NORTH ATLANTIC MNPS AIRSPACE

NORTH ATLANTIC MNPS AIRSPACE

OPERATIONS MANUAL

- NINTH EDITION -

PUBLISHED ON BEHALF OF THE NORTH ATLANTIC SYSTEMS PLANNING GROUP BY THE EUROPEAN AND NORTH ATLANTIC OFFICE OF ICAO, SEPTEMBER 2000

Exclusion of Liability

A printed or electronic copy of this Manual, plus any associated documentation, is provided to the recipient as is and without any warranties as to its description, condition, quality, fitness for purpose or functionality and for use by the recipient solely for guidance only. Any implied conditions terms or warranties as to the description, condition, quality, fitness for purpose or functionality of the software and associated documentation are hereby excluded.

National Air Traffic Services Limited does not accept any and hereby excludes all liability for any loss or damage (whether direct or indirect) suffered or incurred by the recipient due to any of the following;

from defects errors or faults or omissions in the printed or electronic copy of this Manual and any of its associated documentation.

from defects errors or faults or omissions as a result of reproducing/copying the printed or electronic version of this Manual and any of its associated documentation.

from the recipient’s use of the printed or electronic copy of this Manual and any of its associated documentation.

First published December 1979
Second edition September 1980
Third edition December 1981
Fourth edition October 1984
Fifth edition June 1988
Sixth edition December 1993
Seventh edition December 1997
Eighth edition April 1999

Ninth edition September 2000

There is no objection to the reproduction of extracts of information contained in this Document if the source is acknowledged.

Foreword

This Document is for guidance only. Regulatory material relating to North Atlantic aircraft operations is contained in relevant ICAO Annexes, PANS/RAC (Doc.4444), Regional Supplementary Procedures (Doc.7030), State AIPs and current NOTAMs, which should be read in conjunction with the material contained in this Document.

Edition 9 of the Manual is an updated version of Guidance Material first published in 1979 and is primarily for the information of pilots and dispatchers planning and conducting operations in North Atlantic (NAT) Minimum Navigation Performance Specification (MNPS) Airspace.

This and the previous Edition of the Manual have been produced principally to provide the following:

advice and information on the phased implementation, since 1997, of Reduced Vertical Separation Minimum (RVSM) within the NAT Region;

clarification and/or additional information relating to the use of GNSS, Flight Planning Procedures, operation of Inertial Reference Systems (IRS), Oceanic Clearance Procedures and the use of Data Link Air/Ground Communications within MNPS Airspace; and

addition of a new Chapter 16 containing ‘Guidance for Dispatchers’; and

inclusion of an Attachment 5 that reproduces UK AIC 60/1999, ‘Instructions for the completion of the ICAO Flight Plan Form to specifically comply with North Atlantic (NAT) requirements’.

(Note that where paragraphs have been modified as a result of changes from the previous Edition a vertical bar has been introduced in the right hand margin of those pages affected.)

The Manual has been produced with the approval and on behalf of the North Atlantic Systems Planning Group (NAT SPG); a North Atlantic regional planning body established under the auspices of the International Civil Aviation Organisation (ICAO). This Group is responsible for developing the required procedures, services, facilities and aircraft and operator approval standards employed in the NAT Region.

Joint Editors: European and North Atlantic Office of ICAO

(Fax No: +33 1 46 41 85 00 / EMAIL: icaoeurnat@paris.icao.int)

Alan Gilbert
Director Infrastructure - NAT/NAM Region
International Air Transport Association
(EMAIL: gilberta@iata.org)

This Document will be made available to users from a number of web sites including the NAT Programme Co-ordination Office (PCO) web site: http://www.nat-pco.org. The PCO web site will also include in the future, any errata (changes) or addenda (additions) to the current edition of the Manual. Details of additional Internet access will be promulgated through the Aeronautical Information Service (AIS) of NAT ATS Provider States.

Further material, for the information of States of Registry and Aircraft Operating Agencies, dealing primarily with planning and management aspects of NAT MNPS operations, is contained in ICAO ‘Consolidated Guidance and Information Material concerning Air Navigation in the North Atlantic Region’ (NAT Doc 001), published by the European and North Atlantic Office of ICAO.

To assist with the editing of this Manual and to ensure the currency and accuracy of future editions it would be appreciated if readers would submit their comments/suggestions for possible amendments/additions, to the editors at their above fax/EMAIL addresses.

As part of the continuing development within the operating environment of NAT MNPS Airspace, various trials take place in the NAT from time to time. Some of these trials require the assistance of operators and pilots. For a listing of current trials (if any) and participation details etc., reference should be made to the AIS documentation of NAT ATS Provider States. Details may also be found on the above-mentioned PCO web site.

MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE

The vertical dimension of MNPS Airspace is between FL285 and FL420 (i.e. in terms of normally used cruising levels, from FL290 to FL410 inclusive).

The lateral dimensions include the following Control Areas (CTAs):

REYKJAVIK (to the North Pole)

SHANWICK, GANDER and SANTA MARIA OCEANIC

NEW YORK OCEANIC North of 27° N but excluding the area west of 60°W and south of 38°30'N

Some idea of these dimensions can be obtained from the map on the cover and the maps in Chapters 2 and 4. However, for specific dimensions, reference should be made to ICAO Regional Supplementary Procedures (Doc.7030) - NAT/RAC.

