¶ Common Procedures
¶ ATIS
When controlling Oceanic please use this ATIS:
Clearance must be obtained 30mins prior to entry - Provide route, FL, Mach, oceanic entry point and time, TMI / Position report mandatory - Provide passed fix and time, FL, Mach, estimated fix and time, fix thereafter / Set SQ 2000 at first position report
¶ FIR Specific Procedures
The Gander and Shanwick OCC are each responsible for half of the north Atlantic HLA airspace (border is at 30W°). Both OCAs have been divided into various sectors to optimise traffic management and controller workload.
| Sector | Radio Callsign | Login | Datalink CPDLC | RMK |
|---|---|---|---|---|
| Gander OCA + Shanwick OCA | Gander/Shanwick Radio | CZQX_GS_CTR | QXGS | Default Position |
| Gander OCA | Gander Radio | CZQX_CTR | CZQX | |
| Gander OCA | Gander Radio | CZQX_1_CTR | QX1 | |
| Gander OCA | Gander Radio | CZQX_2_CTR | QX2 | |
| Gander OCA | Gander Radio | CZQX_3_CTR | QX3 | |
| Gander OC | Gander Radio (Oceanic Clearance) | CZQX_OC_CTR | QXOC |
| Sector | Radio Callsign | Login | Datalink CPDLC | RMK |
|---|---|---|---|---|
| Shanwick OCA + Gander OCA | Shanwick/Gander Radio | EGGX_SG_CTR | GXQX | |
| Shanwick OCA | Shanwick Radio | EGGX_CTR | EGGX | |
| Shanwick Northern Tracks | Shanwick Radio | EGGX_N_CTR | GXN | |
| Shanwick Southern Tracks | Shanwick Radio | EGGX_S_CTR | GXN | |
| Shanwick OC | Shanwick Radio (Oceanic Clearance) | EGGX_OC_CTR | GXOC |
¶ Airspace Allocation
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
¶ 1. Airspace
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:
| Class G | Class A | Class E |
|---|---|---|
| below FL55 | 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.
¶ RVSM
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.
¶ Radar Coverage
Most of ZWY is non-radar. In non-radar sectors, provide service in accordance with 7110.65 Chapters 6 and 8. ZWY simulates the use of ADS-C and CPDLC in non-radar airspace. See the Communications and Surveillance tabs for more information. All non-radar airspace is oceanic airspace.
In radar sectors, provide radar service in accordance with 7110.65 Chapter 5. Radar airspace is non-oceanic airspace. The following sectors are radar airspace:
Sectors 82 and 83 in Area E (delegated to ZNY when online).
Sectors 65 and 86 in Area F (delegated to ZNY when online).
Sectors 80 and 81 (Bermuda TMA). There is no primary radar at Bermuda. All service must be provided using secondary surveillance radar.
¶ OCA and FIR
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
¶ OCA West / WATRS
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.
¶ OCA East
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.
¶ ICAO North America, North Atlantic, and Caribbean Regions
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.
¶ 2. General Operation
¶ Beacon Codes
All aircraft transitioning into the West Atlantic Route System (WATRS) via fixed ATS routes must remain on the last ATC-assigned beacon code.
All aircraft entering or leaving WATRS via OCA East must:
Be assigned a unique beacon code 30 minutes prior to entering WATRS airspace.
Be assigned code 2000 30 minutes after leaving WATRS airspace.
¶ NAT HLA Oceanic Clearances
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:
- The airport clearance which an aircraft receives on the ground at its departure aerodrome is considered to be the route portion of the Oceanic Clearance. Altitude and speed assignment will occur prior to entry into the New York ARTCC Oceanic CTA.
- Unsolicited en-route route, altitude or speed amendments may occur due to changing traffic situations. At all times, the last assigned route, altitude and speed are to be maintained and should be considered the new oceanic profile.
North American (NAM) region departures:
- Aircraft departing airports close to an oceanic boundary will receive the route portion of their Oceanic Clearance from Clearance Delivery.
- Once airborne and within United States offshore RADAR airspace, aircraft will be assigned an oceanic altitude and Mach number. The oceanic altitude may or may not be the aircraft current cleared altitude.
Caribbean/South American (CAR/SAM) region departures:
- For aircraft originating from airports within the CAR/SAM region, New York ARTCC will utilize the procedures outlined in 5.6 of NAT Doc 007 to fulfill the requirements of the route portion of an oceanic clearance. Once airborne and within United States offshore RADAR airspace, the aircraft will be assigned its oceanic altitude and Mach number.
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.
