MNPS equipment
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MNPS equipment
Hello guys and girls,
Im sure this has been asked numerous times but I can't find the answer I'm looking for.
What are the equipment requirements for MNPS airspace?
A short and to the point list would be handy
Ive check the NATS document and it mentions x 2 L.R.N.S which is fine but what about VHF, HF, VOR, ADF? I can't seem to find any mention about how many are required.
Im thinking you need two of everything regarding comms and one of each for nav aids is that correct?
Any advice would be appreciated and merry xmas.
Im sure this has been asked numerous times but I can't find the answer I'm looking for.
What are the equipment requirements for MNPS airspace?
A short and to the point list would be handy
Ive check the NATS document and it mentions x 2 L.R.N.S which is fine but what about VHF, HF, VOR, ADF? I can't seem to find any mention about how many are required.
Im thinking you need two of everything regarding comms and one of each for nav aids is that correct?
Any advice would be appreciated and merry xmas.
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The carriage of HF communications equipment is mandatory for flight in the Shanwick OCA.
Aircraft with only functioning VHF communications equipment should plan their route outside the Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground stations throughout the flight.
The VHF air-to-air frequency is 123.45 mHz.
Datalink communications are gradually being introduced into the NAT environment for position reporting and other air/ground ATXS exchanges via FANS (Future Air Navigation System) & CPDLC (Controller Pilot Data Link Communication) and also, for position reporting only, through the FMC Waypoint Position Reporting (WPR) ACARS link.
On first contact with the initial aeradio stations crews of participating aircraft should expect to receive the instruction "VOICE POSITION REPORTS NOT REQUIRED".
If datalink is used, a prior agreement is required.
Mode A 2000 with height reporting should be selected 30 minutes after entering the OCA.
In Reykjavik OCA when under radar control you may be instructed to set other squawks.
The emergency codes 7700, 7600 and 7500 are still valid in oceanic airspace.
For unrestricted operation in the MNPS Airspace an aircraft must be equipped with two fully serviceable Long Range Navigation Systems (LRNSs).
Long Range Navigation Systems may be INS, IRS/FMS or GPS.
So far as GPS is concerned, the rules are quite specific on which systems are acceptable.
Each LRNS must be capable of providing to the flight crew a continuous indication of the aircraft position relative to desired track.
A number of special routes, called Blue Spruce Routes, have been developed for aircraft equipped with only one LRNS and carrying normal short-range navigation equipment (VOR, DME, ADF).
Additional special routes designated G3 and G11 can be used by aircraft that only have VOR, DME and ADF.
These routes are within MNPS airspace and still require approval from the National Authority.
It is the responsibility of pilots with limited certification to reject clearances which would otherwise divert them from officially permitted routes.
Aircraft with only functioning VHF communications equipment should plan their route outside the Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground stations throughout the flight.
The VHF air-to-air frequency is 123.45 mHz.
Datalink communications are gradually being introduced into the NAT environment for position reporting and other air/ground ATXS exchanges via FANS (Future Air Navigation System) & CPDLC (Controller Pilot Data Link Communication) and also, for position reporting only, through the FMC Waypoint Position Reporting (WPR) ACARS link.
On first contact with the initial aeradio stations crews of participating aircraft should expect to receive the instruction "VOICE POSITION REPORTS NOT REQUIRED".
If datalink is used, a prior agreement is required.
Mode A 2000 with height reporting should be selected 30 minutes after entering the OCA.
In Reykjavik OCA when under radar control you may be instructed to set other squawks.
The emergency codes 7700, 7600 and 7500 are still valid in oceanic airspace.
For unrestricted operation in the MNPS Airspace an aircraft must be equipped with two fully serviceable Long Range Navigation Systems (LRNSs).
Long Range Navigation Systems may be INS, IRS/FMS or GPS.
So far as GPS is concerned, the rules are quite specific on which systems are acceptable.
Each LRNS must be capable of providing to the flight crew a continuous indication of the aircraft position relative to desired track.
A number of special routes, called Blue Spruce Routes, have been developed for aircraft equipped with only one LRNS and carrying normal short-range navigation equipment (VOR, DME, ADF).
Additional special routes designated G3 and G11 can be used by aircraft that only have VOR, DME and ADF.
These routes are within MNPS airspace and still require approval from the National Authority.
It is the responsibility of pilots with limited certification to reject clearances which would otherwise divert them from officially permitted routes.
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Hope this is succinct enough. From our current B737 manuals.(UK operator)
Minimum equipment for operating unrestricted in MNPS:
Two Long Range Navigation Systems (LRNS) consisting of 2 x IRS and 2 x FMC
One ADF, DME and VOR receiver
HF Radio
Minimum equipment for operating unrestricted in MNPS:
Two Long Range Navigation Systems (LRNS) consisting of 2 x IRS and 2 x FMC
One ADF, DME and VOR receiver
HF Radio
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Matey and sky job thank you.
