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conditions are very likely to affect many aircraft simultaneously and multiple diversions of “lost comms”
aircraft might create further difficulties and risks.
6.6.22 As with the equipment failure situation, aircraft approaching the NAT and losing ATC
communications as a result of poor HF radio propagation conditions, should if already in receipt of an
oceanic clearance, follow the routing specified in that clearance and maintain the initial cleared level and
speed throughout the oceanic segment i.e. through to landfall.
6.6.23 However, in these HF Blackout circumstances, if no oceanic clearance has been received,
the aircraft must remain at the last cleared domestic flight level, not only to the ocean entry point but
also throughout the whole subsequent oceanic segment (i.e. until final landfall). This is in stark contrast
to the equipment failure case. In such HF Blackouts, pilots must not effect level changes to comply with
filed flight plans. Such aircraft should, however, enter oceanic airspace at the first oceanic entry point and
speed contained in the filed flight plan and proceed via the filed flight plan route to landfall.
6.6.24 The rationale here must be appreciated. In such circumstances it is likely that ATC will have
simultaneously lost HF communications with multiple aircraft in the same vicinity. Should pilots then
wrongly apply the “normal” radio failure procedures and “fly the flight plan”, there is a possibility that two
such aircraft may have filed conflicting flight paths/levels through the subsequent oceanic airspace, and
without communications with either aircraft, ATC would then be unable to intervene to resolve the conflict.
Since safe aircraft level separation assurance has already been incorporated into the current domestic
clearances, it is consequently imperative that under such (Domestic and Oceanic) HF-blackout
circumstances, all aircraft electing to continue flight into NAT oceanic airspace without a received and
acknowledged oceanic clearance, should adhere to the flight level in the last received domestic
clearance. No level changes should be made to comply with a filed oceanic level that is different from
that of the domestic clearance in effect at the time that ATC air-ground communications were lost.
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 36 Edition 2005
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
• 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
　
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