Pilots MUST NOT fly across the North Atlantic within MNPS Airspace, nor at flight levels designated as RVSM Airspace, unless they are in possession of the appropriate Approval(s) issued by the State of Registry or the State of the Operator. At the time this Edition was produced, RVSM applied from FL310 to FL390 throughout NAT MNPS Airspace. From circa November 2001, however, RVSM will apply in the entire NAT Region. When that happens, MNPS Airspace will then become a subdivision of RVSM Airspace.

The North Atlantic is the busiest oceanic airspace in the world. In 1997 more than 300,000 flights crossed the North Atlantic and annual traffic growth rates are typically 5 to 10%. For the most part in the North Atlantic, Direct Controller Pilot Communications (DCPC) and Radar Surveillance are unavailable. Aircraft separation assurance and hence safety are nevertheless ensured by demanding the highest standards of horizontal and vertical navigation performance/accuracy and of operating discipline. Within NAT MNPS Airspace a formal Approval Process by the State of Registry of the aircraft or the State of the Operator ensures that aircraft meet defined MNPS Standards and that appropriate crew procedures and training have been adopted.

Glossary of Terms

ACC Area Control Centre

ADC Air Data Computer

ADF Automatic Direction Finding

AFTN Aeronautical Fixed Telecommunication Network

AIC Aeronautical Information Circular

AIP Aeronautical Information Publication

AIS Aeronautical Information Service

ARINC ARINC - formerly Aeronautical Radio Incorporated

ASR Aviation Safety Report

ATA Actual Time of Arrival

ATC Air Traffic Control

ATM Air Traffic Management

ATS Air Traffic Services

AWPR Automatic Waypoint Position Reporting

BOTA Brest Oceanic Transition Area

BRNAV Basic Area Navigation

CAR Caribbean

CDU Control Display Unit

CMA Central Monitoring Agency

CTA Control Area

DCPC Direct Controller/Pilot Communications

DME Distance Measuring Equipment

DR Dead Reckoning

ELT Emergency Locator Transmitter

ETA Estimated Time of Arrival

ETOPS Extended Range Twin-engine Aircraft Operations

EUR Europe

FAA Federal Aviation Administration

FDE Fault Detection and Exclusion

FIR Flight Information Region

FL Flight Level

FLAS Flight Level Allocation Scheme

FMC Flight Management Computer

FMS Flight Management System

GLONASS Global Orbiting Navigation Satellite System

GMU GPS (Height) Monitoring Unit

GNE Gross Navigation Error

GNSS Global Navigation Satellite System

GP General Purpose

GPS Global Positioning System

HF High Frequency

HMU Height Monitoring Unit

HSI Horizontal Situation Indicator

IATA International Air Transport Association

ICAO International Civil Aviation Organisation

IFR Instrument Flight Rules

INS Inertial Navigation System

IRS Inertial Reference System

JAA Joint Aviation Authorities

kHz Kilohertz

LAT Latitude

LONG Longitude

LRNS Long Range Navigation System

MASPS Minimum Aircraft System Performance Specification

MEL Minimum Equipment List

MET Meteorological

MHz Megahertz

MNPS Minimum Navigation Performance Specification

MTT Minimum Time Track

NAM North America

NAR North American Route

NAT North Atlantic

NAT SPG North Atlantic Systems Planning Group

NDB Non Directional Beacon

nm Nautical Mile

NOAA National Oceanic and Atmospheric Administration

NOTAM Notice to Airmen

OAC Oceanic Area Control Centre

OCA Oceanic Control Area

OTS Organized Track System

PRM Preferred Route Message

PTS Polar Track Structure

RA Resolution Advisory

RAIM Receiver-Autonomous Integrity Monitoring

RMI Remote Magnetic Indicator

RNP Required Navigation Performance

R/T Radio Telephony

RVSM Reduced Vertical Separation Minimum

SAM South America

SELCAL Selective Calling

SID Standard Instrument Departure

SOTA Shannon Oceanic Transition Area

SSB Single Sideband

SSR Secondary Surveillance Radar

SST Supersonic Transport

TA Traffic Advisory

TAS True Airspeed

TCAS Traffic (Alert and) Collision Avoidance System

TLS Target Level of Safety

TMI Track Message Identification

UTC Co-ordinated Universal Time

VHF Very High Frequency

VOR VHF Omni-directional Range

WAH When Able Higher

WATRS West Atlantic Route System

CONTENTS

Page

Chapter 1: Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace *

GENERAL *

APPROVAL *

NAVIGATION REQUIREMENTS FOR UNRESTRICTED MNPS AIRSPACE OPERATIONS *

Longitudinal Navigation *

Lateral Navigation *

ROUTES FOR USE BY AIRCRAFT NOT EQUIPPED WITH TWO LRNSs *

Routes for Aircraft with Only One LRNS *

Routes for Aircraft with Short-Range Navigation Equipment Only *

SPECIAL ARRANGEMENTS FOR THE PENETRATION OF MNPS AIRSPACE BY NON-MNPS APPROVED AIRCRAFT *

EQUIPMENT REQUIRED FOR OPERATIONS AT RVSM LEVELS *

APPLICATION OF RVSM IN TRANSITION AREAS *

SPECIAL ARRANGEMENTS FOR NON-RVSM APPROVED AIRCRAFT TO: *

- Climb/Descend Through RVSM Levels *

- Operate at RVSM Levels *

PERFORMANCE MONITORING *

Chapter 2: The Organised Track System (OTS) *

GENERAL *

CONSTRUCTION OF THE ORGANISED TRACK SYSTEM (OTS) *

THE NAT TRACK MESSAGE *

OTS CHANGEOVER PERIODS *

Examples of Day-time Westbound and Night-time Eastbound *

Track Messages and Associated Track Systems *

Chapter 3: The Polar Track Structure (PTS) *

GENERAL *

ABBREVIATED CLEARANCES *

ABBREVIATED POSITION REPORTS *

ADDITIONAL INFORMATION ON THE PTS *

Chapter 4: Other Routes and Route Structures Within or Adjacent to NAT MNPS Airspace *

