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environment in which radar surveillance and DCPC are available (see Chapter 9 & Chapter 11). States
provide approval of these procedures specific to MNPS or Oceanic airspace operations in different ways. It
may be explicitly addressed in the general RVSM Approval. It may be included as an element of the MNPS
Approval or it may be a stated item of the Operations Specifications. Nevertheless, however provided, all
NAT crews/operators must be State approved specifically for NAT RVSM operations and each aircraft
intended to be flown in MNPS airspace must have State RVSM Airworthiness Approval.
1.3 NAVIGATION REQUIREMENTS FOR UNRESTRICTED MNPS AIRSPACE
OPERATIONS
Longitudinal Navigation
1.3.1 Longitudinal separations between subsequent aircraft following the same track (in-trail) and
between aircraft on intersecting tracks in the NAT MNPS Airspace are assessed in terms of differences in
ATAs/ETAs at common waypoints. The longitudinal separation minima currently used in the NAT MNPS
Airspace are thus expressed in clock minutes. The maintenance of in-trail separations is aided by the
application of the Mach Number Technique (See Chapter 7: Application of Mach Number Technique ).
However, aircraft clock errors resulting in waypoint ATA errors in position reports can lead to an erosion of
actual longitudinal separations between aircraft. It is thus vitally important that the time-keeping device
intended to be used to indicate waypoint passing times is accurate, and is synchronised to an acceptable UTC
time signal before commencing flight in MNPS Airspace. In many modern aircraft, the Master Clock can
only be reset while the aircraft is on the ground. Thus the pre-flight procedures for any NAT MNPS
operation must include a UTC time check and resynchronisation of the aircraft Master Clock (typically the
FMS). Lists of acceptable time sources for this purpose have been promulgated by NAT ATS Provider
States. A non-exhaustive list is shown in Chapter 8 of this Document.
Lateral Navigation
1.3.2 There are two navigational requirements for aircraft planning to operate in MNPS Airspace.
One refers to the navigation performance that should be achieved, in terms of accuracy. The second refers to
the need to carry standby equipment with comparable performance characteristics (ICAO Annex 6, Parts I
and II, Chapter 7 refer). Thus in order to justify consideration for State approval of unrestricted operation in
the MNPS Airspace an aircraft must be equipped with the following:
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 1
NAT MNPS 3 Edition 2009
a) two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may be one of
the following:
one Inertial Navigation System (INS);
one Global Navigation Satellite System (GNSS); or
one navigation system using the inputs from one or more Inertial Reference System (IRS)
or any other sensor system complying with the MNPS requirement.
Note 1: Currently the only GNSS system fully operational and for which approval material
is available, is GPS.
Note 2: A GPS installation must be approved as follows:
If the two required LRNSs are both GPS, they must be approved in accordance with FAA
Advisory Circular AC-20-138A Appendix 1 and their operation approved in accordance with
FAA HBAT 95-09. AC-20-138A (previously FAA Notice 8110.60) requires that GPS systems
used in Oceanic airspace must have a FDE function. Equipment which previously
demonstrated compliance with N8110.60 need not be re-evaluated. States other than the
USA may set their own standards for operational approval of GPS to provide Primary
Means of Navigation in Oceanic and remote areas but in all cases these approvals will
include the requirement to carry out Pre-Departure Satellite Navigation Prediction
Programmes (See Chapter 8 - GNSS (GPS) Systems for further details). If, however, GPS
serves as only one of the two required LRNSs, then it must be approved in accordance with
FAA TSO-C129 or later standard as Class A1, A2, B1, B2, C1 or C2, or with equivalent
EASA documentation ETSO-C129a. In this instance individual States vary in their insistence
upon the need for the conduct of pre-departure satellite navigation prediction programmes
(viz.FDE RAIM).
Note 3: Currently equivalent approval material for GLONASS is not under development
but it will need to be available prior to approval of any GLONASS equipped
aircraft for MNPS operations.
b) each LRNS must be capable of providing to the flight crew a continuous indication of the
aircraft position relative to desired track.
c) it is highly desirable that the navigation system employed for the provision of steering
guidance is capable of being coupled to the autopilot.
1.4 ROUTES FOR USE BY AIRCRAFT NOT EQUIPPED WITH TWO LRNSs
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