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turbulence and the pilot considers it necessary to offset from the current track then the pilot may only elect to
fly another of the three options allowable in SLOP (i.e. Cleared Track centre-line, or 1 nm or 2 nms right of
centre-line). It is no longer possible to offset left of the track centre-line to avoid wake turbulence. If neither
of the remaining SLOP offset tracks are upwind of the other aircraft which is causing the wake turbulence,
then the pilot should co-ordinate with the other aircraft via the inter-pilot frequency 123.45 MHz, and
perhaps request that the other aircraft adopt an alternative (SLOP) allowable downwind offset.
11.6 ACAS/TCAS ALERTS AND WARNINGS
11.6.1 With effect from 01 January 2005 all turbine-engined aircraft with a certificated take-off
mass exceeding 5,700 Kgs or authorised to carry more than 19 passengers are required to carry and operate
ACAS II in the NAT Region.
11.6.2 The provisions relating to the carriage and use of ACAS II are contained in ICAO Annexes
2, 6, 10 & 11 and in the Procedures for Air Navigation Services (PANS) Ops & ATM. Operational
procedures are fully detailed in PANS-OPS Doc 8168, Volume 1, Part VIII, Chapter 3
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 66 Edition 2005
11.6.3 All Resolution Advisories (RAs) should be reported to ATC:
• verbally, as soon as practicable; and
• in writing, to the Controlling Authority, after the flight has landed, using the necessary procedure
and forms, including, when appropriate, the ‘Altitude Deviation Report Form’ shown at Attachment
2 to this Manual.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 67 Edition 2005
Chapter 12: A Check List for Pilots Not Familiar With Operations in NAT
MNPS Airspace
12.1 To assist those pilots who are less familiar with operating in NAT MNPS Airspace, the
following short check list has been prepared:
(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) 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- 4.2.11.)
(9) If flying other than on the special routes, are you sure that both your LRNSs are fully
operational?
(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 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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 13
NAT MNPS 68 Edition 2005
Chapter 13: Guarding Against Complacency
13.1 INTRODUCTION
13.1.1 Since 1977, when the MNPS rules were introduced, careful monitoring procedures have
　
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