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–complete at least one holding pattern at 3000ft;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

Flights under Radar Control in Gartwick CTR

If Radio Communication completely fails at the Radar Unit when aircraft are under Radar Control, pilots will revert to Aerodrome Control for new instructions.

Aircraft inbound to London (Stansted) or Cambridge via LOREL or ABBOT (ASKEY or CASEY when applicable)

a.In the event radio communication failure occurs before ETA, or before EAT, when this has been received and acknowledged, the aircraft will:

–continue to the appropriate holding point LOREL or ABBOT (ASKEY or CASEY when applicable);

–hold until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing in accordance with the approach procedure for the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will maintain the last assigned level at LOREL or ABBOT (ASKEY or CASEY when applicable) until:

–ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with the approach procedure for the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

Aircraft outbound from London (Stansted)

Comply with the route and altitude restrictions of the SID or ATC clearance and commence climb to flight planned level after the last position at which an altitude is specified.

London (Stansted) Airport Radio Failure Procedures for Initial Approach (Radar directed)

If complete radio failure occurs after clearance to descend to an altitude has been given during a radar directed initial approach, the following procedure should be adopted:

–continue visually or by means of an appropriate final approach aid.

If not possible:

–maintain 3000ft or last assigned altitude, whichever is higher and proceed to VORDME ‘BKY’;

–hold at VORDME ‘BKY’ for 5 minutes (Holding pattern 270° MAG, inbound track (R-090°), turning left at the facility, MAX IAS 220KT), then;

–descend, if necessary, in the holding pattern to 3000ft, then;

–leave VORDME ‘BKY’ on R-197° (RWY 04) or R-070° (RWY 22) to join the initial approach procedure;

–in the event of a missed approach, follow the Missed Approach Procedure to VORDME ‘BKY’ and adopt the basic radio failure procedure.

Aircraft inbound to London (Luton) via LOREL or ABBOT (ASKEY or CASEY when applicable)

a.In the event radio communication failure occurs before ETA, or before EAT, when this has been received and acknowledged, the aircraft will:

–continue to the appropriate holding point LOREL or ABBOT (ASKEY or CASEY when applicable);

–hold until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing in accordance with specified procedures (for Rwy 08, descend in the NDB ‘LUT’ holding pattern from 4000ft to 2000ft) and then carry out the appropriate instrument approach procedure to the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will maintain the last assigned level at LOREL or ABBOT (ASKEY or CASEY when applicable) until:

–ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with specified procedures (for Rwy 08, descend in the NDB ‘LUT’ holding pattern from 4000ft to 2000ft) and then carry out the appropriate instrument approach procedure to the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

London (Luton) Radio Failure Procedures for Initial Approach (Radar directed)

In the event of radio failure after instructions to leave LOREL or ABBOT (ASKEY or CASEY when applicable) with the intention of a direct radar assisted approach, but before being given approach clearance, the following procedure should be adopted:

–continue descent to the assigned altitude or maintain last assigned altitude;

–proceed to NDB ‘LUT’;

–hold at NDB ‘LUT’, as shown on the IAC, for 5 minutes;

© JEPPESEN, 1993, 2009. ALL RIGHTS RESERVED.

10 JUL 09

EMERGENCY

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–descend in the holding pattern to 2000ft QNH and commence an ILS/NDB approach;

–in the event of a missed approach continue in accordance with the basic radio failure procedure.

Aircraft outbound from London (Luton)

a.comply with the route and altitude restrictions of the SID or ATC clearance and commence climb to flight planned level after the last position at which an altitude is specified;

b.when a radar heading has been issued, climb to the specified altitude or level, maintain the heading and level for three minutes, then follow the basic procedure.

Aircraft inbound to London (City)

a.SPEAR STAR:

–leave SPEAR at 4000ft then continue in accordance with the standard procedures from ALKIN.

b.ALKIN STAR via SANDY:

–leave SANDY at FL70 and proceed via BONDY - ‘DET’ and TILBY to ALKIN;

–descend to maintain FL60 to be level before BONDY;

–at BONDY descend to maintain 4000ft to be level by ‘DET’;

–then continue in accordance with the standard procedures from ALKIN.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’ to leave ‘LYD’ at FL60 and route ‘DET’ - ALKIN. At 12 DME descend to and maintain 4000ft to be level at ‘DET’. Then continue in accordance with the standard procedures from ALKIN.

