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c) advise and consult with ATC as to the most suitable action;
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:
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 62 Edition 2008
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
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 11
NAT MNPS 63 Edition 2008
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 SELCAL with HF
communications in North Atlantic operations, pilots' situation awareness, of other potentially conflicting
traffic, may be non-existent or incomplete. If the aircraft is in an area where ATC communications are being
　
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