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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
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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. One refers to the navigation performance that should be achieved, in terms of accuracy. The second refers to the need to carry standby equipment with comparable performance characteristics (ICAO Annex 6, Parts I and II, Chapter 7 refer). Thus in order to justify consideration for State approval of unrestricted operation in the MNPS Airspace an aircraft must be equipped with the following:
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a) two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may be one of the following: one Inertial Navigation System (INS); one Global Navigation Satellite System (GNSS); or one navigation system using the inputs from one or more Inertial Reference System (IRS) or any other sensor system complying with the MNPS requirement.
Note 1: Currently the only GNSS system fully operational and for which approval material is available, is GPS.
Note 2: A GPS installation must be approved as follows:
If the two required LRNSs are both GPS, they must be approved in accordance with FAA Advisory Circular AC-20-138A Appendix 1 and their operation approved in accordance with FAA HBAT 95-09. AC-20-138A (previously FAA Notice 8110.60) requires that GPS systems used in Oceanic airspace must have a FDE function. Equipment which previously demonstrated compliance with N8110.60 need not be re-evaluated. States other than the USA may set their own standards for operational approval of GPS to provide Primary Means of Navigation in Oceanic and remote areas but in all cases these approvals will include the requirement to carry out Pre-Departure Satellite Navigation Prediction Programmes (See Chapter 8 - GNSS (GPS) Systems for further details). If, however, GPS serves as only one of the two required LRNSs, then it must be approved in accordance with FAA TSO-C129 or later standard as Class A1, A2, B1, B2, C1 or C2, or with equivalent EASA documentation ETSO-C129a. In this instance individual States vary in their insistence upon the need for the conduct of pre-departure satellite navigation prediction programmes (viz.FDE RAIM).
　
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