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approved for flight at RVSM levels; the letter „X‟ must still be included to show that the aircraft satisfies
MNPS lateral navigation performance requirements.
Note: With effect from 5 June 2008 the previous West Atlantic Route System (WATRS) together
with 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 the
50 NM minimum lateral separation employed here. Any MNPSA Aircraft intending to also fly in
this WATRS Plus airspace should ensure that its RNP Approval status is included in the Flight
Plan. Specifically such operators should:
i) annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z”, and
ii) annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or “NAV/RNP4”
(no spaces).
Full details can be found at
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/ .
9.1.7 Most flights through the NAT MNPSA enter via European and/or North American RVSM
airspace. These flights will have been required to perform standard pre-flight checks of altimeters for their
initial operations in those continental RVSM areas. Other flights departing directly into the NAT Region
should ensure that such checks are made.
9.1.8 Special arrangements exist for non-RVSM approved aircraft/operators to climb or descend
through NAT RVSM airspace; and in very specific circumstances arrangements may be made for nonapproved
aircraft to fly at RVSM levels in the NAT Region. Both such arrangements are explained above in
Chapter 1 (See Special Arrangements for the Penetration of MNPS Airspace by Non-MNPS Approved
Aircraft ).
In-Flight - Before Operating in MNPS Airspace
9.1.9 Most flights will approach the MNPSA through European or North American RVSM
airspaces. It is therefore expected that continuous monitoring of the serviceability of the aircraft‟s height
keeping systems will have been undertaken. Nevertheless, in view of the significant change of operating
environment (i.e. to indirect surveillance and communications) it is recommended that a final confirmation
of the aircraft systems serviceability is performed immediately prior to entering the NAT MNPSA. An
altimeter cross check should be carried out; at least two primary altimeters must agree within plus or
minus 200 ft. The readings of the primary and standby altimeters should be recorded to be available for use
in any possible subsequent contingency situations.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 57 Edition 2009
In-Flight – Entering and Flying in MNPS Airspace
9.1.10 One automatic altitude-control system should be operative and engaged throughout the
cruise. This system should only be disengaged when it is necessary to retrim the aircraft, or when the aircraft
encounters turbulence and operating procedures dictate.
9.1.11 When passing waypoints, or at intervals not exceeding 60 minutes (whichever occurs
earlier), 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’s
altimetry system should be considered defective and ATC must be informed as soon as possible.
9.1.12 To prevent unwanted TCAS/ACAS warnings or alerts when first approaching any cleared
flight level in NAT RVSM airspace, pilots should ensure that the vertical closure speed is not excessive. It is
considered that, with about 1500 ft to go to a cleared flight level, vertical speed should be reduced to a
maximum 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 level
by more than 150 ft, manually overriding if necessary.
9.1.13 Abnormal operational circumstances (e.g. engine failures, pressurisation problems, freezing
fuel, turbulence, etc.), sometimes require a pilot to change level prior to obtaining a re-clearance from ATC.
Such a re-clearance is more difficult to obtain in oceanic or remote areas where DCPC are not necessarily
available. This is indeed the case in NAT MNPS Airspace, in which the vast majority of ATS
communications are conducted indirectly through a third party radio operator, utilising HF or GP/VHF
facilities. As previously indicated, extreme caution and vigilance should be exercised when executing any
such (uncleared) level changes, as the potential collision risk (particularly in the OTS) is significant.
9.1.14 It must also be recognised that even under normal operations when using such indirect
　
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