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following such a pre-coordinated strategic oceanic clearance are guaranteed conflict-free progress to oceanic
exit. By this means, safe NAT passage for flights continuing to adhere to such a received oceanic clearance,
is ensured, even if no ATS communications are subsequently possible with any one, or even with all, of
those strategically planned aircraft.
6.6.18 Every effort is made by the initial NAT OAC to clear aircraft as per their filed flight plans.
However, this is not always possible, particularly during peak traffic flow periods. Aircraft may receive
clearances at flight levels or speeds other than those flight planned or, less frequently, may be cleared on
oceanic tracks via entry or exit points other than those contained in the filed flight plan. Also it must be
recognized that while a filed NAT flight plan may contain one or more step climbs for execution within the
NAT Region, the initially issued oceanic clearance, or even any subsequently updated clearance (i.e. reclearance),
has only been co-ordinated for a single ( i.e. initial or current) flight level. It must therefore be
appreciated that it is only the flight routing and profile contained in the current received oceanic clearance
that has been guaranteed to provide conflict-free progress. Unless this oceanic clearance is precisely the
same as the filed flight plan, in any lost communications situation in the NAT Region, if a pilot in receipt of
an oceanic clearance unilaterally reverts to his/her filed flight plan (even by simply executing a later step
climb), then a guarantee of conflict-free progress no longer exists. Consequently, if a NAT aircraft loses the
possibility of communications with the relevant OAC at any time after receiving and acknowledging an
oceanic clearance, and the pilot elects to continue the flight, then the aircraft must adhere strictly to the
routing and profile of the current oceanic clearance until exiting the NAT Region.
Operational Procedures following Loss of HF Communications Prior to Entry into the NAT
On-Board HF Communications Equipment Failure
6.6.19 Due to the potential length of time in oceanic airspace, it is strongly recommended that a
pilot, experiencing an HF communications equipment failure prior to entering the NAT, whilst still in
domestic airspace and still in VHF contact with the domestic ATC Unit, does not enter NAT airspace but
adopts the procedure specified in the appropriate domestic AIP and lands at a suitable airport. Should the
pilot, nevertheless, elect to continue the flight then every effort must be made to obtain an oceanic clearance
and the routing, initial level and speed contained in that clearance must be maintained throughout the entire
oceanic segment. Any level or speed changes required to comply with the Oceanic Clearance must be
completed within the vicinity of the oceanic entry point.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 36 Edition 2009
6.6.20 If, however, an oceanic clearance cannot be obtained, the individual aircraft suffering radio
communications equipment failure should enter oceanic airspace at the first oceanic entry point, level and
speed contained in the filed flight plan and proceed via the filed flight plan route to landfall. The initial
oceanic level and speed included in the filed flight plan must be maintained until landfall.
N.B. This is the ONLY situation in which a pilot may unilaterally elect to “fly the flight plan”
through the NAT Region.
“HF Blackout
6.6.21 In the case of aircraft that lose ATC communications as a result of poor propagation
conditions (“HF Blackouts”) when approaching NAT airspace through domestic airspace where ATC
communications are also conducted via HF (e.g. entering the NAT through Northern Canadian airspace into
the Reykjavik OCA), it is probably less advisable to execute unscheduled landings. These poor propagation
conditions are very likely to affect many aircraft simultaneously and multiple diversions of “lost comms”
aircraft might create further difficulties and risks.
6.6.22 As with the equipment failure situation, aircraft approaching the NAT and losing ATC
communications as a result of poor HF radio propagation conditions should, if already in receipt of an
oceanic clearance, follow the routing specified in that clearance and maintain the initial cleared level and
speed throughout the oceanic segment i.e. through to landfall.
6.6.23 However, in these HF Blackout circumstances, if no oceanic clearance has been received, the
aircraft must remain at the last cleared domestic flight level, not only to the ocean entry point but also
throughout the whole subsequent oceanic segment (i.e. until final landfall). This is in stark contrast to the
　
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