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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
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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 91 Edition 2008
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
Control System Command Center intranet site, www.atcscc.faa.gov is available.
Flight Monitoring
Oceanic ATC Clearances
15.6.12 The Pilot can obtain Oceanic clearances by VHF, HF, domestic ATC agencies or data link.
Chapter 5 of this manual can be referenced for complete oceanic clearance requirements. Be aware that for
airports located close to oceanic boundaries (Prestwick, Shannon, Glasgow, Dublin, Belfast, Bristol,
Edinburgh, Gander, Goose Bay and St Johns, etc.) oceanic clearances must be obtained before departure.
Indeed on the east side of the NAT this will apply to departures from all Irish airfields, all UK airfields west
of 2 degrees 30 minutes West and all French Airfields west of 0 degrees longitude. Oceanic Clearances for
controlled flights leaving airports within the region (e.g airports in Iceland, Greenland or the Azores) are
issued by the relevant ATS unit prior to departure.
　
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