GENERAL *

OTHER ROUTES WITHIN NAT MNPS AIRSPACE *

ROUTE STRUCTURES ADJACENT TO NAT MNPS AIRSPACE *

SST Route Structure *

Irish/UK Domestic Route Structures *

North American Routes (NARs) *

Canadian Domestic Track Systems *

Routes between North America and the Caribbean area *

Shannon Oceanic Transition Area (SOTA) *

Brest Oceanic Transition Area (BOTA) *

Chapter 5: Flight Planning *

PREFERRED ROUTE MESSAGES (PRMs) *

FLIGHT PLAN REQUIREMENTS *

General *

Routeings *

Flight Levels *

ATC Flight Plans *

FLIGHT PLANNING REQUIREMENTS ON SPECIFIC ROUTES *

Flights Planning on the Organised Track System *

Flights Planning on Random Route Segments at/or South of 70°N *

Flights Planning on a Generally Eastbound or Westbound Direction on Random Route Segments
North of 70^oN *

Flights Planning on Random Routes in a Generally Northbound or Southbound Direction *

Flights Planning on the Polar Track Structure (PTS) *

Flights Planning to Operate Without HF Communications *

Chapter 6: Oceanic ATC Clearances *

GENERAL *

CONTENTS OF CLEARANCES *

OCEANIC CLEARANCES FOR WESTBOUND FLIGHTS ROUTEING VIA 61^oN 010^oW *

OCEANIC CLEARANCES FOR FLIGHTS INTENDING TO OPERATE WITHIN THE NAT
REGION AND SUBSEQUENTLY ENTER THE EUR OR NAM REGIONS *

OCEANIC CLEARANCES FOR RANDOM FLIGHTS INTENDING TO OPERATE WITHIN THE
NAT REGION AND SUBSEQUENTLY ENTER REGIONS OTHER THAN NAM OR EUR *

OCEANIC FLIGHTS ORIGINATING FROM THE CAR OR SAM REGIONS AND ENTERING NAT
MNPS AIRSPACE VIA THE NEW YORK OCA *

ERRORS ASSOCIATED WITH OCEANIC CLEARANCES *

ATC System Loop Errors *

Waypoint Insertion Errors *

Chapter 7: Communications and Position Reporting Procedures *

HF COMMUNICATIONS *

VHF COMMUNICATIONS *

TIME AND PLACE OF POSITION REPORTS *

CONTENTS OF POSITION REPORTS *

STANDARD MESSAGE TYPES *

ADDRESSING OF POSITION REPORTS *

"WHEN ABLE HIGHER" (WAH) REPORTS *

METEOROLOGICAL REPORTS *

SELCAL *

Twelve Tone SELCAL *

GENERAL PURPOSE VHF COMMUNICATIONS (GP/VHF) *

DATA LINK COMMUNICATIONS *

HF COMMUNICATIONS FAILURE *

General *

Communications Failure Prior to Entering NAT Region *

Communications Failure After Entering NAT Region *

OPERATION OF TRANSPONDERS *

AIRBORNE COLLISION AVOIDANCE SYSTEMS (ACAS) *

Chapter 8: Application of Mach Number Technique *

DESCRIPTION OF TERMS *

OBJECTIVE *

PROCEDURES IN NAT OCEANIC AIRSPACE *

PROCEDURE AFTER LEAVING OCEANIC AIRSPACE *

Chapter 9: MNPS Flight Operation & Navigation Procedures *

INTRODUCTION *

GENERAL PROCEDURES *

Importance of Accurate Time *

The Use of a Master Document *

Position Plotting *

Provision of Step-Climbs *

Relief Crew Members *

PRE-FLIGHT PROCEDURES *

Initial Insertion of Latitude and Longitude (Inertial Systems) *

Inertial Systems Alignment *

GPS Pre-departure Procedures *

Loading of Initial Waypoints *

Flight Plan Check *

Leaving the Ramp *

IN FLIGHT PROCEDURES *

Initial flight *

ATC Oceanic Clearance *

Approaching the Ocean *

Entering the MNPS Airspace and Reaching an Oceanic Waypoint *

Routine Monitoring *

Approaching Landfall *

SPECIAL IN FLIGHT PROCEDURES *

Monitoring during Distractions from Routine *

Avoiding Confusion between Magnetic and True Track Reference *

Navigation in the Area of Compass Unreliability *

Deliberate Deviation from Track *

POST-FLIGHT PROCEDURES *

Inertial Navigation System Accuracy Check *

HORIZONTAL NAVIGATION PERFORMANCE MONITORING *

Chapter 10: Procedures for Flight at RVSM Levels in MNPS Airspace *

GENERAL *

Pre-Flight *

In-Flight - Before Operating at RVSM Levels *

In-Flight - Entering, Flying at and leaving RVSM Levels *

EQUIPMENT FAILURES *

VERTICAL NAVIGATION PERFORMANCE MONITORING *

Chapter 11: Procedures in the Event of Navigation System Degradation or Failure *

