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Operational Procedures following Loss of HF Communications after Entering the NAT
6.6.25 If the HF communications equipment failure occurs or HF Blackout conditions are encountered after entering the NAT then : -
The pilot must proceed in accordance with the last received and acknowledged Oceanic Clearance, including level and speed, to the last specified oceanic route point (normally landfall). After passing this point, the pilot should conform with the relevant AIP specified State procedures/regulations and if necessary rejoin the filed flight plan route by proceeding, via the published ATS route structure where possible, to the next significant point contained in the filed flight plan. Note: the relevant State procedures/regulations to be followed by an aircraft in order to rejoin its filed Flight Plan route are specified in detail in the appropriate State AIP.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 37 Edition 2009
6.6.26 Aircraft with a destination within the NAT Region should proceed to their clearance limit and follow the ICAO standard procedure to commence descent from the appropriate designated navigation aid serving the destination aerodrome at, or as close as possible to, the expected approach time. Detailed procedures are promulgated in relevant State AIPs.
Summary of Operational Procedures Required following Loss of Air/Ground ATS Communications in the NAT Region
6.6.27 The foregoing detailed operational procedures can be simply summarised as follows :
 Equipment Failure before receiving an Oceanic Clearance:-
Divert or fly the Flight Plan route, speed and initial planned oceanic level to landfall.
 Blackout encountered (in an HF comms Domestic ATC environment) before receiving an Oceanic Clearance:-
Continue at Domestic cleared level and follow flight planned route and speed to landfall.
 Equipment Failure or Blackout after receiving an Oceanic Clearance:-
Fly that clearance to landfall.
In all cases, after landfall rejoin, or continue on, the flight planned route, using appropriate State AIP specified procedures for the domestic airspace entered.
6.7 OPERATION OF TRANSPONDERS
6.7.1 Unless otherwise directed by ATC, pilots of aircraft equipped with SSR transponders flying in the NAT FIRs will operate transponders continuously in Mode A/C Code 2000, except that the last assigned code will be retained for a period of 30 min after entry into NAT airspace. Pilots should note that it is important to change from the last assigned domestic code to the Mode A/C Code 2000 since the original domestic code may not be recognised by the subsequent Domestic Radar Service on exit from the oceanic airspace. It should be noted that this procedure does not affect the use of the special purpose codes (7500, 7600 and 7700) in cases of unlawful interference, radio failure or emergency. However, given the current heightened security environment crews must exercise CAUTION when selecting Codes not to inadvertently cycle through any of these special purpose codes and thereby possibly initiate the launching of an interception.
6.7.2 Reykjavik ACC provides a radar control service in the south-eastern part of its area and consequently transponder codes issued by Reykjavik ACC must be retained throughout the Reykjavik OCA until advised by ATC.
6.8 AIRBORNE COLLISION AVOIDANCE SYSTEMS (ACAS)
6.8.1 From 1 January 2005, all turbine-engined aeroplanes having a maximum certificated take-off mass exceeding 5,700 kg or authorized to carry more than 19 passengers are required to carry and operate ACAS II in the NAT Region. Pilots should report all ACAS/TCAS Resolution Advisories which occur in the NAT Region to the controlling authority for the airspace involved. (See further on this in Chapter 11.)
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 7
NAT MNPS 38 Edition 2009
Chapter 7: Application of Mach Number Technique
7.1 DESCRIPTION OF TERMS
7.1.1 The term „Mach Number Technique‟ is used to describe a technique whereby subsonic turbojet aircraft operating successively along suitable routes are cleared by ATC to maintain appropriate Mach Numbers for a relevant portion of the en route phase of their flight.
7.2 OBJECTIVE
7.2.1 The principal objective of the use of Mach Number Technique is to achieve improved utilisation of the airspace on long route segments where ATC has no means, other than position reports, of ensuring that the longitudinal separation between successive aircraft is not reduced below the established minimum. Practical experience has shown that when two or more turbojet aircraft, operating along the same route at the same flight level, maintain the same Mach Number, they are more likely to maintain a constant time interval between each other than when using other methods. This is due to the fact that the aircraft concerned are normally subject to approximately the same wind and air temperature conditions, and minor variations in ground speed, which might increase and decrease the spacing between them, tend to be neutralised over long periods of flight.
　
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