¶ Crossing Restrictions
Aircraft landing in Moncton and Gander Domestic must cross the border at or below FL400.
| Airport | Route Segment | Fix | Instructions | Handoff |
|---|---|---|---|---|
| KBOS | ACK or LFV | Boundary | P/D FL280 | Boundary |
| KEWR KTEB KWRI | OWENZ CYN | OWENZ | 10000 | Boundary |
| KJFK KLGA KISP | OWENZ CAMRN | OWENZ | 14000 | Boundary |
| KPHL | OWENZ PREPI V312 DRIFT V139 BRIGS JIIMS# | OWENZ | FL220 | Boundary |
| KPHL | B24 DASHA JIIMS# | WICKE | FL160 | Boundary |
¶ 3. Communications
All information in this section applies to non-radar, oceanic airspace.
¶ Aircraft Performance
Apply the following performance assumptions when providing air traffic control service in ZWY.
All aircraft flying on IVAO are assumed to be:
- Equipped with a transponder and ADS-B Out capable
- Equipped with a VHF radio and HF radio, and/or CPDLC (text)
All aircraft flying in ZWY may be assumed to be the following unless notified by the pilot:
- RNP 4 authorized
- Equipped with ADS-C with a <= 10 minute reporting interval
¶ Voice Communications
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.
¶ Controller Pilot Data Link Communications (CPDLC)
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.
¶ Automatic Dependent Surveillance - Broadcast (ADS-B)
Space-based ADS-B is not in use at ZWY.
¶ Automatic Dependent Surveillance - Contract (ADS-C)
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.
¶ Phraseology
¶ Initial Contact and SELCAL Checks
Pilots make initial contact on HF by requesting a SELCAL check and stating the next oceanic facility if applicable.
[Radio Station Name], [Radio Station Name], [Aircraft Callsign] on [Radio Frequency], SELCAL check [SELCAL Code], (Next oceanic facility if needed).
The radio operator responds with secondary frequencies (currently not used on IVAO), instructions to contact the next facility if applicable, states that position reports are not required for ADS-C, and sends a SELCAL.
[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].
Example: AAL123 is flying through New York Oceanic and will enter Gander Oceanic next. The radio is tuned to 130.0.
Pilot: New York Radio, New York Radio, American 123 on 130.0, SELCAL check AC-CD, Gander next.
ATC: American 123, New York Radio, at 45 North, contact Gander Radio on 131.5. Position reports not required.
KZWY sends a SELCAL and after AAL123 receives it:
ATC: New York Radio, American 123, SELCAL OK, at 45 North, contact Gander Radio on 131.5.
¶ When Able Higher (WAH) Reports
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.
Example: 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.
Example: DAL123 is at FL330 and requests FL350 at 1415z.
ATC: Delta 123, New York Radio, say When Able Higher.
Pilot: New York Radio, Delta 123, able FL340 at 1300, request FL350 at 1415, able FL370 at 1545.
¶ Requests
Pilots request changes to their oceanic clearance by making a "request clearance" call.
Example:
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.
or
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.
¶ Oceanic Clearance
There are three components to an Oceanic Clearance: (1) route; (2) altitude; and (3) speed.
Pilots entering KZWY do not need to contact KZWY for oceanic clearance. All oceanic clearnace will be handled by ATC coordination.
¶ Oceanic Entry Coordination
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
- Callsign
- Estimate over oceanic entry fix (next fix estimates not required)
- Requested altitude
- Requested Mach number
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
| ICAO ID | CALLSIGN | IVAO LOGIN | FREQUENCY |
|---|---|---|---|
| TXKF | NY Approach | TXKF_APP | 119.100 MHz |
¶ Airspace
Stations acts as CTR and APP control for Bermuda Arrivals and Departures ONLY / Airspace: 4000-FL500 / 178NM radius
The Bermuda TMA is classified as Class E airspace
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
The L. F. Wade International Airport control zone is classified as Class D airspace, which reverts to Class E airspace after 2300 hrs closure.
NOTE: Class D airspace reverts to Class E airspace during uncontrolled operations
¶ General
In general, enroute ATS procedures are in conformity with the ICAO standards and recommended practices and procedures, as laid down in Annex 11 to the Convention on International Civil Aviation and PANS/RAC Doc 4444-RAC/501
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
¶ Procedures
Holding, Approach and Departure Procedures are developed in accordance with PANS-OPS design criteria and published by Jeppesen. All IFR departure procedures and separation standards applied by NY ARTCC are in accordance with the FAA Handbook 7110.65
All IFR flights departing Bermuda will be issued an ATC clearance including climb instructions to be issued by NY ARTCC and transmitted by Bermuda Control Tower on a specified frequency for ATC clearance.
All IFR departures will generally be cleared up to FL250 and to fly runway heading until given a turn on course by NY ARTCC.
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.
¶ Special Requirements and Regulations
Aircraft arriving and departing Bermuda operate in the NY Oceanic CTA/FIR
North Atlantic (NAT) regional procedures supplementary to the provisions contained in Annex 2, Annex 6 – Parts I and II, Annex 11, PANS-RAC (Doc 4444) and PANS-OPS (Doc 8168) do not apply in the Bermuda TMA
¶ Differences from ICAO Standards and Procedures
Bermuda is not a contracting State with ICAO. Differences from ICAO standards, recommended practices and procedures are disseminated for Bermuda by the United Kingdom.
