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(1 000ft) Vertical Separation Minimum between FL290 and FL410 inclusive.). They are also detailed in
designated FAA document, 91-RVSM, and in JAA document, TGL6, Revision 1 (i.e. Temporary Guidance
Leaflet No. 6) These two documents can be accessed via:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/
and http://www.ecacnav.com/rvsm/library.htm,
respectively. However, notwithstanding the worldwide nature of RVSM MASPS, it must be recognised, as
indicated in Chapter 1 paragraph 1.2.2 above, that special provisions apply in the North Atlantic MNPS
Airspace and in consequence all NAT crews/operators must be State approved specifically for NAT
RVSM operations.
15.2.4 Most NAT air/ground ATC communications are conducted on single side-band HF
frequencies. For unrestricted operations in the NAT Region fully functioning HF Communications
equipment is required. While SATCOM Voice and Datalink communications are being gradually introduced
into NAT operations, HF may still be required as back-up.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 85 Edition 2008
Special non-compliance routings
15.2.5 Aircraft not equipped with two functioning Long Range Navigation Systems may only fly
through NAT MNPS Airspace via special designated routes. This is discussed in Chapter 1 at paragraph 1.4.
Details of these special routes are contained in Chapter 10 at paragraph 10.2.2.
15.2.6 Aircraft not approved for MNPS/RVSM operations may climb and descend through NAT
MNPS/RVSM Airspace and in very limited, specified circumstances an MNPS Approved aircraft that is not
Approved for RVSM operations may be granted permission to flight plan and operate through MNPS
Airspace at RVSM levels. (See Chapter 1 at paragraphs 1.5 and 1.6 ).
15.2.7 Routings that may be flight planned and operated through NAT MNPS Airspace by aircraft
without functioning HF Communications equipment may be limited by the State of Registry of the operator
or by the ATC Provider. This is discussed above in more detail at paragraph 4.2.12.
15.3 Route Planning
Lateral separation minima & resulting route definition conventions
15.3.1 In the North Atlantic MNPS Airspace the lateral separation standard is 60 NM. Since
60 NM is equivalent to one degree of latitude along any meridian and given that the vast majority of flights
through this airspace are generally eastbound or westbound, this standard is deemed to be met by tracks
separated by one degree of latitude at common meridians.
15.3.2 Radar data is only available in very limited areas of the North Atlantic Region. Therefore,
ATC must depend upon aircraft supplied position reports for flight progress information. In order to provide
separation assurance, ATC requires updates on the progress of flights at no more than hourly intervals. It has
been determined that this criteria is met over a wide range of ground speeds if eastbound or westbound NAT
flights report on passing each ten degrees of longitude. The criteria is also met by northbound or southbound
flights reporting on passing each five degrees of latitude. In consequence, all flights which will generally
route in an eastbound or westbound direction should normally be flight planned by specifying significant
points at whole degrees of latitude at each crossed ten degrees of longitude (20°W, 30°W, 40°W etc.); and all
generally northbound or southbound flights should normally be flight planned so that specified parallels of
latitude spaced at five degree intervals (65°N, 60°N, 55°N etc.) are crossed at whole degrees of longitude.
(N.B. North of 70°N the east/west distance between successive ten degree longitudes is less than 200 NM, or
approximately 25 mins flight time. Consequently, eastbound/westbound NAT routings north of 70°N need
only be defined by significant points at each twenty degrees of longitude (i.e at 0°W, 20°W, 40°W, 60°W)).
OTS – Rationale, Structure, CDM & Track Message
15.3.3 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 crossing the
30W longitude between 1130 UTC and 1900 UTC and peak eastbound traffic crossing the 30W longitude
between 0100 UTC and 0800 UTC.
15.3.4 The NAT MNPS Airspace is consequently congested at peak hours and in order to provide
the best service to the bulk of the traffic, a system of organised tracks is constructed to accommodate as
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