NAT Doc 007 Version 2024 1 Draft PDF

G-1 NAT SPG/59 Report – Appendix G G-1
NAT Doc 007
NORTH ATLANTIC OPERATIONS

AND AIRSPACE MANUAL
V.2023-1 (Applicable from January 2023)V.2024-1 (Applicable

from March 2024)
Prepared by the ICAO European and North Atlantic Office

on behalf of the North Atlantic Systems Planning Group (NAT SPG)
ii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL ii
EUROPEAN AND NORTH ATLANTIC OFFICE OF ICAO

International Civil Aviation Organization (ICAO)
European and North Atlantic (EUR/NAT) Office
3 bis, Villa Emile Bergerat
92522, Neuilly-sur-Seine CEDEX
FRANCE
e-mail : [email protected]
Tel : +33 1 46 41 85 85
Fax : +33 1 46 41 85 00
Web : http://www.icao.int/EURNAT/
NAT Doc 007 V.2024-1 (Applicable from March 2024)

iii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL iii
NOTICE
The following significant changes have been made in NAT operations:
The requirement for oceanic clearances has been removed.

Refer to section 6.2.26 – 6.2.39
NAT communication failure procedures have been amended.

Refer to sections 5.6.9 – 5.6.11
The oceanic clearance removal is scheduled for the AIRAC date

21 March 2024.
All NAT Air Traffic Service Providers will strive to implement the change
on this date.
Refer to NOTAMs to confirm the final implementation date for each NAT
State.

iv NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL iv
Figure 1 – The ICAO North Atlantic RegionHigh Level Airspace (NAT HLA)
NAT Doc 007 Exclusion of Liability V.2024-1 (Applicable from March 2024)
v NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL v
EXCLUSION OF LIABILITY
A printed or electronic copy of this Manual, plus any associated documentation, is provided to the recipient as
is and without any warranties as to its description, condition, quality, fitness for purpose or functionality and
for use by the recipient solely for guidance only. Any implied conditions terms or warranties as to the
description, condition, quality, fitness for purpose or functionality of the software and associated
documentation are hereby excluded.
The information published by ICAO in this document is made available without warranty of any kind; the
Organization accepts no responsibility or liability whether direct or indirect, as to the currency, accuracy or
quality of the information, nor for any consequence of its use.
The designations and the presentation of material in this publication do not imply the expression of any opinion
whatsoever on the part of ICAO concerning the legal status of any country, territory, city or area of its
authorities, or concerning the delimitation of its frontiers or boundaries.
There is no objection to the reproduction of extracts of information contained in this Document if the source
is acknowledged.
_________________________
NAT Doc 007 Exclusion of Liability V.2024-1 (Applicable from March 2024)
vi NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL vi
FOREWORD
This Document has been produced with the approval and on behalf of the North Atlantic (NAT) Systems
Planning Group (SPG); the North Atlantic regional planning body established under the auspices of the
International Civil Aviation Organisation (ICAO). This Group is responsible for developing the required
operational procedures; specifying the necessary services and facilities; and defining the aircraft and operator
approval standards employed in the NAT region.
Further information on the functions and working methods of the NAT SPG, together with the NAT Regional
Safety Policy Statement, are contained in the NAT SPG Handbook (NAT Doc 001) which is available in the
European and North Atlantic (EUR/NAT) Office public pages on the ICAO website (www.icao.int/EURNAT/).
This Document is for guidance only. Regulatory material relating to North Atlantic aircraft operations is
contained in relevant ICAO Annexes, PANS-ATM (Doc 4444), Regional Supplementary Procedures
(Doc 7030), State AIPs and current NOTAMs, which should be read in conjunction with the material contained
in this Document.
The airspace of the North Atlantic which links Europe and North America is the busiest oceanic airspace in
the world. In 2017 approximately 730,000 flights crossed the North Atlantic (ref NAT SPG/54 – WP/08 -
OUTCOMES OF NAT EFFG/33 AND NAT EFFG/34). For the most part in the North Atlantic, Direct
Controller Pilot VHF voice Communications (DCPC VHF) and radar surveillance are unavailable.
Communications via CPDLC are available to FANS equipped aircraft and ADS-B surveillance is available
through most of the airspace. Aircraft separation assurance and hence safety is ensured by demanding the
highest standards of horizontal and vertical navigation performance/accuracy and of operating discipline.
The vast majority of North Atlantic flights are performed by commercial jet transport aircraft in the band of
levels FL 290 – FL 410. To ensure adequate airspace capacity and provide for safe vertical separations,
Reduced Vertical Separation Minima (RVSM) is applied throughout the ICAO NAT region.
A large portion of the airspace of the NAT, which, incidentally, contains the majority of these NAT crossings
routes, is designated as the NAT High Level Airspace (NAT HLA) between FL 285 and FL 420 inclusive.
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 flight crew procedures and training
have been adopted. The lateral dimensions of the NAT HLA include the following Oceanic Control Areas
(OCACTAs):
REYKJAVIK, SHANWICK (excluding SOTA & BOTA), GANDER, SANTA MARIA OCEANIC, BODO
OCEANIC and NEW YORK OCEANIC EAST north of 27N.
Some idea of these dimensions can be obtained from the maps at Figure 1 and those in Chapter 2 and Chapter
3. However, for specific dimensions, reference should be made to the ICAO North Atlantic Regional Air
Navigation Plan (NAT eANP, Doc 9634) and Doc 7030 – NAT (available at www.icao.int/EURNAT/).
Although aircraft and flight crews may fly above the NAT HLA without the requisite of a NAT HLA approval,
it is important that flight crews of such aircraft have both an understanding of the operational procedures and
systems employed in the NAT HLA and specific knowledge of any active organized route structures.
The bulk of this Document provides information for Aircraft Operating Agencies, flight crews and Dispatchers
planning and conducting operations in or above the NAT HLA and it also offers guidance to the State
Regulators responsible for the approval/certification/or licensing of such aircraft operators, flight crews or
dispatchers.
Aircraft without NAT HLA or RVSM approvals may, of course, also fly across the North Atlantic below
FL 285. However, due consideration should be given to the particular operating environment. Especially by
pilots/operators of single and twin engine aircraft. Weather conditions can be harsh; there are limited VHF
radio communications and ground-based navigation aids; and the terrain can be rugged and sparsely populated.
International General Aviation (IGA) flights at these lower levels constitute a very small percentage of the
NAT Doc 007 Foreword V.2024-1 (Applicable from March 2024)

vii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL vii
overall NAT traffic but they account for the vast majority of Search and Rescue operations. Specific guidance
for the pilots and operators of such flights is contained in Chapter 17.
The guidance document provided herewith is included in the ICAO NAT Regional Library and is designated
as NAT Document 007 (NAT Doc 007). The Document can be accessed/downloaded from the European and
North Atlantic (EUR/NAT) Office public pages on the ICAO website, following “EUR & NAT Documents”,
then “NAT Documents”, in folder “NAT Doc 007”.
This website will also include, any noted post publication errata (changes) or addenda (additions) to the current
edition.
A separate document, “NAT Region Updates Bulletin”, is also available from the website. This advises
operators of any recent changes to procedures or associated operational information which may affect their
conduct and planning of operations in the ICAO North Atlantic (NAT) region.
Edited by European and North Atlantic Office of ICAO
3 bis, Villa Emile Bergerat
92522 Neuilly-sur-Seine Cedex
FRANCE
Tel: +33 1 4641 8585
Fax: +33 1 4641 8500
Email: [email protected]
To assist with the editing of this Manual and to ensure the currency and accuracy of future editions it would
be appreciated if readers would submit their comments/suggestions for possible amendments/additions, to the
ICAO EUR/NAT Office at the above Email address.
As part of the continuing development within the operating environment of NAT HLA, trials take place in the
NAT from time to time, in support of various separation reduction and safety initiatives. Some of these trials
require the assistance of operators and flight crews. For a listing of current initiatives and trials (if any) and
participation details etc., reference should be made to the AIP of NAT ATS provider States. Information on
some of these trials may also be found by looking for “NAT Documents” in the European and North Atlantic
(EUR/NAT) Office public pages on the ICAO website (www.icao.int/EURNAT/).
_________________________
NAT Doc 007 Foreword V.2024-1 (Applicable from March 2024)

viii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL viii
EXPLANATION OF CHANGES
Edition 20243-v1 - Content Modifications/Additions Incorporated
This modification includes:

- Editorial and minor amendments throughout the document;
- Some hyperlinks were updated;
Material changes:
- List of abbreviations: HLA and OAC were added, CTA and OACC were deleted, RCL was amended.
- Definitions: Cost Index (ECON), Current Flight Plan and RCL were added, OWAFS was deleted.
- Chapter 1: amendments/deletions in 1.4.2, 1.6.3 and 1.8.5 c). A note was added to paragraph 1.8.5.
a) and the figure was corrected.
- Chapter 2: amendments/deletions in 2.3.4, 2.4.3 and 2.5.
- Chapter 3: amendments/deletions in 3.3.6, 3.3.8 and 3.3.9.
- Chapter 4: new paragraphs 4.1.13 and 4.1.14 were added containing information regarding speed.
- Chapter 5: previous Chapter 5 “Oceanic ATC Clearances” was deleted due to the removal of oceanic
clearances. Material relating to oceanic clearances was deleted and other material was moved to
other chapters, mostly to Chapter 6. Section 5.6 regarding communication failure procedures was
completely re-written.
- Chapter 6: this chapter was previously Chapter 8. Some material was moved to this chapter from
deleted Chapter 5 “Oceanic ATC Clearances” and deleted Chapter 7 “Mach Number”. There is new,
amended and/or moved material in 6.2.26 – 6.2.39, 6.2.46 – 6.2.48, 6.2.61 and 6.3.3 – 6.3.6. This
chapter contains the new procedures applicable after the removal of oceanic clearances.
- Chapter 7: this chapter was previously Chapter 9. No material changes.
- Chapter 8: this chapter was previously Chapter 10. Amendment to section 8.2 regarding operation of
SSR transponders. Figure 10-1 of NAT ATS surveillance coverage was updated.
- Chapter 11: this chapter was previously Chapter 13. Minor changes due to removal of oceanic
clearances. New section 11.8 concerning space weather was added.
- Chapter 12: this chapter was previously Chapter 14. Paragraph 12.2.1 e) was deleted. Minor changes
to 14.4 due to removal of oceanic clearances.
- Chapter 13: this chapter was previously Chapter 15. Section 13.1 was amended. Minor changes to
section 13.2 due to removal of oceanic clearances.
- Chapter 14: this chapter was previously Chapter 16. Paragraphs 14.6.25 and 14.6.28 were deleted.
- Chapter 15: this chapter was previously Chapter 17. Section 17.8 was amended due to removal of
oceanic clearances.
- Attachments 4, 6, 8 and 9 were amended due to removal of oceanic clearances.
- Attachment 10, reference amendments.
Insertion of EFB, ETP, INF, OEP, OXP, RCL, RCP, RSP and UPR in in list of Abbreviations;
- Chapter 1: amendments/deletions in 1.1.2 Note, 1.1.3, 1.3.6 Notes 2, 3 and 4. 1.8.4 was updated with
processing of requests for special operations in DLM airspace. Paragraph 1.8.5 was added with
information on airspace excluded from the DLM;
- Chapter 2: 2.1.2 amended to reflect that NAT track levels are now FL340 to FL400. Deletion of text
from 2.2.1 and 2.2.6. NAT track examples were updated:
- Chapter 3: figures of Northern routes and Tango routes were updated in 3.2.1. figures of NOTA,
SOTA, BOTA and GOTA were updated in 3.3.5 – 3.3.12;
- Chapter 4: amendment to 4.1.3 regarding free route airspace operations. Amendment to 4.1.5
regarding routings. Amendment to 4.2.3 regarding planned Mach number and flight level. Amendment
to 4.2.5 regarding EET;
- Chapter 5: amendment to section 5.5 regarding cruise climb and block of flight levels;
- Chapter 6: Figure 6-1 Reykjavik Control Direct Controller Pilot VHF Coverage was updated. Section
NAT Doc 007 Explanation of changes V.2024-1 (Applicable from March 2024)
ix NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL ix
6.4 regarding when able higher reports was updated. Section 6.7 concerning contingency situations
affection ATM provision in the NAT region was amended and moved to section 13.7; Section 6.8
regarding operation of transponders was merged with section 10.2. Section 6.9 regarding ACAS was
moved to section 10.4;
- Chapter 8; most of this chapter was re-written;
- Chapter 10: insert new paragraph 10.1.3 regarding identification of ADS-B equipped aircraft. Section
10.2 regarding operation of SSR transponders was amended. Section 10.4 was moved from section
6.9. Section 10.5 was added depicting NAT HLA ATS surveillance and DCPC VHF coverage;
- Chapter 13: amendment to paragraph 13.5.1 regarding wake turbulence. insert new section 13.7
regarding loss or sudden withdrawal of air traffic control services in the NAT region;
- Chapter 14: deletion of text from 14.1.4 and 14.1.5 because the DVD “Track Wise – Targeting Risk
within the Shanwick OCA” has been withdrawn;
- Chapter 16: Deletion of text from 16.3.1. adding reference to half degrees in 16.3.2. amendment to
16.3.8 regarding random routings. Amended flight planning guidance in 16.5.3 – 16.5.6. Deletion of
text from 16.6.6 regarding EET. Amended text in 16.6.21 regarding MEL;
- Chapter 17: reference to charts in section 10.5 added in 17.11.2 due to deletion in Attachment 4,
addition of communication channels when in difficulty in 17.14.3;
- Attachment 4: information on VHF coverage was deleted. Sample oceanic checklist was added;
- Attachment 8: information on NAT ATS surveillance coverage was moved to section 10.5 and
subsequent attachments were re-numbered;
- Attachment 9: The checklist for dispatchers was updated.
- Attachment 10: Bibliography and reference list was updated.
_________________________
NAT Doc 007 Explanation of changes V.2024-1 (Applicable from March 2024)
x NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL x
ABBREVIATIONS
ACARS Aircraft Communications Addressing and Reporting System

ACAS Airborne Collision Avoidance System
ACC Area Control Centre
ADF Automatic Direction Finding
ADS Automatic Dependent Surveillance
ADS-B Automatic Dependent Surveillance - Broadcast
ADS-C Automatic Dependent Surveillance - Contract
AFTN Aeronautical Fixed Telecommunication Network
AIC Aeronautical Information Circular
AIP Aeronautical Information Publication
AIRAC Aeronautical Information Regulation and Control
AIS Aeronautical Information Service
ARINC ARINC - formerly Aeronautical Radio Incorporated
ATA Actual Time of Arrival
ATC Air Traffic Control
ATM Air Traffic Management
ATS Air Traffic Services
BOTA Brest Oceanic Transition Area
CAR Caribbean
CDL Configuration Deviation List
CDM Collaborative Decision Making
CDR Conditional Route
CDU Control Display Unit
CMA Central Monitoring Agency
CPDLC Controller Pilot Data Link Communications
CTA Control Area
DCL Departure Clearance (via Data Link)
DCPC Direct Controller/Pilot Communications
DME Distance Measuring Equipment
DR Dead Reckoning
EDTO Extended Diversion Time Operations
EFB Electronic Flight Bag
ELT Emergency Locator Transmitter
ETA Estimated Time of Arrival
ETOPS Extended Operations
ETP Equal Time Point
NAT Doc 007 ABBREVIATIONS V.2024-1 (Applicable from March 2024)

xi NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xi
EUR Europe
FAA Federal Aviation Administration
FANS 1/A Future Air Navigation System 1 or A. (Respectively, Boeing and Airbus Proprietary
Air-Ground ATC Data Link Communications Systems)
FDE Fault Detection and Exclusion
FDR Flight Data Records
FIR Flight Information Region
FL Flight Level
FLAS Flight Level Allocation Scheme
FMC Flight Management Computer
FMS Flight Management System
GLONASS Global Orbiting Navigation Satellite System
GMU GPS (Height) Monitoring Unit
GNE Gross Navigation Error
GNSS Global Navigation Satellite System
GP General Purpose
GPS Global Positioning System
HF High Frequency
HLA High Level Airspace
HMU Height Monitoring Unit
HSI Horizontal Situation Indicator
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
INF Inland Navigation Fix
INS Inertial Navigation System
IRS Inertial Reference System
JAA Joint Aviation Authorities
kHz Kilohertz
LAT Latitude
LEO Low Earth Orbit (in reference to satellites e.g Iridium Constellation)
LONG Longitude
LRNS Long Range Navigation System
MASPS Minimum Aircraft System Performance Specifications
MEL Minimum Equipment List
MET Meteorological
MHz Megahertz
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specifications

xii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xii
MNT Mach Number Technique

NAM North America
NAR North American Route
NAT North Atlantic
NAT HLA North Atlantic High Level Airspace
NAT SPG North Atlantic Systems Planning Group
NDB Non Directional Beacon
NM Nautical Miles
NOAA National Oceanic and Atmospheric Administration
NOTA Northern Oceanic Transition Area
NOTAM Notice to Airmen
OACC Oceanic Area Control Centre
OCA Oceanic Control Area
OEP Oceanic Entry Point
OESB Oceanic Errors Safety Bulletin
OTS Organized Track System
OWAFS Operations Without an Assigned Fixed Speed
OXP Oceanic Exit Point
PBCS Performance-Based Communication and Surveillance
PDC Pre Departure Clearance
PRM Preferred Route Message
RA Resolution Advisory (per ACAS/TCAS)
RAIM Receiver Autonomous Integrity Monitoring
RCL Request Clearance messageVoice, or data link message via ACARS, used to provide
ETA at OEP, requested flight level, and Mach.
RCP Required Communication Performance
RMI Radio Magnetic Indicator
RNP Required Navigation Performance
RSP Required Surveillance Performance
R/T Radio Telephony
RVSM Reduced Vertical Separation Minimum
SAM South America
SELCAL Selective Calling
SID Standard Instrument Departure
SLOP Strategic Lateral Offset Procedures
SMS Safety Management System
SOTA Shannon Oceanic Transition Area
SSB Single Sideband

xiii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xiii
SSR Secondary Surveillance Radar

TAS True Airspeed
TCAS Traffic (Alert and) Collision Avoidance System
TLS Target Level of Safety
TMI Track Message Identification
UPR User Preferred Route
UTC Co-ordinated Universal Time
VHF Very High Frequency
VOR VHF Omni-directional Range
WAH When Able Higher
WATRS West Atlantic Route System
WPR Waypoint Position Report
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xiv NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xiv
DEFINITIONS
ATS Surveillance service Term used to indicate a service provided directly by means of an ATS
Surveillance system.
ATS Surveillance system Generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-
based system that enables the identification of aircraft.
Conflict A situation that occurs when it is predicted that the spacing between aircraft, an
aircraft and a defined airspace, or an aircraft and terrain, may or will reduce
below the prescribed minimum.
Cost Index (ECON) Operators can flight plan Cost Index (ECON) provided that the planned true
Mach number for any portion of the flight within the NAT is specified in Item 15
of the ICAO FPL. Flight crews can fly Cost Index (ECON). ATC will assign a
fixed Mach number if required due to traffic.
Current Flight Plan The flight plan, including changes, if any, brought about by subsequent
clearances. From a flight crew perspective this means what is loaded in the FMS.
Doc 7030 North Atlantic (NAT) Regional Supplementary Procedures (AKA NAT Supps)
Multilateration A group of equipment conﬁgured to provide position derived from the secondary
surveillance radar (SSR) transponder signals (replies or squitters) primarily using
time difference of arrival (TDOA) techniques. Additional information, including
identiﬁcation, can be extracted from the received signals.
North Atlantic Operations Bulletin (NAT OPS Bulletin)
NAT Ops Bulletins are used to distribute information on behalf of the North
Atlantic Systems Planning Group (NAT SPG) for the purpose of providing
guidance to North Atlantic (NAT) operators on material relevant to their
operations.
Oceanic Entry Point The Oceanic Entry point is generally a “named” waypoint, on or close to the FIR
boundary where the aircraft enters an oceanic control area.
Note: For aircraft entering the Reykjavik OCACTA from Edmonton, at or north
of 82N, the Oceanic Entry Point can be a LAT/LONG position on the boundary.
Oceanic Exit Point The Oceanic Exit point is generally a “named” waypoint, on or close to the FIR
boundary where the aircraft leaves the last oceanic control area.
Note: Routes involving more than one OCA may result in multiple Oceanic Entry
and Exit Points.
OWAFS The requirement to issue an assigned fixed Mach number to flights in the NAT
has been removed. All aircraft are eligible for the application of cost index
(ECON) with an ATC clearance of RESUME NORMAL SPEED in both ATS
surveillance and non-surveillance airspace. Oceanic clearance procedures will
remain unchanged and a fixed Mach number will continue to be part of the
oceanic clearance.
Procedural Control Term used to indicate that information derived from an ATS Surveillance system
is not required for the provision of air traffic control service. (PANS-ATM)
RCL Voice, or data link message via ACARS, used to provide ETA at OEP, requested
flight level, and Mach.
NAT Doc 007 DEFINITIONS V.2024-1 (Applicable from March 2024)

xv NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xv
RESUME NORMAL SPEED
An ATC clearance that allows the flight crew to select cost index (ECON) speed
instead of the assigned fixed Mach number with the condition that ATC must be
advised if the speed changes by plus or minus Mach .02 or more from the last
assigned Mach number.
_________________________
NAT Doc 007 DEFINITIONS V.2024-1 (Applicable from March 2024)

xvi NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xvi
TABLE OF CONTENTS
CHAPTER 1 OPERATIONAL APPROVAL AND AIRCRAFT SYSTEM REQUIREMENTS

FOR FLIGHT IN THE NAT HLA ................................................................................... 22
1.1 General .............................................................................................................................................. 22
Exceptions - Special Operations ....................................................................................................23
1.2 Approval............................................................................................................................................ 23
1.3 Horizontal Navigation Requirements for Unrestricted NAT HLA Operations ................................ 23
Longitudinal Navigation ................................................................................................................23
Lateral Navigation .........................................................................................................................24
Flight Crew Training .....................................................................................................................25
1.4 Routes for Use by Aircraft not Equipped with Two LRNS .............................................................. 25
Routes for Aircraft with Only One LRNS .......................................................................................25
Routes for Aircraft with Short-Range Navigation Equipment Only ...............................................26
1.5 Special Arrangements for Operation in NAT HLA by Non-NAT HLA Certified Aircraft .............. 26
1.6 Special Arrangements for Non-RVSM Approved Aircraft............................................................... 27
To Climb/Descend Through RVSM Levels .....................................................................................27
To Operate at RVSM Levels ...........................................................................................................27
1.7 ATS Surveillance Service Areas in the NAT Region ....................................................................... 27
1.8 Data Link Requirements ................................................................................................................... 28
1.9 Performance Monitoring ................................................................................................................... 32
1.10 PBCS Operations .............................................................................................................................. 32
1.11 Trials and Future Developments ....................................................................................................... 33
CHAPTER 2 THE ORGANISED TRACK SYSTEM (OTS) ................................................................ 34

2.1 General .............................................................................................................................................. 34
2.2 Construction of the Organised Track System (OTS) ........................................................................ 34
General processes ..........................................................................................................................34
Collaborative Decision Making Process ........................................................................................35
Split Westbound Structure ..............................................................................................................35
2.3 The NAT Track Message .................................................................................................................. 35
2.4 OTS Changeover Periods .................................................................................................................. 36
2.5 Examples of Day-Time Westbound and Night-Time Eastbound NAT Track Messages and
Associated Track Systems................................................................................................................. 37
CHAPTER 3 ROUTES, ROUTE STRUCTURES, AND TRANSITION AREAS WITHIN OR

ADJACENT TO THE NAT HLA ..................................................................................... 42
3.1 General .............................................................................................................................................. 42
3.2 Routes within the NAT HLA ............................................................................................................ 42
3.3 Route Structures Adjacent to the NAT HLA .................................................................................... 45
North American Routes (NARs) .....................................................................................................45
US East Coast Transitions .............................................................................................................45
Routes between North America and the Caribbean area ...............................................................45
Northern Oceanic Transition Area (NOTA) and Shannon Oceanic Transition Area (SOTA) .......46
Brest Oceanic Transition Area (BOTA) .........................................................................................46
Gander Oceanic Transition Area (GOTA) .....................................................................................47
CHAPTER 4 FLIGHT PLANNING ........................................................................................................ 48

4.1 General .............................................................................................................................................. 48
Routings..........................................................................................................................................48
NAT Doc 007 Table of Contents V.2024-1 (Applicable from March 2024)
xvii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xvii
Flight Levels ...................................................................................................................................48

Flight Plans ....................................................................................................................................49
4.2 Flight Planning Requirements ........................................................................................................... 49
Flight Planning on Random Route Segments in a Predominantly East - West Direction..............50
Flight Planning on Random Routes in a Predominantly North - South Direction.........................50
Flight Planning to Enter or Leave the NAT Region via the North American Region ....................51
Flight Planning to Operate Without Using HF Communications ..................................................51
Flight Planning to Operate with a Single Functioning LRNS ........................................................51
Flight Planning to Operate with Normal Short-Range Navigation Equipment Only ....................52
CHAPTER 5 OCEANIC ATC CLEARANCES ..................................................................................... 53

5.1 General .............................................................................................................................................. 53
5.2 Contents of Clearances...................................................................................................................... 54
5.3 Oceanic Clearances for Westbound Flights Routing via 61°N 010°W ............................................. 54
5.4 Oceanic Flights Originating from the NAM, CAR or SAM Regions and Entering the NAT HLA
via the New York OCA East ............................................................................................................. 54
5.5 Clearances Including Variable Flight Level ..................................................................................... 56
5.6 Errors Associated with Oceanic Clearances ..................................................................................... 56
Communication Errors ...................................................................................................................56
Waypoint Insertion Errors .............................................................................................................56
CHAPTER 6 COMMUNICATIONS AND POSITION REPORTING PROCEDURES ................... 57

6.1 ATS Communications ....................................................................................................................... 57
Equipage Requirements..................................................................................................................57
HF Voice Communications ............................................................................................................57
HF Phraseology applicable when using data link .........................................................................58
SELCAL ..........................................................................................................................................59
VHF Voice Communications ..........................................................................................................60
SATVOICE Communication ...........................................................................................................61
Data Link Communications ............................................................................................................61
6.2 Inter-Pilot Air-to-Air VHF Facility 123.450 MHz and Emergency Frequency 121.5 MHz............. 62
6.3 Position Reporting............................................................................................................................. 62
Time and Place of Position Reports ...............................................................................................62
Contents of Position Reports ..........................................................................................................63
“Operations Normal” Reports .......................................................................................................63
Standard Message Types ................................................................................................................63
6.4 “When Able Higher” (WAH) Reports .............................................................................................. 64
6.5 Meteorological Reports ..................................................................................................................... 64
VOLMET Services ..........................................................................................................................65
6.6 HF Communications Failure ............................................................................................................. 65
General Provisions .........................................................................................................................66
Communications Procedures for Use in the Event of an On-board HF Equipment Failure .........67
Communications Procedures for Use during Poor HF Propagation Conditions ..........................67
Rationale for Lost Communications Operational Procedures .......................................................67
Operational Procedures following Loss of HF Communications Prior to Entry into the NAT .....68
Operational Procedures following Loss of HF Communications after Entering the NAT.............69
Summary of Operational Procedures Required following Loss of Air/Ground ATS
Communications in the NAT Region ..............................................................................................70
CHAPTER 7 APPLICATION OF MACH NUMBER TECHNIQUE.................................................. 71

7.1 Description of Terms ........................................................................................................................ 71
xviii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xviii
7.2 Objective ........................................................................................................................................... 71

7.3 Procedures in NAT Oceanic Airspace .............................................................................................. 71
7.4 Procedure After Leaving Oceanic Airspace ...................................................................................... 71
CHAPTER 8 NAT HLA FLIGHT OPERATION & NAVIGATION PROCEDURES ...................... 72

8.1 Introduction ....................................................................................................................................... 72
8.2 Flight Operations And Navigation Procedures ................................................................................. 73
Flight Planning ..............................................................................................................................73
Pre-Flight .......................................................................................................................................75
Taxi and prior to take-off ...............................................................................................................77
Climb-out........................................................................................................................................77
Prior to oceanic entry ....................................................................................................................77
After oceanic entry .........................................................................................................................82
Approaching waypoints ..................................................................................................................83
Waypoint crossing ..........................................................................................................................83
10 minutes after waypoint passage ................................................................................................83
Midway between waypoints ............................................................................................................84
Oceanic exit ....................................................................................................................................84
Destination / Block-in.....................................................................................................................84
8.3 General Procedures ........................................................................................................................... 84
Provision of Climbs ........................................................................................................................84
Relief Flight Crew Members ..........................................................................................................85
RNP Approval Status ......................................................................................................................85
ATC Re-clearances .........................................................................................................................85
8.4 Special In-Flight Procedures ............................................................................................................. 86
CPDLC Route Clearance Uplinks ..................................................................................................86
Strategic Lateral Offset Procedures (SLOP)..................................................................................87
Uplink Message Latency Monitor Function ...................................................................................88
8.5 Older Aircraft Systems ...................................................................................................................... 89
Navigation accuracy check prior to OEP ......................................................................................89
Compass heading check (Inertial Navigation Systems) .................................................................89
Hourly altimeter checks .................................................................................................................89
Routine Monitoring ........................................................................................................................89
Cross-check winds ..........................................................................................................................90
Compare ground-based NAVAID to LRNS after Oceanic Exit (OXP) ...........................................90
8.6 Lateral Navigation Performance Monitoring .................................................................................... 90
CHAPTER 9 RVSM FLIGHT IN THE NAT HLA................................................................................ 91

9.1 General .............................................................................................................................................. 91
Pre-Flight .......................................................................................................................................91
In-Flight – Before Operating in the NAT HLA...............................................................................91
In-Flight – Entering and Flying in the NAT HLA ..........................................................................92
9.2 Equipment Failures ........................................................................................................................... 92
9.3 Vertical Navigation Performance Monitoring................................................................................... 92
CHAPTER 10 ATS SURVEILLANCE SERVICES IN THE NAT HLA............................................... 93

10.1 General .............................................................................................................................................. 93
10.2 Operation of SSR Transponders........................................................................................................ 93
10.3 Operation of ADS-B Transmitters .................................................................................................... 93
10.4 Airborne Collision Avoidance Systems (ACAS) .............................................................................. 94
10.5 NAT HLA ATS Surveillance coverage ............................................................................................ 94
xix NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xix
CHAPTER 11 MONITORING OF AIRCRAFT SYSTEMS AND FLIGHT CREW

PERFORMANCE .............................................................................................................. 99
11.1 The Monitoring Process .................................................................................................................... 99
11.2 Monitoring of Horizontal Navigation Capability .............................................................................. 99
Monitoring by the Operators ..........................................................................................................99
Monitoring of the Operator by the State ......................................................................................100
Direct Action by ATS Provider States and the NAT CMA in the Monitoring Process .................100
Monitoring of Lateral Deviations.................................................................................................100
11.3 Monitoring of Height-Keeping Performance .................................................................................. 101
Monitoring of Operational Height-keeping Performance ............................................................101
Monitoring of Technical Height-keeping Performance ...............................................................101
11.4 Monitoring of ACAS II Performance ............................................................................................. 102
11.5 Overall Navigation (and Systems) Performance ............................................................................. 102
11.6 Tactical Monitoring of NAT HLA and RVSM Approvals ............................................................. 102
11.7 Operational Error Reporting and Central Monitoring Agency (CMA) Activities .......................... 102
Background ..................................................................................................................................102
Responsibilities.............................................................................................................................103
Follow-up Action on Observed, Reported, and Prevented Lateral Deviations ............................104
Other Reports to the CMA ............................................................................................................104
CHAPTER 12 PROCEDURES IN THE EVENT OF NAVIGATION SYSTEM DEGRADATION

OR FAILURE ................................................................................................................... 106
12.1 General ............................................................................................................................................ 106
Detection of Failures ....................................................................................................................106
Methods of Determining which System is Faulty .........................................................................106
Action if the Faulty System Cannot be Identified .........................................................................107
Guidance on What Constitutes a Failed System...........................................................................107
Inertial System Failures ...............................................................................................................107
GNSS Failures ..............................................................................................................................107
12.2 Loss of Navigation/FMS Capability ............................................................................................... 108
One System Fails Before Take-Off ...............................................................................................108
One System Fails Before the OCA Boundary is Reached ............................................................108
One System Fails After the OCA Boundary is Crossed ................................................................109
The Remaining System Fails After Entering the NAT HLA ..........................................................109
Complete Failure of Navigation Systems Computers ...................................................................110
CHAPTER 13 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES ........................... 111

13.1 Introduction ..................................................................................................................................... 111
13.2 General Procedures ......................................................................................................................... 111
13.3 Actions to be taken once offset from track ..................................................................................... 112
13.4 Weather Deviation Procedures ........................................................................................................ 114
13.5 Wake Turbulence ............................................................................................................................ 116
13.6 ACAS/TCAS Alerts and Warnings ................................................................................................. 116
13.7 Loss Or Sudden Withdrawal Of Air Traffic Control Services In The NAT Region....................... 116
CHAPTER 14 GUARDING AGAINST COMMON ERRORS ............................................................ 120

14.1 Introduction ..................................................................................................................................... 120
14.2 Operational Height Errors ............................................................................................................... 120
14.3 Lateral Navigation Errors................................................................................................................ 121
Common Causes of Lateral Navigation Errors ............................................................................121
xx NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xx
14.4 Lessons Learned.............................................................................................................................. 121
CHAPTER 15 THE PREVENTION OF LATERAL DEVIATIONS FROM TRACK ...................... 123

15.1 The Problem .................................................................................................................................... 123
15.2 The Solution .................................................................................................................................... 123
CHAPTER 16 GUIDANCE FOR DISPATCHERS ............................................................................... 125

16.1 General ............................................................................................................................................ 125
16.2 Regulatory Requirements and Consequential Routing Limitations ................................................ 125
State Approvals (NAT HLA /RVSM).............................................................................................125
Minimum Equipage (Navigation/Altimetry/Communications) .....................................................125
Special non-compliance routings .................................................................................................125
16.3 Route Planning ................................................................................................................................ 126
Route definition conventions ........................................................................................................126
OTS – Rationale, Structure, CDM & NAT Track Message ..........................................................126
Random Routings .........................................................................................................................126
Adjacent Airspace, Route Structures, Links & Constraints .........................................................127
16.4 Altitude & Speed............................................................................................................................. 127
Flight Levels .................................................................................................................................127
Mach Number ...............................................................................................................................127
16.5 FPL Completion .............................................................................................................................. 127
16.6 Dispatch Functions .......................................................................................................................... 128
General .........................................................................................................................................128
Flight Planning ............................................................................................................................129
Flight Monitoring .........................................................................................................................132
Dispatcher guidance for NAT RVSM operations. ........................................................................133
CHAPTER 17 FLIGHT OPERATIONS BELOW THE NAT HLA .................................................... 136

17.1 Introduction ..................................................................................................................................... 136
17.2 Environmental Considerations ........................................................................................................ 136
17.3 North Atlantic Flight Operations .................................................................................................... 136
17.4 Requirements .................................................................................................................................. 136
17.5 Operational Considerations ............................................................................................................. 137
17.6 Flight Planning ................................................................................................................................ 137
17.7 Physiological Factors ...................................................................................................................... 138
17.8 Clearances ....................................................................................................................................... 138
Canada – ......................................................................................................................................138
United Kingdom/Ireland – ...........................................................................................................138
United States – .............................................................................................................................139
Norway – ......................................................................................................................................139
Portugal –.....................................................................................................................................139
Departing aerodromes within the NAT Region – .........................................................................139
17.9 Navigation ....................................................................................................................................... 139
17.10 Route Concerns ............................................................................................................................... 139
17.11 Communications ............................................................................................................................. 139
Communications failures..............................................................................................................140
17.12 Surveillance..................................................................................................................................... 140
17.13 Search & Rescue (SAR) .................................................................................................................. 141
Hypothermia .................................................................................................................................141
17.14 In-Flight Contingencies................................................................................................................... 141
xxi NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL xxi
ATTACHMENT 1 SAMPLE OF ERROR INVESTIGATION FORM ............................................... 143
ATTACHMENT 2 ALTITUDE DEVIATION REPORT FORM ........................................................ 145
ATTACHMENT 3 WAKE TURBULENCE REPORT FORM ............................................................ 146
ATTACHMENT 4 SAMPLE OCEANIC CHECKLIST ....................................................................... 148
ATTACHMENT 5 NORTH ATLANTIC FLIGHT LEVEL ALLOCATION SCHEME .................. 151
ATTACHMENT 6 OCEANIC CLEARANCES DELIVERY/FORMAT/CONTENT ....................... 158
ATTACHMENT 7 WEATHER CONDITIONS & CONSIDERATIONS ........................................... 172
ATTACHMENT 8 CHECKLIST FOR PRIVATE PILOTS ................................................................ 179
ATTACHMENT 9 CHECKLIST FOR DISPATCHERS...................................................................... 181
ATTACHMENT 10 BIBLIOGRAPHY AND OTHER REFERENCE MATERIAL ......................... 185
22 NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL — CHAPTER 1 22
CHAPTER 1
OPERATIONAL APPROVAL AND AIRCRAFT SYSTEM REQUIREMENTS FOR
FLIGHT IN THE NAT HLA
Flight crews may fly across the North Atlantic within NAT High Level Airspace (HLA)
only if they are in possession of the appropriate NAT HLA and RVSM approvals issued
by the State of Registry of the aircraft or by the State of the operator. The Minimum
Equipment List (MEL) for operations must be strictly observed.
1.1 GENERAL
1.1.1 NAT HLA is that volume of airspace between flight level (FL) 285 and FL 420 within the
oceanic control areas of Bodo Oceanic, Gander Oceanic, New York Oceanic East north of 27N, Reykjavik,
Santa Maria and Shanwick, excluding the Shannon and Brest Ocean Transition Areas.
1.1.2 It is implicit in the concept of the NAT HLA that all flights within the airspace achieve the
highest standards of horizontal and vertical navigation performance and accuracy. Formal monitoring
programmes are undertaken to quantify the achieved performances and to compare them with standards
required to ensure that established Target Levels of Safety (TLS) are met.
Collision Risk Modelling is used to estimate risk in each of the three dimensions (i.e. lateral,
longitudinal and vertical). The target maxima set for these estimates is 5x10-9 fatal accidents per flight
hour and is known as the “Target Levels of Safety (TLSs)”.
1.1.3 Aircraft operating within the NAT HLA are required to meet the RNAV 10 (RNP 10) or RNP 4
navigation performance in the horizontal plane through the carriage and proper use of navigation equipment
that meets the identified standards and has been approved as such by the State of Registry or State of the
operator for the purpose. Such approvals encompass all aspects affecting the expected navigation performance
of the aircraft, including the designation of appropriate cockpit/flight deck operating procedures.
1.1.4 All aircraft intending to operate within the NAT HLA must be equipped with altimetry and
height-keeping systems which meet RVSM Minimum Aircraft System Performance Specifications (MASPS).
RVSM MASPS are contained in the Manual on Implementation Vertical Separation (Doc 9574) and detailed
in designated FAA document, AC91-85 (latest edition). These documents can be downloaded from:
 https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information
/documentID/1035328
 https://skybrary.aero/bookshelf/ac-91-85-authorization-aircraft-and-operators-flight-rvsm-
airspace
1.1.5 The ultimate responsibility for checking that a NAT HLA/RVSM flight has the necessary
approval(s) rests with the pilot in command. In the case of most regular scheduled flights this check is a matter
of simple routine but flight crews of special charter flights, private flights, ferry and delivery flights are advised
to pay particular attention to this matter. Routine monitoring of NAT traffic regularly reveals examples of
flight crews of non-approved flights, from within these user groups, flight planning or requesting clearance
within the NAT HLA. All such instances are prejudicial to safety and are referred to relevant State Authorities
for further action.
1.1.6 While not a specific element of NAT HLA approval, flight crews and operators are reminded
that for flights over the NAT, ICAO SARPS in Annex 6 (Operation of Aircraft), Part I, Chapter 6 and Part II,
Chapter 2 requires carriage of Emergency Locator Transmitters (ELTs) by all commercial and IGA aircraft,
respectively.
Operational Approval and Aircraft System Requirements for flight in the NAT HLA
Exceptions - Special Operations
1.1.7 NAT ATS providers may approve moving or stationary temporary airspace reservations within
the NAT HLA, for the benefit of State or Military Aircraft Operating Agencies to accommodate Military
Exercises, Formation Flights, Missile Firing or Unmanned Aircraft Systems (UAS) Activities. Procedures are
established in respect of the requests for and management of such reservations. Whenever such reservations
might impinge upon other flights in the NAT region, relevant AIS is published, including, if appropriate,
annotations on the NAT track message.
1.1.8 Manned Balloon flights can be operated in or through the NAT region. They are, however,
required to avoid the NAT HLA and must be meticulously co-ordinated with affected ATS Authorities in
advance allowing sufficient time for all parties involved to properly plan for the flight.
1.2 APPROVAL
1.2.1 All flights within the NAT HLA must have the approval of either the State of Registry of the
aircraft, or the State of the operator. Aircraft operating in RVSM airspace are required to be compliant with
the altimetry Minimum Aircraft System Performance Specifications (MASPS) and hold an issued approval.
Approval for NAT HLA operations will require the checking by the State of Registry or State of the operator,
of various aspects affecting navigation performance. These aspects include: the navigation equipment used,
together with its installation and maintenance procedures; plus the flight crew navigation procedures employed
and the flight crew training requirements.
1.2.2 Since the NAT HLA is designated as RVSM airspace at all levels, all NAT flight
crews/operators must be State approved specifically for NAT RVSM operations and each aircraft intended to
be flown in the NAT HLA must have State RVSM Airworthiness approval.
1.2.3 There are times when NAT HLA and/or RVSM approval documentation may need to be
shown to “suitably authorised persons”, e.g. during a ramp inspection or on similar occasions.
1.2.4 In order to adequately monitor the NAT HLA, State aviation authorities should maintain a
database of all NAT HLA and RVSM approvals that they have granted. States must also provide data on
RVSM approved airframes to the North Atlantic Regional Monitoring Agency (RMA), which is maintained
by the North Atlantic Central Monitoring Agency (NAT CMA). The CMA database facilitates the tactical
monitoring of aircraft approval status and the exclusion of non-approved users.
1.2.5 In the case of approvals for IGA operations, the following points are emphasised:
a) aircraft NAT HLA and RVSM approvals constitute a package covering equipment standards,
installation, maintenance procedures and flight crew training;
b) State aviation authorities should consider limiting the validity period of approvals; and
c) State aviation authorities should maintain detailed records of all NAT HLA and RVSM
approvals.
1.3 HORIZONTAL NAVIGATION REQUIREMENTS FOR UNRESTRICTED NAT HLA

OPERATIONS
Longitudinal Navigation
1.3.1 Time-based longitudinal separations between subsequent aircraft following the same track (in-
trail) and between aircraft on intersecting tracks in the NAT HLA are assessed in terms of differences in
ATAs/ETAs at common points. The time-based longitudinal separation minima currently used in the NAT
HLA are thus expressed in clock minutes. The maintenance of in-trail separations is aided by the application
of the Mach Number Technique (MNT) (See Chapter 7). However, aircraft clock errors resulting in waypoint
ATA 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 synchronised to an acceptable UTC time signal before commencing flight in the NAT HLA. In
many modern aircraft, the Master Clock can only be reset while the aircraft is on the ground. Thus the pre-
flight procedures for any NAT HLA operation must include a UTC time check and resynchronisation of the
aircraft Master Clock (typically the FMS). Lists of acceptable time sources for this purpose have been
promulgated by NAT ATS provider States. A non-exhaustive list is shown in Chapter 8 of this Document.
1.3.2 Operations without an assigned fixed speed (OWAFS) were implemented in July 2019. This
implementation allows ATC to issue the clearance RESUME NORMAL SPEED after oceanic entry that allows
the flight crew to select a cost index (ECON) speed instead of a fixed Mach number with the condition that
ATC must be advised if the speed changes by plus or minus Mach .02 or more from the last assigned Mach
number.
Lateral Navigation
Equipment
1.3.3 There are two navigational equipment requirements for aircraft planning to operate in the NAT
HLA. One refers to the navigation performance that should be achieved, in terms of accuracy. The second
refers to the need to carry standby equipment with comparable performance characteristics (ICAO Annex 6
(Operation of Aircraft) refers).
1.3.4 The navigation system accuracy requirements for NAT HLA operation should only be based
on the PBN specifications, RNP 10 (PBN application of RNAV 10) or RNP 4. Although when granting
consequent approval for operations in NAT HLA, States should take account of the RNP 10 time limits for
aircraft equipped with dual INS or inertial reference unit (IRU) systems. All approvals issued after 04 February
2016 must be designated as “NAT HLA” approvals.
Note 1: With respect to RNAV 10/RNP 10 operations and approvals the nomenclature “RNAV 10 (RNP 10)”
is now used throughout this document for consistency with ICAO PBN Manual Doc 9613. As indicated
in the PBN Manual RNAV 10 has, and is being, designated and authorized as “RNP 10” irrespective
of the fact that such “RNP 10” designation is inconsistent with formal PBN RNP and RNAV
specifications, since “RNP 10” already issued operational approvals and “RNP 10” currently
designated airspaces in fact do not include any requirements for on-board performance monitoring
and alerting. The justification for continuing to use this “RNP 10” nomenclature being that renaming
current “RNP 10” routes and/or operational approvals, etc., to an “RNAV 10” designation would be
an extensive and expensive task, which is not cost-effective. Consequently, any existing or new RNAV
10 operational approvals will continue to be designated “RNP 10”, and any charting annotations will
be depicted as “RNP 10”.
Note 2: RNP 10 time limits are discussed in Doc 9613, Part B, Volume II, Chapter 1.
1.3.5 When granting approval for operations in the NAT HLA, States of Registry should also ensure
that in-flight operating drills are approved which include mandatory navigation crosschecking procedures
aimed at identifying navigation errors in sufficient time to prevent the aircraft inadvertently deviating from the
ATC-cleared route.
1.3.6 Long Range Navigation Systems, namely INS, IRS or GNSS, have demonstrated the requisite
navigation accuracy required for operations in the NAT HLA. Consequently, State approval of unrestricted
operation in the NAT HLA may presently be granted to an aircraft equipped as follows:
a) with at least two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may
be one of the following:
 one Inertial Navigation System (INS);

 one Global Navigation Satellite System (GNSS); or
 one navigation system using the inputs from one or more Inertial Reference System
(IRS) or any other sensor system complying with the NAT HLA requirement.
Note 1: Currently the only GNSS system fully operational and for which approval
material is available, is GPS.
Note 2: In USA, FAA Advisory Circular (AC) 20-138() provides guidance on
airworthiness approval for positioning and navigation systems, to include GPS.
AC 90-105() provides guidance on operational approval for RNP operations in
oceanic airspace, to include the requirements for RNP 10 (RNAV 10) and RNP
4 applicable to NAT HLA operations. Equivalent EASA documents are provided
in Easy Access Rules for Airborne Communications, Navigation and Surveillance
(CS-ACNS).
Note 3: While GLONASS SARPs are included in the latest edition of ICAO Aeronautical
Telecommunications, Annex 10, Volume 1, there is no equivalent approval
material for GLONASS under development. That will need to be available prior
to approval of any GLONASS equipped aircraft for NAT HLA operations.
Note 4: SARPs for the Galileo satellite-based radio navigation system are anticipated to
be included in the next update to Annex 10, Volume 1. However, at publication
date, no equivalent approval material is available.
b) each LRNS shall be capable of providing to the flight crew a continuous indication of the
aircraft position relative to desired track.
c) it is also highly desirable that the navigation system employed for the provision of steering
guidance is capable of being coupled to the autopilot.
Some aircraft may carry two independent LRNS but only one FMCS. Such an
arrangement may meet track keeping parameters but does not provide the required
redundancy (in terms of continuous indication of position relative to track or of
automatic steering guidance) should the FMCS fail; therefore, in order to obtain NAT
HLA certification, dual FMCS is required to be carried. For example: a single INS is
considered to be one LRNS; and an FMCS with inputs from one or more IRS/ISS is
also considered to be a single LRNS.
Flight Crew Training
1.3.7 It is essential that flight crews obtain proper training for NAT HLA and RVSM operations in
line with procedures described in other chapters of this document.
1.4 ROUTES FOR USE BY AIRCRAFT NOT EQUIPPED WITH TWO LRNS
Routes for Aircraft with Only One LRNS
1.4.1 A number of special routes have been developed for aircraft equipped with only one LRNS
and carrying normal short-range navigation equipment (VOR, DME, ADF), which require to cross the North
Atlantic between Europe and North America (or vice versa). It should be recognised that these routes are within
the NAT HLA, and that 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. Detailed
descriptions of the special routes known as ‘Blue Spruce Routes’ are included in Chapter 3 of this Document.
Other routes also exist within the NAT HLA that may be flown by aircraft equipped with only a single
functioning LRNS. These include routings between the Azores and the Portuguese mainland and/or the
Madeira Archipelago and also routes between Northern Europe and Spain/Canarias/Lisboa FIR to the east of
longitude 009° 01' W (viz.T9). Other routes available for single LRNS use are also established in the NAT
HLA, including a route between Iceland and the east coast of Greenland and two routes between Kook Islands
on the west coast of Greenland and Canada.
1.4.2 If this single LRNS is a GPS it must be approved in accordance with FAA/EASA (E)TSO-
C129, (E)TSO-C14529, (E)TSO-C146 or (E)TSO-C196 or later standard as Class A1, A2, B1, B2, C1 or C2,
or later standardwith equivalent EASA documentation ETSO-C129a. (Note: (E)TSO-C129 is currently
superseded and no new C-129 equipped aircraft will enter into service). Some States may have additional
requirements regarding the carriage and use of GPS (e.g. a requirement for FDE RAIM) and flight crews
should check with their own State of Registry to ascertain what, if any, they are. These above mentioned
documents can be found at:
 https://drs.faa.gov and
 https://www.easa.europa.eu/en/certification-specifications/cs-etso-european-technical-standard-
orders
Routes for Aircraft with Short-Range Navigation Equipment Only
1.4.3 Aircraft that are equipped only with short-range navigation equipment (VOR, DME, ADF)
may operate through the NAT HLA but only along routes G3 or G11. However, once again formal State
approval must be obtained. (See Chapter 3 for details of these routes.)
1.4.4 The letter ‘X’ shall be inserted in Item 10 of the ATS flight plan to denote that a flight is
approved to operate in NAT HLA. The filed ATS flight plan does not convey information to the controller on
any NAT HLA approval limitations. Therefore, it is the responsibility of the pilot in command to take account
of aircraft or flight crew limitations and if appropriate, decline any unsanctioned ATC clearances.
1.5 SPECIAL ARRANGEMENTS FOR OPERATION IN NAT HLA BY NON-NAT HLA

