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flight is experiencing navigation difficulties so that appropriate separation can be effected if necessary.
Guidance on What Constitutes a Failed System
10.1.8 Operations or navigation manuals should include guidelines on how to decide when a
navigation system should be considered to have failed, e.g. failures may be indicated by a red warning light,
or by self diagnosis indications, or by an error over a known position exceeding the value agreed between an
operator and its certifying authority. As a generalisation, if there is a difference greater than 15 nm between
two aircraft navigation systems (or between the three systems if it is not possible to detect which are the most
reliable) it is advisable to split the difference between the readings when determining the aircraft's position.
However, if the disparity exceeds 25 nm one or more of the navigation systems should be regarded as having
failed, in which case ATC should be notified.
Inertial System Failures
10.1.9 INSs have proved to be highly accurate and very reliable in service. Manufacturers claim a
drift rate of less than 2 nm per hour; however in practice IRSs with laser gyros are proving to be capable of
maintaining accuracy to better than 1 nm per hour. This in itself can lead to complacency, although failures
do still occur. Close monitoring of divergence of output between individual systems is essential if errors are
to be avoided and faulty units identified.
GPS Failures
10.1.10 If the GPS displays a “loss of navigation function alert”, the pilot should immediately revert
to other available means of navigation, including DR procedures if necessary, until GPS navigation is
regained. The pilot must report the degraded navigation capability to ATC.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 59 Edition 2005
Satellite Fault Detection Outage
10.1.11 If the GPS receiver displays an indication of a fault detection function outage (i.e. RAIM is
not available), navigation integrity must be provided by comparing the GPS position with the position
indicated by another LRNS sensor (i.e. other than GPS), if the aircraft is so equipped. However, if the only
sensor for the approved LRNS is GPS, then comparison should be made with a position computed by
extrapolating the last verified position with airspeed, heading and estimated winds. If the positions do not
agree within 10 nm, the pilot should adopt navigation system failure procedures as subsequently described,
until the exclusion function or navigation integrity is regained, and should report degraded navigation
capability to ATC.
Fault Detection Alert
10.1.12 If the GPS receiver displays a fault detection alert (i.e. a failed satellite), the pilot
may choose to continue to operate using the GPS-generated position if the current estimate of position
uncertainty displayed on the GPS from the FDE algorithm is actively monitored. If this exceeds 10 nm, the
pilot should immediately begin using the following navigation system failure procedures, until the exclusion
function or navigation integrity is regained, and should report degraded navigation capability to ATC.
10.2 PARTIAL OR COMPLETE LOSS OF NAVIGATION/FMS CAPABILITY BY AIRCRAFT
HAVING STATE APPROVAL FOR UNRESTRICTED OPERATIONS IN MNPS AIRSPACE
10.2.1 Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before
take off, the two basic requirements for MNPS Airspace operations may still be met and the flight can
proceed normally. The following guidance is offered for aircraft equipped with only two operational
LRNSs:
One System Fails Before Take-Off
10.2.2 The pilot must consider:
• delaying departure until repair is possible;
• obtaining a clearance above or below MNPS Airspace;
• planning on the special routes known as the ‘Blue Spruce’ Routes, which have been established for
use by aircraft suffering partial loss of navigation capability (Note: As indicated in Chapter 1, these
routes may also be flown by aircraft approved for NAT MNPSA operations but equipped with only a
single LRNS). These Blue Spruce Routes are as follows :
- (Stornoway/Benbecula) STN/BEN – RATSU(61°N 10°W) – ALDAN – KEF (Keflavik)
(VHF coverage exists. Non HF equipped aircraft can use this route)
- (Stornoway/Benbecula) STN/BEN – ATSIX(60°N 10°W) – 61°N 12°34'W – ALDAN –
KEF (Keflavik) (HF is required on this route)
- (Shannon/Machrihanish/Belfast/Glasgow) SHA/MAC/BEL/GOW – GOMUP(57°N 10°W) –
60°N 15°W – 61°N 16°30'W – BREKI – KEF (Keflavik)
(HF is required on this route)
- (Keflavik) KEF – EMBLA – 63°N 30°W – 61°N 40°W – OZN (Prins Christian Sund)
　
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