GENERAL *

Detection of Failures *

Methods of Determining which System is Faulty *

Action if the Faulty System Cannot be Identified *

Guidance on What Constitutes a Failed System *

Inertial System Failures *

GPS Failures *

PARTIAL OR COMPLETE LOSS OF NAVIGATION/FMS CAPABILITY BY AIRCRAFT HAVING
STATE APPROVAL FOR UNRESTRICTED OPERATIONS IN MNPS AIRSPACE *

One System Fails Before Take-Off *

One System Fails Before the OCA Boundary is Reached *

One System Fails After the OCA Boundary is Crossed *

The Remaining System Fails After Entering MNPS Airspace *

Complete Failure of Navigation Systems Computers *

Chapter 12: Special Procedures for In-Flight Contingencies *

INTRODUCTION *

GENERAL PROCEDURES *

SPECIAL PROCEDURES *

Initial Action *

Subsequent Action *

WAKE TURBULENCE *

TCAS ALERTS AND WARNINGS *

Chapter 13: A Check List for Pilots Not Familiar With Operations in NAT MNPS Airspace *

Chapter 14: Guarding Against Complacency *

INTRODUCTION *

RARE CAUSES OF ERRORS *

MORE COMMON CAUSES OF ERRORS *

Operational Height Errors *

LESSONS TO BE LEARNED *

Chapter 15: The Prevention of Deviations From Track as a Result of Waypoint Insertion Errors *

THE PROBLEM *

THE CURE *

Chapter 16: Guidance for Dispatchers (by David Porter, IFALDA) *

INTRODUCTION *

PLANNING *

Routes *

Flight Levels *

MEL Issues *

Non-MNPS, or not fully MNPS, compliant Aircraft Options *

EN-ROUTE CONTINGENCIES *

ETOPS *

DISPATCHER GUIDANCE FOR RVSM OPERATIONS *

References *

Flight Planning *

En-route Contingencies *

Dispatcher Actions *

Checklist for Aircraft Dispatch into NAT RVSM Airspace *

Charts

Figure 1 - Example of Day-time Westbound Organised Track System 11

Figure 2 - Example of Night-time Eastbound Organised Track System

Figure 3 - Polar Track Structure (PTS)

Figure 4 - Other Routes and Structures Within and Above NAT MNPS
Airspace

Attachments

Attachment 1 - Sample Of Error Investigation Form 77

Attachment 2 - Altitude Deviation Report Form 79

Attachment 3 - Wake Turbulence Report Form 81

Attachment 4 - French AIC on GPS (A 22/98) 83

Attachment 5 - UK AIC 60/1999 (yellow 336) dated 3 june 1999 84

Chapter 1: Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace

Pilots may fly across the North Atlantic within MNPS Airspace or at flight levels designated as RVSM Airspace, only if they are in possession of the appropriate Approval(s) issued by the State of Registry or the State of the Operator.

GENERAL

It is implicit in the concept of MNPS that all flights within the airspace achieve the highest standards of horizontal and vertical navigation performance and accuracy. Formal monitoring programmes are undertaken to quantify the achieved performances and to compare them with established Target Levels of Safety (TLS).

Aircraft operating within MNPS Airspace are required to meet a Minimum Navigation Performance Specification (MNPS) in the horizontal plane through the mandatory carriage and use of a specified level of navigation equipment that has been approved by the State of Registry, or State of the Operator, for the purpose. Such approvals encompass all aspects affecting the expected navigation performance of the aircraft. The requirements are set out in ICAO NAT Doc 001, ‘Consolidated Guidance and Information Material concerning Air Navigation in the North Atlantic Region’.

With the introduction of RVSM, aircraft intending to operate at RVSM levels in NAT MNPS Airspace are additionally required to be equipped with altimetry and height-keeping systems which meet RVSM Minimum Aircraft System Performance Specifications (MASPS). RVSM MASPS are contained in designated FAA document, 91-RVSM, and JAA document, TGL6 (Temporary Guidance Leaflet No. 6).

NAT Doc 001 is maintained by the ICAO European and North Atlantic Office (Paris) and is provided, together with the RVSM MASPS documents, to assist States of Registry, operators, owners and planning staff who are responsible for issuing or obtaining MNPS/RVSM approvals for aircraft. However, the ultimate responsibility for checking that a NAT MNPS/RVSM flight has the necessary approval(s) rests with the pilot in command. In the case of most regular scheduled flights this check is a matter of simple routine but pilots of special charter flights, private flights, ferry and delivery flights are advised to pay particular attention to this matter. Routine monitoring of NAT traffic regularly reveals examples of pilots of non-approved flights from within these user groups flight planning or requesting clearance within MNPS Airspace or at RVSM levels. All such instances are prejudicial to safety and are referred to relevant State Authorities for further action.

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 exclusively on frequency 406 MHz (but with a 121.5 MHz search and rescue homing capability) will apply from 2005 although new aircraft will need to be so equipped from 2002.

APPROVAL

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 training requirements.

Approval to operate at RVSM levels within MNPS Airspace is subject to additional requirements regarding aircraft height-keeping performance in accordance with the MASPS. Each aircraft intended to be flown in RVSM airspace must have State Airworthiness Approval and crews/operators must be specifically State approved for RVSM operations.