CERTIFIED AIRCRAFT
1.5.1 Aircraft that do not meet NAT HLA requirements may be allowed to operate in NAT HLA if
the following conditions are satisfied:
a) The aircraft is being provided with ATS surveillance service;

b) Direct controller-pilot VHF voice communication is maintained; and
c) The aircraft has a certified installation of equipment providing it the ability to navigate along
the cleared track.
Note 1: Flight crews operating in the NAT HLA under these provisions should familiarize themselves with
NAT HLA operations and procedures as well as ATS Surveillance and VHF service areas as
published in State AIPs. They should also have a current copy of the OTS message that is in effect
for the time of their flight for situational awareness.
Note 2: See section 1.8 for data link requirements.
1.5.2 Aircraft not approved to operate in NAT HLA and not meeting the provisions in 1.5.1 may be
cleared to climb or descend through NAT HLA, traffic permitting.
1.5.3 Details of other special arrangements may be found in AIP of each ATS provider State.
1.6 SPECIAL ARRANGEMENTS FOR NON-RVSM APPROVED AIRCRAFT
To Climb/Descend Through RVSM Levels
1.6.1 NAT HLA approved aircraft that are not approved for RVSM operation will be permitted,
subject to traffic, to climb/descend through RVSM levels in order to attain cruising levels above or below
RVSM airspace. Flights should climb/descend continuously through the RVSM levels without stopping at any
intermediate level and should “Report leaving” current level and “Report reaching” cleared level (N.B. this
provision contrasts with the regulations applicable for RVSM airspace operations in Europe, where aircraft not
approved for RVSM operations are not permitted to effect such climbs or descents through RVSM levels.).
Such aircraft are also permitted to flight plan and operate at FL 430 either Eastbound or Westbound above the
NAT HLA.
To Operate at RVSM Levels
1.6.2 ATC may provide special approval for a NAT HLA approved aircraft that is not approved for
RVSM operation to fly in the NAT HLA provided that the aircraft:
a) is on a delivery flight; or
b) was RVSM approved but has suffered an equipment failure and is being returned to its base
for repair and/or re-approval; or
c) is on a mercy or humanitarian flight.
1.6.3 Operators requiring such special approval should request prior approval by contacting the
initial Oceanic Area Control Centre (OACC), normally not more than 12 hours and not less than 4 hours prior
to the intended departure time, giving as much detail as possible regarding acceptable flight levels and routings.
Operators should be aware, due to the requirements to provide non-RVSM separation, that requested levels
and/or routes may not always be available (especially when infringing active OTS systems). The special
approval, if and when received, should be clearly indicated in Item 18 of the ICAO flight plan. Operators must
appreciate that the granting of any such approval does not constitute an oceanic clearance, which must be
obtained from ATC, by the flight crew, in the normal manner.
1.6.4 This service, as explained above, will not be provided to aircraft without approval for NAT
HLA operations. It must be noted that the provision of this service is intended exclusively for the purposes
listed above and is not the means for an operator or flight crew to circumvent the RVSM approval process.
Operators or flight crews are required to provide written justification for the request, upon completion of the
flight plan, to the NAT Central Monitoring Agency (CMA). Any suspected misuse of the exceptions rule
above, regarding RVSM operation, will be reported and will therefore be subject to follow-up action by the
State of Registry or State of the operator as applicable.
1.6.5 Some flight planning systems cannot generate a flight plan through RVSM airspace unless the
“W” designator is inserted in Item 10 (equipment). For a flight which has received this special approval, it is
of utmost importance that the “W” is removed prior to transmitting the ICAO flight plan to ATC. ATC will
use the equipment block information to apply either 1000 ft or 2000 ft separation. Additionally, flight crews
of any such non-RVSM flights operating in RVSM airspace should include the phraseology “Negative RVSM”
in all initial calls on ATC frequencies, requests for flight level changes, read-backs of flight level clearances
within RVSM airspace and read-back of climb or descent clearances through RVSM airspace.
1.7 ATS SURVEILLANCE SERVICE AREAS IN THE NAT REGION
1.7.1 ATS Surveillance services (radar, ADS-B and Multilateration) are provided within some
portions of the NAT HLA, where radar- and/or ADS-B and/or Multilateration coverage exists. The ATS
Surveillance services are provided in accordance with the ATS Surveillance services procedures in the PANS-
ATM (Doc 4444).
1.7.2 All aircraft operating as IFR flights anywhere within the NAT region are required to be
equipped with a pressure-altitude reporting SSR transponder and may therefore benefit from such radar and
multilateration air traffic services, currently offered in parts of the NAT region.
1.7.3 ADS-B services are provided within portions of the NAT region (see Chapter 10). Eligibility
and procedures for ADS-B service in the NAT are based upon the provisions in the Doc 7030 section 5.5.
1.7.4 North Atlantic States providing ADS-B Air Traffic Services maintain a common exclusion list
of aircraft that are known to not satisfy the conditions promulgated by Doc 7030. The purpose of the exclusion
list is to ensure that ADS-B reports received from such aircraft are not utilized by the air traffic control system
for separation services.
1.7.5 Aircraft operators wishing to receive an exemption from the procedures specified in Doc 7030
for an individual flight shall apply for an exemption to the ATS unit(s) in accordance with AIP directives. Any
approvals for such exemptions may be contingent on specific conditions such as routing, flight level and time
of day.
1.8 DATA LINK REQUIREMENTS
1.8.1 The NAT Data Link Mandate (DLM) requires aircraft to be equipped with, and operating,
CPDLC and ADS-C in the NAT region. Currently, the mandate incorporates FL 290 to FL 410 inclusive.
1.8.2 The DLM is not applicable to aircraft operating in:
a) Airspace north of 80° North;

b) New York Oceanic East flight information region (FIR);
c) Airspace where an ATS surveillance service is provided by means of radar, multilateration
and/or ADS-B, coupled with VHF voice communications as depicted in State Aeronautical
Information Publications (AIP), provided the aircraft is suitably equipped (transponder/ADS-
B extended squitter transmitter) (refer to paragraph 1.8.5 below).
1.8.3 Certain categories of flights may be allowed to plan and operate through the mandated airspace
with non-equipped aircraft, namely non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR,
or STATE in Item 18 of the flight plan. (Depending on the tactical situation at the time of flight, however, such
flights may not receive an ATC clearance which fully corresponds to the requested flight profile).
1.8.4 Any aircraft not equipped with FANS 1/A (or equivalent) systems may request to climb or
descend through the NAT DLM airspace. Other requests for operation of non-DLM equipped aircraft in the
NAT DLM airspace will be considered on a tactical basis, as outlined below:
a) Altitude reservation (ALTRV) requests and requests for “special operations” (e.g., for
scientific research or weather observations) will be considered on a case-by-case basis,
irrespective of the equipage status of the participating aircraft.
b) If a flight experiences an equipment failure AFTER DEPARTURE which renders the aircraft
unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to
operate in the NAT DLM airspace will be considered on a tactical basis. Such flights must
notify ATC of their status PRIOR TO ENTERING the airspace.
c) If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN
NAT DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared
so as to avoid the airspace, but consideration will be given to allowing the flight to remain in
the airspace, based on tactical considerations.
d) If a flight experiences an equipment failure PRIOR to departure which renders the aircraft non-
DLM compliant, the flight should re-submit a flight plan so as to remain clear of the NAT
regional DLM airspace.
1.8.5 Airspace excluded from the DLM in accordance with 1.8.2c) above is as follows:
a) Iceland – Greenland corridor
ADS-B is required west of 30W.

For planning purposes, this area is bounded by the following:
Northern boundary: 65N000W - 67N010W - 69N020W - 68N030W - 67N040W - 69N050W -
69N060W - BOPUT.
Southern boundary: GUNPA (61N000W) - 61N007W - 6040N010W - RATSU (61N010W) - 61N020W
- 63N030W - 6330N040W - 6330N050W – EMBOK.
Note: This area, which is within direct controller pilot VHF voice coverage, offers a solution for suitably
equipped aircraft (transponder with ADS-B extended squitter transmitter) that are equipped with a
single or no Long Range Communication System, to cross the North Atlantic at or above FL290.
b) Azores corridor
Traffic flying to/from Azores Islands is allowed to operate in the NAT HLA, when the oceanic portion
of the planned route is contained inside the Santa Maria FIR ATS Surveillance airspace and VHF
coverage, typically via MANOX, NAVIX or IRKID direct 350000N 0200000W or 360000N 0200000W
direct Azores Islands, for aircraft equipped with SSR Mode S/ADS-B transponders.
c) Bodo corridor
Aircraft need to be equipped with transponder with /ADS-B

extended squitter transmitter.
For flight planning purposes, the following coordinates can be

used to define the ATS surveillance airspace within Bodø OCA:
6645N 00000E - 7110N 01140E - 7500N 00430E - 8100N

00130E - 8100N 03000E - 7100N 03000E - 7120N 02800E -
7120N 02500E - 7000N 01500E - 6545N 00700E - 6303N
00403E - 6315N 00000E - (6645N 00000E).
Note: Details in State Aeronautical Information Publications (AIP).
1.9 PERFORMANCE MONITORING
1.9.1 The horizontal (i.e. latitudinal and longitudinal) and vertical navigation performance of
operators within the NAT HLA is monitored on a continual basis. If a deviation is identified, follow-up action
after flight is taken, both with the operator and the State of Registry of the aircraft involved, to establish the
cause of the deviation and to confirm the approval of the flight to operate in NAT HLA and/or RVSM airspace.
The overall navigation performance of all aircraft in the NAT HLA is compared to the standards established
for the region, to ensure that the relevant TLSs are being maintained. (See Chapter 11).
1.9.2 A NAT regional monitoring programme to assess actual communication and surveillance
performance against RCP and RSP specifications is being undertaken to monitor individual aircraft
performance and to determine whether and what, if any, corrective action is required by contributing entities
(Operators, ANSPs, CSPs, SSPs, etc.) to ensure achievement of the system performance required for continued
PBCS based separation operations.
1.10 PBCS OPERATIONS
1.10.1 Performance Based separation minima as small as 19 NM lateral and 14 NM longitudinal

predicated on PBCS and PBN, in accordance with Procedures for Air Navigation Services – Air Traffic
Management (PANS-ATM, Doc 4444) has been implemented in the ICAO NAT Region. Operators should
consult the AIS of relevant NAT Provider States for the detailed application of these separation minima in
each of the NAT OCAs. To benefit from these separations Operators must obtain State Approvals in
accordance with Annex 6 to file in the flight plan RCP/RSP capabilities including aircraft equipage where RCP
and/or RSP specifications are prescribed for the communications and/or surveillance capabilities supporting
this ATS provision. Guidance material for implementation of communication and surveillance capability
supporting these separation minima is contained in the Performance-based Communication and Surveillance
(PBCS) Manual (Doc 9869) and the Global Operational Data Link (GOLD) Manual (Doc 10037).
1.10.2 Within the OTS the 42.6 km (23 NM) lateral separation minimum is implemented by applying
42.6 km (23 NM) lateral spacing through whole and half degrees of latitude between PBCS designated NAT
OTS Tracks between flight levels FL 350 to FL 390 inclusive, except when the OTS occurs in the New York
OCA East. In addition to requiring RNP 4 Approval, Operators must appreciate that unlike the filing criteria
for the half degree spaced Tracks, the simple equipage and operation of CPDLC and ADS-C will not be a
sufficient criteria for planning and flying on the designated PBCS-based OTS Tracks. To utilize these tracks
the aircraft must have formal State Authorization for filing RCP 240 and RSP 180.
1.10.3 Application of the reduced lateral and longitudinal separation minima in the NAT Region is
dependent on a smooth functioning FANS 1/A data link system. Various known data link related deficiencies
in aircraft systems and poor data link performance have a detrimental effect on the air traffic control system
and impede aircraft operator’s efforts to obtain performance-based communication and surveillance (PBCS)
authorizations. Many of these known deficiencies have already been fixed by aircraft manufacturers and
software upgrades are available. To ensure the best possible functioning of the NAT air traffic control system,
it is of utmost importance that aircraft operators always operate the latest available FANS 1/A related software
version in aircraft that fly in the NAT high level airspace (HLA) and that the aircraft systems are configured
in an optimal manner. Meanwhile, implementation of improvements and corrections is also a priority
undertaking for the ground and network segments of the overall FANS 1/A system.
1.10.4 NAT OPS Bulletin 2019_003 provides a list of recommended data link performance
improvement options and recommended software versions for NAT data link operations. Aircraft operators
are advised to review this OPS Bulletin to identify if some of the issues identified in the Bulletin apply to their
operations. The bulletin will be updated on regular basis.
1.10.5 Some NAT ANSPs have implemented the message latency monitor function which is designed
to prevent pilots from acting on a CPDLC uplink message that has been delayed in the network. The most
serious of such cases would be the pilot executing a clearance that was no longer valid. Because aircraft
implementations are varied, it is impossible for ATC to tailor the uplink of the message SET MAX UPLINK
DELAY VALUE TO 300 SEC to different aircraft types. It has therefore been decided among the NAT ANSPs
to uplink this message to all CPDLC connected aircraft immediately after they enter each control area. An
aircraft may therefore receive this message multiple times during a flight. Refer to section 8.4.5 for pilot
procedures concerning this function.
When operating in the NAT airspace, aircraft operators can expect a value of 300 seconds for the
delayed message parameter which had been agreed by the NAT ANSPs on a trial basis.
1.11 TRIALS AND FUTURE DEVELOPMENTS
1.11.1 The ICAO North Atlantic Systems Planning Group undertakes a continuous programme of
monitoring the safety and efficiency of flight operations throughout the NAT region. Plans are thereby
developed to ensure the maintenance and further enhancement of the safety and traffic capacity of the airspace.
An overview of expected development of North Atlantic flight operations is contained in Volume III of the
NAT Regional Air Navigation Plan (NAT eANP, Doc 9634). This document is available at
www.icao.int/EURNAT/, following “EUR & NAT Documents”, then “NAT Documents”, in folder “eANP
NAT Doc9634”.
1.11.2 All planned or anticipated changes will involve consultation and coordination with the airspace
users. Advanced notification of any changes will be provided by the appropriate ANSP(s).
_________________________
CHAPTER 2
THE ORGANISED TRACK SYSTEM (OTS)
2.1 GENERAL
2.1.1 As a result of passenger demand, time zone differences and airport noise restrictions, much of
the North Atlantic (NAT) air traffic contributes to two major alternating flows: a westbound flow departing
Europe in the morning, and an eastbound flow departing North America in the evening. The effect of these
flows is to concentrate most of the traffic uni-directionally, with peak westbound traffic crossing the 30W
longitude between 1130 UTC and 1900 UTC and peak eastbound traffic crossing the 30W longitude between
0100 UTC and 0800 UTC.
2.1.2 The flight levels normally associated with the OTS are FL 340 to FL 400 inclusive. These
flight levels, and their use have been negotiated and agreed by the NAT ATS providers and are published as
the Flight Level Allocation Scheme (FLAS). (See Attachment 5). The FLAS also determines flight levels
available for traffic routing partly or wholly outside of the OTS as well as flights operating outside of the valid
time periods of the OTS; often referred to as “transition times’.
2.1.3 The hours of validity of the two Organised Track Systems (OTS) are as follows:
(Westbound) Day-time OTS 1130 UTC to 1900 UTC at 30°W
(Eastbound) Night-time OTS 0100 UTC to 0800 UTC at 30°W
Changes to these times can be negotiated between Gander and Shanwick OACCs and the specific
hours of validity for each OTS are indicated in the NAT track message. For flight planning, operators
should take account of the times as specified in the relevant NAT track message(s). Tactical extensions
to OTS validity times can also be agreed between OACCs when required, but these should normally
be transparent to operators.
2.1.4 Use of the OTS tracks is not mandatory. Aircraft may flight plan on random routes which
remain clear of the OTS or may fly on any route that joins, leaves, or crosses the OTS. Operators must be
aware that while ATC will make every effort to clear random traffic across the OTS at requested levels, re-
routes or significant changes in flight level from those planned are likely to be necessary during most of the
OTS traffic periods. A comprehensive understanding of the OTS and the FLAS may assist flight planners in
determining the feasibility of flight profiles.
2.2 CONSTRUCTION OF THE ORGANISED TRACK SYSTEM (OTS)
General processes
2.2.1 The appropriate OACC constructs the OTS after determination of basic minimum time tracks;
with due consideration of airlines' preferred routes and taking into account airspace restrictions such as danger
areas and military airspace reservations. The night-time OTS is produced by Gander OACC and the day-time
OTS by Shanwick OACC (Prestwick), each incorporating any requirement for tracks within the New York,
Reykjavik, Bodø and Santa Maria Oceanic Control Areas (OCAs). OACC planners co-ordinate with adjacent
OACCs and domestic ATC agencies to ensure that the proposed system is viable. They also take into account
the requirements of opposite direction traffic and ensure that sufficient track/flight level profiles are provided
to satisfy anticipated traffic demand. Random routes and OTS tracks eastbound typically start with a “named”
oceanic entry point, followed by LAT/LONG waypoints, and typically end with 2 “named” waypoints, the
first being the oceanic exit point, and the second being a “named” waypoint inside domestic airspace. Random
The Organised Track System (OTS)

routes and OTS tracks westbound typically start with a “named” oceanic entry point, followed by LAT/LONG
waypoints, and typically end with a “named” waypoint that is the oceanic exit point.
2.2.2 When the expected volume of traffic justifies it, tracks may be established to accommodate
the EUR/CAR traffic axis. Extra care is required when planning these routes as they differ slightly from the
'core tracks' in that they may cross each other (using vertical separations via different flight level allocations),
and in some cases may not extend from coast-out to coast-in (necessitating random routing to join or leave).
Note 1: The “named” waypoint inside domestic airspace ensures application of oceanic North Atlantic
separations beyond the common boundary allowing time for domestic agency to establish
identification, establish direct controller pilot communications via VHF voice, and to issue
instructions as necessary
Note 2: OTS tracks can start at “named” waypoints or LAT/LONG waypoints in NAT oceanic airspace (i.e.
not at oceanic entry point or exit point). OTS track design of this nature is most commonly seen
within New York East and Reykjavik OCAs.
Collaborative Decision Making Process
2.2.3 Operators proposing to execute NAT crossings during the upcoming OTS period are
encouraged to contribute to the OTS planning process. A comprehensive set of Collaborative Decision Making
(CDM) procedures for NAT track design is now employed.
2.2.4 To ensure emphasis is placed on operators' preferred routes, the CDM process begins with the
Preferred Route Message (PRM) system. All NAT operators (both scheduled and non-scheduled) are urged to
provide information by AFTN message to the appropriate OACCs regarding optimum routing for any/all of
their flights intending to operate during upcoming peak traffic periods. Such information should be provided,
in the correct format, as far in advance as possible, but not later than 1900 UTC for the following day-time
OTS and 1000 UTC for the following night-time OTS. The details for submitting operators’ preferred routes
in respect of day-time westbound flights are specified in the UK AIP. The filing of night-time eastbound
preferred routings is an element of the NAV CANADA Traffic Density Analyser (TDA) tool (see Chapter 16).
2.2.5 Subsequently, following the initial construction of the NAT tracks by the publishing agencies,
the proposed tracks are published on an internet site for interested parties to view and discuss. One hour is
allocated for each of the proposals during which any comments will be considered by the publishing agency
and any changes which are agreed are then incorporated into the final track design. This internet site is currently
operated by NAV CANADA. Access to this site is by password which any bona fide NAT operator may obtain
on application to NAV CANADA - see Canada AIP for details. Requests for access should be sent to
[email protected].
Split Westbound Structure
2.2.6 On occasions, when a strong westerly Jetstream closely follows the Great Circle of the
dominant NAT traffic flow between London and New York, the resulting daytime Westbound minimum time
tracks can be located both north and south of this great circle. In such cases, Shanwick may publish a "split"
track structure, leaving at least two adjacent exit points and landfalls at the Eastern NAT boundary for use by
the daytime eastbound traffic flow.
2.3 THE NAT TRACK MESSAGE
2.3.1 The agreed OTS is promulgated by means of the NAT track message via the AFTN to all
interested addressees. A typical time of publication of the day-time OTS is 2200 UTC and of the night-time
OTS is 1400 UTC.

2.3.2 This message gives full details of the coordinates of the organised tracks as well as the flight
levels that are expected to be in use on each track. In most cases there are also details of domestic entry and
exit routings associated with individual tracks (e.g. NAR). In the westbound (day-time) system the track most
northerly, at its point of origin, is designated Track 'A' (Alpha) and the next most northerly track is designated
Track 'B' (Bravo) etc. In the eastbound (night-time) system the most southerly track, at its point of origin, is
designated Track 'Z' (Zulu) and the next most southerly track is designated Track 'Y' (Yankee), etc. Examples
of both eastbound and westbound systems and NAT track messages are shown in Example 1/Figure 2-0-1 and
Example 2/ Figure 2-0-2 in this chapter.
2.3.3 The originating OACC identifies each NAT track message, within the Remarks section
appended to the end of the NAT track message, by means of a 3-digit Track Message Identification (TMI)
number equivalent to the Julian calendar date on which that OTS is effective. For example, the OTS effective
on February 1st will be identified by TMI 032. (The Julian calendar date is a simple progression of numbered
days without reference to months, with numbering starting from the first day of the year.) If any subsequent
NAT track amendments affecting the entry/exit points, route of flight (coordinates) or flight level allocation
are made, the whole NAT track message will be re-issued. The reason for this amendment will be shown in
the Notes and a successive alphabetic character, i.e. ‘A’, then ‘B’, etc., will be added to the end of the TMI
number (e.g. TMI 032A).
2.3.4 The remarks section is an important element of the NAT track message. Included is essential
information for operators that may vary greatly from day to day. The Remarks may also include details of
special flight planning considerations, reminders of ongoing initiatives (e.g., Data Link Mandate), planned
amendments to NAT operations, or active NOTAMS referencing airspace restrictions. The remarks section of
both the Westbound and Eastbound OTS Messages will identify any designated PBCS tracks. The Eastbound
OTS Message will also include important information on appropriate clearance delivery frequency
assignments.
2.4 OTS CHANGEOVER PERIODS
2.4.1 To ensure a smooth transition from night-time to day-time OTSs and vice-versa, a period of
several hours is interposed between the termination of one system and the commencement of the next. These
periods are from 0801 UTC to 1129 UTC: and from 1901 UTC to 0059 UTC.
2.4.2 During the changeover periods some restrictions to flight planned routes and levels are
imposed. Eastbound and westbound aircraft operating during these periods should file flight level requests in
accordance with the Flight Level Allocation Scheme (FLAS) as published in the UK and Canada AIPs and
shown at Attachment 5.
2.4.3 It should also be recognised that during these times there is often a need for flightsclearances
to be individually co-ordinated between OACCs and cleared flight levels may not be in accordance with those
flight planned. If, for any reason, a flight is expected to be level critical, operators are recommended to contact
the initial OACC prior to filing of the flight plan to ascertain the likely availability of required flight levels.
_________________________

2.5 EXAMPLES OF DAY-TIME WESTBOUND AND NIGHT-TIME EASTBOUND NAT TRACK MESSAGES AND ASSOCIATED TRACK
SYSTEMS
Example 1 — Example of Westbound NAT Track Message
ZCZC OLG068 2020190FF EGZZOWXX EGZZOXXX EAST LVLS NIL
082009 202019 EGGXZOZX WEST LVELS 350 360 370 380 390
(NAT-1/3 TRACKS FLS 310/390 INCLUSIVE EUR RTS WEST NIL
APR 09/1130Z TO APR 09/1900Z NAR NIL –
PART ONE OF THREE PARTS- G DOGAL 55/20 55/30 54/40 52/50 TUDEP
A ERAKA 60/20 62/30 63/40 63/50 MAXAR EAST LVLS NIL
EAST LVLS NIL WEST LVLS 340 350 360 370 380 390
WEST LVLS 350 360 EUR RTS WEST NIL
EUR RTS WEST NIL NAR NIL –
NAR NIL - END OF PART TWO OF THREE PARTS)
B GOMUP 59/20 61/30 62/40 52/50 PIDSO
EAST LVLS NIL WEST LVLS 350 360 380 72 202021FF EGZZOWXX EGZZOXXX
EUR RTS WEST NIL 082010 202021 EGGXZOZX
NAR NIL – (NAT-3/3 TRACKS FLS 310/390 INCLUSIVE
C SUNOT 58/20 60/30 61/40 61/50 SAVRY APR 09/1130Z TO APR 09/1900Z
EAST LVLS NIL PART THREE OF THREE PARTS-
WEST LVLS 340 360 380
EUR RTS WEST NIL H MALOT 54/20 54/30 53/40 51/50 ALLRY
NAR NIL - EAST LVLS NIL
END OF PART ONE OF THREE PARTS) WEST LVLS 340 350 360 370 380 390
EUR RTS WEST NIL
FF EGZZOWXX EGZZOXXX NAR NIL –
082009 202020 EGGXZOZX REMARKS.
(NAT-2/3 TRACKS FLS 310/390 INCLUSIVE 1. TMI IS 099 OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS
APR 09/1130Z TO APR 09/1900Z PART OF THE AMENDED OCEANIC RE-ROUTE CLEARANCE READ BACK PRIOR
PART TWO OF THREE PARTS- TO OCEANIC ENTRY.
D PIKIL 57/20 57/30 56/40 NEEKO 2. SEND RCL 90-30 MINUTES PRIOR TO OCEANIC ENTRY POINT.
EAST LVLS NIL 3. PBCS OTS LEVELS 350-390. PBCS TRACKS AS FOLLOWS
WEST LVLS 340 350 360 370 380 390 TRACK E
EUR RTS WEST NIL TRACK F
NAR NIL - TRACK G
E RESNO 56/20 56/30 55/40 53/50 RIKAL END OF PBCS OTS
EAST LVLS NIL 4. INCLUDE THE MAX LEVEL IN RCL. IF NO MAX LEVEL IS PROVIDED THE RCL
EST LVLS 340 350 360 370 380 390 LEVEL WILL BE CONSIDERED HIGHEST ACCEPTABLE FL THAT CAN BE
EUR RTS WEST NIL MAINTAINED AT THE OCEANIC ENTRY POINT.
5. CLEARANCEE MAY DIFFER FROM THE FLIGHT PLAN, FLY THE CLEARANCE.
NAR NIL – 56. STRATEGIC LATERAL OFFSET PROCEDURE (SLOP) SHOULD BE USED FOR ALL
F VENER 5530/20 5530/30 5430/40 5230/50 SAXAN OCEANIC CROSSINGS. LEFT SLOP IS PROHIBITED.
NAT Doc 007 The Organised Track System (OTS) V.2024-1 (Applicable from March 2024)
67. 130 MINUTES AFTER ENTERING NAT AIRSPACE
OR AFTER LEAVING SURVEILLANCE AREA, USE
CODE 2000 ON TRANSPONDER.
78. NAVIGATION ERRORS CAN BE PREVENTED BY
THE USE OF PROPER FMS WAYPOINT
PROCEDURES.
89. ADS-C AND CPDLC ARE MANDATED FOR LEVELS
290-410 IN NAT AIRSPACE.
910. UK AIP ENR 2.2.4.2 PARA 5.2 STATES THAT NAT
OPERATORS SHALL FILE PRM.
101. OPERATORS SHOULD REFERENCE NAT DOC
007 CHAPTERS 86 AND 113 FOR SPECIFIC NAT
OCEANIC PROCEDURES
112. DATA LINK EQUIPPED FLIGHTS NOT LOGGED
ON TO DOMESTIC AIRSPACE, PRIOR TO ENTERING
THE SHANWICK OCA, MUST INITIATE A LOGON TO
EGGX 10 - 25 MINS PRIOR TO OCA ENTRY.-
END OF PART THREE OF THREE PARTS)
Figure 2-0-1 — Example of Day-Time Westbound NAT Organised Track System
Example 2 — Example of Eastbound NAT Track Message
DD CYZZENAT DD BIRDZQZZ
021302 CZQXZQZX 021303 CZQXZQZX
(NAT - 1 / 3 TRACKS FLS 320 / 400 INCLUSIVE (NAT - 3 / 3 TRACKS FLS 320 / 400 INCLUSIVE
NOV 03/0100Z TO NOV 03/0800Z NOV 03/0100Z TO NOV 03/0800Z
PART ONE OF THREE PARTS - PART THREE OF THREE PARTS -
U JANJO 56/50 58/40 59/30 58/20 SUNOT KESIX TUDEP 52/50 54/40 55/30 54/20 MALOT GISTI
EAST LVLS 340 350 360 370 380 390 400 EAST LVLS 340 350 360 370 380 390 400
WEST LVLS NIL WEST LVLS NIL
EUR RTS EAST NIL EUR RTS EAST NIL
NAR N685A N683A- NAR N453A N435A-
V LOMSI 55/50 57/40 58/30 57/20 PIKIL SOVED REMARKS:
EAST LVLS 340 350 360 370 380 390 400 1. TMI IS 099 OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS
WEST LVLS NIL PART OF THE OCEANIC CLEARANCE READ BACK.
EUR RTS EAST NIL 2. SEND RCL 90-60 MINUTES PRIOR TO OCEANIC ENTRY POINT.
NAR N625A N621A- 3. PBCS OTS LEVELS 350-390. PBCS TRACKS AS FOLLOWS
TRACK E
END OF PART ONE OF THREE PARTS)
TRACK F
DD BIRDZQZZ TRACK G
021302 CZQXZQZX END OF PBCS OTS
(NAT - 2 / 3 TRACKS FLS 320 / 400 INCLUSIVE 4. INCLUDE THE MAX LEVEL IN RCL. IF NO MAX LEVEL IS PROVIDED THE RCL
NOV 03/0100Z TO NOV 03/0800Z LEVEL WILL BE CONSIDERED HIGHEST ACCEPTABLE FL THAT CAN BE
PART TWO OF THREE PARTS - MAINTAINED AT THE OCEANIC ENTRY POINT.
W MELDI 5430/50 5630/40 5730/30 5630/20 ETARI MOGLO 5. CLEARANCEE MAY DIFFER FROM THE FLIGHT PLAN, FLY THE CLEARANCE.
EAST LVLS 350 360 370 380 390 56. STRATEGIC LATERAL OFFSET PROCEDURE (SLOP) SHOULD BE USED FOR
WEST LVLS NIL ALL OCEANIC CROSSINGS. LEFT SLOP IS PROHIBITED.
EUR RTS EAST NIL 67. 130 MINUTES AFTER ENTERING NAT AIRSPACE OR AFTER LEAVING
NAR N597A N587A- SURVEILLANCE AREA, USE CODE 2000 ON TRANSPONDER.
X NEEKO 54/50 56/40 57/30 56/20 RESNO NETKI 78. NAVIGATION ERRORS CAN BE PREVENTED BY THE USE OF PROPER FMS
EAST LVLS 340 350 360 370 380 390 400 WAYPOINT PROCEDURES.
WEST LVLS NIL 89. ADS-C AND CPDLC ARE MANDATED FOR LEVELS 290-410 IN NAT AIRSPACE.
EUR RTS EAST NIL 910. CANADIAN AIP ENR 7.1.7 STATES THAT NAT OPERATORS SHALL FILE PRM.
NAR N561A N555A- 101. OPERATORS SHOULD REFERENCE NAT DOC 007 CHAPTERS 68 AND 113
Y RIKAL 53/50 55/40 56/30 55/20 DOGAL BEXET FOR SPECIFIC NAT OCEANIC PROCEDURES
EAST LVLS 340 350 360 370 380 390 400 112. DATA LINK EQUIPPED FLIGHTS NOT LOGGED ON TO DOMESTIC AIRSPACE,
WEST LVLS NIL PRIOR TO ENTERING THE GANDERSHANWICK OCA, MUST INITIATE A LOGON
EUR RTS EAST NIL TO CZQXEGGX 10 - 25 MINS PRIOR TO OCA ENTRY.-
NAR N511A N495C-
END OF PART THREE OF THREE PARTS)
END OF PART TWO OF THREE PARTS)
Figure 2-0-2 — Example of Night-Time Eastbound NAT Organised Track System
CHAPTER 3
ROUTES, ROUTE STRUCTURES, AND TRANSITION AREAS WITHIN OR ADJACENT
TO THE NAT HLA
3.1 GENERAL
3.1.1 Routes, route structures, and transition areas within and adjacent to the NAT HLA are detailed
below.
3.2 ROUTES WITHIN THE NAT HLA
3.2.1 Routes within the NAT HLA (illustrated in Figure 3-1 and Figure 3-2) are as follows:
*
a) Blue Spruce Routes require State approval for NAT HLA operations, and are listed below:
- MOXAL – RATSU (for flights departing Reykjavik Airport)
(VHF coverage exists. Non HF equipped aircraft can use this route)
- OSKUM – RATSU (for flights departing Keflavik Airport)
- RATSU – ALDAN – KFV (Keflavik)
- ATSIX – 61°N 12°34'W – ALDAN – KFV
(HF is required on this route)
- GOMUP – 60°N 15°W – 61°N 16°30'W – BREKI – KFV
(HF is required on this route)
- KFV – EPENI – 63°N 30°W – 61°N 40°W – OZN
- KFV – SOPEN – DA (Kulusuk) – SF (Kangerlussuaq) – YFB
- SF (Kangerlussuaq) – DARUB – YXP
- OZN – 59°N 50°W – AVUTI (FL 290 to FL 600) - PRAWN – YDP
OZN – 59°N 50°W – CUDDY (FL 290 to FL 600) - PORGY
- OZN – 58°N 50°W – HOIST – YYR
State approval for NAT HLA operations is required for operations along Blue Spruce routes.
b) routes between Northern Europe and Spain/Canarias/Lisboa FIR. (T9*#, T290*#, T13, T213
and T16. State approval for NAT HLA operations is required.);
*
c) routings between the Azores and the Portuguese mainland (T25 or random) and between the
Azores and the Madeira Archipelago;
Routes, Route Structures, and transition areas within or Adjacent to THE NAT HLA
d) routes between Iceland and Constable Pynt on the east coast of Greenland and between Kook
Islands on the west coast of Greenland and Canada;
e) defined routes of short stage lengths where aircraft equipped with normal short-range
navigation equipment can meet the NAT HLA track-keeping criteria as follows:
- G3- VALDI - MY (Myggenes) - ING – KFV
- G11 - PEMOS - MY (Myggenes)
NAT HLA approval is required for operations on G3 and G11.
Note 1: *routes/routings identified with an asterisk in sub paragraphs (a), (b) and (c) above may be
flight planned and flown by approved aircraft equipped with normal short-range navigation
equipment (VOR, DME, ADF) and at least one approved fully operational LRNS.
Note 2: #routes T9 and T290 may be flight planned and flown by approved aircraft equipped with and
operating ADS-B (1090 MHz ADS-B ‘out’ capability), VHF and capable of RNP 2
(Continental).
Figure 3-1 Northern routes
Figure 3-2 Tango routes
3.3 ROUTE STRUCTURES ADJACENT TO THE NAT HLA
North American Routes (NARs)
3.3.1 The North American Routes (NARs) consist of a numbered series of predetermined routes
which provide an interface between NAT oceanic and North American domestic airspace. The NAR System
is designed to accommodate major airports in North America. (For further information see Chapter 4).
3.3.2 Full details of all NAR routings (eastbound and westbound) together with associated
procedures are published in two saleable documents:
- the United States Chart Supplement – Northeast U.S., currently available through the
following:
https://www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/supplementalcharts/Ai
rportDirectory/
with an electronic version currently available through the following link:
https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dafd/
and
- the Canada Flight Supplement.
It should be noted that these routes are subject to occasional changes and are re-published/updated on a
regular AIRAC 56-day cycle.
US East Coast Transitions
3.3.3 Aircraft operators are encouraged to refer to FAA Air Traffic Control System Command
Centre Advisory Database (https://nasstatus.faa.gov/) for NAT Advisory Message, published daily, for
specified transitions from select US airports to the NAT Entry Points. Additionally, route advisories are
published, as necessary, to address special route requirements eastbound and westbound through the New York
Oceanic East FIR/OCACTA.
Routes between North America and the Caribbean area
3.3.4 The West Atlantic Route System (WATRS) resides within the New York OCA West, the
Miami oceanic airspace, and the San Juan oceanic airspace. Details of these routes and associated procedures
are contained in the United States AIP.
Northern Oceanic Transition Area (NOTA) and Shannon Oceanic Transition Area (SOTA)
3.3.5 Parts of the Shanwick OCA are designated as the Shannon Oceanic Transition Area (SOTA)
and the Northern Oceanic Transition Area (NOTA).
3.3.6 NOTA: Figure 3-3: NOTA, SOTA and BOTA areas

5400N 01500W – 5700N 01500W – 5700N 01000W
– 5434N 01000W – 5400N 01500W
FL 05560 TO UNLIMITEDFL 600 INCLUSIVE
NAT HLA FL 285 TO FL 420.
3.3.7 Air Traffic Services are provided by Shannon

ACC using the call sign SHANNON CONTROL. Full details
of the service provided and the procedures used are contained
in AIP Ireland.
3.3.8 SOTA:
5100N 01500W- 5100N 00800W – 4830N 00800W –

4900N 01500W – 5100N 01500W
NOT INCLUDED IN NAT HLA*
* Note: Flights transitioning through SOTA and entering the
Shanwick OCArequiring an oceanic clearance FL 285
to FL 420 inclusive must meet NAT HLA
requirements.
Brest Oceanic Transition Area (BOTA)
3.3.9 Part of the Shanwick OCA is designated as the

Brest Oceanic Transition Area (BOTA):
4834N 00845W – 4830N 00800W – 4500N 00800W –

4500N 00845W – 4834N 00845W
NOT INCLUDED IN NAT HLA*
* Note: Flights transitioning through BOTA and entering Shanwick OCArequiring an oceanic clearance FL
285 to FL 420 inclusive must meet NAT HLA requirements.
3.3.10 Air Traffic service is provided by the Brest ACC, call sign BREST CONTROL.
Gander Oceanic Transition Area (GOTA) Figure 3-4 GOTA area

3.3.11 Part of the Gander OCA is designated
as the Gander Oceanic Transition Area (GOTA):
6530N 060W east to the Reykjavik OACACC

boundary, southeast along the Reykjavik
boundary to 6330N 05540W, east to 6330N
055W, southwest to 5352N 05458W, northwest
along the Gander boundary to PRAWN, north
to MOATT, northwest to 61N 063W, then north
along the Montreal ACC boundary to the
Edmonton ACC boundary.
FL 290 to FL 600 inclusive
NAT HLA FL 285 to FL 420
3.3.12 Air Traffic service is provided by the

Gander ACC, call sign GANDER CENTRE. Full
details of the service provided and the procedures used
are contained in Canada Flight Supplement (CFS).
_________________________
CHAPTER 4
FLIGHT PLANNING
4.1 GENERAL
4.1.1 Doc 7030, in conjunction with State AIPs, provides detailed routing constraints reference
flight planning in the NAT. Refer to Doc 7030 and relevant State AIP for details. General rules are paraphrased
below.
4.1.2 All flights which generally route in an eastbound or westbound direction should normally be
flight planned so that specified ten degrees of longitude (20°W, 30°W, 40°W etc.) are crossed at whole or half
degrees of latitude; and all generally northbound or southbound flights should normally be flight planned so
that specified parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N etc.) are crossed at whole
degrees of longitude. Exceptions apply in the case of flights routing north of 70°N, these are noted below.
4.1.3 In Bodo OCA, Shanwick OCA, and Santa Maria OCA, operators can flight plan their user-
preferred routes (UPRs)/free route airspace operations without the need to satisfy the flight planning
requirements in sections 4.2.6-4.2.7 in accordance with requirements specified in the relevant State AIPs.
4.1.4 Additionally, relevant State AIPs may detail areas of ATS Surveillance coverage and VHF
voice coverage. These areas may allow flight planning between defined entry and exit points without requiring
adherence to the above provisions.
Routings
4.1.5 Operators are allowed to flight plan on the OTS, across the OTS or to join or leave the OTS.
While ATC will make every effort to clear random traffic affecting the OTS at published flight levels, operators
should be aware that re-routes or significant changes in flight level may occur during most of the OTS traffic
periods.
4.1.6 Outside of the OTS periods, operators flying against the pending OTS may flight plan any
random routing, except:
a) Eastbound flights that cross 30°W less than one hour prior to the pending Westbound OTS
(i.e. after 1029 UTC); or
b) Westbound flights that cross 30°W less than one hour prior to the pending Eastbound OTS
(i.e. after 2359 UTC),
should plan to remain clear of the pending OTS structure.
4.1.7 Flight crews of all NAT flights at or above FL 290, even those that will transit the NAT either
above the NAT HLA, or laterally clear of the OTS, must carry a copy of the NAT track message, including
any amendments. In the case of amendments, Note One of the NAT track message will generally contain a
brief explanation of the amendment and, if warranted, a revised TMI with an alpha suffix.
A revised TMI with an alpha suffix will be issued for changes to: any track coordinate(s), including
“named” waypoints; published track levels; or “named” waypoints within European routes west. A
TMI revision will not be issued for changes to other items such as NARs.
Flight Levels
4.1.8 Flight planning in the NAT between FL 290 and FL 410 inclusive is restricted by the Data
Link Mandate. Chapter 1 indicates equipment required within this flight level band.
Flight Planning
4.1.9 Flights which are planned to remain entirely clear of the OTS or which join or leave an OTS
track (i.e. follow an OTS track for only part of its published length), are all referred to as Random Flights.
Flight crews intending to fly on a random route or outside the OTS time periods may plan any flight level(s)
in accordance with the NAT FLAS.
Note 1: This FLAS is published in the UK and Canadian AIPs and described in Attachment 5.
Note 2: Arrangements for routes T9 and T290 are published in the UK AIP at ENR 3.3 and 3.5.
4.1.10 Flights which are planned to follow an OTS track for its entire length (during the OTS periods)
may plan any of the levels published for that track, keeping in mind PBCS and DLM requirements.
PBCS tracks will be identified in Note 3 of the OTS message. Operators planning to operate in the
altitude band FL 350 - FL 390 on the PBCS OTS are subject to equipage and authorization
requirements as outlined in NAT OPS Bulletin, “Implementation of Performance Based Separation
Minima”.
4.1.11 Operators may include climbs in the flight plan, although each change of level during flight must
be requested from ATC by the flight crew. Approval of such requests will be entirely dependent upon potential
traffic conflicts. ATC may not always be able to accommodate requested flight level changes and prudent pre-
flight fuel planning should take this into consideration.
4.1.12 If a flight is expected to be level critical, operators should contact the initial OACC prior to
filing of the flight plan to determine the likely availability of specific flight levels.
Speed
4.1.13 The planned Mach number must be included in the ICAO flight plan for aircraft capable of
maintaining an assigned Mach.
4.1.124.1.14 ATC uses speed information, along with position information to calculate estimated times
along the cleared route. These times are used as the basis for longitudinal separation and for coordination with
adjacent units.
Flight Plans
4.1.134.1.15 Correct completion and addressing of the ICAO flight plan is extremely important as errors
can lead to delays in data processing and the subsequent issuing of clearances to the flights concerned. Detailed
explanations of how to correctly complete a flight plan with respect to the NAT portion of a flight are contained
in Chapter 16 of this Manual.
4.1.144.1.16 Operators are reminded that they must indicate their aircraft and flight crew capabilities (e.g.
RNP, RNAV, RCP 240 and RSP 180 authorization, RVSM, FANS 1/A data link, ADS-B and NAT HLA
approval) in the flight plan. Separation criteria and safety improvement initiatives in the NAT region are made
available to all appropriately equipped flights based on filed flight plan information. This also supports
planning for future initiatives by providing more accurate information regarding the actual capabilities of the
fleet operating in the ICAO NAT region.
4.2 FLIGHT PLANNING REQUIREMENTS
4.2.1 If (and only if) the flight is planned to operate along the entire length of one of the organised
tracks (as detailed in the NAT track message), from oceanic entry point to oceanic exit point, Item 15 of the
flight plan may be defined by using the abbreviation 'NAT' followed by the track letter assigned to the track.
Flight Planning
4.2.2 Flights wishing to join or leave an organised track at some intermediate point are considered
to be random route aircraft and full route details must be specified in the flight plan. The track letter must not
be used to abbreviate any portion of the route in these circumstances.
4.2.3 The planned Mach number and flight level should be specified at either the last domestic
reporting point prior to oceanic airspace or the organised track commencement point.
4.2.4 Each point at which a change of Mach number or flight level is planned must be specified by
geographical coordinates in latitude and longitude or as a “named” waypoint and followed in each case by the
next significant point.
4.2.5 The accumulated estimated elapsed time to each oceanic FIR boundary shall be specified in
Item 18 of the FPL following the EET/ indicator.
Flight Planning on Random Route Segments in a Predominantly East - West Direction
4.2.6 Doc 7030 states that flights operating between North America and Europe shall generally be
considered as operating in a predominantly east-west direction. However, flights planned between these two
continents via the North Pole shall be considered as operating in a predominantly north-south direction. Except
in those areas defined in State AIPs where operators meeting specified requirements can flight plan their user-
preferred trajectories, the following applies:
a) For flights operating at or south of 70°N, the planned tracks shall normally be defined by
significant points formed by the intersection of half or whole degrees of latitude with
meridians spaced at intervals of 10 degrees from the Greenwich meridian to longitude 70°W.
b) For flights operating north of 70°N and at or south of 80°N, the planned tracks shall normally
be defined by significant points formed by the intersection of parallels of latitude expressed in
degrees and minutes with meridians normally spaced at intervals of 20 degrees from the
Greenwich meridian to longitude 60°W, using the longitudes 000W, 020W, 040W and 060W.
c) For flights operating at or south of 80°N, the distance between significant points shall, as far
as possible, not exceed one hour's flight time. When the flight time between successive
significant points is less than 30 minutes, one of these points may be omitted. Additional
significant points should be established when deemed necessary due to aircraft speed or the
angle at which the meridians are crossed, e.g.:
i) at intervals of 10 degrees of longitude (between 5°W and 65°W) for flights operating
at or south of 70°N; and
ii) at intervals of 20 degrees of longitude (between 10°W and 50°W) for flights operating
north of 70°N and at or south of 80°N.
d) For flights operating north of 80°N, the planned tracks shall normally be defined by points of
intersection of parallels of latitude expressed in degrees and minutes with meridians expressed
in whole degrees. The distance between significant points shall normally equate to not less
than 30 and not more than 60 minutes of flying time.
Flight Planning on Random Routes in a Predominantly North - South Direction
4.2.7 Except in those areas defined in State AIPs where operators meeting specified requirements
can flight plan their user-preferred trajectories, the following applies:
a) For flights whose flight paths at or south of 80°N are predominantly oriented in a north-south
direction, the planned tracks shall normally be defined by significant points formed by the
intersection of whole degrees of longitude with specified parallels of latitude which are spaced
at intervals of 5 degrees.
Flight Planning
b) For flights operating north of 80°N, the planned tracks shall be defined by points of
intersection of parallels of latitude expressed in degrees and minutes with meridians expressed
in whole degrees. The distance between significant points shall normally equate to not less
than 30 and not more than 60 minutes of flying time.
Flight Planning to Enter or Leave the NAT Region via the North American Region
4.2.8 To provide for the safe and efficient management of flights to/from the NAT region, a
transition route system is established in the NAM region (North American Routes - NARs). This system details
particular domestic routings associated with each oceanic entry or landfall point. These routes are promulgated
to expedite flight planning; reduce the complexity of route clearances and minimize the time spent in the route
clearance delivery function. The NAR System is designed to accommodate major airports in North America
where the volume of North Atlantic (NAT) traffic and route complexity dictate a need to meet these objectives.
It consists of a series of pre-planned routes from/to coastal fixes and identified system airports. Most routes
are divided into two portions:
Common Portion — that portion of the route between a specified coastal fix and specified Inland
Navigation Fix (INF). (Note: Eastbound NARS only have a common portion).
Non-common Portion — that portion of the route between a specified INF and a system airport.
4.2.9 The routes are prefixed by the abbreviation “N,” with the numbering for the common portions
orientated geographically from south to north. The odd numbers have eastbound application while the even
numbers apply to westbound. An alpha character may follow the one to three digit identifying code indicating
an amendment. Together it forms the route identifier. The alpha numeric identifier is associated with the
common routes only and not with the non-common route portions.
4.2.10 The use of NARs is not compulsory for every oceanic exit point. The Eastbound NAT track
message includes recommended NARs for each track which enters oceanic airspace through Canadian
domestic airspace. The Westbound NAT track message carries the annotation “NAR Nil” for each track with
the exception of tracks terminating at CARAC, JAROM, or RAFIN where NARs must be filed. Operators may
file on any one of the destination appropriate NARs published from that relevant coastal fix.
Westbound NAR details are listed in the Canada Flight Supplement and Moncton FIR issues daily
NOTAMS showing “recommended NARs”. Operators may file them if desired.
4.2.11 Canadian Domestic route schemes and the US East Coast Link Routes are also published. All
of these linking structures are referenced in Chapter 3 of this Manual and account must be taken of any such
routing restrictions when planning flights in this category.
Flight Planning to Operate Without Using HF Communications
4.2.12 When operating outside of VHF coverage the carriage of fully functioning HF is mandatory
throughout the NAT, however some exceptions may apply, refer to State AIPs for further details. Aircraft with
only functioning VHF communications equipment should plan their route according to the information
contained in the appropriate State AIPs and ensure that they remain within VHF coverage of appropriate
ground stations throughout the flight.
Flight Planning to Operate with a Single Functioning LRNS
4.2.13 Information on specific routes that may be flight planned and flown by aircraft equipped with
normal short-range navigation equipment (VOR, DME, ADF) and at least one approved fully operational
LRNS can be found in Chapter 3.
Flight Planning
Flight Planning to Operate with Normal Short-Range Navigation Equipment Only
4.2.14 Two routes providing links between Iceland and the ICAO EUR region (G3 and G11) (see
Chapter 3) are designated as special routes of short stage lengths where it is deemed that aircraft equipped with
normal short-range navigation equipment can meet the NAT HLA track-keeping criteria. Nevertheless, State
approval for NAT HLA operations is still required in order to fly along these routes.
Flight Planning
CHAPTER 5
OCEANIC ATC CLEARANCES
Chapter 5 is deleted
5.1 GENERAL
5.1.1 There are three elements to an oceanic clearance: Route, Level, and Speed (if required). These
elements serve to provide for the three basic elements of separation: lateral, vertical, and longitudinal.
5.1.2 Oceanic clearances are required for all flights within NAT controlled airspace (at or above
FL 060). Flight crews should request oceanic clearances from the ATC responsible for the first OCA within
which they wish to operate, following the procedures and the time-frame laid down in appropriate AIPs and
NAT OPS Bulletins. Such clearances are applicable only from that entry point.
5.1.3 To assist in optimum airspace utilisation, when requesting an oceanic clearance the flight crew
should:
 Advise of any required changes to oceanic flight planned level, track, or speed;
 Advise the maximum acceptable flight level at the oceanic boundary;
 Advise of preferred alternative NAT track if applicable.
5.1.4 Specific information on how to obtain oceanic clearance from each NAT OACC is published
in State AIPs and NAT OPS Bulletins.
5.1.5 When flight crews are requesting oceanic clearance, they are required to maintain contact on
the control frequency, unless having received permission to leave the frequency.
5.1.6 If an aircraft encounters an in-flight equipment failure relevant to the airspace enroute to the
NAT oceanic airspace, then the flight crew must advise ATC when requesting an oceanic clearance.
5.1.7 The flight crew should monitor the forward estimate for oceanic entry, and if this changes by
3 minutes or more, unless providing position reports via ADS-C, pass a revised estimate to ATC. As planned
longitudinal spacing by these OACCs is based on the estimated times over the oceanic entry fix or boundary,
failure to adhere to this ETA amendment procedure may jeopardise planned separation between aircraft, thus
resulting in a subsequent re-clearance to a less economical track/flight level for the complete crossing. Any
such failure may also penalise following aircraft.
5.1.8 If any of the route, flight level or speed in the clearance differs from that flight planned,
requested or previously cleared, attention may be drawn to such changes when the clearance is delivered
(whether by voice or by data link). Flight crews should pay particular attention when the issued clearance
differs from the flight plan. (N.B. a significant proportion of navigation errors investigated in the NAT involve
an aircraft which has followed its flight plan rather than its differing clearance).
5.1.9 If the entry point of the oceanic clearance differs from that originally requested and/or the
oceanic flight level differs from the current flight level, the flight crew is responsible for requesting and
obtaining the necessary domestic re-clearance to ensure that the flight is in compliance with its oceanic
clearance when entering oceanic airspace.
5.1.10 If flight crews have not received their oceanic clearance prior to reaching the OCA boundary,
they must follow the guidance provided in the appropriate State AIP.
Oceanic ATC Clearances

5.1.11 Unless otherwise stated the oceanic clearance issued to each aircraft is at a specified flight
level and cruise Mach number. Subsequent en route changes to flight level or Mach number should not be
made without prior ATC clearance, except in an urgency situation, (e.g. encountering unanticipated severe
turbulence).
5.1.12 With the implementation of OWAFS, flight crews can expect ATC to issue the clearance
RESUME NORMAL SPEED when traffic permits after oceanic entry. This clearance allows the flight crew
to select a cost index (ECON) speed instead of a fixed Mach number with the condition that ATC must be
advised if the speed changes by plus or minus Mach .02 or more from the last assigned Mach number.
5.2 CONTENTS OF CLEARANCES
5.2.1 An abbreviated clearance is issued by Air Traffic Services when clearing an aircraft to fly
along the whole length of an organised track. The flight crew should confirm the current NAT track message
by using the TMI number (including any appropriate alpha suffix) in the readback. There is no requirement for
the flight crew to read back the NAT track coordinates. If any doubt exists as to the TMI or the NAT track
coordinates, the flight crew should request the complete track coordinates. Similarly, if the flight crew cannot
correctly state the TMI, confirmation will include NAT track coordinates in full and a full read back of those
coordinates will be required.
5.2.2 If the term, “via flight plan route” is used when issuing an oceanic clearance, the flight crew
is required to readback the full coordinates of the flight plan route, from the oceanic entry point to the exit
point.
5.2.3 Attachment 6 provides examples and explanations of clearances and instructions possible in
the NAT region. Operators and flight crews, especially those new to NAT operations, are encouraged to review
the examples.
5.3 OCEANIC CLEARANCES FOR WESTBOUND FLIGHTS ROUTING VIA 61°N 010°W
5.3.1 The provision of air traffic service at RATSU (61°N 010°W) has been delegated by Shanwick
to Reykjavik. Flights intending to enter NAT oceanic airspace via RATSU (61°N 010°W) should not call
Shanwick for an oceanic clearance. The required oceanic clearance will be issued by Reykjavik Control. There
are three points established at the boundary of delegated airspace from Scottish to Reykjavik, BESGA, DEVBI
and BARKU on routes to RATSU. Reykjavik will issue oceanic clearances from those points. Aircraft that
have not received their oceanic clearance prior to those points shall enter Reykjavik airspace at the domestic
cleared flight level while awaiting such oceanic clearance.
5.4 OCEANIC FLIGHTS ORIGINATING FROM THE NAM, CAR OR SAM REGIONS AND
ENTERING THE NAT HLA VIA THE NEW YORK OCA EAST
5.4.1 For flights planning to enter the NAT directly from the New York Oceanic East FIR, the IFR
clearance to destination received at the departure aerodrome constitutes the route portion of the oceanic
clearance. Once airborne, and prior to entry into the NAT, aircraft will be assigned an altitude and a speed (if
required) by New York Centre. The receipt of all three elements of an oceanic clearance: route, flight level,
and speed constitutes the complete oceanic clearance. A subsequent change to any element(s) of the oceanic
clearance does not alter the others.
Example: Flight from Santo Domingo to Madrid:
The route portion of the clearance received via PDC or DCL from Santo Domingo should be flown
unless amended. San Juan ACC will confirm requested altitude and speed prior to issuing the remainder
of the oceanic clearance. All three required elements of an oceanic clearance have been received.

