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9.1.14 It must also be recognised that even under normal operations when using such indirect
communication methods, there does exist the potential for misunderstanding between pilot and controller
regarding the detail of any issued clearances or re-clearances. Occasionally, such “ATC Loop Errors” can
lead to an aircraft being flown at a level other than that expected by the controller. In such circumstances
separation safety margins may be eroded. To avoid possible risks from any of the foregoing situations, it is
therefore essential in NAT MNPS Airspace that pilots always report to ATC immediately on reaching
any new cruising level.
9.1.15 The Strategic Lateral Offset Procedure (SLOP) described in Chapter 8, paragraph 8.5, has
been established as a standard operating procedure in the NAT Region to assist in mitigating the potential
risks of any of the foregoing height deviations or errors.
9.2 EQUIPMENT FAILURES
9.2.1 The following equipment failures must be reported to ATC as soon as practicable following
their identification:
• loss of one or more primary altimetry systems; or
• failure of all automatic altitude-control systems
9.2.2 The aircraft should then follow the appropriate procedure described in Chapter 11, “Special
Procedures for In-Flight Contingencies”, or as instructed by the controlling ATC unit.
9.3 VERTICAL NAVIGATION PERFORMANCE MONITORING
9.3.1 The vertical navigation performance of operators within NAT MNPS Airspace is monitored
on a continual basis by the NAT CMA. Such monitoring includes both measurement of the technical heightkeeping
accuracy of RVSM approved aircraft and assessment of collision risk associated with all reported
operational deviations from cleared levels.
9.3.2 All identified operational situations or errors which lead to aircraft deviating from ATC
cleared levels are subject to thorough investigation. Follow-up action after flight is taken, both with the
operator and the State of Registry of the aircraft involved, to establish the reason for the deviation or cause of
the error and to confirm the approval of the flight to operate in NAT MNPS and RVSM Airspace.
Operational errors, particularly those in the vertical plane, can have a significant effect on risk in the system.
For their safety and the safety of other users, crews are reminded of the importance of co-operating with the
reporting OAC in the compilation of appropriate documentation including the completion of an ‘Altitude
Deviation Report Form’, as illustrated at Attachment 2.
9.3.3 The detailed circumstances of all operational errors, both in the vertical and horizontal
planes, are thoroughly reviewed by the CMA, together with a Safety Management Co-ordination Group of
the NAT SPG, which includes current NAT pilots and controllers. Any lessons learned from this review,
which may help to limit the possibility of recurrences of such errors, are communicated back to NAT
operators and ATS authorities. The intent is to improve standard operating procedures, thereby reducing the
future frequency of operational errors and thus contribute to the safety of the overall system.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 56 Edition 2005
9.3.4 At RVSM levels, moderate and severe turbulence may also increase the level of system risk
and crews should report ALL occasions, whilst flying in MNPS Airspace, when a 300 ft or more deviation
occurs. The form at Attachment 2 may also be used for this purpose.
9.3.5 The technical height-keeping accuracies of NAT aircraft are passively monitored during
flight over a Height Monitoring Unit (HMU) located near to Strumble in Wales. Alternatively, individual
aircraft can be monitored through temporary carriage of portable GPS (Height) Monitoring Units (GMUs).
Furthermore, height monitoring data is available to the NAT CMA from the 3 European HMUs and in future
from the North American Aircraft Geometric Height Measuring Elements (AGHMEs). This monitoring
allows the height-keeping accuracies of aircraft types and individual operator’s fleets to be assessed. Any
single airframe which does not meet required standards can also be identified. In any such (very rare) cases
the operator and the State of Registry are advised of the problem and corrective action must be undertaken
before further flights in RVSM airspace are conducted.
9.3.6 The overall vertical navigation performance of all aircraft in NAT RVSM airspace is
continually assessed and compared to the standards established for the Region, to ensure that the relevant
TLS is being maintained.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 57 Edition 2005
Chapter 10: Procedures in the Event of Navigation System Degradation
　
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