NAVIGATION REQUIREMENTS FOR UNRESTRICTED MNPS AIRSPACE OPERATIONS

Longitudinal Navigation

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 8). However, aircraft clock errors resulting in waypoint ATA report errors 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. Lists of acceptable time sources for this purpose have been promulgated by NAT ATS Provider States. A non-exhaustive list is shown in Chapter 9 of this Document.

Lateral Navigation

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:

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: only two GNSSs currently exist: the Global Positioning System (GPS) and the Global Orbiting Navigation Satellite System (GLONASS)

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 Notice 8110.60 or equivalent JAA or national documentation and their operation approved in accordance with FAA HBAT 95-09 or equivalent national or JAA documentation. If GPS serves as only one of the two required LRNSs, then it must be approved in accordance with FAA TSO-C129 as Class A1, A2, B1, B2, C1 or C2, or with equivalent national or JAA documentation.

Note 3: equivalent approval material for GLONASS is under development and must be available prior to approval of any GLONASS equipped aircraft for MNPS operations.

each LRNS must be capable of providing to the flight crew a continuous indication of the aircraft position relative to desired track.

it is highly desirable that the navigation system employed for the provision of steering guidance is capable of being coupled to the autopilot.

ROUTES FOR USE BY AIRCRAFT NOT EQUIPPED WITH TWO LRNSs

Routes for Aircraft with Only One LRNS

A number of special routes have been developed for aircraft equipped with only one LRNS* and carrying normal short-range navigation equipment (VOR, DME, ADF). It should be recognised that these routes are within MNPS Airspace, and that State approval must be obtained prior to flying along them. These routes are also available for interim use by aircraft normally approved for unrestricted MNPS operations that have suffered a partial loss of navigation capability and have only a single remaining functional LRNS. Detailed descriptions of the special routes known as ‘Blue Spruce Routes’ are included in Chapter 11 of this Document.

*Note: if this single LRNS is a GPS it must be approved in accordance with FAA TSO-C129. Some States may have additional requirements regarding the carriage and use of GPS and pilots should check with their own State of Registry to ascertain what they are.

Routes for Aircraft with Short-Range Navigation Equipment Only

Aircraft that are equipped only with short-range navigation equipment (VOR, DME, ADF) may operate through MNPS Airspace, along routes G3 or G11, but again State approval is required. (See Chapter 11 for details of these routes.)

It is the responsibility of pilots with limited certification to reject clearances that would otherwise divert them from officially permitted routes.

SPECIAL ARRANGEMENTS FOR THE PENETRATION OF MNPS AIRSPACE BY NON-MNPS APPROVED AIRCRAFT

Aircraft not approved for operation in MNPS Airspace may be cleared by the responsible ATC unit to climb or descend through MNPS Airspace provided:

the climb or descent can be completed within the coverage of selected VOR/DMEs or NDBs (see AIP Iceland) and/or within radar coverage of the ATC unit issuing such clearance and the aircraft is able to maintain Direct Controller/Pilot Communications (DCPC) on VHF; and

MNPS approved aircraft operating in that part of the MNPS Airspace affected by such climbs or descents are not penalised.

Non-MNPS Approved aircraft may also be cleared to climb or descend through MNPS Airspace for the sole purpose of landing at or departing from an airport which underlies MNPS Airspace but which does not have serviceable short range navaids, radar or DCPC. Details of the required provisions will be found in the AIS publications of the appropriate ATS Provider State.

EQUIPMENT REQUIRED FOR OPERATIONS AT RVSM LEVELS

Airworthiness Approval for RVSM operations may be granted by the appropriate State Authority to individual aircraft, or to a group of aircraft that are nominally identical in aerodynamic design and in items of equipment contributing to height keeping accuracy.

The minimum equipment standard is embodied in the MASPS for RVSM flight operations. These MASPS require:

two fully serviceable independent primary altitude measurement systems;

one automatic altitude-control system; and

one altitude-alerting device.

A functioning Mode-C SSR Transponder is also required for flight through radar controlled RVSM transition airspace.

The flight control and air data measurement systems of many modern commercial aircraft are designed to provide multiple redundancy. Nevertheless, the Minimum Equipment List (MEL) for RVSM operations must reflect the foregoing minimum requirements. In particular it must be noted that if following a failure of an Air Data Computer (ADC), both the Captain’s and Co-pilot’s altimeter instruments are connected to a remaining single functional ADC, this arrangement does not meet the RVSM MASPS requirement for two independent primary altimetry systems.

When checking altimeters (pre-flight or in-flight), confirmation is necessary that all altitude indications are within the tolerances specified in the aircraft operating manual. At least two primary altimeters must at all times agree within plus or minus 200 feet.

APPLICATION OF RVSM IN TRANSITION AREAS

It should be noted that some RVSM transition areas exist in Domestic airspace adjacent to MNPS Airspace. Within these areas, ATC may apply RVSM separation standards between aircraft. Consequently, it is essential that a pilot immediately advises the ATC unit responsible for the transition airspace if it becomes apparent that the aircraft can no longer meet its RVSM MASPS requirements.

SPECIAL ARRANGEMENTS FOR NON-RVSM APPROVED AIRCRAFT TO:

- Climb/Descend Through RVSM Levels

MNPS approved aircraft that are not approved for RVSM operation will be permitted, subject to traffic, to climb/descend through RVSM levels in order to attain cruising levels above or below RVSM airspace. Flights should climb/descend continuously through the RVSM levels without stopping at any intermediate level and should "Report leaving" current level and "Report reaching" cleared level.

