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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 8
NAT MNPS 53 Edition 2008
navigation updated positions. Whatever method is used, a record should be kept of the performance of each
INS.
8.7 HORIZONTAL NAVIGATION PERFORMANCE MONITORING
8.7.1 The navigation performance of operators within NAT MNPS Airspace is monitored on a
continual basis. The navigation accuracy achieved by NAT MNPS aircraft is periodically measured and
additionally all identified instances of significant deviation from cleared track are subject to thorough
investigation by the NAT Central Monitoring Agency (CMA), currently operated on behalf of ICAO by the
UK National Air Traffic Services Limited. The CMA also maintains a data base of all NAT MNPS
Approvals. The CMA runs a continuous monitoring process to compare this Approvals list with the records
of all aircraft flying in the NAT MNPS Airspace. The Approval status of any aircraft involved in a track
deviation is specifically checked against the data base and in any cases of doubt the State of Registry is
contacted.
8.7.2 When a navigation error is identified, follow-up action after flight is taken, both with the
operator and, where the deviation is 25 NM or more (i.e. a GNE), the State of Registry of the aircraft
involved, to establish the circumstances and contributory factors. The format of the (navigation) Error
Investigation Form used for follow-up action is as shown at Attachment 1. Operational errors can have a
significant effect on the assessment of 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 provision of incident
information.
8.7.3 The overall navigation performance of all aircraft in the MNPS Airspace is continually
assessed and compared to the standards established for the Region, to ensure that the TLS is being
maintained
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 54 Edition 2008
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
　
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