GOVERNMENT OF INDIA

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP SAFDARJUNG AIRPORT, NEW DELHI

CIVIL AVIATION REQUIREMENTS

SECTION 8 – AIRCRAFT OPERATIONS
SERIES 'S', PART III
ISSUE II, 24TH NOVEMBER 2016
EFFECTIVE: 01st January 2017

File No: AV. 22024/12/2011-FSD

SUBJECT: REQUIREMENTS FOR OPERATION OF AIRCRAFT IN

NORTH ATLANTIC HIGH LEVEL AIRSPACE (NAT HLA)

1. INTRODUCTION

1.1 Sub rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937 stipulate
that every airplane shall be fitted with instrument and equipment,
including radio apparatus and special equipment, as may be specified
according to the use and circumstances under which the flight is to be
conducted.

1.2. In accordance with the NAT HLA to PBN Transition Plan for the ICAO
North Atlantic Region, with effect from 04 February 2016 that airspace
formerly known as the “North Atlantic Minimum Navigational
Specifications Airspace” (MNPSA), but excluding the BOTA (Brest
Oceanic Transition Area) and SOTA (Shannon Oceanic Transition
Area) areas and with the addition of the BODO Oceanic FIR (FL285-
420 inclusive), is re-designated as the “North Atlantic High Level
Airspace” (NAT HLA). However, recognizing that ICAO Annex 6
allows for a “minimum navigation performance specification” to be
regionally specified in Regional Supplementary Procedures Doc 7030,
it has been determined to maintain reference to a “MNPS” in the NAT
Region within NAT Doc 7030 and in the guidance material (Doc 007),
within particular contexts. Thus, approvals initially issued to operate in
the NAT MNPSA are referred to as “NAT MNPS” approvals and
approvals issued to operate in the NAT HLA are referred to as “NAT
HLA MNPS” approvals. Otherwise, except in respect of historical
references, from Edition 2016 of this document (NAT Doc.007) and
subsequently, previous references to “Minimum Navigation
Performance Specifications” and “MNPS” are replaced by “North
Atlantic High Level Airspace Specifications” and “NAT HLA”. NAT HLA.
Approvals granted prior to this (04 Feb 2016) change will continue to
be valid for NAT HLA operations. However, those issued prior to 01

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January 2015 and based on the “6.3 NM” NAT HLA standard will no
longer be accepted beyond January 2020.

1.3. The CAR lays down the requirements concerning operations and
airworthiness approval of navigation equipment in NAT HLA Airspace.
The requirements stipulated in this CAR must be complied with by
operators intending to operate their airplanes in NAT HLA airspace.

1.4. The CAR is consistent with Sub rule 3 of Rule 9, Rule 57 of the Aircraft
Rules 1937 and is issued under the provisions of Rule 133A of the
Aircraft Rules, 1937 for information, guidance and compliance by the
concerned commercial and general aviation operators operating to,
through and within the NAT HLA airspace. The contents of this CAR
are consistent with the provisions of ICAO Annex 6, ICAO Doc 4444
and ICAO Doc 7030 on the subject.

2. NAT HLA AIRSPACE:

2.1 A large portion of the airspace of the North Atlantic Region, through
which the majority of these North Atlantic crossings route between FLs
285 and 420 inclusive, is designated as the NAT High Level Airspace
(NAT HLA). Within this airspace a formal Approval Process by the
State of Registry of the aircraft or the State of the Operator ensures
that aircraft meet defined NAT HLA Standards and that appropriate
crew procedures and training have been adopted. The lateral
dimensions of the NAT HLA airspace include the following Control
Areas (CTAs):

REYKJAVIK, SHANWICK (excluding SOTA & BOTA), GANDER,

SANTA MARIA OCEANIC, BODO OCEANIC and the portion of NEW
YORK OCEANIC EAST which is north of 27°N.

2.2 The main reference document for operations in NAT HLA is NAT Doc
007 - Guidance concerning Air Navigation in and above the NAT HLA
which is required to be complied by all operators in this airspace.

3. GENERAL REQUIREMENTS:

3.1 No person or operator shall operate Indian registered aircraft in air

space designated as NAT HLA unless:

(a) The operator is authorised by DGCA to perform such

operations.

(b) The aircraft has approved navigation performance capability to

maintain within the requirements laid down for NAT HLA in NAT
Doc 007 - Guidance concerning Air Navigation in and above the
NAT HLA (latest edition).

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(c) The crew have been trained for NAT HLA and RVSM
operations.

3.2 Presently NAT HLA requirements are applicable in the North Atlantic
Airspace (NAT). However, NAT HLA requirements may be imposed in
any other airspace by the ATS providers. Specifications may not be
exactly similar to that of NAT HLA. To meet, the accuracy requirements
for navigation in the particular NAT HLA Airspace, appropriate
equipment shall be installed for such operations. Individual approval is
required for each aircraft and the operator to operate in each NAT HLA
airspace as and when such areas are notified and operator wishes to
operate in such airspace.

3.3 Special arrangements for the penetration of NAT HLA airspace by non-
NAT HLA approved aircraft in accordance with NAT Doc 007 (latest
version).

