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possible.
Note: this procedure also applies when a single remaining system gives an indication of
degradation of performance, or neither system fails completely but the system indications diverge
widely and the defective system cannot be determined.
Complete Failure of Navigation Systems Computers
10.2.9 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, but
the basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left unimpaired. A typical drill to
minimise the effects of a total navigation computer system failure is suggested below. It requires
comprehensive use of the plotting chart.
a) use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculate
ETAs.
b) draw the cleared route on a chart and extract mean true tracks between waypoints.
c) at intervals of not more than 15 minutes plot position (LAT/LONG) on the chart and adjust
heading to regain track.
Note: EAG Chart AT (H) 1; No 1 AIDU (MOD) Charts AT(H)1, 2, 3 & 4; the Jeppesen
North/Mid Atlantic Plotting Charts and the NOAA/FAA North Atlantic Route Chart are considered
suitable for this purpose.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 64 Edition 2009
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 65 Edition 2009
Chapter 11: Special Procedures for In-Flight Contingencies
11.1 INTRODUCTION
11.1.1 The following procedures are intended for guidance only. Although all possible
contingencies cannot be covered, they provide for such cases as:
a) inability to maintain assigned level due to weather (for example severe turbulence);
b) aircraft performance problems; or
c) pressurisation failure.
11.1.2 They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilot's judgement will determine the specific sequence of actions taken, having
regard to the prevailing circumstances.
11.2 GENERAL PROCEDURES
11.2.1 If an aircraft is unable to continue its flight in accordance with its ATC clearance, a revised
clearance should be obtained whenever possible, prior to initiating any action, using the radio telephony
distress (MAYDAY) signal or urgency (PAN PAN) signal as appropriate.
11.2.2 If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest
possible time and, in the meantime, the aircraft should broadcast its position (including the ATS Route
designator or the Track Code as appropriate) and its intentions, at frequent intervals on 121.5 MHz (with
123.45 MHz as a back-up frequency). It must be recognised that due to the use of CPDLC, station-to-station
SATCOM voice and SELCAL with HF communications in North Atlantic operations, pilots' situation
awareness, of other potentially conflicting traffic, may be non-existent or incomplete. If, however, the
aircraft is in an area where ATC communications are being conducted on VHF, pending receipt of any
reclearance, the position and intentions should be broadcast on the current control frequency, rather than
123.45 MHz.
11.2.3 Until a revised clearance is obtained the specified NAT in-flight contingency procedures
should be carefully followed. Procedures for general use in Oceanic airspace are contained within the ICAO
PANS ATM (Doc. 4444), specifically Amendment 2 effective November 2009. Procedures particular to the
NAT MNPSA environment are contained in ICAO NAT Regional Supplementary Procedures (Doc.7030)
(available at http://www.paris.icao.int/) and appropriate NAT Provider States‟ AIPs. The procedures are
paraphrased below.
11.2.4 In general terms, the aircraft should be flown at a flight level and/or on a track where other
aircraft are least likely to be encountered. Maximum use of aircraft lighting should be made and a good
look-out maintained. If TCAS is carried, the displayed information should be used to assist in sighting
proximate traffic.
11.3 SPECIAL PROCEDURES
11.3.1 The general concept of these Oceanic in-flight contingency procedures is, whenever
operationally feasible, to offset from the assigned route by 15 NM and climb or descend to a level which
differs from those normally used by 500 ft if below FL410 or by 1000 ft if above FL410.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 66 Edition 2009
Initial Action
11.3.2 The aircraft should leave its assigned route or track by initially turning at least 45° to the
right or left whenever this is feasible. The direction of the turn should, where appropriate, be determined by
the position of the aircraft relative to any organised route or track system (e.g. whether the aircraft is outside,
　
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