- Operate at RVSM Levels

ATC may provide an altitude reservation for an MNPS approved aircraft that is not approved for RVSM operation to fly at RVSM levels provided that the aircraft:

is on a delivery flight; or

was RVSM approved but has suffered an equipment failure and is being returned to its base for repair and/or re-approval; or

is on a mercy or humanitarian flight.

Operators requiring such an altitude reservation should request prior approval by contacting the initial Oceanic Area Control Centre (OAC), normally not more than 12 hours and not less than 4 hours prior to the intended departure time, giving as much detail as possible regarding acceptable flight levels and routeings. Operators should be aware, due to the requirements to provide non-RVSM separation, that requested levels and/or routes may not always be available (especially when infringing active OTS systems). The altitude reservation approval, if and when received, should be clearly indicated in Item 18 of the ICAO flight plan. Operators must appreciate that the granting of any such approval does not constitute an oceanic clearance, which must be obtained from ATC, by the pilot, in the normal manner. The service will not be provided to aircraft that are not approved for MNPS operations.

It must be noted that the provision of this service is intended exclusively for the purposes listed above and is not the means for an operator or pilot to circumvent the RVSM approval process. Operators or pilots are required to provide written justification for the request, upon completion of the flight plan, to the NAT Central Monitoring Agency (CMA). Any suspected misuse of the exceptions rule above, regarding RVSM operation, will be reported and will therefore be subject to follow-up action by the State of Registry or State of the Operator as applicable.

PERFORMANCE MONITORING

The horizontal (i.e. latitudinal and longitudinal) and vertical navigation performance of operators within NAT MNPS Airspace is monitored on a continual basis. If a deviation is identified, follow-up action after flight is taken, both with the operator and the State of Registry of the aircraft involved, to establish the cause of the deviation and to confirm the approval of the flight to operate in NAT MNPS and/or RVSM Airspace. The overall navigation performance of all aircraft in the MNPS Airspace is compared to the standards established for the Region, to ensure that the relevant TLSs are being maintained. (See Chapters 9 & 10.)

Chapter 2 : The Organised Track System (OTS)

GENERAL

As a result of passenger demand, time zone differences and airport noise restrictions, much of the North Atlantic (NAT) air traffic contributes to two major alternating flows: a westbound flow departing Europe in the morning, and an eastbound flow departing North America in the evening. The effect of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic occurring between 1130 UTC and 1800 UTC and peak eastbound traffic occurring between 0100 UTC and 0800 UTC, both at 30°W.

Due to the constraints of large horizontal separation criteria and a limited economical height band (FL310–390) the airspace is congested at peak hours. In order to provide the best service to the bulk of the traffic, a system of organised tracks is constructed to accommodate as many flights as possible within the major flows on or close to their minimum time tracks and profiles. Due to the energetic nature of the NAT weather patterns, including the presence of jet streams, eastbound and westbound minimum time tracks are seldom identical. The creation of a different organised track system is therefore necessary for each of the major flows. Separate Organised Track Structures (OTS) are published each day for eastbound and westbound flows.

It should be appreciated, however, that use of OTS tracks is not mandatory. Currently about half of NAT flights utilise the OTS. Aircraft may fly on random routes which remain clear of the OTS or may fly on any route that joins or leaves an outer track of the OTS. There is also nothing to prevent an operator from planning a route which crosses the OTS. However, in this case, operators must be aware that whilst ATC will make every effort to clear random traffic across the OTS at published levels, re-routes or significant changes in flight level from those planned are very likely to be necessary during most of the OTS traffic periods.

Over the high seas, the NAT Region is Class A airspace (at and above FL55), in which Instrument Flight Rules (IFR) apply at all times. However, airspace utilisation is under continual review, and in addition to the strategic and tactical use of ‘opposite direction’ flight levels during peak flow periods and the application of Mach Number Technique, a 1000 feet vertical separation minimum has been introduced between FL310 and FL390. This is the second phase of a NAT RVSM programme which is ultimately expected to see the introduction of 1000 feet separation from FL290 up to FL410. No major changes in operating procedures are envisaged with the introduction of further phases of the RVSM programme.

CONSTRUCTION OF THE ORGANISED TRACK SYSTEM (OTS)

The appropriate OAC constructs the OTS after determination of basic minimum time tracks; with due consideration of airlines' preferred routes (see Chapter 5) and taking into account airspace restrictions such as danger areas and military airspace reservations. The night-time OTS is produced by Gander OAC and the day-time OTS by Shanwick OAC (Prestwick), each incorporating any requirement for tracks within the New York, Reykjavik, Bodø and Santa Maria Oceanic Control Areas (OCAs). OAC planners co-ordinate with adjacent OACs and domestic ATC agencies to ensure that the proposed system is viable. They also take into account the requirements of opposite direction traffic and ensure that sufficient track/flight level profiles are provided to satisfy anticipated traffic demand. The impact on domestic route structures and the serviceability of transition area radars and navaids are checked before the system is finalised.

When the expected volume of traffic justifies it, tracks may be established to cater for the EUR/CAR traffic axis or for traffic between the Iberian Peninsular and North America. Extra care is required when planning these routes as they differ slightly from the 'core tracks' in that they may cross each other (using vertical separations via different flight level allocations), and in some cases may not extend from coast-out to coast-in (necessitating random routeing to join or leave). Similarly, some westbound tracks may commence at 30°W, north of 61°N, to cater for NAT traffic routeing via the Reykjavik OCA and northern Canada.

