Please use following ATIS remarks:
Datalink in use occ.ivao.aero/int/datalink.php / Clearance must be obtained 30mins prior to entry - Provide route, FL, Mach, oceanic entry point and time / Position reports mandatory - Provide passed fix and time, FL, Mach, estimated fix and time, fix thereafter.
Starting March 2024 Oceanic Clearances will no longer be required in the NAT Region (Shanwick, Gander, Santa Maria, NY)
Flights planned through Oceanic airspace must obtain a separate Oceanic Clearance. The request is made atleast 30 minutes prior to the ETA of the OEP (Oceanic Entry Point) via Voice or Text. It is the responsibility of the Oceanic Controller to ensure that all aircraft enter oceanic airspace properly spaced and remain spaced throughout the crossing.
At airports situated close to oceanic boundaries or within the NAT Region, it may be necessary to obtain the Oceanic Clearance before departure. These procedures are detailed in relevant State AIPs. On the east side of the NAT, this will apply to departures from all Irish airfields, all UK airfields west of 2° 30'W and all French Airfields west of zero degrees longitude. Aircraft departing from Canadian airfields such as Goose Bay, Deer Lake, Gander and St. Johns must also obtain their Oceanic Clearance prior to departure. Oceanic Clearances are issued by the relevant ATS unit or on specified oceanic delivery frequencies. The clearance request will include an estimate for the OEP expressed in terms of Takeoff + xx minutes as well as altitude and speed. Note that the aircraft must be capable of entering Oceanic airspace at both the level and speed assigned by the ATC clearance.
⚠️ Before issuing clearance the controller confirm positive spacing exists and will be maintained throughout the crossing. It is the OCC controller’s responsibility to coordinate routing and/or altitude changes with domestic units. A time limitation is only given if the aircraft's ETA at the NAT needs to be altered. The ORCA will assist checking for minimum seperation.
There are five elements to an Oceanic Clearance:
Note: Entry time limitation is only required if the aircraft’s ETA at the OEP (oceanic entry point) needs to be altered.
These three items serve to provide for the three basic criteria of separation:
The clearance format is dependant upon whether the aircraft is flying on an Organised Track or following a random route.
Air Traffic Services will issue an abbreviated clearance when clearing an aircraft to fly along the entire length of an Organised Track. An abbreviated clearance will include:
Pilot: (callsign), requesting clearance to Toronto via track Delta, estimating LIMRI at 1235z, mach .81, FL360, TMI 034.
ATC: Cleared to Toronto via Track Delta, from LIMRI maintain FL360, Mach .80
Note: TMI might not be provided by the pilot.
In general, for aircraft cleared via a random route in NAT airspace, Air Traffic Services will issue:
A typical random route clearance is as follows:
Pilot: Requesting clearance to Boston via DOGAL 54N20W 54N30W 53N40W 52N50W 51N60W ALLRY, estimating DOGAL at 1235z, mach .82, FL360.
ATC: Cleared to Boston via DOGAL 54N20W 54N30W 53N40W 52N50W 51N60W ALLRY, from DOGAL maintain FL360, mach .82.
Both Gander and Reykjavik OACs may, however, issue clearances for random routings which specify “via flight plan route” instead of providing the entry point, the route coordinates and the exit point.
Pilot: Requesting clearance to Boston via random routing, estimating DOGAL at 1235z, mach .82, FL360.
ATC: Cleared to Boston via flight plan route, from DOGAL maintain FL360, mach .82.
An abbreviated clearance for an organised track can be confirmed using an abbreviated readback which contains the Track Message Identification (TMI) number for the current NAT Track Message. The abbreviated OTS track clearance from the previous section could be acknowledged as follows:
Pilot: Cleared to Toronto via Track Bravo, from PIKIL maintain FL360, mach .82, TMI 032.
If the TMI is not available or incorrect, Air Traffic Services will issue a full route clearance and will require a full readback.
For random route traffic, a full route readback is required in all cases, even when ATS has cleared the aircraft via "flight planned route".
