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published in Chapter 11 of this manual. They include procedures in event 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 30 NM and climb or descend to a level by 500 ft below FL410 and 1000 ft above FL410.
15.4.6 Procedures for loss of communications and HF failure are contained in Chapter 6 of this
manual.
15.5 DISPATCHER GUIDANCE FOR RVSM OPERATIONS.
References
FAA Interim Guidance (IG) 91-RVSM (Change2, 10 February 2004).
15.5.1 This document 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 IG 91-RVSM (http://www.faa.gov/ats/ato/rvsm1.htm) or an equivalent State document for
approval of aircraft and operators to conduct RVSM operations. Appendices 4 and 5 of IG 91-RVSM
contain practices and procedures for pilots and dispatchers involved in RVSM operations.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 81 Edition 2005
15.5.2 This particular dispatcher guidance was developed using those appendices as the reference.
Flight Planning
• NAT RVSM Airspace - This is defined as any airspace between FL 285-FL 420 where 1,000 ft
vertical separation is applied.
• 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 provide 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 is was mandated as a requirement effective
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. 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.
• 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.
En route Contingencies
Prior to entering NAT RVSM Airspace
15.5.3 The following equipment is required to be operational:
- two independent primary altimetry systems;
- one automatic altitude control system; and
- one altitude alerting device
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 82 Edition 2005
15.5.4 If any required equipment fails prior to entering NAT RVSM Airspace, the pilot-incommand
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.
Failure after entering NAT RVSM Airspace.
15.5.5 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,
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