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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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 33 Edition 2009
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 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 which experience a communications failure while operating in, or proposing to operate in, the NAT Region,. 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 which 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 be used, in these circumstances, to establish initial contact with another aircraft and then request transfer to the inter-pilot frequency for further contacts).
5. In view of the traffic density in the NAT Region, pilots of aircraft experiencing a two-way ATS communications failure should broadcast regular position reports on the inter-pilot frequency (123.45 MHz) until such time as communications are re-established.
Communications Procedures for Use in the Event of an On-board HF Equipment Failure
6.6.6 Use SATCOM voice communications, if so equipped. (See General Provisions 2. above).
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 34 Edition 2009
6.6.7 If not SATCOM equipped try VHF relay via another aircraft (See General Provisions 3. & 4. above).
Communications Procedures for Use during Poor HF Propagation Conditions
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