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Guidance concerning Air Navigation in and above the NAT MNPSA


MEL Compliance

  • a)

    Dispatchers planning flights within MNPS Airspace must ensure that the allocated aircraft has the minimum required navigation, communications and altitude alerting/reporting equipment on board. Flight procedures for minimum equipment and standards can be found in Chapter 8 and Chapter 11 of this Manual. Particular attention must be paid to MEL Items that may affect the aircraft. Be aware that the company MEL or Operations Specifications may be more restrictive than general MNPS requirements. HF is required for entering the Shanwick OAC. Many airline Operations Specifications require dual HF for operation in Remote or Oceanic airspace , even when aircraft is SATCOM Voice equipped. However some States may permit Dispatch with only one serviceable HF system providing the aircraft is equipped with SATCOM Voice.

  • b)

    Even though a flight, that suffers a failure of a system (or component) once en route, is not directly mandated to abide by MEL restrictions, it is important that any failures that will affect either MNPS or RVSM operations be promptly advised to, and closely co-ordinated with, the appropriate ATS facility.


If an aircraft MEL (navigation, communications or altitude alerting/reporting system) prohibits operations in MNPS airspace it will be necessary to modify an aircraft’s originally intended route of flight. An example would be an aircraft not equipped with two Long Range Navigation Systems (or LRNS's that are fully serviceable). This situation could occur before departure or once en route but before entering MNPS Airspace. Options that should be considered by the dispatcher are:

operate above or below MNPS Airspace;

fly on special routes developed for aircraft equipped with limited LRNS equipment – see Chapters 1, paragraph 1.4 , Chapter 3, paragraph 3.2 & Chapter 11, paragraph 11.2.



A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one or

more suitable en route alternate airports are named prior to dispatch and then monitored while aircraft are en route. En route alternate airports in the NAT Region are limited to those in the Azores, Bermuda, Greenland and Iceland. In determining ETOPS alternate minima, the dispatcher must consider weather conditions, airport conditions (in addition to simple runway lengths), navigation approach aids, and the availability of

ATS and ARFF facilities.


Recent changes have begun to attach additional conditions to 3-4 engine aircraft long range

operations. In situations requiring the aircraft to operate long distances from adequate en route airports, more stringent planning conditions may apply. Guidance can be obtained from appropriate government and

industry websites.



It would not be practical to list all available CDM tools and available websites here. Refer to

the bibliography at the end of this manual for a more complete list. The following are some of the most

important sites for managing the daily operation of flights.

  • Nav Canada TDA (Traffic Density Analyser.) Website This tool was designed to Introduce Collaborative Decision Making during the NAT OTS design phase. The OTS are posted in advance of formal publication so the user community can comment on whether or not they agree with the proposed OTS. A USER ID and Password can be obtained from

NAT Doc 007


Edition 2010

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