World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 11a) checking malfunction codes for indication of unserviceabilityb) obtaining a fix. It may be possible to use the following:- the weather radar (range marks and relative bearing lines) to determine the positionrelative to an identifiable landmark such as an island; or- the ADF to obtain bearings from a suitable long-range NDB, in which case magneticvariation at the position of the aircraft should be used to convert the RMI bearings to true;or- if within range, a VOR, in which case the magnetic variation at the VOR location shouldbe used to convert the radial to a true bearing (except when flying in the CanadianNorthern Domestic Airspace where VOR bearings may be oriented with reference to trueas opposed to magnetic north).c) contacting a nearby aircraft on VHF, and comparing information on spot wind, or groundspeed and drift.d) if such assistance is not available, and as a last resort, the flight plan wind speed anddirection for the current DR position of the aircraft, can be compared with that fromnavigation system outputs.Action if the Faulty System Cannot be Identified11.1.7 Occasions may still arise when distance or cross track differences develop between systems,but the crew cannot determine which system is at fault. The majority of operators feel that the proceduremost likely to limit gross tracking errors under such circumstances is to fly the aircraft half way between thecross track differences as long as the uncertainty exists. In such instances, ATC should be advised that theflight is experiencing navigation difficulties so that appropriate separation can be effected if necessary.Guidance on What Constitutes a Failed System11.1.8 Operations or navigation manuals should include guidelines on how to decide when anavigation system should be considered to have failed, e.g. failures may be indicated by a red warning light,or by self diagnosis indications, or by an error over a known position exceeding the value agreed between anoperator and its certifying authority. As a generalisation, if there is a difference greater than 15 NM betweentwo aircraft navigation systems (or between the three systems if it is not possible to detect which are the mostreliable) it is advisable to split the difference between the readings when determining the aircraft's position.However, if the disparity exceeds 25 NM one or more of the navigation systems should be regarded ashaving failed, in which case ATC should be notified.Inertial System Failures11.1.9 INSs have proved to be highly accurate and very reliable in service. Manufacturers claim adrift rate of less than 2 NM per hour; however in practice IRSs with laser gyros are proving to be capable ofmaintaining accuracy to better than 1NM per hour. This in itself can lead to complacency, although failuresdo still occur. Close monitoring of divergence of output between individual systems is essential if errors areto be avoided and faulty units identified.GPS Failures11.1.10 If the GPS displays a “loss of navigation function alert”, the pilot should immediately revertto other available means of navigation, including DR procedures if necessary, until GPS navigation isregained. The pilot must report the degraded navigation capability to ATC.NAT Doc 007 72 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 11Satellite Fault Detection Outage11.1.11 If the GPS receiver displays an indication of a fault detection function outage (i.e. RAIM isnot available), navigation integrity must be provided by comparing the GPS position with the positionindicated by another LRNS sensor (i.e. other than GPS), if the aircraft is so equipped. However, if the onlysensor for the approved LRNS is GPS, then comparison should be made with a position computed byextrapolating the last verified position with airspeed, heading and estimated winds. If the positions do notagree within 10 NM, the pilot should adopt navigation system failure procedures as subsequently described,until the exclusion function or navigation integrity is regained, and should report degraded navigationcapability to ATC.Fault Detection Alert11.1.12 If the GPS receiver displays a fault detection alert (i.e. a failed satellite), the pilot maychoose to continue to operate using the GPS-generated position if the current estimate of position uncertaintydisplayed on the GPS from the FDE algorithm is actively monitored. If this exceeds 10 nm, the pilot shouldimmediately begin using the following navigation system failure procedures, until the exclusion function ornavigation integrity is regained, and should report degraded navigation capability to ATC.11.2 LOSS OF NAVIGATION/FMS CAPABILITY11.2.1 Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even beforetake off, the two basic requirements for MNPS Airspace operations may still be met and the flight canproceed normally. The following guidance is offered for aircraft having state approval for unrestrictedoperations in MNPS airspace and which are equipped with only two operational LRNSs:One System Fails Before Take-Off11.2.2 The pilot must consider:a) delaying departure until repair is possible;b) obtaining a clearance above or below MNPS Airspace;c) planning on the special routes known as the ‘Blue Spruce’ Routes, which have beenestablished for use by aircraft suffering partial loss of navigation capability (Note: Asindicated in Chapter 1, these routes may also be flown by aircraft approved for NAT MNPSAoperations but equipped with only a single LRNS). These Blue Spruce Routes are asfollows:- MOXAL – RATSU (for flights departing Reykjavik Airport)(VHF coverage exists. Non HF equipped aircraft can use this route)- OSKUM – RATSU (for flights departing Keflavik Airport)(VHF coverage exists. Non HF equipped aircraft can use this route)- RATSU – ALDAN – KEF (Keflavik)(VHF coverage exists. Non HF equipped aircraft can use this route)- ATSIX – 61°N 12°34'W – ALDAN – KEF(HF is required on this route)- GOMUP – 60°N 15°W – 61°N 16°30'W – BREKI – KEF(HF is required on this route)NAT Doc 007 73 Edition 2010
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