Example: Flight from New York (KFJK) to Madrid (LEMD):
The route and altitude portions of the clearance received via PDC from Kennedy Clearance should be
flown unless amended. Prior to entering oceanic airspace, New York Centre confirms requested speed
and issues clearance. All three elements of an oceanic clearance have been received.
5.4.2 Flights entering Canadian Domestic airspace from the New York Oceanic East FIR and then
subsequently entering the NAT require a complete oceanic clearance.
There is considerable confusion around which agency is responsible to deliver the oceanic clearance
when the flight is operating in New York Oceanic airspace which has been delegated to either Moncton
or Gander ACCs. (See Figure 5-1.)
Example: Flight enters New York Oceanic at SLATN, JOBOC, or DOVEY and does not enter airspace
delegated to Moncton ACC or Gander ACC:
The route portion of the clearance received via PDC or DCL should be flown unless amended. New
York ATC will confirm requested altitude and speed prior to issuing the remainder of the oceanic
clearance. The TMI is required during the readback if on an organized track.
Example: Flight enters airspace delegated to Moncton ACC and exits back into New York Oceanic via
(AVAST, NOVOK, or JEBBY) never entering Gander Domestic ACC airspace:
The route portion of the clearance received via PDC or DCL should be flown unless amended.
Moncton ATC will confirm requested altitude and speed prior to issuing the reminder of the clearance.
Example: Flight enters airspace delegated to Gander ACC (DOPHN, JAROM, BOBTU) via either Moncton
ACC or via New York Oceanic and enters NAT airspace through either Gander or New York:
Full oceanic clearance should be requested with Gander Oceanic via ACARS or voice as appropriate.
Figure 5-1
5.4.3 Flights entering the southern portion of New York Oceanic East FIR from Piarco CTA will be
issued all three components of the oceanic clearances prior to entering New York OCA.
5.4.4 In cases where aircraft have been cleared via a NAT track, the TMI number will be confirmed
prior to reaching the NAT track entry fix.

5.5 CLEARANCES INCLUDING VARIABLE FLIGHT LEVEL
5.5.1 Clearances which include variable flight level may be requested and granted, traffic
permitting. Clearance requests for a variable flight level may be made by voice or CPDLC.
5.5.2 Within the NAT, on occasion when traffic permits, aircraft are cleared for a cruise climb or to
operate within a block of flight levels. The operational difference between cruise climbs and block of flight
levels is in accordance with the following:
 Cruise climb: Only climb or maintain a level, NEVER DESCEND;
 Block of flight levels: Climb and/or descend freely within the assigned block of flight
levels.
5.5.3 A cruise climb should be requested when a flight crew wants to operate with a “flexible”
vertical profile and gradually climb as the aircraft weight decreases and the optimum flight level increases. A
block of flight levels should be requested when the flight crew wants to operate with a flexible vertical profile
and the aircraft’s altitude will vary up or down due to factors such as turbulence or icing.
5.5.4 ATC will still make the most efficient use of airspace with the block of levels by adjusting the
clearance as levels are cleared. For cruise climb, levels below the aircraft are automatically released as the
aircraft climbs.
5.6 ERRORS ASSOCIATED WITH OCEANIC CLEARANCES
5.6.1 Errors associated with oceanic clearances fall into several categories of which the most
significant are ATC System Loop errors and Waypoint Insertion errors.
Communication Errors
5.6.2 A communication error is any error caused by a misunderstanding between the flight crew and
the controller regarding the assigned flight level, speed, or route to be followed. Such errors can arise from:
incorrect interpretation of the NAT track message by dispatchers; errors in coordination between OACCs; or
misinterpretation by flight crews of oceanic clearances or re-clearances. Errors of this nature, which are
detected by ATC from flight crew position reports will normally be corrected. However, timely ATC
intervention cannot always be guaranteed, especially as it may depend on the use of third-party relayed HF,
GP/VHF or SATVOICE communications.
Waypoint Insertion Errors
5.6.3 Experience has shown that many of the track-keeping errors in the NAT HLA occur as a result
of flight crews programming the navigation system(s) with incorrect waypoint data. These are referred to as
Waypoint Insertion Errors. They frequently originate from:
 failure to observe the principles of checking waypoints to be inserted in the navigation
systems, against the cleared route;
 failure to load waypoint information correctly; or
 failure to crosscheck on-board navigation systems.
5.6.4 Many of the navigation error occurrences are the product of one or more of the foregoing
causes. It is therefore extremely important that flight crew double check each element of the oceanic clearance
on receipt, and at each waypoint, since failure to do so may result in inadvertent deviation from cleared route
and/or flight level.
5.6.5 More detailed guidance on this subject is contained in Chapter 8 and Chapter 14.

CHAPTER 6
COMMUNICATIONS AND POSITION REPORTING PROCEDURES
6.1 ATS COMMUNICATIONS
Equipage Requirements
6.1.1 Operations in the NAT outside VHF coverage require the carriage of two long range
communication systems, one of which must be HF., SATVOICE and/or CPDLC (appropriate to route of flight)
may satisfy the requirement of the second-long range communication system. Due to coverage limitations, an
Inmarsat CPDLC or SATVOICE system does not qualify as a long range communication system when
operating north of 80°N. Aircraft that are equipped with both Inmarsat (J5) and Iridium (J7) data link capability
should use Iridium when north of 80°N.
6.1.2 Flights planning to operate outside VHF coverage may request waivers from the HF
requirement provided the flight falls into one of the following categories:
 Air carriers with HF unserviceable wishing to return to base for repairs, or

 Ferry or delivery flights, or
 Special event flights.
6.1.3 Relief from the HF requirement in accordance with 6.1.2 may be granted by the Air Traffic
Control Centres serving the route of flight provided the aircraft has at least two other long-range
communication systems appropriate for route of flight.
See State AIPs for details.
HF Voice Communications
6.1.4 It is important that flight crews appreciate that routine* air/ground ATS voice communications
in the NAT region are conducted via aeronautical radio stations (hereafter referred to as radio stations) staffed
by radio operators who have no executive ATC authority. Messages are relayed by the ground station to/from
the air traffic controllers in the relevant OACC. This is the case, whether communications are via HF, GP/VHF
or SATVOICE.
6.1.5 There are six radio stations in the NAT: Bodø Radio (Norway), Gander Radio (Canada),
Iceland Radio (Iceland), New York Radio (USA), Santa Maria Radio (Portugal) and Shanwick Radio (Ireland).
6.1.6 Even with the growing use of data link communications a significant volume of NAT
air/ground communications are conducted using voice on SSB HF frequencies and GP VHF frequencies. To
support air/ground ATC communications in the North Atlantic region, twenty-four HF frequencies have been
allocated, in bands ranging from 2.8 MHz to 18 MHz. Additionally, Shanwick Radio, Santa Maria Radio, and
Iceland Radio operate a number of Regional and Domestic Air Route Area (RDARA) frequencies in
accordance with operating requirements and agreements between the stations.
6.1.7 There are a number of factors which affect the optimum frequency for communications over
a specific path. The most significant is the diurnal variation in intensity of the ionisation of the refractive layers
of the ionosphere. Hence frequencies from the lower HF bands tend to be used for communications during
night-time and those from the higher bands during day-time. Generally, in the North Atlantic frequencies of
less than 6 MHz are utilised at night and frequencies of greater than 5 MHz during the day.
*
See 6.1.14 c) and 6.1.27
Communications and Position Reporting Procedures
6.1.8 The 24 NAT frequencies are organized into six groups known as Families. The families are
identified as NAT Family A, B, C, D, E and F. Each family contains a range of frequencies from each of the
HF frequency bands. A number of stations share families of frequencies and co-operate as a network to provide
the required geographical and time of day coverage. A full listing of the frequencies operated by each NAT
radio station is contained in the “HF Management Guidance Material for the North Atlantic Region” (NAT
Doc 003), available at www.icao.int/EURNAT/, following “EUR & NAT Documents”, then “NAT
Documents”, in folder “NAT Doc 003”.
6.1.9 Each individual flight may be allocated a primary and a secondary HF frequency before the
oceanic boundary.
6.1.10 Radio operators usually maintain a continuous air-ground communication watch on more than
one single frequency therefore it is useful for flight crews to state the frequency used when placing the initial
call to the radio station.
HF Phraseology applicable when using data link
6.1.11 The integrity of the ATC service remains wholly dependent on establishing and maintaining
HF or VHF voice communications with each ATS unit along the route of flight. The procedures in this section
are applicable only in NAT airspace and pertain only to ATS data link operations.
6.1.12 Prior to or upon entering each NAT OCAoceanic CTA, the flight crew should contact the
appropriate aeronautical radio station.
6.1.13 If the flight enters an OCAoceanic CTA followed by another OCAoceanic CTA, the flight
crew should, on initial contact:
a) not include a position report;

b) after the radio operator responds, request a SELCAL check and state the next OCACTA;
c) the radio operator will assign primary and secondary frequencies, perform the SELCAL check
and designate the position and frequencies to contact the aeronautical radio station serving the
next OCAoceanic CTA. If the communications instructions are not issued at this stage, the
crew should assume that the frequencies to use prior or upon entering the next OCACTA will
be delivered at a later time by CPDLC or voice.
Example (Initial contact from an eastbound flight entering GANDER Oceanic):
GANDER RADIO, AIRLINE 123, SELCAL CHECK, SHANWICK NEXT
AIRLINE 123, GANDER RADIO, HF PRIMARY 5616 SECONDARY 2899, AT 30 WEST
CONTACT SHANWICK RADIO HF PRIMARY 8891 SECONDARY 4675, (SELCAL
TRANSMITTED)
GANDER RADIO, AIRLINE 123, SELCAL OKAY, HF PRIMARY 5616 SECONDARY 2899.
AT 30 WEST CONTACT SHANWICK RADIO, HF PRIMARY 8891 SECONDARY 4675
6.1.14 If the flight will exit an OCAoceanic CTA into continental airspace or airspace where the
primary means of communication is VHF voice and an ATS surveillance service is available, on initial contact
with the OCAoceanic CTA, the flight crew should:
a) not include a position report;

b) after the radio operator responds, request a SELCAL check;
Example (Initial contact from an eastbound flight about to enter SHANWICK
Oceanic):
SHANWICK RADIO, AIRLINE 123, SELCAL CHECK
AIRLINE 123, HF PRIMARY 2899 SECONDARY 5616 (SELCAL TRANSMITTED)
SHANWICK RADIO, AIRLINE 123, SELCAL OKAY, HF PRIMARY 2899 SECONDARY
5616.
c) For flights on T9 and T290, monitor VHF channel 128.360 as advised by Shanwick Radio.
Exceptionally, in the event of navigational non-conformance or in an emergency, controllers
may communicate directly with the flight. Controllers will use the callsign “Shanwick
Control”.
6.1.15 Depending on which data link services are offered in the OCAoceanic CTA and the operational
status of those services, the aeronautical radio operator will provide appropriate information and instructions
to the flight crew.
6.1.16 If a data link connection cannot be established, maintain normal voice communication
procedures. In the event of data link connection failure in a NAT OCACTA after a successful logon revert to
voice and notify the appropriate radio station. Inform the OAC in accordance with established problem
reporting procedures.
Flights on Tango 9 or Tango 290 should contact Shanwick Radio on HF voice.
6.1.17 To reduce frequency congestion, flight crews of flights using ADS-C should not additionally
submit position reports via voice unless requested by aeronautical radio operator.
6.1.18 ADS-C flights are exempt from all routine voice meteorological reporting; however, the flight
crew should use voice to report unusual meteorological conditions such as severe turbulence to the aeronautical
radio station.
6.1.19 For any enquiries regarding the status of ADS-C connections, flight crew should use CPDLC.
Should the ATS unit fail to receive an expected position report, the controller will follow guidelines for late or
missing ADS-C reports.
6.1.20 When leaving CPDLC/ADS-C or ADS-C-only airspace, the flight crew should comply with
all communication requirements applicable to the airspace being entered.
6.1.21 If the flight crew does not receive its domestic frequency assignment by 10 minutes prior to
the flight’s entry into the next OCAoceanic CTA, the flight crew should contact the aeronautical radio station
and request the frequency, stating the current OCACTA exit fix or coordinates.
Flights on Tango 9 or Tango 290 should contact Shanwick Radio on HF voice.
SELCAL
6.1.22 When using HF, SATVOICE, or CPDLC, flight crews shall maintain a continuous air-ground
communication watch on the assigned frequency, unless SELCAL equipped, in which case they should ensure
the following sequence of actions:
a) provide the SELCAL code in the flight plan; (any subsequent change of aircraft for a flight
will require refiling of the flight plan or submitting a modification message (CHG) which
includes the new registration and SELCAL);
b) check the operation of the SELCAL equipment, at or prior to entry into oceanic airspace, with
the appropriate radio station. (This SELCAL check shall be completed prior to commencing
SELCAL watch); and
c) maintain thereafter a SELCAL watch.
6.1.23 It is important to note that it is equally essential to comply with the foregoing SELCAL
provisions even if SATVOICE or CPDLC are being used for routine air/ground ATS communications. This
will ensure that ATC has a timely means of contacting the aircraft.

6.1.24 Flight management staff and flight crews of aircraft equipped with SELCAL equipment should
be made aware that SELCAL code assignment is predicated on the usual geographical area of operation of the
aircraft. If the aircraft is later flown in geographical areas other than as originally specified by the aircraft
operator, the aircraft may encounter a duplicate SELCAL code situation. Whenever an aircraft is to be flown
routinely beyond the area of normal operations or is changed to a new geographic operating area, the aircraft
operator should contact the SELCAL Registrar and request a SELCAL code appropriate for use in the new
area.
6.1.25 When acquiring a previously owned aircraft equipped with SELCAL, many aircraft operators
mistakenly assume that the SELCAL code automatically transfers to the purchaser or lessee. This is not true.
As soon as practical, it is the responsibility of the purchaser or lessee to obtain a SELCAL code from the
Registrar, or, if allocated a block of codes for a fleet of aircraft, to assign a new code from within the block of
allocated codes.
6.1.26 Issues associated with duplicate SELCALS should be made to the SELCAL Registrar,
Aviation Spectrum Resources, Inc. (ASRI). The SELCAL Registrar can be contacted via the AFTN address
KDCAXAAG, and by including “ATTN. OPS DEPT. (forward to SELCAL Registrar)” as the first line of
message text or via online at https://www.asri.aero/selcal/ .
VHF Voice Communications
6.1.27 Radio stations are also responsible for the operation of General Purpose VHF (GP/VHF)
outlets. North Atlantic flights may use these facilities for all regular and emergency communications with
relevant OACCs, except that VHF Channel 128.360 may not be used for routine communication on routes
Tango 9 and Tango 290. Such facilities are especially valuable in the vicinity of Iceland, Faroes and Greenland
since VHF is not as susceptible to sunspot activity as HF. Outlets are situated at Prins Christian Sund, which
is operated by Gander Radio, and at Kangerlussuaq (Sondrestrom), Kulusuk, several locations in Iceland and
the Faroes, via Iceland Radio. It is important for the flight crew to recognise that when using GP/VHF, as with
HF and SATVOICE, these communications are with a radio station and the flight crew is not normally in direct
contact with ATSU. However, contact between the flight crew and ATC can be arranged, for example via
patch-through on HF or GP/VHF frequencies by Iceland Radio and Shanwick Radio.
6.1.28 Reykjavik centre operates a number of Direct Controller Pilot Communications (DCPC) VHF
stations in Iceland, Faroe Islands and Greenland. At jet flight levels the coverage is approximately 250 NM
as indicated in Figure 5-1 below. Those stations are used to provide tactical procedural control and ATS
Surveillance services within the South, East and West sectors of the Reykjavik area. The callsign of the
Reykjavik centre is “Reykjavik Control” or just “Reykjavik” and indicates that the flight crew is
communicating directly with an air traffic controller. The callsign of Iceland radio is “Iceland radio” and
indicates that the flight crew is communicating with a radio operator who is relaying messages between the
flight crew and the appropriate control facility.
Due to technical data link interoperability requirements, CPDLC uplink messages refer to Iceland
Radio as "Iceland Radio Centre". This is done to enable the flight crew of capable aircraft to
automatically load the specified frequency into the aircraft communication system.

Figure 56-1 Reykjavik Control Direct Controller Pilot VHF Coverage
SATVOICE Communication
6.1.29 The Aeronautical Mobile Satellite (Route) Service (AMS(R)S), more commonly referred to
as SATVOICE, can be used as a supplement to HF & CPDLC communications throughout the NAT region
for any routine, non-routine or emergency ATS air/ground communications. NAT ATS provider State AIPs
contain the necessary telephone numbers and/or short-codes for air-initiated call access to radio stations and/or
direct to OACCs. Since oceanic traffic typically communicates with ATC through radio facilities, routine
SATVOICE calls should be made to such a facility rather than the ATC Centre. Only when the urgency of the
communication dictates otherwise should SATVOICE calls be made to the ATC Centre. SATVOICE
communication initiated due to HF propagation difficulties does not constitute urgency and should be
addressed to the air-ground radio facility. The use of SATVOICE is described in The SATVOICE Operations
Manual (Doc 10038).
6.1.30 The provisions governing the use of SATVOICE for ATS communications in the NAT region
are contained in Doc 7030. These provisions include that even when using SATVOICE, flight crews must
simultaneously operate SELCAL or maintain a continuous air-ground communication watch on the assigned
HF/VHF frequency.
6.1.31 Operators must also recognise that they are bound by their own State of Registry’s regulations
regarding carriage and use of any and all long-range ATS communications equipment. Some States do not
authorise the carriage of SATVOICE as redundancy for HF equipage.
Data Link Communications
6.1.32 Data link communications have been gradually introduced into the NAT for position reporting
(via ADS-C and CPDLC) and air/ground ATC communications using FANS 1/A CPDLC. Operational
procedures are specified in Doc 10037, Global Operational Data Link (GOLD) Manual. AIP publications of
the NAT ATS provider States should be consulted to determine the extent of current implementation in each
of the North Atlantic OCAs.

6.1.33 When operating CPDLC, the aircraft data link system provides indication to flight crews of
any degraded performance which results from a failure or loss of connectivity. The flight crew should then
notify the ATS unit of the failure as soon as practicable. Timely notification is essential to ensure that the ATS
unit has time to assess the situation and apply a revised separation standard, if necessary.
6.1.34 Similar to SATVOICE usage, flight crews electing to use Data link communications for
regular ATS communications in the ICAO NAT region remain responsible for operating SELCAL (including
completion of a SELCAL Check), or maintaining a continuous air-ground communication watch on the
assigned HF frequency outside VHF coverage. As stated in section 2.1.4 of the ICAO Global Operational Data
Link (GOLD) Manual (Doc 10037) ANSPs are required to notify operators, using the AIP or other appropriate
AIS, the detail of all the supported data link services. Such notification will include advice when the aircraft
SATCOM system is not serviceable. In such circumstances, when the planned route of flight is to extend
beyond VHF data link coverage, the ANSP may restrict the use of CPDLC and ADS-C, even within VHF data
link coverage areas, if so Operators should then ensure that the relevant CPDLC/ADS-C descriptors (J5/J7/D1)
are not filed.
6.1.35 Flights equipped with CPDLC and /or ADS-C should ensure that the data link system is logged
on to the appropriate OACC. This applies even when the aircraft is provided with ATS Surveillance services.
With the introduction of PBCS separation, establishing and maintaining a data link connection becomes even
more important since an active data link connection is one of the requirements for the application of the
separation. CPDLC provides communication redundancy and controllers will in many cases use CPDLC for
communication even though the flight crew is maintaining a continuous air-ground communication watch on
the assigned DCPC VHF frequency. ADS-C furthermore enables ATC to perform route conformance
monitoring for downstream waypoints.
6.2 INTER-PILOT AIR-TO-AIR VHF FACILITY 123.450 MHZ AND EMERGENCY

FREQUENCY 121.500 MHZ
6.2.1 The frequency 121.500 MHz should be continuously monitored by all aircraft operating in the
NAT region so as to be prepared to offer assistance to any other aircraft advising an emergency situation.
6.2.2 An air-to-air VHF frequency has been established for world-wide use when aircraft are out of
range of VHF ground stations which utilise the same or adjacent frequencies. This frequency, 123.450 MHz,
is intended for pilot-to-pilot exchanges of operationally significant information (N.B. It is not to be used as a
“chat” frequency).
6.2.3 123.450 MHz may be used to relay position reports via another aircraft in the event of an air-
ground communications failure.
6.2.4 This frequency (123.450 MHz) may also be used by flight crews to contact other aircraft when
needing to coordinate offsets required in the application of the Strategic Lateral Offset Procedures (SLOP).
6.2.5 If necessary initial contact for relays or offset coordination can be established on 121.500
MHz, although great care must be exercised should this be necessary, in case this frequency is being used by
aircraft experiencing or assisting with an ongoing emergency.
6.2.6 Therefore in order to minimise unnecessary use of 121.500 MHz, it is recommended that when
possible aircraft additionally monitor 123.450 MHz when flying through NAT airspace.
6.3 POSITION REPORTING
Time and Place of Position Reports
6.3.1 Unless otherwise requested by ATC, position reports from flights on routes which are not
defined by designated reporting points shall be made at the significant points listed in the flight plan.
6.3.2 ATC may require any flight to report its position at any intermediate waypoints when deemed
necessary.
6.3.3 In requiring aircraft to report their position at intermediate points, ATC is guided by the
requirement to have positional information at approximately hourly intervals and also by the need to
accommodate varying types of aircraft and varying traffic and MET conditions.
6.3.4 Unless providing position reports via ADS-C, if the estimated time for the ‘next position’, as
last reported to ATC, has changed by three minutes or more, a revised estimate must be transmitted to the
ATS unit concerned as soon as possible.
6.3.5 Flight crews must always report to ATC as soon as possible on reaching any new cruising
level.
Contents of Position Reports
6.3.6 For flights outside domestic ATS route networks, position should be expressed in terms of
latitude and longitude except when flying over named reporting points. Except in those areas defined in State
AIPs where operators meeting specified requirements can flight plan their user-preferred trajectories, flights
whose tracks are predominantly east or west, latitude should be expressed in degrees and minutes, longitude
in degrees only. For flights whose tracks are predominantly north or south, latitude should be expressed in
degrees only, longitude in degrees and minutes. However, it should be noted that when such minutes are zero
then the position report may refer solely to degrees.
6.3.7 All times should be expressed in four digits giving both the hour and the minutes UTC.
6.3.8 Radio operators may simultaneously monitor and operate more than one frequency. Therefore,
when initiating an HF voice contact it is helpful if the flight crew include advice on the frequency being used
(see examples below).
“Operations Normal” Reports
6.3.9 When “operations normal” reports are transmitted by flight crews, they should consist of the
prescribed call followed by the words “OPERATIONS NORMAL”.
Standard Message Types
6.3.10 Standard air/ground message types and formats are used within the NAT region and are
published in State AIPs and Atlantic Orientation charts. To enable ground stations to process messages in the
shortest possible time, flight crew should observe the following rules:
a) use the correct type of message applicable to the data transmitted;

b) state the message type in the contact call to the ground station or at the start of the message;
c) adhere strictly to the sequence of information for the type of message;
d) all times in any of the messages should be expressed in hours and minutes UTC.
6.3.11 The message types are shown below with examples:
POSITION
Pilot: “Shanwick Radio, Swiss 456, Position on 8831”
Radio operator: “Swiss 456, Shanwick Radio”
Pilot: “Shanwick Radio, Swiss 456, RESNO at 1235, Flight Level 330,
Estimating 56 North 020 West at 1310, Next 56 North 030 West”

POSITION REPORT AND REQUEST CLEARANCE

Pilot: “Shanwick Radio, American 123, Request Clearance on 8831”
Radio operator: “American 123, Shanwick Radio”
Pilot: “Shanwick Radio, American 123, 56 North 020 West at 1308, Flight Level
330, Estimating 56 North 030 West at 1340, Next 56 North 040 West.
Request Flight Level 350”
REQUEST CLEARANCE
Pilot: “Shanwick Radio, Speedbird 212, Request Clearance on 3476”
Radio operator: “Speedbird 212, Shanwick Radio”
Pilot: “Shanwick Radio, Speedbird 212, Request Flight Level 370”
REVISED ESTIMATE
Pilot: “Shanwick Radio, Speedbird 212, Revised Estimate on 3476”
Radio operator: “Speedbird 212, Shanwick Radio”
Pilot: “Shanwick Radio, Speedbird 212, 57 North 040 West at 0305”
MISCELLANEOUS
Plain language – free format
6.4 “WHEN ABLE HIGHER” (WAH) REPORTS
6.4.1 The provision of WAH reports advises ATC of the time or position that a flight will be able to
accept the next higher level allowing controllers to more effectively utilise their airspace and provide aircraft
more fuel efficient profiles. A WAH report should be provided by all flights when entering the Santa Maria
OCA. Provision of WAH reports on entering other NAT OCAs is optional or they may be requested by any
OACC.
6.4.2 Information provided of the aircraft’s future altitude “ability” will not automatically be
interpreted by ATC as an advance “request” for a climb. It will be used as previously indicated to assist ATC
in planning airspace utilisation.
6.4.3 It should be noted that ATC acknowledgement of a WAH report (and any included requests)
is NOT a clearance to change altitude.
6.5 METEOROLOGICAL REPORTS
6.5.1 In accordance with ICAO Annex 3 - Meteorological Service for International Air Navigation,
aircraft are no longer required to provide voice reports of MET observations of wind speed and direction nor
outside air temperature.
6.5.2 When an ATS unit establishes an ADS–C contract, it may also request the MET group, which
contains wind and temperature data, to satisfy the MET authorities’ requirements for the provision of MET
data. However, it must be appreciated that any such automated MET Reports do not include information on
any observations of special or non-routine significant meteorological phenomena, such as moderate/severe
turbulence or icing, volcanic ash, thunderstorms, etc. Therefore, any flight crew providing position reports via
data link, who encounters any such significant meteorological phenomena should report this information via
voice or, if appropriate, via a CPDLC free text downlink message. The format to be used for the reporting of
such observations should, where appropriate, be by reference to geographical coordinates.

VOLMET Services
6.5.3 This is a H24 continuous voice broadcast of weather information consisting of SIGMETS for
the NAT region, terminal forecasts and actual weather observations for the principal airports in North America
& Europe provided by Gander, New York and Shanwick. Consult State AIPs and NAT Doc 003-HF
Management Guidance Material for the North Atlantic Region.
6.6 HF COMMUNICATIONS FAILURE
6.6.1 Rules and procedures for the operation of an aircraft following a radio communications failure
(RCF) are established to allow ATC to anticipate that aircraft’s subsequent actions and thus for ATC to be able
to provide a service to all other flights within the same vicinity, so as to ensure the continued safe separation
of all traffic. The general principles of such rules and procedures are set out in Annexes 2 and 10 to the ICAO
Convention. States publish in their AIPs specific RCF rules and regulations to be followed within their
particular sovereign airspace.
6.6.2 Poor HF propagation conditions are the result of ionospheric disturbances. These are usually
caused by sun-spot or solar flare activity creating bursts of charged particles in the solar wind which can spiral
down around the Earth’s magnetic lines of force and distort or disturb the ionised layers in the stratosphere
which are utilised to refract HF radio waves. As with the Aurora Borealis, which is of similar origin, these
ionospheric disturbances most commonly occur in regions adjacent to the Magnetic Poles. Since the Earth’s
North Magnetic Pole is currently located at approximately 87N 150W, flights through the North Atlantic and
Northern Canada regions can, on occasion, experience HF communications difficulties.It must be recognised
that there is in general an underlying premise in “normal” radio communications failure procedures that they
are for use when a single aircraft suffers an on-board communications equipment failure. Within the NAT
region and some adjacent domestic airspace (e.g. Northern Canada), where HF Voice is used for air-ground
ATC communications, ionospheric disturbances resulting in poor radio propagation conditions can also
interrupt these communications. While it is impossible to provide guidance for all situations associated with
an HF communications failure, it is, however, extremely important to differentiate between two distinct
circumstances: - firstly, an on-board communications equipment failure, resulting in an individual aircraft
losing HF communications with ATC and; secondly, the occurrence of poor HF propagation conditions
(commonly referred to as “HF Blackouts”), which can simultaneously interrupt HF air-ground communications
for many aircraft over a wide area.
6.6.2
6.6.3 Sometimes these disturbances are very wide-spread and HF air-ground communications on all
frequencies can be severely disrupted throughout very large areas (e.g. simultaneously affecting the whole of
the NAT region and the Arctic.). However, at other times the disturbances may be more localised and/or may
only affect a specific range of frequencies.
6.6.4 In this latter circumstance, HF air-ground communications with the intended radio station may
be possible on a frequency other than the primary or secondary frequencies previously allocated to an aircraft.
In the event of encountering poor HF propagation conditions flight crews should try using alternative HF
frequencies to contact the intended radio station.
6.6.5 While these disturbances may be severe, they may only be localized between the aircraft’s
position and the intended radio station rendering communications with that station impossible on any HF
frequency. Radio stations providing air-ground services co-operate as a network and it may be possible to
communicate with another radio station on HF and request that they relay communications.
6.6.6 The occurrence of poor HF propagation conditions can simultaneously interrupt HF air-ground
communications for many aircraft over a wide area and ATC may be unable to make any interventions to
assure safe traffic separations using HF. Flight crews must recognise that an HF blackout may impact the
ability of ATC to ensure the safe separation of aircraft. Even if using other than HF for regular communications

with ATC (CPDLC and SATVOICE), flight crews should still exercise appropriate caution when HF blackout
conditions are encountered.
General Provisions
6.6.3 In the case of an on-board communications equipment failure, even though ATC loses contact
with that aircraft, it can anticipate that aircraft’s actions and, if necessary, modify the profiles of other aircraft
in the same vicinity in order to maintain safe separations.
6.6.4 However, the occurrence of poor HF propagation conditions can simultaneously interrupt HF
air-ground communications for many aircraft over a wide area and ATC may then be unable to make any
interventions to assure safe traffic separations using HF. Notwithstanding the growing use of Data link and
SATVOICE for regular air-ground ATS communications in the NAT region, all flight crews must recognise
that, pending the mandatory carriage and use of such means, an HF blackout will impact the ability of ATC to
ensure the safe separation of all traffic. Hence, even if using other than HF for regular communications
with ATC, flight crews should still exercise appropriate caution when HF blackout conditions are
encountered.
6.6.56.6.7 The following procedures are intended to provide general guidance for aircraft which
experience a VHF and HF communications failure with ATC while operating in, or proposing to operate in,
the NAT region. These procedures are intended to complement and not supersede State procedures/regulations.
When so equipped, an aircraft should use CPDLC to communicate with the current controlling authority
ATC.General Provisions
1.
1. The flight crew of an aircraft experiencing a two-way ATS communications failure should
operate the SSR Transponder on identity Mode A Code 7600 and Mode C.
2. When so equipped, an aircraft mayshould also use SATVOICE to contact the responsible
facilityradio station via special telephone numbers/short codes published in State AIPs (see
also NAT Doc 003, “HF Management Guidance Material for the North Atlantic Region”
which can be downloaded from the www.icao.int/EURNAT/, following “EUR & NAT
Documents”, then “NAT Documents”). However, it must be appreciated that pending further
system developments and facility implementations the capability for Ground (ATC)-initiated
calls varies between different NAT OACCs.
3. If the aircraft is not equipped with SATVOICE or CPDLC then the flight crew should attempt
to use VHF to contact any (other) ATC facility or another aircraft, inform them of the
difficulty, and request that they relay information to the ATC facility with which
communications are intended.
4. The inter-pilot air-to-air VHF frequency, 123.450 MHz, may be used to relay position reports
via another aircraft. (N.B. The emergency frequency 121.500 MHz should not be used to relay
regular communications, but since all NAT traffic is required to monitor the emergency
frequency, it may be used, in these circumstances, to establish initial contact with another
aircraft and then request transfer to the inter-pilot frequency for further contacts).
5. In view of the traffic density in the NAT region, flight crews of aircraft experiencing a two-
way ATS communications failure should broadcast regular position reports on the inter-pilot
frequency (123.450 MHz) until such time as communications are re-established.
5.6. The flight crew of an aircraft experiencing a total two-way communications failure (including
VHF, HF, CPDLC and SATVOICE) should operate the SSR Transponder on identity Mode
A Code 7600 and Mode C.

Communications Procedures for Use in the Event of an On-board HF Equipment Failure
6.6.6 Use SATVOICE communications, if so equipped. (See 6.6.5, General Provisions 2. above).
6.6.7 If not SATVOICE equipped try VHF relay via another aircraft (See 6.6.5).
Communications Procedures for Use during Poor HF Propagation Conditions
6.6.8 Poor HF propagation conditions are the result of ionospheric disturbances. These are usually
caused by sun-spot or solar flare activity creating bursts of charged particles in the solar wind which can spiral
down around the Earth’s magnetic lines of force and distort or disturb the ionised layers in the stratosphere
which are utilised to refract HF radio waves. As with the Aurora Borealis, which is of similar origin, these
ionospheric disturbances most commonly occur in regions adjacent to the Magnetic Poles. Since the Earth’s
North Magnetic Pole is currently located at approximately 87N 150W, flights through the North Atlantic and
Northern Canada regions can, on occasion, experience resulting HF communications difficulties.
6.6.9 SATVOICE communications are unaffected by most ionospheric disturbances. Therefore,

when so equipped, an aircraft may use SATVOICE for ATC communications (See 6.6.5).
6.6.10 If not SATVOICE equipped, in some circumstances it may be feasible to seek the assistance,
via VHF, of a nearby SATVOICE equipped aircraft to relay communications with ATC (See 6.6.5).
6.6.11 Whenever aircraft encounter poor HF propagation conditions that would appear to adversely
affect air-ground communications generally, it is recommended that all flight crews then broadcast their
position reports on the air-to-air VHF frequency 123.450 MHz. Given the density of traffic in the NAT region
and the fact that in such poor propagation conditions ATC will be unable to maintain contact with all aircraft,
it is important that even those aircraft that have been able to establish SATVOICE contact also broadcast their
position reports.
6.6.12 If for whatever reason SATVOICE communications (direct or relayed) are not possible, then
the following procedures may help to re-establish HF communications. Sometimes these ionospheric
disturbances are very wide-spread and HF air-ground communications at all frequencies can be severely
disrupted throughout very large areas (e.g. simultaneously affecting the whole of the NAT region and the
Arctic). However, at other times the disturbances may be more localised and/or may only affect a specific
range of frequencies.
6.6.13 In this latter circumstance, HF air-ground communications with the intended radio station may
sometimes continue to be possible but on a frequency other than either the primary or secondary frequencies
previously allocated to an aircraft. Hence, in the event of encountering poor HF propagation conditions flight
crews should first try using alternative HF frequencies to contact the intended radio station.
6.6.14 However, while the ionospheric disturbances may be severe, they may nevertheless only be
localized between the aircraft’s position and the intended radio station, thus rendering communications with
that station impossible on any HF frequency. But the radio stations providing air-ground services in the NAT
region do co-operate as a network and it may, even then, still be possible to communicate with another radio
station in the NAT network on HF and request that they relay communications. Efforts should therefore be
made to contact other NAT radio stations via appropriate HF frequencies.
6.6.15 Nevertheless, as previously indicated, there are occasions when the ionospheric disturbance is
so severe and so widespread that HF air-ground communications with any radio station within the NAT region
network are rendered impossible.
Rationale for Lost Communications Operational Procedures
6.6.16 Because of the density of oceanic traffic in the NAT region, unique operational procedures
have been established to be followed by flight crews whenever communications are lost with ATC. If
communications with the relevant OACC are lost at any time after receiving and acknowledging a clearance
then the aircraft must adhere strictly to the routing and profile of the last acknowledged clearance until exiting
the NAT region. Flight crews must not revert to their filed flight plan.
Operational Procedures following Loss of HF Communications Prior to Entry into the NAT
On-Board HF Communications Equipment Failure
6.6.176.6.8 Due to the potential length of time in oceanic airspace, it is strongly recommended that a flight
crew, experiencing an HF communications equipment failure:
 Prior to departure:
• Coordinate with the initial NAT OAC according to flight planned route to determine if
eligible for HF relief waiver as outlined in 6.1.2.
• Include any coordinated HF waiver relief details in Item 18 of the flight plan.
 After departure and prior to entering the NAT:
• Coordinate with the initial NAT OAC according to flight planned route to determine if
eligible for HF relief waiver as outlined in 6.1.2.
Operational Procedures for Loss of Communications before Entering the NAT
6.6.9 If loss of communications is encountered before entering the NAT then the pilot should:
a) follow the radio communication failure procedures of the airspace in which the aircraft is operating.
b) if the pilot elects to continue the flight, then enter oceanic airspace at the oceanic entry point at the
level and speed resulting from the execution of the adjacent airspace RCF procedures; then
c) follow the procedures in 6.6.10 below.
6.6.18 If, however, an oceanic clearance cannot be obtained, the individual aircraft suffering radio
communications equipment failure should enter oceanic airspace at the first oceanic entry point, level and
speed contained in the filed flight plan and proceed via the filed flight plan route to landfall. The initial oceanic
level and speed included in the filed flight plan must be maintained until landfall. Any subsequent climbs
included in the filed flight plan must not be executed.
HF Blackout
6.6.19 In the case of aircraft that lose ATC communications as a result of poor propagation conditions
(HF Blackouts) when approaching NAT airspace through domestic airspace where ATC communications are
also conducted via HF (e.g. entering the NAT through Northern Canadian airspace into the Reykjavik OCA),
it is probably less advisable to execute unscheduled landings. These poor propagation conditions are very
likely to affect many aircraft simultaneously and multiple diversions of “lost comms” aircraft might create
further difficulties and risks.
6.6.20 As with the equipment failure situation, aircraft approaching the NAT and losing ATC
communications as a result of poor HF radio propagation conditions should, if already in receipt of an oceanic
clearance, follow the routing specified in that clearance and maintain the initial cleared level and speed
throughout the oceanic segment, i.e. through to landfall.

6.6.21 However, in these HF Blackout circumstances, if no oceanic clearance has been received, the
aircraft must remain at the last cleared domestic flight level, not only to the ocean entry point but also
throughout the whole subsequent oceanic segment (i.e. until final landfall). This is in stark contrast to the
equipment failure case. In such HF Blackouts, flight crews must not effect level changes to comply with filed
flight plans. Such aircraft should, maintain the last cleared level and, enter oceanic airspace at the first oceanic
entry point and speed contained in the filed flight plan, then proceed via the filed flight plan route to landfall.
6.6.22 The rationale here must be appreciated. In such circumstances it is likely that ATC will have
simultaneously lost HF communications with multiple aircraft in the same vicinity. Should flight crews then
wrongly apply the “normal” radio failure procedures and “fly the flight plan”, there is a possibility that two
such aircraft may have filed conflicting flight paths/levels through the subsequent oceanic airspace, and
without communications with either aircraft, ATC would then be unable to intervene to resolve the conflict.
Since safe aircraft level separation assurance has already been incorporated into the current domestic
clearances, it is consequently imperative that under such (domestic and oceanic) HF-blackout
circumstances, all aircraft electing to continue flight into NAT oceanic airspace without a received and
acknowledged oceanic clearance, should adhere to the flight level in the last received domestic clearance.
No level changes should be made to comply with a filed oceanic level that is different from that of the
domestic clearance in effect at the time that ATC air-ground communications were lost.
Operational Procedures forllowing Loss of HF Communications after Entering the NAT
6.6.10 If loss of the HF communications isequipment failure occurs or HF Blackout conditions are
encountered after entering the NAT then:
a) The pilot shall maintain the currently cleared route, flight level and speed until reaching the Oceanic
Exit Point.
b) No route, flight level or speed change shall be made before the Oceanic Exit Point unless a change
is deemed necessary by the pilot in command to ensure the safety of the aircraft.
c) When being vectored or having been directed by ATC to proceed offset using RNAV without a
specified limit, proceed in the most direct manner possible to re-join the current flight plan route
no later than the next significant point, taking into consideration the applicable minimum flight
altitude.
a) and b) are NAT specific rules while c) is a globally applicable rule in accordance with PANS-ATM
15.3.3 b )3).
6.6.23
The flight crew must proceed in accordance with the last received and acknowledged oceanic
clearance, including level and speed, to the last specified oceanic route point (normally landfall).
After passing this point, the flight crew should conform with the relevant AIP specified State
procedures/regulations and if necessary rejoin the filed flight plan route by proceeding, via the
published ATS route structure where possible, to the next significant point contained in the filed
flight plan. Note: the relevant State procedures/regulations to be followed by an aircraft in order
to rejoin its filed flight plan route are specified in detail in the appropriate State AIP.
6.6.11 Aircraft with a destination within the NAT region should follow the procedures in 6.6.10 above
until reaching the top of decent point and should thereafter follow globally applicable procedures in accordance
with PANS-ATM 15.3.3 b) 4) – 7). Those procedures are repeated below for convenience:proceed to their
clearance limit and follow the ICAO standard procedure to commence descent from the appropriate designated
navigation aid serving the destination aerodrome at, or as close as possible to, the expected approach time.
Detailed procedures are promulgated in relevant State AIPs.

a) proceed according to the current flight plan route to the appropriate designated navigation aid or fix
serving the destination aerodrome and, when required to ensure compliance with b), hold over this
aid or fix until commencement of descent;
b) commence descent from the navigation aid or fix specified in a) at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time has been
received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from
the current flight plan;
c) complete a normal instrument approach procedure as specified for the designated navigation aid or
fix; and
d) land, if possible, within 30 minutes after the estimated time of arrival specified in b) or the last
acknowledged expected approach time, whichever is later.
In all cases, after the NAT oceanic exit point, follow the radio communication failure procedures of
the airspace in which the aircraft is operating.
6.6.24
Summary of Operational Procedures Required following Loss of Air/Ground ATS Communications in the
NAT Region
6.6.25 The foregoing detailed operational procedures can be simply summarised as follows:
 Equipment Failure before receiving an oceanic clearance:

Divert or fly the flight plan route, speed and initial planned oceanic level to landfall.
 Blackout encountered (in an HF comms Domestic ATC environment) before receiving an

oceanic clearance:
Continue at Domestic cleared level and follow flight planned route and speed to landfall.
 Equipment Failure or Blackout after receiving an oceanic clearance:

Fly that clearance to landfall.
In all cases, after landfall rejoin, or continue on, the flight planned route, using appropriate State
AIP specified procedures for the domestic airspace entered.

