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One System Fails Before Take-Off
10.2.2 The pilot must consider:
a) delaying departure until repair is possible;
b) obtaining a clearance above or below MNPS Airspace;
c) 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:
- MOXAL – RATSU (for flights departing Reykjavik Airport) (VHF coverage exists. Non HF equipped aircraft can use this route)
- OSKUM – RATSU (for flights departing Keflavik Airport) (VHF coverage exists. Non HF equipped aircraft can use this route)
- RATSU – ALDAN – KEF (Keflavik) (VHF coverage exists. Non HF equipped aircraft can use this route)
- ATSIX – 61°N 12°34'W – ALDAN – KEF (HF is required on this route)
- GOMUP – 60°N 15°W – 61°N 16°30'W – BREKI – KEF (HF is required on this route)
- KEF – EMBLA – 63°N 30°W – 61°N 40°W – OZN
- KEF – GIMLI – DA (Kulusuk) – SF (Kangerlussuaq) – YFB
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 62 Edition 2009
- SF (Kangerlussuaq) - 67°N 60°W - YXP
- OZN – 59°N 50°W – PRAWN – YDP
- OZN – 59°N 50°W – PORGY – HO
- OZN – 58°N 50°W – LOACH – YYR
d) The following special routes may also be flown without an LRNS (i.e. with only short-range navigation equipment such as VOR, DME, ADF), but it must be noted that State approval for operation within MNPS Airspace via these routes is still necessary:
- VALDI - MY (Myggenes) - ING – KEF (G3)
- GONUT - MY (Myggenes) (G11)
10.2.3 Such use of the foregoing routes is subject to the following conditions:
a) sufficient navigation capability remains to ensure that MNPS accuracy and the ICAO Annex 6 (Chapter 7 of Parts I and II) requirements for redundancy can be met by relying on short-range navaids;
b) a revised flight plan is filed with the appropriate ATS unit;
c) an appropriate ATC clearance is obtained.
(Further information on the requisite procedures to follow can be obtained from Section ENR 1.8-4 and 1.8-5 in AIP Iceland and in Section RAC 11.22 in AIP Canada.)
Note: detailed information (including route definitions and operating procedures), which enables flight along other special routes within MNPS Airspace, may be found in relevant AIPs. This is specifically so, for aircraft operating without 2 LRNSs between Iceland and Greenland and between Greenland and Canada.
One System Fails Before the OCA Boundary is Reached
10.2.4 The pilot must consider:
a) landing at a suitable aerodrome before the boundary or returning to the aerodrome of departure;
b) diverting via one of the special routes described previously;
c) obtaining a re-clearance above or below MNPS Airspace.
One System Fails After the OCA Boundary is Crossed
10.2.5 Once the aircraft has entered oceanic airspace, the pilot should normally continue to operate the aircraft in accordance with the Oceanic Clearance already received, appreciating that the reliability of the total navigation system has been significantly reduced.
10.2.6 The pilot should however,
a) assess the prevailing circumstances (e.g. performance of the remaining system, remaining portion of the flight in MNPS Airspace, etc.);
b) prepare a proposal to ATC with respect to the prevailing circumstances (e.g. request clearance above or below MNPS Airspace, turn-back, obtain clearance to fly along one of the special routes, etc.);
c) advise and consult with ATC as to the most suitable action;
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 63 Edition 2009
d) obtain appropriate re-clearance prior to any deviation from the last acknowledged Oceanic Clearance.
10.2.7 When the flight continues in accordance with its original clearance (especially if the distance ahead within MNPS Airspace is significant), the pilot should begin a careful monitoring programme:
a) to take special care in the operation of the remaining system bearing in mind that routine methods of error checking are no longer available;
b) to check the main and standby compass systems frequently against the information which is still available;
c) to check the performance record of the remaining equipment and if doubt arises regarding its performance and/or reliability, the following procedures should be considered:
- attempting visual sighting of other aircraft or their contrails, which may provide a track indication;
- calling the appropriate OAC for information on other aircraft adjacent to the aircraft‟s estimated position and/or calling on VHF to establish contact with such aircraft (preferably same track/level) to obtain from them information which could be useful. e.g. drift, groundspeed, wind details.
　
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