World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16En route Contingencies16.6.27 Dispatchers must also be aware of special procedures for In-Flight contingencies aspublished in Chapter 12 of this manual. They include procedures for use in the event that the aircraft isunable to maintain assigned altitude for weather, turbulence, aircraft performance or maintenance problemsor loss of pressurization. The general concept of the in-flight contingency procedures is to offset from theassigned track by 15 NM and climb or descend to a level differing from those normally used by 500 ft ifbelow FL410 or 1000 ft if above FL410.16.6.28 Procedures for loss of communications and HF failure are contained in Chapter 6 atparagraphs 6.6 of this manual.Dispatcher guidance for NAT RVSM operations.References16.6.29 The FAA Guidance AC91-85 was developed by ICAO sponsored international workinggroups, to provide guidance on airworthiness and operations programmes for RVSM. ICAO hasrecommended that State CAA's use FAA Guidance AC91-85 or an equivalent State document for approvalof aircraft and operators to conduct RVSM operations. Appendices 4 and 5 of AC91-85 contain practicesand procedures for pilots and dispatchers involved in RVSM operations. This particular dispatcher guidancewas developed using those appendices as the reference. This document is available athttp://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/Flight PlanningNAT RVSM AirspaceThis is defined as any airspace between FL 285 - FL 420 where 1,000 ft vertical separation is applied(i.e. FLs 290 thru 410 inclusive).Limits of Operational AuthorisationAt the flight planning stage, the dispatcher is responsible for selecting and filing a route that isconsistent with the carrier’s operational authorisation (e.g. Operations Specifications), taking accountof all route, aircraft and weather considerations, crew constraints and other limitations.MELWhen planning and filing to fly within NAT RVSM airspace, the dispatcher must ensure that theroute meets the requirements of the paragraph above and that the aircraft also meets certain MELprovisions.TCAS (Traffic Collision Avoidance System)/ACAS (Airborne Collision Avoidance System)Aircraft operating in the MNPS are required to have TCAS/ACAS installed. However, MEL relief isprovided for inoperative TCAS/ACAS, for dispatch into MNPS Airspace. TCAS/ACAS improvesoperational safety by enhancing pilot situational awareness and by providing a system for collisionavoidance – particularly in densely populated airspace.Note: For flights in the North Atlantic Region ACAS II (TCAS Version 7.0) has been mandated as arequirement since January 1, 2005 for all aircraft having more than 19 seats or a certified take-offmass of more than 5,700 Kgs. (Other standards may be in effect in other parts of the world)However, there are provisions for MEL relief.Maintenance FlightsNAT Doc 007 100 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 16NAT ATS providers have established a policy to enable an aircraft that is temporarily non-RVSMcompliant to fly in NAT RVSM Airspace for the purpose of positioning the aircraft at a maintenancefacility (see Chapter 1 in this Manual). This policy may vary and requires prior co-ordination withappropriate ATC centres so that 2,000 ft separation can be applied between the non-compliantaircraft and other aircraft. These requests must be co-ordinated with each individual OAC. Thedispatcher must be aware of the policy for such operations, as published in NOTAMS, AIPs andother appropriate documents. States of Registry also vary in their policies on Maintenance FerryFlights. Dispatchers should ensure that they fully understand any additional restrictions orlimitations that may be imposed by their State of Registry.Delivery and Humanitarian FlightsATS Providers allow limited operations by aircraft not approved for RVSM but which are engagedon delivery or humanitarian flights. For such flights, the dispatcher must also comply with thepolicies published in State AIPs, NOTAMS and other appropriate documents. Co-ordinate directlywith appropriate ATC facilities and the aircraft’s State of Registry.En route Equipage FailuresPrior to entering NAT RVSM AirspaceThe following equipment is required to be operational:i) two independent primary altimetry systems;ii) one automatic altitude control system; andiii) one altitude alerting deviceIf any required equipment fails prior to entering NAT RVSM Airspace, the pilot-in-command willnotify ATS and obtain a new Oceanic Clearance to fly above or below NAT RVSM Airspace. Thepilot should accept the new clearance contingent upon review by the dispatcher. Dispatcher actionsare based on the options, identified as OPTION 1 to OPTION 3, outlined later in this chapter.After entering NAT RVSM Airspace.The appropriate State RVSM guidance material provides for pilot and controller actions if RVSMrequired aircraft equipment fails after entry into NAT RVSM Airspace, or the aircraft encountersturbulence that affects the aircraft’s ability to maintain its level. Should any required RVSMequipment fail, or turbulence greater than moderate be encountered, then the pilot-in-command isexpected to notify ATS of the intended course of action.Pilot-in-command options are to:(1) continue with the original clearance if ATC can apply another form of aircraft separation(i.e. lateral, longitudinal or 2,000 ft vertical separation);(2) request ATC clearance to climb above or descend below NAT RVSM Airspace if ATCcannot provide adequate separation from other traffic; or(3) execute contingency procedures to offset from track and flight level if ATC cannot provideadequate separation from other aircraft. The pilot-in-command will maintain any offsets untila revised ATC clearance can be obtained.Dispatcher ActionsOPTION 1 - if the pilot-in-command elects for Option (1) then no Dispatcher action is required.OPTION 2 - if the pilot-in-command elects to follow Option (2) then the pilot-in-command shouldcontact the dispatcher who will evaluate the clearance with due consideration for the effect on fuelconsumption, time en route, any MEL/CDL issues and/or other operational factors. The dispatcherNAT Doc 007 101 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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