CHAPTER 7
APPLICATION OF MACH NUMBER TECHNIQUE
Chapter 7 is deleted
7.1 DESCRIPTION OF TERMS
7.1.1 Mach Number Technique (MNT) is a technique whereby aircraft operating successively along
suitable routes are cleared by ATC to maintain a Mach number for a portion of the enroute phase of flight.
7.1.2 The ATC clearance RESUME NORMAL SPEED allows the flight crew to fly a cost index
(ECON) speed instead of a fixed Mach number with the condition that ATC must be advised if the speed
changes by plus or minus Mach .02 or more from the last assigned Mach number.
7.2 OBJECTIVE
7.2.1 MNT is used by ATC to control the longitudinal spacing between pairs of aircraft that are
close to minimum longitudinal separation. When two or more aircraft are operating along the same route at the
same flight level and maintaining the same Mach number, the time interval between them is more likely to
remain constant than by using any other method.
7.3 PROCEDURES IN NAT OCEANIC AIRSPACE
7.3.1 Oceanic clearances include assigned Mach numbers (when required) which are to be
maintained until ATC issues the clearance RESUME NORMAL SPEED. Aircraft capable of maintaining an
assigned Mach must flight plan their requested Mach number. ATC uses assigned Mach number or other speed
information, along with position information to calculate estimated times along the cleared route. These times
are used as the basis for longitudinal separation and for coordination with adjacent units.
7.3.2 ATC will try to accommodate flight crew/dispatcher requested or flight planned Mach
numbers when issuing oceanic clearances. It is rare that ATC will assign a Mach number more than 0.01 faster
or 0.02 slower than that requested and will issue the clearance RESUME NORMAL SPEED when traffic
permits.
7.3.3 The monitoring and maintenance of longitudinal separation is dependent upon the provision
of accurate times in position reports.
7.3.4 An assigned Mach number must be maintained. If an immediate temporary change in an

assigned Mach number is essential (due to turbulence for example), ATC must be so informed.
7.3.5 If a Mach number has been assigned, flight crews should maintain the assigned Mach number
during climbs. If due to aircraft performance this is not feasible ATC should be advised at the time of the
request for the climb.
7.4 PROCEDURE AFTER LEAVING OCEANIC AIRSPACE
7.4.1 After leaving oceanic airspace flight crews maintain their assigned Mach number in domestic
controlled airspace unless and until the appropriate ATC unit authorises a change.
Application of Mach Number Technique

CHAPTER 8
NAT HLA FLIGHT OPERATION & NAVIGATION PROCEDURES
8.1 INTRODUCTION
8.1.1 Today’s aircraft navigation systems necessary for flying in the NAT HLA are capable of high-
performance standards.
8.1.2 ICAO specifies the navigation system performance required for operations within a given
airspace. This concept is referred to as “Performance Based Navigation” (PBN). Within this philosophy some
navigation specifications, in addition to stating the accuracies to be achieved, also require on-board automatic
integrity monitoring and alerting functions. Such specifications are referred to as Required Navigation
Performance (RNP X), where X represents a lateral accuracy of 95% containment in X NMs. However,
specifications requiring the same accuracies but not requiring on-board monitoring/alerting are referred to as
RNAV X.
8.1.3 The majority of modern turbine powered aircraft worldwide are capable of “RNP 10”
approvals. To conform with the PBN standard terminology, as indicated above, this system should actually be
designated as “RNAV 10”. However, it has been recognised that re-classifying such a widespread existing
approval designation would create significant difficulties for both operators and State regulators.
Consequently, it has been agreed that this designation of “RNP 10” will remain as such, even though the
navigation specifications here are, in PBN terminology, effectively “RNAV 10”.
8.1.4 With current technology, on-board automatic performance monitoring can only be carried out
using Global Navigation Satellite Systems (GNSS). Hence GNSS is mandatory for true RNP airspace (e.g.
RNP 4) but is not required for RNAV airspace, including that historically and still designated as “RNP 10”.
For more detailed information on RNP see Doc 9613 – ‘Performance Based Navigation Manual’.
8.1.5 Regardless of how sophisticated or mature a system is, it is still essential that stringent
navigation and crosschecking procedures are maintained if Gross Navigation Errors (GNEs) are to be avoided.
A GNE within NAT airspace is defined as a deviation from cleared route of 10 NM or more. The importance
of employing strict flight deck navigation system operating procedures, designed to avoid the insertion of
inaccurate waypoints or misunderstandings between the flight crew and ATC over cleared routes, cannot be
over-stated.
8.1.6 All reported navigation errors in North Atlantic airspace are thoroughly investigated. Records
show that navigation equipment or system technical failures are rare. However, when they do occur, they can
sometimes be subtle or progressive, resulting in a gradual and not immediately discernible degradation of
performance. Chapter 11 of this Manual provides guidance on detection and recovery when such problems are
encountered.
8.1.7 About half of NAT flights are routed via an Organized Track System (OTS) track and a large
portion of the remaining random-route flights follow routes that at some point approach within one or two
degrees of latitude from the outermost OTS tracks. One consequence of this is that a single digit error in the
latitude of one significant point of an aircraft’s route will likely lead to a conflict with another aircraft operating
correctly. When such errors are made, the risk of an actual collision between two aircraft operating via a
common point is further exacerbated by the improved technical accuracy of the modern lateral navigation and
height keeping equipment.
8.1.8 Many of the procedures listed in this chapter are not equipment specific and others may not be
pertinent to every aircraft. For specific equipment, reference should be made to Airplane Flight Manuals,
Operators’ Flight Operations Manuals, and other operator specific guidance material.
NAT HLA Flight Operation & Navigation Procedures

8.1.9 There are various references in this material to “two” pilots; however, when additional pilots
(augmented crew) are on duty, they should all be involved in pre-flight planning, flight deck pre-flight briefings
and in all crosscheck procedures to the extent practicable. Maintaining the highest standard of navigation
performance is essential to safety in the NAT HLA.
8.2 FLIGHT OPERATIONS AND NAVIGATION PROCEDURES
For pilot operational use, a Sample Oceanic Checklist is in Attachment 4.
Flight Planning
Communication/Navigation/Surveillance (CNS) flight plan codes and planning documents
8.2.1 Perform the following:
a) Review the ATS flight plan with emphasis on Items 10a and 10b and Item 18.
b) Ensure that the appropriate CNS and Performance-based Navigation codes are properly filed
in Items 10 and 18 of the flight plan.
c) Review aircraft MELs to ensure CNS equipment capability is correctly reported on the flight
plan.
Oceanic documents
8.2.2 Operators are encouraged to develop a flight planning checklist, specific to the aircraft/fleet,
to ensure they have the necessary documents before departure. The checklist should include, but is not limited
to, the following:
a) Master Document (i.e., master flight plan).
b) NOTAMs for departure, destination, alternate(s), Extended Diversion Time Operations

(EDTO) alternates (as applicable) and oceanic FIRs.
c) Weather for departure, destination, alternate(s), EDTO alternates (as applicable).
d) Track Message(s).
e) SIG WX Chart.
f) ETP(s).
g) GPS NOTAMs (as applicable).
h) Volcanic Ash Information.
i) PIREPs.
j) Plotting/Orientation Charts.
k) AIREP Form (as applicable) for position report.
l) Filing of the ATC FPL.
m) ETOPS critical fuel analysis.

n) Space Wx (as appropriate).
Flight plan
8.2.3 The document designated as the Master Document should be carefully checked for date,
aircraft type, fuel load and performance requirements. Crosschecks should also be done for routing and forecast
ground speeds. The Master Document should be carefully checked against the filed flight plan to ensure the
routing agrees with both documents. The enroute time on the Master Document should be compared against
the distance to destination for a reasonable groundspeed. The enroute time should also be compared against
the total distance for a reasonable fuel load.
Plotting/Orientation chart
8.2.4 A plotting/orientation chart of appropriate scale or a programmed Electronic Flight Bag

(EFB)/Tablet indicating published oceanic routes and tracks should be used for oceanic operations. ICAO
groups who review oceanic errors have determined that the routine use of a plotting/orientation chart is an
excellent aid to reduce lateral errors. A plotting/orientation chart/EFB can also serve as a critical aid in case of
partial or total navigation failure. It should be noted that the pilot should read from the plotting/orientation
chart/EFB back to the Master Document when verifying data. To read from the Master Document to the
plotting/orientation chart/EFB has led to errors based on “seeing what we expect to see”. Plot your currently
cleared route from oceanic entry (OEP) to oceanic exit (OXP). Be sure to update this whenever your route
clearance changes.
Equal Time Point (ETP)
8.2.5 ETPs should be computed for contingencies such as medical divert, engine loss or rapid
depressurization. Performance with an engine loss and rapid depressurization should also be calculated. This
is an ETOPS Critical Fuel Analysis. It is advisable to note the ETPs on the plotting/orientation chart/EFB.
Pilots should review with each other the appropriate diversion airport(s) when crossing ETPs. Pilot procedures
should also include a manual method for computing ETPs. Pilots should not enter ETPs in the active route of
the Flight Management System (FMS) as this could create out-of-conformance alerts on ground-based
monitoring systems and could create confusion in the event of a revised route clearance.
Extended Diversion Time Operations (EDTO) [see also Extended Operations (ETOPS)]
8.2.6 Verify EDTO alternates meet the appropriate limitations (e.g., 120 minutes, 180 minutes).
Identify EDTO/ETOPS entry and exit points.
Contingency procedures and plans
8.2.7 Operators and Pilots should understand airspace-specific contingency procedures (for in-flight
contingencies and weather deviations) as well as plans for any enroute diversion. (See Chapter 13).
Pilots should comply with ATC clearances. If a given contingency requires deviation from the current
clearance, timely and effective coordination can help re-establish a new ATC clearance for the
changed flight profile.
Track message
8.2.8 Pilots shall have access to a current track message even if filed for a random route or filed
above North Atlantic High Level Airspace (HLA). Reviewing the date, effective UTC time and Track Message
Identifier (TMI) ensures having a current track message on board. The TMI is linked to the Julian Date.
Operators must also ensure that their flight planning and operational control process notify pilots in a timely
manner of any amendments to the daily track message. Amendments will be identified by an alpha character
to the TMI number for each revision (e.g., TMI031A). Awareness of adjacent tracks can improve situational
awareness while executing a contingency procedure.

Weather analysis
8.2.9 Pilots must note enroute temperature and turbulence forecasts as well as diversion/emergency
airport weather, volcanic activity, magnetic storms, and solar flares affecting the route of flight.
Pre-Flight
Master clock
8.2.10 A master clock, as designated on board, should be synchronized to UTC or GPS. This time
source, which is typically the Flight Management System (FMS), must be used for all ETAs and ATAs.
Maintenance log
8.2.11 Before entering a special area of operation, pilots should focus on any maintenance write-ups
that affect communication, navigation, surveillance, EDTO/ETOPS, or RVSM requirements. Any
discrepancies noted in the maintenance log or during the walk-around may require delays or rerouting.
RVSM
8.2.12 Required equipment includes two primary independent altimetry sources, one altitude alert
system and one automatic altitude control system. In most cases a functioning transponder that can be linked
to the primary altimetry source is also required. Pilots should note any issues that can affect accurate altimetry.
Altimeter checks
8.2.13 Before taxi, pilots should set their altimeters to the airport QNH. Both primary altimeters must
agree within ± 75 feet of field elevation. The two primary altimeters must also agree within the limits noted in
the aircraft operating manual.
Wind shear or turbulence forecast
8.2.14 Pre-flight preparations should include the projected wind shear and turbulence forecast.
Forecast severe turbulence supported by PIREPS, could lead to RVSM suspension. Operators are cautioned
against flight planning through areas of forecast greater than moderate turbulence.
Dual Long Range NAV System (LRNS)
8.2.15 Two operational LRNSs are required for remote oceanic operations. A single FMS receiving
inputs from two navigation sensors is not considered to be two LRNSs. Aircraft with an “Alternate NAV”
capability may be able to dispatch with one FMS INOP.
Long Range Communication Systems (LRCS)
8.2.16 Long range communication system checks:
a) High Frequency (HF) Radio
An HF check should be conducted on the primary and secondary HF radios. If possible, the
HF checks should be done on the ground or before entering oceanic airspace. A SELCAL
check shall also be accomplished at each Oceanic Control Area (OCA) boundary even if
datalink equipped.
b) SATCOM
Ensure SATCOM pre-flight check is complete to comply with FANS/CPDLC requirements.

Confirm Present Position coordinates
8.2.17 Before taxi, both pilots should independently verify the Present Position coordinates using
either published ramp coordinates or determine position from the airfield diagram. They should not rely solely
on the Present Position when the FMS was shut down from the previous flight.
Master Document symbols
8.2.18 Operators are encouraged to use consistent symbols on the Master Document. For example, a
circled waypoint number or LAT/LONG (②), means the Pilot Monitoring (PM) has independently verified
the coordinates entered or crosschecked by the Pilot Flying (PF). A checkmark (✓) may indicate that the track
and distances have been confirmed. A diagonal line ( \ ) may indicate that the Pilot Monitoring (PM) has
confirmed the coordinates of the approaching and next waypoint. An X-symbol (X) may indicate having flown
overhead the waypoint.
LRNS programming
8.2.19 Check currency and software version:
a) It is important to check the effective date of the database. Pilots should note if the database
is projected to expire during their trip. MELs may allow relief to fly with an expired database
but require the pilots to manually crosscheck all data. The software version of the database
should also be confirmed in case there has been a change.
b) Independently verify the full/expanded LAT/LONG of oceanic waypoint entries.
8.2.20 Regardless of the operator, FMS oceanic waypoint format of either full LAT/LONG or ARINC
424, it is critical that both the PF and the PM independently verify the full/expanded LAT/LONG of all
unnamed oceanic waypoints. Full LAT/LONGs are truncated in the FMS and cannot be verified without
displaying the full LAT/LONGs. ARINC 424 waypoints are coded waypoints susceptible to incorrect coding.
Pilots should read from the FMS back to the Master Document when verifying data. Reading from the Master
Document to the FMS has led to errors based on “seeing what we expect to see”.
8.2.21 Check course and distance:
a) To minimize oceanic errors, pilots should conduct a magnetic course and distance check
from oceanic entry to oceanic exit. Operators should establish a tolerance such as ± 2˚ and ±
2 NM. The course and distance check comparing the Master Document against the LRNS
are critical in detecting errors that may not have been noticed by simply checking
coordinates. A difference of more than 2˚ between waypoints may be due to a difference of
the magnetic variation in the database versus the variation used in the Master Document.
Any difference outside the ± 2˚ or ± 2 NM should be rechecked and verified.
8.2.22 Upload winds:
a) FMS units generally allow the crew to upload forecast winds. This procedure supports more
accurate reporting of ETAs.
Groundspeed check
8.2.23 The groundspeed should be noted before taxiing the aircraft. Pilots should expect the
groundspeed to read zero (0) knots. This procedure is a good practice to detect an error that may be developing
in the LRNS.

Taxi and prior to take-off
Groundspeed check
8.2.24 During taxi to the active runway, pilots should check the groundspeed to see if it is reasonable.
Climb-out
Verify ETAs
8.2.25 After climbing above the “sterile-cockpit” altitude, and time permitting, pilots should verify
ETAs from departure to destination. These should be noted on the Master Document. This is a crosscheck
against ETAs computed by the FMS.
Prior to oceanic entry
Obtain oceanic clearance
8.2.26 Oceanic clearance procedures:
a) Obtain the oceanic clearance from the appropriate clearance delivery. (Clearance delivery
via ACARS or voice is described in NAT Ops Bulletin 2020_001 and detailed below). Both
pilots must confirm the clearance.
b) The assigned routing, flight level and Mach number should be crosschecked in a challenge
and response manner.
c) Contact the ATS provider for clarification in the event of differences.
d) For voice clearances on random routes, read-back all waypoints and ensure that the read-
back is acknowledged. For voice clearances on an OTS track, read-back the track identifier
and the TMI.
e) Verify the route clearance is properly loaded into the navigation system.
f) Both pilots should confirm and ensure the aircraft enters the ocean at the altitude assigned in
the oceanic clearance. The flight level in the oceanic clearance may be different than the
domestic cleared flight level. Pilots should request a climb (or descent) from domestic
ATC to comply with the oceanic clearance. Pilots should include their requested flight
level in their initial oceanic clearance request, and the highest acceptable level which can be
attained at the OEP. Pilots should be confident that they are able to maintain requested flight
levels based on aircraft performance capabilities.
OCA Prior to OEP

Shanwick, and Bodo 90-30 minutes
Gander 90-60 minutes
Santa Maria At least 40 minutes
Reykjavik Stavanger and Scottish No earlier than 25 minutes
(entering from)
Murmansk No earlier than 30 minutes*
Edmonton No earlier than 45 minutes*
Rule of thumb 20-25 minutes

* Due to coverage limitations, aircraft equipped with Inmarsat data link won’t be able to obtain an oceanic
clearance via ACARS data link when north of 82°N. Aircraft equipped with Iridium and/or HF ACARS data
link should be able to obtain an oceanic clearance via ACARS data link regardless of location.
(Gander) Flight crews in receipt of an ACARS data link oceanic clearance from Gander OCA while
in the New York OCA but subsequently routing through Gander Domestic airspace before re-entering
the NAT HLA, should not modify the FMC prior to exiting the New York OCA. Modifications in
accordance with the oceanic clearance should be executed while within Gander Domestic airspace.
(Reykjavik) If the flight planned route does not contain a waypoint on the Reykjavik OCA boundary
then the Entry Point should be the next flight plan waypoint before the Reykjavik OCA boundary. In
such cases the entry point in the Oceanic Clearance (CLX) message will be a system calculated
boundary crossing point and this change will be highlighted with the text “ENTRY POINT CHANGE
<position>” in the ATC/ line. Exceptions to this are the waypoints EPMAN, DARUB, JULET and LT.
A Flight Level in an oceanic clearance, if different than current FL, requires coordination with and a
specific clearance from ATC.
Send RCL message
8.2.26 An RCL is a voice or data link message via ACARS used to provide ETA at OEP, requested
flight level, and speed. There is a requirement to send an RCL message prior to the OEP as follows:
 Gander OCA 90-60 minutes;
 Shanwick OCA 90-60 minutes;
 Santa Maria OCA at least 40 minutes;
 Bodo OCA at least 20 minutes;
 Reykjavik OCA no earlier than 20 minutes;
 New York OCA East no requirement for RCL.
Gander: Flights departing airports less than 45 minutes flying time from the OEP should send RCL 10 minutes
prior to start-up.
Reykjavik: Due to coverage limitations, aircraft equipped with Inmarsat data link won’t be able to send an
RCL message via ACARS data link when north of 82°N. Aircraft equipped with Iridium and/or HF ACARS
data link should be able to send an RCL message via ACARS data link regardless of location.
8.2.27 The ACARS or voice RCL must contain all of the following information:
 Oceanic Entry Point (OEP);
 ETA for the OEP;
 Mach number (based on FMS cost index (ECON));
 Requested flight level;
 The highest acceptable Flight Level which can be attained at the OEP (via free text);
o Provide the highest acceptable Flight Level as MAX FL

 Example: Requesting FL360 – enter free text MAX F380
o If requested Flight Level is the highest acceptable; provide the requested Flight Level as MAX
FL
 Example: Requesting FL360 – enter free text MAX F360
8.2.28 Voice shall be used to submit an RCL message if;
 Not ACARS data link equipped;
 ACARS data link is not operational;
 ETA for OEP is less than 30 minutes (other than Reykjavik);
 RCL REJECTED is received by the aircraft;
 No response to RCL is received within 15 minutes of sending RCL.
8.2.29 The following response message to the RCL will be generated automatically by the ANSP and
delivered to the aircraft via ACARS or voice as appropriate:
RCL RECEIVED BY [ANSP]. FLY CURRENT FLIGHT PLAN OR AS AMENDED BY ATC
Revert to voice if RCL REJECTED is received.
Note: There will be no clearance sent via the traditional ACARS method. Flight crew must fly current flight
plan or as amended by ATC (what is loaded in the FMS).
Note: If ATC cannot accept the requested OEP altitude, the closest oceanic FL to the one requested (RCL)
will be determined and a clearance to climb or descend issued prior to the OEP. The “MAX FL” will never
be violated.
Note: Flight crews are reminded that a change in FL, Speed or Route can be requested at any time after the
OEP.
8.2.30 The information provided in the RCL message is processed as follows:
RCL data item ATC Processing
Oceanic Entry Point (OEP) Information is used to update the currently held ATC data.
and ETA time
ATC will use the requested Mach speed information as the reference speed for
cost index (ECON) operations. The aircraft should continue to operate on FMS
Mach Number cost index (ECON) unless it is assigned a fixed Mach speed by ATC. ATC
must be advised if the speed changes by Mach 0.02 or more from the Mach in
the RCL.
ATC will store the requested flight level information. The aircraft shall not
change flight level unless it is cleared for a flight level change by ATC.
Flight Level Flight crews are reminded that a change in Flight Level can be requested at
any time after the OEP as the traffic situation constantly changes and
previously blocked flight levels may become available.

RCL data item ATC Processing
Max FL shall be provided in the RCL.

Max Flight Level ATC will store the Max Flight Level Information for traffic planning purposes.
If no Max Flight Level is provided, the RCL requested Flight Level will be
considered as the highest acceptable flight level at OEP.
8.2.31 Aircraft routing from Gander Domestic to New York Oceanic via TALGO are required to send
an RCL for TALGO to Gander Oceanic.
8.2.32 Aircraft routing from New York Oceanic to Gander Domestic via BOBTU are required to send
an RCL for their OEP (RAFIN or north) to Gander Oceanic.
In all cases, any necessary changes to route, level or speed will be issued by the jurisdictional
controller.
Oceanic Route Change prior to the OEP
8.2.33 Any route amendment to the current flight plan (what is loaded in the FMS) will be issued
either by voice or CPDLC loadable route clearance uplink.
8.2.34 Route amendments are the number one scenario leading to Gross Navigation Errors. Pilots
must be particularly cautious when receiving a route amendment.
a) Both pilots should confirm the new routing and conduct independent crosschecks after the
FMS, Master Document and plotting/orientation chart are updated.
b) Ensure the expanded coordinates for new waypoints are checked and confirmed. It is critical
that pilots check the magnetic course and distance between the new waypoints as noted in
PREFLIGHT under the paragraph “FMS Programming”.
c) Brief all relief pilots on the amended route prior to them assuming cockpit duties. It is also
good practice for relief pilots to independently check the amended route in the FMS.
8.2.35 Abbreviated route clearance may be issued by Air Traffic Services prior to the oceanic entry
point when re-clearing an aircraft to fly along the whole length of an organised track. The flight crew should
confirm the current NAT track message by using the TMI number (including any appropriate alpha suffix) in
the read back. There is no requirement for the flight crew to read back the NAT track coordinates. If any doubt
exists as to the TMI or the NAT track coordinates, the flight crew should request the complete track
coordinates. Similarly, if the flight crew cannot correctly state the TMI, confirmation will include NAT track
coordinates in full and a full read back of those coordinates will be required.
Shanwick
8.2.36 The Shanwick oceanic controller will only issue the ACARS message CONTACT
SHANWICK BY VOICE instructing the flight crew to contact Shanwick OAC (123.950/127.650) when:
 An oceanic route different from the current flight plan (what is loaded in the FMS) is necessary due to
traffic;
 Shanwick OAC considers it appropriate to do so, to ensure the most efficient oceanic route and altitude.
Entry Conditions
8.2.37 Enroute aircraft shall enter the oceanic airspace in accordance with their current flight plan or
as amended by ATC (what is loaded in the FMS). No oceanic clearance is required.
8.2.38 Fly cost index (ECON). ATC will assign a fixed Mach number if required due to traffic and
will rarely assign a fixed Mach number more than 0.01 faster or 0.02 slower than requested or filed in the flight
plan.
8.2.39 An assigned Mach number must be maintained. If an immediate temporary change in an

assigned Mach number is essential (due to turbulence for example), ATC must be informed.
Navigation Accuracy Check
8.2.278.2.40 Before oceanic entry, the accuracy of the GNSS navigation equipment (FMS) should be
checked.
HF Checks
8.2.288.2.41 If the crew was unable to accomplish the HF and SELCAL checks on the ground, these checks
should be accomplished before oceanic entry. Additional SELCAL checks should be conducted at each control
area boundary, regardless whether CPDLC is working normally.
SATCOM data communication
8.2.298.2.42 If the aircraft is equipped, pilots should check that SATCOM data link is operational before
oceanic entry.
Log on for CPDLC and ADS-C
8.2.308.2.43 If the operator is approved to use Controller Pilot Data Link Communications (CPDLC) and/or
Automatic Dependent Surveillance Contract (ADS-C), the pilot should log on to the appropriate FIR 10 to 25
minutes prior to the boundary if not already logged on to ATC.
Verify RNP value
8.2.318.2.44 Pilots should verify that the RNP value set in the FMS is at least as stringent as that required
for the route of flight and reflects the RNP capability indicated in the filed ATS flight plan.
Revised clearance
8.2.32 A re-clearance (that is different from the oceanic route requested with the filed flight plan) is
the number one scenario which leads to a Gross Navigation Error. Pilots must be particularly cautious when
receiving a re-clearance.
a) Both pilots should confirm the new routing and conduct independent crosschecks after the
FMS, Master Document and plotting/orientation chart are updated.

b) Ensure the expanded coordinates for new waypoints are checked and confirmed. It is critical
that pilots check the magnetic course and distance between the new waypoints as noted in
PREFLIGHT under the paragraph “FMS Programming”.
c) Brief all relief pilots on the new clearance prior to them assuming cockpit duties. It is also
good practice for relief pilots to independently check the currently effective route clearance
against the FMS, Master Document and chart.
If the oceanic clearance differs from the flight planned/filed route, the new oceanic clearance must be
activated in the FMS/LRNS for the entire length of the oceanic crossing, prior to responding to a
“CONFIRM ASSIGNED ROUTE” CPDLC message, which is typically sent shortly after passing the
oceanic entry point.
Altimeter checks
8.2.338.2.45 Pilots are required to check the two primary altimeters which must be within 200 ft of each
other. This check is conducted while at level flight. The stand-by altimeter should also be noted. The altimeter
readings should be recorded along with the time. This is a requirement to operate in RVSM airspace.
After oceanic entry
Route Conformance Checking
8.2.46 CONFIRM ASSIGNED ROUTE will be uplinked to FANS equipped aircraft after crossing
the OEP. CPDLC loadable route clearance uplinks will be used to amend the current flight plan, when
necessary, after the OEP.
Squawk 2000
8.2.348.2.47 Except when operating in the Reykjavik CTA, Normally, thirty minutes after oceanic entry,
pilots should squawk 2000 10 minutes after passing the OEP, if applicable. There are some regional
differences, refer to section 10.2 for details.
SpeedMaintain assigned Mach
8.2.358.2.48 Most oceanic clearances include a specific Mach. The requirement is to maintain the assigned
ATC Mach, unless cleared to RESUME NORMAL SPEED that allows the pilot to selectThe aircraft should
maintain a cost index (CI / ECON) speed unless ATC has issued a clearance to maintaininstead of a fixed
Mach number. with the condition that ATC must be advised if the speed changes by plus or minus Mach .02
or more from the speed indicated in the RCL message or the last assigned Mach number.
Until being cleared to RESUME NORMAL SPEED, pilots must ensure they fly the assigned fixed
Mach.
VHF radios
8.2.368.2.49 After contacting oceanic radio (HF), and if not on an assigned VHF frequency, pilots should
set their VHF radios to air-to-air (123.450 MHz) and guard frequency (121.500 MHz). Pilots must monitor
these frequencies. They are not to be used for non-operational conversation.
Strategic Lateral Offset Procedures (SLOP)
8.2.378.2.50 SLOP should be Standard Operating Procedure for all oceanic crossings. This procedure
distributes traffic between the centreline and 2 NM right of centreline and greatly reduces collision risk in the
airspace by virtue of randomness. SLOP should also be used when there is a need to avoid wake turbulence;
coordination with other aircraft may be necessary.

8.2.388.2.51 Operators that have an automatic offset capability should fly up to 2 NM right of the centreline.
Aircraft that do not have an automatic offset capability (that can be programmed in the FMS) should fly the
centreline only. Aircraft that do not have a capability to offset in 0.1 NM increments should fly the centreline,
1 NM, or 2 NM right only. Left offsets are prohibited.
Pilots should make sure the “TO” waypoint is correct after entering SLOP. With some avionics, when
executing an offset near the active “TO” waypoint, the FMS can sequence to the “next + 1”
waypoint—skipping a point. Some GNEs have occurred as a result of this.
Routine monitoring
8.2.398.2.52 If the FMS provides a predicted ETA capability, pilots should take advantage of that function
in order to track the accuracy of ETAs and provide reminders for performing the “approaching waypoint” and
“10 minute after” procedures. Ensure there is an active CPDLC connection with the proper current data
authority.
Approaching waypoints
Confirm next latitude/longitude
8.2.408.2.53 Within a few minutes of crossing an oceanic waypoint pilots should crosscheck the coordinates
of the next and subsequent (“next + 1”) oceanic waypoints. This check should be done by comparing the
expanded coordinates against the Master Document based on the currently effective ATC clearance. Verify
the course/heading and distance in the FMS to the next waypoint matches the Master Document. Confirm
autopilot steering is engaged in the proper lateral (LNAV/NAV) mode.
Waypoint crossing
Confirm aircraft transitions to next waypoint
8.2.418.2.54 When overhead an oceanic waypoint, pilots should ensure that the aircraft transitions to the
next leg. This is confirmed by noting the magnetic heading and distance to the next waypoint compared against
the Master Document (as updated based on the current flight plan) and that the aircraft remains in the proper
lateral (LNAV/NAV) mode.
Confirm time to next waypoint
8.2.428.2.55 When transmitting waypoint position reports via voice, a change of three (3) minutes or more
requires that ATC be notified in a timely manner. Inaccurate position reports adversely affect ATC’s ability to
safely separate aircraft.
Position report
8.2.438.2.56 After passing over the oceanic waypoint, pilots that give a position report to ATC must use
the standard format. Pilots should also note and record their fuel status at each oceanic waypoint. This is
especially important if the cleared route and flight level differ significantly from the filed flight plan.
10 minutes after waypoint passage
Crosscheck navigational performance and course compliance
8.2.448.2.57 In FMS-equipped aircraft, pilots should confirm that proper lateral (LNAV / NAV) mode is
engaged and the aircraft is tracking to the proper waypoint. Other methods of navigation crosschecking may
be used subject to State aviation authority approval.

Midway between waypoints
Confirm ETA
8.2.58 It is recommended that during a wind check the pilots also confirm the ETA to the next
waypoint. When transmitting waypoint position reports via voice, a change of three (3) minutes or more
requires that ATC be notified in a timely manner.
8.2.45
Oceanic exit
Remove Strategic Lateral Offset
8.2.468.2.59 Any lateral offset used during the oceanic crossing must be removed prior to the OXP. It is
advisable to include this as a checklist item.
Confirm routing beyond oceanic airspace
8.2.478.2.60 Before entering the domestic route structure, pilots must confirm their routing and speed
assignment.
Note: Pilots experiencing loss of communications leaving oceanic airspace should follow State guidance as
published in AIPs.
Speed
8.2.61 If ATC assigns a fixed Mach number in oceanic airspace, request NORMAL SPEED (via
CPDLC or voice) after the OXP in Domestic airspace.
Destination / Block-in
Navigation accuracy check
8.2.488.2.62 When arriving at the destination gate, pilots should note any drift or circular error in the LRNS.
A GPS Primary Means system normally should not exceed 0.27 NM for the flight. Some inertial systems may
drift as much as 2 NM per hour. Because the present generation of LRNSs is highly accurate, operators should
establish a drift tolerance which if exceeded would require a write-up in the Maintenance Log. RNP
requirements demand that drift be closely monitored.
RVSM write-ups
8.2.498.2.63 Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the
maintenance log.
8.3 GENERAL PROCEDURES
Provision of Climbs
8.3.1 Controllers will accommodate requests for climbs whenever possible. When cleared, pilots
should initiate the climb without delay unless a conditional clearance was issued. Aircraft not using
CPDLC/ADS-C should report leaving the old and reaching the new cruising levels. Aircraft using
CPDLC/ADS-C should comply with any reporting requests.
8.3.2 Flight levels requested in the flight plan or through the Request for Clearance (RCL) message
process are stored in the NAT Air Traffic Management (ATM) systems. These systems routinely interrogate a
flight’s profile to determine if the requested level becomes available. When this occurs, controllers will verify
the availability and offer the higher level to the flight. Additionally, Gander and Shanwick have instituted a
procedure whereby pilots transiting their OCAs will be advised if any higher flight level becomes available
during their flight.
Note: These advisory messages are not to be considered a clearance to change FL. ALL FL changes will
ALWAYS require a clearance to climb or descend.
Clearances including variable flight level
8.3.3 Clearances which include variable flight level may be requested and granted, traffic
permitting. Clearance requests for a variable flight level may be made by voice or CPDLC.
8.3.4 Within the NAT, on occasion when traffic permits, aircraft are cleared for a cruise climb or to
operate within a block of flight levels. The operational difference between cruise climbs and block of flight
levels is in accordance with the following:
 Cruise climb: Only climb or maintain a level, NEVER DESCEND;
 Block of flight levels: Climb and/or descend freely within the assigned block of flight
levels.
8.3.5 A cruise climb should be requested when a flight crew wants to operate with a “flexible”
vertical profile and gradually climb as the aircraft weight decreases and the optimum flight level increases. A
block of flight levels should be requested when the flight crew wants to operate with a flexible vertical profile
and the aircraft’s altitude will vary up or down due to factors such as turbulence or icing.
8.3.6 ATC will still make the most efficient use of airspace with the block of levels by adjusting the
clearance as levels are cleared. For cruise climb, levels below the aircraft are automatically released as the
aircraft climbs.
Relief Flight Crew Members
8.3.7 Long range operations may include the use of relief pilots (augmented crew). In such cases
operators should have procedures in place to ensure the safe continuity of the operation, particularly with
respect to the management of the navigation systems, to ensure positive control of the aircraft.
8.3.8 A comprehensive crew briefing checklist is highly recommended. The briefing by the outgoing
pilot(s) to the incoming pilot(s) should take place, in order to ensure that the incoming pilot(s) is (are) aware
of any potential changes in flight level, speed, fuel/time score, weather, contingency planning, aircraft status,
communication status/frequencies, conditional clearances, cabin issues, and any other operational
considerations as required by the operator.
RNP Approval Status
8.3.9 In order for an aircraft to be cleared to fly in airspace where a particular RNP authorization is
required, or take advantage of any preferred handling provided by a specific RNP designation, the aircraft’s
RNP approval status must be accurately reflected in Item 18 of the ATC flight plan. Pilots shall also verify
that the corresponding RNP value is entered in the FMS, either by default or through manual input, in order to
enable aircraft navigation system monitoring and alerting against the most stringent oceanic RNP capability
filed in the ATC flight plan.
ATC Re-clearances
8.3.10 Where practicable, two pilots should listen to and record every ATC clearance and both agree
that the recording is correct. Standard Operating Procedures (SOPs) must include independent clearance copy,
data entry (coordinates and/or “named” waypoints), and independent crosschecks to verify that the clearance

is correctly programmed. These procedures must also be used when enroute changes are entered. Any doubt
should be resolved by requesting clarification from ATC.
8.3.11 In the event that a re-clearance is received when only one pilot is on the flight deck, unless the
re-clearance is an ATC instruction that requires immediate compliance, any flight profile, Mach number or
routing changes should not be executed, nor should the Navigation or Flight Management Systems be updated,
until the second pilot has returned to the Flight Deck and a proper crosschecking and verification process can
be completed.
8.4 SPECIAL IN-FLIGHT PROCEDURES
CPDLC Route Clearance Uplinks
8.4.1 When a loadable CPDLC clearance is sent to the aircraft, pilots are to follow their
Operator’s SOP with the utmost discipline in order to mitigate any human error.
a) CPDLC route clearance uplinks are used by ATC or flight crews to amend the oceanic
routing.
b) CPDLC route clearance uplinks allow the flight crew to LOAD the CPDLC route clearance
uplink directly into the FMS without having to manually enter waypoints possibly
introducing navigational errors.
c) Flight crews should ensure that the CPDLC route clearance uplink properly “LOADs” before
sending ACCEPT/WILCO.
d) Flight crews must be familiar with the proper loading and execution of the following CPDLC
message uplinks:
CPDLC LOADABLE ROUTE CLEARANCE UPLINKS

ICAO Doc10037 (GOLD) CPDLC Message Set
PROCEED CLEARED TO CLEARED AT [position]
DIRECT TO [position] VIA (route clearance) CLEARED
ANSPOCA (position) * (route clearance) * (route clearance)
*Not loadable by *Note: this message

some Airbus may cause a route
aircraft discontinuity
Reykjavik YES NO NO
Shanwick YES NO NO
Santa Maria YES YES YES YES
New York YES YES YES
Gander YES NO NO
Bodo NO NO NO
PROCEED DIRECT TO (position)
 Instruction to proceed directly to the specified position.
CLEARED TO (position) VIA (route clearance)
 Instruction to proceed to the specified position via the specified route clearance.

 This uplink may not show the “VIA ROUTE CLEARANCE” until it is loaded in the FMS.
 This is not a “direct” to the CLEARED TO waypoint. It is a clearance to the waypoint via the route
clearance specified.
CLEARED (route clearance)
 Instruction to proceed via the specified route clearance.
 This uplink may not show the “ROUTE CLEARANCE” until it is loaded in the FMS.
AT (position) CLEARED (route clearance)
 Instruction to proceed from the specified position via the specified route clearance.
 This uplink may not show the “ROUTE CLEARANCE” until it is loaded in the FMS.
Experience shows that pilots often misunderstand the uplink message CLEARED TO (position) VIA
(route clearance) when they fail to LOAD the uplink in the FMS and incorrectly fly directly to the
CLEARED TO position not realizing that the “route clearance” may contain several other waypoints
prior to the CLEARED TO position.
FMS waypoint weather data (winds and temperature) may be lost depending on the route clearance
message received. Flight crews should verify the weather data as they may need to re-enter the weather
data for proper FMS predictions.
The FMS Legs page should be reviewed to ensure there are no “discontinuities” in the route. If ANY
discontinuity, it must be resolved (closed) with ample time before reaching the discontinuity.
8.4.2 Flight crews should revert to voice if there is any doubt or confusion about any CPDLC uplink.
Strategic Lateral Offset Procedures (SLOP)
8.4.3 This procedure provides for offsets within the following guidelines:
a) an aircraft may fly offsets right of centreline up to a maximum of 2 NM; and

b) offsets left of centreline are prohibited.
8.4.4 Distributing aircraft laterally and equally across all available positions adds an additional
safety margin and reduces collision risk. The SLOP procedure was developed to reduce the collision risk from
highly accurate navigation systems and operational errors. SLOP is now a standard operating procedure for
the entire NAT region and flight crews are required to adopt this procedure as is appropriate. It should be
noted that:
a) Aircraft without automatic offset programming capability must fly the centreline.
b) Aircraft able to perform offsets in tenths of nautical mile should do so as it contributes to risk
reduction.
c) It is recommended that flight crews of aircraft capable of programming automatic offsets
should randomly select flying centreline or an offset. In order to obtain lateral spacing from
nearby aircraft (i.e. those immediately above and/or below), flight crews should use whatever
means are available (e.g. ACAS/TCAS, communications, visual acquisition, GPWS) to
determine the best flight path to fly.
d) An aircraft overtaking another aircraft should offset within the confines of this procedure, if
capable, so as to minimize the amount of wake turbulence for the aircraft being overtaken.

e) For wake turbulence purposes, flight crews should fly one of the offset positions. Flight crews
may contact other aircraft on the air‐to‐air channel, 123.450 MHz, as necessary, to co‐ ordinate
the best wake turbulence mutual offset option. (Note: It is recognized that the flight crew will
use their judgement to determine the action most appropriate to any given situation and that
the pilot‐in‐command has the final authority and responsibility for the safe operations of
the aircraft. See also Chapter 13).
f) Flight crews may apply an offset outbound at the oceanic entry point and must return to
centreline prior to the oceanic exit point unless otherwise authorized by the appropriate ATS
authority or directed by the appropriate ATC unit.
g) There is no ATC clearance required for this procedure and it is not necessary that ATC be
advised.
h) Voice Position reports should be based on the waypoints of the current ATC clearance and not
the offset positions.
i) Aircraft shall not apply SLOP below FL 285 in the Reykjavik OCACTA and Bodo OCA.
j) The offset should be applied from the time the aircraft reaches its cruising level until top of
descent.
Uplink Message Latency Monitor Function
8.4.5 The uplink message latency monitor function is designed to prevent pilots from acting on a
CPDLC uplink message that has been delayed in the network. Some NAT ANSPs uplink the latency monitor
message to all CPDLC connected aircraft immediately after they enter each control area. An aircraft may
therefore receive this message multiple times during a flight.
8.4.6 When the pilot receives the uplink CPDLC message SET MAX UPLINK DELAY VALUE
TO 300 SEC he/she shall:
a) Send a positive response to ATC as prompted by the avionics (ACCEPT [ROGER]) regardless
of whether the aircraft supports the latency monitor function.
Note 1: It is important that pilots respond to the SET MAX UPLINK DELAY VALUE TO 300
SEC uplink message to avoid having open unanswered CPDLC messages in the
system. This also applies to aircraft that have deficient message latency monitor
functionality or no such functionality at all.
Note 2: The Global Operational Data Link (GOLD) Manual (Doc 10037) specifies that the
pilot should append the response downlink with the free text message TIMER NOT
AVAILABLE when the message latency monitor function is not available in the aircraft
(refer to GOLD Table 4-1).
b) If the aircraft is equipped with a correctly functioning message latency monitor, enter the
specified uplink delay into the avionics in accordance with the aircraft procedures. Some
avionics will automatically set the delay value in accordance with the uplink message and do
not allow for a manual input.
Note 3: If an aircraft is instructed to log off and then log on again mid-flight, ATC may send
the message SET MAX UPLINK DELAY VALUE TO 300 SEC again once the logon is
completed.
8.4.7 When a pilot receives a CPDLC uplink message with an indication that the message has been
delayed the pilot shall:
a) Revert to voice communications to notify the ATS unit of the delayed message received and
to request clarification of the intent of the CPDLC message; and

b) Respond appropriately to close the message as per the instructions of the controller.
c) The pilot must not act on the delayed uplink message until clarification has been received
from the controller.
d) If a pilot receives a random clearance, for example a change in FL, without the pilots
requesting a FL change, it is good practice to check the time-stamp in the message to
ensure it is logically relevant.
8.5 OLDER AIRCRAFT SYSTEMS
8.5.1 This section addresses those aircraft operating in the NAT HLA with reduced LRNS equipage
(inertial navigation only) and/or no altimetry monitoring.
Navigation accuracy check prior to OEP
8.5.2 Before oceanic entry, the accuracy of the LRNS should be checked against a ground-based
NAVAID. The results of the accuracy check should be recorded with the time and position. A large difference
between the ground-based NAVAID and the LRNS may require immediate corrective action. Operators should
establish a navigation accuracy check tolerance based on the type LRNS. It is not advisable for pilots to attempt
to correct an error by doing an air alignment or by manually updating the LRNS since this has often contributed
to a Gross Navigation Error (GNE). A latitude/longitude radar fix from ATC can also support a navigation
accuracy check in lieu of a NAVAID. Select the most accurate navigation system for auto-coupling as
appropriate.
8.5.3 It is good practice to discuss in advance a primary and secondary ground based navigational
aid that will be used to verify the accuracy of the LRNS. This planning may help to identify intended navigation
aids that are limited or have a NOTAM rendering them unusable and is helpful when departing airports close
to oceanic airspace. Examples include Shannon (EINN), Lisboa (LPPT), Boston (KBOS), etc.
Track and distance tables are available commercially for every ten degrees of longitude.
Compass heading check (Inertial Navigation Systems)
8.5.4 It is recommended to conduct a compass heading check and record the results when inertial
systems are the only means of long-range navigation. The check can also aid in determining the most accurate
compass if a problem develops over water.
Hourly altimeter checks
8.5.5 Pilots are required to observe the primary and stand-by altimeters each hour. It is
recommended that these hourly checks be recorded with the readings and times. This documentation can aid
pilots in determining the most accurate altimeter if an altimetry problem develops.
Routine Monitoring
8.5.6 Plot the latitude/longitude on the chart being used to track flight progress. Confirm the chart.
It is advisable to plot the non-steering LRNS. A 10-minute plot can alert the crew to any lateral deviation from
their ATC clearance prior to it becoming a Gross Navigation Error. A good crosscheck for the position of the
10-minute plot is that it is approximately 2˚ of longitude past the oceanic waypoint.
8.5.7 Specify which FMS pages, or other appropriate displays of the navigation system are assigned
to specific flight crew for monitoring (e.g. cross-track error or time/distance). The non-steering navigation
system should be used to display cross-track error and track angle error, if available.

8.5.8 Check system-generated cross-track deviation or similar indication to confirm there is NO

deviation from the programmed route of flight (e.g. XTRK is 0.0 NM). Verify the “TO” waypoint is consistent
with the current flight plan.
Cross-check winds
8.5.9 It is good practice to crosscheck winds midway between oceanic waypoints by comparing the
Master Document, LRNS and upper millibar wind chart. This crosscheck will also aid pilots in case there is a
need for a contingency procedure such as dead reckoning (DR).
Compare ground-based NAVAID to LRNS after Oceanic Exit (OXP)
8.5.10 When departing oceanic airspace and acquiring ground-based NAVAIDs, pilots should note
the accuracy of the LRNS by comparing it to those NAVAIDs. Any discrepancy should be noted in the
maintenance log.
8.6 LATERAL NAVIGATION PERFORMANCE MONITORING
8.6.1 The navigation performance of operators within the NAT HLA is monitored on a continual
basis. The navigation accuracy achieved by NAT HLA aircraft is periodically measured and additionally all
identified instances of significant deviation from cleared track are subject to thorough investigation by the
NAT Central Monitoring Agency (CMA), currently operated on behalf of ICAO by the UK National Air
Traffic Services Limited. http://natcma.com/.
8.6.2 Operators are encouraged to cooperate as fully as possible with the CMA in its investigations
of any deviations, since the objective here is to support regional safety management function. These
investigations are not conducted for regulatory/punitive purposes.
8.6.3 The CMA also maintains a database of all NAT HLA approvals. The CMA runs a continuous
monitoring process to compare this approvals list with the records of all aircraft flying in the NAT HLA. The
approval status of any aircraft involved in a track deviation is specifically checked against the database and in
any cases of doubt the State of the operator or the State of Registry is contacted. Chapter 10 provides full
details of the monitoring processes.

