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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
300m (1 000ft) Vertical Separation Minimum between FL290 and FL410 inclusive.) and detailed in
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 55 Edition 2008
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
approved for flight at RVSM levels; the letter ‘X’ must still be included to show that the aircraft satisfies
MNPS lateral navigation performance requirements.
Note: With effect from 5 June 2008 the existing West Atlantic Route System (WATRS) together with
the Atlantic portion of Miami Oceanic Airspace and the San Juan FIR will be designated "WATRS
Plus Airspace”. RNP-10 or RNP-4 Approval will be required in order to benefit from the 50 NM
minimum lateral separation employed here. Any MNPSA Aircraft intending to also fly in this
WATRS Plus airspace should ensure that its RNP Approval status is included in the Flight Plan.
Specifically such operators should:
i) annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z”, and
ii) annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or “NAV/RNP4”
(no spaces).
Full details can be found at
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/ .
9.1.7 Most flights through the NAT MNPSA enter via European and/or North American RVSM
airspace. These flights will have been required to perform standard pre-flight checks of altimeters for their
initial operations in those continental RVSM areas. Other flights departing directly into the NAT Region
should ensure that such checks are made.
9.1.8 Special arrangements exist for non-RVSM approved aircraft/operators to climb or descend
through NAT RVSM airspace; and in very specific circumstances arrangements may be made for nonapproved
aircraft to fly at RVSM levels in the NAT Region. Both such arrangements are explained above in
Chapter 1 (See Special Arrangements for the Penetration of MNPS Airspace by Non-MNPS Approved
Aircraft ).
In-Flight - Before Operating in MNPS Airspace
9.1.9 Most flights will approach the MNPSA through European or North American RVSM
airspaces. It is therefore expected that continuous monitoring of the serviceability of the aircraft’s height
keeping systems will have been undertaken. Nevertheless, in view of the significant change of operating
environment (i.e. to indirect surveillance and communications) it is recommended that a final confirmation
of the aircraft systems serviceability is performed immediately prior to entering the NAT MNPSA. An
altimeter cross check should be carried out; at least two primary altimeters must agree within plus or
minus 200 ft. The readings of the primary and standby altimeters should be recorded to be available for use
in any possible subsequent contingency situations.
In-Flight – Entering and Flying in MNPS Airspace
9.1.10 One automatic altitude-control system should be operative and engaged throughout the
cruise. This system should only be disengaged when it is necessary to retrim the aircraft, or when the aircraft
encounters turbulence and operating procedures dictate.
　
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