THE NAT TRACK MESSAGE

The agreed OTS is promulgated by means of the NAT Track Message via the AFTN to all interested addressees. A typical time of publication of the day-time OTS is 0000 UTC and of the night-time OTS is 1200 UTC.

This message gives full details of the co-ordinates of the organised tracks as well as the flight levels that are expected to be in use on each track. In most cases there are also details of domestic entry and exit routeings associated with individual tracks (e.g. ‘EUR RTS WEST…’ or ‘NAR …..’). In the westbound (day-time) system the track most northerly, at its point of origin, is designated Track 'A' (Alpha) and the next most northerly track is designated Track 'B' (Bravo) etc. In the eastbound (night-time) system the most southerly track, at its point of origin, is designated Track 'Z' (Zulu) and the next most southerly track is designated Track 'Y' (Yankee), etc.

Examples of both eastbound and westbound systems and Track Messages are shown in the Appendix to this Chapter.

The originating OAC identifies each NAT Track Message, within the Remarks section appended to the end of the NAT Track message, by means of a 3-digit Track Message Identification (TMI) number equivalent to the Julian calendar date on which that OTS is effective. For example, the OTS effective on February 1st will be identified by TMI 32. (The Julian calendar date is a simple progression of numbered days without reference to months, with numbering starting from the first day of the year.) Any subsequent NAT Track amendments affecting the entry/exit points, route of flight (co-ordinates) or flight level allocation, for an OTS on a given day, will include a successive alphabetic character, i.e. ‘A’, then ‘B’, etc., added to the end of the TMI number.

Remarks may vary periodically depending upon what important aspects of NAT operation Shanwick or Gander wish to bring to the attention of operators. When Edition 8 was produced the Remarks section included mention of: clearance delivery frequency assignments, the vertical extent of MNPS and RVSM Airspace plus a warning on the occurrence of Gross Navigational Errors (GNEs).

The hours of validity of the two Organised Track Systems (OTS) are normally as follows:

Day-time OTS 1130 UTC to 1800 UTC at 30°W

Night-time OTS 0100 UTC to 0800 UTC at 30°W

Changes to these times can be negotiated between Gander and Shanwick OACs and the specific hours of validity for each OTS are indicated in the NAT Track Message. For flight planning, operators should take account of the times specified in the relevant NAT Track Message(s). Tactical extensions to OTS validity times can also be agreed between OACs when required, but these should normally be transparent to operators.

Correct interpretation of the track message by airline dispatchers and aircrews is essential for both economy of operation and in minimising the possibility of misunderstanding leading to the use of incorrect track co-ordinates. Oceanic airspace outside the published OTS is available, subject to application of the appropriate separation criteria and NOTAM restrictions. It is possible to flight plan to join or leave an outer track of the OTS. If an operator wishes to file partly or wholly outside the OTS, knowledge of separation criteria, the forecast upper wind situation and correct interpretation of the NAT Track Message will assist in judging the feasibility of the planned route. When the anticipated volume of traffic does not warrant publication of all available flight levels on a particular track, ATC will publish only those levels required to meet traffic demand. The fact that a specific flight level is not published for a particular track does not necessarily mean that it cannot be made available if requested.

OTS CHANGEOVER PERIODS

To ensure a smooth transition from night-time to day-time OTSs and vice-versa, a period of several hours is interposed between the termination of one system and the commencement of the next. These periods are from 0801 UTC to 1129 UTC: and from 1801 UTC to 0059 UTC.

During the changeover periods some restrictions to flight planned routes and levels are imposed. Eastbound and westbound aircraft operating during these periods should file flight level requests in accordance with the Flight Level Allocation Scheme (FLAS) as published in the UK and Canada AIPs.

Note: the FLAS as published in the AIPs applies only to the current phase of NAT RVSM operations. Different flight level allocation schemes which apply when subsequent phases of RVSM operations are implemented will be similarly published as and when these new phases occur.

It should also be recognised that during these times there is often a need for clearances to be individually co-ordinated between OACs and cleared flight levels may not be in accordance with those flight planned. If, for any reason, a flight is expected to be level critical, operators are recommended to contact the initial OAC prior to filing of the flight plan to ascertain the likely availability of levels.

Appendix

Examples of Day-time Westbound and Night-time Eastbound

Track Messages and Associated Track Systems

EXAMPLE OF WESTBOUND NAT TRACK MESSAGE
(NAT-1/2 TRACKS FLS 310/ 390 INCLUSIVE	(NAT-2/2 TRACKS FLS 310/390 INCLUSIVE
OCTOBER 8/ 1130Z TO OCTOBER 8/ 1800Z	AUGUST 14/ 1130Z TO AUGUST 14/ 1800Z
PART ONE OF TWO PARTS-	PART TWO OF TWO PARTS-

A 59/10 61/20 61/30 61/40 61/50 60/60 CIMAT	F MASIT 56/20 56/30 55/40 53/50 YAY
EAST LVLS NIL	EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 390	WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL	EUR RTS WEST VIA DEVOL
NAR N464B N466B N468B N472B N474B-	NAR N184B N188B N192B-

B 58/10 60/20 60/30 60/40 59/50 PRAWN YDP	G 49/15 48/20 45/30 42/40 38/50 35/60 HENCH
EAST LVLS NIL	EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390	WEST LVLS 320 340 360
EUR RTS WEST NIL	EUR RTS WEST VIA GUNSO
NAR N322B N328C N334B N336E N346A N348C N352C N356C N362B-	NAR NIL

