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may choose to continue to operate using the GPS-generated position if the current estimate of position
uncertainty displayed on the GPS from the FDE algorithm is actively monitored. If this exceeds 10 nm, the
pilot should immediately begin using the following navigation system failure procedures, until the exclusion
function or navigation integrity is regained, and should report degraded navigation capability to ATC.
10.2 LOSS OF NAVIGATION/FMS CAPABILITY
10.2.1 Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before
take off, the two basic requirements for MNPS Airspace operations may still be met and the flight can
proceed normally. The following guidance is offered for aircraft having state approval for unrestricted
operations in MNPS airspace and which are equipped with only two operational LRNSs:
One System Fails Before Take-Off
10.2.2 The pilot must consider:
a) delaying departure until repair is possible;
b) obtaining a clearance above or below MNPS Airspace;
c) planning on the special routes known as the ‘Blue Spruce’ Routes, which have been
established for use by aircraft suffering partial loss of navigation capability (Note: As
indicated in Chapter 1, these routes may also be flown by aircraft approved for NAT MNPSA
operations but equipped with only a single LRNS). These Blue Spruce Routes are as
follows:
- MOXAL – RATSU (for flights departing Reykjavik Airport)
(VHF coverage exists. Non HF equipped aircraft can use this route)
- OSKUM – RATSU (for flights departing Keflavik Airport)
(VHF coverage exists. Non HF equipped aircraft can use this route)
- RATSU – ALDAN – KEF (Keflavik)
(VHF coverage exists. Non HF equipped aircraft can use this route)
- ATSIX – 61°N 12°34'W – ALDAN – KEF
(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
- SF (Kangerlussuaq) - 67°N 60°W - YXP
- OZN – 59°N 50°W – PRAWN – YDP
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 61 Edition 2008
- 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.);
　
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