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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 87 Edition 2009
Chapter 15: Guidance for Dispatchers
15.1 General
15.1.1 The North Atlantic Region is essentially divided into two distinct areas for flight operation, i.e. MNPS Airspace and non-MNPS airspace. Operations within MNPS Airspace require the user to adhere to very specific operating protocols. The vertical dimension of MNPS Airspace is between FL285 and FL420 (i.e. in terms of normally used cruising levels, from FL290 to FL410 inclusive).
15.1.2 The lateral dimensions include the following Areas:
a) Those portions of the NEW YORK OCEANIC North of 27N but excluding the area west of 60°W and south of 38°30'N;
b) And all of the REYKJAVIK, SHANWICK, GANDER and SANTA MARIA OCEANIC Control Areas (CTAs).
15.2 Regulatory Requirements and Consequential Routing Limitations
State Approvals (MNPS/RVSM)
15.2.1 Before planning any operations within the North Atlantic MNPS Airspace operators and pilots must ensure that the specific State MNPS and RVSM Approvals are in place. These requirements are addressed in Chapter 1 of this Manual at paragraphs 1.1.1/2/3.
Minimum Equipage (Navigation/Altimetry/Communications)
15.2.2 Section 1.3 discusses the minimum navigation equipage requirements for unrestricted flight in NAT MNPS Airspace. Full details are contained in ICAO NAT Doc. 001 Consolidated Guidance Material (http://www.paris.icao.int/).
15.2.3 The Minimum Aircraft Systems Performance Specifications for RVSM operations are common world-wide standards and are contained in ICAO Doc 9574 (Manual on Implementation of a 300m (1 000ft) Vertical Separation Minimum between FL290 and FL410 inclusive.). They are also detailed in designated FAA document, 91-RVSM, and in JAA document, TGL6, Revision 1 (i.e. Temporary Guidance Leaflet No. 6) These two documents can be accessed via:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/ and http://www.ecacnav.com/rvsm/library.htm,
respectively. However, notwithstanding the worldwide nature of RVSM MASPS, it must be recognised, as indicated in Chapter 1 paragraph 1.2.2 above, that special provisions apply in the North Atlantic MNPS Airspace and in consequence all NAT crews/operators must be State approved specifically for NAT RVSM operations.
15.2.4 Most NAT air/ground ATC communications are conducted on single side-band HF frequencies. For unrestricted operations in the NAT Region fully functioning HF Communications equipment is required. While SATCOM Voice and Datalink communications are being gradually introduced into NAT operations, HF may still be required as back-up.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 88 Edition 2009
Special non-compliance routings
15.2.5 Aircraft not equipped with two functioning Long Range Navigation Systems may only fly through NAT MNPS Airspace via special designated routes. This is discussed in Chapter 1 at paragraph 1.4. Details of these special routes are contained in Chapter 10 at paragraph 10.2.2.
15.2.6 Aircraft not approved for MNPS/RVSM operations may climb and descend through NAT MNPS/RVSM Airspace and in very limited, specified circumstances an MNPS Approved aircraft that is not Approved for RVSM operations may be granted permission to flight plan and operate through MNPS Airspace at RVSM levels. (See Chapter 1 at paragraphs 1.5 and 1.6 ).
15.2.7 Routings that may be flight planned and operated through NAT MNPS Airspace by aircraft without functioning HF Communications equipment may be limited by the State of Registry of the operator or by the ATC Provider. This is discussed above in more detail at paragraph 4.2.12.
15.3 Route Planning
Lateral separation minima & resulting route definition conventions
15.3.1 In the North Atlantic MNPS Airspace the lateral separation standard is 60 NM. Since 60 NM is equivalent to one degree of latitude along any meridian and given that the vast majority of flights through this airspace are generally eastbound or westbound, this standard is deemed to be met by tracks separated by one degree of latitude at common meridians.
15.3.2 Radar data is only available in very limited areas of the North Atlantic Region. Therefore, ATC must depend upon aircraft supplied position reports for flight progress information. In order to provide separation assurance, ATC requires updates on the progress of flights at no more than hourly intervals. It has been determined that this criteria is met over a wide range of ground speeds if eastbound or westbound NAT flights report on passing each ten degrees of longitude. The criteria is also met by northbound or southbound flights reporting on passing each five degrees of latitude. In consequence, all flights which will generally route in an eastbound or westbound direction should normally be flight planned by specifying significant points at whole degrees of latitude at each crossed ten degrees of longitude (20°W, 30°W, 40°W etc.); and all generally northbound or southbound flights should normally be flight planned so that specified parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N etc.) are crossed at whole degrees of longitude. (N.B. North of 70°N the east/west distance between successive ten degree longitudes is less than 200 NM, or approximately 25 mins flight time. Consequently, eastbound/westbound NAT routings north of 70°N need only be defined by significant points at each twenty degrees of longitude (i.e at 0°W, 20°W, 40°W, 60°W)).
　
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