World Air Ops | NAT | Doc 007 MNPS Guidance

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Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 11- KEF – EMBLA – 63°N 30°W – 61°N 40°W – OZN- KEF – GIMLI – DA (Kulusuk) – SF (Kangerlussuaq) – YFB- SF (Kangerlussuaq) - 67°N 60°W - YXP- OZN – 59°N 50°W – PRAWN – YDP- OZN – 59°N 50°W – PORGY – HO- OZN – 58°N 50°W – LOACH – YYRd) The following special routes may also be flown without an LRNS (i.e. with only short-rangenavigation equipment such as VOR, DME, ADF), but it must be noted that State approvalfor operation within MNPS Airspace via these routes is still necessary:- VALDI - MY (Myggenes) - ING – KEF(G3)- GONUT - MY (Myggenes)(G11)11.2.3 Such use of the foregoing routes is subject to the following conditions:a) sufficient navigation capability remains to ensure that MNPS accuracy and the ICAOAnnex 6 (Chapter 7 of Parts I and II) requirements for redundancy can be met by relying onshort-range navaids;b) a revised flight plan is filed with the appropriate ATS unit;c) an appropriate ATC clearance is obtained.(Further information on the requisite procedures to follow can be obtained from Section ENR 1.8-4 and 1.8-5 in AIP Iceland and in Section RAC 11.22 in AIP Canada.)Note: detailed information (including route definitions and operating procedures), whichenables flight along other special routes within MNPS Airspace, may be found in relevant AIPs.This is specifically so, for aircraft operating without 2 LRNSs between Iceland and Greenland andbetween Greenland and Canada.One System Fails Before the OCA Boundary is Reached11.2.4 The pilot must consider:a) landing at a suitable aerodrome before the boundary or returning to the aerodrome ofdeparture;b) diverting via one of the special routes described previously;c) obtaining a re-clearance above or below MNPS Airspace.One System Fails After the OCA Boundary is Crossed11.2.5 Once the aircraft has entered oceanic airspace, the pilot should normally continue to operatethe aircraft in accordance with the Oceanic Clearance already received, appreciating that the reliability of thetotal navigation system has been significantly reduced.11.2.6 The pilot should however,a) assess the prevailing circumstances (e.g. performance of the remaining system, remainingportion of the flight in MNPS Airspace, etc.);NAT Doc 007 74 Edition 2010
Guidance concerning Air Navigation in and above the NAT MNPSA CHAPTER 11b) prepare a proposal to ATC with respect to the prevailing circumstances (e.g. requestclearance above or below MNPS Airspace, turn-back, obtain clearance to fly along one ofthe special routes, etc.);c) advise and consult with ATC as to the most suitable action;d) obtain appropriate re-clearance prior to any deviation from the last acknowledged OceanicClearance.11.2.7 When the flight continues in accordance with its original clearance (especially if the distanceahead within MNPS Airspace is significant), the pilot should begin a careful monitoring programme:a) to take special care in the operation of the remaining system bearing in mind that routinemethods of error checking are no longer available;b) to check the main and standby compass systems frequently against the information which isstill available;c) to check the performance record of the remaining equipment and if doubt arises regarding itsperformance and/or reliability, the following procedures should be considered:- attempting visual sighting of other aircraft or their contrails, which may provide a trackindication;- calling the appropriate OAC for information on other aircraft adjacent to the aircraft’sestimated position and/or calling on VHF to establish contact with such aircraft (preferablysame track/level) to obtain from them information which could be useful. e.g. drift,groundspeed, wind details.The Remaining System Fails After Entering MNPS Airspace11.2.8 The pilot should:a) immediately notify ATC;b) make best use of procedures specified above relating to attempting visual sightings andestablishing contact on VHF with adjacent aircraft for useful information;c) keep a special look-out for possible conflicting aircraft, and make maximum use of exteriorlights;d) if no instructions are received from ATC within a reasonable period consider climbing ordescending 500 feet, broadcasting action on 121.5 MHz and advising ATC as soon aspossible.Note: this procedure also applies when a single remaining system gives an indication ofdegradation of performance, or neither system fails completely but the system indications divergewidely and the defective system cannot be determined.Complete Failure of Navigation Systems Computers11.2.9 A characteristic of the navigation computer system is that the computer element might fail,and thus deprive the aircraft of steering guidance and the indication of position relative to cleared track, butthe basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left unimpaired. A typical drill tominimise the effects of a total navigation computer system failure is suggested below. It requirescomprehensive use of the plotting chart.a) use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculateETAs.b) draw the cleared route on a chart and extract mean true tracks between waypoints.NAT Doc 007 75 Edition 2010
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World Air Ops | NAT | Doc 007 MNPS Guidance

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