Pilot: Cleared to Boston via DOGAL 54N20W 54N30W 53N40W 52N50W 51N60W ALLRY, from DOGAL maintain FL360, mach .82
A position report consists of:
actual time, flight level
FL, mach decimal
mach number, estimating
estimated waypoint at
Pilot: "Gander, hello, Speedbird 172 heavy, position report."
ATC: "Speedbird172, pass your message."
Pilot: "Speedbird 172 passed 47 north 50 west at 0246, FL 330, Mach decimal 83, 49 North 40 West at 03:29, next 51 North 30 West"
ATC: "Speedbird 172 has passed 47 north 50 west at 0246, FL 330, Mach decimal 83, 49 North 40 West at 03:29, next 51 North 30 West"
Pilot: "Speedbird 172 heavy, readback correct."
The same principle applies at every waypoint the aircraft passes, or latest 45 minutes after the last position report. Especially on random routings the fixes may be further apart than 45 minutes.
Minimum vertical separation within HLA airspace is 1000 feet up to and including FL410, and 2000 feet above that.
Supersonic flights require 4,000 feet vertical separation from all other traffic if no other form of separation exists. This applies at any level for aircraft at supersonic speeds
Minimum lateral separation is 60nm and for Reduced Lateral Separation Minimum (RLatSM) tracks 25nm
Parallel tracks which are spaced apart by 1 degree, and which change latitude by no more than 2 degrees over a longitude of 10 degrees are deemed to be separated.
NATs are normally defined so that they do not change latitude by more than 2 degrees for each 10 degrees longitude difference thereby ensuring separation.
Minimum longitudinal separation for aircraft on the same track is 10 minutes flying time
Aircraft on crossing tracks at the same level must be 15 minutes apart at the point where their tracks cross
Example: An aircraft passing 49N040W at FL380 must not be followed by another at the same level on the same track until ten minutes have elapsed after the first one passed that point
Aircraft with different speeds on the same track/FL will gradually get closer or further apart. It is imperative to monitor this change of spacing closely for loss of separation. Aircrafts are requested to maintain the cleared speed given with the oceanic clearance
When calculating initial spacing use the following formula: Slow followed by fast: Add 1 minute to the standard for every increase of 0.01 Mach number of the second aircraft
Example: M0.80 followed by M0.84 requires FOURTEEN minutes at ocean entry same track same level.
Fast followed by slow. Subtract one (1) minute from the standard for every decrease of 0.02 Mach number of the second aircraft. The minimum is 5 minutes at Oceanic entry
Example: M0.84 followed by M0.80 requires a minimum of EIGHT minutes separation at ocean entry same track same level.
If two aircraft at different speeds are entering Oceanic Airspace at the same point but following tracks which will be separated by no less than 60 nautical miles, or 10 degrees of longitude after entry the increase above is not required. The reduction above may still be applied. If this situation occurs inside Oceanic Airspace (as opposed to at entry) then they are considered to be on crossing tracks and the 15 minute rule applies. There is no reduction to the fifteen minute rule for fast followed by slow on crossing tracks
The following is included in order to determine the separation requirement for aircraft wishing to climb/descend through the level of another aircraft opposite direction, whether on the same track or crossing tracks opposite direction
Vertical separation must be established by a position calculated to be 30 minutes flying time before the position/time at which it is estimated that they will pass one another, and must continue to exist until 30 minutes after they are estimated to have passed. If it can be positively established that they have passed, by both having reported passing the same Oceanic Reporting Point then the separation may be reduced to 10 minutes after they are known to have passed each other
Example: Two aircrafts, A: routing 55N010W 56N020W 57N030W estimates 56N020W at 1234Z and 57N030W at 1304Z B: routing 56N030W 56N020W 56N010W. estimates 56N030W at 1224Z and 56N020W at 1254Z. Inspection and calculation indicates that they will both be approximately one third of the way from 20W to 30W (or two thirds of the way from 30W to 20W) at approximately the same time (1244Z). So vertical separation must exist from 1214Z until 1314Z. Once (B) has reported coordinate 20W the pass will have been established and one or other may climb/descend through the other aircraft's level after 1304 (ten minutes after they are known to have passed)
SELCAL shall be used whenever aircraft are equipped. On initial call-up SELCAL should be verified. Subsequent communications shall always be initiated with a SELCAL signal. If the SELCAL check fails the aircraft should be advised to monitor the frequency continuously
Following remark is required in th FP for SELCAL to be used SEL/(code)
To send a SELCAL right click the aircraft, select SELCAL, select SEND RX
The pilot will hear the actual SELCAL sound notification in altitude as well as a text message:
Recently, a new trial has been running over the Atlantic called "Operations Without An Assigned Fixed Speed", OWAFS for short. Before this trial, you needed to pick a speed within .01 of Mach and stick with it. This new operation allows you to fly the ECON speed in your FMC, which varies over time, usually reducing before increasing again after a step-climb.
