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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). Procedures particular to the NAT MNPSA environment are contained in ICAO
NAT Regional Supplementary Procedures (Doc.7030) (available at http://www.nat-pco.org/ ) 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 64 Edition 2008
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,
at the edge of, or within the system). Other factors which may affect the direction of turn are: direction to an
alternate airport, terrain clearance, levels allocated on adjacent routes or tracks and any known SLOP off sets
adopted by other nearby traffic.
Subsequent Action
11.3.3 An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from its
original cleared track centreline and therefore clear of any potentially conflicting traffic above or below
following the same track, should :
a) climb or descend 1000 ft if above FL410
b) climb or descend 500 ft when below FL410
c) climb 1000 ft or descend 500 ft if at FL410
Note : - PANS ATM (Doc.4444) currently suggests that such climbs or descents be effected after
the aircraft is established on the 15 NM offset track, although a further caveat advises that the
sequence of actions should be determined by the pilots judgement. Given the density of traffic in
NAT MNPS airspace, and in particular in the OTS, it is recommended that this caveat should be
employed here and these climbs or descents should be completed prior to establishing on the
15 NM offset track.
11.3.4 An aircraft that is unable to maintain its assigned flight level should, whenever possible,
initially minimise its rate of descent when leaving its original track centreline and then expedite descent to a
feasible flight level which differs from those normally used by 500 ft if below FL410 (or by 1000 ft if above
FL410).
11.3.5 Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst
maintaining the 15 NM offset track, expedite climb above or descent below the vast majority of NAT traffic
(i.e. to a level above FL410 or below FL285), and then maintain a flight level which differs from those
normally used: by 1000 ft if above FL410, or by 500 ft if below FL410. However, if the pilot is unable or
unwilling to carry out a major climb or descent, then any diversion should be carried out at a level 500 ft
different from those in use within MNPS Airspace, until a new ATC clearance is obtained.
11.3.6 If these contingency procedures are employed by a twin engine aircraft as a result of the
shutdown of a power unit or the failure of a primary aircraft system the pilot should advise ATC as soon as
practicable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious
handling.
11.4 DEVIATIONS AROUND SEVERE WEATHER
11.4.1 If the aircraft is required to deviate from track to avoid weather (e.g. thunderstorms), the
pilot should request a revised clearance from ATC and obtain essential traffic information, if possible prior
to deviating. However, if such prior ATC clearance cannot be obtained, the procedures described below
should be adopted and in the meantime efforts should be continued to obtain an appropriate ATC clearance.
a) If possible, deviate away from the organised track or route system;
b) Establish communications with and alert nearby aircraft broadcasting, at suitable intervals:
　
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