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authorities requirements. Similarly, “FMC Waypoint position reports” sent via datalink also include wind
and temperature data and aircraft participating in such a datalink programme are deemed to meet the MET
authorities requirement for the provision of MET data. Nevertheless it must be appreciated that any such
automated MET Reports do not include information on any turbulence or any other unusual meteorological
phenomena. Any pilot providing position reports via datalink, who encounters turbulence, etc should report
this information via voice or if appropriate via a CPDLC free text downlink message.
6.6 HF COMMUNICATIONS FAILURE
6.6.1 Rules and procedures for the operation of an aircraft following a radio communications
failure (RCF) are established to allow ATC to anticipate that aircraft’s subsequent actions and thus for ATC
to be able to provide a service to all other flights within the same vicinity, so as to ensure the continued safe
separation of all traffic. The general principles of such rules and procedures are set out in Annexes 2 and 10
to the ICAO Convention. States publish in their AIPs specific RCF rules and regulations to be followed
within their particular sovereign airspace.
6.6.2 It must be recognised that there is in general an underlying premise in “normal” radio
communications failure procedures that they are for use when a single aircraft suffers an on-board
communications equipment failure. Within the NAT Region and some adjacent domestic airspace (e.g.
Northern Canada), where HF Voice is primarily used for air-ground ATC communications, ionospheric
disturbances resulting in poor radio propagation conditions can also interrupt these communications. While
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 32 Edition 2005
it is impossible to provide guidance for all situations associated with an HF communications failure, it is,
however, extremely important to differentiate between two distinct circumstances: - firstly, an on-board
communications equipment failure, resulting in an individual aircraft losing HF communications with ATC
and; secondly, the occurrence of poor HF propagation conditions (commonly referred to as “HF Blackouts”),
which can simultaneously interrupt HF air-ground communications for many aircraft over a wide area.
6.6.3 In the case of an on-board communications equipment failure, even though ATC loses
contact with that aircraft, it can anticipate that aircraft’s actions and, if necessary modify the profiles of other
aircraft in the same vicinity in order to maintain safe separations.
6.6.4 However, the occurrence of poor HF propagation conditions can simultaneously interrupt HF
air-ground communications for many aircraft over a wide area and ATC may then be unable to make any
interventions to assure safe traffic separations. Notwithstanding the gradual introduction of Datalink and
perhaps SATCOM Voice for regular air-ground ATS communications in the NAT Region, all pilots must
recognise that, pending the mandatory carriage and use of such means, an HF blackout will impact the ability
of ATC to ensure the safe separation of all traffic. Hence, even if using other than HF for regular
communications with ATC, pilots should still exercise appropriate caution when HF blackout
conditions are encountered.
6.6.5 The following procedures are intended to provide general guidance for aircraft operating in,
or proposing to operate in, the NAT Region, which experience a communications failure. These procedures
are intended to complement and not supersede State procedures/regulations.
General Provisions
1. The pilot of an aircraft experiencing a two way ATS communications failure should operate the
SSR Transponder on identity Mode A Code 7600 and Mode C.
2. When so equipped, an aircraft should use Satellite Voice Communications to contact the
responsible aeradio station via special telephone numbers/short codes published in State AIPs (see
also “HF Management Guidance Material for the NAT Region”). However, it must be appreciated
that pending further system developments and facility implementations the capability for
Ground(ATC)-initiated calls varies between different NAT OACs
3. If the aircraft is not equipped with SATCOM then the pilot should attempt to use VHF to contact
any (other) ATC facility or another aircraft, inform them of the difficulty and request that they
relay information to the ATC facility with whom communications are intended.
4. The inter-pilot air-to-air VHF frequency, 123.45 MHz, may be used to relay position reports via
another aircraft. (N.B. The emergency frequency 121.5 MHz should not be used to relay regular
communications, but since all NAT traffic is required to monitor the emergency frequency, it may
　
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