World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 1212.2.4 In general terms, the aircraft should be flown at a flight level and/or on a track where otheraircraft are least likely to be encountered. Maximum use of aircraft lighting should be made and a goodlook-out maintained. If TCAS is carried, the displayed information should be used to assist in sightingproximate traffic.12.3 SPECIAL PROCEDURES12.3.1 The general concept of these Oceanic in-flight contingency procedures is, wheneveroperationally feasible, to offset from the assigned route by 15 NM and climb or descend to a level whichdiffers from those normally used by 500 ft if below FL410 or by 1000 ft if above FL410.Initial Action12.3.2 The aircraft should leave its assigned route or track by initially turning at least 45° to theright or left whenever this is feasible. The direction of the turn should, where appropriate, be determined bythe position of the aircraft relative to any organised route or track system (e.g. whether the aircraft is outside,at the edge of, or within the system). Other factors which may affect the direction of turn are: direction to analternate airport, terrain clearance, levels allocated on adjacent routes or tracks and any known SLOP off setsadopted by other nearby traffic.Subsequent Action12.3.3 An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from itsoriginal cleared track centreline and therefore clear of any potentially conflicting traffic above or belowfollowing the same track, should :a) climb or descend 1000 ft if above FL410b) climb or descend 500 ft when below FL410c) climb 1000 ft or descend 500 ft if at FL41012.3.4 An aircraft that is unable to maintain its assigned flight level should, whenever possible,initially minimise its rate of descent when leaving its original track centreline and then when expected to beclear of any possible traffic following the same track at lower levels, expedite descent to an operationallyfeasible flight level, which differs from those normally used by 500 ft if below FL410 (or by 1000 ft if aboveFL410).12.3.5 Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilstmaintaining the 15 NM offset track, expedite climb above or descent below the vast majority of NAT traffic(i.e. to a level above FL410 or below FL280), and then maintain a flight level which differs from thosenormally used: by 1000 ft if above FL410, or by 500 ft if below FL410. However, if the pilot is unable orunwilling to carry out a major climb or descent, then any diversion should be carried out at a level 500 ftdifferent from those in use within MNPS Airspace, until a new ATC clearance is obtained.12.3.6 If these contingency procedures are employed by a twin engine aircraft as a result of theshutdown of a power unit or the failure of a primary aircraft system the pilot should advise ATC as soon aspracticable of the situation, reminding ATC of the type of aircraft involved and requesting expeditioushandling.NAT Doc 007 78 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 1212.4 DEVIATIONS AROUND SEVERE WEATHER12.4.1 If the aircraft is required to deviate from track to avoid weather (e.g. thunderstorms), thepilot should request a revised clearance from ATC and obtain essential traffic information prior to deviating.This is the case even when a pilot expects to have to deviate by a relatively small distance (e.g. less than10 NM). If, however, if such prior ATC clearance cannot be obtained, the procedures described belowshould be adopted and in the meantime efforts should be continued to obtain an appropriate ATC clearance.a) If possible, deviate away from the organised track or route system;b) Establish communications with and alert nearby aircraft broadcasting, at suitable intervals:aircraft identification, flight level, aircraft position (including ATS route designator or thetrack code) and intentions, on the frequency in use and on frequency 121.5 MHz (or, as aback-up, on the VHF inter-pilot air-to-air frequency 123.45 MHz);c) Watch for conflicting traffic both visually and by reference to ACAS/TCAS (if equipped);d) Turn on all aircraft exterior lights.e) For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC;f) For deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track,initiate a level change of 300 ft.i.e.- If flying generally Eastbound (i.e. a magnetic track of 000° to 179°) and deviating left (ienorth) of track then descend 300 ft; if, however, deviating right (i.e. south) of track thenclimb 300 ft.- If flying generally Westbound (i.e. a magnetic track of 180° to 359°) and deviating left(i.e. south) of track then climb 300 ft; if, however, deviating right (i.e. north) of trackthen descend 300 ft.Route centre line track Deviations>19 km (10 NM) Level changeEAST (000° 179° magnetic)WEST (180° 359° magnetic)LEFTRIGHTLEFTRIGHTDESCEND 90 m (300 ft)CLIMB 90 m (300 ft)CLIMB 90 m (300 ft)DESCEND 90 m (300 ft)g) When returning to track, regain the last assigned flight level, when the aircraft is withinapproximately 10 NM of centre line.12.4.2 The pilot should inform ATC when weather deviation is no longer required, or when aweather deviation has been completed and the aircraft has returned to the centre line (or previously adoptedSLOP Offset) of its cleared route.12.5 WAKE TURBULENCE12.5.1 ICAO established a worldwide programme in 2008 for collecting data on wave vortexencounters. Most wake vortex encounters occur in terminal operations and indeed this is where the aircrafttype wake categorization scheme is used to regulate separations. The ICAO programme was aimed atreviewing the categorization scheme in light of the recent introduction into service of a new type of verylarge aircraft.NAT Doc 007 79 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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