World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 9CHAPTER 9:RVSM FLIGHT IN MNPS AIRSPACE9.1 GENERAL9.1.1 The aircraft altimetry and height keeping systems necessary for flying in RVSM airspace arecapable of high-performance standards. However it is essential that stringent operating procedures areemployed, both to ensure that these systems perform to their full capabilities and also to minimise theconsequences of equipment failures and possible human errors.9.1.2 As is the case with lateral navigation systems, technical failures of altimetry and/or heightkeeping systems are extremely rare within the NAT MNPSA. However, less rare in the NAT MNPSA aresituations in which an aircraft is flown at a level other that cleared by ATC. ATC Loop Errors, when there isa misunderstanding or miscommunication between ATC and the pilot over the actual cleared level,unfortunately do occur. In an SSR environment ATC are alerted immediately when aircraft departs from thecleared level. Furthermore with Direct Controller Pilot Communications (DCPC) the controller can instantlyintervene to resolve the situation and/or to provide potential conflict warnings to other traffic. In the NATMNPSA SSR coverage is very limited and regular air/ground ATC Voice communications are usuallyconducted via a third party radio operator.9.1.3 Severe turbulence in the NAT MNPSA is uncommon but mountain waves in the vicinity ofGreenland and clear air turbulence associated with jet streams are not unknown. Aircraft encountering suchconditions can inadvertently depart from their cleared levels or the pilot may elect to change level to avoidthe effects of the turbulence. Other circumstances also occur in which the pilot will be forced to changelevel, before an appropriate ATC re-clearance can be obtained, e.g. power or pressurisation failure, freezingfuel, etc. Again, without surveillance or DCPC, there can be a significant lag between the aircraft’sdeparture from its cleared level and any possible action from the controller to provide separation from anyother potentially conflicting traffic.9.1.4 It must be appreciated that the NAT MNPSA is the busiest oceanic airspace in the world.Furthermore, NAT traffic is comprised of a very wide range of aircraft types, flying a wide range of sectorlengths and carrying a significant range of loads. As a result, optimum flight levels vary over the whole jetcruising range and nearly all the flight levels of the core tracks of the OTS, during peak hours, are fullyoccupied. Also, the Mach Numbers flown can vary significantly (e.g. typically between M0.78 and M0.86),resulting in up to 20 mins variation in NAT transit times. Given that the nominal longitudinal separationstandard employed in the NAT MNPSA is 10 mins, one consequence of the foregoing is that it is rare for anyNAT OTS flight to transit the NAT without overtaking, or being overtaken, by another aircraft at an adjacentlevel on the same track. It will therefore be seen that an on-track departure from cleared level in the NATMNPSA will involve a significant risk of conflicting with other traffic. Furthermore, given the extremeaccuracy of lateral track-keeping provided by modern LRNSs (e.g. GPS) such conflict risk can translate to acollision risk. It is primarily with this in mind that the Strategic Lateral Offset Procedures (see“Strategic Lateral Offset Procedures (SLOP)” above in Chapter 8 have been established as a standardoperating procedure in the NAT Region.Pre-Flight9.1.5 For flight through the NAT MNPS Airspace the aircraft and the operator must have theappropriate State Approvals for both MNPS and RVSM operations. The crew must be qualified for flight inRVSM airspace and all aircraft intending to operate within NAT MNPS Airspace must be equipped withaltimetry and height-keeping systems which meet RVSM Minimum Aircraft System PerformanceSpecifications (MASPS). RVSM MASPS are contained in ICAO Doc 9574 (Manual on Implementation of aNAT Doc 007 60 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 9300m (1 000ft) Vertical Separation Minimum between FL290 and FL410 inclusive.) and detailed indesignated FAA document, AC91-85, and in JAA document, TGL6, Revision 1 (i.e. Temporary GuidanceLeaflet No. 6) (these documents can be accessed via:http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/and http://www.ecacnav.com/rvsm/library.htm respectively).9.1.6 The Minimum Equipment List (MEL) for RVSM operations must be strictly observed9.1.7 A ‘W’ must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft isapproved for flight at RVSM levels; the letter ‘X’ must still be included to show that the aircraft satisfiesMNPS lateral navigation performance requirements.Note: With effect from 5 June 2008 the previous West Atlantic Route System (WATRS) togetherwith the Atlantic portion of Miami Oceanic Airspace and the San Juan FIR has been designated"WATRS Plus Airspace”. RNP-10 or RNP-4 Approval is required in order to benefit from the50 NM minimum lateral separation employed here. Any MNPSA Aircraft intending to also fly inthis WATRS Plus airspace should ensure that its RNP Approval status is included in the FlightPlan. Specifically such operators should:i) annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z”, andii) annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or “NAV/RNP4”(no spaces).Full details can be found athttp://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/ .9.1.8 Most flights through the NAT MNPSA enter via European and/or North American RVSMairspace. These flights will have been required to perform standard pre-flight checks of altimeters for theirinitial operations in those continental RVSM areas. Other flights departing directly into the NAT Regionshould ensure that such checks are made.9.1.9 Special arrangements exist for non-RVSM approved aircraft/operators to climb or descendthrough NAT RVSM airspace; and in very specific circumstances arrangements may be made for nonapprovedaircraft to fly at RVSM levels in the NAT Region. Both such arrangements are explained above inChapter 1 (See Special Arrangements for Non-RVSM Approved Aircraft – paragraph 1.6).In-Flight - Before Operating in MNPS Airspace9.1.10 Most flights will approach the MNPSA through European or North American RVSMairspaces. It is therefore expected that continuous monitoring of the serviceability of the aircraft’s heightkeeping systems will have been undertaken. Nevertheless, in view of the significant change of operatingenvironment (i.e. to indirect surveillance and communications) it is recommended that a final confirmationof the aircraft systems serviceability is performed immediately prior to entering the NAT MNPSA. Analtimeter cross check should be carried out; at least two primary altimeters must agree within plus orminus 200 ft. The readings of the primary and standby altimeters should be recorded to be available for usein any possible subsequent contingency situations.NAT Doc 007 61 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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