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One refers to the navigation performance that should be achieved, in terms of accuracy. The second refers to
the need to carry standby equipment with comparable performance characteristics (ICAO Annex 6, Parts I
and II, Chapter 7 refer). Thus in order to justify consideration for State approval of unrestricted operation in
the MNPS Airspace an aircraft must be equipped with the following:
a) two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may be one of
the following:
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• one Inertial Navigation System (INS);
• one Global Navigation Satellite System (GNSS); or
• one navigation system using the inputs from one or more Inertial Reference System (IRS)
or any other sensor system complying with the MNPS requirement.
Note 1: Currently the only GNSS system fully operational and for which approval material
is available, is GPS.
Note 2: A GPS installation must be approved as follows:
If the two required LRNSs are both GPS, they must be approved in accordance with FAA
Advisory Circular AC-20-138A Appendix 1 and their operation approved in accordance with
FAA HBAT 95-09. AC-20-138A (previously FAA Notice 8110.60) requires that GPS systems
used in Oceanic airspace must have a FDE function. Equipment which previously
demonstrated compliance with N8110.60 need not be re-evaluated. States other than the
USA may set their own standards for operational approval of GPS to provide Primary
Means of Navigation in Oceanic and remote areas but in all cases these approvals will
include the requirement to carry out Pre-Departure Satellite Navigation Prediction
Programmes (See Chapter 8 - GNSS (GPS) Systems for further details). If, however, GPS
serves as only one of the two required LRNSs, then it must be approved in accordance with
FAA TSO-C129 or later standard as Class A1, A2, B1, B2, C1 or C2, or with equivalent
EASA documentation ETSO-C129a. In this instance individual States vary in their insistence
upon the need for the conduct of pre-departure satellite navigation prediction programmes
(viz.FDE RAIM).
Note 3: Currently equivalent approval material for GLONASS is not under development
but it will need to be available prior to approval of any GLONASS equipped
aircraft for MNPS operations.
b) each LRNS must be capable of providing to the flight crew a continuous indication of the
aircraft position relative to desired track.
c) it is highly desirable that the navigation system employed for the provision of steering
guidance is capable of being coupled to the autopilot.
1.4 ROUTES FOR USE BY AIRCRAFT NOT EQUIPPED WITH TWO LRNSs
Routes for Aircraft with Only One LRNS
1.4.1 A number of special routes have been developed for aircraft equipped with only one LRNS
and carrying normal short-range navigation equipment (VOR, DME, ADF), which require to cross the North
Atlantic between Europe and North America (or vice versa). It should be recognised that these routes are
within MNPS Airspace, and that State approval must be obtained prior to flying along them. These routes
are also available for interim use by aircraft normally approved for unrestricted MNPS operations that have
suffered a partial loss of navigation capability and have only a single remaining functional LRNS. Detailed
descriptions of the special routes known as ‘Blue Spruce Routes’ are included in Chapter 10, paragraph
10.2.2 of this Document. Other routes also exist within MNPS Airspace that may be flown by aircraft
equipped with only a single functioning LRNS. These include routings between the Azores and the
Portuguese mainland and/or the Madeira Archipelago and also routes between Northern Europe and
Spain/Canaries/Lisbon FIR to the east of longitude 009° 01' W (viz.T9). Other routes available for single
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LRNS use are also established in MNPS airspace, including a routing between Iceland and the east coast of
Greenland and two routings between Kook Islands on the west coast of Greenland and Canada.
Note: if this single LRNS is a GPS it must be approved in accordance with FAA TSO-C129 or later
standard as Class A1, A2, B1, B2, C1 or C2, or with equivalent EASA documentation ETSO-C129a.
Some States may have additional requirements regarding the carriage and use of GPS (e.g. a
requirement for FDE RAIM) and pilots should check with their own State of Registry to ascertain
what, if any, they are. (These above mentioned documents can be found at :
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgWebcomponents.nsf/HomeFrame?OpenFrame
Set and http://www.easa.europa.eu/ws_prod/g/doc/Agency_Mesures/Certification%20Spec/CS-ETSO.pdf
　
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