CHAPTER 9
RVSM FLIGHT IN THE NAT HLA
9.1 GENERAL
9.1.1 The aircraft altimetry and height keeping systems necessary for flying in RVSM airspace are
capable of high-performance standards. However, it is essential that stringent operating procedures are
employed, both to ensure that these systems perform to their full capabilities and to minimise the consequences
of equipment failures and possible human errors. Should any of the required components fail, ATC must be
informed.
9.1.2 In the event of severe turbulence, RVSM procedures may be suspended.
Pre-Flight
9.1.3 For flight through the NAT HLA the aircraft and the operator must have the appropriate State
approvals for both NAT HLA and RVSM operations. The flight crew must be qualified for flight in RVSM
airspace and all aircraft intending to operate within the NAT HLA must be equipped with altimetry and height-
keeping systems which meet RVSM Minimum Aircraft System Performance Specifications (MASPS). RVSM
MASPS are contained in Doc 9574 (Manual on implementation of a 300m (1,000ft) Vertical Separation
Minimum between FL 290 and FL 410 inclusive) and detailed in FAA Advisory Circular (AC) 91-85 which
can currently be accessed through:
https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/docu
mentID/1035328
Also, further guidance from EASA on where to find information related to Airborne RVSM Equipment and
Performance Requirements is contained within CS-ACNS (Certification Specification and Acceptable Means
of Compliance for Airborne Communications, Navigation and Surveillance), in the EUROCONTROL Library,
at:
https://www.skybrary.aero/articles/reduced-vertical-separation-minima-rvsm.
9.1.4 A ‘W’ must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft is
approved for flight at RVSM levels.
9.1.5 For operations in NAT HLA, flight crews are required to perform standard pre-flight checks
of altimeters.
9.1.6 Special arrangements exist for non-RVSM approved aircraft/operators to climb or descend
through NAT RVSM airspace; and in very specific circumstances arrangements may be made for non-
approved aircraft to fly at RVSM levels in the NAT region. Both such arrangements are explained in Chapter
1 (See Special Arrangements for Non-RVSM Approved Aircraft – Section 1.6).
In-Flight – Before Operating in the NAT HLA
9.1.7 Most flights will approach the NAT HLA through European or North American RVSM
airspaces. It is therefore expected that continuous monitoring of the serviceability of the aircraft’s height
keeping systems will have been undertaken. Nevertheless, in view of the significant change of operating
environment (i.e. to indirect surveillance and communications) it is recommended that a final confirmation of
the aircraft systems serviceability is performed immediately prior to entering the NAT HLA. Check to ensure
the two primary altimeters are reading within 200 feet of each other (or lesser value if specified in your
aircraft’s flight manual). Conduct this check while at level flight. You should also note the stand-by altimeter
reading. The readings of the primary and standby altimeters should be recorded to be available for use in any
possible contingency situations.
RVSM Flight in THE NAT HLA

In-Flight – Entering and Flying in the NAT HLA
9.1.8 One automatic altitude-control system should be operative and engaged throughout the cruise.
This system should only be disengaged when it is necessary to re-trim the aircraft, or when the aircraft
encounters turbulence and operating procedures dictate.
9.1.9 When passing waypoints, or at intervals not exceeding 60 minutes (whichever occurs earlier),
or on reaching a new cleared flight level, a crosscheck of primary altimeters should be conducted. If at any
time the readings of the two primary altimeters differ by more than 200 ft, the aircraft’s altimetry system should
be considered defective and ATC must be informed.
9.1.10 To prevent unwanted TCAS/ACAS warnings or alerts, when first approaching any cleared
flight level in NAT RVSM airspace, flight crews should ensure that the vertical closure speed is not excessive.
It is considered that, with about 1500 ft to go to a cleared flight level, vertical speed should be reduced to a
maximum of 1500 ft per minute and ideally, to between 1000 ft per minute and 500 ft per minute. Additionally,
it is important to ensure, by manually overriding if necessary, that the aircraft neither undershoots nor
overshoots the cleared level by more than 150 ft.
9.1.11 It must also be recognised that even under normal operations when using such indirect
communication methods, there does exist the potential for misunderstanding between flight crew and controller
regarding the detail of any issued clearances or re-clearances. Occasionally, such “ATC Loop Errors” can lead
to an aircraft being flown at a level other than that expected by the controller. In such circumstances separation
safety margins may be eroded. To avoid possible risks from any of the foregoing situations, it is therefore
essential in the NAT HLA that flight crews not using CPDLC/ADS-C always report to ATC immediately
on leaving the current cruising level and on reaching any new cruising level.
9.2 EQUIPMENT FAILURES
9.2.1 The following equipment failures must be reported to ATC as soon as practicable following
their identification:
a) loss of one or more primary altimetry systems; or

b) failure of all automatic altitude-control systems
9.2.2 The aircraft should then follow the appropriate procedure described in Chapter 12 –
“Procedures in the Event of Navigation System Degradation or Failure”, or as instructed by the controlling
ATC unit.
9.3 VERTICAL NAVIGATION PERFORMANCE MONITORING
9.3.1 The vertical navigation performance of operators within the NAT HLA is monitored on a
continual basis by the NAT CMA. Such monitoring includes both measurement of the technical height-
keeping accuracy of RVSM approved aircraft and assessment of collision risk associated with all reported
operational deviations from cleared levels. Chapter 11 deals more fully with this matter.
RVSM Flight in THE NAT HLA

CHAPTER 10
ATS SURVEILLANCE SERVICES IN THE NAT HLA
10.1 GENERAL
10.1.1 ATS Surveillance services are provided within the NAT HLA where radar, ADS-B or
multilateration coverage exists in accordance with ATS Surveillance procedures in the Procedures for Air
Navigation Services – Air Traffic Management (PANS-ATM, Doc 4444).
10.1.2 Although ADS-B coverage exists throughout a large section of the NAT, ADS-B equipage is
not mandated except on routes Tango 9 and Tango 290.
10.1.3 If ADS-B equipment B1 or B2 has been filed in Item 10b of the ICAO FPL, the pilot shall
consider that the aircraft is identified when the aircraft is operating above FL 285 in the Gander OCACTA,
Shanwick OCACTA, Santa Maria OCACTA and the Reykjavik OCACTA south of 87°N. The controller will
not inform the pilot of the identification. The controller will inform the pilot if the aircraft is not identified.
This procedure is established to facilitate application of ATS surveillance separation using CPDLC by
eliminating the need to inform every aircraft via CPDLC that the aircraft is identified.
10.2 OPERATION OF SSR TRANSPONDERS
10.2.1 All aircraft operating as IFR flights in the NAT region shall be equipped with a pressure-
altitude reporting SSR transponder.
10.2.2 Unless otherwise directed by ATC, pilots flying in NAT airspace shall operate transponders
continuously in Mode A/C Code 2000, except that the last assigned code shall be retained for a period of 130
minutes after passing the OEPentry into NAT airspace or after leaving a surveillance service area. Pilots should
note that it is important to change from the last assigned domestic code to Code 2000 since the original
domestic code may not be recognized by the subsequent Domestic Radar Service on exit from the oceanic
airspace. The following exceptions appliesy:
 Reykjavik OACACC provides a radar control service in the south-eastern part of its area and
consequently transponder codes issued by Reykjavik OACACC must be retained throughout
the Reykjavik OCA until advised by ATC.
a) All eastbound flights routing Reykjavik – Shanwick – Scottish shall squawk Mode A Code
2000 ten minutes after entering Shanwick airspace.
b) Tango 9: the change to Code 2000 should be made 10 minutes after passing BEGAS
northbound and 10 minutes after passing LASNO southbound.
c) Tango 290: the change to Code 2000 should be made 10 minutes after passing ADVAT
northbound and 10 minutes after passing GELPO southbound.
10.2.3 This procedure does not affect the use of the special purpose codes (7500, 7600 and 7700) in
cases of unlawful interference, radio failure or emergency. However, given the current heightened security
environment flight crews must exercise CAUTION when selecting Codes not to inadvertently cycle through
any of these special purpose codes and thereby possibly initiate the launching of an interception.
10.3 OPERATION OF ADS-B TRANSMITTERS
10.3.1 ADS-B services are already available in some continental airspaces immediately adjacent to
the NAT region as well as within some portions of the NAT HLA. ADS-B equipage is not mandated except
on routes Tango 9 and Tango 290.
ATS Surveillance Services in the NAT HLA
10.3.2 Eligibility for ADS-B service in the NAT is based upon the provisions in the Doc 7030 section
5.5.
Note: The following documents provide guidance for the installation and airworthiness approval of the
ADS-B OUT system in aircraft:
1. European Aviation Safety Agency (EASA) AMC 20-24 or CS-ACNS; or
2. FAA AC No. 20-165B — Airworthiness Approval of ADS-B; or
3. Configuration standards reflected in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation
Safety Authority of Australia.
10.3.3 The Flight ID is the Aircraft Identification (ACID) and is used in both ADS-B and Mode S
SSR technology. Up to seven characters long, it is usually set by the flight crew during pre-flight. The Flight
ID is used by the ATC ground system to correlate the ADS-B information with the flight plan data and to
identify the aircraft on the ATC situation display system. To allow correlation of a Flight ID to a flight plan,
the Flight ID must exactly match the ACID entered in Item 7 of the ICAO flight plan. It is important that the
Flight ID is correctly entered or ADS-B service may be denied.
Note: The way in which ADS-B avionics are integrated into the cockpit may prevent changing of Flight ID
once airborne. Some avionics may be wired to a weight-on-wheels switch that detects when the
aircraft is airborne so that the Flight ID field is not editable after take–off.
10.3.4 Aircraft operators wishing to receive an exemption from the procedures specified in 10.3.2
above for an individual flight shall apply for an exemption to the ATS unit(s) in accordance with AIP
directives. Any approvals for such exemptions may be contingent on specific conditions such as routing, flight
level and time of day.
10.3.5 Some DO-260 compliant ADS-B transmitters incorporate a single emergency bit for the
squawk codes 7500, 7600 and 7700 and therefore do not indicate the nature of the emergency. Thus when
activated, the flight crew will need to contact ATC to communicate the type of emergency. Such ADS-B
transmitters are also unable to squawk ident while the general emergency mode is being transmitted.
10.4 AIRBORNE COLLISION AVOIDANCE SYSTEMS (ACAS)
10.4.1 Turbine-engined aircraft having a maximum certificated take-off mass exceeding 5,700 kg or
authorized to carry more than 19 passengers are required to carry ACAS II in the NAT region. The technical
specifications for ACAS II are contained in ICAO Annex 10 Volume IV. Compliance with this requirement
can be achieved through the implementation of traffic alert and collision avoidance system (TCAS) Version
7.1 as specified in RTCA/DO-185B or EUROCAE/ED-143.
10.4.2 Flight crews should report all ACAS/TCAS Resolution Advisories which occur in the NAT
region to the controlling authority for the airspace involved. (See Chapter 13.)
10.5 NAT HLA ATS SURVEILLANCE COVERAGE
10.5.1 The figures below indicate the coverage of ATS surveillance systems (radar, ADS-B and
mulilateration) and Direct Controller Pilot VHF Voice Communications (DCPC VHF) in the NAT HLA.

Figure 108-1 NAT ATS surveillance coverage including radar, ADS-B and mulitlateration



Figure 108-2 NAT ATS surveillance coverage for non-ADS-B equipped aircraft (radar and mulitlateration)
* Note: see State AIPs for detailed surveillance and communication coverage including coverage in the
low level airspace.

CHAPTER 11
MONITORING OF AIRCRAFT SYSTEMS AND FLIGHT CREW PERFORMANCE
11.1 THE MONITORING PROCESS
11.1.1 To ensure compliance with minimum navigation and height-keeping performance

specifications, ICAO has established procedures for systematic and periodic monitoring of the actually
achieved aircraft systems performance. Formal reporting by flight crews, operators and ATS providers, of
specified deviations from assigned track or flight level supports this.
11.1.2 The monitoring process comprises four distinct actions:
a) monitoring of aircraft navigation performance by the operator in co-operation with flight

crews;
b) monitoring of operators by the State having jurisdiction over those operators in order to ensure
that acceptable operating procedures are being applied by the operator while conducting
authorised flight operations;
c) monitoring of actual aircraft systems performance in normal flight operations, as observed by
means of ATS Surveillance by the ATC units of States providing service in the NAT region,
and by other specialist systems designed to measure the technical height-keeping performance
of aircraft; and
d) monitoring done on the basis of position and occurrence reporting.
11.1.3 Because of the large variety of circumstances existing in the relationship between States of
Registry and their operators engaged in NAT operations, it is not expected that all States will be able to make
similar or identical arrangements. It is however expected that all States concerned will make maximum effort
to comply effectively with their responsibilities and in particular to co-operate with requests for information
about a particular incident from an ATS provider or from the NAT CMA.
11.2 MONITORING OF HORIZONTAL NAVIGATION CAPABILITY
Monitoring by the Operators
11.2.1 Decisions regarding the monitoring of aircraft navigation performance are largely the
prerogative of individual operators. In deciding what records should be kept, operators should take into account
the stringent requirements associated with the NAT HLA. Operators are required to investigate all lateral
deviations of 10 NM or greater, and it is imperative, whether these are observed on ground radar, via ADS
reports or by the flight crew, that the cause(s) of track deviations be established and eliminated. Therefore, it
will be necessary to keep complete in-flight records so that an analysis can be carried-out.
11.2.2 Operators should review their documentation to ensure that it provides all the information
required to reconstruct any flight, if necessary, some weeks later. Specific requirements could include:
a) details of the initial position inserted into the Flight Management System, IRS or INS
equipment plus the original flight planned track and flight levels;
b) all ATC clearances and revisions of clearance;
c) all reports (times, positions, etc.) made to ATC;
d) all information used in the actual navigation of the flight: including a record of waypoint
numbers allocated to specific waypoints, plus their associated ETAs and ATAs;
Monitoring of Aircraft Systems and Flight Crew Performance

e) comments on any problems (including that to do with matters concerning navigation)

relating to the conduct of the flight, plus information about any significant discrepancies
between INS/IRS displays, other equipment abnormalities and any discrepancies relating to
ATC clearances or information passed to the aircraft following ground radar observations;
f) detailed records of any contingency manoeuvres/procedures undertaken by the flight crew;
g) sufficient information on accuracy checks to permit an overall assessment of performance.
Records of terminal (i.e. residual) errors and of checks made against navigation facilities
immediately prior to entering oceanic airspace; details of any manual updates made to
IRS/INS units;
h) where available, navigational and performance data contained in the aircraft’s flight data
recorders; and
i) retention of aircraft flight data records whenever a flight crew or operator are aware of a
possible report of a vertical or lateral deviation. Such records will assist in quantifying the
magnitude and/or duration of any deviation.
11.2.3 It is also important that any forms which are used make it easy to examine key factors. For
instance, documentation might include, for each flight, a question calling for flight crew assistance in this
regard:
e.g. "Did a track error of 10 NM or more occur on this flight? Yes/No."
Monitoring of the Operator by the State
11.2.4 Decisions regarding the monitoring of operators by the State may be taken unilaterally, but
hopefully there will be a co-operative process regarding those specifications to be achieved by the operator
during planning, and when reviewing achieved performance. Much of this process will be concerned with
procedures approved by the flight operations inspectorate and confirmed by means of monitoring, to ensure
compliance.
Direct Action by ATS Provider States and the NAT CMA in the Monitoring Process
11.2.5 The navigation performance of operators within NAT HLA is monitored on a continual basis.
The navigation accuracy achieved by NAT HLA aircraft is periodically measured and additionally all
identified instances of significant deviation from cleared track are subject to thorough investigation by the
NAT Central Monitoring Agency (CMA), currently operated on behalf of ICAO by the UK National Air
Traffic Services Limited. The CMA also maintains a database of all NAT HLA approvals. The CMA runs a
continuous monitoring process to compare this approvals list with the records of all aircraft flying in the NAT
HLA. The approval status of any aircraft involved in a track deviation is specifically checked against the
database and in any cases of doubt the State of Registry is contacted.
11.2.6 When a navigation error is identified, follow-up action after flight is taken, both with the
operator and, where the deviation is 25 NM or more, the State of operator or State of Registry of the aircraft
involved, to establish the circumstances and contributory factors. The format of the (navigation) Error
Investigation Form used for follow-up action is as shown at Attachment 1. Operational errors can have a
significant effect on the assessment of risk in the system. For their safety and the safety of other users, flight
crews are reminded of the importance of co-operating with the reporting OACC in the provision of incident
information.
11.2.7 The overall lateral navigation performance of all aircraft in the NAT HLA is continually
assessed and compared to the standards established for the region, to ensure that the TLS is being maintained.
Monitoring of Lateral Deviations
11.2.8 The data collection process involves the continuous collection of data relating to all reported
lateral deviations.

11.2.9 ANSPs capable of monitoring the boundaries of the NAT region collect data on flights within
the NAT HLA, together with that on non-NAT HLA flights. The former data provides a direct input into the
risk modelling of operations in the NAT HLA, while the latter provides a wider appreciation of navigation in
the NAT region and allows follow-up action to be taken on a larger sample of flights believed to have
experienced navigation errors.
11.2.10 When any lateral deviation of less than 25 NM has been detected by the ATS provider State
or has been reported to ATC by the flight crew, that ATS provider unit will, in co-operation with the operator,
investigate its cause. It is important that all agencies react promptly to such reports of any lateral deviations.
Investigations should be made at once so that consideration can be given to the need for swift remedial action.
In order that deviation reports can receive prompt attention, each airline/operator should nominate a person to
be responsible for receiving reports and to initiate investigations; the name and full address of this individual
should be notified to each relevant ATS authority who distributes the name to the ANSPs.
11.3 MONITORING OF HEIGHT-KEEPING PERFORMANCE
11.3.1 The vertical navigation performance of operators within the NAT HLA is monitored on a
continual basis by the NAT CMA. Such monitoring includes both measurement of the technical height-
keeping accuracy of RVSM approved aircraft and assessment of collision risk associated with all reported
operational deviations from cleared levels.
11.3.2 All identified operational situations or errors which lead to aircraft deviating from ATC cleared
levels are subject to thorough investigation. Follow-up action after flight is taken with the operator of the
aircraft involved, to establish the reason for the deviation or cause of the error and to confirm the approval of
the flight to operate in NAT HLA and RVSM airspace. Operational errors, particularly those in the vertical
plane, have a significant effect on risk in the system. For their safety and the safety of other users, flight crews
are reminded of the importance of co-operating with the reporting OACC in the compilation of appropriate
documentation including the completion of an ‘Altitude Deviation Report Form’, as illustrated at Attachment
2.
11.3.3 The detailed circumstances of all operational errors, both in the vertical and horizontal planes,
are thoroughly reviewed by the CMA, together with the Scrutiny Group of the NAT SPG, which includes
current NAT flight crews, controllers and State Regulators. Any lessons learned from this review, which may
help to limit the possibility of recurrences of such errors, are communicated back to NAT operators and ATS
authorities. The intent is to improve standard operating procedures, thereby reducing the future frequency of
operational errors and thus contribute to the safety of the overall system.
11.3.4 At RVSM levels, moderate and severe turbulence may also increase the level of system risk
and flight crews should report ALL occasions, while flying in the NAT HLA, whenever a vertical deviation
of 300 ft or more occurs. The form at Attachment 2 may also be used for this purpose.
11.3.5 The overall vertical navigation performance of all aircraft in NAT RVSM airspace is
continually assessed and compared to the standards established for the region, to assess whether the relevant
TLS is being maintained.
Monitoring of Operational Height-keeping Performance
11.3.6 The introduction of RVSM airspace into the NAT region has increased the necessity for
consistent and accurate reporting by flight crews and ATC units, of all deviations of 90 m (300 ft) or more
from the cleared flight level, whatever the cause.
Monitoring of Technical Height-keeping Performance
11.3.7 The technical height-keeping accuracy of aircraft flying at RVSM levels is passively
monitored during flight over a Height Monitoring Unit (HMU) located near to Strumble in Wales.

Alternatively, individual aircraft can be monitored through temporary carriage of portable GPS (Height)
Monitoring Units (GMUs). Furthermore, height monitoring data is available to the NAT CMA from the 3
European HMUs. This monitoring allows the height-keeping accuracies of aircraft types and individual
operator’s fleets to be assessed. Individual airframes which do not meet required performance standards can
also be identified. On such occasions the operator and the State of Registry are advised of the problem and
corrective action must be undertaken before further flights in RVSM airspace are conducted. Revised
Minimum Monitoring Requirements for RVSM approval, as specified in ICAO Annex 6, became effective in
November 2010. Operators are required to ensure that a minimum of two aircraft from each of its type
groupings are monitored at least once every two years (See Annex 6 Part I para 7.2.7 and Part II para 2.5.2.7).
11.4 MONITORING OF ACAS II PERFORMANCE
11.4.1 ACAS II can have a significant effect on ATC. Therefore, there is a continuing need to monitor
the performance of ACAS II in the developing ATM environment.
11.4.2 Following an RA event, or other significant ACAS II event, flight crews and controllers should
complete an ACAS II RA report. Aircraft operators and ATS authorities should forward completed reports
through established channels.
11.5 OVERALL NAVIGATION (AND SYSTEMS) PERFORMANCE
11.5.1 All information relating to horizontal and vertical navigation (and systems) performance
within the NAT region is provided to the NAT SPG via the CMA. Regular statistical assessments of system
safety determine whether or not the overall target level of safety (TLS) is being met. On those occasions that
summary statistics show that the TLS, in either the horizontal or vertical planes, has been exceeded, the NAT
SPG is informed; in which case the NAT SPG will take appropriate action.
11.6 TACTICAL MONITORING OF NAT HLA AND RVSM APPROVALS
11.6.1 Experience with the monitoring process indicates that a proportion of lateral deviations and
other operational errors are attributable to aircraft operating in NAT HLA/RVSM airspace without the required
approvals. It was for this reason that in 1990, to make random checks more effective, the NAT SPG introduced
a programme of tactical monitoring to help identify aircraft operating within the NAT HLA without the
required approval. In 1997, this procedure was extended to RVSM approvals, and currently Canada, Iceland
and the United Kingdom participate in this programme. Flight crews who are uncertain of, or are unable to
confirm their approval status, are issued a clearance to operate outside NAT HLA/RVSM airspace and a report
is forwarded to the CMA for follow-up action.
11.7 OPERATIONAL ERROR REPORTING AND CENTRAL MONITORING AGENCY (CMA)

ACTIVITIES
Background
11.7.1 In March 1980, the NAT SPG realised that after implementation of a 60 NM lateral separation
minima, special importance would have to be placed on monitoring and assessment of navigation performance.
It was therefore agreed that there was a need to collect, collate and circulate to States participating in the
monitoring programme, data regarding navigation performance in the NAT region. To meet this requirement,
the NAT CMA was established.
11.7.2 In the early 1990s, as a consequence of the planned implementation of RVSM in the NAT
MNPSA, the NAT CMA acquired the responsibility for monitoring height-keeping performance. Initially, this
was limited to collating data on operational errors but when the technical height-keeping programme came
into being, the CMA became the data collection and collation centre. It has also become responsible, in

conjunction with other Regional Monitoring Agencies, for setting the target monitoring requirements for the
RVSM approval process.
11.7.3 In 2009, it was agreed to make adjustments to the NAT SPG working structure to
accommodate the changes in emphasis to performance based requirements, as driven by the Global Air
Navigation Plan (ANP), and to take account of the Global Aviation Safety Plan (GASP). At the same time, the
NAT SPG approved a high level safety policy which would be applicable to its work. The NAT Safety
Oversight Group (SOG) was formed. It is responsible for the continuous monitoring and improvement of the
safety level of the air navigation system in the NAT region. It is composed of ATS provider and airspace user
representatives and Regulators. It directs safety oversight and management in the NAT region.
11.7.4 The NAT Central Monitoring Agency (CMA) is responsible to the NAT SOG for certain
aspects of operations monitoring and reporting in the NAT region.
11.7.5 The NAT Scrutiny Group is a separate body comprising the NAT CMA, Regulators plus ATS
provider and airspace user representation, reporting to the NAT SOG. Its function is to ensure a correct
categorisation of all reported occurrences in the NAT region for the purpose of mathematical analysis and
other safety management activities.
Responsibilities
11.7.6 The NAT CMA is operated on behalf of the NAT SPG by United Kingdom National Air
Traffic Services Limited (NATS) and is responsible for the collection, analysis and dissemination of all data
relevant to vertical and horizontal navigation (and systems) performance in the NAT region. It provides
participating States, ICAO and other selected operators and organisations with regular summaries of
operational performance to promote awareness of NAT system safety, and with any other pertinent
information.
11.7.7 Height monitoring by the CMA comprises collection of operational error data in the vertical
dimension, and monitoring of aircraft technical height-keeping performance.
11.7.8 The NAT CMA will take follow-up action in the following circumstances:
a) when reports are received from ATS provider units, or other sources, that detail for any
reason operational errors that have resulted in an aircraft being at a level 90 m (300 ft) or
more from its cleared flight level. Follow–up action with the appropriate State of Registry
will normally only be taken when the information contained in the reports is not sufficiently
comprehensive to determine the cause of the deviation;
b) when reports are received from height monitoring systems indicating that aircraft altimetry
system performance may not be compliant with the RVSM airworthiness requirements. i.e.
measurements which are in magnitude equal to, or greater than, the following criteria:
 Total Vertical Error (TVE): 90 m (300 ft);
 Altimetry System Error (ASE): 75 m (245 ft); or
 Assigned Altitude Deviation (AAD): 90 m (300 ft) and;
c) when receiving reports from ATS provider units of height deviations of 90 m (300 ft) or
more resulting from turbulence, ACAS/TCAS manoeuvres or contingency action.
11.7.9 System risk monitoring in the NAT region is a continuous process. The vertical dimension
occurrence reports as described in 11.7.8 above are used by the CMA in compiling monthly and quarterly
summaries. Trends are presented graphically. The Quarterly summaries present a more detailed comparative
presentation and various risk factors are quantified. An annual summary is also produced and is utilised in the
development of an assessment of system vertical risk. In parallel with these processes and simultaneously, the

CMA analyses reported lateral navigation errors, leading to similar quantifications of risk factors and an
assessment of lateral dimension risk.
Follow-up Action on Observed, Reported, and Prevented Lateral Deviations
11.7.10 Different administrative arrangements exist within those States participating in monitoring
programmes although follow-up action on lateral deviations should, in general terms, be as indicated in the
following paragraphs.
11.7.11 For aircraft operating within the NAT HLA:
a) the observing ATC unit will inform the flight crew of the aircraft concerned of the observed
error and also that an error report will be processed; any comment made by the flight crew
at the time of notification should be recorded;
b) the operators (including military) and any other relevant ATC units and the CMA will be
notified of the observed/prevented deviation, either directly by the observing ATC unit or
by an agency designated by the State concerned, using the speediest means available and
with the least possible delay; and
c) where an observed deviation is equal to or greater than 10 NM the appropriate State of
Registry or the State of the operator will be sent a copy of the written confirmation along
with a covering letter by the CMA seeking the State’s assistance in ensuring the full
cooperation of the operator in the investigation.
11.7.12 For aircraft operating outside the NAT HLA:
a) the observing ATC unit should, if at all possible, inform the flight crew of the aircraft
concerned of the observed error and also that an error report may be processed; any comment
made by the flight crew at the time of notification should be recorded;
b) where the observed deviation from track is 20 NM or more, the procedure detailed in the
previous paragraph (covering aircraft operating within the NAT HLA) will be followed; and
c) where the observed deviation from track is 10 NM or more but less than 20 NM, the
observing ATC unit, or other agency designated by the State, will notify the CMA of the
deviation with the least possible delay.
11.7.13 Further Follow-up Action by the Operator and/or State of Registry. Subsequent follow-up
action on observed deviations of 25 NM or more, notified in accordance with the above provisions, should
initially be conducted between the operator and a designated agency of the State having responsibility for the
ATC unit which observed the deviation, on the understanding that:
a) the errors outlined in paragraph 11.7.12 c) above (i.e. deviations 10 NM or more but less
than 20 NM occurring outside the NAT HLA) will not normally require further action;
b) the State of Registry or the State of the operator concerned may be requested to conduct a
further investigation if deemed necessary;
c) all correspondence should be copied to the CMA; and
d) the EUR/NAT Office of ICAO will assist in those cases where no response is obtained
from either the operator concerned or the State of Registry.
Other Reports to the CMA
11.7.14 Details of the following occurrences should also be reported to the CMA by the ATS provider
units:
a) erosions of longitudinal separation between aircraft, within the NAT HLA, of 3 minutes or
more;
b) occasions when action is taken to prevent a GNE;
c) lateral deviations from cleared route of less than 25 NM;
d) discrepancies of 3 minutes or more between an ETA/ATA at a waypoint;
e) occasions when an operator is suspected of not being in possession of an NAT HLA/RVSM
approval;
f) diversions or turnbacks, noting in particular whether the appropriate published contingency
procedure was correctly adopted;
g) ACAS RAs;
h) wake turbulence reports; and
i) incorrect application of the SLOP (e.g. a left offset).

CHAPTER 12
PROCEDURES IN THE EVENT OF NAVIGATION SYSTEM DEGRADATION OR
FAILURE
12.1 GENERAL
12.1.1 Aircraft navigation systems are generally very accurate and very reliable; as a result, GNEs
due to system failures are rare in the NAT HLA. However, when failures do occur, their potential effects on
the aircraft’s navigation capability can be subtle or progressive, resulting in a gradual and perhaps not
immediately discernible degradation of performance. The risks that such errors pose can be significant and
flight crews must employ rigorous procedures to ensure early detection of any possible errors and hence
mitigation of the ensuing risk. The NAT CMA thoroughly investigates the circumstances of all reported GNEs
in the NAT HLA. The majority are the result of human error, and diligent application by flight crews of
operating procedures such as those described in Chapter 8 should help to minimise the frequency of such
errors. ‘Vigilance’ must be the watchword when navigating in the NAT HLA. ‘Complacency’ has no place
here.
12.1.2 For unrestricted operation in the NAT HLA an approved aircraft must be equipped with a
minimum of two fully serviceable LRNSs. Aircraft may be approved for NAT HLA operations when equipped
with only a single LRNS. However, such aircraft are only permitted to plan and fly routes specified for this
purpose (see paragraph 12.2) and on other particular routings serving individual traffic axes e.g. the Tango
routes, routings between the Iberian Peninsula and the Azores/Madeira and routes between Iceland and
Greenland (See Chapter 3).
12.1.3 If abnormal navigation indications relating to INS or IRS systems occur after take-off, they
should be analysed to discover their cause. Under no circumstances should a flight continue into oceanic
airspace with unresolved navigation system errors, or with errors caused by inertial platform misalignment or
initial position insertion.
12.1.4 Flight crew training and consequent approval for NAT HLA operations should include
instruction on what actions are to be considered in the event of navigation system failures. This chapter
provides guidance on the detection of failures and what flight crew action should be considered, together with
details of the routes that may be used when the aircraft’s navigation capability is degraded below that required
for unrestricted operations in the NAT HLA.
Detection of Failures
12.1.5 Normally, navigation installations include comparator and/or warning devices, but it is still
necessary for the flight crew to make frequent comparison checks. When an aircraft is fitted with three
independent systems, the identification of a defective system should be straightforward. Any degradation of
navigation capability should be reported to ATC immediately.
Methods of Determining which System is Faulty
12.1.6 With only two systems on board, identifying the defective unit can be difficult. If such a
situation does arise in oceanic airspace any or all of the following actions should be considered:
a) checking malfunction codes for indication of unserviceability;
b) obtaining a fix. It may be possible to use the following:
- the weather radar (range marks and relative bearing lines) to determine the position
relative to an identifiable landmark such as an island; or
- the ADF to obtain bearings from a suitable long-range NDB, in which case magnetic
Procedures in the Event of Navigation System Degradation or Failure

variation at the position of the aircraft should be used to convert the RMI bearings to
true; or
- if within range, a VOR, in which case the magnetic variation at the VOR location should
be used to convert the radial to a true bearing (except when flying in the Canadian
Northern Domestic airspace where VOR bearings may be oriented with reference to
true as opposed to magnetic north).
c) contacting a nearby aircraft on VHF, and comparing information on spot wind, or ground
speed and drift; or
d) if such assistance is not available, and as a last resort, the flight plan wind speed and direction
for the current DR position of the aircraft, can be compared with that from navigation system
outputs.
Action if the Faulty System Cannot be Identified
12.1.7 Occasions may still arise when distance or cross track differences develop between systems,
but the flight crew cannot determine which system is at fault. The majority of operators feel that the procedure
most likely to limit gross tracking errors under such circumstances is to fly the aircraft half way between the
cross track differences as long as the uncertainty exists.
Guidance on What Constitutes a Failed System
12.1.8 Operations or navigation manuals should include guidelines on how to decide when a
navigation system should be considered to have failed, e.g. failures may be indicated by a red warning light,
or by self -diagnosis indications, or by an error over a known position exceeding the value agreed between an
operator and its certifying authority.
Inertial System Failures
12.1.9 INSs have proved to be highly accurate and very reliable in service. Manufacturers claim a
drift rate of less than 2 NM per hour; however in practice IRSs with laser gyros are proving to be capable of
maintaining accuracy to better than 1 NM per hour. This in itself can lead to complacency, although failures
do still occur. Close monitoring of divergence of output between individual systems is essential if errors are to
be avoided and faulty units identified.
GNSS Failures
12.1.10 GNSS are also very accurate and typically very reliable. Unlike inertial systems, GNSS
failures can come about as a result of malfunctions of the aircraft, e.g., failures affecting the performance of
one of more GNSS satellites. Some failures (e.g., loss of RAIM) may not affect navigation performance but
rather affect the ability of the aircraft’s GNSS equipment to monitor the reliability of the navigation solution.
Similarly, a loss of fault detection and exclusion (FDE) capability may still allow accurate navigation but could
also allow a defective satellite to provide faulty navigation data to the aircraft, without the flight crew’s
knowledge. In the event of loss of RAIM or FDE, flight crews should crosscheck the aircraft GNSS position
by any means available, both on and off the aircraft. Procedures for responding to an aircraft GNSS
malfunction should be provided in aircraft flight manuals. Flight crews should inform ATC of any GNSS
malfunction. ATC aircraft separation minimums may be affected by the GNSS malfunction.
Satellite Fault Detection Outage
12.1.11 If the GNSS receiver displays an indication of a fault detection function outage (i.e.
RAIM/FDE is not available), navigation integrity must be provided by comparing the GNSS position with the
position indicated by another LRNS sensor (i.e. other than GNSS), if the aircraft is so equipped. However, if
the only sensor for the approved LRNS is GPS, then comparison should be made with a position computed by
extrapolating the last verified position with airspeed, heading and estimated winds. If the positions do not agree

within 10 NM, the flight crew should adopt navigation system failure procedures as subsequently described,
until the exclusion function or navigation integrity is regained. The flight crew should follow flight manual
procedures specified for this type of malfunction.
Fault Detection Alert
12.1.12 If the GNSS receiver displays a fault detection alert (i.e. a failed satellite), the flight crew may
choose to continue to operate using the GNSS-generated position if the current estimate of position uncertainty
displayed on the GNSS from the FDE algorithm is actively monitored. If this exceeds 10 NM, the flight crew
should immediately begin using the following navigation system failure procedures, until the exclusion
function or navigation integrity is regained. The flight crew should follow flight manual procedures specified
for this type of alert.
12.2 LOSS OF NAVIGATION/FMS CAPABILITY
12.2.1 Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before
take-off, the two basic requirements for NAT HLA operations may still be met and the flight can proceed
normally. The following guidance is offered for aircraft having State approval for unrestricted operations in
the NAT HLA and which are equipped with only two operational LRNSs:
One System Fails Before Take-Off
12.2.2 The flight crew must consider:

a) delaying departure until repair is possible;
b) obtaining a clearance above or below the NAT HLA;
c) planning on the special routes known as the ‘Blue Spruce’ Routes, which have been
established for use by aircraft suffering partial loss of navigation capability (Note: As
indicated in Chapter 1, these routes may also be flown by aircraft approved for NAT HLA
operations but equipped with only a single LRNS). These Blue Spruce Routes are described
in Chapter 3.
12.2.3 Such use of the foregoing routes is subject to the following conditions:
a) sufficient navigation capability remains to ensure that NAT HLA accuracy and the ICAO
Annex 6 (Part I para 7.2.9 and Part II para 2.5.2.9) requirements for redundancy can be met
by relying on short-range navaids;
b) a revised flight plan is filed with the appropriate ATS unit;
c) an appropriate ATC clearance is obtained.
(Further information on the requisite procedures to follow can be obtained from Section ENR
1.8.2 in AIP Iceland and in Section NAT 1.19 in AIP Canada.)
Detailed information (including route definitions and operating procedures), which enables flight
along other special routes within the NAT HLA, may be found in relevant AIPs. This is specifically so,
for aircraft operating without two LRNSs between Iceland and Greenland and between Greenland and
Canada.
One System Fails Before the OCA Boundary is Reached
12.2.4 The flight crew must consider:

a) landing at a suitable aerodrome before the boundary or returning to the aerodrome of
departure;
b) diverting via one of the special routes described previously;

c) obtaining a re-clearance above or below the NAT HLA.
One System Fails After the OCA Boundary is Crossed
12.2.5 Once the aircraft has entered oceanic airspace, the flight crew should normally continue to
operate the aircraft in accordance with the current flight plan or as amended by ATCoceanic clearance already
received, appreciating that the reliability of the total navigation system has been significantly reduced.
12.2.6 The flight crew should however,

a) assess the prevailing circumstances (e.g. performance of the remaining system, remaining
portion of the flight in the NAT HLA, etc.);
b) prepare a proposal to ATC with respect to the prevailing circumstances (e.g. request
clearance above or below the NAT HLA, turn-back, obtain clearance to fly along one of the
special routes, etc.);
c) advise and consult with ATC as to the most suitable action;
d) obtain appropriate re-clearance prior to any deviation from the last acknowledged oceanic
clearance.
12.2.7 When the flight continues in accordance with its current flight plan or as amended by ATC
original clearance (especially if the distance ahead within the NAT HLA is significant), the flight crew should
begin a careful monitoring programme:
a) to take special care in the operation of the remaining system bearing in mind that routine
methods of error checking are no longer available;
b) to check the main and standby compass systems frequently against the information which is
still available;
c) to check the performance record of the remaining equipment and if doubt arises regarding
its performance and/or reliability, the following procedures should be considered:
 attempting visual sighting of other aircraft or their contrails, which may provide a track
indication;
 calling the appropriate OACC for information on other aircraft adjacent to the aircraft’s
estimated position and/or calling on VHF to establish contact with such aircraft
(preferably same track/level) to obtain from them information which could be useful.
(e.g. drift, groundspeed, wind details).
The Remaining System Fails After Entering the NAT HLA
12.2.8 The flight crew should:

a) immediately notify ATC;
b) make best use of procedures specified above relating to attempting visual sightings and
establishing contact on VHF with adjacent aircraft for useful information;
c) keep a special look-out for possible conflicting aircraft, and make maximum use of exterior
lights;
d) if no instructions are received from ATC within a reasonable period consider climbing or
descending 500 feet, broadcasting action on 121.500 MHz and advising ATC as soon as
possible.
This procedure also applies when a single remaining system gives an indication of degradation of
performance, or neither system fails completely but the system indications diverge widely and the
defective system cannot be determined.

Complete Failure of Navigation Systems Computers
12.2.9 A characteristic of the navigation computer system is that the computer element might fail,
and thus deprive the aircraft of steering guidance and the indication of position relative to cleared track, but
the basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left unimpaired. A typical drill to
minimise the effects of a total navigation computer system failure is suggested below. It requires
comprehensive use of the plotting chart.
a) use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculate
ETAs.
b) draw the cleared route on a chart and extract mean true tracks between waypoints.
c) at intervals of not more than 15 minutes plot position (LAT/LONG) on the chart and adjust
heading to regain track.
EAG Chart AT (H) 1; No 1 AIDU (MOD) Charts AT(H)1, 2, 3 & 4; the Jeppesen North/Mid Atlantic
Plotting Charts and the FAA North Atlantic Route Planning Chart are considered suitable for this
purpose.

CHAPTER 13
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES
13.1 INTRODUCTION
13.1.1 Although all possible contingencies cannot be covered, the procedures in 13.2, 13.3 and 13.4
provide for the more frequent cases such as:
a) inability to comply with assigned clearance due to meteorological conditions, (13.4 refers);
b) en-route diversion across the prevailing traffic flow (for example, due to medical emergencies
(13.2 and 13.3 refer)); and
c) loss of, or significant reduction in, the required navigation capability when operating in an
airspace where the navigation performance accuracy is a prerequisite to the safe conduct of
flight operations, or pressurization failure (13.2 and 13.3 refer).
Guidance on procedures to follow when an aircraft experiences a degradation in navigation

capabilities can be found in Doc 4444, Chapter 5, section 5.2.2.
13.1.2 The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s
judgement shall determine the sequence of actions to be taken, having regard to the prevailing circumstances.
Air Traffic Control shall render all possible assistance.
13.2 GENERAL PROCEDURES
Figure -1 provides an aid for understanding and applying the contingency procedures contained in
paragraph 13.3.
13.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance, a revised
clearance shall be obtained, whenever possible, prior to initiating any action. If prior clearance cannot be
obtained, the following contingency procedures should be employed until a revised clearance is received:
a) leave the cleared route or track by initially turning at least 30 degrees to the right or to the left,
in order to intercept and maintain a parallel, same direction track or route offset 9.3 km (5 NM).
The direction of the turn should be based on one or more of the following:
1) aircraft position relative to any organized track or route system,
2) the direction of flights and flight levels allocated on adjacent tracks,
3) the direction to an alternate airport;
4) any strategic lateral offset being flown, and
5) terrain clearance;
b) the aircraft should be flown at a flight level and an offset track where other aircraft are less
likely to be encountered.
c) maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped)
leaving ACAS in RA mode at all times, unless aircraft operating limitations dictate otherwise;
Special Procedures for In-Flight Contingencies

d) turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
e) keep the SSR transponder on at all times and, when able, squawk 7700, as appropriate;
f) as soon as practicable, the pilot shall advise air traffic control of any deviation from assigned
clearance;
g) use whatever means is appropriate (i.e., voice and/or CPDLC) to communicate during a
contingency or emergency;
h) if voice communication is used, the radiotelephony distress signal (MAYDAY) or urgency

signal (PAN PAN) preferably spoken three times, shall be used, as appropriate;
i) when emergency situations are communicated via CPDLC, the controller may respond via
CPDLC. However, the controller may also attempt to make voice communication contact with
the aircraft;
Additional guidance on emergency procedures for controllers and radio operators, and
flight crew in data link operations can be found in the Global Operational Data Link
(GOLD) Manual (Doc 10037).
j) establish communications with and alert nearby aircraft by broadcasting, at suitable intervals
on 121.500 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.450 MHz) and
where appropriate on the frequency in use: aircraft identification, the nature of the distress
condition, intention of the person in command, position (including the ATS route designator
or the track code, as appropriate) and flight level; and
k) the controller should attempt to determine the nature of the emergency and ascertain any
assistance that may be required. Subsequent ATC action with respect to that aircraft shall be
based on the intentions of the pilot and overall traffic situation.
13.3 ACTIONS TO BE TAKEN ONCE OFFSET FROM TRACK
The pilot’s judgement of the situation and the need to ensure the safety of the aircraft will determine
the actions outlined in 13.3.2 a) or b), will be taken. Factors for the pilot to consider when diverting
from the cleared route or track without an ATC clearance include, but are not limited to:
a) operation within a parallel track system,
b the potential for User Preferred Routes (UPRs) parallel to the aircraft’s track or route,
c) the nature of the contingency (e.g. aircraft system malfunction) and
d) weather factors (e.g. convective weather at lower flight levels).
13.3.1 If possible maintain the assigned flight level until established on the 9.3 km (5 NM) parallel,
same direction track or route offset. If unable, initially minimize the rate of descent to the extent that is
operationally feasible.
13.3.2 Once established on a parallel, same direction track or route offset by 9.3 km (5 NM), either:
a) descend below FL 290, and establish a 150 m (500 ft) vertical offset from those flight levels
normally used, then and proceed as required by the operational situation or if an ATC clearance
has been obtained, proceed in accordance with the clearance; or

Descent below FL 290 is considered particularly applicable to operations where there

is a predominant traffic flow (e.g. east-west) or parallel track system where the
aircraft’s diversion path will likely cross adjacent tracks or routes. A descent below
FL 290 can decrease the likelihood of: conflict with other aircraft, ACAS RA events
and delays in obtaining a revised ATC clearance.
b) establish a 150 m (500 ft) vertical offset (or 300 m (1000 ft) vertical offset if above FL 410)
from those flight levels normally used, and proceed as required by the operational situation,
or if an ATC clearance has been obtained, proceed in accordance with the clearance.
Altimetry System Error may lead to less than actual 500 ft vertical separation when the
procedures above are applied. In addition, with the 500 ft vertical offset applied, ACAS
RAs may occur.
Figure 1311-1 — Visual aid for understanding and applying the contingency procedures guidance.

13.4 WEATHER DEVIATION PROCEDURES
General
The following procedures are intended for deviations around adverse meteorological conditions.
13.4.1 When weather deviation is required, the pilot should contact ATC via CPDLC or voice. A
rapid response may be obtained by requesting a weather deviation using a CPDLC downlink message
(Doc 4444, Appendix 5, Lateral Downlinks (LATD) refers) or stating “WEATHER DEVIATION
REQUIRED” to indicate that priority is desired on the frequency and for ATC response. When necessary, the
pilot should initiate the communications using CPDLC downlink message (Doc 4444, Appendix 5,
Emergency/urgency downlink (EMGD) refers) or by using the urgency call “PAN PAN” (preferably spoken
three times).
13.4.2 The pilot shall inform ATC when weather deviation is no longer required, or when a weather
deviation has been completed and the aircraft has returned to its cleared route.
Actions To Be Taken When Controller-Pilot Communications Are Established
13.4.3 The pilot should contact ATC and request clearance to deviate from track or route, advising
the extent of the deviation requested. The flight crew will use whatever means is appropriate (i.e., CPDLC
and/or voice) to communicate during a weather deviation.
Pilots are advised to contact ATC as soon as possible with requests for clearance in order to provide
time for the request to be assessed and acted upon.
13.4.4 ATC should take one of the following actions:
a) when appropriate separation can be applied, issue clearance to deviate from track or route; or
b) if there is conflicting traffic and ATC is unable to establish appropriate separation, ATC shall:
1) advise the pilot of inability to issue clearance for the requested deviation;
2) advise the pilot of conflicting traffic; and
3) request the pilot’s intentions.
13.4.5 The pilot should take the following actions:
a) comply with the ATC clearance issued; or
b) advise ATC of intentions and execute the procedures detailed in 13.4.6.
Actions To Be Taken If A Revised ATC Clearance Cannot Be Obtained
The provisions of this section apply to situations where a pilot needs to exercise the authority of a
pilot-in-command under the provisions of Annex 2, 2.3.1.
13.4.6 If the aircraft is required to deviate from track or route to avoid adverse meteorological
conditions and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible
time. Until an ATC clearance is received, the pilot shall take the following actions:
a) if possible, deviate away from an organized track or route system;

b) establish communications with and alert nearby aircraft by broadcasting, at suitable intervals:
aircraft identification, flight level, position (including ATS route designator or the track code)
and intentions, on the frequency in use and on 121.500 MHz (or, as a backup, on the inter-
pilot air-to-air frequency 123.450 MHz);
c) watch for conflicting traffic both visually and by reference to ACAS (if equipped);
If, as a result of actions taken under the provisions of 13.4.6 b) and c), the pilot
determines that there is another aircraft at or near the same flight level with which a
conflict may occur, then the pilot is expected to adjust the path of the aircraft, as
necessary, to avoid conflict.
d) turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
e) for deviations of less than 9.3 km (5 NM) from the originally cleared track or route remain at
a level assigned by ATC;
f) for deviations greater than or equal to 9.3 km (5 NM) from the originally cleared track or route,
when the aircraft is approximately 9.3 km (5 NM) from track or route, initiate a level change
in accordance with Table 13-1;
g) if the pilot receives clearance to deviate from cleared track or route for a specified distance
and, subsequently, requests, but cannot obtain a clearance to deviate beyond that distance, the
pilot should apply a 300 ft vertical offset from normal cruising levels in accordance with Table
13-1 before deviating beyond the cleared distance.
h) when returning to track or route, be at its assigned flight level when the aircraft is within
approximately 9.3 km (5 NM) of the centreline; and
i) if contact was not established prior to deviating, continue to attempt to contact ATC to obtain
a clearance. If contact was established, continue to keep ATC advised of intentions and obtain
essential traffic information.
Table 13-1
Deviations
Originally cleared track or
≥ 9.3 km Level change
route centre line
(5.0 NM)
EAST LEFT DESCEND 300 ft (90 m)
000° – 179° magnetic RIGHT CLIMB 300 ft (90 m)
WEST LEFT CLIMB 300 ft (90 m)
180° – 359° magnetic RIGHT DESCEND 300 ft (90 m)
Figure 11-1. Visual aid for understanding and applying the weather contingency procedures guidance.
13.5 WAKE TURBULENCE
13.5.1 ICAO collects data on wake vortex encounters. Most encounters occur in terminal operations
and indeed this is where the aircraft type wake categorization scheme is used to regulate separations. Wake
vortex encounters are, however, also experienced enroute, although less frequently. To accommodate the
predominantly uni-directional diurnal traffic flows through the NAT, on many routes all adjacent flights levels
are simultaneously used for a given traffic flow. While this arrangement may not be unique, it is not one that
is commonly employed in many other areas of the world. As a result many, if not most, enroute wake vortex
encounters outside the NAT arise from opposite direction passings or route crossing situations. In the NAT
enroute wake vortices are encountered more commonly from a preceding aircraft following the same track,
usually at the next higher level. Such encounters can thus be of a prolonged duration and mitigating flight
crew action is desirable/necessary. Any application of lateral offsets to avoid wake turbulence should be made
within the confines of SLOP, refer to paragraphs 8.4.3-8.4.4. See Attachment 3 for the preferred wake vortex
reporting form.
13.6 ACAS/TCAS ALERTS AND WARNINGS
13.6.1 All turbine-engined aircraft with a certificated take-off mass exceeding 5,700 kg or authorised
to carry more than 19 passengers are required to be equipped with ACAS II in the NAT region. Only TCAS
Version 7.1 meets the ICAO technical specifications for ACAS II as described in the current ICAO Annex 10
Volume IV.
13.6.2 The provisions relating to the carriage and use of ACAS II are contained in ICAO Annexes 2,
6, 10 and 11 and in the Procedures for Air Navigation Services (PANS) Aircraft Operations (PANS-OPS, Doc
8168) and Air Traffic Management (PANS-ATM, Doc 4444). Operational procedures are fully detailed in
PANS-OPS Doc 8168, Volume 1, Part VIII, Chapter 3.
13.6.3 All Resolution Advisories (RAs) should be reported to ATC:
a) verbally, as soon as practicable; and

b) in writing, to the Controlling Authority, after the flight has landed, using the necessary
procedure and forms, including, when appropriate, the ‘Altitude Deviation Report Form’
shown at Attachment 2 to this Manual.
13.7 LOSS OR SUDDEN WITHDRAWAL OF AIR TRAFFIC CONTROL SERVICES IN THE

NAT REGION
13.7.1 In the anticipation of situations arising which might result in the partial or total disruption of
Air Traffic Services within the NAT region, NAT ATS providers have developed procedures which would
ensure, as far as possible, the continued safety of air navigation. These procedures are detailed in the “Air
Traffic Management Operational Contingency Plan –North Atlantic Region” (NAT Doc 006) which can
be downloaded from www.icao.int/EURNAT/, following “EUR & NAT Documents”, then “NAT
Documents”, in folder “NAT Doc 006 - NAT Contingency Plan”.
Common ANSP procedures
13.7.2 The following are common ANSP procedures regarding loss or sudden withdrawal of air
traffic services in the NAT:
a) In the event of a loss or sudden withdrawal of Air Traffic Services in the NAT, ANSPs will
notify all affected agencies and operators appropriately.
b) In Limited Service situations the individual ANSP will decide upon the level of notification
necessary and act appropriately.

c) In “No Service” situations, it is likely that the ATC facility involved will be subject to
evacuation. In this instance the ANSP will issue NOTAMs and broadcast on appropriate
frequencies that contingency procedures have been initiated.
d) The notification process employed by individual ANSPs is detailed in NAT Doc 006, however
the general format will be as follows:
i. Issue a NOTAM advising operators of the evacuation. The following is an example of the
type of information which may be promulgated:
“Due to emergency evacuation of (OACC) all ATC services are terminated. Flights within
(OCA) FIR should continue as cleared and contact the next ATC agency as soon as
possible. Flights that have not entered (OAC) FIRnot in receipt of an oceanic clearance
should land at an appropriate airfield or request clearance to avoid (OAC) FIR. Flights
should monitor (defined frequencies).”
ii. Broadcast an evacuation message on appropriate frequencies:
“Emergency evacuation of (OACC) is in progress. No air traffic control service will be

provided by (OACC). Use extreme caution and monitor (control frequencies), emergency
frequencies and air to air frequencies. Contact the next air traffic control unit as soon as
possible”
Pilot procedures for flights outside the NAT
13.7.3 Pilots are strongly advised not to enter the airspace. Request clearance to avoid the affected
OCA or land at an appropriate aerodrome.
13.7.4 Flights can choose to continue using pilot’s discretion. Continue in accordance with the current
flight plan (what is loaded in the FMS) or as amended by ATC.
Pilot procedures for flights inside the NAT
13.7.5 The procedures outlined below are to be used as guidance for pilots following a loss or sudden
withdrawal of the Air Traffic service as described above.
13.7.6 Although advised not to enter the NAT OCA without Air Traffic Services, which could entail
significant reroutes, flights can continue with their current flight plan (what is loaded in the FMS) or as
amended by ATC.
a) Pilots should continue with their current flight plan (what is loaded in the FMS) or as amended
by ATC. Pilots shall use extreme caution and use all available means to detect any conflicting
traffic.
b) On receipt of the contingency message, pilots are requested to broadcast to other flights on
121.500 MHz and 123.450 MHz and a listening watch on these frequencies must be
maintained. Pilots should continuously monitor VHF frequencies 121.500 MHz and 123.450
MHz in order to exchange position information with other flights, in the event they are unable
to communicate on HF.
c) Pilots should establish communication with the next OCA at the earliest opportunity stating
current position, cleared flight level, next position and estimate and subsequent position. This
also applies to flights using automatic position reports (ADS-C) as these reports may not have
been received by the next OCA.
d) Where no contact with the next OCA can be established, HF radio or SATVOICE should be
used. HF frequency congestion is likely. Communications should be kept to a minimum.
e) When ADS equipped flights are notified of a loss or sudden withdrawal of air traffic services,
they must revert to voice position reporting until clear of current OCA, or notified otherwise.
Pilots should note that they may be asked to log-on to other OCAs. Pilots should not initiate
this action until instructed to do so.
f) Requests for changes to route, flight level, or speed should be limited to those required for
flight safety.
g) Any flight conducting a flight level change should complete the FL change as soon as possible
in accordance with the clearance.
h) If unable to establish radio contact, pilots may use SATVOICE to provide position reports.
i) Pilots may request their flight dispatch offices to forward position reports if they are otherwise
unable to make position reports.
j) Pilots may also use other flights to relay their position reports, on 123.500 MHz, if necessary.
Contact details
SATVOICE
Oceanic Centre Telephone Number
Short Code
New York +1 631 468 1413 436623
Gander +1 709 651 5207 431613
Reykjavik, via Iceland Radio +354 568 4600 425105
Bodø +47 755 42900 425702
Ballygirreen (Shanwick Radio) +353 61 368241 Ground/Air Ops 425002
Santa Maria +351 296 820 438
426305
+351 296 886 042 (satellite link)
Common broadcast procedures
13.7.7 In the event of a loss or sudden withdrawal of Air Traffic Service in the NAT, the following
communication procedures have been developed in accordance with the Traffic Information Broadcast by
Aircraft (TIBA) procedures recommended by ICAO (Annex 11 – Air Traffic Services, Attachment B). These
procedures should be applied when completing flight level change to comply with the oceanic clearance.
At least 3 minutes prior to the commencement of a climb or descent, the flight should broadcast on the
last assigned frequency, 121.500 MHz, 243.000 MHz and 123.450 MHz the following:
243.000 MHz is a UHF military frequency that can only be used and heard by other military
aircraft/pilots.
“ALL STATIONS (callsign) (direction) DIRECT FROM (position) TO (position)
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (distance)(direction)

FROM (position) AT (time)”.
When the flight level change begins, pilots should make the following broadcast:
“ALL STATIONS (callsign) (direction) DIRECTION FROM (position) TO (position)
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number).”