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.
This article is intended to provide an overview of the NAT Region airspace including its divisions and basic operating rules.
The North Atlantic Region encompasses virtually all of the non-domestic airspace over the Atlantic Ocean between roughly 20° north latitude and the North Pole except the airspace of New York Oceanic West. It is divided into a total of seven Oceanic Control Areas (OCAs) / Flight Information Regions (FIRs). These OCAs / FIRs are as follows:
Embedded within the North Atlantic Region are a number of domestic CTAs / TMAs including:
The north atlantic airspace consist of multiple layers. On the outermost, containing everything, is the NAT region.
Within the NAT region different types of airspace specifications and requirements exist. Most commonly used on IVAO are the NAT Tracks between FL350-390 inclusive.
Over the high seas, the lower limit of all NAT oceanic control areas is FL55. There is no upper limit. Airspace at and above FL55 is Class A controlled airspace and below FL55 it is Class G uncontrolled airspace.
All flights operating at or above FL60 must be conducted in accordance with Instrument Flight Rules (IFR), even when not operating in instrument meteorological conditions (IMC). Clearance for Visual Flight Rules (VFR) climb or descent - a climb or descent while maintaining own separation while in Visual Meteorological Conditions (VMC) - will not be issued.
Strategic Lateral Offset Procedures (SLOP) are authorized and encouraged.
Separation within NAT airspace is procedural and is based on altitude, distance and time.
Vertical separation of 1000' is provided between FL60 and FL280 as well as in the Reduced Vertical Separation Minimum airspace. Flights above FL410 will be separated by 2000' vertically.
Lateral separation is distance based and is approximately one degree of latitude. Performance Based Communications and Surveillance (PBCS) tracks (formerly Reduced Lateral Separation Minimum (RLatSM) tracks) allow suitably equipped, certified and authorised aircraft to fly tracks separated by half of one degree.
Longitudinal separation between subsequent aircraft following the same track (in-trail) and between aircraft on intersecting tracks is time-based and is thus expressed in clock minutes. The standard time interval between aircraft following the same route with the same assigned speed is 10 minutes. That time interval wil be adjusted to accommodate aircraft with different speed assignments, shorter if the leading aircraft is faster and longer if the leading aircraft is slower. Aircraft separation is assessed in terms of differences between the respectie ATAs / ETAs at common points. The maintenance of in-trail separations is aided by the application of the Mach Number Technique in which jet aircraft are assigned a specific mach number as part of their clearance. However, aircraft clock errors resulting in waypoint ATA and ETA errors in position reports can lead to an erosion of actual longitudinal separations between aircraft. It is thus vitally important that the time-keeping device intended to be used to indicate waypoint passing times is accurate, and is synchronised to an acceptable UTC time signal before commencing flight in NAT airspace.
Transponders should be operated at all times while in North Atlantic (NAT) region and set to squawk Code 2000. However, the last ATC assigned code must be retained for a period of 10 minutes after entry into NAT airspace unless otherwise directed by ATC.
These procedures in no way affect the use of the special purpose codes 7500, 7600 and 7700.