C 57/10 59/20 59/30 58/40 56/50 SCROD VALIE
EAST LVLS NIL	REMARKS:
WEST LVLS 310 320 330 340 350 360 370 380 390	1. TRACK MESSAGE IDENTIFICATION NUMBER IS 281 AND OPERATORS
EUR RTS WEST NIL	ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC
NAR N242B N248B N250C N252B-	CLEARANCE READBACK.
	2. MNPS AIRSPACE EXTENDS FROM FL285 TO FL420. OPERATORS ARE
D 56/10 58/20 58/30 57/40 55/50 OYSTR STEAM	REMINDED THAT SPECIFIC MNPS APPROVAL IS REQUIRED TO FLY IN THIS
EAST LVLS NIL	AIRSPACE. IN ADDITION, RVSM APPROVAL IS REQUIRED TO FLY BETWEEN
WEST LVLS 310 320 330 340 350 360 370 380 390	FL310 AND FL390 INCLUSIVE
EUR RTS WEST NIL	3. 80 PERCENT OF GROSS NAVIGATIONAL ERRORS RESULT
NAR N224C N228A N230B N232B-	FROM POOR COCKPIT PROCEDURES. ALWAYS CARRY OUT
	PROPER WAYPOINT CHECKS.
E 55/10 57/20 57/30 56/40 54/50 CARPE REDBY
EAST LVLS NIL	END OF PART TWO OF TWO PARTS )
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR N202B N206C N210C-

END OF PART ONE OF TWO PARTS )

[This Diagram is held in a separate file]

Figure 1 - Example of Day-time Westbound Organised Track System

EXAMPLE OF EASTBOUND NAT TRACK MESSAGE

(NAT-1/1 TRACKS FLS 310/390 INCLUSIVE	REMARKS.
OCTOBER 9/ 0100Z TO OCTOBER 9/ 0800Z
	1. CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS FOR AIRCRAFT
PART ONE OF ONE PARTS-	OPERATING FROM MOATT TO BOBTU INCLUSIVE:

W CYMON 51/50 52/40 52/30 52/20 53/15 BURAK	LOACH AND NORTH 128.7
EAST LVLS 310 320 330 340 350 360 370 380 390	SCROD TO YAY 135.45
WEST LVLS NIL	DOTTY TO YQX 135.05
EUR RTS WEST NIL	VIXUN AND SOUTH 119.425
NAR N95B N97B-
	2. TRACK MESSAGE IDENTIFICATION 282.
X YQX 50/50 51/40 51/30 51/20 52/15 DOLIP
EAST LVLS 310 320 330 340 350 360 370 380 390	3. MNPS AIRSPACE EXTENDS FROM FL285 TO FL420. OPERATORS ARE
WEST LVLS NIL	REMINDED THAT MNPS APPROVAL IS REQUIRED TO FLY IN THIS
EUR RTS WEST NIL	AIRSPACE. IN ADDITION, RVSM APPROVAL IS REQUIRED TO FLY
NAR N79B N83B-	WITHIN THE NAT REGION BETWEEN FL310 AND FL390 INCLUSIVE.
	PLEASE REFER TO CANADIAN NOTAM 980097 OR A3797.
Y VIXUN 49/50 50/40 50/30 50/20 51/15 GIPER
EAST LVLS 310 320 330 340 350 360 370 380 390	4. 80 PERCENT OF GROSS NAVIGATIONAL ERRORS RESULT FROM POOR
WEST LVLS NIL	COCKPIT PROCEDURES. ALWAYS CARRY OUT PROPER
EUR RTS WEST NIL	WAYPOINT CHECKS.
NAR N63B N67B-
	END OF PART ONE OF ONE PART)
Z YYT 48/50 49/40 49/30 49/20 50/15 KENUK
EAST LVLS 310 320 330 340 350 360 370 380 390
WEST LVLS NIL
EUR RTS WEST NIL
NAR N53B N55A

[This Diagram is held in a separate file]

Figure 2 - Example of Night-time Eastbound Organised Track System

Chapter 3: The Polar Track Structure (PTS)

GENERAL

A Polar Track Structure (PTS) has been established, consisting of 10 fixed tracks in Reykjavik CTA and 5 fixed tracks through Bodø OCA. The PTS tracks through Bodø OCA constitute a continuation of relevant PTS tracks in Reykjavik CTA (see Fig 3).

Although not mandatory, operators proposing to fly on the Europe-Alaska axis from FL310 to FL390 inclusive are recommended to submit flight plans in accordance with one of the promulgated PTS tracks.

ABBREVIATED CLEARANCES

An abbreviated clearance may be issued to an aircraft to follow one of the polar tracks throughout its flight within the Reykjavik CTA and/or the Bodø OCA. When an abbreviated clearance is issued it should include:

clearance limit, which will normally be destination airfield;

the cleared track specified by the track code;

the cleared flight level(s); and

the cleared Mach Number (if required).

On receipt of an abbreviated clearance the pilot must read back the contents of the clearance message and in addition the full details of the track specified by the track code.

ABBREVIATED POSITION REPORTS

When operating on the PTS within the Reykjavik CTA and/or Bodø OCA, position reports may be abbreviated by replacing the normal latitude co-ordinate with the word 'Polar' followed by the track code.