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The Remaining System Fails After Entering MNPS Airspace
10.2.8 The pilot should:
a) immediately notify ATC;
b) make best use of procedures specified above relating to attempting visual sightings and establishing contact on VHF with adjacent aircraft for useful information;
c) keep a special look-out for possible conflicting aircraft, and make maximum use of exterior lights;
d) if no instructions are received from ATC within a reasonable period consider climbing or descending 500 feet, broadcasting action on 121.5 MHz and advising ATC as soon as possible.
Note: this procedure also applies when a single remaining system gives an indication of degradation of performance, or neither system fails completely but the system indications diverge widely and the defective system cannot be determined.
Complete Failure of Navigation Systems Computers
10.2.9 A characteristic of the navigation computer system is that the computer element might fail, and thus deprive the aircraft of steering guidance and the indication of position relative to cleared track, but the basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left unimpaired. A typical drill to minimise the effects of a total navigation computer system failure is suggested below. It requires comprehensive use of the plotting chart.
a) use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculate ETAs.
b) draw the cleared route on a chart and extract mean true tracks between waypoints.
c) at intervals of not more than 15 minutes plot position (LAT/LONG) on the chart and adjust heading to regain track.
Note: EAG Chart AT (H) 1; No 1 AIDU (MOD) Charts AT(H)1, 2, 3 & 4; the Jeppesen North/Mid Atlantic Plotting Charts and the NOAA/FAA North Atlantic Route Chart are considered suitable for this purpose.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 64 Edition 2009
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
NAT MNPS 65 Edition 2009
Chapter 11: Special Procedures for In-Flight Contingencies
11.1 INTRODUCTION
11.1.1 The following procedures are intended for guidance only. Although all possible contingencies cannot be covered, they provide for such cases as:
a) inability to maintain assigned level due to weather (for example severe turbulence);
b) aircraft performance problems; or
c) pressurisation failure.
11.1.2 They are applicable primarily when rapid descent, turn-back, or diversion to an alternate aerodrome is required. The pilot's judgement will determine the specific sequence of actions taken, having regard to the prevailing circumstances.
11.2 GENERAL PROCEDURES
11.2.1 If an aircraft is unable to continue its flight in accordance with its ATC clearance, a revised clearance should be obtained whenever possible, prior to initiating any action, using the radio telephony distress (MAYDAY) signal or urgency (PAN PAN) signal as appropriate.
11.2.2 If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest possible time and, in the meantime, the aircraft should broadcast its position (including the ATS Route designator or the Track Code as appropriate) and its intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency). It must be recognised that due to the use of CPDLC, station-to-station SATCOM voice and SELCAL with HF communications in North Atlantic operations, pilots' situation awareness, of other potentially conflicting traffic, may be non-existent or incomplete. If, however, the aircraft is in an area where ATC communications are being conducted on VHF, pending receipt of any reclearance, the position and intentions should be broadcast on the current control frequency, rather than 123.45 MHz.
11.2.3 Until a revised clearance is obtained the specified NAT in-flight contingency procedures should be carefully followed. Procedures for general use in Oceanic airspace are contained within the ICAO PANS ATM (Doc. 4444), specifically Amendment 2 effective November 2009. Procedures particular to the NAT MNPSA environment are contained in ICAO NAT Regional Supplementary Procedures (Doc.7030) (available at http://www.paris.icao.int/) and appropriate NAT Provider States‟ AIPs. The procedures are paraphrased below.
11.2.4 In general terms, the aircraft should be flown at a flight level and/or on a track where other aircraft are least likely to be encountered. Maximum use of aircraft lighting should be made and a good look-out maintained. If TCAS is carried, the displayed information should be used to assist in sighting proximate traffic.
11.3 SPECIAL PROCEDURES
11.3.1 The general concept of these Oceanic in-flight contingency procedures is, whenever operationally feasible, to offset from the assigned route by 15 NM and climb or descend to a level which differs from those normally used by 500 ft if below FL410 or by 1000 ft if above FL410.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 11
　
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