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and http://www.ecacnav.com/downloads/TGL6rev1.pdf, respectively.
1.1.4 NAT Doc 001 (available at http://www.nat-pco.org/ ) is maintained by the ICAO European
and North Atlantic Office (Paris) and is provided, together with the RVSM MASPS documents, to assist
States of Registry, operators, owners and planning staff who are responsible for issuing or obtaining
MNPS/RVSM approvals for aircraft. However, the ultimate responsibility for checking that a NAT
MNPS/RVSM flight has the necessary approval(s) rests with the pilot in command. In the case of most
regular scheduled flights this check is a matter of simple routine but pilots of special charter flights, private
flights, ferry and delivery flights are advised to pay particular attention to this matter. Routine monitoring of
NAT traffic regularly reveals examples of pilots of non-approved flights, from within these user groups,
flight planning or requesting clearance within MNPS Airspace. All such instances are prejudicial to safety
and are referred to relevant State Authorities for further action.
1.1.5 While not a specific element of NAT MNPS approval, pilots and operators are reminded that
for flights over the NAT, ICAO SARPS Annex 6, Part 1, Chapter 6, requires carriage of Emergency Locator
Transmitters (ELTs). It should be further noted that new specifications for these beacons to operate
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 1
NAT MNPS 2 Edition 2008
exclusively on frequency 406 MHz (but with a 121.5 MHz search and rescue homing capability) have been
in effect since January 2005. New aircraft have been required to be so equipped since 2005.
1.2 APPROVAL
1.2.1 Approval for MNPS operations will require the checking by the State of Registry or State of
the Operator, of various aspects affecting navigation performance. These aspects include: the navigation
equipment used, together with its installation and maintenance procedures; plus the crew navigation
procedures employed and the crew training requirements.
1.2.2 Since MNPS Airspace is now designated as RVSM airspace at all levels (i.e. FL290-410
inclusive) State RVSM Approval is also required to operate within MNPS Airspace. RVSM Approvals
prescribe both airworthiness requirements, to ensure aircraft height-keeping performance in accordance with
the RVSM MASPS, and also crew operating procedures. In general RVSM Approvals granted by most
States are not regionally specific but are valid for world-wide operations. However, some crew operating
procedures, particularly those to be followed in contingency situations, are specific to the airspace
environment. Such procedures for use in MNPS airspace vary from those adopted in a domestic airspace
environment in which radar surveillance and DCPC are available (see Chapter 9 & Chapter 11). States
provide approval of these procedures specific to MNPS or Oceanic airspace operations in different ways. It
may be explicitly addressed in the general RVSM Approval. It may be included as an element of the MNPS
Approval or it may be a stated item of the Operations Specifications. Nevertheless, however provided, all
NAT crews/operators must be State approved specifically for NAT RVSM operations and each aircraft
intended to be flown in MNPS airspace must have State RVSM Airworthiness Approval.
1.3 NAVIGATION REQUIREMENTS FOR UNRESTRICTED MNPS AIRSPACE
OPERATIONS
Longitudinal Navigation
1.3.1 Longitudinal separations between subsequent aircraft following the same track (in-trail) and
between aircraft on intersecting tracks in the NAT MNPS Airspace are assessed in terms of differences in
ATAs/ETAs at common waypoints. The longitudinal separation minima currently used in the NAT MNPS
Airspace are thus expressed in clock minutes. The maintenance of in-trail separations is aided by the
application of the Mach Number Technique (See Chapter 7: Application of Mach Number Technique ).
However, aircraft clock errors resulting in waypoint ATA errors in position reports can lead to an erosion of
actual longitudinal separations between aircraft. It is thus vitally important that the time-keeping device
intended to be used to indicate waypoint passing times is accurate, and is synchronised to an acceptable UTC
time signal before commencing flight in MNPS Airspace. In many modern aircraft, the Master Clock can
only be reset while the aircraft is on the ground. Thus the pre-flight procedures for any NAT MNPS
operation must include a UTC time check and resynchronisation of the aircraft Master Clock (typically the
FMS). Lists of acceptable time sources for this purpose have been promulgated by NAT ATS Provider
States. A non-exhaustive list is shown in Chapter 8 of this Document.
Lateral Navigation
1.3.2 There are two navigational requirements for aircraft planning to operate in MNPS Airspace.
　
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