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(HF is required on this route)
- GOMUP – 60°N 15°W – 61°N 16°30'W – BREKI – KEF
(HF is required on this route)
- KEF – EMBLA – 63°N 30°W – 61°N 40°W – OZN
- KEF – GIMLI – DA (Kulusuk) – SF (Kangerlussuaq) – YFB
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 62 Edition 2009
- 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 – YYR
d) The following special routes may also be flown without an LRNS (i.e. with only short-range
navigation equipment such as VOR, DME, ADF), but it must be noted that State approval
for operation within MNPS Airspace via these routes is still necessary:
- VALDI - MY (Myggenes) - ING – KEF
(G3)
- GONUT - MY (Myggenes)
(G11)
10.2.3 Such use of the foregoing routes is subject to the following conditions:
a) sufficient navigation capability remains to ensure that MNPS accuracy and the ICAO Annex
6 (Chapter 7 of Parts I and II) requirements for redundancy can be met by relying on shortrange
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), which
enables 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 and
between Greenland and Canada.
One System Fails Before the OCA Boundary is Reached
10.2.4 The pilot must consider:
a) landing at a suitable aerodrome before the boundary or returning to the aerodrome of
departure;
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 Crossed
10.2.5 Once the aircraft has entered oceanic airspace, the pilot should normally continue to operate
the aircraft in accordance with the Oceanic Clearance already received, appreciating that the reliability of the
total navigation system has been significantly reduced.
10.2.6 The pilot should however,
a) assess the prevailing circumstances (e.g. performance of the remaining system, remaining
portion of the flight in MNPS Airspace, etc.);
b) prepare a proposal to ATC with respect to the prevailing circumstances (e.g. request
clearance above or below MNPS Airspace, turn-back, obtain clearance to fly along one of
the special routes, etc.);
c) advise and consult with ATC as to the most suitable action;
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 63 Edition 2009
d) obtain appropriate re-clearance prior to any deviation from the last acknowledged Oceanic
Clearance.
10.2.7 When the flight continues in accordance with its original clearance (especially if the distance
ahead 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 routine
methods of error checking are no longer available;
b) to check the main and standby compass systems frequently against the information which is
still available;
c) to check the performance record of the remaining equipment and if doubt arises regarding its
performance and/or reliability, the following procedures should be considered:
- attempting visual sighting of other aircraft or their contrails, which may provide a track
indication;
- calling the appropriate OAC for information on other aircraft adjacent to the aircraft‟s
estimated position and/or calling on VHF to establish contact with such aircraft (preferably
same track/level) to obtain from them information which could be useful. e.g. drift,
groundspeed, wind details.
The Remaining System Fails After Entering MNPS Airspace
10.2.8 The pilot should:
a) immediately notify ATC;
b) make best use of procedures specified above relating to attempting visual sightings and
establishing contact on VHF with adjacent aircraft for useful information;
c) keep a special look-out for possible conflicting aircraft, and make maximum use of exterior
lights;
d) if no instructions are received from ATC within a reasonable period consider climbing or
descending 500 feet, broadcasting action on 121.5 MHz and advising ATC as soon as
　
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