Aircraft outbound from London (City)

Climb to flight planned level after the last position shown in the Standard Departure Routes where an altitude or flight level is specified.

Aircraft inbound to Biggin Hill

In the event complete radio communication failure occurs the pilot will proceed to the appropriate holding point and will then:

a.SPEAR STAR:

–leave SPEAR at 5000ft towards ALKIN;

–at 20 DME VORDME ‘BIG’ descend to maintain 4000ft to be level by ALKIN;

–continue in accordance with standard procedures from ALKIN.

b.ALKIN STAR via SANDY:

–leave SANDY at FL70 and proceed via BONDY - ‘DET’ and TILBY to ALKIN;

–descend to maintain FL60 to be level before BONDY;

–at BONDY descend to maintain 4000ft to be level by ‘DET’;

–then continue in accordance with the standard procedures from ALKIN.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’ and are to leave ‘LYD’ at FL60 and route ‘DET’ - ALKIN. At 12 DME descend

to and maintain 4000ft to be level at ‘DET’. Then continue in accordance with the standard procedures from ALKIN.

Aircraft outbound from Biggin Hill

Climb to flight planned level after the last position shown in the Standard Departure Routes where an altitude or flight level is specified.

Aircraft inbound to Rochester

In the event complete radio communication failure occurs the pilot will proceed to the appropriate holding point and will then:

a.SPEAR STAR:

–descend in the SPEAR holding to leave controlled airspace and proceed to Rochester.

b.ALKIN STAR via SANDY:

–leave SANDY at FL70 and proceed to BONDY - Detling VORDME ‘DET’. Descend to maintain FL60 to be level before BONDY;

–at BONDY descend to leave controlled airspace and proceed to Rochester.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’ at FL60 a route to ‘DET’. At 12 DME ‘DET’ descend to leave controlled airspace and proceed to Rochester.

Aircraft outbound from Rochester

Climb to flight planned level after the last position shown in the Standard Departure Routes where an altitude or flight level is specified.

Aircraft inbound to Southend

In the event complete radio communication failure occurs the pilot will proceed to the appropriate holding point and will then:

a.if the holding point is SPEAR Int:

–descend in the SPEAR holding pattern and carry out a standard approach to Southend.

b.via SANDY:

–leave SANDY at FL70 and route BONDY - ‘DET’;

–descend to and maintain FL60 to be level before BONDY;

–at BONDY descend to and maintain 4000ft to be level by ‘DET’;

–Thence by R-006 ‘DET’ to 20 DME ‘DET’ (FERAS), right turn to intercept R-015 ‘DET’ to SPEAR and carry out standard approach to Southend.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’ and are to leave ‘LYD’ at FL60 and route to ‘DET’ thence follow same procedure as under b) above.

Aircraft outbound from Southend

Climb to flight planned level after the last position shown in the Standard Departure Routes where an altitude or flight level is specified.

© JEPPESEN, 1993, 2009. ALL RIGHTS RESERVED.

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SPECIAL PROCEDURE FOR

MANCHESTER TMA/CTR AND LIVERPOOL CTR

Radio Communication Failure at the Radar Unit

In the event of a radar failure, new instructions will be issued to each aircraft under radar control and the procedures as defined for approach without radar put into effect. If Radio Communication fails at the Radar Unit, pilots on approach will revert to Approach Control for new instructions.

Aircraft inbound to Manchester (Woodford) Airport

Aircraft inbound to Manchester (Woodford) via airways should make their initial approach in accordance with the Manchester Airport Standard Arrival Routes.

a.In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, pilot will:

–fly to the appropriate holding point MIRSI, ROSUN (DALEY when applicable) or DAYNE;

–hold at the last assigned level until last acknowledged ETA plus 10 minutes, or Onward Clearance Time when this has been given;

–proceed at last assigned level to NDB ‘WFD’;

–then descend in the NDB ‘WFD’ holding pattern to 3500ft and continue descent for landing in accordance with published procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

b.In the event radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the pilot will maintain the last assigned holding level at MIRSI, ROSUN (DALEY when applicable) or DAYNE until:

