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NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 92 Edition 2008
15.6.13 It is important for dispatchers to verify the contents of the oceanic clearance and check it
against the filed route. If the flight has received a re-route or a different altitude the Dispatcher may provide
the flight with re-analysis data for fuel consumption along the revised route.
Transponder Use
15.6.14 All aircraft flying in MNPS Airspace will set their transponders as follows:
15.6.15 Thirty minutes after oceanic entry crews should Squawk 2000, if applicable. There may be
regional differences such as maintaining last assigned Squawk in the West Atlantic Route System (WATRS).
Crews transiting Reykjavik’s airspace must maintain last assigned Squawk until advised by ATC.
Re-Routes.
15.6.16 When traffic exceeds track capacity, ATS providers may not be able to accommodate a
flight’s filed altitude or routing. A different flight level on the planned route will be offered as the first
option. If this is not possible, ATC will offer an alternative route that may be stated in Field 18 of the ICAO
flight plan. On an eastbound flight the pilot should anticipate a preferred route within the domestic route
structure appropriate to the oceanic exit point of the re-route. For westbound flights into Canada, ATC will
normally attempt to route the flight back to its original route unless the crew requests a new domestic
routing. Many operators attach secondary flight plans on adjacent tracks that will include the preferred
domestic routings. This will help flight crews evaluate and more quickly adjust when re-route situations are
required.
En route Contingencies
15.6.17 Dispatchers must also be aware of special procedures for In-Flight contingencies as
published in Chapter 11 of this manual. They include procedures for use in the event that the aircraft is
unable to maintain assigned altitude for weather, turbulence, aircraft performance or maintenance problems
or loss of pressurization. The general concept of the in-flight contingency procedures is to offset from the
assigned track by 15 NM and climb or descend to a level differing from those normally used by 500 ft if
below FL410 or 1000 ft if above FL410.
15.6.18 Procedures for loss of communications and HF failure are contained in Chapter 6 at
paragraphs 6.6 of this manual.
Dispatcher guidance for NAT RVSM operations.
References
15.6.19 The FAA Guidance 91-RVSM was developed by ICAO sponsored international working
groups, to provide guidance on airworthiness and operations programmes for RVSM. ICAO has
recommended that State CAA's use FAA Guidance 91-RVSM or an equivalent State document for approval
of aircraft and operators to conduct RVSM operations. Appendices 4 and 5 of 91-RVSM contain practices
and procedures for pilots and dispatchers involved in RVSM operations. This particular dispatcher guidance
was developed using those appendices as the reference. This document is available at
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/
Flight Planning
NAT RVSM Airspace
This is defined as any airspace between FL 285 - FL 420 where 1,000 ft vertical separation is applied
(i.e. FLs 290 thru 410 inclusive).
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 93 Edition 2008
Limits of Operational Authorisation
At the flight planning stage, the dispatcher is responsible for selecting and filing a route that is
consistent with the carrier’s operational authorisation (e.g. Operations Specifications), taking account
of all route, aircraft and weather considerations, crew constraints and other limitations.
MEL
When planning and filing to fly within NAT RVSM airspace, the dispatcher must ensure that the
route meets the requirements of the paragraph above and that the aircraft also meets certain MEL
provisions.
TCAS (Traffic Collision Avoidance System)/ACAS (Airborne Collision Avoidance System)
Aircraft operating in the MNPS are required to have TCAS/ACAS installed. However, MEL relief is
provided for inoperative TCAS/ACAS, for dispatch into MNPS Airspace. TCAS/ACAS improves
operational safety by enhancing pilot situational awareness and by providing a system for collision
avoidance – particularly in densely populated airspace.
Note: For flights in the North Atlantic Region ACAS II has been mandated as a requirement since
January 1, 2005 for all aircraft having more than 19 seats or a certified take-off mass of more than
5,700 Kgs. (Other standards may be in effect in other parts of the world) However, there are
provisions for MEL relief.
Maintenance Flights
NAT ATS providers have established a policy to enable an aircraft that is temporarily non-RVSM
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