When level, pilots should make the following broadcast:
“ALL STATIONS (callsign) MAINTAINING FLIGHT LEVEL (number).”
Figure 1311-3 — Visual aid for pilot guidance during loss or sudden withdrawal of ATC services in NAT
airspace.
13.8 SPACE WEATHER
13.8.1 Refer to NAT Doc 006 Part III, Space Weather Contingency Procedures North Atlantic
Region.

CHAPTER 14
GUARDING AGAINST COMMON ERRORS
14.1 INTRODUCTION
14.1.1 Careful monitoring procedures provide a good indication both of the frequency with which
navigation errors occur and their causes. As a result of the accuracy and reliability of modern navigation
systems, the errors which do occur are often the result of flight crew error.
14.1.2 Operational errors in the vertical plane also occur. Aircraft are sometimes flown at levels other
than those for which ATC clearance has been issued. The potential collision risk of even a single incidence of
flying at an un-cleared level can be significant. The NAT HLA risk estimates in the vertical plane, as a result
of operational errors or un-cleared departures from flight level, exceed those arising from lateral gross
navigation errors.
14.1.3 It is essential that flight crews do not take modern technology for granted. They should at all
times, especially during periods of low workload, guard against complacency and over-confidence, by
adhering rigidly to approved cockpit/flight deck procedures which have been formulated over many years, in
order to help stop operational errors.
14.1.4 This chapter lists some of the errors that have been recorded in the NAT during recent years.
14.2 OPERATIONAL HEIGHT ERRORS
14.2.1 The most common height errors are caused by:
a) executing an un-cleared climb, which means proper separation can no longer be assured;
aircraft following an ATC clearance are assured of separation from other potentially
conflicting traffic;
b) misinterpreting an ATC acknowledgement of a request as a clearance; not being aware that

when DCPC is unavailable and air/ground ATS communications are via a third party (whether
radio operator or data link service provider) acknowledgements of requests do not constitute
approval;
c) not climbing or descending as cleared; being cleared to change level after the next route
waypoint but doing it immediately or being cleared to change level immediately and only
doing it at a later time. Such instances are often, but by no means exclusively, associated with
misinterpretation of CPDLC message sets (a flight crew training/familiarity issue) whereby
the words AT or BY are interpreted differently from their intended meaning;
d) not following the correct contingency procedures; not being aware that there is a significant
likelihood of conflict with other aircraft unless the appropriate contingency offset procedure
is adopted;.
e) entering the NAT HLA at a level different from that contained in the received oceanic
clearance; not being aware that flight crews are responsible for requesting and obtaining any
domestic ATC clearance necessary to climb (or descend) to the initial flight level specified in
their received oceanic clearance, prior to reaching the oceanic boundary; not recognizing that
entry into NAT HLA at the cleared oceanic level is entirely their responsibility.
Guarding Against common Errors

14.3 LATERAL NAVIGATION ERRORS
Common Causes of Lateral Navigation Errors
14.3.1 The most common causes of lateral navigation errors, in approximate order of frequency, have
been as follows:
a) having already inserted the filed flight plan route coordinates into the navigation computers,
the flight crew have been re-cleared by ATC, or have asked for and obtained a re-clearance,
but have then omitted to re-program the navigation system(s), amend the Master Document
or update the plotting chart accordingly.
b) a mistake of one degree of latitude has been made in inserting a forward waypoint. There
seems to be a greater tendency for this error to be made when a track, after passing through
the same latitude at several waypoints (e.g. 57°N 50°W, 57°N 40°W, 57°N 30°W) then
changes by one degree of latitude (e.g. 56°N 20°W). Other circumstances which can lead to
this mistake being made include receiving a re-clearance in flight.
c) the autopilot has been inadvertently left in the heading or de-coupled mode after avoiding
weather, or left in the VOR position after leaving the last domestic airspace VOR. In some
cases, the mistake has arisen during distraction caused by SELCAL or by some flight deck
warning indication.
d) an error has arisen in the ATC Controller/Pilot communications loop, so that the controller
and the flight crew have had different understandings of the clearance. In some cases, the
flight crew has heard not what was said, but what they were expecting to hear.
14.4 LESSONS LEARNED
 Perform navigation crosscheck procedures throughout the ocean crossing. Do not relax
or otherwise skip steps when it comes to following those procedures.
 Avoid casual R/T procedures. A number of GNEs have been the result of a misunderstanding
between flight crew and controller as to the cleared route and/or flight level. Adhere strictly
to proper R/T phraseology and do not be tempted to clip or abbreviate details of waypoint
coordinates.
 Make an independent check on the gate position. Do not assume that the gate coordinates
are correct without crosschecking with an authoritative source. Normally one expects co-
ordinates to be to the nearest tenth of a minute. Therefore, ensure that the display is not to the
hundredth, or in minutes and seconds. If the aircraft is near to the Zero Degree E/W
(Greenwich) Meridian, remember the risk of confusing east and west.
 Check LRNS positions before entering oceanic airspace. Make a careful check of LRNS
positions at or near to the last navigation facility – or perhaps the last but one.
 Do not initiate an on-track un-cleared level change. If a change of level is essential and
prior ATC clearance cannot be obtained, treat this situation as a contingency and execute the
appropriate contingency offset procedure, when possible before leaving the last cleared flight
level. Inform ATC as soon as practicable.
 Crosscheck waypoints by reading present position. Do not assume that the aircraft is at a
waypoint merely because the alert annunciator so indicates. Crosscheck by reading present
position.
 Complete navigation crosschecks with more than one flight crew member. There are some
tasks on the flight deck which can safely be delegated to one member of the flight crew, but
navigation using automated systems is emphatically not one of them. All such crosschecks
should be performed independently by at least two flight crew members.

 Follow inertial system alignment procedures. The inertial system alignment procedures for
your aircraft must be followed precisely to avoid initialization errors. Once airborne if you
have any doubt about the accuracy of your inertial systems and do not have procedures to
correct system problems, you should not enter the NAT HLA, unless your aircraft has other
operable LRNS that meet HLA navigation performance requirements.
 Confirm waypoint loading. Before departure, at least two flight crew members should
independently check that the following agree: computer flight plan, ICAO flight plan, track
plotted on chart, and if appropriate, the NAT track message. In flight, involve two different
sources in the crosschecking, if possible. Do not be so hurried in loading waypoints that
mistakes become likely, and always check waypoints against the current ATC clearance.
Always be aware that the cleared route may differ from that contained in the filed flight plan.
Prior to entering the NAT HLA ensure that the waypoints programmed into the navigation
computer reflect the current flight plan or as amended by ATCoceanic clearance received and
not any different previously entered planned or requested route.
 Complete flight progress charts periodically. Making periodic plots of position on a
suitable chart and comparing with current cleared track, greatly helps in the identification of
errors before getting too far from track.
 Use basic DR navigation as a back-up. Outside Polar Regions, provided that the magnetic
course (track) is available on the flight log, a check against the magnetic heading being flown,
plus or minus drift, is likely to indicate any gross tracking error.
 Maintain situational awareness. Take advantage of every available means, both inside and
outside of the aircraft, to ensure you are proceeding according to your ATC clearance. There
are often ways in which an overall awareness of directional progress can be maintained; the
position of the sun or stars; disposition of contrails; islands or coast-lines which can be seen
directly or by using radar; radio navaids, and so forth. This is obvious and basic piloting, but
some of the errors which have occurred could have been prevented if the flight crew had
shown more of this type of awareness. Do not assume.
 Advise ATC of any possible system degradation. If the flight crew suspects that equipment
failure may be leading to divergence from cleared track, it is better to advise ATC sooner
rather than later.
In conclusion, navigation equipment installations vary greatly between operators; but lessons learned from
past mistakes may help to prevent mistakes of a similar nature occurring to others in the future.

CHAPTER 15
THE PREVENTION OF LATERAL DEVIATIONS FROM TRACK
15.1 THE PROBLEM
15.1.1 Lateral deviations continue to occur in the NAT. The vast majority are attributable to flight
crew error, following the filed flight plan route rather than the cleared route. Additionally, errors can be
attributed to the insertion of incorrect waypoints or misunderstanding of ATC clearances.Experience has
shown that many of the lateral deviations in the NAT HLA occur as a result of flight crews programming the
navigation system(s) with incorrect waypoint data. These are referred to as Waypoint Insertion Errors. They
frequently originate from:
 failure to observe the principles of checking waypoints to be inserted in the navigation
systems, against the cleared route;
 failure to load waypoint information correctly; or
 failure to crosscheck on-board navigation systems.
15.1.2 It is important that flight crew double check route amendments received prior to the oceanic
entry point and at each waypoint, since failure to do so may result in inadvertent deviation from cleared route.
15.1.1
15.2 THE SOLUTION
15.2.1 Procedures must be used to display and verify the DEGREES and MINUTES loaded into the
Flight Management Computer (FMC) for the “un-named” (LAT/LONG) waypoints defining the route
contained in the current flight plan or as amended by ATCoceanic clearance.
15.2.2 Regardless of FMC waypoint format and entry method, flight crew procedures should be
designed to promote strong crew resource management techniques, to prevent opportunities for error occurring
as a result of confirmation bias and to generally maintain an attitude of healthy suspicion. Accordingly, the
waypoint verification procedures should be conducted as detailed below.
a) During pre-flight LRNS programming, both flight crew members independently verify the full
latitude and longitude coordinates of “un-named” (LAT/LONG) waypoints defining the
expected route of flight within oceanic airspace as entered in the FMC.
b) Upon receipt of an amended routerevised oceanic clearance (i.e., one not conforming to the
flight planned route), both flight crew members independently verify the full latitude and
longitude coordinates of “un- named” (LAT/LONG) waypoints defining the route contained
in the amended routerevised oceanic clearance.
c) Approaching an oceanic waypoint, one flight crew member should verify the full latitude and
longitude coordinates of that waypoint in the FMC, the NEXT and NEXT +1 waypoints, while
the other flight crew member crosschecks the latitude and longitude coordinates against the
master flight plan/oceanic clearance.
15.2.3 Lateral deviations from track could be virtually eliminated if all operators/flight crews adhere
to approved operating procedures and crosschecking drills. This Manual provides a considerable amount of
guidance and advice based on experience gained the hard way, but it is quite impossible to provide specific
advice for each of the many variations of aircraft navigation systems.
The Prevention of Lateral Deviations from Track

15.2.3
15.2.4 Additionally, the following procedures are recommended as being a good basis for NAT HLA
operating drills/checks:
a) Record the initialization position programmed into the navigation computer. This serves two
purposes:
- it establishes the starting point for the navigation computations; and
- in the event of navigation difficulties it facilitates a diagnosis of the problem.
b) Ensure that your flight log has adequate space for the ATC cleared track coordinates, and
always record them. This part of the flight log then becomes the flight deck Master Document
for:
- read back of clearance;
- entering the route into the navigation system;
- plotting the route on your chart.
c) Plot the cleared route on a chart with a scale suitable for the purpose (e.g. Aerad, Jeppesen,
NOAA enroute charts). This allows for a visual check on the reasonableness of the route
profile and on its relationship to the OTS, other aircraft tracks/positions, diversion airfields,
etc.
d) Plot your Present Position regularly on your chart.
- this may seem old-fashioned but, since the present position output cannot normally be
interfered with and its calculation is independent of the waypoint data, it is the one output
which can be relied upon to detect gross tracking errors. A position should be checked
and preferably plotted approximately 10 minutes after passing each waypoint, and, if
circumstances dictate, midway between waypoints. e.g. if one system has failed.
e) Check the present, next and next+1 waypoint coordinates as shown on the Master Document
against those in the steering CDU before transmitting position reports (in performing these
checks review the LRNS stored coordinates in expanded LAT/LONG format (not abbreviated
ARINC 424 format).
f) Check the LRNS indicated magnetic heading and distance to the next waypoint against those
listed on the Master Document.
15.2.5 The procedures outlined in this section will detect any incipient gross errors, providing that
the recorded/plotted cleared route is the same as that provided by the controlling ATS authority. If there has
been a misunderstanding between the flight crew and controller over the actual route to be flown, then the last
drill above, together with the subsequent passing of the position report, will allow the ATS authority the
opportunity to correct such misunderstanding before a hazardous track deviation can develop. The vast
majority of instances of errors occur when the ATC cleared oceanic route segment differs (partly or wholly)
from that included in the filed flight plan or that requested by the flight crew. Thorough and diligent checking
and crosschecking, by more than one flight crew member, of the waypoints entered into the navigation
computer, against the received ATCoceanic clearance would eliminate most of these unnecessary and
avoidable errors.
The Prevention of Lateral Deviations from Track

CHAPTER 16
GUIDANCE FOR DISPATCHERS
16.1 GENERAL
16.1.1 The NAT is essentially divided into two distinct areas for flight operation, i.e. the NAT HLA
and non-NAT HLA airspace. Operations within the NAT HLA require the user to adhere to very specific
operating protocols. Refer to Chapter 1 for a description of NAT airspace.
16.2 REGULATORY REQUIREMENTS AND CONSEQUENTIAL ROUTING LIMITATIONS
State Approvals (NAT HLA /RVSM)
16.2.1 Before planning any operations within the NAT HLA, operators must ensure that the specific
State NAT HLA and RVSM approvals are in place. These requirements are addressed in Chapter 1.
16.2.2 Before planning any operations of ADS-B equipped aircraft into airspace where ADS-B
operation is required, operators must ensure that the aircraft is approved for such flights. These requirements
are addressed in Chapter 1.
Minimum Equipage (Navigation/Altimetry/Communications)
16.2.3 Chapter 1 discusses the minimum navigation equipage requirements for unrestricted flight in
the NAT HLA.
16.2.4 The Minimum Aircraft Systems Performance Specifications for RVSM operations are
common world-wide standards and are contained in Doc 9574 (Manual on a 300m (1 000ft) Vertical
Separation Minimum between FL 290 and FL 410 inclusive). They are also detailed in FAA Advisory Circular
AC91-85B, and in EASA documentation (refer to paragraph 9.1.3). However, notwithstanding the worldwide
nature of RVSM MASPS, it must be recognised, as indicated in Chapter 1, that special provisions apply in the
North Atlantic HLA and in consequence all NAT flight crews/operators must be State approved specifically
for NAT RVSM operations.
16.2.5 Many NAT air/ground ATC communications are still conducted on single side-band HF
frequencies. For operations in the NAT region fully functioning HF communications equipment is required
when operating outside VHF coverage.
Special non-compliance routings
16.2.6 Aircraft not equipped with two functioning long range navigation systems may only fly
through the NAT HLA via special designated routes. This is discussed in Chapter 1. Details of these special
routes are contained in Chapter 3.
16.2.7 Aircraft not approved for NAT HLA /RVSM operations may climb and descend through NAT
HLA/RVSM airspace and in very limited, specified circumstances a NAT HLA approved aircraft that is not
approved for RVSM operations may be granted permission to flight plan and operate through the NAT HLA
at RVSM levels. (See Chapter 1).
16.2.8 Routings that may be flight planned and operated through the NAT HLA by aircraft without
functioning HF communications equipment may be limited by the State of Registry of the operator or by the
ATC provider. This is discussed in more detail in Chapter 4.
Guidance for Dispatchers

16.3 ROUTE PLANNING
Route definition conventions
16.3.1 The letter ‘X’ must be included in Item 10 of the ICAO FPL to show that the aircraft satisfies
NAT HLA lateral navigation performance requirements.
16.3.2 Outside ATS Surveillance coverage ATC depends upon aircraft supplied position reports for
flight progress information. In order to provide separation assurance, ATC requires updates on the progress of
flights at no more than hourly intervals. It has been determined that this criteria is met over a wide range of
ground speeds if eastbound or westbound NAT flights report on passing each ten degrees of longitude. The
criteria is also met by northbound or southbound flights reporting on passing each five degrees of latitude. In
consequence, all flights which will generally route in an eastbound or westbound direction should normally be
flight planned by specifying significant points at whole or half degrees of latitude at each crossed ten degrees
of longitude (20°W, 30°W, 40°W etc.); and all generally northbound or southbound flights should normally
be flight planned so that specified parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N etc.)
are crossed at whole degrees of longitude. See Chapter 4.
OTS – Rationale, Structure, CDM & NAT Track Message
16.3.3 As a result of passenger demand, time zone differences and airport noise restrictions, much of
the North Atlantic (NAT) air traffic contributes to two major alternating flows: a westbound flow departing
Europe in the morning, and an eastbound flow departing North America in the evening. The effect of these
flows is to concentrate most of the traffic uni-directionally, with peak westbound traffic crossing the 30W
longitude between 1130 UTC and 1900 UTC and peak eastbound traffic crossing the 30W longitude between
0100 UTC and 0800 UTC.
16.3.4 The NAT HLA is consequently congested at peak hours and 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 altitude profiles. Due to the dynamic
nature of the NAT weather patterns, including the presence of jet streams, consecutive eastbound and
westbound minimum time tracks are rarely identical. The creation of a different organised track system is
therefore necessary for each of the major flows. Separate OTS structures are therefore published each day for
eastbound and westbound flows.
16.3.5 The construction of these OTS structures is accomplished through a formal process of
cooperation between ATC and the operators, known as the Preferred Route Message system. Details of this
process are explained in Chapter 2.
16.3.6 The resulting OTS structures are published (twice each day) in the form of a “NAT Track
Message” via the AFTN. This Message and its correct interpretation are detailed in Chapter 2.
16.3.7 If orientation/location of the published OTS structure appear to be appropriate for the origin
and destination of a particular flight, then the operator is encouraged to flight plan the NAT route segment via
one of the published tracks.
Random Routings
16.3.8 Use of OTS tracks is not mandatory. The orientation/location of the published OTS may not
be appropriate for the origin and/or destination of a particular flight. A NAT route segment that does not
follow a published OTS track, in its entirety, is known as a “Random Route”. Aircraft may fly on random
routes which remain clear of the OTS or may fly on any route that joins or leaves an outer track of the OTS.
There is also nothing to prevent an operator from planning a route which crosses the OTS. However, in this
case, operators must be aware that while ATC will make every effort to clear random traffic across the OTS at
published levels, re-routes or changes in flight level from those planned may be necessary during most of the
OTS peak traffic periods.

16.3.9 Outside of the OTS periods operators may flight plan any random routing. During the hour
prior to each OTS period some additional restrictions apply. These are detailed in Chapter 4.
Adjacent Airspace, Route Structures, Links & Constraints
16.3.10 A large majority of flights through the NAT HLA enter and/or leave it via the North American
region. To facilitate these flows of traffic, various transitional airspaces and linking route structures have been
established in and through the adjacent NAM region. These are described in Chapter 3 above. Of particular
significance is the NAR structure. Details of these routes and associated procedures are contained in the AIP
of the relevant State authorities and/or via their websites. The necessary Internet Links to obtain this
information are listed in Chapter 3. Account must be taken of these route structures in planning any flight
through the NAT region that starts or ends in the North American region.
16.4 ALTITUDE & SPEED
Flight Levels
16.4.1 During the OTS Periods (eastbound 0100-0800 UTC, westbound 1130-1900 UTC) aircraft
intending to follow an OTS track for its entire length may plan at any of the levels as published for that track
on the relevant current daily OTS Message. Aircraft following a “random route” (see above definition) or
flying outside the OTS time periods, may plan any flight level(s) irrespective of direction (i.e. there is no need
in the NAT HLA to plan in accordance with the ICAO Annex 2 Table of Cruising Levels). Planners should
note however that the NAT provider State AIPs, both during the OTS time periods and outside them, reserve
some appropriate direction levels for use by the opposite direction traffic flows that then predominate. The
current usage allocation of flight levels in the NAT HLA is published in the UK and Canadian AIPs and shown
at Attachment 5 below as the “North Atlantic Flight Level Allocation Scheme” (NAT FLAS). Hence, flight
crews and planners should always consult the current AIPs and any supporting NOTAMs when flight planning
random routes through the NAT HLA. If a flight is expected to be level critical, operators should contact the
initial OACC prior to filing the flight plan to determine the likely availability of specific flight levels.
Mach Number
16.4.2 In the NAT HLA the Mach number technique is used to manage longitudinal separations
between aircraft following the same track. With the implementation of OWAFS, operators will have more
efficiencies in the NAT. Chapter 7 provides more detailed information about the application of Mach number
techniques. Chapter 4 provides details about ATC flight planning (ICAO FPL) requirements. Operators can
flight plan cost index (ECON) provided that the planned true Mach number for any portion of the flight within
the NAT is specified in Item 15 of the ICAO FPL.
16.5 FPL COMPLETION
16.5.1 It is important that all of the foregoing conventions and protocols are adhered to when planning
a flight through the NAT HLA. Guidance on the flight planning requirements for specific routes is given in
Chapter 4. Correct completion and addressing of the filed flight plan is extremely important. Non-observance
of any of the NAT HLA planning principles, or even simple syntax errors in the filed FPL, can lead to delays
in data processing and/or to the subsequent issuing of clearances to the flights concerned. Despite the growing
use of automated flight planning systems a significant proportion of flight plans submitted in respect of flights
through the North Atlantic region continue to contain errors. In some instances these errors are such that the
flight plan is rejected and the operator is required to re-submit a corrected version. New and/or infrequent
North Atlantic operators are earnestly recommended to make diligent reference to this document. Furthermore
it should be noted that a free text editor is available on the EUROCONTROL website that can validate any
proposed ICAO flight plan before filing. It will advise if a flight plan is acceptable for routes, altitudes and
transitions. If the flight plan would be rejected, this editor will describe what is wrong, thereby allowing the
operator to repair it before filing.

16.5.2 The guidance in the paragraphs that follow here refer to the ICAO model flight plan form as
described in Chapter 4.4 of the Procedures for Air Navigation Services – Air Traffic Management (PANS-
ATM, Doc 4444).
16.5.3 If filing via an OTS track, particularly during peak traffic periods, it must be appreciated that
ATC may not be able to clear the aircraft as planned. ATC will, if possible, first offer a clearance on the
planned track but at a different flight level. If, however, no reasonable alternative level is available, or if the
offered flight level is unacceptable to the flight crew, then ATC will clear the aircraft via another route/OTS
track.
16.5.4 In order to signify that a flight is approved to operate in the NAT HLA, the letter ‘X’ shall be
inserted, in addition to the letter ‘S’, within Item 10 of the flight plan. A ‘W’ must also be included in Item 10
to indicate that the flight is approved for RVSM operations.
16.5.5 The NAT Data Link Mandate (DLM) requires aircraft to be equipped with, and operating,
CPDLC and ADS-C in the NAT region from FL 290 to FL 410 inclusive. The ICAO flight plan should indicate
data link equipage as follows:
 Item 10 (Equipment)
o “J5” (CPDLC SATCOM FANS 1/A Inmarsat)
o “J7” (CPDLC SATCOM FANS 1/A Iridium)
o “D1” (ADS-C)
16.5.6 Approval for RNAV 10 (RNP 10), RNP 4, RCP 240 and RSP 180 is required in order to benefit
from the reduced lateral separations employed in the NAT Region. Any NAT HLA aircraft should ensure that
its PBN and PBCS approval status is included in the ICAO flight plan as follows:
 Item 10 (Equipment)
o “R” (PBN approved)
o “P2” (CPDLC RCP 240)
 Item 18 (Other Information)
o “PBN/A1” (RNAV 10 (RNP 10) approval)
o “PBN/L1” (RNP 4 approval)
o “SUR/RSP180” (ADS-C RSP 180)
16.5.7 For flights planning to operate through specified ADS-B service areas and wishing to benefit
from that service the appropriate equipage and authorisation for ADS-B use should be indicated by filing the
B1 or B2 descriptor as appropriate in Item 10b of the flight plan.
16.6 DISPATCH FUNCTIONS
General
16.6.1 All US FAR Part 121 carriers (domestic and flag operators) and many non-US carriers employ
aircraft dispatchers or flight operations officers (hereafter referred to as dispatchers) to provide flight planning,
flight watch and/or flight monitoring services. Most of the information presented here is included in other

chapters of this manual but since this chapter deals with issues primarily important to dispatchers, the
information is sometimes repeated here for emphasis and additional guidance.
16.6.2 Nothing in this chapter should be construed as to take precedence over appropriate government
regulations or individual company policy.
16.6.3 The dispatcher is responsible for providing the pilot-in-command with information necessary
to conduct a flight safely and legally under appropriate State civil aviation authority regulatory requirements.
ICAO Annex 6 defines the requirement for an en route aircraft, but when operating under US FAR Part 121,
and certain other State civil aviation rules, the dispatcher shares responsibility for exercising operational
control with the pilot-in-command of the flight.
Flight Planning
Route Planning
16.6.4 The daily published OTS tracks provide optimal NAT segment routings for about half of all
the flights between Europe and North America. For many other flights the location of the OTS structure on the
day may constrain available random routings. Consequently, the development of a successful NAT flight plan
almost always requires consideration of the detail of the relevant OTS structure. Operators can influence the
OTS construction process by providing Preferred Route Messages and participating in this collaborative
decision making (see Chapter 2).
16.6.5 The eastbound and westbound OTS structures are the subject of separate “NAT Track
Messages” published via the AFTN. A detailed description of the NAT track message is provided in Chapter
2 above.
Planning on an OTS Track
16.6.6 Dispatchers must pay particular attention to defined coordinates, domestic entry and exit
routings, allowable altitudes, track message identification number (TMI) and any other information included
in the remarks section. They must also take care to be apprised of any amendments or corrections that may be
subsequently issued. When such amendments are issued the TMI is appended with an alpha suffix (e.g.
“123A”). Since NAT track messages are often manually entered into company flight planning systems,
dispatchers should verify that all waypoints on flight plans comply with the current OTS message.
 The NAT Data Link Mandate (DLM) requires aircraft to be equipped with, and operating,
CPDLC and ADS-C in the NAT region. Currently, the mandate incorporates FL 290 to FL 410
inclusive. For other details, see 1.8 DATA LINK REQUIREMENTS in Chapter 1.
 It is important for dispatchers to understand that transition routes specified in the NAT track
message are as important as the tracks themselves. The transition route systems in North
America – the North American Routes (NARs) and the US East Coast routes are described in
Chapter 3. Dispatchers should comply with any specified transition route requirements in all
regions. Failure to comply may result in rejected flight plans, lengthy delays and operating
penalties such as in-flight re-routes and/or the flight not receiving requested altitudes.
 If (and only if) the flight is planned to operate along the entire length of one of the organized
tracks, from oceanic entry point to oceanic exit point, as detailed in the NAT track message,
should the intended track be defined in Item 15 of the ICAO flight plan using the abbreviation
"NAT" followed by the code letter assigned to the track.
 The planned Mach number and flight level at the commencement point of the track should be
specified at the organised track commencement point.
 Each point at which a change of Mach number or flight level is requested must be specified as
geographical coordinates in latitude and longitude or as a “named” waypoint.

Planning a Random Route
16.6.7 A random route is any route that is not planned to operate along the entire length of the
organised track from oceanic entry point to oceanic exit point. (See Chapter 4 for more information on filing
a random route)
16.6.8 Random routes can be planned anywhere within the NAT HLA but the dispatcher should
sensibly avoid those routes that conflict directly with the OTS. Examples of sensibly planned random routes
include routes that:
 Remain clear of the OTS by at least 1 degree;

 Leave or join outer tracks of the OTS;
 Are above or below the OTS flight level stratum;
 Are planned on track coordinates before/after valid OTS times.
16.6.9 Care should be taken when planning random routes and it would be prudent to plan sufficient
fuel to allow for potential re-routes or non-optimum altitudes. The following examples illustrate particular
issues to consider.
Examples:
 Flights planned to initially operate below the NAT HLA/RVSM flight levels at FL 280 on routes
that pass under the OTS should not plan to climb until 1 degree clear of the OTS.
 Planning to join an outer track is allowable. However, the dispatcher should be aware that the
clearance may not be given due to the adverse impact on track capacity. Leaving an outer track
is seldom a problem as long as at least 1 degree of separation is subsequently maintained from
other tracks.
 Random routes paralleling the OTS 1 or 2 degrees north or south can be as busy as the OTS
itself.
16.6.10 Dispatchers planning NAT flights originating in south Florida or the Caribbean should
consider the effect of traffic from South America operating north eastwards to the USA, when deciding on
flight levels. Although the dispatcher should plan optimum flight levels, adequate fuel should be carried so
that a NAT flight can accept a lower altitude (FL 260 or FL 280) until east of 70˚W.
16.6.11 Any flight planning to leave an OTS track after the oceanic entry point must be treated as a
random route. The track letter must not be used to abbreviate any route segment description.
16.6.12 Flights operated against the peak traffic flows should plan to avoid the opposite direction OTS.
Even if operating outside of the validity periods of the OTS some restrictions on routings may apply. These
can affect Eastbound traffic crossing 30°W at 1030 UTC or later; and Westbound traffic crossing 30°W at
2400 UTC and later (See Chapter 4). If in any doubt it would be prudent to co-ordinate any such routes directly
with appropriate OACCs.
Flight Levels
16.6.13 Flight dispatchers should be aware of the North Atlantic FLAS. This is subject to change and
the current FLAS is published in the UK and Canadian AIPs and shown in Attachment 5.
16.6.14 Chapter 2 and Chapter 4 contain details on RVSM flight level guidance. Dispatchers should
be aware that some “opposite direction” levels, which may be flight planned for the NAT segment of a flight,
may not be similarly allowed in adjacent domestic areas. Guidance for RVSM flight procedures in the NAT
HLA can be found in Chapter 9.

16.6.15 RVSM allows more flight levels for planning and therefore provides better opportunity to fly
closer to an optimum route/profile. It is acceptable to plan and/or request climbs within the OTS but because
of traffic volumes and the difference in aircraft performance it is wise to plan conservatively. Climbs on
random routes that are totally north or south of the track system are more readily approved. Flight crews should
be encouraged to request a climb as aircraft decreasing weight permits.
Communications
16.6.16 Operations in the NAT outside VHF coverage require the carriage of two long range
communication systems, one of which must be HF. SATVOICE and CPDLC (appropriate to route of flight)
may satisfy the requirement of the second-long range communication system.
16.6.17 Many operators now use ADS-C (Automatic Dependent Surveillance Contract) and CPDLC
(Controller Pilot Data Link Communications) for oceanic position reporting and clearance updating. These
features improve position reporting speed and accuracy. They also reduce the chance of errors. If the aircraft
is equipped with FANS-1 or FANS-A it should be utilised during the NAT segment of the flight and the
appropriate descriptor should be inserted into the filed flight plan.
16.6.18 SATVOICE can be used as a supplement to HF communications throughout the NAT region
(see Chapter 6). If the aircraft is SATVOICE equipped, the SATVOICE numbers (both radio stations and
ATC) for the areas that the aircraft is planning to fly through, should be made available for the flight crew.
MEL Compliance
16.6.19 Dispatchers planning flights within the NAT HLA must ensure that the allocated aircraft has
the minimum required navigation, communications and altitude alerting/reporting equipment on board. Flight
procedures for minimum equipment and standards can be found in Chapter 8 and Chapter 11 of this Manual.
Particular attention must be paid to MEL Items that may affect the aircraft. Be aware that the company MEL
or Operations Specifications may be more restrictive than general NAT HLA requirements.
16.6.20 Even though a flight that suffers a failure of a system (or component) once enroute, is not
directly mandated to abide by MEL restrictions, it is important that any failures that will affect either NAT
HLA or RVSM operations be promptly advised to, and closely coordinated with, the appropriate ATS facility.
16.6.21 An aircraft MEL (navigation, communications or altitude alerting/reporting system) may

prohibit operating in the NAT HLA. Dispatchers may need to modify the flight plan and intended route of
flight. Enroute failures can also affect what ATC will accept regardless of what was flight planned or filed.
This situation could occur before departure or once enroute but before entering the NAT HLA. Options that
should be considered by the dispatcher are:
 operate above or below the NAT HLA;

 fly on special routes developed for aircraft equipped with limited LRNS equipment – see
Chapter 1, Chapter 3, and Chapter 12.
ETOPS/EDTO
16.6.22 A large portion of NAT crossings are ETOPS operations. ETOPS rules require that one or
more suitable enroute alternate airports are named prior to dispatch and then monitored while aircraft are
enroute. Enroute alternate airports in the NAT region are limited to those in the Azores, Bermuda, Greenland
and Iceland. In determining ETOPS alternate minima, the dispatcher must consider weather conditions, airport
conditions (in addition to simple runway lengths), navigation approach aids, and the availability of ATS and
ARFF facilities.
The term EDTO (Extended Diversion Time Operations) is now used throughout Annex 6 Part I. Here
it states that EDTO provisions for aeroplanes with two turbine engines do not differ from the previous

provisions for extended range operations by aeroplanes with two turbine engines (ETOPS). Therefore,
EDTO may be referred to as ETOPS in some documents.
16.6.23 Recent changes have begun to attach additional conditions to 3-4 engine aircraft long range
operations. In situations requiring the aircraft to operate long distances from adequate enroute airports, more
stringent planning conditions may apply. Guidance can be obtained from appropriate government and industry
websites.
Collaborative Decision Making (CDM) Tools
16.6.24 It would not be practical to list all available CDM tools and available websites here. Refer to
the bibliography at the end of this manual for a more complete list. The following are some of the most
important sites for managing the daily operation of flights.
 Nav Canada TDA (Traffic Density Analyser) Website

This tool was designed to introduce Collaborative Decision Making during the NAT OTS design
phase. The OTS are posted in advance of formal publication so the user community can comment
on whether or not they agree with the proposed OTS. A USER ID and password can be obtained
from NAV CANADA. Track loading information is available and it is possible to view all filed
flight plans on the OTS and random routes.
 EUROCONTROL Website – Network Manager function
This website contains a wealth of tactical information regarding restrictions, delays, weather
problems, military activity, CDRs, preferred routing schemes and transition routes.
https://www.eurocontrol.int/network-operations
There is a free text editor that will validate ICAO flight plan before filing and advise if the flight
plan is acceptable for routes, altitudes and transitions. If the flight plan would be rejected, this
editor will describe what is wrong, allowing the dispatcher to repair it before filing the ICAO flight
plan.
 FAA Websites
These websites contain complete FAR section, Airport information, airport capacity (real time)
advisories with airport delays and status, NOTAMS, weather Information, RVSM and statistical
data. They include www.faa.gov and https://nasstatus.faa.gov.
Flight Monitoring
16.6.25 Oceanic clearances will be discontinued in the NAT Region. This is expected to take place in
March 2024. Refer to Chapter 5 for details.The flight crew can obtain oceanic clearances by GP, VHF, HF,
DCPC, or data link. Chapter 5 in this manual can be referenced for complete oceanic clearance requirements.
Be aware that for some airports located close to oceanic boundaries oceanic clearances may be obtained before
departure. Indeed on the east side of the NAT this will apply to departures from all Irish airfields, all UK
airfields west of 2 degrees 30 minutes West and all French Airfields west of 0 degrees longitude. Flights
leaving airports in Iceland, Faeroes, or Greenland will receive oceanic clearances prior to departure.
16.6.2616.6.25 It is important for dispatchers to verify the contents of any the oceanic re-clearances and check
it against the filed route. If the flight has received a re-route or a different altitude the Dispatcher may provide
the flight with re-analysis data for fuel consumption along the revised route.
Transponder
16.6.2716.6.26 All aircraft operating as IFR flights in the NAT region shall be equipped with a pressure-
altitude reporting SSR transponder (see Chapter 10).

Re-Routes
16.6.28 When traffic exceeds track capacity, ATS providers may not be able to accommodate a flight’s
filed altitude or routing. A different flight level on the planned route will be offered as the first option. If this
is not possible, ATC will offer an alternative route. On an eastbound flight the flight crew should anticipate a
preferred route within the domestic route structure appropriate to the oceanic exit point of the re-route. For
westbound flights into Canada, ATC will normally attempt to route the flight back to its original route unless
the flight crew requests a new domestic routing.
En route Contingencies
16.6.2916.6.27 Dispatchers must also be aware of special procedures for In-Flight Contingencies as published
in Chapter 13 of this manual. They include procedures for use in the event that the aircraft is unable to maintain
assigned altitude for weather, turbulence, aircraft performance or maintenance problems or loss of
pressurization. The general concept of the in-flight contingency procedures is to parallel offset from the
assigned track by 5 NM and descend below FL 290; or once on the 5 NM parallel offset, establish a 150 m
(500 ft) vertical offset (or 300 m (1000 ft) vertical offset if above FL 410) from those flight levels normally
used, and proceed as required by the operational situation.
16.6.3016.6.28 Procedures for loss of communications and HF failure are contained in Chapter 6.
Dispatcher/pilot considerations for en-route diversions
16.6.3116.6.29 Pilots and dispatchers should collaborate, when able, regarding where the flight diverts based
on the nature of the en-route contingency and the viability of the otherwise adequate airports available to assure
the airport is actually suitable for the diversion.
Dispatcher guidance for NAT RVSM operations.
References
16.6.3216.6.30 The FAA Advisory Circular AC91-85() was developed by ICAO sponsored international
working groups, to provide guidance on airworthiness and operations programmes for RVSM. ICAO has
recommended that State CAA's use of AC91-85() or an equivalent State document for approval of aircraft and
operators to conduct RVSM operations. Appendices 4 and 5 of AC91-85() contain practices and procedures
for flight crews and dispatchers involved in RVSM operations. This particular dispatcher guidance, available
at
https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentI
D/1035328 was developed using those appendices as the reference.
Flight Planning
NAT RVSM Airspace

This is defined as any airspace between FL 290 - FL 410 inclusive where 1,000 ft vertical separation
is applied.
Limits of Operational Authorisation

At the flight planning stage, the dispatcher is responsible for selecting and filing a route that is
consistent with the carrier’s operational authorisation (e.g. Operations Specifications), taking
account of all route, aircraft and weather considerations, flight crew constraints and other
limitations.

MEL
When planning and filing to fly within NAT RVSM airspace, the dispatcher must ensure that the
route meets the requirements of the paragraph above and that the aircraft also meets certain MEL
provisions.
Maintenance Flights
NAT ATS providers have established a policy to enable an aircraft that is temporarily non-RVSM
compliant to fly in NAT RVSM airspace for the purpose of positioning the aircraft at a maintenance
facility (see Chapter 1). This policy may vary and requires prior co-ordination with appropriate
ATC centres so that 2,000 ft separation can be applied between the non-compliant aircraft and other
aircraft. These requests must be co-ordinated with the initial OACC. The dispatcher must be aware
of the policy for such operations, as published in NOTAMS, AIPs and other appropriate documents.
States of Registry also vary in their policies on Maintenance Ferry Flights. Dispatchers should
ensure that they fully understand any additional restrictions or limitations that may be imposed by
their State of Registry.
Delivery and Humanitarian Flights

ATS providers allow limited operations by aircraft not approved for RVSM but which are engaged
on delivery or humanitarian flights. For such flights, the dispatcher must also comply with the
policies published in State AIPs, NOTAMS and other appropriate documents. Co-ordinate directly
with appropriate ATC facilities and the aircraft’s State of Registry.
En Route Equipage Failures
Prior to entering NAT RVSM airspace

The following equipment is required to be operational:
i) two independent primary altimetry systems;
ii) one automatic altitude control system; and
iii) one altitude alerting device.
If any required equipment fails prior to entering NAT RVSM airspace, the pilot-in-command will
notify ATCS and obtain an amended new oceanic clearance to fly above or below NAT RVSM
airspace. The flight crew should accept the new clearance contingent upon review by the
dispatcher. Dispatcher actions are based on the options, identified as OPTION 1 to OPTION 3,
outlined later in this chapter.
After entering NAT RVSM airspace.

The appropriate State RVSM guidance material provides for flight crew and controller actions if
RVSM required aircraft equipment fails after entry into NAT RVSM airspace, or the aircraft
encounters turbulence that affects the aircraft’s ability to maintain its level. Should any required
RVSM equipment fail, or turbulence greater than moderate be encountered, then the pilot-in-
command is expected to notify ATS of the intended course of action.
Pilot-in-command options are to:

(1) continue with the original clearance if ATC can apply another form of aircraft separation
(i.e. lateral, longitudinal or 2,000 ft vertical separation); or
(2) request ATC clearance to climb above or descend below NAT RVSM airspace if ATC
cannot provide adequate separation from other traffic; or
(3) execute contingency procedures to offset from track and flight level if ATC cannot provide
adequate separation from other aircraft.

Dispatcher Actions
OPTION (1) – if the pilot-in-command elects for Option (1) then no Dispatcher’s action is required.
OPTION (2) – if the pilot-in-command elects to follow Option (2) then the pilot-in-command
should contact the dispatcher who will evaluate the clearance with due consideration for the effect
on fuel consumption, time enroute, any MEL/CDL issues and/or other operational factors. The
dispatcher shall make a recommendation to the pilot-in command on whether to continue on to the
destination, or the dispatcher will amend the release to allow the aircraft to proceed to an
intermediate airport or return back to the departure airport. The flight crew will then either confirm
the new clearance with ATC or request a new clearance to another airport. The final decision rests
with the pilot-in command.
OPTION (3) – if the pilot-in-command elects to follow Option (3), then when time permits, the
pilot-in command will advise the dispatcher of any offset made from track or/and flight level. No
action by the dispatcher is required since the effect on performance should be minimal.
Checklist for Aircraft Dispatch into NAT RVSM Airspace.

The dispatcher must:
i) Determine the minimum and maximum flight levels plus the horizontal boundaries of
NAT RVSM airspace;
ii) Verify that the airframe is RVSM approved;
iii) Determine if any operating restrictions (e.g. speed or altitude limitations) apply to the
aircraft for RVSM operation;
iv) Check the MEL for system requirements related to RVSM;
v) Check Item 10 (Equipment) of the ICAO ATS flight plan to ensure that it correctly
reflects RVSM approval status. For North Atlantic operation, insertion of letter “W”
indicates that the operator and aircraft are RVSM approved;
vi) Review reported and forecast weather enroute, with specific emphasis on conditions
such as turbulence, which may affect an aircraft’s ability to maintain its level; and
vii) Determine if TCAS/ACAS is operational.
Flight of non-RVSM compliant aircraft
The dispatcher must comply with any ATS requirements regarding flight of non-RVSM compliant
aircraft for maintenance, aircraft delivery or humanitarian flights (See Chapter 1).

