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Guidance concerning Air Navigation in and above the NAT MNPSA

CHAPTER 11

Satellite Fault Detection Outage

11.1.11

If the GPS receiver displays an indication of a fault detection function outage (i.e. RAIM is

not available), navigation integrity must be provided by comparing the GPS position with the position indicated by another LRNS sensor (i.e. other than GPS), if the aircraft is so equipped. However, if the only sensor for the approved LRNS is GPS, then comparison should be made with a position computed by extrapolating the last verified position with airspeed, heading and estimated winds. If the positions do not agree within 10 NM, the pilot should adopt navigation system failure procedures as subsequently described, until the exclusion function or navigation integrity is regained, and should report degraded navigation

capability to ATC.

Fault Detection Alert

11.1.12

If the GPS receiver displays a fault detection alert (i.e. a failed satellite), the pilot may

choose to continue to operate using the GPS-generated position if the current estimate of position uncertainty displayed on the GPS from the FDE algorithm is actively monitored. If this exceeds 10 nm, the pilot should immediately begin using the following navigation system failure procedures, until the exclusion function or

navigation integrity is regained, and should report degraded navigation capability to ATC.

    • 11.2

      LOSS OF NAVIGATION/FMS CAPABILITY

      • 11.2.1

        Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before

take off, the two basic requirements for MNPS Airspace 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 MNPS airspace and which are equipped with only two operational LRNSs:

One System Fails Before Take-Off

      • 11.2.2

        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:

NAT Doc 007

  • -

    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)

73

Edition 2010

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