–ETA over holding point plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–the Onward clearance Time when this has been received and acknowledged;

–proceed at last assigned level to NDB ‘WFD’;

–then descend in the NDB ‘WFD’ holding pattern to 3500ft and continue descent for landing in accordance with published procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

c.An aircraft inbound to Manchester (Woodford) from the open FIR which has received and acknowledged a TMA joining clearance, but which is not via MIRSI, ROSUN (DALEY when applicable) or DAYNE and which experiences complete radio communication failure entering the TMA, will:

–fly to the holding fix KINDR (I WU QDM 252°, DME 8) at the assigned TMA joining level;

–hold at the assigned joining level until the last acknowledged ETA plus 10 minutes, or EAT where this has been received and acknowledged;

–descend in the KINDR holding pattern if necessary to 3500ft and then continue descent for landing in accordance with published procedures and effect a landing within 30 minutes or later when able to approach and land visually.

Aircraft inbound to Liverpool Airport

In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, the aircraft will:

–fly to NDB ‘LPL’ holding point;

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given, or, if radio failure occurs after an aircraft has reported over the holding point, hold at the last assigned level until ATA plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC whichever is the later;

–then commence descent for landing and effect a landing within 30 minutes (or later if able to approach and land visually).

Aircraft which are instructed by ATC to hold at TIPOD or KEGUN, before proceeding to NDB ‘LPL’ will either:

–when an onward clearance time has been received and acknowledged, leave TIPOD or KEGUN at that time at the last assigned level and proceed to NDB ‘LPL’, then carry out the procedure as mentioned above, or

–when ‘Delay Not Determined’ has been transmitted by ATC, leave TIPOD or KEGUN as shown under ‘Specified Routes and Altitudes’.

SPECIAL PROCEDURE FOR BIRMINGHAM CTR/CTA

Aircraft inbound to Birmingham

a.When complete radio communication failure occurs in the aircraft before ETA, or before EAT when this has been received and acknowledged, the aircraft will:

–fly to the appropriate holding point GROVE, OLIVE or CHASE;

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will:

–hold at the last assigned level at GROVE, OLIVE or CHASE until:

1.ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

2.EAT when this has been received and acknowledged;

© JEPPESEN, 1993, 2009. ALL RIGHTS RESERVED.

10 JUL 09

EMERGENCY

UNITED KINGDOM-7

UNITED KINGDOM - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

c.If radio communication failure occurs during intermediate or final approach under radar vectoring, the procedures to be followed are shown on Jeppesen 18–2 chart.

d. When complete radio communication failure occurs in the aircraft following a missed approach the aircraft will:

–fly the appropriate missed approach procedure to ‘BHX’ NDB;

–complete at least one holding pattern at 2500ft;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

Aircraft outbound from Birmingham

If, after having been instructed to maintain a specific heading after take-off, a pilot experiences radio failure, he shall climb on the assigned heading to the first altitude detailed in the clearance, maintain this heading and altitude for two minutes, and then proceed in accordance with the published radio failure procedures.

Aircraft inbound to Coventry

a.In the event complete radio failure occurs, aircraft inbound to Coventry should follow the procedures for Birmingham, except that, prior to commencing descent for landing, the aircraft should route from GROVE or CHASE via ‘HON’ VORDME, or OLIVE direct to ‘CT’ NDB as appropriate descending to 2500ft enroute.

b. When complete radio communication failure occurs in the aircraft following a missed approach the aircraft will:

–fly the appropriate missed approach procedure to ‘CT’ NDB at 2000ft;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

SPECIAL PROCEDURE FOR ISLE OF MAN CTR/CTA

When complete communication failure occurs before ETA or before EAT, when this has been received and acknowledged the aircraft will:

a.fly to the ‘RWY’ NDB holding point;

b.hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given; or if radio failure occurs after an aircraft has reported over the holding point, hold at the last assigned level until ATA plus 10 minutes, or 10 minutes after the last acknowledged communications with ATC whichever is later;

c.then commence descent for landing in accordance with published procedures and effect landing within 30 minutes (or later if able to approach and land visually).

