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and reporting. Many NAT aircraft request and are cleared at lesser Machs than 0.85. A 5 minutes in trail
separation between two aircraft flying at M0.80 and experiencing a headwind component of 30 Kts (not
unusual for W/B NAT flights), will equate to approx 35 NMs. Furthermore, depending upon the
rounding/truncating protocols used by Pilots, FMSs and/or ATC Flight Data Processing Systems (for
“minutes and seconds” to “minutes”), a nominal 5 minutes separation can in fact be close to an actual 4
minutes (it can, of course, also be 6 minutes). In such a circumstance the actual longitudinal separation
could be less than 30 NMs. In these cases TCAS may register targets.
11.6.5 The rule allowing ATC to use this procedure includes a caveat that the climb or descent
needs to be undertaken within 10 minutes of the time that the second aircraft in the pair has passed a
common reporting point. Consequently, the pilot of an aircraft cleared for a climb or descent of more than a
single flight level, should be alerted to the possibility of a potential TCAS alert by the controller‟s use of the
conditional phrase “By” or “At or Before” in the clearance received. However, the pilot of the “passive
participant” aircraft of the 5 minutes separated pair, if it is the following aircraft, could be presented with a
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 69 Edition 2009
“pop-up” TCAS target without such a warning. The bulletin announcing the introduction of this procedure
in the North Atlantic includes the following instruction;- “If there is any concern regarding the proximity of
another aircraft, flight crews must not hesitate to clarify the situation and take appropriate action to ensure
the safety of the flight.” However, given the air/ground communications methods employed in the NAT, the
pilot may not receive a response to such a request for “clarification” prior to the other aircraft passing its
flight level. Nevertheless, even at these separations, Resolution Advisories are not anticipated and it is not
expected that pilots will consider deviating from their clearance as “appropriate action”.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 12
NAT MNPS 70 Edition 2009
Chapter 12: Check Lists for Pilots Operating in NAT MNPS
Airspace
12.1 INTRODUCTION
12.1.1 The North Atlantic MNPS Airspace is the busiest Oceanic environment anywhere in the
world. To safely and efficiently accommodate the high traffic volumes here, unique traffic organization and
management techniques are employed and pilots are required to rigorously utilize particular operating
procedures. The following Check Lists are provided as guidance. Operators without an oceanic checklist
are encouraged to use these and tailor them to their specific needs and approvals.
12.2 SPECIAL NAT MNPSA ITEMS
12.2.1 To assist those pilots who are less familiar with operating in NAT MNPS Airspace, below is
a list of questions which address the unique and/or particularly important NAT MNPSA check list elements.
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)
　
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