I've been told two HF is required for unrestricted MNPS which I can't find any reference to.
The long range navigation requirements are pretty straight forward.
But finding reference to the HF requirements (I.e 2 required) seems impossible to find.
I've been told two HF is required for unrestricted MNPS which I can't find any reference to.
The long range navigation requirements are pretty straight forward.
But finding reference to the HF requirements (I.e 2 required) seems impossible to find.
The long range navigation requirements are pretty straight forward.
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few questions
I have few questions.
- Can sat phone or Iridium be counted as second HF radio?
- Do NATS plan to extend CPDLC, FANS, datalink requirment outside of OTS routes?
- Are T3 and T11 routes VHF covered?
thank you for answers
- Can sat phone or Iridium be counted as second HF radio?
- Do NATS plan to extend CPDLC, FANS, datalink requirment outside of OTS routes?
- Are T3 and T11 routes VHF covered?
thank you for answers
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Here's a quote from a 2007 NPA-OPS 39B1 to JAR-OPS 1:
I leave it to you to find the latest version of said document now and check its contents. From the same NPA:
HF Communication Equipments alleviation (JAR-OPS 1.865)
2.1. Regulatory Background
The applicability of JAR-OPS 1.865 (b) could be interpreted such that with respect to the operation of “short haul” aeroplanes on particular routes in the MNPSA, these aeroplanes must be fitted with 2 HF systems, whereas ICAO MNPS regulations do not specifically require particular numbers of such equipment, simply requiring the ability for communication with corresponding ground stations. A similar situation seems to exist with FARs. In addition, it would appear that some states interpret the equipment requirements for MNPSA differently. According to one major manufacturer of transport category aeroplanes, about 80% of all short haul aeroplanes delivered have been equipped with 1 HF system only.
Due to the differences between the operational requirements for HF equipment for NAT MNPSA, JAA Operational Sectorial Team (OST) tasked JAA EQSG to address the issue, with the view of aligning JAR-OPS 1 with ICAO SARPs.
During the development of the rule material, an initial proposal was for an alleviation to apply to specific routes in the NAT MNPSA. However, it was the view of OST that this was too specific and requested a more general wording should be used, avoiding the reference to specific routes. Consequently, the reference to specific routes has been deleted and some general text has been inserted, reflecting the requirement for specific alternative procedures published for the area of operation in case of a temporary HF non-coverage.
2.1. Regulatory Background
The applicability of JAR-OPS 1.865 (b) could be interpreted such that with respect to the operation of “short haul” aeroplanes on particular routes in the MNPSA, these aeroplanes must be fitted with 2 HF systems, whereas ICAO MNPS regulations do not specifically require particular numbers of such equipment, simply requiring the ability for communication with corresponding ground stations. A similar situation seems to exist with FARs. In addition, it would appear that some states interpret the equipment requirements for MNPSA differently. According to one major manufacturer of transport category aeroplanes, about 80% of all short haul aeroplanes delivered have been equipped with 1 HF system only.
Due to the differences between the operational requirements for HF equipment for NAT MNPSA, JAA Operational Sectorial Team (OST) tasked JAA EQSG to address the issue, with the view of aligning JAR-OPS 1 with ICAO SARPs.
During the development of the rule material, an initial proposal was for an alleviation to apply to specific routes in the NAT MNPSA. However, it was the view of OST that this was too specific and requested a more general wording should be used, avoiding the reference to specific routes. Consequently, the reference to specific routes has been deleted and some general text has been inserted, reflecting the requirement for specific alternative procedures published for the area of operation in case of a temporary HF non-coverage.
JAR-OPS 1.865 Communication and Navigation equipment for operations under IFR, or under VFR over routes not navigated by reference to visual landmarks.
(See AMC OPS 1.865)
(a) An operator shall not operate an aeroplane under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with radio [(communication and SSR transponder)] and navigation equipment in accordance with the requirements of air traffic services in the area(s) of operation.
(b) Radio equipment. An operator shall ensure that radio equipment comprises not less than:
[(1)]Two independent radio communication systems necessary under normal operating conditions to communicate with an appropriate ground station from any point on the route including diversions [; and
(2) SSR transponder equipment as required for the route being flown.]
(c) Navigation equipment. An operator shall ensure that navigation equipment
(1) Comprises not less than:
(i) One VOR receiving system, one ADF system, one DME [except that an ADF system need not be installed provided that the use of ADF is not required in any phase of the planned flight (see ACL OPS 1.865(c)(1)(i));]
(ii) One ILS or MLS where ILS or MLS is required for approach navigation purposes;
(iii) One Marker Beacon receiving system where a Marker Beacon is required for approach navigation purposes;
(iv) An Area Navigation System when area navigation is required for the route being flown;
(v) An additional DME system on any route, or part thereof, where navigation is based only on DME signals;
(vi) An additional VOR receiving system on any route, or part thereof, where navigation is based only on VOR signals; and
(vii) An additional ADF system on any route, or part thereof, where navigation is based only on NDB signals, or
(2) Complies with the Required Navigation Performance (RNP) Type for operation in the airspace concerned. (See also IEM OPS 1.243.)
