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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 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 previous West Atlantic Route System (WATRS) together with the Atlantic portion of Miami Oceanic Airspace and the San Juan FIR has been designated "WATRS Plus Airspace”. RNP-10 or RNP-4 Approval is 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 non-approved 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.
　
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