CHAPTER 17
FLIGHT OPERATIONS BELOW THE NAT HLA
17.1 INTRODUCTION
17.1.1 This guidance is meant to assist international general aviation (IGA) flight crews with flight
planning and operations across the North Atlantic. It is not intended to be a detailed listing of procedures or
air regulations of the various States that provide air traffic service in the North Atlantic (NAT) region, and
does not in any way replace the information contained in various national Aeronautical Information
Publications (AIP's). Flight crews must consult relevant AIPs and Notices to Airmen (NOTAMs) when
planning the flight and prior to departure.
17.2 ENVIRONMENTAL CONSIDERATIONS
Below FL 290
17.2.1 For flights at FL 290 and below, the North Atlantic weather can be far from benign. Extreme
seasonal weather variations and rapidly changing weather conditions including severe icing, severe turbulence,
and heavy precipitation are common, particularly in winter. Changes are often so rapid that they are difficult,
if not impossible, to forecast. These harsh weather conditions, along with the rugged terrain and sparsely
populated areas, make preparation, including route and emergency situation planning, important components
for a successful flight. Attachment 7 provides further details of the general North Atlantic climate and the
weather conditions and associated operational issues in particular areas.
17.3 NORTH ATLANTIC FLIGHT OPERATIONS
17.3.1 Most of the airspace in oceanic FIRs/OCACTAs is high seas airspace within which the Rules
of the Air (ICAO Annex 2) apply without exception. The majority of the airspace is also controlled airspace,
and instrument flight rules (IFR) apply when above FL 055.
17.3.2 This controlled airspace includes:
1. New York Oceanic East, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic,
Reykjavik Oceanic, GOTA and NOTA, and Bodø;
2. Bodø Oceanic above FL 195 and when operating more than 100 NM seaward from the
shoreline;
3. Nuuk FIR when operating above FL 195:
4. Faroes Islands above 7500 ft;
5. Jan Mayen 2000 ft above ground level.
17.3.3 Canada, Denmark and Iceland require that the flight crew and aircraft be IFR rated for trans-
oceanic flight, regardless of the altitude to be flown. It is highly unlikely that the flight will remain VMC when
transiting the Atlantic.
17.4 REQUIREMENTS
17.4.1 Regulatory requirements are established by all States providing Air Traffic Services in the
NAT. It is the responsibility of all operators to comply with these requirements and any others that may be
separately imposed by the State of Registry of the aircraft or the State of the operator. Most eastbound trans-
Atlantic flights by light aircraft commence their oceanic crossing from Canada. Transport Canada Aviation
Flight Operations below the NAT HLA
Regulations (CARs) detail requirements for all flights beginning their trans-Atlantic crossing from Canada.
Flights entering the NAT from any ANSP must review requirements as listed in each State AIP.
17.5 OPERATIONAL CONSIDERATIONS
Sparsely Settled Areas
17.5.1 The potential dangers associated with operating in sparsely settled areas should not be
underestimated. The fact is that in sparely settled areas, aircraft operations require special considerations. In
this area radio aids to navigation, weather information, fuel supplies, aircraft servicing facilities,
accommodations and food are usually limited and often non-existent.
17.5.2 In addition to the regulations concerning flight crew qualifications and experience, it is
recommended that the flight crew have:
a) flight experience with significant cross country, night and actual instrument time;
b) experience in using the same navigational equipment that will be used to cross the Atlantic; and
c) experience in the same type of aircraft that will be used to cross the Atlantic.
Icing Conditions
17.5.3 Freezing levels at or near the surface can be expected at any time of year over the NAT region.
The dangers of airframe and/or engine icing must always be taken into account, so flight crews/planners should
be prepared to wait for favourable conditions. If the flight is to be conducted when there is a threat of icing,
keep clear of clouds, unless the aircraft is certified for operations in icing conditions. Remember, as a general
rule, the freezing level should be 3,000 feet AGL or higher to allow for ridding the aircraft of ice, if it becomes
necessary.
17.6 FLIGHT PLANNING
17.6.1 It is rare to be able to conduct a flight across the Atlantic and remain in visual meteorological
conditions (VMC) for the entire flight. VFR flight in this airspace deprives the flight crew of the flexibility of
using the altitudes above FL 055. The higher altitudes may enable a smoother flight, free of precipitation,
icing or turbulence
17.6.2 IFR Flights (i.e. those operating in the NAT region at FL 060 or above), or VFR Flights
intending to cross an international border, need to file an ICAO flight plan. Detailed instructions for
completion of the ICAO flight plan are found in the PANS-ATM (Doc 4444), Appendix 2; and in State AIPs.
Chapter 4 also provides necessary guidance, with particular emphasis on NAT flight requirements.
17.6.3 Generally all eastbound or westbound aircraft in the NAT region must flight plan so that
specified tens of degrees of longitude (60°W, 50°W, 40°W, 30°W, etc.) as applicable, are crossed at whole or
half degrees of latitude. Generally northbound or southbound aircraft must flight plan so that specified
parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N, 50°N, etc.) are crossed at whole degrees
of longitude. More detailed information can be found in NAT provider State AIPs.
17.6.4 Plan the flight using current aeronautical charts, the latest edition of pertinent flight
supplements, and NOTAMs, both domestic and international.
Flight crews should familiarize themselves with the nature of the terrain over which the flight is to be
conducted. If unfamiliar with the area, the flight crew should consult the aviation authority officials
at appropriate local aviation field offices before departure. Such officials, as well as flight crews and
operators, can provide a great deal of useful advice, especially on the ever-changing supply situation,
the location and condition of possible emergency landing strips, potential hazards, and enroute
weather conditions. Pre-flight planning must ensure the availability of fuel, food, and services that
may be required at intermediate stops and at destination.
17.6.5 Planning a trans-Atlantic flight for the summertime will allow the flight crew/operator to take
advantage of the most favourable conditions. Not only are the ground (and water) temperatures less menacing,
but also the amount of available daylight is considerably greater.
17.6.6 Depth perception is poor at night. North of 60°N Latitude, which includes the most common
trans-Atlantic routes flown by general aviation aircraft, there are only about 4 hours of daylight during
December. To this is added an additional complication: VFR flights at night are prohibited in Greenland.
Given also the increased possibility of storms during the winter it is earnestly recommended that flight crews
plan to make trans-Atlantic flights preferably during the summer months.
17.7 PHYSIOLOGICAL FACTORS
17.7.1 Crossing the North Atlantic in a general aviation aircraft is a long and physically demanding
task. Provisions must be made to eat, drink, and take care of all necessary bodily functions.
17.8 CLEARANCES
17.8.1 All flights enteringplanned at or above FL 055 in OCAsoceanic CTAs (outside of southern
Greenland) are required to haveobtain an IFR clearance prior to entering the NAT. When transitioning from
uncontrolled airspace into controlled airspace, an IFR clearance must be obtained before entering controlled
airspace.
The airspace over Greenland above FL 195 is controlled by Gander OACC south of 63°30'N and
Reykjavik OACC north of 63°30'N.
17.8.2 When operating on an IFR clearance, any change of altitude requires re-clearance from ATC.
Clearances for VMC climb or descent will not be granted. Changes in true airspeed must be coordinated.
Review specific AIPs for details. Weather deviations of a mileage that exceeds the limits outlined in the
Strategic Lateral Offset Procedure (SLOP) i.e. 2 NM right of track, requires a re-clearance from ATC. If a
flight crew cannot obtain a clearance in a timely manner and needs to execute pilot-in-command authority for
safety of flight, they shall so inform ATC of the maneuver as soon as practicable.
17.8.3 Obtaining a Clearance
17.8.417.8.3 Flight crews are required to obtain a clearance from the ATS unit responsible for their area of
operation prior to entering controlled airspace and to follow the procedures specified in appropriate AIPs.
Where possible, clearance to enter controlled airspace should be obtained prior to take-off, as communication
problems are often encountered at low altitudes.
Canada –
Oceanic clearances for eastbound IGA NAT flights, departing from many of the airports in Eastern Canada,
are obtained from the control tower or the flight service station at the aerodrome of departure prior to
departure. Eastbound IGA NAT over-flights may obtain their oceanic clearance directly from Gander ACC,
Moncton ACC, Montreal ACC, through a flight service station, or from Gander Clearance Delivery.
United Kingdom/Ireland –
At some airports situated close to oceanic boundaries, the oceanic clearance can be obtained before departure
e.g. Prestwick, Shannon, Glasgow, Dublin. Westbound aircraft operating within the UK FIR should request
oceanic clearance from Shanwick Oceanic on VHF at least 30 minutes before point of entry. Aircraft unable
to get clearance on VHF should request clearance on NARTEL HF (North Atlantic Enroute HF RTL
Network). Aircraft unable to contact Shanwick, as detailed above, should request the ATC authority for the
airspace in which they are operating to relay their request for oceanic clearance to Shanwick. Flights planned
to enter the Reykjavik OCA from the Scottish FIR east of 10°W, should request oceanic clearance from
Reykjavik via Iceland Radio or data link.
United States –
Prior to entering oceanic airspace you must receive a specific oceanic clearance, detailing the oceanic entry
point, route, landfall (or oceanic exit point), and airways to destination. The routing portion of the oceanic
clearance shall be considered to be the routing received in the clearance at the originating aerodrome prior to
takeoff. The final altitude, and if required, speed assignment, shall be the last assigned clearance issued by
ATC prior to progressing the Oceanic entry fix. If you do not receive an oceanic clearance approaching the
oceanic entry fix, REQUEST ONE.
Norway –
Flights planning to enter Bodo Oceanic should request oceanic clearance from Bodo on VHF or via data link.
Flights planning to enter Reykjavik Oceanic at or south of 63N000W (ISVIG), should request oceanic
clearance from Iceland Radio or via data link.
Portugal –
Flights departing from Azores Islands will receive the oceanic clearance in a three-step process. The
appropriate Tower must be informed of the intended flight level for oceanic crossing and will issue an initial
flight level clearance. After departure, Santa Maria Radar will assure the climb to the approved final level. The
pilot will only receive the oceanic route and speed clearance later on, usually through Santa Maria Radio on
HF.
Departing aerodromes within the NAT Region –
Flights departing aerodromes within the NAT region should request oceanic clearance from the tower/AFIS
serving the aerodrome before departure.
17.9 NAVIGATION
17.9.1 Navigation in the North Atlantic, or in any oceanic area for that matter, is considerably more
difficult than over land. There are no landmarks, and short range navigational aids (VOR/NDB) are few and
far between. Aircraft must be equipped with some type of Long Range Navigation (LRNS) equipment. (See
applicable AIPs and ICAO Annexes for details.)
17.10 ROUTE CONCERNS
17.10.1 There are a few VOR/NDB routes in the North Atlantic. These routes are sometimes known
as "Blue Spruce" routes and are depicted on navigation charts from Jeppesen and other sources. Details are
also included in this Manual in Chapter 12 and in relevant national AIPs. Other than on the Blue Spruce routes,
there is little NAVAID coverage at the low altitudes in the NAT.
17.11 COMMUNICATIONS
17.11.1 The following text highlights a number of issues particular to air-ground ATS communications
in the NAT region. Further referral should be made to Chapter 6.
17.11.2 As mentioned earlier, VHF radio coverage is very limited in the NAT. Charts in section 10.5
depict theoretical VHF coverage in the NAT HLA. Refer to State AIPs for detailed surveillance and

communication coverage including coverage in the low level airspace. Radio equipment should be tested prior
to departure. For VHF equipment this is best done by calling the tower or ACC on the proper frequency for a
ground radio check. HF equipment can be tested by calling the nearest Aeronautical Radio or Flight Service
Station for a ground radio check. If contact cannot be made on the initial test frequency, try others. If no
contact is made, have the equipment checked. Do not leave the ground until everything is working
satisfactorily.
17.11.3 Flight crews should be aware that on most occasions when they communicate with Oceanic
Air Traffic Control Centres on HF and, on some occasions VHF, they do not talk directly to controllers. Radio
Communicator staff, i.e., Aeronautical Radio Inc. (ARINC) or an international flight service station (IFSS),
relay messages between aircraft and ATC. Such units are not always co-located with an ACC. For example,
Shanwick Radio is in the Republic of Ireland while Shanwick Control is based at Prestwick, Scotland. Also,
it is important to note that controller workload associated with low level IGA flights is usually high, so some
delays can be expected for responses to requests for a change of flight level, route, etc.
17.11.4 Remember, flights above FL 055 must be operated under IFR procedures and therefore a
continuous air-ground communication watch on appropriate frequency must be maintained.
17.11.5 An HF SELCAL device will ease the strain of a continuous air-ground communication watch
on the designated HF R/T Frequency. Ensure that the SELCAL code selected in the aircraft is valid for the
NAT region (see Chapter 6). Also ensure that the Code is included in Item 18 of the filed ICAO flight plan.
17.11.6 Aeronautical Mobile Satellite (Route) Service (AMS(R)S), more commonly referred to as
SATVOICE, may be used for any routine, non-routine or emergency ATS air/ground communications
throughout the NAT region. Remember to carry the SATVOICECOM numbers for the areas (both ATC and
radio) you are flying through. Requirements and procedures for use are detailed in Chapter 6.
17.11.7 A continuous air-ground communication listening watch should be maintained on the 121.500
MHz emergency frequency unless communications on another frequency prevents it. 121.500 MHz is not
authorized for routine use.
Communications failures
17.11.8 Procedures to follow in the event of radio communications failures in the NAT region are not
those which are used in domestic airspaces. Chapter 6 and relevant national AIPs provide detail of the
procedures to follow here.
17.11.9 Although HF coverage exists throughout the NAT, there are a few associated problems.
Depending on atmospheric conditions, it can be relatively noisy with the signal fading in and out. Sometimes
several attempts are required to successfully transmit or receive a single message. Additionally, sunspot
activity can completely disrupt HF communications for considerable periods of time, varying from a few
minutes to several hours. Notices are published whenever disruptive sunspot activity is expected. It may be
possible to relay VHF or UHF communications through other aircraft operating in the NAT. 123.450 MHz
should be used for air-to-air communications. Do not plan to use other aircraft as primary means of
communication. There is no guarantee there will be another aircraft within range when needed. Consider this
an emergency procedure and plan accordingly.
17.12 SURVEILLANCE
17.12.1 Radar and/or ADS-B coverage in the NAT region is limited. All aircraft operating as IFR
flights in the NAT region shall be equipped with a pressure-altitude reporting SSR transponder. Some radar
sites that do cover portions of the NAT are secondary radar equipped only. In any emergency situation (lost,
out of fuel, engine failure, etc.) your chances of survival are vastly increased if you are radar or ADS-B
identified and SAR services can be vectored to your position. NAT ATS Surveillance is discussed in Chapter
10 and coverage charts are shown in section 10.5 and in individual national AIPs.

17.13 SEARCH & RESCUE (SAR)
17.13.1 SAR alert procedures are initiated when:
a) no communication has been received from an aircraft within a period of thirty minutes after
the time a communication should have been received, or from the time an unsuccessful attempt
to establish communication with such aircraft was first made, whichever is the earlier, or when,
b) an aircraft fails to arrive within thirty minutes of the estimated time of arrival last notified to
or estimated by air traffic services units, whichever is the later except when,
c) no doubt exists as to the safety of the aircraft and its occupants.
17.13.2 Flight crews should request advisories or assistance at the earliest indication that something
may be wrong. Most search and rescue facilities and international air carriers monitor VHF frequency 121.500
MHz continuously. SAR aircraft are generally equipped with homing devices sensitive to VHF 121.500 MHz.
If unable to reach any facility, flight crews should attempt contact with other aircraft on the NAT air-to-air
frequency 123.450 MHz or distress frequency 121.500 MHz. Most international carriers are also able to
receive Emergency Locator Transmitter (ELTs) transmissions. In the event that manual activation of your
ELT is possible, the ELT should be activated and left on continuously. The 406.000 MHz beacon provides a
more accurate position and identification data, improving SAR response efficiency.
17.13.3 With excellent satellite coverage of the region, SAR services can ordinarily determine the
general location of an aircraft in distress, provided that the ELT functions. Search and recovery may be
conducted by various craft. Helicopters operate out to a maximum of 300 NM from base without air-to-air re-
fueling and the latter is a very scarce enhancement. Long range SAR aircraft can localize an ELT, but their
time on task in the area, on low level visual search, should that be necessary, is only in the order of 2 to 3
hours. A 24 hour search would require 8 aircraft and a visual search for a single seat life raft, even with a
comparatively good datum, is a needle-in-a-haystack problem. Oceanic Air Traffic Control Centres will
contact rescue coordination centres with all available details. SAR coordination centres may request other
aircraft assistance while also utilizing surface craft in the area. This would often include ships or boats. The
further section below on aircraft ditching provides more insights.
Hypothermia
17.13.4 Hypothermia is the most significant danger to the survivors of any ditching or
forced/precautionary landing in the NAT region. The causes, symptoms and preventative measures are
covered in detail in Attachment 7.
17.14 IN-FLIGHT CONTINGENCIES
17.14.1 Do not deviate from your current flight plan unless you have requested and obtained approval
from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates
immediate action. After such emergency authority is exercised, the appropriate air traffic services unit must be
notified of the action taken and that the action has been taken under emergency authority.
17.14.2 Make all position reports, as required, and report any problems to Air Traffic Control agencies
as soon as possible. It is also good policy to report fuel remaining in hours and minutes when passing position
or other relevant flight information.
17.14.3 If you encounter difficulty, report immediately on the appropriate VHF/HF frequency or on
VHF 121.500 MHz, VHF 123.450 MHz, SATVOICE or any other communication device you may have. Don't
delay in making this call, as it could take SAR forces up to four hours to reach your position.

17.14.4 Remember that commercial airline traffic over the North Atlantic is heavy. Do not hesitate to
enlist the assistance of these aircraft in relaying a position report or discussing a problem. The VHF frequency
123.450 MHz is for exclusive use as an air-to-air communications channel. The bulk of this commercial traffic
uses the Organised Track Structure (Chapter 2). During daylight hours a Westbound OTS is in effect and at
night an Eastbound structure is used. The location/coordinates of these structures changes each day.
Knowledge of the location of the OTS structure which is active during your flight may provide re-assurance
of the proximity of such assistance. The moral support alone may be enough to settle nerves and return the
thought processes to normal.
17.14.5 The weather at your destination should be well above IFR minimums and forecast to remain
so or improve. After 10 to 14 hours at altitude, your ability to handle marginal weather conditions may be in
serious doubt. Therefore, your personal weather minimums should be well above the published minimums.
Alternate airports should be chosen with the same care.

143 NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL — ATTACHMENT 1 143
ATTACHMENT 1
SAMPLE OF ERROR INVESTIGATION FORM
(Name and address of reporting agency):
Please complete Parts 2 and 3 (and Part 4 if applicable) of this investigation form. A copy, together
with copies of all relevant flight documentation (fuel flight plan, ATC flight plan and ATC clearance)
should then be returned to the above address and also to: the North Atlantic Central Monitoring
Agency, -c/o National Air Traffic Services - Room G41 - Scottish & Oceanic Area Control Centre,
Sherwood Road,- Prestwick, Ayrshire - KA9 2NR
Part 1 – General Information
Operator's name
Aircraft identification
Date/time of observed
deviation
Position
(latitude and longitude)
Observed by (ATC unit)
Aircraft flight level
Part 2 – Details of Aircraft and Navigation Equipment Fit
Number Type INS GNSS IRS/FMS OTHER

(please specify)
Single
Dual
Triple
Model No
Navigation system
Programme No
State which system
coupled to autopilot
Aircraft Registration
and Model/Series
Sample of Error Investigation Form

Part 3 – Detailed description of incident
Please give your assessment of the actual track flown by the aircraft and the cause of the deviation (continue
on a separate sheet if required)
Part 4 – Only to be completed in the event of Partial or Full Navigation failure
Indicate the number

of equipment units
which failed INS GNSS IRS/FMS OTHER
Circle estimated
longitude at which 60W 55W 50W 45W 40W 35W 30W 25W 20W 15W 10W 5W 0E/W
equipment failed
Give an estimate of Time of failure :

the duration of the
equipment failure Time of exit from NAT HLA:
Duration of failure in NAT
At what time did HLA :

you advise ATC of
the failure
Thank you for your co-operation
Sample of Error Investigation Form

ATTACHMENT 2
ALTITUDE DEVIATION REPORT FORM
MESSAGE FORMAT FOR A REPORT TO THE CENTRAL MONITORING AGENCY OF AN

ALTITUDE DEVIATION OF 300 FT OR MORE, INCLUDING THOSE DUE TO ACAS/TCAS
ADVISORIES, TURBULENCE AND CONTINGENCY EVENTS
1. REPORT OF AN ALTITUDE DEVIATION OF 300 FT OR MORE
2. REPORTING AGENCY
3. DATE AND TIME
4. LOCATION OF DEVIATION
5. RANDOM / OTS1
6. FLIGHT IDENTIFICATION AND TYPE
7. FLIGHT LEVEL ASSIGNED
8. OBSERVED / REPORTED1 FINAL FLIGHT LEVEL2 MODE “C” / PILOT REPORT 1
9. DURATION AT FLIGHT LEVEL
10. CAUSE OF DEVIATION
11. OTHER TRAFFIC
12. CREW COMMENTS WHEN NOTIFIED
13. REMARKS3
1. State one of the two choices.
2. In the case of turbulence, state extent of deviation from cleared flight level.
3. In the event of contingency action, indicate whether prior clearance was given and if contingency
procedures were followed
When complete send this form to:
North Atlantic Central Monitoring

Agency c/o National Air Traffic
Services
Room G41
Scottish & Oceanic Area Control Centre,
Sherwood Road,
Prestwick, Ayrshire - KA9 2NR
[email protected]
Altitude Deviation Report Form

ATTACHMENT 3
WAKE TURBULENCE REPORT FORM
For use by pilots involved in Wake Vortex incidents which have occurred in the NAT HLA.
This information is requested by the North Atlantic Central Monitoring Agency and will be forwarded for
inclusion in the UK National Air Traffic Services Limited Wake Vortex database.
SECTION A
DATE OF OCCURRENCE TIME (UTC) OPERATOR FLIGHT NUMBER
*DAY/NIGHT
AIRCRAFT TYPE & SERIES REGISTRATION AIRCRAFT WEIGHT (KG)
ORIGIN & DESTINATION POSITION IN CLEARED TRACK CO-ORDINATES

LAT & LONG
FLIGHT LEVEL SPEED/MACH FLIGHT PHASE: WERE YOU

NBR. TURNING?
*CRUISE/CLIMB/DESCENT
*YES/NO
DID YOU APPLY A SIZE OF TRACK OFFSET? WAS ATC INFORMED?
TRACK OFFSET?
*YES/NO Nautical Miles *YES/NO
MET ACTUAL WEATHER DEGREE OF TURBULENCE
CONDITIONS IMC WIND

VISIBILITY *LIGHT/MODERATE/SEVERE
CLOUD
VMC TEMPERATURE
/
OTHER SIGNIFICANT WEATHER? km / C
(*Circle the appropriate
reply only) SECTION B

1 What made you suspect Wake Vortex as the cause of the disturbance?
2 Did you experience vertical acceleration? *YES/NO

If YES please describe briefly
3 What was the change in attitude? (please estimate angle)

Pitch º Roll º Yaw º
4 What was the change in height if any? *INCREASE/DECREASE
Page 1 of 2
Wake Turbulence Report Form

5 Was there buffeting? *YES/NO
6 Was there stick shake? *YES/NO
7 Was the Autopilot engaged? *YES/NO
8 Was the Auto throttle engaged? *YES/NO
9 What control action was taken?
Please describe briefly
10 Could you see the aircraft suspected of causing the wake vortex? *YES/NO
11 Did you contact the aircraft suspected of causing the vortex? *YES/NO
12 Was the aircraft suspected of causing the vortex detected by ACAS/TCAS? *YES/NO
If YES to any of questions 10 to 12, what type of aircraft was it?
and where was it relative to your position?
(Estimated separation distance)
Were you aware of the preceding aircraft before the incident?
*YES/NO OTHER INFORMATION
13 Have you any other comments that you think may be useful?
Signed
Name (BLOCK CAPITALS) DATE
(*Circle the appropriate reply only)
When complete send this form to: North Atlantic Central Monitoring Agency
c/o National Air Traffic Services
Room G41
Scottish & Oceanic Area Control Centre,
Sherwood Road,
Prestwick, Ayrshire - KA9 2NR
[email protected]
Page 2 of 2
Wake Turbulence Report Form

ATTACHMENT 4
SAMPLE OCEANIC CHECKLIST KEEP ON ONE PAGE
Note: ICAO North Atlantic Working Groups composed of industry, ATC and state regulators have created this checklist
for reference only. It is not intended to replace an operator’s oceanic checklist. Operators should use an Oceanic
Checklist as part of their Safety Management System. Operators without an oceanic checklist are encouraged to use this
sample and tailor it to their specific needs and approvals. This checklist provides an orderly flow of tasks designed to
assist in reducing oceanic errors. Operators should review Chapter 68 NAT HLA FLIGHT OPERATIONS &
NAVIGATION PROCEDURES.
•
FLIGHT PLANNING
• Communication/Navigation/Surveillance (CNS) Flight Plan
Codes and planning documents
• Plotting/Orientation Chart/EFB/Tablet – plot route OEP to
OXP
• Equal Time Points (ETP) - plot
• EDTO (/ETOPS) – Complete analysis
• Track message (current copy available for all crossings)
• Note nearest tracks on plotting chart/EFB/Tablet
• Weather Analysis – Note enroute temperature and turbulence
forecasts as well as divert airport weather
• Review possible navigation aids for accuracy check prior to
OEP (AS / IF APPLICABLE)
• Review contingency procedures and plans
PREFLIGHT
• Master Clock for all ETAs/ATAs
• Maintenance Log – check for any navigation/
communication/surveillance or RVSM issues
• RVSM Altimeter checks (tolerance)
• Master Flight Plan (check routing, fuel load, times,
groundspeeds)
• Dual Long Range NAV System (LRNS) for remote oceanic
operations
• LRCS (HF, SATVOICECOM) check (including SELCAL
• Confirm Present Position coordinates (best source)
• Master Flight Plan (symbols②, ✓, \, X)
• LRNS programming
• Check currency and software version
• Independently verify waypoint entries
• Check expanded coordinates of all oceanic waypoints
• Check course and distance (± 2˚ and ±2 NM)
• Upload winds, if applicable
• Groundspeed check
TAXI AND PRIOR TO TAKE-OFF
• Groundspeed check
• Present Position check
CLIMB OUT
• Verify ETAs above FL 180
PRIOR TO OCEANIC ENTRY
• If required, obtain oceanic clearance from appropriate
agencysend an RCL message. Verify and crosscheck any
route amendmente-clearance independently. Confirm the
ATC route clearance is properly programmed into LRNS
• Check expanded coordinates of all oceanic waypoints
• Confirm flight level, Mach and route for crossing
• If applicable, request and receive clearance, to comply with
oceanic clearance (e.g., higher FL) from domestic ATC
Note: Altitudes in oceanic clearances are not “when
ready climb” instructions: coordinate with domestic ATC
• Ensure aircraft performance capabilities for maintaining
assigned altitude/assigned Mach
• If clearance is not what was filed – update LRNS, OFP and
plotting/ orientation chart/EFB/Tablet, check course and
distance for new route. Independently crosscheck and
confirm new route
Sample Oceanic Checklist keep on one page

• Navigation Accuracy Check – record as applicable
• Confirm HF check, if not done during pre-flight
• Confirm SATCOM/SATVOICE is operational, as applicable
• Log on to CPDLC and ADS-C 10 to 25 minutes prior,
if equipped
• Verify RNP value
• Altimeter checks – record readings
• Compass heading check – record
AFTER OCEANIC ENTRY
• Squawk 2000 – normally 130 minutes after entry,
if applicablexcept for Reykjavik OCA
• Maintain assigned Mach, or RESUME NORMAL SPEED
if cleared
• VHF radios - set to air-to-air (123.450 MHz) and
guard frequency (121.500 MHz)
• Strategic Lateral Offset Procedures (SLOP) – SOP
fly centreline or up to 2NM to the right of ATC cleared
track (in 0.1 NM increments); left offsets are prohibited not
approved
• Altimeter checks - hourly (AS / IF APPLICABLE)
• Routine monitoring – assign tasks
APPROACHING WAYPOINTS
• Confirm latitude/longitude of next and subsequent points –
expanded coordinates, using scratch pad of FMS if
applicable
OVERHEAD WAYPOINTS
• Confirm aircraft transitions to next waypoint
• Check track and distance against Master Document
• Confirm time to next waypoint
Note: 3-minutes or more change requires ATC
notification (NAT Region & voice reporting only)
• Position report – fuel
10-MINUTES AFTER WAYPOINT PASSAGE
• Record time and latitude/longitude on
plotting/orientation chart – non steering LRNS
- or -
• Use “nav display method” (FMS aircraft only, smallest
scale)
MID POINT
• Midway between waypoints compare winds from
OFP, LRNS and upper millibar wind charts (AS / IF
APPLICABLE)
• Confirm ETA
COAST IN
• Compare ground based NAVAID to
LRNS (AS / IF APPLICABLE)
• Remove SLOP offset prior to oceanic exit point
• Confirm routing beyond oceanic airspace
DESTINATION/BLOCK IN
• Navigation Accuracy Check (AS /
IF APPLICABLE)
• RVSM write-ups

Page intentionally left blank
_______________________

ATTACHMENT 5
NORTH ATLANTIC FLIGHT LEVEL ALLOCATION SCHEME
Flight Level Availability
1. Introduction
Following statistical analysis and discussions NAT FLAS was developed to:
(i) Utilise additional levels, made available by RVSM expansion.
(ii) Standardise the flight level profiles available for eastbound traffic, originating in the New
York East/ Santa Maria OCAsareas, during the eastbound flow, with a view to incorporating
the functionality of ADT links.
(iii) Ensure that economic profiles are available for westbound aircraft routing from Reykjavik
OCACC.
The procedures entail the establishment of a Night Datum Line, south of which is reserved principally for
traffic originating in New York East/ Santa Maria OCAs.
The procedures entail the establishment of a North Datum Line, on or north of which is reserved for late
running westbound traffic from Reykjavik OCA to Gander OCA.
Aircraft operators are advised that the altitude scheme described herein should primarily be used for flight
planning using the flight levels specified in this document, relative to their particular flight(s). However, final
altitude assignments will be assigned tactically by ATC, reference traffic, and that any requested altitude
profile changes will be processed and approved if available.
Procedures
2. General
The westbound OTS tracks are published by Shanwick OAC using FL 310 to FL 390. Gander OAC publishes
the eastbound OTS tracks using FL 310 to FL 400. However, FL 310 will only be used for “New York Tracks”
which are eastbound OTS tracks that originate in the New York OCA East area and are separated from the
main OTS by more than one degree at 030°W.
The activation times of the westbound OTS shall be published as 1130 UTC to 1900 UTC at 30W.
The activation times of the eastbound OTS shall be published as 0100 UTC to 0800 UTC at 30W.
3. Delegated Opposite Direction Levels (ODLs)
Gander OAC will accept FL 310 as a westbound level H24 subject to eastbound CAR/SAM traffic, as described
in “Eastbound Traffic originating in New York/Santa Maria, during the eastbound OTS” shown below.
During the westbound OTS, FL 330 is delegated to Shanwick OAC for westbound traffic.
Night Datum Line, is established with the following coordinates:

45N030W 49N020W SOMAX ATSUR.
North of the Night Datum Line FL 340 and FL 380 are delegated to Gander OAC for eastbound traffic.
North Atlantic Flight Level Allocation Scheme

South of the Night Datum Line FL 340 will not be used for Gander OCA eastbound traffic.
To the south of the Night Datum Line or the eastbound OTS, whichever is further south, FL 340 and FL 380
will not be used for Gander OCA eastbound traffic.
North Datum Line, is established between 0300 UTC and 0700 UTC with the following coordinates:
URTAK 60N050W 62N040W 63N030W
On and north of the North Datum Line FL 380 is delegated to Reykjavik OAC for westbound traffic.
In the event of a high volume of North Random Flights and/or OTS tracks the North Datum Line may be
suspended to accommodate the dominant eastbound flow.

4. Eastbound Traffic originating in New York/Santa Maria, during the eastbound OTS
Eastbound traffic routing, both south of the Night Datum Line, and the main OTS, should flight plan using
FL 310, FL 340, FL 360 or FL 380.
Eastbound traffic remaining south of the Night Datum Line should flight plan using FL 310, FL 340 FL 380
or FL 400.
The flight levels allocated to New York tracks entering Shanwick OCA which cross, or route south of, the
Night Datum Line, may be any combination of FL 310, FL 340, FL 360, FL 380, or as otherwise agreed
between Santa Maria OAC and New York OAC. Additional levels will be allocated to New York tracks if the
core OTS is located in that area.
For this procedure, “New York Tracks” are any eastbound OTS tracks which originate in the New York area
and enter Gander or Shanwick OCAsACC.
OTS Design & Use
For all westbound tracks which landfall at or north of AVUTI, Reykjavik OAC require FL340 to be omitted
from that track to allow profiles for aircraft originating in the Reykjavik OCA.
During the westbound OTS validity times, Shanwick OAC shall not clear westbound aircraft which landfall at
or north of AVUTI at FL340, except random flights that remain clear of the OTS and Gander OCA. Such
flights may be cleared at FL340 without prior coordination with Reykjavik OAC.
The effect of this particular ATS co-ordination restriction on operators is that NAT flights originating
from the Shanwick OCA which landfall at or between AVUTI and AVPUT should not be flight planned
at FL340.
FL320 on eastbound OTS lying south of Shannon Oceanic Transition Area (SOTA) and which exit the
Shanwick OCA at positions OMOKO or south, will be published as not being available as track levels after
0600 UTC at 30W.

Note that Shanwick OAC may tactically release FL320 back to Gander OAC should there be insufficient
demand on the TANGO routes, or that the demand on the eastbound tracks is sufficiently greater.
5. Summary
The availability of RVSM flight levels, between 0100 UTC and 0800 UTC (at 30W), is summarised in the
following diagrams.
Diagram 1 below illustrates the use of the Night Datum line (coloured red) in a situation when there are no
Gander eastbound NAT tracks in the vicinity.
Shanwick
300, 310, 320,
360,400
Gander
NAM/CAR/SAM
340, 380
Gander
290, 330, 350,
370, 390, 410
Shanwick
300, 310*, 320
360, 400
*Subject to E/B
CAR/SAM
45N
CAR/SAM
CAR/SAM
310,340,380
Tracks
310, 340
30W
Diagram 1

Diagram 2 illustrates the situation when there are Gander eastbound NAT tracks in the vicinity.
Shanwick
300, 310, 320,
360,400
Gander
Gander
NAM/CAR/SAM SOMAX ATSUR
290, 330, 340, 380

350, 370, Shanwick
390, 410 340 LEFT OFF 300, 320, 360,400
SOUTH OF DATUM
X FL360
FOR CAR/SAM 320
RELEASED FOR
49/20 EGGX 30W 0600z
Y FL360
Z FL360
Gander
320, 360, 380

45N
45/30
NAR/CAR/SAM
Shanwick
310, 340 NAR/CAR/SAM
360,380
30W
Diagram 2
6. Transition Periods
The time period between one set of OTS expiring and another set commencing is known as the transition
period. The following procedures are in place to accommodate the majority of aircraft:
7. Basic Principles:
All times relate to 30W.
OTS Transition rules apply between 0801 UTC to 1129 UTC and 1901 UTC to 0059 UTC. During these times
flight levels shall be applied in accordance with direction of flight other than as stated below.
8. General principles:
Westbound traffic crossing 30W, 2230 UTC to 0059 UTC, shall remain clear of the incoming OTS and shall
not use delegated ODLs (FL 340 and FL 380). After 2230 UTC, the OTS and ODLs (FL 340 and FL 380) are
released to Gander OAC, who may clear eastbound aircraft, taking cognisance of, and giving priority to,

already cleared westbound aircraft.
Eastbound traffic crossing 30W 1000 UTC to 1129 UTC, shall remain clear of the incoming OTS at FL 350
and shall not use delegated ODL (FL 330). After 1000 UTC, the OTS (at FL 330 and FL 350) and ODL
(FL 330) are released to Shanwick OAC, who may clear westbound aircraft, taking cognisance of, and giving
priority to, already cleared eastbound aircraft.
Eastbound traffic, at FL 370 and FL 390, crossing 30W 1030 UTC to 1129 UTC, shall remain clear of the
incoming OTS. After 1030 UTC, the OTS (at FL 370 and FL 390) are released to Shanwick OAC, who may
clear westbound aircraft, taking cognisance of, and giving priority to, already cleared eastbound aircraft.
At the day-OTS end-time, Westbound aircraft crossing 30W up to 1900 UTC, at ODL (FL 330) or on the OTS,
shall have priority over eastbound aircraft. Eastbound aircraft shall be cleared, taking cognisance of, and giving
priority to, already cleared westbound aircraft.
At the night-OTS end-time, Eastbound aircraft crossing 30W up to 0800 UTC, at ODLs (FL 340, FL 380) or
on the OTS, shall have priority over westbound aircraft. Westbound aircraft shall be cleared, taking cognisance
of, and giving priority to, already cleared eastbound aircraft.
The table below summarises the above:

Level Time (UTC) Direction
FL430 H24 Westbound.
May be Flight Planned as eastbound by non-RVSM aircraft.
FL410 H24 Eastbound.
FL400 0801 – 2229 Westbound.
2230 – 0059 Westbound (avoiding OTS). Eastbound OTS (subject to westbounds).
0100 – 0800 Westbound (avoiding OTS). Eastbound (OTS).
FL390 1901 – 1029 Eastbound.
1030 – 1129 Eastbound (avoiding OTS). Westbound OTS (subject to eastbounds).
1130 – 1900 Eastbound (avoiding OTS). Westbound (OTS).
FL380 0300 – 0700 Westbound (ODL, on and to the North of the North datum line).
0801 – 2229 Westbound.
2230 – 0059 Eastbound (subject to westbounds).
0100 – 0800 Eastbound (OTS and ODL).
FL370 1901 – 1029 Eastbound.
1130 – 1900 Eastbound (avoiding OTS). Westbound (OTS).
FL360 0801 – 2229 Westbound.
2230 – 0059 Westbound (avoiding OTS.) Eastbound OTS (subject to westbounds).
FL350 1901 – 0959 Eastbound.
1130 –2000 Eastbound (avoiding OTS). Westbound (OTS).
FL340 0801 – 2229 Westbound.
2230 – 0059 Eastbound (subject to westbounds). Eastbound OTS (subject to
westbounds).
0100 – 0800 Eastbound (OTS and ODL).
FL330 1901 – 0959 Eastbound.
1000 – 1129 Westbound (subject to eastbounds).
1130 – 1900 Westbound (OTS and ODL).

Level Time (UTC) Direction

FL320 0801 – 2229 Westbound.
2230 – 0059 Westbound (avoiding OTS). Eastbound OTS (subject to westbounds).
FL310 H24 Westbound. (ODL).
FL300 H24 Westbound.
FL290 H24 Eastbound.
_______________________

ATTACHMENT 6
OCEANIC CLEARANCES DELIVERY/FORMAT/CONTENT
OCEANIC CLEARANCE
There are three elements to an oceanic clearance: Route, Level, and Speed (if required). These elements
serve to provide for the three basic elements of separation: lateral, vertical, and longitudinal.
Specific information on how to obtain oceanic clearance from each NAT OACC is published in State AIPs.
Various methods of obtaining oceanic clearances include:
a) use of published VHF clearance delivery frequencies;
b) by HF communications to the OACC through the appropriate radio station (in accordance
with specified timeframes
c) a request via domestic or other ATC agencies;
d) by data link, when arrangements have been made with designated airlines to request and
receive clearances using on-board equipment (ACARS). Detailed procedures for its
operation may vary. Gander, Shanwick, Santa Maria and Reykjavik OACCs provide such
a facility and the relevant operational procedures are published in national AIPs and also
as NAT OPS Bulletins which are available for download from the ICAO EUR/NAT Office
website (see ) New York OACC uses the FANS 1/A CPDLC function to uplink oceanic
clearances to all aircraft utilising CPDLC
Format of Oceanic Clearance messages delivered via voice

Oceanic clearances delivered via voice in the NAT region will normally have the following format:
“OCEANIC CLEARANCE [WITH A <list of ATC info>]. <atc unit> CLEARS <ACID> TO
<clearance limit>, VIA <route>, FROM <entry point> MAINTAIN <level> [<speed>] [.<free text>]”
Fields in [ ] are optional. In particular when the delivered clearance conforms with the “as filed”
or “as requested” clearance (RCL) the Element [WITH A <list of ATC info>] is omitted.
The following <list of ATC info> will advise a difference in the clearance from the filed or requested
details. It will normally be in accordance with the table below:
Condition List of ATC info #

The controller changes, deletes or adds a REROUTE 1
waypoint other than the entry point.
Flight level in the clearance message is not the same as LEVEL CHANGE 2
the flight level in the RCL.
Speed in the clearance message is not the same as the SPEED CHANGE 3
speed in the RCL.
The first waypoint in the clearance message is not the ENTRY POINT CHANGE 4
same as in the RCL.
The controller changes the clearance limit. CLEARANCE LIMIT CHANGE 5
Multiple elements in the “<list of ATC info>” will normally be separated with the word “AND”.
Oceanic Clearances Delivery/Format/Content

Delivery method for Oceanic Clearance messages delivered via voice

In the first contact the Controller/Radio Operator will alert the Pilot to the intention to deliver an oceanic
clearance, so that the Pilot can be prepared to accept and copy the detail. When the clearance to be delivered
(CPL) differs in any way from the filed/requested flight plan (RCL) the controller/radio operator will denote
in this first contact which of the elements have been changed. After the Pilot responds with his/her readiness
to receive the detailed clearance, the controller/radio operator will provide the details of the clearance in the
format described above.
Example exchange
1. Controller/radio operator:
“DLH458- (ATC /radio operator’s unit callsign) - OCEANIC CLEARANCE WITH A LEVEL
CHANGE AND SPEED CHANGE.”
Pilot:
“(ATC/radio operator’s unit callsign) DHL485”
“REYKJAVIK OACC CLEARS DLH458 TO CYVR, VIA GUNPA 65 NORTH/010 WEST 69
NORTH/0 20 WEST 71 NORTH/030 WEST 72 NORTH/040 WEST 73 NORTH/060 WEST MEDPA,
FROM GUNPA MAINTAIN F340 M083. UNABLE YOUR REQUESTED LEVEL. UNABLE
YOUR REQUESTED SPEED”
REVISIONS/AMENDMENTS
When delivering any subsequent Revisions/Amendments to previous delivered clearances which include
changes to the level and/or route and/or speed the controller/radio operator will utilise the following format
and will provide a “heads-up” to the Pilot on first contact, as to which elements are being revised.
Format of an amendedOceanic Cclearance Revision delivered via voice
“AMENDED <change> CLEARANCE. <atc unit> CLEARS <acid>, <clearance>”

where <change> can be one or more of the following:
LEVEL, ROUTE, SPEED.
Multiple <change> elements will normally be separated with the word “AND”.
Delivery Method for an Oceanic Cclearance Revision delivered via voice
“DLH458- (ATC/radio operator’s unit callsign) - AMENDED LEVEL AND SPEED
CLEARANCE.”
Pilot:
“(ATC /radio operator´s unit callsign) DLH458.”
“REYKJAVIK OACC CLEARS DLH458, CLIMB TO F350, MAINTAIN M082, REPORT
LEAVING, REPORT REACHING”

EXAMPLE CLEARANCES:
Following are examples of typical clearances that could be received by flights operating in NAT region
oceanic airspace. These examples have been chosen with a view to explaining certain elements that are
unique to the ICAO NAT region operational environment, or which have been shown to be subject to
errors or misinterpretation.
Example 1 – Oceanic clearance to follow a NAT track when the details are “as filed” or “as requested”.
Example 1a – Oceanic clearance Meaning
delivered via voice (radio or clearance
ABC123 is cleared to destination LFPG via oceanic entry
delivery), for a flight cleared on a NAT point CARPE and NAT track W.
track
The cleared oceanic flight level is FL 330. The flight should
GANDER OCEANIC CLEARS ABC123
ensure that an air traffic control clearance is obtained in
TO PARIS CHARLES DE GAULLE VIA
sufficient time to allow the flight to cross CARPE at FL 330.
CARPE, NAT TRACK WHISKEY.
If the flight is unable to cross CARPE at FL 330 air traffic
FROM CARPE MAINTAIN FLIGHT
control must be advised immediately.
LEVEL 330, MACH 082.
The assigned true Mach number is M082. The flight must
maintain this Mach from CARPE until landfall at BEGID.
Any required or unexpected deviation must be immediately
reported to air traffic control.
Example 1b – Oceanic clearance Meaning

delivered via voice (DCPC), for a flight ABC123 is cleared to destination LFPG via oceanic entry
cleared on a NAT track (abbreviated point CARPE and NAT track W.
clearance)
ABC123 CLEARED TO PARIS ensure that an air traffic control clearance is obtained in
CHARLES DE GAULLE VIA CARPE, sufficient time to allow the flight to cross CARPE at FL 330.
NAT TRACK WHISKEY. FROM
CARPE MAINTAIN FLIGHT LEVEL
330, MACH 082.
The flight crew must include the TMI in the read back.

Example 1c – the same clearance Meaning

delivered via data link using the ED/106
Data link clearance number 026, sent from the Gander Area
Standard Control Centre at 1259 UTC on 24 February 2006.
CLX 1259 060224 CYQX CLRNCE 026
ABC123 is cleared to destination LFPG via oceanic entry
ABC123 CLRD TO LFPG VIA CARPE
point CARPE and NAT track W.
NAT W
NAT track W is defined as CARPE, 54N050W, 56N040W
CARPE 54N050W 56N040W 57N030W
57N030W 57N020W BILTO to the landfall point BEGID.
57N020W BILTO BEGID
The clearance is based upon an expectation that ABC123 will
FM CARPE/1348 MNTN F330 M082
reach CARPE at 1348 UTC. If the flight crew estimate differs
END OF MESSAGE
from this time by 3 minutes or more, the flight should advise
the current air traffic controller.
sufficient time to allow the flight to cross CARPE at FL 330.
Example 2 – Oceanic clearance to follow a random route when the details are “as filed” or “as
requested”.
ABC456 is cleared to destination EGLL via oceanic entry
delivery) for a flight cleared on a point CRONO, 52N050W, 53N040W, 53N030W, 52N020W,
random route.
LIMRI to the landfall point XETBO.
GANDER CENTRE CLEARS ABC456
TO LONDON HEATHROW VIA The cleared oceanic flight level is FL 350. The flight should
CRONO, 52 NORTH 050 WEST, 53 ensure that an air traffic control clearance is obtained in
NORTH 040 WEST, 53 NORTH 030 sufficient time to allow the flight to cross CRONO at FL 350.
WEST, 52 NORTH 020 WEST, LIMRI, If the flight is unable to cross CRONO at FL 350 air traffic
XETBO. FROM CRONO MAINTAIN control must be advised immediately.
FLIGHT LEVEL 350, MACH 080. The assigned true Mach number is M080. The flight must
maintain this Mach from CRONO until landfall at XETBO.

Example 2b – Oceanic clearance Meaning

delivered via voice (DCPC) for a flight ABC456 is cleared to destination EGLL via oceanic entry
cleared on a random route. point CRONO, 52N050W, 53N040W, 53N030W,
ABC456 CLEARED TO LONDON 52N020W, LIMRI to the landfall point XETBO.
HEATHROW VIA CRONO, 52 NORTH
050 WEST, 53 NORTH 040 WEST, 53 The cleared oceanic flight level is FL 350. The flight should
NORTH 030 WEST, 52 NORTH 020 ensure that an air traffic control clearance is obtained in
WEST, LIMRI, XETBO. FROM CRONO sufficient time to allow the flight to cross CRONO at
MAINTAIN FLIGHT LEVEL 350. FL 350. If the flight is unable to cross CRONO at FL 350 air
MACH 080. traffic control must be advised immediately.

delivered via data link using the ED/106
Data link clearance number 118, sent from the Gander Area
Standard
Control Centre at 1523 UTC on 30 May 2006.
CLX 1523 060530 CYQX CLRNCE 118
ABC456 CLRD TO EGLL VIA CRONO ABC456 is cleared to destination EGLL via oceanic entry
point CRONO and then a random route.
RANDOM ROUTE
CRONO 52N050W 53N040W 53N030W The detailed route description is CRONO 52N050W
52N020W LIMRI XETBO 53N040W 53N030W 52N020W LIMRI to the landfall point
FM CRONO/1632 MNTN F350 XETBO.
M080 END OF MESSAGE The clearance is based upon an expectation that ABC456
will reach CRONO at 1632 UTC. If the flight crew estimate
differs from this time by 3 minutes or more, the flight should
advise the current air traffic controller.
sufficient time to allow the flight to cross CRONO at FL 350.
If the flight is unable to cross CRONO at FL 350 air traffic

Example 2d – Similar clearance, Meaning

delivered via HF, relayed through ABC123 is cleared to Moscow via the route specified. The
ARINC altitude, route and speed elements of the oceanic clearance are
ATC CLEARS ABC123 CLEARED derived from the aircraft’s current route, altitude and speed.
DESTINATION AIRPORT UUDD These may change prior to entering or exiting oceanic
DIRECT BALOO 36N060W 38N050W airspace via an ATC clearance to do so. At all times, the
43N045W 47N040W 52N030W 56N020W aircraft is expected to maintain the route, altitude and speed
BALIX UP59 NINEX. last assigned by ATC.
MAINTAIN FLIGHT LEVEL 330.
MAINTAIN MACH POINT EIGHT
TWO.
Example 2e – Oceanic clearance Meaning
delivered on ground for a flight ABC456 is cleared to destination EKCH via standard
departing from an airport within the instrument departure OSKUM3A, 62N010W, to the
NAT region (in this example BIKF) boundary point GUNPA.
ABC456 CLEARED TO COPENHAGEN The initial cleared oceanic flight level is FL 290, level
VIA OSKUM3A 62 NORTH 010 WEST revision will be issued during climb. The flight is to follow
GUNPA. CLIMB VIA SID TO FLIGHT altitude restriction of the SID and after the last altitude
LEVEL 290. MACH 080. SQUAWK 3457. restriction continue normal climb to FL 290.
maintain this Mach after conversion until boundary at
GUNPA. Any required or unexpected deviation must be
immediately reported to air traffic control.
The squawk code assigned is 3457.
Example 3 – Oceanic clearance, change to the flight plan route

The route included in the oceanic clearance is not the same
delivery), where the route differs from
as the flight plan route.
the flight plan route
ABC456 is cleared to destination EGLL via oceanic entry
OCEANIC CLEARANCE WITH A point CRONO, 52N050W, 53N040W, 53N030W,
REROUTE. GANDER OCEANIC 52N020W, LIMRI to the landfall point XETBO.
CLEARS ABC456 TO LONDON
HEATHROW VIA CRONO, 52 NORTH The cleared oceanic flight level is FL 350. The flight should
050 WEST, 53 NORTH 040 WEST, 53 ensure that an air traffic control clearance is obtained in
NORTH 030 WEST, 52 NORTH 020 sufficient time to allow the flight to cross CRONO at FL 350.
WEST, LIMRI, XETBO. FROM CRONO If the flight is unable to cross CRONO at FL 350 air traffic
MAINTAIN FLIGHT LEVEL 350, control must be advised immediately.
MACH 080. The assigned true Mach number is M080. The flight must

Example3b –Oceanic clearance Meaning

delivered via voice (DCPC), where The route included in the oceanic clearance is not the same
the route differs from the flight plan as the flight plan route.
route ABC456 is cleared to destination EGLL via oceanic entry
OCEANIC CLEARANCE WITH A point CRONO, 52N050W, 53N040W, 53N030W,
REROUTE. ABC456 CLEARED TO 52N020W, LIMRI to landfall point XETBO.
LONDON HEATHROW VIA CRONO, The cleared oceanic flight level is FL 350. The flight should
52 NORTH 050 WEST, 53 NORTH ensure that an air traffic control clearance is obtained in
040 WEST, 53 NORTH 030 WEST, 52 sufficient time to allow the flight to cross CRONO at
NORTH 020 WEST, LIMRI, XETBO. FL 350. If the flight is unable to cross CRONO at FL 350 air
FROM CRONO MAINTAIN FLIGHT traffic control must be advised immediately.
LEVEL 350, MACH 080. The assigned true Mach number is M080. The flight must
delivered via data link using the ED/106 Data link clearance number 118, sent from the Gander Area
Standard Control Centre at 1523 UTC on 30 May 2006.
CLX 1523 060530 CYQX CLRNCE ABC456 is cleared to destination EGLL via oceanic entry
118 ABC456 CLRD TO EGLL VIA point CRONO and then a random route.
CRONO RANDOM ROUTE The detailed route description is CRONO 52N050W
CRONO 52N050W 53N040W 53N030W 53N040W 53N030W 52N020W LIMRI to landfall point
52N020W LIMRI DOLIP XETBO.
M CRONO/1632 MNTN F350 M080 The clearance is based upon an expectation that ABC456
ATC/ ROUTE AMENDMENT will reach CRONO at 1632. If the flight crew estimate differs
from this time by 3 minutes or more, the flight should advise
END OF MESSAGE
the current air traffic controller.
sufficient time to allow the flight to cross CRONO at FL 350.
If the flight is unable to cross CRONO at FL 350 air traffic
maintain this Mach from CRONO until landfall at DOLIP.

Example 3d – Revised oceanic clearance Meaning

delivered via data link using the ED/106 Data link clearance number 135 sent from the Gander
Standard
Oceanic Area Control Centre at 1558 UTC on 30 May
CLX 1558 060530 CYQX CLRNCE 135 2006. ABC456 is cleared to destination EGLL via
ABC456 CLRD TO EGLL VIA CRONO oceanic entry point CRONO and then a random route.
RANDOM ROUTE
The detailed route description is CRONO 52N050W
CRONO 52N050W 53N040W 53N030W 53N040W 53N030W 52N020W LIMRI to landfall
53N020W LIMRI XETBO point XETBO.
FM CRONO/1702 MNTN F340 M082 The clearance is based upon an expectation that
ATC/ ROUTE AMENDMENT LEVEL ABC456 will reach CRONO at 1702 UTC. If the flight
CHANGE MACH CHANGE crew estimate differs from this time by 3 minutes or
more, the flight should advise the current air traffic
RECLEARANCE 1 controller.
END OF MESSAGE The cleared oceanic flight level is FL 340. The flight
should ensure that an air traffic control clearance is
obtained in sufficient time to allow the flight to cross
CRONO at FL 340. If the flight is unable to cross
CRONO at FL 340 air traffic control must be advised
immediately.
The assigned true Mach number is M082. The flight
must maintain this Mach from CRONO until landfall at
XETBO. Any required or unexpected deviation must be
immediately reported to air traffic control.
The cleared route, oceanic flight level and assigned true
Mach number have been revised from those contained
in the previously sent oceanic clearance.
This is the first revision to the originally sent oceanic
clearance.
Example 3e – Similar clearance, delivered Meaning
via HF, relayed through ARINC ABC123 is cleared to Moscow via the route specified.
ATC CLEARS ABC123 CLEARED The altitude and speed elements of the oceanic
DESTINATION AIRPORT UUDD DIRECT clearance are derived from the aircrafts current altitude
BALOO 36N060W 38N050W 43N045W and speed. These may change prior to entering or
47N040W 52N030W 54N020W DOGAL exiting oceanic airspace via an ATC clearance to do so.
BEXET. At all times, the aircraft is expected to maintain the
route, altitude and speed last assigned by ATC. In this
particular case, the route of flight that is issued in the
MAINTAIN MACH POINT EIGHT TWO,
oceanic clearance is not the same as that filed in the
ROUTE HAS BEEN CHANGED.
FPL. The aircraft is advised of the fact that it is
receiving an airborne reroute by the statement “ROUTE
HAS BEEN CHANGED”.