Aircraft which are instructed to hold at ‘IOM’, ‘CAR’ or KELLY, will in the event of complete communications failure:

–when an onward clearance time has been received and acknowledged, leave ‘IOM’, ‘RWY’, ‘CAR’ or KELLY at that time at the last assigned level and proceed to ‘RWY’ , then carry out the published procedures.

SPECIAL PROCEDURE FOR SCOTTISH TMA/CTR

Aircraft inbound to Glasgow or Edinburgh Airports

a.In the event radio communication failure occurs before ETA or before EAT when this has been received and acknowledged, pilot will:

–fly to the appropriate holding point;

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;

–then commence descent for landing and effect a landing within 30 minutes, or later if able to approach and land visually.

b.In the event radio communication failure occurs after aircraft has reported to ATC on reaching holding point, pilot will maintain the last assigned holding level at the appropriate holding point until:

–ATA over holding point plus 10 minutes, or 10 minutes after last acknowledged communication with ATC, whichever is the later, or

–EAT, when this has been received and acknowledged;

–then commence descent for landing and effect landing within 30 minutes, or later if able to approach and land visually.

c.In the event of a complete radio failure in an aircraft which has been cleared for an IFR interairfield flight within the Scottish TMA, the pilot will adopt the appropriate procedure as follows, depending upon the phase of flight:

–if the aircraft is receiving a radar service and is within the radar vectoring area of the destination airfield, the pilot will adopt the appropriate loss of communication procedure for the runway-in-use as shown on Jeppesen 10-1R chart. Landing must be effected within 30 minutes (or later if able to land visually);

–If the aircraft is either not receiving a radar service or receiving a radar service but has not yet arrived within the radar vectoring area of the destination airfield, the pilot will proceed to the appropriate holding point at the destination airfield at the last assigned level or 4000ft, whichever is higher. He will then adopt the procedures as mentioned under point a) and b) before.

© JEPPESEN, 1993, 2009. ALL RIGHTS RESERVED.

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SPECIAL PROCEDURE FOR MANSTON ATZ

If complete radio communication failure occurs after an aircraft has reported to ATC on reaching holding point, the aircraft will:

Begin their descent at the last acknowledged ETA, or if not acknowledged, the last acknowledged EAT, if not, an EAT calculated from the last acknowledged reporting point. Descent can be commenced up to 10 minutes after these times. If the aircraft has not landed within 30 minutes from the time a descent should have commenced: continue visually or leave by the route as shown under ’Specified Routes and Altitudes’.

SPECIAL PROCEDURE FOR RAF NORTHOLT

Arrivals via Airways

a.When complete communication failure occurs before ETA, or before EAT, when this has been received and acknowledged the aircraft will:

–fly to the appropriate holding point Ockham VORDME (Epsom NDB when applicable), Biggin VORDME (WEALD when applicable), Lambourne VORDME (TAWNY when applicable) or Bovingdon (BOVVA when applicable);

–hold at the last assigned level until the last acknowledged ETA, or EAT, when this has been given;

–leave the holding area and controlled airspace at the last assigned level by the route shown below, and continue flight to planned alternate or suitable aerodrome outside controlled airspace.

Biggin	Track 093°
Bovingdon	Track 034°
Lambourne	Track 023°
Ockham	Track 274°
Epsom	Track 274°
WEALD	Track 093°
TAWNY	Track 024°
BOVVA	Track 034°

b.When complete communication failure occurs after the aircraft has reported to ATC on reaching the holding point the aircraft will maintain the last assigned holding level until:

–ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT when this has been received and acknowledged.

Leave the holding area and controlled airspace at the last assigned flight level by the route shown above under point a) and continue flight to planned alternate or suitable aerodrome outside controlled airspace.

c.When complete communication failure occurs during intermediate approach the aircraft will:

–descend to and maintain the last assigned flight level;

–continue approach visually and land if able to do so.

If unable leave controlled airspace by the shortest route avoiding dense traffic paths and continue flight to a planned alternate or suitable aerodrome outside controlled airspace.

d.When complete communication failure occurs during final approach the aircraft will land, if possible.

