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improve position reporting speed and accuracy. They also reduce the chance of errors. Advanced
registration with the ATS Providers is required if ADS/CPDLC are to be used in the NAT Region.
MEL Compliance
a) Dispatchers planning flights within MNPS Airspace must ensure that the allocated aircraft
has the minimum required navigation, communications and altitude alerting/reporting
equipment on board. Flight procedures for minimum equipment and standards can be found
in Chapter 8 and Chapter 10 of this Manual. Particular attention must be paid to MEL Items
that may affect the aircraft. Be aware that the company MEL or Operations Specifications
may be more restrictive than general MNPS requirements. HF is required for entering the
Shanwick OAC. Many airline Operations Specifications require dual HF for operation in
Remote or Oceanic airspace , even when aircraft is SATCOM equipped. However some
States may permit Dispatch with only one serviceable HF system providing the aircraft is
equipped with SATCOM.
b) Even though a flight, that suffers a failure of a system (or component) once en route, is not
directly mandated to abide by MEL restrictions, it is important that any failures that will
affect either MNPS or RVSM operations be promptly advised to, and closely co-ordinated
with, the appropriate ATS facility.
c) If an aircraft MEL (navigation, communications or altitude alerting/reporting system)
prohibits operations in MNPS airspace it will be necessary to modify an aircraft‟s originally
intended route of flight. An example would be an aircraft not equipped with two Long
Range Navigation Systems (or LRNS's that are fully serviceable). This situation could occur
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 94 Edition 2009
before departure or once en route but before entering MNPS Airspace. Options that should
be considered by the dispatcher are:
operate above or below MNPS Airspace;
fly on special routes developed for aircraft equipped with limited LRNS equipment – see Chapters 1,
paragraph 1.4 , Chapter 3, paragraph 3.2 & Chapter 10, paragraph 10.2.
ETOPS/LROPS
15.6.9 A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one or
more suitable en route alternate airports are named prior to dispatch and then monitored while aircraft are en
route. En route alternate airports in the NAT Region are limited to those in the Azores, Bermuda, Greenland
and Iceland. In determining ETOPS alternate minima, the dispatcher must consider weather conditions,
airport conditions (in addition to simple runway lengths), navigation approach aids, and the availability of
ATS and ARFF facilities.
15.6.10 Recent changes have begun to attach additional conditions to 3-4 engine aircraft long range
operations. In situations requiring the aircraft to operate long distances from adequate en route airports,
more stringent planning conditions may apply. Guidance can be obtained from appropriate government and
industry websites.
CDM TOOLS
15.6.11 It would not be practical to list all available CDM tools and available websites here. Refer to
the bibliography at the end of this manual for a more complete list. The following are some of the most
important sites for managing the daily operation of flights.
 Nav Canada TDA (Traffic Density Analyser.) Website
This tool was designed to Introduce Collaborative Decision Making during the NAT OTS design
phase. The OTS are posted in advance of formal publication so the user community can comment on
whether or not they agree with the proposed OTS. A USER ID and Password can be obtained from
NAV CANADA. Track Loading Information is available and it is possible to view all filed Flight
Plans on the OTS and random routes.
 Eurocontrol CFMU (Central Flow Management Unit) Website
This website contains a wealth of tactical information regarding restrictions, delays, weather
problems, military activity, CDR routes, preferred routing schemes and transition routes.
(http://www.cfmu.eurocontrol.int/cfmu/public/subsite_homepage/homepage.html )
There is a free text editor that will validate ICAO flight plan before filing and advise if the flight plan
is acceptable for routes, altitudes and transitions. If the flight plan would be rejected, this editor will
describe what is wrong, allowing the dispatcher to repair it before filing the ICAO flight plan.
 FAA Websites
These websites contain complete FAR section, Airport information, airport capacity (real time)
advisories with airport delays and status, NOTAMS, weather Information, RVSM and statistical
data. They include www.faa.gov and www.fly.faa.gov . Also for CDM participants, the Air Traffic
　
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