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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 96 Edition 2009
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 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.
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
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