-26-01 avionics equipment ventilation extract fan. I was so informed by the crew scheduler with a new hotel pickup time. On our departure push back and engine startup we were forced a return to the gate because it was loaded incorrectly and we had to return gate because of MEL 25-51-01 cargo restraint components (includes bulk cargo netting). One of things that is never mentioned in crew fatigue are aircraft problems such as mels; late arrival; returns to the gate are all factors effecting crew performance. The work load on the crew to problem solve is tremendous. On almost every leg of this rotation we had aircraft delay and maintenance problems. Here at our airline it's also not improving much either. Before our departure we were told a one of our international flights landed short of its destination because it was short on fuel...? After departure we were all pretty tired. We received our oceanic clearance from gander in reasonable amount time before the coast out fix out but we were interrupted multiple times from flight attendant requests. Also ATC was also very busy as well. As we review the clearance and we then receive a frequency change to gander we were ask to report the next fix after coast out which I report off the fmgec as 63n050w. Gander controller replied negative your routing is 62n050w 63n040w 60n030w 57n020w. I said 'roger' and stand by for a read back. We realized that the first coordinates change slightly. The first officer was the pilot flying then type in 62n050w which presented him with a new way point prompt for latitude and longitude entry at about (40 NM in error). The first officer typed the latitude and longitude numbers in and then line selected the correct line select key on the fmgec. After some discussion with the first officer I decided to verify the full length latitude and longitude of those new numbers not just once but twice! On preflight planning we are required to circle all class two latitudes and longitudes. The gander controller said those latitude/longitude numbers appeared to be correct but the controller was used hearing the short versions. So we went with coordinates believing our navigation numbers were correct.after passing our coast out waypoint both of us immediately realized the coordinates were wrong! We selected heading. Re-enter the points then after a short time we were back on course. This deviation off course did not sit well with gander and we were advised of our navigational error and gander was going file a navigation report. I acknowledged gander's comment but we were to busy to say anything else.dispatch got our reroute via ACARS then sent us a new flight plan. We deleted the secondary flight plan in the fmgec and uploaded the new route. The hand type route that the first officer type matched perfectly! So we then upload the new secondary into the primary. After some other required flying choirs were complete I then called gander back and said; 'this is the captain of flight XXX.' gander acknowledged. I told the controller 'I want all the previous ATC conversations with the last controllers to be preserved; including this.' both first officer's witnessed and over heard the conversation. I also explain to the current controller our deviation was due to the confirmed coordinates of the previous controller. And that our airbus navigation system needs the full latitude/longitude and not just the short version on the fmgec coordinates. The controller and other traffic seemed surprise at my comments. By the way; both first officers are excellent pilots and a fine crew. They remained calm and collected through this event and I want my statement to reflect this! Our arrival fuel was ahead our project burn; if you are off course you are not going to beat the fuel burn.

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Original NASA ASRS Text

Title: An A330 crew reported that after a North Atlantic Track change they had difficulty entering the coordinates in the FMGC because limited FMGC memory required the waypoints be entered with the full nine digit latitudes and longitudes. They then had a track deviation when the Controller unaccustomed to hearing the full nine North; West and East waypoint digits incorrectly confirmed an erroneous waypoint which the crew read exactly from the FMGC display.

Narrative: Our flight started out two hours late due to MEL 21-26-01 Avionics Equipment Ventilation Extract Fan. I was so informed by the Crew Scheduler with a new hotel pickup time. On our departure push back and engine startup we were forced a return to the gate because it was loaded incorrectly and we had to return gate because of MEL 25-51-01 Cargo Restraint Components (Includes Bulk Cargo Netting). One of things that is never mentioned in crew fatigue are aircraft problems such as MELs; late arrival; returns to the gate are all factors effecting crew performance. The work load on the crew to problem solve is tremendous. On almost every leg of this rotation we had aircraft delay and maintenance problems. Here at our airline it's also not improving much either. Before our departure we were told a one of our international flights landed short of its destination because it was short on fuel...? After departure we were all pretty tired. We received our Oceanic Clearance from Gander in reasonable amount time before the coast out fix out but we were interrupted multiple times from flight attendant requests. Also ATC was also very busy as well. As we review the clearance and we then receive a frequency change to Gander we were ask to report the next fix after coast out which I report off the FMGEC as 63N050W. Gander Controller replied negative your routing is 62N050W 63N040W 60N030W 57N020W. I said 'roger' and stand by for a read back. We realized that the first coordinates change slightly. The First Officer was the pilot flying then type in 62N050W which presented him with a new way point prompt for latitude and longitude entry at about (40 NM in error). The First Officer typed the latitude and longitude numbers in and then line selected the correct line select key on the FMGEC. After some discussion with the First Officer I decided to VERIFY the FULL LENGTH latitude and longitude of those new numbers not just once but twice! On preflight planning we are required to circle all Class Two latitudes and longitudes. The Gander Controller said those latitude/longitude numbers appeared to be correct but the Controller was used hearing the short versions. So we went with coordinates believing our navigation numbers were correct.After passing our coast out waypoint both of us immediately realized the coordinates were WRONG! We selected heading. Re-enter the points then after a short time we were back on course. This deviation off course did not sit well with Gander and we were advised of our navigational error and Gander was going file a navigation report. I acknowledged Gander's comment but we were to busy to say anything else.Dispatch got our reroute via ACARS then sent us a new flight plan. We deleted the secondary flight plan in the FMGEC and uploaded the new route. The hand type route that the First Officer type matched perfectly! So we then upload the new Secondary into the Primary. After some other required flying choirs were complete I then called Gander back and said; 'This is the Captain of Flight XXX.' Gander acknowledged. I told the Controller 'I want all the previous ATC conversations with the last controllers to be preserved; including this.' Both First Officer's witnessed and over heard the conversation. I also explain to the current Controller our deviation was due to the confirmed coordinates of the previous Controller. And that our Airbus navigation system needs the full latitude/longitude and not just the short version on the FMGEC coordinates. The Controller and other traffic seemed surprise at my comments. By the way; both First Officers are excellent pilots and a fine crew. They remained calm and collected through this event and I want my statement to reflect this! Our arrival fuel was ahead our project burn; if you are off course you are not going to beat the fuel burn.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.