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Guidance concerning Air Navigation in and above the NAT MNPSA

  • -

    KEF – EMBLA – 63°N 30°W – 61°N 40°W – OZN

  • -

    KEF – GIMLI – DA (Kulusuk) – SF (Kangerlussuaq) – YFB

  • -

    SF (Kangerlussuaq) - 67°N 60°W - YXP

  • -

    OZN – 59°N 50°W – PRAWN – YDP

  • -

    OZN – 59°N 50°W – PORGY – HO

  • -

    OZN – 58°N 50°W – LOACH – YYR


  • d)

    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:

    • -

      VALDI - MY (Myggenes) - ING – KEF (G3)

  • -

    GONUT - MY (Myggenes)



Such use of the foregoing routes is subject to the following conditions:

  • a)

    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;

  • b)

    a revised flight plan is filed with the appropriate ATS unit;

  • c)

    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.)


detailed information (including route de initions and operating procedures), which

enables light along other special routes within MNPS Airspace, may be found in relevant AIPs. This is speci ically so, for aircra t operating without 2 LRNSs between Iceland and Greenland and

between Greenland and Canada.

One System Fails Before the OCA Boundary is Reached

      • 11.2.4

        The pilot must consider:

        • a)

          landing at a suitable aerodrome before the boundary or returning to the aerodrome of departure;

        • b)

          diverting via one of the special routes described previously;

        • c)

          obtaining a re-clearance above or below MNPS Airspace.

One System Fails After the OCA Boundary is Crossed


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.

      • 11.2.6

        The pilot should however,

        • a)

          assess the prevailing circumstances (e.g. performance of the remaining system, remaining portion of the flight in MNPS Airspace, etc.);

NAT Doc 007


Edition 2010

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