If unable:

–Turn north climbing to 2000ft;

–proceed to Chiltern NDB and hold in a left hand pattern, inbound heading 293°,

maintaining 2000ft; if communication is not re-established, leave the area avoiding controlled airspace and continue flight to a suitable aerodrome outside controlled airspace.

Departures under Radar Control

If after having been instructed to maintain a specific heading after take-off a pilot experiences communication failure, he shall climb on the assigned heading to the first specific altitude detailed in the clearance, maintaining his heading and altitude for two minutes, and then proceed in accordance with the published radio failure procedures.

Non-Airways Arrival Routes ROMEO and CHARLIE

If complete communication failure occurs at any stage of the approach continue a visual approach to land at Northolt if able to do so. Observe route maximum altitudes to remain clear of London TMA.

If a visual approach is not possible proceed as follows:

a.When complete communication failure occurs during intermediate approach leave or avoid controlled airspace by the shortest route, proceed avoiding areas of high traffic density to land at a suitable aerodrome.

b.When complete communication failure occurs during final approach:

–continue to overhead Northolt not above 1500ft;

–turn north climbing to 2000ft;

–proceed to Chiltern NDB and hold in a left hand pattern, inbound track 293°, maintaining 2000ft;

–if communication is not re-established, leave the holding pattern, avoid controlled airspace and areas of high traffic density and proceed to land at a suitable aerodrome.

© JEPPESEN, 1993, 2009. ALL RIGHTS RESERVED.

19 NOV 10

EMERGENCY

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Non-Airways Departure Routes ROMEO and CHARLIE

If complete communication failure occurs when established outbound on a published route, leave or avoid controlled airspace using the published route, maintaining the last assigned altitude until clear. When clear, continue, avoiding further penetration of controlled airspace and areas of high traffic density, and land at a suitable aerodrome.

SPECIFIED ROUTES & ALTITUDES FOR LEAVING CONTROLLED AIRSPACE

The following table indicates routes and altitudes to be used when leaving controlled airspace. The route to be followed is dependent on position of aircraft at time the decision to leave CTR/TMA/CTA is made.

Birmingham CTR/CTA

–Birmingham NDB ‘BHX’: Track 270°T at last assigned altitude.

–GROVE Int, CEDAR Int, CHASE Int, MAPLE Int or OLIVE Int: Track 270°T at last assigned altitude.

Bournemouth CTR/CTA

– Bournemouth NDB ‘BIA’: Track 270°T.

Cardiff CTR/CTA

– Lctr ‘CDF’: Track 040°T at 2500ft.

Channel Islands CTR/CTA

–Alderney AD: Track 020°T from overhead Alderney AD at 2000ft.

–Guernsey AD: Track 225°T from overhead Guernsey AD at 2000ft.

–Jersey AD: Track 225°T from overhead Jersey AD at 2000ft.

East Midlands CTR/CTA

– NDB ‘EME’ or NDB ‘EMW’: Track 350° at 3000ft.

Isle of Man CTR/CTA

–Ronaldsway NDB ‘RWY’ holding pattern: Track 215°T at 3000ft.1

–Isle of Man VORDME ‘IOM’ holding pattern: Track 215°T at 3000ft.1

–KELLY Int holding pattern: Track 215°T at 3000ft.1

–Carnane NDB ‘CAR’ holding pattern: Track 110°T at 3000ft.1

–Following a missed approach: Track 215°T at 3000ft. 1

1 when ‘if delay not determined’ has been transmitted, leave “IOM”, “RWY”, “CAR” or KELLY on the route and level shown above.

Leeds Bradford CTR/CTA

–Leeds Bradford NDB ‘LBA’: Track 010°T at 3000ft until clear of CTR/CTA.

Liverpool CTR/TMA

–TIPOD Int: Track 360°T at last holding level minus 500ft.

–KEGUN Int: Track 270°T at last holding level minus 500ft.

–Liverpool NDB ‘LPL’: Track 330°T at 1500ft.

–Wallasey VOR ‘WAL’: Track 340°T at 1000ft.

London CTR/TMA

–ABBOT Int: Turn right onto track 360° at last assigned level.

–CASEY Int: Turn right onto track 360° at last assigned level.