A large portion of the airspace of the North Atlantic Region, between FLs 285 and 420 inclusive, is designated as the NAT High Level Airspace (NAT HLA).
Within this airspace a formal Approval Process by the State of Registry of the aircraft or the State of the Operator ensures that aircraft meet defined NAT HLA Standards and that appropriate crew procedures and training have been adopted. HLA Standards include the requirement for two approved independent Long Range Navigation Systems (LRNS). It should be noted that State Approvals for NAT MNPS operations granted prior to 04 February 2016 will be valid for NAT HLA operations with the exception that those Approvals issued prior to 01 January 2015 and based upon the earlier “6.3 NMs” MNPS standard, will not be valid beyond January 2020.
The unique, unidirectional, flexible track structure of the North Atlantic Organised Track System (NAT OTS) is located within HLA, predominantly in the Gander and Shanwick Oceanic CTAs.
Read more about HLA airspace here: https://wiki.ivao.aero/en/home/training/documentation/HLA_-_High_Level_Airspace
Aircraft not meeting the navigation requirements for HLA airspace can choose to fly above FL420 or below FL285.
LRNS Aircraft (VOR, DME, ADF)
Additionally, within the HLA, special routes, referred to as Blue Spruce Routes have been designated for aircraft equipped with only one LRNS plus normal short-range navigation equipment (VOR, DME, ADF), which require to cross the North Atlantic between Europe and North America (or vice versa). As these routes are within NAT HLA Airspace, State approval must be obtained prior to flying along them. These routes are also available for interim use by aircraft normally approved for unrestricted NAT HLA operations that have suffered a partial loss of navigation capability and have only a single remaining functional LRNS.
Reduced Vertical Separation Minima (RVSM), in the band of altitudes FL290 - FL410, is applicable in all NAT HLA. Aircraft not RVSM certified will be cleared either above or below RVSM airspace. These aircraft may be cleared to climb or descend through RVSM airspace on a non-interference basis.
ATC may provide special approval for a NAT HLA MNPS approved aircraft that is not approved for RVSM operation to fly in NAT HLA airspace provided that the aircraft:
Prior coordination is required.
The objectives of the NAT Data Link Mandate are to enhance communication, surveillance, and air traffic control (ATC) intervention capabilities in the NAT region. ADS-C provides conformance monitoring of aircraft adherence to cleared route and flight level significantly enhancing safety. ADS-C also facilitates search and rescue operations including the capability to locate the site of an accident in oceanic airspace. CPDLC substantially improves air/ground communications capability and therefore controller intervention capability.
DLM airspace encompasses FL290 to FL410 inclusive throughout the NAT region, except the following:
The following flights may flight plan to operate in NAT DLM airspace:
Non-equipped aircraft may request to climb or descend through NAT DLM airspace. Such requests will be
considered on a tactical basis.
Much of the air traffic over the North Atlantic (NAT) is part of two major alternating flows:
This pattern results from time zone differences, airport noise restrictions and, most significantly, passenger demand. The net result of this flow pattern is to concentrate most of the traffic in a single direction with the peak westbound traffic crossing 30° west longitude between 1130 and 1900 UTC. The peak, counter-flow, eastbound traffic will cross 30°W between 0100 and 0800 UTC.
The constraints caused by the large horizontal separation criteria within NAT airspace and a limited economical height band (FL310–400) for most commercial traffic result in airspace congestion during peak hours. In order to provide the best service to the bulk of the traffic, a system of organised tracks is constructed to accommodate as many flights as possible within the major flows on or close to their minimum time tracks and optimum altitude profiles. The dynamic and ever changing nature of the NAT weather patterns, inclusive of the presence and location of pressure systems and jet streams, means that eastbound and westbound minimum time tracks can be widely separated and also that day to day variation in the location of these minimum time tracks will occur. As a result, organised track structures, one for eastbound traffic and one for westbound traffic are created on a daily basis. These track structures are referred to as the Organised Track System (OTS).
