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Guidance concerning Air Navigation in and above the NAT MNPSA

CHAPTER 1

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 only if they are in possession of the appropriate MNPS and RVSM Approvals issued by the State of Registry of the aircraft or by the State of the Operator.

1.1 GENERAL

1.1.1

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 standards required to ensure

that established Target Levels of Safety (TLS) are met.

Note :

Collision Risk Modelling is used to estimate risk in each of the three dimensions (i.e.

lateral, longitudinal and vertical).

Target maxima set for these estimates are expressed in terms of

potential collisions per flight hour and are known as “Target Levels of Safety(TLSs)”.

1.1.2

Aircraft operating within MNPS Airspace are required to meet Minimum Navigation

Performance Specifications (MNPS) in the horizontal plane through the mandatory carriage and proper use

of a specified Operator for performance

level of navigation equipment that has been approved by the State of Registry or State of the

the purpose.

of

the

aircraft,

Such approvals

including

the

encompass designation

all of

aspects affecting the expected appropriate cockpit/flight deck

navigation operating

procedures.

1.1.3

Since January 2002 when the final phase implementation of RVSM at all levels in NAT

MNPS Airspace took place, all aircraft intending to operate within NAT MNPS Airspace have had to 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 and detailed in designated FAA document, AC91-85, and in Joint Aviation Authority (JAA) Temporary Guidance Leaflet (TGL No.6), Revision 1. These documents can be downloaded from:

h t t p : / / w w w . f a a . g o v / a b o u t / o f f i c e _ o r g / h e a d q u a r t e r s _ o f f i c e s / a t o / s e r v i c e _ u n i t s / e n r o u t e / r v s m / d o c u m e n t a t i o n http://www.ecacnav.com/downloads/TGL6rev1.pdf, respectively. and

1.1.4

This Document, together with the RVSM MASPS documents, are provided 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. All such instances are prejudicial to safety and are referred to relevant State Authorities for further action.

1.1.5

While not a specific element of NAT MNPS approval, pilots and operators are reminded that

for flights over the NAT, Transmitters (ELTs). It exclusively on frequency

ICAO SARPS Annex 6, Part 1, Chapter 6, requires carriage of Emergency Locator should be further noted that new specifications for these beacons to operate 406 MHz (but with a 121.5 MHz search and rescue homing capability) have been

in effect since January 2005. New aircraft have been required to be so equipped since 2005.

NAT Doc 007

1

Edition 2010

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