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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 57 Edition 2009
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.
9.1.11 When passing waypoints, or at intervals not exceeding 60 minutes (whichever occurs earlier), or on reaching a new cleared flight level, a cross-check of primary altimeters should be conducted. If at any time the readings of the two primary altimeters differ by more than 200 ft, the aircraft’s altimetry system should be considered defective and ATC must be informed as soon as possible.
9.1.12 To prevent unwanted TCAS/ACAS warnings or alerts when first approaching any cleared flight level in NAT RVSM airspace, pilots should ensure that the vertical closure speed is not excessive. It is considered that, with about 1500 ft to go to a cleared flight level, vertical speed should be reduced to a maximum of 1500 ft per minute and ideally, to between 1000 ft per minute and 500 ft per minute. Additionally, it is important to ensure that the aeroplane neither undershoots nor overshoots the cleared level by more than 150 ft, manually overriding if necessary.
9.1.13 Abnormal operational circumstances (e.g. engine failures, pressurisation problems, freezing fuel, turbulence, etc.), sometimes require a pilot to change level prior to obtaining a re-clearance from ATC. Such a re-clearance is more difficult to obtain in oceanic or remote areas where DCPC are not necessarily available. This is indeed the case in NAT MNPS Airspace, in which the vast majority of ATS communications are conducted indirectly through a third party radio operator, utilising HF or GP/VHF facilities. As previously indicated, extreme caution and vigilance should be exercised when executing any such (uncleared) level changes, as the potential collision risk (particularly in the OTS) is significant.
9.1.14 It must also be recognised that even under normal operations when using such indirect communication methods, there does exist the potential for misunderstanding between pilot and controller regarding the detail of any issued clearances or re-clearances. Occasionally, such “ATC Loop Errors” can lead to an aircraft being flown at a level other than that expected by the controller. In such circumstances separation safety margins may be eroded. To avoid possible risks from any of the foregoing situations, it is therefore essential in NAT MNPS Airspace that pilots always report to ATC immediately on leaving the current cruising level and on reaching any new cruising level.
9.1.15 The Strategic Lateral Offset Procedures (SLOP) described in Chapter 8, paragraph 8.5, have been established as a standard operating procedure in the NAT Region to assist in mitigating the potential risks of any of the foregoing height deviations or errors.
9.2 EQUIPMENT FAILURES
9.2.1 The following equipment failures must be reported to ATC as soon as practicable following their identification:
a) loss of one or more primary altimetry systems; or
b) failure of all automatic altitude-control systems
9.2.2 The aircraft should then follow the appropriate procedure described in Chapter 11, “Special Procedures for In-Flight Contingencies”, or as instructed by the controlling ATC unit.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 9
NAT MNPS 58 Edition 2009
9.3 VERTICAL NAVIGATION PERFORMANCE MONITORING
9.3.1 The vertical navigation performance of operators within NAT MNPS Airspace is monitored on a continual basis by the NAT CMA. Such monitoring includes both measurement of the technical height-keeping accuracy of RVSM approved aircraft and assessment of collision risk associated with all reported operational deviations from cleared levels.
9.3.2 All identified operational situations or errors which lead to aircraft deviating from ATC cleared levels are subject to thorough investigation. Follow-up action after flight is taken with the operator of the aircraft involved, to establish the reason for the deviation or cause of the error and to confirm the approval of the flight to operate in NAT MNPS and RVSM Airspace. Operational errors, particularly those in the vertical plane, can have a significant effect on 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 compilation of appropriate documentation including the completion of an „Altitude Deviation Report Form‟, as illustrated at Attachment 2.
9.3.3 The detailed circumstances of all operational errors, both in the vertical and horizontal planes, are thoroughly reviewed by the CMA, together with the Safety Management Co-ordination Group of the NAT SPG, which includes current NAT pilots and controllers. Any lessons learned from this review, which may help to limit the possibility of recurrences of such errors, are communicated back to NAT operators and ATS authorities. The intent is to improve standard operating procedures, thereby reducing the future frequency of operational errors and thus contribute to the safety of the overall system.
　
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