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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 54 Edition 2009
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 55 Edition 2009
Chapter 9: RVSM Flight in MNPS Airspace
9.1 GENERAL
9.1.1 The aircraft altimetry and height keeping systems necessary for flying in RVSM airspace are
capable of high-performance standards. However it is essential that stringent operating procedures are
employed, both to ensure that these systems perform to their full capabilities and also to minimise the
consequences of equipment failures and possible human errors.
9.1.2 As is the case with lateral navigation systems, technical failures of altimetry and/or height
keeping systems are extremely rare within the NAT MNPSA. However, less rare in the NAT MNPSA are
situations in which an aircraft is flown at a level other that cleared by ATC. ATC Loop Errors, when there is
a misunderstanding or miscommunication between ATC and the pilot over the actual cleared level,
unfortunately do occur. In an SSR environment ATC are alerted immediately when aircraft departs from the
cleared level. Furthermore with Direct Controller Pilot Communications (DCPC) the controller can instantly
intervene to resolve the situation and/or to provide potential conflict warnings to other traffic. In the NAT
MNPSA SSR coverage is very limited and regular air/ground ATC communications are usually conducted
via a third party radio operator, most commonly using HF.
9.1.3 Severe turbulence in the NAT MNPSA is uncommon but mountain waves in the vicinity of
Greenland and clear air turbulence associated with jet streams are not unknown. Aircraft encountering such
conditions can inadvertently depart from their cleared levels or the pilot may elect to change level to avoid
the effects of the turbulence. Other circumstances also occur in which the pilot will be forced to change
level, before an appropriate ATC re-clearance can be obtained, e.g. power or pressurisation failure, freezing
fuel, etc. Again, without surveillance or DCPC, there can be a significant lag between the aircraft‟s
departure from its cleared level and any possible action from the controller to provide separation from any
other potentially conflicting traffic.
9.1.4 It must be appreciated that the NAT MNPSA is the busiest oceanic airspace in the world.
Furthermore, NAT traffic is comprised of a very wide range of aircraft types, flying a wide range of sector
lengths and carrying a significant range of loads. As a result, optimum flight levels vary over the whole jet
cruising range and nearly all the flight levels of the core tracks of the OTS, during peak hours, are fully
occupied. Also, the Mach Numbers flown can vary significantly (e.g. typically between M0.78 and M0.86),
resulting in up to 20 mins variation in NAT transit times. Given that the nominal longitudinal separation
standard employed in the NAT MNPSA is 10 mins, one consequence of the foregoing is that it is rare for any
NAT OTS flight to transit the NAT without overtaking, or being overtaken, by another aircraft at an adjacent
level on the same track. It will therefore be seen that an on-track departure from cleared level in the NAT
MNPSA will involve a significant risk of conflicting with other traffic. Furthermore, given the extreme
accuracy of lateral track-keeping provided by modern LRNSs (e.g. GPS) such conflict risk can translate to a
collision risk. It is primarily with this in mind that the Strategic Lateral Offset Procedures (see
“Strategic Lateral Offset Procedures (SLOP)” above in Chapter 8) have been established as a standard
operating procedure in the NAT Region.
Pre-Flight
9.1.5 For flight through the NAT MNPS Airspace the aircraft and the operator must have the
appropriate State Approvals for both MNPS and RVSM operations. The crew must be qualified for flight in
RVSM airspace and all aircraft intending to operate within NAT MNPS Airspace must be equipped with
altimetry and height-keeping systems which meet RVSM Minimum Aircraft System Performance
Specifications (MASPS). RVSM MASPS are contained in ICAO Doc 9574 (Manual on Implementation of a
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 56 Edition 2009
300m (1 000ft) Vertical Separation Minimum between FL290 and FL410 inclusive.) and detailed in
designated FAA document, 91-RVSM, and in JAA document, TGL6, Revision 1 (i.e. Temporary Guidance
Leaflet No. 6) (these 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).
The Minimum Equipment List (MEL) for RVSM operations must be strictly observed
9.1.6 A „W‟ must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft is
　
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