¶ 1. Airspace
¶ 1.1 General Information
- ATC is responsible for air traffic control services within the Oakland OCA/FIR from FL055 and above, and for flight information and alerting services from surface and above
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 entire Oakland OCA is RVSM exclusive airspace between FL290 and FL410
- Certain groups of non-RVSM qualified aircraft are to be accommodated in RVSM airspace if workload permits; these aircraft require 2,000 ft of vertical separation
-
VFR Flight
- VFR flights may be conducted in the Oakland OCA/FIR within the airspace surrounding Pacific Islands:
- Between sunrise and sunset; and
- When operating less than 100 nm of shoreline of and landmass; and
- Below FL200 ii.VFR flights are otherwise prohibited in the Oakland OCA/FIR
- VFR flights may be conducted in the Oakland OCA/FIR within the airspace surrounding Pacific Islands:
-
Altimeter setting
- Within the OCA, unless directed and/or charted otherwise, altitude assignment must be based on flight levels and a standard altimeter setting of 29.92 inHg
¶ 1.2 Airspace Narrative
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.
¶ 1.3 Airspace Diagram
¶ 2. Position Reports
- All fixes in the Oakland OCA are mandatory reporting points
- Controllers shall require aircraft whose reporting points are more than 80 minutes apart to make hourly position report in addition to their filed reporting waypoints
- Position report elements solicited shall include:
a. Aircraft identification (callsign)
b. Position and time (crossed waypoint and time crossed)
c. Altitude or flight level
d. Next reporting waypoint and ETA
e. Subsequent reporting waypoint - If a pilot finds that an estimate has subsequently varied by more than 2 minutes since making a position report, the new estimate shall be passed to ATC
- If an aircraft fails to report its position within 10 minutes of its estimated time, controllers must attempt to establish contact with the aircraft and obtain a position report
¶ 3. Oceanic Clearance
- Aircraft are not required to obtain their own oceanic clearance to operate within the OCA
- Clearances issued to aircraft at their departure airport also serve as the oceanic clearances for the Oakland OCA
¶ 4. Outbound Coordination
- The Oakland OCA controller shall initiate coordination with the receiving facility in accordance with the time parameters specified below
a. FAA facilities: 15 minutes prior to the TCP
b. Non-FAA facilities: 30 minutes prior to the TCP
c. Coordination for aircraft departing airports less than the required coordination lead time away from the boundary shall be accomplished prior to the departure - Coordination shall consist of the elements specified below:
a. FAA facilities: callsign, TCP fix, and assigned altitude
b. Non-FAA facilities: callsign, TCP fix, TCP ETA, and assigned altitude
¶ 5. Inbound Coordination
- Adjacent facilities shall initiate coordination with the Oakland OCA controller in accordance with the time parameters prescribed below, or as soon as practicable once the aircraft becomes airborne.
a. FAA facilities: 15 minutes prior to the TCP - Coordination shall consist of the elements specified below:
a. Callsign, TCP fix, TCP ETA, and requested altitude - The Oakland OCA controller will issue clearance adjustments as necessary
- The adjacent facility's controller shall notify the Oakland OCA controller if the TCP ETA changes by more than 3 minutes
- Aircraft shall be instructed to squawk 2000 and switch to the appropriate San Francisco Radio frequency not later than 5 minutes prior to the TCP
¶ 6. Separation
¶ Longitudinal Separation
- Time-based: 15 minutes, 10 minutes if turbojets
- ADS-C: 30 nm
- Non-ADS-C GNSS: 50 nm, requires position report at least every 24 minutes
- Opposite tracks
- Vertical separation must exist prior to longitudinal separation falling below minima
- Vertical separation maintained until proper longitudinal separation exists OR when definite passing is achieved
- Crossing tracks – spacing at the crossing point must be not less than minima
¶ Lateral Separation
- GNSS: 30 nm
- Other: 100 nm
- Nonintersecting flight paths: protected airspace does not overlap
- Intersecting flight paths: both aircraft outside the protected airspace of the other's flight path
- VOR track separation: minima based on degrees divergence and altitude
- NDB track separation: minima based on degrees divergence and altitude
- Dead reckoning: tracks diverge by 45°, one aircraft is 15 miles from point of intersection
¶ Offshore/Oceanic Transition
- Courses diverge by 15° until oceanic separation established
- Traffic from domestic to oceanic may climb through opposite direction oceanic inbound traffic if separated by 15 minutes
- Traffic from domestic to oceanic may climb through same direction oceanic traffic if separated by 5 minutes
- Radar separation may be applied between one aircraft already radar identified and inbound to domestic airspace and another aircraft still in oceanic airspace
¶ 7. Sectorization
Reserved