20 MILES NORTH OF TRACK WHEN CHECKING IN WITH ZHN. BOTH OMEGA NAVIGATION UNITS IN ERROR SAME DISTANCE.

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ON ARR AT BITTA AT XA00Z; I WAS CLRED BY HNL CENTER TO FLY DIRECT KOKOHEAD DIRECT HNL. AT THIS TIME MY VOR SIGNALS WERE INADEQUATE FOR NAV; SO I PROCEEDED DIRECT KOKOHEAD UTILIZING MY DUAL OMEGA SYSTEMS WHICH BOTH READ THE SAME COURSE. SHORTLY THEREAFTER THE CENTER CTLR INFORMED ME THAT I WAS ON AN INCORRECT COURSE FOR KOKOHEAD AND GAVE ME A RADAR VECTOR FOR A R INTERCEPT AND A CLRNC TO KOKOHEAD VIA MAGGI INTXN DIRECT KOKOHEAD. I PLOTTED MY BEARING FROM KOKOHEAD VOR AS SOON AS SIGNALS WERE RELIABLE AND CONFIRMED HER ASSESSMENT. SHE ALSO INFORMED ME THAT; AT THE TIME OF MY POS RPT AT BITTA; I WAS IN FACT 20 MI NW OF BITTA; BUT I HAD NO WAY OF CONFIRMING THIS OBSERVATION. OVERHEAD KOKOHEAD I NOTED THE POS READOUT OF BOTH OMEGA SYS AND TOOK A PHOTOGRAPH OF BOTH. CHK N21.16.1; OMEGA #1 N 21.03.7; #2 N 21.03.6--DIFFERENCE 12.4. W 157.42.3; W 157.27.7; 2 157.27.5--DIFFERENCE 14.6. ON TEST; BOTH OMEGA SYSTEMS SHOWED NO OTHER FAULTS. I CONCLUDED THAT BOTH OMEGAS HAD SKIPPED A LANE AND I INFORMED MAINT ACCORDINGLY BY WRITE UP IN THE MAINT LOG. OMEGA NOTAMS MENTIONED THE EXISTENCE OF POLAR CAP DISTURBANCE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: POS CHK OVER BEBOP HAD BEEN RIGHT ON. FAA DID NOT TAKE ANY ACTION ON THE INCIDENT AND THE ONLY DISCUSSION WAS WITH THE CTLR. WAS NOT AWARE OF ANY LOSS OF SEP. MAINT CLEANED POINTS ON BOTH UNITS AND APPARENTLY THAT SOLVED THE PROB. RPTR FLEW THE ACFT ON THE RETURN FLT AND BOTH UNITS WORKED OK.