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domestic code may not be recognised by the subsequent Domestic Radar Service on exit from the oceanic
airspace. It should be noted that this procedure does not affect the use of the special purpose codes (7500,
7600 and 7700) in cases of: unlawful interference, radio failure or emergency. However, given the current
heightened security environment crews must exercise CAUTION when selecting Codes not to inadvertently
cycling through any of these special purpose codes and thereby possibly initiate the launching of an
interception.
6.7.2 Reykjavik ACC provides a radar control service in the south-eastern part of its area and
consequently transponder codes issued by Reykjavik ACC must be retained throughout the Reykjavik OCA
until advised by ATC.
6.8 AIRBORNE COLLISION AVOIDANCE SYSTEMS (ACAS)
6.8.1 From 1 January 2005, all turbine-engined aeroplanes having a maximum certificated take-off
mass exceeding 5,700 kg or authorized to carry more than 19 passengers are required to carry and operate
ACAS II in the NAT Region. Pilots should report all ACAS Resolution Advisories which occur in the NAT
Region to the controlling authority for the airspace involved. (See further on this in Chapter 11.)
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 7
NAT MNPS 37 Edition 2005
Chapter 7: Application of Mach Number Technique
7.1 DESCRIPTION OF TERMS
7.1.1 The term ‘Mach Number Technique’ is used to describe a technique whereby subsonic
turbojet aircraft operating successively along suitable routes are cleared by ATC to maintain appropriate
Mach Numbers for a relevant portion of the en route phase of their flight.
7.2 OBJECTIVE
7.2.1 The principal objective of the use of Mach Number Technique is to achieve improved
utilisation of the airspace on long route segments where ATC has no means, other than position reports, of
ensuring that the longitudinal separation between successive aircraft is not reduced below the established
minimum. Practical experience has shown that when two or more turbojet aircraft, operating along the same
route at the same flight level, maintain the same Mach Number, they are more likely to maintain a constant
time interval between each other than when using other methods. This is due to the fact that the aircraft
concerned are normally subject to approximately the same wind and air temperature conditions, and minor
variations in speed, which might increase and decrease the spacing between them, tend to be neutralised over
long periods of flight.
7.2.2 For many aircraft types the cockpit instrument displays the True Mach being flown.
However, for some types the AFM notes a correction that must be made to the Indicated Mach to provide the
True Mach. It is important to recognise that the maintenance of longitudinal separations depends upon the
assumption that the ATC assigned Mach numbers maintained by all aircraft are True Mach numbers. Pilots
must therefore ensure that any required corrections to indicated Mach are taken into account when
complying with the True Mach number specified in the ATC clearance.
7.3 PROCEDURES IN NAT OCEANIC AIRSPACE
7.3.1 The ATC clearance includes the assigned (True) Mach Number which is to be maintained. It
is therefore necessary that information on the desired Mach Number be included in the flight plan for
turbojet aircraft intending to fly in NAT oceanic airspace. ATC uses Mach Number together with pilot
position reports to calculate estimated times for significant points along track. These times provide the basis
for longitudinal separation between aircraft and for co-ordination with adjacent ATC units.
7.3.2 ATC will try to accommodate pilot/dispatcher requested or flight planned Mach Numbers
when issuing Oceanic Clearances. It is rare that ATC will assign a Mach Number more than 0.01 faster or
0.02 slower than that requested. The prescribed longitudinal separation between successive aircraft flying a
particular track at the same flight level is established over the oceanic entry point. Successive aircraft
following the same track may be assigned different Mach Numbers but these will be such as to ensure that
prescribed minimum separations are assured throughout the oceanic crossing. Intervention by ATC
thereafter should normally only be necessary if an aircraft is required to change its Mach Number due to
conflicting traffic or to change its flight level.
7.3.3 It is, however, important to recognise that the establishment and subsequent monitoring of
longitudinal separation is totally reliant upon aircraft providing accurate waypoint passing times in position
reports. It is therefore essential that pilots conducting flights in MNPS Airspace utilise accurate clocks and
synchronise these with a standard time signal, based on UTC, prior to entering MNPS Airspace. It should be
　
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