(d) An operator may operate an aeroplane that is not equipped [with an ADF or] with the navigation equipment specified in sub-paragraph(s) (c)(1)(vi) and/or (c)(1)(vii) above, provided that it is equipped with alternative equipment authorised, for the route being flown, by the Authority. The reliability and the accuracy of alternative equipment must allow safe navigation for the intended route.
(e) An operator shall ensure that VHF communication equipment, ILS localiser and VOR receivers installed on aeroplanes to be operated in IFR are of a type that has been approved as complying with FM immunity performance standards (See ACJ OPS 1.865(e)).
(f) With respect to sub-paragraph (b) above, for short haul operations in the NAT MNPS airspace, an aeroplane may be equipped with one Long Range Communication System only if alternative communication procedures are published for the airspace concerned (see ACJ OPS 1.865 (f)).
(See AMC OPS 1.865)
(a) An operator shall not operate an aeroplane under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with radio [(communication and SSR transponder)] and navigation equipment in accordance with the requirements of air traffic services in the area(s) of operation.
(b) Radio equipment. An operator shall ensure that radio equipment comprises not less than:
[(1)]Two independent radio communication systems necessary under normal operating conditions to communicate with an appropriate ground station from any point on the route including diversions [; and
(2) SSR transponder equipment as required for the route being flown.]
(c) Navigation equipment. An operator shall ensure that navigation equipment
(1) Comprises not less than:
(i) One VOR receiving system, one ADF system, one DME [except that an ADF system need not be installed provided that the use of ADF is not required in any phase of the planned flight (see ACL OPS 1.865(c)(1)(i));]
(ii) One ILS or MLS where ILS or MLS is required for approach navigation purposes;
(iii) One Marker Beacon receiving system where a Marker Beacon is required for approach navigation purposes;
(iv) An Area Navigation System when area navigation is required for the route being flown;
(v) An additional DME system on any route, or part thereof, where navigation is based only on DME signals;
(vi) An additional VOR receiving system on any route, or part thereof, where navigation is based only on VOR signals; and
(vii) An additional ADF system on any route, or part thereof, where navigation is based only on NDB signals, or
(2) Complies with the Required Navigation Performance (RNP) Type for operation in the airspace concerned. (See also IEM OPS 1.243.)
(d) An operator may operate an aeroplane that is not equipped [with an ADF or] with the navigation equipment specified in sub-paragraph(s) (c)(1)(vi) and/or (c)(1)(vii) above, provided that it is equipped with alternative equipment authorised, for the route being flown, by the Authority. The reliability and the accuracy of alternative equipment must allow safe navigation for the intended route.
(e) An operator shall ensure that VHF communication equipment, ILS localiser and VOR receivers installed on aeroplanes to be operated in IFR are of a type that has been approved as complying with FM immunity performance standards (See ACJ OPS 1.865(e)).
(f) With respect to sub-paragraph (b) above, for short haul operations in the NAT MNPS airspace, an aeroplane may be equipped with one Long Range Communication System only if alternative communication procedures are published for the airspace concerned (see ACJ OPS 1.865 (f)).
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Clear as mud then! If you've only got one HF and no sat phone how could you meet the requirements to operate in short haul MNPS airspace (eg tango routes). Our company manuals suggest we can operate on T9 with one HF but not on T213 or T16, they fail to provide a reference though!!
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- Do NATS plan to extend CPDLC, FANS, datalink requirment outside of OTS routes?
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Doublke FMC failure B-777
Two Long Range Navigation
Systems (LRNS) consisting of 2 x IRS and 2 x FMC is required for flying in MNPS airspace
Question:
is the above requirement fulfilled on a B-777 with double FMC fault?
In case of double FMC fault the system goes into Alternate Navigation mode,
LNAV is available and the auto pilot (or the crew) will fly the magenta line all the way to destination.
You still have the LEG and the PROG page available
The airplane still has 2 GPS's and multiple IRS's.
Since total accuracy is maintained I really can't see a reason for diverting.
Systems (LRNS) consisting of 2 x IRS and 2 x FMC is required for flying in MNPS airspaceQuestion:
is the above requirement fulfilled on a B-777 with double FMC fault?
In case of double FMC fault the system goes into Alternate Navigation mode,
LNAV is available and the auto pilot (or the crew) will fly the magenta line all the way to destination.
You still have the LEG and the PROG page available
The airplane still has 2 GPS's and multiple IRS's.
Since total accuracy is maintained I really can't see a reason for diverting.
