World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16MEL Compliancea) Dispatchers planning flights within MNPS Airspace must ensure that the allocated aircrafthas the minimum required navigation, communications and altitude alerting/reportingequipment on board. Flight procedures for minimum equipment and standards can be foundin Chapter 8 and Chapter 11 of this Manual. Particular attention must be paid to MEL Itemsthat may affect the aircraft. Be aware that the company MEL or Operations Specificationsmay be more restrictive than general MNPS requirements. HF is required for entering theShanwick OAC. Many airline Operations Specifications require dual HF for operation inRemote or Oceanic airspace , even when aircraft is SATCOM Voice equipped. Howeversome States may permit Dispatch with only one serviceable HF system providing the aircraftis equipped with SATCOM Voice.b) Even though a flight, that suffers a failure of a system (or component) once en route, is notdirectly mandated to abide by MEL restrictions, it is important that any failures that willaffect either MNPS or RVSM operations be promptly advised to, and closely co-ordinatedwith, the appropriate ATS facility.c) If an aircraft MEL (navigation, communications or altitude alerting/reporting system)prohibits operations in MNPS airspace it will be necessary to modify an aircraft’s originallyintended route of flight. An example would be an aircraft not equipped with two LongRange Navigation Systems (or LRNS's that are fully serviceable). This situation could occurbefore departure or once en route but before entering MNPS Airspace. Options that shouldbe considered by the dispatcher are:operate above or below MNPS Airspace;fly on special routes developed for aircraft equipped with limited LRNS equipment – see Chapters 1,paragraph 1.4 , Chapter 3, paragraph 3.2 & Chapter 11, paragraph 11.2.ETOPS/LROPS16.6.19 A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one ormore suitable en route alternate airports are named prior to dispatch and then monitored while aircraft are enroute. En route alternate airports in the NAT Region are limited to those in the Azores, Bermuda, Greenlandand Iceland. In determining ETOPS alternate minima, the dispatcher must consider weather conditions,airport conditions (in addition to simple runway lengths), navigation approach aids, and the availability ofATS and ARFF facilities.16.6.20 Recent changes have begun to attach additional conditions to 3-4 engine aircraft long rangeoperations. In situations requiring the aircraft to operate long distances from adequate en route airports,more stringent planning conditions may apply. Guidance can be obtained from appropriate government andindustry websites.CDM TOOLS16.6.21 It would not be practical to list all available CDM tools and available websites here. Refer tothe bibliography at the end of this manual for a more complete list. The following are some of the mostimportant sites for managing the daily operation of flights.• Nav Canada TDA (Traffic Density Analyser.) WebsiteThis tool was designed to Introduce Collaborative Decision Making during the NAT OTS designphase. The OTS are posted in advance of formal publication so the user community can comment onwhether or not they agree with the proposed OTS. A USER ID and Password can be obtained fromNAT Doc 007 98 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16NAV CANADA. Track Loading Information is available and it is possible to view all filed FlightPlans on the OTS and random routes.• Eurocontrol CFMU (Central Flow Management Unit) WebsiteThis website contains a wealth of tactical information regarding restrictions, delays, weatherproblems, military activity, CDR routes, preferred routing schemes and transition routes.(http://www.cfmu.eurocontrol.int/cfmu/public/subsite_homepage/homepage.html )There is a free text editor that will validate ICAO flight plan before filing and advise if the flight planis acceptable for routes, altitudes and transitions. If the flight plan would be rejected, this editor willdescribe what is wrong, allowing the dispatcher to repair it before filing the ICAO flight plan.• FAA WebsitesThese websites contain complete FAR section, Airport information, airport capacity (real time)advisories with airport delays and status, NOTAMS, weather Information, RVSM and statisticaldata. They include www.faa.gov and www.fly.faa.gov . Also for CDM participants, the Air TrafficControl System Command Center intranet site, www.atcscc.faa.gov is available.Flight MonitoringOceanic ATC Clearances16.6.22 The Pilot can obtain Oceanic clearances by VHF, HF, domestic ATC agencies or data link.Chapter 5 of this manual can be referenced for complete oceanic clearance requirements. Be aware that forairports located close to oceanic boundaries (Prestwick, Shannon, Glasgow, Dublin, Belfast, Bristol,Edinburgh, Gander, Goose Bay and St Johns, etc.) oceanic clearances must be obtained before departure.Indeed on the east side of the NAT this will apply to departures from all Irish airfields, all UK airfields westof 2 degrees 30 minutes West and all French Airfields west of 0 degrees longitude. Oceanic Clearances forcontrolled flights leaving airports within the region (e.g airports in Iceland, Greenland or the Azores) areissued by the relevant ATS unit prior to departure.16.6.23 It is important for dispatchers to verify the contents of the oceanic clearance and check itagainst the filed route. If the flight has received a re-route or a different altitude the Dispatcher may providethe flight with re-analysis data for fuel consumption along the revised route.Transponder Use16.6.24 All aircraft flying in MNPS Airspace will set their transponders as follows:16.6.25 Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may beregional differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS).Crews transiting Reykjavik’s airspace must maintain last assigned Squawk until advised by ATC.Re-Routes.16.6.26 When traffic exceeds track capacity, ATS providers may not be able to accommodate aflight’s filed altitude or routing. A different flight level on the planned route will be offered as the firstoption. If this is not possible, ATC will offer an alternative route that may be stated in Field 18 of the ICAOflight plan. On an eastbound flight the pilot should anticipate a preferred route within the domestic routestructure appropriate to the oceanic exit point of the re-route. For westbound flights into Canada, ATC willnormally attempt to route the flight back to its original route unless the crew requests a new domesticrouting. Many operators attach secondary flight plans on adjacent tracks that will include the preferreddomestic routings. This will help flight crews evaluate and more quickly adjust when re-route situations arerequired.NAT Doc 007 99 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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