CORPORATE ACFT USES WRONG COORDINATES ON ATLANTIC XING. GROSS NAV ERROR.

Narrative

UPON ESTABLISHING RADAR CONTACT WITH MONCTON CTR (CANADA) COASTING IN FROM NORTH ATLANTIC XING WBOUND; I WAS ASKED BY CTR IF WE WERE PROCEEDING DIRECT TO OYSTR. OUR AFFIRMATIVE RESPONSE BROUGHT THE REPLY FROM MONCTON THAT WE WERE 40 MI N OF OYSTR AND WE WERE GIVEN A 15 DEG HDG CHANGE TO THE S. A SHORT TIME LATER THE CTLR STATED THERE HAD BEEN A LOSS OF SEPARATION AND SEVERAL MINS LATER STATED A GROSS NAV ERROR HAD OCCURRED. CONTRIBUTING FACTORS: 1) FATIGUE. MULTIPLE DAY TRIP INVOLVING NUMEROUS TIME ZONES; OPS ON 'THE BACK SIDE OF THE CLOCK;' AND MANY FRUSTRATING OPERATIONAL DELAYS AND PROBS. THE NIGHT PRIOR TO FLT INVOLVED VERY LATE ARR; SOLVING MAINT PROBS AFTER ARR AND GETTING TO BED EVEN LATER; AFTER TAKING CARE OF ADMINISTRATIVE AFFAIRS. RETURNED TO THE ACFT EARLY TO COMPLETE MAINT AND PREPARE FOR FLT. 2) OCEANIC RERTE. XING TRACK CHANGED WHILE INFLT; PRIOR TO OCA ENTRY. NEW COORDINATES WERE ENTERED AND CHKED BY CAPT. COORDINATES ENTERED FOR OYSTR WERE ACTUALLY THOSE FOR SCROD; RESULTING IN TRACK DIVERGENCE AFTER LAST OCEANIC POINT. NO OTHER ACFT WERE INVOLVED. WE ARE TCASII EQUIPPED AND NOTED THE NEAREST ACFT WAS ESTIMATED TO BE APPROX 40 NM AWAY. 3) CHART DESIGN. THE ATLANTIC ORIENTATION CHART; JAN/95; WAS USED TO OBTAIN COORDINATES FOR OYSTR AND ITS SUCCEEDING POINT; STEAM. EXAMINATION OF THIS CHART AFTER THE INCIDENT REVEALED THAT THE 'FISH POINTS' FOR CANADIAN AIRSPACE ARE VERY CLOSE TOGETHER; OF SMALL PRINT AND HAVE VERY LITTLE SPACE BTWN THEM; MAKING IT POSSIBLE TO MISTAKE COORDINATES FOR ANOTHER POINT.