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- (Keflavik) KEF – GIMLI – DA (Kulusuk) – SF (Sondre Stromfjord) – YFB (FROBAY)
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
NAT MNPS 60 Edition 2005
- (Prins Christian Sund) OZN – 59°N 50°W – PRAWN – NAIN
- (Prins Christian Sund) OZN – 59°N 50°W – PORGY – HO (Hopedale)
- (Prins Christian Sund) OZN – 58°N 50°W – LOACH – YYR (Goose Bay)
• 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:
- (Flesland) FLS - VALDI - MY (Myggenes) - ING (Ingo) - KEF(Keflavik)
(UN623 from FLS to VALDI and G3 thereafter)
- (Sumburgh) SUM - SIDER - AB (Akraberg) - MY (Myggenes)
(UG11 from SUM to SIDER and G11 thereafter)
10.2.3 Such use of the foregoing routes is subject to the following conditions:
• 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;
• a revised flight plan is filed with the appropriate ATS unit;
• 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:
• landing at a suitable aerodrome before the boundary or returning to the aerodrome of departure;
• diverting via one of the special routes described previously;
• 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.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
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10.2.6 The pilot should however,
• assess the prevailing circumstances (e.g. performance of the remaining system, remaining portion of
the flight in MNPS Airspace, etc.);
• 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.);
• advise and consult with ATC as to the most suitable action;
• 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:
• to take special care in the operation of the remaining system bearing in mind that routine methods of
error checking are no longer available;
• to check the main and standby compass systems frequently against the information which is still
available;
• 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.
The Remaining System Fails After Entering MNPS Airspace
10.2.8 The pilot should:
• immediately notify ATC;
• make best use of procedures specified above relating to attempting visual sightings and establishing
contact on VHF with adjacent aircraft for useful information;
• keep a special look-out for possible conflicting aircraft, and make maximum use of exterior lights;
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 10
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• if no instructions are received from ATC within a reasonable period consider climbing or descending
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