Use of OTS tracks is not mandatory. Currently,about half of NAT flights utilise the OTS with most of the remaining traffic flying random routes. An aircraft may fly on a random route which remains clear of the OTS, or may fly on any route that joins or leaves an outer track of the OTS. Additionally, nothing prevents an operator from planning a route which crosses the OTS. However, in this case, operators must understand that, whilst ATC will make every effort to clear random route traffic across the OTS within the OTS published altitude levels, re-routes and/or significant changes in flight level from those planned are very likely during most of the OTS traffic period.
Follow these links to see current NAT Tracks:
Random tracks are essentially handmade routes across the North Atlantic, using Lat/Lon waypoints, just like the NAT Tracks. Random routes are used where the NAT Tracks are not suitable.
For historical reason following static NAT tracks are available if included in the flightplan for supersonic aircraft. Do not assign these tracks unless requested or filed. Read more here.
|SO15W SO20W SO30W SO40W SO50W SO52W SO60W
|West or East
|500, 510, 520, 530, 540, 550, 560, 570, 580, 590, 600
|SN67W SN65W SN60W SN52W SN50W SN40W SN30W SN20W SN15W
|500, 510, 520, 530, 540, 550, 560, 570, 580, 590, 600
|SM15W SM20W SM30W SM40W SM50W SM53W SM60W SM65W SM67W
|500, 510, 520, 530, 540, 550, 560, 570, 580, 590, 600
Full degree coordinates pronunciation:
Five three north, four zero west
Half degree coordinates pronunciation:
Three nine three zero north, six zero west
ADS-B service has expanded into oceanic and remote areas facilitated by a constellation of Low Earth Orbit (LEO) satellites hosting ADS-B receivers. A satellite receives ADS-B data including position, velocity and altitude from aircraft, which is then routed through other satellites and down-linked to a satellite operations ground station. The expanded surveillance system will permit uninterrupted ATS surveillance for equipped aircraft before, during and after entry into the North Atlantic (NAT) Region.
Aircraft must meet the following requirements:
Aircraft are considered identified while operating in Gander’s oceanic airspace and will attain ATS surveillance services specific to the NAT Region.
|Gander OCA + Shanwick OCA
|Default Combined Position
|Gander Radio (Oceanic Clearance)
|Reserved for events
|Reserved for events
|Reserved for events
|Shanwick OCA + Gander OCA
|Alternate Combined Position
|Shanwick Northern Tracks
|Shanwick Southern Tracks
|Shanwick Radio (Oceanic Clearance)
Sections of the Shanwick FIR are allocated to Shannon ACC and Brest ACC. The areas are designated SOTA (Shannon Oceanic Transition Area) and BOTA (Brest Oceanic Transition Area), respectively aircraft within these sectors are handled by the relevant domestic ATC authority.
Please visit following link for LPPO procedures
Aircraft operating in the New York Oceanic CTA/FIR, excluding that portion of the airspace delegated to NAVCANADA can expect to receive ATC services associated with the following types of airspace areas and associated altitudes:
|FL55 to FL600
|above FL 600
NY Oceanic is responsible for the airspace bordering along the east coast of the United States, Gander and Shanwick in the north, Santa Maria in the east, as well as Piarco and San Juan in the south.
All of ZWY is RVSM airspace. Non-RVSM aircraft are not permitted in RVSM airspace unless they meet the criteria of excepted aircraft and are previously approved by the ATS unit having authority for the airspace.
New York Oceanic serves both as an Oceanic Control Area (OCA) and a Flight Information Region (FIR). In most sectors, air traffic control services are provided to all aircraft flying at or above FL055. Flight information and alerting services only are provided to known aircraft flying below FL055.
The transition altitude in non-radar airspace is FL055
The West Atlantic Route System is a high complexity fixed set of tracks which experiences peaks of high traffic density. The WATRS or OCA West airspace in ZWY consists of all of the non-radar airspace south of 38.5 N and west of 60 W. The primary air traffic flows in the WATRS airspace are between Northeast and Mid-Atlantic US airports and Caribbean and South American destinations. This primary flow is regularly crossed by the flow of traffic transitioning to and from the Southeast US / Caribbean and the North Atlantic and New York OCA East airspace.
