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compliant to fly in NAT RVSM Airspace for the purpose of positioning the aircraft at a maintenance
facility (see Chapter 1 in this Manual). This policy may vary and requires prior co-ordination with
appropriate ATC centres so that 2,000 ft separation can be applied between the non-compliant
aircraft and other aircraft. These requests must be co-ordinated with each individual OAC. The
dispatcher must be aware of the policy for such operations, as published in NOTAMS, AIPs and
other appropriate documents. States of Registry also vary in their policies on Maintenance Ferry
Flights. Dispatchers should ensure that they fully understand any additional restrictions or
limitations that may be imposed by their State of Registry.
Delivery and Humanitarian Flights
ATS Providers allow limited operations by aircraft not approved for RVSM but which are engaged
on delivery or humanitarian flights. For such flights, the dispatcher must also comply with the
policies published in State AIPs, NOTAMS and other appropriate documents. Co-ordinate directly
with appropriate ATC facilities and the aircraft’s State of Registry.
En route Equipage Failures
Prior to entering NAT RVSM Airspace
The following equipment is required to be operational:
i) two independent primary altimetry systems;
ii) one automatic altitude control system; and
iii) one altitude alerting device
If any required equipment fails prior to entering NAT RVSM Airspace, the pilot-in-command will
notify ATS and obtain a new Oceanic Clearance to fly above or below NAT RVSM Airspace. The
pilot should accept the new clearance contingent upon review by the dispatcher. Dispatcher actions
are based on the options, identified as OPTION 1 to OPTION 3, outlined later in this chapter.
After entering NAT RVSM Airspace.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 94 Edition 2008
The appropriate State RVSM guidance material provides for pilot and controller actions if RVSM
required aircraft equipment fails after entry into NAT RVSM Airspace, or the aircraft encounters
turbulence that affects the aircraft’s ability to maintain its level. Should any required RVSM
equipment fail, or turbulence greater than moderate be encountered, then the pilot-in-command is
expected to notify ATS of the intended course of action.
Pilot-in-command options are to:
(1) continue with the original clearance if ATC can apply another form of aircraft separation
(i.e. lateral, longitudinal or 2,000 ft vertical separation);
(2) request ATC clearance to climb above or descend below NAT RVSM Airspace if ATC
cannot provide adequate separation from other traffic; or
(3) execute contingency procedures to offset from track and flight level if ATC cannot provide
adequate separation from other aircraft. The pilot-in-command will maintain any offsets until
a revised ATC clearance can be obtained.
Dispatcher Actions
OPTION 1 - if the pilot-in-command elects for Option (1) then no Dispatcher action is required.
OPTION 2 - if the pilot-in-command elects to follow Option (2) then the pilot-in-command should
contact the dispatcher who will evaluate the clearance with due consideration for the effect on fuel
consumption, time en route, any MEL/CDL issues and/or other operational factors. The dispatcher
shall make a recommendation to the pilot-in command on whether to continue on to the destination,
or the dispatcher will amend the release to allow the aircraft to proceed to an intermediate airport or
return back to the departure airport. The pilot will then either confirm the new clearance with ATC
or request a new clearance to another airport. The final decision rests with the pilot-in command.
OPTION 3 - if the pilot-in-command elects to follow Option (3), then when time permits, the pilot-in
command will advise the dispatcher of any offset made from track or/and flight level. No action by
the dispatcher is required since the effect on performance should be minimal.
Checklist for Aircraft Dispatch into NAT RVSM Airspace.
The dispatcher must:
i) Determine the minimum and maximum flight levels plus the horizontal boundaries of
NAT RVSM Airspace;
ii) Verify that the airframe is RVSM approved;
iii) Determine if any operating restrictions (e.g. speed or altitude limitations) apply to the
aircraft for RVSM operation;
iv) Check the MEL for system requirements related to RVSM;
v) Check Field 10 (Equipment) of the ICAO ATS flight plan to ensure that it correctly
reflects RVSM approval status. For North Atlantic operation, insertion of letter “W”
indicates that the operator and aircraft are RVSM approved;
vi) Review reported and forecast weather en route, with specific emphasis on conditions
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