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important that even those aircraft that have been able to establish SATCOM contact also broadcast their
position reports.
6.6.12 If for whatever reason SATCOM communications (direct or relayed) are not possible, then
the following procedures may help to re-establish HF communications. Sometimes these ionospheric
disturbances are very wide-spread and HF air-ground communications at all frequencies can be severely
disrupted throughout very large areas (e.g. simultaneously affecting the whole of the NAT Region and the
Arctic.). However, at other times the disturbances may be more localised and/or may only affect a specific
range of frequencies.
6.6.13 In this latter circumstance, HF air-ground communications with the intended aeradio station
may sometimes continue to be possible but on a frequency other than either the primary or secondary
frequencies previously allocated to an aircraft. Hence, in the event of encountering poor HF propagation
conditions pilots should first try using alternative HF frequencies to contact the intended aeradio station.
6.6.14 However, while the ionospheric disturbances may be severe, they may nevertheless only be
localized between the aircraft’s position and the intended aeradio station, thus rendering communications
with that station impossible on any HF frequency. But the aeradio stations providing air-ground services in
the NAT Region do co-operate as a network and it may, even then, still be possible to communicate with
another aeradio station in the NAT network on HF and request that they relay communications. Efforts
should therefore be made to contact other NAT aeradio stations via appropriate HF frequencies.
6.6.15 Nevertheless, as previously indicated, there are occasions when the ionospheric disturbance
is so severe and so widespread that HF air-ground communications with any aeradio station within the NAT
Region network are rendered impossible.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 35 Edition 2008
Rationale for Lost Communications Operational Procedures
Tactical ATC Environment
6.6.16 In a tactical ATC environment,, such as one in which Secondary Surveillance Radar and
VHF voice communications are used, ATC has continuous real-time data on the position/progress of all
relevant traffic and the intentions of any individual aircraft with which ATC may have lost communications
can be inferred from that aircraft’s filed flight plan. Hence, in such an environment, when voice
communications with a single aircraft fail, the relevant published “lost comms procedures” normally require
that aircraft to “land at a suitable aerodrome or continue the flight and adjust level and speed in accordance
with the filed flight plan”. Communications blackouts affecting multiple aircraft, are not a feature of this
type of VHF environment and hence in these circumstances, if required, ATC will be able to re-clear other
traffic to ensure safe separations are maintained.
Procedural ATC Environment
6.6.17 However, in a (largely) non-radar environment such as the North Atlantic, ATC must rely
significantly upon the HF Voice Position Reports communicated by each aircraft for position, progress and
intent data. Communications equipment failures and/or poor propagation conditions can interrupt the
provision of this information. Therefore, to mitigate against such occurrences in the busy NAT MNPS
airspace, outside of VHF coverage ATC often employs strategic traffic planning and issues Oceanic
Clearances which have been pre-co-ordinated with downstream OACs. Thereby ensuring that flights
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
　
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