Altitude assignments in WATRS generally follow the normal FAA assignments based on flight direction. Final altitude assignment will be determined dynamically based on traffic and operational conditions.
Aircraft should file odd flight levels when operating:
South and Southeast bound on on L451, L452, L453, L454, L455, L456, L457, L459, L461, and L462.
Northeast bound on M201, M202, M203, M204.
East or Northeast on L375, L435, M325, M326, M327, M328, M329, M330, M331, M593, M594, M595, M596, M597, and M525.
Aircraft should file even flight levels when operating in the opposite direction of the above routes.
All non-radar airspace excluding WATRS is part of the OCA East airspace. OCA East airspace north of 28N is also in the North Atlantic High Level Airspace (NAT HLA). The NAT HLA consists of the airspace from FL285 to FL420 within its lateral boundaries. RNP4 or RNP10 are required.
New York Offshore radar airspace is in the North American ICAO Region.
New York OCA airspace
North of 27N is in the North Atlantic ICAO Region.
South of 27N is in the Caribbean ICAO Region.
There are three components to an Oceanic Clearance: (1) route; (2) altitude; and (3) speed. New York ARTCC will use multiple methods to comply with the NAT requirement to issue the three elements of an Oceanic Clearance.
Aircraft entering the New York ARTCC Oceanic CTA from a FAA facility:
North American (NAM) region departures:
Caribbean/South American (CAR/SAM) region departures:
If a route, speed or altitude change en-route is desired, then aircraft should make a request from the ATC unit in which they are operating. At all times, the last assigned route, altitude and speed are to be maintained.
Aircraft landing in Moncton and Gander Domestic must cross the border at or below FL400.
|ACK or LFV
|KEWR KTEB KWRI
|KJFK KLGA KISP
|OWENZ PREPI V312 DRIFT V139 BRIGS JIIMS#
|B24 DASHA JIIMS#
All information in this section applies to non-radar, oceanic airspace.
Apply the following performance assumptions when providing air traffic control service in ZWY.
All aircraft flying on IVAO are assumed to be:
All aircraft flying in ZWY may be assumed to be the following unless notified by the pilot:
Use phraseology in accordance with FAA 7110.65 Chapter 6, Non-Radar and ICAO NAT007 Chapter 6, Communications and Position Reporting Procedures. See the HF Phraseology section for specific examples.
CPDLC is a text communications link between the controller and the pilot. CPDLC in ZWY is simulated via the on-frequency text chat and private text chat.
Space-based ADS-B is not in use at ZWY.
ADS-C uses various systems on board the aircraft to automatically provide aircraft position, altitude, speed, intent and meteorological data, which can be sent in a report to an ATS unit or AOC facility ground system for surveillance and route conformance monitoring.
One or more reports are generated in response to an ADS contract, which is requested by the ground system. An ADS contract identifies the types of information and the conditions under which reports are to be sent by the aircraft. Some types of information are included in every report, while other types are provided only if specified in the ADS contract request. The aircraft can also send unsolicited ADS-C emergency reports to any ATS unit that has an ADS connection with the aircraft.
An ATS unit system may request multiple simultaneous ADS contracts to a single aircraft, including one periodic and one event contract, which may be supplemented by any number of demand contracts. Up to five separate ground systems may request ADS contracts with a single aircraft.
All aircraft flying on IVAO continuously send aircraft position, altitude, and speed data to IVAO servers are available to the controller in the ATC client. ADS-C is simulated by using the "assume" function in Aurora.
Pilots make initial contact via voice by requesting a SELCAL check and stating the next oceanic facility.
[Radio Station Name], [Radio Station Name], [Aircraft Callsign], (Next oceanic facility), SELCAL check [SELCAL Code],
ATC responds by sending a SELCAL, instructions to contact the next facility if applicable, and stating that position reports are not required for ADS-C.