3.4 Special arrangements for the penetration of NAT HLA airspace by non-
RVSM approved aircraft in accordance with NAT Doc 007 (latest
version).

4. HORIZONTAL NAVIGATION REQUIREMENTS FOR

UNRESTRICTED MNPS AIRSPACE OPERATIONS

4.1 Longitudinal Navigation

Longitudinal separation between subsequent aircraft following the

same track(in-trail) and between aircraft on intersecting tracks in the
NAT HLA are assessed in terms of differences in ATAs/ETAs at
common waypoints. The longitudinal separation minima currently used
in the NAT HLA are thus expressed in clock minutes. The pre-flight
procedures for any NAT HLA operation must include a UTC time check
and resynchronization of the Master Clock (typically the FMS). List of
acceptable time sources for this purpose have been promulgated by
NAT ATS provider states.

4.2 Lateral Navigation

4.2.1 For aircraft which is approved for operations within NAT MNPS/HLA
Airspace prior to January 2015, shall have a navigation performance
capability such that:

(a) the standard deviation of lateral track errors shall be less than
6.3 NM (11.7 km);

(b) the proportion of total flight time spent by the aircraft 30 NM (56
km) or more off the cleared track shall be less than 5.3 x 10-4;

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(c) the proportion of total flight time spent by the aircraft between 50
and 70 NM (93 and 130 km) off the cleared track shall be less
than 13 x 10-5.

(d) Such navigation performance capability shall be verified by the

State of Registry or the State of the aircraft operator.

4.2.2 For approvals issued after January 2015, the navigation system
accuracy requirements for NAT MNPSA/HLA operation should only be
based on the PBN specifications, RNP 10 (PBN application of RNAV
10) or RNP 4. Although when granting consequent approval for
operations in MNPS/NAT HLA airspace, RNP 10 time limits for aircraft
equipped with dual INS or inertial reference unit (IRU) systems will be
considered by DGCA.

4.2.3 Additionally, in order for the 50 Nms lateral separation minimum to be

utilized in the New York Oceanic East the following navigation
performance criteria must also be met by aircraft with RNAV 10 (RNP
10) Approvals: -
(a) the proportion of the total flight time spent by aircraft 46 km (25
NM) or more off the cleared track shall be less than 9.11 × 10-
5; and
(b) the proportion of the total flight time spent by aircraft between
74 and 111 km (40 and 60 NM) off the cleared track shall be
less than 1.68 × 10-5.
And similarly the additional criteria which must be met by aircraft
approved as RNP 4 are as follows : -
(c) the proportion of the total flight time spent by aircraft 28 km (15
NM) or more off the cleared track shall be less than 5.44 × 10-
5; and
(d) the proportion of the total flight time spent by aircraft between
44 and 67 km (24 and 36 NM) off the cleared track shall be less
than 1.01 × 10-5.

Note: In December 2015 the first phase of North Atlantic trials of

reducing the lateral separation minimum to 25 NM was
commenced. In this “RLatSM” Phase 1 (reduced lateral
separation minima), 25 NM lateral separation is implemented by
establishing ½ degree spacing between two specified core OTS
tracks and a central track, within the vertical limits applicable to
the airspace associated with the NAT Region Data Link Mandate.
Only aircraft with the appropriate Required Navigation
Performance (RNP4) approval and operating Automatic
Dependent Surveillance-Contract (ADS-C) and Controller Pilot
Data Link Communications (CPDLC), are permitted to operate
on these ½ degree spaced tracks. Special procedures in
respect of planning and operating on these tracks have been

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development and promulgated via the AIS of the participating
States i.e. Canada, Iceland and the United Kingdom. Operators
intending to participate in these trials will need to ensure that
advanced appropriate pilot and dispatcher training is undertaken.

4.2.4 Furthermore, when granting approval for operations in NAT HLA

airspace on the basis of PBN navigational standards, States of
Registry should also ensure that in-flight operating drills are approved
which include mandatory navigation cross-checking procedures
aimed at identifying navigation errors in sufficient time to prevent the
aircraft inadvertently deviating from the ATC-cleared route.

Note:- In Summary : - From February 2016 the NAT MNPSA is

re-designated as NAT HLA. Previously granted MNPS
Approvals are valid for NAT HLA operations. Milestone 2 of the
MNPS to PBN NAT transition plan was achieved in January
2015. From that date all new North Atlantic MNPS Operational
Approvals should have been based upon RNAV 10 (RNP 10) or
RNP 4 navigation specifications. Previously issued 6.3NM
based MNPS Approvals will continue to be valid for NAT HLA
operations but it is important to note that their longevity will be
limited. Since subsequently, from January 2020, Milestone 4 of
the MNPS to PBN NAT Transition Plan will take effect
and the NAT HLA airspace will be re-designated for “PBN
Based Operations” and thus from then Aircraft Approvals
based on the earlier 6.3NM MNPS standard will no longer be
valid.

