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
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 |
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:
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.
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.
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.
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.
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.
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.
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 |
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 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.
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.
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.
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.
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
ICAO ID | CALLSIGN | IVAO LOGIN | FREQUENCY |
---|---|---|---|
TXKF | NY Approach | TXKF_APP | 119.100 MHz |
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
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
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.
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
Bermuda is not a contracting State with ICAO. Differences from ICAO standards, recommended practices and procedures are disseminated for Bermuda by the United Kingdom.
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):
VFR Flight
Altimeter setting
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.
Reserved