[Aircraft Callsign], [Radio Station Name], [Instructions for next facility]. Position reports not required.
After receiving the SELCAL, the pilot responds with "SELCAL OK" and a readback of any additional instructions.
[Radio Station Name], [Aircraft Callsign], [Readback of instructions].
AAL123 is flying through New York Oceanic and will enter Gander Oceanic next. The radio is tuned to 130.0.
Pilot: New York, New York, AAL123, Gander next, SELCAL check.
ATC: American 123, New York Radio, at 45 North, contact Gander Radio on 131.5. Position reports not required.
Pilot: New York Radio, AAL123, SELCAL OK, at 45 North contact Gander Radio on 131.5.
Solicit When Able Higher reports for aircraft entering the NAT HLA and when it would provide an operational advantage.
The radio operator asks the aircraft to say when able higher.
[Aircraft Callsign], [Radio Station Name], say When Able Higher.
The pilot responds with a WAH report which consists of altitudes and the time they are able to climb to that altitude.
[Radio Station Name], [Aircraft Callsign], able [Flight Level] at [Zulu Time], able [Flight Level] at [Zulu Time], etc.
DAL123 is at FL330.
ATC: Delta 123, New York Radio, say When Able Higher.
Pilot: New York Radio, Delta 123, able FL340 at 1300, able FL350 at 1415, able FL370 at 1545.
Information about the ability to climb does not constitute a climb request to ATC. Pilots requesting a higher altitude will replace "able" with "request" in the WAH report.
DAL123 is at FL330 and requests FL350 at 1415z.
ATC: DAL123, New York Radio, say When Able Higher.
Pilot: New York Radio, DAL123, able FL340 at 1300z, request FL350 at 1415z, able FL370 at 1545z.
Pilots request changes to their oceanic clearance by making a "request clearance" call.
Pilot: New York Radio, Speedbird 123, request clearance on 130.0.
ATC: Speedbird 123, New York Radio.
Pilot: New York Radio, Speedbird 123, request FL350.
Pilot: New York Radio, Speedbird 123, request Mach .82.
Pilots report revised estimates with the same procedure except by saying "revised estimate" in the initial call and only reporting the fix and revised time.
Clearance can be obtained from domestic ATC after coordinating with ZWY.
This applies to flights from:
The last radar controller before oceanic entry must coordinate with the first non-radar oceanic controller. The radar controller must pass the following information to the non-radar controller
The non-radar controller either approves the request as is or makes necessary adjustments for traffic or other operational needs and passes the information back to the radar controller. The radar controller then assigns and instructs the aircraft to follow the approved oceanic clearance. The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad.
Located in the heart of the Atlantic Ocean, Bermuda Islands is a facility controlled by local control and radar service (CTR/APP). Its airspace handles in and out bounds from Bermuda only, however the call sign remains associated with New York. Flights trespassing this airspace are handled by New York Oceanic
Area of Responsibilty: 4000-FL500 / 180NM radius
Stations acts as CTR and APP control for Bermuda Arrivals, Departures, and over flights.
The Bermuda TMA is classified as Class E airspace
The airport control zone is classified as Class D airspace, which reverts to Class E airspace between 2300-0700 local time.
Bermuda Control Zone is that airspace within a 4.4 NM radius of L. F. Wade International Airport ARP extending from the surface up to and including 2500 feet AGL.
The control zone extends out to 7 NM for 1.7 NM either side of the 114, 117, and 301 degree radials of the BDA VOR/DME
NY ARTCC (TXKF_APP) provides en-route and terminal ATS.
Service is provided in English only.
NY ARTCC (TXKF_APP) provides area control service to aircraft on IFR flight plans operating in the Bermuda TMA. Secondary Surveillance Radar (SSR) service is provided.
NY ARTCC (TXKF_APP) provides approach control service to aircraft on IFR flight plans arriving and departing L.F. Wade International Airport. SSR service is provided.
All flights at or above FL180 within the NY Oceanic CTA/FIR shall be in accordance with Instrument Flight Rules (IFR). Consequently, all civil aircraft operating into and out of Bermuda must do so in accordance with IFR.