5. AIRCRAFT SYSTEM/EQUIPMENT REQUIREMENTS:

In order to consider each aircraft for unrestricted operation in the NAT

HLA DGCA approval may presently be granted to an aircraft equipped
as follows:

(a) with at least 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 NAT HLA 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:

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If the two required LRNSs are both GPS, they must be approved
in accordance with the current version of FAA Advisory Circular
AC-20-138D Appendix 1. AC- 20-138 requires that GPS
systems used in Oceanic airspace must have a FDE function.
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 Programs (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 European Aviation Safety Programme (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 programs (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 NAT HLA
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 also highly desirable that the navigation system
employed for the provision of steering guidance is capable
of being coupled to the autopilot.

Note : Some aircraft may carry two independent LRNS but only
one FMCS. Such an arrangement may meet track keeping
parameters but does not provide the required redundancy (in
terms of continuous indication of position relative to track or of
automatic steering guidance) should the FMCS fail; therefore, in
order to obtain NAT HLA certification, dual FMCS is required to
be carried. For example: a single INS is considered to be one
LRNS; and an FMCS with inputs from one or more IRS/ISS is
also considered to be a single LRNS.
.
(d) Since MNPS Airspace is now designated as RVSM airspace
at all levels (i.e. FL 290-410 inclusive) specific State RVSM
Approval is also required to operate within NAT HLA.
RVSM approvals prescribe both airworthiness requirements
to ensure aircraft height-keeping performance in accordance
with the RVSM Minimum Aircraft System Performance
Specification (MASPS), and also crew operating procedures.

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(e) Aircraft operating in RVSM Airspace are required to be

compliant with the altimetry MASPS and hold an issued
approval. RVSM operations are required to be conducted
in MNPS airspace and the following additional equipment
shall also be installed.

i) Two fully serviceable independent primary altitude

measurement systems;
ii) One automatic altitude-control system;
iii)One altitude-alerting device; and
iv) A functioning Mode-C SSR Transponder.
v) ADS-C and CPDLC (for RLatSM)

(f) Carriage of standby navigation equipment shall be governed

by ICAO Annex 6 Part I and Part II – Chapter 7

(g) Any other equipment which meets MNPSA accuracy criteria

and is acceptable to DGCA may be installed.

6. OPERATIONAL REQUIREMENT:

6.1 Each operator shall develop NAT HLA operational procedures in

accordance with NAT Doc 007 - Guidance concerning Air Navigation in
and above the NAT HLA (latest version).

6.2 Each operator shall have a system of evaluation and recording Inertial
Navigation System radial errors and ensure that such defects when
reported are duly rectified.

7. TRAINING REQUIREMENTS

7.1 Introduction

7.1.1 The operating crew shall be adequately trained and kept proficient for
operation of aircraft in NAT HLA and shall be fully aware of the
procedures to be followed. During operations in NAT HLA if there is
any failure, the pilot shall inform the concerned ATC immediately and
comply with their instructions. Operators shall ensure that appropriate
guidance is provided to all flight dispatchers in accordance with NAT
Doc 007 (latest version).

7.1.2 All initial NAT HLA training courses must be approved by the FSD,
DGCA prior to use and the syllabus incorporated in the Operations
Manual. Recurrent training is required on an annual basis. The
following items detailed below should be standardized and
incorporated into training programmes and operating practices and
procedures.

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7.2 Flight Crew Training

The following items should be included in flight crew training (initial

and recurrent) programmes:

(a) Knowledge, understanding and compliance of standard ATC

phraseology and track messages used in each area of
operations;

(b) MNPS procedures for NAT (and other areas when applicable)

(c) Changes to charting and documents to reflect MNPS.

(d) Navigation equipment required to be operational for flight in

designated MNPS airspace, limitations associated with the
RNAV equipment;

(e) Flight planning requirements;

(f) Entry, in-flight and exit requirements and procedures

(g) Contingency procedures for system failures or navigation

inaccuracies

(h) Position error log and notification requirements;

(i) Operations Manual information and procedures

8. MAINTENANCE REQUIREMENTS:

8.1 All equipment/systems pertaining to NAT HLA shall be maintained in

accordance with the manufacturers approved maintenance program.

8.2 Aircraft Maintenance Engineers(AME) shall scrutinize the Flight

Reports for pilot reported Inertial Navigation System radial errors
or failures and ensure that such defects are promptly rectified.

9. MINIMUM EQUIPMENT LIST (MEL)

Each operator shall reflect requirements of minimum navigation

systems for NAT HLA in their MEL.

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10. VALIDATION FLIGHT(S)

The contents of the NAT HLA application and programmes may be

sufficient to validate the aircraft. However, the final step of the approval
process may require a validation flight through NAT HLA by a DGCA Flight
Operations Inspector to verify that all relevant procedures are applied
effectively. If the performance is satisfactory, operational approval for NAT
HLA may be granted.

11. APPROVAL

Approval to operate in NAT HLA will be granted as by inclusion in the

AOC/AOP issued by the DGCA for commercial operators and a Letter of
Authorisation for General Aviation operators. Each aircraft for which the
operator is granted authority will be listed.

12. FEES

Fees for NAT HLA approval on first aircraft type with the operator shall
be Rs Ten Thousand only.

(B S Bhullar)
Director General of Civil Aviation

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