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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 6flight plans. Such aircraft should, however, enter oceanic airspace at the first oceanic entry point and speedcontained in the filed flight plan and proceed via the filed flight plan route to landfall.6.6.25 The rationale here must be appreciated. In such circumstances it is likely that ATC will havesimultaneously lost HF communications with multiple aircraft in the same vicinity. Should pilots thenwrongly apply the “normal” radio failure procedures and “fly the flight plan”, there is a possibility that twosuch aircraft may have filed conflicting flight paths/levels through the subsequent oceanic airspace, andwithout communications with either aircraft, ATC would then be unable to intervene to resolve the conflict.Since safe aircraft level separation assurance has already been incorporated into the current domesticclearances, it is consequently imperative that under such (Domestic and Oceanic) HF-blackoutcircumstances, all aircraft electing to continue flight into NAT oceanic airspace without a received andacknowledged oceanic clearance, should adhere to the flight level in the last received domesticclearance. No level changes should be made to comply with a filed oceanic level that is different fromthat of the domestic clearance in effect at the time that ATC air-ground communications were lost.Operational Procedures following Loss of HF Communications after Entering the NAT6.6.26 If the HF communications equipment failure occurs or HF Blackout conditions areencountered after entering the NAT then : -The pilot must proceed in accordance with the last received and acknowledged Oceanic Clearance,including level and speed, to the last specified oceanic route point (normally landfall). After passingthis point, the pilot should conform with the relevant AIP specified State procedures/regulations andif necessary rejoin the filed flight plan route by proceeding, via the published ATS route structurewhere possible, to the next significant point contained in the filed flight plan. Note: the relevantState procedures/regulations to be followed by an aircraft in order to rejoin its filed Flight Planroute are specified in detail in the appropriate State AIP.6.6.27 Aircraft with a destination within the NAT Region should proceed to their clearance limitand follow the ICAO standard procedure to commence descent from the appropriate designated navigationaid serving the destination aerodrome at, or as close as possible to, the expected approach time. Detailedprocedures are promulgated in relevant State AIPs.Summary of Operational Procedures Required following Loss of Air/Ground ATS Communications in theNAT Region6.6.28 The foregoing detailed operational procedures can be simply summarised as follows :• Equipment Failure before receiving an Oceanic Clearance:-Divert or fly the Flight Plan route, speed and initial planned oceanic level to landfall.• Blackout encountered (in an HF comms Domestic ATC environment) before receiving an OceanicClearance:-Continue at Domestic cleared level and follow flight planned route and speed to landfall.• Equipment Failure or Blackout after receiving an Oceanic Clearance:-Fly that clearance to landfall.In all cases, after landfall rejoin, or continue on, the flight planned route, using appropriate State AIPspecified procedures for the domestic airspace entered.NAT Doc 007 40 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 66.7 CONTINGENCY SITUATIONS AFFECTING ATM PROVISION IN THE NATREGION6.7.1 In the anticipation of situations arising which might result in the partial or total disruption ofAir Traffic Services within the NAT Region, NAT ATS Providers have developed arrangements whichwould, in such events, be put in place to ensure, as far as possible, the continued safety of air navigation.Such arrangements include required actions by pilots and operators of affected flights. These arrangementsare detailed in “The North Atlantic Air Traffic Management Operational Contingency Plan – Doc.006”which can be downloaded from the ICAO Paris website at http://www.paris.icao.int/ . Operators and Pilotsplanning and conducting operations in North Atlantic region should ensure their familiarity with thesearrangements and in particular with the actions expected of pilots in such contingency situations.6.7.2 The plan is presented in two parts. The first deals with contingency arrangements necessarywhen only one NAT ATS unit is affected. While the second addresses events which are likely to affect morethan one facility within the NAT region, for example the contamination of the airspace by volcanic ash.Where available, information is also provided outlining the steps taken by ANSPs to deal with any long termunavailability of an ATC facility.6.8 OPERATION OF TRANSPONDERS6.8.1 All aircraft operating as IFR flights in the NAT Region shall be equipped with a pressurealtitudereporting SSR transponder. Unless otherwise directed by ATC, pilots flying in the NAT FIRs willoperate transponders continuously in Mode A/C Code 2000, except that the last assigned code will beretained for a period of 30 min after entry into NAT airspace. Pilots should note that it is important tochange from the last assigned domestic code to the Mode A/C Code 2000 since the original domestic codemay not be recognised by the subsequent Domestic Radar Service on exit from the oceanic airspace. Itshould be noted that this procedure does not affect the use of the special purpose codes (7500, 7600 and7700) in cases of unlawful interference, radio failure or emergency. However, given the current heightenedsecurity environment crews must exercise CAUTION when selecting Codes not to inadvertently cyclethrough any of these special purpose codes and thereby possibly initiate the launching of an interception.6.8.2 Reykjavik ACC provides a radar control service in the south-eastern part of its area andconsequently transponder codes issued by Reykjavik ACC must be retained throughout the Reykjavik OCAuntil advised by ATC.6.9 AIRBORNE COLLISION AVOIDANCE SYSTEMS (ACAS)6.9.1 From 1 January 2005, all turbine-engined aeroplanes having a maximum certificated take-offmass exceeding 5,700 kg or authorized to carry more than 19 passengers have been required to carry andoperate ACAS II in the NAT Region. TCAS Version 7.0 meets the technical specifications for ACAS II ascontained in ICAO Annex 10 Volume IV. Pilots should report all ACAS/TCAS Resolution Advisorieswhich occur in the NAT Region to the controlling authority for the airspace involved. (See further on this inChapter 12.)NAT Doc 007 41 Edition 2010
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