The Minimum Safe Altitude within 25 NM of Bermuda BDA VOR is 1500 ft AMSL.
All IFR departures will generally be cleared up to FL230 and to fly runway heading until given a turn on course by NY ARTCC.
ATC will issue SID and STAR to aircraft departing and arriving TXKF during non-radar periods. Pilots may request or file SID and STAR during radar periods.
When congestion of inbound IFR traffic exists, NY ARTCC may instruct a departing aircraft to make an off-course climb for a specific distance and/or to a specific altitude.
SLOP is in force for all traffic crossing Bermuda at cruise level. SLOP is the same as used in NAT airspace.
NY ARTCC provides Secondary Surveillance Radar (SSR) service. All inbound transponder equipped aircraft shall remain on last ATC assigned beacon code upon entering the Bermuda TMA.
Altimeter setting procedures at Bermuda conform to ICAO requirements. The altimeter setting will be given in hectopascals (hPa), for example "QNH 1013". It will be provided in inches of mercury on request from the pilot, for example "Altimeter 2992".
QNH altimeter setting is made available to aircraft in the routine take-off and climb instructions.
Aircraft operating below 18,000 feet AMSL shall maintain the station altimeter setting provided by ATS.
Aircraft operating above 18,000 feet MSL shall maintain an altimeter setting of 1013 hectopascals (hPa).
Cruising levels in the Bermuda TMA are as established for the NY Oceanic CTA/FIR.
"AAL123, cleared to Miami as filed, on departure fly runway heading, expect radar vectors to JIMAC. Climb and maintain FL250. Expect FL380 10mins after deaprture. Departure frequency 128.5, squawk 7155."
"AAL123, taxi via T, B, G runway 12, QNH 1021."
"AAL123, wind 050 at 14, runway 12, cleared for take off."
"AAL123, NY Center, radar contact, proceed direct JIMAC"
"AAL123, say requested final altitude and mach number."
"AAL123, climb and maintain FL380, maintain mach 0.85 in cruise."
"AAL123, contact NY radio on (freq) with position report at JIMAC.
"UAL123, squawk 3211."
"UAL123, radar contact FL300. Descend via the POPOP1 arrival, expect ILS runway 12 approach."
"UAL123, cleared ILS runway 12 approach."
"UAL123, contact tower on (freq)"
"UAL123, wind 040 at 15, runway 12, cleared to land."
|San Francisco Radio
This excludes airspace delegated to other facilities (outlined in section 1.4 of this SOP), whether they are staffed or not
Transition altitude within the Oakland OCA/FIR is FL055
Aurora only supports up to 1000nm of range currently
Reduced Vertical Separation Minima (RVSM):
The Oakland OCA spans a vast portion of airspace over the Pacific Ocean. To the east, it shares boundaries with the Vancouver, Seattle, Oakland, Los Angeles, and Mazatlán FIRs. The Tahiti, Auckland Oceanic, Nadi, Nauru, Port Moresby, and Ujung Pandang FIRs lie to the south. In the east, it neighbors the Manila and Fukuoka FIRs. The Anchorage and Anchorage Oceanic FIRs are to the north. The Oakland OCA fully encircles the Honolulu Control Facility and the Guam CERAP. The major traffic flows within the OCA include flights between North America and Asia, California and the
Hawaiian Islands, Alaska and the Hawaiian Islands, and between Japan and Australia/New Zealand. Most flights between North America and Asia utilize Pacific Organized Track System (PACOTS) routings. Eastbound PACOTS tracks are in effect 0700 – 2300 UTC daily, and westbound PACOTS tracks are in effect 1900 – 0800 UTC daily. Traffic between California and the Hawaiian Islands utilizes the California East Pacific (CEP) route system, which consists of seven primary airways. While most of the traffic in the OCA is eastbound or westbound, caution must be exercised for any crossing northbound or southbound traffic. In addition to overflights, the Oakland OCA services many small island airports not covered by other facilities.