Example 14 – Re-route clearances

Example 14a –Revised route Meaning
clearance delivered via voice (radio) The previously cleared route is to be followed until
ABC123 AMENDED ROUTE 57N020W. After passing 57N020W the flight is cleared
CLEARANCE SHANWICK OCEANIC direct to 58N015W, then direct to GOMUP and then direct
RE-CLEARS ABC123 AFTER 57 to GINGA
NORTH 20 WEST TO REROUTE VIA
58 NORTH 015 WEST, GOMUP,
GINGA.
Example 14b –Revised route clearance Meaning
delivered via voice (DCPC) The previously cleared route is to be followed until
ABC123 AMENDED ROUTE 57N020W. After passing 57N020W the flight is cleared
CLEARANCE ABC123 AFTER direct to 58N015W, then direct to GOMUP and then direct
PASSING 57 NORTH 20 WEST to GINGA.
CLEARED REROUTE VIA 58 NORTH
015 WEST, GOMUP, GINGA.
Example 14c – Revised route clearance Meaning
delivered via CPDLC The previously cleared route is to be followed until
ABC123 ROUTE HAS BEEN CHANGED 44N030W. After passing 44N030W the flight is cleared
AT 44N030W CLEARED 47N020W direct to 47N020W, then direct to OMOKO and then direct
OMOKO GUNSO to GUNSO.
Example 14d – Revised route clearance Meaning
delivered by CPDLC using UM79 The previously cleared route is to be followed until 42N020W.
ABC123 CLEARED TO 42N040W VIA After passing 42N020W the flight is cleared direct to
ROUTE 42N020W 42N030W 42N030W, then direct to 42N040W
Example 25 – level clearances – no restrictions

Example 25a –Revised level clearance Meaning
delivered via voice (radio) ABC456 is cleared to climb to and maintain FL 340. If the
ABC456 AMENDED LEVEL instruction to “report leaving” is included, flight is to report
CLEARANCE. SANTA MARIA leaving its current level. The flight is to report reaching
OCEANIC CLEARS ABC456 CLIMB TO FL 340.
AND MAINTAIN FLIGHT LEVEL 340.
REPORT LEAVING, REPORT
REACHING.
Note- the instruction to “Report
Leaving” is not a requirement, and may
not always be included in clearances
issued by New York ARTCC
Example 25b –Revised level clearance Meaning
delivered via voice (DCPC) ABC456 is cleared to climb to and maintain FL 340. If the
ABC456 CLIMB TO AND MAINTAIN instruction to “report leaving” is included, flight is to report
FLIGHT LEVEL 340. REPORT leaving its current level. The flight is to report reaching
LEAVING, REPORT REACHING. FL 340.
not be included in all clearances

Example 25c – the same Meaning

clearance delivered via ABC456, which is currently at FL 320, is cleared to climb to
CPDLC and maintain FL 340. The flight is to send a CPDLC downlink
CLIMB TO AND MAINTAIN message to report leaving FL 320 and to send another CPDLC
F340 REPORT LEAVING F320 downlink message to report when the flight has levelled at
REPORT LEVEL F340 FL 340.
not always be included in clearances
issued by New York ARTCC
Example 36 – level clearances – with geographic restrictions/conditions

Example 36a –Revised level clearance Meaning
delivered via voice (radio) – geographic
ABC123 is cleared to climb to and maintain FL 320. Climb
restriction to reach level by POINT
must be arranged so that the flight is level in sufficient time to
ABC123 AMENDED LEVEL cross 41N020W already level at FL 320.
CLEARANCE. SANTA MARIA
The flight is to report leaving its current level and also to
OCEANIC CLEARS ABC123 CLIMB TO
report reaching FL 320.
REACH FLIGHT LEVEL 320 BEFORE
PASSING 41 NORTH 020 WEST.
REACHING.
Example 36b – clearance with the same Meaning
intent, using different phraseology ABC123 is cleared to climb to and maintain FL 320. Climb
ABC123 AMENDED LEVEL must be arranged so that the flight is level in sufficient time to
CLEARANCE. GANDER OCEANIC cross 41N020W level at FL 320.
CLEARS ABC123 CLIMB TO AND The flight is to report leaving its current level and also to
CROSS 20 WEST LEVEL. REPORT
LEAVING, REPORT REACHING.
Example 36c –Revised level clearance Meaning
delivered via voice (DCPC) – geographic ABC123 is cleared to climb to and maintain FL 320. Climb
restriction to reach level by POINT must be arranged so that the flight is level in sufficient time to
ABC123 CLIMB TO REACH FLIGHT cross 41N020W already level at FL 320.
LEVEL 320 BEFORE PASSING 41 The flight is to report leaving its current level and also to
NORTH 020 WEST. REPORT
LEAVING, REPORT REACHING.
Example 36d - same clearance delivered Meaning
via CPDLC ABC123, which is currently at FL 310, is cleared to climb to
CLIMB TO AND MAINTAIN and maintain FL 320. Climb must be arranged so that the flight
F320 CROSS 41N020W AT F320 is level in sufficient time to cross 41N020W already level at
REPORT LEAVING F310 FL 320.
REPORT LEVEL F320 The flight is to send a CPDLC downlink message to report
leaving FL 310 and to send another CPDLC downlink
message to report when the flight has levelled at FL 320.

Example 36e – Revised level clearance Meaning

delivered via voice (radio) – geographic
ABC456, which is currently at FL 300, is cleared to climb to
restriction to maintain current level until
and maintain FL 320; however, climb must not commence
POINT
until after the flight has passed 41N020W.
ABC456 AMENDED LEVEL
OCEANIC CLEARS ABC456
MAINTAIN FLIGHT LEVEL 300. The initial phrase “MAINTAIN FLIGHT LEVEL 300” may
AFTER PASSING 41 NORTH 020 WEST be included to bring attention to the fact that the clearance is
CLIMB TO FLIGHT LEVEL 320. a conditional level clearance; the level change cannot
REPORT LEAVING, REPORT commence until the specified condition has been met.
REACHING.
Note- the initial phrase “maintain flight
level 300” is not a requirement, and may
not always be included in such
clearances delivered via voice
Example 36f – Revised level clearance Meaning
delivered via voice (DCPC) – geographic ABC456, which is currently at FL 300, is cleared to climb to
restriction to maintain current level and maintain FL 320; however, climb must not commence
until POINT until after the flight has passed 41N020W.
ABC456 MAINTAIN FLIGHT LEVEL
300. AFTER PASSING 41 NORTH 020
WEST CLIMB TO FLIGHT LEVEL 320.
The initial phrase “MAINTAIN FLIGHT LEVEL 300” may
be included to bring attention to the fact that the clearance is
REACHING. a conditional level clearance; the level change cannot
commence until the specified condition has been met.
Example 36g – the same clearance Meaning
delivered via CPDLC ABC456, which is currently at FL 300, is cleared to climb to
MAINTAIN F300 FL 320; however, climb must not commence until the flight
reaches 41N020W.
AT 41N020W CLIMB TO AND
MAINTAIN F320 The flight is to send a CPDLC downlink message to report
REPORT LEAVING F300
REPORT LEVEL F320
The initial message element “MAINTAIN F300” is intended
to bring attention to the fact that the clearance is a conditional
level clearance; the level change cannot commence until the
specified condition has been met.

Example 47 – level clearances – with time restrictions/conditions

Example 47a – Revised level clearance Meaning
delivered via voice (radio) –restriction to ABC123 is cleared to climb to and maintain FL 320. Climb
reach level by TIME must be arranged so that the flight is level at FL 320 no later
ABC123 AMENDED LEVEL than 1337 UTC.
OCEANIC CLEARS ABC123 CLIMB TO The flight is to report leaving its current level and also to
FLIGHT LEVEL 320 TO BE LEVEL AT report reaching FL 320.
OR BEFORE 1337. REPORT LEAVING,
REPORT REACHING.
Example 47b –Revised level clearance Meaning
delivered via voice (DCPC) –restriction ABC123 is cleared to climb to and maintain FL 320. Climb
to reach level by TIME must be arranged so that the flight is level at FL 320 no later
ABC123 CLIMB TO REACH FLIGHT than 1337 UTC.
LEVEL 320 AT OR BEFORE 1337.
REPORT LEAVING, REPORT The flight is to report leaving its current level and also to
REACHING. report reaching FL 320.
delivered via CPDLC ABC123, which is currently at FL 310, is cleared to climb
CLIMB TO REACH F320 BY to and maintain FL 320. Climb must be arranged so that the
1337 REPORT LEAVING F310 flight is level at FL 320 no later than 1337 UTC.
REPORT LEVEL F320
The flight is to send a CPDLC downlink message to report
Example 47d – Revised level clearance Meaning
delivered via voice (radio) –restriction ABC456, which is currently at FL 300, is cleared to climb
to maintain current level until TIME to and maintain FL 320; however, climb cannot be
ABC456 AMENDED LEVEL commenced until 1337 UTC, or later.
OCEANIC CLEARS ABC456 The flight is to report leaving its current level and also to
MAINTAIN FLIGHT LEVEL 300. AT report reaching FL 320.
1337 OR AFTER CLIMB TO AND The initial phrase “MAINTAIN FLIGHT LEVEL 300”
MAINTAIN FLIGHT LEVEL 320. may be included to bring attention to the fact that the
REPORT LEAVING, REPORT clearance is a conditional level clearance; the level change
REACHING. cannot commence until the specified condition has been
met.
clearances delivered via voice.

Example 47e – Revised level clearance Meaning

delivered via voice (DCPC) –restriction ABC456, which is currently at FL 300, is cleared to climb
to maintain current level until TIME to and maintain FL 320; however, climb cannot be
ABC456 MAINTAIN FLIGHT LEVEL300. commenced until 1337 UTC, or later.
AT OR AFTER 1337 CLIMB TO AND The flight is to report leaving its current level and also to
MAINTAIN FLIGHT LEVEL 320. report reaching FL 320.
The initial phrase “MAINTAIN FLIGHT LEVEL 300” may
REACHING. be included to bring attention to the fact that the clearance
is a conditional level clearance; the level change cannot
Note- the initial phrase “maintain flight commence until the specified condition has been met.
Example 47f – the same clearance Meaning
delivered via CPDLC ABC456, which is currently at FL 300, is cleared to climb to
MAINTAIN F300 AT 1337 CLIMB TO FL 320; however, climb must not commence until 1337 UTC.
AND MAINTAIN F320 The flight is to send a CPDLC downlink message to report
REPORT LEAVING F300 leaving FL 300 and to send another CPDLC downlink
REPORT LEVEL F320 message to report when the flight has levelled at FL 320.
The initial message element “MAINTAIN F300” is intended
to bring attention to the fact that the clearance is a conditional
level clearance; the level change cannot commence until the
specified condition has been met.
Example 58 – time restrictions/conditions – reach a point no later than a specified time

Example 58a – time restriction delivered Meaning
via voice (radio), speed amended – AT
ABC123 is to adjust its speed to ensure that the flight will
OR BEFORE reach 63N030W no later than 1428 UTC.
ABC123 AMENDED SPEED
CLEARANCE. REYKJAVIK OACC
CLEARS ABC123 CROSS 63 NORTH
030 WEST AT OR BEFORE 1428.
Example 58b – time restriction delivered Meaning
via voice (DCPC), speed amended – AT
OR BEFORE
reach 63N030W no later than 1428 UTC.
ABC123 AMENDED SPEED
CLEARANCE. ABC123 CROSS 63
NORTH 030 WEST AT OR BEFORE
1428.
Note - the initial phrase “amended speed
clearance” may not always be included
in clearances issued via DCPC
delivered via CPDLC
CROSS 63N030W AT OR BEFORE 1428 reach 63N030W no later than 1428 UTC.

Example 58d – time restriction delivered Meaning

by radio via voice (using different
ABC123, which is currently assigned Mach 082, is to adjust
phraseology) – AT OR BEFORE, then a
its speed to ensure that the flight will reach 50N040W no later
speed instruction than 1428 UTC. After reaching 50N040W, the flight is to
GANDER OCEANIC CLEARS ABC123 resume maintaining Mach 082.
CROSS 50 NORTH 040 WEST AT TIME
1428 OR BEFORE. AFTER 40 WEST
RESUME MACH 082.
Example 58e – the same clearance Meaning
delivered via CPDLC ABC123 is to adjust its speed to ensure that the flight will
ABC123 CROSS 50N040W AT OR reach 50N040W no later than 1428 UTC. After passing
BEFORE 1428 50N040W, the flight is to maintain Mach 082.
AFTER PASSING 50N040W
MAINTAIN MACH 082
Example 69 – time restrictions/conditions – cross a point no earlier than a specified time

Example 69a– time restriction delivered Meaning
via voice (radio) – AT OR AFTER ABC456 is to adjust its speed to ensure that the flight will
ABC456 AMENDED SPEED not reach 63N030W earlier than 1337 UTC.
CLEARANCE. REYKJAVIK OACC
CLEARS ABC456 CROSS 63 NORTH
030 WEST AT OR AFTER 1337.
Example 69b– time restriction delivered Meaning
via voice (DCPC) – AT OR AFTER ABC456 is to adjust its speed to ensure that the flight will
ABC456 AMENDED SPEED not reach 63N030W earlier than 1337 UTC.
CLEARANCE. ABC456 CROSS 63
NORTH 030 WEST AT OR AFTER 1337.
Note - the initial phrase “amended speed

clearance” may not always be included in
clearances issued via DCPC
delivered via CPDLC
CROSS 63N030W AT OR AFTER 1337 not reach 63N030W earlier than 1337 UTC.
Example 69d – time restriction delivered Meaning
by radio via voice (using different ABC456, which is currently assigned Mach 082, is to adjust
phraseology) – AT OR LATER, then a
its speed to ensure that the flight will not reach 50N040W
speed instruction
earlier than 1337 UTC.
GANDER OCEANIC CLEARS ABC456
After reaching 50N040W, the flight is to resume maintaining
CROSS 50 NORTH 040 WEST AT 1337
Mach 082.
OR LATER. AFTER 40 WEST RESUME
MACH 082.
Example 69e – same clearance delivered Meaning
via CPDLC ABC456 is to adjust its speed to ensure that the flight will
CROSS 50N040W AT OR AFTER 1337 not reach 50N040W earlier than 1337 UTC.
AFTER PASSING 50N040W MAINTAIN After reaching 50N040W, the flight is to maintain Mach
MACH 082 082.
_______________________

ATTACHMENT 7
WEATHER CONDITIONS & CONSIDERATIONS
1. GENERAL
1.1 The following text is concerned primarily with the North Atlantic region north of 27°N. The general
flow of air masses and weather systems through the Atlantic are described. Followed by more detailed
information on the anticipated local conditions in Greenland, Iceland and the United Kingdom.
2. NORTH ATLANTIC WEATHER SYSTEMS
2.1 The weather situations affecting the safety of aviation weather services in the northern part is mainly
dominated by depressions and frontal systems, but in the southern part by hurricanes and tropical storms,
particularly in the Caribbean sector and the area between Cape Verde and the Leeward and Windward Islands.
2.2 Semi-permanent Pressure Systems
2.2.1 The Azores or Bermuda High is a region of subsiding warm air, usually oriented in an east-west line
near 30°N in the winter and about 40°N during the summer. This high reaches its peak intensity in the summer
months.
2.2.2 The Icelandic Low is a feature of the mean pressure charts of the North Atlantic. It is the result of
frequent low pressure systems which, after deepening off the east coast of North America, move into the
Iceland region.
2.2.3 The statistical average will show low pressure, but on a daily chart it may not even exist. On occasions
the subtropical high is greatly displaced. This alters the main storm track resulting in abnormal weather
conditions over large sections of the Atlantic.
2.3 Migratory Pressure Systems
2.3.1 Most in-flight weather is produced by frontal depressions. The North Atlantic is a region where new
storms intensify or old storms redevelop. New storms may form off the Atlantic Seaboard and intensify as they
move north-eastward across the ocean. These storms in particular are most intense in the winter months and
have a wide variation in their tracks. Hurricane force winds may be expected near the surface. Sudden
deepening of the depressions or changes in the estimated tracks can cause dramatic changes in upper air winds
and consequently serious errors in wind forecasts. Winter storms over the North Atlantic should lead to extra
careful planning of flights.
2.3.2 Sometimes storms develop west of the Azores and move northward or north-eastward toward Iceland
and the United Kingdom. These storms are usually associated with warm highs over western Europe.
2.3.3 Secondary lows often develop west of Greenland when a low moves northeastward across the southern
tip. These lows in the Davis Strait-Baffin Bay area result in poor weather conditions in the southeastern Arctic.
With the tracks of the main low pressure systems lying to the south of Greenland and Iceland from east to west
towards Scotland, cold and often stationary lows form frequently over the Greenland Sea between Iceland and
South Greenland. Although these lows are without typical frontal zones, active CB-clouds with snow showers
often tend to join into the "semi-front" with continuous snowfall. The same happens in the so- called polar-
lows which during winter may develop in arctic air masses around Iceland and between Iceland and Norway.
2.3.4 Tropical storms and hurricanes originate in the Caribbean or eastern Atlantic during the late summer
and early fall. They often curve northward around the Bermuda High onto the northern portions of the Atlantic
producing severe in-flight and terminal weather.
Weather Conditions & Considerations

2.3.5 High pressure areas found over the Atlantic have a variety of paths. Those that move eastward off the
North American continent are usually cold domes. In winter these weaken or disappear entirely after they reach
the warmer waters of the Gulf Stream. During the summer they generally merge with the Bermuda-Azores
High. Occasionally, a high moving eastward off the Labrador coast will continue to build up for two or three
days and spread more or less straight eastward to Europe.
2.3.6 Another important facet of the North Atlantic is the effect of the Siberian High. In winter this high
may extend southwestward so that its western point reaches across northern Europe and out over the
northeastern Atlantic. On rare occasions this high may dominate the entire region of the North Atlantic from
Greenland to Europe.
2.3.7 The Azores low is a development that is most widely divergent from the normal conditions. During
periods of meridional flow, cold air from northern Canada will advance well southward into the region between
Bermuda and the Azores, breaking away from the main body and causing a cold low to develop in that region.
These lows usually move very slowly and can become extensive. At the same time high pressure may build up
to the Iceland area producing easterly winds over the entire region north of 30N.
2.3.8 On occasions an extensive high pressure area builds up over Europe. This blocks the eastward motion
of lows and forces them to curve northward, resulting in the trough over the eastern Atlantic. A ridge then
develops in the mid-Atlantic. This ridge in turn blocks lows moving off North America and causes a trough to
form near the east coast. These troughs and ridges may persist for days with little motion. In the trough, lows
develop, deepen, move northward, and occlude. Development of these low pressure systems is often very rapid,
causing sudden, unpredictable weather to occur. One of the most treacherous situations for eastern Canadian
terminals occurs when lows deepen or form rapidly south of the Maritimes with a trough northward over the
Gulf of St. Lawrence and Labrador.
2.4 Upper Air Circulation
2.4.1 The main flow is generally from west to east but many variations do exist. The winds are stronger in
winter when greater horizontal gradients exist. Inevitably, the strongest winds will be located in the western
Atlantic. As the air masses traverse the oceanic area. considerable modification occurs resulting in weaker
thermal gradients, producing lighter winds over the eastern Atlantic.
2.5 Air Masses
2.5.1 The air masses usually found over the Atlantic are those that have moved across the eastern United
States, or southeastward across Canada or the Davis Strait. As these air masses move out over the Atlantic they
rapidly assume maritime characteristics. The greatest change in these air masses occurs while crossing the Gulf
Stream or the North Atlantic Drift either northward or southward. This modification may be sharp and very
noticeable especially during winter months, when the air becomes very unstable with snow or hail showers or
even thunderstorms.
2.6 Oceanic Currents and Temperatures
2.6.1 The dominant feature of the North Atlantic is the warm Gulf Stream and its eastward extension, the
North Atlantic Drift. As the drift reaches the European sector it branches out. One portion moves northward
along the Norwegian coast, known as the Norwegian Current. Another branch flows into the English Channel
area. This produces relatively warm sea temperatures along the European shores during the winter months.
2.6.2 A southward flowing branch of the North Atlantic Drift, combined with up-welling, results in a cool
current along the west coast of Africa, called the Canarias Current. Cold Arctic water from the Davis Strait
reaches the North American coast as far south as New England. This current is referred to as the Labrador
Current.
2.6.3 The effect of these currents on the terminal weather around the coastal area of the Atlantic varies with
the time of year, the type of air mass involved, and the direction of flow.

3. GREENLAND LOCAL CONDITIONS
3.1 Seasonal Variation
3.1.1 Within the Søndrestrøm FIR, Arctic weather conditions such as intense storms, severe icing, severe
turbulence, heavy precipitation, snow and water in various forms may be encountered throughout the year.
Weather conditions change rapidly. Due to the mixture of warm air over the oceans and cold air over the
icecap, heavy fog may build up over the coasts, closing down all of Greenland's airports simultaneously.
Changes will often take place within a few minutes and will not always be included in the forecast received in
your briefing prior to departure.
3.2 Sea Conditions
3.2.1 The waters around Greenland are not influenced by warmer waters such as the Gulf Stream. They are
arctic waters with winter temperatures close to 0° Celsius. During the summer period the water temperatures
may rise to 3-6° Celsius at the warmest. This is why you may encounter huge amounts of floating ice in the
form of icebergs and ice floes at any time of year.
3.3 Terrain
3.3.1 The elevation of the highest point in Greenland is 13,120 ft, (4,006m), and the general elevation of the
icecap is about 10,000 ft, (3,053m). The combination of low temperatures and high winds may under certain
conditions create a lowest usable flight level of FL 235 in the area near the highest terrain, and FL 190 over
the icecap. On the route between Søndrestrøm and Kulusuk the lowest usable flight level in general is about
FL 130. An equally high flight level can be encountered to and from Narsarsuaq from Canada or Iceland, as
crossing the icecap will require a minimum altitude of FL 130. On the route from Nuuk/Godthaab towards
Iceland either direct or via Kulusuk NDB, the lowest usable flight level will often be FL 150. On the direct
route via the Prince Christian Sound NDB (OZN) to and from Canada or Iceland, the lowest usable flight level
to be expected and planned is FL 110.
3.4 Wintertime Darkness/Summertime Daylight
3.4.1 VFR flight at night is not allowed in Greenland. This means you are prevented from flying into
Narsarsuaq or Kulusuk VFR at night. VFR flight is only permitted from the beginning of the morning civil
twilight until the end of civil twilight. Civil twilight ends in the evening when the centre of the sun's disc is 6
degrees below the horizon, and begins in the morning when the centre of the sun's disc is 6 degrees below the
horizon. Additional information may be acquired from the airport of your destination or your flight planned
alternate.
4. ICELAND LOCAL CONDITIONS
4.1.1 The climate in Iceland is largely influenced by both warm subtropical air and cold polar air currents,
as well as ocean currents. The mean January (the coldest month) temperature is about 2°C to 0°C (28°F to
32°F). The mean July (the warmest month) temperature is 9°C to F 11°C (48°F to 52°F).
4.1.2 Do not be misled, however, into expecting balmy temperatures and unlimited visibility. Extreme
seasonal variations are to be anticipated. Like the majority of the North Atlantic, rapidly changing weather
conditions involving severe icing, severe turbulence, and heavy precipitation are common, particularly during
the wintertime. Again, these rapid changes make accurate forecasts extremely difficult.
4.2 Sea Conditions
4.2.1 Iceland is located near the border between warm and cold ocean currents. The North Atlantic Drift
passes just to the south on its course northeastwards, and one of its branches, the Irminger Current encircles

the south, west and partly the north coasts. On the other hand, a branch of the cold East Greenland Current,
known as the East Iceland Current, flows in a southerly and south-easterly direction along the east coast. The
sea surface temperatures are highest off the south and southwest coasts, 7°C to 8°C in winter, but 8°C to 12°C
in summer.
4.3 Terrain
4.3.1 Iceland is a mountainous country with an average elevation of about 1,650 ft. The highest peak is
6,952 ft. (2119 m.) located near the southernmost edge of the island's largest glaciers. Due to the extreme
variances in barometric pressure, coupled with high winds, the lowest usable flight level may be FL 120.
4.4 Wintertime Darkness/Summertime Daylight
4.4.1 The shortest period of daylight falls in December. A typical day includes approximately 4 hours of
daylight with long twilight periods. During summer nights, the sun remains 6° or more above the horizon, thus
experiencing continuous daylight from 2 May to 25 July.
5. UNITED KINGDOM (SCOTLAND) LOCAL CONDITIONS
5.1.1 The climate over Scotland and the northern part of the UK is influenced by warm maritime and cold
polar air masses, modified by the Gulf Stream current. Seasonal variations are to be anticipated, particularly
during the wintertime with severe icing, high winds, severe turbulence and heavy precipitation.
5.2 Sea Conditions
5.2.1 The average Mean Sea Surface Temperatures extrapolated for 60N 10W range from 8°C (47°F) in
February to 12°C (54°F) in August.
5.3 Terrain
5.3.1 The whole of Scotland is designated as a "sparsely populated area". To the west of the mainland are
many groups of islands with few airstrips or NAVAIDS. Scotland is mountainous with the highest peak 4,406
ft. The lowest usable flight level may be FL 075.
6. WATER TEMPERATURES
6.1 In conjunction with changeable weather, the water in the North Atlantic is cold. The following
temperatures were taken from the Bunkor Climate Atlas of the North Atlantic and represent average
temperatures based on data assembled between 1941 and 1972. All values are in degrees Celsius.
Frobisher Goose Bay Labrador Sea South Greenland

JAN 0° 0° 2° 2-4°
FEB 0° 0° 2° 2-4°
MAR 0° 0° 2° 2-4°
APR 0° 0° 2° 2-4°
MAY 2° 2° 2° 2-4°
JUN 2° 4° 2° 2-4°
JUL 4° 6° 2° 2-4°
AUG 6° 6-8° 8-10° 6-8°
SEP 6° 6° 2° 2-4°
OCT 4° 4° 2° 2-4°

Frobisher Goose Bay Labrador Sea South Greenland

NOV 2° 2° 2° 2-4°
DEC 0° 0° 2-4° 2-4°
7. HYPOTHERMIA
7.1 Causes
7.1.1 Hypothermia can develop quickly and kill you. Sometimes referred to as exposure sickness, it is a
condition of the body when its inner-core temperature falls to a level at which the vital organs no longer
function effectively.
7.1.2 Hypothermia is caused by cold, wetness, and/or wind chilling the body so that it loses heat faster than
it can produce it. Frequently the advent of hypothermia is hastened by a deficiency of energy producing food
in the body. However, the greatest single contributing factor to hypothermia is improper clothing.
7.1.3 Hypothermia can occur anywhere that the environmental temperature is low enough to reduce the body
temperature to a dangerous level. It occurs most frequently at sea or in rugged mountain terrain where a person
on foot can pass from a calm and sunny valley to a wind and rain-lashed mountain ridge in a few hours. Most
hypothermia accidents occur in outdoor temperatures between 1° and 10° C (30° to 50°F).
7.2 Symptoms
7.2.1 Fortunately the approach of hypothermia is easily noticeable and its advance marked by recognizable
steps or stages. If the warning signs are heeded and counter-measures taken, tragedy can be avoided.
7.2.2 Noticeable symptoms normally occur in the following stages:
1. A person feels cold and has to exercise to warm up.
2. He starts to shiver and feel numb.
3. Shivering becomes more intense and uncontrollable.
4. Shivering becomes violent. There is a difficulty in speaking. Thinking becomes sluggish and
the mind begins to wander.
5. Shivering decreases and muscles begin to stiffen. Coordination becomes difficult and
movements are erratic and jerky. Exposed skin may become blue or puffy. Thinking becomes
fuzzy. Appreciation of the seriousness of the situation is vague or nonexistent. However, the
victim may still be able to maintain the appearance of knowing where he is and what is going
on.
6. The victim becomes irrational, loses contact with the environment, and drifts into a stupor.
7. Victim does not respond to the spoken word. Falls into unconsciousness. Most reflexes cease to
function and breathing becomes erratic.
8. Heart and lung centres of the brain stop functioning. The individual is now a fatality.
Although the above symptoms are those typically noted, one of the editors of this manual has
experienced hypothermia and he recalls that his symptoms were NOT easily noticeable. In fact,
he was not aware at all that he was slipping into hypothermia. His symptoms were observed by
a climbing partner who took appropriate action.

7.3 Treatment
7.3.1 A person who is alert and aware of the potential dangers can help himself in stages 1 through 3. But
once the condition has advanced to stage 4 and the person's mind begins to wander, he may not realize what is
happening and may well need assistance. Further deterioration will definitely require outside aid. Anyone
showing any of the above-mentioned symptoms, including the inability to get up after a rest, is in trouble and
needs your help. He may not realize and deny there is a problem. Believe the symptoms, not the victim. Even
mild symptoms demand immediate and positive treatment.
1. Get the victim out of the cold, wind, and rain.
2. Strip off all wet clothes.
3. If the person is only mildly impaired;
(a) give him warm, non-alcoholic, drinks.
(b) get him into dry clothes and a warm sleeping bag;
4. If the victim is semi-conscious or worse;
(a) try to keep him awake and give him warm drinks.
(b) leave him stripped: put him in a sleeping bag with another person (also stripped); skin to
skin contact is the most effective treatment.
5. If he has recovered sufficiently to eat, feed him. Make sure he is dressed in warm clothing and
well rested before starting on again.
6. If the victim has to be carried out, make sure his body temperature has been brought up to normal
and wrap him in a good sleeping bag before starting out.
7.4 Prevention
7.4.1 With the exception of cases involving bodily injury, most hypothermia accidents may be prevented.
The first thing to remember is that hypothermia can occur anywhere and at any time that the air temperature
drops low enough so that if a body is exposed, its inner-core temperature can be reduced to the danger level.
Remember, wind chills the air.
7.4.2 Wet clothing in cold weather extracts heat from the body nearly 200 times faster than dry clothing.
Wool clothing provides better protection than cotton in wet weather. In inclement weather, an uncovered head
can account for up to 60% of body heat loss. A good wool cap is essential. The most common contributors of
the development of problems during cold, wet, and windy weather are lack of proper clothing, inadequate
shelter, and exhaustion. The best defense against the advent of hypothermia is to avoid exposure by being
prepared.
1. Dress appropriately.
2. Carry rainwear, extra dry clothes, food, and matches.
3. Bring potential dangers to the attention of anyone inappropriately dressed. It could save their
life.
4. Make the basic rules of conduct for trail safety clear, and that you expect them to be observed.
5. Travel at the speed of the slowest member of your party.

6. Break frequently for rest and gear check.
7. Distribute candies or other nibble food.
8. Keep watching all members of your party for signs of fatigue or discomfort.
Items 5. and 6. above refer to the action of journeying on foot. In the case of having had to land
or crash-land an aircraft in inhospitable and unpopulated territory, unless circumstances dictate
otherwise, it is generally better to remain with the aircraft rather than attempting a trek to safety.
The aircraft hull may be able to provide some degree of shelter and importantly, SAR services
will have an easier job of locating a downed aircraft than a small group of individuals.
_______________________

ATTACHMENT 8
CHECKLIST FOR PRIVATE PILOTS
This Attachment supplements the information in this manual by providing a general checklist for pre-flight
preparation, inspection and in-flight contingencies.
Be prepared for systems failure. Know what to do in advance. Always plan a way out of a situation. If a
borderline decision must be made, take the safest course of action. Don't exceed pilot or aircraft limitations.
If anything, including weather, equipment, or your health, is not up to par, DON'T GO.
Position survival gear so that it is readily available, but clear of controls. The best survival techniques include
thorough planning, knowledge of the route, and reliable weather information. There is no room for error in
trans-oceanic flight, so plan accordingly, then re-check.
Allow sufficient time for a thorough briefing, planning, and administrative details. Have airplane ready the
night before, avoiding the possibility of last minute mistakes.
Pre-Flight Preparation
The following checklist, cross-referenced to text appearing in this manual, will assist you during the
preparation stages of your oceanic flight.
1. Current departure, en-route, arrival and topographical charts (Chapter 17)

2. An instrument rating (Chapter 17)
3. Long range NAVAIDS (Chapter 8)
4. Available daylight on your route (Chapter 17)
5. Aircraft inspected by a licensed mechanic for suitability for a long, over water crossing. The
necessary aircraft documents (Chapter 17)
6. If transiting Canadian airspace, the required Sea/Polar Survival equipment necessary to adhere to
Canadian Air Regulation 540 (Chapter 17)
7. Format to be used when filing an oceanic flight plan (Chapter 4)
8. The proper procedures to be used in obtaining an IFRoceanic clearance (Chapter 6 & Chapter
17Chapter 5 & Attachment 6)
9. How to prevent hypothermia (Chapter 17)
10. VHF radio coverage in the NAT Region (Chapter 6 & State AIPs)
11. A position report and a revised estimate (Chapter 6)
12. SELCAL Code (Chapter 6)
13. Flight planned for FL 285 or above approval from the State of Registry (Foreword & Chapter 1)
14. Approval for flight in ADS-B airspace (Chapter 10).
15. Search and Rescue services. The importance of an ELT (Chapter 1 & Chapter 17)
16. The relevant meteorological information (Chapter 17)
17. Current NOTAMs with special regard to the status of radio-navigation aids and airport restrictions.
(Chapter 17)
Checklist for Private Pilots

Pre-Flight Inspection
Pull the cowling and inspect for leaks and general overall condition.
Inspect:
1. Fuel system and management
2. Radio equipment and condition
3. Engine condition
4. Oil pressure, temperature, and consumption
5. Instruments
Check compass on nearest runway heading to your course.
1. Swing compass with radios and navigation lights ON

2. Check compass deviation with master switch off
3. Check compass deviation with VHF off
4. Check compass deviation with HF both ON and OFF
5. Check compass deviation with pilot heat ON
6. Check compass deviation with rotating beacon ON and OFF
7. Make notes on all deviations
8. Keep alternator load at 50% or less if possible
9. DO NOT assume compass card is accurate ADF may be affected by the alternator, VHF, HF, pilot
heat, rotating beacon, autopilot, coastal refraction, or atmospheric conditions. Check and re-check
all NAVAIDs receivers.
After a long flight, pilot’s ability to handle marginal weather conditions may be in serious doubt. Therefore,
weather minimums should be well above the published minimums. Alternate airports should be chosen with
the same care.
In-flight contingencies.
Deviations:
Obtain clearance for deviations unless in an emergency, then the appropriate air traffic services unit must be
notified of the action taken and that the action has been taken under emergency authority.
Reports:
Report any problems to Air Traffic Control agencies or on VHF 121.500 MHz as soon as possible.
Use the VHF frequency 123.450 MHz as an air-to-air communications channel to ask for assistance if needed.
Checklist for Private Pilots

ATTACHMENT 9
CHECKLIST FOR DISPATCHERS
This Attachment supplements the guidance found in the Guidance for Flight Dispatchers Chapter of NAT
Doc 007. It is intended as a checklist for those planning and monitoring/tracking flights in the NAT.
Index
1. Know your Airspace - Regulatory requirements and consequential routing limitations
2. Minimum Equipage (Navigation/Altimetry/Communications)
3. Special non-compliance routings
4. Flight planning
5. Flight Monitoring
6. En-route Equipage Failures
7. Document References
8. Separation Requirements
Checklist for Flight Dispatchers
1. Know your Airspace - Regulatory requirements and consequential routing limitations

Recall Item Check Timelines Reference
HLA Does my Routing 4 February Ensure:
Boundaries enter the vertical & 2016 » HLA Ops Specs
lateral boundaries of Approval
HLA Airspace
PBCS Understand PBCS 29 March These standards require ICAO Doc 9869,
Compliance - I requirements 2018 your airline to be in Performance-based
compliance with the Communication and
required Surveillance (PBCS)
communication Manual Appendices
performance (RCP) 240 B and C
and required
surveillance
performance (RSP)
180.
PBCS Is my aircraft and 29 March ICAO FPL Filings:
Compliance - crew PBCS 2018 PBC : Insert the
II Compliant? appropriate descriptor
(P2) in Item 10a
PBS: Insert relevant

required surveillance
performance (RSP)
specification(s)
(RSP180) in Item 18 of
the flight plan
following the SUR/
indicator.
CPDLC: Insert the

appropriate descriptor
(J5 or J7) in Item 10a
Checklist for dispatchers


of the FPL (unchanged)
ADS-C: Automatic
Dependent Surveillance
— Contract (ADS-C)
services shall insert the
D1 descriptor in Item
10b of the FPL.
Mandatory Tango 9 Aircraft not equipped

ADS-B Tango 290 with FANS 1/A (or
Carriage Northern boundary: equivalent) systems
65N000W - will be allowed to
67N010W - operate within this area
69N020W - at DLM designated
68N030W - flight levels, provided
67N040W - the aircraft is suitably
69N050W - equipped (transponder
69N060W - with/ ADS-B extended
BOPUT. squitter transmitter).
Southern boundary:
GUNPA
(61N000W) -
61N007W -
6040N010W -
RATSU (61N010W)
- 61N020W -
63N030W -
64N040W -
64N050W –
EMBOK
Tango 9 and a) VHF 8.33 KHz
Tango 290 equipped (Item
Requirements 10a: ‘Y’)
b) NAT HLA
certified (Item
10a: ‘X’)
c) RNP 2 certified:
-Item 10a: GNSS –
‘G’
-Item 10a: RNP – ‘R’
-Item 10a: Other Info
– ‘Z’
-Item 18:
‘NAV/RNP2’
d) Surveillance
equipment
- SSR Mode S
- Item 10d: E
Transponder
- Mode S, including
aircraft
identification,
pressure altitude


and extended
squitter (ADS-B)
capability ADS-B
B1 ADS-B with
dedicated 1090
MHz ADS-B ‘out’
capability
Datalink FL 290 to FL 410 CPDLC: Insert the
Mandate (inclusive) appropriate descriptor
Compliance throughout the ICAO (J5 or J7) in Item 10a
NAT Region. of the FPL (unchanged)
ADS-C: Automatic
Dependent Surveillance
— Contract (ADS-C)
services shall insert the
D1 descriptor in Item
10b of the FPL.
 State Approvals (NAT HLA /RVSM) See: Chapter 1.

 Approval for flight in NAT ADS-B airspace. See: Chapter 1.
2. Minimum Equipage (Navigation/Altimetry/Communications)

 NAT HLA See: Chapter 1
 RVSM. See: Chapter 1 and Chapter 16
 HF Communications. See: OpSpecs
 DLM. ADS-C (Automatic Dependent Surveillance Contract) and CPDLC (Controller Pilot Data
Link Communications). See: OpSpecs
 ETOPS/EDTO. See Annex 6 Part 1
 MEL provisions. See: OpSpecs
3. Special non-compliance routings

 Long Range Navigation Systems. See : Chapter 1 and Chapter 12.
 Not approved for NAT HLA /RVSM . See Chapter 1.
 Routings without functioning HF Communications. See: Chapter 4.
 Maintenance Flights, temporarily non-RVSM. See: State AIPs.
 Delivery and Humanitarian Flights. See: State AIPs.
4. Flight planning
 Eastbound or westbound flights should be flight planned by significant points at whole degrees of
latitude at each crossed ten degrees of longitude (10°W, 20°W, 30°W, 40°W etc.);
 Northbound or southbound flights should be flight planned by parallels of latitude spaced at five degree
intervals (65°N, 60°N, 55°N etc.). See Chapter 4 and Chapter 16.
 Separate Organised Track System (OTS) structures. See: Chapter 2 and Chapter 3.
 North American Region., transitional airspaces and linking route structures in and through NAM
Region. See: Chapter 3 and AIS of the relevant State authorities and/or via their websites.
 Flight Levels on OTS Track may plan at any of the levels as published for that track. Aircraft on a
random route may plan any flight level(s) irrespective of direction. See: North Atlantic Flight Level
Allocation Scheme (NAT FLAS Attachment 5). States AIPs and NOTAMs.
 Mach Number and cost index (ECCON) See: Chapter 4Chapter 7.

 FPL completion. A free text editor is available on the EUROCONTROL website.

 Approvals:
 NAT HLA, the letter ‘X’, in addition to the letter ‘S’, within Item 10.
 RVSM operations, the letter ‘W’ must also be included in Item10.
 RNP approval; in Item 10 (Equipment) with the letter “R” and annotate Item 18, PBN/A1
(RNAV 10 (RNP 10) Approval) or PBN/L1 (RNP 4 Approval). See: Chapter 4.
 ADS-B, B1 or B2 in Item 10b.
 PBCS operations, P2 in Item 10a and RSP180 in Item 18 following SUR/.
5. Flight Monitoring
 ATCOceanic clearances. See: Chapter 6Chapter 5
 Transponder Use. See: Chapter 16
 Re-Routes. See: Chapter 16
 En-route Contingencies. Chapter 16
 Loss of communications and HF failure. See Chapter 16 and Chapter 6.
 Normal Flight Tracking. See ICAO Annex 6 Part 1 Chapter 3.5.1
o 3.5.1 For appropriate aircraft, track every 15 minutes
o 3.5.4 Retention of tracking data
 Note to 3.5.4 regarding 3rd party normal aircraft tracking…must comply with the
policies and procedures of the operator
o ICAO Circular 347 Normal Flight Tracking – Guidance for Operators
6. En-route Equipage Failures
 Prior to entering NAT RVSM Airspace See: OPTION 1 to OPTION 3, Chapter 16
 After entering NAT RVSM Airspace. See: State AIPs.
7. Document References
Reference Check
PBCS Manual (ICAO Doc 9869)
PANS ATM Doc.4444
ICAO Global Operational Data Link
(GOLD) Manual (Doc 10037).
EUR-NAT Supps. Doc 7030
ICAO Annex 6 Part I
ICAO Circular 323
ICAO Circular 347 Normal Flight
Tracking

ATTACHMENT 10
BIBLIOGRAPHY AND OTHER REFERENCE MATERIAL
ICAO Annex 2* – Rules of the Air

www.icao.int
ICAO Annex 6* Operation of aircraft

www.icao.int
ICAO Annex 10* Aeronautical communications

www.icao.int
ICAO Doc 4444* Procedures for Air Navigation Services – Air Traffic Management (PANS–ATM)
www.icao.int
ICAO Doc 7030* (Regional Supplementary Procedures (SUPPS)

www.icao.int
ICAO Doc 8168* Procedures for Air Navigation Services – Aircraft Operations (PANS–OPS)
www.icao.int
ICAO Doc 8643* Aircraft Type designators

www.icao.int
ICAO Doc 9574* Manual on Implementation of a 300 m (1 000 ft) Vertical Separation Minimum
Between FL 290 and FL 410 Inclusive
www.icao.int
ICAO Doc 9613* Performance-Based Navigation Manual (PBN)

www.icao.int
ICAO Doc 10037* Global Operational Data Link (GOLD) Manual
www.icao.int
ICAO Doc 9869* Performance-based Communication and Surveillance (PBCS) Manual
www.icao.int
* ICAO saleable documents - Please contact ICAO Headquarters, Montreal [email protected]
Bibliography and Other Reference Material

ICAO Doc 9849* Global Navigation Satellite System (GNSS) Manual
www.icao.int
ICAO Doc 10100* Manual on Space Weather Information In Support of International Air Navigation
www.icao.int
ICAO NAT HF Guidance Material (NAT Doc 003)

www.icao.int/EURNAT/ > EUR & NAT Documents > NAT Documents > NAT Doc 003
Oceanic Errors Safety Bulletin

www.icao.int/EURNAT/ > EUR & NAT Documents > NAT Documents > NAT OES Bulletins
NAT OPS Bulletins

www.icao.int/EURNAT/ > EUR & NAT Documents > NAT Documents > NAT OPS Bulletins
ICAO NAT Planning Documents Supporting Separation Reductions and Other Initiatives
www.icao.int/EURNAT/ > EUR & NAT Documents > NAT Documents > Planning documents supporting
separation and other initiatives
Canada AIP
www.NAVCANADA.ca/
Canadian Flight Supplement - A saleable document which can be ordered via:

http://products.navcanada.ca
EASA CS-ACNS - Certification Specifications and Acceptable Means of Compliance for Airborne
Communications, Navigation and Surveillance
https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-airborne-communications-
navigation-andhttps://www.easa.europa.eu/en/certification-specifications/cs-acns-airborne-communications-
navigation-and-surveillance
EASA AMC 20-24

https://www.easa.europa.eu/en/certification-specifications/amc-20-general-acceptable-means-compliance-
airworthiness-products-parts
ETSO- CS-ETSO
https://www.easa.europa.eu/en/certification-specifications/cs-etso-european-technical-standard-orders
Iceland AIP
http://eaip.samgongustofa.is/
* ICAO saleable documents - Please contact ICAO Headquarters, Montreal [email protected]

Ireland AIP
http://iaip.iaa.ie/iaip/IAIP_Frame_CD.htm
RTCA DO 260/A/B
https://standards.globalspec.com/std/1994503/rtca-do-260
UK AIP
https://nats-uk.ead-it.com/cms-nats/opencms/en/Publications/AIP/
USA FAA TSO-C14529, TSO-C146, TSO-C196 or later standard (GPS Certification)

https://drs.faa.gov
USA FAA AC 20-138() (Airworthiness Approval of GPS)

USA FAA AC 20-165() (Airworthiness Approval of ADS-B)

USA FAA AC91-85() (RVSM MASPSs)

https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/docum
entID/1035328
USA FAA NAT Resource Guide for U.S. Operators

https://www.faa.gov/about/officeorg/headquartersoffices/avs/nat-resource-guide
USA US Airport Facility Directory (NARs)

https://www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/supplementalcharts/
https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dafd/
USA US AIP
https://www.faa.gov/air_traffic/publications/
USA US Coastguard GPS advisoryNOTAMs

http://navcen.uscg.gov/gps-nanu-almanacs-opsadvisores-sof
— END —


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G-1 NAT SPG/59 Report – Appendix G G-1

NAT Doc 007

NORTH ATLANTIC OPERATIONS

V.2023-1 (Applicable from January 2023)V.2024-1 (Applicable

Prepared by the ICAO European and North Atlantic Office

EUROPEAN AND NORTH ATLANTIC OFFICE OF ICAO

NAT Doc 007 V.2024-1 (Applicable from March 2024)

The requirement for oceanic clearances has been removed.

NAT communication failure procedures have been amended.

The oceanic clearance removal is scheduled for the AIRAC date

NAT Doc 007 V.2024-1 (Applicable from March 2024)

NAT Doc 007 Foreword V.2024-1 (Applicable from March 2024)

NAT Doc 007 Foreword V.2024-1 (Applicable from March 2024)

Edition 20243-v1 - Content Modifications/Additions Incorporated

This modification includes:

ACARS Aircraft Communications Addressing and Reporting System

NAT Doc 007 ABBREVIATIONS V.2024-1 (Applicable from March 2024)

NAT Doc 007 ABBREVIATIONS V.2024-1 (Applicable from March 2024)

MNT Mach Number Technique

NAT Doc 007 ABBREVIATIONS V.2024-1 (Applicable from March 2024)

SSR Secondary Surveillance Radar

NAT Doc 007 ABBREVIATIONS V.2024-1 (Applicable from March 2024)

North Atlantic Operations Bulletin (NAT OPS Bulletin)

NAT Doc 007 DEFINITIONS V.2024-1 (Applicable from March 2024)

RESUME NORMAL SPEED

NAT Doc 007 DEFINITIONS V.2024-1 (Applicable from March 2024)

CHAPTER 1 OPERATIONAL APPROVAL AND AIRCRAFT SYSTEM REQUIREMENTS

CHAPTER 2 THE ORGANISED TRACK SYSTEM (OTS) ................................................................ 34

CHAPTER 3 ROUTES, ROUTE STRUCTURES, AND TRANSITION AREAS WITHIN OR

CHAPTER 4 FLIGHT PLANNING ........................................................................................................ 48

Flight Levels ...................................................................................................................................48

CHAPTER 5 OCEANIC ATC CLEARANCES ..................................................................................... 53

CHAPTER 6 COMMUNICATIONS AND POSITION REPORTING PROCEDURES ................... 57

CHAPTER 7 APPLICATION OF MACH NUMBER TECHNIQUE.................................................. 71

7.2 Objective ........................................................................................................................................... 71

CHAPTER 8 NAT HLA FLIGHT OPERATION & NAVIGATION PROCEDURES ...................... 72

CHAPTER 9 RVSM FLIGHT IN THE NAT HLA................................................................................ 91

CHAPTER 10 ATS SURVEILLANCE SERVICES IN THE NAT HLA............................................... 93

CHAPTER 11 MONITORING OF AIRCRAFT SYSTEMS AND FLIGHT CREW

CHAPTER 12 PROCEDURES IN THE EVENT OF NAVIGATION SYSTEM DEGRADATION

CHAPTER 13 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES ........................... 111

CHAPTER 14 GUARDING AGAINST COMMON ERRORS ............................................................ 120

14.4 Lessons Learned.............................................................................................................................. 121

CHAPTER 15 THE PREVENTION OF LATERAL DEVIATIONS FROM TRACK ...................... 123

CHAPTER 16 GUIDANCE FOR DISPATCHERS ............................................................................... 125

CHAPTER 17 FLIGHT OPERATIONS BELOW THE NAT HLA .................................................... 136

ATTACHMENT 1 SAMPLE OF ERROR INVESTIGATION FORM ............................................... 143

ATTACHMENT 2 ALTITUDE DEVIATION REPORT FORM ........................................................ 145

ATTACHMENT 3 WAKE TURBULENCE REPORT FORM ............................................................ 146

ATTACHMENT 4 SAMPLE OCEANIC CHECKLIST ....................................................................... 148

ATTACHMENT 5 NORTH ATLANTIC FLIGHT LEVEL ALLOCATION SCHEME .................. 151

ATTACHMENT 6 OCEANIC CLEARANCES DELIVERY/FORMAT/CONTENT ....................... 158

ATTACHMENT 7 WEATHER CONDITIONS & CONSIDERATIONS ........................................... 172

ATTACHMENT 8 CHECKLIST FOR PRIVATE PILOTS ................................................................ 179

ATTACHMENT 9 CHECKLIST FOR DISPATCHERS...................................................................... 181

ATTACHMENT 10 BIBLIOGRAPHY AND OTHER REFERENCE MATERIAL ......................... 185

Exceptions - Special Operations

1.3 HORIZONTAL NAVIGATION REQUIREMENTS FOR UNRESTRICTED NAT HLA