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11.6.5 The rule allowing ATC to use this procedure includes a caveat that the climb or descent needs to be undertaken within 10 minutes of the time that the second aircraft in the pair has passed a common reporting point. Consequently, the pilot of an aircraft cleared for a climb or descent of more than a single flight level, should be alerted to the possibility of a potential TCAS alert by the controller‟s use of the conditional phrase “By” or “At or Before” in the clearance received. However, the pilot of the “passive participant” aircraft of the 5 minutes separated pair, if it is the following aircraft, could be presented with a
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 69 Edition 2009
“pop-up” TCAS target without such a warning. The bulletin announcing the introduction of this procedure in the North Atlantic includes the following instruction;- “If there is any concern regarding the proximity of another aircraft, flight crews must not hesitate to clarify the situation and take appropriate action to ensure the safety of the flight.” However, given the air/ground communications methods employed in the NAT, the pilot may not receive a response to such a request for “clarification” prior to the other aircraft passing its flight level. Nevertheless, even at these separations, Resolution Advisories are not anticipated and it is not expected that pilots will consider deviating from their clearance as “appropriate action”.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 70 Edition 2009
Chapter 12: Check Lists for Pilots Operating in NAT MNPS Airspace
12.1 INTRODUCTION
12.1.1 The North Atlantic MNPS Airspace is the busiest Oceanic environment anywhere in the world. To safely and efficiently accommodate the high traffic volumes here, unique traffic organization and management techniques are employed and pilots are required to rigorously utilize particular operating procedures. The following Check Lists are provided as guidance. Operators without an oceanic checklist are encouraged to use these and tailor them to their specific needs and approvals.
12.2 SPECIAL NAT MNPSA ITEMS
12.2.1 To assist those pilots who are less familiar with operating in NAT MNPS Airspace, below is a list of questions which address the unique and/or particularly important NAT MNPSA check list elements.
1. Are you sure that your State of Registry has granted approval for both RVSM and MNPS operations in connection with this flight by this aircraft ? (See Chapter 1: Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace)
2. If it has, are the letters „X‟ and „W‟ in Item 10 of your flight plan?
3. If you are intending to follow an organised track, and bearing in mind that the OTS changes every 12 hours, do you have a copy of the valid track message, including when applicable, any “TMI Alpha Suffixed” changes to it? (See THE NAT TRACK MESSAGE in Chapter 2: The Organised Track System (OTS)
4. Are you familiar with the Mach Number Technique? (See Chapter 7: Application of Mach Number Technique)
5. Have you had an accurate time check referenced to UTC, and is the system you will be using on the flight deck for MNPS operation also accurately referenced to UTC? Is this time accuracy going to be maintained for the planned duration of the flight ? (See Chapter 8 - Importance of Accurate Time)
6. If using GPS, have you checked the latest NOTAMs regarding the serviceability of GPS satellites and have you performed a Satellite Navigation Availabilty Prediction Programme analysis? (See Chapter 8: MNPS Flight Operation & Navigation Procedures)
7. If flying via the special Greenland/Iceland routes, have you checked the serviceability of your one remaining LRNS and of your short range navigation systems plus the ground navigation aids which you will use? (See Chapter 10 - Partial or Complete Loss of Navigation/FMS Capability by Aircraft having State Approval for Unrestricted Operations in MNPS Airspace)
8. (8) If flying a non-HF equipped aircraft, is your route approved for VHF only? (See Chapter 4, Flights Planning to Operate Without HF Communications, paragraph- 4.2.12.)
9. If flying other than on the special routes, are you sure that both your LRNSs are fully operational?
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
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10. Have you planned ahead for any actions you might need to take should you suffer a failure of one LRNS? (See Chapter 10: Procedures in the Event of Navigation System Degradation or Failure).
11. Are you sure that both your primary altimetry systems and at least one altitude alerter and one autopilot are fully operational ?
12. Are you familiar with the required procedures for flight at RVSM levels? (See Chapter 9).
12.2.2 If, as a pilot, you have any doubt about your answers to these questions, it may be necessary for you to consult with the Civil Aviation Department of your State of Registry.
　
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