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North Atlantic Operations - Contingency
North Atlantic Operations - Contingency
North Atlantic Operations - Contingency
Description
The airspace of the North Atlantic (NAT), which links Europe and North
America, is the busiest oceanic airspace in the world. In 2012 approximately
460,000 flights crossed the North Atlantic and that volume of traffic
continues to increase. Direct Controller Pilot Communications (DCPC) and
ATS Surveillance are unavailable in most parts of the NAT Region. Aircraft
separation, and hence safety, are ensured by demanding the highest
standards of horizontal and vertical navigation performance/accuracy and
of operating discipline.
Operating discipline not only includes procedure and protocols for normal
operations but also encompasses specific profiles and protocols for abnormal
operations such as equipment failure, weather avoidance, rapid descent,
enroute diversion and turn back procedures. Non-compliance with these
protocols and procedures could result in a Loss of Separation situation.
This article is intended to provide an overview of the Contingency
procedures, applicable to individual aircraft, whilst in North Atlantic (NAT)
airspace.
NOTE: Some of the contingency procedures, as outlined below, were
changed effective 28 March 2019 in accordance with the information
contained in NAT Ops Bulletin 2018_005. For the full text of the Ops
Bulletin, refer to the Further Reading section below.
Loss of Navigation Capability
Some aircraft carry 3 Long Range Navigation Systems (LRNS) and if one
system fails, even before take-off, the requirements for NAT HLA operations
may still be met and the flight can proceed normally. The following
guidance is offered for aircraft having state approval for unrestricted
operations in NAT HLA and which are equipped with two operational LRNS.
One LRNS Fails Prior to Takeoff
If one LRNS fails prior to departure, the pilot has the following options:
• delaying departure until repair is carried out
• obtaining a clearance above or below NAT HLA
• completing the flight on a "Blue Spruce" route which have been
established for use by aircraft with a single LRNS or suffering partial
Initial Actions
The aircraft should leave its assigned route or track by initially turning at
least 30° to the right or left. Direction of turn should be based on the
position of the aircraft relative to the OTS (whether the aircraft is outside,
at the edge of, or within the system). The direction of turn may also be
affected by:
• direction to the diversion airport
• terrain clearance
• allocated levels on adjacent routes or tracks
• known traffic
Subsequent Action
If the aircraft is able to maintain its assigned flight level, once it is 5nm from
the centreline of its cleared track (laterally clear of any higher or lower
traffic on the same track), it should:
• climb or descend 1000' if above FL410
• climb or descend 500' when below FL410
• climb 1000' or descend 500' if at FL410
If the aircraft is unable to maintain its assigned flight level (engine failure,
power loss, loss of pressurization, etc) it should, whenever possible, initially
minimise its rate of descent when leaving its original track centreline. Once
clear of any potential traffic following the same track at lower levels, it
should then expedite descent to an operationally feasible flight level, which
differs from those normally used by 500' or 1000' as appropriate to the
altitude.
Before commencing any diversion across the flow of adjacent traffic, aircraft
should, whilst maintaining the 5 NM offset track, expedite climb to above or
descent to below the vast majority of NAT traffic; that is, to a level above
FL410 or below FL280. Once there, they should maintain a flight level
which differs from those normally used by 1000' if above FL410 or by 500' if
below FL410. In the event that the pilot is unable or unwilling to carry out a
major climb or descent, any diversion should be carried out at a level which
is 500' different from those in use within NAT HLA airspace, until such time
that a new ATC clearance is obtained.