–LOREL Int: Turn left onto Brookmans Park VORDME ‘BPK’ R-030 at last assigned level.

–ASKEY Int: Turn left onto Lambourne VORDME ‘LAM’ R-360 at last assigned level.

–Barkway VORDME : ‘BKY’ R-360 at 3000ft.

–Luton NDB ‘LUT’: Turn onto Brookmans Park VORDME ‘BPK’ R-334 at not above 3000ft.

–Mayfield VORDME: Track 250°T at last assigned altitude.

–TIMBA Int: Track 090°T at last assigned level.

–LUMBA Int: Track 090°T at last assigned level.

–WILLO Int: Track 230°T at last assigned level/altitude.

–ASTRA Int: Track 230°T at last assigned level/altitude.

Manston ATZ

– Manston Lctr ‘MTN’: Track 360°.

Scottish TMA/CTR

–Glasgow AD, VOR ‘GOW’: Track 035°T from facility at 3500ft until crossing the Glasgow CTR boundary.

–Edinburgh AD, NDB ‘EDN’, NDB ‘UW’: Track 025°T from facility at 4000ft until crossing the Edinburgh CTR boundary.

Southampton CTR/CTA

–Southampton VORDME ‘SAM’: Track 295°T.

–Southampton (Eastleigh) Lctr ‘SAM’: Track 295°T.

Sumburgh CTR/CTA

–Sumburgh VORDME ‘SUM’ or NDB ‘SBH’: Track 310°T at 2400ft until clear of CTR/CTA.

NORTH ATLANTIC TRAFFIC

The following procedures are intended to provide general guidance to North Atlantic (NAT) aircraft experiencing communications failure. The procedures are intended to complement and not supersede State procedures/regulations.

General

a.If so equipped, the pilot shall operate the SSR transponder on identify Mode A Code 7600 and Mode C.

b.The pilot shall also attempt to contact any ATC facility or another aircraft to inform of the difficulty and request relay of information to the ATC unit with whom communications are intended.

© JEPPESEN, 1993, 2010. ALL RIGHTS RESERVED.

UNITED KINGDOM-10

EMERGENCY

19 NOV 10

UNITED KINGDOM - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

Communications Failure prior to Entering NAT Oceanic Airspace

Due to the potential length of time in oceanic airspace, it is strictly recommended that a pilot experiencing communications failure whilst still in European domestic airspace does not enter the Shanwick Oceanic Control Area but adopts basic procedures for a discontinuation of the flight. However, if the pilot elects to continue, then to allow ATC to provide adequate separation, adopt one of the following procedures:

a.If the pilot elects to operate with a received and acknowledged oceanic clearance, proceed in accordance with the oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be completed in domestic airspace within the vicinity of the oceanic entry point.

b.If the pilot elects to operate without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point level and speed as contained in the flight plan and proceed via the filed flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall.

Communications Failure prior to Exiting Oceanic Airspace

If cleared on flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall, then continue on flight plan route. Maintain the last assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform with the relevant State procedures/regulations.

If cleared on other than flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall. After passing this point, rejoin the filed flight plan route by proceeding directly to the next significant point ahead of the track of the aircraft as contained in the filed flight plan. Where possible use published ATS route structures, then continue on the flight plan route. Maintain the last assigned oceanic level and speed to the last specified oceanic route point. After passing this point conform with relevant State procedures/regulations.

EMERGENCY SATELLITE VOICE CALLS FROM AIRCRAFT

For aircraft flying in the London, Scottish and Shanwick FIRs/UIRs, in the event that all other means of communication have failed, dedicated satellite voice telephone numbers for the D & D sections at London and Scottish ATCCs and for the Shanwick OAC have been programmed into the aeronautical Ground Earth Stations of the Inmarsat Signatories.

The allocated airborne numbers for use via the aircraft satellite voice equipment are as follows:

Shanwick OAC	423201	(emergency
		situations,
		excluding
		communication
		failure)
Shanwick Radio	425002	(communication
		failure)
London D & D	423202
Scottish D & D	423203

It must be emphasized that these numbers are for emergency only, when all other airborne means of communication with the appropriate ATS unit have failed.

© JEPPESEN, 1993, 2010. ALL RIGHTS RESERVED.