World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 9In-Flight – Entering and Flying in MNPS Airspace9.1.11 One automatic altitude-control system should be operative and engaged throughout thecruise. This system should only be disengaged when it is necessary to retrim the aircraft, or when the aircraftencounters turbulence and operating procedures dictate.9.1.12 When passing waypoints, or at intervals not exceeding 60 minutes (whichever occursearlier), or on reaching a new cleared flight level, a cross-check of primary altimeters should be conducted.If at any time the readings of the two primary altimeters differ by more than 200 ft, the aircraft’saltimetry system should be considered defective and ATC must be informed as soon as possible.9.1.13 To prevent unwanted TCAS/ACAS warnings or alerts, when first approaching any clearedflight level in NAT RVSM airspace, pilots should ensure that the vertical closure speed is not excessive. It isconsidered that, with about 1500 ft to go to a cleared flight level, vertical speed should be reduced to amaximum of 1500 ft per minute and ideally, to between 1000 ft per minute and 500 ft per minute.Additionally, it is important to ensure that the aeroplane neither undershoots nor overshoots the cleared levelby more than 150 ft, manually overriding if necessary.9.1.14 Abnormal operational circumstances (e.g. engine failures, pressurisation problems, freezingfuel, turbulence, etc.), sometimes require a pilot to change level prior to obtaining a re-clearance from ATC.Such a timely re-clearance is more difficult to obtain in oceanic or remote areas where DCPC are notnecessarily available. This is indeed the case in NAT MNPS Airspace, in which the majority of ATScommunications are conducted indirectly through a third party radio operator, utilising HF, SATCOM Voiceor GP/VHF facilities. As previously indicated, extreme caution and vigilance should be exercised whenexecuting any such (uncleared) level changes, as the potential collision risk (particularly in the OTS) issignificant.9.1.15 It must also be recognised that even under normal operations when using such indirectcommunication methods, there does exist the potential for misunderstanding between pilot and controllerregarding the detail of any issued clearances or re-clearances. Occasionally, such “ATC Loop Errors” canlead to an aircraft being flown at a level other than that expected by the controller. In such circumstancesseparation safety margins may be eroded. To avoid possible risks from any of the foregoing situations, it istherefore essential in NAT MNPS Airspace that pilots always report to ATC immediately on leaving thecurrent cruising level and on reaching any new cruising level.9.1.16 The Strategic Lateral Offset Procedures (SLOP) described in Chapter 8, paragraph 8.5, havebeen established as a standard operating procedure in the NAT Region to assist in mitigating the potentialrisks of any of the foregoing height deviations or errors.9.2 EQUIPMENT FAILURES9.2.1 The following equipment failures must be reported to ATC as soon as practicable followingtheir identification:a) loss of one or more primary altimetry systems; orb) failure of all automatic altitude-control systems9.2.2 The aircraft should then follow the appropriate procedure described in Chapter 12 - “SpecialProcedures for In-Flight Contingencies”, or as instructed by the controlling ATC unit.NAT Doc 007 62 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 99.3 VERTICAL NAVIGATION PERFORMANCE MONITORING9.3.1 The vertical navigation performance of operators within NAT MNPS Airspace is monitoredon a continual basis by the NAT CMA. Such monitoring includes both measurement of the technical heightkeepingaccuracy of RVSM approved aircraft and assessment of collision risk associated with all reportedoperational deviations from cleared levels. Chapter 10 deals more fully with this matter.NAT Doc 007 63 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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